2009 (41st)Edition

This edition has been corrected through: 5th Coast Guard District Local Notice to

Mariners No.31/09 and the 7th Coast Guard District Local Notice to Mariners No.

31/09.

Changes 1 through 22 to the previous edition (40th Edition, 2008) have been entered into this edition.

Changes to this edition will be published in the Fifth Coast Guard District Local Notice to Mariners, the Seventh Coast Guard District Local Notice to Mariners, and the

National Geospatial-Intelligence Agency (NGA) Notice to Mariners. The changes are

also on the internet at http://nauticalcharts.noaa.gov/nsd/cpdownload.htm.

U.S. Department of Commerce

Gary F. Locke, Secretary

National Oceanic and Atmospheric Administration (NOAA)

Jane Lubchenco, Ph.D., Under Secretary of Commerce for

Oceans and Atmosphere, and Administrator, NOAA

National Ocean Service

John H. Dunnigan, Assistant Administrator for Ocean Services

and Coastal Zone Management

Atlantic Coast:

Cape Henry to

Key West

Washington, DC

For sale by the National Ocean Service and its sales agents
II

■ Volume 4

180° 170° 160° 150° 140° 130° 120° 110° 100° 90° 80° 70° 60°

60°

50°

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30°

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180° 170° 160° 150° 140° 130° 120° 110° 100° 90° 80° 70° 60° 50°

C A N A D A

M E X I C O

NORTH

ATLANTIC OCEAN

NORTH

PACIFIC OCEAN

HUDSON BAY

Great Lakes

Boston

New York

Washington

Norfolk

Cape Cod

Sandy Hook

Cape Henry

Miami

Puerto Rico

U.S. Virgin Islands

GULF

OF MEXICO

San Diego

San Francisco

Los Angeles

Seattle

Hawaiian

Archipelago

Honolulu

Midway Island

Dixon Entrance

Juneau Cape Spencer

BERING SEA

A L A S K A

9

9

8

7

7

5

6

5

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3

2

1

U N I T E D S T A T E S

LIMITS OF UNITED STATES COAST PILOT

Atlantic Coast

1 Eastport to Cape Cod

2 Cape Cod to Sandy Hook

3 Sandy Hook to Cape Henry

4 Cape Henry to Key West

5 Gulf of Mexico, Puerto Rico and Virgin Islands

Great Lakes

6 The Great Lakes and their Connecting Waterways

Pacific Coast

7 California, Oregon, Washington, Hawaii and Pacific Islands

8 Alaska – Dixon Entrance to Cape Spencer

9 Alaska – Cape Spencer to Beaufort Sea
Preface

he 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). Coast

Pilot and the NOAA emblem are trademarks of the National Oceanic and Atmospheric

Administration, and may not be used without permission.

The Coast Pilot supplements the navigational information shown on the nautical

charts. The sources for updating the Coast Pilot include but are not limited to field inspections conducted by NOAA, information published in Notices to Mariners, reports

from NOAA Hydrographic vessels and field parties, information from other Government agencies, State and local governments, maritime and pilotage associations, port

authorities, and mariners.

This volume of Coast Pilot 4, Atlantic Coast, Cape Henry to Key West, cancels the 2008

(40th) Edition.

Notice.–Amendments are issued to this publication through U.S. Coast Guard Local

Notices to Mariners. A subscription to the Local Notice to Mariners is available upon

application to the appropriate Coast Guard District Commander (Aids to Navigation

Branch). Consult the Appendix A for addresses. All amendments are also issued in

National Geospatial-Intelligence Agency Notices to Mariners. Mariners may also

download and print amendments from the Internet at http://nauticalcharts.noaa.

gov/nsd/cpdownload.htm.

Mariners, and others, are urged to report errors, omissions, or differing conditions to

those found in the Coast Pilot, or shown on the charts, in order that they may be fully

investigated and corrections made. A Coast Pilot Report form is included in the back of

this book and a Marine Information Report form is published in the National

Geospatial-Intelligence Agency Notice to Mariners for your convenience. These reports, and/or suggestions for increasing the usefulness of the Coast Pilot, should be

sent to:

Chief, Coast Pilot Branch (N/CS51)

Office of Coast Survey

National Ocean Service, NOAA

1315 East-West Highway

Silver Spring, MD 20910-3282.

Preface ■ III

T
IV ■ Volume 4

ATLANTIC

OCEAN
■ V

Record of Changes

Change

Number*

From LNM 

Number Entered By Date Entered ChangeNumber*

From LNM 

Number Entered By Date Entered

* Corrections are also available on the internet at http://nauticalcharts.noaa.gov/nsd/cpdownload.htm
VI ■ Volume 4
Contents

Preface · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · III

Chapter 1 General Information · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 1

Chapter 2 Navigation Regulations · · · · · · · · · · · · · · · · · · · · · · · · · · · · 43

Chapter 3 Cape Henry to Key West · · · · · · · · · · · · · · · · · · · · · · · · · · · 197

Chapter 4 Cape Henry to Cape Lookout · · · · · · · · · · · · · · · · · · · · · · · · 223

Chapter 5 Cape Lookout to Cape Fear · · · · · · · · · · · · · · · · · · · · · · · · · 249

Chapter 6 Cape Fear to Charleston Harbor · · · · · · · · · · · · · · · · · · · · · · 265

Chapter 7 Charleston Harbor to Savannah River · · · · · · · · · · · · · · · · · · · 287

Chapter 8 Savannah River to St. Johns River · · · · · · · · · · · · · · · · · · · · · 305

Chapter 9 St. Johns River· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 327

Chapter 10 St. Johns River to Miami · · · · · · · · · · · · · · · · · · · · · · · · · · 347

Chapter 11 Miami to Key West· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 377

Chapter 12 Intracoastal Waterway · · · · · · · · · · · · · · · · · · · · · · · · · · · · 393

Appendix A · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 439

Appendix B · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 449

Appendix C · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 477

INDEX · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 487

Contents ■ VII

Coast Pilot Report · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · (Follows Index)

General Information

UNITED STATES COAST PILOT

(1) The United States Coast Pilot, published by the National Oceanic and Atmospheric Administration

(NOAA), in conjunction with the Federal Aviation Administration (FAA), is a series of nine nautical books

(volumes) that cover a wide variety of information important to navigators of U.S. coastal and intracoastal

waters, and the waters of the Great Lakes. Most of Coast

Pilot information cannot be shown graphically on the

standard nautical charts, and is not readily available

elsewhere. The topics in the Coast Pilot include, but are

not limited to, channel descriptions, anchorages,

bridge and cable clearances, currents, tide and water

levels, prominent features, pilotage, towage, weather,

ice conditions, wharf descriptions, dangers, routes,

traffic separation schemes, small-craft facilities, and

Federal regulations applicable to navigation.

(2) Amendments (NMRs) to this publication are available on the NOAA website http://nauticalcharts.noaa.

gov/nsd/cpdownload.htm, U.S. Coast Guard (USCG)

Local Notices to Mariners website http://www.navcen.

uscg.gov/lnm/default.htm, and National GeospatialIntelligence Agency (NGA) Notices to Mariners website http://www.pollux.nss.nga.mil/untm/. Also, hard

copies are published in the USCG and NGA weekly Notices to Mariners.

Bearings

(3) These are true, and expressed in degrees from 000°

(north) to 359°, measured clockwise. General bearings

are expressed by initial letters of the points of the compass (e.g., N, NNE, NE, etc.). Whenever precise bearings are intended, degrees are used. Light-sector

bearings are toward the light.

Bridges and cables

(4) Vertical clearances of bridges and overhead cables

are in feet above mean high water unless otherwise

stated; 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 should be given; the same guidelines apply

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 Engineers (cables); they may be as-built (verified by actual inspection after completion of structures) or authorized (design values specified in the

permit issued prior to construction). No differentiation

is made in the Coast Pilot between as-built and authorized clearances. (See charts for horizontal clearances

of bridges, as these are given in the Coast Pilot only

when they are less than 50 feet (15 meters). Although,

there are exceptions in two Coast Pilot books; they are

Coast Pilot 6 and 7, in areas where tables are used all

horizontal clearances are listed.) Submarine cables are

rarely mentioned.

Cable ferries

(5) 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.

Courses

(6) These are true and are given in degrees clockwise

from 000° (north) to 359°. The courses given are the

courses to be made good.

Currents

(7) 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).

Depths

(8) Depth is the vertical distance from the chart datum

to the bottom and is expressed in the same units (feet,

meters or fathoms) as soundings on the applicable

chart. (See Chart Datum this chapter for further detail.) The controlling depth of a channel is the least

depth within the limits of the channel; it restricts the

safe use of the channel to drafts of less than that depth.

General Information ■ Chapter 1 ■ 1
The centerline controlling depth of a channel (rarely

used when transiting waterways) applies only to the

channel centerline or close proximity; lesser depths

may exist in the remainder of the channel. The

midchannel controlling depth of a channel is the controlling depth of only the middle half of the channel.

Federal project depth is the design dredging depth of a

channel constructed by the U.S. Army Corps of Engineers; the project depth may or may not be the goal of

maintenance dredging after completion of the channel,

and, 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.

(9) In general, the Coast Pilot gives the project depths

for deep-draft ship channels maintained by the U.S.

Army Corps of Engineers. The latest controlling depths

are usually shown on the charts and published in the

Notices to Mariners. For other channels, the latest controlling depths are available at the time of publication.

In all cases, however, mariners are advised to consult

with pilots, port and local authorities, and Federal and

State authorities for the latest channel controlling

depths.

Under-keel clearances

(10) 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.

(11) 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.

(12) 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.)

(13) 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 speed of the ship.

(14) 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.

(15) 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.

Distances

(16) 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.

Heights

(17) These are in feet (meters) above the tidal datum

used for that purpose on the charts, usually mean high

water. However, the heights of the decks of piers and

wharves are given in feet (meters) above the chart datum for depths.

Light and fog signal characteristics

(18) These are not described in the Coast Pilot. Also,

light sectors and visible ranges are generally not fully

described. This information can be found in U.S. Coast

Guard Light Lists.

Obstructions

(19) Wrecks and other obstructions are mentioned only

if they are relatively permanent and in or near normal

traffic routes.

Radio aids to navigation

(20) These are seldom described. (See United States

Coast Guard Light Lists, and National Geospatial-Intelligence Agency Radio Navigational Aids.)

Ranges

(21) These are not fully described. “A 339° Range”

means that the rear structure bears 339° from the

front structure. (See United States Coast Guard Light

Lists.)

2 ■ Chapter 1 ■ Volume 4
Reported information

(22) Information received by NOAA from various

sources concerning depths, dangers, currents, facilities, and other topics, which has not been verified by

Government surveys or inspections, is often included

in the Coast Pilot; such unverified information is qualified as “reported,” and should be regarded with caution.

Time

(23) 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.)

Winds

(24) Directions are the true directions from which the

winds blow, however, sometimes (rarely) compass

points are used. Unless otherwise indicated, speeds are

given in knots, which are nautical miles per hour.

NAUTICAL CHARTS

Chart symbols and abbreviations

(25) NOAA’s Nautical Charts are a graphic portrayal of

the marine environment showing the nature and form

of the coast, the general configuration of the sea bottom, including water depths, locations of dangers to

navigation, locations and characteristics of man-made

aids to navigation, and other features useful to the mariner.

(26) The standard symbols and abbreviations approved

for use on all regular nautical charts are in Chart No. 1,

United States of America Nautical Chart Symbols and

Abbreviations. This product, maintained by the National Geospatial-Intelligence Agency and NOAA, is

available on the internet website address, http://nauticalcharts.noaa.gov/mcd/chartno1.htm.

(27) On certain foreign charts reproduced by the United

States, and on foreign charts generally, the symbols

and abbreviations used may differ from U.S. approved

standards. It is therefore recommended that navigators

who acquire and use foreign charts and reproductions

procure the symbol sheet or Chart No. 1 produced by

the same foreign agency.

(28) Mariners are warned that the buoyage systems,

shapes, and colors used by other countries often have a

different significance than the U.S. system.

Chart Projections

(29) 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.

Chart Datum

(30) Chart Datum is the particular tidal datum 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 as Chart Datum along the

east, west and Gulf coasts, including the coasts of

Alaska, Hawaii, the West Indies and other United States

and United Nations islands of the Pacific.

(31) Mean Lower Low Water is defined as the arithmetic

mean of the lower low water height of each tidal day

(24.84 hours) observed over the National Tidal Datum

Epoch. The National Tidal Datum Epoch is the specific

19-year period adopted by NOAA, as the official time

segment over which tide observations are taken and reduced to obtain mean values for tidal datums. The present Epoch is 1983 through 2001. See http://www.co-ops

.nos.noaa.gov/datum_options.html.

Horizontal Datum

(32) 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.

(33) 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.

(34) 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 many geographic positions are

still 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.

(35) It should be noted that there are still a few nautical

charts that have not been converted to the new datums.

The mariner should check each chart’s title block to determine the horizontal datum.

(36) It should be further noted that the physical shift

between positions on older datums and NAD 83/WGS

84 was significant. The mariner should always be certain the positions they are plotting on a nautical chart

are on the same datum as the chart.

General Information ■ Chapter 1 ■ 3
Accuracy of a nautical chart

(37) 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 Headquarters. The chart 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.

(38) 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.

(39) 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 avoided where irregular and sudden

changes in depth indicate conditions associated with

pinnacle rocks, coral heads, or boulders.

(40) Information charted as “reported” should be

treated with caution when navigating the area, because

the actual conditions have not been verified by government surveys.

Source diagrams

(41) The Office of Coast Survey has committed to adding a source diagram to all charts 1:500,000 scale and

larger. This diagram is intended to provide the mariner

with additional information about the density and adequacy of the sounding data depicted on the chart. The

adequacy with which sounding data depicts the configuration of the bottom depends on the following factors:

(42) •Survey technology employed (sounding and navigation equipment).

(43) •Survey specifications in effect (prescribed survey

line spacing and sounding interval).

(44) •Type of bottom (e.g., rocky with existence of submerged pinnacles, flat sandy, coastal deposits subject

to frequent episodes of deposition and erosion).

(45) Depth information on nautical charts is based on

soundings from the latest available hydrographic survey, which in many cases may be quite old. The age of

hydrographic surveys supporting nautical charts varies. Nearly half of all inshore hydrography was acquired

by leadline (pre-1940) sounding technology.

(46) Prior to 1940, the majority of survey data acquired

consisted of leadline soundings which were positioned

using horizontal sextant angles. This positioning method

is considered to be accurate for near shore surveys. A

deficiency with pre-1940 data exists in the leadline

sounding method because it represents discrete single-point sampling. Depths of areas between or outside

of leadline sounding points can only be inferred or estimated leaving the possibility of undetected features, especially in areas of irregular relief.

(47) From 1940 to the present, the majority of survey

data consisted of soundings resulting in partial bottom

coverage. This type of sounding data is typically acquired using continuous-recording single-beam echo

sounders as stand-alone survey systems. This survey

method originally yielded a graphic record of the entire

sounding line from which soundings were recorded at

regular intervals. Using this graphic record, features

which fell between the recorded soundings could be inserted into the data set. Since approximately 2001, single beam echo sounder data has been recorded digitally

to automatically include all soundings in the data set.

Although the sampling is continuous along the track of

the sounding vessel, features such as discreet objects or

small area shoals between sounding lines may not have

been detected. Positioning of the sounding vessel in

this period has progressed from horizontal sextant angles, through land-based electronic positioning systems, to differentially corrected Global Positioning

System (DGPS) satellite fixes.

(48) From 1990 to the present, most surveys were conducted using either multibeam sonar systems or a

combination of side scan sonar and single beam echo

sounder systems to achieve full bottom coverage. The

term full bottom coverage refers to survey areas in

which the field party has acquired continuously recorded, high-resolution sonar data in overlapping

swaths. This sonar data, either multibeam bathymetry

or side scan imagery, have been analyzed in an attempt

to locate all hazards to navigation within the survey's

limits; all position data has been determined using

DGPS. NOAA began utilizing airborne light detection

and ranging systems (LIDAR) for near shore

bathymetric surveying in the late 1990s. This type of

survey method provided sounding data at a lower resolution than sonar systems, thus making small obstructions and hazards difficult to identify. Although LIDAR

systems provide continuously recorded swath data, the

resulting sounding resolution is not dense enough for

the survey to be considered full bottom coverage. However, LIDAR surveys in which significant anomalies

have been further investigated using multibeam sonar

are considered adequate for the full bottom coverage

designation. Stand alone LIDAR surveys are depicted

on the Source Diagram as partial bottom coverage areas.

(49) Although full bottom coverage surveys are not feasible in all areas, this method is typically preferred over

4 ■ Chapter 1 ■ Volume 4
General Information ■ Chapter 1 ■ 5

• 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 within the 1900-1939 time period. The 

sounding data would have been collected by leadline. Depths between sounding points can only be 

inferred, and undetected features might still exist 

between the sounding points in areas of irregular 

relief. Caution should be exercised.

• The transit then crosses an area surveyed by 

NOAA within the 1990 - present time period, with 

partial bottom coverage. The data is collected in 

metric units and acquired by continuous recording single beam echo sounder. It is possible that 

features could have been missed between the 

sounding lines, although echo sounders record all 

depths along a sounding line with varying beam 

widths.

• The transit then crosses into an area surveyed by 

NOAA within the 1990 - present time period, having full bottom coverage. This area of the charted

diagram is shaded with a blue screen to draw 

attention to the fact that full bottom coverage has 

been achieved. The data would have been collected

in metric units and acquired by side scan sonar or 

multibeam sonar technology. Undetected features 

in this area, at the time of the survey, would be 

unlikely.

• The transit ends in an area charted from 

miscellaneous surveys. These surveys may be too 

numerous to depict or may vary in age, reliability, 

origin or technology used. No inferences about the 

fi tness of the data can be made in this area from 

the diagram.

 By choosing to transit along the track shown by 

the dashed line, the mariner would elect to take 

advantage of more recent survey information collected with more modern technology.

Source Diagrams

 Referring to the accompanying sample Source 

Diagram below and the previous discussion of 

survey methods over time, transiting from Point 

X to Point Y, along the track indicated by the 

dotted line, would have the following information 

available about the relative quality of the depth 

information shown on the chart.

• Point X lies in an area surveyed by NOAA within 

the 1900-1939 time period. The sounding data 

would have been collected by leadline. Depths 

between sounding points can only be inferred, 

and undetected features might exist between the 

sounding points in areas of irregular relief. Caution should be exercised.

• The transit then crosses an area surveyed by 

NOAA within the 1940-1969 time period. The 

sounding data would have been collected by 

continuous recording single beam echo sounder. 

It is possible that features could have been missed

between sounding lines, although echo sounders 

record all depths along a sounding line with varying beam widths.
leadline, single beam echo sounder, and LIDAR technologies. Full bottom coverage surveys typically extend

inshore to depths of 4-8 meters (13-26 feet). Due to

scaling factors, a full bottom coverage survey area may

appear to extend further inshore once depicted on the

Source Diagram. Sounding data in water depths of approximately 4-6 meters (13-191⁄2 feet) or less (8 meters

(26 feet) or less in Alaskan waters) has typically been

acquired using a partial bottom coverage method. Caution and prudent seamanship should be used when

transiting these near shore areas.

(50) The spacing of sounding lines required to survey an

area using a single beam echo sounder depends on several factors; such as water depths, bottom configuration, survey scale, general nature of the area, and the

purpose of the survey. For example, a 1:10,000-scale

survey conducted in an estuary will typically have

100-meter line spacing requirements, but may be reduced to 50 meters or less to adequately develop an irregular bottom, shoal, or some other feature that may

present a hazard to navigation. Also, hydrographic project instructions for surveys may have required line

spacing that deviates from these general specifications.

Corrections to charts

(51) It is essential for navigators to keep charts corrected through information published in the notices to

mariners.

(52) NOAA’s “Nautical Chart Update” website allows the

mariner to update their nautical charts from one database that includes information from NOAA, NGA Notice to Mariners, U.S. Coast Guard Local Notice to

Mariners, and the Canadian Coast Guard Notice to Mariners. The internet address for the Chart Update

website is http://nauticalcharts.noaa.gov/mcd/updates/

LNM_NM.html.

Print On Demand Nautical Charts

(53) Print On Demand (POD) Charts are updated weekly

by NOAA with the most current U.S. Coast Guard Local

Notice to Mariners, National Geospatial-Intelligence

Agency Notice to Mariners, and critical safety information known to NOAA. They are available to the mariner

five to eight weeks before the conventional chart is

printed. POD charts are printed upon request and

shipped overnight to the mariner under a partnership

between NOAA and OceanGrafix, LLC. For POD

6 ■ Chapter 1 ■ Volume 4

Bottom Coverage Comparison by Survey Method

Leadline (pre 1940) Single Beam (1940’s - 1980’s) Multibeam (1990’s - present)
information and a list of participating POD chart

agents, see Internet websites:

(54) http://nauticalcharts.noaa.gov/pod/POD.htm and

(55) http://www.oceangraphix.com.

(56) Print on Demand charts are certified by NOAA for

navigational use.

Caution in using small-scale charts

(57) Dangers to navigation cannot be shown with the

same amount of detail on small-scale charts as on those

of larger scale. Therefore, the largest scale chart of an

area should always be used.

(58) 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. NOS charts

are classified according to scale as follows:

(59) 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.

(60) General charts, scales 1:150,000 to 1:600,000, are

for coastwise navigation outside of outlying reefs and

shoals.

(61) 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.

(62) Harbor charts, scales larger than 1:50,000, are for

harbors, anchorage areas, and the smaller waterways.

(63) Special charts, various scales, cover the Intracoastal

waterways and miscellaneous small-craft areas.

U.S. Nautical Chart Numbering System

(64) This chart numbering system, adopted by NOAA

and National Geospatial-Intelligence Agency, provides

for a uniform method of identifying charts published

by both agencies. Nautical charts published by the National Geospatial-Intelligence Agency and by the Canadian Hydrographic Service are identified in the Coast

Pilot by an asterisk preceding the chart number.

Blue tint in water areas

(65) A blue tint is shown in water areas on many charts

to accentuate shoals and other areas considered dangerous for navigation when using that particular chart.

Since the danger curve varies with the intended purpose of a chart a careful inspection should be made to

determine the contour depth of the blue tint areas.

Caution on bridge and cable clearances

(66) For bascule bridges whose spans do not open to a

full vertical position, unlimited overhead clearance is

not available for the entire charted horizontal clearance when the bridge is open, due to the inclination of

the drawspans over the channel.

(67) The charted clearances of overhead cables are for

the lowest wires at mean high water unless otherwise

stated. Vessels with masts, stacks, booms, or antennas

should allow sufficient clearance under power cables to

avoid arcing.

(68) 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.

(69) 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.

(70) 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.

(71) 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.

(72) 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.

Artificial obstructions to navigation

(73) Disposal areas are designated by the U.S. Army

Corps of Engineers for depositing dredged material

where existing depths indicate that the intent is not to

General Information ■ Chapter 1 ■ 7
cause sufficient shoaling to create a danger to surface

navigation. The areas are charted without blue tint,

and soundings and depth curves are retained.

(74) Disposal Sites are areas established by Federal regulation (40 CFR 220 through 229) 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 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.)

(75) 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.

(76) 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

and in the vicinity of all dumping areas.

(77) Spoil areas are for the purpose of depositing

dredged material, usually near and parallel to dredged

channels; they are usually a hazard to navigation. 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. Spoil areas are tinted blue on

the charts and labeled, and all soundings and depth

curves are omitted. Navigators of even the smallest

craft should avoid crossing spoil areas.

(78) Fish havens are established by private interests,

usually sport fishermen, to simulate natural reefs and

wrecks that attract fish. The reefs are constructed by

intentional placement of assorted secondary-use materials and designated fishery habitat, ranging from old

trolley cars and barges to scrap building material in areas which may be of very small extent or may stretch a

considerable distance along a depth curve; old automobile bodies are a commonly used material. The Corps of

Engineers must issue a permit, specifying the location

and depth over the reef, before such a reef may be built.

However, the reefbuilders’ adherence to permit specifications can be checked only with a wire drag. Fish havens are outlined and labeled on the 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 or if the minimum authorized depth is unknown and they are in depths greater

than 11 fathoms but still considered a danger to navigation. Navigators should be cautious about passing

over fish havens or anchoring in their vicinity.

(79) Fishtrap areas are areas established by the U.S.

Army Corps of Engineers, or State or local authority, in

which traps may be built and maintained according to

established regulations. The fish stakes which may exist

in these areas are obstructions to navigation and may

be dangerous. The limits of fishtrap areas and a cautionary note are usually charted. Navigators should

avoid these areas.

Local magnetic disturbances

(80) If measured values of magnetic variation differ

from the expected (charted) values by several degrees, a

magnetic disturbance note will be printed on the chart.

The note will indicate the location and magnitude of

the disturbance, but the indicated magnitude should

not be considered as the largest possible value that may

be encountered. Large disturbances are more frequently detected in the shallow waters near land

masses than on the deep sea. Generally, the effect of a

local magnetic disturbance diminishes rapidly with

distance, but in some locations there are multiple

sources of disturbances and the effects may be distributed for many miles.

Compass roses on charts

(81) Each compass rose shows the date, magnetic variation, and the annual change in variation. Prior to the

new edition of a nautical chart, the compass roses are

reviewed. Corrections for annual change and other revisions may be made as a result of newer and more accurate information. On some general and sailing

charts, the magnetic variation is shown by isogonic

lines in addition to the compass roses.

Echo soundings

(82) Ship’s echo sounders may indicate small variations

from charted soundings; this may be due to the fact

that various corrections (instrument corrections, settlement and squat, draft, and velocity corrections) are

made to echo soundings in surveying which are not

normally made in ordinary navigation, or to observational errors in reading the echo sounder. Instrument

errors vary between different equipment and must be

determined by calibration aboard ship. Most types of

echo sounders are factory calibrated for a velocity of

sound in water of 800 fathoms per second, but the actual velocity may differ from the calibrated velocity by

as much as 5 percent, depending upon the temperature

and salinity of the waters in which the vessel is operating; the highest velocities are found in warm, highly saline water, and the lowest in icy freshwater. Velocity

corrections for these variations are determined and applied to echo soundings during hydrographic surveys.

All echo soundings must be corrected for the vessel’s

8 ■ Chapter 1 ■ Volume 4
draft, unless the draft observation has been set on the

echo sounder.

(83) Observational errors include misinterpreting false

echoes from schools of fish, seaweed, etc., but the most

serious error which commonly occurs is where the

depth is greater than the scale range of the instrument;

a 400–fathom scale indicates 15 fathoms when the

depth is 415 fathoms. Caution in navigation should be

exercised when wide variations from charted depths

are observed.

Electronic Navigational Chart (NOAA ENC®)

(84) The NOAA Electronic Navigational Charts (ENCs)

are vector-based digital files that give information

about individual charted features. NOAA ENC®

s are

composed of information layers that can be viewed separately such as aids to navigation, soundings and

shoreline. They are intended for use in electronic

charting systems (ECS) as well as Electronic Chart Display and Information Systems (ECDIS). NOAA ENC®

s

are available free of charge on the NOAA internet

website, http://nauticalcharts.noaa.gov/mcd/enc/index

.htm, as well as additional NOAA ENC®

information.

NOTICES TO MARINERS

(85) Notices to Mariners are published by Federal agencies to advise operators of vessels of marine information affecting the safety of navigation. The notices

include changes in aids to navigation, depths in channels, bridge and overhead cable clearances, reported

dangers, and other useful marine information. They

should be used routinely for updating the latest editions of nautical charts and related publications.

(86) Local Notice to Mariners is issued by each Coast

Guard District Commander for the waters under his jurisdiction. (See Appendix A for Coast Guard district(s)

covered by this volume.) These notices are usually published weekly and may be obtained without cost by

making application to the appropriate District Commander, or by contacting the Coast Guard internet

website address, http://www.navcen.uscg.gov/lnm.

(87) Notice to Mariners, published weekly by the National Geospatial-Intelligence Agency, is prepared

jointly with NOAA and the Coast Guard. These notices

contain selected items from the Local Notices to Mariners and other reported marine information required

by oceangoing vessels operating in both foreign and

domestic waters. Special items covering a variety of

subjects and generally not discussed in the Coast Pilot

or shown on nautical charts are published annually in

Notice to Mariners No. 1. These items are important to

the mariner and should be read for future reference.

These notices may be obtained by operators or oceangoing vessels, without cost by making application to

National Geospatial-Intelligence Agency (see National

Geospatial-Intelligence Agency Procurement Information in Appendix A).

(88) All active Notice to Mariners affecting Tide and/or

Tidal Current Predictions at the date of printing are

published in the Tide Table and the Tidal Current Tables annually.

(89) Notices and reports of improved channel depths

are also published by district offices of the U.S. Army

Corps of Engineers (see Appendix A for districts covered by this volume). Although information from these

notices/reports affecting NOAA charts and related publications is usually published in the Notices to Mariners, the local district engineer office should be

consulted where depth information is critical.

(90) Marine Broadcast Notices to Mariners are made by

the Coast Guard through Coast Guard, Navy, and some

commercial radio stations to report deficiencies and

important changes in aids to navigation. (See Radio

Navigation Warnings and Weather, this chapter.)

(91) Vessels operating within the limits of the Coast

Guard districts can obtain information affecting NOAA

charts and related publications from the Local Notices

to Mariners. Small craft using the Intracoastal Waterway and other waterways and small harbors within the

United 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.

AIDS TO NAVIGATION

Reporting of defects in aids to navigation

(92) 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.

(93) Radio messages should be prefixed “Coast Guard”

and transmitted directly to any U.S. Government shore

radio station for relay to the Coast Guard District Commander. Merchant ships may send messages relating to

defects noted in aids to navigation through commercial

facilities only when they are unable to contact a U.S.

Government shore radio station. Charges for these

messages will be accepted “collect” by the Coast Guard.

(94) 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. In the Great Lakes, applications

should be submitted through the Cleveland District Office. The licensed officer in command of a vessel which

General Information ■ Chapter 1 ■ 9
collides with any aid must report the fact promptly to

the nearest U.S. Coast Guard Sector.

Lights

(95) The range of visibility of lights as given in the 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 Coast Guard

lighted aids except range and directional lights.

(96) 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.

Both the Nominal and Luminous ranges do not take

into account elevation, observer’s height of eye, or the

curvature of the earth.

(97) 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.” (See Light List or Appendix B.)

(98) 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 are

white lights. Navigational lights should be used with

caution because of the following conditions that may

exist;

(99) 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.

(100) 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.

(101) Brilliant shore lights used for advertising and other

purposes, particularly those in densely populated areas,

make it difficult to identify a navigational light.

(102) At short distances flashing lights may show a faint

continuous light between flashes.

(103) 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 will not be

mistaken for nearby lights showing similar characteristics at low intensity such as those on lighted buoys.

(104) 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 group. The characteristic as charted and shown in

the Light List may not be recognized until nearer the

light.

(105) Motion of a vessel in a heavy sea may cause a light

to alternately appear and disappear, and thus give a

false characteristic.

(106) 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.

(107) 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 close to.

(108) 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.

(109) 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.

(110) 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.

(111) 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.

10 ■ Chapter 1 ■ Volume 4
Articulated lights

(112) 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.

(113) Articulated lights are primarily designed to mark

narrow channels with greater precision than conventional buoys.

Daybeacons

(114) 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.

(115) Daybeacons are found on-shore and in shallow water. They are frequently used to mark channel edges.

Articulated daybeacons

(116) Articulated daybeacons are similar to articulated

lights, described above, except they are unlighted.

Buoys

(117) 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.

(118) 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.

(119) 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.

(120) 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.

Large navigational buoys (LNB)

(121) Courses should invariably be set to pass these aids

with sufficient clearance to avoid the possibility of collision from any cause. Errors of observation, current

and wind effects, other vessels in the vicinity, and defects in steering gear may be, and have been the cause

of actual collisions, or imminent danger thereof, needlessly jeopardizing the safety of these facilities and

their crews, and of all navigation dependent on these

important aids to navigation.

(122) Experience shows that offshore light stations cannot be safely used as leading marks to be passed close

aboard, but should always be left broad off the course,

whenever sea room permits. When approaching fixed

offshore light structures and large navigational buoys

(LNB) on radio bearings, the risk of collision will be

avoided by ensuring that radio bearing does not remain

constant.

(123) It should be borne in mind that most large buoys

are anchored to a very long scope of chain and, as a result, the radius of their swinging circle is considerable.

The charted position is the location of the anchor. Furthermore under certain conditions of wind and current, they are subject to sudden and unexpected sheers

which are certain to hazard a vessel attempting to pass

close aboard.

Bridge lights and clearance gages

(124) The Coast Guard regulates marine obstruction

lights and clearance gages on bridges across navigable

waters. Where installed, clearance gages are generally

vertical numerical scales, reading from top to bottom,

and show the actual vertical clearance between the existing water level and the lowest point of the bridge

over the channel; the gages are normally on the

General Information ■ Chapter 1 ■ 11
right-hand pier or abutment of the bridge, on both the

upstream and downstream sides.

(125) Bridge lights are fixed red or green, and are privately maintained; they are generally not charted or described in the text of the Coast Pilot. All bridge piers

(and their protective fenders) and abutments which are

in or adjacent to a navigation channel are marked on all

channel sides by red lights. On each channel span of a

fixed bridge, there is a range of two green lights marking the center of the channel and a red light marking

both edges of the channel, except that when the margins of the channel are confined by bridge piers, the red

lights on the span are omitted, since the pier lights

then mark the channel edges; for multiplespan fixed

bridges, the main-channel span may also be marked by

three white lights in a vertical line above the green

range lights.

(126) On all types of drawbridges, one or more red lights

are shown from the drawspan (higher than the pier

lights) when the span is closed; when the span is open,

the higher red lights are obscured and one or two green

lights are shown from the drawspan, higher than the

pier lights. The number and location of the red and

green lights depend upon the type of drawbridge.

(127) Bridges and their lighting, construction and maintenance are set forth in 33 CFR 114, 115, 116, and

118, (not carried in this Coast Pilot). Aircraft obstruction lights prescribed by the Federal Aviation Administration may operate at certain bridges.

Fog signals

(128) Caution should be exercised in the use of sound fog

signals for navigation purposes. They should be considered solely as warning devices.

(129) Sound travels through the air in a variable manner,

even without the effects of wind; and, therefore, the

hearing of fog signals cannot be implicitly relied upon.

(130) Experience indicates that distances must not be

judged only by the intensity of the sound; that occasionally there may be areas close to a fog signal in

which it is not heard; and that fog may exist not far

from a station, yet not be seen from it, so the signal may

not be operating. It is not always possible to start a fog

signal immediately when fog is observed.

Caution, channel markers

(131) Lights, daybeacons, and buoys along dredged channels do not always mark the bottom edges. Due to local

conditions, aids may be located inside or outside the

channel limits shown by dashed lines on a chart. The

Light List tabulates the offset distances for these aids in

many instances.

(132) Aids may be moved, discontinued, or replaced by

other types to facilitate dredging operations. Mariners

should exercise caution when navigating areas where

dredges with auxiliary equipment are working.

(133) Temporary changes in aids are not included on the

charts.

Uniform State Waterway Marking System

(134) Many bodies of water used by boatmen are located

entirely within the boundaries of a State. The Uniform

State Waterway Marking System (USWMS) has been

developed to indicate to the small-boat operator hazards, obstructions, restricted or controlled areas, and

to provide directions. Although intended primarily for

waters within the state boundaries, USWMS is suited

for use in all water areas, since it supplements and is

generally compatible with the Coast Guard lateral system of aids to navigation. The Coast Guard is gradually

using more aids bearing the USWMS geometric shapes

described below.

(135) Two categories of waterway markers are used. Regulatory markers, buoys, and signs use distinctive standard shape marks to show regulatory information. The

signs are white with black letters and have a wide orange border. They signify speed zones, Fish havens,

danger areas, and directions to various places. Aids to

navigation on State waters use red and black buoys to

mark channel limits. Red and black buoys are generally

used in pairs. The boat should pass between the red

buoy and its companion black buoy. If the buoys are not

placed in pairs, the distinctive color of the buoy indicates the direction of dangerous water from the buoy.

White buoys with red tops should be passed to the

south or west, indicating that danger lies to the north

or east of the buoy. White buoys with black tops should

be passed to the north or east. Danger lies to the south

or west. Vertical red and white striped buoys indicate a

boat should not pass between the buoy and the nearest

shore. Danger lies inshore of the buoy.

Light List

(136) Light Lists, published by the Coast Guard, describe

aids to navigation, consisting of lights, fog signals,

buoys, lightships, daybeacons, and electronic aids, in

United States (including Puerto Rico and U.S. Virgin Islands) and contiguous Canadian waters. Light Lists are

for sale by the Government Printing Office (see Appendix A for address) and by sales agents in the principal

seaports. Light Lists are also available to view on the

USCG Navigation Center internet site at http://www.

navcen.uscg.gov/pubs/lightlists/lightlists.htm. Mariners should refer to these publications for detailed information regarding the characteristics and visibility

of lights, and the descriptions of light structures, lightships, buoys, fog signals, and electronic aids.

12 ■ Chapter 1 ■ Volume 4
ELECTRONIC POSITIONING SYSTEMS

Global Positioning System (GPS)

(137) 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 which are operated and

maintained by the Department of Defense. The satellites operate in circular 20,200 km (10,900 nm) orbits

at an inclination angle, relative to the equator, of 55°

and with a 12-hour period. The satellites are spaced in

orbit so that at any time, a minimum of six satellites are

observable from any position on earth, providing instantaneous position and time information. The system provides two levels of service for position

determination, Standard Positioning Service (SPS)

and the encoded Precise Positioning Service (PPS);

SPS is for general public use and PPS is primarily intended for use by the Department of Defense. Please report GPS problems or anomalies at http://www.navcen.

uscg.gov/gps/ or contact the USCG Navigation

Information Service at 703-313-5900.

(138) Differential GPS (DGPS):

(139) The U.S. Coast Guard Navigation Center (NAVCEN)

operates the Coast Guard Maritime Differential GPS

(DGPS) Service, consisting of two control centers and

over 60 remote broadcast sites. The Service broadcasts

correction signals on marine radiobeacon frequencies

to improve the accuracy of and integrity to GPS-derived positions. The Coast Guard DGPS Service provides 10-meter accuracy in all established coverage

areas. Typically, the positional error of a DGPS position

is 1 to 3 meters, greatly enhancing harbor entrance and

approach navigation. The System provides service for

coastal coverage of the continental U.S., the Great

Lakes, Puerto Rico, portions of Alaska and Hawaii, and

a greater part of the Mississippi River Basin.

LORAN-C

(140) LORAN, an acronym for LOng RAnge Navigation, is

an electronic aid to navigation consisting of

shore-based radio transmitters. The LORAN system enables users equipped with a LORAN receiver to determine their position quickly and accurately, day or

night, in practically any weather.

(141) LORAN-C was originally developed to provide radio

navigation service for U.S. coastal waters and was later

expanded to include complete coverage of the continental U.S. as well as most of Alaska. Twenty-four U.S.

LORAN-C stations work in partnership with Canadian

and Russian stations to provide coverage in Canadian

waters and in the Bering Sea. LORAN-C provides better

than 0.25 nautical mile absolute accuracy for suitably

equipped users within the published areas.

(142) Users can return to previously determined positions with an accuracy of 50 meters or better using

LORAN-C in the time difference repeatable mode. Advances in technology have allowed greater automation

of LORAN-C operations. New technology has allowed

the Coast Guard to establish centralized control of the

continental U.S. LORAN-C system at two locations. The

application of new receiver technology has improved

the usability of the system.

(143) LORAN-C provides coverage for maritime navigation in U.S. coastal areas. It provides navigation, location, and timing services for both civil and military air,

land and marine users. LORAN-C is approved as an en

route supplemental air navigation system for both Instrument Flight Rule (IFR) and Visual Flight Rule

(VFR) operations. The LORAN-C system serves the 48

continental states, their coastal areas, and parts of

Alaska.

(144) In coastal waters, LORAN-C should not be relied

upon as the only aid to navigation. A prudent navigator

will use radar, fathometer and any other aid to navigation, in addition to the LORAN-C receiver.

(145) LORAN-C Charts and Publications

(146) Navigational charts overprinted with LORAN-C

lines of position are available from FAA, National Aeronautical Charting Office. (See Appendix A for address).

(147) A general source of LORAN-C information is the

LORAN-C User Handbook written by the U.S. Coast

Guard. This publication can be viewed and downloaded

at http://www.navcen.uscg.gov/loran/handbook/hbook.htm or purchased from the Government Printing

Office, Washington, DC (see Appendix A for address).

DISTRESS: COMMUNICATION PROCEDURES

Coast Guard search and rescue operations

(148) 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

General Information ■ Chapter 1 ■ 13
personnel, of the international distress signals and procedures, and of good seamanship.

(149) Note: Distress and other calls to Coast Guard communication stations may be made on any of the following HF single sideband radiotelephone channels:

424(4134 kHz), 601(6200 kHz), 816(8240 kHz), or

1205(12242 kHz).

International distress signals

(150) (1) A signal made by radiotelegraphy or by any

other signaling method consisting of the group “SOS”

in Morse Code.

(151) (2) A signal sent by radiotelephony consisting of

the spoken word “MAYDAY.”

(152) (3) The International Flag Code Signal of NC.

(153) (4) A signal consisting of a square flag having above

or below it a ball or anything resembling a ball.

(154) (5) Flames on the craft (as from a burning oil barrel, etc.)

(155) (6) A rocket parachute flare or hand flare showing a

red light.

(156) (7) Rockets or shells, throwing red stars fired one

at a time at short intervals.

(157) (8) Orange smoke, as emitted from a distress flare.

(158) (9) Slowly and repeatedly raising and lowering

arms outstretched to each side.

(159) (10) A gun or other explosive signal fired at intervals of about 1 minute.

(160) (11) A continuous sounding of any fog-signal apparatus.

(161) (12) The radiotelegraph alarm signal.

(162) (13) The radiotelephone alarm signal.

(163) (14) Signals transmitted by emergency position-indicating radiobeacons.

(164) (15) A piece of orange-colored canvas with either a

black square and circle or other appropriate symbol

(for identification from the air).

(165) (16) A dye marker.

Radio distress procedures

(166) Distress calls are made on 2182 kHz or VHF-FM

channel 16 (MAYDAY). For less serious situations than

warrant the distress procedure, the urgency signal

PAN-PAN (PAHN-PAHN, spoken three times), or the

safety signal SECURITY (SAY-CURITAY, spoken three

times), for radiotelephony, are used as appropriate.

Since radiotelegraph transmissions are normally made

by professional operators, and urgency and safety situations are less critical, only the distress procedures for

voice radiotelephone are described. For complete information on emergency radio procedures, see 47 CFR

80 or NGA Pub. 117. (See Appendix A for a list of

Coast Guard Stations which guard 2182 kHz and

156.80 MHz.) Complete information on distress

guards can be obtained from Coast Guard District

Commanders.

(167) 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 shall continue to listen on the frequency used for the emission

of the distress call. This call shall not be addressed to a

particular station, and acknowledgment of receipt shall

not be given before the distress message which follows

it is sent.

Radiotelephone distress communications

(168) (1) The radiotelephone alarm signal (if available):

The signal consists of two audio tones, of different

pitch, transmitted alternately; its purpose is to attract

the attention of persons on radio watch or to actuate

automatic alarm devices. It may only be used to announce that a distress call or message is about to follow.

(169) (2) The distress call, consisting of:–

(170) the distress signal MAYDAY (spoken three times);

(171) the words THIS IS (spoken once);

(172) the call sign or name of the vessel in distress (spoken three times).

(173) (3) The distress message follows immediately and

consists of:

(174) the distress signal MAYDAY;

(175) the call sign and name of the vessel in distress;

(176) particulars of its position (latitude and longitude,

or true bearing and distance from a known geographical position);

(177) the nature of the distress;

(178) the kind of assistance desired;

(179) the number of persons aboard and the condition of

any injured;

(180) present seaworthiness of vessel;

(181) description of the vessel (length; type; cabin;

masts; power; color of hull, superstructure, trim; etc.);

(182) any other information which might facilitate the

rescue, such as display of a surface-to-air identification

signal or a radar reflector;

(183) your listening frequency and schedule;

(184) THIS IS (call sign and name of vessel in distress)

OVER.

(185) (4) Acknowledgment of receipt of a distress message: If a distress message is received from a vessel

which is definitely in your vicinity, immediately acknowledge receipt. If it is not in your vicinity, allow a

short interval of time to elapse before acknowledging,

in order to allow vessels nearer to the vessel in distress

to acknowledge receipt without interference. However,

14 ■ Chapter 1 ■ Volume 4
in areas where reliable communications with one or

more shore stations are practicable, all vessels may defer

this acknowledgment for a short interval so that a

shore station may acknowledge receipt first. The acknowledgment of receipt of a distress is given as follows:

(186) the call sign or name of the vessel sending the distress (spoken three times);

(187) the words THIS IS;

(188) the call sign or name of acknowledging vessel (spoken three times);

(189) The words RECEIVED MAYDAY.

(190) After the above acknowledgment, allow a momentary interval of listening to insure that you will not interfere with another vessel better situated to render

immediate assistance; if not, with the authority of the

person in charge of the vessel, transmit:

(191) the word MAYDAY;

(192) the call sign and name of distressed vessel;

(193) the words THIS IS;

(194) the call sign and name of your vessel;

(195) your position (latitude and longitude, or true bearing and distance from a known geographical position);

(196) the speed you are proceeding towards, and the approximate time it will take to reach, the distressed vessel. OVER.

(197) (5) Further distress messages and other communications: Distress communications consist of all messages relating to the immediate assistance required by

the distressed vessel. Each distress communication

shall be preceded by the signal MAYDAY. The vessel in

distress or the station in control of distress communications may impose silence on any station which interferes. The procedure is:—the words SEELONCE

MAYDAY (Seelonce is French for silence). Silence also

may be imposed by nearby mobile stations other than

the vessel in distress or the station in control of distress

communications. The mobile station which believes

that silence is essential may request silence by the following procedure:—the word SEELONCE, followed by

the word DISTRESS, and its own call sign.

(198) (6) Transmission of the distress procedure by a

vessel or shore station not itself in distress: A vessel or

a shore station which learns that a vessel is in distress

shall transmit a distress message in any of the following cases:

(199) (a) When the vessel in distress is not itself able to

transmit the distress message.

(200) (b) When a vessel or a shore station considers that

further help is necessary.

(201) (c) When, although not in a position to render assistance, it has heard a distress message that has not

been acknowledged.

(202) In these cases, the transmission shall consist of:

(203) the radiotelephone alarm signal (if available);

(204) the words MAYDAY RELAY (spoken three times);

(205) the words THIS IS;

(206) the call sign and name of vessel (or shore station),

spoken three times.

(207) When a vessel transmits a distress under these conditions, it shall take all necessary steps to contact the

Coast Guard or a shore station which can notify the

Coast Guard.

(208) (7) Termination of distress: When distress traffic

has ceased, or when silence is no longer necessary on

the frequency used for the distress traffic, the station in

control shall transmit on that frequency a message to

all stations as follows:

(209) the distress signal MAYDAY;

(210) the call TO ALL STATIONS, spoken three times;

(211) the words THIS IS;

(212) the call sign and name of the station sending the

message;

(213) the time;

(214) the name and call sign of the vessel in distress;

(215) the words SEELONCE FEENEE (French for silence

finished).

Optimize Radar Profile

(216) Operators of disabled wooden craft and persons

adrift in rubber rafts or boats that are, or may consider

themselves to be, the object of a search, should hoist on

a halyard or otherwise place aloft as high as possible

any metallic object that would assist their detection by

radar. Coast Guard cutters and aircraft are radar

equipped and thus are able to continue searching in

darkness and during other periods of low visibility. It is

advisable for coastal fishing boats, yachts, and other

small craft to have efficient radar reflectors permanently installed aboard the vessel.

File cruising schedules

(217) Small-craft operators should prepare a cruising

plan before starting on extended trips and leave it

ashore with a yacht club, marina, friend, or relative. It

is advisable to use a checking-in procedure by telephone for each point specified in the cruising plan.

Such a trip schedule is vital for determining if a boat is

overdue and will assist materially in locating a missing

craft in the event search and rescue operations become

necessary.

General Information ■ Chapter 1 ■ 15
DISTRESS: ASSISTANCE PROCEDURES

Surface ship procedures for assisting distressed

surface vessels

(218) (1) The following immediate action should be

taken by each ship on receipt of a distress message:

(219) (a) Acknowledge receipt and, if appropriate, retransmit the distress message;

(220) (b) Immediately try to take D/F bearings during the

transmission of the distress message and maintain a

D/F watch on 2182 kHz;

(221) (c) Communicate the following information to the

ship in distress:

(222) (i) identity;

(223) (ii) position;

(224) (iii) speed and estimated time of arrival (ETA);

(225) (iv) when available, true bearing of the ship in distress.

(226) (d) Maintain a continuous listening watch on the

frequency used for the distress. This will normally be:

(227) (i) 2182 kHz (radiotelephone).

(228) (e) Additionally, maintain watch on VHF-FM channel 16 as necessary;

(229) (f) Operate radar continuously;

(230) (g) If in the vicinity of the distress, post extra lookouts.

(231) (2) The following action should be taken when proceeding to the area of distress:

(232) (a) Plot the position, course, speed, and ETA of

other assisting ships.

(233) (b) Know the communication equipment with

which other ships are fitted. This information may be

obtained from the International Telecommunication

Union’s List of Ship Stations.

(234) (c) Attempt to construct an accurate “picture” of

the circumstances attending the casualty. The important information needed is included under Distress

Signals and Communication Procedures, this chapter.

Should the ship in distress fail to transmit this information, a ship proceeding to assist should request what

information is needed.

(235) (3) The following on-board preparation while proceeding to the distress area should be considered:

(236) (a) A rope (guest warp) running from bow to quarter at the waterline on each side and secured by lizards

to the ship’s side to assist boats and rafts to secure

alongside;

(237) (b) A derrick rigged ready for hoisting on each side

of the ship with a platform cargo sling, or rope net, secured to the runner to assist the speedy recovery of exhausted or injured survivors in the water;

(238) (c) Heaving lines, ladders, and scramble net placed

ready for use along both sides of the ship on the lowest

open deck and possibly crew members suitably

equipped to enter the water and assist survivors;

(239) (d) A ship’s liferaft made ready for possible use as a

boarding station;

(240) (e) Preparations to receive survivors who require

medical assistance including the provision of stretchers;

(241) (f) When own lifeboat is to be launched, any means

to provide communications between it and the parent

ship will prove to be of very great help;

(242) (g) A line throwing appliance with a light line and a

heavy rope, ready to be used for making connection either with the ship in distress or with survival craft.

Aircraft procedures for directing surface craft to

scene of distress incident

(243) The following procedures performed in sequence

by an aircraft mean that the aircraft is directing a surface craft toward the scene of a distress incident,

(244) (a) Circling the surface craft at least once.

(245) (b) Crossing the projected course of the surface

craft close ahead at low altitude, rocking the wings,

opening and closing the throttle, or changing the propeller pitch.

(246) (c) Heading in the direction in which the surface

craft is to be directed. The surface craft should acknowledge the signal by changing course and following

the aircraft. If, for any reason, it is impossible to follow,

the surface craft should hoist the international code

flag NOVEMBER, or use any other signaling means

available to indicate this.

(247) The following procedures performed by an aircraft

mean that the assistance of the surface craft is no longer required:

(248) (a) Crossing the wake of the surface craft close

astern at a low altitude, rocking the wings, opening and

closing the throttle or changing the propeller pitch.

(249) Since modern jet-engined aircraft cannot make the

characteristic sound associated with opening and closing the throttle, or changing propeller pitch, ships

should be alert to respond to the signals without the

sounds, when jets or turboprop aircraft are involved.

Surface ship procedures for assisting aircraft in

distress

(250) 1. When an aircraft transmits a distress message by

radio, the first transmission is generally made on the

designated air/ground enroute frequency in use at the

time between the aircraft and aeronautical station. The

aircraft may change to another frequency, possibly another enroute frequency or the aeronautical emergency frequencies of 121.50 MHz or 243 MHz. In an

emergency, it may use any other available frequency to

establish contact with any land, mobile, or directionfinding station.

16 ■ Chapter 1 ■ Volume 4
(251) 2. There is liaison between Coast Radio Stations

aeronautical units, and land–based search and rescue

organizations. Merchant ships will ordinarily be informed of aircraft casualties at sea by broadcast messages from Coast Radio Stations, made on the

international distress frequency of 2182 kHz. Ships

may, however, become aware of the casualty by receiving:

(252) (a) An SOS message from an aircraft in distress

which is able to transmit on radiotelephone on 2182

kHz.

(253) (b) A message from a SAR aircraft.

(254) 3. For the purpose of emergency communications

with aircraft, special attention is called to the possibility of conducting direct communications on 2182 kHz,

if both ship and aircraft are so equipped.

(255) 4. An aircraft in distress will use any means at its

disposal to attract attention, make known its position,

and obtain help, including some of the signals prescribed by the applicable Navigation Rules.

(256) 5. Aircraft usually sink quickly (e.g. within a few

minutes). Every endeavor will be made to give ships an

accurate position of an aircraft which desires to ditch.

When given such a position, a ship should at once consult any other ships in the vicinity on the best procedure to be adopted. The ship going to the rescue should

answer the station sending the broadcast and give her

identity, position, and intended action.

(257) 6. If a ship should receive a distress message direct

from an aircraft, she should act as indicated in the immediately preceding paragraph and also relay the message to the nearest Coast Radio Station. Moreover, a

ship which has received a distress message direct from

an aircraft and is going to the rescue should take a

bearing on the transmission and inform the Coast Radio Station and other ships in the vicinity of the call

sign of the distressed aircraft and the time at which the

distress message was received, followed by the bearing

and time at which the signal ceased.

(258) 7. When an aircraft decides to ditch in the vicinity

of a ship, the ship should:

(259) (a) Transmit homing bearings to the aircraft, or (if

so required) transmit signals enabling the aircraft to

take its own bearings.

(260) (b) By day, make black smoke.

(261) (c) By night, direct a searchlight vertically and turn

on all deck lights. Care must be taken not to direct a

searchlight toward the aircraft, which might dazzle the

pilot.

(262) 8. Ditching an aircraft is difficult and dangerous. A

ship which knows that an aircraft intends to ditch

should be prepared to give the pilot the following information:

(263) (a) Wind direction and force.

(264) (b) Direction, height, and length of primary and

secondary swell systems.

(265) (c) Other pertinent weather information.

(266) The pilot of an aircraft will choose his own ditching

heading. If this is known by the ship, she should set

course parallel to the ditching heading. Otherwise the

ship should set course parallel to the main swell system

and into the wind component, if any.

(267) 9. A land plane may break up immediately on striking the water, and liferafts may be damaged. The ship

should, therefore, have a lifeboat ready for launching,

and if possible, boarding nets should be lowered from

the ship and heaving lines made ready in the ship and

the lifeboat. Survivors of the aircraft may have bright

colored lifejackets and location aids.

(268) 10. The method of recovering survivors must be

left to the judgment of the master of the ship carrying

out the rescue operation.

(269) 11. It should be borne in mind that military aircraft

are often fitted with ejection seat mechanisms. Normally, their aircrew will use their ejection seats, rather

than ditch. Should such an aircraft ditch, rather than

the aircrew bail out, and it becomes necessary to remove them from their ejection seats while still in the

aircraft, care should be taken to avoid triggering off the

seat mechanisms. The activating handles are invariably

indicated by red and or black/yellow coloring.

(270) 12. A survivor from an aircraft casualty who is recovered may be able to give information which will assist in the rescue of other survivors. Masters are

therefore asked to put the following questions to survivors and to communicate the answers to a Coast Radio

Station. They should also give the position of the rescuing ship and the time when the survivors were recovered.

(271) (a) What was the time and date of the casualty?

(272) (b) Did you bail out or was the aircraft ditched?

(273) (c) If you bailed out, at what altitude?

(274) (d) How many others did you see leave the aircraft

by parachute?

(275) (e) How many ditched with the aircraft?

(276) (f) How many did you see leave the aircraft after

ditching?

(277) (g) How many survivors did you see in the water?

(278) (h) What flotation gear had they?

(279) (i) What was the total number of persons aboard

the aircraft prior to the accident?

(280) (j) What caused the emergency?

Helicopter evacuation of personnel

(281) Helicopter evacuation, usually performed by the

Coast Guard, is a hazardous operation to the patient

and to the flight crew, and should only be attempted in

event of very serious illness or injury. Provide the doctor

General Information ■ Chapter 1 ■ 17
on shore with all the information you can concerning

the patient, so that an intelligent evaluation can be

made concerning the need for evacuation. Most rescue

helicopters can proceed less than 150 miles offshore (a

few new helicopters can travel 250 to 300 miles out to

sea), dependent on weather conditions and other variables. If an evacuation is necessary, the vessel must be

prepared to proceed within range of the helicopter, and

should be familiar with the preparations which are necessary prior to and after its arrival.

(282) When requesting helicopter assistance:

(283) (1) Give the accurate position, time, speed, course,

weather conditions, sea conditions, wind direction and

velocity, type of vessel, and voice and CW frequency for

your ship.

(284) (2) If not already provided, give complete medical

information including whether or not the patient is

ambulatory.

(285) (3) If you are beyond helicopter range, advise your

diversion intentions so that a rendezvous point may be

selected.

(286) (4) If there are changes to any items reported earlier, advise the rescue agency immediately. Should the

patient die before the arrival of the helicopter, be sure

to advise those assisting you.

(287) Preparations prior to the arrival of the helicopter:

(288) (1) Provide continuous radio guard on 2182 kHz or

specified voice frequency, if possible. The helicopter

normally cannot operate CW.

(289) (2) Select and clear the most suitable hoist area,

preferably aft on the vessel with a minimum of 50 feet

(15.2 meters) radius of clear deck. This must include

the securing of loose gear, awnings, and antenna wires.

Trice up running rigging and booms. If hoist is aft,

lower the flag staff.

(290) (3) If the hoist is to take place at night, light the

pickup areas as well as possible. Be sure you do not

shine any lights on the helicopter, so that the pilot is

not blinded. If there are any obstructions in the vicinity, put a light on them so the pilot will be aware of their

positions.

(291) (4) Point searchlight vertically to aid the flight

crew in locating the ship and turn them off when the

helicopter is on the scene.

(292) (5) Be sure to advise the helicopter of the location

of the pickup area on the ship before the helicopter arrives, so that the pilot may make his approach to aft,

amidships, or forward, as required.

(293) (6) There will be a high noise level under the helicopter, so voice communications on deck are almost

impossible. Arrange a set of hand signals among the

crew who will assist.

(294) Hoist operations:

(295) (1) If possible, have the patient moved to a position

as close to the hoist area as his condition will permit–time is important.

(296) (2) Normally, if a litter (stretcher) is required, it

will be necessary to move the patient to the special litter which will be lowered by the helicopter. Be prepared

to do this as quickly as possible. Be sure the patient is

strapped in, face up, and with a life jacket on (if his condition will permit).

(297) (3) Be sure that the patient is tagged to indicate

what medication, if any, was administered to him and

when it was administered.

(298) (4) Have patient’s medical record and necessary papers in an envelope or package ready for transfer with

the patient.

(299) (5) Again, if the patient’s condition permits, be sure

he is wearing a life jacket.

(300) (6) Change the vessel’s course to permit the ship to

ride as easily as possible with the wind on the bow, preferably on the port bow. Try to choose a course to keep

the stack gases clear of the hoist area. Once established,

maintain course and speed.

(301) (7) Reduce speed to ease ship’s motion, but maintain steerageway.

(302) (8) If you do not have radio contact with the helicopter, when you are in all respects ready for the hoist,

signal the helicopter in with a “come on” with your

hand, or at night by flashlight signals.

(303) (9) Allow basket or stretcher to touch deck prior to

handling to avoid static shock.

(304) (10) If a trail line is dropped by the helicopter, guide

the basket or stretcher to the deck with the line; keep

the line free at all times. This line will not cause shock.

(305) (11) Place the patient in basket, sitting with his

hands clear of the sides, or in the litter, as described

above. Signal the helicopter hoist operator when ready

for the hoist. Patient should signal by a nodding of the

head if he is able. Deck personnel give thumbs up.

(306) (12) If it is necessary to take the litter away from

the hoist point, unhook the hoist cable and keep it free

for the helicopter to haul in. Do not secure cable or

trail line to the vessel or attempt to move stretcher

without unhooking.

(307) (13) When patient is strapped into the stretcher,

signal the helicopter to lower the cable, attach cable to

stretcher sling (bridle), then signal the hoist operator

when the patient is ready to hoist. Steady the stretcher

so it will not swing or turn.

(308) (14) If a trail line is attached to the basket or

stretcher, use it to steady the patient as he is hoisted.

Keep your feet clear of the line, and keep the line from

becoming entangled.

18 ■ Chapter 1 ■ Volume 4
Medical advice and/or evacuation

(309) In the event a master of a vessel requires medical

advice and/or there is a potential of evacuation the following should be volunteered by the master:

(310) Vessel’s name and call sign.

(311) Vessel’s position and time at position.

(312) Vessel’s course, speed and next port and estimated

time of arrival (ETA).

(313) Patient’s name, nationality, age, race and sex.

(314) Patient’s respiration, pulse and temperature.

(315) Patient’s symptoms and nature of illness.

(316) Any known history of similar illness.

(317) Location and type of pain.

(318) Medical supplies carried on board vessel.

(319) Medication given to patient.

(320) Weather.

(321) Communication schedule and frequency.

Coast Guard droppable, floatable pumps

(322) The Coast Guard often provides vessels in distress

with emergency pumps by either making parachute

drops, by lowering on helicopter hoist, or by delivering

by vessel. The most commonly used type of pump comes complete in a sealed aluminum drum about half

the size of a 50-gallon oil drum. One single lever on top

opens it up. Smoking is cautioned against due to the

possible presence of gas fumes inside the can. The

pump will draw about 90 gallons per minute. There

should be a waterproof flashlight on top of the pump

for night use. Operating instructions are provided inside the pump container.

(323) Preparations for being towed by Coast Guard:

(324) (1) Clear the forecastle area as well as you can.

(325) (2) If a line-throwing gun is used, keep everyone

out of the way until line clears the boat. The Coast

Guard vessel will blow a police whistle or otherwise

warn you before firing.

(326) (3) Have material ready for chafing gear.

Medical advice

(327) Free medical advice is furnished to seamen by radio

through the cooperation of Governmental and commercial radio stations whose operators receive and relay messages prefixed RADIOMEDICAL from ships at

sea to the U.S. Coast Guard and/or directly to a hospital

and then radio the medical advice back to the ships.

(See Appendix A for list of radio stations that provide

this service.)

EMERGENCY POSITION INDICATING

RADIOBEACONS (EPIRB)

(328) Emergency Position Indicating Radiobeacons

(EPIRBs), are designed to save your life if you get into

trouble by alerting rescue authorities and indicating

your location. EPIRB types are described in the accompanying table.

EPIRB Types

Type Frequency Description

Cat I 406/121.5 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 406/121.5 MHz Similar to Category I, except is manually activated.

(Some models are also water activated).

(329) 406 MHz EPIRBs (Category I, II): The 406 MHz

EPIRB was designed to operate with satellites. The signal frequency (406 MHz) has been designated internationally to be used only for distress. Other

communications and interference are not allowed on

this frequency. Its signal allows a satellite local user

terminal to accurately locate the EPIRB and identify

the vessel (the signal is encoded with the vessel's identity) anywhere in the world (there is no range limitation). These devices are detectable not only by

COSPAS-SARSAT satellites which are polar orbiting,

but also by geostationary GOES weather satellites.

EPIRBs detected by the GEOSAR system, consisting of

GOES and other geostationary satellites, send rescue

authorities an instant alert, but without location information unless the EPIRB is equipped with an integral

GPS receiver. EPIRBs detected by COSPAS-SARSAT

(e.g. TIROS N) satellites provide rescue authorities location of distress, but location and sometimes alerting

may be delayed as much as an hour or two. These

EPIRBs also include a 121.5 MHz homing signal, allowing aircraft and rescue craft to quickly find the vessel in

distress. These are the only type of EPIRB which must

be certified by Coast Guard approved independent laboratories before they can be sold in the United States.

(330) A new type of 406 MHz EPIRB, having an integral

GPS navigation receiver, became available in 1998.

This EPIRB will send accurate location as well as identification information to rescue authorities immediately upon activation through both geostationary

(GEOSAR) and polar orbiting satellites. These types of

EPIRB are the best you can buy.

General Information ■ Chapter 1 ■ 19
(331) 406 MHz emergency locating transmitters (ELTs)

for aircraft are currently available and 406 MHz personnel locating beacons (PLBs) are also available.

(332) The Coast Guard recommends you purchase a 406

MHz EPIRB, preferably one with an integral GPS navigation receiver. A Cat I EPIRB should be purchased if it

can be installed properly.

(333) Proper registration of your 406 MHz EPIRB is intended to save your life, and is mandated by Federal

Communications Commission regulations; the Coast

Guard is enforcing this FCC registration rule.

(334) If you purchase a new or a used 406 MHz EPIRB,

you MUST register it with NOAA. If you change your

boat, your address, or your primary phone number, you

MUST re-register your EPIRB with NOAA. If you sell

your EPIRB, make sure the purchaser re-registers the

EPIRB, or you may be called by the Coast Guard if it

later becomes activated. An FCC ship station license is

no longer required to purchase or carry an EPIRB.

Download or request 406 MHz EPIRB registration

forms from http://www.sarsat.noaa.gov/beacon.html,

and mail or fax completed forms to:

(335) Beacon Registration

(336) NOAA/NESDIS

(337) NSOF, E/SP3

(338) 4231 Suitland Road

(339) Suitland, MD 20746

(340) (fax: 301-817-4565)

(341) or call toll free at 1-888-212-SAVE(1-888-212-7283)

for further information or a copy of the registration

form. From outside the U.S., call: 1-301-457-5430 or

fax: 301-568-8649 for further information. Forms may

be requested by phone or fax, or downloaded by computer (above). There is no charge for this service. IT

MAY SAVE YOUR LIFE.

The COSPAS-SARSAT system

(342) COSPAS: Space System for Search of Distress Vessels (a Russian acronym); 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

(SAR) operations, using satellites and ground facilities

to detect and locate the signals of distress beacons operating on 121.5 and 406 MHz (Megahertz). The system

provides distress alert and location data to Rescue Coordination Centers for 121.5 MHz beacons within the

coverage area of ground stations (Local User Terminals–LUTs), and for 406 MHz beacons activated anywhere in the world. The goal of the system is to support

all organizations in the world with responsibility for

SAR operations.

Testing EPIRBs

(343) The Coast Guard urges those owning EPIRBs to periodically examine them for water tightness, battery expiration date and signal presence. FCC rules allow

Class A, B, and S EPIRBs to be turned on briefly (for

three audio sweeps, or one second only) during the first

five minutes of each hour. Signal presence can be detected by an FM radio tuned to 99.5 MHz, or an AM radio tuned to any vacant frequency and located close to

an EPIRB. 406 MHz EPIRBs can be tested through its

self-test function, which is an integral part of the device.

(344) Radar beacons (Racons) are low-powered radio

transceivers that operate in the marine radar X-band

frequencies. When activated by a vessel’s radar signal,

Racons provide a distinctive visible display on the vessel’s radarscope from which the range and bearing to

the beacon may be determined. (See Light List and

NGA Pub. 117 for details.)

RADIO: NAVIGATION WARNINGS,

INFORMATION AND WEATHER

(345) Marine radio warnings and weather are disseminated by many sources and through several types of

transmissions. Morse code radiotelegraph broadcasts

of navigational warnings and other advisories are not

described, since these transmissions are normally copied only by professional radio operators. U.S. Coast

Guard NAVTEX, high-frequency (HF) narrow-band direct printing (radio telex), HF radiofacsimile, and radiotelephone broadcasts of maritime safety

information are summarized here. (For complete information on radio warnings and weather see NGA Pub.

117 and the joint National Weather Service/Navy publication Selected Worldwide Marine Weather Broadcasts.)

Coast Guard radio stations

(346) Coast Guard radio stations provide urgent, safety,

and scheduled marine information broadcasts with virtually complete coverage of the approaches and coastal

waters of the United States, Puerto Rico, and the U.S.

Virgin Islands.

(347) Urgent and safety radiotelephone broadcasts of

important Notice to Mariners items, storm warnings,

and other vital marine information are transmitted

upon receipt, and urgent broadcasts are repeated 15

minutes later; additional broadcasts are made at the

discretion of the originator. Urgent broadcasts are preceded by the urgent signal PAN-PAN (PAHN-PAHN,

spoken three times). Both the urgent signal and message are transmitted on 2182 kHz and/or VHF-FM

channel 16. Safety broadcasts are preceded by the

20 ■ Chapter 1 ■ Volume 4
General Information ■ Chapter 1 ■ 21

Areas of Coverage for the Cospas-Sarsat Low-altitude Earth

Orbit System for Search and Rescue (LEOSAR)

1 Ouargla, Algeria 15 Hong Kong, China 29 Callao, Peru

2 Parana, Argentina 16 Toulouse, France 30 Arkhangelsk, Russia

3 Rio Grande, Argentina 17 Bangalore, India 31 Nakhodka, Russia

4 Albany, Australia 18 Lucknow, India 32 Jeddah, Saudi Arabia

5 Bundaberg, Australia 19 Jakarta, Indonesia 33 Singpore

6 Brasilia, Brazil 20 Bari, Italy 34 Cape Town, South Africa

7 Recife, Brazil 21 Keelung, ITDC 35 Maspalomas, Spain

8 Churchill, Canada 22 Yokohama, Japan 36 Bangkok, Thailand

9 Edmonton, Canada 23 Daejeon, Korea 37 Combe Martin, UK

10 Goose Bay, Canada 24 Wellington, New Zealand 38 Alaska, USA

11 Easter Island, Chile 25 Abuja, Nigeria 39 California, USA

12 Punta Arenas, Chile 26 Tromose, Norway 40 Florida, USA

13 Santiago, Chile 27 Spitsbergen, Norway 41 Guam

14 Beijing, China 28 Lahore, Pakistan 42 Hawaii, USA

43 Haiphong, Vietnam
safety signal SECURITY (SAY-CURITAY, spoken three

times). The Safety signal is given on 2182 kHz and/or

VHF-FM channel 16, and the message is given on

2670 kHz and/or VHF-FM channel 22A.

(348) Scheduled radiotelephone broadcasts include routine weather, small-craft advisories, storm warnings,

navigational information, and other advisories.

Short-range broadcasts are made on 2670 kHz and/or

VHF-FM channel 22A, following a preliminary call on

2182 kHz and/or VHF-FM channel 16. (See Appendix

A for a list of stations and their broadcast frequencies

and times for the area covered by this Coast Pilot.)

(349) Weather information is not normally broadcast by

the Coast Guard on VHF-FM channel 22A in areas

where NOAA Weather Radio service is available. See

note below regarding VHF-FM channel 22A.

(350) HF single-sideband broadcasts of high seas

weather information is available on the (carrier) frequencies 4428.7, 6506.4, 8765.4, 13113.2, and 17307.3

kHz from Portsmouth, VA and San Francisco, CA.

(351) Narrow-band direct printing (radio telex or sitor)

broadcasts of NAVAREA and other navigational warnings are transmitted on the following assigned frequencies:

(352) Atlantic ice reports: 5320, 8502, and 12750 kHz.

(353) Other Atlantic warnings: 8490, 16968.8 kHz.

(354) Pacific: 8710.5, 8714.5, 8718, 13077, 13084.5,

17203, 22567, and 22574.5 kHz.

(355) HF radiofacsimile broadcasts of weather and ice

charts are made on the following frequencies:

(356) Atlantic: 3242, 7530, 8502 (ice only), 12750 (ice

only) kHz.

(357) Pacific: 4298 (Kodiak), 4336, 8459 (Kodiak), 8682,

12730, 17151.2 kHz.

National Standard Abbreviations for Broadcasts

(358) A listing of Standard Abbreviations for Textual Maritime Safety Broadcasts is contained in Appendix B.

These abbreviations were jointly approved by the U.S.

Coast Guard, National Weather Service, National

Geospatial-Intelligence Agency, and the Radio Technical Commission for Maritime Services. In addition to

appearing in radio broadcasts of the U.S. Coast Guard

and National Weather Service, they appear in Notices

to Mariners of the U.S. Coast Guard and National

Geospatial-Intelligence Agency, and in NAVTEX.

Coast Guard VHF-FM Channel 22A Broadcast

Warnings

(359) The Coast Guard broadcasts urgent and routine

maritime safety information to ships on channel 22A

(157.10 MHz), the ship station transmit frequency portion of channel 22, of Appendix 18 of the International

Telecommunications Union (ITU) Radio Regulations.

This simplex use of channel 22A is not compatible with

the international duplex arrangement of the channel

(coast transmit 161.70 MHz, ship transmit 157.10

MHz). As a result, many foreign flag vessels having radios tuned to the international channel 22 can not receive these maritime safety broadcasts. A 1987 Coast

Guard survey of foreign vessels in U.S. waters indicated

that half of foreign vessels in U.S. waters did not have

equipment on board capable of receiving channel 22A

broadcasts.

(360) Operators of vessels which transit U.S. waters and

who do not have VHF-FM radios tunable to USA channel 22A are urged to either obtain the necessary equipment, to monitor the radiotelephone frequency 2182

kHz and tune to 2670 kHz when a broadcast is announced, or to carry a NAVTEX receiver.

NAVTEX Marine Information Broadcasts

(361) NAVTEX is a maritime radio warning system consisting of a series of coast stations transmitting radio

teletype (CCIR Recommendation 476 standard narrow

band direct printing, sometimes called Sitor or

ARQ/FEC) safety messages on the international standard medium frequency 518 kHz. Coast stations transmit during preset time slots so as to minimize

interference with one another. Routine messages are

normally broadcast four to six times daily. Urgent messages are broadcast upon receipt, provided that an adjacent station is not transmitting. Since the broadcast

uses the medium frequency band, a typical station service radius ranges from 100-500 NM day and night. Interference from or receipt of stations farther away

occasionally occurs at night.

(362) Each NAVTEX message broadcast contains a

four-character header describing identification of station (first character), message content (second character), and message serial number (third and fourth

characters). This header allows the microprocessor in

the shipborne receiver to screen messages, selecting

only those stations relevant to the user, messages of

subject categories needed by the user, and messages

not previously received by the user. Selected messages

are printed on a roll of paper as received, to be read by

the mariner at his convenience. Unwanted messages

are suppressed. Suppression of unwanted messages is

more and more important to the mariner as the number of messages, including rebroadcasts, increases

yearly. With NAVTEX, a mariner will no longer find it

necessary to listen to, or sift through, a large number of

irrelevant data to obtain the information necessary for

safe navigation.

(363) Vessels regulated by the Safety of Life at Sea

(SOLAS) Convention, as amended in 1988 (cargo vessels

over 300 tons and passenger vessels, on international

22 ■ Chapter 1 ■ Volume 4
voyages), and operating in areas where NAVTEX service

is available, have been required to carry NAVTEX receivers since 1 August 1993. The USCG discontinued

broadcasts of safety information over MF Morse frequencies on that date.

(364) The USCG voice broadcasts (Ch. 22A), often of

more inshore and harbor information, will remain unaffected by NAVTEX. With NAVTEX, mariners who do

not have the knowledge of Morse code necessary to receive safety messages, or who have difficulty receiving

them on a timely basis, should find a significant advantage in owning a NAVTEX receiver. Mariners not able to

man a radio on a 24-hour basis in order to hear critical

warning messages (e.g. commercial fishermen) should

also find a significant advantage in owning a NAVTEX

receiver.

(365) See Appendix A, U.S. NAVTEX Transmitting Stations, for a list of NAVTEX broadcast stations (Atlantic

and Pacific Oceans) and message content.

(366) NOAA Weather Radio provides continuous broadcasts of the latest weather information directly from

NWS offices. In addition to general weather information, marine weather is provided by stations along the

sea coasts and the Great Lakes. During severe weather,

NWS forecasters can interrupt the regular broadcasts

and substitute special warning messages. The forecasters can also activate specially designed warning receivers.

These receivers either sound an alarm alerting the listener to the forthcoming broadcast or, when operated

in a muted mode, automatically turn on so that the

warning message is heard.

(367) NOAA Weather Radio taped messages are repeated

every 4 to 6 minutes and are routinely revised every 1 to

3 hours, or more frequently if necessary. The stations

operate 24 hours daily. The broadcasts are made on

seven VHF-FM frequencies, 162.40, to 162.55 MHz.

The 162.475 MHz frequency is only used in special

cases where needed to avoid channel interference. A

number of manufacturers offer special weather radios

General Information ■ Chapter 1 ■ 23
to operate on these frequencies, with or without emergency warning alarm, and many AM/FM radios on the

market now offer the “weather band” as an added feature. The broadcasts can usually be heard as far as 40

miles from the antenna site, sometimes more. The effective range depends on many factors, including the

height of the broadcast antenna, terrain, quality of the

receiver, and the type of receiving antenna. As a general

rule, listeners close to or perhaps beyond the 40 mile

range should have a good quality receiver system to get

reliable reception. (See Appendix A for a list of these

stations in the area covered by this Coast Pilot.)

Marine Weather Services Charts (MSC)

(368) Marine Weather Services Charts (MSC), published

by the National Weather Service, list frequencies and

schedules of broadcasts of stations giving weather forecasts and warnings. The charts are available from FAA,

National Aeronautical Charting Office. (See Appendix A

for address.)

Commercial radiotelephone coast stations

(369) Broadcasts of coastal weather and warnings are

made by some commercial radiotelephone coast stations (marine operators) on the normal transmitting

frequencies of the stations. Vessels with suitable receivers and desiring this service may determine the frequencies and schedules of these broadcasts from their

local stations, from Selected Worldwide Marine

Weather Broadcasts, or from the series of Marine

Weather Services Charts published by NWS.

Local broadcast-band radio stations

(370) Many local radio stations in the standard AM and

FM broadcast band give local marine weather forecasts

from NWS on a regular schedule. These stations are

listed on the series of Marine Weather Services Charts

published by NWS.

Reports from ships

(371) The master of every U.S. ship equipped with radio

transmitting apparatus, on meeting with a tropical cyclone, dangerous ice, subfreezing air temperatures

with gale force winds causing severe ice accretion on

superstructures, derelict, or any other direct danger to

navigation, is required to cause to be transmitted a report of these dangers to ships in the vicinity and to the

appropriate Government agencies.

(372) During the West Indies hurricane season, June 1 to

November 30, ships in the Gulf of Mexico, Caribbean

Sea area, southern North Atlantic Ocean, and the Pacific waters west of Central America and Mexico are

urged to cooperate with NWS in furnishing these

special reports in order that warnings to shipping and

coastal areas may be issued.

Time Signals

(373) The National Institute of Standards and Technology (NIST) broadcasts time signals continuously, day

and night, from its radio stations WWV, near Fort Collins, Colorado, (40°49'49"N., 105°02'27"W.) on frequencies of 2.5, 5, 10, 15, and 20 MHz, and WWVH,

Kekaha, Kauai, Hawaii (21°59'26"N., 159°46'00"W.) on

frequencies 2.5, 5, 10, and 15 MHz. Services include

time announcements, standard time intervals, standard audio frequencies, geophysical alerts, BCD (binary

coded decimal) time code, UT1 time corrections, and

high seas storm information.

(374) Time announcements are made every minute,

commencing at 15 seconds before the minute by a female voice and at 71⁄2 seconds before the minute by a

male voice, from WWVH and WWV, respectively. The

time given is in Coordinated Universal Time (UTC) and

referred to the time at Greenwich, England, i.e., Greenwich Mean Time.

(375) NIST Time and Frequency Dissemination Services, Special Publication 432, gives a detailed description of the time and frequency dissemination services of

the National Institute of Standards and Technology.

Single copies may be obtained upon request from the

National Institute of Standards and Technology, Time

and Frequency Division, Boulder, CO 80303. Quantities

may be obtained from the Government Printing Office

(see Appendix A for address).

CAUTIONARY INFORMATION

Destructive Waves

(376) Unusual sudden changes in water level can be

caused by tsunamis or violent storms. These two types

of destructive waves have become commonly known as

tidal waves, a name which is technically incorrect as

they are not the result of tide-producing forces.

(377) Tsunamis (seismic sea waves) are caused by seabottom earthquakes. Many such seismic disturbances

do not produce sea waves and others produce small sea

waves, but the occasional large waves can be very damaging to shore installations and dangerous to ships in

harbors.

(378) These waves travel great distances and can cause

tremendous damage on coasts far from their source.

The wave of April 1, 1946, which originated in the Aleutian Trench, demolished nearby Scotch Cap Lighthouse and caused damages of 25 million dollars in the

Hawaiian Islands 2,000 miles away. The wave of May

22-23, 1960, which originated off Southern Chile,

24 ■ Chapter 1 ■ Volume 4
caused widespread death and destruction in islands and

countries throughout the Pacific. A more recent tsunami, the result of a December 26, 2004 earthquake off

the island of Sumatra, Indonesia, caused widespread

damage throughout the Indian Ocean. Damage was

heavy as far away as the east coast of Africa. It caused

over 200,000 deaths (as far away as South Africa) and 13

billion dollars worth of damage.

(379) The speed of tsunamis varies with the depth of the

water, reaching 300 to 500 knots in the deep water of

the open ocean. In the open sea they cannot be detected

from a ship or from the air because their length is so

great, sometimes a hundred miles, as compared to

their height, which is usually only a few feet (a meter or

2). The waves only build to disastrous proportions

when they approach shore.

(380) There are usually a series of waves with crests 10 to

40 minutes apart, and the highest may occur several

hours after the first wave. Sometimes the first noticeable part of the wave is the trough which causes a recession of the water from shore, and people who have gone

out to investigate this unusual exposure of the beach

have been engulfed by the oncoming crest. Such an unexplained withdrawal of the sea should be considered as

nature’s warning of an approaching wave.

(381) Improvements have been made in the quick determination and reporting of earthquake epicenters, but

no method has yet been perfected for determining

whether a sea wave will result from a given earthquake.

NOAA’s Pacific Tsunami Warning Center in Hawaii has

deployed a warning system which has field reporting

stations (seismic and tidal) in most countries around

the Pacific. When a warning is broadcast, waterfront

areas should be vacated for higher ground, and ships in

the vicinity of land should head for the deep water of

the open sea.

Storm surge

(382) A considerable rise or fall in the level of the sea

along a particular coast may result from strong winds

and sharp change in barometric pressure. In cases

where the water level is raised, higher waves can form

with greater depth and the combination can be destructive to low regions, particularly at high stages of

tide. Extreme low levels can result in depths which are

considerably less than those shown on nautical charts.

This type of wave occurs especially in coastal regions

bordering on shallow waters which are subject to tropical storms.

(383) Seiche is a stationary vertical wave oscillation with

a period varying from a few minutes to an hour or

more, but somewhat less than the tidal periods. It is

usually attributed to external forces such as strong

winds, changes in barometric pressure, swells, or

tsunamis disturbing the equilibrium of the water surface. Seiche is found both in enclosed bodies of water

and superimposed upon the tides of the open ocean.

When the external forces cause a short-period horizontal oscillation on the water, it is called surge.

(384) The combined effect of seiche and surge sometimes

makes it difficult to maintain a ship in its position

alongside a pier even though the water may appear to

be completely undisturbed, and heavy mooring lines

have been parted repeatedly under such conditions. Pilots advise taut lines to reduce the effect of the surge.

Immersion Hypothermia

(385) Immersion hypothermia is the loss of heat when a

body is immersed in water. With few exceptions, humans die if their core temperature of approximately

99.7° F drops below 78.6° F. Cardiac arrest is the most

common direct cause of death. During prolonged immersion, the main threat to life is cold or cold and

drowning combined.

(386) The length of time that a human survives in water

depends on the water temperature, and to a lesser extent, on the person’s behavior and body type. The table

below shows approximate human survival time in the

sea. Body type can cause deviations, as small people become hypothermic more rapidly than large people. The

cooling rate can be slowed by the person’s behavior and

insulated gear. The Heat Escape Lessening Posture

(HELP) was developed for those in the water alone and

the Huddle for small groups. Both require a PFD (personal flotation device), or life preserver. HELP involves

holding the arms close to the body, keeping the thighs

together, and raising the knees to protect the groin

area. In the Huddle, people face each other and keep

their bodies as close together as possible. These positions improve survival time to approximately two times

that of a swimmer and one and a half times that of a

person in the passive position.

(387) Near-drowning victims in cold water (less than 70°

F) are revivable for much longer periods than usual.

Keys to a successful revival are immediate cardiopulmonary resuscitation (CPR) and administration of pure

oxygen. Total re-warming is not necessary at first. The

whole revival process may take hours and require medical help.

Survival Time Versus Water Temperature

Water TemperatureExhaustion or

Unconsciousness

Expected Time of

Survival

32°F 15 min. 15–45 min.

32°–41°F 15–30 min. 30–90 min.

41°–50°F 30–60 min. 1–3 hrs.

General Information ■ Chapter 1 ■ 25
26 ■ Chapter 1 ■ Volume 4

Survival Time Versus Water Temperature

Water Temperature

Exhaustion or

Unconsciousness

Expected Time of

Survival

50°–59°F 1–2 hrs. 1–6 hrs.

59°–68°F 2–7 hrs. 2–40 hrs.

68°–77°F 3–12 hrs. 3 hrs–indef.

77°F and above indefinite indefinite

Wind Chill and Frostbite

(388) When the body is warmer than its surroundings, it

begins to lose heat. The rate of loss depends on barriers

such as clothing and insulation, the speed of air movement and air temperature. Heat loss increases dramatically in moving air that is colder than skin temperature

(91.4° F). Even a light wind increases heat loss, and a

strong wind can lower the body temperature if the rate

of loss is greater than the body’s heat replacement rate.

(389) When skin temperature drops below 50° F, there is

a marked constriction of blood vessels, leading to vascular stagnation, oxygen want and cellular damage.

The first indication that something is wrong is a painful tingling. Swelling of varying extent follows, provided freezing has not occurred. Excruciating pain may

be felt if the skin temperature is lowered rapidly, but

freezing of localized portions of the skin may be painless when the rate of change is slow. Possible effects of

cold include cold allergy (welts), chilblains, which appear as reddened, warm, itching, swollen patches on

the fingers and toes, and trench foot and immersion

foot, which present essentially the same picture. Both

result from exposure to cold and lack of circulation.

Wetness can add to the problem as water and wind

soften the tissues and accelerate heat loss.

(390) Frostbite usually begins when the skin temperature falls within the range of 14° to 4° F. Ice crystals

form in the tissues and small blood vessels. The rate of

heat loss determines the rate of freezing, which is accelerated by wind, wetness, extreme cold and poor

blood circulation. Parts of the body susceptible to

freezing are those with surfaces large in relation to

their volume, such as toes, fingers, ears, nose, chin and

cheeks.

(391) Injuries from the cold may, to a large extent, be

prevented by maintaining natural warmth through the

use of proper footgear and adequate, dry clothing, by

avoiding cramped positions and constricting clothing

and by active exercise of the hands, legs and feet.

MARINE POLLUTION

The Federal Water Pollution Control Act or Clean

Water Act

(392) The Federal Water Pollution Control Act (FWPCA)

or Clean Water Act (CWA) was passed to restore and

maintain the chemical, physical and biological integrity of our nation’s waters.

No-Discharge Zones

(393) Section 312 of the FWPCA gives the Environmental

Protection Agency (EPA) and States the authority to

designate certain areas as No-Discharge Zones (NDZ)

for vessel sewage. Freshwater lakes, freshwater reservoirs, or other freshwater impoundments whose entrances and exits prohibit traffic by regulated vessels

(vessels with installed toilets) are, by regulation, NDZs.

Rivers that do not support interstate navigation vessel

traffic are also NDZs by regulation. Water bodies that

can be designated as NDZs by States and EPA include:

the Great Lakes and their connecting waterways, freshwater lakes and impoundments accessible through

locks, and other flowing waters that support interstate

navigation by vessels subject to regulation.

(394) Inside No-Discharge Zone waters, discharge of any

sewage, whether treated or untreated, is completely

prohibited.

(395) Discharge of sewage in waters not designated as

No-Discharge Zones is regulated by the Marine Sanitation Device Standard (see 40 CFR 140 in Chapter 2.)

(396) (Additional information concerning the regulations may be obtained from the Environmental Protection Agency (EPA) website: http://www.epa.gov/owow/

oceans/regulatory/vessel_sewage/.)

Oil Pollution

(397) The FWPCA also prohibits the discharge of quantities of either oil or hazardous substance which may be

harmful into or upon the navigable waters of the

United States. This prohibition also applies to adjoining shorelines, waters of the contiguous zone, activities connected with the Outer Continental Shelf Lands

Act (OSLA) and Deepwater Port Act of 1974, and such

discharges which may affect natural resources belonging to the United States or under its exclusive management authority, including those resources under the

Fishery Conservation and Management Act of 1976. In

the event a spill does occur in violation of the Act the

person in charge of a vessel or onshore or offshore facility is required to notify the Coast Guard as soon as he

has knowledge of the spill. Such notification is to be by

the most rapid means available to the National
Response Center (1-800-424-8802, nationwide 24 hour

number).

The Act to Prevent Pollution from Ships

(398) The Act to Prevent Pollution from Ships (33 U.S.C.

1901) implements into U.S. law the International Convention for the Prevention of Pollution from Ships, as

modified by the Protocol of 1978 (MARPOL 73/78). Annex I of MARPOL 73/78 deals with oil and oily waste,

Annex II with hazardous chemicals and other substances referred to as Noxious Liquid Substances

(NLS), and Annex V deals with the prevention of marine

pollution by plastics and other garbage produced during vessel operations.

(399) Annex I of MARPOL 73/78 is applicable to oceangoing tankers over 150 gross tons and all other oceangoing ships over 400 gross tons. The MARPOL 73/78

requirements include oily waste discharge limitations,

oily-water separating equipment, monitoring and

alarm systems for discharges from cargo areas, cargo

pump rooms and machinery space bilges. Ships to

which Annex I MARPOL 73/78 is applicable are also required to have an International Oil Pollution Prevention (IOPP) Certificate verifying that the vessel is in

compliance with the requirements of MARPOL 73/78

and that any required equipment is on board and operational. Vessels must also maintain an Oil Record Book

recording all oil transfers and discharges. The Oil Record Book is available from USCG Supply Center Baltimore or any local Captain of the Port.

(400) Annex II of MARPOL 73/78 is applicable to oceangoing vessels and non-self propelled oceangoing ships

which carry Noxious Liquid Substances (NLS) in bulk.

The Annex II requirements include discharge restrictions for various classes of cargo residues; the maintenance of a Cargo Record Book for recording all NLS

cargo and residue transfers and discharges; and a Procedures and Arrangements Manual describing the correct procedures for off loading and prewashing cargo

tanks.

(401) Annex II NLS cargoes are classified in one of four

categories, A, B, C, or D. Category A is the most hazardous to the environment. Category A and other substances which tend to solidify in tanks must be

prewashed in port under the supervision of a Prewash

Surveyor prior to departure from the off loading terminal. Vessel discharges must be underwater when discharge at sea is allowed. Tanks which carry Category B

and C NLS must be tested to ensure that after tank

stripping only a minimal amount of residues will remain. Reception facilities must be able to assist in

cargo stripping operations by reducing back pressure

during the final stages of off loading.

(402) Terminals and ports receiving oceangoing tankers,

or any other oceangoing ships of 400 GT or more, carrying residues and mixtures containing oil, or receiving oceangoing ships carrying NLSs, are required to

provide adequate reception facilities for the wastes

generated. Coast Guard Captains of the Port issue a

Certificate of Adequacy to terminals or ports to show

that they are in compliance with federal reception facility requirements. An oceangoing tanker or any other

oceangoing ship of 400 GT or more required to retain

oil or oily residues and mixtures on board and an

oceangoing ship carrying a Category A, B or C NLS

cargo or NLS residue in cargo tanks that are required

to be prewashed, may not enter any port or terminal

unless the port or terminal holds a valid Certificate of

Adequacy or unless the ship is entering under force

majeure.

(403) Annex V is applicable to all recreational, fishing,

uninspected and inspected vessels, and foreign flag vessels on the navigable waters and all other waters subject to the jurisdiction of the United States, out to and

including the Exclusive Economic Zone (200 miles).

(404) Annex V prohibits the disposal of any and all plastic

material from any vessel anywhere in the marine environment. Dunnage, lining and packing materials

which float may be disposed of beyond 25 miles from

the nearest land. Other garbage that will not float may

be disposed of beyond 12 miles of land, except that garbage which can pass through a 25mm mesh screen (approximately 1 square inch) may be disposed of beyond 3

miles. Dishwater is not to be considered garbage within

the meaning of Annex V when it is the liquid residue

from the manual or automatic washing of dishes or

cooking utensils. More restrictive disposal regimes apply in waters designated “Special Areas.” This Annex requires terminals to provide reception facilities at ports

and terminals to receive plastics and other garbage

from visiting vessels.

(405) The civil penalty for each violation of MARPOL

73/78 is not more than $25,000. The criminal penalty

for a person who knowingly violates the MARPOL Protocol, or the regulations (33 CFR 151, 155, 157, and

158), consists of a fine of not more than $250,000

and/or imprisonment for not more than 5 years; U.S.

law also provides criminal penalties up to $500,000

against organizations which violate MARPOL.

Packaged Marine Pollutants

(406) On October 1, 1993, new regulations under the

Hazardous Materials Transportation Act (HMTA) took

effect, implementing MARPOL Annex III in the United

States. MARPOL Annex III deals with the prevention of

marine pollution by harmful substances in packaged

form.

General Information ■ Chapter 1 ■ 27
(407) Annex III of MARPOL 73/78 applies to all ships carrying harmful substances in packaged form. Annex III

provides standards for stowage, packing, labeling,

marking, and documentation of substances identified

as marine pollutants in the International Maritime

Dangerous Goods Code (IMDG Code). On 5 November

1992, the U.S. Research and Special Programs Administration (RSPA) amended the Hazardous Materials

Regulations (HMR, 49 CFR 100-177) to list and regulate these marine pollutants in all modes of transportation.

(408) Marine pollutants are divided into two classes: marine pollutants and severe marine pollutants. A solution or mixture containing 10% or more of any marine

pollutant falls into the class of “marine pollutant.” The

“severe marine pollutant” class consists of those materials that contain 1% or more of any specified “severe

marine pollutant” substance. Marine pollutants that do

not meet the criteria for any other hazard class are

transported as an environmentally hazardous substance.

Ocean Dumping

(409) The Marine Protection Research and Sanctuaries

Act of 1972, as amended (33 USC 1401 et seq.), regulates the dumping of all material, except fish waste,

into ocean waters. Radiological, chemical and biological warfare agents and other high level radioactive

wastes are expressly banned from ocean disposal. The

U.S. Army Corps of Engineers issues permits for the

disposal of dredged spoils; the Environmental Protection Agency is authorized to issue permits for all other

dumping activities. Surveillance and enforcement to

prevent unlawful transportation of material for dumping or unlawful dumping under the Act has been assigned to the U.S. Coast Guard. The Act provides civil

penalties of up to $50,000 and criminal penalties of up

to $50,000 and/or one year imprisonment.

MINECLEARING: CAUTION

Keep Clear of Mineclearance Vessels (COLREGS

1972)

(410) (a) United States vessels engaged in mineclearing

operations or exercises are hampered to a considerable

extent in their maneuvering powers.

(411) (b) With a view to indicating the nature of the work

on which they are engaged, these vessels will show the

signals hereinafter mentioned. For the public safety, all

other vessels, whether steamers or sailing craft, must

endeavor to keep out of the way of vessels displaying

these signals and not approach them inside the distances mentioned herein, especially remembering that

it is dangerous to pass between the vessels of a pair or

group sweeping together.

(412) (c) All vessels towing sweeps are to show:

(413) BY DAY–A black ball at the fore mast and a black

ball at the end of each fore yard.

(414) BY NIGHT–All around green lights instead of the

black balls, and in a similar manner.

(415) (d) Vessels or formations showing these signals are

not to be approached nearer than 1,000 meters. Under

no circumstances is a vessel to pass through a formation of minesweepers.

(416) (e) Mineclearance vessels should be prepared to

warn merchant vessels which persist in approaching

too close by means of any of the appropriate signals

from the International Code of Signals.

(417) (f) In fog, mist, falling snow, heavy rainstorms, or

any other conditions similarly restricting visibility,

whether by day or night, mineclearance vessels while

towing sweeps when in the vicinity of other vessels will

sound signals for a vessel towing (1 prolonged blast followed by 2 short blasts).

Helicopters Conducting Mineclearance Operations

(418) (g) The United States is increasingly employing helicopters to conduct mineclearance operations or exercises. When so engaged, helicopters, like vessels, are

considerably hampered in their ability to maneuver.

Accordingly, surface craft approaching helicopters engaged in mineclearance operations should take safety

precautions similar to those described in (b) and (d)

above with respect to mineclearance vessels.

(419) (h) Helicopters towing mineclearance gear and accompanying surface escorts, if any, will use all available

means to warn approaching ships of the operations or

exercises being conducted. Also, measures will be

taken where practicable to mark or light the gear or objects being towed.

(420) (i) Mineclearance helicopters are equipped with a

rotating beacon which has selectable red and amber

modes. The amber mode is used during towing operations to notify/warn other vessels that the helicopter is

towing. While towing, the helicopter’s altitude varies

from 15 to 95 meters above the water and speeds vary

from 0 to 30 knots.

(421) (j) General descriptions and approximate dimensions for towed mineclearance gear currently being

used in conjunction with helicopters are as follows:

(422) (1) Mechanical sweep gear consisting, in part, of

large lengths of submerged cables and explosive cutters. The only items normally visible on the surface are

three to five international orange floats, depending

upon the quantity of gear in use, which generally define

the dimensions of the tow. The maximum width is 100

28 ■ Chapter 1 ■ Volume 4
General Information ■ Chapter 1 ■ 29

meters and the maximum distance behind the helicopter is 600 meters.

(423) (2) Acoustical sweep device weighing approximately 70 pounds (32 kg). This device is towed behind

the helicopter on a 250-meter orange polypropylene

tow cable. When dead in the water, the gear will rise to

the surface, supported by a yellow float.

(424) (3) A hydrofoil platform containing equipment

used for magnetic influence sweeping. The platform is

towed on the end of a 140-meter cable and trails electrodes in the water which extend 185 meters behind

the platform. Very often, the aforementioned acoustical sweep device is towed in conjunction with this platform by attaching it to the end of one of the electrodes

by a 30-meter polypropylene tow line. In this configuration, the total length of the tow is 215 and 350 meters, respectively, behind the hydrofoil platform and

helicopter. Special care must be exercised when crossing astern of the hydrofoil platform as the towed cable

is barely visible, and the attached acoustic device is

submerged just beneath the surface and is not visible to

surface vessels.

(425) (k) Helicopters employed in mineclearance operations and their tows may function at night as well as

day, and in various types of weather conditions. The

major danger to any surface vessel is getting the various

cables wrapped in its screws. Small craft also are subject

to the risk of collision with the hydrofoil platform.

Submarine Emergency Identification Signals and

Hazard to Submarines

(426) U.S. submarines are equipped with signal ejectors

which may be used to launch identification signals, including emergency signals. Two general types of signals may be used: smoke floats and flares or stars. A

combination signal which contains both smoke and

flare of the same color may also be used. The smoke

floats, which burn on the surface, produce a dense, colored smoke for a period of fifteen to forty-five seconds.

The flares or stars are propelled to a height of three

hundred to four hundred feet (90 to 120 meters) from

which they descend by small parachute. The flares or

stars burn for about twenty-five seconds. The color of

the smoke or flare/star has the following meaning:

(427) (a) GREEN OR BLACK–Used under training exercise conditions only to indicate that a torpedo has been

fired or that the firing of a torpedo has been simulated.

(428) (b) YELLOW–Indicates that submarine is about to

come to periscope depth from below periscope depth.

Surface craft terminate antisubmarine counter-attack

and clear vicinity of submarine. Do not stop propellers.

(429) (c) RED–Indicates an emergency condition within

the submarine and that it will surface immediately, if

possible. Surface ships clear the area and stand by to

give assistance after the submarine has surfaced. In

case of repeated red signals, or if the submarine fails to

surface within reasonable time, she may be assumed to

be disabled. Buoy the location, look for submarine buoy

and attempt to establish sonar communications. Advise U.S. Naval authorities immediately.

(430) (d) WHITE–Two white flares/smoke in succession

indicates that the submarine is about to surface, usually from periscope depth (non-emergency surfacing

procedure). Surface craft should clear the vicinity of

the submarine.

(431) A Submarine Marker Buoy consists of a cylindrically shaped object about 3 feet by 6 feet with connecting structure and is painted international orange. The

buoy is a messenger buoy with a wire cable to the submarine; this cable acts as a downhaul line for a rescue

chamber. The buoy may be accompanied by an oil slick

release to attract attention. A submarine on the bottom

in distress and unable to surface will, if possible, release

this buoy. If an object of this description is sighted, it

should be investigated and U.S. Naval Authorities advised immediately.

(432) Transmission of the International Distress Signal

(SOS) will be made on the submarine’s sonar gear independently or in conjunction with the red emergency

signal as conditions permit. Submarines may employ

any or all of the following additional means to attract

attention and indicate their position while submerged:

(433) Release of dye marker.

(434) Release of air bubble.

(435) Ejection of oil.

(436) Pounding on the hull.

(437) United States destroyer-type vessels in international waters will, on occasion, stream a towed underwater object at various speeds engaged in naval

maneuvers. All nations operating submarines are advised that this underwater object in the streamed condition constitutes a possible hazard to submerged

submarines.

Vessels Constrained by their Draft

(438) International Navigation Rules, Rule 28, states that

a vessel constrained by her draft may, in addition to the

lights prescribed for power-driven vessels in Rule 23,

exhibit where they can best be seen three all-around

red lights in a vertical line, or a cylinder.

Special signals for surveying vessels

(439) Vessels engaged in survey operations and limited in

their ability to maneuver because of the work being

performed (handling equipment over-the-side such as

water sampling or conductivity-temperature-density
30 ■ Chapter 1 ■ Volume 4

(CTD) casts, towed gear, bottom samplers, etc., and divers working on, below or in proximity of the vessel)

are required by Navigation Rules, International-Inland,

Rule 27, to exhibit:

(440) (b)(i) three all-round lights in a vertical line where

they can best be seen. The highest and lowest of these

lights shall be red and the middle light shall be white;

(441) (ii) three shapes in a vertical line where they can

best be seen. The highest and lowest of these shapes

shall be balls and the middle one a diamond;

(442) (iii) when making way through the water, masthead lights, sidelights and a sternlight, in addition to

the lights prescribed in subparagraph (b)(i); and

(443) (iv) when at anchor, in addition to the lights or

shapes prescribed in subparagraphs (b)(i) and (ii) the

light, lights or shapes prescribed in Rule 30, Anchored

Vessels and Vessels Aground.

(444) A vessel engaged in hydrographic survey operations (making way on a specific trackline while sounding the bottom) is not restricted in its ability to

maneuver and therefore exhibits at night only those

lights required for a power-driven vessel of its length.

(445) Warning signals for Coast Guard vessels while

handling or servicing aids to navigation are the same

as those prescribed for surveying vessels.

VHF-FM Radiotelephone

(446) VHF-FM channel 16 (156.800 MHz) is the international distress, urgency, safety, calling and reply frequency for vessels and public and private coastal

stations. In 1992, the Federal Communications Commission (FCC) designated VHF-FM channel 9 (156.450

MHz) for use as a general purpose calling frequency for

non-commercial vessels, such as recreational boats.

This move was designed to relieve congestion on

VHF-FM channel 16. Non-commercial vessels are encouraged to use VHF-FM channel 9, for routine communications but distress, urgency, and safety calls

should continue to be initially made on VHF-FM channel 16.

(447) The following table provides the frequency equivalents and general usage of selected VHF-FM channels

which appear in the Coast Pilot. The letter “A” appended to a channel number indicates that U.S. operation of the particular channel is different than the

international operation, i.e., U.S. stations transmit and

receive on the same frequency and international stations use different frequencies.

(448) All channels given in the table (later in this chapter) are designated for both ship-to-ship and ship-tocoast communications except as noted.

SELECT NAVIGATION RULES

Improper use of searchlights

(449) No person shall flash or cause to be flashed the rays

of a searchlight or other blinding light onto the bridge

or into the pilothouse of any vessel underway. The International Code Signal “PG2” may be made by a vessel

inconvenienced by the glare of a searchlight in order to

apprise the offending vessel of the fact.

Use of Radar

(450) Navigation Rules, International-Inland, Rule 7,

states, in part, that every vessel shall use all available

means appropriate to the prevailing circumstances and

conditions to determine if risk of collision exists. If

there is any doubt such risk shall be deemed to exist.

Proper use shall be made of radar equipment if fitted

and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting

or equivalent systematic observation of detected objects.

(451) This rule places an additional responsibility on vessels which are equipped and manned to use radar to do

so while underway during periods of reduced visibility

without in any way relieving commanding officers of

the responsibility of carrying out normal precautionary measures.

(452) Navigation Rules, International-Inland, Rules 6, 7,

8, and 19 apply to the use of radar.

Danger signal

(453) 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

fails to understand the intentions or actions of the

other, or is in doubt whether sufficient action is being

taken by the other to avoid collision, the vessel in doubt

shall immediately indicate such doubt by giving at least

five short and rapid blasts on the whistle. Such signal

may be supplemented by a light signal of at least five

short and rapid flashes.

Narrow channels

(454) Navigation Rules, International-Inland, Rule 9(b)

states: A vessel of less than 65.6 feet (20 meters) in

length or a sailing vessel shall not impede the passage

of a vessel that can safely navigate only within a narrow

channel or fairway.

Control of shipping in time of emergency or war

(455) In time of war or national emergency, merchant

vessels of the United States and those foreign flag vessels, which are considered under effective U.S. control,
General Information ■ Chapter 1 ■ 31

Channel Ship Frequency (MHz) Channel Usage Transmit Receive

1A 156.050 156.050 Port Operations and commercial (see footnote 2)

5A 156.250 156.250 Port Operations (see footnote 1)

6 156.300 156.300 Intership safety

7A 156.350 156.350 Commercial

8 156.400 156.400 Commercial (ship-to-ship only)

9 156.450 156.450 Boater Calling Commercial/Non-commercial

10 156.500 156.500 Commercial

11 156.550 156.550 Commercial. VTS in selected areas.

12 156.600 156.600 Port Operations. VTS in areas.

13 156.650 156.650 Intership Navigation (Bridge-to-bridge). (see footnote 4)

14

15

156.700

-----------

156.700

156.750

Port Operations. VTS in selected areas.

Environmental (Receive only). Used by Class C EPIRBs.

16 156.800 156.800 International Distress, Safety and Calling. (see footnote 5)

17 156.850 156.850 State control

18A 156.900 156.900 Commercial

19A 156.950 156.950 Commercial

20 157.000 161.600 Port Operations (duplex)

20A

21A

22A

157.000

157.050

157.100

157.000

157.050

157.100

Port Operations

U.S. Coast Guard only

Coast Guard Liaison/Maritime Safety Information Broadcasts. (Channel 15)

23A

24

157.150

157.200

157.150

161.800

U.S. Coast Guard only

Public Correspondence (Marine Operator)

25 157.250 161.850 Public Correspondence (Marine Operator)

26 157.300 161.900 Public Correspondence (Marine Operator)

27 157.350 161.950 Public Correspondence (Marine Operator)

28 157.400 162.000 Public Correspondence (Marine Operator)

63A 156.175 156.175 Port Operations and Commercial, VTS. (see footnote 2)

65A 156.275 156.275 Port Operations

66A 156.325 156.325 Port Operations

67 156.375 156.375 Commercial. (see footnote 3)

68 156.425 156.425 Non-Commercial

69 156.475 156.475 Non-Commercial

70 156.525 156.525 Digital Selective Calling (voice communications not allowed)

71 156.575 156.575 Non-Commercial

72 156.625 156.625 Non-Commercial (Intership only)

73 156.675 156.675 Port Operations

74 156.725 156.725 Port Operations

77 156.875 156.875 Port Operations (ship-to-ship, to and from pilots docking ships)

78A 156.925 156.925 Non-Commercial

79A 156.975 156.975 Commercial. Non-Commercial in Great Lakes only

80A 157.025 157.025 Commercial. Non-Commercial in Great Lakes only

81A

82A

83A

84

157.075

157.125

157.175

157.225

157.075

157.125

157.175

161.825

U.S. Government only-Environmental protection operations

U.S. Government only

U.S. Coast Guard only

Public Correspondence (Marine Operator)

85 157.275 161.875 Public Correspondence (Marine Operator)

86 157.325 161.925 Public Correspondence (Marine Operator)

87 157.375 161.975 Public Correspondence (Marine Operator)

88

88A

157.425

157.425

162.025

157.425

Public Correspondence only near Canadian border.

Commercial, Intership only.

Footnotes to table:

1. Houston, New Orleans and Seattle areas.

2. Available only in New Orleans/Lower Mississippi area.

3. Used for bridge-to-bridge communications in Lower Mississippi River. Intership only.

4. Ships>20m in length maintain a listening watch on this channel in US waters.

5. Ships required to carry radio, USCG, and most coast stations maintain a listening watch on this channel.
will be subject to control by agencies of the U.S. Government. The allocation and employment of such vessels, and of domestic port facilities, equipment, and

services will be performed by appropriate agencies of

the War Transport Administration. The movement,

routing, and diversion of merchant ships at sea will be

controlled by appropriate naval commanders. The

movement of merchant ships within domestic ports

and dispersal anchorages will be coordinated by the

U.S. Coast Guard. The commencement of naval control

will be signaled by a general emergency message. (See

NGA Pub. 117 for emergency procedures and communication instructions.)

Homeland Security Advisory System

(456) The Homeland Security Advisory System is a comprehensive and effective means to disseminate information regarding the risk of terrorist acts to Federal,

State, and local authorities and to the American people.

The system is designed to guide our protective measures when specific information to a particular sector

or geographic region is received. It combines threat information with vulnerability assessments and provides

communications to public safety officials and the public. This communication is achieved through threat advisories, information bulletins, and a color-coded

threat level system.

U.S. Coast Guard Maritime Security (MARSEC)

Levels

(457) The U.S. Coast Guard has a three-tiered system of

Maritime Security (MARSEC) Levels consistent with

the Department of Homeland Security's Homeland Security Advisory System (HSAS). MARSEC levels are designed to provide a means to easily communicate

pre-planned scalable responses to increased threat levels. The Commandant of the U.S. Coast Guard sets

MARSEC levels commensurate with the HSAS. Because of the unique nature of the maritime industry,

the HSAS threat conditions and MARSEC levels will

align closely, though they will not directly correlate.

(458) MARSEC Level 1 – the level for which minimum

appropriate security measures shall be maintained at

all times. MARSEC 1 generally applies when HSAS

Threat Condition Green, Blue, or Yellow are set.

(459) MARSEC Level 2 – the level for which appropriate

additional protective security measures shall be maintained for a period of time as a result of heightened risk

of a transportation security incident. MARSEC 2 generally corresponds to HSAS Threat Condition Orange.

(460) MARSEC Level 3 – the level for which further specific protective security measures shall be maintained

for a limited period of time when a transportation security incident is probable, imminent, or has occurred,

although it may not be possible to identify the specific

target. MARSEC 3 generally corresponds to HSAS

Threat Condition Red.

REGULATED WATERS

Traffic Separation Schemes (Traffic Lanes)

(461) To increase the safety of navigation, particularly in

converging areas of high traffic density, routes incorporating traffic separation have been adopted by the

IMO in certain areas of the world. In the interest of safe

navigation, it is recommended that through traffic use

these schemes, as far as circumstances permit, by day

and by night and in all weather conditions.

(462) The International Maritime Organization (IMO) is

recognized as the only international body responsible

for establishing and recommending measures on an international level concerning ships’ routing. In deciding

whether or not to adopt or amend a traffic separation

scheme, IMO will consider whether the scheme complies with the design criteria for traffic separation

schemes and with the established methods of routing.

IMO also considers whether the aids to navigation proposed will enable mariners to determine their position

with sufficient accuracy to navigate the scheme in accordance with Rule 10 of the International Regulations

for Preventing Collisions at Sea (72 COLREGS).

32 ■ Chapter 1 ■ Volume 4

SEVERE

HIGH

ELEVATED

GUARDED

LOW

SEVERE RISK OF 

TERRORIST ATTACKS

HIGH RISK OF 

TERRORIST ATTACKS

SIGNIFICANT RISK OF 

TERRORIST ATTACKS

GENERAL RISK OF 

TERRORIST ATTACKS

LOW RISK OF 

TERRORIST ATTACKS
(463) General principles for navigation in Traffic Separation Schemes are as follows:

(464) 1. A ship navigating in or near a traffic separation

scheme adopted by IMO shall in particular comply with

Rule 10 of the 72 COLREGS to minimize the development of risk of collisions with another ship. The other

rules of the 72 COLREGS apply in all respects, and particularly the steering and sailing rules if risk of collision with another ship is deemed to exist.

(465) 2. Traffic separation schemes are intended for use

by day and by night in all weather, ice-free waters or under light ice conditions where no extraordinary maneuvers or assistance by icebreaker(s) is required.

(466) 3. Traffic separation schemes are recommended for

use by all ships unless stated otherwise. Bearing in

mind the need for adequate underkeel clearance, a decision to use a traffic separation scheme must take into

account the charted depth, the possibility of changes in

the seabed since the time of last survey, and the effects

of meteorological and tidal conditions on water depths.

(467) 4. A deep water route is an allied routing measure

primarily intended for use by ships which require the

use of such a route because of their draft in relation to

the available depth of water in the area concerned.

Through traffic to which the above consideration does

not apply should, if practicable, avoid following deep

water routes. When using a deep water route mariners

should be aware of possible changes in the indicated

depth of water due to meteorological or other effects.

(468) 5. The arrows printed on charts merely indicate the

general direction of traffic; ships should not set their

courses strictly along the arrows.

(469) 6. Vessels should, so far as practicable, keep clear of

a traffic separation line or separation zone.

(470) 7. Vessels should avoid anchoring in a traffic separation scheme or in the area near its termination.

(471) 8. The signal “YG” meaning “You appear not to be

complying with the traffic separation scheme” is provided in the International Code of Signals for appropriate use.

(472) Note–Several governments administering Traffic

Separation Schemes have expressed their concern to

IMO about the large number of infringements of Rule

10 of the 72 COLREGS and the dangers of such contraventions to personnel, vessels and environment. Several governments have initiated surveillance of traffic

separation schemes for which they are responsible and

are providing documented reports of vessel violations

to flag states. As in the past, the U.S. Coast Guard will

investigate these reports and take appropriate action.

Mariners are urged to comply at all times with the 72

COLREGS.

(473) 9. Notice of temporary adjustments to traffic separation schemes for emergencies or for accommodation

of activities which would otherwise contravene Rule 10

or obstruct navigation may be made in Notices to Mariners. Temporary adjustments may be in the form of a

precautionary area within a traffic lane, or a shift in the

location of a lane.

(474) 10. The IMO approved routing measures which affect shipping in or near U.S. waters are:

(475) In the Approaches to Portland, Maine

(476) In the Approaches to Boston, Massachusetts

(477) In the Approaches to Narragansett Bay, Rhode Island and Buzzards Bay, Massachusetts

(478) Off New York

(479) Off Delaware Bay

(480) In the Approaches to Chesapeake Bay

(481) In the Approaches to Cape Fear River

(482) In the Approaches to Galveston Bay

(483) Off San Francisco

(484) In the Santa Barbara Channel

(485) In the Approaches to Los Angeles-Long Beach

(486) In the Strait of Juan de Fuca

(487) In Puget Sound and its Approaches

(488) In Prince William Sound, Alaska

(489) When approved or established, traffic separation

scheme details are announced in Notice to Mariners,

and later depicted on appropriate charts and included

in the U.S. Coast Pilot.

Maritime Zones

(490) The maritime zones recognized under international law include: internal waters, territorial sea, contiguous zone, exclusive economic zone, continental

shelf, the high seas and the Area (see Figure 1). The following zones are depicted on NOAA's nautical charts:

internal 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.

Internal Waters

(491) Internal waters are the waters (harbors, bays, and

rivers) on the landward side of the baseline from which

the breadth of the territorial sea is measured. The

United States has full sovereignty over its internal waters and ports as if they were part of its land territory.

NOAA's nautical charts depict the baseline from which

the limits of the U.S. territorial sea, contiguous zone,

and exclusive economic zone are measured as well as

the Three Nautical Mile Line and Natural Resources

Boundary, as described below.

Territorial Sea

(492) The territorial sea of the United States extends beyond the land territory and internal waters, and also

General Information ■ Chapter 1 ■ 33
includes the Commonwealth of Puerto Rico, Guam,

American Samoa, the U.S. Virgin Islands, the Commonwealth of the Northern Mariana Islands, and any

other territory or possession over which the United

States exercises sovereignty. (Presidential Proclamation No. 5928. December 27, 1988.) The United States

exercises sovereignty over the territorial sea that extends to the airspace over the area, and to the bed and

subsoil. Under customary international law as reflected

in the 1982 United Nations Convention on the Law of

the Sea (UNCLOS), the territorial sea of the United

States extends to 12 nautical miles (nm) from the baseline from which the breadth of the territorial sea is

measured; determined in accordance with international law except as otherwise established in a maritime boundary treaty of the United States. While the

United States may adopt certain laws and regulations,

vessels of all countries navigating through the territorial sea enjoy the right of innocent passage; vessels and

aircraft of all countries enjoy the right of transit

passage through international straits.

Contiguous Zone

(493) The contiguous zone of the United States is a zone

measured 24 nm from the territorial sea baseline and is

contiguous to the territorial sea of the United States,

including the Commonwealth of Puerto Rico, Guam,

American Samoa, the U.S. Virgin Islands, the Commonwealth of the Northern Mariana Islands, and any

other territory or possession over which the United

States exercises sovereignty. (Presidential Proclamation No. 7219. August 2, 1999.) Under customary law as

reflected in UNCLOS, the U.S. may exercise the control

necessary to prevent infringement of its customs, fiscal, immigration, or sanitary laws and regulations

within its territory or territorial sea, and to punish infringement of these laws and regulations committed

within its territory or territorial sea. The United States

may also prescribe and enforce laws against foreign

flagged vessels and nationals to protect the underwater

cultural heritage to the outer boundary of the

contiguous zone (24 nm).

Exclusive Economic Zone

(494) The exclusive economic zone of the United States

extends no more than 200 nm from the territorial sea

baseline and is adjacent to the 12 nm territorial sea of

the United States, including the Commonwealth of

Puerto Rico, Guam, American Samoa, the U.S. Virgin

Islands, the Commonwealth of the Northern Mariana

Islands, and any other territory or possession over

which the United States exercises sovereignty. (Presidential Proclamation No. 5030 of March 10, 1983 and

Federal Register, volume 60 - number 163, August 23,

1995, “Exclusive Economic Zone and Maritime Boundaries: Notice of Limits”) As such, the exclusive economic zone overlaps the 12 nm - 24 nm contiguous

zone.

34 ■ Chapter 1 ■ Volume 4

09-3603-1

Sovereign

Territory

Sovereign rights to the water

column and continental shelf No national rights

To 200nm inherent sovereign rights for

exploring and exploiting non-living 

resources of seabed and subsoil, 

plus sedentary species

Sovereign rights to

the continental shelf

Beyond 200nm

submission required

to the Commission

on the Limits of the

Continental Shelf to

confirm rights 

Seabed and subsoil non-living

resources administered by the

International Seabed Authority

Territorial

Sea

Baseline

Territorial

State/ Sea

Territory

Coastal Waters

Water column beyond national jurisdiction

Contiguous

Zone

Exclusive Economic Zone The High Seas

Continental Shelf The Area

Sovereign rights for exploring, exploiting,

conserving and managing living and

non-living resources of the water column

and underlying continenetal shelf

Sovereignty extends

to the air space,

water column,

seabed and subsoil

allowing for the right

of innocent passage

12nm 24nm 

1 nautical mile (nm) = 1852

Limited

enforcement

zone

Scale of Rights

3nm 200nm 

To outer edge of continental margin

up to a maximum of 350nm from the

TSB of 100nm beyond the 2,500m

isobath, whichever is the greatest

Figure 1: Offshore extent of the maritime zones recognized under international law
General Information ■ Chapter 1 ■ 35

Marine Protected Areas (MPAs)

(495) Marine Protected Areas (MPAs), such as National

Marine Sanctuaries and State Parks, are along the

coastal waters of the United States. Some MPAs may restrict certain activities of interest to the maritime community (e.g., anchoring, discharge, transit, fishing,

etc.) In order to promote effective stewardship of the

coastal habitats and the natural resources they contain,

the Coast Pilot Branch, in partnership with NOAA's National Marine Protected Areas Center, has incorporated

key information about existing coastal MPAs into the

Coast Pilot books.

(496) MPAs included in this project are sites that occur in

navigable waters and have laws and regulations that

may affect the mariner. A list of the MPAs Inventory of

Sites can be found on the MPAs website

http://www.mpa.gov. Each Coast Pilot chapter that

mentions MPAs along the coast gives a reference to Appendix C (in all Coast Pilot volumes) for more details.

Appendix C indicates the types of site-specific restrictions that are potentially of interest to mariners.

(497) For Alaska, only Federally-designated MPAs are

listed. State-designated MPAs will be included in later

editions as data is collected.

U.S. GOVERNMENT AGENCIES PROVIDING

ADDITIONAL MARITIME SERVICES

DEPARTMENT OF AGRICULTURE

Animal and Plant Health Inspection Service

(498) The Animal and Plant Health Inspection Service is

responsible for protecting the Nation’s animal population, food and fiber crops, and forests from invasion by

foreign pests. They administer agricultural quarantine

and restrictive orders issued under authority provided

in various acts of Congress. The regulations prohibit or

restrict the importation or interstate movement of live

animals, meats, animal products, plants, plant products, soil, injurious insects, and associated items that

may introduce or spread plant pests and animal diseases which may be new to or not widely distributed

within the United States or its territories. Inspectors

examine imports at ports of entry as well as the vessel,

its stores, and crew or passenger baggage.

(499) The Service also provides an inspection and certification service for exporters to assist them in meeting

the quarantine requirements of foreign countries. (See

Appendix A for a list of ports where agricultural inspectors are located and inspections conducted.)

DEPARTMENT OF COMMERCE

National Oceanic and Atmospheric Administration

(NOAA)

(500) The National Oceanic and Atmospheric Administration (NOAA) conducts research and gathers data

about the global oceans, atmosphere, space, and sun,

and applies this knowledge to improve our understanding and stewardship of the environment.

(501) NOAA provides services to the nation and the public through five major organizations: the National

Ocean Service, the National Weather Service, the National Marine Fisheries Service, the National Environmental Satellite, Data and Information Service, and

NOAA Research; and numerous special program units.

In addition, NOAA research and operational activities

are supported by the Nation’s seventh uniformed service, the NOAA Corps, a commissioned officer corps of

men and women who operate NOAA ships and aircraft,

and serve in scientific and administrative positions.

National Ocean Service (NOS)

(502) The National Ocean Service produces nautical

charts, the Coast Pilot, and related publications for safe

navigation of marine commerce, and provides basic

data for engineering and scientific purposes and other

commercial and industrial needs. The principal facilities of NOS are located in Silver Spring, MD, Norfolk,

VA (Atlantic Marine Center), and Seattle, WA (Pacific

Marine Center). NOAA ships are based at the marine

centers. (See Appendix A for addresses.)

(503) Sales agents for NOAA nautical charts and the

Coast Pilot are located in many U.S. ports and in some

foreign ports. Catalogs showing the limits of NOAA

nautical charts are available free from: FAA/National

Aeronautical Charting Office. (See Appendix A for address, or call 1-800-638-8972.) Local authorized sales

agents can be located using the query form at

http://www.naco.faa.gov/Agents.asp. This form is used to

locate aeronautical and nautical sales agents so the

“Nautical Agents” button must be selected.

(504) Nautical charts are published primarily for the use

of the mariner, but serve the public interest in many

other ways. They are compiled principally from NOAA

basic field surveys, supplemented by data from other

Government organizations.

(505) Tides and Currents. The Center for Operational

Oceanographic Products and Services (CO-OPS) collects and distributes observations and predictions of

water levels and currents to ensure safe, efficient and

environmentally sound maritime commerce.

(506) Water level, tides, and current observations and

predictions are available on the Internet at
36 ■ Chapter 1 ■ Volume 4

http://www.tidesandcurrents.noaa.gov. From this

Home Page, users can choose a variety of information,

including water level, tidal predictions, observed water

level data, tides online (including a listing of all water

level stations currently in storm surge mode), sea levels online, Great Lakes online, and PORTS.

(507) PORTS (Physical Oceanographic Real-Time System) is a centralized data acquisition and dissemination system that provides real-time water levels,

currents, and other oceanographic and meteorological

data from bays and harbors. This information is provided via telephone voice response (for most ports) and

the Internet. Accurate real-time water level information allows U.S. port authorities and maritime shippers

to make sound decisions regarding loading of tonnage

(based on available bottom clearance), maximizing

loads, and limiting passage times, without compromising safety.

(508) There are PORTS systems in 19 areas of the United

States. The table below lists the ports and the telephone

number for voice access to the PORTS data.

Port or Waterway Voice Access Phone

Number

Anchorage, Alaska 1-866-257-6787

Cherry Point, Washington not available

Chesapeake Bay 1-866-247-6787

Columbia River, Lower 1-888-537-6787

Delaware River and Bay 1-866-307-6787

Gulfport, Mississippi 1-888-257-1858

Houston/Galveston 1-866-447-6787

Lake Charles 1-888-817-7692

Los Angeles/Long Beach not available

Mobile Bay, Alabama 1-877-847-6787

Narragansett Bay, Rhode Island 1-866-757-6787

New Haven, Connecticut 1-888-807-6787

New York/New Jersey Harbor 1-866-217-6787

Pascagoula, Mississippi 1-888-257-1857

Sabine Neches 1-888-257-1859

San Francisco Bay 1-866-727-6787

Soo Locks, Michigan 301-713-9596 (toll)

Tacoma, Washington 1-888-607-6787

Tampa Bay, Florida 1-866-827-6787

(509) Tide Tables and Tidal Current Tables are no longer

published by NOAA. Many local publishers and printers

throughout the country publish regional and localized

tide and tidal current predictions in booklet, calendar,

and other formats. The data printed in these local and

regional publications is, in many cases, obtained directly from NOAA. For availability of localized prediction tables consult marinas and marine supply

companies in your area. Two publishing firms are

printing complete east and west coast tide and tidal

current predictions for US ports and coastal areas–

(510) ProStar Publications

(511) (http://www.prostarpublications.com)

(512) International Marine Division of McGraw Hill

(513) (http://www.books.mcgraw-hill.com).

(514) Caution.–When using the Tide Tables, slack water

should not be confused with high or low water. For

ocean stations there is usually little difference between

the time of high or low water and the beginning of ebb

or flood currents; but for places in narrow channels,

landlocked harbors, or on tidal rivers, the time of slack

current may differ by several hours from the time of

high or low water. The relation of the times of high or

low water to the turning of the current depends upon a

number of factors, so that no simple general rule can be

given.

(515) Tidal Current Charts are not being maintained or

reprinted by NOAA.

National Weather Service (NWS)

National Data Buoy Center Meteorological Buoys

(516) The National Data Buoy Center (NDBC) deploys

moored meteorological buoys which provide weather

data directly to the mariner as well as to marine forecasters. In 1998, a disproportionate number of these

buoys have had mooring failures due to abrasion of the

nylon mooring line by trawls, tow lines, etc.

(517) These buoys have a watch circle radius (WCR) of

2,000 to 4,000 yards from assigned position (AP). In addition, any mooring in waters deeper than 1,000 feet

will have a floating “loop” or catenary that may be as little as 500 feet below the surface. This catenary could be

anywhere within the buoy’s WCR. Any underwater activity within this radius may contact the mooring causing a failure.

(518) To avoid cutting or damaging a moor, mariners are

urged to exercise extreme caution when navigating in

the vicinity of meteorological buoys and to remain well

clear of the watch circle. If a mooring is accidentally

contacted or cut, please notify NDBC at (228) 688-2835

or (228) 688-2436.

(519) For further information relating to these buoys

consult the NDBC home page (http://seaboard.ndbc.

noaa.gov).
Marine Weather Forecasts

(520) The National Weather Service 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, around the United States,

Guam, American Samoa, and Puerto Rico. (See Appendix A for National Weather Service Offices located in

the area covered by this Coast Pilot.)

(521) Typically, the forecasts contain information on

wind speed and direction, wave heights, visibility,

weather, and a general synopsis of weather patterns affecting the region. The forecasts are supplemented

with special marine warnings and statements, radar

summaries, marine observations, small-craft advisories, gale warnings, storm warnings and various categories of tropical cyclone warnings e.g., tropical

depression, tropical storm and hurricane warnings.

Specialized products such as coastal flood, seiche, and

tsunami warnings, heavy surf advisories, low water

statements, ice forecasts and outlooks, and lake shore

warnings and statements are issued as necessary. (For

further information, go to http://www.weather.gov/om/

marine/home.htm.)

(522) The principal means of disseminating marine

weather services and products in coastal areas is NOAA

Weather Radio. This network of more than 900 transmitters, covering all 50 states, adjacent coastal waters,

Puerto Rico, the U.S. Virgin Islands, and the U.S. Pacific Territories, is operated by the NWS and provides

continuous broadcasts of weather information for the

general public. These broadcasts repeat recorded messages every 4 to 6 minutes. Messages are updated periodically, usually every 2-3 hours and amended as

required to include the latest information. When severe weather threatens, routine transmissions are interrupted and the broadcast is devoted to emergency

warnings. (See Appendix A for NOAA Weather Radio

Stations covered by this Coast Pilot.)

(523) In coastal areas, the programming is tailored to the

needs of the marine community. Each coastal marine

forecast covers a specific area. For example, “Cape

Henlopen to Virginia Beach, out 20 miles.” The broadcast range is about 40 miles from the transmitting antenna site, depending on terrain and quality of the

receiver used. When transmitting antennas are on high

ground, the range is somewhat greater, reaching 60

miles or more. Some receivers are equipped with a

warning alert device that can be turned on by means of

a tone signal controlled by the NWS office concerned.

This signal is transmitted for 13 seconds preceding an

announcement of a severe weather warning.

(524) NWS marine weather products are also disseminated to marine users through the broadcast facilities

of the Coast Guard, Navy, and commercial marine radio

stations. Details on these broadcasts including times,

frequencies, and broadcast content are listed on the NWS

internet site, Marine Product Dissemination Information, http://www.nws.noaa.gov/om/marine/home.htm.

For marine weather services in the coastal areas, the

NWS publishes a series of Marine Weather Services

Charts showing locations of NOAA Weather Radio stations, sites, telephone numbers of recorded weather

messages and NWS offices, and other useful marine

weather information.

(525) Ships of all nations share equally in the effort to report weather observations. These reports enable meteorologists to create a detailed picture of wind, wave,

and weather patterns over the open waters that no

other data source can provide and upon which marine

forecasts are based. The effectiveness and reliability of

these forecasts and warnings plus other services to the

marine community are strongly linked to the observations received from mariners. There is an especially urgent need for ship observations in the coastal waters,

and the NWS asks that these be made and transmitted

whenever possible. Many storms originate and intensify in coastal areas. There may be a great difference in

both wind direction and speed between the open sea,

the offshore waters, and on the coast itself.

(526) Information on how ships, commercial fishermen,

offshore industries, and others in the coastal zone may

participate in the marine observation program is available from National Weather Service Port Meteorological Officers (PMOs). Port Meteorological Officers are

located in major U.S. port cities where they visit ships

in port to assist masters and mates with the weather

observation program, provide instruction on the interpretation of weather charts, calibrate barometers and

other meteorological instruments, and discuss marine

weather communications and marine weather requirements affecting the ships’ operations. (For further information on the Voluntary Observing Ship Program

and Port Meteorological Officers, go to http://www.vos.

noaa.gov.)

Space Environment Center (SEC)

(527) The Space Environment Center disseminates space

weather alerts and forecasts (information concerning

solar activity, radio propagation, etc.).

(528) For general information, see Appendix A for address and phone number.

General Information ■ Chapter 1 ■ 37
National Environmental Satellite, Data, and

Information Service (NESDIS)

(529) Among its functions, NESDIS archives, processes,

and disseminates the non-realtime meteorological and

oceanographic data collected by government agencies

and private institutions. Marine weather observations

are collected from ships at sea on a voluntary basis.

About one million observations are received annually

at NESDIS’s National Climatic Center. They come from

vessels representing every maritime nation. These observations, along with land data, are returned to the

mariners in the form of climatological summaries and

atlases for coastal and ocean areas. They are available in

such NOAA publications as the U.S. Coast Pilot, Mariners Weather Log, and Local Climatological Data, Annual Summary. They also appear in the National

Geospatial-Intelligence Agency’s Pilot Chart Atlases

and Sailing Directions Planning Guides.

DEPARTMENT OF DEFENSE

National Geospatial-Intelligence Agency (NGA)

(530) The National Geospatial-Intelligence Agency provides hydrographic, navigational, topographic, and

geodetic data, charts, maps, and related products and

services to the Armed Forces, other Federal Agencies,

the Merchant Marine and mariners in general. Publications include Sailing Directions, List of Lights, Distances Between Ports, Radio Navigational Aids,

International Code of Signals, American Practical Navigator (Bowditch), and Notice to Mariners. (See National Geospatial-Intelligence Agency Procurement

Information in Appendix A.)

U.S. Army Corps of Engineers (USACE)

(531) The U.S. Army Corps of Engineers has charge of the

improvement of the rivers and harbors of the United

States and of miscellaneous other civil works which include the administration of certain Federal laws enacted for the protection and preservation of navigable

waters of the United States; the establishment of regulations for the use, administration, and navigation of

navigable waters; the establishment of harbor lines; the

removal of sunken vessels obstructing or endangering

navigation; and the granting of permits for structures

or operations in navigable waters, and for discharges

and deposits of dredged and fill materials in these waters.

(532) Restricted areas in most places are defined and

regulations governing them are established by the U.S.

Army Corps of Engineers. The regulations are enforced

by the authority designated in the regulations, and the

areas are shown on the large-scale charts of NOS. Copies of the regulations may be obtained at the District

offices of the U.S. Army Corps of Engineers. The regulations also are included in the appropriate Coast Pilot.

(533) Information concerning the various ports, improvements, channel depths, navigable waters, and the

condition of the Intracoastal Waterways in the areas

under their jurisdiction may be obtained direct from

the District Engineer Offices. (See Appendix A for addresses.)

(534) The U.S. Army Corps of Engineers has general supervision of location, construction, and manner of

maintenance of all traps, weirs, pounds, or other fishing structures in the navigable waters of the United

States. Where State and/or local controls are sufficient

to regulate these structures, including that they do not

interfere with navigation, the U.S. Army Corps of Engineers leaves such regulation to the State or local authority. (See 33 CFR 330 (not carried in this Pilot) for

applicable Federal regulations.) Construction permits

issued by the Engineers specify the lights and signals

required for the safety of navigation.

(535) Fish havens, artificial reefs constructed to attract

fish, can be established in U.S. coastal waters only as

authorized by a U.S. Army Corps of Engineers permit;

the permit specifies the location, extent, and depth over

these mounds of rubble.

U.S. Naval Observatory

(536) The U.S. Naval Observatory (USNO) provides the

following services: automated data services for Loran-C, GPS and NAVSAT information: data service

(menu driven) parameters - 8 bit, no parity, 1 stop,

1200 to 2400 BAUD, access password CESIUM133.

Time service: 900-410-8463 or 202-762-1401. General

information: 202-762-1467.

DEPARTMENT OF HEALTH AND HUMAN

SERVICES

Food and Drug Administration (FDA)

(537) Under the provisions of the Control of Communicable Diseases Regulations (21 CFR 1240) and Interstate Conveyance Sanitation Regulations (21 CFR

1250), vessel companies operating in interstate traffic

shall obtain potable water for drinking and culinary

purposes only at watering points found acceptable to

the Food and Drug Administration. Water supplies

used in watering point operations must also be inspected to determine compliance with applicable Interstate Quarantine Regulations (42 CFR 72). These

regulations are based on authority contained in the

38 ■ Chapter 1 ■ Volume 4
Public Health Service Act (PL 78–410). Penalties for violation of any regulation prescribed under authority of

the Act are provided for under Section 368 (42 USC

271) of the Act.

(538) FDA annually publishes a list of Acceptable Vessel

Watering Points. This list is available from most FDA

offices or from Interstate Travel Sanitation Subprogram Center for Food Safety and Applied Nutrition,

FDA (HFF-312), 200 C Street SW., Washington, DC

20204. Current status of watering points can be ascertained by contacting any FDA office. (See Appendix A

for addresses.)

Public Health Service

(539) The Public Health Service administers foreign

quarantine procedures at U.S. ports of entry.

(540) All vessels arriving in the United States are subject

to public health inspection. Vessels subject to routine

boarding for quarantine inspection are only those

which have had on board during the 15 days preceding

the date of expected arrival or during the period since

departure (whichever period of time is shorter) the occurrence of any death or ill person among passengers

or crew (including those who have disembarked or

have been removed). The master of a vessel must report

such occurrences immediately by radio to the quarantine station at or nearest the port at which the vessel

will arrive.

(541) In addition, the master of a vessel carrying 13 or

more passengers must report by radio 24 hours before

arrival the number of cases (including zero) of diarrhea

in passengers and crew recorded in the ship’s medical

log during the current cruise. All cases that occur after

the 24 hour report must also be reported not less than 4

hours before arrival.

(542) Ill person means person who:

(543) 1. Has a temperature of 100°F (or 38°C) or greater,

accompanied by a rash, glandular swelling, or jaundice,

or which has persisted for more than 48 hours; or

(544) 2. Has diarrhea, defined as the occurrence in a 24

hour period of three or more loose stools or of a greater

than normal (for the person) amount of loose stools.

(545) Vessels arriving at ports under control of the

United States are subject to sanitary inspection to determine whether measures should be applied to prevent the introduction, transmission, or spread of

communicable disease.

(546) Specific public health laws, regulations, policies,

and procedures may be obtained by contacting U.S.

Quarantine Stations, U.S. Consulates or the Chief Program Operations, Division of Quarantine, Centers for

Disease Control, Atlanta, Ga. 30333. (See Appendix A

for addresses of U.S. Public Health Service Quarantine

Stations.)

DEPARTMENT OF HOMELAND SECURITY

U.S. Citizenship and Immigration Services

(547) The Immigration and Naturalization Service administers the laws relating to admission, exclusion,

and deportation of aliens, the registration and fingerprinting of aliens, and the naturalization of aliens lawfully resident in the United States.

(548) The designated ports of entry for aliens are divided

into three classes. Class A is for all aliens. Class B is

only for aliens who at the time of applying for admission are lawfully in possession of valid resident aliens’

border-crossing identification cards or valid nonresident aliens’ border-crossing identification cards or are

admissible without documents under the documentary

waivers contained in 8 CFR 212.1(a). Class C is only

for aliens who are arriving in the United States as crewmen as that term is defined in Section 101(a) (10) of the

Immigration and Nationality Act. (The term crewman

means a person serving in any capacity on board a vessel or aircraft.) No person may enter the United States

until he has been inspected by an immigration officer.

A list of the offices covered by this Coast Pilot is given

in Appendix A.

U.S. Coast Guard

(549) The Coast Guard has among its duties the enforcement of the laws of the United States on the high seas

and in coastal and inland waters of the U.S. and its possessions; enforcement of navigation and neutrality

laws and regulations; establishment and enforcement

of navigational regulations upon the Inland Waters of

the United States, including the establishment of a demarcation line separating the high seas from waters

upon which U.S. navigational rules apply; administration of the Oil Pollution Act of 1961, as amended; establishment and administration of vessel anchorages;

approval of bridge locations and clearances over navigable waters; administration of the alteration of obstructive bridges; regulation of drawbridge operations;

inspection of vessels of the Merchant Marine; admeasurement of vessels; documentation of vessels; preparation and publication of merchant vessel registers;

registration of stack insignia; port security; issuance of

Merchant Marine licenses and documents; search and

rescue operations; investigation of marine casualties

and accidents, and suspension and revocation proceedings; destruction of derelicts; operation of aids to navigation; publication of Light Lists and Local Notices to

Mariners; and operation of ice-breaking facilities.

General Information ■ Chapter 1 ■ 39
(550) The Coast Guard, with the cooperation of coast radio stations of many nations, operates the Automated

Mutual-assistance Vessel Rescue System (AMVER). It

is an international maritime mutual assistance program which provides important aid to the development

and coordination of search and rescue (SAR) efforts in

many offshore areas of the world. Merchant ships of all

nations making offshore passages are encouraged to

voluntarily send movement (sailing) reports and periodic position reports to the AMVER Center at Coast

Guard New York via selected radio stations. Information from these reports is entered into an electronic

computer which generates and maintains dead reckoning positions for the vessels. Characteristics of vessels

which are valuable for determining SAR capability are

also entered into the computer from available sources

of information.

(551) A worldwide communications network of radio stations supports the AMVER System. Propagation conditions, location of vessel, and traffic density will

normally determine which station may best be contacted to establish communications. To ensure that no

charge is applied, all AMVER reports should be passed

through specified radio stations. Those stations which

currently accept AMVER reports and apply no coastal

station, ship station, or landline charge are listed in

each issue of the “AMVER Bulletin” publication. Also

listed are the respective International radio call signs,

locations, frequency bands, and hours of operation.

The “AMVER Bulletin” is available from AMVER Maritime Relations, U.S. Coast Guard, Battery Park Building New York, NY 10004, TEL: 212-668-7764, FAX

212-668-7684. Although AMVER reports may be sent

through nonparticipating stations, the Coast Guard

cannot reimburse the sender for any charges applied.

(552) Information concerning the predicted location and

SAR characteristics of each vessel known to be within

the area of interest is made available upon request to

recognized SAR agencies of any nation or vessels needing assistance. Predicted locations are only disclosed

for reasons related to marine safety.

(553) Benefits of AMVER participation to shipping include: (1) improved chances of aid in emergencies, (2)

reduced number of calls for assistance to vessels not favorably located, and (3) reduced time lost for vessels responding to calls for assistance. An AMVER participant

is under no greater obligation to render assistance during an emergency than a vessel who is not participating.

(554) All AMVER messages should be addressed to Coast

Guard New York regardless of the station to which the

message is delivered, except those sent to Canadian stations which should be addressed to AMVER Halifax or

AMVER Vancouver to avoid incurring charges to the

vessel for these messages.

(555) Instructions guiding participation in the AMVER

System are available in the following languages: Chinese, Danish, Dutch, English, French, German, Greek,

Italian, Japanese, Korean, Norwegian, Polish, Portuguese, Russian, Spanish, and Swedish. The AMVER Users Manual is available from: AMVER Maritime

Relations; Commander, Atlantic Area, U.S. Coast

Guard, Federal Building, 431 Crawford Street,

Portsmouth, VA 23704-5004; Commander, Pacific Area,

U.S. Coast Guard, Coast Guard Island, Alameda, CA.

94501-5100; and at U.S. Coast Guard Sectors in major

U.S. ports. Requests for instructions should state the

language desired if other than English.

(556) For AMVER participants bound for U.S. ports there is

an additional benefit. AMVER participation via messages

which include the necessary information is considered

to meet the requirements of 33 CFR 160. (See

160.201, chapter 2, for rules and regulations.)

(557) AMVER Reporting Required. U.S. Maritime Administration regulations effective August 1, 1983, state

that certain U.S. flag vessels and foreign flag “War Risk”

vessels must report and regularly update their voyages

to the AMVER Center. This reporting is required of the

following: (a) U.S. flag vessels of 1,000 gross tons or

greater, operating in foreign commerce; (b) foreign flag

vessels of 1,000 gross tons or greater, for which an Interim War Risk Insurance Binder has been issued under the provisions of Title XII, Merchant Marine Act,

1936.

(558) Details of the above procedures are contained in

the AMVER Users Manual. The system is also published

in NGA Pub. 117.

(559) Search and Rescue Operation procedures are contained in the International Maritime Organization

(IMO) SAR Manual (MERSAR). U.S. flag vessels may obtain a copy of MERSAR from local Coast Guard Marine

Safety Offices and Marine Inspection Offices or by writing to U.S. Coast Guard (G-OSR), Washington, DC

20593-0001. Other flag vessels may purchase MERSAR

directly from IMO.

(560) The Coast Guard conducts and/or coordinates

search and rescue operations for surface vessels and

aircraft that are in distress or overdue. (See Distress

Signals and Communication Procedures this chapter.)

(561) Documentation (issuance of certificates of registry,

enrollments, and licenses), admeasurements of vessels,

and administration of the various navigation laws

pertaining thereto are functions of the Coast Guard.

Yacht commissions are also issued, and certain undocumented vessels required to be numbered by the Federal

Boat Safety Act of 1971 are numbered either by the

Coast Guard or by a State having an approved numbering system (the latter is most common). Owners of

40 ■ Chapter 1 ■ Volume 4
General Information ■ Chapter 1 ■ 41

vessels may obtain the necessary information from any

Coast Guard District Commander, Marine Safety Office, or Marine Inspection Office. Coast Guard District

Offices, Coast Guard Sector Offices, Coast Guard Stations, Marine Safety Offices, Captain of the Port Offices,

Marine Inspection Offices, and Documentation Offices

are listed in Appendix A. (Note: A Marine Safety Office

performs the same functions as those of a Captain of

the Port and a Marine Inspection Office. When a function is at a different address than the Marine Safety Office, it will be listed separately in Appendix A.)

U.S. Customs and Border Protection

(562) The U.S. Customs and Border Protection administers certain laws relating to:

(563) • entry and clearance of vessels and permits for

certain vessel movements between points in the United

States

(564) • prohibitions against coastwise transportation of

passengers and merchandise

(565) • salvage

(566) • dredging and towing by foreign vessels

(567) • certain activities of vessels in the fishing trade

(568) • regular and special tonnage taxes on vessels

(569) • landing and delivery of foreign merchandise (including unlading, appraisement, lighterage, drayage,

warehousing, and shipment in bond)

(570) • collection of customs duties, including duty on

imported pleasure boats and yachts and 50% duty on

foreign repairs to American vessels engaged in trade

(571) • customs treatment of sea and ship's stores while

in port and the baggage of crewmen and passengers

(572) • illegally imported merchandise

(573) • remission of penalties or forfeiture if customs or

navigation laws have been violated.

(574) The Customs Service also cooperates with many

other Federal agencies in the enforcement of statutes

they are responsible for. Customs districts and ports of

entry, including customs stations, are listed in Appendix A.

(575) The Customs and Border Protection office may issue, without charge, a cruising license, normally valid

for one year, to a yacht of a foreign country which has a

reciprocal agreement with the United States. A foreign

yacht holding a cruising license is exempt from having

to undergo formal entry and clearance procedures such

as filing manifests and obtaining permits to proceed as

well as from payment of tonnage tax and entry and

clearance fees at all but the first port of entry. These

vessels shall not engage in trade, violate the laws of the

United States, 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 which

have reciprocal agreements granting these privileges

to U.S. yachts are:

Argentina Honduras

Australia Ireland

Austria Italy

Bahama Islands Jamaica

Belgium Liberia

Bermuda Marshall Islands

Canada Netherlands

Denmark New Zealand

Finland Norway

France Sweden

Germany Switzerland

Great Britain Turkey

Greece

(576) Further information concerning cruising licenses

may be obtained from the headquarters port for the

customs district in which the license is desired or at

http://www.cbp.gov. U.S. yacht owners planning cruises

to foreign ports may contact the nearest customs district headquarters as to customs requirements.

ENVIRONMENTAL PROTECTION AGENCY

(EPA)

(577) The U.S. Environmental Protection Agency provides coordinated governmental action to assure the

protection of the environment by abating and controlling pollution on a systematic basis. The ocean dumping permit program of the Environmental Protection

Agency provides that except when authorized by permit, the dumping of any material into the ocean is prohibited by the “Marine Protection, Research, and

Sanctuaries Act of 1972, Public Law 92–532,” as

amended (33 USC 1401 et seq.).

(578) Permits for the dumping of dredged material into

waters of the United States, including the territorial

sea, and into ocean waters are issued by the U.S. Army

Corps of Engineers. Permits for the dumping of fill material into waters of the United States, including the

territorial sea, are also issued by the U.S. Army Corps of

Engineers. Permits for the dumping of other material

in the territorial sea and ocean waters are issued by the

Environmental Protection Agency.
42 ■ Chapter 1 ■ Volume 4

(579) U.S. Army Corps of Engineers regulations relating

to the above are contained in 33 CFR 323-324; Environmental Protection Agency regulations are in 40

CFR 220-229. (See Disposal Sites, this chapter.)

(580) Persons or organizations who want to file for an application for an ocean dumping permit should write the

Environmental Protection Agency Regional Office for

the region in which the port of departure is located.

(See Appendix A for addresses of regional offices and

States in the EPA coastal regions.)

(581) The letter should contain the name and address of

the applicant; name and address of person or firm; the

name and usual location of the conveyance to be used

in the transportation and dumping of the material involved; a physical description where appropriate; and

the quantity to be dumped and proposed dumping site.

(582) Everyone who writes EPA will be sent information

about a final application for a permit as soon as possible. This final application is expected to include questions about the description of the process or activity

giving rise to the production of the dumping material;

information on past activities of applicant or others

with respect to the disposal of the type of material involved; and a description about available alternative

means of disposal of the material with explanations

about why an alternative is thought by the applicant to

be inappropriate.

FEDERAL COMMUNICATIONS COMMISSION

(FCC)

(583) The Federal Communications Commission controls non-Government radio communications in the

United States, Guam, Puerto Rico, and the Virgin Islands. Commission inspectors have authority to board

ships to determine whether their radio stations comply

with international treaties, Federal Laws, and Commission regulations. The commission has field offices in

the principal U.S. ports. (See Appendix A for addresses.)

Information concerning ship radio regulations and service documents may be obtained from the Federal Communications Commission, Washington, DC 20554, or

from any of the field offices.
Navigation Regulations

(1) This chapter contains extracts from Code of Federal Regulations (CFR)that are of importance to mariners in the area covered by this Coast Pilot. Sections of

little value to the mariner are sometimes omitted.

Omitted sections are signified by the following [...]

(2) Extracts from the following titles are contained in

this chapter.

Title 15 (15 CFR): Commerce and Foreign Trade

(3) Part 922, National Marine Sanctuary Program Regulations

Title 33 (33 CFR): Navigation and Navigable Waters

(4) Part 26, Vessel Bridge-to-Bridge Radiotelephone

Regulations

(5) Part 70, Interference with or Damage to Aids to

Navigation

(6) Part 80, COLREGS Demarcation Lines

(7) Part 110, Anchorage Regulations

(8) Part 117, Drawbridge Operation Regulations

(9) Part 157, Rules for the Protection of the Marine Environment relating to Tank Vessels Carrying Oil in Bulk

(10) Part 160, Ports and Waterways Safety-General

(11) Part 161, Vessel Traffic Management

(12) Part 162, Inland Waterways Navigation Regulations

(13) Part 164, Navigation Safety Regulations (in part)

(14) Part 165, Regulated Navigation Areas and Limited

Access Areas

(15) Part 169, Mandatory Ship Reporting Systems

(16) Part 207, Navigation Regulations

(17) Part 334, Danger Zones and Restricted Area Regulations

Title 40 (40 CFR): Protection of Environment

(18) Part 140, Marine Sanitation Device Standard

Title 50 (50 CFR): Wildlife and Fisheries

(19) Part 222, General Endangered and Threatened Marine Species

(20) Part 224, Endangered Marine and Anadromous

Species

(21) Part 226, Designated Critical Habitat

Note

(22) 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. In those regulations where the enforcing agency is not cited or is unclear, recommendations for changes should be directed to the following

Federal agencies for action:

(23) National Oceanic and Atmospheric Administration: (15 CFR 922);

(24) U.S. Coast Guard: (33 CFR 26, 80, 110, 117, 160,

161, 162, 164, 165, and 169);

(25) U.S. Army Corps of Engineers: (33 CFR 207 and

334);

(26) Environmental Protection Agency: (40 CFR 140);

(27) National Marine Fisheries Service, National Oceanic and Atmospheric Administration: (50 CFR 222,

224, and 226).

TITLE 15–COMMERCE AND FOREIGN TRADE

Part 922–National Marine Sanctuary

Program Regulations

Subpart A–General

§922.1 Applicability of regulations.

(28) Unless noted otherwise, the regulations in subparts

A, D and E apply to all thirteen National Marine Sanctuaries for which site specific regulations appear in

Subparts F through R, respectively. Subparts B and C

apply to the site evaluation list and to the designation

of future Sanctuaries.

§922.2 Mission, goals, and special policies.

(29) (a) In accordance with the standards set forth in title III of the Marine Protection, Research, and Sanctuaries Act of 1972, as amended, also known as the

National Marine Sanctuaries Act (Act) the mission of

the National Marine Sanctuary program (Program) is

to identify, designate and manage areas of the marine

environment of special national, and in some cases

Navigation Regulations ■ Chapter 2 ■ 43
international, significance due to their conservation,

recreational, ecological, historical, research, educational, or aesthetic qualities.

(30) (b) The goals of the Program are to carry out the

mission to:

(31) (1) Identify and designate as National Marine Sanctuaries areas of the marine environment which are of

special national significance;

(32) (2) Provide authority for comprehensive and coordinated conservation and management of these marine

areas, and activities affecting them, in a manner which

complements existing regulatory authorities;

(33) (3) Support, promote, and coordinate scientific research on, and monitoring of, the resources of these

marine areas, especially long-term monitoring and research of these areas;

(34) (4) Enhance public awareness, understanding, appreciation, and wise use of the marine environment;

(35) (5) Facilitate to the extent compatible with the primary objective of resource protection, all public and

private uses of the resources of these marine areas not

prohibited pursuant to other authorities;

(36) (6) Develop and implement coordinated plans for

the protection and management of these areas with appropriate Federal agencies, State and local governments, Native American tribes and organizations,

international organizations, and other public and private interests concerned with the continuing health

and resilience of these marine areas;

(37) (7) Create models of, and incentives for, ways to

conserve and manage these areas;

(38) (8) Cooperate with global programs encouraging

conservation of marine resources; and

(39) (9) Maintain, restore, and enhance living resources

by providing places for species that depend upon these

marine areas to survive and propagate.

(40) (c) To the extent consistent with the policies set

forth in the Act, in carrying out the Program’s mission

and goals:

(41) (1) Particular attention will be given to the establishment and management of marine areas as National

Marine Sanctuaries for the protection of the area’s natural resource and ecosystem values; particularly for

ecologically or economically important or threatened

species or species assemblages, and for offshore areas

where there are no existing special area protection

mechanisms;

(42) (2) The size of a National Marine Sanctuary, while

highly dependent on the nature of the site’s resources,

will be no larger than necessary to ensure effective

management;

(43) (d) Management efforts will be coordinated to the

extent practicable with other countries managing marine protected areas;

(44) (e) Program regulations, policies, standards,

guidelines, and procedures under the Act concerning

the identification, evaluation, registration, and treatment of historical resources shall be consistent, to the

extent practicable, with the declared national policy for

the protection and preservation of these resources as

stated in the National Historic Preservation Act of

1966, 16 U.S.C. 470 et seq., the Archeological and Historical Preservation Act of 1974, 16 U.S.C. 469 et seq.,

and the Archeological Resources Protection Act of 1979

(ARPA), 16 U.S.C. 470aa et seq. The same degree of regulatory protection and preservation planning policy extended to historical resources on land shall be

extended, to the extent practicable, to historical resources in the marine environment within the boundaries of designated National Marine Sanctuaries. The

management of historical resources under the authority of the Act shall be consistent, to the extent practicable, with the Federal archeological program by

consulting the Uniform Regulations, ARPA (43 CFR

part 7) and other relevant Federal regulations. The Secretary of the Interior’s Standards and Guidelines for Archeology may also be consulted for guidance. These

guidelines are available from the Office of Ocean and

Coastal Management at (301) 713-3125.

§922.3 Definitions.

(45) Act means title III of the Marine Protection, Research, and Sanctuaries Act of 1972, as amended, 16

U.S.C. 1431 et seq., also known as the National Marine

Sanctuaries Act.

(46) Active Candidate means a site selected by the Secretary from the Site Evaluation List for further consideration for possible designation as a National Marine

Sanctuary.

(47) Assistant Administrator means the Assistant

Administrator for Ocean Services and Coastal Zone Management, National Oceanic and Atmospheric Administration (NOAA), or designee.

(48) Benthic community means the assemblage of organisms, substrate, and structural formations found at

or near the bottom that is periodically or permanently

covered by water.

(49) Commercial fishing means any activity that results

in the sale or trade for intended profit of fish, shellfish,

algae, or corals.

(50) Conventional hook and line gear means any fishing apparatus operated aboard a vessel and composed of

a single line terminated by a combination of sinkers

and hooks or lures and spooled upon a reel that may be

hand or electrically operated, hand-held or mounted.

This term does not include bottom longlines.

44 ■ Chapter 2 ■ Volume 4
(51) Cultural resources means any historical or cultural feature, including archaeological sites, historic

structures, shipwrecks, and artifacts.

(52) Director means, except where otherwise specified,

the Director of the Office of Ocean and Coastal Resource Management, NOAA, or designee.

(53) Exclusive economic zone means the exclusive economic zone as defined in the Magnuson Fishery Conservation and Management Act, 16 U.S. 1801 et seq.

(54) Fish wastes means waste materials resulting from

commercial fish processing operations.

(55) Historical resource means any resource possessing

historical, cultural, archaeological or paleontological

significance, including sites, contextual information,

structures, districts, and objects significantly associated with or representative of earlier people, cultures,

maritime heritage, and human activities and events.

Historical resources include “submerged cultural resources”, and also include “historical properties”, as

defined in the National Historic Preservation Act, as

amended, and its implementing regulations, as

amended.

(56) Indian tribe means any American Indian tribe,

band, group, or community recognized as such by the

Secretary of the Interior.

(57) Injure means to change adversely, either in the

long or short term, a chemical, biological or physical

attribute of, or the viability of. This includes, but is not

limited to, to cause the loss of or destroy.

(58) Lightering means at-sea transfer of petroleum-based products, materials or other matter from

vessel to vessel.

(59) Marine means those areas of coastal and ocean waters, the Great Lakes and their connecting waters, and

submerged lands over which the United States exercises jurisdiction, including the exclusive economic

zone, consistent with international law.

(60) Mineral means clay, stone, sand, gravel, metalliferous ore, non-metalliferous ore, or any other solid material or other matter of commercial value.

(61) National historic landmark means a district, site,

building, structure or object designated as such by the

Secretary of the Interior under the National Historic

Landmarks Program (36 CFR part 65).

(62) National Marine Sanctuary means an area of the

marine environment of special national significance

due to its resource or human-use values, which is designated as such to ensure its conservation and management.

(63) Person means any private individual, partnership,

corporation or other entity; or any officer, employee,

agent, department, agency or instrumentality of the

Federal Government, of any State or local unit of government, or of any foreign government.

(64) Regional Fishery Management Council means any

fishery council established under section 302 of the

Magnuson Fishery Conservation and Management Act,

16 U.S.C. 1801 et seq.

(65) Sanctuary quality means any of those ambient

conditions, physical-chemical characteristics and natural processes, the maintenance of which is essential to

the ecological health of the Sanctuary, including, but

not limited to, water quality, sediment quality and air

quality.

(66) Sanctuary resource means any living or non-living

resource of a National Marine Sanctuary that contributes to the conservation, recreational, ecological, historical, research, educational, or aesthetic value of the

Sanctuary, including, but not limited to, the substratum of the area of the Sanctuary, other submerged features and the surrounding seabed, carbonate rock,

corals and other bottom formations, coralline algae

and other marine plants and algae, marine invertebrates, brine-seep biota, phytoplankton, zooplankton,

fish, seabirds, sea turtles and other marine reptiles,

marine mammals and historical resources.

(67) Secretary means the Secretary of the United States

Department of Commerce, or designee.

(68) Shunt means to discharge expended drilling cuttings and fluids near the ocean seafloor.

(69) Site Evaluation List (SEL) means a list of selected

natural and historical resource sites selected by the

Secretary as qualifying for further evaluation for possible designation as National Marine Sanctuaries.

(70) State means each of the several States, the District

of Columbia, the Commonwealth of Puerto Rico, the

Commonwealth of the Northern Mariana Islands,

American Samoa, the United States Virgin Islands,

Guam, and any other commonwealth, territory, or possession of the United States.

(71) Subsistence use means the customary and traditional use by rural residents of areas near or in the marine environment for direct personal or family

consumption as food, shelter, fuel, clothing, tools, or

transportation; for the making and selling of handicraft

articles; and for barter, if for food or non-edible items

other than money, if the exchange is of a limited and

non-commercial nature.

(72) Take or taking means:

(73) (1) For any marine mammal, sea turtle, or seabird

listed as either endangered or threatened pursuant to

the Endangered Species Act, to harass, harm, pursue,

hunt, shoot, wound, kill, trap, capture, collect or injure, or to attempt to engage in any such conduct;

(74) (2) For any other marine mammal, sea turtle, or

seabird, to harass, hunt, capture, kill, collect or injure,

or to attempt to engage in any such conduct.

Navigation Regulations ■ Chapter 2 ■ 45
(75) For the purpose of both (1) and (2) of this definition, this includes, but is not limited to, to collect any

dead or injured marine mammal, sea turtle or seabird,

or any part thereof; to restrain or detain any marine

mammal, sea turtle or seabird, or any part thereof, no

matter how temporarily; to tag any sea turtle, marine

mammal or seabird; to operate a vessel or aircraft or to

do any other act that results in the disturbance or molestation of any marine mammal, sea turtle or seabird.

(76) Tropical fish means fish or minimal sport and food

value, usually brightly colored, often used for aquaria

purposes and which lives in a direct relationship with

live bottom communities.

(77) Vessel means a watercraft of any description capable of being used as a means of transportation in/on the

waters of the Sanctuary.

§922.4 Effect of National Marine Sanctuary

designation.

(78) The designation of a National Marine Sanctuary,

and the regulations implementing it, are binding on

any person subject to the jurisdiction of the United

States. Designation does not constitute any claim to

territorial jurisdiction on the part of the United States

for designated sites beyond the U.S. territorial sea, and

the regulations implementing the designation shall be

applied in accordance with generally recognized principles of international law, and in accordance with treaties, conventions, and other agreements to which the

United States is a party. No regulation shall apply to a

person who is not a citizen, national, or resident alien

of the United States, unless in accordance with:

(79) (a) Generally recognized principles of international law;

(80) (b) An agreement between the United States and

the foreign state of which the person is a citizen; or

(81) (c) An agreement between the United States and

the flag state of the foreign vessel, if the person is a

crew member of the vessel.

Subpart D–Management Plan Development

and Implementation

§922.30 General.

(82) (a) The Secretary shall implement each management

plan, and applicable regulations, including carrying out

surveillance and enforcement activities and conducting such research, monitoring, evaluation, and education programs as are necessary and reasonable to carry

out the purposes and policies of the Act.

(83) (b) Consistent with Sanctuary management plans,

the Secretary shall develop and implement site-specific

contingency and emergency-response plans designed

to protect Sanctuary resources. The plans shall contain

alert procedures and actions to be taken in the event of

an emergency such as a shipwreck or an oil spill.

§922.31 Promotion and coordination of Sanctuary

use.

(84) The Secretary shall take such action as is necessary

and reasonable to promote and coordinate the use of

National Marine Sanctuaries for research, monitoring,

and education purposes. Such action may include consulting with Federal agencies, or other persons to promote use of one or more Sanctuaries for research,

monitoring and education, including coordination

with the National Estuaries Research Reserve System.

Subpart E–Regulations of General Applicability

§922.40 Purpose.

(85) The purpose of the regulations in this subpart and

in subparts F through R is to implement the designations of the thirteen National Marine Sanctuaries for

which site specific regulations appear in subparts F

through R, respectively, by regulating activities affecting them, consistent with their respective terms of designation in order to protect, preserve and manage and

thereby ensure the health, integrity and continued

availability of the conservation, ecological, recreational, research, educational, historical and aesthetic

resources and qualities of these areas. Additional purposes of the regulations implementing the designation

of the Florida Keys and Hawaiian Islands Humpback

Whale National Marine Sanctuaries are found at

§§922.160, and 922.180, respectively.

§922.41 Boundaries.

(86) The boundary for each of the thirteen National Marine Sanctuaries covered by this part is described in

subparts F through R, respectively.

§922.42 Allowed Activities.

(87) All activities (e.g., fishing, boating, diving, research, education) may be conducted unless prohibited

or otherwise regulated in subparts F through R, subject

to any emergency regulations promulgated pursuant

to §§922.44, 922.111(c), 922.186, or 922.196, subject to

all prohibitions, regulations, restrictions, and conditions validly imposed by any Federal, State, or local authority of competent jurisdiction, including Federal

and State fishery management authorities, and subject

to the provisions of section 312 of the National Marine

Sanctuaries Act (NMSA), (16 U.S.C. 1431 et seq.). The

Assistant Administrator may only directly regulate

46 ■ Chapter 2 ■ Volume 4
fishing activities pursuant to the procedure set forth in

section 304(a)(5) of the NMSA.

§922.43 Prohibited or otherwise regulated

activities.

(88) Subparts F through R set forth site-specific regulations applicable to the activities specified therein.

§922.44 Emergency Regulations.

(89) Where necessary to prevent or minimize the destruction of, loss of, or injury to a Sanctuary resource

or quality, or minimize the imminent risk of such destruction, loss, or injury, any and all such activities are

subject to immediate temporary regulation, including

prohibition. The provisions of this section do not apply

to the Cordell Bank, Florida Keys, Hawaiian Islands

Humpback Whale, Thunder Bay National Marine Sanctuaries. See §§922.111(c), 922.165, and 922.186,

922.196, respectively, or the authority to issue emergency regulations with respect to those sanctuaries.

§922.45 Penalties.

(90) (a) Each violation of the NMSA or FKNMSPA, any

regulation in this part, or any permit issued pursuant

thereto, is subject to a civil penalty of not more than

$100,000. Each day of a continuing violation constitutes a separate violation.

(91) (b) Regulations setting forth the procedures governing administrative proceedings for assessment of

civil penalties, permit sanctions, and denials for enforcement reasons, issuance and use of written warnings, and release or forfeiture of seized property appear

at 15 CFR part 904.

§922.46 Response costs and damages.

(92) Under section 312 of the Act, any person who destroys, causes the loss of, or injures any Sanctuary resource is liable to the United States for response costs

and damages resulting from such destruction, loss or

injury, and any vessel used to destroy, cause the loss of,

or injure any Sanctuary resource is liable in rem to the

United States for response costs and damages resulting

from such destruction, loss or injury.

§922.47 Pre-existing authorizations or rights and

certifications of pre-existing authorizations or

rights.

(93) (a) Leases, permits, licenses, or rights of subsistence use or access in existence on the date of designation of any National Marine Sanctuary shall not be

terminated by the Director. The Director may, however,

regulate the exercise of such leases, permits, licenses,

or rights consistent with the purposes for which the

Sanctuary was designated.

(94) (b) The prohibitions listed in subparts F through P

of this part do not apply to any activity authorized by a

valid lease, permit, license, approval or other authorization in existence on the effective date of Sanctuary

designation, or in the case of the Florida Keys National

Marine Sanctuary the effective date of the regulations

in this subpart P, and issued by any Federal, State or local authority of competent jurisdiction, or by any valid

right of subsistence use or access in existence on the effective date of Sanctuary designation, or in the case of

the Florida Keys National Marine Sanctuary the effective date of the regulations in subpart P, provided that

the holder of such authorization or right complies with

certification procedures and criteria promulgated at

the time of Sanctuary designation, or in the case of the

Florida Keys National Marine Sanctuary the effective

date of the regulations in subpart P, and with any terms

and conditions on the exercise of such authorization or

right imposed by the Director as a condition of certification as the Director deems necessary to achieve the

purposes for which the Sanctuary was designated.

§922.48 National Marine Sanctuary

permits-application procedures and issuance

criteria.

(95) (a) A person may conduct an activity prohibited by

subparts F through O, if conducted in accordance with

the scope, purpose, terms and conditions of a permit issued under this section and subparts F through O, as

appropriate. For the Florida Keys National Marine

Sanctuary, a person may conduct an activity prohibited

by subpart P if conducted in accordance with the scope,

purpose, terms and conditions of a permit issued under

§922.166. For the Thunder Bay National Marine Sanctuary and Underwater Preserve, a person may conduct

an activity prohibited by Subpart R in accordance with

the scope, purpose, terms and conditions of a permit

issued §922.195.

(96) (b) Applications for permits to conduct activities

otherwise prohibited by subparts F through O should

be addressed to the Director and sent to the address

specified in subparts F through O, or subpart R, as appropriate. An application must include:

(97) (1) A detailed description of the proposed activity

including a timetable for completion:

(98) (2) The equipment, personnel and methodology to

be employed;

(99) (3) The qualifications and experience of all personnel;

(100) (4) The potential effects of the activity, if any, on

Sanctuary resources and qualities; and

(101) (5) Copies of all other required licenses, permits,

approvals or other authorizations.

Navigation Regulations ■ Chapter 2 ■ 47
(102) (c) Upon receipt of an application, the Director may

request such additional information from the applicant

as he or she deems necessary to act on the application

and may seek the views of any persons or entity, within

or outside the Federal government, and may hold a

public hearing, as deemed appropriate.

(103) (d) The Director, at his or her discretion, may issue

a permit, subject to such terms and conditions as he or

she deems appropriate, to conduct a prohibited activity,

in accordance with the criteria found in subparts F

through O, or subpart R, as appropriate. The Director

shall further impose, at minimum, the conditions set

forth in the relevant subpart.

(104) (e) A permit granted pursuant to this section is

nontransferable.

(105) (f) The Director may amend, suspend, or revoke a

permit issued pursuant to this section for good cause.

The Director may deny a permit application pursuant

to this section, in whole or in part, if it is determined

that the permittee or applicant has acted in violation of

the terms and conditions of a permit or of the regulations set forth in this section or subparts F through O,

subpart R or for other good cause. Any such action shall

be communicated in writing to the permittee or applicant by certified mail and shall set forth the reason(s)

for the action taken. Procedures governing permit

sanctions and denials for enforcement reasons are set

forth in subpart D of 15 CFR part 904.

§922.49 Notification and review of applications

for leases, licenses, permits, approvals, or other

authorizations to conduct a prohibited activity.

(106) (a) A person may conduct an activity prohibited by

subparts L through P, or subpart R, if such activity is

specifically authorized by any valid Federal, State, or

local lease, permit, license, approval, or other authorization issued after the effective date of Sanctuary designation, or in the case of the Florida Keys National

Marine Sanctuary after the effective date of the regulations in subpart P, provided that:

(107) (1) The applicant notifies the Director, in writing,

of the application for such authorization (and of any

application for an amendment, renewal, or extension of

such authorization) within fifteen (15) days of the date

of filing of the application or the effective date of Sanctuary designation, or in the case of the Florida Keys National Marine Sanctuary the effective date of the

regulations in subpart P, whichever is later;

(108) (2) The applicant complies with the other provisions of this §922.49;

(109) (3) The Director notifies the applicant and authorizing agency that he or she does not object to issuance

of the authorization (or amendment, renewal, or extension); and

(110) (4) The applicant complies with any terms and conditions the Director deems reasonably necessary to

protect Sanctuary resources and qualities.

(111) (b) Any potential applicant for an authorization described in paragraph (a) of this section may request the

Director to issue a finding as to whether the activity for

which an application is intended to be made is prohibited by subpart L through P, or subpart R, as appropriate.

(112) (c) Notification of filings of applications should be

sent to the Director, Office of Ocean and Coastal Resource Management at the address specified in

subparts L through P, or subpart R, as appropriate. A

copy of the application must accompany the notification.

(113) (d) The Director may request additional information from the applicant as he or she deems reasonably

necessary to determine whether to object to issuance of

an authorization described in paragraph (a) of this section, or what terms and conditions are reasonably necessary to protect Sanctuary resources and qualities.

The information requested must be received by the Director within 45 days of the postmark date of the request. The Director may seek the views of any persons

on the application.

(114) (e) The Director shall notify, in writing, the agency

to which application has been made of his or her pending review of the application and possible objection to

issuance. Upon completion of review of the application

and information received with respect thereto, the Director shall notify both the agency and applicant, in

writing, whether he or she has an objection to issuance

and what terms and conditions he or she deems reasonably necessary to protect Sanctuary resources and

qualities, and reasons therefor.

(115) (f) The Director may amend the terms and conditions deemed reasonably necessary to protect Sanctuary resources and qualities whenever additional

information becomes available justifying such an

amendment.

(116) (g) Any time limit prescribed in or established under this §922.49 may be extended by the Director for

good cause.

(117) (h) The applicant may appeal any objection by, or

terms or conditions imposed by, the Director to the Assistant Administrator or designee in accordance with

the provisions of §922.50.

§922.50 Appeals of administrative action.

(118) (a)(1) Except for permit actions taken for enforcement reasons (see subpart D of 15 CFR part 904 for applicable procedures), an applicant for, or a holder of, a

National Marine Sanctuary permit; an applicant for, or

a holder of, a Special Use permit pursuant to section

48 ■ Chapter 2 ■ Volume 4
310 of the Act; a person requesting certification of an

existing lease, permit, license or right of subsistence

use or access under §922.47; or, for those Sanctuaries

described in subparts L through P and subpart R, an applicant for a lease, permit, license or other authorization issued by any Federal, State, or local authority of

competent jurisdiction (hereinafter appellant) may appeal to the Assistant Administrator:

(119) (i) The granting, denial, conditioning, amendment,

suspension or revocation by the Director of a National

Marine Sanctuary or Special Use permit;

(120) (ii) The conditioning, amendment, suspension or

revocation of a certification under §922.47; or

(121) (iii) For those Sanctuaries described in subparts L

through P and subpart R, the objection to issuance of

or the imposition of terms and conditions on a lease,

permit, license or other authorization issued by any

Federal, State, or local authority of competent jurisdiction.

(122) (2) For those National Marine Sanctuaries described in subparts F through K, any interested person

may also appeal the same actions described in

§922.50(a)(1)(i) and (ii). For appeals arising from actions taken with respect to these National Marine Sanctuaries, the term “appellant” includes any such

interested persons.

(123) (b) An appeal under paragraph (a) of this section

must be in writing, state the action(s) by the Director

appealed and the reason(s) for the appeal, and be received within 30 days of receipt of notice of the action

by the Director. Appeals should be addressed to the Assistant Administrator for Ocean Services and Coastal

Zone Management, NOAA 1305 East-West Highway,

13th Floor, Silver Spring, MD 20910.

(124) (c)(1) The Assistant Administrator may request the

appellant to submit such information as the Assistant

Administrator deems necessary in order for him or her

to decide the appeal. The information requested must

be received by the Assistant Administrator within 45

days of the postmark date of the request. The Assistant

Administrator may seek the views of any other persons.

For the Monitor National Marine Sanctuary, if the appellant has requested a hearing, the Assistant Administrator shall grant an informal hearing. For all other

National Marine Sanctuaries, the Assistant Administrator may determine whether to hold an informal hearing on the appeal. If the Assistant Administrator

determines that an informal hearing should be held,

the Assistant Administrator may designate an officer

before whom the hearing shall be held.

(125) (2) The hearing officer shall give notice in the Federal Register of the time, place and subject matter of

the hearing. The appellant and the Director may appear

personally or by counsel at that hearing and submit

such material and present such arguments as deemed

appropriate by the hearing officer. Within 60 days after

the record for the hearing closes, the hearing officer

shall recommend a decision in writing to the Assistant

Administrator.

(126) (d) The Assistant Administrator shall decide the appeal using the same regulatory criteria as for the initial

decision and shall base the appeal decision on the record before the Director and any information submitted regarding the appeal, and, if a hearing has been

held, on the record before the hearing officer and the

hearing officer’s recommended decision. The Assistant

Administrator shall notify the appellant of the final decision and the reason(s) therefore in writing. The Assistant Administrator’s decision shall constitute final

agency action for the purpose of the Administrative

Procedure Act.

(127) (e) Any time limit prescribed in or established under this section other than the 30-day limit for filing an

appeal may be extended by the Assistant Administrator

or hearing office for good cause.

Subpart F–Monitor National Marine Sanctuary

§922.60 Boundary.

(128) The Monitor National Marine Sanctuary (Sanctuary) consists of a vertical water column in the Atlantic

Ocean one mile in diameter extending from the surface

to the seabed, the center of which is at 35°00'23"N. and

75°24'32"W.

§922.61 Prohibited or otherwise regulated

activities.

(129) Except as may be permitted by the Director, the following activities are prohibited and thus are unlawful

for any person to conduct or to cause to be conducted

within the Sanctuary:

(130) (a) Anchoring in any manner, stopping, remaining,

or drifting without power at any time;

(131) (b) Any type of subsurface salvage or recovery operation;

(132) (c) Diving of any type, whether by an individual or

by a submersible;

(133) (d) Lowering below the surface of the water any

grappling, suction, conveyor, dredging or wrecking device;

(134) (e) Detonating below the surface of the water any

explosive or explosive mechanism;

(135) (f) Drilling or coring the seabed;

(136) (g) Lowering, laying, positioning or raising any

type of seabed cable or cable-laying device;

(137) (h) Trawling; or

Navigation Regulations ■ Chapter 2 ■ 49
(138) (i) Discharging waster material into the water in violation of any Federal statute or regulation.

§922.62 Permit procedure and criteria.

(139) (a) Any person or entity may conduct in the Sanctuary any activity listed in §922.61 if such activity is either: (1) For the purpose of research related to the

Monitor, or (2) Pertains to salvage or recovery operations in connection with an air or marine casualty and

such person or entity is in possession of a valid permit

issued by the Director authorizing the conduct of such

activity; except that, no permit is required for the conduct of any activity immediately and urgently necessary for the protection of life, property or the

environment.

(140) (b) Any person or entity who wishes to conduct in

the Sanctuary an activity for which a permit is authorized by this section (hereafter a permitted activity)

may apply in writing to the Director for a permit to

conduct such activity citing this section as the basis for

the application. Such application should be made to:

Director, Office of Ocean and Coastal Resource Management; ATTN: Manager, Monitor National Marine

Sanctuary, Building 1519, NOAA, Fort Eustis, VA

23604-5544.

(141) (c) In considering whether to grant a permit for the

conduct of a permitted activity for the purpose of research related to the Monitor, the Secretary shall evaluate such matters as:

(142) (1) The general professional and financial responsibility of the applicant;

(143) (2) The appropriateness of the research method(s)

envisioned to the purpose(s) of the research;

(144) (3) The extent to which the conduct of any permitted activity may diminish the value of the MONITOR as

a source of historic, cultural, aesthetic and/or maritime information;

(145) (4) The end value of the research envisioned; and

(146) (5) Such other matters as the Director deems appropriate.

(147) (d) In considering whether to grant a permit for the

conduct of a permitted activity in the Sanctuary in relation to an air or marine casualty, the Director shall

consider such matters as:

(148) (1) The fitness of the applicant to do the work envisioned;

(149) (2) The necessity of conducting such activity;

(150) (3) The appropriateness of any activity envisioned

to the purpose of the entry into the Sanctuary;

(151) (4) The extent to which the conduct of any such activity may diminish the value of the Monitor as a source

of historic, cultural, aesthetic and/or maritime information; and

(152) (5) Such other matters as the Director deems appropriate.

(153) (e) In considering any application submitted pursuant to this section, the Director shall seek and consider the views of the Advisory Council on Historic

Preservation.

(154) (f) The Director may observe any activity permitted

by this section; and/or may require the submission of

one or more reports of the status or progress of such

activity.

Subpart I-Gray's Reef National Marine

Sanctuary

§922.90 Boundary.

(155) The Gray's Reef National Marine Sanctuary (Sanctuary) consists of approximately 16.68 square nautical

miles of ocean waters and the submerged lands thereunder, off the coast of Georgia. The Sanctuary boundary includes all waters and submerged lands within the

geodetic lines connecting the following coordinates:

(156) Datum: NAD83

(157) Geographic Coordinate System

(158) (1) N 31.362732 degrees W 80.921200 degrees

(159) (2) N 31.421064 degrees W 80.921201 degrees

(160) (3) N 31.421064 degrees W 80.828145 degrees

(161) (4) N 31.362732 degrees W 80.828145 degrees

(162) (5) N 31.362732 degrees W 80.921200 degrees

§922.91 Definitions.

(163) In addition to those definitions found at §922.3, the

following definitions apply to this subpart:

(164) Handline means fishing gear that is set and pulled

by hand and consists of one vertical line to which may

be attached leader lines with hooks.

(165) Rod and reel means a rod and reel unit that is not

attached to a vessel, or, if attached, is readily removable, from which a line and attached hook(s) are deployed. The line is payed out from and retrieved on the

reel manually or electrically.

(166) Stowed and not available for immediate use means

not readily accessible for immediate use, e.g., by being

securely covered and lashed to a deck or bulkhead, tied

down, unbaited, unloaded, partially disassembled, or

stowed for transit.

§922.92 Prohibited or otherwise regulated

activities.

(167) (a) Except as may be necessary for national defense

(subject to the terms and conditions of Article 5, Section 2 of the Designation Document) or to respond to

an emergency threatening life, property, or the environment, or except as may be permitted by the Director

50 ■ Chapter 2 ■ Volume 4
in accordance with §922.48 and §922.93, the following

activities are unlawful for any person to conduct or to

cause to be conducted within the Sanctuary:

(168) (1) Dredging, drilling into, or otherwise altering in

any way the submerged lands of the Sanctuary (including bottom formations).

(169) (2) Constructing any structure other than a navigation aid, or constructing, placing or abandoning any

structure, material, or other matter on the submerged

lands of the Sanctuary.

(170) (3) Discharging or depositing any material or other

matter except:

(171) (i) Fish or fish parts, bait, or chumming materials;

(172) (ii) Effluent from marine sanitation devices; and

(173) (iii) Vessel cooling water.

(174) (4) Operating a watercraft other than in accordance with the Federal rules and regulations that

would apply if there were no Sanctuary.

(175) (5)(i) Injuring, catching, harvesting, or collecting,

or attempting to injure, catch, harvest, or collect, any

marine organism, or any part thereof, living or dead,

within the Sanctuary by any means except by use of rod

and reel, handline, or spearfishing gear without

powerheads. (ii) There shall be a rebuttable presumption that any marine organism or part thereof referenced in this paragraph found in the possession of a

person within the Sanctuary has been collected from

the Sanctuary.

(176) (6) Except for possessing fishing gear stowed and

not available for immediate use, possessing or using

within the Sanctuary any fishing gear or means except

rod and reel, handline, or spearfishing gear without

powerheads.

(177) (7) Using underwater any explosives, or devices

that produce electric charges underwater.

(178) (8) Breaking, cutting, damaging, taking, or removing any bottom formation.

(179) (9) Moving, removing, damaging, or possessing, or

attempting to move, remove, damage, or possess, any

Sanctuary historical resource.

(180) (10) Anchoring any vessel in the Sanctuary, except

as provided in §922.92 when responding to an emergency threatening life, property, or the environment.

(181) (b) All activities currently carried out by the Department of Defense within the Sanctuary are essential

for the national defense and, therefore, not subject to

the prohibitions in this section. The exemption of additional activities having significant impacts shall be determined in consultation between the Director and the

Department of Defense.

§922.93 Permit procedures and criteria.

(182) (a) A person may conduct an activity prohibited by

§922.92(a)(1) through (10) if conducted in accordance

within the scope, purpose, manner, terms and conditions of a permit issued under this section and §922.48.

(183) (b) Applications for such permits should be addressed to the Director, National Marine Sanctuary

Program, ATTN: Manager, Gray's Reef National Marine

Sanctuary, 10 Ocean Science Circle, Savannah, GA

31411.

(184) (c) The Director, at his or her discretion may issue

a permit, subject to such terms and conditions as he or

she deems appropriate, to conduct an activity prohibited by §922.92(a)(1) through (10). The Director must

also find that the activity will:

(185) (1) Further research related to the resources and

qualities of the Sanctuary;

(186) (2) Further the educational, natural, or historical

resource value of the Sanctuary;

(187) (3) Further salvage or recovery operations in connection with a recent air or marine casualty; or

(188) (4) Assist in managing the Sanctuary.

(189) (d) The Director shall not issue a permit unless the

Director also finds that:

(190) (1) The applicant is professionally qualified to conduct and complete the proposed activity;

(191) (2) The applicant has adequate financial resources

available to conduct and complete the proposed activity;

(192) (3) The duration of the proposed activity is no longer than necessary to achieve its state purpose;

(193) (4) The methods and procedures proposed by the

applicant are appropriate to achieve the proposed activity's goals in relation to the activity's impacts on Sanctuary resources and qualities;

(194) (5) The proposed activity will be conducted in a

manner compatible with Sanctuary resources and

qualities, considering the extent to which the conduct

of the activity may diminish or enhance Sanctuary resources and qualities, any indirect, secondary or cumulative effects of the activity, and the duration of such

effects;

(195) (6) The proposed activity will be conducted in a

manner compatible with the value of the Sanctuary as a

source of recreation, or as a source of educational or scientific information considering the extent to which the

conduct of the activity may result in conflicts between

different users of the Sanctuary, and the duration of

such effects;

(196) (7) It is necessary to conduct the proposed activity

within the Sanctuary to achieve its purposes;

(197) (8) The reasonably expected end value of the activity to the furtherance of Sanctuary goals and purposes

outweighs any potential adverse impacts on Sanctuary

resources and qualities from the conduct of the

activity; and

Navigation Regulations ■ Chapter 2 ■ 51
(198) (9) There are no other factors that make the issuance of a permit for the activity inappropriate.

(199) (e) It shall be a condition of any permit issued that

the permit or a copy thereof be displayed on board all

vessels or aircraft used in the conduct of the activity.

(200) (f) The Director shall, inter alia, make it a condition

of any permit issued that any data or information obtained under the permit be made available to the

public.

(201) (g) The Director may, inter alia, make it a condition

of any permit issued to require the submission of one

or more reports of the status and progress of such

activity.

(202) (h) The Director may, inter alia, make it a condition

of any permit issued that a NOAA official be allowed to

observe any activity conducted under the permit and/or

that the permit holder submit one or more reports on

the status, progress or results of any activity authorized

by the permit.

Subpart P–Florida Keys National Marine

Sanctuary

§922.160 Purpose.

(203) (a) The purpose of the regulations in this subpart is

to implement the comprehensive management plan for

the Florida Keys National Marine Sanctuary by regulating activities affecting the resources of the Sanctuary

or any of the qualities, values, or purposes for which

the Sanctuary is designated, in order to protect, preserve and manage the conservation, ecological, recreational, research, educational, historical, and aesthetic

resources and qualities of the area. In particular, the

regulations in this part are intended to protect, restore,

and enhance the living resources of the Sanctuary, to

contribute to the maintenance of natural assemblages

of living resources for future generations, to provide

places for species dependent on such living resources

to survive and propagate, to facilitate to the extent

compatible with the primary objective of resource protection all public and private uses of the resources of

the Sanctuary not prohibited pursuant to other authorities, to reduce conflicts between such compatible uses,

and to achieve the other policies and purposes of the

Florida Keys National Marine Sanctuary and Protection Act and the National Marine Sanctuaries Act.

(204) (b) Section 304(e) of the NMSA requires the Secretary to review management plans and regulations every

five years, and make necessary revisions. Upon completion of the five year review of the Sanctuary management plan and regulations, the Secretary will

repropose the regulations in their entirety with any

proposed changes thereto, including those regulations

in subparts A and E of this part that apply to the Sanctuary. The Governor of the State of Florida will have the

opportunity to review the reproposed regulations before they take effect and if the Governor certifies such

regulations as unacceptable, they will not take effect in

State waters of the Sanctuary.

§922.161 Boundary.

(205) The Sanctuary consists of an area of approximately

2900 square nautical miles (9,800 square kilometers)

of coastal and ocean waters, and the submerged lands

thereunder, surrounding the Florida Keys in Florida.

Appendix I to this subpart sets forth the precise Sanctuary boundary.

§922.162 Definitions.

(206) (a) The following definitions apply to the Florida

Keys National Marine Sanctuary regulations. To the extent that a definition appears in §922.3 and this section, the definition in this section governs.

(207) Acts means the Florida Keys National Marine Sanctuary and Protection Act, as amended, (FKNMSPA)

(Pub. L. 101-605), and the National Marine Sanctuaries

Act (NMSA), also known as Title III of the Marine Protection, Research, and Sanctuaries Act, as amended,

(MPRSA) (16 U.S.C. 1431 et seq.).

(208) Adverse effect means any factor, force, or action

that independently or cumulatively damages, diminishes, degrades, impairs, destroys, or otherwise harms

any Sanctuary resource, as defined in section 302(8) of

the NMSA (16 U.S.C. 1432(8)) and in this section, or

any of the qualities, values, or purposes for which the

Sanctuary is designated.

(209) Airboat means a vessel operated by means of a motor driven propeller that pushes air for momentum.

(210) Areas To Be Avoided means the areas in which vessel operations are prohibited pursuant to section

6(a)(1) of the FKNMSPA (see §922.164(a)). Appendix

VII to this subpart sets forth the geographic coordinates of these areas, including any modifications

thereto made in accordance with section 6(a)(3) of the

FKNMSPA.

(211) Closed means all entry or use is prohibited.

(212) Coral means the corals of the Class Hydroza (stinging and hydrocorals); the Class Authozoa, Subclass

Hexacorallia, Order Scleractinia (stony corals) and

Antipatharia (black corals).

(213) Coral area means marine habitat where coral

growth abounds including patch reefs, outer bank

reefs, deepwater banks, and hardbottoms.

(214) Coral reefs means the hard bottoms, deep-water

banks, patch reefs, and outer bank reefs.

(215) Ecological Reserve means an area of the Sanctuary

consisting of contiguous, diverse habitats, within

52 ■ Chapter 2 ■ Volume 4
which uses are subject to conditions, restrictions and

prohibitions, including access restrictions, intended to

minimize human influences, to provide natural spawning, nursery, and permanent residence areas for the replenishment and genetic protection of marine life, and

also to protect and preserve natural assemblages of

habitats and species within areas representing a broad

diversity of resources and habitats found within the

Sanctuary. Appendix IV to this subpart sets forth the

geographic coordinates of these areas.

(216) Existing Management Area means an area of the

Sanctuary that is within or is a resource management

area established by NOAA or by another Federal authority of competent jurisdiction as of the effective date

of these regulations where protections above and beyond those provided by Sanctuary-wide prohibitions

and restrictions are needed to adequately protect resources. Appendix II to this subpart sets forth the geographic coordinates of these areas.

(217) Exotic species means a species of plant, invertebrate, fish, amphibian, reptile or mammal whose natural zoogeographic range would not have included the

waters of the Atlantic Ocean, Caribbean, or Gulf of Mexico without passive or active introduction to such area

through anthropogenic means.

(218) Fish means finfish, mollusks, crustaceans, and all

forms of marine animal and plant life other than marine mammals and birds.

(219) Fishing means: (1) The catching, taking, or harvesting of fish; the attempted catching, taking, or harvesting of fish; any other activity which can reasonably

be expected to result in the catching, taking, or harvesting of fish; or any operation at sea in support of, or

in preparation for, any activity described in this subparagraph (1).

(220) (2) Such term does not include any scientific research activity which is conducted by a scientific research vessel.

(221) Hardbottom means a submerged marine community comprised of organisms attached to exposed solid

rock substrate. Hardbottom is the substrate to which

corals may attach but does not include the corals themselves.

(222) Idle speed only/no-wake means a speed at which a

boat is operated that is no greater than 4 knots or does

not produce a wake.

(223) Idle speed only/no-wake zone means a portion of

the Sanctuary where the speed at which a boat is operated may be no greater than 4 knots or may not produce

a wake.

(224) Length overall (LOA) or length means, as used in

§922.167 with respect to a vessel, the horizontal distance, rounded to the nearest foot (with 0.5 ft and above

rounded upward), between the foremost part of the

stem and the aftermost part of the stern, excluding

bowsprits, rudders, outboard motor brackets, and similar fittings or attachments.

(225) Live rock means any living marine organism or an

assemblage thereof attached to a hard substrate, including dead coral or rock but not individual mollusk

shells (e.g., scallops, clams, oysters). Living marine organisms associated with hard bottoms, banks, reefs,

and live rock may include, but are not limited to: sea

anemones (Phylum Cnidaria: Class Anthozoa: Order

Actinaria); sponges (Phylum Porifera); tube worms

(Phylum Annelida), including fan worms, feather

duster worms, and Christmas tree worms; bryozoans

(Phylum Bryzoa); sea squirts (Phylum Chordata); and

marine algae, including Mermaid’s fan and cups

(Udotea spp.), corraline algae, green feather, green

grape algae (Caulerpa spp.) and watercress (Halimeda

spp.).

(226) Marine life species means any species of fish, invertebrate, or plant included in sections (2), (3), or (4) of

Rule 46 –42.001, Florida Administrative Code, reprinted in Appendix VIII to this subpart.

(227) Military activity means an activity conducted by

the Department of Defense with or without participation by foreign forces, other than civil engineering and

other civil works projects conducted by the U.S. Army

Corps of Engineers.

(228) No-access buffer zone means a portion of the Sanctuary where vessels are prohibited from entering regardless of the method of propulsion.

(229) No motor zone means an area of the Sanctuary

where the use of internal combustion motors is prohibited. A vessel with an internal combustion motor may

access a no motor zone only through the use of a push

pole, paddle, sail, electric motor or similar means of operation but is prohibited from using it’s internal combustion motor.

(230) Not available for immediate use means not readily

accessible for immediate use, e.g., by being stowed unbaited in a cabin, locker, rod holder, or similar storage

area, or by being securely covered and lashed to a deck

or bulkhead.

(231) Officially marked channel means a channel

marked by Federal, State of Florida, or Monroe County

officials of competent jurisdiction with navigational

aids except for channels marked idle speed only/no

wake.

(232) Personal watercraft means any jet air-powered

watercraft operated by standing, sitting, or kneeling on

or behind the vessel, in contrast to a conventional boat,

where the operator stands or sits inside the vessel, and

that uses an inboard engine to power a water jet pump

for propulsion, instead of a propeller as in a conventional boat.

Navigation Regulations ■ Chapter 2 ■ 53
(233) Prop dredging means the use of a vessel’s propulsion wash to dredge or otherwise alter the seabed of the

Sanctuary. Prop dredging includes, but is not limited

to, the use of propulsion wash deflectors or similar

means of dredging or otherwise altering the seabed of

the Sanctuary. Prop dredging does not include the disturbance to bottom sediments resulting from normal

vessel propulsion.

(234) Prop scarring means the injury to seagrasses or

other immobile organisms attached to the seabed of

the Sanctuary caused by operation of a vessel in a manner that allows its propeller or other running gear, or

any part thereof, to cause such injury (e.g., cutting seagrass rhizomes). Prop scarring does not include minor

disturbances to bottom sediments or seagrass blades

resulting from normal vessel propulsion.

(235) Residential shoreline means any man-made or natural:

(236) (1) Shoreline,

(237) (2) Canal mouth,

(238) (3) Basin, or

(239) (4) Cove adjacent to any residential land use district, including improved subdivision, suburban residential or suburban residential limited, sparsely

settled, urban residential, and urban residential mobile

home under the Monroe County land development regulations.

(240) Sanctuary means the Florida Keys National Marine Sanctuary.

(241) Sanctuary Preservation Area means an area of the

Sanctuary that encompasses a discrete, biologically

important area, within which uses are subject to conditions, restrictions and prohibitions, including access

restrictions, to avoid concentrations of uses that could

result in significant declines in species populations or

habitat, to reduce conflicts between uses, to protect areas that are critical for sustaining important marine

species or habitats, or to provide opportunities for scientific research. Appendix V to this subpart sets forth

the geographic coordinates of these areas.

(242) Sanctuary wildlife means any species of fauna, including avifauna, that occupy or utilize the submerged

resources of the Sanctuary as nursery areas, feeding

grounds, nesting sites, shelter, or other habitat during

any portion of their life cycles.

(243) Seagrass means any species of marine angiosperms (flowering plants) that inhabit portions of the

seabed in the Sanctuary. Those species include, but are

not limited to: Thalassia testudinum (turtle grass);

Syringodium filiforme (manatee grass); Halodule

wrightii (shoal grass); Halophila decipiens, H.

engelmannii, H. johnsonii; and Ruppia maritima.

(244) Special-use Area means an area of the Sanctuary

set aside for scientific research and educational

purposes, recovery or restoration of Sanctuary resources, monitoring, to prevent use or user conflicts,

to facilitate access and use, or to promote public use

and understanding of Sanctuary resources. Appendix

VI to this part sets forth the geographic coordinates of

these areas.

(245) Stem means the foremost part of a vessel, consisting of a section of timber or fiberglass, or cast, forged,

or rolled metal, to which the sides of the vessel are

united at the fore end, with the lower end united to the

keel, and with the bowsprit, if one is present, resting on

the upper end.

(246) Stern means the aftermost part of the vessel.

(247) Tank vessel means any vessel that is constructed or

adapted to carry, or that carries, oil or hazardous material in bulk as cargo or cargo residue, and that -

(248) (1) Is a United States flag vessel;

(249) (2) Operates on the navigable waters of the United

States; or

(250) (3) Transfers oil or hazardous material in a port or

place subject to the jurisdiction of the United States [46

U.S.C. 2101].

(251) Traditional fishing means those commercial or

recreational fishing activities that were customarily

conducted within the Sanctuary prior to its designation as identified in the Environmental Impact Statement and Management Plan for this Sanctuary.

(252) Tropical fish means any species included in section

(2) of Rule 46–42.001, Florida Administrative Code, reproduced in Appendix VIII to this subpart, or any part

thereof.

(253) Vessel means a watercraft of any description, including, but not limited to, motorized and non-motorized watercraft, personal watercraft, airboats, and float

planes while maneuvering on the water, capable of being used as a means of transportation in/on the waters

of the Sanctuary. For purposes of this part, the terms

“vessel,” “watercraft,” and “boat” have the same meaning.

(254) Wildlife Management Area means an area of the

Sanctuary established for the management, protection,

and preservation of Sanctuary wildlife resources, including such an area established for the protection and

preservation of endangered or threatened species or

their habitats, within which access is restricted to minimize disturbances to Sanctuary wildlife; to ensure

protection and preservation consistent with the Sanctuary designation and other applicable law governing

the protection and preservation of wildlife resources in

the Sanctuary. Appendix III to this subpart lists these

areas and their access restrictions.

(255) (b) Other terms appearing in the regulations in this

part are defined at 15 CFR 922.3, and/or in the Marine

Protection, Research, and Sanctuaries Act (MPRSA), as

54 ■ Chapter 2 ■ Volume 4
amended, 33 U.S.C. 1401 et seq. and 16 U.S.C., 1431 et

seq.

§922.163 Prohibited activities—Sanctuary-wide.

(256) (a) Except as specified in paragraph (b) through (e)

of this section, the following activities are prohibited

and thus are unlawful for any person to conduct or to

cause to be conducted:

(257) (1) Mineral and hydrocarbon exploration, development and production. Exploring for, developing, or

producing minerals or hydrocarbons within the Sanctuary.

(258) (2) Removal of, injury to, or possession of coral or

live rock. (i) Moving, removing, taking, harvesting,

damaging, disturbing, breaking, cutting, or otherwise

injuring, or possessing (regardless of where taken

from) any living or dead coral, or coral formation, or attempting any of these activities, except as permitted

under 50 CFR part 638.

(259) (ii) Harvesting, or attempting to harvest, any live

rock from the Sanctuary, or possessing (regardless of

where taken from) any live rock within the Sanctuary,

except as authorized by a permit for the possession or

harvest from aquaculture operations in the Exclusive

Economic Zone, issued by the National Marine Fisheries Service pursuant to applicable regulations under

the appropriate Fishery Management Plan, or as authorized by the applicable State authority of competent jurisdiction within the Sanctuary for live rock cultured

on State submerged lands leased from the State of

Florida, pursuant to applicable State law. See §370.027,

Florida Statutes and implementing regulations.

(260) (3) Alteration of or construction on, the seabed.

Drilling into, dredging, or otherwise altering the seabed of the Sanctuary, or engaging in prop-dredging; or

constructing, placing or abandoning any structure,

material, or other matter on the seabed of the Sanctuary, except as an incidental result of:

(261) (i) Anchoring vessels in a manner not otherwise

prohibited by this part (see §§922.163(a)(5)(ii) and

922.164(d)(1)(v));

(262) (ii) Traditional fishing activities not otherwise prohibited by this part;

(263) (iii) Installation and maintenance of navigational

aids by, or pursuant to valid authorization by, any Federal, State, or local authority of competent jurisdiction;

(264) (iv) Harbor maintenance in areas necessarily associated with Federal water resource development projects

in existence on July 1, 1997, including maintenance

dredging of entrance channels and repair, replacement,

or rehabilitation of breakwaters or jetties;

(265) (v) Construction, repair, replacement, or rehabilitation of docks, seawalls, breakwaters, piers, or marinas with less than ten slips authorized by any valid

lease, permit, license, approval, or other authorization

issued by any Federal, State, or local authority of competent jurisdiction.

(266) (4) Discharge or deposit of materials or other matter. (i) Discharging or depositing, from within the

boundary of the Sanctuary, any material or other matter, except:

(267) (A) Fish, fish parts, chumming materials, or bait

used produced incidental to and while conducting a

traditional fishing activity in the Sanctuary;

(268) (B) Biodegradable effluent incidental to vessel use

and generated by a marine sanitation device approved

in accordance with Section 312 of the Federal Water

Pollution Control Act, as amended, (FWPCA), 33 U.S.C.

1322 et seq.;

(269) (C) Water generated by routine vessel operations

(e.g., deck wash down and graywater as defined in section 312 of the FWPCA), excluding oily wastes from

bilge pumping; or

(270) (D) Cooling water from vessels or engine exhaust;

(271) (ii) Discharging or depositing, from beyond the

boundary of the Sanctuary, any material or other matter that subsequently enters the Sanctuary and injures

a Sanctuary resource or quality, except those listed in

paragraph (a)(4)(i)(A) through (D) of this section and

those authorized under Monroe County land use

permits.

(272) (5) Operation of Vessels. (i) Operating a vessel in

such a manner as to strike or otherwise injure coral,

seagrass, or any other immobile organism attached to

the seabed, including, but not limited to, operating a

vessel in such a manner as to cause prop-scarring.

(273) (ii) Having a vessel anchored on living coral other

than hardbottom in water depths less than 50 feet

when visibility is such that the seabed can be seen.

(274) (iii) Except in officially marked channels, operating

a vessel at a speed greater than 4 knots or in a manner

which creates a wake:

(275) (A) Within an area designated idle speed only/no

wake;

(276) (B) Within 100 yards of navigational aids indicating

emergent or shallow reefs (international diamond

warning symbol);

(277) (C) Within 100 feet of the red and white “divers

down” flag (or the blue and white “alpha” flag in Federal waters);

(278) (D) Within 100 yards of residential shorelines; or

(279) (E) Within 100 yards of stationary vessels.

(280) (iv) Operating a vessel in such a manner as to injure or take wading, roosting, or nesting birds or marine mammals.

(281) (v) Operating a vessel in a manner which endangers life, limb, marine resources, or property.

Navigation Regulations ■ Chapter 2 ■ 55
(282) (6) Conduct of diving/snorkeling without flag. Diving or snorkeling without flying in a conspicuous manner the red and white “divers down” flag (or the blue

and white “alpha” flag in Federal waters).

(283) (7) Release of exotic species. Introducing or releasing an exotic species of plant, invertebrate, fish, amphibian, or mammals into the Sanctuary.

(284) (8) Damage or removal of markers. Marking, defacing, or damaging in any way or displacing, removing, or tampering with any official signs, notices, or

placards, whether temporary or permanent, or with

any navigational aids, monuments, stakes, posts,

mooring buoys, boundary buoys, trap buoys, or scientific equipment.

(285) (9) Movement of, removal of, injury to, or possession of Sanctuary historical resources. Moving, removing, injuring, or possessing, or attempting to move,

remove, injure, or possess, a Sanctuary historical resource.

(286) (10) Take or possession of protected wildlife. Taking any marine mammal, sea turtle, or seabird in or

above the Sanctuary, except as authorized by the Marine Mammal Protection Act, as amended, (MMPA), 16

U.S.C. 1361 et seq., the Endangered Species Act, as

amended, (ESA), 16 U.S.C. 1531 et seq., and the Migratory Bird Treaty Act, as amended, (MBTA) 16 U.S.C. 703

et seq.

(287) (11) Possession or use of explosives or electrical

charges. Possessing, or using explosives, except

powerheads, or releasing electrical charges within the

Sanctuary.

(288) (12) Harvest or possession of marine life species.

Harvesting, possessing, or landing any marine life species, or part thereof, within the Sanctuary, except in accordance with rules 46–42.001 through 46–42.003,

46–42.0035, and 46–42.004 through 46–42.007, and

46–42.009 of the Florida Administrative Code, reproduced in Appendix VIII to this subpart, and such rules

shall apply mutatis mutandis (with necessary editorial

changes) to all Federal and State waters within the

Sanctuary.

(289) (13) Interference with law enforcement. Interfering with, obstructing, delaying or preventing an investigation, search, seizure, or disposition of seized

property in connection with enforcement of the Acts or

any regulation or permit issued under the Acts.

(290) (b) Notwithstanding the prohibitions in this section and in §922.164, and any access and use restrictions imposed pursuant thereto, a person may conduct

an activity specifically authorized by, and conducted in

accordance with the scope, purpose, terms, and conditions of, a National Marine Sanctuary permit issued

pursuant to §922.166.

(291) (c) Notwithstanding the prohibitions in this section and in §922.164, and any access and use restriction

imposed pursuant thereto, a person may conduct an

activity specifically authorized by a valid Federal, State,

or local lease, permit, license, approval, or other authorization in existence on the effective date of these regulations, or by any valid right of subsistence use or

access in existence on the effective date of these regulations, provided that the holder of such authorization or

right complies with §922.167 and with any terms and

conditions on the exercise of such authorization or

right imposed by the Director as a condition of certification as he or she deems reasonably necessary to

achieve the purposes for which the Sanctuary was designated.

(292) (d) Notwithstanding the prohibitions in this section

and in §922.164, and any access and use restrictions imposed pursuant thereto, a person may conduct an activity specifically authorized by any valid Federal, State,

or local lease, permit, license, approval, or other authorization issued after the effective date of these regulations, provided that the applicant complies with

§922.168, the Director notifies the applicant and authorizing agency that he or she does not object to issuance of the authorization, and the applicant complies

with any terms and conditions the Director deems reasonably necessary to protect Sanctuary resources and

qualities. Amendments, renewals and extensions of authorizations in existence on the effective date of these

regulations constitute authorizations issued after the

effective date of these regulations.

(293) (e)(1) All military activities shall be carried out in a

manner that avoids to the maximum extent practical

any adverse impacts on Sanctuary resources and qualities. The prohibitions in paragraph (a) of this section

and §922.164 do not apply to existing classes of military

activities which were conducted prior to the effective

date of these regulations, as identified in the Environmental Impact Statement and Management Plan for

the Sanctuary. New military activities in the Sanctuary

are allowed and may be exempted from the prohibitions

in paragraph (a) of this section and in §922.164 by the

Director after consultation between the Director and

the Department of Defense pursuant to section 304(d)

of the NMSA. When a military activity is modified such

that it is likely to destroy, cause the loss of, or injure a

Sanctuary resource or quality in a manner significantly

greater than was considered in a previous consultation

under section 304(d) of the NMSA, or it is likely to destroy, cause the loss of, or injure a Sanctuary resource

or quality not previously considered in a previous consultation under section 304(d) of the NMSA, the activity is considered a new activity for purposes of this

paragraph. If it is determined that an activity may be

56 ■ Chapter 2 ■ Volume 4
carried out, such activity shall be carried out in a manner that avoids to the maximum extent practical any

adverse impact on Sanctuary resources and qualities.

(294) (2) In the event of threatened or actual destruction

of, loss of, or injury to a Sanctuary resource or quality

resulting from an untoward incident, including but not

limited to spills and groundings caused by the Department of Defense, the cognizant component shall

promptly coordinate with the Director for the purpose

of taking appropriate actions to prevent, respond to or

mitigate the harm and, if possible, restore or replace

the Sanctuary resource or quality.

(295) (f) The prohibitions contained in paragraph (a)(5)

of this section do not apply to Federal, State and local

officers while performing enforcement duties and/or

responding to emergencies that threaten life, property,

or the environment in their official capacity.

(296) (g) Notwithstanding paragraph (b) of this section

and paragraph (a) of §922.168, in no event may the Director issue a permit under §922.166 authorizing, or

otherwise approve, the exploration for, leasing, development, or production of minerals or hydrocarbons

within the Sanctuary, the disposal of dredged material

within the Sanctuary other than in connection with

beach renourishment or Sanctuary restoration projects, or the discharge of untreated or primary treated

sewage (except by a certification, pursuant to §922.167,

of a valid authorization in existence on the effective

date of these regulations), and any purported authorizations issued by other authorities after the effective

date of these regulations for any of these activities

within the Sanctuary shall be invalid.

(297) (h) Any amendment to these regulations shall not

take effect in Florida State waters until approved by the

Board of Trustees of the Internal Improvement Trust

Fund of the State of Florida. Any fishery regulations in

the Sanctuary shall not take effect in Florida State waters until established by the Florida Marine Fisheries

Commission.

§922.164 Additional activity regulations by

Sanctuary area.

(298) In addition to the prohibitions set forth in

§922.163, which apply throughout the Sanctuary, the

following regulations apply with respect to activities

conducted within the Sanctuary areas described in this

section and in Appendix (II) through (VII) to this

subpart. Activities located within two or more overlapping Sanctuary areas are concurrently subject to the

regulations applicable to each overlapping area.

(299) (a) Areas To Be Avoided. Operating a tank vessel or

a vessel greater than 50 meters in registered length is

prohibited in all areas to be avoided, except if such vessel is a public vessel and its operation is essential for

national defense, law enforcement, or responses to

emergencies that threaten life, property, or the environment. Appendix VII to this subpart sets forth the

geographic coordinates of these areas.

(300) (b) Existing Management Areas.–(1) Key Largo

and Looe Key Management Areas. The following activities are prohibited within the Key Largo and Looe Key

Management Areas (also known as the Key Largo and

Looe Key National Marine Sanctuaries) described in

Appendix II to this subpart:

(301) (i) Removing, taking, damaging, harmfully disturbing, breaking, cutting, spearing or similarly injuring any coral or other marine invertebrate, or any

plant, soil, rock, or other material, except commercial

taking of spiny lobster and stone crab by trap and recreational taking of spiny lobster by hand or by hand gear

which is consistent with these regulations and the applicable egulations implementing the applicable Fishery Management Plan.

(302) (ii) Taking any tropical fish.

(303) (iii) Fishing with wire fish traps, bottom trawls,

dredges, fish sleds, or similar vessel-towed or anchored

bottom fishing gear or nets.

(304) (iv) Fishing with, carrying or possessing, except

while passing through without interruption or for law

enforcement purposes: pole spears, air rifles, bows and

arrows, slings, Hawaiian slings, rubber powdered

arbaletes, pneumatic and spring-loaded guns or similar

devices known as spearguns.

(305) (2) Great White Heron and Key West National

Wildlife Refuge Management Areas. Operating a personal watercraft, operating an airboat, or water skiing

except within Township 66 South, Range 29 East, Sections 5, 11, 12 and 14; Township 66 South, Range 28

East, Section 2; Township 67 South, Range 26 East,

Sections 16 and 20, all Tallahassee Meridian, are prohibited within the marine portions of the Great White

Heron and Key West National Wildlife Refuge Management Areas described in Appendix II to this subpart:

(306) (c) Wildlife Management Areas. (1) Marine portions of the Wildlife Management Areas listed in Appendix III to this subpart or portions thereof may be

designated “idle speed only/no-wake”, “no-motor” or

“no-access buffer” zones or “closed.” The Director, in

cooperation with other Federal, State, or local resource

management authorities, as appropriate, shall post

signs conspicuously, using mounting posts, buoys, or

other means according to location and purpose, at appropriate intervals and locations, clearly delineating an

area as an “idle speed only/no wake”, a “no- motor”, or a

“no-access buffer” zone or as “closed”, and allowing instant, long-range recognition by boaters. Such signs

shall display the official logo of the Sanctuary.

Navigation Regulations ■ Chapter 2 ■ 57
(307) (2) The following activities are prohibited within

the marine portions of the Wildlife Management Areas

listed in Appendix III to this subpart:

(308) (i) In those marine portions of any Wildlife Management Area designated an “ idle speed only/no wake”

zone in Appendix III to this subpart, operating a vessel

at a speed greater that idle speed only/no wake.

(309) (ii) In those marine portions of any Wildlife Management Area designated a “no-motor” zone in Appendix III to this subpart, using internal combustion

motors or engines for any purposes. A vessel with an internal combustion motor or engine may access a

“no-motor” zone only through the use of a push pole,

paddle, sail, electric motor or similar means of propulsion.

(310) (iii) In those marine portions of any Wildlife Management Area designated a “no-access buffer” zone in

Appendix III of this subpart, entering the area by vessel.

(311) (iv) In those marine portions of any Wildlife Management Area designated as closed in Appendix III to

this subpart, entering or using the area.

(312) (3) The Director shall coordinate with other Federal, State, or local resource management authorities,

as appropriate, in the establishment and enforcement

of access restrictions described in paragraph (c)(2)

(i)–(iv) of this section in the marine portions of Wildlife

Management Areas.

(313) (4) The Director may modify the number and location of access restrictions described in paragraph (c)(2)

(i)–(iv) of this section within the marine portions of a

Wildlife Management Area if the Director finds that

such action is reasonably necessary to minimize disturbances to Sanctuary wildlife, or to ensure protection and preservation of Sanctuary wildlife consistent

with the purposes of the Sanctuary designation and

other applicable law governing the protection and preservation of wildlife resources in the Sanctuary. The Director will effect such modification by:

(314) (i) Publishing in the Federal Register, after notice

and an opportunity for public comments in accordance, an amendment to the list of such areas set forth

in Appendix III to this subpart, and a notice regarding

the time and place where maps depicting the precise locations of such restrictions will be made available for

public inspection, and

(315) (ii) Posting official signs delineating such restrictions in accordance with paragraph (c)(1) of this section.

(316) (d) Ecological Reserves and Sanctuary Preservation Areas. (1) The following activities are prohibited

within the Ecological Reserves described in Appendix

IV to this subpart, and within the Sanctuary Preservation Areas, described in Appendix V to this subpart:

(317) (i) Discharging or depositing any material or other

matter except cooling water or engine exhaust.

(318) (ii) Possessing, moving, harvesting, removing, taking, damaging, disturbing, breaking, cutting, spearing,

or otherwise injuring any coral, marine invertebrate,

fish, bottom formation, algae, seagrass or other living

or dead organism, including shells, or attempting any

of these activities. However, fish, invertebrates, and

marine plants may be possessed aboard a vessel in an

Ecological Reserve or Sanctuary Preservation Area,

provided such resources can be shown not to have been

harvested within, removed from, or taken within, the

Ecological Reserve or Sanctuary Preservation Area, as

applicable, by being stowed in a cabin, locker, or similar

storage area prior to entering and during transit

through such reserves or areas.

(319) (iii) Except for catch and release fishing by trolling

in the Conch Reef, Alligator Reef, Sombrero Reef, and

Sand Key SPAs, fishing by any means. However, gear

capable of harvesting fish may be aboard a vessel in an

Ecological Reserve or Sanctuary Preservation Area,

provided such gear is not available for immediate use

when entering and during transit through such Ecological Reserve or Sanctuary Preservation Area, and no

presumption of fishing activity shall be drawn therefrom.

(320) (iv) Touching living or dead coral, including but

not limited to, standing on a living or dead coral formation.

(321) (v) Anchoring in the Tortugas Ecological Reserve.

In all other Ecological Reserves and Sanctuary Preservation Areas, placing any anchor in a way that allows

the anchor or any portion of the anchor apparatus (including the anchor, chain or rope) to touch living or

dead coral, or any attached living organism. When anchoring dive boats, the first diver down must inspect

the anchor to ensure that it is not touching living or

dead coral, and will not shift in such a way as to touch

such coral or other attached organism. No further diving shall take place until the anchor is placed in accordance with these requirements.

(322) (vi) Except in the Tortugas Ecological Reserve

where mooring buoys must be used, anchoring instead

of mooring when a mooring buoy is available or anchoring in other than a designated anchoring area

when such areas have been designated and are available.

(323) (vii) Except for passage without interruption

though that area, for law enforcement purposes, or for

purposes of monitoring pursuant to paragraph (d)(2) of

this section, violating a temporary access restriction

imposed by the Director pursuant to paragraph (d)(2)

of this section.

58 ■ Chapter 2 ■ Volume 4
(324) (viii) Except for passage without interruption

through the area, for law enforcement purposes, or for

purposes of monitoring pursuant to paragraph (d)(2) of

this section: entering the Tortugas South area of the

Tortugas Ecological Reserve; or entering the Tortugas

North area of the Tortugas Ecological Reserve without

a valid access permit issued pursuant to §922.167 or

entering or leaving the Tortugas North area with a valid

access permit issued pursuant to §922.167 without notifying FKNMS staff at the Dry Tortugas National Park

office by telephone or radio no less than 30 minutes

and no more than 6 hours, before entering and upon

leaving the Tortugas Ecological Reserve.

(325) (ix) Tying a vessel greater than 100 feet (30.48 meters) LOA, or tying more than one vessel (other than

vessels carried on board a vessel) if combined lengths

would exceed 100 feet (30.48 meters) LOA, to a mooring buoy or to a vessel tied to a mooring buoy in the

Tortugas Ecological Reserve.

(326) (2) The Director may temporarily restrict access to

any portion of any Sanctuary Preservation Area or Ecological Reserve if the Director, on the basis of the best

available data, information and studies, determines

that a concentration of use appears to be causing or

contributing to significant degradation of the living resources of the area and that such action is reasonably

necessary to allow for recovery of the living resources

of such area. The Director will provide for continuous

monitoring of the area during the pendency of the restriction. The Director will provide public notice of the

restriction by publishing a notice in the Federal Register, and by such other means as the Director may deem

appropriate. The Director may only restrict access to an

area for a period of 60 days, with one additional 60 day

renewal. The Director may restrict access to an area for

a longer period pursuant to a notice and opportunity

for public comment rulemaking under the Administrative Procedure Act. Such restriction will be kept to the

minimum amount of area necessary to achieve the purpose thereof.

(327) (e) Special-use Areas. (1) The Director may set

aside discrete areas of the Sanctuary as Special-use Areas, and, by designation pursuant to this paragraph,

impose the access and use restrictions specified in

paragraph (e)(3) of this section. Special-use Areas are

described in Appendix VI to this subpart, in accordance

with the following designations and corresponding objectives:

(328) (i) “Recovery area” to provide for the recovery of

Sanctuary resources from degradation or other injury

attributable to human uses;

(329) (ii) “Restoration area” to provide for restoration of

degraded or otherwise injured Sanctuary resources;

(330) (iii) “Research-only area” to provide for scientific

research or education relating to protection and management through the issuance of a Sanctuary General

permit for research pursuant to §922.166; and

(331) (iv) “Facilitated-use area” to provide for the prevention of use or user conflicts or the facilitation of access

and use, or to promote public use and understanding, of

Sanctuary resources through the issuance of special-use permits.

(332) (2) A Special-use Area shall be no larger than the

size the Director deems reasonably necessary to accomplish the applicable objective.

(333) (3) Persons conducting activities within any Special-use Area shall comply with the access and use restrictions specified in this paragraph and made

applicable to such area by means of its designations as a

“recovery area,” “restoration area,” “research-only

area,” or “facilitated-use area.” Except for passage without interruption through the area or for law enforcement purposes, no person may enter a Special-use Area

except to conduct or cause to be conducted the following activities:

(334) (i) In such area designated as a “recovery area” or a

“restoration area,” habitat manipulation related to restoration of degraded or otherwise injured Sanctuary

resources, or activities reasonably necessary to monitor recovery of degraded or otherwise injured Sanctuary resources;

(335) (ii) In such area designated as a “research only

area,” scientific research or educational use specifically

authorized by and conducted in accordance with the

scope, purpose, terms and conditions of a valid National Marine Sanctuary General or Historical Resources permit, or

(336) (iii) In such area designated as a “facilitated-use

area,” activities specified by the Director or specifically

authorized by and conducted in accordance with the

scope, purpose, terms, and conditions of a valid Special-use permit.

(337) (4)(i) The Director may modify the number of, location of, or designations applicable to, Special-use

Areas by publishing in the Federal Register, after notice and an opportunity for public comment in accordance with the Administration Procedure Act, an

amendment to Appendix VI to this subpart, except that,

with respect to such areas designated as a “recovery

area,” “restoration area,” or “research only area,” the

Director may modify the number of, location of, or designation applicable to, such areas by publishing a notice of such action in the Federal Register if the

Director determines that immediate action is reasonably necessary to:

Navigation Regulations ■ Chapter 2 ■ 59
(338) (A) Prevent significant injury to Sanctuary resources where circumstances create an imminent risk

to such resources;

(339) (B) Initiate restoration activity where a delay in

time would significantly impair the ability of such restoration activity to succeed;

(340) (C) Initiate research activity where an unforeseen

natural event produces an opportunity for scientific research that may be lost if research is not initiated immediately.

(341) (ii) If the Director determines that a notice of modification must be promulgated immediately in accordance with paragraph (e)(4)(i) of this section, the

Director will, as part of the same notice, invite public

comment and specify that comments will be received

for 15 days after the effective date of the notice. As soon

as practicable after the end of the comment period, the

Director will either rescind, modify or allow the modification to remain unchanged through notice in the Federal Register.

(342) (f) Additional Wildlife Management Areas, Ecological Reserves, Sanctuary Preservation Areas, or Special-use Areas, and additional restrictions in such

areas, shall not take effect in Florida State waters unless first approved by the Board of Trustees of the Internal Improvement Trust Fund of the State of Florida.

(343) (g) Anchoring on Tortugas Bank. Vessels 50 meters

or greater in registered length, are prohibited from anchoring on the portion of Tortugas Bank within the

Florida Keys National Marine Sanctuary west of the

Dry Tortugas National Park that is outside of the

Tortugas Ecological Reserve. The boundary of the area

closed to anchoring by vessels 50 meters or greater in

registered length is formed by connecting in succession the points at the following coordinates (based on

the North American Datum of 1983):

(344) (1) 24°32.00'N., 83°00.05'W.

(345) (2) 24°37.00'N., 83°06.00'W.

(346) (3) 24°39.00'N., 83°06.00'W.

(347) (4) 24°39.00'N., 83°00.05'W.

(348) (5) 24°32.00'N., 83°00.05'W

§922.165 Emergency regulations.

(349) Where necessary to prevent or minimize the destruction of, loss of, or injury to a Sanctuary resource or quality, or minimize the imminent risk of such destruction,

loss, or injury, any and all activities are subject to immediate temporary regulation, including prohibition. Emergency regulations shall not take effect in Florida

territorial waters until approved by the Governor of the

State of Florida. Any temporary regulation may be in effect for up to 60 days, with one 60-day extension. Additional or extended action will require notice and

comment rulemaking under the Administrative

Procedure Act, notice in local newspapers, notice to Mariners, and press releases.

§922.166 Permits other than for access to the

Tortugas Ecological Reserve—application

procedures and issuance criteria.

(350) (a) National Marine Sanctuary General Permit.

(351) (1) A person may conduct an activity prohibited by

§§922.163 or 922.164, other than an activity involving

the survey/inventory, research/recovery, or deaccession/transfer of Sanctuary historical resources, if such

activity is specifically authorized by, and provided such

activity is conducted in accordance with the scope, purpose, terms and conditions of, a National Marine Sanctuary General permit issued under this paragraph (a).

(352) (2) The Director, at his or her discretion, may issue

a General permit under this paragraph (a), subject to

such terms and conditions as he or she deems appropriate, if the Director finds that the activity will:

(353) (i) Further research or monitoring related to Sanctuary resources and qualities;

(354) (ii) Further the educational value of the Sanctuary;

(355) (iii) Further the natural or historical resource

value of the Sanctuary;

(356) (iv) Further salvage or recovery operations in or

near the Sanctuary in connection with a recent air or

marine casualty;

(357) (v) Assist in managing the Sanctuary; or

(358) (vi) Otherwise further Sanctuary purposes, including facilitating multiple use of the Sanctuary, to the extent compatible with the primary objective of resource

protection.

(359) (3) The Director shall not issue a General permit

under this paragraph (a), unless the Director also finds

that:

(360) (i) The applicant is professionally qualified to conduct and complete the proposed activity;

(361) (ii) The applicant has adequate financial resources

available to conduct and complete the proposed activity;

(362) (iii) The duration of the proposed activity is no longer than necessary to achieve its stated purpose;

(363) (iv) The methods and procedures proposed by the

applicant are appropriate to achieve the proposed activity’s goals in relation to the activity’s impacts on Sanctuary resources and qualities;

(364) (v) The proposed activity will be conducted in a

manner compatible with the primary objective of protection of Sanctuary resources and qualities, considering the extent to which the conduct of the activity may

diminish or enhance Sanctuary resources and qualities, any indirect, secondary or cumulative effects of

the activity, and the duration of such effects;

60 ■ Chapter 2 ■ Volume 4
(365) (vi) It is necessary to conduct the proposed activity

within the Sanctuary to achieve its purposes; and

(366) (vii) The reasonably expected and value of the activity to the furtherance of Sanctuary goals and purposes

outweighs any potential adverse impacts on Sanctuary

resources and qualities from the conduct of the activity.

(367) (4) For activities proposed to be conducted within

any of the areas described in §922.164(b)–(e), the Director shall not issue a permit unless he or she further

finds that such activities will further and are consistent

with the purposes for which such area was established,

as described in §§922.162 and 922.164 and in the management plan for the Sanctuary.

(368) (b) National Marine Sanctuary Survey/Inventory

of Historical Resources Permit.

(369) (1) A person may conduct an activity prohibited by

§§922.163 or 922.164 involving the survey/inventory of

Sanctuary historical resources if such activity is specifically authorized by, and is conducted in accordance

with the scope, purpose, terms and conditions of, a

Survey/Inventory of Historical Resources permit issued under this paragraph (b). Such permit is not required if such survey/inventory activity does not

involve any activity prohibited by §§922.163 or

922.164. Thus, survey/inventory activities that are

non-intrusive, do not include any excavation, removal,

or recovery of historical resources, and do not result in

destruction of, loss of, or injury to Sanctuary resources

or qualities do not require a permit. However, if a survey/inventory activity will involve test excavations or

removal of artifacts or materials for evaluative purposes, a Survey/Inventory of Historical Resources permit is required. Regardless of whether a

Survey/Inventory permit is required, a person may request such permit. Persons who have demonstrated

their professional abilities under a Survey/Inventory

permit will be given preference over other persons in

consideration of the issuance of a Research/Recovery

permit. While a Survey/Inventory permit does not

grant any rights with regards to areas subject to

pre-existing rights of access which are still valid, once a

permit is issued for an area, other survey/inventory

permits will not be issued for the same area during the

period for which the permit is valid.

(370) (2) The Director, at his or her direction, may issue a

Survey/Inventory permit under this paragraph (b),

subject to such terms and conditions as he or she

deems appropriate, if the Director finds that such activity:

(371) (i) Satisfies the requirements for a permit issued

under paragraph (a)(3) of this section;

(372) (ii) Either will be non-intrusive, not include any

excavation, removal, or recovery of historical

resources, and not result in destruction of, loss of, or

injury to Sanctuary resources or qualities, or if intrusive, will involve no more than the minimum manual

alteration of the seabed and/or the removal of artifacts

or other material necessary for evaluative purposes and

will cause no significant adverse impacts on Sanctuary

resources or qualities; and

(373) (iii) That such activity will be conducted in

accordance with all requirements of the Programmatic

Agreement for the Management of Submerged Cultural Resources in the Florida Keys National Marine

Sanctuary among NOAA, the Advisory Council on Historic Preservation, and the State of Florida (hereinafter

SCR Agreement), and that such permit issuance is in

accordance with such SCR Agreement.

(374) Copies of the SCR Agreement may also be examined at, and obtained from, the Sanctuaries and Reserves Division, Office of Ocean and Coastal Resource

Management, National Ocean Service, National Oceanic and Atmospheric Administration, 1305 East-West

Highway, 12th floor, Silver Spring, MD 20910; or from

the Florida Keys National Marine Sanctuary Office, P.O.

Box 500368, Marathon, FL 33050.

(375) (c) National Marine Sanctuary Research/Recovery

of Sanctuary Historical Resources Permit.

(376) (1) A person may conduct any activity prohibited by

§§922.163 or 922.164 involving the research/recovery

of Sanctuary historical resources if such activity is specifically authorized by, and is conducted in accordance

with the scope, purpose, terms and conditions of, a Research/Recovery of Historical Resources permit issued

under this paragraph (c).

(377) (2) The Director, at his or her discretion, may issue

a Research/Recovery of Historical Resources permit,

under this paragraph (c), and subject to such terms and

conditions as he or she deems appropriate, if the Director finds that:

(378) (i) Such activity satisfies the requirements for a

permit issued under paragraph (a)(3) of this section;

(379) (ii) The recovery of the resource is in the public interest as described in the SCR Agreement;

(380) (iii) Recovery of the resource is part of research to

preserve historic information for public use; and

(381) (iv) Recovery of the resource is necessary or appropriate to protect the resource, preserve historical information, and/or further the policies and purposes of the

NMSA and the FKNMSPAK, and that such permit issuance is an accordance with, and that the activity will be

conducted in accordance with, all requirements of the

SCR Agreement.

(382) (d)National Marine Sanctuary Special-use Permit.

(383) (1) A person may conduct any commercial or concession-type activity prohibited by §§922.163 or

922.164, if such activity is specifically authorized by,

Navigation Regulations ■ Chapter 2 ■ 61
and is conducted in accordance with the scope, purpose, terms and conditions of, a Special-use permit issued under this paragraph (d). A Special-use permit is

required for the deaccession/transfer of Sanctuary historical resources.

(384) (2) The Director, at his or her discretion, may issue

a Special-use permit in accordance with this paragraph

(d), and subject to such terms and conditions as he or

she deems appropriate and the mandatory terms and

conditions of section 310 of the NMSA, if the Director

finds that issuance of such permit is reasonably necessary to: establish conditions of access to and use of any

Sanctuary resource; or promote public use and understanding of any Sanctuary resources. No permit may be

issued unless the activity is compatible with the purposes for which the Sanctuary was designated and can

be conducted in a manner that does not destroy, cause

the loss of, or injure any Sanctuary resource, and if for

the deaccession/transfer of Sanctuary Historical Resources, unless such permit issuance is in accordance

with, and that the activity will be conducted in accordance with, all requirements of the SCR Agreement.

(385) (3) The Director may assess and collect fees for the

conduct of any activity authorized by a Special-use permit issued pursuant to this paragraph (d). No Special-use permit shall be effective until all assessed fees

are paid, unless otherwise provided by the Director by a

fee schedule set forth as a permit condition. In assessing fee, the Director shall include:

(386) (i) all costs incurred, or expected to be incurred, in

reviewing and processing the permit application, including, but not limited to, costs for:

(387) (A) Number of personnel;

(388) (B) Personnel hours;

(389) (C) Equipment;

(390) (D) Biological assessments;

(391) (E) Copying; and

(392) (F) Overhead directly related to reviewing and processing the permit application;

(393) (ii) all costs incurred, or expected to be incurred, as

a direct result of the conduct of the activity for which

the Special-use permit is being issued, including, but

not limited to:

(394) (A) The cost of monitoring the conduct both during the activity and after the activity is completed in order to assess the impacts to Sanctuary resources and

qualities;

(395) (B) The use of an official NOAA observer, including

travel and expenses and personnel hours; and

(396) (C) Overhead costs directly related to the permitted

activity; and

(397) (iii) an amount which represents the fair market

value of the use of the Sanctuary resource and a reasonable return to the United States Government.

(398) (4) Nothing in this paragraph (d) shall be considered to require a person to obtain a permit under this

paragraph for the conduct of any fishing activities

within the Sanctuary.

(399) (e) Applications. (1) Application for permits should

be addressed to the Director, Office of Ocean and

Coastal Resource Management; ATTN: Sanctuary Superintendent, Florida Keys National Marine Sanctuary,

PO Box 500368, Marathon, FL 33050. All applications

must include:

(400) (i) A detailed description of the proposed activity

including a timetable for completion of the activity and

the equipment, personnel and methodology to be employed;

(401) (ii) The qualifications and experience of all personnel;

(402) (iii) The financial resources available to the applicant to conduct and complete the proposed activity;

(403) (iv) A statement as to why it is necessary to conduct

the activity within the Sanctuary;

(404) (v) The potential impacts of the activity, if any, on

Sanctuary resources and qualities;

(405) (vi) The benefit to be derived from the activity; and

(406) (vii) Such other information as the Director may

request depending on the type of activity.

(407) Copies of all other required licenses, permits, approvals, or other authorizations must be attached to

the application.

(408) (2) Upon receipt of an application, the Director may

request such additional information from the applicant

as he or she deems reasonably necessary to act on the

application and may seek the views of any persons. The

Director may require a site visit as part of the permit

evaluation. Unless otherwise specified the information

requested must be received by the Director within 30

days of the postmark date of the request. Failure to provide such additional information on a timely basis may

be deemed by the Director to constitute abandonment

or withdrawal of the permit application.

(409) (f) A permit may be issued for a period not exceeding five years. All permits will be reviewed annually to

determine to the permittee’s compliance with permit

scope, purpose, terms and conditions and progress toward reaching the stated goals and appropriate action

taken under paragraph (g) of this section if warranted.

A permittee may request permit renewal pursuant to

the same procedures for applying for a new permit.

Upon the permittee’s request for renewal, the Director

shall review all reports submitted by the permittee as

required by the permit conditions. In order to renew

the permit, the Director must find that the:

(410) (1) Activity will continue to further the purposes

for which the Sanctuary was designated in accordance

62 ■ Chapter 2 ■ Volume 4
with the criteria applicable to the initial issuance of the

permit;

(411) (2) Permittee has at no time violated the permit, or

these regulations; and

(412) (3) The activity has not resulted in any unforeseen

adverse impacts to Sanctuary resources or qualities.

(413) (g) The Director may amend, suspend, or revoke a

permit for good cause. The Director may deny a permit

application, in whole or in part, if it is determined that

the permittee or applicant has acted in violation of a

previous permit, of these regulations, of the NMSA or

FKNMSPA, or for other good cause. Any such action

shall be communicated in writing to the permittee or

applicant by certified mail and shall set forth the reason(s) for the action taken. Procedures governing permit sanctions and denials for enforcement reasons are

set forth in subpart D of 15 CFR part 904.

(414) (h) The applicant for or holder of a National Marine

Sanctuary permit may appeal the denial, conditioning,

amendment, suspension or revocation of the permit in

accordance with the procedures set forth in §922.50.

(415) (i) A permit issued pursuant to this section other

than a Special-use permit is nontransferable. Special-use permits may be transferred, sold, or assigned

with the written approval of the Director. The

permittee shall provide the Director with written notice of any proposed transfer, sale, or assignment no

less than 30 days prior to its proposed consummation.

Transfers, sales, or assignments consummated in violation of this requirement shall be considered a material

breach of the Special-use permit, and the permit shall

be considered void as of the consummation of any such

transfer, sale, or assignment.

(416) (j) The permit or a copy thereof shall be maintained

in legible condition on board all vessels or aircraft used

in the conduct of the permitted activity and the displayed for inspection upon the request of any authorized officer.

(417) (k) Any permit issued pursuant to this section shall

be subject to the following terms and conditions:

(418) (1) All permitted activities shall be conducted in a

manner that does not destroy, cause the loss of, or injure Sanctuary resources or qualities, except to the extent that such may be specifically authorized.

(419) (2) The permittee agrees to hold the United States

harmless against any claims arising out of the conduct

of the permitted activities.

(420) (3) All necessary Federal, State, and local permits

from all agencies with jurisdiction over the proposed

activities shall be secured before commencing field operations.

(421) (l) In addition to the terms and conditions listed in

paragraph (k) of this section, any permit authorizing

the research/recovery of historical resources shall be

subject to the following terms and conditions:

(422) (1) A professional archaeologist shall be in charge

of planning, field recovery operations, and research

analysis.

(423) (2) An agreement with a conservation laboratory

shall be in place before field recovery operations are begun, an approved nautical conservator shall be in

charge of planning, conducting, and supervising the

conservation of any artifacts and other materials recovered.

(424) (3) A curation agreement with a museum or facility for curation, public access and periodic public display, and maintenance of the recovered historical

resources shall be in place before commencing field operations (such agreement for the curation and display

of recovered historical resources may provide for the

release of public artifacts for deaccession/transfer if

such deaccession/transfer is consistent with preservation, research, education, or other purposes of the

designation of the designation and management of the

Sanctuary. Deaccession/transfer of historical resources

requires a Special-use permit issued pursuant to paragraph (d) of this section and such deaccession/transfer

shall be executed in accordance with the requirements

of the SCR Agreement).

(425) (4) The site’s archaeological information is fully

documented, including measured drawings, site maps

drawn to professional standards, and photographic records.

(426) (m) In addition to the terms and conditions listed

in paragraph (k) and (l) of this section, any permit issued pursuant to this section is subject to such other

terms and conditions, including conditions governing

access to, or use of, Sanctuary resources, as the Director deems reasonably necessary or appropriate and in

furtherance of the purposes for which the Sanctuary is

designated. Such terms and conditions may include,

but are not limited to:

(427) (1) Any data or information obtained under the

permit shall be made available to the public.

(428) (2) A NOAA official shall be allowed to observe any

activity conducted under the permit.

(429) (3) The permittee shall submit one or more reports

on the status, progress, or results of any activity authorized by the permit.

(430) (4) The permittee shall submit an annual report to

the Director not later than December 31 of each year

on activities conducted pursuant to the permit. The report shall describe all activities conducted under the

permit and all revenues derived from such activities

during the year and/or term of the permit.

(431) (5) The permittee shall purchase and maintain

general liability insurance or other acceptable security

Navigation Regulations ■ Chapter 2 ■ 63
against potential claims for destruction, loss of, or injury to Sanctuary resources arising out of the permitted activities. The amount of insurance or security

should be commensurate with an estimated value of

the Sanctuary resources in the permitted area. A copy

of the insurance policy or security instrument shall be

submitted to the Director.

§992.167 Permits for access to the Tortugas

Ecological Reserve.

(432) (a) A person may enter the Tortugas North area of

the Tortugas Ecological Reserve other than for passage

without interruption through the reserve, for law enforcement purposes, or for purposes of monitoring

pursuant to paragraph (d)(2) of §922.164, if authorized

by a valid access permit issued pursuant to §922.167.

(433) (b)(1) Access permits must be requested at least 72

hours but no longer than one month before the date

the permit is desired to be effective. Access permits do

not require written applications or the payment of any

fee. Permits may be requested via telephone or radio by

contacting FKNMS at any of the following numbers:

(434) Key West office: telephone: (305) 292-0311

(435) Marathon office: telephone: (305) 743-2437

(436) (2) The following information must be provided, as

applicable:

(437) (i) Vessel name.

(438) (ii) Name, address, and telephone number of owner

and operator.

(439) (iii) Name, address, and telephone number of applicant.

(440) (iv) USCG documentation, state license, or registration number.

(441) (v) Home port.

(442) (vi) Length of vessel and propulsion type (i.e., motor or sail).

(443) (vii) Number of divers.

(444) (viii) Requested effective date and duration of permit (2 weeks, maximum).

(445) (c) The Sanctuary Superintendent will issue a permit to the owner or to the owner's representative for

the vessel when all applicable information has been

provided. The Sanctuary Superintendent will provide a

permit number to the applicant and confirm the effective date and duration period of the permit. Written

confirmation of permit issuance will be provided upon

request.

§922.168 Certification of preexisting leases,

licenses, permits, approvals, other authorizations,

or rights to conduct a prohibited activity.

(446) (a) A person may conduct an activity prohibited by

§§922.163 or 922.164 if such activity is specifically authorized by a valid Federal, State, or local lease, permit,

license, approval, or other authorization in existence

on July 1, 1997, or by any valid right of subsistence use

or access in existence on July 1, 1997, provided that:

(447) (1) The holder of such authorization or right notifies the Director, in writing, within 90 days of July 1,

1997, of the existence of such authorization or right

and requests certification of such authorization or

right; for the area added to the Sanctuary by the boundary expansion for the Tortugas Ecological Reserve, the

holder of such authorization or right notifies the Director, in writing, within 90 days of the effective date of

boundary expansion, of the existence of such authorization or right and requests certification of such authorization or right.

(448) (2) The holder complies with the other provisions

of this §922.168; and

(449) (3) The holder complies with any terms and conditions on the exercise of such authorization or right imposed as a condition of certification, by the Director, to

achieve the purposes for which the Sanctuary was designated.

(450) (b) The holder of an authorization or right described in paragraph (a) of this section authorizing an

activity prohibited by Secs. 922.163 or 922.164 may

conduct the activity without being an violation of applicable provisions of Secs. 922.163 or 922.164, pending

final agency action on his or her certification request,

provided the holder is in compliance with this

§922.168.

(451) (c) Any holder of an authorization or right described in paragraph (a) of this section may request the

Director to issue a finding as to whether the activity for

which the authorization has been issued, or the right

given, is prohibited by Secs. 922.163 or 922.164, thus

requiring certification under this section.

(452) (d) Requests for findings or certifications should be

addressed to the Director, Office of Ocean and Coastal

Resource Management; ATTN: Sanctuary Superintendent, Florida Keys National Marine Sanctuary, P.O. Box

500368, Marathon, FL 33050. A copy of the lease, permit, license, approval, or other authorization must accompany the request.

(453) (e) The Director may request additional information from the certification requester as he or she deems

reasonably necessary to condition appropriately the exercise of the certified authorization or right to achieve

the purposes for which the Sanctuary was designated.

The information requested must be received by the Director within 45 days of the postmark date of the request. The Director may seek the views of any persons

on the certification request.

(454) (f) The Director may amend any certification made

under this §922.168 whenever additional information

becomes available justifying such an amendment.

64 ■ Chapter 2 ■ Volume 4
(455) (g) Upon completion of review of the authorization

or right and information received with respect thereto,

the Director shall communicate, in writing, any decision on a certification request or any action taken with

respect to any certification made under this §922.168,

in writing, to both holder of the certified lease, permit,

license, approval, other authorization, or right, and the

issuing agency, and shall set forth the reason(s) for the

decision or action taken.

(456) (h) Any time limit prescribed in or established under this §922.168 may be extended by the Director for

good cause.

(457) (i) The holder may appeal any action conditioning,

amending, suspending, or revoking any certification in

accordance with the procedures set forth in §922.50.

(458) (j) Any amendment, renewal, or extension made after July 1, 1997, to a lease, permit, license, approval,

other authorization or right is subject to the provisions

of §922.49.

Appendix I to Subpart P of Part 922–Florida Keys

National Marine Sanctuary Boundary Coordinates

(Appendix based on North American Datum of

1983)

(459) (1) The boundary of the Florida Keys National Marine Sanctuary—

(460) (a) Begins at the northeasternmost point of

Biscayne National Park located at approximately

25°39'N., 80°05'W., then runs eastward to the point at

25°39'N., 80°04'W.; and

(461) (b) then runs southward and connects in succession the points at the following coordinates:

(462) (i) 25°34'N., 80°04'W.,

(463) (ii) 25°28'N., 80°05'W., and

(464) (iii) 25°21'N., 80°07'W.;

(465) (iv) 25°16'N., 80°08'W.;

(466) (c) then runs southwesterly approximating the

300-foot isobath and connects in succession the points

at the following coordinates:

(467) (i) 25°07'N., 80°13'W.,

(468) (ii) 24°57'N., 80°21'W.,

(469) (iii) 24°39'N., 80°52'W.,

(470) (iv) 24°30'N., 81°23'W.,

(471) (v) 24°25'N., 81°50'W.,

(472) (vi) 24°22'N., 82°48'W.,

(473) (vii) 24°37'N., 83°06'W.,

(474) (viii) 24°46'N., 83°06'W.,

(475) (ix) 24°46'N., 82°54'W.,

(476) (x) 24°44'N., 81°55'W.,

(477) (xi) 24°51'N., 81°26'W., and

(478) (xii) 24°55'N., 80°56'W.;

(479) (d) then follows the boundary of Everglades

National Park in a southerly then northeasterly

direction through Florida Bay, Buttonwood Sound,

Tarpon Basin, and Blackwater Sound;

(480) (e) after Division Point, then departs from the

boundary of Everglades National Park and follows the

western shoreline of Manatee Bay, Barnes Sound, and

Card Sound;

(481) (f) then follows the southern boundary of Biscayne

National Park to the southeastern most point of

Biscayne National Park; and

(482) (g) then follows the eastern boundary of Biscayne

National Park to the beginning point specified in paragraph (a).

(483) (2) The shoreward boundary of the Florida Keys

National Marine Sanctuary is the mean high-water

mark except around the Dry Tortugas where the

boundary is coterminous with that of the Dry Tortugas

National Park, formed by connecting in succession the

point at the following coordinates:

(484) (a) 24°34'00"N., 82°54'00"W.;

(485) (b) 24°34'00"N., 82°58'00"W.;

(486) (c) 24°39'00"N., 82°58'00"W.;

(487) (d) 24°43'00"N., 82°54'00"W.;

(488) (e) 24°43'00"N., 82°52'00"W.;

(489) (f) 24°43'00"N., 82°48'00"W.;

(490) (g) 24°42'00"N., 82°46'00"W.;

(491) (h) 24°40'00"N., 82°46'00"W.,

(492) (i) 24°37'00"N., 82°48'00"W.; and

(493) (j) 24°34'00"N., 82°54'00"W.

(494) (3) The Florida Keys National Marine Sanctuary

also includes the area located within the boundary

formed by connecting in succession the points at the

following coordinates:

(495) (a) 24°33'N., 83°09'W.;

(496) (b) 24°33'N., 83°05'W.;

(497) (c) 24°18'N., 83°05'W.;

(498) (d) 24°18'N., 83°09'W.; and

(499) (e) 24°33'N., 83°09'W.;

Appendix II to Subpart P of Part 922—Existing

Management Areas boundary coordinates

(500) (1) The boundary of each of the Existing Management Areas is formed by connecting in succession the

points at the following coordinates:

(501) National Oceanic and Atmospheric Administration

(502) KEY LARGO–MANAGEMENT AREA

[Based on differential Global Positioning Systems

data]

Point Latitude Longitude

1. . . . . . . . . . . . . . 25°19.45'N. 80°12.00'W.

2. . . . . . . . . . . . . . 25°16.02'N. 80°08.07'W.

3 · · · · · · · · · 25°07.05'N. 80°12.05'W.

Navigation Regulations ■ Chapter 2 ■ 65
Point Latitude Longitude

4 . . . . . . . . . 24°58.03'N. 80°19.08'W.

5 . . . . . . . . . 25°02.02'N. 80°25.25'W.

6 . . . . . . . . . 25°19.45'N. 80°12.00'W.

(503) LOOK KEY MANAGEMENT AREA

[Based on differential Global Positioning Systems

data]

Point Latitude Longitude

1 . . . . . . . . . 24°31.62'N. 81°26.00'W.

2 . . . . . . . . . 24°33.57'N. 81°26.00'W.

3 . . . . . . . . . 24°34.15'N. 81°23.00'W.

4 . . . . . . . . . 24°32.20'N. 81°23.00'W.

5 . . . . . . . . . 24°31.62'N. 81°26.00'W.

(504) United States Fish and Wildlife Service

GREAT WHITE HERON NATIONAL WILDLIFE

REFUGE

[Based on the North American Datum of 1983]

Point Latitude Longitude

1 . . . . . . . . . 24°43.8'N. 81°48.6'W.

2 . . . . . . . . . 24°43.8'N. 81°37.2'W.

3 . . . . . . . . . 24°49.2'N. 81°37.2'W.

4 . . . . . . . . . 24°49.2'N. 81°19.8'W.

5 . . . . . . . . . 24°48.0'N. 81°19.8'W.

6 . . . . . . . . . 24°48.0'N. 81°14.4'W.

7 . . . . . . . . . 24°49.2'N. 81°14.4'W.

8 . . . . . . . . . 24°49.2'N. 81°08.4'W.

9 . . . . . . . . . 24°49.8'N. 81°08.4'W.

10 . . . . . . . . 24°43.8'N. 81°14.4'W.

11 . . . . . . . . 24°43.2'N. 81°14.4'W.

12 . . . . . . . . 24°43.2'N. 81°16.2'W.

13 . . . . . . . . 24°42.6'N. 81°16.2'W.

14 . . . . . . . . 24°42.6'N. 81°21.0'W.

15 . . . . . . . . 24°41.4'N. 81°21.0'W.

16 . . . . . . . . 24°41.4'N. 81°22.2'W.

17 . . . . . . . . 24°43.2'N. 81°22.2'W.

18 . . . . . . . . 24°43.2'N. 81°22.8'W.

19 . . . . . . . . 24°43.8'N. 81°22.8'W.

20 . . . . . . . . 24°43.8'N. 81°24.0'W.

Point Latitude Longitude

21 . . . . . . . . 24°43.2'N. 81°24.0'W.

22 . . . . . . . . 24°43.2'N. 81°26.4'W.

23 . . . . . . . . 24°43.8'N. 81°26.4'W.

24 . . . . . . . . 24°43.8'N. 81°27.0'W.

25 . . . . . . . . 24°43.2'N. 81°27.0'W.

26 . . . . . . . . 24°43.2'N. 81°29.4'W.

27 . . . . . . . . 24°42.6'N. 81°29.4'W.

28 . . . . . . . . 24°42.6'N. 81°30.6'W.

29 . . . . . . . . 24°41.4'N. 81°30.6'W.

30 . . . . . . . . 24°41.4'N. 81°31.2'W.

31 . . . . . . . . 24°40.8'N. 81°31.2'W.

32 . . . . . . . . 24°40.8'N. 81°32.4'W.

33 . . . . . . . . 24°41.4'N. 81°32.4'W.

34 . . . . . . . . 24°41.4'N. 81°34.2'W.

35 . . . . . . . . 24°40.8'N. 81°34.2'W.

36 . . . . . . . . 24°48.0'N. 81°35.4'W.

37 . . . . . . . . 24°39.6'N. 81°35.4'W.

38 . . . . . . . . 24°39.6'N. 81°36.0'W.

39 . . . . . . . . 24°39.0'N. 81°36.0'W.

40 . . . . . . . . 24°39.0'N. 81°37.2'W.

41 . . . . . . . . 24°37.8'N. 81°37.2'W.

42 . . . . . . . . 24°37.8'N. 81°37.8'W.

43 . . . . . . . . 24°37.2'N. 81°37.8'W.

44 . . . . . . . . 24°37.2'N. 81°40.2'W.

45 . . . . . . . . 24°36.0'N. 81°40.2'W.

46 . . . . . . . . 24°36.0'N. 81°40.8'W.

47 . . . . . . . . 24°35.4'N. 81°40.8'W.

48 . . . . . . . . 24°35.4'N. 81°42.0'W.

49 . . . . . . . . 24°36.0'N. 81°42.0'W.

50 . . . . . . . . 24°36.0'N. 81°48.6'W.

51 . . . . . . . . 24°43.8'N. 81°48.6'W.

(505) KEY WEST NATIONAL WILDLIFE REFUGE

[Based on the North American Datum of 1983]

Point Latitude Longitude

1 . . . . . . . . . 24°40.0'N. 81°49.0'W.

2 . . . . . . . . . 24°40.0'N. 82°10.0'W.

3 . . . . . . . . . 24°27.0'N. 82°10.0'W.

4 . . . . . . . . . 24°27.0'N. 81°49.0'W.

5 . . . . . . . . . 24°40.0'N. 81°49.0'W.

66 ■ Chapter 2 ■ Volume 4
Navigation Regulations ■ Chapter 2 ■ 67

Appendix III to Subpart P of Part 922—Wildlife Management Areas Access Restrictions

Area Access restrictions

Bay Keys No-motor zone (300 feet) around one key; idle speed only/no-wake zones in tidal

creeks.

Boca Grande Key South one-half of beach closed (beach above mean high water closed by Depart- ment of Interior).

Woman Key One-half of beach and sand spit on southeast side closed (beach and sand spit above

mean high water closed by Department of the Interior).

Cayo Agua Keys Idle speed only/no-wake zones in all navigable tidal creeks.

Cotton Key No-motor zone on tidal flat.

Snake Creek No-motor zone on tidal flat.

Cottrell Key No-motor zone (300 feet) around entire key.

Little Mullet Key No-access buffer zone (300 feet) around entire key.

Big Mullet Key No-motor zone (300 feet) around entire key

Crocodile Lake No-access buffer zone (100 feet) along shoreline between March 1 and October 1.

East Harbor Key No-access buffer zone (300 feet) around northernmost island.

Lower Harbor Keys Idle speed only/no-wake zones in selected tidal creeks.

Eastern Lake Surprise Idle speed only/no-wake zone east of highway U.S. 1.

Horseshoe Key No-access buffer zone (300 feet) around main island (main island closed by Department of Interior).

Marquesas Keys (i) No-motor zones (300 feet) around three smallest keys on western side of chain;

(ii) no-access buffer zone (300 feet) around one island at western side of chain;

(iii) idle speed only/no-wake zone in southwest tidal creek.

Tidal flat south of Marvin

Key No-access buffer zone on tidal flat

Mud Keys (i) Idle speed only/no-wake zones in the two main tidal creeks;

(ii) two smaller creeks on west side closed.

Pelican Shoal No-access buffer zone-out to 50 meters from shore between April 1 and August 31

(shoal closed by the Florida Game Freshwater Fish Commission).

Rodriguez Key No-motor zone on tidal flats.

Dove Key No-motor zone on tidal flats; area around the two small islands closed.

Tavernier Key No-motor zone on tidal flats.

Sawyer Keys Tidal creeks on south side closed.

Snipe Keys (i) Idle speed only/no-wake zone in main tidal creek; (ii) no-motor zone in all other

tidal creeks.

Upper Harbor Key No-access buffer zone (300 feet) around entire key.

East Content Keys Idle speed only/no-wake zones in tidal creeks between southwesternmost keys.

West Content Keys Idle speed only/no-wake zones in selected tidal creeks; no-access buffer zone in one

cove.
(506) (2) When differential Global Positioning Systems

data becomes available, these coordinates may be published in the Federal Register to reflect the increased

accuracy of such data.

Appendix IV to Subpart P of Part 922—Ecological

Reserves Boundary

(507) Coordinates

(508) (1) The boundary of the Western Sambo Ecological

Reserve is formed by connecting in succession the

points at the following coordinates:

(509) WESTERN SAMBO

[Based on differential Global Positioning Systems

data]

Point Latitude Longitude

1 . . . . . . . . . 24°33.70'N. 81°40.80'W.

2 . . . . . . . . . 24°28.85'N. 81°41.90'W.

3 . . . . . . . . . 24°28.50'N. 81°43.70'W.

4 . . . . . . . . . 24°33.50'N. 81°43.10'W.

(510) (2) The Tortugas Ecological Reserve consists of two

discrete areas, Tortugas North and Tortugas South.

(511) (3) The boundary of Tortugas North is formed by

connecting in succession the points at the following

coordinates:

(512) TORTUGAS NORTH

Point Latitude Longitude

1 . . . . . . . . . 24°46.00'N. 83°06.00'W.

2 . . . . . . . . . 24°46.00'N. 82°54.00'W.

3 . . . . . . . . . 24°45.80'N. 82°48.00'W.

4 . . . . . . . . . 24°43.53'N. 82°48.00'W.

5 . . . . . . . . . 24°43.53'N. 82°52.00'W.

6 . . . . . . . . . 24°43.00'N. 82°54.00'W.

7 . . . . . . . . . 24°39.00'N. 82°58.00'W.

8 . . . . . . . . . 24°39.00'N. 83°06.00'W.

9 . . . . . . . . . 24°46.00'N. 83°06.00'W.

(513) (4) The boundary of Tortugas South is formed by

connecting in succession the points at the following

coordinates:

(514) TORTUGAS SOUTH

Point Latitude Longitude

1 . . . . . . . . . 24°33.00'N. 83°09.00'W.

Point Latitude Longitude

2 . . . . . . . . . 24°33.00'N. 83°05.00'W.

3 . . . . . . . . . 24°18.00'N. 83°05.00'W.

4 . . . . . . . . . 24°18.00'N. 83°09.00'W.

5 . . . . . . . . . 24°33.00'N. 83°09.00'W.

Appendix V to Subpart P of Part 922—Sanctuary

Preservation Areas Boundary Coordinates

(515) The boundary of each of the Sanctuary

Preservation Areas (SPAs) is formed by connecting in

succession the points at following coordinates:

(516) ALLIGATOR REEF

[Based on differential Global Positioning Systems

data]

Point Latitude Longitude

1 . . . . . . . . . 24°50.98'N. 80°36.84'W.

2 . . . . . . . . . 24°50.51'N. 80°37.35'W.

3 . . . . . . . . . 24°50.81'N. 80°37.63'W.

4 . . . . . . . . . 24°51.23'N. 80°37.17'W.

5 . . . . . . . . . 24°50.98'N. 80°36.84'W.

(517) Catch and release fishing by trolling only is allowed

in this SPA.

(518) CARYSFORT/SOUTH CARYSFORT REEF

[Based on differential Global Positioning Systems

data]

Point Latitude Longitude

1 . . . . . . . . . 25°13.78'N. 80°12.00'W.

2 . . . . . . . . . 25°12.03'N. 80°12.98'W.

3 . . . . . . . . . 25°12.24'N. 80°13.77'W.

4 . . . . . . . . . 25°14.13'N. 80°12.78'W.

5 . . . . . . . . . 25°13.78'N. 80°12.00'W.

(519) CHEECA ROCKS

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°54.42'N. 80°36.91'W.

2 . . . . . . . . . 24°54.25'N. 80°36.77'W.

3 . . . . . . . . . 24°54.10'N. 80°37.00'W.

4 . . . . . . . . . 24°54.22'N. 80°37.15'W.

5 . . . . . . . . . 24°54.42'N. 80°36.91'W

68 ■ Chapter 2 ■ Volume 4
(520) COFFINS PATCH

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°41.47'N. 80°57.68'W.

2 . . . . . . . . . 24°41.12'N. 80°57.53'W.

3 . . . . . . . . . 24°40.75'N. 80°58.33'W.

4 . . . . . . . . . 24°41.06'N. 80°58.48'W.

5 . . . . . . . . . 24°41.47'N. 80°57.68'W.

(521) CONCH REEF

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°57.48'N. 80°27.47'W.

2 . . . . . . . . . 24°57.34'N. 80°27.26'W.

3 . . . . . . . . . 24°56.78'N. 80°27.52'W.

4 . . . . . . . . . 24°56.96'N. 80°27.73'W.

5 . . . . . . . . . 24°57.48'N. 80°27.47'W.

(522) Catch and release fishing by trolling only is allowed

in this SPA.

(523) DAVIS REEF

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°55.61'N. 80°30.27'W.

2 . . . . . . . . . 24°55.41'N. 80°30.05'W.

3 . . . . . . . . . 24°55.11'N. 80°30.35'W.

4 . . . . . . . . . 24°55.34'N. 80°30.52'W.

5 . . . . . . . . . 24°55.61'N. 80'30.27'W.

(524) DRY ROCKS

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 25°07.59'N. 80°17.91W.

2 . . . . . . . . . 25°07.41'N. 80°17.70'W.

3 . . . . . . . . . 25°07.25'N. 80°17.82'W.

4 . . . . . . . . . 25°07.41'N. 80°18.09'W.

5 . . . . . . . . . 25°07.59'N. 80°17.91'W.

(525) GRECIAN ROCKS

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 25°06.91'N. 80°18.20W.

2 . . . . . . . . . 25°06.67'N. 80°18.06'W.

3 . . . . . . . . . 25°06.39'N. 80°18.32'W.

4 . . . . . . . . . 25°06.42'N. 80°18.48'W.

5 . . . . . . . . . 25°06.81'N. 80°18.44'W.

6 . . . . . . . . . 25°06.91'N. 80°18.20'W.

(526) EASTERN DRY ROCKS

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°27.92'N. 81°50.55'W.

2 . . . . . . . . . 24°27.73'N. 81°50.33'W.

3 . . . . . . . . . 24°27.47'N. 81°50.80'W.

4 . . . . . . . . . 24°27.72'N. 81°50.86'W.

5 . . . . . . . . . 24°27.29'N. 81°50.55'W.

(527) THE ELBOW

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 25°08.97'N. 80°15.63'W.

2 . . . . . . . . . 25°08.95'N. 80°15.22'W.

3 . . . . . . . . . 25°08.18'N. 80°15.64'W.

4 . . . . . . . . . 25°08.50'N. 80°16.07'W.

5 . . . . . . . . . 25°08.97'N. 80°15.63'W.

(528) FRENCH REEF

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 25°02.20'N. 80°20.63'W.

2 . . . . . . . . . 25°01.81'N. 80°21.02'W.

3 . . . . . . . . . 25°02.36'N. 80°21.27'W.

4 . . . . . . . . . 25°02.20'N. 80°20.63'W.

(529) HEN AND CHICKENS

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°56.38'N. 80°32.86'W.

2 . . . . . . . . . 24°56.21'N. 80°32.63'W.

Navigation Regulations ■ Chapter 2 ■ 69
Point Latitude Longitude

3 . . . . . . . . . 24°55.86'N. 80°32.95'W.

4 . . . . . . . . . 24°56.04'N. 80°33.19'W.

5 . . . . . . . . . 24°56.38'N. 80°32.86'W.

(530) LOOE KEY

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°33.24'N. 81°24.03'W.

2 . . . . . . . . . 24°32.70'N. 81°23.85'W.

3 . . . . . . . . . 24°32.52'N. 81°32.70'W.

4 . . . . . . . . . 24°33.12'N. 81°24.81'W.

5 . . . . . . . . . 24°33.24'N. 81°24.03'W.

(531) MOLASSES REEF

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 25°01.00'N. 80°22.53'W.

2 . . . . . . . . . 25°01.06'N. 80°21.84'W.

3 . . . . . . . . . 25°00.29'N. 80°22.70'W.

4 . . . . . . . . . 25°00.72'N. 80°22.83'W.

5 . . . . . . . . . 25°01.00'N. 80°23.34'W.

(532) NEWFOUND HARBOR KEY

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°37.10'N. 81°23.34'W.

2 . . . . . . . . . 24°36.85'N. 81°23.28'W.

3 . . . . . . . . . 24°36.74'N. 81°23.80'W.

4 . . . . . . . . . 24°37.00'N. 81°23.86'W.

5 . . . . . . . . . 24°37.10'N. 81°23.34'W.

(533) ROCK KEY

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°27.48'N. 81°51.35'W.

2 . . . . . . . . . 24°27.30'N. 81°51.15'W.

3 . . . . . . . . . 24°27.21'N. 81°51.60'W.

4 . . . . . . . . . 24°27.45'N. 81°51.65'W.

Point Latitude Longitude

5 . . . . . . . . . 24°27.48'N. 81°51.35'W.

(534) SAND KEY

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°27.58'N. 81°52.29'W.

2 . . . . . . . . . 24°27.01'N. 81°52.32'W.

3 . . . . . . . . . 24°27.02'N. 81°52.95'W.

4 . . . . . . . . . 24°27.61'N. 81°52.94'W.

5 . . . . . . . . . 24°27.58'N. 81°52.29'W.

(535) Catch and release fishing by trolling only is allowed

in this SPA.

(536) SOMBRERO KEY

[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°37.91'N. 81°06.78'W.

2 . . . . . . . . . 24°37.50'N. 81°06.19'W.

3 . . . . . . . . . 24°37.25'N. 81°06.89'W.

4 . . . . . . . . . 24°37.91'N. 81°06.78'W.

(537) Catch and release fishing by trolling only is allowed in this SPA.

Appendix VI to Subpart P of Part 922—

Special-Use Areas Boundary

(538) Coordinates and Use Designations

(539) The boundary of each of the Special-Use Areas is

formed by connecting in succession the points at the

following coordinates:

(540) CONCH REEF

(Research Only)—[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°56.83'N. 80°27.26'W.

2 . . . . . . . . . 24°57.10'N. 80°26.93'W.

3 . . . . . . . . . 24°56.99'N. 80°27.42'W.

4 . . . . . . . . . 24°57.34'N. 80°27.26'W.

5 . . . . . . . . . 24°56.83'N. 80°27.26'W.

70 ■ Chapter 2 ■ Volume 4
(541) EASTERN SAMBOS

(Research Only)—[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°29.84'N. 81°39.59'W.

2 . . . . . . . . . 24°29.55'N. 81°39.35'W.

3 . . . . . . . . . 24°29.37'N. 81°39.96'W.

4 . . . . . . . . . 24°29.77'N. 81°40.03'W.

5 . . . . . . . . . 24°29.84'N. 81°39.59'W.

(542) LOOE KEY

(Research Only)—[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°34.17'N. 81°23.01'W.

2 . . . . . . . . . 24°33.98'N. 81°22.96'W.

3 . . . . . . . . . 24°33.84'N. 81°23.60'W.

4 . . . . . . . . . 24°34.23'N. 81°23.68'W.

5 . . . . . . . . . 24°34.17'N. 81°23.01'W.

(543) TENNESSEE REEF

(Research Only)—[Based on differential Global Positioning System data]

Point Latitude Longitude

1 . . . . . . . . . 24°44.77'N. 80°47.12'W.

2 . . . . . . . . . 24°45.57'N. 80°46.98'W.

3 . . . . . . . . . 24°44.68'N. 80°46.59'W.

4 . . . . . . . . . 24°44.95'N. 80°45.74'W.

5 . . . . . . . . . 24°44.77'N. 80°47.12'W.

Appendix VII to Subpart P of Part 922—

Areas To Be Avoided Boundary Coordinates

(544) In the Vicinity of the Florida Keys

(Reference Charts: United States 11466, 27th Edition–September 1, 1990 and United States 11450, 4th

Edition–August 11, 1990.)

Point Latitude Longitude

1 . . . . . . . . . 25°45.00'N. 80°06.10'W.

2 . . . . . . . . . 25°38.70'N. 80°02.70'W.

3 . . . . . . . . . 25°22.00'N. 80°03.00'W.

4 . . . . . . . . . 25°06.38'N. 80°10.48'W.

Point Latitude Longitude

5 . . . . . . . . . 24°56.37'N. 80°19.26'W.

6 . . . . . . . . . 24°37.90'N. 81°47.30'W.

7 . . . . . . . . . 24°29.20'N. 81°17.30'W.

8 . . . . . . . . . 24°22.30'N. 81°43.17'W.

9 . . . . . . . . . 24°28.00'N. 81°43.17'W.

10 . . . . . . . . 24°28.70'N. 81°43.50'W.

11 . . . . . . . . 24°29.80'N. 81°43.17'W.

12 . . . . . . . . 24°33.10'N. 81°35.15'W.

13 . . . . . . . . 24°33.60'N. 81°26.00'W.

14 . . . . . . . . 24°38.20'N. 81°07.00'W.

15 . . . . . . . . 24°43.20'N. 80°53.20'W.

16 . . . . . . . . 24°46.10'N. 80°46.15'W.

17 . . . . . . . . 24°51.10'N. 80°37.10'W.

18 . . . . . . . . 24°57.50'N. 80°27.50'W.

19 . . . . . . . . 25°09.90'N. 80°16.20'W.

20 . . . . . . . . 25°24.00'N. 80°09.10'W.

21 . . . . . . . . 25°31.50'N. 80°07.00'W.

22 . . . . . . . . 25°39.70'N. 80°06.85'W.

23 . . . . . . . . 25°45.00'N. 80°06.10'W.

In the Vicinity of Key West Harbor

(Reference Chart: United States 11434, 21st Edition–August 11, 1990.)

Point Latitude Longitude

24 . . . . . . . . 24°27.95'N. 81°48.65'W.

25 . . . . . . . . 24°23.00'N. 81°53.50'W.

26 . . . . . . . . 24°26.60'N. 81°58.50'W.

27 . . . . . . . . 24°27.75'N. 81°55.70'W.

28 . . . . . . . . 24°29.35'N. 81°53.40'W.

29 . . . . . . . . 24°29.35'N. 81°50.00'W.

30 . . . . . . . . 24°27.95'N. 81°48.65'W.

Area Surrounding the Dry Marquesas Keys

(Reference Chart: United States 11434, 21st Edition–August 11, 1990.)

Point Latitude Longitude

31 . . . . . . . . 24°26.60'N. 81°59.55'W.

32 . . . . . . . . 24°23.00'N. 82°03.50'W.

33 . . . . . . . . 24°23.60'N. 82°27.80'W.

34 . . . . . . . . 24°34.50'N. 82°37.50'W.

35 . . . . . . . . 24°43.00'N. 82°26.50'W.

36 . . . . . . . . 24°38.31'N. 81°54.06'W.

37 . . . . . . . . 24°37.91'N. 81°53.40'W.

Navigation Regulations ■ Chapter 2 ■ 71
Point Latitude Longitude

38 . . . . . . . . 24°36.15'N. 81°51.78'W.

39 . . . . . . . . 24°34.40'N. 81°50.60'W.

40 . . . . . . . . 24°33.44'N. 81°49.73'W.

41 . . . . . . . . 24°31.20'N. 81°52.10'W.

42 . . . . . . . . 24°28.70'N. 81°56.80'W.

43 . . . . . . . . 24°26.60'N. 81°59.55'W.

Area Surrounding the Dry Tortugas Islands

(Reference Chart: United States 11434, 21st Edition–August 11, 1990.)

44 . . . . . . . . 24°32.00'N. 82°53.50'W.

45 . . . . . . . . 24°32.00'N. 83°00.05'W.

46 . . . . . . . . 24°39.70'N. 83°00.05'W.

47 . . . . . . . . 24°45.60'N. 82°54.40'W.

48 . . . . . . . . 24°45.60'N. 82°47.20'W.

49 . . . . . . . . 24°42.80'N. 82°43.90'W.

50 . . . . . . . . 24°39.50'N. 82°43.90'W.

51 . . . . . . . . 24°35.60'N. 82°46.40'W.

52 . . . . . . . . 24°32.00'N. 82°53.50'W.

Appendix VIII to Subpart P of Part 922—

Marine Life Rule [as Excerpted From Chapter

46–42 of the Florida Administrative Code]

(545) 46–42.001 Purpose and Intent; Designation of Restricted Species; Definition of “Marine Life Species.”

(546) 46–42.002 Definitions.

(547) 46–42.003 Prohibition of Harvest: Longspine Urchin, Bahama Starfish.

(548) 46–42.0035 Live Landing and Live Well Requirements.

(549) 46–42.0036 Harvest in Biscayne National Park.*

(550) 46–42.004 Size Limits.

(551) 46–42.005 Bag Limits.

(552) 46–42.006 Commercial Season, Harvest Limits.

(553) 46–42.007 Gear Specifications and Prohibited Gear.

(554) 46–42.008 Live Rock.*

(555) 46–42.009 Prohibition on the Taking, Destruction,

or Sale of Marine Corals and Sea Fans.

(556) *Part 42.0036 was not reproduced because it does

not apply to the Sanctuary.

(557) *Part 42.008 was not reproduced because it is regulated pursuant to §922.163(a)(2)(ii).

46–42.001 Purpose and Intent; Designation of

Restricted Species; Definition of “Marine Life

Species.“

(558) (1)(a) The purpose and intent of this chapter are to

protect and conserve Florida’s tropical marine life

resources and assure the continuing health and abundance of these species. The further intent of this chapter is to assure that harvesters in this fishery use

nonlethal methods of harvest and that the fish, invertebrates, and plants so harvested be maintained alive for

the maximum possible conservation and economic

benefits.

(559) (b) It is the express intent of the Marine Fisheries

Commission that landing of live rock propagated

through aquaculture will be allowed pursuant to the

provisions of this chapter.

(560) (2) The following fish species, as they occur in waters of the state and in federal Exclusive Economic

Zone (EEZ) waters adjacent to state waters, are hereby

designated as restricted species pursuant to Section

370.01(20), Florida Statutes:

(561) (a) Moray eels–Any species of the Family Muraenidae.

(562) (b) Snake eels–Any species of the Genera Myrichthys

and Myrophis of the Family Ophichthidae.

(563) (c) Toadfish–Any species of the Family Batrachoididae.

(564) (d) Frogfish–Any species of the Family Antennariidae.

(565) (e) Batfish–Any species of the Family Ogcocephalidae.

(566) (f) Clingfish–Any species of the Family Gobiesocidae.

(567) (g)Trumpetfish–Any species of the Family

Aulostomidae.

(568) (h) Cornetfish–Any species of the Family Fistulariidae.

(569) (i) Pipefish/seahorses–Any species of the Family

Syngnathidae.

(570) (j) Hamlet/seabass–Any species of the Family

Serranidae, expect groupers of the genera Epinephalus

and Mycteroperca, and seabass of the genus

Centropristis.

(571) (k) Basslets–Any species of the Family Grammistidae.

(572) (l) Cardinalfish–Any species of the Family Apogonidae.

(573) (m) High-hat, Jackknife-fish, Spotted drum,

Cubbyu–Any species of the genus Equetus of the Family

Sciaenidae.

(574) (n) Reef Croakers–Any of the species Odontocion

dentex.

(575) (o) Sweepers–Any species of the Family Pempherididae.

(576) (p) Butterflyfish–Any species of the Family Chaetodontides.

(577) (q) Angelfish–Any species of the Family Pomacanthidae.

(578) (r) Damselfish–Any species of the Family Pomacentridae.

(579) (s) Hawkfish–Any species of the Family Cirrhitidae.

(580) (t) Wrasse/hogfish/razorfish–Any species of the Family Labridae, except hogfish, Lachnolaimus maximus.

(581) (u) Parrotfish–Any species of the Family Scaridae.

(582) (v) Jawfish–Any species of the Family Opistognathidae.

72 ■ Chapter 2 ■ Volume 4
(583) (w) Blennies–Any species of the Families Clinidae

or Blenniidae.

(584) (x) Sleepers–Any species of the Family Eleotrididae.

(585) (y) Gobies–Any species of the Family Gobiidae.

(586) (z) Tangs and surgeonfish–Any species of the

Family Acanthuridae.

(587) (aa) Filefish/triggerfish–Any species of the Family

Balistes, except gray triggerfish, Balistdae capriscus.

(588) (bb) Trunkfish/cowfish–Any species of the Family

Ostraciidae.

(589) (cc) Pufferfish/burrfish/balloonfish–Any of the following species:

(590) 1. Balloonfish–Diodon holocanthus.

(591) 2. Sharpnose puffer–Canthigaster rostrata.

(592) 3. Striped burrfish–Chilomycterus schoepfi.

(593) (3) The following invertebrate species, as they occur in waters of the state and in federal Exclusive Economic Zone (EEZ) waters adjacent to state waters, are

hereby designated as restricted species pursuant to

Section 370.01(20), Florida Statutes:

(594) (a) Sponges–Any species of the Class Demospongia,

except sheepswool, yellow, grass, glove, finger, wire,

reef, and velvet sponges, Order Dictyoceratida.

(595) (b) Upside-down jellyfish–Any species of the Genus

Cassiopeia.

(596) (c) Siphonophores/hydroids–Any species of the

Class Hydrozoa, except fire corals, Order Milleporina.

(597) (d) Soft corals–Any species of the Subclass

Octocorallia, except sea fans Gorgonia flabellum and

Gorgonia ventalina.

(598) (e) Sea anemones–Any species of the Orders Actinaria

Zoanthidea, Corallimorpharia, and Ceriantharia.

(599) (f) Featherduster worms/calcareous tubeworms–Any

species of the Families Sabellidae and Serpulidae.

(600) (g) Star-shells–Any of the species Astraea americana

or Astraea phoebia.

(601) (h) Nudibranchs/sea slugs–Any species of the Subclass Opisthobranchia.

(602) (i) Fileclams–Any species of the Genus Lima.

(603) (j) Octopods–Any species of the Order Octopoda,

except the common octopus, Octopodus vulgaris.

(604) (k) Shrimp–Any of the following species:

(605) 1. Cleaner shrimp and peppermint shrimp–Any

species of the Genera Periclimenes or Lysmata.

(606) 2. Coral shrimp–Any species of the Genus Stenopus.

(607) 3. Snapping shrimp–Any species of the Genus

Alpheus.

(608) (l) Crabs–Any of the following species:

(609) 1. Yellowline arrow crab–Stenorhynchus seticornis.

(610) 2. Furcate spider or decorator crab–Stenocionops

furcata.

(611) 3. Thinstripe hermit crab–Clibanarius vittatus.

(612) 4. Polkadotted hermit crab–Phimochirus operculatus.

(613) 5. Spotted porcelain crab–Porcellana sayana.

(614) 6. Nimble spray or urchin crab–Percnon gibbesi.

(615) 7. False arrow crab–Metoporhaphis calcarata.

(616) (m) Starfish–Any species of the Class Asteroidea,

except the Bahama starfish, Oreaster reticulatus.

(617) (n) Brittlestars–Any species of the Class Ophiuroidea.

(618) (o) Sea urchins–Any species of the Class Echinoidea,

except longspine urchin, Diadema antillarum, and sand

dollars and sea biscuits, Order Clyeasterodia.

(619) (p) Sea cucumbers–Any species of the Class Holothuroidea.

(620) (q) Sea lillies–Any species of the Class Crinoidea.

(621) (4) The following species of plants, as they occur in

waters of the state and in federal Exclusive Economic

Zone (EEZ) waters adjacent to state waters, are hereby

designated as restricted species pursuant to section

370.01(20), Florida Statutes:

(622) (a) Caulerpa–Any species of the Family Caulerpaceae.

(623) (b) Halimeda/mermaid’s fan/mermaid’s shaving

brush– Any species of the Family Halimedaceae.

(624) (c) Coralline red algae–Any species of the Family

Corallinaceae.

(625) (5) For the purposes of Section 370.06(2)(d),

Florida Statutes, the term “marine life species” is defined to mean those species designated as restricted

species in subsections (2), (3), and (4) of this rule.

(626) Specific Authority 370.01(20), 370.027(2),

370.06(2)(d), F.S. Law Implemented 370.01(20), 370.025,

370.027, 370.06(2)(d), F.S. History–New 1-1-91, Amended

7-1-92, 1-1-95.

46–42.002 Definitions.–As used in this rule chapter

(627) (1) “Barrier net,” also known as a “fence net,”

means a seine used beneath the surface of the water by

a driver to enclose and concentrate tropical fish and

which may be made of either nylon or monofilament.

(628) (2) “Drop net” means a small, usually circular, net

with weighs attached along the outer edge and a single

float in the center, used by a diver to enclose and concentrate tropical fish.

(629) (3) “Hand held net” means a landing or dip net as

defined in Rule 46–4.002(4), except that a portion of

the bag may be constructed of clear plastic material,

rather than mesh.

(630) (4) “Harvest” means the catching or taking of a marine organism by any means whatsoever, followed by a

reduction of such organism to possession. Marine organisms that are caught but immediately returned to

the water free, alive, and unharmed are not harvested.

In addition, temporary possession of a marine animal

for the purpose of measuring it to determine compliance with the minimum or maximum size requirements of this chapter shall not constitute harvesting

Navigation Regulations ■ Chapter 2 ■ 73
such animal, provided that it is measured immediately

after taking, and immediately returned to the water

free, alive, and unharmed if undersize or oversize.

(631) (5) “Harvest for commercial purposes” means the

taking or harvesting of any tropical ornamental marine

life species or tropical ornamental marine plant for

purposes of sale or with intent to sell. The harvest of

tropical ornamental marine life species or tropical ornamental marine plants in excess of the bag limit shall

constitute prima facie evidence of intent to sell.

(632) (6) “Land,” when used in connection with the harvest of marine organisms, means the physical act of

bringing the harvested organism ashore.

(633) (7) “Live rock” means rock with living marine organisms attached to it.

(634) (8) “Octocoral” means any erect, nonencrusting

species of the Subclass Octocorallia, except the species

Gorgonia flabellum and Gorgonia ventalina.

(635) (9) “Slurp gun” means a self-contained, handheld

device that captures tropical fish by rapidly drawing

seawater containing such fish into a closed chamber.

(636) (10) “Total length” means the length of a fish as

measured from the tip of the snout to the tip of the tail.

(637) (11) “Trawl” means a net in the form of an elongated bag with the mouth kept open by various means

and fished by being towed or dragged on the bottom.

(638) “Roller frame trawl” means a trawl with all of the

following features and specifications:

(639) (a) A rectangular rigid frame to keep the mouth of

the trawl open while being towed.

(640) (b) The lower horizontal beam of the frame has

rollers to allow the trawl to roll over the bottom and

any obstructions while being towed.

(641) (c) The trawl opening is shielded by a grid of vertical bars spaced no more than 3 inches apart.

(642) (d) The trawl is towed by attaching a line or towing

cable to a tongue located above or at the center of the

upper horizontal beam of the frame.

(643) (e) The trawl has no doors attached to keep the

mouth of the trawl open.

(644) (12) “Tropical fish” means any species included in

subsection (2) of Rule 46–42.001, or any part thereof.

(645) (13) “Tropical ornamental marine life species”

means any species included in subsections (2) or (3) of

Rule 46–42.001, or any part thereof.

(646) (14) “Tropical ornamental marine plant” means any

species included in subsection (4) of Rule 46–42.001.

(647) Specific Authority 370.027(2), F.S. Law Implemented 370.025, 370.027, F.S. History –New 1-1-91,

Amended 7-1-92, 1-1-95.

46–42.003 Prohibition of Harvest: Longspine

Urchin, Bahama Starfish.– No person shall harvest,

possess while in or on the waters of the state, or

land any of the following species

(648) (1) Longspine urchin, Diadema antillarum.

(649) (2) Bahama starfish, Oreaster reticulatus.

(650) Specific Authority 370.027(2), F.S. Law Implemented 370.025, 370.027, F.S. History–New-1-1-91,

Amended 7-1-92.

46–4200.35 Live Landing and Live Well Requirements

(651) (1) Each person harvesting any tropical ornamental marine life species or any tropical ornamental marine plant shall land such marine organism alive.

(652) (2) Each person harvesting any tropical ornamental marine life species or any tropical ornamental marine plant shall have aboard the vessel being used for

such harvest a continuously circulating live well or

aeration or oxygenation system of adequate size and capacity to maintain such harvested marine organisms in

a healthy condition.

(653) Specific Authority 370.027(2), F.S. Law Implemented 370.025, 370.027, F.S. History–New 7-1-92.

46–42.004 Size Limits

(654) (1) Angelfishes.–

(655) (a) No person harvesting for commercial purposes

shall harvest, possess while in or on the waters of the

state, or land any of the following species of angelfish,

of total length less than that set forth below:

(656) 1. One-and-one half (11⁄2) inches for:

(657) a. Gray angelfish (Pomacanthus arcuatus).

(658) b. French angelfish (Pomacanthus paru).

(659) 2. One-and-three-quarters (13⁄4) inches for:

(660) a. Blue angelfish (Holacanthus bermudensis).

(661) b. Queen angelfish (Holacanthus ciliaris).

(662) 3. Two (2) inches for rock beauty (Holacanthus tricolor).

(663) (b) No person shall harvest, possess while in or on

the waters of the state, or land any angelfish (Family

Pomacanthidae), of total length greater than that specified below:

(664) 1. Eight (8) inches for angelfish, except rock beauty

(Holacanthus tricolor).

(665) 2. Five (5) inches for rock beauty.

(666) (c) Except as provided herein, no person shall purchase, sell, or exchange any angelfish, smaller than the

limits specified in paragraph (a) or larger than the limits specified in paragraph (b). This prohibition shall not

apply to angelfish legally harvested outside of state waters or federal Exclusive Economic Zone (EEZ) waters

adjacent to state waters, which angelfish are entering

Florida in interstate or international commerce. The

burden shall be upon any person possessing such

74 ■ Chapter 2 ■ Volume 4
angelfish for sale or exchange to establish the chain of

possession from the initial transaction after harvest, by

appropriate receipt(s), bill(s) of sale, or bill(s) of lading,

and any customs receipts, and to show that such angelfish originated from a point outside the waters of the

State of Florida or federal Exclusive Economic Zone

(EEZ) waters adjacent to Florida waters and entered

the state in interstate or international commerce. Failure to maintain such documentation or to promptly

produce same at the request of any duly authorized law

enforcement officer shall constitute prima facie evidence that such angelfish were harvested from Florida

waters or adjacent EEZ waters for purposes of this

paragraph.

(667) (2) Butterflyfishes.–

(668) (a) No person harvesting for commercial purposes

shall harvest, possess while in or on the waters of the

state, or land any butterflyfish (Family Chaetodontidae) of total length less than one (1) inch.

(669) (b) No person shall harvest, possess while in or on

the waters of the state, or land any butterflyfish to total

length greater than 4 inches.

(670) (3) Gobies–No person shall harvest, possess while

in or on the waters of the state, or land any gobie (Family Gobiidae) of total length greater than 2 inches.

(671) (4) Jawfishes–No person shall harvest, possess

while in or on the waters of the state, or land any

jawfish (Family Opistognathidae) of total length

greater than 4 inches.

(672) (5) Spotfin and Spanish hogfish–

(673) (a) No person shall harvest, possess while in or on

the waters of this state, or land any Spanish hogfish

(Bodianus rufus) of total length less than 2 inches.

(674) (b) No person shall harvest, possess while in or on

the waters of this state, or land any Spanish hogfish

(Bodianus rufus) or spotfin hogfish (Bodianus

pulchellus) of total length greater than 8 inches.

(675) Specific Authority 370.027(2), F.S. Law Implemented 370.025, 370.027, F.S. History–New 1-1-91,

Amended 7-1-92, 1-1-95.

46–42.005 Bag limit

(676) (1) Except as provided in Rule 46–42.006 or subsections (3) or (4) of this rule (46–42.005) no person shall

harvest, possess while in or on the waters of the state,

or land more than 20 individuals per day of tropical ornamental marine life species, in any combination.

(677) (2) Except as provided in Rule 46–42.006, no person shall harvest, possess while in or on the waters of

the state, or land more than one (1) gallon per day of

tropical ornamental marine plants, in any combination

of species.

(678) (3) Except as provided in Rule 46–42.006, no person shall harvest, possess while in or on the waters of

the state, or land more than 5 angelfishes (Family

Pomacanthidae) per day. Each angelfish shall be

counted for purposes of the 20 individual bag limit

specified in subsection (1) of this rule (46–42.005).

(679) (4)(a) Unless the season is closed pursuant to paragraph (b), no person shall harvest, possess while in or

on the waters of the state, or land more than 6 colonies

per day of octocorals. Each colony of octocoral or part

thereof shall be considered an individual of the species

for purposes of subsection (1) of this rule (46–42-005)

and shall be counted for purposes of the 20 individual

bag limit specific therein. Each person harvesting any

octocoral as authorized by this rule (46–42-005) may

also harvest substrate within 1 inch of the perimeter of

the holdfast at the base of the octocoral, provided that

such substrate remains attached to the octocoral.

(680) (b) If the harvest of octocorals in federal Exclusive

Economic Zone (EEZ) waters adjacent to state waters is

closed to all harvesters prior to September 30 of any

year, the season for harvest of octocorals in state waters

shall also close until the following October 1, upon notice given by the Secretary of the Department of Environmental Protection, in the manner provided in

s.120.52(16)(d), Florida Statutes.

(681) Specific Authority 370.027(2), F.S. Law Implemented 370.025, 370.027, F.S. History–New 1-1-91,

Amended 1-1-95.

46–42.006 Commercial Season, Harvest Limits

(682) (1) Except as provided in Rule 46–42.008(7), no

person shall harvest, possess while in or on the waters

of the state or land quantities of tropical ornamental

marine life species or tropical ornamental marine

plants in excess of the bag limits established in Rule

46–42.005 unless such person possesses a valid saltwater products license with both a marine life fishery endorsement and a restricted species endorsement issued

by the Department of Environmental Protection.

(683) (2) Persons harvesting tropical ornamental marine

life species or tropical ornamental marine plants for

commercial purposes shall have a season that begins

on October 1 of each year and continues through September 30 of the following year. These persons shall not

harvest, possess while in or on the waters of the state,

or land tropical ornamental marine life species in excess of the following limits:

(684) (a) A limit of 75 angelfish (Family Pomacanthidae)

per person per day or 150 angelfish per vessel per day,

whichever is less.

(685) (b) A limit of 75 butterflyfishes (Family Chaetodontidae) per vessel per day.

(686) (c) There shall be no limits on the harvest for commercial purposes of octocorals unless and until the season for all harvest of octocorals in federal Exclusive

Navigation Regulations ■ Chapter 2 ■ 75
Economic Zone (EEZ) waters adjacent to state waters is

closed. At such time the season for harvest of

octocorals in state waters shall also close until the following October 1, upon notice given by the Secretary of

the Department of Environmental Protection, in the

manner provided in Section 120.52(16)(d), Florida

Statutes. Each person harvesting any octocoral as authorized by this rule may also harvest substrate within

1 inch of the perimeter of the holdfast at the base of the

octocoral, provided that such substrate remains attached to the octocoral.

(687) (d) A limit of 400 giant Caribbean or “pink-tipped”

anemones (Genus Condylactus) per vessel per day.

(688) Specific Authority 370.027(2), F.S. Law Implemented 370.025, 370.027, F.S. History–New 1-1-91,

Amended 7-1-92, 1-1-95.

46–42.007 Gear Specifications and Prohibited

Gear

(689) (1) The following types of gear shall be the only

types allowed for the harvest of any tropical fish,

whether from state waters or from federal Exclusive

Economic Zone (EEZ) waters adjacent to state waters:

(690) (a) Hand held net.

(691) (b) Barrier net, with a mesh size not exceeding 3⁄4

inch stretched mesh.

(692) (c) Drop net, with a mesh size not exceeding 3⁄4 inch

stretch mesh.

(693) (d) Slurp gun.

(694) (e) Quinaldine may be used for the harvest of tropical fish if the person using the chemical or possessing

the chemical in or on the waters of the state meets each

of the following conditions:

(695) 1. The person also possesses and maintains aboard

any vessel used in the harvest of tropical fish with

quinaldine a special activity license authorizing the use

of quinaldine, issued by the Division of Marine Resources of the Department of Environmental Protection pursuant to Section 370.08(8), Florida Statutes.

(696) 2. The quinaldine possessed or applied while in or

on the waters of the state is in a diluted form of no more

than 2% concentration in solution with seawater. Prior

to dilution in seawater, quinaldine shall only be mixed

with isopropyl alcohol or ethanol.

(697) (f) A roller frame trawl operated by a person possessing a valid live bait shrimping license issued by the

Department of Environmental Protection pursuant to

Section 370.15, Florida Statutes, if such tropical fish

are taken as an incidental bycatch of shrimp lawfully

harvested with such trawl.

(698) (g) A trawl meeting the following specifications

used to collect live specimens of the dwarf seahorse,

Hippocampus zosterae, if towed by a vessel no greater

than 15 feet in length at no greater than idle speed:

(699) 1. The trawl opening shall be no larger than 12

inches by 48 inches.

(700) 2. The trawl shall weigh no more than 5 pounds wet

when weighed out of the water.

(701) (2) This rule shall not be construed to prohibit the

use of any bag or container used solely for storing collected specimens or the use of a single blunt rod in conjunction with any allowable gear, which rod meets each

of the following specifications:

(702) (a) The rod shall be made of nonferrous metal, fiberglass, or wood.

(703) (b) The rod shall be no longer than 36 inches and

have a diameter no greater than 3⁄4 inch at any point.

(704) (3) No person shall harvest in or from state waters

any tropical fish by or with the use of any gear other

than those types specified in subsection (1); provided,

however, that tropical fish harvested as an incidental

bycatch of other species lawfully harvested for commercial purposes with other types of gear shall not be

deemed to be harvested in violation of this rule, if the

quantity of tropical fish so harvested does not exceed

the bag limits established in Rule 46–42.005.

(705) Specific Authority 370.027(2), F.S. Law Implemented 370.025, 370.027, F.S. History–New-1-1-91,

Amended 7-1-92, 1-1-95.

46–42.009 Prohibition on the Taking, Destruction,

or Sale of Marine Corals and Sea Fans; Exception;

Repeal of Section 370.114, Florida Statutes

(706) (1) Except as provided in subsection (2), no person

shall take, attempt to take, or otherwise destroy, or sell,

or attempt to sell, any sea fan of the species Gorgonia

flabellum or of the species Gorgonia ventalina, or any

hard or stony coral (Order Scleractinia) or any fire

coral (Genus Millepora). No person shall possess any

such fresh, uncleaned, or uncured sea fan, hard or

stony coral, or fire coral.

(707) (2) Subsection (1) shall not apply to:

(708) (a) Any sea fan, hard or stony coral, or fire coral legally harvested outside of state waters or federal Exclusive Economic Zone (EEZ) waters adjacent to state

waters and entering Florida in interstate or international commerce. The burden shall be upon any person

possessing such species to establish the chain of possession from the initial transaction after harvest, by appropriate receipt(s), bill(s) of sale, or bill(s) of lading,

and any customs receipts, and to show that such species originated from a point outside the waters of the

State of Florida or federal Exclusive Economic Zone

(EEZ) adjacent to state waters and entered the state in

interstate or international commerce. Failure to maintain such documentation or to promptly produce same

at the request of any duly authorized law enforcement

officer shall constitute prima facie evidence that such

76 ■ Chapter 2 ■ Volume 4
species were harvested from Florida waters in violation

of this rule.

(709) (b) Any sea fan, hard or stony coral, or fire coral

harvested and possessed pursuant to permit issued by

the Department of Environment Protection for scientific or educational purposes as authorized in Section

370.10(2), Florida Statutes.

(710) (c) Any sea fan, hard or stony coral, or fire coral

harvested and possessed pursuant to the aquacultured

live rock provisions of Rule 46–42.008(3)(a) pursuant

to a Live Rock Aquaculture Permit issued by the National Marine Fisheries Service under 50 CFR Part 638

and meeting the following requirements:

(711) 1. Persons possessing these species in or on the waters of the state shall also possess a state submerged

lands lease for live rock aquaculture and a Department

of Environmental Protection permit for live rock culture deposition and removal or a federal Live Rock

Aquaculture Permit. If the person possessing these species is not the person named in the documents required herein, then the person in such possession shall

also possess written permission from the person so

named to transport aquacultured live rock pursuant to

this exception.

(712) 2. The nearest office of the Florida Marine Patrol

shall be notified at least 24 hours in advance of any

transport in or on state waters of aquacultured live

rock pursuant to this exception.

(713) 3. Persons possessing these species off the water

shall maintain and produce upon the request of any

duly authorized law enforcement officer sufficient documentation to establish the chain of possession from

harvest on a state submerged land lease for live rock

aquaculture or in adjacent Exclusive Economic Zone

(EEZ) waters pursuant to a federal Live Rock

Aquaculture Permit.

(714) 4. Any sea fan, hard or stony coral, or fire coral harvested pursuant to Rule 46–42.008(3)(a) shall remain

attached to the cultured rock.

(715) Specific Authority 370.027(2), F.S.; Section 6,

Chapter 83-134, Laws of Florida, as amended by Chapter 84-121, Laws of Florida. Law Implemented 370.025,

370.027, F.S.; Section 6, Chapter 83-134, Laws of

Florida, as amended by Chapter 84-121, Laws of

Florida. History–New 1-1-95.2222.

TITLE 33–NAVIGATION AND NAVIGABLE

WATERS

Part 26–Vessel Bridge-to-Bridge

Radiotelephone Regulations

§26.01 Purpose.

(716) (a) The purpose of this part is to implement the

provisions of the Vessel Bridge-to-Bridge Radiotelephone Act. This part –

(717) (1) Requires the use of the vessel bridge-to-bridge

radiotelephone;

(718) (2) Provides the Coast Guard’s interpretation of the

meaning of important terms in the Act;

(719) (3) Prescribes the procedures for applying for an

exemption from the Act and the regulations issued under the Act and a listing of exemptions.

(720) (b) Nothing in this part relieves any person from

the obligation of complying with the rules of the road

and the applicable pilot rules.

§26.02 Definitions.

(721) For the purpose of this part and interpreting the

Act –

(722) Act means the "Vessel Bridge-to-Bridge Radiotelephone Act", 33 U.S.C. sections 1201-1208;

(723) Length is measured from end to end over the deck

excluding sheer;

(724) Power-driven vessel means any vessel propelled by

machinery; and

(725) Secretary means the Secretary of the Department

in which the Coast Guard is operating;

(726) Territorial sea means all waters as defined in

§2.22(a)(1) of this chapter.

(727) Towing vessel means any commercial vessel engaged in towing another vessel astern, alongside, or by

pushing ahead.

(728) Vessel Traffic Services (VTS) means a service implemented under Part 161 of this chapter by the United

States Coast Guard designed to improve the safety and

efficiency of vessel traffic and to protect the environment. The VTS has the capability to interact with marine traffic and respond to traffic situations developing

in the VTS area.

(729) Vessel Traffic Service Area or VTS Area means the

geographical area encompassing a specific VTS area of

service as described in Part 161 of this chapter. This

area of service may be subdivided into sectors for the

purpose of allocating responsibility to individual Vessel

Traffic Centers or to identify different operating requirements.

(730) Note: Although regulatory jurisdiction is limited to

the navigable waters of the United States, certain vessels

Navigation Regulations ■ Chapter 2 ■ 77
will be encouraged or may be required, as a condition of

port entry to report beyond this area to facilitate traffic

management within the VTS area.

§26.03 Radiotelephone required.

(731) (a) Unless an exemption is granted under §26.09

and except as provided in paragraph (a)(4) of this section, this part applies to:

(732) (1) Every power-driven vessel of 20 meters or over

in length while navigating:

(733) (2) Every vessel of 100 gross tons and upward carrying one or more passengers for hire while navigating:

(734) (3) Every towing vessel of 26 feet or over in length

while navigating; and

(735) (4) Every dredge and floating plant engaged in or

near a channel or fairway in operations likely to restrict

or affect navigation of other vessels except for an unmanned or intermittently manned floating plant under

the control of a dredge.

(736) (b) Every vessel, dredge, or floating plant described

in paragraph (a) of this section must have a radiotelephone on board capable of operation from its navigational bridge, or in the case of a dredge, from its main

control station, and capable of transmitting and receiving on the frequency or frequencies within the 156-162

Mega-Hertz band using the classes of emissions designated by the Federal Communications Commission for

the exchange of navigational information.

(737) (c) The radiotelephone required by paragraph (b) of

this section must be carried on board the described vessels, dredges, and floating plants upon the navigable

waters of the United States.

(738) (d) The radiotelephone required by paragraph (b) of

this section must be capable of transmitting and receiving on VHF FM channel 22A (157.1 MHz).

(739) (e) While transiting any of the following waters,

each vessel described in paragraph (a) of this section

also must have on board a radiotelephone capable of

transmitting and receiving on VHF FM channel 67

(156.375 MHz):

(740) (1) The lower Mississippi River from the territorial

sea boundary, and within either the Southwest Pass

safety fairway or the South Pass safety fairway specified

in 33 CFR 166.200, to mile 242.4 AHP (Above Head of

Passes) near Baton Rouge;

(741) (2) The Mississippi River-Gulf Outlet from the territorial sea boundary, and within the Mississippi

River-Gulf outlet Safety Fairway specified in 33 CFR

166.200, to that channel’s junction with Inner Harbor

Navigation Canal; and

(742) (3) The full length of the Inner Harbor Navigation

Canal from its junction with the Mississippi River to

that canal’s entry to Lake Pontchartain at the New Seabrook vehicular bridge.

(743) (f) In addition to the radiotelephone required by

paragraph (b) of this section each vessel described in

paragraph (a) of this section while transiting any waters within a Vessel Traffic Service Area, must have on

board a radiotelephone capable of transmitting and receiving on the VTS designated frequency in Table

161.12(c) (VTS and VMRS Centers, Call Signs/MMSI,

Designated Frequencies, and Monitoring Areas).

(744) Note: A single VHF-FM radio capable of scanning

or sequential monitoring (often referred to as “dual

watch” capability) will not meet the requirements for

two radios.

§26.04 Use of the designated frequency.

(745) (a) No person may use the frequency designated by

the Federal Communications Commission under section 8 of the Act, 33 U.S.C. 1207(a), to transmit any information other than information necessary for the

safe navigation of vessels or necessary tests.

(746) (b) Each person who is required to maintain a listening watch under section 5 of the Act shall, when

necessary, transmit and confirm, on the designated frequency, the intentions of his vessel and any other information necessary for the safe navigation of vessels.

(747) (c) Nothing in these regulations may be construed

as prohibiting the use of the designated frequency to

communicate with shore stations to obtain or furnish

information necessary for the safe navigation of vessels.

(748) (d) On the navigable waters of the United States,

channel 13 (156.65 MHz) is the designated frequency

required to be monitored in accordance with §26.05(a)

except that in the area prescribed in §26.03(e), channel

67 (156.375 MHz) is the designated frequency.

(749) (e) On those navigable waters of the United States

within a VTS area, an additional designated VTS frequency is an additional designated frequency required

to be monitored in accordance with §26.05.

(750) Note: As stated in 47 CFR 80.148(b), a VHF watch

on Channel 16 (156.800 MHz) is not required on vessels subject to the Vessel Bridge-to-Bridge Radiotelephone Act and participating in a Vessel Traffic Service

(VTS) system when the watch is maintained on both

the vessel bridge-to-bridge frequency and a designated

VTS frequency.

§26.05 Use of radiotelephone.

(751) Section 5 of the Act states that the radiotelephone

required by this Act is for the exclusive use of the master or person in charge of the vessel, or the person designated by the master or person in charge to pilot or

direct the movement of the vessel, who shall maintain a

listening watch on the designated frequency. Nothing

herein shall be interpreted as precluding the use of

78 ■ Chapter 2 ■ Volume 4
portable radiotelephone equipment to satisfy the requirements of this Act.

§26.06 Maintenance of radiotelephone; failure of

radiotelephone. Section 6 of the Act states–

(752) (a) Whenever radiotelephone capability is required

by this Act, a vessel’s radiotelephone equipment shall

be maintained in effective operating condition. If the

radiotelephone equipment carried aboard a vessel

ceases to operate, the master shall exercise due diligence to restore it or cause it to be restored to effective

operating condition at the earliest practicable time.

The failure of a vessel’s radiotelephone equipment shall

not, in itself, constitute a violation of this Act, nor shall

it obligate the master of any vessel to moor or anchor

his vessel; however, the loss of radiotelephone capability shall be given consideration in the navigation of the

vessel.

§26.07 Communications.

(753) No person may use the service of, and no person

may serve as, a person required to maintain a listening

watch under section 5 of the Act, 33 U.S.C. 1204, unless

the person can communicate in the English language.

§26.08 Exemption procedures.

(754) (a) The Commandant has redelegated to the Assistant Commandant for Marine Safety, Security and

Environmental Protection, U.S. Coast Guard Headquarters, with the reservation that this authority shall not

be further redelegated, the authority to grant exemptions from provisions of the Vessel Bridge-to-Bridge

Radiotelephone Act and this part.

(755) (b) Any person may petition for an exemption from

any provision of the Act or this part;

(756) (c) Each petition must be submitted in writing to

U.S. Coast Guard, Marine Safety, Security and Environmental Protection, 2100 Second Street SW., Washington, DC 20593-0001, and must state:

(757) (1) The provisions of the Act or this part from

which an exemption is requested; and

(758) (2) The reasons why marine navigation will not be

adversely affected if the exemption is granted and if the

exemption relates to a local communication system

how that system would fully comply with the intent of

the concept of the Act but would not conform in detail

if the exemption is granted.

§26.09 List of exemptions.

(759) (a) All vessels navigating on those waters governed by

the navigation rules for Great Lakes and their connecting

and tributary waters (33 U.S.C. 241 et seq.) are exempt

from the requirements of the Vessel Bridge-to-Bridge Radiotelephone Act and this part until May 6, 1975.

(760) (b) Each vessel navigating on the Great Lakes as defined in the Inland Navigational Rules Act of 1980 (33

U.S.C. 2001 et seq.) and to which the Vessel

Bridge-to-Bridge Radiotelephone Act (33 U.S.C.

1201-1208) applies is exempt from the requirements in

33 U.S.C. 1203, 1204, and 1205 and the regulations under §§26.03, 26.04, 26.05, 26.06, and 26.07. Each of

these vessels and each person to whom 33 U.S.C.

1208(a) applies must comply with Articles VII, X, XI,

XII, XIII, XV, and XVI and Technical Regulations 1-9 of

“The Agreement Between the United States of America

and Canada for Promotion of Safety on the Great Lakes

by Means of Radio, 1973.”

Part 70–Interference with or Damage to

Aids to Navigation

§70.05–10 Revocation of merchant mariner

credential officer endorsement or license

(761) Every master, pilot, and engineer, or person or persons acting in such capacity, respectively, on board any

vessel who shall willfully injure or destroy an aid to

navigation established or maintained by the United

States shall be deemed guilty of violating the provisions of §70.05-1 and shall upon conviction be punished as provided in §70.05-5 and shall also have his

merchant mariner credential officer endorsement or

license revoked or suspended for a term to be fixed by

the judge before whom tried and convicted.

§70.05–20 Report Required

(762) Whenever any vessel collides with an aid to navigation established and maintained by the United States or

any private aid to navigation established or maintained

in accordance with Part 64, 66, 67 or 68 of this subchapter, or is connected with any such collision, it shall

be the duty of the person in charge of such vessel to report the accident to the nearest Officer in Charge, Marine Inspection, in accordance with 46 CFR 4.

Part 80–COLREGS Demarcation Lines

§80.01 General basis and purpose of demarcation

lines.

(763) (a) The regulations in this part establish the lines

of demarcation delineating those waters upon which

mariners shall comply with the International Regulations for Preventing Collisions at Sea, 1972 (72

COLREGS) and those waters upon which mariners

shall comply with the Inland Navigation Rules.

Navigation Regulations ■ Chapter 2 ■ 79
(764) (b) The waters inside of the lines are Inland Rules

waters. The waters outside the lines are COLREGS waters.

(765) (c) Geographic coordinates expressed in terms of

latitude or longitude, or both, are not intended for plotting on maps or charts whose referenced horizontal datum is the North American Datum of 1983 (NAD 83),

unless such geographic coordinates are expressly labeled NAD 83. Geographic coordinates without the

NAD 83 reference may be plotted on maps or charts referenced to NAD 83 only after application of the appropriate corrections that are published on the particular

map or chart being used.

§80.510 Chesapeake Bay Entrance, Va.

(766) A line drawn from Cape Charles Light to Cape

Henry Light.

§80.515 Cape Henry, Va. to Cape Hatteras, N.C.

(767) (a) A line drawn from Rudee Inlet Jetty Light 2 to

Rudee Inlet Jetty Light 1.

(768) (b) A line formed by the centerline of the highway

bridge across Oregon Inlet.

§80.520 Cape Hatteras, N.C. to Cape Lookout, N.C.

(769) (a) A line drawn from Hatteras Inlet Lookout Tower

(30°11.8'N., 75°44.9'W.) 255° true to the eastern end of

Ocracoke Island.

(770) (b) A line drawn from the westernmost extremity of

Ocracoke Island at 35°04.0'N., 76°00.8'W. to the northeastern extremity of Portsmouth Island at 35°03.7'N.,

76°02.3'W.

(771) (c) A line drawn across Drum Inlet parallel with the

general trend of the highwater shoreline.

§80.525 Cape Lookout, N.C. to Cape Fear, N.C.

(772) (a) A line drawn from Cape Lookout Light to the

seaward tangent of the southeastern end of Shackleford

Banks.

(773) (b) A line drawn from Morehead City Channel

Range Front Light to the seaward extremity of the

Beaufort Inlet west jetty.

(774) (c) A line drawn from the southernmost extremity

of Bogue Banks at 34°38.7'N., 77°06.0'W. across Bogue

Inlet to the northernmost extremity of Bear Beach at

34°38.5'N., 77°07.1'W.

(775) (d) A line drawn from the southeasternmost extremity on the southwest side of New River inlet at

34°31.5'N., 77°20.6'W., to the seaward tangent of the

shoreline on the northeast side on New River Inlet.

(776) (e) A line drawn across New Topsail Inlet between the

closest extremities of the shore on either side of the inlet

from 34°20.8'N., 77°39.2'W. to 34°20.6'N., 77°39.6'W.

(777) (f) A line drawn from the seaward extremity of the

jetty on the northeast side of Masonboro Inlet to the

seaward extremity of the jetty on the southeast side of

the Inlet.

(778) (g) Except as provided elsewhere in this section

from Cape Lookout to Cape Fear, lines drawn parallel

with the general trend of the highwater shoreline

across the entrance of small bays and inlets.

§80.530 Cape Fear, N.C. to Little River Inlet, N.C.

(779) (a) A line drawn from the abandoned lighthouse

charted in approximate position 33°52.4'N., 78°00.1'W.

across the Cape Fear River Entrance to Oak Island

Light.

(780) (b) Except as provided elsewhere in this section

from Cape Fear to Little River Inlet, lines drawn parallel with the general trend of the highwater shoreline

across the entrance to small inlets.

§80.703 Little River Inlet, S.C. to Cape Romain, S.C.

(781) (a) A line drawn from the westernmost extremity of

the sand spit on Bird Island to the easternmost extremity of Waties Island across Little River Inlet.

(782) (b) From Little River Inlet, a line drawn parallel

with the general trend of the highwater shoreline

across Hog Inlet; thence a line drawn across the seaward ends of the Murrels Inlet jetties; thence a line

drawn parallel with the general trend of the highwater

shoreline across Midway Inlet, Pawleys Inlet, and

North Inlet.

(783) (c) A line drawn from the charted position of

Winyah Bay North Jetty End Buoy 2N south to the

Winyah Bay South Jetty.

(784) (d) A line drawn from Santee Point to the seaward

tangent of Cedar Island.

(785) (e) A line drawn from Cedar Island Point west to

Murphy Island.

(786) (f) A north-south line (longitude 79°20.3'W.) drawn

from Murphy Island to the northernmost extremity of

Cape Island Point.

§80.707 Cape Romain, S.C. to Sullivans Island, S.C.

(787) (a) A line drawn from the western extremity of Cape

Romain 292° true to Racoon Key on the west side of

Racoon Creek.

(788) (b) A line drawn from the westernmost extremity of

Sandy Point across Bull Bay to the northernmost extremity of Northeast Point.

(789) (c) A line drawn from the southernmost extremity

of Bull Island to the easternmost extremity of Capers

Island.

(790) (d) A line formed by the overhead power cable from

Capers Island to Dewees Island.

80 ■ Chapter 2 ■ Volume 4
(791) (e) A line formed by the overhead power cable from

Dewees Island to Isle of Palms.

(792) (f) A line formed by the centerline of the highway

bridge between Isle of Palms and Sullivans Island over

Breach Inlet.

§80.710 Charleston Harbor, S.C.

(793) (a) A line formed by the submerged north jetty

from the shore to the west end of the north jetty.

(794) (b) A line drawn from across the seaward extremity

of the Charleston Harbor Jetties.

(795) (c) A line drawn from the west end of the South

Jetty across the South Entrance to Charleston Harbor

to shore on a line formed by the submerged south jetty.

§80.712 Morris Island, S.C. to Hilton Head Island,

S.C.

(796) (a) A line drawn from the easternmost tip of Folley

Island to the abandoned lighthouse tower on the north

side of Lighthouse Inlet; thence west to the shoreline of

Morris Island.

(797) (b) A straight line drawn from the seaward tangent

of Folly Island through Folly River Daybeacon 10

across Stono River to the shoreline of Sandy Point.

(798) (c) A line drawn from the southernmost extremity

of Seabrook Island 257° true across the North Edisto

River Entrance to the shore of Botany Bay Island.

(799) (d) A line drawn from the microwave antenna

tower on Edisto Beach charted in approximate position

latitude 32°29.3'N. longitude 80°19.2'W. across St. Helena Sound to the abandoned lighthouse tower on

Hunting Island.

(800) (e) A line formed by the centerline of the highway

bridge between Hunting Island and Fripp Island.

(801) (f) A line drawn from the westernmost extremity of

Bull Point on Capers Island to Port Royal Sound Channel Range Rear Light, 32°13.7'N., 80°36.0'W.; thence

259° true to the easternmost extremity of Hilton Head

at 32°13.0'N., 80°40.1'W.

§80.715 Savannah River.

(802) A line drawn from the southernmost tank on

Hilton Head Island charted in approximate position

32°06.7'N., 80°49.3'W. to Bloody Point Range Rear

Light; thence to Tybee Range Rear Light.

§80.717 Tybee Island, Ga. to St. Simons Island, Ga.

(803) (a) A line drawn from the southernmost extremity

of Savannah Beach on Tybee Island 255° true across

Tybee Inlet to the shore of Little Tybee Island south of

the entrance to Buck Hammock Creek.

(804) (b) A straight line drawn from the northeasternmost extremity of Wassaw Island 031° true through

Tybee River Daybeacon 1 to the shore of Little Tybee Island.

(805) (c) A line drawn approximately parallel with the

general trend of the highwater shorelines from the seaward tangent of Wassaw Island to the seaward tangent

of Bradley Point on Ossabaw Island.

(806) (d) A north-south line (longitude 81°08.4'W.)

drawn from the southernmost extremity of Ossabaw Island to St. Catherine Island.

(807) (e) A north-south line (longitude 81°10.6'W.)

drawn from the southernmost extremity of St.

Catherines Island to Northeast Point on Blackbeard Island.

(808) (f) A line following the general trend of the seaward

highwater shoreline across Cabretta Inlet.

(809) (g) A north-south line (longitude 81°16.9'W.)

drawn from the southwesternmost point on Sapelo Island to Wolf Island.

(810) (h) A north-south line (longitude 81°17.1'W.)

drawn from the southeasternmost point of Wolf Island

to the northeasternmost point on Little St. Simons Island.

(811) (i) A line drawn from the northeastern extremity of

Sea Island 045° true to Little St. Simons Island.

(812) (j) An east-west line from the southernmost extremity of Sea Island across Goulds Inlet to St. Simons

Island.

§80.720 St. Simons Island, Ga. to Amelia Island, Fla.

(813) (a) A line drawn from St. Simons Light to the

northernmost tank on Jekyll Island charted in approximate position latitude 31°05.9'N. longitude 81°24.5'W.

(814) (b) A line drawn from the southernmost tank on Jekyll Island charted in approximate position latitude

31°01.6'N. longitude 81°25.2'W. to coordinate latitude

30°59.4'N. longitude 81°23.7'W. (0.5 nautical mile east

of the charted position of St. Andrew Sound Lighted

Buoy 32); thence to the abandoned lighthouse tower on

the north end of Little Cumberland Island charted in

approximate position 30°58.5'N., 81°24.8'W.

(815) (c) A line drawn across the seaward extremity of the

St. Marys River Entrance Jetties.

§80.723 Amelia Island, Fla. to Cape Canaveral, Fla.

(816) (a) A line drawn from the southernmost extremity

of Amelia Island to the northeasternmost extremity of

Little Talbot Island.

(817) (b) A line formed by the centerline of the highway

bridge from Little Talbot Island to Fort George Island.

(818) (c) A line drawn across the seaward extremity of the

St. Johns River Entrance Jetties.

(819) (d) A line drawn across the seaward extremity of the

St. Augustine Inlet Jetties.

Navigation Regulations ■ Chapter 2 ■ 81
(820) (e) A line formed by the centerline of the highway

bridge over Matanzas Inlet.

(821) (f) A line drawn across the seaward extremity of the

Ponce de Leon Inlet Jetties.

§80.727 Cape Canaveral, Fla. to Miami Beach, Fla.

(822) (a) A line drawn across the seaward extremity of the

Port Canaveral Entrance Channel Jetties.

(823) (b) A line drawn across the seaward extremity of the

Sebastian Inlet Jetties.

(824) (c) A line drawn across the seaward extremity of the

Fort Pierce Inlet Jetties.

(825) (d) A north-south line (longitude 80°09.7'W.)

drawn across St. Lucie Inlet.

(826) (e) A line drawn from the seaward extremity of Jupiter Inlet North Jetty to the northeast extremity of the

concrete apron on the south side of Jupiter Inlet.

(827) (f) A line drawn across the seaward extremity of the

Lake Worth Inlet Jetties.

(828) (g) A line drawn across the seaward extremity of the

Boynton Inlet Jetties.

(829) (h) A line drawn from Boca Raton Inlet North Jetty

Light 2 to Boca Raton Inlet South Jetty Light 1.

(830) (i) A line drawn from Hillsboro Inlet Light to

Hillsboro Inlet Entrance Light 2; thence to Hillsboro

Inlet Entrance Light 1; thence west to the shoreline.

(831) (j) A line drawn across the seaward extremity of the

Port Everglades Entrance Jetties.

(832) (k) A line formed by the centerline of the highway

bridge over Bakers Haulover Inlet.

§80.730 Miami Harbor, Fla.

(833) A line drawn across the seaward extremity of the

Miami Harbor Government Cut Jetties.

§80.735 Miami, Fla. to Long Key, Fla.

(834) (a) A line drawn from the southernmost extremity

of Fisher Island 212° true to the point in latitude

25°45.0'N. longitude 80°08.6'W. on Virginia Key.

(835) (b) A line formed by the centerline of the highway

bridge between Virginia Key and Key Biscayne.

(836) (c) A line drawn from Cape Florida Light to the

northernmost extremity on Soldier Key.

(837) (d) A line drawn from the southernmost extremity

on Soldier Key to the northernmost extremity of the

Ragged Keys.

(838) (e) A line drawn from the Ragged Keys to the southernmost extremity of Angelfish Key following the general trend of the seaward shoreline.

(839) (f) A line drawn on the centerline of the Overseas

Highway (U.S. 1) and bridges from latitude 25°19.3'N.

longitude 80°16.0'W. at Little Angelfish Creek to the radar dome charted on Long Key at approximate position

latitude 24°49.3'N. longitude 80°49.2'W.

§80.740 Long Key, Fla. to Cape Sable, Fla.

(840) A line drawn from the microwave tower charted on

Long Key at approximate position latitude 24°48.8'N.

longitude 80°49.6'W. to Long Key Light 1; thence to Arsenic Bank Light 2; thence to Sprigger Bank Light 5;

thence to Schooner Bank Light 6; thence to Oxfoot

Bank Light 10; thence to East Cape Light 2; thence

through East Cape Daybeacon 1A to the shoreline at

East Cape.

Part 110–Anchorage Regulations

§110.1 General.

(841) (a) The areas described in subpart A of this part are

designated as special anchorage areas for purposes of

33 U.S.C. §§2030(g) and 2035(j). Vessels of less than 20

meters in length, and barges, canal boats, scows, or

other nondescript craft, are not required to sound signals required by rule 35 of the Inland Navigation Rules

(33 U.S.C. 2035). Vessels of less than 20 meters are not

required to exhibit anchor lights or shapes required by

rule 30 of the Inland Navigation Rules (33 U.S.C. 2030).

(842) (b) The anchorage grounds for vessels described in

Subpart B of this part are established, and the rules and

regulations in relation thereto adopted, pursuant to

the authority contained in section 7 of the act of March

4, 1915, as amended (38 Stat. 1053; 33 U.S.C. 471).

(843) (c) All bearings in the part are referred to true meridian.

(844) (d) Geographic coordinates expressed in terms of

latitude or longitude, or both, are not intended for plotting on maps or charts whose referenced horizontal datum is the North American Datum of 1983 (NAD 83),

unless such geographic coordinates are expressly labeled NAD 83. Geographic coordinates without the

NAD 83 reference may be plotted on maps or charts referenced to NAD 83 only after application of the appropriate corrections that are published on the particular

map or chart being used.

Subpart A–Special Anchorage Areas

§110.72b St. Simons Island, Ga.

(845) The area beginning at a point southwest of

Frederica River Bridge, St. Simons Island Causeway at

(846) 31°09'58"N., 81°24'55"W.; thence southwesterly to

(847) 31°09'42"N., 81°25'10"W.; thence westerly to the

shoreline at

(848) 31°09'45"N., 81°25'20"W.; thence northeasterly

along the shoreline to

(849) 31°10'02"N., 81°25'00"W.; thence southeasterly to

the point of origin.

82 ■ Chapter 2 ■ Volume 4
§110.72d Ashley River anchorage areas, SC.

(850) The following locations are special anchorage areas:

(851) (a) Ashley River Anchorage 1. The waters lying

within an area across the Ashley River Channel from

the George M. Lockwood Municipal Marina bounded by

the southeast side of the channel beginning at

(852) 32°46'42.7"N., 079°57'19.3"W.; thence to

(853) 32°46'38.0"N., 079°57'24.0"W.; thence to

(854) 32°46'32.0"N., 079°57'15.0"W.; thence to

(855) 32°46'29.0"N., 079°57'00.9"W.; thence back to the

beginning following the southwest boundary of the

Ashley River Channel. All coordinates referenced use

datum: NAD 1983.

(856) (b) Ashley River Anchorage 2. The waters lying

within an area across the Ashley River Channel from

the Ashley Marina Bounded by the southwest side of

the channel beginning at

(857) 32°46'53.0"N., 079°57'34.5"W.; thence to

(858) 32°46'50.5"N., 079°57'40.5"W.; thence to

(859) 32°46'46.0"N., 079°57'34.5"W.; thence to

(860) 32°46'49.0"N., 079°57'28.7"W.; thence back to the

beginning following the southwest boundary of the

Ashley River Channel. All coordinates referenced use

datum: NAD 1983.

§110.73 St. Johns River, Fla.

(861) (a) Area A. The waters lying within an area bounded

by a line beginning at a point located at the west bank of

St. Johns River at

(862) 30°15'11", 81°41'23"; thence to

(863) 30°15'13", 81°41'14"; thence to

(864) 30°15'03", 81°41'11"; thence to

(865) 30°15'04", 81°41'20"; and thence to the point of beginning.

(866) (b) Area B. The waters lying within an area bounded

by a line beginning at

(867) 30°15'03", 81°41'28"; thence to

(868) 30°15'02", 81°41'10"; thence to

(869) 30°14'56", 81°41'08"; thence to

(870) 30°14'54.5", 81°41'10.5"; and thence to the point of

beginning.

§110.73a Indian River at Sebastian, Florida.

(871) Beginning at a point on the shoreline at

(872) 27°49'40"N., 80°28'26"W.; thence 060° to

(873) 27°49'46"N., 80°28'13"W.; thence 156° to

(874) 27°49'31"N., 80°28'05"W.; thence 242° to

(875) 27°49'25"N., 80°28'18"W.; thence northerly along

the shoreline to the point of beginning.

(876) Note: This area is principally for use by commercial

fishing vessels less than 65 feet in length.

§110.73b Indian River at Vero Beach, Fla.

(877) (a) Area A. Beginning at a point located on the eastern shore of Fritz Island at

(878) 27°39'32.5"N., 80°22'20.6"W., following the shoreline northward to the northwest point at

(879) 27°39'46"N., 80°22'25.9"W., thence due east to a

point on Orchid Island at approximately

(880) 27°39'46"N., 80°22'16.2"W., thence southerly along

the shoreline of Orchid Island to

(881) 27°39'32.5"N., 80°22'13.4"W., thence due west to

the point of beginning.

(882) (b) Area B. Beginning at a point located at the entrance channel marker No. 2 at

(883) 27°39'12"N., 80°22'17.3"W., thence northeasterly

to channel marker No. 4 at

(884) 27°39'21"N., 80°22'15.8"W., thence due east to Orchid Island at approximately

(885) 27°39'21"N., 80°22'11.8"W., thence southerly along

the western shoreline of Orchid Is. to

(886) 27°39'12"N., 80°22'15.6"W., thence due west to the

point of beginning.

(887) (c) Vessels shall be so anchored so that no part of

the vessel obstructs the turning basin or channels adjacent to the special anchorage areas.

§110.73c. Okeechobee Waterway, St. Lucie River,

Stuart, FL.

(888) The following is a special anchorage area: Beginning

on the Okeechobee Intracoastal Waterway between mile

marker 7 and 8 on the St. Lucie River, bounded by a line

beginning at

(889) 27°12'06.583"N., 80°15'33.447"W.; thence to

(890) 27°12'07.811"N., 80°15'38.861"W.; thence to

(891) 27°12'04.584"N., 80°15'41.437"W.; thence to

(892) 27°11'49.005"N., 80°15'44.796"W.; thence to

(893) 27°11'47.99"N., 80°15'44.78"W; thence to

(894) 27°11'42.51"N., 80°15'49.36"W; thence to

(895) 27°11'41.40"N., 80°15'47.70"W.; thence to

(896) 27°11'40.44"N., 80°15'44.64"W.; thence to

(897) 27°11'43.49"N., 80°15'40.74"W.; thence to

(898) 27°11'46.82"N., 80°15'37.9647"W.; thence to

(899) 27°11'47.881"N., 80°15'38.271"W.; thence back to

the original point. All coordinates reference Datum

NAD:83.

Subpart B–Anchorage Grounds

§110.170 Lockwoods Folly Inlet, N.C.

(900) (a) Explosives Anchorage. Beginning at a point

southeast of Shallotte Inlet at

(901) 33°52'31"N., 78°18'49"W.; thence south to

(902) 33°51'31"N., 78°18'42"W.; thence east to

(903) 33°51'51"N., 78°14'35"W.; thence north to

Navigation Regulations ■ Chapter 2 ■ 83
(904) 33°52'52"N., 78°14'40"W.; thence west to the point

of beginning.

(905) (b) General regulations. (1) This anchorage is reserved for the exclusive use of vessels carrying explosives.

(906) (2) Vessels in this anchorage shall not anchor

closer than 1,500 yards to one another. This provision

is not intended to prohibit barges or lighters from lying

alongside vessels for transfer of cargo.

(907) (3) The maximum quantity of explosives aboard

any vessel that may be in this anchorage is 8,000 tons.

(908) (4) Nothing in this section shall be construed as relieving the owner, master, or person in charge of any

vessel from the penalties of the law for obstructing navigation or for not complying with the navigation laws

in regard to lights, fog signals, etc.

§110.173 Port of Charleston, S.C.

(909) (a) The anchorage grounds. (1) Commercial Anchorage A. This anchorage is located adjacent to the

western edge of Folly Island Channel and southwest of

Rebellion Reach and is bounded by the following coordinates:

(910) 32°45'34"N., 79°52'12"W.; to

(911) 32°46'17"N., 79°53'21"W.; to

(912) 32°45'51"N., 79°53'23"W.; to

(913) 32°45'34"N., 79°52'55"W.; thence back to

(914) 32°45'34"N., 79°52'12"W.

(915) (2) Commercial Anchorage B. This anchorage is located adjacent to the south side of South Channel and

bounded by the following coordinates:

(916) 32°45'28"N., 79°53'40"W.; to

(917) 32°45'28"N., 79°54'46"W.; to

(918) 32°45'19"N., 79°54'46"W.; to

(919) 32°45'12"N., 79°54'06"W.; to

(920) 32°45'16"N., 79°53'40"W.; thence back to

(921) 32°45'28"N., 79°53'40"W.

(922) (3) Commercial Anchorage C. This anchorage is located 1,800 yards, 118° true from St. Michaels Church

Spire and has a diameter of 500 yards. Vessels using

this anchorage must anchor in the center.

(923) (4) Commercial Anchorage D. This anchorage is

located 051°30' true, 1,375 yards from St. Michaels

Church Spire and has a diameter of 1,400 feet. The use

of this anchorage is limited to loaded vessels for a period of not more than 24 hours.

(924) (b) The regulations (1) Except in cases of great

emergency, no vessel shall be anchored in the main

ship channels as defined by broken lines marking their

boundaries on NOAA Chart 11524. Vessels must be anchored in such a way as not to interfere with the free

navigation of channels in the port, including Cooper,

Ashley, Wando Rivers, and Town Creek, nor to obstruct

the approach to any pier or entrance to any slip, nor to

impede the movement of any vessel or craft.

(925) (2) Vessels using the anchorages opposite the eastern waterfront of Charleston shall place their anchors

as near as possible in the center of the anchorage. Vessels not using a designated commercial anchorage

shall not place their anchors within the main ship

channels, nor shall be so anchored as to swing within

400 feet of any wharf or pier on the eastern waterfront

of Charleston. Vessels may be so anchored as to swing

into the main ship channels only if they are so placed

with reference to the customary winds, tides, and currents of the harbor, as to swing only during slack water,

and that during this period there shall remain in the

waters adjacent to the channel an area of sufficient

depth as to permit the safe passage of loaded vessels.

(926) (3) No vessel may anchor within the designated anchorages for more than 72 hours without the prior approval of the Captain of the Port.

(927) (4) No vessel may anchor unless it maintains a

bridge watch, guards and answers Channel 16 FM, and

maintains an accurate position plot.

(928) (5) If any anchored vessel is so close to another that

a collision is probable, each vessel must communicate

with the other vessel and the Captain of the Port on

Channel 16 FM and shall act to eliminate the close

proximity situation.

(929) (6) No vessel may anchor unless it maintains the

capability to get underway within 4 hours.

(930) (7) No vessel may anchor in a “dead ship” status

(propulsion or control unavailable for normal operations) without the prior approval of the Captain of the

Port.

(931) (8) Dragging of anchors in or across main ship

channels and cable areas is prohibited.

(932) (9) Vessels which, through force of great emergency, are anchored contrary to the foregoing regulations in this section shall be shifted to new berths in

accordance with such regulations at the earliest opportunity.

(933) (10) A vessel, upon notification from the Captain of

the Port to shift its position in anchorage grounds

must get underway at once or signal for a tug, and must

change position as directed with reasonable promptness.

(934) (11) No vessel may conduct lightering operations

in an anchorage without permission from the Captain

of the Port.

(935) (12) When the use of an anchorage is required by

naval vessels, the vessels anchored therein shall move

when the Captain of the Port directs them.

(936) (13) Nothing in this section shall be construed as

relieving the owner or person in charge of any vessel

from the penalties of law for obstructing navigation, or

84 ■ Chapter 2 ■ Volume 4
for obstructing or interfering with range lights, or for

not complying with the navigation laws in regard to

lights, fog signals, etc.

§110.179 Skidaway River, Isle of Hope, Ga.

(937) (a) The anchorage ground. An area in Skidaway

River beginning at a point on the mean low water line

400 feet south of Brady Boat Works, thence 076°30',

300 feet to a buoy; thence 152°30', 900 feet to a buoy;

thence 251°00', 450 feet to the mean low water line at

Wymberly Yacht Club dock.

(938) (b) The regulations. (1) Except in cases of great

emergency, no vessels shall anchor in Skidaway River

between the north end of Barbee’s dock and southward

to Day Marker 48 except in the anchorage area hereby

defined and established: Provided, however, that vessels

may moor to any lawfully constructed wharf.

(939) (2) Except in cases of great emergency, no vessel

shall be anchored where it can swing within 50 feet of

any lawfully constructed wharf or within 50 feet of the

mean low water line, nor shall any vessel be so anchored that any portion of the hull or

rigging shall at any time extend outside the boundary

of the anchorage area.

(940) (3) Any vessel anchoring under circumstances of

great emergency outside the anchorage area should be

placed in such a position as not to interfere with the

free navigation of the channel nor obstruct the approach to any lawfully constructed wharf nor impede

the movement of any boat, and shall move away immediately after the emergency ceases or upon notification

of the District Commander.

(941) (4) No vessels with an overall length greater than

65 feet will use the anchorage area except in cases of

great emergency.

(942) (5) Vessels operating within the anchorage area

will not exceed a speed of five (5) miles per hour.

§110.182 Atlantic Ocean off Fort George Inlet,

near Mayport, Fla.

(943) (a) The Anchorage areas–(1) Anchorages for aircraft carriers and other deep draft vessels. Four circular areas each with a radius of 600 yards and with their

centers located at:

(944) “A”–30°25'35"N., 81°21'23"W.;

(945) “B”–30°26'13"N., 81°21'13"W.;

(946) “C”–30°26'19"N., 81°20'27"W.;

(947) “D”–30°26'55"N., 81°20'47"W.

(948) (2) Anchorages for destroyers and other ships of

similar size. Six circular areas each with a radius of 300

yards and with their centers located at:

(949) “1”–30°24'38"N., 81°21'57"W.;

(950) “2”–30°24'57"N., 81°21'58"W.;

(951) “3”–30°24'56"N., 81°21'38"W.;

(952) “4”–30°25'13"N., 81°22'05"W.;

(953) “5”–30°25'13"N., 81°21'43"W;

(954) “6”–30°25'07"N., 81°21'24"W.

(955) (3) Explosives anchorage. The circular area “A” described in paragraph (a) (1) of this section is also designated as an explosives anchorage for use during periods

when ammunition must be handled outside the limits

of the U.S. Naval Station, Mayport, Fla.

(956) (b) The regulations for all designated areas. (1) Usage of these areas by naval vessels shall predominate

only when necessary for military requirements; at such

times other vessels shall remain clear of the areas.

(957) (2) Prudent assignment of the anchorage areas

shall be made by the Commanding Officer, U.S. Naval

Station, Mayport, Fla.

(958) (c) Additional regulations for Explosives Anchorage Area “A.” (1) When occupied by a vessel handling

explosives, no other vessel may enter the area unless

authorized by the enforcing agency.

(959) (2) Only one vessel handling explosives may anchor

in the area at one time. A patrol craft shall be utilized to

assure that other vessels remain clear when explosives

are exposed or being transferred to and from the anchorage.

(960) (3) No more than 500,000 pounds net high explosives or equivalent may be exposed in the area at any

one time.

(961) (d) The regulations in this section shall be enforced

by the Commanding Officer, U.S. Naval Station,

Mayport, Fla., or other agencies that he may designate.

§110.183 St. Johns River, Florida.

(962) (a) The anchorage grounds–

(963) (1) Anchorage A. (Upper Anchorage) The Anchorage is established within the following coordinates, the

area enclosed by a line starting at the south shore westerly of the entrance to Miller Creek at

(964) 30°18'43.8"N., 81°38'15.0"W.; thence to

(965) 30°18'52.8"N., 81°38'15.0"W.; thence to

(966) 30°18'47.6"N., 81°37'47.6"W.; thence to

(967) 30°18'55.0"N., 81°37'29.0"W.; thence to

(968) 30°19'06.0"N., 81°37'27.0"W.; thence to

(969) 30°19'06.0"N., 81°37'02.0"W.; thence to

(970) 30°19'01.2"N., 81°37'02.0"W.; thence returning to

the point of beginning.

(971) (2) Anchorage B. (Lower Anchorage) The Anchorage is established within the following coordinates, the

area enclosed by a line starting at a point on the eastern

shore of the river at Floral Bluff at

(972) 30°21'00.0"N., 81°36'41.0"W.; thence to

(973) 30°20'00.0"N., 81°37'03.0"W.; thence to

(974) 30°21'00.0"N., 81°37'06.0"W.; thence to

(975) 30°21'50.0"N., 81°36'56.0"W.; thence to

Navigation Regulations ■ Chapter 2 ■ 85
(976) 30°21'54.0"N., 81°36'48.0"W.; thence to returning

to the point of beginning.

(977) (b) The regulations.

(978) (1) Except in cases of emergency, only vessels meeting the conditions and restrictions of this paragraph will

be authorized by the Captain of the Port to anchor in the

St. Johns River, as depicted on NOAA chart 11491, between the entrance buoy (STJ) and the Main Street

Bridge (in position 30°19'20"N., 81°39'32"W). Vessels

unable to meet any of the following conditions and restrictions must obtain specific authorization from the

Captain of the Port prior to anchoring in Anchorage A or

B.

(979) (2) All vessels intending to enter and anchor in Anchorage A or B shall notify the Captain of the Port prior

to entering.

(980) (3) Anchorages A and B are temporary anchorages.

Additionally, Anchorage B is used as a turning basin.

Vessels may not anchor for more than 24 hours in either anchorage without specific written authorization

from the Captain of the Port.

(981) (4) All vessels at anchor must maintain a watch on

VHF-FM channels 13 and 16 by a person fluent in English, and shall make a security broadcast on channel 13

upon anchoring and every 4 hours thereafter.

(982) (5) Anchorage A is restricted to vessels less than

250 feet in length.

(983) (6) Anchorage B is restricted to vessels with a draft

of 24 feet or less, regardless of length.

(984) (7) Any vessel transferring petroleum products

within Anchorage B shall have a pilot or Docking Master aboard, and employ sufficient assist tugs to assure

the safety of the vessel at anchor and any vessels

transiting the area.

(985) (8) Any vessel over 300 feet in length within Anchorage B shall have a Pilot or Docking Master aboard,

and employ sufficient assist tugs to assure the safety of

the vessel at anchor and any vessels transiting the area.

§110.185 Atlantic Ocean, off the Port of Palm

Beach, FL

(986) (a) The anchorage grounds. (1) Anchorage A. The

waters lying within an area bounded by a line beginning at

(987) 26°50'00"N., 80°01'12"W.; thence westerly to

(988) 26°50'00"N., 80°01'30"W.; thence southerly to

(989) 26°47'30"N., 80°01'30"W.; thence easterly to

(990) 26°47'30"N., 80°01'12"W.; and thence northerly to

the point of beginning.

(991) (2) Anchorage B. The waters lying within an area

bounded by a line beginning at

(992) 26°45'06"N., 80°01'12"W.; thence westerly to

(993) 26°45'06"N., 80°01'42"W.; thence southerly to

(994) 26°43'48"N., 80°01'42"W.; thence easterly to

(995) 26°43'48"N., 80°01'12"W.; and thence northerly to

the point of beginning.

(996) (b) The regulations. (1) Vessels in the Atlantic

Ocean near Lake Worth Inlet awaiting berthing space

at the Port of Palm Beach, shall only anchor within the

anchorage areas hereby defined and established, except

in cases of great emergency.

(997) (2) Vessels anchoring under circumstances of great

emergency outside the anchorage areas shall be shifted

to new positions within the anchorage areas immediately after the emergency ceases.

§110.186 Port Everglades, Florida.

(998) (a) The anchorage grounds. The anchorage

grounds, the center of which is located approximately

two and one half miles northeast of the entrance of Port

Everglades, is an area bounded by a line connecting

points with the following North American Datum 83

coordinates:

(999) 26°08'26.93"N., 080°04'28.24"W.

(1000) 26o08'08.56"N., 080o04'16.15"W.

(1001) 26o07'56.00"N., 080o04'17.48"W.

(1002) 26o07'56.00"N., 080o02'42.62"W.

(1003) 26o07'19.50"N., 080o02'53.15"W.

(1004) 26o07'19.50"N., 080o04'28.80"W.

(1005) 26o06'35.16"N., 080o04'28.80"W.

(1006) 26o06'35.16"N., 080o04'38.69"W.

(1007) 26o08'26.93"N., 080o04'28.24"W

(1008) (b) The regulations. (1) Commercial vessels in the

Atlantic Ocean in the vicinity of Port Everglades shall

anchor only within the anchorage area hereby defined

and established, except in cases of emergency.

(1009) (2) Prior to entering the anchorage area, all vessels

shall notify the Coast Guard Captain of the Port, via the

Port Everglades Harbormaster, on VHF-FM Channel

14.

(1010) (3) All vessels within the designated anchorage

area shall maintain a 24-hour bridge watch by a licensed or credentialed deck officer proficient in English, monitoring VHF-FM channel 16. This individual

shall confirm that the ship's crew performs frequent

checks of the vessel's position to ensure the vessel is

not dragging anchor.

(1011) (4) Vessels may anchor anywhere within the designated anchorage area provided that: such anchoring

does not interfere with the operations of any other vessels currently at anchorage; and all anchor and chain or

cable is positioned in such a manner to preclude

dragging over reefs.

(1012) (5) No vessel may anchor in a “dead ship” status

(i.e. propulsion or control unavailable for normal operations) without the prior approval of the Captain of the

Port. Vessels experiencing casualties such as a main

propulsion, main steering or anchoring equipment

86 ■ Chapter 2 ■ Volume 4
malfunction or which are planning to perform main

propulsion engine repairs or maintenance, shall immediately notify the Coast Guard Captain of the Port via

Coast Guard Sector Miami on VHF-FM Channel 16.

(1013) (6) No vessel may anchor within the designated anchorage for more than 72 hours without the prior approval of the Captain of the Port. To obtain this

approval, contact the Coast Guard Captain of the Port,

via the Port Everglades Harbor Master, on VHF-FM

Channel 14.

(1014) (7) The Coast Guard Captain of the Port may close

the anchorage area and direct vessels to depart the anchorage during periods of adverse weather or at other

times as deemed necessary in the interest of port safety

or security.

(1015) (8) Commercial vessels anchoring under emergency circumstances outside the anchorage area shall

shift to new positions within the anchorage area immediately after the emergency ceases.

(1016) (9) Whenever the maritime or commercial interests of the United States so require, the Captain of the

Port, U.S. Coast Guard, Miami, Florida, may direct relocation of any vessel anchored within the anchorage

area. Once directed, such vessel must get underway at

once or signal for a tug, and must change position as

directed.

§110.188 Atlantic Ocean off Miami and Miami

Beach, Fla.

(1017) (a) The anchorage grounds. The area to the eastward of a line bearing 012o through a point X, which is

11⁄2 nautical miles due east of the intersection of the Miami Beach shoreline with the north jetty; to the northward of a line bearing 102o and intersecting the 012o

line at a point A, one-half nautical mile north of the said

point X; and to the southward of a line bearing 102o and

intersecting the 012o line at a point B, 21⁄2 nautical

miles north of the said point X. The northern and

southern extremities of the 012o line are marked by

spar buoys. The entire anchorage area lies north of the

entrance channel to Miami Harbor.

(1018) (b) The rules and regulations. (1) Except in cases of

great emergency, no vessel shall be anchored in the Atlantic Ocean in the vicinity of the entrances to the approach channels leading to the cities of Miami Beach

and Miami, Fla., outside of the anchorage area hereby

defined and established–that is, they shall not anchor

shoreward of the line first named nor southward of the

second nor northward of the third line–but may anchor

as far to the eastward as may be desired.

(1019) (2) Any vessel anchoring under circumstances of

great emergency outside of the anchorage area shall be

shifted to new berths within the area immediately after

the emergency ceases.

(1020) (3) All vessels shall lie at anchor with as short a cable as conditions will permit.

(1021) (4) A vessel upon being notified to move into the

anchorage limits or to shift its position on the anchorage ground must get under way at once or signal for a

tug, and must change position as directed with reasonable promptness.

(1022) (5) Whenever the maritime or commercial interests of the United States so require, the Captain of the

Port, U.S. Coast Guard, Miami, Fla., is hereby empowered to shift the position of any vessel anchored on the

anchorage ground or outside thereof, or of any vessel

moored or anchored so as to impede or obstruct vessel

movements or obstruct or interfere with range lights.

(1023) (6) Vessels carrying explosives shall be anchored

only under a written permit issued by the Captain of

the Port and at such point as he may direct.

(1024) (7) Vessels carrying explosives shall be at all times

in charge of a competent person, and must display by

day a red flag, of not less than 16 square feet, at the

masthead, or not less than 10 feet above the upper deck

if the vessel has no mast; at night a red light shall be

displayed in the positions specified for the red flag.

(1025) (8) Nothing in this paragraph shall be construed as

relieving the owner or person in charge of any vessel

from the penalties of the law for obstructing navigation, or for obstructing or interfering with range lights,

or for not complying with the navigation laws in regard

to lights, fog signals, or other aids to navigation, or for

otherwise violating law.

(1026) (9) All vessels desiring to use the Anchorage must

notify the Coast Guard Captain of the Port, via the

Biscayne Bay Pilots on VHF-FM channel 12 or 16.

(1027) (10) All vessels anchored within the anchorage area

shall maintain a 24-hour bridge watch by an English

speaking licensed or credentialed deck officer monitoring VHF-FM Channel 16. This individual shall perform

frequent checks of the vessels’s position to ensure the

vessel is not dragging anchor.

(1028) (11) Vessels experiencing casualties such as a main

propulsion, main steering or anchoring equipment

malfunction or which are planning to perform main

propulsion engine repairs or maintenance, shall immediately notify the Coast Guard Captain of the Port via

the Coast Guard Sector Miami on VHF-FM channel 16.

(1029) (12) The Coast Guard Captain of the Port may close

the anchorage area and direct vessels to depart the anchorage during periods of adverse weather or at other

times as deemed necessary in the interest of port safety.

§110.189a Key West Harbor, Key West, Fla.; naval

explosives anchorage area.

(1030) (a) The anchorage ground. A circular area with its

center at latitude 24o30'50.6", longitude 81o50'31.6"

Navigation Regulations ■ Chapter 2 ■ 87
with a radius of 300 yards, for use for ammunition exceeding the prescribed limits for pier-side handling.

(1031) (b) The regulations. (1) When occupied by a vessel

handling explosives, no other vessel may enter the area

unless authorized by the enforcing agency.

(1032) (2) Only one vessel handling explosives may anchor

in the area at one time.

(1033) (3) No more than 300,000 pounds net of high explosives or equivalent may be handled in the area at any

one time.

(1034) (4) The regulations in this section shall be enforced

by the Commander, U.S. Naval Base, Key West, Fla., and

any other agencies he may designate.

Part 117–Drawbridge Operation Regulations

Subpart A–General Requirements

§117.1 Purpose.

(1035) (a) This part prescribes the general and special

drawbridge operating regulations that apply to the

drawbridges across the navigable waters of the United

States and its territories. The authority to regulate

drawbridges across the navigable waters of the United

States is vested in the Secretary of Homeland Security.

(1036) (b) Subpart A contains the general operation requirements that apply to all drawbridges.

(1037) (c) Subpart B contains specific requirements for

operation of individual drawbridges. These requirements are in addition to or vary from the general requirements in Subpart A. Specific sections in subpart B

that vary from a general requirement in Subpart A supersede the general requirement. All other general requirements in Subpart A, that are not at variance, apply

to the drawbridges and removable span bridges listed in

Subpart B.

§117.3 [Removed].

§117.4 Definitions.

(1038) The following definitions apply to this part:

(1039) Appurtenance means an attachment or accessory

extending beyond the hull or superstructure that is not

an integral part of the vessel and is not needed for a vessel's piloting, propelling, controlling, or collision

avoidance capabilities.

(1040) Automated drawbridge means a drawbridge that is

operated by an automated mechanism, not a

drawtender. An automated drawbridge is normally kept

in the open to navigation position and closes when the

mechanism is activated.

(1041) Deviation means a District Commander's action

authorizing a drawbridge owner to temporarily not

comply with the drawbridge opening requirements in

this part.

(1042) Drawbridge means a bridge with an operational

span that is intended to be opened for the passage of

waterway traffic.

(1043) Drawspan means the operational span of a drawbridge.

(1044) Lowerable means a non-structural vessel appurtenance that is or can be made flexible, hinged, collapsible, or telescopic so that it can be mechanically or

manually lowered.

(1045) Nonstructural means that the item is not rigidly

fixed to the vessel and can be relocated or altered.

(1046) Not essential to navigation means that a

nonstructural vessel appurtenance, when in the lowered position, would not adversely affect the vessel's piloting, propulsion, control, or collision-avoidance

capabilities.

(1047) Public vessel means a vessel that is owned and operated by the United States Government and is not engaged in commercial service, as defined in 46 U.S.C.

2101.

(1048) Remotely operated drawbridge means a drawbridge that is operated by remote control from a location away from the drawbridge.

(1049) Removable span bridge means a bridge that requires the complete removal of a span by means other

than machinery installed on the bridge to open the

bridge to navigation.

(1050) Untended means that there is no drawtender at the

drawbridge.

§117.5 When the drawbridge must open.

(1051) Except as otherwise authorized or required by this

part, drawbridges must open promptly and fully for the

passage of vessels when a request or signal to open is

given in accordance with this subpart.

§117.7 General requirements of drawbridge owners.

(1052) Except for drawbridges that have been authorized,

before January 3, 2007, to remain closed to navigation

or as otherwise specified in subpart B, drawbridge

owners must:

(1053) (a) Provide the necessary drawtender(s) for the safe

and prompt opening of the drawbridge.

(1054) (b) Maintain the working machinery of the drawbridge in good operating condition.

(1055) (c) Cycle the drawspan(s) periodically to ensure operation of the drawbridge.

(1056) (d) Ensure that the drawbridge operates in accordance with the requirements of this part.

88 ■ Chapter 2 ■ Volume 4
(1057) (e) Any drawbridge allowed to remain closed to

navigation prior to January 3, 2007, when necessary,

must be returned to operable condition within the designated time set forth by the District Commander and

will become subject to the requirements of this part.

§117.8 Permanent changes to drawbridge

operation.

(1058) (a) Anyone may submit a written request to the

District Commander for a permanent change to a drawbridge operating requirement. The request must include documentation supporting or justifying the

requested change.

(1059) (b) If after evaluating the request, the District

Commander determines that the requested change is

not needed, he or she will respond to the request in

writing and provide the reasons for denial of the requested change.

(1060) (c) If the District Commander decides that a

change may be needed, he or she will begin a

rulemaking to implement the change.

§117.9 Delaying opening of a draw.

(1061) No person shall unreasonably delay the opening of

a draw after the signals required by §117.15 have been

given.

Note

(1062) Trains are usually controlled by the block method.

That is, the track is divided into blocks or segments of a

mile or more in length. When a train is in a block with a

drawbridge, the draw may not be able to open until the

train has passed out of the block and the yardmaster or

other manager has “unlocked” the drawbridge controls. The maximum time permitted for delay is defined

in Subpart B for each affected bridge. Land and water

traffic should pass over or through the draw as soon as

possible in order to prevent unnecessary delays in the

opening and closure of the draw.

§117.11 Unnecessary opening of the draw.

(1063) No vessel owner or operator shall -

(1064) (a) Signal a drawbridge to open if the vertical clearance is sufficient to allow the vessel, after all lowerable

nonstructural vessel appurtenances that are not essential to navigation have been lowered, to safely pass under the drawbridge in the closed position; or

(1065) (b) Signal a drawbridge to open for any purpose

other than to pass through the drawbridge opening.

§117.15 Signals.

(1066) (a) General. (1) The operator of each vessel requesting a drawbridge to open shall signal the

drawtender and the drawtender shall acknowledge that

signal. The signal shall be repeated until acknowledged

in some manner by the drawtender before proceeding.

(1067) (2) The signals used to request the opening of the

draw and to acknowledge that request shall be sound

signals, visual signals, or radiotelephone communications described in this subpart.

(1068) (3) Any of the means of signaling described in this

subpart sufficient to alert the party being signaled may

be used.

(1069) (b) Sound signals. (1) Sound signals shall be made

by whistle, horn, megaphone, hailer, or other device capable of producing the described signals loud enough

to be heard by the drawtender.

(1070) (2) As used in this section, “prolonged blast” means

a blast of four to six seconds duration and “short blast”

means a blast of approximately one second duration.

(1071) (3) The sound signal to request the opening of a

draw is one prolonged blast followed by one short blast

sounded not more than three seconds after the prolonged blast. For vessels required to be passed through

a draw during a scheduled closure period, the sound

signal to request the opening of the draw during that

period is five short blasts sounded in rapid succession.

(1072) (4) When the draw can be opened immediately, the

sound signal to acknowledge a request to open the draw

is one prolonged blast followed by one short blast

sounded not more than 30 seconds after the requesting

signal.

(1073) (5) When the draw cannot be opened immediately,

or is open and shall be closed promptly, the sound signal to acknowledge a request to open the draw is five

short blasts sounded in rapid succession not more than

30 seconds after the vessel’s opening signal. The signal

shall be repeated until acknowledged in some manner

by the requesting vessel.

(1074) (c) Visual signals. (1) The visual signal to request

the opening of a draw is–

(1075) (i) A white flag raised and lowered vertically; or

(1076) (ii) A white, amber, or green light raised and lowered vertically.

(1077) (2) When the draw can be opened immediately, the

visual signal to acknowledge a request to open the

draw, given not more than 30 seconds after the vessel’s

opening signal, is–

(1078) (i) A white flag raised and lowered vertically;

(1079) (ii) A white, amber, or green light raised and lowered vertically, or

(1080) (iii) A fixed or flashing white, amber, or green light

or lights.

(1081) (3) When the draw cannot be opened immediately,

or is open and must be closed promptly, the visual signal to acknowledge a request to open the draw is –

Navigation Regulations ■ Chapter 2 ■ 89
(1082) (i) A red flag or red light swung back and forth horizontally in full sight of the vessel given not more than

30 seconds after the vessel’s opening signal; or

(1083) (ii) A fixed or flashing red light or lights given not

more than 30 seconds after the vessel’s opening signal.

(1084) (4) The acknowledging signal when the draw cannot open immediately or is open and must be closed

promptly shall be repeated until acknowledged in some

manner by the requesting vessel.

(1085) (d) Radiotelephone communications. (1) Radiotelephones may be used to communicate the same information provided by sound and visual signals.

(1086) (2) The vessel and the drawtender shall monitor

the frequency used until the vessel has cleared the

draw.

(1087) (3) When radiotelephone contact cannot be initiated or maintained, sound or visual signals under this

section shall be used.

§117.17 Signalling for contiguous drawbridges.

(1088) When a vessel must pass two or more drawbridges

close together, the opening signal is given for the first

bridge. After acknowledgment from the first bridge

that it will promptly open, the opening signal is given

for the second bridge, and so on until all bridges that

the vessel must pass have been given the opening signal and have acknowledged that they will open

promptly.

§117.19 Signalling when two or more vessels are

approaching a drawbridge.

(1089) When two or more vessels are approaching the

same drawbridge at the same time, or nearly the same

time, whether from the same or opposite directions,

each vessel shall signal independently for the opening

of the draw and the drawtender shall reply in turn to

the signal of each vessel. The drawtender need not reply

to signals by vessels accumulated at the bridge for passage during a scheduled open period.

§117.21 Signalling for an opened drawbridge.

(1090) When a vessel approaches a drawbridge with the

draw in the open position, the vessel shall give the

opening signal. If no acknowledgment is received

within 30 seconds, the vessel may proceed, with caution, through the open draw.

§117.23 Installation of radiotelephones.

(1091) (a) When the District Commander deems it necessary for reasons of safety of navigation, the District

Commander may require the installation and operation of a radiotelephone on or near a drawbridge.

(1092) (b) The District Commander gives written notice of

the proposed requirement to the bridge owner.

(1093) (c) All comments the owner wishes to submit shall

be submitted to the District Commander within 30

days of receipt of the notice under paragraph (b) of this

section.

(1094) (d) If, upon consideration of the comments received, the District Commander determines that a radiotelephone is necessary, the District Commander

notifies the bridge owner that a radiotelephone shall be

installed and gives a reasonable time, not to exceed six

months, to install the radiotelephone and commence

operation.

§117.24 Radiotelephone installation identification.

(1095) (a) The Coast Guard authorizes, and the District

Commander may require the installation of a sign on

drawbridges, on the upstream and downstream sides,

indicating that the bridge is equipped with and operates a VHF radiotelephone in accordance with §117.23.

(1096) (b) The sign shall give notice of the radiotelephone

and its calling and working channels-

(1097) (1) In plain language; or

(1098) (2) By a sign consisting of the outline of a telephone handset with the long axis placed horizontally

and a vertical three-legged lightning slash superimposed over the handset. The slash shall be as long vertically as the handset is wide horizontally and normally

not less than 27 inches and no more than 36 inches

long. The preferred calling channel should be shown in

the lower left quadrant and the preferred working

channel should be shown in the lower right quadrant.

§117.31 Drawbridge operations for emergency

vehicles and emergency vessels.

(1099) (a) Upon receiving notification that an emergency

vehicle is responding to an emergency situation, a

drawtender must make all reasonable efforts to have

the drawspan closed at the time the emergency vehicle

arrives.

(1100) (b) When a drawtender receives notice, or a proper

signal as provided in §117.15 of this part, the

drawtender shall take all reasonable measures to have

the draw opened, regardless of the operating schedule

of the draw, for passage of the following, provided this

opening does not conflict with local emergency management procedures which have been approved by the

cognizant Coast Guard Captain of the Port:

(1101) (1) Federal, State, and local government vessels

used for public safety;

(1102) (2) vessels in distress where a delay would endanger life or property;

(1103) (3) commercial vessels engaged in rescue or emergency salvage operations; and

(1104) (4) vessels seeking shelter from severe weather.

90 ■ Chapter 2 ■ Volume 4
§117.33 Closure of draw for natural disasters or

civil disorders.

(1105) Drawbridges need not open for the passage of vessels during periods of natural disasters or civil disorders declared by the appropriate authorities unless

otherwise provided for in Subpart B or directed to do so

by the District Commander.

§117.35 Temporary change to a drawbridge

operating schedule.

(1106) (a) For any temporary change to the operating

schedule of a drawbridge, lasting less than or equal to

180 days, the District Commander may issue a deviation approval letter to the bridge owner and publish a

“Notice of deviation from drawbridge regulation” in

the Federal Register.

(1107) (b) If the time period for a temporary change to the

operating schedule of a drawbridge will be greater then

180 days, the District Commander will follow appropriate rulemaking procedures and publish a temporary

rule in the Federal Register prior to the start of the action.

(1108) (c) Request for change. (1) To temporarily change

the drawbridge-operating requirements the bridge

owner must submit a written request to the District

Commander for approval of the change.

(1109) (2) The request must describe the reason for the

closure and the dates and times scheduled for the start

and end of the change.

(1110) (3) Requests should be submitted as early as possible, preferably 90 days before the start of the action.

District Commanders have discretion to accept requests submitted less than 90 days before a needed

change if those requests can be processed before the

date of the needed change.

(1111) (d) Determination. The District Commander's determination to allow the schedule change is normally

forwarded to the bridge owner within ten working days

after receipt of the request. If the request is denied, the

reasons for the denial will be set out in the District

Commander's decision letter.

(1112) (e) The drawbridge must return to its regular operating schedule immediately at the end of the designated time period.

(1113) (f) If the authorized closure period for an event is

broken into separate time periods on the same day or

on consecutive days, the drawbridge must provide

openings for navigation between the authorized

closures.

(1114) (g) The District Commander will also announce

the change to the operating schedule in the Local Notice to Mariners and other appropriate local media.

§117.36 Closure of drawbridge for emergency

repair.

(1115) (a) When a drawbridge unexpectedly becomes inoperable, or should be immediately rendered inoperable because of mechanical failure or structural defect,

the drawbridge owner must notify the District Commander of the closure without delay and give the reason for the emergency closure of the drawbridge and an

estimated time when the drawbridge will be returned

to operating condition.

(1116) (b) The District Commander will notify mariners

about the drawbridge status through Broadcast Notices

to Mariners, Local Notice to Mariners and any other appropriate local media.

(1117) (c) Repair work under this section must be performed with all due speed in order to return the drawbridge to operation as soon as possible.

§117.37 [Removed].

§117.39 Authorized closure of drawbridge due to

infrequent requests for openings.

(1118) (a) When there have been no requests for drawbridge openings for at least two years, a bridge owner

may request in writing that the District Commander

authorize the drawbridge to remain closed to navigation and to be untended.

(1119) (b) The District Commander may:

(1120) (1) Authorize the closure of the drawbridge;

(1121) (2) Set out any conditions in addition to the requirement in paragraph (d): and

(1122) (3) Revoke an authorization and order the drawbridge returned to operation when necessary.

(1123) (c) All drawbridges authorized to remain closed to

navigation, under this section, must be maintained in

operable condition.

(1124) (d) Authorization under this section does not:

(1125) (1) Authorize physical changes to the drawbridge

structure, or

(1126) (2) Authorize removal of the operating machinery.

(1127) (e) Drawbridges authorized under this section to

remain closed to navigation and to be untended are

identified in subpart B of this part.

§117.40 Advance notice for drawbridge opening.

(1128) (a) Upon written request by the owner of a drawbridge,

the District Commander may authorize a drawbridge to

operate under an advance notice for opening. The drawbridge tender, after receiving the advance notice, must

open the drawbridge at the requested time and allow for a

reasonable delay in arrival of the vessel giving the advance

notice.

Navigation Regulations ■ Chapter 2 ■ 91
(1129) (b) If the request is approved, a description of the

advanced notice for the drawbridge will be added to

subpart B of this part.

§117.41 Maintaining drawbridges in the fully

open position.

(1130) (a) Drawbridges permanently maintained in the

fully open to navigation position may discontinue

drawtender service as long as the drawbridge remains

fully open to navigation. The drawbridge must remain

in the fully open position until drawtender service is

restored.

(1131) (b) If a drawbridge is normally maintained in the

fully open to navigation position, but closes to navigation for the passage of pedestrian, vehicular, rail, or

other traffic, the drawbridge must be tended unless:

(1132) (1) Special operating requirements are established

in subpart B of this part for that drawbridge; or

(1133) (2) The drawbridge is remotely operated or automated.

§117.42 Remotely operated and automated

drawbridges.

(1134) (a) Upon written request by the owner of a drawbridge, the District Commander may authorize a drawbridge to operate under an automated system or from a

remote location.

(1135) (b) If the request is approved, a description of the

full operation of the remotely operated or automated

drawbridge will be added to subpart B of this part.

§117.43 [Removed].

§117.45 [Removed].

§117.47 Clearance gauges.

(1136) (a) Clearance gauges are required for drawbridges

across navigable waters of the United States discharging into the Atlantic Ocean south of Delaware Bay (including the Lewes and Rehoboth Canal, DE) or into the

Gulf of Mexico (including coastal waterways contiguous thereto and tributaries to such waterways and the

Lower Atchafalaya River, LA), except the Mississippi

River and its tributaries and outlets.

(1137) (b) Except for provisions in this part which specify

otherwise for particular drawbridges, clearance gauges

shall be designed, installed, and maintained according

to the provisions of 33 CFR 118.160 (not carried in this

Coast Pilot).

Note

(1138) Clearance gauge requirements, if any, for drawbridges other than those referred to in this section are

listed in Subpart B under the appropriate bridge.

§117.49 Process of violations.

(1139) (a) Complaints of alleged violations under this part

are submitted to the District Commander of the Coast

Guard District in which the drawbridge is located.

(1140) (b) Penalties for violations under this part are assessed and collected under Subpart 1.07 of Part 1 of this

chapter (not published in this Coast Pilot; see 33 CFR

1.07).

Subpart B–Specific Requirements

§117.51 General.

(1141) The drawbridges in this subpart are listed by the

state in which they are located and by the waterway

they cross. Waterways are arranged alphabetically by

state. The drawbridges listed under a waterway are generally arranged in order from the mouth of the waterway moving upstream. The drawbridges on the Atlantic

Intracoastal Waterway are listed from north to south

and on the Gulf Intracoastal Waterway from east to

west.

§117.53 [Removed].

§117.55 Posting of requirements.

(1142) (a) The owner of each drawbridge under this

subpart, other than removable span bridges, must ensure that a sign summarizing the requirements in this

subpart applicable to the drawbridge is posted both upstream and downstream of the drawbridge. The requirements to be posted need not include those in

Subpart A or §§117.51 through 117.59 of this part.

(1143) (b) The signs shall be of sufficient size and so located as to be easily read at any time from an approaching vessel.

(1144) (c) If advance notice is required to open the draw,

the signs shall also state the name, address, and telephone number of the person to be notified.

§117.57 [Removed].

§117.59 Special requirements due to hazards.

(1145) For the duration of occurrences hazardous to

safety or navigation, such as floods, freshets, and damage to the bridge or fender system, the District Commander may require the owner of an operational

drawbridge listed in this subpart to have the bridge attended full time and open on signal.

92 ■ Chapter 2 ■ Volume 4
FLORIDA

§117.261 Atlantic Intracoastal Waterway from St.

Marys River to Key Largo.

(1146) (a) General. Public vessels of the United States and

tugs with tows mustl be passed through the drawspan

of each drawbridge listed in this section at any time.

(1147) (b) McCormick Bridge, mile 747.5 at Jacksonville

Beach. The draw shall open on signal; except that, during April, May, October, and November, from 7 a.m. to

8:30 a.m. and 4:30 p.m. to 6 p.m. Monday through Friday except federal holidays, the draw need open only on

the hour and half-hour. During April, May, October,

and November, from 12 noon to 6 p.m. Saturdays, Sundays, and federal holidays, the draw need open only on

the hour and half-hour.

(1148) (c) [Reserved]

(1149) (d) Bridge of Lions (SR A1A) bridge, mile 777.9 at

St. Augustine. The draw shall open on signal; except

that, from 7 a.m. to 6 p.m. the draw need open only on

the hour and half-hour; however, the draw need not

open at 8 a.m., 12 noon, and 5 p.m. Monday through

Friday except federal holidays. From 7 a.m. to 6 p.m. on

Saturdays, Sundays and federal holidays the draw need

only open on the hour and half-hour.

(1150) (e)–(f) [Reserved]

(1151) (g) Memorial bridge, mile 830.6 at Daytona Beach.

The draw shall open on signal; except that, from 7:45

a.m. to 8:45 a.m. and 4:45 p.m. to 5:45 p.m. Monday

through Saturday except federal holidays, the draw

need open only at 8:15 a.m. and 5:15 p.m.

(1152) (h) Coronado Beach bridge (SR 44), mile 845 at

New Smyrna Beach. The Coronado Beach bridge (SR

44), mile 845, shall open on signal, except that from 7

a.m. until 7 p.m., each day of the week, the draw need

only open on the hour, twenty minutes past the hour

and forty minutes past the hour.

(1153) (i) [Reserved]

(1154) (j) NASA Railroad bridge, mile 876.6 at Kennedy

Space Center.

(1155) (1) The draw is not constantly tended.

(1156) (2) The draw is normally in the fully open position

displaying flashing green lights to indicate that vessels

may pass.

(1157) (3) When a train approaches the bridge, it stops and

the operator initiates a command to lower the bridge.

The lights go to flashing red and the draw lowers and

locks, providing scanning equipment reveals nothing

under the draw. The draw remains down until a manual

raise command is initiated, or will raise automatically 5

minutes after the intermediate track circuit is no longer occupied by a rail car.

(1158) (4) After the train has cleared, the draw opens and

the lights return to flashing green.

(1159) (k) State Road 402, Max Brewer bridge, mile 878.9

at Titusville. The draw shall open on signal; except that,

from 6 a.m. to 7:15 a.m. and 3:15 p.m. to 4:30 p.m.,

Monday through Friday, except federal holidays, the

draw need not open.

(1160) (l) John F. Kennedy Space Center bridge, mile 885

at Addison Point. The draw shall open on signal; except

that from 6:30 a.m. to 8 a.m. and 3:30 p.m. to 5 p.m.

Monday through Friday, except Federal holidays, the

draw need not open.

(1161) (m) [Reserved]

(1162) (n) [Reserved]

(1163) (o) Jensen Beach (SR 707a) bridge, mile 981.4 at

Stuart. The draw shall open on signal; except that from

December 1 through May 1, from 7 a.m. to 6 p.m., Monday through Friday, except federal holidays, the draw

need open only on the hour and half-hour.

(1164) (p) [Reserved]

(1165) (q) Indiantown Road bridge, mile 1006.2. The draw

shall open on the hour and half-hour.

(1166) (r) Donald Ross bridge, mile 1009.3, at North Palm

Beach. The draw shall open on the hour and half-hour.

(1167) (s) PGA Boulevard bridge, mile 1211.6 at North

Palm Beach. The draw shall open on the hour and on

the half-hour.

(1168) (t) Parker (US–1) bridge, mile 1013.7, at Riviera

Beach. The draw shall open on the quarter and

three-quarter hour.

(1169) (u) Flagler Memorial (SR A1A) bridge, mile 1020.8,

at Palm Beach. The draw shall open on the quarter and

three-quarter hour.

(1170) (v) Royal Park (SR 704) bridge, mile 1022.6, at

Palm Beach. The draw shall open on the hour and

half-hour.

(1171) (w) Southern Boulevard (SR 700/80) bridge, mile

1024.7, at Palm Beach. The draw shall open on the

quarter and three-quarter hour.

(1172) (x) Ocean Avenue bridge, mile 1031.0 at Lantana.

The draw shall open on the hour and half-hour.

(1173) (y) Ocean Avenue bridge, mile 1035.0, at Boynton

Beach. The draw shall open on the hour and half-hour.

(1174) (z) [Reserved]

(1175) (z-1) Atlantic Avenue (SR 806) bridge, mile 1039.6,

at Delray Beach. The draw shall open on the quarter

and three-quarter hour.

(1176) (z-2) Linton Boulevard bridge, mile 1041.1, at

Delray Beach. The draw shall open on the hour and

half-hour.

(1177) (z-3) Spanish River bridge, mile 1044.9, at Boca

Raton. The draw shall open on the hour and half-hour.

(1178) (aa) Palmetto Park bridge, mile 1047.5, at Boca

Raton. The draw shall open on the hour and half-hour.

Navigation Regulations ■ Chapter 2 ■ 93
(1179) (aa-1) Boca Club, Camino Real bridge, mile 1048.2,

at Boca Raton. The draw shall open on the hour, twenty

minutes past the hour and forty minutes past the hour.

(1180) (bb) Broward County (1) Hillsboro Boulevard

bridge (SR 810), mile 1050.0 at Deerfield Beach. The

draw shall open on the hour and half-hour.

(1181) (2) NE 14th Street bridge, mile 1055.0 at Pompano.

The draw shall open on the quarter-hour and

three-quarter hour.

(1182) (3) Atlantic Boulevard (SR 814) bridge, mile 1056.0

at Pompano. The draw shall open on the hour and

half-hour.

(1183) (4) Commercial Boulevard (SR 870) bridge, mile

1059.0, at Lauderdale-by-the-Sea. The draw shall open

on the hour and half-hour.

(1184) (5) Oakland Park Boulevard bridge, mile 1060.5 at

Fort Lauderdale. The draw shall open on the quarter-hour and three-quarter hour.

(1185) (6) East Sunrise Boulevard (SR 838) bridge, mile

1062.6, at Fort Lauderdale. The draw shall open on the

hour and half-hour. On the first weekend in May, the

draw need not open from 4 p.m. to 6 p.m. on Saturday

and Sunday, and, on the first Saturday in May, the draw

need not open from 9:45 p.m. to 10:45 p.m.

(1186) (7) East Las Olas bridge, mile 1064 at Fort Lauderdale. The draw shall open on the quarter-hour and

three-quarter hour. On the first weekend in May, the

draw need not open from 4 p.m. to 6 p.m. on Saturday

and Sunday, and, on the first Saturday in May, the draw

need not open from 9:45 p.m. to 10:45 p.m.

(1187) (8) SE 17th Street (Brooks Memorial) bridge, mile

1065.9 at Fort Lauderdale. The draw shall open on the

hour and half hour.

(1188) (9) Dania Beach Boulevard bridge, mile 1069.4 at

Dania Beach. The draw shall open on the hour and

half-hour.

(1189) (10) Sheridan Street bridge, mile 1070.5, at Fort

Lauderdale. The draw shall open on the quarter-hour

and three-quarter hour.

(1190) (11) Hollywood Beach Boulevard (SR 820) bridge,

mile 1072.2 at Hollywood. The draw shall open on the

hour and half-hour.

(1191) (12) Hallandale Beach Boulevard (SR 824) bridge,

mile 1074.0 at Hallandale. The draw shall open on the

quarter-hour and three-quarter hour.

(1192) (cc)-(kk) [Reserved]

(1193) (ll) N.E. 163rd Street (SR826) bridge, mile 1078.0

at Sunny Isles. The draw shall open on signal; except

that, from 7 a.m. to 6 p.m. on Monday through Friday

except federal holidays, and from 10 a.m. to 6 p.m. on

Saturdays, Sundays, and federal holidays, the draw

need open only on the quarter-hour and three-quarter-hour.

(1194) (mm) Broad Causeway bridge, mile 1081.4 at Bay

Harbor Islands. The draw shall open on signal; except

that, from 8 a.m. to 6 p.m., the draw need open only on

the quarter-hour and three-quarter-hour.

(1195) (nn) [Reserved].

(1196) (oo) [Reserved].

(1197) (pp) [Reserved].

(1198) (qq)Jewfish Creek, mile 1134, Key Largo. The draw

shall open on signal; except that from 10 a.m. to sunset,

Thursday through Sunday and federal holidays, the

draw need open only on the hour and half-hour.

(1199) (rr)-(ss) [Reserved].

§117.263 Banana River.

(1200) (a) The draw of the Mathers (SR A-1-A) Bridge, mile

0.5 at Indian Harbor Beach, shall open on signal; except

that, from 10 p.m. to 6 a.m. Monday through Friday except Federal holidays, the draw shall open on signal if at

least two hours notice is given.

(1201) (b) The draw of the NASA Causeway bridge, mile

27.6 at Cape Canaveral, shall open on signal if at least

four hours notice is given to the NASA Security Office

by telephone or in person.

§117.269 Biscayne Bay.

(1202) The Venetian Causeway Bridge (East) shall open on

signal, except that from 7 a.m. to 7 p.m., Monday

through Friday, except Federal holidays, the bridge

need only open on the hour and half-hour.

§117.272 Boot Key Harbor.

(1203) The draw of the Boot Key Harbor drawbridge, mile

0.13, between Marathon and Boot Key, will open as necessary on the hour between the hours of 7 a.m. to 7

p.m. At all other times, the bridge will open following a

one hour notification to the bridge tender by calling

the posted cell phone number. The draw shall open on

demand and as soon as practicable for the passage of

tugs with tows, public vessels of the United States and

vessels whereby a delay would endanger life or

property.

§117.273 Canaveral Barge Canal.

(1204) (a) The drawspan of the Christa McAuliffe Drawbridge, SR 3, mile 1.0, across the Canaveral Barge Canal need only open daily for vessel traffic on the hour

and half-hour from 6 a.m. to 10 p.m.; except that from

6:15 a.m. to 8:15 a.m. and from 3:10 p.m. to 5:59 p.m.,

Monday through Friday, except Federal holidays, the

drawspan need not open. From 10:01 p.m. to 5:59 a.m.,

everyday, the drawspan must open on signal if at least 3

hours notice is given to the drawtender. The drawspan

must open as soon as possible for the passage of public

vessels of the United States and tugs with tows.

94 ■ Chapter 2 ■ Volume 4
(1205) (b) The drawspan of the SR401 Drawbridge, mile

5.5 at Port Canaveral, must open on signal; except that,

from 6:30 a.m. to 8 a.m. and 3:30 p.m. to 5:15 p.m.

Monday through Friday except Federal holidays, the

drawspan need not be opened for the passage of vessels.

From 10 p.m. to 6 a.m., the drawspan must open on signal if at least three hours notice is given. The drawspan

must open as soon as possible for the passage of public

vessels of the United States and tugs with tows.

§117.289 Hillsboro Inlet.

(1206) The drawspans of the SR A-1-A Drawbridge, mile

0.3 at Hillsboro Beach, must open on signal; except

that, from 7 a.m. to 6 p.m., the drawspan need be

opened only on the hour, quarter hour, half hour, and

three quarter hour. Public vessels of the United States

and tugs with tows must be passed at anytime.

§117.295 Kissimmee River.

(1207) The draw of the DSX Railroad bridge, mile 37.0,

near Fort Basinger, shall open if at least 96 hours notice

is given.

§117.299 Loxahatchee River.

(1208) The draw of the Florida East Coast Railway Bridge

across the Loxahatchee River, mile 1.2 at Jupiter, operates as follows:

(1209) (a) The bridge is not constantly tended.

(1210) (b) The draw is normally in the fully open position,

displaying flashing green lights to indicate that vessels

may pass.

(1211) (c) When a train approaches, the lights go to flashing red and a horn starts four blasts, pauses, and then

continues four blasts. After an eight minute delay, the

draw lowers and locks, providing the scanning equipment reveals nothing under the draw. The draw remains down for a period of eight minutes or while the

approach track circuit is occupied.

(1212) (d) After the train has cleared, the draw opens and

the lights return to flashing green.

§117.305 Miami River.

(1213) (a) General. Public vessels of the United States,

tugs, tugs with tows, and vessels in a situation where a

delay would endanger life or property shall, upon

proper signal, be passed through the draw of each

bridge listed in this section at any time.

(1214) (b) The draws of the S.W. First Street Bridge, mile

0.9, up to and including the N.W. 27th Avenue Bridge,

mile 3.7 at Miami, shall open on signal; except that,

from 7:35 a.m. to 8:59 a.m. and 4:45 p.m. to 5:59 p.m.,

Monday through Friday, except Federal holidays, the

draws need not open for the passage of vessels.

(1215) (c) The draws of the Miami Avenue Bridge, mile 0.3,

and the S.W. Second Avenue Bridge, mile 0.5, at Miami,

shall open on signal; except that, from 7:35 a.m. to 8:59

a.m., 12:05 p.m. to 12:59 p.m. and 4:35 p.m. to 5:59

p.m., Monday through Friday, except Federal holidays,

the draws need not open for the passage of vessels.

(1216) (d) The draw of the Brickell Avenue Bridge, mile

0.1, at Miami, shall open on signal; except that, from 7

a.m. to 7 p.m., Monday through Friday except Federal

holidays, the draw need open only on the hour and

half-hour. From 7:35 a.m. to 8:59 a.m., 12:05 p.m. to

12:59 p.m. and 4:35 p.m. to 5:59 p.m., Monday through

Friday except Federal holidays, the draw need not open

for the passage of vessels.

§117.307 Miami River, North Fork.

(1217) The draw of the FDOT Railroad Bridge, mile 5.3 at

Miami, shall open on signal if at least 48-hour notice is

given to CSX System Operating Headquarters 800-

232-0144.

§117.309 Nassau Sound.

(1218) The draw of the Fernandina Port Authority (SR

A-1-A) bridge, mile 0.4 between Amelia Island and Talbot Island, shall open on signal from 6 a.m. to 6 p.m. if

at least six hours notice is given. The draw need not be

opened from 6 p.m. to 6 a.m.

§117.313 New River.

(1219) (a) The draw of the S.E. Third Avenue bridge, mile

1.4 at Fort Lauderdale shall open on signal; except that,

from 7:30 a.m. to 9 a.m. and 4:30 p.m. to 6 p.m., Monday through Friday, except Federal holidays the draw

need not open. Public vessels of the United States, tugs

with tows, and vessels in distress shall be passed at any

time.

(1220) (b) The draw of the Andrews Avenue bridge, mile

2.3 at Fort Lauderdale, shall open on signal; however,

the draw need not be opened for upbound vessels when

the draw of the Florida East Coast railroad bridge, mile

2.5 at Fort Lauderdale, is in the closed position for the

passage of a train.

§117.315 New River, South Fork.

(1221) (a) The draw of the Davie Boulevard (SW. Twelfth

Street) bridge, mile 0.9 at Fort Lauderdale shall open

on signal; except that, from 7:30 a.m. to 9 a.m. and 4:30

p.m. to 6 p.m., Monday through Friday, except Federal

holidays, the draw need not open. Public vessels of the

United States, tugs with tows, and vessels in distress

shall be passed at any time.

(1222) (b) The draw of the SR84 bridge, mile 4.4 at Fort

Lauderdale, shall open on signal if at least 24 hours notice is given. Public vessels of the United States,

Navigation Regulations ■ Chapter 2 ■ 95
regularly scheduled cruise vessels, tugs with tows, and

vessels in distress shall be passed through the draw as

soon as possible.

§117.317 Okeechobee Waterway.

(1223) (a) Exempt Vessels. This term means public vessels

of the United States and tugs with tows.

(1224) (b) Evans Crary (SR A1A) bridge, mile 3.4 at Stuart. The draw shall open on signal; except that from December 1 through May 1, from 7 a.m. to 6 p.m., Monday

through Friday, except federal holidays, the draw need

open only on the hour and half-hour. On Saturdays,

Sundays, and federal holidays, December 1, through

May 1, from 8 a.m. to 6 p.m., the draw need open only

on the hour, 20 minutes after the hour, and 40 minutes

after the hour. Exempt vessels shall be passed at any

time.

(1225) (c) Florida East Coast Railroad bridge, mile 7.4 at

Stuart. The draw shall operate as follows:

(1226) (1) The bridge is not constantly tended.

(1227) (2) The draw is normally in the fully open position,

displaying flashing green lights to indicate that vessels

may pass.

(1228) (3) When a train approaches the bridge, the navigation lights go to flashing red and a horn sounds four

blasts, pauses, and then repeats four blasts. After an

eight minute delay, the draw lowers and locks, providing the scanning equipment reveals nothing under the

draw. The draw remains down for a period of eight minutes or while the approach track circuit is occupied.

(1229) (4) After the train has cleared, the draw opens and

the lights return to flashing green.

(1230) (d) Roosevelt (US1) bridge, mile 7.4 at Stuart. The

draw shall open on signal; except Monday through Friday, except federal holidays, from 7 a.m. to 6 p.m. the

draw need open only on the hour and half hour. However, the draw need not open between 7:30 a.m. and 9

a.m. and 4 p.m. and 5:30 p.m. except at 8:15 a.m. and

4:45 p.m. On Saturdays, Sundays, and federal holidays

from 8 a.m. to 6 p.m. the draw need open only on the

hour, 20 minutes after the hour, and 40 minutes after

the hour. When the adjacent railway bridge is in the

closed position at the time of a scheduled opening the

draw need not open, but it must then open immediately

upon opening of the railroad bridge to pass all accumulated vessels. Exempt vessels shall be passed at any

time.

(1231) (e) Seaboard System Railroad bridge, mile 28.2 at

Indiantown. The draw shall open on signal; except that,

from 10 p.m. to 6 a.m. the draw shall open on signal if

at least three hours notice is given.

(1232) (f) Florida East Coast Railroad bridge, mile 38.0, at

Port Mayaca.

(1233) (1) The bridge is not constantly tended.

(1234) (2) The draw is normally in the fully open position,

displaying flashing green lights to indicate that vessels

may pass.

(1235) (3) When a train approaches the bridge, it will stop

and a crew member will observe the waterway for approaching vessels, which will be allowed to pass. Upon

manual signal, the bridge lights will go to flashing red,

and the horn will sound four blasts, pause, then repeat

four blasts, then the draw will lower and lock, providing scanning equipment reveals nothing under the

span.

(1236) (4) After the train has cleared, the draw will open,

and the lights will return to flashing green.

(1237) (g) Belle Glade Dike (SR 71) bridge, mile 60.7 between Torry Island and Lake Shore. The draw shall

open on signal from 7 a.m. to 6 p.m. Monday through

Thursday, and from 7 a.m. to 7 p.m. Friday through

Sunday. At all other times, the draw need not be opened

for passage of vessels.

(1238) (h) Seaboard System Railroad bridge, mile 78.3 at

Moore Haven. The draw shall open on signal; except

that, from 10 p.m. to 6 a.m. the draw need not be

opened for the passage of vessels.

(1239) (i) Highway bridges at Moore Haven (mile 78.4),

La Belle (mile 103.0), Denaud (mile 108.2), Alva (mile

116.0), and Olga (mile 126.3). The draws shall open on

signal; except that, from 10 p.m. to 6 a.m. the draws

shall open on signal if at least three hours notice is

given.

§117.319 Oklawaha River.

(1240) (a) The draws of the Sharpes Ferry (SR 40) bridge,

mile 55.1, and Muclan Farms bridge, mile 63.9, shall

open on signal if at least three hours notice is given.

(1241) (b) The draw of the Moss Bluff (SR464) bridge, mile

66.0, need not open for the passage of vessels.

§117.324 Rice Creek.

(1242) The CSX Railroad swingbridge, mile 0.8, in

Putnam County, shall open on signal from 8 a.m. to 4

p.m., daily. From 4:01 p.m. to 7:59 a.m., daily, the

bridge shall open with a 24-hour advance notice to CSX

at 1-800-232-0142.

§117.325 St. Johns River.

(1243) (a) The drawspan for the Main Street (US17) drawbridge, mile 24.7 at Jacksonville, must open on signal

except that, from 7 a.m. to 8:30 a.m. and from 4:30 p.m.

to 6 p.m., Monday through Saturday except Federal

holidays, the drawspan need not be opened for the passage of vessels.

(1244) (b) The draw of the Florida East Coast automated

railroad bridge, mile 24.9, shall operate as follows:

96 ■ Chapter 2 ■ Volume 4
(1245) (1) The bridge shall be constantly tended and have

a mechanical override capability for the automated operation. A radiotelephone shall be maintained at the

bridge for the safety of navigation.

(1246) (2) The draw is normally in the fully open position,

displaying flashing green lights to indicate that vessels

may pass.

(1247) (3) When a train approaches, large signs on both

the upstream and downstream sides of the bridge flash

“Bridge Coming Down,” the lights go to flashing red,

and siren signals sound. After an eight minute delay,

the draw lowers and locks if there are no vessels under

the draw. The draw remains down for a period of eight

minutes or while the approach track circuit is occupied.

(1248) (4) After the train has cleared, the draw opens and

the lights return to flashing green.

§117.329 St. Marys River.

(1249) The draws of US17 bridge, mile 23.0, and the Seaboard System Railroad bridge, mile 23.1, both at King

Island, shall open on signal if at least 48 hours notice is

given.

§117.331 Snake Creek.

(1250) The draw of the Snake Creek bridge, at Islamorada,

Florida, shall open on signal, except that from 8 a.m. to

4 p.m., the draw need open only on the hour and

half-hour.

§117.335 Taylor Creek.

(1251) The draw of US441 bridge, mile 0.3 at Okeechobee,

shall open on signal if at least two hours notice is given.

§117.337 Trout River.

(1252) The draw of the Seaboard System Railroad bridge,

mile 0.9 at Panama Park, shall open on signal from 6

a.m. to 10 p.m. From 10 p.m. to 6 a.m., the draw shall

open on signal if at least 12 hours notice is given.

GEORGIA

§117.351 Altamaha River.

(1253) (a) The draws of all bridges, except the Seaboard

System Railroad bridge, mile 59.4 at Doctortown, shall

open on signal if at least 24 hours notice is given.

(1254) (b) The draw of the Seaboard System Railroad

bridge, mile 59.4 at Doctortown, shall open on signal if

at least seven days notice is given.

§117.353 Atlantic Intracoastal Waterway,

Savannah River to St. Marys River.

(1255) (a) General. Public vessels of the United States and

tugs with tows must, upon proper signal, be passed

through the drawspan of each drawbridge in this section at anytime.

(1256) (b) Causton Bluff, SR 26, mile 579.9 near Causton

Bluff. The draw shall open on signal, except that from

6:30 a.m. to 9 a.m. and 4:30 p.m. to 6:30 p.m. Monday

through Friday, except Federal holidays, the draw need

open only at 7 a.m., 8 a.m. and 5:30 p.m.

(1257) (c) Skidaway Bridge, SR 204, mile 592.9 near Savannah. The draw will open as necessary on the hour

from 7 a.m. to 9 a.m. (7, 8, and 9 a.m.) and on the

half-hour between 4:30 p.m. to 6:30 p.m. (4:30, 5:30,

and 6:30 p.m.), daily; Monday through Friday except

Federal holidays. The draw shall open at any time for

Public vessels of the United States, tugs with tows, and

vessels in distress. At all other times, the draw will open

on signal.

§117.363 Ocmulgee River.

(1258) The draws of each bridge shall open on signal if at

least 24 hours notice is given.

§117.365 Oconee River.

(1259) The draw of the SR46 bridge, mile 44.3 near

Soperton, shall open on signal if at least 24 hours notice is given.

§117.367 Ogeechee River.

(1260) (a) The draw of the Seaboard System Railroad

bridge, mile 30.7 at Richmond Hill, shall open on signal if at least 15 days notice is given.

(1261) (b) The draw of the highway bridge, mile 37.8 near

Richmond Hill, need not be opened for the passage of

vessels.

§117.369 Satilla River.

(1262) The draw of the Seaboard System Railroad bridge,

mile 25.7 at Woodbine, shall open on signal if at least 24

hours notice is given.

§117.371 Savannah River.

(1263) (a) The draw of the Houlihan bridge (US 17) mile

21.6 at Savannah shall open on signal if at least three

hours advance notice is given to the Georgia Department of Transportation Area Engineer in Savannah.

(1264) (b) The draw of the Seaboard System Railroad

bridge, mile 27.4 near Hardeeville, South Carolina,

shall open on signal if at least three hours advance notice is given. VHF radiotelephone communications will

be maintained at the railroad’s chief dispatcher’s office

in Savannah.

(1265) (c) The draw of the CSX Transportation railroad

bridge, mile 60.9, near Clyo, Georgia, shall open on signal if at least 48 hours advance notice is given. Openings can be arranged by contacting CSX Transportation

Navigation Regulations ■ Chapter 2 ■ 97
on Channel 16 VHF or by telephone at 1-800-232-0146.

VHF radiotelephone communications will be maintained at the dispatcher’s office in Savannah, Georgia.

(1266) (d) The draw of the Seaboard System Railroad

bridge, mile 195.4 near Augusta, shall open on signal if

at least three hours notice is given.

§117.373 St. Marys River.

(1267) See §117.329, St. Marys River, listed under Florida.

NORTH CAROLINA

§117.820 Atlantic Intracoastal Waterway

(Alternate Route), Great Dismal Swamp Canal.

(1268) The draw of the Great Dismal Swamp Canal Bridge,

mile 28.0 at South Mills, NC, shall operate as follows:

(1269) (a) The draw shall remain in the open position for

navigation. The draw shall only be closed for pedestrian

crossings or periodic maintenance authorized in accordance with Subpart A of this part.

(1270) (b) The bridge shall be operated by the Park Service

Rangers at the Great Dismal Swamp Visitors Center.

Operational information will be provided 24 hours a

day on marine channel 13.

(1271) (c) The bridge shall not be operated when the operator's visibility is impaired.

(1272) (d) Before the bridge closes for any reason, the operator will monitor waterway traffic in the area. The

bridge shall only be closed if the operator's visual inspection shows that the channel is clear and there are

no vessels transiting in the area. While the bridge is

moving, the operator shall maintain constant surveillance of the navigation channel.

(1273) (e) Before closing the draw, the horn will sound five

short blasts. Five short blasts of the horn will continue

until the bridge is seated and locked down to vessels.

(1274) (f) When pedestrian traffic has cleared, the horn

will sound one prolonged blast followed by one short

blast to indicate the draw is opening to vessel traffic.

§117.821 Atlantic Intracoastal Waterway,

Albermarle Sound to Sunset Beach.

(1275) (a) The drawbridges across the Atlantic Intracoastal Waterway in North Carolina shall open on signal for commercial vessels at all times and on signal for

pleasure vessels, except at the times and during the periods specified in this paragraph:

(1276) (1) Onslow Beach Swing Bridge, mile 240.7, at Cap

Lejeune, NC, between 7 a.m. and 7 p.m., the draw need

only open on the hour and half hour.

(1277) (2) S.R. 50 Bridge, mile 260.7, at Surf City, NC, between 7 a.m. and 7 p.m., the draw need only open on

the hour.

(1278) (3) Figure Eight Swing Bridge, mile 278.1, at

Scotts Hill, NC, the draw need only open on the hour

and half hour.

(1279) (4) S.R. 74 Bridge, mile 283.1, at Wrightsville

Beach, NC, between 7 a.m. and 7 p.m., the draw need

only open on the hour, except that from 7 a.m. to 11

a.m. on the third and fourth Saturday in September of

every year, the draw need not open for vessels due to the

Triathlon run.

(1280) (5) S.R. 1172 Bridge, mile 337.9, at Sunset Beach,

NC, shall open on the hour on signal between 7 a.m. to

9 p.m.

(1281) (b) If a pleasure vessel is approaching a drawbridge

which is only required to open on the hour or on the

hour and half hour, and cannot reach the drawbridge

on the hour or on the half hour, drawtender may delay

the required opening up to 10 minutes past the hour or

half hour.

§117.822 Beaufort Channel, N.C.

(1282) The draw of the US 70 bridge, mile 0.1, at Beaufort,

shall open as follows:

(1283) (a) From 6 a.m. to 10 p.m., the draw need only open

every hour on the hour and on the half hour; except

that Monday through Friday the bridge need not open

between the hours of 6:30 a.m. to 8 a.m. and 4:30 p.m.

to 6 p.m.

(1284) (b) From 10 p.m. to 6 a.m., the bridge shall open on

signal.

§117.823 Cape Fear River.

(1285) The draw of the Cape Fear Memorial Bridge, mile

26.8, at Wilmington need not open for the passage of

vessel from 8 a.m. to 10 a.m. on the second Saturday of

July of every year, and from 7 a.m. to 11 a.m. on the second Sunday of November of every year.

§117.824 Neuse River.

(1286) (a) The draw of the U.S. 17 bridge, mile 33.7, at New

Bern:

(1287) (1) Need not open from 6:30 a.m. to 8:30 a.m. and

from 4:00 p.m. to 6:00 p.m., Monday through Friday,

for pleasure vessels. However, the draw shall open at

7:30 a.m. and 5:00 p.m., for any vessel waiting to pass.

(1288) (2) Need not open from 2:00 p.m. to 7:00 p.m. from

May 24 through September 8, on Sundays and Federal

holidays, for pleasure vessels. However, the draw shall

open at 4:00 p.m. and 6:00 p.m., for any vessel waiting

to pass.

(1289) (3) Must always open on signal for public vessels of

the United States.

(1290) (4) Shall open on signal at all other times.

98 ■ Chapter 2 ■ Volume 4
(1291) (b) The draw of the Atlantic and East Carolina Railway bridge, mile 80.0 at Kinston, shall open on signal if

at least 24 hours notice is given.

§117.825 Newport River.

(1292) The draw of the Atlantic and East Carolina Railway

bridge, mile 13.0 at Newport, need not be opened for

the passage of vessels.

§117.829 Northeast Cape Fear River.

(1293) (a) The draw of the Isabel S. Holmes Bridge, at mile

1.0, at Wilmington, North Carolina will operate as follows:

(1294) (1) The draw will be closed to pleasure craft from 6

a.m. to 6 p.m. every day except at 10 a.m. and 2 p.m.

when the draw will open for all waiting vessels.

(1295) (2) The draw will open on signal for Government

and commercial vessels at all times.

(1296) (3) The draw will open for all vessels on signal from

6 p.m. to 6 a.m.

(1297) (4) From 8 a.m. to 10 a.m. on the second Saturday

of July of every year and from 7 a.m. to 11 a.m. on the

second Sunday of November of every year, the draw

need not open for vessels.

(1298) (b) The CSX Hilton Railroad Bridge, mile 1.5 in

Wilmington, NC shall operate as follows:

(1299) (1) The draw of the bridge to be remotely operated

by the controller at the Navassa Railroad Bridge mile

34.0 across the Cape Fear River.

(1300) (2) The draw shall be left in the open position to

vessels and will only be closed for the passage of trains

and to perform periodic maintenance authorized in accordance with Subpart A of this part.

(1301) (3) Trains shall be controlled so that any delay in

opening of the draw shall not exceed ten minutes except as provided in 117.31(b).

(1302) (4) The CSX Hilton Railroad Bridge shall not be operated by the controller at the CSX Navassa Railroad in

the event of failure or obstruction of the motion sensors, laser scanners, video cameras or marine-radio

communications. In these situations, a bridge tender

must be called to operate the bridge on-site.

(1303) (5) When rail traffic has cleared, the horn will automatically sound one prolonged blast followed by one

short blast to indicate that the CSX Hilton Railroad

Bridge is moving to the full open position to vessels.

During open span movement, the channel traffic lights

will flash red, until the bridge is in the full open position to vessels. In the full open position to vessels, the

bridge channel traffic lights will flash green, allowing

vessels to pass safely.

(1304) (6) During closing span movement, the channel

traffic lights will flash red, the horn will sound five

short blasts, and an audio voice-warning device will

announce bridge movement. Five short blasts of the

horn will continue until the bridge is seated and locked

down. When the bridge is seated and in the locked

down position to vessels, the channel traffic lights will

continue to flash red.

(1305) (c) The draw of the Seaboard System Railroad

Bridge across the Northeast Cape Fear River, mile 27.0,

at Castle Hayne, North Carolina shall open on signal if

at a least 4 hours notice is given.

§117.831 Pamlico and Tar Rivers.

(1306) The draws of the US17-264 bridge, mile 37.2 at

Washington, and the Boyds Ferry bridge, mile 44.8 at

Grimesland, shall open on signal if at least 24 hours notice is given. The bridge owners shall restore constant

attendance when so directed by the District Commander.

§117.833 Pasquotank River.

(1307) (a) The draw of the Albermarle & Chesapeake railroad bridge, mile 47.7, at Elizabeth City, North

Carolina, shall be maintained in the open position; the

draw may close only for the crossing of trains and

maintenance of the bridge. When the draw is closed, a

bridgetender shall be present to reopen the draw after

the train has cleared the bridge.

(1308) (b) The draw of the US 158 Highway Bridge, mile

50.7, at Elizabeth City, shall open on signal; except that

between 7 a.m. and 9 a.m., and 4 p.m. and 6 p.m., Monday through Friday, the draw need open only at 7:30

a.m., 8:30 a.m., 4:30 p.m., and 5:30 p.m. for any pleasure vessels waiting to pass.

§117.835 Perquimans River.

(1309) The draw of the US17 bridge, mile 12.0 at Hertford,

shall open on signal from 8 a.m. to midnight from April

1 through September 30 and from 10 a.m. to 10 p.m.

from October 1 through March 31. The draw need not

be opened at all other times.

§117.837 Roanoke River.

(1310) The draw of the Seaboard System Railroad bridge,

mile 94.0 at Palmyra, need not be opened for the passage of vessels.

§117.841 Smith Creek.

(1311) The draw of the S117-S133 bridge, mile 1.5 at

Wilmington, need not open for the passage of vessels.

§117.843 Trent River.

(1312) (a) The draw of the U.S. 70 bridge, mile 0.0, at New

Bern:

(1313) (1) Need not open from 6:30 a.m. to 8:30 a.m. and

from 4:00 p.m. to 6:00 p.m., Monday through Friday,

Navigation Regulations ■ Chapter 2 ■ 99
for pleasure vessels. However, the draw shall open at

7:30 a.m. and 5:00 p.m. for any vessel waiting to pass.

(1314) (2) Need not open from 2:00 p.m. to 7:00 p.m. from

May 24 through September 8, on Sundays and Federal

holidays, for pleasure vessels. However, the draw shall

open at 4:00 p.m. and 6:00 p.m. for any vessel waiting to

pass.

(1315) (3) Must always open on signal for public vessels of

the United States.

(1316) (4) Shall open on signal at all other times.

(1317) (b) The draws of the Seaboard System Railroad

bridge, mile 18.0 near Pollocksville, need not be

opened for the passage of vessels.

SOUTH CAROLINA

§117.911 Atlantic Intracoastal Waterway, Little

River to Savannah River.

(1318) (a) General. Public vessels of the United States and

tugs with tows, upon proper signal, will be passed

through the drawspan of each drawbridge listed in this

section at any time.

(1319) (b) [Reserved]

(1320) (c) Ben Sawyer (SR703) bridge across Sullivan’s Island Narrows, mile 462.2 between Sullivan’s Island

and Mount Pleasant. The draw shall open on signal, except that the draw need not open from 7 a.m. to 9 a.m.

and from 4 p.m. to 6 p.m. Monday through Friday except federal holidays. On Saturdays, Sundays, and federal holidays, from 9 a.m. to 7 p.m., the draw need open

only on the hour.

(1321) (d) SR 171/700 bridge across Wappoo Creek Mile

470.8 at Charleston. The draw shall open on signal, except that from April 1 to November 30 from 9 a.m. to 4

p.m. Monday through Friday, except federal holidays,

and from 9 a.m. to 7 p.m., on Saturdays, Sundays and

federal holidays, the bridge need not open except on the

hour and half-hour. From June 1 to September 30 and

from December 1 to March 30 the draw need not open

from 6:30 a.m. to 9 a.m. and from 4 p.m. to 6:30 p.m.

Monday through Friday, except federal holidays, and

from April 1 to May 31 and from October 1 to November

30 Monday through Friday, except federal holidays, the

draw need not open from 6 a.m. to 9 a.m. and from 4

p.m. to 6:30 p.m.

(1322) (e) John Limehouse Bridge across the Stone River,

mile 479.3 at Johns Island. The draw of the John

Limehouse Bridge shall open on signal; except that the

draw need not open from 6:30 a.m. to 9 a.m. and from 4

p.m. to 6:30 p.m., Monday through Friday except Federal holidays. Between 9 a.m. and 4 p.m., Monday

through Friday except Federal holidays, the draw need

open only on the hour and half hour. The draw shall

open as soon as possible for the passage of tugs with

tows, public vessels of the United States and vessels in a

situation where a delay would endanger life or property.

(1323) (f) Lady's Island Bridge, across the Beaufort River,

Mile 536.0 at Beaufort. The draw shall operate as follows:

(1324) (1) On Monday through Friday, except Federal holidays:

(1325) (i) From 7 a.m. to 9 a.m. and 4 p.m. to 6 p.m., the

draw need not open, and,

(1326) (ii) Between 9 a.m. to 4 p.m., the draw need open

only on the hour and half-hour.

(1327) (2) At all other times the draw shall open on signal.

§117.913 Ashepoo River.

(1328) The draw of the Seaboard System Railroad bridge,

mile 32.0 at Ashepoo, need not be opened for the passage of vessels. However, the draw shall be returned to

operable condition within six months after notification

by the District Commander to do so.

§117.915 Ashley River.

(1329) (a) The draws of the US17 highway bridges, miles

2.4 and 2.5 at Charleston, shall open on signal; except

that, from 7 a.m. to 9 a.m. Monday through Friday and

4 p.m. to 7 p.m. daily, the draws need be opened only if

at least 12 hours notice is given. The draws of either

bridge shall open as soon as possible for the passage of

vessels in an emergency involving danger to life or

property.

(1330) (b) The draw of the Seaboard System Railroad

bridge, mile 12.0 near Drayton Hall, shall open on signal from 7 a.m. to 11 p.m. From 11 p.m. to 7 a.m., the

draw shall open on signal if at least three hours notice

is given.

§117.917 Battery Creek.

(1331) The draw of the State highway bridge, mile 2.1 between Beaufort and Parris Island, shall open on signal

if at least 24 hours notice is given.

§117.921 Broad River.

(1332) (a) The draw of the S170 bridge, mile 14.0 near

Beaufort, shall open on signal if at least 24 hours notice

is given.

(1333) (b) The draw of the Seaboard System Railroad

bridge, mile 17.0 near Whale Branch, shall open on signal if at least 24 hours notice is given.

§117.923 Congaree River.

(1334) The draw of the Southern Railway bridge, mile 4.3

at Moye’s Station, shall open on signal if at least 24

hours notice is given.

100 ■ Chapter 2 ■ Volume 4
§117.925 Cooper River.

(1335) The draw of the Seaboard System Railroad bridge,

mile 42.8 near Cordesville, shall open on signal if at

least six hours advance notice is given.

§117.927 Coosaw River (Whale Branch).

(1336) The draw of the Seaboard System Railroad bridge,

mile 5.3 at Seabrook, and the draw of the US21 bridge,

mile 7.0 at Beaufort, shall open on signal from 6 a.m. to

8 p.m. Monday through Friday if at least 24 hours notice is given. At all other times, the draw need not be

opened for the passage of vessels.

§117.929 Durham Creek.

(1337) The removable span of the Seaboard System Railroad bridge, mile 1.7 at Bushy Park, shall be removed to

allow the passage of dredges and construction equipment if at least 20 days notice is given. When notified by

the City of Charleston of an emergency in the Bushy

Park Reservoir, the span shall be removed as soon as

possible to permit the passage of dredges and construction equipment.

§117.933 Pee Dee River.

(1338) The draws of the Seaboard System Railroad

bridges, mile 72.6 near Poston and mile 107.2 near Pee

Dee, need not be opened for the passage of vessels.

§117.935 Rantowles Creek.

(1339) The draw of the Seaboard System Railroad bridge,

1.1 near Rantowles, need not be opened for the passage

of vessels.

§117.936 Savannah River.

(1340) See §117.371, Savannah River, listed under Georgia.

§117.937 [Suspended]

§117.938 Waccamaw River.

(1341) The draw of the Waccamaw Coast Line Railroad

bridge, mile 44.4 at Conway, shall open on signal; except that from 8 a.m. to 6 p.m. Monday through Friday,

the draw shall open on signal if at least one hour notice

is given.

§117.939 Wando River.

(1342) The draw of the S41 bridge, mile 10.0 near Cainhoy,

shall open on signal if at least 12 hours notice is given.

§117.997 Atlantic Intracoastal Waterway, South

Branch of the Elizabeth River to the Albermarle

and Chesapeake Canal.

(1343) (a) The draw of the Belt Line Railroad Bridge, mile

2.6, in Portsmouth and Chesapeake will operate as follows:

(1344) (1) The bridge will be left in the open position at all

times and will only be lowered for the passage of trains

and to perform periodic maintenance authorized in accordance with subpart A of this part.

(1345) (2) The bridge will be operated by the controller at

the Berkley Yard office.

(1346) (3) The controller will monitor waterway traffic in

the area of the bridge and directly beneath the bridge

with closed circuit cameras mounted on top of the

bridge and with surface navigational radar.

(1347) (4) When the bridge closes for any reason, the controller will announce 30 minutes in advance, 15 minutes in advance, and immediately proceeding the

actual lowering, over marine channel 13, that the Belt

Line Railroad Bridge is closing for river traffic. In each

of these three announcements, the bridge/train controller will request all concerned river traffic to please

acknowledge on marine channel 13.

(1348) (5) The bridge shall only be operated from the remote site if closed circuit visual and radar information

shows there are no vessels in the area and no opposing

radio communications have been received.

(1349) (6) While the Belt Line Bridge is moving from the

full open position to the full closed position, the

bridge/train controller will maintain constant surveillance of the navigational channel to ensure no conflict

with maritime traffic exists. In the event of failure of a

camera or the radar system, or loss of marine-radio

communications, the bridge shall not be operated by

the off-site bridge/train controller from the remote

location.

(1350) (7) If the off-site bridge/train controller's visibility

of the navigational channel is less than \3/4\ of a mile,

the bridge shall not be operated from the remote

location.

(1351) (8) When the draw cannot be operated from the remote site, a bridgetender must be called to operate the

bridge in the traditional on- site manner.

(1352) (9) The Belt Line mid-channel lights will change

from green to red anytime the bridge is not in the full

open position.

(1353) (10) During the downward and upward span movement, a warning alarm will sound until the bridge is

seated and locked down or in the full open position.

(1354) (11) When the bridge has returned to its full up position, the midchannel light will turn from red to

Navigation Regulations ■ Chapter 2 ■ 101
green, and the controller will announce over marine

radio channel 13, “Security, security, security, the Belt

Line bridge is open for river traffic.” Operational information will be provided 24 hours a day on marine channel 13 and via telephone 757-543-1996 or 757-545-2941.

(1355) (b) The draw of the Jordan (S337) bridge, mile 2.8,

in Chesapeake:

(1356) (1) Shall open on signal at any time for commercial

vessels carrying liquified flammable gas or other hazardous materials.

(1357) (2) From 6:30 a.m. to 8:30 a.m. and from 3:30 p.m.

to 5:30 p.m., Monday through Friday, except Federal

holidays:

(1358) (i) Need not open for the passage of recreational or

commercial vessels that do not qualify under paragraph (b)(2)(ii) of this section.

(1359) (ii) Need not open for commercial cargo vessels, including tugs and tows, unless 2 hours advance notice

has been given to the Jordan Bridge Office at

757-545-4695.

(1360) (3) Shall open on signal at all other times.

(1361) (c) The draw of the Norfolk and Western railroad

bridge across the South Branch of the Elizabeth River,

mile 3.6 at Portsmouth-Chesapeake, shall be maintained in the open position; except the draw may close

for the crossing of trains and maintenance of the

bridge. When the draw is closed, a drawtender shall be

present and the draw shall open on signal.

(1362) (d) The draw of the Gilmerton (US13/460) bridge,

mile 5.8, in Chesapeake:

(1363) (1) Shall open on signal at any time for commercial

vessels carrying liquified flammable gas or other hazardous materials.

(1364) (2) From 6:30 a.m. to 8:30 a.m. and from 3:30 to

5:30 p.m., Monday through Friday, except Federal holidays:

(1365) (i) Need not open for the passage of recreational or

commercial vessels that do not qualify under paragraph (d)(2)(ii) of this section.

(1366) (ii) Need not open for commercial cargo vessels, including tugs, and tugs with tows, unless 2 hours advance notice has been given to the Gilmerton Bridge at

757-545-1512.

(1367) (3) Shall open on signal at all other times.

(1368) (e) The draw of the Norfolk Southern #7 Railroad

Bridge, mile 5.8 in Chesapeake, shall operate as follows:

(1369) (1) The draw shall be remotely controlled by the

operator at the Norfolk Southern #5 Railroad Bridge office over the Eastern Branch of the Elizabeth River, at

mile 1.1, in Norfolk.

(1370) (2) The draw shall be left in the open position to

vessels and will only be closed for the passage of trains

and to perform periodic maintenance authorized in accordance with subpart A of this part.

(1371) (3) Trains shall be controlled so that any delay in

opening of the draw shall not exceed ten minutes except as provided in §117.31(b).

(1372) (4) Before the bridge closes for any reason, the

off-site remote operator will monitor waterway traffic

in the area with closed circuit cameras and motion sensors mounted on the bridge. The bridge will only be

closed if the off-site remote operator's visual inspection

shows that the channel is clear and there are no vessels

transiting in the area.

(1373) (5) While the bridge is moving from the full open

position to the full closed position, the off-site remote

operator will maintain constant surveillance of the

navigation channel to ensure that no conflict with

maritime traffic exists. In the event of failure or obstruction, the off-site remote operator will stop and return the bridge to the full open position to vessels. In

the event of a failure or obstruction, a bridge tender

must be called by the off-site remote operator and must

be on-site within 30 minutes of the call to operate the

bridge.

(1374) (6) During closing of the span, the channel traffic

lights will change from flashing green to flashing red,

the horn will sound twice, and an audio voice warning

device will announce bridge movement, then two repeat blasts of the horn will sound until the bridge is

seated and locked down. When the bridge is seated and

locked down to vessels, the channel traffic lights will

flash red.

(1375) (7) During the open span movement, the channel

traffic lights will flash red, the horn will sound twice,

followed by a pause, and then five repeat blasts of the

horn will sound until the bridge is in the full open position to vessels. In the full open position to vessels, the

bridge channel traffic lights will turn from flashing red

to flashing green then an audio warning device will announce bridge movement by stating “Security, security, security, the Norfolk Southern #7 Railroad Bridge

at mile 5.8 is open for river traffic”

(1376) (8) Operational information will be provided 24

hours a day on marine channel 13 and via telephone

(757) 924-5320.

(1377) (f) The draw of the I-64 bridge across the South

Branch of the Elizabeth River, mile 7.1 at Chesapeake,

shall open on signal if at least 24 hours notice is given.

(1378) (g) The draw of the Dominion Boulevard (US 17)

bridge, mile 8.8, in Chesapeake:

(1379) (1) Shall open on signal at any time for commercial

vessels carrying liquified flammable gas or other hazardous materials.

(1380) (2) From 7 a.m. to 9 a.m. and from 4 p.m. to 6 p.m.,

Monday through Friday, need not open for the passage

of recreational vessels, and need open for commercial

cargo vessels not carrying hazardous materials,

102 ■ Chapter 2 ■ Volume 4
including tugs and tugs with tows, only when notice

has been given at least 2 hours in advance to the Dominion Boulevard Bridge at (757) 547-0521.

(1381) (3) From 6 a.m. to 7 a.m. and from 9 a.m. to 4 p.m.,

Monday to Friday, and from 6 a.m. to 6 p.m. on Saturdays, Sundays, and Federal holidays, the draw need

only be opened every hour on the hour, except the draw

shall open on signal for commercial vessels that qualify

under paragraphs (g)(1) or (g)(2) of this section.

(1382) (4) If any vessel is approaching the bridge and cannot reach the draw exactly on the hour, the drawtender

may delay the opening up to ten minutes past the half

hour for the passage of the approaching vessel and any

other vessels that are waiting to pass.

(1383) (5) Shall open on signal at all other times.

(1384) (h) The draw of the S168 bridge, mile 12 at Chesapeake (Great Bridge), shall open on signal; except that,

from 6 a.m. to 7 p.m., the draw need be opened only on

the hour. If any vessel is approaching the bridge and

cannot reach the draw exactly on the hour, the

drawtender may delay the hourly opening up to 10

minutes past the hour for the passage of the approaching vessel and any other vessels that are waiting to pass.

Vessels in an emergency condition which presents danger to life or property shall be passed at any time.

(1385) (i) The draw of the Albemarle & Chesapeake Railroad bridge, mile 13.9, in Chesapeake, Virginia, shall be

maintained in the open position; the draw may close

only for the crossing of trains and maintenance of the

bridge. When the draw is closed, a bridgetender shall be

present to reopen the draw after the train has cleared

the bridge.

(1386) (j) The draw of the Centerville Turnpike (SR 170)

bridge across the Albemarle and Chesapeake Canal,

mile 15.2, at Chesapeake:

(1387) (1) Shall open on signal at any time for commercial

vessels carrying liquefied flammable gas or other hazardous materials.

(1388) (2) From 6:30 a.m. to 8.:30 a.m. and from 4 p.m. to

6 p.m., Monday through Friday, except Federal holidays:

(1389) (i) Need not open for the passage of recreational or

commercial vessels that do not qualify under paragraph (i)(2)(ii) of this section.

(1390) (ii) Need not open for commercial cargo vessels, including tugs, and tugs with tows, unless 2 hours advance notice has been given to the Centerville Turnpike

bridge at 757-547-3632.

(1391) (3) From 8:30 a.m. to 4 p.m., Monday through Friday, except Federal holidays, the draw need only be

opened on the hour and half hour.

(1392) (4) If any vessel is approaching the bridge and cannot reach the draw exactly on the hour or half hour, the

drawtender may delay the opening ten minutes past the

hour or half hour for the passage of the approaching

vessel and any other vessels that are waiting to pass.

(1393) (5) Shall open on signal at all other times.

§117.999 Blackwater River.

(1394) The draw of the S189 bridge, mile 9.2 at South

Quay, shall open on signal if at least 24 hours notice is

given.

Note

(1395) Call signs and radio channels for drawbridges

equipped with radiotelephones are included with the

bridge descriptions in chapters 4 through 12.

Part 157–Rules for the Protection of the

Marine Environment relating to

Tank Vessels Carrying Oil in Bulk.

Subpart A–General

§157.01 Applicability.

(1396) (a) Unless otherwise indicated, this part applies to

each vessel that carries oil in bulk as cargo and that is:

(1397) (1) Documented under the laws of the United

States (a U.S. vessel); or

(1398) (2) Any other vessel that enters or operates in the

navigable waters of the United States, or that operates,

conducts lightering under 46 U.S.C. 3715, or receives

cargo from or transfers cargo to a deepwater port under

33 U.S.C. 1501 et seq., in the United States Exclusive

Economic Zone, as defined in 33 U.S.C. 2701(8).

(1399) (b) This part does not apply to a vessel exempted

under 46 U.S.C. 2109 or 46 U.S.C. 3702.

§157.02 Incorporation by reference.

(1400) (a) Certain material is incorporated by reference

into this part with the approval of the Director of the

Federal Register under 5 U.S.C. 552(a) and 1 CFR part

51. To enforce any edition other than that specified in

Paragraph (b) of this section, the Coast Guard must

publish notice of change in the FEDERAL REGISTER;

and the material must be available to the public. All approved material is available for inspection at the U.S.

Coast Guard, Office of Operating and Environmental

Standards (CG-522), 2100 Second Street SW., Washington, DC 20593-0001, and at the National Archives

and Records Administration (NARA). For information

on the availability of this material at NARA, call

202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html. All approved material is available from the

sources indicated in paragraph (b) of this section.

Navigation Regulations ■ Chapter 2 ■ 103
(1401) (b) The material approved for incorporation by reference in this part and the sections affected are as

follows:

(1402) International Maritime Organization (IMO), 4 Albert Embankment, London SE1 7SR, England. IMO Assembly Resolution A.601(15), Provision and Display of

Manoeuvering Information on Board Ships, Annex

Sections 1.1, 2.3, 3.1 and 3.2 with appendices, adopted

on 19 November 1987 . . . . . . . . . . . . . . . . . . 157.450

(1403) IMO Assembly Resolution A.744(18), Guidelines on

the Enhanced Programme of Inspections During Surveys of Bulk Carriers and Oil Tankers, Annex B sections

1.1.3-1.1.4, 1.2-1.3, 2.1, 2.3-2.6, 3-8 and Annexes 1-10

with appendices, adopted 4 November 1993 . 157.430

(1404) IMO Assembly Resolution A.751(18), Interim Standards for Ship Manoeuvrability, Annex sections 1.2,

2.3-2.4, 3-4.2 and 5, adopted 4 November 1993 with Explanatory Notes in MSC/Circ. 644 dated 6 June 1994

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157.455

(1405) Oil Compaines International Marine Forum

(OCIMF), 15th floor, 96 Victoria Street, London SW1E

5JW, England. International Safety Guide for Oil Tankers and Terminals, Fourth Edition, Chapters 6, 7 and

10, 1996 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157.435

§157.03 Definitions.

(1406) Except as otherwise stated in a subpart:

(1407) Amidships means the middle of the length.

(1408) Animal fat means a non-petroleum oil, fat, or

grease derived from animals and not specifically identified elsewhere in this part.

(1409) Ballast voyage means the voyage that a tank vessel

engages in after it leaves the port of final cargo discharge.

(1410) Breadth or B means the maximum molded breadth

of a vessel in meters.

(1411) Cargo tank length means the length from the forward bulkhead of the forwardmost cargo tanks, to the

after bulkhead of the aftermost cargo tanks.

(1412) Center tank means any tank inboard of a longitudinal bulkhead.

(1413) Clean ballast means ballast which:

(1414) (1) If discharged from a vessel that is stationary

into clean, calm water on a clear day, would not—

(1415) (i) Produce visible traces of oil on the surface of the

water or on adjoining shore lines; or

(1416) (ii) Cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shore

lines; or

(1417) (2) If verified by an approved cargo monitor and

control system, has an oil content that does not exceed

15 p.m.

(1418) Combination carrier means a vessel designed to

carry oil or solid cargoes in bulk.

(1419) Crude oil means any liquid hydrocarbon mixture

occurring naturally in the earth, whether or not

treated to render it suitable for transportation, and includes crude oil from which certain distillate fractions

may have been removed, and crude oil to which certain

distillate fractions may have been added.

(1420) Deadweight or DWT means the difference in metric tons between the lightweight displacement and the

total displacement of a vessel measured in water of specific gravity 1.025 at the load waterline corresponding

to the assigned summer freeboard.

(1421) Dedicated clean ballast tank means a cargo tank

that is allocated solely for the carriage of clean ballast.

(1422) Domestic trade means trade between ports or

places within the United States, its territories and possessions, either directly or via a foreign port including

trade on the navigable rivers, lakes, and inland waters.

(1423) Double bottom means watertight protective spaces

that do not carry any oil and which separate the bottom

of tanks that hold any oil within the cargo tank length

from the outer skin of the vessel.

(1424) Double hull means watertight protective spaces

that do not carry any oil and which separate the sides,

bottom, forward end, and aft end of tanks that hold any

oil within the cargo tank length from the outer skin of

the vessel as prescribed in §157.10d.

(1425) Doubles sides means watertight protective spaces

that do not carry any oil and which separate the sides of

tanks that hold any oil within the cargo tank length

from the outer skin of the vessel.

(1426) Existing vessel means any vessel that is not a new

vessel.

(1427) Fleeting or assist towing vessel means any commercial vessel engaged in towing astern, alongside, or

pushing ahead, used solely within a limited geographic

area, such as a particular barge fleeting area or commercial facility, and used solely for restricted service,

such as making up or breaking up larger tows.

(1428) Foreign trade means any trade that is not domestic

trade.

(1429) From the nearest land means from the baseline

from which the territorial sea of the United States is established in accordance with international law.

(1430) Fuel oil means any oil used as fuel for machinery in

the vessel in which it is carried.

(1431) Inland vessel means a vessel that is not oceangoing

and that does not operate on the Great Lakes.

(1432) Instantaneous rate of discharge of oil content

means the rate of discharge of oil in liters per hour at

any instant, divided by the speed of the vessel in knots

at the same instant.

(1433) Integrated tug barge means a tug and a tank barge

with a mechanical system that allows the connection of

the propulsion unit (the tug) to the stern of the cargo

104 ■ Chapter 2 ■ Volume 4
carrying unit (the tank barge) so that the two vessels

function as a single self-propelled vessel.

(1434) Large primary structural member includes any of

the following:

(1435) (1) Web frames.

(1436) (2) Girders.

(1437) (3) Webs.

(1438) (4) Main brackets.

(1439) (5) Transverses.

(1440) (6) Stringers.

(1441) (7) Struts in transverse web frames when there are

3 or more struts and the depth of each is more than

1/15 of the total depth of the tank.

(1442) Length or L means the distance in meters from the

fore side of the stem to the axis of the rudder stock on a

waterline at 85 percent of the least molded depth measured from the molded baseline, or 96 percent of the total length on that waterline, whichever is greater. In

vessels designed with drag, the waterline is measured

parallel to the designed waterline.

(1443) Lightweight means the displacement of a vessel in

metric tons without cargo, fuel oil, lubricating oil, ballast water, fresh water, and feedwater in tanks, consumable stores, and any persons and their effects.

(1444) Major conversion means a conversion of an existing vessel that:

(1445) (1) Substantially alters the dimensions or carrying

capacity of the vessel, except a conversion that includes

only the installation of segregated ballast tanks, dedicated clean ballast tanks, a crude oil washing system,

double sides, a double bottom, or a double hull;

(1446) (2) Changes the type of vessel;

(1447) (3) Substantially prolongs the vessel's service life;

or

(1448) (4) Otherwise so changes the vessel that it is essentially a new vessel, as determined by the Commandant

(CG-543).

(1449) MARPOL 73/78 means the International Convention for the Prevention of Pollution from Ships, 1973,

as modified by the Protocol of 1978 relating to that

Convention. A copy of MARPOL 73/78 is available from

the International Maritime Organization, 4 Albert Embankment, London, SE1, 7SR, England.

(1450) New vessel means:

(1451) (1) A U.S. vessel in domestic trade that:

(1452) (i) Is constructed under a contract awarded after

December 31, 1974;

(1453) (ii) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

June 30, 1975;

(1454) (iii) Is delivered after December 31, 1977; or

(1455) (iv) Has undergone a major conversion for which:

(1456) (A) The contract is awarded after December 31,

1974;

(1457) (B) In the absence of a contract, conversion is begun after June 30, 1975; or

(1458) (C) Conversion is completed after December 31,

1977; and

(1459) (2) A foreign vessel or a U.S. vessel in foreign trade

that;

(1460) (i) Is constructed under a contract awarded after

December 31, 1975;

(1461) (ii) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

June 30, 1976;

(1462) (iii) Is delivered after December 31, 1979; or

(1463) (iv) Has undergone a major conversion for which:

(1464) (A) The contract is awarded after December 31,

1975;

(1465) (B) In the absence of a contract, conversion is begun after June 30, 1976; or

(1466) (C) Conversion is completed after December 31,

1979.

(1467) Non-petroleum oil means oil of any kind that is not

petroleum-based. It includes, but is not limited to, animal fat and vegetable oil.

(1468) Oceangoing has the same meaning as defined in

§151.05 of this chapter.

(1469) Officer in charge of a navigational watch means

any officer employed or engaged to be responsible for

navigating or maneuvering the vessel and for maintaining a continuous vigilant watch during his or her

periods of duty and following guidance set out by the

master, international or national regulations, and company policies.

(1470) Oil means oil of any kind or in any form including,

but not limited to, petroleum, fuel oil, sludge, oil refuse, and oil mixed with wastes other than dredged

spoil. This includes liquid hydrocarbons as well as animal and vegetable oils.

(1471) Oil cargo residue means any residue of oil cargo

whether in solid, semi-solid, emulsified, or liquid form

from cargo tanks and cargo pump room bilges, including but not limited to, drainages, leakages, exhausted

oil, muck, clingage, sludge, bottoms, paraffin (wax),

and any constituent component of oil. The term “oil

cargo residue” is also known as “cargo oil residue.”

(1472) Oily mixture means a mixture, in any form, with

any oil content. “Oily mixture” includes, but is not limited to–

(1473) (1) Slops from bilges;

(1474) (2) Slops from oil cargoes (such as cargo tank

washings, oily waste, and oily refuse);

(1475) (3) Oil residue; and

(1476) (4) Oily ballast water from cargo or fuel oil tanks,

including any oil cargo residue.

(1477) Oil residue means–

(1478) (1) Oil cargo residue; and

Navigation Regulations ■ Chapter 2 ■ 105
(1479) (2) Other residue of oil whether in solid,

semi-solid, emulsified, or liquid form resulting from

drainages, leakages, exhausted oil and other similar occurrences from machinery spaces.

(1480) Oil spill response vessel means a vessel that is exclusively dedicated to operations to prevent or mitigate

environmental damage due to an actual or impending

accidental oil spill. This includes a vessel that performs

routine service as an escort for a tank vessel, but excludes a vessel that engages in any other commercial

activity, such as the carriage of any type of cargo.

(1481) Oil tanker means a vessel that is constructed or

adapted primarily to carry crude oil or products in bulk

as cargo. This includes a tank barge, a tankship, and a

combination carrier, as well as a vessel that is constructed or adapted primarily to carry noxious liquid

substances in bulk as cargo and which also carries

crude oil or products in bulk as cargo.

(1482) Other non-petroleum oil means an oil of any kind

that is not petroleum oil, an animal fat, or a vegetable

oil.

(1483) Permeability of a space means the ratio of volume

within a space that is assumed to be occupied by water

to the total volume of that space.

(1484) Petroleum oil means petroleum in any form, including but not limited to, crude oil, fuel oil, sludge, oil

residue, and refined products.

(1485) Primary towing vessel means any vessel engaged in

towing astern, alongside, or pushing ahead and includes the tug in an integrated tug barge. It does not include fleeting or assist towing vessels.

(1486) Product means any liquid hydrocarbon mixture in

any form, except crude oil, petrochemicals, and liquefied gases.

(1487) Segregated ballast means the ballast water introduced into a tank that is completely separated from the

cargo oil and fuel oil system and that is permanently allocated to the carriage of ballast.

(1488) Slop tank means a tank specifically designated for

the collection of cargo drainings, washings, and other

oily mixtures.

(1489) Tank means an enclosed space that is formed by the

permanent structure of a vessel, and designed for the

carriage of liquid in bulk.

(1490) Tank barge means a tank vessel not equipped with a

means of self-propulsion.

(1491) Tank vessel means a vessel that is constructed or

adapted primarily to carry, or that carries, oil or hazardous material in bulk as cargo or cargo residue, and

that—

(1492) (1) Is a vessel of the United States;

(1493) (2) Operates on the navigable waters of the United

States; or

(1494) (3) Transfers oil or hazardous material in a port or

place subject to the jurisdiction of the United States.

This does not include an offshore supply vessel, or a

fishing vessel or fish tender vessel of not more than 750

gross tons when engaged only in the fishing industry.

(1495) Tankship means a tank vessel propelled by mechanical power or sail.

(1496) Vegetable oil means a non-petroleum oil or fat not

specifically identified elsewhere in this part that is derived from plant seeds, nuts, kernels, or fruits.

(1497) Wing tank means a tank that is located adjacent to

the side shell plating.

§157.04 Authorization of classification societies.

(1498) (a) The Coast Guard may authorize any classification society (CS) to perform certain plan reviews, certifications, and inspections required by this part on

vessels classed by that CS except that only U.S. classification societies may be authorized to perform those

plan reviews, inspections, and certifications for U.S.

vessels.

(1499) (b) If a CS desires authorization to perform the

plan reviews, certifications, and inspections required

under this part, it must submit to the Commandant

(CG-543), U.S. Coast Guard, Washington, DC 20593-

0001, evidence from the governments concerned showing that they have authorized the CS to inspect and certify vessels on their behalf under the MARPOL 73/78.

(1500) (c) The Coast Guard notifies the CS in writing

whether or not it is accepted as an authorized CS. If authorization is refused, reasons for the refusal are included.

(1501) (d) Acceptance as an authorized CS terminates unless the following are met:

(1502) (1) The authorized CS must have each Coast Guard

regulation that is applicable to foreign vessels on the

navigable waters of the United States.

(1503) (2) Each issue concerning equivalents to the regulations in this part must be referred to the Coast Guard

for determination.

(1504) (3) Copies of any plans, calculations, records of inspections, or other documents relating to any plan review, inspection, or certification performed to meet

this part must be made available to the Coast Guard.

(1505) (4) Each document certified under §§157.116(a)(2),

157.118(b)(1)(ii), and 157.216(b)(1)(11) must be

marked with the name or seal of the authorized CS.

(1506) (5) A copy of the final documentation that is issued

to each vessel that is certified under this part must be

referred to the Commandant (CG-543), U.S. Coast

Guard, Washington, D.C. 20593-0001.

106 ■ Chapter 2 ■ Volume 4
Subpart B–Design,Equipment,and Installation

§157.08 Applicability of Subpart B.

(1507) NOTE: An “oil tanker” as defined in §157.03 includes barges as well as self-propelled vessels.

(1508) (a) Sections 157.10d and 157.11(g) apply to each

vessel to which this part applies.

(1509) (b) Sections 157.11 (a) through (f), 157.12, 157.15,

157.19(b)(3), 157.33, and 157.37 apply to each vessel to

which this part applies that carries 200 cubic meters or

more of crude oil or products in bulk as cargo, as well

as to each oceangoing oil tanker to which this part applies of 150 gross tons or more. These sections do not

apply to a foreign vessel which remains beyond the navigable waters of the United States and does not transfer

oil cargo at a port or place subject to the jurisdiction of

the United States.

(1510) (c) Section 157.21 applies to each oil tanker to

which this part applies of 150 gross tons or more that is

oceangoing or that operates on the Great Lakes. This

section does not apply to a foreign vessel which remains beyond the navigable waters of the United States

and does not transfer oil cargo at a port or place subject

to the jurisdiction of the United States.

(1511) (d) Sections in subpart B of 33 CFR part 157 that

are not specified in paragraphs (a) through (c) of this

section apply to each oceangoing oil tanker to which

this part applies of 150 gross tons or more, unless otherwise indicated in paragraphs (e) through (m) of this

section. These sections do not apply to a foreign vessel

which remains beyond the navigable waters of the

United States and does not transfer oil cargo at a port or

place subject to the jurisdiction of the United States.

(1512) (e) Sections 157.11 (a) through (f), 157.12, and

157.15 do not apply to a vessel, except an oil tanker, that

carries less than 1,000 cubic meters of crude oil or products in bulk as cargo and which retains oil mixtures on

board and discharges them to a reception facility.

(1513) (f) Sections 157.11 (a) through (f), 157.12, 157.13,

and 157.15 do not apply to a tank vessel that carries only

asphalt, carbon black feedstock, or other products with

similar physical properties, such as specific gravity and

cohesive and adhesive characteristics, that inhibit effective product/water separation and monitoring.

(1514) (g) Sections 157.11 (a) through (f), 157.12, 157.13,

157.15, and 157.23 do not apply to a tank barge that

cannot ballast cargo tanks or wash cargo tanks while

underway.

(1515) (h) Sections 157.19 and 157.21 do not apply to a

tank barge that is certificated by the Coast Guard for

limited short protected coastwise routes if the barge is

otherwise constructed and certificated for service exclusively on inland routes.

(1516) (i) Section 157.09(d) does not apply to any:

(1517) (1) U.S. vessel in domestic trade that is constructed

under a contract awarded before January 8, 1976;

(1518) (2) U.S. vessel in foreign trade that is constructed

under a contract awarded before April 1, 1977; or

(1519) (3) Foreign vessel that is constructed under a contract awarded before April 1, 1977.

(1520) (j) Sections 157.09 and 157.10a do not apply to a

new vessel that:

(1521) (1) Is constructed under a building contract

awarded after June 1, 1979;

(1522) (2) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

January 1, 1980;

(1523) (3) Is delivered after June 1, 1982; or

(1524) (4) Has undergone a major conversion for which:

(1525) (i) The contract is awarded after June 1, 1979;

(1526) (ii) In the absence of a contract, conversion is begun after January 1, 1980; or

(1527) (iii) Conversion is completed after June 1, 1982.

(1528) (k) Sections 157.09(b)(3), 157.10(c)(3), 157.10a(d)(3),

and 157.10b(b)(3) do not apply to tank barges.

(1529) (1) Section 157.10b does not apply to tank barges if

they do not carry ballast while they are engaged in

trade involving the transfer of crude oil from an offshore oil exploitation or production facility on the

Outer Continental Shelf of the United States.

(1530) (m) Section 157.12 does not apply to a U.S. vessel

that:

(1531) (1) Is granted an exemption under Subpart F of this

part; or

(1532) (2) Is engaged solely in voyages that are:

(1533) (i) Between ports or places within the United

States, its territories or possessions;

(1534) (ii) Of less than 72 hours in length; and

(1535) (iii) At all times within 50 nautical miles of the

nearest land.

(1536) (n) Section 157.10d does not apply to:

(1537) (1) A vessel that operates exclusively beyond the

navigable waters of the United States and the United

States Exclusive Economic Zone, as defined in 33

U.S.C. 2701(8);

(1538) (2) An oil spill response vessel;

(1539) (3) Before January 1, 2015–

(1540) (i) A vessel unloading oil in bulk as cargo at a deepwater port licensed under the Deepwater Port Act of

1974 (33 U.S.C. 1501 et seq.); or

(1541) (ii) A delivering vessel that is offloading oil in bulk

as cargo in lightering activities–

(1542) (A) Within a lightering zone established under 46

U.S.C. 3715(b)(5); and

(1543) (B) More than 60 miles from the territorial sea base

line, as defined in 33 CFR 2.20.

Navigation Regulations ■ Chapter 2 ■ 107
(1544) (4) A vessel documented under 46 U.S.C., Chapter

121, that was equipped with a double hull before August 12, 1992;

(1545) (5) A barge of less than 1,500 gross tons as measured under 46 U.S.C., Chapter 145, carrying refined

petroleum in bulk as cargo in or adjacent to waters of

the Bering Sea, Chukchi Sea, and Arctic Ocean and waters tributary thereto and in the waters of the Aleutian

Islands and the Alaskan Peninsula west of 155 degrees

west longitude; or

(1546) (6) A vessel in the National Defense Reserve Fleet

pursuant to 50 App. U.S.C. 1744.

§157.10d Double hulls on tank vessels.

(1547) (a) With the exceptions stated in §157.08(n), this

section applies to a tank vessel—

(1548) (1) For which the building contract is awarded after June 30, 1990; or

(1549) (2) That is delivered after December 31, 1993;

(1550) (3) That undergoes a major conversion for which;

(1551) (i) The contract is awarded after June 30, 1990; or

(1552) (ii) Conversion is completed after December 31,

1993; or

(1553) (4) That is otherwise required to have a double hull

by 46 U.S.C. 3703a(c).

(1554) NOTE: 46 U.S.C. 3703a(c) is shown in appendix G

to this part.

(1555) (b) Each vessel to which this section applies must

be fitted with:

(1556) (1) A double hull in accordance with this section;

and

(1557) (2) If §157.10 applies, segregated ballast tanks and

a crude oil washing system in accordance with that section.

(1558) (c) Except on a vessel to which §157.10d(d) applies,

tanks within the cargo tank length that carry any oil

must be protected by double sides and a double bottom

as follows:

(1559) (1) Double sides must extend for the full depth of the

vessel's side or from the uppermost deck, disregarding a

rounded gunwale where fitted, to the top of the double

bottom. At any cross section, the molded width of the

double side, measured at right angles to the side shell

plating, from the side of tanks containing oil to the side

shell plating, must not be less than the distance w as

shown in Figure 157.10d(c) and specified as follows:

(1560) (i) For a vessel of 5,000 DWT and above:

w=[0.5+(DWT/20,000)] meters; or, w=2.0 meters (79

in.), whichever is less, but in no case less than 1.0 meter (39 in.).

(1561) (ii) For a vessel of less than 5,000 DWT:

w=[0.4+(2.4)(DWT/20,000)] meters, but in no case less

than 0.76 meter (30 in.).

(1562) (iii) For a vessel to which Paragraph (a)(4) of this

section applies: w=0.76 meter (30 in.), provided that

the double side was fitted under a construction or conversion contract awarded prior to June 30, 1990.

(1563) (2) At any cross section, the molded depth of the

double bottom, measured at right angles to the bottom

shell plating, from the bottom of tanks containing oil

to the bottom shell plating, must not be less than the

distance h as shown in Figure 157.10d(c) and specified

as follows:

(1564) (i) For a vessel of 5,000 DWT and above: h=B/15; or,

h=2.0 meters (79 in.), whichever is less, but in no case

less than 1.0 meter (39 in.).

(1565) (ii) For a vessel of less than 5,000 DWT: h=B/15, but

in no case less than 0.76 meter (30 in.).

(1566) (iii) For a vessel to which Paragraph (a)(4) of this

section applies: h=B/15; or, h=2.0 meters (79 in.),

whichever is the lesser, but in no case less than 0.76

meter (30 in.), provided that the double bottom was fitted under a construction or conversion contract

awarded prior to June 30, 1990.

(1567) (3) For a vessel built under a contract awarded after

September 11, 1992, within the turn of the bilge or at

cross sections where the turn of the bilge is not clearly

defined, tanks containing oil must be located inboard

of the outer shell—

(1568) (i) For a vessel of 5,000 DWT and above: At levels up

to 1.5h above the base line, not less than the distance h,

as shown in Figure 157.10d(c) and specified in Paragraph (c)(2) of this section. At levels greater than 1.5h

above the base line, not less than the distance w, as

shown in Figure 157.10d(c) and specified in Paragraph

(c)(1) of this section.

(1569) (ii) For a vessel of less than 5,000 DWT: Not less the

distance h above the line of the mid-ship flat bottom, as

shown in Figure 157.10d(c)(3)(ii) and specified in Paragraph (c)(2) of this section. At levels greater than h

above the line of the mid-ship flat bottom, not less than

108 ■ Chapter 2 ■ Volume 4
the distance w, as shown in Figure 157.10d(c)(3)(ii) and

specified in Paragraph (c)(1) of this section.

(1570) (4) For a vessel to which §157.10(b) applies that is

built under a contract awarded after September 11,

1992.

(1571) (i) The aggregate volume of the double sides, double bottom, forepeak tanks, and afterpeak tanks must

not be less than the capacity of segregated ballast tanks

required under §157.10(b). Segregated ballast tanks

that may be provided in addition to those required under §157.10(b) may be located anywhere within the

vessel.

(1572) (ii) Double side and double bottom tanks used to

meet the requirements of §157.10(b) must be located

as uniformly as practicable along the cargo tank

length. Large inboard extensions of individual double

side and double bottom tanks, which result in a reduction of overall side or bottom protection, must be

avoided.

(1573) (d) A vessel of less than 10,000 DWT that is constructed and certificated for service exclusively on inland or limited short protected coastwise routes must

be fitted with double sides and a double bottom as follows:

(1574) (1) A minimum of 61 cm. (2 ft.) from the inboard

side of the side shell plate, extending the full depth of

the side or from the main deck to the top of the double

bottom, measured at right angles to the side shell; and

(1575) (2) A minimum of 61 cm. (2 ft.) from the top of the

bottom shell plating, along the full breadth of the vessel's bottom, measured at right angles to the bottom

shell.

(1576) (3) For a vessel to which Paragraph (a)(4) of this

section applies, the width of the double sides and the

depth of the double bottom may be 38 cm. (15 in.), in

lieu of the dimensions specified in paragraphs (d)(1)

and (d)(2) of this section, provided that the double side

and double bottom tanks were fitted under a construction or conversion contract awarded prior to June 30,

1990.

(1577) (4) For a vessel built under a contract awarded after

September 11, 1992, a minimum 46 cm. (18 in.) clearance for passage between framing must be maintained

throughout the double sides and double bottom.

(1578) (e) Except as provided in Paragraph (e)(3) of this

section, a vessel must not carry any oil in any tank extending forward of:

(1579) (1) The collision bulkhead; or

(1580) (2) In the absence of a collision bulk-head, the

transverse plane perpendicular to the centerline

through a point located:

(1581) (i) The lesser of 10 meters (32.8 ft.) or 5 percent of

the vessel length, but in no case less than 1 meter (39

in.), aft of the forwarded perpendicular;

(1582) (ii) On a vessel of less than 10,000 DWT tons that is

constructed and certificated for service exclusively on

inland or limited short protected coastwise routes, the

lesser of 7.62 meters (25 ft.) or 5 percent of the vessel

length, but in no case less than 61 cm. (2 ft.), aft of the

headlog or stem at the freeboard deck; or

(1583) (iii) On each vessel which operates exclusively as a

box or trail barge, 61 cm. (2 ft.) aft of the headlog.

(1584) (3) This Paragraph does not apply to independent

fuel oil tanks that must be located on or above the main

deck within the areas described in paragraphs (e)(1)

and (e)(2) of this section to serve adjacent deck equipment that cannot be located further aft. Such tanks

must be as small and as far aft as is practicable.

(1585) (f) On each vessel, the cargo tank length must not

extend aft to any point closer to the stern than the distance equal to the required width of the double side, as

prescribed in §157.10d(c)(1) or §157.10d(d)(1).

Subpart G–Interim Measures for Certain

Tank Vessels Without Double Hulls Carrying

Petroleum Oils

§157.400 Purpose and applicability.

(1586) (a) The purpose of this subpart is to establish mandatory safety and operational requirements to reduce

environmental damage resulting from petroleum oil

spills.

(1587) (b) This subpart applies to each tank vessels specified in §157.01 of this part that—

(1588) (1) Is 5,000 gross tons or more;

(1589) (2) Carries petroleum oil in bulk as cargo or oil

cargo residue; and

(1590) (3) Is not equipped with a double hull meeting

§157.10d of this part, or an equivalent to the requirements of §157.10d, but required to be equipped with a

double hull at a date set forth in 46 U.S.C. 3703a (b)(3)

and (c)(3).

Navigation Regulations ■ Chapter 2 ■ 109
§157.445 Maneuvering performance capability.

(1591) (a) A tankship owner or operator shall ensure that

maneuvering tests in accordance with IMO Resolution

A.751(18), sections 1.2, 2.3-2.4, 3-4.2, and 5 (with Explanatory Notes in MSC/Circ. 644) have been conducted by July 29, 1997. Completion of maneuvering

performance tests must be shown by—

(1592) (1) For a foreign flag tankship, a letter from the flag

administration or an authorized classification society,

as described in §157.04 of this part, stating the requirements in Paragraph (a) of this section have been met;

or

(1593) (2) For a U.S. flag tankship, results from the vessel

owner confirming the completion of the tests or a letter from an authorized classification society, as described in §157.04 of this part, stating the requirements

in Paragraph (a) of this section have been met.

(1594) (b) If a tankship undergoes a major conversion or

alteration affecting the control systems, control surfaces, propulsion system, or other areas which may be

expected to alter maneuvering performance, the

tankship owner or operator shall ensure that new maneuvering tests are conducted as required by Paragraph (a) of this section.

(1595) (c) If a tankship is one of a class of vessels with

identical propulsion, steering, hydrodynamic, and

other relevant design characteristics, maneuvering

performance test results for any tankship in the class

may be used to satisfy the requirements of Paragraph

(a) of this section.

(1596) (d) The tankship owner or operator shall ensure that

the performance test results, recorded in the format of

Appendix 6 of the Explanatory Notes in MSC/Circ. 644.,

are prominently displayed in the wheelhouse.

(1597) (e) Prior to entering the port or place of destination

and prior to getting underway, the tankship master

shall discuss the results of the performance tests with

the pilot while reviewing the anticipated transit and

the possible impact of the tankship's maneuvering capability on the transit.

Part 160–Ports and Waterways Safety-General

Subpart A–General

§160.1 Purpose.

(1598) (a) This subchapter contains regulations implementing the Ports and Waterway Safety Act (33 U.S.C.

1221) and related statutes.

§160.3 Definitions.

(1599) For the purposes of this subchapter:

(1600) Bulk means material in any quantity that is

shipped, stored, or handled without the benefit of package, label, mark or count and carried in integral or

fixed independent tanks.

(1601) Captain of the Port means the Coast Guard officer

designated by the Commandant to command a Captain

of the Port Zone as described in part 3 of this chapter.

(1602) Commandant means the Commandant of the

United States Coast Guard.

(1603) Commanding Officer, Vessel Traffic Services means

the Coast Guard officer designated by the Commandant

to command a Vessel Traffic Service (VTS) as described

in part 161 of this chapter.

(1604) Deviation means any departure from any rule in

this subchapter.

(1605) District Commander means the Coast Guard officer designated by the Commandant to command a

Coast Guard District as described in part 3 of this chapter.

(1606) ETA means estimated time of arrival.

(1607) Length of Tow means, when towing with a hawser,

the length in feet from the stern of the towing vessel to

the stern of the last vessel in tow. When pushing ahead

or towing alongside, length of tow means the tandem

length in feet of the vessels in tow excluding the length

of the towing vessel.

(1608) Person means an individual, firm, corporation, association, partnership, or governmental entity.

(1609) State means each of the several States of the United

States, the District of Columbia, the Commonwealth of

Puerto Rico, Guam, American Samoa, the United

States Virgin Islands, the Trust Territories of the Pacific

Islands, the Commonwealth of the Northern Marianas

Islands, and any other commonwealth, territory, or

possession of the United States.

(1610) Tanker means a self-propelled tank vessel constructed or adapted primarily to carry oil or hazardous

materials in bulk in the cargo spaces.

(1611) Tank Vessel means a vessel that is constructed or

adapted to carry, or that carries, oil or hazardous material in bulk as cargo or cargo residue.

(1612) Vehicle means every type of conveyance capable of

being used as a means of transportation on land.

(1613) Vessel means every description of watercraft or

other artificial contrivance used, or capable of being

used, as a means of transportation on water.

(1614) Vessel Traffic Services (VTS) means a service implemented under Part 161 of this chapter by the United

States Coast Guard designed to improve the safety and

efficiency of vessel traffic and to protect the environment. The VTS has the capability to interact with marine traffic and respond to traffic situations developing

in the VTS area.

110 ■ Chapter 2 ■ Volume 4
(1615) Vessel Traffic Service Area or VTS Area means the

geographical area encompassing a specific VTS area of

service as described in Part 161 of this chapter. This

area of service may be subdivided into sectors for the

purpose of allocating responsibility to individual Vessel

Traffic Centers or to identify different operating requirements.

(1616) Note: Although regulatory jurisdiction is limited to

the navigable waters of the United States, certain vessels will be encouraged or may be required, as a condition of port entry, to report beyond this area to facilitate

traffic management within the VTS area.

(1617) VTS Special Area means a waterway within a VTS

area in which special operating requirements apply.

§160.5 Delegations.

(1618) (a) District Commanders and Captains of the Ports

are delegated the authority to establish safety zones.

(1619) (b) Under the provisions of 33 CFR 6.04–1 and

6.04–6, District Commanders and Captains of the Ports

have been delegated authority to establish security

zones.

(1620) (c) Under the provisions 33 CFR §1.05–1, District

Commanders have been delegated authority to establish regulated navigation areas.

(1621) (d) Subject to the supervision of the cognizant Captain of the Port and District Commander, Commanding

Officers, Vessel Traffic Services are delegated authority

under 33 CFR 1.01-30 to discharge the duties of the

Captain of the Port that involve directing the operation, movement, and anchorage of vessels within a Vessel Traffic Service area including management of vessel

traffic within anchorages, regulated navigation areas

and safety zones, and to enforce Vessel Traffic Service

and ports and waterways safety regulations. This authority may be exercised by Vessel Traffic Center personnel. The Vessel Traffic Center may, within the Vessel

Traffic Service area, provide information, make recommendations, or, to a vessel required under Part 161 of

this chapter to participate in a Vessel Traffic Service, issue an order, including an order to operate or anchor as

directed; require the vessel to comply with orders issued; specify times of entry, movement or departure;

restrict operations as necessary for safe operation under the circumstances; or take other action necessary

for control of the vessel and the safety of the port or of

the marine environment.

§160.7 Appeals.

(1622) (a) Any person directly affected by a safety zone or

an order or direction issued under this subchapter (33

CFR Subchapter P) may request reconsideration by the

official who issued it or in whose name it was issued.

This request may be made orally or in writing, and the

decision of the official receiving the request may be

rendered orally or in writing.

(1623) (b) Any person directly affected by the establishment of a safety zone or by an order or direction issued

by, or on behalf of, a Captain of the Port may appeal to

the District Commander through the Captain of the

Port. The appeal must be in writing, except as allowed

under paragraph (e) of this section, and shall contain

complete supporting documentation and evidence

which the appellant wishes to have considered. Upon

receipt of the appeal, the District Commander may direct a representative to gather and submit documentation or other evidence which would be necessary or

helpful to a resolution of the appeal. A copy of this documentation and evidence is made available to the appellant. The appellant is afforded five working days

from the date of receipt to submit rebuttal materials.

Following submission of all materials, the District

Commander issues a ruling, in writing, on the appeal.

Prior to issuing the ruling, the District Commander

may, as a matter of discretion, allow oral presentation

on the issues.

(1624) (c) Any person directly affected by the establishment of a safety zone or by an order or direction issued

by, or on behalf of, a District Commander, or who receives an unfavorable ruling on an appeal taken under

paragraph (b) of this section may appeal to the Area

Commander through the District Commander. The appeal must be in writing, except as allowed under paragraph (e) of this section, and shall contain complete

supporting documentation and evidence which the appellant wishes to have considered. Upon receipt of the

appeal, the Area Commander may direct a representative to gather and submit documentation or other evidence which would be necessary or helpful to a

resolution of the appeal. A copy of this documentation

and evidence is made available to the appellant. The appellant is afforded five working days from the date of receipt to submit rebuttal materials. Following

submission of all materials, the Area Commander issues a ruling, in writing, on the appeal. Prior to issuing

the ruling, the Area Commander may, as a matter of

discretion, allow oral presentation on the issues.

(1625) (d) Any person who receives an unfavorable ruling

on an appeal taken under paragraph (c) of this section,

may appeal through the Area Commander to the Assistant Commandant for Prevention (formerly known as

the Assistant Commandant for Marine Safety, Security

and Environmental Protection), U.S. Coast Guard,

Washington, DC 20593. The appeal must be in writing,

except as allowed under paragraph (e) of this section.

The Area Commander forwards the appeal, all the documents and evidence which formed the record upon

which the order or direction was issued or the ruling

Navigation Regulations ■ Chapter 2 ■ 111
under paragraph (c) of this section was made, and any

comments which might be relevant, to the Assistant

Commandant for Prevention. A copy of this documentation and evidence is made available to the appellant.

The appellant is afforded five working days from the

date of receipt to submit rebuttal materials to the Assistant Commandant for Prevention. The decision of the

Assistant Commandant for Prevention is based upon

the materials submitted, without oral argument or presentation. The decision of the Assistant Commandant

for Prevention is issued in writing and constitutes final

agency action.

(1626) (e) If the delay in presenting a written appeal would

have significant adverse impact on the appellant, the

appeal under paragraphs (b) and (c) of this section may

initially be presented orally. If an initial presentation of

the appeal is made orally, the appellant must submit

the appeal in writing within five days of the oral presentation to the Coast Guard official to whom the presentation was made. The written appeal must contain, at a

minimum, the basis for the appeal and a summary of

the material presented orally. If requested, the official

to whom the appeal is directed may stay the effect of the

action while the ruling is being appealed.

Subpart B–Control of Vessel and Facility

Operations

§160.101 Purpose.

(1627) This subpart describes the authority exercised by

District Commanders and Captains of the Ports to insure the safety of vessels and waterfront facilities, and

the protection of the navigable waters and the resources therein. The controls described in this subpart

are directed to specific situations and hazards.

§160.103 Applicability.

(1628) (a) This subpart applies to any-

(1629) (1) Vessel on the navigable waters of the United

States, except as provided in paragraphs (b) and (c) of

this section;

(1630) (2) Bridge or other structure on or in the navigable

waters of the United States; and

(1631) (3) Land structure or shore area immediately adjacent to the navigable waters of the United States.

(1632) (b) This subpart does not apply to any vessel on the

Saint Lawrence Seaway.

(1633) (c) Except pursuant to international treaty, convention, or agreement, to which the United States is a

party, this subpart does not apply to any foreign vessel

that is not destined for, or departing from, a port or

place subject to the jurisdiction of the United States

and that is in–

(1634) (1) Innocent passage through the territorial sea of

the United States;

(1635) (2) Transit through the navigable waters of the

United States which form a part of an international

strait.

§160.105 Compliance with orders.

(1636) Each person who has notice of the terms of an order issued under this subpart must comply with that

order.

§160.107 Denial of entry.

(1637) Each District Commander or Captain of the Port,

subject to recognized principles of international law,

may deny entry into the navigable waters of the United

States or to any port or place under the jurisdiction of

the United States, and within the district or zone of that

District Commander or Captain of the Port, to any vessel not in compliance with the provisions of the Port

and Tanker Safety Act (33 U.S.C. 1221-1232) or the regulations issued thereunder.

§160.109 Waterfront facility safety.

(1638) (a) To prevent damage to, or destruction of, any

bridge or other structure on or in the navigable waters

of the United States, or any land structure or shore area

immediately adjacent to those waters, and to protect

the navigable waters and the resources therein from

harm resulting from vessel or structure damage,

destruction, or loss, each District Commander or Captain of the Port may–

(1639) (1) Direct the handling, loading, unloading, storage, stowage, and movement (including the emergency

removal, control, and disposition) of explosives or

other dangerous articles and substances, including oil

or hazardous material as those terms are defined in 46

(U.S.C. 2101) on any structure on or in the navigable

waters of the United States, or any land structure or

shore area immediately adjacent to those waters; and

(1640) (2) Conduct examinations to assure compliance

with the safety equipment requirements for structures.

§160.111 Special orders applying to vessel

operations.

(1641) Each District Commander or Captain of the Port

may order a vessel to operate or anchor in the manner

directed when–

(1642) (a) The District Commander or Captain of the Port

has reasonable cause to believe that the vessel is not in

compliance with any regulation, law or treaty;

(1643) (b) The District Commander or Captain of the Port

determines that the vessel does not satisfy the conditions for vessel operation and cargo transfers specified

in §160.113; or

112 ■ Chapter 2 ■ Volume 4
(1644) (c) The District Commander or Captain of the Port

has determined that such order is justified in the interest of safety by reason of weather, visibility, sea conditions, temporary port congestion, other temporary

hazardous circumstances, or the condition of the vessel.

§160.113 Prohibition of vessel operation and

cargo transfers.

(1645) (a) Each District Commander or Captain of the

Port may prohibit any vessels subject to the provisions

of chapter 37 of Title 46, U.S. Code from operating in

the navigable waters of the United States, or from

transferring cargo or residue in any port or place under

the jurisdiction of the United States, and within the district or zone of that District Commander or Captain of

the Port, if the District Commander or the Captain of

the Port determines that the vessel’s history of accidents, pollution incidents, or serious repair problems

creates reason to believe that the vessel may be unsafe

or pose a threat to the marine environment.

(1646) (b) The authority to issue orders prohibiting operation of the vessels or transfer of cargo or residue under

paragraph (a) of this section also applies if the vessel:

(1647) (1) Fails to comply with any applicable regulation;

(1648) (2) Discharges oil or hazardous material in violation of any law or treaty of the United States;

(1649) (3) Does not comply with applicable vessel traffic

service requirements;

(1650) (4) While underway, does not have at least one deck

officer on the navigation bridge who is capable of communicating in the English language.

(1651) (c) When a vessel has been prohibited from operating in the navigable waters of the United States under

paragraphs (a) or (b) of this section, the District Commander or Captain of the Port may allow provisional

entry into the navigable waters of the United States, or

into any port or place under the jurisdiction of the

United States and within the district or zone of that

District Commander or Captain of the Port, if the

owner or operator of such vessel proves to the satisfaction of the District Commander or Captain of the Port,

that the vessel is not unsafe or does not pose a threat to

the marine environment, and that such entry is necessary for the safety of the vessel or the persons on board.

(1652) (d) A vessel which has been prohibited from operating in the navigable waters of the United States, or from

transferring cargo or residue in a port or place under

the jurisdiction of the United States under the provisions of paragraph (a) or (b)(1), (2) or (3) of this section, may be allowed provisional entry if the owner or

operator proves, to the satisfaction of the District Commander or Captain of the Port that has jurisdiction,

that the vessel is no longer unsafe or a threat to the

environment, and that the condition which gave rise to

the prohibition no longer exists.

§160.115 Withholding of clearance.

(1653) (a) Each District Commander or Captain of the

Port may request the Secretary of the Treasury, or the

authorized representative thereof, to withhold or revoke the clearance required by 46 U.S.C. App. 91 of any

vessel, the owner or operator of which is subject to any

penalties under 33 U.S.C. 1232.

Subpart C–Notification of Arrival, Hazardous

Conditions, and Certain Dangerous Cargos

§160.201 General.

(1654) This subpart contains requirements and procedures for submitting Notices of Arrival (NOA) and Notice of Hazardous Condition. The sections in this

subpart describe:

(1655) (a) Applicability and exemptions from requirements in this subpart;

(1656) (b) Required information in an NOA;

(1657) (c) Required changes to an NOA;

(1658) (d) Methods and times for submission of an NOA

and changes to an NOA;

(1659) (e) How to obtain a waiver; and

(1660) (f) Requirements for submission of the Notice of

Hazardous Conditions.

§160.202 Applicability.

(1661) (a) This subpart applies to U.S. and foreign vessels

bound for or departing from ports or places in the

United States.

(1662) (b) This subpart does not apply to recreational vessels under 46 U.S.C. 4301 et seq.

(1663) (c) Unless otherwise specified in this subpart, the

owner, agent, master, operator, or person in charge of a

vessel regulated by this subpart is responsible for compliance with the requirements in this subpart.

(1664) (d) Towing vessels controlling a barge or barges required to submit an NOA under this subpart must submit only one NOA containing the information required

for the towing vessel and each barge under its control.

§160.203 Exemptions.

(1665) (a) Except for reporting notice of hazardous conditions, the following vessels are exempt from requirements in this subpart:

(1666) (1) Passenger and supply vessels when they are employed in the exploration for or in the removal of oil,

gas, or mineral resources on the continental shelf.

Navigation Regulations ■ Chapter 2 ■ 113
(1667) (2) Oil Spill Recovery Vessels (OSRVs) when engaged in actual spill response operations or during spill

response exercises.

(1668) (3) Vessels operating upon the following waters:

(1669) (i) Mississippi River between its sources and mile

235, Above Head of Passes;

(1670) (ii) Tributaries emptying into the Mississippi River

above mile 235;

(1671) (iii) Atchafalaya River above its junction with the

Plaquemine-Morgan City alternate waterway and the

Red River; and

(1672) (iv) The Tennessee River from its confluence with

the Ohio River to mile zero on the Mobile River and all

other tributaries between those two points.

(1673) (b) If not carrying certain dangerous cargo or controlling another vessel carrying certain dangerous

cargo, the following vessels are exempt from NOA requirements in this subpart:

(1674) (1) Vessels 300 gross tons or less, except for foreign

vessels entering any port or place in the Seventh Coast

Guard District as described in 33 CFR 3.35–1(b).

(1675) (2) Vessels operating exclusively within a Captain

of the Port Zone.

(1676) (3) Vessels arriving at a port or place under force

majeure.

(1677) (4) Towing vessels and barges operating solely between ports or places in the continental United States.

(1678) (5) Public vessels.

(1679) (6) Except for tank vessels, U.S. vessels operating

solely between ports or places in the United States on

the Great Lakes.

(1680) (c) Vessels less than 500 gross tons need not submit

the International Safety Management (ISM) Code Notice (Entry (7) to Table 160.206).

(1681) (d) [Suspended]

(1682) (e) [Suspended]

(1683) (f) U.S. vessels need not submit the International

Ship and Port Facility Code (ISPS) Notice information

(Entry (9) to Table 160.206).

§160.204 Definitions.

(1684) As used in this subpart:

(1685) Agent means any person, partnership, firm, company or corporation engaged by the owner or charterer

of a vessel to act in their behalf in matters concerning

the vessel.

(1686) Barge means a non-self propelled vessel engaged in

commerce.

(1687) Carried in bulk means a commodity that is loaded

or carried on board a vessel without containers or labels and received and handled without mark or count.

(1688) Certain dangerous cargo (CDC) includes any of the

following:

(1689) (1) Division 1.1 or 1.2 explosives as defined in 49

CFR 173.50.

(1690) (2) Division 1.5D blasting agents for which a permit is required under 49 CFR 176.415 or, for which a

permit is required as a condition of a Research and Special Programs Administration exemption.

(1691) (3) Division 2.3 “poisonous gas”, as listed in 49 CFR

172.101 that is also a “material poisonous by inhalation” as defined in 49 CFR 171.8, and that is in a quantity in excess of 1 metric ton per vessel.

(1692) (4) Division 5.1 oxidizing materials for which a permit is required under 49 CFR 176.415 or for which a

permit is required as a condition of a Research and Special Programs Administration exemption.

(1693) (5) A liquid material that has a primary or subsidiary classification of Division 6.1 “poisonous material”

as listed 49 CFR 172.101 that is also a “material poisonous by inhalation,” as defined in 49 CFR 171.8 and that

is in a bulk packaging, or that is in a quantity in excess

of 20 metric tons per vessel when not in a bulk packaging.

(1694) (6) Class 7, “highway route controlled quantity” radioactive material or “fissile material, controlled shipment,” as defined in 49 CFR 173.403.

(1695) (7) Bulk liquefied chlorine gas and Bulk liquefied

gas cargo that is flammable and/or toxic and carried

under 46 CFR 154.7.

(1696) (8) The following bulk liquids:

(1697) (i) Acetone cyanohydrin,

(1698) (ii) Allyl alcohol,

(1699) (iii) Chlorosulfonic acid,

(1700) (iv) Crotonaldehyde,

(1701) (v) Ethylene chlorohydrin,

(1702) (vi) Ethylene dibromide,

(1703) (vii) Methacrylonitrile, and

(1704) (viii) Oleum (fuming sulfuric acid).

(1705) (9) Ammonium nitrate and ammonium nitrate

base fertilizers, in bulk, listed as a Division 5.1 material

in 49 CFR 172.101.

(1706) (10) Propylene oxide, alone or mixed with ethylene

oxide, in bulk.

(1707) Charterer means the person or organization that

contracts for the majority of the carrying capacity of a

ship for the transportation of cargo to a stated port for a

specified period. This includes “time charterers” and

“voyage charterers.”

(1708) Crewmember means all persons carried on board

the vessel to provide navigation and maintenance of the

vessel, its machinery, systems, and arrangements essential for propulsion and safe navigation or to provide

services for other persons on board.

(1709) Great Lakes means Lakes Superior, Michigan, Huron, Erie, and Ontario, their connecting and tributary

114 ■ Chapter 2 ■ Volume 4
waters, the Saint Lawrence River as far as Saint Regis,

and adjacent port areas.

(1710) Gross tons means the tonnage determined by the

tonnage authorities of a vessel's flag state in accordance with the national tonnage rules in force before

the entry into force of the International Convention on

Tonnage Measurement of Ships, 1969 (“Convention”).

For a vessel measured only under Annex I of the Convention, gross tons means that tonnage. For a vessel

measured under both systems, the higher gross tonnage is the tonnage used for the purposes of the

300-gross-ton threshold.

(1711) Hazardous condition means any condition that

may adversely affect the safety of any vessel, bridge,

structure, or shore area or the environmental quality of

any port, harbor, or navigable waterway of the United

States. It may, but need not, involve collision, allision,

fire, explosion, grounding, leaking, damage, injury or

illness of a person aboard, or manning-shortage.

(1712) Nationality means the state (nation) in which a

person is a citizen or to which a person owes permanent allegiance.

(1713) Operator means any person including, but not limited to, an owner, a charterer, or another contractor

who conducts, or is responsible for, the operation of a

vessel.

(1714) Persons in addition to crewmembers mean any

person onboard the vessel, including passengers, who

are not included on the list of crewmembers.

(1715) Port or place of departure means any port or place

in which a vessel is anchored or moored.

(1716) Port or place of destination means any port or

place in which a vessel is bound to anchor or moor.

(1717) Public vessel means a vessel that is owned or demise-(bareboat) chartered by the government of the

United States, by a State or local government, or by the

government of a foreign country and that is not engaged in commercial service.

(1718) Time charterer means the party who hires a vessel

for a specific amount of time. The owner and his crew

manage the vessel, but the charterer selects the ports of

destination.

(1719) Voyage charterer means the party who hires a vessel for a single voyage. The owner and his crew manage

the vessel, but the charterer selects the ports of destination.

§160.206 Information required in an NOA.

(1720) (a) Each NOA must contain all of the information

items specified in Table 160.206.

(1721) (b) Vessels operating solely between ports or places

in the continental United States need submit only the

name of and date of arrival and departure for the last

port or places visited to meet the requirements in entries (2)(i) and (ii) to Table 160.206 of this section.

(1722) (c) You may submit a copy of INS Form I–418 to

meet the requirements of entries (4) and (5) in Table

160.206.

(1723) (d) Any vessel planning to enter two or more consecutive ports or places in the United States during a

single voyage may submit one consolidated Notification of Arrival at least 96 hours before entering the first

port or place of destination. The consolidated notice

must include the name of the port or place and estimated arrival and departure date for each destination of

the voyage. Any vessel submitting a consolidated notice

under this section must still meet the requirements of

§160.208 of this part concerning requirements for

charges to an NOA.

§160.208 Changes to a submitted NOA.

(1724) (a) Unless otherwise specified in this section, when

submitted NOA information changes, vessels must

submit a notice of change within the times required in

§160.212.

(1725) (b) Changes in the following information need not

be reported:

(1726) (1) Changes in arrival or departure times that are

less than six (6) hours;

(1727) (2) Changes in vessel location or position of the

vessel at the time of reporting (entry (2)(vi) to Table

160.206); and

(1728) (3) Changes to crewmembers' position or duties on

the vessel (entry (5)(v) to Table 160.206).

(1729) (c) When reporting changes, submit only the name

of the vessel, original NOA submission date, the port of

arrival, the specific items to be corrected, and the new

location or position of the vessel at the time of reporting. Only changes to NOA information need to be submitted.

§160.210 Methods for submitting an NOA.

(1730) (a) [Suspended]

(1731) (b) Saint Lawrence Seaway transits. Those vessels

transiting the Saint Lawrence Seaway inbound, bound

for a port or place in the United States, may meet the

submission requirements of paragraph (a) of this section by submitting the required information to the

Saint Lawrence Seaway Development Corporation and

the Saint Lawrence Seaway Management Corporation

of Canada by fax at 315-764-3235 or at 315-764-3200.

(1732) (c) Seventh Coast Guard District. Those foreign

vessels 300 or less gross tons operating in the Seventh

Coast Guard District must submit an NOA to the cognizant Captain of the Port (COTP).

(1733) (d) [Suspended]

Navigation Regulations ■ Chapter 2 ■ 115
116 ■ Chapter 2 ■ Volume 4

Table 160.206 – NOA Information Items

Required Information Vessels Not 

Carrying CDC

Vessels Carrying CDC

Vessels

Towing Vessels 

Controlling 

Vessels Carrying CDC

(1) Vessel Information

(i) Name XXX

(ii) Name of the registered owner XXX

(iii) Country of registry XXX

(iv) Call sign XXX

(v) International Maritime Organization (IMO) international number or, if vessel does not have an

assigned IMO international number, substitute with offi cial number XXX

(vi) Name of the operator XXX

(vii) Name of the charterer XXX

(viii) Name of classifi cation society XXX

(2) Voyage Information

(i) Names of last fi ve ports or places visited X X X

(ii) Dates of arrival and departure for last fi ve ports or places visited X X X

(iii) For each port or place in the United States to be visited list the names of the receiving facility, the 

port or place, the city, and the state XXX

(iv) For each port or place in the United States to be visited, the estimated date and time of arrival X X X

(v) For each port or place in the United States to be visited, the estimated date and time of departure X X X

(vi) The location (port or place and country) or position (latitude and longitude or waterway and mile 

marker) of the vessel at the time of reporting XXX

(vii) The name and telephone number of a 24-hour point of contact X X X

(3) Cargo Information

(i) A general description of cargo, other than CDC, onboard the vessel (e.g. grain, container, oil, etc.) X X X

(ii) Name of each certain dangerous cargo carried, including cargo UN number, if applicable X X

(iii) Amount of each certain dangerous cargo carried X X

(4) Information for each crewmember onboard

(i) Full name XXX

(ii) Date of birth XXX

(iii) Nationalitiy XXX

(iv) Passport or mariners document number (type of identifi cation and number) X X X

(v) Position or duties on the vessel XXX

(vi) Where the crewmembers embarked (list port or place and country) X X X

(5) Information for each person onboard in addition to crew

(i) Full name XXX

(ii) Date of birth XXX

(iii) Nationality XXX

(iv) Passport number XXX

(v) Where the person embarked (list port or place and country) X X X

(6) Operational condition of equipment required by §164.35 of this chapter XXX

(7) International Safety Management (ISM) Code Notice

(i) The date of issuance for the company’s Document of Compliance certifi cate that covers the vessel X X X

(ii) The date of issuance for the vessel’s Safety Management Certifi cate X X X

(iii) The name of the Flag Administration, or the recognized organization(s) representing the vessel fl ag 

administration, that issued those certifi cates XXX

(8) Cargo Declaration (Customs Form 1302) as described in 19 CFR 4.7 XXX

(9) International Ship and Port Facility Code (ISPS) Notice*

(i) The date of issuance for the vessel’s International Ship Security Certifi cate (ISSC), if any X X X

(ii) Whether the ISSC, if any, is an initial Interim ISSC, subsequent and consecutive Interim ISSC, or 

fi nal ISSC XXX

(iii) Declaration that the approved ship security plan, if any, is being implemented X X X

(iv) If a subsequent and consecutive Interim ISSC, the reasons therefor X X X

(v) The name and 24-hour contact information for the Company Security Offi cer X X X

(vi) The name of the Flag Administration, or the recognized security organization(s) representing the 

vessel fl ag Administration that issued the ISSC XXX

* The information required by items 9(i)-(iii) need not be submitted before January 1, 2004. All other information required by item 9 need not be submitted before July 

1, 2004.
(1734) (e) Submission to the National Vessel Movement

Center (NVMC). Except as provided in paragraphs (b)

and (c) of this section, vessels must submit NOA information required by §160.206 (entries 1-9 to Table

160.206) to the NVMC, United States Coast Guard, 408

Coast Guard Drive, Kearneysville, WV 25430, By:

(1735) (1) Electronic submission via the electronic NOA

(e-NOA) available on the NVMC web site at

http://www.nvmc.uscg.gov.

(1736) (2) Electronic submission via web service of formatted XML (eXtensible Markup Language) documents. E-mail sans@nvmc.uscg.gov to ask for the XML

schema details;

(1737) (3) E-mail at sans@nvmc.uscg.gov. Workbook

available at http://www.nvmc.uscg.gov;

(1738) (4) Fax at 1-800-547-8724 or 304-264-2684. Workbook available at http://www.nvmc.uscg.gov; or,

(1739) (5) Telephone at 1-800-708-9823 or 304-264-2502.

§160.212 When to submit an NOA.

(1740) (a) Submission of NOA. (1) Except as set out in

paragraph (a)(2) of this section, all vessels must submit

NOAs within the times required in paragraph (a)(3) of

this section.

(1741) (2) Towing vessels, when in control of a vessel carrying CDC and operating solely between ports or places

in the continental United States, must submit an NOA

before departure but at least 12 hours before entering

the port or place of destination.

(1742) (3) Times for submitting NOAs areas follows:

If your voyage time is– You must submit an NOA–

(i) 96 hours or more; or ......... At least 96 hours before entering the port or place of destination; or

(ii) Less than 96 hours ......... Before departure but at least

24 hours before entering the

port or place of destination.

(1743) (b) Submission of changes to NOA. (1) Except as

set out in paragraph (b)(2) of this section, vessels must

submit changes in NOA information within the times

required in paragraph (b)(3) of this section.

(1744) (2) Towing vessels, when in control of a vessel carrying CDC and operating solely between ports or places

in the continental United States, must submit changes

to an NOA as soon as practicable but at least 6 hours before entering the port or place of destination.

(1745) (3) Times for submitting changes to NOAs are as

follows:

If your remaining voyage time

is–

Then you must submit changes

to an NOA–

(i) 96 hours or more; ............. As soon as practicable but at

least 24 hours before entering

the port or place of destination;

(ii) Less than 96 hours but not

less than 24 hours; or

As soon as practicable but at

least 24 hours before entering

the port or place of destination;

or

(iii) Less than 24 hours ........ As soon as practicable but at

least 12 hours before entering

the port or place of destination.

(1746) (c) [Suspended]

§160.214 Waivers.

(1747) The Captain of the Port may waive, within that Captain of the Port's designated zone, any of the requirements of this subpart for any vessel or class of vessels

upon finding that the vessel, route area of operations,

conditions of the voyage, or other circumstances are

such that application of this subpart is unnecessary or

impractical for purposes of safety, environmental protection, or national security.

§160.215 Notice of hazardous conditions.

(1748) Whenever there is a hazardous condition either

aboard a vessel or caused by a vessel or its operation,

the owner, agent, master, operator, or person in charge

shall immediately notify the nearest Coast Guard Sector Office or Group Office. (Compliance with this section does not relieve responsibility for the written

report required by 46 CFR 4.05–10.)

Part 161–Vessel Traffic Management

Subpart A–Vessel Traffic Services

General Rules

§161.1 Purpose and Intent.

(1749) (a) The purpose of this part is to promulgate regulations implementing and enforcing certain sections of

the Ports and Waterways Safety Act (PWSA) setting up a

national system of Vessel Traffic Services that will enhance navigation, vessel safety, and marine environmental protection and promote safe vessel movement

by reducing the potential for collisions, rammings, and

groundings, and the loss of lives and property associated with these incidents within VTS areas established

hereunder.

Navigation Regulations ■ Chapter 2 ■ 117
(1750) (b) Vessel Traffic Services provide the mariner with

information related to the safe navigation of a waterway. This information, coupled with the mariner’s

compliance with the provisions set forth in this part,

enhances the safe routing of vessels through congested

waterways or waterways of particular hazard. Under

certain circumstances, a VTS may issue directions to

control the movement of vessels in order to minimize

the risk of collision between vessels, or damage to property or the environment.

(1751) (c) The owner, operator, charterer, master, or person directing the movement of a vessel remains at all

times responsible for the manner in which the vessel is

operated and maneuvered, and is responsible for the

safe navigation of the vessel under all circumstances.

Compliance with these rules or with a direction of the

VTS is at all times contingent upon the exigencies of

safe navigation.

(1752) (d) Nothing in this part is intended to relieve any

vessel, owner, operator, charterer, master, or person directing the movement of a vessel from the consequences of any neglect to comply with this part or any

other applicable law or regulations (e.g., the International Regulations for Prevention of Collisions at Sea,

1972 (72 COLREGS) or the Inland Navigation Rules) or

of the neglect of any precaution which may be required

by the ordinary practice of seamen, or by the special

circumstances of the case.

§161.2 Definitions.

(1753) For the purposes of this part:

(1754) Cooperative Vessel Traffic Services (CVTS) means

the system of vessel traffic management established

and jointly operated by the United States and Canada

within adjoining waters. In addition, CVTS facilitates

traffic movement and anchorages, avoids jurisdictional

disputes, and renders assistance in emergencies in adjoining United States and Canadian waters.

(1755) Hazardous Vessel Operating Condition means any

condition related to a vessel’s ability to safely navigate

or maneuver, and includes, but is not limited to:

(1756) (1) The absence or malfunction of vessel operating

equipment, such as propulsion machinery, steering

gear, radar system, gyrocompass, depth sounding device, automatic radar plotting aid (ARPA), radiotelephone, Automatic Identification System equipment,

navigational lighting, sound signaling devices or similar equipment.

(1757) (2) Any condition on board the vessel likely to impair navigation, such as lack of current nautical charts

and publications, personnel shortage, or similar condition.

(1758) (3) Vessel characteristics that affect or restrict maneuverability, such as cargo arrangement, trim, loaded

condition, underkeel clearance, speed, or similar characteristics.

(1759) Precautionary Area means a routing measure

comprising an area within defined limits where vessels

must navigate with particular caution and within

which the direction of traffic may be recommended.

(1760) Navigable waters means all navigable waters of the

United States including the territorial sea of the United

States, extending to 12 nautical miles from United

States baselines, as described in Presidential Proclamation No. 5928 of December 27, 1988.

(1761) Towing Vessel means any commercial vessel engaged in towing another vessel astern, alongside, or by

pushing ahead.

(1762) Vessel Movement Center (VMC) means the shorebased facility that operates the vessel tracking system

for a Vessel Movement Reporting System (VMRS) area

or sector within such an area. The VMC does not necessarily have the capability or qualified personnel to interact with marine traffic, nor does it necessarily

respond to traffic situations developing in the area, as

does a Vessel Traffic Service (VTS).

(1763) Vessel Movement Reporting System (VMRS) means

a mandatory reporting system used to monitor and track

vessel movements. This is accomplished by a vessel providing information under established procedures as set

forth in this part in the areas defined in Table 161.12(c)

(VTS and VMRS Centers, Call Signs/MMSI, Designated

Frequencies, and Monitoring Areas).

(1764) Vessel Movement Reporting System (VMRS) User

means a vessel, or an owner, operator, charterer, Master, or person directing the movement of a vessel that is

required to participate in a VMRS.

(1765) Vessel Traffic Center (VTC) means the shore-based

facility that operates the vessel traffic service for the

Vessel Traffic Service area or sector within such an

area.

(1766) Vessel Traffic Services (VTS) means a service implemented by the United States Coast Guard designed

to improve the safety and efficiency of vessel traffic and

to protect the environment. The VTS has the capability

to interact with marine traffic and respond to traffic situations developing in the VTS area.

(1767) Vessel Traffic Service Area or VTS Area means the

geographical area encompassing a specific VTS area of

service. This area of service may be subdivided into sectors for the purpose of allocating responsibility to individual Vessel Traffic Centers or to identify different

operating requirements.

(1768) Note: Although regulatory jurisdiction is limited to

the navigable waters of the United States, certain vessels will be encouraged or may be required, as a condition of port entry, to report beyond this area to facilitate

traffic management within the VTS area.

118 ■ Chapter 2 ■ Volume 4
(1769) VTS Special Area means a waterway within a VTS

area in which special operating requirements apply.

(1770) VTS User means a vessel, or an owner, operator,

charterer, master, or person directing the movement of

a vessel, that is:

(1771) (a) Subject to the Vessel Bridge-to-Bridge Radiotelephone Act; or

(1772) (b) Required to participate in a VMRS within a VTS

area (VMRS User).

(1773) VTS User’s Manual means the manual established

and distributed by the VTS to provide the mariner with

a description of the services offered and rules in force

for that VTS. Additionally, the manual may include

chartlets showing the area and sector boundaries, general navigational information about the area, and procedures, radio frequencies, reporting provisions and

other information which may assist the mariner while

in the VTS area.

§161.3 Applicability.

(1774) The provisions of this subpart shall apply to each

VTS User and may also apply to any vessel while underway or at anchor on the navigable waters of the United

States within a VTS area, to the extent the VTS considers necessary.

§161.4 Requirement to carry the rules.

(1775) Each VTS User shall carry on board and maintain

for ready reference a copy of these rules.

(1776) Note: These rules are contained in the applicable

U.S. Coast Pilot, the VTS User’s Manual which may be

obtained by contacting the appropriate VTS, and periodically published in the Local Notice to Mariners. The

VTS User’s Manual and the World VTS Guide, an International Maritime Organization (IMO) recognized publication, contain additional information which may

assist the prudent mariner while in the appropriate

VTS area.

§161.5 Deviations from the rules.

(1777) (a) Requests to deviate from any provision in this

part, either for an extended period of time or if anticipated before the start of a transit, must be submitted in

writing to the appropriate District Commander. Upon

receipt of the written request, the District Commander

may authorize a deviation if it is determined that such a

deviation provides a level of safety equivalent to that

provided by the required measure or is a maneuver

considered necessary for safe navigation under the circumstances. An application for an authorized deviation

must state the need and fully describe the proposed alternative to the required measure.

(1778) (b) Requests to deviate from any provision in this

part due to circumstances that develop during a transit

or immediately preceding a transit, may be made

verbally to the appropriate VTS Director. Requests to

deviate shall be made as far in advance as practicable.

Upon receipt of the request, the VTS Director may authorize a deviation if its is determined that, based on

vessel handling characteristics, traffic density, radar

contacts, environmental conditions and other relevant

information, such a deviation provides a level of safety

equivalent to that provided by the required measure or

is a maneuver considered necessary for safe navigation

under the circumstances.

§161.10 Services.

(1779) To enhance navigation and vessel safety, and to protect the marine environment, a VTS may issue advisories, or respond to vessel requests for information, on

reported conditions within the VTS area, such as:

(1780) (a) Hazardous conditions or circumstances;

(1781) (b) Vessel congestion;

(1782) (c) Traffic density;

(1783) (d) Environmental conditions;

(1784) (e) Aids to navigation status;

(1785) (f) Anticipated vessel encounters;

(1786) (g) Another vessel’s name, type, position, hazardous vessel operating conditions, if applicable, and intended navigation movements, as reported;

(1787) (h) Temporary measures in effect;

(1788) (i) A description of local harbor operations and

conditions, such as ferry routes, dredging, and so forth;

(1789) (j) Anchorage availability; or

(1790) (k) Other information or special circumstances.

§161.11 VTS measures.

(1791) (a) A VTS may issue measures or directions to enhance navigation and vessel safety and to protect the

marine environment, such as, but not limited to:

(1792) (1) Designating temporary reporting points and

procedures;

(1793) (2) Imposing vessel operating requirements; or

(1794) (3) Establishing vessel traffic routing schemes.

(1795) (b) During conditions of vessel congestion, restricted visibility, adverse weather, or other hazardous

circumstances, a VTS may control, supervise, or otherwise manage traffic, by specifying times of entry, movement, or departure to, from, or within a VTS area.

§161.12 Vessel operating requirements.

(1796) (a) Subject to the exigencies of safe navigation, a

VTS User shall comply with all measures established or

directions issued by a VTS.

(1797) (b) If, in a specific circumstance, a VTS User is unable to safely comply with a measure or direction

Navigation Regulations ■ Chapter 2 ■ 119
120 ■ Chapter 2 ■ Volume 4

issued by the VTS, the VTS User may deviate only to the

extent necessary to avoid endangering persons, property or the environment. The deviation shall be reported to the VTS as soon as is practicable.

(1798) (c) When not exchanging voice communications, a

VTS User must maintain a listening watch as required

by §26.04(e) of this chapter on the VTS frequency designated in Table 161.12(c) (VTS and VMRS Centers,

Call Signs/MMSI, Designated Frequencies, and Monitoring Areas). In addition, the VTS User must respond

promptly when hailed and communicated in the

English language.

(1799) Note to §161.12(c): As stated in 47 CFR 80.148(b),

a very high frequency watch on Channel 16 (156.800

MHz) is not required on vessels subject to the Vessel

Bridge-to-Bridge Radiotelephone Act and participating

in a Vessel Traffic Service (VTS) system when the watch

is maintained on both the vessel bridge-to-bridge frequency and a designated VTS frequency.

(1800) (d) As soon as practicable a VTS User shall notify

the VTS of any of the following:

(1801) (1) A marine casualty as defined in 46 CFR 4.05-1;

(1802) (2) Involvement in the ramming of a fixed or floating object;

(1803) (3) A pollution incident as defined in §151.15 of

this chapter:

(1804) (4) A defect or discrepancy in an aid to navigation;

(1805) (5) A hazardous condition as defined in §160.203 of

this chapter;

(1806) (6) Improper operation of vessel equipment required by Part 164 of this chapter;

(1807) (7) A situation involving hazardous materials for

which a report is required by 49 CFR 176.48; and

(1808) (8) A hazardous vessel operating condition as defined in §161.2.

§161.13 VTS Special Area Operating Requirements.

(1809) The following operating requirements apply within

a VTS Special Area:

(1810) (a) A VTS User shall, if towing astern, do so with as

short a hawser as safety and good seamanship permits.

(1811) (b) A VMRS User shall:

(1812) (1) Not enter or get underway in the area without

prior approval of the VTS;

(1813) (2) Not enter a VTS Special Area if a hazardous vessel operating condition or circumstance exists;

(1814) (3) Not meet, cross, or overtake any other VMRS

User in the area without prior approval of the VTS; and

(1815) (4) Before meeting, crossing, or overtaking any

other VMRS User in the area, communicate on the designated vessel bridge-to-bridge radiotelephone frequency, intended navigation movements, and any

other information necessary in order to make safe passing arrangements. This requirement does not relieve a

vessel of any duty prescribed by the International Regulations for Prevention of Collisions at Sea, 1972 (72

COLREGS) or the Inland Navigation Rules.

Subpart B–Vessel Movement Reporting

System

§161.15 Purpose and Intent.

(1816) (a) A Vessel Movement Reporting System (VMRS) is

a system used to monitor and track vessel movements

within a VTS or VMRS area. This is accomplished by requiring that vessels provide information under established procedures as set forth in this part, or as directed

by the Center.

(1817) (b) To avoid imposing an undue reporting burden

or unduly congesting radiotelephone frequencies, reports shall be limited to information which is essential

to achieve the objectives of the VMRS. These reports

are consolidated into three reports (sailing plan, position, and final).

§161.16 Applicability.

(1818) Unless otherwise stated, the provisions of this

subpart apply to the following vessels and VMRS Users:

(1819) (a) Every power-driven vessel of 40 meters (approximately 131 feet) or more in length, while navigating;

(1820) (b) Every towing vessel of 8 meters (approximately

26 feet) or more in length, while navigating; or

(1821) (c) Every vessel certificated to carry 50 or more

passengers for hire, when engaged in trade.

§161.17 Definitions.

(1822) As used in the subpart:

(1823) Center means a Vessel Traffic Center or Vessel

Movement Center.

(1824) Published means available in a widely-distributed

and publicly available medium (e.g., VTS User's Manual, ferry schedule, Notice to Mariners).

§161.18 Reporting requirements.

(1825) (a) A Center may: (1) Direct a vessel to provide any

of the information set forth in Table 161.18(a) (IMO

Standard Ship Reporting System);

(1826) (2) Establish other means of reporting for those

vessels unable to report on the designated frequency;

or

(1827) (3) Require reports from a vessel in sufficient time

to allow advance vessel traffic planning.

(1828) (b) All reports required by this part shall be made as

soon as is practicable on the frequency designated in Table 161.12(c) (VTS and VMRS Centers, Call Signs/MMSI,

Designated Frequencies, and Monitoring Areas).
Navigation Regulations ■ Chapter 2 ■ 121

TABLE 161.12(C)-VTS and VMRS Centers, Call Signs/MMSI, Designated Frequencies, and 

Monitoring Areas

Center MMSI1 Call Sign Designated frequency (Channel designation)-purpose2 Monitoring Area 3, 4

Berwick Bay 003669950

Berwick Traffi c

156.550 MHz (Ch. 11) The waters south of 29°45'N, west of 91°10'W, north of 29°37'N, and east of 

91°18'W.

Buzzards Bay

Buzzards Bay Control5

156.600 MHz (Ch. 12) The waters east and north of a line drawn from the southern tangent of Sakonnet 

Point, Rhode Island, in approximate position 41°27.2'N, 70°11.7'W to Buzzards 

Bay Entrance Light in approximate position 41°23.5'N, 71°02.0'W, and then to the 

southwestern tangent of Cuttyhunk Island, Massachusetts, at approximate position 

41°24.6'N, 70°57.0'W, and including all of the Cape Cod Canal to its eastern entrance, except that the area of New Bedford harbor within the confi nes (north of) the 

hurricane barrier, and the passages through the Elizabeth Islands, is not considered 

to be “Buzzards Bay”.

Houston-Galveston 003669954 The navigable waters north of 29°N, west of 94°20'W, south of 29°49'N, and east of 

95°20'W.

Houston Traffi c 156.550 MHz (Ch. 11)

156.250 MHz (Ch. 5A) - for sailing 

plans only

The navigable waters north of a line extending due west from the southern most end 

of Exxon Dock #1 (20°43.37'N, 95°01.27'W)

Houston Traffi c 156.600 MHz (Ch. 12)

156.250 MHz (Ch. 5A) - for sailing 

plans only

The navigable waters south of a line extending due west from the southern most end 

of Exxon Dock #1 (29°43.37'N, 95°01.27'W)

Los Angeles/Long Beach:

MMSI to be determined

San Pedro Traffi c

156.700 MHz (Ch. 14) Vessel Movement Reporting System Area: The navigable waters within a 25 nautical 

mile radius of Point Fermin Light (33°42.3'N, 118°17.6'W)

Louisville: not applicable

Louisville Traffi c

156.650 MHz (Ch. 13) The waters of the Ohio River between McAlpine Locks (Mile 606) and Twelve Mile 

Island (Mile 593), only when the McAlpine upper pool gauge is at approximately 

13.0 feet or above.

Lower Mississippi River6

0036699952

New Orleans Traffi c

156.700 MHz (Ch. 14) The navigable waters of the Lower Mississippi River below 30°38.7'N, 91°17.5'W 

(Port Hudson Light at 255 miles Above Head of Passes (AHP)), the Southwest Pass, 

and, within a 12 nautical miles radius around 28°54.3'N, 89°25.7'W (Southwest Pass 

Entrance Light at 19.9 miles Below Head of Passes).

New Orleans Traffi c 156.600 MHz (Ch. 12) New Orleans Sector. The navigable waters of the Lower Mississippi River bounded 

on the north by a line drawn perpendicularly at 29°56.4'N, 90°08.36'W and on the 

south by a line drawn perpendicularly at 29°56.24'N, 89°59.86'W (88 and 106 miles 

AHP).

New York 003669951

New York Traffi c

156.550 MHz (Ch. 11) - for sailing 

plans only

156.600 MHz (Ch. 12) - for vessels 

at anchor

The area consists of the navigable waters of the Lower New York Bay bounded on 

the east by a line drawn from Norton Point to Breezy Point; on the south by a line 

connecting the entrance buoys at the Ambrose Channel, Swash Channel, and Sandy 

Hook Channel to Sandy Hook Point; and on the southeast including the waters of 

Sandy Hook Bay south to a line drawn at 40°25'N; then west in the Raritan Bay 

to the Raritan River Railroad Bridge, then north into waters of the Arthur Kill and 

Newark Bay to the Lehigh Valley Draw Bridge at 40°41.9'N; and then east including 

the waters of the Kill Van Kull and the Upper New York Bay north to a line drawn 

east-west from the Holland Tunnel ventilator shaft at 40°43.7'N, 

74°01.6'W, in the Hudson River; and then continuing east including the waters of the 

East River to the Throgs Neck Bridge, excluding the Harlem River.

New York Traffi c 156.700 MHz (Ch. 14) The navigable waters of the Lower New York Bay west of a line drawn from 

Norton Point to Breezy Point; and north of a line connecting the entrance buoys 

of Ambrose Channel, Swash Channel, and Sandy Hook Channel, to Sandy Hook 

Point; on the southeast including the waters of the Sandy Hook Bay south to a line 

drawn at latitude 40°25'N; then west into the waters of Raritan Bay East Reach to 

a line drawn from Great Kills Light south through Raritan Bay East Reach LGB 

#14 to Comfort PT, NJ; then north including the waters of the Upper New York Bay 

south of 40°42.40'N (Brooklyn Bridge) and 40°43.70'N (Holland Tunnel Ventilator 

Shaft); west through the KVK into the Arthur Kill north of 40°38.25'N (Arthur Kill 

Railroad Bridge); then north into the waters of the Newark Bay, south of 40°41.95'N 

(Lehigh Valley Draw Bridge).

New York Traffi c 156.600 MHz (Ch. 12) The navigable waters of the Raritan Bay south to a line drawn at 40°26'N; then west 

of a line drawn from Great Kills Light south through the Raritan Bay East Reach 

LGB #14 to Point Comfort, NJ; then west to the Raritan River Railroad Bridge; and 

north including the waters of the Arthur Kill to 40°28.25'N (Arthur Kill Railroad 

Bridge); including the waters of the East River north of 40°42.40'N (Brooklyn 

Bridge) to the Throgs Neck Bridge, excluding the Harlem River.
122 ■ Chapter 2 ■ Volume 4

TABLE 161.12(C)-VTS and VMRS Centers, Call Signs/MMSI, Designated Frequencies, and 

Monitoring Areas

Center MMSI1 Call Sign Designated frequency (Channel designation)-purpose2 Monitoring Area 3, 4

Port Authur6 003669955

Sabine Traffi c

(to be determined) The navigable waters south of 30°10'N, east of 94°20'W, west of 93°22'W, and, 

north of 29°10'N.

Prince William Sound 003669958

Valdez Traffi c 156.650 MHz (Ch. 13)

The navigable waters south of 61°05'N, east of 147°20'W, north of 60°N, and west 

of 146°30'W; and, all navigable waters in Port Valdez.

Puget Sound7

Seattle Traffi c 003669957

156.700 MHz (Ch. 14) The waters of Puget Sound, Hood Canal and adjacent waters south of a line connecting Nodule Point and Bush Point in Admiralty Inlet and south of a line drawn 

due east from the southernmost tip of Possession Point on Whidbey Island to the 

shoreline.

Seattle Traffi c 003669957 156.250 MHz (Ch. 5A) The waters of the Strait of Juan de Fuca east of 124°40'W excluding the waters in 

the central portion of the Strait of Juan de Fuca north and east of Race Rocks; the 

navigable waters of the Strait of Georgia east of 122°52'W; the San Juan Island 

Archipelago, Rosario Strait, Bellingham Bay; Admiralty Inlet north of a line connecting Nodule Point and Bush Point and all waters east of Whidbey Island North 

of a line drawn due east from the southernmost tip of Possession Point on Whidbey 

Island to the shoreline.

Tofi no Traffi c 003160012 156.725 MHz (Ch. 74) The waters west of 124°40'W within 50 nautical miles of the coast of Vancouver 

Island including the waters north of 48°N, and east of 127°W.

Victoria Traffi c 003160010 156.550 MHz (Ch. 11) The waters of the Strait of Georgia west of 122°52'W, the navigable waters of the 

central Strait of Juan de Fuca north and east of Race Rocks, including the Gulf 

Island Archipelago, Boundary Pass and Haro Strait.

San Francisco 003669956

San Francisco Traffi c

156.700 MHz (Ch. 14) The navigable waters of the San Francisco Offshore Precautionary Area, the 

navigable waters shoreward of the San Francisco Offshore Precautionary Area 

east of 122°42.0'W and north of 37°40.0'N extending eastward through the Golden 

Gate, and the navigable waters of San Francisco Bay and as far east as the port of 

Stockton on the San Joaquin River, as far north as the port of Sacramento on the 

Sacramento River.

San Francisco Traffi c 156.600 MHz (Ch. 12) The navigable waters within a 38 nautical mile radius of Mount Tamalpais 

(37°55.8'N, 122°34.6'W) west of 122°42.0'W and south of 37°40.0'N and excluding 

the San Francisco Offshore Precautionary Area.

St. Marys River 003669953

Soo Traffi c

156.600 MHz (Ch. 12) The waters of the St. Marys River between 45°57'N (De Tour Reef Light) and 

46°38.7'N (lle Parisienne Light), except the St. Marys Falls Canal and those navigable waters east of a line from 46°04.16'N and 46°01.57'N (La Pointe to Sims Point 

in Potagannissing Bay and Worsley Bay.)

Notes:

1

 Maritime Mobile Service Identifi er (MMSI) is a unique nine-digit number assigned that identifi es ship stations, ship earth stations, coast stations, coast earth stations, and group calls for use by a digital selective calling (DSC) radio, an INMARSAT ship earth station or AIS. AIS requirements are set forth in §§161.21 and 

164.46 of this subchapter. The requirements set forth in §§161.21 and 164.46 of this subchapter apply in those areas denoted with a MMSI number.

2

 In the event of a communication failure, diffi culties or other safety factors, the Center may direct or permit a user to monitor and report on any other designated 

monitoring frequency or the bridge-to-bridge navigational frequency, 156.650 MHz (Channel 13) or 156.375 MHz (Ch. 67), to the extent that doing so provides a 

level of safety beyond that provided by other means. The bridge-to-bridge navigational frequency, 156.650 MHz (Ch. 13), is used in certain monitoring areas where 

the level of reporting does not warrant a designated frequency.

3 All geographic coordinates (latitude and longitude) are expressed in North American Datum of 1983 (NAD 83).

4 Some monitoring areas extend beyond navigable waters. Although not required, users are strongly encouraged to maintain a listening watch on the designated monitoring frequency in these areas. Otherwise, they are required to maintain watch as stated in 47 CFR 80.148.

5

 In addition to the vessels denoted in Section 161.16 of this chapter, requirements set forth in subpart B of 33 CFR part 161 also apply to any vessel transiting VMRS 

Buzzards Bay required to carry a bridge-to-bridge radiotelephone by part 26 of this chapter.

6

 Until rules regarding VTS Lower Mississippi River and VTS Port Arthur are published, vessels are exempted of all VTS and VMRS requirements set forth in 33 

CFR part 161, except those set forth in §§161.21 and 164.46 of this subchapter.

7

 A Cooperative Vessel Traffi c Service was established by the United States and Canada within adjoining waters. The appropriate Center administers the rules issued 

by both nations; however, enforces only its own set of rules within its jurisdiction. Note, the bridge-to-bridge navigational frequency, 156.650 MHz (Ch. 13), is not 

so designated in Canadian waters, therefore users are encouraged and permitted to make passing arrangements on the designated monitoring frequencies.
Navigation Regulations ■ Chapter 2 ■ 123

TABLE 161.18(a).–THE IMO STANDARD SHIP REPORTING SYSTEM

A ALPHA...... Ship ················ Name, call sign or ship station identity, and flag.

B BRAVO ..... Dates and time of events ..... A 6 digit group giving day of month (first two digits), hours and

minutes (last four digits). If other than UTC state time zone used.

C CHARLIE .... Position . . . . . ........ A 4 digit group giving latitude in degrees and minutes suffixed with

N (north) or S (south) and a 5 digit group giving longitude in degrees and minutes suffixed with E (east) or W (west); or,

D DELTA ..... Position .............. True bearing (first 3 digits) and distance (state distance) in nautical

miles from a clearly identified landmark (state landmark).

E ECHO ...... True course ............ A 3 digit group.

F FOXTROT .... Speed in knots and tenths of knots A 3 digit group.

G GOLF ...... Port of Departure ......... Name of last port of call.

H HOTEL ..... Date, time and point of entry

system.

Entry time expressed as in (B) and into the entry position

expressed as in (C) or (D).

I INDIA ...... Destination and expected time of

arrival.

Name of port and date time group expressed as in (B).

J JULIET...... Pilot ................ State whether a deep sea or local pilot is on board.

K KILO....... Date, time and point of exit from

system.

Exit time expressed as in (B) and exit position expressed as in (C) or

(D).

L LIMA ...... Route information ........ Intended track.

M MIKE ...... Radio ................ State in full names of communications stations/frequencies guarded.

N NOVEMBER ... Time of next report ........ Date time group expressed as in (B).

O OSCAR...... Maximum present static draught

in meters. 4 digit group giving meters and centimeters.

P PAPA ...... Cargo on board .......... Cargo and brief details of any dangerous cargoes as well as harmful

substances and gases that could endanger persons or the environment.

Q QUEBEC..... Defects, damage, deficiencies or

limitations.

Brief detail of defects, damage, deficiencies or other limitations.

R ROMEO ..... Description of pollution or

dangerous goods lost.

Brief details of type of pollution (oil, chemicals, etc) or dangerous

goods lost overboard; position expressed as in (C) or (D).

S SIERRA ..... Weather conditions ........ Brief details of weather and sea conditions prevailing.

T TANGO ..... Ship's representative and/or

owner.

Details of name and particulars of ship’s representative and/or owner

for provision of information.

U UNIFORM .... Ship size and type ......... Details of length, breadth, tonnage, and type, etc., as required.

V VICTOR ..... Medical personnel ......... Doctor, physician’s assistant, nurse, no medic.

W WHISKEY .... Total number of persons on board. State number.

X XRAY ...... Miscellaneous ........... Any other information as appropriate. [i.e., a detailed description of

a planned operation, which may include: its duration; effective area;

any restrictions to navigation; notification procedures for approaching vessels; in addition, for a towing operation; configuration,

length of the tow, available horsepower, etc.; for a dredge or floating

plant: configuration of pipeline, mooring configuration, number of

assist vessels, etc.].
(1829) (c) When not exchanging communications, a

VMRS User must maintain a listening watch as described in §26.04(e) of this chapter on the frequency

designated in Table 161.12(c) (VTS and VMRS Centers,

Call Signs/MMSI, Designated Frequencies, and Monitoring Areas). In addition, the VMRS User must respond promptly when hailed and communicate in the

English language.

(1830) Note: As stated in 47 CFR 80.148(b), a VHF watch

on Channel 16 (156.800 MHz) is not required on

vessels subject to the Vessel Bridge-to-Bridge Radiotelephone Act and participating in a Vessel Traffic Service (VTS) system when the watch is maintained on

both the vessel bridge-to-bridge frequency and a designated VTS frequency.

(1831) (d) A vessel must report:

(1832) (1) Any significant deviation from its Sailing Plan,

as defined in §161.19, or from previously reported information; or

(1833) (2) Any intention to deviate from a VTS issued measure or vessel traffic routing system.

(1834) (e) When reports required by this part include time

information, such information shall be given using the

local time zone in effect and the 24-hour military clock

system.

§161.19 Sailing Plan (SP).

(1835) Unless otherwise stated, at least 15 minutes before

navigating a VTS area, a vessel must report the:

(1836) (a) Vessel name and type;

(1837) (b) Position;

(1838) (c) Destination and ETA;

(1839) (d) Intended route;

(1840) (e) Time and point of entry; and

(1841) (f) Dangerous cargo on board or in its tow, as defined in §160.203 of this chapter, and other required information as set out in §160.211 and §160.213 of this

chapter, if applicable.

§161.20 Position Report (PR).

(1842) A vessel must report its name and position:

(1843) (a) Upon point of entry into a VMRS area;

(1844) (b) At designated points as set forth in Subpart C;

or

(1845) (c) When directed by the Center.

§161.21 Automated reporting.

(1846) (a) Unless otherwise directed, vessels equipped

with an Automatic Identification System (AIS) are required to make continuous, all stations, AIS broadcasts, in lieu of voice Position Reports, to those Centers

denoted in Table 161.12(c) of this part.

(1847) (b) Should an AIS become non-operational, while

or prior to navigating a VMRS area, it should be

restored to operating condition as soon as possible,

and, until restored a vessel must:

(1848) (1) Notify the Center;

(1849) (2) Make voice radio Position Reports at designated

reporting points as required by §161.20(b) of this part;

and

(1850) (3) Make any other reports as directed by the Center.

§161.22 Final Report (FR).

(1851) A vessel must report its name and position:

(1852) (a) On arrival at its destination; or

(1853) (b) When leaving a VTS area.

§161.23 Reporting exemptions.

(1854) (a) Unless otherwise directed, the following vessels

are exempted from providing Position and Final Reports due to the nature of their operation:

(1855) (1) Vessels on a published schedule and route;

(1856) (2) Vessels operating within an area of a radius of

three nautical miles or less; or

(1857) (3) Vessels escorting another vessel or assisting another vessel in maneuvering procedures.

(1858) (b) A vessel described in paragraph (a) of this

section must:

(1859) (1) Provide a Sailing Plan at least 5 minutes but not

more than 15 minutes before navigating within the

VMRS area; and

(1860) (2) If it departs from its promulgated schedule by

more than 15 minutes or changes its limited operating

area, make the established VMRS reports, or report as

directed.

Subpart C–Vessel Traffic Service and Vessel

Movement Reporting System Areas and

Reporting Points

(1861) Note: All geographic coordinates contained in part

161 (latitude and longitude) are expressed in North

American Datum of 1983 (NAD 83).

§161.25 Vessel Traffic Service New York Area.

(1862) The area consists of the navigable waters of the

Lower New York Harbor bounded on the east by a line

drawn from Norton Point to Breezy Point; on the south

by a line connecting the entrance buoys at the Ambrose

Channel, Swash Channel, and Sandy Hook Channel to

Sandy Hook Point; and on the southeast including the

waters of Sandy Hook Bay south to a line drawn at

40o25'N.; then west into waters of the Raritan Bay to

the Raritan River Rail Road Bridge; and then north including the waters of the Arthur Kill and Newark Bay to

the Lehigh Valley Draw Bridge at 40o41.9'N.; and then

east including the waters of the Kill Van Kull and Upper

124 ■ Chapter 2 ■ Volume 4
New York Bay north to a line drawn east-west from the

Holland Tunnel Ventilator Shaft at 40o43.7'N.,

74o01.6'W. in the Hudson River; and then continuing

east including the waters of the East River to the Throgs

Neck Bridge, excluding the Harlem River.

(1863) Note: Although mandatory participation in VTSNY

is limited to the area within the navigable waters of the

United States, VTSNY will provide services beyond

those waters. Prospective users are encouraged to report beyond the area of required participation in order

to facilities advance vessel traffic management in the

VTS area and to receive VTSNY advisories and/or assistance.

§161.30 Vessel Traffic Service Louisville.

(1864) The VTS area consists of the navigable waters of the

Ohio River between McAlpine Locks (Mile 606.8) and

Twelve Mile Island (Mile 593), only when the McAlpine

upper pool gauge is at 13.0 feet or above.

§161.35 Vessel Traffic Service Houston/Galveston.

(1865) (a) The VTS area consists of the following major

waterways and portions of connecting waterways:

Galveston Bay Entrance Channel; Outer Bar Channel;

Inner Bar Channel: Bolivar Roads Channel; Galveston

Channel; Gulf ICW and Galveston-Freeport Cut-Off

from Mile 346 to Mile 352; Texas City Channel; Texas

City Turning Basin; Texas City Channel; Texas City Canal Turning Basin; Houston Ship Channel; Bayport

Channel; Bayport Turning Basin; Houston Turning Basin: and the following precautionary areas associated

with these waterways.

(1866) (b) Precautionary Areas. (Table 161.35(b))

(1867) (c) Reporting Points. (Table 161.35(c))

§161.40 Vessel Traffic Service Berwick Bay.

(1868) (a) The VTS area consists of the navigable waters of

the following segments of waterways: the Intracoastal

Waterway (ICW) Morgan City to Port Allen Alternate

Route from Mile Marker 0 to Mile Marker 5; the ICW

from Mile Marker 93 west of Harvey Lock (WHL) to

Mile Marker 102 WHL; the Atchafalaya River Route

from Mile Marker 113 to Mile Marker 122; from Bayou

Shaffer Junction (ICM Mile Marker 94.5 WHL) south

one statute mile along Bayou Shaffer; and from Berwick Lock northwest one statute mile along the Lower

Atchafalaya River.

(1869) (b) VTS Special Area. The Berwick Bay VTS Special

Area consists of those waters within a 1000 yard radius

of the Southern Pacific Railroad Bridge located at Mile

.03 MC/PA.

(1870) (c) Reporting Points. (Table 161.40(c))

Navigation Regulations ■ Chapter 2 ■ 125

TABLE 161.35(b)–VTS HOUSTON/GALVESTON PRECAUTIONARY AREAS

Precautionary area name Radius

(yards)

Center Points

Latitude Longitude

Bolivar Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4000 29°20.9'N 94°47.0'W

Red Fish Bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4000 29°29.8'N 94°51.9'W

Bayport Channel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4000 29°36.7'N 94°57.2'W

Morgans Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2000 29°41.0'N 94°59.0'W

Upper San Jacinto Bay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°42.3'N 95°01.1'W

Baytown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°43.6'N 95°01.4'W

Lynchburg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°45.8'N 95°04.8'W

Carpenter Bayou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°45.3'N 95°05.6'W

Jacintoport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°44.8'N 95°06.0'W

Greens Bayou. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°44.8'N 95°10.2'W

Hunting Bayou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°44.3'N 95°12.1'W

Sims Bayou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°43.2'N 95°14.4'W

Brady Island. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°43.5'N 95°16.4'W

Buffalo Bayou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°45.0'N 95°17.3'W

Note: Each Precautionary Area encompasses a circular area of the radius denoted.
126 ■ Chapter 2 ■ Volume 4

TABLE 161.35(c)–VTS HOUSTON/GALVESTON REPORTING POINTS

Designator Geographic name Geographic description Latitude/

Longitude Notes

1 Galveston Bay Entrance Channel . . . . . . . . . Galveston Bay Entrance CH

Lighted Buoy (LB) “IC”

29°18.2'N

94°37.6'W

2 Galveston Bay Entrance Channel . . . . . . . . . Galveston Bay Entrance Channel

LB 11 and 12

29°20.6'N

94°44.6'W

E Bolivar Land Cut . . . . . . . . . . . . . . . . . . . . . . Mile 349 Intracoastal Waterway

(ICW)

29°22.5'N

94°46.9'W

Tows entering

HSC also report at

HSC LB 25 & 26

W Pelican Cut . . . . . . . . . . . . . . . . . . . . . . . . . . Mile 351 ICW 29°21.4'N

94°48.5'W

Tows entering

HSC also report at

HSC LB 25 & 26

G Galveston Harbor . . . . . . . . . . . . . . . . . . . . . Galveston Channel LT. 2 29°20.2'N

94°46.6'W

Coast Guard Base

T Texas City Channel . . . . . . . . . . . . . . . . . . . . Texas City Channel Lt. 12 29°22.4'N

94°50.9'W

X Houston Ship Channel ICW

Intersection . . . . . . . . . . . . . . . . . . . . . . . . . .

Houston Ship Channel (HSC) LB

25 and 26

29°22.2'N

94°48.1'W

Tows entering

HSC from ICW or

Texas Cut only

3 Lower Galveston Bay . . . . . . . . . . . . . . . . . . . HSC Lt 31 and LB 32 29°23.8'N

94°48.9'W

4 Red Fish Bar. . . . . . . . . . . . . . . . . . . . . . . . . . HSC Lt 53 and 54 29°30.3'N

94°52.4'W

P Bayport Ship Channel . . . . . . . . . . . . . . . . . . Bayport Ship Channel Lt. 8 and 9 29°36.8'N

94°59.5'W Bayport Land Cut

4A Upper Galveston Bay . . . . . . . . . . . . . . . . . . . HSC HSC Lt. 69 and 70 29°34.7'N

94°55.8'W

Tows only.

5 Morgan’s Pont . . . . . . . . . . . . . . . . . . . . . . . . HSC Lt. 91 29°41.0'N

94°59.0'W

6 Exxon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HSC Lt. 109A 29°43.5'N

95°01.4'W

7 Lynchburg . . . . . . . . . . . . . . . . . . . . . . . . . . . Ferry crossing 29°45.8'N

95°04.8'W

8 Shell Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Boggy crossing 29°44.1'N

95°08.0'W

9 Greens Bayou. . . . . . . . . . . . . . . . . . . . . . . . . HSC Lt. 152 29°44.8'N

95°10.1'W

10 Hunting Bayou . . . . . . . . . . . . . . . . . . . . . . . Hunting Bayou Turning Basin 29°44.4'N

95°12.1'W

11 Lyondell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sims Bayou Turning Basin 29°43.2'N

95°14.4'W

12 I-610 Bridge. . . . . . . . . . . . . . . . . . . . . . . . . . I-610 Bridge 29°43.5'N

95°16.0'W

13 Buffalo Bayou . . . . . . . . . . . . . . . . . . . . . . . . Houston Turning Basin 29°45.0'N

95°17.4'W

(3501)
Part 162–Inland Waterways Navigation

Regulations

§162.1 General.

(1871) Geographic coordinates expressed in terms of latitude or longitude, or both, are not intended for plotting

on maps or charts whose referenced horizontal datum

is the North American Datum of 1983 (NAD 83), unless

such geographic coordinates are expressly labeled NAD

83. Geographic coordinates without the NAD 83 reference may be plotted on maps or charts referenced to

NAD 83 only after application of the appropriate corrections that are published on the particular map or chart

being used.

§162.65 All waterways tributary to the Atlantic

Ocean south of Chesapeake Bay and all waterways

tributary to the Gulf of Mexico east and south of

St. Marks, FL.

(1872) (a) Description. This section applies to the following: (1) Waterways. All navigable waters of the United

States, natural or artificial, including bays, lakes,

sounds, rivers, creeks, intracoastal waterways, as well

as canals and channels of all types, which are tributary

to or connected by the other waterways with the Atlantic Ocean south of Chesapeake Bay or with the Gulf of

Mexico east and south of St. Marks, Florida.

(1873) (2) United States property. All river and harbor

lands owned by the United States in or along the waterways described in paragraph (a)(1) of this section, including lock sites and all structures thereon, other

sites for Government structures and for the accommodation and use of employees of the United States, and

rights of way and spoil disposal areas to the extent of

Federal interest therein.

(1874) (3) Vessels and rafts. The term “vessel” as used in

this section includes all floating things moved over

these waterways other than rafts.

(1875) (b) Waterways-(1) Fairway. A clear channel shall at

all times be left open to permit free and unobstructed

navigation by all types of vessels and rafts that normally

use the various waterways or sections thereof. The District Commander may specify the width of the fairway

required in the various waterways under his charge.

(1876) (2) Stoppage in waterway, anchorage or mooring.

(i) No vessels or rafts shall anchor or moor in any of the

land cuts or other narrow parts of the waterway, except

in case of an emergency. Whenever it becomes necessary for a vessel or raft to stop in any such portions of

the waterway it shall be securely fastened to one bank

and as close to the bank as possible. This shall be done

only at such a place and under such conditions as will

not obstruct or prevent the passage of other vessels or

craft. Stoppages shall be only for such periods as may

be necessary.

Navigation Regulations ■ Chapter 2 ■ 127

TABLE 161.40(c)–VTS BERWICK BAY REPORTING POINTS

Designator Geographic name Geographic description Latitude/

Longitude Notes

1 Stouts Pass . . . . . . . . . . . . . . . . . . . . . Stouts Point Light “1” Mile 113-Atchafalya

River . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

29°43'47"N

91°13'25"W

2 Berwick Lock . . . . . . . . . . . . . . . . . . . . . Mile 1.9 MC/PA . . . . . . . . . . . . . . . . . . . . . . . 29°43'10"N

91°13'28"W

If transiting

the Lock.

3 Conrad’s Point Junction. . . . . . . . . . . . . Buoy “1” Mile 1.5 MC/PA . . . . . . . . . . . . . . . . 29°42'32"N

91°13'14"W

4 Swift Ships Flat Lake Junction. . . . . . . . Mile 3 MC/PA . . . . . . . . . . . . . . . . . . . . . . . . . 29°43'26"N

91°12'22"W

5 South Pacific Railroad Bridge . . . . . . . . Mile 0.3 MC/PA . . . . . . . . . . . . . . . . . . . . . . . 29°41'34"N

91°12'44"W

6 20 Grand Point Junction . . . . . . . . . . . . Bayou Boeuf-Atchafalaya R. Mile 95.5 ICW. . 29°41'18"N

91°12'36"W

7 ICW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overhead Power Cable Mile 96.5 ICW . . . . 29°40'43"N

91°13'18"W

8 Wax Bayou Junction . . . . . . . . . . . . . . . . Light “A” Mile 98.2W ICW . . . . . . . . . . . . . . . 29°39'29"N

91°14'46"W

9 Shaffer Junction . . . . . . . . . . . . . . . . . . . ICW - Bayou Shaffer Mile 94.5 ICW. . . . . . . . 29°41'10"N

91°11'38"W
(1877) (ii) No vessel or raft will be allowed to use any portion of the fairway as a mooring place except temporarily as authorized above without the written

permission from the District Commander.

(1878) (iii) When tied up, all vessels must be moored by

bow and stern lines. Rafts and tows shall be secured at

sufficiently close intervals to insure their not being

drawn away from the bank by winds, currents or the

suction of passing vessels. Tow lines shall be shortened

so that the different parts of the tow shall be as close together as possible. In narrow sections, no vessel or raft

shall be tied abreast of another.

(1879) (iv) Lights shall be displayed in accordance with

provisions of the Navigation Rules, International-Inland, Commandant Instruction M16672.2 (series).

(1880) (v) No vessel, even if fastened to the bank as prescribed in paragraph (b)(2)(i) of this section, shall be

left without a sufficient crew to care for it properly.

(1881) (vi) Vessels will not be permitted to load or unload

in any of the land cuts except as a regular established

landing or wharf without written permission secured

in advance from the District Commander.

(1882) (vii) No vessel, regardless of size, shall anchor in a

dredged channel or narrow portion of a waterway for

the purpose of fishing, if navigation is obstructed,

thereby.

(1883) (viii) Except in cases of emergency the dropping of

anchors, weights, or other ground tackle, within areas

occupied by submarine cable or pipe crossings, is prohibited. Such crossings will ordinarily be marked by

signboards on each bank of the shore or indicated on

coast charts.

(1884) (3) Speed. (i) Vessels shall proceed at a speed which

will not endanger other vessels or structures and will

not interfere with any work in progress incident to

maintaining, improving, surveying or marking the

channel.

(1885) (ii) Official signs indicating limited speeds through

critical portions of the waterways shall be strictly

obeyed.

(1886) (iii) Vessels approaching and passing through a

bridge shall so govern their speed as to insure passage

through the bridge without damage to the bridge or its

fenders.

(1887) (4) Assembly and handling of tows.

(1888) (i) All vessels drawing tows and equipped with rudders shall use two tow lines or a bridle and shorten

them to the greatest possible extent so as to have full

control at all times. The various parts of a tow shall be

securely assembled with the individual units connected by lines as short as practicable. If necessary, as

in the case of lengthy or cumbersome tows or tows in

restricted channels, the District Commander may require that tows be broken up and may require the

installation of a rudder, drag or other approved steering

device on the tow in order to avoid obstructing navigation or damaging the property of others, including aids

to navigation maintained by the United States or under

its authorization, by collision or otherwise.

(1889) (ii) No tow shall be drawn by a vessel that has insufficient power or crew to permit ready maneuverability

and safe handling.

(1890) (iii) Tows desiring to pass a bridge shall approach

the opening along the axis of the channel so as to pass

through without danger of striking the bridge or its

fenders. No vessel or tow shall navigate through a

drawbridge until the movable span is fully opened.

(1891) (iv) In the event that it is evident to the master of a

towing vessel that a tow cannot be safely handled

through a bridge, it will be brought to anchor and the

towed vessels will be taken through the bridge in small

units, or singly if necessary, or the tow will wait until

navigation conditions have improved to such an extent

that the tow can pass through the bridge without

damage.

(1892) (5) Projections from vessels. No vessel carrying a

deck load which overhangs or projects over the side of

said vessel, or whose rigging projects over the side of

the vessel so as to endanger passing vessels, wharves or

other property, will enter or pass through any of the

narrow parts of the waterway.

(1893) (6) Meeting and passing. Vessels, on meeting or

overtaking, shall give the proper signals and pass in accordance with the Navigation Rules, International-Inland, Commandant Instruction M16672.2 (series).

Rafts shall give to vessels the side demanded by proper

signal. All vessels approaching dredges, or other plant

engaged on improvements to a waterway, shall give the

signal for passing and slow down sufficiently to stop if

so ordered or if no answering signal is received. On receiving the answering signal, they shall then proceed to

a pass at a speed sufficiently slow to insure safe navigation.

NOTE

(1894) The Corps of Engineers also has regulations dealing with this section in 33 CFR 207.

Part 164–Navigation Safety Regulations (in

part). For a complete description of

this part see 33 CFR 164.

§164.01 Applicability.

(1895) (a) This part (except as specifically limited by this

section) applies to each self-propelled vessel of 1600 or

more gross tons (except as provided in paragraphs (c)

and (d) of this section, or for foreign vessels described

128 ■ Chapter 2 ■ Volume 4
in §164.02) when it is operating in the navigable waters

of the United States except the St. Lawrence Seaway.

(1896) (b) Sections 164.70 through 164.82 of this part apply to each towing vessel of 12 meters (39.4 feet) or

more in length operating in the navigable waters of the

United States other than the St. Lawrence Seaway; except that a towing vessel is exempt from the requirements of §164.72 if it is –

(1897) (1) Used solely within a limited geographic area,

such as a fleeting-area for barges or a commercial facility, and used solely for restricted service, such as making up or breaking up larger tows;

(1898) (2) Used solely for assistance towing as defined by

46 CFR 10.103;

(1899) (3) Used solely for pollution response; or

(1900) (4) Any other vessel exempted by the Captain of the

Port (COTP). The COTP, upon written request, may, in

writing, exempt a vessel from §164.72 for a specified

route if he or she decides that exempting it would not

allow its unsafe navigation under anticipated conditions.

(1901) (c) Provisions of §§164.11(a)(2) and (c), 164.30,

164.33, and 164.46 do not apply to warships or other

vessels owned, leased, or operated by the United States

Government and used only in government noncommercial service when these vessels are equipped with

electronic navigation systems that have met the applicable agency regulations regarding navigation safety.

(1902) (d) Provisions of §164.46 apply to some self-propelled vessels of less than 1600 gross tonnage.

§164.02 Applicability exception for foreign vessels.

(1903) (a) Except as provided in §164.46(a)(2) of this part,

including §§164.38 and 164.39, this part does not apply

to vessels that:

(1904) (1) Are not destined for, or departing from, a port or

place subject to the jurisdiction of the United States;

and

(1905) (2) Are in:

(1906) (i) Innocent passage through the territorial sea of

the United States; or

(1907) (ii) Transit through navigable waters of the United

States which form a part of an international strait.

§164.03 Incorporation by reference.

(1908) (a) Certain material is incorporated by reference into

this part with the approval of the Director of the Federal

Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in paragraph

(b) of this section, the Coast Guard must publish notice of

change in the Federal Register and the material must be

available to the public. All approved material is available

for inspection at the Navigational Systems Division

(CG-5413), Coast Guard Headquarters, 2100 Second

Street, SW., Washington, DC 20593-0001 and at the National Archives and Records Administration (NARA). For

information on the availability of this material at NARA,

call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html. All approved material is available from the

sources indicated in paragraph (b) of this section.

(1909) (b) The materials approved for incorporation by

reference in this part and the sections affected are as

follows:

(1910) American Petroleum Institute (API), 1220 L Street

NW., Washington, DC 20005

(1911) API Specifications 9A, Specification for Wire Rope,

Section 3, Properties and Tests for Wire and Wire Rope,

May 28, 1984 . . . . . . . . . . . . . . . . . . . . . . . . . . 164.74

(1912) American Society for Testing and Materials

(ASTM), 100 Barr Harbor Drive, West Conshohocken,

PA 19428-2959.

(1913) ASTM D4268-93, Standard Test Method for Testing

Fiber Ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.74

(1914) Cordage Institute, 350 Lincoln Street, Hingham,

MA 02043

(1915) CIA-3, Standard Test Methods for Fiber Rope Including Standard Terminations, Revised, June 1980.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164.74

(1916) International Electrotechnical Commission (IEC),

3, rue de Varemb, Geneva, Switzerland.

(1917) IEC 61993–2, Maritime navigation and radiocommunication equipment and systems—Automatic identification systems (AIS)—part 2: Class A shipborne

equipment of the universal automatic identification

system (AIS)—Operational and performance requirements, methods of test and required test results First

edition, 2001–12· · · · · · · · · · · · · · · · · · · · · · · · 164.46

(1918) International Maritime Organization (IMO), 4 Albert Embankment, London SE1 7SR, U.K. IMO Resolution A342(IX), Recommendation on Performance

Standards for Automatic Pilots, adopted November 12,

1975 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.13

(1919) Resolution MSC.74(69), Annex 3, Recommendation on Performance Standards for a Universal

Shipborne Automatic Identification System (AIS),

adopted May 12, 1998· · · · · · · · · · · · · · · · · · · · 164.46

(1920) SN/Circ.227, Guidelines for the Installation of a

Shipborne Automatic Identification System (AIS),

dated January 6, 2003 · · · · · · · · · · · · · · · · · · · 164.46

(1921) SOLAS, International Convention for Safety of Life

at Sea, 1974, and 1988 Protocol relating thereto, 2000

Amendments, effective January and July 2002, (SOLAS

2000 Amendments) · · · · · · · · · · · · · · · · · · · · · 164.46

(1922) Conference resolution 1, Adoption of amendments

to the Annex to the International Convention for the

Safety of Life at Sea, 1974, and amendments to Chapter

V of SOLAS 1974, adopted December 12, 2002· 164.46

Navigation Regulations ■ Chapter 2 ■ 129
(1923) International Telecommunication Union Radiocommunication Bureau (ITU-R), Place de Nations

CH-1211 Geneva 20 Switzerland

(1924) (1) ITU-R Recommendation M.821, Optional Expansion of the Digital Selective-Calling System for Use

in the Maritime Mobile Service, 1992. . . . . . . 164.43

(1925) (2) ITU-R Recommendation M.825, Characteristics

of a Transponder System Using Digital Selective-Calling

Techniques for Use with Vessel Traffic Services and

Ship-to-Ship Identification,1992. . . . . . . . . . . 164.43

(1926) ITU–R Recommendation M.1371–1, Technical

characteristics for a universal shipborne automatic

identification system using time division multiple access in the VHF maritime mobile band, 1998-2001

· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ·164.46

(1927) Radio Technical Commission for Maritime Services, 655 Fifteenth Street, NW., Suite 300, Washington, DC 20005

(1928) (1) RTCM Paper 12-78/DO-100, Minimum Performance Standards, Loran C Receiving Equipment, 1977

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164.41

(1929) (2) RTCM Paper 194-93/SC104-STD, RTCM Recommended Standards for Differential NAVSTAR GPS

Service, Version 2.1, 1994 . . . . . . . . . . . . . . . . 164.43

(1930) (3) RTCM Paper 71-95/SC112-STD, RTCM Recommended Standards for Marine Radar Equipment Installed on Ships of Less Than 300 Tons Gross Tonnage,

Version 1.1, October 10, 1995 . . . . . . . . . . . . . 164.72

(1931) (4) RTCM Paper 191-93/SC112-X, RTCM Recommended Standards for Maritime Radar Equipment Installed on Ships of 300 Tons Gross Tonnage and

Upwards, Version 1.2, December 20, 1993 . . . 164.72

§164.11 Navigation under way: General.

(1932) The owner, master, or person in charge of each vessel underway shall ensure that:

(1933) (a) The wheelhouse is constantly manned by persons who–

(1934) (1) Direct and control the movement of the vessel;

and

(1935) (2) Fix the vessel’s position;

(1936) (b) Each person performing a duty described in

paragraph (a) of this section is competent to perform

that duty;

(1937) (c) The position of the vessel at each fix is plotted

on a chart of the area and the person directing the

movement of the vessel is informed of the vessel’s position;

(1938) (d) Electronic and other navigational equipment,

external fixed aids to navigation, geographic reference

points, and hydrographic contours are used when fixing the vessel’s position;

(1939) (e) Buoys alone are not used to fix the vessel’s position;

(1940) Note: Buoys are aids to navigation placed in approximate positions to alert the mariner to hazards to

navigation or to indicate the orientation of a channel.

Buoys may not maintain an exact position because

strong or varying currents, heavy seas, ice, and collisions with vessels can move or sink them or set them

adrift. Although buoys may corroborate a position fixed

by other means, buoys cannot be used to fix a position:

however, if no other aids are available, buoys alone may

be used to establish an estimated position.

(1941) (f) The danger of each closing visual or each closing

radar contact is evaluated and the person directing the

movement of the vessel knows the evaluation;

(1942) (g) Rudder orders are executed as given;

(1943) (h) Engine speed and direction orders are executed

as given;

(1944) (i) Magnetic variation and deviation and gyrocompass errors are known and correctly applied by the person directing the movement of the vessel;

(1945) (j) A person whom he has determined is competent

to steer the vessel is in the wheelhouse at all times (See

also 46 U.S.C. 8702(d), which requires an able seaman

at the wheel on U.S. vessels of 100 gross tons or more in

narrow or crowded waters during low visibility.);

(1946) (k) If a pilot other than a member of the vessel’s

crew is employed, the pilot is informed of the draft, maneuvering characteristics, and peculiarities of the vessel and of any abnormal circumstances on the vessel

that may affect its safe navigation.

(1947) (1) Current velocity and direction for the area to be

transited are known by the person directing the movement of the vessel;

(1948) (m) Predicted set and drift are known by the person

directing movement of the vessel;

(1949) (n) Tidal state for the area to be transited is known

by the person directing movement of the vessel;

(1950) (o) The vessel’s anchors are ready for letting go;

(1951) (p) The person directing the movement of the vessel sets the vessel’s speed with consideration for -

(1952) (1) The prevailing visibility and weather conditions;

(1953) (2) The proximity of the vessel to fixed shore and

marine structures;

(1954) (3) The tendency of the vessel underway to squat

and suffer impairment of maneuverability when there

is small underkeel clearance;

(1955) (4) The comparative proportions of the vessel and

the channel;

(1956) (5) The density of marine traffic;

(1957) (6) The damage that might be caused by the vessel’s

wake;

(1958) (7) The strength and direction of the current; and

(1959) (8) Any local vessel speed limit;

130 ■ Chapter 2 ■ Volume 4
(1960) (q) The tests required by §164.25 are made and recorded in the vessel’s log; and

(1961) (r) The equipment required by this part is maintained in operable condition.

(1962) (s) Upon entering U.S. waters, the steering wheel or

lever on the navigating bridge is operated to determine

if the steering equipment is operating properly under

manual control, unless the vessel has been steered under manual control from the navigating bridge within

the preceding 2 hours, except when operating on the

Great Lakes and their connecting and tributary waters.

(1963) (t) At least two of the steering-gear power units on

the vessel are in operation when such units are capable

of simultaneous operation, except when the vessel is

sailing on the Great Lakes and their connecting and

tributary waters, and except as required by paragraph

(u) of this section.

(1964) (u) On each passenger vessel meeting the requirements of the International Convention for the Safety of

Life at Sea, 1960 (SOLAS 60) and on each cargo vessel

meeting the requirements of SOLAS 74 as amended in

1981, the number of steering-gear power units necessary to move the rudder from 35o on either side to 30o

on the other in not more than 28 seconds must be in simultaneous operation.

§164.13 Navigation underway: tankers.

(1965) (a) As used in this section, “tanker” means a

self-propelled tank vessel, including integrated tug

barge combinations, constructed or adapted primarily

to carry oil or hazardous material in bulk in the cargo

spaces and inspected and certificated as a tanker.

(1966) (b) Each tanker must have an engineering watch

capable of monitoring the propulsion system, communicating with the bridge, and implementing manual

control measures immediately when necessary. The

watch must be physically present in the machinery

spaces or in the main control space and must consist of

at least a licensed engineer.

(1967) (c) Each tanker must navigate with at least two

deck officers with an appropriately endorsed license or

merchant mariner credential on watch on the bridge,

one of whom may be a pilot. In waters where a pilot is

required, the second officer, must be an individual

holding an appropriately endorsed license or merchant

mariner credential and assigned to the vessel as master,

mate, or officer in charge of a navigational watch, who

is separate and distinct from the pilot.

(1968) (d) Except as specified in paragraph (e) of this section, a tanker may operate with an auto pilot engaged

only if all of the following conditions exist:

(1969) (1) The operation and performance of the automatic pilot conforms with the standards recommended

by the International Maritime Organization in IMO

Resolution A.342(IX).

(1970) (2) A qualified helmsman is present at the helm and

prepared at all times to assume manual control.

(1971) (3) The tanker is not operating in any of the following areas:

(1972) (i) The areas of the traffic separation schemes specified in subchapter P of this chapter.

(1973) (ii) The portions of a shipping safety fairway specified in part 166 of this chapter.

(1974) (iii) An anchorage ground specified in part 110 of

this chapter.

(1975) (iv) An area within one-half nautical mile of any

U.S. shore.

§164.15 Navigation bridge visibility.

(1976) (a) The arrangement of cargo, cargo gear, and trim

of all vessels entering or departing from U.S. ports

must be such that the field of vision from the navigation bridge conforms as closely as possible to the following requirements:

(1977) (1) From the conning position, the view of the sea

surface must not be obscured by more than the lesser

of two ship lengths or 500 meters (1,640 feet) from

dead ahead to 10 degrees on either side of the vessel.

Within this arc of visibility any blind sector caused by

cargo, cargo gear, or other permanent obstruction

must not exceed 5 degrees.

(1978) (2) From the conning position, the horizontal field

of vision must extend over an arc from at least 22.5 degrees abaft the beam on one side of the vessel, through

dead ahead, to at least 22.5 degrees abaft the beam on

the other side of the vessel. Blind sectors forward of the

beam caused by cargo, cargo gear, or other permanent

obstruction must not exceed 10 degrees each, nor total

more than 20 degrees, including any blind sector

within the arc of visibility described in paragraph (a)(1)

of this section.

(1979) (3) From each bridge wing, the field of vision must

extend over an arc from at least 45 degrees on the opposite bow, through dead ahead, to at least dead astern.

(1980) (4) From the main steering position, the field of

vision must extend over an arc from dead ahead to at

least 60 degrees on either side of the vessel.

(1981) (b) A clear view must be provided through at least

two front windows at all times regardless of weather

conditions.

§164.19 Requirements for vessels at anchor.

(1982) The master or person in charge of each vessel that

is anchored shall ensure that–

(1983) (a) A proper anchor watch is maintained;

(1984) (b) Procedures are followed to detect a dragging

anchor; and

Navigation Regulations ■ Chapter 2 ■ 131
(1985) (c) Whenever weather, tide, or current conditions

are likely to cause the vessel’s anchor to drag, action is

taken to ensure the safety of the vessel, structures, and

other vessels, such as being ready to veer chain, let go a

second anchor, or get underway using the vessel’s own

propulsion or tug assistance.

§164.25 Tests before entering or getting underway.

(1986) (a) Except as provided in paragraphs (b) and (c) of

this section no person may cause a vessel to enter into

or get underway on the navigable waters of the United

States unless no more than 12 hours before entering or

getting underway, the following equipment has been

tested:

(1987) (1) Primary and secondary steering gear. The test

procedure includes a visual inspection of the steering

gear and its connecting linkage, and, where applicable,

the operation of the following:

(1988) (i) Each remote steering gear control system.

(1989) (ii) Each steering position located on the

navigating bridge.

(1990) (iii) The main steering gear from the alternative

power supply, if installed.

(1991) (iv) Each rudder angle indicator in relation to the

actual position of the rudder.

(1992) (v) Each remote steering gear control system

power failure alarm.

(1993) (vi) Each remote steering gear power unit failure

alarm.

(1994) (vii) The full movement of the rudder to the required capabilities of the steering gear.

(1995) (2) All internal vessel control communications and

vessel control alarms.

(1996) (3) Standby or emergency generator, for as long as

necessary to show proper functioning, including steady

state temperature and pressure readings.

(1997) (4) Storage batteries for emergency lighting and

power systems in vessel control and propulsion machinery spaces.

(1998) (5) Main propulsion machinery, ahead and astern.

(1999) (b) Vessels navigating on the Great Lakes and their

connecting and tributary waters, having once completed

the test requirements of this sub-part, are considered to

remain in compliance until arriving at the next port of

call on the Great Lakes.

(2000) (c) Vessels entering the Great Lakes from the St.

Lawrence Seaway are considered to be in compliance

with this sub-part if the required tests are conducted

preparatory to or during the passage of the St. Lawrence Seaway or within one hour of passing Wolfe Island.

(2001) (d) No vessel may enter, or be operated on the navigable waters of the United States unless the emergency

steering drill described below has been conducted

within 48 hours prior to entry and logged in the vessel

logbook, unless the drill is conducted and logged on a

regular basis at least once every three months. This

drill must include at a minimum the following:

(2002) (1) Operation of the main steering gear from

within the steering gear compartment.

(2003) (2) Operation of the means of communications between the navigating bridge and the steering compartment.

(2004) (3) Operation of the alternative power supply for

the steering gear if the vessel is so equipped.

§164.30 Charts, publications, and equipment:

General.

(2005) No person may operate or cause the operation of a

vessel unless the vessel has the marine charts, publications, and equipment as required by §§164.33 through

164.41 of this part.

§164.33 Charts and publications.

(2006) (a) Each vessel must have the following:

(2007) (1) Marine charts of the area to be transited, published by the National Ocean Service, U.S. Army Corps

of Engineers, or a river authority that–

(2008) (i) Are of a large enough scale and have enough detail to make safe navigation of the area possible; and

(2009) (ii) Are currently corrected.

(2010) (2) For the area to be transited, a currently corrected copy of, or applicable currently corrected extract

from, each of the following publications:

(2011) (i) U.S. Coast Pilot.

(2012) (ii) Coast Guard Light List.

(2013) (3) For the area to be transited, the current edition

of, or applicable current extract from:

(2014) (i) Tide tables published by private entities using

data provided by the National Ocean Service.

(2015) (ii) Tidal current tables published by private entities using data provided by the National Ocean Service,

or river current publication issued by the U.S. Army

Corps of Engineers, or a river authority.

(2016) (b) As an alternative to the requirements for paragraph (a) of this section, a marine chart or publication,

or applicable extract, published by a foreign government

may be substituted for a U.S. chart and publication required by this section. The chart must be of large

enough scale and have enough detail to make safe navigation of the area possible, and must be currently corrected. The publication, or applicable extract, must

singly or in combination contain similar information

to the U.S. Government publication to make safe navigation of the area possible. The publication, or applicable extract must be currently corrected, with the

exceptions of tide and tidal current tables, which must

be the current editions.

132 ■ Chapter 2 ■ Volume 4
(2017) (c) As used in this section, “currently corrected”

means corrected with changes contained in all Notices

to Mariners published by National Geospatial-Intelligence Agency, or an equivalent foreign government

publication, reasonably available to the vessel, and that

is applicable to the vessel’s transit.

§164.35 Equipment: All vessels.

(2018) Each vessel must have the following:

(2019) (a) A marine radar system for surface navigation.

(2020) (b) An illuminated magnetic steering compass,

mounted in a binnacle, that can be read at the vessel’s

main steering stand.

(2021) (c) A current magnetic compass deviation table or

graph or compass comparison record for the steering

compass, in the wheelhouse.

(2022) (d) A gyrocompass.

(2023) (e) An illuminated repeater for the gyrocompass required by paragraph (d) of this section that is at the

main steering stand, unless that gyrocompass is illuminated and is at the main steering stand.

(2024) (f) An illuminated rudder angle indicator in the

wheelhouse.

(2025) (g) The following maneuvering information prominently displayed on a fact sheet in the wheelhouse:

(2026) (1) A turning circle diagram to port and starboard

that shows the time and distance and advance and

transfer required to alter course 90 degrees with maximum rudder angle and constant power settings, for either full and half speeds, or for full and slow speeds. For

vessels whose turning circles are essentially the same

for both directions, a diagram showing a turning circle

in one direction, with a note on the diagram stating

that turns to port and starboard are essentially the

same, may be substituted.

(2027) (2) The time and distance to stop the vessel from either full and half speeds, or from full and slow speeds,

while maintaining approximately the initial heading

with minimum application of rudder.

(2028) (3) For each vessel with a fixed propeller, a table of

shaft revolutions per minute for a representative range

of speeds.

(2029) (4) For each vessel with a controllable pitch propeller, a table of control settings for a representative range

of speeds.

(2030) (5) For each vessel that is fitted with an auxiliary

device to assist in maneuvering, such as a bow thruster,

a table of vessel speeds at which the auxiliary device is

effective in maneuvering the vessel.

(2031) (6) The maneuvering information for the normal

load and normal ballast condition for–

(2032) (i) Calm weather-wind 10 knots or less, calm sea;

(2033) (ii) No current;

(2034) (iii) Deep water conditions-water depth twice the

vessel’s draft or greater; and

(2035) (iv) Clean hull.

(2036) (7) At the bottom of the fact sheet, the following

statement:

(2037) Warning.

(2038) The response of the (name of the vessel) may be different from that listed above if any of the following conditions, upon which the maneuvering information is

based, are varied:

(2039) (1) Calm weather-wind 10 knots or less, calm sea;

(2040) (2) No current;

(2041) (3) Water depth twice the vessel’s draft or greater;

(2042) (4) Clean hull; and

(2043) (5) Intermediate drafts or unusual trim.

(2044) (h) An echo depth sounding device.

(2045) (i) A device that can continuously record the depth

readings of the vessel’s echo depth sounding device, except when operating on the Great Lakes and their connecting and tributary waters.

(2046) (j) Equipment on the bridge for plotting relative

motion.

(2047) (k) Simple operating instructions with a block diagram, showing the changeover procedures for remote

steering gear control systems and steering gear power

units, permanently displayed on the navigating bridge

and in the steering gear compartment.

(2048) (l) An indicator readable from the centerline conning position showing the rate of revolution of each

propeller, except when operating on the Great Lakes

and their connecting and tributary waters.

(2049) (m) If fitted with controllable pitch propellers, an

indicator readable from the centerline conning position showing the pitch and operational mode of such

propellers, except when operating on the Great Lakes

and their connecting and tributary waters.

(2050) (n) If fitted with lateral thrust propellers, an indicator readable from the centerline conning position

showing the direction and amount of thrust of such

propellers, except when operating on the Great Lakes

and their connecting and tributary waters.

(2051) (o) A telephone or other means of communication

for relaying headings to the emergency steering station. Also, each vessel of 500 gross tons and over and

constructed on or after June 9, 1995 must be provided

with arrangements for supplying visual compass-readings to the emergency steering station.

§164.37 Equipment: Vessels of 10,000 gross tons

or more.

(2052) (a) Each vessel of 10,000 gross tons or more must

have, in addition to the radar system under §164.35(a),

a second marine radar system that operates independently of the first.

Navigation Regulations ■ Chapter 2 ■ 133
Note

(2053) Independent operation means two completely

separate systems, from separate branch power supply

circuits or distribution panels to antennas, so that failure of any component of one system will not render the

other system inoperative.

(2054) (b) On each tanker of 10,000 gross tons or more

that is subject to Section 5 of the Port and Tanker

Safety Act of 1978 (46 U.S.C. 391a), the dual radar system required by this part must have a short range capability and a long range capability; and each radar must

have true north features consisting of a display that is

stabilized in azimuth.

§164.38 Automatic radar plotting aids (ARPA).

(See 33 CFR 164.)

§164.39 Steering gear: Foreign tankers.

(2055) (a) This section applies to each foreign tanker of

10,000 gross tons or more, except a public vessel, that–

(2056) (1) Transfers oil at a port or place subject to the jurisdiction of the United States; or

(2057) (2) Otherwise enters or operates in the navigable

waters of the United States, except a vessel described by

§164.02 of this part.

(2058) (b) Definitions. The terms used in this section are

as follows:

(2059) Constructed means the same as in Chapter II-1,

Regulations 1.1.2 and 1.1.3.1, of SOLAS 74.

(2060) Existing tanker means a tanker–

(2061) (1) For which the building contract is placed on or

after June 1, 1979;

(2062) (2) In the absence of a building contract, the keel of

which is laid or which is at a similar stage of construction on or after January 1, 1980;

(2063) (3) The delivery of which occurs on or after June 1,

1982; or

(2064) (4) That has undergone a major conversion contracted for on or after June 1, 1979; or construction of

which was begun on or after January 1, 1980, or completed on or after June 1, 1982.

(2065) Public vessel, oil, hazardous materials, and foreign

vessel mean the same as in 46 U.S.C. 2101.

(2066) SOLAS 74 means the International Convention for

the Safety of Life at Sea, 1974, as amended.

(2067) Tanker means a self-propelled vessel defined as a

tanker by 46 U.S.C. 2101(38) or as a tank vessel by 46

U.S.C. 2101(39).

(2068) (c) Each tanker constructed on or after September

1, 1984, must meet the applicable requirements of

Chapter II-1, Regulations 29 and 30, of SOLAS 74.

(2069) (d) Each tanker constructed before September 1,

1984, must meet the requirements of Chapter II-1,

Regulation 29.19, of SOLAS 74.

(2070) (e) Each tanker of 40,000 gross tons or more, constructed before September 1, 1984, that does not meet

the single-failure criterion of Chapter II-1, Regulation

29.16, of SOLAS 74, must meet the requirements of

Chapter II-1, Regulation 29.20, of SOLAS 74.

(2071) (f) Each tanker constructed before September 1,

1984, must meet the applicable requirements of Chapter II-1, Regulations 29.14 and 29.15, of SOLAS 74.

§164.40 Devices to indicate speed and distance.

(2072) (a) Each vessel required to be fitted with an Automatic Radar Plotting Aid (ARPA) under §164.38 must

be fitted with a device to indicate speed and distance of

the vessel either through the water, or over the ground.

Vessels constructed prior to September 1, 1984, must

have this equipment according to the following schedule:

(2073) (1) Each tank vessel constructed before September

1, 1984, operating on the navigable waters of the United

States–

(2074) (i) If of 40,000 gross tons or more, by January 1,

1985;

(2075) (ii) If of 10,000 gross tons or more but less than

40,000 gross tons, by January 1, 1986.

(2076) (2) Each self-propelled vessel constructed before

September 1, 1984, that is not a tank vessel, operating

on the navigable waters of the United States–

(2077) (i) If of 40,000 gross tons or more, by September 1,

1986;

(2078) (ii) If of 20,000 gross tons or more, but less than

40,000 gross tons, by September 1, 1987;

(2079) (iii) If of 15,000 gross tons or more, but less than

20,000 gross tons, by September 1, 1988.

(2080) (b) The device must meet the following specifications:

(2081) (1) The display must be easily readable on the

bridge by day or night.

(2082) (2) Errors in the indicated speed, when the vessel is

operating free from shallow water effect, and from the

effects of wind, current, and tide, should not exceed 5

percent of the speed of the vessel, or 0.5 knot, whichever is greater.

(2083) (3) Errors in the indicated distance run, when the

vessel is operating free from shallow water effect, and

from the effects of wind, current, and tide, should not

exceed 5 percent of the distance run of the vessel in one

hour or 0.5 nautical mile in each hour, whichever is

greater.

§164.41 Electronic position fixing devices.

(2084) (a) Each vessel calling at a port in the continental

United States, including Alaska south of Cape Prince of

Wales, except each vessel owned or bareboat chartered

and operated by the United States, or by a state or its

134 ■ Chapter 2 ■ Volume 4
political subdivision, or by a foreign nation, and not engaged in commerce, must have one of the following:

(2085) (1) A Type I or II LORAN C receiver as defined in

Section 1.2(e), meeting Part 2 (Minimum Performance

Standards) of the Radio Technical Commission for Marine Services (RTCM) Paper 12-78/DO-100 dated December 20, 1977, entitled “Minimum Performance

Standards (MPS) Marine Loran-C Receiving Equipment.” Each receiver installed must be labeled with the

information required under paragraph (b) of this section.

(2086) (2) A satellite navigation receiver with:

(2087) (i) Automatic acquisition of satellite signals after

initial operator settings have been entered; and

(2088) (ii) Position updates derived from satellite information during each usable satellite pass.

(2089) (3) A system that is found by the Commandant to

meet the intent of the statements of availability, coverage, and accuracy for the U.S. Coastal Confluence Zone

(CCZ) contained in the U.S. “Federal Radionavigation

Plan” (Report No. DOD-NO 4650.4-P, I or No.

DOT-TSC-RSPA-80-16, I). A person desiring a finding

by the Commandant under this subparagraph must

submit a written application describing the device to

the Assistant Commandant for Operations, 2100 Second Street, SW, Washington, D.C. 20593-0001. After reviewing the application, the Commandant may request

additional information to establish whether or not the

device meets the intent of the Federal Radionavigation

Plan.

Note

(2090) The Federal Radionavigation Plan is available from

the National Technical Information Service, Springfield, Va. 22161, with the following Government Accession Numbers:

(2091) Vol 1, ADA 116468

(2092) Vol 2, ADA 116469

(2093) Vol 3, ADA 116470

(2094) Vol 4, ADA 116471

(2095) (b) Each label required under paragraph (a)(1) of

this section must show the following:

(2096) (1) The name and address of the manufacturer.

(2097) (2) The following statement by the manufacturer:

(2098) This receiver was designed and manufactured to

meet Part 2 (Minimum Performance Standards) of the

RTCM MPS for Marine Loran-C Receiving Equipment.

§164.42 Rate of turn indicator.

(2099) Each vessel of 100,000 gross tons or more constructed on or after September 1, 1984, shall be fitted

with a rate of turn indicator.

§164.43 Automatic Identification System

Shipborne Equipment–Prince William Sound.

(2100) (a) Until December 31, 2004, each vessel required

to provide automated position reports to a Vessel Traffic Service (VTS) under §165.1704 of this subchapter

must do so by an installed Automatic Identification

System Shipborne Equipment (AISSE) system consisting of a:

(2101) (1) Twelve-channel all-in-view Differential Global

Positioning System (dGPS) receiver;

(2102) (2) Marine band Non-Directional Beacon receiver

capable of receiving dGPS error correction messages;

(2103) (3) VHF-FM transceiver capable of Digital Selective

Calling (DSC) on the designated DSC frequency; and

(2104) (4) Control unit.

(2105) (b) An AISSE must have the following capabilities:

(2106) (1) Use dGPS to sense the position of the vessel and

determine the time of the position using Universal Coordinated Time (UTC);

(2107) (2) Fully use the broadcast type 1, 2, 3, 5, 6, 7, 9, and

16 messages, as specified in RTCM Recommended

Standards for Differential NAVSTAR GPS Service in determining the required information;

(2108) (3) Achieve a position error which is less than ten

meters (32.8 feet) 2 distance root mean square (2 drms)

from the true North American Datum of 1983 (NAD 83)

in the position information transmitted to a VTS;

(2109) (4) Achieve a course error of less than 0.5 degrees

from true course over ground in the course information transmitted to a VTS;

(2110) (5) Achieve a speed error of less than 0.05 knots

from true speed over ground in the speed information

transmitted to a VTS;

(2111) (6) Receive and comply with commands broadcast

from a VTS as DSC messages on the designated DSC

frequency;

(2112) (7) Receive and comply with RTCM messages

broadcast as minimum shift keying modulated medium frequency signals in the marine radiobeacon

band, and supply the messages to the dGPS receiver;

(2113) (8) Transmit the vessel’s position, tagged with the

UTC position solution, course over ground, speed over

ground, and Lloyd’s identification number to a VTS;

(2114) (9) Display a visual alarm to indicate to shipboard

personnel when a failure to receive or utilize the RTCM

messages occurs;

(2115) (10) Display a separate visual alarm which is triggered by a VTS utilizing a DSC message to indicate to

shipboard personnel that the U.S. Coast Guard dGPS

system cannot provide the required error correction

messages; and

(2116) (11) Display two RTCM type 16 messages, one of

which must display the position error in the position

error broadcast.

Navigation Regulations ■ Chapter 2 ■ 135
(2117) (c) An AISSE is considered non-operational if it

fails to meet the requirements of paragraph (b) of this

section.

(2118) Note: Vessel Traffic Service (VTS) areas and operating procedures are set forth in Part 161 of this chapter.

§164.46 Automatic Identification System (AIS).

(2119) (a) The following vessels must have a properly installed, operational, type approved AIS as of the date

specified:

(2120) (1) Self-propelled vessels of 65 feet or more in

length, other than passenger and fishing vessels, in

commercial service and on an international voyage,

not later than December 31, 2004.

(2121) (2) Notwithstanding paragraph (a)(1) of this section, the following, self-propelled vessels, that are on

an international voyage must also comply with SOLAS,

as amended, Chapter V, regulation 19.2.1.6, 19.2.4, and

19.2.3.5 or 19.2.5.1 as appropriate (Incorporated by reference, see §164.03):

(2122) (i) Passenger vessels, of 150 gross tonnage or more,

not later than July 1, 2003;

(2123) (ii) Tankers, regardless of tonnage, not later than

the first safety survey for safety equipment on or after

July 1, 2003;

(2124) (iii) Vessels, other than passenger vessels or tankers, of 50,000 gross tonnage or more, not later than

July 1, 2004; and

(2125) (iv) Vessels, other than passenger vessels or tankers, of 300 gross tonnage or more than 50,000 gross

tonnage, not later than the first safety survey for safety

equipment on or after July 1, 2004, but no later than

December 31, 2004.

(2126) (3) Notwithstanding paragraphs (a)(1) and (a)(2) of

this section, the following vessels, when navigating an

area denoted in table 161.12(c) of §161.12 of this chapter, not later than December 31, 2004:

(2127) (i) Self-propelled vessels of 65 feet or more in

length, other than fishing vessel and passenger vessels

certificated to carry less than 151 passengers-for-hire,

in commercial service;

(2128) (ii) Towing vessels of 26 feet or more in length and

more than 600 horsepower, in commercial service;

(2129) (iii) Passenger vessels certificated to carry more

than 150 passengers-for-hire.

(2130) Note to §164.46(a): “Properly installed” refers to an

installation using the guidelines set forth in IMO

SN/Circ. 227 (incorporated by reference, see §164.03).

Not all AIS units are able to broadcast position, course,

and speed without the input of an external positioning

device (e.g. dGPS); the use of other external devices

(e.g. transmitting heading device, gyro, rate of turn indicator) is highly recommended, however, not required

except as stated in §164.46(a)(2). “Type approved”

refers to an approval by an IMO recognized Administration as to comply with IMO Resolution MSC.74(69),

ITU–R Recommendation M.1371–1, and IEC 61993-2

(Incorporated by reference, see §164.03). “Length” refers to “registered length” as defined in 46 CFR part 69.

“Gross tonnage” refers to tonnage as defined under the

International Convention on Tonnage Measurement of

Ships, 1969.

(2131) (b) The requirements for Vessel Bridge-to-Bridge

radiotelephones in §§26.04(a) and (c), 26.05, 26.06 and

26.07 of this chapter, also apply to AIS. The term “effective operating condition” used in §26.06 of this chapter

includes accurate input and upkeep of AIS data fields.

(2132) (c) The use of a portable AIS is permissible only to

the extent that electromagnetic interference does not

affect the proper function of existing navigation and

communication equipment on board and such that

only one AIS unit may be in operation at any one time.

(2133) (d) The AIS Pilot Plug, on each vessel over 1,600

gross tons, on an international voyage, must be available for pilot use, easily accessible from the primary

conning position of the vessel, and near a 120 Volt, AC

power, 3-prong receptacle.

§164.51 Deviations from rules: Emergency.

(2134) Except for the requirements of §164.53(b), in an

emergency, any person may deviate from any rule in

this part to the extent necessary to avoid endangering

persons, property, or the environment.

§164.53 Deviations from rules and reporting: Nonoperating equipment.

(2135) (a) If during a voyage any equipment required by

this part stops operating properly, the person directing

the movement of the vessel may continue to the next

port of call, subject to the directions of the District

Commander or the Captain of the Port, as provided by

33 CFR 160.

(2136) (b) If the vessel’s radar, radio navigation receivers,

gyrocompass, echo depth sounding device, or primary

steering gear stops operating properly, the person directing the movement of the vessel must report or

cause to be reported that it is not operating properly to

the nearest Captain of the Port, District Commander,

or, if participating in a Vessel Traffic Service, to the Vessel Traffic Center, as soon as possible.

§164.55 Deviations from rules: Continuing

operation or period of time.

(2137) The Captain of the Port, upon written application,

may authorize a deviation from any rule in this part if

he determines that the deviation does not impair the

safe navigation of the vessel under anticipated conditions and will not result in a violation of the rules for

136 ■ Chapter 2 ■ Volume 4
preventing collisions at sea. The authorization may be

issued for vessels operating in the waters under the jurisdiction of the Captain of the Port for any continuing

operation or period of time the Captain of the Port

specifies.

§164.61 Marine casualty reporting and record

retention.

(2138) When a vessel is involved in a marine casualty as

defined in 46 CFR 4.03–1, the master or person in

charge of the vessel shall–

(2139) (a) Ensure compliance with 46 CFR 4.05, “Notice of

Marine Casualty and Voyage Records,” and

(2140) (b) Ensure that the voyage records required by 46

CFR 4.05–15 are retained for -

(2141) (1) 30 days after the casualty if the vessel remains

in the navigable waters of the United States; or

(2142) (2) 30 days after the return of the vessel to a United

States port if the vessel departs the navigable waters of

the United States within 30 days after the marine casualty.

§164.70 Definitions.

(2143) For purposes of §§164.72 through 164.82, the term –

(2144) Current edition means the most recent published

version of a publication, chart, or map required by

§164.72.

(2145) Currently corrected edition means a current or

previous edition of a publication required by §164.72,

corrected with changes that come from Notice to Mariners (NTMs) or Notices to Navigation reasonably available

and that apply to the vessel's transit. Hand-annotated

river maps from U.S. Army Corps of Engineers (ACOE)

are currently corrected editions if issued within the previous 5 years.

(2146) Great Lakes means the Great Lakes and their connecting and tributary waters including the Calumet

River as far as the Thomas J. O’Brien Lock and Controlling Works (between miles 326 and 327), the Chicago

River as far as the east side of the Ashland Avenue

Bridge (between miles 321 and 322), and the Saint

Lawrence River as far east as the lower exit of Saint

Lambert Lock.

(2147) Swing-meter means an electronic or electric device that indicates that rate of turn of the vessel on

board which it is installed.

(2148) Towing vessel means a commercial vessel engaged

in or intending to engage in pulling, pushing or hauling alongside, or any combination of pulling, pushing,

or hauling alongside.

(2149) Western Rivers means the Mississippi River, its

tributaries, South Pass, and Southwest Pass, to the

navigational-demarcation lines dividing the high seas

from harbors, rivers, and other inland waters of the

United States, and the Port Allen-Morgan City Alternative Route, and that part of the Atchafalaya River above

its junction with the Port Allen-Morgan City Alternative Route including the Old River and the Red River

and those waters specified by §§89.25 and 89.27 of this

chapter, and such other, similar waters as are designated by the COTP.

§164.72 Navigational-safety equipment, charts or

maps, and publications required on towing vessels.

(2150) (a) Except as provided by §164.01(b), each towing

vessel must be equipped with the following navigational-safety equipment:

(2151) (1) Marine Radar. By August 2, 1997, a marine radar that meets the following applicable requirements:

(2152) (i) For a vessel of less than 300 tons gross tonnage

that engages in towing on navigable waters of the U.S.,

including Western Rivers, the radar must meet–

(2153) (A) The requirements of the Federal Communications Commission (FCC) specified by 47 CFR part 80;

and

(2154) (B) RTCM Standard for Marine Radar Equipment

Installed on Ships of Less Than 300 Tons Gross Tonnage, RTCM Paper-71-95/SC112-STD, Version 1.1, display Category II and stabilization Category Bravo.

(2155) (ii) For a vessel of less than 300 tons gross tonnage

that engages in towing seaward of navigable waters of

the U.S. or more than three nautical miles from shore

on the Great Lakes, the radar must meet–

(2156) (A) The requirements of the FCC specified by 47

CFR part 80; and

(2157) (B) RTCM Standard for Marine Radar Equipment

Installed on Ships of Less Than 300 Tons Gross Tonnage, RTCM Paper 71-95/SC112-STD, Version 1.1, display Category I and stabilization Category Alpha.

(2158) (iii) For a vessel of 300 tons gross tonnage or more

that engages in towing on navigable waters of the U.S.,

including Western rivers, the radar must meet–

(2159) (A) The requirements of the Federal Communications Commission (FCC) specified by 47 CFR part 80;

and

(2160) (B) RTCM Recommended Standards for Marine Radar Equipment Installed on Ships of 300 Tons Gross

Tonnage and Upwards, RTCM Paper 191-93/SC112-X,

Version 1.2 except the requirements for azimuth stabilization in paragraph 3.10.

(2161) (iv) For a vessel of 300 tons gross tonnage or more

that engages in towing seaward of navigable waters of

the U.S. or more than three nautical miles from shore

on the Great Lakes, the radar must meet–

(2162) (A) The requirements of the FCC specified by 47

CFR Part 80; and

(2163) (B) RTCM Recommended Standards for Marine Radar Equipment Installed on Ships of 300 Tons Gross

Navigation Regulations ■ Chapter 2 ■ 137
Tonnage and Upwards, RTCM Paper 191-93/SC112-X,

Version 1.2.

(2164) (v) A towing vessel with an existing radar must

meet the applicable requirements of paragraphs (a)(1)

(i) through (iv) of this section by August 2, 1998; except

that a towing vessel with an existing radar must meet

the display and stabilization requirements of paragraph

(a)(1)(ii)(B) of this section by August 2, 2001.

(2165) (2) Searchlight. A searchlight, directable from the

vessel’s main steering station and capable of illuminating objects at a distance of at least two times the length

of the tow.

(2166) (3) VHF-FM Radio. An installation or multiple installations of VHF-FM radios as prescribed by part 26 of

this chapter and 47 CFR part 80, to maintain a continuous listening watch on the designated calling channel,

VHF-FM Channel 13 (except on portions of the Lower

Mississippi River, where VHF-FM Channel 67 is the

designated calling channel), and to separately monitor

the International Distress and Calling Channel,

VHF-FM Channel 16, except when transmitting or receiving traffic on other VHF-FM channels or when participating in a Vessel Traffic Service (VTS) or

monitoring a channel of a VTS. (Each U.S. towing vessel of 26 feet (about 8 meters) or more in length, except

a public vessel, must hold a ship-radio-station license

for radio transmitters (including radar and EPIRBs),

and each operator must hold a restricted operator’s license or higher. To get an application for either license,

call (800) 418-FORM or (202) 418-FORM, or write to

the FCC; Wireless Bureau, Licensing Division; 1270

Fairfield Road; Gettysburg, PA 17325-7245.)

(2167) (4) Magnetic Compass. Either–

(2168) (i) An illuminated swing-meter or an illuminated

car-type magnetic steering compass readable from the

vessel’s main steering station, if the vessel engages in

towing exclusively on Western Rivers; or

(2169) (ii) An illuminated card-type magnetic steering

compass readable from the vessel’s main steering station.

(2170) (5) Echo Depth-Sounding Device. By August 2,

2001, an echo depth-sounding device readable from the

vessel’s main steering station, unless the vessel engages in towing exclusively on Western Rivers.

(2171) (6) Electronic Position-Fixing Device. An electronic position-fixing device, either a LORAN-C receiver or a satellite navigational system such as the

Global Positioning System (GPS) as required by

§164.41, if the vessel engages in towing seaward of navigable waters of the U.S. or more than three nautical

miles from shore on the Great Lakes.

(2172) (b) Each towing vessel must carry on board and

maintain the following:

(2173) (1) Charts or maps. Marine charts or maps of the

areas to be transited, published by the National Ocean

Service (NOS), the ACOE, or a river authority that satisfy the following requirements.

(2174) (i) The charts or maps must be of a large enough

scale and have enough detail to make safe navigation of

the areas possible.

(2175) (ii) The charts or maps must be either–

(2176) (A) Current editions or currently corrected editions, if the vessel engages in towing exclusively on

navigable waters of the U.S., including Western Rivers;

or

(2177) (B) Currently corrected editions, if the vessel engages in towing seaward of navigable waters of the U.S.

or more than three nautical miles from shore on the

Great Lakes.

(2178) (iii) The charts or maps may be, instead of charts or

maps required by paragraphs (b)(1) (i) and (ii) of this

section, currently corrected marine charts or maps, or

applicable extracts, published by a foreign government.

These charts or maps, or applicable extracts, must contain information similar to that on the charts or maps

required by paragraphs (b)(1) (i) and (ii) of the section,

be of large enough scale, and have enough detail to

make safe navigation of the areas possible, and must be

currently corrected.

(2179) (2) General publications. A currently corrected

edition of, or an applicable currently corrected extract

from, each of the following publications for the area to

be transited:

(2180) (i) If the vessel is engaged in towing exclusively on

Western Rivers–

(2181) (A) U.S. Coast Guard Light List;

(2182) (B) Applicable Notices to Navigation published by

the ACOE, or Local Notices to Marines (LNMs) published by the Coast Guard, for the area to be transited,

when available; and

(2183) (C) River-current tables published by the ACOE or

a river authority, if available.

(2184) (ii) if the vessel is engaged other than in towing exclusively on Western Rivers–

(2185) (A) Coast Guard Light List;

(2186) (B) Notices to Mariners published by National

Geospatial-Intelligence Agency, or LNMs published by

the Coast Guard;

(2187) (C) Tidal-Current tables published by private entities using data provided by the NOS, or river-current

tables published by the ACOE or a river authority:

(2188) (D) Tide tables published by private entities using

data provided by the NOS; and

(2189) (E) U.S. Coast Pilot.

(2190) (c) Table 164.72, following, summarizes the navigational-safety equipment, charts or maps, and

138 ■ Chapter 2 ■ Volume 4
Navigation Regulations ■ Chapter 2 ■ 139

TABLE 164.72—EQUIPMENT, CHARTS OR MAPS, AND PUBLICATIONS OF TOWING VESSELS FOR 12 METERS OR

MORE IN LENGTH

<$THAlign=C;>Western rivers U.S. navigable waters other than

Western rivers

Waters seaward of navigable waters and 3 NM or more from shore

on the Great Lakes

Marine Radar:

Towing vessels of less

than 300 GT.

RTCM Paper 71-95/SC112-STD

Version 1.1, Display Category 111

Stabilization Category BRAVO.

RTCM Paper 71-95/SC112-STD

Version 1.1, Display Category 111

Stabilization Category BRAVO.

RTCM Paper 71-95/SC112- STD

Version 1.1, Display Category 12

Stabilization Category ALPHA.

Towing vessels of 300

GT or more.

RTCM Paper 191-93/SC112-X

Version 1.2 (except the Azmuth

stabilization requirement in

paragraph 3.10).1

RTCM Paper 191-93/SC112-X Version 1.2 (except the Azmuth stabilization requirement in paragraph

3.10).1

RTCM Paper 191-93/SC112-X

Version 1.2.1

Searchlight ......... XXX.

VHF-FM radio ....... XXX.

Magnetic compass.... X3

X X.

Swing-meter ........ X3

Echo depth-sounding

device. ............. X X.

Electronic position-fixing device. X.

Charts or maps ...... (1) Large enough scale (1) Large enough scale (1) Large enough scale.

(2) Current edition or currently

corrected edition.

(2) Current edition or currently

corrected edition.

(2) Currently corrected edition.

General publications (1) U.S. Coast Guard Light List (1) U.S. Coast Guard Light List (1) U.S. Coast Guard Light List.

(2) Notices to Navigation or Local

Notice to Mariners.

(2) Local Notices to Mariners (2) Local Notice to Mariners.

(3) River-current Tables (3) Tidal-current Tables (3) Tidal-current Tables.

(4) Tide Tables (4) Tide Tables.

(5) U.S. Coast Pilot (5) U.S. Coast Pilot.

Notes:

1

Towing vessels with existing radar must meet this requirement by August 2, 1998.

2

Towing vessels with existing radar must meet this requirement by August 2, 1998, but do not need to meet the display and stabilization

requirement until August 2, 2001.

3

A towing vessel may carry either a swing-meter or a magnetic compass.
publications required for towing vessels of 12 meters or

more in length engaged in towing:

§164.74 Towline and terminal gear for towing astern.

(2191) (a) Towline. The owner, master, or operator of each

vessel towing astern shall ensure that the strength of

each towline is adequate for its intended service, considering at least the following factors:

(2192) (1) The size and material of each towline must be–

(2193) (i) Appropriate for the horsepower or bollard pull of

the vessel;

(2194) (ii) Appropriate for the static loads and dynamic

loads expected during the intended service;

(2195) (iii) Appropriate for the sea conditions expected

during the intended service;

(2196) (iv) Appropriate for exposure to the marine environment and to any chemicals used or carried on board

the vessel;

(2197) (v) Appropriate for the temperatures of normal

stowage and service on board the vessel;

(2198) (vi) Compatible with associated navigational-safety

equipment; and

(2199) (vii) Appropriate for the likelihood of mechanical

damage.

(2200) (2) Each towline as rigged must be–

(2201) (i) Free of knots;

(2202) (ii) Spliced with a thimble, or have a poured socket

at its end; and

(2203) (iii) Free of wire clips except for temporary repair,

for which the towline must have a thimble and either

five wire clips or as many wire clips as the manufacturer specifies for the nominal diameter and construction of the towline, whichever is more.

(2204) (3) The condition of each towline must be monitored through the–

(2205) (i) Keeping on board the towing vessel or in company files of a record of the towline’s initial minimum

breaking strength as determined by the manufacturer,

by a classification (“class”) society authorized in

§157.04 of this chapter, or by a tensile test that meets

API Specifications 9A, Specification for Wire Rope, Section 3; ASTM D 4268 (incorporated by reference, see

§164.03), Standard Test Method for Testing Fiber

Ropes; or Cordage Institute CIA 3, Standard Test

Methods for Fiber Rope Including Standard Terminations;

(2206) (ii) If the towline is purchased from another owner,

master, or operator of a vessel with the intent to use it

as a towline or if it is retested for any reason, keeping

on board the towing vessel or in company files of a record of each retest of the towline’s minimum breaking

strength as determined by a class society authorized in

§157.04 of this chapter or by a tensile test that meets

API Specification 9A, Section 3; ASTM D 4268

(incorporated by reference, see §164.03); or Cordage

Institute CIA 3, Standard Test Methods;

(2207) (iii) Conducting visual inspections of the towline in

accordance with the manufacturer’s recommendations, or at least monthly, and whenever the serviceability of the towline is in doubt (the inspections being

conducted by the owner, master, or operator, or by a

person on whom the owner, master, or operator confers

the responsibility to take corrective measures appropriate for the use of the towline);

(2208) (iv) Evaluating the serviceability of the whole towline or any part of the towline, and removing the whole

or part from service either as recommended by the

manufacturer or a class society authorized in §157.04

of this chapter or in accordance with a replacement

schedule developed by the owner, master, or operator

that accounts for at least the–

(2209) (A) Nautical miles on, or time in service of, the towline;

(2210) (B) Operating conditions experienced by the towline;

(2211) (C) History of loading of the towline;

(2212) (D) Surface condition, including corrosion and discoloration, of the towline;

(2213) (E) Amount of visible damage to the towline;

(2214) (F) Amount of material deterioration indicated by

measurements of diameter and, if applicable, measurements of lay extension of the towline; and

(2215) (G) Point at which a tensile test proves the minimum breaking strength of the towline inadequate by

the standards of paragraph (a)(1) of this section, if necessary; and

(2216) (v) Keeping on board the towing vessel or in company files of a record of the material condition of the

towline when inspected under paragraphs (a)(3)(iii)

and (iv) of this section. Once this record lapses for

three months or more, except when a vessel is laid up

or out of service or has not deployed its towline, the

owner, master, or operator shall retest the towline or

remove it from service.

(2217) (b) Terminal gear. The owner, master, or operator

of each vessel towing astern shall ensure that the gear

used to control, protect, and connect each towline

meets the following criteria:

(2218) (1) The material and size of the terminal gear are

appropriate for the strength and anticipated loading of

the towline and for the environment;

(2219) (2) Each connection is secured by at least one nut

with at least one cotter pin or other means of preventing its failure;

(2220) (3) The lead of the towline is appropriate to prevent

sharp bends in the towline from fairlead blocks,

chocks, or tackle;

140 ■ Chapter 2 ■ Volume 4
(2221) (4) There is provided a method, whether mechanical or non-mechanical, that does not endanger operating personnel but that easily releases the towline;

(2222) (5) The towline is protected from abrasion or chafing by chafing gear, lagging, or other means;

(2223) (6) Except on board a vessel towing in ice on Western Rivers or one using a towline of synthetic or natural fiber, there is fitted a winch that evenly spools and

tightly winds the towline; and

(2224) (7) If a winch is fitted, there is attached to the main

drum a brake that has holding power appropriate for

the horsepower or bollard pull of the vessel and can be

operated without power to the winch.

§164.76 Towline and terminal gear for towing

alongside and pushing ahead.

(2225) The owner, master, or operator of each vessel towing alongside or pushing ahead shall ensure the face

wires, spring lines, and push gear used–

(2226) (a) Are appropriate for the vessel’s horsepower;

(2227) (b) Are appropriate for the arrangement of the tow;

(2228) (c) Are frequently inspected; and

(2229) (d) Remain serviceable.

§164.78 Navigation under way: Towing vessels.

(2230) (a) The owner, master, or operator of each vessel

towing shall ensure that each person directing and

controlling the movement of the vessel–

(2231) (1) Understands the arrangement of the tow and

the effects of maneuvering on the vessel towing and on

the vessel, barge, or object being towed;

(2232) (2) Can fix the position of the vessel using installed

navigational equipment, aids to navigation, geographic

reference- points, and hydrographic contours;

(2233) (3) Does not fix the position of the vessel using

buoys alone (Buoys are aids to navigation placed in approximate positions either to alert mariners to hazards

to navigation or to indicate the orientation of a channel. They may not maintain exact charted positions, because strong or varying currents, heavy seas, ice and

collisions with vessels can move or sink them or set

them adrift. Although they may corroborate a position

fixed by other means, they cannot fix a position; however, if no other aids are available, buoys alone may establish an estimated position.);

(2234) (4) Evaluates the danger of each closing visual or

radar contact;

(2235) (5) Knows and applies the variation and deviation,

where a magnetic compass is fitted and where charts or

maps have enough detail to enable this type of correction;

(2236) (6) Knows the speed and direction of the current,

and the set, drift, and tidal state for the area to be

transited;

(2237) (7) Proceeds at a safe speed taking into account the

weather, visibility, density of traffic, draft of tow, possibility of wake damage, speed and direction of the current, and local speed and direction of the current, and

local speed-limits; and

(2238) (8) Monitors the voyage plan required by §164.80.

(2239) (b) The owner, master, or operator of each vessel

towing shall ensure that the tests and inspections required by §164.80 are conducted and that the results

are entered in the log or other record carried on board.

§164.80 Tests, inspections, and voyage planning.

(2240) (a) The owner, master, or operator of each towing

vessel of less than 1,600 GT shall ensure that the following tests and inspections of gear occur before the

vessel embarks on a voyage of more than 24 hours or

when each new master or operator assumes command:

(2241) (1) Steering-systems. A test of the steering-gear-control system; a test of the main steering gear from the alternative power supply, if installed; a verification of the

rudder-angle indicator relative to the actual position of

the rudder; and a visual inspection of the steering gear

and its linkage.

(2242) (2) Navigational equipment. A test of all installed

navigational equipment.

(2243) (3) Communications. Operation of all internal vessel control communications and vessel-control alarms,

if installed.

(2244) (4) Lights. Operation of all navigational lights and

all searchlights.

(2245) (5) Terminal gear. Visual inspection of tackle; of

connections of bridle and towing pendant, if applicable;

of chafing gear; and the winch brake, if installed.

(2246) (6) Propulsion systems. Visual inspection of the

spaces for main propulsion machinery, of machinery,

and of devices for monitoring machinery.

(2247) (b) The owner, master, or operator of each towing

vessel of 1,600 GT or more shall ensure that the following tests of equipment occur at the frequency required

by §164.25 and that the following inspections of gear

occur before the vessel embarks on a voyage of more

than 24 hours or when each new master or operator assumes command:

(2248) (1) Navigational equipment. Tests of onboard

equipment as required by §164.25.

(2249) (2) Terminal gear. Visual inspection of tackle; of

connections of bridle and towing pendant, if applicable;

of charting gear; and of the winch brake, if installed.

(2250) (c)(1) The voyage-planning requirements outlined

in this section do not apply to you if your towing vessel

is–

(2251) (i) Used solely for any of the following services or

any combination of these services–

Navigation Regulations ■ Chapter 2 ■ 141
(2252) (A) Within a limited geographic area, such as fleeting-area for barges or a commercial facility, and used

for restricted service, such as making up or breaking up

larger tows:

(2253) (B) For harbor assist;

(2254) (C) For assistance towing as defined by 46 CFR

10.103;

(2255) (D) For response to emergency or pollution;

(2256) (ii) A public vessel that is both owned, or demise

chartered, and operated by the United States Government or by a government of a foreign country; and that

is not engaged in commercial service;

(2257) (iii) A foreign vessel engaged in innocent passage;

or

(2258) (iv) Exempted by the Captain of the Port (COTP).

(2259) (2) If you think your towing vessel should be exempt from these voyage planning requirements for a

specified route, you should submit a written request to

the appropriate COTP. The COTP will provide you with

a written response granting or denying your request.

(2260) (3) If any part of a towing vessel's intended voyage is

seaward of the baseline (i.e. the shoreward boundary) of

the territorial sea of the U.S., then the owner, master, or

operator of the vessel, employed to tow a barge or barges,

must ensure that the voyage with the barge or barges is

planned, taking into account all pertinent information

before the vessel embarks on the voyage. The master

must check the planned route for proximity to hazards

before the voyage begins. During a voyage, if a decision is

made to deviate substantially from the planned route,

then the master or mate must plan the new route before

deviating from the planned route. The voyage plan must

follow company policy and consider the following (related

requirements noted in parentheses):

(2261) (i) Applicable information from nautical charts and

publication (also see paragraph (b) of section 164.72),

including Coast Pilot, Coast Guard Light List, and

Coast Guard Local Notice to Mariners for the port of departures, all ports of call, and the destination;

(2262) (ii) Current and forecast weather, including visibility, wind, and sea state for the port of departure, all

ports of call, and the destination (also see paragraphs

(a)(7) of section 164.78 and (b) of section 164.82);

(2263) (iii) Data on tides and currents for the port of departure, all ports of call, and the destination, and the

river staged and forecast, if appropriate;

(2264) (iv) Forward and after drafts of the barge or barges

and under-keel and vertical clearances (air-gaps) for all

bridges, ports, and berthing areas;

(2265) (v) Pre-departure checklists;

(2266) (vi) Calculated speed and estimated time of arrival

at proposed waypoints;

(2267) (vii) Communication contacts at any Vessel Traffic

Services, bridges, and facilities, and any port specific

requirements for VHF radio;

(2268) (viii) Any master's or operator's standings orders

detailing closest points of approach, special conditions,

and critical maneuvers; and

(2269) (ix) Whether the towing vessel has sufficient power

to control the tow under all foreseeable circumstances.

§164.82 Maintenance, failure, and reporting.

(2270) (a) Maintenance. The owner, master, or operator of

each towing vessel shall maintain operative the navigational-safety equipment required by §164.72.

(2271) (b) Failure. If any of the navigational-safety equipment required by §164.72 fails during a voyage, the

owner, master, or operator of the towing vessel shall exercise due diligence to repair it at the earliest practicable time. He or she shall enter its failure in the log or

other record carried on board. The failure of equipment, in itself, does not constitute a violation of this

rule; nor does it constitute unseaworthiness; nor does

it obligate an owner, master, or operator to moor or anchor the vessel. However, the owner, master, or operator shall consider the state of the equipment-along

with such factors as weather, visibility, traffic, and the

dictates of good seamanship-in deciding whether it is

safe for the vessel to proceed.

(2272) (c) Reporting. The owner, master, or operator of

each towing vessel whose equipment is inoperative or

otherwise impaired while the vessel is operating within

a Vessel Traffic Service (VTS) Area shall report the fact

as required by 33 CFR 161.124. (33 CFR 161.124 requires that each user of a VTS report to the Vessel Traffic Center as soon as practicable:

(2273) (1) Any absence or malfunction of vessel-operating

equipment for navigational safety, such as propulsion

machinery, steering gear, radar, gyrocompass, echo

depth-sounding or other sounding device, automatic

dependent surveillance equipment, or navigational

lighting;

(2274) (2) Any condition on board the vessel likely to impair navigation, such as shortage of personnel or lack of

current nautical charts or maps, or publications; and

(2275) (3) Any characteristics of the vessel that affect or

restrict the maneuverability of the vessel, such as arrangement of cargo, trim, loaded condition, under-keel

clearance, and speed.)

(2276) (d) Deviation and authorization. The owner, master, or operator of each towing vessel unable to repair

within 96 hours an inoperative marine radar required

by §164.72(a) shall so notify the Captain of the Port

(COTP) and shall seek from the COTP both a deviation

from the requirements of this section and an

authorization for continued operation in the area to be

142 ■ Chapter 2 ■ Volume 4
transited. Failure of redundant navigational-safety

equipment, including but not limited to failure of one

of two installed radars, where each satisfies §164.72(a),

does not necessitate either a deviation or an authorization.

(2277) (1) The initial notice and request for a deviation

and an authorization may be spoken, but the request

must also be written. The written request must explain

why immediate repair is impracticable, and state when

and by whom the repair will be made.

(2278) (2) The COTP, upon receiving even a spoken request, may grant a deviation and an authorization from

any of the provisions of §§164.70 through 164.82 for a

specified time if he or she decides that they would not

impair the safe navigation of the vessel under anticipated conditions.

Part 165–Regulated Navigation Areas and

Limited Access Areas

Subpart A–General

§165.1–Purpose of part.

(2279) The purpose of this part is to–

(2280) (a) Prescribe procedures for establishing different

types of limited or controlled access areas and regulated navigation areas;

(2281) (b) Prescribe general regulations for different types

of limited or controlled access areas and regulated navigation areas;

(2282) (c) Prescribe specific requirements for established

areas; and

(2283) (d) List specific areas and their boundaries.

§165.5 Establishment procedures.

(2284) (a) A safety zone, security zone, or regulated navigation area may be established on the initiative of any

authorized Coast Guard official.

(2285) (b) Any person may request that a safety zone, security zone, or regulated navigation area be established.

Except as provided in paragraph (c) of this section, each

request must be submitted in writing to either the Captain of the Port or District Commander having jurisdiction over the location as described in 33 CFR 3, and

include the following:

(2286) (1) The name of the person submitting the request;

(2287) (2) The location and boundaries of the safety zone,

security zone, or regulated navigation area;

(2288) (3) The date, time, and duration that the safety zone,

security zone, or regulated navigation area should be established;

(2289) (4) A description of the activities planned for the

safety zone, security zone, or regulated navigation

area;

(2290) (5) The nature of the restrictions or conditions desired; and

(2291) (6) The reason why the safety zone, security zone,

or regulated navigation area is necessary.

(2292) (Requests for safety zones, security zones, and regulated navigation areas are approved by the Office of

Management and Budget under control number

1625-0020.)

(2293) (c) Safety Zones and Security Zones. If, for good

cause, the request for a safety zone or security zone is

made less than 5 working days before the zone is to be

established, the request may be made orally, but it

must be followed by a written request within 24 hours.

§165.7 Notification.

(2294) (a) The establishment of these limited access areas

and regulated navigation areas is considered

rulemaking. The procedures used to notify persons of

the establishment of these areas vary depending upon

the circumstances and emergency conditions. Notification may be made by marine broadcasts, local notice

to mariners, local news media, distribution in leaflet

form, and on-scene oral notice, as well as publication in

the Federal Register.

(2295) (b) Notification normally contains the physical

boundaries of the area, the reasons for the rule, its estimated duration, and the method of obtaining authorization to enter the area, if applicable, and special

navigational rules, if applicable.

(2296) (c) Notification of the termination of the rule is

usually made in the same form as the notification of its

establishment.

§165.8 Geographic coordinates.

(2297) Geographic coordinates expressed in terms of latitude or longitude, or both, are not intended for plotting

on maps or charts whose referenced horizontal datum

is the North American Datum of 1983 (NAD 83), unless

such geographic coordinates are expressly labeled NAD

83. Geographic coordinates without the NAD 83 reference may be plotted on maps or charts referenced to

NAD 83 only after application of the appropriate corrections that are published on the particular map or chart

being used.

§165.9 Geographic application of limited and

controlled access areas and regulated navigation

areas.

(2298) (a) General. The geographic application of the limited and controlled access areas and regulated

Navigation Regulations ■ Chapter 2 ■ 143
navigation areas in this part are determined based on

the statutory authority under which each is created.

(2299) (b) Safety zones and regulated navigation areas.

These zones and areas are created under the authority

of the Ports and Waterways Safety Act, 33 U.S.C.

1221–1232. Safety zones established under 33 U.S.C.

1226 and regulated navigation areas may be established in waters subject to the jurisdiction of the United

States as defined in §2.38 of this chapter, including the

territorial sea to a seaward limit of 12 nautical miles

from the baseline.

(2300) (c) Security zones. These zones have two sources of

authority—the Ports and Waterways Safety Act, 33

U.S.C. 1221–1232, and the Act of June 15, 1917, as

amended by both the Magnuson Act of August 9, 1950

(“Magnuson Act”), 50 U.S.C. 191–195, and sec. 104 the

Maritime Transportation Security Act of 2002 (Pub. L.

107-295, 116 Stat. 2064). Security zones established

under either 33 U.S.C. 1226 or 50 U.S.C. 191 may be established in waters subject to the jurisdiction of the

United States as defined in §2.38 of this chapter, including the territorial sea to a seaward limit of 12 nautical

miles from the baseline.

(2301) (d) Naval vessel protection zones. These zones are

issued under the authority of 14 U.S.C. 91 and 633 and

may be established in waters subject to the jurisdiction

of the United States as defined in §2.38 of this chapter,

including the territorial sea to a seaward limit of 12

nautical miles from the baseline.

Subpart B–Regulated Navigation Areas

§165.10 Regulated navigation area.

(2302) A regulated navigation area is a water area within a

defined boundary for which regulations for vessels navigating within the area have been established under

this part.

§165.11 Vessel operating requirements

(regulations).

(2303) Each District Commander may control vessel traffic in an area which is determined to have hazardous

conditions, by issuing regulations–

(2304) (a) Specifying times of vessel entry, movement, or

departure to, from, within, or through ports, harbors,

or other waters;

(2305) (b) Establishing vessel size, speed, draft limitations, and operating conditions; and

(2306) (c) Restricting vessel operation, in a hazardous

area or under hazardous conditions, to vessels which

have particular operating characteristics or capabilities which are considered necessary for safe operation

under the circumstances.

§165.13 General regulations.

(2307) (a) The master of a vessel in a regulated navigation

area shall operate the vessel in accordance with the

regulations contained in Subpart F.

(2308) (b) No person may cause or authorize the operation

of a vessel in a regulated navigation area contrary to the

regulations in this Part.

Subpart C–Safety Zones

§165.20 Safety zones.

(2309) A Safety Zone is a water area, shore area, or water

and shore area to which, for safety or environmental

purposes, access is limited to authorized persons, vehicles, or vessels. It may be stationary and described by

fixed limits or it may be described as a zone around a

vessel in motion.

§165.23 General regulations.

(2310) Unless otherwise provided in this part–

(2311) (a) No person may enter a safety zone unless authorized by the COTP or the District Commander;

(2312) (b) No person may bring or cause to be brought

into a safety zone any vehicle, vessel, or object unless

authorized by the COTP or the District Commander;

(2313) (c) No person may remain in a safety zone or allow

any vehicle, vessel, or object to remain in a safety zone

unless authorized by the COTP or the District Commander; and

(2314) (d) Each person in a safety zone who has notice of a

lawful order or direction shall obey the order or direction of the COTP or District Commander issued to

carry out the purposes of this subpart.

Subpart D–Security Zones

§165.30 Security zones.

(2315) (a) A security zone is an area of land, water, or land

and water which is so designated by the Captain of the

Port or District Commander for such time as is necessary to prevent damage or injury to any vessel or waterfront facility, to safeguard ports, harbors, territories, or

waters of the United States or to secure the observance

of the rights and obligations of the United States.

(2316) (b) The purpose of a security zone is to safeguard

from destruction, loss, or injury from sabotage or other

subversive acts, accidents, or other causes of a similar

nature–

(2317) (1) Vessels,

(2318) (2) Harbors,

(2319) (3) Ports and

144 ■ Chapter 2 ■ Volume 4
(2320) (4) Waterfront facilities–in the United States and

all territory and water, continental or insular, that is

subject to the jurisdiction of the United States.

§165.33 General regulations.

(2321) Unless otherwise provided in the special regulations in Subpart F of this part–

(2322) (a) No person or vessel may enter or remain in a security zone without the permission of the Captain of

the Port;

(2323) (b) Each person and vessel in a security zone shall

obey any direction or order of the Captain of the Port;

(2324) (c) The Captain of the Port may take possession and

control of any vessel in the security zone;

(2325) (d) The Captain of the Port may remove any person,

vessel, article, or thing from a security zone;

(2326) (e) No person may board, or take or place any article or thing on board, any vessel in a security zone

without the permission of the Captain of the Port; and

(2327) (f) No person may take or place any article or thing

upon any waterfront facility in a security zone without

the permission of the Captain of the Port.

Subpart E–Restricted Waterfront Area

§165.40 Restricted Waterfront Areas.

(2328) The Commandant, may direct the COTP to prevent

access to waterfront facilities, and port and harbor areas, including vessels and harbor craft therein. This

section may apply to persons who do not possess the

credentials outlined in 33 CFR 125.09 when certain

shipping activities are conducted that are outlined in

33 CFR 125.15.

§165.514 Safety Zone: Atlantic Intracoastal

Waterway and Connecting Waters, Vicinity of

Marine Corps Base Camp Lejeune, North Carolina.

(2329) (a) Location. The following area is a safety zone: All

waters of the Atlantic Intracoastal Waterway (AICW)

and connecting waters, from Bogue Sound-New River

Daybeacon 58 (LLNR 39210) at approximate position

34o37'57"N., 77o12'18"W., and continuing in the AICW

southwest to Bogue Sound–New River Daybeacon 70

(LLNR 39290) at approximate position 34o33'08"N.,

77o20'34"W. All coordinates reference Datum: NAD

1983.

(2330) (b) Regulations. Notwithstanding the provisions of

33 CFR 334.440 (e)(2)(i), no vessel may enter the safety

zone described in Paragraph (a) of this section while

weapons firing exercises are in progress, except as provided in Paragraph (c) of this section or unless permitted by the Captain of the Port (COTP) Wilmington.

(2331) (1) Red warning flags or red warning lights will be

displayed on towers located at both ends of the safety

zone (Bear Creek and Cedar Point) while firing exercises are in progress. The flags or lights will be displayed by 8 a.m. on days where firing exercises are

scheduled, and will be removed at the end of the firing

exercise.

(2332) (2) A Coast Guard or U.S. Navy vessel will patrol

each end of the safety zone to ensure the public is aware

that firing exercises are in progress and that the firing

area is clear of vessel traffic before weapons are fired.

(2333) (c) General information.

(2334) (1) Announcements. The COTP Wilmington will

announce the specific times and locations of firing exercises by Broadcast Notice to Mariners and Local Notice to Mariners. Normally, weapons firing for each

firing exercise is limited to a 2-nautical-mile portion of

the safety zone. The COTP may issue general permission to transit all or specified parts of the safety zone

outside of the actual firing area or if firing is temporarily stopped. This general permission will be announced in a Local Notice to Mariners and Broadcast

Notice to Mariners.

(2335) (2) Camp Lejeune Artillery Operations. Artillery

weapons firing over the AICW from Marine Corps Base

Camp Lejeune will be suspended and vessels permitted

to transit the specified 2-nautical-mile firing area for a

1-hour period beginning at the start of each odd-numbered hour local time (e.g., 9 a.m.; 1 p.m.). A vessel may

not enter the specified firing area unless it will be able

to complete its transit of the firing area before firing exercises are scheduled to re-start.

(2336) (3) Atlantic Ocean Naval Gunnery live fire operations. Naval gunnery live fire operations over the AICW

from off shore on the Atlantic Ocean may be conducted

for periods not to exceed 4 hours, then suspended and

vessels permitted to transmit the specified two-mile

firing area for a minimum of one hour before firing

may resume. A vessel may not enter the specified firing

area unless it will be able to complete its transit of the

firing area before firing exercises are scheduled to

re-start.

(2337) (d) Contact information. U.S. Navy safety vessels

may be contacted on VHF marine band radio channels

13 (156.65 MHz) and 16 (156.8 MHz). The Captain of

the Port may be contacted at the Marine Safety Unit

Wilmington, NC by telephone at 1-877-229-0770 or

910-770-2200.

§165.515 Safety Zone: Cape Fear River, Wilmington,

North Carolina.

(2338) (a) Location. The following area is a safety zone:

(2339) (1) The waters of the Cape Fear River bounded by a

line connecting the following points:

Navigation Regulations ■ Chapter 2 ■ 145
(2340) 34o14'12"N., 77o57'10"W.

(2341) 34o14'12"N., 77o57'06"W.

(2342) 34o13'54"N., 77o57'00"W.

(2343) 34o13'54"N., 77o57'06"W.

(2344) (2) The safety zone boundary can be described as

follows: starting at the stern of the Battleship USS

NORTH CAROLINA, across the Cape Fear River to the

north end of the Coast Guard moorings, down along

the east bank of the Cape Fear River to the bow of the

tug CAPTAIN JOHN TAXIS Memorial (Chandler’s

Wharf), back across the Cape Fear River to Eagle Island, and then up along the west bank of the Cape Fear

River to the stern of the Battleship USS NORTH

CAROLINA.

(2345) (b) Definitions. The designated representative of

the Captain of the Port is any Coast Guard commissioned, warrant, or petty officer who has been authorized by the Captain of the Port, Wilmington, North

Carolina to act on his behalf.

(2346) (c) General information. The Captain of the Port

and the Duty Officer at the Marine Safety Unit,

Wilmington, North Carolina, can be contacted at telephone number 910-343-4895. The Coast Guard Patrol

Commander and the senior boarding officer on each

vessel enforcing the safety zone can be contacted on

VHF-FM channels 16 and 81.

(2347) (d) Regulation. Except for persons or vessels authorized by the Coast Guard Patrol Commander, no

person or vessel may enter or remain in the regulated

area.

(2348) (1) The operator of any vessel in the immediate vicinity of this safety zone shall:

(2349) (i) Stop the vessel immediately upon being directed

to do so by any commissioned, warrant, or petty officer

on board a vessel displaying a Coast Guard Ensign.

(2350) (ii) Proceed as directed by any commissioned, warrant, or petty officer on board a vessel displaying a

Coast Guard Ensign.

(2351) (2) Any spectator vessel may anchor outside of the

regulated area specified in paragraph (a) of the section,

but may not block a navigable channel.

(2352) (e) Effective date. The Captain of the Port will issue

a Marine Safety Information Broadcast and a Notice to

Mariners to notify the public when this section is in effect.

§165.518 Security Zone; Waters of the Fifth Coast

Guard District.

(2353) (a) Definitions. As used in this section–

(2354) Designated Representative means any U.S. Coast

Guard commissioned, warrant or petty officer who has

been authorized by the District Commander or local

Captain of the Port (COTP), as defined in 33 CFR part 3,

subpart 3.25, to act on his or her behalf.

(2355) Escorted vessel means a vessel, other than a U.S.

naval vessel as defined in §165.2015, that is accompanied by one or more Coast Guard assets or Federal,

State or local law enforcement agency assets as listed

below:

(2356) (1) Coast Guard surface or air asset displaying the

Coast Guard insignia.

(2357) (2) Coast Guard Auxiliary surface asset displaying

the Coast Guard Auxiliary insignia.

(2358) (3) State and/or local law enforcement asset displaying the applicable agency markings and or equipment associated with the agency.

(2359) State and/or local law enforcement officers means

any State or local government law enforcement officer

who has authority to enforce State criminal laws.

(2360) (b) Location. The following area is a security zone:

500-yard radius around escorted vessels in the navigable waters of the Fifth Coast Guard District as defined

in 33 CFR 3.25–1, from surface to bottom.

(2361) (c) Regulations. (1) No vessel may approach within

500 yards of an escorted vessel within the navigable waters of the Fifth Coast Guard District, unless traveling

at the minimum speed necessary to navigate safely.

(2362) (2) No vessel may enter within a 100-yard radius of

an escorted vessel within the navigable waters of the

Fifth Coast Guard District, without approval from the

District Commander, Captain of the Port or their designated representatives.

(2363) (3) Moored or anchored vessels, which are overtaken by a moving zone, must remain stationary at

their location until the escorted vessel maneuvers at

least 500 yards past.

(2364) (4) Vessels restricted in their ability to maneuver

may request permission of the District Commander,

Captain of the Port or designated representative to enter the security zone in order to ensure safe passage in

accordance with the Navigation Rules in 33 CFR chapter 1, subparts D and E.

(2365) (5) The local COTP may notify the maritime and

general public by marine information broadcast of the

periods during which individual security zones have

been activated by providing notice in accordance with

33 CFR 165.7.

(2366) (6) When moored, a security zone around an escorted vessel may also be enforced by Coast Guard,

State or Local law enforcement personnel shoreside.

(2367) (7) Persons desiring to transit within 100 yards of

an escorted vessel in the Fifth Coast Guard District

must contact the local Captain of the Port on VHF

channel 16 (156.800 MHz),VHF channel 13 (156.650

MHz) or at telephone numbers:

(2368) Philadelphia: (215) 271-4807

(2369) Baltimore: (410)-576-2693

(2370) Hampton Roads: (757) 668-5555 or (757) 484-8192

146 ■ Chapter 2 ■ Volume 4
(2371) Wilmington: (910) 772-2200 or (910) 254-1500

(2372) (8) If permission is granted to transit within 100

yards of an escorted vessel, all persons and vessels must

comply with the instructions of the District Commander, Captain of the Port or their designated representative.

§165.530 Safety Zone: Cape Fear and Northeast

Cape Fear Rivers, NC.

(2373) (a) Location. The following area is a moving safety

zone during the specified conditions: The waters of the

Cape Fear and Northeast Cape Fear Rivers for 500 yards

ahead and astern, and 75 yards abeam of a vessel carrying hazardous materials when designated by the Captain of the Port Wilmington, North Carolina.

(2374) (b) General Information. (1) The Captain of the

Port and the Duty Officer at the Marine Safety Unit,

Wilmington, North Carolina, can be contacted at telephone number 1-800-325-4956. The Coast Guard Patrol Commander enforcing the safety zone can be

contacted on VHF–FM channels 16 and 81.

(2375) (2) The Captain of the Port may authorize and designate any Coast Guard commissioned, warrant, or

petty officer to act on his behalf in enforcing this safety

zone.

(2376) (3) The Marine Safety Unit Wilmington will notify

the maritime community of periods during which this

safety zone will be in effect by providing advance notice

of scheduled arrivals and departures of loaded hazardous materials vessels via a marine broadcast Notice to

Mariners.

(2377) (c) Regulation. The general regulations governing

safety zones contained in §165.23 apply.

§165.540 Regulated Navigation Area; Cape Fear

River, Northeast Cape Fear River, Wilmington,

North Carolina.

(2378) (a) Description of the Regulated Navigation Area

(RNA). The RNA encompasses all waters of the Cape

Fear River and Northeast Cape Fear River from the intersection of Bald Head Shoal Channel and Smith Island Channel (centerline coordinates 33o52'24.028"N.,

78o00'29.624"W (NAD 83)) to mile 26.7 on the Northeast Cape Fear River.

(2379) (b) Work areas. Dredging work within the RNA will

be conducted in five distinct areas: Ocean Bar II, Horseshoe Shoal, Passing Lane & Anchorage Basin, Big Island, and the Northeast Cape Fear River. Drilling or

blasting is expected to occur within the Passing Lane &

Anchorage Basin, Big Island, and the Northeast Cape

Fear River work areas. The blast sites within the RNA,

will be identified and made available to the public

through: Broadcast Notices to Mariners or Local Notices to Mariners (Local Notices to Mariners are

available on-line at www.navcen. uscg.gov/lnm/d5/);

direct contact with the control vessel on channel 16

VHF–FM; direct contact with the contractor; or

through the Captain of the Port on VHF marine Band

Radio, channels 13 and 16; or at telephone number

910-772-2200. In addition, dredge and blasting companies will have a control vessel present at the site of each

blast.

(2380) (c) Enforcement period. This section will be enforced during the months of August, September, October, November, December, and January, each year. This

rule will expire on January 31, 2006.

(2381) (d) Definitions.

(2382) Active work area means a work area in which blasting, drilling, or dredging operations are currently taking place.

(2383) Blast site means the area where explosive material

is handled during loading, including the perimeter

formed by the loaded blast holes and fifty (50) feet (15.2

meters) in all directions from loaded holes.

(2384) Blasting operations means the detonation of explosives on the river bottom.

(2385) Captain of the Port means the Coast Guard officer

designated by the Commandant to command the Captain of the Port Zone as described in 33 CFR 3.25–20.

(2386) Control vessel means the vessel at an active work

area which coordinates operations within the active

work area.

(2387) Hangfire means a blast that fails to detonate at initiation, but detonates at a later time.

(2388) Mile means measured as nautical miles.

(2389) Misfire means a blast that fails to detonate completely after an attempt at initiation, also the explosive

material that failed to detonate as planned.

(2390) RNA means Regulated Navigation Area.

(2391) Work area means those places within the RNA

where dredging, drilling, and blasting shall be conducted.

(2392) (e) Description of work areas in the RNA. (1) Ocean

Bar II, mouth of Cape Fear. The work area includes:

Part of Bald Head Shoal Channel, Smith Island Channel, Baldhead Caswell Channel, Southport Channel,

Battery Island Channel, Lower Swash Channel and the

majority of Snows Marsh Channel. The downstream

end of the work area (centerline coordinates:

33o50'43.668"N., 78o01'40.068"W (NAD 1983)) is located southeast of Cape Fear River Channel Lighted

Buoy 8 (LL 30350), approximately 2,560 feet east of the

centerline of the existing Bald Head Shoal Channel.

Upstream end of the work area is located 1,200 feet

downstream of the intersection of Snows Marsh Channel and Horseshoe Shoal Channel at turn six (mile 6.5,

approximately 1,150 feet downstream of Cape Fear

River Channel Lighted Buoy 25 (LL 30530/39965)).

Navigation Regulations ■ Chapter 2 ■ 147
(2393) (2) Horseshoe Shoal. The work area includes:

Horseshoe Shoal Channel and part of Snows Marsh

Channel. Downstream end of the work area is located

1,200 feet downstream of the intersection of Snows

Marsh Channel and Horseshoe Shoal Channel (mile

6.5, approximately 1,150 feet downstream of Cape Fear

River Channel Lighted Buoy 25 (LL 30530/39965)). Upstream end of the work area is located at the intersection of Horseshoe Shoal Channel and Reaves Point

Channel (mile 7.7, at about Cape Fear River Channel

Lighted Buoy 27 (LL 30550/39945)).

(2394) (3) Big Island. The work area includes: Part of Keg

Island Channel, Lower Big Island Channel, Upper Big

Island Channel, and part of Lower Brunswick Channel.

Downstream end of the work area is approximately

2,230 feet upstream of the intersection of Upper

Lilliput Channel and Keg Island Channel (mile 16.2,

approximately 1,320 feet downstream of Cape Fear

River Channel Lighted Buoy 46 (LL 30765) and approximately 2,300 feet upstream of Cape Fear River Channel Lighted Buoy 44 (LL 30750)). Upstream end of the

work area is approximately 2,680 feet upstream of intersection of Upper Big Island Channel and Lower

Brunswick Channel (mile 18.7, approximately 1,620

feet upstream of Cape Fear River Channel Lighted Buoy

56 (LL 30830) and approximately 590 feet downstream

of the Carolina Power & Light Company (CP&L) overhead power line crossing).

(2395) (4) Passing Lane and Anchorage Basin. There are

two separate work areas for this contact, separated by

the Big Island Contract.

(2396) (i) Passing Lane work area is located immediately

downstream of the Big Island contract work area. The

work area includes: Reaves Point Channel, Lower Midnight Channel, Upper Midnight Channel, Lilliput

Channel, and part of Keg Island Channel. Downstream

end of Passing Lane work area is the intersection of

Horseshoe Shoal Channel and Reaves Point Channel

(mile 7.7, at about Cape Fear River Channel Lighted

Buoy 27 (LL 30550/39945)). Upstream end of the Passing Lane work area is approximately 2,230 feet upstream of intersection of Upper Lilliput Channel and

keg Island Channel (mile 16.2, approximately 1,320

feet downstream of Cape Fear River Channel Lighted

Buoy 46 (LL 30765) and approximately 2,300 feet upstream of Cape Fear River Channel Lighted Buoy 44

(LL 30750)).

(2397) (ii) Anchorage Basin work area is located immediately upstream of the Big Island contract work area.

The work area includes: Part of Lower Brunswick

Channel, Fourth East Jetty Channel, Between Channel,

and Anchorage Basin Channel. Downstream end of Anchorage Basin work area is approximately 2,680 feet

upstream of intersection of Upper Big Island Channel

and Lower Brunswick Channel (mile 18.7, approximately 1,620 feet upstream of Cape Fear River Channel

Lighted Buoy 56 (LL 30830) and approximately 590 feet

downstream of the CP&L overhead power line crossing). Upstream end of Anchorage Basin work area is the

Cape Fear Memorial Bridge (mile 23.6).

(2398) (5) Northeast Cape Fear River. The downstream

end of the work area is the Cape Fear Memorial Bridge

(mile 23.6). Upstream end of the work area (approximately mile 26.7) is on the Northeast Cape Fear River

and is approximately 700 feet upstream of the turning

basin located opposite Koch Sulfur Products Co. and

approximately 90 feet downstream of the submerged

gas pipeline crossing.

(2399) (f) Regulations. (1) Blasting, drilling, and dredging

operations raise many safety issues for vessels

transiting the RNA. All mariners are reminded to exercise caution while transiting or operating in the RNA.

(2400) (2) Active work areas, control vessels, and blast

sites will be identified via Broadcast Notices to Mariners or Local Notices to Mariners. The Local Notice to

Mariners is available on-line at www.navcen.uscg.

gov/lnm/d5/. Control vessels shall monitor channel 16

VHF–FM.

(2401) (3) The following requirements apply to all vessels.

(2402) (i) All vessels shall inform themselves of the active

work areas prior to entering the RNA.

(2403) (ii) All vessels shall contact and receive permission

from the control vessel for that work area before entering the active work area.

(2404) (iii) All vessels transiting an active work area shall

do so at no wake speed or the minimum speed necessary to maintain steerage.

(2405) (iv) During blasting operations all vessels are prohibited from entering an area of 500 yards surrounding

the blast site. Upon notification of a misfire or hangfire,

all vessels underway in the RNA shall proceed to clear

the active work area in which the misfire or hangfire

occurred.

(2406) (4) Vessels over 300 gross tons and tugs with tows

are required to contact the COTP 12 hours before vessel movement within the RNA.

(2407) (5) Vessels meeting the notice of arrival requirement under 33 CFR 160.207 are encouraged to notify

the COTP at least 48-hours before the vessel enters the

RNA to facilitate scheduling and minimize delays. Updates are encouraged at least 12 hours before arriving

at the RNA boundaries. The COTP may delay entry into

the RNA to accommodate other commercial traffic.

(2408) (6) Vessels of 300 gross tons or greater shall be prohibited from entering the RNA when they are advised

that a misfire or hangfire has occurred.

(2409) (7) For any vessel with another vessel/barge in tow

transiting an active work area, the hawser or wire

148 ■ Chapter 2 ■ Volume 4
length of the tow shall not exceed 275 feet, measured

from the towing bit on the tug to the point where the

hawser or wire connects with the towed vessel or barge.

(2410) (8) Vessels of 300 gross tons or greater and tugs

with tows, shall, prior to entering the RNA, ensure that

they have sufficient propulsion and directional control

to safely navigate the RNA under the prevailing conditions.

(2411) (9) Vessels of 300 gross tons or greater and tugs

with tows are prohibited from meeting or overtaking

vessels of 300 gross tons or greater or tugs with tows in

active work areas or within one nautical mile of an active work area.

(2412) (10) The Captain of the Port, Wilmington may,

upon written request, authorize a deviation from any

regulation in this section if it is found that the proposed operations can be done safely. An application for

deviation must be received not less than 48 hours before intended operation and must state the need and

describe the proposal.

Subpart F–Specific Regulated Navigation

Areas and Limited Access Areas

§165.701 Vicinity, Kennedy Space Center, Merritt

Island, Florida–security zone.

(2413) (a) The water, land, and land and water within the

following boundaries are a security zone—The perimeter of the Cape Canaveral Barge Canal and the Banana

River at 28o24'33"N., 80o39'48"W.; then due west along

the northern shoreline of the barge canal for 1,300

yards; then due north to 28o28'42"N., 80o40'30"W., on

Merritt Island. From this position, the line proceeds irregularly to the eastern shoreline of the Indian River to

a position 1,300 yards south of the NASA Causeway at

28o30'54"N., 80o43'42"W. (the line from the barge canal

to the eastern shoreline of the Indian River is marked

by a three-strand barbed-wire fence); then north along

the shoreline of the Indian River to the NASA Causeway

at 28o31'30"N., 80o43'48"W. The line continues west on

the southern shoreline of the NASA Causeway to NASA

Gate 3 (permanent), then north to the northern shoreline of the NASA Causeway and east on the northern

shoreline of the causeway back to the shoreline on

Merritt Island at position 28o31'36"N., 80o43'42"W.;

then northwest along the shoreline to 28o41'01.2"N.,

80o47'10.2"W. (Blackpoint); then due north to channel

marker #6 on the Intracoastal Waterway (ICW), then

northeast along the southern edge of the ICW to the

western entrance to the Haulover Canal. From this

point, the line continues northeast along the southern

edge of the Haulover Canal to the eastern entrance to

the canal; then due east to a point in the Atlantic Ocean

3 miles offshore at 28o44'42"N., 80o37'51"W.; then

south along a line 3 miles from the coast to Wreck Buoy

“WR6”, then to Port Canaveral Channel Lighted Buoy

10, then west along the northern edge of the Port

Canaveral Channel to the northeast corner of the intersection of the Cape Canaveral Barge Canal and the ICW

in the Banana River at 28o24'36"N., 80o38'42"W. The

line continues north along the east side of the

Intracoastal Waterway to daymarker “35” thence North

Westerly one quarter of a mile south of NASA Causeway

East (Orsino Causeway) to the shoreline on Merritt Island at position 28o30.95'N., 80o37.6'W., then south

along the shoreline to the starting point.

(2414) (b) The area described in paragraph (a) of this section is closed to all vessels and persons, except those

vessels and persons authorized by the Commander,

Seventh Coast Guard District, or the COTP Jacksonville, Florida, whenever space vehicles are to be

launched by the United States Government from Cape

Canaveral.

(2415) (c) COTP Jacksonville, Florida, closes the security

zone, or specific portions of it, by means of locally promulgated notices. The closing of the area is signified by

the display of a red ball from a 90-foot pole near the

shoreline at approximately 28o35'00"N., 80o34'36"W.,

and from a 90-foot pole near the shoreline at approximately 28o25'18"N., 80o35'00"W. Appropriate Local Notices to Mariners will also be broadcast on 2670 kHz.

§165.705 Port Canaveral Harbor, Cape Canaveral,

Florida.

(2416) (a) Security Zone A-East (TRIDENT) Basin, Port

Canaveral Harbor, at Cape Canaveral Air Force Station,

Brevard County, Florida. All waters of the East Basin

north of latitude 28o24'36"N.

(2417) (b) Security Zone B-Middle Basin, Port Canaveral

Harbor, adjacent to the Navy wharf at Cape Canaveral

Air Force Station, Brevard County, Florida. The waters

of Port Canaveral Harbor within a line circumscribing

the water approaches to the Navy wharf along the

northeasterly edge of the Port Canaveral Harbor turning basin at a distance of 200 feet from all portions of

the wharf including the dolphins located 200 feet off

the northwest end and 75 feet of the southeast end of

the wharf.

(2418) (c) Entrance into these zones by vessels other than

vessels owned or leased by the United States is prohibited without permission of the Captain of the Port,

Jacksonville, Florida.

(2419) (d) The general regulations governing security

zones contained in 33 CFR 165.33 apply.

Navigation Regulations ■ Chapter 2 ■ 149
§165.708 Safety/Security Zone; Charleston Harbor

and Cooper River, Charleston, SC.

(2420) (a) Regulated area. The following boundaries are

established as a safety and security zone during specified conditions:

(2421) (1) All waters 200 yards ahead and astern and 100

yards to each side of a vessel transporting nuclear materials while the vessel transits from Charleston Harbor Entrance Buoy “C” (LLNR 1885, position 32-39.6N,

079-40.9W) to the Charleston Naval Weapons Station

(position 32-55.4N, 079-56.0W) on the Cooper River.

All coordinates referenced use datum: NAD 1983.

(2422) (2) All waters within 100 yards of the vessel described in paragraph (a)(1) of this section while the vessel is conducting cargo operations at the Charleston

Naval Weapons Station.

(2423) (b) Captain of the Port Charleston will announce

the activation of the safety/security zones described in

paragraph (a) of this section by Broadcast Notice to

Mariners. The general regulations governing safety and

security zones contained in §§165.23 and 165.33 apply.

§165.709 Security Zone; Charleston Harbor,

Cooper River, South Carolina.

(2424) (a) Regulated area. The Coast Guard is establishing

a fixed security zone on all waters of the Cooper River,

bank-to-bank and surface to bottom, from the Don Holt

I-526 Bridge to the intersection of Foster Creek at a

line on 32 degrees 58 minutes North Latitude.

(2425) (b) Enforcement period. This section will be enforced when security assets are on scene and Marine

Safety Office Charleston has notified the maritime

community that an Enforcement Period is in effect.

Marine Safety Office Charleston will notify the maritime community by broadcast notice to mariners on

VHF Marine Band Radio, Channel 16 (156.8 MHz), or

Marine Safety Information Bulletins, or actual notice

from on scene security assets enforcing the security

zone.

(2426) (c) Regulations. During enforcement of the security zone described in paragraph (a) of this section, vessels or persons are prohibited from entering,

transiting, mooring, anchoring, or loitering within the

security zone unless authorized by the Captain of the

Port Charleston, South Carolina or his or her

designated representative.

(2427) (1) Persons desiring to transit the Regulated Area

may contact the Captain of the Port via VHF-FM channel 16 or by telephone at (843) 720-3240 and request

permission to transit the security zone.

(2428) (2) If permission to transit the security zone is

granted, all persons and vessels must comply with the

instructions of the Captain of the Port or his or her designated representative.

§165.714 Regulated Navigation Area: Atlantic

Ocean, Charleston, SC.

(2429) (a) Location. The following area is a Regulated Navigation Area: A trapezoid at the water surface, and the

entire water column from surface to seabed inclusive of

the vessel, bounded by the following four coordinates:

Western boundary 32o42'56"N 79o47'34"W

Southern boundary 32o42'32"N 79o46'42"W

Eastern boundary 32o43'26"N 79o45'27"W

Northern boundary 32o43'56"N 79o46'08"W

(2430) (NAD 83)

(2431) (b) Regulations. In accordance with the general

regulations in §165.23 of this part, all vessels and persons are prohibited from anchoring, diving, laying cable or conducting salvage operations in this zone

except as authorized by the Captain of the Port.

§165.720 Safety/Security Zone: St. Johns River,

Jacksonville, FL.

(2432) (a) Location. The water and the land within the following boundaries are established as a safety and security zone during specified conditions:

(2433) (1) All waters within 200 yards of Blount Island,

Jacksonville, Florida and all adjacent land within 100

yards of the island shoreline during staging of Department of Defense equipment and during the loading/unloading of military supply vessels.

(2434) (2) All waters within 200 yards of “any” waterfront

facility at which a laden military vessel is located and all

land at the facility, including docks and piers, within

100 yards of the St. Johns River.

(2435) (3) All waters within 200 yards of any specified military supply vessel during its transit of the St. Johns

River and out to three (3) nautical miles offshore.

(2436) (b) Regulations. (1) For public notice, the zone described in paragraph (a)(1) of this section is effective

beginning 11 December 1990 and will remain in force

until cancelled by the Captain of the Port Jacksonville,

Florida.

(2437) (2) The COTP Jacksonville may activate, as necessary, any portion of the safety/security zone described

in paragraphs (a)(2) and (a)(3) of this section by means

of locally promulgated broadcast notice to mariners.

Once implemented, neither overtaking nor meeting

situations will be allowed during specified vessel transits.

(2438) (3) In accordance with the general regulations governing safety and security zones contained in 33 CFR

165.23 and 165.33 of this part, entry into any portion of

150 ■ Chapter 2 ■ Volume 4
the described zone is prohibited unless authorized by

the Captain of the Port Jacksonville, Florida.

(2439) (4) This regulation does not apply to authorized

law enforcement agencies operating within the safety/security zone.

§165.722 Security Zone: St.Johns River,Jacksonville,

Florida.

(2440) (a) Location. The water located within the following area is established as a security zone: beginning at

the shoreline of the St. Johns River at the northernmost property line of Naval Air Station Jacksonville

next to Timuquana Country Club, at

(2441) 30o14'39.5"N., 81o40'45"W.; thence northeasterly to

(2442) 30o14'42"N., 81o40'42"W.; thence south remaining

400 feet from the shoreline at mean high water; thence

past Piney Point and Black Point to the northern edge

of Mulberry Cover Manatee refuge, 400 feet from Naval

Air Station Jacksonville boat ramp, at

(2443) 30o13'00"N., 81o40'23.5"W.; thence southwesterly

in a straight line to position

(2444) 30o12'14"N., 81o40'42"W.; thence southerly, remaining 400' seaward of the mean high water shoreline

to

(2445) 30o11'40"N., 81o41'15.5"W.; thence northwest to

the point at the end of the property line of Naval Air

Station Jacksonville just north of the Buckman Bridge

at position

(2446) 30o11'42.30"N., 81o41'23.66"W.; thence northeasterly along the mean high water shoreline of the St.

Johns River and Mulberry Cove to the point of beginning. Datum: NAD 83

(2447) (b) In accordance with the general regulations in

§165.33 of this part, no person or vessel may enter or

remain in the zone without the permission of the Captain of the Port Jacksonville, Florida. All other portions

of §165.33 remain applicable.

(2448) (c) This regulation does not apply to Coast Guard

vessels and authorized law enforcement vessels operating within the Security Zone.

§165.726 Regulated Navigation Areas; Miami

River, Miami, Florida.

(2449) (a) Location. The following are Regulated Navigation Areas:

(2450) (1) All the waters of the Miami River, Miami,

Florida, from the Brickell Avenue Bridge, in approximate position 25o46.19'N., 80o11.4'W., inland to the

South Florida Water Management District's salinity

dam in approximate position 25o48.4'N., 80o15.6'W.

(2451) (2) The Tamiami Canal from its intersection with

the Miami River in approximate position 25o47.7'N.,

80o14.7'W. to the N.W. 37th Avenue bridge in

approximate position 25o48.5'N., 80o15.5'W. All coordinates referenced use datum: NAD 83.

(2452) (b) Regulations. The restrictions in this paragraph

apply to vessels operating within the regulated navigation areas in paragraph (a) of this section unless authorized to deviate by the Captain of the Port, Miami,

Florida, or a Coast Guard commissioned, warrant, or

petty officer designated by him.

(2453) (1) All rafted vessels (inboard and outboard) must

be properly moored in accordance with applicable municipal laws and regulations.

(2454) (2) At no time shall any vessels be rafted more than

two abreast.

(2455) (3) Neither single nor rafted vessels shall extend

greater than 54 feet into the main river (measured

from the dock) without permission of the Captain of

the Port.

(2456) (4) A minimum channel width of 65 feet shall be

maintained at all times on the Miami River from the

Brickell Avenue Bridge west to the Tamiami Canal. A

minimum channel width of 45 feet shall be maintained

at all times on the Miami River west of the junction of

the Miami River and the Tamiami Canal to the South

Florida Water Management District’s salinity dam, as

well as on the Tamiami Canal from its mouth to the

N.W. 37th Avenue Bridge.

(2457) (5) All moored and rafted vessels shall provide safe

access from the shore.

(2458) (6) All moored and rafted vessels shall provide clear

and ready access for land-based firefighters to safely

and quickly reach outboard rafted vessels.

(2459) (7) No vessels shall moor or raft in any manner as

to impede safe passage of another vessel to any of the

tributaries of the Miami River.

(2460) (8) Nothing in these regulations shall prohibit the

U.S. Army Corps of Engineers from requiring the relocation or movement of vessels in a declared flood emergency.

(2461) (c) Enforcement. Violations of these regulated navigation areas should be reported to the Captain of the

Port, Miami. Persons in violation of these regulations

will be subject to civil penalty under §165.13(b) of this

part.

§165.728 Jacksonville, Florida–Safety Zones.

(2462) (a) The water, land, and land and water within the

following boundaries are established as Safety Zones

during the specified conditions:

(2463) (1) Zone A: 200 yards in all directions around any

specified Maritime Prepositioned Ship as it transits between the St. Johns River entrance sea buoy (STJ) and

its berth inside the Mayport Basin (Ribault Bay),

Mayport, Florida. The prescribed safety zone will also

Navigation Regulations ■ Chapter 2 ■ 151
be in effect as the vessel transits to its berth at Blount

Island Marine Terminal, Jacksonville, Florida.

(2464) (2) Zone B: 100 yards in all directions on land and

200 yards on water from the eastern end of Transit Shed

#2 to the east shore of Alligator Creek at Blount Island

Terminal, Jacksonville, Florida.

(2465) (3) Zone C: 100 yards in all directions on land from

Gate berth #1 and all waters within the Back River (locally known as the Gate Slip) on Blount Island, Jacksonville, Florida, commencing from a line drawn

between the southwesterly most shore point

30o23'34"N., 81o30'52"W. and the southeasterly most

shore point 30o23'38"N., 81o30'36"W.

(2466) (b) The areas described in paragraph (a) of this section may be closed to all vessels and persons, except

those vessels and persons authorized by the Commander,

Seventh Coast Guard District or the Captain of the

Port, Jacksonville, Florida, whenever specified Maritime Prepositioned Ships are transiting the St. Johns

River (Zone A), moored at Blount Island (Zone B), or

moored at Gate Terminal (Zone C).

(2467) (c) The general regulations governing safety zones

contained in 33 CFR 165.23 apply.

(2468) (d) The Captain of the Port Jacksonville, Florida

will activate the safety zones or specific portions of

them by issuing a local broadcast notice to mariners.

The closing of the area at Blount Island, described

above, will be signified by the display of a rotating yellow light located on the waterfront at Blount Island

Marine Terminal or at the Gate Terminal Berth #1.

§165.729 Jacksonville Harbor, Florida-Security

Zone.

(2469) (a) The water, land, and land and water within the

following boundaries are established as Security Zones

during the specified conditions:

(2470) (1) Zone A: 200 yards in all directions around any

specified Maritime Prepositioned Ship as it transits between the St. Johns River entrance sea buoy (STJ) and

its berth inside the Mayport Naval Basin (Ribault Bay),

Mayport, Florida. The prescribed security zone will also

be in effect as the vessel transits to its berth at Blount

Island Marine Terminal, Jacksonville, Florida.

(2471) (2) Zone B: 100 yards in all directions on land and

200 yards on water from the eastern end of Transit Shed

#2 to the east shore of Alligator Creek at Blount Island

Terminal, Jacksonville, Florida.

(2472) (3) Zone C: 100 yards in all directions on land from

Gate berth #1 and all waters within the Back River (locally known as the Gate Slip) on Blount Island, Jacksonville, Florida, commencing from a line drawn

between the southwesterly most shore point

30o23'34"N., 81o30'52"W. and the southeasterly most

shore point 30o23'38"N., 81o30'36"W.

(2473) (b) The areas described in paragraph (a) of this section may be closed to all vessels and persons, except

those vessels and persons authorized by the Commander, Seventh Coast Guard District or the Captain of

the Port, Jacksonville, Florida, whenever specified Maritime Prepositioned Ships are transiting the St. Johns

River (Zone A), moored at Blount Island (Zone B), or

moored at Gate Terminal (Zone C).

(2474) (c) The general regulations governing safety zones

contained in 33 CFR 165.23 apply.

(2475) (d) The Captain of the Port Jacksonville, Florida

will activate the safety zones or specific portions of

them by issuing a local broadcast notice to mariners.

The closing of the area at Blount Island, described

above, will be signified by the display of a rotating yellow light located on the waterfront at Blount Island

Marine Terminal or at the Gate Terminal Berth #1.

§165.730 Kings Bay, GA-Regulated navigation area.

(2476) Vessels transiting in the water bounded by the line

connecting the following points must travel no faster

than needed for steerageway:

(2477) 30o48'00.0"N., 081o29'24.0"W.

(2478) 30o46'19.5"N., 081o29'17.0"W.

(2479) 30o47'35.0"N., 081o30'16.5"W. and thence to the

point of beginning.

§165.731 Safety/Security Zone; Cumberland

Sound, Georgia and St. Marys River Entrance

Channel.

(2480) (a) Location. A permanent safety/security zone is

established within the following coordinates, the area

enclosed by a line starting at

(2481) 30o44'55"N., 81o29'39"W.; thence to

(2482) 30o44'55"N., 81o29'18"W.; thence to

(2483) 30o46'35"N., 81o29'18"W.; thence to

(2484) 30o47'02"N., 81o29'34"W.; thence to

(2485) 30o47'21"N., 81o29'39"W.; thence to

(2486) 30o48'00"N., 81o29'42"W.; thence to

(2487) 30o49'07"N., 81o29'56"W.; thence to

(2488) 30o49'55"N., 81o30'35"W.; thence to

(2489) 30o50'15"N., 81o31'08"W.; thence to

(2490) 30o50'14"N., 81o31'30"W.; thence to

(2491) 30o49'58"N., 81o31'45"W.; thence to

(2492) 30o49'58"N., 81o32'03"W.; thence to

(2493) 30o50'12"N., 81o32'17"W.; thence following the

land based perimeter boundary to the point of origin.

(2494) (b) A temporary safety/security zone, when activated by the Captain of the Port, Jacksonville, Florida,

encompasses all waters and land from bank to bank

within Cumberland Sound and the St. Marys Entrance

Channel: the northern extent of this zone starts at the

southern tip of Crab Island; lighted buoy number “1” at

the mouth of the Amelia River demarks the southern

152 ■ Chapter 2 ■ Volume 4
Navigation Regulations ■ Chapter 2 ■ 153

boundary; daymarker number “2” at the mouth of the

St. Marys River indicates the western boundary; and

the eastern boundary extends out to three (3) nautical

miles in the Atlantic Ocean, with the zone also encompassing the waters within 1,000 yards of the entrance

channel east of the jetties.

(2495) (c) Regulations. (1) The Captain of the Port, Jacksonville, Florida will activate the temporary safety/security zone described in paragraph (b) of this section by

issuing a local broadcast notice to mariners.

(2496) (2) All persons and vessels in the vicinity of the

safety/security zone shall immediately obey any direction or order of the Captain of the Port, Jacksonville,

Florida.

(2497) (3) The general regulations governing safety and

security zones contained in 33 CFR 165.23 and .33 apply. No person or vessel may enter or remain within the

designed zones without the permission of the Captain

of the Port, Jacksonville, Florida.

(2498) (4) This regulation does not apply to persons or

vessels operating under the authority of the United

States Navy nor to authorized law enforcement agencies.

§165.749 Security Zone: Escorted Vessels,

Savannah, Georgia, Captain of the Port Zone.

(2499) (a) Definitions. The following definitions apply to

this section:

(2500) COTP means Captain of the Port Savannah, GA.

(2501) Designated representatives means Coast Guard Patrol Commanders including Coast Guard coxswains,

petty officers and other officers operating Coast Guard

vessels, and Federal, State, and local officers designated

by or assisting the COTP, in the enforcement of the

security zone.

(2502) Escorted vessel means a vessel, other than a large

U.S. naval as defined in 33 CFR 165.2015, that is accompanied by one or more Coast Guard assets or other

Federal, State, or local law enforcement agency assets

clearly identifiable by lights, vessels markings, or with

agency insignia as listed below:

(2503) (1) Coast Guard surface or air asset displaying the

Coast Guard insignia.

(2504) (2) State and/or local law enforcement asset displaying the applicable agency markings and/or equipment associated with the agency.

(2505) (3) When escorted vessels are moored, dayboards

or other visual indications such as lights or buoys may

be used. In all cases, broadcast notice to mariners will

be issued to advise mariners of these restrictions.

(2506) Minimum safe speed means the speed at which a

vessel proceeds when it is fully off plane, completely

settled in the water and not creating excessive wake.

Due to the different speeds at which vessels of different

sizes and configurations may travel while in compliance with this definition, no specific speed is assigned

to minimum safe speed. In no instance should minimum safe speed be interpreted as a speed less than that

required for a particular vessel to maintain

steerageway. A vessel is not proceeding at minimum

safe speed if it is:

(2507) (1) On a plane;

(2508) (2) In the process of coming up onto or coming off

a plane; or

(2509) (3) Creating an excessive wake.

(2510) (4) Regulated Area. All navigable waters, as defined

in 33 CFR 2.36, within the Captain of the Port Zone, Savannah, Georgia 33 CFR 3.35-15.

(2511) (c) Security Zone. A 300-yard security zone is established around each escorted vessel within the regulated area described in paragraph (b) of this section.

This is a moving security zone when the escorted vessel

is in transit and becomes a fixed zone when the escorted vessel anchored or moored. A security zone will

not extend beyond the boundary of the regulated area

in this section.

(2512) (d) Regulations. (1) The general regulations for security zones contained in §165.33 of this part apply to

this section.

(2513) (2) A vessel may request the permission of the

COTP Savannah or a designated representative to enter

the security zone described in paragraph (c) of this section. If permitted to enter the security zone, a vessel

must proceed at the minimum safe speed and must

comply with the orders of the COTP or a designated

representative. No vessel or person may enter the inner

50-yard portion of the security zone closed to the

vessel.

(2514) (e) Notice of Security Zone. The COTP will inform

the public of the existence or status of the security zone

around escorted vessels in the regulated area by Broadcast Notice to Mariners. Coast Guard assets or other

Federal, State or local law enforcement agency assets

will be clearly identified by lights, vessels markings, or

with agency insignia. When escorted vessels are

moored, dayboards or other visual indications such as

lights or buoys may be used.

(2515) (f) Contact Information. The COTP Savannah may

be reached via phone at 912-652-4353. Any on scene

Coast Guard or designated representative assets may be

reached via VHF-FM channel 16.

§165.751 Security Zone: LNG mooring slip,

Savannah River, Savannah, Georgia.

(2516) (a) Security Zone. The following area is a security

zone: All the waters from surface to bottom of the

northeastern most mooring dolphin located at approximately 32o05.01' North, 080o59.38' West, to the
southeastern most mooring dolphin located at approximately 32o04.79' North, 080o59.35' West, and continues west along the North and South shoreline of the

mooring slip to the shoreline of the right descending

bank of the Savannah River. All marine traffic is prohibited from entering this zone unless authorized by the

Captain of the Port (COTP).

(2517) (b) Applicability. This section applies to all vessels

including naval and other public vessels, except vessels

that are engaged in the following operations:

(2518) (1) Law enforcement, security, or search and rescue;

(2519) (2) Servicing aids to navigation;

(2520) (3) Surveying, maintenance, or improvement of

waters in the security zone; or

(2521) (4) Actively engaged in escort, maneuvering, or

support duties for an LNG tankship.

(2522) (c) Regulations. In accordance with the general

regulations in §165.33 of this part, entry into or movement within this zone is prohibited unless authorized

by the Captain of the Port Savannah or vessels engaged

in activities defined in paragraph (b).

(2523) (d) Reporting of Violations. Violations of this section should be reported to the Captain of the Port, Savannah, at (912) 652-4353.

§165.756 Regulated Navigation Area; Savannah

River, Georgia.

(2524) (a) Regulated Navigation Area (RNA). The Savannah River between Fort Jackson (32o04.93'N.,

081o02.19'W.) and the Savannah River Channel Entrance Sea Buoy is a regulated navigation area when an

LNG tankship in excess of heel is transiting the area or

moored at the LNG facility. All coordinates are North

American Datum 1983.

(2525) (b) Definitions. The following definitions apply to

this section:

(2526) Bare steerage way means the minimum speed necessary for a ship to maintain control over its heading.

(2527) Bollard pull means an industry standard used for

rating tug capabilities and is the pulling force imparted

by the tug to the towline. It means the power that an escort tug can apply to its working line(s) when operating

in a direct mode.

(2528) Direct mode means a towing technique defined as a

method of operation by which a towing vessel generates towline forces by thrust alone at an angle equal to

or nearly equal to the towline, or thrust forces applied

directly to the escorted vessel’s hull.

(2529) Fire Wire means a length of wire rope or chain

hung from the bow and stern of a vessel in port to allow

the vessel to be towed away from the pier in case of fire;

also called fire warp or emergency towing wire.

(2530) Heel means the minimum quantity of liquefied

natural gas (LNG) retained in an LNG tankship after

unloading at the LNG facility to maintain temperature,

pressure, and/or prudent operations. A quantity of LNG

less than five percent (5%) of the LNG tankship's carrying capacity shall be presumed to be heel.

(2531) Indirect mode means a towing technique defined

as a method of operation by which an escorting towing

vessel generates towline forces by a combination of

thrust and hydrodynamic forces resulting from a presentation of the underwater body of the towing vessel

at an oblique angle to the towline. This method increases the resultant bollard pull, thereby arresting

and controlling the motion of an escorted vessel.

(2532) LNG tankship means a vessel as described in 46

CFR 154.

(2533) Made-up means physically attached by cable, towline, or other secure means in such a way as to be immediately ready to exert force on a vessel being

escorted.

(2534) Make-up means the act of, or preparations for becoming made-up.

(2535) Operator means the person who owns, operates, or

is responsible for the operation of a facility or vessel.

(2536) Savannah River Channel Entrance Sea Buoy

means the aid to navigation labeled R W “T” Mo (A)

WHIS on the National Oceanic and Atmospheric Administration's (NOAA) Nautical Chart 11512.

(2537) Standby means readily available at the facility and

equipped to provide a ready means of assistance to

maintain a safe zone around LNG tankships, provide

emergency firefighting assistance, and aid the LNG

tankship in the event of an emergency departure.

(2538) Underway means that a vessel is not at anchor, not

made fast to the shore, or not aground.

(2539) (c) Applicability. This section applies to all vessels

operating within the RNA, including naval and other

public vessels, except vessels that are engaged in the

following operations:

(2540) (1) Law enforcement, security, or search and rescue;

(2541) (2) Servicing aids to navigation;

(2542) (3) Surveying, maintenance, or improvement of

waters in the RNA; or

(2543) (4) Actively engaged in escort, maneuvering, or

support duties for an LNG tankship.

(2544) (d) Regulations—(1) Requirements for vessel operations while a LNG tankship, carrying LNG in excess of

heel, is underway within the RNA. (i) Except for a vessel

that is moored at a marina, wharf, or pier, and remains

moored, no vessel 1,600 gross tons or greater may

come within two nautical miles of a LNG tankship, carrying LNG in excess of heel, which is underway within

the Savannah River shipping channel without the permission of the Captain of the Port (COTP).

154 ■ Chapter 2 ■ Volume 4
(2545) (ii) All vessels less than 1,600 gross tons shall keep

clear of transiting LNG tankships.

(2546) (iii) The owner, master, or operator of a vessel carrying liquefied natural gas (LNG) shall:

(2547) (A) Comply with the notice requirements of 33 CFR

part 160. The COTP may delay the vessel's entry into

the RNA to accommodate other commercial traffic.

(2548) (B) Obtain permission from the COTP before commencing the transit into the RNA.

(2549) (C) Not enter or get underway within the RNA if

visibility during the transit is not sufficient to safely

navigate the channel, and/or wind speed is, or is expected to be, greater than 25 knots.

(2550) (D) While transiting the RNA, the LNG tankship,

carrying LNG in excess of heel, shall have a minimum

of two escort towing vessels with a minimum of

100,000 pounds of bollard pull, 4,000 horsepower and

capable of safely operating in the indirect mode. At

least one of the towing vessels shall be FiFi Class 1

equipped.

(2551) (2) Requirements while an LNG tankship is

moored outside of the LNG facility slip. (i) An LNG

tankship moored outside of the LNG facility slip shall

have on-scene a minimum of two escort towing vessels

each with a minimum of 100,000 pounds of bollard

pull, 4,000 horsepower and capable of safely operating

in the indirect mode in order to escort transiting vessels 1,600 gross tons or greater past the moored LNG

tankship. At least one of these towing vessels shall be

FiFi Class 1 equipped.

(2552) (ii) In addition to the two towing vessels required

by paragraph (d)(2)(i) of this section, the LNG tankship

moored outside of the slip shall have at least one

standby towing vessel with a minimum of 90,000

pounds of bollard pull to take appropriate actions in an

emergency as directed by the LNG vessel bridge watch

required in paragraph (d)(5) of this section.

(2553) (3) Requirements while LNG tankships are moored

inside the LNG facility slip. (i) An LNG tankship

moored inside the LNG facility slip shall have two

standby towing vessels with a minimum capacity of

100,000 pounds of bollard pull, 4,000 horsepower, and

the ability to operate safely in the indirect mode. At

least one of these towing vessels shall be FiFi Class 1

equipped. The standby towing vessels shall take appropriate action in an emergency as directed by the LNG

vessel bridge watch required in paragraph (d)(5) of this

section.

(2554) (ii) If two LNG tankships are moored inside the

LNG facility slip, each vessel shall provide a standby

towing vessel that is FiFi class 1 equipped with a minimum capacity of 100,000 pounds of bollard pull and

4,000 horsepower that is available to assist as directed

by the LNG vessel bridge watch required in paragraph

(d)(5) of this section.

(2555) (4) Requirements while LNG tankships are moored

both inside the LNG facility slip and outside the LNG

facility slip. (i) When one LNG tankship is moored inside and one LNG tankship is moored outside of the

LNG facility slip, the LNG tankship moored outside of

the LNG facility slip shall have on-scene a minimum of

two escort towing vessels each with a minimum of

100,000 pounds of bollard pull, 4,000 horsepower and

capable of safely operating in the indirect mode in order to escort transiting vessels 1,600 gross tons or

greater past the moored LNG tankship. At least one of

these towing vessels shall be FiFi Class 1 equipped. In

addition, the LNG tankship moored inside of the slip

shall have at least one standby towing vessel with a

minimum of 100,000 pounds of bollard pull, 4,000

horsepower and FiFi Class 1 equipped to take appropriate actions in an emergency as directed by the LNG vessel bridge watch required in paragraph (d)(5) of this

section.

(2556) (ii) When one LNG tankship is moored outside and

two LNG tankships are moored inside the LNG facility

slip, the LNG tankship moored outside of the LNG facility slip shall have on-scene a minimum of two escort

towing vessels each with a minimum of 100,000

pounds of bollard pull, 4,000 horsepower and capable of

safely operating in the indirect mode in order to escort

transiting vessels 1,600 gross tons or greater past the

moored LNG tankship. At least one of these towing vessels shall be FiFi Class 1 equipped. In addition, the LNG

tankships moored inside of the slip shall have at least

one standby towing vessel between the two ships with a

minimum of 100,000 pounds of bollard pull, 4,000

horsepower and FiFi Class 1 equipped to take appropriate actions in an emergency as directed by the LNG vessel bridge watch required in paragraph (d)(5) of this

section.

(2557) (iii) In the event of an actual emergency, escort

towing vessels can be utilized as stand-by towing vessels to take appropriate actions as directed by the LNG

vessel bridge watch required in paragraph (d)(5) of this

section.

(2558) (5) Requirements for moored LNG tankships. (i)

While moored within the RNA, each LNG tankship

shall maintain a bridge watch consisting of a docking

pilot or licensed deck officer who shall monitor all vessels transiting past the LNG facility. In addition, the

LNG Bridge Watch shall communicate with the pilots

of vessels greater than 1600 gross tons at the points

identified in section (d)(6)(iii) of this section prior to

passing the LNG facility in order to take actions of the

towing vessel(s) required in paragraphs (d)(2) through

(4) of this section.

Navigation Regulations ■ Chapter 2 ■ 155
(2559) (ii) While moored within the RNA, LNG tankships

shall have emergency towing wires (fire wires) positioned one meter above the waterline, both on the

off-shore bow and quarter of the ship. LNG vessels

equipped with waterline bollards are exempt from this

requirement.

(2560) (6) Requirements for other vessels while within the

RNA. (i) Transiting vessels 1,600 gross tons or greater,

when passing an LNG tankship moored outside of the

LNG facility slip, shall have a minimum of two towing

vessels with a minimum capacity of 100,000 pounds of

bollard pull, 4,000 horsepower, and the ability to operate safely in the indirect mode, made-up in such a way

as to be immediately available to arrest and control the

motion of an escorted vessel in the event of steering,

propulsion or other casualty. At least one of the towing

vessels shall be FiFi Class 1 equipped. While it is anticipated that vessels will utilize the towing vessel services

required in paragraphs (d)(2)(i) and (d)(4)(i) of this

section, this section does not preclude escorted vessel

operators from providing their own towing vessel

escorts, provided they meet the requirements of this

part.

(2561) (A) Outbound vessels shall be made-up and escorted from Bight Channel Light 46 until the vessel is

safely past the LNG dock.

(2562) (B) Inbound vessels shall be made-up and escorted

from Elba Island Light 37 until the vessel is safely past

the LNG dock.

(2563) (ii) The requirements in paragraph (d)(6)(i) of this

section do not apply when one or more LNG tankships

are moored in the LNG facility slip and no LNG

tankship is moored at the pier outside of the LNG facility slip.

(2564) (iii) Vessels 1,600 gross tons or greater shall make a

broadcast on channel 13 at the following points on the

Savannah River:

(2565) (A) Buoy “33” in the vicinity of Fields Cut for inbound vessels;

(2566) (B) Buoy “53” in the vicinity of Fort Jackson for

outbound vessels.

(2567) (iv) Vessels 1,600 gross tons or greater shall at a

minimum, transit at bare steerageway when within an

area 1,000 yards on either side of the LNG facility slip to

minimize potential wake or surge damage to the LNG

facility and vessel(s) within the slip.

(2568) (v) Vessels 1,600 gross tons or greater shall not

meet nor overtake within an area 1,000 yards on either

side of the LNG facility slip when an LNG tankship is

present within the slip.

(2569) (vi) All vessels less than 1,600 gross tons shall not

approach within 70 yards of an LNG tankship, carrying

LNG in excess of heel, without the permission of the

Captain of the Port.

(2570) (vii) Except for vessels involved in those operations

noted in paragraph (c) of this section entitled Applicability, no vessel shall enter the LNG facility slip at any

time without the permission of the Captain of the Port.

(2571) (e) Waivers. (1) The COTP may waive any requirement in this section, if the COTP finds that it is in the

best interest of safety or in the interest of national security. Such waivers may be verbal or in writing.

(2572) (2) An application for a waiver of these requirements must state the compelling need for the waiver

and describe the proposed operation and methods by

which adequate levels of safety are to be obtained.

(2573) (f) Enforcement. Violations of this section should

be reported to the Captain of the Port, Savannah, at

(912) 652–4353. In accordance with the general regulations in §165.13 of this part, no person may cause or

authorize the operation of a vessel in the regulated navigation area contrary to the provisions of this section.

§165.759 Security Zones; Ports of Jacksonville,

Fernandina, and Canaveral, Florida.

(2574) (a) Regulated area. Moving security zones are established 100 yards around all tank vessels, cruise

ships, and military pre-positioned ships during transits

entering or departing the ports of Jacksonville,

Fernandina, and Canaveral, Florida. These moving security zones are activated when the subject vessels pass

the St. Johns River Sea Buoy, at approximate position

30o23'35"N., 81o19'08"W., when entering the port of

Jacksonville, or pass Port Canaveral Channel Entrance

Buoys #3 or #4, at respective approximate positions

28o22.7'N., 80o31.8'W., and 28o23.7'N., 80o29.2'W.,

when entering Port Canaveral. Fixed security zones are

established 100 yards around all tank vessels, cruise

ships, and military pre-positioned ships docked in the

Ports of Jacksonville, Fernandina, and Canaveral,

Florida.

(2575) (b) Regulations. In accordance with the general

regulations §165.33 of this part, entry into these zones

is prohibited except as authorized by the Captain of the

Port, or a Coast Guard commissioned, warrant, or petty

officer designated by him. The Captain of the Port will

notify the public of any changes in the status of this

zone by Marine Safety Radio Broadcast on VHF Marine

Band Radio, Channel 22 (157.1 MHz).

(2576) (c) Definition. As used in this section: cruise ship

means a passenger vessel, except for a ferry, greater

than 100 feet in length that is authorized to carry more

than 12 passengers for hire.

(2577) (d) Authority. In addition to 33 U.S.C. 1231 and 50

U.S.C. 191, the authority for this section includes 33

U.S.C. 1226.

156 ■ Chapter 2 ■ Volume 4
§165.761 Security Zones; Port of Palm Beach, Port

Everglades, Port of Miami, and Port of Key West,

Florida.

(2578) (a) Location. The following areas are security

zones:

(2579) (1) Fixed and moving security zones around vessels in the Ports of Palm Beach, Port Everglades, Miami, and Key West, Florida. Moving security zones are

established 100 yards around all passenger vessels, vessels carrying cargoes of particular hazard, or vessels

carrying liquefied hazardous gas (LHG) as defined in 33

CFR parts 120, 126 and 127 respectively, during transits entering or departing the Ports of Palm Beach, Port

Everglades, Miami or Key West, Florida. These moving

security zones are activated when the subject vessel

passes: “LW” buoy, at approximate position 26o46.3'N.,

080o00.6'W., when entering the Port of Palm Beach,

passes “PE” buoy, at approximate position 26o05.5'N.,

080o04.8'W., when entering Port Everglades; the “M”

buoy , at approximate position 25o46.1'N., 80o05.0'W.,

when entering the Port of Miami; and “KW” buoy, at approximate position 24o27.7'N., 081o48.1'W., when entering the Port of Key West. Fixed security zones are

established 100 yards around all passenger vessels, vessels carrying cargoes of particular hazard or liquefied

hazardous gas (LHG) as defined in 33 CFR parts 120,

126 and 127 respectively, while they are docked in the

Ports of Palm Beach, Port Everglades, Miami or Key

West, Florida.

(2580) (2) Fixed security zone in the Port of Miami,

Florida. A fixed security zone encompasses all waters

between Watson Park and Star Island on the MacArthur

Causeway south to the Port of Miami. The western

boundary is formed by an imaginary line from points

25o46.79'N., 080o10.90'W., to 25o46.77'N., 080o10.92'W

to 25o46.88'N., 080o10.84'W., and ending on Watson

Park at 25o47.00'N., 080o10.67'W. The eastern boundary is formed by an imaginary line from the traffic light

located at Bridge road, in approximate position

25o46.33'N., 080o09.12'W., which leads to Star Island,

and MacArthur Causeway directly extending across the

Main Channel to the Port of Miami, at 25o46.26'N.,

080o09.18'W. The fixed security zone is activated when

two or more passenger vessels, vessels carrying cargoes

of particular hazard, or vessels carrying liquefied hazardous gas (LHG) as defined in 33 CFR 120, 126 and

127 respectively, enter or moor within this zone.

(2581) (i) Vessels may be allowed to transit the Main Channel when only one passenger vessel or vessel carrying

cargoes of particular hazard are berthed, by staying on

the north side of the law enforcement boats and cruise

ship tenders, which will mark a transit lane in channel.

(2582) (ii) When passenger vessels are not berthed on the

Main Channel, navigation will be unrestricted. Law

enforcement vessels can be contacted on VHF Marine

Band Radio, Channel 16 (156.8 MHz).

(2583) (3) Fixed security zones in the Port Everglades. A

fixed security zone encompasses all waters west of an

imaginary line starting at the northern most point

26o05.98'N., 080o07.15'W., near the west side of the

17th Street Causeway Bridge, to the southern most

point 26o05.41'N., 080o06.96'W., on the northern tip of

pier 22. An additional fixed security zone encompasses

the Intracoastal Waterway between a line connecting

point 26o05.41'N., 080o06.97'W., on the northern tip of

berth 22 and a point directly east across the Intracoastal Waterway to 26o05.41'N., 080o06.74'W.; and a

line drawn from the corner of Port Everglades berth 29

at point 26o04.72'N., 080o06.92'W. easterly across the

Intracoastal Waterway to John U. Lloyd Beach, State

Recreational Area at point 26o04.72'N., 080o06.81'W.

(2584) (i) Vessels may be allowed to transit the Intracoastal Waterway when passenger vessels or vessels

carrying cargoes of particular hazard are berthed, by

staying east of the law enforcement vessels and cruise

ship tenders, which will mark a transit lane in the

Intracoastal Waterway.

(2585) (ii) Periodically, vessels may be required to temporarily hold their positions while large commercial traffic operates in this area. Vessels in this security zone

must follow the orders of the COTP or his designated

representative, who may be embarked in law enforcement or other vessels on scene. When passenger vessels

are not berthed on the Intracoastal Waterway, navigation will be unrestricted. Law enforcement vessels can

be contacted on VHF Marine Band Radio, Channel 16

(156.8 MHz).

(2586) (b) Regulations. (1) Prior to commencing the

movement, the person directing the movement of a

passenger vessel, a vessel carrying cargoes of particular

hazard or a vessel carrying liquefied hazardous gas

(LHG) as as defined in Title 33, Code of Federal Regulations parts 120, 126 and 127 respectively, is encouraged

to make a security broadcast on VHF Marine Band Radio, Channel 13 (156.65 MHz) to advise mariners of the

moving security zone activation and intended transit.

(2587) (2) In accordance with the general regulations

§165.33 of this part, entry into those zones is prohibited except as authorized by the Captain of the Port Miami or his designated representative. Other vessels

such as pilot boats, cruise ship tenders, tug boats and

contracted security vessels may assist the Coast Guard

Captain of the Port under the direction of his designated representative by monitoring these zones strictly

to advise mariners of the restrictions. The Captain of

the Port will notify the public via Marine Safety Radio

Broadcast on VHF Marine Band Radio, Channel 16

Navigation Regulations ■ Chapter 2 ■ 157
(156.8 MHz) when the security zones are being enforced.

(2588) (3) Persons desiring to enter or transit the area of

the security zone may contact the Captain of the Port at

(305) 535-8701 or on VHF Marine Band Radio, Channel

16 (156.8 MHz) to seek permission to transit the area. If

permission is granted, all persons and vessels must

comply with the instructions of the Captain of the Port

or his or her designated representative.

(2589) (4) The Captain of the Port Miami may waive any of

the requirements of this subpart for any vessel upon

finding that the vessel or class of vessel, operational

conditions, or other circumstances are such that application of this subpart is unnecessary or impractical for

the purpose of port security, safety or environmental

safety.

(2590) (c) Definition. As used in this section, cruise ship

means a passenger vessel greater than 100 feet in

length and over 100 gross tons that is authorized to

carry more than 12 passengers for hire making voyages

lasting more than 24 hours, except for a ferry.

(2591) (d) Authority. In addition to 33 U.S.C. 1231 and 50

U.S.C. 191, the authority for this section includes 33

U.S.C. 1226.

§165.765 Regulated Navigation Area; Port

Everglades Harbor, Fort Lauderdale, Florida.

(2592) (a) Location. The following area in Port Everglades

harbor is a regulated navigation area; all waters of Port

Everglades harbor, from shore to shore, encompassed

by a line commencing at the south mid-point tip of

Harbor Heights approximately 26o05.67'N., 080o06.684'W.;

thence south across Bar Cut to a point north of the

Nova University Marina approximately 26o05.552'N.,

80o06.682'W., thence southwesterly to a point near the

center of Lake Mabel approximately 26o05.482'N.,

080o06.793'W., thence northwesterly to a point near the

Quick Flashing Red #12 approximately 26o05.666'N.,

080o06.947'W., thence east to south mid-point tip of Harbor Heights (starting point) approximately 26o05.687'N.,

080o06.684'W.

(2593) (b) Regulations. Vessels less than 150 meters entering and transiting through the regulated navigation

area shall proceed at a slow speed. Nothing in this section alleviates vessels or operators from complying

with all state and local laws in the area including manatee slow speed zones. Nor should anything in this section be construed as conflicting with the requirement

to operate at safe speed under the Inland Navigation

Rules, 33 U.S.C. 2001 et seq.

(2594) (c) Definition. As used in this section, slow speed

means the speed at which a vessel proceeds when it is

fully off plane, completely settled in the water and not

creating excessive wake. Due to the different speeds at

which vessels of different sizes and configurations may

travel while in compliance with this definition, no specific speed is assigned to slow speed. A vessel is not proceeding at slow speed if it is;

(2595) (1) On a plane;

(2596) (2) In the process of coming up on or coming off of

plane; or

(2597) (3) Creating an excessive wake.

§165.777 Security Zone; West Basin, Port

Canaveral Harbor, Cape Canaveral, Florida.

(2598) (a) Regulated area. The following area is a security

zone: All waters of the West Basin of Port Canaveral

Harbor northwest of an imaginary line between two

points: 28°24'57.88"N., 80°37'25.69"W. to 28°24'37.48"N.,

80°37'34.03"W.

(2599) (b) Requirement. (1) This security zone will be activated 4 hours prior to the scheduled arrival of a cruise

ship at the West Basin of Port Canaveral Harbor during

MARSEC Levels 2 and 3 or when the COTP determines

there is a specified credible threat during MARSEC

Level 1. This security zone will not be deactivated until

the departure of all cruise ships from the West Basin.

The zone is subject to enforcement when it is activated.

(2600) (2) Under general security zone regulations of 33

CFR 165.33, no vessel or person may enter or navigate

within the regulated area unless specifically authorized

by the COTP or the COTP's designated representative.

Any person or vessel authorized to enter the security

zone must operate in strict conformance with any direction given by the COTP or a designated representative and leave the security zone immediately if so

ordered.

(2601) (3) The public will be notified when the security

zone is activated by the display of a red ball on a 50-foot

pole located at the east end of Cruise Ship terminal 10.

This red ball will be lowered when the security zone is

deactivated. To ensure boaters are given sufficient

knowledge of the security zone, the Coast Guard will

continuously broadcast the activations of the zone and

law enforcement vessels will be on scene to inform

boaters that the zone has been activated. Vessels encroaching on the security zone will be issued a Public

Notice which clearly states the location of the security

zone and the times it will be enforced. This will be the

boater's first warning prior to enforcement action

being taken.

(2602) (c) Definitions. The following definition applies to

this section:

(2603) Designated representative means Coast Guard Patrol Commanders including Coast Guard coxswains,

petty officers and other officers operating Coast Guard

vessels, and federal, state, and local law enforcement

158 ■ Chapter 2 ■ Volume 4
officers designated by or assisting the COTP in the enforcement of the security zone.

(2604) (d) Captain of the Port Contact Information. If you

have any questions about this regulation, please contact the Sector Command Center at (904) 564-7513.

(2605) (e) Enforcement periods. This section will only be

subject to enforcement when the security zone described in paragraph (a) is activated as specified in

paragraph (b) (1) of this section.

Subpart G-Protection of Naval Vessels

§165.2010 Purpose.

(2606) This subpart establishes the geographic parameters of naval vessel protection zones surrounding U.S.

naval vessels in the navigable waters of the United

States. This subpart also establishes when the U.S.

Navy will take enforcement action in accordance with

the statutory guideline of 14 U.S.C. 91. Nothing in the

rules and regulations contained in this subpart shall

relieve any vessel, including U.S. naval vessels, from

the observance of the Navigation Rules. The rules and

regulations contained in this subpart supplement, but

do not replace or supercede, any other regulation pertaining to the safety or security of U.S. naval vessels.

§165.2015 Definitions.

(2607) The following definitions apply to this subpart:

(2608) Atlantic Area means that area described in 33 CFR

3.04–1 Atlantic Area.

(2609) Large U.S. naval vessel means any U.S. naval vessel

greater than 100 feet in length overall.

(2610) Naval defensive sea area means those areas described in 32 CFR part 761.

(2611) Naval vessel protection zone is a 500-yard regulated area of water surrounding large U.S. naval vessels

that is necessary to provide for the safety or security of

these U.S. naval vessels.

(2612) Navigable waters of the United States means those

waters defined as such in 33 CFR part 2.

(2613) Navigation rules means the Navigation Rules, International-Inland.

(2614) Official patrol means those personnel designated

and supervised by a senior naval officer present in command and tasked to monitor a naval vessel protection

zone, permit entry into the zone, give legally enforceable

orders to persons or vessels within the zone, and take

other actions authorized by the U.S. Navy.

(2615) Pacific Area means that area described in 33 CFR

3.04–3 Pacific Area.

(2616) Restricted area means those areas established by

the Army Corps of Engineers and set out in 33 CFR part

334.

(2617) Senior naval officer present in command is, unless

otherwise designated by competent authority, the senior line officer of the U.S. Navy on active duty, eligible

for command at sea, who is present and in command of

any part of the Department of Navy in the area.

(2618) U.S. naval vessel means any vessel owned, operated, chartered, or leased by the U.S. Navy; any

pre-commissioned vessel under construction for the

U.S. Navy, once launched into the water; and any vessel

under the operational control of the U.S. Navy or a

Combatant Command.

(2619) Vessel means every description of watercraft or

other artificial contrivance used, or capable of being

used, as a means of transportation on water, except U.S.

Coast Guard or U.S. naval vessels.

§165.2020 Enforcement authority.

(2620) (a) Coast Guard. Any Coast Guard commissioned,

warrant or petty officer may enforce the rules and regulations contained in this subpart.

(2621) (b) Senior naval officer present in command. In

the navigable waters of the United States, when immediate action is required and representatives of the Coast

Guard are not present or not present in sufficient force

to exercise effective control in the vicinity of large U.S.

naval vessels, the senior naval officer present in command is responsible for the enforcement of the rules

and regulations contained in this subpart to ensure the

safety and security of all large naval vessels present. In

meeting this responsibility, the senior naval officer

present in command may directly assist any Coast

Guard enforcement personnel who are present.

§165.2025 Atlantic Area.

(2622) (a) This section applies to any vessel or person in

the navigable waters of the United States within the

boundaries of the U.S. Coast Guard Atlantic Area,

which includes the First, Fifth, Seventh, Eighth and

Ninth U.S. Coast Guard Districts.

(2623) Note to §165.2025 paragraph (a): The boundaries

of the U.S. Coast Guard Atlantic Area and the First,

Fifth, Seventh, Eighth and Ninth U.S. Coast Guard Districts are set out in 33 CFR part 3.

(2624) (b) A naval vessel protection zone exists around

U.S. naval vessels greater than 100 feet in length overall at all times in the navigable waters of the United

States, whether the large U.S. naval vessel is underway,

anchored, moored, or within a floating dry dock, except

when the large naval vessel is moored or anchored

within a restricted area or within a naval defensive sea

area.

(2625) (c) The Navigation Rules shall apply at all times

within a naval vessel protection zone.

Navigation Regulations ■ Chapter 2 ■ 159
(2626) (d) When within a naval vessel protection zone, all

vessels shall operate at the minimum speed necessary

to maintain a safe course, unless required to maintain

speed by the Navigation Rules, and shall proceed as directed by the Coast Guard, the senior naval officer present in command, or the official patrol. When within a

naval vessel protection zone, no vessel or person is allowed within 100 yards of a large U.S. naval vessel unless authorized by the Coast Guard, the senior naval

officer present in command, or official patrol.

(2627) (e) To request authorization to operate within 100

yards of a large U.S. naval vessel, contact the Coast

Guard, the senior naval officer present in command, or

the official patrol on VHF-FM channel 16.

(2628) (f) When conditions permit, the Coast Guard, senior naval officer present in command, or the official

patrol should:

(2629) (1) Give advance notice on VHF-FM channel 16 of

all large U.S. naval vessel movements;

(2630) (2) Permit vessels constrained by their navigational draft or restricted in their ability to maneuver to

pass within 100 yards of a large U.S. naval vessel in order to ensure a safe passage in accordance with the

Navigation Rules; and

(2631) (3) Permit commercial vessels anchored in a designated anchorage area to remain at anchor when within

100 yards of passing large U.S. naval vessels; and

(2632) (4) Permit vessels that must transit via a navigable

channel or waterway to pass within 100 yards of a

moored or anchored large U.S. naval vessel with minimal delay consistent with security.

(2633) Note to §165.2025 paragraph (f): The listed actions are discretionary and do not create any additional

right to appeal or otherwise dispute a decision of the

Coast Guard, the senior naval officer present in command, or the official patrol.

Part 169—Ship Reporting Systems

Subpart A–General

§169.1 What is the purpose of this part?

(2634) This subpart prescribes the requirements for mandatory ship reporting systems. Ship reporting systems

are used to provide, gather, or exchange information

through radio reports. The information is used to provide data for many purposes including, but not limited

to: navigation safety, maritime security and domain

awareness, environmental protection, vessel traffic

services, search and rescue, weather forecasting and

prevention of marine pollution.

§169.5 How are terms used in this part defined?

(2635) As used in this part–

(2636) Administration means the Government of the

State whose flag the ship is entitled to fly.

(2637) Cargo ship means any ship which is not a passenger ship.

(2638) Flag Administration means the Government of a

State whose flag the ship is entitled to fly.

(2639) Gross tonnage means tonnage as defined under the

International Convention on Tonnage Measurement of

Ships, 1969 (Incorporated by reference, see §169.15).

(2640) Gross tons means vessel tonnage measured in accordance with the method utilized by the flag state administration of that vessel.

(2641) High speed craft means a craft that is operable on

or above the water and is capable of a maximum speed

equal to or exceeding V=3.7xdispl1667, where “V” is the

maximum speed and “displ” is the vessel displacement

corresponding to the design waterline in cubic meters.

(2642) High speed passenger craft means a high speed

craft carrying more than 12 passengers.

(2643) International voyage means a voyage from a country to which the present International Convention for

the Safety of Life at Sea (SOLAS), 1974 applies to a port

outside such country, or conversely. For U.S. ships,

such voyages will be considered to originate at a port in

the United States, regardless of when the voyage actually began. Such voyages for U.S. ships will continue

until the ship returns to the United States from its last

foreign port.

(2644) Long range identification and tracking (LRIT) information or position report means report containing

the following information:

(2645) (1) The identity of the ship;

(2646) (2) The position of the ship (latitude and longitude); and

(2647) (3) The date and time of the position provided.

(2648) LRIT Data Center means a center established by a

SOLAS Contracting Government or a group of Contracting Governments, or in the case of International

Data Center, by IMO, to request, receive, process, and

archive LRIT information. An LRIT Data Center may be

National, Regional, Co-operative or International.

(2649) Mandatory ship reporting system means a ship reporting system that requires the participation of specified vessels or classes of vessels, and that is established

by a government or governments after adoption of a

proposed system by the International Maritime Organization (IMO) as complying with all requirements of

regulation V/8–1 of the International Convention for

the Safety of Life at Sea, 1974, as amended (SOLAS), except paragraph (e) thereof.

160 ■ Chapter 2 ■ Volume 4
(2650) Mobile offshore drilling unit means a self-propelled

vessel capable of engaging in drilling operations for the

exploration or exploitation of subsea resources.

(2651) Passenger ship means a ship that carries more than

12 passengers.

(2652) Self-propelled ships means ships propelled by mechanical means.

(2653) Shore-based authority means the government appointed office or offices that will receive the reports

made by ships entering each of the mandatary ship reporting systems. The office or offices will be responsible for the management and coordination of the

system, interaction with participating ships, and the

safe and effective operation of the system. Such an authority may or may not be an authority in charge of a

vessel traffic service.

(2654) United States means the States of the United

States, the District of Columbia, Guam, Puerto Rico,

the Virgin Islands, American Samoa, the Northern

Mariana Islands, and any other territory or possession

of the United States.

§169.10 What geographic coordinates are used?

(2655) Geographic coordinates expressed in terms of latitude or longitude, or both, are not intended for plotting

on maps or charts where the referenced horizontal datum is the North American Datum of 1983 (NAD 83),

unless such geographic coordinates are expressly labeled NAD 83. Geographic coordinates without the

NAD 83 reference may be plotted on maps or charts referenced to NAD 83 only after application of the appropriate corrections that are published on the particular

map or chart being used.

§169.15 Incorporation by reference: Where can I

get a copy of the publications mentioned in this

part?

(2656) (a) Certain material is incorporated by reference

into this part with the approval of the Director of the

Federal Register under 5 U.S.C. 552(a) and 1 CFR part

51. To enforce any edition other than that specified in

this section, the Coast Guard must publish notice of

change in the Federal Register and the material must

be available to the public. All approved material is available for inspection at the National Archives and Records Administration (NARA). For information on the

availability of this material at NARA, call 202-741-6030

or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

Also, it is available for inspection at the Coast Guard,

Office of Navigation Systems (CG-54132), 2100 Second

Street, SW., Washington, DC 20593-0001, and is available from the sources indicated in this section.

(2657) (b) International Electrotechnical Commission

(IEC) Bureau Central de la Commission Electrotechnique Internationale, 3 rue de Varembé, P.O. Box 131,

1211 Geneva 20, Switzerland.

(2658) (1) IEC 60945, Fourth edition 2002-08, Maritime

navigation and radiocommunication equipment and

systems–General requirements–Methods of testing

and required test results, incorporation by reference

approved for §169.215.

(2659) (2) [Reserved]

(2660) (c) International Maritime Organization (IMO), 4

Albert Embankment, London SE1 7SR, U.K.

(2661) (1) IMO Resolution MSC.202(81), adopted on May

19, 2006, Adoption of Amendments to the International

Convention for the Safety of Life at Sea, 1974, as

Amended, incorporation by reference approved for

§160.240.

(2662) (2) IMO Resolution MSC. 210(81), adopted on May

19, 2006, Performance Standards and Functional Requirements for the Long-Range Identification and

Tracking of Ships, incorporation by reference approved

for §§169.215 and 169.240.

(2663) (3) IMO Resolution MSC.254(83), adopted on October 12, 2007, Adoption of Amendments to the Performance Standards and Functional Requirements for the

Long-Range Identification and Tracking of Ships, incorporation by reference approved for §§169.215 and

169.240.

(2664) (4) IMO Resolution A.694(17), adopted on November 6, 1991, General Requirements for Shipborne Radio Equipment Forming Part of the Global Maritime

Distress and Safety System (GMDSS) and for Electronic Navigational Aids, incorporation by reference

approved for §165.215.

(2665) (5) International Convention on Tonnage Measurement of Ships, 1969, incorporation by reference approved for §169.5.

Subpart B–Establishment of Two Mandatory

Ship Reporting Systems for the Protection of

Northern Right Whales

§169.100 What mandatory ship reporting systems

are established by this subpart?

(2666) This subpart prescribes requirements for the establishment and maintenance of two mandatory ship reporting systems for the protection of the endangered

northern right whale (also known as the North Atlantic

right whale). These two systems are designated for certain areas of the East Coast of the United States. One

system is located in the northeast and is identified as

WHALESNORTH. The other system is located in the

southeast and is identified as WHALESSOUTH.

Navigation Regulations ■ Chapter 2 ■ 161
(2667) Note: 50 CFR 224.103(c) contains requirements

and procedures concerning northern right whale approach limitations and avoidance procedures.

§169.102 Who is the shore-based authority?

(2668) The U.S. Coast Guard is the shore-based authority

for these mandatory ship reporting systems.

§169.105 Where is the northeastern reporting

system located?

(2669) Geographical boundaries of the northeastern area

include the waters of Cape Cod Bay, Massachusetts Bay,

and the Great South Channel east and southeast of

Massachusetts. The coordinates (NAD 83) of the area

are as follows: from a point on Cape Ann, Massachusetts at

(2670) 42o39'N., 70o37'W.; then northeast to

(2671) 42o45'N., 70o13'W.; then southeast to

(2672) 42o10'N., 68o31'W.; then south to

(2673) 41o00'N., 68o31'W.; then west to

(2674) 41o00'N., 69o17'W.; then northwest to

(2675) 42o05'N., 70o02'W.; then west to

(2676) 42o04'N., 70o10'W.; and then along the Massachusetts shoreline of Cape Cod Bay and Massachusetts Bay

back to the point on Cape Ann at

(2677) 42o39'N., 70o37'W.

§169.110 When is the northeastern reporting

system in effect?

(2678) The mandatory ship reporting system in the northeastern United States operates year-round.

§169.115 Where is the southeastern reporting

system located?

(2679) Geographical boundaries of the southeastern area

include coastal waters within about 25 nautical miles

(45 kilometers) along a 90-nautical mile (170-kilometer) stretch of the Atlantic seaboard in Florida and

Georgia. The area coordinates (NAD 83) extends from

the shoreline east to longitude 80o51.6'W with the

southern and northern boundaries at latitude 30o00'N

and 31o27'N., respectively.

§169.120 When is the southeastern reporting

system in effect?

(2680) The mandatory ship reporting system in the southeastern United States operates during the period beginning on November 15 each year through April 16 of the

following year.

§169.125 What classes of ships are required to

make reports?

(2681) Each self-propelled ship of 300 gross tons or

greater must participate in the reporting systems,

except government ships exempted from reporting by

regulation V/8–1(c) of SOLAS. However, exempt ships

are encouraged to participate in the reporting systems.

§169.130 When are ships required to make reports?

(2682) Participating ships must report to the shore-based

authority upon entering the area covered by a reporting system. Additional reports are not necessary for

movements made within a system or for ships exiting a

system.

§169.135 How must the reports be made?

(2683) (a) A ship equipped with INMARSAT C must report

in IM0 standard format as provided in §169.140 in table

169.140.

(2684) (b) A ship not equipped with INMARSAT C must report to the Coast Guard using other means, listed below in order of precedence–

(2685) (1) Narrow band direct printing (SITOR).

(2686) (2) HF voice communication, or

(2687) (3) MF or VHF voice communications.

(2688) (c) SITOR or HF reports made directly to the Coast

Guard's Communications Area Master Station Atlantic

(CAMSLANT) in Chesapeake, VA, or MF or VHF reports

made to Coast Guard activities or groups, should only

be made by ships not equipped with INMARSAT C.

Ships in this category must provide all the required information to the Coast Guard watchstander.

§169.140 What information must be included in

the report?

(2689) Each ship report made to the shore-based authority must follow the standard reporting and format requirements listed in this section in table 169.140.

Current email addresses and telex numbers are published annually in the U.S. Coast Pilot.

Subpart C-Transmission of Long Range

Identification and Tracking Information

§169.200 What is the purpose of this subpart?

(2690) This subpart implements Regulation 19-1 of

SOLAS Chapter V (SOLAS V/19-1) and requires certain

ships engaged on an international voyage to transmit

vessel identification and position information electronically. This requirement enables the Coast Guard to obtain long range identification and tracking (LRIT)

information and thus heightens our overall maritime

domain awareness, enhances our search and rescue operations, and increases our ability to detect anomalies

and deter transportation security incidents.

162 ■ Chapter 2 ■ Volume 4
§169.205 What types of ships are required to

transmit LRIT information (position reports)?

(2691) The following ships, while engaged on an international voyage, are required to transmit position

reports:

(2692) (a) A passenger ship, including high speed passenger craft.

(2693) (b) A cargo ship, including high speed craft, of 300

gross tonnage or more.

(2694) (c) A mobile offshore drilling unit while underway

and not engaged in drilling operations.

§169.210 Where during its international voyage

must a ship transmit position reports?

(2695) The requirements for the transmission of position

reports, imposed by the United States, vary depending

on the relationship of the United States to a ship identified in §169.205.

(2696) (a) Flag State relationship. A U.S. flag ship engaged

on an international voyage must transmit position reports wherever they are located.

(2697) (b) Port State relationship. A foreign flag ship engaged on an international voyage must transmit position reports after the ship has announced its intention

to enter a U.S. port or place under requirements in 33

CFR part 160, subpart C.

(2698) (c) Coastal State relationship. A foreign flag ship

engaged on an international voyage must transmit position reports when the ship is within 1,000 nautical

miles of the baseline of the United States, unless their

Flag Administration, under authority of SOLAS

V/19-1.9.1, has directed them not to do so.

§169.215 How must a ship transmit position

reports?

(2699) A ship must transmit position reports using Long

Range Identification and Tracking (LRIT) equipment

that has been type-approved by their Administration.

To be type-approved by the Coast Guard, LRIT equipment must meet the requirements of IMO Resolutions

A.694(17), MSC.210(81), and MSC.254(83), and IEC

standard IEC 60945 (Incorporated by reference, see

§169.15).

§169.220 When must a ship be fitted with LRIT

equipment?

(2700) A ship identified in §169.205 must be equipped

with LRIT equipment–

(2701) (a) Before getting underway, if the ship is constructed on or after December 31, 2008.

(2702) (b) By the first survey of the radio installation after

December 31, 2008, if the ship is–

(2703) (1) Constructed before December 31, 2008, and

(2704) (2) Operates within–

(2705) (i) One hundred (100) nautical miles of the United

States baseline, or

(2706) (ii) Range of an Inmarsat geostationary satellite, or

other Application Service Provider recognized by the

Administration, with continuous alerting is available.

(2707) (c) By the first survey of the radio installation after

July 1, 2009, if the ship is–

(2708) (1) Constructed before December 31, 2008, and

(2709) (2) Operates within the area or range specified in

paragraph (b)(2) of this section as well as outside the

range of an Inmarsat geostationary satellite with which

continuous alerting is available. While operating in the

area or range specified in paragraph (b)(2) of this section, however, a ship must install LRIT equipment by

the first survey of the radio installation after December

31, 2008.

§169.225 Which Application Service Providers

may a ship use?

(2710) A ship may use an application Service Provider

(ASP) recognized by its administration. Some Communication Service Providers may also serve as an ASP.

§169.230 How often must a ship transmit position

reports?

(2711) A ship's LRIT equipment must transmit position

reports at 6-hour intervals unless a more frequent interval is requested remotely by an LRIT Data Center.

§169.235 What exemptions are there from reporting?

(2712) A ship is exempt from this subpart if it is–

(2713) (a) Fitted with an operating automatic identification system (AIS), under 33 CFR 164.46, and operates

only within 20 nautical miles of the United States

baseline,

(2714) (b) A warship, naval auxiliaries or other ship owned

or operated by a SOLAS Contracting Government and

used only on Government non-commercial service, or

(2715) (c) A ship solely navigating the Great Lakes of

North America and their connecting and tributary waters as far east as the lower exit of the St. Lambert Lock

at Montreal in the Province of Quebec, Canada.

§169.240 When may LRIT equipment be switched

off?

(2716) A ship engaged on an international voyage may

switch off its LRIT equipment only when it is permitted

by its Flag Administration, in circumstances detailed in

SOLAS V/19–1.7, or in paragraph 4.4.1, of resolution

MSC.210(81), as amended by resolution MSC.254(83)

(Incorporated by reference, see §169.15).

Navigation Regulations ■ Chapter 2 ■ 163
§169.245 What must a ship master do if LRIT

equipment is switched off or fails to operate?

(2717) (a) If a ship's LRIT equipment is switched off or

fails to operate, the ship's master must inform his or

her Flag Administration without undue delay.

(2718) (b) The master must also make an entry in the

ship's logbook that states–

(2719) (1) His or her reason for switching the LRIT equipment off, or an entry that the equipment has failed to

operate, and

(2720) (2) The period during which the LRIT equipment

was switched off or non-operational.

(2721) Note to §169.245: for U.S. vessels, the U.S. Coast

Guard serves as the Flag Administration for purposes of

this section. All LRIT notifications for the U.S. Flag administration, in addition to requests or questions

about LRIT, should be communicated to the U.S. Coast

Guard by e-mail addressed to LRIT@uscg.mil.

Part 207–Navigation Regulations

§207.160 All waterways tributary to the Atlantic

Ocean south of Chesapeake Bay and all waterways

tributary to the Gulf of Mexico east and south of

St. Marks, FL; use, administration, and navigation.

(2722) (a) Description. This section applies to the following:

(2723) (1) Waterways. All navigable waters of the United

States, natural or artificial, including bays, lakes,

sounds, rivers, creeks, intracoastal waterways, as well

as canals and channels of all types, which are tributary

to or connected by other waterways with the Atlantic

Ocean south of Chesapeake Bay or with the Gulf of

Mexico east and south of St. Marks, Florida.

(2724) (2) Locks. All Government owned or operated locks

and hurricane gate chambers and appurtenant structures in any of the waterways described in paragraph

(a) (1) of this section.

(2725) (3) United States property. All river and harbor

lands owned by the United States in or along the

164 ■ Chapter 2 ■ Volume 4

TABLE 169.140—REQUIREMENTS FOR SHIP REPORTS

Telegraphy Function Information required

Name of system System identifier Ship reporting system WHALESNORTH or

WHALESSOUTH

M INMARSAT Number Vessel INMARSAT number

A Ship The name, call sign or ship station identity, IMO number, and flag of the vessel.

B Date and time of event A 6-digit group giving day of month (first two digits),

hours and minutes (last four digits).

E True course A 3-digit group indicating true course.

F Speed in knots and tenths of knots A 3-digit group.

H Date, time and point of entry into system

Entry time expressed as in (B) and entry position ex- pressed as–

(1) A 4-digit group giving latitude in degrees and minutes suffixed with N (north) or S (south) and a 5-digit

group giving longitude in degrees and minutes

suffixed with E (east) or W (west); or

(2) True bearing (first 3 digits) and distance (state distance) in nautical miles from a clearly identified landmark (state landmark).

I Destination and expected time of arrival Name of port and date time group expressed as in (B).

L Route information Intended track.
waterways described in paragraph (a) (1) of this section, including lock sites and all structures thereon,

other sites for Government structures and for the accommodation and use of employees of the United

States, and rights of way and spoil disposal areas to the

extent of Federal interest therein.

(2726) (4) Vessels and rafts. The term “vessels” as used in

this section includes all floating things moved over

these waterways other than rafts.

(2727) (b) Authority of District Engineers. The use, administration, and navigation of these waterways, Federal locks and hurricane gate chambers shall be under

the direction of the officers of the Corps of Engineers,

United States Army, detailed in charge of the respective

sections, and their authorized assistants. The cities in

which the U.S. District Engineers are located are as follows:

(2728) U.S. District Engineer, Norfolk, Virginia.

(2729) U.S. District Engineer, Wilmington, North Carolina.

(2730) U.S. District Engineer, Charleston, South Carolina.

(2731) U.S. District Engineer, Savannah, Georgia.

(2732) U.S. District Engineer, Jacksonville, Florida.

(2733) (c) [Reserved].

(2734) (d) Bridges. (For regulations governing the operation of bridges, see 33 CFR 117.1, 117.240, and 117.245.)

(2735) (e) Locks–(1) Authority of Lockmasters

(2736) (i) Locks Staffed with Government Personnel. The

provisions of this subparagraph apply to all waterways

in this Section except for the segment of the Atlantic

Intracoastal Waterway identified in (e)(1)(ii). The lockmaster shall be charged with the immediate control

and management of the lock, and of the area set aside as

the lock area, including the lock approach channels.

He/she shall see that all laws, rules and regulations for

the use of the lock and lock area are duly complied

with, to which end he/she is authorized to give all necessary orders and directions in accordance therewith,

both to employees of the Government and to any and

every person within the limits of the lock and lock area,

whether navigating the lock or not. No one shall cause

any movement of any vessel, boat, or other floating

thing in the lock or approaches except by or under the

direction of the lockmaster or his/her assistants.

(2737) (ii) Locks Staffed with Contract Personnel. The provisions of this subparagraph apply to the segment of the

Atlantic Intracoastal Waterway comprising the

Albemarle and Chesapeake Canal and the Dismal Swamp

Canal including Great Bridge Lock, Chesapeake, Virginia; Deep Creek Lock, Chesapeake, Virginia; and South

Mills Lock, North Carolina. Contract personnel shall

give all necessary orders and directions for operation of

the locks. No one shall cause any movement of any vessel, boat or other floating thing in the locks or approaches except by or under the direction of the contract

lock operator. All duties and responsibilities of the

lockmaster set forth in this Section shall be performed

by the contract lock operator except that the responsibility for enforcing all laws, rules and regulations shall

be vested in a government employee designated by the

Norfolk District Engineer. The District Engineer will notify waterway users and the general public through appropriate notices and media concerning the location

and identity of the designated government employee.

(2738) (2) Signals. Vessels desiring lockage in either direction shall give notice to the lockmaster at not more

than three-quarters of a mile nor less than one-quarter

of a mile from the lock, by two long and two short blasts

of a whistle. When the lock is available, a green light,

semaphore or flag will be displayed; when not available,

a red light, semaphore or flag will be displayed. No vessels or rafts shall approach within 300 feet of any lock

entrance unless signalled to do so by the lockmaster.

(2739) (3) Precedence at locks. (i) The vessel arriving first

at a lock shall be first to lock through; but precedence

shall be given to vessels belonging to the United States

and to commercial vessels in the order named. Arrival

posts or markers may be established ashore above or

below the locks. Vessels arriving at or opposite such

posts or markers will be considered as having arrived at

the locks within the meaning of this paragraph.

(2740) (ii) The lockage of pleasure boats, house boats or

like craft shall be expedited by locking them through

with commercial craft (other than barges carrying petroleum products or highly hazardous materials) in order to utilize the capacity of the lock to its maximum.

If, after the arrival of such craft, no separate or combined lockage can be accomplished within a reasonable

time not to exceed the time required for three other

lockages, then separate lockage shall be made.

(2741) (4) Entrance to and exit from locks. No vessel or

raft shall enter or leave the locks before being signalled

to do so. While waiting their turns, vessels or rafts must

not obstruct traffic and must remain at a safe distance

from the lock. They shall take position in rear of any

vessels or rafts that may precede them, and there arrange the tow for locking in sections if necessary. Masters and pilots of vessels or in charge of rafts shall cause

no undue delay in entering or leaving the lock, and will

be held to a strict accountability that the approaches

are not at any time unnecessarily obstructed by parts of

a tow awaiting lockage or already passed through. They

shall provide sufficient men to move through the lock

promptly without damage to the structures. Vessels or

tows that fail to enter the locks with reasonable

promptness after being signalled to do so will lose their

turn.

(2742) (5) Lockage of vessels. (i) Vessels must enter and

leave the locks carefully at slow speed, must be

Navigation Regulations ■ Chapter 2 ■ 165
provided with suitable lines and fenders, must always

use fenders to protect the walls and gates, and when

locking at night must be provided with suitable lights

and use them as directed.

(2743) (ii) Vessels which do not draw at least six inches

less than the depth on miter sills or breast walls, or

which have projections or sharp corners liable to damage gates or walls, shall not enter a lock or approaches.

(2744) (iii) No vessel having chains or lines either hanging

over the sides or ends, or dragging on the bottom, for

steering or other purposes, will be permitted to pass a

lock or dam.

(2745) (iv) Power vessels must accompany tows through

the locks when so directed by the lockmaster.

(2746) (v) No vessel whose cargo projects beyond its sides

will be admitted to lockage.

(2747) (vi) Vessels in a sinking condition shall not enter a

lock or approaches.

(2748) (vii) The passing of coal from flats or barges to

steamers while in locks is prohibited.

(2749) (viii) Where special regulations for safeguarding

human life and property are desirable for special situations, the same may be indicated by printed signs, and

in such cases such signs will have the same force as

other regulations in this section.

(2750) (ix) The lockmaster may refuse to lock vessels

which, in his judgment, fail to comply with this paragraph.

(2751) (6) Lockage of rafts. Rafts shall be locked through

in sections as directed by the lockmaster. No raft will be

locked that is not constructed in accordance with the

requirements stated in paragraph (g) of this section.

The party in charge of a raft desiring lockage shall register with the lockmaster immediately upon arriving at

the lock and receive instructions for locking.

(2752) (7) Number of lockages. Tows or rafts locking in

sections will generally be allowed only two consecutive

lockages if one or more single vessels are waiting for

lockage, but may be allowed more in special cases. If

tows or rafts are waiting above and below a lock for

lockage, sections will be locked both ways alternately

whenever practicable. When there are two or more

tows or rafts awaiting lockage in the same direction, no

part of one shall pass the lock until the whole of the one

preceding it shall have passed.

(2753) (8) Mooring. (i) Vessels and rafts when in the lock

shall be moored where directed by the lockmaster by

bow, stern and spring lines to the snubbing posts or

hooks provided for that purpose, and lines shall not be

let go until signal is given for vessel or raft to leave. Tying boats to the lock ladders is prohibited.

(2754) (ii) The mooring of vessels or rafts near the approaches to locks except while waiting for lockage, or at

other places in the pools where such mooring

interferes with general navigation of the waterway is

prohibited.

(2755) (9) Maneuvering locks. The lock gates, valves, and

accessories will be moved only under the direction of

the lockmaster; but if required, all vessels and rafts using the locks must furnish ample help on the lock walls

for handling lines and maneuvering the various parts

of the lock under the direction of the lockmaster.

(2756) (f) [Reserved]

(2757) (g) Rafts, logging. (1) Rafts will be permitted to

navigate a waterway only if properly and securely assembled. The passage of “bag” or “sack” rafts, “dog”

rafts, or of loose logs over any portion of a waterway, is

prohibited. Each section of a raft will be secured within

itself in such a manner as to prevent the sinking of any

log, and so fastened or tied with chains or wire rope

that it cannot be separated or bag out so as to materially change its shape. All dogs, chains and other means

used in assembling rafts shall be in good condition and

of ample size and strength to accomplish their purposes.

(2758) (2) No section of a raft will be permitted to be towed

over any portion of a waterway unless the logs float sufficiently high in the water to make it evident that the

section will not sink en route.

(2759) (3) Frequent inspections will be made by the person in charge of each raft to insure that all fastenings

remain secure, and when any one is found to have loosened, it shall be repaired at once. Should any log or section be lost from a raft, the fact must be promptly

reported to the District Engineer, giving as definitely as

possible the exact point at which the loss occurred. In

all cases the owner of the lost log or section will take

steps immediately to remove the same from the waterway.

(2760) (4) The length and width of rafts shall not exceed

such maximum dimensions as may be prescribed by

the District Engineer.

(2761) (5) All rafts shall carry sufficient men to enable

them to be managed properly, and to keep them from

being an obstruction to other craft using the waterway.

To permit safe passage in a narrow channel rafts will, if

necessary, stop and tie up alongside the bank. Care

must be exercised both in towing and mooring rafts to

avoid the possibility of damage to aids to navigation

maintained by the United States or under its authorization.

(2762) (6) When rafts are left for any reason with no one in

attendance, they must be securely tied at each end and

at as many intermediate points as may be necessary to

keep the timbers from bagging into the stream, and

must be moored so as to conform to the shape of the

bank. Rafts moored to the bank shall have lights at

500-foot intervals along their entire length. Rafts must

166 ■ Chapter 2 ■ Volume 4
not be moored at prominent projections of the bank, or

at critical sections.

(2763) (7) Logs may be stored in certain tributary streams

provided a clear channel at least one-half the width of

the channel be left clear for navigation along the tributary. Such storage spaces must be protected by booms

and, if necessary to maintain an open channel, piling

should also be used. Authority for placing these booms

and piling must be obtained by written permit from the

District Engineer.

(2764) (8) The building, assembling, or breaking up of a

raft in a waterway will be permitted only upon special

authority obtained from the District Engineer, and under such conditions as he may prescribe.

(2765) (h) Dumping of refuse or oil in waterway, obstructions. Attention is invited to the provisions of sections

13 and 20 of the River and Harbor Act of March 3, 1899

(30 Stat. 1152, 1154; 33 U.S.C. 407, 415), and of sections 2, 3, and 4 of the Oil Pollution Act of June 7, 1924

(43 Stat. 604, 605; 33 U.S.C. 432-434), which prohibit

the depositing of any refuse matter in these waterways

or along their banks where liable to be washed into the

waters; authorize the immediate removal or destruction of any sunken vessel, craft, raft, or other similar

obstruction, which stops or endangers navigation; and

prohibit the discharge of oil from vessels into the

coastal navigable waters of the United States.

(2766) (i) Damage. Masters and owners of vessels using

the waterways are responsible for any damage caused

by their operations to canal revetments, lock piers and

walls, bridges, hurricane gate chambers, spillways, or

approaches thereto, or other Government structures,

and for displacing or damaging of buoys, stakes, spars,

range lights or other aids to navigation. Should any

part of a revetment, lock, bridge, hurricane gate chamber, spillway or approach thereto, be damaged, they

shall report the fact, and furnish a clear statement of

how the damage occurred, to the nearest Government

lockmaster or bridge tender, and by mail to the District

Engineer, U.S. Engineer Office in local charge of the

waterway in which the damage occurred. Should any

aid to navigation be damaged, they shall report that fact

immediately to the Superintendent of Lighthouses at

Norfolk, Virginia, if north of New River Inlet, North

Carolina; to the Superintendent of Lighthouses at

Charleston, South Carolina, if between New River Inlet, North Carolina, and St. Lucie Inlet, Florida; to the

Superintendent of Lighthouses at Key West, Florida, if

between St. Lucie Inlet and Suwanee River, Florida;

and to the Superintendent of Lighthouses, New Orleans, Louisiana, if between Suwanee River and St.

Marks, Florida.

(2767) (j) Trespass on property of the United States. Trespass on waterway property or injury to the banks, locks,

bridges, piers, fences, trees, houses, shops or any other

property of the United States pertaining to the waterway, is strictly prohibited. No business, trading or landing of freight or baggage will be allowed on or over

Government piers, bridges, or lock walls.

(2768) (k) Copies of regulations. Copies of the regulations

in this section will be furnished free of charge upon application to the nearest District Engineer.

§207.169 Oklawaha River, navigation lock and

dam at Moss Bluff, Fla.; use, administration and

navigation.

(2769) (a) The owner of or agency controlling the lock

shall not be required to operate the navigation lock except from 7 a.m. to 7 p.m. during the period of February

15 through October 15 each year, and from 8 a.m. to 6

p.m. during the remaining months of the year. During

the above hours and periods the lock shall be opened

upon demand for the passage of vessels. The hours of

operation are based on local time.

(2770) (b) The owner of or agency controlling the lock

shall place signs of such size and description as may be

designated by the District Engineer, U.S. Army Engineer District, Jacksonville, Fla., at each side of the lock

indicating the nature of the regulations of this section.

§207.170 Federal Dam, Oklawaha River, Moss

Bluff, Fla.; pool level.

(2771) (a) The level of the pool shall normally be maintained at elevation 56.5 feet above sea level: Provided,

That the level of the pool may be raised to not exceeding 58.5 feet above sea level at such times as may be authorized in writing by the District Engineer,

Jacksonville, Fla., and subject to such conditions as he

may specify.

(2772) (b) When in the opinion of the District Engineer, an

emergency exists requiring the lowering of the pool

level to an elevation less than 56.5 above sea level either

to safeguard the dikes or to increase the discharge from

Lake Griffin in times of high water, the discharge past

the dam shall be regulated in such manner as he may

direct until he shall declare the emergency passed.

§207.170a Eugene J. Burrell Navigation Lock in

Haines Creek near Lisbon, Florida; use,

administration and navigation.

(2773) (a) The owner of or agency controlling the lock

shall not be required to operate the navigation lock except from 7 a.m. to 12 noon, and from 1 p.m. to 7 p.m.,

during the period of February 15 through October 15

each year; and from 8 a.m. to 12 noon, and from 1 p.m.

to 6 p.m., during the remaining months of each year.

During the above hours and periods the lock shall be

opened upon demand for the passage of vessels.

Navigation Regulations ■ Chapter 2 ■ 167
(2774) (b) The owner of the lock shall place signs, of such

size and description as may be designated by the District Engineer, U.S. Army Engineer District, Jacksonville, Florida, at each side of this lock indicating the

nature of the regulations of this section.

§207.170b Apopka-Beauclair Navigation Lock in

Apopka-Beauclair Canal in Lake County, Florida;

use, administration and navigation.

(2775) (a) The owner of or agency controlling the lock

shall not be required to operate the navigation lock except from 7:00 a.m. to 12:00 noon, and from 1:00 p.m.

to 7:00 p.m., during the period of February 15 through

October 15 each year; and from 8:00 a.m. to 12 noon,

and from 1:00 p.m. to 6:00 p.m., during the remaining

months of each year. During the above hours and periods the lock shall be opened upon demand for the passage of vessels.

(2776) (b) The owner of the lock shall place signs, of such

size and descriptions as may be designated by the District Engineer, U.S. Army Engineer District, Jacksonville, Florida, at each side of this lock indicating the

nature of the regulations.

§207.170c Kissimmee River, navigation locks

between Lake Tohopekaliga and Lake

Okeechobee, Fla.; use, administration and

navigation.

(2777) (a) The owner of or agency controlling the locks

shall be required to open the navigation locks upon

demand for passage of vessels during the following

hours and periods:

(2778) Locks S–61, S–65, and S–65E:

(2779) Monday through Friday, all year; 7:00 a.m. to 6:00

p.m.

(2780) Saturday and Sunday, Mar. 1 through Oct. 31; 5:30

a.m. to 7:30 p.m.

(2781) Saturday and Sunday, Nov. 1 through Feb. 28; 5:30

a.m. to 6:30 p.m.

(2782) Lock S–65A:

(2783) Seven days a week, all year; 8:00 a.m. to 5:00 p.m.

(2784) Locks S–65B, S–65C, and S–65D:

(2785) Monday through Friday, all year; 8:00 a.m. to 5:00

p.m.

(2786) Saturday and Sunday, Mar. 1 through Oct. 31; 5:30

a.m. to 7:30 p.m.

(2787) Saturday and Sunday, Nov. 1 through Feb. 28; 5:30

a.m. to 6:30 p.m.

(2788) (b) The owner of or agency controlling the locks

shall place signs, of such size and description as may be

designated by the District Engineer, U.S. Army Engineer District, Jacksonville, Florida, at each side of the

locks indicating the nature of the regulations of this

section.

§207.170d Taylor Creek, navigation lock (S-193)

across the entrance to Taylor Creek at Lake

Okeechobee, Okeechobee, Fla.; use,

administration and navigation.

(2789) (a) The owner of or agency controlling the lock

shall not be required to operate the navigation lock except from 5:30 a.m. to 8:00 p.m. daily. During the above

hours the lock shall be opened upon demand for the

passage of vessels.

(2790) (b) The owner of the lock shall place signs, of such

size and description as may be designated by the District Engineer, U.S. Army Engineer District, Jacksonville, Florida at each side of this lock indicating the

nature of the regulations of this section.

§207.800 Collection of navigation statistics.

(2791) (a) Definitions. For the purpose of this regulation

the following terms are defined:

(2792) (1) Navigable waters of the United States means

those waters of the United States that are subject to the

ebb and flow of the tide shoreward to the mean high

water mark, and/or are presently used, or have been

used in the past, or may be susceptible to use to transport interstate or foreign commerce. (See 33 CFR part

329 for a more complete definition of this term.)

(2793) (2) Offenses and Violations mean:

(2794) (i) Failure to submit a required report.

(2795) (ii) Failure to provide a timely, accurate, and complete report.

(2796) (iii) Failure to submit monthly listings of idle vessels or vessels in transit.

(2797) (iv) Failure to submit a report required by the

lockmaster or canal operator.

(2798) (3) Leased or chartered vessel means a vessel that

is leased or chartered when the owner relinquishes

control of the vessel through a contractual agreement

with a second party for a specified period of time and/or

for a specified remuneration from the lessee. Commercial movements on an affreightment basis are not considered a lease or charter of a particular vessel.

(2799) (4) Person or entity means an individual, corporation, partnership, or company.

(2800) (5) Timely means vessel and commodity movement

data must be received by the Waterborne Commerce

Statistics Center within 30 days after the close of the

month in which the vessel movement or nonmovement

takes place.

(2801) (6) Commercial vessel means a vessel used in transporting by water, either merchandise or passengers for

compensation or hire, or in the course of business of the

owner, lessee, or operator of the vessel.

(2802) (7) Reporting situation means a vessel movement

by an operator that is required to be reported. Typical

examples are listed in the instructions on the various

168 ■ Chapter 2 ■ Volume 4
Navigation Regulations ■ Chapter 2 ■ 169

ENG Forms. Five typical movements that are required

to be reported by vessel operating companies include

the following examples:

(2803) Company A is the barge owner, and the barge transports corn from Minneapolis, MN to New Orleans, LA,

with fleeting at Cairo, IL.

(2804) (i) Lease/Charter: If Company A leases or charters

the barge to Company B, then Company B is responsible for reporting the movements of the barge until the

lease/charter expires.

(2805) (ii) Interline Movement: A barge is towed from

Minneapolis to Cairo by Company A, and from Cairo to

New Orleans by Company B. Since Company A is the

barge owner, and the barge is not leased. Company A reports the entire movement of the barge with an origin

of Minneapolis and a destination of New Orleans.

(2806) (iii) Vessel Swap/Trade: Company A swaps barge

with Company B to allow Company B to meet a delivery

commitment to New Orleans. Since Company A has not

leased/chartered the barge, Company A is responsible for

filing the report. Company B is responsible for filing the

report on the barge which is traded to Company A. The

swap or trade will not affect the primary responsibility

for reporting the individual vessel movements.

(2807) (iv) Re-Consignment: Barge is reconsigned to Mobile, AL. Company A reports the movements as originating in Minneapolis and terminating in Mobile. The

point from which barge is reconsigned is not reported,

only points of loading and unloading.

(2808) (v) Fleeting: Barge is deposited at a New Orleans

fleeting area by Company A and towed by Company B

from fleeting area to New Orleans area dock for unloading. Company A, as barge owner, reports entire movements from Minneapolis to the unloading dock in New

Orleans. Company B does not report any barge movement.

(2809) (b) Implementation of the waterborne commerce

statistics provisions of the River and Harbor Act of 1922,

as amended by the Water Resources Development Act of

1986 (Pub. L. 99-662), mandates the following.

(2810) (1) Filing Requirements. Except as provided in

paragraph (b)(2) of this section, the person or entity receiving remuneration for the movement of vessels or

for the transportation of goods or passengers on the

navigable waters is responsible for assuring that the activity report of commercial vessels is timely filed.

(2811) (i) For vessels under lease/charter agreements, the

lessee or charterer of any commercial vessel engaged in

commercial transportation will be responsible for the

filing of said reports until the lease/charter expires.

(2812) (ii) The vessel owner, or his designated agent, is always the responsible party for ensuring that all commercial activity of the vessel is timely reported.

(2813) (2) The following Vessel Information Reports are to

be filed with the Army Corps of Engineers, at the address specified on the ENG Form, and are to include:

(2814) (i) Monthly Reports. These reports shall be made

on ENG Forms furnished upon written request of the

vessel operating companies to the Army Corps of Engineers. The forms are available at the following address:

U.S. Army Corps of Engineers, Waterborne Commerce

Statistics Center, Post Office Box 62180, New Orleans,

LA 70161-1280.

(2815) (A) All movements of domestic waterborne commercial vessels shall be reported, including but not

limited to: Dry cargo ship and tanker moves, loaded and

empty barge moves, towboat moves, with or without

barges in tow, fishing vessels, movements of crew boats

and supply boats to offshore locations, tugboat moves

and movements of newly constructed vessels from the

shipyard to the point of delivery.

(2816) (B) Vessels idle during the month must also be reported.

(2817) (C) Notwithstanding the above requirements, the

following waterborne vessel movements need not be

reported:

(2818) (1) Movements of recreational vessels.

(2819) (2) Movements of fire, police, and patrol vessels.

(2820) (3) Movements of vessels exclusively engaged in

construction (e.g., piledrivers and crane barges). Note:

however, that movements of supplies, materials, and

crews to or from the construction site must be timely

reported.

(2821) (4) Movements of dredges to or from the dredging

site. However, vessel movements of dredged material

from the dredging site to the disposal site must be reported.

(2822) (5) Specific movements granted exemption in writing by the Waterborne Commerce Statistics Center.

(2823) (D) ENG Forms 3925 and 3925b shall be completed

and filed by vessel operating companies each month for

all voyages or vessel movements completed during the

month. Vessels that did not complete a move during

the month shall be reported as idle or in transit.

(2824) (E) The vessel operating company may request a

waiver from the Army Corps of Engineers, and upon

written approval by the Waterborne Commerce Center,

the company may be allowed to provide the requisite

information of the above paragraph (D), on computer

printouts, magnetic tape, diskettes, or alternate medium approved by the Center.

(2825) (F) Harbor Maintenance Tax information is required on ENG Form 3925 for cargo movements into or

out of ports that are subject to the provisions of section

1402 of the Water Resources Development Act of 1986

(Pub. L. 99-662).
(2826) (1) The name of the shipper of the commodity, and

the shipper 0146’s Internal Revenue Service number or

Social Security number, must be reported on the form.

(2827) (2) If a specific exemption applies to the shipper,

the shipper should list the appropriate exemption code.

The specific exemption codes are listed in the directions for ENG Form 3925.

(2828) (3) Refer to 19 CFR part 24 for detailed information

on exemptions and ports subject to the Harbor Maintenance Tax.

(2829) (ii) Annual Reports. Annually an inventory of vessels available for commercial carriage of domestic

commerce and vessel characteristics must be filed on

ENG Forms 3931 and 3932.

(2830) (iii) Transaction Reports. The sale, charter, or lease

of vessels to other companies must also be reported to

assure that proper decisions are made regarding each

company’s duty for reporting vessel movements during

the year. In the absence of notification of the transaction, the former company of record remains responsible until proper notice is received by the Corps.

(2831) (iv) Reports to Lockmasters and Canal Operators.

Masters of self-propelled non-recreational vessels

which pass through locks and canals operated by the

Army Corps of Engineers will provide the data specified

on ENG Forms 3102b, 3102c, and/or 3102d to the

lockmaster, canal operator, or his designated representative in the manner and detail dictated.

(2832) (c) Penalties for Noncompliance. The following

penalties for noncompliance can be assessed for offenses and violations.

(2833) (1) Criminal Penalties. Every person or persons violating the provisions of this regulation shall, for each

and every offenses, be liable to a fine of not more than

$5,000, or imprisonment not exceeding two months, to

be enforced in any district court in the United States

within whose territorial jurisdiction such offense may

have been committed.

(2834) (2) Civil Penalties. In addition, any person or entity

that fails to provide timely, accurate, and complete

statements or reports required to be submitted by this

regulation may also be assessed a civil penalty of up to

$2,500 per violation under 33 U.S.C. 555, as amended.

(2835) (3) Denial of Passage. In addition to these fines,

penalties, and imprisonments, the lockmaster or canal

operator can refuse to allow vessel passage.

(2836) (d) Enforcement Policy. Every means at the disposal of the Army Corps of Engineers will be utilized to

monitor and enforce these regulations.

(2837) (1) To identify vessel operating companies that

should be reporting waterborne commerce data, The

Corps will make use of, but is not limited to, the following sources.

(2838) (i) Data on purchase and sale of vessels.

(2839) (ii) U.S. Coast Guard vessel documentation and reports.

(2840) (iii) Data collected at Locks, Canals, and other facilities operated by the Corps.

(2841) (iv) Data provided by terminals on ENG Form 3926.

(2842) (v) Data provided by the other Federal agencies including the Internal Revenue Service, Customs Service,

Maritime Administration, Department of Transportation, and Department of Commerce.

(2843) (vi) Data provided by ports, local facilities, and

State or local governments.

(2844) (vii) Data from trade journals and publications.

(2845) (viii) Site visits and inspections.

(2846) (2) Notice of Violation. Once a reporting violation

is determined to have occurred, the Chief of the

Waterborne Commerce Statistics Center will notify the

responsible party and allow 30 days for the reports to be

filed after the fact. If the reports are not filed within this

30-day notice period, then appropriate civil or criminal

actions will be undertaken by the Army Corps of Engineers, including the proposal of civil or criminal penalties for noncompliance. Typical cases for criminal or

civil action include, but are not limited to, those violations which are willful, repeated, or have a substantial

impact in the opinion of the Chief of the Waterborne

Commerce Statistics Center.

(2847) (3) Administrative Assessment of Civil Penalties.

Civil penalties may be assessed in the following manner.

(2848) (i) Authorization. If the Chief of the Waterborne

Commerce Statistics Center finds that a person or entity has failed to comply with any of the provisions

specified herein, he is authorized to assess a civil penalty in accordance with the Class I penalty provisions of

33 CFR part 326. Provided, however, that the procedures in 33 CFR part 326 specifically implementing the

Clean Water Act (33 U.S.C. 1319(g)(4)), public notice,

comment period, and state coordination, shall not apply.

(2849) (ii) Initiation. The Chief of the Waterborne Commerce Statistics Center will prepare and process a proposed civil penalty order which shall state the amount

of the penalty to be assessed, described by reasonable

specificity the nature of the violation, and indicate the

applicable provisions of 33 CFR part 326.

(2850) (iii) Hearing Requests. Recipients of a proposed

civil penalty order may file a written request for a hearing or other proceeding. This request shall be as specified in 33 CFR part 326 and shall be addressed to the

Director of the Water Resources Support Center, Casey

Building, Fort Belvoir, VA 22060-5586, who will provide the requesting person or entity with a reasonable

opportunity to present evidence regarding the issuance, modification, or revocation of the proposed order.

170 ■ Chapter 2 ■ Volume 4
Thereafter, the Director of the Water Resources Center

shall issue a final order.

(2851) (4) Additional Remedies. Appropriate cases may

also be referred to the local U.S. Attorney for prosecution, penalty collection, injunctive, and other relief by

the Chief of the Waterborne Commerce Statistics Center.

Part 334–Danger Zones and Restricted Area

Regulations

§334.1 Purpose.

(2852) The purpose of this part is to:

(2853) (a) Prescribe procedures for establishing, amending and disestablishing danger zones and restricted

area;

(2854) (b) List the specific danger zones and restricted areas and their boundaries; and

(2855) (c) Prescribe specific requirements, access limitations and controlled activities within the danger zones

and restricted areas.

§334.2 Definitions

(2856) (a) Danger zone. A defined water area (or areas)

used for target practice, bombing, rocket firing or

other especially hazardous operations, normally for the

armed forces. The danger zones may be closed to the

public on a full-time or intermittent basis, as stated in

the regulations.

(2857) (b) Restricted area. A defined water area for the

purpose of prohibiting or limiting public access to the

area. Restricted areas generally provide security for

Government property and/or protection to the public

from the risks of damage or injury arising from the

Government’s use of that area.

§334.3 Special policies.

(2858) (a) General. The general regulatory policies stated

in 33 CFR part 320 will be followed as appropriate. In

addition, danger zone and restricted area regulations

shall provide for public access to the area to the maximum extent practicable.

(2859) (b) Food fishing industry. The authority to prescribe danger zone and restricted area regulations

must be exercised so as not to unreasonably interfere

with or restrict the food fishing industry. Whenever the

proposed establishment of a danger zone or restricted

area may affect fishing operations, the District

Engineer will consult with the Regional Director, U.S.

Fish and Wildlife Service, Department of the Interior

and the Regional Director, National Marine Fisheries

Service, National Oceanic & Atmospheric Administration (NOAA),

(2860) (c) Temporary, occasional or intermittent use. If

the use of the water area is desired for a short period of

time, not to exceed thirty days in duration, and that

planned operations can be conducted safely without

imposing unreasonable restrictions on navigation, and

without promulgating restricted area regulations in

accordance with the regulations in this section, applicants may be informed that formal regulations are not

required. Activities of this type shall not reoccur more

often than biennially (every other year), unless danger

zone/restricted area rules are promulgated under this

Part. Proper notices for mariners requesting that vessels avoid the area will be issued by the Agency requesting such use of the water area, or if appropriate, by the

District Engineer, to all known interested persons.

Copies will also be sent to appropriate State agencies,

the Commandant, U.S. Coast Guard, Washington, DC

20590, and Director, National Geospatial-Intelligence

Agency, Hydrographic Center, Washington, DC 20390,

ATTN: Code NS 12. Notification to all parties and Agencies shall be made at least two weeks prior to the

planned event, or earlier, if required for distribution of

Local Notice to Mariners by the Coast Guard.

§334.4 Establishment and amendment procedures.

(2861) (a) Application. Any request for the establishment,

amendment or revocation of a danger zone or restricted area must contain sufficient information for

the District Engineer to issue a public notice, and as a

minimum must contain the following:

(2862) (1) Name, address and telephone number of requestor including the identity of the command and

DoD facility and the identity of a point of contact with

phone number.

(2863) (2) Name of waterway and if a small tributary, the

name of a larger connecting waterbody.

(2864) (3) Name of closest city or town, county/parish and

state.

(2865) (4) Location of proposed or existing danger zone or

restricted area with a map showing the location, if possible.

(2866) (5) A brief statement of the need for the area, its intended use and detailed description of the times, dates

and extent of restriction.

(2867) (b) Public notice. (1) The Corps will normally publish public notices and Federal Register documents

concurrently. Upon receipt of a request for the establishment, amendment or revocation of a danger zone

or restricted area, the District Engineer should forward

a copy of the request with his/her recommendation, a

copy of the draft public notice and a draft Federal Register document to the Office of the Chief of Engineers,

ATTN: CECW-OR. The Chief of Engineers will publish

Navigation Regulations ■ Chapter 2 ■ 171
the proposal in the Federal Register concurrent with

the public notice issued by the District Engineer.

(2868) (2) Content. The public notice and Federal Register documents must include sufficient information to

give a clear understanding of the proposed action and

should include the following items of information:

(2869) (i) Applicable statutory authority or authorities;

(40 Stat. 266; 33 U.S.C. 1) and (40 Stat. 892; 33 U.S.C. 3)

(2870) (ii) A reasonable comment period. The public notice should fix a limiting date within which comments

will be received, normally a period not less than 30 days

after publication of the notice.

(2871) (iii) The address of the District Engineer as the recipient of any comments received.

(2872) (iv) The identity of the applicant/proponent;

(2873) (v) The name or title, address and telephone number of the Corps employee from whom additional information concerning the proposal may be obtained;

(2874) (vi) The location of the proposed activity accompanied by a map of sufficient detail to show the boundaries of the area(s) and its relationship to the

surrounding area.

(2875) (3) Distribution. Public notice will be distributed

in accordance with 33 CFR 325.3(d)(1). In addition to

this general distribution, public notices will be sent to

the following Agencies:

(2876) (i) The Federal Aviation Administration (FAA)

where the use of airspace is involved.

(2877) (ii) The Commander, Service Force, U.S. Atlantic

Fleet, if a proposed action involves a danger zone off the

U.S. Atlantic coast.

(2878) (iii) Proposed danger zones on the U.S. Pacific

coast must be coordinated with the applicable commands as follows:

(2879) Alaska, Oregon and Washington:

(2880) Commander, Naval Base, Seattle

(2881) California:

(2882) Commander, Naval Base, San Diego

(2883) Hawaii and Trust Territories:

(2884) Commander, Naval Base, Pearl Harbor

(2885) (c) Public hearing. The District Engineer may conduct a public hearing in accordance with 33 CFR part

327.

(2886) (d) Environmental documentation. The District

Engineer shall prepare environmental documentation

in accordance with appendix B to 33 CFR part 325.

(2887) (e) District Engineer’s recommendation. After closure of the comment period, and upon completion of

the District Engineer’s review he/she shall forward the

case through channels to the Office of the Chief of Engineers, ATTN: CECW-OR with a recommendation of

whether or not the danger zone or restricted area regulation should be promulgated. The District Engineer

shall include a copy of environmental documentation

prepared in accordance with appendix B to 33 CFR part

325, the record of any public hearings, if held, a summary of any comments received and a response thereto,

and a draft of the regulation as it is to appear in the Federal Register.

(2888) (f) Final decision. The Chief of Engineers will notify the District Engineer of the final decision to either

approve or disapprove the regulations. The District Engineer will notify the applicant/proponent and publish

a public notice of the final decision. Concurrent with

issuance of the public notice the Office of the Chief of

Engineers will publish the final decision in the Federal

Register and either withdraw the proposed regulation

or issue the final regulation as appropriate. The final

rule shall become effective no sooner than 30 days after

publication in the Federal Register unless the Chief of

Engineers finds that sufficient cause exists and publishes that rationale with the regulations.

§334.5 Disestablishment of a danger zone.

(2889) (a) Upon receipt of a request from any agency for

the disestablishment of a danger zone, the District Engineer shall notify that agency of its responsibility for

returning the area to a condition suitable for use by the

public. The agency must either certify that it has not

used the area for a purpose that requires cleanup or

that it has removed all hazardous materials and munitions, before the Corps will disestablish the area. The

agency will remain responsible for the enforcement of

the danger zone regulations to prevent unauthorized

entry into the area until the area is deemed safe for use

by the public and the area is disestablished by the

Corps.

(2890) (b) Upon receipt of the certification required in

paragraph (a) of this section, the District shall forward

the request for disestablishment of the danger zone

through channels to CECW-OR, with its recommendations. Notice of proposed rulemaking and public procedures as outlined in §334.4 are not normally required

before publication of the final rule revoking a restricted

area or danger zone regulation. The disestablishment/revocation of the danger zone or restricted area

regulation removes a restriction on a waterway.

§334.6 Datum.

(2891) (a) Geographic coordinates expressed in terms of

latitude or longitude, or both, are not intended for plotting on maps or charts whose reference horizontal datum is the North American Datum of 1983 (NAD 83),

unless such geographic coordinates are expressly labeled NAD 83. Geographic coordinates without the

NAD 83 reference may be plotted on maps or charts referenced to NAD 83 only after application of the

172 ■ Chapter 2 ■ Volume 4
appropriate corrections that are published on the particular map or chart being used.

(2892) (b) For further information on NAD 83 and National Service nautical charts please contact:

(2893) Director, Coast Survey (N/CG2)

(2894) National Ocean Service, NOAA

(2895) 1315 East-West Highway, Station 6147

(2896) Silver Spring, MD 20910-3282.

§334.290 Elizabeth River, Southern Branch, Va.,

naval restricted areas

(2897) (a) The areas–(1) St. Helena Annex Area. Beginning at a point at St. Helena Annex of the Norfolk Naval

Shipyard, on the eastern shore of Southern Branch of

Elizabeth River, at latitude 36o49'43", longitude

76o17'26.5"; thence in a southwesterly direction to a

point on the eastern boundary of Norfolk Harbor

40-foot channel at latitude 36o49'42", longitude

76o17'33"; thence in a southerly direction along the

eastern boundary of Norfolk Harbor 40-foot channel to

latitude 36o49'28", longitude 76o17'27"; thence easterly

to the shore at latitude 36o49'28", longitude 76o17'22";

and thence, northerly along the shore to the point of

beginning.

(2898) (2) Norfolk Naval Shipyard Area. Beginning at a

point on the shore at the northeast corner of the Norfolk Naval Shipyard, at latitude 36o49'43.5", longitude

76o17'41.5"; thence due east approximately 100 feet to

the western boundary of Elizabeth River channel;

thence in a southerly direction along the western

boundary of the channel to the point where it passes

through the draw of the Norfolk and Portsmouth Belt

Line Railroad bridge, thence in a southwesterly direction along the northerly side of the bridge to the western shore of Southern Branch of Elizabeth River; and

thence along the shore in a northerly direction to the

point of beginning.

(2899) (3) Southgate Terminal Area. Beginning at a point

at the northeast corner of Southgate Terminal Annex of

Norfolk Naval Shipyard, at

(2900) 36o48'23", 76o17'39"; thence east to

(2901) 36o48'23", 76o17'29"; thence southerly along the

western boundary of Norfolk Harbor 35-foot channel to

(2902) 36o48'04", 76o17'33"; thence west to

(2903) 36o48'04", 76o17'41"; and thence along the shore in

a northerly direction to the point of beginning.

(2904) (b) The regulations. (1) No vessels other than Naval

vessels and other vessels authorized to move to and

from piers at the Norfolk Naval Shipyard and its two annexes described in paragraph (a) (1) and (3) of this section, and no person other than persons embarked in

such vessels, shall enter the restricted areas.

(2905) (2) This section shall be enforced by the Commander, Norfolk Naval Shipyard, Portsmouth, Va. and

such agencies as he may designate.

§334.320 Chesapeake Bay entrance; naval

restricted area.

(2906) (a) The area. Beginning at a point on the south

shore of Chesapeake Bay at longitude 76o03'06"; thence

to

(2907) 37o01'18", 76o02'06"; thence to

(2908) 37o00'18", 75o55'54"; thence to

(2909) 36o58'00", 75o48'24"; thence to

(2910) 36o51'48", 75o51'00"; thence to the shore at longitude 75o58'48", and thence northwesterly and southwesterly along the shore at Cape Henry to the point of

beginning.

(2911) (b) The regulations. (1) Anchoring, trawling, crabbing, fishing, and dragging in the area are prohibited,

and no object attached to a vessel or otherwise shall be

placed on or near the bottom.

(2912) (2) This section shall be enforced by the Commandant, Fifth Naval District, Norfolk, Va.

§334.380 Atlantic Ocean south of entrance to

Chesapeake Bay off Dam Neck, Virginia Beach,

Virginia, naval firing range.

(2913) (a) The danger zone. All of the water within a sector

extending seaward a distance of 7,500 yards between

radial lines bearing 035o true and 092o true, respectively, from a point on the shore at latitude 36o47'33"N,

longitude 75o58'23"W.

(2914) (b) The regulations. (1) Vessels shall proceed

through the area with caution and shall remain therein

no longer than necessary for purpose of transit.

(2915) (2) When firing is in progress during daylight

hours, red flags will be displayed at conspicuous locations on the beach. When firing is in progress during

periods of darkness, red flashing lights will be displayed

from conspicuous locations which are visible from the

water a minimum distance of four (4) nautical miles.

(2916) (3) Firing on the ranges will be suspended as long

as any vessel is within the danger zone.

(2917) (4) Lookout posts shall be manned by the activity

or agency operating the firing range at Fleet Combat

Center. After darkness, night vision systems will be utilized by lookouts to aid in locating vessels transiting

the area.

(2918) (5) There shall be no firing on any ranges during

the periods of low visibility which would prevent the

recognition of a vessel (to a distance of 7,500 yards)

which is properly displaying navigational lights, or

which would preclude a vessel from observing the red

range flags or lights.

Navigation Regulations ■ Chapter 2 ■ 173
(2919) (6) The regulations in this section shall be enforced

by the Commanding Officer, Fleet Combat Training

Center, Atlantic, Dam Neck, Virginia Beach, Virginia,

and other such agencies as he/she may designate.

§334.390 Atlantic Ocean south of entrance to

Chesapeake Bay; firing range.

(2920) (a) The danger zone. A sector extending seaward

for a distance of 12,000 yards between two radial lines

bearing 030o True and 083o True, respectively, from a

point on the shore at 36o46'48"N., 75o57'24"W.; and an

adjacent sector extending seaward for a distance of 15

nautical miles between two radial lines bearing 083o

True and 150o True, respectively, from the same shore

position.

(2921) (b) The regulations. (1) Vessels shall proceed

through the area with caution and shall remain therein

no longer than necessary for purposes of transit.

(2922) (2) When firing is in progress during daylight

hours, red flags will be displayed at conspicuous locations on the beach. When firing is in progress during

periods of darkness, red flashing lights will be displayed

from conspicuous locations on the beach which are visible from the water a minimum distance of four (4)

nautical miles.

(2923) (3) Firing on the ranges will be suspended as long

as any vessel is within the danger zone.

(2924) (4) Lookout posts will be manned by the activity or

agency operating the firing range at the Fleet Combat

Center, Atlantic, Dam Neck, Virginia Beach, Virginia.

After darkness, night vision systems will be utilized by

lookouts to aid in locating vessels transiting the area.

(2925) (5) There shall be no firing on the range during periods of low visibility which would prevent the recognition of a vessel (to a distance of 7,500 yards) which is

properly displaying navigation lights, or which would

preclude a vessel from observing the red range flags or

lights.

(2926) (6) The regulations in this section shall be enforced

by the Commander, Naval Air Force, U.S. Atlantic

Fleet/Commander, Fleet Air Norfolk, Norfolk, Va., and

such agencies as he may designate.

§334.400 Atlantic Ocean south of entrance to

Chesapeake Bay off Camp Pendleton, Virginia;

naval restricted area.

(2927) (a) The area. Beginning at a point on the shore at

Camp Pendleton at

(2928) 36o48'19"N, 75o57'49"W; thence easterly 200 yards

to

(2929) 36o48'20"N, 75o57'42"W; thence northerly 400 yards

to

(2930) 36o48'32"N, 75o57'45"W: thence westerly 200 yards

to

(2931) 36o48'31"N, 75o57'53"W; and thence southerly 400

yards along the shore to the point of beginning.

(2932) (b) The regulations. (1) Persons or vessels, other

than those vessels owned and operated by the United

States shall not enter the area except by permission of

the Commanding Officer, U.S. Naval Amphibious Base,

Little Creek, Norfolk, Virginia.

(2933) (2) This section shall be enforced by the Commanding Officer, U.S. Naval Amphibious Base, Little

Creek, Norfolk, Virginia, and such agencies as he may

designate.

§334.410 Albemarle Sound, Pamlico Sound, and

adjacent waters, N.C.; danger zones for naval

aircraft operations.

(2934) (a) Target areas–(1) North Landing River

(Currituck Sound). The waters of North Landing River

within a radius of 1,000 yards from a target located at

latitude 36o31'00", longitude 76o01'40".

(2935) (2) Northern part of Currituck Sound. Beginning

at a point bearing 65o30', 1,025 yards, from Currituck

Sound Light 69; thence 86o, 6,000 yards; thence 193o,

4,425 yards; thence 267o30', 2,775 yards; and thence to

the point of beginning. The target is located at latitude

36o27'16", longitude 75o56'30".

(2936) Note: All bearings in this section are referred to

true meridian.

(2937) (b) Target and bombing area along south shore of

Albemarle Sound. The area. Beginning at

(2938) 36o00'43", 76o19'20"; thence to

(2939) 36o02'40", 76o04'26", thence to

(2940) 36o00'12", 76o04'26"; thence to

(2941) 35o59'35", 76o19'20", and thence to the point of beginning. This area is divided into three subareas A, B,

and C as follows: Area A, beginning at

(2942) 36o00'43", 76o19'20"; thence to

(2943) 36o01'20", 76o14'30"; thence to

(2944) 35o59'45", 76o14'30"; thence to

(2945) 35o59'35", 76o19'20", and thence to the point of beginning. Area B, beginning at

(2946) 36o01'20", 76o14' 30"; thence to

(2947) 36o02'18", 76o07'15"; thence to

(2948) 36o00'05", 76o07'15"; thence to

(2949) 35o59'45", 76o14'30"; and thence to the point of beginning. Area C, beginning at

(2950) 36o02'18", 76o07'15"; thence to

(2951) 36o02'40", 76o04'26"; thence to

(2952) 36o00'12", 76o04'26"; thence to

(2953) 36o00'05", 76o07'15"; and thence to the point of beginning.

(2954) (c) Naval Aviation Ordnance test area in Pamlico

Sound in vicinity of Long Shoal. A circular area with

radius of one and one-half miles having its center at latitude 35o32'18", longitude 75o40'39".

174 ■ Chapter 2 ■ Volume 4
(2955) (d) The regulations–(1) Target areas. The area described in paragraph (1)(a) of this section will be used

as a dive bombing target by naval aircraft. In peacetime, munitions will be limited to miniature bombs

which contain only small explosive charges for producing smoke puffs to mark points of impact. All operations will be conducted during daylight hours, and the

area will be open to navigate at night. No persons or

vessels shall enter this area during the hours of daylight without special permission from the enforcing

agency. The area will be patrolled and vessels will be

warned not to enter. “Buzzing” by plane will warn vessels that they are in a danger zone, and upon being so

warned vessels which have inadvertently entered the

area shall immediately leave the area.

(2956) (2) Target and bombing area. The area described in

paragraph (b) of this section will be used as a target and

bombing area for both day and night operations.

Dummy ammunition, waterfilled or smoke bombs and

inert rockets will be used, except during wartime when

live ammunition, bombs and rockets may be used. The

area will be open to navigation except for periods when

ordnance exercises are being conducted by naval aircraft. In area B described in paragraph (b) of the section

the placing of nets, traps, buoys, pots, fishponds,

stakes, or other equipment which may interfere with

target vessels operating in the area shall not be permitted. The area will be patrolled and persons and vessels

shall clear the area under patrol upon being warned by

the surface patrol craft or when “buzzed” by patrolling

aircraft. As a further means of warning vessels of naval

aircraft operations in the area described in paragraph

(b) of this section, a cluster of flashing red lights at

night and a large red flag by day will be displayed from

the range observation tower located in the approximate

center of the shore side of this area.

(2957) (3) Naval Aviation Ordnance test area. The area described in paragraph (c) of this section shall be closed

to persons and navigation except for such military personnel and vessels as may be directed by the enforcing

agency to enter on assigned duties.

(2958) (4) Enforcing agency. The regulations in this section shall be enforced by the Commander, Naval Air

Force, U.S. Atlantic Fleet, and such agencies as he/she

shall designate.

§334.412 Albermarle Sound, Pamlico Sound,

Harvey Point and adjacent waters, NC; restricted

area.

(2959) (a) The area. Beginning on the north shore of

Albemarle Sound and the easternmost tip of Harvey

Point; thence southeasterly to Daybeacon 3; thence

southeasterly to

(2960) 36o03'06"N., 76o16'43"W.; thence southwesterly to

(2961) 36o02'18"N., 76o19'30"W.; thence northwesterly to

(2962) 36o04'18"N., 76o20'20"W.; thence 23o5' True to the

shore; and thence northeasterly along the shore to the

point of beginning.

(2963) (b) The regulations. The restricted area described

in this section is the inactive Harvey Point target range

which was disestablished as a danger zone. The area

will be open to public access for recreational and commercial uses, except that dredging, clamming, crabbing, seining, and anchoring of all vessels and any

other activity which could result in disturbing or penetrating the bottom is prohibited.

(2964) (c) Enforcing agency. The regulations in this section shall be enforced by the Commander, Naval Air

Force, U.S. Atlantic Fleet, and such agencies as he/she

shall designate.

§334.420 Pamlico Sound and adjacent waters,

N.C.; danger zones for Marine Corps operations.

(2965) (a) Bombing and rocket firing area in Pamilico

Sound in vicinity of Brant Island–(1) The area. The waters within a circular area with a radius of 3.0 statute

miles having its center on the southern side of Brant Island at latitude 35o12'30", longitude 76o26'30".

(2966) (2) The regulations. The area shall be closed to navigation and personnel at all times except for vessels engaged in operational and maintenance work as directed

by the enforcing agency. Prior to bombing or firing operations the area will be “buzzed” by plane. Upon being

so warned vessels working in the area shall leave the

area immediately.

(2967) (b) Bombing, rocket firing, and strafing areas in

Pamlico Sound and Neuse River–(1) The areas. (i) The

waters within a circular area with a radius of 1.8 statute

miles having its center at

(2968) 35o02'12"N., 76o28'00"W.

(2969) (ii) The waters within a circular area with a radius

of 0.5 statute mile having its center at

(2970) 35o04'12"N., 76o28'24"W.

(2971) (iii) The waters within a circular area with a radius

of 0.5 statute mile having its center at

(2972) 35o01'42"N., 76o25'48"W.

(2973) (iv) The waters within a circular area with a radius

of 0.5 statute mile having its center at

(2974) 34o58'48"N., 76o26'12"W.

(2975) (2) The regulations. (i) The area described in paragraph (b)(1) of this section will be used as bombing,

rocket firing, and strafing areas. Live and dummy ammunition will be used. The area shall be closed to navigation and all persons at all times except for such

vessels as may be directed by the enforcing agency to

enter on assigned duties. The area will be patrolled and

vessels “buzzed” by the patrol plane prior to the conduct of operations in the area. Vessels or personnel

Navigation Regulations ■ Chapter 2 ■ 175
176 ■ Chapter 2 ■ Volume 4

which have inadvertently entered the danger zone shall

leave the area immediately upon being so warned.

(2976) (ii) The areas described in paragraphs (b)(1)(ii),

(iii) and (iv) of this section shall be used for bombing,

rocket firing, and strafing areas. Practice and dummy

ammunition will be used. All operations will be conducted during daylight hours, and the areas will be

open to navigation at night. No vessel or person shall

enter these areas during the hours of daylight without

special permission from the enforcing agency. The areas will be patrolled and vessels “buzzed” by the patrol

plane prior to the conduct of operations in the areas.

Vessels or personnel which have inadvertently entered

the danger zones shall have leave the area immediately

upon being warned.

§334.430 Neuse River and tributaries at Marine

Corps Air Station Cherry Point, North Carolina;

restricted area and danger zone.

(2977) (a) The restricted area. That portion of Neuse River

within 500 feet of the shore along the reservation of the

Marine Crops Air Station, Cherry Point, North

Carolina, extending from the mouth of Hancock Creek

to a point approximately 6,800 feet west of the mouth of

Slocum Creek, and all waters of Hancock and Slocum

Creeks and their tributaries within the boundaries of

the reservation.

(2978) (b) The danger zone. The waters within an area beginning at

(2979) 34°55'24.3"N., 76°51'11.6"W.; thence northeasterly

across Hancock Creek to

(2980) 34°55'30.9"N., 76°50'59.5"W.; continuing northeasterly to

(2981) 34°56'00.2"N., 76°50'06.3"W.; thence northwesterly to the Neuse River shoreline at

(2982) 34°56'13.1"N., 76°50'28.3"W.; continuing northwesterly to

(2983) 34°56'35.8"N., 76°51'07.8"W.; thence southwesterly along the shorelines to

(2984) 34°56'06.4"N., 76°51'32.7".; thence southeasterly

along Hancock Creek shoreline to the point of origin.

(2985) (c) The regulations. (1) Except in cases of extreme

emergency, all persons or vessels, other than those operated by the United States Navy or United States Coast

Guard, are prohibited from entering the restricted area

without prior permission of the enforcing agency.

(2986) (2) Entry points into the danger zone will be prominently marked with signage indicating the boundary

of the danger zone.

(2987) (3) Firing will take place both day and night at irregular periods throughout the year. Appropriate warnings will be issued through official government and

civilian channels servicing the region. Such warnings

will specify the time and duration of operations and

give such other pertinent information as may be

required in the interest of safety. Upon completion of

firing or if the schedules firing is cancelled for any reason, the warning signals marking the danger zone will

be removed.

(2988) (4) Except as otherwise provided in this section the

danger zone will be open to general public access. Vessels, watercraft, and other vehicles may proceed

through the danger zone.

(2989) (5) The regulation in this section shall be enforced

by the Commanding Officer, Marine Corps Air Station

Cherry Point, North Carolina, and/or persons or agencies as he/she may designate.

§334.440 New River, N.C., and vicinity; Marine

Corps Firing Ranges.

(2990) (a) Atlantic Ocean east of New River Inlet. The waters of the Atlantic Ocean within a sector bounded on

the north by a line bearing 105o from

(2991) 34o37'25"N., 77o10'35"W.; on the east and south by

the arc of a circle having a radius of 25,000 yards centered at

(2992) 34o34'15"N., 77o16'10"W.; on the west by a line

bearing 205o from

(2993) 34o32'37"N., 77o18'34"W., and on the northwest by

the shore.

(2994) Note: All bearings in this section are referred to

true meridian.

(2995) (b) New River. The firing ranges include all waters

to the high waterline within eight sections described as

follows:

(2996) (1) Trap Bay Sector. Bounded on the south by a line

running from Cedar Point 280o to New River Light 70,

thence 254o to Hatch Point; and on the northwest by a

line running from Wilkins Bluff 232o to Hall Point.

(2997) (2) Courthouse Bay Sector. Bounded on the southeast by the northwest boundary of the Traps Bay Sector

and on the west by Sneads Ferry Bridge.

(2998) (3) Stone Bay Sector. Bounded on the east by

Sneads Ferry Bridge and on the north by a line running

from a point on the east side of New River opposite the

head of Sneads Creek 291o30' to the south side of the

mouth of Stone Creek.

(2999) (4) Stone Creek Sector. The northwest portion of

Stone Bay, bounded on the south by the north boundary of the Stone Bay Sector; and on the east by longitude 77o26'.

(3000) (5) Grey Point Sector. Bounded on the south by the

north boundary of the Stone Bay Sector; on the west by

the east boundary of the Stone Creek Sector; and on the

northeast by a line running from Town Point 113o to

the south side of the mouth of French Creek.

(3001) (6) Farnell Bay Sector. Bounded on the south by

the northeast boundary of the Grey Point Sector,
including French Creek up to longitude 77o20'; and on

the north by a line running from Hadnot Point 285o30'

to Holmes Point.

(3002) (7) Morgan Bay Sector. Bounded on the south by

the north boundary of the Farnell Bay Sector, including Wallace Creek up to longitude 77o22'; and on the

northwest by a line running from Paradise Point

243o30' to Ragged Point.

(3003) (8) Jacksonville Sector. Bounded on the southeast

by the northwest boundary of the Morgan Bay Sector,

including Southwest Creek up to the point where it

narrows to 200 feet in width, and Northeast Creek up to

longitude 77o23'30"; and on the north by an east-west

line passing through New River Day Beacon 41.

(3004) (c) The regulations. (1) No person shall enter or remain in the water in any closed section after notice of

firing therein has been given. Sailing vessels and any

water-craft having a speed of less than 5 knots shall

keep clear of any closed sector at all times after notice

of firing therein has been given. Vessels propelled by

mechanical power at a speed greater than 5 knots may

enter the sectors without restriction except when the

firing signals are being displayed. When these signals

are displayed, vessels shall clear the closed sectors immediately and no vessels shall enter such sectors until

the signals indicate that firing has ceased.

(3005) (2) Firing will take place both day and night at irregular periods throughout the year. Insofar as training requirements will permit, underwater explosions

will be restricted in the Atlantic Ocean sector (described in paragraph (a) of this section) during the periods May 1 and June 5, inclusive, and November 22 to

December 15, inclusive.

(3006) (3) Two days in advance of the day when firing in

any sector except the Stone Creek sector is scheduled

to begin, the enforcing agency will warn the public of

the contemplated firing, stating the sector or sectors to

be closed, through the public press and the United

States Coast Guard and, in the case of the Atlantic

Ocean sector, the Cape Fear Pilots Association at

Southport, and the Pilots Association at Morehead City,

North Carolina. The Stone Creek sector may be closed

without advance notice.

(3007) (4) Towers at least 50 feet in height will be erected

near the shore at the northeast and southwest limits of

the Atlantic Ocean sector, and towers at least 25 feet in

height will be erected near the easterly shore at the upper and lower limits of each New River sector. On days

when firing is to take place a red flag will be displayed

on each of the towers marking the sector or sectors to

be closed. These flags will be displayed by 8:00 a.m., and

will be removed when firing ceases for the day. Suitable

range markers will be erected indicating the bearings

of the north and west limits of the Atlantic Ocean sector.

(3008) (5) During the night firing, red lights will be displayed on the towers; and, in the case of the Atlantic

Ocean sector, searchlights will be employed as barrier

lights to enable safety observers to detect vessels which

may attempt to enter the danger zone.

(3009) (6) No person shall enter or remain within a 2-acre

area surrounding a waterborne refueling training operation, in either the Grey Point Sector, Farnell Bay

Sector, or Morgan Bay Sector as described in paragraph

(b) of this section, for the duration of the training operation after a notice to conduct a waterborne refueling

training operation has been published in the local notice to mariners and has been broadcast over the Marine Band radio network. The 2-acre area surrounding

a waterborne refueling training operation will be patrolled and persons and vessels shall clear the area under patrol upon being warned by the surface patrol

craft.

(3010) (d) Target and bombing area in Atlantic Ocean in

vicinity of Bear Inlet–(1) The water within an area described as follows: Beginning at

(3011) 34o37'32"N., 77o12'03"W.; thence to

(3012) 34o36'58"N., 77o11'25"W.; thence to

(3013) 34o37'44"N., 77o10'35"W.; thence to

(3014) 34o32'27"N., 77o06'30"W.; thence to

(3015) 34o28'55"N., 77o15'05"W.; thence to

(3016) 34o34'50"N., 77o15'10"W.; thence to the point of beginning.

(3017) (2) The regulations. Vessels may proceed along established waterways except during military training

periods. Warning of military training periods will be

given through Notices to Mariners and by displaying

one hour prior to commencement a red danger

streamer during daylight hours or a red light at night,

from a flag pole 40 feet in height located at the U.S.

Coast Guard Life Boat Station, Bogue Inlet, Swansboro,

North Carolina, and from observation tower 40 feet in

height located at the northern end of Onslow (Hurst)

Beach. Prior to bombing and firing operations, the area

will be searched by plane. Watercraft in the area will be

warned by aircraft “buzzing” of the impending target

practice. Upon being so warned, all persons and vessels

shall leave the area as quickly as possible by the most

direct route.

(3018) (e) Inland waters in the Browns Inlet area between

Bear Creek and Onslow Beach Bridge over the Atlantic

Intracoastal Waterway–(1) The area. Navigable waters

between Bear Creek and Onslow Beach Bridge to include all inlets, streams, bays, and water therein contained, bounded on the north by Bear Creek, on the east

and south by the Atlantic Ocean, to the meridian

77o16'20"; thence by this meridian to latitude

Navigation Regulations ■ Chapter 2 ■ 177
34o34'31"; and thence by a line bearing 44o from this

point until the line intersects Bear Creek.

(3019) (2) The regulations. (i) No person shall enter or remain in the waters of this area due the possibility of unexploded projectiles.

(3020) (ii) Vessels may proceed through the Atlantic

Intracoastal Waterway in the area without stopping except in cases of extreme emergencies.

(3021) (iii) All navigable waters in the area between the

south bank of Bear Creek and the north bank of the

north connecting channel between the Atlantic

Intracoastal Waterway and Browns Inlet shall be closed

to navigation at all times. There are highly sensitive

unexploded projectiles within the limits of this area.

(3022) (iv) Vessels may proceed through the north connecting channel and the south connecting channel

(Banks Channel) in the area between the Atlantic

Intracoastal Waterway and Browns Inlet to the Atlantic

Ocean without stopping during periods of nonmilitary

use. Caution should be used when proceeding through

these waters due to the presence of unexplored projectiles lying in this area.

(3023) (v) Navigable waters in the area between the south

connecting channel (Banks Channel) leading to

Browns Inlet and Onslow Beach Bridge on both sides of

the Atlantic Intracoastal Waterway are open to unrestricted navigation during periods of nonmilitary use.

An unknown element of risk exists in this area due to

the possible presence of unexploded projectiles.

(3024) (vi) Warning of impending military use of the area

will be contained in weekly Notice to Mariners.

(3025) (vii) Vessels having specific authority from the

Commanding General, Marine Corps Base, Camp

Lejeune, North Carolina, may enter the area.

(3026) (f) Enforcing agency. The regulations of this section shall be enforced by the Commanding General,

Marine Corps Base, Camp Lejeune, North Carolina, or

his authorized representatives.

§334.450 Cape Fear River and tributaries at Sunny

Point Army Terminal, Brunswick County, North

Carolina; restricted area.

(3027) (a) The area. That portion of Cape Fear River due

west of the main ship channel extending from U.S.

Coast Guard buoy No. 31A at the north approach channel to Sunny Point Army Terminal to U.S. Coast Guard

buoy No. 23A at the south approach channel to Sunny

Point Army Terminal and all waters of its tributaries

therein.

(3028) (b) Except in cases of extreme emergency, all persons or vessels of any size or rafts other than those authorized by the Commander, Sunny Point Army

Terminal, are prohibited from entering this area without prior permission of the enforcing agency.

(3029) (c) The regulations in this section shall be enforced

by the Commander, Sunny Point Army Terminal,

Southport, North Carolina, and such agencies as he

may designate.

§334.460 Cooper River and tributaries at

Charleston, SC.

(3030) (a) The areas:

(3031) (1) That portion of the Cooper River beginning on

the west shore at

(3032) 32o52'37"N., 79o58'06"W.; thence to

(3033) 32o52'37"N., 79o58'03"W.; thence to

(3034) 32o52'27"N., 79o68'01"W.; thence to

(3035) 32o52'06"N., 79o57'54"W.; at the west channel edge,

thence to

(3036) 32o51'48.5"N., 79o57'41.5"W.; thence to

(3037) 32o51'33"N., 79o57'27"W.; thence to

(3038) 32o51'19"N., 79o57'05"W.; thence to

(3039) 32o51'01"N., 79o56'07"W.; thence to

(3040) 32o50'50"N., 79o56'02"W.; thence to

(3041) 32o50'48"N., 79o56'07"W.; on the west shore,

thence north along the shoreline including the reach

of Noisett Creek to the eastern boundary of the Navy

Base to the beginning point at the west shore at

(3042) 32o52'37"N., 79o58'06"W.

(3043) (2) The reach of Shipyard Creek upstream from a

line 300 feet from and parallel to the upstream limit of

the Improved Federal Turning Basin.

(3044) (3) That portion of the interior Shipyard Creek

commencing at 32o49'50"N., 79o56'10"W., being a point

at the southern tip of the shoreline where the northern

shore of Shipyard Creek joins the Cooper River, thence

going along the northern shore of Shipyard Creek to

the southern portion of the existing restricted area in

paragraph (a)(2) of this section; thence along said line

being 300 feet from and parallel to the upstream limit

of the Improved Federal Turning Basin for a distance of

15 feet, thence to the most northerly point of the Improved Federal Turning Basin, thence along the northeastern edge for the Improved Turning Basin to the

northeast edge of the main channel of Shipyard Creek

to a point lying in the mouth of Shipyard Creek where

it reaches the Cooper River at the northeast edge of the

main channel of the Shipyard Creek and 79o56'10"W.,

thence to the beginning point at 32o49'50"N.,

79o56'10"W.

(3045) (4) That portion of the Cooper River surrounding

Pier Yankee beginning at a point on the west shore of

the Cooper River at

(3046) 32o50'00"N., 79o56'10.5"W.; thence to

(3047) 32o50'00"N., 79o55'55"W.; thence to

(3048) 32o49'54"N., 79o55'55"W.; thence to

178 ■ Chapter 2 ■ Volume 4
(3049) 32o49'50"N., 79o56'10"W.; thence north along the

shore to the beginning point at the west shore of the

Cooper River at

(3050) 32o50'00"N., 79o56'10.5"W.

(3051) (5) That portion of the Cooper River beginning on

the west channel edge at

(3052) 32o52'06"N., 79o57'54"W.; thence to the east shore

at

(3053) 32o52'13"N., 79o57'30"W.; thence along the eastern

shore to

(3054) 32o51'30"N., 79o56'15.5"W.; thence to

(3055) 32o51'01"N., 79o55'50"W.; thence to

(3056) 32o50'52"N., 79o56'03.5"W.; thence to

(3057) 32o51'01"N., 79o56'07"W.; thence to

(3058) 32o51'19"N., 79o57'05"W.; thence to

(3059) 32o51'33"N., 79o57'27"W.; thence to

(3060) 32o51'48.5"N., 79o57'41.5"W.; thence to the beginning point at the west channel edge at

(3061) 32o52'06"N., 79o57'54"W.

(3062) (6) That portion of the Cooper River beginning on

the west shore at

(3063) 32o50'48"N., 79o56'07"W.; thence to

(3064) 32o50'50"N., 79o56'02"W.; thence to

(3065) 32o50'32"N., 79o55'55"W.; thence to

(3066) 32o50'00"N., 79o55'55"W.; thence to

(3067) 32o50'00"N., 79o56'10.5"W.; on the west shore,

thence along the shoreline to the beginning point on

the west shore at

(3068) 32o50'48"N., 79o56'07"W.

(3069) (7) That portion of Goose Creek beginning at a

point on the west shore of Goose Creek at its intersection with the Cooper River at

(3070) 32o54'32"N., 79o57'04"W.; thence proceeding along

the western shoreline of Goose Creek for approximately 6.9 miles to its intersection with the Seaboard

Coastline Railroad at

(3071) 32o55'34"N., 79o59'30"W.; thence in a northwesterly direction along the Seaboard Coastline Railroad to

(3072) 32o55'37"N., 79o59'32"W.; thence proceeding along

the eastern shoreline of Goose Creek in a southeasterly

direction to

(3073) 32o54'33"N., 79o56'59"W.; thence back to

(3074) 32o54'32"N., 79o57'04"W.

(3075) (8) That portion of the Cooper River, extending

from the mouth of Goose Creek, to a point approximately five-hundred (500) yards north of Red Bank

Landing, a distance of approximately 4.8 miles and, the

tributaries to the Cooper River within the area enclosed by the following arcs and their intersections:

(3076) (i) Radius=8,255' center of radius,

(3077) 32o55'45"N., 79o45'23"W.

(3078) (ii) Radius=3,790' center of radius,

(3079) 32o55'00"N., 79o55'41"W.

(3080) (iii) Radius=8,255' center of radius,

(3081) 32o55'41"N., 79o56'15"W.

(3082) (iv) Radius=8,255' center of radius,

(3083) 32o56'09"N., 79o56'19"W.

(3084) (9) That portion of the Cooper River beginning on

the western shoreline at

(3085) 32o54'37"N., 79o57'01"W.; thence proceeding along

the western shoreline in a northerly direction for approximately 4.8 miles to

(3086) 32o57'32"N., 79o55'27"W.; thence in a southerly direction for approximately 100 yards to

(3087) 32o57'29"N., 79o55'23"W., thence in a southwesterly direction, paralleling the shoreline to

(3088) 32o56'48"N., 79o55'48"W.; thence in an easterly direction for approximately 50 yards to

(3089) 32o56'49"N., 79o55'46"W., thence in a southerly direction, paralleling the shoreline, to

(3090) 32o56'40"N., 79o55'40"W.; thence in a westerly direction for approximately 50 yards to

(3091) 32o56'39"N., 79o55'42"W.; thence in a southwesterly direction, paralleling the shoreline, to

(3092) 32o56'15"N., 79o56'07"W.; thence in a southwesterly direction to

(3093) 32o56'05"N., 79o56'17"W.; thence in a westerly direction, for approximately 50 yards to

(3094) 32o56'05"N., 79o56'19"W.; thence in a southerly direction, paralleling the shoreline to

(3095) 32o55'45"N., 79o56'19"W.; thence in a southwesterly direction to

(3096) 32o55'42"N., 79o56'13"W.; thence in a southeasterly

direction, parallel the shoreline, to

(3097) 32o55'18"N., 79o55'55"W.; thence in a southwesterly direction to

(3098) 32o55'16"N., 79o56'00"W.; thence in a southwesterly direction paralleling the shoreline to

(3099) 32o54'35"N., 79o56'57"W., thence back to

(3100) 32o54'37"W., 79o57'01"W.

(3101) (10) That portion of the Cooper River beginning at

a point near the center of the Cooper River at

(3102) 32o55'03"N., 79o55'42"W.; thence easterly to

(3103) 32o55'03"N., 79o55'35"W.; thence southerly to

(3104) 32o54'52"N., 79o55'33"W.; thence westerly to

(3105) 32o54'53"N., 79o55'42"W.; thence northerly to

(3106) 32o55'03"N., 79o55'42"W.

(3107) (11) That portion of Foster Creek beginning at a

point on the southern shoreline of Foster Creek at its

intersection with Back River at

(3108) 32o58'30"N., 79o56'33"W.; thence proceeding along

the southern shoreline to the terminus of Foster Creek;

thence back down its northern shoreline of Foster

Creek

(3109) 32o58'34"N., 79o56'34"W.; thence back to

(3110) 32o58'30"N., 79o56'33"W.

(3111) (12) Danger zone. That portion of Foster Creek beginning at the point of the southern shoreline of an

Navigation Regulations ■ Chapter 2 ■ 179
unnamed tributary of Foster Creek at its intersection

with Foster Creek at 32o59'16"N., 79o57'23"W.; thence

back proceeding along the eastern shoreline to the terminus of the tributary at 32o59'49"N., 79o57'29"W.;

thence back down the western shoreline of the unnamed tributary to 32o59'15"N., 79o57'26"W. The waters and associated marshes in this danger zone area

are subject to impact by rounds and ricochets originating from a small arms range when firing is in progress.

(3112) (13) Danger Zone. Those portions of unnamed tributaries and associated marshes of Back River and Foster Creek that are generally described as lying south of

the main shoreline and extending southward to the

northern shoreline of Big Island (U.S. Naval Reservation). Specifically, the area beginning at a point on the

main shoreline which is the northern shore of an unnamed tributary of Back River at 32o59'19"N.,

79o56'52"W., southwesterly to a point on or near the

northern shoreline of Big Island at 32o59'11"N.,

79o56'59"W.; thence northwesterly to a point on the

main shoreline, which is the northern shore of an unnamed tributary of Foster Creek, at 32o59'16"N.,

79o57'11"W.; thence easterly along the main shoreline,

which is the northern shore of the unnamed tributaries

of Foster Creek and Back River, back to the point of beginning at 32o59'19"N., 79o56'52"W. The waters and associated marshes in this danger zone area are subject

to impact by rounds and ricochets originating from a

small arms range when firing is in progress.

(3113) (b) The regulations:

(3114) (1) Unauthorized personnel, vessels and other

watercraft shall not enter the restricted areas described

in paragraphs (a)(1), (a)(2), and (a)(4) of this section at

any time.

(3115) (2) Personnel, vessels and other watercraft entering the restricted area described in paragraph (a)(5) of

this section, shall proceed at normal speed and under

no circumstances anchor, fish, loiter, or photograph

until clear of the restricted area.

(3116) (3) Personnel, vessels and other watercraft may be

restricted from using any or all of the area described in

paragraphs (a)(3) and (a)(6) of this section without first

obtaining an escort or other approval from Commander, Naval Base, Charleston, when deemed necessary and appropriately noticed by him/her for security

purposes or other military operations.

(3117) (4) Personnel, vessels and other watercraft, other

than those specifically authorized by Commanding Officer, U.S. Naval Weapons Station, Charleston, SC, entering the restricted area described in paragraph (a)(8)

of this section shall proceed at normal speed, and under

no circumstances anchor, fish, loiter, or photograph in

any way until clear of the restricted area.

(3118) (5) Personnel, vessels and other watercraft, other

than those specifically authorized by Commanding Officer, U.S. Naval Weapons Station, Charleston, SC, entering the areas described in paragraphs (a)(9) and

(a)(10) of this section are prohibited from entering

within one-hundred (100) yards of the west bank of the

Cooper River, in those portions devoid of any vessels or

man-made structures. In those areas where vessels or

man-made structures are present, the restricted area

will be 100 yards from the shoreline or 50 yards beyond

those vessels or other man-made structures, whichever

is the greater. This includes the area in paragraph

(a)(10) of this section.

(3119) (6) In the interest of National Security, Commanding Officer, U.S. Naval Weapons Station, Charleston,

SC, may at his/her discretion, restrict passage of persons, watercraft and vessels in the areas described in

paragraphs (a)(7), (a)(8) and (a)(11) of this section until such time as he/she determines such restriction may

be terminated.

(3120) (7) All restricted areas and all danger zones and the

approaches leading to the danger zones will be marked

with suitable warning signs.

(3121) (8) The regulations described in paragraphs (b)(1),

(2) and (3) of this section shall be enforced by Commander, Naval Base, Charleston, and such agencies as

he/she may designate.

(3122) (9) The regulations in this section for the danger

zones described in paragraphs (a)(12) and (a)(13) of

this section and the regulations described in paragraphs (b) (4), (5) and (6) of this section, shall be enforced by the Commanding Officer, Naval Weapons

Station Charleston, SC, and such agencies as he/she

may designate.

(3123) (10) It is understood that none of the restrictions

herein will apply to properly marked Federal vessels

performing official duties. It is further understood that

Federal employees will not take photographs from

within the above described restricted areas.

(3124) (11) The unauthorized entering or crossing of the

danger zones described in paragraphs (a)(12) and

(a)(13) of this section by all persons, watercraft and vessels is prohibited at all times unless specifically authorized by the Commanding Officer of the U.S. Naval

Weapons Station Charleston, SC.

§334.470 Cooper River and Charleston Harbor, S.C.:

restricted areas.

(3125) (a) The Restricted Areas. (1) Area No. 1 is that portion of the Cooper River beginning near the westerly

shore north of Shipyard Creek at

(3126) “a” 32o50'14"N., 79o56'11"W.; thence to

(3127) “b” 32o50'14"N., 79o55'37"W.; thence to

(3128) “c” 32o49'41"N., 79o55'37"W.; thence to

180 ■ Chapter 2 ■ Volume 4
(3129) “d” 32o49'41"N., 79o55'52"W.; thence to

(3130) “e” 32o49'47"N., 79o56'09"W.; and thence returning

to

(3131) “a” 32o50'14"N., 79o56'11"W.

(3132) (2) Area No. 2 is that portion of the Cooper River

beginning at a point west of Shutes Folly Island at

(3133) “a” 32o46'27"N., 79o55'31"W.; thence to

(3134) “b” 32o46'39"N., 79o55'11"W.; thence to

(3135) “c” 32o46'39"N., 79o54'51"W.; thence to

(3136) “d” 32o46'28"N., 79o54'47"W.; thence to

(3137) “e” 32o46'17"N., 79o54'51"W.; thence to

(3138) “f” 32o46'17"N., 79o55'11"W.; and thence returning to

(3139) “a” 32o46'27"N., 79o55'31"W.

(3140) (b) The regulations. (1) There shall be no introduction of magnetic material or magneto-electric field

sources within the area.

(3141) (2) No person shall enter or remain in the water

within the restricted areas. Ships transiting the areas

will proceed without delay and shall not, except as

noted below, lie to or anchor within the areas.

(3142) (i) Pleasure craft under 50 feet LOA will not normally be affected; however, such craft may be required

to stand clear upon notification, in the event they are

interfering with range operation.

(3143) (ii) Anchored commercial ships will be allowed to

swing into the restricted area at the Shutes Folly Island

site when the range is not in use. Shutes Folly Island

Range usage will be indicated by range house display of

the international DELTA signal flag.

(3144) (iii) This section shall be enforced by the Commandant, Sixth Naval District, Charleston, South Carolina,

and such agencies as he may designate.

§334.475 Brickyard Creek and tributaries and the

Broad River at Beaufort, SC.

(3145) (a) The areas: (1) That section of the Atlantic

Intracoastal Waterway (AIWW), beginning at the confluence of the AIWW and Albergottie Creek, being that

point on the west side of the AIWW navigational channel at 32o27'25"N., 80o41'16"W., thence continuing in a

northerly direction along the western channel edge of

the AIWW to

(3146) 32o27'32"N., 80o41'20"W., thence to

(3147) 32o27'36"N., 80o41'20"W., thence to

(3148) 32o27'39"N., 80o41'20"W., thence to

(3149) 32o27'50"N., 80o41'24"W., thence to

(3150) 32o28'12"N., 80o41'27"W., thence to

(3151) 32o28'15"N., 80o41'27"W., thence to

(3152) 32o28'30"N., 80o41'31"W., thence to

(3153) 32o28'40"N., 80o41'31"W., thence to

(3154) 32o28'44"N., 80o41'27"W., thence to

(3155) 32o28'55"N., 80o41'31"W., thence to

(3156) 32o29'34"N., 80o41'24"W., thence to

(3157) 32o29'38"N., 80o41'16"W., thence to

(3158) 32o29'49"N., 80o41'31"W. on the east shore of the

Marine Corps Air Station (MCAS), at its intersection

with the Station's property boundary line, thence heading south along the eastern shoreline of the MCAS to a

point along the northern shoreline of Mulligan Creek

at 32o29'24"N., 80o41'52"W., thence southwesterly

across Mulligan Creek to the shoreline of the MCAS, at

32o29'16"N., 80o42'14"W., thence continuing along the

eastern shoreline to its intersection with Albergottie

Creek, at 32o27'14"N., 80o42'03"W., thence continuing

along the southern shoreline of the MCAS to the intersection of Salt Creek with U.S. Highway 21, at

32o27'00"N., 80o43'55"W., thence back down the southern creek edge of Salt and Albergottie Creeks, thence

back to the starting point at the confluence of

Albergottie Creek and the AIWW, at 32o27'25"N.,

80o41'16"W. Note: Situated within the boundaries of

the area described in paragraph (a)(1) of this section

are the areas described in paragraphs (a)(2), (a)(3),

(a)(4), (a)(5) and the danger zone described in paragraph (a)(10) of this section. Since additional regulations apply to these sections, they are excluded from

the area described in paragraph (a)(1) given that they

are more strictly regulated.

(3159) (2) That portion of Mulligan Creek located on the

southern side of the MCAS runway, beginning at a

point on the eastern shoreline of Mulligan Creek at

32o29'24"N., 80o41'52"W., thence southwesterly across

Mulligan Creek to the shoreline of the MCAS at

32o29'16"N., 80o42'14"W., thence continuing in a

northerly direction along the eastern shoreline of the

MCAS, thence in a northeasterly direction along the

southern side of the MCAS runway, thence back down

the eastern shoreline of Mulligan Creek to its starting

point at 32o29'24"N., 80o41'52"W.

(3160) (3) That area adjacent to the Atlantic Intracoastal

Waterway (AIWW), situated within the boundaries of

the area described in paragraph (a)(1) of this section,

beginning at a point on the west side of the AIWW navigational channel at 32o27'50"N., 80o41'24"W., thence

continuing in a northerly direction along the western

channel edge of the AIWW to 32o28'04"N., 80o41'27"W.,

thence turning in a westerly direction and continuing

to 32o28'04"N., 80o42'00"W., on the eastern shore of the

MCAS, thence heading in a southward direction along

the shoreline to 32o27'50"N., 80o41'52"W., thence turning in a westerly direction and returning back to the

starting point on the west edge of the AIWW channel at

32o27'50"N., 80o41'24"W.

(3161) (4) That area contiguous to Albergottie Creek, situated within the boundaries of the area described in

paragraph (a)(1) of this section, beginning at a point on

the southern shoreline of the MCAS at 32o27'07"N.,

80o42'28"W., thence continuing in a northerly

Navigation Regulations ■ Chapter 2 ■ 181
direction along the shoreline, up to the shoreline adjacent to Kimes Avenue and back down the opposite

shoreline in a southerly direction to a point at

32o27'03"N., 80o42'57"W., thence turning in an easterly

direction and returning back to the starting point at

32o27'07"N., 80o42'28"W.

(3162) (5) That area contiguous to Salt Creek, situated

within the boundaries of the area described in paragraph (a)(1) of this section, beginning at a point on the

southern shoreline of the MCAS and the edge of Salt

Creek at 32o27'07"N., 80o43'26"W., thence continuing

in a northerly direction along the shoreline of the

MCAS and continuing on to its intersection again with

Salt Creek and adjacent to U.S. Highway 21, thence

turning and continuing along the shoreline of Salt

Creek in an easterly direction and returning back to the

starting point at 32o27'07"N., 80o43'26"W.

(3163) (6) That section of the Atlantic Intracoastal Waterway (AIWW), beginning at the confluence of the AIWW

and Albergottie Creek, being that point on the west side

of the AIWW navigational channel at 32o27'25"N.,

80o41'16"W., thence continuing in a northerly direction along the western channel edge of the AIWW to

(3164) 32o27'32"N., 80o41'20"W., thence to

(3165) 32o27'36"N., 80o41'20"W., thence to

(3166) 32o27'39"N., 80o41'20"W., thence to

(3167) 32o27'50"N., 80o41'24"W., thence to

(3168) 32o28'12"N., 80o41'27"W., thence to

(3169) 32o28'15"N., 80o41'27"W., thence to

(3170) 32o28'30"N., 80o41'31"W., thence to

(3171) 32o28'40"N., 80o41'31"W., thence to

(3172) 32o28'44"N., 80o41'27"W., thence to

(3173) 32o28'55"N., 80o41'31"W., thence to

(3174) 32o29'34"N., 80o41'24"W., thence to

(3175) 32o29'38"N., 80o41'16"W., thence crossing the

AIWW channel in a southeasterly direction to a point

on the east side of the AIWW and the marsh edge of

bank, at 32o29'34"N., 80o41'13"W., thence southward

along the edge of the AIWW and the waterward marsh

edge of Ladies Island to a point on the west shoreline of

Pleasant Point Peninsular, at 32o27'28"N., 80o41'13"W.,

thence back across the AIWW navigational channel to

the point of beginning, at 32o27'25"N., 80o41'16"W.

(3176) (7) That portion of Mulligan Creek, beginning at its

northern mouth and confluence with McCalleys Creek,

at 32o30'28"N., 80o41'34"W., thence proceeding in a

westerly direction along the northern shoreline of Mulligan Creek to its intersection with Perryclear Drive

bridge crossing, at 32o30'18"N., 80o42'00"W., thence

back down the southern shoreline to its starting point

at McCalleys Creek, at 32o30'28"N., 80o41'34"W.

(3177) (8) That portion of Mulligan Creek, beginning at the

Perryclear Drive bridge crossing, at 32o30'18"N.,

80o42'00"W., thence proceeding in a southwesterly

direction along the northern shoreline of Mulligan

Creek to the terminus of its western tributary, thence

back down its southern shoreline to the terminus of its

eastern terminus located at the northern end on the

MCAS runway, at 32o29'42"N., 80o42'25"W., thence back

down the southern shoreline to its starting point at

Perryclear Drive bridge crossing, at 32o30'18"N.,

80o42'00"W.

(3178) (9) (Laurel Bay Military Family Housing Area,

Broad River) That section of the Broad River, beginning

on the western shoreline of Laurel Bay Military Family

Housing Area boundary line, at 32o26'56"N.,

80o48'10"W., thence proceeding in a northerly direction along the shoreline to the housing area northern

boundary line at 32o28'15"N., 80o48'36"W., thence proceeding a distance of 500 feet into the Broad River, at

32o28'15"N., 80o48'39"W., thence proceeding in a

southerly direction and maintaining a distance of 500

feet from the shoreline to 32o26'56"N., 80o48'18"W.,

thence back towards the shoreline to the point of beginning at 32o26'56"N., 80o48'10"W.

(3179) (10) (Danger Zone). That portion of Mulligan

Creek located adjacent to the MCAS firing range and

the restricted area described in paragraph (a)(2) of this

section, beginning at a point on the western shoreline

of Mulligan Creek at 32o29'16"N., 80o42'14"W., thence

northeasterly across Mulligan Creek to the opposite

shoreline at 32o29'24"N., 80o41'52"W., thence continuing in a southeasterly direction to an upland island bordering the northern shoreline of Mulligan Creek at

32o29'09"N., 80o41'49"W., thence turning in a southwesterly direction and crossing Mulligan Creek to a

point on the eastern shoreline of the MCAS at

32o29'06"N., 80o42'07"W., thence continuing along the

eastern shoreline of the MCAS to its starting point at

32o29'16"N., 80o42'14"W.

(3180) (b) The regulation: (1) Unauthorized personnel,

vessels and other watercraft shall not enter the restricted areas described in paragraphs (a)(2), (a)(3),

(a)(4), (a)(5) and (a)(8) of this section at any time.

(3181) (2) The public shall have unrestricted access and

use of the waters described in paragraph (a)(6) of this

section whenever the MCAS is in Force Protection

Condition Normal, Alpha or Bravo. Whenever the facility is in Force Protection Condition Charlie or Delta,

personnel, vessels and other watercraft entering the restricted area described in paragraph (a)(6) of this section shall proceed at normal speed and shall under no

circumstances anchor, fish, loiter or photograph in any

way until clear of the restricted area.

(3182) (3) The public shall have unrestricted access and

use of the waters described in paragraphs (a)(1), (a)(7),

and (a)(9) of this section whenever the MCAS is in

Force Protection Condition Normal Alpha or Bravo.

182 ■ Chapter 2 ■ Volume 4
Whenever the facility is in Force Protection Condition

Charlie or Delta, personnel, vessels and other

watercraft are prohibited from entering the waters described in paragraphs (a)(1), (a)(7), and (a)(9) of this

section, unless they first obtain an escort or other approval from the Commander, MCAS, Beaufort, South

Carolina.

(3183) (4) Unauthorized personnel, vessels and other

watercraft shall not enter the danger zone described in

paragraph (a)(10) of this section at any time.

(3184) (5) All restricted areas and danger zones will be

marked with suitable warning signs.

(3185) (6) It is understood that none of the restrictions

herein will apply to properly marked Federal vessels

performing official duties.

(3186) (7) It is further understood that unauthorized personnel will not take photographs from within the above

described restricted areas.

(3187) (c) Enforcement: The regulation in this section,

promulgated by the United States Army Corps of Engineers, shall be enforced by the Commanding Officer,

MCAS Beaufort, or persons or agencies as he/she may

authorize including any Federal Agency, State, Local or

County Law Enforcement agency, or Private Security

Firm in the employment of the facility, so long as the

entity undertaking to enforce this Restricted Area has

the legal authority to do so under the appropriate Federal, State or local laws.

§334.480 Archers Creek, Ribbon Creek and Broad

River, S.C.; U.S. Marine Corps Recruit Depot Rifle

and Pistol Ranges, Parris Island.

(3188) (a) During the periods when the rifle and pistol

ranges on Parris Island are in use, the following areas

will be restricted to navigation:

(3189) (1) At the rifle range. Archers Creek between Broad

River and Beaufort River and Ribbon Creek from Broad

Creek entrance. The area is inclosed by the following

points:

(3190) 32o21'40"N., 80o44'52"W.;

(3191) 32o21'51"N., 80o44'38"W.;

(3192) 32o21'54"N., 80o44'41"W.;

(3193) 32o22'01"N., 80o44'21"W.;

(3194) 32o22'08"N., 80o44'15"W.;

(3195) 32o22'15"N., 80o44'07"W.;

(3196) 32o22'17"N., 80o44'05"W.;

(3197) 32o22'20"N., 80o43'52"W.;

(3198) 32o22'17"N., 80o43'48"W.;

(3199) 32o22'17"N., 80o43'47"W.;

(3200) 32o21'44"N., 80o43'28"W.;

(3201) 32o21'30"N., 80o43'13"W.;

(3202) 32o20'55"N., 80o42'23"W.;

(3203) 32o20'21"N., 80o42'24"W.;

(3204) 32o20'06"N., 80o42'43"W.;

(3205) 32o20'12"N., 80o43'01"W.;

(3206) 32o20'18"N., 80o43'22"W.;

(3207) 32o20'28"N., 80o43'33"W.;

(3208) 32o20'30"N., 80o43'37"W.;

(3209) 32o20'35"N., 80o43'41"W.;

(3210) and thence to point of beginning:

(3211) 32o21'40"N., 80o44'52"W.

(3212) (2) At the pistol range. An area in Broad River

inclosed by the following points:

(3213) 32o20'09"N., 80o42'57"W.;

(3214) 32o19'27"N., 80o42'27"W.;

(3215) 32o18'57"N., 80o43'24"W.;

(3216) 32o19'39"N., 80o43'54"W.;

(3217) 32o20'00"N., 80o43'36"W.;

(3218) 32o20'00"N., 80o43'15"W.

(3219) The area will be adequately marked by red flags for

the convenience and protection of the general public.

(3220) (b) Firing over these ranges will normally take

place between the hours of 6:30 a.m. and 5 p.m., Monday through Friday, and from 6 a.m. to 12 noon on Saturday, National holidays excepted, and at other times as

designated and properly published by the Commanding

General, Parris Island Marine Base.

(3221) (c) No person, vessel and other watercraft shall enter the restricted waters when firing is in progress. At

all other times these waters are open to navigation.

Safety regulations shall be enforced at all times with

the following specific precautions being provided by

the Parris Island Marine Base:

(3222) (1) At the rifle range–Warning signs indicating the

periods when the rifle range is in use will be posted at

the entrances to Archers Creek and Ribbon Creek. Also

the warning signs will be placed at the corners of the rifle range impact area.

(3223) (2) At the pistol range–Warning flag shall be flown

from top of a lookout tower with a sentry lookout during actual firing. Also a patrol boat shall be accessible

for clearing the area and warning all approaching vessels of the danger zone area and the schedule of firing.

During storms or similar emergencies this area shall

be opened to vessels to reach safety without undue delay for the preservation of life and property.

(3224) (d) The regulations in this section shall be enforced

by the Commanding General, Marine Corps Recruit

Depot, Parris Island, South Carolina, and such agencies as he may designate.

§334.490 Atlantic Ocean off Georgia Coast;

air-to-air and air-to-water gunnery and bombing

ranges for fighter and bombardment aircraft,

United States Air Force.

(3225) (a) –(1) For fighter aircraft. An area approximately

30 miles offshore between Wassaw Sound and Brunswick, Georgia, described as follows: Beginning at

Navigation Regulations ■ Chapter 2 ■ 183
(3226) 31o55'30", 80o24'00"; thence 090o true to longitude

80o16'00"; thence southwesterly to

(3227) 31o10'00", 80o43'00"; thence 270o to longitude

80o51'00"; and then northeasterly to the point of beginning.

(3228) (2) For bombardment aircraft. An area approximately 70 miles off shore between Savannah Beach and

Brunswick, Georgia, described as follows: Beginning at

(3229) 32o00'00", 79o43'00"; thence 090o true to longitude

79o07'00"; thence southwesterly to

(3230) 31o10'00", 79o24'00"; thence 270o true to longitude

80o00'00"; and thence northeasterly to the point of beginning.

(3231) (b) The regulations. (1) The danger zones shall be

open to navigation except when aerial gunnery or

bombing practice is being conducted.

(3232) (2) Prior to conducting each practice, the entire

area will be patrolled by aircraft to warn any persons

and watercraft found in the vicinity that such practice

is about to take place. The warning will be by “buzzing,” (i.e., by flying low over the person or watercraft.)

Any person or watercraft shall, upon being so warned,

immediately leave the area designated and shall remain

outside the area until practice has ceased.

(3233) (3) The regulations in this section shall be enforced

by the Commanding Officer, 2d Bombardment Wing,

Hunter Air Force Base, Savannah, Georgia, and such

agencies as he may designate.

§334.500 St. Johns River Fla., Ribault Bay;

restricted area.

(3234) (a) The Area. All waters constituting the Turning

Basin within the Naval Air Base Reservation, Mayport,

Florida, and enclosed by a line bearing approximately

180o true from Ribault Channel Light 4 to the shore at a

point connecting with the Naval Base boundary line

fence.

(3235) (b) The regulations. (1) All persons, vessels and

craft, except those vessels operated by the U.S. Navy or

Coast Guard are prohibited from entering this area except in cases of extreme emergency.

(3236) (2) This section shall be enforced by the Commander, United States Naval Air Station, Jacksonville,

Florida, and such agencies as he may designate.

§334.510 U.S. Navy Fuel Depot Pier, St. Johns River,

Jacksonville, Fla.; restricted area.

(3237) (a) The area is described as:

(3238) (1) A line running at 238.5o true and paralleling the

pier at 100 feet is extended from the eastern edge of the

mooring platform No.59 to the western edge of platform No.65. From these points the boundaries are extended to the shoreline along lines running at 328.5o.

(3239) (2) The easterly waterward coordinate being:

(3240) 30o23'58.0"N., 81o37'15.0"W.

(3241) (3) The westerly waterward coordinate being:

(3242) 30o23'53.0"N., 81o37'24.4"W.

(3243) (b) The regulations. (1) The use of waters as previously described by private and/or commercial floating

craft or persons is prohibited with the exception of vessels or persons that have been specifically authorized to

do so by the Officer in Charge of the Navy Fuel Depot.

(3244) (2) This regulation shall be enforced by the Officer

in Charge, U.S. Navy Fuel Depot, Jacksonville, Florida,

and such agencies as the officer in charge may designate.

§334.515 Blount Island Command and Marine

Corps Support Facility - Blount Island;

Jacksonville, Florida restricted areas.

(3245) (a) The areas. (1) The restricted areas shall encompass all navigable waters of the United States, as defined

at 33 CFR 329, contiguous to the area identified as

Blount Island Command and Marine Corps Support Facility-Blount Island (MCSF-BI). The three areas are

contiguous but each area is described separately below

for clarification.

(3246) (2) Area 1. Commencing from the shoreline at the

northwest portion of the facility, at 30°24'46.10"N.,

81°32'19.01"W., thence proceed 200 yards in a northwesterly direction to 30°24'49.84"N., 81°32'23.12"W. From

this point the line meanders irregularly, following the

shoreline at a distance of 200 yards from the mean high

water line to a point 30°23'36.75"N., 81°30'26.42"W.,

thence southwesterly to a point at 30°23'34.44"N.,

81°30'28.80"W., thence west southwesterly to a point at

30°23'33.68"N., 81°30'32.61"W.

(3247) (3) Area 2. This includes all waters within the area

generally identified as the U.S. Marine Corps Slipway but

which is also known as the Back River area and the waters

out to a distance of 100 yards from the entranceway. From

the last point identified in paragraph (a)(2) of this section,

30°23'33.68"N., 81°30'32.61"W., proceed west southwesterly to a point at 30°23'30.93"N., 81°30'57.14"W.

(3248) (4) Area 3. From the last point identified in paragraph

(a)(3) of this section, 30°23'30.93"N., 81°30'57.14"W., the

line meanders irregularly in a westerly direction, following

the shoreline at a distance of 100 yards from the mean high

water line to a point at 30°23'26.34"N., 81°31'49.73"W.,

thence proceed north to terminate at a point on the shoreline at 30°23'29.34"N., 81°31'49.79"W.

(3249) (b) The regulations. (1) With the exception of local,

State and federal law enforcement entities, all persons,

vessels, and other craft are prohibited from entering,

transiting, anchoring, or drifting within the areas described in paragraph (a) of this section for any reason

without the permission of the Commanding Officer,

184 ■ Chapter 2 ■ Volume 4
Marine Corps Support Facility-Blount Island, Jacksonville, Florida, or his/her authorized representative.

(3250) (2) The restriction noted in paragraph (b)(1) of this

section is in effect 24 hours a day, 7 days a week.

(3251) (3) Warning signs will be posted near the MCSF-BI

shoreline advising boaters of the restrictions in this

section.

(3252) (c) Enforcement. (1) The regulations in this section shall be enforced by the Commanding Officer,

Marine Corps Support Facility-Blount Island, Jacksonville, Florida, and/or such persons or agencies as he/she

may designate.

(3253) (2) Enforcement of the regulations in this section

will be accomplished utilizing the Department of Defense Force Protection Condition (FPCON) System.

From the lowest security level to the highest, Force

Protection Conditions levels are titled Normal, Alpha,

Bravo, Charlie and Delta. The regulations in this section will be enforced as noted in paragraph (b) of this

section, or at the discretion of the Commanding

Officer.

§334.520 Lake George, Fla.; naval bombing area.

(3254) (a) The danger zone. An area in the eastern part of

Lake George described as follows: Beginning at

(3255) 29o13'16", 81o34'28"; thence along a line parallel to

the navigation channel to

(3256) 29o20'05", 81o36'15"; thence along a line about

three-fifths mile southerly from the Putnam-Volusia

County line to

(3257) 29o20'19", 81o35'12"; thence to

(3258) 29o18'36", 81o33'53"; thence to

(3259) 29o13'22", 81o32'38"; and thence to the point of beginning. The area will be marked by appropriate warnings signs at the five corners and at the midpoint of the

longer side.

(3260) (b) The regulations. (1) Bombing operations will be

confined, as nearly as practicable, to the north-south

center line of the danger zone, keeping well clear of the

navigation channel.

(3261) (2) Prior to each bombing operation the danger

zone will be patrolled by naval aircraft which will warn

all persons and vessels to leave the area by “zooming” a

safe distance to the side and at least 500 feet above the

surface. Upon being so warned, such persons and vessels shall leave the danger zone immediately and shall

not re-enter the danger zone until bombing operations

have ceased.

(3262) (3) At intervals of not more than three months,

public notices will be issued that bombing operations

are continuing. Such notices will appear in the local

newspaper and in “Notice to Mariners.”

(3263) (4) The regulations in this section shall not deny

passage through Lake George by regular cargo-carrying

vessels proceeding along established lanes for such vessels. When any such vessel is within the danger zone

the officer in charge of the bombing operations will

cause the cessation or postponement of such operations until the vessel has cleared the area. The vessel

shall proceed on its normal course and shall not delay

its progress.

(3264) (5) The regulations in this section shall be enforced

by the Commander, Naval Air Bases, Sixth Naval District, Naval Air Station, Jacksonville, Florida, and such

agencies as he may designate.

§334.530 Canaveral Harbor adjacent to the Navy

pier at Port Canaveral, FL.; restricted area.

(3265) (a) The area. The waters of Canaveral Harbor

within a line circumscribing the water approaches to

the Navy pier along the northeasterly edge of the

Canaveral Harbor turning basin at a distance of 200

feet from all portions of the pier including the dolphins

200 feet off the northwest end and 75 feet off the southeast end of the pier.

(3266) (b) The regulations. (1) All unauthorized vessels

and personnel are prohibited from the area during

specified periods.

(3267) (2) The area will be closed when a red square flag

(bravo), and depending on the status of the hazardous

operation, either an amber or red beacon, steady burning or rotating, day or night, when displayed from any

of the three berths along the wharf.

(3268) (3) Lighted signs indicating the restricted area will

be placed on the pier and adjacent thereto.

(3269) (4) The regulations in this section shall be enforced

by the Commanding Officer, U.S. Naval Ordnance Test

Unit, AFMTC, Patrick Air Force Base, Florida.

§334.540 Banana River at the Eastern Range, 45th

Space Wing, Cape Canaveral Air Force Station, FL;

Restricted Area.

(3270) (a) The area. The restricted area shall encompass

all navigable waters of the United States, as defined at

33 CFR part 329, within the Banana River contiguous

to the area offshore of Cape Canaveral Air Force Station, Florida. The area is bounded by a line connecting

the following coordinates: Commencing from the

shoreline at the southeast portion of the area, at

approximately

(3271) 28°25.17'N., 80°36.24'W.; thence directly to

(3272) 28°25.18'N., 80°36.65'W.; thence directly to

(3273) 28°25.25'N., 80°36.66'W.; thence directly to

(3274) 28°25.22'N., 80°38.36'W.; thence directly to

(3275) 28°26.23'N., 80°38.25'W.; thence directly to

(3276) 28°26.23'N., 80°38.47'W.; thence to reach the

south side of the Kennedy Space Center NASA Causeway

East Roadway at approximately 29°30.74'N., 80°36.63'W.

Navigation Regulations ■ Chapter 2 ■ 185
(3277) (b) The regulation. (1) The area described in paragraph (a) of this section will be closed when it is

deemed necessary by the Commander, 45th Space

Wing or his/her designee to address any perceived

threat to the local area. With the exception of local,

State, and Federal law enforcement entities, all persons, vessels, and other craft are prohibited from entering, transiting, anchoring, or drifting within the

restricted area when it is closed without the permission

of the Commander, 45th Space Wing or his/her designee.

(3278) (2) Due to the nature of this restricted area, closures may occur with very little advance notice. Closure of the area shall be noticed by the display of a red

beacon located at the southern entrance to Cape

Canaveral Air Force Station. Information will be provided via marine radio broadcast during the duration of

the area closure.

(3279) (c) Enforcement. The regulations in this section

shall be enforced by the Commander, 45th Space Wing,

Patrick Air Force Base, Florida and/or such persons or

agencies as he/she may designate.

§334.550 [Removed]

§334.560 Banana River at Patrick Air Force Base,

Fla., restricted area.

(3280) (a) The area. The waters within an area beginning

at a point located at

(3281) 28o16'19"N., 80o36'28"W.; proceed west to

(3282) 28o16'19"N., 80o36'35"W.; thence, southwesterly to

(3283) 28o14'34"N., 80o37'08"W.; thence, southerly to

(3284) 28o12'44"N., 80o37'18"W.; thence, east to

(3285) 28o12'44"N., 80o37'11"W.

(3286) This encompasses an area reaching from the

northern extent described to the southern extent described and extending from the mean high water line

waterward a minimum distance of approximately 600

feet.

(3287) (b) The regulations. (1) All unauthorized persons

and watercraft shall stay clear of the area at all times.

(3288) (2) The regulations in this section shall be enforced

by the Commander, 45th Space Wing, Patrick Air Force

Base, Florida, and such agencies as he/she may designate.

§334.570 Banana River near Orsino, FL; restricted

area.

(3289) (a) The area. That part of Banana River N of the

NASA Banana River Causeway near Orsino and extending above the head of said river to the N and westerly to

Kennedy Parkway North.

(3290) (b) The regulations. (1) All unauthorized craft and

personnel shall stay clear of the area at all times.

(3291) (2) The regulations in this section shall be enforced

by the Director, John F. Kennedy Space Center, NASA,

Cocoa Beach, Fla.

§334.580 Atlantic Ocean near Port Everglades,

Fla.; naval restricted area.

(3292) (a) The area. Beginning at a point at

(3293) 26o05'30"N., 80o03'30"W.; proceed west to

(3294) 26o05'30"N., 80o06'30"W.; thence, southerly to

(3295) 26o03'00"N., 80o06'42"W., thence, east to

(3296) 26o03'00"N., 80o05'44"W.; thence, south to

(3297) 26o01'36"N., 80o05'44"W.; thence, east to

(3298) 26o01'36"N., 80o03'30"W.; thence, north to the

point of beginning.

(3299) (b) The regulations. (1) Anchoring, trawling, dredging, or attaching any object to the submerged sea bottom shall be prohibited in the above described area.

(3300) (2) The regulations of this section shall be enforced

by the Facility Director, Naval Surface Warfare Center,

Detachment Dania, Florida, and such agencies as

he/she may designate.

§334.590 Atlantic Ocean off Cape Canaveral, Fla.;

Air Force Missile Testing Area, Patrick Air Force

Base, FL.

(3301) (a) The danger zone. An area in the Atlantic Ocean

immediately offshore from Cape Canaveral defined by a

line 3 nautical miles from shore, said area terminating

in the north at a line on a bearing of 070o from a point

on shore at approximate latitude 28o35' north and in

the south at a line on a bearing of 115o from a point on

the shore at approximate latitude 28o25' north.

(3302) (b) The regulations. (1) All unauthorized persons

and vessels are prohibited from operating within the

danger zone during firing periods to be specified by the

Commander, Air Force Missile Test Center, Patrick Air

Force Base.

(3303) (2) Warning signals will be used to warn persons

and vessels that the danger zone is active. These signals

will be in the form of a large red ball and a red flashing

high intensity beacon. One signal will be located on a

90-foot pole near the shoreline at the north end of the

danger zone, and one signal will be located on a 90-foot

pole near the shoreline about one-half mile north of

the south limit of the danger zone. An amber rotating

beacon and warning sign will be erected on the north

side of the Port Canaveral ship channel to indicate to

vessels about to leave the harbor that the danger zone

is in use.

(3304) (3) When the signals in paragraph (b)(2) of this section are displayed, all persons and vessels, except those

authorized personnel and patrol vessels, will immediately leave the danger zone by the most direct route

and stay out until the signals are discontinued.

186 ■ Chapter 2 ■ Volume 4
(3305) (4) The regulations in this paragraph shall be enforced by the Commander, Air Force Missile Test Center, Patrick Air Force Base, Fla., and such agencies as

he may designate.

§334.595 Atlantic Ocean off Cape Canaveral; 45th

Space Wing, Cape Canaveral Air Force Station, FL;

Restricted Area.

(3306) (a) The area. The restricted area shall encompass

all navigable waters of the United States, as defined at

33 CFR part 329, contiguous to the area offshore of

Cape Canaveral Air Force Station, Florida. The area is

bounded by a line connecting the following coordinates: Commencing from the shoreline at the northwest portion of the area, at

(3307) 28°35.008'N., 80°34.448'W.; thence directly to

(3308) 28°35.617'N., 80°33.140'W.; thence following the

mean high water line southerly at a distance of 1.5

miles to a point at

(3309) 28°24.253'N., 80°33.658'W.; thence proceeding

westerly to terminate at a point on the shoreline at

(3310) 28°24.69'N., 80°35.05'W.

(3311) (b) The regulation. (1) The area described in paragraph (a) of this section will be closed when it is

deemed necessary by the Commander, 45th Space

Wing or his/her designee to address any perceived

threat to the local area. With the exception of local,

State, and Federal law enforcement entities, all persons, vessels, and other craft are prohibited from entering, transiting, anchoring, or drifting within the

restricted area when it is closed without the permission

of the Commander, 45th Space Wing or his/her

designee.

(3312) (2) Due to the nature of this restricted area, closures may occur with very little advance notice. Closure of the area shall be noticed by the display of a red

ball and red beacon from a 90-foot pole near the shoreline at approximately

(3313) 28°35.0'N., 80°34.8'W and from a 90-foot pole near

the shoreline at approximately

(3314) 28°25.3'N., 80°35.0'W. Information will be provided via marine radio broadcast and a warning statement displayed on an electronic marquee sign located

on the north side of the Port Canaveral ship channel

between the Trident and Poseidon Wharf during the

duration of the area closure.

(3315) (c) Enforcement. The regulations in this section

shall be enforced by the Commander, 45th Space Wing,

Patrick Air Force Base, Florida and/or such persons or

agencies as he/she may designate.

§334.600 Trident Basin Adjacent to Canaveral

Harbor at Cape Canaveral Air Force Station,

Brevard County, Florida Danger Zone.

(3316) (a) The Danger Zone. From the west side of the access channel at latitude 28o24'37", longitude 80o35'35"

to the east side of the access channel at latitude

28o24'37", longitude 80o35'26" and the entire basin.

(3317) (b) The regulations. (1) No unauthorized person or

vessel shall enter the area. The area will be used for

loading and unloading explosives. The entrance to the

basin will be marked by suitable boundary signs.

(3318) (2) The regulations will be enforced by the Commanding Officer, Naval Ordnance Test Unit, Patrick Air

Force Base, Florida, or such agencies he may designate.

§334.610 Key West Harbor, at U.S. Naval Base, Key

West, Fla.; naval restricted areas and danger zone.

(3319) (a) The areas. (1) All waters within 100 yards of the

south shoreline of the Harry S. Truman Annex, beginning at a point on the shore at

(3320) 24o32'45.3"N., 81o47'51"W.; thence to a point 100

yards due south of the south end of Whitehead Street of

(3321) 24o32'42.3"N., 81o47'51"W.; thence extending westerly, paralleling the southerly shoreline of the Harry S.

Truman Annex, to

(3322) 24o32'37.6"N., 81o48'32"W.; thence northerly to the

shore at

(3323) 24o32'41"N., 81o48'31"W. (Area #1).

(3324) (2) All waters within 100 yards of the westerly

shoreline of the Harry S. Truman Annex and all waters

within a portion of the Truman Annex Harbor, as defined by a line beginning on the shore at

(3325) 24o33'00"N., 81o48'41.7"W.; thence to a point 100

yards due west at

(3326) 24o33'00"N., 81o48'45"W.; thence northerly, paralleling the westerly shoreline of the Harry S. Truman

Annex, including a portion of the Truman Annex Harbor entrance, to

(3327) 24o33'23"N., 81o48'37"W.; thence southeasterly to

the shore (sea wall) at

(3328) 24o33'19.3"N., 81o48'28.7"W. (Area #2).

(3329) (3) All waters within 100 yards of the U.S. Coast

Guard Station and the westerly end of Trumbo Point

Annex beginning at the shore at

(3330) 24o33'47.6"N., 81o47'55.6"W.; thence westerly to

(3331) 24o33'48"N., 81o48'00.9"W.; thence due south to

(3332) 24o33'45.8"N., 81o48'00.9"W.; thence westerly to

(3333) 24o33'47"N., 81o48'12"W.; thence northerly to

(3334) 24o34'06.2"N., 81o48'10"W.; thence easterly to a

point joining the restricted area around Fleming Key at

(3335) 24o34'03.3"N., 81o47'55"W. (Area #3).

(3336) (4) Beginning at the last point designated in area 3

at 24o34.0550'N., 81o47.9166'W.; proceed in a northwesterly direction to a point at

Navigation Regulations ■ Chapter 2 ■ 187
188 ■ Chapter 2 ■ Volume 4

(3337) 24o34.2725'N., 81o48.1304'W.; thence northeasterly to

(3338) 24o34.3562'N., 81o48.0192'W.; thence northwesterly direction to

(3339) 24o34.4506'N., 81o48.1444'W.; thence northwesterly to

(3340) 24o34.5619'N., 81o48.1873'W.; thence northeasterly to

(3341) 24o34.9084'N., 81o48.0945'W.; thence northeasterly to

(3342) 24o34.9809'N., 81o47.9400'W.; proceed in a general

northerly direction maintaining a distance of 100 yards

from the shoreline of Fleming Key, continue around

Fleming Key to a point easterly of the southeast corner

of Fleming Key at

(3343) 24o34.0133'N., 81o47.6250'W.; thence easterly to

(3344) 24o33.9600'N., 81o47.3333'W.; thence southerly to

a point on the shore at

(3345) 24o33.9117'N., 81o47.3450'W. The Department of

the Navy plans to install buoys along that portion of the

restricted area boundary which marks the outer edge of

the explosive hazard safety distance requirements.

(3346) (5) All waters contiguous to the southwesterly

shoreline of Boca Chica Key beginning at a point on the

southwest shoreline at

(3347) 24o33'24"N., 81o42'30"W.; proceed due south 100

yards to

(3348) 24o33'20.4"N., 81o42'30"W.; thence, maintaining a

distance 100 yards from the shoreline, proceed westerly and northerly to

(3349) 24o34'03"N., 81o42'47"W.; thence due north to a

point at the easterly end of the U.S. Highway 1 (Boca

Chica Channel) bridge at

(3350) 24o34'39"N., 81o42'47"W. (Area #5).

(3351) (6) Danger zone. All waters within an area along

the northeast side of the Naval Air Station on Boca

Chica Key defined by a line beginning at

(3352) 24o35.472'N., 81o41.824'W.; thence proceed in a

northerly direction to a point at

(3353) 24o36.289'N., 81o41.437'W.; thence proceed westerly to a point at

(3354) 24o36.392'N., 81o41.970'W.; thence to a point on

shore at

(3355) 24o35.698'N., 81o41.981'W.

(3356) (b) The regulations: (1) Entering or crossing Restricted Areas #1 and #4 and the Danger Zone (Area #6)

described in paragraph (a) of this section, by any person

or vessel, is prohibited.

(3357) (2) Privately owned vessels, properly registered and

bearing identification in accordance with Federal

and/or State laws and regulations may transit the following portions of restricted area #2, #3 and #5. NOTE:

All vessels entering the areas at night must display

lights as required by Federal laws and Coast Guard

regulations or, if no constant lights are required, then

the vessel must display a bright white showing all

around the horizon,

(3358) (i) The channel, approximately 75 yards in width,

extending from the northwest corner of Pier D-3 of

Trumbo Point Annex, eastward beneath the Fleming

Key bridge and along the north shore of Trumbo Point

Annex (area #3).

(3359) (ii) A channel of 150 feet in width which extends

easterly from the main ship channel into Key West

Bight, the northerly edge of which channel passes 25

feet south of the Trumbo Point Annex piers on the

north side of the Bight. While the legitimate access of

privately owned vessels to facilities of Key West Bight is

unimpeded, it is prohibited to moor, anchor, or fish

within 50 feet of any U.S. Government-owned pier or

craft (area #3).

(3360) (iii) The dredged portion of Boca Chica channel

from its seaward end to a point due south of the east

end of the Boca Chica Bridge (area #5).

(3361) (iv) All of the portion of Restricted Area No. 2 that

lies between the Truman Annex Mole and the Key West

Harbor Range Channel. The transit zone extends to the

northwesterly corner of the Truman Annex Mole,

thence to the northwesterly end of the breakwater at

(3362) 24o33'21.3"N., 81o48'32.7"W.

(3363) (3) Stopping or landing by any person and/or any

vessel, other than Government-owned vessels and specifically authorized private craft in any of the restricted

areas or danger zone described in paragraph (a) of this

section is prohibited.

(3364) (4) Vessels using the restricted channel areas described in paragraph (b)(2)(i), (ii), (iii), and (iv) of this

section shall proceed at speeds commensurate with

minimum wake.

(3365) (c) The regulations in this section shall be enforced

by the Commanding Officer, Naval Air Station, Key

West, Florida, and such agencies as he/she may designate.

§334.620 Straits of Florida and Florida Bay in

vicinity of Key West, FL; operational training area,

aerial gunnery range, and bombing and strafing

target areas, Naval Air Station, Key West, FL.

(3366) (a) The danger zones–(1) Operational training

area. Waters of the Straits of Florida and Gulf of Mexico

southwest, west and northwest of Key West bounded as

follows: Beginning at latitude 25o45'00", longitude

82o07'00"; thence southeast to

(3367) 24o49'00", 81o55'00"; thence southwest to

(3368) 24o37'30", 82o00'30"; thence westerly to

(3369) 24o37'30", 82o06'00"; thence southerly to

(3370) 24o28'30", 82o06'00"; thence southerly to

(3371) 24o25'00", 82o06'30"; thence easterly to
Navigation Regulations ■ Chapter 2 ■ 189

(3372) 24o25'00", 81o57'00"; thence southwesterly to

(3373) 23o30'00", 82o19'00"; thence westerly to

(3374) 23o30'00", 82o46'00"; thence northwesterly to

(3375) 23o52'30", 83o11'00"; thence northerly to

(3376) 24o25'00", 83o11'00"; thence easterly to

(3377) 24o25'00", 83o08'00"; thence clockwise along the

arc of a circle with a radius of 92 miles centered at

(3378) 24o35'00", 81o41'15" to

(3379) 25o45'05", 82o23'30"; thence east to point of beginning.

(3380) (2) Bombing and strafing target areas.

(3381) (i) A circular area immediately west of Marquesas

Keys with a radius of two nautical miles having its center at

(3382) 24o33.4'N., 82o10.9'W., not to include land area and

area within Marquesas Keys. The target located within

this area, a grounded LSIL will be used for bombing

and aircraft rocket exercises.

(3383) (ii) A circular area located directly west of

Marquesas Keys with a radius of three statute miles

having its center at

(3384) 24o35.6'N., 82o11.6'W., not to include land area

within Marquesas Keys. The targets located within this

area, pile-mounted platforms, will be used as high altitude horizontal bombing range utilizing live ordnance

up to and including 1,800 pounds of high explosives. In

general, these explosives will be of an air-burst type,

above 1,500 feet.

(3385) (iii) A circular area located west of Marquesas Keys

with a radius of two nautical miles having its center at

(3386) 24o34'30", 82o14'00".

(3387) (b) The regulations. (1) In advance of scheduled air

or surface operations which, in the opinion of the enforcing agency, may be dangerous to watercraft, appropriate warnings will be issued to navigation interests

through official government and civilian channels or

in such other manner as the District Engineer, Corps of

Engineers, Jacksonville, Florida, may direct. Such

warnings will specify the location, type, time, and duration of operations, and give such other pertinent information as may be required in the interests of safety.

(3388) (2) Watercraft shall not be prohibited from passing

through the operational training area except when the

operations being conducted are of such nature that the

exclusion of watercraft is required in the interest of

safety or for accomplishment of the mission, or is considered important to the national security.

(3389) (3) When the warning to navigation interests states

that bombing and strafing operations will take place

over the designated target areas or that other operations hazardous to watercraft are proposed to be conducted in a specifically described portion of the overall

area, all watercraft will be excluded from the target

area or otherwise described zone of operations and no

vessel shall enter or remain therein during the period

operations are in progress.

(3390) (4) Aircraft and naval vessels conducting operations in any part of the operational training area will

exercise caution in order not to endanger watercraft.

Operations which may be dangerous to watercraft will

not be conducted without first ascertaining that the

zone of operations is clear. Any vessel in the zone of operations will be warned to leave and upon being so

warned the vessel shall leave immediately.

(3391) (5) The regulations in this section shall be enforced

by the Commandant, Sixth Naval District, Charleston,

S.C., and such agencies as he may designate.

TITLE 40–PROTECTION OF ENVIRONMENT

Part 140–Marine Sanitation Device Standard

§140.1 Definitions.

(3392) For the purpose of these standards the following

definitions shall apply:

(3393) (a) Sewage means human body wastes and the

wastes from toilets and other receptacles intended to

receive or retain body wastes;

(3394) (b) Discharge includes, but is not limited to, any

spilling, leaking, pumping, pouring, emitting, emptying, or dumping;

(3395) (c) Marine sanitation device includes any equipment for installation onboard a vessel and which is designed to receive, retain, treat, or discharge sewage and

any process to treat such sewage;

(3396) (d) Vessel includes every description of watercraft

or other artificial contrivance used, or capable of being

used, as a means of transportation on waters of the

United States;

(3397) (e) New vessel refers to any vessel on which construction was initiated on or after January 30, 1975;

(3398) (f) Existing vessel refers to any vessel on which

construction was initiated before January 30, 1975;

(3399) (g) Fecal coliform bacteria are those organisms associated with the intestines of warm-blooded animals

that are commonly used to indicate the presence of fecal material and the potential presence of organisms

capable of causing human disease.

§140.2 Scope of standard.

(3400) The standard adopted herein applies only to vessels

on which a marine sanitation device has been installed.

The standard does not require the installation of a marine sanitation device on any vessel that is not so

equipped. The standard applies to vessels owned and

operated by the United States unless the Secretary of
190 ■ Chapter 2 ■ Volume 4

Defense finds that compliance would not be in the interest of national security.

§140.3 Standard.

(3401) (a) (1) In freshwater lakes, freshwater reservoirs or

other freshwater impoundments whose inlets or outlets are such as to prevent the ingress or egress by vessel traffic subject to this regulation, or in rivers not

capable of navigation by interstate vessel traffic subject

to this regulation, marine sanitation devices certified

by the U.S. Coast Guard (see 33 CFR part 159, published in 40 FR 4622, January 30, 1975), installed on all

vessels shall be designed and operated to prevent the

overboard discharge of sewage, treated or untreated, or

of any waste derived from sewage. This shall not be construed to prohibit the carriage of Coast Guard-certified

flow-through treatment devices which have been secured so as to prevent such discharges.

(3402) (2) In all other waters, Coast Guard-certified marine sanitation devices installed on all vessels shall be

designed and operated to either retain, dispose of, or

discharge sewage. If the device has a discharge, subject

to paragraph (d) of this section, the effluent shall not

have a fecal coliform bacterial count of greater than

1,000 per 100 milliliters nor visible floating solids. Waters where a Coast Guard-certified marine sanitation

device permitting discharge is allowed include coastal

waters and estuaries, the Great Lakes and

inter-connected waterways, fresh-water lakes and impoundments accessible through locks, and other flowing waters that are navigable interstate by vessels

subject to this regulation.

(3403) (b) This standard shall become effective on January

30, 1977 for new vessels and on January 30, 1980 for existing vessels (or, in the case of vessels owned and operated by the Department of Defense, two years and five

years, for new and existing vessels, respectively, after

promulgation of implementing regulations by the Secretary of Defense under section 312(d) of the Act).

(3404) (c) Any vessel which is equipped as of the date of

promulgation of this regulation with a Coast

Guard-certified flow-through marine sanitation device

meeting the requirements of paragraph (a)(2) of this

section, shall not be required to comply with the provisions designed to prevent the overboard discharge of

sewage, treated or untreated, in paragraph (a)(1) of this

section, for the operable life of that device.

(3405) (d) After January 30, 1980, subject to paragraphs

(e) and (f) of this section, marine sanitation devices on

all vessels on waters that are not subject to a prohibition of the overboard discharge of sewage, treated or

untreated, as specified in paragraph (a)(1) of this section, shall be designed and operated to either retain,

dispose of, or discharge sewage, and shall be certified

by the U.S. Coast Guard. If the device has a discharge,

the effluent shall not have a fecal coliform bacterial

count of greater than 200 per 100 milliliters, nor suspended solids greater than 150 mg/1.

(3406) (e) Any existing vessel on waters not subject to a

prohibition of the overboard discharge of sewage in

paragraph (a)(1) of this section, and which is equipped

with a certified device on or before January 30, 1978,

shall not be required to comply with paragraph (d) of

this section, for the operable life of that device.

(3407) (f) Any new vessel on waters not subject to the prohibition of the overboard discharge of sewage in paragraph (a)(1) of this section, and on which construction

is initiated before January 31, 1980, which is equipped

with a marine sanitation device before January 31,

1980, certified under paragraph (a)(2) of this section,

shall not be required to comply with paragraph (d) of

this section, for the operable life of that device.

(3408) (g) The degrees of treatment described in paragraphs (a) and (d) of this section are ‘‘appropriate standards” for purposes of Coast Guard and Department of

Defense certification pursuant to section 312(g)(2) of

the Act.

§140.4 Complete prohibition.

(3409) (a) Prohibition pursuant to CWA section 312(f)(3):

a State may completely prohibit the discharge from all

vessels of any sewage, whether treated or not, into

some or all of the waters within such State by making a

written application to the Administrator, Environmental

Protection Agency, and by receiving the Administrator's affirmative determination pursuant to section

312(f)(3) of the Act. Upon receipt of an application under section 312(f)(3) of the Act, the Administrator will

determine within 90 days whether adequate facilities

for the safe and sanitary removal and treatment of sewage from all vessels using such waters are reasonably

available. Applications made by States pursuant to section 312(f)(3) of the Act shall include:

(3410) (1) A certification that the protection and enhancement of the waters described in the petition require

greater environmental protection than the applicable

Federal standard;

(3411) (2) A map showing the location of commercial and

recreational pump-out facilities;

(3412) (3) A description of the location of pump-out facilities within waters designated for no discharge;

(3413) (4) The general schedule of operating hours of the

pump-out facilities;

(3414) (5) The draught requirements on vessels that may

be excluded because of insufficient water depth adjacent to the facility;
(3415) (6) Information indicating that treatment of wastes

from such pump-out facilities is in conformance with

Federal law; and

(3416) (7) Information on vessel population and vessel usage of the subject waters.

(3417) (b) Prohibition pursuant to CWA section 312(f)(4)(A):

a State may make a written application to the Administrator, Environmental Protection Agency, under section

312(f)(4)(A) of the Act, for the issuance of a regulation

completely prohibiting discharge from a vessel of any

sewage, whether treated or not, into particular waters of

the United States or specified portions thereof, which waters are located within the boundaries of such State. Such

application shall specify with particularly the waters, or

portions thereof, for which a complete prohibition is desired. The application shall include identification of water

recreational areas, drinking water intakes, aquatic sanctuaries, identifiable fish-spawning and nursery areas, and

areas of intensive boating activities. If, on the basis of the

State's application and any other information available to

him, the Administrator is unable to make a finding that

the waters listed in the application require a complete

prohibition of any discharge in the waters or portions

thereof covered by the application, he shall state the reasons why he cannot make such a finding, and shall deny

the application. If the Administrator makes a finding that

the waters listed in the application require a complete

prohibition of any discharge in all or any part of the waters or portions thereof covered by the State's application,

he shall publish notice of such findings together with a

notice of proposed rule making, and then shall proceed in

accordance with 5 U.S.C. 553. If the Administrator's finding is that applicable water quality standards require a

complete prohibition covering a more restricted or more

expanded area than that applied for by the State, he shall

state the reasons why his finding differs in scope from

that requested in the State's application.

(3418) (1) For the following waters the discharge from a

vessel of any sewage (whether treated or not) is completely prohibited pursuant to CWA section 312(f)(4)(A):

(3419) (i) Boundary Waters Canoe Area, formerly designated as the Superior, Little Indian Sioux, and Caribou

Roadless Areas, in the Superior National Forest, Minnesota, as described in 16 U.S.C. 577–577d1.

(3420) (ii) Waters of the State of Florida within the boundaries of the Florida Keys National Marine Sanctuary as

delineated on a map of the Sanctuary at http://www.

fknms.nos.noaa.gov/.

(3421) (c)(1) Prohibition pursuant to CWA section

312(f)(4)(B): A State may make written application to

the Administrator of the Environmental Protection

Agency under section 312(f)(4)(B) of the Act for the issuance of a regulation establishing a drinking water intake no-discharge zone which completely prohibits

discharge from a vessel of any sewage, whether treated

or untreated, into that zone in particular waters, or

portions thereof, within such State. Such application

shall:

(3422) (i) Identify and describe exactly and in detail the location of the drinking water supply intake(s) and the

community served by the intake(s), including average

and maximum expected amounts of inflow;

(3423) (ii) Specify and describe exactly and in detail, the

waters, or portions thereof, for which a complete prohibition is desired, and where appropriate, average,

maximum and low flows in million gallons per day

(MGD) or the metric equivalent;

(3424) (iii) Include a map, either a USGS topographic

quadrant map or a NOAA nautical chart, as applicable,

clearly marking by latitude and longitude the waters or

portions thereof to be designated a drinking water intake zone; and

(3425) (iv) Include a statement of basis justifying the size

of the requested drinking water intake zone, for example, identifying areas of intensive boating activities.

(3426) (2) If the Administrator finds that a complete prohibition is appropriate under this paragraph, he or she

shall publish notice of such finding together with a notice of proposed rulemaking, and then shall proceed in

accordance with 5 U.S.C. 553. If the Administrator's

finding is that a complete prohibition covering a more

restricted or more expanded area than that applied for

by the State is appropriate, he or she shall also include

a statement of the reasons why the finding differs in

scope from that requested in the State's application.

(3427) (3) If the Administrator finds that a complete prohibition is inappropriate under this paragraph, he or

she shall deny the application and state the reasons for

such denial.

(3428) (4) For the following waters the discharge from a

vessel of any sewage, whether treated or not, is completely prohibited pursuant to CWA section 312(f)(4)(B):

(3429) (i) Two portions of the Hudson River in New York

State, the first is bounded by an east-west line through

the most northern confluence of the Mohawk River

which will be designated by the Troy-Waterford Bridge

(126th Street Bridge) on the south and Lock 2 on the

north, and the second of which is bounded on the north

by the southern end of Houghtaling Island and on the

south by a line between the Village of Roseton on the

western shore and Low Point on the eastern shore in

the vicinity of Chelsea, as described in Items 2 and 3 of

6 NYCRR Part 858.4.

(3430) (ii) [Reserved]

§140.5 Analytical procedures.

(3431) In determining the composition and quality of effluent discharge from marine sanitation devices, the

Navigation Regulations ■ Chapter 2 ■ 191
procedures contained in 40 CFR part 136, ‘‘Guidelines

Establishing Test Procedures for the Analysis of Pollutants,” or subsequent revisions or amendments thereto,

shall be employed.

TITLE 50–WILDLIFE AND FISHERIES

Part 222–General Endangered and

Threatened Marine Species

Subpart A–Introduction and General

Provisions

§222.101 Purpose and scope of regulations.

(3432) (a) The regulations of parts 222, 223, and 224 of

this chapter implement the Endangered Species Act

(Act), and govern the taking, possession, transportation, sale, purchase, barter, exportation, importation

of, and other requirements pertaining to wildlife and

plants under the jurisdiction of the Secretary of Commerce and determined to be threatened or endangered

pursuant to section 4(a) of the Act. These regulations

are implemented by the National Marine Fisheries Service, National Oceanic and Atmospheric Administration, U.S. Department of Commerce. This part pertains

to general provisions and definitions. Specifically, parts

223 and 224 pertain to provisions to threatened species

and endangered species, respectively. Part 226 enumerates designated critical habitat for endangered and

threatened species. Certain of the endangered and

threatened marine species enumerated in §§224.102

and 223.102 are included in Appendix I or II to the Convention on International Trade of Endangered Species

of Wild Fauna and Flora. The importation, exportation,

and re-exportation of such species are subject to additional regulations set forth at 50 CFR part 23, chapter I.

(3433) (b) For rules and procedures relating to species determined to be threatened or endangered under the jurisdiction of the Secretary of the Interior, see 50 CFR

parts 10 through 17. For rules and procedures relating

to the general implementation of the Act jointly by the

Departments of the Interior and Commerce and for

certain species under the joint jurisdiction of both the

Secretaries of the Interior and Commerce, see 50 CFR

Chapter IV. Marine mammals listed as endangered or

threatened and subject to these regulations may also be

subject to additional requirements pursuant to the Marine Mammal Protection Act (for regulations implementing that act, see 50 CFR part 216).

(3434) (c) No statue or regulation of any state shall be construed to relieve a person from the restrictions,

conditions, and requirements contained in parts 222,

223, and 224 of this chapter. In addition, nothing in

parts 222, 223, and 224 of this chapter, including any

permit issued pursuant thereto, shall be construed to

relieve a person from any other requirements imposed

by a statute or regulation of any state or of the United

States, including any applicable health, quarantine, agricultural, or customs laws or regulations, or any other National Marine Fisheries Service enforced statutes or

regulations.

Part 224–Endangered Marine and

Anadromous Species

§224.103 Special prohibitions for endangered

marine mammals.

(3435) (c) Approaching right whales —

(3436) (1) Prohibitions. Except as provided under paragraph (c)(3) of this section, it is unlawful for any person

subject to the jurisdiction of the United States to commit, attempt to commit, to solicit another to commit,

or cause to be committed any of the following acts:

(3437) (i) Approach (including by interception) within 500

yards (460 m) of a right whale by vessel, aircraft, or any

other means;

(3438) (ii) Fail to undertake required right whale avoidance measures specified under paragraph (c)(2) of this

section.

(3439) (2) Right whale avoidance measures. Except as

provided under paragraph (c)(3) of this section, the following avoidance measures must be taken if within 500

yards (460 m) of a right whale:

(3440) (i) If underway, a vessel must steer a course away

from the right whale and immediately leave the area at

slow safe speed.

(3441) (ii) An aircraft must take a course away from the

right whale and immediately leave the area at a constant airspeed.

(3442) (3) Exceptions. The following exceptions apply to

this section, but any person who claims the applicability of an exception has the burden of proving that the

exception applies:

(3443) (i) Paragraphs (c)(1) and (c)(2) of this section do not

apply if a right whale approach is authorized by the National Marine Fisheries Service through a permit issued

under part 222, subpart C, of this chapter (General Permit

Procedures) or through a similar authorization.

(3444) (ii) Paragraphs (c)(1) and (c)(2) of this section do

not apply where compliance would create an imminent

and serious threat to a person, vessel, or aircraft.

(3445) (iii) Paragraphs (c)(1) and (c)(2)of this section do

not apply when approaching to investigate a right

whale entanglement or injury, or to assist in the

192 ■ Chapter 2 ■ Volume 4
Navigation Regulations ■ Chapter 2 ■ 193

disentanglement or rescue of a right whale, provided

that permission is received from the National Marine

Fisheries Service or designee prior the approach.

(3446) (iv) Paragraphs (c)(1) and (c)(2) of this section do

not apply to an aircraft unless the aircraft is conducting

whale watch activities.

(3447) (v) Paragraph (c)(2) of this section does not apply

to the extent that a vessel is restricted in her ability to

maneuver and, because of the restriction, cannot comply with paragraph (c)(2) of this section.

§224.105 Speed restrictions to protect North

Atlantic Right Whales.

(3448) (a) The following restrictions apply to: All vessels

greater than or equal to 65 ft (19.8 m) in overall length

and subject to the jurisdiction of the United States, and

all other vessels greater than or equal to 65 ft (19.8 m)

in overall length entering or departing a port or place

subject to the jurisdiction of the United States. These

restrictions shall not apply to U.S. vessels owned or operated by, or under contract to, the Federal Government. This exemption extends to foreign sovereign

vessels when they are engaging in joint exercises with

the U.S. Department of the Navy. In addition, these restrictions do not apply to law enforcement vessels of a

State, or political subdivision thereof, when engaged in

law enforcement or search and rescue duties.

(3449) (1) Southeast U.S. (south of St. Augustine, FL to

north of Brunswick, GA): Vessels shall travel at a speed of

10 knots or less over ground during the period of November 15 to April 15 each year in the area bounded by the following: Beginning at 31°27'00.0"N., 80°51'36.0"W.;

thence west to charted mean high water line then south

along charted mean high water line and inshore limits of

COLREGS limit to a latitude of 29°45'00.0"N., thence east

to 29°45'00.0"N., 80°51'36.0"W.; thence back to starting

point. (Fig. 1).

(3450) (2) Mid-Atlantic U.S. (from north of Brunswick,

Georgia to Rhode Island): Vessels shall travel 10 knots

or less over ground in the period November 1 to April

30 each year:

(3451) (i) In the area bounded by the following:

33°56'42.0"N., 77°31'30.0"W.; thence along a NW bearing of 313.26° True to charted mean high water line

then south along mean high water line and inshore

limits of COLREGS limit to a latitude of 31°27'00.0"N.;

thence east to

(3452) 31°27'00.0"N., 80°51'36.0"W.; thence to

(3453) 31°50'00.0"N., 80°33'12.0"W.; thence to

(3454) 32°59'06.0"N., 78°50'18.0"W.; thence to

(3455) 33°28'24.0"N., 78°32'30.0"W.; thence to

(3456) 33°36'30.0"N., 77°47'06.0"W.; thence back to starting point.;

(3457) (ii) Within a 20-nm (37 km) radius (as measured

seaward from COLREGS delineated coast lines and the

center point of the port entrance) (Fig. 2) at the

(3458) (A) Ports of New York/New Jersey:

(3459) 40°29'42.2"N., 73°55'57.6"W.;

(3460) (B) Delaware Bay (Ports of Philadelphia and

Wilmington): 38°52'27.4"N., 75°01'32.1"W.;

(3461) (C) Entrance to the Chesapeake Bay (Ports of

Hampton Roads and Baltimore): 37°00'36.9"N.,

75°57'50.5"W.; and

(3462) (D) Ports of Morehead City and Beaufort, NC:

34°41'32.0"N., 76°40'08.3"W.; and

(3463) (iii) In Block Island Sound, in the area bounded by

the following coordinates: Beginning at

(3464) 40°51'53.7"N., 70°36'44.9"W.; thence to

(3465) 41°20'14.1"N., 70°49'44.1"W.; thence to

(3466) 41°04'16.7"N., 71°51'21.0"W.; thence to

(3467) 40°35'56.5"N., 71°38'25.1"W.; thence back to starting point. (Fig. 2).

(3468) (3) Northeast U.S. (north of Rhode Island):

(3469) (i) In Cape Cod Bay, MA: Vessels shall travel at a

speed of 10 knots or less over ground during the period

of January 1 to May 15 in Cape Cod Bay, in an area beginning at 42°04'56.5"N., 70°12'00.0"W.; thence north

to 42°12'00.0"N., 70°12'00.0"W.; thence due west to

charted mean high water line; thence along charted

mean high water within Cape Cod Bay back to beginning point. (Fig. 3).

(3470) (ii) Off Race Point: Vessels shall travel at a speed of

10 knots or less over ground during the period of

March 1 to April 30 each year in waters bounded by

straight lines connecting the following points in the

order stated (Fig. 3):

(3471) 42°30'00.0"N., 69°45'00.0"W.; thence to

(3472) 42°30'00.0"N., 70°30'00.0"W.; thence to

(3473) 42°12'00.0"N., 70°30'00.0"W.; thence to

(3474) 42°12'00.0"N., 70°12'00.0"W.; thence to

(3475) 42°04'56.5"N., 70°12'00.0"W.; thence along charted

mean high water line and inshore limits of COLREGS

limit to a latitude of 41°40'00.0"N., thence due east to

41°41'00.0"N., 69°45'00.0"W.; thence back to starting

point.

(3476) (iii) Great South Channel: Vessels shall travel at a

speed of 10 knots or less over ground during the period

of April 1 to July 31 each year in all waters bounded by

straight lines connecting the following points in the

order stated (Fig. 3):

(3477) 42°30'00.0"N., 69°45'00.0"W.

(3478) 41°40'00.0"N., 69°45'00.0"W.

(3479) 41°00'00.0"N., 69°05'00.0"W.

(3480) 42°09'00.0"N., 67°08'24.0"W.

(3481) 42°30'00.0"N., 67°27'00.0"W.

(3482) 42°30'00.0"N., 69°45'00.0"W.
(3483) (b) Except as noted in paragraph (c) of this section,

it is unlawful under this section:

(3484) (1) For any vessel subject to the jurisdiction of the

United States to violate any speed restriction established in paragraph (a) of this section; or

(3485) (2) For any vessel entering or departing a port or

place under the jurisdiction of the United States to violate any speed restriction established in paragraph (a)

of this section.

(3486) (c) A vessel may operate at a speed necessary to

maintain safe maneuvering speed instead of the required ten knots only if justified because the vessel is in

an area where oceanographic, hydrographic and/or

meteorological conditions severely restrict the maneuverability of the vessel and the need to operate at such

speed is confirmed by the pilot on board or, when a vessel is not carrying a pilot, the master of the vessel. If a

deviation from the ten-knot speed limit is necessary,

the reasons for the deviation, the speed at which the

vessel is operated, the latitude and longitude of the

area, and the time and duration of such deviation shall

be entered into the logbook of the vessel. The master of

the vessel shall attest to the accuracy of the logbook

entry by signing and dating it.

(3487) (d) This final rule expires on December 9, 2013.

Part 226–Designated Critical Habitat

§226.101 Purpose and scope.

(3488) The regulations contained in this part identify

those habitats designated by the Secretary of

Commerce as critical under section 4 of the Act, for endangered and threatened species under the jurisdiction

of the Secretary of Commerce. Those species are enumerated at §223.102 of this chapter, if threatened and

at Sec. 224.101 of this chapter, if endangered. For regulations pertaining to the designation of critical habitat,

see part 424 of this title, and for regulations pertaining

to prohibition against the adverse modification or destruction of critical habitat, see part 402 of this title.

Maps and charts identifying designated critical habitat

that are not provided in this section may be obtained

upon request to the Office of Protected Resources (see

§222.102, definition of “Office of Protected Resources”).

§226.203 Critical habitat for northern right

whales.

(3489) (a) Great South Channel. The area bounded by

(3490) 41o40'N., 69o45'W.;

(3491) 41o00'N., 69o05'W.;

(3492) 41o38'N., 68o13'W.; and

(3493) 42o10'N., 68o31'W.;

(3494) (b) Cape Cod Bay, Massachusetts. The area bounded

by

(3495) 42o04.8'N., 70o10'W.;

(3496) 42o12'N., 70o15'W.;

(3497) 42o12'N., 70o30'W.;

(3498) 41o46.8'N., 70o30'W. and on the south and east by

the interior shore line of Cape Cod, Massachusetts.

(3499) (c) Southeastern United States. The coastal waters

between 31o15'N and 30o15'N from the coast out 15

nautical miles; and the coastal waters between 30o15'N

and 28o00'N from the coast out 5 nautical miles.

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196 ■ Chapter 2 ■ Volume 4
Cape Henry to Key West

(1) The Atlantic Coast of the United States from Cape

Henry to Cape Florida is low and sandy, backed by

woods. From Cape Florida to Key West the coast is

formed by a long chain of small islands known as the

Florida Keys. The Florida Reefs extend seaward of the

keys and are nearly parallel to them.

(2) The coastline of Virginia from Cape Henry southward to the boundary of North Carolina is firm land for

13 miles; then it becomes a barrier beach, covered with

sand dunes for 11 miles. The boundary between Virginia and North Carolina is the only marked boundary

on this section of the coast. The easternmost boundary

monument is a granite shaft 6 feet high about 0.5 mile

west of the beach.

(3) The coastline of North Carolina is a long barrier

beach. The islands are known as the Outer Banks. The

banks are constantly shifting sand dunes varying in

height. Three capes, with their offshore shoals, project

from the islands, namely: Hatteras, Lookout, and Fear.

Behind the barrier beach a chain of sounds, including

Currituck, Roanoke, Albemarle, Pamlico, Core, and

Bogue, stretch along the entire 300 miles of coastline

of the State.

(4) Bordering the sounds on the mainland is a belt

from 30 to 80 miles wide, where the land is level and

sometimes swampy. On the north a portion of the Great

Dismal Swamp spreads across the border of Virginia

into North Carolina. Between Albemarle Sound and

Pamlico River the swamplands are locally known as

Dismals and Pocosins. They occur on the divides or

watersheds between the rivers and sounds. In the

southeast section of North Carolina are the Savannas,

treeless prairie land with a thick growth of grass and

wild flowers; they have been formed by a lack of drainage and a close impervious soil.

(5) The coastline of South Carolina from Little River

Inlet to Winyah Bay is practically an unbroken beach.

Cape Romain, just south of Winyah Bay, and the shoal

extending seaward from it, form the southern point of

indentations which has its northern point at Cape Fear.

From Winyah Bay to Savannah River, the boundary between South Carolina and Georgia, the coastline is a

border of sandy barrier islands. The large sounds so

characteristic of the North Carolina coast are missing.

(6) The coastline of Georgia between Savannah River

on the north and St. Marys River on the south is partly

submerged at flood tide, and is broken by tidal rivers

and marshes covered with dense grasses. The most important sandy islands off the coast are Tybee, Wassaw,

Ossabaw, St. Catherines, Sapelo, St. Simons, Jekyll,

and Cumberland.

(7) The coastline of Florida is a long, low, barrier beach

from the border of Georgia south to Cape Florida. Many

of the leading tourist resorts have been built on this

beach, while the business districts are often on the

mainland.

(8) Under the sand and the lagoons is a limestone

called Coquina, which is soft while in its native state,

but becomes a hard building stone when exposed to the

air.

(9) Below Cape Florida the Florida Keys and Florida

Reefs extend for about 134 miles in a southwesterly

curve to Sand Key Light, and about 58 miles in a westerly direction to Loggerhead Key. These keys and reefs

are of sand, shell, and coral formation. The keys are

generally low and covered with mangrove.

Disposal Sites and Dumping Grounds

(10) These areas are rarely mentioned in the Coast Pilot, but are shown on the nautical charts. (See Dump

Sites and Dumping Grounds, chapter 1, and charts for

limits.)

Aids to navigation

(11) Lights are on or near the dangerous capes, at the

entrance to the harbors, and along the Florida Reefs.

The critical dangers are buoyed. The coast is well covered by loran. Radar, though always a valuable navigational aid, is generally of less assistance in navigation

along this coast due to the relatively low relief; the accuracy of radar ranges to the beach cannot be relied

upon. Coastal buoys equipped with radar reflectors are

of help in this regard. It is sometimes possible to obtain

a usable radar return from the larger lighthouses, but

positive target identification is usually difficult. There

are numerous aerolights along the coast that are useful

for navigation, but they should not be confused with

the marine lights.

COLREGS Demarcation Lines

(12) Lines have been established to delineate those waters upon which mariners must comply with the

Cape Henry to Key West ■ Chapter 3 ■ 197
International Regulations for Preventing Collisions at

Sea, 1972 (72 COLREGS) and those waters upon which

mariners must comply with the Inland Navigation

Rules Act of 1980 (Inland Rules). The waters inside of

the lines are Inland Rules Waters, and the waters outside of the lines are COLREGS Waters. (See Part 80,

chapter 2, for specific lines of demarcation.)

Ports and Waterways Safety

(13) (See Part 160, chapter 2, for regulations governing

vessel operations and requirements for notification of

arrivals, departures, hazardous conditions, and certain

dangerous cargoes to the Captain of the Port.)

Harbor entrances

(14) The entrance to every harbor on this stretch of the

coast is more or less obstructed by a shifting sandbar

over which the channel depth is changeable. The entrance channels of the larger and more important harbors have been improved by dredging; in some cases

jetties have been built from both sides of the entrance.

Many of the dredged channels in this area have a tendency to shoal soon after dredging because of the shifting sandy bottom.

(15) The buoys on many of the bars are not charted because they are moved from time to time to indicate the

changing channel. They are liable to be dragged out of

position and cannot always be replaced immediately, so

a stranger must use the greatest caution. If possible, a

stranger should enter a harbor or inlet on a rising tide.

(16) The tidal currents have considerable velocity in all

of the entrances, and their direction is affected by the

force and direction of the wind; sailing vessels entering

the harbors and sounds require a fair working breeze

during the ebb.

(17) Strangers should not attempt to enter the harbors

without the assistance of a pilot during easterly gales

when the sea breaks on most of the bars.

Depths

(18) Between Cape Henry and Jupiter Inlet frequent

soundings will give the mariner timely warning of his

approach to the land from seaward.

(19) Northward of Cape Hatteras the 20-fathom curve is

from 13 to 45 miles offshore, but inside of 15 fathoms

the depths are irregular and many holes of limited extent are inside the general limits of corresponding

depths; 10 to 14 fathoms are found in places only 1.5

miles offshore. This irregularity of depth is apt to confuse the mariner and lead him into danger in thick

weather; the greatest caution should therefore be used

inside of a depth of 20 fathoms. By keeping over 6 miles

from the beach all dangers will be avoided, but the

strong currents which sometimes set along the shore

must be considered, especially after a gale.

(20) Southeastward of Cape Hatteras, and off the end of

the shoals which extend seaward about 8 miles, the

20-fathom curve is from 12 to 15 miles offshore, and

the 30-fathom curve is only a short distance farther. In

thick weather, soundings of 20 fathoms or less should

warn the mariner to keep offshore.

(21) From Cape Hatteras to Jupiter Inlet, the 20-fathom

curve is fairly regular and for a greater part of the distance is from 40 to 55 miles offshore. Northward of St.

Johns River, the water shoals uniformly to the

10-fathom curve, which, excepting in the two great

bights between Cape Hatteras and Cape Fear, is from 10

to 30 miles offshore. Vessels bound for any of the harbors between Cape Fear and St. Johns River should approach the land with caution when in 10 fathoms of

waters; inside the 10-fathom curve depths are irregular

and spots of 5 fathoms or less will be found from 6 to 12

miles offshore. In thick weather vessels standing along

the coast should keep a general depth of 10 fathoms between Cape Fear and St. Johns River.

(22) In a heavy sea, depths of less than 6 fathoms show

discolored water; deep-draft vessels should be cautious

about passing over such spots.

(23) Southward of St. Johns River, the 20-fathom curve

draws inshore gradually and at Jupiter Inlet is only 4

miles from the beach, and the 100-fathom curve a little

over 8 miles. Southward of Jupiter Inlet, both curves

draw closer inshore, and along the Florida Reefs the

20-fathom curve is close in to the reefs, while the

100-fathom curve is at an average distance of about 7

miles outside the reefs. The 10-fathom curve between

St. Johns River and Jupiter Inlet is irregular and of no

use in determining distance from shore. Approaching

Florida Reefs southward of Jupiter Inlet, soundings are

of little use unless taken frequently as the water shoals

rapidly from seaward.

(24) In the approach to the Bahama Banks along the

Straits of Florida, the discolored water is the best indication the mariner has to warn him of shoal water; the

100-fathom curve at some points is only 1 or 2 miles

from the shoal water of the banks.

Tropical waters

(25) The most remarkable feature is the exceeding

clearness of the sea water, enabling the bottom to be

seen from aloft at considerable depths and at some distance. The navigation of the banks is consequently conducted almost entirely by the eye, but care must be

taken not to run with the sun ahead of the vessel as that

prevents the banks from being seen.

(26) The charts indicate clearly the positions of the many

shoal heads, but considerable experience is required in

198 ■ Chapter 3 ■ Volume 4
identifying the patches by the color of the water. Small

clouds, moving slowly and known to the pilots as Flyers,

are apt to deceive the inexperienced, their reflection on

the surface of the sea over the clear white sandy bottom

has every appearance of rocky shoals. It is prudent to

avoid a dark spot.

(27) Bank Blink is a phenomenon in tropical waters described as a bright reflected light hanging over the

clear white sandbanks, serving to point them out from

a considerable distance. From experience, it has been

found to be untrustworthy, however, and should not be

depended on in place of a lookout aloft. Soundings,

dead reckoning, and fixes should be carefully checked

and evaluated.

Anchorages

(28) Vessels may find refuge at a number of places along

the coast according to draft. The more important

places are Lookout Bight, Beaufort Inlet, Cape Fear

River, Winyah Bay, Charleston Harbor, Port Royal

Sound, Savannah River, Sapelo Sound, St. Simons

Sound, Cumberland Sound, St. Johns River, Fort

Pierce Inlet, Lake Worth Inlet, Port Everglades, Miami,

and Key West. A number of anchorage areas have been

established by Federal regulations within the area of

this Coast Pilot. (See Part 110, chapter 2, for limits and

regulations.)

Dangers

(29) Along the coast are a number of wrecks that are obstructions to navigation. Most of the dangerous wrecks

are marked with lighted buoys. A careful check should

be made of the chart to ensure that dangerous wrecks

are not along the routes selected.

(30) Trawlers or other vessels should exercise caution

while dragging the ocean floor within a 25-mile radius

of Cape Canaveral, Fla., since it is known that missile

debris exist in the area, some of which may contain unexploded ordnance.

(31) Mariners are also cautioned against possible hazards of a weather rocket impact area that extends more

than 50 miles offshore at Cape Canaveral, Fla. Falling

rocket casings may be hazardous during the hours of

1930-2100 e.s.t., Monday through Friday.

Pipelaying barges

(32) With the increased number of pipeline laying operations, operators of all types of vessels should be aware

of the dangers of passing close aboard, close ahead, or

close astern of a jetbarge or pipelaying barge.

Pipelaying barges and jetbarges usually move at 0.5

knot or less and have anchors which extend out about

3,500 to 5,000 feet in all directions and which may be

marked by lighted anchor buoys. The exposed pipeline

behind the pipelaying barge and the area in the vicinity

of anchors are hazardous to navigation and should be

avoided. The pipeline and anchor cables also represent

a submerged hazard to navigation. It is suggested, if

safe navigation permits, for all types of vessels to pass

well ahead of the pipelaying barge or well astern of the

jetbarge. The pipelaying barge, jetbarge, and attending

vessels may be contacted on VHF-FM channel 16 for

passage instructions.

(33) Danger zones have been established within the

area of this Coast Pilot. (See Part 334, chapter 2, for

limits and regulations.) Submarine operating areas

and transit lanes are off the North and South Carolina

coasts. The areas are shown on the charts.

Drawbridges

(34) The general regulations that apply to all drawbridges are given in 117.1 through 117.49, chapter 2,

and the specific regulations that apply only to certain

drawbridges are given in Part 117, Subpart B, chapter

2. Where these regulations apply, references to them

are made in the Coast Pilot under the name of the

bridge or the waterway over which the bridge crosses.

(35) The drawbridge opening signals (see 117.15, chapter 2) have been standardized for most drawbridges

within the United States. The opening signals for those

few bridges that are nonstandard are given in the specific drawbridge regulations. The specific regulations

also address matters such as restricted operating hours

and required advance notice for openings.

(36) The mariner should be acquainted with the general

and specific regulations for drawbridges over waterways to be transited.

Marine Protected Areas (MPAs)

(37) The chapters that follow may contain references to

Federally-designated Marine Protected Areas (MPAs)

occurring in navigable coastal waters of the SE Atlantic

coast. A summary of these MPAs can be found in Appendix C. The critical environmental information is intended to inform readers about the location, purpose,

and legal restrictions of coastal MPAs, with an emphasis on activities of interest to the maritime community.

(Extensive MPAs are listed here. Regional MPAs are

included in subsequent chapters of this Coast Pilot.)

(38) Offshore Lobster Waters, about 60 miles offshore

to the Exclusive Economic Zone (EEZ) edge, extend

from U.S. Canadian border to Cape Hatteras, NC. (See

Appendix C for additional information.)

(39) Southern Mid-Atlantic Waters Closure Area-Harbor Porpoise Preserve, an area bounded by the DE

shoreline at about 38o47'N. extending E to about

72o30'W., thence due S to 33o51'N. to the NC/SC

Cape Henry to Key West ■ Chapter 3 ■ 199
200 ■ Chapter 3 ■ Volume 4

shoreline border. (See Appendix C for additional information.)

(40) Southern Nearshore Lobster Waters, extends

about 60 miles offshore in State and Federal waters

from Long Island to Cape Hatteras, NC. (See Appendix

C for additional information.)

(41) Offshore Artificial Reefs and Special Management

Zones-Georgia, extends 6 to 70 miles offshore in the

EEZ. (See Appendix C for additional information.)

(42) Indian River Aquatic Preserve, extends from Vero

Beach to Jupiter Inlet along the Indian River. (See Appendix C for additional information.)

Area to Be Avoided

(43) The Area to Be Avoided Off the Coast of Florida

(ATBAOCF) has been established. The ATBAOCF has

been established in order to reduce the risk of large vessel groundings which are found to constitute a serious

threat to the continued vitality of the marine environment of the Florida Keys. The ATBAOCF has been established under the authority of the Florida Keys

National Marine Sanctuary and Protection Act, Public

Law 101-605 (November 16, 1990). The ATBAOCF has

also been adopted by the International Maritime Organization (IMO), effective November 16, 1991.

(44) Operation of tank vessels and vessels greater than

50 meters (164 feet) in length is prohibited within the

ATBAOCF. The term “tank vessel” is defined to mean “a

vessel that is constructed or adapted to carry, or that

carries, oil or hazardous material in bulk as cargo or

cargo residue”; 46 U.S.C. subpart 2101(39).

(45) Consistent with generally recognized principles of

international law, and National Oceanic and Atmospheric Administration (NOAA)’s jurisdiction under

section 307 of the Marine Protection Research and

Sanctuaries Act, 16 U.S.C. subpart 1437, enforcement

actions may include assessment of civil penalties of not

more than $50,000 per violation. The above prohibition

does not apply to necessary operations of public vessels,

including operations essential for national defense, law

enforcement, and responses to emergencies that

threaten life, property, or the environment.

(46) The ATBAOCF is coterminous with the boundaries

of the Florida Keys National Marine Sanctuary. The

sections (four) of the ATBAOCF are defined by the following groups of co-ordinates.

(47) In order to avoid risk of pollution and damage to

the environment of this sensitive area, all vessels with

cargoes of oil and hazardous materials, and all vessels

greater than 50 meters (164 feet) in length should

avoid the area bounded by a line connecting the following points.

In the Vicinity of the Florida Keys

(48) Reference NOS charts 11450 and 11466.

(49) (1) 25°45.00'N., 080°06.10'W.

(50) (2) 25°38.70'N., 080°02.70'W.

(51) (3) 25°22.00'N., 080°03.00'W.

(52) (4) 25o06.35'N., 080o10.47'W.

(53) (5) 24o56.35'N., 080o19.25'W.

(54) (6) 24o37.90'N., 080o47.30'W.

(55) (7) 24o29.20'N., 081o17.30'W.

(56) (8) 24o22.30'N., 081o43.17'W.

(57) (9) 24o28.00'N., 081o43.17'W.

(58) (10) 24o28.70'N., 081o43.50'W.

(59) (11) 24o29.80'N., 081o43.17'W.

(60) (12) 24o33.10'N., 081o35.15'W.

(61) (13) 24o33.60'N., 081o26.00'W.

(62) (14) 24o38.20'N., 081o07.00'W.

(63) (15) 24o43.20'N., 080o53.20'W.

(64) (16) 24o46.10'N., 080o46.15'W.

(65) (17) 24o51.10'N., 080o37.10'W.

(66) (18) 24o57.50'N., 080o27.50'W.

(67) (19) 25o09.90'N., 080o16.20'W.

(68) (20) 25o24.00'N., 080o09.10'W.

(69) (21) 25o31.50'N., 080o07.00'W.

(70) (22) 25o39.70'N., 080o06.85'W.

(71) (23) 25o45.00'N., 080o06.10'W.

In the Vicinity of Key West Harbor

(72) Reference NOS chart 11434.

(73) (24) 24o27.95'N., 081o48.65'W.

(74) (25) 24o23.00'N., 081o53.50'W.

(75) (26) 24o26.60'N., 081o58.50'W.

(76) (27) 24o27.75'N., 081o55.70'W.

(77) (28) 24°29.35'N., 081°50.00'W.

(78) (29) 24°27.95'N., 081°48.65'W.

Area Surrounding the Marquesas Keys

(79) Reference NOS chart 11434. (The Marquesas Keys

are discussed in United States Coast Pilot 5.)

(80) (30) 24°26.60'N., 081°59.55'W.

(81) (31) 24°23.00'N., 082°03.50'W.

(82) (32) 24°23.60'N., 082°27.80'W.

(83) (33) 24°34.50'N., 082°37.50'W.

(84) (34) 24°43.00'N., 082°26.50'W.

(85) (35) 24°38.31'N., 081°54.06'W.

(86) (36) 24°37.91'N., 081°53.40'W.

(87) (37) 24°36.15'N., 081°51.78'W.

(88) (38) 24°34.40'N., 081°50.60'W.

(89) (39) 24°33.44'N., 081°49.73'W.

(90) (40) 24°31.20'N., 081°52.10'W.

(91) (41) 24°28.70'N., 081°56.80'W.

(92) (42) 24°26.60'N., 081°59.55'W.

Area Surrounding Dry Tortugas

(93) Reference NOS chart 11434.
(94) (43) 24°32.00'N., 082°53.50'W.

(95) (44) 24°32.00'N., 083°00.05'W.

(96) (45) 24°39.70'N., 083°00.05'W.

(97) (46) 24°45.60'N., 082°54.40'W.

(98) (47) 24°45.60'N., 082°47.02'W.

(99) (48) 24°42.80'N., 082°43.90'W.

(100) (49) 24°39.50'N., 082°43.90'W.

(101) (50) 24°35.60'N., 082°46.40'W.

(102) (51) 24°32.00'N., 082°53.50'W.

(103) The Dry Tortugas are a group of small keys and reefs

63 miles W from Key West. The group is about 11 miles

long, in a NE-SW direction, and 6 miles wide. Pulaski

Shoal, at the NE end of the group, is 12 miles NW of

Rebecca Shoal. Pulaski Shoal Light (24°41'36"N.,

82°46'24"W.), 56 feet above the water, is shown from a

small black house on a hexagonal pyramidal skeleton

tower on piles on the E side of the shoal.

(104) The keys are low and irregular, and have a thin

growth of mangrove. In general, they rise abruptly

from deep water and have fairly good channels between

them. They are continually changing in size and shape.

(Dry Tortugas is described in United States Coast Pilot

5.)

North Atlantic Right whale

(105) The North Atlantic right whale is one of the world's

most endangered large whale species. North Atlantic

right whales are found primarily in continental shelf

waters between Florida and Nova Scotia. They migrate

annually along the east coast between the feeding

grounds off New England and Canada and the calving

grounds off Florida, Georgia and South Carolina. Because right whales mate, rest, feed and nurse their

young at the surface, and often do not move out of the

way of oncoming ships, they are highly vulnerable to

being struck. Pregnant females and females with nursing calves appear to be particularly vulnerable to collisions with ships. Ship strikes and fishing gear

entanglements are the two known sources of human-related mortality. Intentionally approaching

within 500 yards of right whales is prohibited and is a

violation of federal law. (See 50 CFR 224.103, chapter

2 for limits, regulations and exceptions.)

(106) Description of North Atlantic right whale: Right

whales are large baleen whales. Adults are generally 45

to 55 feet in length and can weigh up to 70 tons. The

body is mostly black, but irregularly shaped white

patches may be present on the ventral surface. The best

field identification marks are a broad back with no dorsal fin, irregular bumpy white patches (callosities) on

the head, and a distinctive two-column V-shaped blow

when viewed from directly behind or in front of the

whale. The whales have broad, paddle-shaped flippers

and a broad, deeply notched tail. (See following

diagrams and photographs.) Right whales are slow

moving and seldom travel faster than 5 or 6 knots. They

can stay submerged for 10 to 20 minutes and may appear suddenly when surfacing to breathe. They are often seen alone or in small groups. At times, right

whales form large courtship groups of 20 to 30 animals.

(107) Seasonal occurrence of North Atlantic right

whales: During seasons and in areas where right

whales may occur, vessel operators should maintain a

sharp lookout for whales and reduce speeds when consistent with safe navigation. In any given year oceanographic variability may affect the seasonal distribution

of right whales. In 1986, right whales were frequently

sighted within the Stellwagen Bank National Marine

Sanctuary throughout the summer, and in the early

spring of 1998 a large number of right whales were documented near the Narragansett/Buzzards Bay Traffic

Separation Scheme. Three areas in U.S. waters have

been designated as critical habitats for North Atlantic

right whales. The northern critical habitats, the Great

South Channel (east of Cape Cod) and Cape Cod Bay extending into Massachusetts Bay, are feeding and nursery grounds. The southern critical habitat, off coastal

Florida and Georgia (Sebastian Inlet, Florida to the

Altamaha River, Georgia), is a calving area. (See 50

CFR 226.203, chapter 2 for limits, regulations and exceptions).

Seasonal occurrence of North Atlantic right whales

Location Season Comments

Central Gulf of

Maine (Jordan Basin, Cashes Ledge)

April - June

October -

December

Cape Cod Bay December -

May

Great South Channel, Northern Edge

of Georges Bank

March - July

Bay of Fundy,

Soctina Shelf

(Browns Bank,

Roseway Basin)

July -

October

Most of the population can

be found in this area during this time

Jeffreys Ledge OctoberDecember

Whales are frequently

sighted in this area

Stellwagen Bank

National Marine

Sancturay

Year-round

Peak sightings occur in

the early spring with infrequent sightings in the

summer

New York to

North Carolina

November -

April

The migration corridor

between right whale habitats is within 30 miles of

the Atlantic coast

Cape Henry to Key West ■ Chapter 3 ■ 201
202 ■ Chapter 3 ■ Volume 4
Cape Henry to Key West ■ Chapter 3 ■ 203

Seasonal occurrence of North Atlantic right whales

Location Season Comments

South Carolina,

Georgia and

Florida Calving

Area

November -

April

Calving right whales have

been sighted as far north

as Cape Fear, NC and as far

south as Miami, FL with

rare sightings in the Gulf

of Mexico

(108) Mandatory Speed Restrictions: Vessels 65 feet or

greater in length overall (L.O.A.) are subject to mandatory speed restrictions of 10 knots or less in seasonal

management areas (SMA) along the U.S. East Coast

during times when right whales are likely to be present

(See following maps for locations of SMAs). The Northeastern SMA speed restrictions are in place from January 1 through May 15 in Cape Cod Bay, from March 1

through April 30 off Race Point, and from April 1

through July 31 in the Great South Channel. Speed restrictions in the Mid-Atlantic U.S. SMAs are in place

from November 1 to April 30 and include Block Island

Sound, entry into the Ports of New York/New Jersey,

Delaware Bay, Entrance to Chesapeake Bay, and the

Ports of Morehead City and Beaufort, NC, and within a

continuous boundary approximately 20 nautical miles

from shore around the major ports of Wilmington, NC,

Charleston, SC and Savannah, GA. Speed restrictions

are in place in the Southeastern U.S. SMA from November 15 to April 15; this area extends from shore approximately 30 nautical miles eastward and contains the

major ports of Brunswick, GA, Fernandina Beach, FL

and Jacksonville, FL. (See 50 CFR 224.105, chapter 2

for regulations, limitations, and exceptions and complete description of the SMAs.) NOAA Fisheries may

also establish voluntary Dynamic Management Areas

(DMAs) when right whales are present in areas and

times not covered by the SMAs. Information about established DMAs will be announced over NOAA's customary maritime communication media. Mariners are

encouraged to avoid or reduce speeds to 10 knots or

less while transiting through DMAs.

Area to be avoided

(109) In order to significantly reduce the risk of ship

strikes to the North Atlantic right whale, an area to be

avoided was established in the Great South Channel,

east of the Boston Harbor traffic lanes. Ships of 300

gross tons and above should avoid the area bounded by

lines connecting the following geographical positions:

(110) 41°44'08"N., 69°34'50"W.;

(111) 42°10'00"N., 68°31'00"W.;

(112) 41°24'53"N., 68°31'00"W.; and

(113) 40°50'28"N., 68°58'40"W. between the period of

April 1 through July 31

(114) Early Warning and Sighting Advisory Systems: As

weather and conditions permit, dedicated seasonal programs of aerial and vessel surveys are conducted in the

Northeast and Southeast U.S. to provide whale sighting

information to mariners. Surveys typically occur in the

following locations at the specified times: a) Cape Cod

Bay, the Gulf of Maine, the Great South Channel, and

Rhode Island, Block Island, and Long Island Sounds

from January through July; b) South Carolina/North

Carolina border south to Crescent Beach, FL from December through March. Survey planes occasionally use

VHF-FM channel 16 to contact ships directly if whales

have been spotted in close proximity to that vessel.

However, many right whales go undetected by surveys.

Seasonal right whale advisories and sighting reports

are broadcast periodically for these and surrounding

areas by Coast Guard Broadcast Notice to Mariners,

NAVTEX, NOAA Weather Radio, Cape Cod Canal Vessel

Traffic Control, the Bay of Fundy Vessel Traffic Control,

and are included in the return message from the Right

Whale Mandatory Ship Reporting (MSR) systems. General sighting information may be obtained by sending

an e-mail to ne.rw.sightings@noaa.gov (Northeast) or

se.rw.sightings@noaa.gov (Southeast).

(115) Precautions when transiting right whale habitat

and areas of recently reported right whale sightings:

NOAA recommends the following precautionary measures be taken to avoid adverse interactions with North

Atlantic right whales:

(116) Before entering right whale habitat (See “Seasonal

Occurrence” table), check Coast Guard Broadcast Notices to Mariners, NAVTEX, NOAA Weather Radio, Mandatory Ship Reporting (MSR) system, Cape Cod Canal

Vessel Traffic Control, the Bay of Fundy Vessel Traffic

Control, as well as other sources for recent right whale

sighting reports. Local ship pilots also have information

on whale sightings and safe local operating procedures.

(117) Review right whale identification materials and

maintain a sharp watch with lookouts familiar with

spotting whales. Although right whales are large, their

dark color and lack of a dorsal fin can make them difficult to spot.

(118) Avoid transiting through the right whale habitats

and areas where right whales have recently been

sighted. If transiting between ports within critical habitats, minimize transit distance. Route around observed or recently reported right whales and anticipate

delays due to prudent seamanship in response to whale

sightings. Avoid transits at night or during periods of

low visibility.

(119) If a right whale is sighted from the ship or reported

along the intended track of the ship, mariners should

exercise caution, post a lookout and reduce speed to 10

knots when consistent with safe navigation. If a right
204 ■ Chapter 3 ■ Volume 4
whale is sighted, a vessel must steer a course away from

the right whale and immediately leave the area at slow

safe speed. Do not assume right whales will move out of

the way of an approaching vessel. Mariners should keep

in mind that it is illegal to approach a right whale

closer than 500 yards. (See 50 CFR 224.103, chapter 2

for limits, regulations and exceptions.)

(120) Any whale accidentally struck, dead whale carcass,

and sighting of an injured or entangled whale should

be reported immediately to the Coast Guard or NOAA

National Marine Fisheries Service noting the precise

location, date, and time of the accident or sighting. Call

978-281-9351 for reports to NOAA for the area from

Virginia to Maine, or 877-433-8299 for the area from

North Carolina to Florida. In the event of a strike or

sighting of a dead, injured or entangled whale, the following information should be provided:

(121) location, date, and time of the accident or sighting

of a carcass or an entangled whale,

(122) speed and course of the vessel,

(123) vessel specifications such as size and propulsion,

(124) water depth,

(125) environmental conditions such as visibility, wind

speed and direction,

(126) description of the impact,

(127) fate of the animal, and

(128) species and size, if known.

(129) Recommended Two-Way Routes to Avoid Whales:

To reduce the possibility of vessel strikes with right

whales, Two-Way Routes were developed for vessels entering and transiting through Cape Cod Bay and arriving and departing the ports of Brunswick, GA,

Fernandina Beach, FL and Jacksonville, FL. The routes

were developed from an analysis of historical right

whale sightings and are designed to reduce the likelihood of adverse interactions between large vessels and

right whales. The routes are found on the latest NOAA

Nautical Charts. In July 2007, the northern leg of the

Boston Traffic Separation Scheme (TSS) was shifted to

direct ship traffic away from an area of high whale density. Use of the modified TSS is expected to considerably

reduce the risk of striking a whale.

(130) Mandatory Ship Reporting Systems (MSR)

WHALESNORTH and WHALESSOUTH

(131) Mandatory Ship Reporting (MSR) systems require

all vessels, 300 gross tons or greater, to report to the

U.S. Coast Guard upon entering two designated reporting areas off the east coast of the United States. (See 33

CFR 169, chapter 2, for limits and regulations.) Sovereign immune vessels are exempt from the requirement

to report, but are encouraged to participate.

(132) The two reporting systems will operate independently of each other. The system in the northeastern

United States will operate year round and the system in

the southeastern United States will operate each year

from November 15 through April 15. Reporting ships

are only required to make reports when entering a reporting area during a single voyage (that is, a voyage in

which a ship is in the area). Ships are not required to

report when leaving a port in the reporting area nor

when exiting the system.

(133) Mariners should check all MSR messages carefully

before transmittal to ensure the message includes the

correct address and format. Additional greeting or

comments in the message will preclude message receipt by the MSR system. Failure to receive a timely return message from the MSR system that provides

locations of recent right whale sightings and precautionary guidance should be reported to the local Marine

Safety Office of the U.S. Coast Guard.

(134) Northeastern reporting system/Southeastern reporting system (See 33 CFR 169.105 and 169.115,

chapter 2, for limits.)

(135) Vessels shall make reports in accordance with the

format in IMO Resolution A.858 (20) in accordance

with the International Convention for the Safety of Life

at Sea 1974 (SOLAS 74). (See 33 CFR 169.135 and

169.140, chapter 2, for additional information.) Vessels

should report via INMARSAT C or via alternate satellite

communications to one of the following addresses:

(136) Email: RightWhale.MSR@noaa.gov or Telex:

48156090.

(137) Vessels not equipped with INMARSAT C or Telex

should submit reports to the U.S. Coast Guard's Communication Area Master Station Atlantic (CAMSLANT)

via HF voice frequencies on 2182 kHz, 4125 kHz, 6215

kHz, 8291 kHz, 12290 kHz, and 16420 kHz or by calling

1-800-742-8519x0. Vessels equipped only with VHF-FM

voice communications should submit reports to the

nearest U.S. Coast Guard activity or group.

(138) Example Reports:

(139) WHALESNORTH

(140) WHALESNORTH//

(141) M/487654321//

(142) A/CALYPSO/NRUS//

(143) B/031401Z APR//

(144) E/345//

(145) F/15.5//

(146) H/031410Z APR/4104N/06918W//

(147) I/BOSTON/032345Z APR//

(148) L/WP/4104N/06918W/15.5.//

(149) L/WP/4210N/06952W/15.5//

(150) L/WP/4230N/07006W/15.5//

(151) WHALESSOUTH

(152) WHALESSOUTH//

(153) M/412345678//

(154) A/BEAGLE/NVES//

(155) B/270810Z MAR//

Cape Henry to Key West ■ Chapter 3 ■ 205
(156) E/250//

(157) F/17.0//

(158) H/270810Z MAR/3030N/08052W//

(159) I/MAYPORT/271215Z MAR//

(160) L/RL/17.0//

(161) Mariners should check all MSR messages carefully

before transmittal to ensure the messages include the

correct address and correct format. Additional comments in the message will preclude message receipt by

the MSR system. Failure to receive a timely return

message from the MSR system, providing locations of

recent right whale sightings and precautionary guidance, should be reported to the local Marine Safety

Office of the U.S. Coast Guard.

Inside Navigation

(162) Navigation on the waterways covered by this volume requires a knowledge of the channel conditions

and other factors restricting navigation. General items

of interest to the vessel operator are indicated in the

paragraphs that follow; details are given in the text.

Speed

(163) Regulations are given in 162.65, chapter 2.

Bends or Curves

(164) In the Intracoastal and adjoining waterways there

are many sharp bends which are dangerous to vessels

meeting or passing. On approaching a bend, a vessel

should reduce speed sufficiently to be able to stop

within half the distance to a ship coming from the opposite direction. Under no circumstances should a vessel attempt to overtake and pass another at a bend.

Even with sufficient view of the channel ahead and after proper exchange and understanding of signals, the

overtaken vessel may suddenly sheer from current action. This is even more pronounced with larger vessels

and tows.

Crosscurrents

(165) Where two streams cross, the current will have a

greater velocity in the deeper channel. This is noticeable along the Intracoastal Waterway where it follows a

dredged canal cutting across a winding stream. Crosscurrents will also be noticed where either an inlet from

the ocean or a drainage canal enter the waterway.

(166) Crosscurrents are especially strong at New River

Inlet and Bogue Inlet, N.C. Failure to allow for cross

currents when passing these and other inlets is the

cause of many rescue calls to the Coast Guard.

Spoil banks

(167) Nature quickly covers her scars. This is true of the

spoil banks made by dredging. In the northern areas

when awash these banks are often covered by grass, while

in the southern areas they are covered by bushes and

sometimes fairly large trees.

(168) Water hyacinth is a floating freshwater plant which

infests numerous streams tributary to the South Atlantic and Gulf coasts. It has bright green leaves and a purple flower. It propagates from seeds and suckers,

spreads quickly in most localities, and may cause complete suspension of navigation if not removed. The hyacinths form in mats or jams and float around driven by

the wind or current. In open water these mats often resemble small islands. At times some of the bays and

tributaries may be changed in appearance because of

hyacinth jams. Where the water is apt to be brackish,

an attempt can be made to force a boat through the

mat. In doing so, however, care should be taken that

any logs that might be floating in the weeds are not

struck with force enough to damage the hull. Snakes

may also be found on the hyacinth mats. The work of

removing this growth is undertaken by the various

Corps of Engineers districts and the State of Florida by

the processes of spraying, cutting, and the use of

booms.

Mangrove

(169) Three distinct types of mangrove are found in the

southern section of this area. Yellow or white mangrove grows to a height of about 4 feet and is found

principally on the sand flats in front of the fast land.

Along the shores of Biscayne Bay, the red mangroves

commonly grow to a height of 20 to 30 feet, with occasional stands 40 to 50 feet tall along the mainland coast

south of Miami. Along the shores of Florida Bay, red

mangroves generally grow 10 to 15 feet tall, but occasionally grow to 25 feet. They are rooted in water most

of the time. Black mangrove grows on sand ridges and

higher ground which cover only at very high water or

storm tides. The black mangrove sometimes grows to a

height of 50 to 60 feet.

Stumps and sunken logs

(170) Reports are frequently made that vessels have

struck shoals or rocks in rivers which have later proved

to be stumps or sunken logs. Mariners are warned

against navigating too close to the banks of streams

where submerged stumps are known or may be expected to exist.

Hurricane moorings

(171) On receiving advisory notice of a tropical disturbance small boats should seek shelter in a small winding stream whose banks are lined with trees, preferably

cedar or mangrove. Moor with bow and stern lines fastened to the lower branches; if possible snug up with

206 ■ Chapter 3 ■ Volume 4
good chafing gear. The knees of the trees will act as

fenders and the branches, having more give than the

trunks, will ease the shocks of the heavy gusts. If the

banks are lined only with small trees or large shrubs,

use clumps of them within each hawser loop. Keep

clear of any tall pines as they generally have shallow

roots and are more apt to be blown down.

Manatees

(172) The West Indian Manatee is a marine mammal protected under the Marine Mammal Protection Act of

1972 and the Endangered Species Act of 1973. These

acts make it illegal to harass, hunt, capture, or kill any

marine mammal. The manatee is a large slow-moving

herbivorous animal that resembles a blunt-nosed,

stubby-flippered seal. These animals mainly inhabit the

waters of Florida, although they have been sighted

from south Virginia to around the Gulf coast to Texas.

They are quite docile and have no natural enemies, but

are an endangered species, mostly because collisions

with boat propellors cause a large number of deaths

each year. In the winter, manatees move from the

cooler waters of the Atlantic Ocean and the Gulf of Mexico and congregate, sometimes in large numbers, in

warmer freshwater rivers and streams and near the

cooling water discharge outlets of powerplants. It is

during these high concentration periods that most

manatee deaths occur.

(173) The Florida Manatee Sanctuary Act has been established to regulate motorboat speeds and operations in

critical areas of manatee concentration between November 15 and March 31. The regulated zones are

marked by large reflective signs. In these zones, boat

operators must reduce their speed to “slow” or “idle”,

and no person shall intentionally or negligently annoy,

molest, harass, disturb, collide with, injure, or harm

manatees. Copies of the regulations are available from

the Florida Department of Natural Resources, Division

of Marine Resources, 3900 Commonwealth Blvd., Tallahassee, FL 32399. Regulated zones within the area covered by this Coast Pilot are in the St. Johns River at the

confluence with Blue Springs Run; in the Caloosahatchee River from San Carlos Bay to the Edison Memorial Bridge (U.S. 41); in the Orange River and at its

confluence with Caloosahatchee River; in Turkey Creek

off Indian River; in the Indian River from St. Lucie Inlet

to Jupiter Inlet and in the vicinity of powerplants at

Delespine, Frontenac, Vero Beach, and Fort Pierce; in

Lake Worth in the vicinity of the powerplant at Rivera

Beach, the entire Port Everglades turning basin west of

the line between Light 11 and Light 12 and south along

the Intracoastal Waterway through and including the

Dania Cut-off Canal.

(174) The U.S. Fish and Wildlife Service has established

regulated zones within the Merritt Island National

Wildlife Refuge to protect the large number of manatees that occupy these waters from April through

mid-November. “Idle speed” and/or “slow speed/minimum wake” areas are in Haulover Canal, Bairs Cove on

the southeast side of Haulover Canal, Banana Creek at

the north end of Merritt Island, and in the channel and

basin at the Kennedy Athletic and Recreation Society

marina on the west side of Banana River 1.5 miles

north of Canaveral Barge Canal. The area on the east

side of Banana River immediately south of the NASA

Parkway is closed to all motorized craft from April 1

through November 14 annually. The regulated zones

are well marked by signs that indicate the speed limit.

The regulations are contained in 50 CFR 26 (not carried in this Coast Pilot). Maps delineating the regulated

zones are available from the Merritt Island National

Wildlife Refuge, P.O. Box 6504, Titusville, Fla. 32780.

Tides

(175) On the outer coast the mean range of tide increases

from 2.8 feet at Cape Henry to 5.9 feet at Edisto Beach.

In the sounds and rivers south to Florida the range is

generally greater, reaching 8.0 feet or more at some locations. Along the east coast of Florida the average tide

range is about 2.5 feet, and in the Florida Keys the

ranges vary from 0.2 feet to 2.4 feet. (See Tide Tables for

more detailed information.)

Currents

(176) It appears that, except during northerly and northeasterly winds, a current of about 0.5 knot average velocity, setting northeastward with the trend of the

coast, may be expected outside the 10-fathom curve between Cape Canaveral and Cape Hatteras. Farther offshore the velocity of the northeastward flow increases

as the axis of the Gulf Stream is approached.

(177) Strong currents are produced by the wind along

the coast during northeasterly and southerly gales, reversing or greatly increasing the normal current. Their

velocity and direction depend upon the direction,

strength, and duration of the wind. (See the Tidal Current Tables for detailed information.)

(178) The Gulf Stream System is the most famous of the

principal ocean currents. The name was first used by

Benjamin Franklin in 1769. In general, as the swift current of the Gulf Stream issues into the sea through

Straits of Florida, its waters are characterized by a deep

blue color, high-salinity, high temperature in the upper

stratum, and presence of phosphorescence. Except

near shoals where waves may stir up bottom sediments,

Gulf Stream water is very clear, enabling visual penetration to unusually great depths. At its junction with

Cape Henry to Key West ■ Chapter 3 ■ 207
coastal seawater, the edges may frequently be recognized in moderate weather by ripples, as well as by the

difference in color. Northward, in the cooler regions,

the evaporation from its surface, when the temperature

of the air is lower than that of the water, is apparent as

“sea smoke.” In addition, the stream may carry with it

some Gulf weed (Sargassum), which is olive brown,

branched seaweed with berrylike air vessels.

(179) The upstream extent of the Gulf Stream System

can be traced to the Yucatan Strait where a well-established current enters the Gulf of Mexico. The current in

the Gulf of Mexico is called the Loop Current. The position of the Loop Current is quite variable, but there is

some evidence of a cyclical pattern of about 290 days.

The Loop Current begins with a short flow pattern protruding into the Gulf of Mexico, then it slowly builds

up, gradually protruding northward and westward into

the Gulf and reaching as far as 28°N and 90°W before

shedding a large warm ring. The remaining Loop Current has a shortened flow path and begins the process

anew. The large detached warm ring will drift about 1.5

miles per day west to southwestward into the western

Gulf of Mexico where it will eventually dissipate. Gulf of

Mexico warm rings average about 120 miles in diameter. The warm ring has a clockwise flow with a maximum current close inside its periphery of 0.5 to 1.5

knots.

(180) After entering the Straits of Florida between Cuba

and the Florida Keys, the Gulf Stream System’s path

becomes much more stable. The major variation of the

current from off Key West to off Little Bahama Bank appears to be a meandering of the axis of the current

within the narrow confines of the Straits. The current

within the Straits and slightly to the north is frequently

referred to as the Florida Current.

(181) Shortly after emerging from the Straits of Florida,

the Gulf Stream is joined by the Antilles Current,

which flows northwesterly along the open ocean side of

the West Indies. The Antilles Current, like the Gulf

Stream, carries warm, highly saline waters of clear indigo blue. The union of the two currents gives rise to a

broad and deep current possessing about the same

characteristics as the Florida Current except that the

velocity is somewhat reduced. The Gulf Stream from

the Florida Straits flows northward, then northeastward, paralleling the general trend of the 100-fathom

contour up to Cape Hatteras. From 32°N to Cape

Hatteras the stream shows some lateral meandering

which does not generally exceed one stream width, or

about 40 miles.

(182) Beyond Cape Hatteras the Gulf Stream flows eastward away from the coast and into much deeper water.

As it moves into progressively deeper water, the stream

is subject to increased meandering which can have as

large a north-south extent as 270 miles. The wavelike

meanders of the stream propagate eastward at speeds of

about 3 to 5 miles per day. These meanders occasionally

shed detached current rings or eddies which are found

north and south of the stream and which are respectively warmer and cooler than the surrounding waters.

Rings are generally formed east of 65°W.

(183) Warm rings average about 70 miles in diameter and

are found north of the stream between it and the continental shelf. Warm rings rotate in a clockwise direction

with a maximum flow of about 1.6 knots located about

2/3-3/4 from the center of the eddy. Warm rings generally move about 1.5 miles per day westward after formation in the region between the stream and the

continental shelf to about 70°W. From 70°W the rings

generally move southwestward along the continental

shelf and eventually are absorbed into the stream near

Cape Hatteras. Many warm rings are absorbed by the

stream well before they reach Cape Hatteras. About 20

warm rings are formed each year and average about a

20-week life cycle. Cold rings average about 60 miles in

diameter and are found south of the stream in the

Sargasso water region. Cold rings rotate in a counterclockwise direction with a maximum flow of about 1.6

knots located 2/3-3/4 from the center. Cold ring velocities can be significantly higher than 1.6 knots. Cold

rings tend to move about 1.5 miles per day southwestward after formation and are eventually absorbed back

into the Gulf Stream. About 20 cold rings are formed

each year and average about a 1.5 year life cycle.

(184) Eastward of the Grand Banks of Newfoundland, the

whole surface is slowly driven eastward and northeastward by the prevailing westerly winds to the coastal waters of northwestern Europe. For distinction, this

broad and variable wind-driven surface movement is

sometimes referred to as the North Atlantic Drift.

(185) On its western or inner side, the Gulf Stream is separated from the coastal waters by a zone of rapidly falling temperature, to which the term north wall (west

wall from Georgia south) has been applied. The abrupt

change in the temperature of the waters separated by

the north wall (west wall) is frequently very striking

and is a definite indication of the edge of the stream. It

is most clearly marked north of Cape Hatteras but extends, more or less well defined, from the Straits of

Florida to the Grand Banks of Newfoundland. In the vicinity of the Grand Banks, the north wall represents the

dividing line between the warm current of the Gulf

Stream and the cold waters of the Labrador Current,

which according to observations, turns sharply, between 42°-43°N and 51°-52°W, and flows parallel to the

Gulf Stream.

(186) Throughout the whole stretch from the Florida

Keys to past Cape Hatteras the stream flows with

208 ■ Chapter 3 ■ Volume 4
considerable velocity. Characteristic average surface

speed is on the order of 2.5 knots, increasing to about

4.5 knots off Cape Florida where the cross sectional

area of the channel is least. These values are for the axis

of the stream where the current is a maximum, the

speed of the stream decreasing gradually from the axis

as the edges of the stream are approached. The axis of

the stream is estimated to be about 3-15 miles seaward

of the north wall. Both the speed and position of the

axis of the stream fluctuate from day to day, hence description of both position and speed are averages.

(187) Crossing the stream at Jupiter or Fowey Rocks, an

average allowance of 2.5 knots in a northerly direction

should be made for the current.

(188) Crossing the stream from Habana, a fair allowance

for the average current between 100-fathom curves is 1

knot in an east-northeasterly direction.

(189) A vessel bound from Cape Hatteras to Habana, or

the Gulf ports, crosses the stream off Cape Hatteras. A

fair allowance to make in crossing the stream is 1 to 1.5

knots in a northeasterly direction for a distance of 40

miles from the 100-fathom curve.

(190) Earlier systematic observations on the Gulf Stream

dealt with the temperature of the water rather than its

motion, and the axis was taken to be along the line of

highest temperature obtained. Later the axis was taken

to mark the line of greatest velocity. Ordinarily it is assumed that these two axes coincide, but this is by no

means certain. The thermometer, although it indicates

the limits of the stream in a general way, is therefore

only an approximate guide to the velocity of the currents.

(191) The lateral boundaries of the current within the

Straits of Florida are fairly well fixed, but as the stream

crosses 32°N its eastern boundary becomes somewhat

vague. On the western side the limits can be defined approximately since the waters of the stream differ in

color, temperature, salinity, and flow from the inshore

coastal waters. On the east, however, the Antilles Current combines with the Gulf Stream so that its waters

here merge gradually with the waters of the open Atlantic. Observations of the National Ocean Service indicate that, in general, the average position of the inner

edge of the Gulf Stream from the Straits of Florida to

Cape Hatteras lies inside the 100-fathom curve.

(192) At the western end of the Straits of Florida the limits of the Gulf Stream are not well defined. Between

Fowey Rocks and Jupiter Inlet the inner edge lies very

close to the shoreline.

(193) Along the Florida Reefs between Alligator Reef and

Dry Tortugas the distance of the northerly edge of the

Gulf Stream from the edge of the reefs gradually increases toward the westward. Off Alligator Reef it is

quite close inshore, while off Rebecca Shoal and Dry

Tortugas it is possibly 15 to 20 miles south of the

100-fathom curve. Between the reefs and the northern

edge of the Gulf Stream the currents are ordinarily

tidal and are subject at all times to considerable modification by local winds and barometric conditions. This

neutral zone varies in both length and breadth; it may

extend along the reefs a greater or lesser distance than

stated, and its width varies as the northern edge of the

Gulf Stream approaches or recedes from the reefs.

Location of the Gulf Stream

(194) The approximate position of the Gulf Stream for

various regions is shown on the following NOS charts:

11013, Straits of Florida; 411, South Carolina to Cuba;

11460, Cape Canaveral to Key West; 11420, Alligator

Reef to Habana. Chart 11009 shows the axis and the position of the inner edge of the Gulf Stream from Cape

Hatteras to Straits of Florida.

(195) Up-to-date information on the location, width, and

maximum surface temperature of the Gulf Stream System is available in a variety of ways. Such information

is broadcast by NOAA Weather Radio stations from Key

West, Florida, to Cape Hatteras, North Carolina. The

times of these broadcasts and their formats vary from

station to station, but in general, all give the distance to

the inshore edge of the Stream with reference to a navigational light or buoy, the width of the Stream when

that is known, and the maximum temperature. This information is derived largely from infrared satellite imagery, and it is unfortunately not available during the

warmer summer months south of about Jupiter Inlet.

(See Appendix A for a list of NOAA Weather Radio stations.)

(196) For ships in port or with telecopy equipment, an

analysis of the Gulf Stream System from the central

Gulf of Mexico to Cape Hatteras which includes an estimated location of the maximum current is prepared on

Mondays, Wednesdays, and Fridays by Tropical Storm

Analysis Center, National Weather Service, NOAA, 1320

South Dixie Highway, Coral Gables, FL 33146,

305-665-4707. These analyses are available to anyone

with a telecopy receiver compatible with a Group 3

compatible automatic telecopier by simply telephoning

305-661-0738.

(197) An analysis of the Gulf Stream System from the

western Gulf of Mexico to Cape Hatteras (South Panel)

and from Cape Hatteras to Nova Scotia (North Panel) is

prepared by Ocean Products Center, National Ocean

Service, NOAA, World Weather Building, 5200 Auth

Road, Washington, DC 20233, 301-763-8294.

(198) The North Panel is generated on Mondays, Wednesdays, and Fridays, while the South Panel is generated

on Tuesdays and Thursdays. A subscription to these

analyses is available upon application, to Satellite Data

Cape Henry to Key West ■ Chapter 3 ■ 209
Services Branch, National Environmental Satellite,

Data, and Information Service, World Weather Building, Room 100, 5200 Auth Road, Washington, DC

20233, 301-763-8111. These analyses are available via

Xerox Model 410 automatic telecopier by telephoning

301-899-1139. They are also transmitted by KWX,

Lewes, DE, via radiofax on 4223 kHz at 0645Z and

1845Z. Contact National Weather Service Forecast Office, Washington, DC, at 301-763-8088 or 8239, to ascertain any changes to the above telecopier and

radiofax schedules.

(199) Wind-driven currents are very complicated. Their

velocities and directions depend upon a number of factors such as the velocity, direction, and duration of the

wind, the proximity of the coast and the direction of the

coastline. Generally in the Northern Hemisphere the

wind-driven current sets somewhat to the right of the

wind, but in coastal waters there are many exceptions

to this general rule, the current often setting to the left

of the wind, due to the tendency of the current to follow

the direction of the coastline or to other local conditions.

(200) The velocity of the wind current relative to that of

the wind also varies with the locality. (See the Tidal

Current Tables for information on wind-currents.)

Weather

(201) From hurricanes to “Nor’easters” these coastal waters are plagued with potential weather hazards

year-round. The Gulf Stream, local currents and numerous shoals complicate matters. The following text

describes the weather problems that face the mariner.

The individual chapters contain information on local

weather hazards. Government radio stations that

transmit weather information and National Weather

Service offices are listed in Appendix A. Climatological

tables for coastal locations and ocean areas, compiled

from ship observations, follow Appendix A. This text

was produced by the National Oceanographic Data

Center.

(202) Coastal Warning Display locations are listed on

NOS charts and shown on the Marine Weather Services

Charts published by the National Weather Service. The

Marine Weather Services Charts, which also show radio

stations that transmit marine weather broadcasts and

additional information of interest to mariners, are

available from National Ocean Service, Distribution

Branch (N/CG33). (See Appendix A for address).

Extratropical Cyclones

(203) One of the more frequent weather features the

mariner encounters along the coast is the winter storm

or “Nor’easter.” These Extratropical systems can develop in any month. Their size can vary from an

insignificant wave along a front to a gigantic circulation that covers most of the western North Atlantic.

Winds can reach hurricane force and seas of 40 feet (12

m) and more have been encountered. While these

storms are usually well forecasted they can develop or

deepen explosively, particularly off Cape Hatteras, over

the Gulf Stream, giving rise to the term “Hatteras

Storms.”

(204) These winter storms, present in all months, are

most frequent and intense from November through

March. December, January and February are the heart

of the season, when an average of four to six storms per

month roam these waters. Many systems develop in the

Gulf of Mexico, move across central or northern

Florida, then up the East Coast. Some of the most intense storms have developed early and late in the season. In March 1962 a slow moving, late winter coastal

storm combined with spring tides and wrought tremendous destruction from Florida to New England.

Persistent northeasterlies and a long fetch raised

spring tides to near record levels and generated high

seas in the open ocean. Several ships were caught, including a tanker which broke in two off Cape Hatteras.

During the Veterans Day storm in November 1968 a

ship near Ocracoke Inlet ran into 35-foot seas in

60-knot winds.

(205) In March 1993, the “Storm of the Century”, a slow

moving late winter coastal storm, combined with

spring tides and wrought tremendous destruction from

Florida to New England. From hurricane-type storm

surge and winds along the upper Gulf Coast of Florida

to record snowfalls in the southern and central Appalachians and a first-time-ever interruption of air travel at

every airport east of the Mississippi, the March 1993 extra tropical low pressure system will be a storm long remembered.

Cold Fronts

(206) These, often sharp, boundaries between relatively

warm air ahead and cold air behind usually approach

this coast from the west through north. Ahead of the

front, winds are usually squally and often blow out of

the south through southwest. Cirrus clouds give way to

Altocumulus or Altostratus and Nimbostratus, then

Cumulonimbus. Pressure falls moderately and showers, and perhaps thunderstorms, occur. Seas become

choppy. With the frontal passage winds shift rapidly to

the west and northwest. Strong gusts and squalls continue. Clearing usually occurs a short distance behind

the front as the cold air moves in. Cold fronts can move

through the northern part of the area quite rapidly.

Their speeds vary from about 10 to 20 knots in summer

up to 40 knots in winter. Often, cold fronts remain

north of this coast. Their frequency decreases with

210 ■ Chapter 3 ■ Volume 4
latitude. During the winter season strong arctic and

polar outbreaks occasionally push southward to

Florida and in rare instances cold fronts reach the

Florida Keys. In other seasons these outbreaks are not

strong enough to reach the southern part of this coast.

(207) During the spring and summer when the air ahead

of the cold front may be very unstable, a line of thunderstorms, known as a squall line, may develop. These

instability lines can form 50 to 300 miles (93 to 555

km) ahead of a fast moving front. They may even contain tornadoes or waterspouts. These storms can inflict

considerable damage on fishing vessels and small craft.

Tropical Cyclones

(208) A tropical cyclone is a warm core, low pressure system that develops over tropical oceans. It exhibits a rotary, counterclockwise circulation in the Northern

Hemisphere around a center or “eye.” In small tropical

cyclones the diameter of the area of destructive winds

may not exceed 25 miles (46 km) while in the greatest

storms the diameter may reach 500 miles (925 km). At

the center is a comparatively calm, sometimes clear,

area known as the eye. The diameter of the eye can vary

from about 5 to 25 miles (9 to 46 km). Winds are usually strongest near the center. They can reach 175

knots or more in an intense hurricane. In the North Atlantic Region (West Indies, Caribbean Sea, Gulf of Mexico and waters off the U.S. east coast) the following

terminology is used in tropical cyclone warnings issued by the National Hurricane Center (National

Weather Service):

(209) (1) Tropical Depression. A tropical cyclone in

which the maximum sustained surface wind (1-minute

mean) is 33 knots or less.

(210) (2) Tropical Storm. A tropical cyclone in which the

maximum sustained surface wind (1-minute mean)

ranges from 34 knots to 63 knots.

(211) (3) Hurricane. A tropical cyclone in which the maximum sustained surface wind (1-minute mean) is 64

knots or more.

(212) While the following term is not normally used in

tropical cyclone advisories it may appear in related

products.

(213) Tropical Wave–A minor cyclonic circulation in the

easterly tradewinds, which could develop into a tropical depression but lacks evidence of a closed circulation; also known as easterly wave.

(214) With the advances in observations through satellite, a hybrid storm, called a subtropical cyclone, has

been discovered. The character of this storm lies between the tropical and Extratropical cyclone. It is often

short lived and dissipates without developing beyond

the depression stage. Those that intensify occasionally

change character and become tropical storms or

hurricanes. While subtropical they are designated as a

depression or storm (no upper wind limit) similar to

tropical systems.

(215) Along the coast greater damage may be inflicted by

water than by wind. Prolonged winds blowing toward

shore can increase water levels from about 3 to 10 feet

(1 to 3 m) above normal. This storm tide may begin

when the tropical cyclone center is 500 miles (925 km)

or more away. It gradually increases until the winds

change direction. On top of this the low pressure in the

storm’s center can create a ridge or wall of water known

as a surge. This will move in the direction of the storm’s

movement and can be disastrous. The effect may be

similar to that of a tsunami (seismic sea wave) caused

by earthquakes in the ocean floor. Storm surges can

push these tides to 20 feet (6 m) or more above normal.

About 3 or 4 feet (.9 or 1.2 m) of this is due to the decrease of atmospheric pressure and the rest to the

strong winds. Additional water damage results from

the pounding of sea and swell. Torrential rains, generated by tropical cyclones, can cause both flash floods

and river floods from inland rains.

Tropical cyclone climatology

(216) In an average season nine or ten tropical cyclones

develop and five of these reach hurricane strength;

about two hurricanes reach the U.S. While they may

develop in any month, June through November is generally considered the tropical cyclone season, with a

peak in August, September and October. Early and

pre-season storms, from May through mid-July, are

most likely to originate in the western Caribbean Sea

and Gulf of Mexico. From mid-July through late September this development is spread through the main

basin of the tropical Atlantic and a much more persistent westerly movement is noticeable. From late September through November, activity gradually confines

itself to the Caribbean and Gulf of Mexico. A northerly

movement, similar to early season storms, becomes

more apparent. However, because of the large reservoir

of heat available at the end of the season, these storms

are often more intense than their early season counterparts.

(217) The most common path is curved, the storms first

moving in a general westward direction, turning later

to the northwestward and finally toward the northeast.

A considerable number, however, remain in low latitudes and do not turn appreciably toward the north.

Freak movements are not uncommon, and there have

been storms that described loops, hairpin-curved

paths, and other irregular patterns. Movement toward

the southeast is rare, and, in any case, of short duration. The entire Caribbean area, the Gulf of Mexico, the

coastal regions bordering these bodies of water, and the

Cape Henry to Key West ■ Chapter 3 ■ 211
Atlantic coast are subject to these storms during the

hurricane season.

(218) The average speed of movement of tropical cyclones is about 10 to 15 knots. This speed, however, varies considerably according to the storm’s location,

development, and the associated surface and upper air

patterns. The highest rates of speed usually occur in

the middle and higher latitudes and range up to 40 to

50 knots. Storms are slowest during recurvature or

when looping. They can also become stationary in the

absence of steering currents.

Hurricane Warnings and Forecasts

(219) The civilian hurricane warning service for the

North Atlantic is provided by the National Hurricane

Center/Tropical Prediction Center, Miami, Florida.

They collate ship, aircraft, radar and satellite data to

produce and issue tropical cyclone warnings and forecasts for the North Atlantic Ocean, including the Caribbean Sea and Gulf of Mexico. The principal product is

the Tropical Cyclone Advisory message especially tailored for marine, aviation, military and public interests. They are issued every 6 hours with intermediate

bulletins provided when needed.

(220) For tropical storms and hurricanes threatening to

cross the coast of the U.S., coastal warnings are issued

to the public by the National Hurricane Center through

local Hurricane Warning Offices in order that defense

against damage, and perhaps evacuation, can be implemented. Two levels of warnings are employed. The

“Hurricane Watch” is a preliminary alert that a hurricane may threaten a specified portion of the coast. It is

issued approximately 36 hours before landfalls could

occur. The second level is the “Hurricane Warning”,

which indicates that hurricane conditions are expected

within 24 hours in advance of landfall. It is aimed at

providing the best compromise between timeliness and

accuracy for civil defense purposes so that its warning

may be too late to allow ocean-going vessels to get underway and complete a successful evasion in open water. To compensate for this, the Marine Advisory

contains additional guidance in the form of probabilities of hurricane strikes, for coastal locations and even

offshore coordinates, and storm position forecasts for

up to 72 hours in advance.

Hurricane Havens

(221) The text for this section has been condensed from

the Hurricane Havens Handbook for the North Atlantic Ocean, published by the Marine Meteorology Division, Naval Research Laboratory, Monterey, CA 93943,

and available on the internet at https://www.nrlmry.

navy.mil/pubs.htm. The navigational information may

be applied to extratropical cyclones as well. Summaries

for individual ports, where available, can be found in

the appropriate chapters. The complete publication is

available through the National Technical Information

Service, Springfield, Virginia 22161 (http://www.ntis.gov).

(222) The classical doctrine held by most mariners is that

ocean-going ships should leave ports that are threatened by a hurricane. Despite this natural caution, ships

continue to be damaged in port or after leaving port, as

a result of tropical cyclone encounters. This often

stems from the difficulty in forecasting tropical cyclone movement, although these forecasts have improved significantly in the past two decades. In addition

to evaluating the forecast it is necessary to assess the

risks of remaining in port or putting to sea according to

the circumstances of the threat, the facilities of the

port and the capabilities of the vessel and crew. For an

evaluation as to a course of action several factors are

important. The risk of a particular port experiencing a

hurricane is often dependent on seasonal and geographic influences. Forecasts of hurricane movements

are more reliable in some areas, particularly the lower

latitudes. In the midlatitudes where storms are often

recurving, the difficulty increases. It is important to

know the sheltering capabilities of the port that is being considered and the speed of advance of tropical cyclones in the latitudes that you may be sailing. When

the tropical cyclone speeds approach or exceed vessel

speed, options become limited.

(223) Large changes in the balance of these factors that

may affect a leave/stay decision are evident all along the

Atlantic coast. At Charleston, SC for example the threat

of a hurricane is moderate as is the average forecast error. The speed of storm advance is relatively low for

both average and extreme values. These factors suggest

a relatively low risk of damage at sea if an evasion is executed as early as possible. Ports in the Mayport area

have the potential of being fairly good hurricane havens despite their conspicuous lack of shelter, because

of the rarity of serious hurricane threats and the prospects of a safe escape to sea when needed; this is due to

the low speeds of advance of near-coastal storms and

relatively low forecast error. Two ports with a high risk

of hurricane threats, Key West and Morehead City,

show a large contrast in the remaining leave/stay decision factors. Hurricanes at Key West appear predictable

and easy to evade at sea. However, the combination of

unpredictability and relatively high speed of advance of

near-coastal storms affecting North Carolina, marks

Morehead City as a less secure port to occupy during

the hurricane season than Key West, and one from

which evasion at sea carries a higher risk of damage.

(224) In the northeast, certain ports have the potential to

offer good hurricane haven qualities because of the low

risk of a hurricane threat in conjunction with

212 ■ Chapter 3 ■ Volume 4
topographic shelter. In addition the risk of misjudging

the threat, due to relatively large forecast errors, is

considerable. Furthermore, the risk of sustaining damage in attempting to evade at sea is increased by the

usually fast-moving storms. This combination should

encourage mariners in this region to regard evasion at

seas as a last resort.

(225) Along the U.S. Gulf of Mexico coast there is a reduced flexibility in evasion options created by the shape

of the Gulf. This biases the leave/stay decision in favor

of an early departure, which effectively reduces the accuracy of the threat prediction. The large range of possible speeds of storms affecting the coast from

Pensacola to New Orleans should encourage even earlier departure. The net result is that Gulf ports should

be considered “high risk” ports similar to Key West and

Morehead City. Additionally, local factors in the Gulf

area further diminish the security of many ports. For

example, the strong impact of the storm surge, in many

places, leads to the closure of ports due to sudden silting of their long, dredged approach channels.

(226) A sudden unexpected change in the speed or direction of movement of a tropical cyclone, or a change in

its intensity, may call for a hasty departure from port in

deteriorating weather.

(227) However, limitations in manpower, port tug facilities or the state of readiness of the ship’s machinery

will increase the risk of the vessel being damaged during departure. Furthermore, the chances of gaining

sufficient sea room in heavy weather to avoid damage

after leaving port, are also decreased. The odds for preventing serious damage to the vessel in these circumstances, swing in favor of using the resources available

to secure the ship firmly to her berth. These measures

should include laying anchors into the channel or basin to hold her away from the pier or wharf face. This is

particularly important in preventing damage to both

vessel and pier if storm tides flood the wharf. These

tidal effects will require lines to the pier to be tended

until the hurricane threat is well passed. Certain merchant vessels may also consider ballasting down if the

bottom at the berth is likely to be clear of obstacles. Under pressure of these circumstances, proceeding to anchor or moor is a less attractive alternative unless both

the resources to accomplish the move safely and the assurance of an authenticated hurricane mooring or anchorage, are available.

(228) Of the 81 tropical cyclones that threatened Cape

Hatteras (came within 50 nautical miles (93 km)) during the period 1842-1995, 67 occurred during the

months of August, September, and October. As with the

entire Atlantic basin, the main threat is in September.

Due to the location of the Cape, its extension out into

the Atlantic from the mainland, the predominate

direction from which storms arrive is from the South

or Southeast. Since 1950, 32 storms have come within

50 nm (93 km) of the Cape. Perhaps the two most memorable storms of recent times are hurricane Donna in

1960 and hurricane Gloria in 1985. Donna, in September 1960, came ashore near Morehead City with highest sustained winds of 95 knots and passed about 50 nm

miles (93 km) west of Cape Hatteras while maintaining

that intensity. Gloria passed directly over the Cape on

September 27, 1985 with 90-knot winds. The maximum wind at Cape Point was 64 knots.

(229) Of the 60 tropical cyclones that threatened

Charleston during the period 1842-1995, 46 occurred

during the months August, September, and October. By

far the greatest threat is in September. The predominate direction from which the storm arrives is from the

Southwest and usually has weakened greatly since

making initial landfall along the Gulf Coast and crossing several hundred miles (>450 km) of land. Since

1950, 23 storms have come within 50 nm (93 km) of

Charleston. Perhaps the two most memorable storms

of recent times are hurricane David in 1979 and hurricane Hugo in 1989. David came ashore near Savannah

Beach, Georgia and raked the Charleston area with

gusts of 85 knots. Ten years later, Hugo came ashore at

Sullivans Island, just north of Charleston, with peak

winds of 120 knots. Downtown Charleston reported

winds of 76 knots with gusts to 94 knots while the airport had sustained winds of 68 knots with gusts to 85

knots. The maximum one-minute wind at Bulls Bay,

near the point of impact, was estimated in excess of 120

knots.

(230) Of the 59 tropical cyclones that threatened Daytona Beach during the period 1842-1995, 47 occurred

during the months August, September, and October. By

a narrow margin, the greatest occurrence is in September. The predominate direction from which the storm

arrives is from the South or Southwest. Since 1950, 22

storms have come within 50 nm of Daytona Beach.

Hurricane Donna is likely the most memorable storm

to effect the Daytona Beach area in recent memory. On

September 11, 1960, Donna crossed the central Keys

moving to the northwest and abruptly turned northward crossing the southwest Florida coast near Naples.

From there, Donna continued north-northeastward,

up the spine of the peninsula, moving back out over

open water north of Daytona Beach. The maximum

wind at landfall was estimated near 135 miles per hour

(60 m/s) with gusts to 150 miles per hour (67 m/s) and

winds were still 90 miles per hour (40 m/s) by the time

the storm reached the Daytona Beach area.

(231) Of the 58 tropical cyclones that threatened Miami

during the period 1842-1995, 52 occurred during the

months August, September, and October. At this

Cape Henry to Key West ■ Chapter 3 ■ 213
latitude, along with the proximity of the Caribbean Sea

and much warmer water, October is the most likely

month of occurrence. The predominate direction from

which the storm arrives is from the south or southeast.

Since 1950, 24 storms have come within 50 nm of Miami. Hurricane Cleo in 1964 and Hurricane Andrew in

1992 are likely the most noteworthy storms to affect

Miami in recent memory. Hurricane Cleo was a very

small storm and did little damage. It passed near Miami

on August 27, 1964. It is perhaps most noteworthy due

to its punch. Maximum winds were 110 miles per hour

(49 m/s) with gusts to 135 miles per hour (60 m/s).

Hurricane Andrew passed just south of Miami on August 24, 1992. Andrew goes on record as being the

storm having the third lowest air pressure at landfall of

any storm in U.S. history. Andrew ravaged Homestead,

Florida, in the early morning hours of August 24 with

winds in excess of 150 knots on a path that took it

across south Florida in four hours. Andrew ranks as

one of the most costly natural disaster to date for the

United States.

Tropical cyclones at sea

(232) Few experiences rival that of encountering a full

blown hurricane at sea. However, even if there were no

transmitted advisories, nature provides its own tropical

warnings. Several days before its arrival, the hurricane

heralds its existence. Swells that were passing the ship

at ten to fifteen per minute increase in length and now

pass at about two to five per minute. The direction from

which they arrive marks the relative bearing of the

storm. A second rough fix may be obtained by adding

115° (Northern Hemisphere) to the direction from

which the wind is blowing. Another indicator is the barometer. In the tropics there is a normal rise and fall of

barometric pressure with the high points at about 1000

and 2100 LST. When the storm is 500 to 1,000 miles

(925 to 1850 km) away the barometer may rise slightly

and then a pumping action may begin. When it starts a

steady fall, activity is brewing. When the storm is about

300 to 600 miles (555 to 1110 km), away white, fibrous,

cirrus clouds (“mare’s tails”) appear in a nearly cloudless sky. These seem to converge in the direction from

which the storm is approaching, particularly at sunrise

and sunset. The barometer continues to fall. The cirrus

gives way to a veil of cirrostratus followed by altostratus, then stratocumulus. Mist-like rain is interrupted by an occasional shower as the barometer drops

about 4 millibars. Winds become gusty and increase to

about 22 to 40 knots. On the horizon appears a dark

wall of heavy cumulonimbus, the bar of the storm. Portions of this cloud occasionally break off and drift

across the sky accompanied by gusty rain squalls. As

the bar approaches, from the direction of the storm’s

center, the barometer falls more rapidly. Windspeeds

increase. Seas become steeper. Squall lines sweep past

in ever-increasing number and intensity. The arrival of

the bar is accompanied by dark skies, nearly-continuous squalls, a steep-falling barometer and rapidly increasing winds. The hurricane center may still be 100

miles (185 km) away. As the center approaches, winds

whip through the superstructure. Seas become mountainous. Wave tops are blown off to mingle with torrential rain that fills the air with water. Visibility drops to

near zero. Survival becomes the prime consideration.

(233) The eye brings a sudden drop in winds. Rain stops

and skies may clear enough to see the sun. Mountainous seas approach from all sides. The barometer

reaches its lowest point which may be 50 to 100 millibars below normal. As the wall cloud on the opposite

side of the eye arrives, the full fury of the storm returns

as suddenly as it ceased, with winds blowing from the opposite direction. The sequence of conditions is reversed

and passes more quickly as the circulation is usually

smaller in the rear of the storm.

Maneuvering for a tropical cyclone

(234) Knowledge is the most important aid when a tropical cyclone is threatening. It is vital to know the

storm’s position, intensity, projected movement and

how to react to this information. By plotting the center

as provided in the warnings, possibly even adjusting its

position with a radar fix or local signs, its position in relation to the vessel can be determined.

(235) Shipboard radar provides the mariner with an advantage and if radio-facsimile charts are available the

advantage is even greater. The mariner is even more

fortunate if his ship has the appropriate satellite receiving-recorder, either facsimile or photographic, to position the cloud patterns of the storm as it moves. If,

despite warning systems and forecasts, a storm catches

up with the ship, prepare for the worst.

(236) There are three major schools of thought concerning ship handling in hurricanes. They may be described

as active, passive and defensive:

(237) Active: Take an evasive course and get out of the

storm.

(238) Passive: Shut down and wallow.

(239) Defensive: Just maintain steerageway, keeping the

wind and seas either off the bow or the quarter.

(240) The course of action will depend on the size and intensity of the storm, the nature and condition of the

ship, the proximity to shoal water, and other factors

which can only be determined by the master. While the

vessel can still make considerable way through the water, a course should be selected to take it as far as possible from the center. If the vessel can move faster than

the storm, it is a relatively simple matter to outrun the

214 ■ Chapter 3 ■ Volume 4
storm if sea room permits. But when the storm is

faster, the solution is not as simple. In this case, the

vessel, if ahead of the storm, will pass closer to the center. The problem is to select a course that will produce

the greatest possible minimum distance. This is best

determined by means of a relative movement plot.

(241) In the Northern Hemisphere, that part of the circulation to the right of the storm track (facing in the direction toward which the storm is moving) is called the

dangerous semicircle. It is considered dangerous because (1) the actual wind speed is greater than that due

to the pressure gradient alone, since it is augmented by

the forward motion of the storm, and (2) the direction

of the wind and sea is such as to carry a vessel into the

path of the storm (in the forward part of the semicircle). The circulation to the left of the storm track is

known as the navigable semicircle, where the wind is

slowed by the storm’s motion and vessels are pushed

away from the path. Seas are usually lower in this portion. In an ideal situation the following general guidelines could be used:

Right or dangerous semicircle

(242) Bring the wind broad on the starboard bow (045°

relative), hold course, and make as much way as possible. If obliged to heave to, do so with head to the sea.

Left or navigable semicircle

(243) Bring the wind onto the starboard quarter (135°

relative), hold course, and make as much way as possible. If obliged to heave to, do so with stern to the sea.

On storm track, ahead of center

(244) Bring the wind two points abaft the starboard quarter (1571⁄2° relative), hold course, and make as much

way as possible. When well within the navigable semicircle, maneuver as indicated above.

On storm track, behind center

(245) Avoid the center by the best practical course, keeping in mind the tendency of tropical cyclones to curve

northward and eastward.

(246) If the storm maintains its direction and speed, the

ship’s course should be maintained as the wind shifts.

In all cases, one should be alert to changes in the direction of movement of the storm center, particularly in

the area where the track normally curves toward the

north.

(247) If it becomes necessary for a vessel to heave to, the

characteristics of the vessel should be considered. A

ship is concerned primarily with damage by direct action of the sea. A good general rule is to heave to with

head to the sea in the dangerous semicircle or stern to

the sea in the navigable semicircle. This will result in

the greatest amount of headway from the storm center,

and the least amount of leeway toward it. If a vessel

handles better with the sea astern or on the quarter, it

may be placed in this position in the navigable semicircle or in the rear half of the dangerous semicircle;

movement should be slow. It has been reported that

when the wind reaches hurricane speed and the seas

become confused, some ships ride out the storm best if

the engines are stopped, and the vessel is permitted to

seek its own position. In this way, it is said, the ship

rides with the storm instead of fighting against it.

(248) In a sailing vessel, while attempting to avoid a

storm center, one should steer courses as near as possible to those prescribed above for power vessels. However, if it becomes necessary for such a vessel to heave

to, the wind is of greater concern than the sea. A good

general rule always is to heave to on whichever tack

permits the shifting wind to draw aft. In the Northern

Hemisphere this is the starboard tack in the dangerous

semicircle and the port tack in the navigable semicircle.

Waves

(249) In early March of 1980 a series of frontal atmospheric waves moved across Florida from the Gulf of

Mexico. One persisted until it reached the Gulf Stream

where it deepened rapidly into a powerful extratropical

storm as it headed east-northeastward. Off Cape

Hatteras three ships reported 40-foot seas (12 m) while

several others encountered wave heights of 25 to 35

feet (8 to 11 m). The National Data Buoy Center's buoy

41001 (35.0°N., 72.0°W.) recorded a maximum wave

height of 33 feet (10 m). Extratropical and tropical cyclones are responsible for potentially similar

conditions in the deep waters off this entire coast

year-round. Fortunately these situations are infrequent.

However, it has been calculated that in an average

5-year period, significant wave heights of 40 to 50 feet

(12 to 15 m) and extremes of 70 to 90 feet (21 to 27 m)

are possible. These figures decrease with latitude (40

feet and 70 feet (12 and 21 m) off southern Florida.)

(250) The table below (extracted from Marine Weather of

Western Washington, Kenneth E. Lilly, Jr., Commander, NOAA, Starpath School of Navigation, 1983),

shows the relationship between significant and other

wave heights.

Wave Heights from Significant Wave Heights (SWH)

Most frequent wave heights: 0.5 x SWH

Average wave heights: 0.6 x SWH

Significant wave height (average height of

highest 33%) 1.0 x SWH

Cape Henry to Key West ■ Chapter 3 ■ 215
Wave Heights from Significant Wave Heights (SWH)

Height of highest 10% of the waves: 1.3 x SWH

One wave in 1,175 waves: 1.9 x SWH

One Wave in 300,000 waves: 2.5 x SWH

(251) This table can be used to project a range of wave

heights that might be expected in deep water. If significant wave heights of 10 feet (3 m) are forecast then the

most frequently observed waves should be in the 5 to 6

foot (2 to 3 m) range while one wave in 100 should

reach 17 feet (5 m). A giant or rogue wave might reach

25 feet (8 m) in these circumstances. These rogue or

“Killer” waves occur when the large number of different waves that make up a sea occasionally reinforce

each other. This action creates a wave that is much

steeper and higher than the surrounding waves. These

rogue waves often occur in a stormy sea and are described by mariners who have experienced them, as

coming out of nowhere and disappearing just as

quickly. If significant wave heights are observed at 20

feet (6 m) then a rogue wave could reach 50 feet (15 m)

if the water depth could support it.

(252) In general, sea conditions are roughest from about

October through March or April. Seas of 8 feet (>2 m)

or more can be expected along deep water coastal

routes north of Florida about 15 to 30 percent of the

time and 5 to 15 percent of the time off Florida.

(253) Steep waves are often more dangerous than high

waves with a gentle slope. Waves appear menacing

when the ratio of wave height to length reaches about

1/18. They begin to break when this ratio is about 1/10.

Steepest waves develop when strong winds first begin

to blow or early in a storm’s life. The ship no longer

rides easily but is slammed. Steep waves are particularly dangerous to small craft. When wave heights are

greater than 5 feet (1.5 m), periods of less than 6 seconds can create problems for boats under 100 feet (30

m) in length. Waves of 10 feet (3 m) or more with periods of 6 to 10 seconds can affect comfort in vessels 100-

to 200-feet (30 to 60 m) in length and provide a rough

ride for larger ships.

(254) Waves moving into shallow water become steeper

and break when the depth is about 1.3 times the wave

height. Areas such as Diamond Shoals and Mantilla

Shoal are dangerous in heavy weather as are most of

the inlets along this coast. Wave steepness is also increased by tidal currents, particularly when they oppose the wind.

(255) Swells can create problems for larger vessels.

About one-half of the waves of 10 feet (3 m) or more, in

these waters, are swells from distant storms. They are

uncomfortable to ships that roll or pitch in sympathy.

Swells with 500- to 1,000 foot (152 to 305 m) wave

lengths affect ships of these lengths. When steaming

into such swells a resonance is set up until the bow digs

into the waves. The resulting pitch will cause more of a

power loss than a roll caused by a sea. Swells with wave

lengths that range from about three-fourths to twice

the ship’s length can have this effect. Pitching is heaviest when the ship’s speed produces synchronism between the period of encounter and the ship’s natural

pitching period. This often occurs at or near normal

ship speeds.

(256) When running before a following sea the greatest

danger arises when your speed is equal to that of the

waves or when the waves overtake the ship so slowly

that an almost static situation is created with the vessel

lying on the wave crest. In this latter case, stability is so

reduced that a small vessel could capsize. Waves on the

quarter or astern can also result in very poor steering

quality. As seas move along the vessel from aft to forward the rudder is less effective and the boat may be

slewed across the face of a sea filling the decks with water as she broaches. She could lose her stability and

capsize, particularly if the boat is trimmed by the head.

(257) The Gulf Stream not only affects the winds of

coastal storms but modifies waves by their interaction

with the currents. This interaction is enhanced in the

North Wall, a narrow, horizontal band of extreme water

temperature change marking the north edge of the

Gulf Stream. The North Wall also indicates the region

where strong northeasterly currents will be encountered; they reach a maximum value 10 to 20 miles (19

to 37 km) farther into the Gulf Stream. Particularly

during February and March, when water temperature

gradients are steepest to the north, a coastal storm may

draw cold Arctic air across the slope water and along

the coast to Cape Hatteras by strong northeasterly

winds. An 18° to 20°F (10° to 11°C) jump in water temperature occurs creating highly unstable air and increased surface winds with more gustiness and

turbulence. Higher waves are generated by the

windspeed increase and these waves are likely to be

more confused due to the turbulence. In addition to

this wave height increase, more serious changes in the

wave characteristics are produced by the currents.

Northeasterly seas encounter opposing currents of

from 3 to 5 knots and, as is commonly observed in inlets when incoming waves encounter an ebbing tide,

the result is sharply increased wave heights and much

steeper wave slopes. If the opposing current is sufficiently strong the waves will even break. This steepening action causes problems for small craft navigating

inlets with waves only a few feet high; with 20- to

30-foot (6 to 9 m) waves the result may be dangerous to

any ship. To avoid this problem it is suggested that in

216 ■ Chapter 3 ■ Volume 4
late winter and spring cross the Gulf Stream as far east

as possible, where it is likely that the cold air would

have modified somewhat and thus reduce the instability effect.

Visibilities

(258) Visibilities are generally good throughout the year,

particularly offshore south of Charleston. Fog is the

principal restriction to visibility. Onshore and along

the coast this is often a radiation type fog, which forms

shortly after sunset on cool, calm, clear nights. These

fogs generally do not extend any great distance seaward, but may seriously restrict harbor activities. They

often burn off during the morning hours. Sea fogs occasionally drift onshore on hot summer days, persisting for many hours in a shallow layer along the coast.

Foggy conditions vary widely at coastal locations depending upon exposure. In general, the number of days

that visibilities fall to 1⁄4 mile or less ranges from 20 to

40 days annually, north of Cape Canaveral. These conditions are most likely from October through April.

(259) West of the Gulf Stream sea fog may occur over

cooler waters when warm air is brought in from the

south. These conditions are most likely over coastal

waters from Norfolk to Charleston during January,

February and March. During these months visibilities

drop below 1⁄2 mile on 1 to 5 percent of all ship observations. Conditions are worst from Cape Henry to Cape

Hatteras. In addition to fog, precipitation occasionally

reduces visibility over both land and water while haze

and smoke sometimes restrict it over land.

Winds

(260) Along most of the southern Atlantic Coast, winds

are determined by migratory high and low pressure

systems; in summer the semipermanent Azores High is

an important factor. Most of the Florida coast lies in the

easterly trade wind system at least part of the year.

Other influences include the Appalachian Mountains

and local coastal topography. Strongest winds are generated by the tropical and Extratropical low pressure

systems and cold fronts. Locally, thunderstorms can

cause short periods of strong, gusty winds.

(261) In the offshore waters, gales are most likely from

October through April. North of about 30°N., along the

coastal routes, they can be expected 5 to 10 percent of

the time. Winds are variable although those with

northerly and westerly components are most frequent.

To the south, gale frequencies drop off to about 5 percent or less, decreasing with latitude; south of 30°N.,

winds in the 22- to 33-knot range are encountered

about 10 to 15 percent of the time. Winds are variable

but southwesterlies through northeasterlies are common. Easterlies become increasingly frequent south of

Jacksonville. Summer winds in offshore waters are

steadier but weaker, mainly due to the dominance of

the Azores High. North of 30°N., southerlies and

southwesterlies prevail. Gales are infrequent and even

windspeeds in the 22- to 33-knot range occur less than

10 percent of the time. South of Jacksonville, easterlies

and southeasterlies predominate with average speeds

of about 8 to 10 knots. It isn’t usually until late September, when the Azores High recedes, accompanied by an

increase in migratory pressure systems, that winds become stronger and more variable.

(262) Coastal winds are more complex due to topographical influences and the land-sea breeze effect. Along the

coast a daily shift in wind direction is often observed.

During the warmest part of the day winds blow from

the ocean toward shore (known as a sea breeze), and

during the coolest, from the land toward the sea (land

breeze). Offshore winds, unless they are exceptionally

strong, are generally considered most favorable for

coastal navigation. Onshore winds have a more pronounced effect upon the surface, particularly when

they have been blowing from the same direction for a

long period of time. A strong sea breeze can cause

heavy or choppy seas and swells, and frequently makes

navigation difficult for small vessels.

(263) Windspeeds along the southeastern coast of the

U.S. are generally moderately light, averaging 8 to 12

knots over the year. Monthly averages vary in summer

from 6 to 10 knots and 8 to 15 knots in winter. Wide departures from these averages should be expected in all

seasons. In the immediate coastal area, the windward

side of the promontories may be lashed by gales and

heavy seas, while the lee side is relatively protected. Averages do not show these variations. The area from

Cape Hatteras to Cape Henry, exposed as it is to the

ocean, is subject to severe northeasterly ocean storms

as well as migratory continental pressure systems.

Cape Hatteras is particularly exposed to the winds, with

open sea from north through east to southwest. South

of Cape Hatteras gales are much less frequent, occurring generally on less than 15 days annually. The frequency of calms is dependent upon season, exposure,

and time of day. They are least frequent during the afternoon when they occur less than 5% of the time

along the entire southeastern Atlantic coast; in many

locations calms are recorded less than 2% of the time.

During the morning hours, particularly in summer

and fall, they occur 5 to more than 15% of the time.

Calms are least frequent at Cape Hatteras. Daytona

Beach records the largest range in July, August and

September, when morning calms occur about 25% of

the time, compared to less than 2% of the time during

the afternoon.

Cape Henry to Key West ■ Chapter 3 ■ 217
(264) Extreme windspeeds are a hazard in any month.

Though winds greater than 34 knots are infrequent,

they have been recorded all along the southeastern U.S.

coast almost any time of the year. Gales usually accompany sharply defined frontal systems, tropical storms,

hurricanes and severe local thunderstorms.

Temperature

(265) The temperature regime of the southern Atlantic

coast varies from temperate in the north to subtropical

in the south. The gradation from north to south is regular, increasing with decreasing latitude. Another interesting variation is the general modification process

of the ocean and coastal temperatures by each other.

Along the coast, sheltered land stations have warmer

summers and cooler winters than stations with greater

exposure to the water.

(266) Temperatures along the southeastern seaboard region are conducive to a long season of small-craft operation. The southern Atlantic coast annual mean air

temperatures range from 59.5°F (15.3°C) at Norfolk,

VA, to 77.7°F (25.4°C) at Key West, FL. January is the

coldest month at most stations; July the warmest.

Mean monthly air temperatures range from 39.9°F

(4.4°C) at Norfolk in January to 84.5°F (29.2°C) at Key

West in July.

(267) Over the water the coldest month is February and

the warmest is August. Exposed coastal stations experience mean air temperatures more like those over the

water. The daily variation in temperature ranges from

10° to 17°F (5.6° to 9.5°C) at coastal stations throughout the year and is less over the water. The largest daily

variation occurs during the winter and early spring and

the smallest during late summer and fall.

(268) Very little data on extreme temperatures for the

ocean areas are available. At coastal stations temperatures above 100°F (37.8°C), while not common, have

been recorded. The highest during the period of record

considered was 105°F (40.6°C) at Jacksonville, FL, in

July. The lowest recorded temperature was 5°F (-15°C)

at Norfolk, VA, in January.

Precipitation

(269) Along the southeastern Atlantic coast precipitation

is moderately heavy, averaging about 45 to 60 inches

(1,143 to 1,524 mm) a year. Monthly departures may be

large in any individual year, but over a long period of record, a fairly uniform pattern prevails. Since the area is

within both temperate and subtropical regions, the

precipitation pattern shows differences in both type

and amount from north to south. Irregularities are often due to differences of exposure at the observing stations. Year-to-year variation is caused by overall

departures from the average, general circulation.

(270) In the northern part of the area, maximum rainfall

occurs normally during July and August, with a minimum in November. In the southern section, however,

maximums occur in September or October, and the

least in February. Average monthly totals at most stations range from 2 to 6 inches (51 to 152 mm) throughout the year. During the months of greatest hurricane

frequency, excessive rains of 9 to 15 inches (229 to 381

mm) in a 24-hour period have recorded. These may occur at any point along the coast, but are most common

in the southern part of the area.

(271) The monthly mean number of days with 0.01 inch

(0.254 mm) or more of precipitation in the northern

part of the area ranges from about 8 days per month in

the fall to 10 to 12 days per month in the summer and

winter. In the central part of the area the most rainy

days are in summer, 11 to 16 days per month, and the

least in spring and fall, 6 to 9 days per month. The most

rainy days along the Florida coast, 14 to 18 days per

month, generally occur in late summer and early fall,

and the minimum number, 5 to 8 days per month, from

February through April.

(272) Much of the precipitation, like cloudiness, is associated with cyclonic activity throughout the year. During the winter, precipitation is usually steady, but may

come with an occasional thunderstorms along a front.

Frontal systems originating or developing in the Gulf

region result from the interaction of a moist tropical

air mass with colder continental masses. They move

eastward or northeastward and bring extensive precipitation to the seaboard region. During the summer,

when the area is dominated by the Azores High and cumulus clouds predominate, precipitation is localized

and is showery in nature. Heaviest precipitation occurs

over land and near coastal waters in the afternoon; over

open water it is most likely during the night.

(273) Thunderstorms along the coast occur on an average of from 40 days per year in the north to 80 days per

year in the south. Maximum occurrence is from June

through August, and an average of 7 to 18 thunderstorms per month occur during this season. In summer,

cumulus clouds frequently develop into thunderstorms

over the land and drift seaward late in the afternoon.

(274) Snow falls from December through March in the

northern part of the area on 1 or 2 days per month. So

far as coastal operations are concerned, snow conditions are not significant since most of the area is entirely free from snow the year-round.

Cloudiness

(275) Mean cloudiness over the area is moderate to moderately high throughout the year, averaging from 35 to

65 percent sky cover. In general, however, the cloudiest

month is January in the northern sections and over

218 ■ Chapter 3 ■ Volume 4
most of the water areas, and may be any month from

June through September in the south. At most locations in the north the least cloudiness occurs in October, and in the extreme southern part in February or

March. Since the air is usually moist, only a small decrease in temperature may cause condensation and

cloud formation. At the edge of the warm, northward

moving Gulf Stream and the cool southward moving

countercurrent which skirts the shore from Cape

Hatteras, N.C. to Jacksonville, Fla., sharp contrasts in

temperatures result in the formation of heavy stratus

clouds which may appear very much as a cold front.

These clouds may persist for days at a time if the wind is

light and may be carried inland by northeasterly winds.

Such cloudiness is common during the spring when

the gradient between shore water and Gulf Stream

temperatures are steepest. The fact that maximum

cloudiness for the year occurs during the winter at the

northern coastal stations may be explained by the maximum frequency of storms passing northward or

northeastward from the central or south-central section during the season. These rarely affect the extreme

southern part of the area.

(276) Much of the cloudiness over the entire area is of the

cumulus type, resulting from either the unstable conditions that accompany cyclonic activity in all seasons,

or the general air mass instability during the summer.

Such clouds frequently form over land during the day

and drift seaward at night.

Immersion Hypothermia

(277) Immersion hypothermia is the loss of heat when a

body is immersed in water. With few exceptions, humans die if their normal rectal temperature of approximately 99.7°F drops below 78.6°F. Cardiac arrest is the

most common direct cause of death. Except in tropical

waters warmer than 68° to 77°F, the main threat to life

during prolonged immersion is cold or cold and drowning combined.

(278) Cold lowers body temperature, which in turn slows

the heartbeat, lowers the rate of metabolism, and increases the amount of carbon dioxide in the blood. Resulting impaired mental capacity is a major factor in

death by hypothermia. Numerous reports from shipwrecks and accidents in cold water indicate that people

can become confused and even delirious, further decreasing their chances of survival. The length of time

that a human survives in water depends on the water

temperature and, to a lesser extent, on a person’s behavior. The table below shows the approximate human

survival time in the sea. Body type can cause deviations, since thin people become hypothermic more

rapidly than fat people. Extremely fat people may

survive almost indefinitely in water near 32°F if they

are warmly clothed.

Survival Time versus Water Temperature

Water

Temperature

Exhaustion or

Unconsciousness

Expected Time of

Survival

32°F 15 min. 15-45 min.

32°-41°F 15-30 min. 30-90 min.

41°-50°F 30-60 min. 1-3 hrs.

50°-59°F 1-2 hrs. 1-6 hrs.

59°-68°F 2-7 hrs. 2-40 hrs.

68°-77°F 3-12 hrs. 3 hrs. - indef.

77°F and above indefinite indefinite

(279) The cooling rate can be slowed by the person’s behavior and insulated gear. In a study which closely

monitored more than 500 immersions in the waters

around Victoria B.C., temperatures ranged from 39° to

60°F. Using this information it was reasoned that if the

critical heat loss areas could be protected, survival time

would increase. The Heat Escape Lessening Posture

(HELP) was developed for those in the water alone and

the Huddle for small groups. Both require a life preserver. HELP involves holding the upper arms firmly

against the sides of the chest, keeping the thighs together, and raising the knees to protect the groin area.

In the Huddle, people face each other and keep their

bodies as close as possible. These positions improve

survival time in 48°F water to 4 hours, approximately

two times that of a swimmer and one and one-half

times that of a person in the passive position. The U.S.

Coast Guard has an easy to remember rule of thumb for

survival time: 50 percent of people submersed in 50°F

water, will die within 50 minutes.

(280) Near-drowning victims in cold water (less than

70°F) show much longer periods of revivability than

usual. Keys to a successful revival are immediate

cardiopulmonary resuscitation (CPR) and administration of pure oxygen. Don’t bother with total rewarming

at first. The whole revival process may take hours and

require medical help. Don’t give up!

Wind Chill and Frostbite

(281) When the body is warmer than its surroundings it

begins to lose heat. The rate of loss depends on barriers

such as clothing and insulation, the speed of air movement and the air temperature. Heat loss increases dramatically in moving air that is colder than skin

temperature (91.4°F). Even a light wind increases heat

loss while a strong wind can actually lower the body

Cape Henry to Key West ■ Chapter 3 ■ 219
temperature if the rate of loss is greater than the body’s

heat replacement rate.

(282) The equivalent wind chill temperature relates a

particular wind and temperature combination to whatever temperature would produce the same heat loss at

about 3 knots, the normal speed of a person walking. At

extremely cold temperatures, wind and temperature effect may account for only two-thirds of the heat loss

from the body. For example, in 40°F temperatures

about one-third of the heat loss from the body occurs

through the lungs in the process of breathing. On the

other hand, heat loss is not as great in bright sunlight.

(283) When the skin temperature drops below 50°F,

there is a marked constriction of the blood vessels leading to vascular stagnation, oxygen want, and some cellular damage. The first indication that something is

wrong is a painful tingling. Swelling of varying extent

follows, provided freezing has not occurred. Excruciating pain may be felt if the skin temperature is lowered

rapidly, but freezing of localized portions of the skin

may be painless when the rate of change is slow. Cold

allergy is a term applied to the welts which may occur.

Chilblains usually affect the fingers and toes and appear as reddened, warm, itching, swollen patches.

Trench foot and immersion foot present essentially the

same picture. Both result from exposure to cold and

lack of circulation. Wetness can add to the problem as

water and wind soften the tissues and accelerate heat

loss. The feet swell, discolor, and frequently blister.

Secondary infection is common and gangrene may result.

(284) Injuries from the cold may, to a large extent, be

prevented by maintaining natural warmth through the

use of proper footgear and adequate, dry clothing; by

avoiding cramped positions and constricting clothing;

and by active exercise of the hands, legs and feet.

(285) Frostbite usually begins when the skin temperature falls within the range 14 to 4°F. Ice crystals form in

the tissues and small blood vessels. Once started, freezing proceeds rapidly and may penetrate deeply. The rate

of heat loss determines the rate of freezing, which is accelerated by wind, wetness, extreme cold, and poor

blood circulation. Parts of the body most susceptible to

freezing are those with surfaces large in relation to

their volume, such as toes, fingers, ears, nose, chin and

cheeks.

Dew Point

(286) The temperature at which condensation to water

droplets occurs is called the dew point. If this dew point

is above freezing, condensation will be in the form of

water. When the dew point reaches freezing, ice crystals will be deposited on cold surfaces. Knowledge of

the dew point along the cargo temperature and

moisture content is vital for hold ventilation decisions.

It is also a parameter used in forecasting fog formation.

Cargo Care

(287) When free air has a dew point temperature higher

than the temperature of the surface with which it comes in contact, the air is often cooled sufficiently below

its dew point to release moisture. When this happens

on board ship, condensation will take place on relatively cold cargo or on the ship’s structure within the

hold where it later drips onto the cargo. Thus, if cargo

is stowed in a cool climate and the vessel sails into

warmer waters, ventilation of the hold with outside air

will likely lead to sweat damage in any cargo sensitive

to moisture. Under such conditions external ventilation should, as a rule, be closed off entirely, unless the

cargo generates internal heat, that hazard being

greater than sweat damage. In the opposite case, when

a vessel is loaded during a warm period, and moves into

cooler weather, vulnerable cargo should be ventilated.

(288) A safe rule for ventilation directed toward moisture

control may be stated as follows: Whenever accurate

measurements show the outside air has a dew point below the dew point of the air surrounding the cargo to be

protected, such outside air is capable of removing

moisture from the hold and the ventilation process can

be safely started. Whenever the reverse is true, and the

outside dew point is higher than the dew point temperature around the cargo, then ventilation will increase

the moisture content of the hold and may readily result

in sweating within the ship. The above does not take

into account possible fumes or gases in the compartment. In such case discretion must be used.

Principal ports

(289) The ports within the area of this Coast Pilot which

have deep-draft commercial traffic are Morehead City,

N.C.; Wilmington, N.C.; Georgetown, S.C.; Charleston,

S.C.; Port Royal, S.C.; Savannah, Ga.; Brunswick, Ga.;

Fernandina Beach, Fla.; Jacksonville, Fla.; Port

Canaveral, Fla.; Fort Pierce, Fla.; Port of Palm Beach

(near West Palm Beach), Fla.; Port Everglades (Fort

Lauderdale), Fla; Miami, Fla.; and Key West, Fla. The

larger ports of the group are Wilmington, Charleston,

Savannah, Jacksonville, Port Everglades, and Miami.

Jacksonville is the largest port on the east coast south

of Hampton Roads and is a major ship repair center.

Pilotage, general

(290) Pilotage is compulsory for all foreign vessels and

U.S. vessels under register in the foreign trade at the

ports where state pilots are available. Pilotage is optional for coastwise vessels who have on board a pilot

properly licensed by the Federal Government. Only at

220 ■ Chapter 3 ■ Volume 4
Cape Henry to Key West ■ Chapter 3 ■ 221

Wilmington, Charleston, Savannah, and Jacksonville is

there a pilot station which is manned 24 hours daily; at

the other ports, arrangements for pilots must be made

well in advance. Detailed information on pilotage procedures is given in the text for the ports concerned.

(291) Local boatmen or fishermen competent to act as

pilots for parts of the Intracoastal Waterway and interior waters can usually be found at the larger cities and

towns along the route or near the entrances to the various tributaries.

Towage

(292) Tugs are available at most of the major ports; they

can usually be obtained for the smaller ports on advance notice if none are available locally. Arrangements

for tugs should be made in advance through the ships’

agents or the pilots. See the text for the ports concerned as to the availability of tugs.

Vessel Arrival Inspections

(293) Quarantine, customs, immigration, and agricultural quarantine officials are stationed in most major

U.S. ports. (See Appendix A for addresses.) Vessels subject to such inspections generally make arrangements

in advance through ships’ agents. Unless otherwise directed, officials usually board vessels at their berths.

(294) Harbormasters are appointed for some of the principal ports. They have charge of enforcing harbor regulations, and in some instances are in charge of the

anchorage and berthing of vessels.

Supplies

(295) Fuel oil, diesel oil, and all other supplies and services for large vessels are available at Morehead City,

Wilmington, Charleston, Savannah, Jacksonville, Port

Everglades, and Miami. Fuel oil and diesel oil are available locally, or can be barged or trucked in from another port, at Georgetown, Port Royal, Brunswick,

Fernandina Beach, Fort Pierce, Port of Palm Beach,

and Key West; other supplies and services for ships are

limited at these ports.

Repairs

(296) Large oceangoing vessels can be drydocked and

have major repair work done at Cainhoy (Near

Charleston), Savannah and Jacksonville with the largest drydock capacity of 33,000 tons (Jacksonville).

Smaller vessels from 300 to 1,200 tons may also be

drydocked at New Bern, Wilmington, Johns Island,

Mayport, Miami, and at Safe Harbor. (See text for details.)

Small-craft facilities

(297) Supplies, and repair facilities for small craft are at

all the ports and at numerous places along the

Intracoastal Waterway and on the tributaries branching from it. For isolated places and small cities, the

Coast Pilot describes the more important of these facilities; for large port areas, where individual facilities are

too numerous to mention, the information given is

more general. Additional information may be obtained

from the series of small-craft charts published for the

many places, and from various local small-craft guides.

(298) A vessel of less than 65.6 feet (20 meters) in

length or a sailing vessel shall not impede the passage

of a vessel that can safely navigate only within a narrow channel or fairway. (Navigation Rules, International-Inland Rule 9(b).)

Standard time

(299) The area covered by this Coast Pilot uses eastern

standard time (e.s.t.), which is 5 hours slow of Greenwich

mean time (G.m.t.). Example: When it is 1000 at Greenwich it is 0500 along this coast.

Daylight saving time

(300) Throughout the area of this Coast Pilot, clocks are

advanced 1 hour on the second Sunday of March and are

set back to standard time on the first Sunday of November.

Legal public holidays

(301) New Year’s Day, January 1; Martin Luther King,

Jr.’s Birthday, third Monday in January; Washington’s

Birthday, third Monday in February; Memorial Day, last

Monday in May; Independence Day, July 4; Labor Day,

first Monday in September; Columbus Day, second

Monday in October; Veterans Day, November 11;

Thanksgiving Day, fourth Thursday in November; and

Christmas Day, December 25. The national holidays are

observed by employees of the Federal Government and

the District of Columbia, and may not be observed by

all the states in every case.

(302) In the areas covered by this Coast Pilot, other holidays are observed: Lee-Jackson Day, third Monday in January, in Virginia; Robert E. Lee’s Birthday, January 19, in

all states except Virginia; Arbor Day, third Friday in January, Florida; Good Friday, Florida; Easter Monday, North

Carolina; April 2, Pascua Florida Day, Florida; April 12,

Halifax Day, North Carolina; April 14, Pan American Day,

Florida; April 26, Confederate Memorial Day, Georgia and

Florida; May 10, Confederate Memorial Day, North

Carolina and South Carolina; May 20, Mecklenburg Day,

North Carolina; June 3, Jefferson Davis’ Birthday, South

Carolina, Georgia, and Florida; General Election Day, first

Tuesday after the first Monday in November, all states.
222 ■ Chapter 4 ■ Volume 4

Cape Henry
Cape Henry to Cape Lookout

Charts 12200, 11520

(1) This chapter describes a 190-mile section of the

Virginia and North Carolina coastline between Cape

Henry and Cape Lookout, known as The Outer Banks,

and the series of sounds and tributary waters behind

the banks through which the Intracoastal Waterway

passes from Chesapeake Bay southward. The Outer

Banks, a line of long, low, and narrow islands, include

the Portsmouth Islands, the uninhabited Core Banks,

and Bodie, Hatteras, and Ocracoke Islands, parts of

which comprise the Cape Hatteras National Seashore.

The Intracoastal Waterway is described in chapter 12.

(2) There are no deepwater ports along this stretch of

the coast. Oregon, Hatteras, and Ocracoke Inlets provide the main entrances to the shallow, sandy-bottom

waters behind The Outer Banks. These inlets are used

principally by fishing vessels.

(3) Discussed in this chapter are the waters of Albemarle Sound and its tributaries Little, Perquimans,

Chowan, and Roanoke Rivers, and the towns of Hertford, Edenton, and Plymouth; Croatan and Roanoke

Sounds, Roanoke Island, and the towns of Kitty Hawk,

Nags Head, Manteo, and Wanchese; Pamlico Sound and

the towns of Rodanthe, Avon, Buxton, Hatteras, and

Ocracoke which are on the western side of The Outer

Banks; Pamlico River and the towns of Swanquarter,

Bath, and Washington; Neuse River and the town of

New Bern; and Core Sound, Cedar Island, and the

towns of Atlantic, Sealevel, Davis, and Marshallberg.

These ports and waters support considerable traffic in

barges and pleasure craft, and a large fishing and

boatbuilding industry.

(4) There are many off-lying shoals and other hazards

along this coast including Diamond Shoals and Cape

Lookout Shoals. Deep-draft vessels should give these

dangers a wide berth.

(5) Many restricted and danger areas are located offshore and in the inland waters. (See 165 and 334, chapter 2 for rules and regulations.)

(6) The low sandy beaches of the coastline do not present any good radar targets. However, four Navy-maintained offshore towers, 16 to 32 miles east to northeast

of Oregon Inlet, are reported to be prominent and to be

good radar targets. The towers, each 72 feet high and

marked by lights and fog signals, are in about

(7) 35°57'00"N., 75°15'58"W.;

(8) 36°13'35"N., 75°15'01"W.;

(9) 36°03'53"N., 74°58'59"W.; and

(10) 35°47'11"N., 75°05'42"W.

(11) The Traffic Separation Scheme at the entrance to

Chesapeake Bay is described in United States Coast

Pilot 3, Atlantic Coast–Sandy Hook to Cape Henry.

North Atlantic Right Whales

(12) Endangered North Atlantic right whales are often

seen within 30 miles of the Virginia and North Carolina

coasts from November through April. (See North Atlantic right whales, indexed as such, in chapter 3 for

more information on right whales and recommended

measures to avoid collisions.)

(13) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in

Seasonal Management Area existing around the entrance to the Chesapeake Bay and the Ports of

Morehead City and Beaufort, North Carolina between

November 1 and April 30. The areas are defined as the

waters within a 20-nm radius of 37o00'36.9"N.,

75o57'50.5"W. (Chesapeake Bay) and 34o41'32.0"N.,

76o40'08.3"W. (Morehead City and Beaufort). (See 50

CFR 224.105 in chapter 2 for regulations, limitations,

and exceptions.)

COLREGS Demarcation Lines

(14) The lines established for this part of the Virginia

and North Carolina coasts are described in 80.515 and

80.520, chapter 2.

(15) Weather, Cape Henry to Cape Lookout and vicinity.

This stretch of coast is subject to strong winds and

rough seas from both tropical and extratropical storms

and occasionally to dense, spring, sea fog which hugs

coastal routes landward of the Gulf Stream. Rough

weather and numerous shoals have combined to give

the seas off the Outer Banks the reputation of “Graveyard of the Atlantic.”

(16) Winter (November through April) provides the

greatest likelihood of rough weather, due to the frequent extratropical storms. Fueled by the Gulf Stream,

about 3 to 6 storms per month affect these waters.

Their predominant movement is toward the northeast

Cape Henry to Cape Lookout ■ Chapter 4 ■ 223
or east at 25 to 30 knots. Not all of these systems are severe weather producers, but, in winter, gales blow

about 5 percent of the time near Diamond Shoals and

up to 10 percent to the east and northeast. From December through March, seas of 8 feet (2.4 m) or more

are encountered about 20 to 25 percent of the time near

Diamond Shoals and even more often to the east. Conditions improve somewhat in other directions. Maximum wave heights have been estimated at more than

40 feet (12 m). Steep waves of 5 feet or more (1.5 m)

with periods of less than 6 seconds are uncommon.

However, those of 5 feet or more (1.5 m) with 6- to

9-second periods occur about 30 percent of the time

creating problems for vessels in the 100- to 400-foot

(31 to 122 m) range. Winter storms also produce rain

and snow which can hamper visibility along the routes

through this region. Visibilities drop below 0.5 mile

(<0.9 km) less than 3 percent of the time, except in late

winter and spring.

(17) During March, April and May the air is often warmer

than the water between Cape Charles and Oregon Inlet,

sometimes creating sea fog; visibilities drop below 0.5

mile (<0.9 km) about 2 to 5 percent of the time in spring.

Farther out to sea the warmer Gulf Stream inhibits fog

formation. To the south, fog occasionally develops west

of the Gulf Stream.

(18) Tropical cyclones, while infrequent, can create

havoc when they strike. Hurricanes are most likely

along this coast during August and September.

COASTAL TROPICAL CYCLONES (1842-1995)

Within 50 nm of the indicated site

Cape

Fear

Cape

Lookout

Cape

Hatteras

Nags

Head

False

Cape

June-July 18 14 13 13 12

August 17 21 26 20 15

September 25 26 34 24 23

October 18 21 20 12 14

Nov.-Dec. 5 4 3 2 1

(19) In addition to winds of 100 knots or more and

waves of 30 feet (9 m) or more, hurricanes can generate

extreme storm tides, which cause damage to coastal facilities. These tides can also occur in severe extratropical storms. From the Virginia-North Carolina

border to Cape Lookout it has been estimated that in an

average 100-year period, tides could reach 8 to 10 feet

(2.4 to 3 m) above mean sea level. South to the North

Carolina-South Carolina border, they could reach 10 to

a little more than 13 feet (3 to 4 m) above mean sea

level.

Charts 12207, 12205

(20) The summer resort of Virginia Beach is about 5

miles southward of Cape Henry Light. Many high-rise

buildings and two water tanks are prominent. Some of

these are lighted at night. A hotel cupola, 3.4 miles

south of Cape Henry Light, is distinctive.

(21) Rudee Inlet, at the southern end of Virginia Beach

and about 6 miles south of Cape Henry Light, is protected by two jetties at the entrance. A dredged channel

leads between the jetties to a basin just inside the jetties, thence westward to a safety area about 0.2 mile

above the jetties, thence northwestward to Lake Rudee.

In December 2007-February 2008, the controlling

depth was 6.0 feet to the safety area, thence 6.8 to 11.2

feet in the basin inside Lake Rudee entrance jetties,

thence 5.5 feet in the safety area, and in the short channel to Lake Rudee. Rudee Inlet is marked by lighted

buoys and a light. A lighted whistle buoy is about 1 mile

east-northeast of the jetties.

(22) The inlet leads northward to Lake Rudee, and

southward to Lake Wesley. Two fixed highway bridges

with a least clearance of 28 feet crosses the arm of the

inlet leading to Lake Rudee. Several overhead power

and telephone cables with a least known clearance of 54

feet cross eastward of the bridge. A municipal marina

and two private marinas are on the north shore of Lake

Rudee west of the bridge. Berths, electricity, gasoline,

diesel fuel, water, ice, and marine supplies are available; engine and electrical repairs can be made.

(23) Differences of as much as 6° from the normal variation have been observed 3 to 17 miles offshore from

Cape Henry to Currituck Beach Light.

(24) A naval restricted area extends northward, eastward, and southeastward from Cape Henry. (See

334.320, chapter 2, for limits and regulations.)

(25) A naval prohibited area is off Camp Pendleton, 7.4

miles southward of Cape Henry. (See 334.400, chapter

2, for limits and regulations.)

(26) Danger zones of naval firing ranges are about 8

and 9 miles southward of Cape Henry. (See 334.380

and 334.390, chapter 2, for limits and regulations.)

(27) Two radar towers and a blue water tank, 158 feet

above the water, are prominent at the Dam Neck Naval

Station about 9 miles southward of Cape Henry Light.

(28) Sandbridge Beach, about 11 miles south of Cape

Henry Light, has a tower and a green water tank that

are prominent. There are about 3 miles of beach residences south of Sandbridge Beach.

224 ■ Chapter 4 ■ Volume 4
(29) Part of Back Bay National Wildlife Refuge extends

from 15 to 18.5 miles south of Cape Henry Light along

The Outer Banks.

(30) False Cape, so called because of its resemblance to

Cape Henry when approaching from southward, is

about 22 miles southward of Cape Henry Light. Several

spots with depths of 10 to 17 feet are 0.8 to 1.5 miles offshore from False Cape.

(31) Sand dunes in this area have a tendency to alternately erode and then build up again as the seasons

change, generally working to the southward; they

should not be depended upon as navigational marks.

Charts 12204, 12205

(32) Currituck Beach Light (36°22'37"N., 75°49'47"W.),

158 feet above the water, is shown from a red conical

tower on the beach near the settlement of Corolla.

Local magnetic disturbance

(33) Differences of as much as 11° from the normal variation have been observed 5 to 7 nautical miles offshore

from Currituck Beach Light to Wimble Shoals

(36°22.6'N., to 35°35.0'N.).

(34) Many homes are prominent along the beach from

Duck to Whalebone, 17 miles and 31 miles south of

Currituck Beach Light, respectively. A conspicuous

steel tower is just eastward of Kitty Hawk, 20 miles

southward of Currituck Beach Light. Wright Monument, a high stone memorial on the highest of the Kill

Devil Hills, 3.5 miles southward of Kitty Hawk, is very

prominent and is a good landmark on this low sandy

coast. Water tanks at Kill Devil Hills and Nags Head, 1

mile north and 5.6 miles south of Wright Monument,

respectively, are also prominent.

(35) Bodie Island Light (35°49'07"N., 75°33'48"W.), 156

feet above the water, is shown from a conical tower,

with alternate white and black horizontal bands above

the granite base, about 2 miles northward of the southern end of Bodie Island, and 36 miles southward of

Currituck Beach Light. A water tank 1.2 miles north of

Bodie Island Light is prominent.

(36) Oregon Inlet, about 2.5 miles southward of Bodie

Island Light, is entered over a shifting bar. A lighted

whistle buoy marks the approach; other buoys, not

charted, are frequently shifted in position to mark the

best water. A fish haven is about 4.5 miles southeast of

the lighted whistle buoy. The inlet, used by local fishing

vessels, but not recommended to strangers, requires

continuous dredging; it deepens with northwest winds

and fills in with northeast winds.

Cape Henry to Cape Lookout ■ Chapter 4 ■ 225
Currents

(37) Tidal currents in the inlet are reported to be as

much as 5 knots, but with southwesterly winds as

much as 6 to 8 knots.

(38) Oregon Inlet Crab Spawning Sanctuary, a Marine

Protected Area (MPA), is located in the inlet. (See Appendix C for additional information.)

(39) The Herbert C. Bonner (State Route 12) highway

bridge crosses the inlet; the fixed channel span has a

clearance of 65 feet over the main channel. Oregon Inlet Jetty Light (35°46'26"N., 75°31'30"W.), 28 feet

above the water, is shown from a pile with a black and

white diamond-shaped daymark.

(40) Three marked dredged channels with a Federal

project depth of 12 feet lead from Oregon Inlet into

Pamlico Sound. Oregon Inlet Channel leads westward

from the inlet to a junction with Old House Channel,

which then leads southwestward into Pamlico Sound.

From the junction, the inlet channel continues northward to a junction with Roanoke Sound Channel,

which continues northward to a turning basin at

Manteo. A side channel of the same project depth leads

westward to a turning basin at Wanchese at the south

end of Roanoke Island. A connecting channel with a

project depth of 6 feet continues northward into

Albemarle Sound from the north end of the Roanoke

Sound Channel. (See Notice to Mariners and latest editions of charts for controlling depths.)

(41) On the southern end of Bodie Island, just west of

the bridge, there is a National Park Service small-boat

basin operated by a concessionaire and the Oregon Inlet Coast Guard Station. A channel, marked by lights

and daybeacons, leads east-northeastward passing

through Walter Slough, ending at the small-boat basin.

In May 2009, the controlling depth was 3.6 feet in the

channel with 6.5 feet in the basin.

(42) Pea Island, on the south side of the entrance to Oregon Inlet, and the waters to the westward of the island,

have been designated as a National Wildlife Refuge.

Pea Island is the northern extension of Hatteras Island.

(43) Roanoke Island, close westward of Bodie Island,

separates Roanoke Sound on the east from Croatan

Sound on the west.

(44) Wanchese is a small town near the south end of

Roanoke Island west of the entrance to Mill Landing

Creek (Mill Creek). Gasoline, diesel fuel, water, limited

marine supplies, and small charter boats can be obtained at the fishhouses and small docks. A 75-ton mobile lift in Mill Landing Creek can haul out boats to 120

feet for hull and engine repairs.

(45) Just south of Mill Landing Creek is a marine railway that can haul out craft up to 50 feet; there is a

small-boat launching ramp.

(46) A marine railway that can handle craft up to 60 feet

and a 25-ton mobile lift are on the unnamed creek on

the western side of Roanoke Island opposite Mill Landing Creek, about 500 yards southward of Baum Creek.

Berthage, electricity, gasoline, diesel fuel, water, and a

surfaced launching ramp are available, and hull and engine repairs can be made.

(47) The Washington Baum highway bridge over

Roanoke Sound connects Roanoke Island with Bodie

Island and U.S. Route 64-264 highway to Norfolk. It has

a fixed span with a clearance of 65 feet.

(48) An unnamed creek on Roanoke Island just north of

the bridge is privately dredged with a controlling depth

of 4.5 feet in January 2006. A marina in the creek has

transient berths, water, electricity, ice, diesel fuel, gasoline, pump-out station, and limited marine supplies.

(49) Manteo, the principal town on Roanoke Island and

the seat of Dare County, is at the head of Shallowbag

Bay, which indents the island near its northeast end.

Berths, electricity, water, ice, diesel fuel, gasoline, hull

and engine and electronic repairs, a marine railway

that can handle craft to 35 feet in length, marine supplies, and a launching ramp are available in Manteo. Oil

is barged into an oil terminal at Manteo.

(50) Fort Raleigh National Historic Site is at the northern end of Roanoke Island in Fort Raleigh City.

(51) Nags Head is a summer resort on the east side of

Roanoke Sound, 3.5 miles northeastward of Manteo.

Other inland waters are described in another section.

(52) Platt Shoals, consisting of several spots covered 30

to 39 feet, are east-southeastward of Oregon Inlet and

2.5 to 4 miles offshore. Between the shoals and the

shoal water off the shore the depths are 30 to 71 feet. In

easterly gales the shoaler spots are marked by breakers.

(53) Wimble Shoals. 15 miles southward of Oregon Inlet, are a number of ridges extending offshore about 4

miles, with depths ranging from 21 to 36 feet. In easterly gales the shoaler parts are marked by breakers. A

lighted buoy is outside the shoals.

Local magnetic disturbance

(54) Differences of as much as 8° from the normal variation have been observed in 35°32.0'N., 75°21.2'W.

(chart 11555). Differences of as much as 3° from the

normal variation have been observed 6 to 12 miles offshore from Wimble Shoals to Cape Hatteras.

(55) A microwave tower at Waves about 12.8 miles

southward of Oregon Inlet Light is a prominent object.

Chart 11555

(56) Cape Hatteras, where the coast makes a sharp turn

westward, is low and sandy. Cape Hatteras Light

226 ■ Chapter 4 ■ Volume 4
(35°15'02"N., 75°31'44"W.), 192 feet above the water, is

shown from a black and white spirally banded tower on

red brick base. About 1 mile northwest of Cape Hatteras

Light, a telephone tower, a green water tower, and a radar sphere, in close proximity to each other, are prominent.

(57) Weather, Cape Hatteras and vicinity. Due to its

maritime exposure and proximity to the Gulf Stream

this area has a marine climate with an average of only

five days when summer temperatures climb above 90°F

(32.2°C); freezing temperatures are about one-half as

frequent as at inland stations and average only 29 days

each year. In addition, rain occurs on 8 to 12 days per

month on the average. Rainfall reaches a maximum in

July, August and September when it often occurs as

brief, heavy showers or thunderstorms. Occasionally

rains are prolonged and are associated with offshore

storms, either tropical or extratropical. Both types can

generate strong winds and extreme tides along the

Outer Banks where the average elevation is less than 10

feet (3 m) above mean sea level.

(58) The average temperature for Cape Hatteras is

62.6°F (17°C). July is the warmest month with average

extremes of 85°F (29.4°C) and 72°F (22.2°C). January is

the coldest month with average extremes of 53°F

(11.7°C) and 38°F (3.3°C). The warmest temperature

on record is 96°F (35.6°C) recorded in July 1992. The

coldest temperature on record is 6°F (-14.4°C) recorded in January 1985.

(59) The annual average precipitation is 57 inches

(1,448 mm). The wettest month, August, averages 6.24

inches (158 mm) and the driest month, April, averages

3.27 inches (83 mm). Due to the coastal location, the

annual average snowfall totals only two inches (51

mm). Historical distribution is relatively uniform for

the months December through March, each averaging

about one-half inch (13 mm). Snow has fallen in each

month, November through April. The 24-hour record

snowfall is 8.2 inches (208 mm) recorded in December

1989.

(60) Prevailing wind direction varies with the seasons.

During the cooler season, prevailing winds are from

the North through Northeast and during the summer,

Southwest winds are dominate.

(61) Since 1842, 81 tropical systems have passed within

50 nautical miles of Cape Hatteras, North Carolina. The

most infamous of recent time was Hurricane Gloria in

1985. Gloria passed nearly overhead on the morning of

September 27th. Highest winds reported were 119 knots

at Cape Point. Less than 48-hours earlier, the lowest

pressure ever recorded in a North Atlantic storm had

been documented by a reconnaissance aircraft (919 mb).

Due to geographical orientation, nearly all tropical

systems approach the coastline from the south or southeast.

(62) (See Appendix B for Cape Hatteras climatological

table.)

(63) Diamond Shoals extend off Cape Hatteras in a

southeasterly direction for about 9 miles. Depths of 3

feet have been found on the shoaler parts. Diamond

Shoals include Hatteras Shoals, Inner Diamond

Shoal, and Outer Diamond Shoal. Hatteras Shoals,

with little water over them, are usually marked by

breakers. Outer Diamond Shoal consists of irregular

patches, with depths of 3 to 18 feet, which are usually

marked by breakers. A buoy marks the east extremity of

Outer Diamond Shoal.

Caution

(64) Hydrography is not charted on Diamond Shoals

due to the changeable nature of the area. Navigation in

the area is extremely hazardous for all types of craft.

During strong winds the currents set across the shoals

with great velocity.

(65) The difficulty of making proper allowance for the

Gulf Stream, and the strong currents near the shoals,

may cause considerable error in the reckoning. When

approaching in thick weather, and uncertain of the position, care should be taken to stay in at least 120 feet,

or preferably 180 feet. Diamond Shoal Lighted Buoy 12

marks the remaining structure of Diamond Shoal

Light (35o09'04"N., 75o17'57"W.) and is the guide for

clearing the shoals.

(66) The submerged wreckage of the Civil War Ironclad

MONITOR, about 7.7 miles south of the eastern limit

of Diamond Shoals, has been designated USS Monitor

National Marine Sanctuary, by the Secretary of Commerce. The sanctuary, administered by the Administrator, NOAA, Department of Commerce, is about 1 mile

in diameter centered in 35°00'23"N., 75°24'32"W. (See

15 CFR 922, chapter 2, for limits and regulations and

Appendix C for additional information.)

(67) From Cape Hatteras to Cape Lookout the coast

trends generally southwestward for 64 miles and is broken by several inlets. For 6 miles from Cape Hatteras it

is thickly wooded near the beach, and between the

woods and the beach is a range of sand dunes 10 to 40

feet high. For the remainder of the distance the coast is

a narrow barrier beach with numerous sand dunes. The

coast is fairly bold, and depths of 4 to 7 fathoms will be

found within 0.5 mile offshore, except off Hatteras Inlet, where shoals extend out 1.2 miles, and off Ocracoke

Inlet, where they make out 1.6 miles.

(68) Hatteras Inlet, 11 miles westward of Cape Hatteras

Light, is entered over a shifting bar which is subject to

continual change; local knowledge is recommended.

The approach is marked by a lighted buoy; buoys

Cape Henry to Cape Lookout ■ Chapter 4 ■ 227
marking the channel over the bar are not charted because they are frequently shifted in position. An 88-foot

lookout tower showing a white light on the east side of

the inlet is a conspicuous mark. Hatteras Inlet Crab

Spawning Sanctuary, a Marine Protected Area (MPA),

is in the inlet near Hatteras Island and Pamlico Sound.

(See Appendix C for additional information.)

(69) Hatteras, a town 3 miles northeast of Hatteras Inlet, has several stores, a hotel, several motels, and restaurants. Hatteras Inlet Coast Guard Station is on

Austin Creek, 0.8 mile southwest of the town. There

are several small wharves in the basin at Hatteras

where berths, gasoline, diesel fuel, and limited marine

supplies can be obtained. A mobile lift can handle craft

up to 45 feet for emergency repairs. Extensive repairs

can be made at Wanchese.

(70) Hatteras Inlet Channel is a dredged channel that

leads from Hatteras Inlet to Rollinson Channel in the

vicinity of the basin entrance at Hatteras. The channel

is reported to shoal rapidly between dredgings. In January 2009, the controlling depth was 7.7 feet. (For information on the latest reported shoaling, consult the

Coast Guard Local Notice to Mariners.) The channel is

marked by lights, buoys, and daybeacons. In September

2008, a side channel to the Coast Guard pier and the

ferry landing had a controlling depth of 5.4 feet and is

marked by two lights.

(71) Rollinson Channel, the approach to Hatteras from

Pamlico Sound, is discussed later in this chapter.

(72) A small ferry carries vehicles and passengers across

Hatteras Inlet from Austin Creek to Ocracoke Island.

Tides

(73) The mean range of tide is 2 feet on the bar. In the

channels the height of the water depends upon the direction and force of the wind. (See the Tide Tables for

predictions.)

Currents

(74) The tidal currents in the channel through the inlet

are influenced by winds and attain velocities of about 2

knots. (For predicted times and velocities see the Tidal

Current Tables.)

(75) Other channels in Pamlico Sound are described in

another part of this chapter.

Chart 11550

(76) Ocracoke Inlet, 27 miles west-southwest of Cape

Hatteras Light (chart 11555), is entered over a shifting

bar between the southern end of Ocracoke Island and

the northern end of Portsmouth Island; the bar is subject to frequent changes. A lighted whistle buoy marks

the approach. Other buoys marking the inlet are not

228 ■ Chapter 4 ■ Volume 4
charted, because they are frequently shifted in position; local knowledge is advised. Ocracoke Inlet Crab

Spawning Sanctuary, a Marine Protected Area (MPA),

is in the inlet near Ocracoke Island and Pamlico Sound.

(See Appendix C for additional information.)

(77) Ocracoke Light (35°06'32"N., 75°59'10"W.), 75 feet

above the water, is shown from a white tower near a

clump of woods on the western part of Ocracoke Island

and about 3 miles northeastward of Ocracoke Inlet.

Ocracoke Coast Guard Station is 0.4 mile north of the

light.

(78) A microwave tower about 1 mile east-northeast of

Ocracoke Light is reported to be prominent.

(79) Several channels or sloughs lead from Ocracoke

Inlet through the shoals to deep water in Pamlico

Sound. Teaches Hole Channel follows the western side

of Ocracoke Island and connects with Silver Lake

through a dredged channel at Ocracoke. It also joins

Big Foot Slough Channel northwest of Ocracoke

which leads to Pamlico Sound. In April 2009, the

midchannel controlling depth in the entrance channel

to Silver Lake was 6.1 feet. Teaches Hole Channel is

subject to frequent changes; buoys are frequently

shifted in position. In May 2009, the controlling depth

in Big Foot Slough Channel was 9.9 feet. The channel

is reported to shoal considerably between dredgings.

Strong currents have been experienced in these channels. Mariners are advised to exercise caution while

navigating in the area.

(80) A swash channel, marked by a light and

daybeacons, connects Big Foot Slough Channel with

Nine Foot Shoal Channel. which leads off in a northwesterly direction. The controlling depth is about 5 feet

through the swash channel to Pamlico Sound. Some

local vessels use this channel as a short cut, but Big

Foot Slough Channel is the recommended channel.

(81) There are other unmarked shallow channels leading from Ocracoke Inlet to Pamlico Sound, but they

should not be used without local knowledge because of

the shifting shoals.

(82) The town of Ocracoke, 3.5 miles inside the inlet, is

frequented by numerous fishing vessels. Supplies in

limited quantities are available. Gasoline, diesel fuel,

water, and ice may be obtained at the piers.

(83) A toll ferry transports passengers and autos daily

from Ocracoke to a ferry landing on the north side of

Cedar Island, about 12 miles by road north of Atlantic

on the mainland and also to a ferry landing at

Swanquarter, about 25 miles north-northwest of

Ocracoke. There are several motels and restaurants in

the village. There are numerous points of interest on

the island, and the National Park Service has a museum

at the village and also maintains camp sites for tourists.

Facilities for repairing boats are limited.

(84) Silver Lake. a circular basin at Ocracoke, affords

good anchorage in depths of 12 feet, and has several

wharves extending from the shore to depths of 10 or

more feet. Vessels are requested to anchor only in the

southern end of the lake so as not to interfere with ferry

traffic. Diesel fuel, gasoline, marine supplies, a pumpout station, water, ice, berthing with electricity and a

launching ramp are available nearby. The National

Park Service piers on the north side of the basin have

berths with electricity and water.

(85) Portsmouth is a small abandoned town overseen by

the National Park Service on the west shore of

Ocracoke Inlet. A spire and a cupola here are prominent landmarks. The inactive Coast Guard Station, the

largest building, is near the inlet.

Tides

(86) The mean range of tide is 1.9 feet over the bar at

Ocracoke Inlet and 1 foot in Silver Lake. In the channels, the height of the water depends upon the direction and force of the wind. (See the Tide Tables for

predictions.)

Currents

(87) The currents in the inlet and connecting channels

are influenced by the winds. The ebb current usually

has a greater velocity than the flood. Velocities up to 4

knots have been observed. Current predictions for several locations in the channels may be obtained from the

Tidal Current Tables.

(88) New Drum Inlet (see chart 11545), 19 miles southwestward of Ocracoke Inlet, is an opening in the barrier

beach leading to deep water in Core Sound. The channel is not maintained by dredging and is constantly

shifting. In July 1983, the inlet was reported to be dangerous and not recommended for use by anyone.

Chart 11544

(89) Cape Lookout is the extremity of a long and very

narrow sand beach projecting into the sea where the

coast angles sharply westward. Cape Lookout Light

(34°37'22"N., 76°31'28"W.), 156 feet above the water, is

shown from a black and white diagonally checkered

tower on the north point of the cape. Cape Lookout National Seashore, a Marine Protected Area (MPA), is located between Ocracoke Inlet and Beaufort Inlet. (See

Appendix C for additional information.)

(90) Cape Lookout Shoals extend about 9 miles

south-southeastward from the cape where they are

marked by a lighted buoy. Their greatest width is about

2 miles, and depths over the shoals range from 2 to 18

feet. Lookout Breakers is the local name for the ridge,

Cape Henry to Cape Lookout ■ Chapter 4 ■ 229
covered 2 feet, about 4 miles out on the shoals south of

the cape. Between Lookout Breakers and the cape are

several other spots which break heavily.

(91) Outside the shoals proper is an irregular shoal with

a depth of 29 feet over it in about 34°25'26"N.,

76°23'41"W.; thence about 3 miles south-southeastward

there is a wreck cleared to 39 feet. These can be avoided

by passing south of the lighted bell buoy about 18 miles

south-southeastward of the cape. In thick weather a

vessel should stay in 14 fathoms or more if uncertain of

its position. A number of wrecks and fish havens with

varying depths over them are in the vicinity of the

shoals; some are marked.

Chart 11545

(92) Lookout Bight, on the west side of Cape Lookout,

affords good anchorage for large vessels, except with

winds from south through west to northwest. Power

Squadron Spit, the west side of Lookout Bight, is subject to continual change and is partially protected by a

rubblestone breakwater awash at low water and hardly

visible when a heavy sea is running; its outer end is

marked by a lighted buoy about 300 yards northwestward of its seaward end. Mariners should give it a wide

berth in bad weather.

(93) Large oceangoing vessels usually anchor north or

northwest of the breakwater in 39 to 45 feet, soft sand

and mud bottom.

(94) Good anchorage for small vessels can be had in the

inner bight northeast of Catfish Point in 7 to 14 feet,

good holding ground of soft mud. Prevailing swell from

the southwest is effectively excluded, but the surrounding terrain is too low to greatly restrain the force of

wind. A severe blow from the northerly direction may

cause a vessel to drag, but most boats drop an extra anchor if the wind reaches gale force from any direction.

(95) A channel extends from deep water in Lookout

Bight through Barden Inlet and Lighthouse Bay to

deep water in Back Sound. The channel is very unstable

and has a tendency to fill; strangers should use extreme

caution. The channel is well marked; however, the uncharted buoys and daybeacons through Barden Inlet

are frequently shifted in position to mark the best water. Local knowledge is advised. Barden Inlet Crab

Spawning Sanctuary, a Marine Protected Area (MPA),

is in the inlet near Schackleford Banks and Beaufort Inlet. (See Appendix C for additional information.)

(96) The channels in Back Sound and Core Sound are

described in another section.

INLAND WATERS

COLREGS Demarcation Lines

(97) The lines established for the inlets, rivers, and bays

of this part of the coast are described in 80.515

through 80.525, chapter 2.

Charts 12207, 12204, 12205

(98) Currituck Sound is a narrow and shoal body of water which extends for 25 miles in a north-south direction behind the barrier beach near Currituck Beach

Light. The southern part of the sound is navigable for

craft drawing 4 or 5 feet to the junction with Albemarle

Sound, but navigation among the extensive shoals depends on local knowledge of the channels and on the

level of the water. The northern part of the sound is

practically unnavigable due to dense grass. There are

no periodic tides in Currituck Sound; the water level

depends upon the force and direction of the winds.

(99) There are several small-craft facilities on Knotts

Island at the northern end of Currituck Sound. Berths,

electricity, water, ice, and launching ramps are available.

Charts 12207, 12205

(100) Back Bay and its connections with Currituck

Sound extends a little over 10 miles northward from

the northeastern end of the sound. This shoal bay is

navigable only for small boats. Back Bay is a Marine

Protected Area (MPA). (See Appendix C for additional

information.) Northward of Back Bay are shallow

Shipps Bay and North Bay. Facilities with small-boat

launching ramps, and some with gasoline, water, ice,

and bait and tackle, are along the western shore of Back

Bay. Mackay Island National Wildlife Refuge, a Marine

Protected Area (MPA), is located from Back Bay to

Currituck Sound. (See Appendix C for additional information.)

(101) North Landing River extends in a north-northwesterly direction from the north end of Currituck

Sound. The river is a part of the Intracoastal Waterway

and is described in chapter 12.

(102) Naval aircraft bombardment target areas are in

North Landing River off Troublesome Point, and in

Currituck Sound east of Bell Point. (See 334.410,

chapter 2, for limits and regulations.)

230 ■ Chapter 4 ■ Volume 4
Charts 12204, 12205

(103) Several landings are on the east shore of Whale

Head Bay, just southward of Currituck Beach Light

(36°22'37"N., 75°49'47"W.).

(104) A cable area, marked by private daybeacons, crosses

Currituck Sound from Corolla to Aydlett.

(105) The landing at Poplar Branch, on the western

shore of Currituck Sound, about 6 miles south-southwestward of Currituck Beach Light, is frequented by local fishermen and duck hunters. In July 1983, depths of

3 feet were reported in the approach to the pier and 7

feet alongside. In July 1983, a midchannel controlling

depth of 2 feet was reported in the channel to Gaffy

Landing , about 2 miles south of Poplar Branch.

(106) Piper Hill, on the outer beach, about 4 miles east of

Poplar Branch, is approached through Lone Oak Channel and Beasley Bay. Lights mark the channel. In July

1983, the reported midchannel controlling depth was 2

feet. Dense grass covers the whole area.

(107) Wright Memorial (U.S. Route 158) Highway Bridge

over the south end of Currituck Sound between

Sampson Point and the outer beach, has a 40-foot fixed

span over the navigation channel with a clearance of 35

feet.

Charts 12205, 12206, 11553, 12204

(108) Albemarle Sound is about 45 miles long in an

east-west direction, and in width ranges from 11 miles

near its eastern end to 3 miles about 10 miles from the

western end. The sound has good navigable depths for

any vessel able to pass through the canals and, with its

numerous tributaries, forms the approach to many

towns and landings. Albemarle Sound Herring Management Area, a Marine Protected Area (MPA), includes

Albemarle, Currituck, Roanoke and Croatan Sounds.

See Appendix C for additional information.)

(109) There are depths of 10 to 18 feet along the routes

from North River and Pasquotank River to Croatan

Sound and Alligator River, and less water farther eastward. Fish stakes and nets, extending long distances

from shore are often found on the shoals, especially at

the northern entrance to Croatan Sound. The shores of

Albemarle Sound are low and generally wooded; there

are no prominent natural features.

(110) A naval aircraft bombardment target area is on the

south side of Albemarle Sound westward of the entrance to Alligator River. (See 334.410, chapter 2, for

limits and regulations.)

(111) The eastern end of Albemarle Sound, which is separated from the Atlantic Ocean by the barrier beach

about 15 miles north of Bodie Island Light, is connected northward wit h Currituck Sound and

southward with Croatan and Roanoke Sounds, and by

the latter sounds with Pamlico Sound.

(112) Westward of Laurel Point, about 33 miles from the

east end of Albemarle Sound, the water is usually fresh

or slightly brackish. The rise and fall of the water level

depends on the direction of the winds.

Charts 12204, 12205

(113) Kitty Hawk Bay, with depths of about 3 to 8 feet, is

at the east end of Albemarle Sound. Daybeacons mark

the best water into the bay. Kitty Hawk is a small town

on the north side of the bay. There are several private

landings along its shores. A public marina is at Avalon

Beach at the southeastern end of the bay; berths, electricity, water, ice, and a launching ramp are available

during the summer.

(114) North River, on the north side of Albemarle Sound

near the eastern end, is a part of the Intracoastal Waterway and is described in chapter 12.

Chart 12206

(115) Pasquotank River Entrance Light PR (36°09'22"N.,

75°58'39"W.), 23 feet above the water, shown from a

multi-pile structure with a black and white diamondshaped daymark, marks entrance to Pasquotank River.

A light is about 2.2 miles westward of the entrance

light. The river, entered between Wade Point on the

west and Camden Point on the east, and Elizabeth City

are described in connection with the Dismal Swamp

Route of the Intracoastal Waterway, chapter 12.

Chart 12205

(116) Flatty Creek, about 7.5 miles westward of

Pasquotank River Entrance Light (36°09'23"N.,

75°58'39"W.), is shoal and little used. In July 1983,

depths were reported to be 2 feet over the bar, thence 3

feet for a distance of 3.5 miles.

(117) Little River is on the north side of Albemarle

Sound and 4 miles westward of Flatty Creek. The channel at the entrance is about 0.3 mile wide between

shoals, and is marked by a daybeacon. The river has a

general northwesterly trend to the village of Nixonton,

which is on the east bank 7 miles above the entrance.

There are no facilities at the village. In July 1983,

depths of 5 feet were reported to the village. Spits, with

little water over them and generally steep-to, make out

some distance in places from the shores, especially off

the points. The channel in the upper reaches of the

river is well marked by the outer ends of the fishweir

Cape Henry to Cape Lookout ■ Chapter 4 ■ 231
stakes which make out from shore. A launching ramp

and limited supplies are available to sport fishermen in

Hall Creek, about 1.5 miles above Nixonton.

(118) Perquimans River, on the north side of Albemarle

Sound, about 4 miles westward of Little River, has its

entrance between Harvey Point on the west and Reed

Point on the east. A light is about 1.2 miles southward

of Reed Point, and a light is close eastward of Harvey

Point. Numerous submerged piles are south and southeastward of Harvey Point. A depth of about 8.8 feet can

be carried to Hertford, about 11.5 miles above the entrance, thence about 7 feet for about 1 mile to the Norfolk Southern railroad bridge.

(119) Two other bridges cross Perquimans River. U.S.

Route 17 bypass highway bridge, between Ferry Point

and Crow Point, about 10.5 miles above the entrance,

has a fixed span with a clearance of 33 feet, and U.S.

Route 17 highway swing bridge, about 0.6 mile above

and crossing the narrow part of the river at Hertford,

has a clearance of 7 feet. (See 117.1 through 117.59

and 117.835, chapter 2, for drawbridge regulations.)

(120) Obstructions have been reported near midriver

about 0.5 mile and 1 mile below the highway fixed

bridge.

(121) Hertford, on the southwest bank of Perquimans

River, has rail connections with the Norfolk Southern

Railway and highway connections with U.S. Route 17 to

Edenton and Elizabeth City. Oil is barged into Hertford

to an oil pier on the south side of the river just above

the highway swing bridge. The river water is fresh at

Hertford.

(122) Above Hertford the river is narrow and crooked,

but has fairly good depths for about 8 miles to a point

near Goodwin Creek.Navigation is restricted to very

small boats, about a mile above the highway swing

bridge, by the Norfolk Southern railroad bridge, which

has a 22-foot fixed span with a clearance of 3 feet.

(123) Yeopim River, 6 miles west of Perquimans River, is

shoal and unimportant. A shoal area, marked at its

southeastern extremity by a daybeacon, extends from

the entrance. Stumps and other obstructions are near

the center of the shoal. This area should be avoided. In

crossing the shoal, mariners should leave the daybeacon to the eastward and slightly favor Drummond

Point, the southern entrance point of Yeopim River.

Local knowledge is advised.

(124) Six miles southwestward from Drummond Point,

State Routes 32-37 highway bridge crosses Albemarle

Sound from Sandy Point to the south shore. The fixed

span has a clearance of 65 feet. About 4 miles W of the

highway bridge, an overhead power cable crosses the

sound. The cable clearance is 94 feet over the main

channel and 54 feet elsewhere.

(125) Edenton Bay is on the north side of Albemarle

Sound just westward of the ruins of the railroad trestle

which crosses the sound. Edenton, a town at the head

of the small bay, has rail and highway communications

with Norfolk and the south. Lumber is shipped by rail,

truck, and by barge. The main industries are peanuts,

lumber, veneer, inks, textiles, plywood, and boatbuilding. The river water is fresh.

(126) Two large water tanks in the town are the most

prominent objects from the sound. Also prominent is a

radio tower near the city wharf.

(127) A dredged channel leads from deep water in

Albemarle Sound to the head of the bay where it separates into dredged reaches leading in northwesterly

and northeasterly directions along the town waterfront.

In June 1977, the midchannel controlling depths were

71⁄2 feet in the entrance channel, thence 71⁄2 feet in the

eastern portion of the northwestern reach, and 51⁄2 feet

in the remainder of the northwestern reach and in the

northeasterly reach. The channel is well marked by

lights and daybeacons.

(128) The inner anchorage, close eastward of the channel

entrance, has a depth of 9 feet, but is small. The larger

anchorage is on the western side of the entrance. Numerous fish stakes, some of which are covered at low

water, are reported inside the 12-foot contour on the

west side of the entrance to Edenton Bay from Reedy

Point eastward.

(129) The city wharf, which has a light, is at the head of

the entrance channel. In July 1983, depths of 10 feet

were reported alongside the west bulkhead. A fish

wharf and an oil wharf are close westward of the city

wharf; depths of 10 feet were reported alongside in July

1983.

(130) Pembroke Creek is a small nontidal stream flowing

easterly into the head of Edenton Bay. U.S. Route 17

highway bridge, 0.6 mile above the mouth of the creek,

has a 20-foot fixed span with a clearance of 5 feet. With

local knowledge a draft of 5 feet can be carried to the

bridge. In August 1978, a submerged obstruction was

reported in the channel near the mouth of the creek in

about 36°03'25"N., 76°37'04"W.

(131) Chowan River empties into the western end of

Albemarle Sound from northward, and with its tributaries forms one of the largest rivers in North Carolina.

In June 1977, the controlling depth was 12 feet to

Winton, about 32 miles above the mouth, and to the

confluence of Blackwater and Nottoway Rivers, 45

miles above the mouth. For about 17 miles above its

mouth, Chowan River has an average width of 1.5

miles. Snags, many of which are underwater, are generally found on the shoals in this part of the river; the

worst place, known as Stumpy Reach, is between

Colerain Landing and Bennetts Creek, a distance of

232 ■ Chapter 4 ■ Volume 4
about 6 miles. The channel must be followed closely

passing through this reach.

(132) Chowan River is marked by lights and daybeacons

to a point about a mile below Winton.

(133) Traffic on the river is mainly in pulpwood barges,

and there is some commercial fishing. Gasoline, limited supplies, and launching ramps are available for

small craft at various marinas along the river as far as

Winton.

(134) Salmon Creek is a small stream which flows easterly into the west side of Chowan River just above the

mouth. The entrance to the creek is a good harbor for

boats of drafts up to 6 feet. Avoca is a village on the

south bank about a mile above the entrance. In 1963,

the controlling depth was 7 feet to Avoca, thence 5 feet

for another 0.5 mile.

(135) The U.S. Route 17 highway bridge, between Emperor Landing and Edenhouse Point, about 2 miles

above the mouth of Chowan River, has a fixed span with

a clearance of 65 feet.

(136) Gasoline, berthing, limited supplies, and a launching ramp are available at a marina in Rockyhock Creek

on the east bank of the river about 6 miles above the

mouth. Depths in the approaches and alongside were

reported to be 4 feet in July 1983.

(137) Colerain Landing, on the west bank of the Chowan

River, 12 miles above the entrance, is the site of a large

herring factory. Just above it is an oil dock. The village

of Colerain is on a hill 0.5 mile inland.

(138) Limited supplies, gasoline, and a launching ramp

are available at a marina on the south bank of the river

about 20 miles above the mouth.

(139) Tunis is a landing on the south bank of Chowan

River 30 miles above the mouth. An overhead power cable at Tunis has a clearance of 74 feet. Gasoline, limited

supplies, and a launching ramp are available at a marina on the west side of Catherine Creek just above the

overhead power cable.

(140) Winton is a small town on the west bank of the river

32 miles above the mouth. U.S. Route 13 highway

bridge at Winton has a fixed span with a clearance of 35

feet. A small wharf is below the bridge on the south

bank and eastward of a ramp used by barges for loading

pulpwood.

(141) Meherrin River joins the Chowan River from westward 2.5 miles above Winton. A cable ferry crosses

Meherrin River about 0.4 mile above the mouth. The

ferry, operated during daylight hours only, carries passengers and vehicles. The ferry is guided by a cable that

passes over pulleys 3 feet above the water at each end of

the ferry and then runs below the water surface about

15 feet from each end of the ferry. The cable is dropped

to the bottom when the ferry is not underway. Warning

signs are posted 1 mile from each side of the crossing.

DO NOT ATTEMPT TO PASS A MOVING CABLE

FERRY.

(142) Murfreesboro is a small town 10.5 miles above the

mouth. U.S. Route 258 highway bridge here has a fixed

span with a clearance of 24 feet. In 1965, the controlling depth was 10 feet to Murfreesboro; the turning basin here had a controlling depth of about 12 feet.

(143) About 13 miles above Winton, Chowan River is

formed by the confluence of Blackwater River and

Nottoway River near the Virginia State line. In

1983-July 2003, the controlling depth in Blackwater

River was reported to be 8.3 feet to Franklin, VA. There

are reports of numerous snags in the river. Small craft

are able to reach Burdette, Va., 10.5 miles above Franklin. A highway bridge across Blackwater River, 8 miles

above its mouth at South Quay, has a swing span with a

clearance of 15 feet. (See 117.1 through 117.59 and

117.999, chapter 2, for drawbridge regulations.) In

January 1980, a fixed highway bridge with a design

clearance of 35 feet was under construction on Blackwater River about 9 miles above its mouth. Five other

bridges cross the river between Franklin and Burdette;

the fixed bridges have a minimum channel width of 22

feet and a minimum clearance of 12 feet. Navigation of

Nottoway River is restricted by seven fixed bridges; the

minimum channel width of the bridges is 13 feet and

the clearance 7 feet.

(144) Roanoke River rises in the Blue Ridge Mountains,

west of Roanoke, Va., and flows southeasterly into Batchelor Bay, a shoal bight at the southwestern end of

Albemarle Sound; about halfway it is joined by the Dan

River, its principal tributary. There are a number of

flood control and power dams on the rivers. The largest

of these, about 17 miles below Clarksville, Va., forms

the John H. Kerr Reservoir. The reservoir extends upstream about 48 miles on the Roanoke and about 30

miles on the Dan River. Another dam is at Roanoke

Rapids about 120 miles from the mouth of the river.

(145) In June 1977, the midchannel controlling depth

was 10 feet at midchannel from Albemarle Sound to

Plymouth, thence 21⁄2 feet to Hamilton, 52 miles above

the mouth, with shoaling to bare between Hamilton

and Palmyra Landing, 67 miles above the mouth. The

river is marked by lights and daybeacons to a mile below Plymouth. In May 1982, a foul area was reported

between Daybeacon 12 and Light 13. Traffic on the

river is mainly in petroleum products, and some plywood products hauled by barges.

(146) A fixed highway bridge, which spans the Roanoke,

Middle, and Cashie Rivers, crosses the Roanoke 2.5

miles above the mouth with a clearance of 50 feet.

(147) Plymouth is an important town 6 miles above the

mouth of Roanoke River. The town has good highway

and rail connections. Water, gasoline, diesel fuel,

Cape Henry to Cape Lookout ■ Chapter 4 ■ 233
marine supplies, and a launching ramp are available.

There are several small wharves at Plymouth with 12

feet reported alongside. A veneer factory is on the river

front below the town, and 1 mile above the town is the

large wharf of a pulpmill, which has 15 to 18 feet of water alongside.

(148) Williamston is 26 miles above the mouth of the

river. U.S. Routes 13 and 17 highway bridge at

Williamston has a fixed span with a clearance of 45 feet.

Just below the bridge are a fertilizer plant and an oil

dock. Several oil piers are above the bridge. Logs and

oil comprise most of the shipping.

(149) About 9 miles above Hamilton, a fixed bridge with a

clearance of 14 feet crosses the river.

(150) Cashie Riverflows southeasterly for about 50 miles

to its intersection with the Thorofare, connecting

Cashie and Roanoke Rivers; thence it flows northeasterly for about 6 miles and empties into Batchelor Bay.

In June 1977, the midchannel controlling depth was 9

feet to Windsor. Mariners are advised, however, that

shoaling and many obstructions have been reported in

Cashie River. A fixed highway bridge, which spans the

Cashie, Middle, and Roanoke Rivers, crosses the Cashie

River about 1 mile above Batchelor Bay and has a clearance of 16 feet.

(151) A cable ferry crosses Cashie River about 6 miles

above the mouth. The ferry, operated during daylight

hours only, carries passengers and vehicles. The ferry is

guided by a cable that passes over pulleys 3 feet above

the water at each end of the ferry and then runs below

the water surface about 15 feet from each end of the

ferry. The cable is dropped to the bottom when the ferry

is not underway. Warning signs are posted 1 mile from

each side of the crossing. DO NOT ATTEMPT TO

PASS A MOVING CABLE FERRY.

(152) The Thorofare has several sharp bends, and at its

junction with the Cashie River there are two small islands. Pass eastward of the islands. The head of navigation in Cashie River is the fixed highway bridge at

Windsor. Gasoline is available. An overhead power cable crossing the river about 0.5 mile below the bridge

has a clearance of 55 feet.

(153) Kendrick Creek is on the south side of Albemarle

Sound just westward of the overhead power cable

which crosses the sound. Several fisheries with gasoline and marine supplies, and a launching ramp are on

the creek. In August 2007, the reported controlling

depth at the entrance to the creek was 6 feet; thence in

1977, 51⁄2 feet at midchannel to Mackeys, about 0.5 mile

above the entrance, thence, in 1963, 7 feet for a distance of 4 miles up the creek, which is the head of navigation; the creek is obstructed by trees and logs above

this point. The entrance is marked by a light and

daybeacon.

(154) The channel into Kendrick Creek is marked on either side by rows of piles. There are stumps in places on

the shoals at the mouth of the creek. An overhead

power cable just above the mouth has a clearance of 49

feet. Mackeys is a small town 0.5 mile above the entrance. The highway bridge about 0.5 mile above

Mackeys has a 34-foot fixed span with a clearance of 8

feet. An overhead power cable just south of the bridge

has a reported clearance of 9 feet.

(155) Bull Bay is on the south side of Albemarle Sound,

about 13 miles eastward of Kendrick Creek. Bunton

Creek (Bull Creek) and Deep Creek empty into the

western side of the bay. A channel, with a reported

depth of 5 feet in July 1983, leads through the flats to

the entrance of Bunton and Deep Creeks.

(156) Scuppernong River empties into the eastern end of

Bull Bay from southeastward. Lights, a buoy, and

daybeacons mark the channel from the bay to Columbia. In June 1977, the midchannel controlling depths

were 81⁄2 feet in the bar channel, thence 7 feet to Columbia, thence 3 feet to Spruills Bridge, thence 21⁄2 feet

to a turning basin at Cherry, about 16 miles above the

mouth. A marina on the south side of the river, 3 miles

above the mouth, has berths with electricity, gasoline,

diesel fuel, ice, some marine supplies, and a launching

ramp. A 40-ton mobile lift is available; hull and engine

repairs can be made.

(157) Columbia, a small town 4 miles above the mouth of

the river, has two inactive oil docks and several landings. The landings have depths of 14 to 16 feet alongside, but are in poor condition and not able to

accommodate more than one boat at a time. A marina,

on the east side of the river close above the first highway swing bridge, has gasoline, diesel fuel, some supplies, and a launching ramp.

(158) The U.S. Route 64 highway bridge, about 4.3 miles

above the entrance, has a 35-foot fixed span with a

clearance of 12 feet; the navigation span of this bridge

is removable.

(159) Cross Landing Bridge, 12 miles above the mouth

of Scuppernong River, has a fixed span with a channel

width of 32 feet and a clearance of 5 feet. Spruills

Bridge, 15 miles above the mouth near Creswell, has a

32-foot removable span with a clearance of 6 feet. An

overhead power cable at the bridge has a clearance of

25 feet.

Charts 12205, 11553

(160) Alligator River is on the south side of Albemarle

Sound directly opposite Pasquotank River. For about

18 miles above the mouth (see also chart 11548), Alligator River has a southerly direction, is 2 to 3 miles

234 ■ Chapter 4 ■ Volume 4
wide, and has general depths of 8 to 11 feet. Above this,

the river has a further length of about 24 miles, is narrow and crooked, but, in July 1983, had a reported centerline controlling depth of 8 feet to Cherry Ridge

Landing; the upper part, however, is too narrow to turn

in.

(161) Good anchorages in depths of about 6 to 8 feet are

reported in Milltail Creek, Whipping Creek, and Swan

Creek, which make into the east side of Alligator River

about 10 miles, 19 miles, and 20 miles above its mouth,

respectively. Mariners should take care to avoid stumps

along the banks of these creeks.

(162) The entrance to Alligator River is full of shoals, but

the channel of the Intracoastal Waterway, described in

chapter 12, has been dredged through the shoals and

along the entire length of the wider part of the river.

Numerous fish stakes are reported to exist on the east

side of the river extending about 0.5 mile offshore.

(163) On the eastern side of Alligator River and just above

the mouth is the entrance to East Lake and South Lake

(see also chart 12204), which in July 1983, had reported

depths of 6 feet. The village of East Lake is on the east

side of Alligator River, 4 miles above the mouth. U.S.

Route 64 highway bridge crossing the river at East

Lake has a swing span with a clearance of 14 feet.

VHF-FM channel 16 and 13 are monitored at the

bridge. (See 117.1 through 117.49, chapter 2, for

drawbridge regulations.)

(164) Little Alligator River empties into Alligator River

from westward just inside the entrance. The narrow,

crooked channel of Little Alligator River, in July 1983,

had a reported controlling depth of 4 feet to the head of

the river, 6 miles above the mouth. The river is reported to be a good anchorage for boats drawing 3 feet

or less.

Charts 12204, 12205

(165) Croatan Sound, between Roanoke Island and the

mainland, connects Albemarle and Pamlico Sounds. In

October 2002-September 2004, the controlling depth

through the dredged channel was 6.8 feet. The channel

is well marked, but strangers should not attempt passage at night. Fish stakes are numerous in season.

(166) Height of water in Croatan Sound depends entirely

on the wind, which under exceptional conditions may

lower or raise the level as much as 1.5 feet from normal; easterly winds lower the water and westerly winds

raise it. Strong northerly or southerly winds produce

currents which are especially marked when the wind

shifts suddenly to the opposite direction.

(167) There is a good harbor in Peter Mashoes Creek,

westward of Croatan Sound Approach Light 3CS, but

entrance is possible only for small craft. The fixed highway bridge (U.S. Routes 64 and 264) between Redstone

Point on the mainland and Weir Point on Roanoke Island has a clearance of 45 feet.

(168) A fixed highway bridge across Croatan Sound about

2.75 miles southward of the U.S. Routes 64/264 fixed

highway bridge has a clearance 66 feet.

(169) Roanoke Sound and the towns on the east side of

Roanoke Island are described in another section.

Charts 12204, 11548, 11555

(170) Pamlico Sound, the largest body of water in North

Carolina, extends from Roanoke Island to Cedar Island.

On the east it is separated from the Atlantic Ocean by a

narrow barrier beach extending from Oregon Inlet to

the southern end of Portsmouth Island. To the west it is

joined by the Pamlico and Neuse Rivers, and to the

south by Core Sound. It is about 65 miles long and has a

maximum width of about 25 miles. Oregon, Hatteras,

and Ocracoke Inlets pierce the narrow beach, giving access to the ocean, but all are blocked by inside bars with

little water over them; they are described in another

section. Cape Hatteras National Seashore and

Swanquarter National Wildlife Refuge are Marine Protected` Areas (MPA) along Pamlico Sound. (See Appendix C for additional information.)

Caution

(171) Numerous fishtraps, stakes, and pound nets have

been reported in Pamlico Sound; some may be submerged. Small craft should use caution when operating outside the main channel. Pamlico Sound Light PS

(35°25'29"N., 75°50'01"W.), 35 feet above the water,

shown from a skeleton tower on a multi-pile structure

with a red and white octagonal-shaped daymark, marks

a dangerous wreck, reported covered 12 feet.

(172) The northern and western shores of Pamlico

Sound are broken by numerous small bays and two

large rivers, Pamlico River and Neuse River. General

depths in the middle of the sound are 14 to 24 feet, but

shoals extend miles from shore in many places. Bluff

Shoal, northward of Ocracoke Inlet, has 7 to 12 feet

over it and extends completely across the sound. It is

marked by a light. A dangerous wreck, reported covered

4 feet, is close northward of the light.

(173) In the exposed parts of the sound, strong winds

from any direction raise a short, choppy sea uncomfortable to small craft and even dangerous to open

boats; but protected anchorage for small craft can be

found in the many bays along the northern shore, and

along the southern shore in several sloughs which lead

to sheltered berths in the lee of shoals. Middletown

Cape Henry to Cape Lookout ■ Chapter 4 ■ 235
Anchorage and the anchorage in the bight formed by

the hook of Royal Shoal can be made either day or

night, with caution.

Tides and currents

(174) Tides at the inlets have a mean range of 2 feet. (For

daily predictions see the Tide Tables.) In other parts of

the sound the periodic tide is less than 0.5 foot. Easterly and westerly winds produce the greatest change in

water level. Currents are negligible except in the vicinity of the inlets.

Chart 12204

(175) Stumpy Point Bay, on the west side of Pamlico

Sound 10 miles from the south end of Roanoke Island

and about 11 miles southwestward of Oregon Inlet, affords good anchorage in depths of about 3 to 4 feet. A

dredged channel leads from Pamlico Sound to a turning basin at Lake Worth, the small town at the head of

the bay. In March 2009, the controlling depth was 4.7

feet to the basin, thence 5.2 to 8.8 in the basin. The

channel is well marked by lights and daybeacons. Two

fishhouses at the upper end of the basin have diesel

fuel, gasoline, water, ice, and marine supplies.

(176) Long Shoal River, which flows southerly into

Pamlico Sound about 8 miles southwestward of

Stumpy Point Bay, is 1.5 miles wide at the mouth and is

a good anchorage for vessels with drafts of 8 feet or less.

Shoals with 1 to 2 feet over them on both sides of the

entrance break up the sea from southward. In July

1983, the channel had a reported controlling depth of 7

feet to the anchorage off Pains Bay, thence 7 feet for

another mile, thence 4 feet for 2 miles. Long Shoal, to

the east of the entrance, and Pingleton Shoal, on the

west, are marked by lights, and daybeacons mark the

points of shoals in the entrance. In June 1984, shoaling

to 5 feet was reported about 150 yards northward of

Pingleton Shoal Light 1 PS. In May 1985, shoaling to 6

feet was reported extending southeast from Long Shoal

Light. With the aid of the chart, strangers should have

little difficulty entering Long Shoal River in daytime.

The danger zone of a naval ordnance test area is centered at targets on Long Shoal. (See 334.410, chapter

2, for limits and regulations.)

(177) Rodanthe is a town on the narrow barrier beach on

the east side of Pamlico Sound 12 miles southward of

Oregon Inlet and nearly opposite Stumpy Point Bay.

Chicamacomico Channel is a dredged channel leading

from the sound to the basin at Rodanthe. Two landings

are in the basin in addition to the bulkhead area. In

March 2009, there was a controlling depth of 1.7 feet in

the channel and 3.2 feet in the basin. The channel

approach and channel are marked by lights and

daybeacons.

Chart 11555

(178) Avon is a town on the barrier beach on the southeast side of Pamlico Sound 5.7 miles northward of Cape

Hatteras Light (35°15'02"N., 75°31'44"W.). Shoal water

extends about 3 miles from shore. A dredged channel

leads from Pamlico Sound to the basin at Avon. In August 2004, the controlling depth was 1.4 feet, thence

3.5 feet in the basin. The channel is marked by lights.

Gasoline and diesel fuel are available at a fishhouse

landing in the basin.

(179) Cape Channel (Buxton Harbor Channel), a natural

opening in the shoal about 5 miles southwestward of

Avon, was formerly part of a channel leading to Avon. It

is now used by local fishermen passing from Pamlico

Sound to anchorage north of Buxton. Local knowledge

is advised. The channel is partially marked by lights and

daybeacons.

(180) Buxton is a small town about a mile north-northwest of Cape Hatteras Light. The town of Frisco is

about 4 miles westward, on the southeast side of

Pamlico Sound. There are no wharves at either place,

and anything but light-draft vessels must anchor well

offshore. Local fishermen usually approach Buxton

through Cape Channel.

(181) Rollinson Channel, about 12 miles southwestward

of Avon, is a dredged channel leading from deep water

in Pamlico Sound to the basin at Hatteras; it also joins

with Hatteras Inlet Channel which leads to Hatteras Inlet. In March 2009, the midchannel controlling depth

was 5.2 feet in the channel, thence 5.7 feet in the basin;

shoaling to 1 foot was reported in the northeast part of

the basin in 1984. The channel is well marked by lights.

The lights were reported to be difficult to distinguish

from the background lights on shore; caution is advised, and strangers should not attempt passage at

night. A light, off the end of Oliver Reef, is about 1.5

miles southwestward of the Pamlico Sound entrance to

Rollinson Channel.

(182) Hatteras Inlet, Hatteras Inlet Channel, and the facilities at Hatteras were described previously in another section.

(183) Far Creek (35°30.5'N., 75°58.0'W.) is on the northwest side of Pamlico Sound between Pingleton Shoal

and Gibbs Shoal. A dredged channel leads from deep

water in the sound to the basin at the town of

Engelhard. In September-November 2008, the

midchannel controlling depth was 9.8 feet to the basin,

thence 9.4 feet in the basin. The channel is marked by

lights and daybeacons.

236 ■ Chapter 4 ■ Volume 4
(184) An oil dock and several piers, with depths of 7 to 12

feet alongside, are on the south side of the basin just

below U.S. Route 264 fixed highway bridge at

Engelhard. There is barge traffic in oil, grain, and sand

and gravel. Fishing vessels unload here, and seafood is

shipped from the town by truck. Gasoline, diesel fuel,

ice, and some marine supplies are available.

(185) Middletown Anchorage, a broad open bight in the

northwestern shore of Pamlico Sound just southward

of Far Creek, has depths of 9 to 13 feet and is sheltered

from eastward by Gibbs Shoal, which has 1 to 4 feet

over it. There is no shelter from southeasterly or southerly winds. The anchorage is large and easy of access,

and is used by tows and other vessels. Middletown, a

short distance inland from the anchorage, is reached by

light-draft boats by way of Middletown Creek (see chart

11548). In July 1983, the reported controlling depth

over the bar and to the fixed bridge over the creek at

Middletown was 3 feet. Vessels must pass south of the

light on the southeast end of Gibbs Shoal in entering.

Gasoline is obtainable in the town.

Caution

(186) Caution should be used in approaching Middletown Anchorage at night, as the low marshy shore extends long distances from the woods in places and does

not show well. In rough weather vessels with drafts less

than 4 feet prefer to pass inside Gull Shoal Light GS

when bound southwestward from Middletown Anchorage. They enter Wysocking Bay, pass westward of Gull

Rocks, and thence eastward of the light 0.4 mile eastward of Hog Island.

(187) Wysocking Bay, about 7.5 miles southwestward of

Far Creek, indents the north shore of Pamlico Sound

northwestward of Gull Shoal Light GS. It is a convenient anchorage for small craft drawing less than 5 feet

when following the north shore of the sound. In July

1983, the bay had reported depths of 5 feet from the entrance to its head. The entrance is obstructed by shoals.

Daybeacons and lights mark the channel which leads

northward of Gull Shoal and into the bay. Gull Rocks,

on the south side of the entrance to the bay, are covered

at ordinary water levels.

(188) Nebraska Canal (see chart 11548) leads from the

head of Wysocking Bay to a fixed bridge south of Nebraska, 2 miles inland. The privately maintained canal

is marked by a light at its entrance, and, in July 1983,

had a reported depth of 1 foot. Local knowledge is advised in the canal.

Chart 11548

(189) Bluff Point Shoal Light (35°19'19"N., 76°07'14"W.),

15 feet above the water, shown from a multi-pile structure with a white and black diamond shaped daymark,

marks the end of the shoal making eastward about 1.8

miles from Bluff Point. The point, low and marshy,

separates East Bluff Bay and West Bluff Bay. two unimportant bights southwestward of Wysocking Bay. A

daybeacon marks the 4-foot shoal 2 miles southsoutheastward of Bluff Point. Extending southward

from Bluff Point is a large area of shoal water, a tongue

of which, called Bluff Shoal, extends completely across

Pamlico Sound. Depths of Bluff Shoal are 7 to 12 feet. A

light is near the middle of the shoal. Close northward of

this light is a wreck reported covered 4 feet. A 12-foot

slough through the shoal is about 1 mile northward of

the light.

(190) Juniper Bay, on the north side of Pamlico Sound 4

miles westward of Bluff Point, is about 1.5 miles wide at

the entrance, but narrows gradually toward its head, to

a narrow, crooked stream 3 miles above the entrance.

Shoals extend from both shores. A light marks the

shoal extending from the east point at the entrance.

The bay has considerable traffic in small craft with

drafts less than 5 feet; these make the passage to and

from Belhaven by way of Swanquarter Narrows,

Swanquarter Bay, and The Haulover to Deep Bay.

(191) Great Island, on the west side of the approach to

Juniper Bay, is low and grassy. A light marks the shoal

extending southeast from the island. Swanquarter Narrows, between Great Island and the mainland to the

north, had a reported centerline controlling depth of 5

feet in July 1983. A light marks the western entrance to

the narrows.

(192) Swanquarter Bay, northwestward of Great Island,

is about 2 miles wide at the mouth, but narrows gradually toward its head 4 miles above. Oyster beds are numerous in the bay. A water tank, painted orange, near

the northwest end of town in about 35°24.5'N.,

76°19.9'W., is reported prominent from the bay.

(193) A privately dredged channel leads through Swanquarter Bay to a ferry terminal basin at Swanquarter

just north of Long Point. In July 1983, the channel had

a reported controlling depth of 5 feet. Another dredged

channel leads from near the northern end of the bay to

a boat basin at Swanquarter. In September 2003, the

controlling depth in the entrance channel and in the

basin was 7.9 feet. The channels through Swanquarter

Bay are marked by lights and a daybeacon.

(194) Swanquarter, the seat of Hyde County, is the center

of trade for much of this area. Gasoline, diesel fuel, water, marine supplies, and a launching ramp are

Cape Henry to Cape Lookout ■ Chapter 4 ■ 237
available in the basin. The town has highway connections with U.S. Route 264.

(195) A dredged channel leads through a land cut, known

as The Haulover, from the west side of Swanquarter

Bay, about 3.5 miles above the entrance, and connects

with Deep Bay to the westward. In May 2001, the reported controlling depth through The Haulover was 13

feet. A light is at each end of the cut. Local vessels use

this route.

(196) Rose Bay, westward of Swanquarter Bay on the

north side of the entrance to Pamlico River, is 1.8 miles

wide at the entrance, but shoals extending from both

sides restrict the entrance channel to a width of 0.6

mile. A small marina is at the head of the bay. Berths,

gasoline, water, limited marine supplies, and two

launching ramps are available. A light is at the entrance, and daybeacons and lights mark the best water

in the bay. The bay is used mostly by local fishing boats.

(197) Deep Bay, leading eastward from just inside the entrance of Rose Bay, is the approach to The Haulover, a

dredged land cut to Swanquarter Bay which was described previously. Local vessels use this route. The

Blowout is a privately maintained channel cut through

the narrow neck of Judith Island from Deep Bay to

Deep Cove on the Pamlico Sound side. The channel is

used considerably by local fishermen; strangers should

not attempt it. In July 1983, the reported controlling

depth through The Blowout was 11⁄2 to 2 feet.

Charts 11548, 11554

(198) Pamlico River and Tar River are the two names applied to the same river; it is known as the Pamlico below Washington, N.C., and as the Tar above that point.

The river rises in Person County, flows in a general

southeasterly direction, and empties into the northwestern part of Pamlico Sound. Pamlico River, in 1963,

had depths of 12 feet or more for a distance of 20 miles

above the mouth to a point just above Core Point.

(199) Above this point a dredged channel leads to Washington, and, in Tar River, a natural channel leads for

about 15 miles to the entrance to Hardee Creek, thence

for another 3 miles to Greenville. In October 1975, the

midchannel controlling depth in the dredged channel

was 9 feet to a point about 0.4 mile above the second

bridge at Washington; thence in Tar River, in

1956-October 1975, centerline depths of 21⁄2 feet to

Hardee Creek, except for shoaling to less than 1 foot at the

entrance to Hardee Creek, and thence 21⁄2 feet from

Hardee Creek to Greenville. The channel is marked by

lights to Washington.

(200) Pamlico River is nontidal; variations in the water

level at Washington, due to prevailing winds, seldom

exceed 2 feet. The extreme range of the flood or freshet

stage for Tar River is 34 feet at Tarboro, 75 miles above

the mouth. For the lower section, the extreme range

due to winds is 8.5 feet.

Charts 11548, 11553

(201) Pungo River empties into Pamlico River from

northward about 5 miles above the mouth. The channel through the lower 15 miles of the river, part of the

Intracoastal Waterway, is well marked by lights and

daybeacons. Above the Intracoastal Waterway, the river

narrows. In July 1983, the reported centerline controlling depth in this section of the river was 5 feet to

Leechville, a town 18 miles above the mouth. The U.S.

Route 264 highway bridge at Leechville has a 30-foot

fixed span with a clearance of 7 feet. An overhead power

cable on the north side of the bridge has a clearance of

about 28 feet. Tributaries to the Pungo River include

several navigable creeks. The most important in order

of ascension are Wright, Slade, Pungo, Pantego, and

Wilkerson, which empty into the northeast end of the

river. The route of the Intracoastal Waterway, described

in chapter 12, follows Pungo River from Wilkerson

Creek to and across Pamlico River.

(202) Wright Creek empties into the west side of Pungo

River 2 miles above the mouth and about 8 miles south

of Belhaven. The creek is entered from deep water in

Pungo River through a dredged channel that leads to a

turning basin at the head of North Prong, about 1.1

miles above the entrance. In July 1977, the channel had

a midchannel controlling depth of 8 feet; thence in July

1983, a reported depth of 4 feet in the basin. The channel is marked by lights, daybeacons, and a buoy.

(203) Two small marinas are on North Prong. Berths

with electricity, diesel fuel, limited marine supplies,

gasoline, and launching ramps are available; minor

hull repairs can be made.

(204) Slade Creek, which empties into Pungo River from

eastward about 4 miles above the mouth, in February

2006, had reported depths of 3.6 feet or more. A pile was

reported in the creek entrance about 0.2 mile NNW of

July Point at about 35°27'32"N., 76°33'21"W. An unmarked fish haven is about 1 mile northwest of the

creek entrance in about 35°28'15"N., 76°34'18"W.

(205) Pungo Creek (see also chart 11554) empties into

Pungo River from westward about 8 miles above the

mouth of the river and 1.5 miles southwestward of

Belhaven. A highway bridge, 2.5 miles above the mouth

of the creek, has a 32-foot fixed span with a clearance of

8 feet. The overhead power cable just north of the

bridge has a clearance of 35 feet. In July 1983, the creek

had reported depths of 7 feet or more to the bridge and

238 ■ Chapter 4 ■ Volume 4
thence 5 feet for about 2 miles. A light and a daybeacon

mark the entrance to the creek.

(206) Pantego Creek (see also chart 11554) just northward of Pungo Creek, empties into Pungo River northward about 9 miles above the mouth of the river.

Timber breakwaters, in fair condition, extend from

both shores of the entrance. The outer ends of the

breakwaters are marked by lights.

(207) A dredged channel leads from Pungo River through

the breakwaters and to the basin at Belhaven just below

State Route 92 highway bridge. In May 2000, the reported midchannel controlling depth to the basin was

8.9 feet. Above the dredged channel, in 1963, there

were depths of about 7 feet for 1 mile above the bridge,

thence 4 feet to the highway bridge at the town of

Pantego; lights and daybeacons mark the dredged

channel. State Route 92 highway bridge at Belhaven

has a 32-foot fixed span with a clearance of 13 feet.

(208) Belhaven, on the northeastern side of the entrance

to Pantego Creek, has an excellent harbor for small

craft. The town is connected with the interior by highway and railroad. Seafood, grain, and lumber are

shipped from here. Marine supplies can be obtained in

the town, and hotel accommodations are available.

(209) Berthage, electricity, gasoline, diesel fuel, water,

ice, and marine supplies can be obtained at the

small-craft facilities on the north side of the creek at

Belhaven, just inside of the breakwater. One of the facilities has a marine railway that can handle craft up to

60 tons for engine and hull repairs. A launching ramp is

also available.

(210) Goose Creek, opposite the entrance to Pungo River,

empties into Pamlico River from southward about 7

miles above the mouth of the river. The dredged channel of the Intracoastal Waterway crosses the shoals,

which obstruct the mouth of the creek, and passes

southward to Upper Spring Creek and the land cut

which connects with Bay River.

Chart 11554

(211) South Creek, about 11 miles above the entrance to

Pamlico River, empties into the river from the southward. The deeper entrance is southward of Indian Island and the shoal extending westward from that island

to Hickory Point (35°21.8'N., 76°41.9'W.), the north

point at the entrance to the creek. In July 1983, a reported draft of 5 feet could be taken through the channel across the shoal west of Indian Island; a light and a

daybeacon mark the best water. The creek has depths of

7 feet or more for 4 miles above Hickory Point. Above

this point, a dredged channel leads to Aurora, and

thence to Idalia, about 9 miles above Hickory Point. In

June 1977, the midchannel controlling depth was 4 feet

to Aurora; thence in October 1976, a centerline depth

of 31⁄2 feet to Idalia. The channel is marked by

daybeacons as far as Aurora.

(212) Aurora is a town on the west side of South Creek,

about 7 miles above Hickory Point. An oil dock here is

in ruins. State Route 33 highway bridge, with a 37-foot

fixed span and a clearance of 5 feet, crosses the creek at

Aurora. Small boats use the creek as far as Idalia, about

2 miles above Aurora.

(213) A channel, marked by private daybeacons, leads to a

barge slip at a phosphate plant on the north side of

South Creek about 3.9 miles southwest of Hickory

Point. In July 1983, the slip had reported depths of 10

feet.

(214) Bond Creek and Muddy Creek share a common entrance close eastward of South Creek, about 1 mile

southward of Hickory Point. The town of South Creek,

about 0.5 mile above the entrance, is bordered on the

west by Bond Creek, and on the east by Muddy Creek.

The entrance is marked by daybeacons. A crabmeat

packinghouse is on the east side of town. In July 1983, a

reported depth of 5 feet could be taken in Bond Creek

for about 2.3 miles. In June 1990, an obstruction was

reported in Bond Creek in about 35°20'26"N.,

76°41'49"W. Gasoline and diesel fuel are available at the

crabmeat packinghouse pier on Muddy Creek.

(215) North Creek empties into Pamlico River directly

opposite South Creek. The channel had a reported centerline depth of 4 feet for about 1.5 miles in July 1983,

and is marked by a light and daybeacons, but its navigation should not be attempted by strangers. In East

Fork, the channel, in July 1983, had a reported centerline depth of 5 feet for 1.5 miles above the entrance.

(216) A ferry, operated by the State Roads Commission,

crosses Pamlico River about 15 miles above the mouth.

The marked channels leading to the northern terminal

in Gaylord Bay, about 3.5 miles westward of North

Creek, and to the southern terminal about 3 miles

westward of Hickory Point, had reported depths of 7

feet in July 1983.

(217) A privately dredged channel leads to a basin of a

phosphate plant on the south side of Pamlico River,

about 15.5 miles above the mouth and 4 miles westward of Hickory Point. The channel is marked by private daybeacons. In July 1983, the reported controlling

depth was 10 feet. The structures at the plant are the

most conspicuous objects in the area.

(218) Durham Creek empties into Pamlico River from

southward 17.5 miles above the mouth and 6.5 miles

westward of Hickory Point. In July 1983, local knowledge was advised to pass over the bar across the entrance to the creek, thence depths of 3 feet were

reported available to Bonnerton, 4 miles above the

Cape Henry to Cape Lookout ■ Chapter 4 ■ 239
entrance. A fixed highway bridge with a clearance of 2

feet crosses the creek at Bonnerton. A daybeacon marks

the entrance.

(219) Bayview is a pleasure resort on the north bank of

Pamlico River 6.5 miles northwestward of Hickory

Point and about 2 miles eastward of the entrance to

Bath Creek. Small tourist cabins are available, and a

good secondary road connects with State Route 92

highway northward. The nearest rail connections are at

Washington, about 20 miles distant by highway. Gasoline and some supplies are available at Bayview, and

there is a small-boat launching ramp. All of the docks at

Bayview are in ruins. An unmarked fish haven is about

0.7 mile southwest of Bayview in about 35°25'55"N.,

76°48'25"W.

(220) Bath Creek. opposite Durham Creek, flows southward into Pamlico River 8 miles northwestward of

Hickory Point. In July 1983, the reported controlling

depths were 5 feet to the bridge at the town of Bath,

thence 4 feet for about another 1.7 miles. The most difficult part of the channel to Bath is the entrance, where

a shoal extends halfway across from the west side and

drops off abruptly. The channel is marked by lights and

daybeacons to a point about 0.35 mile southward of the

highway bridge. The outer edge of the shoal is marked

by a light. Numerous fish traps are off the creek entrance during the fishing season from January through

May.

(221) The State Route 92 highway bridge at Bath has a

37-foot fixed span with a clearance of 13 feet. Overhead

cables close northward of the bridge have a clearance of

24 feet. In April 2004, the bulkhead below the bridge

had a reported depth of 6 feet alongside; and in 1983, a

small dock north of the bridge had a reported depth of 3

feet alongside. Gasoline and some supplies are available

at Bath, and there is a small-boat launching ramp.

(222) Back Creek empties into the east side of Bath Creek

about 1 mile above its mouth. A highway bridge with a

41-foot fixed span and a clearance of 71⁄2 feet crosses the

creek about 0.5 mile above the mouth. An overhead

power cable with a clearance of 43 feet crosses the

creek just west of the bridge. A launching ramp is available just below the bridge.

(223) Pamlico River above Bath Creek is usually fresh.

(224) Blounts Creek flows northward into Blounts Bay,

which is on the south side of Pamlico River, about 25

miles above the mouth. A highway bridge, 0.2 mile

above the entrance of the creek, has a 36-foot fixed span

with a clearance of 15 feet. Overhead power and telephone cables immediately southward of the bridge

have a reported clearance of 18 feet. The entrance to

the creek is marked by a buoy, however, local knowledge is advised. Above the entrance, the creek, in 1963,

had depths of 51⁄2 feet or more for about 1 mile above

the bridge and 3 feet for an additional 2 miles.

(225) Broad Creek, on the north side of Pamlico River

opposite Blounts Bay, in April 1975, had a reported centerline controlling depth of 5 feet from the entrance to

the Washington Yacht and Country Club, a distance of

1 mile, thence 4 feet for another 1.3 miles. The channel

is marked by lights, daybeacons, and “no wake” markers. Gasoline, water, and electricity are available at the

piers of the private club, which has 4 feet of water

alongside. Just south of the yacht club is a pier with 4

feet alongside where only covered storage is available.

Two marinas about 0.25 mile below the yacht club have

berths with electricity, marine supplies, and launching

ramps. Both marinas have mobile 30-ton lifts; hull, engine, and electronic repairs can be made. An overhead

power cable with a reported clearance of 30 feet crosses

the creek about 0.3 mile northward of the yacht club.

(226) Whichard Beach is on the south side of the Pamlico

River about 4 miles above Blounts Bay and about 0.4

mile above Fork Point at the junction of Pamlico River

and Chocowinty Bay. A marina at Whichard Beach has

berths, gasoline, limited marine supplies, water, ice,

provisions, and launching ramps. Hull and outboard

engine repairs can be made.

(227) Runyon Creek is on the north side of Pamlico River

at Washington, N.C. Route 32 highway bridge and the

Norfolk Southern railroad bridge crossing the creek

just above the mouth have 18-foot fixed spans and a

clearance of 4 feet. In July 1983, there was reported

depth of 4 feet available in the channel immediately

north of the highway bridge. A launching ramp near

the bridge is available.

(228) Washington, 32 miles above the mouth of Pamlico

River, is the seat of Beaufort County and an important

business center with communications extending to

nearly all points on Pamlico River and Pamlico Sound.

The town has restaurants, hotels, and motels. Marine

supplies are available.

(229) Two swing bridges cross the river at Washington.

The Norfolk Southern railroad bridge has a clearance

of 7 feet; the west draw is closed to navigation. The U.S.

Route 17 highway bridge, about 0.7 mile above, has a

clearance of 6 feet. (See 117.1 through 117.59 and

117.831, chapter 2, for drawbridge regulations.) The

overhead power cable close westward of the highway

bridge has a clearance of 75 feet.

(230) A county hospital is at Washington.

(231) The Washington City Waterfront lies on the eastern

side of the Pamlico River, after passing the Norfolk

Southern Railway bridge and 0.3 mile before the U.S.

Route 17 highway bridge. The bulkhead extends approximately 1,700 feet and has both small craft slips

and tie-up dockage. Electricity, water and pump-out

240 ■ Chapter 4 ■ Volume 4
station are available. Depths range from 18 feet at the

outermost slips to 9 feet at the inner slips and 7 feet

along the bulkhead. Boats up to 60 feet in length can be

accommodated in the outermost slips. The North

Carolina Estuarium is located at the waterfront.

(232) Washington has rail connections with the Seaboard System Railroad and the Norfolk Southern Railway, and highway connections with U.S. Route 17 and

N.C. Route 32.

(233) A highway swing bridge with a clearance of 5 feet at

extreme high water and 10 feet at low-water stage

crosses the Tar River at Grimesland, about 7 miles

above Washington. (See 117.1 through 117.59 and

117.831, chapter 2, for drawbridge regulations.) An

overhead power cable about 5 miles above Grimesland

has a clearance of 77 feet.

Chart 11548

(234) Mouse Harbor, Big Porpoise Bay, and Middle Bay

are small unmarked shallow bays on the east side of

Goose Creek Island on the western side of Pamlico

Sound between Pamlico Point Light PP (35°18'49"N.,

76°27'00"W.) and Jones Bay. The light marks the south

side of the entrance to Pamlico River, and is shown 25

feet above the water from a multi-pile structure with a

white and black diamond shaped daymark. Mouse Harbor Ditch and Leary Canal are two small-boat passages

which connect Mouse Harbor with Clark Creek on

Pamlico River, and Big Porpoise Bay with Middle Bay.

These passages are not being maintained, and are used

only by shallow-draft skiffs; local knowledge is advised.

The three bays are frequented only by local fishermen.

(235) Jones Bay is on the western side of Pamlico Sound

about 7 miles southward of Pamlico Point Light PP and

just northward of the entrances of Bay and Neuse

Rivers. In July 1983, the bay had reported depths of 6

feet or more for 4 miles above its mouth. The entrance

is somewhat obstructed by shoals through which a

marked channel leads into the bay. On the north side,

near the head of the bay, is the town of Hobucken.

Small craft bound for the town can land in the cove 0.8

mile above Drum Creek, which indents the north shore

of the bay about 3.5 miles above the entrance.

(236) Ditch Creek, on the opposite side of Jones Bay from

Drum Creek, leads to an old canal through which small

boats can be taken at high water to Bay River.

Hobucken is discussed further in chapter 12 in connection with the Intracoastal Waterway which crosses the

head of Jones Bay and links it with Goose Creek on the

north and Bay River on the south. Hobucken Coast

Guard Station fronts the Intracoastal Waterway at

Hobucken.

(237) The approach to Jones Bay from eastward is over or

around Brant Island Shoal, which extends for 10 miles

in a southeasterly direction from the north side of the

entrance to the bay. For 6 miles southeastward to Brant

Island Slue Light 1, the shoal has depths of 2 to 3 feet;

between that light and Brant Island Shoal Light BI at

the outer end are depths of 5 to 8 feet. The wreck of the

GOVERNOR SCOTT FERRY is about 0.7 mile east of

Light BI and is marked by a light. In November 1991, a

sunken wreck was reported between Brant Island Shoal

and Royal Shoal in about 35°07'14"N., 76°12'44"W.

Other wrecks and obstructions are west and south of

Brant Island Shoal Light BI.

(238) The danger zone of a bombing and rocket firing

area is in Pamlico Sound westward of the entrance to

Jones Bay. Numerous lights and daybeacons mark the

perimeter of the danger zone. (See 334.420, chapter 2,

for limits and regulations.) In July 1983, Brant Island

(35°12.6'N., 76°26.5 'W.) was reported no longer visible

at low water.

Charts 11544, 11548, 11552

(239) Bay River about 10 miles southward of Pamlico

Point Light PP (35°18'49"N., 76°27'00"W.), empties

into the western part of Pamlico Sound between Jones

Bay and the mouth of Neuse River. The natural channel, from the entrance to off the mouth of Trent Creek

about 12 miles above the entrance, is marked by lights

and daybeacons and, in 1963, had depths of 9 feet or

more. It can be followed readily. Above this point, a

dredged channel leads to Bayboro, which is practically

the head of navigation. In July 1983, the reported controlling depth was 10 feet. The dredged channel is

marked by daybeacons to Stonewall. An overhead

power cable crossing the river about 0.3 mile below

Bayboro has a clearance of 75 feet.

(240) In February 1986, a visible piling extending about

10 feet above the water was reported to be about 500

yards east of Bay River Light 1 in about 39°09'47"N.,

76°31'42"W.; caution is advised.

(241) The route of the Intracoastal Waterway is along Bay

River for 4 miles, thence northward through Gale

Creek.

(242) Vandemere is a town on the north side of Bay River

8 miles above the mouth. Gasoline, diesel fuel, a

launching ramp, and some supplies are available.

There are two marine railways that can haul out vessels

up to 65 feet in length for hull repairs and there is a machine shop with engine repair service. In July 1983, the

reported controlling depth was 8 feet to Vandemere,

and thence 8 feet alongside the piers and 4 feet at end of

railways.

Cape Henry to Cape Lookout ■ Chapter 4 ■ 241
(243) Stonewall is a small town on the south side of the

river 14 miles above the mouth; most of its docks are in

ruins.

(244) Bayboro. 15 miles above the mouth of the river, has

docks in fair condition on the east side of the creek

leading to Mill Pond. In July 1983, depths of 7 feet were

reported alongside the oil and fish docks. Gasoline, ice,

and some supplies are obtainable here. Navigation

above Bayboro is restricted by fixed bridges at the town.

(245) Neuse River rises in the northern part of North

Carolina and flows for about 250 miles in a general

east-southeasterly direction into the western end of

Pamlico Sound. Its mouth is about 5 miles wide, but is

reduced to a navigable width of about 2 miles by shoals

which extend from either side. The river has natural

depths of 13 feet or more for 25 miles above its mouth.

Strangers should not attempt to navigate the river

above this point. The river channel is marked by lights,

buoys and daybeacons to about 4 miles above the city of

New Bern, 34 miles above its mouth.

Tides

(246) Neuse River has practically no tide, the variation in

water level being due principally to winds. Easterly

winds cause high water and westerly winds low water,

the maximum variations with heavy gales amounting

to about 2 feet above or below the normal in the lower

part of the river, and about 3 or 4 feet at New Bern.

Freshets of 10 to 20 feet occur in the upper reaches of

the river above New Bern, but have little effect at or below the town.

(247) Broad Creek empties into the north side of Neuse

River about 4 miles above the mouth. In July 1983, the

reported controlling depth in the creek was 5 feet for

2.5 miles, thence 4 feet to Whortonsville. A light marks

the entrance to the creek. Grace Harbor is an artificial

basin with an entrance channel that is located about

1.4 miles west of the entrance light on the south side of

the creek. A full service marina is located there with

transient berths, water, electricity, gasoline, diesel fuel

and a launching ramp. In 2009, the approach and

alongside depths were reported to be 8 feet. Pamlico is

a village on the south side of the creek, 3 miles above

the entrance. Whortonsville is on the east side of the

entrance to Brown Creek about 0.5 mile northeast of

Pamlico, and on the opposite side of Broad Creek.

Berthage, electricity, water, limited marine supplies

and a launching ramp are available at the pier which

has a depth of 5 feet alongside.

(248) South River flows into the south side of Neuse

River about 8 miles above the mouth. The entrance is

marked by lights. In January 2001, the channel had a

reported midchannel depth of 10 feet for about 3 miles;

thence in December 2000, there was 6 feet for another

4.5 miles.

(249) The danger zones of several bombing, rocket firing, and strafing areas are in Turnagain Bay and Rattan

Bay, in Neuse River, and in Long Bay and West Bay in

Pamlico Sound. (See 334.420, chapter 2, for limits and

regulations.)

Charts 11552, 11541

(250) Garbacon Shoal extends halfway across Neuse

River from the southern shore 10 miles above the

mouth, leaving a clear width of about 0.8 mile between

the 12-foot contours. The outer end of the shoal is

marked by a light.

(251) Whittaker Creek, on the north side of Neuse River

opposite Garbacon Shoal, is marked by lights and

daybeacons. In October 2003, the privately dredged entrance channel had a reported controlling depth of 6.1

feet. An uncharted private range marks the entrance

channel. Several small-craft facilities are in the creek.

(See the small-craft facilities tabulation on chart 11541

for services and supplies available.)

(252) Oriental is a small town at the entrance to Smith

Creek on the north bank of the Neuse River about 11

miles above the mouth. Fishing is the principal industry and seafood is trucked to the interior. The harbor is

protected by a rubble-mound breakwater marked by a

light off the end.

(253) A dredged channel, marked by lights and daybeacons, leads from Neuse River to a basin at Oriental.

In 1987, the midchannel controlling depth to the basin

was 6.5 feet; thence in 1977-1987, 8.5 feet in the basin.

In July 1992, shoaling to 3 feet was reported northeast

of Windmill Point, on the west side of the channel in

about 35°01'14"N., 76°42'00"W. The harbor provides

excellent anchorage for small craft. Two marinas are in

the harbor and basin. (See the small-craft facilities tabulation on chart 11541 for services and supplies

available.)

(254) A fixed highway bridge 0.2 mile above the entrance

to Smith Creek has a clearance of 45 feet. An abandoned railroad bridge, in ruins, crosses Morris Creek

about 1 mile above the highway bridge. Greens Creek

joins Smith Creek at Dewey Point just above the highway bridge. Good anchorage was reported in Greens

Creek for vessels drawing less than 4 feet.

(255) Adams Creek empties into the south side of Neuse

River about 13 miles above the mouth. The creek is part

of the Intracoastal Waterway and is described in chapter 12.

(256) Clubfoot Creek flows into Neuse River from southward about 15 miles above the mouth. The approach is

242 ■ Chapter 4 ■ Volume 4
marked by a daybeacon and the entrance by a light and

daybeacons. The channel southward of the light is narrow with shoals rising abruptly on both sides. Depths in

the channel, in June 2002, were reported to be 4.5 feet

or more for 3 miles above the light. A marina on the

west shore of Clubfoot Creek, at the entrance to Mitchell Creek, has berths, electricity, gasoline, diesel fuel,

pump-out station, water, and ice.

(257) Dawson Creek, on the north side of Neuse River

about 14 miles above the mouth, is entered through a

dredged channel, marked by daybeacons, that leads

from the river to the mouth of the creek. In July 1983,

the reported controlling depth was 5 feet. A highway

bridge with a 32-foot fixed span and a clearance of 13

feet crosses the mouth of the creek at Janeiro.

(258) A ferry crosses Neuse River about 18 miles above

the mouth between Cherry Point and Minnesott

Beach.

(259) Hancock Creek is on the south side of Neuse River

about 20 miles above the mouth. In July 1983, the reported controlling depths were 7 feet through the narrow entrance channel to the Marine Corps Air Station

basin just inside the mouth, thence 12 feet in the basin.

Lights and daybeacons mark the channel. A launching

ramp and pier are on the east side of the creek about 1.5

miles above the mouth.

(260) A restricted area at the Cherry Point Marine Corps

Air Station, which includes Hancock and Slocum

Creeks and their tributaries, is described in 334.430,

chapter 2.

(261) A water tank at the air station is conspicuous.

(262) Slocum Creek, on the south side of Neuse River 22

miles above the mouth, in July 1983, had a reported

controlling depth of 4 feet for 4 miles to the forks, and

up the East Prong 0.1 mile to a foot bridge across the

creek which obstructs passage for further navigation. A

light and daybeacons mark the critical parts of the

channel at the entrance to the creek. A highway bridge

with 32-foot fixed span and a vertical clearance of 3 feet

crosses 3 miles above the entrance. An overhead cable

with a clearance of 39 feet crosses the creek just below

the bridge.

(263) Beard Creek is on the north side of Neuse River opposite Slocum Creek. The mouth of the creek is marked

by a daybeacon. The reported controlling depth from

the entrance to the highway bridge, 2.3 miles upstream, was 4 feet in July 1983. The bridge has a fixed

span and a clearance of about 4 feet. Good anchorage

may be found off the eastern side of the entrance.

(264) Goose Creek, on the northeast side of Neuse River

27 miles above the mouth, in June 2000, had reported

depths of 4.4 feet or more to Wood Landing, 3 miles

above the entrance. Upper Broad Creek, on the northeast side of Neuse River 28 miles above the mouth, had

reported depths of 5 feet or more, in 1983, to Lees

Landing 4 miles above the entrance. Overhead power

cables about 1.4 miles above the mouth and at the landing have clearances of 35 feet and 40 feet, respectively.

The entrance is marked by daybeacons.

(265) Fairfield Harbour is a resort and residential community on the east side of Northwest Creek, about 1

mile west of Upper Broad Creek. The entrance to

Northwest Creek is marked by a light; depths of 4 feet

can be carried through the unmarked creek. A marina

is on the east side of the creek, about 0.7 mile above the

entrance. In July 1983, depths of about 6 feet were

alongside the marina piers; berths, electricity, gasoline, diesel fuel, water, ice, pump-out station and

launching ramp are available.

(266) New Bern, a city on the west bank of Neuse River 34

miles above the mouth, is the seat of Craven County

and an important center for this area. The city has

many points of historical interest including Tryon Palace, an 18th century restoration. A county hospital is

here, and there are numerous restaurants, hotels, and

motels. Gasoline, diesel fuel, pump-out station, berthing with electricity, water, ice, marine supplies, and

provisions are available. Hull, engine and electronic repairs can be made; lift to 30 tons.

(267) Barge traffic in petroleum products, crushed rock,

pulpwood, and chemicals constitutes the principal

commerce at New Bern. In addition to vessel repairs,

the city supports a considerable boat and barge building industry.

(268) The rectangular lighted clock tower atop City Hall

is visible for about 6 miles downriver and is an excellent

landmark. Vessels proceeding up the river to New Bern

are advised to stay in the channel because of the numerous fish traps scattered indiscriminately throughout the unmarked areas. The river is slightly brackish

except during freshets.

(269) Weather, New Bern and vicinity. New Bern’s climate is influenced by both the Atlantic Ocean and

Pamlico Sound, particularly in the winter. Winds blowing from a southerly or easterly direction have a moderating effect on temperatures.

(270) The long hot summers begin in May when afternoon temperatures occasionally reach 90°F (32.2°C),

and reach a peak in July when they average 89°F

(31.7°C); they begin to fall off by the end of September.

The average high temperature in New Bern is 73°F

(22.8°C) and the average low is 52°F (11.1°C). July is

the warmest month with an average high of 80°F

(26.7°C) and an average low of 71°F (21.7°C). January

is the coolest month with an average high of 55°F

(12.8°C) and an average low of 34°F (1.1°C). Each

month, May through September has recorded temperatures in excess of 100°F (37.8°C) while each month,

Cape Henry to Cape Lookout ■ Chapter 4 ■ 243
October through May has had temperatures below

freezing. The warmest temperature on record in New

Bern is 106°F (41.1°C) recorded in July 1952 while the

coldest temperature on record is -4°F (-20°C) recorded

on Christmas Morning 1989. The average number of

days with a maximum temperature of 90°F (32.2°C) or

warmer is 41 while the average number of days with a

minimum temperature of 32°F (0°C) or cooler is 50.

(271) Rainfall averages 52 inches (1,321 mm) annually;

with July through September contributing most. The

wettest month is July with 6.77 inches (172 mm) and

the driest month is April with an average of 2.97 inches

(75.4 mm). An average of 2 inches (51 mm) of snow

falls at New Bern each winter and can be expected any

time between late November and early April. The greatest snowfall during a 24-hour period was 13 inches

(330.2 mm) in January 1965. Snowfall amounts in excess of one foot (304.8 mm) have been recorded in January and February. (See Appendix B for the New Bern

climatological table.)

(272) Most of the wharves and piers at New Bern handle

barge traffic. These privately operated facilities are on

the south side of the city on Trent River, and on the east

side on Neuse River.

(273) A marina on the south side of Trent River just

southwestward of the railroad bridge has three

100-foot-long piers with depths of 9 feet alongside.

Berths, electricity, gasoline, diesel fuel, water, and dry

storage are available; hull and engine repairs can be

made.

(274) New Bern is served by two railroads; the Norfolk

Southern and the CSX. The city is also served by commercial airlines.

(275) U.S. Route 17 highway bridge over Neuse River just

below New Bern has a fixed span with a clearance of 65

feet. The Norfolk Southern Railway bridge, 1.7 miles

above the highway bridge, has a swing span with a

clearance of 0 feet at extreme high water and 2 feet at

low water. (See 117.1 through 117.49, chapter 2, for

drawbridge regulations.) In 1984, the northeast draw of

the bridge was reported closed to navigation. The overhead power cable at the railroad bridge has a clearance

of 50 feet over the main channel.

(276) A small-craft repair facility is on the northeast side

of the river just above the bridge at Bridgeton, opposite

New Bern. A 35-ton mobile hoist and surfaced ramp are

available. Hull, engine, sail, electrical, and electronic

repairs can be made.

(277) Trent River empties into Neuse River on the south

side of New Bern. The river channel above New Bern is

marked by lights and daybeacons for a distance of about

5.5 miles.

(278) U.S. Route 70 highway swing bridge over Trent

River at the mouth has a clearance of 13 feet. (See

117.1 through 117.59 and 117.843, chapter 2, for

drawbridge regulations.) the Norfolk Southern railroad bridge, about 0.2 mile westward of the highway

bridge has a swing span with a clearance of 51⁄2 feet.

(See 117.1 through 117.49, chapter 2, for drawbridge

regulations.) Fixed twin highway bridges about 0.3

mile southwest of the Norfolk Southern railroad swing

bridge, have clearances of 45 feet. Overhead power cables cross Trent River about 1.8, 4.8, 8.8, and 14 miles

above its mouth; clearances are 65 feet, 48 feet, 55 feet,

and 63 feet, respectively.

(279) At Pollocksville, 15 miles above the mouth, U.S.

Route 17 highway bridge has a 48-foot fixed span with a

clearance of 5 feet.

(280) A fixed highway bridge with a 32-foot span and a

clearance of 2 feet at high water and 12 feet at low water

crosses Trent River, about 6.5 miles above Pollocksville.

(281) Brice Creek enters Trent River from the east about

1.7 miles above the mouth. In July 1983, the reported

controlling depth to the highway bridge 1 mile above

the mouth was 5 feet. The highway bridge has a 35-foot

fixed channel span with a clearance of 15 feet. An overhead power cable with a clearance of 14 feet is just

north of the bridge.

Chart 11548

(282) West Bay is a large irregularly shaped body of water

on the southwest side of Pamlico Sound west of Cedar

Island and just southeastward of Neuse River entrance.

The shores of the bay and its numerous branches are

marshy, and it is of little importance other than for its

oyster beds. In July 1983, a reported depth of 6 feet

could be taken into the three principal arms of the bay

through narrow and devious channels. Lights and

daybeacons mark the entrance to West Bay and the

channels in West Thorofare Bay and Long Bay, the

middle and west arms, respectively.

(283) Hooked-shaped Royal Shoal extends northwestward from the vicinity of Ocracoke Inlet. The shoal,

which bares in one place and is covered 1 to 4 feet elsewhere, is marked by four lights and a daybeacon. Tows

and other vessels sometimes anchor inside the hook

when the seas are too rough to make headway in the

sound. In July 1983, however, it was reported that this

anchorage was not a good one.

(284) A dangerous sunken wreck is reported to be about

0.4 mile north of Royal Shoal Light 5RS in about

35°09.8'N., 76°09.5'W. Caution is advised.

244 ■ Chapter 4 ■ Volume 4
Cape Henry to Cape Lookout ■ Chapter 4 ■ 245

Charts 11550, 11545

(285) Core Sound extends southwesterly along and just

inside the barrier beach from the south side of Pamlico

Sound to Cape Lookout, a distance of about 27 miles;

the width varies between 2 and 3 miles. The sound is

mostly shoal, but an improved channel, well marked by

lights, extends along its entire length. Behind Cape

Lookout, Core Sound is joined by Back Sound and The

Straits, both of which connect with Beaufort Harbor.

Channels

(286) The main route from Pamlico Sound to Beaufort

Harbor is via a marked channel through Wainwright

Slue, Core Sound, The Straits, and Taylor Creek. The

alternate route to Beaufort Harbor is via a marked

channel which leads southward along the east side of

Harkers Island from a point just eastward of The

Straits, thence southward of the island through Back

Sound, thence along the westerly side of the island

where it rejoins the main route. In 1983, the

midchannel controlling depth in the dredged sections

was 4 feet in the main route to Taylor Creek, thence in

May 1998, 8 feet was reported in the alternate route

from Harkers Island East Channel Light 14 to

Daybeacon 1.

(287) From The Straits, the main route to Beaufort Harbor leads southwestward to the junction with the alternate route, westward of Harkers Island, thence

westward along the north side of Middle Marshes to

abeam Lenoxville Point where it turns sharply northward and then westward into Taylor Creek. The route is

then westward through Taylor Creek to the wharves at

Beaufort.

Tides

(288) The mean range of tide in Core Sound is less than

1⁄2 foot, except near the inlets. Tidal currents of 1 to 2

knots may be experienced in the southern part of Core

Sound.

(289) The channels from Core Sound to Beaufort Inlet

via The Straits and Back Sound are described later in

this chapter.

Chart 11550

(290) Wainwright Slue is a small anchorage used by local

mariners in the northeastern entrance to Core Sound.

Shelter from the sea is provided by surrounding shoals

that have depths of 1 to 3 feet over them. The reported

depth in the anchorage was 8 feet in July 1983. The

marked channel into Core Sound is through Wainwright Slue and east of Wainwright Island.

(291) Cedar Island Bay, off the northeast side of Cedar Island, makes into the northwest side of Core Sound. The

bay is used mainly by fishing boats. An improved channel leads from the entrance, about 2.8 miles southwestward of Wainwright Island, to a small-craft basin on the

west side of the bay. In December 2001, the reported

midchannel controlling depth was 4 feet to the basin;

thence in 1973, 5 feet in the basin. The channel is

marked by lights and daybeacons, and by a light at the

entrance. Gasoline, diesel fuel, and water can be obtained at the pier at the head of the basin. A radar dish

antenna and a telephone tower are conspicuous on the

south entrance point to the bay.

(292) The terminal of the Ocracoke-Cedar Island ferry,

marked by private lights at the entrance, is at the north

end of Cedar Island about 5.2 miles westward of Wainwright Island. The passenger and vehicle ferry operates

daily to Ocracoke on the outer beach.

(293) Thorofare Bay, on the northwest side of Core

Sound and 8 miles from the northeastern entrance, indents the eastern shore of Cedar Island about 3 miles

southward of Cedar Island Bay. The bay is connected

with West Thorofare Bay by a land cut known as the

Thorofare.

(294) A dredged channel leads through Thorofare Bay,

and thence through the Thorofare to West Thorofare

Bay. This passage provides a convenient route to local

fishermen from Core Sound to West Bay and to the

mouth of Neuse River. In December 2001, the reported

midchannel controlling depth was 3 feet from West

Thorofare Bay to Core Sound. The critical part of the

channel is marked by lights and daybeacons.

(295) A fixed highway bridge near the eastern end of the

Thorofare has a clearance of 45 feet.

(296) Atlantic, a town on the northwest side of Core

Sound about 2 miles southwestward of the eastern entrance to Thorofare Bay, has a restaurant and a motel. A

cluster of four aluminum-colored fuel storage tanks on

the beach and a tall church spire are prominent from

seaward.

(297) A marked, dredged channel leads northeastward

from the main channel in Core Sound to a basin at Atlantic, about 0.5 mile above the entrance, thence continues northeastward behind a breakwater extending

from White Point for another 0.3 mile to a basin at Little Port Brook. In March 2009, the controlling depth

was 6.3 feet in the channel; thence in 2001, 5 feet was

reported in the basin at Atlantic; thence in March 2009,

there was shoaling to 1.6 feet in the channel to the basin to the basin at Little Port Brook; thence 4.2 feet was

in the basin. The basin at Atlantic is used mainly by

fishing boats. Gasoline, diesel fuel, water, ice, provisions, and limited marine supplies are available. A spur

channel, with a reported depth of 6 feet, leads to a
marine railway just southward of the basin; craft up to

45 feet can be handled for hull repairs.

(298) U.S. Route 70 highway connects with Beaufort and

Morehead City.

Chart 11545

(299) Sealevel is a small fishing community about 3

miles southwestward of Atlantic on the west shore of

Core Sound. A restaurant and a motel are in town. A

dredged channel leads from the sound to a basin at

Sealevel. In 2001, the reported controlling depth was 3

feet to the basin and 4 feet in the basin. The channel is

marked by a light and a buoy.

(300) A private hospital is in Sealevel.

(301) A pier, used mainly by fishing vessels, is in the basin; depths of 8 feet are reported alongside. Gasoline,

diesel fuel, water, and ice are available. Limited

amounts of marine supplies can be obtained in town.

(302) Sealevel is connected with Beaufort and Morehead

City by U.S. Route 70 highway.

(303) Davis, another small fishing community, 5 miles

southwestward of Sealevel, ships seafood to the interior

by truck. A dredged channel leads from Core Sound to a

basin at Davis. In 1982, the controlling depth to the basin was 3 feet, with 3 to 4 feet in the basin. Gasoline,

diesel fuel, water, and ice are available at a pier in the

basin; depths of 4 feet are reported alongside. There are

cabins and a restaurant at Davis; limited amounts of

marine supplies also can be obtained here.

(304) Davis is connected with Beaufort and Morehead

City by U.S. Route 70 highway.

(305) A pier, with reported depth of 6 feet alongside, is on

the north side of Oyster Creek, about 1 mile northward

of Davis. The entrance channel into the creek is marked

by a light and a daybeacon. A machine shop, near the

pier, is available for engine repairs. U.S. Route 70 highway bridge, about 0.4 mile above the entrance, crosses

Oyster Creek just above the pier. The bridge has a

41-foot fixed span with a clearance of 7 feet.

(306) Marshallberg. about 6 miles southwestward of Davis, is on the west shore of Core Sound and on the north

side of the eastern entrance to The Straits. A dredged

channel leads from the main channel in Core Sound to

a basin at Marshallberg. In July 1978, the midchannel

controlling depth was 6 feet to and in the basin. The

channel is marked by daybeacons. A boatyard on the

south side of the basin has two marine railways. The

longest can handle craft to 200 tons or 200 feet for

complete hull and engine repairs. In July 1983, depths

of 9 feet were reported alongside the boatyard. A

boatyard is immediately westward of the marina. A

marine railway here can handle vessels up to 125 feet in

length for complete hull and engine repairs. Depths of 6

feet are reported alongside the marina and boatyard. A

boatyard, about 900 yards west of the mouth of Sleepy

Creek. 0.6 mile northwest of the basin at Marshallberg,

has a marine railway that can handle craft up to 20 tons

or 50 feet long for hull repairs. In July 1983, the reported controlling depth to the railway was 4 feet.

(307) Back Sound, southward of Harkers Island, and The

Straits, which parallel Back Sound on the opposite side

of the island, provide two marked routes from Core

Sound to a junction with the Morehead City Harbor

Channel at Beaufort Inlet. The northern route leads

westward through The Straits and along the northerly

side of Middle Marshes; the southerly route leads westward through Back Sound and along the southerly side

of Middle Marshes. Both routes have several shoals

close to the channels. The chart is the best guide.

(308) The improved channel from Back Sound to

Lookout Bight has been discussed previously.

(309) The Straits, with an average width of about 0.5

mile, but in places only 100 yards wide in the channel,

also affords a through passage from Core Sound to

Beaufort Harbor. The passage has been discussed previously in this chapter. A highway bridge over the western end of The Straits has a swing span with a channel

width of 36 feet and a clearance of 14 feet. (See 117.1

through 117.49, chapter 2, for drawbridge regulations.)

The overhead power cable close eastward of the fixed

bridge has a clearance of 70 feet.

(310) Westmouth Bay is a cove on The Straits side of

Harkers Island. A marine railway at a boatbuilding yard

at the head of the bay can handle vessels to 40 feet for

hull repairs. The town of Harkers Island in the central

part of the island, has piers both on Back Sound and at

the head of Westmouth Bay; depths to the piers were

reported to be 2 feet in September 2000. Berths, electricity, gasoline, diesel fuel, water, ice, launching ramp,

wet and dry storage, and some provisions may be obtained at the piers, and there is also a small machine

shop. In Westmouth Bay, depths to the piers were reported to be 3 feet in July 1983. Gasoline, diesel fuel,

water, ice, and some marine supplies may be obtained

at the piers.

(311) Several marinas are at Shell Point, at the eastern

end of Harkers Island. Berths, electricity, gasoline, diesel fuel, water, ice, marine supplies, launching ramps,

and wet and dry storage is available.

(312) Seafood is shipped by truck and boat from Harkers

Island.

(313) A marina on the southwest point of the island has

gasoline, water, ice, and some marine supplies.

246 ■ Chapter 4 ■ Volume 4
Cape Henry to Cape Lookout ■ Chapter 4 ■ 247
248 ■ Chapter 5 ■ Volume 4

' '

'
Cape Lookout to Cape Fear

(1) This chapter describes the deepwater ports of

Morehead City and Wilmington, and the smaller ports

of Beaufort, Swansboro, Jacksonville, Wrightsville

Beach, Wrightsville, Carolina Beach, and Southport.

These smaller ports are principally engaged in barge,

fishing, and small-craft traffic.

(2) Also discussed are the waters of Cape Fear River

and its tributaries; Bogue, Stump, and Topsail Sounds;

and Beaufort, Bogue, and New River Inlets, including

some of the lesser inlets.

(3) The section of the Intracoastal Waterway from

Morehead City to Cape Fear River is described in chapter 12.

COLREGS Demarcation Lines.

(4) The lines established for this part of the coast are

described in 80.525, chapter 2.

Weather

(5) The southwesterly curve of this coastline often enables it to escape direct hits from both extratropical

and tropical cyclones. This sheltering effect is reflected

in the mean wind speeds of Wilmington (7.7 knots) and

Morehead City (8.2 knots) compared to that of Cape

Hatteras (9.9 knots). This coast is also subjected to less

cloud and rain than the Outer Banks while its waters

are calmer.

(6) From November through March gales blow about 1

to 3 percent of the time in deeper waters. Shoreward of

the 100 fathom line, from October through April, maximum winds of 45 to 55 knots have been encountered

while seas of 6 feet (2 m) or more occur 30 to 45 percent

of the time; maximum seas are in the 20- to 35-foot (6

to 11 m) range. Hurricanes can bring stronger winds

and higher waves but usually affect this portion of the

coast about once in 15 to 20 years. An exception occurred when Hurricane Bonnie ravaged the coastline

from Cape Fear to Cape Lookout in August 1998 with

maximum winds of 115 knots and near-record rainfall

totals. Hurricanes Bertha and Fran, in 1996, made

landfall within miles of each other only six weeks apart.

Both ravaged the coastline from the south of

Wilmington to Cape Lookout. Bertha made landfall

near Surf City, North Carolina, in the late afternoon of

July 12th with maximum winds of 90 knots. Then at

midnight on September 6th, Fran made landfall near

Cape Fear with maximum winds of 100 knots. Both

storms created severe wind damage, major flooding,

and near-record storm surges for the area. In September 1985, Gloria generated winds estimated at 110

knots and 40-foot (12 m) seas in these waters as it paralleled the coast before making initial landfall over

Cape Hatteras.

(7) Fog is most likely during late winter and early

spring when warm air occasionally moves across the

relatively cool water shoreward of the Gulf Stream.

Visibilities drop below 0.5 mile (0.9 km) about 2 to 3

percent of the time. Radiation fog may drift out over

the coastal waters from fall through spring when land

stations record visibilities below 0.5 mile (0.9 km) on 1

to 4 days per month.

North Atlantic Right Whales

(8) Endangered North Atlantic right whales are often

seen within 30 miles of the North Carolina coast and

may also be seen in the approaches of the deepwater

ports of Morehead City and Wilmington from November through April. (See North Atlantic right whales, indexed as such, in chapter 3 for more information on

right whales and recommended measures to avoid collisions.)

(9) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in two

Seasonal Management Area between November 1 and

April 30. The first area, around the Ports of Morehead

City and Beaufort, North Carolina, is defined as the waters within a 20-nm radius of 34o41'32.0"N.,

76o40'08.3"W. The second is a continuous 20-nm management area running from Wilmington, North

Carolina to beyond Savannah, Georgia. The area is defined as the waters contained by the following points:

(10) A: 34o10.5'N., 77o49.2'W.;

(11) B: 33o56.7'N., 77o31.5'W.;

(12) C: 33o36.5'N., 77o47.1'W.;

(13) D: 33o28.4'N., 78o32.5'W.;

(14) E: 32o59.1'N., 78o50.3'W.;

(15) F: 31o50.0'N., 80o33.2'W.;

(16) G: 31o27.0'N., 80o51.6'W.; thence due west to the

shore. (See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

Cape Lookout to Cape Fear ■ Chapter 5 ■ 249
Chart 11520

(17) From Cape Lookout the coast extends 8 miles in a

northwesterly direction and then curves gradually

westward and southward to Cape Fear. This section,

nearly 100 miles long, is similar to that between Capes

Hatteras and Lookout, but the strips of land which

form it are separated from the mainland by much narrower bodies of water. As a consequence, the thick

woods of the mainland can be seen from much farther

seaward. The beach areas from Beaufort Inlet to Bogue

Inlet and from New River Inlet to Cape Fear are undergoing rapid development. Many multistoried buildings

can be seen in these areas.

(18) Depths along this stretch of coast are regular, and 4

to 6 fathoms can be taken to within 1.5 miles of the

beach. The 10-fathom curve, about 10 miles offshore, is

nearly parallel to the shore until eastward of Cape Fear

where it bends southeastward around Frying Pan

Shoals. The 20-fathom curve is from 20 to 45 miles offshore.

(19) There are numerous charted wrecks along this section of the coast, some extending as much as 75 miles

offshore; the more dangerous ones are marked.

(20) A danger zone, near the northern end of Onslow

Bay, extends offshore from Bear Inlet to about 8 miles

southward of New River Inlet. (See 334.440, chapter 2,

for limits and regulations.)

(21) Between Beaufort Inlet and Cape Fear River are

several inlets through which 4 to 10 feet can be carried

to sheltered anchorage, but all are obstructed by shifting bars on which the sea breaks when at all rough. A

sea breeze, even if light, will cause a heavy break on the

bars, while a land breeze may be heavy without making

the bars dangerous. Strangers bound southward in

small craft should not leave a sheltered anchorage with

the wind anywhere between southeast and southwest,

and should find anchorage as soon as possible after the

wind begins to blow from those directions. The best

guide for entering or leaving the inlets is the appearance of the water, as breakers always form on the shoal

areas; strangers should not attempt to enter an inlet

when breakers form entirely across it.

(22) This section of the coast, due to its low relief, presents no good radar targets except for the structure of

Frying Pan Shoals Light.

Charts 11545, 11547

(23) Beaufort Inlet is about 220 miles southwestward of

the Chesapeake Bay entrance and the same distance

northeastward of Charleston. It is the approach to

Morehead City Harbor, the most important coastal harbor between Cape Henry and the Cape Fear River. The

ports of Morehead City and Beaufort are on the west

and east sides of the harbor, respectively.

(24) Morehead City, about 4 miles above the Beaufort

Inlet channel entrance, is a modern resort city, with

marine, shopping, and service facilities, and hotels,

motels, and restaurants. It is 249 miles south of Norfolk, Va., and 154 miles north of Wilmington, N.C., by

coastwise routes.

(25) The port of Morehead City, the first deep-draft port

south of Norfolk, Va., serves as a cargo transshipment

point for oceangoing vessels, barges plying the

Intracoastal Waterway, rail, and trucks. Exports include general cargo, phosphates, tobacco, pulpwood,

logs, asphalt, salt, urea, potash, fishmeal, animal feed,

and fertilizers. Imports are petroleum products (including fuel oils and asphalts), fishmeal, chemicals,

rubber, fertilizers, and lumber.

Prominent features

(26) The phosphate building and the tallest water tank

at the State Ports Authority Terminal, Highway 70

bridge over the Newport River, and water tanks at

Beaufort, Atlantic Beach, and on Harkers Island are the

most conspicuous landmarks from seaward. It is reported that under ideal conditions Cape Lookout Light

and the configuration of Cape Lookout prove of some

value as radar targets in making the approach to Beaufort Inlet; these targets, however, should not be relied

upon too strongly.

(27) Fort Macon State Park is on the west side of Beaufort Inlet. The Fort Macon Coast Guard Base is close

westward of the fort on Fort Macon Creek.

COLREGS Demarcation Lines

(28) The lines established for Beaufort Inlet are described in 80.525, chapter 2.

Channels

(29) A Federal project provides for a channel 47 feet

deep over the ocean bar at Beaufort Inlet, thence 42 feet

to a turning basin off the North Carolina State Ports

Authority Terminal at Morehead City with 40 feet in the

turning basin’s east leg and 35 feet in the west leg;

thence a 12-foot channel and turning basin westward

along the Morehead City waterfront as far as Tenth

Street; thence a 6-foot channel to the Intracoastal Waterway in Bogue Sound. The entrance and main channels and all of Beaufort Inlet are subject to continual

change. Lighted ranges and lighted buoys mark the

main channel. Lights, buoys, and daybeacons mark the

minor channels. (See Notice to Mariners and latest editions of the charts for controlling depths.)

250 ■ Chapter 5 ■ Volume 4
Anchorage

(30) Vessels required to anchor to await a pilot are advised to select an anchorage on a line east of the position 34°38'25"N., 76°39'26"W. Good anchorage for

large vessels also may be found in the area from the sea

buoy eastward to Cape Lookout in good sand-shell

holding bottom. All of the anchorages are exposed from

the southwest quadrant.

Dangers

(31) Cape Lookout Shoals, previously described in

chapter 4, are the principal danger in the approach to

Beaufort Inlet. Discontinued spoil areas are on both

sides of the approach to the entrance channel, and a

spoil area is immediately northward of the one on the

west side. Lesser depths than charted may exist in these

areas; caution is advised. A number of wrecks, some of

which are marked, are in the approaches. A fish haven

is about 3.8 miles west-northwestward of the sea buoy.

Tides

(32) The mean range of tide at Morehead City is 3.1 feet.

(See the Tide Tables for daily predictions.)

Currents

(33) Tidal currents along Beaufort Inlet Channel attain

velocities of up to about 2 knots. They usually set along

the channels, but, at the entrance to Morehead City

Channel, they usually set across the channel near the

end of the flood period and beginning of the next ebb.

(34) Heavy swells build up in Beaufort Inlet Channel

with northerly or southerly winds, making boating

hazardous and entry or departure of ships difficult during unfavorable tidal conditions. Tidal conditions are

hazardous near and under the causeway north of the

State Ports Authority Terminal. It was reported in July

1983, that the current will attain a velocity of 4 to 5

knots off the southwest corner of the State Ports Authority Terminal, and whirlpools will develop off the

southeast corner at maximum tides. (See the Tidal Current Tables for predictions.)

(35) The marine influence at Cherry Point/Morehead

City is reflected by the average number of days the temperature reaches 90°F (32.2°C) (35 days) and falls to

32°F (0°C) or below (40 days). In midsummer, average

highs reach the upper 80's (30.1° to 32.2°C) with nighttime lows about 10° to 15°F (5.6° to 8.4°C) cooler. Winters are mild as maximum temperatures usually climb

to the mid 50's (12.2° to 13.3°C) with nighttime readings in the mid 30's (1.1° to 2.2°C). July is the warmest

month with an average high of 88°F (31.1°C) and an average low of 72°F (22.2°C). January is the coolest

month with an average high of 55°F (12.8°C) and an average low of 36°F (2.2°C). The warmest temperature on

record is 104°F (40°C) recorded in June 1993 while the

lowest temperature on record is -2°F (-18.9°C) recorded in January 1985. Each month, May through

September, has recorded temperatures of 100°F

(37.8°C) while each month, October through April, has

had temperatures below freezing. The average number

of days with a maximum temperature of 90°F (32.2°C)

or greater is 35, while the average number of days with

a minimum temperature of 32°F (0°C) or cooler is 40.

(36) More than one-third of the average 55 inches

(1,397 mm) of rain falls during July, August and September, often as heavy, brief showers or thunderstorms.

Measurable precipitation falls on 4 to 7 days per month

on the average. July is the wettest month averaging

7.37 inches (187.2 mm) while April is the driest month

averaging 2.68 inches (68.1 mm) of rainfall. Over 9

inches (228.6 mm) of precipitation fell during one

24-hour period in September 1946.

(37) Snowfall averages only 2.5 inches (63.5 mm) each

year and has fallen in each month, November through

April. The greatest 24-hour snowfall was 16 inches

(406.4 mm) which occurred in March 1980.

(38) Visibilities are usually good although a steady

southerly blow can produce haze and mist.

(39) The southerly exposure of Cherry Point/Morehead

City, with only a slender, low barrier island as protection, makes it vulnerable to the destructive winds and

tides of hurricanes. An average of 1.2 tropical cyclones

annually, have passed within 150 miles (278 km) of

Morehead City during the past 153 years (1842-1995).

Most approach from the southwest or south. The principal threat of destructive winds and exceptionally high

tides comes from tropical cyclones that originate in the

tropical North Atlantic during August and September;

particularly those that recurve northward so that the

last 300 miles (556 km) or more of their approach lies

over water and, which subsequently strike or pass close

to the port. They also pose an additional threat of destructive tidal currents if they accelerate to forward

speeds of 20 knots or more, after recurving, and make

landfall within 100 miles (185 km) west of the port. The

strongest recorded winds at Morehead City were 77

knots with gusts to 112 knots during Helene in September 1958. This was probably exceeded during Ione

in September 1955 but no record was made; sustained

winds were estimated at 82 knots with gusts to 93

knots.

(40) The exposure to the destructive winds and tides of

many recurving tropical cyclones makes Morehead

City unsuitable as a hurricane haven for both small

craft and large ocean-going vessels. There are no sheltered berths or hurricane anchorages for deep-draft

Cape Lookout to Cape Fear ■ Chapter 5 ■ 251
vessels. These ships should evade at sea if hurricane

force winds (64 knots or more) are expected. Vessels

with a large sail area should evade if winds of 48 knots

or more are expected. Small recreational craft should,

if possible, be removed from the water and firmly secured in a sheltered location ashore when a “Hurricane

Watch” is issued. Bearing in mind that bridges will remain closed to waterborne traffic during a hurricane

threat, larger shallow draft vessels should secure in

those creeks and waterways farther inland, which offer

the shelter of surrounding woodland.

(41) Peletier and Spooners Creeks off the Intracoastal

Waterway in Bogue Sound are bounded by good piling,

and the nearby woodland offers some protection from

destructive winds. Damage is more likely, this close to

the open ocean, from a storm surge, which may be associated with seas over-topping Bogue Banks in the

case of a near strike by a hurricane. Furthermore, recent development along Bogue Banks presents the

strong possibility that approaches to these creeks, via

the Intracoastal Waterway, will be blocked with debris

from mobile home parks and other structures on the

dunes, for a considerable period after a hurricane

strike. For these reasons, many craft, including fishing

vessels, prefer to secure to trees long the Adams Creek

Canal section of the Intracoastal Waterway just south

of the Core Creek fixed highway bridge. More detailed

information may be found in the Hurricane Havens

Handbook for the North Atlantic Ocean as mentioned

in Chapter 3.

Pilotage, Morehead City

(42) Pilotage is compulsory for all foreign vessels and

U.S. vessels under register in the foreign trade. Pilotage

is optional for U.S. coastwise vessels which have on

board a pilot licensed by the Federal Government.

(43) Pilotage is available from Morehead City Pilots Association, Inc., Maritime Building, 113 Arendell Street,

Morehead City, NC 28557, telephone 252-726-4068, fax

252-726-9044, radiotelephone VHF-FM channels 14

and 16.

(44) The pilot boat is 44 feet long, and has a black hull

with a white top and the word PILOT displayed on the

sides of the house. At night, the pilot boat displays a

white light over a red light. The pilot boat monitors

VHF-FM channels 13, 14, and 16, and works channel 14.

Pilots board vessels in the vicinity of Beaufort Inlet

Channel Lighted Whistle Buoy BM (34°34'49"N.,

76°41'33"W.) and east of Beaufort Inlet Channel in position 34°38.4'N., 76°39.4'W. from the pilot boat, day or

night. Vessels should maintain a speed of about 5 knots

and provide a pilot ladder 1 meter above the water.

Deeper draft vessels may be required to anchor east of

Beaufort Inlet Channel east of the previously mentioned

pilot boarding position, or east of channel Buoy 6, and

wait on tides before entering. (See anchorage.)

(45) Arrangements for pilot services are usually made

well in advance through ship’s agents or direct to the pilot office. Vessels are requested to give a 2-hour advance

notice before ETA.

Towage

(46) Tugs up to 4,000 hp are available; tugs are required

for docking oceangoing vessels. Arrangements for such

services are usually made well in advance through

ships’ agents.

Quarantine, customs, immigration, and agricultural

quarantine

(47) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(48) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) There is a county hospital in

Morehead City.

(49) Beaufort-Morehead City is a customs port of entry.

Harbor regulations

(50) The port of Morehead City is administered by the

North Carolina State Ports Authority, which is represented by the manager of the North Carolina State

Ports Authority Terminal. The manager’s office is at the

terminal. There are no formal harbor regulations.

Wharves

(51) The facilities described at the port of Morehead City

include the North Carolina State Ports Authority Terminal and a privately operated oil terminal on the east

side of the basin on Radio Island.

(52) The alongside depths for the facilities described are

reported depths. (For information on the latest depths,

contact the State Ports Authority or the private operator.) Unless otherwise indicated, the facilities mentioned are owned and/or operated by the State Ports

Authority.

(53) Most of the other facilities in the port are used by

fishing vessels and small craft. For a complete description of the port facilities, refer to Port Series No. 12,

published and sold by the U.S. Army Corps of Engineers. (See Appendix A for address.)

(54) Facility on Radio Island:

(55) Aviation Fuel Terminals Tanker Wharf (34°42'53"N.,

76°41'29"W.): on west of Radio Island; 100-foot face, 650

feet with dolphins; 34 feet alongside; deck height, 12

feet; handles petroleum products, sulfur, and liquid fertilizer.

(56) Facilities on north side of Bogue Sound:

252 ■ Chapter 5 ■ Volume 4
(57) North Carolina State Ports Authority Berth No. 1

(34°43'06"N., 76°41'44"W.): 350-foot south face, 80-foot

east face; 40 feet alongside; deck height, 10 feet, 2 feet at

ramps at west end of south face.

(58) North Carolina State Ports Authority, Berths Nos.

2 and 3, adjoining Berth No. 1 to the southwest;

1,000-foot face; 40 feet alongside; deck height, 10 feet;

shiploader with overhead clearance of 45 feet;

belt-conveyor system, loading rate 3,000 tons per hour;

handles phosphoric acid and dry bulk materials including phosphate; operated by North Carolina State Ports

Authority and Morehead City Exports Terminals.

(59) North Carolina State Ports Authority Berths Nos.

4 and 5: adjoining Berths Nos. 2 and 3 to the west;

1,281-foot face; 35 feet alongside; deck height, 10 feet;

mobile cranes to 30 tons; handle general cargo, asphalt, salt, and fishmeal; various operators.

(60) North Carolina State Ports Authority Berths Nos.

6 and 7: adjoining Berths Nos. 4 and 5 to westward;

1,090-foot face; 35 feet alongside; deck height, 10 feet;

two traveling 115-ton gantry cranes; use of mobile

equipment from Berths Nos. 4 and 5; handles general

cargo and dry bulk materials including lumber, steel,

paper products, machinery, potash, urea, fishmeal, and

heavy lift items; various operators.

(61) North Carolina State Ports Authority Berths Nos.

8 and 9: adjoining Berths Nos. 6 and 7 to the northward; 1,350-foot face with 100-foot roll-on/roll-off

ramp at north end; 35 feet alongside; deck height, 10

feet, 8 feet at roll-on/roll-off ramp; use of gantry cranes

from Berths Nos. 6 and 7 and mobile equipment from

Berths Nos. 4 and 5; handles general, heavy-lift,

containerized, and roll-on/roll-off cargo.

(62) A Navy staging area and three LST loading ramps

are at the southern end of Radio Island. Three rows of

mooring dolphins separate the loading ramps. A submerged groin extends southward along the easterly

side of the easterly row of dolphins.

Supplies

(63) Bunker C fuel oil is available at North Carolina

State Ports Authority Berth No. 1. Diesel fuel is obtained by truck. Marine supplies and provisions are

available in Morehead City.

Repairs

(64) There are no drydocking or major repair facilities

for deep-draft vessels in the port; the nearest facilities

are at Newport News and Norfolk, Va. Several machine

shops, off the waterfront, can make limited abovethe-waterline repairs. The largest of these shops is

equipped to perform general welding and fabricating,

and produce shafts up to 20 feet in length.

(65) A boatyard about 0.55 mile west of North Carolina

State Ports Authority Berths Nos. 8 and 9 has a 300-ton

vertical lift. A 10-ton crane is at the yard. Hull and engine repairs can be made to small vessels.

Small-craft facilities

(66) Most of the small-craft facilities are along the

southern waterfront of Morehead City. A yacht basin is

on the north side of the city, off the northwest side of

the North Carolina State Ports Authority Terminal.

Other small-craft facilities are at nearby Beaufort and

Radio Island, and westward of the city along the

Intracoastal Waterway.

(67) (See the small-craft facilities tabulation on chart

11541 for services and supplies available.) Restaurants

and living accommodations are along the Morehead

City waterfront.

Communications

(68) The port is served by U.S. Route 70 and State Route

24. The city is linked to the Norfolk Southern Railway

System through the Atlantic and East Carolina Railway. The 3-mile Beaufort and Morehead Railroad connects the city with nearby Radio Island.

(69) Beaufort (pronounced BO-furt), on the eastern

side of Morehead City Harbor, has considerable fishing

and boatbuilding activity. It is reached from Beaufort

Inlet through Beaufort Channel and from the

Intracoastal Waterway through Gallants Channel. The

Taylor Creek Channel is described in chapter 4.

(70) A Federal project provides for channel depths of 15

feet in Beaufort Channel, 12 feet in Gallants Channel

from the Intracoastal Waterway to the first turn just

north of Town Creek, thence 15 feet in the lower part of

the channel to the junction with Beaufort Channel, and

thence 15 feet from the junction through a 12-foot basin in front of the town of Beaufort, and thence through

Taylor Creek to a point 0.2 mile westward to Lenoxville

Point. The channels are subject to shoaling between

dredging, and lesser depths may be found. (See Notice

to Mariners and latest editions of charts for controlling

depths.) The channels are well marked by lights, buoys,

and daybeacons. A submerged groin extends southward

between the westerly edges of Beaufort Channel and

the easterly row of dolphins at the southeastern end of

Radio Island.

(71) A dredged channel leads eastward from Gallants

Channel to a basin at the head of Town Creek, north of

Beaufort. In August 2008, the reported depth to the

basin was 12 feet.

(72) Beaufort is connected by a highway bridge across

Gallants Channel to Radio Island and thence to

Morehead City by bridges over the Intracoastal Waterway. The minimum clearance is 13 feet for the bascule

Cape Lookout to Cape Fear ■ Chapter 5 ■ 253
bridge over Gallants Channel. (See 117.1 through

117.49 and 117.822, chapter 2, for drawbridge regulations.) An overhead power cable close northward of the

highway bridge has a clearance of 87 feet. The bridges

over the Intracoastal Waterway are described in chapter 12.

Small-craft facilities

(73) Most of the facilities are along the southwest waterfront of Beaufort. There are also facilities near the

northern end of Radio Island. (See the small-craft facilities tabulation on chart 11541 for services and supplies

available.) Machine shops in Beaufort can make engine

repairs.

Charts 11543, 11541

(74) Bogue Sound extends about 22 miles westward

along the coast from Beaufort Inlet to Bogue Inlet. It is

shallow and separated from the ocean by Bogue Banks,

a wooded beach 0.1 to 1 mile wide. The sound is about 2

miles wide midway of its length, but narrow at each

end; the western end has numerous marshy islets. The

Intracoastal Waterway route is through the north side

of the sound. The mean range of tide in Bogue Sound is

about 2.5 feet near the inlets, and about a foot where

the tides meet near the middle. Strong south and

southwest winds may raise the tide a foot or more, and

north to northwest winds lower it the same amount.

(75) Bogue Inlet, 22 miles west of Beaufort Inlet, is the

seaward approach to the town of Swansboro, which can

be seen from outside. The entrance is used almost exclusively by local fishermen. The inlet is between a

high wooded ridge on the west and a long low spit on

the east. On the inside of the spit, about a mile eastward

of the inlet, is Swansboro Coast Guard Station. The entrance to the inlet, obstructed by a shifting bar extending about 0.5 mile seaward, is subject to frequent

change. The channel is marked by uncharted lighted

and unlighted buoys which are frequently shifted to

mark the best water. Strangers should wait for a rising

tide and never attempt to enter when the bar is breaking. If local fishermen happen to be coming in, it is advisable to follow them. The channels inside the inlet

are also subject to considerable change, particularly

during southeast and southwest storms.

(76) The mean range of tide is 2.2 feet in the inlet; high

water occurs 2 hours earlier than at the head of the

marshes inside. (See the Tide Tables for daily predictions.)

(77) A fish haven, covered 15 feet, is about 4 miles

southeastward of Bogue Inlet in about 34°36'42"N.,

77°02'18"W.

(78) Swansboro, a small town on the west bank of White

Oak River 3 miles north of Bogue Inlet, is reached by

the shifting channel from the inlet, and from Bogue

Sound and Cape Fear River through the Intracoastal

Waterway. Numerous fishermen base at Swansboro.

State Route 24 highway bridge over White Oak River at

the town has a 30-foot fixed span with a clearance of 12

feet. The highway bridge over the easterly channel,

about 0.3 mile southeastward, has a 30-foot fixed span

with a clearance of 6 feet. Swansboro is described in

more detail in connection with the Intracoastal Waterway, chapter 12.

(79) For 4 miles above Swansboro, White Oak River has

a width of 1 mile or more through which there is a narrow tortuous channel between the flats and oyster

rocks. Farther up, the river is narrow and deep and

leads between marshes to the fixed bridge at the town

of Stella, about 8 miles above Swansboro. The river

above State Route 24 highway bridge is unmarked and

has many logs and snags; navigation is limited to shallow-draft skiffs only.

(80) Bear Inlet and Browns Inlet, 3 and 6 miles westward of Bogue Inlet, respectively, are unmarked and

used by local boats only; neither is recommended to

strangers.

(81) The danger zones of firing ranges are in the ocean

between Bear Inlet and New River Inlet and in New

River. (See 334.440, chapter 2, for limits and regulations.) A Sea Turtle Sanctuary, Marine Protected Area

(MPA), extends from Bogue Inlet to New River Inlet.

(See Appendix C for additional information.)

Chart 11542

(82) New River Inlet, 35 miles westward of Beaufort Inlet, is considered dangerous by local pilots, and entrance should not be attempted except under the most

favorable conditions. A strong ebb current from the inlet causes a break on the bar when there is a sea outside. The break is especially bad when the ebb sets

against a south or southeast wind. The mean range of

tide at the inlet is 3 feet. At the head of the marshes, 2

miles above the entrance, the range is about 1 foot.

(See Tide Tables for daily predictions.)

(83) The bar channel is subject to continual change and

local knowledge is advised. The inlet is marked at the

entrance by a lighted whistle buoy; other buoys marking the bar channel are not charted because they are

frequently shifted in position. Caution is advised when

navigating the area. An unmarked fish haven is about

1.9 miles southwestward of the southern entrance

point to New River Inlet.

254 ■ Chapter 5 ■ Volume 4
(84) New River has a width of 1 to 2 miles from the head

of the marshes above the inlet to within 2 miles of Jacksonville, above which it is a narrow stream. There is

practically no periodic tide in the river. It has been reported, however, that the wind can vary the height of

the water 3 to 4 feet at the State Route 172 highway

bridge, 3 miles above the Intracoastal Waterway.

(85) A dredged channel in New River leads from the

Intracoastal Waterway to a point about 0.65 mile below

U.S. Route 17 highway bridge at Jacksonville. In

April-May 2008, the controlling depth was 1.4 feet from

the Intracoastal Waterway to Light 23; thence in 2002,

5.1 feet to Light 42; thence in 1977, 5.7 feet to the head

of the project at the Route 17 bridge in Jacksonville.

The channel is well marked by lights and daybeacons.

Spoil areas, some discontinued, extend close along the

easterly side of the channel for almost its entire length.

(86) Fulcher Landing, used mainly by fishermen, is on

the west side of New River about 1.5 miles above the

Intracoastal Waterway. There are numerous piers at

seafood-packing houses at the landing where gasoline,

diesel fuel, water, electricity, and marine supplies may

be obtained. Cabins and a restaurant are nearby. Two

marine railways here can haul out boats up to 50 feet

for engine and hull repairs.

(87) State Route 172 highway bridge over New River, 3

miles above the Intracoastal Waterway, has a fixed span

with a clearance of 65 feet.

(88) A small-craft facility is just below the bridge on the

south side of the river; berths, gasoline, water, and limited marine supplies are available. In July 1983, depths

of 3 feet were reported alongside the facility. A marine

railway that can handle craft up to 60 feet long is 0.25

mile below the bridge on the south side of the river. In

July 1983, depths of 5 feet were reported available to

the railway.

(89) Jacksonville, on the east bank of New River about

17 miles above the Intracoastal Waterway, is a city with

a county hospital. Limited amounts of marine supplies

are available here. Pulpwood is shipped by rail and also

by barge down the Intracoastal Waterway.

(90) There are several barge docks and a marina on the

east side of the river at Jacksonville. Berthage, electricity, gasoline, diesel fuel, water, ice, marine supplies,

and a launching ramp are available at the marina. A

trailer can haul out craft to 28 feet for hull and engine

repairs.

(91) Jacksonville has highway connections with U.S.

Route 17 and State Routes 24, 53, and 258.

(92) U.S. Route 17 highway bridge over New River at

Jacksonville has a 40-foot fixed span with a clearance of

15 feet. An overhead power cable with a clearance of 18

feet is just south of the U.S. Route 17 bridge. Above the

U.S. Route 17 bridge, the overhead power cables have a

minimum clearance of 22 feet. A highway bridge, about

200 yards below U.S. Route 17 bridge, has a 28-foot

fixed span with a clearance of 13 feet. A fixed highway

bridge with a clearance of 65 feet crosses New River at

the southern entrance to Wilson Bay, about 1.5 miles

below the U.S. Route 17 highway bridge.

(93) A small-craft facility 600 yards below the U.S.

Route 17 highway bridge on the west side of the river;

berths, gasoline, pumpout, electricity, water, marine

supplies, surfaced launching ramp, engine repairs and

a 6-ton lift are available. An approach depth of 3 feet

and alongside depth of 5 feet were reported in 2002.

(94) Chaney Creek extends eastward about 300 yards

north of the U.S. Route 17 bridge. A privately marked

channel leads to a marina about 0.7 mile above the

mouth. Depths of 1 to 3 feet can be carried to the fixed

bridges just above the marina. The fixed spans have

minimum clearances of 8 feet horizontal and 6 feet vertical. The marina has berths with electricity, gasoline,

water, ice, and marine supplies; hull and engine repairs

can be made.

Charts 11539, 11541

(95) New Topsail Inlet, 19 miles southwestward of New

River Inlet, is entered through a marked channel over a

shifting bar. The bar channel leads to a junction with

two dredged channels inside the entrance. The buoys

marking the bar channel are frequently shifted in position to mark the best water, and therefore not charted;

caution is advised. The inlet should not be entered by

strangers. A southwesterly or northwesterly storm totally changes the configuration of the inlet. Information on existing conditions can be had by contacting

the Wrightsville Beach Coast Guard Station. The mean

range of tide is 3 feet.

(96) An unmarked fish haven is about 2.2 miles eastward of the northern entrance point to New Topsail Inlet.

(97) The dredged channels inside the entrance are well

marked. One channel leads northeastward through

Topsail Sound for about 5.5 miles to a junction with the

Intracoastal Waterway; in March 2009, the controlling

depth was 4.2 feet with shoaling to 0.4-foot close to

Buoy 22; aids mark best water. Howards Channel leads

northwestward for about 1.1 miles to a junction with

the Intracoastal Waterway; in February 2009, the controlling depth was 2.3 feet. Both channels are subject to

continual change, and local knowledge is advised.

(98) Topsail Sound extends northeastward from New

Topsail Inlet along the northwesterly side of the barrier

beach. There are several marinas on the southeasterly

side of the sound where berthage, electricity, gasoline,

Cape Lookout to Cape Fear ■ Chapter 5 ■ 255
water, ice, and limited amounts of marine supplies can

be obtained. Hull, engine, and electronic repairs can be

made; launching ramps are available.

(99) Little (Old) Topsail Inlet, 1.5 miles southwestward

of New Topsail Inlet, is constantly changing and was reported closed in July 1983. The shore on both sides is a

low sand beach without distinguishing marks.

(100) Rich Inlet, about 4.5 miles southwestward of New

Topsail Inlet, is constantly changing and was reported

closed in July 1983.

(101) An unmarked fish haven is about 2.7 miles southward of the southern entrance point to Rich Inlet.

(102) Mason Inlet is 8.5 miles southwestward of New

Topsail Inlet. The inlet was restored in March 2002 with

12 feet reported at the entrance, thence 10 feet to the

Intracoastal Waterway. The inlet is subject to continual

change and local knowledge is advised.

(103) Wrightsville Beach is a summer resort about 11.5

miles southwestward of New Topsail Inlet. Two tanks

and many multistoried buildings on the beach and on

Harbor Island are prominent from seaward. The facilities on the inside of the barrier beach are reached

through Masonboro Inlet.

(104) Wrightsville Beach Coast Guard Station is at the

southern end of Wrightsville Beach at Masonboro Inlet.

(105) Masonboro Inlet, about 12.5 miles southwestward

of New Topsail Inlet and 22.3 miles north-northeastward of Cape Fear, is protected by jetties. A lighted

whistle buoy is off the entrance.

(106) A channel leads between the jetties at Masonboro

Inlet, thence northward through dredged Banks Channel and Motts Channel to a junction with the

Intracoastal Waterway at Wrightsville. The buoys

marking the bar channel are frequently shifted to mark

the best water, and therefore not charted; caution and

local knowledge are advised. Banks and Motts Channels

are well marked by lights and daybeacons.

(107) Strong tide rips form on the ebb current. The mean

range of tide on the bar is 3.8 feet. (See Tide Tables for

daily predictions.)

(108) The municipal dock at Wrightsville Beach, just

southward of U.S. Route 74-76 highway bridge, is 120

feet long with a reported depth of 4 feet alongside; water and electricity are available. Charter fishing boats

use the wharf. There is bus service between

Wrightsville Beach, Wrightsville, and Wilmington.

(109) Several small-craft facilities are on the north side

of Motts Channel between Wrightsville Beach and

Wrightsville. (See the small-craft facilities tabulation

on chart 11541 for services and supplies available.)

(110) Other marinas along the Intracoastal Waterway at

Wrightsville are discussed in chapter 12.

Charts 11539, 11534

(111) Carolina Beach Inlet is about 7 miles south of

Masonboro Inlet. A lighted whistle buoy marks the approach to the inlet. The inlet is marked by unlighted

buoys and is used as an access to the Intracoastal Waterway. A 452-foot tower is prominent at 34°05.0'N.,

77°53.1'W. in the inlet approach. The inlet is subject to

continual change and should be used only with local

knowledge.

(112) Carolina Beach is a resort about 3 miles southward

of Carolina Beach Inlet and 12 miles northward of Cape

Fear. A dredged channel connects the landlocked basin

at the town with Myrtle Grove Sound and the

Intracoastal Waterway. In February 2003, the controlling depth was 4.2 feet. Daybeacons mark the channel.

(113) Some of the more prominent landmarks that can

be seen from seaward along this section of the coast

are: a group of four loran towers centered in 34°03.8'N.,

77°54.8'W., about 2 miles north-northwestward of

Carolina Beach; a water tank at Carolina Beach; a tank

and radar domes at Kure Beach, 3.8 miles and 5 miles

southward of the loran towers, respectively; and the

stack, microwave tower, and buildings of the nuclear

powerplant on the west side of the Cape Fear River, 7.4

miles southwestward of the loran towers.

(114) New Inlet, about 17.5 miles south of Masonboro Inlet and 4.7 miles north-northeast of Cape Fear, is constantly changing and was reported closed in July 1983.

Chart 11536

(115) Cape Fear is a low, sharp, sandy point 85 miles

southwestward of Cape Lookout at the southern extremity of Smith Island. This island, on the eastern

side of the entrance of Cape Fear River, is mostly low

and marshy, but on the western side has a thick growth

of trees and a 99-foot-high octagonal tower of an abandoned light. A marina near the abandoned light has

berths with electricity, gasoline, diesel fuel, a pumpout station, and marine supplies. In June 2006, an approach and alongside depth of 7.5 feet was reported.

(116) Frying Pan Shoals, extending south-southeastward

from Cape Fear, are bare in spots near the shore and have

general depths of 2 to 12 feet in an unbroken line to a

point 10 miles from the cape; for 6 miles farther the

shoals are broken with depths ranging from 10 to 20 feet.

A natural channel, known as Frying Pan Shoals Slue,

cuts through the shoals about 11.5 miles southward of

Cape Fear. The slue is marked at the northeastern approach by a lighted whistle buoy, about midway of its

length by two buoys, and at its southwestern approach

by a lighted buoy. A depth of about 20 feet can be

256 ■ Chapter 5 ■ Volume 4
carried through the channel with the aid of the chart.

The channel is used by fishing boats and other small

craft.

Chart 11537

(117) Cape Fear River, 370 miles long and the approach

to the city of Wilmington, empties into the sea immediately westward of Cape Fear. Barge traffic is active as far

as Fayetteville, about 125 miles above the mouth.

(118) Wilmington, 24 miles above the mouth, on the east

bank of Cape Fear River, is the leading port of North

Carolina. It is 363 miles south of Norfolk, Va., and 315

miles north of Jacksonville, Fla., by coastwise routes.

Exports are tobacco, woodpulp, bulk cement, fabricated metal products, and scrap metal. Imports are petroleum products, fertilizers, ferrous and non-ferrous

ores, lumber, paper, salt, sulfur, textiles, iron and steel

products, fabricated metal products, and bulk chemicals. There are many tourist attractions and points of

historical interest in the city and vicinity, including the

USS NORTH CAROLINA, a World War II memorial,

which is berthed on the west bank of Cape Fear River

opposite Wilmington.

Prominent features

(119) Oak Island Light (33°53'34"N., 78°02'06"W.), 169

feet above the water, is shown from a 155-foot cylindrical tower, upper part black, middle white, and lower

part gray, on Oak Island on the western side of Cape

Fear River entrance. It is the most conspicuous object

in the approach. The abandoned lighthouse, known as

“Old Baldy”, on the west side of Smith Island, and the

buildings of the Oak Island Coast Guard Station, westward of Fort Caswell, are also conspicuous.

(120) Water tanks at Yaupon Beach, Southport and at

Kure Beach and two silver radar domes about 1.3 miles

southward of the tank at Kure Beach are visible well to

seaward. The floodlights at the buildings on the beach

about 1 mile westward of Oak Island Light are reported

to be highly visible at night. The lights on the stack, microwave tower, and on the buildings of the nuclear

powerplant, on the west side of Cape Fear River 2.5

miles above Southport, are prominent at night.

(121) Frying Pan Shoals Light structure (33o29'06"N.,

77o35'24"W.) is reported to be a good radar target in the

approach to Cape Fear River. It is also reported that under ideal conditions the configuration of Cape Fear and

Oak Island Light prove of some value as radar targets

when closer in; these targets, however, should not be

relied upon too strongly.

COLREGS Demarcation Lines

(122) The lines established for Cape Fear River are described in 80.530, chapter 2.

Channels

(123) A Federal project provides for a channel 40 feet

deep over the ocean bar, thence 38 feet for 24 miles to

Wilmington including the turning basin off the southerly part of the city; thence in Northeast Cape Fear

River 32 feet to and including a turning basin 0.4 mile

above the mouth, thence 32 feet to Hilton Bridge about

1.2 miles above the mouth, and thence 25 feet to the

upstream limit of the Federal project about 1.5 miles

above the bridge, including a turning basin about 1

mile above the bridge. (See Notice to Mariners and latest editions of charts for controlling depths.) The channel is well marked with lighted ranges and other aids.

(124) Western Bar Channel, close to Fort Caswell on the

western side of the entrance to Cape Fear River, is used

considerably by small craft bound westward along the

coast. This unmarked channel had a reported depth of 8

feet in July 1983, and the best water was about 50 yards

offshore. The channel is not stable, and local knowledge is advised for boats drawing over 6 feet. Abreast

Oak Island Coast Guard Station, the shore should not

be approached closer than 0.3 miles. A dredged channel

from Cape Fear River to the Coast Guard wharf had a

reported midchannel controlling depth of 41⁄2 feet in

July 1998. The channel is marked by daybeacons and

lights.

(125) A ferry, operated by the N.C. State Highway Commission, crosses the river from Price Creek about 4.5

miles above the mouth to Federal Point on the east side

of the river about 3 miles south-southwest of Kure

Beach. The channels leading to the ferry terminals are

marked by pilings with reflectors and are maintained

by the Highway Commission. In 1991, Price Creek ferry

channel had a reported controlling depth of 10 feet. In

August 1985, Federal Point ferry channel had a reported controlling depth of 7 feet.

(126) An overhead power cable with a clearance of 165

feet over the main channel crosses Cape Fear River

about 18.8 miles above the mouth.

(127) U.S. Route 74/76 highway lift bridge with a clearance of 65 feet down and 135 feet up crosses Cape Fear

River at Wilmington, about 23.5 miles above the mouth.

The bridgetender monitors VHF-FM channel 16 and

works on channels 13 and 18; telephone 910-251-5773.

(See 117.1 through 117.49, chapter 2, for drawbridge

regulations.) Bridges crossing Cape Fear River above

Wilmington are discussed later in this chapter.

Cape Lookout to Cape Fear ■ Chapter 5 ■ 257
Anchorages

(128) Fair anchorage is available in the Cape Fear River

abreast the town of Southport. The holding ground is

good, but because of strong tidal currents vessels

should anchor with a good scope of chain. This anchorage is sometimes used as a harbor of refuge in the winter by coasting vessels.

(129) Vessels awaiting entrance to the river may find

good holding ground in about 7 fathoms within 0.6

mile southeastward of the sea buoy (Cape Fear River

Entrance Lighted Whistle Buoy CF). The area to the

northwestward of the sea buoy is reported to be rocky

and foul, and some vessels have lost anchors or broken

flukes in the area.

Dangers

(130) Frying Pan Shoals are the principal danger in the

approaches to Cape Fear River. Isolated wrecks, some

marked, and obstructions with varying depths over

them are in the approaches.

(131) In June 2007, a rock was reported with shoaling to

28 feet at 33o42'38"N., 78o02'08"W.

(132) Bald Head Shoal and Jay Bird Shoals (Middle

Ground) are dangerous shoals on either side of the bar

channel.

(133) Caution should be exercised in Cape Fear River at

times when tides are higher than normal and after

heavy rains as logs and floating debris may be encountered.

(134) A restricted area of the Sunny Point Army Terminal

is 9 miles above the mouth of Cape Fear River. (See

334.450, chapter 2, for limits and regulations.)

Routes

(135) On the approach to Cape Fear River from northward, the safer course, and the one generally used by

deep-draft vessels, is outside of Frying Pan Shoals

Lighted Buoy 16.

(136) From southward, deep-draft vessels should set a

course to pass outside the broken ground extending

offshore between Cape Romain and Winyah Bay. When

clear of this broken ground, the course can be shaped

for Cape Fear River Entrance Lighted Whistle Buoy CF.

When approaching from southward an overrun of as

much as 0.5 knot may be expected except during northeasterly winds.

Traffic Separation Scheme

(137) Traffic Separation Scheme (Approaches to Cape

Fear River) has been established for the control of maritime traffic and aid in the prevention of collisions, but

is not intended in any way to supersede or alter the applicable Navigation Rules. (See Traffic Separation

Schemes, chapter 1, for additional information.)

(138) The scheme provides for inbound-outbound traffic

lanes to enter or depart the Cape Fear River. (See chart

11536).

(139) (1) 33°45'56"N., 78°04'48"W.

(140) (2) 33°32'45"N., 78°09'39"W.

(141) (3) 33°34'30"N., 78°14'42"W.

(142) (4) 33°45'06"N., 78°04'58"W.

(143) Northbound traffic:

(144) (5) 33°32'45"N., 78°05'59"W.

(145) (6) 33°44'22"N., 78°03'46"W.

(146) Southbound traffic:

(147) (7) 33°36'13"N., 78°18'00'W.

(148) (8) 33°46'02"N., 78°05'24"W.

(149) A precautionary area is established close northeast

of the traffic separation scheme:

(150) (1) 33°47'38"N., 78°04'46"W.

(151) (2) 33°48'30"N., 78°04'16"W.

(152) (3) 33°49'31"N., 78°03'06"W.

(153) (4) 33°48'00"N., 78°01'00"W.

(154) (5) 33°41'00"N., 78°01'00"W.

(155) (6) 33°41'00"N., 78°04'00"W.

(156) (7) 33°44'16"N., 78°03'01"W.; thence by an arc of a

2 mile radius centered on Cape Fear River Entrance

Lighted Whistle Buoy CF (33°46'17"N., 78°03'02"W.). A

racon is at the buoy. A pilot boarding area is inside the

precautionary area. Due to heavy traffic, mariners are

advised not to anchor or linger in the precautionary

area except to pick up or disembark a pilot.

Tides and currents

(157) The mean range of tide at the entrance is 4.3 feet; at

Southport 4.1 feet, and at Wilmington, 4.1 feet. Daily

predictions for Wilmington are given in the Tide Tables; predictions for a number of places on the river and

in the vicinity are also in the tables.

(158) The tidal currents on the bar run with considerable

velocity and as a rule set nearly in the direction of the

channels, but on the last of the flood and first of the ebb

they set to the eastward across the channel and on the

beginning of the flood they set to the westward. In the

river their set is generally in the direction of the channel. The relative velocities of flood and ebb depend

upon the stage of the river. During freshets the flood at

times is completely overcome by the river current and

the ebb is greatly increased. At low-river stages, a

strong flood is felt for a considerable distance above

Wilmington, where it runs 51⁄2 hours to nearly 7 hours

of ebb; downriver from Wilmington, the periods of

flood and ebb become more nearly equal. Current predictions for a number of locations in Cape Fear River

may be obtained from the Tidal Current Tables.

(159) Weather, Wilmington and vicinity. A maritime location makes Wilmington's climate unusually mild for

its latitude. Warm, humid summers are tempered by

258 ■ Chapter 5 ■ Volume 4
sea breezes while cold, winter outbreaks are moderated

by winds off a relatively warm ocean. The average temperature in Wilmington is 64°F (17.8°C). The average

high is 74°F (23.3°C) and the average low is 53°F

(11.7°C). July is the warmest month with an average

high of 90°F (32.2°C) and an average low of 72°F

(22.2°C). January is the coolest month with an average

high of 56°F (13.3°C) and an average low of 36°F

(2.2°C). The warmest temperature on record is 104°F

(40°C) recorded in June 1952 while the coldest temperature on record is 0°F (-17.8°C) recorded on Christmas

morning, 1989. Each month, June, July, and August,

has had maximum temperatures in excess of 100°F

(37.8°C) and each month, October through April, has

recorded temperatures below freezing. During any

given year, 46 days will have maximums above 90°F

(32.2°C) while 42 days will have minimums below 32°F

(0°C).

(160) Sea fog is likely from November through April with

southerly or southeasterly winds. It may hang on for

several days until a west wind brings clearing. After a

warm day with a large nighttime drop in temperature,

fog may settle on the river, but will usually burn off in

the forenoon. It may be thick on the bar and outside,

while clear on the river from 2 or 3 miles (3.2 to 4.8 km)

above the entrance. Rainy days are common throughout the year with a slight maximum in summer. However, summer precipitation is often in the form of a

brief, heavy shower or thunderstorm in the late afternoon. Average annual precipitation in Wilmington is

55 inches (1,397 mm) and precipitation falls an average

153 days each year. July is the wettest month averaging

nearly 8 inches (203.2 mm), mostly from thunderstorms. April is the driest month averaging under 3

inches (76.2 mm). Average annual snowfall is less than

2 inches (51 mm) but snow has fallen in each month,

November through April. The greatest snowfall during

any 24-hour period occurred in December 1989 when

nearly 10 inches (254 mm) fell.

(161) Since 1842, 66 tropical storms have come within

50 miles (93 km) of Wilmington, North Carolina, 26 of

these storms since 1950. The most noteworthy in recent time was Hurricane Bonnie which made landfall

at Cape Fear with 115-knot maximum winds early in

the afternoon of August 26th 1998. The storm center

shifted northeastward up the coastline and finally

moved inland over neighboring Pender and Onslow

Counties. Due to the slow forward speed (less than 10

knots most of the time), rainfall amounts were staggering and isolated reports in excess of 20 inches (508

mm) were noted. Wind damage inland was minimal but

coastal damage from Surf City to Cape Lookout was

major due to a combination of the storm's slow forward

speed and the occurrence of two abnormally high tides.

Bonnie took almost the same path as Hurricane Bertha

had taken only two years prior. Hurricane Bertha made

landfall northeast of Wilmington in Pender County

with 90-knot winds on July 12th, 1996. Six weeks later,

Hurricane Fran made landfall at Cape Fear on September 2nd packing 100-knot winds. (See Appendix B for

the Wilmington climatological table.)

(162) Freshets occur any time from November through

April, but no appreciable rise in the water level has

been reported at Wilmington. They do have a marked

effect on the tidal currents and sometimes overcome

the flood current entirely in the river almost to the entrance. The velocity of the ebb current is greatly increased during freshets.

Pilotage, Wilmington

(163) Pilotage is compulsory from the bar to the limit of

navigation on the Cape Fear River (which is above

Wilmington), for all foreign vessels and U.S. vessels under register in the foreign trade. Pilotage is optional for

U.S. coastwise vessels which have on board a pilot licensed by the Federal Government. Pilotage is available from the Wilmington Cape Fear Pilots Association,

P.O. Box 10070, Southport, NC 28461, telephone

910-457-6909 (Southport) or 910-457-6916 (Wilmington), FAX 910-457-9291, cable address CAPFRPILOT.

The Association maintains three pilot boats, CAPE

FEAR PILOT, 44 feet long, CAPE FEAR PILOT III, 50

feet long, and CAPE FEAR PILOT IV, 31 feet long; each

boat has a dark hull and white house with the word

“PILOT” on the sides. Pilots board vessels day or night

about 1 mile seaward of Cape Fear River Entrance

Lighted Whistle Buoy CF (33°48'10"N., 78°05'15"W.);

the buoy is equipped with a racon. Vessels drawing

more than 34 feet are taken in on a rising tide; boarding

times may be obtained through the pilots or the vessels

agents. Vessels should maintain a speed of about 6 to 8

knots and provide a pilot ladder 1 meter above the water. The pilots monitor VHF-FM channels 16 and 18A

and use channels 18A and 12 for working. Arrangements for pilots can be made through ships’ agents or

direct to the Association. Use telephone or FAX or cable

address (above) or VHF-FM channels 16 or 18A, or via

the marine operator on channel 26. At least 2 hours advance notice of arrival is requested.

Towage

(164) Vessels seldom find it necessary to employ tugs between the sea buoy and the turning basin off the southerly part of Wilmington, but tugs are generally used to

assist in docking and movement within the port or to

upriver facilities. Inbound vessels are usually met by

the tugs just below the terminal they are bound for or

Cape Lookout to Cape Fear ■ Chapter 5 ■ 259
off the State Ports Authority Terminal wharf. Tugs up

to 3,800 hp are available.

Quarantine, customs, immigration, and agricultural

quarantine

(165) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(166) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public Health

Service, chapter 1.) A county hospital is at Wilmington.

(167) Wilmington is a customs port of entry.

Coast Guard

(168) A Marine Safety Office is in Wilmington. (See Appendix A for address.)

Harbor Regulations

(169) There are no formal harbor regulations at

Wilmington or Southport. The State Ports Authority

Terminal in Wilmington is administered by the North

Carolina State Ports Authority. The Operations Manager maintains an office at the State Ports Authority

Terminal.

Wharves

(170) Only the major port facilities at Wilmington are described. These include North Carolina State Ports Authority Terminal wharf, the port’s only general cargo

facility, several oil terminals, and bulk-handling facilities for cement, asphalt products, molasses, liquid

chemicals, sulfur, fertilizers, and liquid sugar. Most of

the piers and wharves have railroad and highway connections, and water and electricity. Cargo is generally

handled by ship’s tackle; special handling equipment, if

available, is mentioned in the description of the particular facility. The alongside depths given for each facility

described are reported depths. (For information on the

latest depths, contact the operator.) There are many

smaller facilities at Wilmington which are used by

barges and small vessels, as vessel repair berths, and for

scrapping operations; these facilities are not described.

For a complete description of the port facilities, refer to

Port Series No. 12, published and sold by the U.S. Army

Corps of Engineers. (See Appendix A for address.)

(171) East side of Cape Fear River:

(172) Gold Bond Building Products Wharf (34°10'25"N.,

77°57'27"W.): 30-foot face, 810 feet of berthing space

with anchors; 35 feet alongside; deck height, 11 feet;

electric conveyor, unloading rate 1,000 tons per hour;

handles gypsum.

(173) Exxon Co. USA Wharf (34°10'35"N., 77°57'26"W.):

82-foot T-head pier, 836 feet with dolphins; 40 feet

alongside; deck height, 13 feet; handles petroleum

products and bunkering vessels; owned and operated by

Exxon Co. USA.

(174) Mobile Oil Corp. Wharf: about 0.35 mile north of

Exxon Co. USA Wharf; 40-foot T-head pier, 240 feet with

dolphins; 34 feet alongside; deck height, 11 feet; handles petroleum products and asphalt; owned and operated by Mobil Oil Corp. and American Oil Corp.

(175) Petroleum Fuel and Terminal Co. Wharf: about 0.3

mile northward of Mobil Oil Corp. Wharf; 120-foot

T-head pier, 800 feet with mooring dolphins, 32 feet

alongside; deck height, 10 feet; handles petroleum

products and petrochemicals; bunkering vessels;

owned and operated by Petroleum Fuel and Terminal

Co., and Carolina Power and Light Co.

(176) North Carolina State Ports Authority Fuel Wharf:

about 0.25 mile northward of Petroleum Fuel and Terminal Co. Wharf; 122-foot T-head pier, 350 feet with

dolphins; 34 feet alongside; deck height, 16 feet; handles petroleum products and petrochemicals; operated

by Koch Fuels, Inc.

(177) North Carolina State Ports Authority: Berths 6, 7,

and 8 (34°11'38"N., 77°57'20"W.): 1,640-foot face; 38

feet alongside; deck height, 12 feet; four 40-ton container cranes; traveling, revolving gantry cranes to 225

tons; 140-ton mobile crane; handles general and

containerized cargo, heavy-lift items, and various dry

bulk commodities.

(178) North Carolina State Ports Authority: Berths 1, 2,

3, 4, and 5: 2,900-foot face; 38 feet alongside; deck

height, 12 feet; use of cargo handling equipment from

Berths 6, 7, and 8; handles general and containerized

cargo, heavy-lift items, and various dry bulk commodities; operated by North Carolina State Ports Authority

and Cargill, Inc.

(179) North Carolina State Ports Authority: Berths A

and B; adjoining Berths 1, 2, 3, 4, and 5 to northward;

1,213-foot face; 38 feet alongside; deck height, 12 feet;

use of cargo handling equipment from Berths 6, 7, and

8; general and containerized cargo, heavy-lift items,

and various dry bulk commodities.

(180) Paktank Corp. Wharf: 0.1 mile northward of the

northern end of States Ports Authority Berths A and B;

70-foot T-head pier, 1,010 feet with mooring dolphins;

38 feet alongside; deck height, 12 feet; handles liquid

chemicals.

(181) Chevron U.S.A. Wharf: about 0.25 mile northward

of the northern end of State Ports Authority Berths A

and B; 35-foot T-head pier, 240 feet with dolphins; 24

feet alongside; deck height, 10 feet; handles asphalt.

(182) Amerada Hess Corp. Wharf: about 0.6 mile northward of the northern end of State Ports Authority

Berths A and B; 60-foot T-head pier, 550 feet with mooring dolphins; 34 feet alongside; deck height, 8 feet; handles petroleum products.

260 ■ Chapter 5 ■ Volume 4
(183) Cape Fear Terminal Wharf: about 0.85 mile northward of the northern end of State Ports Authority

Berths A and B; three T-head piers, 30, 151, and 60 feet

long, 620 feet total with dolphins; 34 feet alongside;

deck height, 10 feet; handles petroleum products and

petrochemicals; various operators.

(184) Cape Fear Community College Wharf (34°14'23"N.,

77°57'09"W.): 287-foot face, 322 feet usable with dolphin; 20 feet alongside; deck height, 10 feet; mooring of

the college's training vessels.

(185) East side of Northeast Cape Fear River:

(186) Seaboard System Railroad Co. Diesel Fuel Wharf

(34°14'30"N., 77°57'10"W.): at the mouth of the river;

198-foot face, 450 feet with mooring dolphins; 28 feet

alongside; deck height, 11 feet; handles diesel fuel and

liquid fertilizer; operated by Seaboard System Railroad

and Trans Carolina Terminal Corp.

(187) Almont Shipping Co., North Berth: about 0.25

mile north of Seaboard System Railroad Co. Diesel Fuel

Wharf; 523-foot face, 600 feet with dolphins; 35 feet

alongside; deck height, 10 feet; traveling gantry crane

with clamshell bucket, electric belt conveyor, unloading

rate 450 tons per hour; handles fertilizer, iron and

chrome ores.

(188) West side of Northeast Cape Fear River:

(189) Horton Iron and Metal Co. Pier: about 1.6 miles

above Point Peter (34°14'27"N., 77°57'20"W.); 235-foot

face, 27 feet alongside; north and south sides 750 feet

long with 400 feet of berthing space, 27 feet alongside;

deck height, 10 feet; cranes to 50 tons; handles scrap

metal.

(190) W.R. Grace and Co. Wharf: about 2.3 miles above

Point Peter; 45-foot T-head pier, 790 feet with mooring

dolphins; 25 feet alongside; deck height, 12 feet; handles anhydrous ammonia and liquid fertilizer

(191) West side of Cape Fear River below Wilmington:

(192) Pfizer Inc. Pier: 5.7 miles above the mouth of Cape

Fear River, and about 400 yards above the Southport

ferry slip; 200-foot face, 670 feet with dolphins; 35 feet

alongside; handles petroleum products and other liquid cargo.

(193) Military Ocean Terminal (Wharf No. 1, No. 2, and

No. 3): at Sunny Point, about 9 miles above the mouth;

three identical 2,000-foot long wharves, about 0.4

miles apart; 20 to 34 feet alongside; deck heights, 16

feet; open storage areas; cranes up to 40 tons; truck unloading and railroad trackage at each wharf; highway

connections; terminal railroad connects with Seaboard

System Railroad; handles military supplies.

Supplies

(194) All manner of marine supplies and provisions are

obtainable at Wilmington. Potable water is available at

most of the berths. Bunker C oil is available to

oceangoing vessels at Exxon Company U.S.A. Wharf,

Petroleum Fuel and Terminal Co. Wharf, Amerada Hess

Corp. Wharf, and by barge. Diesel oil is available by

truck.

Repairs

(195) There are several machine shops at Wilmington, on

and off the waterfront, that can fabricate shafts, perform welding, and repair shafts and propellers. The

largest propeller that can be repaired is 8 feet in diameter; the largest shaft that can be produced is 36 inches

by 21 feet.

Small-craft facilities

(196) Berths and other facilities for small craft are limited at Wilmington due to the heavy commercial traffic.

Extensive small-craft facilities are at Southport, which

is mentioned later in the chapter. Municipal ramps are

eastward of the channel just north of U.S. Route 74/76

highway lift bridge.

Communications

(197) Wilmington is served by U.S. Routes 17, 117,

74–76, 421, and State Routes 132 and 133, and has railroad connections with the Seaboard System Railroad. A

commercial airline serves the local airport.

(198) Southport, on the west bank of Cape Fear River 3

miles above the mouth, is a town where marine supplies can be obtained. Along its waterfront there are

several fish wharves, service wharves, a yacht basin,

and a small-boat harbor, as well as restaurants and motels. Berthage with electricity, gasoline, diesel fuel, water, ice, a pump-out station and marine supplies are

available at these facilities.

(199) The Wilmington Cape Fear Pilots Association

maintains an office and a lookout tower (33°55.0'N.,

78°01.2'W.) adjacent to the town pier, which had 18 feet

reported alongside in July 1983. A yacht basin is on the

north side of the Intracoastal Waterway about 0.2 mile

westward of the lookout tower. In April 2008, the controlling depth was 3.3 feet in the basin, except for

depths of 2 feet near the pier at the head. The

small-boat harbor, 0.45 mile westward of the lookout

tower, has lifts to 75 tons for hull, engine, and electrical

repairs. In April 2008, depths of 3 to 6 feet were in the

small-boat harbor with lesser depths in the east part

and along the edges. A storm barrier on the south bank

of the Intracoastal Waterway protects the harbor.

(200) From Southport the Intracoastal Waterway leads

northward and follows the main ship channel in Cape

Fear River to a point about 11.5 miles above the mouth

of the river where it leaves the main ship channel and

leads northeasterly to the west end of a landcut, known

Cape Lookout to Cape Fear ■ Chapter 5 ■ 261
262 ■ Chapter 5 ■ Volume 4

as Snows Cut, thence through the landcut to Myrtle

Grove Sound.

(201) A dredged channel in Cape Fear River above

Wilmington leads northwesterly for 3.5 miles to a turning basin at Navassa, thence to Fayetteville, the head of

navigation, 100 miles above Wilmington. Three locks

and dams are between Navassa and Fayetteville. A copy

of the operating schedule for the locks is available from

the U.S. Army Corps of Engineers, Wilmington District. (See Appendix A for address.) In 1975, the

midchannel controlling depths were 11 feet to the

turning basin at Navassa with 10 feet in the turning basin, thence in August 1976, 9 feet to Acme about 26

miles above the confluence of Cape Fear and Northeast

Cape Fear Rivers, thence in August 1977, 4 feet to

Fayetteville. The locks have a usable length of 200 feet,

a width of 40 feet, and a depth over miter sills of 9 feet.

(202) U.S. Route 421 highway bridge over Cape Fear

River opposite Wilmington has a fixed span with a

clearance of 55 feet. An overhead power cable 0.25 mile

above the Route 421 bridge has a clearance of 125 feet.

The Seaboard System Railroad (SCL) bridge at Navassa

has a bascule span with a clearance of 6 feet. (See 117.1

through 117.49, chapter 2, for drawbridge regulations.) The least known high water clearance of the

fixed bridges crossing Cape Fear River between Navassa

and Fayetteville is 13 feet.

(203) Black River flows into Cape Fear River about 12

miles above Wilmington. It has been reported that

drafts of not more than 3 feet can be taken to Still

Bluff, about 10.4 miles above the mouth.

(204) Northeast Cape Fear River empties into Cape Fear

River from northward at Point Peter (34°14'27"N.,

77°57'20"W.), near the northern end of Wilmington.

Above the turning basin, about 2 miles above the

mouth, it is reported that natural depths of 6 feet can be

taken for 42 miles, and thence 3 feet for 7 miles to

Crooms Bridge. Traffic on the river is mainly in petroleum products.

(205) U.S. Route 117 highway bridge over Northeast

Cape Fear River 0.6 mile above its mouth has a bascule

span with a clearance of 40 feet. VHF-FM channels 16

and 13 are monitored at the bridge. The Hilton (Seaboard System Railroad (SCL)) bridge, about 1 mile

above the mouth, has bascule span with a clearance of 4

feet. State Route 117 highway bridge at Castle Hayne,

about 23.4 miles above the mouth, has a fixed span with

a clearance of 23 feet at low water stage. The Seaboard

System Railroad (SCL) bridge just above it has a swing

span with a clearance of 7 feet at low water stage. (See

117.1 through 117.59 and 117.829, chapter 2, for

drawbridge regulations.) The twin fixed spans of the Interstate Route 40 bridge, close above the railroad

bridge, have a clearance of 28 feet.

(206) Smith Creek empties into Northeast Cape Fear

River from eastward about 1.5 miles above the river

mouth. In July 1983, the reported controlling depth

was 5 feet over the bar to the junction with Burnt Mill

Creek, thence 1 foot to the walkway crossing the creek

at the airport. The creek was foul with stumps, logs,

and submerged piling from the entrance to its head.

U.S. Route 117 highway bridge, 1.3 miles above the

mouth, has a swing span with a channel width of 45 feet

and a clearance of 3 feet. (See 117.1 through 117.59

and 117.841, chapter 2, for drawbridge regulations.)

The Seaboard System Railroad (SCL) bridge, about 2

miles above the mouth, has a fixed span with a clearance of 12 feet. An overhead power cable just above the

bridge has a clearance of 30 feet.

Freshets

(207) Low-water stages prevail in the rivers above Wilmington from 2 to 4 months during the summer, and

freshets usually occur as often as once a month during

the remainder of the year, but with no regularity.
Cape Lookout to Cape Fear ■ Chapter 5 ■ 263
264 ■ Chapter 6 ■ Volume 4

' '

'
Cape Fear to Charleston Harbor

(1) This chapter describes the coast of North and

South Carolina from Cape Fear to Charleston Harbor.

(2) Also discussed are the deepwater ports of

Charleston and Georgetown, S.C.; several smaller ports

of which Wando and Mount Pleasant are the more important; Winyah Bay and its tributary rivers; the waters

of Ashley, Wando, and Cooper Rivers and their tributaries; several of the minor rivers; and the shallow inlets

which make into this section of the coast, including

Shallotte, Little River, Dewees, North, Price, and Capers.

(3) The section of the Intracoastal Waterway from

Cape Fear River to Charleston Harbor is described in

chapter 12.

(4) There are numerous wrecks along this section of

the coast; the most dangerous are marked.

COLREGS Demarcation Lines

(5) The lines established for this part of the coast are

described in 80.530 through 80.710, chapter 2.

Weather

(6) This stretch of coast lies close to one of the main

winter storm tracks while tropical cyclones are infrequent but dangerous visitors. Along with rough seas,

fog can be a problem in winter.

(7) During December, January and February,

extratropical cyclones from the Gulf of Mexico often

move across northern Florida and then northeastward,

just off the South Carolina coast on their way to Cape

Hatteras. While these storms, and frontal systems from

more northerly storms, produce gale force winds that

occur less than 5 percent of the time, wave heights of 8

feet (>2 m) or more occur 20 to 30 percent of the time

and wave heights of 25 feet (7.6 m) have been recorded.

Weather conditions can also get rough in April when

warm air from the Gulf of Mexico collides with cold arctic air.

(8) Occasionally warm tropical air blows across the

cooler waters that lie shoreward of the Gulf Stream in

this area. Visibilities below 0.5 mile (0.9 km) are reported about 1 to 3 percent of the time in winter, compared to less than 1 percent farther out. These poor

visibilities are most likely from December through

March.

(9) Tropical cyclones are most likely along this coast

from June through October. Although a few have

occurred in May, November and December, the peak

threat is in September and October. On the average

about one or two storms threaten this coast each year.

Many of these tropical cyclones have recurved and are

heading northward or northeastward at about 15 to 18

knots. Hurricane force winds are most likely when the

storm is over open water.

North Atlantic Right Whales

(10) Endangered North Atlantic right whales often occur within 30 miles of the North Carolina and South

Carolina coasts from November through April. (See

North Atlantic right whales, indexed as such, in chapter 3 for more information on right whales and recommended measures to avoid collisions.)

(11) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in a

continuous 20-nm Seasonal Management Area between November 1 and April 30. The area is defined as

the waters contained by the following points:

(12) A: 34o10.5'N., 77o49.2'W.;

(13) B: 33o56.7'N., 77o31.5'W.;

(14) C: 33o36.5'N., 77o47.1'W.;

(15) D: 33o28.4'N., 78o32.5'W.;

(16) E: 32o59.1'N., 78o50.3'W.;

(17) F: 31o50.0'N., 80o33.2'W.;

(18) G: 31o27.0'N., 80o51.6'W.; thence due west to the

shore. (See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.).

Chart 11520

(19) From Cape Fear the coast curves gradually westward and southward for 80 miles to Winyah Bay Entrance. This section of the coast is a sand beach, with

numerous sand dunes, separated from the heavily

wooded mainland by small streams and marshes. From

offshore, the woods appear to extend to the outer

beach. The coast is clear, and a depth of 3 fathoms can

be taken to within a mile of the beach, except at

Murrells Inlet where, about 2 miles offshore, there is a

16-foot spot. The 10-fathom curve is from 11 to 25

miles offshore, and inside it the water shoals gradually

as the shore is approached.

Cape Fear to Charleston Harbor ■ Chapter 6 ■ 265
(20) The character of the coast changes from Winyah

Bay to Charleston Harbor. Here the coastline trends

southwestward for about 45 miles and is a border of

sandy barrier islands with off-lying shoal areas which

include Romain Shoal, Bull Breakers, and Rattlesnake

Shoal. These shoal areas should be given a wide berth.

The 10-fathom curve along this section of the coast extends from 11 to 21 miles offshore.

Charts 11536, 11534

(21) Lockwoods Folly Inlet is entered over a shifting

bar 11 miles westward of Cape Fear River. Strangers

should not attempt it as the inlet is enclosed by breakers at virtually all stages of tide and wind. Due to frequent changes, mariners are advised to seek local

knowledge before entering the inlet. The approach to

the inlet is marked by a lighted whistle buoy. The buoys

marking the inlet are not charted, because they are frequently shifted in position to mark the best water.

There are three charted wrecks, all showing at low water, near the entrance to the inlet; two are at the mouth,

and the other is about 0.3 mile to the westward 200

yards offshore. A high sand dune is east of the inlet.

(22) Lockwoods Folly River is navigable from the ocean

to the Intracoastal Waterway, at the head of the

marshes inside the inlet, and thence to a fixed highway

bridge at Supply, which is at the practical head of navigation 16 miles above the waterway. The channel is

narrow, bordered on both sides by oyster bars covered

at high water, and not maintained. The mean range of

tide is 4.2 feet at the inlet and about 2 feet at Supply. In

November 2005, the reported controlling depths were

2.8 feet from the Intracoastal Waterway to Lockwoods

Folly River Daybeacon 16, thence 1.7 feet to Supply.

The river channel is marked by daybeacons to a pier at

Varnumtown, about 1.6 miles northward of the

Intracoastal Waterway where gasoline and water can be

obtained. The river is used by commercial shrimp boats

to Varnumtown.

(23) An explosives anchorage is centered about 3.5

miles southwestward of Lockwoods Folly Inlet. (See

110.170, chapter 2, for limits and regulations.)

(24) Shallotte Inlet, 19 miles westward of Cape Fear

River, is entered over a shifting bar and has a winding

entrance. A lighted whistle buoy marks the entrance.

The bar channel is subject to continual change, and the

buoys marking it are shifted frequently to mark the

best water, and therefore not charted. The inlet, used

only by local fishermen and not recommended to

strangers, provides an access from the sea to the

Intracoastal Waterway and to Shallotte River. The river

is navigable to the town of Shallotte, about 8 miles

above the inlet. In 2001, the reported controlling depth

from the Intracoastal Waterway to Shallote was 3.5

feet. The mean range of tide is 4.6 feet near the inlet

and about 3 feet at Shallotte.

(25) Berthage, electricity, gasoline, water, ice, and wet

and dry storage are available at the marina on the west

bank of Shallotte River, about 0.6 mile above the

Intracoastal Waterway. Hull and engine repairs can be

made. The facility at Bowen Point is also described with

the Intracoastal Waterway in Chapter 12.

(26) Tubbs Inlet, 6 miles westward of Shallotte Inlet, is

seldom used. It is unmarked and not recommended to

strangers.

Charts 11535, 11534

(27) Little River Inlet, 28 miles westward of Cape Fear

River, is entered between Waties Island on the west and

Bird Island on the east. A lighted whistle buoy is off the

entrance. A submerged wreck is off the entrance at

33°50'00"N., 78°33'00"W. The entrance to the inlet is

protected by jetties, each marked on the outer end by a

light. The bar channel is subject to continual change,

and the buoys marking it are shifted frequently to mark

the best water, and therefore not charted. In 1998-October 2008, the reported controlling depth in the

marked channel leading northward of the eastern end

of Waties Island was 3.0 feet from Daybeacon 10 to the

junction with the Intracoastal Waterway. There is a

large sand bar centered at 33°51'25"N., 78°32'50"W. Extreme caution is advised when entering and leaving the

inlet. The mean range of tide at the inlet is about 5 feet.

(28) Three fish havens, marked by a buoy, are about 2.5

miles southeastward of Little River Inlet in about

38°48.9'N., 78°30.2'W.

(29) Between Little River Inlet and Murrells Inlet are

many piers, most of which are marked by lights and extend out some 400 to 1,000 feet into the ocean.

(30) Myrtle Beach, a summer resort, is on the outer

beach nearly 20 miles southwestward of Little River Inlet and 32 miles north-northeastward from

Georgetown Light. Numerous tanks in the area are

conspicuous. Hotels and motels along the beach are

also prominent. Several radio antennas close-to,

marked by red lights, can be seen seaward.

(31) Murrells Inlet, 12 miles southwest of Myrtle Beach

and 20 miles north-northeastward of Georgetown

Light, connects with Main Creek and Oaks Creek,

which drain a considerable area of marsh between the

mainland and the outer beach. The entrance to the inlet is protected by jetties. A lighted whistle buoy is off

the entrance, and lights mark the outer ends of the jetties. The dredged entrance channel and the channel

266 ■ Chapter 6 ■ Volume 4
through Main Creek to a turning basin about 2.9 miles

above the entrance are marked by lights and

daybeacons. In October 2008, the controlling depth

was 1.1 feet in the left half of the entrance channel with

shoaling to bare in the right half at Lighted Buoy 6,

thence safe passage is marked by aids to navigation to

33°32'00"N., 79°02'05"W., thence 1.8 feet to the turning basin, thence 2.7 to 5.4 feet in the basin with shoaling to 1.5 feet on the E side of the basin. In 1981, a

wreck was reported off the entrance to the inlet in

about 33°31.4'N., 79°01.5'W. Inside the inlet, where the

channel turns sharply to northward into Main Creek,

the tide rips are strong at full ebb or flood current. Local fishermen use this inlet, but strangers should not

enter without local knowledge.

(32) There are three marinas on Main Creek; two are at

the landing, and the other is eastward of the landing on

the west side of the barrier beach. Berthage, electricity,

gasoline, diesel fuel, water, ice, launching ramps, and

some marine supplies are available at all facilities; hull

repairs can be made at all the facilities. Depths in the

approaches and alongside the piers at the marinas are

reported to be about 3 feet. Restaurants and motels are

available.

(33) Three fish havens, marked by buoys, are about 3.8

miles east-southeastward, about 10 miles southeastward, and about 5.3 miles southward of Murrells Inlet.

Charts 11532, 11535, 11531

(34) North Inlet, about 14 miles southward of Murrells

Inlet and 6 miles northward of Georgetown Light, connects with Winyah Bay by way of both Town Creek and

Jones Creek. Some local fishermen use the inlet, but

strangers should not. In July 1983, the reported controlling depth over the bar was 3 feet. The inlet and the

creeks are unmarked. There is little water on the

Winyah Bay side, and navigation is restricted to shallow-draft craft. In July 1983, Jones Creek, the southerly

of the two, was found to bare in places, and numerous

oyster bars were reported.

(35) Winyah Bay is the first harbor southward of Cape

Fear River, a distance of 70 miles, that is navigable for

vessels drawing up to 25 feet. It is entered between

North Island and South Island. The entrance is protected by jetties. The entrance is not safe for small craft

except in favorable weather. Heavy tide rips prevail near

the ends of the jetties, and heavy seas run in moderate

weather. The south jetty is visible only at low water.

(36) Georgetown, 14 miles above the entrance to

Winyah Bay, is on the north bank about 1.5 miles above

the entrance to Sampit River. It is 392 miles south of

Norfolk and 247 miles north of Jacksonville by

coastwise routes. It is a city of growing commercial importance and has a large pulpmill, a chemical plant, a

steel fabrication plant and rolling mill, and several seafood processing plants. The principal exports are paper

products and fabricated metal products. Pulpwood,

logs, and general cargo are imported. It is the terminus

of a branch of the Seaboard System Railroad, and considerable ocean shipping calls at the port. It has

schools, banks, motels, markets, restaurants, a hospital, and many landmarks of historical interest.

Prominent features

(37) Georgetown Light (33°13'24"N., 79°11'06"W.), 85

feet above the water, is shown from a white cylindrical

tower on the north side of Winyah Bay entrance. Four

400-foot stacks, at a generating plant west of Winyah

Bay and about 4 miles southwestward of Georgetown,

have prominent strobe lights at the tops. There are few

other prominent objects in the vicinity, and the land is

low on both sides of the entrance.

COLREGS Demarcation Lines

(38) The lines established for Winyah Bay are described

in 80.703, chapter 2.

Channels

(39) Federal project depth is 28 feet from the sea to

South Island Bend; thence 29 feet to Range C; thence

28 feet to Range D; thence the project provides for a

depth of 27 feet to the turning basin off the three deepwater terminals on Sampit River. The channel is well

marked by lighted ranges, buoys, and other aids. The

channel is maintained at or near project depth, but

during freshets from February to April it is reported

that silting occurs in the turning basin and in the entrance channel; annual dredging is necessary to maintain this portion at project depths. (See Notice to

Mariners and latest editions of charts for controlling

depths.)

(40) An unmarked dredged side channel leads from the

main river channel along the easterly and northerly

sides of the horseshoe-shaped bypassed portion of

Sampit River fronting the city of Georgetown to the

north end of another turning basin on the westerly side

of the horseshoe. Mariners are advised to exercise caution to avoid submerged pilings along the east side of

the channel. The turning basin, marked by lights and

buoys, can also be entered from the main river channel.

In 1997, the controlling depth was 10 feet in the side

channel, with 15 feet in the turning basin. The channel

has a tendency to shoal between dredgings.

Cape Fear to Charleston Harbor ■ Chapter 6 ■ 267
Anchorages

(41) There are no anchorages in Winyah Bay or Sampit

River for deep-draft vessels. The recommended anchorage, as reported by the local pilots, is 0.5 mile northeast

of the sea buoy (Winyah Bay Lighted Whistle Buoy WB)

in about 6 fathoms, sand and mud bottom.

Dangers

(42) The principal dangers in the approach to Winyah

Bay are: East Bank, covered 6 feet and marked by a

buoy, about 2 miles south of the end of the south jetty;

an unmarked shoal, with a least depth of 14 feet, about

4 miles southward of East Bank; Hector Wreck, cleared

to a depth of 9 feet and marked by a lighted bell buoy,

about 12 miles southward of the sea buoy (Winyah Bay

Lighted Whistle Buoy WB); a wreck, with 19 feet over it

and marked by a lighted bell buoy, about 13 miles

southeastward of the sea buoy; a fish haven marked by

private buoys about 5 miles northeast of the sea buoy;

and obstructions, reported covered 26 feet, 300 yards

northward of the sea buoy. Vessels approaching the entrance at night should remain in the vicinity of the sea

buoy until the pilot boards. Some vessels, mistaking

Winyah Bay Range B Lights for Range A Lights, have

approached the entrance too closely at night and only

with difficulty have cleared the outer end of the south

jetty. Mariners are advised to familiarize themselves

with the characteristics of these ranges before making

the approach.

(43) The local pilots report that at high water the north

jetty at the entrance to Winyah Bay is partially submerged and only the three rock mounds along the

south jetty are visible. At low water, parts of the south

jetty just inshore of the outermost mound remain submerged. Extreme caution is advised. The pilots also report that the southwest tip of North Island just inside

the jetties is building up and is encroaching southward

to near the easterly edge of the channel; caution is advised.

Tides and currents

(44) The mean range of tide on the bar off the end of the

south jetty is 4.6 feet; in the channel opposite the south

end of North Island is 3.8 feet; and at Georgetown, 3.7

feet. The force and direction of the wind has marked influence on the range of the tide. Continuing easterly

winds bringing abnormal high tides and westerly winds

much lower tides.

(45) The tidal currents are affected by variations in the

flow of the tributary rivers. The velocity is greatest between the jetties where the average is between 2 and 3

knots. The set is diagonally across the south jetty. During freshets in the rivers, also with westerly winds, the

velocity of the ebb current between the jetties is

reported to be very strong at times and the channel

buoys between the jetties are nearly towed under. In

the channel in Winyah Bay, from the entrance to

Georgetown, the tidal current averages about 2 knots,

but during freshets the ebb current is considerably

stronger and the flood weaker. Near the mouth of

Sampit River, the tidal current averages about 1 knot

with somewhat stronger ebb current velocities during

freshets. When approaching the turning basin from

Sampit Point Channel, it has been reported that the

flood current sets towards South Carolina State Ports

Authority Terminal Pier 31 with considerable velocity

and the ebb current sets towards the small island

northeast of State Pier 31. Outside the jetties, with

fresh to strong northeast winds, a strong southerly current is reported to set across the entrance channel and

with southerly and southwesterly winds a northerly set

is experienced. (See the Tidal Current Tables for current predictions for a number of places in Winyah Bay

and vicinity.)

Weather, Myrtle Beach and vicinity

(46) The climate is usually mild and except in severe

winters little ice is seen and then only along the banks.

The channels are never obstructed. Fog is observed

during the fall and spring and usually sets in during

southwesterly weather, when it may persist for several

days. Nighttime fog, due to a large drop in temperature,

usually burns off in the forenoon. Sea fog sometimes

hangs offshore or in the entrance when it is clear inside.

(47) Winter temperatures average near 60°F (15.6°C)

during the day and in the upper 30's (2.8° to 3.9°C) at

night. Temperatures drop to freezing or below only on

about 28 days per year; a 4°F (-15.6°C) temperature was

recorded one February. Precipitation averages about 3

to 4 inches (76 to 102 mm) per month during the winter and falls on 4 to 6 days per month; snow is rare and

about one-half inch (13 mm) is recorded annually..

(48) Summer maximum temperatures usually climb to

the upper 80's (30.6° to 31.7°C), while minimums

range in the 70's (21.7° to 22.8°C). Temperatures reach

90°F (32.2°C) or higher on about 55 days annually; a

reading of 104°F (40°C) was recorded in both June and

August. June through August is generally considered

the rainy season; about half of the 50-inch (1,270 mm)

annual average occurs during these months.

(49) Since 1842, 55 tropical storms have come within

50 miles (93 km) of Myrtle Beach, South Carolina, 18 of

these storms since 1950. The most noteworthy likely

was Hurricane Hazel which made landfall just north of

Myrtle Beach near the border with North Carolina

around mid-day on October 15, 1954. With a forward

speed of nearly 50 mph (80 km/h), Hazel destroyed

268 ■ Chapter 6 ■ Volume 4
nearly everything in its path. Making landfall north of

Myrtle Beach lessened damage to the local area, but

damage was catastrophic at the nearby North Carolina

communities.

North Atlantic Right Whales

(50) Endangered North Atlantic right whales are often

within 30 miles of the South Carolina coast in the approaches to Winyah Bay from November through April.

(See North Atlantic right whales, indexed as such, in

chapter 3 for more information on right whales and

recommended measures to avoid collisions.)

(51) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in a

continuous 20-nm Seasonal Management Area between November 1 and April 30. The area is defined as

the waters contained by the following points:

(52) A: 34o10.5'N., 77o49.2'W.;

(53) B: 33o56.7'N., 77o31.5'W.;

(54) C: 33o36.5'N., 77o47.1'W.;

(55) D: 33o28.4'N., 78o32.5'W.;

(56) E: 32o59.1'N., 78o50.3'W.;

(57) F: 31o50.0'N., 80o33.2'W.;

(58) G: 31o27.0'N., 80o51.6'W.; thence due west to the

shore. (See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

Routes

(59) Vessels from the northward usually make for the

sea buoy from Frying Pan Shoals Lighted Buoy 16.

When coming from the southward, they should stay

outside Cape Romain Lighted Whistle Buoy 6 and Hector Wreck Lighted Bell Buoy WR4, shaping for the entrance, taking care to avoid the wreck, marked by a

lighted bell buoy, about 9 miles east-northeastward of

Hector Wreck Lighted Bell Buoy WR4. Some vessels in

closing the entrance have mistaken the ranges and

come too close to the south jetty; they should remain in

the vicinity of the sea buoy until the pilot boards.

Pilotage, Georgetown

(60) Pilotage is compulsory for all foreign vessels and

for U.S. vessels under register in the foreign trade. Pilotage is optional for U.S. vessels in the coastwise trade

which have on board a pilot licensed by the Federal

Government.

(61) Georgetown Bar & Harbor Pilots, P.O. Box 594,

Georgetown, S.C. 29440; telephone 843-527-4136, FAX

843-527-4177; serve the entrance through the bar,

Winyah Bay and vicinity.

(62) The pilot boat, WINYAH BAY, is 48 feet long and has

a black hull and white superstructure. The alternate pilot boat, PILOT FISH, is 31 feet long and has a black

hull and white superstructure. The pilot boats monitor

VHF-FM channel 16 and use channel 9 as a working

frequency. Vessels are requested to contact the pilot

boat approximately 2 hours before scheduled inbound

transit for pilot boarding information. Pilots will board

day or night from the pilot boat just east of the sea

buoy, Winyah Bay Lighted Whistle Buoy WB in

33°11'36"N., 79°05'12"W.

(63) Arrangements for pilots should be made in advance

by telephone and/or fax, by radiotelephone, or through

ships’ agents.

Towage

(64) Tugs up to 2,000 hp are available in Georgetown,

and up to 4,000 hp are available with 24-hour notice.

Tugs are required for docking and undocking large

oceangoing vessels; tugs meet vessels just below

Georgetown. Arrangements for such services are usually made well in advance through ships’ agents.

Quarantine, customs, immigration, and agricultural

quarantine

(65) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(66) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) There is a county hospital at

Georgetown.

(67) Georgetown is a customs port of entry.

Coast Guard

(68) Georgetown Coast Guard Station is on the west

bank of the Great Pee Dee River about 0.25 mile south

of U.S. Route 17 highway bridge. A Marine Safety Office is at Charleston. (See Appendix A for address.)

Harbor regulations

(69) The South Carolina State Ports Authority exercises

jurisdiction over the port facilities through the manager

of the State Ports Authority Terminal at Georgetown.

The manager’s office is at the terminal.

Wharves

(70) Only the major port facilities at Georgetown are described. The wharves have highway connections, and

most have railroad connections, and water and electrical shore power available. General cargo is handled at

the port by ship’s tackle; special handling equipment, if

available, is mentioned in the description of the particular facility. The alongside depths given for each facility described are reported depths. (For information on

the latest depths, contact the manager.) There are several seafood-handling and small-craft service wharves

along the city waterfront. For a complete description of

Cape Fear to Charleston Harbor ■ Chapter 6 ■ 269
the port facilities, refer to Port Series No. 13, published

and sold by the U.S. Army Corps of Engineers. (See Appendix A for address.)

(71) Georgetown Terminal Pier 32 (33°22'00"N.,

79°17'30"W.): northwest side of bypassed portion of

Sampit River; marginal wharf with 600-foot face; 712

feet usable with dolphins; 27 feet alongside; deck

height, 15 feet; cranes to 90 tons; handles scrap metal,

ore, charcoal, and steel products; owned by South

Carolina State Ports Authority and operated by

Georgetown Steel Corp.

(72) Georgetown Terminal Pier 31, Berth 2

(33°21'47"N., 79°17'19"W.): south-southwest side of bypassed portion of Sampit River; 700-foot face; 27 feet

alongside; deck height, 10 feet; handles conventional

general cargo, salt, lumber, and steel; operated by

South Carolina State Ports Authority and International

Salt Co.

(73) Georgetown Terminal Pier 31, Berth 1

(33°21'35"N., 79°17'15"W.): north side of turning basin; marginal type wharf with 500-foot face; 27 feet

alongside; deck height, 12 feet; handles conventional

general cargo, lumber, steel, and paper products; operated by the South Carolina State Ports Authority and

Marine Contracting and Towing Co.

(74) Pier 31 Cement Berth: on north side of turning basin just west of Pier 31, Berth 1 92-foot face; 192 feet of

berthing space with dolphins; 27 feet alongside; deck

height, 11 feet; handles cement; operated by Delta Cement Co.

(75) International Paper Co., Ship Dock: north side of

turning basin, about 350 yards westward of Pier 31:

marginal type wharf with 475-foot face; 27 feet alongside; deck height, 10 feet; handles paper products.

(76) International Paper Co., Upper Wharf: north side

of Sampit River about 0.9 mile westward of Pier 31;

350- and 153-foot faces, 1,653 feet usable berthing

space with dolphins; 10 feet alongside; deck height, 10

feet; mooring barges.

Supplies

(77) Marine supplies and provisions can be obtained at

Georgetown. Diesel fuel is trucked to the deepwater

piers or barged in from Charleston.

Repairs

(78) There are no facilities available at the port of

Georgetown for making major repairs or drydocking

large, deep-draft vessels; the nearest such facilities are

at Charleston, S.C. The International Paper Co. has two

marine railways at its marine repair piers on the north

side of Sampit River, about 0.3 mile westward of the

State Ports Authority Terminal. These facilities are for

maintaining and repairing company-owned floating

equipment, but are available to the public in an emergency or by prior arrangement. Each railway can handle

vessels up to 95 tons.

(79) There are machine repair shops in Georgetown;

minor above-the-waterline hull and engine repairs can

be made.

Small-craft facilities

(80) There are several facilities on the east side of the

bypassed portion of the river along the city waterfront.

Gasoline, diesel fuel, berthage with electricity, water,

ice, provisions, marine supplies, pump-out station and

wet and dry storage are available. A 71⁄2-ton lift and hull

and engine repairs are available. Another marina is at

Belle Isle Garden on the west side of Winyah Bay, about

3.3 miles below Georgetown. Gasoline, diesel fuel, ice,

water, a launching ramp and marine supplies are available. In September 2004, the reported approach and

alongside depth was 8.0 feet.

Communications

(81) Georgetown is served by several good highways,

and by the Seaboard System Railroad.

(82) Above Georgetown the principal landing on Sampit

River is at Sampit about 10 miles above the river

mouth. U.S. Routes 17 and 701 highway bridge crossing the river at Georgetown has a fixed span with a

clearance of 65 feet. The overhead power cable about

0.9 mile above the bridge has a clearance of 61 feet. In

May 1975, the reported controlling midchannel depth

from the bridge to Sampit Landing was 71⁄2 feet. Sampit

River above Georgetown is not marked.

(83) Waccamaw River rises at Lake Waccamaw, N.C.,

and flows southwestward into Winyah Bay just above

Georgetown. The river is little used, except for that section which is a part of the route of the Intracoastal Waterway described in chapter 12. The route of the

waterway leaves Waccamaw River near Enterprise

Landing, about 24 miles above the mouth.

(84) The controlling depth in Waccamaw River from

Enterprise Landing to Conway, 36 miles above the

mouth, was reported to be 5 feet in June 1983. This section of the river is marked by daybeacons to near

Conway. Above Conway the river is obstructed by logs,

snags, and sandbars. The mean range of tide at the river

entrance is 3.6 feet and 1.2 feet at Conway. The head of

the tidal reach is at Bellamys Landing, 80 miles above

the mouth. (For predictions see the Tide Tables.) The

freshet range at Conway is about 13.5 feet.

Bridges

(85) About a mile below Conway, the US 501 Bridge, a

fixed bridge, with a clearance of 35 feet, crosses the

270 ■ Chapter 6 ■ Volume 4
Waccamaw River. The US 501 (business) Bridge, at

Conway, is a fixed bridge with a clearance of 36 feet. The

Waccamaw Coastline Railroad Bridge, also at Conway,

is a swing bridge, with a clearance of 1 foot. (See 117.1

through 117.59 and 117.938, chapter 2, for drawbridge regulations.)

Cables

(86) An overhead power cable with a clearance of 76 feet

crosses the Waccamaw River about 3 miles above Enterprise Landing. An overhead cable of unknown clearance crosses the river about 0.8 mile below the US 501

Bridge. An overhead cable of unknown clearance

crosses the river at Savannah Bluff, about 400 yards below the US 501 Bridge. An overhead power cable with a

clearance of 59 feet crosses the river just above the US

501 Bridge.

(87) Kingston Lake enters Waccamaw River at Conway.

The Mid Atlantic Railroad Bridge, a fixed bridge, with a

clearance of 3 feet crosses Kingston Lake about 100

yards north of its junction with Waccamaw River. An

overhead power cable near this bridge has a clearance

of 50 feet.

(88) Great Pee Dee River rises in the North Carolina

mountains and flows generally southeastward into

Winyah Bay just westward of Waccamaw River. A marina at Georgetown Landing on the west side of the

Great Pee Dee River, just below the U.S. Route 17 fixed

bridge, provides berths, electricity, gasoline, diesel

fuel, water, ice, pump-out station, wet and dry storage,

and marine supplies. In March 2008, the reported approach depth was 12 feet. U.S. Route 17 fixed highway

bridge over Great Pee Dee River just above the mouth

at Georgetown has a clearance of 20 feet. About 300

yards northward of this bridge the 80-foot swing span

of the former Route 17 highway swing bridge has been

removed; the fixed portions of the bridge on either side

of the channel remain as fishing piers. The channel between the piers is marked by lights. The velocity of the

current at the former bridge is about 1 knot. (For predictions see Tidal Current Tables.) At Yauhannah, 28

miles above the mouth, the river is crossed by U.S.

Route 701 fixed highway bridge with a clearance of 25

feet.

(89) The Seaboard System Railroad bridge near Poston,

about 62 miles above the mouth, is the head of commercial navigation. The river is unmarked.

(90) Black River empties into Great Pee Dee River from

northward about 3 miles above the mouth of the latter

and is navigable for a distance of 44 miles. The river is

unmarked. The bridges over Black River have minimum channel widths of 16 feet and minimum clearances of 1 foot. (See 117.1 through 117.49, chapter 2,

for drawbridge regulations.) The mean range of tide in

Great Pee Dee River is 3.3 feet at the mouth and 0.2 feet

at the mouth of Little Pee Dee River, 33 miles above.

Mingo Creek flows into Black River about 22 miles

above the mouth of the latter. When last ascertained,

the controlling depth in this creek was 8 feet. The mean

range of tide is 2 feet, and the freshet range is 4.5 feet.

Chart 11531

(91) Between Winyah Bay and Charleston Harbor are

several rivers and inlets which are changeable in character, and local knowledge is essential to enter even under favorable conditions. Some dry at low water, and in

the others the depths range between 1 and 6 feet. Suitable anchorages for small craft can be found inside

these inlets or in their tributary waters. At most entrances, the channels trend in northerly directions,

and shoals and breakers generally mark the channel

edges inside the bars. Entrances to North Santee River

and Bulls Bay are less difficult of navigation than the

other entrances in this locality, but these should be entered only at high water under favorable weather conditions.

(92) Between Winyah Bay entrance and Cape Romain,

broken ground, with depths of less than 5 fathoms, extends 11 miles offshore. In addition, East Bank, Hector

Wreck, and a 14-foot spot about 6 miles offshore, all

previously mentioned as dangers in the approach to

Winyah Bay, should be avoided.

(93) Santee River, formed by the confluence of

Congaree River and Wateree River, flows generally

southeast and enters the ocean between Winyah Bay

and Cape Romain. Its two mouths, known as North

Santee River and South Santee River, are both obstructed by shifting bars with little depth. In the tidal

reach are several privately owned landings which are

used infrequently. The river is closed to navigation at

Wilson Landing, 75 miles above the mouth, by the

Santee Dam.

(94) Vessels bound for Santee River are advised to enter

by way of Winyah Bay and the Intracoastal Waterway.

Navigation between the coast and points on Santee

River above the dam is possible by way of Cooper River

and the Santee-Cooper project. The U.S. Route 17 twin

fixed highway bridges over North and South Santee

Rivers, about 12 miles above the mouths, have clearances of 29 feet over North Santee River and 15 feet

over South Santee River.

(95) Cape Romain, the southeasterly extremity of Cape

Island, is about 14.5 miles southwestward of the entrance to Winyah Bay. Cape Romain National Wildlife

Refuge, a Marine Protected Area (MPA), extends about

Cape Fear to Charleston Harbor ■ Chapter 6 ■ 271
20 miles along the coast from Cape Romain to Bull Island. (See Appendix C for additional information.)

(96) Cape Romain Shoal, with depths of 4 to 18 feet over

it, extends 4 miles southeastward from Cape Romain.

The outer end of the shoal is marked by a buoy. The

twin towers of an abandoned lighthouse, the taller 165

feet high, stand on the east end of Lighthouse Island,

northwestward of Cape Romain. A 335-foot microwave

tower and a 108-foot lookout tower at McClellanville,

about 6 miles inland, are also conspicuous from seaward.

(97) Cape Romain Harbor, with depths of 1 to 2 feet, is

an unimportant cove indenting the western shore of

Cape Island. The harbor, used only by small local fishing craft, is approached from northward through a narrow, crooked, unmarked channel leading from sea

around the north end of Cape Island. In June 1983, the

reported controlling depth was 3 feet. In June 1983, the

approach leading from the south between Cape Romain

and Lighthouse Island to Cape Romain Harbor was reported closed. Casino Creek is one of several creeks and

connecting passages that lead from inside of Cape Island to the Intracoastal Waterway; in July 1983, the reported controlling depth was 11⁄2 feet in Casino Creek.

The use of the creeks requires local knowledge; the

chart is the best guide.

(98) Five Fathom Creek, about 4.2 miles westward of

the southwestern extremity of Cape Island, is entered

westward of Sandy Point at the western end of Raccoon

Key. The creek, narrow and crooked at its upper end, is

marked by a light and daybeacons. In 1988, the entrance to Five Fathom Creek from Bulls Bay had a reported controlling depth of 3 feet; thence in 1983, a

reported controlling depth of 31⁄2 feet to the

Intracoastal Waterway. In 1985, shoaling to an unknown extent was reported just north of Sandy Point.

The outer bar is subject to change; caution and local

knowledge is advised.

(99) A dredged channel just northeast of Sandy Point at

Sandy Point Beach, connects to Five Fathom Creek

through Clark Creek. In May 2001, the controlling

depth to Five Fathom Creek was 9.6 feet. The channel is

marked by buoys.

(100) Bulls Bay, southwest of Raccoon Key, is entered between Sandy Point on the north, and Northeast Point

on the south. The bay is broad and shallow, and has numerous shoals, many of which are bare at low water. A

56-foot steel skeleton fire lookout tower west of the bay

is conspicuous from seaward. In June 1983, the narrow

channel into Bull Creek, at the southwest side of the

bay, had a reported controlling depth of about 7 feet

over the bar, thence 2 feet from Northeast Point to Bull

Narrows. In June 1983, it was reported that shoaling to

bare extends 1.1 miles eastward from Northeast Point.

The creek is used occasionally as an anchorage. Local

knowledge is advised. Bull Breakers extend 4 miles

southward from Bull Island, on the southwest side of

the entrance to Bulls Bay, and are marked at their outer

end by a buoy. The 131-foot steel skeleton lookout

tower of the former Bull Island Lifeboat Station is

prominent.

Chart 11521

(101) Price Inlet (32°52.5'N., 79°39.1'W.), between Bull

Island and Capers Island, had a reported depth of about

3 feet over the bar in June 1983. The channel is unmarked, and breakers have been observed across the

entire area. The controlling depth in Price Creek from

the inner edge of the bar to the Intracoastal Waterway

was reported to be 5 feet in June 1983. The inlet, the

best between Bulls Bay and Charleston, is used by local

fishermen. With average weather conditions, there are

heavy breakers on the shoal on the eastern side of the

channel and small breakers on the west side. Good anchorage is available in Price Creek. An overhead power

cable with a clearance of 85 feet crosses Price Creek

about 0.5 mile above the mouth.

(102) Capers Inlet, between Capers Island and Dewees

Island, in June 1983, had a reported depth of about 11⁄2

feet over the bar, and breakers extended across the entire entrance. In June 1983, the reported controlling

depth was 8 feet in Capers Creek from the inner edge of

the bar to the Intracoastal Waterway. The channel is

narrow and unmarked. Because of the shoal that extends eastward on the south side of the inlet and breaks

the southwesterly seas, the channel can be entered

when the wind is southwest. A shoal bare at about half

tide extends southward along the eastern side of the inlet. There are numerous stumps and snags outside the

high waterline in Capers Creek. An overhead power cable over Capers Inlet has a clearance of 86 feet.

(103) Dewees Inlet, between Dewees Island and Isle of

Palms, had a depth of about 2 feet over the bar in June

1983, thence deeper water inside to the Intracoastal

Waterway via Dewees Creek. The channel is narrow,

unmarked, and seldom used. Breakers extend across

the entrance to the inlet. An overhead power cable over

Dewees Inlet has a clearance of 87 feet.

(104) A water tower at the pleasure resort near the southwest end of the Isle of Palms and a lookout tower on

Dewees Island are prominent. An unmarked fishing

pier projects seaward from the resort. Two wrecks,

about 0.35 mile apart, are off the eastern shore of the

Isle of Palms about 1.5 miles 107°30' and 1.6 miles

120°30' respectively, of the water tower. The wrecks are

believed to be the remains of Confederate ships which

272 ■ Chapter 6 ■ Volume 4
were apparently sunk by Union forces as they sought to

slip into blockaded Charleston Harbor; they are unmarked and are covered 6 feet and 4 feet, respectively.

An obstruction, covered 9 feet and unmarked, is about

2.55 miles 125° from the water tower. Caution is advised in this area.

(105) Breach Inlet is between Isle of Palms and Sullivans

Island. There is very little water over the bar, and breakers extend entirely across the entrance under almost all

weather conditions. Currents are extremely strong in

this inlet. A highway bridge over the inlet has a fixed

span with a clearance of 5 feet.

Charts 11523, 11524, 11521

(106) Charleston Harbor, 264 miles southwestward of

Cape Hatteras and 65 miles northeastward of Savannah

River, is the approach to the city of Charleston and to

the Cooper, Wando and Ashley Rivers. The harbor is

easy of access day or night in clear weather, and is one

of the best harbors of refuge on the South Atlantic

coast. Charleston Harbor Wildlife Sanctuary is a Marine Protected Area (MPA); (See Appendix C for additional information.)

Caution

(107) The areas generally to the east and southeast of

Charleston Harbor are used extensively by the U.S.

Navy and other military services to conduct various

types of surface, subsurface, and aircraft training exercises. Fleet Area Control and Surveillance Facility

(FACSFAC), Jacksonville, FL, exercises cognizance of

the operating areas, makes area assignments, ensures

promulgation of firing notices, issues schedules, and

prescribes necessary additional regulations.

(108) The entrance to Charleston Harbor is between converging jetties. The north jetty is almost completely

submerged at MHW. There are no lights on the jetties

and smaller craft approaching from the north close to

shore at MHW should exercise extreme caution not to

confuse the south jetty for the north jetty. It is recommended all vessels align seaward of Lighted Buoy 18

before final approach to the jetty entrance.

(109) Charleston, the largest city and port in South

Carolina, is at the confluence of Cooper and Ashley

Rivers. The distance from the end of the jetties to the

southernmost wharves at Charleston is about 7 miles.

The city is a center of a rich agricultural district for

which it is the distributing point. Numerous manufacturing plants are in and near the city. The principal

wharves are along the west bank of Cooper River and

the east bank of the Wando River. Imports are building

cement, plywood, wool, bananas, nonferrous ores,

chemicals, fertilizer, frozen meats, automobiles, steel

products, naval stores and petroleum products. Exports are soybeans, clay, paper products, corn,

woodpulp, lumber, heavy machinery, chemicals, fertilizer, textiles, automobiles and general cargo.

Prominent features

(110) The entrance to Charleston Harbor is between converging jetties which extend nearly 3 miles seaward.

Prominent to the northward of the entrance are several

tanks on Sullivans Island and one on Isle of Palms, and

the Charleston Light. Fort Moultrie and the town of

Sullivans Island are on the north side of the entrance;

the 155-foot conical tower of the abandoned old

Charleston Lighthouse on Morris Island is south of the

entrance; Fort Sumter is on the southwest side of the

channel just inside the entrance.

(111) The twin diamond-shaped towers of the (U.S. Route

17) Ravenel fixed bridge are reported to be 575 feet tall

and clearly visible to the mariner before entering the

channel. The bridge is brightly lit at night. Lighted

buoys mark the west and east sides of the channel, respectively.

(112) Charleston Light (32°45'28"N., 79°50'35"W.) 163

feet above water, is shown from a triangular tower, upper half black, lower half white, on Sullivans Island.

COLREGS Demarcation Lines

(113) The lines established for Charleston Harbor are described in 80.710, chapter 2.

Charleston Harbor Navigational Guidelines

(114) In recent years, a substantial number of oceangoing vessels of increased size and draft have begun calling at the Port of Charleston. Although the waterways

of Charleston Harbor compare favorably with other

ports of the same approximate volume of shipping, the

maritime interests of the port have prudently considered the publication of a number of safe navigational

practices and procedures that have evolved in recent

years. These practices and procedures are known as the

Charleston Harbor Navigational Guidelines.

(115) It is recommended that all vessels, particularly

those which must navigate in the channel because of

draft constraints, hereafter referred to as deep-draft

vessels, strictly adhere to these guidelines. Nothing in

them shall supersede nor alter any applicable laws or

regulations. In construing and complying with these

guidelines, regard shall be had to all dangers to navigation and collision and to any special circumstances, including the limitations of the vessels involved, which

may make a departure from the guidelines necessary to

avoid immediate danger.

Cape Fear to Charleston Harbor ■ Chapter 6 ■ 273
274 ■ Chapter 6 ■ Volume 4

(116) For purposes of these guidelines, poor-handling

vessels are those, which because of their configuration, history of loss of controllability, or steering characteristics, or low power, are unable to consistently

navigate within the channel half width or cannot maintain a speed of 8 knots through the water. If an adequate

number of tugs are made fast to provide maneuverability, power, and a capable speed through the water of at

least 8 knots, the assisted vessel will not be considered

a poor handling vessel. Tandem tows, except for small

scows and nondescript vessels which operate outside

the main channel should not be attempted.

(117) For the purposes of these guidelines, the inbound

approach to the (U.S. Route 17) Ravenel fixed bridge

spans over Hog Island Reach commences at Lighted

Buoy 28 (32°46'22"N., 79°53'15"W.) on Rebellion

Reach. Inbound vessels intending to transit the Cooper

River upstream of the fixed bridge should give a security call on VHF-FM channel 13 upon entering Mount

Pleasant range (32°44.4'N., 79°50.7'W.). Commercial

vessels outbound from piers above the fixed bridge

should give a similar Security call when unmoored or

beginning the downbound transit. Poor-handling vessels intending to transit reaches of the Cooper River

above Rebellion Reach should be prepared to delay

their transit to allow other vessels to clear outbound or

to allow full-powered and more maneuverable vessels

to precede them. Inbound poor-handling vessels should

not proceed in Rebellion Reach past Buoy 28 but rather

should anchor or heave-to out of the channel to await

the passage of outbound vessels or more maneuverable

inbound vessels. Outbound poor-handling vessels

should not depart their berths until inbound vessels

have passed clear of their berths, or until other vessels

scheduled to depart have left their berths and have preceded them down the reaches of the Cooper River.

(118) The maritime interests at the Port of Charleston

construe that the navigation safety regulations contained in Title 33, Code of Federal Regulations, Part

162.65, exist to preserve the safety of the port and waterways of Charleston. These regulations are supported

by these local interests and reports of violations of

those regulations on the part of noncomplying vessel

operators will be reported to Coast Guard authorities.

Draft limitations

(119) While the project depths for Charleston Bar and

Charleston Harbor are published as 47 feet and 45 feet,

respectively, private dredging operations and natural

influences have normally permitted vessels of slightly

greater draft than 45 feet to transit the main channels

of Charleston Harbor. Tidal ranges average 5.2 feet in

most harbor locations. Bar and harbor pilots at

Charleston consider actual depths based upon recent

soundings, the state of the tide, and the need for under

keel clearances to allow for both static and dynamic hydraulic effects between harbor bottom, hull, and the

ship’s propeller(s). The pilots generally require a four

foot margin for clearance, between the lowest point on

the vessel’s hull and the harbor bottom, for vessels

transiting Charleston’s waterways at normal harbor

speeds. The pilot office provides guidance on all vessel

movements in which the vessel’s deepest draft is

greater than 36 feet, and for tank vessels with deepest

drafts over 34 feet.

Low visibility

(120) Not infrequently, portions of Charleston Harbor

are affected by poor visibility. This occurs during line

squalls of heavy rain accompanying the passage of frontal systems, rare snow squalls, and fog. Fog associated

with a generalized weather pattern occasionally settles

over the entire port area including the fairways offshore. Fog over only a part of the harbor, however, is a

reasonably frequent occurrence. Vessels, having unmoored in good visibility, may find during their transit

that visibility has become reduced to a few yards. Similarly, vessels proceeding inbound from the sea buoy

may commence the transit in good visibility only to

lose it while transiting the Charleston Harbor.

(121) These aforementioned reduced visibility conditions may last for only several hours or they may extend

to several days. The purpose of these guidelines is not

to amend nor negate the application of the Rules of the

Road and good navigational practice, but to assist vessels underway in transiting the harbor expeditiously

and with minimum risk to themselves and to the port.

The Commissioners of Pilotage for the Port of

Charleston have issued policy guidance to pilots that

whenever visibility is less than 1,000 yards, pilots

should not knowingly get a vessel underway outbound,

or proceed inbound inshore of Lighted Buoys 27 and 28

on Rebellion Reach, unless an emergency or other special circumstance exists. The pilots licensed by the

Commissioners are required to comply with such policy.

(122) During periods of low visibility, the Charleston

Branch Pilots provide information to Navy Port Services Division and the National Weather Service on actual visibility conditions experienced at the Pilot Office,

located on the Battery (32°46.4'N., 79°55.5'W.), on

board the Association pilot boats, and on board oceangoing vessels being piloted by Charleston Branch Pilots. The pilot office monitors VHF-FM channels 13, 14,

16 and 18A on a continuous basis.

(123) The Charleston Branch Pilots Office provides information on visibility and vessel movements to mariners,

when requested, and when such information is
available. The Charleston Branch Pilots do not accept

responsibility for financial losses resulting from information that is provided by their office, nor do they accept liability in the event that deaths, injuries and/or

property damages may result from the use or misuse of

information provided by the pilot office. The pilot office

is, however, in the best position to determine when reduced visibility exists in the Lower Harbor. At times

when reduced visibility exists, regulatory action by the

Coast Guard Captain of the Port may be necessary. The

Charleston Branch Pilots Association may contact the

Captain of the Port and recommend such action as may

be necessary consistent with the policy guidance of the

Commissioners of Pilotage.

(124) At no time shall the Navigation Rules, International-Inland be abridged or amended by these low visibility navigational guidelines. These guidelines are

intended to enhance safety under conditions wherein

navigation is not otherwise constrained.

Areas of Particular Concern

(125) Four areas in the Cooper River are considered to be

particularly troublesome. These areas are listed in order of ascension when proceeding from sea.

(126) (1) Intracoastal Waterway (32°45.7'N., 79°52.3'W.).

This represents the eastern conjunction of this waterway with Rebellion Reach. Westbound vessels proceeding on the waterway into Charleston Harbor are not

readily visible to vessels inbound from sea until they

are clear of the northernmost part of Sullivans Island.

This waterway is extensively used by tows, and its junction with the harbor of Charleston is subject to strong

and unpredictable crosscurrents at various stages of

the tide. Westbound tows intending to enter Charleston

Harbor from the Intracoastal Waterway should give a

Security call on VHF-FM channel 13, 15 minutes prior

to entry, or upon clearing the Ben Sawyer Bridge

(32°46.3'N., 79°50.5'W.), and adjust speed so as to enter

the harbor when the channel is clear. Every effort, including holding, should be made to avoid unduly restricting deep-draft vessels transiting the main ship

channel, and allow them to clear this area when either

inbound or outbound.

(127) (2) Drum Island Turn (32°48.8'N., 79°54.9'W.).

Navigation of this turn is complicated by (a) poor visibility caused by Drum Island blocking the view of vessels approaching one another, (b) close proximity, 700

yards, to the fixed bridge span over Hog Island Reach,

and the vulnerability of the bridge to collision in the

event vessel control is lost, and (c) crosscurrents on

ebb tide from the confluence of the Cooper and Wando

Rivers. Vessels should make every effort to avoid meeting at this turn, which includes Hog Island Reach

above Lighted Buoy 37 (32°47.6'N., 79°55.1'W.).

Commercial vessels should give another Security call

on VHF-FM channel 13, 15 minutes prior to arriving at

this turn. The vessel with the fair tide should initiate a

proposal for meeting or passing and the vessel stemming the tide should hold as necessary. Any departure

from this procedure should be agreed to by both vessels

in a timely manner. Poor-handling vessels should not

attempt to navigate this turn, except when a suitable

number of tugs are immediately available for assistance, because such vessels are likely to become unmanageable, raising a substantial risk of collision with

the bridge abutments and, thereby, becoming a threat

to the lives of persons in the vehicles on the bridge. Local knowledge is necessary to predict current effects as

they tend to set across the channel on both the flood

and ebb.

(128) (3) Shipyard Creek Junction (32°49.7'N., 79°55.8'W.).

This junction is complicated by the movement of vessel

traffic in and out of Shipyard Creek and by ebb currents

of unusually high velocity. Upbound low-powered vessels,

particularly tugs with deep-draft tows, should not attempt transit of this area, except on flood tide, as their

speed over the ground will be so slow that they will effectively restrict the main channel for hours. Tankships

moored at the oil terminal facing on the lower portion

of Daniel Island Reach are susceptible to current

surges and suction from passing deep-draft vessels.

Tankships mooring at that facility should employ an array of suitable mooring lines including wire ropes and

winches with manually or hydraulically set brakes. It is

recommended that a listening watch be maintained on

VHF-FM channel 13 so that mooring lines can be

tended during the passing of deep-draft vessels whose

Security broadcasts have announced their intention to

transit the upper Cooper River. In addition, vessels so

moored may advise the Office of the Charleston Branch

Pilots Association of their working frequencies so that

such VHF communications between piloted vessels and

moored vessels may be facilitated.

(129) (4) North Charleston and Filbin Creek Reaches

(32°52.2'N., to 32°53.8'N., 79°57.9'W.). The main channel in these reaches is immediately adjacent to the pier

heads of a number of oil terminals which receive tank

vessels. The channel in these reaches is minimally 500

feet in width, thus the passage of deep-draft vessels often occurs in close proximity to moored tank vessels

transferring bulk liquid inflammable, combustible and

hazardous cargoes. The presence of the Route I-526

highway bridge and its vertical structures that are surrounded by a “rip-rap” protective fender system, further restricts navigation. When tank vessels are

moored at any of these facilities, the situation becomes

complicated by the wake effect and suction from passing vessels upon cargo hose and mooring lines of

Cape Fear to Charleston Harbor ■ Chapter 6 ■ 275
moored tank vessels and the possible loss of visibility of

the bridge structure owing to the disbursement of

large quantities of water vapor into the atmosphere

from a nearby industrial plant. To provide the maximum distance between moored and passing vessels,

the area encompassed by these reaches should be limited to one way traffic with respect to the transit of

deep-draft vessels past any tank vessel moored at one,

or more, of the several oil terminal docks. Likewise, no

deep-draft vessel should overtake and pass another vessel in these reaches in the vicinity of moored tank vessels. Deep-draft commercial vessels intending to

transit these reaches should make a Security call on

VHF-FM channel 13, 15 minutes prior to the intended

transit and shall adjust speed so as to avoid a meeting

or passing situation in the vicinity of moored tank vessels. While passing moored tank vessels, transiting

deep-draft vessels shall give due regard for the wake

and suction effects upon the moored vessels. Local

knowledge is necessary to predict current effects as

they tend to set across the channel on both flood and

ebb. Poor-handling vessels should be assisted by a suitable number of assist tugs when transiting these

reaches to avoid collision with tank vessels moored at

the oil terminals. It is recommended that moored tank

vessels maintain a listening watch on VHF-FM channel

13 to be alert to the intentions of deep-draft vessels to

transit these reaches, and thereby have line handlers

prepared to tend mooring lines during the transit. In

addition, vessels so moored should advise the Office of

the Charleston Branch Pilots Association of their working frequencies so that such VHF communications between piloted vessels and moored vessels may be

facilitated.

(130) To prevent problems which might arise from failure to exchange information necessary for safe meeting and passing on the river, the Coast Guard Captain of

the Port conducts spot check monitoring of VHF-FM

channel 13.

Seagoing Tugs and Barges

(131) Seagoing tugs and barges arriving at or departing

Charleston Harbor should, upon arrival, make a security call 15 minutes prior to entering Fort Sumter

Range, or upon departing a dock or anchorage, make a

security call 15 minutes before getting underway. Such

security calls should be made on VHF-FM channel 13.

It is recommended that such vessels further call the

Charleston Branch Pilots' Association on VHF-FM

channel 16 to ascertain the presence and movement of

other vessels on the bar and in the harbor.

Small-craft Precautions

(132) Small craft should comply with the Federal Regulations of 33 CFR 162.65(b), Chapter 2. Small craft

should take precautions whenever anchoring or mooring in close proximity to the main shipping channels by

always maintaining a proper lookout, displaying proper

navigational lights, and exercising good seamanship.

Such small craft are subject to the hydraulic and hydrodynamic effects generated by deep-draft vessels

passing in the main shipping channels even when such

deep-draft vessels are proceeding at minimally slow

speeds necessary to maintain steerageway. These effects can cause extreme surging and, in shallow water,

can generate high waves. Vessels anchored in shallow

water seeing the approach of a deep-draft vessel should

get underway and meet these potential hydraulic and

dynamic effects in a safe and seamanlike manner. Small

craft should never anchor by the stern nor should they

moor to the rock jetties, aids to navigation or bridge

abutments.

Procedures for docking and undocking in

Charleston Harbor

(133) The procedures for docking and undocking deepdraft vessels in Charleston Harbor have been developed by

the Charleston Harbor Navigation Safety Committee.

These procedures were developed with conventional vessels in mind; they do not preclude case-by-case consideration of other vessels representing the application of

advanced technology in vessel controllability systems or

any other mitigating circumstances. The general rules

regarding vessels moored at commercial vessel berths

are:

(134) (1) Vessels to be docked must have a 50-foot horizontal clearance at both bow and stern from vessels already docked at berths adjacent to the intended

berthing space.

(135) (2) The South Carolina State Ports Authority Terminal Tariff No. 8, Rule 34-170, requires calling at Authority berths to use tugs.

(136) (3) The following mooring assist tug guidelines are

recommended for vessels calling at Charleston Harbor

Terminals:

(137) Columbus Street Terminal: Vessels calling at all

berths at the SCSPA Columbus Street Terminal present

a risk of allision with the U.S. Route 17 Arthur Ravenel

Bridge span over Town Creek, which is situated less

than 1,400 feet from the furthest inland berth at that

Terminal, if the movements of those vessels are not

safely arrested and controlled during docking and

undocking maneuvers. Therefore, an appropriate

number and capability of tugs should be employed to

assist with the movement of the vessels of various dimension and draft with due consideration to the tidal

276 ■ Chapter 6 ■ Volume 4
currents and the direction of vessel movement, i.e. inbound or outbound.

(138) (a) For docking or undocking, vessels over 50,000

Dead Weight Tons (dwt) should employ two tugs:

(139) 1. A tractor tug as an escort tug capable of rendering assistance through its influence on the speed and

direction of travel of the vessel in the event of a casualty, steering or propulsion failure, and thereby reducing the possibility of an allision. The tractor tug should

not be less than 4,000 hp; and

(140) 2. A tug employed to control the vessel's head. The

tug should not be less than 3,300 hp, unless the vessel

is fitted with a fully functional bow thruster, in which

case a 3,000 hp tug may be used.

(141) Vessels over 50,000 dwt should not moor starboard

side to on ebb tide.

(142) (b) For docking or undocking, vessels between

30,000 dwt and 50,000 dwt should employ two tugs:

(143) 1. Either a tractor or conventional tug, not less

than 3,300 hp, as an escort tug;

(144) 2. A second tug capable of assisting the vessel's

head.

(145) Vessels between 30,000 dwt and 50,000 dwt should

not moor starboard side to on ebb tide.

(146) (c) For docking or undocking, vessels less than

30,000 dwt should employ a tug, not less than 3,300 hp,

as an escort and a second tug capable of assisting the

vessel's head.

(147) (d) Tugs employed to the guidelines as escort tugs

shall meet up with inbound vessels not later than Rebellion Reach.

(148) Allied Terminal: Vessels over 40 feet in draft, when

docking, shall arrive at the terminal in such time so as

to complete mooring operations prior to the commencement of ebb tide. There are no undocking restrictions. Vessels with a draft of 34 feet or less may

dock at any time.

(149) Shipyard River Coal Terminal, Chevron, Braswell

and Detyens Shipyards, Salmons: There are no undocking restrictions at these facilities. Docking shall be accomplished on flood tide only (off mouth of Shipyard

Creek).

(150) McCalloy: Docking shall be accomplished at flood

tide only (off mouth of Shipyard Creek). Vessels over 535

feet in length shall undock only during daylight. The

maximum length of vessels that can be accommodated is

580 feet. There are no other undocking restrictions.

(151) Navy Facilities: Former Naval Station Pier “K”;

North side; docking and undocking of vessels shall be

during slack water or flood tide. South side; docking

and undocking of vessels shall be on slack water only.

Navy small craft are exempt from this restriction. Naval

Weapons Station (NWS), Pier “A”, 950’ “Bob Hope”–class,

flood tide only.

(152) South Carolina State Ports Authority North

Charleston Terminal (“Port Terminal”), Grain Dock

and the Navy Weapons Station “TC” Dock: There are

no undocking restrictions. There are no docking restrictions on vessels less than 700 feet in length. Ships

700 feet and over should not be docked starboardsideto during ebb tide.

(153) Koch, Alcoa, Fina, North Hess, Marathon, Shell:

No restrictions on docking or undocking, except that

deep loaded tankships shall not be docked starboardside-to during ebb tide.

(154) There are no restrictions at any other commercial

terminal in Charleston Harbor (i.e., Amoco, Westvaco)

provided that adequate depths of water are maintained

at dockside.

(155) In construing and complying with these docking

restrictions, regard shall be had to all special circumstances which may make a departure from these guidelines necessary to avoid danger.

(156) Published tide tables provide tidal conditions at

certain selected locations. For specific tidal conditions

at the various berths, mariners are urged to consult the

docking tug companies.

Channels

(157) The entrance to Charleston Harbor is between converging jetties, the inner portions of which are submerged. The north jetty is almost completely submerged

at MHW from offshore to about 32°44'28"N., 79°49'56"W.,

thence submerged to shore; caution is advised. Mariners

should align seaward of Lighted Buoy 18 on their final approach. An opening in the south jetty is marked by buoys

and had a reported controlling depth of 20 feet in 2008.

(158) A Federal project provides for a channel 47 feet

deep over the Bar (Ft. Sumter Range) and through the

Harbor entrance and, thence 45 feet deep into the major reaches of Cooper River, Wando River and Town

Creek to Goose Creek, 13.6 miles above the mouth; and

a connecting channel into Shipyard Creek 32 feet deep.

A 35-foot Navy-maintained channel extends from the

head of the Federal project in Cooper River to a turning

basin at a naval facility, about 2.6 miles above Goose

Creek; thence 30 feet for another 0.8 mile. The channels require constant dredging to maintain them at or

near project depths, due to the silting of Cooper River.

(See Notice to Mariners and latest editions of charts for

controlling depths.) South Channel, from the main

channel to off the Battery, is no longer maintained. In

September-October 1996, the controlling depths were

24 feet from a junction with Rebellion Reach to a junction with Ashley River channel, thence 24 feet to off the

Battery. The channels are well marked by lighted

ranges and other aids to navigation. Charleston Entrance Lighted Buoy C (32°37'05"N., 79°35'30"W.) is

Cape Fear to Charleston Harbor ■ Chapter 6 ■ 277
about 15 miles southeast of Charleston Light and is

equipped with a racon.

Anchorages

(159) The principal anchorage for deep-draft vessels is in

the triangle westward of the junction of Rebellion

Reach of the main channel with South Channel. (See

110.173, chapter 2, for limits and regulations.)

Dangers

(160) The danger area of a former World War II minefield

is off the entrance to Charleston Harbor. The area is

open to unrestricted surface navigation but all vessels

are cautioned not to anchor, dredge, trawl, lay cables,

bottom, or conduct any similar type of operation because of residual danger from mines on the bottom. An

“anchor at your own risk” anchorage, within the danger area, is on the north side of the entrance channel

about 7 miles NW of Charleston Entrance Lighted

Whistle Buoy C. The rectangular anchorage is enclosed

by the following points:

(161) 32°42.9'N., 79°42.8'W.;

(162) 32°41.3'N., 79°39.3'W.;

(163) 32°39.9'N., 79°40.2'W.; and

(164) 32°41.6'N., 79°43.7'W.

(165) The area has been searched on many occasions and

no unexploded ordnance has been discovered. Vessels

have routinely anchored in this offshore anchorage for

many years without mishap.

(166) A regulated navigation area extends northeastward

and southeastward along the northern side of the entrance channel from Charleston Entrance Channel

Lighted Buoy 16. (See 165.714, chapter 2, for limits

and regulations.)

Marine Protected Area (MPA)

(167) Charleston Bump Closed Area-Highly Migratory

Species, portion of Exclusive Economic zone (EEZ) extending from southern NC to southern GA near Jekyll

Island. (See Appendix C for additional information.)

Caution

(168) Vessels approaching Charleston Harbor must

guard against an inshore set which may amount to a

knot or more due to indraft of current into the various

inlets. In this area, preceding a northeasterly or following a southerly gale, a hazy atmospheric condition may

be encountered, which results in low visibility of lights

even in fine weather when it is clear overhead. During

the periods when this condition prevails, it is reported

that excessive inshore sets have been experienced.

(169) Rattlesnake Shoal, 3 miles offshore and the same

distance east-northeastward of the north jetty at the

entrance to Charleston Harbor, is about 2 miles long

east and west; its least depth is 10 feet. A buoy is E of the

outer end of the shoal.

(170) Two unmarked rectangular drill minefields are

about 8 miles northward and 5 miles north-northeastward of the sea buoy (Charleston Entrance Lighted

Buoy C). Depths of 30 feet were reported in the northern minefield in 1969. A lighted buoy is about 1.5 miles

southeastward of the northern minefield and marks a

wreck and fish haven area. There are several drill minefields westward and southwestward of the sea buoy.

There are also several unmarked charted dangers inside the sea buoy; caution is advised in this area.

Routes

(171) From northward, the safer approach to Charleston

Harbor, and the one generally used by deep-draft vessels, is outside Frying Pan Shoals Lighted Buoy 16. The

course should be shaped west-southwesterly to pick up

Cape Romain Lighted Whistle Buoy 6, and then the

Charleston sea buoy. From southward, a northeast

course, from a point about 3 miles southeastward of Savannah Light, will lead to the Charleston sea buoy.

Tides

(172) The mean range of tide at Charleston and Fort

Sumter is about 5 feet. At Fort Sumter the tides occur

about 10 minutes earlier than at Charleston. (See Tide

Tables for daily predictions.) It is reported that northeasterly winds or storms of long duration can increase

tides by 2 to 3 feet. Increases in tide level can also be expected with southerly winds and falling barometric

pressure. Westerly winds and rising pressure tend to

reduce tide levels.

Currents

(173) Off the entrance to Charleston Harbor the tidal

currents are rotary with velocities of about 1 knot. Near

the entrance to the jetties the current sets fair with the

channel at strengths of flood and ebb and can be expected to set across the channel with a velocity of about

0.2 knot about 3 hours after strength of flood and ebb,

setting northeastward and southwestward, respectively.

(174) It is reported that tide rips, hazardous to small

craft, may be encountered off the jetties when wind and

current are opposed.

(175) It is reported that with a west-northwesterly storm

the ebb current off Fort Sumter and north of Drum Island attains a velocity of about 4 knots.

(176) In the channel between the west end of the south

jetty and the submerged jetty, the average velocities of

the current at strengths of flood and ebb are about 1.2

knots and 2.8 knots, respectively.

278 ■ Chapter 6 ■ Volume 4
(177) Daily predictions for Charleston Harbor, off Fort

Sumter, are contained in the Tidal Current Tables, and

predictions for a number of other locations in the harbor and tributaries can be obtained through the use of

Table 2 of the Tidal Current Tables. Tidal Current

Charts are available for Charleston Harbor, including

the entrance thereto, and Wando, Cooper, and Ashley

Rivers.

Weather, Charleston and vicinity

(178) The temperate climate is modified by its exposure

to the ocean. This is most noticeable in winter, when

minimum temperatures are often 10° to 15°F (5.6° to

9.4°C) warmer on the peninsula than at the airport.

Summers are warm and humid although sea breezes

keep 100°F (37.8°C) readings a rarity. This is the rainiest season but most of the precipitation falls as brief,

heavy showers or thundershowers. Prevailing winds

are generally southerly in summer and spring, compared to the more frequent northerlies of fall and winter. Gales are infrequent and are most likely associated

with local spring storms or hurricanes, which may also

produce severe thunderstorms and tornadoes. From

late September through early November weather is often sunny and pleasant except for the threat of a hurricane, which also exists in summer.

(179) The average temperature at Charleston is 66°F

(18.9°C) with an average high of 76°F (24.4°C) and an

average low of 55°F (12.8°C). January is the coolest

month with an average high of 59°F (15°C) and an average low of 38°F (3.3°C). July is the warmest month

with an average high of 90°F (32.2°C) and an average

low of 72°F (22.2°C). The warmest temperature on record is 104°F (40°C) recorded in July 1986 and the

coolest temperature on record is 6°F (-14.4°C) recorded in January 1985. June, July, and August have

each recorded temperatures in excess of 100°F (37.8°C)

while each month, November through April, has recorded temperatures below freezing. Temperatures

above 90°F (32.2°C) can be expected on 53 days during

any given year while temperatures below 32°F (0°C)

can be expected on 33 days during any given year.

(180) The average annual precipitation of Charleston is

52 inches (1,321 mm). Thanks to an abundance of

thunderstorms, averaging 14 each year during July,

July is the wettest month with 7.25 inches (184.2 mm).

November is the driest month averaging about 2.5

inches (63.5 mm). Snowfall is rare in Charleston averaging less than one inch (25.4 mm) in any given year.

However snow has fallen in each month, November

through March. The greatest snowfall in a 24-hour period was 6 inches (152.4 mm) in December 1989.

(181) Charleston Harbor offers few of the characteristics

of a haven during hurricane force winds. The following

recommendations along with more detailed information can be found in the Hurricane Havens Handbook

for the North Atlantic Ocean mentioned in chapter 3.

Large ships should evade at sea or seek shelter elsewhere when a hurricane threatens. During a severe

tropical storm (50-63 knots), some moorings along the

Cooper River, Shipyard Creek and Town Creek may be

adequate unless the vessel has a large sail area. While

anchorage for deep-draft vessels is available in the triangle westward of the confluence of Rebellion Reach

(of the main channel) with South Channel, use of this

anchorage is not recommended because of the restricted scope while riding at anchor, the hazards of

collision, and the difficulty of leaving if necessary.

(182) The topography of the entire harbor area is nearly

flat and at sea level provides little shelter from wind and

tide. The highest accurate storm tide on record was

11.2 feet (3.4 m) above mean low water in the August

1893 storm. Smaller vessels, fishing boats and sailing

craft should stay fast or seek shelter along the west side

of the Cooper River, northward of the Battery.

(183) Since 1842, 58 tropical storms have come within

50 miles (93 km) of Charleston, 34 of these since 1950.

The most noteworthy of recent memory was Hurricane

Hugo in 1989. Hugo made landfall near Sullivan's Island, north of Charleston, early in the morning of September 22nd. Highest sustained winds in Charleston

were 68 knots with gusts to 85 knots, however local reports noted gusts as high as 94 knots.

(184) The National Weather Service Office is at the Municipal Airport about 12 miles outside of the city. Barometers may be compared there. (See Appendix B for

the Charleston climatological table.)

Pilotage, Charleston

(185) Pilotage is compulsory for all foreign vessels and

for all U.S. vessels under register in the foreign trade.

This compulsory pilotage is regulated pursuant to 46

USC 8501 and Title 54, Chapter 15 of the 1976 South

Carolina Code, as amended, and Chapter 136 of the

South Carolina Code of Regulations. The State pilotage

regulatory agency is the Commissioners of Pilotage,

Port of Charleston, P.O. Box 20096, Charleston, SC

29413; telephone 843-577-8659. Pilotage is optional for

U.S. vessels in the coastwise trade which have on board

a pilot licensed by the Federal Government pursuant to

the Federal pilotage requirements of 46 USC 8502 and

46 CFR 15. Both Federal and State pilotage is available

from the Charleston Branch Pilots Association, 6 Concord Street, Charleston, SC 29401, telephone

843-577-6695, FAX 843-577-0632. The Association

maintains two offshore pilot boats, the FORT SUMTER

and the FORT MOULTRIE. They also have two boats,

the SIS and the PALMETTO STATE, used primarily as a

Cape Fear to Charleston Harbor ■ Chapter 6 ■ 279
shuttle and for other harbor work. These four boats

have black hulls and aluminum superstructures, and

have the word “PILOT” on their sides. Pilots board vessels day or night from the pilot boats in the vicinity of

the sea buoy Charleston Entrance Lighted Buoy C

(32°37'05"N., 79°35'30"W.). Vessels are requested to

maintain a speed of 8 to 10 knots and provide a ladder 2

meters above the water on the leeward side. The pilot

boats are equipped with radar and maintain radiotelephone communications on VHF-FM channels 13, 14,

16, and 18A. The pilot office at Charleston monitors

these channels on a 24-hour basis. Pilots may be obtained directly by telephone, FAX (above), through the

Charleston Marine Operator, or by prior arrangement

through ships’ agents. The usual practice is for ship

agents to FAX orders directly to the pilot office, at

843-557-0632. At least 3 hours advance notice for orders of arrival at the sea buoy and departure from the

port is required.

(186) Public vessels such as Navy and Coast Guard ships

are exempt from pilotage requirements but their commanding officers frequently request pilots in an advisory capacity. When pilots are taken, naval vessels may

use either federally licensed civilian employees of the

Navy or pilots from the Charleston Branch Pilots Association as pilots on their vessels. The Port Services Division of U.S. Naval Station, Charleston, coordinates

pilotage for naval vessels through the two groups of pilots.

North Atlantic Right Whales

(187) Endangered North Atlantic right whales are often

within 30 miles of the South Carolina coast in the approaches to Charleston Harbor from November

through April. (See North Atlantic right whales,indexed as such, in chapter 3 for more information on

right whales and recommended measures to avoid collisions.)

(188) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in a

continuous 20-nm Seasonal Management Area between November 1 and April 30. The area is defined as

the waters contained by the following points:

(189) A: 34o10.5'N., 77o49.2'W.;

(190) B: 33o56.7'N., 77o31.5'W.;

(191) C: 33o36.5'N., 77o47.1'W.;

(192) D: 33o28.4'N., 78o32.5'W.;

(193) E: 32o59.1'N., 78o50.3'W.;

(194) F: 31o50.0'N., 80o33.2'W.;

(195) G: 31o27.0'N., 80o51.6'W.; thence due west to the

shore. (See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

Towage

(196) Tugs are required for docking and undocking. Tugs

up to 5,100 hp are available at all hours by arrangements through ships’ agents. They usually meet vessels

bound for Charleston proper at or near the Customhouse Reach, and vessels bound for North Charleston

at or near North Charleston Reach. Tugs can also be engaged for salvage or deep-sea towing.

Quarantine, customs, immigration, and agricultural

quarantine.

(197) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(198) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) The quarantine office is in

the Federal Building. There are several large public and

private hospitals in Charleston.

(199) Charleston is a customs port of entry.

Coast Guard

(200) A Marine Safety Office is at the Coast Guard Base

(32°46.4'N., 79°56.6'W.) on the east side of the Ashley

River. (See Appendix A for address.)

Harbor regulations

(201) The Coast Guard exercises jurisdiction over the

Port of Charleston through the Captain of the Port. The

South Carolina State Ports Authority exercises jurisdiction over the authority’s facilities through its Executive Director at the headquarters building, located at

176 Concord Street. The ports authority berthing office

is manned at all times and can be reached at

843-557-8659 or call Port Harbormaster on VHF-FM

channel 16. Additional information can be obtained

through the State Ports Authority's Harbormaster at

843-577-8192 or VHF-FM channel 16, call sign, KBP

636. The Commissioners of Pilotage, Port of

Charleston, have issued policy guidelines for safe vessel

movement to the pilots regulated by that State agency

in the Commissioners of Pilotage Policies and Procedures Manual. Chapter 136 of South Carolina State

Code of Regulations contains regulations concerning

vessel traffic restrictions, docking and undocking.

Wharves

(202) Only the major facilities at Charleston and North

Charleston are described. These facilities are all northward of the Battery along the west side of Cooper River

and Town Creek, and in Shipyard Creek and the east

bank of the Wando River. All of the berths have highway

connections and most have either direct or beltline rail

connections with the Seaboard System Railroad or the

Southern Railway System. Water is also available at

280 ■ Chapter 6 ■ Volume 4
most berths. General cargo at the port can be handled

by ship’s tackle or special equipment which is available

at most facilities. Special equipment, if available, is

mentioned in the description of the particular facility.

(203) There are many smaller facilities in Charleston

which are used by barges and small vessels, and as vessel-repair berths; these are not described. For a complete description of the port facilities, see Port Series

No. 13, published and sold by the U.S. Army Corps of

Engineers. (See Appendix A for address.)

(204) Facilities at Charleston proper, along the west side

of Cooper River and Town Creek, northward of the

Battery (32°46'08"N., 79°55'44"W.):

(205) State Pier 2, Union Pier: 0.75 mile north of the

Battery; 2,620 feet of berthing space with dolphin off of

the south end; 35 feet alongside; deck height, 12 feet;

handles general cargo and heavy machinery; passenger

terminal; owned and operated by South Carolina State

Ports Authority.

(206) State Pier 8, Columbus Street Terminal: about 1.4

miles north of the Battery; 3,440 feet of berthing space;

40 feet alongside; deck height, 12 feet; three gantry

cranes to 125 tons; handles general and containerized

cargo including heavy lift items; owned and operated

by South Carolina State Ports Authority. Three container cranes are also available.

(207) State Pier 9: joining State Pier 8 to the northward;

marginal type wharf with 437-foot face and 30-foot

apron; 35 feet alongside; deck height, 12 feet.

(208) Allied Terminal Wharf and Barge Dock: 3.4 miles

northward of the Battery, just below the entrance to

Shipyard Creek; offshore wharf with 78-foot face, 1,000

feet of berthing space with mooring dolphins; 40 feet

alongside; deck height, 10 feet; handles asphalt and petroleum products; bunkering vessels.

(209) Facilities in Shipyard Creek, on the west side of

Cooper River about 3.8 miles northward of the Battery:

(210) Kinder-Morgan Bulk Terminal: south side of Shipyard Creek, just inside the entrance; marginal wharf

with 390-foot face; 44 feet alongside; deck height, 14

feet; one 16-ton electric crane; handles miscellaneous

liquid and dry bulk commodities including coal and

stone.

(211) Kinder-Morgan Bulk Terminal : west side of Shipyard Creek about 400 yards westward of Shipyard River

Terminal Wharf; 130-foot face, berthing for 660-foot

vessels with dolphins; 44 feet alongside; deck height, 13

feet; handles petroleum products and bunkering vessels.

(212) Facilities at North Charleston, along the west side

of Cooper River, northward of the Battery:

(213) Thomas Cement Terminal: (32°52'47"N.,

79°58'05"W.): L-shaped offshore wharf with 250-foot

face, 550 feet with dolphins; 40 feet alongside; deck

height, 11.5 and 16.5 feet; handles petroleum products.

(214) AlcoaTerminal Wharf: about 250 yards of northward of Koch Terminal Wharf; 520-foot face, 700 feet of

berthing space with dolphins; 40 feet alongside; deck

height, 14 feet; handles liquid chemicals and alumina.

(215) Shell Oil Wharf: about 550 yards northward of

Koch Terminal Wharf; offshore wharf with 142-foot

face, 257 feet of berthing space with dolphins; 40 feet

alongside; deck height, 13 feet; handles petroleum

products.

(216) Marathon Petroleum Co. Wharf: about 300 yards

northward of Texaco Wharf; offshore wharf with

50-foot face, 275 feet with dolphins; 40 feet alongside;

deck height, 14 feet; handles petroleum products .

(217) Amerada Hess Corp. North Terminal: about 200

yards northward of Marathon Petroleum Co. Wharf;

offshore wharf with 68-foot face, 600 feet of berthing

space with mooring dolphins; 40 feet alongside; deck

height, 12 feet; handles petroleum products.

(218) Westvaco Corp. Wharf: about 0.65 mile northward

of Amerada Hess Corp. North Terminal; marginal type

wharf with 480-foot face; 655 feet usable with dolphins;

40 feet alongside; deck height, 12 feet; handles paper

products.

(219) State Pier 15, South Carolina State Ports Authority North Charleston Terminal: joining Westvaco Corporation wharf to the northward; marginal wharf with

2,460-foot face; 40 feet alongside; deck height, 12 feet;

six container cranes, container handlers and

toploaders; handles general cargo, RO/RO, and frozen

products; owned and operated by South Carolina State

Ports Authority.

(220) South Carolina State Ports Authority Grain Wharf:

about 0.4 mile northward of State Pier 15; marginal type

wharf with 380-foot face; 40 feet alongside; deck height,

12 feet; handles dry bulk cargo; operated by South

Carolina Farm Bureau Marketing Association.

(221) Naval Weapons Station TC Dock: about 0.2 mile

northward of the South Carolina State Ports Authority

Grain Wharf: marginal type wharf with a 1,500-foot

face; 40 feet alongside. (For further information contact the operator.)

(222) The piers at the former Navy Base, and Navy Yard

are now under the operation of other government

agencies and private corporations. The Maritime Administration uses several of these piers as lay berths for

their ships. The U.S. Coast Guard also berths vessels at

these piers. Pier “Zulu” is used by commercial vessels

for cargo handling. Detyens Shipyard operates drydock

facilities and berths at the former Navy Yard.

(223) Cargo facilities on east bank of Wando River, east

of Cooper River:

Cape Fear to Charleston Harbor ■ Chapter 6 ■ 281
(224) WandsWelch Terminal: about 1.7 miles north of

Drum Island; 3,800-foot face; 40 feet alongside; deck

height, 151⁄2 feet; nine 40-long ton container cranes,

container handlers and toploaders; handles containerized

general cargo; operated by South Carolina State Ports

Authority.

Supplies

(225) All types of marine supplies and provisions can be

obtained in Charleston. Water is available at most of

the berths; diesel fuel is available by barge or truck.

Repairs

(226) Detyens Shipyard, Inc., offers drydocking services

at its facilities at the former Navy Yard, and at Cainhoy

on the upper Wando Rier, which is described later in

this chapter. Another commercial repair facility with a

1,000-ton capacity marine railway is on the south side

of Stono River on the Intracoastal Waterway at Mile

476.4. This facility is discussed in chapter 12.

(227) Several shops, on and off the waterfront, can make

above-the-waterline hull repairs, and repairs to gasoline and diesel engines and electronic equipment anywhere in the harbor; the largest shafts that can be

produced are 30 feet by 48 inches.

(228) Wrecking and salvage gear is available at

Charleston for normal operations and special equipment can be brought in.

(229) Repair facilities for small craft are on the Wando

and Stono Rivers.

Communication

(230) The port of Charleston is served by the CSX Transportation and the Southern Railway System, which

connect with most of the wharves either directly or

through three beltline railroads. A number of steamship lines connect the port with principal foreign ports;

frequent sailings are maintained by most of the lines.

The Municipal Airport 12 miles northwestward of the

Battery is served by four commercial airlines. Truck

and bus lines serve the port. There are excellent highway connections with Interstate Route 26 and U.S.

Routes 17, 701, 52, 52A, and 78.

Chart 11524

(231) Ashley River empties into Charleston Harbor from

the northwestward on the southwest side of Charleston.

Channels

(232) A dredged channel in Ashley River leads from a

point about 1 mile southeastward of the Battery

(32°46'08"N., 79°55'44"W.) to a turning basin about 5.8

miles above the Battery. In 2001-September 2008, the

controlling depth was 14.9 feet to the U.S. Route 17

bascule highway bridges, thence 12.4 feet to the turning basin with 12.9 feet in the turning basin. About 1.0

mile above the U.S. Route 17 bascule bridges, trestle

ruins extend from the west side of the channel to about

midchannel; extreme caution is advised. Local knowledge is advised for vessels navigating above the turning

basin. The river is marked by a lighted approach range,

and by buoys and daybeacons to the fixed highway

bridge about 8.4 miles above the Battery.

(233) Coast Guard Sector Charleston is on the east side

of Ashley River, about 0.9 mile above the Battery.

(234) A municipal marina is on the northeast side of the

Ashley River 1.3 miles above the Battery and 0.3 mile

north of the entrance to Wappoo Creek, which is a part

of the Intracoastal Waterway. Electricity, gasoline, diesel fuel, water, ice, pump-out station, launching ramp,

marine supplies, and wet storage are available. In July

2003, depths of 13 feet were reported alongside the

berths. A marina, about 600 yards northeast of the municipal marina, has electricity, gasoline, diesel fuel, water, ice, pump-out station, marine supplies, wet storage

and engine repairs available. In 1983, good anchorage

for small craft was reported on the east side of the river

just northward of the municipal marina.

(235) Special anchorage areas are across the river from

the marinas. (See 110.1 and 110.72d, chapter 2, for

limits and regulations.)

(236) A slow, no-wake speed zone is marked by a buoy

just south of the municipal marina.

Bridges

(237) Several bridges cross the Ashley River above the

Battery. A fixed bridge, with a clearance of 56 feet

crosses about 1.5 miles above the Battery. The two U.S.

Route 17 highway bascule bridges, 100 yards apart,

cross about 2 miles above the Battery. The first has a

clearance of 18 feet and the second, 14 feet. State Route

7 highway fixed bridge, 6.2 miles above the Battery, has

a clearance of 50 feet at the center span. The overhead

power cable 0.4 mile above the bridge has a clearance of

70 feet at the two main spans. The fixed highway bridge

about 8.4 miles above the Battery has a clearance of 35

feet. The CSX bridge, 10 miles above the Battery, has a

bascule span with a clearance of 3 feet. The overhead

power cable just below this bridge has a clearance of 74

feet. (See 117.1 through 117.59 and 117.915, chapter

2, for drawbridge regulations.)

(238) An overhead power cable with a clearance of 70 feet

crosses the Ashley River about 0.6 mile below Greggs

Landing.

(239) Shem Creek, on the lower east side of Charleston

Harbor, is entered from the south through Mount

282 ■ Chapter 6 ■ Volume 4
Cape Fear to Charleston Harbor ■ Chapter 6 ■ 283

Pleasant Channel, a marked dredged channel that

leads to a terminal basin about 1.9 miles above the

channel entrance and just below the Route 17 highway

bridge at Mount Pleasant. In February 2009, the reported controlling depth was 6.2 feet to the highway

bridge. Shem Creek can be approached from westward

via unmarked Hog Island Channel, used by local boatmen only at high water. A marina about 1.2 miles above

the dredged channel entrance has gasoline, water, ice,

and a launching ramp. Other wharves on the creek are

used by fishing vessels. U.S. Route 17 highway bridge

has a 36-foot fixed span with a clearance of 12 feet.

(240) Cooper River enters Charleston Harbor from

northward on the eastern side of Charleston; the main

channel of the harbor extends several miles up this

river. Drum Island is 2 miles above the mouth of the

river. The channel on the westerly side of this island is

known as Town Creek.

(241) A U.S. Government degaussing range, marked by

lighted and unlighted dolphins, crosses the channel between Shutes Folly Island and Charleston, about 0.3

mile northward of the Battery. A restricted area has

been established in the immediate vicinity of the range.

(See 334.470, chapter 2, for limits and regulations.)

Bridges

(242) Two fixed bridges, about 5.7 miles above the mouth

and parallel to each other, span Town Creek, Drum Island, and Cooper River on the east side of Charleston.

The authorized clearances for both bridges are: Town

Creek, 65 feet for a width of 250 feet; Cooper River, 186

feet for a width of 1,000 feet.

(243) The I-526 fixed highway bridge has a clearance of

155 feet and crosses Cooper River, at Filbin Creek

Reach, about 6.7 miles above the two fixed bridges. The

I-526 fixed highway bridge over the Wando River has a

vertical clearance of 138 feet and crosses the Wando

River about 3.5 miles abut the junction of the Cooper

and Wando Rivers.

(244) Shipyard Creek joins Cooper River from the west

3.8 miles above the Battery. There is considerable traffic in oil, bulk fertilizer materials, and ore on this waterway.

(245) Facilities of the U.S. Government extends along

the west side of the Cooper River from 4 to 8 miles

above the Battery. The large water tank, red and white,

is conspicuous at the facility.

(246) Restricted areas are in the northern portion of

Shipyard Creek, and in the Cooper River at the U.S.

Government facility. (See 334.460 and 334.470, chapter 2, for limits and regulations.)

(247) North Charleston, just north of the government facility, is the site of several oil wharves, a general cargo

terminal, several bulk commodity wharves, and the

U.S. Army Storage Activity; these facilities have been

described earlier under Wharves.

Chart 11527

(248) In 1977, depths of 20 feet or more were available in

Cooper River from the upper limit of the Navy-maintained channel about 3.4 miles above Goose Creek to

The Tee, 26 miles above the Battery. There is ship traffic to and from the Amoco Terminal about 14 miles

above the Battery, ship movement is subject to certain

restrictions by the Pilots' Association. There is daylight-only ship traffic upstream as far as the Nucor

Steel Terminal about 18.5 miles above the Battery.

These ships are limited in size to 580 feet long with a 25

foot draft, and subject to certain tidal and current restrictions by the Pilots' Association. This section of the

river is bordered by marshland, with occasional bluffs

15 to 20 feet high. A restricted area is off the U.S. Naval

Ammunition Depot, on the west side of Cooper River

about 10 miles northward of the Battery. (See 334.460,

chapter 2, for limits and regulations.)

(249) An overhead power cable with a clearance of 75 feet

crosses Cooper River about 21.1 miles above the Battery.

(250) In East Branch the reported controlling depth in

June 1983 was 7 feet to Pompion Hill Chapel, 6 miles

above The Tee. The channel is narrow and follows the

ebbtide bends. In West Branch, the reported controlling depth in May 1975 was 15 feet to the CSX bridge 4

miles above The Tee. The first bend west of The Tee is a

bad spot; deep water is on the inner side of the bend.

The railroad bridge has a swing span with a channel

width of 30 feet and a clearance of 8 feet. (See 117.1

through 117.59 and 117.925, chapter 2, for drawbridge regulations.) Extreme caution is necessary at

the bridge; the current is strong, and about 40 minutes

is needed to open the draw. An overhead power cable at

the bridge has a clearance of 85 feet. The mean range of

tide at the bridge is 4.2 feet.

(251) About 12 miles above The Tee, a tailrace canal enters West Branch from Lake Moultrie. The distance

along the canal from West Branch to the lake is about 4

miles. Two bridges cross the canal with minimum

clearance of 50 feet. A marginal wharf 200 feet long is

on the west side of the canal about a mile above the

junction with West Branch. The wharf has gasoline

available; in June 1987, a reported controlling depth of

3 feet was alongside. In 1987, very strong currents were

reported to exist in the canal.

(252) A depth of about 11 feet is available from the CSX

bridge over West Branch to the tailrace canal and
284 ■ Chapter 6 ■ Volume 4

thence to the dam. The lock in the dam has a length of

180 feet, a width of 60 feet, and a depth over the miter

sills of 12 feet; the vertical lift is 75 feet. A draft of 14

feet has been taken to the lake with favoring tides.

Light-draft vessels can navigate to Columbia, S.C., by

way of Lake Moultrie, Lake Marion, and the Congaree

River. The last 18 miles are treacherous because of the

twisting channel and varying water levels caused by a

dam above Columbia. The lakes are fouled by submerged trees. Navigation should not be attempted by

strangers.

Charts 11524, 11526

(253) Wando River empties from the northeast into Cooper River eastward of Drum Island.

(254) Wando River Terminal, previously described, is on

the east side of Wando River about 1.7 miles above

Drum Island. The channel to the facility is marked by

lighted buoys.

(255) A fixed highway bridge with a clearance of 138 feet

is about 3.5 miles above Drum Island.

(256) Nowell Creek empties into the west side of Wando

River, about 4.5 miles above Drum Island. The creek,

about 5.5 miles above its mouth, joins Beresford

Creek. Together they form a connection between

Wando River and Cooper River. In 1973, shoaling to 2

feet was reported on the east side of the entrance to

Nowell Creek.

(257) An overhead power cable with a clearance of 145

feet crosses Wando River about 8.9 miles above Drum

Island.

(258) Cainhoy is a town on Wando River about 9 miles

above Drum Island. Depths of about 17 feet can be

taken to Cainhoy and thence, with local knowledge, 11

feet to the mouth of Guerin Creek 1.5 miles above State

Route 41 highway bridge at Cainhoy, thence 8 feet for

another 3.4 miles, thence 2 feet to Wards Bridge. The

channel is marked as far as Cainhoy by buoys and

unlighted ranges.

(259) State Route 41 bridge and an overhead power cable

cross the river about 0.4 mile above Cainhoy; the highway bridge has a swing span with a clearance of 6 feet

and the overhead power cable has a clearance of 85 feet.

(See 117.1 through 117.59 and 117.939, chapter 2,

for drawbridge regulations.)

(260) Wando River continues for about 7 miles to Wards

Bridge at the head of navigation. An overhead power

cable crossing the river about a mile south of the bridge

has a clearance of 30 feet. Guerin Creek flows into

Wando River from the northeast about 2 miles above

Cainhoy. Guerin Bridge, a fixed structure at the head of

navigation, is some 3 miles above the mouth of the

creek.
Cape Fear to Charleston Harbor ■ Chapter 6 ■ 285
286 ■ Chapter 7 ■ Volume 4

' '

'
Charleston Harbor to Savannah

River

Charts 11480, 11521, 11513

(1) This chapter describes the coastline from Charleston

Harbor to Savannah River. The coast, low and timbered,

trends in a southwesterly direction for 65 miles and is

broken by St. Helena, Port Royal, and Calibogue

Sounds, and by numerous inlets from which there is

access to the interior by way of the rivers emptying into

them. Shoal water extends 3 to 8 miles offshore.

(2) Numerous fish havens, some marked by private

buoys, are from 3 to 12 miles off the coasts of South

Carolina and Georgia.

(3) This section of the coast, due to its low relief, presents no good radar targets except for the structure of

Savannah Light.

(4) Included in this chapter are the deepwater ports of

Savannah and Port Royal; the fishing and small-craft

port of Beaufort, S.C.; Stono, and North Edisto Rivers;

the tributary waters of the various sounds of which

South Edisto, Coosaw, Beaufort, Broad, and Savannah

Rivers are the more important; and several small towns

along these waterways.

(5) The section of the Intracoastal Waterway from

Charleston to Savannah is described in chapter 12.

Caution

(6) The areas generally to the east and southeast of

Charleston Harbor are used extensively by the U.S.

Navy and other military services to conduct various

types of surface, subsurface, and aircraft training exercises. The Commander, Submarine Group Six,

Charleston, S.C., has cognizance of the operating areas

through the Charleston Operating Area Coordinator

(COAC).

COLREGS Demarcation Lines

(7) The lines established for this part of the coast are

described in 80.712 through 80.715, chapter 2.

Weather

(8) A major winter storm track extending east-northeastward from the Gulf of Mexico crosses this coastline.

Often these extratropical systems are in a developing

stage and intensify after crossing the Gulf Stream in

the Atlantic. Therefore, gale force winds are infrequent

in these coastal waters; they blow 1 to 3 percent of the

time from November through March. Maximum winds

for most months are in the 40- to 50-knot range generated by extratropical or tropical storms, and cold fronts

in spring. Steep waves are infrequent, but waves of 8

feet (2.4 m) or more can be expected about 15 to 30 percent of the time from November through March. Maximum heights are in the 18- to 25-foot (5 to 8 m) range.

(9) Tropical cyclones are most likely from June

through October with a peak threat during September

and October. About one to two cyclones threaten this

coast in an average year. Many of these storms have recurved and some have traveled across the Gulf states

and weakened. However heavy rains, storm tides,

strong winds, high waves and even tornadoes are a possibility when a tropical cyclone is near.

(10) Coastal fog can plague the mariner, particularly in

late winter and spring when warm air moves in over the

still cool, coastal waters. Beyond 50 miles (93 km) the

warmer waters of the Gulf Stream tend to inhibit sea

fog. In those areas, a midwinter cold air outbreak could

produce fog. Visibilities are also restricted in rain and

showers.

North Atlantic Right Whales

(11) North Atlantic right whales are often within 30

miles of the South Carolina and Georgia coasts including the approaches to Charleston and Savannah harbors from November through April. (See North

Atlantic right whales indexed as such, in chapter 3 for

more information on right whales and recommended

measures to avoid collisions.)

(12) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in a

continuous 20-nm Seasonal Management Area between November 1 and April 30. The area is defined as

the waters contained by the following points:

(13) A: 34o10.5'N., 77o49.2'W.;

(14) B: 33o56.7'N., 77o31.5'W.;

(15) C: 33o36.5'N., 77o47.1'W.;

Charleston Harbor to Savannah River ■ Chapter 7 ■ 287
(16) D: 33o28.4'N., 78o32.5'W.;

(17) E: 32o59.1'N., 78o50.3'W.;

(18) F: 31o50.0'N., 80o33.2'W.;

(19) G: 31o27.0'N., 80o51.6'W.; thence due west to the

shore. (See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

Charts 11522, 11521

(20) Lighthouse Inlet (32°41.2'N., 79°53.0'W.), between

Morris Island and Folly Island has no channel across

the bar; entrance should be attempted only with local

knowledge on a rising tide with a smooth sea. In June

1983, the reported controlling depth over the bar and

upstream to Secessionville was 3 feet; the inlet is unmarked and used only by local fishermen. Small craft

pass into Charleston Harbor by way of Lighthouse

Creek and also into numerous sloughs north of Folly

Island.

(21) Stono Inlet, 10 miles southwestward of Charleston

Harbor entrance, is entered over a shifting bar between

Folly Island and Kiawah Island. A lighted gong buoy is

southward of the entrance. The inlet is subject to continual change and should not be attempted without local knowledge. The entrance buoys are not charted,

because they are frequently shifted in position to mark

the best water. Local fishermen use the inlet.

(22) A fish haven, marked by a buoy and covered 15 feet,

is in about 32°29.0'N., 80°00.3'W., about 5.6 miles

southwestward of the drill minefield.

(23) Stono River, which joins Stono Inlet from northward, is of little commercial importance except in its

upper reach above Elliott Cut, where it forms part of

the Intracoastal Waterway. In June 2005, the reported

controlling depth was 8.5 feet from inside the inlet bar

for about 13 miles to a junction with the Intracoastal

Waterway at Elliott Cut. Vessels usually enter the river

by way of the waterway from Charleston. In the summer, numerous pleasure craft use Stono River and

Folly River to reach Folly Beach. The highway bridge

about a mile below Elliott Cut has a fixed span with an

authorized clearance of 65 feet. An overhead power cable about 0.95 mile below the bridge has a clearance of

91 feet at the center of the river.

(24) Marinas on the west side of Stono River at the highway bridge provide berths with electricity, gasoline,

diesel fuel, water, ice, marine supplies, pump-out station and wet storage. Engine repairs can be made.

(25) Folly River flows into Stono Inlet from the northeast and Kiawah River from the west. Both are relatively unimportant. Folly River is used by pleasure craft

and local fishermen desiring to reach Folly Beach. A

dredged channel, marked by lighted and unlighted

buoys, leads about 2.3 miles upriver from the junction

with Stono River at Bird Key. In June 2008, the controlling depth was 2.2 feet to Buoy 7, thence 3.1 feet to

Buoy 19 at the end of the project. The dredged channel

is subject to continual change. Local knowledge is advised when transiting the area. On the southeast side of

the river about 2 miles above the entrance, a seafood

plant has diesel fuel, water, ice, and marine supplies.

State Route 171 highway bridge about 3.1 miles above

the entrance has a fixed span with a clearance of 10 feet.

An overhead power cable close eastward of the bridge

has a clearance of 46 feet. Folly Creek enters Folly

River from the north about 2.7 miles above the mouth.

State Route 171 highway bridge about 2.9 miles above

the creek mouth has a fixed span with a clearance of 10

feet. An overhead power cable at the bridge has a clearance of 40 feet and another overhead power cable 0.4

mile above the bridge has a clearance of 48 feet.

(26) North Edisto River, about 10 miles southwestward

of Stono Inlet and 20 miles southwestward of

Charleston Harbor entrance, is of little commercial importance and rarely used. Shoals extend offshore from

the entrance as much as 3 miles and form a shifting bar.

Flats, which bare at low water and are continually

changing in character, are on both sides of the entrance; caution is advised. In April 1991, the reported

controlling depth over the bar was 10 feet. The entrance is marked by a lighted whistle buoy, and the

channel by a 314° lighted range and by buoys which

are moved, when practicable, to indicate the best water.

The entrance is well defined by breakers. A water tank

about 1.7 miles northeastward of the entrance is prominent.

(27) Two tributaries of North Edisto River, Wadmalaw

River from eastward and Dawho River from westward,

are part of the Intracoastal Waterway. Bohicket Creek

entrance is about 2.5 miles above the entrance to North

Edisto River. Rockville, a town about 1.1 miles above

the mouth of Bohicket Creek, has several piers and

wharves with 5 to 11 feet of water alongside at which

fresh water can be obtained. A marina at Rockville has

berths with electricity and 16 feet reported alongside;

gasoline, diesel fuel, water, ice, marine supplies, and a

3-ton lift are available. Hull, engine, and radio repairs

are available. In 1980, the centerline controlling depth

was 9 feet up the creek to Rockville. Adams Creek, west

of Rockville, has several shrimp-boat piers and wharves

with depths of 6 to 9 feet alongside. A boatyard close to

the piers, has a marine railway that can handle craft to

75 feet for hull and engine repairs. A 60-ton mobile lift

can handle craft to 55 feet for hull and engine repairs. A

marina, about 3.3 miles above the mouth of Bohicket

Creek, has various services and a reported centerline

controlling depth of 6 feet in 1991. Steamboat Creek

288 ■ Chapter 7 ■ Volume 4
entrance, 6 miles above North Edisto River entrance, is

marked by a light and daybeacons.

Tides and currents

(28) The mean range of tide in North Edisto River entrance is 5.8 feet. On the bar the direction of the current is generally across the channel. The flood current

sets about westward, and the ebb eastward; both have

considerable velocity. Inside the bar, in the channel between the breakers, the ebb current is to be guarded

against, especially when it sets across the north breakers. Predicted currents for the North Edisto River entrance may be obtained from the Tidal Current Tables.

Charts 11517, 11521, 11513

(29) The entrance to St. Helena Sound is 7 miles wide

between Bay Point, the southern extremity of Edisto

Island, on the northeast and Hunting Island on the

southwest. The 132-foot Hunting Island Light

(32°22'30"N., 80°26'18"W.), and the elevated tank on

the northern part of Hunting Island make good landmarks. There are several channels through the shoals

which extend about 6 miles seaward from the sound

entrance. In June 1983, the buoyed channel had a reported depth of 15 feet; caution is advised. The mean

range of tide on the bar and in the entrance to the

sound is about 6 feet. In 1973, a survey revealed depths

of 1 foot to 14 feet less than those charted across the entrance to St. Helena Sound. Caution is advised in navigating this area. In November 1992, a partially

submerged wreck was 2.0 miles northeast of South

Edisto River Approach Lighted Buoy A in about

32°26.0'N., 80°16.0'W.

(30) Most important of the several navigable rivers

emptying into the sound are South Edisto, Ashepoo,

Coosaw, Morgan, and Harbor Rivers; the first three are

links in the route of the Intracoastal Waterway. The

Ashepoo-Combahee-Edisto (ACE) Basin National

Estuarine Research Reserve and National Wildlife

Refuge are Marine Protected Areas (MPA) in the central

portion of St. Helena Sound. (See Appendix C for additional information.)

COLREGS Demarcation Lines

(31) The lines established for St. Helena Sound are described in 80.712, chapter 2.

(32) South Edisto River, which empties into St. Helena

Sound immediately westward of Bay Point, is of little

commercial importance. The approach to the river is

marked by buoys. The river above its junction with

Dawho River, about 18 miles above Bay Point, is known

as Edisto River. Big Bay Creek is unmarked and empties into the east side of South Edisto River just above

Bay Point. A marina about 0.3 mile above the creek entrance on the south side has transient berths, gasoline,

diesel fuel, pump-out, water, ice, and supplies. It has

been reported that small craft have run aground at

night when making Big Bay Creek from the northward

by using the street and house lights on Edisto Beach as

guides; extreme caution is advised.

(33) Edisto Beach State Park is about 2 miles northeastward of Bay Point. A marked channel into South

Edisto River, about 3 miles southeastward of Bay Point,

has depths of 12 to 16 feet over the ocean bar.

(34) An unmarked fish haven is on the northeast side of

South Edisto River about 4.5 miles above Bay Point in

about 32°32.3'N., 80°23.3'W.

(35) The Intracoastal Waterway leads through South

Edisto River from landcuts at Fenwick Cut and Watts

Cut, about 5.3 miles and 11.3 miles above Bay Point, respectively. This section of the river, between Fenwick

Cut and Watts Cut, is marked in accordance with

Intracoastal Waterway markings. In June 1983, the reported controlling depth from Bay Point to the junction with the Intracoastal Waterway at Fenwick Cut

was 10 feet, and from Watts Cut to Willtown Bluff,

about 20 miles above Bay Point, the reported controlling depth was 10 feet.

(36) The river is usually entered from the Intracoastal

Waterway; the entrance from the ocean is rarely used.

Tides and currents

(37) The mean range of tide is about 6 feet in the lower

part of the river. Currents at the entrance have a velocity of about 2 knots; predictions may be obtained from

the Tidal Current Tables. A draft of about 3 feet can be

taken for about 8 miles above Willtown Bluff to

Jacksonboro.

(38) Ashepoo River, about 4.5 miles westward of Bay

Point, flows into St. Helena Sound from northward on

the west side of Otter Islands. A highway bridge over

the river, 13 miles above the mouth, has a fixed span

with a clearance of 20 feet. The side piers of a former

swing bridge adjacent westward of the fixed bridge are

used as fishing piers. An overhead power cable just

westward of the bridge has a clearance of 63 feet, and

another overhead power cable 4 miles above the bridge

has a clearance of 84 feet. Mariners are advised to navigate with caution, because depths vary greatly in the

river.

(39) Coosaw River, which enters the head of St. Helena

Sound from westward, is important only as a link in the

Intracoastal Waterway. The river channel is irregular in

Charleston Harbor to Savannah River ■ Chapter 7 ■ 289
depth, partly because of the phosphate dredges which

once operated here.

Chart 11519

(40) Combahee River, 3 miles above the mouth of the

Coosaw River, had a reported controlling depth of 11.4

feet, in October 2001, for a distance of about 9 miles

above the entrance. The river is navigable for craft

drawing up to 5 feet to U.S. Route 17 highway bridge 20

miles above the entrance. The highway bridge has a

fixed span with a clearance of 14 feet. The mean range

of tide is 6.4 feet at Fields Point, about 5.6 miles above

the mouth of the river, and 4.4 feet at the highway

bridge.

(41) New Chehaw River, on the north side of the entrance to Combahee River, is unimportant and has no

traffic. Old Chehaw River enters the Combahee River

from northward about 2 miles above New Chehaw

River. The town of Wiggins is about a mile above the

junction of Old and New Chehaw Rivers.

(42) Bull River enters Coosaw River from the northward about 5 miles above the latter’s mouth. Two miles

above its mouth, Bull River divides into Williman

Creek and Wimbee Creek, which pass north and south,

respectively, of Williman Islands and rejoin 4.5 miles

above the lower junction. The upper section of

Williman Creek where it rejoins Wimbee Creek is

known as Schooner Channel.

(43) Chisolm is a small town on the south bank of

Wimbee Creek about 1.5 miles above the lower junction with Williman Creek. In June 1983, the reported

controlling depth to Chisolm was 8 feet. A section of a

former railroad bridge, now used as a fishing pier, is on

the west side of Wimbee Creek, 1 mile above the upper

junction with Schooner Channel. An overhead power

cable with a clearance of 80 feet crosses the creek at

this point. In June 1983, the reported controlling depth

was 8 feet to the fishing pier by way of Bull River,

Williman Creek, and Schooner Channel; between

Chisolm and the upper junction with Schooner Channel, Wimbee Creek is nearly dry in places at low water.

(44) Parrot Creek, which enters Coosaw River on the

south side directly opposite Bull River, is a 2-mile link

between Coosaw and Morgan Rivers. The reported controlling depth through the creek was 11 feet in

1994-March 1999. Daybeacons mark the north entrance. In February 1999, shoaling to bare was reported

just NNW of Daybeacon 2 in the N entrance to Parrot

Creek.

(45) Lucy Point Creek, about 2 miles westward of Parrot

Creek, also connects Coosaw and Morgan Rivers. In

1994-March 1999, the reported controlling depth in

the creek was 8 feet, for about 0.3 mile. Currents in the

creek are reported to be very changeable and unpredictable. A highway bridge crossing the creek 0.3 mile

from the entrance has a fixed span with a clearance of

14 feet. The adjacent power and telephone cables have a

clearance of 28 feet. There is a surfaced launching ramp

close N of the fixed bridge. A daybeacon marks the entrance.

Charts 11516, 11517, 11519, 11513, 11518

(46) Morgan River flows into St. Helena Sound from

westward. The river is about 8 miles long and at its

head connects with Chowan Creek, a tributary of Beaufort River; at the divide, this passage is nearly dry at low

water where U.S. Route 21 highway bridge has a 28-foot

fixed span with a clearance of 4 feet. The mean range of

tide near the head of Morgan River is about 7 feet. Coffin Creek, on the south side of Morgan River near the

mouth, has a shrimp-packing plant 1.7 miles above the

creek mouth. In June 1985, the reported controlling

depth was 2 feet across the bar at the mouth, thence 8

feet in midchannel to the plant. On Village Creek,

about 0.8 mile above Coffin Creek, there are two

shrimp-packing plants where diesel fuel and supplies

may be obtained, in an emergency only. In June 1985,

using local knowledge, a reported depth of 5 feet was

available from the entrance to the shrimp-packing

plants 1.5 miles upstream. Edding Creek, is about 1.5

miles west of Village Creek. In June 1983, the reported

controlling depth in the creek was 5 feet for a distance

of 2.5 miles.

(47) On Jenkins Creek, about 2.1 miles westward of

Edding Creek, are two shrimp-packing plants on the

east side of the creek about 1.5 to 2 miles above the

mouth. In 1994-March 1999, the reported controlling

depth was 11 feet to these plants where diesel fuel, water and ice can be obtained in an emergency.

(48) On the south shore of the Morgan River, west of

Jenkins Creek, a marina has berths, electricity, gasoline, diesel fuel, water, ice, marine supplies, pump-out

station, launching ramp and wet and dry storage. Hull,

engine and electronic repairs can be made; a 50-ton lift

is available.

Chart 11517

(49) Johnson Creek, at the northern end of Hunting Island, was reported closed at low water in 1973. Extensive shoals, bare at low water, are eastward and

northeastward of the mouth of the creek. The area

should be used only at high water by shallow-draft vessels with local knowledge.

290 ■ Chapter 7 ■ Volume 4
(50) Fripp Inlet, reported to be marked by private

buoys, is south of St. Helena Sound between Hunting

Island and Fripp Island. Two spherical water tanks on

cylindrical supports, on Fripp Island southwestward of

the inlet, are prominent. The entrance is well defined

by breakers, and flats which show at low water. The entrance is subject to continual change; entrance should

not be attempted without local knowledge. A highway

bridge across the inlet has a fixed span with a clearance

of 15 feet. On Old House Creek, about 0.3 mile westward of the bridge and on the south side of the inlet, is a

marina where gasoline, diesel fuel, water, ice, a launching ramp, some marine supplies, and a 2-ton mobile

hoist are available. In June 1983, the reported controlling depth was 6 feet from the entrance to the marina

1.6 miles above the mouth and 12 feet alongside the

float. Just southeastward of the marina is the Fripp Island Sea Rescue Heliport. In cases of emergency, the

heliport can be contacted through the marina or Fripp

Island security on VHF-FM channel 16; telephone

843-838-2832, 843-838-2334. Harbor River, at the head

of the inlet, connects with St. Helena Sound to the

eastward, and Story River connects the inlet with

Trenchards Inlet and Station Creek to the westward. In

June 1983, the reported controlling depth was 5 feet in

Harbor River and 5 feet in Story River. U.S. Route 21

highway bridge over Harbor River, 0.5 mile above the

mouth, has a swing span with a clearance of 15 feet. An

overhead power cable crossing along the southwest

side of the bridge has a clearance of 110-feet. Wards

Creek, on the north side of Harbor River 0.25 mile

above the highway bridge, has a shrimp-packing plant

about 1.2 miles above the mouth where emergency

supplies may be obtained. In June 1983, the reported

controlling depth was 4 feet.

(51) Skull Inlet, 3 miles southwest of Fripp Inlet, is a

narrow passage with little water over the bar.

Chart 11516

(52) Pritchards Inlet (32°17.0' N., 80°33.0' W.), 5 miles

northeast of Port Royal Sound, is a narrow passage

from the ocean to Moon Creek which connects with the

upper part of Trenchards Inlet; there is very little water

over the bar.

(53) Trenchards Inlet, just northeast of Port Royal

Sound, has a bar which extends about 2 miles from

shore; the narrow unmarked channel over the bar had a

reported controlling depth of 3 feet in June 1983. Local

knowledge is advised. This inlet is connected at its head

by Station Creek, which joins Port Royal Sound to the

westward.

(54) Port Royal Sound, one of the largest deepwater

harbors on the Atlantic Coast between Cape Henry and

Key West, has an entrance about 2 miles wide between

Bay Point on the northeast and Hilton Head on the

southwest. It is about 50 miles southwest of Charleston

and is the ocean entrance to Port Royal and Beaufort.

COLREGS Demarcation Lines

(55) The lines established for Port Royal Sound are described in 80.712, chapter 2.

Prominent feature

(56) Three water tanks on Hilton Head Island are the

most prominent objects at the entrance to Port Royal

Sound. The entrance is between shoals that extend up

to 10 miles offshore. The land on both sides of the entrance is low and marshy, and fringed by sand beaches

and timbered land. The breaking shoals are prominent.

Port Royal Sound Lighted Whistle Buoy P (32°05'06"N.,

80°35'00"W.), marks the entrance.

Channels

(57) A Federal project provides for a dredged channel 27

feet deep across the bar and through the sound to Bay

Point, thence 24 feet in Beaufort River to a 27-foot

turning basin in Battery Creek at Port Royal. (See Notice to Mariners and latest editions of the charts for

controlling depths.) Several unmarked channels, all requiring local knowledge, lead through the breakers.

South Channel to the westward of the dredged channel

and Southeast Channel, between Martins Industry and

St. Michaels Breaker just north of it, are the more important. The dredged channel is well marked by lights,

lighted ranges, and buoys. The channel in Beaufort

River, from the dredged channel northward to Beaufort, is part of the Intracoastal Waterway and had a reported controlling depth of 12 feet in June 1983. (See

chart 11518.)

Anchorages

(58) Port Royal Sound has natural depths of from 26 to

50 feet and is sometimes used as a harbor of refuge in

winter. The best anchorage is off the mouth of Beaufort

River westward of Bay Point northwest of Lighted Buoy

25. The holding ground on the rocky bottom south of

Bay Point is poor. There is also good anchorage in 22 to

26 feet to the eastward of the dredged channel off the

mouth of Chowan Creek.

Dangers

(59) The breaking shoals extending almost 10 miles off

Bay Point, eastward of the entrance channel, and for

about 8 miles off Hilton Head Island, are the principal

dangers. In thick weather, vessels should not approach

Charleston Harbor to Savannah River ■ Chapter 7 ■ 291
the entrance too closely before picking up the pilot, especially on the flood, when the current sets directly

onto the shoals: Martins Industry, the outermost

shoal, St. Michaels Breakers, just north of it, and the

Great North Breakers, between it and Bay Point. Gaskin Banks, Fishing Bank, and Joiner Bank are to the

westward of the entrance channel. In November 1995, a

submerged wreck was about 1.5 miles southwest of

Port Royal Sound Lighted Whistle Buoy P, in about

32°04'05"N., 80°36'14"W.; and submerged obstructions

were about 0.35 mile southward and 1 mile southsouthwestward of Lighted Whistle Buoy P., in about

32°04'51"N., 80°34'57"W., and 32°04'18"N., 80°35'31"W.,

respectively.

(60) Danger zones of rifle and pistol ranges are in Broad

River, Archers Creek, and Ribbon Creek. (See 334.480,

chapter 2, for limits and regulations.)

Tides and currents

(61) The mean range of tide is 6.4 feet on the bar, 7.2 feet

at Port Royal, and 7.4 feet at Beaufort. The tidal currents on the bar have a velocity of 1.5 knots, off Hilton

Head 1.8 knots, and at Beaufort River entrance 1.4

knots. Winds greatly influence the velocity of the tidal

current, especially on the runout after prolonged

easterlies, which on the ebb often reaches 5 knots. The

current generally sets fair with the channel, except at

the turn from the entrance channel into Bay Point

Reach, where a strong current sets diagonally across

the channel. Here, on the ebb, vessels should exercise

caution lest they be set onto St. Michaels Breakers,

eastward of the bar channel. The tidal currents in the

sound have a velocity of 2 knots or more at times. The

tide rips on Fishing Rip sometimes have the appearance of breakers. Predictions for a number of places in

Port Royal Sound and vicinity are given in the Tidal

Current Tables.

Weather, Beaufort, Port Royal Sound, and vicinity

(62) Beaufort and Port Royal Sound have a pleasant climate where summers are warm and humid while winters are mild. Winds are generally from the northeast

in fall and winter and southerly in spring and summer;

the average wind speed is around 10 knots.

(63) The average high temperature at Beaufort is 76°F

(24.4°C) while the average low is 57°F (13.9°C). July is

the warmest month with an average high of 91°F

(32.8°C) and an average low of 74°F (23.3°C). January

is the coolest month with an average high of 58°F

(14.4°C) and an average low of 39°F (3.9°C). Each

month, June, July, and August has reported temperatures in excess of 100°F (37.8°C) and the all-time

warmest temperature of 106°F (41.1°C) occurred in

June 1985 and July 1986. Each month, October

through April, has recorded minimums of freezing or

lower and the coolest reading on record is 5°F (-15°C),

recorded in January 1985 In any given year, 90°F

(32.2°C) or warmer temperatures can be expected on

56 days while temperatures below freezing can be expected on 25 days..

(64) Summer is the rainy season (June-August) during

which 38 percent of the annual rainfall is accumulated

on about 7-9 days per month, mostly in the form of

showers and thunderstorms. The annual average precipitation for Beaufort is 50 inches (1,270 mm). August

is the wettest month averaging over 7 inches (178 mm)

and November is the driest month averaging 2.4 inches

(61 mm). Snowfall is rare in Beaufort averaging less

than 1 inch (25 mm) each year. Snow has fallen in each

month, December through March and nearly 6.5

inches (165.1 mm) fell in one 24-hour period during

February 1973.

(65) Since 1842, 66 tropical storms have come within

50 miles (93 km) of Beaufort, South Carolina, 25 of

these storms since 1950. The most noteworthy in recent time was in 1959 when Hurricane Gracie made

landfall just east of Beaufort near Edisto Island at noon

on September 29. The Marine Corps Air Station at

Beaufort reported sustained winds of 84 knots with

gusts to 120 knots. Wind damage for the Beaufort area

was the worst on record and flooding was extensive.

(66) Fog occurs mostly in the winter and may be experienced from October to April, or after a very warm day

when there is a sharp drop in temperature at night. It

usually burns off in the forenoon. Easterly winds bring

in the fog and westerly winds clear it away. (See Appendix B for the Beaufort climatological table.)

North Atlantic Right Whales

(67) North Atlantic right whales are often within 30

miles of the South Carolina coast in the approaches to

Port Royal Sound. (See North Atlantic right whales, indexed as such, in chapter 3 for more information on

right whales and recommended measures to avoid collisions.)

(68) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in a

continuous 20-nm Seasonal Management Area between November 1 and April 30. The area is defined as

the waters contained by the following points:

(69) A: 34o10.5'N., 77o49.2'W.;

(70) B: 33o56.7'N., 77o31.5'W.;

(71) C: 33o36.5'N., 77o47.1'W.;

(72) D: 33o28.4'N., 78o32.5'W.;

(73) E: 32o59.1'N., 78o50.3'W.;

(74) F: 31o50.0'N., 80o33.2'W.;

292 ■ Chapter 7 ■ Volume 4
(75) G: 31o27.0'N., 80o51.6'W.; thence due west to the

shore. (See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

Pilotage, Beaufort/Port Royal

(76) Pilotage is compulsory for all foreign vessels and

for U.S. vessels under register in the foreign trade. Pilotage is optional for U.S. vessels which have on board a

pilot licensed by the Federal Government. Pilotage is

available from the Port Royal Branch Pilots Association, P.O. Box 404, Port Royal, SC 29935; telephone,

843-597-0017. The pilot boards vessels at Port Royal

Lighted Whistle Buoy P (32°05'06"N., 80°35'00"W.)

from a 40-foot pilot boat equipped with VHF-FM channel 16. Pilotage is available 24 hours a day. Arrangements should be made in advance by telephone or

through the ship's agent. A 24 hour notice of arrival

time is requested.

Towage

(77) There are no tugs at Port Royal or Beaufort. If required, they may be obtained from Charleston or Savannah by prior arrangements through ships’ agents.

Quarantine, customs, immigration, and agricultural

quarantine

(78) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(79) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

Harbor regulations

(80) There are no harbor regulations at Port Royal and

Beaufort. The State Ports Authority Terminal at Port

Royal is under the jurisdiction of the Director of the

South Carolina State Ports Authority.

Wharves

(81) The South Carolina State Ports Authority Terminal

(Pier 21), on the northeast side of the turning basin in

Battery Creek at Port Royal, is the only deepwater facility in the area. It is owned by the Authority and operated by Port of Port Royal, Inc. The 500-foot marginal

wharf at the terminal had reported depths of 27 feet

alongside in June 1983. A transit shed and a warehouse

with 60,000 square feet and 8,500 square feet of storage

area, respectively, are available at the terminal. The terminal has highway connections, and rail trackage connections with SCPRC and CSX at the rear of the transit

shed. Lumber and agri-chemicals are shipped from the

terminal. The other facilities at Port Royal include several small wharves and piers used by fishing vessels.

There are only small-craft facilities at Beaufort; these

are described later in this chapter.

Supplies

(82) Some marine supplies and provisions are available

through ship chandlers in Savannah. Bunker C fuel oil

and diesel oil are brought in by barge or truck from Savannah. Freshwater is piped to the South Carolina

State Ports Authority Terminal.

Repairs

(83) There are no drydocking or major repair facilities

for oceangoing vessels at Port Royal and Beaufort; the

nearest such facilities are at Charleston and Savannah.

Communications

(84) Rail freight and bus connections are available.

There are good highways to the outer islands and to Savannah, Charleston, and inland places.

(85) Beaufort River, which flows into Port Royal Sound

from northward just inside Bay Point, is the approach

to the U.S. Marine Corps Recruit Training Depot on

Parris Island, Port Royal, and Beaufort. The river is a

link in the Intracoastal Waterway; above the improved

portion depths of 12 feet or more can be taken to the

city of Beaufort.

(86) Station Creek joins Beaufort River from eastward 1

mile above Bay Point. An inside route used only by local

fishermen leads from Port Royal Sound to St. Helena

Sound through Station Creek, Story River, and Harbor

River. In June 1983, the reported controlling depths

were 5 feet in Story River and Harbor River and in December 1999, the reported controlling depth in Station

Creek was 3.5 feet.

(87) Cowen (Chowan) Creek, which empties into Beaufort River from northeastward about 5 miles above Bay

Point, connects at its head with Morgan River. Passage

to Morgan River is restricted about 5 miles above the

mouth of Cowen Creek by U.S. Route 21 highway

bridge and by the shoals in that vicinity.

(88) Parris Island, on the west side of the entrance to

Beaufort River, is the site of a U.S. Marine Corps Recruit Training Depot. The dock on Parris Island opposite the mouth of Cowen Creek had a reported least

depth of 6 feet alongside in June 1983. The remains of

an old U.S. Naval graving dock are adjacent to the pier.

Several tanks and the many large buildings on the island are prominent.

(89) Battery Creek empties into Beaufort River from

northwestward 7 miles above Bay Point. Above the

turning basin at Port Royal, the creek, in November

1999, had a reported controlling depth of 12 feet to

State Route 802 highway bridge, and thence in 1983, 7

Charleston Harbor to Savannah River ■ Chapter 7 ■ 293
feet in a narrow winding channel to about a half mile

below the railroad bridge. At this point, 4.4 miles above

the mouth, overhead power cables crossing the creek

have a clearance of 12 feet. The highway bridge has a

fixed span with a clearance of 45 feet.

(90) Archers Creek, a narrow passage leading westward

from the mouth of Battery Creek to Broad River, is

shoal at its eastern end. There is exposed piling at its

western end. About midway of its length, a highway

bridge has a 34-foot fixed span with a clearance of 16

feet. An overhead power cable is close eastward of the

bridge; clearance is not known. The creek, along with

Ribbon Creek, is included in the danger zone of a rifle

range. (See 334.480, chapter 2, for limits and regulations.)

(91) Port Royal, a town on the north bank of the entrance to Battery Creek, is one of the oldest settlements

on the Atlantic and of marked historical interest. The

large modern State Ports Authority Terminal, described earlier, is here. Several plants above and below

the terminal process shrimp, crab, oysters, and fish for

shipment inland. Port Royal is the terminus of a branch

of the Seaboard System Railroad.

(92) Beaufort (pronounced Bew-fert), on the point of

land jutting eastward into Beaufort River 11 miles

above Bay Point, is a city of great historical interest.

The city can also be reached from the northward via the

Intracoastal Waterway. There are motels, banks, a hospital, and numerous small businesses. A good portion

of the commercial life of the city is dependent on the

proximity of a U.S. Naval hospital, the Marine Corps Recruit Training Depot, and the Marine Corps Air Station.

It has good highway connections with the mainland

and the other islands and beaches. It is served by a

branch of the Seaboard System Railroad. Principal

commodities handled are fish, crabs, and oysters,

which are trucked inland after processing, and truck

farming. There is fair anchorage in the stream off the

wharf westward of U.S. Route 21 highway bridge.

(93) The hospital at Beaufort maintains a pier with a

floating landing stage on the south side of Beaufort,

westward approximately 1.5 miles from U.S. Route 21

highway bridge. In June 1989, the alongside depth was

reported as 12 feet. A phone on the pier connects directly to the emergency room.

Small-craft facilities

(94) A municipal marina and a marina just to westward

are on the south side of Beaufort westward of U.S.

Route 21 highway bridge. Other marinas are eastward

of the bridge just inside the entrances to nearby Factory Creek and Broomfield Creek. Berths, electricity,

gasoline, diesel fuel, water, ice, launching ramps,

pump-out station, marine supplies and wet and dry

storage are available at the marinas. The marina on

Broomfield Creek has a 50-ton lift that can handle craft

for complete hull and engine or do-it-yourself repairs.

Charts 11516, 11519, 11513

(95) Broad River, which enters Port Royal Sound on the

west side of Parris Island, extends northwestward about

16 miles. The river is not difficult to navigate as far as

Whale Branch, about 13 miles above the entrance. A

danger zone of a pistol range is on the west side of

Parris Island. (See 334.480, chapter 2, for limits and

regulations.) State Route 170 highway swing bridge

with a clearance of 12 feet crosses Broad River about 7

miles above the entrance. (See 117.1 through 117.59

and 117.921, chapter 2, for drawbridge regulations.)

In July 2004, a replacement fixed bridge was under construction with a design clearance of 45 feet. Archers

Creek, about 4 miles above the entrance of Broad River,

connects Broad River with Beaufort River to the eastward; the creek was described earlier in this chapter.

Charts 11519, 11513

(96) The Seaboard System Railroad (SCL) bridge, which

crosses Broad River about 15 miles above the entrance

and 2 miles above the junction with Whale Branch, has

a swing span with a clearance of 7 feet. (See 117.1

through 117.59 and 117.921, chapter 2, for drawbridge regulations.) Pocotaligo River, Tulifiny River,

and Coosawhatchie River are shallow streams which

empty into the head of Broad River.

(97) Whale Branch, which connects Broad River with

Coosaw River to the eastward, had a reported midchannel controlling depth of 4.1 feet to U.S. Route 21

highway bridge in May 2001; thence in June 2003, 5.4

feet was reported to Coosaw River. Overhead power cables crossing the branch have a minimum clearance of

40 feet; the cable with this least clearance crosses the

branch immediately eastward of U.S. Route 21 highway

bridge about 5.5 miles above the mouth. The Seaboard

System Railroad (SCL) bridge over the branch, 4 miles

from Broad River, has a swing span with a clearance of 5

feet. The U.S. Route 21 highway bridge, 1.5 miles above

the railroad bridge, has a fixed span with a clearance of

20 feet.

(98) Brickyard Creek, 5 miles eastward of the highway

bridges over Whale Branch, connects Coosaw River

with Beaufort River to the southward and is a link in

the Intracoastal Waterway. The mean range of tide is

7.3 feet at the mouth of the creek.

294 ■ Chapter 7 ■ Volume 4
Chart 11516

(99) Chechessee River empties into Port Royal Sound

from westward. The State Route 170 highway bridge

crossing the river 10 miles above the mouth has a fixed

span with a clearance of 20 feet. In June 1983, the reported controlling depth was 20 feet from the mouth of

the Chechessee River to just above Copps Landing on

the Colleton River, 5 miles above the mouth. These

rivers are of no commercial importance.

(100) Mackay Creek joins Chechessee River from westward about 1 mile above its mouth. The creek, partially

marked by a private light and daybeacons, connects

Port Royal Sound with Calibogue Sound. This passage

is more difficult, narrow, and erratic than the route

through Skull Creek. Local knowledge is advised. In

September 2004, the reported controlling depth in

Mackay Creek was 8.3 feet. U.S. Route 278 highway

bridge over Mackay Creek from Buckingham Landing

to Last End Point has twin fixed spans with clearances

of 25 feet. An overhead power cable crossing the river

just north of the bridge has a clearance of 43 feet.

(101) Skull Creek, a link in the Intracoastal Waterway,

enters Port Royal Sound from southwestward about 4

miles above Hilton Head and is described in chapter 12.

Chart 11512

(102) Calibogue Sound is entered between Hilton Head

Island and Daufuskie Island, about 5 miles northward

of Tybee Light (32°01'20"N., 80°50'44"W.). The entrance is obstructed by shifting shoals through which

are several crooked channels. The best channel extends

from Tybee Roads northward between Bloody Point

Range Front Light and the northwest end of the submerged breakwater 1.9 miles northeast of Tybee Light.

The channel into the sound is marked by lights, a buoy,

and daybeacons. In April 2001, the reported controlling

depth was 10 feet over the bar. Inside the bar, depths are

ample.

COLREGS Demarcation Lines

(103) The lines established for Calibogue Sound are described in 80.715, chapter 2.

(104) Cooper River, of importance only as a section of the

Intracoastal Waterway, empties into Calibogue Sound

from westward about 3 miles above the entrance to the

sound.

Chart 11516

(105) May River, which empties into Calibogue Sound

from westward about 6 miles above the entrance, is the

approach to the town of Bluffton, 7 miles above the

mouth. The reported controlling depth in the river to

Bluffton was 6.0 feet in April 2004. The river is marked

by daybeacons as far as Bluffton. Brighton Beach, a

small town about 3 miles downriver from Bluffton, has

two small-boat launching ramps. The overhead power

cable near Buck Point has a clearance of 35 feet over

the narrow northern channel and 68 feet over the

southern channel. The clearances for the power cable

west of Bluffton (chart 11513) are 53 feet over the

northern channel and 48 feet over the southern. Passage is sometimes made from May River to Cooper

River by way of unmarked Bull Creek. The tides meet in

BullCreek, forming flats. In 1999-2004, the creek had a

reported controlling depth of about 6 feet to the junction of Savage Creek, thence the reported depth was 1

foot to a junction with May River.

(106) Broad Creek flows into Calibogue Sound from eastward, about 1.2 miles above the entrance to the sound,

and extends 6 miles into Hilton Head Island. In

2004-October 2005, the reported controlling depth was

8.1 feet for a distance of 5 miles. The creek is marked by

private lights and daybeacons for about 5.3 miles above

the mouth.

(107) The fixed highway bridge, 3.3 miles above the

mouth to Broad Creek has a clearance of 65 feet.

(108) The yacht basin at Harbour Town, just southward

of the entrance to Broad Creek, has a marina at which

berths, electricity, gasoline, diesel fuel, pumpout, water, ice, and marine supplies are available. In January

2007, the reported approach and alongside depth of 6

feet.

(109) A marina, on the south side of Broad Creek about

3.5 miles above the entrance, has berthage with electricity, gasoline, diesel fuel, water, ice, marine supplies,

a pump-out station, wet storage and lift to 50 tons are

available.

Chart 11505, 11512

(110) Savannah River, the boundary between the States

of South Carolina and Georgia, is 65 miles southwestward of Charleston Harbor and 105 miles northward of

the entrance to St. Johns River. It is navigable for

deep-draft vessels to the upper end of Savannah Harbor, 19 miles above the outer ends of the entrance jetties, and for barges to the city of Augusta, 172 miles

above the entrance. Deep-draft vessels approach the

entrance from outside Savannah Light.

(111) Savannah, on the south bank of Savannah River

about 15 miles above the outer end of the jetties, is the

second largest city and chief port of the State of Georgia. It is a leading southern port and is the main

Charleston Harbor to Savannah River ■ Chapter 7 ■ 295
distributing point for the surrounding country. The

city has considerable coastwise and foreign trade, and

is connected with coastal cities to the north and south

by the Intracoastal Waterway which crosses Savannah

River several miles below the waterfront terminals. The

climate is equable, and high-velocity winds are infrequent. The water-borne commerce is of a widely varied

nature. Imports include petroleum products, sugar,

lumber, cement, gypsum, fertilizer materials, nonferrous ores, textiles, plywood, molten sulfur, chemicals,

agricultural machinery, and iron and steel products;

exports include petroleum products, kaolin clay,

woodpulp, vegetable oil, peanuts, grain, naval stores,

paper products, tall oil, oil seeds, scrap iron, and agricultural machinery.

Prominent features

(112) Tybee Light (32°01'20"N., 80°50'44"W.), 144 feet

above water, is shown from an octagonal brick tower,

lower one third white and upper two thirds black, on

the northeast end of Tybee Island.

(113) The three water tanks on Hilton Head Island are

prominent in the approach from northward. Also

prominent from seaward, are the water tank at Tybee

Island, the flashing red lights atop the three WBMQ radio towers on Oatland Island, the large chemical plant

southwestward of Mackey Point, and the three

200-foot-high tanks on Elba Island, about 9 miles

above the entrance. Pinckney Island National Wildlife

Refuge, a Marine Protected Area (MPA), is about 0.5

mile W of Hilton Head Island. (See Appendix C for additional information.)

COLREGS Demarcation Lines

(114) The lines established for Savannah River are described in 80.715, chapter 2.

Channels

(115) A Federal project provides for a 44-foot channel

across the bar through Tybee Roads to the jetties,

thence 42 feet for about 16 miles in the main channel

to the turning basin at Kings Island, thence 36 to 42

feet for about 1 mile, thence 30 feet for another 1.4

miles to the head of the project about 500 yards below

U.S. Route 17 highway bridge. (See Notice to Mariners

and latest editions of the charts for controlling depths.)

The channels are well marked by lighted ranges, lights,

and lighted and unlighted buoys.

(116) A 2.1-mile-long sediment trap is in Back River on

the north side of Hutchinson Island. A tide gate is at the

head of the sediment trap.

Anchorages

(117) Most vessels anchor northward or northwestward

of the sea buoy, Tybee Lighted Whistle Buoy T

(31°57'52"N., 80°43'09"W.), where depths range from

19 to 45 feet with good holding ground. There is no anchorage in Savannah River except in an emergency. It

is recommended that no vessel, regardless of size, anchor within a two-mile radius of Tybee Lighted Buoy T.

Dangers

(118) The set of the tidal current in and out of the various

sounds and inlets should be carefully considered by

vessels approaching Savannah by the inshore route.

There are several unmarked obstructions in the approaches. The danger area of an Air Force air-to-air and

air-to-water gunnery and bombing range is about 15

miles seaward of the light. (See 334.490, chapter 2, for

limits and regulations.)

(119) The entrance to the Savannah River is protected by

jetties. The north jetty is unmarked and awash at mean

high water and marked about 0.2 mile seaward of its

east end by a light. The south jetty is submerged at

mean high water and marked at the east end by a light.

Bridges

(120) An overhead power cable with a clearance of 221

feet crosses the main channel of the Savannah River at

Fig Island about 10.3 miles above the mouth. The Eugene Talmadge Memorial Highway bridge near the

western edge of the city waterfront, 13 miles above the

mouth, has a fixed span with a clearance of 185 feet

over the center span width of 500 feet. U.S. Route 17A

highway served by this bridge also crosses Back River

to the northeastward over a trestle with a 34-foot fixed

span which has a clearance of 10 feet. The CSX bridge

crosses Back River about 1.2 miles above the Eugene

Talmadge Memorial Highway bridge on a trestle with a

30-foot fixed span which has a clearance of 11 feet; an

overhead power cable on the south side of this bridge

has a clearance of 15 feet. An overhead power cable with

a clearance of 208 feet crosses the main channel of the

Savannah River at Port Wentworth about 4.3 miles

above the Eugene Talmadge Memorial Highway bridge,

and another cable with a clearance of 55 feet crosses

the mouth of Middle River just to the east of the main

channel. The U.S. Route 17 (Houlihan) highway bridge

about a mile above Port Wentworth at the head of the

Federal project, has a swing span with a clearance of 8

feet. The bridgetender monitors VHF-FM channel 16

and works on channel 13; call sign, WHV-879. (See

117.1 through 117.59 and 117.371, chapter 2, for

drawbridge regulations.) The highway continues on

across Middle River and Little Back River. A bridge

across Middle River has a 17-foot fixed span with a

296 ■ Chapter 7 ■ Volume 4
clearance of 5 feet, and a bridge across Little Back River

has a 40-foot fixed span with a clearance of 8 feet.

Tides and currents

(121) Daily predictions for both Savannah River entrance

and Savannah are given in the Tide Tables. At the bar,

high and low waters occur about 30 minutes earlier

than at the river entrance. The mean range of tide is 6.8

feet at Tybee Light and 7.9 feet at Savannah.

(122) The velocity of the ebb current from the entrance

jetties to Savannah is from 2.2 to 3.1 knots. The flood

current has a velocity of from 1.6 to 2.4 knots. The current is considerably influenced by winds and freshets.

The predicted times of slack water and the times and

velocities of strength of flood and ebb at the entrance to

Savannah River are given in the Tidal Current Tables.

Predictions for a number of other places in Savannah

River may be obtained from data in the tables.

(123) Currents set in the direction of the channel except

at the entrance near Tybee Light, where the flood sets

northwestward across the channel. Between the jetties

the flood sets 260°. Freshets occasionally occur in the

spring, but do not endanger shipping at the wharves.

(124) It is reported that currents in the river can reach 7

to 8 knots in the vicinity of Garden City Terminal

Berths 1-2 (southwest side of the river just below the

U.S. Route 17A bridge) and Colonial Oil Berths 50-51

(southwest side of river about 2.5 miles above the 17A

bridge).

(125) A tide gate structure crosses Back River about 2.3

miles above its junction with Savannah River. The tide

gate allows water to enter Back River above the structure on the tidal flood, and at high water slack the gate

is closed and the accumulated water is allowed to flow

back into the Savannah River northwestward of Hutchinson Island. The tide gate operates automatically, and

the area immediately upstream and downstream has

been designated a restricted area and is marked by

buoys and signs.

Weather, Savannah and vicinity

(126) This area features a temperate climate with mild

winters and warm, humid summers. The average high

temperature at Savannah is 77°F (25°C) and the average low is 56°F (13.3°C). July is the warmest month

with an average high of 92°F (33.3°C) and an average

low of 72°F (22.2°C). January is the coolest month with

an average high of 60°F (15.6°C) and an average low of

38°F (3.3°C) . Each month, May through August has recorded temperatures in excess of 100°F (37.8°C) while

each month, October through April has recorded temperatures of freezing or lower. The record high temperature at Savannah is 105°F (40.6°C) recorded in July

1986 and the all-time minimum is 3°F (-16.1°C)

recorded in January 1985. The average number of occurrences of maximum temperatures of 90°F (32.2°C)

or warmer is 70 days for any one year and the average

number days of occurrences of 32°F (0°C) or colder

minimum temperature is 29 days.

(127) Hurricanes and tropical storms are most likely

from June through October. While September and October are the peak months for all tropical cyclones,

those of hurricane intensity have shown a preference

for August. Since 1842, 68 tropical storms have come

within 50 miles (93 km) of Savannah, Georgia, 25 of

these storms since 1950. Due to the geographical location and the indention of the Georgia coastline, a direct

hit is rare and the distribution is fairly equal for storms

approaching from the south and are weakened by the

Florida coastline, and those approaching from the

southwest and are weakened from having made landfall

along the northeastern Gulf Coast . One of Savannah's

worst storms occurred in August 1911 when sustained

winds reached 83 knots and for 3 hours remained between 70 and 80 knots. Winds on the coast can be expected to be about 20 knots higher in hurricane

conditions. Of the seven major hurricanes to directly

affect Savannah, five occurred in August while one

each struck in September and October. Rainfall from

tropical cyclones has exceeded 20 inches (508 mm).

Storm tides reached 12 feet (3.65 m) above mean low

water at Savannah Beach during the October 1947

hurricane.

(128) Gale force winds occur in thunderstorms, which

sometimes organize into squall lines either ahead of, or

along a cold front. These can be particularly violent in

spring when cold and warm air masses collide.

(129) The local climate varies significantly between the

coast and the city region. The lessening Atlantic influence upriver result in about twice as many 90°F

(32.2°C) days in summer and twice as many freezing

nights in winter, as compared to the coast. In general,

the city receives about 5 to 6 more inches (127 to 152

mm) of precipitation on 5 to 10 more days , annually,

than the coast. Heavy fog at the airport occurs on an average of 4 to 5 days per month from September through

January. This is usually a radiation fog so that

visibilities are poorest in the early morning hours but

improve during the day. This clearing is retarded by industrial pollutants. Along the coast this type of fog is

less frequent, but a more persistent sea fog may hamper visibility in winter and spring.

(130) (See Appendix B for Savannah climatological table.)

(131) The National Weather Service Office is at the Municipal Airport, 9 miles outside the city, where barometers are compared.

Charleston Harbor to Savannah River ■ Chapter 7 ■ 297
North Atlantic Right Whales

(132) North Atlantic right whales are often within 30

miles of the Georgia coast in the approaches to Savannah Harbor. (See North Atlantic right whales, indexed

as such, in chapter 3 for more information on right

whales and recommended measures to avoid collisions.)

(133) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in a

continuous 20-nm Seasonal Management Area between November 1 and April 30. The area is defined as

the waters contained by the following points:

(134) A: 34o10.5'N., 77o49.2'W.;

(135) B: 33o56.7'N., 77o31.5'W.;

(136) C: 33o36.5'N., 77o47.1'W.;

(137) D: 33o28.4'N., 78o32.5'W.;

(138) E: 32o59.1'N., 78o50.3'W.;

(139) F: 31o50.0'N., 80o33.2'W.;

(140) G: 31o27.0'N., 80o51.6'W.; thence due west to the

shore. (See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

Pilotage, Savannah

(141) Pilotage is compulsory for all foreign vessels and

U.S. vessels under register in the foreign trade. Pilotage

is optional for U.S. vessels in the domestic trade which

have on board a pilot licensed by the Federal Government. Pilotage is available from the Savannah Bar Pilots Association, Inc., 550 East York Street, Savannah,

GA 31412, telephone 912-236-0226, FAX 912-236-6571.

The pilots maintain two pilot boats; the 77-foot

GEORGIA and the 65-foot SAVANNAH PILOT. Both

have blue hulls and white superstructures, fly the code

flag H, and are equipped with VHF-FM channels 18A,

16, 14, 13, and 11. The boats are in direct communication with the pilot office in Savannah. Communications on channels 18A, 16, and 14 are monitored by the

pilot’s office on a 24-hour basis, and by the pilot boats

at all hours when working ships. Pilots board from the

pilot boat in the vicinity of the sea buoy (Tybee Lighted

Buoy T, 31o57'52"N., 80o43'09"W. It is recommended

that all deep draft vessels make preparations to be

boarded by the Savannah Pilots in a rectangular area

enclosed by the following points:

(142) 31o57'49"N., 80o40'30"W.;

(143) 31o56'54"N., 80o38'24"W.;

(144) 31o55'08"N., 80o39'32"W.;

(145) 31o56'05"N., 80o41'36"W. Ships are taken in day or

night; deeper draft vessels are taken in on a rising tide.

Pilots are arranged for in advance by telephone or FAX

(above), through the Savannah Marine Operator,

through radio, or through ships’ agents.

(146) The Savannah River Pilots Association participates

in the North Atlantic right whale Early Warning System (see North Atlantic right whales, indexed as such,

chapter 3.)

(147) Pilotage for enrolled and public vessels is available

from Coastal Line Handling and Piloting, P.O. Box

15095, Savannah, GA 31416, telephone (912) 344-4996,

or 24 hours at (912) 657-5772. This association will

shift any flag vessel in port that does not require tug assistance. A six hour advance notice is requested. The

Coastal Pilots monitor VHF-FM channels 16 and 18A.

Towage

(148) Tugs up to 3,900 hp are available at Savannah on a

24-hour basis; services must be arranged for in advance. Vessels usually proceed from the bar to Savannah without assistance. Tugs are available for docking,

undocking, and when shifting berths. Vessels are met

by tugs just below their assigned berths, or elsewhere

in the harbor as required.

Quarantine, customs, immigration, and agricultural

quarantine

(149) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(150) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) There are public and private

hospitals in the city.

Coast Guard

(151) A Marine Safety Office is in Savannah. (See Appendix A for address.) Tybee Coast Guard Station is on the

north side of Cockspur Island at the mouth of the river

and Savannah Coast Guard Air Station is at Hunter

Army Airfield, south of the city.

(152) Savannah is a customs port of entry.

Harbor regulations

(153) The Savannah Port Authority has jurisdiction over

Savannah Harbor and the port district. Port and harbor

regulations are enforced within the port and port district by the harbormaster who can be reached at City

Hall or through the Savannah Port Authority, and by

the county and municipal police forces. Copies of the

port and harbor regulations are available from the Savannah Port Authority, 42 E. Bay Street. A speed limit

of 4 m.p.h., against the current, and 6 m.p.h., with the

current, is in force within the harbor limits. The Georgia Ports Authority owns and operates the State docks

and warehouses.

298 ■ Chapter 7 ■ Volume 4
Wharves

(154) There are numerous wharves of all types at Savannah; only the major ones are described. For a complete

description of the port facilities, refer to Port Series No.

14, published and sold by the U.S. Army Corps of Engineers. (See Appendix A for address.) Most of the facilities have highway and railroad connections as well as

water and electrical shore power. The smaller facilities

at Savannah are used by barges and small vessels, and

as vessel repair berths; these are not described. Cargo is

generally handled by ship’s tackle; special cargo

handling equipment, if available, is mentioned in the

description of the particular facility. The alongside

depths given for each facility described are reported

depths. (For information on the latest depths, contact

the operator.)

(155) Facilities on the south side of Savannah River below the Eugene Talmadge Memorial Bridge:

(156) Southern LNG, Savannah Wharf (32°05'15"N.,

80°59'30"W.): service platform 66 by 70 feet, unloading

platform 96 by 20 feet; 39 feet alongside; 1,255 feet of

berthing space with dolphins; deck height, 21 feet;

1,255 feet of berthing space with dolphins; deck height,

21 feet; cranes to 12 tons with 80-foot boom; pipelines

extend to storage tanks with 1.2-million barrel capacity; receipt of liquefied natural gas; owned and operated

by Southern LNG, Inc.

(157) ST Services, Savannah Terminal, East Tank

Farm, Dock No. 1 (32°04'48"N., 81°02'32"W.): 54-foot

face, 600 feet of berthing space with dolphins; 24 feet

alongside; deck height, 17 feet; storage tanks,

543,850-barrel capacity; receipt of petroleum products;

owned and operated by ST Services.

(158) 76 Lubricants Co., Savannah Terminal Wharf

(32°04'46"N., 81°02'38"W.): 87-foot face; 605 feet of

berthing space with dolphins; 34 feet alongside; deck

height, 15 feet; storage tanks with 150,000-barrel capacity; receipt of petroleum products; owned and operated by 76 Lubricants Co., a division of Tosco Corp.

(159) ST Services, Savannah Terminal, West Tank

Farm, Dock No. 2 (32°04'44"N., 81°02'48"W.): 40-foot

face; 850 feet of berthing space with dolphins; 34 feet

alongside; deck height, 15 feet; storage tanks

318,000-barrel capacity; receipt and shipment of petroleum products; owned and operated by ST Services.

(160) GP Gypsum Corp., Savannah Wharf (32°04'45"N.,

81°03'08"W.): 514-foot face; 746 feet of berthing space

with dolphins; 39 feet alongside; deck height, 13.9 feet;

traveling tower with 81⁄2-ton capacity traveling bucket;

receiving hopper, 800-tons per hour unloading rate;

open storage, 250,000-ton capacity; railway track connection to CSX Transportation, Inc.; receipt of gypsum

rock and limestone by self-unloading vessels; owned by

Savannah Port Authority and operated by GP Gypsum

Corp.

(161) Savannah River Wharf Co. (32°04'45"N.,

81°03'54"W.): 80-foot face; 1,100 feet of berthing space

with dolphins; 36 feet alongside; deck height, 13 feet;

open storage area for 250,000 tons; vessel-loading

spout, 1,100 tons per hour loading rate; receipt and

shipment of dry bulk commodities, including wood

chips; receipt of aggregate; owned by Peeples Industries, Inc., and operated by Savannah River Wharf Co.

(162) East Coast Terminal Co. Wharf, Berths 3-7

(32°04'42"N., 81°04'06"W.): 1,800-foot face; 1,800 feet

of berthing space; 34 to 36 feet alongside; deck height,

13 feet; four transit sheds, total 304,900 square feet; 28

acres open storage; pipeline extends from wharf to storage tank in rear, 1 million-gallon capacity; receipt and

shipment of conventional and containerized general

cargo, steel products, liner board, and wood pulp; receipt of cement clinker, bauxite, gypsum, and liquid

sulphur; owned by Peeples Industries, Inc., and operated by East Coast Terminal Co.

(163) Georgia Ports Authority, Ocean Terminal, Berths

1-2 (32°05'11"N., 81°05'54"W.): 1,178-foot face; 1,250

feet of berthing space with dolphin; 42 feet alongside;

deck height, 15 feet; two transit sheds, total 171,950

square feet storage; surfaced open storage at rear; receipt and shipment of conventional and containerized

general cargo; owned and operated by Georgia Ports

Authority.

(164) Facilities on the north side of Savannah River at

Hutchinson Island below the Eugene Talmadge Memorial Bridge:

(165) Crescent Towing, Savannah Wharf (32°05'03"N.,

81°05'22"W.): 375-foot face; 375 feet of berthing space;

15 feet alongside; deck height, 13 feet; mooring company-owned floating equipment; owned by International Paper Realty Corp. of South Carolina, and

operated by Crescent Towing.

(166) Savannah Marine Services Wharf (32°05'09"N.,

81°05'42"W.): 200-foot face; 200 feet of berthing space;

8 to 15 feet alongside; deck height, 13 feet; several diesel crawler cranes up to 65-ton capacity, one 45-ton and

one 18-ton mobile cranes; mooring vessels for repair;

mooring floating drydock; mooring company-owned

floating equipment; owned and operated by Savannah

Marine Services, Inc.

(167) Facilities on the Southwest side of Savannah

River above Eugene Talmadge Memorial Bridge;

(168) Georgia Ports Authority, Ocean Terminal, Berth

13 (32°05'26"N., 81°06'08"W.): 975-foot face; 975 feet

of berthing space; 42 feet alongside; deck height, 15

feet; three transit sheds, total 350,460 square feet storage; about 2 acres surfaced open storage with 83 acres

Charleston Harbor to Savannah River ■ Chapter 7 ■ 299
of backup open storage; receipt and shipment of conventional and containerized general cargo.

(169) Georgia Ports Authority, Ocean Terminal, Berths

14-17 (32°05'25"N., 81°06'18"W.): 1,128-foot face

(Berths 14 and 15); 1,041-foot face (Berths 16 and 17);

34 feet alongside; deck height, 15 feet; transit sheds, total 327,700 square feet storage; receipt and shipment of

conventional and containerized general cargo; mooring vessels.

(170) Georgia Ports Authority, Ocean Terminal, Berths

18-20 (32°05'38"N., 81°06'22"W.): 1,666-foot face;

1,666 feet of berthing space; 38 to 42 feet alongside;

deck height, 15 feet; transit shed, total 57,000 square

feet storage; surfaced open storage area; receipt and

shipment of conventional and containerized general

cargo; receipt of liquid latex.

(171) Colonial Terminals, Savannah Plant No. 1, Dock 1

(32°05'47"N., 81°06'32"W.): 60-foot face; 683 feet of

berthing space with dolphins; 38 feet alongside; deck

height, 12.5 feet; storage tanks to about 1.66-million

barrel capacity; receipt and shipment of petroleum

products, petrochemicals, and chemicals; loading harbor-bunkering barges with bunker C and marine diesel

fuel; owned and operated by Colonial Terminals, Inc.

(172) Colonial Terminals, Savannah Plant No. 2, Dock 2

(32°06'06"N., 81°06'58"W.): 210-foot face; 750 feet of

berthing space with dolphins; 38 feet alongside; deck

height, 15 feet; storage tanks to 770,000 barrel capacity; shipment and occasional receipt of dry bulk commodities, including kaolin and fertilizer; shipment of

liquid kaolin; owned and operated by Colonial Terminals, Inc.

(173) Citgo Asphalt Refining Co., Savannah Refinery

Wharf (32°06'36"N., 81°07'26"W.): 240-foot face; 675

feet of berthing space with dolphins; 38 to 40 feet

alongside; deck height, 12 feet; pipelines extend from

wharf to storage tanks, total capacity 1.1-million barrels; receipt of crude oil; shipment of petroleum products; shipment and occasional receipt of asphalt;

owned and operated by Citgo Asphalt Refining Co.

(174) Southern Bulk Industries, Savannah Wharf

(32°06'46"N., 81°07'48"W.): 350-foot face (Dock B); 750

feet of berthing space with dolphins; 70-foot face (Dock

A); 36 feet alongside; deck height, 14 feet; covered storage to 100,000 square feet; 8 acres open storage; receipt

and shipment of kaolin and miscellaneous dry bulk

commodities; receipt and shipment of break bulk commodities, including logs, steel, and gypsum board;

owned by Peeples Industries, Inc., and operated by

Southern Bulk Industries.

(175) Gold Bond Building Products, Savannah Plant

Gypsum Wharf (32°06'56"N., 81°07'48"W.): 400-foot

face; 650 feet of berthing space with dolphins; 28 feet

alongside; deck height, 12.3 feet; open storage for

100,000 tons; one receiving hopper for self-unloading

vessels served by electric-belt conveyor system; receipt

of gypsum rock; owned and operated by Gold Bond

Building Products, Division of National Gypsum Co.

(176) Georgia Ports Authority, Garden City Terminal,

Berth 50 (32°07'02"N., 81°07'52"W.): 80-foot face; 620

feet of berthing space with dolphins; deck height, 15

feet; pipelines extend from wharves to storage tanks,

2-million barrel capacity; one 2-ton telescopic boom

for handling hose; railway connection to CSX Transportation, Inc., and Norfolk Southern Corp.; receipt

and shipment of petroleum products, petrochemicals,

and chemicals; receipt of vegetable oil, liquid fertilizer,

and liquid latex; owned by Georgia Ports Authority; and

operated by Paktank Corp., Trans Georgia Terminal,

and Guthrie Latex, Inc.

(177) Georgia Ports Authority, Garden City Terminal,

Container Berth 6 (32°07'12"N., 81°08'00"W.):

1,690-foot face; 1,690 feet of berthing space; 42 feet

alongside; deck height, 15 feet; 395 acres surfaced open

storage area; 49,500 square feet covered storage area;

container cranes to 50 long tons; gantry cranes to 40

long tons; toplifts to 43 tons; stackers to 7.5 tons; forklifts to 25 tons; railway connection to CSX Transportation, Inc., and Norfolk Southern Corp.; receipt and

shipment of containerized and roll-on/roll-off general

cargo; owned and operated by Georgia Ports Authority.

(178) Georgia Ports Authority, Garden City Terminal,

Container Berths 1-5 (32°07'36"N., 81°08'12"W.):

2,369-foot face (Berths 4-5); 2,369 feet of berthing

space; 2,478-foot face (Berths 1-3); 2,478 feet of berthing space; 42 feet alongside; deck height, 15 feet; container cranes to 50 long tons; gantry cranes to 40 long

tons; toplifts to 43 tons; stackers to 7.5 tons; forklifts to

25 tons; railway connection to CSX Transportation,

Inc., and Norfolk Southern Corp.; receipt and shipment

of containerized and roll-on/roll-off general cargo;

owned and operated by Georgia Ports Authority.

(179) Georgia Ports Authority, Garden City Terminal,

Container Berth 62 (32°08'11"N., 81°08'36"W.):

135-foot face; 682 feet of berthing space with dolphins;

36 feet alongside; deck height, 15 feet; pipeline extends

from wharf to 17-million gallon storage tanks; one

swivel-jointed pipeline loading arm; railway connection to CSX Transportation, Inc., and Norfolk Southern

Corp.; receipt of anhydrous ammonia; owned by Georgia Ports Authority, and operated by PCS Phosphate.

(180) Facilities on the west side of Savannah River

(Port Wentworth):

(181) Koch Materials Co., Savannah Dock (32°08'23"N.,

81°08'38"W.): 30-foot face; 680 feet of berthing space

with dolphins; deck height, 12 feet; pipelines extend

from wharf to storage tanks, 245,000 barrels capacity;

300 ■ Chapter 7 ■ Volume 4
Charleston Harbor to Savannah River ■ Chapter 7 ■ 301

one swivel-jointed pipeline loading arm; receipt of asphalt; owned and operated by Koch Materials Co.

(182) Savannah Sugar Refinery Wharf (32°08'48"N.,

81°08'33"W.): 288-foot face; 30 feet alongside; 600 feet

of berthing space with dolphin; deck height, 18 feet;

pipeline extends from wharf to storage tanks,

3.66-million gallons capacity; 150,000-ton covered

storage area; crawler cranes to portable 15-ton receiving hoppers serving electric belt conveyors, extending

to refinery in rear; receipt of raw sugar, molasses, and

fuel oil for plant consumption, owned and operated by

Savannah Sugar Refinery, Division of Imperial Sugar.

(183) Atlantic Wood Industries Wharf (32°08'51"N.,

81°08'35"W.): 217-foot face; 26 feet alongside; 400 feet

of berthing space with shore moorings; deck height, 12

feet; 35 acres open storage; forklifts to 10-tons; mobile

cranes to 50-tons; shipment of timber and timber products; owned and operated by Atlantic Wood Industries,

Inc.

(184) Georgia Steamship Co., Savannah Wharf

(32°09'09"N., 81°09'06"W.): 200-foot face; 36 feet

alongside; 800 feet of berthing space with dolphins;

deck height, 16 feet; 48 acres open storage; 230,000

square feet covered storage; forklifts to 9 tons; receipt

and shipment of conventional general cargo, paper

rolls, lumber, plywood, supplies, and equipment;

owned and operated by Georgia Steamship Co., subsidiary of Georgia-Pacific Corp.

Supplies

(185) All kinds of marine supplies and provisions are

available at Savannah. Large vessels are usually bunkered at berth in the harbor from barges. Freshwater is

available at most of the berths.

Repairs

(186) There are two major marine repair facilities at Savannah that can make all types of hull, engine, electrical, and electronic repairs to oceangoing vessels. Both

facilities are on the southwest side of the river, about

200 feet and 0.85 mile above the Eugene Talmadge Memorial Bridge, respectively. A graving dock, 540 feet

long, 73 feet wide, and 20 feet over the keel blocks at

mean low water, is at the more northerly facility;

cranes up to 50 tons are available here. The other facility has a 180-foot marine railway; cranes to 60 tons are

available here. Machine, electronic, electrical, sheet

metal, and welding repair shops are off the waterfront

at Savannah. Floating cranes up to 75 tons are available.

Communications

(187) Savannah has excellent rail, water, highway, and air

transportation facilities. Two railroads, the Seaboard

System Railroad and the Central of Georgia Railroad, a

subsidiary of the Southern Railway operate out of the

city. There is regular scheduled steamship service to all

parts of the world, and considerable shipping coastwise

and along the Intracoastal Waterway. Two major airlines, several bus lines, and numerous truck lines serve

Savannah. The city has highway connections with Interstate Routes 16 and 95, and with U.S. Routes 17, 17A,

and 80.

Small-craft facilities

(188) Water and electricity are available at the Municipal

Dock, the only small-craft facility at Savannah. The

dockmaster can be contacted at City Hall. The nearest

place where gasoline, diesel fuel, and other services can

be obtained is on the Intracoastal Waterway south of

Savannah at Thunderbolt, or at Isle of Hope. (See chapter 12 for details.)

Charts 11514, 11515

(189) The Savannah River above Savannah is navigable

to the city of Augusta, 172 miles (198 statute miles)

above the mouth. A Federal project provides for a 9-foot

channel over a width of 90 feet from near U.S. Route 17

highway bridge, 18.8 miles (21.6 statute miles) above

the mouth, to Augusta. (See Notice to Mariners and latest editions of the charts for controlling depths.)

Daybeacons mark some of the shoal and critical spots

in the river, but the best guide for the mariner is the

use of the chart to carry the best water. The river is

swift and tortuous; daybeacons are sometimes carried

away. Numerous foul areas exist near the shore, and

floating debris is a constant danger to navigation. Local

knowledge is advised.

(190) The freshet variation above the normal pool level of

the New Savannah Bluff Lock and Dam, 162.7 miles

(187.2 statute miles) above the mouth, is about 13 feet

ordinarily, with an extreme of 34 feet. The lock is 360

feet long, 56 feet wide, and has a depth over the lower

miter sill of 10 feet. The depth over the upper miter sill

at normal pool level is 131⁄2 feet; the vertical lift is 15

feet. Anyone desiring lockage must contact the lock operator at least 24 hours in advance at the New Savannah Bluff Lock and Dam Office, 706-798-4644, or the

James B. Messerly Wastewater Treatment Plant,

706-793-1691. Calls to either location should be made

between 0800 and 1630, Monday through Friday, except on designated holidays for City of Augusta offices.

The lock will be operated seven days a week between

the hours of 0800 and sunset on appointment. There is

no navigation lock in the dam about 4 miles above

Augusta.
Bridges

(191) Between U.S. Route 17 highway bridge and the lock

and dam, the limiting clearances of the drawbridges are

7 feet, and 27 feet for the fixed bridges. Between the

lock and the head of navigation the limiting drawbridge

clearances are 12 feet and the fixed bridges 26 feet at

normal pool level. The bridgetender of the Seaboard

System Railroad bridge at Clyo, about 53 miles above

the mouth, monitors VHF-FM channel 16 and works

on channel 13; call sign, WKB-679. (See 117.1 through

117.59, 117.371, and 117.937, chapter 2, for drawbridge regulations.) Overhead power cables with clearances of 76 feet and 53 feet cross the river 169.7 miles

(195.3 statute miles) and 174.8 miles (201.1 statute

miles) above the mouth, respectively.

(192) There are numerous landings between Savannah

and Augusta without wharves or rail connections. At

New Savannah Bluff Lock, fuel, supplies, and services

can be arranged for by telephone. Fuel, supplies, and

services are available at Augusta.

(193) A city wharf, a Georgia State barge terminal, and an

oil terminal, are at Augusta.

(194) The barge terminal has a depth of 9 feet alongside

and a transit shed with 40,000 square feet of storage

space. Modern freight handling equipment up to

10-ton lifting capacity is available, and the terminal is

served by rail and truck connections.

(195) The traffic on the river above Savannah is mainly

barges carrying petroleum products.

302 ■ Chapter 7 ■ Volume 4
Charleston Harbor to Savannah River ■ Chapter 7 ■ 303
304 ■ Chapter 8 ■ Volume 4

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'
Savannah River to St. Johns River

(1) This chapter describes the coasts of South

Carolina, Georgia, and Florida from Savannah River to

St. Johns River, and includes the deepwater ports of

Brunswick, Ga., and Fernandina Beach, Fla. Also discussed are Wassaw, Ossabaw, St. Catherines, Sapelo,

Doboy, Altamaha, St. Simons, St. Andrew, Jekyll, Cumberland, and Nassau Sounds, and their tributaries, and

several of the small towns along these waterways.

(2) The Intracoastal Waterway for this section of the

coast is described in chapter 12.

Weather

(3) The southerly latitude and maritime exposure influence the climate of this coast. Winters are mild and

short. Polar air masses are moderated although unusually strong, cold air outbreaks can cause foggy conditions along the coast. Cold spells seldom last more than

2 or 3 days. The occasional winter storm results in

strong winds and rough seas from October through

April. Waves of 8 feet (2.4 m) or more are reported

about 20 to 30 percent of the time in deep water, but

gales occur less than 1 percent of the time. However,

winds of 40 to 50 knots have been recorded in all of

these months.

(4) From May through September peak winds offshore

are usually in the 30- to 40-knot range, although they

could climb higher in a severe thunderstorm or tropical cyclone. Despite the low latitude, tropical cyclones

are infrequent along this coast. They are most likely

from June through October and one can be expected to

move through some part of Georgia each year, usually

from the Gulf of Mexico. This fact holds coastal effects

to a minimal. The most dangerous are those from the

east through south. Because this portion of the coast

lies parallel to the mean track of most recurving

storms, the incidence of coastal crossing tropical cyclones is extremely low. In addition to strong winds,

high tides and rough seas, these storms can trigger torrential rains, severe thunderstorms and even tornadoes

or waterspouts. In general, however, summers are

warm but a persistent cooling sea breeze is usually

present from afternoon into the early evening. Showers

and thunderstorms are common along this coast and

can reduce visibilities for brief periods. Obstructions to

visibilities are most likely to be caused during winter

and early spring by fog. This occurs when warm air

moves across the cool coastal waters that lie shoreward

of the Gulf Stream. Visibilities of less than 0.5 mile (0.9

km) have been observed about 3 to 5 percent of the time

from December through February in these waters.

Charts 11509, 11502, 11488

(5) The coast from Savannah River to St. Johns River

extends in a south-southwesterly direction for about

100 miles. Islands separated by numerous sounds and

rivers constitute the entire coast. In general these islands are heavily wooded with marshy areas bordering

them on their western sides. The 5-fathom curve extends about 7 miles offshore except in the vicinity of St.

Simons Sound where 5 fathoms can be found as much

as 12 miles offshore.

(6) Caution must be observed along this section of the

coast because of the inshore sets caused by the numerous rivers and sounds.

(7) Private lighted and unlighted buoys mark several

fish havens that have been established as much as 27

miles offshore along this section of the coast.

(8) This section of the coast, due to its low relief, presents no good radar targets.

COLREGS Demarcation Lines

(9) The lines established for this part of the coast are

described in 80.717 through 80.723, chapter 2.

North Atlantic Right Whales

(10) The northern limit of the right whale critical habitat is just south of Altamaha Sound 31°15'N. from the

coast out 15 nautical miles (see 50 CFR 226.203(c),

chapter 2). Right whales have been sighted as far north

as Savannah River in the calving season, generally November 15 through April 15. In March and April, right

whales accompanied by calves migrate northward from

the critical habitat, often within 20 miles of the coast to

summer feeding grounds off New England. (See North

Atlantic right whales, indexed as such, in chapter 3 for

more information on right whales and recommended

measures to avoid collisions.) It is illegal to approach

closer than 500 yards of any right whale. (See 50 CFR

224.103(c), chapter 2, for limits, regulations, and exceptions.)

Savannah River to St. Johns River ■ Chapter 8 ■ 305
(11) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in the

Southeastern United States Seasonal Management

Area between November 15 and April 15. The area is defined as the waters bounded to the north by 31o27'N., to

the south by 29o45'N., and to the east by 80o51.6'W. (See

50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

Dangers

(12) Danger areas for air-to-air and air-to-water gunnery and bombing ranges are off the Georgia coast; see

334.490, chapter 2, for limits and regulations. (See

chart 11480.)

Chart 11512

(13) From Savannah River to Wassaw Sound, a distance

of about 7 miles, the coast is formed by the shores of

Tybee Island and Little Tybee Island which lie in a

southwesterly direction. Dangerous shoals extend

from the shores of the islands for a distance of 4.5

miles.

(14) On the north side of Tybee Island, the South Channel of the Savannah River extends from the main channel at the east end of Cockspur Island to the southwest

end of Elba Island where it again joins the main channel. The east entrance is marked by lights. In 1979, the

east entrance had a controlling depth of 2 feet, thence

in 1975, the reported controlling depth was 5 feet to the

junction with the Intracoastal Waterway. In June 1983,

it was reported that greater depths could be carried

through the east entrance with local knowledge.

McQueens Island is west of Tybee Island along the

south side of South Channel. Fort Pulaski National

Monument includes Cockspur and McQueens Islands.

Fort Pulaski on Cockspur Island was built during the

period 1829-1847. Tybee Coast Guard Station is on the

north side of Cockspur Island. The Intracoastal Waterway crosses the South Channel through Elba Island

Cut. The highway bridge crossing the channel between

Cockspur and McQueens Islands has a 36-foot fixed

span with a clearance of 10 feet. A fixed highway bridge

with a clearance of 35 feet crosses the channel between

Elba Island and Savannah, 1.5 miles northwestward of

Elba Island Cut. An overhead power cable with a clearance of 60 feet is immediately southeastward of the

bridge.

(15) Tybee Island, a summer resort at the eastern end of

Tybee Island, is conspicuous from seaward. An inside

approach to the beach is made from South Channel

through Lazaretto Creek and Tybee Creek, U.S. Route

80 highway fixed bridge crosses Lazaretto Creek just

inside its entrance from South Channel; clearance is 35

feet. An overhead power cable with a clearance of 55

feet crosses the creek about 300 yards southward of the

bridge. In 1979, the controlling depth in Lazaretto

Creek was 6 feet from South Channel to about 0.2 mile

south of Route 80 highway bridge; thence in June 1983,

3 feet was reported to the junction with Tybee Creek;

and thence 10 feet was reported in Tybee Creek to Tybee

Island.

(16) Small craft occasionally transit the Tybee Inlet entrance. Due to breakers and dangerous, shifting shoals,

caution is advised when transiting the area.

(17) In December 1986, a partially submerged wreck

was reported about 0.3 mile south of the bridge in

about 32°00'40"N., 80°53'00"W.

(18) Chimney Creek extends north from Tybee Creek. A

fish camp on the creek has berths with electricity, gasoline, water, ice, limited marine supplies, and a 4-ton

lift. In June 1983, 2 feet was reported available in the

creek, but local knowledge is advised.

(19) The remaining portions of Tybee and Little Tybee

Islands are generally low and marshy, although they

have many wooded hummocks with numerous creeks

winding among them. Several creeks flow into the sea,

but they are of little importance as their mouths are obstructed by shoals with crooked channels of 2 to 3 feet

in depth.

(20) The southwest part of Little Tybee Island, separated

from the main body by a stretch of marsh, is Beach

Hammock. It is distinguishable by a large and heavily

wooded hummock which marks the northern point of

the entrance to Wassaw Sound.

(21) The entrance to Wassaw Sound is about 9.5 miles

southward of Tybee Light (32°01'20"N., 80°50'44"W.).

Shoals extend offshore a distance of 4 to 4.5 miles from

the entrance, forming a shifting bar. In June 1983, the

reported controlling depth was 10 feet through the

marked bar channel. The entrance, used only by small

boats, is marked by a lighted buoy and the bar channel

by lighted and unlighted buoys. A private unlighted

buoy marks a fish haven about 5 miles eastward of the

entrance buoy.

(22) In December 1994, a sunken wreck about 1.2 miles

southeast of Wassaw Sound Buoy 9 was reported in

about 31°53'00.5"N., 80°52'57.4"W. At low water, the

pilot house is fully exposed.

COLREGS Demarcation Lines

(23) The lines established for Wassaw Sound are described in 80.717, chapter 2.

(24) After crossing the bar at the entrance to Wassaw

Sound, a channel with depths of 19 to 38 feet leads

through the southern part of the sound and for about 6

306 ■ Chapter 8 ■ Volume 4
miles up Wilmington River to the Intracoastal Waterway. The channel is marked by lights in its southern

part.

Tides and currents

(25) The mean range of tide varies from about 6.9 feet in

the sound to about 7.8 feet up the rivers. The tidal currents in Wassaw Sound reach velocities up to 2.2 knots.

Predictions for a number of places in the sound and vicinity may be obtained from the Tidal Current Tables.

(26) Bull River flows into Wassaw Sound from northward. It is connected with the South Channel of the Savannah River 5 miles below the city of Savannah by St.

Augustine Creek, the upper part of Wilmington River,

and Elba Island Cut. The mouth of the river is obstructed by shoals. In June 1983, the reported controlling depth was 10 feet from the mouth through St.

Augustine Creek to a junction with the Intracoastal

Waterway. The entrance is marked by a daybeacon. U.S.

Route 80 highway bridge, 5.7 miles above the mouth,

has a fixed span with a clearance of 20 feet. An overhead

power cable with a clearance of 55 feet crosses the river

close northwestward of the bridge. A marina on the W

side of the river, close S of the bridge has berths, electricity, gasoline and diesel fuel, water, ice, and some

boat repairs.

(27) Wilmington River flows into Wassaw Sound from

northwestward. The upper end of the river from the

junction with Skidaway River is part of the Intracoastal

Waterway. Turner Creek, which connects the Wilmington and Bull Rivers, had a reported controlling depth of

4.9 feet in October 2004, until its junction with Richardson Creek. U.S. Route 80 highway bridge over

Turner Creek, 1.6 miles above the mouth, has a fixed

span with a clearance of 35 feet. An overhead power cable on the northeastern side of the bridge has a clearance of 55 feet. The highway bridge 3 miles above the

mouth has a clearance of 34 feet. An overhead power

cable on the southwest side of the bridge has a clearance of 55 feet. Boatyards and marinas on Turner Creek

can handle craft to 60 feet for hull, engine and electronic repairs. Gasoline, pump-out station, wet and dry

storage, water, ice and berths with electricity are available.

(28) From Turner Creek, Richardson Creek winds generally in a westward direction for about 4 miles to

Wilmington River. Two highway bridges crossing Richardson Creek about 2.3 miles from its eastern entrance

have fixed spans with a minimum width of 13 feet and a

minimum clearance of 5 feet. Overhead power cables at

the bridges and 0.3 mile westward have minimum

clearances of 35 feet. The velocity of the tidal current at

the entrance to Wilmington River varies from 1 to 2

knots. Predictions may be obtained from the Tidal Current Tables.

(29) The coast between Wassaw and Ossabaw Sounds is

formed by Wassaw Island, which is triangular in shape

and has a length of about 4.5 miles and a width of about

3.5 miles in its widest part. In general, the island is low

and marshy; the strip of firm land forming the coastline

is only 0.3 to 0.8 mile wide. The firm land is heavily

wooded and has a broad sand beach backed by sand

dunes. From this shore dangerous shoals extend to a

distance of 3 to 4 miles. The marshy portion of the island is cut by numerous creeks winding among the

heavily wooded hummocks. Romerly Marsh Creek, and

Odingsell River separate the island from the islands to

the westward.

Chart 11511

(30) Ossabaw Sound, entered between the southern

end of Wassaw Island on the north and Bradley Point

(31°49.4'N., 81°02.9'W.) on the south, is a broad opening in the coast about 15 miles southwestward of Tybee

Light. Most of the sound is shallow, and shifting shoals

extend seaward about 4 miles. The entrance to the

sound is marked by a lighted buoy. North Channel and

South Channel lead through the shoals into the sound.

North Channel is marked by buoys and daybeacons,

and South Channel is marked by a buoy, a daybeacon,

and a light. Small local fishing craft are the principal

traffic seaward from the sound. Strangers are advised

not to enter as breakers sometimes extend clear across

he entrance. Vernon River, Ogeechee River, and nu -

merous smaller rivers and creeks enter the sound.

Fish haven

(31) A fish haven is about 2 miles east-southeastward of

Ossabaw Sound Entrance Lighted Buoy OS.

Chart 11512

(32) Vernon River enters Ossabaw Sound from the

northwestward. The Intracoastal Waterway traverses a

portion of this river. Burnside River, Little Ogeechee

River, and several creeks enter the Vernon River. Montgomery, a town on Vernon River 5 miles above the

mouth, has highway connections with Savannah.

Charts 11511, 11509

(33) Ogeechee River flows into the western part of

Ossabaw Sound. The river drains an extensive area and

is subject to flood conditions which continually change

Savannah River to St. Johns River ■ Chapter 8 ■ 307
the channel. Navigation to the Seaboard System

Railroad bridges, about 27 miles above the sound, is

possible with local knowledge. In June 1985, the reported controlling depth was 6 feet to the first railroad

bridge. This bridge has a 40-foot fixed span with a clearance of 14 feet. The second railroad bridge, parallel to

and immediately northward of the first, has a lift span

with a clearance of 4 feet down and 41 feet up. (See

117.1 through 117.59 and 117.367, chapter 2, for

drawbridge regulations.) The overhead power cable

close northward of the more northerly bridge has a

clearance of 50 feet. There is a large pulpwood loading

dock with 13 feet alongside 5 miles downriver from the

railroad bridges.

(34) A marina with a reported depth of 10 feet alongside

is at Fort McAllister, about 11 miles above the river entrance; gasoline, ice, supplies, transient berths,

pump-out, and a 16-ton lift are available.

Tides and currents

(35) The currents in the Ogeechee River and Ossabaw

Sound have considerable velocity, particularly the ebb

setting out of the river. Current predictions for several

locations in Ossabaw Sound and vicinity can be obtained from the Tidal Current Tables. The mean range

of tide is about 7 feet, decreasing to about 1 foot at the

highway bridge, 28.5 miles above the sound.

Chart 11511

(36) The coastline between Ossabaw Sound and St.

Catherines Sound is formed by the eastern shore of

Ossabaw Island, which lies in a southwesterly direction and has a length of 8 miles and a width of 6 miles.

The eastern half of the island is heavily wooded. The

north end forms the south shore of Ossabaw Sound.

(37) The seaward side of the island appears unbroken by

streams, and shows as a white sand beach backed by

heavy woods. Dangerous shoals extend offshore nearly

5 miles.

(38) The southwestern point of the island borders on St.

Catherines Sound and is thickly wooded. The western

half is almost entirely marshy and is cut up by numerous creeks which provide access to the higher ground

to the eastward. On the west the island is separated

from the marshes of the mainland by Bear River and

Florida Passage.

(39) St. Catherines Sound is about 24 miles southwestward of Tybee Light. The entrance is over a shifting bar

which extends 5 miles offshore. The entrance lighted

buoy is about 7 miles offshore. In June 1983, the reported controlling depth in the marked bar channel

was 8 feet. The points on its northern and southern

sides are wooded.

COLREGS Demarcation Lines

(40) The lines established for St. Catherines Sound are

described in 80.717, chapter 2.

(41) There are no towns on the sound, and strangers

seldom enter. Except for light-draft fishing craft, little

traffic crosses St. Catherines Bar. Channels with depths

of 13 to 38 feet lead from inside the bar into the entrances of its tributaries. The main body of the sound is

exposed and becomes quite rough in moderately bad

weather. Protected anchorage for small vessels is in

Walburg Creek on the south side of the entrance to the

sound.

Tides and currents

(42) The mean range of tide in the sound is 7.1 feet, increasing to 7.8 feet at Belfast and 7.9 feet at Kilkenny

Club. (See the Tide Tables.) Tidal currents have considerable velocity at the entrance and in the tributary

rivers. The Tidal Current Tables should be consulted for

current predictions.

(43) The Intracoastal Waterway crosses St. Catherines

Sound just inside the entrance, and affords passage

northward through Bear River and Florida Passage to

Ossabaw Sound, and southward through North Newport River and Johnson Creek to Sapelo Sound.

(44) Three main rivers enter the sound. Bear River and

North Newport River, which form a portion of the

Intracoastal Waterway, flow into the sound from the

northwestward and southwestward, respectively.

Medway River enters the sound from the westward. In

June 1983, there was a reported controlling depth of 10

feet to Sunbury, a small settlement on the western

shore 7 miles above the mouth of Medway River. Water

can be obtained at the wharf which serves an oyster

plant and has a depth of 61⁄2 feet alongside.

(45) Ashley Creek makes into the south side of Medway

River about 3 miles above the mouth. A fish camp,

about 2.7 miles above the mouth of the creek at Yellow

Bluff, has berths with electricity, gasoline, water, a

2-ton mobile lift, and limited marine supplies. In June

1983, a reported depth of about 3 feet could be carried

to the fish camp dock.

(46) Kilkenny Creek empties into the west side of Bear

River about 3.3 miles above the mouth. A fish camp,

about 1.8 miles above the mouth of the creek, has

berths, gasoline, diesel fuel, electricity, water, ice,

pump-out station and wet and dry storage. In 2002, a

reported depth of 10 feet could be carried to the fish

camp.

308 ■ Chapter 8 ■ Volume 4
(47) Belfast, a town on Belfast River, is reached by way

of the Medway River and Belfast River. In June 1983,

the reported controlling depth in Belfast River was 4

feet to Belfast. A pile of rocks, bare about 3 feet at low

water, stands in the midchannel with surrounding

depths of 81⁄2 feet off the bluff at Belfast.

(48) A marina, on the north side of North Newport River

about 8.6 miles above the mouth at Colonels Island,

has berths with electricity, gasoline, diesel fuel, water,

ice, a 31⁄2-ton mobile lift, engine repairs, and limited

marine supplies. In June 1983, a reported depth of

about 10 feet could be carried to the marina via

Timmons River.

Fish haven

(49) A fish haven, with a minimum depth of 3 feet, is on

the north side of Timmons River about 1.9 miles above

its mouth; caution is advised.

Charts 11511, 11510

(50) St. Catherines Island, which forms the coast from

St. Catherines Sound to Sapelo Sound, lies in a nearly

north and south line, and has a length of 9 miles and a

width at its widest part of about 3 miles. The island is

flat and much of it is marshy with the higher part

heavily wooded.

(51) When viewed from a distance seaward, only dense

woods in level silhouette are to be seen on St.

Catherines Island. Closer inspection reveals a white

sand beach, with sand dunes 20 feet high near the center of the island which show up from some directions. A

prominent sand dune, 3 miles south of the north end of

the island and about 1 mile north of McQueen Inlet, is

reported to show well from seaward. McQueen Inlet,

the only break in the shoreline visible from seaward, is

unimportant, as it is blocked by shoals at low water.

Dangerous shoals extend offshore for 5 miles.

(52) The island is separated from the marshes lying between it and the mainland by Walburg Creek, Johnson

Creek, and South Newport River. The entrance to

Sapelo Sound is between the south point of this island

and the north point of Blackbeard Island.

Chart 11510

(53) Sapelo Sound is about 33 miles southwestward of

Tybee Light.

COLREGS Demarcation Lines

(54) The lines established for Sapelo Sound are described in 80.717, chapter 2.

(55) A lighted buoy is 15 miles off the entrance. (See

chart 11509.) About 8 miles from the entrance the

break in the shore can be seen on a clear day. The tower

of the abandoned lighthouse is 10 miles southwestward

of the sound. Vessels should stay in a depth of over 5

fathoms until the bar channel buoys are seen because

shoals extend about 5 miles offshore.

(56) With the aid of the chart, and on a rising tide and a

smooth sea, vessels should have no difficulty in entering during daylight by following the buoys. In May-July

2001, a changeable area with shoaling to about 1 foot

was reported in about 31°32'29"N., 81°08'01"W., 0.75

mile eastward of Experiment Shoal. A swash channel

between Experiment Shoal and St. Catherines Island

has a least depth of 1 foot. Another unmarked channel

south of the main channel has a reported depth of 8 feet

and is used by fishing boats.

(57) No towns of any importance are on the sound or

tributaries. In northeasterly weather, anchorage can be

made in the lower part of South Newport River with fair

protection.

Tides and currents

(58) The mean range of tide is 6.9 feet. (See the Tide Tables for tidal differences on Sapelo River and its tributaries.) In the entrance to the sound the velocities of

flood and ebb are 2.1 and 2.5 knots, respectively. The

Tidal Current Tables should be consulted for current

predictions.

(59) The Intracoastal Waterway enters Sapelo Sound

from the northward through South Newport River and

continues southward to Doboy Sound through Sapelo

River, Front River, Creighton Narrows, and Old Teakettle Creek.

(60) South Newport River flows into the sound from

northward just inside the entrance. In June 1983, the

reported controlling depth in the river was 5 feet

through Cross Tide Creek to its junction with North

Newport River, thence 5 feet down that river to the

Intracoastal Waterway. Sapelo River, entering the

sound from westward, is used only by small fishing

boats, except for the lower part below Front River

which forms a part of the Intracoastal Waterway.

(61) In 1963, a draft of 13 feet could be carried from the

deeper waters of Sapelo River into the mouth of Front

River, at the head of which a dredged channel through

Creighton Narrows offers passage to Old Teakettle

Creek and thence to Doboy Sound. The Intracoastal

Waterway follows this route.

(62) Mud River, flowing into the head of Sapelo Sound

from southward, is a broad shallow body of water.

(63) Julienton River enters Sapelo River from the

northwest about 3 miles above the mouth. Shrimp

Savannah River to St. Johns River ■ Chapter 8 ■ 309
boats base at Shellman Bluff on Broro River, locally

known as Shellman Creek, which enters Julienton

River about 4.5 miles above its mouth. Berths with

electricity, gasoline, water, ice, two 2-ton lifts, and limited marine supplies are available. In June 1983, it was

reported that with local knowledge 5 feet could be carried up Julienton River and Broro River to the shrimp

dock. Other facilities are at Continment Bluff and Dallas Bluff on Julienton River, a short distance above

Broro River. These include gasoline, diesel fuel, water,

ice, provisions, and lodging.

(64) Pine Harbor is on Sapelo River about 10.5 miles

above the mouth. In June 1983, the reported controlling depth was 1 foot from the junction of Sapelo River

and the Intracoastal Waterway to the landing at Pine

Harbor.

(65) The coastline from Sapelo Sound to Doboy Sound

is formed by the shores of Blackbeard Island and

Sapelo Island. Blackbeard Creek, which empties into

Cabretta Inlet. From all directions, they appear as a

single island and are described as such. Taken together

they are 10 miles long in a south-southwesterly direction and 4 miles wide. Large portions of both islands

are heavily wooded. These islands present no wellmarked distinguishing features, except the usual sand

beach backed by dense woods in level outline and the

abandoned lighthouse tower near the south point of

Sapelo Island. The western part of Sapelo Island consists almost entirely of broad marshes with numerous

creeks. Most important of these is Duplin River, which

has deep water for several miles and affords means of

communication to the island. Sapelo Island is separated from the marshes lying between it and the mainland by Mud River and New Teakettle Creek.

(66) Blackbeard Island and the marshes surrounding

Blackbeard Creek make up Blackbeard Island National

Wildlife Refuge.

(67) Grays Reef National Marine Sanctuary (see chart

11509) has been established to protect and preserve the

live bottom ecosystem and other natural resources of

Grays Reef. The sanctuary comprises a 16.68-squaremile area about 18 miles east of Sapelo Island. (See 15

CFR 922, chapter 2, for limits and regulations and Appendix C for additional information.)

(68) Doboy Sound is 45 miles southwestward of Tybee

Light and 16 miles northeastward of St. Simons Light.

The entrance, between Sapelo Island and Wolf Island, is

about 1 mile wide and obstructed by shifting shoals extending about 4.5 miles offshore. When approaching

the sound, vessels should stay in a depth of 5 fathoms or

more until the entrance buoys are sighted. If there is

too much sea to cross the bar, vessels are advised to enter via St. Simons Sound and the Intracoastal Waterway.

(69) A cluster of fish havens is eastward of Doboy

Sound; the outermost is marked by a private unlighted

buoy about 20 miles eastward of the entrance to the

sound. (See chart 11509.) A sunken wreck is about 6.5

miles east of the entrance to the sound in about

31°21'24"N., 81°09'06"W.

(70) The marked channel over the bar at the entrance to

Doboy Sound is not considered safe for strangers except on a rising tide and a smooth sea. The bar has been

changing over the past years. In June 1983, the reported controlling depth was 5 feet. An unmarked

swash channel with a least depth of 5 feet makes into

the sound close under the south point of Sapelo Island.

The channels are used by local shrimp boats.

(71) Doboy Sound extends northwestward about 5 miles

from the bar with a width of about 0.8 mile.

Tides and currents

(72) The mean range of tide is about 6.8 feet in the

sound and about 7.3 feet at Darien. Tidal currents in

the sound have a velocity of 2 knots at the entrance.

Predicted currents may be obtained from the Tidal Current Tables.

Anchorage

(73) Good anchorage is found anywhere in the channel

of the sound upstream from Commodore Island except

in the cable area.

(74) The Intracoastal Waterway enters Doboy Sound

through Old Teakettle Creek and passes southward

through North River, Darien River, Rockdedundy River,

and Little Mud River to Altamaha Sound.

(75) Duplin River, entering Doboy Sound from northward, is a small stream about 5 miles long. Submerged

piling extend off the northwest side of the entrance. In

June 1983, the reported midchannel controlling depth

was 9 feet from the entrance to Pumpkin Hammock,

thence 6 feet for another 2 miles. A ferry from the

mainland docks on the eastern bank of the river, 0.3

mile upstream from the entrance. The dock has a depth

of 15 feet alongside. An overhead power cable with a

clearance of 38 feet crosses the river about 1.7 miles

above the mouth.

(76) Sapelo Island, locally known as Sapelo, is a town

on the southerly end of Sapelo Island at the head of

Lighthouse Creek. The town is reached on high tide

only. In an emergency some services and supplies can

be obtained here. In June 1983, the reported depth was

less than 2 feet at the creek entrance and bare halfway

to the town.

(77) Old Teakettle Creek enters the sound from northward about 1 mile northwestward of Duplin River and

forms a part of the Intracoastal Waterway. Shellbluff

310 ■ Chapter 8 ■ Volume 4
Creek, which enters Old Teakettle Creek from the westward about 0.7 mile from its northern entrance, in

June 1983, had a reported controlling depth of 5 feet to

the small packing plant at Valona. The docks are privately owned by a shrimp-boatbuilding yard with a

small marine railway for hauling them out. Diesel fuel,

water, and ice are available.

(78) Atwood Creek and Hudson Creek are small streams

emptying into the head of Doboy Sound from the

northwestward. In June 1983, the reported controlling

depth in Atwood Creek was 5 feet for a distance of 2

miles, and 6 feet in Hudson Creek to the mouth of the

small creek leading to a small shrimp-packing plant at

Meridia Landing , which is about 1.5 miles by road from

Meridian. Gasoline, diesel fuel, water, and ice are available from the plant only in an emergency. A ferry to

Sapelo Island docks in Hudson Creek. In November

1981, a sunken wreck was reported in Hudson Creek

about 1.4 miles above the mouth.

(79) Carnigan River enters the head of the sound from

southwestward and is connected with North River by a

branch known as Buzzard Roost Creek. North River

enters Doboy Sound west of Doboy Island. It extends

westward 6 miles to the town of Ridgeville, where it

joins May Hall Creek, which, running southward, connects with Darien River 5 miles above its mouth. Overhead power cables with a minimum clearance of 51 feet

cross May Hall Creek at Ridgeville and 0.5 mile above

its junction with Darien River. A small-boat landing at

the town has gasoline, diesel fuel, and water. Doboy Island is wooded and has several buildings on its southwest end. A small private landing is on the west side of

the island.

(80) Back River, on the southern side of Doboy and

Commodore Islands, forms another and little used entrance from the sound to North and Darien Rivers.

(81) South River, also little used, empties into Doboy

Sound from southwestward about 0.8 mile inside the

entrance. It extends in a general westerly direction for

3 miles, where it joins Little Mud River, a part of the

Intracoastal Waterway.

(82) Darien River extends southwestward for a distance

of 11.5 miles, where it joins the Altamaha River. In June

1983, the reported controlling depth was 7 feet from

Doboy Sound through the Intracoastal Waterway and

Darien River to the highway bridge at Darien. Care is

necessary when navigating this river due to the shoals

and numerous floating snags. Water is fresh in the river

at Darien after the ebb has been running for about 3

hours. The best route from Doboy Sound to the Darien

River is via the Intracoastal Waterway.

(83) Darien is 9 miles above Doboy Island on the north

bank of Darien River. Fishing and pulpwood are the

main industries. Some shrimp and shad fishermen

base here. A good highway passes through the town

from Savannah to Brunswick, 18 miles away. Gasoline,

diesel fuel, ice, fresh water, and supplies are available.

Two marine railways, owned by a packing company, can

haul out fishing boats up to 75 feet. The reported depth

of water alongside the wharves was 8 to 15 feet in June

1983. U.S. Route 17 highway bridge crossing the river

at the town has a fixed span with a clearance of 31 feet.

The overhead cable about 100 yards west of the bridge

has a clearance of 51 feet.

Chart 11508

(84) Between Doboy Sound and Altamaha Sound is Wolf

Island, which is about 2.5 miles long in a north-south

direction. Wolf Island including Egg Island, part of the

Wolf Island National Wildlife Refuge, are almost entirely marsh. They are designated Federal Wildlife Wilderness Areas and reported not accessible to the public.

(85) Altamaha Sound is 48 miles southwestward of

Tybee Light and 12 miles northeastward of St. Simons

Light. The entrance and the sound are obstructed by

shoals which are dangerous to navigation. A shifting

channel through the shoals extends 4 miles from the

entrance. It is advisable to enter Altamaha Sound via

the Intracoastal Waterway.

Tides and currents

(86) The mean range of tide in the entrance is 6.6 feet.

(For current predictions, see the Tidal Current Tables.)

(87) Altamaha River is formed by the confluence of the

Oconee River and Ocmulgee River, 110 miles above the

town of Darien and 119 miles above its mouth, and

flows in a general southeasterly direction, entering the

western end of Altamaha Sound. The river is subject to

freshets, and depths change radically.

(88) In June 1983, the reported controlling depth was 3

feet during 8 months of the year to Milledgeville, a city

on the Oconee River 126 miles above the junction with

the Altamaha River, and 3 feet to Macon, a city on the

Ocmulgee River 178 miles above the junction. The

depths are 2 to 12 feet less during the summer low-water

period.

(89) U.S. Route 17 highway bridge over South Altamaha

River, 2.5 miles south of Darien, has a fixed span with a

clearance of 35 feet. An overhead power cable on the

west side of the bridge has a clearance of 55 feet. Interstate Route 95 highway bridge crossing South

Altamaha River, about 1.2 miles westward of U.S. Route

17 highway bridge, has a clearance of 35 feet. (See 117.1

through 117.59, 117.351, 117.363, and 117.365,

Savannah River to St. Johns River ■ Chapter 8 ■ 311
chapter 2, for drawbridge regulations for drawbridges

crossing the Altamaha, Oconee, and Ocmulgee Rivers.)

(90) Little Mud River enters Altamaha Sound from

northward about 2.5 miles inside the entrance. The

Intracoastal Waterway passes through it. Buttermilk

Sound, which enters Altamaha Sound from the southwestward, has an average width of 0.5 mile. At its head

the sound connects with Frederica River and Mackay

River; the latter connects with Back River. These three

rivers enter the western end of St. Simons Sounds from

northward, and Mackay River with Buttermilk Sound

forms part of the Intracoastal Waterway.

Chart 11502

(91) The coast between Altamaha and St. Simons

Sounds is formed by the shores of Little St. Simons Island, Sea Island, and St. Simons Island. These islands

are separated only by stretches of marsh traversed by

small streams, and from seaward appear as one body of

land although from certain points the marshes, alternating with patches of trees, give the land an unusually

broken appearance.

(92) St. Simons Island is the main body of land between the two sounds, and in general description the

other two islands may be considered as parts of it. The

three taken together are 11 miles long and 6 miles wide

at the northern end, diminishing gradually to 2.5 miles

near the southern end. Immediately along the coast

and in the central parts it is heavily wooded. Between

the two wooded portions is a stretch of marsh from 1 to

1.5 miles wide extending nearly the whole length of the

island, and to the westward it is separated from the

mainland by extensive marshes, through which flow

the Frederica and Mackay Rivers, joining Altamaha and

St. Simons Sounds.

Charts 11508, 11506

(93) The northern portion of St. Simons Island is

marshy and traversed by Hampton River, a sizable

stream flowing in an easterly and southeasterly direction, which separates St. Simons and Little St. Simons

Islands and enters the sea 5 miles below Altamaha

Sound. The dangerous shoals on both sides of the channel are unmarked; strangers should not attempt entrance from seaward without local knowledge. In

March 2003, the reported controlling depth was 10.5

feet from Buttermilk Sound to Village Creek.

(94) Village Creek flows into Hampton River from the

southward, about 1.5 miles above its mouth. It goes

through a stretch of marsh separating Sea Island and

St. Simons Island. After a crooked course of several

miles, it joins the Blackbank River, a narrow and twisting stream flowing to the southward between the two

islands and entering the sea 4 miles south of Hampton

River. In June 1983, the reported controlling depth was

4 feet for about 4.6 miles above the mouth, thence 1

foot to and through the cut to Blackbank River and the

Sea Island Bridge. Village Creek is dry above the cut at

low water. The highway bridge crossing Blackbank

River to Sea Island has a 15-foot fixed span with a clearance of 7 feet; overhead cables about 200 feet south of

the bridge have a clearance of 16 feet.

Charts 11506, 11502

(95) St. Simons Sound, 0.8 mile wide at the entrance, is

61 miles southwestward of Tybee Light and 27 miles

northward of Amelia Island Light. The sound forms a

good harbor and is the approach to the city of Brunswick. The entrance is obstructed by dangerous shifting

shoals, forming a bar which extends for a distance of

5.5 miles offshore. A dredged channel through the bar

has a federal project depth of 38 feet. A lighted buoy

marks the entrance.

(96) Brunswick is on the eastern bank of East River and

Academy Creek opposite Andrews Island, 7.5 miles

above St. Simons Light. It is 4.5 miles west of the

Intracoastal Waterway route which connects it with

ports to the north and south. The city is the second

largest port of commercial importance in Georgia. It is

104 miles south of Savannah and 82 miles north of

Jacksonville by coastwise routes. The principal commodities handled in the port are seafood, woodpulp,

salt, gypsum rock, petroleum products, fertilizer, and

chemicals. The principal industries are wood creosoting, seafood processing and manufacture of naval

stores, paints, marine and stationary boilers, steel fabrication, woodpulp, and chemicals.

(97) Brunswick Harbor comprises the improved channel across the bar, St. Simons Sound, Brunswick River,

and Turtle River.

(98) Brunswick River enters the sound from southwestward just inside the entrance and provides access

for oceangoing vessels to the city of Brunswick. For a

distance of 2.8 miles above its mouth, the river has an

average width of 1.3 miles, but the deepwater channel

averages only 0.3 mile in width. Above Brunswick

Point the river has an average width of 0.7 mile to Andrews Island, which divides it into two branches. The

southern branch is known as Turtle River and the

northern branch, on which the city of Brunswick is situated, is known as East River to the mouth of Academy

Creek.

312 ■ Chapter 8 ■ Volume 4
Bridges

(99) The only bridge crossing the main channel is the

Sidney Lanier (U.S. Route 17) highway bridge at Brunswick, 5.4 miles above the mouth, which has a fixed span

with an authorized clearance of 185 feet. State Route

303 highway bridge, crossing Turtle River just above

the head of the improvement, has a fixed span with a

clearance of 35 feet at the center; the nearby overhead

power cable clearance is 55 feet over the main channel.

The twin fixed spans of Interstate 95 highway bridge,

0.6 mile upstream, have a clearance of 35 feet. There is

little river traffic above these bridges.

Prominent features

(100) St. Simons Light (31°08'03"N., 81°23'37"W.), 104

feet above the water, is shown from a white conical

tower attached to a brick dwelling on the north side of

the entrance to the sound. The abandoned lighthouse

on the north end of Little Cumberland Island, at the entrance to St. Andrew Sound, and the five tanks on Jekyll

Island can be seen to the southward. Near the beach

eastward and northeastward of St. Simons Light are

many homes and summer residences extending to the

vicinity of Hampton River. The three water tanks on St.

Simons Island about 0.4 mile and 3.5 miles north of the

light, the towers of the fixed bridge crossing Brunswick

River, and the tall stacks of the Hercules Powder Company in Brunswick, and the pulpmill complex in northwestern Brunswick are prominent.

COLREGS Demarcation Lines

(101) The lines established for St. Simons Sound are described in 80.720, chapter 2.

Brunswick Harbor Navigational Guidelines

(102) The Brunswick Bar Pilots, with the concurrence of

various maritime interests, have established voluntary

navigational safety guidelines for the Port of Brunswick. These guidelines are intended to minimize the

risk of collision or grounding by vessels using the various waterways associated with the Port of Brunswick.

They are not intended to supersede or contravene any

law, regulation, or rule promulgated by competent authority.

(103) (1) Transiting the Sidney Lanier (U.S. Route 17)

Bridge: The advice and recommendations of the Brunswick Bar Pilots should be followed by mariners intending to transit the Sidney Lanier Bridge. Specifically:

(104) (2) Transiting St. Simons Sound and the Intracoastal Waterway (IW): The convergence of the deep

draft ship channel of St. Simons Sound and the IW can

pose significant hazards to oceangoing ships and tug

and tows transiting these waterways. To preclude unplanned encounters between vessels in these waterways,

it is recommended that every transiting vessel initiate a

SECURITE call on VHF-FM channel 13 at the following

locations:

(105) (a) Inbound–upon passing the St. Simons Lighted

Buoy STS;

(106) (b) Upon departing any dock in the Port of Brunswick;

(107) (c) Northbound on the IW - upon passing Jekyll

Creek Light 19:

(108) (d) Southbound on the IW - upon transiting the

fixed bridge over the Mackay River at Lanier Island (IW

statue mile 674.5). The context of the SECURITE call

should include: The identity of the vessel, its destination, expected ETA to the aforementioned converging

waterways, and any special information concerning its

maneuverability.

(109) (3) Docking or undocking vessels at Colonels Island: The Georgia Ports Authority facility on Colonels

Island is a major terminal for automobile importation.

This terminal has three berths, each parallel to the

south bank of the South Brunswick River and is accessed from the Turtle River via a 0.9 mile channel approximately 400 feet in width. Vehicle carriers calling

at this facility are brought up the full length of the

channel stern first with tug assistance. Docking and

undocking from either berth should not be attempted

whenever the wind is from the northeast at 25 knots or

greater.

(110) (4) Meeting and passing on narrow waterways:

Oceangoing vessels over 400 feet LOA or drawing more

than 20 feet and tug and tows with a combined tonnage

of over 500 GRT should not meet or pass vessels of like

size on the following narrow waterways in the Port of

Brunswick area.

(111) (a) Cedar Hammock Range

(112) (b) Turtle River Lower Range

(113) (c) Colonels Island Terminal Access Channel

(114) (d) The St. Simons Outer Bar

Channels

(115) A Federal project provides for a channel 38 feet

deep through the bar, thence 36 feet deep in Brunswick

River and East River to the foot of Second Avenue,

thence 27 feet to Academy Creek, and thence 24 feet in

Academy Creek to the dam 0.6 mile above the mouth;

and 30 feet deep in Turtle River to the LCP Chemicals-Georgia Wharf. (See Notice to Mariners and latest

editions of the charts for controlling depths.)

(116) A lighted whistle buoy is about 14.5 miles off the

entrance to St. Simons Sound. The channel through

the bar is marked by 303° directional lights, a 285°

lighted range, and lighted and unlighted buoys, and the

channels inside the sound are marked with lighted

ranges, lights, and lighted and unlighted buoys.

Savannah River to St. Johns River ■ Chapter 8 ■ 313
Dangers

(117) An unmarked wreck, reported covered 24 feet, is in

31°03'10"N., 81°13'45"W., about 1.4 miles eastward of

the entrance to the bar channel. Fish havens, marked

by private unlighted buoys, are 3 miles northeastward

and 16 miles east-southeastward, respectively, of the

entrance to the bar channel. Shoal areas and spoil areas

are in the approaches from the outer lighted whistle

buoy to the midchannel lighted whistle buoy at the entrance to the bar channel. These should be avoided in

heavy weather.

(118) A rock ledge, about 600 to 800 feet long and covered 20 feet, is parallel to the south side of Cedar Hammock Range in about 31°06'27"N., 81°25'53"W. In

2009, this obstruction was reported to be removed.

Anchorages

(119) There is good anchorage anywhere along the sides

of the channel off the range lines in St. Simons Sound

or Brunswick River. Depths of 22 to 79 feet may be

found in the sound between Jekyll Island and St.

Simons Islands, and depths of 17 to 30 feet in the

Brunswick River directly westward of Jekyll Island. In

the area westward of the Brunswick Harbor Range,

across the channel from Brunswick, anchorage is only

for small craft.

Tides and currents

(120) The mean range of tide is about 6.5 feet on the bar

and 7.2 feet at Brunswick. Tidal currents normally follow the general direction of the dredged channel across

the bar with a velocity of 2 knots. During northeasterly

weather there is a strong southerly set across the bar

channel and in southeasterly weather a strong northerly set. Current predictions for a number of locations

in the vicinity of St. Simons Sound may be obtained

from the Tidal Current Tables.

Weather, Brunswick and vicinity

(121) The effect of the Atlantic on Brunswick is reflected

in warmer winter-minimum and cooler summer-maximum temperatures than inland locations. There is

even a slight, but noticeable, difference between the

immediate coast and the city. On St. Simons Island

temperatures are a few degrees cooler than in Brunswick, particularly in summer. This results in more

90°F (32.2°C) days in the city, but this average, of 78

days, is still a 15- to 20-day improvement over cities farther inland. However, St. Simons records about 16 days

each year where minimums drop to freezing or below,

compared to about 11 days in the city. The average high

temperature in Brunswick is 76°F (24.4°C) and the average low is 59°F (15°C). July is the warmest month

with an average high of 90°F (32.2°C) and an average

low of 75°F (23.9°C). January is the coldest month with

an average high of 61°F (16.1°C) and an average low of

43°F (6.1°C). Each month, May through August has record temperatures at or above 100°F (37.8°C) and the

all-time extreme maximum is 103°F (39.4°C) recorded

in June 1985 and July 1980. Each month, November

through March has recorded temperatures below freezing and the recorded minimum is 6°F (-14.4°C) recorded in January 1985.

(122) Rainfall differences between coastal and land sites

are less noticeable than temperature differences and

approximately 50 inches (1270 mm) is recorded annually at Brunswick. Nearly half the annual precipitation

occurs as showers and thunderstorms on about 8 to 10

days per month from June through September. September is the wettest month averaging 7.3 inches

(185.4 mm) of rainfall while November is the driest averaging less than 2.5 inches (63.5 mm). Snowfall is almost nonexistent but has been recorded in each

month, December through March. Four inches (101.6

mm) fell in December 1989. Fog is common from November through March. On the coast, visibilities drop

below 0.5 mile (0.9 km) on 2 to 4 days per month. This

type of fog is most frequent in the early morning hours

and usually lifts by late afternoon. Any large drop in

temperature may bring fog.

(123) Since 1842, 69 tropical storms have come within

50 miles (93 km) of Brunswick, Georgia, 22 of these

storms since 1950. No major hurricane has made a direct hit at Brunswick, but numerous weaker storms

have made their presence known. The distribution of

direction is rather uniform. Nearly as many storms

have made initial landfall in the northeastern Gulf of

Mexico and crossed northern Florida before affecting

the Brunswick area as those that approach the city

from the south or southeast.

Pilotage, Brunswick

(124) Pilotage is compulsory for all foreign vessels and

U.S. vessels over 200 gross tons. Pilotage is optional for

U.S. vessels in coastwise trade which have on board a

pilot licensed by the Federal Government.

(125) The area is served by Brunswick Bar Pilots Association, at 8 Glynn Ave. Brunswick, Georgia 31527; telephone 912-280-9464 (24 hours), fax 912-280-9459.

e-mail hwynn@brunswickpilots.com. The office monitors VHF-FM channels 12 and 16 between 8:00 a.m. and

5:00 p.m. The Brunswick Coast Guard Station on

VHF-FM channel 16 will relay messages; telephone,

912-267-7999.

(126) The pilot boats are stationed in Frederica River just

below the causeway bridge. The pilot boats monitor

VHF-FM channels 11, 12, and 13. The pilot boats are

GLYNN and BRUNSWICK, both 50 feet long, with

314 ■ Chapter 8 ■ Volume 4
yellow hull and superstructure, and black trim with the

word PILOT on the superstructure. Both boats display

the standard day and night pilot signals. The pilot

boarding and cruising area is near St. Simons Lighted

Buoy STS (31°03'12"N., 81°15'06"W.): the buoy is

equipped with a racon. Pilots board 24 hours a day from

the pilot boats. Some delays may be incurred because of

seasonal fog. Incoming vessels are requested to rig the

pilot ladder 1 meter above the water, and cruise at a

speed of about 5 to 9 knots.

(127) Pilotage should be arranged in advance, normally,

through ships’ agents; a 2-hour minimum ETA is

required.

(128) Recommended two-way Whale Avoidance Routes

have been established in St. Simons Sound to reduce

the likelihood of ship strikes of endangered North Atlantic right whales. All vessels are encouraged to use

recommended routes when traveling into or out of

Brunswick Harbor. The Brunswick Bar Pilots Association participates in the North Atlantic right whale

Early Warning System. (See North Atlantic right

whales, indexed as such, in chapter 3 for more information on right whales and recommended measures to

avoid collisions.)

(129) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in the

Southeastern United States Seasonal Management

Area between November 15 and April 15. The area is defined as the waters bounded to the north by 31o27'N., to

the south by 29o45'N., and to the east by 80o51.6'W. (See

50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

Towage

(130) Tugs up to 4,000 hp are available on a 24-hour basis; tugs are required for docking and undocking

oceangoing vessels. Arrangements for tugs are made in

advance through ships’ agents.

Quarantine, customs, immigration, and agricultural

quarantine

(131) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(132) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public Health

Service, chapter 1.) Brunswick has a city hospital.

(133) Brunswick is a customs port of entry.

(134) Harbor regulations are under the control of the

Georgia Ports Authority, who can be contacted through

the port authority office or by telephone 912-264-7295.

Wharves

(135) Only the major deepwater port facilities at Brunswick are described. These include the facilities along

the southwest side of the city which are owned and operated by the Georgia Ports Authority, and one privately operated facility on the east side of Turtle River

above Brunswick. These facilities have rail and highway

connections, and water and electrical shore power connections. Cargo is generally handled by ship’s tackle;

special handling equipment, if available, is mentioned

in the description of the particular facility. The alongside depths given for each facility described are reported depths. (For information on the latest depths,

contact the operator.) The remainder of the facilities

along the Brunswick waterfront and on the east side of

Turtle River are used for servicing commercial fishing

vessels and small craft, and for handling seafood and

barge traffic; these are not described. For a complete

description of the port facilities at Brunswick, refer to

Port Series No. 14, published and sold by the U.S. Army

Corps of Engineers. (See Appendix A for address.)

(136) East side of East River:

(137) Brunswick Lanier Terminal (31°07'42"N.,

81°29'33"W.): 250 feet of berthing space with dolphins;

30 feet alongside; deck height, 13 feet; pipeline to three

storage tanks with 310,000 barrels capacity; railway

and highway connections; receipt and shipment of petroleum products, bunkering vessels; owned by Georgia Ports Authority and operated by ST Services.

(138) Brunswick Lanier Dock (31°07'48"N., 81°29'34"W.);

500 feet of berthing space; 30 feet alongside; deck

height, 13 feet; portable conveyor with 20,000-ton capacity to open storage area; covered storage area to

46,000 tons; railway and highway connections; receipt

of dry bulk commodities including gypsum rock, cement, fertilizer, and perlite; owned by Georgia Ports

Authority and operated by Marine Port Terminals, Inc.,

Division of Logistec Stevedoring U.S.A., Inc.

(139) Brunswick East River Terminal, Berths 1, 2, and

3 (31°07'56"N., 81°29'36"W.): 1,665 of berthing space;

30 feet alongside; deck height, 13 feet; 46-ton gantry

crane, 156-ton pedestal crane, full portal ship-unloading

tower with 750 tons per hour rate, 18-ton mobile crane,

receiving hopper to covered storage to 100,000 tons,

open storage to 40,000 tons, forklifts to 30 tons; railway

and highway connections; receipt and shipment of conventional, break-bulk, and roll-on/roll-off general

cargo and dry bulk commodities; owned by Georgia

Ports Authority and operated by Marine Port Terminals, Inc., Division of Logistec Stevedoring U.S.A., Inc.

(140) Brunswick Oil Wharf (31°10'26"N., 81°31'15"W.):

200 feet of berthing space with dolphins; 20 feet alongside; deck height, 12 feet; pipeline to a 20,000 barrels

storage tank; railway and highway connections; receipt

Savannah River to St. Johns River ■ Chapter 8 ■ 315
of fuel oil for plant consumption; owned and operated

by Georgia-Pacific Corp., Brunswick Operations.

Supplies

(141) Provisions and some marine supplies are available

at Brunswick. Oceangoing vessels can obtain Bunker C

oil by barge, and diesel oil by truck. Gasoline and diesel

fuel are available to commercial fishing vessels and recreational craft.

Repairs

(142) There are no drydocking or major repair facilities

for oceangoing vessels in the port; the nearest such facilities are at Jacksonville, Fla., or Savannah, Ga. Machine, welding, and electrical shops off the waterfront

can make limited above-the-waterline repairs.

(143) There are no special facilities at the port for use in

wrecking or salvage operations. Such equipment can

be obtained from Savannah or Jacksonville.

Communications

(144) The port is served by the CSX, Norfolk, and Southern Railway, several bus and truck lines, and by U.S.

Highway Routes 17, 25, and 84. Commercial flights operate out of the Brunswick Golden Isles Airport in

Bruncswick and the airport on St. Simons Island, about

6 miles east of Brunswick.

Small-craft facilities

(145) Gasoline, diesel fuel, water, ice, a pump-out station, marine supplies, lift to 50 tons, and hull, engine

and electronic repairs are available at Brunswick. Facilities along the Intracoastal Waterway, eastward of the

city, are described in chapter 12.

(146) St. Simons Island and St. Simons are summer resort towns on the southeast and south sides of St.

Simons Island, respectively. The concrete T-head fishing pier at St. Simons had reported depths of 14 to 21

feet alongside in May 1983.

(147) Frederica River joins St. Simons Sound from the

northward about 1 mile inside the entrance. Above its

junction with Mackay River at the north end of Lanier

Island, Frederica River extends northeastward for

about 7 miles and rejoins Mackay River. This section is

an alternate route of the Intracoastal Waterway. In

2004-February 2007, the reported midchannel controlling depth in Frederica River was 4.4 feet.

(148) The fixed highway bridge crossing Frederica River

from St. Simons Island to Lanier Island has a clearance

of 9 feet. A strong east-to-west ebb current sets across

the channel.

(149) During flood tide, the current flows northward in

the direction of the channel and is very strong. Vessels

should exercise great caution while passing through

this bridge, especially with a light tow proceeding

south. When proceeding with the tide, tows should stop

at the dolphins to await favorable current or be broken

up and taken through singly.

(150) On Lanier Island, just south of the highway bridge,

there is a marina with a 420-foot pier with reported approach depth of 9 feet and 18 feet alongside. The yard

has berthage with electricity, gasoline, diesel fuel, water, and ice, marine supplies, pump-out station, and dry

and wet storage. Engine and electronic repairs can be

made.

(151) A special anchorage is close southwest of the highway bridge. (See 110.72b, chapter 2, for limits and regulations.)

(152) Mackay River, which enters the sound from northward, is crossed about 1.5 miles above the mouth, at

Lanier Island, by a fixed highway bridge with a clearance of 65 feet. The overhead power cables near the

bridge have a least clearance of 97 feet. Mackay River

joins Frederica River at the north end of Lanier Island;

the rivers then join St. Simons Sound close southward

of the island. Mackay River is part of the Intracoastal

Waterway.

(153) Little River is west of Mackay River and flows into

Back River. A highway bridge about 0.7 mile above the

mouth has a 30-foot fixed span with a clearance of 6

feet. An overhead power cable immediately south of the

bridge has a clearance of 33 feet.

(154) Back River, an alternate route of the Intracoastal

Waterway, enters St. Simons Sound from northward.

In April 2004, the channel in Back River had a

midchannel controlling depth of 2.5 feet to its junction

with Mackay River. The fixed highway bridge about 1.5

miles above the mouth has a clearance of 40 feet. Above

the bridge the channel to the head of the improvement

is marked by daybeacons.

(155) Terry Creek flows into Back River 0.5 mile above

the highway bridge and leads westward 1.5 miles to the

city of Brunswick and to a basin on the east side of the

city. The channel through Terry Creek has been

dredged for a distance of about 1.1 miles from Back

River, at which point it junctions with a dredged section that leads northwestward into Dupree Creek for

about 0.35 mile. In March 2004, the reported midchannel controlling depth in Terry Creek was 2.6 feet;

thence in 1995 depths of less than 1 foot were in

Dupree Creek. About 1.3 miles above the mouth, Terry

Creek is crossed by a highway bridge with 30-foot fixed

span and a clearance of 6 feet. The overhead power cable close southward of the bridge has a clearance of 26

feet. The basin is within the city limits of Brunswick

and offers good protection from storms. There is a

small boat-launching ramp available.

316 ■ Chapter 8 ■ Volume 4
(156) Plantation Creek and Clubbs Creek offer a protected short cut between Back River and Brunswick

River, and can be used safely by small craft on a rising

tide. In March 2004, the reported midchannel controlling depth was 3.3 feet in Plantation Creek and 1.5 feet

in Clubbs Creek.

(157) South Brunswick River enters Turtle River from

westward opposite Andrews Island. The I-95 highway

bridge, 2.8 miles above the mouth, has twin spans with

a clearance of 15 feet. State Route 303 highway bridge,

3 miles above the mouth, has a 36-foot fixed span with a

clearance of 15 feet. Overhead power cables on the east

and west sides of the latter bridge have a least clearance

of 30 feet.

(158) Fancy Bluff Creek, a tug and barge route from Little Satilla River, enters South Brunswick River from

the southwest 1.3 miles above the mouth. U.S. Routes

17 and 84 highway bridge, about 2.3 miles from the

north entrance, has a fixed span with a clearance of 18

feet. The overhead power cable close southwest of the

bridge has a clearance of 44 feet. A railroad bridge with

a 20-foot fixed span and a 10-foot clearance is about 0.2

mile northward of the highway bridge. The reported

controlling depth through the creek to Little Satilla

River was 4 feet in May 1983.

(159) Cedar Creek enters Brunswick River from the

south, about 1.2 miles from Brunswick Point. State

Route 50 highway bridge, 1 mile above the entrance,

has a 30-foot fixed span with a clearance of 10 feet. An

overhead power cable immediately west of the bridge

has a clearance of 35 feet. In 2005, the reported controlling depth was 1.0 foot.

(160) Jekyll Creek enters Brunswick River from southward about 2.5 miles above its mouth. With Jekyll and

St. Andrew Sounds, it forms part of the Intracoastal

Waterway to Fernandina Beach. (See chapter 12.)

Chart 11504

(161) From St. Simons Island to St. Andrew Sound the

coast is formed by the shores of Jekyll Island which extends nearly north and south for a distance of 6.5 miles

and has a width of 2 miles. Jekyll Island is a State Park;

several large park buildings, formerly private homes,

are on the west side of the island, and on the east side

are large motels and recreational buildings, bath

houses, and the large prominent Aquarama (a large indoor swimming pool and auditorium). The island is

wooded all along its eastern shore, and dark woods

which are quite level in silhouette stand out in the

background. Several fishhavens are within 13 miles

eastward and southeastward of Jekyll Island. Shoals extend 3 to 5 miles offshore. Three conspicuous gold

spherical water tanks on top of slender green standpipes are about 2.2, 3.1, and 4.6 miles from the north

end of the island. The towers of the lift bridge over the

Intracoastal Waterway on the west side of the island

can be seen offshore.

(162) The western portion of Jekyll Island at the north

and south ends is marshy, bordered by Brunswick

River, Jekyll Creek, and Jekyll Sound. A marina on the

Intracoastal Waterway on the west side of the island is

described in chapter 12.

(163) St. Andrew Sound, between Jekyll Island and Little

Cumberland Island, is about 7 miles southward of St.

Simons Sound and 17 miles northward of St. Marys Entrance.

COLREGS Demarcation Lines

(164) The lines established for St. Andrew Sound are described in 80.720, chapter 2.

(165) The entrance to the sound is over a shifting bar

which extends about 5 miles offshore. Vessels should

stay in 5 fathoms or more until the outer buoy is

sighted. The channel into the sound is marked by

buoys. Vessels with a draft of about 10 feet should have

little difficulty entering the sound. In May 1983, the reported controlling depth was 12 feet in the buoyed entrance channel. The entrance is used only by local

shrimp boats. An abandoned lighthouse is on the north

end of Little Cumberland Island.

(166) In April 1985, a sunken wreck was reported about

1.9 miles eastward of the abandoned lighthouse in

about 30°58'32"N., 81°22'37"W.

(167) In the sound are extensive shoals, between which

channels lead to the principal tributaries: Jekyll Sound

on the north, Satilla River on the west, and Cumberland River on the south.

Tides and currents

(168) The mean range of tide is 6.6 feet. The current velocity is about 2 knots in the entrance; predictions are

given in the Tidal Current Tables.

(169) The best anchorage in the sound is in the channel

on the western side of Little Cumberland Island. The

anchorage has depths of 17 to 27 feet with good holding

ground. Good anchorage is also found in the entrance

of Jekyll Point.

(170) The Intracoastal Waterway, which crosses the

sound, enters from the northward through Jekyll

Creek and Jekyll Sound and passes southward through

Cumberland River to Cumberland Sound and into

Amelia River.

Savannah River to St. Johns River ■ Chapter 8 ■ 317
(171) Jekyll Sound, which enters St. Andrew Sound from

northward just inside the entrance, has many shoals.

Three channels lead to its three principal tributaries.

(172) Good anchorage is found in the entrance to Jekyll

Sound westward of Jekyll Point. Jekyll Creek enters the

sound from northward, forming a part of the

Intracoastal Waterway. Its northern part connects with

Brunswick River. Jointer Creek (see also chart 11506)

enters Jekyll Sound from northwestward. It is crooked

and has several narrow branches, all of which except

Cedar Creek are blocked by the Jekyll Island Highway. A

small boat can navigate from Brunswick River to Jekyll

Sound by way of Cedar and Jointer Creeks, or through

Turtle River, South Brunswick River, Fancy Bluff

Creek, and Little Satilla River.

(173) Little Satilla River (see also chart 11506) enters Jekyll Sound from westward. In May 1983, it was reported

that with local knowledge about 10 feet could be taken

from the entrance to Fancy Bluff Creek. Small craft going to landings on the river enter from South Brunswick River through Fancy Bluff Creek.

(174) Satilla River enters St. Andrew Sound from the

westward through a narrow channel in the shoals. In

1963 and May 1975, shoaling to 1 foot was reported to

exist just below the bend 9 miles above the entrance.

Satilla River Marsh Island Natural Area, a Marine

Protected Area (MPA), is about 1.5 miles upstream of

St. Andrews Sound on the S bank of the Satilla River.

(See Appendix C for additional information.) Shrimp

boats going to Woodbine, 22 miles above the mouth,

use Bailey Cut, which was reported to have a controlling depth of about 4 feet, in May 1983, at its eastern entrance. The river is crossed by twin fixed highway

bridges with clearances of 44 feet about 19.2 miles

above the mouth. U.S. Route 17 highway bridge at

Woodbine has a fixed span with a clearance of 43 feet.

The Seaboard System Railroad (SCL) bridge adjacent to

the westward has a swing span with a clearance of 5

feet. (See 117.1 through 117.59 and 117.369, chapter

2, for drawbridge regulations.) Overhead power cables

are 0.8 mile and 0.5 mile east of the bridges. The easternmost cable has a clearance of 57 feet, and clearance

for the other cable is not known. The overhead power

cable between the bridges has a clearance of 61 feet.

Traffic in the area consists mainly of sand tows and

shrimp fishermen. A boatyard and shrimp dock on the

south bank about 0.4 mile east of the highway bridge

has a marine railway that can haul out craft up to 70

feet. There is 8 to 10 feet of water at the 90-foot T-head

pier. Diesel fuel and freshwater are on the dock, and

gasoline can be obtained by truck. Hull and engine repairs can be made in an emergency. Food, lodging, and

marine supplies can be obtained in the town. The water

is brackish at Woodbine with no worms and fresh above

Burnt Fort. In 1963, the controlling depth was about 6

feet from Woodbine to Burnt Fort, 45 miles above the

mouth of the river. State Route 252 highway bridge at

Burnt Fort has a fixed span with a clearance of 16 feet.

(175) The mean range of tide is 6.7 feet about 5 miles

above the mouth and 3.2 feet at Burnt Fort. The freshet

variation at Waycross, 142 miles above the mouth, is

about 12 feet. There is reported to be no appreciable

rise at Woodbine during freshets.

(176) Cumberland River enters St. Andrew Sound from

southward just inside Little Cumberland Island. Its

general direction is southerly for a distance of 11 miles,

where it joins Cumberland Sound. The Intracoastal

Waterway follows this route, which is well marked by

ranges in the more difficult sections.

(177) Brickhill River branches from Cumberland River

about 5 miles above the mouth and rejoins it at Cumberland Dividings. Floyd Creek enters Cumberland

River from westward about 4.5 miles above the north

end of Little Cumberland Island, and joins with Satilla

River through a cut to form an alternate passage to the

Intracoastal Waterway.

(178) Crooked River enters Cumberland River from the

westward about 10.6 miles above the mouth. A State

park boat landing is at Elliotts Bluff, 4.3 miles above

the mouth. Local fishing boats tie up at the private

piers just above the park. In May 1983, the reported

controlling depth was 4 feet to the boat landing.

Chart 11502

(179) Between St. Andrew Sound and St. Marys Entrance, the coastline, extending in a southerly direction for about 16 miles, is formed by the shores of Little

Cumberland and Cumberland Islands. These two islands are separated only by a stretch of marsh and

Christmas Creek, and appear as one island from seaward. The coastline shows a broad white sand beach

backed by an almost continuous range of sand dunes

with dense woods backing them.

(180) The north end of Little Cumberland Island, heavily

wooded, has a prominent buff colored bluff and is

marked by an abandoned lighthouse.

(181) Cumberland Island is almost entirely covered by

woods, though somewhat marshy to the westward. The

island is separated from the mainland by extensive

marshes through which flow the Cumberland and

Brickhill Rivers. The extreme southern point of the island, which forms the north side of the entrance to

Cumberland Sound, has several conspicuous sand

dunes. Cumberland Island National Seashore, a Marine Protected Area (MPA), extends seaward about .25

mile. (See Appendix C for additional information.)

318 ■ Chapter 8 ■ Volume 4
(182) From the north end for about 9 miles from the entrance to St. Andrew Sound, the coast is bordered by

dangerous shoals extending 3 to 5 miles offshore. For

the remaining distance to St. Marys Entrance there is a

depth of 3 fathoms to within 1 mile of the beach.

Chart 11503

(183) St. Marys Entrance and Cumberland Sound are 16

miles southward of St. Andrew Sound and 19 miles

northward of St. Johns River. The sound is the approach to the city of Fernandina Beach, the city of St.

Marys, the Naval submarine support base in Kings Bay,

and an inland passage to St. Andrew Sound through its

connection with the Cumberland River.

(184) Fernandina Beach, the principal city on Cumberland Sound, is on the east bank of Amelia River, 2 miles

south of the entrance. It is the shipping port for

woodpulp and paper products. Some coastwise and foreign shipping serve the port. A large shrimp boat fleet

operates out of Fernandina Beach.

Prominent features

(185) Amelia Island Light (30°40'24"N., 81°26'30"W.),

107 feet above the water, is shown from a 64-foot white

conical tower 2 miles southward of the entrance to

Cumberland Sound. It is reported that the light is difficult to distinguish above the surrounding tree line during the daytime. Also prominent from seaward are the

homes along the beach 2 to 3 miles south of the entrance, the condominiums about 5 miles south of the

entrance, and a 295-foot-high processing tower southward of the entrance, about 0.9 mile 309° from Amelia

Island Light. The tower is marked at night by flashing

red lights. A lighted 1,500-foot fishing pier at the inner

end of the south jetty is also prominent. The smoke

from the stacks of the paper companies at Fernandina

Beach and St. Marys make them easily visible from all

directions.

(186) Fort Clinch, on the south side of the entrance at

the north end of Amelia Island, is a State Park, museum, and recreation area. The old fort and a large red

brick building near the inshore end of the south jetty

are conspicuous. Camping facilities and a small-craft

launching ramp are at the northwest end of the island

on the east side of the channel to Fernandina Harbor.

Fort Clinch State Park Aquatic Preserve, a Marine

Protected Area (MPA), surrounds the State Park including portions of St. Marys River to the N, Amelia River to

the W, and the Atlantic Ocean to the E. (See Appendix C

for additional information.)

COLREGS Demarcation Lines

(187) The lines established for St. Marys River are described in 80.720, chapter 2.

Channels

(188) A federal project provides for a depth of 46 feet in

the entrance channel, thence 42 feet northward

through Cumberland Sound to two turning basins of

the same depth in Kings Bay about 9.0 and 10.0 miles,

respectively, above the outer ends of the jetties. Turning basins are located on the north and south sides of

the entrance channel, about 1.7 miles above the jetties,

and have project depths of 42 feet. A channel leads from

inside the bar southward in Amelia River with a project

depth of 36 feet to a turning basin; thence 35 feet

through the turning basin; thence 28 feet to a turning

basin off Rayonier Wharf, about 5.8 miles above the jetties. In 1992, the project above Seaboard Reach was reported to be no longer maintained. (See Notice to

Mariners and the latest editions of the charts for controlling depths.)

(189) The entrance to Cumberland Sound is between two

stone jetties. The jetties are reported to be in very poor

condition with both almost entirely submerged at

mean high water. The north jetty is marked off its outer

end by a lighted buoy and the south jetty is marked off

its outer end by an unlighted buoy. Both jetties are

marked on their outer sides by unlighted buoys, and on

the inner sides by daybeacons. Each unlighted buoy is a

white can with orange bands near the top and waterline

and the word “Jetty” in an orange diamond. The diamond-shaped white daybeacons have the words “Danger Submerged Jetty.” Mariners are advised to exercise

caution in this area, as the jetties are a menace to navigation when visibility is limited. Currents are strong

off the ends of the jetties. The natural channel between

the jetties is subject to frequent change.

(190) St. Marys Approach Lighted Buoy STM (30°42'54"N.,

81°14'39"W.) is 8.2 miles eastward of St. Marys Entrance. The channel through the bar and the channels

inside the sound are marked with lighted ranges,

lights, and lighted buoys.

(191) Fishing vessels going northward out of the sound

use the natural channel off the end of the north jetty

marked by a buoy. Strangers are warned against using

it as there is danger of being set into the end of the jetty.

In April 1981, a sunken wreck was reported southeast

of the outer end of the north jetty in about 30°42.9'N.,

81°24.1'W.

Anchorages

(192) Vessels anchor outside St. Marys Entrance about 1

mile northward of the approach range in about 5 to 9

fathoms, sand and mud bottom with good holding

Savannah River to St. Johns River ■ Chapter 8 ■ 319
ground. Inside the entrance fair anchorage is along the

sides of the channels in Cumberland Sound and in the

Amelia River according to draft.

Tides and currents

(193) The mean range of tide is 5.8 feet at the entrance

and 6 feet at Fernandina Beach. The tidal currents at

the entrance have considerable velocity and are dangerous at times, especially on the flood which generally

sets northwestward and on the ebb which sets southeastward except during northeast winds when there is a

strong southerly set off the end of the jetties on both

tides. It has been reported that this set sometimes attains a velocity exceeding 5 knots. Maximum current

velocities are reported to be 2.0 to 3.9 knots in St.

Marys Entrance and 1.0 to 2.5 knots in the Cumberland

Sound channel. Large vessels are cautioned not to enter the entrance channel before the pilot boards.

Freshets in the St. Marys River may cause the ebb to

run 7 or 8 hours. Current predictions for Cumberland

Sound vicinity may be obtained from the Tidal Current

Tables.

Weather, Cumberland Sound and vicinity

(194) The climate features short, mild winters and warm,

humid summers with fog likely on cool, clear winter

mornings. About 50 inches (1270 mm) of rain falls on

some 70 days annually. Much of the precipitation occurs in showers or thunderstorms from June through

September. Temperatures climb above 90°F (32.2°C)

on about 55 days and drop to 32°F (0°C) or below on

just 10 days, on the average. By far the biggest threat to

this pleasant climate are hurricanes, which are most

likely, from June through November. While the area is

vulnerable to this threat, direct landfalling hurricanes

are rare, and those that pass offshore cause relatively

minor damage.

(195) The most dangerous tropical cyclones are those

that cross the coast from the east through southeast

and those that approach from the south through southwest. During hurricane Dora (September 1964) winds

of 85 knots or more extended from St. Augustine to

Fernandina Beach. Unusually high tides were generated by prolonged onshore winds. The Amelia River

tide gauge recorded readings to 10 feet (3 m) above normal. From experience it can be suggested that, when

winds reach 50 knots or more and tides surge to 8 to 10

feet (2 to 3 m) above normal at the Amelia River gauge,

there is a likelihood of sudden shoaling in the St. Marys

River entrance. A severe threat to shipping should be

anticipated when a hurricane is expected to make landfall within 90 miles (167 km) south, or 30 miles (56 km)

north, or when a severe tropical storm (50-63 knots) is

expected to make landfall within 60 miles (111 km)

south, or 20 miles (37 km) north of the St. Marys River

entrance. If adequate shelter is not available at

Fernandina Beach, it is suggested that shelter be

looked for in the reaches of principal rivers that are

protected from the south and east by wooded high

bluffs. For example, shelter can be found at Mush Bluff

on Crooked River and behind the bluffs 4 miles (7 km)

above St. Marys River. For more detailed information

see the Hurricane Haven Handbook for the North Atlantic Ocean as mentioned in chapter 3.

North Atlantic Right Whales

(196) Approaches to the St. Mary’s River entrance lie

within designated critical habitat for endangered North

Atlantic right whales (see 50 CFR CFR 226.203(c),

chapter 2. The area is a calving ground from, generally

November through April. It is illegal to approach right

whales closer than 500 yards. (See 50 CFR

224.103(c), chapter 2, for limits, regulations, and exceptions.) Recommended two-way Whale Avoidance

Routes have been established in Cumberland Sound to

reduce the likelihood of ship strikes of endangered

North Atlantic right whales. All vessels are encouraged

to use recommended routes when traveling into or out

of Fernandina Harbor. (See North Atlantic right

whales, index as such, in chapter 3 for more information on right whales and recommended measures to

avoid collisions.)

(197) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in the

Southeastern United States Seasonal Management

Area between November 15 and April 15. The area is defined as the waters bounded to the north by 31o27'N., to

the south by 29o45'N., and to the east by 80o51.6'W. (See

50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

Pilotage, St. Marys, Fernandina Beach, and Kings

Bay

(198) Pilotage for St. Marys, Fernandina Beach, and Kings

Bay is compulsory for all foreign vessels and U.S. vessels

under register in foreign trade and drawing more than 7

feet of water. Pilotage is optional for U.S. vessels in coastwise trade which have on board a pilot licensed by the

Federal Government.

(199) The area is served by Cumberland Sound Pilots Association (Fernandina Pilots), on the north end of

Amelia Island, at 112 North Sixth Street, Fernandina

Beach, FL 32034; telephone 904-261-3158, fax

904-321-1990. The office/station monitors VHF-FM radiotelephone channels 11, 13, and 16, and works channel 11.

320 ■ Chapter 8 ■ Volume 4
(200) The pilot boat PILOT 1 is 35 feet long and has a

black hull, white superstructure, and the word PILOT

displayed on the side of the pilot house; the standard

day and night pilot signals are displayed. The pilot boat

monitors VHF-FM channels 11, 13, and 16, and works

channel 11. Pilot boarding and cruising area for vessels

drawing more than 36 feet is in the vicinity of St. Marys

Approach Lighted Buoy STM (30°42'54"N., 81°14'39"W.).

Vessels with a draft of 36 feet or less are boarded about 2

miles east of the approach range front light at about

30°43.0'N., 81°18.1'W. Cumberland Sound Pilots Association provides 24-hour service. Vessels should rig

their ladder 1 meter above the water, maximum speed 6

knots.

(201) Pilots are normally obtained by telephone, by

VHF-FM radiotelephone through Jacksonville Marine

Operator, or by previous arrangements through ship’s

agents. A 24-hour ETA lead time is requested.

(202) The Cumberland Sound Pilots Association participates in the North Atlantic right whale Early Warning

System. (See North Atlantic right whales, indexed as

such, chapter 3.)

(203) The St. Johns Bar Pilots, on request, will relay messages by telephone to the pilot at Fernandina Beach.

(See Pilotage, Jacksonville, indexed as such, chapter 9,

for radiotelephone frequencies used by the St. Johns

Bar Pilots.)

Towage

(204) Tugs are available for docking and undocking. Arrangements for tugs are made through ships’ agents or

through the local pilot.

Quarantine, customs, immigration, and agricultural

quarantine

(205) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(206) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) A county hospital is at

Fernandina Beach.

(207) Fernandina Beach is a customs port of entry.

Harbor regulations

(208) All vessels are docked and undocked under the direction of the harbormaster, who is also the chief pilot.

All vessels should proceed through the harbor at slow

speed, and not over 5 knots, as there are many craft

moored along the waterfront.

Wharves

(209) The Ocean Highway and Port Authority of Nassau

County owns one major commercial pier on Amelia

River, the Forest Products Terminal. There are two

privately owned facilities for deep-draft vessels at

Fernandina Beach. Both have highway and rail connections. Depths alongside are reported depths. (For latest

information on depths contact the operator or the pilot

or harbormaster.) There are numerous smaller facilities along the waterfront which are used for the receipt

of seafood and servicing of commercial fishing vessels

and small craft; these facilities are not described. (For a

complete description of the wharves and piers at

Fernandina Beach, refer to the Port Series, a Corps of

Engineers publication.) A deep-draft wharf at Kings

Bay is described later in this chapter.

(210) Container Corporation of America Wharf

(30°40'58"N., 81°27'37"W.): east side of Amelia River

about 1.5 miles above the channel entrance; offshore

wharf with 365 feet of berthing space with dolphins; 29

feet alongside; deck height, 14 feet; hose-handling

equipment; untreated water available; handles fuel oil

for plant consumption.

(211) Forest Products Terminal: east side of Amelia

River about 1.75 miles above the channel entrance;

marginal wharf with 1200-foot face; 36 feet reported

alongside; deck height, 12 feet; transit sheds with

100,000 square feet of storage; 18 acres of open storage.

Two container cranes, one whirley crane, forklifts, potable water; operated by Nassau Terminals.

(212) Rayonier Wharf: east side of Amelia River, about 1.3

miles southward of the Container Corporation of America

Wharf; in 2005, Rayonier Wharf was reported inactive.

Supplies

(213) Provisions and some marine supplies are available

at Fernandina Beach. The fresh water piped to the

wharves is from artesian wells and, having some mineral content, should be treated for use in boilers.

Bunker C oil and diesel oil for oceangoing vessels can

be obtained by barge or truck from Jacksonville.

Repairs

(214) There are no drydocking or major repair facilities

for oceangoing vessels at Fernandina Beach; the nearest such facilities are at Jacksonville, Fla. Machine,

welding, and electrical shops off the waterfront can

make limited above the waterline repairs. The larger of

two marine railways is on the east side of Amelia River,

about 0.6 mile northward of Rayonier Wharf; vessels up

to 130 feet in length and 12-foot draft can be handled

for hull, engine, and electrical repairs.

(215) No special facilities are available for wrecking or

salvage operations. Such equipment can be obtained

from Jacksonville.

Savannah River to St. Johns River ■ Chapter 8 ■ 321
Communications

(216) Fernandina Beach is served by State Route A1A,

CSX Railroad (freight service only), and an airport.

There are bus connections to Jacksonville where there

are passenger rail connections. Ferryboat service is

available to Cumberland Island.

Small-craft facilities

(217) The municipal marina is on the east side of Amelia

River, about 2.3 miles southward of the channel entrance and 0.5 mile northward of Rayonier Wharf.

Berthage with electricity, gasoline, diesel fuel, water,

ice, marine supplies, pump-out, and a launching ramp

are available.

(218) The Intracoastal Waterway enters Cumberland

Sound from the Cumberland River and continues

through the Amelia River on the south.

(219) Beach Creek extends northward into Cumberland

Island from a point just inside the entrance to Cumberland Sound. In February 1978, 2 feet was reported at

the entrance, and the creek dried about 0.2 mile below

Dungeness.

(220) Kings Bay is in the northwesterly part of Cumberland Sound, about 5 miles above its southerly entrance.

A Naval submarine support base here has a floating

drydock and a 2,000-foot concrete pile wharf with

depths of 40 feet reported alongside in May 1983; deck

height is about 14 feet. A rail spur line connects the terminal with the Seaboard System Railroad; two transit

sheds and two 10-ton mobile hoists are available. The

facility is owned by the U.S. Government.

(221) A safety/security zone has been established in

Kings Bay. (See 165.1 through 165.13 and 165.731,

chapter 2, for limits and regulations.)

(222) A regulated navigation area has been established in

Cumberland Sound in the vicinity of Kings Bay. (See

165.1 through 165.13 and 165.730, chapter 2, for

limits and regulations.)

(223) St. Marys River, the principal tributary of Cumberland Sound, enters from westward, and is a portion of

the boundary between Georgia and Florida. It is used

primarily by shrimp fishermen and tugs towing fuel oil

as far as St. Marys. The controlling depth in the channel

to St. Marys is about 14 feet. Above St. Marys a vessel

with a draft of 10 feet or less should have little difficulty

going as far as Kings Ferry, 32 miles above the mouth,

on a rising tide. The river is very crooked, and some of

the turns are sharp. Caution is advised when entering

the river, especially in late afternoon, as the indefinite

shoreline of the surrounding marshlands make the unmarked channel in the first reach difficult to negotiate.

The tank at St. Marys charted in 30°43.5'N., 81°32.8'W.

is a useful landmark for navigating this stretch.

Unpredictable currents have been reported in the entrance to the river, at the junctions with Jolly and North

Rivers, and along the piers at St. Marys. The mean range

of tide is 5.8 feet at the entrance, 6 feet at St. Marys, and

4.8 feet at Crandall, 5 miles above the mouth. The water

is fresh above the Seaboard System Railroad bridge, 20

miles above the mouth. A pilot for the river is available at

Fernandina Beach.

(224) The twin fixed spans of U.S. Route I-95 highway

bridge with a clearance of 35 feet crosses St. Marys

River about 15.2 miles above the mouth. U.S. Route 17

highway bridge at Wilds Landing, 20 miles above the

mouth of the river, has a swing span with a clearance of

5 feet. The Seaboard System Railroad bridge just upstream has a swing span with a clearance of 5 feet. (See

117.1 through 117.59, 117.329, and 117.373, chapter 2, for drawbridge regulations.) Overhead power cables close upstream of the bridge have a least clearance

of 55 feet.

(225) The town of St. Marys is on the north bank of St.

Marys River, 4 miles above the mouth. The larger

wharves here are used by fishing boats and have depths

of about 13 feet alongside. Diesel fuel, electricity, water,

ice, and a pump-out station are available. However, it is

reported that strong currents, the large tidal range,

and the exposure to winds from all but north make

mooring at these wharves hazardous for strangers.

(226) A good haven for small vessels, particularly in

northeasterly weather, can be found at St. Marys. Small

craft also can obtain refuge in bad weather by anchoring near the pulp mill 1 mile up North River or near the

bridges 16 miles above St. Marys on the St. Marys River.

(227) North River branches from St. Marys River about 2

miles above its mouth. In May 1983, it was reported

that a draft of 7 feet could be carried to the pulpmill

dock up the river.

(228) Bells River branches from St. Marys River about

1.5 miles above the town of St. Marys. It flows in an

easterly direction to its junction with the Amelia River

at Fernandina Beach. In May 1983, the reported controlling depth was about 4 feet. Chester, a town on the

river, has a number of small docks which were reported

in ruins in May 1983.

(229) Jolly River branches eastward from Bells River

about 6 miles above its mouth, and empties into Cumberland Sound at the mouth of St. Marys River. In May

1983, the reported controlling depth was about 7 feet.

(230) Lanceford Creek branches from Amelia River west

of Fernandina Beach. The southern entrance where it

joins Amelia River dries clear across. In May 1983, it

was reported that with local knowledge a depth of about

7 feet could be carried from the creek’s eastern entrance, junction with Bells River, to the docks at Black

Rock. The creek widens off the docks into tidal flats

322 ■ Chapter 8 ■ Volume 4
which bare at low water. Small boats cross from the

creek to Amelia River at high tide through Soap Creek,

which passes through numerous mud flats and oyster

beds that bare at low tide.

Chart 11488

(231) From St. Marys Entrance to St. Johns River the

coast is formed by the shores of Amelia, Talbot, Little

Talbot, and Fort George Islands. Amelia Island is

nearly north and south, with a length of about 12 miles

and a width varying from 1 to 2.5 miles. The island is

low and gently undulating with heavy woods along the

shore.

(232) From seaward no prominent natural features distinguish Amelia Island from other land in the vicinity.

It shows a long line of dark woods, irregular in outline,

with numerous tall trees rising conspicuously above

the general level. In front of these woods a range of

sand dunes, partly covered with coarse grass and scrub,

backs the broad stretch of white sand beach. Several

landmarks are prominent along this stretch of the

coast; these were mentioned with the discussion of

Fernandina Beach earlier in this chapter. About 3 miles

south-southeast of Amelia Island Light is a pier extending 800 feet into the ocean.

(233) The western portion of Amelia Island is marshy.

Separating the island from the mainland is a broad

stretch of marsh through which flow the Amelia and

South Amelia Rivers connecting Cumberland Sound

and Nassau Sound.

(234) Nassau Sound is 10 miles southward of Amelia Island Light and 6 miles northward of St. Johns River.

The entrance is obstructed by shifting shoals which extend about 1.5 miles seaward and form a shallow bar.

Breakers form across the entire entrance. Small craft

are advised not to attempt passage through the shoals

without local information. The mean range of tide in

Nassau Sound is 5.4 feet. Route A1A highway toll

bridge, 1 mile above the entrance, has a swing span

with a clearance of 15 feet. (See 117.1 through 117.59

and 117.309, chapter 2, for drawbridge regulations.)

In 1972, local boaters reported shoaling to depths of

about 2 feet in the northeasterly opening of the swing

bridge creating hazardous conditions for small craft. It

was further reported that small craft can make passage

in deeper water through the bridge bents northeastward of the northeasterly opening. Vertical clearance of

the bridge through the bents is about 9 feet. A smallcraft launching ramp is on the south side of the bridge.

(235) South Amelia River and Nassau River are the principal tributaries of Nassau Sound. South Amelia River

enters from the northward and is a portion of the

Intracoastal Waterway.

(236) Nassau River enters Nassau Sound from the

northwestward. Occasional sunken logs and numerous

shoals are a menace to navigation. In January 1993, a

partially submerged wreck was reported in the middle

of the river, about 0.7 mile from the confluence with

South Amelia River in about 30°31'48"N., 81°28'18"W.

Nassauville is a small settlement on the north bank of

the river, 7 miles above the entrance to the sound, with

private piers adjoining private homes and a fishing

camp. Local knowledge is necessary to carry the best

water to Nassauville and Christopher Creek, where

there is a private marine railway which can haul out

craft up to 50 feet in an emergency.

(237) Alligator Creek connects South Amelia River and

Nassau River. Its twisting channel leads through tidal

flats and between oyster bars.

(238) Sawpit Creek enters the sound from the westward.

Route A1A highway bridge, crossing the creek about

0.3 mile above the mouth, has a 38-foot fixed span with

a clearance of 15 feet. A portion of this creek forms a

part of the Intracoastal Waterway.

(239) Talbot Island, about 5 miles in length and 1.5 miles

in width, is partly wooded and partly marshy. Along the

marshy eastern shore flow several creeks which separate Talbot and Little Talbot Islands. Talbot Island, Little Talbot Island, and Fort George Island form a State

park and recreation area and are connected to Amelia

Island and the mainland by a paved highway and

bridges. The road also leads to Jacksonville along the

north bank of the St. Johns River with a ferry connection at Fort George Island to the south bank of

Mayport.

(240) Little Talbot Island, a strip of low flat land about 4

miles long and averaging about 0.8 mile wide, lies in a

north-south direction. The island is wooded along its

outer coast. From seaward it shows a strip of dark

woods with many conspicuous sand dunes near the

beach. Its south end runs off in a low point of bare sand

bordering on Fort George Inlet.

(241) Fort George Inlet is a narrow body of water separating Little Talbot and Fort George Islands. The inlet

changes rapidly due to shifting sands at its entrance,

and should never be used without local knowledge. The

Heckscher Drive (State Routes 105-A1A) highway toll

bridge near the entrance to the inlet has a 38-foot fixed

span with a clearance of 15 feet at the center. An overhead power cable at the bridge has a clearance of 40

feet. A fish camp is on the west bank immediately above

the bridge. Limited supplies, water, ice, and a launching ramp are available.

Savannah River to St. Johns River ■ Chapter 8 ■ 323
(242) Fort George Island is westward and southward of

Fort George Inlet. Its eastern shore, forming the coastline, shows a broad strip of white sand beach backed by

a range of high hills. The island is separated from the

mainland by Sisters Creek. Fort George Island, formerly called Pilot Town, is a town on the St. Johns

River near the south end of the island opposite

Mayport.

324 ■ Chapter 8 ■ Volume 4
Savannah River to St. Johns River ■ Chapter 8 ■ 325
326 ■ Chapter 9 ■ Volume 4

'

'
St. Johns River

Charts 11490, 11491, 11492, 11487, 11495,

11498

(1) St. Johns River, the largest in eastern Florida, is

about 248 miles long and is an unusual major river in

that it flows from south to north over most of its

length. It rises in the St. Johns Marshes near the Atlantic coast below latitude 28°00'N., flows in a northerly

direction, and empties into the sea north of St. Johns

River Light in latitude 30°24'N. The river is the approach to the city of Jacksonville and a number of

towns near its shores. Some of these places are winter

resorts while others are centers of farming districts and

citrus groves. Deep-draft vessels go as far as just below

the Main Street Bridge. Southward of the Jacksonville

bridges, commercial traffic is light and consists almost

entirely of oil barges. Many pleasure craft navigate this

part of the river, usually going only as far as Sanford,

though small boats have navigated the river as far as

Lake Washington, 188 miles south of Jacksonville.

Intracoastal Waterway

(2) The Intracoastal Waterway crosses the St. Johns

River at nearly right angles about 5 miles above the

mouth, at about 30°23.1'N., 81°27.8'W.

(3) Jacksonville has expanded by consolidation to include most of Duval County and is now the largest city

in the United States in terms of area; its extent along

the St. Johns River is from the ocean to the town of Orange Park on the west side of the river and to Julington

Creek on the east side. Most of the marine terminals are

on the west side of the river about 21 miles above the

entrance, just above the point where the river first

turns southward. The deepwater port is the largest on

the east coast of Florida. It is a major southeastern

bulk-handling, distribution, and railroad center. Both

general and bulk cargoes are handled, and Jacksonville

is a leading southeastern container port. The principal

exports are paper products, phosphate rock, fertilizers,

chemicals, citrus products, naval stores, tallow, clay,

scrap metal, feed, and general cargo. The principal imports are petroleum products, coffee, iron and steel

products, limestone, pulpwood, cement, automobiles,

lumber, chemicals, alcoholic beverages, and general

cargo.

Caution

(4) Navigators should bear in mind the prevailing

northerly current in this area, which is felt until well

inside the 10–fathom curve, except with northeasterly

or northerly winds.

North Atlantic Right Whales

(5) Approaches to the St. Johns River entrance lie

within designated critical habitat for endangered North

Atlantic right whales (see 50 CFR 226.203(c), chapter

2.) The area is a calving ground from generally November

15 through April 15. It is illegal to approach right whales

closer than 500 yards. (See 50 CFR 224.103(c), chapter

2, for limits, regulations, and exceptions.) Recommended two-way Whale Avoidance Routes have been

established in the approach to the St. Johns River entrance to reduce the likelihood of ship strikes of endangered North Atlantic right whales. All vessels are

encouraged to use recommended routes when traveling into or out of the port of Jacksonville. (See North

Atlantic right whales, indexed as such, in chapter 3 for

more information on right whales and recommended

measures to avoid collisions.)

(6) All vessels 65 feet or greater in length overall

(L.O.A.) and subject to the jurisdiction of the United

States are restricted to speeds of 10 knots or less in the

Southeastern United States Seasonal Management

Area between November 15 and April 15. The area is defined as the waters bounded to the north by 31o27'N., to

the south by 29o45'N., and to the east by 80o51.6'W. (See

50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

Fish Havens

(7) Numerous fish havens are eastward of the entrance

to St. Johns River; the outermost, marked by a private

unlighted buoy, is about 27 miles eastward of St. Johns

Light.

Prominent features

(8) St. Johns Light (30°23'06"N., 81°23'54"W.), 83 feet

above the water, is shown from a white square tower on

the beach about 1 mile south of St. Johns River north

jetty. A tower at Jacksonville Beach and a red and white

checkered water tank at Mayport Naval Station are

St. Johns River ■ Chapter 9 ■ 327
328 ■ Chapter 9 ■ Volume 4

prominent off the entrance, and water tanks are prominent along the beaches to the southward.

COLREGS Demarcation Lines

(9) The lines established for St. Johns River are described in 80.723, chapter 2.

St. Johns River Navigational Guidelines

(10) Completion of channel deepening projects in 1978

in the St. Johns River has resulted in a deeper

steep-sided channel cut through rock in some areas.

There has been no appreciable increase in channel

width. This channel configuration combined with the

increased size and draft of vessels entering the port has

resulted in increased navigational problems. After consultation with the Jacksonville Waterways Management Council, the Coast Guard Captain of the Port has

developed certain guidelines to enhance safe navigation.

(11) It is recommended that all vessels, particularly

those which must navigate in the channel because of

draft restraints, strictly adhere to them. Nothing in

these guidelines shall supersede or alter any applicable

laws or regulations. In construing and complying with

these guidelines, regard shall be had to all dangers to

navigation and collision and to any special circumstances, including the limitations of the vessels involved, which may make a departure from the

guidelines necessary to avoid immediate danger.

(12) Local knowledge of the river and of local practices

is deemed essential for the safe movement of vessels.

Experience and knowledge at least comparable to that

required for a Federal Pilot’s License is recommended

for the person in charge of the movement of vessels

which do not take pilots.

Vessels Movements

General Provisions

(13) All time limits are subject to change due to weather

conditions, low-powered vessels, emergencies or ship

handling characteristics. All times refer to the

flood/ebb currents as published for St. Johns River Entrance, FL.

(14) For purposes of these guidelines, low-powered vessels are those which are unable to maintain a speed of

at least 8 knots through the water. Poor handling vessels are those which because of their configuration or

steering characteristics, are unable to consistently navigate within the channel half-width.

Inbound vessels

(Sea Buoy to Main Street Bridge):

(15) Vessels with a draft over 33 feet but no more than

36 feet (fresh water) shall start in no sooner than 15

minutes before start of a flood current on the bar. Vessels with a draft greater than 36 feet (fresh water) shall

start in no sooner than 30 minutes after start of flood

current on the bar. Stop taking in vessels with draft

over 33 feet (fresh water) one hour before start of ebb

current.

Outbound vessels

(Main Street Bridge to N.B. Broward Bridge):

(16) Vessels which are over 34 feet of draft (at their

berth) sailing between Main Street Bridge and the N.B.

Broward Bridge shall sail no sooner than 11⁄2 (one and

one half) hours after flood current. Vessels over 32 feet

of draft sailing during times of ebb current in

Chaseville Turn will take tug escort if required by the

pilot. Cut off time is the beginning of ebb current. Vessel leaving Blount Island with a draft of over 36 feet (at

their berth), sailing time shall be no sooner than the

start of flood current. Cut off time is the beginning of

ebb current.

Docking and Undocking

(17) Due to the unique characteristics at the following

facilities, it is necessary to establish specific times for

docking and undocking of vessels as follows:

Inbound vessels sailing to:

(18) All shipyard berths

(19) Gate Maritime Terminal

(20) Celotex Corporation Berth

(21) Jacksonville Electric Authority, Northside Berth

(22) U.S. Gypsum Company Berth

Outbound vessels sailing from:

(23) PCS Phosphates, Inc. Berth with drafts over 32 feet.

(24) Celotex Corporation, Inc.

(25) U.S. Gypsum Company Berth

(26) These times are generally set by the docking masters. Other berths may require specific times for docking or undocking and will be considered on a case by

case basis.

Tows

(27) All low-powered tows or vessels (speed less than 8

knots through water) will start no sooner than 1 (one)

hour before flood current, and stop 2 (two) hours
before ebb current. Vessels towed on a hawser have

been found to demonstrate poor handling characteristics. When due to draft side they are required to navigate in the main channel, particular care should be

exercised to ensure that they can, when necessary, navigate in their channel half-width and stop if required. It

is recommended that they proceed at a moderate speed

and avoid making a passage of the river with a strong

fair tide. Under normal weather conditions, vessels up

to 400 feet in length can generally be towed satisfactorily with these tide and speed conditions. It is required

that barges in excess of 400 feet in length towed on a

hawser take assist tug(s). It is recommended that towed

vessels operating under adverse conditions, including

strong fair tides, employ sufficient assist tugs or other

equivalent measure to ensure the required degree of

control. Deep-draft inbound tows are considered by

knowledgeable local mariners to handle best when

brought in at the beginning of the flood current. All

tows should operate with tow lines shortened up as

close as possible. Tandem tows, except for small scows

and nondescript vessels which can operate outside the

main channel, are considered unmanageable and

should not be attempted.

(28) Inbound Tows, in the notch or on the Hawser:

(29) Tug 8,000 hp or greater-Barge 33 feet draft or less

(fresh water) = anytime.

(30) Tug 7,000 hp or greater-Barge 32 feet draft or less

(fresh water) = anytime.

(31) Tug 6,000 hp or greater-Barge 31 feet draft or less

(fresh water) = anytime.

(32) Tug 5,000 hp or greater-Barge 30 feet draft or less

(fresh water) = anytime.

(33) Tug 4,000 hp or greater-Barge 26 feet draft or less

(fresh water) = anytime.

(34) Inbound tows with fresh water drafts or horsepower ratings outside these parameters shall start in

no sooner than flood current and stop one hour before

ebb.

(35) Additional assist tug/tugs may be required due to

local conditions.

(36) Tows Transiting Downtown Bridges.

(37) Barges over 250' on a hawser should have at least

one assist boat of sufficient horsepower to safely pass

through the bridge draws.

(38) Barges over 300 feet towed on a hawser must confer with the Captain of The Port office prior to

transiting the downtown bridges.

(39) Dredge pipe tows over 600 feet must advise Captain

of The Port prior to transiting the downtown bridges.

(40) Slack water or a slightly opposing current has been

found to be beneficial for safe handling of hawser tows

while transiting the downtown bridges.

(41) Vessels proceeding into and out of Pablo Creek.

Passage through the entrance to Pablo Creek is difficult at some stages of the current cycle. Unless it is certain that the vessel in question can be safely operated

through the entrance without regard to the state of the

current then the vessel’s passage through this area

should be made at slack water. Deeper draft vessels

should transit this area at high water slack.

Dead Ship Movements

(42) Dead ship condition is the condition in which the

main propulsion plant, boilers and auxiliaries are not

in operation due to the absence of power.

(43) Owners, agents, or other parties responsible for

vessels requesting to enter, depart, or transit dead ship

within the Jacksonville, FL Marine Safety Zone, as described in 33 CFR 3.35-20 (not carried in the Coast Pilot) must comply with the following requirements.

(44) a. The request must be in writing and be received a

minimum of twenty four hours in advance of the expected movement. This request should include the

towing arrangement and horsepower of the tug. Dead

ship tows of vessels less than 250 feet in length will not

be required to notify the U.S. Coast Guard unless there

is some exceptional circumstance which would make

notification necessary. Vessels 250 feet in length or

greater will typically be issued a Captain of the Port Order to address the dead ship movement.

(45) b. The wind speed at the bar should be less than 15

knots.

(46) c. Transits should be during daylight hours only

with a minimum of three (3) miles visibility.

(47) d. Six linehandlers must be provided for movements.

(48) e. A pilot shall be on the lead tug and on the

dead-ship for all vessel over 300 feet in length.

(49) f. The number of tugs required in addition to the

lead tug is as follows:

(50) 1. Less than 150 feet in length - One assist tug.

(51) 2. 150 feet up to 350 feet - Two assist tugs.

(52) 3. 351 feet up to 550 feet - Three assist tugs.

(53) 4. Greater than 550 feet - Four assist tugs.

(54) 5. Special conditions or handling characteristics

may require more or less tugs.

(55) g. The St. Johns River Bar Pilots Association must

be consulted regarding any additional requirements

the pilots may have.

Communications and areas of concern

(56) The entrance channel between the jetties is

marked by St. Johns Bar Cut Range. Currents which often set across the ends of the jetties are discussed under

Tides and Currents in this chapter. Vessels arriving at

the bar should give a Security call on VHF-FM channel

St. Johns River ■ Chapter 9 ■ 329
13, 30 minutes before entering the jetties. So as not to

delay river traffic, low-powered or poor handling vessels intending to enter the river should be prepared to

delay up to 45 minutes, if necessary, to allow other vessels to clear outbound or to allow full-powered and

more maneuverable vessels to precede them through

the jetties. Entry into the St. Johns River through the

jetties must be with careful regard to wake and speed in

consideration of persons fishing off the jetties and adjacent shoreline.

(57) Seagoing tows sometimes makeup inside the jetties. Tows intending to makeup in this area should give

a Security call on VHF-FM channel 13 at least 45 minutes prior to commencing operations and give consideration to the vessels which must transit the area.

(58) Vessels intending to get underway from a berth

should give a Security call on VHF-FM channel 13 advising of their intentions at least 30 minutes prior to

letting go. Low-powered and/or poor handling vessels

should be prepared to delay up to 30 minutes to allow

full-powered and more maneuverable vessels to precede them as this will avoid undue delay for overall

river traffic.

Areas of particular concern

(59) Four areas in the St. Johns River are considered to

be particularly troublesome. These areas are listed in

order of ascension when proceeding from sea. Vessels

should make every effort to avoid meeting at these areas, and should give Security calls on VHF-FM channel

13 (165.65 MHz) 15 minutes prior to arriving at any

one of these areas. The vessel with the fair current

should initiate a proposal for meeting or passing and

the vessel stemming the current should hold as necessary. Any departure from this procedure should be

agreed to by both vessels in a timely manner.

(60) (1) Intracoastal Waterway (30°23.1'N., 81°27.8'W.).

This waterway is used extensively by tows, and its junction with the St. Johns River is subject to strong and

unpredictable crosscurrents at various stages of the

tide. The situation is further complicated by repair

docks on the north side which may require speed reductions to reduce wake. Tows intending to enter the

main river channel from the Intracoastal Waterway

should give a Security call on VHF-FM channel 13, 30

minutes prior to entry and adjust speed so as to enter

the river when the channel is clear. Every effort, including holding, should be made to avoid unduly restricting full-powered vessels, and allow them to clear

this area when either inbound or outbound.

(61) (2) Dames Point Turn (30°23.1'N., 81°33.6'W.).

Navigation of this sharp turn is complicated by crosscurrents coming from the old channel behind Blount

Island which tend to set a vessel deep into the bend on

both the flood and ebb. In addition, the channel in this

area is used as a turning basin for vessels using Blount

Island terminal and the waterfront facilities in the old

channel to the west of Blount Island.

(62) (3) Trout River Cut (30°23.3'N., 81°37.6'W.). This

dredged channel extends through rock formations, and

deep loaded vessels must exercise great care not to

leave the channel in this area. Local knowledge is necessary to predict current effects as they tend to set

across the channel on both the flood and ebb. Poor handling vessels should use an assist tug when transiting

the area of Trout River Cut and Chaseville Turn to avoid

being set on vessels transferring at the many oil terminals on the west bank of the river.

(63) (4) Commodore Point (30°19.1'N., 81°37.7'W.).

The nearly 90-degree turn at Commodore Point is complicated by the Hart Bridge, with its piers located in the

turn, as well as the Matthews Bridge just to the north.

Poor handling vessels, or those whose engines are

questionable for any reason, should use assist tugs to

avoid being set on the support piers of either bridge.

(64) Smaller vessels continuing up the river are advised

that about 2 miles above Commodore Point, at a bend

in the river at Hendricks Point (30°19.1'N., 81°39.8'W.),

a series of four bridges is within a 0.7 mile reach. Mariners should ensure that they can clear the closed

bridges or that they can navigate safely between the

bridges when opening. There is limited stopping and

turning room once committed to the transit of the area

which is subject to strong currents in the constricted

bend.

Channels

(65) A Federal project provides for a channel 42 feet

deep from the ocean to St. Johns Point, thence 38 feet

deep to a point 2.1 miles north of Mathews highway

bridge, thence 30 to 38 feet deep to Commodore Point

via Terminal Channel. The main channel is maintained

at or near project depths. (See Notice to Mariners and

latest edition of chart for controlling depths.)

(66) A lighted buoy with a racon is about 3 miles off the

entrance to the river. The entrance channel, between

two converging rubblestone jetties, and the channel in

the river are marked by lighted and unlighted buoys,

lights, and lighted ranges.

Anchorages

(67) Vessels waiting outside the entrance to St. Johns

River can anchor in depths of 36 to 50 feet north-northeastward of the jetties if wind and sea permit. (See

110.182, chapter 2, for limits and regulations of the

anchorage areas.) Anchorage south of the south jetty is

not recommended because of the heavy shrimpboat activity in that area.

330 ■ Chapter 9 ■ Volume 4
(68) General and quarantine anchorages are in the St.

Johns River in the vicinity of Jacksonville. (See

110.183, chapter 2, for limits and regulations.) Special

small-craft anchorages are 4.5 miles south of Jacksonville. (See 110.1 and 110.73, chapter 2, for limits and

regulations.)

(69) Merchant ships are normally anchored either in

the area off Talleyrand Docks and Terminals, locally

termed the lower anchorage, or in the area off Commodore Point, known as the upper anchorage. Though

these are the only practical anchorages available, the

holding ground is only fair and both anchorages are

somewhat constricted. In April 1981, a concrete dolphin was reported northeast of Commodore Point, in

about 30°19'49"N., 81°37'11"W. A security zone has

been established along a portion of the north bank of

the St. Johns River at the junction of Brills Cut Range

and Broward Point Turn. (See 165.1 through 165.7,

165.30, 165.33, and 165.710, chapter 2, for limits

and regulations.)

Bridges

(70) Seven bridges cross the St. Johns River at downtown Jacksonville. A fixed highway bridge with a clearance of 169 feet (174 feet for 200 feet each side of the

bridge centerline) crosses the river just above Blount

Island at Dames Point. The fixed Matthews highway

bridge, 0.5 mile north of Commodore Point, has a

clearance of 152 feet across the main (Terminal) channel and 86 feet at the center of the span across

Arlington Channel. At Commodore Point, the Hart suspension bridge has a clearance of 135 feet, with 141 feet

at the center. Main Street (Alsop) highway bridge, the

first of four bridges at Hendricks Point, has a vertical-lift span with clearances of 40 feet down and 135

feet up; the second, Acosta highway bridge, 0.3 mile upstream from the Main Street bridge, has a fixed span

with a clearance of 75 feet; the third, the Florida East

Coast Railway Co. bridge adjacent to the Acosta bridge,

has a bascule span with a clearance of 5 feet; the fourth,

the Fuller Warren highway bridge, has a fixed span with

a reported authorized clearance of 75 feet at the center.

(See 117.1 through 117.59 and 117.325, chapter 2,

for drawbridge regulations.) The bridgetenders at

Hendricks Point monitor VHF-FM channel 16 and

work on channel 17; call sign, Main Street (Alsop)

WHV-528. The bridgetender of the FEC bridge monitors VHF-FM channel 16 and works on channel 13; call

sign, KXR-936.

(71) Overhead power cables with a clearance of 175 feet

cross the river about 9 miles above the entrance at

Blount Island.

Routes

(72) Along the coast from Charleston to Jacksonville,

the course between the outer lighted whistle buoys is

from 10 to 15 miles offshore. Vessels making for St.

Johns River entrance should guard against an inshore

set which may amount to a knot or more due to the

currents into the inlets. In thick weather, vessels approaching from the northeastward should be mindful

of the fact that deep holes may be encountered which

may lead them to believe that they are farther offshore

than they actually are. Approaching from the southward, vessels clear Hetzel Shoal before shaping a

course for St. Johns River entrance. A set of 0.5 to 0.8

knot in a northerly direction parallel with the coast

may be expected in this area due to the prevailing current, except with northerly or northeasterly winds.

Southbound light-draft vessels can avoid the northerly

set due to the prevailing current by following the coast

at a distance of from 3 to 5 miles to abeam Ponce de

Leon Inlet Light, and then shaping the course to pass

outside of Hetzel Shoal Lighted Whistle Buoy 8.

Tides and currents

(73) The mean range of tide is 4.9 feet at St. Johns River

entrance and about 1.2 feet at the railroad bridge at

Jacksonville. From Jacksonville to Palatka the mean

range of tide is about 1 foot. At low-water stages, tidal

action is felt to Lake George. (See the Tide Tables for

daily predictions at Mayport and several places on St.

Johns River.)

(74) The tidal currents are strong in St. Johns River as

far as Jacksonville. The currents at the entrance between the jetties require special attention. The Bar Pilots report that 1 hour after the beginning of a blow

from any direction from north through east to south, a

very strong current sets with the wind across the end of

the jetties, and the condition is usually dangerous;

when such winds reach gale force, the positions of the

buoys should not be relied upon as they may drag from

station.

(75) The velocity of the current between the jetties is

1.9 knots on the flood and 2.3 knots on the ebb; at

Mayport, 2.2 knots on the flood and 3.1 knots on the

ebb; at Mile Point, 2.7 miles above the mouth, about 2.8

knots. At downtown Jacksonville (Commodore Point),

the velocity of current is about 1.0 knot; however, in

1967 a naval vessel reported being forced against the

Acosta highway bridge by flood currents estimated to

exceed 5 knots. Caution should be exercised in this

area. The flood is increased by northeasterly and easterly winds and the ebb by southwesterly and westerly

winds. (See the Tidal Current Tables for daily predictions of the tidal current in St. Johns River entrance

and for a number of places on St. Johns River.)

St. Johns River ■ Chapter 9 ■ 331
(76) The tidal currents above Jacksonville average less

than a knot. The winds have considerable effect on the

water level and velocity of the currents. Strong northerly and northeasterly winds raise the water level about

2 feet at Jacksonville, about 1 foot at Palatka, and about

1.5 feet at the mouth of Dunns Creek. Strong southerly

and southwesterly winds lower the water level about 1

to 1.5 feet, increase the ebb, and decrease or may interrupt the flood. The currents in Deep Creek are weak,

being due primarily to the winds and tide. There is a

moderate drainage current in the Oklawaha River. The

wind has no appreciable effect on the water level at the

head of Dunns Creek and in Lake Crescent.

(77) The river water may be fresh at Jacksonville at low

water with westerly winds, while with northeasterly

winds the water may be brackish to Palatka.

Freshets

(78) The flood stages in the river usually occur during

the fall and are about 1 foot above ordinary low-water

level at Jacksonville, 2 feet at Palatka, 3 feet at Lake

George, 5 feet at Sanford, and 6.5 feet at Lake Harney.

Weather, Jacksonville and vicinity

(79) Jacksonville is near the northern boundary of the

trade winds in summer. Winds off the water produce a

maritime influence that tempers the heat of summer

and cold of winter. Winter storms and severe cold waves

often remain north of the area. Occasionally a

“nor-easter” will skirt the Florida coast bringing 15- to

30-knots winds, low stratus clouds and drizzle. These

are most likely in late summer and fall. This area lies

within the hurricane belt although hurricane force

winds are rare, since most storms either remain offshore or have tracked inland and weakened.

(80) The average high temperature in Jacksonville is

79°F (26.1°C) and the average low is 59°F (15°C). By a

fraction of a degree, July is the warmest month with an

average high of 92°F (33.3°C) and an average low of

73°F (22.8°C). January is the coolest month with an average high of 65°F (18.3°C) and an average low of 43°F

(6.1°C). Each month, May through August has recorded temperatures in excess of 100°F (37.8°C) and

the all-time maximum temperature is 103°F (39.4°C)

recorded in June 1950, June 1954, and again in July

1981. Below freezing temperatures have been recorded

from November through March and the record minimum is 7°F (-13.9°C) recorded in January 1985. On average, 83 days each year has a maximum temperature

of 90°F (32.2°C) or greater while only 15 days can be expected to have minimums of 32°F (0°C) or below.

(81) Over one-third of the annual average rainfall of 53

inches (1346.2 mm) falls during the summer months

of June, July, and August. September is the wettest

month averaging 7.67 inches (194.8 mm) and November is the driest month averaging about 2 inches (50.8

mm). Most of the summer rainfall is compliments of

convective activity or precipitation of a tropical origin.

Snowfall is almost unheard of however small amounts

have fallen in each month, December through March.

The greatest 24-hour snowfall was 1.5 inches (38.1

mm) falling in February 1958.

(82) On the average the Jacksonville area is threatened

(tropical cyclone) within 50 nm (93 km) once or twice

each year. While this may occur in any month it is most

likely from June through October, with a peak in September and October. Most storms have crossed over

some portion of the Florida peninsula and weakened.

The Port of Jacksonville and Mayport Basin are not

considered hurricane havens since surrounding low

topography does not provide an adequate windbreak.

The Port of Jacksonville, which is less susceptible to

storm surges than Mayport, can be used as a haven

from tropical storms if there is certainty that winds will

not intensify to above 60 knots. While the entrance to

the St. Johns River is exposed, farther upstream, between Blount Island and downtown Jacksonville, some

sheltering from south and southeast winds is provided

by higher elevations, including some river bluffs. Special care should be taken with storms approaching

from the southeast. Since 1842, 69 tropical cyclones

have come within 50 miles (93 km) of Jacksonville, 21

of those storms have done so since 1950. Hurricane

Dora, for example, was one of the worst storms to affect

this area. In the early morning hours of September 10,

1964, Hurricane Dora made landfall north of St. Augustine. At Mayport, winds reached 65 knots with gusts to

80 knots while the airport recorded 71-knot sustained

winds. Dora provided the first sustained hurricane

wind speeds in the 80-year period of record for the

Weather Bureau Air Station at Jacksonville. Unusually

high tides were produced by onshore winds that exceeded 50 knots for some 12 hours. Water levels

reached 5 to 7 feet (1.5 to 2.1 m) above mean sea level

on the coast and along the St. Johns River.

(83) Storm tides are more frequent than destructive

winds and, along the coast, are the major threat to shipping and residents. Storm surges vary significantly over

short distances. Maximum heights occur along the

beaches and the entrance jetties at Mayport, then decrease rapidly up the St. Johns River. In October 1944, an

overland hurricane combined with an offshore nor’easter

to generate tides that reached 12.3 feet (3.75 m) above

mean sea level at Jacksonville Beach and 7.3 feet (2.2 m)

above mean sea level on McCoy Creek (30°19'23"N.,

81°40'03"W.) at Stockton Street in Jacksonville. For more

details see the Hurricane Havens Handbook for the

North Atlantic Ocean as discussed in chapter 3.

332 ■ Chapter 9 ■ Volume 4
(84) In general, prevailing winds are northeasterly in

fall and winter and southwesterly in spring and summer, although afternoon sea breezes often bring winds

off the water in these latter seasons. Windspeeds are often highest from September through April when they

exceed 17 knots about 3 to 8 percent of the time. Local

climatic variations are most noticeable in the heat of

summer. Along the beach, on 20 to 30 days annually,

temperatures reach the 90’s (°F) compared to 70 to 80

days near the city. Fog is mainly a wintertime phenomena, rolling in with any easterly wind but often remaining across the entrance when it has cleared elsewhere.

In calm weather, smog from fertilizer and paper plants

often obscures the channel above Dame Point. Radiation type fog, which may occur near the city, usually

burns off by noon. On the average, there are 25 to 35

days annually, when visibilities drop below 0.5 mile;

November through February are the most likely

months. Summertime showers and thunderstorms are

responsible for much of the precipitation in the area.

Thunderstorms are most likely during June, July, and

August, when they occur on about 10 to 16 days per

month.

(85) The National Weather Service station is at Jacksonville International Airport, about 6.5 miles

north-northwestward of the entrance to Trout River,

and barometers can be compared there or checked by

telephone. (See Appendix B for Jacksonville climatological table.)

Pilotage, Jacksonville

(86) Pilotage is compulsory for all foreign vessels and

for U.S. vessels under register. Pilotage is optional for

U.S. coastwise vessels which have on board a pilot licensed by the Federal Government. Pilotage is available from St. Johns Bar Pilot Association, 4910 Ocean

Street, Mayport, FL; telephone 904-246-6716, FAX

904-249-7523.

(87) The pilot station (above address) is just below the

ferry terminal (30°23.7'N., 81°25.8'W.), on the port

hand entering from sea, about 3 miles above St. Johns

River entrance. The pilot station monitors VHF-FM

channels 16, 13, and 14; works on 14. The pilot boats

are 50-foot, with black hull, white superstructure, and

the word PILOT on the sides. The boats monitor channel 14, work on 14.

(88) Vessels are requested to report their estimated time

of arrival (ETA) about 0.5 mile E of St. Johns Lighted

Buoy STJ (the sea buoy) at about 30o23'36"N.,

81o18'33"W., and their draft, by radio to the pilot station at least 2 hours and again 1 hour prior their ETA at

the sea buoy. Pilots report that many times they can

hear radio calls but vessels are unable to pick up the pilots return transmissions. The pilot boarding area is

between the sea buoy and the outermost entrance-channel buoys; a boarding ladder should be

rigged 10 feet above the water. Arrangements for pilots

are generally arranged in advance through ship’s

agents or directly by shipping companies.

(89) The St. Johns Bar Pilots Association participates in

the North Atlantic right whale Early Warning System.

(See North Atlantic right whales, indexed as such,

chapter 3).

Towage

(90) Tugs up to 3,500 hp, and docking pilots are available 24 hours a day at Jacksonville. Tugs use VHF-FM

channels 7A, 10, 13, 16, 18A, and 19. Docking pilots use

VHF-FM channels 7A, 13, 16, and 19.

Quarantine, customs, immigration, and agricultural

quarantine

(91) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(92) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) Vessels are usually boarded

at their berths. There are public and private hospitals

in and about Jacksonville. Deratization and fumigation

services are available.

(93) Jacksonville is a customs port of entry.

Coast Guard

(94) A marine safety office is in Jacksonville. (See Appendix A for address.) Mayport Coast Guard Base is on

the east side of the river about 2.7 miles above the

mouth at the southerly end of the waterfront at

Mayport.

Harbor regulations

(95) There is no harbormaster for the city of Jacksonville. The Jacksonville Port Authority, a State agency

and corporation, operates the Talleyrand Docks and

Terminals and the Blount Island Terminal; the berthing of vessels and other aspects of the direct operation

of these terminals is controlled by the Director of Marine Division. The operating staff of the port authority

is directed by a managing director; the offices are at the

Port Central Office Building, 2701 Talleyrand Avenue,

near Talleyrand Docks and Terminals.

(96) Portions of Blount Island Terminal are within a

safety zone and a security zone. (See 165.1 through

165.33, 165.720, 165.728, and 165.729, chapter 2,

for limits and regulations.)

Wharves

(97) Of the 27 principal piers and wharves described for

the port, 6 are operated by the Jacksonville Port

St. Johns River ■ Chapter 9 ■ 333
Authority and the others are privately owned and operated. Most of the terminals have excellent highway connections. Three switching railroads connect the

terminals and the three major railroads serving Jacksonville. General cargo at the port is usually handled by

port cranes, and equipment is available for all lifts.

Crawler and truck cranes with lifting capacities to 100

tons are available.

(98) With one exception, only the deep-draft piers and

wharves are described. For a complete description of

the port facilities, refer to Port Series No. 15, published

and sold by the U.S. Army Corps of Engineers. (See Appendix A for address.) The alongside depths given for

each facility are reported depths. (For the latest such

depth information, contact the Jacksonville Port Authority or the private operator.)

(99) Gate Maritime Terminal: five berths, capable of

berthing vessels in excess of 1,000 feet along both sides

of Back River (Gate Maritime Slipway), at the southeast

end of Blount Island; maximum draft permitted alongside is 40 feet; deck height, 10 feet; one 40-ton crane;

water and electrical connections; receipt and shipment

of miscellaneous bulk materials, notably gypsum and

lime rock, mooring vessels and harbor tugs, and handling heavy-lift items and military cargo; used by commercial and government vessels; owned and operated

by Gate Maritime Properties, Inc.

(100) Blount Island Terminal: seven berths on the main

St. Johns River channel on the west part of Blount Island, 10 miles above St. Johns River entrance;

5,250-foot bulkhead wharf; 38 feet alongside; deck

height, 9 feet; cranes to 45 tons; handles containerized,

conventional, and roll-on roll-off general cargo, automobiles, steel products, kraft paper, and lineboard

rolls; operated by Jacksonville Port Authority. A

600-foot dock on the west side of Blount Island is operated by the port and used for the loading and unloading

of automobiles.

(101) St. Johns River Coal Terminal: on main St. John

River channel east of Jacksonville Port Authority

berths, 10 miles above St. Johns River entrance;

808-foot bulkhead wharf; 38 feet alongside; deck height

9 feet 45-ton clamshell bucket unloader, unloads coal

on to a conveyor system which transports coals to a

coal-fired generation station 3.5 miles inland, unloading rate 750-1500 tons per hour; operated by St. Johns

River Power Park.

(102) Celotex Corp. Dock: west side of Blount Island

Channel (old river channel), 0.35 mile northward of the

southwest tip of Blount Island; offshore wharf with

20-foot face, 536-foot berth with dolphins; 32 feet

alongside; deck height, 10 feet; adjustable receiving

hopper on wharf connected by conveyor to open

storage area, delivery rate about 1,100 tons per hour;

handles gypsum rock.

(103) North Side Generating Station Wharf: northwestern side of Blount Island Channel, 1.15 miles northeastward of Kaiser Gypsum Co. Wharf and 0.2 mile

southwestward of the Blount Island highway bridge;

offshore wharf with 60-foot face, 700 feet with mooring

dolphins; 20 feet alongside; deck height, 131⁄2 feet; fuel

oil for plant consumption; operated by Jacksonville

Electric Authority.

(104) Amerada Hess Corp., Jacksonville Terminal

Wharf: north side of St. Johns River at mouth of

Broward River, 0.3 mile east-northeastward of

Drummond Point; offshore wharf with 300-foot face,

800 feet with mooring dolphins; 38 feet alongside; deck

height, 12 feet; handles petroleum products, Bunker C,

and occasional loading of harbor bunkering barges.

(105) Drummond Point Terminal: extending from

Drummon Point; offshore wharf with 143-foot face,

1,000-foot berth with dolphins; 38 feet alongside; deck

height, 12 feet; hose-handling derrick; handles petroleum products and loading harbor bunkering-barges;

operated by Gulf Oil Refining and Marketing Co. and

American Oil Co.

(106) U.S. Gypsum Co. Pier: just south of Trout River

entrance on west side of St. Johns River at

30°23'01.5"N., 81°37'55.0"W.; pier 616 feet long and 42

feet wide, berthing only along south side, usable space

455 feet with dolphins; 28 feet alongside; deck height, 6

feet; self-unloading vessels discharge into a hopper

served by a conveyor system, which extends full length

of pier to an open storage area ashore, delivery rate

1,000 tons per hour; handles gypsum rock.

(107) ST Services Wharf: 0.34 mile southward of U.S.

Gypsum Co. Pier, west side of river; offshore wharf with

80-foot face, 1,000 feet with mooring dolphins; 38 feet

alongside; deck height, 12 feet; handles petroleum

products; operated by Philips Petroleum Co. and ST

Services.

(108) PCS Phosphate: on south side of entrance to Long

Branch Creek, offshore wharf consisting of a line of dolphins connected by catwalks, 800-foot berth; 38 to 40

feet alongside; deck height, 10 feet; 2 loading towers,

each with a loading rate of 3,000 long tons per hour;

towers are served by conveyor from phosphate storage

silos, total capacity 30,000 tons; handles phosphate

rock, phosphoric acid, and phosphatic products.

(109) Alton Box Board Co. Fuel Dock: 30°22'03"N.,

81°37'31"W.; offshore wharf with mooring dolphins in

line with face, 51-foot face, 250-foot berth with dolphins; 24 feet alongside; deck height, 10 feet;

hose-handling derrick; pipeline connects wharf and

storage tanks; handles fuel oil for plant consumption.

334 ■ Chapter 9 ■ Volume 4
(110) J. Dillon Kennedy Generating Station Wharf:

30°21'53"N., 81°37'22"W.; offshore wharf with 101-foot

face 220-foot berth with two dolphins; 36 feet alongside; deck height, 10 feet; handles fuel oil for plant consumption; operated by Jacksonville Electric Authority.

(111) Coastal Fuels Marketing, Inc. Terminal wharf:

west side of river, 0.29 mile southeastward of J. Dillon

Kennedy Generating Station Wharf; offshore wharf

with 140-foot face, 750-foot berth with dolphins; 34

feet alongside; deck height, 13 feet; hose-handling derrick; handles asphalt products.

(112) Chevron Tanker Dock: west side of river, 0.16 mile

south of Belcher Oil Co. Terminal Wharf; 50-foot face,

280-foot berth with dolphins; 31 feet alongside; deck

height, 12 feet; hose-handling derricks; handles petroleum products; operated by Chevron USA, Inc.

(113) Jacksonville Port Authority, 8th Street Terminal:

west side of river at 30°20'42"N., 81°37'20"W.; 700-foot

bulkhead wharf; 36 feet alongside; deck height, 9 feet;

handles automobiles; operated by Joyserv Co. Ltd.

(114) Jacksonville Port Authority, Talleyrand Docks and

Terminals, Berths 1, 2, 3, 4, and 5 (Berth 1 being the

most northerly of the five): bulkhead wharf providing

4,100 feet of continuous berthing space immediately

northward of the JPA 8th Street Terminal; deck

heights, 9 feet; 36 feet alongside; handles containerized

cargo, conventional general cargo, refrigerated cargo,

automobiles, molasses, bagged coffee beans, caustic

soda, lumber, steel products, chemicals, and lignin

sulfonate; berth 1 also handles petroleum products;

Municipal Docks Railway connects the terminal with

all trunkline carriers serving the port.

(115) Crowley American Transport Trumbull Asphalt

Dock: west side of river 0.7 mile north of the Matthews

Highway Bridge; 425-foot face; 17 feet alongside; deck

height 9 feet; receipt of asphalt.

(116) Crowley American Transport Barge Dock: west

side of river immediately south of the CAT Trumbull

Asphalt Dock and 0.5 mile north of the Matthews Highway Bridge; 3 mooring dolphins extend out in a line

from the West bank 430 feet; 260-foot face; 20 feet

alongside; deck height, 9 feet; 3 deck roll-on/roll-off

ramp; handles containerized ro-ro general cargo, automobiles, and heavy-lift items.

(117) Commodore’s Point Terminal Wharf: west side of

the river at Commodore Point; 700-foot face; 28 feet

alongside; deck height, 51⁄2 feet; handles conventional

general cargo, petroleum products, chemicals bulk cement, bananas, and fertilizer; various operators.

(118) Jacksonville International Terminals Co.: north

side of the river at 30°19'19"N., 81°38'56"W., at the

sight of the old Jacksonville Shipyards; 5 berths available ranging from 300 feet to 900 feet; alongside water

depth to 42 feet; deck height, 8 feet; 250-ton crane;

container and break bulk handling equipment;

stevedoring and terminal services for both ro/ro and

lo/lo operations.

(119) South Side Generating Station Wharf: south side

of river at 30°19'01"N., 81°38'50"W.; offshore wharf

with 100-foot face, 428-foot berth with dolphins; 30

feet alongside; deck height, 12 feet; two hose-handling

derricks; handles fuel oil for plant consumption; operated by Jacksonville Electric Authority.

Supplies

(120) Supplies of all kinds in any quantity can be obtained, and all types of marine services are available in

Jacksonville. Freshwater is piped to the terminals. Fuel

oil and diesel oil are available at the oil terminal

wharves and by tank barge; most vessels bunker by

barge while alongside.

Repairs

(121) A small shipyard is on the river at the junction with

Sisters Creek (Intracoastal Waterway) and has a

4,000-ton marine railway. A yard about 3 miles above

the mouth of the St. Johns River has a 200-ton and a

500-ton marine railway that can handle vessels up to

100 feet in length with complete shipyard facilities

available. A shipyard on the west bank of the river at

Commodore Point has a floating drydock with a

2,800-ton lift capacity for vessels up to 389 feet in

length and 3 wet berths for vessels up to 700 feet in

length and 25-foot draft with complete shipyard facilities available.

(122) In addition to the shipyards, Jacksonville has all

types of specialized marine manufacturing, sales, and

repair firms which handle such items as electronic

equipment, electric motors and other components,

ventilation and air conditioning systems, shafts and

propellers, etc.

Small-craft facilities

(123) Excellent facilities are available in Jacksonville.

The municipal marina at Metro Park is on the north

side of the river about 1.2 miles west of Commodore

Point. Additionally, the city has floating docks at the

Jacksonville Landing along the north side of the river

between Main Street and Acosta bridges. A city

dockmaster may be reached at 904-630-0839. Public

restrooms are at Jacksonville Landing and Metro Park.

A large illuminated fountain is in a city park on the

south bank of the river between the Main Street and

Acosta bridges. Small-craft should exercise caution, as

currents become quite strong in this section of the

river. There are a number of other modern

well-equipped marinas and boatyards in Jacksonville;

the major facilities are on the intracoastal waterway,

St. Johns River ■ Chapter 9 ■ 335
Ortega River and Trout River. Supplies, services, and

repairs are available for all types of yachts. (See the

small-craft facilities tabulation on chart 11491 for services and supplies available.) Other small-craft facilities on St. Johns River above Jacksonville are in

Goodbys Creek, Doctors Inlet, and Julington Creek.

Communications

(124) The port is served by three railroads, Seaboard System Railroad, Florida East Coast Railway Co., and

Southern Railway Co. The Jacksonville Port Authority

operates its own switching railroad, which serves the

Talleyrand Docks and Terminals. Excellent highways

reach the city, and there is a toll expressway system

providing rapid transportation within the city; the primary highways leading from Jacksonville are Interstate

Highways 10 and 95, and U.S. Routes 1, 17, and 90.

Jacksonville International Airport, operated by the

Jacksonville Port Authority about 10 miles northward

of the heart of the city, is served by six airlines. Both

passenger and air freight service is available. There are

also three general-aviation airports in the city. Numerous steamship lines connect with most of the principal

foreign and domestic ports. Barge service is available

for the Intracoastal Waterway, coastwise, and up the St.

Johns River as far as Sanford.

Chart 11490

(125) Mayport Basin is on the south side of the St. Johns

River just inside the entrance jetties and westward of

St. Johns Point. A deep channel leads along the inshore end of the south jetty to the basin. It is marked by

a 255° lighted range, lights, and lighted and unlighted

buoys. Due to the relatively short distance between the

lights of the range, sensitivity is poor. Mariners are advised to use the range with caution. Dangerous cross

currents are reported to exist in the entrance to

Mayport Basin; mariners are advised to enter at slack

water or at a recommended speed of 13 knots. The waters of the turning basin are within a prohibited area of

the U.S. Naval Station Reservation; commercial and

pleasure vessels are prohibited from entering except in

cases of extreme emergency. (See 334.500, chapter 2,

for limits and regulations.)

(126) Mayport is a town on the south bank of St. Johns

River, 3 miles inside the entrance jetties. It has a ferry

connection with the town of Fort George Island across

the river. The wharves at Mayport are private and are

used by fishing vessels. A Coast Guard base is at the

southerly end of the waterfront. There is a marina and a

yacht basin with reported depths of about 10 feet. Gasoline, diesel fuel, water, ice, restrooms, charter boat

hire, showers, electricity, wet and dry storage, and marine supplies are available. Hull, engine and electronic

repairs can be made. Restaurants are nearby.

Chart 11491

(127) The Intracoastal Waterway crosses the St. Johns

River 5.3 miles from the entrance through Sisters

Creek on the north and Pablo Creek on the south.

(128) A shipbuilding and drydock company is on the

north side of the river and on the east side of Sisters

Creek. The firm builds steel-hulled tugs and fishing

vessels and does all kinds of repair work on commercial

and Government vessels; work on pleasure craft, except

very large yachts, is not done here. There is a 4,000-ton

marine railway, several mobile cranes, complete shop

facilities, and berths for vessels of up to 585 feet. The

marine railway is on the St. Johns side of the yard,

while the construction work is done on the Sisters

Creek side. This firm has built a vessel 220 feet long.

(129) Blount Island, low and sandy with fringing

marshes, is on the north side of the St. Johns River

about 9 miles above the entrance. The Jacksonville Port

Authority terminal near the southwestern tip of the island, and Gate Maritime Terminal in Back River (Gate

Maritime Slipway) at the southeastern tip of the island

have been described under “Wharves” for the Port of

Jacksonville. Back River is a restricted area and security zone. (See 334.515 and 165.729, chapter 2, for

limits and regulations.)

(130) Blount Island Channel, a cutoff bend of the St.

Johns River, extends from the main river channel

around the northern side of Blount Island and rejoins

the main channel at the southwestern tip of the island.

The channel is practically divided near its midpoint by

four low fixed bridges with least clearances of 18 feet

horizontally and 5 feet vertically. Overhead power cables, with clearances of 175 feet, are on both sides of the

southwesternmost highway bridge. The Federal project depth for the channel is 30 feet, but the controlling

depth is usually considerably less than project depth.

(See Notice to Mariners and chart tabulation for the

latest controlling depths.) Two deep-draft private

wharves on the marked western leg of Blount Island

Channel are described under Jacksonville “Wharves”.

(131) A fixed highway bridge with a clearance of 169 feet

crosses St. Johns River just above Blount Island at

Dames Point.

(132) Broward River, on the north side and 13 miles from

the entrance to St. Johns River, has depths of 1 to 3 feet

to Cedar Heights. The Heckscher Drive (State Route

105) highway bridge at the mouth has a 40-foot bascule

span with a clearance of 13 feet. Overhead power cables

336 ■ Chapter 9 ■ Volume 4
at the bridge have a least clearance of 34 feet. (See

117.1 through 117.49, chapter 2, for drawbridge regulations.)

(133) The offshore wharf and shore facilities of a U.S.

Navy Fuel Depot are 1.2 miles southwestward of

Drummond Point on the northwest side of the St.

Johns River, just below the mouth of the Trout River.

The wharf has a 351-foot face, 660 feet of berthing

space with dolphins, 38 feet alongside, and a deck

height of 11 feet. Pipelines extend from the wharf to

storage tanks onshore. The fuel depot is in a restricted

area. (See 334.510, chapter 2, for limits and regulations.)

(134) Trout River, north of downtown Jacksonville, has

depths of 7 feet to the mouth of Ribault River and 3 feet

to the highway bridge 4.5 miles above the mouth. The

entrance is marked by daybeacons. A small repair yard

is on the east side of a small cove on the south side of

the river about 0.4 mile above the entrance. The yard

has berths, electricity, water, two 6-ton lifts, and a marine railway that can handle craft up to 85 feet long or

200 tons; hull and engine repairs can be made. Depths

of 8 feet are reported in the approach and alongside.

The Main Street (U.S. Route 17) highway bridge 0.9

mile above the entrance has a fixed span with a clearance of 29 feet. The highway bridge, adjacent to the

westward, except for the channel span, remains as a

fishing pier. The overhead power cable at the bridge has

a clearance of 38 feet. The Seaboard System Railroad

(SCL) bridge just upstream has a swing span with a

channel width of 46 feet and a clearance of 2 feet. (See

117.1 through 117.59 and 117.337, chapter 2, for

drawbridge regulations.) The overhead power cable, 0.5

mile above the bridge, has a clearance of 45 feet. A marina on the south side, just east of the Main Street

bridge, has berths, electricity, gasoline, diesel fuel, water, a launching ramp, and storage; outboard engines

can be repaired. The Interstate 95 highway bridge, 2

miles above the mouth, has a fixed span with a clearance of 29 feet at the center. In February 2009, a replacement fixed highway bridge was under construction

with a design clearance of 34 feet.

(135) State Route 115 highway bridge, 4.5 miles above

the mouth, has a 40-foot fixed span with a clearance of

18 feet. The overhead power cable just westward of the

bridge has a clearance of 45 feet.

(136) Groups of piles, sunken wrecks, and barges are

near the shores of Trout River. There are numerous private piers and landings on the river. The Jacksonville

City Zoo is on the north side of the river downstream of

the first bridge.

Charts 11492, 11487, 11495, 11498

(137) St. Johns River south of Jacksonville bridges.

Many pleasure craft ply the river south of Jacksonville,

going as far as Sanford. Commercial traffic is light and

consists of barges hauling petroleum products for oil

company distributors and fuel oil for power plants; the

oil barges are loaded at Jacksonville and towed to

Palatka and Sanford.

(138) The route from Jacksonville to Sanford, a distance

of 123 miles, is well marked by lights and daybeacons,

and is comparatively easy to navigate with the aid of the

charts. However, if a local pilot is desired, fishermen

from Jacksonville, Palatka, Welaka, or Sanford will

serve. The upper reaches of the river are partly obstructed by hyacinths at certain times of the year, and

floating obstructions are a continual menace to navigation. A program for eradication of obnoxious aquatic

plant growth, consisting mostly of spraying, is carried

on jointly by the Corps of Engineers and the Florida

Game and Fresh Water Fish Commission. The unimproved creeks tributary to the St. Johns River may be

obstructed by logs and hyacinths.

(139) Fish traps, pilings, and remains of old wharves are

generally found close inshore or on the bars in midstream. Fish traps are usually constructed of small

poles and are frequently destroyed and rebuilt. In some

cases, they extend several feet above high water and can

be avoided in daylight hours. In some places they have

been broken off below the water and are a serious menace to small craft.

Channels

(140) A Federal project provides for a channel 13 feet

deep from Jacksonville for 48 miles to Palatka, thence

12 feet deep for 75 miles to Sanford, and thence 5 feet

deep for about 18 miles to Lake Harney. This project,

however, has not been maintained in recent years because of the light commercial traffic. (See the charts

for controlling depths.)

Bridges

(141) General drawbridge regulations and opening signals for bridges over the St. Johns River and tributaries

are given in 117.1 through 117.49, chapter 2. Special

drawbridge regulations for certain bridges that supplement the general regulations are referenced with the

area description of the waterway.

Chart 11492

(142) Ortega River is about 2 miles south of Fuller Warren Bridge (30°18.9'N., 81°40.3'W.) on the west side of

the St. Johns River. It is the major yachting center in

St. Johns River ■ Chapter 9 ■ 337
338 ■ Chapter 9 ■ Volume 4

the Jacksonville area. In 1983, the reported controlling

depth was 6 across the bar at the entrance, thence 7 feet

to the railroad bridge, thence 51⁄2 feet for a distance of

1.4 miles above the second highway bridge.

(143) The Grand Avenue (State Route 211) highway

bridge, at the entrance to Ortega River connecting

Ortega and St. Johns Park has a bascule span with a

clearance of 9 feet. The Roosevelt Boulevard (U.S.

Route 17) highway bridge, 0.7 mile upstream, has dual

fixed spans each with a clearance of 45 feet. The northern 180-foot section of the former highway bascule

bridge immediately westward remains as a fishing pier.

An overhead power cable with a clearance of 65 feet is at

the fishing pier. The Seaboard System Railroad (SCL)

bridge immediately westward of the fishing pier has a

40-foot bascule span with a clearance of 2 feet. The

Timquana Road highway bridge crossing the river 1.9

miles above the railroad bridge has a fixed span with a

clearance of 20 feet.

(144) A modern well-equipped marina and boatyard are

on the northwest side of the Ortega River about 0.4

mile above the first bridge. The marina has about 235

slips and 20 berths and can accommodate boats up to

60 feet in length with a reported approach and alongside depth of 6 feet in October 2007. Gasoline, ice, water, electricity, and showers are available with a

shopping center and restaurants nearby. The boatyard,

closed Sundays, makes complete hull and engine repairs; a 50-ton travel lift is available.

(145) Another marina on the northwest bank of the

Ortega River just northeastward of the twin highway

bridges has berths for 75 boats to 52 feet in length, with

reported depths of 10 feet in May 1983. A 25-ton mobile

lift and a 31⁄2-ton forklift are available for complete repairs. Gasoline and oil, diesel fuel, water, ice,

electricity, and other supplies and services are available. On the southwest side of this bridge is the yard of

a yacht-building corporation. About 0.2 mile above the

twin bridges, on the northwest side, there is another

marina for yachts with a reported approach depth of 4.5

feet and alongside depth of 7.0 feet in June 2004 that

can provide berths with electricity, gasoline, diesel fuel,

water, ice, a pump-out station and marine supplies. A

50-ton lift is available for hull, engine and electronic

repairs. A shopping center and a cafeteria are within

three blocks of the marina.

(146) Cedar River, a tributary of the Ortega, enters from

the northward about 1.5 miles above the mouth. In May

1983, the reported controlling depth was 6 feet from

the entrance to the highway bridge 1.4 miles above the

entrance. The Blanding Boulevard highway bridge, 0.6

mile above the mouth, has twin fixed spans with a horizontal clearance of 30 feet and a vertical clearance of 16

feet. An overhead power cable 100 yards above the

bridge has a clearance of 43 feet. The San Juan Avenue

highway bridge, 1.4 miles above the mouth, has a

39-foot fixed span with a clearance of 11 feet at the

center.

(147) On the west side of St. Johns River, 4 miles southward of Fuller Warren Bridge at the entrance to Pirates

Cove, is the private Florida Yacht Club. Special anchorages are off the entrance to Pirates Cove. (See 110.1

and 110.73, chapter 2, for limits and regulations.)

(148) Goodbys Creek, on the east side of the St. Johns

River about 7 miles southward of Fuller Warren Bridge,

has reported depths of about 2 feet to just above the

twin bridges of State Route 13, about 0.3 mile above the

entrance; the twin 32-foot spans have a clearance of 11

feet. The entrance is marked by a light, and pilings border the channel. Local knowledge is advised. Two small

marinas are on the north side of the creek, on either

side of the bridges; gasoline and oil, berths, water, ice,

and some marine supplies are available. The lower marina has a 15-ton hoist; hull, engine, and electronic repairs can be made. In May 1983, with local knowledge,

6 feet was available to the lower marina.

(149) Jacksonville Naval Air Station extends along the

west side of the St. Johns River about 0.7 mile

northwestward of and 2.5 miles south-southwestward

of Piney Point. A large pier is close south of Piney

Point. In April 1982, the dredged channel leading to the

pier had a controlling depth of 14 feet to the outer end

of the pier except for shoaling to 13 feet along the

northeast edge of the basin, thence 16 feet north and 11

feet south of the pier. Another dredged channel leads to

a small basin at the station about 2.4 miles southward

of Piney Point. In 1978, the controlling depth was 9 feet

in the channel and 6 feet in the basin except for shoaling to 3 feet at the west end.

(150) The twin fixed spans of Highway 295 bridge, with

clearances of 65 feet cross the St. Johns River just below the Naval Air Station, 2.5 miles southward of Piney

Point.

(151) In August 1985, a sunken wreck was reported near

the Highway 295 bridge in about 30°11'21"N.,

81°39'33"W. In 1996, a submerged wreck was about

1,000 yards southward of the bridge, in about

30°11.0'N., 81°41.0'W.

(152) Orange Park, 10 miles south of Fuller Warren

Bridge on the west bank of the St. Johns River, is a winter resort.

(153) In September 1986, a 10-foot shoal spot was reported about 1.1 miles southeast of Orange Park in

about 30°09'14"N., 81°41'11"W.

(154) Doctors Inlet, 10.5 miles southward of Fuller Warren Bridge, is the entrance to Doctors Lake from the

St. Johns River. In May 1983, the inlet had a reported

controlling depth of 12 feet, thence general depths of 7
to 12 feet to the head of the lake. Because of extensive

shoals on both sides of the inlet, midchannel courses

must be steered from abeam of Light 10 until through

the inlet. The lake is an excellent fishing ground for

sportsmen and a haven for small boats in stormy

weather. U.S. Route 17 fixed highway bridge with a

clearance of 37 feet crosses the mouth of Doctors Inlet.

(155) There is a well-equipped marina on the south side

of Doctors Inlet immediately west of the highway

bridge. There are 35 covered slips for boats of up to

about 40 feet and 7 open 24-foot slips; depths to the

berths are reported to be about 5 feet. Gasoline pumps

are on a bulkhead about 300 feet long; sailboats too

large for the open slips may moor here. Ice, water, electricity, and some marine supplies are available. Also, on

the south side of the inlet just eastward of the bridge is

another marina. The entrance channel is marked by

private daybeacons. In April 1990, the reported alongside depth was 6 feet. Ice, water, electricity, and some

marine supplies are available. A 20-ton mobile lift is

available, and hull repair can be made.

(156) In May 1983, many pilings, visible at low tide, but

submerged at high tide, were reported in Doctors Lake:

several along the northern lakeshore between Orange

Point and Macks Point, others off Cane Point, Dixton

Siding, and Catfish Point. An old target area and submerged pilings are reported in Mill Cove.

(157) Swimming Pen Creek, with two small arms at its

head, is entered through an unmarked channel at the

south end of Doctors Lake. A fixed highway bridge with

a clearance of 9 feet crosses the creek about 0.4 mile

above the entrance. With local knowledge depths of

about 4 feet can be carried to the bridge, thence about 1

to 2 feet to the head of east and west arms. An overhead

power cable with a clearance of 31 feet crosses the

creek just above the bridge. Piles, some submerged, are

in the creek; exercise extreme caution.

(158) Julington Creek, 13 miles south of Fuller Warren

Bridge on the east bank, had a reported controlling

depth of 5 feet in May 1983, to State Route 13 highway

bridge about a mile inside the entrance, thence 41⁄2 feet

for another 1.3 miles. The highway bridge has a 44-foot

fixed span with a clearance of 15 feet. An overhead

power cable with a clearance of 42 feet crosses the

creek at the bridge on the east side.

(159) On the north bank of the creek, just westward of

the bridge is a fish camp with berths, electricity, gasoline, water, ice, launching ramp and limited marine

supplies and a marina with berths, gasoline, diesel fuel,

water, ice, and marine supplies. A 15-ton mobile lift is

available and hull repairs can be made. On the eastward

side of the bridge is a marina with berths, electricity,

gasoline, water, ice and marine supplies. A 10-ton mobile lift is available, and all types of repairs can be

made. The southern city limit of Jacksonville follows

the north side of Julington Creek.

(160) Black Creek, 18 miles southward of Fuller Warren

Bridge at Jacksonville, is navigable for vessels of about

8-foot draft for about 15 miles to the town of

Middleburg. In May 1983, the reported controlling

depth was 7 feet to the Seaboard System Railroad

bridge. The creek is used by small craft as a refuge during hurricanes. The trees along the bank form an excellent windbreak. Just inside the entrance are U.S. Route

17 twin fixed highway bridges with clearances of 30

feet. About 2.2 miles above the highway bridge an overhead power cable has a clearance of 47 feet. The Seaboard System Railroad (SCL) bridge, 5 miles above the

mouth, has a 44-foot fixed span with a clearance of 20

feet. Above the Seaboard System Railroad bridge up

Black Creek to Middleburg are numerous bridge and

cable crossings. The minimum vertical clearances are:

20 feet in Black Creek to the junction with North Fork

and South Fork; 16 feet in North Fork; and 13 feet in

South Fork. The bridges minimum horizontal clearances are: 40 feet in Black Creek to North Fork and

South Fork; 30 feet in North Fork; and 40 feet in South

Fork.

(161) Green Cove Springs, a town on the west bank of

the St. Johns River about 20 miles south of Jacksonville’s Fuller Warren Bridge, has a number of private

piers and a public concrete T-pier owned by the city. A

hotel and restaurant are three blocks up the street leading from the foot of the municipal pier. A customs station is at Green Cove Springs.

(162) The many long piers and the extensive group of

buildings and other facilities just southeastward of

Green Cove Springs were formerly part of a U.S. Naval

Station, but are now included in a privately owned industrial park; the northwesternmost pier is used by a

small shipyard which builds steel barges, and the other

piers are used for the dismantling of vessels by a

scrap-metal company. A large orange and white checkered tank in the industrial park is prominent from the

river. A marina at pier 11 has berths, electricity, water,

ice, and 30-ton mobile lift; all types of repairs can be

made. A boatyard that repairs company-owned tugs and

barges is southwest of the long piers on the west side of

the entrance to Red Bay Creek. The yard has a

1,000-ton synchrolift drydock and transfer system.

Emergency hull, engine, and electronic repairs can be

made.

(163) A section of a former bridge 2 miles southeastward

of Green Cove Springs extend out into the river 500

yards from the south shore and 500 yards from the

north shore; the rest of the bridge was removed. State

Route 16 highway bridge, 0.5 mile upstream, crosses

the river from Red Bay Point to Smith Point; it has a

St. Johns River ■ Chapter 9 ■ 339
fixed span with a clearance of 45 feet. There are submerged obstructions in the river from Magnolia Point,

4 miles below the bridge, to Smith Point. The areas are

outlined on the chart and should be avoided.

(164) Trout Creek and Sixmile Creek have a common entrance 24 miles south of Fuller Warren Bridge. These

creeks are navigable for about 3 or 4 miles upstream. In

May 1983, the reported controlling depth was 41⁄2 feet

to Hardwood on Trout Creek, and a depth of 4 feet could

be carried with local knowledge for about 2.2 miles on

Sixmile Creek. State Route 13 highway bridge, 0.5 mile

above the entrance of Trout Creek, has a 38-foot fixed

span with a clearance of 14 feet. Berths, gasoline, electricity, water, ice, minor repairs, limited marine supplies, and launching ramps are available at small fish

camps in Palmo Cove, at the head of the common entrance, in Trout Creek, just above the bridge, and in

Florence Creek, about 1 mile northwestward of Palmo

Cove. State Route 13 highway bridge, 1 mile above the

entrance to Sixmile Creek, has a 40-foot fixed span with

a clearance of 12 feet. An overhead power cable with a

clearance of 40 feet crosses the creek just below the

bridge.

(165) East Tocoi, 32 miles south of Fuller Warren

Bridge, is a small fish camp on the east side of the river.

Gasoline, ice, and water are available.

Chart 11487

(166) Ninemile Point, south of Jacksonville, is a sharp

point at a wide bend of the river. An overhead power cable across the outside bend about 1.5 miles east of the

point has a clearance of 38 feet.

(167) Rice Creek, 44 miles south of Jacksonville, is used

occasionally by fuel barges going to the paper plant,

about 2.3 miles above the mouth, near the head of its

southerly branch. Paper from the plant is shipped by

rail and barge. The creek is entered through a dredged

channel which leads westward from St. Johns River to

near the head of the southerly branch. In January 2003,

the reported centerline controlling depth was 12 feet

from St. Johns River to the mouth of the creek, thence

in 1985, 10 feet at midchannel to near the head of the

southerly branch. The channel is marked by a 273.3°

lighted approach range, lights, and daybeacons. The

CSX Railroad bridge, 0.8 mile above the mouth, has a

swing span with a channel width of 40 feet and a clearance of 2 feet. (See 117.1 through 117.49 and

117.324, chapter 2, for drawbridge regulations.) U.S.

Route 17 highway bridge, 1.0 mile above the mouth,

has twin fixed spans with a clearance of 45 feet. The

overhead power cables at the bridge and 1.1 miles

westward have clearances of 60 feet and 59 feet,

respectively.

(168) Putnam County Barge Port, about 0.6 mile southward of the entrance to Rice Creek, has a 410-foot marginal wharf with 8 feet reported alongside. Water,

electricity, railroad connections, and warehouse space

are available. Traffic is mostly in paper products. Transient pleasure craft may moor alongside the wharf at

their own risk.

(169) An overhead power cable, with a clearance of 91

feet over the main channel and 60 feet elsewhere,

crosses St. Johns River about 1.6 miles southward of

the channel into Rice Creek.

(170) Palatka is an important upriver town on the St.

Johns River 48 miles south of Jacksonville. There are

several sawmills; wood chips are shipped from them by

rail to the papermill on Rice Creek. The marina here

has good facilities for yachts. There are over 30 berths

with water and electricity at finger piers in front of a

large building about 0.3 mile southwestward of U.S.

Route 17 highway bridge. Gasoline and limited marine

supplies are available. The city pier, just northeastward

of the marina, has berths, electricity, and water. Only

overnight berthing is permitted. U.S. Route 17 fixed

highway bridge across St. Johns River at Palatka has a

clearance of 65 feet.

(171) Wilson Cove, 0.7 mile south of Palatka, is very shallow and fouled by hulks, piling, and concrete-ballast

blocks.

(172) Overhead power cables with a reported least clearance of 81 feet cross the St. Johns River about 2.5 miles

above the highway bridge.

(173) An overhead power cable with a reported clearance

of 85 feet crosses the river about 3.5 miles above the

highway bridge at Palatka.

(174) Along the southern shore of the St. Johns River,

about 4.5 miles above Palatka between San Mateo and

Edgewater, submerged piling of old piers are a menace

to inshore navigation. Keep at least 150 yards off this

shore. A submerged pile is on the northwest side of the

river opposite Edgewater, in about 29°36'00"N.,

81°36'30"W.

(175) A 25-ton mobile lift is available at San Mateo for

do-it-yourself repairs.

(176) In October 2002, shoaling to 5.4 feet was reported

in St. John River between Murphy Island Daybeacon 18

and Light 20.

(177) Dunns Creek, 6.5 miles above Palatka, is the approach to Crescent Lake, and is used by pleasure and

fishing boats. In June 2001, the controlling depth for

7.5 miles to the lake was 3.2 feet. Northeast storms

raise the height of water in the creek. Some of the

bends in the creek are sharp.

340 ■ Chapter 9 ■ Volume 4
(178) The eastern entrance at Polly Creek is just to the

west of the mouth of Dunns Creek.

(179) Murphy Creek crosses Dunns Creek 0.5 mile inside

the entrance. The easterly section of the creek is obstructed by a row of submerged pilings in Dunns Creek.

(180) U.S. Route 17 fixed highway bridge crosses Dunns

Creek 0.9 mile above the mouth and has a clearance of

45 feet. Overhead power and television cables are N of

the bridge with a clearance of 55 feet.

(181) Crescent Lake is about 11 miles long and has a

maximum width of about 2 miles. The general depths

in June 1975 were between 8 and 13 feet, gradually

shoaling toward shore. There are no periodic tides in

the lake; the range of tide in Dunns Creek becomes zero

near its end. Sudden squalls in the lake cause a chop

dangerous to small boats. In the center of the lake, the

bottom is soft mud. Near the shore, the bottom

changes to hard sand. Large patches of hyacinth drift

about the lake with the changing wind. The lake appears to be free of sunken logs, but when navigating

near the shore a close watch should be maintained for

broken-off piling and sunken logs. On the west side of

the lake, about 1 mile above Crescent City, is a motel

and fishing resort where berths with electricity, water,

ice, gasoline, and limited marine supplies are available.

(182) Crescent City is on the west side of the lake about

6.5 miles from the north end. There are a municipal

pier and a number of private piers, some of which are in

ruins. The municipal pier had 10 feet reported alongside in May 1983.

(183) In May 1983, it was reported that a draft of 2 feet

could be taken into and for a distance of 5 miles up Haw

Creek at the head of Crescent Lake. Above this point

navigation is obstructed by trees and logs. About 3

miles above the mouth is the hulk of a gunboat sunk

during the Civil War.

(184) Dead Lake is about one mile long and 0.5 mile wide

at the head of Crescent Lake and, in 1963, had a general

depth of 8 feet in the center. St. Johns Park and the ruins of a dock are on the northeast shore. Considerable

hyacinths are found at times in the lake.

Chart 11495

(185) There are many fishing camps, resorts, and small

marinas along the St. Johns River as far as Lake

George; most have gasoline pumps, and some have

moorage and other facilities. A recreation map showing

the various facilities may be obtained from the Putnam

County Chamber of Commerce, Box 550, Palatka, FL

32077.

(186) At Buffalo Bluff, 9.8 miles above Palatka, the St.

Johns River is crossed by the Seaboard System Railroad

(SCL) bridge which has a bascule span with a clearance

of 7 feet. There are three boatyards at Stokes Landing,

1.6 miles southward of the railroad bridge at Buffalo

Bluff. The southernmost has a 40-ton marine railway

and complete yard facilities for hull, engine and electrical repairs. The other two boatyards are used for shipbuilding and maintenance of company-owned tugs and

barges.

(187) The entrance to the Cross Florida Greenway is on

the west side of the St. Johns River 2.4 miles southward

of the railroad bridge at Buffalo Bluff. The canal is primarily open to barge traffic, but also pleasure and fishing boats. It extends from St. Johns River for 93 miles

to the Gulf of Mexico at a point about 3.0 miles N of the

Crystal River power plant.

(188) In December 1968, the Henry Holland Buckman

Lock and Rodman Dam were completed, and the lock

was open for use; it is the easternmost lock and is about

1.5 miles westward of the canal entrance from the St.

Johns River. The lock is 84 feet wide and 600 feet long,

has a depth of 14 feet over the gate sills, and a lockage

time of 15 to 20 minutes; it is operated from 0800 to

1130 and 1200 to 1600 daily until the entire barge canal

is completed. Traffic lights are in operation at both

ends of the lock. (See 207.160, chapter 2, for regulations.) Rodman Dam, across the Oklawaha River about

8 miles above its junction with the St. Johns River,

blocks navigation of the Oklawaha River above the

dam, as there is no lock; the upper Oklawaha River is

reached through the eastern entrance of the barge canal from the St. Johns River, through Henry Holland

Buckman Lock, thence through Lake Ocklawaha, the

pool formed by Rodman Dam.

(189) In May 1983, the canal had been completed from

the St. Johns River to the lock and for about 4.7 miles

westward of the lock, where it enters Lake Ocklawaha.

This completed section of the canal is unmarked; it is

crossed about 1.6 miles westward of Henry Holland

Buckman Lock by State Route 19 fixed highway bridge

with a clearance of 68 feet; an overhead cable east of the

bridge has a clearance of 85 feet. In traversing Lake

Ocklawaha to the upper Oklawaha River, prior to completion of the dredged barge canal, it is advisable to follow the course of the Oklawaha River bed through the

lake, which is marked by aids to navigation installed by

the Corps of Engineers; the markers, on iron pipes, are

red on the right side of the river and green on the left

side when going down the lake (away from Henry Holland Buckman Lock). Caution should be exercised

since numerous floating obstructions may be encountered in the lake. The lake extends about 13 miles to the

site of the Eureka Lock and Dam, construction of

which has been suspended, but which has a navigation

bypass; boats of less than 3-foot draft can continue up

St. Johns River ■ Chapter 9 ■ 341
the Oklawaha River from Eureka Lock and Dam to the

junction with Silver Springs Run, a distance of about

17 miles; navigation of the river from Silver Springs

Run to Moss Bluff Lock and Dam, about 12 miles, and

from Moss Bluff Lock to Lake Griffin, about 8 miles,

may not be feasible at times due to low water. Vessel operators should verify water levels with the Moss Bluff

lockmaster (telephone 352-288-4171). Navigation regulations for the Moss Bluff Lock and Dam are given in

207.169, chapter 2.

(190) Information on the pool level above Moss Bluff

Dam is given in 207.170, chapter 2. State Route 316

fixed highway bridge across the barge canal and

Oklawaha River about 1 mile above the Eureka Dam

has a clearance of 65 feet at the canal. The minimum

clearances of the several highway swing bridges across

the Oklawaha River above Eureka Dam are 8 feet vertical and 34 feet horizontal. (See 117.1 through 117.59

and 117.319, chapter 2, for drawbridge regulations.)

(191) In 1986, the Federal government de-authorized the

Cross Florida Barge Canal project and in 1990, turned

the right of way over to the State of Florida. It is operated by the Office of Greenways and Trails under the

State of Florida Department of Environmental Protection. For current information on the Cross Florida

Greenway, contact the Office of Greenways and Trails at

(850) 488-3701 in Tallahassee, FL.

(192) At the settlement of Saratoga, on the east side of

the St. Johns River 2.3 miles southward of the Cross

Florida Barge Canal entrance, there is a small private

wharf with clock faces on the cupola of the shelter roof.

(193) A marine resort is on the east side of the river 0.9

mile southeastward of the charted cupola at Saratoga.

There is a long landing and float here for moorage of

about 100 boats, with reported depths of 8 feet. Gasoline and oil, diesel fuel, water, electricity, ice, and limited marine supplies are available.

(194) Welaka is a town on the east side of the St. Johns

River, 18 miles above Palatka and 66 miles south of

Jacksonville. There are several fishing camp landings,

with depths of 5 to 7 feet alongside, where gasoline, water, ice, and some marine supplies can be obtained. A

marine railway can haul out boats up to 35 feet for general repairs. Provisions are available.

(195) Oklawaha River has its source in the system of

large lakes in the central part of the peninsula of

Florida and flows in a general northerly direction, then

eastward, emptying into the St. Johns River 19 miles

south of Palatka. Do not confuse the entrance of Bear

Creek to the southward with the mouth of the river.

The river is navigable for about 8 miles above the

mouth to Rodman Dam; this is the head of navigation,

as the dam has no lock. The upper Oklawaha River and

Rodman pool are reached from the St. Johns River

through the Cross Florida Barge Canal. (See the preceding description of that waterway.)

(196) The depths and the speed of the downstream current in Oklawaha River below Rodman Dam are uncertain and will vary with the amount of water discharged

from the dam’s spillway. In May 1983, it was reported

that a depth of 4 feet could be taken to the dam. The

river is extremely winding and is obstructed by shoals;

snags and hyacinths may be encountered. State Route

19 fixed bridge crosses the river about 2.5 miles above

the mouth with a clearance of 34 feet at low water

stage.

(197) A ferry consisting of a tug and barge crosses St.

Johns River 4.2 miles south of Welaka just below Mt.

Royal. An overhead power cable with a clearance of 65

feet crosses the river at this point. Gasoline can be obtained at several fishing camps along the river between

Fort Gates, about 5.3 miles south of Welaka, and

Georgetown.

(198) Georgetown is a small town on the east bank of St.

Johns River at the north end of Lake George, 8 miles

south of Welaka. A ferry consisting of a tug and barge

crosses the river between the town and Drayton Island.

A marine railway that can handle craft up to 35 feet for

hull and engine repairs is about 0.1 mile southeastward

of the ferry landing. Fish camps at Georgetown have

gasoline, water, ice, and limited marine supplies.

(199) Lake George, the first of the larger lakes on St.

Johns River 75 miles south of Jacksonville, is about 10

miles long and 5.5 miles wide. The bottom is fairly uniform with depths of 8 to 12 feet in the center, shoaling

rather abruptly near the shores. The improved channel, marked by a 347° lighted range at the north end

and a 166.8° lighted range at the south end, lights, and

daybeacons, cuts through the middle of the lake. In

strong northerly and southerly winds the water becomes very rough. Small patches of hyacinth drift

about the lake with the changing winds. Numerous old

piling are found near the lake shore in 2 to 8 feet of water. The creeks emptying into the lake are shoal. A naval

bombing area is in the eastern part of the lake. (See

334.520, chapter 2, for limits and regulations.)

(200) In May 1982, guide piles at the south end of Lake

George between Lights 15 and 17 were reported in disrepair and extending into the channel.

(201) Astor is a small village 4.5 miles south of Zinder

Point at the south end of Lake George. State Route 40

highway bridge, across the St. Johns River has a bascule span with a clearance of 20 feet; in the open position the draw overhangs the west side of the channel

above a height of 72 feet. The bridgetender monitors

VHF-FM channel 16 and works on channel 13; call sign,

WXY 904. The nearby overhead power cable has a

342 ■ Chapter 9 ■ Volume 4
clearance of 50 feet. In January 2008, the cable was reported to have sagged below its authorized clearance.

(202) There are good overnight accommodations here,

on both sides of the river just south of the bridge. There

are restaurants and motels with landings, and gasoline

is pumped from several fuel piers. There are reported

depths of 7 to 13 feet at the piers.

Chart 11498

(203) The main channel of St. Johns River flows through

the northwest portion of Lake Dexter, 92 miles south of

Jacksonville. This very shallow lake is 3.7 miles long

and about 0.9 mile in its widest part. In May 1983, it was

reported that a draft of 3 feet could be carried eastward

through Lake Dexter, Tick Island Creek, Lake Woodruff, Spring Garden Creek, and the northern portion of

Spring Garden Lake to De Leon Springs. The channel

and aids to navigation are privately maintained. De

Leon Springs is a privately owned tourist attraction

and is one of the larger freshwater springs in Florida.

(204) On the St. Johns River 14.6 miles south of Dexter

Point, at Crows Bluff, the river is crossed by State

Route 44 highway bridge which has a bascule span with

a clearance of 15 feet at the center. An overhead power

cable with a clearance of 83 feet crosses the river 0.3

mile north of the bridge. A marina is on the east side of

the river 0.2 mile north of the bridge; berths with electricity, water, ice, gasoline, launching ramp, hull and

engine repairs, and a 20-ton mobile lift are available.

On the east side of the river just north of the bridge, is a

small park with boat basin, small piers, and launching

ramp. In June 1975, general depths of about 7 feet were

reported in the basin. Water can be obtained at the

park. Just south of the bridge, gasoline is available at a

landing which had a reported depth of 41⁄2 feet alongside in May 1983.

(205) Several fishing resorts are between the bridge at

Crows Bluff and Lake Beresford; berths, electricity,

pump-out stations, gasoline, diesel fuel, water, ice,

some marine supplies, and launching ramps are available, and hull and engine repairs can be made.

(206) Lake Beresford is a small lake, 2.2 miles long north

and south and 0.5 mile wide, on the east side of the St.

Johns River, 107 miles south of Jacksonville. A yacht

club, fish camp, and boatyard are on the west side of the

lake, and two fish camps are on the east side. Gasoline,

water, and ice are available at the fish camps. The

boatyard has a 32-foot marine railway, 4-ton marine

lift, 32 berths with reported depths of 5 to 7 feet alongside, wet and covered storage, marine supplies, water,

and electricity; hull and engine repairs can be made.

Beresford is a small town and landing near the north

end of the lake. In May 1983, the reported controlling

depth was 3 feet to and alongside the dock of a fish

camp at the town.

Manatees

(207) A motorboat prohibited zone for the protection of

manatees is in Blue Springs Run, and regulated speed

zones are at its junction with St. Johns River, about 2

miles above Lake Beresford. (See Manatees, chapter 3.)

(208) Wekiva River, 115 miles south of Jacksonville, had

a reported controlling depth of 3 feet in May 1983 for a

distance of about 3 miles above the mouth; above this

point the river is little used and is obstructed by trees,

logs, and hyacinth. The entrance is difficult to distinguish.

(209) The improved channel of St. Johns River enters

Lake Monroe 120 miles south of Jacksonville. Near the

west end of the lake the river is crossed by three

bridges. The Seaboard System Railroad (SCL) bascule

span and the U.S. Route 17 highway swing span have a

minimum clearance of 7 feet. In March 1993, a replacement fixed highway bridge was under construction for

the Route 17 swing span. The overhead power cables

below and above these bridges have a minimum clearance of 49 feet. On the north side of the river just east of

the highway bridge is the small dredged basin of a State

Park with reported depths of about 5 feet in March

1980. Berths and launching ramps are available. The

Interstate Route 4 fixed bridge, nearest the lake, has a

clearance of 45 feet.

(210) Enterprise is a town on the north shore of Lake

Monroe. A channel, marked by daybeacons, leads to the

wharf of a powerplant west of the town. In 1984, the

centerline controlling depth was 71⁄2 feet.

(211) Sanford, 123 miles south of Jacksonville, is an important city and railroad center on the south side of

Lake Monroe in the heart of the celery district. Commercial barge traffic consists of petroleum products

from Jacksonville; there are three oil company receiving piers westward of the yacht harbor. The modern

well-equipped yacht harbor has gasoline, diesel fuel

(schedule ahead), water, ice, electricity, launching

ramp, pump-out station, wet and dry storage, marine

supplies, and a lift to 35 tons; engine and electronic repairs can be made. In February 2004, the reported approach depth was 9 feet with 4 feet alongside. A large

motel is adjacent to the harbor. Another small-craft facility available in the Sanford area is at a boatworks just

off the St. Johns River about 3 miles eastward of the

city; the facility is on the south bank of Indian Mound

Slough, just northwestward of the highway bridge at

28o48'06"N., 81o12'49"W. In February 2004, reported

depths of 5.5 feet and 6.5 feet were available in the

St. Johns River ■ Chapter 9 ■ 343
344 ■ Chapter 9 ■ Volume 4

approach and alongside the berths, respectively. Gasoline, diesel fuel, water, electricity, marine supplies, and

a pump-out station are available. Boats 75 feet long can

use the docks and moorings; a marine railway can haul

boats 60 feet long. Hull, engine and electronic repairs

can be made; lift to 50 tons. A wharf 200 feet long provides covered storage for over 50 boats up to 60 feet in

length.

St. Johns River above Sanford

(212) The route from Lake Monroe to Lake Harney, a distance of 15 miles, is marked by numerous markers

which have not been maintained since 1940. Navigation is not difficult except during periods of high water

when the banks are flooded, at which time a local pilot

should be taken.

(213) State Route 415 highway bridge crossing the St.

Johns River, 3 miles east of Sanford, has a fixed span

with a clearance of 25 feet. An overhead power cable at

the bridge has a clearance of 69 feet.

(214) At the entrance to Lake Jessup, 6 miles east of Sanford, State Route 46 highway bridge crosses the channel entering the lake. It has a 47-foot fixed span with a

clearance of 14 feet. A section of the old bridge just

downstream extends 45 feet from the west shore and is

used as a fishing pier. Lake Jessup is about 8.5 miles

long with a greatest width of 2.2 miles. It is very shallow at the entrance and little used. General depths in

the lake are 6 to 8 feet. An overhead power cable, about

6.1 miles upriver from Lake Jessup to Lake Harney,

crosses the river with a clearance of 65 feet.

(215) St. Johns River flows from Lake Harney, 140 miles

south of Jacksonville. The lake is about 3.6 miles long

with a greatest width of 2.2 miles. It is uniformly 6 to 7

feet deep except along the shores where it shoals. Boats

do not generally go above the lake.

(216) Above Lake Harney the St. Johns River continues

generally southward through Lake Poinsett, Winder,

Washington, Sawgrass, and Hellen Blazes, then into St.

Johns Marshes.
St. Johns River ■ Chapter 9 ■ 345
346 ■ Chapter 10 ■ Volume 4
St. Johns River to Miami

(1) This chapter describes the Florida coast southward

from the St. Johns River (30°24'N., 81°24'W.) to Miami

(25°46'N., 80°08'W.), and includes the deepwater ports

at Port Canaveral, Fort Pierce, Port of Palm Beach, Port

Everglades, and Miami. Information for offshore navigation is given first, followed by a detailed description

of the coast, inlets, and seaports. The Intracoastal Waterway for this section of the coast is described in chapter 12.

COLREGS Demarcation Lines

(2) The lines established for this part of the coast are

described in 80.723 through 80.730, chapter 2.

Weather

(3) The most dangerous navigational weather hazards

along this coast are tropical cyclones. While they can

develop in any month, they are most likely from June

through October. Mid-August through October is the

peak season. There is about a 75 percent chance that at

least one tropical cyclone will affect these waters each

year; a 65 percent chance exists that it will be a hurricane. The frequency of landfalling tropical cyclones increases dramatically, south of Daytona Beach. On the

average, Miami will experience hurricane force winds

once in seven years, compared to once in 30 years at

Daytona Beach and once in 50 years at Jacksonville.

During the Fort Lauderdale hurricane of 1947, sustained winds reached 105 knots and gusted to 135

knots at Hillsboro Lighthouse, while Miami recorded

106-knot winds with 130-knot gusts in the October

hurricane of 1950. Storm surges in severe hurricanes

can reach 15 feet (4.6 m) or more above mean sea level.

In deep water, waves of 30 to 40 feet (9 to 12 m) are possible. Early and late in the hurricane season, storms are

often likely to approach the area from the western Caribbean either on a northerly or northeasterly heading.

Midseason storms may either be recurving toward the

north through northeast or moving west-northwestward.

(4) In general weather along this coast poses few problems for mariners. Gales are usually encountered less

than 1 percent of the time with maximum winds reaching 35 to 50 knots from September through March. The

easterly trade winds are common throughout much of

the year with average speeds of 10 to 15 knots. Only

infrequently will a severe cold front or winter storm affect these waters. These cold fronts bring large temperature drops and strong, gusty winds. Northwesterly and

northerly winds are usually the strongest. Maximum

waves of 18 to 25 feet (5.5 to 7.6 m) can be expected in

deep waters from September through February while

waves of more than 6 feet (1.8 m) occur 8 to 15 percent

of the time from about October through March. Thunderstorms are most likely from May through October

and may be associated with easterly waves or tropical

cyclones. Tornadoes and waterspouts have been reported in all months; they are not usually as violent as

the tornadoes of the mid-West.

Chart 11480

(5) The coast from St. Johns River to Cape Canaveral

trends south-southeastward for 125 miles. Three inlets, St. Augustine, Matanzas, and Ponce de Leon indent the coast. From St. Johns River to Ponce de Leon

Inlet the coast is bold in appearance, with an almost

continuous range of sand dunes backed by woods. The

section southward of Ponce de Leon Inlet for 25 miles

is formed by a very narrow strip of lowland lying between the sea, and Indian River North, and Mosquito

Lagoon. From seaward this coast shows a lowline of

sand dunes partially covered by grass and scrub trees

with distant woods showing over them. The only natural object distinctive in appearance is Turtle Mound, a

green hillock about 10 miles south of Ponce de Leon Inlet. When seen from northward and eastward, it is quite

conspicuous but is less marked when viewed from

other directions. The woods in the vicinity of Cape

Canaveral are farther back from the beach and are less

distinct when seen from seaward. Many landmarks are

available along this stretch of the coast that may be

used by southbound vessels proceeding close inshore

to avoid the Gulf Stream.

(6) The depths from St. Johns River to Cape Canaveral

are irregular. Depths of 5 to 7 fathoms are 1 mile offshore, while a depth of 3 fathoms is within 0.4 mile of

the shore except off the entrances to St. Johns River, St.

Augustine Inlet, Ponce de Leon Inlet, and from about 7

miles north of False Cape to Cape Canaveral.

St. Johns River to Miami ■ Chapter 10 ■ 347
(7) A 179°-359° measured nautical mile is just southward of the entrance to St. Johns River; the markers are

located northward and southward of St. Johns Light. A

submerged instrument platform that extends about 6

feet off the bottom is 5.8 miles south of St. Johns river

in about 30°18.1'N., 81°23.0'W. Shoal spots with depths

of 33 to 38 feet over them are from 4 to 6 miles offshore

and from 12 to 16 miles north-northeastward of St. Augustine Light. These shoals are about 8 miles long in a

southeasterly direction and about 2.5 miles wide. A

swash channel with depths of 40 to 50 feet is inside

these shoals and about 2 miles from the beach.

(8) Off Ponce de Leon Inlet 10 fathoms will be found

within 2 miles of the beach. A wreck with 35 feet over it

and shoals with a least depth of 35 feet are 5 to 7 miles

north-northeastward of Ponce de Leon Inlet, and privately marked and unmarked fish havens extend 11

miles offshore northeastward and 13 miles offshore

southeastward of the inlet. A dangerous sunken wreck

is about 1.7 miles east-southeast of the inlet. Going

southward the 10-fathom curve gradually works offshore to a distance of 10 miles off False Cape. From

about 7 miles north of False Cape to Cape Canaveral

there are dangerous shoals.

(9) Northeastern reporting system/Southeastern reporting system (See 33 CFR 169.105 and 169.115,

chapter 2, for limits.)

Chart 11460

(10) From Cape Canaveral to Fort Pierce Inlet, the coast

trends generally south-southeastward for 62 miles and

is broken only by Sebastian Inlet. The inlet is a narrow

dredged channel, not distinguishable from any distance offshore except by the highway bridge across the

inlet and by the sand spoil bank on the north side which

is bare and a little higher than other sand dunes in the

vicinity. This section of the coast is formed almost entirely by a low, narrow strip of sand, covered with vegetation, which lies at a distance of 1 to 2 miles from the

mainland, from which it is separated by the shallow waters of Banana and Indian Rivers, a part of the

Intracoastal Waterway. From seaward the coast shows a

line of sand dunes partly covered with grass and scrub

palmetto. At several places buildings show prominently

from seaward. In the background the heavy woods on

the mainland may be seen. Shoals extend 10 miles offshore with a least depth of 23 feet about 2.5 miles

north-northwestward of Bethel Shoal Lighted Whistle

Buoy 10, which is about 47 miles south-southeastward

of Cape Canaveral Light.

(11) A coral habitat area of particular concern (HAPC)

is centered about 22 miles, 055° from the entrance to

Fort Pierce Inlet.

(12) From Fort Pierce Inlet to Lake Worth Inlet, the

coast trends generally south-southeastward for 43

miles and is broken by St. Lucie and Jupiter Inlets. This

section of the coast is formed by a low, narrow strip of

sand, covered with vegetation, and separated from the

mainland by the shallow waters of Indian River and by

the Intracoastal Waterway connection between the Indian River and Lake Worth. From seaward the coast

shows a line of sand dunes partly covered with grass

and scrub palmetto. In the background the heavy

woods on the mainland may be seen. Buildings show

prominently from seaward.

(13) From Lake Worth Inlet the general trend of the

coast is south for 60 miles to the Miami Harbor entrance. The coastline is broken by Port Everglades, several unimportant inlets, Bakers Haulover Inlet, and the

entrance to Miami Harbor. It is formed almost entirely

by a low sand beach covered with grass and scrub palmetto, back of which it is wooded. Conspicuous from

seaward are the buildings and piers at Palm Beach,

Hillsboro Inlet Light, and the large buildings and tanks

along the beach from Palm Beach southward, especially at Fort Lauderdale, Hollywood, Miami Beach, and

Miami.

(14) This section of the coast is also fairly bold, and the

20-fathom curve runs parallel to the beach at a distance

of about 2 miles until in the vicinity of the Miami Harbor entrance where the curve of the shore becomes

south-southwestward and the 20-fathom curve is about

4 miles offshore. Between Port Everglades and the Miami Harbor entrance shoaling is rapid, depths of 6 to 8

fathoms being found in places 1.5 miles from the

beach.

Chart 11488

(15) The coast between St. Johns River and St. Augustine Inlet is straight with the 5-fathom curve about 0.5

mile offshore except at the entrances. Offshore shoals

along this route have been described previously.

(16) The first 10 miles south of St. Johns River are

marked by the water tanks and multistoried buildings

at most of the beach resorts. The buildings, amusement

park, and pier at Jacksonville Beach, and the spherical

elevated water tank at Ponte Verda Beach, about 6.5

miles and 9 miles southward of the river entrance, respectively, are very prominent. Otherwise the coast is

unmarked except for St. Johns Light and St. Augustine

Light.

348 ■ Chapter 10 ■ Volume 4
Charts 11488, 11485

(17) St. Augustine Inlet is 30 miles south of the St.

Johns River entrance. St. Augustine, the oldest city in

the United States and a popular winter resort with several fine hotels, is 2 miles inside the entrance.

Prominent features

(18) St. Augustine Light (29°53'08"N., 81°17'19"W.),

161 feet above the water, is shown from a conical tower

with a black and white spirally banded shaft on the

north end of Anastasia Island, 1.5 miles south of the

entrance to St. Augustine Inlet.

(19) Other prominent features are an elevated water

tank about 200 yards southeast of the light, the towers

of the Vilano Beach (State Route A1A) lift bridge on the

Tolomato River, a radio tower 1.3 miles southward of

the light, the lighted cross and the radio tower in the

northern part of the city, and a cupola on the south end

of a large building in the city. Castillo de San Marcos

may be seen after entering the inlet.

Channels

(20) The entrance channel to St. Augustine Inlet is subject to frequent change in depth and direction due to

current and storm action; it is protected by a partial

groin on the north side and by a jetty on the south side.

Dangerous and shifting shoals extend 1 mile seaward. A

lighted whistle buoy marks the approach, and buoys

mark the channel. These aids are not charted since they

are moved frequently with changing conditions to

mark the best water. Mariners are advised to seek local

knowledge prior to entering.

Anchorages

(21) There is good anchorage in the Matanzas River at

St. Augustine both below and above the bridge. This anchorage, however, is not used as a harbor refuge because during strong northeasterly and northwesterly

winds the sea makes the bar impassable even for small

vessels. A more protected anchorage in depths of 20

feet, hard sand bottom, is reported in Salt Run, close

south-southeastward of St. Augustine Inlet. About 8

feet can be taken to this anchorage. The mariner

should favor the eastern shore for the best water and

lee. Private buoys mark the channel into Salt Run.

Routes

(22) The shore should be given a berth of at least 2 miles

when approaching St. Augustine Inlet in order to stay

outside of the outer sea buoy. No strangers should attempt to enter without a pilot as the channel shifts frequently.

Tides

(23) The mean range of tide is 4.5 feet, and high water

occurs about 20 minutes later than at Mayport.

Weather, St. Augustine and vicinity

(24) While this area lies within the northern portion of

the trades, local effects often determine the winds. In

general there is a northerly component in winter and a

southerly one in summer. The onshore trades are often

reinforced by the local sea breeze, which results in

strongest winds blowing during the afternoon. From

May through September, winds of 17 knots or more occur about 1 to 5 percent of the time compared to 5 to 10

percent for the remainder of the year. These winter

winds are also more variable due to occasional frontal

passages and low pressure systems. Nighttime winds

are usually the lightest. While damaging tropical cyclones are infrequent, less severe storms can still dump

8 to 10 inches (203 to 254 mm) of rain in this area. One

of the worst storms to hit this area was hurricane Dora

in 1964. Winds at St. Augustine were estimated at

about 110 knots while a 12-foot (4 m) tide swept over

Anastasia Island.

(25) The moderating influence of the ocean on maximum summer temperatures and minimum winter

temperatures is pronounced along the coast but diminishes a few miles inland. Temperatures reach 90°

(32.2°C) or higher at the beach on only a little more

than one-half as many days as in the city. The rainy season runs from mid-June through mid-October when

about one-half of the 52-inch (1,320 mm) annual average is recorded. During the summer, rain usually falls

as afternoon and early evening thundershowers, which

also help cool things off.

Pilots

(26) All vessels including yachts not having local knowledge of the channel are advised to take a local pilot both

entering and leaving the inlet. Pilots are available by

prior arrangement with the dockmaster at the city

yacht pier. At least 24 hours advance notice of time of

arrival is requested.

Harbor regulations

(27) A dockmaster controls moorage at the city yacht

pier. The city has a harbormaster, who can be contacted

through the dockmaster or by telephone (904-829-3966).

Small-craft facilities

(28) A number of small private landings are on the east

side of the city, north and south of the bridge. The city

yacht pier is about 100 yards south of Route A1A highway bascule bridge which crosses the Matanzas River

opposite the center of the city. Berths with electricity,

St. Johns River to Miami ■ Chapter 10 ■ 349
gasoline, diesel fuel, water, ice, pump-out station and

marine supplies are available. In April 2006, the reported alongside depth was 12 feet.

(29) A privately marked channel with a reported controlling depth of 51⁄2 feet in 2002 leads to a marina on

the west side of Salt Run. Berths with electricity, gasoline, diesel fuel, water, ice, marine supplies and wet

storage are available. Engine and electronic repairs can

be made.

(30) Marine railways to 90 feet and complete repair facilities are available at several boatyards and marinas in

San Sebastian River.

(31) The Intracoastal Waterway enters the St. Augustine Inlet from the north through Tolomato River and

continues southward through Matanzas River. Clearance of the Bridge of Lions (Route A1A) crossing the

Matanzas River at St. Augustine is given in chapter 12.

(32) San Sebastian River flows past the west side of the

city of St. Augustine and empties into the Matanzas

River 1.4 miles south of the Route A1A highway bridge.

In 1996, the controlling depth in the channel, marked

by daybeacons, was 6 feet (8 feet at midchannel) to

Kings Street Bridge. In stormy southeasterly weather

small boats may find a good haven in the river. The

overhead power cable crossing the river about 300

yards south of the Kings Street Bridge has a clearance

of 66 feet.

(33) An extensive shrimp industry is conducted along

the wharves in the upper part of the river, being supplied by seagoing shrimp boats during the shrimp season. Several small shipyards and shrimp boatbuilding

yards are along the river. Shrimp boats up to 150 feet

long can be handled for general repairs. Supplies and

fuel may be obtained at the wharves.

Chart 11486

(34) From St. Augustine Inlet to Ponce de Leon Inlet

the coast continues straight, broken only by Matanzas

Inlet. The 5-fathom curve is within 0.5 mile of the

shore except off St. Augustine Inlet and Matanzas Inlet.

Numerous marked and unmarked fish havens are as

much as 18 miles offshore.

(35) An oceanic spring is 8.2 miles southeastward of St.

Augustine Light and 2.4 miles east of Crescent Beach.

The location of the spring can be easily detected by the

appearance of the water; noticeable swirls, similar to

those in a swiftly running stream, can be seen at a distance of about a mile. At times, especially in rough

weather, there is a marked disturbance of the water and

yellowish color trails off to the northeastward. In

choppy weather, a slick is the most noticeable feature.

In fact, it has all the appearances of a shoal or reef.

(36) A closer view shows a slick swirl with a slight overfall, the center of the swirl moving about 100 feet, first

to the eastward and then to the westward, and a noticeable streak of current to the northeastward. The swirls

and overfalls vary rapidly in intensity, as though large

bubbles or intermittent volumes of water were being

emitted. A boat will be thrown out of the swirl so that it

is difficult to hold it in position.

(37) A strong odor, quite similar to the smell of water

from the various sulfur springs of Florida, is noticeable, and under favorable circumstances can easily be

detected 2 miles away.

(38) Matanzas Inlet (see chart 11485) is 11 miles southward of St. Augustine Light. It affords an outlet for

Matanzas River, which extends northward to St. Augustine and southward, following the coast for a distance

of 8 or 10 miles to Graham Swamp. The inlet is obstructed by a shifting bar, and breakers extend across

the entire entrance in normal weather. However, in

May 1983, it was reported that with local knowledge

about 3 feet could be carried through the entrance. The

Intracoastal Waterway passes through a land cut of the

Matanzas River just inside the entrance.

(39) State Route A1A highway bridge across the inlet

has a 41-foot fixed span with a clearance of 10 feet. An

overhead power cable crossing on the west side of the

bridge has a clearance of 32 feet. Fort Matanzas National Monument is about 1 mile northwestward of the

inlet.

(40) At Marineland, 13.6 miles southward of St. Augustine Light, is a conspicuous building housing an

oceanarium.

(41) Flagler Beach is 26.5 miles southward of St. Augustine Light. The microwave tower and ocean pier are

good landmarks. The T-shaped pier extending offshore

is 650 feet long and 20 feet wide.

(42) Daytona Beach is a popular winter resort about 42

miles southward of St. Augustine Light. The buildings,

water tanks, and radio towers are visible from seaward.

The large recreation pier on the oceanfront is a prominent landmark for passing vessels.

(43) See Daytona Beach, chapter 12.

Chart 11484

(44) From Ponce de Leon Inlet to False Cape the coast is

straight. The 5-fathom curve is about 0.5 mile offshore

for a distance of 24 miles. Beyond this distance dangerous shoals, wrecks, and numerous fish havens will be

found up to 15 miles offshore.

350 ■ Chapter 10 ■ Volume 4
(45) Ponce de Leon Inlet (see chart 11485) is 53 miles

southward of St. Augustine Light and 41 miles northwestward of Cape Canaveral Light. It is used by both

recreational and small commercial vessels bound for

New Smyrna Beach or Daytona Beach, as well as others

entering for an anchorage.

(46) Ponce de Leon Inlet Light (29o04'48"N., 80o55'42"W.),

159 feet above the water, is shown from a red brick conical tower on the north side of the inlet.

(47) The inlet, protected at the entrance by jetties, is entered through a channel that leads over a bar and

through the jetties. The outer end of the north jetty is

marked by a light, and the inner end of the jetty is

awash. In February 2009, the controlling depth

through the inlet was 8.1 feet (15 feet at midchannel).

Safe navigation may also be hampered by numerous

recreational fishing vessels that anchor inside the

north jetty. Local knowledge and extreme caution is advised.

Tides and currents

(48) The current through the inlet is strong. It is reported that the average ebb is 3 knots, however, this can

increase to 5 or 6 knots with southeasterly winds. The

mean range of tide is 2.3 feet, and high water occurs

about the same time as at Mayport.

(49) Inside the inlet, three channels lead to the Intracoastal Waterway; northward through Halifax River,

westward through Rockhouse Creek, and southeastward through Indian River North. The channels

through Halifax River and Indian River North are

marked by buoys. In February 2009, the controlling

depth was 5.4 feet (6.6 feet at midchannel); thence in

1986, the midchannel controlling depth in Rockhouse

Creek was 7 feet; thence in February 2009, the controlling depth was 5.8 feet to the Intracoastal Waterway by

way of Indian River North.

(50) Ponce de Leon Inlet Coast Guard Station is on the

south side of the entrance to Ponce de Leon Inlet. Supply and repair facilities inside the inlet are described in

chapter 12.

(51) The Intracoastal Waterway is just inside the entrance to Ponce de Leon Inlet, passing through Halifax

River from the north and Indian River North from the

south.

(52) About 10 miles southward of Ponce de Leon Inlet is

Turtle Mound, a prominent hill 50 feet high. It is under

the protection of the Florida State Historical Society.

The original Indian name was Mount of Surruque. It

was charted on Florida maps in 1564. Spanish galleons

stopped here for repairs, wood, and water.

(53) Eldora is a fishing camp 11.5 miles southward of

Ponce de Leon Inlet.

(54) False Cape, about 7.5 miles northward of Cape

Canaveral Light, is the name given to a small part of the

coast which it resembles when seen from seaward.

(55) The John F. Kennedy Space Center and the Cape

Canaveral Air Force Station occupy most of Canaveral

Peninsula and Merritt Island, the large land areas between the ocean and the Banana and Indian Rivers,

from Mosquito Lagoon on the north to Port Canaveral

on the south. The huge Vehicle Assembly Building at

the center, said to be one of the world’s largest buildings, is visible far from shore. When closer in, other

buildings and the mobile service towers at the cape are

also conspicuous from all directions.

(56) Trawlers or other vessels should exercise caution

while dragging the ocean floor within a 40-mile radius

of Cape Canaveral because missile debris containing

unexploded ordnance exists in the area.

(57) Ordnance disposal personnel occasionally detonate

explosives on the beaches in the vicinity of the cape.

(58) Cape Canaveral, where the coast makes a sharp

bend westward, is low and sandy. The shore in the vicinity of the cape is constantly moving eastward. Cape

Canaveral Light (28°27'37"N., 80°32'36"W.), 137 feet

above the water, is shown from a white and black horizontally banded conical tower 1 mile inshore from the

cape.

(59) A Security Zone has been established to include

certain land and water areas at Port Canaveral and adjacent areas at Kennedy Space Center and Cape

Canaveral Air Force Station. (See 165.1 through

165.7, 165.30, 165.33, 165.701, and 165.705, chapter 2, for limits and regulations.) During certain operations the Security Zone may be temporarily expanded.

(See Local Notice to Mariners.)

(60) Shoals extend 13 miles north and northeast from

Cape Canaveral; mariners should use care when in the

vicinity of the shoals. The outer shoals consisting of

Hetzel Shoal, Ohio Shoal, and The Bull have a least

depth of 11 feet. The inner shoals consisting of Chester

Shoal and Southeast Shoal have depths of 2 to 18 feet.

A lighted whistle buoy is 2.5 miles northeast of Hetzel

Shoal. A lighted buoy is off the southeast end and along

the south side of Southeast Shoal. In a heavy sea the

shoals are marked by breakers, but with a smooth sea

there is nothing to indicate them except their relative

positions to Cape Canaveral Light and the lighted

buoys. Only small light-draft vessels in calm seas

should pass inside the outer shoals.

(61) Several wrecks are east of Cape Canaveral within 13

miles of the shore. They have been cleared by a wire

drag to a least depth of 43 feet. An unmarked sunken

wreck is north of Ohio Shoal in about 28°39.7'N.,

80°23.3'W.

St. Johns River to Miami ■ Chapter 10 ■ 351
(62) The effect of the Gulf Stream may be expected well

in on the shoals, and this should be kept in mind in approaching the cape from the south. In approaching the

cape, stay in at least 15 fathoms from the south and at

least 13 fathoms from the north to avoid the shoals.

(63) A danger zone for missile testing extends 3 miles

offshore from False Cape to the entrance to Port

Canaveral. (See 334.590, chapter 2, for limits and regulations.) Canaveral Bight, on the south side of the

cape, is in the danger zone.

(64) Canaveral National Seashore, a Marine Protected

Area (MPA), is about 0.5 mile offshore extending from

the JFK Space Center northward to Bethune Beach including the Intracoastal Waterway along this area. (See

Appendix C for additional information.)

Charts 11478, 11481

(65) Port Canaveral (Canaveral Harbor) is 4 miles

southwest of Cape Canaveral Light and 150 miles south

of the entrance to the St. Johns River. The city of Cape

Canaveral is just southward of the port. The principal

commodities handled in the harbor are petroleum

products, cement, asphalt, salt, general cargo, citrus

products, and newsprint. Commercial party fishing

vessels, cruise ships, and many pleasure crafts operate

from the port.

COLREGS Demarcation Lines

(66) The lines established for Port Canaveral are described in 80.727, chapter 2.

Channels

(67) A U.S. Navy project for Port Canaveral provides for

an entrance channel 44 feet deep to East Basin, thence

41 feet in East Basin. A Federal project provides for a

channel 40 feet deep from East Basin to Middle Basin,

thence 35 feet deep in Middle Basin, thence 31 feet deep

from Middle Basin to West Basin, and thence 31 feet in

West Basin. The harbor is maintained at or near project

depths. (See Notice to Mariners and latest edition of

chart for controlling depths.) The entrance to the harbor is protected by jetties. The approach channel is

marked by white 310° lighted range and lighted buoys;

the entrance channel between the jetties is marked by a

green 270o lighted range, lights and lighted buoys. The

entrance to East Basin is marked by a red 325°30'

lighted range. Canaveral Barge Canal leads westward to

Banana River and the Intracoastal Waterway from the

western end of the harbor just west of West Basin entrance. (See also chart 11484 and chapter 12.)

Caution

(68) The National Marine Fisheries Service has advised

that the sea turtles and manatees which inhabit the

Port Canaveral area are considered to be threatened

and endangered species. In order to protect these turtles and manatees, its is requested that excursions from

the centerline of the approach and entrance channels

be held to a minimum.

North Atlantic Right Whales

(69) Approaches to Port Canaveral lie within designated

critical habitat for endangered North Atlantic right

whales (See 50 CFR 226.203(c), chapter 2). The area

is a calving ground from generally November 15

through April 15. It is illegal to approach right whales

closer than 500 yards. (See 50 CFR 224.103(c), chapter 2 for limits, regulations, and exceptions.) Special

precautions may be needed to protect and avoid these

animals. (See North Atlantic right whales, indexed as

such, chapter 3.)

(70) Small craft should stay clear of large vessels entering, leaving, or maneuvering in the harbor.

Dangers

(71) The Navy pier on the east side of Middle Basin is

within a restricted area, and East Basin is within a danger zone. (See 334.530 and 334.600, chapter 2, respectively, for limits and regulations.) All areas north of

the harbor channel are within defined Security Zones A

and B. (See 165.705, chapter 2, for limits and regulations.)

Weather, Port Canaveral and vicinity

(72) Tropical cyclones are a threat from about June

through November. There are roughly four peak periods within this season. A slight maximum occurs in

early June while more defined peaks occur in early August, early September and mid-October. The probability of at least one occurrence of gales from a tropical

cyclone in 1 year is about 36 percent while the chance

of two occurrences drops to 6 percent.

(73) Windspeeds of 17 knots or more are most likely

from October through April when they occur 3 to 7 percent of the time at Cape Canaveral and 10 to 17 percent

of the time at Patrick Air Force Base, about 13 miles

south of the port. Thunderstorms are observed on

about 70 days annually with a peak of 10 to 15 days per

month from June through September. These are most

likely during the late afternoon and early evening. Visibility is generally good, outside of showers. However, in

December, January, and February, visibility drops below 0.5 mile (0.9 km) on about 2 to 4 days per month;

they usually improve by midmorning. Temperatures

352 ■ Chapter 10 ■ Volume 4
only reach 90°F (32.2°C) or more on about 16 to 18

days annually but climb into the 80's (27.2° to 32.2°C)

range on a little less than 200 days each year. Freezing

temperatures are recorded just once or twice per year,

on the average.

Pilotage, Port Canaveral

(74) A State pilot is compulsory for all foreign flag vessels and all U.S. vessels under registry with a draft of 7

feet or greater. Certain U.S. vessels under enrollment

are required to carry a federal pilot. A state pilot is required for all vessels over 500 gross tons docking or

undocking at Canaveral Port Authority docks, unless

specifically exempted by the Port Director. Pilotage for

U.S. and foreign naval vessels is provided in accordance

with an agreement between the U.S. Navy and the

Canaveral Pilots Association. All Canaveral Pilots Association pilots are fully licensed by the state and federal

governments.

(75) Canaveral Pilots Association office is in a white mobile home at 9060 Herring Street, Port Canaveral,

Florida. The mailing address is: P.O. Box 0816, Cape

Canaveral, Florida 32920-0816; telephone 321-783-4645

(office and residences), FAX 321-783-6268 (office only).

The office monitors VHF-FM radiotelephone channel

12. Pilot service is available to all vessels. Canaveral Pilots Association serves the channels and basins of Port

Canaveral; the pilots also dock and undock vessels.

(76) The Canaveral Pilots Association has two pilot

boats, PILOT 1 and PILOT 2, both 40 feet long with a

black hull and white superstructure and the word

PILOT on the side. The pilot boats display a white light

over a red light at night and the International Code flag

HOTEL by day. Pilots board about 1 mile southeast of

Canaveral Harbor Approach Channel Lighted Whistle

Buoy 3 (28°22'30"N., 80°31'48"W.) unless special arrangement for boarding elsewhere has been made. Vessels should maintain a speed of about 6 to 8 knots and

provide a pilot ladder about 1 meter above the water.

(77) Arriving vessels should advise the Port Authority,

telephone 321-783-7831, and the pilots if they are close

to or at the maximum allowable draft and/or if they

have any defects or special needs. Port Authority will

assign berths and provide line handlers. Pilots will arrange for tug services.

(78) Request for pilot service by FAX is discouraged, as

the pilot station is not staffed 24 hours daily. Arrangements can be made by telephone directly or through

the Canaveral Port Authority. A 24 hours ETA notice is

requested. When working, pilots use VHF-FM channel

12, and the boats monitor channels 12 and 16.

(79) Reduced visibility affects pilot service. Operational

guidelines (not in this text) established pursuant to

Florida law and in conjunction with marine interests in

the port state that vessels are not to maneuver on the

channels and basins of the port if visibility is less than

0.5 nautical mile.

(80) The Canaveral Pilots Association participates in the

North Atlantic right whale Early Warning System. (See

North Atlantic right whales, indexed as such, chapter

3.)

Towage

(81) Three conventional tugs, two 2,000 hp and one

2,150 hp, and one tractor tug 3,600 hp are available at

the port. All tugs monitor VHF-FM channels 12 and 16.

Quarantine, customs, immigration, and agricultural

quarantine

(82) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(83) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(84) Port Canaveral is a customs port of entry.

(85) Port Canaveral Coast Guard Station is at the

northeast corner of West Basin.

Harbor regulations

(86) The Canaveral Port Authority has jurisdiction and

control over port areas and facilities not under the control of the federal government. Vessels are ranked for

movement priority. Emergency movements are first

priority. Naval vessels engaged in demonstration and

shakedown operations and regularly calling cruise

ships have second priority. Generally all other vessels

move on a first come, first served basis. Port regulations are contained in the Port Authority tariff. In addition, Operational Guidelines for the port have been

promulgated by the Port Authority in consultation

with the U.S. Coast Guard, U.S. Navy, U.S. Army Corps

of Engineers, other interested parties and the pilots.

Copies of both publications are available from

Canaveral Port Authority, P.O. Box 267, Cape

Canaveral, Florida 32920-0267; see pilotage (previously mentioned) for telephone number. The Port Authority enforces regulations and assigns berths.

(87) Radio transmissions are not allowed during missile launchings.

Wharves

(88) Port Canaveral has commercial berths owned by

the Port Authority. Middle and West Basins are used by

commercial vessels as well as at the north and south

sides of the Inner Reach; cruise ships usually berth in

the West Basin. Canaveral Port Authority maintains an

internet website at www.portcanaveral.org. This internet site provides descriptions of port facilities and

St. Johns River to Miami ■ Chapter 10 ■ 353
maximum allowable drafts. Pilots also provide information on allowable drafts. Information about facilities

is also published in the U.S. Army Corps of Engineers

Port Series No. 16 (See Appendix A for address.)

(89) Facilities on the south side of Inner Reach:

(90) Canaveral Port Authority, Cruise Terminals Nos.

2 and 3 Wharf (28°24'33"N., 80°36'00"W.): 1,403-foot

face; 31.5 to 33 feet alongside; deck height, 10.5 feet;

mooring cruise vessels; boarding passengers; owned

and operated by Canaveral Port Authority.

(91) Canaveral Port Authority, Cruise Terminals No. 4

(28°24'33"N., 80°35'46"W.): 750-foot face; 31.5 to 33

feet alongside; deck height, 10.5 feet; mooring cruise

vessels; boarding passengers; owned and operated by

Canaveral Port Authority. (Cruise Terminals 2, 3 and 4

form a continuous berth, 2,153 feet long.)

(92) Canaveral Port Authority, South Cargo Piers 1, 2,

and 3 (28°24'36"N., 80°36'20"W.): 1,615-foot face; 34

feet alongside; deck height, 10 feet; 108,000 square feet

covered storage; 26 acres open storage; 2.5 million cubic feet cold storage; pipelines extend to storage tanks,

257,000-barrel capacity; roll-on/roll-off ramp at the

east end of Pier 1; receipt and shipment of general

cargo; receipt and shipment of petroleum products at

Pier 3; receipt of paper products, asphalt; shipment of

perishable food commodities; bunkering vessels;

mooring pilot boats; owned by Canaveral Port Authority and operated by Canaveral Port Authority; Coastal

Fuels Marketing, Inc.; and Mid-Florida Warehouses,

Ltd.

(93) Canaveral Port Authority, Tanker Berth No. 1

(28°24'34"N., 80°36'32"W.): 45-foot face; 340 feet of

berthing space with dolphins; 36 to 38 feet alongside;

deck height, 10 feet; storage silo for 32,000 tons of cement; pipelines extend from wharf to storage tanks,

257,000-barrel capacity; receipt of petroleum products;

asphalt, and cement; bunkering vessels; owned by

Canaveral Port Authority and operated by Coastal Fuels

Marketing, Inc.; Transtate Industrial Pipeline Systems,

Inc.; and Continental Cement of Florida, Inc.

(94) Canaveral Port Authority, Tanker Berth No. 2

(28°24'34"N., 80°36'37"W.): 65-foot face; 340 feet of

berthing space with dolphins; 38 feet alongside; deck

height, 10 feet; pipelines extend from wharf to storage

tanks, 250,000-barrel capacity; receipt and shipment of

No. 6 fuel oil; owned by Canaveral Port Authority and

operated by Transtate Industrial Pipeline Systems, Inc.,

and Exceltech Corp.

(95) Canaveral Port Authority, South Cargo Pier 4

(28°24'32"N., 80°36'40"W.): 400-foot face; 400 feet of

berthing space; 38 feet alongside; deck height, 10 feet;

open storage area at rear for about 25,000 tons of salt;

receipt and shipment of general cargo; receipt of salt

and paper products; shipment of perishable food

commodities; owned by Canaveral Port Authority and

operated by Canaveral Port Authority; Mid-Florida

Freezer Warehouses, Ltd., and Cargill, Inc., Salt Division. (Tanker Berths 1 and 2, and South Cargo Piers 4

and 5 form a continuous berth, 1,247 feet long.)

(96) Facilities on the north side of Inner Reach:

(97) Canaveral Port Authority, North Cargo Piers 1 and

2 (28°24'45"N., 80°36'43"W.): 1,260-foot face; 1,350

feet of berthing space with dolphins; 38 feet alongside;

deck height, 10 feet; crawler cranes to 165 tons;

roll-on/roll-off ramp at north end; receipt of

containerized and roll-on/roll-off general cargo; receipt of salt; owned by Canaveral Port Authority and operated by Canaveral Port Authority; Morton

International, Inc., and Mid-Florida Freezer Warehouses, Ltd.

(98) Canaveral Port Authority, North Cargo Pier 3

(28°24'39"N., 80°36'47"W.): 400-foot face; 400 feet of

berthing space; 32 feet alongside; deck height, 10 feet;

600,000 square feet covered storage; receipt and shipment of general cargo; mooring vessels; owned and operated by Canaveral Port Authority.

(99) CSR Rinker Materials Corp., Port Canaveral,

North Cargo Pier 4 (28°24'39"N., 80°36'56"W.):

400-foot face; 400 feet of berthing space; 34 feet alongside; deck height, 10 feet; one traveling gantry ship unloader, 400 tons per hour rate; silos, 42,000 ton

capacity; receipt of cement; mooring vessels; owned by

Canaveral Port Authority and operated by CSR Rinker

Materials Corp.

(100) Canaveral Port Authority, Cruise Terminal 5

(northwest corner of West Basin): 565 feet of berthing

space; 35 feet alongside; 59,000 square feet embarkation and baggage facility; mooring cruise vessels;

boarding passengers; owned and operated by Port

Canaveral Authority.

(101) Canaveral Port Authority, Cruise Terminal 8

(south of Cruise Terminal 5): 800 feet of berthing space;

35 feet alongside; 70,000 square feet embarkation and

baggage facility; mooring cruise vessels; boarding passengers; owned and operated by Port Canaveral Authority.

(102) Canaveral Port Authority, Cruise Terminal 10

(south of Cruise Terminal 8): 724 feet of berthing space;

33.5 feet alongside; 75,000 square feet embarkation and

baggage facility; mooring cruise vessels; boarding passengers; owned and operated by Port Canaveral Authority.

Communications

(103) Good State highways connect to U.S. Route 1 and

Interstate 95. The Florida East Coast Railway cargo facility, on the mainland, is 10 miles from the port.

354 ■ Chapter 10 ■ Volume 4
Chart 11476

(104) From southward of the shoals at Cape Canaveral to

Bethel Shoal, a distance of about 43 miles, the shore is

straight. The 5-fathom curve is from 0.3 to 1 mile offshore along this section of the coast.

(105) A large water tank is prominent about 4.5 miles

southward of Cocoa Beach, and 13 miles southward of

Cape Canaveral Light. Indian Harbor Beach is marked

by a water tank. Indialantic is marked by prominent

water tanks.

(106) Sebastian Inlet (see chart 11472) is 36.5 miles

southward of Cape Canaveral Light. In May 1983, there

was a reported controlling depth of 5 feet from the

Intracoastal Waterway through the dredged channel of

the inside bar, thence 8 feet to the eastern entrance. In

May 1983, it was reported that 12 feet can be taken

across the bar in smooth seas. The western entrance is

marked by private buoys and a light. The entrance is

protected by a north jetty, marked by a private light, extending 600 feet from shore and a south jetty extending

500 feet from shore. A steel bulkhead leads in a

west-northwest direction for about 1,500 yards from

the south side of the inlet into Indian River. The inlet is

used by local fishermen and party boats.

(107) Sebastian Inlet is dangerous and particularly hazardous to small boats not designed for the open seas.

Persons using this inlet should be experienced boatmen and have local knowledge. It is reported that

shoaling exists just north of the south jetty and for

about 200 yards to the east of the south jetty. Shoaling

also exists in the general area south of the small spoil

island between the bridge and the Intracoastal Waterway. Shoals are gradually building up and shifting.

Minimum depth in the inlet varies; the bottom is rocky

in spots.

(108) It is further reported that the velocity of the tidal

currents reaches 10 knots, and turbulence exists between the bridge and the end of the jetties. Anchoring

east of the bridge is extremely hazardous, particularly

by the stern. Except during flat calms, breaking and

confused seas exist off the mouth of the inlet and inside

the inlet as far as the bridge. Conditions worsen with

increasing seas or winds and on an ebb tide. Small

boats departing the inlet on a flood or slack tide can

find it impossible to return on an ebb tide. While the inlet conditions are generally worse during the winter

months, hazardous conditions develop rapidly in the

summer in squalls and on ebb tides.

(109) Additional information on local existing conditions

can be obtained by contacting the Fort Pierce Coast

Guard Station (telephone: 561-464-6100) and asking

for the Coast Guard Auxiliary telephone number. A

fixed highway bridge, State Route A1A, crossing the inlet has a clearance of 37 feet.

(110) Thomas Shoal, with a least depth of 26 feet over it,

is 7 miles eastward of Sebastian Inlet. Bethel Shoal,

with depths of 29 to 30 feet over it, is 17 miles southeastward of the inlet and 11 miles offshore. A lighted

buoy is northeast of the shoal area. A 23-foot shoal spot

is about 2.5 miles north-northwestward of the buoy.

Chart 11474

(111) From Bethel Shoal to Jupiter Inlet, a distance of

about 50 miles, shoal areas and wrecks are over 10

miles offshore.

(112) The twin towers at Riomar, 12 miles northward of

Fort Pierce Inlet are prominent.

(113) Indian River Shoal, with depths of 10 to 30 feet

over it, is about 8 miles northward of Fort Pierce Inlet

and extends for about 3 miles offshore.

Chart 11475

(114) Fort Pierce Inlet is 62 miles southward of Cape

Canaveral Light and 33 miles northward of Jupiter Inlet Light. Care must be exercised in entering due to the

strong currents. In southeasterly weather with an ebb

tidal current the entrance is rough.

(115) Fort Pierce, on the west shore of the Indian River

inside Fort Pierce Inlet, is the St. Lucie County Seat.

The principal commodities received in the port are

general cargo and citrus from the Bahamas. The principal export is containerized cargo. Construction materials, industrial supplies, fuels and used automobiles are

also shipped out of the port, primarily to the Bahamas.

(116) Several fishing vessels operate in and out of the harbor. It is the distributing point for supplies to the surrounding country. The Intracoastal Waterway passes

through the Indian River east of the city. (See chapter

12.)

(117) Fort Pierce Coast Guard Station is on the south

side of Fort Pierce entrance channel, on the west side of

the cove immediately westward of Faber Point.

Prominent features

(118) Several high rise condominiums, 1 mile north of

the entrance, are prominent. A state park is located on

the end of the north jetty.

(119) Also prominent are 210-foot meteorological tower

7.2 miles south of the entrance, two 200-foot cement

silos within the harbor, and the concrete towers of a

nuclear powerplant about 7.6 miles southward of the

entrance. The meteorological tower is marked by a

St. Johns River to Miami ■ Chapter 10 ■ 355
fixed red light about halfway up and a flashing red light

on top.

COLREGS Demarcation Lines

(120) The lines established for Fort Pierce Inlet are described in 80.727, chapter 2.

Channels

(121) A Federal project provides for an entrance channel

30 feet deep, and an inner channel and turning basin 28

feet deep. Depths in the channel may vary considerably

between dredging operations. (See Notice to Mariners

and latest edition of chart for controlling depths.) Two

rubblestone jetties with revetment extensions protect

the entrance. The channel is marked with lighted

ranges and lighted buoys.

Dangers

(122) There are a number of shoals and wrecks in the approaches to the harbor; some of them are marked. A

fish haven, about 1.7 miles long, from 0.8 mile to 1.2

miles offshore, is about 2 miles northward of the entrance. In the entrance channel, shoaling tends to

build southward from the north side of the channel just

inside the jetties, abeam Coon Island, and in the turning basin. Local knowledge is advised to determine the

extent of shoaling in these areas.

Tides

(123) The mean range of tide is 2.6 feet at the jetties and

1.2 feet in Indian River off the Municipal yacht basin.

Currents

(124) The ocean currents typically run across the channel and there is considerable set when entering or leaving. With an incoming tide, there is a very strong set to

the north at the seaward end of the south jetty. The

tidal currents in the inlet have a velocity of about 3

knots. (For predictions see the Tidal Currents Tables.)

The currents run through the cut parallel to the channel and can reach velocities of 4 to 6 knots. From the

turn in the channel and along the Inner Range for

about 0.8 mile, the current sets at an angle to the channel, pushing inbound vessels to the west on an incoming tide and outbound vessels to the east on an

outgoing tide. At the western end of Causeway Island,

where the channel crosses the Intracoastal Waterway,

strong cross currents are also encountered with the set

to the south on the flood and to the north on the ebb.

These currents are influenced by wind and heavy rain

runoff or discharge of freshwater from inland areas.

Vessels are advised to use caution when shaping their

approach to the bridge that crosses the Intracoastal

Waterway between Causeway Island and Fort Pierce

and when mooring at the facilities just northward of

the bridge.

Pilotage, Fort Pierce

(125) Pilotage is compulsory for all foreign vessels and

for U.S. vessels under register in foreign trade if drawing 7 feet or more of water. Pilotage is optional for U.S.

coastwise vessels that have on board a pilot licensed by

the Federal Government. The pilot will board at the sea

buoy. The pilot boat has a black hull and red superstructure with white trim and departs from the Indian

River Terminal approximately 30 minutes prior to the

expected ship arrival at the sea buoy. It monitors

VHF-FM channels 12 and 16. Advance notice of at least

24 hours is required for all arrivals; a 2 hour notice is

required for all departures and inner port movements.

A 72 hour notice is required for vessels calling on the

port for the first time or for vessels not on a regular

run. Pilotage is provided by the Fort Pierce Pilots Association. The pilots can be reached by phone number

321-615-7684 or through the Indian River Terminal

agent at 772-465-7700. Due to channel conditions, the

pilots advise only vessels drawing less than 19 feet (21

feet maximum at High Water Slack) can be allowed into

the port. One way traffic is required for larger vessels

and tows when transiting the dredged channel.

Towage

(126) There are no dedicated ship-assist tugs in Fort

Pierce. If tugs are needed, arrangements must be made

well in advance.

Quarantine, customs, immigration, and agricultural

quarantine

(127) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(128) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(129) Fort Pierce is a customs station.

Harbor regulations

(130) The port director is the county administrator for

St. Lucie County. Anchoring within the city of Fort

Pierce is limited to 96 hours and 14 days within the

county limits.

Speed Zone

(131) The entire waterway east of Dynamite Point to the

Intracoastal Waterway is a regulated speed zone and

vessels must proceed at a slow speed. West of the

Intracoastal Waterway vessels must proceed at idle

speed.

356 ■ Chapter 10 ■ Volume 4
Manatees

(132) A regulated speed zone for the protection of manatees is at Fort Pierce in the vicinity of the municipal

yacht basin. (See Manatees, chapter 3.)

Wharves

(133) The commercial facilities at Fort Pierce are privately owned and located on the mainland just to the

west of the turning basin. The northernmost facility is

operated by Port Petroleum. Vessels refueling moor to

a 140-foot seawall at the end of a wide slip; expect

strong tidal currents to set vessels to the north or south

on the approach. In 2002, the reported depth at the

center of the slip was 20 feet with 12 to 20 feet along the

southwest corner of the seawall.

(134) Indian Marine Terminal (27°27'30"N., 80°19'24"W.),

is the largest facility in the port. Length, 455 feet north

side; 330 feet south side; width, 184 feet east side with

154 feet for mooring. The terminal has seven berths for

containerized and roll-on/roll-off cargo, vessel layovers

and occasional break bulk operations.

(135) Berth 1: Length, 125-foot seawall adjoining Port

Petroleum fuel terminal; vessel layovers, roll-on/rolloff cargo; height, 6.5 feet.

(136) Berth 2: Length, 230 feet on the north side of pier

(west end); roll-on/roll-off and general cargo; height,

6.5 feet.

(137) Berth 3: Length, 225 feet on the north side of pier

(east end); vessel layovers; height, 6.5 feet.

(138) Berth 4: Length, 154 feet on the east side of pier,

loading and unloading barges and vessel layovers;

height, 6.5 feet.

(139) Berth 5: Length, 165 feet on the south side of pier

(east end); loading and unloading general cargo and

vessel layovers; height, 6.5 feet.

(140) Berth 6: Length, 165 feet on the south side of pier

(west end); loading and unloading general cargo and

vessel layovers; height, 6.5 feet.

(141) Berth 7: Length, 152-foot seawall adjacent to Berth

6; mooring pilot boat and tugs; height, 6.5 feet.

(142) The Old City Pier (27°27'26"N., 80°19'23"W.) just

south of the Indian River Terminal, is 330 feet long

with two berths and has reported depths of 14 to 25 feet

from west to east. The berth on the east side of the pier

has a roll-on/roll-off ramp and a reported depth of 10

feet. Primarily used for roll-on/roll-off operations and

vessel layovers.

(143) Three breasting dolphins (27o27'46"N., 80o19'18"W.)

reported in the northern section of the turning basin are

used for temporary mooring of barges and tugboats; 22

feet alongside was reported in 2002.

Supplies

(144) Gasoline, diesel fuel, bunker C, water, and some

marine supplies are available.

Repairs

(145) There is a 1,000-ton lift at the railway drydock located 6 miles north on the Intracoastal Waterway. On

the north side of Taylor Creek there is a marina and

boat repair facility with a 150-ton travel lift. Sea going

ships may be drydocked at Port Everglades and Jacksonville.

Communications

(146) Fort Pierce is served by the Florida East Coast Railway, by U.S. Route 1, and by several State highways.

The airport is 3 miles northwest of the town.

Small-craft facilities

(147) The municipal yacht basin, just south of Moore

Creek, has an approach channel from the Intracoastal

Waterway which is immediately south of the bridge and

parallel to it, thence southward along the waterfront to

the basin. Extreme caution should be exercised as

strong crosscurrents exist. The overhead power cable

crossing this channel has a clearance of 85 feet. In

March 2006, the reported controlling depth in the

channel was 7.5 feet. Berths, gasoline, diesel fuel, ice,

water, electricity, pump-out station, and limited marine supplies are available. The yacht basin is controlled by a dockmaster. The facilities of a yacht club

and a marina are on the south side of the Fort Pierce

entrance channel, immediately westward of Faber

Point. The yacht club has about 92 open berths with a

reported depth of 6 feet in March 2006. Gasoline, diesel

fuel, water, ice and electricity are available. The marina

has berths, electricity, water, ice and pump-out station

available. A dredged channel marked by daybeacons

leads from the Intracoastal Waterway to Taylor Creek.

In February 2006, the reported controlling depth was

11 feet to the railroad bridge. Marinas in Taylor Creek

have berthing with electricity, gasoline, diesel fuel, water, ice, a pump-out station and wet and dry storage. A

150-ton lift is available for hull, engine, and electronic

repairs.

Chart 11474

(148) For a distance of 13 miles southward of Fort Pierce

Inlet, broken ground with 18 to 28 feet over it extends

from 2.5 to 6 miles offshore.

(149) Capron Shoal has a least depth of 18 feet over it

about 3.6 miles southeastward of Fort Pierce Inlet. A

buoy is 300 yards northeastward of the 18-foot spot.

St. Johns River to Miami ■ Chapter 10 ■ 357
(150) Pierce Shoal, with 21 to 30 feet over it, lies about 2

miles offshore, and 6 to 8.5 miles southeastward of Fort

Pierce Inlet.

(151) St. Lucie Shoal, with 15 to 30 feet over it, lies from

3 to 6 miles offshore, and 22 to 26 miles northward of

Jupiter Inlet Light. It is the principal danger in this

area. The northern end of the shoal is marked by a

lighted whistle buoy and an unlighted buoy is southeast of a 15-foot spot at the southern end.

(152) Several wrecks are eastward of the broken ground

within 10 miles of the shore. The chart should be used

as the principal guide.

(153) Gilbert Shoal, with 17 to 30 feet over it, is 1 to 1.5

miles offshore about 3 miles north of St. Lucie Inlet.

Charts 11474, 11472, 11428

(154) St. Lucie Inlet, forming the mouth of the St. Lucie

River and the south end of the Indian River, lies 20

miles south of Fort Pierce Inlet and 13.5 miles north of

Jupiter Inlet Light. The entrance to the inlet is protected by jetties and a detached breakwater. The inner

part of the north jetty is in ruins. A rock ledge across

the inlet extends south for over 1 mile from the east

end of the north jetty ruins. Extensive sandbars are on

the north side of the inlet channel from the north jetty

to the Intracoastal Waterway. It is reported that shoaling builds up across the channel from both the north

and south sides. Depths in the channel vary.

(155) St. Lucie Inlet is dangerous and particularly hazardous to small boats not designed to the open seas.

Persons using the inlet should be experienced boatmen

and have local knowledge.

(156) It is reported that tidal currents reach a velocity of

7 knots. Currents continue to flow 2 hours after high

and low tides. Entrance is easiest just on the flood side

of slack water.

(157) The approach is marked by a lighted whistle buoy.

The entrance buoys are not charted, as they are frequently moved to mark the best water. It is reported

that after heavy storms, buoys may be off station due to

dragging or to shifting channels.

(158) It is further reported that ground swells can make

inlet passage impossible for all craft. Breakers occur

throughout the entire channel as seas, ground swells,

and winds increase, particularly on an ebb tide.

(159) While the inlet conditions are generally reported to

be worse during winter, hazardous conditions develop

rapidly during summer squalls.

(160) Additional information on local existing conditions

can be obtained by calling the Fort Pierce Coast Guard

Station (telephone: 561-464-6100) and asking for the

Coast Guard Auxiliary telephone number.

(161) St. Lucie River enters the sea through St. Lucie Inlet and connects with the Gulf coast via the

Okeechobee Waterway. State Route A1A highway

bridge crossing the river 3 miles above the junction

with the Intracoastal Waterway has a fixed span with a

clearance of 65 feet. The Florida East Coast Railway

bridge at Stuart has a bascule span with a clearance of 7

feet at center. The bridge is on automatic operation,

normally left in an open position and closed upon the

approach of trains. (See 117.317, chapter 2, for details

of operation.) The Roosevelt (U.S.1) highway bridge,

adjacent to the west, has a fixed span with a clearance of

65 feet. The Roosevelt bascule bridge has a clearance of

14 feet at the center. The overhead power cable at the

bridge has a clearance of 75 feet over the main channel.

(See 117.1 through 117.59 and 117.317, chapter 2,

for drawbridge regulations.)

(162) Cross currents at the entrance to St. Lucie River

create a hazardous condition for vessels and barges

making the short turn from the Intracoastal Waterway.

Vessels should stay 100 yards southward of a line between Light 4 and Daybeacon 6 to avoid hitting the

hard ledge on the north side of the channel.

(163) St. Lucie River has several branches of some commercial importance. These, with the main river, form

an important center for yachting and fishing in the

winter. Traffic on the river is mostly in fish and timber.

(164) Manatee Pocket is a protected body of water about

1 mile long and 0.2 mile wide. It had a reported controlling depth of 41⁄2 feet in May 1983. The entrance is 0.6

mile west of the intersection of the St. Lucie River and

the Intracoastal Waterway. The channel at the entrance

is marked by daybeacons. Berthage, electricity, gasoline, diesel fuel, water, ice, pump-out station, wet and

dry storage, and hull, engine, and electronic repairs are

available at any of several marinas. A 150-ton mobile

hoist is a available at a repair yard at the southeast end

of Manatee Pocket. Small boats can obtain protection

from tropical storms in Manatee Pocket. The holding

bottom is good. Yachts can anchor anywhere for overnight stops.

(165) Port Salerno, a small town at head of Manatee

Pocket, has a marl plant and is headquarters for a fishing fleet. Several boatyards with machine shops and

several resorts with good facilities for yachts are available. (See the small-craft facilities tabulation on chart

11472 for services and supplies available.)

(166) Pilots for St. Lucie Inlet can be obtained at Manatee Pocket.

(167) At Port Sewall, 1.2 miles above the junction of St.

Lucie River and the Intracoastal Waterway, there is a

marina where berths with electricity, wet storage and

limited marine supplies are available. Hull, engine and

electronic repairs can be made; lift capacity 50-tons.

358 ■ Chapter 10 ■ Volume 4
(168) Rio is a small real estate development on the north

bank of St. Lucie River, 3.5 miles above Sewall Point. A

privately dredged channel 1 mile west of Light 21 leads

to a marina where gasoline, diesel fuel, ice, water, a

pump-out station, berthing with electricity and some

marine supplies are available; a 10-ton folklift is also

available for hull, engine and electronic repairs. In December 2001, the reported approach depth was 5.5 feet.

Another marina in the slip 0.2 mile westward has gasoline, diesel fuel, electricity, and a lift to 35 tons; hull,

engine and electronic repairs can be made.

(169) Stuart is a progressive city on the St. Lucie River, 5

miles above Sewall Point. It is the county seat of Martin

County and is on the Florida East Coast Railway, U.S.

Highway No.1, and the Okeechobee Waterway. The city

has a hospital and is the distributing center to the surrounding area, which is noted for its winter vegetables,

citrus and tropical fruits, poultry raising, ranching,

and commercial fishing.

(170) The municipal pier, 400 yards southeast of the Roosevelt bascule bridge, has berthage available. In 2002,

the reported channel and alongside depth was 3.5 feet.

On the east bank of the North Fork of the St. Lucie

River, 1,200 yards north of the Roosevelt bascule

bridge, a yacht sales facility offers maintenance services and fuel deliveries. A travel lift is available.

(171) There is a small protected basin in Frazier Creek,

0.3 mile south of the Roosevelt bascule bridge. In 1983,

the reported controlling depth was 5 feet from the waterway to the highway bridge about 0.1 mile above the

mouth. The bridge has a 33-foot fixed span with a clearance of 6 feet.

(172) Pilots for St. Lucie Inlet and connecting waterways

can be obtained through the Stuart Chamber of Commerce.

(173) St. Lucie River divides into two forks west of Stuart. The North Fork extends several miles in a

north-northwest direction. It is about 0.75 mile wide

with an even bottom of 10 to 12 feet in depth. The

South Fork is described as part of the Okeechobee Waterway, chapter 12.

Chart 11474

(174) From St. Lucie Inlet to Jupiter Inlet, a distance of

14 miles, several shoals and wrecks are within about 3

miles of the shore. The shoals and wrecks should be

avoided by deep-draft vessels. The 20-fathom curve is a

safe guide.

(175) Jupiter Inlet Light (26°56'55"N., 80°04'55"W.), 146

feet above the water, is shown from a red brick tower on

the north side of the inlet, 94 miles south of Cape

Canaveral Light. The light is reported to be obscured by

high-rise construction from 231° to 234° when within

a range of 5.5 miles.

Charts 11474, 11472

(176) Jupiter Inlet, an opening in the beach just south of

Jupiter Inlet Light, is 14 miles south of St. Lucie Inlet.

It leads to Jupiter Sound on the north, Loxahatchee

River on the west, and Lake Worth Creek on the south.

A short stone jetty is on the north side of the entrance

to the inlet and private lights mark the entrance. In

1983-February 2000, the reported controlling depth

was 4 feet over the bar to the Intracoastal Waterway.

Small boats of the fishing fleet use the inlet. The

Intracoastal Waterway is 0.5 mile inside the entrance to

the inlet. (See chapter 12.)

(177) Jupiter Inlet is dangerous and particularly hazardous to small boats not designed for the open seas. Persons using this inlet should be experienced boatmen

and have local knowledge. It is reported that shallow

sandbars exist from the lighthouse through the mouth

of the inlet and that the sandbar at the junction of the

Intracoastal Waterway and the entrance builds up continuously. A very shallow sandbar extends south and

east from the north jetty across the entire inlet. The bar

is very deceptive and usually lies 1 or 2 feet below the

surface. The openings through the sandbar shift with

rapidly changing weather conditions and can be very

shallow.

Tides and currents

(178) It is further reported that tidal currents reach a velocity of 6 knots. Eddies and extreme turbulence accompany flood and ebb tides, particularly near the

south jetty. Breaking and confused seas frequently exist

over the sandbars off the mouth of the jetty. Conditions

are worst with ebb tide and easterly winds. Near low water, long ground swells and wake from passing vessels

can create dangerous waves in seemingly calm seas.

Conditions are most hazardous during the winter

months.

(179) The mean range of tide at Jupiter Inlet is 2.5 feet.

(180) Additional information on local existing conditions

can be obtained by contacting the Lake Worth Inlet

Coast Guard Station (telephone: 561-840-8503) and

asking for the Coast Guard Auxiliary telephone number.

Chart 11466

(181) Between Jupiter Inlet and Lake Worth Inlet, a distance of about 10.5 miles, the coast is clear of shoals

with the 10-fathom curve about 1 mile offshore. A

St. Johns River to Miami ■ Chapter 10 ■ 359
fishing pier extends about 340 yards seaward from

about 26°53'37"N., 80°03'24"W.

(182) Lake Worth Inlet is a dredged cut through the barrier beach 11 miles south of Jupiter Inlet Light and 31

miles north of Hillsboro Inlet Light. The entrance is

protected by two jetties and the cut by revetments.

COLREGS Demarcation Lines

(183) The lines established for Lake Worth Inlet are described in 80.727, chapter 2.

(184) Port of Palm Beach is a deepwater port development 1.1 miles west of the entrance to Lake Worth Inlet. The port borders the communities of Riviera Beach

on the north and West Palm Beach on the south. It is

259 miles south of Jacksonville and 68 miles north of

Miami. The principal cargoes are bulk petroleum products, cement, and general cargo. There is extensive

barge traffic. An extensive roll-on/roll-off operation is

conducted in the Bahama Island trade. All of the

wharves and warehouses are owned by the Port of Palm

Beach District.

Coast Guard Station

(185) Lake Worth Inlet Coast Guard Station is inside the

entrance about 0.7 mile north of Peanut Island on the

west side of the Intracoastal Waterway.

Prominent features

(186) The dominant landmarks in the area are the

charted twin 300-foot stacks at the powerplant adjacent

to the port terminal; they are marked with horizontal

bands of white and orange and by flashing red lights

near their tops. Also prominent from offshore are the

many multistoried buildings along the beaches north

and south of the inlet. Of these, the 42-story condominium and the Breakers Hotel, 1 mile north and 3.5 miles

south of the inlet, respectively, are the most prominent.

Channels

(187) A Federal project provides for a 35-foot entrance

channel, thence a 33-foot inner channel to two turning

basins with depths of 33 and 24 feet, respectively, at the

Port of Palm Beach. (See Notice to Mariners and latest

edition of chart for controlling depths.) Markers include a 271°30' lighted entrance range, lights, and

lighted and unlighted buoys. The north (right outside)

quarter of the entrance channel tends to shoal along

the north jetty.

Anchorages

(188) Two offshore anchorage grounds are close north

and south of the channel entrance. (See 110.1 and

110.185, chapter 2, for limits and regulations.) There

is no deepwater anchorage in the harbor. Anchorage for

craft drawing up to 8 feet is available in the vicinity of

Palm Beach.

Dangers

(189) A reef in the form of a ridge with scattered boulders

extends for about 300 yards eastward of Peanut Island

about 25 feet north of the improved channel. The reef,

with a least depth of about 4 feet over it, is extremely

dangerous. On the ebb, the current sets across the reef

in a northeasterly direction. Two fish havens are 0.7

and 1.5 miles off the north side of the entrance and another is 1.5 miles off the south entrance.

Manatees

(190) A regulated speed zone for the protection of manatees is in the vicinity of the powerplant on the west side

of the turning basin. (See Manatees, chapter 3.)

Tides and currents

(191) The mean range of tide is 2.8 feet at the inlet and

2.6 feet at the Port of Palm Beach. The currents in the

inlet are strong and must be carefully guarded against.

The current velocity is 2.4 knots on the flood and 3.6

knots on the ebb. Current predictions may be obtained

from the Tidal Current Tables.

Weather, West Palm Beach and vicinity

(192) With the Gulf Stream only about 2 miles (4 km) offshore and prevailing winds off the Atlantic most of the

year, the climate of this area is pleasant. The average

high temperature for West Palm Beach is 83°F (28.3°C)

while the average low temperature is 67°F (19.4°C).

July is the warmest month by a fraction of a degree with

an average high temperature of 90°F (32.2°C) and an

average low temperature of 75°F (23.9°C). January is

the coolest month of the year with an average high

temperature of 75°F (23.9°C) and an average low of

57°F (13.9°C). An official reading of 100°F (37.8°C) has

never been recorded at West Palm Beach but the

all-time high temperature is 99°F (37.2°C) recorded in

July 1981. The extreme minimum temperature for

West Palm Beach is 27°F (-2.8°C) recorded in January

1977. Every month except December and January has

recorded maximum temperatures in excess of 90°F

(32.2°C) and an average of 75 days each year has a maximum extreme in excess of 90oF (32.2°C). An average of

only one day each year has an extreme minimum at or

below freezing.

(193) The average annual precipitation for West Palm

Beach is 61 inches (1,549 mm). September is the wettest month averaging 8.8 inches (223.5 mm) and February is the driest month averaging only 2.6 inches (66

mm). Snowfall is nearly nonexistent at West Palm

360 ■ Chapter 10 ■ Volume 4
Beach and the greatest 24-hour snowfall was trace.

This has occurred only once for the 50-year period of

record, January 19, 1997.

(194) Winds speeds of 17 knots or more can be expected

about 7 to 10 percent of the time from October through

April as a result of lows, cold fronts or intensification of

the trade winds. While gales are rare, they are most

likely during the tropical cyclone season, which runs

from June through October on the average.

(195) Since 1842, 60 tropical storms have come within

50 miles (93 km) of West Palm Beach, Florida, 22 of

these storms since 1950. The most noteworthy in recent time was Hurricane David in September 1979.

Around noon on September 3rd, David raked the West

Palm Beach area with 85-knot winds while the center

of the storm remained off shore and on August 27,

1964, Hurricane Cleo passed near West Palm Beach

with 75-knot sustained winds and guests to 90 knots.

(196) Thunderstorms can generate strong, gusty winds

along with heavy rain. They are most likely from June

through September on about 10 to 16 days per month.

Visibilities drop below 0.5 mile (0.9 km) on 1 to 2 days

per month, on the average, from November through

April.

(197) See Appendix B for West Palm Beach climatological table.

Pilotage, Port of Palm Beach

(198) Pilotage is compulsory for foreign vessels and for

U.S. vessels under register in the foreign trade and

drawing more than 7 feet of water. Pilotage is optional

for U.S. coastwise vessels which have a pilot aboard licensed by the Federal Government.

(199) The Port of Palm Beach is served by Palm Beach Pilots Association, at Riviera Beach Marina, 200 E. 13th

Street, Suite B, Riviera Beach, FL 33404; telephone

561-845-2628, fax 561-845-2644. The office/station

monitors VHF-FM radiotelephone channel 16 and

works on channel 14.

(200) The pilot boats are PILOT#1 and PILOT#2; both

have gray hulls, white superstructures, and the word

PILOT on the sides. PILOT#1 is 31 feet long; PILOT#2

is 35 feet long. Both boats display a white over red light

at night. The pilot boats monitor VHF-FM channel 16

and 14, and work on channel 14. The pilot boarding and

cruising area, depending on wind and gulf stream current conditions, is near Lake Worth Lighted Whistle

Buoy LW (26°46'18"N., 80°00'36"W.), or as instructed

by the pilots. Vessels are requested to rig the pilot ladder on the leeward side about 1 meter above the water

and maintain a speed of 6 knots or less. A northern gulf

stream current almost all year makes an approach to

the inlet from the southeast the safest, however, at

times large swells do occur and alternate approaches

may be instructed by the pilots for safety reasons. Large

vessels are taken in only at slack water and may be restricted to daylight hours under certain conditions. Pilots do not maintain a 24-hour watch at the pilot

office/station, but can be contacted by telephone or

through the Palm Beach Marine Operator on VHF-FM

channel 28. At least 24 hours advance notice of arrival

is requested.

Towage

(201) Two tugs to 1,000 hp are available and can be obtained through ships’ agents or the pilots.

Quarantine, customs, immigration, and agricultural

quarantine

(202) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(203) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(204) Palm Beach is a customs port of entry.

Coast Guard

(205) A vessel documentation office is in West Palm

Beach. (See Appendix A for address.)

Harbor regulations

(206) Copies of the Port Tariff may be obtained at the offices of the Port of Palm Beach District at the Maritime

Office Building in Riviera Beach. The Port Operations

Manager assigns berths and enforces the harbor regulations. The Port of Palm Beach is a public corporation

created by the State Legislature. Port regulations state

it shall be unlawful for any vessel, boat, barge, or other

watercraft of any kind to anchor in the channel or turning basin, except in cases of actual emergency.

Wharves

(207) The Port of Palm Beach has two slips and four marginal wharves, two north and one south of the slips, and

one between the slips. A marginal container wharf is

0.2 mile north of the north slip. The port district owns

most of the facilities and the port tenants operate most

of them. There are about 50 acres of open storage and

150,000 square feet of warehouse space. The port operates its own belt line railroad which connects with the

Florida East Coast Railway. Mobile cranes to 230 tons

are available, with other equipment available as required. All berths have fresh water available. All berths

have a deck height of 81⁄2 feet except Berths 13 and 14, 8

feet, and Berths 20, 21, and 22, 5 feet. Slip 1 is the north

slip, Slip 2 is the south slip.

(208) Berth 1: marginal wharf immediately southward of

Slip 2; 210 feet long; 25 feet alongside; pipelines extend

St. Johns River to Miami ■ Chapter 10 ■ 361
to storage tanks with 40,000-ton capacity; receipt and

shipment of general and refrigerated cargo; shipment

of molasses; operated by Florida Molasses Exchange,

Inc.

(209) Berths 2, 3: south side Slip 2; 620 feet long; 35 feet

alongside; traveling shiploader with loading rate of 600

tons of sugar per hour; pipelines extend to storage

tanks with 2-million-barrel capacity; receipt and shipment of general cargo; receipt of fuel oil and shipment

of sugar and molasses; various operators.

(210) Berth 4: head of Slip 2; 220 feet long; 25 feet alongside; receipt and shipment of general cargo by small

vessel and barge.

(211) Berths 5, 6: north side Slip 2; 640 feet long; 35 feet

alongside; primary location for receipt of fuel oil, pipelines extend to oil storage tanks with 2 million barrel

capacity; receipt of bulk cement; receipt and shipment

of general cargo.

(212) Berth 7: marginal wharf between Slips 1 and 2; 215

feet long; 25 feet alongside; receipt and shipment of

general cargo.

(213) Berths 8, 9: south side Slip 1; 700 feet long; 35 feet

alongside; receipt and shipment of general cargo; various

operators.

(214) Berths 10, 11, 12: three roll-on/roll-off ramps at

the head of Slip 1; 210-foot face; 35 feet alongside; 2 1⁄2

acres open storage, receipt and shipment of general,

containerized, and roll-on/roll-off cargo; operated by

Heavy Lift Service Inc.

(215) Berths 13, 14: north side Slip 1; 700 feet long; 35

feet alongside; receipt and shipment of general and

containerized cargo; operated by Heavy Lift Service,

Inc.

(216) Berths 15, 16, 17: marginal wharf immediately

northward of Slip 1; 610 feet long; 25 feet alongside; receipt and shipment of general and containerized cargo;

mooring cruise vessels; operated by the Crown Cruise

Line.

(217) Berths 18, 19: S side of slip immediately north of

Berth 17; 300 feet long; 25 feet alongside; receipt and

shipment of general and containerized cargo and vehicles; operated by Tropical Shipping Co., Ltd.

(218) Berths 20, 21, 22: west of Berth 19; three

roll-on/roll-off ramps; each 67 feet long; 25 feet alongside; receipt and shipment of roll-on/roll-off cargo; operated by Tropical Shipping Co., Ltd.

(219) Berth 23: across slip north of Berth 19; 80 feet

long; 25 feet alongside; receipt and shipment of

containerized cargo and vehicles; operated by Tropical

Shipping Co., Ltd.

(220) Berths 24, 25: 0.2 mile north of Slip 1; 450 feet

long; 25 feet alongside; receipt and shipment of

containerized cargo and vehicles; operated by Tropical

Shipping Co., Ltd.

Supplies

(221) Freshwater is piped to the berths. Diesel fuel and

gasoline can be delivered by tank truck. Provisions and

some marine supplies are available.

Repairs

(222) Only minor repair work can be obtained for large

ships. The nearest drydocks are at Jacksonville and Port

Everglades.

Communications

(223) The Port of Palm Beach Railroad connects with

Florida East Coast Railway. There are highway connections to U.S. Route 1, Interstate Route 95, and Florida’s

Turnpike. The Palm Beach International Airport is 5.5

miles southwestward of the port area.

(224) The Intracoastal Waterway passes through Lake

Worth just eastward of Port of Palm Beach. Facilities in

the area for yachts and small craft are given in chapter

12.

Chart 11466

(225) From Lake Worth Inlet the general trend of the

coastline is south for 41 miles to Port Everglades. It is

broken by several inlets of little importance. The coast

is formed almost entirely by a low sand beach, with

more or less conspicuous dunes partly covered by grass

and scrub palmetto, and woods in the background. Numerous towns, tanks, radio towers, and scattered buildings are visible from seaward. Conspicuous from

offshore are the buildings and pier at Palm Beach,

Hillsboro Inlet Light, and the large buildings and tanks

at Fort Lauderdale.

(226) The coast between Lake Worth Inlet and Port

Everglades is fairly bold. The 20-fathom curve runs

parallel to the beach and for a greater part of the distance is less than 2 miles from it. Several wrecks and

obstructions are within 0.5 mile of the shore.

(227) Palm Beach, a resort on the narrow island between

Lake Worth and the sea, is connected to West Palm

Beach by highway bridges. The ocean pier here is used

only for amusement purposes. Several other towns and

cities are along the shores of Lake Worth.

(228) Boynton Inlet (see chart 11467), at the south end

of Lake Worth, is a small dredged cut through the outside beach, about 100 feet wide. The entrance to the inlet is protected by jetties. In May 1983, the reported

controlling depth over the bar and to the Intracoastal

Waterway was 5 feet. The inlet is crossed by Route A1A

highway bridge which has a fixed span with a clearance

of 18 feet. An overhead power cable at the bridge has a

362 ■ Chapter 10 ■ Volume 4
clearance of 38 feet. Boynton Inlet is dangerous and

particularly hazardous to small boats not designed for

open seas. Persons using this inlet should be experienced boatmen and have local knowledge. The channel

is unmarked.

(229) It is reported that shoaling exists, commencing

about 100 yards south of the end of the north jetty and

extending to the south. Submerged rocks extend 15

feet east of the end of the south jetty. Within the inlet,

along the north and south jetties, east of the Route A1A

highway bridge, is a concrete ledge which is just below

the surface at high tide.

(230) Tidal currents through the inlet reach a reported

velocity of 8 knots, and with an easterly wind it is impassible because of breakers at the entrance. There is a

strong undertow when the tide is ebbing. Eddies and

extreme turbulence accompany flood and ebb tides.

(231) It is further reported that except during a flat calm,

breaking and confused seas exist in the channel from

the bridge to the mouth of the inlet. Conditions worsen

as seas and winds increase, particularly when the current is running. Conditions are more hazardous during

winter.

(232) A dangerous wreck is about 1.8 miles south-southeast of the inlet.

(233) Additional information on local existing conditions

can be obtained by contacting the Lake Worth Inlet

Coast Guard Station (telephone: 561-840-8503), and

asking for the telephone number of the Coast Guard

Auxiliary.

(234) Boca Raton Inlet (see chart 11467) is a narrow

dredged cut through the beach 5 miles northward of

Hillsboro Inlet Light. It is used mostly by party fishermen. The hotel at Boca Raton is a prominent landmark. The mouth of the inlet is protected by short

jetties marked by private lights. In May 2005, severe

shoaling was reported at the entrance to the inlet. Local knowledge is recommended. The bar channel shifts

with the winds.

(235) Boca Raton Inlet is dangerous and particularly hazardous to all boats not designed for open seas. Persons

using this inlet should be experienced boatmen and

should be extremely knowledgeable of the area. The

channel is unmarked.

(236) It is reported that shoaling exists 30 yards outside

of the inlet and also inside the inlet. Depth at low tide

varies from 1 to 3 feet. A sandbar protrudes out of water

inside the inlet on the north side. A sandbar extends

underwater to within 30 feet of the south jetty. Shoaling and sandbars are continually shifting.

(237) In February 1980, it was reported that the outer 80

feet of the north jetty was being removed. It was further

reported that increased shoaling may be expected and

that the inlet may occasionally be closed by severe

weather.

(238) Tidal currents through the narrow channel reach a

reported velocity of 7 knots.

(239) It is further reported that except during a flat calm,

breaking and confused seas exist at the mouth of the inlet. Conditions worsen as seas and winds increase, particularly during ebb tide. Breaking seas at the mouth of

the inlet will extend 200 feet inside inlet mouth. Conditions are more hazardous during winter. Strong easterly winds are often encountered when attempting to

navigate the inlet. These are particularly strong in November through May. In May through September heavy

thunder storms often occur during early morning and

afternoon.

(240) Additional information on local existing conditions

can be obtained by calling Fort Lauderdale Coast

Guard Station (telephone: 954-927-1611).

(241) Highway A1A bridge crossing the inlet has a

45-foot bascule span with a clearance of 23 feet at the

center. (See 117.1 through 117.49, chapter 2, for

drawbridge regulations.)

(242) Hillsboro Inlet Light (26°15'33"N., 80°04'51"W.),

136 feet above the water, is shown from an octagonal

pyramidal skeleton tower with central stair cylinder,

lower third of structure white, upper two-thirds black,

on the beach on the north side of the inlet.

(243) Hillsboro Inlet (see chart 11467), 31 miles southward of Lake Worth Inlet, connects with Hillsboro

River and the Intracoastal Waterway. It has considerable importance as a base for party fishermen who run

out into the Gulf Stream. In March 1985, the reported

controlling depth was 7 feet in the privately maintained

channel. The entrance channel is marked by private

lights, a daybeacon, and a lighted entrance buoy, and

protected by jetties that are partially awash at low tide.

Rocky reefs are reported to extend northward and

southward of the respective entrance lights; the southern reef is reported to dry at its southern end at low

tide. The current in the entrance is reported to set

northward across the channel on the flood, and southward on the ebb. In January 1990, shoaling to a depth of

about 1 foot was reported at the entrance channel between Lights 1 and 2.

(244) Route A1A highway bridge crossing the inlet has a

bascule span with a clearance of 13 feet. The

bridgetender monitors VHF-FM channel 16 and works

on channel 13. (See 117.1 through 117.59 and

117.289, chapter 2, for drawbridge regulations.) On

the flood tide the current past the bridge is reported to

be as much as 5 to 6 knots. An overhead power cable at

the bridge has a clearance of 64 feet. Yacht landings are

on the south shore on either side of the bridge. A depth

of 5 feet is at the landings. Berthage, electricity,

St. Johns River to Miami ■ Chapter 10 ■ 363
gasoline, diesel fuel, water, ice, some marine supplies, a

mobile 10-ton lift, and hull, engine, and electronic repairs are available.

(245) Southward of Hillsboro Inlet shoaling is rapid;

depths of 6 to 8 fathoms have been found 1.5 miles offshore. A wreck 3.2 miles south of Hillsboro Inlet Light

and 0.4 mile offshore has a depth of about 10 feet over

it. Two small rock islets on each side of a stranded vessel were formed by the jettisoning of a cargo of cement

about 5 miles south of Hillsboro Inlet Light and 0.4

mile offshore. They were blasted away during World

War II, but until the depth over them has been determined, the area should be avoided by light-draft vessels.

(246) Fish havens extend 1 to 2.4 miles offshore between

Hillsboro Inlet and Port Everglades.

(247) A submerged groin is 1 mile north of the entrance

of Port Everglades and 0.4 mile offshore.

Chart 11470

(248) Port Everglades is a deepwater port on the east

coast of Florida, 301 miles south of Jacksonville and

948 miles from New York. Many of the world’s large

passenger vessels call at this major cruise port. Although principally a consumer port, considerable foreign commerce passes through. The principal

commodities handled include petroleum products, automobiles, bulk cement, steel products, scrap iron,

lumber, newsprint, glass, and a variety of general cargo.

Two unmarked jetties protect the harbor entrance

which is virtually landlocked.

Prominent features

(249) The most prominent objects seen when approaching the port are four stacks painted with red and white

bands about 1.2 miles southwest of the harbor entrance. These stacks are marked by red aircraft lights at

night. There are numerous tall hotel buildings on the

north side of the entrance close westward of the north

jetties. The numerous hotels and several tanks along

the beach, and tanks, and radio and television towers in

Fort Lauderdale are other conspicuous objects.

(250) Because of the low shoreline good radar targets are

limited in the approach to Port Everglades. It is reported, however, that the north and south jetties present good targets. Additionally, the entrance buoys are

difficult to identify by radar because of the heavy

small-craft traffic in the entrance.

COLREGS Demarcation Lines

(251) The lines established for Port Everglades are described in 80.727, chapter 2.

Channels

(252) A Federal project provides for a 500-foot-wide entrance channel 45 feet deep converging at the jetties to

a 450-foot-wide channel 42 feet deep leading to a turning basin 42 feet deep at the main port facilities with

north and south extensions 31 feet deep. From the

turning basin southward, the Intracoastal Waterway

leading to the Southport terminal has been dredged for

a Port Everglades sponsored project width of 500 feet

and project depth of 42 feet. Immediately north of the

Southport terminal lies a turning notch on the west

side of Intracoastal Waterway 850 feet by 750 feet, 42

feet project depth and marked by 7 fingered dolphins to

the north and three articulated yellow buoys to the

west. The federal maintenance plan includes the

Intracoastal Waterway to Southport and the turning

notch. Although not a part of the Federal project, the

Port Everglades Department of Broward County has

dredged the south extension of the turning basin to a

depth of 38 feet and will maintain it at that depth. (See

Notice to Mariners and latest edition of chart for controlling depths.)

(253) A lighted buoy marks the entrance, and channel

markers include lighted buoys, lights, and a 269°30'

lighted entrance range.

Dangers

(254) Two submerged breakwaters, extending almost 0.7

mile offshore on either side of the entrance, are unmarked. A large abandoned spoil area north of the entrance channel has very little water on it and at times

appears above the water as an island; it was reported to

be building up to the northwestward in April 1983. The

shoal area westward of the spoil area is marked by

daybeacons. A Naval restricted area extends about 2.5

miles offshore and about 4 miles southward of the

south edge of the entrance channel. (See 334.580,

chapter 2, for limits and regulations.) Large vessels entering the port on weekends and holidays are advised to

exercise extreme caution because of very heavy

small-craft traffic. The ruins of a former jetty, covered 3

feet, extend south from the inner end of the north jetty.

(255) A large fish haven extends from 1.5 to 5.7 miles

north of the entrance channel and from 1 to 2.2 miles

offshore. A smaller fish haven is about 1 mile north of

the entrance channel and about 1.5 miles offshore.

(256) Large commercial vessels approach, enter and depart the entrance channel within both quadrants east

of Lighted Buoys 2 and 3. Small craft in the vicinity of

the approach areas of the entrance channel are advised

to be underway and prepared to get out of the way of

any large commercial traffic at all times. They are advised never to anchor within 0.6 mile of Lighted Buoy

364 ■ Chapter 10 ■ Volume 4
PE or anywhere in the entrance channel itself, in order

not to impede the passage of large commercial traffic.

Anchorage

(257) The commercial anchorage area is NNE of Port

Everglades Lighted Buoy 2 (See 110.186, chapter 2, for

limits and regulations.) All commercial vessels planning to use the Port Everglades anchorage, whether

bound for Port Everglades or not, are required to provide the U.S. Coast Guard with an advanced notice of

arrival (See 160.212, chapter 2, for regulations.) Vessels using this anchorage must report their positions

and time of anchoring to the Port Everglades

Harbormaster on VHF-FM channel 14. No vessels may

anchor in a “dead ship” status (i.e. propulsion or control unavailable for normal operations) without prior

approval from the Coast Guard Captain of the Port

(COTP). In addition, vessels are not permitted to anchor for more than 72 hours without prior COTP approval. Vessels shall request approval from the USCG

COTP via the Port Everglades Harbormaster on

VHF-FM channel 14. The anchorage is in close proximity to three (inner, middle, and outer) reefs that run

along South Florida's coast. The anchorage area has

charted soundings ranging from 125 feet to more than

500 feet. The depth of the western side of the anchorage

area averages approximately 125 feet. The bottom type

in the anchorage consists of a sand, mud, and coral

rubble mixture that does not provide adequate holding

during adverse weather. There are also minor obstructions in the anchorage area that are mainly discarded

spools of cable; these may be annotated on the chart as

obstructions. The close proximity of the anchorage

area to the shallow reefs requires vigilance by vessel

captains while piloting and anchoring in the area. Violent, unpredictable winds in excess of 50 knots can be

associated with local thunderstorm activity. Upon the

approach of thunderstorms from any direction or in

sustained wind conditions of 25 to 30 knots from NNE

through SSE directions, all vessels in the anchorage

ground are strongly advised to have engines on standby

and be prepared to vacate the anchorage. It is highly

recommended that vessels leave the anchorage and

head to sea when sustained winds in excess of 30 knots

are blowing from NNE through SSE directions. A

proper anchor watch is vitally important with the vessel's position being checked frequently and VHF-FM

channels 14 and 16 continuously monitored. Although

not required, pilotage to the anchorage is available

upon request and is strongly recommenced for masters

who are unfamiliar with the Port Everglades anchorage. Anchoring south of the entrance channel by vessels with a draft in excess of 12 feet is prohibited. (See

334.480, chapter 2, for regulations.) The USCG COTP

may close the anchorage and direct vessels to depart

during periods of adverse weather or at other times as

deemed necessary in the interest of port safety or security.

Tides and currents

(258) The mean range of tide is 2.6 feet in the turning basin. The tidal currents in the entrance average about

0.7 knot. In April 1983, it was reported that the flood

currents attain a velocity of 3 knots and the ebb currents 4 knots. Current swirls of varying characteristics

are often encountered in the turning basin and make

handling of ships difficult. Prevailing winds from the

southeast and east coupled with a rising tide are the

most hazardous. Caution should be exercised to avoid

striking the piers or the rocky sides of the turning basin.

(259) The entrance channel has dangerously strong

cross currents which vary in strength and are unpredictable in direction. These currents generally run at

right angles to the direction of the narrow entrance

channel making transit hazardous, without local

knowledge, for deep draft vessels. These currents have

been reported to be as much as 5 knots.

(260) Several locations in the port are also reported to be

affected by man-made currents. The outflow from the

Florida Power and Light cooling water discharge canal,

just south of Berth 29, will effect passing ships in varying ways depending upon the output of the plant and

the size and draft of the ship. After periods of heavy

rainfall, the flood control gates in the Everglades of

South Florida are opened causing very strong ebb currents which might dominate the flood currents in areas

such as the Dania Cut-off Canal.

Weather, Port Everglades and vicinity

(261) Tropical cyclones threaten (move within 180 miles

of) Port Everglades once or twice each year on the average. About 50 percent of these are hurricanes. While

the season runs from June through November, about

83 percent of all threats have occurred in August, September, and October. However the port has also been

affected, outside of the normal season, in December,

February and May. Tropical cyclones have approached

the port from all octants although they are rare from

the northwest through northeast. While the port is

most vulnerable to winds off the open ocean, the relatively flat terrain provides little resistence to strong

land winds; however, nearby manmade structures afford some protection. The Australian pines and other

tall trees on the east side of the Intracoastal Waterway

provide some lee effect from the prevailing easterly

winds. Due to the narrow channel opening and two

jetty systems the port is well protected from ocean

St. Johns River to Miami ■ Chapter 10 ■ 365
waves except for those approaching from the east.

However, energy from even these waves is lost by shoaling and diffraction inside the harbor. Wind waves inside

are limited by lack of fetch. Storm tides have exceeded

12 feet (3.6 m) at Fort Lauderdale in the past. The lack

of significant elevations on barrier land strips, subjects

the entire Intracoastal Waterway in this area, including

Port Everglades, to severe flooding from hurricanes.

These factors plus the absence of sheltered berths or

anchorages makes evasion at sea the best course of action for all seaworthy, deep-draft vessels when a

hurricane threatens the port. Thousands of shallow

draft boats are moored in the extensive canal system

just north of Port Everglades. If feasible, they should be

removed and transported inland to higher elevations.

Because of the many boats, it might not be possible to

move along the Intracoastal Waterway, to seek protection up a canal or river, unless departure is quite early.

If a boat must be moored, it should be ballasted to be

low in the water, to escape wind effects, and be well secured with allowance for increased water heights. More

detailed information may be found in the Hurricane

Havens Handbook for the North Atlantic Ocean as

mentioned in chapter 3.

(262) Aside from the tropical cyclone threat the climate

is conducive to marine activities. Gales are rare. They

may occur with strong cold fronts or in severe thunderstorms. Winds of 17 knots or more are most likely from

September through April when they blow about 2 to 5

percent of the time. Precipitation occurs on about 94

days annually and is most likely in summer. Thunderstorms occur on 10 to 15 days per month from June

through October, a period which records more than 60

percent of the annual rainfall total. These brief, heavy

showers usually help cool things off in the late afternoon or early evening. Temperatures climb to 90°F

(32.2°C) or more on an average of 56 days each year and

extreme of 100°F (37.8°C) has been recorded. The extreme minimum in winter is 28°F (-2.2°C). Visibilities

are generally good and drop below 0.5 mile (0.9 km) on

an average of just 8 days each year; November through

March is the most likely period.

Pilotage, Port Everglades

(263) Pilotage is compulsory for all foreign vessels and

for U.S. vessels under register in the foreign trade with

a draft of 7 feet or more. Pilotage is optional for U.S.

coastwise vessels that have on board a pilot licensed by

the Federal Government.

(264) The Port Everglades area is served by Port

Everglades Pilots Association, P.O. Box 13017, Port

Everglades, FL 33316; telephone 954-522-4491, fax

954-522-4498, radiotelephone VHF-FM channels 14,

16, 18A, 19, and 77.

(265) Port Everglades pilot boat has a gray hull, white superstructure with the word PILOT displayed on the

sides. The pilot boat displays the hotel flag by day, and a

white light over a red light at night. The pilot boat

monitors and works VHF-FM channels 14 and 16. The

pilots board in the vicinity of Port Everglades Lighted

Buoy PE (26°05'30"N., 80°04'46"W.), day or night. The

buoy is equipped with a racon. Vessels should maintain

a speed of 7 knots and provide a pilot ladder 3 feet (1

meter) above the water on the lee side. Swift variable

currents, usually east of the buoy, can affect boarding

procedures.

(266) Arrangements for pilots can be made through

ships’ agents or the Port Everglades Harbormaster

(telephone: 954-468-3531). At least 24 hours advance

notice of arrival is requested, with confirmation given 1

hour in advance of arrival by radiotelephone.

Towage

(267) Three conventional tugs to 4,200 hp, two tractor

tugs to 5,200, and one Ship Docking Module of 4,000 hp

are available for docking and undocking. Arrangements for tugs should be made through the

harbormaster’s office.

Quarantine, customs, immigration, and agricultural

quarantine

(268) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(269) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) There are five general hospitals and several smaller private hospitals in the area.

(270) Port Everglades is a customs port of entry.

Coast Guard

(271) Fort Lauderdale Coast Guard Station is on the east

side of the Intracoastal Waterway southeast of the turning basin.

(272) Harbor regulations are established by the Port

Everglades Department of Broward County. The administration, operation and maintenance of the port

are under the direction and supervision of the port director. The harbormaster clears all traffic passing

through the port, assigns berths and enforces the regulations ashore. The harbormaster should be contacted

concerning all ship movements and any requirements

that ships may have for their safe passage through the

port, such as tug boat assistance or the removal of temporary obstructions. The Marine Division of local,

county and state police departments enforce the regulations afloat. A copy of the port tariff is available at the

port office which is in the Port Administration Building

366 ■ Chapter 10 ■ Volume 4
close westward of Pier 5. The harbormaster’s office in

the Port Administration Building can be contacted 24

hours a day by telephone (954-765-4602) or on VHFFM channel 14.

Manatees

(273) Regulated speed zones for the protection of manatees are in Port Everglades. (See Manatees, chapter 3.)

Wharves

(274) Port Everglades has numerous deepwater berths

adjacent to the main entrance channel and southern

branch of the Intracoastal Waterway. All the berths are

owned and operated by the Port Everglades Department of Broward County. The port has 380 acres of

open storage, over 440,000 square feet of covered storage, over 2 million cubic feet of cold storage space, 380

electrical reefer outlets and 8 roll-on/roll-off ramps.

Foreign Trade Zone No. 25 with 388,600 square feet of

warehousing is also located in the port. Privately

owned facilities provide over 91⁄2 million barrels of storage space for petroleum products as well as 34 cement

silos totaling 112,000 ton capacity. Berths 4 through 15

have pipeline connections available for handling petroleum products, asphalt, and other bulk liquids. Heavy

lift cranes up to 300 tons, six container gantry cranes of

30 to 50 tons, and modern cargo handling equipment

are available at the port. Containers can be worked at

all berths listing general cargo by means of ship’s gear

or mobile container handling equipment available in

the port. All berths have access to the highways and

some have rail connections. The alongside depths

given for each facility described are project depths. Actual depths alongside, in almost all locations, exceed

project depth. For information on the latest depths,

contact the Port Everglades Department of Broward

County or the Port Everglades Harbormaster. Only the

major facilities are described. For a complete description of the port facilities, refer to Port Series No. 16,

published and sold by the U.S. Army Corps of Engineers

(see Appendix A for address).

(275) Berth 1A: east side of Pier 6; 180 feet long; 12 feet

(reported) alongside; deck height, 9 feet; used as a

lay-over berth.

(276) Berth 1B:south side of Pier 6; 220 feet long with an

adjacent 70-foot wide ro/ro ramp; 23 feet (reported)

alongside; deck height, 9 feet; 6 feet at ramp; used as a

lay-over berth.

(277) Berths 1, 2, and 3: east side of Pier 4; 1,600 feet

long; 31 feet alongside; deck height, 9 feet; ro/ro cargo

at berth 1, secondary fiber, break bulk and general

cargo, Naval ships, cruise ships.

(278) Berth 4: south side of Pier 4; 900 feet long; 38 feet

alongside; deck height, 7.5 feet; ro/ro cargo at head of

slip, general cargo, cruise ships.

(279) Berth 4A: head of slip 2; 290 feet along; 42 feet

alongside; deck height, 4 feet; fingered ro/ro ramp for

ships at berths 4 and 5. products.

(280) Berth 5: north side of Pier 2; 900 feet long; 38 feet

alongside; deck height, 7.5 feet; ro/ro cargo at head of

slip, break bulk and general cargo, petroleum products,

asphalt.

(281) Berth 6: east face of Pier 2; 380 feet long; 38 feet

alongside; deck height, 7.5 feet; break bulk and general

cargo.

(282) Berths 7 and 8: south side of Pier 2; 1,200 feet

long; 38 feet alongside; deck height, 7.5 feet; primarily

petroleum products, asphalt, occasional general cargo

at berth 7.

(283) Berths 8A: head of slip 1; 300 feet long; 38 feet

alongside; deck height, 7.5 feet; miscellaneous and tug

lay-overs while barges being worked.

(284) Berths 9 and 10: north side of Pier 1; 1,200 feet

long; 38 feet alongside; deck height, 7.5 feet; petroleum

products.

(285) Berth 11: east face of Pier 1; 500 feet long; 38 feet

alongside; deck height, 7.5 feet; liquefied petroleum

gas with pipelines to storage tanks.

(286) Berths 12 and 13: south side of Pier 1; 1,226 feet

long; 38 feet alongside; deck height, 7.5 feet; petroleum

products.

(287) Berths 14 and 15: north side of Pier 3; 1,226 feet

long: 33 feet alongside; deck height, 9 feet; rail

mounted bulk cement self unloaders and pipelines

leading to 34 cement silos adjacent to dockside; primarily bulk cement, petroleum products, occasional

break bulk and general cargo.

(288) Berths 16, 17 and 18: east side of Pier 3; 1,648 feet

long with 43-foot wide Ro/Ro ramp at south end of

Berth 18; 38 feet alongside; deck height, 9 feet at ramp;

one 30 ton container gantry crane having an outreach

of 108 feet at 90 feet above MHW and one 50 ton container gantry crane having an outreach of 113 feet at

109 feet above MHW, pipelines extending to cement silos; containers, break bulk and general cargo, ro/ro

cargo using ramp at west end of Berth 19.

(289) Berths 19 and 20: Pier 5; 1,300 feet long with 84

foot wide Ro/Ro ramp at west end of Berth 19; 38 feet

alongside; deck height, 9 feet, 6 feet at ramp; break bulk

and general cargo, Ro/Ro cargo using ramp at south

end of Berth 18, Naval ships, cruise ships.

(290) Berths 21 and 22: west side of Pier 7; 1,475 feet

long; 38 feet alongside; deck height, 8 feet; primarily

cruise ships, Naval ships, occasional general cargo.

St. Johns River to Miami ■ Chapter 10 ■ 367
(291) Berth 23: north side of Pier 7; 200 feet long; 38 feet

alongside; deck height, 9 feet; berth no longer

used–pier head is occupied by a restaurant.

(292) Berths 24 and 25: east side of Pier 7; 1,369 feet

long; 42 feet alongside; deck height, 9 feet; cruise ships,

Naval ships, lay-overs.

(293) Berths 26 and 27: east side of Pier 9; 1,337 feet

long; 42 feet alongside; deck height, 9 feet; break bulk

and general cargo, cruise ships, Naval ships.

(294) Berths 28A - 28F: surrounding the small basin in

the southern half of Pier 9; 28A (north wall), 480 feet;

28B and 28E (on finger pier), 350 feet each; 28F (south

wall), 400 feet; 28A to 28E have 27 feet alongside, 28F

has 21 feet alongside; deck height, 9 feet; 28A - harbor

tug dockage; 28B to 28D - lay-over berths; 28F - general

cargo.

(295) Berth 29: east side of Pier 9; 800 feet; deck height,

9 feet: 42 feet alongside; break bulk and general cargo,

primary deep draft lumber dock.

(296) Berth 30: north side of Southport terminal; 900

feet; deck height, 11 feet; 42 feet alongside; general

cargo, scrap metal, bulk products.

(297) Berths 31 and 32: east side of Southport terminal;

2,000 feet; deck height, 11 feet; 42 feet alongside; three

40 ton container gantry cranes having an outreach of

145'-06" at 130 feet above MHW with setbacks of 5 feet

from the bulkhead and 9 feet from the fenders; containers.

(298) Berth 33A: southeast corner of Southport terminal; 800 feet, 140 feet at ramp; deck height, 11 feet, 9

feet at ramp; 42 feet alongside; container cranes from

berths 31 and 32 can be used; containers and ro-ro

cargo.

(299) Berths 33B and 33C: southeast corner of

Southport terminal, adjacent to 33A; finger pier 500

feet long by 20 feet wide between the two berths; 120

feet ramp at each berth; deck height, 11 feet, 7 feet at

ramp; 42 feet alongside; ro-ro cargo.

(300) Supplies of all kinds in any quantity can be obtained and all types of marine supplies are available in

Port Everglades. All berths have fresh water pipelines

and some have electrical shore power connections.

Berths 1 through 27 have pipeline connections for

bunkering vessels while alongside. Berths 28 through

33 are accessible by tank truck and barge. Arrangements can be made for special blended fuels.

Repairs

(301) There are no major repair facilities for large vessels

in Port Everglades. The nearest major repair facility is

in Jacksonville.

368 ■ Chapter 10 ■ Volume 4
(302) Several machine, electrical, electronic, and marine

engine repair firms located off the waterfront can make

above-waterline repairs to small craft.

Communications

(303) The Florida East Coast Railway and the Seaboard

System Railroad serve the port through a beltline

owned by the port but leased and operated by Seaboard

System Railroad. Truck and barge lines serve the port

and local and interstate bus service is available. Many

domestic and overseas airlines serve the port through

the Fort Lauderdale-Hollywood International Airport,

1 mile southwest of the port.

Small-craft facilities

(304) Yachting and small-craft facilities are centered at

Fort Lauderdale close northward of the port and are described with the Intracoastal Waterway in chapter 12.

(305) Port Laudania, just south of Port Everglades, is

used by small ships handling general cargo and heavy

equipment. The 3.1-mile route from Port Everglades

entrance to the port is through the main channel,

thence southward for 1.8 miles in the Intracoastal Waterway and westward for 0.9 mile in the Dania Cut-Off

Canal to a 540 by 310-foot turning basin on the north

side. Due to the size and draft of the commercial vessels

calling at Port Laudania, the center of the channel in

the Dania Cut-off Canal is generally required for safe

navigation. To prevent dangerous meeting situations,

Security calls should be given by vessels over 50 feet in

length or over 7 feet in draft on VHF-FM channels 13

and 16 prior to transiting the Dania Cut-off Canal. In

April 1983, the reported controlling depth from the

Intracoastal Waterway to the turning basin was 5 feet.

An overhead power cable across the Dania Cut-Off Canal has a clearance of 130 feet. Facilities include 1,440

feet of wharfage with 14 feet reported alongside, five

ramps for roll-on/roll-off loading, 9 acres of open storage, over 15,000 square feet of enclosed warehouse

storage, water, fuel and lubricants by truck. Truck service is available, and railroad sidings are nearby.

Small-craft facilities in the area are described in chapter 12.

Chart 11466

(306) Between Port Everglades and the Miami Harbor

entrance, 20 miles to the southward, the general trend

of the coastline is south, and it is formed almost entirely by a low sand beach. The large buildings and

tanks in Hollywood, Miami Beach, and Miami are particularly conspicuous from seaward.

(307) This section of the coast is also fairly bold, and the

20-fathom curve runs parallel to the beach at a distance

of about 2 miles until in the Miami Harbor entrance

where the curve of the shore becomes south-southwestward and the 20-fathom curve lies about 4 miles

offshore. Inside this curve shoaling is rapid, and northward of the Miami Harbor entrance 6 to 8 fathoms are

found in places 1.5 miles from the beach.

(308) Hollywood is a popular resort 5 miles south of Port

Everglades and about 1 mile west of the Intracoastal

Waterway. The Florida Bible College, a very prominent

structure, is on the ocean beach east of the city.

Charts 11466, 11467

(309) Bakers Haulover Inlet has been dredged through

the barrier beach at the north end of Biscayne Bay, 11.6

miles south of Port Everglades, to provide circulation

of water in the bay. The channel leads westward

through the inlet, thence northward to a boat basin on

the east side of the channel and connects with the

Intracoastal Waterway north of the basin and through a

cut opposite the basin. In September 2008, the controlling depth was 10.9 feet through the inlet to the highway bridge, thence 10 feet in the basin and 8 feet in the

channels leading to the Intracoastal Waterway. Route

A1A highway bridge over the inlet has a fixed span with

a clearance of 32 feet; an overhead power cable just east

of the bridge has a clearance of 53 feet. Current velocities of about 2.9 knots on the flood and 2.5 knots on the

ebb have been recorded in the inlet. (For predictions

see the Tidal Current Tables.)

(310) Many charter-boat fishermen use the inlet in good

weather. Several prominent hotels are south of the inlet. The Intracoastal Waterway is 0.4 mile inside the entrance.

(311) The Florida Department of Natural Resources has established a slow-no wake speed zone in the Intracoastal

Waterway where the channels converge in the vicinity of

Bakers Haulover Inlet.

(312) An unmarked fish haven is about 5.5 miles northeast of the entrance channel and about 2.1 miles offshore.

Chart 11468

(313) Miami Harbor is a deepwater port on the east coast

of Florida under the jurisdiction of the Metropolitan

Dade County Seaport Department. It is 324 miles south

of Jacksonville, 971 miles from New York, and 151

miles from Key West. It is principally a consumer port,

but considerable foreign commerce passes through,

and it is of great importance as a cruise port. The

St. Johns River to Miami ■ Chapter 10 ■ 369
principal commodities handled are petroleum products, bananas, steel products, meat, newsprint, foreign

cars and other vehicles, alcoholic beverages, and general cargo. Two unmarked jetties protect the harbor entrance, known as Government Cut, which was dredged

to form a deepwater entry to the port.

(314) Miami, the State’s most populated city, covers most

of the west shore of Biscayne Bay north of Key Biscayne

and is 5 miles from the Gulf Stream, a fact which accounts for its year-round healthful climate. It is an internationally famous winter resort and a popular

yachting center, particularly in winter. A large number

of small boats that fish and cruise along the Florida

Keys operate out of the port.

(315) Miami Beach occupies the barrier beach that separates the ocean from the upper part of Biscayne Bay and

is also an important yachting center. A number of

causeways, with bridges over the channels, form good

highway connections with Miami and the mainland

communities. The city is principally residential, except

for some shops and amusement places. The numerous

large hotels take up most of the beach and along

Biscayne Bay. Marinas, yacht basins, and numerous

small private landings are on the west side of the city

along the canals and other waterways off Biscayne Bay.

A fishing pier extends out into the sea about 0.3 mile

north of the jetties. Miami Beach Coast Guard Base

and a commercial terminal are northward of the main

ship channel near the east end of the MacArthur Causeway. Miami Beach City Yacht Harbor is on Meloy Channel at the southwestern end of Miami Beach.

(316) Prominent features (see also chart 11466).–There

are numerous tall buildings and hotels in Miami and

along the oceanfront at Miami Beach are visible for

miles in all directions. A very prominent landmark in

Miami Beach is the tall green and black building of a

saving and loan company at about 25°47'26"N.,

80°07'56"W., on which the red obstruction lights and

an illuminated time and temperature sign, flashing

from 7 a.m. to midnight, can be seen over 16 miles offshore. A tall stack and water tank on Virginia Key, Cape

Florida Light, the aviation light at Miami International

Airport, a number of radio and television towers, and

numerous other tanks and towers are also prominent.

(317) Radar targets in the approaches to Miami Harbor

are poor, except for the land and jetty configurations.

Heavy small-craft traffic in the vicinity of the sea and

entrance buoys may make visual or radar identification

of these buoys difficult. In making a night approach,

the many lights on Miami Beach may make identification of navigational aids difficult.

COLREGS Demarcation Lines

(318) The lines established for Miami are described in

80.730, chapter 2.

Channels

(319) A Federal project provides for a 44-foot channel

from the sea buoy to inside Government Cut, then 42

feet to the Fisher Island Turning Basin and to the end of

container berth in Fishermans Channel. Miami Main

Channel on the north side of the Port of Miami has a

project depth of 36 feet to Main Turning basin with the

same depth which is off the northwest corner of Dodge

Island. The turning basin south of Dodge Island has a

project depth of 42 feet. The Federal project extends

1,200 feet west of the basin. The channels and turning

basins are maintained at or near project depths (See

Notice to Mariners and latest edition of chart for controlling depths). In 1998, the area between Miami Main

Channel and the Port of Miami off the north side of

Dodge Island had depths of 31 to 36 feet. Mariners are

advised that abrupt shoaling may be encountered along

the northerly and southerly edges of the dredged channel.

(320) A fishing pier, marked by a light at each end, is on

the south side of the inshore end of the north jetty. The

lights are reported to be difficult to distinguish.

(321) A shoal marginal area about 100 feet wide extends

between the northern edge of the channel and the MacArthur Causeway along almost its entire length.

(322) A lighted buoy marks the entrance; the buoy is

equipped with a RACON. Channel markers include

lighted buoys, lights and lighted ranges. A Precautionary Area has been established with a radius of one nautical mile around the sea buoy. This is necessary

because large ships inbound and outbound of the port

will board and disembark pilots within this area and

will be severely limited in their ability to maneuver. All

vessels are to exercise extreme caution within this area.

Vessels may not anchor within those portions of the

Precautionary Area that lie outside the designated anchorage.

(323) Meloy Channel branches from the main channel at

the inner end of the land cut and extends

northwestward along the southwest shore of Miami

Beach to MacArthur Causeway. In December 1998, the

reported controlling depth was 9 feet.

(324) Fishermans Channel is a private channel maintained by the City of Miami. The channel leads westward from the turning basin at Fisher Island for about

2.0 miles to a turning basin off the southwestern corner of Dodge Island; then southwestward to the junction with the Intracoastal Waterway. The channel west

of the 1,200-foot extension from the turning basin

south of Dodge Island is maintained by Miami-Dade

370 ■ Chapter 10 ■ Volume 4
County, and in 1995 had a depth of about 23 feet with

lesser depths along the southern edges of the channel.

(See Notice to Mariners and latest edition chart for

controlling depths.) Natural depths to 10 feet lead from

the turning basin off Dodge Island to the Intracoastal

Waterway. The channel is well marked.

(325) Other channels in Biscayne Bay are discussed with

the Intracoastal Waterway in chapter 12.

Anchorages

(326) A Federal anchorage is located north of the sea

buoy. (See 110.188, Chapter 2, for limits and regulations.) Non-U.S. Flag vessels destined for the anchorage must provide a 24-hour advance notice of arrival

per Title 33 Code of Federal Regulations Part 160.207

before entering the anchorage area to anchor. Any vessel desiring to use the anchorage must notify the Coast

Guard Captain of the Port, via the Biscayne Bay Pilots,

on VHF-FM channel 12 or 16. Vessels granted permission to anchor must maintain a 24-hour bridge watch

by an English speaking deck officer monitoring

VHF-FM Channel 16. This individual must perform frequent checks of the vessel's position to ensure the vessel does not drag anchor.

(327) Vessels which are experiencing serious operating

casualties such as malfunction of main propulsion,

main steering, or anchoring equipment, or which are

planning to perform main propulsion engine repairs or

maintenance, must immediately notify the Coast

Guard Captain of the Port, via Coast Guard Group Miami, on VHF-FM Channel 16. The Coast Guard Captain

of the Port may close the anchorage area and direct vessels to depart the anchorage during periods of adverse

weather or at other times as deemed necessary in the

interest of port safety. The anchorage is in close proximity to the three-reef system that runs along the Atlantic Ocean coast of south Florida. Recent vessel

groundings have shown there is very little time to respond to a dragging anchor before coming into contact

with the inshore reefs. The holding ground in the anchorage consists of shallow sand, mud and coral rubble

covering of the limestone substrate. During periods of

high winds and seas, vessels anchors may not hold

firmly in this ground. Violent, unpredictable winds in

excess of 50 knots can be associated with local heavy

thunderstorm activity. The area is also susceptible to

large waterspouts. Upon the approach of thunderstorms from any direction or in sustained winds of 25

to 30 knots from NNE through SSE, all vessels are

warned to have main propulsion engines on standby

and be prepared to vacate the anchorage. When sustained winds in excess of 30 knots from NNE through

SSE are to be expected, vessels may be ordered from the

anchorage and advised to head directly to sea. Although

not required, pilotage to the anchorage is available

upon request and is strongly recommended for vessel

masters who are unfamiliar with the anchorage.

Dangers

(328) Shoals extend about a mile offshore northward of

the entrance, and vessels approaching from the northward should keep at least 1.5 miles offshore until

within 4 miles of the entrance and then haul out for the

sea buoy. A fish haven with 17 feet over it is about 3.5

miles NE of Miami Harbor entrance in about

25°48'34"N., 80°05'26"W. The outer reefs, for about 10

miles south of the entrance, are unmarked except for

the northerly red sector in Fowey Rocks Light, and vessels approaching from that direction should stay outside this sector until well up before closing the sea

buoy.

Tides

(329) The mean range of tide is 2.5 feet at the harbor entrance and 2 feet in the bay. Daily predictions for Miami

Harbor are given in the Tide Tables.

Currents

(330) Strong tidal currents run in the entrance between

the jetties; the current velocity being about 2 to 4

knots. A northerly wind causes a considerable southerly set across the ends of the jetties. Vessels are advised

to favor the southerly side of the entrance channel during southerly winds, as a pronounced northerly set may

be experienced.

(331) The Biscayne Bay Pilots report variances between

predicted and actual currents. Cross-channel current

variations in Government Cut are particularly difficult

to negotiate. Caution should be exercised when entering Government Cut from the sea during flood tide

with northeasterly winds; a strong turning torque occurs when the bow is just inside the north jetty. A similar but less serious situation occurs when leaving the

port during ebb tide. Horizontal current gradients

which may make maneuvering difficult occur in the

turning basin north of Fisher Island.

(332) Daily predictions for Miami Harbor entrance are

given in the Tidal Current Tables.

Weather, Miami and vicinity

(333) A subtropical marine climate features a long, warm

summer with abundant rainfall followed by a mild, dry

winter. Winds blow mainly from the east through southeast. This is often a combination of trades reinforced by

an afternoon sea breeze. At night, winds may be more

variable, lighter and sometimes blow off the land. From

fall through spring, fronts, and sometimes lows, add to

the variability but also cause a strengthening of winds.

St. Johns River to Miami ■ Chapter 10 ■ 371
Winds speeds during these seasons climb to 17 knots or

more, 2 to 5 percent of the time. Along the coast, winds

are often stronger than inland.

(334) The marine influence is also reflected in the precipitation and temperatures. Miami Beach records about

48 inches (1,219 mm) annually compared to nearly 59

inches (1,499 mm) at airport. At the airport, June is the

wettest month averaging 9 inches (228.6 mm) of rainfall while December is the driest month averaging 1.9

inches (48.3 mm). Snowfall is almost unheard of in Miami but on January 19, 1977 snow did fall. A dusting accumulated as far south as Ft. Lauderdale and flakes fell

and melted on impact at Miami and as far south as

Homestead, 20 miles south of Miami.

(335) The average high temperature at Miami is 83°F

(28.3°C) and the average low is 69°F (20.6°C). August is

the warmest month with an average high of 90°F

(32.2°C) and an average low of 77°F (25°C). January is

the coolest month with an average high of 76°F

(24.4°C) and an average low of 60°F (15.6°C). The maximum temperature at Miami has never reached 100°F

(37.8°C) and the extreme maximum of 98°F (36.7°C)

has been recorded on five separate occasions, the last

being on August 1, 1990. The coldest temperature on

record is 30°F (-1.1°C) recorded on January 22, 1985.

Miami has an average of 58 days each year when the

temperature climbs above 90°F (32.2°C) and only six

days each year when the temperature falls below 45°F

(7.2°C).

(336) Visibilities drop to 1⁄4 mile or less (<0.5 km) on

about 7 days each year.

(337) Tropical cyclones are most likely to affect this area

during August, September, and October although they

can occur in any month. One or two tropical cyclones

will threaten Miami in an average year but hurricane

force winds are expected about once every 7 years. Miami lies in the heart of the U.S. hurricane belt, in an

area where tropical cyclones are often recurving, slowing and intensifying. Of the 58 tropical cyclones that

threatened Miami during the period 1842-1995, 52 occurred during the months August, September, and October and 24 have occurred since 1950. At this latitude,

along with the proximity of the Caribbean Sea and

much warmer water, October is the most likely month

of occurrence. The predominate direction from which

the storm arrives is from the south or southeast. Hurricane Cleo in 1964 and Hurricane Andrew in 1992 are

likely the most noteworthy storms to affect Miami in

recent memory. Hurricane Cleo was a very small storm

and did little damage. It passed near Miami on August

27, 1964. It is perhaps most noteworthy due to it's

punch. Maximum winds were 95 knots with gusts to

120 knots. Hurricane Andrew passed just south of Miami on August 24, 1992. Andrew goes on record as

being the storm having the third lowest air pressure at

landfall of any storm in U.S. history. Andrew ravaged

Homestead Florida in the early morning hours of August 24 with winds in excess of 150 knots on a path that

took it across southern, Florida, in four hours. Andrew

ranks as the most costly natural disaster to date for the

United States.

(338) (See Appendis B for Miami climatological table.)

Pilotage, Miami

(339) Pilotage is compulsory for all foreign vessels and

U.S. vessels under register in the foreign trade with a

draft of 7 feet or more. Pilotage is optional for coastwise

vessels which have on board a pilot licensed by the Federal Government.

(340) The Miami area is served by Biscayne Bay Pilots Association, at the far east end of the Port of Miami on

Dodge Island, 2911 Port Blvd., Miami, FL 33132; telephone 305-374-2791 (office), 305-375-9453 (dispatch);

fax 305-374-2896; VHF-FM radiotelephone channel 16.

All types of vessels are served.

(341) Biscayne Bay Pilots have four boats: MIAMI, 42 feet

long; BISCAYNE, 42 feet long; NO. 2, 36 feet long;

VIZCAYA, 52 feet long; all boats have black hulls with

buff superstructures, and the word PILOT in black letters on the sides. International Code Flag H is flown by

day, and the standard pilot lights are displayed at night.

The pilot boats monitor VHF-FM channel 16 and work

on channel 12. The pilot boarding and cruising area is

close seaward of Miami Lighted Buoy M (25°46'06"N.,

80°05'00"W.). The buoy is equipped with a racon. Pilots

will board vessels day or night. Vessels are requested to

rig the pilot ladder on the leeward side about 1 meter

above the water, and maintain a speed of about 5 knots.

Large deep-draft vessels are requested to stay at least 1

mile eastward of the sea buoy for pilot boarding because of the strength and proximity of the Gulf stream

current.

(342) Pilotage is usually arranged by telephone or fax

through ship’s agents. Vessels are requested to give a

24-hour advance notice of arrival with confirmation 1

hour before ETA by radiotelephone.

Towage

(343) There are large tugs of up to 3,000 hp available in

the port. Salvage, wrecking, and diving equipment is

available.

Quarantine, customs, immigration, and agricultural

quarantine

(344) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(345) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

372 ■ Chapter 10 ■ Volume 4
Health Service, chapter 1.) There are more than 10

public and private hospitals in Miami and 3 at Miami

Beach. Many others are in the surrounding area.

(346) A U.S. Quarantine station is at Miami. (See Appendix A for address.)

(347) Miami is a customs port of entry.

Coast Guard

(348) The district office and a Marine Safety Office are in

downtown Miami. (See Appendix A for addresses.) Miami Beach Coast Guard Base is on Causeway Island, 1.2

miles inside the outer end of the entrance north jetty.

(349) Harbor regulations are established by the Metropolitan Dade County Seaport Department. The Seaport

Director assigns berths and enforces the regulations. It

is unlawful for any vessel or other craft to proceed at a

speed which will endanger other vessels or structures.

Official signs are posted indicating limiting speeds

through critical portions of the harbor or waterways.

Wharves

(350) The Port of Miami has over 30 deepwater berths adjacent to the Miami Harbor Channel; these include the

berths at the Port of Miami on Dodge Island, and the

privately owned facilities on the north side of Fisher Island and just west of Causeway Island.

(351) The facilities at the Port of Miami are owned by the

Miami-Dade County Seaport Department. All berths

have fresh water available, but electric power and telephone hookups are not provided. Dodge and Lummus

Islands are fully merged, and should be considered a

single facility. Vehicular traffic is served by a six-lane

elevated highway bridge over the Intracoastal Waterway. A single track bascule bridge allows Florida East

Cost Railway to access warehouses A, B, C & G in the

cargo area of the Port. A four-track railway marshaling

yard is provided in the cargo area. Fisher Island can

only be reached by water transportation (shuttle

barges). A total area of approximately 609,000 square

feet of covered storage is available in transit sheds A, B,

C, D. E and G. Fifty thousand square feet of refrigerated

space is available in Shed G ; operated by a private company.

(352) The port has ten gantry cranes at the southeastern

end of the facility. Three cranes have a 40-ton lift capacity, while the remaining seven gantry cranes can lift 50

tons. Mobile cranes are available through a private operator on the port, and from various contractors in the

Miami area.

(353) The depths alongside each facility are reported

depths. (Contact the Miami-Dade Seaport Department,

Biscayne Bay Pilots Association or private operator for

the latest depths). Only the major facilities of the port

are described. For a complete description of the port facilities, refer to Port Series No. 16, published and sold

by the US Army Corps of Engineers. (See Appendix A for

address).

(354) Port of Miami, Passenger Terminal No. 6

(25°46'48"N., 80°10'51"W.): 750-foot face, 32 feet

alongside; deck height, 7.5 feet; mooring cruise vessels

and harbor tugs; boarding passengers; operated by Miami-Dade County Seaport Department and Moran

Towing of Miami, Division of Moran Towing Corp.

(355) Port of Miami, Passenger Terminals Nos. 1 to 5,

and 10 (Bays 1 to 253⁄4) (25°46'45"N., 80°10'34"W.):

3,220-foot face; 31 to 36 feet alongside; deck height, 7.5

feet; mooring cruise vessels; boarding passengers; operated by Miami-Dade County Seaport Department.

(356) Port of Miami, Bays 253⁄4 to 38 (25°46'33"N.,

80°10'04"W.): 1,600-foot face; 36 feet alongside; deck

height, 7.5 feet; mooring cruise vessels; boarding passengers; operated by Miami-Dade County Seaport Department.

(357) Port of Miami, Passenger Terminals Nos. 8 and 9

(Bays 38 to 45) (25°46'28"N., 80°09'56"W.): 1,680-foot

face; 36 feet alongside; deck height, 7.5 feet; mooring

cruise vessels; boarding passengers; operated by Miami-Dade County Seaport Department.

(358) Port of Miami, Bays 45 to 55 (25°46'24"N.,

80°09'46"W.): 1,220-foot face; 31 to 36 feet alongside;

deck height, 7.5 feet; 119,000 square feet covered storage; receipt and shipment of conventional and

roll-on/roll-off general cargo; shipment of automobiles; operated by Miami-Dade County Seaport Department.

(359) Port of Miami, Roll-on/Roll-off Berth 55W

(25°46'22"N., 80°09'42"W.): 900-foot face; 31 feet

alongside; deck height, 7.5 feet; container storage area

in rear; receipt and shipment of conventional and

roll-on/roll-off general cargo; operated by Miami-Dade

County Seaport Department.

(360) Port of Miami, Roll-on/Roll-off Berth 59W

(25°46'21"N., 80°09'36"W.): 550-foot face; 35 feet

alongside; deck height, 7.5 feet; container storage area

in rear; receipt and shipment of conventional and

roll-on/roll-off general cargo; operated by Miami-Dade

County Seaport Department.

(361) Port of Miami, Roll-on/Roll-off Berth 65W

(25°46'21"N., 80°09'30"W.): 690-foot face; 35 feet

alongside; deck height, 7.5 feet; container storage area

in rear; receipt and shipment of conventional and

roll-on/roll-off general cargo; operated by Miami-Dade

County Seaport Department.

(362) Port of Miami, Container Terminal, Berths 1 to 5

(Gantry Crane Berths 99 to 130.5) (25°45'58"N.,

80°09'12"W.): 4,377-foot face; 42 feet alongside; deck

height, 12 feet; ten traveling container-handling cranes

St. Johns River to Miami ■ Chapter 10 ■ 373
to 50-ton capacity; three 40-ton gantry cranes; paved

storage areas to 135 acres with refrigerated cargo containers in rear; receipt and shipment of containerized

general cargo; operated by Miami-Dade County Seaport

Department.

(363) Port of Miami, Bays 144 to 148 (25°46'02"N.,

80°09'45"W.): 600-foot face; 30 feet alongside; deck

height, 7.5 feet; container storage area in rear; receipt

and shipment of containerized and roll-on/roll-off general cargo; operated by Miami-Dade County Seaport

Department.

(364) Port of Miami, Roll-on/Roll-off Berth 154

(25°46'08"N., 80°09'53"W.): 670-foot face; 24 feet

alongside; deck height, 7.5 feet; 36,000 square feet of

covered storage; receipt and shipment of containerized

and roll-on/roll-off general cargo; operated by Miami-Dade County Seaport Department.

(365) Port of Miami, Roll-on/Roll-off Berth 155

(25°46'10"N., 80°09'58"W.): 550-foot face; 21 feet

alongside; deck height, 7.5 feet; container storage area

in rear; receipt and shipment of containerized and

roll-on/roll-off general cargo; operated by Miami-Dade

County Seaport Department.

(366) Port of Miami, Roll-on/Roll-off Bays 160 to 177

(25°46'16"N., 80°10'18"W.): 1,661-foot face; 23 to 24

feet alongside; deck height, 7.5 feet; container storage

area in rear; 73,500 square feet of covered storage; receipt and shipment of containerized and roll-on/roll-off

general cargo; mooring harbor tugs; operated by Miami-Dade County Seaport Department and Coastal Tug

& Barge, Inc., a subsidiary of The Coastal Corp.

(367) Port of Miami, Passenger Terminal No. 12 (Bays

183 to 195) (25°46'26"N., 80°10'34"W.): 1,450-foot

face; 23 feet alongside; deck height, 10 feet; receipt and

shipment of roll-on/roll-off general cargo; mooring

cruise vessels and other floating equipment; boarding

passengers; operated by Miami-Dade County Seaport

Department.

(368) Coastal Fuels Marketing, Fisher Island Terminal

Dock and Slip (25°45'50"N., 80°08'31"W.): 800-foot

face; 36 feet alongside; deck height, 6 feet; pipelines extend from wharf to storage tanks with 667,190 barrel

capacity; receipt and shipment of petroleum products;

fueling vessels; mooring company-owned floating

equipment; and occasional landing for vehicular and

passenger ferry; owned by Coastal Fuels Marketing,

Inc., and operated by Coastal Fuels Marketing, Inc., a

subsidiary of The Coastal Corp. and Fisher Island Holdings, LLC.

(369) Supplies of all kinds in any quantity can be obtained, and all types of marine services are available in

Miami. Freshwater is piped to most berths. Fuel oil and

diesel oil are available at the oil terminals and by tank

barge or truck; most vessels bunker by barge while

alongside.

Repairs

(370) There are no major repair facilities for large vessels

in Miami. The nearest major repair facilities are at

Jacksonville and Tampa. There are six heavy-lift, traveling, container cranes, lift capacity to 50 tons at Port

Everglades and there are no facilities available for

drydocking or hauling-out deep-draft vessels.

(371) Marine repair firms along the Miami River offer a

wide range of services, including construction, repair,

and conversions to small coastal and inter-island vessels. The largest marine railway is capable of hauling

out vessels up to 500 tons; the largest vertical boat lift

is capable of hauling out vessels up to 500 tons and 130

feet. The largest shaft machined in the port is 36 feet by

90 inches. Cranes up to 200 tons are available.

(372) Several machine, electrical, electronic, and marine

engine firms located off the waterfront can make

above-the-waterline repairs to vessels berthed at the

port.

Communications

(373) Miami is the main line terminus for CSX Transportation, Inc. The main line track on Dodge Island connects via a rail bridge with the Florida East Coast

Railway. A connection with CSX Transportation, Inc. is

effected through an interchange in the west part of Miami. Considerable ocean shipping calls at the port, and

a large number of cruise ships operate from the port

the year round.

(374) Local and interstate bus and truck lines operate

over the excellent highways and freeways to and in the

city and numerous domestic and overseas airlines

serve the port through the Miami International Airport

west of Miami.

Chart 11467

(375) Miami River trends westward then northwestward

through the heart of the city of Miami for about 2.8

miles to the confluence of South Fork Miami River and

North Fork Miami River. North Fork leads northwest

for another 0.6 mile to the junction with Miami Canal,

thence Miami Canal continues northwest for about 1.8

miles to a dam below the NW 36th Street bridge. Miami

Canal is reported to be navigable for small boats for

about 10 miles above the dam, however, the head of

navigation from seaward is at the dam. Tamiami Canal

leads westward from Miami Canal to Sweetwater in the

Everglades. A dam is about 1.2 miles above its junction

with Miami Canal.

374 ■ Chapter 10 ■ Volume 4
St. Johns River to Miami ■ Chapter 10 ■ 375

(376) In July 2000-October 2005, the controlling depths

were 5.9 feet (9.8 feet at midchannel) from the mouth

of the Miami River to the junction with South Fork and

North Fork, thence 8.2 feet in North Fork and Miami

Canal to the junction with Tamiami Canal, thence 7.5

feet to about 230 yards below the head of navigation at

the dam, thence 2.8 feet to the dam. In 1984, the South

Fork had depths of 10 feet at the entrance to 4 feet at a

fixed bridge about 0.3 mile above the mouth.

(377) Miami River and Tamiami Canal are Regulated

Navigation Areas. (See 165.1 through 165.13, and

165.726, chapter 2, for limits and regulations.)

(378) The Coast Guard reports that ships may encounter

current anomalies at the mouth of Miami River which

have caused occasional groundings. Currents in the

river are strong on the ebb and cause swirls at the

bends.

(379) The minimum clearance of the 10 drawbridges

crossing Miami River and Miami Canal from the mouth

to the head of navigation at the dam about 5 miles

above the mouth is 6 feet. (See 117.1 through 117.59,

117.305, and 117.307, chapter 2, for drawbridge regulations.) The drawbridges over Miami River from NW.

5th Street through NW. 22nd Avenue may at times be

closed to marine traffic because of special events being

held at the Orange Bowl. Advance notice of such closures will be published in the Local Notice to Mariners.

The bridgetender monitors VHF-FM channels 13 and

16.

(380) A fixed people-mover bridge with a clearance of 75

feet crosses the river 0.25 mile above the mouth. The

Miami Avenue bascule bridge with a clearance of 21 feet

crosses the river about 0.3 mile above the mouth. A

fixed railroad bridge with a clearance of 75 feet crosses

the river 0.4 mile above the mouth. The triple fixed

spans of Interstate Route 95 bridge cross the river 0.7

mile above the mouth; the vertical clearance is 75 feet.

Another fixed highway bridge, 2.1 miles above the

mouth, has a clearance of 75 feet.

(381) A highway bascule bridge with a reported 35-foot

span and a clearance of 6 feet crosses the Tamiami Canal just above its junction with Miami River. (See

117.1 through 117.49, chapter 2, for drawbridge regulations.)

(382) The river and canals are important parts of the Miami waterfront, for both commercial and pleasure

craft. There are commercial wharves, yacht basins, marine repair plants, and oil-terminal wharves on the

banks of Miami River and Miami Canal to just above the

Seaboard System Railroad bridge about 0.2 mile below

the dam. The principal wharves can accommodate any

vessel able to enter the river.

Charts 11468, 11467

(383) Small-craft facilities are distributed along the east

and west shores of Biscayne Bay from above Baker

Haulover Inlet to Dinner Key, on Miami River, and on

Tamiami and Miami Canals. Marine railways, lifts, and

launching ramps are available. Gasoline, diesel fuel,

freshwater, ice, berthing with electricity, marine hardware, provisions, and telephone services are available

about the harbor. Hull, engine, and electronic repairs

can be made. There are many large hotels, motels,

tourist homes, and restaurants. (For details on facilities, channel depths, bridges, etc., between Bakers

Haulover Inlet and Miami Harbor Channel, see chapter

12.)

(384) During the winter tourist season, when berthing

space is at a premium, many craft have to anchor in the

bay off the facilities. There are dockmasters at most of

them to advise and assist in finding a secure berth.

Many of the large hotels at Miami Beach have their own

docks.

(385) The City of Miami Miamarina is at the northeast

corner of Bay Front Park, which extends from the

Dodge Island Causeway southward to Miami River and

fronts on Biscayne Boulevard. The marina caters to private, commercial and sightseeing vessels. The facility

has over 200 slips accommodating craft to 150 feet. Water, electricity, laundromat, and telephones are available. U.S. Customs and U.S. Department of Agriculture

officials are on call at the dockmaster’s office; they also

handle immigration and U.S. Public Health Service

matters. In April 1983, depths of 10 feet were reported

in the approach with 9 feet in the basin. The

dockmaster’s office, at the marina, is manned 24 hours

a day.
376 ■ Chapter 11 ■ Volume 4

'

' '
Miami to Key West

(1) This chapter describes the Florida Keys and the

various passages that lead through it from the Straits of

Florida and Hawk Channel to Florida Bay and the Gulf

of Mexico. Also discussed are Key West Harbor and the

small-craft basins at Key West, Boot Key Harbor, Safe

Harbor, and several other small-craft harbors along the

Florida Keys.

(2) Strangers using Hawk Channel and the various

passages through the Florida Keys can obtain the services of fishing boat captains and other qualified charter-boat captains at Miami or Key West who will act as

pilots or guides.

COLREGS Demarcation Lines

(3) The lines established for this part of the coast are

described in 80.735 and 80.740, chapter 2.

Weather

(4) Tropical cyclones are the greatest weather hazard

to navigation in this area. While they can form in any

month they are most likely during August, September

and October. Some of the greatest hurricanes on record

have moved through this area. Often considered the

most devastating, was the Labor Day Hurricane that

struck the Florida Keys in 1935. Winds were calculated

to be 175 to 215 knots. Near Lower Matecumbe Key

(Craig) a pressure of 892.3mb was measured; the lowest

ever in a North Atlantic hurricane. Storm tides were estimated to have exceeded 18 feet (5.5 m) above mean

sea level. Donna (1960) and Betsy (1965) were other severe hurricanes that wreaked havoc in the Keys. For

more detail see Key West.

(5) This area lies close to the northern boundary of the

trade winds in winter but in the heart of this system in

summer. Therefore easterlies and northeasterlies are

persistent throughout the year. They are occasionally

interrupted by winter cold fronts, easterly waves and

tropical cyclones. Local effects also come into play near

the Keys. The trades usually blow at 10 to 20 knots but

can strengthen at times. While gales are infrequent,

winds of 22 knots or more blow about 7 to 12 percent of

the time from October through March. In the Straits of

Florida, October and November trade winds are persistent and intense, averaging around 15 knots. From fall

through spring, waves of 10 feet (3 m) or more are reported 1 to 3 percent of the time.

(6) The nearness of the Gulf Stream and the tempering

effects of the Gulf of Mexico produce a tropical maritime climate in which average winter temperatures are

only 12° to 15°F (6.7° to 8.4°C) cooler than summer averages. Cold fronts are usually modified even if they

reach the Keys. Just south of Miami there are about 10

to 12 days on the average when minimums drop below

40°F (4.4°C). June through October is generally considered the rainy season and most of this falls as showers and thunderstorms. Particularly heavy amounts fall

in conjunction with easterly waves or more organized

tropical cyclones. In winter, cold fronts may bring rain.

Visibilities are usually good but may be reduced briefly

in showers.

Chart 11460

(7) The Florida Keys consist of a remarkable chain of

low islands, beginning with Virginia Key and extending

in a circular sweep to Loggerhead Key, a distance of

about 192 miles. For some 100 miles of that distance

they skirt the southeast coast of the Florida Peninsula,

from which they are separated by shallow bodies of water known as Biscayne Bay, Card Sound, Barnes Sound,

Blackwater Sound, and Florida Bay. Biscayne Bay has

depths of 9 to 10 feet for most of its length, and the

other bodies of water are shallow, containing small

keys and shoals, and of no commercial importance except as a cruising ground for small boats. Westward of

Florida Bay the Florida Keys separate the Straits of

Florida from the Gulf of Mexico.

(8) The keys are mostly of coral formation, low, and

generally covered with dense mangrove growth,

though some are wooded with pine, and on a few are

groves of coconut trees. Most of the keys that are connected by U.S. Highway 1 to Key West are inhabited.

Key West is the most important of the keys. Florida

Keys National Marine Sanctuary, a Marine Protected

Area (MPA), surrounds the keys from Biscayne Bay to

Dry Tortugas. (See Appendix C for additional information.)

(9) The openings under the viaduct and bridges are indicated on the charts. Drawbridges are over Channel

Five, Jewfish Creek, and Moser Channel. Overhead

power cables run parallel to U.S. Highway 1 from

Miami to Key West ■ Chapter 11 ■ 377
Tavernier to Big Coppitt Key. All clearances are greater

than those of the adjacent fixed bridges. Cables are submerged at the movable spans of drawbridges. Small

craft with local knowledge use these channels to go

from the Straits of Florida to Florida Bay and the Gulf

of Mexico. Strangers should not attempt passage without a pilot or guide.

(10) The tidal currents are strong through the openings

between the keys. Wind effects may at times be expected to modify the velocities shown in the tidal current tables.

(11) The Florida Keys are skirted on the side next to the

straits throughout their extent by the Florida Reefs, a

chain of dangerous reefs and shoals lying at an average

distance of about 5 miles from the line of keys. The

reefs are hazardous because they are not marked by

breakers in smooth weather and only a few show above

the water. On the outer edge of and between the reefs

the water shoals abruptly.

(12) In the seaward approach to the reefs, warning of

their proximity usually will be given by the difference

in color of the water, from deep blue to light green, or

by the Bank Blink, described in chapter 3. Too much

reliance in these warnings, however, may lead to trouble. In clear weather the lights and daybeacons make

navigation along the reefs easy, but in thick weather

soundings should be relied upon for safety. Fiftyfathom soundings indicate a distance of 2 to 3 miles

from the reefs, and great caution should be used in approaching them closer. Fog is not frequent in this locality.

(13) The water always becomes milky following windy

weather. The usual color of the water on the reefs is

bluish green, and the shoal patches show dark, shading

through brown to yellow as they approach the surface.

The shoal sand patches show as a bright green. At

depths of 10 to 15 feet grass patches on the bottom look

quite similar to rocks. When piloting in this area

choose a time so that the Sun will be astern, conning

the vessel from aloft or from an elevated position forward, for then the line of demarcation between deep

water and edges of the shoal will be indicated with surprising clarity.

(14) The Florida Keys Particularly Sensitive Sea Area

(PSSA) is an IMO-designated zone that encircles the

sea area around all of the Florida Keys. The PSSA includes the entire Florida Keys National Marine Sanctuary as well as Biscayne National Park at the

northeastern end of the Keys. The PSSA has been established to protect the exceptional values of the sea area

around the Florida Keys from possible damage by international shipping activities. The PSSA includes the

Tortugas Ecological Reserve, which was established in

2001 to protect nearly pristine coral formations and

habitat in the Sanctuary. The coral resources within

the Reserve are especially vulnerable to possible damage from shipping activities.

(15) Domestic law and regulations adopted by the

United States for the Sanctuary apply within the PSSA.

Several of these concern shipping activities:

(16) (1) Areas To Be Avoided (ATBAs) – There are four

ATBAs in the Sanctuary: in the vicinity of the Florida

Keys; in the vicinity of Key West Harbor; in an area surrounding the Marquesas Islands; and in an area surrounding the Dry Tortugas Islands. All tank vessels and

vessels greater than 50 meters in registered length are

prohibited from operating within the ATBAs. The

ATBAs are described and the coordinates are provided

in Chapter 3.

(17) (2) Areas closed to anchoring – All vessels are prohibited from anchoring in the Tortugas Ecological Reserve. Vessels that are 100 feet or less in length (30.48

meters) may request permission from the Sanctuary to

use mooring buoys in the northern portion of the Reserve (Tortugas North). Vessels 50 meters or greater in

registered length are prohibited from anchoring on the

portion of Tortugas Bank west of Dry Tortugas National

Park. (This area was modified in January 2001 by the

establishment of the Tortugas Ecological Reserve.)

(18) (3) Anchoring restriction – In areas of the Sanctuary identified as Ecological Reserves and Sanctuary

Preservation Areas all anchor apparatus (including the

anchor, chain, or rope) must not touch any coral, living

or dead, or any attached organism. In all other areas of

the Sanctuary, vessels are prohibited from anchoring

on living coral in water depths of less than 40 feet when

visibility is such that the seabed can be seen.

(19) (4) Restricted access – Vessels are not allowed to

stop in the southern portion of the Tortugas Ecological

Reserve (Tortugas South) and must receive permission

in advance in order to stop in the northern portion of

the Reserve (Tortugas North).

(20) (5) Discharge restriction – In Ecological Reserves

and Sanctuary Preservation Areas, all discharges and

deposits are prohibited except cooling water or engine

exhaust.

(21) Additional restrictions on vessel activities, such as

vessel discharges, apply within the Sanctuary. (See 15

CFR 922, chapter 2, for limits and regulations) for the

Sanctuary, including the coordinates of ATBAs, Ecological Reserves and Sanctuary Preservation Areas.

Prominent features

(22) The outer part of the Florida Reefs is marked by

lights from Miami to Key West. Several lights marking

the Hawk Channel are also visible from seaward. In addition, several lighted radio towers and microwave towers along the keys and the aerolights at Marathon

378 ■ Chapter 11 ■ Volume 4
Airstrip, on Boca Chica Key and at the Key West International Airport are prominent.

Dangers

(23) Vessels proceeding through the channels inside the

Florida Reefs should exercise extreme caution because

of the numerous rocks, shoals, wrecks, and pile structures which exist. The chart should be examined carefully to determine the position of these dangerous

obstructions so they may be avoided.

(24) Hawk Channel is the navigable passage inside

Florida Reefs and outside the keys from Cape Florida to

Key West, a distance of about 127 miles. It varies in

depth from 9 to 34 feet, and is 0.25 mile wide at its narrowest part. Light-draft vessels, bound southward and

westward, may use this channel with great advantage,

avoiding entirely the adverse current of the Gulf

Stream and finding comparatively smooth water in all

winds, except when passing the large openings between

the reefs in southerly winds. These openings are principally between Alligator Reef Light and American Shoal

Light. Power-driven vessels or sailing vessels with a following wind may run the courses through this channel

without difficulty. Sailing vessels drawing more than 7

feet are advised not to try to beat through without a pilot or guide.

(25) Reports indicate that the current in Hawk Channel

usually sets fair with the channel, except alongside the

open area between Hawk Channel and Biscayne Bay

where a fairly strong cross current exists, particularly

on an ebb tide. Possible cross currents should be

guarded against, especially in the vicinity of the openings between the keys.

(26) Local fishing-boat and charter-boat captains who

will act as pilots or guides are generally available at Miami or Key West. The channel is marked with lights,

lighted buoys, daybeacons, and buoys. However,

strangers should not attempt passage at night without

local knowledge. Vessels may anchor at night where the

bottom is soft. Known anchorages are discussed in a

later section. The holding ground is poor where the

bottom is hard. Tows and other small vessels use the

channel.

(27) The Intracoastal Waterway between Miami and

Key West is described in chapter 12. This waterway on

the western and northern side of the keys passes southward through Biscayne Bay, Card, Barnes, and Blackwater Sounds and connecting waterways in Florida Bay

to Moser Channel. From there it is necessary to pass either through Moser Channel and proceed to Key West

via Hawk Channel, a distance of 40 miles, or to remain

on the northern side of the keys and proceed to Key

West via Big Spanish Channel and the Gulf of Mexico, a

distance of 54 miles. The waterway route is through

smooth waters, except in Hawk Channel and the Gulf of

Mexico.

(28) Florida Bay, northward of the Florida Keys and

southward of the mainland of Florida, is a triangular

body of water extending in a general east-and-west direction from Barnes Sound to Cape Sable. The depths

are shallow and irregular, and the bottom is mostly

coral with a thin covering of silt in the eastern part.

From April to October the waters of the bay are clear

and the shoals plainly discernible, but during the winter the water is frequently milky and the shoals indistinguishable.

(29) In the eastern part of the bay are numerous ridges

and reefs which show bare or nearly bare. Numerous

small wooded keys dot the area. Only small craft can

navigate this part of the bay which is frequented by

small motor yachts, crab and lobster fishermen, and

other fishing craft. The western part of the bay is comparatively clear, with depths ranging from 7 to 13 feet.

Many charted shoal areas with lesser depths are scattered throughout this part of the bay; the chart is the

best guide. The bottom is covered with basket sponges

and small coral heads.

(30) A protected area of the Everglades National Park is

in the northern part of Florida Bay. Landing on the

beaches or keys of this area without the authorization

of the Superintendent of the Everglades National Park

is prohibited, except on those beaches or keys marked

by a sign denoting the area as being open. Everglades

National Park is a Marine Protected Area. (See Appendix C for additional information.)

(31) Great White Heron National Wildlife Refuge and

National Key Deer Refuge extend through the northern part of the keys from near Vaca Key to Key West.

(See Appendix C for additional information.)

Charts 11466, 11465, 11451

(32) Norris Cut is a shallow inlet just south of the Main

Channel to Miami Harbor between Fisher Island and

Virginia Key. A prominent stack and tanks are near the

center of Virginia Key.

(33) Key Biscayne is connected to the mainland by a

bridge-causeway which crosses Bear Cut, Virginia Key,

and Biscayne Bay. The highway bridge over Bear Cut

has a 48-foot fixed span with a clearance of 16 feet. A

shoal, reported bare at mean high water, extends about

0.6 mile in a north-south direction about 0.2 mile off

the eastern shore of Key Biscayne.

(34) An abandoned lighthouse is on Cape Florida, the

southern point of Key Biscayne. Many tall apartment

Miami to Key West ■ Chapter 11 ■ 379
380 ■ Chapter 11 ■ Volume 4

hotels on the easterly side of Key Biscayne are also

prominent.

(35) Biscayne Channel leads through the shoals south

of Cape Florida into Biscayne Bay. It is partially

dredged, but the channel has shoaled. In April 1983,

the reported controlling depth was 5 feet. The channel

is marked by lights and daybeacons. Craft whose draft is

close to the limiting depth of the channel should exercise extreme caution in navigating it. Several channels

leading through the shoals between Biscayne Channel

and Key Biscayne are used by local boats.

(36) Cape Florida Anchorage, with depths of 12 to 20

feet, is about 300 yards westward of the south end of

Cape Florida with the lighthouse tower bearing northward of 069°. This is a poor anchorage with southerly

winds.

(37) Miami South Channel is a dredged cut leading

from Biscayne Bay, westward of Virginia Key, to the Miami waterfront. One branch of it leads into the Miami

River, and the other leads directly to the basin off Bay

Front Park. The Intracoastal Waterway southward to

Key West passes through Miami South Channel. Clearance of the Rickenbacker Causeway bridge is given in

chapter 12.

(38) Fowey Rocks Light (25°35'24"N., 80°05'48"W.),

110 feet above the water, is shown from a brown, octagonal, pyramidal skeleton tower on pile foundation enclosing a white dwelling and stair cylinder. A fish

haven, covered 65 feet, is about 2.1 miles north-northeastward of the light in about 25°37'24"N., 80°04'54"W.

(39) Fowey Rocks Anchorage, 1.3 miles westward of

Fowey Rocks Light and unprotected from southerly

winds, can be used by vessels drawing 14 feet or less.

Charts 11462, 11465, 11463, 11464, 11451

(40) Bowles Bank Anchorage, 6.5 miles south-southwestward of Fowey Rocks Light (25°35'24"N.,

80°05'48"W.), is fair in all but southerly winds. It has

depths of 14 to 16 feet and soft bottom in places, and

lies about 0.5 mile north of the light of Bache Shoal and

eastward of the north end of Elliott Key.

(41) Legare Anchorage, 7 miles southward of Fowey

Rocks Light, lies between the reefs westward of Triumph Reef. The bottom is mostly hard, but there are

some soft spots on which vessels may anchor. The entrances are not marked, and the anchorage is not generally used.

(42) Caesar Creek Bank Anchorage, 12 miles

south-southwestward of Fowey Rocks Light, is fair in

all but southerly winds. It lies on the west side of Hawk

Channel between Margot Fish Shoal and Caesar Creek

Bank, with depths of 10 to 12 feet, soft bottom.

(43) Excellent anchorage for small craft will be found in

Caesar Creek, just north of Caesar Creek Bank. The entrance is marked by a light, and private daybeacons

mark the channel. There was a reported depth of 6 feet

through the entrance channel in April 1983.

(44) There is also a secure anchorage between Adams

Key, Meigs Key, and Elliott Key. In April 1983, it was

reported that with local knowledge a draft of 4 feet

could be carried into Biscayne Bay through a privately

marked channel which leads north along the west side

of Adams Key.

(45) Pacific Reef, 13.4 miles southward of Fowey Rocks

Light, is marked by Pacific Reef Light (25°22'15"N.,

80°08'31"W.), 44 feet above the eater and shown from a

black skeleton tower on piles. A channel, marked by

daybeacons, leads from the ocean 0.6 mile southward of

Pacific Reef Light to Caesar Creek; the reported controlling depth was 8 feet in April 1983.

(46) In July 1984, a sunken wreck was reported in Hawk

Channel about 0.3 mile northwest of Turtle Harbor

West Shoal Daybeacon 2 in about 25°19.5'N., 80°13.0'W.

(47) Angelfish Creek, 17.5 miles southwestward of

Fowey Rocks Light, is used by vessels proceeding to

Card Sound and the Intracoastal Waterway. The reported controlling depth through the creek was 5 feet

in April 1983. The channel is marked by lights and

daybeacons. The outer end of the creek offers good protection, but the bottom is rock ledge and the anchor

should be buoyed.

(48) Ocean Reef Harboris on the east side of Key Largo,

19.5 miles southwestward of Fowey Rocks Light. A privately dredged channel leads to the harbor. In 1979, the

centerline controlling depth in the channel was 7 feet.

The entrance channel is marked by a light and private

daybeacons. The harbor has good anchorage. A private

yacht club is on the north side of the harbor.

(49) In February 1992, an obstruction was reported 0.6

mile east-southeastward of the entrance channel in

about 25°18'19.4"N., 80°15'35.2"W.

(50) A privately dredged channel, about 0.4 mile northward of the entrance to Ocean Reef Harbor, leads to a

residential area. The channel, marked by private

daybeacons, had a centerline controlling depth of 7 feet

in 1979.

(51) Key Largo Anchorage, 20 miles southwestward of

Fowey Rocks Light, is fair in all but southerly winds. It

has a depth of 14 feet, soft bottom, 4.5 miles

northwestward of Carysfort Reef Light.

(52) Turtle Harbor, a well-sheltered anchorage between

the reefs lying northwestward of Carysfort Reef Light,

is one of the better offshore anchorages between Key

West and Miami, and is protected from all but northeast winds. It is entered from the Straits of Florida by a

marked passage 5 miles northeastward of the light.
Vessels of 15-foot draft can use this passage in smooth

water. Depths in the approach range from 27 to 38 feet,

and at the anchorage from 25 to 28 feet. In 1980, a submerged pile was reported in the north end of the anchorage about 0.2 mile southwest of Turtle Harbor

Daybeacon 6. Vessels can enter Hawk Channel from

this harbor by proceeding about 1.3 miles south-southwestward of Daybeacon 6 and then taking a westerly

course.

(53) Carysfort Reef Light (25°13'18"N., 80°12'42"W.),

100 feet above the water, is shown from a brown, octagonal, pyramidal skeleton tower on pile foundation, enclosing a conical dwelling and stair cylinder.

(54) The Elbow is a reef, 5.3 miles southwestward of

Carysfort Reef Light, on which several wrecks have occurred. It is marked on its seaward edge by a light.

(55) Molasses Reef, 15.5 miles southwestward of

Carysfort Reef Light, is marked by a light. The entrance

to Molasses Reef Channel, which has a controlling

depth of about 8 feet, is just south of the light. The

shoalest part of the channel is marked by daybeacons. A

no anchorage area, marked by private buoys, has been

established on Molasses Reef.

(56) Biscayne National Park extends south from Cape

Florida for about 19.5 miles to Angelfish Creek and

comprises Biscayne Bay and the offshore reef areas

northeast and east of Elliott Key. Regulations are available from the park ranger station at Elliott Key Harbor

or from the park headquarters on the west side of

Biscayne Bay at Homestead. Gasoline and a launching

ramp are available at the headquarters. The mailing address is Biscayne National Park, Post Office Box 1369,

Homestead, Fla. 33030. Biscayne National Park is a Marine Protected Area (MPA). (See Appendix C for additional information)

(57) The John Pennekamp Coral Reef State Park, (see

Appendix C for additional information), comprises the

offshore reef area from the vicinity of Angelfish Creek

to near Molasses Reef. The area has been established for

the protection of the coral reef formation and its associated marine life. Regulations for the preserve are

available at the park headquarters on the southwest

side of Largo Sound.

(58) Key Largo Management Area (Key Largo National

Marine Sanctuary), 20 miles long, extends to seaward

about 8 miles from the John Pennekamp Coral Reef

State Park. The area has been established for the protection of the coral reef formation and its associated

marine life. Sanctuary regulations include prohibitions against spearfishing, anchoring in the coral,

breaking or removing coral, or otherwise damaging the

fragile habitats found within the Sanctuary. The Sanctuary seeks to minimize reef damage by educating the

public and providing alternatives to anchoring. The

mooring buoy system now established in the Sanctuary

is intended to alleviate the problem of anchor damage

to coral reefs. (See 15 CFR 922, chapter 2, for limits

and regulations.)

(59) El Radabob Key, locally known as Julia Island, is

an island westward of The Elbow, about 10 miles southwestward of Carysfort Reef Light. It is about 5 miles

long and 0.5 miles wide, and in general is covered with

dense mangrove growth. The island is separated from

Key Largo on the west by Largo Sound, South Sound

Creek and North Sound Creek.

(60) Largo Sound, between El Radabob Key and Key

Largo, is about 1.8 miles long and 0.8 mile wide, and is

entered southward of El Radabob Key. General depths

in the sound are from 1 to 6 feet. A dredged channel

leads from Hawk Channel through South Sound Creek

thence 0.3 mile into the sound. The channel is well

marked by lights and daybeacons. In 1986, the centerline controlling depth was 51⁄2 feet, and in 1983, a reported depth of 4 feet could be carried to the

headquarters of the Florida Board of Parks on the south

side of the sound. Mariners are advised to stay well to

the center of the channel as the sides are composed of

coral rock, and the bends are sharp. The entrance is difficult and narrow, and fills with southerly winds.

(61) Marvin D. Adams (Key Largo) Waterway, another

dredged channel, enters the west side of Largo Sound

from Blackwater Sound. The waterway is marked at

each end by a light. In August 1986, the centerline controlling depth was 31⁄2 feet. The waterway is crossed by

32-foot twin fixed highway spans of U.S. Route 1 and an

overhead pipeline. The spans each have a clearance of

14 feet. A State park marina on the west side has berths,

electricity, launching ramp, pump-out station, water

and ice available.

(62) A narrow unmarked channel leads northwestward

from about 1 mile above the mouth of South Sound

Creek to an unnamed bay. An island in the middle of the

bay is connected to the mainland by a causeway bridge;

bridge clearance is not known. Gasoline is available at a

camper resort on the west side of the bay about 0.2 mile

southwestward of the bridge.

(63) Several small-craft facilities are at the town of Key

Largo, about 1 mile southwestward of the south end of

El Radabob Key. Berths, electricity, gasoline, diesel

fuel, water, ice, marine supplies, a pump-out station,

and a mobile lift are available; hull, engine and electrical repairs can be made.

(64) Rock Harbor, about 3 miles southwestward of El

Radabob Key and 5.7 miles northwestward of the light

on Molasses Reef, has small-craft facilities where gasoline, water, and ice can be obtained. Also available are

berths with electricity, launching ramps, repairs, and a

5-ton fixed lift.

Miami to Key West ■ Chapter 11 ■ 381
(65) Tavernier, about 5 miles southwestward of Rock

Harbor and 20 miles southwestward of Carysfort Reef

Light, is one of the larger settlements on the Florida

Keys. A channel, marked by a light and daybeacons,

leads to Tavernier Harbor from Hawk Channel. A fixed

highway bridge with a clearance of 15 feet crosses

Tavernier Creek. In February 1991, a fixed highway

bridge with a design clearance of 15 feet was under construction immediately north of the existing bridge.

Gasoline, supplies, motels, and charter party fishing

boats are available. The small-craft facilities on the bay

side at Tavernier and in Tavernier Creek are described

with the Intracoastal Waterway, chapter 12.

(66) Tavernier Key Anchorage is 2 miles eastward of

Tavernier. Anchor according to draft from northward to

eastward of Tavernier Key, hard bottom.

Charts 11452, 11449, 11451

(67) Alligator Reef Light (24°51'06"N., 80°37'06"W.),

136 feet above the water, is shown from a white, octagonal pyramidal skeleton tower with black top, on pile

foundation, enclosing a square dwelling and stair cylinder.

(68) Indian Key Channel, northwestward of Alligator

Reef Light, is about 200 yards wide and leads from the

Straits of Florida east of Lignumvitae Key to Florida

Bay. It is marked by daybeacons. In April 1983, the reported controlling depth in this narrow channel was 6

feet. It was also reported that the channel has a tendency to deepen with westerly winds and fill in with

southeasterly winds. Local knowledge is advised. The

highway bridge across the channel has a fixed span

with a clearance of 27 feet.

(69) Channel Five, 8.4 miles westward of Alligator Reef

Light, is a natural channel that had a reported controlling depth of 7 feet in March 1978. At times a strong

current sets through the channel. The fixed highway

bridge across the channel has a clearance of 65 feet.

Vessels drawing up to three feet can follow the marked

route leading westward and northwestward in Florida

Bay to Cape Sable and Flamingo.

(70) Flamingo, on the north side of Florida Bay about 9

miles east of East Cape (25°07'N., 81°05'W.), is a visitors center in Everglades National Park. (See chart

11433 for Everglades National Park.) A 300-foot tower

and an 86-foot standpipe about 0.3 mile northeast of

the visitors center are prominent.

(71) A dredged channel leads from the bay to the entrance to Buttonwood (Flamingo) Canal. The reported

controlling depth was 41⁄2 feet in April 1982. A dam

blocks the canal about 200 yards above the entrance.

Passage around the dam to allow vessels to proceed to

Whitewater Bay is provided by boat ramps and by an

8-ton sling hoist that can handle craft to 26 feet with

10-foot beam. A highway bridge about 0.5 mile above

the entrance to the canal has a 45-foot fixed span with a

clearance of 10 feet. A marina on the west side of the canal just below the dam at Flamingo has berths with

electricity, water, ice, and limited marine supplies. Gasoline, diesel fuel, and launching ramps are available on

either side of the dam. A 5 mph-no wake speed limit is

enforced in the canal.

(72) Tennessee Reef Light (24°44'48"N., 80°46'54"W.),

49 feet above the water, is shown from a small black

house on a hexagonal, pyramidal skeleton tower on

piles, about 0.7 mile off the southwestern end of Tennessee Reef. A lighted buoy is about 5.6 miles northeast of the light.

(73) Long Key Anchorage, 3 miles north-northwestward of Tennessee Reef Light, has soft bottom in depths

of 15 to 18 feet, but it is exposed to southerly winds.

(74) In June 1982, a partially submerged steel beam was

reported 2.8 miles northwest of Tennessee Reef Light

in about 24°46.5'N., 80°49.3'W.

(75) Turtle Shoal Anchorage, 20 miles southwestward

of Alligator Reef Light and 1 mile westward of East Turtle Shoal Light 45 (24°43'30"N., 80°56'00"W.), 27 feet

above the water, has a soft bottom in a depth of 27 feet.

It is a fair anchorage in fine weather. West Turtle Shoal

to the southwestward affords another anchorage area

in depths of 24 to 36 feet about 1 mile to its westward. A

1-mile-square fish haven is immediately southward of

West Turtle Shoal.

(76) A well-protected yacht basin and a marina are at

Duck Key, about 3 miles north-northeastward of East

Turtle Shoal Light 45. A private light and private

daybeacons mark the channel entrance to Duck Key. In

April 1983, a reported depth of 10 feet could be carried

to the yacht basin, thence 5 feet to the marina beyond.

Berths, electricity, gasoline, diesel fuel, and water are

available at the yacht basin and marina. A launching

ramp, ice, and marine supplies are also available at the

marina. Hotels and restaurants are nearby.

(77) Valhalla on Crawl Key, about 3 miles northwestward of East Turtle Shoal Light 45, has a private yacht

club.

(78) Key Colony Beach, about 3 miles southwestward of

Valhalla, is a protected harbor westward of Fat Deer

Key. In April 2000, the reported controlling depth was 9

feet in the entrance channel. The channel is marked by

private daybeacons. Gasoline, diesel fuel, water, berthing with electricity, and a launching ramp are available.

(79) Sister Creek, about 3.8 miles southwestward of

Key Colony Beach and 4 miles northeastward of Sombrero Key Light, is a narrow passage between Boot Key

and Vaca Key. It connects Hawk Channel to the

382 ■ Chapter 11 ■ Volume 4
Miami to Key West ■ Chapter 11 ■ 383

southward with Boot Key Harbor to the northward, and

has several arms which provide secure refuge during

heavy weather. Vessels tie to the mangroves. The entrance to the creek between West Sister Rock and East

Sister Rock is marked by a light and daybeacons. Rocks

awash extend well into the channel from the east side.

In April 1983, the reported controlling depth was 5 feet

to Boot Key Harbor. A sunken wreck is about 300 yards

southeastward of West Sister Rock.

(80) Knight Key Anchorage, northward of Sombrero

Key Light, is good but exposed to southwesterly winds.

To make this anchorage, bring Sombrero Key Light

astern on a 352° course and anchor in 6 to 12 feet,

sticky bottom, about 0.6 mile southward of Knight Key.

(81) Boot Key Harbor, on the south side of the town of

Marathon, is entered southward of Knight Key about

4.5 miles northward of Sombrero Key Light. The entrance channel is marked by a light and daybeacons;

the color of the banks is also a good guide for the narrow entrance channel. Daybeacons also mark the channel through the harbor for a distance of about 1.5

miles. In April 1983, the reported controlling depth was

7 feet, but shoaling was reported along the southerly

side of the entrance channel; caution is advised. A highway bridge, over the channel at mile 0.13, has a bascule

span with a clearance of 24 feet at the center. (See

117.1 through 117.59 and 117.272, chapter 2, for

drawbridge regulations.) An overhead power cable on

the west side of the bridge has a clearance of 65 feet.

(82) A group of four radio towers on the southwestern

end of Boot Key and four radio towers about 1.1 miles

eastnortheastward of the first group are prominent.

Also prominent is a tower with a blue strobe light at a

marina 1.2 miles northward of the southeasterly radio

towers.

(83) An aerolight is at Marathon Airstrip at the east end

of Vaca Key.

(84) Boot Key Harbor is a secure refuge and has excellent small-craft facilities. Several marinas and a

boatyard in the western part of the harbor can provide

berthage with electricity, gasoline, diesel fuel, water,

ice, launching ramps, marine supplies, and hull, engine, and electronic repairs. A boatyard on the north

side of the harbor, immediately eastward of the highway bridge, has a 50-ton mobile lift. There are several

fish wharves in the harbor where fuel and some services can be obtained. The small-craft facilities on the

bay side at Marathon are described in chapter 12.

(85) In April 1983, a privately dredged channel through

the shallow eastern part of Boot Key Harbor had a reported controlling depth of 8 feet. The channel leads

eastward from near the vicinity of Daybeacon 20 to a

marina where berthage with electricity, gasoline, diesel

fuel, water, and ice, can be obtained. This marina and

Boot Key Harbor proper can also be reached from the

southward via Sister Creek as previously described.

(86) Marathon Coast Guard Station is on the bay side at

Marathon.

Charts 11442, 11449, 11445, 11446

(87) Sombrero Key Light (24°37'36"N., 81°06'36"W.),

142 feet above the water, is shown from a brown, octagonal, pyramidal skeleton tower on pile foundation, enclosing a square dwelling and stair cylinder.

(88) Moser Channel is northwestward of Sombrero Key

Light and 95 miles southwestward of Miami. It affords a

passage for vessels of 7 to 8 feet in draft between the

Florida Keys from the Straits of Florida to Florida Bay.

The swing span of Seven Mile Bridge across Moser

Channel has been removed; however, the bridge piers

remain. The fixed highway bridge close south of the

former swing span has a clearance of 65 feet.

(89) The tidal current at the bridge has a velocity of

about 1.4 to 1.8 knots. Wind effects modify the current

velocity considerably at times; easterly winds tend to

increase the northward flow and westerly winds the

southward flow. Overfalls that may swamp a small boat

are said to occur near the bridge at times of large tides.

(For predictions, see the Tidal Current Tables.)

Route

(90) A route with a reported controlling depth of 8 feet,

in July 1975, from the Straits of Florida via the Moser

Channel to the Gulf of Mexico is as follows: From a

point 0.5 mile 336° from the center of the bridge, pass

200 yards west of the light on Red Bay Bank, thence 0.4

mile east of the light on Bullard Bank, thence to a position 3 miles west of Northwest Cape of Cape Sable

(chart 11431), thence to destination.

(91) Bahia Honda Channel (Bahia Honda), 10 miles

northwestward of Sombrero Key and between Bahia

Honda Key on the east and Spanish Harbor Keys on the

west, is the deepest channel between the Straits of

Florida and Florida Bay. In April 1983, the reported

controlling depth was 8 feet from Hawk Channel to Little Pine Key. The passage is crossed by three fixed highway bridges. The southernmost has a clearance of 20

feet over the channel and unlimited vertical clearances

at an opening at each end. Mariners are advised to navigate with extreme caution as falling and hanging debris

exits in the area. The twin bridges to northward have a

clearance of 23 feet over the channel. The direction of

the current should be carefully watched when turning

northwestward after passing under the bridges in order

to avoid being grounded on the banks on either side of

the channel. These banks are usually visible. Currents
through the passage average 2 knots or more at

strength. (For predictions at the southernmost bridge,

see the Tidal Current Tables.) From Bahia Honda Channel, vessels may proceed via Big Spanish Channel to the

Gulf of Mexico as described in chapter 12.

(92) A marina with two boat basins is at the Bahia

Honda State Park, on the bayside and near the western

end of Bahia Honda Key. In August 1981, depths of 4

feet were reported in the unmarked entrance channel,

with 7 to 15 feet in the basins. Berths with electricity,

water, ice, and a launching ramp are available.

(93) A marina on the northwest side of Ohio Key, northeast of Bahia Honda Key, provides berths, gasoline, diesel fuel, water, electricity, ice, limited marine supplies,

and a launching ramp; a forklift can handle craft to 23

feet. In August 1981, the reported controlling depth

was 6 feet in the privately marked entrance channel

with 5 to 6 feet reported alongside the berths.

(94) Newfound Harbor Keys Anchorage, 16 miles westward of Sombrero Key Light, is in depths of 19 to 22

feet in the channel northeastward of the light at the

west end of the keys. Newfound Harbor Channel to the

northward is clearly defined by the appearance of the

water, and is marked by a light and daybeacons. A

strong current sets fair with the channel. In April 1983,

the reported controlling depth was 4 feet to the western

of two bridges at the head, 3.4 miles above the entrance. Clearances at the bridges are 15 feet under the

westerly span and 9 feet under the easterly span.

(95) A marina is on the west side of Big Pine Key about

0.25 mile south of the easterly span. Gasoline, diesel

fuel, water, ice, marine supplies, a 21⁄2-ton forklift, and

minor hull and engine repairs are available. In August

1981, a depth of 3 feet was reported available to the marina.

(96) A marina on the east side of Little Torch Key, just

south of the westerly span, provides berths with electricity, gasoline, diesel fuel, water, ice, and a launching

ramp are available. In June 1991, depths of 4 feet were

reported in the approach with 10 feet alongside the

berths.

(97) In April 1983, a 3-foot spot was reported between

the entrances to Newfound Harbor and Niles Channels,

about 0.45 mile west of Newfound Harbor Channel Entrance Light 2 in about 24°37'09"N., 81°24'55"W.

(98) Niles Channel, 18 miles westward of Sombrero Key

Light, is the best channel from the Straits of Florida to

the Gulf of Mexico between Bahia Honda Channel and

Key West. The reported controlling depth, in April

1983, was 4 feet from Hawk Channel through Niles

Channel and Cudjoe Channel to the Gulf. The south entrance to Niles Channel is the narrowest part of two

channels and is marked by private stakes. The fixed

highway bridge crossing Niles Channel has a clearance

of 40 feet. The approach spans of the former highway

bridge immediately southward are used as fishing

piers; the piers extend 10 feet into either side of the

navigation channel and are marked on the channelward

ends by lights. Caution should be exercised to avoid pilings on the north side of the bridge. A rocky shoal extends northward from about 350 yards from the bridge.

(99) Looe Key Management Area (Looe Key National

Marine Sanctuary) has been established to protect and

preserve the coral reef ecosystem and other natural resources of the waters surrounding Looe Key, about 6

miles south-southeast of Summerland Key. (See 15

CFR 922, chapter 2, for limits and regulations.)

(100) Kemp Channel, about 2 miles westward of Niles

Channel, is between Summerland Key to the east and

Cudjoe Key to the west. This channel is highly used by

local boaters. In May 1986, a reported controlling depth

of 3 feet was in the entrance, and 5 feet was in the channel. The channel is marked by daybeacons to the highway bridge. Strangers should seek local knowledge

before transiting this area.

(101) U.S. Route 1 highway bridge crossing Kemp Channel, about 2.7 miles above the entrance, has a fixed span

with a clearance of 8 feet.

(102) A small marina is near a conspicuous 100-foot flagpole at the south end of Cudjoe Key. Gasoline, limited

marine supplies and provisions are available; the marina is limited to shallow draft boats.

(103) Bow Channel, about 4 miles westward of Niles

Channel and northward of American Shoal Light, leads

northward between Sugarloaf Key and Cudjoe Key.

The channel is marked by daybeacons from Hawk

Channel for about 1.6 miles and private daybeacons for

another 1.4 miles. Two fixed bridges across the channel, one highway and one pedestrian, have least clearances of 8 feet vertical and 24 feet horizontal. Currents

are strong and set fair with the channel, north with the

flood and south with the ebb. The channel is not recommended for a draft of over 2 feet without a pilot. The

reported controlling depths, in April 1983, were 4 feet

from Hawk Channel to the highway bridge, thence 3

feet to the Gulf of Mexico via Johnston Key Channel.

Cudjoe Bay, eastward of the channel, offers fair holding

ground for fishing boats.

(104) A small marina at the southwest end of the bridge

has berths, gasoline, water, ice, marine supplies, and a

launching ramp. A marina on the southwestern side of

Cudjoe Key about 0.5 mile south of the eastern end of

the bridge is reached through a canal reportedly

marked by private daybeacons. Berths, electricity, gasoline, diesel fuel, water, ice, limited marine supplies,

engine repairs, and a launching ramp are available.

(105) American Shoal Light (24°31'30"N., 81°31'10"W.),

109 feet above the water, is shown from a brown,

384 ■ Chapter 11 ■ Volume 4
octagonal skeleton tower on pile foundation, enclosing

a brown dwelling and white stair cylinder.

(106) Ninefoot Shoal Light (24°34'06"N., 81°33'06"W.), 18

feet above the water, is shown from a diamond shaped

dayboard on a dolphin.

(107) Saddlebunch Harbor, 10.5 miles eastward of Key

West, is a good hurricane anchorage for small craft.

The northwest end of the harbor is obstructed by a line

of submerged pilings. The harbor is marked by private

daybeacons.

(108) Geiger Key, about 1 mile west of Saddlebunch Harbor, has a marina on the east side about 1 mile south of

U.S. Route 1 highway bridge. Berths, gasoline, water,

ice, limited marine supplies, and a launching ramp are

available.

(109) Stock Island Channel, entered about 12.4 miles

west-southwestward of American Shoal Light, leads

from the Straits of Florida to a point in Hawk Channel

just southward of Boca Chica Channel and the entrance

to Safe Harbor. The entrance is marked by a light and

the channel by a daybeacon.

(110) Boca Chica Key, 5 miles eastward of Key West, is

the site of the Key West U.S. Naval Air Station. A naval

restricted area extends about 150 yards from the shoreline along a portion of the northeast side of the Naval

Air Station. (See 334.610, chapter 2, for limits and regulations.) Boca Chica Channel, with a reported controlling depth of 9 feet in June 2000, from Hawk

Channel to the naval air station basin on the west side

of the key, is marked by a light at the entrance, thence

by lights and daybeacons. An overhead power cable has

a clearance of 60 feet across the channel. The basin provides a good hurricane anchorage for small vessels in

emergencies only.

(111) A restricted area is off the southwest end of Boca

Chica Key. (See 334.610, chapter 2, for limits and regulations.)

(112) Two auxiliary channels marked by private

daybeacons lead off Boca Chica Channel. Channel A

leads northwest just north of Boca Chica Channel

Daybeacon 5. A large boatyard has an entrance on the

west side of the channel between Daybeacon 5A and an

overhead cable. Transient berths, hull and engine repairs, water, ice diesel fuel, and an open end travel lift

which can haul sail and motor vessels to 75 feet and 60

tons are available.

(113) A marina is north of the overhead cable which has

an authorized clearance of 25 feet at this point. Water,

ice, gasoline, and hull and engine repairs are available.

(114) In June 1986, the reported controlling depth was 6

feet to Daybeacon 5A and then 5 feet to the marina.

(115) Channel B leads northwest from opposite Boca

Chica Channel Light 8 toward the Route U.S. 1 bridge.

In June 1986, the reported controlling depth was 4 feet.

(116) A marina in the northwest corner by highway U.S.

1 has transient berths, hull and engine repairs, and gasoline. The following conditions were reported in June

1986. Boats proceeding to the marina will find deeper

water and avoid obstructions, after passing Daybeacons

6B and 7B, nearer the highway to a point near a boat

ramp at the highway, then angling southwest to a spit

and following the spit to the marina entrance. Small

boats heading north of the highway via the Boca Chica

Channel usually pass through at the western end of the

bridge where the clearance is less and the water is

deeper. Boats passing under the high rise center of the

bridge will find shallower water immediately north of

the bridge.

(117) Safe Harbor, 4 miles eastward of Key West, is a medium-draft harbor on the south side of Stock Island,

under the jurisdiction of the Monroe County Port Authority. Conspicuous objects include the stack and

tanks at a powerplant and desalination plant on the east

side, and a large red dry-storage building at a marina on

the southeast end of Stock Island.

(118) The harbor is entered from Hawk Channel through

a privately dredged channel. A light marks the approach, and lights and a daybeacon mark the channel.

In April 1983, the reported controlling depth was 13

feet in the entrance channel with greater depths inside

the harbor.

(119) The piers, with dolphins, on the east side of the harbor near the entrance, are used by barges to unload petroleum products for the power and desalination

plants. Depths of 18 feet are reported alongside the

piers.

(120) The piers on the east and west sides of the harbor

are used by cold storage and seafood packing plants;

numerous shrimp boats tie up alongside the finger

piers.

(121) A boatyard on the west side at the head of the harbor has a mobile hoist that can handle craft to 60 tons.

Diesel fuel, water, and ice are available. In April 1982, a

depth of 30 feet was reported alongside the piers at the

yard; 300 feet of berthing space was available. A marina

on the east side at the head of the harbor has transient

berths, electricity, water, ice and marine supplies; hull,

engine, and radio repairs are available. In June 1991,

the depth alongside the facility was reported to be 18

feet. A facility serving shrimpers and other commercial

vessels on the E side of the harbor, just N of the electric

plant, has water, ice, diesel fuel and electricity available.

(122) A privately dredged spur channel east of Safe Harbor leads to a large marina on the southeast end of

Stock Island. In April 1982, a reported controlling

depth of 18 feet was available to the facility. The channel is marked by private daybeacons. Berths, gasoline,

Miami to Key West ■ Chapter 11 ■ 385
diesel fuel, water, ice, electricity, a launching ramp, and

storage are available. A forklift can haul out craft to 25

feet for hull and engine repairs. The dockmaster can be

contacted on VHF-FM channel 16.

(123) Cow Key Channel, between Stock Island and Key

West, is narrow and marked by private daybeacons. A

shoal that bares is about 0.2 mile south-southwest of

the southwest point of Cow Key. In November 1999, the

reported controlling depth was 31⁄2 feet to the highway

bridges about 0.9 mile above the entrance. In 1983, it

was reported that the channel was subject to frequent

change. Mariners are advised to seek local knowledge

before entering the channel. Two fixed bridges with a

least clearance of 36 feet horizontal and 9 feet vertical

cross the channel between the keys. An overhead cable

crosses the channel with a least clearance of 25 feet.

The channel north of the highway bridges is unmarked

and difficult to follow. Prominent on Stock Island are

three radio antennas and a deteriorating drive-in

movie screen. Scuba tanks can be filled at a diving facility on the east side of the channel at the bridges. An adjacent marina has berths, water, ice, limited supplies,

and a launching ramp. Another marina is on Stock Island about 0.5 mile north of the bridges; berths, gasoline, storage, and marine supplies are available. A

forklift can haul out boats to 25 feet for engine repairs.

In April 1982, a reported controlling depth of 4 feet was

available to the facility. Boats can avoid the restricted

passage of Cow Key Channel by using Garrison Bight

Channel to the north end of Fleming Key, thence sailing easterly north of Sigsbee Park to a dredged channel

east of Sigsbee Park, and then following the dredged

channel to the marina. In June 1986, the reported controlling depth was 4 feet for approximately 150 yards

just east of Sigsbee Park and west of the beginning of

the dredged channel. Elsewhere, the controlling depth

was 8 feet or greater.

Charts 11441, 11447

(124) Key West Harbor is 134 miles and 151 miles southwestward of Miami Harbor via the inside and coastwise

routes, respectively. The harbor proper lies in front of

the city of Key West, protected on the eastern side by

the island and on the other sides by reefs, sand flats,

and by Wisteria Island and Tank Island. The harbor is

entered through breaks in the reef by several principal

channels with depths of 13 to 34 feet, and by several minor channels.

(125) Key West, on the island of the same name near the

western end of the Florida Keys, is a winter resort.

Commercial fishing is one of the leading industries,

but commerce is mostly in crude and refined oils.

Cruise ships frequently call here, and the harbor is a

safe haven for any vessel.

Prominent features

(126) Easy to identify when standing along the keys are

300-foot-high radio towers about 0.3 mile eastward of

Fort Taylor, the hotel 0.3 mile south of Key West Bight,

the cupola close south of the hotel, and a 110-foot-high

abandoned lighthouse, 0.5 mile east-northeastward of

Fort Taylor. Numerous tanks, lookout towers, and

masts are prominent, but difficult to identify. Also conspicuous is a white radar dome and an aerobeacon on

Boca Chica Key, and the white dome of the National

Weather Service station and the aerobeacon at Key

West International Airport. From southward, several

apartment complexes, condominiums, and hotels on

the south shore extending from just west of Key West

International Airport to the abandoned lighthouse are

prominent.

(127) Sand Key Light (24°27'14"N., 81°52'39"W.), 109

feet above the water, is shown from a white, square, pyramidal, skeleton tower enclosing a stair cylinder and

square dwelling.

(128) Sand Key is surrounded by a section of the Area To

Be Avoided Off the Coast of Florida. See Area To Be

Avoided Off the Coast of Florida, indexed as such, chapter 3.

Channels

(129) Main Ship Channel is the only deep-draft approach

to Key West. Federal project depth is 34 feet from the

Straits of Florida to a turning basin off the Naval Air

Station Truman Annex Mole and inside the annex basin, thence 30 feet to an upper turning basin off Key

West Bight, and thence 12 feet to and including a turning basin in the bight. (See Notice to Mariners and latest editions of the charts for controlling depths.) The

channel from the entrance to the upper turning basin

is marked by lighted ranges and other aids to navigation. Spoil areas are W of the channel.

(130) Northwest Channel is a medium-draft passage between Key West Harbor and the Gulf of Mexico. In May

2002, the midchannel controlling depth was 10 feet.

Vessels can pass directly across the reefs from the Gulf

to the Straits of Florida by way of Northwest Channel

and Main Ship Channel. The Gulf end of the channel is

shifting westward.

(131) The jetties on either side of the Gulf entrance to

Northwest Channel are 0.3 to 0.5 mile from the centerline of the channel, and only the outer part of the east

jetty shows above low water. The northwest end of the

jetty is marked by a light. The channel is marked by a

166° lighted range, daybeacons, and lighted and

386 ■ Chapter 11 ■ Volume 4
unlighted buoys. The pilings and skeletal structure of a

former lighthouse are about 0.3 mile southwestward of

the south end of the west jetty.

(132) Smith Shoal (see chart 11439), about 4.5 miles

northward of the northern entrance to Northwest

Channel, is covered 11 feet and marked on its northeast

end by Smith Shoal Light (24°43'06"N., 81°55'18"W.).

The light also marks the northern approach to the

channel and is shown 54 feet above the water from a

small black house on a white, hexagonal, pyramidal

skeleton tower on piles. A relatively flat-topped coral

head, covered by a least depth of 11 feet, is about 3.3

miles west-southwestward of the light.

(133) Southwest Channel, a convenient approach to Key

West from southwestward, has been swept to a depth of

23 feet and is marked by buoys. In 1961, this depth was

confirmed for midchannel. A general course following

the aids leads to the outer anchorage and Main Ship

Channel. Strangers should not attempt passage at

night.

(134) West Channel, a passage leading westward from

Key West between the keys and outer reefs, is deep but

unmarked. It is used by shrimp boats and small craft

bound toward the Dry Tortugas. Local knowledge is advised.

(135) Calda Channel leads northward from Man of War

Harbor to the open waters of the Gulf. The channel is

narrow and crooked, but is well marked by daybeacons

and a light at the northerly end. In April 1983, the controlling depth was reported to be 3 feet, except for

shoaling close to the aids marking the channel. In February 1992, severe shoaling was reported to extend into

the channel between Daybeacon 6 and Daybeacon 8.

The channel should be used only with local knowledge

and during good visibility.

(136) Garrison Bight Channel, a well marked dredged

channel, leads from Man of War Harbor around the

north end of Fleming Key, thence south for about 1.8

miles, thence east to Trumbo Point, thence into a turning basin just inside the entrance of Garrison Bight. In

September 2001, the controlling depth was 6.8 feet (7.8

feet at midchannel) in the channel and 8 feet in the

turning basin. An overhead power cable crosses the entrance and the northerly part of the bight; clearances

are 50 feet at the entrance and 34 feet elsewhere. Mariners are advised to use caution when approaching the

overhead power cable because high voltage arcing is reported to occur between the powerline and sailboat

masts. A privately dredged channel leads from the turning basin to a basin in the southwesterly part of the

bight. In April 1983, the privately dredged channel had

a reported controlling depth of 5 feet. In April 1983, the

channel was reported to be shifting; local knowledge is

advised. A causeway bridge, with a 44-foot span and a

clearance of 19 feet, crosses the southwesterly part of

the bight.

(137) In May 1984, an obstruction covered 4 feet was reported close south of Garrison Bight Channel Light 3

in about 24°35'19.7"N., 81°48'17.2"W.

(138) Garrison Bight can also be reached via an unmarked channel, locally known as Fleming Key Cut,

which leads from Man of War Harbor eastward between

Fleming Key and the north shore of Key West to the

junction with Garrison Bight Channel at Trumbo

Point. A depth of about 6 feet can be carried to the junction. Fleming Key Cut is reported to have very strong

tidal currents and is not recommended for

low-powered vessels. The channel is crossed by a

42-foot fixed span highway bridge with a clearance of

18 feet which connects Fleming Key with Key West.

Garrison Bight has excellent small-craft facilities;

these are described later in the chapter.

Anchorages

(139) The best anchorage for medium draft vessels less

than 200 feet long is north of the city in Man of War

Harbor where depths are 14 to 26 feet. Mariners should

exercise caution to avoid the visible and submerged

wrecks in the harbor. The anchorage is protected

against heavy seas by Frankfort Bank and Pearl Bank

on the west and Fleming Key on the east. Small craft

usually anchor east of Wisteria Island, to the west of

the main ship channel. Anchoring in the vicinity of Key

West Bight Channel Light 2, between Key West Bight

Channel and the shoreline, is not recommended because of poor holding ground, strong currents, and obstruction of the dock approaches.

(140) Vessels can anchor west of the city in depths of 20

to 26 feet, taking care, however, to avoid the reefs

which rise abruptly in some places along the edges of

the channels. The outer anchorages, southwest of Fort

Taylor is somewhat exposed, but has depths of 20 to 35

feet and is safe for vessels with good ground tackle. The

anchorage area at Key West is one of the best for large

vessels south of Chesapeake Bay.

Dangers

(141) Naval restricted areas are off the south, west, and

north sides of Key West. Another restricted area extends about 150 yards from the shoreline around Fleming Key. (See 334.610, chapter 2, for limits and

regulations.)

(142) A naval explosives anchorage is about 2.5 miles

southwestward of Key West. (See 110.189a, chapter 2,

for limits and regulations.)

(143) Sand Key is surrounded by a section of the Area To

Be Avoided Off the Coast of Florida. See Area To Be

Miami to Key West ■ Chapter 11 ■ 387
Avoided Off the Coast of Florida, indexed as such,

chapter 3.

(144) A naval operating danger area is in the Straits of

Florida and Gulf of Mexico westward of Key West; see

334.620, chapter 2, for limits and regulations.

Caution

(145) Craft approaching Key West, Boca Chica, and Safe

Harbor from the eastward through Hawk Channel

should be mindful that submerged rocks and reefs extend up to 0.6 mile off the keys and give little or no indication of their presence under certain conditions.

(146) Fishermen operating from the Florida Keys, particularly Key West, routinely use stakes to mark otherwise

unmarked channels that they use as short cuts or for

safe passage in rough weather. These stakes are not removed when the channels change or fall into disuse.

Visitors to the keys should use these channel markers

with caution.

(147) The area west of the Main Ship Channel is part of

the Key West National Wildlife Refuge.

Tides

(148) The mean range of tide is 1.3 feet at Key West. Daily

predictions for Key West are given in the Tide Tables.

Currents

(149) A westerly current, counter to the prevailing easterly set of the Gulf Stream, at times exceeding 1 knot,

has been reported in the vicinity of Key West Entrance

Lighted Whistle Buoy. In the southerly approaches to

Key West within the 10-fathom curve just inside the

entrance to the main channel, the tidal currents are

weak and set northward on the flood and southward on

the ebb at 0.4 knot. In the main channels west of Fort

Taylor, the flood (northerly) and ebb (southerly) currents are 1.0 knot and 1.7 knots, respectively. North of

Key West, in the upper turning basin, the tidal currents

set northeastward on the flood at 0.8 knot and southwestward on the ebb at 1.1 knots. In Northwest Channel about 2.5 and 5.5 miles, respectively, from Key

West, the currents are about 1.2 knots and 0.6 knot.

Daily predictions for Key West are given in the Tidal

Current Tables, however, both the time and velocity of

the tidal current are influenced by the winds. In April

1982, it was reported that the current in the channel

between Fleming Key and Key West reaches 6 knots

during both flood and ebb, with currents of up to 9

knots having been observed north of Pier D-3 at the

west end of the channel.

Weather, Key West and vicinity

(150) Key West has a notably mild, tropical maritime climate where winters are mild and summers pleasant

thanks to the Gulf Stream and the prevailing easterly

trade winds. The differences in maximum and minimum temperatures are about 10°F (5.6°C) on the average. There is no record of frost, ice, sleet, or snow at

Key West and on 49 days annually, on the average, the

temperature reaches 90°F (32.2°C) or more. It has

never reached 100°F (37.8°C). The extreme maximum

temperature for Key West is 95°F (35°C) recorded most

recently on August 31, 1957. The average high temperature for Key West is 83°F (28.3°C) while the average

low is 73°F (22.8°C). The extreme minimum temperature for Key West is 41°F (5°C) recorded on January 13,

1981.

(151) From December through April, sunshine is abundant and less than 25 percent of the average annual

rainfall is recorded, usually as brief showers, in advance

of cold fronts. From June through October numerous

showers and thunderstorms provide more than 50 percent of the precipitation recorded each year. Heaviest

amounts are often associated with easterly waves or the

more organized tropical cyclones. The average annual

precipitation for Key West is 40 inches (1,016 mm).

September is the wettest month averaging nearly 6.5

inches (165.1 mm) and February is the driest averaging

just 1.5 inches (38.1 mm).

(152) If a tropical cyclone is considered a threat when it

moves within 50 miles (93 km) of Key West, then an average of 1 tropical cyclone threat every three years is

the normal. Since 1842, 52 tropical cyclones have come

within 50 miles (93 km) of Key West, 19 of these since

1950. Perhaps the most noteworthy was Hurricane

Alma in 1966 which passed north of Key West on June

8th. Highest winds were noted at 109 knots at the Dry

Tortugas, a short distance to the west of Key West. Hurricane Inez provided maximum winds of 80 knots just

four months later on August 4, 1966, a rare approach

from the northeast. While tropical cyclones can develop in any month they are most likely in this region

from June through November. Even within that period

there are fluctuations. Since 1886 only one tropical cyclone has produced significant effects during July. The

threat resumes in August, as storms originating east of

the Antilles tend to enter the Gulf of Mexico via Cuba or

the Florida Straits, instead of recurving northward

near the Bahamas. This threat continues into the peak

of the season; by October the principal threat is as it

was in June, from storms originating in the western

Caribbean that move northward across Cuba. Statistically, hurricane force winds can be expected at Key

West about once every 15 years and a frequency of

50-knot winds once every 5 years on the average.

(153) Tropical cyclone waves affecting these waters are

produced by swell, which advances ahead of the storm,

and sea, which is determined by wind direction, which

388 ■ Chapter 11 ■ Volume 4
in turn is dependent upon the path of the storm. The

deep-water berths outside of North Mole, piers A and B,

and Municipal Wharf (Mallory Wharf) are all badly exposed to swells from the southwest. The berths at Naval

Air Station Truman Annex are well protected from wave

action. The piers off the turning basin north of Key

West Bight are affected by waves generated in Man of

War Harbor by northerly winds. These conditions can

occur in cold winter outbreaks as well as hurricanes.

The anchorages in this harbor are protected from sea

and swell by the shallow reef north of the turning basin. Key West Bight is sheltered by Stone Mole, and

Garrison Bight is also protected from wave action from

all quarters. At Safe Harbor, Stock Island, sea and swell

from the southern quadrant will cause heavy surf at the

harbor entrance; during southerly winds a seiche of 2

to 3 feet (1 m) inside the harbor is possible.

(154) Storm tides are worst, usually, when an intense

hurricane approaches Key West from the Caribbean,

passing close to the west. On three occasions since

1900 the streets of the Old Town (greater than 3 m

MSL) have been flooded by such storms. The height of

the expected surge will appear in the hurricane warnings. However, there is a large variability in surge

heights along the Florida Keys due to their physical

characteristics. Tidal currents are considerably magnified by the wind and surge generated by a tropical cyclone. This is particularly evident along the deep

western shores where effective storm surge drainage

has the advantage of reducing tide heights at main

berthing facilities.

(155) For masters of deep-draft vessels, shortages of tug

power and lack of protected anchorages and piers at

Key West, makes an early assessment of a tropical cyclone threat essential. This is best accomplished by using the forecasts in conjunction with climatology. This

detailed climatology, as well as the foregoing text and a

study of evasion tactics, can be found in the Hurricane

Havens Handbook for the North Atlantic Ocean (further details in chapter 3.) Under the present port circumstances, evasion at sea is the recommended course

of action for all seaworthy, deep-draft vessels capable of

making 15 knots or more when the port is under threat

from a hurricane or an intense tropical storm (50-63

knots).

(156) The National Weather Service maintains an office

at the Key West International Airport. Barometers can

be compared and weather information obtained by telephone. (See Appendix A for address, and Appendix B for

Key West climatological table.)

Pilotage, Key West

(157) Pilotage is compulsory for all foreign and U.S. vessels under register in the foreign trade drawing more

than 7 feet (including tugs, barges, and tows) bound for

or from Key West Harbor, Key West anchorages, and

Key West channels. Pilotage is optional for U.S. mechanically-propelled vessels in the coastwise trade that

have on board a pilot properly licensed by the Federal

Government.

(158) Pilotage is available from Key West Bar Pilots

Association, P.O. Box 848, Key West, FL 33041, telephone (305) 296-5512, FAX (305) 296-1388.

(159) The Pilot Station is at the NE end of Front Street,

Key West. Pilot Station monitors VHF-FM channels 16

and 12 (when expecting traffic). The 42-foot pilot boat

has a white hull with black trim and white superstructure with the word PILOT on the side. The 40-foot pilot

boat has a blue hull and white superstructure with the

word PILOT on the side. Occasionally other boats may

be used. Pilots board day or night 1 mile SW of Key

West Harbor Main Channel Entrance Lighted Whistle

Buoy KW (24°27'41"N., 81°48'02"W.), or 1 mile N of

Key West Northwest Channel Entrance Lighted Bell

Buoy 1 (24°43'32"N., 81°53'58"W.)..

(160) Vessels being boarded should maintain 5 to 6 knots

and provide a good lee with the ladder 1 foot (not dragging) above the water. Seas should be slightly aft of the

weather beam. The pilot ladder should be lighted as not

to blind the pilot boat operator, and cruise ship passengers should not flash camera bulbs toward the pilot

boat operator at night during transfers. Arrangements

for pilots are made through the above telephone or FAX

number, or through ships’ agents. A minimum 24-hour

notice of time of arrival is requested; however, pilots

will still attempt to service vessels with less time of notice.

(161) The operational guidelines in the Port of Key West

are flexible due to changing conditions, different stages

of current, tide, bottom shoaling, weather and the

change in acceptable risk in emergency situations, Key

West being a port of emergency entry as well as a cruise

ship port of call and a naval station. The main guideline

is a knowledge of seamanship and the port on the part

of the pilot and communication of this to the vessel’s

master for guidance.

(162) Certain rules of thumb are sometimes used. These

are:

(163) 1. Not over 12-foot draft of 250-foot length for

transiting Northwest channel, daylight only.

(164) 2. Not over 12-foot draft or 250-foot length for entering safe Harbor, Stock Island, under normal conditions.

(165) 3. Tankers docking at Pier D-2 North should do so

on or near at slack water, daytime only, with at least two

tugs, one for port bow, one for aft, docking starboard

side to. Deep draft limited to 25 feet. Sailing should be

daytime only, on or near slack water, with two tugs.

Miami to Key West ■ Chapter 11 ■ 389
(166) 4. Naval men of war with their sonar dome in the

bow may dock at Pier D-2 North, starboard side to, with

deep draft limited to 26 feet. If possible, the same current restrictions as for tankers should be used.

(167) 5. All vessels should be limited to not over 281⁄2

foot-deep draft, dependant on tide. Some piers require

shallower drafts and length limitations. Poorly handling ships may be restricted even further in draft, and

very large poorly handling ships may be restricted to

daylight only and in not over 25 knots wind.

(168) 6. Tug assistance may be needed at berths in Key

West, even with twin screw bow thrustered ships, due

to wind and current.

(169) 7. Key West Harbor is under the International

Rules of the Road.

Security Calls

(170) All vessels 65 feet or greater and all tugs with tows

on entering or leaving Key West Harbor or the Key

West Main Ship Channel shall give Security Calls on

VHF-FM channels 16 and 13.

Towage

(171) Two tugs are available in Key West. One is a twin

screw tug of 1,000 hp. The other is a single screw tug of

1,600 hp. Larger Tugs are available from other parts

with advance notice.

Quarantine, customs, immigration, and agricultural

quarantine

(172) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(173) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) The quarantine anchorage

is in Man of War Harbor if size and draft of vessel permit; larger vessels anchor in the outer harbor.

(174) Public and private hospitals are at Key West.

(175) Key West is a customs port of entry.

Coast Guard

(176) Key West Coast Guard Station is at Pier D-2 on the

northwest side of Key West.

Harbor regulations

(177) The Key West Department of Transportation has direct supervision of city docks, properties, moorings,

and anchorages. The Key West Department of

Transportation also collects city property port dues.

The office telephone numbers are: 305-292-8160,

305-292-8161, and 305-294-7566 (after hours). A

5-mph speed limit is enforced in Garrison Bight and in

all constricted channel areas.

(178) In the Main Ship Channel, not more than one vessel shall be in the reach of the channel between Lighted

Buoys 23 and 25. Vessels in this reach shall have the

right-of-way over vessels departing the Truman Annex

Basin.

(179) The reach of the channel from Lighted Buoys 14

and 15 to the north end of the Truman Annex Mole shall

be kept clear except for vessels able to proceed to their

berths without delay. Vessels shall not lie to in this

reach of the channel. If a vessel is unable to proceed because of harbor congestion, she shall pull aside to the

westward and lie to in safe water. No passing is permitted in this reach of the channel.

(180) Vessels shall not overtake or pass in the following

areas: between Buoys 2 and 3; in the passage from

Western Triangle and Eastern Triangle to Buoys 7 and

8; and in the passage from Buoy 9 to Buoys 14 and 15.

(181) It is permissible to pass in Cut A Range reach between Buoys 7 and 12 after making proper signals, but

extreme caution is mandatory when passing in the narrow reaches of the channel.

(182) Vessels which will be delayed in berthing shall notify vessels astern of that fact in order that they may

proceed.

(183) Nothing in the above shall relieve masters or commanding officers of their responsibilities for observing

the Navigation Rules and the practice of good seamanship.

Wharves

(184) Municipal Wharf, also known as Mallory Wharf

(24°33'35"N., 81°48'28"W.), is 870 feet long and has a

deck height of about 7 feet. The northerly half is privately owned by a condominium development. The

southerly half is operated by the Key West Department

of Transportation as a cruise ship terminal. Two mooring dolphins off the wharf face provide a total of 464

feet of berthing space with reported depths of 26 feet

alongside. Smaller vessels can berth along the wharf

face in the 200 feet between the dolphins. Depths of 18

to 23 feet are reported alongside. Potable water is available with advance arrangements. Large vessels must

depart the berth 45 minutes before sunset except is

emergency, or by special arrangement with the Key

West Department of Transportation.

(185) Pier B (24°33'22"N., 81°48'33"W.) is another deepwater berthing facility operated by the Truman Annex

Company. It has a face of 306 feet with a mooring dolphin to the N of the dock. Maneuverable ships up to 800

feet have docked at this berth. The pier has a deck

height of about 9 feet.

(186) The Outer Navy Mole (24°33'17"N., 81°48'39"W.),

another deepwater berth, has a face of 580 feet and a

deck height of 7 feet. Sometimes the mole is used to

390 ■ Chapter 11 ■ Volume 4
Miami to Key West ■ Chapter 11 ■ 391

dock vessels up to 855 feet in length, by directions of

the Key West Department of Transportation.

(187) Municipal Wharf, Pier B, and the Outer Navy Mole

are available for emergency dockage. Contact the Key

West Pilots Association, ship’s agent, or Key West Department of Transportation for further information

(188) Commercial fish wharves are in Key West Bight

and Safe Harbor. Charter boats and yachts use Key West

Bight, Garrison Bight and Stock Island.

Supplies

(189) Gasoline, diesel fuel, water, ice, provisions, and marine supplies can be obtained in Key West.

Repairs

(190) There is a small repair yard at Key West on the west

side of Garrison Bight. Lifts to 30 tons, and hull, engine, electrical, and electronic repair facilities are

available. Above-the-waterline repairs can also be made

to larger vessels. In July 1991, shoaling to 31⁄2 feet was

reported at the entrance to the yard, with 5 feet available inside.

Small-craft facilities

(191) Berths, electricity, water, ice, and some marine

supplies are available at Key West. Gasoline and diesel

fuel are available in Garrison Bight and Key West Bight.

A pumpout facility is at a marina in the southwestern

part of Key West Bight. Hull, engine, electrical, and

electronic repairs can be made. Small craft berths are

available at several marinas in Key West Bight, in Garrison Bight at the Municipal Marina or at Key West

Yacht Club, which are at the southwest and eastern

ends of the bight, respectively. A causeway across the

southwestern part of Garrison Bight has a small-craft

opening. The highway bridge over the opening has a

44-foot fixed span with a clearance of 19 feet at the center. An overhead power cable crossing the northern

part of Garrison Bight and the entrance has a clearance

of 50 feet over the entrance and 34 feet elsewhere. Anchoring or mooring in Garrison Bight, except in an

emergency or as a shelter during bad weather, is not

permitted. Public small-boat ramps are in Garrison

Bight, at the foot of Simonton Street, and at the south

end of Bertha Street.

Communications

(192) There are no rail connections at Key West. Movement of freight in and out of the port is by vessel or

truck. The Overseas Highway (U.S. Route 1) connects

the city with Miami and points north, and there is air

service to Miami. Bus service is available to mainland

points.

(193) Information about the Florida Reefs west of Key

West and the Gulf of Mexico is contained in United

States Coast Pilot 5, Atlantic Coast–Gulf of Mexico,

Puerto Rico, and Virgin Islands.
392 ■ Chapter 12 ■ Volume 4
Intracoastal Waterway

(1) The part of the Intracoastal Waterway described

here is the toll-free “canal” which affords continuous

protected passage behind the Atlantic Coast and the

Florida Keys for more than 1,243 statute miles between

Norfolk, VA, and Key West, FL Route 1, the basic route,

follows Albemarle and Chesapeake Canal to Albemarle

Sound; Route 2, the alternate route, is through Great

Dismal Swamp Canal to the sound.

(2) Also described in this chapter is the Okeechobee

Waterway, which junctions with the Intracoastal Waterway in St. Lucie Inlet.

(3) The Intracoastal Waterway is used by commercial

light-draft vessels and tows unable to navigate long

stretches in the open ocean, and by pleasure craft.

Small-boat and recreation facilities are found along the

waterway. Supervision of the waterway’s construction,

maintenance, and operation is divided among five U.S.

Army Engineer Districts (Norfolk, Wilmington,

Charleston, Savannah, and Jacksonville) whose district-office addresses are listed in Appendix A.

Mileage

(4) The Intracoastal Waterway (I.W.) mileage is zeroed

in 36°50.9'N., 76°17.9'W., off the foot of West Main

Street, Norfolk, VA, and progresses southward to I.W.

Mile 1243.8 at Key West, FL, in 24°33.7'N., 81°48.5'W.

(5) Distances along the Intracoastal Waterway are in

statute miles to facilitate reference to the small-craft

charts; all other distances are nautical miles. Mileage

conversion tables are on Appendix C.

Channels

(6) The Federal project for the Intracoastal Waterway

via Albemarle and Chesapeake Canal provides for a

least depth of 12 feet from Norfolk, VA, (I.W. Mile 0.0) to

Fort Pierce, FL, (I.W. Mile 965.6), thence 10 feet to Miami, FL, (I.W. Mile 1089.0), and thence 7 feet to Key

West, FL, (I.W. Mile 1243.8). The Miami to Key West

section of the waterway has been completed only as far

as Cross Bank (I.W. Mile 1152.5); the remainder has

been deferred for restudy. Although no work has been

performed on this section of the waterway, a channel,

marked in accordance with I.W. markings, leads from

Cross Bank to Big Pine Key along the northwesterly

side of the Florida Keys. At Big Pine Key, the waterway

bifurcates going north through Florida Bay or south

through Hawk Channel to Key West. The channel has a

controlling depth of about 5 feet and is exposed to

winds from the northwest. (See Local Notice to Mariners and latest editions of charts for controlling depths

of the Intracoastal Waterway.)

(7) The alternate route of the Intracoastal Waterway

through the Great Dismal Swamp Canal and the

Okeechobee Waterway is described later in this chapter.

Bridges

(8) The minimum overhead clearance of fixed bridges

over the Intracoastal Waterway is 56 feet at the Julia

Tuttle Causeway at Miami, Mile 1087.1.

(9) General drawbridge regulations and opening signals for bridges over the Intracoastal Waterway are

given in 117.1 through 117.49, chapter 2. Special

drawbridge regulations for certain bridges that supplement the general regulations are referenced with the

area description of the waterway.

(10) As a public service and to assist in the management

and safety of the Intracoastal Waterway, VHF-FM channels 13 and 16 are monitored at some of the bridges.

Overhead cables

(11) The minimum clearance of overhead cables crossing the Intracoastal Waterway is 68 feet in Snows Cut,

Mile 295.8. An overhead cable car at Mile 356.4 has a

least clearance of 67 feet under the low point of travel of

the cabin.

Caution

(12) When running with a fair tide or in windy weather,

exercise caution when approaching and passing

bridges and sharp turns. Many of the overhead cables

over the waterway carry high voltage, and a margin of

safety should be allowed when weather is unfavorable.

Locks

(13) Great Bridge Lock (mile 11.5) is the only lock on

the Intracoastal Waterway between Norfolk and Key

West via Albemarle and Chesapeake Canal. It is 600 feet

long (530 usable), 75 feet wide (72 feet usable), 16 feet

over the sills, and has a lift of 2.7 feet. (See 207.160,

chapter 2, for regulations governing use, administration, and navigation of locks and floodgates.)

Intracoastal Waterway ■ Chapter 12 ■ 393
(14) Locks on the Great Dismal Swamp Canal and the

Okeechobee Waterway are described later in this

chapter.

Cable ferries

(15) 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.

Aids to navigation

(16) Intracoastal Waterway aids have characteristic yellow markings which distinguish them from aids to navigation marking other waters. (See U.S. Coast Guard

Light Lists or Chart 1 (Nautical Chart Symbols and Abbreviations) for illustrations of special markings.)

(17) Lights and daybeacons should not be passed close

aboard because those marking dredged channels are

usually placed back from the bottom edge of the channel and others may have rip-rap mounds around them

to protect the structures.

Charts

(18) Navigation of the Intracoastal Waterway can be

made easier by use of the special small-craft series

which the National Ocean Service publishes.

Tides

(19) Under ordinary conditions the mean range of tide

in the waterway is from nontidal to about 7 feet. In

many sections, the tide depends on the force and direction of the wind. Severe hurricanes have raised the water surface 10 feet or more above low water, in some

localities.

Cross currents

(20) Where two streams cross, the current will have a

greater velocity in the deeper channel. This is noticeable along the Intracoastal Waterway where it follows a

dredged canal cutting across a winding stream. Cross

currents will also be noticed where either an inlet from

the ocean or a drainage canal enters the waterway.

Weather

(21) The Intracoastal Waterway affords protection from

the winds and waves of the offshore Atlantic. Land creates friction that reduces windspeeds by as much as 30

percent of those over the open sea. Wave heights are reduced by shallow depths and limited fetch. When severe

weather does strike, shelter is usually close by, either

up a protected river or at a nearby port. However, navigation becomes more critical in many restricted

reaches along this route, so that weather, as well as

tides and currents, is important. The waterway is covered by a network of National Weather Service VHF-FM

radio stations that provide continuously updated forecasts and warnings. Also Coastal Warning Display signals are located at various places along the Intracoastal

Waterway and connecting channels. The Marine

Weather Services Charts published by the National

Weather Service show the locations of both the radio

stations and warning displays, while display locations

are also listed on the NOS charts.

Small-craft facilities

(22) There are many small-craft facilities along the

Intracoastal Waterway. For isolated places and small

cities, this chapter describes the more important of

these facilities; for large recreational areas, where individual facilities are too numerous to mention, the

information given is more general. Additional information may be obtained from the series of small-craft charts

published for the many places, and from various local

small-craft guides.

COLREGS Demarcation Lines

(23) The lines established for Chesapeake Bay and the

rivers, sounds, and inlets of the coasts of Virginia, North

and South Carolina, Georgia and Florida are described

in 80.510 through 80.735 and 80.740, chapter 2.

Chart 12206

(24) Norfolk, on the east bank of the Elizabeth River in

Norfolk Harbor 26 miles inside the entrance to Chesapeake Bay, is one of the major ports of the United

States. Supply and repair facilities are available at the

marinas and yacht basins in Norfolk Harbor. A detailed

description of the port is contained in United States

Coast Pilot 3, Atlantic Coast, Sandy Hook to Cape

Henry.

(25) From the City Wharf at the foot of West Main Street

in Norfolk, Mile 0.0, the Intracoastal Waterway follows

the Southern Branch of Elizabeth River to its junction

with Deep Creek where the waterway divides into two

routes. The mean range of tide in Southern Branch and

Deep Creek is about 2.5 to 3 feet. Naval restricted areas

are on both sides of the river. (See 334.290, chapter 2,

for limits and regulations.)

(26) The speed limit is 6 knots from Eastern Branch to

the Norfolk and Portsmouth Belt Line Railroad bridge,

Mile 2.6. (See 162.55, chapter 2.) This bridge has a lift

394 ■ Chapter 12 ■ Volume 4
span with a clearance of 6 feet down and 142 feet up.

VHF-FM channels 16 and 13 are monitored at the

bridge. At Mile 2.8, Jordan (State Route 337) highway

bridge has a lift span with a clearance of 15 feet down

and 145 feet up. VHF-FM channels 16 and 13 are monitored at the bridge. The Norfolk Southern Railway

bridge at Mile 3.6 has a lift span with a clearance of 10

feet down and 135 feet up. U.S. Routes 460 and 13 highway bridge and the Norfolk Southern Railway bridge at

Mile 5.8 have bascule spans with clearances of 11 feet

and 7 feet, respectively; large vessels must exercise caution when making the turns to these bridges because of

the current. VHF-FM channels 16 and 13 are monitored at these bridges. An overhead power cable at Mile

6.5 has a clearance of 152 feet, and two overhead cables

at Mile 6.9 have clearances of 161 feet. Interstate Highway Route 64 bascule bridge at Mile 7.1 has a clearance

of 65 feet. (See 117.1 through 117.59 and 117.997 (a)

through (e), chapter 2, for drawbridge regulations.)

The bridgetender may be contacted at (757) 545-4685.

(27) The Albemarle and Chesapeake Canal, about 10

miles long, connects Southern Branch of Elizabeth

River with North Landing River.

Route 1.–Via the Albemarle and Chesapeake Canal

to North River

(28) From Mile 7.2 at the entrance to Deep Creek, the

basic route continues through Southern Branch, the

Albemarle and Chesapeake Canal, North Landing River,

Currituck Sound, Coinjock Bay, and North Carolina

Cut to North River. The route is well marked and easily

followed in daylight; strangers are advised against running at night.

(29) At Mile 8.1, the remains of a railroad swing bridge

cross the waterway with a horizontal clearance of 80

feet. Virginia Highway 104 bridge (Dominion Boulevard Bridge) at Mile 8.8 has a bascule span with a clearance of 12 feet. (See 117.1 through 117.59 and

117.997(f), chapter 2, for drawbridge regulations.) At

the entrance of Sykes Creek, Mile 9.3, there is a

small-craft basin which had reported depths of 5 feet in

the approach and alongside the berths in July 1983.

Berths with electricity, water, gasoline, diesel fuel, ice,

and some marine supplies are available. A marine railway in the basin can handle craft up to 35 feet for hull

and engine repairs. In December 1978, submerged

piles were reported in the entrance to Sykes Creek, in

about 36°44'02"N., 76°17'08"W.

(30) Great Bridge Lock, Mile 11.5, at the Southern

Branch end of the Albemarle and Chesapeake Canal, is

a tidal guard-lock 600 feet long, 72 feet wide, 16 feet

over the sills, and a lift of 2.7 feet. Maximum length of

tow allowed in the lock is 530 feet. Vessels and tows

wider than 45 feet will not be permitted to pass through

the lock without prior permission of the lock operator.

Tie-up dolphins are available at Great Bridge for temporary mooring when passage through the lock is delayed. There is no periodic tide southward of the lock;

the water level depends on the force and direction of

the winds. All vessels passing through the lock are required to list their registry, tonnage, and passengers.

(31) The lock operator can be contacted 24 hours a day,

7 days a week on VHF-FM channels 13 and 16 or telephone (757) 547-3311 for lock information.

(32) Great Bridge, a town on the Albemarle and Chesapeake Canal at Mile 12.0, has bus connections with

Norfolk. State Route 168 highway bridge across the canal at the town has a double-leaf bascule span with a

clearance of 8 feet. VHF-FM channels 16 and 13 are

monitored at the bridge. (See 117.1 through 117.59

and 117.997 (e), chapter 2, for drawbridge regulations.) Tie-up dolphins are available on both sides of

the bridge for temporary mooring up to 24 hours.

(33) A privately owned marina basin is on the south side

of the canal a short distance eastward of Great Bridge.

In 2005, a depth of 8 feet was reported alongside the

piers in the basin. Berthage with electricity, water, ice,

gasoline, diesel fuel, pump-out station, and marine

supplies are available. A marine railway is available that

can handle craft to 60 feet; hull, engine and electronic

repairs can be made.

(34) From Great Bridge, the Albemarle and Chesapeake

Canal continues eastward almost in a straight line for a

distance of about 7 miles. The State Route 168 Bypass

fixed highway bridge with a clearance of 65 feet crosses

the canal at Mile 13.0. The Norfolk Southern Railway

bridge at Mile 13.9 has a bascule span with a clearance

of 7 feet. The Centerville Turnpike Bridge at Mile 15.2

has a swing span with a clearance of 4 feet. (See 117.1

through 117.59 and 117.997(f), chapter 2, for drawbridge regulations.) A marina with a reported alongside

depth of 7 feet in 2005 is immediately above the bridge

on the north side. Transient berths, electricity, gasoline, diesel fuel, water, ice, pump-out station, launching ramp, and engine repairs are available. An overhead

power cable with a clearance of 91 feet is at Mile 16.4.

(35) North Landing, Mile 20.2, is a small town at the

junction of Albemarle and Chesapeake Canal and North

Landing River. State Route 165 highway bridge over

North Landing River at North Landing has a swing

span with a clearance of 6 feet. (See 117.1 through

117.59, chapter 2, for regulations.) VHF-FM channels

16 and 13 are monitored at the bridge.

(36) North Landing River is narrow and crooked for a

distance of about 9 miles below the Albemarle and

Chesapeake Canal. The worst bends have been bypassed

by dredging through the marshy points; the remaining

bends are usually easy. The old channels through the

Intracoastal Waterway ■ Chapter 12 ■ 395
cut-off bends have numerous wrecks, partially visible

at mean low water, and some submerged wrecks which

are dangerous to navigation. At West Landing, Mile

22.8, there is a gasoline dock, open only in summer. At

Pungo Ferry, Mile 28.3, State Route 726 fixed highway

bridge across the river has a clearance of 65 feet. A marina just below the bridge on the east side of the waterway had a reported alongside depth of 5 feet in 1993.

Transient berths, electricity, water, ice, pump-out station, hull and engine repairs, and a launching ramp are

available.

(37) From Mile 30.2, the route is through a dredged cut

in the open waters of North Landing River and

Currituck Sound, thence into Coinjock Bay and

through North Carolina Cut to the head of North River.

Munden is a town on the east side of North Landing

River at Mile 32.0; the wharf is in ruins. Currituck is a

town on the west side of the mouth of North Landing

River opposite Mile 41.5. A toll-free passenger-auto

ferry, operated by the State Highway Commission, runs

from Currituck to Knotts Island, NC.

(38) Coinjock, Mile 49.9, is a town on the NorfolkHatteras Highway, midway along the North Carolina

Cut U.S. Route 158 fixed highway bridge across the cut

has a clearance of 65 feet. An overhead power cable on

the north side of the bridge has a clearance of 85 feet.

Berths with electricity, gasoline, diesel fuel, pump-out,

water, ice, and marine supplies can be obtained at the

small-craft facilities northward of the bridge. A 70-ton

marine railway which can handle craft to 60 feet, and a

10-ton mobile lift are available at the facilities on the

west bank of the cut northward of the bridge; hull, engine, and electronic repairs can be made. A launching

ramp is at the facility on the east side of the cut northward of the bridge.

(39) A canal 22 feet wide branches northeastward from

North Carolina Cut about 1.1 miles northward of the

Coinjock Bridge, and connects with Currituck Sound

through Parker Creek. In July 1983, depths of about 2

feet were reported in the canal. Tree stumps in the canal limit its use to outboards only; caution is advised.

The fixed bridge 0.1 mile above the canal has a reported

clearance of 6 feet.

(40) North River is about 14 miles long from North

Carolina Cut to the entrance from Albemarle Sound

and has a general depth of about 9 feet outside the

dredged cut of the Intracoastal Waterway. The channel

is marked by lights and daybeacons.

Route 2.–Via Great Dismal Swamp Canal to

Albemarle Sound

(41) This alternate route from the entrance to Deep

Creek, Mile 7.6, leads westward from the Southern

Branch to Great Dismal Swamp Canal, thence through

Pasquotank River to Albemarle Sound.

(42) Vessels that proceed with care and follow the chart

can navigate this route without difficulty. Mariners

may call (757) 487-0831 for canal conditions. Extra

caution is required in Deep Creek, Turners Cut, and the

numerous sharp bends in the upper reaches of the

Pasquotank River. Winds sometimes cause a variation

of 1 to 2 feet in water level. Overhead power cables with

a least clearance of 91 feet cross Deep Creek at Mile 8.0.

(43) Great Dismal Swamp Canal, a 19-mile-long nontidal summit-level section, is controlled by a lock at

each end. “NO WAKE” signs have been posted in the canal. Vessels shall proceed at a speed to cause minimum

wake.

Channels

(44) Federal project depths are 10 feet in Deep Creek, 9

feet in Great Dismal Swamp Canal, and 10 feet in

Pasquotank River. Great Dismal Swamp Canal is being

maintained to a depth of only 6 feet because of reduced

usage by vessels requiring a 9-foot channel. (See Local

Notices to Mariners and latest editions of charts for

controlling depths.)

Locks

(45) There are two locks on the alternate route, one at

the upper end and the other at the lower end of the

Great Dismal Swamp Canal. Deep Creek Lock (Mile

10.6) and South Mills Lock (Mile 33.2) have the same

dimensions; 300 feet long, 52 feet wide, 12 feet over

sills, and lift of 12 feet. Vessels and tows wider than 35

feet will not be permitted to pass through the locks

without prior permission of the lock operator. Regulations governing use, administration, and navigation of

locks and floodgates are given in 207.160, chapter 2.

(46) At times, due to low water, navigation may be restricted or the canal closed. Deep Creek Lock and

South Mills Lock are operated at 0830, 1100, 1330, and

1530 daily. The bridges adjacent to the locks will be

opened as necessary in coordination with the locks.

The lock operators can be contacted on VHF-FM channel 13 or 757-487-0831. Vessels may tie up in the canal

overnight, at the Government facilities at Deep Creek,

South Mills, and the Feeder Ditch to Lake Drummond.

(47) At Deep Creek Lock, Mile 10.6, vessels are required

to list their registry, tonnage, and passengers. A dock

about 100 feet long is at the lock. The town of Deep

Creek is at Mile 11.1, and U.S. Route 17 highway bridge

across the canal here has a bascule span with a clearance of 4 feet. Just south of the bridge is a bulkhead

with 4 to 8 feet alongside where gasoline and some supplies may be obtained; there is a small-boat launching

ramp.

396 ■ Chapter 12 ■ Volume 4
(48) An overhead power cable with a clearance of 111

feet is at Mile 12.1.

(49) At Mile 21.5, a 30-foot-wide feeder ditch runs in a

straight line westward from the Great Dismal Swamp

Canal for about 3 miles to Lake Drummond; the ditch

has a reported controlling depth of 3 to 4 feet, and the

lake has depths of 3 to 5 feet. Lake Drummond is about

2.2 miles in diameter and the water level is about 6 feet

higher than the canal. Flow of water from the lake is

regulated by a series of gates or wickets in the feeder

ditch at the Corps of Engineers reservation 0.5 mile

from the lake. Boats less than 1,000 pounds are moved

overland past the gates by a small railway. All persons

entering or leaving Lake Drummond through the

feeder ditch are required at the gates to register their

name, address, and purpose of visit. Visitors are warned

of the dangers of being lost in the swamps and the menace of poisonous snakes, and are cautioned to take precautions to prevent forest fires. After winter and spring

runoffs of water from Lake Drummond, there is a tendency for shoals to build up at the intersection of the

Great Dismal Swamp Canal and the feeder ditch.

(50) A fixed highway bridge with a clearance of 65 feet is

at Mile 31.5.

(51) Diesel fuel by tank truck and gasoline are available

on the east side of the canal at Mile 31.5. Supplies are

available at South Mills, Mile 32.4.

(52) U.S. Highway 17 bridge across the canal at Mile

32.6 has a bascule span with a clearance of 4 feet. The

South Mills Lock of the Great Dismal Swamp Canal is

at Mile 33.2. Tieup dolphins are available for temporary mooring when passage through the lock is delayed.

(53) Turners Cut is a canal which extends in nearly a

straight line from the south end of Great Dismal

Swamp Canal to the Pasquotank River Mile 37.0.

(54) Pasquotank River has a length of 12 miles from the

south end of Turners Cut to Elizabeth City, and thence

15 miles to Wade Point Light at the entrance from

Albemarle Sound. The narrow upper part of the river

has been improved by dredging, where necessary, to attain the project depth of the waterway. From Elizabeth

City to the mouth, the river varies in width from 0.5 to

3 miles, has general depths of 8 to 12 feet, and is well

marked by lights.

(55) The Norfolk Southern Railway bridge across

Pasquotank River at Mile 47.7 has a hand-operated

swing span with a channel width of 42 feet and a clearance of 3 feet. (See 117.1 through 117.59 and

117.833(a), chapter 2, for drawbridge regulations.)

The overhead power cables along the south side of the

bridge have a least clearance of 85 feet.

(56) Knobbs Creek is a nontidal freshwater stream on

the north side of Elizabeth City and enters Pasquotank

River at Mile 50.2.

(57) A dredged channel leads from Pasquotank River to

a turning basin about 0.9 mile above the entrance,

thence to the Norfolk Southern Railway bridge at the

head of navigation about 1 mile above the entrance. In

1959-June 1974, the controlling depths were 9 feet on

the centerline to the basin, thence 51⁄2 feet in the basin,

thence 21⁄2 feet on the centerline to the head of navigation. An overhead power cable with a clearance of 75

feet crosses the creek just above the mouth.

(58) Elizabeth City, Mile 50.7, on the west bank of

Pasquotank River, is one of the most important towns

on the inland waters of North Carolina, and has rail,

airline, and highway connections with Norfolk. Waterfront bulkheads have 20 to 27 feet alongside, and a vessel can usually find a berth. Anchorage can be had in

depths of 7 to 12 feet on the north side of the channel

just below the city. U.S. Route 158 highway bridges

across the river at Mile 50.7 have bascule spans with

least clearances of 2 feet. (See 117.1 through 117.59

and 117.833 (b), chapter 2, for drawbridge regulations.) The river water is practically fresh.

Weather, Elizabeth City and vicinity

(59) Elizabeth City enjoys mild winters and warm summers. Weather is tempered somewhat by the Albemarle

Sound. Maximum temperatures reach 90°F (32.2°C) or

more on about 33 days annually although 100°F

(37.8°C) or more is usually reached on only 1 day each

year. Minimum temperatures drop below freezing on

an average of 55 days annually. The average high temperature at Elizabeth City is 69°F (20.6°C) while the average low is 50°F (10°C). July is the warmest month

with an average high of 87°F (30.6°C) and an average

low of 70°F (21.1°C). December is the coolest with an

average high of 53°F (11.7°C) and an average low of

34°F (1.1°C). The warmest temperature on record is

104°F (40°C) recorded on July 22 and 23, 1952. The

coolest temperature on record is 10°F (-12.2°C) recorded in February 1951. Only June and July have recorded temperatures in excess 100°F (37.8°C) and each

month, October through April, has reported temperatures below freezing.

(60) Winds blow most frequently from the southwest,

except in the fall when northeasterlies prevail. Gales

are rare and winds of 17 knots or more occur only 2 to 3

percent of the time from October through April. Visibilities are worst from September through January,

when they drop below 0.5 mile (0.9 km) on an average

of 3 to 5 mornings per month; by noon this type of fog

has generally lifted.

Intracoastal Waterway ■ Chapter 12 ■ 397
(61) Precipitation averages nearly 47 inches (1,193.8

mm) each year and is most frequent during the summer, particularly as brief heavy showers or thunderstorms. July is the wettest month averaging about 6.5

inches (165.1 mm) of rainfall while October is the driest month averaging about 2.5 inches (63.5 mm).

About 3 to 4 inches (76.2 to 101.6 mm) of snow falls

each winter. Snow has fallen in each month, November

through April. The greatest 24-hour snowfall occurred

on February 26, 1963 when 6.2 inches (157.5 mm) accumulated.

(62) Complete supply and repair facilities, restaurants,

and hotel and motel accommodations are available at

Elizabeth City. Small-craft facilities on both sides of the

river southward of the bridge have about 3,600 feet of

berthing space available. Gasoline, diesel fuel, water,

ice, and marine supplies can be obtained.

(63) A boatyard on the south side of the river about 0.4

mile south of the bridge has a 60-ton fixed lift, and a

marine railway that can handle craft up to 130 feet. Another boatyard just to the northward has a marine railway that can handle craft to 65 feet. Both facilities

provide berths, gasoline diesel fuel, water, ice, marine

supplies, and can make hull, engine, and electronic repairs.

(64) Elizabeth City has railroad freight connections

with the Norfolk Southern railway and highway connections with U.S. Routes 17 and 158 and State Route

168.

(65) Elizabeth City Coast Guard Air Station is on the

southwest side of the river about 3 miles southeastward

of U.S. Route 158 highway bridge at Elizabeth City.

(66) Newbegun Creek enters Pasquotank River about

8.5 miles below Elizabeth City. Weeksville, the principal town on the creek, is 3 miles from the mouth. The

controlling depth in 1963 was about 4 feet over the bar

and in the main part of the creek. The creek is unmarked.

(67) Route 2 continues down the Pasquotank River,

passing northward of Pasquotank River Entrance

Light, and then turns southward across Albemarle

Sound to join with Route 1 at the light at the entrance

to Alligator River.

Chart 11553

(68) From the vicinity of the light at the entrance to

North River, Route 1 continues across Albemarle

Sound for 12.7 miles to the light at the entrance to Alligator River, where alternate Route 2, via the Great Dismal Swamp Canal rejoins the basic route. The passage

across the sound to Alligator River is marked by lights.

In heavy weather the passage is uncomfortable and

even dangerous for open boats. The rise and fall of the

water level in Albemarle Sound depends on the wind.

(69) Alligator River extends in a southerly direction for

about 20 miles, then turns west and narrows. The

channel of the Intracoastal Waterway has been dredged

the entire length of the wider part of the river and for

about 4 miles through its western reach to the land cut

connecting with Pungo River. The channel is well

marked by lights and daybeacons. U.S. Route 64 highway swing bridge with a clearance of 14 feet crosses the

waterway at Mile 84.2 opposite East Lake on the eastern shore. It is reported that this bridge will not open if

the wind speed is over 34 knots. The bridgetender monitors VHF-FM channel 16 and works on channel 13; call

sign, KU-9448. A small-craft facility at Mile 84.1, just

north of the bridge on the west bank, has berths, gasoline, diesel fuel, electricity, and some marine supplies.

In May 2000, 8 feet was reported in the approach and

alongside.

(70) Alligator River and Little Alligator River are discussed in more detail in chapter 4.

(71) The route of the waterway passes from Alligator

River to the Alligator River-Pungo River Canal at Mile

105.0, a land cut extending about 21 miles in a southwesterly direction. At Mile 113.9, State Route 94 highway bridge over the canal has a fixed span with a

clearance of 65 feet. Fairfield Canal, just east of the

bridge, is a privately owned land drainage canal which

makes off in a southerly direction from the main channel; it is not navigable.

Caution

(72) Mariners are advised to exercise extreme caution

when navigating the Alligator River-Pungo River Canal. Controlling depths, published in the Local Notice

to Mariners, are generally for less than the 90-foot project width. Continuous bank erosion is caused by passing boats and tows. Both sides of the canal are foul with

debris, snags, and submerged stumps. Navigation near

midchannel is recommended unless otherwise specified in Local Notice to Mariners.

(73) Mariners are cautioned that the color of the aids to

navigation change after departing the canal and green

markers are on the right when proceeding southerly

while following the ICW until entering Goose Creek at

Mile 150.0.

(74) At Mile 125.8, the Wilkerson Bridge over the canal

has a fixed span with a clearance of 64 feet. The Alligator

River-Pungo River Canal enters Wilkerson Creek at

about Mile 126.0. Gasoline is available on the north side

of the canal entrance. The route is then through the

dredged cut in the creek to Pungo River, southwestward

398 ■ Chapter 12 ■ Volume 4
and westward to abeam of Belhaven, then southward in

Pungo River to Pamlico River.

(75) Belhaven, 1.5 miles westward of Mile 135.8, is on

the northeastern side of the entrance to Pantego Creek.

The harbor is protected by breakwaters at the creek entrance and is an excellent shelter for small craft. There

are marinas and repair facilities in the harbor. (See the

small-craft facilities tabulation on chart 11553 for services and supplies available.) The town and the channel

into the harbor from Pamlico River are discussed in

chapter 4.

(76) From abeam of the light off Grassy Point at Mile

142.3 in the lower part of Pungo River, the route leads

for 4.4 miles until 0.7 mile past the light off Wades

Point on the west side at the mouth of Pungo River;

thence across Pamlico River for 3.2 miles to the light at

the entrance to Goose Creek.

(77) Wright Creek, on the west side of Pungo River at

Mile 143.0, and Pamlico River, the approach to the important town of Washington are discussed in chapter 4.

(78) The route of the Intracoastal Waterway follows the

dredged channel through Goose Creek and its tributary, Upper Spring Creek, to the land cut which connects with Gale Creek and Bay River.

(79) Mariners are cautioned that the color of aids to

navigation change again to red on the right when proceeding southerly while following the ICW starting

with the aids marking Goose Creek at about Mile

149.7.

(80) The Hobucken (State Routes 33 and 304) fixed

highway bridge, crossing the land cut at Mile 157.2,

has a clearance of 65 feet. There are several small-craft

facilities on both sides of the land cut in the vicinity of

the bridge; gasoline, diesel fuel, water, ice, and

berthage with electricity are available. Engine repairs

can be made at one of the facilities. Depths of 5 to 10

feet are reported alongside the berths in July 1983.

Hobucken Coast Guard Station is on the west side of

the land cut just north of the bridge.

(81) The town of Hobucken, about 1 mile east of the

bridge, has a landing on Jones Bay, which is discussed

in chapter 4.

(82) From Gale Creek, the route of the Intracoastal Waterway is down Bay River to Neuse River Junction

Light (35°08'47"N., 76°30'11"W.) off Maw Point Shoal

at Mile 167.1, then up the Neuse River. Bay River is the

approach to Bayboro and other small towns; Neuse

River is the approach to the important city of New

Bern. Both rivers are discussed in chapter 4.

(83) Westward of Mile 171.5 is the entrance to Broad

Creek. The channel is marked by a light and daybeacons.

Chart 11541

(84) Whittaker Creek, northwestward of the waterway

at Mile 180.8, is marked by lights and daybeacons. In

October 2003, the privately dredged entrance channel

had a reported controlling depth of 6.1 feet. Several

small-craft facilities are in the creek. (See the

small-craft facilities tabulation on chart 11541 for services and supplies available.)

(85) The town of Oriental is west of Mile 181.3 on the

north side of Neuse River opposite Garbacon Shoal.

Fuel and supplies are available here. The town and its

waterfront are discussed in chapter 4.

(86) The Intracoastal Waterway leaves Neuse River

about 15 miles above the mouth and follows a dredged

channel through Adams Creek to Adams Creek Canal,

a land cut about 5 miles long which connects with the

head of Core Creek. A marina, through a canal on the

west side of the waterway, at Mile 194.2, has berths,

electricity, gasoline, diesel fuel, water, ice, pump-out

station, marine supplies, launching ramp and wet storage. In July 2008, the reported approach depth was 6

feet with 4 feet alongside. State Route 101 highway

bridge over Adams Creek Canal at Mile 195.8 has a

fixed span with a clearance of 65 feet. Overhead power

cables just below the bridge have a clearance of 85 feet.

A small-craft facility on the east side of the waterway at

Mile 197.3, has berths, electricity, gasoline, a

pump-out station, water, ice, and dry storage. A lift to

50 tons is available; hull, engine and electronic repairs

can made. In May 2006, the reported approach depth

was 8 feet with 6 feet reported alongside.

(87) From Core Creek, the route of the Intracoastal Waterway is through Newport River to Morehead City. At

Mile 202.2, Gallants Channel branches off from the

through route of the waterway and leads to Beaufort,

which is described in chapter 5.

(88) Calico Creek extends westward from Mile 203.6

through a dredged channel which leads to a basin and

marina about 0.6 mile from the waterway. In 1995, the

controlling depth was 91⁄2 feet in the channel, thence 5

feet reported in the basin. The channel is marked by a

buoy and daybeacons. Berthage with electricity, gasoline, diesel fuel, water, ice, pump-out station, wet storage and marine supplies are available. Engine, and

electronic repairs can be made. A barge repair facility is

on the northwest side of the basin; this facility is described in chapter 5.

(89) At Mile 203.8, the adjacent Beaufort and Morehead

railroad bridge and U.S. Route 70 highway bridge cross

the channel. The highway bridge has a fixed span with a

clearance of 65 feet, and the railroad bascule span has a

clearance of 4 feet. (See 117.1 through 117.59 and

117.822, chapter 2, for drawbridge regulations.) An

Intracoastal Waterway ■ Chapter 12 ■ 399
overhead power cable between the two bridges has a

clearance of 88 feet, and an overhead power cable

southward of the highway bridge has a clearance of 25

feet except at the channel where it is submerged. Caution is advised when running with a fair current or approaching the bridges in windy weather. (See the Tidal

Current Tables for predictions.)

Caution

(90) Just southward of these bridges the route of the waterway passes through the deepwater turning basin at

Morehead City. Small-craft operators are cautioned

that large oceangoing vessels may be engaged in docking or undocking maneuvers in the basin. The turns off

the North Carolina State Ports Authority are blind for

craft traveling in either direction on the waterway.

(91) Morehead City, Mile 204.3, and its deepwater port

are discussed in length in chapter 5. At Mile 204.7, a

dredged channel leads northward from the waterway

thence westward along the south side of the city and rejoins the waterway at Mile 206.0. A turning basin is

about midlength of the channel. In February 2003, the

controlling depths were 6 feet from the east entrance to

the turning basin, thence 7 feet in the basin, thence 4.5

feet to the west entrance. The channel is marked by

daybeacons. There are several small-craft facilities in

Morehead City and vicinity. (See the small-craft facilities tabulation on chart 11541 for services and supplies

available.) Hotel and motel accommodations are available in the city.

(92) From Morehead City the waterway follows a

dredged channel through Bogue Sound. The Atlantic

Beach-Morehead City (State Route 1182) fixed highway

bridge over Bogue Sound at Mile 206.7 has a clearance

of 65 feet. Caution is advised when running with a fair

tide or approaching the bridge in windy weather. (See

the Tidal Current Tables for predictions.) A power cable

about 100 yards west of the bridge has a clearance of 49

feet (91 feet at main channel).

(93) The summer resorts, Money Island Beach, Mile

205.7, and Atlantic Beach, Mile 207.0, are at the

south end of the bridge, 2 and 3 miles, respectively,

west of Fort Macon. The buildings at the beaches are

conspicuous. Boats reach the beaches through two

dredged channels that branch off from the Intracoastal

Waterway at Mile 205.5. Money Island Channel leads

southwest to the beach, and Causeway Channel leads

west to the causeway, thence south along the east side

of the causeway to the beach. The channels are well

marked. In March 2008, the controlling depth was 2

feet in Causeway Channel, thence 4.7 feet in Money Island Channel between the junction light at the entrance and Light 5. There are several piers at the

beaches where berthage with electricity, gasoline, diesel fuel, water, ice, wet and dry storage, launching

ramps, and marine supplies are available; hull, engine

and electronic repairs can be made. Caution should be

exercised in approaching these channels from the

Intracoastal Waterway because of the shoal area off the

entrance.

(94) At Mile 209.2, in August 2001, a dredged channel

with a midchannel depth of 2.9 feet extended northward from the waterway into Peletier Creek. The channel is marked by daybeacons. Several small-craft

facilities in the creek can provide berthage with electricity, gasoline, diesel fuel, water, ice, wet and dry storage, launching ramps, and marine supplies. Lifts to 60

tons are available; hull, engine and electronic repairs

can be made.

(95) In Spooner Creek, Mile 210.5, on the north side of

Bogue Sound 3.8 miles west of Atlantic Beach highway

bridge, there is a marina with 8 feet of water reported in

2002 alongside the piers. Berthage with electricity, gasoline, diesel fuel, water, ice, and wet storage are available. In 2000, 6 feet was reported in the marked

entrance channel. A 60-ton mobile lift is available for

hull, engine, and electronic repairs.

(96) A fixed highway bridge with a clearance of 65 feet

crosses the waterway at Mile 226.0.

(97) At Bogue Inlet, the waterway passes around the

head of the marshes to Swansboro, Mile 228.9. A water

tank in town is prominent. A side channel with a controlling depth of about 12 feet branches off from the

Intracoastal Waterway at Mile 228.9 near Light “46C”

and extends along the waterfront of Swansboro and to a

turning basin near the highway bridge. There are

small-craft facilities along the waterfront and close to

Swansboro. (See the small-craft facilities tabulation on

chart 11541 for services and supplies available.)

(98) From Swansboro, the route of the waterway follows

cuts through the marshes to New River. At Mile 231.4,

Cow Channel, marked by daybeacons, leads southeastward from the waterway to Hammocks Beach State

Park on Bear Island where picnicking and primitive

camping are permitted. Small craft may dock at the two

ferry slips located at the park. Prohibited and danger

areas are along the waterway from Mile 235.1 to mile

240.7. (See 334.440 (e) and (f), chapter 2, for limits

and regulations.) A safety zone is along the waterway

from Miles 235.2 to Mile 245.2. (See 165.514, chapter 2, for limits and regulations.) A highway bridge at

Mile 240.7, (locally known as Onslow Beach bridge),

has a swing span with a clearance of 12 feet; the northwest draw only is used. An overhead power cable on the

north side of the bridge has a clearance of 74 feet.

(99) At Mile 244.5, a channel marked by daybeacons

leads to a turning basin at the Marine Corps facility at

400 ■ Chapter 12 ■ Volume 4
the head of Mile Hammock Bay. In 2001, the controlling depths were 12.0 feet in the entrance channel and

11.5 feet in the turning basin. At New River Inlet the

waterway passes around the head of the marshes in

New River to the land cuts southward. New River is the

approach to the town of Jacksonville, described in

chapter 5. Except at slack water, dangerous cross currents will be encountered in crossing the inlet.

(100) At Swan Point, Mile 247.0, just south of New River

Inlet, is a marina with berths, electricity, gasoline, diesel fuel, launching ramp, water, ice, and wet and dry

storage available. An 40-ton lift is available for hull and

engine repairs.

(101) The route continues through Alligator Bay and

Stump Sound. At Mile 252.3, a fixed highway bridge

with a clearance of 65 feet crosses the waterway. An

overhead power cable with a clearance of 85 feet is close

southwestward of the bridge. State Routes 50-210

highway bridge at Mile 260.7 has a swing span with a

clearance of 12 feet. (See 117.1 through 117.59 and

117.821, chapter 2, for regulations.) The bridgetender

monitors VHF-FM channel 16 and works on channel

13; call sign KU-6044. The overhead power cable at the

bridge has a clearance of 81 feet.

(102) A bulkhead, used for berthing and with reported

depths of 9 feet alongside in February 2009, extends

from just north of to just south of the highway bridge at

Mile 260.7. Gasoline, diesel fuel, water, electricity,

pump-out, and some marine supplies may be obtained.

Electrical and engine can be made.

(103) From Stump Sound the Intracoastal Waterway

leads through Topsail Sound and Middle Sound. At

Mile 263.7, a channel leads southeastward from the

waterway thence southwestward along the barrier

beach in Topsail Sound. The channel and the facilities

along the barrier beach are described in chapter 5.

(104) At Mile 266.3, a marina on the north side of the waterway has berths, electricity, gasoline, diesel fuel, water, ice, and a pump-out station. In February 2009, 8

feet was reported alongside.

(105) At Mile 270.0, a marked channel leading eastward

connects the waterway with New Topsail Inlet.

(106) The Figure Eight Island highway swing bridge (locally known as Surf City bridge) with a clearance of 20

feet crosses the waterway at Mile 278.1. The

bridgetender can be contacted on VHF-FM channels 13

and 16.

(107) Pages Creek, on the north side of the waterway at

Mile 279.0, has a yacht basin with an L-shaped pier

about 250 feet long. Gasoline, water, ice, launching

ramp, and wet and dry storage are available. Hull and

engine repairs can be made. At Mile 279.8, on the

north side of the waterway, there is a yacht basin where

berthage, water, and electricity are available. A 25-ton

lift and a marine railway are available for hull, engine,

and electrical repairs.

(108) U.S. Route 74-76 highway bridge over the waterway

at Wrightsville, Mile 283.1, has a bascule span with a

clearance of 20 feet at the center. (See 117.1 through

117.59 and 117.821, chapter 2, for drawbridge regulations.) The bridgetender monitors VHF-FM channel 16

and works on channel 13; call sign, KU-6043. Overhead

power and TV cables at the bridge have a least clearance

of 78 feet.

(109) There are several small-craft facilities southward of

the bridge at Wrightsville. These facilities have

berthage with electricity, gasoline, diesel fuel, water,

ice, pump-out station, wet and dry storage, and marine

supplies and can make hull, engine and electronic repairs.

(110) At Mile 284.0, a privately dredged channel leads

westward from the waterway to a basin in Bradley

Creek. In July 2004, the reported controlling depth was

8.0 feet in the channel and 7.5 feet in the basin. A

small-craft facility with piers is on the south side of the

basin. Berthage with electricity, gasoline, diesel fuel,

water, ice, some marine supplies, and a 40-ton mobile

hoist are available. Hull, engine, and electronic repairs

can be made. Wrightsville Beach on the outer coast,

and Masonboro Inlet are discussed in chapter 5.

(111) From Wrightsville the waterway continues south

through Masonboro Sound and Myrtle Grove Sound.

Chart 11534

(112) The Intracoastal Waterway continues down Myrtle

Grove Sound to Snows Cut. The shallow channel from

the waterway to Carolina Beach at the south end of

Myrtle Grove Sound is discussed in chapter 5.

(113) At Mile 293.8, a marina on the west side of Myrtle

Grove Sound opposite Carolina Beach Inlet has gasoline, diesel fuel, water, ice, and marine supplies. A

25-ton mobile lift that can handle boats to 50 feet is

available for hull, engine, and electronic repairs. An

alongside depth of 5 feet was reported in June 2001.

(114) Snows Cut connects Myrtle Grove Sound with

Cape Fear River. U.S. Route 421 highway bridge over

Snows Cut at Mile 295.7 has a fixed span with a clearance of 65 feet. Overhead power cables 0.1 mile west of

the bridge have a clearance of 68 feet. The ebb current

is 1.0 knots, and the flood current is 1.2 knots. (For predictions, see the Tidal Current Tables.) A marina at the

junction of Snows Cut and the Cape Fear River provides gasoline, diesel fuel, berthing, water, ice, electricity, pump-out, and launching ramp. In March 2008, an

approach depth of 4 feet and an alongside depth of 6 feet

were reported.

Intracoastal Waterway ■ Chapter 12 ■ 401
(115) From the western end of Snows Cut, the Intracoastal Waterway leads south-southwestward through

a dredged channel to a junction with the main channel

of Cape Fear River and thence southward to Southport

where fuel, supplies, and repair facilities are available.

In August 2006, the controlling depth in the dredged

Intracoastal Waterway channel to the Cape Fear River

junction was 7.7 feet (8.4 feet at midchannel). Mariners

are cautioned that the color of the aids to navigation

change and green markers are on the right while following the ICW until entering the channel south of

Southport at Mile 308.9. It has been reported that at

night some mariners have missed the turn at the junction in Cape Fear River due to the bright lights on the

piers at the Sunny Point Army Terminal and the lighted

aids marking the channel leading alongside the terminal; caution is advised.

(116) Another dredged channel, known as Wilmington

Short Cut and marked by lights and daybeacons, leads

northward from the western end of Snows Cut for

about 1.7 miles where it connects with the main channel in Cape Fear River to the city of Wilmington, about

11.5 miles above Snows Cut. In February 2009, the

controlling depth was 3.4 feet (4.6 feet at midchannel)

in Wilmington Short Cut. Wilmington and Southport

are discussed in chapter 5.

(117) At Southport, Mile 308.9, the route of the

Intracoastal Waterway leaves Cape Fear River and proceeds westward through land cuts to Lockwoods Folly

River. Mariners are cautioned that the color of aids to

navigation change to red marker on the right while following the ICW at the entrance to the land cuts. It has

been reported that some mariners have attempted to

enter the land cut by passing southward of the light at

the entrance thereby going aground.

(118) At Mile 309.3, a marina in a basin on the north side

of the waterway provides berths with electricity, gasoline, diesel fuel, water, ice, marine supplies, a launching ramp, wet and dry storage, pump-out station and a

75-ton lift. Engine, radio and electronic repairs are

available. In February 2008, a depth of 6 feet was reported in the approach and alongside the berths.

(119) At Mile 311.3, a marina on the west side of the waterway provides berths with electricity, gasoline, diesel

fuel, water, ice, pump-out station and a launching

ramp.

(120) At Mile 311.8, a fixed highway bridge with a clearance of 65 feet crosses the waterway. An overhead

power cable on the east side of the bridge has a clearance of 90 feet.

(121) At Mile 313.8, on the south side of the waterway

opposite Beaverdam Creek, there is a yacht basin with a

200-foot pier with reported depths of 6 feet alongside.

Berthage with electricity, gasoline, diesel fuel, water,

ice, a launching ramp, and some marine supplies are

available, and hull and engine repairs can be made. At

Mile 314.5, a marina has berths, electricity, gasoline,

diesel fuel, water, ice, pump-out station, marine supplies, and wet and dry storage. A 9-ton lift is available

and hull, engine and electronic repairs can be made.

(122) At Mile 316.6, an overhead power cable with a

clearance of 90 feet crosses the waterway.

(123) In Lockwoods Folly River, the waterway passes

around the head of marshes just inside Lockwoods

Folly Inlet. A small-craft facility off the waterway and

about 0.4 mile southward of Mile 320.0 has a launching ramp, berths with electricity, gasoline, diesel fuel,

water, ice, and some marine supplies. A 3-ton fixed lift

is also available, and hull and engine repairs can be

made. In March 2008, the reported approach depth was

3.5 feet.

(124) From Mile 323.3 to Mile 324.0, there are numerous small-craft facilities on both sides of the waterway.

Berths, electricity, gasoline, diesel fuel, water, ice, marine supplies, ramps and wet and dry storage are available. A 7.5-ton lift and hull and motor repairs are

available.

(125) State Route 130 highway bridge over the waterway

at Holden Beach, Mile 323.6, has a fixed span with a

clearance of 65 feet.

(126) An overhead power cable with a clearance of 85 feet

crosses the waterway at Mile 327.3.

(127) The waterway passes around the head of the

marshes inside Shallotte Inlet and proceeds westward

by way of cuts through the marshes and sloughs.

Shallotte River, Mile 329.5, causes strong currents

and severe shoaling in the waterway.

(128) A marina at Bowen Point, locally known as

Shallotte Point, Mile 329.6 has berths with electricity,

gasoline, water, ice, and wet and dry storage available.

Hull and engine repairs can be made. The facility in

Shallotte River is also discussed in Chapter 6.

(129) At Mile 333.7, State Route 904 highway bridge

crosses the waterway. It has a fixed span with a clearance

of 65 feet. An overhead power cable close eastward of

the bridge has a clearance of 85 feet. On the south side

of the waterway, just east of highway bridge, is a canal

with two small-craft facilities. Gasoline, diesel fuel, water, ice, marine supplies, launching ramps and wet

storage are available. At Mile 335.6, on the north side

of the waterway is a marina with berths, electricity, gasoline, diesel fuel, water, ice, marine supplies, a launching ramp and wet and dry storage. Hull, engine and

electronic repairs can be made. At Mile 337.9, a pontoon bridge (locally known as Sunset Beach bridge)

crosses the waterway. The bridge is operated by cables

that are suspended above or just below the water when

the bridge is being opened or closed. The cables are

402 ■ Chapter 12 ■ Volume 4
dropped to the bottom when the bridge is in a fully

opened or fully closed position. Warning signs with red

letters on a white background are on the ends of the

fenders on each side of the bridge. Extreme caution

should be exercised in the area of the bridge. The

bridgetender monitors VHF-FM channel 16 and works

on channel 13; call sign, KU-6040. (See 117.1 through

117.59 and 117.821 (b)(6), chapter 2, for regulations.) An overhead power cable just east of the bridge

has a clearance of 85 feet.

(130) The North Carolina-South Carolina State Line

crosses at Mile 340.8 just before the waterway enters

Little River.

(131) The waterway joins Little River at Mile 341.8. Calabash River extends northeastward from Little River

just north of the waterway cutoff and southward to

connect the waterway with Little River Inlet. In December 2008, the controlling depth was 2.9 feet to the

town of Calabash, NC, 0.6 mile Calabash, NC, 0.6 mile

above the entrance. The channel is marked by lights

and daybeacons.

(132) The town of Little River, SC, at Mile 344.3, has

considerable pier space along its waterfront. Berths

with electricity, gasoline, diesel fuel, water, ice, and

marine supplies are available; engine repairs can be

made. The mean range of tide at Little River is about 5

feet. A marina at Mile 345.0, on the north side of the

waterway, has berths, electricity, gasoline, diesel fuel,

water, ice, pump-out station, nautical supplies, and wet

and dry storage; hull, engine and electronic repairs can

be made. In July 2008, the reported alongside depth

was 6.5 feet.

(133) A marina on the north side of the waterway at Mile

346.3 has gasoline, diesel fuel, a pump-out station, water, ice, marine supplies, and wet storage. In January

2009, the reported alongside depth was 10.5 feet. A

yacht basin is off the south side of the waterway at Mile

347.0. In July 2008, a depth of 8 feet was reported

alongside. Electricity, gasoline, diesel fuel, water, ice,

pump-out station, wet storage, and marine supplies are

available; hull, engine, and electronic repairs can be

made.

(134) In June 1983, numerous rock ledges were reported

abutting the deep portion of the waterway from Mile

347.0 to Mile 365.5. Extreme caution is advised when

transiting the area.

(135) A fixed highway bridge, with a clearance of 65 feet

at the center, crosses the waterway at Mile 347.2. U.S.

Route 17 highway bridge (locally known as Little River

bridge) over the waterway at Mile 347.3 has a swing

span with a clearance of 7 feet. The bridgetender monitors VHF-FM channel 16 and works on channel 13; call

sign, KT-5433. Overhead power and telephone cables,

crossing the waterway from immediately westward to 1

mile westward of the swing bridge, have a least clearance of 69 feet.

(136) From Little River, the waterway follows a long land

cut southwestward to Socastee Creek and Waccamaw

River.

(137) At Mile 353.3, a swing bridge with a clearance of 31

feet crosses the waterway.

(138) At Mile 355.5, a fixed bridge with a clearance of 65

feet crosses the waterway.

(139) An overhead cable car crosses the waterway at Mile

356.4. The low point of travel of the cabin is not less

than 67 feet. An overhead power cable with a clearance

of 85 feet is 0.1 mile northwest of the cable car.

(140) At Mile 358.3, a fixed highway bridge with a clearance of 65 feet crosses the waterway.

(141) An overhead power cable with a clearance of 85 feet

crosses the waterway at Mile 358.9.

(142) At Mile 360.5 a fixed highway bridge with a reported clearance of 65 feet crosses the waterway.

(143) An overhead power cable with a clearance of 91 feet

crosses the waterway at Mile 363.8.

(144) At Mile 365.4, the Seaboard Coast Line Railroad

bridge has a bascule span with a clearance of 16 feet.

Close westward, U.S. Route 501 highway bridge to Myrtle Beach has a fixed span with a clearance of 65 feet.

Overhead cables at the bridges and for about 0.25 mile

southwestward have a minimum clearance of 80 feet.

(145) A yacht basin at Mile 368.1 has berthage with electricity, gasoline, diesel fuel, water, ice, pump-out, and

some marine supplies. A 35-ton mobile lift is available;

hull, engine and electronic repairs can be made. In July

2007, 6 feet was reported in the approach and alongside.

(146) An overhead power cable with a clearance of 85 feet

crosses the waterway at Mile 370.5.

(147) State Route 544 highway bridge over the waterway

at Socastee, Mile 371.0, has a swing span with a clearance of 11 feet; navigation is through the southeast

draw. The bridgetender monitors VHF-FM channel 16

and works on channel 13; call sign, KT-5438, preceded

by bridge name. At Mile 371.1, a fixed highway bridge

with a reported clearance of 65 feet crosses the waterway. Overhead power cables in the vicinity of the bridge

have a minimum clearance of 85 feet.

(148) A marina at Mile 373.2, has diesel fuel, electricity,

gasoline, water, ice, pump-out, and marine supplies. In

July 2007, 9 feet was reported in the approach and

alongside.

(149) The route of the waterway enters Waccamaw River

at Enterprise Landing, Mile 375.2, and follows the

river to Winyah Bay. The direction of flow of the current in the waterway changes at Enterprise Landing.

The mean range of tide at the landing is about 2 feet.

Intracoastal Waterway ■ Chapter 12 ■ 403
(150) Bucksport, on the west side of Waccamaw River at

Mile 377.5, has a yacht basin where berths with electricity, gasoline, water, ice, pumpout, marine supplies,

wet storage, and a launching ramp are available. In October 2008, 15 feet was reported in the approach and

alongside.

(151) A yacht basin at Wachesaw Landing, Mile 383.4,

about 6 miles south of Bucksport, has berthage with

electricity, gasoline, diesel fuel, water, ice, marine supplies, pump-out, and wet and dry storage available. In

October 2008, a depth of 10 feet was reported alongside

the berths. At Mile 394.4, a marina on the east side of

the waterway has berths, electricity, water, ice and

pump-out station available.

(152) U.S. Route 17 highway bridge over the Waccamaw

River at Mile 402.1, has a fixed span with a clearance of

65 feet for a width of 90 feet. Mariners are cautioned

that the color of aids to navigation change to green on

the right while following the ICW at the confluence of

the Waccamaw, Great Pee Dee, and Sampit Rivers at

Mile 403.9 until about Mile 406.0 where the waterway

splits with Winyah Bay main channel.

(153) Georgetown Coast Guard Station is on the west

bank of the Great Pee Dee River about 0.25 mile south

of U.S. Route 17 highway bridge.

(154) Georgetown, Mile 403.0, at the head of Winyah

Bay and just inside the mouth of Sampit River, is about

a mile northwestward of the waterway. Supplies, hotel

accommodations, and repair facilities are available at

Georgetown. The mean range of tide is 3.3 feet. The

town is discussed at greater length in chapter 6.

(155) Mariners are cautioned that the color of aids to

navigation change back to red on right where the waterway splits with Winyah Bay main channel at about

Mile 406.0.

(156) The Intracoastal Waterway leaves Winyah Bay by

way of Western Channel at Mile 407.3, and proceeds

southward through the Estherville-Minim Creek Canal at Mile 410.6. A ferry crosses the canal at Mile

411.5. Southwest of the canal, the waterway crosses

North Santee River and South Santee River and proceeds by way of cuts through the marshes to the vicinity of Casino Creek (Mile 425.5).

Chart 11518

(157) Cape Romain National Wildlife Refuge comprises

the coastal area southeast of the waterway from Casino

Creek to Price Creek (Mile 446.8).

(158) From the vicinity of Casino Creek the waterway

continues through the marshes and a land cut to the

mouth of Jeremy Creek (Mile 430.0). McClellanville is

on the side channel through Jeremy Creek, 0.6 mile

northward of the waterway. Boats lie alongside the

piers on the east side of the McClellanville channel. In

January 2009, the controlling depth was 3.4 feet (6.3

feet at midchannel); thence in 1975, there was 8 feet

alongside the piers. The mean range of tide at

McClellanville is 5.1 feet. Gasoline, diesel fuel, water,

and provisions are available.

(159) Mariners may gain access to the Atlantic Ocean via

the marked channels in Town Creek, opposite McClellanville, and Five Fathom Creek. This route is reportedly used by fishing vessels.

(160) From McClellanville the waterway follows land

cuts and sloughs through the marshes back of Bulls

Bay; thence through shoal Sewee Bay and along Price

Creek; through the marshes and along Capers Creek;

behind Dewees Island and across Dewees Creek to the

land cuts behind Isle of Palms and Sullivans Island. A

ferry crosses the waterway at Moores Landing at Mile

445.4.

(161) A marina is on the south side of the waterway at

Mile 456.8. Berths, electricity, gasoline, diesel fuel,

water, ice, marine supplies, pump-out station, launching ramps, wet and dry storage, and hull, engine and

electronic repairs are available.

(162) At Mile 458.9, the Isle of Palms Connector is a

fixed highway bridge with a clearance of 65 feet.

(163) An overhead power cable with a clearance of 86 feet

crosses the waterway at Mile 459.3.

(164) On Hamlin Creek opposite Mile 460.5, east of

Breach Inlet, there is a marina where berthage, electricity, gasoline, and water are available. An overhead

power cable with a clearance of 94 feet crosses Hamlin

Creek. A fixed highway bridge with a clearance of 28

feet crosses Hamlin Creek near its eastern mouth. The

several outlets to the ocean along this stretch are described in chapter 6.

(165) Ben Sawyer Memorial (State Route 703) highway

bridge to Sullivans Island over the waterway at Mile

462.2 has a swing span with a clearance of 31 feet. (See

117.1 through 117.59 and 117.911, chapter 2, for

drawbridge regulations.) The bridgetender monitors

VHF-FM channel 16 and works on channel 13; call sign,

KT-5438. The overhead power cable at the bridge has a

clearance of 89 feet. A marina is in the creek on the

west side of the waterway just above the bridge.

(166) The route of the waterway enters the lower east

side of Charleston Harbor between Sullivans Island

and the town of Mount Pleasant, which is about 1 mile

north of the waterway and is reached through a

well-marked channel that branches off from the waterway at Mile 464.2.

(167) Complete supply and repair facilities are available

at Charleston, Mile 469.0. The city is described at

404 ■ Chapter 12 ■ Volume 4
length in chapter 6. The mean range of tide at

Charleston is 5.2 feet.

(168) The route of the waterway leaves Charleston Harbor at Mile 469.3 by way of Wappoo Creek. The James

Island Expressway fixed highway bridge, with a clearance of 67 feet, crosses the waterway at Mile 469.9.

State Route 171 highway bridge over Wappoo Creek at

Mile 470.8 has a bascule span with a clearance of 33

feet at the center. (See 117.1 through 117.59 and

117.911, chapter 2, for drawbridge regulations.) The

bridgetender monitors VHF-FM channel 16 and works

on channel 13; call sign KT-5438. Extreme caution is

advised when running through the bridge with a current. In June 1983, mooring dolphins were reported to

be on both sides of the bridge. An overhead power cable

with a clearance of 100 feet is close westward of the

bridge. Cross currents from the old creek are encountered on the ebb in the west approach, and are noticeable on the flood in the east approach due to the bends

in the channel. Vessels should proceed slowly and with

caution to avoid washing away of the banks east of the

bridge.

(169) From Wappoo Creek, the route of the waterway is

through Elliott Cut and Stono River to Wadmalaw

River. Strong currents have been reported on the ebb

and flood in Elliott Cut. At Mile 472.0 is an overhead

power cable with a clearance of 100 feet. An overhead

power cable at Mile 475.6 has a clearance of 91 feet

over the main channel. A marina is on the south side of

the waterway at Mile 476.4. The marina has facilities

for hull, engine, electronic, and electrical repairs, water and shore power connections, a 30-ton lift, gasoline

and diesel fuel, and a marine railway that can handle

craft up to 1,000 tons or 200 feet long. The mean range

of the tide at the junction of Stono River and Elliott Cut

is 5.2 feet.

(170) An overhead power cable at Mile 479.0 has a clearance of 91 feet.

(171) The John F. Limehouse Highway Bridge over Stono

River at Mile 479.3 has a fixed span with a clearance of

65 feet. The overhead power cable at the bridge has a

clearance of 92 feet. Caution is advised when running

through the bridge with a current. A slight cross current is noticeable on the flood and ebb at both approaches.

(172) At Mile 480.1, Rantowles Creek enters from the

north (see chart 11521). The Seaboard System Railroad

(SCL) bridge 0.6 mile above the mouth has a 41-foot lift

span which is not required to be opened; clearance in

the down position is 4 feet. (See 117.1 through 117.59

and 117.935, chapter 2, for drawbridge regulations.)

About 1.3 miles above the mouth U.S. Route 17 highway bridge has twin 37-foot fixed spans with clearances

of 9 feet. Wallace Creek enters Rantowles Creek from

the west 0.1 mile above the railroad bridge. State Route

162 highway bridge, 0.7 mile above the mouth of

Wallace Creek, has twin 38-foot fixed spans with clearances of 9 feet. Overhead cables between the mouth and

the bridge have a minimum clearance of 8 feet.

(173) The route of the waterway enters Wadmalaw River

at Mile 486.7. The town of Yonges Island is at Mile

490.2. A boatyard at the town has marine railways that

can handle craft up to 150 feet long and 350 tons, and

mobile cranes up to 40 tons. The maximum draft at the

railways is 12 feet.

(174) From Wadmalaw River, the route of the waterway

follows Dawho River, North Creek, and Watts Cut to

South Edisto River. State Route 174 (Dawho bridge-locally known as Whooping Island bridge) highway

bridge over Dawho River at Mile 501.3 has a fixed span

with a clearance of 65 feet. An overhead power cable

just west of the bridge has an authorized clearance of

98 feet. In July 1999, it was reported that the overhead

power cable has sagged to a clearance of 40 feet. Extreme caution is advised when passing under the

bridge with a current. Cross currents from Dawho

River are encountered on the ebb in the west approach

and are noticeable on the flood in the east approach.

(175) Careful steering is required in the Dawho River between White Point and the entrance to the cutoff. The

channel is well marked, but strong currents are experienced. Strong currents are also found at the crossings

of the cutoff with the river. The mean range of tide in

Dawho River is 6.3 feet.

(176) The waterway follows South Edisto River from

Watts Cut to Fenwick Cut, thence along the Ashepoo

River for a short distance to Ashepoo-Coosaw Cutoff,

thence along the Coosaw River to Brickyard Creek.

(177) The entrance to Brickyard Creek near Brickyard

Point, Mile 529.1, is between marshy shores, but the

marsh on the south side is narrow and terminates just

inside the creek in a red eroded bank leading up to

somewhat higher ground; this bank is visible for some

distance along the Coosaw River. The mean range of

tide at the entrance to Brickyard Creek is 7.3 feet.

(178) On the west side of Brickyard Creek at Mile 531.8,

and about 4 miles north of the swing bridge at Beaufort, there is a Marine Corps Air Station fuel pier. In

February 1981, depths of 16 feet were reported alongside.

(179) Albergottie Creek, Mile 532.4, about 3.4 miles

north of the swing bridge at Beaufort, runs in a westerly direction from the junction with Beaufort River

and Brickyard Creek. In June 1983, the creek had a reported controlling depth of 31⁄2 feet to the Marine Corps

Air Station pier on the north side 0.7 mile above the

mouth, thence 5 feet to a point 2 miles above the

Intracoastal Waterway ■ Chapter 12 ■ 405
mouth. The Marine Corps pier had depths of 8 to 10 feet

reported alongside in June 1983.

(180) The waterway continues along Brickyard Creek and

into Beaufort River. On the west side of the waterway at

Mile 536.0 is the town of Beaufort, where berths, electricity, gasoline, diesel fuel, water, ice, marine supplies,

pump-out station, and wet storage are available. In January 2009, the reported alongside and approach depth

was 16 feet. The town is described at length in Chapter

7.

(181) The Ladies Island (U.S. Route 21) highway bridge

over Beaufort River at Beaufort has a swing span with a

clearance of 30 feet. (See 117.1 through 117.59 and

117.911, chapter 2, for drawbridge regulations.) The

bridgetender monitors VHF-FM channel 16 and works

on channel 13; call sign, KT-5439. Extreme caution is

advised when running through the bridge with a current; cross currents are encountered in the approach

on flood and ebb.

(182) A fixed highway bridge with a clearance of 65 feet

crosses the waterway at Mile 539.7. A marina, about

100 yards north of the bridge on the west shore, has

berths. electricity, gasoline, diesel fuel, water, ice,

pump-out station and marine supplies available. Hull

and engine repairs are locally available.

(183) The waterway follows Beaufort River past Port

Royal, at Mile 541.5, and into Port Royal Sound,

which is described at length in chapter 7.

(184) Mariners are cautioned that the color of the aids to

navigation change to green on the right while following the ICW at Mile 541.7 until the waterway enters

Port Royal Sound.

Chart 11507

(185) The color of the aids to navigation change to red on

the right while following the ICW when entering Port

Royal Sound at about Mile 547.9. After crossing Port

Royal Sound, the route of the waterway enters Skull

Creek at Mile 553.3 and follows it to Calibogue Sound,

thence down the sound to the mouth of Cooper River.

Seabrook Landing, on the south side of Skull Creek, is

at Mile 553.6. At Mile 554.8 on the east side of Skull

Creek, there is a small-craft facility where berths with

electricity, gasoline, diesel fuel, water, ice, pumpout

station, wet storage, and a 30-ton lift are available. In

June 2006, the reported approach and alongside depth

was 7 feet.

(186) At Hilton Head Harbor, Mile 557.0, on the south

side of Skull Creek, there is a small-craft facility where

berths with electricity, gasoline, diesel fuel, water, ice,

launching ramp, and wet storage are available. A

county pier with a reported depth of 8 feet alongside in

June 1983, is at Hilton Head Harbor.

(187) At Mile 557.6, the twin fixed spans of the U.S.

Route 278 highway bridge have a clearance of 65 feet.

During the flood tide, vessels will encounter a strong

cross current on the north side of the bridge, and

should exercise caution when approaching the bridge

from the northward. Dense fog is frequently encountered in this vicinity. An overhead power cable near the

bridge has a clearance of 91 feet. A small-craft facility at

Mile 558.4 has berths with electricity, gasoline, diesel

fuel, water, ice, pump-out station, launching ramp, wet

storage and marine supplies; engine and electronic repairs can be made. In September 2006, the reported approach depth was 6 feet.

(188) Small-craft facilities on Broad Creek and at Harbour Town on Hilton Head Island, eastward of the waterway at about Mile 564.3, are discussed in chapter 7.

(189) The route follows Cooper River to Ramshorn Creek

at Mile 568.6. An overhead power cable with a clearance of 55 feet crosses Cooper River 1.8 miles northward of its junction with Ramshorn Creek. At Mile

569.2 an overhead power cable crossing Ramshorn

Creek has a clearance of 86 feet. An overhead power cable, about 0.4 mile W of Ramshorn Creek across an unnamed creek between Page Island and Pine Island, has

a reported clearance of 20 feet. The tides meet in

Ramshorn Creek. Between the creek and Walls Cut the

route follows New River. Care is required as cross currents may be encountered in New River.

(190) The mean range of tide in Walls Cut, Mile 572.4, is

7.1 feet. The route is through the cut and along Wright

River for a short distance, thence through Fields Cut

and into Savannah River at Mile 575.6. The Savannah

River ebbs through the cut, and strong cross currents

may be experienced at the ends of it; these currents

cause a shoal to build up and encroach from westward

at the east end of the cut. (For predictions, see the Tidal

Current Tables.)

(191) Savannah River is the approach to the important

city of Savannah, about 8 miles upstream from the

Intracoastal Waterway crossing. Savannah has complete supply and repair facilities, and is described at

length in chapter 7. The only small-craft facilities at Savannah are at the Municipal Dock; water and electricity

are available. The nearest facilities where other services may be obtained are at Thunderbolt and Isle of

Hope.

(192) Daily predictions for Savannah River are published

in the Tidal Current Tables.

(193) The Intracoastal Waterway leaves the Savannah

River at Mile 576.2 and enters Elba Island Cut, which

leads into St. Augustine Creek. In 1990, rocks awash

were reported on the south side of the junction of Elba

406 ■ Chapter 12 ■ Volume 4
Cut and Savannah River in about 32°04'16"N.,

80°58'15"W. At the junction of St. Augustine Creek and

Wilmington River, Mile 578.3, a cutoff channel extends northeastward from the waterway to Savannah

River South Channel, thence along the southern side of

Elba Island to a junction with Savannah River; the cutoff channel is marked by daybeacons and buoys, and in

June 1983, the reported controlling depth was 5 feet. A

fixed highway bridge with a clearance of 35 feet crosses

the cutoff channel from Elba Island. An overhead

power cable with a clearance of 60 feet is immediately

south of the bridge.

(194) The Sam Varnedoe (Island Expressway) highway

bridges (locally known as Causton Bluff bascule

bridges) crossing Wilmington River at Mile 579.9 has a

bascule span with a clearance of 21 feet. (See 117.1

through 117.59 and 117.353, chapter 2, for drawbridge regulations.) The bridgetender monitors VHFFM channels 13 and 16. No crosscurrents are experienced during either flood or ebb; the currents follow

the direction of the channel. An overhead power cable

close southward of the bridge has a clearance of 85 feet.

(195) State of Georgia Memorial Bridge (U.S. Route 80)

highway bridge over Wilmington River at Mile 582.8

has a fixed span with a clearance of 65 feet.

(196) No cross currents are experienced during either

flood or ebb; the currents follow the direction of the

channel. Ebb currents flow southward and are very

strong. Mooring dolphins for tying-up or breaking-up

tows are on both sides of the bridge. When proceeding

against the current, a tow may be taken through without breaking up. When proceeding with the current, a

tow should be secured to the dolphin and await a favorable current or be broken up and taken through singly.

(197) Thunderbolt, Mile 582.8, is a small town and pleasure resort on the west bank of Wilmington River.

There are several marinas and boatyards on both banks

of the river where berthage with electricity, pump-out,

gasoline, diesel fuel, water, ice, and marine supplies are

available. Lifts to 1,150 tons, and several marine railways are also available; the largest railway can handle

craft to 75 feet. Hull, engine, and electronic repairs can

be made. Bus transportation is available to Savannah.

(198) At Mile 585.5, the route leaves the Wilmington

River and enters Skidaway River.

(199) Turner Creek, about 0.6 mile eastward of the

Wilmington River-Skidaway River junction, is described in chapter 8.

(200) Isle of Hope, Mile 590.0,is a pleasure resort on the

north side of Skidaway River with several small

wharves and a boatyard. The boatyard has berthage

with electricity, gasoline, diesel fuel, water, ice, marine

supplies, and a marine railway that can handle craft up

to 50 feet; hull, engine, and electronic repairs can be

made.

(201) A small-craft anchorage is in Skidaway River off

Isle of Hope. (See 110.179, chapter 2, for limits and

regulations.)

(202) Skidaway Narrows, between Skidaway River and

Burnside River, is easily navigated by small craft, and

by larger vessels when speed is reduced sufficiently to

accommodate the sharp turns. The velocity of current

in the narrows is about 1 knot. Predictions are given in

the Tidal Current Tables. A double-bascule highway

bridge with a clearance of 22 feet crosses Skidaway Narrows at Mile 592.8. The bridgetender monitors

VHF-FM channel 16 and works on channel 13; voice

call Skidaway Bridge.

(203) No crosscurrents are experienced during either

flood or ebb; the currents follow the direction of the

channel.

(204) An overhead power cable immediately southwestward of the bridge has a clearance of 85 feet.

(205) Vernon View, Mile 596.3, on the north shore of

Burnside River, has several small privately owned piers

where gasoline may be obtained in an emergency. In

June 1983, there were depths of 1 to 7 feet reported at

the piers.

(206) At Mile 596.9, the Intracoastal Waterway enters

Vernon River. At Mile 600.9, Delegal Creek empties

into the east side of Vernon River. The creek is entered

via Steamboat Cut. A small-craft facility is on the east

side of Delegal Creek about 1.4 miles above the mouth.

Berthing with electricity, gasoline, diesel fuel, ice and a

pump-out station are available. In March 2005, the reported approach and alongside depth was 10 feet. The

waterway enters Hell Gate at Mile 601.4 and continues

into Ogeechee River. The ebb currents setting out of

the Ogeechee River are particularly strong.

(207) The waterway enters Florida Passage at Mile 605.8

and joins Bear River at Mile 608.5. The current is swift

in the lower part of Bear River.

(208) St. Catherines Sound, Mile 618.0, becomes quite

rough in moderately bad weather, especially with

strong east and northeast winds. Strong cross currents

may be encountered during freshets in Medway River.

The course across St. Catherines Sound is marked by

lights and should be followed closely. Failure to do so

has resulted in many rescue calls by the Coast Guard.

(209) The waterway leaves St. Catherines Sound through

North Newport River and at Mile 623.8 joins Johnson

Creek. An alternate route leaving the waterway at Mile

618.0 proceeds through Walburg Creek and joins the

main route at Mile 623.1. This alternate route is not

marked and is seldom used. Good anchorage can be

found in Walburg Creek.

Intracoastal Waterway ■ Chapter 12 ■ 407
(210) The Intracoastal Waterway leaves Johnson Creek

and enters South Newport River at Mile 629.0, and follows the river to Sapelo Sound at Mile 632.0. Sapelo

Sound is somewhat rough when there are strong east

or northeast winds. The sound is described in chapter

8.

(211) The route leaves Sapelo Sound through Sapelo

River and enters Front River at Mile 639.0. In June

1983, the reported controlling depth was 8 feet for 5

miles up the Sapelo River to a land cut, thence 2 feet

through a land cut to just above the landing at Pine

Harbor (chart 11510).

(212) Continuing down Front River, the waterway passes

through Creighton Narrows and joins Old Teakettle

Creek at Mile 643.4. Shellbluff Creek flows into Old

Teakettle Creek at Mile 644.1. In emergency, gasoline

may be obtained at Valona, 0.7 mile up Shellbluff Creek

(chart 11510).

(213) At Mile 648.3, the route enters Doboy Sound, described in chapter 8. The waterway leaves Doboy Sound

via North River at Mile 650.0 and at Mile 651.8 the

route passes Darien River.

(214) Little Mud River connects the waterway with

Altamaha Sound at Mile 655.5. East of the waterway, Wolf

Island, Egg Island, and Little Egg Island make up Wolf

Island National Wildlife Refuge. The Altamaha River

enters Altamaha Sound from westward.

(215) The Intracoastal Waterway enters Buttermilk

Sound at Mile 660.0 and continues down Mackay

River.

(216) Two alternate routes branch off the waterway on

the Mackay River. The first, at Mile 665.8, proceeds

down the Frederica River past the ruins of Fort

Frederica (Oglethorpe Barracks), now a National

Monument, and rejoins the waterway at Mile 674.2. In

2004-March 2006, the reported midchannel controlling depth was 4.4 feet. This first alternate route is not

marked.

(217) The second alternate route leaves Mackay River at

Mile 670.7 and enters Back River, proceeding down

through Plantation Creek to Brunswick River (see

chart 11489). This route bypasses St. Simon Sound and

is a more sheltered route in easterly weather. In April

2004, the midchannel controlling depths were 2.5 feet in

Back River and 1.5 feet in Plantation Creek. Although

the second alternate route is the shorter to Brunswick,

mariners are advised to use Plantation Creek only on

the higher stages of the tide. The mean range of tide is

about 7 feet. The bridges over Back River are described

in chapter 8.

(218) At Mile 670.7, Troup Creek empties into the west

side of Mackay River. A Coast Guard vessel is stationed

on the west side of the creek, about 1 mile above the

mouth.

(219) At Mile 674.2, Frederica River alternate route rejoins the main route in Mackay River and the main

route proceeds into St. Simons Sound. At Mile 674.5, a

fixed highway bridge with a clearance of 65 feet crosses

Mackay River to Lanier Island.

Chart 11489

(220) From Mackay River, the waterway continues

through St. Simons Sound and Brunswick Riverto Jekyll Creek. About 3.4 miles up Brunswick River from

Mile 679.4 is the city of Brunswick, at which hotel accommodations, fuel, supplies, and repair facilities are

available. The city is described at length in chapter 8.

(221) The Intracoastal Waterway follows Jekyll Creek

southward from Brunswick River to Jekyll Sound. The

entrance is marked by a lighted range and protected by

a jetty on its west side, the outer end of which is marked

by a light. Jekyll Island Range Front Light is about 25

yards to the westward of this light. The jetty covers at

high tide, but is marked by daybeacons. To enter, be

guided by the range, lights, a buoy, and daybeacons.

(222) A marina at Mile 683.6 has a pier 300 feet long with

reported depths of 10 feet alongside in March 2006.

Berths, electricity, gasoline, diesel fuel, water, ice, marine supplies, pump-out station and wet storage are

available.

(223) At Mile 684.4, State Route 520 highway fixed

bridge crossing the waterway has a clearance of 65 feet.

No crosscurrents are experienced during either flood

or ebb; the currents flow in the direction of the channel. A marina on the east side of the waterway just

above the bridge had reported depths of 11 feet in the

approach and 10 feet alongside the piers in May 2007.

Berthage, electricity, gasoline, diesel fuel, water, ice,

pump-out station, marine supplies, wet and dry storage

and a 9-ton lift are available. From Jekyll Creek the waterway enters Jekyll Sound at Mile 685.7 and continues across St. Andrew Sound.

(224) St. Andrew Sound, which has the most hazardous

exposure along the waterway south of Port Royal

Sound, is very rough during periods of strong north,

northeast, or east winds. A protected route bypassing St.

Andrew Sound leaves the waterway at Mile 686.0. This

alternate route passes through Little Satilla River,

Umbrella Cut, Umbrella Creek, Dover Cut, Dover

Creek, Satilla River, Floyd Creek, and rejoins the waterway in Cumberland River at Mile 695.8. In April

2004,the midchannel controlling depths were 6.0 feet

in Umbrella Cut, 4.5 feet in Umbrella Creek, 6.5 feet in

Dover Creek, and 6.5 feet in Floyd Creek. In 1981, a

wreck was reported at the junction of Dover Creek and

408 ■ Chapter 12 ■ Volume 4
Satilla River in about 30°59'00"N., 81°29'24"W. Caution is advised.

(225) Little Cumberland Island and Cumberland Island

extend along the east side of the waterway from Mile

690.0 to Mile 714.0. The islands have been designated

a National Seashore Park, although some parts are still

privately owned. Persons wishing to visit the islands

must make arrangements with the National Park Service at St. Marys.

(226) An anchorage, reportedly used by visitors to the

National Seashore Park, in depths of about 25 feet, mud

bottom, is off the abandoned settlement of Dungeness,

on the west side of Cumberland Island about 0.8 mile

northeastward of Mile 710.8. The anchorage is open to

southwesterly winds, and the current is reported to attain a velocity of 2 knots.

(227) From St. Andrew Sound the waterway enters Cumberland River, passing by Cumberland Wharf, Mile

694.6, and Cabin Bluff, Mile 700.2. The Cumberland

River becomes Cumberland Dividings and joins with

Cumberland Sound at Mile 704.0.

(228) At Mile 707.8, the waterway passes east of the Naval submarine support base in Kings Bay.

(229) Mariners are cautioned that the color of aids to

navigation change to green on the right while following the ICW until the waterway enters Amelia River at

about Mile 714.3, thence the color of aids to navigation

change to red on the right.

(230) A regulated navigation area has been established in

Cumberland Sound in the vicinity of Kings Bay. (See

165.1 through 165.13 and 165.730, chapter 2, for

limits and regulations.)

(231) The waterway continues down Cumberland Sound

past the St. Marys River and into Amelia River to

Fernandina Beach, Mile 717.0, where hotel accommodations, fuel, supplies, and repair facilities are available. Fernandina Beach is described at length in

chapter 8.

(232) At Mile 719.8, the waterway enters Kingsley

Creek. Two bridges cross the waterway at Mile 720.7.

The first, the Seaboard System Railroad (SCL) bridge,

has a swing span with a clearance of 5 feet; an island is

aligned with the center fenders of this bridge. The second, State Route A1A highway bridge, is a twin fixed

bridge with a clearance of 65 feet. Overhead power cables on the south side of the bridge have a least clearance of 80 feet. The mean range of tide at the bridge is 6

feet. Flood and ebb currents are normal to the bridge

openings and are relatively high; velocities up to 2.5

knots on the flood and 3 knots on the ebb may be expected, especially with favoring winds. Caution is advised. (For predictions, see the Tidal Current Tables.)

(233) At Mile 722.8, the waterway enters South Amelia

River and for a distance of about 4.5 miles the channel

is narrow and winds through shoals and marsh islets.

Although the channel is well marked by daybeacons

and lights, it is the most difficult part of this section of

the route. At low water, the extensive mudflats and oyster beds on each side of the channel are well defined.

Amelia City is at Mile 724.3. The piers are privately

owned, and there are no facilities except a restaurant.

The southernmost pier, owned by the restaurant, is in

poor condition, but boats may tie up to it at their own

risk. The waterway enters Nassau Sound at Mile 729.0.

The sound is described in chapter 8.

(234) At Mile 729.5, the Intracoastal Waterway leaves

Nassau Sound through a cut about 0.9 mile long and

then enters Sawpit Creek. The waterway continues

along Sawpit Creek and Gunnison Cut to the junction of

Sisters Creek with Fort George River at Mile 735.0.

(235) Fort George River is marked by daybeacons and

trends southward from the waterway to Fort George Inlet, described in chapter 8.

(236) The Kingsley Plantation, a prominent historical

building and State park, is on the south side of Fort

George River about 0.7 mile southeastward of its junction with the Intracoastal Waterway. Good anchorage

in 15 feet is reported available just southeastward of

Daybeacon 5. The current is reported to be 3 knots.

(237) The waterway continues down Sisters Creek. (For

current predictions in the creek see the Tidal Current

Tables.)

(238) At Mile 739.2, near the junction of Sisters Creek

and St. Johns River, State Route 105 highway bridge

crossing the waterway has a bascule span with a clearance of 24 feet at the center. An overhead power cable

about 50 feet west of the bridge has a clearance of 80

feet. Caution is advised at the bridge, because cross

currents are encountered during both flood and ebb.

(239) The facilities of a drydock and shipbuilding company are on the east bank of the creek, south of the

bridge, and on the St. Johns River just eastward of the

creek mouth. The firm builds steel-hulled tugs and

fishing vessels and does all types of underwater and

topside work on commercial and Government vessels;

work on pleasure craft, except for very large yachts, is

not done here. There is a 4,000-ton marine railway

which handles vessels up to 220 feet, several mobile

cranes, complete shop facilities, and berths for vessels

of up to about 585 feet. The marine railway is on the St.

Johns River side of the yard, while the construction

work is done on the Sisters Creek side.

(240) The St. Johns River, Mile 739.5, is the approach to

the important city of Jacksonville, 16 miles west of the

junction with the Intracoastal Waterway, where complete supply and repair facilities are available. It is described in chapter 9.

Intracoastal Waterway ■ Chapter 12 ■ 409
(241) The Intracoastal Waterway continues south across

St. Johns River and into Pablo Creek. An overhead

power cable with a clearance of 89 feet crosses the waterway at Mile 741.8. A fixed highway bridge with an

authorized clearance of 65 feet crosses the waterway at

Mile 742.1. At Mile 744.7 the Atlantic Boulevard

(State Route 10) highway bridge has a fixed span with a

clearance of 65 feet over the waterway. The mean range

of tide at the bridge is 2.9 feet. There are strong tidal

currents in the immediate vicinity of the bridge. On the

flood the current in the channel flows southward and at

right angles to the bridge at a velocity of 3.4 knots at

strength. On the ebb the current flows northward and

sets about 15° to the right of the axis of the channel at a

velocity of 5.2 knots at strength. The currents at a distance of 100 yards either side of the bridge are much

weaker with practically no turbulence and give no

warning of the strong current at the bridge. Current

predictions are given in the Tidal Current Tables. An

overhead power cable 25 feet north of the bridge has a

clearance of 85 feet.

(242) An overhead power cable at Mile 745.8 has a clearance of 90 feet.

(243) McCormick (U.S. Route 90) highway bridge across

the waterway at Mile 747.5 has a bascule span with a

clearance of 37 feet at the center. (See 117.1 through

117.59 and 117.261, chapter 2, for drawbridge regulations.) An overhead power cable 35 feet north of the

bridge has a clearance of 80 feet.

(244) A yacht basin is on the east side of the waterway

just north of the bridge. Berths, electricity, gasoline,

diesel fuel, water, ice, pump-out station, a launching

ramp, marine supplies and wet and dry storage are

available. Engine and electronic repairs can be made; a

20-ton lift and a marine railway for craft up to 40 feet

are available.

(245) At Mile 749.5, a fixed highway bridge with a clearance of 65 feet crosses the creek.

(246) Numerous snags and old piling, many covered at

high water, are on both sides of the waterway for a distance of about 5.7 miles from the vicinity of Oak Landing, Mile 749.8, to Palm Valley Landing, Mile 755.5.

Particular care should be taken in this section to stay in

the center of the channel.

(247) At Mile 750.1, the waterway leaves Pablo Creek and

enters a long cut.

(248) The Palm Valley/State Route 210 highway bridge

crossing the waterway at Mile 758.8 has a fixed span

with an authorized clearance of 65 feet. The mean

range of tide at the bridge is 2 feet.

(249) The route continues through the long cut to

Tolomato River at Mile 760.9.

Chart 11485

(250) Guana River enters Tolomato River on the east side

opposite Mile 770.5. A privately marked channel in

Guana River leads up to a dam at South Ponte Vedra

Beach (chart 11489). The reported centerline controlling depth was 4 feet in May 1983, Guana Tolomato

Matanzas National Estuarine Research Reserve, a Marine Protected Area (MPA), extends from Tolomato and

Guana Rivers to Matanzas River. (See Appendix C for

additional information.)

(251) At Mile 773.5, a fish camp has a marine railway

that an handle craft up to 60 feet for hull repairs. Emergency gasoline engine repairs can be made, and gasoline and water are available.

(252) At Mile 775.6, a channel marked by private

daybeacons and a 250° lighted range leads west to a

well-protected marina. Berths, electricity, gasoline,

diesel fuel, water, ice, pump-out station, marine supplies, and wet storage are available. A 50-ton lift is available for hull, engine, and electronic repairs; welding

and canvas fabrication is also available.

Note

(253) In September 1998, severe shoaling had occurred

in the Intracoastal Waterway from Mile 775 southward

to Mile 780, including the area crossing St. Augustine

Inlet. Mariners are advised to seek local knowledge before transiting this area.

(254) The Vilano Beach (State Route A1A) highway

bridge crossing the Tolomato River at Mile 775.8 has a

fixed span with a clearance of 65 feet. The mean range

of tide at the bridge is 4.2 feet. Tidal currents run at angles to the bridge and caution is imperative. Flood currents up to 1 knot and ebb currents up to 1.5 knots may

be expected during normal weather. A marina on the

north side of the fixed highway bridge and on the east

side of Tolomato River has berths, electricity, gasoline,

diesel fuel, water, ice, and a pump-out station available.

An overhead power cable 70 yards south of the bridge

has a clearance of 100 feet.

(255) The waterway continues on beyond St. Augustine

Inlet and enters Matanzas River; the river separates

Anastasia Island from the mainland. At Mile 777.9,

State Route A1A highway bridge, known as the Bridge

of Lions, and which connects Anastasia Island with St.

Augustine, has a bascule span with a clearance of 25

feet at the center. (See 117.1 through 117.59 and

117.261, chapter 2, for drawbridge regulations.) The

range of tide at the bridge is 4.2 feet. Caution is advised

because the tidal currents, particularly ebb, run at

right angles to the bridge. It is advisable to drift large

tows through this opening at slack water. Normal flood

410 ■ Chapter 12 ■ Volume 4
currents of 1 knot and ebb currents of 1.5 knots may be

expected.

Note

(256) Tidal predications for the area around the Bridge of

Lions are unattainable due to the lack of a local Tidal

Current Station. Because of this, NOS cannot make accurate predictions. Several mishaps involving the

bridge being hit by vessels which have lost maneuvering control during periods of Ebb currents, have occurred. Caution is advised when transiting the area.

(257) St. Augustine Inlet and St. Augustine are described in chapter 10.

(258) In the broader sections of the river above St. Augustine, the channel is very narrow and contorted, extending between shoals visible at low water.

(259) San Sebastian River flows into Matanzas River at

Mile 780.0 and is described in chapter 10.

(260) A fixed highway bridge at Mile 780.3 has a clearance of 65 feet.

(261) At Mile 788.6, Crescent Beach (State Route 206)

highway bridge over Matanzas River has a bascule span

with a clearance of 25 feet at the center. Gasoline may

be obtained by shallow-draft boats at a fishing camp

just south of the bridge on the east side of the waterway. Several fish camps are farther south of the bridge.

(262) About a mile northward of Matanzas Inlet, near

Mile 792.3, the waterway leaves Matanzas River and

enters a land cut.

Caution

(263) It is reported that navigation in the Intracoastal

Waterway opposite the breakthrough at Matanzas Inlet

at about Mile 794.0 is hazardous during flood and ebb

tides. Signs reading “DANGER TURBULENT WATER”

have been placed on the north and south of the inlet to

warn mariners of this condition. Also, in February-April 1992, severe shoaling was reported in this

area.

(264) Matanzas River continues eastward and southward

about 1.2 miles to Matanzas Inlet. Route A1A highway

bridge crossing the inlet has a 41-foot fixed span with a

clearance of 10 feet. The inlet is described in chapter 10.

Route A1A highway bridge crossing Matanzas River

about 0.8 mile southward of the inlet has a 31-foot fixed

span with a clearance of 12 feet; the one crossing the

river 1 mile farther south has a 29-foot fixed span with a

clearance of 12 feet. The overhead power cables at these

bridges have a minimum clearance of 32 feet.

(265) About 2 miles southward of Matanzas Inlet near

Mile 796.0, the Intracoastal Waterway re-enters

Matanzas River. At Mile 796.6 is the oceanarium at

Marineland where many types of marine life are exhibited; an admission fee is charged. On the east side of the

waterway a privately marked channel, with a reported

controlling depth of 7 feet in August 1993, leads to the

Marineland marina and boat slip. Berths at the marina

are just southward of the boat slip. Depths of 61⁄2 feet

are reported alongside. Gasoline, diesel fuel, and limited marine supplies are available.

(266) A small-craft facility is on the south side of a private

canal that leads westward from the waterway at Mile

802.8.

(267) At Mile 803.0, a high level fixed highway bridge

with a clearance of 65 feet crosses the waterway. State

Route 100 highway bridge at Flagler Beach, Mile

810.6, is a fixed highway bridge with a clearance of 65

feet. Overhead power and television cables 70 feet

north of the bridge have a clearance of 85 feet.

(268) The Highbridge Road bridge at Mile 816.0 has a

bascule span with a clearance of 15 feet at the center.

An overhead power cable 25 feet north of the bridge has

a clearance of 85 feet.

(269) The waterway enters Halifax River at Mile 818.4

and continues to Ormond Beach. A yacht basin at Mile

821.8 has a 35-ton mobile hoist that can handle craft

up to 55 feet; hull and engine repairs can be made. A

machine shop and carpenter shop are on the premises.

Berthage with electricity, gasoline, diesel fuel, water,

ice, a launching ramp, and marine supplies are available. In May 1983, depths of 5 feet are reported in the

approaches and alongside the berths. The Ormond

Beach Bridge over the waterway at Mile 824.9 has a

fixed span with a clearance of 65 feet.

(270) Twin fixed bridges cross the waterway at Mile

829.1 with a clearance of 65 feet.

(271) Daytona Beach, Mile 830.0, is a large resort city

with stores, motels, hotels, and restaurants. The city

has excellent yacht facilities, and marine supplies can

be obtained.

(272) Main Street Bridge at Mile 829.7 has a bascule

span with a clearance of 22 feet at the center. (See

117.1 through 117.59 and 117.261, chapter 2, for

drawbridge regulations.) Broadway Bridge has a fixed

span that crosses the waterway at Mile 830.1 with a

clearance of 65 feet. Memorial Bridge at Mile 830.6 has

a clearance of 21 feet at the center. (See 117.1 through

117.59 and 117.261, chapter 2, for drawbridge regulations.)

(273) Just south of the fourth bridge at Mile 830.7, a

marked channel leads westward from the waterway to

the City Dock on the north side of the Municipal Yacht

Basin. In February 2003, the channel had a midchannel

controlling depth of 4.5 feet. There are several berths

on the east and south sides of the basin with reported

depths of 61⁄2 feet alongside. Water, ice, and electricity

Intracoastal Waterway ■ Chapter 12 ■ 411
are available; meals and lodging are nearby. At the Halifax River Yacht Club, which is on the west side of the

basin, reciprocal courtesies are extended to visiting

members of other yacht clubs. Berths with electricity,

water, and ice are available. In March 2000, a depth of 8

feet was reported alongside.

(274) At Mile 831.0, a privately dredged channel marked

by private daybeacons leads west to a small-craft harbor. In April 2005, the reported controlling depths were

8 feet in the entrance channel and in the basin.

Weather, Daytona Beach and vicinity

(275) The nearness to the ocean results in a climate tempered by winds off the water. Summer temperatures,

which reach 90°F (32.2°C) or more on an average of 55

days each year, are often cooled below 90°F (32.2°C) by

an early afternoon sea breeze. The average high temperature for Daytona Beach is 80°F (26.7°C) and the average low temperature is 61°F (161.1°C). By a fraction

of a degree, July is the warmest month with an average

high of 90°F (32.2°C) and an average low of 72°F

(22.2°C). January is the coolest month with an average

high of 69°F (20.6°C) and an average low of 47°F

(8.3°C). Temperatures of 100°F (37.8°C) have been recorded in each month, May through August. The extreme maximum temperature for Daytona Beach is

102°F (38.9°C) recorded in July 1981. Freezing temperatures are uncommon with an average of only two

days each year recording an extreme minimum below

32°F (0°C) and only 11 days recording an extreme minimum below 45°F (7.2°C). The coolest temperature on

record at Daytona Beach is 15°F (-9.4°C) recorded in

January 1985.

(276) Frequent afternoon showers and thunderstorms

(13-18 days per month) also help cool things off in addition to accounting for about 60 percent of the annual

precipitation from June through mid-October. Average

annual rainfall at Daytona Beach is 49 inches (1,244.6

mm). August is the wettest month averaging nearly 6.5

inches (165.1 mm) and December is the driest month

averaging about 2.5 inches (63.5 mm). Snowfall is rare

and an accumulation has never occurred however,

trace amounts have been recorded in each month,

December through February. Heavy fog is most likely

during winter and early spring. These radiation fogs

usually form at night and dissipate after sunrise. On

rare occasions, a sea fog moves in and persists for 2 or 3

days.

(277) While tropical cyclones are a threat mainly from

June through October, hurricane force winds can be

expected once in 30 years on the average. At this latitude and location, hurricanes usually either pass well

offshore or have weakened from an overland trip from

the southwest or west. Of the 59 tropical cyclones that

threatened Daytona Beach during the period

1842-1995, 47 occurred during the months August,

September, and October. By a narrow margin, the

greatest occurrence is in September. The predominate

direction from which the storm arrives is from the

South or Southwest. Since 1950, 22 storms have come

within 50 nm (92.6 km) of Daytona Beach. Hurricane

Donna is likely the most memorable storm to effect the

Daytona Beach area in recent memory. On September

11, 1969, Donna crossed the central Keys moving to the

northwest and abruptly turned northward crossing the

southwest Florida coast near Naples. From there,

Donna continued north-northeastward, up the spine of

the peninsula, moving back out over open water north

of Daytona Beach. The maximum wind at landfall was

estimated near 135 miles per hour with gusts to 150

miles per hour and winds were still 90 miles per hour

by the time the storm reached the Daytona Beach area.

(278) (See Appendix B for Daytona Beach climatological

table.)

(279) The primary facilities for yachts, other than the

Halifax River Yacht Club is at 0.3 mile south of Seabreeze Bridge at Mile 829.4, and is used primarily for

docking, and fueling.

(280) The entrance channel to the other marina and boat

works leaves the Intracoastal Waterway 0.5 mile south

of the entrance to Halifax River Yacht Club at Mile

831.2, has a marked channel, which had a reported

controlling depth of 7 feet in August 1993. There are

350 open and covered berths which can accommodate

vessels up to 90 feet in length. Depths of 7 feet are

reported alongside, and gasoline, diesel fuel, water, ice,

electricity, and marine supplies are available.

(281) State Route A1A bridge across the waterway at Port

Orange Mile 835.5, is a fixed bridge with a clearance of

65 feet. A boatyard and a marina are on the east side of

the waterway, north of the bridge. The boatyard 0.3

mile north of the bridge and the marina adjacent to the

bridge have berths with electricity, gasoline, diesel fuel,

water, ice and marine supplies. Mobile hoists to 30 tons

that can handle craft to 50 feet are available at the

boatyard; hull repairs can be made. Machine and carpenter shops are on the premises. Reported depths of 8

feet and 3 feet are alongside the boatyard and marina,

respectively.

(282) The waterway continues down the Halifax River to

Mile 840.0 where it enters Ponce de Leon Cut. Strong

cross currents may be felt at times in this cut, due to

the currents from Spruce Creek veering from one side

to the other.

(283) Inlet Harbor, 0.5 mile southeast of the waterway at

Mile 839.6, is a small fishing port. In 2002, the reported controlling depth from the waterway to the

412 ■ Chapter 12 ■ Volume 4
harbor was 6 feet; thence in 1983, 5 feet or more to the

community of Ponce Inlet. The channel is along the

north shore and is not marked. The wharf at Inlet Harbor has depths of about 8 feet alongside. Berthage with

electricity, gasoline, diesel fuel, water, ice, marine supplies and wet and dry storage are available. Engine repairs can be made.

(284) At the community of Ponce Inlet, about 1 mile below Inlet Harbor inside the north side of Ponce de Leon

Inlet, there are several small-craft facilities where

berthage with electricity, gasoline, diesel fuel, water,

ice, launching ramps, and a 70-ton lift are available.

Hull, engine and electronic repairs can be made.

(285) Ponce de Leon Inlet is described in chapter 10.

(286) The waterway leaves Ponce de Leon Cut and enters

Indian River North at Mile 843.5, about a mile southward of Ponce de Leon Inlet, and follows the river

southward for about 15.5 miles through the marshes to

Mosquito Lagoon. In some places the river is narrow

and crooked, requiring careful steering and close attention to the channel daybeacons.

(287) At Mile 845.0, there is a bascule span (SR44) with a

clearance of 24 feet at the center. (See 117.1 through

117.59 and 117.261, chapter 2, for drawbridge regulations.)

(288) At New Smyrna Beach, Mile 846.1, are several

small-craft facilities and the Municipal Yacht Basin.

(See the small-craft facilities tabulation on chart 11485

for services and supplies available.)

(289) The Harris Saxon Bridge at Mile 846.5 is a fixed

bridge with a clearance of 65 feet. During flood (southerly flow) current from Sheephead Cut makes a cross

current in a westerly direction north of the bridge.

Boats with tows proceeding southward during a flood

current are advised to allow for the cross current. An

overhead power cable close northward of the bridge has

a clearance of 85 feet.

(290) The Intracoastal Waterway through Mosquito Lagoon and Indian River is through open water making

the route rough at times, particularly during strong

winds.

(291) At Mile 868.5, the waterway enters Haulover Canal, a cut through the 0.4 mile-wide strip of land separating Mosquito Lagoon from the Indian River. Jetties,

which have brush-covered sand deposits piled along

their outer sides, extend almost 0.4 mile from shore at

each end of the cut, giving the canal a total length of

about 1.2 miles.

Tides and currents

(292) Wind tides are quite pronounced at times producing strong currents in the canal. Southerly winds will

build up the water level on the Indian River side of the

canal and at the same time lower the water level on the

Mosquito Lagoon side. Northerly winds will cause the

reverse effect. At such times the normal water level varies as much as 2 feet, with currents through the channel up to 1.5 knots setting in the direction of the wind.

(293) At Mile 869.2, a highway bridge crosses near the

center of Haulover Canal; the bridge has a bascule span

with a clearance of 27 feet at the center. Overhead

power cables northeastward of the bridge have clearances of 85 feet. If a vessel must stop before passing

through the bridge and a strong current is running,

care should be taken to prevent setting against the

rocky sides of the canal.

Manatees

(294) Regulated speed zones for the protection of manatees are in Haulover Canal and in Bairs Cove

(28°44.0'N., 80°45.4'W.) on the southeast side of the canal. (See Manatees, chapter 3.)

(295) At Mile 869.8, the waterway enters Indian River,

which extends southward for about 119 miles from

Haulover Canal to St. Lucie Inlet. In general, it is a

broad lagoon quite shallow in places. The spoil banks

alongside the channel have built up in recent years and

now appear as small islets on which are mangrove and

other trees.

(296) The river is nontidal except in the vicinity of Fort

Pierce and for a short distance above the St. Lucie Inlet

where the depth may vary as much as 2 feet under the

influence of strong northerly and southerly winds.

(297) Merritt Island National Wildlife Refuge is on

Merritt Island on the east side of the northern part of

Indian River.

(298) At Mile 876.6, a causeway and railroad bridge

across the waterway has a bascule span with a clearance

of 7 feet. The span is automatically operated; it is normally in the open position, but will close on the approach of trains. (See 117.1 through 117.59 and

117.261, chapter 2, for drawbridge regulations.)

(299) A well-protected yacht basin is at Titusville, Mile

878.4; the basin is connected to the waterway by a

marked dredged channel had a reported approach

depth of 8 feet in March 2009. Marinas in the basin provide berths with electricity, gasoline, diesel fuel, water,

ice, a launching ramp, pump-out station, and limited

marine supplies. Hull, engine, and electronic repairs

are available; the marina at the south end of the basin

has a 50-ton lift.

(300) The principal industries at Titusville are fishing,

tourism, and the growing of citrus fruits; the town is on

a principal public highway approach to the John F.

Kennedy Space Center at Cape Canaveral. State Route

402 highway bridge (locally known as Titusville swing

Intracoastal Waterway ■ Chapter 12 ■ 413
bridge) across the waterway here has a swing span with

a clearance of 9 feet. (See 117.1 through 117.59 and

117.261(k), chapter 2, for drawbridge regulations.)

Manatees

(301) A regulated speed zone for the protection of manatees is in Banana Creek at the north end of Merritt Island east of Mile 880.5. (See Manatees, chapter 3.)

(302) At Mile 882.9 on the west side of Indian River, a

privately marked channel leads to a marina. In February 2004, the reported approach and alongside depth

was 6 feet. Berths, gasoline, diesel fuel, electricity, water, ice, pump-out station, launching ramp, and wet

storage are available.

(303) NASA Parkway (State Route 405-locally known as

Addison Point bridge) crossing the waterway at Mile

885.0 has a bascule span with a clearance of 27 feet at

the center. (See 117.1 through 117.59 and 117.261,

chapter 2, for drawbridge regulations.) An overhead

power cable at Mile 888.6 has a clearance of 85 feet

over the main channel and 45 feet elsewhere between

Jones Point and Pine Island.

Manatees

(304) Regulated speed zones for the protection of manatees are in the vicinity of powerplants at Delespine,

Mile 887.4, and Frontenac, Mile 889.1. (See Manatees, chapter 3.)

(305) An overhead power cable at Mile 893.6 has a clearance of 85 feet over the main channel and 45 feet elsewhere, between City Point and Merritt Island.

Charts 11485, 11478, 11484

(306) Canaveral Barge Canal, Mile 893.8, connects the

Intracoastal Waterway with Port Canaveral described

in chapter 10. A Federal project provides for a 12-foot

channel from the Intracoastal Waterway through land

cuts in Merritt Island, thence across Banana River,

thence through a barge lock, and thence to the deepwater turning basin at Port Canaveral. (See Notice to

Mariners and latest editions of the charts for controlling depths.) The lock, about 1.5 miles westward of the

turning basin, has a width of 90 feet and a length of 600

feet, and is in operation between the hours of 0600 and

2130 daily. (See 207.160, chapter 2, for canal and lock

regulations.) Vessels are required to tie up fore and aft

to the south wall inside the lock, allowing sufficient

slack in the lines to provide for a rise or fall of water of

about 4 feet. Vessels are restricted from using the lock

while a petroleum barge is in passage. Smoking is

prohibited within the lock. The channel is well marked

by aids to navigation. Limiting clearances are 21 feet at

the center for the State Route 401 drawbridges and 65

feet for the overhead power cables. (See 117.1 through

117.59 and 117.273, chapter 2, for drawbridge regulations.)

(307) A fish camp and several marinas are on the south

side of Canaveral Barge Canal, both eastward and westward of State Route A1A highway bascule bridge.

Berthage with electricity, water, ice, a launching ramp,

pump-out station, and wet and dry storage are available.

(308) Several marinas are in the dredged basin on the

south side of the barge canal opposite West Basin.

Berths with gasoline, diesel fuel, electricity, launching

ramps, pump-out stations, water, and ice are available;

lifts to 75 tons are available for hull, engine, and electronic repairs.

(309) State Route 528 causeway and bridges crossing Indian River at Mile 894.0 have twin fixed spans with

clearances of 65 feet over the main channel, and twin

30-foot fixed spans over a relief channel at the west end

of the causeway with clearances of 12 feet.

(310) At Cocoa, Mile 897.4, a causeway and twin fixed

bridges with clearances of 65 feet cross the waterway.

An overhead power cable about 0.1 mile southward of

the bridges has a clearance of 88 feet over the main

channel.

(311) Northward of and parallel with the causeway on the

east side of Indian River, a privately marked and

dredged channel leads to a yacht basin with no facilities. In 2003, the reported approach depth was 4.5 feet

to the basin.

(312) On the west side of Indian River just north of the

causeway, a privately marked channel leads to marina

which had a reported approach depth of 6 feet in January 2005. Berths with electricity, water, ice and pumpout station are available.

(313) At Mile 901.5, a privately maintained channel

marked by a private unlighted range and daybeacons

leads to a marina on Merritt Island. In October 2003, an

approach depth of 4.5 feet and an alongside depth of 3.5

feet were reported. Berths are available with electricity

and water. At Mile 908.4 are two marinas with water,

wet and dry storage, and a 20-ton mobile lift; hull and

engine repairs can be made.

(314) At Mile 909.0, the twin fixed spans of the Pineda

Expressway have a clearance of 65 feet over the main

channel of Indian River.

414 ■ Chapter 12 ■ Volume 4
Charts 11485, 11472, 11484, 11476

(315) At Mile 910.7 on the west side of Indian River, a

privately marked channel leads to a small yacht basin.

Berths with electricity, gasoline, diesel fuel, water, ice,

a pump-out station, and dry storage are available. Engine, hull and electronic repairs can be made. In March

2006, the reported approach and alongside depth was 7

feet.

(316) At Mile 914.1, State Route 518 causeway fixed

highway bridge crosses Indian River and has an authorized clearance of 65 feet.

(317) Banana River has its southern entrance at Mile

914.2 opposite Melbourne. The river is used by small

boats as a harbor of refuge during hurricanes and

storms. In 1976-1978, the controlling depth was 3 feet

from the entrance of the river for about 16 miles to the

junction with the Canaveral Barge Canal. Mariners are

cautioned to carefully follow the marked channel, because there is severe shoaling along the edges in some

places.

(318) A marina on the south side of the entrance to Banana River has gasoline, diesel fuel, ice, water, electricity, marine supplies, and a pump-out station; hull,

engine, and electronic repairs can be made. In March

2006, a reported approach depth of 6 feet was available;

local knowledge is advised.

(319) A highway bridge across the Banana River about

0.5 mile above the entrance has a swing span with a

clearance of 7 feet. (See 117.1 through 117.59 and

117.263, chapter 2, for drawbridge regulations.) A marina on the east side of the river immediately southward of the bridge has berths with a reported approach

depth of 12 feet with 8 feet alongside in March 2006.

Gasoline, diesel fuel, water, ice, a pump-out station,

electricity, and a 40-ton mobile hoist are available; hull,

engine, and electronic repairs can be made.

(320) Twin fixed highway bridges with clearances of 43

feet over the channel cross Banana River about 4.3

miles above the mouth.

(321) An Air Force prohibited area is at the base on the

east bank of the Banana River about 5.8 miles above the

mouth. (See 334.560, chapter 2, for limits and regulations.)

(322) Newfound Harbor is at the southeastern end of

Merritt Island, 10 miles above the entrance to Banana

River. The harbor is shoal and about 4 miles long in a

north-south direction. Several shoals and obstructions

have been reported in Newfound Harbor. About 3.7

miles above the entrance, State Route 520 highway

fixed bridge has a clearance of 36 feet.

(323) Across the entrance to Sykes Creek at the north

end of Newfound Harbor there is a highway bridge that

has a 30-foot fixed span with a clearance of 15 feet. An

overhead power cable close northwestward of the

bridge has a clearance of 23 feet. About 0.1 mile above

the bridge, the center and southern sections of a former bridge have been removed; the northern portion

remains as a fishing pier. Twin 30-foot fixed span highway bridges with clearances of 15 feet cross the creek

about 2.2 miles above the mouth. A 37-foot fixed span

bridge with a clearance of 16 feet crosses the creek

about 2.8 miles above the mouth.

(324) Two boatyards are on the west side of Banana River

about 12 miles above the southern entrance, and 2.1

miles north of Buck Point, the eastern entrance point

of Newfound Harbor. Berthage with electricity, water,

marine supplies, a 30-ton mobile hoist, and wet and dry

storage are available. Hull and engine repairs can be

made. In 2002, a depth of 41⁄2 feet was reported in the

approach, and 6 feet alongside the berths.

(325) Cocoa Beach causeway (State Route 520), crossing

the Banana River, 3.5 miles north of Buck Point, has a

fixed span with a clearance of 36 feet.

(326) About 16 miles above the entrance and 6.4 miles

north of Buck Point, the Banana River is crossed by

U.S. Route A1A causeway and bridges. The twin fixed

spans over the main river channel have a clearance of

36 feet; the 30-foot twin spans over the relief channel at

the west end of the causeway have clearances of 14 feet.

(327) About 0.2 mile northward of U.S. Route A1A causeway-bridges, the Canaveral Barge Canal crosses the

river channel and leads east to Port Canaveral. Saturn

Barge Channel extends northward from Canaveral

Barge Canal to the head of Banana River and to two side

channels leading eastward and westward to basins at

missile test installations; a side channel, extending

eastward from the Saturn Barge Channel, 5 miles

northward of the Canaveral Barge Canal, leads to a basin on the cape. The basin is within a restricted area.

(See 334.550, chapter 2, for limits and regulations.)

The channels are marked by lights, daybeacons, and

buoys, and had a controlling depth of 12 feet in

1977-1978. In November 1983, shoaling to an unknown extent was reported on the south side of the

west side channel in about 28°35'33"N., 80°36'58"W.;

the shoal is marked by a daybeacon. An overhead power

cable crosses Saturn Barge Channel about 0.6 mile

northward of Canaveral Barge Canal with a clearance of

65 feet.

Manatees

(328) A regulated speed zone for the protection of manatees is in the channel and basin at the small-craft harbor on the west side of Banana River at Audubon, 1.5

miles north of Canaveral Barge Canal. The area on the

east side of the river immediately south of the NASA

Parkway is closed to motorized craft from April 1

Intracoastal Waterway ■ Chapter 12 ■ 415
through November 14 annually. (See Manatees, chapter 3.)

(329) A Security Zone has been established to include

certain land and water areas at Port Canaveral-Cape

Canaveral and adjacent areas at John F. Kennedy Space

Center, including portions of Indian River and Banana

River. (See 165.1 through 165.7, 165.30, 165.33,

and 165.701, chapter 2, for limits and regulations.)

(330) Banana River above the Canaveral Barge Canal and

the adjacent land areas are within a Security Zone.

Limits and regulations are given under the description

of Cape Canaveral in chapter 10.

(331) A prohibited area in upper Banana River, about 3

miles above the Canaveral Barge Canal, is adjacent to a

missile-test annex. (See 334.540, chapter 2, for limits

and regulations.)

(332) The NASA Parkway (State Route 405) causeway and

bridge crosses Banana River 6.5 miles above the

Canaveral Barge Canal. The bridge has a bascule span

over the navigation channel with a clearance of 24 feet

at the center. (See 117.1 through 117.59 and

117.263, chapter 2, for drawbridge regulations.) A

NASA space center restricted area is just north of the

NASA Parkway causeway. (See 334.570, chapter 2, for

limits and regulations.) An overhead power cable with a

clearance of 85 feet crosses the river about 3.0 miles

north of the NASA Parkway causeway bridge.

Chart 11472

(333) The Intracoastal Waterway continues through Indian River southward for about 74 miles to St. Lucie Inlet.

(334) The highway causeway (State Route 518) crossing

the river at Melbourne at Mile 914.4 has a fixed span

across the Intracoastal Waterway with a clearance of 65

feet. About 200 yards south of the bridge, an overhead

power cable crosses the waterway with a clearance of 90

feet at the main channel. An overhead cable on the

south side of the relief bridge at the east end of the

causeway has a clearance of 35 feet.

(335) About 0.5 mile south of the causeway at Mile

914.9, a dredged, marked channel leads to a yacht basin inside the mouth of Eau Gallie River. In February

2006, the reported controlling depth in the entrance

channel was 6.2 feet; thence in 2001, 10 feet was in the

basin except for lesser depths to 31⁄2 feet along the

edges. General depths in the area where the river widens between the yacht basin and U.S. Highway 1 bridge

crossing, are 3 feet. The basin and the area close E afford good shelter from storms. A city ordinance restricts speed to no wake in Eau Gallie River. Several

marinas and a boatyard are in the basin. (See the

small-craft facilities tabulation on chart 11472 for services and supplies available.)

(336) About 0.5 mile above the mouth of Eau Gallie River,

U.S. Route 1 highway bridge has a fixed span with a

clearance of 12 feet. About 0.1 mile above the highway

bridge, the Florida East Coast railroad bridge has a

44-foot fixed span with a clearance of 12 feet.

(337) At Mile 916.7, a privately marked channel leads

from the waterway to a marina on the west side of Indian River. Gasoline is available. In May 2007, the channel to the marina had a reported approach depth of 8

feet and 6 feet alongside.

(338) At Mile 918.2, State Route 516 causeway at Melbourne has dual high-level fixed bridges with clearances of 65 feet across the Intracoastal Waterway.

(339) At Mile 918.7, about 0.5 mile south of the bridges,

a marked channel leads westward from Indian River to

a turning basin inside the mouth of Crane Creek. In

December 1991-January 1992, the controlling depth

was 51⁄2 feet in the S half and 6 feet in the N half of the

entrance with 8 feet in the turning basin. A marina on

the N side of the creek has berths with electricity, gasoline, diesel fuel, water, ice, marine supplies, sewage

pump-out, wet storage and harbormaster services. The

harbormaster may be reached by telephone 321-725-

9054.

(340) About 0.2 mile above the mouth of Crane Creek,

U.S. Route 1 highway bridge has a 36-foot fixed span

and a clearance of 15 feet. About 175 yards westward of

the highway bridge, the Florida East Coast railroad

bridge has a 40-foot fixed span and a clearance of 14

feet. Overhead power cables close westward and 500

yards westward of the railroad bridge have clearances

of 25 and 40 feet, respectively.

(341) At Mile 921.2, an overhead power cable with a

clearance of 95 feet, crosses the waterway at the main

channel.

(342) Turkey Creek is on the west side of Indian River at

Mile 921.3. About 0.5 mile above the entrance, U.S.

Route 1 highway bridge has a 34-foot fixed span with a

clearance of 15 feet. About 300 yards above the highway

bridge, the Florida East Coast railroad bridge has a

fixed span with a clearance of 10 feet. Overhead power

cables at the railroad bridge have a minimum clearance

of 21 feet. A shoal, bare at low water, is in the middle of

the entrance to Turkey Creek. In October 2006, a depth

of 4 feet was reported in the natural channel marked by

daybeacons to the eastward of the shoal area.

Manatees

(343) A regulated speed zone for the protection of manatees is in Turkey Creek. (See Manatees, chapter 3.)

416 ■ Chapter 12 ■ Volume 4
(344) Two marinas are on the southern part of Turkey

Creek between the two bridges. Berthage with electricity, gasoline, diesel fuel, pump-out station, water, ice,

some marine supplies, launching ramp, and a 10-ton

lift are available for hull, engine, and electronic repairs. In May 2007, 4 feet was reported in the approach.

(345) Two marinas are on the west side of the Indian

River at Mile 934.0. Berths, electricity, gasoline, diesel

fuel, water, ice, marine supplies, pump-out station and

wet and dry storage are available. Hull, engine, and

electronic repairs can be made; lift to 40-tons. In May

2007, 5 feet was reported in the approach channel and

alongside.

(346) At Mile 935.0, a marina on the east side of the river

has berthage, water, ice and a launching ramp. In February 2004, an approach depth of 3.5 feet and an alongside depth of 4 feet were reported.

(347) Saint Sebastian River Mile 935.4, is used by local

fishing boats going to Roseland, 1.1 miles above the

mouth. U.S. Route 1 highway bridge across the entrance to the creek has a 43-foot fixed span with a clearance of 13 feet; avoid the piles of the old bridge 0.3 mile

upstream. About 1 mile above the highway bridge, the

Florida East Coast railroad bridge has a 46-foot fixed

span with a clearance of 12 feet. Two overhead power

cables at the railroad bridge, one on the east side and

the other on the west side, have clearances of 17 feet

and 60 feet, respectively. About 300 yards above the

railroad bridge an overhead power cable has a clearance of 23 feet.

(348) A marina is on the north side of Saint Sebastian

River, just westward of U.S. Route 1 highway bridge.

Berths, gasoline, water, ice, and a launching ramp are

available.

(349) Pelican Island National Wildlife Refuge is on the

east side of the waterway between Mile 936.3 and Mile

942.8.

(350) Sebastian is a fishing town at Mile 938.3. There

are marinas here which have gasoline, diesel fuel, electricity, water, ice, a pump-out station, launching ramp,

marine supplies, and wet storage. In September 2003,

the reported approach depth was 4 feet and the reported alongside depth was 3 feet. A special anchorage

is off the town of Sebastian. (See 110.1, and 110.73a,

chapter 2, for limits and regulations.)

(351) A fixed highway bridge across the waterway at Mile

943.3 near Wabasso has clearance of 65 feet. The

bridge and causeway between the mainland and the island westward of the Intracoastal Waterway has a

46-foot center span with a clearance of 9 feet. A channel, reportedly marked by private aids, leads to a marina on the west side of the waterway just below the

highway bridge. An overhead power cable crossing Indian River on the north side of the Wabasso causeway,

with a clearance of 40 feet from the mainland to the

bridge, is submerged at the Intracoastal Waterway,

thence a clearance of 50 feet to the eastern shore of the

river.

(352) The waterway is crooked and subject to strong currents in narrow places from about 1 mile north of the

Wabasso Bridge to about 4 miles south of it. Caution

must be observed at the bends where vision is limited.

(353) At Mile 946.3, a privately marked channel, with a

reported controlling depth of 4.4 feet in February 2007,

leads off to the northwestward to a waterfront development at Hobart Landing, about a mile south of

Wabasso. An overhead power cable with a clearance of

14 feet crosses the channel.

(354) At Mile 948.7, a privately maintained channel

leads from the waterway to a marina on the west side of

Indian River. Gasoline, diesel fuel, electricity, water,

limited marine supplies, and a pump-out station are

available. In January 2004, a reported depth of 5 feet

was available in the approach and alongside the

marina.

(355) Vero Beach, Mile 951.9, is an active ocean resort

and yachting center. A high level fixed highway bridge

over the waterway here has a reported clearance of 65

feet. A special anchorage is about 0.8 mile northeast of

Vero Beach just inside a channel leading northeastward

then northerly from the waterway to the mouth of

Bethel Creek. (See 110.1 and 110.73(b), chapter 2, for

limits and regulations.) There are several small-craft

facilities tabulation of chart 11472 for services and supplies available.) Just north of the bridge, a marked

channel leads eastward from the waterway for about 0.3

mile to a turning basin. In March 2007, the reported

controlling depth was 6.0 feet.

(356) From Vero Beach to the St. Lucie Inlet the Indian

River is broad and quite shallow, but the Intracoastal

Waterway route is well marked and easy to follow. Spoil

banks parallel the channel at a distance of several hundred yards and are mostly covered with mangrove and a

few Australian pines.

(357) A fixed highway bridge with a clearance of 65 feet

crosses the waterway at Mile 953.2.

(358) Overhead power cables at Mile 953.2 and Mile

954.9 have clearances of 85 feet.

Manatees

(359) A regulated speed zone for the protection of manatees is in the vicinity of the powerplant at Vero Beach at

Mile 953.2. (See Manatees, chapter 3.)

(360) At Mile 964.2, a privately marked channel, with a

reported controlling of 6 feet in 2003, leads to a marina

in a basin on the west shore of Indian River. Berths,

electricity, pump-out station and wet and dry storage

Intracoastal Waterway ■ Chapter 12 ■ 417
are available. A 70-ton lift is available for hull, engine

and electronic repairs.

(361) State Route A1A highway bridge north of Fort

Pierce at Mile 964.8 has a bascule span with a clearance of 26 feet at the center. A marina south of the

bridge on the west side of the waterway has berths with

electricity, gasoline, diesel fuel, water, ice, pump-out

station, wet and dry storage and a 99-ton lift available.

Hull, engine, and electronic repairs can be made.

(362) Fort Pierce, Mile 965.6, has supply and repair facilities. The town and Fort Pierce Inlet are described in

chapter 10.

(363) At Mile 965.8, State Route A1A fixed highway

bridge crossing the waterway at Fort Pierce has a clearance of 65 feet. There is a strong crosscurrent at this

bridge. Vessels proceeding north or south should approach the bridge with caution. At all times maintain

sufficient headway to avoid being carried against the

fender system. An overhead power cable south of the

bridge has a clearance of 85 feet.

Manatees

(364) A regulated speed zone for the protection of manatees is in the vicinity of the power plant at Fort Pierce at

Mile 966.1. (See Manatees, chapter 3.)

(365) At Mile 966.5, a channel leads to the municipal

marina. Berthing, electricity, gasoline, diesel fuel, water, ice, pump-out station, and some marine supplies

are available. In 2004-May 2005, the reported controlling depth in the approach channel was 6.0 feet. The

harbormaster may be contacted via VHF-FM channels

9 and 16 or by calling 772-464-1245.

(366) Overhead power cables at Mile 974.2 have clearances of 90 feet across the channel and 60 feet elsewhere.

(367) At Mile 979.2, a privately marked channel leads

eastward from the waterway to a marina on the Southeast side of Nettles Island. The marina has berths, electricity, gasoline, diesel fuel, water, ice and marine

supplies. Engine repairs can be made.

(368) Jensen Beach, Mile 981.4, is a winter resort on the

west bank of the Indian River. State Route 707A highway bridge (locally known as Jensen Road bridge)

crossing the waterway here has a bascule span with a

clearance of 24 feet at the center. (See 117.1 through

117.59 and 117.261, chapter 2, for drawbridge regulations.) In October 2004, a fixed bridge with a design

clearance of 66 feet was under construction and will replace the bascule bridge.

(369) At Mile 982.8, a privately dredged channel marked

by private daybeacons leads westward from the waterway to a marina in a small protected basin. In 2002, the

reported approach and alongside depth was 6 feet. Wet

and dry storage are available. A 5-ton lift can haul out

craft for hull and engine repairs.

(370) State Route A1A highway bridge (locally known as

Indian River bridge) across the waterway at Mile 984.9

has a fixed span with a clearance of 65 feet. A marina on

the east side of the Indian River, 200 yards north of the

bridge, has berths, electricity, gasoline, diesel fuel, water, ice, marine supplies, pump-out station and wet and

dry storage available. At Mile 985.0, a channel marked

by private daybeacons leads eastward from the waterway to a marina on the east side of Indian River near the

foot of the bridge. Electricity, gasoline, diesel fuel, water, ice, a pump-out station, launching ramp and marine supplies are available; hull, engine and electronic

repairs can be made. In December 2001, the reported

approach depth was 7 feet.

(371) The junction of the Intracoastal Waterway and

Okeechobee Waterway is at St. Lucie Inlet, Mile 987.8.

St. Lucie Inlet and River, Port Salerno, Port Sewall, and

Stuart are described in chapter 10.

Caution

(372) Extreme caution is advised when crossing St. Lucie

River. Cross currents will give a vessel an east or west

set, depending on the direction and velocity of the current in the river. Vessels should be able to stay in the

channel by using the ranges on each side of the intersection. To make a turn from the Intracoastal Waterway

into St. Lucie River or vice versa, allowance must be

made for the cross currents to prevent swinging too

wide or too short.

Chart 11428

Okeechobee Waterway

(373) From its junction with the Intracoastal Waterway

in St. Lucie Inlet, Okeechobee Waterway follows St.

Lucie River westward to South Fork, through South

Fork and St. Lucie Canal, and enters Okeechobee Lake

at Port Mayaca. It crosses the southern part of the lake

and exits at Moore Haven into Caloosahatchee Canal

and thence into Caloosahatchee River, San Carlos Bay,

and the Gulf of Mexico. From San Carlos Bay, the Gulf

section of the Intracoastal Waterway follows an inside

route along the west coast of Florida to Anclote River,

thence outside to Carrabelle Ship Channel in St.

George Sound, and thence inside again through the remainder of Florida, Alabama, Mississippi, Louisiana,

and Texas to Brownsville. The Gulf section is described

in United States Coast Pilot 5, Atlantic Coast–Gulf of

Mexico, Puerto Rico, and Virgin Islands.

(374) Mileage in the Okeechobee Waterway is measured

westward from Mile 0.0 at the Intracoastal Waterway

418 ■ Chapter 12 ■ Volume 4
junction in St. Lucie Inlet. The total length of the

Okeechobee Waterway is about 155 miles from the Atlantic Waterway to the Gulf of Mexico. Mileage signs

(statute miles) have been erected at the five locks.

(375) Distances along the Okeechobee Waterway are in

statute miles to facilitate reference to the small-craft

charts; all other distances are in nautical miles. Mileage conversion tables are on Appendix B.

Channel

(376) The Federal project for the Okeechobee Waterway

provides for a channel with a depth of 8 feet from the

Intracoastal Waterway near Stuart via Okeechobee

Lake Route 1 to Fort Myers; thence 10 feet to Punta

Rassa; thence 12 feet to the Gulf of Mexico; a channel 6

feet deep in Taylor Creek from the town of Okeechobee

to the lake, and a depth of 6 feet for Route 2 along the

south shore of Lake Okeechobee from Port Mayaca

westward to Clewiston. Controlling depths are published in local Notice to Mariners.

Sounding datums

(377) Depths charted in St. Lucie River from the Intracoastal Waterway to St. Lucie Lock are referred to

mean low water. From St. Lucie Lock through St. Lucie

Canal and Lake Okeechobee to Moore Haven Lock,

depths are referred to a low water elevation which is

12.56 feet above mean sea level. From Moore Haven

Lock through Caloosahatchee Canal to Ortona Lock,

depths are referred to a low water elevation which is

10.06 feet above mean sea level. In the Caloosahatchee

River, the chart datum is mean lower low water. Actual

available depths are shown on gages displayed at each

lock.

(378) Hurricane gates are in the levee at Clewiston Industrial Canal, Miami Drainage Canal, Hillsboro Canal-North New River Drainage Canal, and West Palm

Beach Drainage Canal. The hurricane gate at Clewiston

is equipped with a lock that allows passage of small

craft into Clewiston Industrial Canal. Pumping stations are at the hurricane gates at Miami Drainage Canal, Hillsboro Canal-North New River Drainage Canal,

and West Palm Beach Drainage Canal. The gates are

opened or closed only for pumping, and are not opened

for boats. Depths of 10 feet may be taken over the sills.

All gates have a width of 50 feet. These canals are not

navigable and have filled with hyacinths and other obstructions.

Tides and currents

(379) The mean range of tide is 0.9 feet at the mouth of

St. Lucie River. The diurnal range of tide is 1.2 feet at

Fort Myers and 2.4 feet at Punta Rassa. At the eastern

end of the waterway, tidal influence is perceptible to St.

Lucie Lock (Mile 15.1) and at the western end, at

low-water stage, is perceptible at Ortona Lock (Mile

93.5). Cross currents at the junction of St. Lucie River

with the Intracoastal Waterway make the short turn at

that point hazardous.

Weather, Okeechobee Waterway and vicinity

(380) This route across the peninsula encounters a variety of climatic conditions. In general, temperatures

over the inland portions are slightly cooler in winter,

particularly the lows, and warmer in summer. The west

coast also exhibits some of these continental tendencies, due mainly to the prevalence of easterly winds.

For example, temperatures climb to 90°F (32.2°C) or

above, on 106 days annually at Fort Myers, compared to

131 days at La Belle and 92 days near Stuart. Freezing

temperatures are infrequent on the coast and occur on

an average of 1 to 2 days inland. Summertime temperatures are tempered by the sea breeze along the east

coast and by frequent afternoon showers and thunderstorms everywhere. Thunderstorms develop on about

80 to 100 days annually, and are most likely from June

through September. They are generated by heating,

fronts and tropical cyclones. Thunderstorms can bring

heavy rain, strong gusty winds and hail. In severe cases

tornadoes or waterspouts may develop. While dangerous, these are usually smaller and less damaging than

the tornadoes of the mid-West.

Bridges

(381) The minimum clearance under bridges across the

Okeechobee Waterway is 49 feet at the lift bridge at Mile

38.0.

(382) General drawbridge regulations and opening signals for bridges over the Okeechobee Waterway and

Taylor Creek are given in 117.1 through 117.49, chapter 2. Special drawbridge regulations for certain

bridges that supplement the general regulations are

referenced with the area description of the waterway

and the creek.

(383) The minimum clearance under overhead cables

across the Okeechobee Waterway is 55 feet.

Government mooring facilities

(384) There is a Government yacht basin with 4 slips

available for overnight mooring of medium size boats

at the Moore Haven Lock; similar facilities are available

in the Government yacht basin below Ortona Lock.

Government-owned tieup dolphins are located on the

waterway immediately above and below each of the

locks and immediately west of the entrance to

Clewiston Industrial Canal.

Intracoastal Waterway ■ Chapter 12 ■ 419
Locks

(385) Three of the five locks in the waterway have a

length of 250 feet, width of 50 feet, and depth over the

sill of 10 feet. The Port Mayaca Lock, Mile 40.0, has a

length of 400 feet, width of 56 feet, and a depth of 16

feet. The W. P. Franklin Lock at Olga, Mile 121.4, has a

length of 400 feet, width of 56 feet, and depth over the

sills of 14 feet.

(386) General regulations governing bridges and locks

and the handling of tows are given in 207.160, chapter

2. The five navigation locks on the Okeechobee Waterway are operated from 0600 to 2130 daily; operating

personnel are not on duty at other hours.

(387) Maintenance of the Okeechobee Waterway and operation of the locks are in charge of the Corps of Engineers area office at Clewiston. Before any attempt is

made to pass through any portion of this route, the latest information regarding available depths, operations

of the locks, and other existing conditions should be

obtained from the office of the Corps of Engineers at

Clewiston or at the Federal Building, 400 West Bay

Street, Jacksonville. The telephone number of the

Clewiston area office is 863-983-8101; fax, 863-983-

8579.

(388) Public address systems are installed at all the locks

as an aid to navigation and a safety feature. Craft approaching any of the locks should approach for passage

only upon receiving instructions from the lock tender

through the loudspeaker system or by standard light

signal. The locks monitor VHF-FM channel 16.

Caution

(389) The St. Lucie, Port Mayaca, Moore Haven, Ortona,

and W.P. Franklin Locks are used, when conditions require, for discharging water from Lake Okeechobee. All

vessels approaching these locks during periods of discharge should exercise caution. The depth over the upper sill of St. Lucie Lock is reduced from 13.5 feet to 8

feet when water is being discharged from Lake

Okeechobee.

(390) St. Lucie Inlet and St. Lucie River to Stuart, Mile

7.5, are discussed in chapter 10. South Fork of St.

Lucie River begins at Mile 7.7 and trends southward

into St. Lucie Canal.

(391) A special anchorage is east of the waterway at Mile

7.6. (See 110.1 and 110.73(c), chapter 2, for limits

and regulations.)

(392) Palm City, Mile 9.5, is a small town on the west

bank of South Fork. The fixed highway bridge over the

waterway here has a clearance of 54 feet. The overhead

power cable just north of the bridge a clearance of 55

feet. During periods of high water in Lake Okeechobee,

shoaling may occur in the vicinity of the bridge.

Small-craft facilities

(393) A marina is on the east bank of the river, just south

of the fixed highway bridge. Berths, electricity,

pump-out, gasoline, diesel fuel, water, ice, marine supplies, wet and dry storage, and a 60-ton marine lift are

available. Hull, engine, and electronic repairs can be

made. An alongside depth of 5.2 feet was reported in

July 2007.

(394) At Mile 10.1, Okeechobee Waterway enters St.

Lucie Canal from South Fork, which then continues

southeastward. South Fork above the junction is deep

and winding, affording good protection for small boats

during hurricane weather. About 2 miles up this fork is

a fixed highway bridge with a clearance of 4 feet. Current was observed to be flowing up the river at this

bridge.

Heights

(395) Overhead clearances on the St. Lucie Canal from

St. Lucie Lock to Port Mayaca Lock are referred to a St.

Lucie Canal stage of 14.5 feet.

(396) St. Lucie Canal is crossed at Mile 14.0 by the I-95

twin fixed highway bridges with clearances of 56 feet, at

Mile 14.2 by an overhead power cable with an authorized clearance of 95 feet, and at Mile 14.5 by the

Thomas B. Manual (Florida Turnpike) Bridge, which

has a fixed span with a clearance of 55 feet. At Mile

14.4, on the south side of the waterway, a boatyard is

available for gasoline, diesel fuel, hull, engine and electronic repairs.

(397) The St. Lucie Lock, Mile 15.1, has a width of 50

feet, length of 250 feet, and a depth of 12 feet over the

sill. High water in Lake Okeechobee may cause the lock

to be closed to navigation for parts of the day. Caution

should be used when approaching the lock when it is

being used to discharge water from Lake Okeechobee.

Limited tieup facilities are available at the lock.

(398) Overhead power and telephone cables crossing St.

Lucie Canal at Mile 17.1 have clearances of 56 feet.

State Route 76A fixed highway bridge crossing the canal at Mile 17.01 has a clearance of 56 feet.

(399) An overhead power cable at Mile 20.2 has a clearance of 82 feet.

(400) At Mile 23.7, overhead power and telephone cables

crossing the waterway have a least clearance of 58 feet.

(401) At Mile 25.4, overhead power cables with a least

clearance of 63 feet cross the waterway; another overhead power cable with a clearance of 76 feet crosses at

Mile 26.9.

(402) NearIndian Town, State Route 710 highway bridge

at Mile 28.1, has a fixed span with a clearance of 55 feet.

The hand-operated swing span of the Seaboard System

Railroad (SCL) bridge at Mile 28.5 has a channel width

420 ■ Chapter 12 ■ Volume 4
of 47 feet and a clearance of 7 feet. (See 117.1 through

117.59 and 117.317, chapter 2, for drawbridge regulations.) An overhead telephone cable at the bridge has a

clearance of 59 feet, and overhead power and telephone

cables 0.4 mile west of the bridge have a clearance of 75

feet.

(403) At Mile 29.5, there is a marina on the north side of

the canal where berths with electricity, gasoline, diesel

fuel, water, ice, pump-out station, launching ramp, wet

and dry storage, marine supplies, and a 50-ton marine

lift are available; hull and electronic repairs can be

made. In February 2006, the reported controlling

depth in the entrance and in the basin was 8 feet.

(404) Several overhead power cables between Mile 33.0

and Port Mayaca Lock have a least clearance of 56 feet.

(405) Port Mayaca, Mile 38.0, has no piers, but one wall

of the lock is still present and can be used to tie up.

Some supplies are available in the community. The

South Central Florida Express Railroad bridge across

the waterway here has a lift span with clearances of 7

feet down and 49 feet up. (See 117.1 through 117.59

and 117.317, chapter 2, for drawbridge regulations.)

(406) U.S. Routes 98–441 highway bridge at Mile 38.8

has a fixed span with a clearance of 55 feet.

(407) Port Mayaca Lock, about 300 yards west-southwest

of the U.S. Routes 98-441 highway bridge, has a length

of 400 feet, width of 56 feet, and a depth of 16 feet over

the sill.

(408) The waterway enters Lake Okeechobee at Mile

38.9. The lake is an approximately circular fresh-water

lake in southern Florida, about 26 miles from the Atlantic coast, 50 miles from the Gulf coast, and 90 miles

from the south end of the mainland. It varies in width

from 22 to 30 miles and is shoal along its west and

southwest sides with depths of 10 to 14 feet in the center. The shoal areas are generally filled with a thick

growth of watergrass, which makes it necessary to

equip boats with weedless propellers if operating in the

lake for any length of time.

(409) Taylor Creek empties into Lake Okeechobee at its

northernmost extremity. A lock at the mouth of the

creek is 60 feet long and 50 feet wide, and has a depth of

5.5 feet over the sill. (See 207.170d, chapter 2, for regulations.) About 3.5 miles above the mouth of the creek

is the town of Okeechobee, which has rail and highway

connections. A dredged channel leads from the lake to

the highway bridge at Okeechobee. In 1983-July 2004,

the reported controlling depth was 5.0 feet almost to

the highway bridge. The approach channel from the

lake to the mouth of Taylor Creek is marked by a light

and daybeacons; the remainder of the channel to

Okeechobee is unmarked.

(410) U.S. Route 441 highway bridge about 0.2 mile

above the mouth of Taylor Creek has a 40-foot bascule

span with a clearance of 9 feet. (See 117.1 through

117.59 and 117.335, chapter 2, for drawbridge regulations.) Overhead power cables north and south of the

bridge have a minimum clearance of 40 feet. State

Route 70 highway bridge crossing the creek of

Okeechobee has a 40-foot swing span with a clearance

of 3 feet.

(411) A marina 1.4 miles southwest of Taylor Creek has

gasoline, dry storage, a launching ramp and engine repairs available.

(412) Kissimmee River flows into the north side of Lake

Okeechobee about 5.3 miles southwest of Taylor Creek.

State Route 78 highway bridge about 0.5 mile above the

river entrance has a removable span with a channel

width of 36 feet when open and a clearance of 20 feet.

(See 117.1 through 117.49, chapter 2, for drawbridge

regulations.) The overhead power cable at the bridge

has a clearance of 71 feet. In September 1986, the centerline controlling depth was 4 feet in the entrance

channel, then 8 feet for another 5 miles.

(413) North Lake Shoal extends 4 miles off the northwest

shore of the lake. Observation Shoal is an extensive

sand shoal extending as much as 7 miles off the southwest shore of the lake. Rocky Reef extends across the

south end of the bay between Observation Island and

Bacom Point; depths of 2 to 7 feet are over it in places.

The channel of Route 1 through the reef is marked by

lights and daybeacons. Halifax Bank is a sand shoal toward the south end of South Bay.

(414) Shelter may be found in Taylor Creek at the north

end of the lake, in Pelican Bay at the southeast corner

of the lake, and in the canals. Where depths are sufficient in the watergrass off the west and southwest sides

of the lake, anchorage in moderate weather can be

made, as the holding bottom is good and protection is

afforded by the watergrass.

(415) Route 1 across Lake Okeechobee from Port Mayaca

follows a southwesterly course to Rocky Reef, thence a

southerly course in the channel through the reef which

is marked by lights and daybeacons, and then turns

westward and thence southwestward and joins Route 2

at Clewiston.

(416) Clewiston, at Mile 65.0 via Route 1 and Mile 75.7

via Route 2, is an agricultural community on the

southwest side of the lake. It is on a branch of the Seaboard System Railroad. There are several hotels, motels, restaurants, and a shopping district in the city.

The area offices and general headquarters of the Corps

of Engineers are on the east side of the canal at the east

side of town. Berths, electricity, gasoline, diesel fuel,

water, ice, a launching ramp, dry storage, pump-out

station, marine supplies and provisions can be obtained

along both sides of the canal. Engine repairs can be

made. Dock space is available along the bulkhead of the

Intracoastal Waterway ■ Chapter 12 ■ 421
Clewiston Industrial Canal south of the levee. In February 2008, 3 feet was reported alongside. An overhead

power cable that has a clearance of 37 feet crosses the

canal about 400 yards south of the hurricane gate.

(417) Routes 1 and 2 combine into one route at Clewiston.

(418) Route 2 leaves St. Lucie Canal at Mile 38.9 and follows the southern perimeter of the lake. It is marked by

daybeacons and is the route most used. It is recommended during periods of rough water and high winds

in Lake Okeechobee. Levees are along the southern

bank of this route.

(419) Canal Point is at Mile 47.4 on Route 2. West Palm

Beach Drainage Canal joins the lake here; in 2003, its

was reported there was no boat access to the canal. At

the lock in the canal, an overhead power cable has a

clearance of 68 feet.

(420) Pahokee, Mile 50.6, is a town on the southeast side

of the lake with a protected boat basin which had a reported alongside depth of 9 feet in February 2008.

Berths with electricity, gasoline, diesel fuel, pump-out

station, water, ice, a launching ramp, and wet storage

are available.

(421) The only bridge crossing Route 2 is at Mile 60.7.

State Route 717 highway bridge, connecting the mainland at Belle Glade with Torry Island and Kreamer Island, has a swing span with a clearance of 11 feet. The

channel is through the west draw. (See 117.1 through

117.59 and 117.317, chapter 2, for drawbridge regulations.) An overhead power cable at the bridge has a

clearance of 75 feet. Gasoline, water, ice, electricity,

diesel fuel by truck, and launching ramps are available

at boat landings on both sides of the bridge. South of

the bridge, on Torry Island, there is a wharf maintained

by the city with depths of 4 feet alongside; there are

three surfaced launching ramps and a public picnic

area.

(422) About 0.3 mile below the bridge at Mile 61.0 the

Hillsboro Drainage Canal and North New River Drainage

Canal join the lake.

(423) The Miami Drainage Canal joins the lake at Lake

Harbor, Mile 67.2.

(424) Route 2 continues northwestward to Clewiston

where it joins Route 1 and combines into one route

westward. Mileage westward of Clewiston is based on

use of Route 1.

(425) Moore Haven Lock, Mile 78.0, has a width of 50

feet, a length of 250 feet, and a least depth of 10 feet

over the sills. Two standby areas have been established

for vessels waiting to pass through. The first area is

about 275 yards northwest of the lock at the junction of

the canals, and the second area is 150 yards southwest

of it. During periods of discharge through the lock, the

currents and turbulence are extremely hazardous to all

craft. Under no circumstances shall any craft approach

nearer to the lock than the standby areas until discharge has been stopped and the water pool stabilized.

(426) A public address system at the Moore Haven Lock is

an aid to navigation and safety feature. Craft coming to

the lock should approach the passage only upon receiving instructions from the locktender through the loudspeaker system, and enter the lock chamber only after

signal from him.

(427) Freshwater is available at the lock. A boat basin

with gasoline, diesel fuel, electricity, water, ice, and a

launching ramp is just west of the lock. In November

2004, the reported depth alongside was 10 feet.

(428) The waterway between Moore Haven Lock and

Ortona Lock passes through Caloosahatchee Canal.

(429) The Seaboard System Railroad (SCL) bridge, at

Mile 78.3, has a hand-operated swing span with a clearance of 5 feet; the channel is through the east draw.

(See 117.1 through 117.59 and 117.317, chapter 2,

for drawbridge regulations.) The span required about

15 minutes for opening and westbound vessels should

signal for opening the bridge while still in Moore Haven Lock. An overhead power cable about 150 yards

south of the bridge has a clearance of 75 feet. At Mile

78.4 U.S. Route 27 twin highway bridges have fixed

spans with a clearance of 55 feet.

(430) There is a small-boat basin on the west side of the

canal between the railroad and highway bridges. Gasoline, diesel fuel by truck, water, ice, electricity, launching ramp, wet covered storage for 35 boats 20 feet long

and some marine supplies are available. A forklift that

can haul out craft to 26 feet is available for hull and engine repairs. A depth of 4 feet can be carried from the

waterway to the basin. An overhead cable with a clearance of 18 feet crosses the entrance to the basin. Provisions can be obtained in the town of Moore Haven at

Mile 78.5, on the west bank of Caloosahatchee Canal

about 0.5 mile south of the lock. There are hotels, motels, and restaurants; some supplies can be obtained.

Bus service is available. The town dock is on the west

side of the canal just south of the highway bridge; water

and electricity are available on the dock, and a small fee

is charged for dockage. In November 2004, a depth of 6

feet was reported alongside the dock.

(431) At Mile 82.1, the canal passes through shallow,

freshwater Lake Hicpochee, about 5 miles long and 2.5

miles wide, soft mud bottom. Most of the surface is covered with hyacinth and saw grass. Spoil banks on both

sides of the canal are overgrown to a height of about 12

feet and have only a few open spots where the lake can

be seen.

(432) At Citrus Center, Mile 88.8, a marina on the south

side of the waterway has berths with water, ice and a

launching ramp.

422 ■ Chapter 12 ■ Volume 4
(433) At Mile 90.0, an overhead power cable with a clearance of 75 feet crosses the canal.

(434) Ortona Lock, Mile 93.5, has a width of 50 feet, a

length of 250 feet, and a depth of 11 feet over the sills.

During periods of heavy discharge through the spillway

with the lock gates closed, the currents sweep toward

the spillway. Navigators approaching the lock should

exercise extreme caution and maintain maximum possible control at all times. A ramp and a 180-foot wharf

are about 500 yards west of the lock on the north bank.

(435) The waterway enters Caloosahatchee River

through a land cut west of Ortona Lock. Normal current in the river and canal is about 1.5 knots; however,

velocities are increased considerably during freshets.

(436) A list of hurricane havens, “Safe Harbors in

Caloosahatchee River During Hurricanes,” is available

from Lee County Division of Marine Sciences, 3410

Palm Beach Blvd., Fort Myers, FL 33916; telephone:

813-338-3375.

(437) Overhead power and telephone cables about 0.2

mile westward of Ortona Lock have a clearance of 76

feet.

(438) At Mile 100.8, there is a marina on the south side

of the canal with one berth, gasoline, diesel fuel, water

and ice available.

(439) LaBelle, Mile 102.9, has a pier and turning basin.

In May 1983, a depth of 41⁄2 feet was reported alongside

the pier. State Route 29 highway bridge crossing here,

has a bascule span with a clearance of 28 feet at the center. (See 117.1 through 117.59 and 117.317, chapter

2, for drawbridge regulations.) The overhead power and

television cables at the bridge have a least clearance of

60 feet.

(440) At Denaud, Mile 108.2, a highway bridge has a

swing span with a clearance of 9 feet. An overhead

power cable west of the bridge has a clearance of 79

feet. (See 117.1 through 117.59 and 117.317, chapter

2, for drawbridge regulations.)

(441) Alva, on the north bank at Mile 116.0, has a small

pier where gasoline, water, and some marine supplies

can be obtained. State Route 873 highway bridge crossing the waterway here, has a bascule span with a clearance of 23 feet. (See 117.1 through 117.59 and

117.317, chapter 2, for drawbridge regulations.) The

overhead power cable at the bridge has a clearance of

77 feet.

(442) W. P. Franklin Lock, Mile 121.4, has a length of

400 feet, width of 56 feet, and a depth of 14 feet over the

sill. A government operated recreation area with a

launching ramp, water, and picnic tables is on the

north side of the waterway adjacent to the lock.

(443) At Mile 124.0, just below Olga, there is a small marina where berths, gasoline, water, ice, some marine

supplies, a 10-ton forklift, and hull and engine repairs

are available. In October 2004, a depth of 6 feet was reported alongside.

(444) At Mile 125.6, Trout Creek enters the waterway.

Owl Creek branches from Trout Creek about 0.7 mile

above the entrance. There are two entrances from the

waterway into Trout Creek. The controlling depth, in

1963, was 5 feet in the western entrance and 7 feet in

the eastern entrance. At Owl Creek there is a

small-craft facility where wet storage and a forklift to

60 tons is available; hull and engine repairs can be

made. A 150-foot marine railway is at the facility.

(445) A highway bridge crossing the river at Mile 126.2

has a bascule span with a clearance of 27 feet at the center. (See 117.1 through 117.59 and 117.317, chapter

2, for drawbridge regulations.) A marina close west of

the bridge provides water, ice, gasoline, a pump-out

station, berths with electricity, wet and dry storage, a

launching ramp and a 20-ton forklift.

(446) At Mile 128.0, four overhead power cables have a

minimum clearance of 80 feet. The twin fixed highway

bridges at Mile 128.9 have a least clearance of 55 feet.

(447) Orange River enters the waterway at Mile 128.9.

In June 2004, the reported approach depth was 6 feet to

a marina about 0.6 mile above the mouth. Gasoline,

diesel fuel, a pump-out station, berths with electricity,

dry storage, a launching ramp and some marine supplies are available.

(448) Orange River is a hurricane refuge for small yachts.

The river is crossed by State Route 80 highway bridge

0.8 mile above the mouth. It has a fixed span with a

clearance of 13 feet. Adjacent to the bridge are overhead power cables with a minimum clearance of 38

feet. From the bridge to about 1.5 miles above the

mouth, other overhead cables have a minimum clearance of 20 feet.

Manatees

(449) Regulated speed zones for the protection of manatees are in the Caloosahatchee River from San Carlos

Bay to the Edison Memorial Bridge (U.S. 41) and in Orange River and at its confluence with Caloosahatchee

River about 5 miles above Edison Memorial Bridge.

(See Manatees, chapter 3.)

(450) The Caloosahatchee River is crossed at Mile 129.9

by a Seaboard System Railroad (SCL) bridge which has

a bascule span with a clearance of 5 feet. In the open position, the draw overhangs the channel above a height

of 55 feet.

(451) Edison Memorial Bridge (U.S. Business Route 41),

has two fixed spans which cross the Caloosahatchee

River at Fort Myers, Mile 134.5, with a clearance of 56

feet.

Intracoastal Waterway ■ Chapter 12 ■ 423
(452) Caloosahatchee Bridge (U.S. Route 41), which

crosses the Caloosahatchee River about 0.5 mile SW of

the Edison Memorial Bridge has a fixed span with a

clearance of 55 feet at the main channel.

(453) There are several small-craft facilities on the north

and south side of the river in the vicinity of the two

bridges (see the small-craft facilities tabulation on

chart 11427 for services and supplies available).

Chart 11472

(454) South of St. Lucie Inlet, the Intracoastal Waterway

enters Great Pocket at Mile 988.3, proceeds to a canal

at Mile 990.1, and continues through Peck Lake and

South Jupiter Narrows to Hobe Sound.

Manatees

(455) A regulated speed zone for the protection of manatees is in those waters of the Indian River other than

the Intracoastal Waterway from St. Lucie Inlet to Jupiter Inlet. (See Manatees, chapter 3.)

(456) State Route 708 highway bridge (locally known as

Hobe Sound bridge) at Mile 995.9 has a bascule span

with a clearance of 21 feet.

(457) Hobe Sound National Wildlife Refuge comprises

the shore areas west of the waterway from Mile 996.8

to Mile 999.7.

(458) The waterway continues in Hobe Sound to Conch

Bar, Mile 1001.3, and thence through Jupiter Sound

to Jupiter Inlet. At Mile 1004.1, near the southern end

of Jupiter Sound, State Route 707 highway bridge

crossing the waterway has a bascule span with a clearance of 25 feet. There are numerous small-craft facilities on both sides of the waterway in Jupiter Sound.

(See the small-craft facilities tabulation on chart 11472

for services and supplies available.)

(459) Jupiter Inlet is discussed in chapter 10.

(460) The waterway continues into Loxahatchee River at

Mile 1004.5. U.S. Route 1 highway bridge (locally

known as Federal Highway bridge) across the waterway

at Mile 1004.8 has a bascule span with a clearance of

26 feet at the center. The bridgetender monitors

VHF-FM channel 16; call sign WHW-793. Piers of a former bridge extend from shore on both sides of the

channel just west of the bridge. About 0.3 mile westward of the bridge, the waterway makes a sharp turn

just eastward of two other bridges, crosses Loxahatchee

River, and enters Lake Worth Creek.

(461) Care must be taken not to confuse the route of the

waterway with the passage through the two bridges

just westward of the sharp turn across the Loxahatchee

River at Mile 1005.1. Alternate State Route A1A

highway bridge crossing the river has a 47-foot fixed

span with a clearance of 25 feet. The Florida East Coast

railroad bridge has a 40-foot bascule span with a clearance of 4 feet. (See 117.299, chapter 2, for drawbridge

regulations.) The river shoals beyond these bridges. A

fixed highway bridge with a 34-foot removal span and a

clearance of 11 feet crosses the north fork of the river

about 2 miles above the railroad bridge. An overhead

power cable north of the bridge has a clearance of 38

feet.

(462) A marina with excellent facilities is immediately

east of the U.S. Route 1 bridge on the south side of the

river at Jupiter. Berths with gasoline, diesel fuel, electricity, pump-out station, ice, marine supplies, and

some engine repairs are available. In May 2009, 6 feet

was reported alongside. A smaller marina about 0.5

mile to the east had a reported approach and alongside

depth of 5 feet in January 2005; hull and engine repairs

available.

(463) State Route 706 highway bridge (locally known as

Indiantown Road bridge) at Mile 1006.2 has a bascule

span with a clearance of 35 feet at the center. The

bridgetender monitors VHF-FM channel 16; call sign

WHW-789. (See 117.1 through 117.59 and 117.261,

chapter 2, for drawbridge regulations.)

(464) At Mile 1007.1, an overhead power cable has a

clearance of 83 feet across the waterway. The Donald

Ross Road bridge crossing the waterway at Mile 1009.3

has a bascule span with a clearance of 35 feet. (See

117.1 through 117.59 and 117.261, chapter 2, for

drawbridge regulations.)

(465) State Route 74 (PGA Boulevard) highway bridge at

Mile 1012.6 has a bascule span with a clearance of 24

feet at the center. (See 117.1 through 117.59 and

117.261, chapter 2, for drawbridge regulations.) There

are several marinas close north and south of the bridge.

(See small-craft facilities tabulation on chart 11472 for

services and supplies available.)

(466) At Mile 1013.7, the waterway is crossed by U.S.

Route 1 highway bridge (locally known as Parker

Bridge). It has a twin bascule span having a clearance of

25 feet at the center. (See 117.1 through 117.59 and

117.261, chapter 2, for drawbridge regulations.) The

overhead power cable on the east side of the bridge has

a clearance of 85 feet.

(467) Just southeastward of the bridge is a yacht basin. In

March 2006, the reported approach depth to the basin

was 10 feet and 8 feet alongside. Gasoline, diesel fuel,

electricity, water, ice, pump-out station and wet storage are available.

(468) The Intracoastal Waterway enters Lake Worth at

Mile 1014.1 and traverses the lake from one end to the

other. The lake is a long, narrow, and shallow body of

water separated from the ocean by an island varying in

424 ■ Chapter 12 ■ Volume 4
width from 0.1 to 0.5 mile. Considerable dredging has

been done in Lake Worth for private channels and for

real estate development. Local knowledge is necessary

to carry the best water outside the limits of the marked

channels.

(469) There are many excellent and complete marinas

and repair yards for yachts along the shores of Lake

Worth.

(470) Little Lake Worth, at the north end of Lake Worth,

has a basin which in 1969, has depths of 12 to 14 feet.

State Route A1A highway bridge across the entrance

has a 27-foot fixed span with a clearance of 8 feet. A privately marked and dredged channel leads northward to

Little Lake Worth from the Intracoastal Waterway at

Mile 1014.2. In 1975-February 2000, the reported controlling depth was 7 feet. In June 1987, shoaling to an

unknown depth was reported just north of Light 9 and

Light 10.

(471) State Route A1A fixed highway bridge (Jerry

Thomas Memorial Bridge), crossing the waterway at

Mile 1017.2 and connecting Riviera Beach and Singer

Island, has a clearance of 65 feet.

(472) There are a number of marinas, fuel piers, and repair facilities on both sides of Lake Worth between the

bridge and the Port of Palm Beach. (See the small-craft

facilities tabulation on chart 11472 for services and

supplies available.)

(473) Lake Worth Inlet, Mile 1018.4, and the ship channel leading to the basin at the Port of Palm Beach, are

described in chapter 10.

(474) Anchorage for yachts drawing up to 14 feet is available in the buoyed channel on the east side of Lake

Worth leading southward from Port of Palm Beach

main ship channel; the best area is immediately south

of the ship channel.

Manatees

(475) A regulated speed zone for the protection of manatees is in the vicinity of the powerplant discharge at Riviera Beach at Mile 1018.5. (See Manatees, chapter 3.)

(476) On the west side of the lake at Mile 1019.8, there is

a marina with berths, electricity, diesel fuel, gasoline,

ice, water, marine supplies, pump-out station, and wet

and dry storage are available. Hull, engine, and electronic repairs can be made; lift to 99 tons and marine

railway to 99 feet. In November 2004, the reported approach depth was 12 feet with an alongside depth of 10

feet. Stores, motels and the Palm Beach International

Airport are nearby.

(477) West Palm Beach, Mile 1021.9, on the west shore of

Lake Worth, is a resort city which is also of considerable

commercial importance. The city has complete supplies and services for yachts.

(478) The long pier of a marina is at Mile 1021.6 in West

Palm Beach, about 0.1 mile north of the highway

bridge. Palm Beach Yacht Club is at the marina. In November 2004, the reported approach depth was 9 feet

with 8 feet alongside; berths with electricity, water, and

ice are available.

(479) The yacht club pier is also near the Good Samaritan

Hospital; medical aid to boatmen is available at the hospital.

(480) Flagler Memorial Bridge (State Route A1A), Mile

1021.8 has a bascule span with a clearance of 17 feet at

the center. The bridgetender monitors VHF-FM channel 16, call sign WHW-785. (See 117.1 through

117.59 and 117.261, chapter 2, for drawbridge regulations.)

(481) About 0.1 mile south of the bridge, a privately

maintained and marked channel leads westward to a

marina. Gasoline, diesel fuel, electricity, water, ice, marine supplies and wet storage are available; restaurants,

motels, hotels are close by.

(482) Royal Palm (Royal Park) bridge (State Route 704),

Mile 1022.6, has a bascule span with a clearance of 21

feet. The bridgetender monitors VHF-FM channel 16,

call sign WHW-681. (See 117.1 through 117.59 and

117.261, chapter 2, for drawbridge regulations.) Mariners are advised that waterway restrictions, authorized

by the Marine Safety Office, Miami, are being enforced

during the construction. Announcement of these restrictions are broadcast on VHF-FM channel 9.

Chart 11467

(483) From West Palm Beach, the waterway continues

southward to the south end of Lake Worth at Mile

1034.3, thence through a cut to Lake Wyman at Mile

1045.7.

(484) Southern Boulevard Bridge (State Route 80), Mile

1024.7, has a bascule span with clearance of 14 feet at

the center. The bridgetender monitors VHF-FM channel 16, call sign WHW-777. (See 117.1 through 117.59

and 117.261, chapter 2, for drawbridge regulations.)

(485) West Palm Beach Canal enters the waterway at

Mile 1026.8. A fixed highway bridge with a clearance of

12 feet is about 0.3 mile above the mouth. In 1983, the

reported controlling depth in the canal was 7 feet.

(486) At Lake Worth, Mile 1028.8, State Route 802 highway bridge (locally known as Lake Worth Avenue

bridge) crossing the waterway has a bascule span with a

clearance of 38 feet at the center and 35 feet elsewhere.

The bridgetender monitors VHF-FM channel 16 and

works channel 13.

(487) A repair yard in the yacht basin on the west side of

the lake at Mile 1030.5 has berths with electricity,

Intracoastal Waterway ■ Chapter 12 ■ 425
gasoline, water, a pump-out station, ice, marine suplies

and dry storage. Hull, engine and electronic repairs can

be made. In February 2007, an approach depth of 7 feet

was reported.

(488) At Lantana, Mile 1031.0, Lantana Avenue bridge

crossing the waterway has a bascule span with a clearance of 13 feet at the center. (See 117.1 through

117.59 and 117.261, chapter 2, for drawbridge regulations.) The bridgetender monitors VHF-FM 16 and

works channel 13. There are small-craft facilities at

Miles 1032.6 and 1033.1. Berths with electricity, gasoline, diesel fuel, water, ice, marine supplies, pump-out

station, wet and dry storage are available. A lift to 85

tons is available for hull and engine repairs.

(489) At Boynton Inlet, Mile 1033.7, easterly winds

cause currents that have great velocity and must be

reckoned with when navigating the Intracoastal Waterway. The inlet is discussed in chapter 10.

(490) The waterway enters a cut at Mile 1034.3. East

Ocean Avenue/State Route 804 highway bridge crossing the waterway at Boynton Beach, Mile 1035.0, has

a bascule span with a clearance of 21 feet. The

bridgetender monitors VHF-FM channel 16 and works

channel 13; call sign WHW-773.

(491) Just north of the bridge on the western shore of the

lake there are two small-craft facilities where berths

with electricity, gasoline, diesel fuel, a pump-out facility, water and ice are available. In February 2007, the

reported approach detph was 10 feet with 8 feet alongside.

(492) At Mile 1035.8, Woolbright Road highway bridge

with a bascule span and clearance of 25 feet crosses the

waterway. The bridgetender monitors VHF-FM channel 16 and works channel 13.

(493) The Eighth Street highway bridge over the waterway at Mile 1038.7 has a bascule span with a clearance

of 9 feet at the center. (See 117.1 through 117.59 and

117.261, chapter 2, for drawbridge regulations.) The

bridgetender monitors VHF-FM channel 16 and works

channel 13.

(494) Just south of the bridge on the west side of the waterway there is a boatyard that makes hull, engine, and

electronic repairs. The yard has berthage with electricity, gasoline, diesel fuel, water, ice, a pump-out station

and dry storage.

(495) At Delray Beach, Mile 1039.6, the Atlantic Avenue

(State Route 806) highway bridge has a bascule span

with a clearance of 12 feet at the center. The

bridgetender monitors VHF-FM channel 16 and works

channel 13; call sign WHW-769. (See 117.1 through

117.59 and 117.261, chapter 2, for drawbridge regulations.) A marina on the west side of the waterway, 300

yards south of the highway bridge, at Mile 1039.7 has

berths, electricity, water, ice and pumpout available. A

marina on the west side of the waterway about 1 mile

south of the bridge, at Mile 1040.6 has berths, electricity, gasoline, diesel fuel, water, ice, pump-out station

and wet storage.

(496) Linton Boulevard (12th Street) bascule bridge with

a clearance of 30 feet at the center crosses the waterway

at Mile 1041.0.

(497) Spanish River Road bascule bridge with a clearance

of 21 feet (25 feet at the center) crosses the waterway at

Mile 1044.9. The bridgetender monitors VHF-FM

channels 13 and 16.

(498) At Mile 1045.7, the waterway enters Lake Wyman,

crosses the lake through a dredged channel, marked by

lights and daybeacons, and then continues southward

to Lake Boca Raton and Boca Raton Inlet.

(499) State Route 798 (Palmetto Park Road) highway

bridge at Boca Raton Mile 1047.5, has a bascule span

with a clearance of 19 feet at the center. Just south of

the west side, is a surfaced launching ramp. The waterway enters Lake Boca Raton at Mile 1047.7. Boca

Raton Inlet leads from the lake to the Atlantic Ocean.

The inlet is described in chapter 10 (note the dangers).

(500) The waterway leaves Lake Boca Raton at Mile

1048.1 and enters a long land cut. Crossing the north

end of the land cut at Mile 1048.2, Camino Real highway bridge has a bascule span with a clearance of 9 feet

at the center. (See 117.1 through 117.59 and 117.261

(aa-1), chapter 2, for drawbridge regulations.) Care

should be exercised at this bridge as strong currents

may be encountered; the sides of the canal are rocky.

(501) Hillsboro Drainage Canal enters the Intracoastal

Waterway from the west at Mile 1049.9 near Deerfield

Beach. The confluence of the canal and the waterway

on the north side of the bridge creates a dangerous condition in the channel. During periods of maximum discharge through the canal, hazardous currents develop

in the Intracoastal Waterway channel about 100 yards

north of Deerfield Beach Bridge.

(502) Vessels proceeding southward should not approach

the bridge until it is fully opened for passage, and

should at all times maintain sufficient headway to

avoid being carried toward the east fender system by

the flow of water from Hillsboro Drainage Canal that

generates considerable cross current, especially during

periods of flood.

(503) About 0.8 mile up Hillsboro Drainage Canal, U.S.

Highway 1 bridge has a 40-foot fixed span with a clearance of 14 feet. Just above the bridge is a marina with

berths, electricity, gasoline, diesel fuel, water, ice and

dry storage available. A 50-ton lift is available for hull,

engine, and electronic repairs.

(504) Just below the canal, at Mile 1050.0, the Intracoastal Waterway is crossed at Deerfield Beach by State

Route 810 highway bridge that has a bascule span with

426 ■ Chapter 12 ■ Volume 4
a clearance of 21 feet at the center. The bridgetender

monitors VHF-FM channel 16 and works on channel

13. (See 117.1 through 117.59 and 117.261, chapter

2, for drawbridge regulations.)

(505) Just south of the bridge on the west side of the waterway is a marina with berthage for 40 boats with 6

feet reported alongside. In May 2002, the reported

depth was 6 feet from the waterway into the basin. Electricity, gasoline, diesel fuel, water, ice, and wet storage

are available.

(506) Hillsboro Inlet at Mile 1053.9, is described in

chapter 10. Between Hillsboro Inlet and Pompano

Beach, including Lake Placid, there are several marinas and repair facilities. (See the small-craft facilities

tabulation on chart 11467 for services and supplies

available.)

(507) At Mile 1055.0, Northeast 14th Street bridge has a

double-leaf bascule span with a clearance of 15 feet.

The bridgetender monitors VHF-FM channel 16 and

works on channel 13. (See 117.1 through 117.59 and

117.261, chapter 2, for drawbridge regulations.)

(508) At Pompano Beach, Mile 1056.0, there is the Atlantic Boulevard/State Route 814 highway bridge with

a bascule span with a clearance of 15 feet at the center.

The bridgetender monitors VHF-FM channel 16 and

works on channel 13. (See 117.1 through 117.59 and

117.261, chapter 2, for drawbridge regulations.)

(509) Lake Santa Barbara, on the west side of the waterway at Mile 1056.8, has several marinas and boatyards.

Berths with gasoline, diesel fuel, water, ice and

pump-out are available. A marine railway can handle

crafts up to 60 feet and a 25-ton lift is available for hull,

engine, and electronic repairs.

(510) At Mile 1059.0, Commercial Boulevard bridge

over the waterway near Lauderdale-by-the-Sea has a

bascule span with a clearance of 15 feet. The bridgetender monitors VHF-FM channel 16 and works on

channel 13. (See 117.1 through 117.59 and 117.261,

chapter 2, for drawbridge regulations.)

(511) At Mile 1060.5, the Oakland Park Beach Boulevard

highway bridge over the waterway near Oakland Park

has a bascule span with a clearance of 22 feet at the center. The bridgetender monitors VHF-FM channel 16

and works on channel 13. (See 117.1 through 117.59

and 117.261, chapter 2, for drawbridge regulations.)

(512) At Mile 1062.6, the two Sunrise Boulevard (State

Route 838) highway bridges, at Fort Lauderdale, have

bascule spans with a minimum clearance of 25 feet at

the center. The bridgetender monitors VHF-FM channel

16 and works on channel 13. (See 117.1 through 117.59

and 117.261, chapter 2, for drawbridge regulations.)

(513) Middle River enters the waterway from westward

about 0.6 mile south of the Sunrise Boulevard bascule

bridges; the reported controlling depths, in June 1975,

were 6 feet to the Sunrise Boulevard highway bridge

0.9 mile above the mouth, thence 5 feet to the U.S.

Route 1 bridge 2.2 miles above the mouth. The Sunrise

Boulevard highway bridge about 0.9 mile above the

mouth, reportedly has a 29-foot fixed span with a clearance of 5 feet. About 1 mile north of the bridge is an

overhead power cable with a clearance of 38 feet. U.S.

Route 1 highway bridge has a 29-foot fixed span with a

clearance of 8 feet.

(514) An overhead power cable with a clearance of 46 feet

crosses the river just eastward of U.S. Route 1 highway

bridge.

(515) Middle River divides into North Fork and South

Fork just westward of U.S. Route 1 highway bridge.

North Fork is crossed by a 27-foot fixed span with a

clearance of 41⁄2 feet about 2.2 miles above the mouth of

Middle River.

(516) Speed in Middle River is limited to no wake from a

point 1 mile above the Sunrise Boulevard Highway

Bridge.

(517) Fort Lauderdale, Mile 1065.0, a large and colorful

city known as the “Venice of America,” is served by the

Florida East Coast Railway and the Seaboard System

Railroad. Navigable waters include the myriad of manmade canals in addition to the natural waterways. The

canals between the manmade islands are used by the riparian owners and their guests.

(518) All facilities for yachts are available at Fort Lauderdale, and several thousand yachts base here in the winter. (See the small-craft facilities tabulation on chart

11467 for services and supplies available.) There are

many bathing and recreation facilities, hotels, restaurants, and shopping centers in the city. A monument

marks the original site of Fort Lauderdale, built in 1838

during the Seminole War.

(519) At Mile 1064.0, Las Olas Boulevard highway bridge

has a bascule span with a reported clearance of 24 feet

at the center. The bridgetender monitors VHF-FM

channel 13 (156.65 MHz).

(520) The large Bahia Mar yacht basin, consisting of two

divided basins and an outer wharf, is on the east side of

the Intracoastal Waterway about 0.4 mile southward of

Las Olas Boulevard Bridge. Depths of 7 to 14 feet are

alongside the face of the wharf, and decreasing depths

from 11 to 51⁄2 feet at the finger piers in the basins. The

office of the yacht basin’s dockmaster is in the administration building on the outer wharf. The dockmaster

makes all berthing arrangements. Gasoline, diesel fuel,

water, electricity, showers, ice, restaurant, motel, shopping center, and marine supplies are available. All kinds

of supplies are available in the city.

(521) New River, the main navigation channel in this

area, is entered through two connecting channels at

Mile 1065.0 and Mile 1065.3. In April 2002, the

Intracoastal Waterway ■ Chapter 12 ■ 427
controlling depths were 8.0 feet in the north and south

connecting channels, thence 6.3 feet (8.0 feet at midchannel) for about 0.5 mile above the junction of the

connecting channels, thence in 1977, 7 feet to the William H. Marshall Memorial Bridge, about 1.7 miles

above the waterway, thence in December 1976, 6 feet to

the junction of South Fork, thence 6 feet in South Fork

for 1.4 miles, thence 31⁄2 feet in South Fork and South

New River Canal to the junction with Dania Cut-Off Canal. At Tarpon Bend, 0.6 mile above the mouth, the

channel is narrow and there are strong currents; also,

heavy traffic can be expected here. In October 1981, a

submerged piling was reported in South Fork in about

26°06'13"N., 80°09'35"W. In 1978, a submerged obstruction marked by a steel pipe was reported in South

New River Canal in about 26°05.0'N., 80°11.1'W.

(522) Above the junction of New River with the Intracoastal Waterway, New River and South Fork are

crossed by the following bridges with bascule spans and

overhead cables: U.S. Route 1 passes through a tunnel

under the river at Southeast Sixth Avenue; at 1.1 miles,

Southeast Third Avenue highway bridge, clearance 16

feet; at 1.3 miles, South Andrews Avenue Bridge, clearance 21 feet; at 1.4 miles, Florida East Coast Railway

bridge, clearance of 4 feet; an overhead power cable just

above the railway bridge has a clearance of 80 feet; at

1.7 miles, the William H. Marshall Memorial Bridge

with a clearance of 20 feet at the center; the overhead

power cable just above this bridge has a clearance of 80

feet; on the South Fork, 0.8 mile above the mouth of

the fork, Southwest 12th Street bridge has a clearance

of 21 feet; at 2.7 miles, two parallel fixed highway

bridges, clearance 55 feet; at 2.8 miles, Seaboard System Railroad (SCL) bridge, clearance 2 feet; the overhead power cable at the bridge has a clearance of 71

feet; at 3.8 miles, State Highway 84 bridge has a 40-foot

bascule span with a clearance of 21 feet; and at 3.9

miles, state highway 595 bridge has a clearance of 40

feet. The Southeast Third Avenue bridge, South Andrews Avenue bridge, William H. Marshall Memorial

Bridge, and Davie Boulevard bridge are equipped with

radiotelephones; the bridgetenders monitor VHF-FM

channel 13. (See 117.1 through 117.59, 117.313, and

117.315, chapter 2, for drawbridge regulations.) Overhead power cables close southward and 0.1 mile southward of the State Highway 84 bridge have a least

clearance of 50 feet.

(523) The mean range of tide at the Andrews Avenue

Bridge, New River, is 2.1 feet. The range increases towards the mouth of the river and is 2.4 feet at the Bahia

Mar yacht basin, Fort Lauderdale. Strong currents may

be encountered above the Southeast Sixth Avenue Tunnel; strangers going upriver are advised to obtain information from the City Dockmaster.

(524) Speed in New River is limited to no wake.

(525) Both banks of New River between U.S. Route 1

highway tunnel and Florida East Coast railroad bridge

are owned by the city. Along the bulkheads, berths with

water and electricity are provided for yachts. Arrangements for space are made with the city dockmaster,

whose office is at 14 South New River Drive East. He

has police powers over all the waterways within the city

limits.

(526) South New River Canal joins the South Fork of

New River with the Dania Cut-Off Canal. Overhead

power cables across it have a minimum clearance of 60

feet.

Manatees

(527) A regulated speed zone for the protection of manatees is in the vicinity of the powerplant at Fort Lauderdale near the junction of South New River Canal and

Dania Cut-Off Canal. (See Manatees, chapter 3.)

(528) A number of large storage yards are on New River

about 2.5 miles above the city-owned berthing area.

Several repair yards and storage basins are up the river.

The largest shipyard has a marine elevator with a capacity of 300 tons, and a marine railway that can handle

vessels up to 120 feet. Any hull or engine repairs can be

made, and machine shops are available. Some yards

have cranes of up to 50-ton capacity for rail-water or

truck-water transfer.

(529) From New River, the Intracoastal Waterway continues southward through the Stranahan River. At

Mile 1065.9, Fort Lauderdale Southeast 17th Street

(State Route A1A) highway bridge has a twin bascule

span with an authorized clearance of 55 feet at the center. The bridgetender monitors VHF-FM channel 13.

(See 117.1 through 117.59 and 117.261, chapter 2,

for drawbridge regulations.) Speed in Stranahan River

is limited to no wake.

(530) The entrance channel to the Lauderdale Yacht Club

is on the west side of Stranahan River about 0.4 mile

north of the Fort Lauderdale Southeast 17th Street

bridge. The channel to the club from the Intracoastal

Waterway is reported to be marked by a private lighted

range and privately maintained piles. Depths of 7 feet

are reported in the channel, and 5 feet alongside the

pier and bulkhead. Water, electricity, and dockage are

available for members.

(531) There are five marinas on the west side of

Stranahan River. Two are close northward of the Southeast 17th Street highway bridge, and the other three

are near the head of Seminole River, the first canal extending westward just north of the bridge. (See the

small-craft facilities tabulation on chart 11467 for services and supplies available.) In April 1983, the

428 ■ Chapter 12 ■ Volume 4
reported controlling depth in Seminole River was 12

feet from the Intracoastal Waterway and 4 feet near the

head.

(532) The Mercedes River extends eastward from the

Intracoastal Waterway at Mile 1065.7 to Lake Sylvia. A

highway bridge crossing the river has a 26-foot fixed

span with a clearance of 7 feet. In April 1983, the reported controlling depth in Mercedes River was 8 feet

from the waterway to the bridge. A large marina on the

south side of the entrance has gasoline, diesel fuel, water, ice, electricity, restrooms, showers, berthing, marine supplies, motel, restaurant, and provisions

available. Depths alongside the piers and bulkheads are

15 to 41⁄2 feet.

(533) A highway bridge over Marietta River, which extends southward from Mercedes River, has a 23-foot

fixed span with a clearance of 8 feet. From just south of

the bridge, Marion River extends eastward into Mayan

Lake from Marietta River.

(534) Port Everglades, Mile 1066.3, and Port Laudania

on Dania Cut-Off Canal are described in chapter 10.

(535) Fort Lauderdale Coast Guard Station is on the east

side of the waterway at Mile 1066.8.

(536) Whiskey Creek (Dania Sound) (chart 11470),

which is about 1.6 miles long, lies between the

Intracoastal Waterway and the ocean. Highway and pedestrian bridges crossing the sound have least clearances of 20 feet horizontal and 10 feet vertical.

Overhead power and telephone cables at the bridges at

the north and south entrances have a minimum clearance of 30 feet.

(537) At Mile 1067.5, the waterway enters a land cut.

Manatees

(538) Regulated speed zones for the protection of manatees are in Port Everglades west of the line between

Light 11 and Light 12 and south along the Intracoastal

Waterway through and including the discharge canal of

the power plant at Port Everglades and the Dania Cut-off

Canal.

(539) Dania Cut-Off Canal enters the waterway at Mile

1068.8. The canal was constructed by the county for

drainage purposes, and during floodwater periods it

may cut through to the ocean. In May 1983, the canal

had a reported controlling depth of 9 feet to the first

turn about 0.9 mile above the Intracoastal Waterway,

thence 51⁄2 feet to the powerplant at the intersection

with South New River Canal, a distance of about 5

miles. An overhead power cable with a clearance of 130

feet crosses the canal about 0.6 mile westward of the intersection with the Intracoastal Waterway. Numerous

commercial vessels use the first mile of the canal when

calling at Port Laudania. These vessels are generally

size and draft restricted to the center of the channel for

their safe navigation. To prevent dangerous meeting

situations, vessels over 50 feet in length or over 7 feet of

draft should give Security calls on VHF-FM channels

13 and 16 prior to transiting the Dania Cut-off Canal.

An unmarked rock awash extends about 45 feet into the

channel on the south side of the canal about 0.8 mile

above the entrance.

(540) Obstructions, marked by buoys, have been reported

in the canal about 1 and 1.2 miles above the entrance.

(541) In July 1985, a sunken wreck was reported about

1.5 miles above the entrance in about 26°03'33"N.,

80°08'28"W.

(542) There are several small-craft facilities in the vicinity of Port Laudania. (See the small-craft facilities tabulation on chart 11467 for services and supplies

available.)

(543) A yacht basin is in the canal at Dania, 1.7 miles

from the waterway has water, electricity and a 20-ton

lift available; hull and engine repairs can be made. West

of the yacht basin, bridges, overhead cables, pipelines,

and other obstructions restrict the channel width to 28

feet and overhead clearance to 91⁄2 feet.

(544) Dania Beach (State Route A1A) highway bridge,

Mile 1069.4, has a bascule span with a clearance of 22

feet at the center. The highway bridge across the waterway at Mile 1070.5 (locally known as Sheridan Street

bridge) has a bascule span with a clearance of 22 feet at

the center. The bridgetenders monitor VHF-FM channel 13. Just south of the bridge and on the east side of

the waterway there are several places where some supplies may be obtained. Depths are 8 to 12 feet alongside

the bulkhead.

(545) At the southeast corner of North Lake, Mile

1072.1, a yacht basin has berths with electricity, water,

ice, and depths of 6 to 8 feet reported alongside in October 1998; there is a paved launching ramp.

(546) Hollywood, Mile 1072.2, is about 1 mile west of

the waterway. On the ocean side east of the city is the

Hollywood Beach Hotel, a very prominent structure.

Gasoline can be obtained at a service station on the east

side of the waterway. There are no repair facilities.

(547) Hollywood Boulevard (State Route 820) bridge,

Mile 1072.2, has a bascule span with a clearance of 25

feet at the center. The bridgetender monitors VHF-FM

channel 13. (See 117.1 through 117.59 and 117.261,

chapter 2, for drawbridge regulations.)

(548) At Hallandale Boulevard, Mile 1074.0,State Route

824 highway bridge has a bascule span with a clearance

of 22 feet. The bridgetender monitors VHF-FM channel

16 and works on channel 13. See 117.1 through

117.59 and 117.261, chapter 2, for drawbridge regulations.) In March 1999, a replacement bridge was under

construction with a design clearance of 24 feet.

Intracoastal Waterway ■ Chapter 12 ■ 429
(549) At Mile 1076.3, the N.E. 192nd Street fixed highway bridge has a clearance of 65 feet.

(550) At Mile 1076.3, the waterway enters shallow

Dumfoundling Bay. A dredged channel, marked by private daybeacons and lights, leads west from the waterway

at Mile 1076.5 to an industrial area. In March 2001, the

reported controlling depth was 5 feet. Care is required

here as spoil banks are close aboard on both sides of the

dredged channel through the bay. A sharp turn to the

south is necessary to enter Biscayne Creek at Mile

1077.3.

(551) The Florida Department of Natural Resources has

established a slow-no wake speed zone in Biscayne

Creek from Mile 1077.3 to Mile 1078.5.

(552) Maule Lake, on west side of the waterway at Mile

1077.3, is entered through a privately marked channel

leading from the waterway at the southwest corner of

Dumfoundling Bay. In April 1983, the reported controlling depth in the channel was 12 feet, and depths in the

lake were 21⁄2 to 17 feet over rocky bottom. At a marina

on the west shore of the lake is berthage for 280 boats

with depths from 18 to 8 feet alongside; controlling

depth is 8 feet to the piers. Gasoline, diesel fuel, water,

ice, pumpout, wet and dry storage are available. A

68-ton mobile lift is available for complete marine repairs.

(553) At Mile 1078.0, State Route 826 highway bridge

(locally known as Sunny Isles bridge) crossing the waterway, has a bascule span with a clearance of 30 feet.

(See 117.1 through 117.59 and 117.261, chapter 2,

for drawbridge regulations.) The overhead power cable

55 yards north of the bridge has a clearance of 71 feet.

(554) On the east bank of the waterway, at Mile 1078.0

and just south of the highway bridge, a marina has

berths, gasoline, diesel fuel, water, ice, electricity, and

marine supplies. There is a 30-ton marine lift that can

handle boats for hull, engine, and electronic repairs. In

April 1983, the reported controlling depth was 21 feet

from the waterway to the marina, and there were

depths of 7 to 8 feet alongside.

(555) Oleta Riverleads westward from Biscayne Creek, at

Mile 1078.0, and continues on into Maule Lake. The

reported controlling depths, in April 1983, were 4 feet

from the Intracoastal Waterway to the highway bridge

1.5 miles above the entrance, thence 21⁄2 feet into Maule

Lake. Another fixed bridge crosses the river about 0.3

mile above the entrance.

(556) The Intracoastal Waterway enters the northern end

of Biscayne Bay at Mile 1078.5. The bay is a shallow

body of water extending about 33 miles southward, and

is unexcelled as a yachting and small-boating area. The

upper part of the bay is very shallow, about 2 miles

wide, and is separated from the Straits of Florida by a

narrow peninsula, Virginia Key, and by Key Biscayne.

The remainder of the bay south of Miami has an average width of about 7 miles, general depths of 9 to 10 feet

with several places having depths of 13 to 15 feet, and is

separated from Hawk Channel by a number of keys and

coral banks through which there are several narrow

and shallow channels. In the lower part of Biscayne Bay

and in the bays and sounds southward, the water is so

clear on calm days that the bottom can be seen at considerable depths. On windy days, the water becomes

milky and opaque.

(557) At Mile 1079.5, an unmarked channel leads southward to Bakers Haulover Inlet. In May-June 1983, the

controlling depth in the channel was 61⁄2 feet at

midchannel to the highway bridge crossing the inlet. A

large municipal marina for the use of yachtsmen and

party fishermen is on the east side of the channel just

south of the waterway. The marina may also be approached through an unmarked channel that leads east

from the waterway at Mile 1079.8. In May-June 1983,

the controlling depth was 8 feet in the channel and in

the basin, and thence in April 1983, 7 feet reported at

the finger piers. Gasoline, diesel fuel, water, ice, and

electricity are available. There is berthage for 58 boats;

a charge is made for docking. A launching ramp is also

available.

(558) The Florida Department of Natural Resources has

established a slow-no wake speed zone where the unmarked channels converge just north of Bakers

Haulover Inlet from Mile 1079.5 to Mile 1079.8.

(559) Bakers Haulover Inlet is described in chapter 10.

(560) Bal Harbour, a private development, is immediately southward of Bakers Haulover Inlet. Several large

hotels are conspicuous landmarks.

(561) At Mile 1080.4, an unmarked channel leads

south-southeasterly to Bal Harbour yacht basin that

has a depth of 14 feet. The channel had a reported controlling depth of 7 feet in April 1983. The yacht basin is

for members only, but other craft may take refuge here

during bad storms.

(562) Indian Creek extends southward about 6 miles

along the eastern part of Biscayne Bay from Bal Harbour to Collins Canal in Miami Beach. In 1963, the controlling depth was 5 feet in Indian Creek. A highway

bridge and a pipeline bridge across the creek from Bal

Harbour to Bay Harbor Islands each have a 43-foot fixed

span with a clearance of 12 feet. An overhead power cable on the north side of the bridge has a clearance of 51

feet. About 0.5 mile southward, the bridge at Surfside

has a 40-foot fixed span with a clearance of 12 feet. The

bridge between Atlantic Heights and Normandy Isle

has a 29-foot fixed span with a clearance of 5 feet.

(563) On the east side of Allison Island, Indian Creek is

crossed by West 63rd Street bridge with a bascule span

having a clearance of 11 feet. (See 117.1 through

430 ■ Chapter 12 ■ Volume 4
117.49 , chapter 2, for drawbridge regulations.) A highway bridge over the channel west of the island has a

23-foot fixed span with a clearance of 6 feet. Southward

of Allison Island, fixed bridges crossing Indian Creek

limit the channel to a minimum width of 41 feet and a

clearance of 12 feet.

(564) From the southern end of Indian Creek, Collins

Canal leads southwesterly along the southeast side of

the prolongation of Venetian Causeway. In April 1983,

the reported controlling depth was 3 feet in the canal.

Fixed bridges crossing the canal limit the channel

width to 23 feet and the clearance to 5 feet.

(565) At Mile 1080.9, a channel on the west side of the

Intracoastal Waterway leads northwestward to the west

shore, follows the shore in a northerly direction to New

Arch Creek, and follows the creek about 0.8 mile westward to two marinas where berths with electricity, gasoline, diesel fuel, water, ice, and marine supplies are

available. A 30-ton mobile hoist is also available; hull,

engine, and electronic repairs can be made. The channel is marked by daybeacons.

(566) At Mile 1081.4, Broad Causeway (NE 123rd

Street) highway bridge crossing the Intracoastal Waterway has a bascule span with a clearance of 16 feet at

the center. (See 117.1 through 117.59 and 117.261,

chapter 2, for drawbridge regulations.) The bridgetender monitors VHF-FM channels 13 and 16. The

Florida Department of Natural Resources has established a slow-no wake speed zone in the Intracoastal

Waterway extending 100 yards on both sides of the

Broad Causeway highway bridge. Immediately south of

the causeway, a privately marked channel leads to a marina on the west side of the bay.

(567) Miami Beach Channel, about 0.5 mile south of

Broad Causeway, is a natural channel that leads southeastward to Biscayne Point, thence along the west and

south sides of Normandy Isle, thence along the east

shore of the bay southward to Venetian Causeway and

Collins Canal in Miami Beach, and thence along the

west side of Miami Beach southward of MacArthur

Causeway and Meloy Channel. In April 1983, the reported controlling depths were 7 feet from the waterway southward to the Julia Tuttle Causeway, except for

shoaling to 3 feet about 0.4 mile above the causeway at

Daybeacon 22, thence 9 feet to Meloy Channel.

(568) Four bridges cross the channel. At Normandy Isle

the easterly bascule span of the 79th Street Causeway

has a clearance of 25 feet at the center. The large marina on Treasure Island at the west end of bridge has

berths with electricity, water and ice. In October 1998,

depths of 9 feet were reported alongside. The easterly

fixed span of the 36th Street Causeway has a clearance

of 35 feet; Venetian Causeway bascule span between

Rivo Alto Island, the most easterly of the Venetian

group, and Belle Isle has a clearance of 9 feet. The fixed

bridge near the east end of MacArthur Causeway has a

clearance of 35 feet. (See 117.1 through 117.59 and

117.269, chapter 2, for drawbridge regulations.)

(569) A marina on Miami Beach Channel, just north of

the MacArthur Causeway Bridge, has berthage with

electricity, gasoline, diesel fuel, water, ice, some marine supplies; hull, engine, and electronic repairs can

be made. On the south side of the bridge on Meloy

Channel, is a charter-boat facility. Meloy Channel is described in chapter 10.

(570) At Mile 1083.8, a dredged channel leads southeastward from the Intracoastal Waterway to a private yacht

basin in Harbor Island just north of the 79th Street

Causeway. In April 1983, the reported controlling

depth was 5 feet. The channel is marked by private

piles.

(571) Seventy-Ninth Street Causeway, Mile 1084.6, has

a bascule span over the waterway that has a clearance of

25 feet at the center. The Florida Department of Natural Resources has established a slow-no wake speed

zone in the Intracoastal Waterway extending 100 yards

on both sides of the 79th Street Causeway Bridge.

(572) Little River flows into the west side of Biscayne Bay

at Mile 1084.9. Yachts tie up along the banks of the

river. In 1975, the controlling depth was 6 feet to the

highway bridge about 0.6 mile above the mouth. The

bridge (U.S. Route 1) has a 34-foot fixed span with a

clearance of 8 feet. Boats that can clear this bridge can

continue upstream to the dam at the Florida East Coast

Railway bridge, which is the head of navigation. The

controlling depth was 3 feet, in 1963, from the highway

bridge to the dam.

(573) A boatyard is on the north shore of Little River,

about 0.6 mile above the mouth. The yard has a 20-ton

marine lift, and a marine railway that can handle craft

up to 50 feet. Gasoline, water, ice, electricity, and marine supplies are available. There is berthage for about

15 boats with 7 to 10 feet reported alongside in April

1983. There is a machine shop on the premises; hull

and engine repairs can be made.

(574) Julia Tuttle (Thirty-Sixth Street) Causeway, Mile

1087.1, has a fixed span over the waterway with a

clearance of 56 feet, which is the least overhead clearance of the fixed bridges over the main route of the

Intracoastal Waterway between Norfolk and Miami.

(575) At Mile 1088.5, Sunset Harbor Channel leads eastward through Biscayne Bay and connects with Miami

Beach Channel on the east side of the bay just northward

of Belle Isle. The channel is marked by private lights and

daybeacons and in December 1991, the controlling

depth was 6 feet except for lesser depths to 3 feet in the

vicinity of Miami Beach Channel Daybeacon 30.

Intracoastal Waterway ■ Chapter 12 ■ 431
(576) Venetian Causeway, Mile 1088.6, has a bascule

span over the waterway with a clearance of 12 feet at

the center. (See 117.1 through 117.59 and 117.261,

chapter 2, for drawbridge regulations.)

(577) The Florida Department of Natural Resources has

established a slow-no wake speed zone from 100 yards

north of the Venetian Causeway bascule bridge at Mile

1088.5 to the southern tip of Claughton Island, Mile

1090.5.

(578) MacArthur Causeway, Mile 1088.8, has a fixed

span with a clearance of 65 feet. The bridge connects

with Watson Island.

(579) At Mile 1089.4, the waterway is crossed by a fixed

highway bridge with a clearance of 65 feet. The bridge

connects with Port of Miami (Dodge Island). The trestle of the old bascule bridge remains but is reportedly

maintained in the open position.

(580) Miami, Miami Beach, and Miami Harbor, Mile

1089.1 are described in chapter 10.

(581) At Mile 1089.8, Fishermans Channel, a private

channel maintained by the City of Miami, leads northeastward from the waterway to a turning basin off the

southwest corner of Dodge Island, thence eastward to

the turning basin at Fisher Island. The channel that

connects the waterway to the turning basin off Dodge

Island has natural depths to 8 feet, thence in

1988-1989, the controlling depth was about 19 feet to

the turning basin at Fisher Island, with lesser depths

along the shore of Dodge Island. The channel is well

marked. About 1.1 miles westward of Fisher Island, a

natural channel leads southward from Fishermans

Channel to Rickenbacker Causeway. The channel is little used and is unmarked. In April 1983, it was reported

to have a depth of 6 feet.

(582) At Mile 1090.5, a dredged channel leads northnorthwest from the waterway, west of Claughton Island, to the mouth of the Miami River. This channel is

the approach to Miami River from the south. In 1967,

the centerline controlling depth was 8 feet. A highway

bridge with a 49-foot fixed span and a clearance of 8 feet

crosses the channel from the mainland to Claughton

Island.

(583) From Miami the Intracoastal Waterway continues

southward along the waterfront, thence through Miami South Channel to Rickenbacker Causeway at Mile

1091.6. The causeway has a fixed span over the waterway with a clearance of 76 feet. The approach spans of

the old bascule bridge have been converted to fishing

piers.

(584) The Florida Department of Natural Resources has

established a slow-no wake speed zone in the

Intracoastal Waterway extending 100 yards on both

sides of the Rickenbacker Causeway.

(585) A hospital is about 1.5 miles southwestward of

Rickenbacker Causeway. The hospital pier can be

reached through a privately marked channel.

(586) Northeastward of the Bay Bridge of Rickenbacker

Causeway on the west side of Virginia Key is the Commodore Ralph Munroe Marine Stadium, a marine race

course, which had a reported depth of 6 feet. The grandstand on the south side and the Seaquarium southeastward of it are prominent.

(587) Two marinas and a boatyard are in a cove at the east

end of the causeway. Berths with electricity, gasoline,

diesel fuel, ice, supplies, a 21⁄2-ton hoist, hull and engine repairs, and sewage pumpout are available.

(588) About 2 miles south of Rickenbacker Causeway,

Crandon Park Marina Channel, privately marked by

lights, buoys, and daybeacons, leads northeasterly in

Bear Cut to the Dade County Yacht Basin in the bight of

Northwest Point, Key Biscayne. The reported controlling depth from Bear Cut to the basin was 6 feet in February 2003; thence in February 2004, 5 feet was

reported in the basin. The basin is used by party fishing

boats. Gasoline, diesel fuel, water, ice electricity, limited berthage, a pump-out station, a launch ramp, and

some marine supplies are available. The highway

bridge over Bear Cut has a 48-foot fixed span with a vertical clearance of 16 feet. A daybeacon marks the eastern approach to Bear Cut outside the keys.

(589) About 2.3 miles southward of Rickenbacker Causeway are two channels leading westward to the facilities

at Dinner Key in Coconut Grove. Both channels are

marked. The northerly channel had a reported controlling depth of 41⁄2 feet in 1983.

(590) The Coral Reef Yacht Club is reached through the

northern channel. Marine supplies are available, and

there is a launching ramp.

(591) Dinner Key Channel, the southerly channel, leads

to the large Dinner Key Yacht Basin. The channel is

marked by lights and daybeacons. In 1998, the reported

controlling depth was 7 feet in the channel and 8 feet in

the basin. The yacht basin is maintained by the city of

Miami and has five piers with water and electrical connections; a charge is made for berthage assigned by the

dockmaster. There is berthage for 370 boats with

depths of 5 to 8 feet alongside. A launching ramp is

available.

(592) Several privately owned marinas and boatyards are

northward and southward of the city yacht basin. Gasoline, diesel fuel, water, ice, marine supplies, pumpout

and wet storage can be obtained. Fixed lifts to 30 tons

are available at the boatyards; complete engine, hull,

and electronic repairs can be made.

(593) Four-Way Channel is 3 miles south of Rickenbacker Causeway and leads westward to some private

piers and a mooring area; the controlling depth in the

432 ■ Chapter 12 ■ Volume 4
channel was reported to be 5 feet on centerline in 1999.

A privately maintained unlighted 296° range and

daybeacons mark the entrance channel.

(594) Entrada Channel, about 0.5 mile southward of

Four-Way Channel, is marked by private daybeacons. In

1999, the reported controlling depth was 31⁄2 feet.

(595) Coral Gables Waterway is 4.2 miles south of Rickenbacker Causeway. It is a dredged channel through

coral, and extends westward about 2 miles inland to

U.S. Route 1 highway bridge. The canal, used for drainage purposes, has no docks along the banks; craft tie up

to the banks. The reported controlling depth was 5 feet

in 1999. The entrance is marked by a light and daybeacons. In November 1979, shoaling to an unknown

extent was reported between Daybeacons 5 and 7.

(596) Coral Gables is a picturesque resort that joins Miami on the southwest. The tower of a hotel is a conspicuous landmark that shows over the lower part of

Biscayne Bay.

(597) At Matheson Hammock Beach, Mile 1097.5, on

the west side of Biscayne Bay, there is a marina which

has berths with depths of 4 to 7 feet alongside the piers.

There is a launching ramp, gasoline, diesel fuel, water,

ice, electricity, pump-out station, and storage facilities.

The two entrance channels are marked by private

daybeacons and the south channel is marked by a 347o

lighted range and a light. In 1999, 4 feet was reported in

the north channel; in February 2004, 5.5 feet was reported in the south channel. The remains of a daybeacon structure at the entrance to the south channel

in about 25o40'25"N., 80o15'28"W., are reported to be a

hazard to navigation; caution is advised.

Charts 11465, 11451

(598) Snapper Creek Canal, about 1.3 miles south of

Matheson Hammock, is a drainage canal navigable to a

salinity structure about 1.3 miles above the entrance. A

yacht basin with services is just upstream of the highway bridge 1 mile above the entrance. The fixed bridge

has a 20-foot span with a clearance of 11 feet. The entrance to the canal is marked by private daybeacons and

in March 1999, had a reported controlling depth of 5

feet.

(599) At Kings Bay, Mile 1102.2, on the west side of

Biscayne Bay 9 miles southward of Rickenbacker

Causeway, there is a yacht and country club. There is

berthage for 150 boats with depths of 7 to 10 feet alongside the piers. Gasoline, diesel fuel, water, ice, electricity, and restaurant are available and there is a

launching ramp. A 6-ton hoist can handle craft for engine and electronic repairs. Cutler Channel, leading to

the yacht basin and a powerplant, is marked by private

aids. In March 1999, there was a reported channel

depth of 6 feet.

(600) The Intracoastal Waterway crosses Featherbed

Bank at Mile 1107.6 and is marked by daybeacons and

lights. Another channel through Featherbed Bank

about 2.5 miles eastward of the waterway is marked by a

light and daybeacons. In April 1983, the reported controlling depth was 8 feet. Care must be taken to stay in

the center of the channel; the appearance of the water

is the best guide, as the shoals on each side are usually

visible. The daybeacon northeastward of Featherbed

Bank is not easily seen at a distance. Good landmarks

are the tower resembling a lighthouse on Boca Chita

Key northward of Sands Key and the 415-foot stacks of

the powerplant at Turkey Point (25°26.1'N., 80°19.8'W.).

Charts 11465, 11463, 11451

(601) Biscayne National Park, a protected area, is between

Mile 1097.0 and Mile 1119.2. The National Park Service has established an anchorage area off the northern

end of Elliott Key, opposite Mile 1110.0. The anchorage

is marked by buoys. A park ranger is stationed at Elliott

Key Harbor opposite Mile 1112.4. Berths and camp

sites are available. No services are available.

(602) From Mile 1109 to Mile 1113.2 the Intracoastal

Waterway passes through an Air Force training area.

Mariners are urged to exercise caution because training drills utilizing helicopters, parachutes, small

one-man liferafts, and support craft are conducted

daily in the area.

Charts 11463, 11464, 11451

(603) The Homestead Bay Front Park Marina at the entrance to North Canal, 5 miles west of Mile 1111.5, is

entered just south of Convoy Point. The entrance is

marked by lights and daybeacons. In July 1985, the

entrance channel had a reported controlling depth of 4

feet; in 1983, depths of 4 feet were available alongside

the piers. Slips are available for berthing 70 boats up to

40 feet; there is a launching ramp and a 3-ton hoist for

craft to 25 feet. Gasoline, water, ice, and electricity are

available at the basin.

(604) A barge channel on the west side of Biscayne Bay,

with a reported centerline controlling depth of 71⁄2 feet

in April 1983, leads from water of the same depth in the

bay for a distance of about 3.1 miles to a powerplant on

Turkey Point, Mile 1113.7. The channel is marked by a

light and buoys. Two 415-foot stacks at the powerplant

are prominent.

(605) Caesar Creek, 1.2 miles southeast of Mile 1115.0,

between Elliott Key and Old Rhodes Key, connects

Intracoastal Waterway ■ Chapter 12 ■ 433
Biscayne Bay with Hawk Channel. The reported controlling depth was 8 feet in April 1983, except for shoaling to 2 feet at the bayside entrance. The entrance from

Hawk Channel is marked by a light, and private daybeacons mark the channel through the creek.

(606) The Intracoastal Waterway leaves Biscayne Bay via

a straight dredged cut through Cutter Bank at Mile

1117.3 and enters Card Sound. The sound is a body of

water about 5 miles long and 2.7 miles wide with

depths of 7 to 12 feet in the center.

(607) Angelfish Creek, 1.5 miles southeast of Mile

1120.0 between Palo Alto Key on the north and Key

Largo and Angelfish Key on the south, connects Card

Sound with Hawk Channel. The controlling depth, in

April 1983, was reported to be 5 feet. The channel is

marked by lights and daybeacons.

(608) Good anchorage in depths of 9 feet is available in

Card Sound on the south side of Pumpkin Key, 1.5

miles southeast of Mile 1121.8.

(609) In September 1977, numerous piles were reported

to extend southeast from Pumpkin Key to Snapper

Point on the west side of Key Largo. Caution is advised

when navigating in this area.

(610) Gasoline, diesel fuel, lubricating oil, water, ice, and

electricity are available at the Key Largo Anglers Club,

1.8 miles southeast of Mile 1122.4. A lift is available for

hauling out boats up to 35 feet. A prominent microwave tower is a good landmark on the westerly side of

the Card Sound and Little Card Sound area. Another

microwave tower, just west of Ocean Reef Harbor on

Key Largo, is also prominent.

(611) From Card Sound the waterway follows Card Point

Cut, a dredged cut across Card Bank, Mile 1124.4, the

shoal that separates Card Sound from Little Card

Sound. Little Card Sound has depths of 6 to 9 feet in

the center.

(612) The waterway enters a dredged channel through

the shoal that separates Little Card Sound and Barnes

Sound opposite Barnes Point, Mile 1126.8. A fixed

highway bridge with design clearance of 65 feet crosses

the waterway at Barnes Point. An overhead power cable

northward of the bridge has a clearance of 88 feet.

Barnes Sound is about 6 miles long and 3 miles wide,

with depths of 7 to 10 feet in the center.

(613) Near the south end of Barnes Sound the waterway

enters Jewfish Creek, Mile 1132.8. The highway

bridge crossing the creek at Cross Key, Mile 1134.1,

has a fixed span with a clearance of 67 feet. Overhead

power cables just southwest of the bridge have a minimum clearance of 85 feet. On the southwest side of the

bridge are two marinas with berths, electricity, gasoline, diesel fuel, water, ice, launching ramp, and a

pump-out station.

(614) The waterway continues southward into Blackwater Sound, a body of water about 3 miles square that

has depths of 7 to 8 feet in the center. A cut leads from

Blackwater Sound into the southern part of Lake Surprise,in the northeast end of the sound. In April 1983,

the reported controlling depth in the dredged cut was 4

feet. A boatyard is on a canal that extends eastward

from the lake 0.4 mile east of the cut. An 11-ton mobile

lift is available for hull, engine, and electronic repairs.

In April 1983, it was reported that Lake Surprise was an

excellent harbor of refuge, used frequently as an

over-night anchorage by small craft. Several marinas

are located at the southeast end of Blackwater Sound.

Gasoline, diesel fuel, water, ice, marine supplies, and

storage facilities are available; lifts to 9 tons are available for limited engine, hull and electronic repairs.

(615) The waterway follows Dusenbury Creek from

Blackwater Sound to Tarpon Basin.

Charts 11464, 11451

(616) The waterway follows an east-to-west course across

Tarpon Basin and on the west side exits through

Grouper Creek into Buttonwood Sound; in the eastern

end of the creek, the deepest water is close to the south

bank. Tarpon Basin is reported to offer good shelter

from winds from any direction, but the holding ground

is poor with thick grass over the bottom.

(617) From Buttonwood Sound, which has a depth of 5 to

7 feet, the Intracoastal Waterway follows Baker Cut,

Mile 1143.0, into Florida Bay. The route across the bay

crosses many bars and is well marked by lights and

daybeacons.

(618) A protected area of the Everglades National Park is

in the northern part of Florida Bay. Landing on the

beaches or keys of this area without the authorization

of the Superintendent of the Everglades National Park

is prohibited, except on those beaches or keys marked

by a sign denoting the area as being open.

(619) Community Harbor, a bight on the southerly end

of Key Largo and 1 mile southwest of Mile 1150.0, is

the bayside waterfront of Tavernier. The entrance is

marked by daybeacons and stakes. In April 2004, the reported approach depth to the wharf was 4.5 feet. A marina at the southern end of the harbor has berths with

electricity, gasoline, diesel fuel, water, ice, a pump-out

station and marine supplies. A 60 ton lift is available for

hauling out vessels for hull, engine, and electronic repairs.

(620) Tavernier Creek, just westward of Tarvernier, in

April 1983, had a reported controlling depth of 4 feet to

Hawk Channel and is frequently used by local fishing

craft. The south entrance to the creek is marked by a

434 ■ Chapter 12 ■ Volume 4
light and daybeacons, and the north entrance is

marked by daybeacons. In September 1986, a submerged obstruction was reported 0.25 mile northeast

of the light in about 24°59'24"N., 80°31'06"W. A fixed

highway bridge near the southern end of the creek has

a clearance of 15 feet. In January 1982, it was reported

that strong currents may be experienced in the vicinity

of the bridge, particularly during spring tides. A fixed

highway bridge across the creek has a least clearance of

15 feet. Gasoline, diesel fuel, water, ice, and some marine supplies are available at the small-craft facilities

near the bridge.

(621) Cross Bank, Mile 1152.5, is crossed by Cowpens

Cut, a straight dredged channel marked by lights and

daybeacons.

(622) At Mile 1155.0, in Cowpens Anchorage, there is a

marina with gasoline, diesel fuel, water, ice, a pumpout station, berths with electricity and a launching

ramp. In April 2004, the reported approach depth was 6

feet with 5 feet alongside.

(623) Snake Creek, 1.3 miles south of Mile 1156.0 between Plantation Key and Windley Key, is used by local

fishing boats as a passage between the bay and the

ocean. In January 1984, the reported controlling depth

through the creek was 4 feet. The entrance to the creek

from the ocean side is marked by daybeacons and a

light. The highway bridge across the creek has a bascule span with a clearance of 27 feet. (See 117.1

through 117.59 and 117.331, chapter 2, for drawbridge regulations.) On the north side of the bridge

there is a small marina and a fishing camp. Gasoline,

engine repairs, water, ice, some marine supplies, and a

launching ramp are available. Currents are strong

through the creek, and especially at the bridge. Gasoline, water, and ice are available at the wharf at the

ocean entrance on Windley Key.

(624) Islamorada Coast Guard Station is on the east side

of Snake Creek at 24°57.2'N., 80°35.2'W.

(625) Windley Harbor, 1.7 miles south of Mile 1157.2, is

a good but seldom used refuge that is well protected

from all directions. Whale Harbor Channel, west of

Wilson Key, is marked by a light and daybeacons. In

April 1983, the channel had a reported controlling

depth of 5 feet. Two fixed bridges over the channel, one

highway and one pedestrian, have a least clearance of

33 feet horizontal and 12 feet vertical. Berths with electricity, gasoline, diesel fuel, water, ice, and marine supplies are available at Windley Harbor.

(626) Upper Matecumbe Key is 2 miles southeast of Mile

1160.0. Islamorada is on the key. The Florida Key Memorial is in about the middle of the key.

(627) Several marinas are near the center of the key on

the northwest side. (See the small-craft facilities

tabulation on chart 11451 for services and supplies

available.)

(628) At Mile 1160.7, the waterway passes through

Steamboat Channel, a dredged cut through Shell Key

Bank. The channel in the cut is marked by lights and

daybeacons.

Charts 11449, 11451

(629) Shell Key Channel and Race Channel, just to the

northwestward of Upper Matecumbe Key, are used by

small sport-fishing craft. These channels join to form

Teatable Key Channel connecting the Intracoastal Waterway and Hawk Channel. Teatable Key Channel is

crossed by two fixed bridges, one highway and one pedestrian, and an adjacent overhead pipeline with least

clearances of 33 feet horizontal and 10 feet vertical. In

April 1983, the reported controlling depth was 8 feet

from Hawk Channel to Florida Bay through Teatable

Key Channel and Race Channel.

(630) There are marinas and repair facilities at the southwest end of Upper Matecumbe Key. (See the small-craft

facilities tabulation on chart 11451 for services and

supplies available.)

(631) Indian Key Channel, 1.7 miles south of Mile

1162.3, one of the routes connecting Florida Bay and

Hawk Channel, is described in chapter 11.

(632) Lignumvitae Channel, 1.6 miles south of Mile

1163.3 and west of Lignumvitae Key, forms a passage

from the Intracoastal Waterway to Hawk Channel. Two

fixed bridges that cross the channel, one highway and one

pedestrian, have least clearances of 32 feet horizontal and

10 feet vertical. Pilings that support overhead power cables

close north of the bridges somewhat restrict the channel;

local knowledge is advised. Berths with electricity, gasoline, water and ice are available at a marina at the northeast

end of Lower Matecumbe Key.

(633) Overhead power cables at the fixed bridges along

the highway viaduct between Upper Matecumbe Key

and Grassy Key have a minimum clearance of 26 feet,

but are submerged at the drawbridges.

(634) Peterson Key Bank, Mile 1165.0, is crossed by

Bowlegs Cut. After passing through the cut, traffic may

continue southwestward through Channel Five to

Hawk Channel. In 1975, the controlling depth was reported to be 7 feet.

(635) Matecumbe Harbor, is at the southwest end of

Lower Matecumbe Key, 1 mile southeast of Mile

1168.8 via Channel Five. The entrance is marked by a

light, and the remainder of the channel is privately

marked. In April 1983, the controlling depth was reported to be 5 feet in the entrance, with deeper water

inside. Gasoline, diesel fuel, water, ice, electricity, and

Intracoastal Waterway ■ Chapter 12 ■ 435
marine supplies are available at a marina in the southern part of the harbor. A mobile lift can handle craft to

24 feet for hull, engine, and electronic repairs.

(636) Channel Two, just west of Matecumbe Harbor, connects Florida Bay and Hawk Channel. In 1975, the reported controlling depth in the channel was 8 feet. The

channel is crossed by two fixed bridges, one highway

and one pedestrian, with a least clearance of 35 feet

horizontal and 11 feet vertical. In April 1983, submerged pilings were reported to exist in Channel Two;

caution is advised. A daybeacon marks a submerged piling in midchannel south of the bridges.

(637) Channel Five, Mile 1170.6, one of the main routes

by which boats can reach Hawk Channel, is described

in chapter 11.

(638) At Mile 1170.6, there is a marina on Fiesta Key

where gasoline, water, ice, restaurant, motel, electricity, and some marine supplies are available. The reported controlling depth in the channel leading to the

marina was 3 feet in April 1983, with 4 to 5 feet alongside the pier.

(639) At Mile 1171.6, there is a marina on Long

Keywhere gasoline, water, ice, electricity, restaurant,

motel, launching ramp, and marine supplies are available. Berthage is limited. The reported controlling

depth in the channel leading to the marina and alongside the pier was 3 feet in April 1983.

(640) At the west end of Long Key, 2.2 miles south of Mile

1174.2, berthage with electricity, gasoline, water, ice,

a boat launching ramp, and limited marine supplies are

available at a marina. Conch Keys, 2.4 miles west of the

west end of Long Key, are marked by a water tank. The

channel to the wharf on the north side of the east key is

privately marked. In April 1983, the channel had a reported controlling depth of 3 feet, with 2 feet alongside

the wharf. Gasoline, water, and other services are available.

(641) At Mile 1178.7, the waterway goes through Channel Key Banks at Channel Key Pass, which is marked

by a light and daybeacons.

(642) Grassy Key is at Mile 1181.6.

(643) Marathon, on Vaca Key 1.5 miles south of Mile

1192.0, is the second largest town on the Florida Keys.

There are several small-craft facilities on the north side

of Vaca Key at Marathon. (See the small-craft facilities

tabulation on chart 11451 for services and supplies

available.)

(644) Additional facilities on the south side of Vaca Key at

Marathon, and in Boot Key Harbor are described in

chapter 11.

(645) A group of four radio towers on the southwest end

of Boot Key south of Marathon and three radio towers

about 1.1 miles to the east-northeastward of the first

group are prominent. An aerolight is at Marathon Airstrip at the east end of Vaca Key.

(646) Marathon Coast Guard Station is on the bay side at

Marathon.

(647) Knight Key Channel, just west of Marathon, had a

reported controlling depth of 8 feet in 1975. The fixed

highway and pedestrian bridges crossing the channel

have a least clearance of 19 feet.

(648) Bethel Bank, Mile 1193.4, is a junction point in

the Intracoastal Waterway. Vessels may follow the

southern route via Moser Channel or Bahia Honda

Channel and Hawk Channel to Key West, or the northern alternate route via Big Spanish Channel and the

Gulf of Mexico. The southern route is about 14 miles

shorter to Key West.

(649) Pigeon Key, on the east side of Moser Channel, is

marked by white buildings. The viaduct passes high

overhead at the key.

(650) Moser Channel, Mile 1196.9, and Bahia Honda

Channel (Bahia Honda), 7 miles to the westward, connect Florida Bay and Hawk Channel. These channels

are described in chapter 11.

Chart 11445

(651) The Intracoastal Waterway routes through Moser

Channel and Bahia Honda Channel rejoin at Mile

1207.8, about 2.1 miles south of the bridge over Bahia

Honda Channel, and then the route follows the aids in

Hawk Channel to Key West. Hawk Channel is described

in chapter 11.

(652) Newfound Harbor Keys Anchorage, Newfound

Harbor Channel, Niles Channel, Cudjoe Bay, and Bow

Channel are discussed in chapter 11.

(653) From Hawk Channel, the Intracoastal Waterway

joins the Main Ship Channel at Mile 1241.9 about 0.5

mile southward of Key West, and then follows the main

channel to Key West, Mile 1243.8. The supply and repair facilities at Key West are described in chapter 11.

(654) Saddlebunch Harbor, Boca Chica Channel, and

Safe Harbor Channel are discussed in chapter 11.

Charts 11448, 11442

Big Spanish Channel to Key West, north of Florida

Keys

(655) The northern alternate route of the Intracoastal

Waterway leads northwestward from Bahia Honda

through Big Spanish Channel to Harbor Key Bank,

thence along the north side of the Florida Keys to

Northwest Channel, thence to Key West. In April 1983,

it was reported that the controlling depth for this route

436 ■ Chapter 12 ■ Volume 4
Intracoastal Waterway ■ Chapter 12 ■ 437

was 2 feet. Numerous submerged pilings are also in this

channel. Local knowledge is advised.

(656) At Mile 1214.2A, the waterway passes through a

crooked channel marked by daybeacons southwest of

Big Spanish Key. Caution should be exercised in this

shoal area. Northward of the key the color of the water

is a good indication of the channel location.

(657) At Harbor Key Bank Light 57, Mile 1218.3A, the

waterway enters the Gulf of Mexico, turns westward and

follows a course of 246° for about 28 miles to the lighted

bell buoy at the entrance to Northwest Channel, Mile

1251.1A. A course closer to the Florida Keys should not

be attempted because the landmarks are difficult to

identify and the bottom inside the 18-foot contour rises

abruptly.

(658) Use charts 11442 and 11441 westward of Johnston

Key to Northwest Channel, thence to Key West, Mile

1260.3A. Northwest Channel and Key West are described in chapter 11.

(659) The recommended routes to Key West are via Hawk

Channel or through Big Spanish Channel; these routes

have been described earlier.
438 ■ Chapter 12 ■ Volume 4
Appendix A

Sales Information

(1) National Ocean Service (NOS) publications, nautical charts and unclassified National Geospatial-Intelligence Agency (NGA) nautical charts are sold by NOS

and its authorized sales agents in many U.S. ports and

in some foreign ports through the National Aeronautical Charting Office. Mail orders should be addressed to:

(2) Federal Aviation Administration

(3) National Aeronautical Charting Office

(4) Distribution Division, AWJ-3550

(5) 10201 Good Luck Road

(6) Glenn Dale, MD 20760-9700.

(7) Mail orders must be accompanied by a check or

money order (payable in U.S. funds) payable to FAA. Remittance from outside the United States should be

made either by an International Money Order or by a

check payable on a U.S. bank. Chart catalogs, which include a listing of authorized sales agents, are free upon

request. Telephone orders may be placed by calling

301-436-8301 or toll-free 1-800-638-8972 (Visa, Mastercard or Discover accepted); or by FAX, 301-436-6829

or by Email: 9-AMC- Chartsales@faa.gov. Sales information is located on the internet website address,

http://www.naco.faa.gov.

National Ocean Service Offices

(8) Washington, DC (Headquarters): Assistant Administrator, National Ocean Service, NOAA, Herbert C.

Hoover Building, 14th Street and Constitution Avenue,

NW, Room 5805, Washington, DC 20230-0001.

(9) Silver Spring: Chief, Office of Coast Survey, National Ocean Service, NOAA, 1315 East-West Highway,

Silver Spring, MD 20910-3282.

(10) Norfolk: Director, Atlantic Marine Center, National

Ocean Service, NOAA, 439 West York Street, Norfolk,

VA 23510-1114.

(11) Seattle: Director, Marine Operations Center (Pacific), National Ocean Service, NOAA, 1801 Fairview

Avenue East, Seattle, WA 98102-3767.

Charts and Publications–National Ocean

Service

Nautical Charts (See Chart Catalogs)

(12) United States Coastal and Intracoastal waters, and

possessions.

(13) Great Lakes, Lake Champlain, New York State Canals, and the St. Lawrence River-St. Regis to Cornwall,

Canada.

(14) Publications (See the publication Dates of Latest

Editions for latest editions and prices)

Reporting chart deficiencies

(15) Users are requested to report all discrepancies and

suggested additions to NOAA nautical charts, including

depth information in privately maintained channels

and basins; obstructions, wrecks, and other dangers;

new landmarks or the nonexistence or relocation of

charted ones; uncharted fixed private aids to navigation; and deletions or additions of small-craft facilities.

All such reports should be sent to:

(16) Chief, Marine Chart Division (N/CS2)

(17) National Ocean Service, NOAA

(18) 1315 East-West Highway

(19) Silver Spring, MD 20910-3282.

(20) The Marine Chart Division also maintains a website,

http://ocsdata.ncd.noaa.gov/dr/, where the public can report NOAA nautical chart and Coast Pilot discrepancies

or suggested changes.

(21) Note: Reported discrepancies and suggested changes

to NOAA's nautical charts are also examined for possible

revisions to the corresponding NOAA Coast Pilot.

Chart validity

(22) CAUTION: A NOAA nautical chart is not a valid

document until its publication is announced in the

NGA Weekly Notice to Mariners. This also applies to

NOAA nautical publications such as Coast Pilot. The

date of a chart is also of vital importance to the navigator. When charted information becomes obsolete, further use of the chart for navigation may be dangerous.

Coast Pilot

(23) U.S. Coast Pilot 1, Atlantic Coast, Eastport to Cape

Cod.

■ Appendix A ■ 439
(24) U.S. Coast Pilot 2, Atlantic Coast, Cape Cod to

Sandy Hook.

(25) U.S. Coast Pilot 3, Atlantic Coast, Sandy Hook to

Cape Henry.

(26) U.S. Coast Pilot 4, Atlantic Coast, Cape Henry to

Key West.

(27) U.S. Coast Pilot 5, Atlantic Coast-Gulf of Mexico,

Puerto Rico, and Virgin Islands.

(28) U.S. Coast Pilot 6, Great Lakes, Lakes Ontario, Erie,

Huron, Michigan and Superior and St. Lawrence River.

(29) U.S. Coast Pilot 7, Pacific Coast, California, Oregon, Washington, and Hawaii.

(30) U.S. Coast Pilot 8, Pacific Coast Alaska, Dixon Entrance to Cape Spencer.

(31) U.S. Coast Pilot 9, Pacific and Arctic Coasts,

Alaska-Cape Spencer to Beaufort Sea.

Reporting Coast Pilot deficiencies

(32) Users are requested to report all significant discrepancies or additions to NOAA Coast Pilots, including depth information in privately maintained

channels and basins; obstructions, wrecks, and other

dangers; new landmarks, landmarks that have moved

or been demolished; uncharted fixed private aids to

navigation; and deletions or additions of small-craft facilities. A form has been included at the back of this

book (NOAA Form 77-6) which can be used to report

discrepancies. Discrepancies can also be reported using the NOAA website at http://ocsdata.ncd.noaa.gov/

dr/inquiry.asp. All correspondence regarding Coast Pilots should be addressed to:

(33) Chief, Coast Pilot Branch

(34) NOAA, SSMC3, N/CS51

(35) 1315 East-West Highway

(36) Silver Spring, MD 20910-3282.

(37) Note: Reported discrepancies and suggested

changes to NOAA's Coast Pilot are also examined for revisions to the corresponding NOAA nautical charts.

Distance Tables

(38) Distances Between United States Ports (available

on the internet only at http://nauticalcharts.noaa.gov/

nsd/distances-ports/.)

Tide Tables

(39) Europe and West Coast of Africa.

(40) East Coast, North and South America.

(41) West Coast, North and South America.

(42) Central and Western Pacific Ocean and Indian Ocean.

(43) Supplemental Tidal Predictions–Anchorage, Nikiski,

Seldovia, and Valdez, Alaska.

Tidal Current Tables

(44) Boston Harbor.

(45) Atlantic Coast, North America.

(46) Pacific Coast, North America and Asia.

Regional Tide and Tidal Current Table

(47) New York to Chesapeake Bay.

Dates of Latest Editions

(48) Information concerning the dates of latest editions

for the full suite of NOAA's nautical charts and U.S.

Coast Pilot volumes can be found at:

http://nauticalcharts.noaa.gov/mcd/dole.htm.

Charts and Publications—Other U.S.

Government Agencies

Government Printing Office

(49) Publications of the U.S. Government Printing Office may be ordered from Superintendent of Documents, U.S. Government Printing Office, Washington,

DC 20402-9325. Orders may be charged to Visa or

Mastercard by calling 202-512-1800 during normal

business hours. Inquiries on availability, cost, etc. of

GPO publications may be addressed to a 24-hour FAX

number: 202-512-2250.

National Geospatial-Intelligence Agency

Procurement Information

(50) Unclassified publications produced by the National

Geospatial-Intelligence Agency (NGA) are available

from the U.S. Government Printing Office, Superintendent of Documents, P.O. Box 371954, Pittsburgh, PA

15250-1954. Orders can be placed on the U.S. Government Online Bookstore (http://bookstore.gpo.gov), by

phone (202-512-1800) or by FAX (202-512-2250). Classified NGA publications and charts are available to

authorized users from the National Geospatial-Intelligence Agency (Attn: JNAA), 8000 Jefferson Davis Highway, Richmond, VA 23297-5336. NGA Customer

Assistance Office can be contacted at 1-800-826-0342.

(51) A partial list of publications and charts considered

of navigational value is included for the ready reference

of the mariner. In addition to the agents located in the

principal seaports handling publication sales, certain

libraries have been designated by the Congress of the

United States to receive the publications as issued for

public review.

Nautical Charts

(52) U.S. Waters:

(53) Apalachicola, Chattahoochee and Flint Rivers Navigation Charts, Alabama River Charts, and Black Warrior-Tombigbee Rivers River Charts: Published and for

sale by U.S. Army Engineer District Mobile, P.O. Box

440 ■ Appendix A ■ Volume 4
2288, Mobile, AL 36602, Attn: Map Sales, LM-SR; telephone, 251-441-5631.

(54) Flood Control and Navigation Maps of the Mississippi River, Cairo, IL to the Gulf of Mexico: Published by

Mississippi River Commission and for sale by U.S. Army

Engineer District Vicksburg, 4155 Clay Street,

Vicksburg, MS 39183-3435, Attn: Map Sales; telephone:

601-631-5042.

(55) Upper Mississippi River Navigation Charts (Mississippi River, Cairo, IL to Minneapolis, MN): Published

and for sale by U.S. Army Engineer District Rock Island, Clock Tower Bldg., P.O. Box 2004, Rock Island, IL

61204-2004; telephone, 309-794-5338.

(56) Charts of the Illinois Waterway, from Mississippi

River at Grafton, IL to Lake Michigan at Chicago and

Calumet Harbors: Published and for sale by U.S. Army

Engineer District Rock Island, Clock Tower Bldg., P.O.

Box 2004, Rock Island, IL 61204-2004; telephone,

309-794-5338.

(57) Foreign Waters: Published by the National Geospatial-Intelligence Agency (see National GeospatialIntelligence Agency Procurement Information above.)

Marine Weather Services

(58) Marine Weather Services Charts: Published by the

National Weather Service; for sale by NOS Distribution

Division (see Sales Information above).

Publications

(59) Notices to Mariners: Electronic versions of the Local Notices to Mariners are posted weekly on the U.S.

Coast Guard Navigation Center's website at: http://

www.navcen.uscg.gov/lnm/default.htm. The National

Geospatial-Intelligence Agency Notices to Mariners are

available at: http://pollux.nss.nga.mil/untm/.

(60) Special Notice to Mariners are published annually

in National Geospatial-Intelligence Agency Notice to

Mariners 1. These notices contain important information of considerable interest to all mariners. Interested

parties are advised to read these notices.

(61) Light Lists (United States and Possessions): Published by U.S. Coast Guard; for sale by the Government

Printing Office. (See Government Printing Office, early

this appendix.)

(62) List of Lights (Foreign Countries): Published by

the National Geospatial-Intelligence Agency (see National Geospatial-Intelligence Agency Procurement Information above.)

(63) Sailing Directions (Foreign Countries): Published

by National Geospatial-Intelligence Agency (see National

Geospatial-Intelligence Agency Procurement Information above.)

(64) Radio Navigational Aids, Pub. 117: Published by

National Geospatial-Intelligence Agency (see National

Geospatial-Intelligence Agency Procurement Information above.)

(65) The Nautical Almanac, the Air Almanac, and Astronomical Almanac: Published by U.S. Naval Observatory; for sale by Government Printing Office. (see

Government Printing Office, early this appendix.)

(66) American Practical Navigator (Bowditch)(Pub. 9):

Published by National Geospatial-Intelligence Agency

(see National Geospatial-Intelligence Agency Procurement Information above.)

(67) International Code of Signals (Pub. 102): Published by National Geospatial-Intelligence Agency (see

National Geospatial-Intelligence Agency Procurement

Information above.)

(68) Marine Product Dissemination Information: maintained by the National Weather Service on the internet,

(http://www.nws.noaa.gov/om/marine/home.htm).

(69) Navigation Rules: Navigation Rules, International-Inland (COMDTINST M16672.2 series): Published by the U.S. Coast Guard; for sale by Government

Printing Office. (See Government Printing Office, early

this appendix.)

(70) Federal Requirements for Recreational Boats:

Published by U.S. Coast Guard; available without

charge by contacting the toll free Boating Safety Hotline (telephone, 800-368-5647).

(71) Port Series of the United States: Published and sold

by U.S. Army Corps of Engineers, Institute for Water Resources, Navigation Data Center (CEIWR-NDC-N), 7701

Telegraph Road, Casey Building, Alexandria, VA 22315-

3868; telephone 703-428-8059.

National Ocean Service Center for Operational

Oceanographic Products and Services

For Tide and Tidal Current Predictions:

(72) Products and Services Division (N/OPS3)

(73) Room 7115

(74) 1305 East-West Highway

(75) Silver Spring, MD 20910-3281

(76) TEL 301-713-2815 Exts. 123, 122 (voice)

(77) FAX 301-713-4500 (24 hours)

(78) EMAIL Tide.Predictions@noaa.gov

For Tide Observations, Datums and Levels,

Benchmark Sheets:

(79) Products and Services Division (N/OPS3)

(80) Room 7317

(81) 1305 East-West Highway

(82) Silver Spring, MD 20910-3281

(83) TEL 301-713-2877 Exts. 128, 176

(84) FAX 301-713-4437 (24 hours)

(85) EMAIL Stephen.Lyles@noaa.gov

(86) PORTS®Information and Data

■ Appendix A ■ 441
(87) Products and Services Division (N/OPS3)

(88) Room 7317

(89) 1305 East-West Highway

(90) Silver Spring, MD 20910-3281

(91) TEL 301-713-2877 Exts. 128, 176

(92) FAX 301-713-4437 (24 hours)

(93) EMAIL Stephen.Lyles@noaa.gov

Publishers of Tide Tables and Tidal Current Tables:

(94) ProStar Publications Inc.

(95) 8643 Hayden Place

(96) Culver City, CA 90232-2901

(97) TEL (800) 481-6277

(98) FAX (800) 481-6277

(99) International Marine

(100) P.O. Box 547

(101) Backlick, OH 43004

(102) TEL (800) 626-4729

U.S. Army Corps of Engineers (USACE) Offices

(103) Norfolk District: 803 Front Street, Norfolk, VA

23510-1096. Coastal and tributary waters of Virginia,

including the Chesapeake Bay and its tributaries south

of Pocomoke River on the eastern shore and south of

Smith Point, VA, on the western shore except for Little

Wicomico River, VA Chowan River Basin downstream

to and including the mouth of Meherrin River. The

Albermarle and Chesapeake Canal within the State of

Virginia and the Great Dismal Swamp Canal to

Albemarle Sound.

(104) Wilmington District: 69 Darlington Avenue,

Wilmington, NC 28403-1343. Coastal and tributary waters of North Carolina except for Chowan River Basin

above the mouth of Meherrin River and the navigation

project in Pasquotank River. The Atlantic Intracoastal

Waterway within North Carolina to Little River, S.C.,

except the Great Dismal Swamp Canal north of

Albemarle Sound, which is within the Norfolk District.

(105) Charleston District: Federal Building, 334 Meeting

Street, Charleston, SC 29402-0919. Coastal and tributary waters of South Carolina. The Atlantic Intracoastal

Waterway within South Carolina from Little River to,

and including, Port Royal Sound.

(106) Savannah District: Juliette Gordon Low Building,

100 West Oglethorpe Avenue, Savannah, GA. Coastal

and tributary waters of Georgia from Port Royal Sound,

S.C. to Cumberland Sound, FL, and the Atlantic

Intracoastal Waterway between the same points.

(107) Jacksonville District: Federal Building, 400 West

Bay Street, Jacksonville, FL 32202. Coastal and tributary waters of Florida from Fernandina to the Aucilla

River in Apalachee Bay and the waters of Puerto Rico

and the Virgin Islands. The Atlantic Intracoastal Waterway between Fernandina and Key West and the Gulf

Intracoastal Waterway between Key West and St.

Marks.

Environmental Protection Agency (EPA)

(108) Regional offices and States in the EPA coastal regions:

(109) Region I (New Hampshire, Vermont, Maine, Massachusetts, Connecticut, Rhode Island): J.F. Kennedy

Federal Bldg., Boston, MA 02203.

(110) Region II (New Jersey, New York, Puerto Rico, Virgin Islands): 26 Federal Plaza, New York, NY 10278.

(111) Region III (Delaware, Maryland, Virginia, District

of Columbia, Pennsylvania): 841 Chestnut Street, Philadelphia, PA 19107.

(112) Region IV (Alabama, Florida, Georgia, Mississippi,

South Carolina, North Carolina): 345 Courtland Street,

NE., Atlanta, GA 30365.

(113) Region V (Illinois, Indiana, Michigan, Minnesota,

Ohio, Wisconsin): 230 South Dearborn Street, Chicago, IL 60604.

(114) Region VI (Louisiana, Texas): 1445 Ross Avenue,

Dallas, TX 75270.

(115) Region IX (California, Hawaii, Guam): 215 Fremont

Street, San Francisco, CA 94105.

(116) Region X (Alaska, Oregon, Washington): 1200 Sixth

Avenue, Seattle, WA 98101.

U.S. Coast Guard Navigation Center (NAVCEN)

(117) The Navigation Center is the United States Coast

Guard's Navigation Center of Excellence. It is located

in Alexandria, VA, south of the Washington Beltway, on

the grounds of the Coast Guard Telecommunications

and Information Systems Command (TISCOM) facility.

(118) Formerly the “Omega Navigation Center”, NAVCEN

now controls 78 DGPS sites and 24 LORAN stations

across the United States (approximately half of the

DGPS sites and LORAN stations are controlled by the

Navigation Center Detachment in Petaluma, California).

In addition, NAVCEN has responsibility for the development of high accuracy DGPS, and the development of

new navigation technologies such as the use of inertial

and enhanced LORAN to back up GPS.

(119) For further information and/or operational questions regarding GPS, DGPS, OR LORAN-C, contact:

(120) Commanding Officer

(121) U.S. Coast Guard Navigation Center

(122) 7323 Telegraph Road

(123) Alexandria, VA 22315

(124) TEL: 703-313-5900; FAX: 703-313-5920;

(125) Email: NISWS@navcen.uscg.mil;

(126) Website: http://www.navcen.uscg.gov/

442 ■ Appendix A ■ Volume 4
Coast Guard District Offices

(127) Commander, Fifth Coast Guard District, Federal

Building, 431 Crawford Street, Portsmouth, VA

23704-5004. Delaware; Maryland; Virginia; District of

Columbia; North Carolina: that portion of New Jersey

south of latitude 39°57'N., west of longitude 74°27'W.,

and southwest of a line extending northwesterly from

39°57'N., 74°27'W., to the New York, New Jersey, and

Pennsylvania boundaries at Tristate; that portion of

Pennsylvania east of a line drawn along 78°55'W., south

to 41°00'N., thence west to 70°00'W. and thence south

to the Pennsylvania-Maryland boundary; the ocean

area encompassed by a line bearing 122°T from the

New Jersey shoreline at 39°57'N., (in the vicinity of the

mouth of Toms River, New Jersey) to 36°43'N.,

67°30'W.; thence along a line bearing 219°T to the

point of intersection with a line bearing 122°T from the

shoreline at the North Carolina-South Carolina border;

thence northwesterly along this line to the coast.

(128) Commander, Seventh Coast Guard District,

Brickell Plaza Federal Building, 909 SE First Avenue,

Miami, FL 33131-3050. Coastal waters and tributaries

of South Carolina, Georgia, Florida eastward of longitude 83°50'W., Puerto Rico, U.S. Virgin Islands, and the

adjacent islands of the United States.

Note

(129) A Marine Safety Office combines the functions of

the Captain of the Port and Marine Inspection Office.

(130) The symbol (D) preceding an office indicates that a

Documentation Office is at the same address.

Coast Guard Marine Safety Offices

(131) Charleston, SC: 196 Tradd Street 29401-1817.

(132) (D) Hampton Roads, Norfolk, VA: Norfolk Federal

Bldg., 200 Granby Mall, Suite 700, 23510-1888.

(133) Jacksonville, FL: 7820 Arlington Expy., Suite 400,

32211-7445.

(134) (D) Miami, FL: P.O. Box 01-6940, 33101-6940.

(135) Savannah, GA: Joliette G. Low Federal Bldg., 100

W. Oglethorpe Avenue, Suite 1017, 31401.

(136) Wilmington, NC: 272 N. Front Street, Suite 500,

28401-3907.

Coast Guard Stations

(137) The stations listed are in the area covered by this

Coast Pilot. They have search and rescue capabilities

and may provide lookout, communication, and/or patrol functions to assist vessels in distress. The National

VHF-FM Distress System provides continuous coastal

radio coverage outwards to 20 miles on channel 16. After contact on channel 16, communications with the

Coast Guard should be on channel 22A. If channel 22A

is not available to the mariner, communications may

be made on channel 12. Selected stations guard the

International Radiotelephone Distress, Safety and Calling Frequencies.

(138) Virginia:

(139) Portsmouth Station (36°53.0'N., 76°21.2'W.). On

the west side of the entrance to Craney Island Creek.

(140) North Carolina:

(141) Elizabeth City Air Station (36°15.8'N., 76°10.5'W.).

About 3.5 miles southeastward of Elizabeth City, N.C.,

on the south bank of Pasquotank River.

(142) Oregon Inlet Station (35°47.8'N., 75°33.0'W.).

Southerly end of Bodie Island.

(143) Hatteras Inlet Station (35°12.5'N., 75°42.4'W.).

Southern end of Hatteras Island, 1 mile southwestward

of town of Hatteras.

(144) Ocracoke Station (35°06.9'N., 75°59.1'W.). At

Ocracoke, about 0.4 mile northward of Ocracoke Light.

(145) Hobucken Station (35°14.8'N.,76°35.6'W.). On the

Intracoastal Waterway at Mile 157.1 just north of the

Hobucken Bridge.

(146) Fort Macon Base (34°41.8'N., 76°40.9'W.). About

0.1 mile westward of Fort Macon.

(147) Swansboro Station (34°38.8'N., 77°05.8'W.). About

1 mile east of Bogue Inlet, on West end of Bogue Banks.

(148) Wrightsville Beach Station (34°11.3'N., 77°48.7'W.).

Southwestern end of Wrightsville Beach at Masonboro

Inlet.

(149) Oak Island Station (33°53.6'N., 78°02.1'W.). West

side of mouth of Cape Fear River on Oak Island.

(150) South Carolina:

(151) Georgetown Station (33°20.8'N., 79°16.2'W.). West

bank at the Great Pee Dee River about 0.25 mile south

of U.S. Route 17 highway bridge.

(152) Charleston Base (32°46.4'N., 79°56.6'W.). East side

of Ashley River 0.8 mile above the Battery.

(153) Georgia:

(154) Tybee Station (32°02.1'N., 80°54.4'W.). North side

of Cockspur Island.

(155) Savannah Air Station (34°01.0'N., 81°09.0'W.). At

Hunter Air Force Base.

(156) Florida:

(157) Mayport Base (30°23.3'N., 81°26.1'W.). On the east

side of St. Johns River at the southerly end of waterfront at Mayport.

(158) Ponce de Leon Inlet Station (29°03.9' N., 80°54.9'W.).

At south side of entrance to the inlet.

(159) Port Canaveral Station (28°25.0'N., 80°37.3'W.).

North side of Canaveral Barge Canal at the northeast corner of West Basin.

(160) Fort Pierce Station (27°27.8'N., 80°18.4'W.). South

side of Fort Pierce Inlet, 1.2 miles west of the outer end

of south jetty.

■ Appendix A ■ 443
(161) Lake Worth Inlet Station (26°47'19"N., 80°03'04"W.).

About one mile north of the entrance channel on the

west side of the Intracoastal Waterway.

(162) Fort Lauderdale Station (26°05.3'N., 80°06.8'W.).

On the east side of the Intracoastal Waterway at Mile

1066.8.

(163) Miami Air Station (25°52.8'N., 80°15.2'W.). At Opa

Locka Airport, northwest part of Miami.

(164) Miami Beach Base (25°46.2'N., 80°08.7'W.). On the

north side of Miami Harbor Channel, 1.2 miles

northwestward from outer end of north jetty.

(165) Islamorada Station (24°57.2'N., 80°35.2'W.). At the

southwestern end of Plantation Key.

(166) Marathon Station (24°42.6'N., 81°06.4'W.). On the

north side of Vaca Key, 1.1 miles eastward of Knight

Key Channel.

(167) Key West Station (24°33.9'N., 81°48.0'W.). At Pier

D2, Trumbo Street.

Coast Guard Radio Broadcasts

(168) Urgent. safety, and scheduled marine information

broadcasts are made by Coast Guard radio stations. In

general, these broadcasts provide information vital to

vessels operating in the approaches and coastal waters

of the United States including Puerto Rico and the U.S.

Virgin Islands. Transmissions are as follows:

(169) By radiotelephone: (a) upon receipt; (b) repeated

15 minutes later, (for urgent messages only); (c) text

only on the first scheduled broadcast unless canceled;

(d) additional broadcasts at the discretion of the originator.

(170) Urgent broadcasts are preceded by the urgent signal PAN PAN. Both the urgent signal and message are

transmitted on 2182 kHz, and VHF-FM channel 16.

(171) Safety broadcasts are preceded by the safety signal

SECURITY. After the preliminary safety signal is broadcast on 2182 kHz and VHF-FM channel 16, broadcast

stations will shift to 2670 kHz and VHF-FM channel

22A, respectively.

Scheduled broadcasts

(172) The following Coast Guard radio stations make

scheduled broadcasts, preceded by a preliminary call

on 2182 kHz and VHF-FM channel 16 at the times and

frequencies indicated:

(173) NMN-37, Fort Macon, N.C., 2670 kHz, 0733 and 2003

e.s.t.;

(174) channel 22A, 0530 and 2030 e.s.t.

(175) NMN-13, Cape Hatteras, N.C., 2670 kHz, 0803 and

2033 e.s.t.;

(176) channel 22A, 0555 and 2000 e.s.t.

(177) NMB, Charleston, S.C., 2670 kHz, 1120, and 2320

e.s.t.; and

(178) channel 22A, 0700 and 1700 e.s.t.

(179) NMA-10, Mayport, Fla., 2670 kHz, 0120 and 1320

e.s.t.;

(180) channel 22A, 0715 and 1715 e.s.t.

(181) NCF, Miami Beach, FL, 2670 kHz (antennas at Miami Beach and Fort Lauderdale), 1050 and 2250 e.s.t.;

(182) channel 22A (antennas at Vero Beach, Jupiter,

Delray Beach, Fort Lauderdale, Miami Beach, and Miami), 0730 and 1730 e.s.t.

(183) NOK, Key West, Fla.,

(184) channel 22A (antennas at Plantation Key, Vaca Key,

and Sugarloaf Key, Fla.), 0700 and 1700 e.s.t.

Coast Guard Maritime Safety Line

(185) For current local waterway information, port openings, closures, and restrictions from the Mississippi

River to the Atlantic Ocean, telephone 1-800-682-1796;

Puerto Rico, telephone 787-706-2416.

U.S. NAVTEX Transmitting Stations

(186) NAVTEX coverage is reasonably continuous to 200

NM off the U.S. East, Gulf, and West Coasts; Puerto

Rico; Southwest Alaska; Hawaii; and 300-400 NM off

Guam. U.S. Coast Guard NAVTEX broadcast stations

(Atlantic Ocean) and message content follow:

(187) Boston (NMF)(Station F)

(188) First Coast Guard District Broadcast Notices to

Mariners.

(189) Distress Urgent, and Safety messages.

(190) International Ice Patrol Reports (in season).

(191) Gale, storm, and hurricane warnings.

(192) Offshore marine weather forecasts for:

(193) New England continental shelf to 1000 fathoms;

(194) Gulf of Maine;

(195) Georges Bank;

(196) South of New England;

(197) South of Nova Scotia.

(198) Broadcast times: 0045, 0445, 0845, 1245, 1645, 2045

GMT.

(199) Portsmouth (NMN)(Station N)

(200) Fifth Coast Guard District Broadcast Notices to

Mariners.

(201) Distress, Urgent, and Safety messages.

(202) Gale, storm, and hurricane warnings.

(203) Offshore marine weather forecasts for the west

central North Atlantic from 32°N to 40°N and west of

65°W including the continental shelf to 1000 fathoms.

(204) Broadcast times: 0130, 0530, 0930, 1330, 1730,

2130 GMT.

(205) Miami (NMA)(Station A)

(206) Seventh Coast Guard District Broadcast Notices to

Mariners.

(207) Distress, Urgent, and Safety messages.

(208) Gale, storm, and hurricane warnings.

444 ■ Appendix A ■ Volume 4
(209) Offshore marine weather forecasts for the southwest North Atlantic south of 32°N and west of 65°W.

(210) Broadcast times: 0000, 0400, 0800, 1200, 1600, 2000

GMT.

(211) San Juan (NMR)(Station R)

(212) Greater Antilles Section Broadcast Notices to Mariners.

(213) Distress, Urgent, and Safety messages.

(214) Gale, storm, and hurricane warnings.

(215) Offshore marine weather forecast for:

(216) Puerto Rico and Virgin Islands waters out 20 NM;

(217) Eastern Caribbean Sea east of 75°W.

(218) Broadcast times: 0200, 0600, 1000, 1400, 1800,

2200 GMT.

(219) New Orleans (NMG)(Station G)

(220) Eighth Coast Guard District Broadcast Notices to

Mariners.

(221) Distress, Urgent, and Safety messages.

(222) Gale, storm, and hurricane warnings.

(223) Offshore marine weather forecast for the Gulf of

Mexico

(224) Broadcast times: 0300, 0900, 1500, 2100 GMT.

(225) Customs Ports of Entry and Stations

(226) Vessels may be entered and cleared at any port of

entry or customs station, but at the latter only with advance authorization from the Customs Service district

director.

(227) Southeast Region

(228) Norfolk District:

(229) Ports of Entry: Norfolk and Newport News, VA

(230) Wilmington District:

(231) Ports of Entry: Wilmington and Beaufort-Morehead City, N.C.

(232) Charleston District:

(233) Ports of Entry: Charleston and Georgetown, S.C.

(234) Savannah District:

(235) Ports of Entry: Savannah and Brunswick, Ga.

(236) Tampa District:

(237) Ports of Entry: Fernandina Beach, Jacksonville,

and Port Canaveral, Fla.

(238) Customs Station: Green Cove Springs, FL (supervised by Jacksonville port of entry.)

(239) Miami District:

(240) Ports of Entry: Miami, Key West, Port Everglades,

and West Palm Beach, Fla.

(241) Customs Station: Fort Pierce, Fla. (supervised by

West Palm Beach port of entry).

Public Health Service Quarantine Stations

(242) Stations where quarantine examinations are performed:

(243) Miami: U.S. Quarantine Station, International Airport, Miami, FL 33159-2335.

(244) At other ports, quarantine and/or medical examinations are usually performed by Public Health Service

contract personnel or by quarantine inspectors from

the nearest quarantine station. Inquiries concerning

quarantine matters should be directed to the nearest

quarantine station.

Food and Drug Administration (FDA) Regional

Offices

(245) Northeast Region (New York, Maine, Connecticut,

New Hampshire, Vermont, Rhode Island): 830 Third

Avenue, Brooklyn, NY 11232.

(246) Mid-Atlantic Region (Delaware, Pennsylvania, Virginia, Maryland, Ohio, New Jersey): U.S. Customhouse,

2nd and Chestnut Streets, Philadelphia, PA 19106.

(247) Southeast Region (South Carolina, North

Carolina, Georgia, Alabama, Louisiana, Mississippi,

Florida, Puerto Rico): 60 Eighth Street, N.E., Atlanta,

GA 30309.

(248) Midwest Region (Illinois, Indiana, Michigan, Wisconsin): 20 N. Michigan Avenue, Chicago, IL 60602.

(249) Southwest Region (Texas): 3032 Bryan Street, Dallas, TX 75204.

(250) Pacific Region (California, Hawaii, Alaska, Washington, Oregon): 50 U.N. Plaza, San Francisco, CA 94102.

Department of Agriculture, Animal and Plant

Health Inspection Service (APHIS) Offices

(251) Listed below are ports covered by this volume

where APHIS inspectors are available to inspect plants,

and plant and animal products, and locations of Animal

Import Centers where livestock and birds are inspected.

(252) Information on importation of plants, animals, and

plant and animal products is available from APHIS, Department of Agriculture, Federal Building, 6505

Belcrest Road, Hyattsville, Md. 20782. The specific offices to contact are as follows: for plants, including

fruits and vegetables, and plant products, Plant Protection and Quarantine, Room 635, telephone

301-436-6799; for animal products, Import-Export Animals and Products Staff, Room 756A, telephone

301-436-7885; and for live ruminants, swine, equines,

and poultry and other birds, Veterinary Services, Import-Export Animals and Products Staff, Room 764,

telephone 301-436-8590.

(253) Virginia:

(254) Norfolk: Federal Bldg., Room 311, 200 Granby Mall

23510.

(255) Newport News: P.O. Box 942, 23607.

(256) North Carolina:

(257) Morehead City: North Carolina Maritime Bldg.,

Room 216, 113 Arendell 28557.

(258) Wilmington: Rural Route 6, Box 53D, 28405.

■ Appendix A ■ 445
(259) South Carolina:

(260) Charleston: 513 Federal Bldg., P.O. Box 941, 29402.

(261) Georgia:

(262) Atlanta: 650 Central Avenue, Hapeville 30354.

(263) Savannah: U.S. Courthouse and Federal Bldg.,

125-126 Bull Street 31401.

(264) Florida:

(265) Jacksonville: Federal Office Bldg., Room 521, 400

West Bay Street 32202.

(266) Cape Canaveral: 120 George King Boulevard 32920.

(267) West Palm Beach: 158 Port Road, Riviera Beach

33404.

(268) Port Everglades: Amman Bldg., Room 305, 611 Eisenhower Boulevard 33316.

(269) Miami: FAA and NWS Bldg., Box 59-2647 AMF,

33159; Miami Inspection Station, 3500 N.W. 62nd Avenue 33159.

(270) Key West: Federal Bldg., Room 226, 301 Simonton

Street 33040.

(271) Pensacola: Federal Building, 100 North Palafax Street

32573.

(272) Tampa: 700 Twiggs Street 33601.

(273) Animal Import Centers:

(274) Honolulu, Hawaii: 300 Ala Moana Boulevard, 96850.

(275) Miami, Fla.: 8120 NW 53rd Street, Suite 102, 33166.

(276) Rock Tavern, N.Y.: New York Animal Import Center,

Stewart Airport, Rural Route 1, Box 74, 12575.

Immigration and Naturalization Service Offices

(277) Virginia:

(278) Norfolk: Norfolk Federal Bldg., Room 439, 200

Granby Mall 23510.

(279) North Carolina:

(280) Wilmington: Post Office Bldg., Room 221, P.O. Box

1743, 28402.

(281) South Carolina:

(282) Charleston: Federal Bldg., Room 330, 334 Meeting

Street 29403.

(283) Georgia:

(284) Savannah: Federal Bldg./Courthouse, Room 230,

P.O. Box 9269, 31402.

(285) Florida:

(286) Jacksonville: Post Office Bldg., Room 227, 311 West

Monroe Street, P.O. Box 4608, 32201.

(287) West Palm Beach: Customs Immigration Bldg., 141

East Port Road, Riviera Beach, P.O. Box 9846, 33404.

(288) Port Everglades: Amman Bldg., Room 304, 611 Eisenhower Boulevard, P.O. Box 13054, 33316.

(289) Miami: 7880 Biscayne Boulevard 33138.

(290) Key West: 301 Simonton Street, Room 215, Box 86,

33040.

Federal Communications Commission Offices

(291) District Field Offices:

(292) Atlanta, GA: 3575 Koger Blvd., Ste. 320, Duluth, GA

30096-4958.

(293) Tampa, FL: 2203 N. Lois Ave., Room 1215, Tampa,

FL 33607-2356.

(294) Telephone toll-free: 1-888-225-5322; (1-888-CALLFCC) to report radio communictions interference issues.

National Weather Service Offices

(295) The following offices will provide forecasts and climatological data or arrange to obtain these services

from other offices. They will also check barometers in

their offices or by telephone. (Consult local telephone

directory for telephone number.)

(296) Newport/Morehead City, NC: 533 Roberts Road,

Newport, NC 28570.

(297) Wilmington, NC: 2015 Gardner Drive 28405.

(298) Charleston, SC: 5777 South Aviation Avenue 29406.

(299) Jacksonville, FL: 13701 Fang Drive 32218.

(300) Miami, FL: 11691 SW 17th Street 33165.

(301) Melbourne, FL: 421 Croton Road 32935.

(302) Key West, FL: 3535 S. Roosevelt Boulevard 33040.

Radio Weather Broadcasts

(303) Taped or direct broadcasts of marine weather forecasts and storm warnings are made by commercial and

Coast Guard radio stations in the areas covered by this

Coast Pilot. The Coast Guard broadcasts coastal and

offshore marine weather forecasts at the times and frequencies indicated:

(304) NMN, Portsmouth, VA

(305) 4426.0 kHz, 0030, 0500, and 2300 e.s.t.

(306) 6501.0 kHz, 0030, 0500, 0630, 1100, 1700, 1830,

and 2300 e.s.t.

(307) 8764.0 kHz, 0030, 0500, 0630, 1100, 1230, 1700,

1830, and 2300 e.s.t.

(308) 13089.0 kHz, 0630, 1100, 1230, 1700, and 1830

e.s.t.

(309) 17314.0 kHz, 1230 e.s.t.

(310) Marine Weather Services Charts are available for

the following areas covered by this Coast Pilot:

(311) Manasquan, N.J. to Cape Hatteras, N.C.

(312) Cape Hatteras, N.C. to Savannah, Ga.

(313) Savannah, Ga. to Apalachicola, Fla.

(314) VHF-FM weather broadcast schedules of Coast

Guard radio stations are also listed in the description of

Coast Guard Radio Broadcasts found elsewhere in this

appendix.

NOAA Weather Radio

(315) National Weather Service VHF-FM radio stations

provide mariners with continuous FM broadcasts of

weather warnings, forecasts, radar reports, and selected weather observations. These stations transmit

446 ■ Appendix A ■ Volume 4
■ Appendix A ■ 447

on 162.55, 162.475, or 162.40 MHz. Reception range is

usually up to 40 miles from the antenna site, depending

on terrain, type of receiver, and antenna used. The following VHF-FM radio stations are located in or near

the area covered by this Coast Pilot:

(316) KHB-37, Norfolk, Va., 162.55 MHz (36°48'N.,

76°28'W.)

(317) KIG-77, Cape Hatteras, N.C., 162.475 MHz

(35°16'N., 75°33'W.)

(318) WWH-26 Mamie, N.C., 162.425 MHz (36°07'N.,

75°49'W.)

(319) WNG-537 Windsor, N.C., 162.525 MHz (36°04'N.,

76°57'W.)

(320) KEC-84, New Bern, N.C., 162.40 MHz (35°08'N.,

77°03'W.)

(321) KHB-31, Wilmington, N.C., 162.55 MHz (34°08'N.,

78°11'W.)

(322) KEC-95, Myrtle Beach, S.C., 162.40 MHz (33°57'N.,

79°06'W.)

(323) WNG-628, Georgetown, S.C., 162.500 MHz

(33°21'N., 79°17'W.)

(324) KHB-29, Charleston, S.C., 162.55 MHz (32°47'N.,

79°50'W.)

(325) WXJ-23, Beaufort, S.C., 162.450 MHz (32°42'N.,

80°40'W.)

(326) KEC-85, Savannah, Ga., 162.40 MHz (32°04'N.,

81°06'W.)

(327) WWH-39, Brunswick, Ga., 162.425 MHz (31°09'N.,

81°28'W.)

(328) KHB-39, Jacksonville, Fla., 162.55 MHz (30°19'N.,

81°32'W.)

(329) WNG-522, Palatka, Fla., 162.425 MHz (29°38'N.,

81°37'W.)

(330) KIH-26, Daytona Beach, Fla., 162.40 MHz

(29°12'N., 81°00'W.)

(331) WXJ-70, Melbourne, Fla., 162.55 MHz (28°04'N.,

80°36'W.)

(332) WWF-69, Fort Pierce, Fla. 162.425 MHz (27°30'N.,

80°20'W.)

(333) KEC-50, West Palm Beach, Fla., 162.475 MHz

(26°35'N., 80°12'W.)

(334) WXK-83, Fort Myers, Fla., 162.475 MHz (26°37'N.,

81°48'W.)

(335) KHB-34, Miami, Fla., 162.55 MHz (25°32'N.,

80°28'W.)

(336) WWG-80, Teatable Key, Fla. 162.45 MHz (24°53'N.,

80°39'W.)

(337) WXJ-95, Key West, Fla., 162.40 MHz (24°39'N.,

81°32'W.)

(338) The National Weather Service provides Radio Facsimile Weather Information for east coast waters

through the Coast Guard Communications Station

Boston (NMF). Broadcasts are made on the following

frequencies: 4235 (02z, 08z), 6340.5, 9110, 12750 (14z)

kHz. For carrier frequency, subtract 1.9 kHz. Fax

schedules are transmitted at 0243 and 1405 GMT, and

provide area coverage and descriptions of services. For

further information, go to www.nws.noaa.gov/om/marine/radiofax.htm.

Marine Weather Forecasts

(339) Scheduled coastal marine forecasts are issued four

times daily by National Weather Service Offices. For

further information on coastal marine forecasts as well

as additional types of forecasts, go to

www.nws.noaa.gov/om/marine/forecast.htm.

Space Environment Center (SEC)

(340) The Space Environment Center disseminates space

weather alerts and forecasts (information concerning

solar activity, radio propagation, etc.).

(341) For general information write or call:

(342) NOAA, National Weather Service

(343) National Center for Environmental Prediction

(344) Space Environment Center, W/NP9

(345) 325 Broadway

(346) Boulder, CO 80305

(347) Telephone (303) 497-3171

(348) Website: http://www.sec.noaa.gov/

Radio shore stations providing medical advice

(349) Messages to shore stations may be transmitted in

code groups or plain language; messages should be

signed by the master and be prefixed RADIOMEDICAL. The following stations will provide radio

services for medical advice. (See Medical advice, chapter 1.)

(350) NMN, Portsmouth, VA, U.S. Coast Guard and

(351) NMA, Miami, FL, U.S. Coast Guard on HF single-sideband radiotelephone channels 424(4134 kHz),

601(6200 kHz), 816(8240 kHz), or 1205(12242 kHz).

(352) WOE, Lantana, FL, RCA Global Communications,

Inc. maintains continuous guard on 500 kHz.

Measured Courses

(353) The positions of measured courses are shown on

the chart and their description is included in the Coast

Pilots when information is reported to the National

Ocean Service. Courses are located in the following

places covered by this Coast Pilot:

(354) Southward of the entrance to St. Johns River;

11490

(355) The pages in the text describing the courses can be

obtained by referring to the index for the geographic

places; chart numbers follow the names.
448 ■ Appendix A ■ Volume 4
Appendix B

■ Appendix B ■ 449
450 ■ Appendix B ■ Volume 4

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

NORFOLK, VA (36°54'N, 76°12'W) 43 feet (13.1 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1019.6 1018.9 1017.0 1016.1 1016.3 1015.8 1016.7 1017.1 1018.3 1019.2 1019.3 1020.2 1017.9 49

TEMPERATURE (°F)

Mean 40.5 42.2 49.1 58.3 66.8 74.9 79.4 77.8 72.4 61.9 52.6 44.0 60.1 50

Mean daily maximum 48.4 50.7 58.0 68.0 75.8 83.6 87.5 85.5 80.0 70.1 61.3 52.2 68.5 50

Mean daily minimum 32.1 33.2 39.7 48.1 57.3 65.7 70.8 69.6 64.2 53.2 43.4 35.4 51.2 50

Extreme (highest) 78 82 88 97 100 101 103 104 99 95 86 80 104 50

Extreme (lowest) -3 8 18 28 36 45 54 49 45 27 20 7 -3 50

RELATIVE HUMIDITY

Average percentage 70.6 64.1 45.0 35.8 37.6 33.3 41.6 46.3 58.2 66.8 68.3 76.5 53.7 50

CLOUD COVER

Percent of time clear 26.4 27.5 26.6 26.3 20.9 18.2 16.3 16.9 21.9 29.6 29.8 28.7 24.1 48 

Percent of time scattered 13.3 13.0 14.6 17.4 18.0 23.4 24.3 24.2 22.5 18.2 17.3 14.6 18.4 48 

Percent of time broken 12.4 12.8 14.0 17.0 20.5 24.3 26.0 26.1 21.8 16.1 15.7 13.5 18.4 48 

Percent of time overcast 44.6 43.3 41.3 35.4 35.5 28.7 27.1 27.2 28.6 32.1 33.2 39.2 34.7 48 

PRECIPITATION (inches)

Mean amount 3.6 3.2 3.8 3.0 3.6 3.5 5.2 5.2 3.8 3.3 3.0 3.1 44.8 50 

Greatest amount 9.9 6.2 10.3 7.2 10.1 9.7 14.3 14.3 13.8 10.1 7.0 6.1 64.9 50 

Least amount 1.0 0.8 0.7 0.4 0.6 0.3 0.3 0.7 0.2 0.5 0.4 0.6 26.4 50 

Maximum amount (24 hours) 3.7 2.6 3.7 5.8 3.4 5.7 4.7 7.4 6.4 3.7 3.3 2.5 7.4 50 

Mean number of days 15 14 15 14 14 13 14 14 11 11 12 13 160 50 

SNOW

Mean amount 2.9 3.1 1.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.9 8.0 48 

Greatest amount 14.2 24.4 13.7 1.2 0.0 0.0 0.0 0.0 0.0 0.0 0.6 14.7 41.9 48 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 48 

Maximum amount (24 hours) 9.0 13.6 8.1 1.2 0.0 0.0 0.0 0.0 0.0 0.0 0.6 10.4 13.6 48 

Mean number of days 4.0 4.0 2.0 Miss 0.0 0.0 0.0 0.0 0.0 0.0 Miss 2.0 12.0 50 

WIND

Percentage with gales 0.01 0.05 0.02 0.02 0.01 0.00 0.00 0.02 0.04 0.07 0.02 0.01 0.02 50

Mean wind speed (knots) 9.9 10.3 10.7 10.2 9.1 8.4 7.8 7.6 8.3 8.9 9.2 9.5 9.1 50

Direction (percentage of observations)

North 11.5 11.2 8.6 6.7 5.1 4.0 3.3 4.1 5.9 8.3 8.0 9.9 7.2 50

North Northeast 9.7 10.5 8.5 6.6 6.9 5.5 4.7 6.0 8.1 10.4 8.0 8.9 7.8 50

Northeast 7.5 8.3 9.1 8.3 10.0 9.2 7.8 10.5 13.9 12.5 8.6 7.3 9.4 50

East Northeast 3.0 3.7 4.9 5.6 6.8 6.6 5.4 7.5 8.7 6.8 3.7 3.0 5.5 50

East 1.8 2.7 3.8 3.5 4.6 4.8 4.2 4.8 5.6 4.1 2.8 2.0 3.7 50 

East Southeast 1.5 2.3 3.7 4.0 4.4 4.7 3.9 4.0 4.0 2.6 2.3 1.5 3.2 50 

Southeast 2.6 3.2 4.2 5.0 5.8 5.9 5.1 5.2 4.8 3.6 3.1 2.5 4.3 50 

South Southeast 2.9 3.6 4.7 5.5 5.9 5.6 5.3 5.4 4.4 3.5 3.7 3.1 4.5 50 

South 7.0 6.6 7.4 9.0 9.2 9.2 10.2 9.4 8.0 6.8 8.5 7.4 8.2 50 

South Southwest 8.2 7.9 8.2 10.3 9.7 11.3 12.8 10.3 8.4 7.7 9.0 8.8 9.4 50 

Southwest 9.6 8.7 8.7 10.8 11.0 12.8 15.8 12.4 9.0 8.8 10.4 10.7 10.7 50 

West Southwest 6.2 6.2 5.4 5.8 5.7 6.1 7.3 5.4 3.9 4.5 6.1 6.6 5.8 50 

West 6.2 5.2 4.7 4.7 3.8 4.1 3.9 3.2 2.6 3.0 5.1 5.9 4.4 50 

West Northwest 5.8 5.4 5.3 4.4 3.1 2.6 2.4 1.9 2.1 3.1 5.0 5.7 3.9 50 

Northwest 6.8 6.1 5.8 4.2 2.8 2.4 2.1 2.5 3.0 4.8 6.2 7.2 4.5 50 

North Northwest 6.9 6.1 5.2 3.9 2.4 2.0 1.7 2.0 2.4 4.4 5.6 6.1 4.1 50 

Calm 2.7 2.4 1.8 1.8 2.8 3.2 4.0 5.2 5.1 5.0 3.9 3.6 3.5 50 

Direction (mean speed, knots)

North 11.3 11.9 12.0 12.1 10.6 10.1 8.9 9.5 11.3 11.6 11.2 11.4 11.3 50

North Northeast 10.5 11.2 11.6 11.3 10.7 9.5 8.8 9.8 11.5 12.0 11.0 11.1 10.9 50

Northeast 9.8 10.1 10.5 10.5 10.6 9.9 9.1 9.7 11.1 11.3 10.1 9.4 10.3 50

East Northeast 7.9 9.0 9.8 9.9 9.3 9.5 8.6 8.8 9.7 9.5 8.5 7.9 9.2 50

East 7.0 7.5 8.2 8.2 7.6 7.5 7.0 6.8 7.0 7.6 7.5 7.0 7.4 50

East Southeast 6.5 7.8 8.2 8.2 7.3 7.3 6.6 6.6 6.5 6.9 7.8 7.0 7.2 50

Southeast 7.3 8.0 8.3 8.1 7.8 7.3 6.9 6.5 6.6 6.6 7.3 7.3 7.3 50

South Southeast 7.9 8.2 9.1 8.4 7.9 7.0 6.5 6.6 6.5 6.8 7.9 7.8 7.5 50

South 8.6 8.7 10.3 9.5 8.6 7.8 7.4 7.2 6.9 7.2 8.3 8.4 8.2 50

South Southwest 9.7 10.3 11.0 11.0 9.6 9.1 8.5 7.9 7.9 7.8 8.9 9.4 9.2 50

Southwest 10.8 10.7 11.8 11.2 10.1 9.5 9.0 8.3 8.1 8.3 9.0 9.8 9.6 50

West Southwest 10.9 11.5 11.7 10.9 9.7 9.0 8.4 7.8 8.1 8.3 9.4 10.1 9.7 50

West 10.8 11.2 11.5 10.6 9.0 8.0 7.4 6.9 7.1 7.8 9.5 9.8 9.5 50

West Northwest 10.8 12.0 12.2 11.1 9.1 8.7 7.2 7.2 7.5 8.8 9.9 10.6 10.2 50

Northwest 10.9 11.7 12.3 11.1 9.3 8.1 7.0 6.8 8.1 9.3 10.4 10.7 10.2 50

North Northwest 12.0 11.8 12.3 11.7 10.1 9.0 8.2 8.3 9.9 11.5 11.5 11.6 11.2 50

VISIBILITY

Mean number of days with fog 13 12 12 11 13 12 13 16 14 14 13 12 155 50 

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 451

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

CAPE HATTERAS, NC (35°16'N, 75°33'W) 23 feet (7 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1019.4 1018.1 1017.1 1016.4 1017.1 1016.1 1017.1 1016.9 1018.1 1018.4 1019.3 1020.2 1017.9 39

TEMPERATURE (°F)

Mean 45.4 46.2 51.6 59.6 67.4 74.6 79.0 78.6 74.6 65.6 57.3 49.3 62.6 41 

Mean daily maximum 52.8 53.8 59.3 67.5 74.6 81.1 85.1 84.7 80.8 72.3 64.6 56.7 69.6 41 

Mean daily minimum 37.5 38.0 43.4 51.2 59.7 67.6 72.3 71.9 67.9 58.5 49.6 41.5 55.1 41 

Extreme (highest) 75 76 81 89 91 95 96 94 92 89 81 78 96 41 

Extreme (lowest) 6 14 19 26 39 44 54 56 45 32 22 12 6 41 

RELATIVE HUMIDITY

Average percentage 68.9 56.0 45.8 39.5 45.6 35.6 46.5 44.4 55.5 59.0 68.2 77.3 53.6 39

CLOUD COVER

Percent of time clear 29.4 27.3 29.2 32.4 26.1 21.3 19.2 18.6 26.8 32.6 30.7 30.1 27.0 38 

Percent of time scattered 11.1 11.7 13.3 16.3 18.7 20.7 21.2 22.4 23.0 17.6 15.6 14.1 17.2 38 

Percent of time broken 12.2 11.2 12.2 14.6 18.0 21.0 23.0 21.7 17.6 14.9 15.1 12.8 16.2 38 

Percent of time overcast 43.7 46.9 42.6 33.5 32.6 32.7 31.0 32.2 28.6 31.1 34.8 39.8 35.7 38 

PRECIPITATION (inches)

Mean amount 5.4 4.0 4.6 3.2 3.7 4.2 5.0 6.2 5.3 5.2 4.9 4.5 56.7 41 

Greatest amount 12.4 8.4 11.2 9.5 11.4 10.8 9.9 16.1 20.0 15.0 16.2 9.6 90.8 41 

Least amount 1.7 1.0 0.9 0.3 0.3 0.3 0.4 0.9 0.0 0.5 1.1 0.6 41.5 41 

Maximum amount (24 hours) 5.9 2.8 4.5 5.1 3.2 6.1 5.2 7.5 5.4 8.3 7.6 3.5 8.30 41 

Mean number of days 14 13 13 11 12 11 14 13 12 11 11 13 148 41 

SNOW

Mean amount 0.4 0.5 0.4 T 0.0 0.0 0.0 0.0 0.0 0.0 T 0.5 1.9 39 

Greatest amount 3.5 4.4 8.5 T 0.0 0.0 0.0 0.0 0.0 0.0 T 13.5 13.8 39 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 39 

Maximum amount (24 hours) 3.5 4.4 7.0 T 0.0 0.0 0.0 0.0 0.0 0.0 T 8.2 8.2 39 

Mean number of days 2.0 1.0 Miss Miss 0.0 0.0 0.0 0.0 0.0 0.0 Miss 1.0 4.0 41 

WIND

Percentage with gales 0.00 0.07 0.02 0.02 0.00 0.01 0.00 0.07 0.10 0.05 0.03 0.01 0.06 39

Mean wind speed (knots) 10.5 10.6 10.4 10.2 9.5 9.2 8.6 8.3 9.2 9.8 9.7 10.1 9.7 39

Direction (percentage of observations)

North 15.3 12.7 7.8 5.8 4.5 2.8 1.8 3.8 5.7 10.6 12.4 14.1 8.1 39 

North Northeast 13.7 16.1 14.2 10.0 10.1 8.6 5.0 8.9 14.8 18.5 13.4 12.7 12.1 39 

Northeast 6.8 8.9 11.5 10.5 13.6 11.9 8.2 12.3 19.4 15.9 8.9 7.0 11.3 39 

East Northeast 2.3 2.8 5.3 5.5 5.8 6.7 5.3 7.1 8.3 6.1 4.1 2.3 5.1 39 

East 1.1 1.2 2.1 2.8 3.4 3.1 3.2 3.4 3.2 2.9 1.9 1.0 2.4 39 

East Southeast 1.0 1.2 1.9 2.3 2.5 3.0 2.5 2.7 3.3 2.5 1.8 1.0 2.2 39 

Southeast 1.1 1.4 2.1 2.4 2.9 3.6 2.4 2.9 3.2 2.3 2.1 1.1 2.3 39 

South Southeast 1.5 1.9 2.6 3.0 3.7 3.5 2.6 3.4 3.2 2.4 2.5 1.9 2.7 39 

South 3.1 3.3 4.4 5.8 6.9 6.4 5.6 6.1 4.9 3.2 4.2 3.0 4.8 39 

South Southwest 3.0 4.1 6.3 8.8 10.4 11.7 13.8 9.5 5.7 3.6 4.5 3.3 7.1 39 

Southwest 6.3 8.8 10.5 15.8 16.4 18.2 23.2 16.2 8.7 5.5 6.5 6.8 11.9 39 

West Southwest 9.2 9.4 9.1 9.9 8.9 10.4 14.4 10.9 6.0 5.4 7.4 8.6 9.1 39 

West 7.6 6.2 5.6 4.7 3.2 3.3 4.7 3.6 3.4 4.2 6.5 8.3 5.1 39

West Northwest 8.3 6.3 5.2 3.7 2.4 1.8 2.2 2.3 2.6 4.2 7.1 8.5 4.5 39 

Northwest 8.5 6.4 4.5 3.7 1.8 1.3 1.4 1.7 2.0 3.8 6.2 9.0 4.2 39 

North Northwest 9.3 7.0 5.0 3.6 1.9 1.4 1.0 1.7 2.5 6.1 8.1 9.5 4.7 39 

Calm 1.9 2.3 1.9 1.9 1.9 2.1 2.8 3.6 3.1 2.8 2.4 1.8 2.4 39 

Direction (mean speed, knots)

North 11.2 11.4 11.9 11.8 11.2 9.2 8.0 8.4 9.7 9.6 10.0 10.3 10.5 39 

North Northeast 11.5 11.9 12.0 12.2 11.5 10.7 8.5 9.5 11.1 11.6 11.1 11.3 11.3 39 

Northeast 10.2 10.2 10.1 10.5 10.4 9.8 9.0 9.5 10.5 11.1 9.9 10.7 10.2 39 

East Northeast 8.3 7.7 8.2 8.5 8.4 8.5 8.1 7.9 9.4 9.3 8.6 9.4 8.6 39 

East 8.3 6.8 7.3 7.3 7.4 8.0 7.2 7.1 8.2 9.2 7.7 8.8 7.7 39 

East Southeast 10.0 8.3 7.5 7.2 7.4 7.6 7.2 7.1 8.7 9.8 9.3 8.6 8.1 39 

Southeast 9.5 10.6 8.8 8.4 8.1 7.9 7.0 7.3 8.5 9.1 9.2 10.5 8.4 39 

South Southeast 11.5 10.1 9.8 9.4 8.5 8.5 7.4 7.5 8.9 10.0 10.4 11.3 9.2 39 

South 12.4 11.6 10.6 10.1 9.5 8.9 8.4 8.1 8.4 9.5 10.5 11.0 9.6 39 

South Southwest 11.8 10.5 11.1 10.6 10.1 10.0 9.5 8.9 9.1 9.6 9.9 10.5 10.0 39 

Southwest 12.0 11.5 11.4 11.2 10.2 10.2 10.1 9.8 9.5 10.4 10.8 11.2 10.5 39 

West Southwest 11.1 11.0 10.1 10.8 9.3 9.6 9.3 8.9 8.7 9.8 10.5 10.7 10.0 39 

West 10.0 10.2 9.9 9.3 7.7 8.1 7.6 7.2 7.3 8.2 9.1 9.2 8.9 39 

West Northwest 9.4 10.3 10.7 9.3 7.5 7.9 6.7 6.4 6.7 7.6 8.7 8.9 8.8 39 

Northwest 10.1 10.7 10.7 10.5 8.4 8.4 7.2 6.9 7.3 8.4 9.0 10.1 9.6 39 

North Northwest 10.3 10.7 11.8 10.6 8.9 8.6 7.4 7.2 8.3 9.5 9.9 10.0 10.0 39 

VISIBILITY

Mean number of days with fog 13 11 12 8 10 9 9 9 8 10 10 11 120 41

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
452 ■ Appendix B ■ Volume 4

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

NEW BERN, NC (35°04'N, 77°03'W) 16 feet (4.9 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1021.6 1019.0 1016.7 1016.1 1014.6 1015.3 1017.1 1016.1 1017.1 1018.3 1018.4 1020.4 1017.6 6

TEMPERATURE (°F)

Mean 45.0 46.6 53.6 62.0 69.6 76.5 80.1 79.0 74.0 64.3 54.9 46.9 62.8 38 

Mean daily maximum 55.0 57.3 64.7 73.6 80.0 86.0 88.8 87.4 83.1 74.8 66.2 57.5 72.9 38 

Mean daily minimum 34.4 35.5 42.0 49.8 58.7 66.5 70.9 70.0 64.4 53.3 43.2 35.9 52.1 38 

Extreme (highest) 81 83 90 95 100 105 106 103 101 97 87 83 106 38 

Extreme (lowest) 1 6 17 29 32 44 55 50 43 26 17 -4 -4 38 

RELATIVE HUMIDITY

Average percentage 90.6 65.2 42.5 35.7 21.4 28.3 45.9 36.4 46.0 57.6 59.4 79.2 50.7 6

CLOUD COVER

Percent of time clear 28.3 32.7 32.4 35.6 30.0 20.5 21.8 21.5 24.3 36.0 43.1 36.7 30.2 6 

Percent of time scattered 15.3 14.4 15.2 18.3 20.1 24.2 23.7 23.7 21.7 16.5 15.4 12.8 18.5 6 

Percent of time broken 16.6 16.1 15.4 17.7 22.0 29.2 29.8 29.0 22.7 16.8 13.6 13.0 20.2 6 

Percent of time overcast 35.5 34.4 34.4 25.4 23.9 21.1 19.2 20.6 25.6 26.3 25.5 34.2 27.1 6 

PRECIPITATION (inches)

Mean amount 4.2 3.8 3.9 2.9 4.3 4.8 6.7 6.5 5.0 2.8 3.2 3.7 52.3 38 

Greatest amount 8.0 9.3 9.1 5.5 8.0 8.6 16.0 13.0 13.9 9.8 7.6 9.7 70.8 38 

Least amount 0.7 0.6 0.6 0.7 0.9 1.2 0.2 1.7 0.9 0.4 0.2 0.3 36.0 38 

Maximum amount (24 hours) 3.8 2.7 3.2 2.2 4.5 3.1 7.3 8.8 7.4 2.9 3.3 4.7 8.8 38 

Mean number of days 14 12 13 11 13 12 16 15 11 9 10 12 148 36 

SNOW

Mean amount 0.9 0.7 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 0.4 2.3 38 

Greatest amount 16.5 13.0 11.5 1.0 0.0 0.0 0.0 0.0 0.0 0.0 T 8.8 19.1 38 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 38 

Maximum amount (24 hours) 12.5 11.0 9.0 1.0 0.0 0.0 0.0 0.0 0.0 0.0 T 6.2 12.5 38 

Mean number of days 2.0 1.0 1.0 Miss 0.0 0.0 0.0 0.0 0.0 0.0 Miss 1.0 5.0 36 

WIND

Percentage with gales 0.00 0.00 0.00 0.00 0.00 0.00 0.07 0.00 0.00 0.07 0.00 0.00 1.39 6

Mean wind speed (knots) 7.8 8.1 8.4 8.5 7.0 6.7 6.5 6.1 6.1 6.2 6.4 6.8 7.0 6

Direction (percentage of observations)

North 4.2 8.4 6.1 4.1 5.4 4.2 2.4 5.9 8.6 9.4 5.1 6.6 5.9 6 

North Northeast 6.2 7.0 4.4 2.9 6.7 6.0 5.2 9.4 14.4 15.9 6.5 7.5 7.7 6 

Northeast 6.1 6.7 6.6 6.4 6.2 7.7 6.1 8.5 11.7 12.4 6.5 6.0 7.6 6 

East Northeast 3.7 3.9 6.1 4.3 4.7 4.3 3.0 3.2 5.1 5.5 5.1 2.8 4.3 6 

East 1.9 4.7 3.6 2.0 2.8 3.4 2.7 3.1 2.3 2.6 1.7 1.3 2.7 6 

East Southeast 3.0 3.0 3.8 2.9 2.1 4.0 1.7 3.4 3.1 2.2 1.7 1.6 2.7 6 

Southeast 2.4 3.6 3.3 2.7 4.6 3.7 3.0 3.2 3.1 3.2 2.6 2.3 3.1 6 

South Southeast 3.8 3.3 3.6 3.8 4.7 5.8 5.3 5.5 4.0 2.1 3.5 3.5 4.1 6 

South 5.9 4.5 5.0 9.8 8.2 9.4 11.6 11.4 5.9 3.0 5.1 4.1 7.0 6 

South Southwest 14.1 9.3 9.7 15.8 10.3 12.6 14.2 10.1 6.4 4.1 7.4 6.5 10.0 6 

Southwest 12.0 9.8 8.6 12.4 11.7 12.2 16.0 11.6 8.5 5.9 10.4 9.2 10.7 6 

West Southwest 8.5 6.4 6.0 7.5 6.3 6.0 8.9 4.7 3.9 2.8 5.5 6.6 6.1 6 

West 6.3 5.0 5.5 5.2 4.5 3.2 3.8 3.3 2.4 2.3 5.0 6.6 4.4 6 

West Northwest 5.7 5.5 7.7 6.1 3.8 3.4 2.0 2.9 2.3 2.8 6.5 6.4 4.6 6 

Northwest 5.8 7.6 7.3 4.5 4.2 3.2 2.8 2.8 3.6 4.8 7.5 7.3 5.1 6 

North Northwest 4.0 5.5 6.3 3.8 4.8 2.7 1.6 2.1 2.8 5.9 4.3 6.3 4.2 6 

Calm 6.6 6.0 6.3 5.8 9.0 8.0 9.7 9.0 11.7 15.1 15.8 15.5 9.9 6 

Direction (mean speed, knots)

North 8.0 8.6 8.7 9.2 7.3 7.7 6.4 7.3 7.6 9.1 8.7 9.2 8.3 6 

North Northeast 9.5 9.0 8.4 8.6 8.0 8.3 8.0 7.6 8.7 8.9 7.7 9.1 8.5 6 

Northeast 7.6 7.2 6.7 7.4 6.6 7.0 7.1 5.9 6.9 6.2 6.2 6.2 6.7 6 

East Northeast 5.8 6.5 6.6 7.0 5.8 6.5 6.9 6.3 6.1 6.2 5.6 5.3 6.2 6 

East 4.8 5.3 5.4 5.6 5.0 5.7 4.9 4.7 4.7 4.8 3.7 3.9 5.0 6 

East Southeast 5.9 6.2 5.8 6.1 6.5 6.5 5.6 6.0 5.0 5.9 5.2 5.1 5.9 6 

Southeast 4.8 5.0 6.4 6.5 5.7 5.5 6.0 4.9 4.8 5.0 4.8 4.3 5.3 6 

South Southeast 6.6 7.3 9.0 7.3 6.4 6.5 6.4 7.0 6.0 5.3 6.8 8.2 6.9 6 

South 8.0 9.0 9.4 8.9 7.6 7.5 7.7 6.8 6.5 6.8 7.4 7.0 7.7 6 

South Southwest 9.7 10.9 11.7 10.7 9.5 8.2 7.7 7.8 7.6 7.6 9.3 9.1 9.3 6 

Southwest 8.5 8.3 9.4 9.1 8.4 7.2 7.6 6.5 6.7 6.2 7.4 7.9 7.8 6 

West Southwest 8.7 9.7 9.7 10.2 8.5 8.2 8.0 6.9 6.4 7.1 8.1 8.3 8.5 6 

West 8.4 8.8 9.0 9.9 7.8 7.8 6.7 6.2 6.3 6.3 7.6 7.9 8.0 6 

West Northwest 9.0 10.8 11.5 10.1 8.6 8.1 6.1 7.3 6.7 7.4 9.7 9.6 9.3 6 

Northwest 8.8 9.6 9.5 9.4 7.7 6.8 5.7 6.5 5.6 7.0 7.7 7.9 8.0 6 

North Northwest 9.5 10.4 10.2 10.3 8.4 7.2 5.7 8.3 6.5 9.0 9.3 9.0 9.0 6 

VISIBILITY

Mean number of days with fog 15 13 15 13 18 19 21 22 22 20 17 15 210 36

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 453

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

WILMINGTON, NC (34°16'N, 77°54'W) 33 feet (10.1 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1020.2 1019.3 1017.6 1016.6 1016.5 1016.2 1017.2 1017.0 1017.7 1018.6 1019.6 1020.8 1018.1 45

TEMPERATURE (°F)

Mean 46.1 48.5 54.7 62.9 70.6 77.1 80.9 79.7 74.9 65.0 56.1 48.6 63.8 50 

Mean daily maximum 56.2 59.0 65.4 74.0 80.7 86.4 89.5 88.2 83.7 75.4 67.2 59.2 73.8 50 

Mean daily minimum 35.6 37.5 43.5 51.4 60.0 67.4 71.8 70.7 65.5 54.2 44.5 37.5 53.4 50 

Extreme (highest) 82 85 89 95 98 104 102 102 98 95 87 81 104 50 

Extreme (lowest) 5 11 9 30 35 48 55 55 44 27 16 0 0 50 

RELATIVE HUMIDITY

Average percentage 77.1 68.2 50.6 40.7 40.1 36.7 47.4 45.3 52.0 60.8 70.7 82.6 56.0 50

CLOUD COVER

Percent of time clear 29.8 28.4 29.9 32.7 24.1 18.5 15.1 17.5 22.6 34.7 36.0 31.9 26.7 48 

Percent of time scattered 12.6 13.2 14.5 18.1 20.9 23.5 23.5 23.8 21.4 17.5 15.2 14.2 18.2 48 

Percent of time broken 12.2 12.7 14.3 16.4 21.0 25.2 28.7 25.6 20.1 14.9 13.5 13.9 18.3 48 

Percent of time overcast 41.7 42.0 37.3 28.2 28.8 26.9 25.8 27.2 30.5 28.4 31.3 36.3 32.0 48 

PRECIPITATION (inches)

Mean amount 3.8 3.5 4.2 2.9 4.2 5.4 7.9 6.9 5.8 3.3 3.2 3.5 55.0 50 

Greatest amount 10.2 8.7 8.2 8.2 9.1 12.8 18.0 14.0 18.9 9.8 7.8 7.0 66.6 50 

Least amount 0.6 0.6 0.9 0.1 0.9 0.8 1.6 1.6 0.7 0.1 0.4 0.4 36.9 50 

Maximum amount (24 hours) 2.5 2.6 4.3 3.5 4.3 4.7 6.4 4.8 7.4 5.5 4.0 3.8 7.4 50 

Mean number of days 13 12 13 11 13 13 17 15 13 10 11 12 153 50 

SNOW

Mean amount 0.4 0.5 0.4 T 0.0 0.0 0.0 0.0 0.0 0.0 T 0.5 1.8 50 

Greatest amount 5.4 12.5 6.6 T 0.0 0.0 0.0 0.0 0.0 0.0 T 15.3 16.1 50 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50 

Maximum amount (24 hours) 5.0 6.8 5.2 T 0.0 0.0 0.0 0.0 0.0 0.0 T 9.6 9.6 50 

Mean number of days 1.0 1.0 1.0 Miss 0.0 0.0 0.0 0.0 0.0 0.0 Miss 1.0 4.0 50 

WIND

Percentage with gales 0.01 0.04 0.08 0.04 0.00 0.00 0.02 0.07 0.09 0.01 0.00 0.00 0.08 49

Mean wind speed (knots) 7.7 8.2 8.6 8.6 7.7 7.2 6.8 6.2 6.5 6.8 6.9 7.2 7.3 49

Direction (percentage of observations)

North 8.8 8.4 6.6 4.8 5.1 4.7 3.5 6.2 10.0 12.2 10.0 10.2 7.5 49 

North Northeast 7.6 7.4 5.1 4.0 4.9 5.4 4.2 7.1 12.0 12.4 8.2 8.1 7.2 49 

Northeast 6.5 6.6 5.1 3.9 5.2 5.7 3.9 6.7 11.1 11.1 6.1 6.1 6.5 49 

East Northeast 3.9 4.3 4.7 3.8 4.5 4.2 3.4 4.0 5.4 5.0 4.2 3.3 4.2 49 

East 2.8 3.4 5.0 4.5 5.2 5.1 3.7 4.6 5.5 3.9 3.1 2.4 4.1 49 

East Southeast 2.3 2.9 4.1 4.2 5.1 5.4 3.5 4.4 4.2 3.1 2.7 1.8 3.6 49 

Southeast 2.1 3.1 3.8 5.4 5.4 5.6 4.7 5.4 4.2 3.0 3.1 2.2 4.0 49 

South Southeast 2.3 2.6 3.7 5.3 5.7 5.6 5.4 5.5 3.4 2.5 2.8 2.1 3.9 49 

South 3.3 4.0 5.8 7.6 7.8 8.0 8.3 6.6 4.4 3.1 3.6 3.4 5.5 49 

South Southwest 5.6 6.4 8.3 10.4 9.8 9.6 12.2 7.9 4.7 3.6 4.8 5.4 7.4 49 

Southwest 8.8 9.4 10.0 12.6 11.3 12.0 17.0 10.5 5.1 4.5 7.1 8.6 9.8 49 

West Southwest 8.4 6.9 6.6 7.5 7.0 7.0 9.7 6.7 4.3 3.9 6.3 7.4 6.8 49 

West 6.6 5.6 5.8 5.3 4.1 4.2 4.7 4.0 3.0 3.3 5.4 5.8 4.8 49 

West Northwest 6.2 5.9 5.6 4.7 3.5 3.0 2.5 2.4 2.1 2.9 4.9 5.8 4.1 49 

Northwest 7.6 6.7 6.0 4.6 3.2 2.3 1.8 2.1 2.5 4.5 6.3 7.4 4.6 49 

North Northwest 7.2 7.0 5.4 4.2 3.5 2.5 2.0 3.0 4.1 5.9 6.9 7.0 4.9 49 

Calm 10.2 9.4 8.4 7.3 8.7 9.7 9.6 12.8 14.0 15.0 14.6 13.2 11.1 49 

Direction (mean speed, knots)

North 8.4 8.8 8.7 8.7 8.3 8.0 6.7 7.2 8.2 8.9 8.7 8.1 8.3 49 

North Northeast 8.3 8.8 8.9 8.5 8.5 7.6 7.1 7.3 8.0 8.6 8.0 8.4 8.2 49 

Northeast 7.7 7.9 8.0 7.7 7.3 7.1 6.4 6.7 7.7 7.9 7.0 7.6 7.5 49 

East Northeast 7.1 7.9 8.2 8.1 7.9 7.7 7.2 6.9 7.8 7.7 6.8 6.8 7.5 49 

East 6.8 7.8 8.4 8.3 8.6 8.3 7.3 7.4 8.1 7.6 7.0 6.7 7.8 49 

East Southeast 6.3 7.3 8.1 8.3 7.8 8.1 7.0 7.0 7.6 7.4 6.6 6.4 7.5 49 

Southeast 7.5 8.2 8.5 8.7 8.7 8.2 7.4 7.2 7.7 7.7 7.8 7.5 8.0 49 

South Southeast 8.9 9.3 9.3 8.9 8.3 7.8 7.3 7.1 7.3 7.7 8.4 8.0 8.1 49 

South 9.1 9.7 9.4 9.9 8.9 8.3 7.8 7.2 7.1 7.5 8.5 8.6 8.5 49 

South Southwest 9.3 10.2 11.2 11.2 10.0 9.0 8.8 7.9 7.8 8.0 8.7 9.2 9.4 49 

Southwest 9.0 9.4 9.9 9.6 8.8 8.2 8.0 7.4 7.0 7.6 8.1 8.5 8.5 49 

West Southwest 8.8 9.0 9.2 8.7 7.8 7.5 7.2 6.8 6.7 7.6 8.2 8.3 8.0 49 

West 8.8 9.5 9.6 9.2 7.6 7.4 7.0 6.5 6.8 7.1 8.2 8.3 8.2 49 

West Northwest 9.4 10.4 10.4 9.8 7.7 7.2 6.3 6.3 6.5 7.0 8.4 8.6 8.6 49 

Northwest 9.4 9.4 9.9 9.7 7.7 7.0 5.7 6.4 6.8 7.9 8.8 9.0 8.7 49 

North Northwest 9.1 9.2 9.7 9.2 8.0 7.2 6.1 6.5 7.7 8.5 8.4 8.8 8.5 49 

VISIBILITY

Mean number of days with fog 15 13 14 12 15 16 14 18 17 16 15 14 179 50

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
454 ■ Appendix B ■ Volume 4

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

CHARLESTON, SC (32°54'N, 80°02'W) 46 feet (14 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1020.7 1019.5 1017.7 1017.2 1016.5 1016.2 1017.4 1017.0 1017.5 1018.5 1019.7 1021.0 1018.2 52

TEMPERATURE (°F)

Mean 48.7 51.1 57.5 64.8 72.6 78.3 81.4 80.5 76.0 66.6 57.7 50.6 65.6 52 

Mean daily maximum 59.2 62.0 68.4 76.1 82.9 87.5 90.0 88.9 84.6 76.8 68.9 61.3 75.7 52 

Mean daily minimum 37.8 39.8 46.2 53.0 61.7 68.6 72.3 71.5 67.0 55.8 46.0 39.4 55.0 52 

Extreme (highest) 83 87 90 94 98 101 104 102 97 94 88 83 104 52 

Extreme (lowest) 6 12 15 30 36 50 58 56 42 27 15 8 6 52 

RELATIVE HUMIDITY

Average percentage 81.5 70.5 51.6 47.0 40.1 37.5 49.4 45.1 49.8 60.4 72.2 85.4 57.5 53

CLOUD COVER

Percent of time clear 26.7 27.6 27.4 30.5 21.5 16.0 12.5 14.5 20.8 33.6 34.0 28.8 24.4 50 

Percent of time scattered 13.6 13.5 15.2 18.6 21.4 23.0 22.4 23.2 22.1 18.2 16.5 14.7 18.6 50 

Percent of time broken 13.6 15.0 15.8 17.9 23.3 27.4 30.5 28.9 23.4 16.8 15.0 15.4 20.3 50 

Percent of time overcast 41.9 39.5 37.3 28.2 28.4 27.1 26.7 26.0 27.8 26.9 30.0 36.5 31.3 50 

PRECIPITATION (inches)

Mean amount 3.4 3.0 4.3 2.8 3.9 6.1 7.2 6.7 5.7 3.1 2.4 3.0 52.2 52 

Greatest amount 8.9 6.3 11.1 9.5 9.2 27.2 18.4 16.9 17.3 12.1 7.3 7.0 72.9 52 

Least amount 0.6 0.3 0.7 0.0 0.7 0.9 1.7 0.7 0.1 0.1 0.4 0.6 30.3 52 

Maximum amount (24 hours) 3.9 2.2 4.4 4.1 6.2 9.4 5.3 4.6 6.1 4.4 5.2 3.4 9.4 52 

Mean number of days 14 12 13 10 13 15 17 17 14 10 11 12 158 52 

SNOW

Mean amount 0.1 0.2 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 0.2 0.6 51 

Greatest amount 1.0 7.1 2.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 8.0 8.9 51 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 51 

Maximum amount (24 hours) 0.8 5.4 2.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 6.0 6.0 51 

Mean number of days 1.0 1.0 Miss 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Miss Miss 2.0 52 

WIND

Percentage with gales 0.02 0.03 0.04 0.02 0.01 0.01 0.00 0.01 0.02 0.02 0.01 0.01 0.08 53

Mean wind speed (knots) 7.8 8.4 8.6 8.3 7.3 7.1 6.7 6.3 6.6 6.8 7.0 7.3 7.3 53

Direction (percentage of observations)

North 7.8 6.8 5.0 4.4 4.9 4.8 3.6 6.2 9.5 11.8 9.5 9.0 6.9 53 

North Northeast 9.2 8.2 5.7 4.5 5.5 6.2 4.6 8.3 15.4 16.4 10.6 10.1 8.7 53 

Northeast 7.3 7.5 5.9 4.4 5.6 6.4 4.5 7.8 12.2 12.0 8.2 7.6 7.4 53 

East Northeast 3.8 4.7 4.6 4.0 4.3 4.0 3.1 4.2 5.6 5.5 4.6 3.6 4.3 53 

East 2.6 3.1 3.9 3.8 3.9 3.7 3.1 4.0 4.8 3.7 3.2 2.2 3.5 53 

East Southeast 2.9 2.9 4.4 4.7 4.8 4.6 3.6 3.9 4.3 3.5 3.3 2.4 3.8 53 

Southeast 2.3 3.0 4.2 5.7 5.4 5.7 4.5 4.8 4.1 2.7 2.6 2.7 4.0 53 

South Southeast 2.7 3.5 5.2 6.7 7.0 7.3 6.4 6.3 4.4 2.6 2.8 2.7 4.8 53 

South 4.6 5.6 8.1 9.9 11.4 11.1 12.3 9.7 5.9 3.8 4.8 4.4 7.6 53 

South Southwest 7.4 9.1 10.6 11.2 11.1 10.8 14.1 9.0 5.1 3.6 6.0 6.9 8.7 53 

Southwest 7.7 7.7 7.4 8.4 8.2 8.9 12.3 8.3 4.2 3.7 6.0 6.9 7.5 53 

West Southwest 7.8 6.9 6.9 7.1 6.1 6.6 8.7 6.4 3.7 4.1 6.2 7.6 6.5 53 

West 7.9 7.4 7.0 6.0 4.7 4.5 5.1 3.8 2.8 3.8 6.5 7.4 5.6 53 

West Northwest 7.8 7.1 6.4 5.6 3.6 3.2 3.0 2.8 2.6 3.7 6.1 6.8 4.9 53 

Northwest 5.7 5.0 4.6 3.4 3.3 2.6 2.0 2.5 2.5 3.9 4.9 5.5 3.8 53 

North Northwest 6.3 5.6 4.8 4.0 3.6 3.3 2.6 3.6 4.6 6.8 6.6 6.7 4.9 53 

Calm 6.2 5.9 5.3 6.2 6.6 6.3 6.5 8.5 8.2 8.4 8.1 7.6 7.0 53 

Direction (mean speed, knots)

North 7.7 8.1 8.0 7.9 7.4 6.8 5.8 6.2 6.7 7.4 7.4 7.5 7.3 53 

North Northeast 7.8 8.0 8.0 7.7 7.4 7.0 6.1 6.5 7.7 8.0 7.6 7.9 7.6 53 

Northeast 7.3 7.8 7.6 7.2 7.3 7.1 6.5 6.7 7.7 7.6 7.0 7.3 7.3 53 

East Northeast 7.0 7.7 8.2 8.3 7.4 7.8 6.8 6.9 7.5 7.4 6.6 6.7 7.4 53 

East 6.4 7.6 7.9 8.2 8.0 8.2 7.2 7.1 7.7 7.3 6.7 6.4 7.5 53 

East Southeast 6.5 7.5 8.0 8.2 8.0 8.2 7.3 7.1 7.7 7.2 6.5 6.6 7.5 53 

Southeast 6.9 7.8 8.0 8.4 7.8 7.7 6.8 7.4 7.3 6.9 6.9 6.4 7.5 53 

South Southeast 6.7 7.7 8.3 8.3 7.6 7.2 7.1 7.0 6.8 6.9 7.2 6.8 7.4 53 

South 7.8 8.9 9.3 8.8 8.1 7.6 7.4 7.1 6.7 6.6 7.6 7.8 7.8 53 

South Southwest 9.0 9.9 10.0 9.7 8.2 7.8 7.6 7.0 6.8 7.3 8.5 9.0 8.5 53 

Southwest 8.7 9.0 9.3 9.1 8.0 7.8 7.6 7.0 6.8 7.1 7.8 8.5 8.1 53 

West Southwest 9.1 9.7 10.0 9.4 8.3 8.1 7.6 7.2 6.9 7.7 8.0 8.5 8.5 53 

West 9.9 10.7 10.7 10.1 8.7 7.8 7.3 6.9 6.9 7.6 8.9 9.3 9.1 53 

West Northwest 10.1 11.0 10.7 10.3 8.1 7.3 7.1 6.8 6.9 7.5 8.6 9.1 9.1 53 

Northwest 8.7 9.3 9.4 8.9 7.3 6.8 6.2 6.1 6.4 7.1 7.3 7.8 7.9 53 

North Northwest 7.9 8.3 8.6 8.3 7.2 6.7 5.7 6.2 6.2 7.0 7.1 7.4 7.3 53 

VISIBILITY

Mean number of days with fog 14 11 13 12 14 14 11 14 16 14 14 14 161 52

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 455

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

BEAUFORT, SC (32°29'N, 80°43'W) 33 feet (10.1 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1020.4 1018.8 1017.5 1016.9 1016.5 1015.9 1017.1 1016.7 1017.3 1018.1 1019.5 1020.9 1018.0 37

TEMPERATURE (°F)

Mean 48.6 51.4 58.3 66.0 73.4 79.3 82.4 81.4 77.1 67.6 59.0 51.4 66.5 39 

Mean daily maximum 58.1 61.4 68.4 76.0 82.7 87.7 90.5 89.1 84.9 77.0 69.2 61.2 75.7 39 

Mean daily minimum 38.5 41.0 47.8 55.5 63.7 70.4 73.9 73.2 68.8 57.7 48.3 41.0 56.8 39 

Extreme (highest) 83 85 91 94 97 106 106 102 98 94 88 82 106 39 

Extreme (lowest) 5 16 21 32 41 51 62 57 45 31 19 11 5 39 

RELATIVE HUMIDITY

Average percentage 79.2 62.9 50.1 44.2 40.5 34.3 46.1 42.0 48.1 55.9 70.1 83.6 55.0 38

CLOUD COVER

Percent of time clear 22.6 22.1 21.9 24.0 16.8 11.5 6.4 8.5 14.3 26.2 26.5 25.3 18.9 38 

Percent of time scattered 19.8 19.0 22.2 26.3 25.3 27.1 24.2 25.5 31.8 25.2 24.4 22.0 24.4 38 

Percent of time broken 16.0 14.7 19.3 19.2 26.9 28.5 34.9 32.1 24.3 15.3 18.3 13.9 21.9 38 

Percent of time overcast 37.0 35.5 30.5 22.8 20.7 20.0 18.5 19.0 20.6 23.2 23.2 29.6 25.1 38 

PRECIPITATION (inches)

Mean amount 3.8 3.2 3.9 2.8 3.6 5.5 6.3 7.2 4.9 3.1 2.4 3.0 50.0 39 

Greatest amount 8.8 6.6 8.9 7.1 10.5 13.5 19.1 18.0 13.4 20.4 7.7 6.3 67.6 39 

Least amount 0.7 0.2 0.5 0.1 0.4 0.9 1.4 1.1 0.5 0.0 0.3 0.1 33.3 39 

Maximum amount (24 hours) 3.4 2.4 2.7 4.8 4.4 5.4 4.7 6.1 5.8 7.9 6.8 3.0 7.9 39 

Mean number of days 14 12 13 9 12 14 17 15 13 9 10 12 150 30 

SNOW

Mean amount 0.1 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.5 39 

Greatest amount 2.0 6.4 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.5 6.5 39 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 39 

Maximum amount (24 hours) 1.0 6.4 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.5 6.4 39 

Mean number of days 1.0 1.0 Miss 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Miss 2.0 30 

WIND

Percentage with gales 0.00 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.01 0.00 0.00 0.00 0.24 38

Mean wind speed (knots) 5.4 6.0 6.2 6.1 5.4 5.1 4.7 4.2 4.4 4.7 4.8 5.1 5.2 38

Direction (percentage of observations)

North 6.0 5.2 3.4 3.1 3.7 3.6 2.1 4.3 7.0 8.6 7.1 6.9 5.1 38 

North Northeast 8.3 6.5 4.5 3.3 4.8 5.4 3.2 6.2 12.6 13.9 9.2 8.9 7.3 38 

Northeast 6.2 6.3 4.8 3.3 3.8 5.4 3.2 5.7 9.9 10.6 7.1 6.0 6.0 38 

East Northeast 3.1 4.7 4.4 3.2 3.9 4.1 2.7 4.0 6.8 5.8 4.4 3.3 4.2 38 

East 2.3 3.0 4.5 4.7 5.0 4.7 3.6 4.6 5.6 4.5 2.9 2.1 4.0 38 

East Southeast 2.3 2.6 3.8 4.6 4.9 5.1 3.5 4.1 4.6 3.3 2.5 1.6 3.6 38 

Southeast 1.8 2.0 3.9 4.7 5.0 4.6 3.7 3.8 3.5 1.8 2.3 1.8 3.2 38 

South Southeast 2.5 4.0 6.0 7.3 7.6 6.4 6.3 5.6 3.6 2.4 2.9 2.5 4.7 38 

South 4.5 6.8 9.2 10.8 10.5 9.8 10.9 8.4 4.8 3.4 4.6 4.8 7.4 38 

South Southwest 5.0 6.3 7.5 8.5 8.7 8.5 11.2 7.7 3.9 2.9 4.6 5.7 6.7 38 

Southwest 5.3 5.5 5.5 6.7 6.5 7.7 11.2 7.8 3.3 2.9 3.7 5.2 5.9 38 

West Southwest 7.3 6.5 5.8 7.3 6.5 7.8 10.4 7.2 3.3 3.6 4.4 5.8 6.3 38 

West 9.4 8.6 7.6 7.2 5.4 5.6 6.7 4.8 2.8 4.0 6.5 7.8 6.4 38 

West Northwest 7.9 8.1 7.0 6.1 4.2 3.3 3.3 2.4 2.3 3.7 6.2 7.4 5.2 38 

Northwest 5.5 5.6 5.3 3.3 2.7 2.1 1.6 2.1 2.3 3.4 4.4 6.4 3.7 38 

North Northwest 4.8 4.5 3.6 3.0 3.1 2.5 1.6 2.4 3.3 5.0 5.3 4.8 3.7 38 

Calm 17.6 14.0 13.2 12.8 13.7 13.3 14.7 18.9 20.3 20.1 21.8 19.0 16.7 38 

Direction (mean speed, knots)

North 6.2 6.6 6.5 6.9 6.0 4.9 4.2 4.4 5.3 5.8 5.9 5.9 5.8 38 

North Northeast 6.5 7.1 6.8 6.4 6.4 5.4 4.9 5.1 6.2 6.7 6.5 6.5 6.3 38 

Northeast 6.6 7.0 6.8 6.1 6.3 6.1 5.1 5.5 6.5 6.7 6.2 6.3 6.3 38 

East Northeast 5.9 6.7 6.9 6.5 6.3 6.0 5.6 5.6 5.9 6.2 5.6 6.1 6.1 38 

East 5.1 5.8 6.3 6.6 6.7 6.4 5.3 5.6 5.8 5.4 5.3 4.9 5.9 38 

East Southeast 4.8 5.3 6.2 7.0 6.7 6.7 6.0 5.6 5.9 5.8 5.2 4.8 6.0 38 

Southeast 4.7 5.4 6.5 6.6 6.4 6.1 5.9 5.3 5.5 5.1 5.2 4.5 5.8 38 

South Southeast 5.8 6.1 6.9 6.9 6.7 6.6 6.1 5.6 5.4 5.5 5.2 5.2 6.2 38 

South 6.1 6.6 7.2 7.2 6.5 6.1 5.9 5.5 4.9 5.4 5.9 6.0 6.2 38 

South Southwest 6.3 6.9 7.3 7.3 6.3 5.9 5.7 5.5 4.9 5.3 6.6 6.4 6.3 38 

Southwest 6.1 6.2 6.5 6.3 6.0 5.8 5.4 5.0 5.0 5.1 5.8 6.0 5.8 38 

West Southwest 6.8 7.2 7.1 7.1 5.9 5.9 5.4 4.8 4.6 5.0 5.8 5.7 6.0 38 

West 7.5 8.2 8.2 7.8 6.1 5.6 5.4 4.6 4.4 5.9 7.2 7.1 6.8 38 

West Northwest 7.9 8.4 8.5 8.1 6.5 5.3 4.9 4.7 4.6 5.8 7.2 7.4 7.1 38 

Northwest 6.8 7.3 7.4 7.0 5.3 4.8 4.6 4.4 4.8 5.2 6.4 6.8 6.3 38 

North Northwest 5.8 6.6 6.7 6.3 5.6 4.9 4.1 4.4 4.5 5.3 5.3 5.7 5.6 38 

VISIBILITY

Mean number of days with fog 19 16 20 18 21 21 21 24 24 20 20 18 242 30

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
456 ■ Appendix B ■ Volume 4

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

SAVANNAH, GA (32°08'N, 81°12'W) 49 feet (14.9 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1020.7 1019.5 1017.7 1016.9 1016.5 1016.1 1017.3 1016.8 1017.1 1018.2 1019.9 1021.2 1018.2 46

TEMPERATURE (°F)

Mean 49.5 52.7 59.2 66.2 73.6 79.3 82.2 81.3 77.0 67.6 58.4 51.6 66.6 47 

Mean daily maximum 60.1 63.7 70.4 77.7 84.3 89.1 91.6 90.2 85.8 78.0 69.7 62.4 76.9 47 

Mean daily minimum 38.4 41.2 47.6 54.1 62.4 69.1 72.2 71.8 67.7 56.8 46.7 40.2 55.7 47 

Extreme (highest) 84 86 91 95 100 104 105 104 98 97 89 83 105 47 

Extreme (lowest) 3 14 20 32 39 51 61 57 43 28 15 9 3 47 

RELATIVE HUMIDITY

Average percentage 81.5 69.6 52.4 44.1 40.3 35.7 47.9 42.8 45.6 57.0 74.3 87.1 56.6 47

CLOUD COVER

Percent of time clear 29.4 28.6 28.6 32.7 25.0 18.4 14.6 17.6 21.6 36.8 35.3 30.0 26.6 46 

Percent of time scattered 13.1 13.8 15.2 19.0 22.9 23.7 25.0 26.2 21.5 16.5 15.4 14.1 18.8 46 

Percent of time broken 12.5 13.0 14.6 15.9 20.6 25.7 27.9 26.6 21.9 14.9 13.8 14.0 18.4 46 

Percent of time overcast 41.0 39.9 36.8 27.9 26.0 25.8 24.7 23.0 28.7 27.6 30.8 37.7 30.8 46 

PRECIPITATION (inches)

Mean amount 3.5 3.0 3.8 3.1 4.1 5.5 6.8 7.1 5.0 3.0 2.2 2.7 50.1 47 

Greatest amount 8.9 7.9 9.5 10.5 10.0 14.3 20.1 17.0 13.4 19.8 5.2 5.8 73.1 47 

Least amount 0.4 0.2 0.1 0.3 0.5 0.8 1.3 1.0 0.3 0.0 0.1 0.1 32.8 47 

Maximum amount (24 hours) 3.2 3.4 3.5 5.6 4.2 3.8 3.7 7.0 6.7 7.1 3.6 3.3 7.1 47 

Mean number of days 13 12 12 9 12 14 17 16 14 10 10 12 151 47 

SNOW

Mean amount 0.1 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 0.1 0.4 45 

Greatest amount 2.0 3.6 1.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 3.6 4.6 45 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 45 

Maximum amount (24 hours) 1.3 3.6 1.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 3.2 3.6 45 

Mean number of days 1.0 Miss Miss 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Miss Miss 1.0 47 

WIND

Percentage with gales 0.00 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.01 0.00 0.02 0.00 0.10 47

Mean wind speed (knots) 7.4 7.9 8.0 7.4 6.6 6.4 6.1 5.7 6.2 6.5 6.5 6.9 6.8 47

Direction (percentage of observations)

North 5.1 4.0 2.9 2.6 3.5 3.6 2.5 4.6 6.9 7.9 6.2 5.5 4.6 47 

North Northeast 5.4 4.7 3.1 2.5 3.9 4.9 3.1 6.5 11.0 12.4 7.9 6.3 6.0 47 

Northeast 7.6 7.4 5.2 3.6 4.6 6.1 4.4 6.8 13.9 14.1 8.6 8.7 7.6 47 

East Northeast 5.2 5.7 5.0 4.1 4.8 5.1 3.9 5.1 8.4 7.8 5.8 4.8 5.5 47 

East 3.3 3.9 5.0 5.0 5.5 5.1 3.7 4.4 5.8 5.0 4.1 3.3 4.5 47 

East Southeast 3.4 3.7 5.0 5.7 5.4 5.3 3.9 4.1 5.1 3.5 3.6 3.1 4.3 47 

Southeast 2.5 3.3 4.6 6.3 6.1 6.4 5.1 5.7 4.7 3.1 3.1 2.4 4.4 47 

South Southeast 2.8 3.9 6.1 8.2 8.6 7.1 6.9 6.8 4.3 2.6 3.4 3.3 5.3 47 

South 4.9 6.3 8.2 8.4 8.1 7.3 9.0 7.2 4.1 2.9 4.5 5.0 6.3 47 

South Southwest 4.8 4.9 5.8 6.4 7.0 7.3 10.7 7.3 3.8 2.5 4.0 4.5 5.7 47 

Southwest 6.5 7.1 6.8 7.9 8.0 9.3 12.6 9.4 4.0 3.5 5.1 5.7 7.2 47 

West Southwest 7.7 7.7 7.9 8.4 6.9 8.1 10.0 6.8 3.8 4.2 5.9 7.6 7.1 47 

West 9.2 8.7 8.5 7.0 6.1 6.2 6.7 4.9 3.1 4.3 6.9 8.6 6.7 47 

West Northwest 11.0 9.8 9.3 7.4 5.7 4.3 4.4 3.6 3.2 4.9 8.0 9.3 6.7 47 

Northwest 8.0 7.7 6.4 4.8 3.8 3.4 2.6 3.0 3.1 5.1 6.6 7.1 5.1 47 

North Northwest 5.0 4.4 3.5 3.1 3.1 2.6 2.1 3.3 3.8 5.5 5.4 5.2 3.9 47 

Calm 7.7 6.9 6.7 8.6 8.8 8.2 8.5 10.5 11.1 10.8 10.7 9.5 9.0 47 

Direction (mean speed, knots)

North 7.0 7.3 7.4 7.2 6.7 6.1 5.7 5.6 5.8 6.8 6.5 6.8 6.5 47 

North Northeast 7.3 7.9 7.9 7.2 7.3 6.8 6.1 6.6 7.4 8.1 7.6 7.5 7.4 47 

Northeast 8.0 8.6 8.1 7.8 7.8 7.1 6.8 7.3 8.3 8.3 7.8 8.0 7.9 47 

East Northeast 7.6 8.5 8.5 7.9 7.8 7.7 7.3 7.0 7.8 7.9 7.6 7.2 7.7 47 

East 6.8 7.8 8.1 8.2 8.1 8.1 7.7 7.2 7.6 7.3 6.7 6.6 7.6 47 

East Southeast 6.5 7.6 8.1 8.2 8.1 7.8 7.4 7.5 7.6 7.3 6.5 6.3 7.5 47 

Southeast 6.4 7.0 7.7 7.9 7.5 7.3 7.1 6.6 6.7 6.5 6.5 6.0 7.1 47 

South Southeast 7.0 8.1 8.7 8.4 7.7 7.2 7.2 6.9 6.6 6.5 6.9 7.0 7.5 47 

South 7.6 8.3 8.6 8.1 7.2 6.7 6.6 6.1 6.1 6.5 7.2 7.8 7.3 47 

South Southwest 7.5 7.4 7.7 7.5 6.6 6.3 6.3 5.7 5.8 6.1 6.9 7.2 6.7 47 

Southwest 7.7 7.7 8.0 7.4 6.5 6.4 6.2 5.8 5.8 6.0 6.8 6.9 6.7 47 

West Southwest 8.1 8.7 8.6 8.1 7.0 6.9 6.5 6.0 5.8 6.3 7.3 7.5 7.3 47 

West 9.0 9.5 9.8 9.0 7.6 7.3 7.0 6.2 6.2 7.0 8.1 8.2 8.2 47 

West Northwest 10.3 10.3 10.4 9.5 7.5 7.5 6.8 6.2 6.5 7.4 8.7 9.2 8.9 47 

Northwest 8.5 9.1 9.2 8.2 6.8 6.1 6.1 5.8 5.9 6.7 7.6 8.1 7.7 47 

North Northwest 7.2 7.6 7.7 7.3 6.4 5.5 5.6 5.3 5.4 6.3 6.2 6.9 6.5 47 

VISIBILITY

Mean number of days with fog 14 12 14 12 15 15 14 18 19 15 14 14 176 47

* Sea level pressure is station pressure reduced to sea level
■ Appendix B ■ 457

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

JACKSONVILLE, FL (32°19'N, 90°05'W) 295 feet (90 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1021.0 1019.8 1018.1 1017.5 1016.7 1016.4 1017.8 1017.0 1016.5 1017.7 1019.6 1021.1 1018.3 49

TEMPERATURE (°F)

Mean 54.1 56.8 62.4 68.4 75.1 80.3 82.7 82.0 78.9 70.6 62.1 55.8 69.2 50 

Mean daily maximum 64.9 67.9 73.7 79.9 85.9 89.8 92.1 90.9 87.3 80.1 72.8 66.6 79.4 50 

Mean daily minimum 42.7 45.3 50.6 56.4 63.9 70.2 72.9 72.7 70.1 60.7 50.8 44.5 58.5 50 

Extreme (highest) 84.0 88.0 91.0 95.0 100.0 103.0 103.0 102.0 98.0 96.0 88.0 84.0 103.0 50 

Extreme (lowest) 7 19 23 34 45 47 61 63 48 36 21 11 7 50 

RELATIVE HUMIDITY

Average percentage 84.9 73.4 55.6 50.0 41.5 39.4 52.9 44.9 40.1 51.6 71.1 85.8 57.6 50

CLOUD COVER

Percent of time clear 27.0 28.4 27.1 30.6 23.1 14.0 11.4 12.7 14.8 27.9 30.3 26.7 22.8 48 

Percent of time scattered 15.8 15.8 17.6 20.9 24.7 24.4 26.0 26.1 24.3 20.1 17.3 15.9 20.7 48 

Percent of time broken 16.4 16.3 19.0 20.1 26.3 31.0 33.6 32.1 27.6 20.1 18.3 16.8 23.1 48 

Percent of time overcast 35.8 33.7 31.0 22.7 19.9 22.3 20.7 20.8 25.3 26.4 27.9 35.1 26.8 48 

PRECIPITATION (inches)

Mean amount 3.2 3.4 3.8 3.0 3.5 5.7 6.4 7.3 7.6 4.2 2.0 2.6 53.2 50 

Greatest amount 10.2 8.8 10.1 11.6 10.4 13.9 16.2 16.2 19.3 13.4 5.0 9.7 79.6 50 

Least amount 0.0 0.5 0.7 0.1 0.1 1.5 1.9 2.1 1.0 0.2 T 0.0 31.2 50 

Maximum amount (24 hours) 2.9 4.9 7.1 7.3 5.4 5.9 7.2 7.8 10.1 7.8 2.7 2.8 10.1 50 

Mean number of days 12 11 12 9 12 16 18 18 16 12 10 12 158 50 

SNOW

Mean amount T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 50 

Greatest amount T 1.5 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.8 1.5 50 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50 

Maximum amount (24 hours) T 1.5 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.8 1.5 50 

Mean number of days Miss Miss Miss 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Miss 1.0 50 

WIND

Percentage with gales 0.00 0.00 0.01 0.00 0.00 0.00 0.00 0.03 0.05 0.02 0.00 0.00 0.10 50

Mean wind speed (knots) 7.0 7.7 7.8 7.4 6.9 6.6 6.0 5.8 6.4 6.9 6.7 6.7 6.8 50

Direction (percentage of observations)

North 7.4 5.3 3.9 3.1 3.1 3.0 2.0 3.7 6.7 10.5 8.7 8.1 5.4 50 

North Northeast 6.4 6.0 3.4 2.3 2.7 2.7 1.5 2.9 5.9 9.9 7.7 6.9 4.9 50 

Northeast 7.5 7.9 6.5 5.1 5.5 5.3 2.9 5.1 10.8 12.9 8.8 7.7 7.2 50 

East Northeast 4.3 4.8 4.9 4.8 5.5 5.9 3.4 6.2 9.3 7.0 4.9 3.9 5.4 50 

East 3.0 3.2 4.2 5.0 5.8 6.0 4.0 5.9 7.3 5.0 3.3 2.7 4.6 50 

East Southeast 2.6 3.5 4.9 7.3 7.5 6.5 5.2 6.1 6.2 3.8 2.9 2.4 4.9 50 

Southeast 3.5 4.2 7.0 8.7 9.6 7.5 8.4 8.0 6.3 3.5 4.0 3.7 6.2 50 

South Southeast 3.0 3.3 4.5 5.1 5.8 4.8 5.4 4.5 3.4 1.8 2.4 2.9 3.9 50 

South 4.5 5.1 5.8 5.6 5.7 6.4 8.3 6.4 3.8 2.2 3.8 4.5 5.2 50 

South Southwest 4.4 4.8 5.2 4.4 4.9 5.9 8.2 5.7 3.0 1.8 3.2 3.9 4.6 50 

Southwest 6.2 7.3 7.5 8.4 7.5 10.6 12.7 9.6 4.7 2.9 4.7 5.4 7.3 50 

West Southwest 6.0 7.6 8.3 8.1 8.0 8.8 10.3 6.8 3.8 3.2 4.7 5.4 6.7 50 

West 7.2 7.0 6.9 6.5 6.1 6.5 7.4 5.4 3.4 4.1 5.9 6.1 6.0 50 

West Northwest 8.9 8.0 6.8 6.2 4.7 4.2 4.0 4.2 3.2 4.9 6.6 7.8 5.8 50 

Northwest 9.8 8.6 7.5 6.4 4.7 3.9 4.0 4.4 4.8 7.6 9.6 10.2 6.8 50 

North Northwest 6.8 5.6 4.4 3.6 3.3 2.5 2.1 3.1 5.2 8.2 7.8 7.9 5.0 50 

Calm 8.6 7.7 8.4 9.6 9.8 9.4 10.0 12.0 12.3 10.6 10.9 10.4 10.0 50 

Direction (mean speed, knots)

North 6.8 7.1 6.8 6.4 6.1 5.5 5.3 5.3 6.4 7.0 7.0 6.9 6.6 50 

North Northeast 8.4 9.2 8.4 7.3 7.2 6.8 5.8 5.9 8.2 8.9 8.6 8.9 8.3 50 

Northeast 8.8 9.9 9.6 9.6 9.2 9.1 8.2 8.0 9.3 10.2 9.4 8.8 9.3 50 

East Northeast 7.1 8.1 8.4 8.8 9.4 9.4 8.1 8.4 9.2 9.3 8.2 7.2 8.6 50 

East 6.7 7.4 8.3 8.6 9.1 9.4 8.4 8.6 8.8 8.8 7.3 6.3 8.4 50 

East Southeast 6.3 7.8 8.6 9.5 9.2 9.3 8.8 8.3 8.5 8.6 7.6 6.5 8.6 50 

Southeast 6.5 7.8 8.6 8.7 8.5 8.2 7.8 7.5 7.1 7.0 7.0 6.7 7.8 50 

South Southeast 6.9 8.0 8.3 7.5 7.2 6.6 6.4 6.2 6.2 6.4 6.8 6.7 7.0 50 

South 7.3 8.1 8.3 7.5 6.7 6.3 6.0 5.8 6.1 6.8 7.3 7.7 6.9 50 

South Southwest 7.8 8.6 8.5 7.9 6.6 6.3 6.0 5.9 6.0 6.5 7.4 7.9 7.0 50 

Southwest 7.5 8.1 8.6 8.0 6.8 6.5 6.3 6.2 5.7 6.2 7.2 7.4 7.0 50 

West Southwest 7.7 8.5 8.8 7.9 7.0 6.8 6.4 6.1 5.8 6.2 7.0 7.2 7.2 50 

West 7.7 8.4 8.6 7.5 6.8 6.7 6.5 5.6 5.4 6.1 7.2 7.0 7.1 50 

West Northwest 8.7 9.2 9.4 8.3 6.7 6.6 6.1 5.4 5.4 6.2 7.4 7.9 7.6 50 

Northwest 8.0 8.4 8.5 7.8 6.4 6.2 5.8 5.6 5.4 6.0 6.9 7.4 7.1 50 

North Northwest 7.2 7.1 7.3 7.0 6.3 5.5 5.3 5.5 5.7 6.3 6.8 7.0 6.6 50 

VISIBILITY

Mean number of days with fog 17 14 15 13 14 13 11 15 16 17 16 17 178 50

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
458 ■ Appendix B ■ Volume 4

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

DAYTONA BEACH, FL (29°11'N, 81°04'W) 62 feet (19 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1020.7 1019.5 1018.0 1017.3 1016.7 1016.4 1018.1 1016.8 1016.0 1016.8 1018.9 1020.6 1018.0 49

TEMPERATURE (°F)

Mean 58.3 60.1 64.5 69.4 75.2 79.6 81.4 81.2 79.6 73.7 65.9 60.2 70.8 50 

Mean daily maximum 68.7 70.4 74.8 79.6 84.8 88.2 90.0 89.3 87.0 81.5 75.4 70.2 80.0 50 

Mean daily minimum 47.4 49.3 53.7 58.7 65.0 70.5 72.3 72.7 71.8 65.3 56.0 49.6 61.1 50 

Extreme (highest) 87.0 89.0 92.0 96.0 100.0 101.0 102.0 100.0 96.0 95.0 89.0 88.0 102.0 50 

Extreme (lowest) 15 24 26 35 44 52 60 65 52 41 27 19 15 50 

RELATIVE HUMIDITY

Average percentage 82.3 70.1 55.3 48.2 42.5 38.8 56.5 42.9 34.9 43.1 64.1 81.4 55.0 50

CLOUD COVER

Percent of time clear 29.1 28.5 29.2 32.1 26.1 16.0 16.8 14.7 13.8 22.9 29.4 27.6 23.9 47 

Percent of time scattered 17.6 17.9 19.0 21.0 27.0 25.5 27.4 27.1 27.4 25.1 22.0 18.4 23.0 47 

Percent of time broken 15.9 16.6 17.6 19.4 22.2 25.9 27.7 29.2 24.9 21.2 17.6 18.1 21.4 47 

Percent of time overcast 31.7 31.6 29.0 21.9 18.4 24.2 20.6 20.9 26.3 24.8 25.5 30.0 25.4 47 

PRECIPITATION (inches)

Mean amount 2.6 2.8 3.4 2.5 3.1 6.0 5.5 6.3 6.6 4.9 2.6 2.4 49.2 50 

Greatest amount 7.1 9.1 12.1 7.1 12.3 15.1 14.4 19.8 15.2 13 12.9 11.9 79.2 50 

Least amount 0.1 0.4 0.2 T 0.0 1.0 0.1 2.0 0.4 0.1 T 0.0 31.3 50 

Maximum amount (24 hours) 5.6 3.5 4.9 4 4.0 6.0 3.3 4.4 6.1 9.1 8.9 3.6 9.1 50 

Mean number of days 12 11 12 9 12 17 18 18 17 15 11 12 164 50 

SNOW

Mean amount T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T T 48 

Greatest amount T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T T 48 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 48 

Maximum amount (24 hours) T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T T 50 

Mean number of days Miss Miss 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Miss Miss 50 

WIND

Percentage with gales 0.00 0.00 0.03 0.00 0.00 0.00 0.00 0.02 0.03 0.01 0.00 0.02 0.11 50

Mean wind speed (knots) 7.7 8.3 8.5 8.2 7.7 6.9 6.3 6.0 6.9 7.8 7.4 7.3 7.4 50

Direction (percentage of observations)

North 8.7 8.2 5.3 3.2 2.7 1.8 1.1 2.0 3.7 6.9 7.6 7.6 4.9 50 

North Northeast 5.2 6.2 5.3 4.7 4.1 3.1 1.4 2.8 5.6 8.6 6.3 5.3 4.9 50 

Northeast 3.4 4.0 4.4 4.9 5.7 4.8 2.7 4.9 9.1 11.1 5.5 3.7 5.4 50 

East Northeast 3.4 4.2 5.0 6.7 8.7 8.5 5.6 7.9 13.6 12.1 6.7 4.3 7.2 50 

East 3.6 4.4 5.9 9.0 11.0 10.7 9.6 9.7 11.5 8.3 5.6 4.4 7.8 50 

East Southeast 3.9 4.7 7.1 10.0 11.2 8.2 9.3 8.9 8.0 4.7 4.7 3.7 7.0 50 

Southeast 3.9 4.6 6.9 8.0 7.5 6.0 7.7 6.2 4.6 2.9 3.7 3.4 5.4 50 

South Southeast 3.3 3.5 4.2 3.9 4.3 4.5 5.3 4.0 3.0 1.9 2.6 2.9 3.6 50 

South 4.7 5.2 6.0 5.3 5.7 7.3 9.0 7.1 4.1 2.5 3.9 4.7 5.5 50 

South Southwest 4.7 5.5 5.7 5.0 5.4 7.5 9.0 7.2 3.6 1.9 3.4 4.5 5.3 50 

Southwest 5.3 5.8 6.6 6.1 6.7 8.8 10.0 7.6 4.1 3.1 4.0 4.7 6.1 50 

West Southwest 7.2 7.7 8.4 8.7 6.3 8.4 8.0 5.8 4.0 4.0 4.9 5.6 6.6 50 

West 7.2 7.3 6.5 5.3 4.3 4.4 4.3 4.0 3.1 4.0 5.4 6.2 5.2 50 

West Northwest 8.5 6.6 5.5 4.3 3.1 3.0 2.7 3.0 3.3 5.5 7.1 9.0 5.1 50 

Northwest 10.4 7.8 6.0 4.2 2.6 2.2 1.7 2.7 3.2 7.4 10.5 11.1 5.8 50 

North Northwest 8.0 7.0 3.9 2.6 1.7 1.6 1.1 1.6 2.2 5.1 7.2 8.3 4.2 50 

Calm 8.7 7.4 7.1 8.1 9.0 9.3 11.3 14.7 13.4 9.9 11.0 10.6 10.0 50 

Direction (mean speed, knots)

North 9.8 10.2 10.6 10.6 10.1 8.0 6.9 7.1 9.1 10.5 10.7 9.9 10.0 50 

North Northeast 9.4 9.6 10.2 10.8 10.6 9.9 8.8 9.0 9.9 10.8 10.3 9.2 10.0 50 

Northeast 8.0 8.5 8.8 9.6 9.9 9.4 8.5 8.9 9.9 10.6 9.2 8.1 9.4 50 

East Northeast 8.1 8.7 8.9 9.3 9.8 9.3 8.6 8.8 9.6 10.2 9.3 8.4 9.3 50 

East 8.1 9.0 9.3 10.0 10.1 9.4 9.2 8.8 9.0 9.2 8.7 8.2 9.2 50 

East Southeast 8.2 8.7 9.6 10.4 9.6 9.2 8.8 8.2 8.4 8.2 8.3 8.0 8.9 50 

Southeast 7.6 8.0 8.7 8.5 7.9 7.1 6.9 6.6 6.5 7.2 7.2 7.6 7.5 50 

South Southeast 7.6 8.7 8.4 7.2 6.3 5.9 5.8 5.9 6.2 6.7 7.1 7.5 6.8 50 

South 7.8 8.4 8.5 7.4 6.4 5.8 5.7 5.5 6.1 6.5 7.0 7.7 6.8 50 

South Southwest 8.8 9.1 9.2 8.3 6.9 6.1 6.0 6.1 6.4 6.8 8.1 8.5 7.4 50 

Southwest 8.2 8.7 8.9 8.1 6.8 6.4 6.2 6.1 6.1 6.1 7.2 7.8 7.2 50 

West Southwest 8.4 9.1 9.6 8.5 7.3 7.0 6.5 6.1 5.9 6.4 7.1 7.6 7.7 50 

West 8.6 9.5 9.7 8.7 7.6 7.2 6.9 6.3 6.0 6.9 7.3 7.9 8.0 50 

West Northwest 8.3 8.7 8.6 8.0 6.8 6.4 6.7 5.8 5.4 6.4 7.4 7.5 7.4 50 

Northwest 7.6 7.7 7.9 7.2 6.2 5.5 5.6 5.1 5.5 6.4 7.2 7.4 7.0 50 

North Northwest 8.9 9.4 9.1 8.2 8.2 6.7 5.9 5.4 7.4 8.5 8.9 8.6 8.5 50 

VISIBILITY

Mean number of days with fog 15 12 12 10 11 10 9 10 9 10 12 15 135 50

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 459

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

WEST PALM BEACH, FL (26°41'N, 80°07'W) 23 feet (7 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1019.9 1019.0 1017.7 1016.8 1016.2 1016.2 1018.0 1016.4 1015.1 1015.3 1017.6 1019.5 1017.3 48

TEMPERATURE (°F)

Mean 66.2 67.3 70.6 74.1 78.2 81.1 82.8 82.9 81.9 78.1 72.5 67.9 75.3 50 

Mean daily maximum 74.9 76.3 79.3 82.4 85.9 88.6 90.3 90.5 88.7 84.9 80.0 76.2 83.2 50 

Mean daily minimum 56.9 57.9 61.4 65.4 70.0 73.1 74.7 74.9 74.5 70.8 64.5 59.0 67.0 50 

Extreme (highest) 87 90 94 99 96 98 99 98 96 95 91 88 99 50 

Extreme (lowest) 27 32 30 43 51 61 68 65 67 46 36 28 27 50 

RELATIVE HUMIDITY

Average percentage 74.5 64.7 51.9 42.9 37.2 37.4 55.4 39.4 25.9 27.7 51.3 70.2 48.3 49

CLOUD COVER

Percent of time clear 22.7 22.3 22.3 20.6 17.4 10.2 10.6 9.5 6.0 12.7 17.5 20.4 16.1 44 

Percent of time scattered 25.4 25.9 25.9 27.9 29.7 24.8 29.9 28.5 28.5 30.2 28.0 25.5 27.5 44 

Percent of time broken 23.3 23.4 24.5 26.3 25.6 30.0 32.7 34.3 33.5 30.3 27.2 24.7 28.0 44 

Percent of time overcast 22.0 21.2 20.7 19.1 20.7 26.1 17.8 19.0 22.7 20.3 20.1 22.6 21.0 44 

PRECIPITATION (inches)

Mean amount 3.0 2.5 3.4 3.5 5.4 7.7 5.9 6.6 8.8 6.9 4.0 2.7 60.9 50 

Greatest amount 11.0 8.7 16.7 12.6 15.2 17.9 13.2 20.1 24.8 18.7 14.6 11.6 85.8 50 

Least amount 0.2 0.2 0.3 0.0 0.3 1.0 1.2 1.7 1.7 0.5 0.2 0.0 37.3 50 

Maximum amount (24 hours) 6.7 2.9 5.5 6.4 7.0 4.8 5.2 8.0 5.7 7.1 7.4 6.4 8.0 50 

Mean number of days 12 11 12 10 15 18 18 21 21 17 13 12 180 50 

SNOW

Mean amount T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 49 

Greatest amount T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 49 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 49 

Maximum amount (24 hours) T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 50 

Mean number of days Miss 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Miss 50 

WIND

Percentage with gales 0.00 0.01 0.03 0.00 0.00 0.00 0.00 0.05 0.04 0.02 0.01 0.00 0.13 49

Mean wind speed (knots) 8.8 9.2 9.6 9.6 8.8 7.3 6.8 6.8 7.4 8.9 9.2 8.8 8.4 49

Direction (percentage of observations)

North 4.6 4.4 3.4 3.0 2.2 2.0 1.6 2.0 3.2 4.5 4.9 4.7 3.4 49 

North Northeast 2.0 2.1 2.4 2.5 1.9 1.4 1.2 1.5 2.8 4.8 3.4 2.2 2.4 49 

Northeast 2.9 3.3 3.8 4.7 5.0 3.5 1.7 3.1 6.5 11.2 6.6 4.1 4.7 49 

East Northeast 5.8 5.9 5.9 8.5 10.4 6.6 4.4 6.4 12.1 16.4 13.0 8.1 8.6 49 

East 9.0 7.5 7.9 12.0 12.5 9.3 10.3 11.9 14.3 12.0 12.8 10.4 10.9 49 

East Southeast 6.5 6.8 8.9 12.3 15.7 13.3 16.4 15.2 12.6 6.8 6.5 7.1 10.7 49 

Southeast 7.8 8.8 12.4 12.5 13.3 12.2 14.7 11.3 7.7 4.8 5.6 6.6 9.8 49 

South Southeast 6.5 7.9 9.5 7.3 6.2 7.1 7.1 6.2 3.9 2.8 3.5 5.1 6.1 49 

South 5.0 5.7 5.7 4.5 4.4 7.1 6.2 5.2 4.1 3.0 2.9 4.1 4.8 49 

South Southwest 3.6 3.8 4.1 3.1 3.8 5.5 4.9 4.3 3.4 2.2 2.5 3.1 3.7 49 

Southwest 3.5 4.3 4.2 4.1 4.2 6.4 5.1 4.9 3.4 2.3 2.5 3.0 4.0 49 

West Southwest 4.0 4.5 4.5 4.3 4.1 4.8 4.0 3.8 3.0 2.7 2.6 2.9 3.8 49 

West 4.6 5.0 4.8 4.0 3.2 3.6 3.6 3.5 3.0 2.8 3.1 3.6 3.7 49 

West Northwest 7.1 7.2 5.2 4.2 3.0 3.0 3.1 3.2 3.2 4.0 4.4 6.1 4.5 49 

Northwest 11.6 10.1 6.7 4.7 2.8 2.4 2.6 3.0 3.5 6.7 10.3 12.2 6.4 49 

North Northwest 9.8 8.0 6.1 3.8 2.4 2.3 1.8 2.6 3.2 6.0 9.7 10.9 5.5 49 

Calm 5.7 4.7 4.4 4.5 5.1 9.5 11.4 11.8 10.0 6.9 5.8 5.9 7.2 49 

Direction (mean speed, knots)

North 9.0 9.2 9.3 9.0 7.7 5.6 5.1 5.3 6.6 8.4 9.2 8.8 8.2 49 

North Northeast 9.8 9.9 10.3 10.8 10.0 7.7 6.6 7.4 8.8 10.6 11.2 9.8 9.8 49 

Northeast 10.4 10.6 11.2 11.2 11.0 10.0 8.0 8.7 10.0 11.9 11.7 10.8 10.8 49 

East Northeast 11.6 12.0 11.9 12.0 11.3 10.3 9.0 9.8 10.0 12.0 12.4 12.1 11.4 49 

East 11.4 11.5 11.9 11.6 10.8 9.8 9.4 9.4 9.6 10.9 11.9 11.6 10.8 49 

East Southeast 9.8 10.3 10.5 11.0 10.2 9.3 9.2 8.8 9.0 9.0 10.0 10.1 9.7 49 

Southeast 9.9 10.8 10.8 10.6 9.8 8.9 8.7 8.4 8.4 8.7 9.5 9.6 9.6 49 

South Southeast 9.8 10.8 11.2 10.7 9.0 8.3 7.7 7.7 7.9 8.6 9.4 9.6 9.4 49 

South 8.1 8.4 8.7 7.9 6.7 6.7 5.9 6.2 6.7 6.9 7.5 7.5 7.2 49 

South Southwest 8.1 8.6 8.2 7.7 6.4 6.7 5.9 5.8 6.8 7.2 7.2 7.9 7.1 49 

Southwest 7.9 8.3 8.6 8.2 6.8 6.7 5.8 5.8 6.4 6.5 7.3 7.4 7.1 49 

West Southwest 7.7 8.0 8.8 8.3 7.3 7.1 6.1 6.0 6.3 6.7 6.9 7.0 7.3 49 

West 7.8 8.8 8.8 8.0 6.8 6.2 6.0 6.0 5.7 6.2 6.4 7.3 7.2 49 

West Northwest 8.9 9.1 9.5 8.2 6.8 5.8 5.8 5.5 5.4 7.0 7.3 8.1 7.7 49 

Northwest 9.0 9.0 9.3 8.0 6.6 5.2 5.1 5.3 5.4 7.6 8.6 8.8 8.1 49 

North Northwest 8.6 8.6 8.7 8.3 6.6 5.5 5.1 5.1 5.5 7.7 8.4 8.7 7.9 49 

VISIBILITY

Mean number of days with fog 7 6 6 5 3 4 2 3 3 4 5 7 55 50

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
460 ■ Appendix B ■ Volume 4

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

MIAMI, FL (25°48'N, 80°18'W) 10 feet (3 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1019.7 1019.0 1017.6 1017.0 1015.9 1016.3 1017.9 1016.5 1014.9 1015.1 1017.4 1019.3 1017.2 49

TEMPERATURE (°F)

Mean 67.8 69.0 72.1 75.5 79.0 81.7 83.1 83.3 82.2 78.7 73.7 69.3 76.3 50 

Mean daily maximum 75.6 76.8 79.6 82.6 85.7 88.1 89.4 89.7 88.2 84.8 80.4 76.8 83.2 50 

Mean daily minimum 59.5 60.7 64.1 67.8 71.9 74.8 76.3 76.5 75.7 72.0 66.4 61.4 69.0 50 

Extreme (highest) 88 89 92 96 96 98 98 98 97 95 89 87 98 50 

Extreme (lowest) 30 35 32 42 55 60 69 68 68 53 39 30 30 50 

RELATIVE HUMIDITY

Average percentage 72.2 64.5 51.1 44.6 33.6 37.7 53.9 39.8 24.0 25.6 48.7 68.1 46.9 50

CLOUD COVER

Percent of time clear 21.2 22.1 19.5 17.9 12.8 6.6 5.3 5.1 4.1 11.2 15.3 19.3 13.4 49 

Percent of time scattered 32.7 31.3 34.0 35.7 34.9 30.3 33.8 33.3 31.9 36.0 34.8 33.0 33.5 49 

Percent of time broken 23.3 24.4 26.5 28.3 30.0 33.8 38.4 39.4 37.1 30.0 27.9 25.0 30.4 49 

Percent of time overcast 15.6 15.3 13.3 11.5 14.0 17.9 12.5 11.9 16.1 14.9 14.3 15.0 14.3 49 

PRECIPITATION (inches)

Mean amount 2.0 2.0 2.4 3.2 6.0 8.9 6.0 7.6 8.5 6.9 3.0 1.8 58.8 50 

Greatest amount 6.6 8.0 10.5 11.7 18.5 22.3 11.2 16.6 24.4 21.6 13.8 6.3 89.3 50 

Least amount 0.0 0.0 0.0 0.0 0.4 2.0 1.7 1.6 2.6 1.2 0.0 0.1 37.0 50 

Maximum amount (24 hours) 2.4 4.5 7.0 9.3 11.5 6.6 4.5 6.5 6.0 9.9 7.5 4.3 11.5 50 

Mean number of days 12 10 10 10 15 20 21 22 22 18 14 11 185 50 

SNOW

Mean amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50 

Greatest amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50 

Maximum amount (24 hours) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50 

Mean number of days 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50 

WIND

Percentage with gales 0.00 0.00 0.01 0.00 0.00 0.00 0.00 0.02 0.15 0.01 0.00 0.00 0.14 50

Mean wind speed (knots) 8.2 8.7 9.1 9.1 8.2 7.1 6.9 6.8 7.1 8.0 8.4 8.1 8.0 50

Direction (percentage of observations)

North 9.5 7.6 5.7 4.3 3.3 4.1 4.2 5.4 5.9 9.1 11.0 11.2 6.8 50 

North Northeast 4.0 3.7 3.2 2.7 2.4 2.8 2.7 3.6 4.9 6.7 6.2 4.8 4.0 50 

Northeast 4.2 4.0 3.7 4.5 4.6 3.9 2.9 3.9 6.7 11.5 8.5 5.6 5.4 50 

East Northeast 6.1 5.9 6.2 8.5 10.1 6.5 5.9 7.9 11.1 14.1 11.8 8.0 8.5 50 

East 8.7 7.7 9.1 12.9 14.3 11.9 13.3 12.6 14.2 10.6 11.0 10.2 11.4 50 

East Southeast 11.0 10.9 12.5 15.0 16.3 14.3 18.1 14.4 12.9 7.9 9.3 10.2 12.7 50 

Southeast 8.5 10.5 12.7 12.3 12.5 13.2 14.7 12.3 8.8 5.6 5.8 7.4 10.3 50 

South Southeast 5.8 7.4 9.8 7.7 7.3 8.4 7.5 6.8 5.5 3.9 3.7 4.7 6.5 50 

South 4.0 4.7 5.3 4.1 4.3 6.2 5.4 4.9 4.1 2.7 2.5 3.0 4.3 50 

South Southwest 2.6 2.8 3.0 2.7 3.0 4.7 3.6 3.8 3.3 1.8 1.7 2.1 2.9 50 

Southwest 2.4 2.8 3.0 2.9 3.7 4.9 3.6 3.8 2.6 1.9 1.9 2.0 3.0 50 

West Southwest 2.6 3.1 3.3 3.6 3.5 3.7 2.8 2.8 2.4 2.2 1.8 2.0 2.8 50 

West 2.6 3.1 3.3 3.2 2.8 2.8 2.2 2.4 2.1 2.0 1.7 2.0 2.5 50 

West Northwest 3.9 5.0 4.0 3.7 2.7 2.2 2.2 2.4 2.2 2.9 2.8 3.5 3.1 50 

Northwest 8.3 8.2 5.5 4.6 3.0 2.7 3.0 3.4 3.5 5.1 6.2 7.1 5.0 50 

North Northwest 12.5 9.8 7.3 5.1 3.1 3.3 3.2 4.0 4.8 8.6 11.4 13.2 7.2 50 

Calm 3.2 2.9 2.4 2.0 3.0 4.5 4.7 5.7 5.0 3.4 2.6 3.3 3.6 50 

Direction (mean speed, knots)

North 7.5 7.6 7.8 7.1 5.9 4.9 4.7 4.9 5.1 6.5 7.6 7.7 6.7 50 

North Northeast 7.1 7.4 7.8 7.7 7.1 5.3 4.5 5.2 5.9 8.0 7.7 7.2 6.9 50 

Northeast 9.2 8.8 10.0 10.6 9.1 7.6 5.7 6.5 7.9 10.5 10.2 9.5 9.1 50 

East Northeast 9.8 10.0 10.6 11.0 10.0 8.8 8.0 8.4 8.9 10.2 10.8 9.9 9.8 50 

East 9.0 9.4 10.0 10.3 9.7 8.4 8.2 8.3 8.5 9.0 9.6 9.6 9.1 50 

East Southeast 9.5 9.9 10.1 10.2 9.4 8.6 8.5 8.4 8.4 8.5 9.2 9.2 9.1 50 

Southeast 9.0 9.8 10.0 9.9 9.1 8.5 8.4 8.3 8.1 7.9 8.5 8.2 8.9 50 

South Southeast 8.6 9.5 10.2 9.8 8.6 7.8 7.8 8.0 7.9 7.8 8.3 8.1 8.7 50 

South 7.9 9.0 9.2 8.6 7.3 7.0 6.6 6.7 7.0 7.2 7.2 7.4 7.6 50 

South Southwest 8.5 8.6 8.6 7.8 6.3 6.8 5.8 6.3 6.8 7.1 6.7 7.6 7.2 50 

Southwest 7.8 8.5 8.2 7.7 6.6 6.4 5.7 5.8 6.4 6.6 6.9 7.0 6.9 50 

West Southwest 8.5 8.7 8.9 8.6 7.2 6.8 5.9 6.2 6.7 7.1 7.2 7.1 7.5 50 

West 7.8 8.0 8.6 8.2 6.9 5.7 5.7 5.7 5.7 6.1 6.3 6.5 6.9 50 

West Northwest 8.3 8.8 8.7 7.6 6.2 5.5 5.3 5.6 5.5 6.8 7.1 7.5 7.2 50 

Northwest 8.4 8.6 8.8 7.5 5.8 5.1 4.7 4.8 5.2 6.6 7.2 7.9 7.2 50 

North Northwest 7.9 8.2 8.0 7.4 5.7 4.9 4.8 5.1 5.1 6.7 7.8 7.8 7.2 50 

VISIBILITY

Mean number of days with fog 7 5 4 4 3 2 1 1 2 4 5 6 44 50

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 461

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

KEY WEST, FL (24°33'N, 88°39'W) 20 feet (6 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1019.5 1018.6 1017.2 1016.3 1015.6 1015.8 1017.5 1016.1 1014.4 1014.7 1016.8 1018.9 1016.8 44

TEMPERATURE (°F)

Mean 70.2 71.0 74.1 77.2 80.7 83.4 84.7 84.6 83.5 80.3 75.9 71.6 78.1 46 

Mean daily maximum 74.9 75.8 78.8 81.8 85.2 87.9 89.4 89.5 88.2 84.6 80.0 76.1 82.7 46 

Mean daily minimum 64.9 65.7 68.9 72.1 75.7 78.3 79.4 79.2 78.3 75.5 71.3 66.6 73.0 46 

Extreme (highest) 86 85 88 90 91 94 95 95 94 93 89 88 95 46 

Extreme (lowest) 41 45 47 48 64 68 69 68 69 60 49 44 41 46 

RELATIVE HUMIDITY

Average percentage 70.0 60.6 47.5 37.6 31.0 33.3 49.7 35.8 19.5 21.7 43.3 64.0 42.7 46

CLOUD COVER

Percent of time clear 21.7 25.0 21.0 19.1 13.3 4.4 2.4 2.0 2.1 11.2 17.6 20.7 13.3 44 

Percent of time scattered 32.2 33.6 36.1 39.0 39.5 32.9 31.1 30.5 28.3 36.9 35.3 31.7 33.9 44 

Percent of time broken 23.2 23.0 23.4 24.5 27.7 33.4 40.4 41.6 40.9 28.5 25.1 24.2 29.7 44 

Percent of time overcast 16.5 13.1 13.6 12.0 12.9 20.1 15.9 15.3 18.6 15.5 14.9 16.1 15.4 44 

PRECIPITATION (inches)

Mean amount 2.2 1.5 1.7 1.9 3.2 4.8 3.6 5.0 6.4 4.8 2.4 2.0 39.9 46 

Greatest amount 17.6 4.4 9.6 10.6 12.9 14.4 11.6 10.4 18.4 21.5 27.6 11.1 62.9 46 

Least amount T 0.0 T 0.0 0.3 0.3 0.4 2.2 1.7 0.7 T 0.0 19.9 46 

Maximum amount (24 hours) 6.4 2.5 5.2 6.1 7.2 5.1 3.0 3.2 6.0 6.4 22.7 6.6 22.7 46 

Mean number of days 11 9 9 8 11 16 17 19 21 16 11 12 160 46 

WIND

Percentage with gales 0.00 0.01 0.00 0.00 0.00 0.03 0.00 0.00 0.18 0.09 0.03 0.01 0.18 45

Mean wind speed (knots) 10.4 10.5 10.6 10.6 9.3 8.4 8.2 8.0 8.5 9.6 10.5 10.3 9.5 45

Direction (percentage of observations)

North 9.5 10.4 8.0 7.0 4.9 2.6 1.6 2.4 2.8 6.6 8.1 9.2 6.1 45 

North Northeast 11.2 9.6 6.5 4.8 3.4 1.9 1.4 2.1 2.7 8.7 11.8 12.9 6.4 45 

Northeast 15.7 12.0 7.5 6.0 4.4 3.2 3.0 4.5 6.7 17.3 20.2 18.6 9.9 45 

East Northeast 12.0 9.2 7.1 7.8 6.5 5.0 5.6 7.6 10.8 18.7 17.3 14.3 10.2 45 

East 9.1 8.6 9.7 12.1 12.5 10.3 11.6 11.8 12.8 11.2 9.5 9.0 10.7 45 

East Southeast 10.0 11.1 14.8 18.8 20.5 18.6 23.8 19.8 18.4 10.0 9.2 9.4 15.4 45 

Southeast 7.8 10.1 14.7 15.1 17.0 18.8 21.2 18.9 13.9 6.8 6.6 7.4 13.2 45 

South Southeast 4.0 5.1 7.2 5.9 7.3 9.4 9.0 8.7 6.6 3.3 2.5 2.9 6.0 45 

South 3.6 4.1 5.4 3.8 4.7 7.9 6.3 5.8 5.5 2.7 2.1 2.8 4.6 45 

South Southwest 2.3 2.3 2.6 2.1 2.5 4.8 2.9 3.1 3.4 1.8 1.2 1.3 2.5 45 

Southwest 2.0 1.9 2.1 2.0 2.1 4.3 2.8 3.0 2.9 1.8 1.5 1.4 2.3 45 

West Southwest 1.2 1.5 1.4 1.3 1.5 2.3 1.4 1.6 2.0 1.1 0.8 1.1 1.4 45 

West 1.0 1.1 1.2 0.9 1.1 1.5 0.9 1.1 1.4 0.8 0.7 0.8 1.0 45 

West Northwest 1.4 1.5 1.6 1.6 1.6 1.4 1.0 1.1 1.3 1.0 0.9 1.1 1.3 45 

Northwest 2.4 3.4 3.0 3.3 3.1 2.0 1.4 1.8 2.0 1.9 2.1 2.1 2.4 45 

North Northwest 4.9 6.0 5.1 5.5 3.8 2.0 1.2 1.8 1.8 3.1 3.2 3.5 3.5 45 

Calm 2.0 2.0 2.1 1.9 3.0 3.9 4.9 4.8 5.1 3.2 2.2 2.2 3.1 45 

Direction (mean speed, knots)

North 12.3 12.0 11.5 10.4 7.9 7.2 7.0 7.1 7.3 9.7 11.8 11.9 10.7 45 

North Northeast 11.0 10.9 10.5 9.9 8.3 7.2 6.6 7.2 7.7 10.1 11.2 11.1 10.3 45 

Northeast 10.2 10.2 10.3 9.7 8.8 7.2 6.4 7.1 8.0 10.5 10.9 10.4 9.9 45 

East Northeast 9.8 10.0 10.5 10.8 9.7 8.4 7.3 7.6 8.3 10.5 10.5 10.2 9.7 45 

East 10.6 10.5 11.1 12.0 11.2 9.8 9.2 8.9 9.4 10.0 10.6 10.3 10.3 45 

East Southeast 10.9 10.8 11.6 12.0 11.0 9.8 9.9 9.6 9.9 9.8 10.8 10.7 10.5 45 

Southeast 10.2 10.4 11.2 11.2 10.0 9.2 9.2 9.0 9.5 9.2 10.8 10.7 9.9 45 

South Southeast 9.1 9.6 10.2 10.0 8.6 8.2 7.9 7.8 8.6 9.1 9.4 9.1 8.8 45 

South 9.5 9.6 9.3 9.1 7.9 8.6 7.5 7.6 9.0 9.9 8.6 8.9 8.6 45 

South Southwest 9.1 9.6 9.3 9.2 7.4 8.7 7.4 7.1 9.3 10.1 9.7 8.4 8.7 45 

Southwest 8.3 8.9 8.6 8.3 7.3 7.7 7.3 7.2 8.4 9.1 8.7 8.3 8.1 45 

West Southwest 7.8 8.5 9.8 8.3 7.7 7.1 6.9 7.7 7.7 8.1 7.6 7.9 7.9 45 

West 8.2 8.6 9.2 8.9 7.5 6.5 5.8 6.8 9.3 7.1 7.1 7.9 7.8 45 

West Northwest 10.3 11.5 10.3 10.0 7.9 6.2 6.3 6.5 6.8 6.8 8.7 8.7 8.5 45 

Northwest 12.3 12.4 12.2 10.1 7.7 6.1 6.7 7.0 7.6 8.1 10.3 11.9 9.7 45 

North Northwest 13.4 12.9 12.5 10.8 8.1 6.8 7.6 7.1 7.6 9.7 11.9 12.6 10.9 45 

VISIBILITY

Mean number of days with fog 3 2 1 Miss Miss 1 Miss 1 1 1 1 2 13 46

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
462 ■ Appendix B ■ Volume 4

COASTAL AREA OFF NORFOLK, VA

Between 36°N to 38°N and 73°W to 77°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 4.0 4.3 3.7 1.8 0.5 0.4 0.2 0.4 1.1 2.0 3.1 4.1 2.1 

Wave Height > 9 feet 1 7.7 7.8 6.5 3.5 1.6 1.2 0.8 1.2 2.3 4.8 5.4 8.3 4.1 

Visibility < 2 nautical miles 1 3.8 5.1 5.3 5.4 5.7 3.6 1.7 1.5 1.7 2.2 2.7 3.3 3.5 

Precipitation 1 8.8 8.2 6.8 5.6 4.8 4.1 4.2 4.3 5.1 5.4 6.1 7.7 5.8 

Temperature > 69° F 0.8 0.7 1.1 3.8 15.6 62.3 96.2 96.4 75.2 22.9 5.0 1.1 32.9 

Mean Temperature (°F) 46.2 46.4 49.7 55.8 63.3 72.2 77.7 77.8 73.8 65.6 57.6 49.9 61.7 

Temperature < 33° F 1 8.1 6.9 1.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 3.0 1.6 

Mean RH (%) 76 75 76 77 80 82 82 81 79 76 74 74 78 

Overcast or Obscured 1 36.3 35.1 32.6 27.3 25.3 21.6 21.1 19.7 20.9 22.3 25.6 32.6 26.5 

Mean Cloud Cover (8ths) 5.0 4.8 4.6 4.2 4.3 4.3 4.4 4.3 4.2 4.1 4.4 4.9 4.4 

Mean SLP (mbs) 1019 1018 1017 1016 1016 1016 1017 1017 1018 1018 1018 1019 1017 

Ext. Max. SLP (mbs) 1047 1047 1044 1040 1038 1036 1038 1041 1036 1044 1047 1045 1047 

Ext. Min. SLP (mbs) 968 964 967 975 982 989 991 992 986 977 971 975 964 

Prevailing Wind Direction N N N SW SW SW SW SW NE N N N N 

Thunder and Lightning 1 0.5 0.5 0.7 0.8 1.5 1.5 2.5 2.4 1.2 0.8 0.6 0.4 1.1 

COASTAL AREA OFF CAPE HATTERAS, NC

Between 34°N to 36°N and 73°W to 77°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 6.3 6.8 5.5 3.5 1.1 0.7 0.4 0.7 1.6 3.5 3.7 5.5 3.2

Wave Height > 9 feet 1 11.9 13.2 11.4 7.6 4.2 2.4 1.6 1.7 4.4 9.0 8.7 11.3 7.1

Visibility < 2 nautical miles 1 2.8 2.8 2.3 1.4 1.5 1.0 0.9 1.0 0.9 0.9 1.2 1.7 1.5

Precipitation 1 8.6 8.3 6.7 5.1 5.5 5.3 5.9 5.8 5.4 6.0 6.3 7.7 6.4

Temperature > 69° F 5.6 5.0 9.1 23.9 58.6 91.1 99.4 99.4 93.7 58.6 26.2 10.4 49.3

Mean Temperature (°F) 55.4 55.6 58.6 64.3 70.9 76.5 80.3 80.4 77.5 71.0 64.5 58.6 68.0

Temperature < 33° F 1 1.5 1.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.2

Mean RH (%) 75 74 74 74 77 80 81 80 77 74 73 74 76

Overcast or Obscured 1 36.0 35.7 32.1 23.8 22.6 21.4 19.7 19.6 20.5 23.4 24.5 31.8 25.8

Mean Cloud Cover (8ths) 5.4 5.2 5.0 4.3 4.5 4.6 4.7 4.6 4.6 4.7 4.7 5.2 4.8

Mean SLP (mbs) 1018 1018 1016 1017 1016 1016 1017 1017 1018 1017 1018 1019 1017

Ext. Max. SLP (mbs) 1047 1047 1046 1039 1038 1036 1036 1040 1036 1043 1045 1044 1047

Ext. Min. SLP (mbs) 974 977 973 981 990 988 997 992 990 985 984 987 973

Prevailing Wind Direction N N N SW SW SW SW SW NE N N N N

Thunder and Lightning 1 0.8 1.0 1.5 1.8 2.8 3.0 4.2 3.7 2.1 1.5 1.3 0.9 2.1

COASTAL AREA OFF CHARLESTON, SC

Between 32°N to 34°N and 75°W to 81°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 4.3 4.8 4.1 2.0 0.9 0.5 0.3 0.6 1.3 3.1 3.1 4.0 2.4 

Wave Height > 9 feet 1 8.9 9.6 8.7 4.7 3.0 2.3 1.1 1.7 4.3 7.6 7.3 7.9 5.5 

Visibility < 2 nautical miles 1 1.4 1.5 1.1 0.6 0.8 0.6 0.8 0.9 0.8 0.8 0.8 1.0 0.9 

Precipitation 1 7.0 6.5 6.1 3.6 4.7 5.0 5.1 6.0 5.5 5.8 5.1 6.1 5.5 

Temperature > 69° F 11.5 11.7 18.4 40.9 79.9 98.0 99.8 99.7 98.5 77.1 42.5 18.7 59.1 

Mean Temperature (°F) 59.9 60.5 63.4 68.4 73.8 78.4 81.5 81.5 79.3 73.8 67.8 62.4 71.1 

Temperature < 33° F 1 0.4 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 

Mean RH (%) 74 74 73 73 76 80 80 80 77 74 72 72 76 

Overcast or Obscured 1 32.1 31.8 28.0 18.9 19.4 19.5 17.3 18.5 20.2 21.5 21.6 28.2 23.0 

Mean Cloud Cover (8ths) 5.2 5.1 4.8 4.0 4.3 4.5 4.6 4.7 4.7 4.6 4.6 5.0 4.7 

Mean SLP (mbs) 1019 1018 1017 1017 1017 1016 1018 1017 1017 1017 1018 1019 1018 

Ext. Max. SLP (mbs) 1045 1045 1044 1040 1039 1036 1037 1038 1036 1042 1044 1044 1045 

Ext. Min. SLP (mbs) 980 977 980 985 991 995 998 996 995 988 987 983 977 

Prevailing Wind Direction N N N SW SW SW SW SW NE NE N N SW 

Thunder and Lightning 1 1.0 1.3 1.7 1.6 2.9 3.1 3.9 4.3 2.7 1.9 1.3 0.9 2.2 

1 Percentage Frequency

These data are based upon observations made by ships in transit. These ships tend to avoid bad weather when possible thus biasing the data toward good weather samples.

METEOROLOGICAL TABLES
■ Appendix B ■ 463

COASTAL AREA OFF JACKSONVILLE, FL

Between 29°N to 32°N and 78°W to 82°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 2.4 3.4 2.1 1.0 0.5 0.5 0.1 0.5 1.4 2.2 1.8 2.1 1.5

Wave Height > 9 feet 1 5.9 7.1 4.6 2.6 2.1 1.4 0.6 1.2 3.8 6.1 4.5 4.5 3.7

Visibility < 2 nautical miles 1 1.1 0.9 0.8 0.4 0.4 0.6 0.3 0.5 0.5 0.6 0.6 0.8 0.6

Precipitation 1 5.2 5.4 4.1 3.1 3.3 3.9 3.3 4.3 5.5 4.8 4.0 4.6 4.3

Temperature > 69° F 23.9 24.7 38.6 64.3 93.0 99.6 99.9 99.9 99.5 89.4 62.0 34.8 69.3

Mean Temperature (°F) 63.7 64.6 67.5 71.7 76.2 80.1 82.5 82.4 80.9 76.3 71.0 66.4 73.6

Temperature < 33° F 1 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Mean RH (%) 73 73 73 73 75 79 79 79 78 73 71 72 75

Overcast or Obscured 1 26.3 24.9 20.6 15.4 12.9 15.5 11.2 13.0 17.2 17.8 16.9 22.6 17.9

Mean Cloud Cover (8ths) 4.9 4.7 4.4 3.9 3.9 4.4 4.1 4.3 4.6 4.5 4.4 4.7 4.4

Mean SLP (mbs) 1020 1019 1018 1018 1017 1016 1018 1017 1016 1016 1018 1020 1018

Ext. Max. SLP (mbs) 1040 1045 1040 1036 1037 1031 1035 1034 1033 1040 1046 1045 1046

Ext. Min. SLP (mbs) 985 990 983 992 996 995 998 997 995 978 994 995 978

Prevailing Wind Direction NW NW S S S SW SW E NE NE N N NE

Thunder and Lightning 1 0.9 1.1 1.5 1.2 2.7 3.2 4.4 4.5 3.5 2.1 1.1 0.8 2.3

COASTAL AREA OFF MIAMI, FL

Between 25°N to 29°N and 78°W to 82°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 1.1 1.5 1.0 0.4 0.1 0.2 0.1 0.2 0.7 1.3 0.8 1.1 0.7

Wave Height > 9 feet 1 3.5 4.4 3.2 1.8 1.2 0.9 0.5 0.7 1.8 4.3 3.6 3.7 2.4

Visibility < 2 nautical miles 1 0.4 0.4 0.3 0.5 0.4 0.5 0.4 0.4 0.5 0.5 0.4 0.4 0.4

Precipitation 1 3.3 3.2 2.5 2.1 3.1 4.2 3.0 3.8 4.9 4.7 3.2 3.2 3.5

Temperature > 69° F 54.1 54.1 67.5 86.6 98.6 99.8 99.9 100.0 99.9 97.9 86.4 64.6 84.6

Mean Temperature (°F) 69.7 70.0 72.0 74.8 78.1 81.2 83.1 83.4 82.3 79.2 75.1 71.5 76.8

Temperature < 33° F 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Mean RH (%) 75 75 75 74 77 79 78 78 79 76 74 74 76

Overcast or Obscured 1 15.4 14.7 14.2 10.5 11.3 13.8 9.0 9.3 13.1 14.1 11.6 13.7 12.5

Mean Cloud Cover (8ths) 4.3 4.2 4.1 3.8 3.9 4.3 4.1 4.2 4.5 4.4 4.2 4.2 4.2

Mean SLP (mbs) 1020 1019 1018 1017 1016 1017 1018 1017 1015 1015 1018 1019 1017

Ext. Max. SLP (mbs) 1040 1040 1042 1040 1038 1033 1033 1034 1030 1037 1032 1044 1044

Ext. Min. SLP (mbs) 994 989 994 998 999 999 1003 1000 987 996 993 996 987

Prevailing Wind Direction E E E E E E E E E NE E E E

Thunder and Lightning 1 0.5 0.9 1.0 1.4 2.2 3.5 4.4 4.7 4.5 2.6 1.0 0.7 2.4

COASTAL AREA OFF KEY WEST, FL

Between 23°N to 25°N and 79°W to 83°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 0.5 0.5 0.3 0.2 0.1 0.3 0.1 0.2 0.5 0.6 0.5 0.5 0.3

Wave Height > 9 feet 1 2.0 2.0 1.9 1.7 1.1 0.8 0.4 0.7 0.7 2.4 2.5 1.9 1.5

Visibility < 2 nautical miles 1 0.4 0.4 0.3 0.2 0.3 0.5 0.2 0.4 0.4 0.7 0.3 0.4 0.4

Precipitation 1 2.8 2.6 1.8 1.4 2.5 3.7 2.3 2.9 3.9 4.6 2.9 2.6 2.8

Temperature > 69° F 70.1 69.7 81.9 95.2 99.7 99.9 99.9 100.0 99.9 99.3 93.3 77.1 90.9

Mean Temperature (°F) 72.2 72.4 74.3 76.8 79.7 82.2 83.7 84.0 83.2 80.5 76.9 73.5 78.5

Temperature < 33° F 1 0 0 0 0 0 0 0 0 0 0 0 0 0

Mean RH (%) 78 78 78 77 78 79 77 77 79 78 77 77 78

Overcast or Obscured 1 12.8 11.7 9.8 7.2 9.4 12.9 6.8 7.1 10.1 12.4 10.4 12.3 10.2

Mean Cloud Cover (8ths) 3.8 3.7 3.5 3.4 3.7 4.2 4.0 4.0 4.3 4.3 4.0 4.0 3.9

Mean SLP (mbs) 1019 1018 1017 1017 1015 1016 1017 1016 1014 1014 1017 1019 1017

Ext. Max. SLP (mbs) 1038 1036 1035 1035 1031 1032 1030 1029 1030 1031 1034 1037 1038

Ext. Min. SLP (mbs) 997 1000 997 998 1000 997 1004 1002 996 991 1000 1000 991

Prevailing Wind Direction EEEEEEEEEEEE E

Thunder and Lightning 1 0.5 0.7 0.5 0.6 2.0 3.0 4.8 5.0 5.9 3.2 1.2 0.6 2.4

1 Percentage Frequency

These data are based upon observations made by ships in transit. These ships tend to avoid bad weather when possible thus biasing the data toward good weather samples.

METEOROLOGICAL TABLES
464 ■ Appendix B ■ Volume 4

Mean Surface Water Temperatures and Densities

Virginia Beach36°50'N., 75°58'W.Diamond Shoal Light, NC35°09'N., 75°18'W.Beaufort, NC34°43'N., 76°40'W.Southport, NC33°55'N., 78°01'W.Myrtle Beach, SC33°00'N., 78°53'W.Charleston, SC32°47'N., 79°55'W.Fort Pulaski, GA32°02'N., 80°54'W.Brunswick, GA31°08'N., 81°29'W.Fernandina Beach, FL30°40'N., 81°28'W.

Mayport, FL30°24'N., 81°26'W.

Jacksonville, FL30°21'N., 81°37'W.Daytona Beach, FL (ocean)29°14'N., 81°00'W.Daytona Beach, FL (Halifax River)29°13'N., 81°01'W.Cape Canaveral, FL28°15'N., 80°36'W.Eau Gallie Beach, FL28°08'N., 80°35'W.Miami Beach, FL25°46'N., 80°08'W.Marathon Shores, FL24°43'N., 81°02'W.Key West, FL24°33'N., 81°48'W.

Years of Record 8 5 4 9 17 27 29 8 25 25 13 20 2 2 16 26 3 38

Jan Temp (°C) 5.5 16.6 9.1 10.9 9.1 10.6 10.8 12.7 13.5 14.0 14.3 16.4 18.1 17.3 18.4 21.7 22.1 21.8

Density 20.4 26.2 21.2 15.1 25.2 12.0 11.0 16.1 21.6 17.0 6.1 25.6 16.6 26.5 26.5 26.6 26.4 26.8

Feb Temp (°C) 4.5 15.6 8.8 10.9 9.6 11.0 11.7 13.0 14.1 14.5 15.7 16.3 14.8 17.8 18.7 22.1 21.7 22.3

Density 19.8 26.2 20.8 13.8 25.0 10.4 10.2 14.3 21.1 17.0 6.4 25.7 17.8 26.7 26.7 26.8 26.8 26.9

Mar Temp (°C) 6.4 14.8 11.3 13.1 12.6 13.9 14.7 16.1 16.7 16.8 19.1 17.8 20.1 18.9 20.1 23.3 22.8 23.8

Density 19.4 25.6 21.6 12.5 24.4 9.1 8.3 12.9 20.5 16.6 6.8 26.2 10.0 26.0 26.8 27.0 27.5 27.1

Apr

Temp (°C) 10.7 16.7 17.2 17.8 17.3 18.6 19.2 20.9 20.7 20.4 23.1 21.2 25.4 21.7 22.3 25.1 25.4 25.8

Density 19.0 25.8 22.9 13.9 24.4 9.5 8.3 14.5 21.5 19.0 7.1 26.5 9.8 27.0 27.1 27.1 28.2 27.3

May

Temp (°C) 15.8 21.1 21.4 22.7 22.1 23.2 23.7 24.6 24.6 24.1 26.8 24.2 27.6 25.0 24.7 27.1 27.8 27.9

Density 18.5 26.4 24.6 16.0 24.9 10.7 10.1 16.9 23.0 21.0 10.1 26.9 13.6 27.2 27.2 27.2 28.0 27.5

Jun Temp (°C) 20.4 24.4 25.2 26.3 26.0 26.9 27.2 27.5 27.4 26.9 29.1 25.9 29.2 25.2 26.2 28.8 28.9 29.6

Density 18.4 26.5 23.9 18.8 25.3 11.1 12.0 17.6 23.6 21.2 9.0 27.0 15.0 27.2 27.1 27.0 26.9 27.2

Jul Temp (°C) 22.8 26.2 27.4 27.9 27.9 28.6 28.8 28.8 28.4 28.0 30.6 25.7 30.1 16.1 26.0 30.1 30.4 30.4

Density 19.6 26.4 24.5 17.4 25.8 12.2 13.0 17.5 23.4 18.7 6.3 27.0 8.8 27.3 27.1 26.9 27.1 27.3

Aug

Temp (°C) 23.8 26.9 27.7 27.9 27.7 28.6 28.9 29.2 28.4 27.8 30.4 25.3 30.8 26.8 26.7 30.3 30.4 30.6

Density 20.0 26.5 24.8 18.7 26.4 13.1 13.8 17.8 23.1 18.0 5.7 26.9 6.1 27.2 27.0 26.8 27.7 27.3

Sep

Temp (°C) 22.4 25.7 24.8 25.6 25.8 26.6 26.7 26.9 27.4 27.4 28.5 27.3 29.1 28.0 27.9 29.3 30.3 29.7

Density 20.0 25.7 24.1 19.0 25.9 13.8 13.6 17.6 21.6 17.0 7.3 26.5 6.7 27.0 26.9 26.3 27.0 26.9

Oct Temp (°C) 18.6 23.2 20.2 21.2 21.3 22.0 22.4 23.0 23.5 23.8 24.6 24.7 25.7 25.6 25.7 26.9 27.7 27.5

Density 20.2 26.0 23.8 19.4 25.6 14.8 14.2 17.8 20.6 15.1 5.9 25.4 7.6 26.3 26.4 25.9 26.6 26.7

Nov Temp (°C) 13.8 19.3 15.4 16.3 15.7 16.8 17.3 18.2 18.9 19.4 20.2 21.5 23.0 23.1 22.9 24.4 23.7 24.4

Density 20.6 25.8 22.0 18.1 25.6 14.2 14.0 18.7 21.8 15.3 5.3 25.6 10.5 26.3 26.3 26.3 27.0 27.0

Dec Temp (°C) 8.4 18.0 11.4 11.7 10.7 11.9 12.3 14.2 14.5 15.3 15.8 18.1 19.1 19.2 19.9 22.6 21.8 22.3

Density 20.5 25.9 23.6 16.6 25.5 13.0 12.8 18.6 22.4 17.1 6.2 25.5 15.0 25.8 26.7 26.5 26.0 26.9

Mean Temp (°C) 14.4 20.7 18.3 19.4 18.8 19.9 20.3 21.3 21.5 21.5 23.2 22.0 24.4 22.9 23.3 26.0 26.1 26.3

Density 19.7 26.1 23.2 16.6 25.3 12.0 11.8 16.7 22.0 17.8 6.8 26.2 11.5 26.7 26.8 26.7 27.1 27.1

F (Fahrenheit) = 1.8C (Celsius) + 32

Density as used in this table is the specifi c gravity of the sea water or the ratio between the weight of a sea-water sample and the weight of an equal volume of 

distilled water at 15°C (59°F).

Atmospheric Pressure Conversion Table

Inches Millibars Inches Millibars Inches Millibars

28.44 963 29.32 993 30.21 1023

28.53 966 29.41 996 30.30 1026

28.62 969 29.50 999 30.39 1029

28.70 972 29.59 1002 30.48 1032

28.79 975 29.68 1005 30.56 1035

28.88 978 29.77 1008 30.65 1038

28.97 981 29.86 1011 30.74 1041

29.06 984 29.94 1014 30.83 1044

28.15 987 30.03 1017 30.92 1047

28.24 990 30.12 1020 31.01 1050
■ Appendix B ■ 465

Atlantic Ocean Distances - Montreal, Canada to the Panama Canal

(nautical miles)

Panama Canal (Pacifi c)Panama Canal (Atlantic)Yucatan ChannelSan Juan, PRCorpus Christi, TXGalveston, TXPort Arthur, TXNew Orleans, LA (via SW Pass)Mobile, ALPensacola, FLTampa, FLStraits of FloridaKey West, FLJacksonville, FLSavannah, GACharleston, SCWilmington, NCDiamond ShoalsNorfolk, VAChesapeake Bay (entrance)Baltimore, MDPhiladelphia, PANew York, NYNantucket ShoalsBoston, MAPortland, MEGut of Canso (Lock)Cabot Strait

Montreal, Quebec*

(St. Lambert Lock) 3249 3203 2730 2445 3347 3242 3240 3080 3011 2977 2772 2540 2479 2172 2088 2014 1948 1729 1716 1689 1838 1682 1534 1311 1318 1276 717 681

Cabot Strait

45°07.0’N., 60°17.0’W. 2568 2522 2049 1764 2666 2561 2559 2399 2330 2296 2091 1859 1798 1491 1407 1333 1267 1048 1035 1008 1157 1001 853 630 637 595 120 -

Gut of Canso (Lock)

45°39.0’N., 61°25.0’W. 2465 2419 1937 1669 2558 2453 2451 2291 2222 2188 1983 1751 1690 1379 1295 1221 1155 936 923 896 1046 890 742 519 526 484 -

Portland, ME

43°39.4’N., 70°14.7’W. 2235 2189 1629 1531 2255 2150 2148 1988 1919 1885 1680 1448 1387 1071 987 913 847 628 611 584 734 575 426 203 100 -

Boston, MA

42°22.0'N., 71°03.0'W. 2195 2149 1589 1486 2215 2110 2108 1948 1879 1845 1640 1408 1347 1031 947 873 807 588 571 544 694 535 386 163 -

Nantucket Shoals

40°30.0’N., 69°25.0’W. 2032 1986 1426 1334 2052 1947 1945 1785 1716 1682 1477 1245 1184 868 784 710 644 425 408 381 531 372 223 -

New York, NY

40°42.0’N., 74°01.0’W. 2018 1972 1346 1399 1977 1872 1870 1710 1641 1607 1402 1170 1109 788 704 630 564 345 294 267 417 240 -

Philadelphia, PA

39°56.8’N., 75°08.3’W. 2001 1955 1323 1395 1954 1849 1847 1687 1618 1584 1379 1147 1086 765 681 607 541 322 269 242 392 -

Baltimore, MD

39°16.0’N., 76°34.5’W. 1950 1904 1268 1375 1899 1794 1792 1632 1563 1529 1324 1092 1031 710 626 552 486 267 173 150 -

Chesapeake Bay (entrance)

36°56.3’N., 75°58.6’W. 1800 1754 1118 1225 1749 1644 1642 1482 1413 1379 1174 942 881 560 476 402 336 117 27 -

Norfolk, VA

36°50.9’N., 76°17.9’W. 1827 1781 1145 1252 1776 1671 1669 1509 1440 1406 1201 969 908 587 503 429 363 144 -

Diamond Shoals

35°08.0’N., 75°15.0’W. 1683 1637 1001 1114 1632 1527 1525 1365 1296 1262 1057 825 764 443 359 285 219 -

Wilmington, NC

34°14.0’N., 77°57.0’W. 1655 1609 904 1153 1535 1430 1428 1268 1199 1165 960 728 667 315 227 151 -

Charleston, SC

32°47.2’N., 79°55.2’W. 1609 1563 809 1138 1440 1335 1333 1173 1104 1070 865 633 572 197 102 -

Savannah, GA

32°05.0’N., 81°05.7’W. 1610 1564 780 1156 1411 1306 1304 1144 1075 1041 836 604 543 145 -

Jacksonville, FL

30°19.2’N., 81°39.0’W. 1559 1513 699 1121 1330 1225 1223 1063 994 960 755 523 462 -

Key West, FL

24°33.7’N., 81°48.5’W. 1106 1060 251 966 880 775 773 613 544 510 305 73 -

Straits of Florida

24°25.0’N., 83°00.0’W. 1047 1001 192 1017 807 702 700 540 471 437 232 -

Tampa, FL

27°56.5’N., 82°26.7’W. 1259 1213 404 1249 810 703 697 502 389 347 -

Pensacola, FL

30°24.0’N., 87°13.0’W. 1388 1342 533 1448 618 509 504 288 89 -

Mobile, AL

30°42.5’N., 88°02.5’W. 1417 1371 562 1448 605 496 491 269 -

New Orleans, LA (via SW Pass)

29°57.0’N., 90°03.7’W. 1442 1396 587 1557 555 446 441 -

Port Arthur, TX

29°49.5’N., 93°57.6’W. 1533 1487 691 1717 249 89 -

Galveston, TX

29°19.0’N., 94°47.0’W. 1539 1493 696 1719 207 -

Corpus Christi, TX

27°48.8’N., 97°24.0’W. 1595 1549 769 1824 -

San Juan, PR

18°27.8’N., 66°06.7’W. 1036 990 1111 -

Yucatan Channel

21°50.0’N., 85°03.0’W. 855 809 -

Panama Canal (Atlantic)

9°23.5’N., 79°55.3’W. 46 -

Panama Canal (Pacifi c)

8°53.0’N., 79°31.0’W. -

All tabular distances are by outside routes which can be used by the deepest-draft vessel that the listed ports can accommodate. 

Lighter-draft vessels can save considerable mileage by transiting Canso Lock (Canada), the Cape Cod Canal (Massachusetts), and the Chesapeake and Delaware Canal (Delaware-Maryland); see the detailed tables. Gulf of 

Mexico distances are through the Shipping Safety Fairways.

*For Quebec City, Canada – subtract 139 miles
466 ■ Appendix B ■ Volume 4

Coastwise Distances – Norfolk, Virginia to Key West, Florida

(nautical miles)

Straits of FloridaKey West, FLMiami, FLPort Everglades, FLPort of Palm Beach, FLStuart, FLFort Pierce, FLCape Canaveral, FLSt. Augustine, FLJacksonville, FLFernandina Beach, FLBrunswick, GASavannah, GAPort Royal, SCCharleston, SCGeorgetown, SCWilmington, NCSouthport, NCMorehead City, NCDiamond Shoals, NCNorfolk, VAChesapeake Bay Entrance

Chesapeake Bay Entrance

36°56.3'N., 75°58.6'W. 942 881 743 720 678 666 647 612 557 560 533 527 476 465 402 365 336 315 222 117 27 -

Norfolk, VA

46°50.9'N., 76°17.9'W. 969 908 770 747 705 693 674 639 584 587 560 554 503 492 429 392 363 342 249 144 -

Diamond Shoals, NC

35°08.0'N., 75°15.0'W. 825 764 626 603 561 549 530 495 440 443 416 410 359 348 285 248 219 198 105 -

Morehead City, NC

34°42.8'N., 76°41.8'W. 772 711 573 550 509 497 476 438 377 379 352 346 295 284 220 184 154 133 -

Southport, NC

33°54.8'N., 78°01.0'W. 707 646 508 485 443 423 407 367 296 294 265 260 206 191 130 87 21 -

Wilmington, NC

34°14.0'N., 77°57.0'W. 728 667 529 506 464 444 428 388 317 315 286 281 227 212 151 108 -

Georgetown, SC

33°21.4'N., 79°16.9'W. 671 610 472 449 407 391 368 324 246 247 216 210 154 141 79 -

Charleston, SC

32°47.2'N., 79°55.2'W. 633 572 434 411 369 353 329 283 199 197 166 156 102 90 -

Port Royal, SC

32°22.3'N., 80°41.6'W. 605 544 406 383 341 324 298 251 157 152 120 110 51 -

Savannah,GA

32°05.0'N., 81°05.7'W. 604 543 405 382 340 324 298 251 152 145 115 104 -

Brunswick,GA

31°08.0'N., 81°29.7'W. 549 488 350 327 285 268 242 195 90 82 50 -

Fernandina Beach, FL

30°40.3'N., 81°28.0'W. 526 465 327 304 262 242 216 169 61 53 -

Jacksonville, FL

30°19.2'N., 81°39.0'W. 523 462 324 301 256 240 214 167 56 -

St. Augustine, FL

29°53.6'N., 81°18.5'W. 475 414 276 253 211 192 167 120 -

Cape Canaveral, FL

28°24.6'N., 80°36.5'W. 374 313 175 152 110 91 69 -

Fort Pierce, FL

27°27.5'N., 80°19.3'W. 316 255 117 94 52 32 -

Stuart, FL

27°12.2'N., 80°15.6'W. 300 239 101 78 36 -

Port of Palm Beach, FL

26°46.1'N., 80°03.0'W. 267 207 68 46 -

Port Everglades, FL

26°05.6'N., 80°07.0'W. 226 165 27 -

Miami, FL

25°47.0'N., 80°11.0'W. 211 151 -

KeyWest, FL

24°33.7'N., 81°48.5'W. 73 -

Straits of Florida

24°25.0'N., 83°00.0'W. -
■ Appendix B ■ 467

Inside Route Distances - Norfolk, Virgina to Fernandina Beach, Florida

(nautical and statute miles)

Fernandina Beach, FLBrunswick, GAThunderbolt, GASavannah, GABeaufort, SCCharleston, SCMcClellanville, SCGeorgetown, SCBucksport, SCLittle River, SCSouthport, NCWilmington, NCWrightsville, NCJacksonville, NCSwansboro, NCMorehead City, NCBeaufort, NCNew Bern, NCOriental, NCOcracoke, NCWashington, NCBelhaven, NCManteo, NCPlymouth, NCEdenton, NCColumbia, NCHertford, NCElizabeth City, NCNorfolk, VA

Norfolk, VA 623 595 507 508 466 406 374 352 328 299 268 273 248 231 20 178 177 180 160 131 156 120 80 105 98 89 89 77* ●

Elizabeth City, NC 581 553 465 466 424 364 332 311 286 257 226 231 204 189 158 136 134 139 118 91 114 79 39 56 48 39 39 ● 89

Hertford, NC 582 554 466 467 425 366 333 311 287 259 227 232 205 190 160 137 137 139 119 97 115 79 46 42 35 26 ● 45 102

Columbia, NC 581 553 465 466 424 364 332 310 286 257 226 231 204 189 158 136 136 138 118 96 114 78 45 33 25 ● 30 45 102

Edenton, NC 589 562 474 475 432 373 340 318 294 266 235 240 213 197 166 145 144 146 126 104 123 87 54 14 ● 29 40 55 113

Plymouth, NC 596 570 482 483 441 381 349 327 303 274 243 248 221 206 175 152 152 155 134 113 130 95 61 ● 16 38 48 64 121

Manteo, NC 555 527 439 440 397 337 306 283 260 232 201 205 178 162 132 110 110 110 91 61 105 70 ● 70 62 52 53 45 92

Belhaven, NC 506 479 391 392 349 290 257 235 211 183 152 157 130 114 83 61 61 63 43 43 39 ● 81 109 100 90 91 91 138

Washington, NC 519 491 403 404 362 302 270 248 224 195 164 169 142 127 96 74 74 76 56 60 ● 45 121 150 142 131 132 131 180

Ocracoke, NC 504 477 389 390 347 288 255 233 209 181 150 155 128 112 81 59 59 62 41 ● 69 49 70 130 120 110 112 105 151

Oriental, NC 467 440 352 353 310 251 218 196 172 144 113 118 91 75 44 22 22 23 ● 47 64 49 105 154 145 136 137 136 184

New Bern, NC 484 456 368 369 327 267 235 213 188 160 129 134 107 91 60 38 38 ● 26 71 87 72 127 178 168 159 160 160 207

Beaufort, NC 447 420 332 333 290 231 199 177 152 124 93 97 70 55 24 3 ● 44 25 68 85 70 127 175 166 157 158 154 204

Morehead City, NC 445 418 330 331 288 229 196 174 150 122 91 96 69 53 22 ● 3 44 25 68 85 70 127 175 167 157 158 157 205

Swansboro, NC 423 396 307 309 266 207 174 152 128 100 69 73 46 31 ● 25 28 69 51 93 110 96 152 201 191 182 184 182 230

Jacksonville, NC 425 397 309 310 268 208 176 154 129 101 70 75 48 ● 36 61 63 105 86 129 146 131 186 237 227 217 219 217 266

Wrightsville, NC 377 349 261 262 220 160 128 106 82 53 22 27 ● 55 53 79 81 123 105 147 163 150 205 254 245 235 236 235 283

Wilmington, NC 376 349 260 261 219 159 127 105 81 52 21 ● 31 86 84 110 112 154 136 178 194 181 236 285 276 266 267 266 314

Southport, NC 355 327 239 240 198 138 106 84 60 31 ● 24 25 81 79 105 107 148 130 173 189 175 231 280 270 260 261 260 308

Little River, SC 324 296 208 209 167 107 75 53 28 ● 36 60 61 116 115 140 143 184 166 208 224 211 267 315 306 296 298 296 344

Bucksport, SC 295 268 179 181 138 79 46 24 ● 32 69 93 94 148 147 173 175 216 198 241 258 243 299 349 338 329 330 329 377

Georgetown, SC 273 246 157 159 116 56 24 ● 28 61 97 121 122 177 175 200 203 245 226 268 285 270 326 376 366 357 358 358 405

McClellanville, SC 249 222 133 135 92 32 ● 28 53 86 122 146 147 203 200 226 229 270 251 293 311 296 352 402 391 382 383 382 430

Charleston, SC 218 191 103 104 60 ● 37 64 91 123 159 183 184 239 238 264 266 307 289 331 348 334 388 438 429 419 421 419 467

Beaufort, SC 157 130 41 43 ● 69 106 133 159 192 228 252 253 308 306 331 334 376 357 399 417 402 457 508 497 488 489 488 536

Savannah, GA 130 102 14 ● 49 120 155 183 208 241 276 300 302 357 356 381 383 425 406 449 465 451 506 556 547 536 537 536 585

Thunderbolt, GA 116 88 ● 16 47 119 153 181 206 239 275 299 300 356 353 380 382 423 405 448 464 450 505 555 545 535 536 535 583

Brunswick, GA 35 ● 101 117 150 220 255 283 308 341 376 402 402 457 456 481 483 525 506 549 565 551 606 656 647 636 638 636 685

Fernandina Beach, FL ● 40 133 150 181 251 287 314 339 373 409 433 434 489 487 512 514 557 537 580 597 582 639 688 678 669 670 669 717

*51 statute miles/44 nautical miles via the Dismal Swamp Canal
468 ■ Appendix B ■ Volume 4

Inside Route Distances - Fernandina Beach, Florida to Key West, Florida

(nautical and statute miles)

Key WestFlamingoMarathonMetecumbe HarborTavernierMiamiPort EvergladesFort LauderdalePort of Palm BeachJupiterFort MyersMoore HavenClewistonPort MayacaStuartSalernoFort PierceVero BeachMelbourneEau GallieCocoaTitusvilleNew Smyrna BeachDaytona BeachMarinelandSt. AugustineJacksonvilleFernandina BeachNorfolk, VA

Norfolk, VA 1061 1050 1045 1017 999 947 927 925 885 873 975 926 915 892 865 860 839 827 798 795 780 764 735 722 692 676 659 623 ●

Fernandina Beach 458 427 422 394 378 324 304 303 262 251 353 303 292 269 242 237 216 204 175 172 157 141 113 99 69 53 36 ● 717

Jacksonville 454 423 418 390 374 320 300 299 258 247 349 299 288 265 238 233 212 200 171 168 153 137 108 95 65 49 ● 41 758

St. Augustine 405 374 369 341 324 271 251 249 209 197 299 250 239 216 189 184 163 151 122 119 104 88 59 46 16 ● 56 60 778

Marineland 389 358 353 325 309 255 235 234 193 182 284 235 223 200 173 169 148 136 106 103 89 72 44 30 ● 18 75 79 796

Daytona Beach 359 328 323 295 279 225 205 204 163 152 254 204 193 170 143 138 117 105 76 73 58 42 14 ● 35 53 109 114 831

New Smyrna Beach 345 315 309 282 265 211 191 190 150 18 240 191 180 157 130 125 104 92 63 59 45 28 ● 16 51 68 124 130 846

Titusville 317 286 281 253 237 183 163 162 121 110 212 163 151 128 101 97 76 64 34 31 17 ● 32 48 83 101 158 162 879

Cocoa 301 270 264 237 220 166 146 145 105 93 195 146 135 112 85 80 59 47 18 14 ● 20 52 67 102 120 176 181 898

Eau Gallie 286 255 250 223 206 152 132 131 90 79 181 132 120 97 70 66 45 33 3 ● 16 36 68 84 119 137 193 198 915

Melbourne 283 252 247 219 203 149 129 128 87 76 178 128 117 94 67 62 41 29 ● 14 21 39 72 87 122 140 197 201 918

Vero Beach 254 223 217 190 173 119 99 98 58 46 148 99 88 65 38 33 12 ● 34 38 54 74 106 121 157 174 230 235 952

Fort Pierce 242 211 205 178 161 107 87 86 46 34 136 87 76 53 26 21 ● 14 47 52 68 87 120 135 170 188 244 249 966

Salerno 224 193 188 161 144 90 70 69 28 17 119 70 58 35 8 ● 24 38 71 76 92 112 144 159 194 212 268 273 990

Stuart 229 198 193 165 149 95 75 74 33 22 111 61 50 27 ● 9 30 44 77 81 98 116 150 165 199 217 274 278 995

Port Mayaca 256 225 220 192 176 122 102 101 60 49 83 34 23 ● 31 40 61 75 108 112 129 147 181 196 230 248 305 310 1026

Clewiston 279 248 243 215 199 145 125 124 83 72 61 11 ● 26 58 67 87 101 135 138 155 174 207 222 257 275 331 336 1053

Moore Haven 290 259 254 227 210 156 136 135 94 83 49 ● 13 40 70 81 100 114 148 152 168 188 220 235 270 288 344 349 1066

Fort Myers 339 309 303 276 259 205 185 184 144 132 ● 56 70 96 128 137 157 170 205 208 224 244 276 292 327 344 402 406 1122

Jupiter 207 177 171 144 127 73 53 52 12 ● 152 96 83 56 25 20 39 53 87 91 107 127 159 175 209 227 284 289 1005

Port of Palm Beach 196 165 160 132 116 62 42 41 ● 14 166 108 96 69 38 32 53 67 100 104 121 139 173 188 222 241 297 302 1018

Fort Lauderdale 155 125 119 92 75 21 1 ● 47 60 212 155 143 116 85 79 99 113 147 151 167 186 219 235 269 287 344 348 1064

Port Everglades 154 123 118 91 74 20 ● 1 48 61 213 156 144 117 86 80 100 114 148 152 168 188 220 236 270 289 345 350 1067

Miami 134 104 98 71 54 ● 23 24 71 84 236 180 167 141 109 104 123 137 171 175 191 211 243 259 293 312 368 373 1090

Tavernier 83 52 47 19 ● 62 85 86 133 146 298 242 229 203 171 166 185 199 234 237 253 273 305 321 356 373 430 435 1150

Matecumbe Harbor 65 35 29 ● 22 82 105 106 152 166 318 261 247 221 190 185 205 219 252 257 273 291 323 339 374 392 449 453 1170

Marathon 42 34 ● 33 54 113 136 137 184 197 349 292 280 253 222 216 236 250 284 288 304 323 356 372 407 425 481 486 1203

Flamingo 73 ● 39 40 60 120 142 144 190 204 356 296 285 259 228 222 243 257 290 293 311 329 362 377 412 430 486 491 1208

Key West ● 84 48 75 96 154 177 178 226 239 390 334 321 295 264 258 278 292 326 329 346 365 397 413 448 466 522 527 1244
■ Appendix B ■ 469

Distances on St. Johns River, Florida

(nautical and statute miles)

Lake HarneySanfordAstor-VolusiaGeorgetownLeesburgMoss Bluff LockSilver SpringsWelakaCrescent CityPalatkaDoctors Lake InletJacksonvilleBroward River (mouth)Intracoastal WaterwayMayportSt. Johns River (mouth)

St. Johns River (mouth) 161 143 109 95 162 145 136 86 89 68 32 20 12 4 2 ●

Mayport 159 141 107 93 160 143 134 84 87 66 30 18 10 2 ● 2

Intracoastal Waterway 157 139 105 91 158 141 132 82 85 64 28 16 8 ● 2 5

Broward River (mouth) 149 131 97 83 150 133 124 74 77 56 20 8 ● 9 12 14

Jacksonville 141 123 89 75 142 125 116 66 69 48 12 ● 9 18 21 23

Doctors Lake Inlet 129 111 77 62 129 112 104 54 56 36 ● 14 23 32 35 37

Palatka 93 75 41 26 94 76 68 18 20 ● 41 55 64 74 76 78

Crescent City 101 83 49 35 102 85 76 26 ● 23 64 79 89 98 100 102

Welaka 75 57 23 8 75 58 50 ● 30 21 62 76 85 94 97 99

Silver Springs 123 105 71 56 31 14 ● 58 87 78 120 134 143 152 154 157

Moss Bluff Lock 131 113 79 65 17 ● 16 67 98 87 129 144 153 162 165 167

Leesburg 148 131 96 82 ● 20 36 86 117 108 148 163 173 182 184 186

Georgetown 66 49 14 ● 94 75 64 9 40 30 71 86 96 105 107 109

Astor-Volusia 52 34 ● 16 110 91 82 26 56 47 89 102 112 121 123 125

Sanford 18 ● 39 56 151 130 121 66 96 86 128 142 151 160 162 165

Lake Harney ● 21 60 76 170 151 142 86 116 107 148 162 171 181 183 185
470 ■ Appendix B ■ Volume 4

Distance of Visibility for Objects Having Various Elevations 

Height 

(feet)

Distance

(nautical miles)

Distance 

(statute miles)

Height 

(meters)

Height 

(feet)

Distance 

(nautical miles)

Distance 

(statute miles)

Height 

(meters)

1 1.2 1.3 0.3 120 12.8 14.7 36.6 

2 1.7 1.9 0.6 125 13.1 15.1 38.1 

3 2.0 2.3 0.9 130 13.3 15.4 39.6 

4 2.3 2.7 1.2 135 13.6 15.6 41.2 

5 2.6 3.0 1.5 140 13.8 15.9 42.7 

6 2.9 3.3 1.8 145 14.1 16.2 44.2 

7 3.1 3.6 2.1 150 14.3 16.5 45.7 

8 3.3 3.8 2.4 160 14.8 17.0 48.8 

9 3.5 4.0 2.7 170 15.3 17.6 51.8 

10 3.7 4.3 3.1 180 15.7 18.1 54.9 

11 3.9 4.5 3.4 190 16.1 18.6 57.9 

12 4.1 4.7 3.7 200 16.5 19.0 61.0 

13 4.2 4.9 4.0 210 17.0 19.5 64.0 

14 4.4 5.0 4.3 220 17.4 20.0 67.1 

15 4.5 5.2 4.6 230 17.7 20.4 70.1 

16 4.7 5.4 4.9 240 18.1 20.9 73.2 

17 4.8 5.6 5.2 250 18.5 21.3 76.2 

18 5.0 5.7 5.5 260 18.9 21.7 79.3 

19 5.1 5.9 5.8 270 19.2 22.1 82.3 

20 5.2 6.0 6.1 280 19.6 22.5 85.3 

21 5.4 6.2 6.4 290 19.9 22.9 88.4 

22 5.5 6.3 6.7 300 20.3 23.3 91.4 

23 5.6 6.5 7.0 310 20.6 23.7 94.5 

24 5.7 6.6 7.3 320 20.9 24.1 97.5 

25 5.9 6.7 7.6 330 21.3 24.5 100.6 

26 6.0 6.9 7.9 340 21.6 24.8 103.6 

27 6.1 7.0 8.2 350 21.9 25.2 106.7 

28 6.2 7.1 8.5 360 22.2 25.5 109.7 

29 6.3 7.3 8.8 370 22.5 25.9 112.8 

30 6.4 7.4 9.1 380 22.8 26.2 115.8 

31 6.5 7.5 9.5 390 23.1 26.6 118.9 

32 6.6 7.6 9.8 400 23.4 26.9 121.9 

33 6.7 7.7 10.1 410 23.7 27.3 125.0 

34 6.8 7.9 10.4 420 24.0 27.6 128.0 

35 6.9 8.0 10.7 430 24.3 27.9 131.1 

36 7.0 8.1 11.0 440 24.5 28.2 134.1 

37 7.1 8.2 11.3 450 24.8 28.6 137.2 

38 7.2 8.3 11.6 460 25.1 28.9 140.2 

39 7.3 8.4 11.9 470 25.4 29.2 143.3 

40 7.4 8.5 12.2 480 25.6 29.5 146.3 

41 7.5 8.6 12.5 490 25.9 29.8 149.4 

42 7.6 8.7 12.8 500 26.2 30.1 152.4 

43 7.7 8.8 13.1 510 26.4 30.4 155.5 

44 7.8 8.9 13.4 520 26.7 30.7 158.5 

45 7.8 9.0 13.7 530 26.9 31.0 161.5 

46 7.9 9.1 14.0 540 27.2 31.3 164.6 

47 8.0 9.2 14.3 550 27.4 31.6 167.6 

48 8.1 9.3 14.6 560 27.7 31.9 170.7 

49 8.2 9.4 14.9 570 27.9 32.1 173.7 

50 8.3 9.5 15.2 580 28.2 32.4 176.8 

55 8.7 10.0 16.8 590 28.4 32.7 179.8 

60 9.1 10.4 18.3 600 28.7 33.0 182.9 

65 9.4 10.9 19.8 620 29.1 33.5 189.0 

70 9.8 11.3 21.3 640 29.5 34.1 195.1 

75 10.1 11.7 22.9 660 30.1 34.6 201.2 

80 10.5 12.0 24.4 680 30.5 35.1 207.3 

85 10.8 12.4 25.9 700 31.0 35.6 213.4 

90 11.1 12.8 27.4 720 31.4 36.1 219.5 

95 11.4 13.1 29.0 740 31.8 36.6 225.6 

100 11.7 13.5 30.5 760 32.3 37.1 231.7 

105 12.0 13.8 32.0 780 32.7 37.6 237.7 

110 12.3 14.1 33.5 800 33.1 38.1 243.8 

115 12.5 14.4 33.1 820 33.5 38.6 249.9 

This table gives the approximate geographic range of visibility for an object which may be seen by an observer. It is necessary to add to the 

distance for the height of any object the distance corresponding to the height of the observer’s eye above sea level.

Example – determine the geographic visibility of an object 65 feet above the water, for an observer whose eye is 35 feet above the water:

 9.4 nautical miles = Height of object (65 feet)

 6.9 nautical miles = Height of observer (35 feet)

16.3 nautical miles = Computed geographic visibility
■ Appendix B ■ 471

Conversion of Degrees to Points and Points to Degrees

Deg ° Min ' Points Deg ° Min ' Points

000 00 N 180 00 S

002 49 182 49

005 38 N 1⁄2 E 185 38 S 1⁄2 W

008 26 188 26

011 15 N x E 191 15 S x W

014 04 194 04

016 53 N x E 1⁄2 E 196 53 S x W 1⁄2 W

019 41 199 41

022 30 NNE 202 30 SSW

025 19 205 19

028 08 NNE 1⁄2 E 208 08 SSW 1⁄2 W

030 56 210 56

033 45 NE x N 213 45 SW x W

036 34 216 34

039 23 NE 1⁄2 N 219 23 SW 1⁄2 S

042 11 222 11

045 00 NE 225 00 SW

047 49 227 49

050 38 NE 1⁄2 E 230 38 SW 1⁄2 W

053 26 233 26

056 15 NE x E 236 15 SW x W

059 04 239 04

061 53 NE x E 1⁄2 E 241 53 SW x W 1⁄2 W

064 41 244 41

067 30 ENE 247 30 WSW

070 19 250 19

073 08 ENE 1⁄2 E 253 08 WSW 1⁄2 W

075 56 255 56

078 45 E x N 258 45 W x S

081 34 261 34

084 23 E 1⁄2 N 264 23 W 1⁄2 S

087 11 267 11

090 00 E 270 00 W

092 49 272 49

095 38 E 1⁄2 S 275 38 W 1⁄2 S

098 26 278 26

101 15 E x S 281 15 W x N

104 04 284 04

106 53 ESE 1⁄2 E 286 53 WNW 1⁄2 W

109 41 289 41

112 30 ESE 292 30 WNW

115 19 295 19

118 08 SE x E 1⁄2 E 298 08 NW x W 1⁄2 W

120 56 300 56

123 45 SE x E 303 45 NW x W

126 34 306 34

129 23 SE 1⁄2 E 309 23 NW 1⁄2 W

132 11 312 11

135 00 SE 315 00 NW

137 49 317 49

140 38 SE 1⁄2 S 320 38 NW 1⁄2 N

143 26 323 26

146 15 SE x S 326 15 NW x N

149 04 329 04

151 53 SSE 1⁄2 E 331 53 NNW 1⁄2 W

154 41 334 41

157 30 SSE 337 30 NNW

160 19 340 19

163 08 S x E 1⁄2 E 343 08 N x W 1⁄2 W

165 56 345 56

168 45 S x E 348 45 N x W

171 34 351 34

174 23 S 1⁄2 E 354 23 N 1⁄2 W

177 11 357 11
472 ■ Appendix B ■ Volume 4

Table for Estimating Time of Transit

Speed (knots)

8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 30

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

days/

hours

 Distance

 (nautical miles)

10 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 - - - - - -

20 0/3 0/2 0/2 0/2 0/2 0/2 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1

30 0/4 0/3 0/3 0/3 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/1 0/1 0/1 0/1 0/1 0/1

40 0/5 0/4 0/4 0/4 0/3 0/3 0/3 0/3 0/3 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/1

50 0/6 0/6 0/5 0/5 0/4 0/4 0/4 0/3 0/3 0/3 0/3 0/3 0/3 0/2 0/2 0/2 0/2 0/2 0/2

60 0/8 0/7 0/6 0/5 0/5 0/5 0/4 0/4 0/4 0/4 0/3 0/3 0/3 0/3 0/3 0/3 0/3 0/2 0/2

70 0/9 0/8 0/7 0/6 0/6 0/5 0/5 0/5 0/4 0/4 0/4 0/4 0/4 0/3 0/3 0/3 0/3 0/3 0/2

80 0/10 0/9 0/8 0/7 0/7 0/6 0/6 0/5 0/5 0/5 0/4 0/4 0/4 0/4 0/4 0/3 0/3 0/3 0/3

90 0/11 0/10 0/9 0/8 0/8 0/7 0/6 0/6 0/6 0/5 0/5 0/5 0/5 0/4 0/4 0/4 0/4 0/4 0/3

100 0/13 0/11 0/10 0/9 0/8 0/8 0/7 0/7 0/6 0/6 0/6 0/5 0/5 0/5 0/5 0/4 0/4 0/4 0/3

200 1/1 0/22 0/20 0/18 0/17 0/15 0/14 0/13 0/13 0/12 0/11 0/11 0/10 0/10 0/9 0/9 0/8 0/8 0/7

300 1/14 1/9 1/6 1/3 1/1 0/23 0/21 0/20 0/19 0/18 0/17 0/16 0/15 0/14 0/14 0/13 0/13 0/12 0/10

400 2/2 1/20 1/16 1/12 1/9 1/7 1/5 1/3 1/1 1/0 0/22 0/21 0/20 0/19 0/18 0/17 0/17 0/16 0/13

500 2/15 2/8 2/2 1/21 1/18 1/14 1/12 1/9 1/7 1/5 1/4 1/2 1/1 1/0 0/23 0/22 0/21 0/20 0/17

600 3/3 2/19 2/12 2/7 2/2 1/22 1/19 1/16 1/14 1/11 1/9 1/8 1/6 1/5 1/3 1/2 1/1 1/0 0/20

700 3/16 3/6 2/22 2/16 2/10 2/6 2/2 1/23 1/20 1/17 1/15 1/13 1/11 1/9 1/8 1/6 1/5 1/4 0/23

800 4/4 3/17 3/8 3/1 2/19 2/14 2/9 2/5 2/2 1/23 1/20 1/18 1/16 1/14 1/12 1/11 1/9 1/8 1/3

900 4/17 4/4 3/18 3/10 3/3 2/21 2/16 2/12 2/8 2/5 2/2 1/23 1/21 1/19 1/17 1/15 1/14 1/12 1/6

1000 5/5 4/15 4/4 3/19 3/11 3/5 2/23 2/19 2/15 2/11 2/8 2/5 2/2 2/0 1/21 1/19 1/18 1/16 1/9

2000 10/10 9/6 8/8 7/14 6/23 6/10 5/23 5/13 5/5 4/22 4/15 4/9 4/4 3/23 3/19 3/15 3/11 3/8 2/19

3000 15/15 13/21 12/12 11/9 10/10 9/15 8/22 8/8 7/20 7/8 6/23 6/14 6/6 5/23 5/16 5/10 5/5 5/0 4/4

4000 20/20 18/21 16/16 15/4 13/21 12/20 11/22 11/3 10/10 9/19 9/6 8/19 8/8 7/22 7/14 7/6 6/23 6/16 5/13

5000 26/1 23/4 20/20 18/23 17/9 16/1 14/21 13/21 13/1 12/6 11/14 10/23 10/10 9/22 9/11 9/1 8/16 8/8 6/23

6000 31/6 27/19 25/0 22/17 20/20 19/6 17/21 16/16 15/15 14/17 13/21 13/4 12/12 11/22 11/9 10/21 10/10 10/0 8/8

Determination of Wind Speed by Sea Condition

Miles per hour Knots Descriptive Sea Conditions Wind Force 

(Beaufort)

Probable Wave 

Height (feet)

0-1 0-1 Calm Sea smooth and mirror like 0 -

1-3 1-3 Light Air Scale-like ripples without foam crests 1 1⁄4

4-7 4-6 Light Breeze Small, short wavelets; crests have a glassy appearance and do not break. 2 1⁄2

8-12 7-10 Gentle Breeze Large wavelets; some crests begin to break; foam has glassy appearance. 

Occasional white foam crests. 3 2

13-18 11-16 Moderate Breeze Small waves, become longer; fairly frequent white foam crests. 4 4

19-24 17-21 Fresh Breeze Moderate waves, taking a more pronounced long form; many white foam 

crests; there may be some spray. 5 6

25-31 22-27 Strong Breeze Large waves begin to form; white foam crests are more extensive 

everywhere; there may be some spray. 6 10

32-38 28-33 Near Gale Sea heaps up and white foam from breaking waves begin to be blown in 

streaks along the direction of the wind; spindrift begins. 7 14

39-46 34-40 Gale

Moderately high waves of greater length; edges of crests break into 

spindrift; foam is blown in well-marked streaks along the direction of the 

wind.

8 18

47-54 41-47 Strong Gale High waves; dense streaks of foam along the direction of the wind; crests 

of waves begin to topple, tumble and roll over; spray may reduce visibility. 9 23

55-63 48-55 Storm

Very high waves with long overhanging crests. The resulting foam in great 

patches is blown in dense white streaks along the direction of the wind. On 

the whole, the surface of the sea is white in appearance. The tumbling of 

the sea becomes heavy and shock-like. Visibility is reduced.

10 29

64-72 56-63 Violent Storm

Exceptionally high waves that may obscure small and medium-sized ships. 

The sea is completely covered with long white patches of foam lying along 

the direction of the wind. Everywhere the edges of the wave crests are

blown into froth. Visibility is reduced.

11 37

73+ 64+ Hurricane The air is fi lled with foam and spray. Sea completely white with driving 

spray; visibility is very much reduced. 12 45
■ Appendix B ■ 473

Standard Abbreviations Used In Broadcasts

Aids to Navigation Organizations

Aeronautical Radiobeacon AERO RBN Commander, Coast Guard District (#) CCGD(#)

Articulated Daybeacon ART DBN Coast Guard CG

Articulated Light ART LT Corps of Engineers COE

Destroyed DESTR National Geospatial-Intelligence Agency NGA

Discontinued DISCONTD National Ocean Service NOS

Established ESTAB National Weather Service NWS

Exposed Location Buoy ELB Vessels

Fog Signal Station FOG SIG Aircraft A/C

Large Navigation Buoy LNB Fishing Vessel F/V

Light LT Liquefi ed Natural Gas Carrier LNG

Light List Number LLNR Motor Vessel2 M/V

Lighted Bell Buoy LBB Pleasure Craft P/C

Lighted Buoy LB Research Vessel R/V

Lighted Gong Buoy LGB Sailing Vessel S/V

Lighted Horn Buoy LHB Compass Directions

Lighted Whistle Buoy LWB North N

Ocean Data Acquisition System ODAS South S

Privately Maintained PRIV MAINTD East E

Radar Beacon RACON West W

Radar Refl ector RA REF Northeast NE

Temporarily Replaced by Unlighted 

Buoy TRUB Northwest NW

Temporarily Replaced by Lighted Buoy TRLB Southeast SE

Whistle WHIS Southwest SW

Light Characteristics Months

Alternating AL January JAN

Characteristic CHAR February FEB

Composite Group-Flashing FL(2+1) March MAR

Composite Group-Occulting OC(2+1) April APR

Continuous Quick-Flashing Q May MAY

Fixed and Flashing FFL June JUN

Fixed F July JUL

Group-Flashing FL(3) August AUG

Group-Occulting OC(2) September SEP

Interrupted Quick-Flashing IQ October OCT

Isophase ISO November NOV

Morse Code MO(A) December DEC

Occulting OC Days of the Week

Single-Flashing FL Monday MON

Colors1 Tuesday TUE

Black B Wednesday WED

Blue BU Thursday THU

Green G Friday FRI

Orange OR Saturday SAT

Red R Sunday SUN

White W

Yellow Y

1 Color refers to light characteristics of Aids to Navigation only

2 M/V includes: Steam Ship, Container Vessel, Cargo Vessel, etc.
474 ■ Appendix B ■ Volume 4

Standard Abbreviations Used In Broadcasts (continued)

Countries and States South Dakota SD

Alabama AL Tennessee TN

Alaska AK Texas TX

American Samoa AS United States US

Arizona AZ Utah UT

Arkansas AR Vermont VT

California CA Virgin Islands VI

Canada CN Virginia VA

Colorado CO Washington WA

Connecticut CT West Virginia WV

Delaware DE Wisconsin WI

District of Columbia DC Wyoming WY

Florida FL Various

Georgia GA Anchorage ANCH

Guam GU Anchorage Prohibited ANCH PROHIB

Hawaii HI Approximate APPROX

Idaho ID Atlantic ATLC

Illinois IL Authorized AUTH

Indiana IN Average AVG

Iowa IA Bearing BRG

Kansas KS Breakwater BKW

Kentucky KY Broadcast Notice to Mariners BNM

Louisiana LA Channel CHAN

Maine ME Code of Federal Regulations CFR

Maryland MD Continue CONT

Marshall Islands MH Degrees (temp; geo pos) DEG

Massachusetts MA Diameter DIA

Mexico MX Edition ED

Michigan MI Effect/Effective EFF

Minnesota MN Entrance ENTR

Mississippi MS Explosive Anchorage EXPLOS ANCH

Missouri MO Fathom(s) FM(S)

Montana MT Foot/Feet FT

Nebraska NE Harbor HBR

Nevada NV Height HT

New Hampshire NH Hertz HZ

New Jersey NJ Horizontal Clearance HOR CL

New Mexico NM Hour HR

New York NY International Regulations for 

Preventing Collisions at Sea COLREGS

North Carolina NC Kilohertz KHZ

North Dakota ND Kilometer KM

Northern Mariana Islands MP Knot(s) KT(S)

Ohio OH Latitude LAT

Oklahoma OK Local Notice to Mariners LNM

Oregon OR Longitude LONG

Pennsylvania PA Maintained MAINTD

Puerto Rico PR Maximum MAX

Rhode Island RI Megahertz MHZ

South Carolina SC Millibar MB
■ Appendix B ■ 475

Standard Abbreviations Used In Broadcasts (continued)

Various (continued) Rock RK

Millimeter MM Saint ST

Minute (time; geographic position) MIN Second (time; geographic position) SEC

Moderate MOD Signal Station SIG STA

Mountain, Mount MT Station STA

Nautical Mile(s) NM Statute Mile(s) SM

Notice to Mariners NM Storm Signal Station S SIG STA

Obstruction OBSTR Temporary TEMP

Occasion/Occasionally OCCASION Thunderstorm TSTORM

Operating Area OPAREA Through THRU

Pacifi c PAC True T

Point(s) PT(S) Uncovers; Dries UNCOV

Position POS Universal Coordinate Time UTC

Position Approximate PA Urgent Marine Information Broadcast UMIB

Pressure PRES Velocity VEL

Private/Privately PRIV Vertical Clearance VERT CL

Prohibited PROHIB Visibility VIS

Publication PUB Yard(s) YD

Range RGE Warning WARN

Reported REP Weather WX

Restricted RESTR Wreck WK
476 ■ Appendix B ■ Volume 4

Measurements and Equivalencies

Unit Equivalency

nautical mile 1,852 meters

6,076.12 feet

statute mile

5,280 feet

1,609.3 meters

1.6093 kilometers

cable 0.1 nautical mile (CN) 

720 feet (US) 

fathom 6 feet

1.8288 meters

foot 0.3048 meter

inch 2.54 centimeters

meter

39.37 inches

3.281 feet

1.0936 yards

kilometer 1,000 meters

knot 1.6877 feet per second

0.5144 meters per second

miles per hour (statute) 1.466 feet per second

0.44704 meters per second

acre 43,560 square feet

4,046.82 square meters

pound (avoirdupois) 453.59 gram

gram 0.0022046 pound (avoirdupois)

0.035274 ounce

short ton 2,000 pounds

long ton 2,240 pounds

metric ton 2,204.6 pounds

kilogram 2.2 pounds

liter 1.0567 quarts

barrel (petroleum) 42 gallons (US)

Conversion Factors

Known Value Multiply By Unknown Value

Linear

inches

25.40 millimeters

2.540 centimeters

centimeters 0.032808 feet

feet

30.48 centimeters

0.3048 meters

0.00016458 nautical miles

yard 0.9144 meters

meters

3.2808 feet

1.094 yards

0.0005399 nautical miles

statute miles

0.86897 nautical miles

1.6093 kilometers

1,609.3 meters

nautical miles 1.151 statute miles

Area

square feet 0.0929 square meters

0.00002296 acres

square meters 10.764 square feet

0.0002471 acres

acres

4,046.9 square meters

43,560 square feet

0.404685 hectare

hectare

2.471054 acres

10,000 square meters

1.07639x105 square feet

Depths

fathoms 1.8288 meters

meters

0.54681 fathoms

3.2808 feet

feet 0.3048 meters

Rate

feet per second

0.5925 knots

0.6818 miles per hour

30.48 centimeters per second

statute miles per 

hour

0.8689 knots

1.467 feet per second

0.447 meters per second

knots

1.151 miles per hour

0.5144 meters per second

1.6878 feet per second

centimeters per 

second

0.01944 knots

0.02237 miles per hour

0.032808 feet per second

Mass

grams

0.035275 ounces

0.002205 pounds

ounces 28.349 grams

pounds 0.45359 kilograms

short tons

2,000 pounds

0.89286 long tons

0.9072 metric tons

Mass

long tons

2,240 pounds

1.12 short tons

1.016 metric tons

metric tons

1,000 kilograms

0.9842 long tons

1.1023 short tons

2,204.6 pounds

Volume

barrels 

(petroleum)

42 gallons (US)

158.99 liters

barrels 

(liquid, US)

31.5 gallons (US)

26.229 gallons (British)

119.24 liters

gallons (US) 0.02381 barrels (petroleum)

3.7854 liters

liters 0.26417 gallons (US)
Appendix C

■ Appendix C ■ 477
478 ■ Appendix C ■ Volume 4

Marine Protected Areas

MPA Site Name MPA Description MPA Restrictions of 

Interest to Mariners MPA Management Approach Managing Agency and Contact Information

Navigation Fishing

Conservation/

Management 

Focus

Level of Protection

Vessel Traffi cAnchoringCommercial FishingRecreational FishingNatural HeritageCultural HeritageSustainable ProductionUniform Multiple UseZoned Multiple UseZoned (No Take Areas)No TakeNo ImpactNo Access

Offshore Lobster Waters Large area from U.S./Canada

border to Cape Hattaras, NC, and 

inclusive of area between ~60 nm 

offshore, out to EEZ edge.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce

978–281–9300

Southern Mid-Atlantic 

Waters Closure Area

Bounded by DE shoreline at

38°47'N extending E to

72°30'W, then due S to

33°51'N, then W to the NC/SC

border. Designed to protect

harbor porpoise.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce

978–281–9300

Southern Nearshore 

Lobster Waters

Located in State and Federal 

waters from Long Island to

Cape Hattaras and offshore

~60 nm.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce

978–281–9300

Other Northeast Gillnet 

Waters Area

Large area off Mid-Atlantic and 

New England not otherwise part of 

anchored gillnet restricted area.

Includes most of Gulf of Maine, 

shallow water area along Georges 

Bank, and deeper water area south 

of Georges Bank. In Mid-Atlantic, 

only contains area E of 33o51'W.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce

978–281–9300

Charleston Bump 

Closed Area

Portion of EEZ from south of NC to 

south of GA, near Jekyll Island.

Surrounds a bathymetric seafl oor 

rise from 2300 to 1000 feet at 

~32o44'N and 78o06'W.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NMFS Offi ce of Highly Migratory 

Species

727–824–5399

Oyster Management

Areas

Several areas established by 

Virginia for shellfi sh management 

purposes.

Virginia Marine Resources 

Commission 757–247–2200

Shellfi sh Management

Areas

Several areas established by 

Virginia for oyster management 

purposes.

Virginia Marine Resources 

Commission 757–247–2200

Shellfi sh Prohibited 

Areas

275 prohibited areas found 

throughout the North Carolina coast 

in rivers, bays, and sounds.

NC Dept of Environment and

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Trawl Nets Prohibited

Areas

Trawl net prohibited areas are 

located in many bays and river 

areas along the NC coast.

Includes 25 separate areas.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Restricted Gill Net

Areas (permanent)

Numerous North Carolina protected

areas within many rivers,

bays, and sounds along the North 

Carolina coast.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Restricted Gill Net

Areas (seasonal)

Numerous North Carolina protected

areas within many rivers,

bays, and sounds along the North 

Carolina coast.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Mechanical Harvesting 

of Oysters Prohibited

Areas

12 areas in North Carolina state 

waters that affect methods of

harvesting oysters.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

 Restricted – Activities that are fully or partially allowed and may have specifi c regulations or restrictions

 Prohibited – Activities that are not allowed unless authorized by permit

 Applicable to this MPA

X Data not available

X

X

X

X
■ Appendix C ■ 479

MPA Site Name MPA Description MPA Restrictions of 

Interest to Mariners MPA Management Approach Managing Agency and Contact Information

Navigation Fishing

Conservation/

Management 

Focus

Level of Protection

Vessel Traffi cAnchoringCommercial FishingRecreational FishingNatural HeritageCultural HeritageSustainable ProductionUniform Multiple UseZoned Multiple UseZoned (No Take Areas)No TakeNo ImpactNo Access

Primary Nursery Areas 345 separate areas located in 

uppermost sections of estuaries 

along the North Carolina coast.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Secondary Nursery 

Areas

32 separate areas located

in middle and lower portions

of estuaries along the North 

Carolina coast.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Special Secondary

Nursery Areas

29 areas adjacent to Secondary 

Nursery Areas, but closer to open 

water.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Outstanding Resource

Water Areas

13 areas along the North Carolina 

coastline that deal chiefl y with 

water discharges from onshore

sites, but may have rules

affecting fi shing.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Oregon Inlet Crab 

Spawning Sanctuary

Located in Oregon Inlet, near Bodie 

Island and Pamlico Sound.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

USS Huron Historic

Shipwreck Preserve

Located 750 feet from Nags 

Head Beach, in 8-20 foot depths; 

Shipwreck bounded by 300-foot 

diameter circle, with centerpoint 

located at midship.

NC Dept of Cultural

Resources 919–807–7385;

Underwater Archaeology

Branch 910–458–9042

Flynet Closure Located between 3 and 40 miles 

off North Carolina, extending 

from Cape Hatteras to the South 

Carolina state line.

Atlantic States Marine Fisheries 

Commission

202–289–6400

Cape Hatteras

National Seashore

Extends 150 feet offshore on

Pamlico Sound side, except

is variable on Bodie Island.

Boundaries include ~100

nm2

 on islands of Chicamacomico, 

Ocracoke, Bodie, Roanoke, and 

Collington.

National Park Service HQ

202–208–6843; Regional Offi ce

404–331–5711

-------------------

On-Site Info: 252–473–2111

Monitor National

Marine Sanctuary

Consists of vertical water column 

1 mile in diameter from surface to 

seabed, the center of which is at

35°00'23"N and 75°24'32"W.

National Marine Sanctuaries

Headquarters Offi ce

301–713–3125

-----------------

On-Site Info: 757–599–3122

Hatteras Inlet Crab

Spawning Sanctuary

Located in Hatteras Inlet, near 

Hatteras Island and Pamlico 

Sound.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Ocracoke Inlet Crab

Spawning Sanctuary

Located in Ocracoke Inlet, near 

Ocracoke Island and Pamlico 

Sound.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Drum Inlet Crab 

Spawning Sanctuary

Located in Drum Inlet, near

Core Banks and Core Sound.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Cape Lookout

National Seashore

Includes waters 150 feet from

MLW on outer banks of

Carteret County, North Carolina,

between Ocracoke Inlet and

Beaufort Inlet.

National Park Service HQ

202–208–6843; Regional Offi ce

404–331–5711

-------------------

On-Site Info: 252–728–2250

 Restricted – Activities that are fully or partially allowed and may have specifi c regulations or restrictions

 Prohibited – Activities that are not allowed unless authorized by permit

 Applicable to this MPA

X Data not available

X X
480 ■ Appendix C ■ Volume 4

MPA Site Name MPA Description MPA Restrictions of 

Interest to Mariners MPA Management Approach Managing Agency and Contact Information

Navigation Fishing

Conservation/

Management 

Focus

Level of Protection

Vessel Traffi cAnchoringCommercial FishingRecreational FishingNatural HeritageCultural HeritageSustainable ProductionUniform Multiple UseZoned Multiple UseZoned (No Take Areas)No TakeNo ImpactNo Access

Bardens Inlet Crab

Spawning Sanctuary

Located in Bardens Inlet,

near Shackleford Banks and

Core Sound.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Mackay Island National 

Wildlife Refuge

Located in Virginia and North 

Carolina; marine areas on S end of 

Back Bay and Barley’s Bay, and on 

N end of Currituck Sound.

FWS HQ 202–208–6843, FWS 

Regional 404–679–4000

-------------------

On-Site Info: 252–429–3100

Albemarle Sound 

Herring Management

Area

Located on the northeast coast of 

North Carolina, includes Albemarle 

Sound, Currituck Sound, Roanoke 

Sound, and Croatan Sound.

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Swanquarter National

Wildlife Refuge

Located on Pamlico Sound

in North Carolina.

FWS HQ 202–208–6843, FWS 

Regional 404–679–4000

-------------------

On-Site Info: 252–726–4021

Queen Anne’s Revenge Located near Beaufort Inlet, 1.2 

miles off Fort Macon, in 22-25 

foot depths. Shipwreck artifacts 

encompass area 150 by 50 feet.

NC Dept of Cultural

Resources 919–807–7385;

Underwater Archaeology 

Branch 910–458–9042

Sea Turtle

Sanctuary

Located adjacent to Onslow

County, running from

Bogue Inlet to New River

Inlet. 

NC Dept of Environment and 

Natural Resources, Division of 

Marine Fisheries

252–726–7021

Charleston Harbor

Wildlife Sanctuary

Located in Charleston County. SC Department of Natural 

Resources,

Marine Resources Division

843–953–9300

Fort Sumter National

Monument

Sumter Island and surrounding 

area located at Charleston Harbor 

mouth, ~3 miles E of Charleston.

Boundaries include 122.5 acres 

of submerged land surrounding 

island.

National Park Service HQ

202–208–4621; Regional Offi ce

404–562–3327

-------------------

On-Site Info: 843–883–3123

Cooper River Heritage 

Dive Trail

River stretch ~2 miles in length, 

and located N of Charleston.

SC Institute of Archaeology &

Anthropology 803–777–8170

Ashepoo-CombaheeEdisto (ACE) Basin

National Estuarine

Research Reserve

Located in central portion of

St. Helena Sound. Seaward

boundary is COLREGS line,

between Edisto Beach headlands 

and Hunting Island. Northeast 

boundary includes Edisto River 

marshes draining west side 

of Edisto Island and adjacent 

tidal creeks. North boundary is 

abandoned Sea Coast Railroad to 

crossing at Combahee River. West 

boundary is Wimbee Creek.

SC Dept of Natural Resources,

Marine Resources Division

843–953–9300

-------------------

On-Site Info: 843–953–9347

ACE Basin National

Wildlife Refuge

Two separate units, one along the 

Edisto River and the other along 

the Combahee River.

FWS HQ 202–208–6843, FWS 

Regional 404–679–4006

-------------------

On-Site Info: 843–889–3084

Pinckney Island

National Wildlife

Refuge

Located 0.5 miles west of Hilton 

Head Island, SC.

FWS HQ 202–208–6843, FWS 

Regional 404–679–4006

-------------------

On-Site Info: 912–652–4415

Georgia’s Offshore

Artifi cal Reefs/Special

Management Zones

19 permitted sites, located in

EEZ waters but managed by

GA; offshore 6-70 miles.

GA Department of Natural 

Resources, Coastal Resources

Division 912–264–7218

 Restricted – Activities that are fully or partially allowed and may have specifi c regulations or restrictions

 Prohibited – Activities that are not allowed unless authorized by permit

 Applicable to this MPA

X Data not available

X

X

X

X X

X

X

X

X X
■ Appendix C ■ 481

MPA Site Name MPA Description MPA Restrictions of 

Interest to Mariners MPA Management Approach Managing Agency and Contact Information

Navigation Fishing

Conservation/

Management 

Focus

Level of Protection

Vessel Traffi cAnchoringCommercial FishingRecreational FishingNatural HeritageCultural HeritageSustainable ProductionUniform Multiple UseZoned Multiple UseZoned (No Take Areas)No TakeNo ImpactNo Access

Satilla River Marsh 

Island Natural Area

Located on the south bank of the 

Satilla River, approximately 1.5 

miles upstream from St. Andrews 

Sound.

GA Dept of Natural

Resources, Wildlife Resources

Division

770–918–6400

-------------------

On-Site Info: 912–264–7333

Gray’s Reef National

Marine Sanctuary

Located 17 miles east of Sapelo 

Island, GA, consisting of ~17 nm2

. 

Substrate is calcitic sandstone, with

encrusting invertebrates (sponges, 

corals, etc.). Depth range from 55 

to 70 feet. (Regulation changes

pending – check with management 

agency).

National Marine Sanctuaries

Headquarters Offi ce:

301–713–3125

-----------------

On-Site Info 912–598–2345

Crooked River State 

Park

North boundary is Crooked River; 

East boundary is the salt marsh; 

south boundary is Kings Bay Naval 

Base and private property on the 

west.

GA Dept of Natural

Resources, Parks, Rec &

Historic Sites Division

912–262–3180

-----------------

On-Site Info: 912–882–5256

Cumberland Island

National Seashore

Extends 0.4 km from shore of 

Cumberland Island.

National Park Service HQ

202–208–6843; Regional Offi ce

404–562–3100

-----------------

On-Site Info: 912–882–4336 

x254

Fort Clinch State Park

Aquatic Preserve

Surrounds Fort Clinch State 

Park and includes portions of St. 

Mary’s River on north, Amelia 

River on west, and Atlantic on 

east, encompassing ~9,000 acres 

of water. Compromised largely 

of open waters associated with 

St. Mary’s Inlet, Amelia River, 

Intracoastal Waterway between 

FL and GA, salt marsh along Tiger 

Island, and three mile extension off 

Amelia Island.

FL Dept of Environmental

Protection, Coastal & Aquatic

Managed Areas

850–245–2094

-----------------

On-Site Info: 904–696–5944

Fort Clinch State Park Located at north tip of Amelia 

Island, along Cumberland Sound 

and Atlantic. Bounded on east by 

ocean, on north by Cumberland 

Sound, on northwest by Amelia 

River, and on southwest by Egan’s 

Creek.

FL Department of 

Environmental

Protection, Park Service

850–245–2157

NE Region 

352–955–2135

-----------------

On-Site Info: 904–277–7274

Amelia Island State

Recreation Area

Bordered by ocean east, Nassau

Sound, on west by Talbot Island, 

South Amelia River/Intracoastal 

Waterway on west, and Walker 

Creek (+ associated marshes) on

northwest. Located nine miles 

south of Fernandina Beach and 30

miles northeast of Jacksonville, just

north of Nassau River mouth.

FL Department of 

Environmental

Protection, Park Service

850–245–2157

NE Region 

352–955–2135

-----------------

On-Site Info: 904–251–2320

Timucuan Ecological &

Historic Preserve

An area between St Johns and 

Nassau Rivers, within city limits 

of Jacksonville. Encompasses 

~46,000 acres.

National Park Service HQ

202–208–6843; 

SE Regional Offi ce

404–562–3100

-----------------

On-Site Info: 904–641–7155

 Restricted – Activities that are fully or partially allowed and may have specifi c regulations or restrictions

 Prohibited – Activities that are not allowed unless authorized by permit

 Applicable to this MPA

 Data not available

X X

X
482 ■ Appendix C ■ Volume 4

MPA Site Name MPA Description MPA Restrictions of 

Interest to Mariners MPA Management Approach Managing Agency and Contact Information

Navigation Fishing

Conservation/

Management 

Focus

Level of Protection

Vessel Traffi cAnchoringCommercial FishingRecreational FishingNatural HeritageCultural HeritageSustainable ProductionUniform Multiple UseZoned Multiple UseZoned (No Take Areas)No TakeNo ImpactNo Access

Little Talbot Island State

Park

Located 20 miles east of downtown 

Jacksonville, bounded on north by 

Nassau Sound, on east by Atlantic

Ocean, on west by Big Talbot 

Island State Park, and on south by 

Fort George Inlet.

FL Department of 

Environmental Protection, Park 

Service 

850–245–2157

NE Region 

352–955–2135

-----------------

On-Site Info: 904–251–2320

Back Bay National

Wildlife Refuge

~5 miles south of city of Virginia 

Beach. Water areas at north end 

of North Bay. All waterways and 

islands between Shipps Bay and 

Red Head Bay (Great Cove, Great 

Narrows, Little Narrows, Bonney 

Cove, and Sand Bay).

FWS HQ 703–358–1744, NE

Region 413–253–8200;

-----------------

On-Site Info: 757–721–2412.

Manatee Protection

Zones

~20 distinct zones located along 

both coasts, throughout central 

and south FL. For protection of 

manatees from boat impacts. 

Zones distinquished by maximum 

speed allowed in the zone.

FL Fish and Wildlife 

Conservation Commission,

Imperiled Species

Management Division

850–922–4330

Manatee Safety Havens ~18 various areas within manatee’s 

range and intended to protected

manatees from boating.

FL Fish and Wildlife

Conservation Commission,

Imperiled Species

Management Division

850–922–4330

Washington Oaks State

Gardens

Located between the Intracoastal 

Waterway and Atlantic, 20 miles 

south of St. Augustine.

FL Dept of Environmental

Protection, Park Service

850–245–2157

Central Region 407–884–2000

-----------------

On-Site Info: 386–446–6780

North Peninsula State 

Recreation Area

Located along Halifax River fi ve 

miles south of Flagler Beach in 

northeast Volusia County.

FL Dept of Environmental

Protection, Park Service

850–245–2157

Central Region 407–884–2000

-----------------

On-Site Info: 386–517–2086

Gamble Rogers

Memorial State 

Recreation Area at

Flagler Beach

Located three miles south of 

Flagler Beach, east boundary is 

Atlantic Ocean, south boundary is a 

golf course.

FL Dept of Environmental

Protection, Park Service

850–245–2157

Central Region 407–884–2000

-----------------

On-Site Info: 386–517–2086

Bulow Creek

State Park

Located in northeast Volusia 

County and southeast Flagler 

County, eight miles north of 

Ormond Beach and 3.5 miles 

southwest of Flagler Beach, 

bounded on east by Bulow Creek 

channel.

FL Dept of Environmental

Protection, Park Service

850–245–2157

Central Region 407–884–2000

-----------------

On-Site Info: 386–676–4050

Canaveral National 

Seashore

~58,000 acres generally bounded 

on north by Bethune Beach, and 

south by JFK Space Center; 

Includes area transversed by 

Intercoastal Waterway, and Indian 

River Lagoon (N of JFK Space 

Center) and all of Mosquito 

Lagoon. Offshore boundary is 1⁄2 

mile.

National Park Service HQ

202–208–6843

SE Region 404–562–3100

-----------------

On-Site Info: 321–267–1110

 Restricted – Activities that are fully or partially allowed and may have specifi c regulations or restrictions

 Prohibited – Activities that are not allowed unless authorized by permit

 Applicable to this MPA

X Data not available

X

X

X
■ Appendix C ■ 483

MPA Site Name MPA Description MPA Restrictions of 

Interest to Mariners MPA Management Approach Managing Agency and Contact Information

Navigation Fishing

Conservation/

Management 

Focus

Level of Protection

Vessel Traffi cAnchoringCommercial FishingRecreational FishingNatural HeritageCultural HeritageSustainable ProductionUniform Multiple UseZoned Multiple UseZoned (No Take Areas)No TakeNo ImpactNo Access

Sebastian Inlet State

Park

Located 18 miles south of 

Melbourne. Bounded on west by 

Indian River, on east by Atlantic, 

on north by Archie Carr National 

Wildlife Refuge, and on south by 

Pelican Island National Wildlife 

Refuge.

FL Dept of Environmental

Protection, Park Service

850–245–2157

Central Region 407–884–2000

-----------------

On-Site Info: 321–984–4852

Oculina Bank Habitat 

Area of Particular

Concern

Bounded by 28°30'N, by

27°30'N, on east by the 600-foot

isobath, and by 80°00'W. 

Consists of two adjacent areas, 

the 1 bounded on by 28°30'N, 

by 28°29'N, by 80°00'W, and by 

80°03'W; 2nd bounded by 28°17'N, 

by 28°16'N, by 80°00'W, and by 

80°03'W.

National Marine Fisheries

Service, Headquarters

301–713–2379

SE Regional Offi ce

727–824–5305

Experimental Oculina

Research Reserve

Located on Oculina Bank, ~20 

miles off east coast of FL. Bounded 

by 27°53'N, by 27°30'N, by 

79°56'W, and by 80°00'W.

National Marine Fisheries

Service, Headquarters

301–713–2379

SE Regional Offi ce

727–824–5305

Fort Pierce Inlet State

Recreation Area

Located on and around a barrier 

island along Indian River north of 

Fort Pierce Inlet. Consists of two 

parcels, Fort Pierce Inlet and Jack 

Island.

FL Dept of Environmental

Protection, Park Service

850–245–2157

Central Region 407–884–2000

-----------------

On-Site Info: 772–468–3985

Urca de Lima 

Underwater 

Archaeological Preserve

Located north of Ft. Pierce Inlet

State Park and Pepper Park, ~600 

feet offshore. Bounded by 900-foot 

radius around a point at 27°32.2'N, 

80°17.9'W. Wreck lies in 10-15 feet.

FL Dept of State

Bureau of Archaeological 

Research

850–245–6444

St. Lucie Inlet Preserve

State Park

Bounded on east by Atlantic, on 

south by Hobe Sound National 

Wildlife Refuge, on north by 

St. Lucie inlet, and on west by 

Intracoastal Waterway.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 772–219–1880

Lofthus Underwater

Archaeological Preserve

Located approximately 3⁄4 mile north 

of Boynton Inlet and

525 feet off-shore of Manalapan.

FL Dept of State

Bureau of Archaeological 

Research

850–245–6444

SS Copenhagen 

Underwater 

Archaeological Preserve

Located south of Hillsboro Inlet in 

Broward County, and bounded by 

600-foot radius around a point at

26°12'20.94" N., 80°05'06.48"W.

FL Dept of State

Bureau of Archaeological 

Research

850–245–6444

Florida Keys National

Marine Sanctuary

Boundary encompasses ~2900 

nm2

 of coastal and ocean waters 

surrounding FL Keys, from 

Biscayne Bay to Dry Tortugas.

National Marine Sanctuaries

Headquarters Offi ce

301–713–3125

-----------------

On-Site Info: 305–743–2437

Everglades National 

Park

At south tip of FL, and includes 

~2000 nm2

 in region of Everglades 

of Dade, Monroe, and Collier 

Counties.

National Park Service HQ

202–208–6843

SE Region 404–562–3100

-----------------

On-Site Info: 305–242–7700

Great White Heron

National Wildlife

Refuge

300 nm2

 of water and unpopulated 

islands lying on north side of 

main chain of Lower Florida Keys, 

between Marathon and Key West.

Additional refuge lands found on 

main chain of Lower Keys.

FWS HQ 202–208–6843

SE Region 404–679–7152

-----------------

On-site Info: 305–872–2239

 Restricted – Activities that are fully or partially allowed and may have specifi c regulations or restrictions

 Prohibited – Activities that are not allowed unless authorized by permit

 Applicable to this MPA

X Data not available

XX

XX
484 ■ Appendix C ■ Volume 4

MPA Site Name MPA Description MPA Restrictions of 

Interest to Mariners MPA Management Approach Managing Agency and Contact Information

Navigation Fishing

Conservation/

Management 

Focus

Level of Protection

Vessel Traffi cAnchoringCommercial FishingRecreational FishingNatural HeritageCultural HeritageSustainable ProductionUniform Multiple UseZoned Multiple UseZoned (No Take Areas)No TakeNo ImpactNo Access

Bill Baggs Cape Florida

State Park

Located on south end of Key

Biscayne ~7 miles southeast of

Miami. East, south and west

boundaries are Atlantic and

Biscayne Bay.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–361–5811

Crocodile Lake National

Wildlife Refuge

Located in north Key Largo.

Offshore area covers ~668 acres.

FWS HQ 202–208–6843

SE Region 404–679–7152

-----------------

On-Site Info: 305–451–4223

John Pennekamp

Coral Reef State Park

Located on Key Largo, 20 miles 

southeast of Homestead, and 

extending three miles offshore. ~23 

miles of shoreline. ~63,000 acres of 

offshore environment.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–451–1202

Biscayne National Park Located at north extent of the FL

Keys, and encompasses an area 

of 173,000 acres, of which 95% is 

marine.

NPS HQ 202–208–6843

SE Region 404–562–3100

-----------------

On-Site Info: 305–230–1144

Lignumvitae Key Aquatic

Preserve

Located in upper FL Keys 

archipelago and lying between 

Upper and Lower Matacumbe 

Keys. Traversed from east to west 

by US Highway1, including three 

bridges and a causeway. Referred 

to locally as Indian Key Fill, ~4/5ths

lies N of roadway.

FL Dept of Environmental

Protection, Coastal & Aquatic

Managed Areas 

850–245–2094

Lignumvitae Key 

Botanical State Park

Includes Lignumvitae Key and 

Shell Key; located 1 mile west of 

Islamorada.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–664–2540

San Pedro Underwater

Archaeological Preserve

Located 1.25 miles south of Indian 

Key and bounded by a 3000-foot 

radius around a point at 

24°51.3'N., 80°40.6'W.

FL Dept of State, 

Bureau of Archaeological 

Research

850–245–6444

Curry Hammock State 

Park

Located just north of Marathon, 

includes all of Little Crawl Key 

and Deer Key and portions of Fat 

Deer Key and Long Point Key, and 

waters surrounding them to 400 

feet offshore.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–289–2690

Bahia Honda State Park Includes Bahia Honda Key and 

Little Bahia Honda Island, out 400 

feet seaward.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–872–2353

Fort Zachary Taylor 

State Historic Site

The south most property in Key

West, adjacent to Navy property 

JADF on east and Navy Mole/

Docks on northwest. Shipping 

channel into Key West Harbor 

leads directly towards park, then 

turns paralleling park’s west shore.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–292–6713

Tortugas Marine 

Reserves

Located west of Key West and

split into two distinct areas –

Tortugas Marine Reserve

North and South.

NMFS HQ 301–713–2379

NMFS SE Regional Offi ce

727–824–5305

 Restricted – Activities that are fully or partially allowed and may have specifi c regulations or restrictions

 Prohibited – Activities that are not allowed unless authorized by permit

 Applicable to this MPA

X Data not available

XX
■ Appendix C ■ 485

MPA Site Name MPA Description MPA Restrictions of 

Interest to Mariners MPA Management Approach Managing Agency and Contact Information

Navigation Fishing

Conservation/

Management 

Focus

Level of Protection

Vessel Traffi cAnchoringCommercial FishingRecreational FishingNatural HeritageCultural HeritageSustainable ProductionUniform Multiple UseZoned Multiple UseZoned (No Take Areas)No TakeNo ImpactNo Access

Cape Romain National

Wildlife Refuge

Extending for 20 miles along coast, 

from Cape Romain in the north to 

south of Bull Island.

FWS HQ 202–208–6843, FWS

Regional 404–679–4006

-----------------

On-Site Info: 843–928–3264

Guana Tolomato

Matanzas National

Estuarine Research

Reserve

North portion includes Tolomato 

and Guana rivers, surrounding 

lands and immediate offshore 

waters between Ponte Vedra 

and Vilano Beach. South portion 

includes Matanzas River and 

some surrounding lands between 

Crescent Beach and Palm Coast.

FL Dept of Environmental

Protection, Coastal & Aquatic

Managed Areas 850–245–2094

-----------------

On-Site Info: 904–823–4500

Guana River Marsh

Aquatic Preserve

Located in northeast St. John’s

county 7 miles south of 

Jacksonville Beach and 7 miles 

north of St. Augustine. East 

boundary extends offshore three 

miles; covers ~ 40,000 acres, 

including 25,000 acres of open 

ocean. SR A1A bisects preserve 

from north to south.

FL Dept of Environmental

Protection, Coastal & Aquatic

Managed Areas 850–245–2094

-----------------

On-Site Info: 904–823–4500

Mosquito Lagoon

Aquatic Preserve

Stretches from south limits of

New Smyrna Beach to south

extent of city of Edgewater

(~28 miles) and bounded on east 

by a barrier island. Water surface 

area ~3,500 acres.

FL Dept of Environmental

Protection, Coastal & Aquatic

Managed Areas 850–245–2094

-----------------

On-Site Info: 321–634–6148

Avalon State Park Mangrove communities bounded 

on east by the Atlantic and on west 

by Indian River.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 772–468–3985

Indian River–Malabar to 

Vero Beach Aquatic

Preserve

Bordered on west by mainland 

and barrier island along east.

Intracoastal Waterway extends 

entire length of site. Includes state 

lands located west of MHW.

FL Dept of Environmental

Protection, Coastal & Aquatic

Managed Areas 850–245–2094

-----------------

On-Site Info: 321–634–6148

Indian River–Vero 

Beach to Ft. Pierce

Aquatic Preserve

12 miles long, extending from south 

Vero Beach to north A1A bridge at 

Fort Pierce (St. Lucie County).

FL Dept of Environmental

Protection, Coastal & Aquatic

Managed Areas 850–245–2094

-----------------

On-Site Info: 772–429–2995

Indian River–Jensen 

Beach to Jupiter Inlet 

Aquatic Preserve

37 miles long, extending from south 

Fort Pierce (St. Lucie County), 

south to Jupiter Inlet (West Palm 

Beach County), including Peck 

Lake and Hobe Sound areas. 

Lagoon habitat between US 1 and 

a barrier island.

FL Dept of Environmental

Protection, Coastal & Aquatic

Managed Areas 850–245–2094

-----------------

On-Site Info: 772–429–2995

John D. MacArthur

Beach State Park

Located on Singer Island, between 

Lake Worth and Atlantic, and east 

and north of North Palm Beach.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 561–624–6950

Oleta River State Park Located along the Oleta River and 

the north most portion of Biscayne 

Bay, east boundary is Biscayne 

Bay, north boundary is Interama

(Sunny Isles Blvd.) SR 825.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–919–1846

 Restricted – Activities that are fully or partially allowed and may have specifi c regulations or restrictions

 Prohibited – Activities that are not allowed unless authorized by permit

 Applicable to this MPA

X Data not available

X X

X

X

X
486 ■ Appendix C ■ Volume 4

MPA Site Name MPA Description MPA Restrictions of 

Interest to Mariners MPA Management Approach Managing Agency and Contact Information

Navigation Fishing

Conservation/

Management 

Focus

Level of Protection

Vessel Traffi cAnchoringCommercial FishingRecreational FishingNatural HeritageCultural HeritageSustainable ProductionUniform Multiple UseZoned Multiple UseZoned (No Take Areas)No TakeNo ImpactNo Access

John U. Lloyd Beach 

State Park

Located on peninsula that 

separates Port Everglades and 

Intracoastal Waterway from 

Atlantic, 5 miles south of Fort 

Lauderdale. Bounded on east by 

Atlantic, on west by Intracoastal 

Waterway and on north by a US 

Navy facility, a US Coast Guard 

station and a NOVA University 

research facility.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 954–923–2833

Biscayne Bay Aquatic

Preserve

Consists of two separate areas,

one occupying the north part of Bay

(just south of Cape Florida on the 

east and just south of Chicken Key 

on the west), and other occupying 

south portion (Card Sound). Two 

areas separated by Biscayne

National Park, which occupies 

central portion of Bay.

FL Dept of Environmental

Protection, Coastal & Aquatic

Managed Areas 850–245–2094

-----------------

On-Site Info: 305–795–3485

Half Moon Underwater

Archaeological Preserve

Located just outside Bear Cut 

between Key Biscayne and 

Virginia Key and bounded by 

1500-foot radius around a point at 

25°43.654'N., 80°08.069'W. Wreck 

lies in 8-10 feet on a sandy shoal.

FL Dept of State, Bureau of

Archaeological Research

850–245–6444

Barnacle Historic State

Park

Located along Biscayne Bay within 

Coconut Grove in Miami-Dade 

County.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772-546-0900

-----------------

On-Site Info: 305–442–6866

Windley Key Fossil Reef

Geological State Park

Bounded on north by Florida Bay 

and on south by US 1. Located on 

Florida Bay side of Windley Key.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–664–2540

Indian Key Historic State

Park

Located in FL Keys, south of 

Islamorada and includes Indian 

Key, part of Upper Matecumbe Key, 

and associated waters.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–664–2540

San Pedro Underwater

Archaeological Preserve

State Park

Located in 18 feet of water,1.25 

miles south of Indian Key. Bounded 

by 1000-yard radius around:

24°51.3'N., 80°40.6'W.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–664–2540

Long Key State

Recreation Area

Located 12 miles southwest of

Islamorada. Occupies over half of 

island of Long Key and adjacent 

waters.

FL Dept of Environmental

Protection, Park Service

850–245–2157

SE Region 772–546–0900

-----------------

On-Site Info: 305–664–4815

 Restricted – Activities that are fully or partially allowed and may have specifi c regulations or restrictions

 Prohibited – Activities that are not allowed unless authorized by permit

 Applicable to this MPA

 Data not available

This information is summarized from offi cial sources, including the National Inventory of Marine Protected Areas, and appropriate State/Federal laws and regulations. For complete, detailed, current, 

and offi cial information on these sites, please consult the relevant authorities, including Federal and State laws and regulations (such as the Code of Federal Regulations), and other appropriate 

authorities.

X

XX
INDEX

A

Abbreviations for Broadcast · · · · · 22

Academy Creek 11506 · · · · · · · 312

Acme · · · · · · · · · · · · · · · · 262

Adams Creek 11522· · · · · · · · · 288

Adams Creek 11552· · · · · · · · · 242

Adams Creek Canal 11541 · · · · · 399

Adams Key 11463 · · · · · · · · · · 380

Agriculture, Department of· · · 35, 445

Aids to navigation · · · · · · · · 9, 197

Air Almanac· · · · · · · · · · · · · 441

Aircraft procedures for directing

surface craft · · · · · · · · · · 16

Albemarle and Chesapeake Canal

12206 · · · · · · · · · · · · · 395

Albemarle Sound 12204, 12205 · · 231

Albemarle Sound Herring

Management Area, MPA· · · · 231

Albergottie Creek 11518 · · · · · · 405

Alligator Bay 11541· · · · · · · · · 401

Alligator Creek 11488 · · · · · · · 323

Alligator Reef Light 11449 · · · · · 382

Alligator River 11553 · · · · · · · · 398

Alligator River 12205 · · · · · · · · 234

Alligator River-Pungo River Canal

11553 · · · · · · · · · · · · · 398

Allison Island 11467 · · · · · · · · 430

Altamaha River 11507 · · · · · · · 408

Altamaha River 11508 · · · · · · · 311

Altamaha Sound 11507 · · · · · · · 408

Altamaha Sound 11508 · · · · · · · 311

Alva 11428 · · · · · · · · · · · · · 423

Amelia City 11489 · · · · · · · · · 409

Amelia Island 11488 · · · · · · · · 323

Amelia Island Light 11503 · · · · · 319

Amelia River 11489 · · · · · · · · · 409

Amelia River 11503 · · · · · · · · · 319

Amendments (NMR's) · · · · · · · · · 1

American Practical Navigator

(Bowditch) · · · · · · · · · · 441

American Shoal Light 11445 · · · · 384

AMVER · · · · · · · · · · · · · · · · 40

AMVER Reporting Required · · · · · 40

Anastasia Island 11485 · · · · · · · 410

Anastasia Island 11488 · · · · · · · 349

Anchorage Regulations · · · · · · · 82

Anchorages · · · · · · · · · · · · · 199

Andrews Island 11506 · · · · · · · 312

Angelfish Creek 11463 · · · · 380, 434

Angelfish Key 11463 · · · · · · · · 434

Animal and Plant Health Inspection

Service · · · · · · · · · · · · · 35

Animal and Plant Health Inspection

Service (APHIS) · · · · · · · · 445

Animal Import Centers · · · · · · · 446

Antilles Current· · · · · · · · · · · 208

Archers Creek 11516 · · · · · · · · 294

Area to Be Avoided Off the Coast of

Florida· · · · · · · · · · · · · 200

Areas To Be Avoided (ATBAs) · · · · 378

Army Corps of Engineers

(USACE) · · · · · · · · · · · · 38

Articulated daybeacons · · · · · · · 11

Articulated lights· · · · · · · · · · · 11

Ashepoo River 11517 · · · · · · · · 289

Ashepoo River 11518 · · · · · · · · 405

Ashepoo-Combahee-Edisto (ACE)

Basin National Estuarine

Research Reserve, MPA · · · · 289

Ashley Creek 11511· · · · · · · · · 308

Ashley River 11524 · · · · · · · · · 282

Astor 11495 · · · · · · · · · · · · · 342

Astronomical Almanac · · · · · · · 441

Atlantic 11550 · · · · · · · · · · · 245

Atlantic Beach 11541 · · · · · · · · 400

Atlantic Heights 11467 · · · · · · · 430

Atwood Creek 11510 · · · · · · · · 311

Audubon 11484 · · · · · · · · · · · 415

Augusta 11515 · · · · · · · · · · · 301

Aurora 11554 · · · · · · · · · · · · 239

Austin Creek 11555· · · · · · · · · 228

Automated Mutual-assistance Vessel

Rescue System (AMVER) · · · · 40

Avalon Beach 12204 · · · · · · · · 231

Avoca 12205· · · · · · · · · · · · · 233

Avon 11555 · · · · · · · · · · · · · 236

B

Back Bay 12207 · · · · · · · · · · · 230

Back Creek 11554· · · · · · · · · · 240

Back River 11506 · · · · · · · · · · 316

Back River 11507 · · · · · · · · · · 408

Back River 11510 · · · · · · · · · · 311

Back Sound 11545 · · · · · · · · · 246

Bacom Point 11428· · · · · · · · · 421

Bahia Honda Channel

(Bahia Honda) 11445 · · · · · 383

Bahia Honda Channel

(Bahia Honda) 11449 · · · · · 436

Bahia Honda Key 11445 · · · · · · 384

Baker Cut 11464 · · · · · · · · · · 434

Bakers Haulover Inlet

11467· · · · · · · · · · · 369, 430

Bal Harbour 11467 · · · · · · · · · 430

Bald Head Shoal 11537 · · · · · · · 258

Banana River 11472, 11481,

11484, 11476 · · · · · · · · · 415

Bank Blink· · · · · · · · · · · 199, 378

Banks Channel 11541 · · · · · · · 256

Barden Inlet 11545 · · · · · · · · · 230

Barden Inlet Crab Spawning

Sanctuary, MPA · · · · · · · · 230

Barnes Sound 11463 · · · · · · · · 434

Batchelor Bay 12205 · · · · · · · · 233

Bath Creek 11554· · · · · · · · · · 240

Battery Creek 11516 · · · · · · · · 293

Bay Front Park 11465 · · · · · · · 380

Bay Front Park 11467 · · · · · · · 375

Bay Harbor Islands 11467 · · · · · 430

Bay Point 11516 · · · · · · · · · · 291

Bay Point 11517 · · · · · · · · · · 289

Bay River 11548, 11552· · · · · · · 241

Bay River 11553 · · · · · · · · · · 399

Bayboro 11552 · · · · · · · · · · · 242

Bayview 11554 · · · · · · · · · · · 240

Beach Creek 11503 · · · · · · · · · 322

Beach Hammock 11512 · · · · · · 306

Bear Creek 11495 · · · · · · · · · · 342

Bear Cut 11467 · · · · · · · · · · · 432

Bear Inlet 11543 · · · · · · · · · · 254

Bear River 11507 · · · · · · · · · · 407

Bear River 11511 · · · · · · · · · · 308

Beard Creek 11552 · · · · · · · · · 243

Bearings · · · · · · · · · · · · · · · · 1

Beasley Bay 12204, 12205 · · · · · 231

Beaufort 11516 · · · · · · · · · · · 294

Beaufort 11518 · · · · · · · · · · · 406

Beaufort 11547 · · · · · · · · · · · 253

Beaufort Channel 11547 · · · · · · 253

Beaufort Inlet 11547 · · · · · · · · 250

Beaufort River 11516 · · · · · · · · 293

Beaufort River 11518 · · · · · · · · 406

Belfast 11511 · · · · · · · · · · · · 309

Belfast River 11511 · · · · · · · · · 309

Belhaven 11548 · · · · · · · · · · · 239

Belhaven 11553 · · · · · · · · · · · 399

Bellamys Landing· · · · · · · · · · 270

Belle Glade 11428· · · · · · · · · · 422

Belle Isle Garden 11532 · · · · · · 270

Bells River 11503, 11502 · · · · · · 322

Bends · · · · · · · · · · · · · · · · 206

Bennetts Creek 12205 · · · · · · · 232

Beresford 11498 · · · · · · · · · · 343

Beresford Creek 11524 · · · · · · · 284

Bethel Bank 11449 · · · · · · · · · 436

■ Index ■ 487

The numbers of the largest scale charts

on which the names appear follow the indexed items. Some geographic names are

indexed more than once when more than

one place has the same geographic name.

Charts published by the National Geospatial-Intelligence Agency are indicated by

an asterisk.
Bethel Creek 11472· · · · · · · · · 417

Bethel Shoal 11476 · · · · · · · · · 355

Big Bay Creek 11517 · · · · · · · · 289

Big Foot Slough Channel

11550 · · · · · · · · · · · · · 229

Big Pine Key 11445 · · · · · · · · · 384

Big Porpoise Bay 11548 · · · · · · 241

Big Spanish Channel 11448,

11442 · · · · · · · · · · · · · 436

Bird Island 11535 · · · · · · · · · · 266

Bird Key 11522 · · · · · · · · · · · 288

Biscayne Bay 11467· · · · · · · · · 430

Biscayne Channel 11465 · · · · · · 380

Biscayne Creek 11467 · · · · · · · 430

Biscayne National Park 11451 · · · 433

Biscayne National Park, MPA

11451 · · · · · · · · · · · · · 381

Biscayne Point 11467· · · · · · · · 431

Black Creek 11492 · · · · · · · · · 339

Black River · · · · · · · · · · 262, 271

Black Rock 11503· · · · · · · · · · 322

Blackbank River 11506 · · · · · · · 312

Blackbeard Creek 11510 · · · · · · 310

Blackbeard Island 11510 · · · · · · 310

Blackbeard Island National Wildlife

Refuge 11507 · · · · · · · · · 310

Blackwater River · · · · · · · · · · 233

Blackwater Sound 11463, 11464 · · 434

Blount Island 11491 · · · · · · · · 336

Blount Island Channel 11491 · · · 336

Blounts Bay 11554 · · · · · · · · · 240

Blounts Creek 11554 · · · · · · · · 240

Blowout, The 11548 · · · · · · · · 238

Blue Springs Run 11498 · · · · · · 343

Bluff Point 11548 · · · · · · · · · · 237

Bluff Shoal 11548 · · · · · · · 235, 237

Bluffton 11516 · · · · · · · · · · · 295

Boca Chica Channel 11446 · · · · · 385

Boca Chica Key 11446, 11441 · · · 385

Boca Chita Key 11465 · · · · · · · 433

Boca Raton 11466 · · · · · · · · · 363

Boca Raton 11467 · · · · · · · · · 426

Boca Raton Inlet 11467 · · · · 363, 426

Bodie Island Light 12204 · · · · · · 225

Bogue Banks 11543· · · · · · · · · 254

Bogue Inlet 11541 · · · · · · · · · 400

Bogue Inlet 11543 · · · · · · · · · 254

Bogue Sound 11541 · · · · · · · · 400

Bogue Sound 11543 · · · · · · · · 254

Bohicket Creek 11522 · · · · · · · 288

Bond Creek 11554 · · · · · · · · · 239

Boot Key 11449 · · · · · · · · · · · 382

Boot Key Harbor 11449 · · · · · · 383

Bow Channel 11445 · · · · · · · · 384

Bowditch · · · · · · · · · · · · · · 441

Bowen Point 11534 · · · · · · · · · 402

Bowlegs Cut 11449 · · · · · · · · · 435

Bowles Bank Anchorage 11465· · · 380

Boynton Beach 11467 · · · · · · · 426

Boynton Inlet 11467· · · · · · 362, 426

Bradley Creek 11541 · · · · · · · · 401

Bradley Point 11511 · · · · · · · · 307

Brant Island Shoal 11548· · · · · · 241

Breach Inlet 11518 · · · · · · · · · 404

Breach Inlet 11521 · · · · · · · · · 273

Brice Creek 11552 · · · · · · · · · 244

Brickhill River 11504 · · · · · · · · 318

Brickyard Creek 11518 · · · · · · · 405

Brickyard Creek 11519 · · · · · · · 294

Bridge and cable clearances· · · · · · 7

Bridge lights and clearance

gages · · · · · · · · · · · · · · 11

Bridge of Lions 11485 · · · · · · · 410

Bridges · · · · · · · · · · · · · · · · 1

Bridgeton 11552 · · · · · · · · · · 244

Brighton Beach 11516 · · · · · · · 295

Broad Creek 11548 · · · · · · · · · 242

Broad Creek 11516 · · · · · · · · · 295

Broad Creek 11553 · · · · · · · · · 399

Broad Creek 11554 · · · · · · · · · 240

Broad River 11516 · · · · · · · · · 294

Broadcast Abbreviations · · · · · · · 22

Broomfield Creek 11519 · · · · · · 294

Broro River 11510 · · · · · · · · · 310

Broward River 11491 · · · · · · · · 336

Brown Creek 11548· · · · · · · · · 242

Browns Inlet 11543· · · · · · · · · 254

Brunswick 11489 · · · · · · · · · · 408

Brunswick 11506 · · · · · · · · · · 312

Brunswick Harbor 11506· · · · · · 312

Brunswick Harbor Navigational

Guidelines · · · · · · · · · · · 313

Brunswick Point 11506· · · · · · · 312

Brunswick River 11489 · · · · · · · 408

Brunswick River 11506 · · · · · · · 312

Buck Point 11476· · · · · · · · · · 415

Buck Point 11516· · · · · · · · · · 295

Buckingham Landing 11516 · · · · 295

Bucksport 11534 · · · · · · · · · · 404

Buffalo Bluff 11495 · · · · · · · · · 341

Bull Bay 12205 · · · · · · · · · · · 234

Bull Breakers 11531 · · · · · · · · 272

Bull Creek 11516 · · · · · · · · · · 295

Bull Creek 11531 · · · · · · · · · · 272

Bull Island 11531 · · · · · · · · · · 272

Bull Narrows 11531· · · · · · · · · 272

Bull River 11512 · · · · · · · · · · 307

Bull River 11519 · · · · · · · · · · 290

Bull, The 11484· · · · · · · · · · · 351

Bulls Bay 11518· · · · · · · · · · · 404

Bulls Bay 11531· · · · · · · · · · · 272

Bunton Creek (Bull Creek)

12205 · · · · · · · · · · · · · 234

Buoys· · · · · · · · · · · · · · · · · 11

Burdette· · · · · · · · · · · · · · · 233

Burnside River 11512· · · · · · · · 307

Burnt Fort 11504 · · · · · · · · · · 318

Buttermilk Sound 11507 · · · · · · 408

Buttermilk Sound 11508 · · · · · · 312

Buttonwood (Flamingo) Canal

11433 · · · · · · · · · · · · · 382

Buttonwood Sound 11464 · · · · · 434

Buxton 11555 · · · · · · · · · · · · 236

Buzzard Roost Creek 11510 · · · · 311

C

Cable clearances· · · · · · · · · · · · 7

Cable ferries · · · · · · · · · · · · · · 1

Cabretta Inlet 11510 · · · · · · · · 310

Caesar Creek 11462· · · · · · · · · 380

Caesar Creek 11463· · · · · · · · · 433

Caesar Creek Bank 11462 · · · · · 380

Caesar Creek Bank Anchorage

11462 · · · · · · · · · · · · · 380

Cainhoy 11524 · · · · · · · · · · · 284

Calabash 11534 · · · · · · · · · · · 403

Calabash River 11534· · · · · · · · 403

Calda Channel 11441 · · · · · · · · 387

Calibogue Sound 11507 · · · · · · 406

Calibogue Sound 11512 · · · · · · 295

Calico Creek 11545, 11541 · · · · · 399

Caloosahatchee Canal 11428 · · · · 422

Caloosahatchee River 11428 · · · · 423

Canal Point 11428 · · · · · · · · · 422

Canal, Alligator River-Pungo River

11553 · · · · · · · · · · · · · 398

Canal, Caloosahatchee 11428· · · · 422

Canal, Canaveral Barge 11485,

11484 · · · · · · · · · · · · · 414

Canal, Dania Cut-Off 11467 · · · · 429

Canal, Estherville-Minim Creek

11534 · · · · · · · · · · · · · 404

Canal, Fairfield 11553 · · · · · · · 398

Canal, Great Dismal Swamp

12206 · · · · · · · · · · · · · 396

Canal, Haulover 11485 · · · · · · · 413

Canal, Hillsboro Drainage 11428· · 422

Canal, Hillsboro Drainage 11467· · 426

Canal, Miami 11467 · · · · · · · · 374

Canal, Miami Drainage 11428 · · · 422

Canal, North New River Drainage

11428 · · · · · · · · · · · · · 422

Canal, South New River 11467 · · · 428

Canal, St. Lucie 11428 · · · · · · · 420

Canaveral Barge Canal 11485,

11484 · · · · · · · · · · · · · 414

Canaveral Bight 11484, 11481 · · · 352

Canaveral National Seashore,

MPA · · · · · · · · · · · · · · 352

Canaveral Peninsula 11476, 11484,

11481 · · · · · · · · · · · · · 351

Cape Canaveral 11478 · · · · · · · 352

488 ■ Index ■ Volume 4
Cape Canaveral 11484, 11481,

11478 · · · · · · · · · · · · · 351

Cape Canaveral Air Force Station

11484 · · · · · · · · · · · · · 351

Cape Channel (Buxton Harbor

Channel) 11555 · · · · · · · · 236

Cape Fear 11536 · · · · · · · · · · 256

Cape Fear River 11537 · · · · · · · 257

Cape Florida 11465 · · · · · · · · · 379

Cape Florida Anchorage 11465 · · · 380

Cape Hatteras 11555 · · · · · · · · 226

Cape Hatteras National Seashore,

MPA · · · · · · · · · · · · · · 235

Cape Island 11531 · · · · · · · · · 272

Cape Lookout 11544 · · · · · · · · 229

Cape Lookout National Seashore,

MPA · · · · · · · · · · · · · · 229

Cape Lookout Shoals 11544 · · · · 229

Cape Romain 11531 · · · · · · · · 271

Cape Romain Harbor 11531 · · · · 272

Cape Romain National Wildlife

Refuge 11518 · · · · · · · · · 404

Cape Romain National Wildlife

Refuge, MPA· · · · · · · · · · 271

Cape Romain Shoal 11531 · · · · · 272

Capers Creek 11518· · · · · · · · · 404

Capers Creek 11521· · · · · · · · · 272

Capers Inlet 11521 · · · · · · · · · 272

Capers Island 11521 · · · · · · · · 272

Capron Shoal 11474 · · · · · · · · 357

Card Bank 11463 · · · · · · · · · · 434

Card Point Cut 11463· · · · · · · · 434

Card Sound 11463 · · · · · · · · · 434

Cargo Care · · · · · · · · · · · · · 220

Carnigan River 11510 · · · · · · · 311

Carolina Beach 11539 · · · · · · · 256

Carolina Beach Inlet 11539· · · · · 256

Carysfort Reef Light 11462 · · · · · 381

Cashie River 12205 · · · · · · · · · 234

Casino Creek 11531· · · · · · · · · 272

Casino Creek 11534· · · · · · · · · 404

Castillo de San Marcos 11488 · · · 349

Castle Hayne · · · · · · · · · · · · 262

Catfish Point 11545· · · · · · · · · 230

Catherine Creek 12205 · · · · · · · 233

Cedar Creek 11506 · · · · · · · · · 317

Cedar Island Bay 11550· · · · · · · 245

Cedar River 11492 · · · · · · · · · 338

Chaney Creek 11542 · · · · · · · · 255

Channel Five 11449 · · · · · · 382, 436

Channel Key Banks 11449 · · · · · 436

Channel Key Pass 11449 · · · · · · 436

Channel Two 11449· · · · · · · · · 436

Charleston 11518 · · · · · · · · · · 404

Charleston 11524 · · · · · · · · · · 273

Charleston Bump Closed

Area-Highly Migratory Species,

MPA · · · · · · · · · · · · · · 278

Charleston Harbor 11518· · · · · · 404

Charleston Harbor 11523, 11524· · 273

Charleston Harbor Wildlife

Sanctuary, MPA · · · · · · · · 273

Charleston Light 11524 · · · · · · 273

Chart Datum · · · · · · · · · · · · · 3

Chart Numbering System · · · · · · · 7

Chart Projections · · · · · · · · · · · 3

Chart symbols and abbreviations · · · 3

Charts and Publications-National

Ocean Service · · · · · · · · · 439

Charts and Publications-Other U.S.

Government Agencies· · · · · 440

Chechessee River 11516 · · · · · · 295

Cherry· · · · · · · · · · · · · · · · 234

Cherry Ridge Landing 12205 · · · · 235

Chester 11503 · · · · · · · · · · · 322

Chester Shoal 11484 · · · · · · · · 351

Chicamacomico Channel 12204 · · 236

Chimney Creek 11512, 11505 · · · 306

Chisolm 11519 · · · · · · · · · · · 290

Chocowinty Bay 11554 · · · · · · · 240

Chowan River 12205 · · · · · · · · 232

Christmas Creek 11502· · · · · · · 318

Christopher Creek 11488· · · · · · 323

Citizenship and Immigration

Services · · · · · · · · · · · · · 39

Citrus Center 11428 · · · · · · · · 422

City of Miami Miamarina 11467 · · 375

City Point 11485 · · · · · · · · · · 414

Clark Creek 11531 · · · · · · · · · 272

Claughton Island 11467 · · · · · · 432

Clean Water Act (CWA) · · · · · · · 26

Clewiston 11428 · · · · · · · · · · 421

Cloudiness · · · · · · · · · · · · · 218

Clubbs Creek 11506 · · · · · · · · 317

Clubfoot Creek 11552 · · · · · · · 242

Coast Guard · · · · · · · · · · · · · 39

Coast Guard District Offices · · · · 443

Coast Guard droppable, floatable

pumps · · · · · · · · · · · · · 19

Coast Guard Marine Safety

Offices · · · · · · · · · · · · · 443

Coast Guard Radio Broadcasts · · · 444

Coast Guard radio stations· · · · · · 20

Coast Guard Stations · · · · · · · · 443

Coast Guard vessels, warning

signals · · · · · · · · · · · · · 30

Coast Pilot · · · · · · · · · · · · · · 1,

439

Cockspur Island 11512 · · · · · · · 306

Cocoa 11485 · · · · · · · · · · · · 414

Cocoa Beach 11476, 11481 · · · · · 355

Coconut Grove 11467 · · · · · · · 432

Code of Signals, International · · · 441

Coffin Creek 11517 · · · · · · · · · 290

Coinjock 12206 · · · · · · · · · · · 396

Coinjock Bay 12206· · · · · · · · · 396

Cold Fronts · · · · · · · · · · · · · 210

Colerain 12205 · · · · · · · · · · · 233

Colerain Landing 12205 · · · · · · 233

Colleton River 11516 · · · · · · · · 295

Collins Canal 11467 · · · · · · · · 431

Colonels Island 11511 · · · · · · · 309

COLREGS Demarcation

Lines· · · · · · · · · · · · 79, 197

Columbia 12205 · · · · · · · · · · 234

Combahee River 11519 · · · · · · · 290

Commerce, Department of · · · · · 35

Commodore Island 11510 · · · · · 310

Community Harbor 11464 · · · · · 434

Compass roses on charts · · · · · · · 8

Conch Bar 11472 · · · · · · · · · · 424

Conch Keys 11449 · · · · · · · · · 436

Congaree River 11531 · · · · · · · 271

Continment Bluff 11510 · · · · · · 310

Control of shipping in time of

emergency or war · · · · · · · 30

Convoy Point 11463 · · · · · · · · 433

Conway · · · · · · · · · · · · · · · 270

Cooper River 11507· · · · · · · · · 406

Cooper River 11512· · · · · · · · · 295

Cooper River 11524· · · · · · · · · 283

Coosaw River 11517 · · · · · · · · 289

Coosaw River 11518 · · · · · · · · 405

Coosawhatchie River 11519 · · · · 294

Copps Landing 11516· · · · · · · · 295

Coquina · · · · · · · · · · · · · · · 197

Coral Gables 11467 · · · · · · · · · 433

Coral Gables Waterway 11467 · · · 433

Core Creek 11541· · · · · · · · · · 399

Core Sound 11550, 11545 · · · · · 245

Corolla 12204 · · · · · · · · · · · · 225

Corps of Engineers, U.S. Army · · · 442

COSPAS-SARSAT system · · · · · · 20

Courses · · · · · · · · · · · · · · · · 1

Cow Channel 11541 · · · · · · · · 400

Cow Key Channel 11446 · · · · · · 386

Cowen (Chowan) Creek 11516 · · · 293

Cowpens Anchorage 11464 · · · · · 435

Cowpens Cut 11464 · · · · · · · · 435

Crandon Park Marina Channel

11467 · · · · · · · · · · · · · 432

Crane Creek 11472 · · · · · · · · · 416

Crawl Key 11449 · · · · · · · · · · 382

Creighton Narrows 11507 · · · · · 408

Creighton Narrows 11510 · · · · · 309

Crescent Beach 11485 · · · · · · · 411

Crescent Beach 11486 · · · · · · · 350

Crescent City 11487 · · · · · · · · 341

Crescent Lake 11487 · · · · · · · · 341

Creswell 12205 · · · · · · · · · · · 234

Croatan Sound 12204 · · · · · · · 235

Crooked River 11504 · · · · · · · · 318

Crooms Bridge · · · · · · · · · · · 262

Cross Bank 11464· · · · · · · · · · 435

■ Index ■ 489
Cross Florida Greenway 11495,

11408 · · · · · · · · · · · · · 341

Cross Key 11463, 11464 · · · · · · 434

Cross Tide Creek 11510· · · · · · · 309

Crosscurrents· · · · · · · · · · · · 206

Crow Point 12205· · · · · · · · · · 232

Crows Bluff 11498 · · · · · · · · · 343

Cruising schedules· · · · · · · · · · 15

Cudjoe Channel 11448 · · · · · · · 384

Cudjoe Key 11445 · · · · · · · · · 384

Cumberland Dividings 11504 · · · 318

Cumberland Island 11489 · · · · · 409

Cumberland Island 11502 · · · · · 318

Cumberland Island National

Seashore, MPA · · · · · · · · 318

Cumberland River 11489 · · · · · · 409

Cumberland River 11504 · · · · · · 318

Cumberland Sound 11503 · · · · · 319

Currents · · · · · · · · · · · · · 1, 207

Currituck 12206 · · · · · · · · · · 396

Currituck Beach Light

12204· · · · · · · · · · · 225, 231

Currituck Sound 12206 · · · · · · 396

Currituck Sound 12207, 12204· · · 230

Curves· · · · · · · · · · · · · · · · 206

Customs and Border Protection · · · 41

Customs Ports of Entry and

Stations · · · · · · · · · · · · 445

Cutler Channel 11415 · · · · · · · 433

Cutter Bank 11463 · · · · · · · · · 434

D

Dallas Bluff · · · · · · · · · · · · · 310

Dam, Eureka 11495· · · · · · · · · 341

Dam, Moss Bluff 11495 · · · · · · · 342

Dam, New Savannah Bluff 11515· · 301

Dam, Rodman 11495 · · · · · · · · 341

Damage to Aids to Navigation · · · · 79

Dan River · · · · · · · · · · · · · · 233

Danger signal · · · · · · · · · · · · 30

Dangers · · · · · · · · · · · · · · · 199

Dania 11467 · · · · · · · · · · · · 429

Dania Beach 11467 · · · · · · · · · 429

Dania Cut-Off Canal 11467 · · · · · 429

Darien 11510 · · · · · · · · · · · · 311

Darien River 11507 · · · · · · · · · 408

Darien River 11510 · · · · · · · · · 311

Datum, Horizontal · · · · · · · · · · 3

Daufuskie Island 11512· · · · · · · 295

Davis 11545 · · · · · · · · · · · · · 246

Dawho River 11517 · · · · · · · · · 289

Dawho River 11518 · · · · · · · · · 405

Dawho River 11522 · · · · · · · · · 288

Dawson Creek 11552 · · · · · · · · 243

Daylight saving time · · · · · · · · 221

Daytona Beach 11485· · · · · · · · 411

Daytona Beach 11486· · · · · · · · 350

De Leon Springs 11498· · · · · · · 343

Dead Lake 11487 · · · · · · · · · · 341

Deep Bay 11548· · · · · · · · · · · 238

Deep Creek 12205 · · · · · · · · · 234

Deep Creek 12206 · · · · · · · · · 396

Deerfield Beach 11467 · · · · · · · 426

Defense, Department of · · · · · · · 38

Delegal Creek 11507 · · · · · · · · 407

Delespine 11485 · · · · · · · · · · 414

Delray Beach 11467· · · · · · · · · 426

Denaud 11428 · · · · · · · · · · · 423

Department of Agriculture· · · · · · 35

Department of Agriculture, Animal

and Plant Health Inspection

Service (APHIS) Offices · · · · 445

Department of Commerce · · · · · · 35

Department of Defense · · · · · · · 38

Department of Health and Human

Services · · · · · · · · · · · · · 38

Department of Homeland

Security· · · · · · · · · · · · · 39

Depths · · · · · · · · · · · · · · 1, 198

Designated Critical Habitat· · · · · 194

Dew Point· · · · · · · · · · · · · · 220

Dewees Creek 11518 · · · · · · · · 404

Dewees Creek 11521 · · · · · · · · 272

Dewees Inlet 11521 · · · · · · · · · 272

Dewees Island 11518 · · · · · · · · 404

Dewees Island 11521 · · · · · · · · 272

Dewey Point 11552 · · · · · · · · · 242

Dexter Point 11498 · · · · · · · · · 343

Diamond Shoals 11555 · · · · · · · 227

Dinner Key 11467 · · · · · · · · · 432

Dinner Key Channel 11467· · · · · 432

Dismals · · · · · · · · · · · · · · · 197

Disposal areas · · · · · · · · · · · · · 7

Disposal Sites · · · · · · · · · · 8, 197

Distances · · · · · · · · · · · · · · · 2

Distress: Communication

Procedures · · · · · · · · · · · 13

Ditch Creek 11548 · · · · · · · · · 241

Doboy Island 11510· · · · · · · · · 311

Doboy Sound 11507 · · · · · · · · 408

Doboy Sound 11510 · · · · · · · · 310

Doctors Inlet 11492· · · · · · · · · 338

Doctors Lake 11492· · · · · · · · · 338

Documentation · · · · · · · · · · · 40

Dover Creek 11489 · · · · · · · · · 408

Dover Cut 11489 · · · · · · · · · · 408

Drawbridge Operation

Regulations · · · · · · · · · · · 88

Drayton Island 11495· · · · · · · · 342

Drum Creek 11548 · · · · · · · · · 241

Drum Island 11524 · · · · · · · · · 283

Drummond Point 11491 · · · · · · 337

Drummond Point 12205 · · · · · · 232

Dry Tortugas 11438· · · · · · · · · 201

Duck 12205 · · · · · · · · · · · · · 225

Duck Key 11449 · · · · · · · · · · 382

Dumfoundling Bay 11467 · · · · · 430

Dumping Grounds · · · · · · · · 8, 197

Dumping of dredged material · · · · 41

Dungeness 11489 · · · · · · · · · · 409

Dunns Creek 11487· · · · · · · · · 340

Duplin River 11510 · · · · · · · · · 310

Dupree Creek 11506 · · · · · · · · 316

Durham Creek 11554· · · · · · · · 239

Dusenbury Creek 11464 · · · · · · 434

E

East Bank 11532 · · · · · · · · · · 268

East Bluff Bay 11548 · · · · · · · · 237

East Branch 11527 · · · · · · · · · 283

East Lake 11553 · · · · · · · · · · 398

East Lake 12204, 12205 · · · · · · 235

East River 11506 · · · · · · · · · · 312

East Sister Rock 11449 · · · · · · · 383

East Tocoi 11492 · · · · · · · · · · 340

East Turtle Shoal 11449 · · · · · · 382

Eau Gallie River 11472 · · · · · · · 416

Echo soundings · · · · · · · · · · · · 8

Edding Creek 11517 · · · · · · · · 290

Edenton 12205 · · · · · · · · · · · 232

Edenton Bay 12205 · · · · · · · · · 232

Edgewater 11487 · · · · · · · · · · 340

Edisto Beach 11517· · · · · · · · · 289

Edisto Beach State Park 11517 · · · 289

Edisto Island 11517· · · · · · · · · 289

Edisto River 11517 · · · · · · · · · 289

Egg Island 11507 · · · · · · · · · · 408

El Radabob Key 11462, 11464 · · · 381

Elba Island 11512· · · · · · · · · · 296

Elba Island Cut 11507 · · · · · · · 406

Elbow, The 11462· · · · · · · · · · 381

Eldora 11484 · · · · · · · · · · · · 351

Electronic Navigational Chart · · · · 9

Electronic Positioning Aids · · · · · 13

Elizabeth City 12206 · · · · · · · · 397

Elliott Cut 11518 · · · · · · · · · · 405

Elliott Cut 11522 · · · · · · · · · · 288

Elliott Key 11463 · · · · · · · 380, 433

Elliott Key 11463, 11465 · · · · · · 433

Elliott Key 11465 · · · · · · · · · · 380

Elliott Key Harbor 11463· · · · · · 433

Elliotts Bluff 11504 · · · · · · · · · 318

Emergency Position Indicating

Radiobeacons (EPIRBs) · · · · 19

Endangered Marine and Anadromous

Species · · · · · · · · · · · · 192

Engelhard 11555 · · · · · · · · · · 236

Enterprise 11498 · · · · · · · · · · 343

Enterprise Landing 11534 · · · · · 403

Entrada Channel 11467 · · · · · · 433

490 ■ Index ■ Volume 4
Environmental Protection Agency

(EPA) · · · · · · · · · · · 41, 442

Estherville-Minim Creek Canal

11534 · · · · · · · · · · · · · 404

Eureka Lock and Dam 11495· · · · 341

Everglades National Park

11433· · · · · · · · · · · 382, 434

Everglades National Park, MPA

11433 · · · · · · · · · · · · · 379

Experiment Shoal 11510 · · · · · · 309

Extratropical Cyclones · · · · · · · 210

F

Faber Point 11475 · · · · · · · · · 355

Factory Creek 11516 · · · · · · · · 294

Fairfield Canal 11553 · · · · · · · · 398

Fairfield Harbour 11552 · · · · · · 243

False Cape 11484 · · · · · · · · · · 351

False Cape 12207 · · · · · · · · · · 225

Fancy Bluff Creek 11506 · · · · · · 317

Far Creek 11555 · · · · · · · · · · 236

Fat Deer Key 11449· · · · · · · · · 382

Fayetteville · · · · · · · · · · 257, 262

Featherbed Bank 11465 · · · · · · 433

Federal Communications

Commission · · · · · · · · · · 42

Federal Communications

Commission Offices · · · · · · 446

Federal Requirements for

Recreational Boats · · · · · · 441

Federal Water Pollution Control Act

(FWPCA) · · · · · · · · · · · · 26

Fenwick Cut 11517 · · · · · · · · · 289

Fenwick Cut 11518 · · · · · · · · · 405

Fernandina Beach 11489 · · · · · · 409

Fernandina Beach 11503 · · · · · · 319

Ferry Point 12205 · · · · · · · · · 232

Fields Cut 11507 · · · · · · · · · · 406

Fiesta Key 11449 · · · · · · · · · · 436

Fish havens · · · · · · · · · · · · 8, 38

Fishermans Channel 11451, 11467,

11468· · · · · · · · · · · 370, 432

Fishing Bank 11516 · · · · · · · · 292

Fishtrap areas · · · · · · · · · · · · · 8

Fishtraps · · · · · · · · · · · · · · · 38

Five Fathom Creek 11531 · · · · · 272

Flagler Beach 11485 · · · · · · · · 411

Flagler Beach 11486 · · · · · · · · 350

Flagler Memorial Bridge 11472 · · 425

Flamingo 11433 · · · · · · · · · · 382

Flatty Creek 12205 · · · · · · · · · 231

Fleming Key 11441 · · · · · · · · · 387

Florence Creek 11492 · · · · · · · 340

Florida Bay 11460 · · · · · · · · · 379

Florida Bay 11464 · · · · · · · · · 434

Florida Current · · · · · · · · · · · 208

Florida Keys 11460 · · · · · · 200, 377

Florida Keys National Marine

Sanctuary, MPA · · · · · · · · 377

Florida Keys Particularly Sensitive

Sea Area (PSSA) · · · · · · · · 378

Florida Passage 11507 · · · · · · · 407

Florida Passage 11511 · · · · · · · 308

Florida Reefs 11460· · · · · · · · · 378

Floyd Creek 11489 · · · · · · · · · 408

Floyd Creek 11504 · · · · · · · · · 318

Flyers · · · · · · · · · · · · · · · · 199

Fog signals · · · · · · · · · · · · · · 12

Folly Creek 11522 · · · · · · · · · 288

Folly Island 11522 · · · · · · · · · 288

Folly River 11522 · · · · · · · · · · 288

Food and Drug Administration

(FDA) · · · · · · · · · · · · · · 38

Food and Drug Administration

(FDA) Regional Offices · · · · 445

Fork Point 11554 · · · · · · · · · · 240

Fort Caswell 11537 · · · · · · · · · 257

Fort Clinch 11503 · · · · · · · · · 319

Fort Clinch State Park Aquatic

Preserve, MPA · · · · · · · · · 319

Fort Frederica 11507 · · · · · · · · 408

Fort Gates 11495 · · · · · · · · · · 342

Fort George Inlet 11488 · · · · · · 323

Fort George Island 11488 · · · · · 324

Fort George Island 11490 · · · · · 336

Fort George River 11489 · · · · · · 409

Fort Lauderdale 11467 · · · · · · · 427

Fort Macon Creek 11547 · · · · · · 250

Fort Macon State Park 11547 · · · 250

Fort Matanzas National Monument

11486 · · · · · · · · · · · · · 350

Fort McAllister 11509· · · · · · · · 308

Fort Moultrie 11524 · · · · · · · · 273

Fort Pierce 11472· · · · · · · · · · 418

Fort Pierce 11475· · · · · · · · · · 355

Fort Pierce Inlet 11475 · · · · · · · 355

Fort Pulaski 11512, 11505 · · · · · 306

Fort Pulaski National Monument

11512, 11505 · · · · · · · · · 306

Fort Raleigh National Historic Site

12205 · · · · · · · · · · · · · 226

Fort Sumter 11524 · · · · · · · · · 273

Fort Taylor 11447· · · · · · · · · · 387

Four-Way Channel 11467· · · · · · 432

Fowey Rocks Anchorage 11465· · · 380

Fowey Rocks Light 11465 · · · · · 380

Frankfort Bank 11447 · · · · · · · 387

Franklin· · · · · · · · · · · · · · · 233

Frazier Creek 11428 · · · · · · · · 359

Frederica River 11506 · · · · · · · 316

Frederica River 11507 · · · · · · · 408

Fripp Inlet 11517 · · · · · · · · · · 291

Fripp Island 11517 · · · · · · · · · 291

Frisco 11555 · · · · · · · · · · · · 236

Front River 11507 · · · · · · · · · 408

Front River 11510 · · · · · · · · · 309

Frontenac 11485 · · · · · · · · · · 414

Frying Pan Shoals 11536 · · · · · · 256

Frying Pan Shoals Slue 11536 · · · 256

Fulcher Landing 11542· · · · · · · 255

G

Gaffy Landing 12204, 12205 · · · · 231

Gale Creek 11553 · · · · · · · · · · 399

Gallants Channel 11541 · · · · · · 399

Gallants Channel 11545 · · · · · · 253

Garbacon Shoal 11541 · · · · · · · 399

Garbacon Shoal 11552 · · · · · · · 242

Garrison Bight Channel 11441 · · · 387

Gaskin Banks 11516 · · · · · · · · 292

Gaylord Bay 11554 · · · · · · · · · 239

Geiger Key 11446 · · · · · · · · · · 385

General bearings · · · · · · · · · · · 1

General Endangered and

Threatened Marine Species · · 192

Geographic range · · · · · · · · · · 10

Georgetown 11495 · · · · · · · · · 342

Georgetown 11532 · · · · · · · · · 267

Georgetown 11534 · · · · · · · · · 404

Georgetown Landing 11532 · · · · 271

Georgetown Light 11532 · · · · · · 267

Gibbs Shoal 11555 · · · · · · · · · 236

Gilbert Shoal 11474 · · · · · · · · 358

Global Positioning System (GPS) · · 13

Goodbys Creek 11492· · · · · · · · 338

Goodwin Creek 12205 · · · · · · · 232

Goose Creek 11548 · · · · · · · · · 239

Goose Creek 11552 · · · · · · · · · 243

Goose Creek 11553 · · · · · · · · · 399

Goose Creek Island 11548 · · · · · 241

Government Agencies · · · · · · · · 35

Government Cut 11468· · · · · · · 370

Government Printing Office · · · · 440

GPS Navigation System · · · · · · · 13

Graham Swamp 11486 · · · · · · · 350

Grassy Key 11449 · · · · · · · · · · 436

Grassy Point 11553 · · · · · · · · · 399

Grays Reef National Marine

Sanctuary 11509 · · · · · · · 310

Great Bridge 12206 · · · · · · · · · 395

Great Dismal Swamp Canal

12206 · · · · · · · · · · · · · 396

Great Island 11548 · · · · · · · · · 237

Great North Breakers 11516 · · · · 292

Great Pee Dee River 11532 · · · · · 271

Great Pocket 11472· · · · · · · · · 424

Great White Heron National

Wildlife Refuge, MPA 11442· · 379

Green Cove Springs 11492 · · · · · 339

Greens Creek 11552 · · · · · · · · 242

■ Index ■ 491
Grimesland · · · · · · · · · · · · · 241

Grouper Creek 11464· · · · · · · · 434

Guana River 11485 · · · · · · · · · 410

Guana Tolomato Matanzas National

Estuarine Research Reserve,

MPA · · · · · · · · · · · · · · 410

Guerin Bridge 11526 · · · · · · · · 284

Guerin Creek 11526 · · · · · · · · 284

Gulf Stream System · · · · · · · · 207

Gulf stream, location of · · · · · · 209

Gulf weed · · · · · · · · · · · · · · 208

Gull Rocks 11555 · · · · · · · · · · 237

Gull Shoal 11555 · · · · · · · · · · 237

H

Halifax Bank 11428 · · · · · · · · · 421

Halifax River 11485· · · · · · · · · 411

Hall Creek 12205 · · · · · · · · · · 232

Hallandale Boulevard 11467 · · · · 429

Hamlin Creek 11518 · · · · · · · · 404

Hampton River 11508 · · · · · · · 312

Hancock Creek 11552 · · · · · · · 243

Harbor entrances · · · · · · · · · · 198

Harbor Island 11467 · · · · · · · · 431

Harbor River 11517· · · · · · · · · 291

Harbormasters · · · · · · · · · · · 221

Harbour Town 11516 · · · · · · · · 295

Harkers Island 11545 · · · · · · · · 246

Harvey Point 12205· · · · · · · · · 232

Hatteras 11555 · · · · · · · · · · · 228

Hatteras Inlet 11555 · · · · · · · · 227

Hatteras Inlet Channel 11555 · · · 228

Hatteras Inlet Crab Spawning

Sanctuary, MPA · · · · · · · · 228

Hatteras Shoals 11555 · · · · · · · 227

Haulover Canal 11485 · · · · · · · 413

Haulover, The 11548 · · · · · 237 - 238

Haw Creek 11487 · · · · · · · · · · 341

Hawk Channel 11460 · · · · · · · · 379

Health and Human Services,

Department of · · · · · · · · · 38

Hector Wreck 11531 · · · · · · · · 268

Heights · · · · · · · · · · · · · · · · 2

Helicopter evacuation · · · · · · · · 17

Hell Gate 11507· · · · · · · · · · · 407

Henry Holland Buckman Lock

11495 · · · · · · · · · · · · · 341

Hertford 12205 · · · · · · · · · · · 232

Hetzel Shoal 11484 · · · · · · · · · 351

Hickory Point 11554 · · · · · · · · 239

Hillsboro Drainage Canal 11428 · · 422

Hillsboro Drainage Canal 11467 · · 426

Hillsboro Inlet 11467 · · · · · 363, 427

Hilton Head 11516 · · · · · · · · · 291

Hilton Head Harbor 11507 · · · · · 406

Hilton Head Island 11512 · · · · · 296

Hobart Landing 11472 · · · · · · · 417

Hobe Sound 11472 · · · · · · · · · 424

Hobe Sound National Wildlife

Refuge 11472 · · · · · · · · · 424

Hobucken 11548 · · · · · · · · · · 241

Hobucken 11553 · · · · · · · · · · 399

Hog Island 11555 · · · · · · · · · · 237

Holden Beach 11534 · · · · · · · · 402

Holidays· · · · · · · · · · · · · · · 221

Hollywood 11466 · · · · · · · · · · 369

Hollywood 11467 · · · · · · · · · · 429

Hollywood Boulevard 11467 · · · · 429

Homeland Security Advisory

System · · · · · · · · · · · · · 32

Homeland Security,

Department of · · · · · · · · · 39

Homestead Bay Front Park Marina

11463 · · · · · · · · · · · · · 433

Horizontal Datum · · · · · · · · · · · 3

Howards Channel 11541 · · · · · · 255

Hudson Creek 11510 · · · · · · · · 311

Hunting Island 11517 · · · · · · · 289

Hurricane Havens · · · · · · · · · 212

Hurricane moorings · · · · · · · · 206

Hurricane Warnings and

Forecasts · · · · · · · · · · · 212

Hydrographic survey source

diagrams · · · · · · · · · · · · · 4

Hypothermia, immersion· · · · · · 219

I

Idalia 11554· · · · · · · · · · · · · 239

Immersion Hypothermia · · · · · · 219

Immigration and Naturalization

Service Offices· · · · · · · · · 446

Indialantic 11476 · · · · · · · · · · 355

Indian Creek 11467· · · · · · · · · 430

Indian Harbor Beach 11476 · · · · 355

Indian Island 11554· · · · · · · · · 239

Indian Key Channel 11449 · · 382, 435

Indian Mound Slough 11498 · · · · 343

Indian River 11485 · · · · · · · · · 413

Indian River Aquatic Preserve,

MPA · · · · · · · · · · · · · · 200

Indian River North 11485 · · · · · 413

Indian River Shoal 11474· · · · · · 355

Indian Town 11428 · · · · · · · · · 420

Inlet Harbor 11485 · · · · · · · · · 412

Inner Diamond Shoal 11555 · · · · 227

Inside Navigation · · · · · · · · · · 206

Interference with or Damage to

Aids to Navigation · · · · · · · 79

International Code of Signals · · · 441

International distress signals · · · · 14

Intracoastal Waterway· · · · · 379, 393

Isle of Hope 11507 · · · · · · · · · 407

Isle of Palms 11518 · · · · · · · · · 404

J

Jacksonboro· · · · · · · · · · · · · 289

Jacksonville 11491 · · · · · · · · · 327

Jacksonville 11542 · · · · · · · · · 255

Jacksonville Beach 11488· · · · · · 348

Janeiro 11552 · · · · · · · · · · · · 243

Jay Bird Shoals (Middle Ground)

11537 · · · · · · · · · · · · · 258

Jekyll Creek 11489 · · · · · · · · · 408

Jekyll Creek 11504 · · · · · · · · · 318

Jekyll Creek 11506 · · · · · · · · · 317

Jekyll Island 11504 · · · · · · · · · 317

Jekyll Sound 11489 · · · · · · · · · 408

Jekyll Sound 11504 · · · · · · · · · 318

Jenkins Creek 11519 · · · · · · · · 290

Jensen Beach 11472 · · · · · · · · 418

Jeremy Creek 11518 · · · · · · · · 404

Jewfish Creek 11463, 11464 · · · · 434

John F. Kennedy Space Center

11484, 11481 · · · · · · · · · 351

John Pennekamp Coral Reef State

Park, MPA 11451 · · · · · · · 381

Johnson Creek 11507· · · · · · · · 407

Johnson Creek 11517· · · · · · · · 290

Joiner Bank 11516 · · · · · · · · · 292

Jointer Creek 11504, 11506 · · · · 318

Jolly River 11503 · · · · · · · · · · 322

Jones Bay 11548 · · · · · · · · · · 241

Jones Bay 11553 · · · · · · · · · · 399

Jones Creek 11532 · · · · · · · · · 267

Jones Point 11485 · · · · · · · · · 414

Judith Island 11548· · · · · · · · · 238

Julienton River 11510 · · · · · · · 309

Julington Creek 11492 · · · · · · · 339

Juniper Bay 11548 · · · · · · · · · 237

Jupiter 11472 · · · · · · · · · · · · 424

Jupiter Inlet 11474 · · · · · · · · · 359

Jupiter Sound 11472 · · · · · · · · 424

K

Kemp Channel 11445· · · · · · · · 384

Kendrick Creek 12205 · · · · · · · 234

Key Biscayne 11465· · · · · · · · · 379

Key Colony Beach 11449 · · · · · · 382

Key Largo 11463 · · · · · · · 380, 434

Key Largo 11464 · · · · · · · · · · 381

Key Largo Anchorage 11462 · · · · 380

Key Largo Management Area

11642, 11464 · · · · · · · · · 381

Key Largo National Marine

Sanctuary · · · · · · · · · · · 381

492 ■ Index ■ Volume 4
Key West 11441, 11447 · · · · · · · 386

Key West 11446, 11441 · · · · · · · 436

Key West Harbor 11441, 11447 · · 386

Key West National Wildlife

Refuge 11441 · · · · · · · · · 388

Kiawah Island 11522 · · · · · · · · 288

Kiawah River 11522 · · · · · · · · 288

Kilkenny Club 11511 · · · · · · · · 308

Kilkenny Creek 11511 · · · · · · · 308

Kill Devil Hills 12204 · · · · · · · · 225

Kings Bay 11465 · · · · · · · · · · 433

Kings Bay 11503 · · · · · · · · · · 322

Kingsley Creek 11489 · · · · · · · 409

Kingsley Plantation· · · · · · · · · 409

Kingston Lake · · · · · · · · · · · 271

Kissimmee River 11428 · · · · · · 421

Kitty Hawk 12204· · · · · · · · · · 231

Kitty Hawk Bay 12204 · · · · · · · 231

Knight Key 11449 · · · · · · · · · 383

Knight Key Anchorage 11449 · · · 383

Knight Key Channel 11449· · · · · 436

Knobbs Creek 12206 · · · · · · · · 397

Knotts Island 12205 · · · · · · · · 230

Kreamer Island 11428 · · · · · · · 422

Kure Beach 11537 · · · · · · · · · 257

L

LaBelle 11428· · · · · · · · · · · · 423

Labrador Current · · · · · · · · · · 208

Lake Beresford 11498· · · · · · · · 343

Lake Boca Raton 11467· · · · · · · 426

Lake Dexter 11498 · · · · · · · · · 343

Lake Drummond 12206 · · · · · · 397

Lake George 11495 · · · · · · · · · 342

Lake Griffin 11495 · · · · · · · · · 342

Lake Harbor 11428 · · · · · · · · · 422

Lake Harney 11498 · · · · · · · · · 344

Lake Hicpochee 11428 · · · · · · · 422

Lake Jessup 11498 · · · · · · · · · 344

Lake Monroe 11498· · · · · · · · · 343

Lake Moultrie · · · · · · · · · · · · 283

Lake Okeechobee 11428 · · · · · · 421

Lake Placid 11467 · · · · · · · · · 427

Lake Rudee 12205 · · · · · · · · · 224

Lake Santa Barbara 11467 · · · · · 427

Lake Surprise 11463, 11464 · · · · 434

Lake Sylvia 11467· · · · · · · · · · 429

Lake Wesley 12205 · · · · · · · · · 224

Lake Woodruff 11498 · · · · · · · · 343

Lake Worth 11467 · · · · · · · · · 425

Lake Worth 11472 · · · · · · · · · 424

Lake Worth 12204 · · · · · · · · · 236

Lake Worth Inlet 11466 · · · · · · 360

Lake Wyman 11467· · · · · · · · · 426

Lanceford Creek 11503 · · · · · · · 322

Lanier Island 11506· · · · · · · · · 316

Lantana 11467 · · · · · · · · · · · 426

Largo Sound 11464, 11462,

11463 · · · · · · · · · · · · · 381

Last End Point 11516· · · · · · · · 295

Lauderdale-by-the-Sea 11467 · · · 427

Lazaretto Creek 11512, 11505 · · · 306

Leary Canal 11548 · · · · · · · · · 241

Leechville 11548 · · · · · · · · · · 238

Lees Landing 11552 · · · · · · · · 243

Legal public holidays · · · · · · · · 221

Legare Anchorage 11465 · · · · · · 380

Lenoxville Point 11545 · · · · · · · 245

Light and fog signal characteristics· · 2

Light Lists · · · · · · · · · · · · · · 12

Light Lists (United States and

Possessions) · · · · · · · · · · 441

Lighthouse Bay 11545 · · · · · · · 230

Lighthouse Creek 11510 · · · · · · 310

Lighthouse Creek 11522 · · · · · · 288

Lighthouse Inlet 11522, 11521· · · 288

Lighthouse Island 11531 · · · · · · 272

Lights · · · · · · · · · · · · · · · · 10

Light-sector bearings · · · · · · · · · 1

Lignumvitae Channel 11449 · · · · 435

Lignumvitae Key 11449 · · · · · · 382

List of Lights (Foreign Countries) · 441

Little (Old) Topsail Inlet 11541· · · 256

Little Alligator River 12205· · · · · 235

Little Card Sound 11463 · · · · · · 434

Little Cumberland Island 11489 · · 409

Little Cumberland Island 11502 · · 318

Little Egg Island 11507· · · · · · · 408

Little Lake Worth 11472 · · · · · · 425

Little Mud River 11507 · · · · · · · 408

Little Mud River 11508 · · · · · · · 312

Little Mud River 11510 · · · · · · · 311

Little Ogeechee River 11512 · · · · 307

Little Port Brook 11550 · · · · · · 245

Little River 11467· · · · · · · · · · 431

Little River 11506· · · · · · · · · · 316

Little River 11534· · · · · · · · · · 403

Little River 12205· · · · · · · · · · 231

Little River Inlet 11535· · · · · · · 266

Little Satilla River 11489 · · · · · · 408

Little Satilla River 11504, 11506 · · 318

Little St. Simons Island 11502 · · · 312

Little Talbot Island 11488 · · · · · 323

Little Torch Key 11445 · · · · · · · 384

Little Tybee Island 11512 · · · · · · 306

Local magnetic disturbances · · · · · 8

Local Notice to Mariners · · · · · · · 9

Lock and Dam, Eureka 11495 · · · 341

Lock and Dam, Moss Bluff 11495 · 342

Lock, Franklin 11428 · · · · · · · · 423

Lock, Henry Holland Buckman

11495 · · · · · · · · · · · · · 341

Lock, New Savannah Bluff 11515 · 301

Lock, Port Mayaca 11428 · · · · · · 421

Lockwoods Folly Inlet 11536 · · · · 266

Lockwoods Folly River 11534 · · · 402

Lockwoods Folly River 11536 · · · 266

Lone Oak Channel 12204, 12205 · · 231

Long Bay 11548· · · · · · · · · · · 244

Long Key 11449 · · · · · · · · · · 436

Long Key Anchorage 11449 · · · · 382

Long Shoal 12204 · · · · · · · · · 236

Long Shoal River 12204 · · · · · · 236

Looe Key 11442· · · · · · · · · · · 384

Looe Key Management Area

(Looe Key National Marine

Sanctuary) 11442 · · · · · · · 384

Lookout Bight 11545 · · · · · · · · 230

Lookout Breakers 11544 · · · · · · 229

Loop Current · · · · · · · · · · · · 208

LORAN-C· · · · · · · · · · · · · · · 13

Lower Matecumbe Key 11449 · · · 435

Loxahatchee River 11472· · · · · · 424

Lucy Point Creek 11519 · · · · · · 290

Luminous range · · · · · · · · · · · 10

M

Mackay Creek 11516 · · · · · · · · 295

Mackay Island National Wildlife

Refuge, MPA· · · · · · · · · · 230

Mackay River 11506 · · · · · · · · 316

Mackay River 11507 · · · · · · · · 408

Mackey Point 11512 · · · · · · · · 296

Mackeys 12205 · · · · · · · · · · · 234

Magnetic disturbances, local · · · · · 8

Magnolia Point 11492 · · · · · · · 340

Main Creek 11534 · · · · · · · · · 266

Main Ship Channel 11441 · · · · · 386

Man of War Harbor 11441 · · · · · 387

Manatee Pocket 11428 · · · · · · · 358

Manatees · · · · · · · · · · · · · · 207

Maneuvering for a tropical

cyclone · · · · · · · · · · · · 214

Mangrove · · · · · · · · · · · · · · 206

Manteo 12205· · · · · · · · · · · · 226

Marathon 11449 · · · · · · · · 383, 436

Margot Fish Shoal 11462 · · · · · · 380

Marietta River 11467 · · · · · · · · 429

Marine Broadcast Notices to Mariners 9

Marine Pollution · · · · · · · · · · · 26

Marine Product Dissemination

Information · · · · · · · · 37, 441

Marine Protected Areas

(MPAs)· · · · · · · · · · · 35, 199

Marine Weather Forecasts · · · 37, 447

Marine Weather Services

Charts · · · · · · · · · · · 24, 441

Marineland 11485· · · · · · · · · · 411

Marineland 11486· · · · · · · · · · 350

Marion River 11467· · · · · · · · · 429

■ Index ■ 493
Maritime Security (MARSEC) Levels,

USCG · · · · · · · · · · · · · · 32

Marquesas Keys 11439 · · · · · · · 200

Marshallberg 11545· · · · · · · · · 246

Martins Industry 11516· · · · · · · 292

Marvin D. Adams (Key Largo)

Waterway 11464· · · · · · · · 381

Mason Inlet 11539 · · · · · · · · · 256

Masonboro Inlet 11539 · · · · · · · 256

Masonboro Sound 11541 · · · · · · 401

Matanzas Inlet 11485 · · · · · · · · 350

Matanzas River 11485 · · · · · · · 410

Matecumbe Harbor 11449 · · · · · 435

Matheson Hammock Beach

11467 · · · · · · · · · · · · · 433

Maule Lake 11467 · · · · · · · · · 430

Maw Point Shoal 11553 · · · · · · 399

May Hall Creek 11510 · · · · · · · 311

May River 11516 · · · · · · · · · · 295

Mayan Lake 11467 · · · · · · · · · 429

Mayport 11490 · · · · · · · · · · · 336

Mayport Basin 11490 · · · · · · · · 336

McClellanville 11518 · · · · · · · · 404

McCoy Creek 11491· · · · · · · · · 332

McQueen Inlet 11511· · · · · · · · 309

McQueens Island 11512 · · · · · · 306

Measured Courses · · · · · · · · · 447

Medical advice and/or evacuation · · 19

Medway River 11507 · · · · · · · · 407

Medway River 11511 · · · · · · · · 308

Meherrin River 12205 · · · · · · · 233

Meigs Key 11463 · · · · · · · · · · 380

Melbourne 11472 · · · · · · · · · · 416

Meloy Channel 11467 · · · · · 370, 431

Mercator projection · · · · · · · · · · 3

Mercedes River 11467 · · · · · · · 429

Meridian 11510 · · · · · · · · · · · 311

Meridian Landing 11510 · · · · · · 311

Merritt Island 11476, 11484,

11481 · · · · · · · · · · · · · 351

Merritt Island 11485 · · · · · · · · 413

Merritt Island National Wildlife

Refuge 11485 · · · · · · · · · 413

Miami 11467 · · · · · · · · · · · · 432

Miami 11468 · · · · · · · · · · · · 370

Miami Beach 11467· · · · · · · · · 431

Miami Beach 11468· · · · · · · · · 370

Miami Beach Channel 11467 · · · · 431

Miami Canal 11467 · · · · · · · · · 374

Miami Drainage Canal 11428· · · · 422

Miami Harbor 11468 · · · · · · · · 369

Miami River 11467 · · · · · · · · · 374

Miami South Channel 11465 · · · · 380

Middle Bay 11548 · · · · · · · · · · 241

Middle River 11467 · · · · · · · · · 427

Middle Sound 11541 · · · · · · · · 401

Middleburg 11492 · · · · · · · · · 339

Middletown 11548 · · · · · · · · · 237

Middletown Anchorage 11555 · · · 237

Middletown Creek 11548 · · · · · · 237

Mile Hammock Bay 11541 · · · · · 401

Mill Landing Creek (Mill Creek)

12205 · · · · · · · · · · · · · 226

Milledgeville · · · · · · · · · · · · 311

Milltail Creek 11553 · · · · · · · · 235

Mineclearing-Caution · · · · · · · · 28

Mingo Creek · · · · · · · · · · · · 271

Minnesott Beach 11552· · · · · · · 243

Molasses Reef 11462, 11464 · · · · 381

Molasses Reef Channel 11462,

11464 · · · · · · · · · · · · · 381

Money Island Beach 11541 · · · · · 400

MONITOR· · · · · · · · · · · · · · 227

Montgomery 11512 · · · · · · · · · 307

Moon Creek 11516 · · · · · · · · · 291

Moore Creek 11475 · · · · · · · · · 357

Moore Haven 11428 · · · · · · · · 422

Moores Landing 11518 · · · · · · · 404

Morehead City 11541 · · · · · · · · 400

Morehead City 11547 · · · · · · · · 250

Morehead City Harbor 11547· · · · 250

Morgan River 11517, 11519 · · · · 290

Morris Creek 11552· · · · · · · · · 242

Morris Island 11522, 11521 · · · · 288

Moser Channel 11449 · · · · · 383, 436

Moss Bluff Lock and Dam

11495 · · · · · · · · · · · · · 342

Motts Channel 11541 · · · · · · · · 256

Mount of Surruque 11484 · · · · · 351

Mount Pleasant 11518 · · · · · · · 404

Mount Pleasant 11524 · · · · · · · 283

Mount Pleasant Channel 11524 · · 282

Mouse Harbor 11548 · · · · · · · · 241

Mud River 11510 · · · · · · · · · · 309

Muddy Creek 11554· · · · · · · · · 239

Munden 12206 · · · · · · · · · · · 396

Murfreesboro · · · · · · · · · · · · 233

Murphy Creek 11487 · · · · · · · · 341

Murrells Inlet 11534 · · · · · · · · 266

Myrtle Beach 11535· · · · · · · · · 266

Myrtle Grove Sound 11541 · · · · · 401

N

Nags Head 12204 · · · · · · · · · · 226

Narrow channels · · · · · · · · · · · 30

Nassau River 11488· · · · · · · · · 323

Nassau Sound 11488 · · · · · · · · 323

Nassau Sound 11489 · · · · · · · · 409

Nassauville 11488· · · · · · · · · · 323

National Data Buoy Center

Meteorological Buoys · · · · · 36

National Environmental Satellite,

Data, and Information Service

(NESDIS) · · · · · · · · · · · · 38

National Geospatial-Intelligence

Agency · · · · · · · · · · · · · · 9

National Geospatial-Intelligence

Agency (NGA)· · · · · · · · · · 38

National Geospatial-Intelligence

Agency Procurement

Information · · · · · · · · · · 440

National Historic Site,

Fort Raleigh · · · · · · · · · · 226

National Institute of Standards and

Technology · · · · · · · · · · · 24

National Key Deer Refuge 11442 · · 379

National Marine Sanctuary,

Grays Reef · · · · · · · · · · · 310

National Marine Sanctuary,

Key Largo · · · · · · · · · · · 381

National Marine Sanctuary,

Looe Key · · · · · · · · · · · 384

National Ocean Service (NOS)· · · · 35

National Ocean Service Offices · · · 439

National Park, Biscayne

11451· · · · · · · · · · · 381, 433

National Park, Everglades 11433 · · 379

National Weather Service (NWS) · · 36

National Weather Service

Offices · · · · · · · · · · · 37, 446

National Weather Service Port

Meteorological Officers

(PMOs) · · · · · · · · · · · · · 37

National Wildlife Refuge, Blackbeard

Island 11507· · · · · · · · · · 310

National Wildlife Refuge,

Cape Romain · · · · · · · · · 404

National Wildlife Refuge, Great

White Heron 11442 · · · · · · 379

National Wildlife Refuge, Hobe

Sound 11472 · · · · · · · · · 424

National Wildlife Refuge, Key West

11441 · · · · · · · · · · · · · 388

National Wildlife Refuge, Merritt

Island 11485· · · · · · · · · · 413

National Wildlife Refuge, Pelican

Island 11472· · · · · · · · · · 417

Nautical Almanac · · · · · · · · · · 441

Nautical charts · · · · · · · · · · · · 35

Naval Observatory · · · · · · · · · · 38

Navassa 11537 · · · · · · · · · · · 262

Navigation Rules · · · · · · · · 30, 441

Navigation Safety Regulations · · · 128

Navigational Guidelines,

Cooper River · · · · · · · · · 273

Navigational Guidelines,

Jacksonville · · · · · · · · · · 328

Navigational Guidelines,

St. Johns River · · · · · · · · 328

NAVTEX · · · · · · · · · · · · · · · 22

NAVTEX Transmitting

Stations · · · · · · · · · · · · 444

494 ■ Index ■ Volume 4
Nebraska 11548 · · · · · · · · · · · 237

Nebraska Canal 11548 · · · · · · · 237

Nettles Island 11472 · · · · · · · · 418

Neuse River 11548, 11552 · · · · · 242

New Arch Creek 11467 · · · · · · · 431

New Bern 11552 · · · · · · · · · · 243

New Chehaw River 11519 · · · · · 290

New Drum Inlet 11545 · · · · · · · 229

New Inlet 11539, 11534 · · · · · · 256

New River 11467 · · · · · · · · · · 427

New River 11507 · · · · · · · · · · 406

New River 11541 · · · · · · · · · · 401

New River 11542 · · · · · · · · · · 255

New River Inlet 11541 · · · · · · · 401

New River Inlet 11542 · · · · · · · 254

New Savannah Bluff Lock and Dam

11515 · · · · · · · · · · · · · 301

New Smyrna Beach 11485 · · · · · 413

New Topsail Inlet 11539 · · · · · · 255

New Topsail Inlet 11541 · · · · · · 401

Newbegun Creek 12206 · · · · · · 398

Newfound Harbor 11476,

11485 · · · · · · · · · · · · · 415

Newfound Harbor Channel

11445 · · · · · · · · · · · · · 384

Newfound Harbor Keys Anchorage

11445 · · · · · · · · · · · · · 384

Newport River 11541 · · · · · · · · 399

Niles Channel 11445 · · · · · · · · 384

Nine Foot Shoal Channel 11550 · · 229

Ninefoot Shoal Light 11446 · · · · 385

Ninemile Point 11487 · · · · · · · 340

NIST Time and Frequency

Dissemination Services, Special

Publication 432· · · · · · · · · 24

Nixonton 12205· · · · · · · · · · · 231

NOAA Weather Radio · · · · 23, 37, 446

No-Discharge Zones · · · · · · · · · 26

Nominal range · · · · · · · · · · · · 10

Norfolk 12206· · · · · · · · · · · · 394

Normandy Isle 11467· · · · · 430 - 431

Norris Cut 11465 · · · · · · · · · · 379

North Atlantic Drift· · · · · · · · · 208

North Atlantic Right whale · · · · · 201

North Atlantic right whales · · · · 292

North Atlantic Right

Whales · · 223, 249, 265, 269, 280,

287, 298, 305, 320, 327, 352

North Bay 12207 · · · · · · · · · · 230

North Canal 11463 · · · · · · · · · 433

North Carolina Cut 12206 · · · · · 396

North Carolina-South Carolina

State Line · · · · · · · · · · · 403

North Channel 11511· · · · · · · · 307

North Charleston 11524 · · · · · · 283

North Creek 11518 · · · · · · · · · 405

North Creek 11554 · · · · · · · · · 239

North Edisto River 11522 · · · · · 288

North Fork 11474· · · · · · · · · · 359

North Fork Miami River 11467· · · 374

North Inlet 11532· · · · · · · · · · 267

North Lake 11467· · · · · · · · · · 429

North Lake Shoal 11428 · · · · · · 421

North Landing 12206· · · · · · · · 395

North Landing River 12206 · · · · 395

North Landing River 12207 · · · · 230

North New River Drainage Canal

11428 · · · · · · · · · · · · · 422

North Newport River 11507 · · · · 407

North Newport River 11511 · · · · 308

North Prong 11548 · · · · · · · · · 238

North River 11503 · · · · · · · · · 322

North River 11507 · · · · · · · · · 408

North River 11510 · · · · · · · · · 311

North River 12204 · · · · · · · · · 231

North River 12206 · · · · · · · · · 396

North Santee River 11531 · · · · · 271

North Santee River 11534 · · · · · 404

Northeast Cape Fear River 11537 · 262

Northeast Point 11531 · · · · · · · 272

Northwest Channel 11441 · · · · · 386

Northwest Channel 11448 · · · · · 437

Northwest Creek 11552· · · · · · · 243

Notice to Mariners · · · · · · · · · · 9

Notices to Mariners · · · · · · · · · · 9

Nottoway River · · · · · · · · · · · 233

Nowell Creek 11524 · · · · · · · · 284

O

Oak Island Light 11537· · · · · · · 257

Oak Landing 11489 · · · · · · · · · 410

Oakland Park 11467 · · · · · · · · 427

Oaks Creek 11534· · · · · · · · · · 266

Oatland Island 11512 · · · · · · · · 296

Observation Island 11428· · · · · · 421

Observation Shoal 11428 · · · · · · 421

Obstructions· · · · · · · · · · · · · · 2

Ocean Dumping · · · · · · · · · · · 28

Ocean Reef Harbor 11463 · · · · · 380

Ocmulgee River· · · · · · · · · · · 311

Oconee River · · · · · · · · · · · · 311

Ocracoke 11550· · · · · · · · · · · 229

Ocracoke Inlet 11550 · · · · · · · · 228

Ocracoke Inlet Crab Spawning

Sanctuary, MPA · · · · · · · · 229

Ocracoke Light 11550 · · · · · · · 229

Odingsell River 11512 · · · · · · · 307

Offshore Artificial Reefs and Special

Management Zones-Georgia,

MPA · · · · · · · · · · · · · · 200

Offshore Lobster Waters, MPA · · · 199

Ogeechee River 11507 · · · · · · · 407

Ogeechee River 11511, 11509 · · · 307

Oglethorpe Barracks 11507 · · · · 408

Ohio Key 11445, 11449 · · · · · · · 384

Ohio Shoal 11484· · · · · · · · · · 351

Oil Pollution · · · · · · · · · · · · · 26

Okeechobee 11428 · · · · · · · · · 421

Okeechobee Waterway 11428· · · · 418

Oklawaha River 11495 · · · · · · · 342

Old Chehaw River· · · · · · · · · · 290

Old House Channel 12205 · · · · · 226

Old House Creek 11517 · · · · · · 291

Old Rhodes Key 11463 · · · · · · · 433

Old Teakettle Creek 11507 · · · · · 408

Old Teakettle Creek 11510 · · · · · 310

Oleta River 11467· · · · · · · · · · 430

Olga 11428 · · · · · · · · · · · · · 423

Oliver Reef 11555 · · · · · · · · · · 236

Orange Park 11492 · · · · · · · · · 338

Orange River 11428· · · · · · · · · 423

Oregon Inlet 12205 · · · · · · · · · 225

Oregon Inlet Crab Spawning

Sanctuary, MPA · · · · · · · · 226

Oriental 11541 · · · · · · · · · · · 399

Oriental 11552 · · · · · · · · · · · 242

Ormond Beach 11485 · · · · · · · 411

Ortega 11492 · · · · · · · · · · · · 338

Ortega River 11492 · · · · · · · · · 337

Ortona Lock 11428 · · · · · · · · · 423

Ossabaw Island 11511 · · · · · · · 308

Ossabaw Sound 11511 · · · · · · · 307

Otter Islands 11517· · · · · · · · · 289

Outer Banks · · · · · · · · · · · · 197

Outer Diamond Shoal 11555 · · · · 227

Owl Creek 11428 · · · · · · · · · · 423

Oyster Creek 11545· · · · · · · · · 246

P

Pablo Creek 11489 · · · · · · · · · 410

Pacific Reef 11462 · · · · · · · · · 380

Pacific Reef Light 11451 · · · · · · 380

Packaged Marine Pollutants · · · · · 27

Pages Creek 11541 · · · · · · · · · 401

Pahokee 11428 · · · · · · · · · · · 422

Pains Bay 12204 · · · · · · · · · · 236

Palatka 11487 · · · · · · · · · · · · 340

Palm Beach 11466 · · · · · · · · · 360

Palm City 11428 · · · · · · · · · · 420

Palm Valley Landing 11489· · · · · 410

Palmo Cove 11492 · · · · · · · · · 340

Palo Alto Key 11463 · · · · · · · · 434

Pamlico 11548 · · · · · · · · · · · 242

Pamlico Point Light PP 11548 · · · 241

Pamlico River 11548, 11554 · · · · 238

Pamlico Sound 12204, 11548,

11555 · · · · · · · · · · · · · 235

Pantego 11548 · · · · · · · · · · · 239

Pantego Creek 11548, 11554 · · · · 239

Pantego Creek 11553 · · · · · · · · 399

■ Index ■ 495
Park, Bay Front 11465 · · · · · · · 380

Park, Bay Front 11467 · · · · · · · 375

Park, St. Johns 11492· · · · · · · · 338

Parker Creek 12206· · · · · · · · · 396

Parris Island 11516 · · · · · · · · · 293

Parrot Creek 11519 · · · · · · · · · 290

Particularly Sensitive Sea Area,

Florida Keys · · · · · · · · · · 378

Pasquotank River 12206· · · · 231, 397

Pea Island 12205 · · · · · · · · · · 226

Pearl Bank 11441 · · · · · · · · · · 387

Peck Lake 11472 · · · · · · · · · · 424

Peletier Creek 11541 · · · · · · · · 400

Pelican Bay 11428 · · · · · · · · · 421

Pelican Island National Wildlife

Refuge 11472 · · · · · · · · · 417

Pembroke Creek 12205 · · · · · · · 232

Perquimans River 12205 · · · · · · 232

Peter Mashoes Creek 12204 · · · · 235

Peterson Key Bank 11449 · · · · · 435

Pierce Shoal 11474 · · · · · · · · · 358

Pigeon Key 11449· · · · · · · · · · 436

Pilotage, Beaufort/Port Royal· · · · 293

Pilotage, Brunswick · · · · · · · · 314

Pilotage, Charleston · · · · · · · · 279

Pilotage, Fort Pierce · · · · · · · · 356

Pilotage, general · · · · · · · · · · 220

Pilotage, Georgetown· · · · · · · · 269

Pilotage, Jacksonville · · · · · · · · 333

Pilotage, Key West · · · · · · · · · 389

Pilotage, Miami · · · · · · · · · · · 372

Pilotage, Morehead City · · · · · · 252

Pilotage, Port Canaveral · · · · · · 353

Pilotage, Port Everglades · · · · · · 366

Pilotage, Port of Palm Beach · · · · 361

Pilotage, Savannah · · · · · · · · · 298

Pilotage, St. Marys, Fernandina

Beach, and Kings Bay · · · · · 320

Pilotage, Wilmington · · · · · · · · 259

Pinckney Island National Wildlife

Refuge, MPA· · · · · · · · · · 296

Pine Harbor 11510 · · · · · · 310, 408

Pine Island 11485· · · · · · · · · · 414

Piney Point 11492 · · · · · · · · · 338

Pingleton Shoal 12204 · · · · · · · 236

Pipelaying barges · · · · · · · · · · 199

Piper Hill 12204 · · · · · · · · · · 231

Pirates Cove 11492 · · · · · · · · · 338

Plantation Creek 11489· · · · · · · 408

Plantation Creek 11506· · · · · · · 317

Plantation Key 11464· · · · · · · · 435

Platt Shoals 12204 · · · · · · · · · 226

Plymouth 12205 · · · · · · · · · · 233

Pocosins· · · · · · · · · · · · · · · 197

Pocotaligo River 11519 · · · · · · · 294

Pollocksville 11552 · · · · · · · · · 244

Polly Creek 11487 · · · · · · · · · 341

Pompano Beach 11467 · · · · · · · 427

Pompion Hill Chapel 11527 · · · · 283

Ponce de Leon Cut 11485 · · · · · 412

Ponce de Leon Inlet 11485 · · · · · 351

Ponce Inlet 11485 · · · · · · · · · 413

Ponte Verda Beach 11488· · · · · · 348

Poplar Branch 12204, 12205 · · · · 231

Port Canaveral 11478, 11481 · · · · 352

Port Everglades 11467 · · · · · · · 429

Port Everglades 11470 · · · · · · · 364

Port Laudania 11467 · · · · · · · · 429

Port Laudania 11470 · · · · · · · · 369

Port Mayaca 11428 · · · · · · · · · 421

Port Mayaca Lock 11428 · · · · · · 421

Port of Miami (Dodge Island)

11467 · · · · · · · · · · · · · 432

Port of Palm Beach 11466 · · · · · 360

Port Orange 11485 · · · · · · · · · 412

Port Royal 11516 · · · · · · · · · · 294

Port Royal 11518, 11507 · · · · · · 406

Port Royal Sound 11516 · · · · · · 291

Port Salerno 11428 · · · · · · · · · 358

Port Series of the United States · · 441

Port Sewall 11428 · · · · · · · · · 358

Ports and Waterways

Safety-General· · · · · · · · · 110

Portsmouth 11550 · · · · · · · · · 229

Poston· · · · · · · · · · · · · · · · 271

Power Squadron Spit 11545 · · · · 230

Precipitation · · · · · · · · · · · · 218

precise bearings · · · · · · · · · · · · 1

Preparations for being towed by

Coast Guard · · · · · · · · · · 19

Price Creek 11518 · · · · · · · · · 404

Price Creek 11521 · · · · · · · · · 272

Price Inlet 11521 · · · · · · · · · · 272

Print On Demand Nautical Charts · · 6

Pritchards Inlet 11516 · · · · · · · 291

Prominent features · · · · · · · · · 370

Public Health Service · · · · · · · · 39

Public Health Service Quarantine

Stations · · · · · · · · · · · · 445

Pumpkin Hammock 11510 · · · · · 310

Pumpkin Key 11463 · · · · · · · · 434

Pungo Creek 11548, 11554 · · · · · 238

Pungo Ferry 12206 · · · · · · · · · 396

Pungo River 11548 · · · · · · · · · 238

Pungo River 11553 · · · · · · · · · 398

Q

Quarantine stations· · · · · · · · · 445

Quarantine stations, human · · · · 445

Quarantine, animal · · · · · · · 35, 445

Quarantine, human· · · · · · · 39, 445

Quarantine, plant · · · · · · · · 35, 445

R

Raccoon Key 11531· · · · · · · · · 272

Race Channel 11449 · · · · · · · · 435

Racons · · · · · · · · · · · · · · · · 20

Radar · · · · · · · · · · · · · · · · · 30

Radar beacons (Racons) · · · · · · · 20

Radar Profile · · · · · · · · · · · · · 15

Radio aids to navigation· · · · · · · · 2

Radio distress procedures · · · · · · 14

Radio Facsimile Weather

Information · · · · · · · · · · 447

Radio Island 11547 · · · · · · · · · 253

Radio Navigational Aids,

Pub. 117 · · · · · · · · · · · · 441

Radio shore stations providing

medical advice· · · · · · · · · 447

Radio Weather Broadcasts · · · · · 446

Radio: Navigation Warnings,

Information and Weather · · · 20

RADIOMEDICAL · · · · · · · · 19, 447

Radiotelephone channels · · · · · · 30

Ramshorn Creek 11507· · · · · · · 406

Ranges · · · · · · · · · · · · · · · · · 2

Rantowles Creek 11521· · · · · · · 405

Rattlesnake Shoal 11523 · · · · · · 278

Red Bay Creek 11492 · · · · · · · · 339

Red Bay Point 11492 · · · · · · · · 339

Redstone Point 12204 · · · · · · · 235

Reed Point 12205 · · · · · · · · · · 232

Refuge, National Key Deer

11442 · · · · · · · · · · · · · 379

Regulated Navigation Areas and

Limited Access Areas · · · · · 143

Regulated Waters · · · · · · · · · · 32

Repairs · · · · · · · · · · · · · · · 221

Reported information · · · · · · · · · 3

Reports from ships · · · · · · · · · · 24

Ribbon Creek 11516 · · · · · · · · 294

Rice Creek 11487 · · · · · · · · · · 340

Rich Inlet 11539 · · · · · · · · · · 256

Richardson Creek 11512 · · · · · · 307

Rickenbacker Causeway 11467 · · · 432

Ridgeville 11510 · · · · · · · · · · 311

Right Whales, North Atlantic· · · · 201

Rio 11428 · · · · · · · · · · · · · · 359

Riomar 11474· · · · · · · · · · · · 355

Riviera Beach 11466 · · · · · · · · 360

Riviera Beach 11472 · · · · · · · · 425

Roanoke Island 12205 · · · · · · · 226

Roanoke Rapids · · · · · · · · · · · 233

Roanoke River 12205 · · · · · · · · 233

Roanoke Sound Channel 12205 · · 226

Rock Harbor 11464 · · · · · · · · · 381

Rockhouse Creek 11485 · · · · · · 351

Rockville 11522 · · · · · · · · · · · 288

Rocky Reef 11428 · · · · · · · · · · 421

Rockyhock Creek 12205 · · · · · · 233

Rodanthe 12204 · · · · · · · · · · 236

496 ■ Index ■ Volume 4
Rodman Dam 11495 · · · · · · · · 341

Rollinson Channel 11555 · · · 228, 236

Romerly Marsh Creek 11512 · · · · 307

Rose Bay 11548 · · · · · · · · · · · 238

Roseland 11472 · · · · · · · · · · · 417

Royal Palm (Royal Park) 11472· · · 425

Royal Shoal 11548 · · · · · · · · · 244

Rudee Inlet 12205 · · · · · · · · · 224

Runyon Creek 11554 · · · · · · · · 240

S

Saddlebunch Harbor 11445 · · · · 385

Safe Harbor 11446, 11441 · · · · · 385

Sailing Directions

(Foreign Countries) · · · · · · 441

Saint Sebastian River 11472 · · · · 417

Sales agents · · · · · · · · · · · · · 35

Sales Information· · · · · · · · · · 439

Salmon Creek 12205 · · · · · · · · 233

Salt Run 11485 · · · · · · · · · · · 349

Sampit · · · · · · · · · · · · · · · 270

Sampit Landing· · · · · · · · · · · 270

Sampit River 11532· · · · · · · · · 270

Sampit River 11534· · · · · · · · · 404

Sampson Point 12204, 12205 · · · 231

San Mateo 11487 · · · · · · · · · · 340

San Sebastian River 11488 · · · · · 350

Sand Key Light 11441 · · · · · · · 386

Sandbridge Beach 12207 · · · · · · 224

Sands Key 11465 · · · · · · · · · · 433

Sandy Point 11531 · · · · · · · · · 272

Sandy Point 12205 · · · · · · · · · 232

Sandy Point Beach 11531 · · · · · 272

Sanford 11498 · · · · · · · · · · · 343

Santee River 11531 · · · · · · · · · 271

Sapelo Island 11510 · · · · · · · · 310

Sapelo River 11507 · · · · · · · · · 408

Sapelo River 11510 · · · · · · · · · 309

Sapelo Sound 11507 · · · · · · · · 408

Sapelo Sound 11510 · · · · · · · · 309

Saratoga 11495 · · · · · · · · · · · 342

SARSAT· · · · · · · · · · · · · · · · 20

Satilla River 11489 · · · · · · · · · 408

Satilla River 11504 · · · · · · · · · 318

Satilla River Marsh Island Natural

Area, MPA · · · · · · · · · · · 318

Saturn Barge Channel 11484· · · · 415

Savage Creek 11516 · · · · · · · · 295

Savannah 11507 · · · · · · · · · · 406

Savannah 11512 · · · · · · · · · · 295

Savannah River 11507 · · · · · · · 406

Savannah River 11512, 11505,

11514, 11515 · · · · · · · · · 295

Savannas · · · · · · · · · · · · · · 197

Sawpit Creek 11488· · · · · · · · · 323

Sawpit Creek 11489· · · · · · · · · 409

Schooner Channel 11519· · · · · · 290

Scuppernong River 12205 · · · · · 234

Sea Island 11502 · · · · · · · · · · 312

Sea Turtle Sanctuary, MPA · · · · · 254

Seabrook Landing 11507 · · · · · · 406

Sealevel 11545 · · · · · · · · · · · 246

Search and Rescue · · · · · · · · · · 13

Searchlights · · · · · · · · · · · · · 30

Sebastian 11472 · · · · · · · · · · 417

Sebastian Inlet 11472· · · · · · · · 355

Secessionville 11522 · · · · · · · · 288

Seiche · · · · · · · · · · · · · · · · 25

Seismic sea waves · · · · · · · · · · 24

Selected Worldwide Marine Weather

Broadcasts · · · · · · · · · · · 20

Seminole River 11467 · · · · · · · 428

Sewall Point 11428 · · · · · · · · · 359

Sewee Bay 11518 · · · · · · · · · · 404

Shallotte 11536 · · · · · · · · · · · 266

Shallotte Inlet 11534 · · · · · · · · 402

Shallotte Inlet 11536 · · · · · · · · 266

Shallotte River 11534· · · · · · · · 402

Shallotte River 11536· · · · · · · · 266

Shallowbag Bay 12205 · · · · · · · 226

Shell Key Bank 11464 · · · · · · · 435

Shell Key Channel 11449· · · · · · 435

Shell Point 11545· · · · · · · · · · 246

Shellbluff Creek 11507 · · · · · · · 408

Shellbluff Creek 11510 · · · · 310, 408

Shellman Bluff 11510 · · · · · · · 310

Shellman Creek 11510 · · · · · · · 310

Shem Creek 11524 · · · · · · · · · 282

Shipps Bay 12207 · · · · · · · · · · 230

Shipyard Creek 11524 · · · · · · · 283

Shutes Folly Island 11524 · · · · · 283

Silver Lake 11550· · · · · · · · · · 229

Silver Springs Run 11495 · · · · · 342

Singer Island 11472 · · · · · · · · 425

Sister Creek 11449 · · · · · · · · · 382

Sisters Creek 11489· · · · · · · · · 409

Sixmile Creek 11492 · · · · · · · · 340

Skidaway Narrows 11507 · · · · · · 407

Skidaway River 11507 · · · · · · · 407

Skull Creek 11507 · · · · · · · · · 406

Skull Creek 11516 · · · · · · · · · 295

Skull Inlet 11517 · · · · · · · · · · 291

Slade Creek 11548 · · · · · · · · · 238

Sleepy Creek 11545· · · · · · · · · 246

Slocum Creek 11552 · · · · · · · · 243

Small-craft facilities · · · · · · · · 221

Smith Creek 11537 · · · · · · · · · 262

Smith Creek11552 · · · · · · · · · 242

Smith Island 11536· · · · · · · · · 256

Smith Point 11492 · · · · · · · · · 339

Smith Shoal 11439 · · · · · · · · · 387

Snake Creek 11464 · · · · · · · · · 435

Snapper Creek Canal 11465 · · · · 433

Snows Cut 11534 · · · · · · · · · · 401

Snows Cut 11537 · · · · · · · · · · 262

Soap Creek 11503· · · · · · · · · · 323

Socastee 11534 · · · · · · · · · · · 403

Sombrero Key Light 11449· · · · · 383

Source diagrams · · · · · · · · · · · 4

South Altamaha River 11508 · · · · 311

South Amelia River 11488 · · · · · 323

South Amelia River 11489 · · · · · 409

South Bay 11428 · · · · · · · · · · 421

South Brunswick River 11506 · · · 317

South Channel 11511 · · · · · · · 307

South Channel 11512 · · · · · · · 306

South Channel 11516 · · · · · · · 291

South Creek 11554 · · · · · · · · · 239

South Edisto River 11517 · · · · · 289

South Edisto River 11518 · · · · · 405

South Fork Miami River 11467· · · 374

South Jupiter Narrows 11472 · · · 424

South Lake 12204 · · · · · · · · · 235

South Mills 12206 · · · · · · · · · 397

South New River Canal 11467 · · · 428

South Newport River 11507 · · · · 408

South Newport River 11510 · · · · 309

South Ponte Vedra Beach 11489 · · 410

South River 11510 · · · · · · · · · 311

South River 11544, 11548 · · · · · 242

South Santee River 11531 · · · · · 271

South Santee River 11534 · · · · · 404

South Sound Creek 11464 · · · · · 381

Southeast Channel 11516 · · · · · 291

Southeast Shoal 11484, 11481 · · · 351

Southern Mid-Atlantic Waters Closure

Area-Harbor Porpoise Preserve,

MPA · · · · · · · · · · · · · · 199

Southern Nearshore Lobster Waters,

MPA · · · · · · · · · · · · · · 200

Southport 11534 · · · · · · · · · · 402

Southport 11537 · · · · · · · · · · 261

Southwest Channel 11441 · · · · · 387

Space Center, John F. Kennedy

11484, 11481 · · · · · · · · · 351

Space Environment Center (SEC) · · 37

Spanish Harbor Keys 11445 · · · · 383

Special Notice to Mariners · · · · · 441

Special signals · · · · · · · · · · · · 29

Speed · · · · · · · · · · · · · · · · 206

Spoil areas · · · · · · · · · · · · · · · 8

Spoil banks · · · · · · · · · · · · · 206

Spooner Creek 11541· · · · · · · · 400

Spring Garden Creek 11498 · · · · 343

Spring Garden Lake 11498 · · · · · 343

Spruce Creek 11485 · · · · · · · · 412

St. Andrew Sound 11489 · · · · · · 408

St. Andrew Sound 11504 · · · · · · 317

St. Augustine 11488 · · · · · · · · 349

St. Augustine Creek 11507 · · · · · 406

St. Augustine Inlet 11488, 11485 · 349

■ Index ■ 497
St. Catherines Island 11511,

11510 · · · · · · · · · · · · · 309

St. Catherines Sound 11507 · · · · 407

St. Catherines Sound 11511 · · · · 308

St. Helena Sound 11517 · · · · · · 289

St. Johns Light 11490 · · · · · · · 327

St. Johns Park 11492 · · · · · · · · 338

St. Johns Point 11490 · · · · · · · 336

St. Johns River 11489 · · · · · · · 409

St. Johns River 11490, 11491, 11492,

11487, 11495, 11498 · · · · · 327

St. Johns River Navigational

Guidelines · · · · · · · · · · · 328

St. Lucie Inlet 11472 · · · · · · · · 418

St. Lucie Inlet 11474 · · · · · · · · 358

St. Lucie Lock 11428 · · · · · · · · 420

St. Lucie River 11428· · · · · · · · 358

St. Lucie Shoal 11474 · · · · · · · 358

St. Marys 11503· · · · · · · · · · · 322

St. Marys Entrance 11503 · · · · · 319

St. Marys River 11503 · · · · · · · 322

St. Michaels Breakers 11516 · · · · 292

St. Simons 11506 · · · · · · · · · · 316

St. Simons Island 11502 · · · · · · 312

St. Simons Island 11506 · · · · · · 316

St. Simons Light 11506 · · · · · · 313

St. Simons Sound 11489 · · · · · · 408

St. Simons Sound 11506, 11502 · · 312

Standard Abbreviations for

Broadcast · · · · · · · · · · · · 22

Standard time· · · · · · · · · · · · 221

State Park, Edisto Beach 11517 · · 289

State Park, Fort Macon 11547 · · · 250

State Park, John Pennekamp

Coral Reef 11451 · · · · · · · 381

Station Creek 11516 · · · · · · · · 293

Steamboat Channel 11464 · · · · · 435

Steamboat Creek 11522 · · · · · · 288

Steamboat Cut 11507· · · · · · · · 407

Stella · · · · · · · · · · · · · · · · 254

Still Bluff · · · · · · · · · · · · · · 262

Stock Island Channel 11446,

11441 · · · · · · · · · · · · · 385

Stokes Landing 11495 · · · · · · · 341

Stonewall 11552 · · · · · · · · · · 242

Stono Inlet 11522· · · · · · · · · · 288

Stono River 11518 · · · · · · · · · 405

Stono River 11522 · · · · · · · · · 288

Storm surge · · · · · · · · · · · · · 25

Story River 11517· · · · · · · · · · 291

Straits of Florida 11460· · · · · · · 377

Straits, The 11545 · · · · · · · · · 246

Stranahan River 11467 · · · · · · · 428

Stuart 11428 · · · · · · · · · · · · 359

Stump Sound 11541 · · · · · · · · 401

Stumps and sunken logs · · · · · · 206

Stumpy Point Bay 12204 · · · · · · 236

Stumpy Reach 12205 · · · · · · · · 232

Submarine cables and submerged

pipelines · · · · · · · · · · · · · 7

Submarine Emergency Identification

Signals and Hazard to

Submarines· · · · · · · · · · · 29

Submerged pipelines · · · · · · · · · 7

Sugarloaf Key 11445 · · · · · · · · 384

Sullivans Island 11518 · · · · · · · 404

Sullivans Island 11524 · · · · · · · 273

Sunbury 11511 · · · · · · · · · · · 308

Sunset Harbor Channel 11467 · · · 431

Supplies· · · · · · · · · · · · · · · 221

Supply 11536 · · · · · · · · · · · · 266

Surface ship procedures for assisting

aircraft in distress · · · · · · · 16

Surface ship procedures for assisting

distressed surface vessels· · · · 16

Surfside 11467 · · · · · · · · · · · 430

Swan Creek 11553 · · · · · · · · · 235

Swan Point 11541 · · · · · · · · · 401

Swanquarter 11548 · · · · · · · · · 237

Swanquarter Bay 11548 · · · · · · 237

Swanquarter Narrows 11548 · · · · 237

Swanquarter National Wildlife

Refuge, MPA· · · · · · · · · · 235

Swansboro 11541 · · · · · · · · · · 400

Swansboro 11543 · · · · · · · · · · 254

Sweetwater · · · · · · · · · · · · · 374

Swimming Pen Creek 11492 · · · · 339

Sykes Creek 11476, 11485 · · · · · 415

Sykes Creek 12206 · · · · · · · · · 395

T

Talbot Island 11488 · · · · · · · · · 323

Tank Island 11447 · · · · · · · · · 386

Tar River 11548, 11554 · · · · · · · 238

Tarpon Basin 11464· · · · · · · · · 434

Tavernier 11464 · · · · · · · · 382, 434

Tavernier Creek 11464 · · · · · · · 434

Tavernier Key Anchorage 11464 · · 382

Taylor Creek 11428 · · · · · · · · · 421

Taylor Creek 11545 · · · · · · · · · 245

Teatable Key Channel 11449 · · · · 435

Tee, The 11527 · · · · · · · · · · · 283

Temperature · · · · · · · · · · · · 218

Tennessee Reef 11449· · · · · · · · 382

Territorial Sea · · · · · · · · · · · · 33

Terry Creek 11506 · · · · · · · · · 316

The Blowout 11548 · · · · · · · · · 238

The Bull 11484 · · · · · · · · · · · 351

The Elbow 11462 · · · · · · · · · · 381

The Haulover 11548 · · · · · 237 - 238

The Straits 11545 · · · · · · · · · · 246

The Tee 11527 · · · · · · · · · · · 283

Thomas Shoal 11476 · · · · · · · · 355

Thorofare 11550 · · · · · · · · · · 245

Thorofare Bay 11550 · · · · · · · · 245

Thunderbolt 11507 · · · · · · · · · 407

Tick Island Creek 11498 · · · · · · 343

Tidal Current Tables · · · · · · · · 440

Tide Tables · · · · · · · · · · · 36, 440

Tides · · · · · · · · · · · · · · · · 207

Time · · · · · · · · · · · · · · · · · · 3

Time Signals · · · · · · · · · · · · · 24

Timmons River 11511 · · · · · · · 309

Titusville 11485· · · · · · · · · · · 413

Tolomato River 11489 · · · · · · · 410

Topsail Sound 11539 · · · · · · · · 255

Topsail Sound 11541 · · · · · · · · 401

Torry Island 11428 · · · · · · · · · 422

Towage · · · · · · · · · · · · · · · 221

Town Creek 11524 · · · · · · · · · 283

Town Creek 11532 · · · · · · · · · 267

Town Creek 11545 · · · · · · · · · 253

Traffic Separation Scheme · · · · · 258

Traffic Separation Schemes

(Traffic Lanes) · · · · · · · · · 32

Treasure Island 11467 · · · · · · · 431

Trenchards Inlet 11516 · · · · · · · 291

Trent River 11552· · · · · · · · · · 244

Triumph Reef 11465 · · · · · · · · 380

Tropical cyclone climatology · · · · 211

Tropical Cyclones · · · · · · · · · · 211

Tropical cyclones at sea· · · · · · · 214

Tropical waters · · · · · · · · · · · 198

Troup Creek 11507 · · · · · · · · · 408

Trout Creek 11428 · · · · · · · · · 423

Trout Creek 11492 · · · · · · · · · 340

Trout River 11491 · · · · · · · · · 337

Tsunamis · · · · · · · · · · · · · · · 24

Tubbs Inlet 11536· · · · · · · · · · 266

Tulifiny River 11519 · · · · · · · · 294

Tunis 12205· · · · · · · · · · · · · 233

Turkey Creek 11472 · · · · · · · · 416

Turkey Point 11463 · · · · · · · · · 433

Turner Creek 11512 · · · · · · · · 307

Turners Cut 12206 · · · · · · · · · 397

Turtle Harbor 11462 · · · · · · · · 380

Turtle Mound 11484 · · · · · · · · 351

Turtle River 11506 · · · · · · · · · 312

Turtle Shoal Anchorage 11449 · · · 382

Tybee Creek 11512, 11505 · · · · · 306

Tybee Island 11512 · · · · · · · · · 306

Tybee Light 11512, 11505 · · · · · 296

U

U.S. Army Corps of Engineers

(USACE) · · · · · · · · · · · · 38

U.S. Army Corps of Engineers

(USACE) Offices · · · · · · · · 442

U.S. Citizenship and Immigration

Services · · · · · · · · · · · · · 39

498 ■ Index ■ Volume 4
U.S. Coast Guard · · · · · · · · · · · 39

U.S. Coast Guard Maritime Security

(MARSEC) Levels· · · · · · · · 32

U.S. Customs and Border

Protection · · · · · · · · · · · 41

U.S. Nautical Chart Numbering

System · · · · · · · · · · · · · · 7

U.S. Naval Observatory· · · · · · · · 38

Umbrella Creek 11489 · · · · · · · 408

Umbrella Cut 11489 · · · · · · · · 408

Under-keel clearances · · · · · · · · · 2

Uniform State Waterway Marking

System · · · · · · · · · · · · · 12

Upper Broad Creek 11552 · · · · · 243

Upper Matecumbe Key 11464 · · · 435

Upper Spring Creek 11548 · · · · · 239

Upper Spring Creek 11553 · · · · · 399

USACE · · · · · · · · · · · · · · · 442

USS Monitor National Marine

Sanctuary · · · · · · · · · · · 227

V

Vaca Key 11449 · · · · · · · · 382, 436

Valhalla 11449 · · · · · · · · · · · 382

Valona 11510 · · · · · · · · · 311, 408

Vandemere 11548· · · · · · · · · · 241

Varnumtown 11534· · · · · · · · · 266

Venetian Causeway 11467 · · · · · 431

Vernon River 11507· · · · · · · · · 407

Vernon River 11512· · · · · · · · · 307

Vernon View 11507 · · · · · · · · · 407

Vero Beach 11472· · · · · · · · · · 417

Vessel Arrival Inspections· · · · · · 221

Vessel Bridge-to-Bridge

Radiotelephone Regulations · · 77

Vessel Movement Reporting

System· · · · · · · · · · · · · 120

Vessel Watering Points· · · · · · · · 39

VHF-FM Radiotelephone· · · · · · · 30

Vilano Beach 11485· · · · · · · · · 410

Village Creek 11508· · · · · · · · · 312

Village Creek 11517· · · · · · · · · 290

Virginia Beach 12207 · · · · · · · · 224

Virginia Key 11465 · · · · · · · · · 379

Visibilities· · · · · · · · · · · · · · 217

W

W. P. Franklin Lock 11428 · · · · · 423

Wabasso 11472 · · · · · · · · · · · 417

Waccamaw River 11532 · · · · · · 270

Waccamaw River 11534 · · · · · · 403

Wachesaw Landing 11534 · · · · · 404

Wade Point 12206 · · · · · · · · · 231

Wades Point 11553 · · · · · · · · · 399

Wadmalaw River 11518· · · · · · · 405

Wadmalaw River 11522· · · · · · · 288

Wainwright Island 11550 · · · · · · 245

Wainwright Slue 11550· · · · · · · 245

Walburg Creek 11507· · · · · · · · 407

Walburg Creek 11511· · · · · · · · 308

Wallace Creek 11521 · · · · · · · · 405

Walls Cut 11507 · · · · · · · · · · 406

Walter Slough 12205 · · · · · · · · 226

Wanchese 12205 · · · · · · · · · · 226

Wando River 11524, 11526 · · · · · 284

Wappoo Creek 11518 · · · · · · · · 405

Wappoo Creek 11524 · · · · · · · · 282

Wards Bridge 11526 · · · · · · · · 284

Wards Creek 11517 · · · · · · · · · 291

Washington 11554 · · · · · · · · · 240

Wassaw Island 11512 · · · · · · · · 307

Wassaw Sound 11512· · · · · · · · 306

Water hyacinth · · · · · · · · · · · 206

Wateree River 11531 · · · · · · · · 271

Waterway, Coral Gables 11467 · · · 433

Waterway, Intracoastal · · · · 379, 393

Waterway, Okeechobee 11428 · · · 418

Waties Island 11535 · · · · · · · · 266

Watts Cut 11517 · · · · · · · · · · 289

Watts Cut 11518 · · · · · · · · · · 405

Waves · · · · · · · · · · · · · · · · 215

Waves 12204 · · · · · · · · · · · · 226

Waycross 11504· · · · · · · · · · · 318

Weather · · · · · · · · · · · · · · · 210

Weeksville 12206 · · · · · · · · · · 398

Weir Point 12204 · · · · · · · · · · 235

Wekiva River 11498· · · · · · · · · 343

Welaka 11495 · · · · · · · · · · · · 342

West Basin 11478 · · · · · · · · · · 414

West Bay 11548 · · · · · · · · · · · 244

West Bluff Bay 11548 · · · · · · · · 237

West Branch 11527 · · · · · · · · · 283

West Channel 11441 · · · · · · · · 387

West Landing 12206 · · · · · · · · 396

West Palm Beach 11466 · · · · · · 360

West Palm Beach 11472 · · · · · · 425

West Palm Beach Canal 11467 · · · 425

West Palm Beach Drainage Canal

11428 · · · · · · · · · · · · · 422

West Sister Rock 11449· · · · · · · 383

West Thorofare Bay 11548 · · · · · 244

West Turtle Shoal 11449 · · · · · · 382

Western Bar Channel 11537 · · · · 257

Western Channel 11534 · · · · · · 404

Westmouth Bay 11545 · · · · · · · 246

Whale Branch 11519 · · · · · · · · 294

Whale Harbor Channel 11463 · · · 435

Whale Head Bay 12204, 12205 · · · 231

Whalebone 12205· · · · · · · · · · 225

Whales, North Atlantic Right· · · · 201

Whichard Beach 11554 · · · · · · · 240

Whipping Creek 11553 · · · · · · · 235

Whiskey Creek (Dania Sound)

11467 · · · · · · · · · · · · · 429

White Oak River 11543 · · · · · · · 254

White Point 11518 · · · · · · · · · 405

White Point 11550 · · · · · · · · · 245

Whittaker Creek 11541 · · · · · · · 399

Whittaker Creek 11552 · · · · · · · 242

Whortonsville 11552 · · · · · · · · 242

Wiggins 11517 · · · · · · · · · · · 290

Wilkerson Creek 11553 · · · · · · · 398

Williamston · · · · · · · · · · · · · 234

Williman Creek 11519 · · · · · · · 290

Williman Islands 11519· · · · · · · 290

Willtown Bluff · · · · · · · · · · · 289

Wilmington 11537 · · · · · · · · · 257

Wilmington River 11507 · · · · · · 407

Wilmington River 11512 · · · · · · 307

Wilmington Short Cut 11537,

11534 · · · · · · · · · · · · · 402

Wilson Bay 11542· · · · · · · · · · 255

Wilson Cove 11487 · · · · · · · · · 340

Wilson Key 11463· · · · · · · · · · 435

Wimbee Creek 11519 · · · · · · · · 290

Wimble Shoals 12204· · · · · · · · 226

Wind Chill and Frostbite · · · · · · 219

Wind-driven currents· · · · · · · · 210

Windley Harbor 11464 · · · · · · · 435

Winds· · · · · · · · · · · · · · · 3, 217

Windsor · · · · · · · · · · · · · · · 234

Winyah Bay 11532 · · · · · · · · · 267

Wisteria Island 11447· · · · · 386 - 387

Wolf Island 11507· · · · · · · · · · 408

Wolf Island 11508· · · · · · · · · · 311

Wolf Island National Wildlife Refuge

11507 · · · · · · · · · · · · · 408

Wood Landing 11552 · · · · · · · · 243

Woodbine 11504 · · · · · · · · · · 318

Wright Creek 11548 · · · · · · · · 238

Wright Creek 11553 · · · · · · · · 399

Wright Memorial 12204 · · · · · · 231

Wright Monument 12204· · · · · · 225

Wright River 11507 · · · · · · · · · 406

Wrightsville 11539 · · · · · · · · · 256

Wrightsville 11541 · · · · · · · · · 401

Wrightsville Beach 11539 · · · · · 256

Wysocking Bay 11555 · · · · · · · 237

Y

Yauhannah · · · · · · · · · · · · · 271

Yellow Bluff 11511 · · · · · · · · · 308

Yeopim River 12205 · · · · · · · · 232

Yonges Island 11518 · · · · · · · · 405

■ Index ■ 499

This record of your experience and observations when

traversing the coast, entering port, and/or navigating

inside waters will be used to update the Coast Pilot.

OBSERVER: NAME AND ADDRESS

TEL. (Daytime)

DATE OF OBSERVATION

DATE OF SUBMISSION

VESSEL NAME AND ADDRESS

GEOGRAPHIC LOCATION

(Refer to charted objects by distance and bearing and/or include latitude/longitude, as applicable)

CHART NUMBER COAST PILOT NUMBER and EDITION NUMBER

CHANGES TO EXISTING COAST PILOT TEXT

Give recommended revised language for the book. Identify affected text by page, paragraph(s), and line number(s). State the

source of the information if other than personal observation.

(Continue on plain paper)

NOAA Form 77-6 U.S DEPARTMENT OF COMMERCE

COAST PILOT REPORT

SUBMIT TO:

NATIONAL OCEAN SERVICE, NOAA (N/CS51)

1315 EAST-WEST HIGHWAY, STATION 6230

SILVER SPRING, MD 20910-3282

FAX: 301-713-9312

INTERNET: Coast.Pilot@noaa.gov

OMF Approval number 0648-0007 Expires 12/31/10
REQUEST FOR SURVEYS OR CHART CHANGE

List area for which surveys and/or changes in chart format, scale, or layout are needed. Include the name and geographic position of the area, the chart number of the largest scale chart that covers the area, and the reason for the request.

(Continue on plain paper)

ADDITIONAL INFORMATION FOR THE COAST PILOT

We are particularly interested in information about unusually strong current; prominent landmarks; objects which provide

particularly good radar return; sheltered anchorages (be explicit on direction of weather and type of bottom observed); drawbridge operation changes (e.g, drawbridge remains permanently in open position); changes in pilot pick-up points; changes in

radio frequencies monitored by pilots, marine exchanges, harbor masters, or drawbridges.

This information is required as part of NOAA's function to maintain marine nautical charts. The information obtained will be used to update the

Coast Pilot. Your response is voluntary and will be a matter of public record. Public reporting burden for this collection is estimated to average

thirty minutes per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data

needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this

collection of information, including suggestions for reducing this burden, to the National Ocean Service (N/CS51), 1315 East-West Highway, Silver Spring, MD 20910-3282; and to the Office of Management and Budget, Paperwork Reduction Project (0648-0007) Washington, DC 20503.
This record of your experience and observations when

traversing the coast, entering port, and/or navigating

inside waters will be used to update the Coast Pilot.

OBSERVER: NAME AND ADDRESS

TEL. (Daytime)

DATE OF OBSERVATION

DATE OF SUBMISSION

VESSEL NAME AND ADDRESS

GEOGRAPHIC LOCATION

(Refer to charted objects by distance and bearing and/or include latitude/longitude, as applicable)

CHART NUMBER COAST PILOT NUMBER and EDITION NUMBER

CHANGES TO EXISTING COAST PILOT TEXT

Give recommended revised language for the book. Identify affected text by page, paragraph(s), and line number(s). State the

source of the information if other than personal observation.

(Continue on plain paper)

NOAA Form 77-6 U.S DEPARTMENT OF COMMERCE

COAST PILOT REPORT

SUBMIT TO:

NATIONAL OCEAN SERVICE, NOAA (N/CS51)

1315 EAST-WEST HIGHWAY, STATION 6230

SILVER SPRING, MD 20910-3282

FAX: 301-713-9312

INTERNET: Coast.Pilot@noaa.gov

OMF Approval number 0648-0007 Expires 12/31/10
REQUEST FOR SURVEYS OR CHART CHANGE

List area for which surveys and/or changes in chart format, scale, or layout are needed. Include the name and geographic position of the area, the chart number of the largest scale chart that covers the area, and the reason for the request.

(Continue on plain paper)

ADDITIONAL INFORMATION FOR THE COAST PILOT

We are particularly interested in information about unusually strong current; prominent landmarks; objects which provide

particularly good radar return; sheltered anchorages (be explicit on direction of weather and type of bottom observed); drawbridge operation changes (e.g, drawbridge remains permanently in open position); changes in pilot pick-up points; changes in

radio frequencies monitored by pilots, marine exchanges, harbor masters, or drawbridges.

This information is required as part of NOAA's function to maintain marine nautical charts. The information obtained will be used to update the

Coast Pilot. Your response is voluntary and will be a matter of public record. Public reporting burden for this collection is estimated to average

thirty minutes per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data

needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this

collection of information, including suggestions for reducing this burden, to the National Ocean Service (N/CS51), 1315 East-West Highway, Silver Spring, MD 20910-3282; and to the Office of Management and Budget, Paperwork Reduction Project (0648-0007) Washington, DC 20503.
This record of your experience and observations when

traversing the coast, entering port, and/or navigating

inside waters will be used to update the Coast Pilot.

OBSERVER: NAME AND ADDRESS

TEL. (Daytime)

DATE OF OBSERVATION

DATE OF SUBMISSION

VESSEL NAME AND ADDRESS

GEOGRAPHIC LOCATION

(Refer to charted objects by distance and bearing and/or include latitude/longitude, as applicable)

CHART NUMBER COAST PILOT NUMBER and EDITION NUMBER

CHANGES TO EXISTING COAST PILOT TEXT

Give recommended revised language for the book. Identify affected text by page, paragraph(s), and line number(s). State the

source of the information if other than personal observation.

(Continue on plain paper)

NOAA Form 77-6 U.S DEPARTMENT OF COMMERCE

COAST PILOT REPORT

SUBMIT TO:

NATIONAL OCEAN SERVICE, NOAA (N/CS51)

1315 EAST-WEST HIGHWAY, STATION 6230

SILVER SPRING, MD 20910-3282

FAX: 301-713-9312

INTERNET: Coast.Pilot@noaa.gov

OMF Approval number 0648-0007 Expires 12/31/10
REQUEST FOR SURVEYS OR CHART CHANGE

List area for which surveys and/or changes in chart format, scale, or layout are needed. Include the name and geographic position of the area, the chart number of the largest scale chart that covers the area, and the reason for the request.

(Continue on plain paper)

ADDITIONAL INFORMATION FOR THE COAST PILOT

We are particularly interested in information about unusually strong current; prominent landmarks; objects which provide

particularly good radar return; sheltered anchorages (be explicit on direction of weather and type of bottom observed); drawbridge operation changes (e.g, drawbridge remains permanently in open position); changes in pilot pick-up points; changes in

radio frequencies monitored by pilots, marine exchanges, harbor masters, or drawbridges.

This information is required as part of NOAA's function to maintain marine nautical charts. The information obtained will be used to update the

Coast Pilot. Your response is voluntary and will be a matter of public record. Public reporting burden for this collection is estimated to average

thirty minutes per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data

needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this

collection of information, including suggestions for reducing this burden, to the National Ocean Service (N/CS51), 1315 East-West Highway, Silver Spring, MD 20910-3282; and to the Office of Management and Budget, Paperwork Reduction Project (0648-0007) Washington, DC 20503.