Coast

Pilot®

UNITED STATES

2009 (39th) Edition

This edition has been corrected through: 1st Coast Guard District Local Notice to

Mariners No. 09/09.

Changes 1 through 24 to the previous edition (38th Edition, 2008) have been entered into this edition.

Changes to this edition will be published in the National Geospatial–Intelligence

Agency (NGA) Notice to Mariners. The changes are also on the internet at

http://nauticalcharts.noaa.gov/nsd/cpdownload.htm.

Washington, DC

For sale by the National Ocean Service and its sales agents

U.S. Department of Commerce

Carlos M. Gutierrez, Secretary

National Oceanic and Atmospheric Administration (NOAA)

William J. Brennan, PH.D., Acting 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
II ■ Coast Pilot 1
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).

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 1, Atlantic Coast: Eastport, ME to Cape Cod, MA cancels the 38th 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 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, and differences

from the information published in the Coast Pilot or on the charts, so they may

be fully investigated and corrected. A Coast Pilot Report form is in the back of

this book, and a Marine Information Report form is 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 ■ Coast Pilot 1
■ 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 ■ Coast Pilot 1
Contents

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

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

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

Chapter 3 Eastport to Cape Cod · · · · · · · · · · · · · · · · · · · · · · · · · · · · 143

Chapter 4 Quoddy Narrows to Calais, Maine · · · · · · · · · · · · · · · · · · · · · 173

Chapter 5 Quoddy Narrows to Petit Manan Island, Maine · · · · · · · · · · · · · · 183

Chapter 6 Petit Manan Island to Jericho Bay, Maine · · · · · · · · · · · · · · · · · 201

Chapter 7 Jericho Bay to Penobscot Bay, Maine· · · · · · · · · · · · · · · · · · · · 229

Chapter 8 Muscongus Bay to Cape Elizabeth, Maine · · · · · · · · · · · · · · · · · · 271

Chapter 9 Cape Elizabeth, Maine to Cape Ann, Massachusetts · · · · · · · · · · · · 321

Chapter 10 Cape Ann to Boston Harbor, Massachusetts · · · · · · · · · · · · · · · · 361

Chapter 11 Boston Harbor and Approaches · · · · · · · · · · · · · · · · · · · · · · 379

Chapter 12 Minots Ledge to Provincetown, Massachusetts · · · · · · · · · · · · · · 399

Appendix A · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 417

Appendix B · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 425

Appendix C · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 443

INDEX · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 449

■ 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://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 ■ Coast Pilot 1
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://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 ■ Coast Pilot 1
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://www.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 ■ Coast Pilot 1

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 http:nauticalcharts.noaa.

gov/pod/POD.htm and http://www.oceangraphix.com.

Print on Demand charts are certified by NOAA for navigational use.

Caution in using small-scale charts

(54) 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.

(55) 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:

(56) 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.

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

for coastwise navigation outside of outlying reefs and

shoals.

(58) 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.

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

harbors, anchorage areas, and the smaller waterways.

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

waterways and miscellaneous small-craft areas.

U.S. Nautical Chart Numbering System

(61) 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

(62) 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

(63) 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.

(64) 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.

(65) 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.

(66) 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.

(67) 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.

(68) 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.

(69) 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

(70) 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.

(71) 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.)

(72) 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.

(73) 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.

(74) 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.

(75) 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.

(76) 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

(77) 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

(78) 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

(79) 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 ■ Coast Pilot 1
draft, unless the draft observation has been set on the

echo sounder.

(80) 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®)

(81) 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

(82) 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.

(83) 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.

(84) 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).

(85) 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.

(86) 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.

(87) 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.)

(88) 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

(89) 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.

(90) 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.

(91) 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

collides with any aid must report the fact promptly to

General Information ■ Chapter 1 ■ 9
the nearest Marine Safety Office or Marine Inspection

Office, U.S. Coast Guard.

Lights

(92) 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.

(93) 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.

(94) 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.)

(95) 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;

(96) 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.

(97) 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.

(98) Brilliant shore lights used for advertising and other

purposes, particularly those in densely populated areas,

make it difficult to identify a navigational light.

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

continuous light between flashes.

(100) 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.

(101) 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.

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

to alternately appear and disappear, and thus give a

false characteristic.

(103) 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.

(104) 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.

(105) 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.

(106) 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.

(107) 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.

(108) 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 ■ Coast Pilot 1
Articulated lights

(109) 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.

(110) Articulated lights are primarily designed to mark

narrow channels with greater precision than conventional buoys.

Daybeacons

(111) 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.

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

Articulated daybeacons

(113) Articulated daybeacons are similar to articulated

lights, described above, except they are unlighted.

Buoys

(114) 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.

(115) 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.

(116) 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.

(117) 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)

(118) 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.

(119) 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.

(120) 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

(121) 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.

(122) 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.

(123) 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.

(124) 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

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

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

(126) 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.

(127) 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

(128) 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.

(129) 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.

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

charts.

Uniform State Waterway Marking System

(131) 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.

(132) 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

(133) 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 ■ Coast Pilot 1
ELECTRONIC POSITIONING SYSTEMS

Global Positioning System (GPS)

(134) 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.

(135) Differential GPS (DGPS):

(136) 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

(137) 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.

(138) 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.

(139) 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.

(140) 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.

(141) 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.

(142) LORAN-C Charts and Publications

(143) Navigational charts overprinted with LORAN-C

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

(144) 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/h-book.htm

or purchased from the Government Printing Office, Washington, DC (see Appendix A for address).

DISTRESS: COMMUNICATION PROCEDURES

Coast Guard search and rescue operations

(145) 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.

(146) 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

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

other signaling method consisting of the group “SOS”

in Morse Code.

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

the spoken word “MAYDAY.”

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

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

or below it a ball or anything resembling a ball.

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

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

red light.

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

at a time at short intervals.

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

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

arms outstretched to each side.

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

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

(158) (12) The radiotelegraph alarm signal.

(159) (13) The radiotelephone alarm signal.

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

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

black square and circle or other appropriate symbol

(for identification from the air).

(162) (16) A dye marker.

Radio distress procedures

(163) 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.

(164) 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

(165) (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.

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

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

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

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

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

consists of:

(171) the distress signal MAYDAY;

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

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

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

(174) the nature of the distress;

(175) the kind of assistance desired;

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

any injured;

(177) present seaworthiness of vessel;

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

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

(179) any other information which might facilitate the

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

signal or a radar reflector;

(180) your listening frequency and schedule;

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

OVER.

(182) (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 ■ Coast Pilot 1
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:

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

(184) the words THIS IS;

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

(186) The words RECEIVED MAYDAY.

(187) 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:

(188) the word MAYDAY;

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

(190) the words THIS IS;

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

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

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

(194) (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.

(195) (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:

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

transmit the distress message.

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

further help is necessary.

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

been acknowledged.

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

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

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

(202) the words THIS IS;

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

spoken three times.

(204) 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.

(205) (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:

(206) the distress signal MAYDAY;

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

(208) the words THIS IS;

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

message;

(210) the time;

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

(212) the words SEELONCE FEENEE (French for silence

finished).

Optimize Radar Profile

(213) 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

(214) 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

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

taken by each ship on receipt of a distress message:

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

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

transmission of the distress message and maintain a

D/F watch on 2182 kHz;

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

ship in distress:

(219) (i) identity;

(220) (ii) position;

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

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

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

frequency used for the distress. This will normally be:

(224) (i) 2182 kHz (radiotelephone).

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

(226) (f) Operate radar continuously;

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

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

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

other assisting ships.

(230) (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.

(231) (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.

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

(233) (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;

(234) (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;

(235) (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;

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

boarding station;

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

medical assistance including the provision of stretchers;

(238) (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;

(239) (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

(240) 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,

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

(242) (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.

(243) (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.

(244) The following procedures performed by an aircraft

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

(245) (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.

(246) 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

(247) 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 ■ Coast Pilot 1
(248) 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:

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

which is able to transmit on radiotelephone on 2182

kHz.

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

(251) 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.

(252) 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.

(253) 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.

(254) 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.

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

of a ship, the ship should:

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

so required) transmit signals enabling the aircraft to

take its own bearings.

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

(258) (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.

(259) 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:

(260) (a) Wind direction and force.

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

secondary swell systems.

(262) (c) Other pertinent weather information.

(263) 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.

(264) 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.

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

left to the judgment of the master of the ship carrying

out the rescue operation.

(266) 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.

(267) 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.

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

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

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

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

by parachute?

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

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

ditching?

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

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

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

the aircraft prior to the accident?

(277) (j) What caused the emergency?

Helicopter evacuation of personnel

(278) 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

General Information ■ Chapter 1 ■ 17
doctor 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.

(279) When requesting helicopter assistance:

(280) (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.

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

information including whether or not the patient is

ambulatory.

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

diversion intentions so that a rendezvous point may be

selected.

(283) (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.

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

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

specified voice frequency, if possible. The helicopter

normally cannot operate CW.

(286) (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.

(287) (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.

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

crew in locating the ship and turn them off when the

helicopter is on the scene.

(289) (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.

(290) (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.

(291) Hoist operations:

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

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

(293) (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).

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

what medication, if any, was administered to him and

when it was administered.

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

the patient.

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

he is wearing a life jacket.

(297) (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.

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

(299) (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.

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

handling to avoid static shock.

(301) (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.

(302) (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.

(303) (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.

(304) (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.

(305) (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 ■ Coast Pilot 1
Medical advice and/or evacuation

(306) 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:

(307) Vessel’s name and call sign.

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

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

time of arrival (ETA).

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

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

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

(313) Any known history of similar illness.

(314) Location and type of pain.

(315) Medical supplies carried on board vessel.

(316) Medication given to patient.

(317) Weather.

(318) Communication schedule and frequency.

Coast Guard droppable, floatable pumps

(319) 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.

(320) Preparations for being towed by Coast Guard:

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

(322) (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.

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

Medical advice

(324) 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)

(325) 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. Detect- able by satellite anywhere

in the world. Recognized

by the Global Maritime

and Distress Safety Sys- tem (GMDSS).

Cat II 406/121.5 MHz Similar to Category I, ex- cept is manually acti- vated. (Some models are

also water activated).

(326) 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.

(327) 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
(328) 406 MHz emergency locating transmitters (ELTs)

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

(329) 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.

(330) 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.

(331) 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:

(332) Beacon Registration

(333) NOAA/NESDIS

(334) NSOF, E/SP3

(335) 4231 Suitland Road

(336) Suitland, MD 20746

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

(338) 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

(339) 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

(340) 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.

(341) 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

(342) 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

(343) 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.

(344) 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 ■ Coast Pilot 1
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 Singapore

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 Tromsoe, Norway 40 Florida, USA

12 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.

(345) 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.)

(346) 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.

(347) 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.

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

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

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

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

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

17203, 22567, and 22574.5 kHz.

(352) HF radiofacsimile broadcasts of weather and ice

charts are made on the following frequencies:

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

only) kHz.

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

12730, 17151.2 kHz.

National Standard Abbreviations for Broadcasts

(355) 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

(356) 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.

(357) 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

(358) 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.

(359) 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.

(360) 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 ■ Coast Pilot 1
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.

(361) 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.

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

and Pacific Oceans) and message content.

(363) 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.

(364) 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)

(365) 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

(366) 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

(367) 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

(368) 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.

(369) 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

(370) 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, Omega Navigation System status reports, geophysical alerts, BCD (binary coded

decimal) time code, UT1 time corrections, and high

seas storm information.

(371) 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.

(372) 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

(373) 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.

(374) 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.

(375) 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

24 ■ Chapter 1 ■ Coast Pilot 1
22-23, 1960, which originated off Southern Chile,

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.

(376) 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.

(377) 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.

(378) 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

(379) 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.

(380) 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.

(381) 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

(382) 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.

(383) 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.

(384) 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 ■ Coast Pilot 1

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

(385) 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.

(386) 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.

(387) 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.

(388) 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

(389) 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

(390) 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.

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

sewage, whether treated or untreated, is completely

prohibited.

(392) 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.)

(393) (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

(394) 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

(395) 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.

(396) 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.

(397) 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.

(398) 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.

(399) 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.

(400) 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).

(401) 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.

(402) 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

(403) 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
(404) 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.

(405) 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

(406) 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)

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

operations or exercises are hampered to a considerable

extent in their maneuvering powers.

(408) (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.

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

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

ball at the end of each fore yard.

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

black balls, and in a similar manner.

(412) (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.

(413) (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.

(414) (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

(415) (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.

(416) (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.

(417) (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.

(418) (j) General descriptions and approximate dimensions for towed mineclearance gear currently being

used in conjunction with helicopters are as follows:

(419) (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 ■ Coast Pilot 1
General Information ■ Chapter 1 ■ 29

meters and the maximum distance behind the helicopter is 600 meters.

(420) (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.

(421) (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.

(422) (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

(423) 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:

(424) (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.

(425) (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.

(426) (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.

(427) (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.

(428) 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.

(429) 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:

(430) Release of dye marker.

(431) Release of air bubble.

(432) Ejection of oil.

(433) Pounding on the hull.

(434) 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

(435) 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

(436) 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 ■ Coast Pilot 1

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.
General Information ■ Chapter 1 ■ 31

(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:

(437) (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;

(438) (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;

(439) (iii) when making way through the water, masthead lights, sidelights and a sternlight, in addition to

the lights prescribed in subparagraph (b)(i); and

(440) (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.

(441) 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.

(442) 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

(443) 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.

(444) 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.

(445) 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

(446) 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

(447) 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.

(448) 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.

(449) Navigation Rules, International-Inland, Rules 6, 7,

8, and 19 apply to the use of radar.

Danger signal

(450) 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

(451) 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

(452) 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,
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

(453) 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

(454) 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.

(455) 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.

(456) 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.

(457) 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)

(458) 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.

(459) 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 ■ Coast Pilot 1

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
(460) General principles for navigation in Traffic Separation Schemes are as follows:

(461) 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.

(462) 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.

(463) 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.

(464) 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.

(465) 5. The arrows printed on charts merely indicate the

general direction of traffic; ships should not set their

courses strictly along the arrows.

(466) 6. Vessels should, so far as practicable, keep clear of

a traffic separation line or separation zone.

(467) 7. Vessels should avoid anchoring in a traffic separation scheme or in the area near its termination.

(468) 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.

(469) 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.

(470) 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.

(471) 10. The IMO approved routing measures which affect shipping in or near U.S. waters are:

(472) In the Approaches to Portland, Maine

(473) In the Approaches to Boston, Massachusetts

(474) In the Approaches to Narragansett Bay, Rhode Island and Buzzards Bay, Massachusetts

(475) Off New York

(476) Off Delaware Bay

(477) In the Approaches to Chesapeake Bay

(478) In the Approaches to Cape Fear River

(479) In the Approaches to Galveston Bay

(480) Off San Francisco

(481) In the Santa Barbara Channel

(482) In the Approaches to Los Angeles-Long Beach

(483) In the Strait of Juan de Fuca

(484) In Puget Sound and its Approaches

(485) In Prince William Sound, Alaska

(486) 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.

Territorial Sea

(487) The 12 nautical mile territorial sea was established

by Presidential Proclamation 5928, December 27,

1988, and is also the outer limit of the U.S. contiguous

zone for the application of domestic law.The 3 nautical

mile line (charted), previously identified as the outer

limit of the territorial sea, is retained because the proclamation states that it does not alter existing State or

Federal law. The 9 nautical mile natural resources

boundary off Texas, the Gulf coast of Florida, and

Puerto Rico, and the 3 nautical mile line elsewhere remain the inner boundary of the Federal fisheries jurisdiction and limit of states’ jurisdiction under the

Submerged Lands Act (P.L. 83-31; 67 Stat. 29, March

22, 1953). These maritime limits are subject to modification, as represented on future charts. The lines

shown on the most recent chart edition take precedence.

Exclusive Economic Zone of the United States

(488) Established by a Presidential Proclamation on

March 10, 1983, the Exclusive Economic Zone (EEZ) of

the United States is a zone contiguous to the territorial

sea, including zones contiguous to the territorial sea

of the United States, the Commonwealth of Puerto

Rico, the Commonwealth of the Northern Mariana Islands (to the extent consistent with the Covenant and

General Information ■ Chapter 1 ■ 33
the United Nations Trusteeship Agreement), and

United States overseas territories and possessions.

The EEZ extends to a distance 200 nautical miles

from the baseline from which the breadth of the territorial sea is measured. In cases where the maritime

boundary with a neighboring state remains to be determined, the boundary of the EEZ shall be determined by

the United States and other state concerned in accordance with equitable principles.

(489) Within the EEZ, the United States has asserted, to

the extent permitted by international law, (a) sovereign

rights for the purpose of exploring, exploiting, conserving and managing natural resources, both living and

nonliving, of the seabed and subsoil and the

superjacent waters and with regard to other activities

for the economic exploitation and exploration of the

zone, such as the production of energy from the water,

currents and winds; and (b) jurisdiction with regard to

the establishment and use of artificial islands, and installations and structures having economic purposes,

and the protection and preservation of the marine environment.

(490) Without prejudice to the sovereign rights and jurisdiction of the United States, the EEZ remains an area

beyond the territory and territorial sea of the United

States in which all states enjoy the high seas freedoms

of navigation, overflight, the laying of submarine cables

and pipelines, and other internationally lawful uses of

the sea.

(491) This Proclamation does not change existing U.S.

policies concerning the continental shelf, marine

mammals and fisheries, including highly migratory

species of tuna that are not subject to U.S. jurisdiction

and require international agreements for effective

management.

(492) The United States will exercise these sovereign

rights and jurisdiction in accordance with the rules of

international law.

(493) The seaward limit of the EEZ is shown on the nautical chart as a line interspersed periodically with

EXCLUSIVE ECONOMIC ZONE. The EEZ boundary is

coincidental with that of the Fishery Conservation

Zone. (See Fishery Conservation Zone, and territorial

sea, this chapter.)

U.S. Fishery Conservation Zone (FCZ)

(494) The United States exercises exclusive fishery management authority over all species of fish, except tuna,

within the fishery conservation zone, whose seaward

boundary is 200 miles from the baseline from which

the U.S. territorial sea is measured; all anadromous

species which spawn in the United States throughout

their migratory range beyond the fishery conservation

zone, except within a foreign country’s equivalent

fishery zone as recognized by the United States; all U.S.

Continental Shelf fishery resources beyond the fishery

conservation zone. Such resources include American

lobster and species of coral, crab, abalone, conch, clam,

and sponge, among others.

(495) No foreign vessel may fish, aid, or assist vessels at

sea in the performance of any activity relating to fishing including, but not limited to, preparation, supply,

storage, refrigeration, transportation, or processing,

within the fishery conservation zone, or fish for anadromous species of the United States or Continental

Shelf fishery resources without a permit issued in accordance with U.S. law. These permits may only be issued to vessels from countries recognizing the

exclusive fishery management authority of the United

States in an international agreement. The owners or

operators of foreign vessels desiring to engage in fishing off U.S. coastal waters should ascertain their eligibility from their own flag state authorities. Failure to

obtain a permit prior to fishing, or failure to comply

with the conditions and restrictions established in the

permit may subject both vessel and its owners or operators to administrative, civil, and criminal penalties.

(Further details concerning foreign fishing are given in

50 CFR 611.)

(496) Reports of foreign fishing activity within the fishery conservation zone should be made to the U.S. Coast

Guard. Immediate reports are particularly desired, but

later reports by any means also have value. Reports

should include the activity observed, the position, and

as much identifying information (name, number,

homeport, type, flag, color, size, shape, etc.) about the

foreign vessel as possible, and the reporting party’s

name and address or telephone number.

(497) An article similar to the above is carried annually

in NGA Notice to Mariners No. 1.

(498) The seaward limit of the FCZ is shown on the nautical chart as a line interspersed periodically with a symbol of a fish. The FCZ boundary is coincidental with

that of the Exclusive Economic Zone. (See Exclusive

Economic Zone and territorial sea, this chapter.)

Marine Protected Areas (MPAs)

(499) 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.

34 ■ Chapter 1 ■ Coast Pilot 1
General Information ■ Chapter 1 ■ 35

(500) 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.

(501) 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

(502) 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.

(503) 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)

(504) 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.

(505) 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)

(506) 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.)

(507) 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.

(508) 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.

(509) 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.

(510) Water level, tides, and current observations and

predictions are available on the Internet at

http://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.

(511) 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.

(512) There are PORTS systems in 18 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, Port of, 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

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

(513) 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–

(514) ProStar Publications

(515) (http://www.prostarpublications.com)

(516) International Marine Division of McGraw Hill

(517) (http://books.mcgraw-hill.com).

(518) 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.

(519) Tidal Current Charts are not being maintained or

reprinted by NOAA.

National Weather Service (NWS)

National Data Buoy Center Meteorological Buoys

(520) 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.

(521) 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.

(522) 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.

(523) For further information relating to these buoys

consult the NDBC home page (http://seaboard.ndbc.

noaa.gov).

Marine Weather Forecasts

(524) 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.)

(525) 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

36 ■ Chapter 1 ■ Coast Pilot 1
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://weather.gov/om/marine/home.htm.)

(526) 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.)

(527) 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.

(528) 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.

(529) 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.

(530) 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)

(531) The Space Environment Center disseminates space

weather alerts and forecasts (information concerning

solar activity, radio propagation, etc.).

(532) For general information, see Appendix A for address and phone number.

National Environmental Satellite, Data, and

Information Service (NESDIS)

(533) 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.

General Information ■ Chapter 1 ■ 37
DEPARTMENT OF DEFENSE

National Geospatial-Intelligence Agency (NGA)

(534) 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)

(535) 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.

(536) 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.

(537) 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.)

(538) 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.

(539) 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

(540) 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)

(541) 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

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.

(542) 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, D.C.

20204. Current status of watering points can be ascertained by contacting any FDA office. (See Appendix A

for addresses.)

Public Health Service

(543) The Public Health Service administers foreign

quarantine procedures at U.S. ports of entry.

38 ■ Chapter 1 ■ Coast Pilot 1
(544) 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.

(545) 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.

(546) Ill person means person who:

(547) 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

(548) 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.

(549) 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.

(550) 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

(551) 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.

(552) 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

(553) 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.

(554) 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.

General Information ■ Chapter 1 ■ 39
(555) 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.

(556) 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.

(557) 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.

(558) 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.

(559) 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 District Offices,

Marine Safety Offices, Marine Inspection Offices, and

Captain of the Port Offices in major U.S. ports. Requests for instructions should state the language desired if other than English.

(560) 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.)

(561) 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.

(562) Details of the above procedures are contained in

the AMVER Users Manual. The system is also published

in NGA Pub. 117.

(563) 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, D.C.

20593-0001. Other flag vessels may purchase MERSAR

directly from IMO.

(564) 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.)

(565) 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 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

(566) The U.S. Customs and Border Protection administers certain laws relating to:

40 ■ Chapter 1 ■ Coast Pilot 1
General Information ■ Chapter 1 ■ 41

(567) • entry and clearance of vessels and permits for

certain vessel movements between points in the United

States

(568) • prohibitions against coastwise transportation of

passengers and merchandise

(569) • salvage

(570) • dredging and towing by foreign vessels

(571) • certain activities of vessels in the fishing trade

(572) • regular and special tonnage taxes on vessels

(573) • landing and delivery of foreign merchandise (including unlading, appraisement, lighterage, drayage,

warehousing, and shipment in bond)

(574) • collection of customs duties, including duty on

imported pleasure boats and yachts and 50% duty on

foreign repairs to American vessels engaged in trade

(575) • customs treatment of sea and ship's stores while

in port and the baggage of crewmen and passengers

(576) • illegally imported merchandise

(577) • remission of penalties or forfeiture if customs or

navigation laws have been violated.

(578) 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.

(579) 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

(580) 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)

(581) 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.).

(582) 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.

(583) 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.)

(584) 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.)

(585) 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.

(586) 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
42 ■ Chapter 1 ■ Coast Pilot 1

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)

(587) 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, D.C.

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 164–Navigation Safety Regulations (in part)

(13) Part 165–Regulated Navigation Areas and Limited

Access Areas

(14) Part 169–Mandatory Ship Reporting Systems

(15) Part 207–Navigation Regulations]

(16) Part 334–Danger Zones and Restricted Area Regulations

Title 40 (40 CFR): Protection of Environment

(17) Part 140–Marine Sanitation Device Standard

Title 46 (46 CFR): Shipping

(18) Part 15–Manning Requirements

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 Ocean and Atmospheric Administration:

(15 CFR 922):

(24) U.S. Coast Guard: (33 CFR 26, 80, 110, 117, 157,

160, 161, 164, 165, and 169);

(25) U.S. Army Corps of Engineers : (33 CFR 207 and

334);

(26) 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.

(27) 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.

(28) (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.

(29) (b) The goals of the Program are to carry out the

mission to:

(30) (1) Identify and designate as National Marine Sanctuaries areas of the marine environment which are of

special national significance;

(31) (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;

(32) (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:

(33) (4) Enhance public awareness, understanding, appreciation, and wise use of the marine environment;

(34) (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;

(35) (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;

(36) (7) Create models of, and incentives for, ways to

conserve and manage these areas;

(37) (8) Cooperate with global programs encouraging

conservation of marine resources; and

(38) (9) Maintain, restore, and enhance living resources

by providing places for species that depend upon these

marine areas to survive and propagate.

(39) (c) To the extent consistent with the policies set

forth in the Act, in carrying out the Program’s mission

and goals:

(40) (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;

(41) (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;

(42) (d) Management efforts will be coordinated to the

extent practicable with other countries managing marine protected areas;

(43) (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.

(44) 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.

(45) 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.

(46) Assistant Administrator means the Assistant Administrator for Ocean Services and Coastal Zone

Management, National Oceanic and Atmospheric Administration (NOAA), or designee.

(47) 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.

(48) Commercial fishing means any activity that results

in the sale or trade for intended profit of fish, shellfish,

algae, or corals.

(49) 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 ■ Coast Pilot 1
(50) Cultural resources means any historical or cultural feature, including archaeological sites, historic

structures, shipwrecks, and artifacts.

(51) Director means, except where otherwise specified,

the Director of the Office of Ocean and Coastal Resource Management, NOAA, or designee.

(52) Exclusive economic zone means the exclusive economic zone as defined in the Magnuson Fishery Conservation and Management Act, 16 U.S. 1801 et seq.

(53) Fish wastes means waste materials resulting from

commercial fish processing operations.

(54) Historical resource means a resource possessing

historical, cultural, archaeological or paleontological

significance, including sites, 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.

(55) Indian tribe means any American Indian tribe,

band, group, or community recognized as such by the

Secretary of the Interior.

(56) 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.

(57) Lightering means at-sea transfer of petroleum-based products, materials or other matter from

vessel to vessel.

(58) 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.

(59) Mineral means clay, stone, sand, gravel, metalliferous ore, non-metalliferous ore, or any other solid material or other matter of commercial value.

(60) 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).

(61) 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.

(62) 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.

(63) 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.

(64) 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.

(65) 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.

(66) Secretary means the Secretary of the United States

Department of Commerce, or designee.

(67) Shunt means to discharge expended drilling cuttings and fluids near the ocean seafloor.

(68) 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.

(69) 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.

(70) 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.

(71) Take or taking means:

(72) (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;

(73) (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
(74) 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.

(75) 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.

(76) 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.

(77) 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:

(78) (a) Generally recognized principles of international law;

(79) (b) An agreement between the United States and

the foreign state of which the person is a citizen; or

(80) (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.

(81) (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.

(82) (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.

(83) 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 Estuarine Research Reserve System.

Subpart E–Regulations of General

Applicability

§922.40 Purpose.

(84) The purpose of the regulations in this subpart and

in subparts F through R 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.

(85) The boundary for each of the thirteen National Marine Sanctuaries covered by this part is described in

subparts F through R of this part, respectively.

§922.42 Allowed activities.

(86) 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), or §922.165, 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

46 ■ Chapter 2 ■ Coast Pilot 1
only directly regulate fishing activities pursuant to the

procedure set forth in section 304(a)(5) of the NMSA.

§922.43 Prohibited or otherwise regulated

activities.

(87) Subparts F through R of set forth site-specific regulations applicable to the activities specified therein.

§922.44 Emergency regulations.

(88) 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. The provisions of this section do not apply

to the Cordell Bank, Florida Keys, Hawaiian Islands

Humpback Whale, and Thunder Bay National Marine

Sanctuaries. See §§922.111(c), 922.165, 922.186,

922.196, respectively, for the authority to issue emergency regulations with respect to those sanctuaries.

§922.45 Penalties.

(89) (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.

(90) (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.

(91) 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.

(92) (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.

(93) (b) The prohibitions listed in subparts F through P,

and subpart R 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 this part 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

purpose for which the Sanctuary was designated.

§922.48 National Marine Sanctuary

permits-application procedures and issuance

criteria.

(94) (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 under §922.195.

(95) (b) Applications for permits to conduct activities

otherwise prohibited by subpart 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:

(96) (1) A detailed description of the proposed activity

including a timetable for completion:

(97) (2) The equipment, personnel and methodology to

be employed;

(98) (3) The qualifications and experience of all personnel;

(99) (4) The potential effects of the activity, if any, on

Sanctuary resources and qualities; and

(100) (5) Copies of all other required licenses, permits,

approvals or other authorizations.

Navigation Regulations ■ Chapter 2 ■ 47
(101) (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.

(102) (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 a minimum, the conditions set

forth in the relevant subpart.

(103) (e) A permit granted pursuant to this section is

nontransferable.

(104) (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.

(105) (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:

(106) (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 of 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;

(107) (2) The applicant complies with the other provisions of this §922.49;

(108) (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

(109) (4) The applicant complies with any terms and conditions the Director deems reasonably necessary to

protect Sanctuary resources and qualities.

(110) (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 subparts L through P, or subpart R, as appropriate.

(111) (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.

(112) (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.

(113) (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.

(114) (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.

(115) (g) Any time limit prescribed in or established under this §922.49 may be extend by the Director for good

cause.

(116) (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.

(117) (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 ■ Coast Pilot 1
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:

(118) (i) The granting, denial, conditioning, amendment,

suspension or revocation by the Director of a National

Marine Sanctuary or Special Use permit;

(119) (ii) The conditioning, amendment, suspension or

revocation of a certification under §922.47; or

(120) (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.

(121) (2) For those National Marine Sanctuaries described in subparts F through K, any interested person

may also appeal the same actions described §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.

(122) (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.

(123) (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 request 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.

(124) (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.

(125) (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.

(126) (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 N–Stellwagen Bank National

Marine Sanctuary

§922.140 Boundary

(127) (a) The Stellwagen Bank National Marine Sanctuary (Sanctuary) consists of an area of approximately

638 square nautical miles (NM) of Federal marine waters and the submerged lands thereunder, over and

around Stellwagen Bank and other submerged features

off the coast of Massachusetts. The boundary encompasses the entirety of Stellwagen Bank; Tillies Bank, to

the northeast of Stellwagen Bank; and portions of

Jefferys Ledge, to the north of Stellwagen Bank.

(128) (b) The Sanctuary boundary is identified by the following coordinates, indicating the most northeast,

southeast, southwest, west-northwest, and northnorthwest points:

(129) 42°45'59.83"N., 70°13'01.77"W. (NE);

(130) 42°05'35.51"N., 70°02'08.14"W. (SE);

(131) 42°07'44.89"N., 70°28'15.44"W. (SW);

(132) 42°32'53.52"N., 70°35'52.38"W. (WNW); and

(133) 42°39'04.08"N., 70°30'11.29"W. (NNW).

(134) The western border is formed by a straight line connecting the most southwest and the west-northwest

points of the Sanctuary. At the most west-northwest

point, the Sanctuary border follows a line contiguous

with the three-mile jurisdictional boundary of Massachusetts to the most north-northwest point. From this

point, the northern border is formed by a straight line

connecting the most north-northwest point and the

most northeast point. The eastern border is formed by a

straight line connecting the most northeast and the

Navigation Regulations ■ Chapter 2 ■ 49
50 ■ Chapter 2 ■ Coast Pilot 1

APPENDIX A TO SUBPART N OF PART 922—STELLWAGEN BANK

NATIONAL MARINE SANCTUARY BOUNDARY COORDINATES

(Appendix Based on North American Datum of 1927)

Pt. Latitude Longitude

Loran

9960W 9960X

E1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°45'59.83" 70°13'01.77" 13,607.19 25,728.57

E2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°05'35.51" 70°02'08.14" 13,753.39 25,401.78

E3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°06'18.25" 70°03'17.55" 13,756.72 25,412.46

E4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°06'29.53" 70°04'03.36" 13,760.30 25,417.53

E5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°07'02.70" 70°05'13.61" 13,764.52 25,427.27

E6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°07'13.80" 70°06'23.75" 13,770.54 25,434.45

E7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°07'35.95" 70°07'27.89" 13,775.08 25,442.51

E8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°07'42.33" 70°08'26.07" 13,780.35 25,448.27

E9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°07'59.94" 70°09'19.78" 13,784.84 25,455.02

E10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°08'04.95" 70°10'24.40" 13,790.27 25,461.28

E11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°07'55.19" 70°11'47.67" 13,799.38 25,467.56

E12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°07'59.84" 70°13'03.35" 13,806.58 25,474.95

E13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°07'46.55" 70°14'21.91" 13,815.52 25,480.62

E14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°07'27.29" 70°15'22.95" 13,823.21 25,484.05

E15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°06'54.57" 70°16'42.71" 13,833.88 25,487.79

E16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°07'44.89" 70°28'15.44" 13,900.14 25,563.22

E17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°32'53.52" 70°35'52.38" 13,821.60 25,773.51

E18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°33'30.24" 70°35'14.96" 13,814.43 25,773.54

E19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°33'48.14" 70°35'03.81" 13,811.68 25,774.28

E20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°34'30.45" 70°34'22.98" 13,803.64 25,774.59

E21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°34'50.37" 70°33'21.93" 13,795.43 25,770.55

E22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°35'16.08" 70°32'32.29" 13,787.92 25,768.31

E23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°35'41.80" 70°31'44.20" 13,780.57 25,766.25

E24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°36'23.08" 70°30'58.98" 13,772.14 25,766.14

E25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°37'15.51" 70°30'23.01" 13,763.69 25,768.12

E26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°37'58.88" 70°30'06.60" 13,758.09 25,771.07

E27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°38'32.46" 70°30'06.54" 13,755.07 25,774.58

E28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42°39'04.08" 70°30'11.29" 13,752.75 25,778.35
most southeast points of the Sanctuary. The southern

border follows a straight line between the most southwest point and a point located at 42°06'54.57"N.,

70°16'42.7"W. From that point, the southern border

then continues in a west-to-east direction along a line

contiguous with the three-mile jurisdictional boundary of Massachusetts until reaching the most southeast

point of the Sanctuary. The boundary coordinates are

listed in appendix A to this subpart.

§922.141 Definitions.

(135) In addition to those definitions found at §922.3, the

following definitions apply to this subpart:

(136) Industrial material means mineral, as defined in

§922.3.

(137) Traditional fishing means those commercial or

recreational fishing methods which have been conducted in the past within the Sanctuary.

§922.142 Prohibited or otherwise regulated

activities.

(138) (a) Except as specified in paragraphs (b) through (f)

of this section, the following activities are prohibited

and thus are unlawful for any person to conduct or

cause to be conducted:

(139) (1)(i) Discharging or depositing, from within the

boundary of the Sanctuary, any material or other matter except:

(140) (A) Fish, fish parts, chumming materials or bait

used in or resulting from traditional fishing operations

in the Sanctuary;

(141) (B) Biodegradable effluent incidental to vessel use

and generated by marine sanitation devices approved in

accordance with Section 312 of the Federal Water Pollution Control Act, as amended, (FWPCA), 33 U.S.C.

1322 et seq.;

(142) (C) Water generated by routine vessel operations

(e.g. cooling water, deck wash down and graywater as

defined by Section 312 of the FWPCA) excluding oily

wastes from bilge pumping; or

(143) (D) Engine exhaust;

(144) (ii) Discharging or depositing, from beyond the

boundary of the Sanctuary, any material or other matter, except those listed in paragraphs (a)(1)(i)(A)

through (D) of this section, that subsequently enters

the Sanctuary and injures as Sanctuary resource or

quality.

(145) (2) Exploring for, developing or producing industrial materials within the Sanctuary.

(146) (3) Drilling into, dredging or otherwise altering the

seabed of the Sanctuary; or constructing, placing or

abandoning any structure, material or other matter on

the seabed of the Sanctuary, except as incidental result

of:

(147) (i) Anchoring vessels;

(148) (ii) Traditional fishing operations; or

(149) (iii) Installation of navigation aids.

(150) (4) Moving, removing or injuring, or attempting to

move, remove or injure, a Sanctuary historical resource. This prohibition does not apply to moving, removing or injury resulting incidentally from

traditional fishing operations.

(151) (5) Taking any marine reptile, marine mammal or

seabird in or above the Sanctuary, except as permitted

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.

(152) (6) Lightering in the Sanctuary.

(153) (7) Possessing within the Sanctuary (regardless of

where taken, moved or removed from), except as necessary for valid law enforcement purposes, any historical

resource, or any marine mammal, marine reptile or

seabird taken in violation of the MMPA, ESA or MBTA.

(154) (8) Interfering with, obstructing, delaying or preventing an investigation, search, seizure or disposition

of seized property in connection with enforcement of

the Act or any regulation or permit issued under the

Act.

(155) (b) The prohibitions in paragraphs (a)(1), (3)

through (8) of this section do not apply to any activity

necessary to respond to an emergency threatening life,

property or the environment.

(156) (c)(1)(i) All Department of Defense military activities shall be carried out in a manner that avoids to the

maximum extent practicable any adverse impacts on

Sanctuary resources and qualities.

(157) (ii) Department of Defense military activities may

be exempted from the prohibitions in paragraphs (a)(1)

and (3) through (7) of this section by the Director after

consultation between the Director and the Department

of Defense.

(158) (iii) If it is determined that an activity may be carried out, such activity shall be carried out in a manner

that avoids to the maximum extent practicable any adverse impact on Sanctuary resources and qualities.

Civil engineering and other civil works projects conducted by the U.S. Army Corps of Engineers are excluded from the scope of this paragraph (c).

(159) (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 Department of Defense shall

promptly coordinate with the Director for the purpose

of taking appropriate actions to respond to and

Navigation Regulations ■ Chapter 2 ■ 51
mitigate the harm and, if possible, restore or replace

the Sanctuary resource or quality.

(160) (d) The prohibitions in paragraphs (a)(1) and (3)

through (7) of this section do not apply to any activity

executed in accordance with the scope, purpose, terms

and conditions of a National Marine Sanctuary permit

issued pursuant to §922.48 and §922.143 or a Special

Use permit issued pursuant to Section 310 of the Act.

(161) (e) The prohibitions in paragraphs (a)(1) and (3)

through (7) of this section do not apply to any activity

authorized by any lease, permit, license, approval or

other authorization issued after the effective date of

Sanctuary designation (November 4, 1992) and issued

by any Federal, State or local authority of competent

jurisdiction, provided that the applicant complies with

§922.49, 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 necessary

to protect Sanctuary resources and qualifies. Amendments, renewals and extensions of authorizations in

existence on the effective date designation constitute

authorizations issued after the effective date.

(162) (f) Notwithstanding paragraphs (d) and (e) of this

section, in no event may the Director issue a permit under §922.48 and §922.143, or under section 310 of the

act, authorizing, otherwise approving, the exploration

for, development or production of industrial materials

within the Sanctuary, or the disposal of dredged materials within the Sanctuary (except by certification, pursuant to §922.47, of valid authorizations in existence

on November 4, 1992) and any leases, licenses, permits,

approvals or other authorizations authorizing the exploration, for development or production of industrial

materials in the Sanctuary issued by other authorities

after November 4, 1992, shall be invalid.

§922.143 Permit procedures and criteria.

(163) (a) A person may conduct an activity prohibited by

§922.142 (a)(1) and (3) through (7) if conducted in accordance with scope, purpose, manner, terms and conditions of a permit issued under this section and

§922.48.

(164) (b) Applications for such permits should be addressed to the Director, Office of Ocean and Coastal Resource Management, ATTN: Manager, Stellwagen Bank

National Marine Sanctuary, 14 Union Street, Plymouth, MA 02360.

(165) (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 §922.142(a)(1) and (3) through (7), if the Director finds that the activity will have only negligible

short-term adverse effects on Sanctuary resources and

qualities and will: further research related to Sanctuary resources and qualities; further the educational,

natural or historical resource value of the Sanctuary;

further salvage or recovery operations in or near the

Sanctuary in connection with a recent air or marine casualty; or assist in managing the Sanctuary. In deciding

whether to issue a permit, the Director may consider

such factors as: the professional qualifications and financial ability of the applicant as related to the proposed activity; the duration of the activity and the

duration of its effects; the appropriateness of the methods and procedures proposed by the applicant for the

conduct of the activity; the extent to which the conduct

of the activity may diminish or enhance Sanctuary resources and qualities; the cumulative effects of the activity; and the end value of the activity. In addition, the

Director may consider such other factors as he or she

deems appropriate.

(166) (d) 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.

(167) (e) The Director may, 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.

(168) (f) 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 an/or

that the permit holder submit one or more reports on

the status, progress or results of any activity authorized

by the permit.

TITLE 33–NAVIGATION AND NAVIGABLE

WATERS

Part 26–Vessel Bridge-to-Bridge

Radiotelephone Regulations

§26.01 Purpose

(169) (a) The purpose of this part is to implement the

provisions of the Vessel Bridge-to-Bridge Radiotelephone Act. This part–

(170) (1) Requires the use of the vessel bridge-to-bridge

radiotelephone;

(171) (2) Provides the Coast Guard’s interpretation of the

meaning of important terms in the Act;

(172) (3) Prescribes the procedures for applying for an

exemption from the Act and the regulations issued under the Act and a listing of exemptions.

(173) (b) Nothing in this part relieves any person from

the obligation of complying with the rules of the road

and the applicable pilot rules.

52 ■ Chapter 2 ■ Coast Pilot 1
§26.02 Definitions.

(174) For the purpose of this part and interpreting the

Act–

(175) Secretary means the Secretary of the Department

in which the Coast Guard is operating:

(176) Act means the “Vessel Bridge-to-Bridge Radiotelephone Act”, 33 U.S.C. sections 1201–1208;

(177) Length is measured from end to end over the deck

excluding sheer;

(178) Power-driven vessel means any vessel propelled by

machinery; and

(179) Towing vessel means any commercial vessel engaged in towing another vessel astern, alongside, or by

pushing ahead.

(180) 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.

(181) 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.

(182) 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.

§26.03 Radiotelephone required.

(183) (a) Unless an exemption is granted under §26.09

and except as provided in paragraph (a)(4) of this section, this part applies to:

(184) (1) Every power-driven vessel of 20 meters or over

in length while navigating;

(185) (2) Every vessel of 100 gross tons and upward carrying one or more passengers for hire while navigating;

(186) (3) Every towing vessel of 26 feet or over in length

while navigating; and

(187) (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.

(188) (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.

(189) (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.

(190) (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).

(191) (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):

(192) (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;

(193) (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 the Inner Harbor Navigation Canal; and

(194) (3) The full length of the Inner Harbor Navigation

Canal from its junction with the Mississippi River to

that canal’s entry to Lake Pontchartrain at the New

Seabrook vehicular bridge.

(195) (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).

(196) 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.

(197) (a) No person may use the frequency designated by

the Federal Communications Commission under section 8 of the Act, 33 U.S.C. section 1207(a), to transmit

any information other than information necessary for

the safe navigation of vessels or necessary tests.

(198) (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.

Navigation Regulations ■ Chapter 2 ■ 53
(199) (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.

(200) (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.

(201) (e) On those navigable waters of the United States

within a VTS area, the designated VTS frequency is an

additional designated frequency required to be monitored in accordance with §26.05.

§26.05 Use of radiotelephone.

(202) 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 portable radiotelephone equipment to satisfy the requirements of this act.

§26.06 Maintenance of radiotelephone; failure of

radiotelephone.

(203) Section 6 of the Act states–(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.

(204) No person may use the services 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.

(205) (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.

(206) (b) Any person may petition for an exemption from

any provision of the Act or this part;

(207) (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:

(208) (1) The provisions of the Act or this part from

which an exemption is requested; and

(209) (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.

(210) (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.

(211) (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 Bridgeto-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 License

(212) 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

license revoked or suspended for a term to be fixed by

the judge before whom tried and convicted.

54 ■ Chapter 2 ■ Coast Pilot 1
§70.05-20 Report Required

(213) 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.

(214) (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.

(215) (b) The waters inside of the lines are Inland Rules

Waters. The waters outside the lines are COLREGS Waters.

(216) (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.

§80.105 Calais, Maine to Cape Small, Maine.

(217) The 72 COLREGS shall apply on the harbors, bays,

and inlets on the east coast of Maine from International

Bridge at Calais, ME to the southwesternmost extremity of Bald Head at Cape Small.

§80.110 Casco Bay, Maine.

(218) (a) A line drawn from the southwesternmost extremity of Bald Head at Cape Small to the

southeasternmost extremity of Ragged Island; thence

to the southern tangent of Jaquish Island thence to Little Mark Island Monument Light; thence to the northernmost extremity of Jewell Island.

(219) (b) A line drawn from the tower on Jewell Island

charted in approximate position latitude 43°40.6'N.

longitude 70°05.9'W. to the northeasternmost extremity of Outer Green Island.

(220) (c) A line drawn from the southwesternmost extremity of Outer Green Island to Ram Island Ledge

Light; thence to Portland Head Light.

§80.115 Portland Head, Maine to Cape Ann, Mass

(221) (a) Except inside lines specifically described in this

section, the 72 COLREGS shall apply on the harbors,

bays, and inlets on the east coast of Maine, New Hampshire, and Massachusetts from Portland Head to Halibut Point at Cape Ann.

(222) (b) A line drawn from the southernmost tower on

Gerrish Island charted in approximate position latitude

43°04.0'N. longitude 70°41.2'W. to Whaleback Light;

thence to Jaffrey Point Light 2A; thence to the

northeasternmost extremity of Frost Point.

(223) (c) A line drawn from the northernmost extremity

of Farm Point to Annisquam Harbor Light.

§80.120 Cape Ann, Mass. to Marblehead Neck,

Mass.

(224) (a) Except inside lines specifically described in this

section, the 72 COLREGS shall apply on the harbors,

bays and inlets on the east coast of Massachusetts from

Halibut Point at Cape Ann to Marblehead Neck.

(225) (b) A line drawn from Gloucester Harbor Breakwater Light to the twin towers charted in approximate position latitude 42°35.1'N. longitude 70°41.6'W.

(226) (c) A line drawn from the westernmost extremity of

Gales Point to the easternmost extremity of House Island; thence to Bakers Island Light; thence to

Marblehead Light.

§80.125 Marblehead Neck, Mass. to Nahant, Mass.

(227) The 72 COLREGS apply on the harbors, bays, and

inlets on the east coast of Massachusetts from

Marblehead Neck to the easternmost tower at Nahant,

charted in approximate position latitude 42°25.4'N.,

longitude 70°54.6'W.

§80.130 Boston Harbor entrance.

(228) A line drawn from the easternmost tower at

Nahant, charted in approximate position latitude

42°25.4'N., longitude 70°54.6'W., to Boston Lighted

Horn Buoy “B”; thence to the easternmost radio tower

at Hull, charted in approximate position latitude

42°16.7'N., longitude 70°52.6'W.

§80.135 Hull, Mass. to Race Point, Mass.

(229) (a) Except inside lines described in this section, the

72 COLREGS apply on the harbors, bays, and inlets on

the east coast of Massachusetts from the easternmost

radio tower at Hull, charted in approximate position

latitude 42°16.7'N., longitude 70°52.6'W., to Race Point

on Cape Cod.

Navigation Regulations ■ Chapter 2 ■ 55
(230) (b) A line drawn from Canal Breakwater Light 4

south to the shoreline.

Part 110–Anchorage Regulations

§110.1 General.

(231) (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).

(232) (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).

(233) (c) All bearings in the part are referred to true meridian.

(234) (d) 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 appropriate corrections that are published on the particular

map or chart being used.

Subpart A–Special Anchorage Areas

§110.4 Penobscot Bay, Maine.

(235) (a) Rockland Harbor. Beginning at a point bearing

244°, 1,715 yards, from Rockland Breakwater Light;

thence 260°, 490 yards, to a point bearing 248° from

Rockland Breakwater Light; thence 350°, 580 yards, to

a point bearing 263° from Rockland Breakwater Light;

thence 83°, 480 yards, to a point bearing 263° from

Rockland Breakwater Light; and thence 169°, 550

yards, to the point of beginning. This area is limited to

vessels no greater than 20 meters in length.

(236) Note to paragraph (a): This area is primarily for

use by yachts and other recreational craft. Temporary

floats or buoy for marking the location of the anchor

may be used. All moorings shall be so placed that no

vessel, when anchored, shall at any time extend beyond

the limits of the area. All anchoring in the area shall be

under the supervision of the local harbormaster or

such authority as may be designated by authorities of

the City of Rockland, Maine. Requests for placement of

mooring buoys shall be directed to the local government. Fixed mooring piles or stakes are prohibited.

(237) (b) Camden Harbor, Sherman Cove and adjacent

waters.

(238) (1) Anchorage A. All of the waters enclosed by a line

beginning at Eaton Point at

(239) 44°12'31"N., 069°03'34"W.; thence to

(240) 44°12'28"N., 069°03'33"W.; thence to

(241) 44°12'32"N., 069°02'49"W.; thence along the shoreline to the point of beginning. DATUM: NAD83

(242) (2) Anchorage B. All of the waters enclosed by a line

beginning at Dillingham Point at

(243) 44°12'12"N., 069°03'20"W.; thence to

(244) 44°12'14"N., 069°02'58"W.; thence to

(245) 44°12'19"N., 069°03'08"W.; thence to

(246) 44°12'28"N., 069°03'13"W.; thence to

(247) 44°12'26"N., 069°03'39"W.; thence along the

shoreline to the point of beginning. DATUM: NAD83

(248) Note to paragraph (b): Anchorages A and B are special anchorage areas reserved for yachts and other recreational craft. Fore and aft moorings will be allowed in

this area. Temporary floats or buoys for marking anchors or moorings in place will be allowed. Fixed mooring piles or stakes are prohibited. All moorings must be

so placed that no vessel when anchored is at any time

extended into the thoroughfare. This is to ensure that a

distance of approximately 150 feet is left between Anchorages A and B for vessels entering or departing from

Camden Harbor. All anchoring in the area is under the

supervision of the local harbor master or such other

authority as may be designated by the authorities of the

Town of Camden, Maine.

(249) (c) Stonington Harbor, Deer Island Thorofare.

(250) (1) Crotch Island. All of the waters bound by the

following points beginning at the northeast shore of

Crotch Island located at

(251) 44°08'51.0"N., 068°40'06.0"W.; thence southerly

along the shoreline to

(252) 44°08'36.0"N., 068°40'07.02"W.; thence to

(253) 44°08'36.0"N., 068°40'04.02"W.; thence to

(254) 44°08'46.98"N., 068°40'00.0"W.; thence to

(255) 44°08'55.02"N., 068°39'49.02"W.; thence to

(256) 44°08'54.0"N., 068°40'06.0"W.; thence back to origin. DATUM: NAD 83

(257) (2) [Reserved]

(258) Note to paragraph (c): An ordinance of the Town of

Stonington, Maine requires the approval of the

Stonington Harbor Master for the location and type of

moorings placed in these special anchorage areas. All

anchoring in the areas are under the supervision of the

Stonington Harbor Master or other such authority as

may be designated by the authorities of the Town of

56 ■ Chapter 2 ■ Coast Pilot 1
Stonington, Maine. All moorings are to be so placed

that no moored vessel will extend beyond the limit of

the area.

§110.5 Casco Bay, Maine

(259) (a) Beals Cove, west side of Orrs Island, Harpswell.

The entire cove as defined by the shoreline and a line

across the entrance bearing 215° and tangent to the

shore on the north side.

(260) (a–1) Merriconeag Sound, Harpswell. The area

comprises that portion of the Sound beginning at a

point on the shoreline about 1,000 feet northeasterly

from the southwesterly extremity of Orr’s Island at

(261) 43°45'09"N., 69°59'14"W., thence extending 290°

to a point at

(262) 43°45'10"N., 69°59'20"W., thence extending 20° to

a point at

(263) 43°45'34"N., 69°59'05"W., thence extending 110°

to a point on the shoreline at

(264) 43°45'33"N., 69°58'58"W., thence along the shoreline to the point of beginning.

(265) Note: The area is principally for use by yachts and

other recreational craft. Fore and aft moorings will be

allowed. Temporary floats or buoys for marking anchors in place will be allowed. All moorings shall be so

placed that no vessel, when anchored, shall at any time

extend beyond the limits of the area. Fixed mooring

piles or stakes are prohibited. All anchoring in the area

shall be under the supervision of the local harbor master or such authority as may be designated by authorities of the Town of Harpswell, Maine.

(266) (a–2) Mackerel Cove, Bailey Island, Harpswell. The

water area of Mackerel Cove lying northeasterly of a

line from a point on Abner Point at

(267) 43°43'28"N., 70°00'19"W., to a point on Bailey Island at

(268) 43°43'18.2"N., 70°00'12.2"W.

(269) (b) Harpswell Harbor, east side of Harpswell Neck,

Harpswell. The entire area lying westerly of a line bearing 8° from the eastern extremity of Stovers Point to

the point of land at the northerly end of the harbor, said

point of land bearing approximately 275° from the observatory on Orrs Island.

(270) (c) Basin Cove, west side of Harpswell Neck,

Harpswell. All of the area lying northeasterly of a line

bearing 350° from the northwest corner of the entrance to the cove.

(271) (c–1) Basin Point, Potts Harbor, east side of Basin

Point. The water area east of Basin Point enclosed by a

line beginning at the southernmost extremity of Basin

Point at

(272) 43°44'17"N., 70°02'36"W.; thence easterly to

(273) 43°44'17"N., 70°02'19"W.; thence north northeasterly to a point on the shoreline at

(274) 43°44'43"N., 70°02'05"W.; thence following the

shoreline to the point of beginning.

(275) (d) Mussel Cove and adjacent waters at Falmouth

Foreside, Falmouth. All of the waters enclosed by a line

beginning at the Dock House (F.S.) located at

(276) 43°44'22"N., 70°11'41"W.; thence to

(277) 43°44'19"N., 70°11'33"W.; thence to

(278) 43°44'00"N., 70°11'44"W.; thence to

(279) 43°43'37"N., 70°11'37"W.; thence to

(280) 43°43'04"N., 70°12'13"W.; thence to

(281) 43°41'56"N., 70°12'53"W.; thence to

(282) 43°41'49"N., 70°13'05"W.; thence to

(283) 43°42'11"N., 70°13'30"W.; thence along the shoreline to the point of beginning. DATUM: NAD 83.

(284) Note to paragraph (d). The area designed by paragraph (d) of this section is reserved for yachts and other

small recreational craft. Fore and aft moorings will be

allowed in this area. Temporary floats or buoys for

marking anchors or moorings in place will be allowed.

Fixed mooring piles or stakes are prohibited. All moorings must be so placed so that no vessel when anchored

is at any time extended into the thoroughfare. All anchoring in the area is under the supervision of the local

harbor master or such other authority as may be designated by the authorities of the Town of Falmouth,

Maine.

(285) (e) Harraseeket River. That portion of the Harraseeket River within the mean low water lines, between

Stockbridge Point and Weston Point, excluding therefrom a thoroughfare, 100 feet wide, the center line of

which follows the natural channel.

(286) Note: This area is reserved for yachts and other

small recreational craft. Fore and aft moorings will be

allowed in this area. Temporary floats or buoys for

marking anchors or moorings in place will be allowed.

Fixed mooring piles or stakes are prohibited. All moorings shall be so placed that no vessel when anchored

shall at any time extend into the thoroughfare. All anchoring in the area shall be under the supervision of

the local harbor master or such other authority as may

be designated by the authorities of the Town of

Freeport, Maine.

(287) (f) Yarmouth Harbor and adjacent waters. (1)

Littlejohn Island/Doyle Point Cousins Island Special

Anchorage. All of the waters enclosed by a line connecting the following points: Starting from the northernmost point of Littlejohn Island at

(288) 43°45'51.6"N., 70°06'57.0"W.; thence to

(289) 43°45'46.8"N., 70°06'53.4"W.; thence to

(290) 43°45'25.8"N., 70°07'22.8"W.; thence to

(291) 43°45'16.8"N., 70°07'40.8"W.; thence to

(292) 43°44'57.0"N., 70°08'27.0"W.; thence to

(293) 43°44'59.9"N., 70°08'30.0"W. DATUM: NAD 83.

Navigation Regulations ■ Chapter 2 ■ 57
(294) (2) Madeleine and Sandy Point Special Anchorage.

All of the waters enclosed by a line connecting the following points: Starting from a point northeast of Birch

Point on Cousins Island at

(295) 43°45'15.1"N., 70°09'16.8"W.; thence to

(296) 43°45'21.0"N., 70°09'30.0"W.; thence to

(297) 43°45'37.8"N., 70°09'10.9"W.; thence to

(298) 43°45'57.0"N., 70°08'58.8"W.; thence to

(299) 43°46'01.3"N., 70°08'45.0"W. DATUM: NAD 83.

(300) (3) Drinkwater Point and Princes Point Special Anchorage. All of the waters enclosed by a line connecting

the following points: Starting south of Drinkwater

Point in Yarmouth, Maine at

(301) 43°46'26.8"N., 70°09'17.0"W.; thence to

(302) 43°46'21.0"N., 70°09'09.6"W.; thence to

(303) 43°46'04.2"N., 70°09'46.2"W.; thence to

(304) 43°45'28.8"N., 70°10'24.0"W.; thence to

(305) 43°45'43.2"N., 70°10'24.0"W. DATUM: NAD 83.

(306) Note to paragraph (f). An ordnance of the Town of

Yarmouth, Maine requires the approval of the

Yarmouth Harbor Master for the location and type of

moorings placed in these special anchorage areas. All

anchoring in the areas are under the supervision of the

Yarmouth Harbor Master or other such authority as

may be designated by the authorities of the Town of

Yarmouth, Maine. All moorings are to be so placed that

no moored vessel will extend beyond the limit of the

anchorage area.

§110.6 Portland Harbor, Portland, Maine (between

Little Diamond Island and Great Diamond Island).

(307) Beginning at the southeasterly corner of the wharf,

at the most southerly point of Great Diamond Island at

(308) 43°40'13"N., 70°12'00"W.; thence extending southwesterly to the northeasterly corner of the wharf on the

easterly side of Little Diamond Island at

(309) 43°40'03"N., 70°12'15"W.; thence extending along

the northerly side of the wharf to its shoreward end at

(310) 43°40'03"N., 70°12'17"W.; thence extending along

the shoreline of Little Diamond Island to

(311) 43°40'11"N., 70°12'20"W.; thence extending northeasterly to the shoreline of the southerly side of Great

Diamond Island at

(312) 43°40'21"N., 70°12'06"W.; thence extending along

the shoreline of Great Diamond Island to the

shoreward end of a wharf at

(313) 43°40'15"N., 70°12'02"W.; thence extending along

the southwesterly side of the wharf to the point of beginning.

(314) Note: The area is principally for use by yachts and

other recreational craft. Temporary floats or buoys for

marking anchors will be allowed. Fixed mooring piles

or stakes are prohibited. The anchoring of vessels and

placing of temporary moorings will be under the

jurisdiction, and at the discretion of the local Harbor

Master. All moorings shall be so placed that no moored

vessels will extend beyond the limit of the area.

§110.6a Fore River, Portland Harbor, Portland,

Maine.

(315) The water area beginning at a point on the shoreline near the Coast Guard Base in position

(316) 43°38'43"N., 70°14'49"W., thence 319° to

(317) 43°38'55"N., 70°15'03"W., thence 050° to

(318) 43°39'06"N., 70°14'43"W., thence 161° to mainland; and thence southwesterly along the shore to the

point of beginning.

§110.10 Portsmouth Harbor, N.H., north of

Newcastle Island.

(319) From the northernmost point of Goat Island to

43°04'25"N., 070°43'37"W.; thence 089°30' for 1025

yards; thence 120° for 285 yards, thence 213° to the

shoreline of Newcastle Island, thence along the shoreline of Newcastle Island and across the breakwater to

Goat Island and to the point of beginning.

§110.25 Beverly and Salem Harbors, Mass.

(320) (a) Beverly Harbor, North of Salem Neck. A line extending from the northerly end of the Salem Willows

Yacht Club House 360 yards bearing 281° true to

(321) 42°32'14"N., 70°52'26"W.; thence north 275 yards

to Monument Bar Beacon thence 540 yards bearing

080° to

(322) 42°32'25"N., 70°52'04"W., thence 365 yards bearing 175° to

(323) 42°32'14"N., 70°52'03"W.; thence 237° to the shore.

(324) (b) Bass River. All of the area upstream of the highway bridge (Popes Bridge) outside of the dredged channel.

(325) (c) South Channel. Bounded by a line commencing

at the northernmost point of Peachs Point at

(326) 42°31'08.3"N., 70°50'34.7"W.; thence westerly to a

point, at

(327) 42°31'21.6"N., 70°51'17.0"W. off Fluen Point;

thence westerly to a point at

(328) 42°31'19.0"N., 70°51'49.3"W., off Naugus Head;

thence southwesterly to a point at

(329) 42°31'00.0"N., 70°52'18.5"W. east of Folger Point;

thence to a point at

(330) 42°30'38.0"N., 70°52'36.5"W.; thence easterly to a

point on Long Point at

(331) 42°30'52.3"N., 70°53'06.9"W. The areas will be

principally for use by yachts and other recreational

craft. Temporary floats or buoys for marking anchors

will be allowed in the areas but fixed piles or stakes may

not be placed. The anchoring of vessels, the placing of

58 ■ Chapter 2 ■ Coast Pilot 1
moorings, and the maintenance of fairways will be under the jurisdiction of the local Harbor Master.

(332) (d) Beverly and Mackerel Coves, north side of

Beverly Harbor. The water area enclosed by a line commencing at the southernmost point of Curtis Point in

Beverly; thence bearing 238°, 1,400 yards to

42°32'29.4"N., 70°51'34"W.; thence 284°, 1,475 yards to

the western shoreline of Mackerel Cove; thence north

northeasterly to the point of beginning.

(333) (e) Collins Cove, Salem, Mass. The water area enclosed by a line beginning at Monument Bar Beacon;

thence 242°, 580 yards to

(334) 42°32'14.5"N., 70°52'46.3"W.; thence 284°, 220 yards

to

(335) 42°32'16"N., 70°52'55"W.; thence 231°, 525 yards

to a point on the shoreline; thence following the shoreline and the western boundary of the special anchorage

area as described in 33 CFR 110.25(a) to the point of beginning.

§110.26 Marblehead Harbor, Marblehead, Mass.

(336) The area comprises that portion of the harbor lying

between the extreme low water line and southwestward

of a line bearing 336° from Marblehead Neck Light to a

point on Peach Point at 42°31'03"N., 70°50'30"W.

(337) Note: The area is principally for use by yachts and

other recreational craft. Temporary floats or buoys for

marking anchors are allowed. Fixed mooring piles or

stakes are prohibited. All moorings shall be so that no

vessel, when anchored, shall at any time extend beyond

the limits of the area. The anchoring of vessels and the

placing of temporary moorings are under the jurisdiction and at the direction of the local harbormaster.

§110.30 Boston Harbor, Mass., and adjacent

waters.

(338) (a) Lynn Harbor. North of a line bearing 244° from

the tower of the Metropolitan District Building, extending from the shore to a point 100 feet from the east

limit of the channel; east of a line bearing 358°, extending thence to a point 100 feet east of the northeast corner of the turning basin; south of a line bearing 88°,

extending thence to the shore; and south and west of

the shore line to its intersection with the south boundary.

(339) (b) Vicinity of Pleasant Park Yacht Club, Winthrop.

Southerly of a line bearing 276° from a point on the

west side of Pleasant Street, Winthrop, 360 feet from

the southwest corner of its intersection with Main

Street; westerly of a line bearing 186° from a point on

the south side of Main Street 140 feet from the southwest corner of its intersection with Pleasant Street;

northerly of a line bearing 256° from a point on the

west side of Pleasant Street 550 feet from the southwest

corner of its intersection with Main Street; and easterly

of a line bearing 182° from a point on the south side of

Main Street 640 feet from the southwest corner of its

intersection with Pleasant Street.

(340) (c) Mystic River, east side of Chelsea Bridge North.

Northerly of the northerly fender pier of Chelsea

Bridge North; easterly of Chelsea Bridge North; southerly of the shore line; and westerly of a line bearing 7°

from the easterly end of the aforesaid fender pier.

(341) (d) Mystic River, west side of Chelsea Bridge North.

Northerly of the northerly fender pier of Chelsea

Bridge North and a line extending from the westerly

end of the shoreward face of the aforesaid fender pier to

the southeasterly corner of the wharf projecting from

the Naval Hospital grounds; easterly of the aforesaid

wharf; southerly of the shore of the Naval Hospital

grounds; and westerly of Chelsea Bridge North.

(342) (e) Vicinity of South Boston Yacht Club, South

Boston. Northerly of a line bearing 96° from the stack

of the heating plant of the Boston Housing Authority in

South Boston; easterly of a line bearing 5° from the

west shaft of the tunnel of the Boston Main Drainage

Pumping Station; southerly of the shore line; and westerly of a line bearing 158° from the northeast corner of

the iron fence marking the east boundary of the South

Boston Yacht Club property.

(343) (f) Dorchester Bay, in vicinity of Savin Hill Yacht

Club. Northerly of a line bearing 64° from the stack of

the old power plant of the Boston Elevated Railway on

Freeport Street in Dorchester; westerly of a line bearing 163° from the stack of the Boston Main Drainage

Pumping Station on the Cow Pasture in Dorchester;

and southerly and easterly of the shore line.

(344) (g) Dorchester Bay, in vicinity of Dorchester Yacht

Club. Eastward of a line bearing 21° from the stack located a short distance northwestward of the Dorchester

Yacht Club; southward of a line bearing 294° from the

southerly channel pier of the highway bridge; westward

of the highway bridge and the shore line; and northward of the shore line.

(345) (h) Quincy Bay, in vicinity of Wollaston and

Squantum Yacht Clubs. Northwesterly of a line bearing

36°30' from a point on the shore 2,600 feet easterly of

the east side of the Wollaston Yacht Club landing;

southwesterly of a line bearing 129°15' from the water

tank in Squantum; and southeasterly and northeasterly of the shore line.

(346) (i) Quincy Bay, in vicinity of Merrymount Yacht

Club. South of a line starting from a point bearing

246°, 3,510 yards, from the stack of the pumping station on Nut Island, and extending thence 306° to the

shore; west of a line bearing 190° from the aforesaid

point to the shore; and north and east of the shore line.

Navigation Regulations ■ Chapter 2 ■ 59
(347) (j) Weymouth Fore River, in vicinity of Quincy

Yacht Club. Southwesterly of a line bearing 119° from

the outer end of the wharf at Nut Island; northwesterly

of a line bearing 199°30' from Pig Rock Light to the

eastern end of Raccoon Island; northerly of Raccoon Island and of a line from its western extremity bearing

245° from Beacon 2A; and easterly of the shore of

Houghs Neck.

(348) (k)(1) Weymouth Fore River, in vicinity of Wessagussett Yacht Club. Southwesterly of a line bearing

117° from channel light “4”; southeasterly of a line 150

feet from and parallel to the meandering easterly limit

of the dredged channel; easterly of a line bearing 188°

from the eastern extremity of Rock Island Head; and

northwesterly of the shore line.

(349) (2) Weymouth Fore River, in the vicinity of Gull

Point (PT). All of the waters bound by the following

points beginning at

(350) 42°15'05"N., 70°57'26"W.; thence to

(351) 42°15'00"N., 70°57'26"W.; thence to

(352) 42°15'15"N., 70°56'50"W.; thence to

(353) 42°15'18"N., 70°56'50"W.; thence to the point of

the beginning. DATUM: NAD 83.

(354) Note to paragraph (k)(2): The area is principally

for use by recreational craft. All anchoring in the area

shall be under the supervision of the local harbor master or such other authority as may be designated by the

authorities of the Town of Weymouth, Massachusetts.

All moorings are to be so placed that no moored vessel

will extend beyond the limit of the anchorage area.

(355) (l) Weymouth Back River, in vicinity of Eastern

Neck. The cove on the north side of the river lying

northerly of a line bearing 264°30' from the southwesterly corner of the American Agricultural Chemical

Company’s wharf (Bradley’s Wharf) to the shore of

Eastern Neck, about 2,200 feet distant.

(356) (m) Boston Inner Harbor A. (1) The waters of the

western side of Boston Inner Harbor north of the entrance to the Fort Point Channel bound by the following points beginning at 42°21'32"N., 071°02'50"W.;

thence 42°21'33"N., 071°02'44"W.; thence to

42°21'26"N., 071°02'36"W.; thence 42°21'26"N.,

071°02'53"W.; thence to point of origin. Datum NAD83.

(357) (2) The area is principally for use by yachts and

other recreational craft. Temporary floats or buoys for

marking anchors will be allowed. Fixed mooring piles

or stakes are prohibited. The anchoring of vessels and

placing of temporary moorings will be under the jurisdiction, and at the discretion of the Harbormaster, City

of Boston. All moorings shall be so placed that no vessel, when moored, will at any time extend beyond the

limits of the area.

§110.31 Hull Bay and Allerton Harbor at Hull,

Mass.

(358) (a) Area No. 1 in Allerton Harbor. That area north

of Hog Island beginning at

(359) 42°18'15"N., 70°53'46"W.; thence due east to

(360) 42°18'15"N., 70°53'29.5"W.; thence due south to

(361) 42°18'07.5"N., 70°53'29.5"W.; thence due west to

(362) 42°18'07.5"N., 70°53'46"W.; thence due north to

the point of beginning.

(363) (b) Area No. 2 in Hull Bay. That area south of Hog

Island beginning at

(364) 42°17'50.5"N., 70°54'07"W.; thence due east to

(365) 42°17'50.5"N., 70°53'29.5"W.; thence due south to

(366) 42°17'30"N., 70°53'29.5"W.; thence due west to

(367) 42°17'30"N., 70°54'07"W.; thence due north to the

point of beginning.

(368) (c) Area No. 3 in Hull Bay. That area north of

Bumkin Island beginning at

(369) 42°17'22"N., 70°54'07"W.; thence due east to

(370) 42°17'22"N., 70°53'17.5"W.; thence due south to

(371) 42°17'01"N., 70°53'17.5"W.; thence due west to

(372) 42°17'01"N., 70°54'07"W.; thence due north to the

point of beginning.

(373) Note: The areas will be principally for use by yachts

and other recreational craft. Temporary floats or buoys

for marking anchors will be allowed. Fixed mooring

piles or stakes are prohibited. The anchoring of vessels

and the placing of temporary moorings is under the jurisdiction, and at the discretion, of the local Harbor

Master, Hull, Mass.

§110.32 Hingham Harbor, Hingham, Mass.

(374) (a) Area 1. Beginning at

(375) 42°15'39"N., 70°53'24"W.; thence to

(376) 42°15'53.5"N., 70°53'32.0"W.; thence to

(377) 42°15'56.0"N., 70°53'23.0"W.; thence to

(378) 42°15'42.0"N., 70°53'15.0"W., thence to point of beginning.

(379) (b) Area 2. Beginning at

(380) 42°15'30.0"N., 70°53'02.5"W.; thence to

(381) 42°15'30.0"N., 70°53'13.5"W.; thence to

(382) 42°15'27.5"N., 70°53'18.0"W.; thence to

(383) 42°15'28.5"N., 70°53'31.0"W.; thence to

(384) 42°15'35.0"N., 70°53'34.0"W.; thence to

(385) 42°15'36.0"N., 70°53'36.5"W.; thence to

(386) 42°15'41.0"N., 70°53'34.5"W.; thence to

(387) 42°15'31.0"N., 70°53'28.0"W.; thence to

(388) 42°15'31.5"N., 70°53'03.0"W.; thence to point of beginning.

(389) (c) Area 3. Beginning at

(390) 42°15'33.0"N., 70°53'01.5"W.; thence to

(391) 42°15'33.5"N., 70°53'19.0"W.; thence to

(392) 42°15'35.5"N., 70°53'02.0"W.; thence to point of beginning.

60 ■ Chapter 2 ■ Coast Pilot 1
(393) (d) Area 4. Beginning at

(394) 42°14'47.0"N., 70°53'09.5"W.; thence to

(395) 42°14'48.5"N., 70°53'11.5"W.; thence to

(396) 42°14'54.0"N., 70°53'08.0"W.; thence to

(397) 42°14'56.5"N., 70°52'58.5"W.; thence to point of beginning.

(398) (e) Area 5. Beginning at

(399) 42°14'48.0"N., 70°52'57.0"W.; thence to

(400) 42°14'48.5"N., 70°53'02.0"W.; thence to

(401) 42°14'58.0"N., 70°52'51.0"W.; thence to

(402) 42°14'53.5"N., 70°52'50.0"W.; thence to point of beginning.

(403) Note: The areas will be principally for use by yachts

and other recreational craft. Temporary floats or buoys

for marking anchors will be allowed in the areas but

fixed piles or stakes may not be placed. The anchoring

of vessels and the placing of moorings will be under the

jurisdiction of the local Harbor Master.

§110.37 Sesuit Harbor, Dennis, Mass.

(404) All the waters of Sesuit Harbor southerly of a line

extending between the outer end of the jetties on each

side of the entrance to the Harbor.

(405) Note: The area will be principally for use by yachts

and other recreational craft. Temporary floats or buoys

for marking anchors will be allowed. Fixed mooring

piles or stakes will be prohibited. The anchoring of vessels and the placing of temporary moorings will be under the jurisdiction and at the discretion of the local

Harbor Master.

Subpart B–Anchorage Grounds

§110.130 Bar Harbor, Maine.

(406) (a) Anchorage grounds. (1) Anchorage “A” is that

portion of Frenchman Bay, Bar Harbor, ME enclosed by

a rhumb line connecting the following points:

Latitude Longitude

44°23'43"N . . . . . . . . .

44°23'52"N . . . . . . . . .

44°23'23"N . . . . . . . . .

44°23'05"N . . . . . . . . .

068°12'00"W; thence to

068°11'22"W; thence to

068°10'59"W; thence to

068°11'32"W; returning to

start

(407) (2) Anchorage “B” is that portion of Frenchman

Bay, Bar Harbor, ME enclosed by a rhumb line connecting the following points:

Latitude Longitude

44°24'33"N . . . . . . . . .

44°24'42"N . . . . . . . . .

44°24'11"N . . . . . . . . .

44°24'02"N . . . . . . . . .

068°13'09"W; thence to

068°11'47"W; thence to copied

068°11'41"W; thence to

068°13'03"W; returning to

start

(408) (b) Regulations.(1) Anchorage A is a general anchorage ground reserved for passenger vessels, small

commercial vessels and pleasure craft. Anchorage B is a

general anchorage ground reserved primarily for passenger vessels 200 feet and greater.

(409) (2) These anchorage grounds are authorized for

use year round.

(410) (3) Temporary floats or buoys for marking anchors

will be allowed in all anchorage areas.

(411) (4) Fixed mooring, piles or stakes are prohibited.

(412) (5) Any vessels anchored in this area shall be capable of moving and when ordered to move by the Captain

of the Port shall do so with reasonable promptness.

(413) (6) The anchoring of vessels is under the coordination of the local Harbormaster.

§110.131 Sheepscot River in the vicinity of

Edgecomb, Maine.

(414) (a) Anchorage grounds. All of the waters enclosed

by a line starting from a point located at the southwestern end of Davis Island at

(415) 43°59.655'N., 69°39.617'W., thence to

(416) 43°59.687'N., 69°39.691'W.; thence to

(417) 43°59.847'N., 69°39.743'W.; thence to

(418) 43°59.879'N., 69°39.559'W.; thence to

(419) 43°59.856'N., 69°39.488'W.; thence to

(420) 43°59.771'N., 69°39.585'W.; thence to the point of

beginning. DATUM: NAD 83

(421) (b) Regulations. (1) This anchorage is reserved for

vessels of all types, with drafts of 3 to 12 feet.

(422) (2) These anchorage grounds are authorized for

use from May through October.

(423) (3) Vessels are limited to a maximum stay of 1

week.

(424) (4) Fixed moorings, piles of stakes are prohibited.

(425) (5) Vessels must not anchor so as to obstruct the

passage of other vessels proceeding to or from other

anchorage spaces.

(426) (6) Anchors must not be placed in the channel and

no portion of the hull or rigging of any anchored vessel

shall extend outside the limits of the anchorage area.

(427) (7) The anchorage of vessels is under the coordination of the local Harbormaster.

§110.132 Rockland Harbor, Maine.

(428) (a) The anchorage grounds–(1) Anchorage A. Beginning at a point bearing 158°, 1,075 yards, from

Navigation Regulations ■ Chapter 2 ■ 61
Rockland Breakwater Light; thence 252°, 2,020 yards,

to a point bearing 224° from Rockland Breakwater

Light; thence 345°, 740 yards, to a point bearing 242°

from Rockland Breakwater Light; thence 72°, 1,300

yards , to a point bearing 222° from Rockland Breakwater Light; and thence 120°, 1,000 yards, to the point of

beginning.

(429) (2) Anchorage B. Beginning at a point bearing

273°, 400 yards, from Rockland Breakwater Light;

thence 273°, 700 yards, to a point bearing 273° from

Rockland Breakwater Light; thence 349°, 850 yards, to

a point bearing 305° from Rockland Breakwater Light;

thence 89°, 700 yards, to a point bearing 328° from

Rockland Breakwater Light; and thence 169°, 900 yards,

to the point of beginning.

(430) (b) The regulations. (1) Anchorages A and B are

general anchorage grounds reserved for merchant vessels, commercial vessels or passenger vessels over 65

feet in length. Fixed moorings, piles or stakes are prohibited.

(431) (2) A distance of approximately 500 yards shall be

left between Anchorages A and B for vessels entering or

departing from the Port of Rockland. A distance of approximately 100 yards shall be left between Anchorage

A and the Special Anchorage Area for vessels entering

or departing facilities in the vicinity of Atlantic Point.

Any vessel anchored in these anchorages shall be capable of moving and when ordered to move by the Captain

of the Port shall do so with reasonable promptness.

(432) (3) All other vessels within the Rockland Harbor

area are prohibited from anchoring within 300 yards or

operating within 100 feet of any navy yard, shipbuilding plant, power plant, oil terminal, marine terminal,

munitions plant, military or naval arsenal or depot,

warehouse, or freight pier without permission from the

Captain of the Port, Rockland, Maine, or his authorized

representative.

§110.133 Kennebec River in vicinity of Bath,

Maine.

(433) (a) The anchorage grounds. Vessels may anchor

only within the following limits:

(434) (1) Northward of a line bearing 54° true and extending from a point on Passmore’s wharf in prolongation with the north side of Commerce Street, Bath,

Maine, to a point on the shore in Woolwich, approximately 1,200 feet north of the Maine Central Railroad

wharf.

(435) (2) Southward of a line drawn from the derrick on

the Bath Iron Works wharf to Sassanoa Point in Woolwich.

(436) (b) The regulations. (1) Vessels in the north anchorage shall be so anchored as to leave a clear fairway

of 150 feet channelward of the established harbor lines

at Bath, and a clear fairway 200 feet from the east or

Woolwich shore, for the passage of steamers, tows,

rafts, and other watercraft.

(437) (2) The launching of vessels into the waters between the anchorages or the bringing up of such vessels by their anchors will be permitted: Provided, that

the vessels so launched shall be removed there from

within 12 hours from the time of anchorage.

§110.134 Portland Harbor, Maine.

(438) (a) The anchorage grounds–(1) Anchorage A (general). Beginning at 43°39'37"N., 070°14'35"W.; thence

approximately 090° for 1550 yards to Fort Gorges Island Ledge Buoy 4; thence 350° for 300 yards; thence

025° for 780 yards; thence 303° for 750 yards; thence

254° for 560 yards; thence 186° for 750 yards; and

thence to the point of beginning.

(439) (2) Anchorage B (general-primarily intended for

deep draft vessels). Beginning at Fort Gorges Island

Ledge Buoy 4; thence 062° to Little Diamond Island;

thence along the southwestern shore to the pier on the

southern end of Little Diamond Island; 133° for 1200

yards; 270° to House Island Light; thence along the

western shore of House Island to Fort Scammel Point

Light; thence 325° for 1700 yards to the point of beginning.

(440) (3) Anchorage C. Bounded on the northwest by

House Island; on the north by a line running 90° from

House Island Light to Peak Island; on the east by the

western shore of Peak Island, by a line running 198°

from the westernmost point on Peak Island to Cushing

Island, and by the shore of Cushing Island to its westernmost point; and on the southwest by a line running

from the westernmost point on Cushing Island to Fort

Scammel Point Light.

(441) (b) The regulations. (1) Anchorage B is intended

for general purposes, but especially for use by oil tankers and other large deep-draft ships entering harbor at

night and intending to proceed to the dock allotted at

daylight the following morning or as soon as practicable. This area is also to be used for quarantine anchorage. Vessels must be so anchored in this area as to leave

at all times an open usable channel at least 100 feet

wide for passage of ferry and other boats between Portland, Peak Island, and Bay Points. Any vessels anchored

in this area shall be ready to move on short notice when

ordered to do so by the Captain of the Port.

(442) (2) Anchorage C is intended for use only by small

vessels and for temporary anchorage.

§110.138 Boston Harbor, Mass.

(443) (a) The anchorage grounds–(1) Bird Island Anchorage. Beginning at a point bearing 93°, 1,400 yards,

from the aerial beacon on top of the Boston Custom

62 ■ Chapter 2 ■ Coast Pilot 1
House tower; thence to a point bearing 81°, 1,600

yards, from the aerial beacon on top of the Boston Custom House tower; thence to a point bearing 102°, 3,100

yards, from the aerial beacon on top of the Boston Custom House tower; thence to a point bearing 109°, 3,050

yards, from the aerial beacon on top of the Boston Custom House tower; and thence to the point of beginning.

(444) (2) President Roads Anchorage–(i) 40-foot anchorage. Beginning at a point bearing 237°, 522 yards from

Deer Island Light; thence to a point bearing 254°, 2,280

yards from Deer Island Light; thence to a point bearing

261°, 2,290 yards from Deer Island Light; thence to a

point bearing 278°, 2,438 yards from Deer Island Light;

thence to a point bearing 319°, 933 yards from Deer Island Light; thence to a point bearing 319°, 666 yards

from Deer Island Light; and thence to point of beginning.

(445) (ii) 35-foot anchorage. Beginning at a point bearing 256°, 2,603 yards from Deer Island Light; thence to

a point bearing 258°30', 3,315 yards from Deer Island

Light; thence to a point bearing 264°, 3,967 yards from

Deer Island Light; thence to a point bearing 261°, 2,290

yards from Deer Island Light; and thence to point of beginning.

(446) (3) Long Island Anchorage. East of Long Island,

bounded as follows: Beginning at the southwesternmost

point of Gallups Island; thence 270° to Long Island;

thence southerly along the eastern shore line of Long

Island to Bass Point; thence to the northernmost point

of Rainsford Island; thence to Georges Island Gong

Buoy 6; and thence to the point of beginning.

(447) (4) Castle Island Anchorage. Bounded on the north

by Castle Island and adjacent land; on the east by a line

between Castle Rocks Fog Signal Light and Old Harbor

Shoal Buoy 2; on the southeast by a line between Old

Harbor Shoal Buoy 2 and Old Harbor Buoy 4; and on

the west by a line running due north from Old Harbor

Buoy 4 to the shore line at City Point.

(448) (5) Explosives anchorage. In the lower harbor,

bounded on the northeast by a line between the northeast end of Peddocks Island and the northeast end of

Rainsford Island; on the northwest by Rainsford Island;

on the southwest by a line between the western extremity of Rainsford Island and the westernmost point of

Peddocks Island; and on the southeast by Peddocks Island.

(449) (b) The regulations. (1) The Captain of the Port

may authorize the use of the President Roads Anchorage as an explosives anchorage when he finds that the

interests of commerce will be promoted and that safety

will not be prejudiced thereby. Vessels anchored in this

area shall move promptly upon notification by the Captain of the Port.

(450) (2) In the Long Island Anchorage vessels shall anchor in the position designated by the Captain of the

Port.

(451) (3) Floats or buoys for marking anchors or moorings in place will be allowed in all areas. Fixed mooring

piles or stakes are prohibited.

Part 117–Drawbridge Operation Regulations

Subpart A–General Requirements

§117.1 Purpose.

(452) (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.

(453) (b) Subpart A contains the general operation requirements that apply to all drawbridges.

(454) (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.

(455) The following definitions apply to this part:

(456) 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.

(457) 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.

(458) Deviation means a District Commander’s action

authorizing a drawbridge owner to temporarily not

comply with the drawbridge opening requirements in

this part.

(459) Drawbridge means a bridge with an operational

span that is intended to be opened for the passage of

waterway traffic.

Navigation Regulations ■ Chapter 2 ■ 63
(460) Drawspan means the operational span of a drawbridge.

(461) 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.

(462) Nonstructural means that the item is not rigidly

fixed to the vessel and can be relocated or altered.

(463) 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.

(464) 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.

(465) Remotely operated drawbridge means a drawbridge that is operated by remote control from a location away from the drawbridge.

(466) 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.

(467) Untended means that there is no drawtender at the

drawbridge.

§117.5 When the drawbridge must open.

(468) 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.

(469) 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:

(470) (a) Provide the necessary drawtender(s) for the safe

and prompt opening of the drawbridge.

(471) (b) Maintain the working machinery of the drawbridge in good operating condition.

(472) (c) Cycle the drawspan(s) periodically to ensure operation of the drawbridge.

(473) (d) Ensure that the drawbridge operates in accordance with the requirements of this part.

(474) (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.

(475) (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.

(476) (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.

(477) (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.

(478) No person shall unreasonably delay the opening of

a draw after the signals required by §117.15 have been

given.

(479) Note: 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.

(480) No vessel owner or operator shall –

(481) (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

(482) (b) Signal a drawbridge to open for any purpose

other than to pass through the drawbridge opening.

§117.15 Signals.

(483) (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.

(484) (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.

64 ■ Chapter 2 ■ Coast Pilot 1
(485) (3) Any of the means of signaling described in this

subpart sufficient to alert the party being signaled may

be used.

(486) (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.

(487) (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.

(488) (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.

(489) (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.

(490) (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.

(491) (c) Visual signals. (1) The visual signal to request

the opening of a draw is—

(492) (i) A white flag raised and lowered vertically; or

(493) (ii) A white, amber, or green light raised and lowered vertically.

(494) (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—

(495) (i) A white flag raised and lowered vertically;

(496) (ii) A white, amber, or green light raised and lowered vertically, or

(497) (iii) A fixed or flashing white, amber, or green light

or lights.

(498) (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—

(499) (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

(500) (ii) A fixed or flashing red light or lights given not

more than 30 seconds after the vessel’s opening signal.

(501) (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.

(502) (d) Radiotelephone communications. (1) Radiotelephones may be used to communicate the same information provided by sound and visual signals.

(503) (2) The vessel and the drawtender shall monitor

the frequency used until the vessel has cleared the

draw.

(504) (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.

(505) 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.

(506) 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.

(507) 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.

(508) (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.

(509) (b) The District Commander gives written notice of

the proposed requirement to the bridge owner.

(510) (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.

(511) (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

Navigation Regulations ■ Chapter 2 ■ 65
installed and gives a reasonable time, not to exceed six

months, to install the radiotelephone and commence

operation.

§117.24 Radiotelephone installation

identification.

(512) (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.

(513) (b) The sign shall give notice of the radiotelephone

and its calling and working channels—

(514) (1) In plain language; or

(515) (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.

(516) (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.

(517) (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:

(518) (1) Federal, State, and local government vessels

used for public safety;

(519) (2) vessels in distress where a delay would endanger life or property;

(520) (3) commercial vessels engaged in rescue or emergency salvage operations; and

(521) (4) vessels seeking shelter from severe weather.

§117.33 Closure of draw for natural disasters or

civil disorders.

(522) 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.

(523) (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.

(524) (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.

(525) (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.

(526) (2) The request must describe the reason for the

closure and the dates and times scheduled for the start

and end of the change.

(527) (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.

(528) (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.

(529) (e) The drawbridge must return to its regular operating schedule immediately at the end of the designated time period.

(530) (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.

(531) (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.

(532) (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

66 ■ Chapter 2 ■ Coast Pilot 1
estimated time when the drawbridge will be returned

to operating condition.

(533) (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.

(534) (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.

(535) (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.

(536) (b) The District Commander may:

(537) (1) Authorize the closure of the drawbridge;

(538) (2) Set out any conditions in addition to the requirement in paragraph (d): and

(539) (3) Revoke an authorization and order the drawbridge returned to operation when necessary.

(540) (c) All drawbridges authorized to remain closed to

navigation, under this section, must be maintained in

operable condition.

(541) (d) Authorization under this section does not:

(542) (1) Authorize physical changes to the drawbridge

structure, or

(543) (2) Authorize removal of the operating machinery.

(544) (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.

(545) (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.

(546) (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.

(547) (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.

(548) (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:

(549) (1) Special operating requirements are established

in subpart B of this part for that drawbridge; or

(550) (2) The drawbridge is remotely operated or automated.

§117.42 Remotely operated and automated

drawbridges.

(551) (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.

(552) (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.

(553) (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.

(554) (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).

(555) Note: 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.

(556) (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.

(557) (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).

Navigation Regulations ■ Chapter 2 ■ 67
Subpart B–Specific Requirements

§117.51 General.

(558) 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.

(559) (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.

(560) (b) The signs shall be of sufficient size and so located as to be easily read at any time from an approaching vessel.

(561) (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 Advance notice.

(562) Owners and tenders of drawbridges requiring advance notice to open shall use all reasonable means to

open the draw at the requested time and give due regard to the possibility that a brief delay may be experienced by the vessel giving the advance notice.

§117.59 Special requirements due to hazards.

(563) 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.

§117.521 Back Cove.

(564) The draw of the Canadian National railroad bridge,

mile 0.2 at Portland, need not be opened for the passage

of vessels. The draw shall be returned to operable condition within six months after notification from the

District Commander to do so.

§117.523 Back River.

(565) The draw of the Maine Department of Transportation highway bridge, mile 4.6 between Hodgdon and

Barters Island at Boothbay, shall open on signal from

June 1 through October 31; except that, from 5 p.m. to

8 a.m., the draw shall be opened on signal if notice was

given to the drawtender from 8 a.m. to 5 p.m. From November 1 through May 31 the draw shall open on signal

if at least 24 hours notice is given to the drawtender or

to the Maine Department of Transportation at Augusta.

§117.525 Kennebec River.

(566) (a) The draw of the Carlton Bridge, mile 14.0, between Bath and Woolwich shall operate as follows:

(567) (1) From May 15 through September 30 the draw

shall open on signal; except that, from 5 p.m. to 8 a.m.,

the draw shall open on signal if a two-hour notice is

given by calling the number posted at the bridge.

(568) (2) From October 1 through May 14 the draw shall

open on signal; except that, from 5 p.m. to 8 a.m., the

draw shall open on signal after a twenty-four hours notice is given and from 8 a.m. to 5 p.m., on Saturday and

Sunday, after an eight-hour notice is given by calling

the number posted at the bridge.

(569) (3) Trains and locomotives shall be controlled so

that any delay in opening the draw shall not exceed ten

minutes. However, if a train moving toward the bridge

has crossed the home signal for the bridge before the

signal requesting opening of the bridge is given, that

train may continue across the bridge and must clear

the bridge interlocks before stopping.

(570) (4) From June 1 through September 30:

(571) (i) On signal at all times for commercial vessels except as noted in paragraph (a)(2) of this section;

(572) (ii) For recreational vessels on signal except that

from 6 a.m. to 6 p.m. need open only at 10 a.m. and 2

p.m., except as noted in paragraph (a)(1) of this section.

(573) (5) From April 15 through May 30, and October 1,

through November 15, open on signal:

(574) (i) From 3 a.m. to 7 p.m., except as noted in paragraph (a)(2) of this section;

(575) (ii) From 7 p.m. to 3 a.m. if four hours notice is

given, except as noted in paragraph (a)(1) of this section.

(576) (6) From February 15 through April 14 and November 16 through December 15 at all times on signal, except as noted in paragraphs (a)(1) and (a)(2) of this

section, if at least four hours notice is given.

(577) (7) From December 16 through February 14 open

on signal, except as noted in paragraphs (a)(1) and

(a)(2) of this section, if 24 hours is given.

(578) (8) The owners of Carlton (US1) bridge shall provide and keep in good legible condition clearance

gauges for the draw and the designated navigable fixed

68 ■ Chapter 2 ■ Coast Pilot 1
span with figures not less than 18 inches high designed, installed and maintained according to the provisions of §118.160 of this chapter.

(579) (b) The draw of the Route-197 bridge, mile 27.1, between Richmond and Dresden shall open on signal

from June 1 through September 30, from 9 a.m. to 5

p.m. From 5 p.m. to 9 a.m., the draw shall open on signal after notice is given to the drawtender while the

drawtender is on duty between 9 a.m. and 5 p.m. From

October 1 through May 31, the draw shall open on signal after at least a twenty-four-hour advance notice is

given to the Maine Department of Transportation Division Office in Rockland, Maine.

§117.527 Kennebunk River.

(580) The Dock Square drawbridge at mile 1.0, across the

Kennebunk River, between Kennebunk and

Kennebunkport, Maine, need not open for vessel traffic. The owners of the bridge shall provide and keep in

good legible condition, two board gages in accordance

with 33 CFR 118.160, of this chapter.

§117.529 Narraguagus River.

(581) The draw of the highway bridge, mile 1.8 at

Milbridge, shall open on signal if at least 24 hours notice is given to the Maine State Highway Commission,

Division Office at Ellsworth.

§117.531 Piscataqua River.

(582) (a) The following requirements apply to all bridges

across the Piscataqua River.

(583) (1) Public vessels of the United States, commercial

vessels over 100 gross tons, inbound ferry service vessels and inbound commercial fishing vessels must be

passed through the drawspan of each drawbridge as

soon as possible. The opening signal from these vessels

is four or more short blasts of a whistle, horn or a radio

request.

(584) (2) The owners of these bridges shall provide and

keep in good legible condition clearance gauges for

each draw with figures not less than 18 inches high designed, installed and maintained according to the provisions of §118.160 (not carried in this Coast Pilot).

(585) (3) Trains and locomotives shall be controlled so

that any delay in opening the draw shall not exceed five

minutes. However, if a train moving toward the bridge

has crossed the home signal for the bridge before the

signal requesting opening of the bridge is given, that

train may continue across the bridge and must clear

the bridge interlocks before stopping.

(586) (4) Except as provided in paragraphs (b) through

(c) of this section the draws shall open on signal.

(587) (b) The draw of the Memorial (US 1) bridge, mile

3.5, shall open on signal; except that from 15 May

through 31 October, from 7 a.m. to 7 p.m., the draw

need be opened only on the hour and half hour for recreational vessels and commercial vessels less than 100

gross tons except as provided in (a)(1).

(588) (c) The draw of the Sarah M. Long (Route 1 Bypass)

bridge, mile 4.0, shall open as follows:

(589) (1) The main ship channel draw shall open on signal; except that from 15 May through 31 October, from

7 a.m. to 7 p.m., the draw need be opened only at quarter of and quarter after the hour for recreational vessels

and commercial vessels less than 100 gross tons except

as provided in (a)(1).

(590) (2) The secondary recreation draw shall be left in

the fully open position from 15 May through 31 October except for the crossing of a train in accordance with

(a)(3) above.

§117.533 Sheepscot River.

(591) The draw of the Maine Central Railroad Bridge,

mile 15.0, between Wiscasset and North Edgecombe,

Maine, need not be opened for the passage of vessels.

The draw of the Maine Central Railroad Bridge shall be

returned to operable condition within six months after

notification by the District Commander to do so.

§117.535 [Removed].

§117.537 Townsend Gut

(592) The draw of the Southport (SR27) Bridge, at mile

0.7, across Townsend Gut between Boothbay Harbor

and Southport, Maine shall open on signal; except that,

from April 29 through September 30, between 6 a.m.

and 6 p.m, the draw shall open on signal on the hour

and half hour only, after an opening request is given.

§117.586 Annisquam River and Blynman Canal.

(593) The draw of the Blynman (SR127) Bridge shall

open on signal, except that, from noon to 6 p.m. on

Thanksgiving Day, 6 p.m. on December 24 to midnight

on December 25, and from 6 p.m. on December 31 to

midnight on January 1, the draw shall open on signal if

at least a two-hour advance notice is given by calling

the number posted at the bridge.

§117.588 Base River.

(594) The Hall Whitaker Bridge, mile 0.6 at Beverly, shall

operate as follows:

(595) (a) Public vessels of the United States must be

passed as soon as possible.

(596) (b) The owners of this bridge shall provide and keep

in good legible condition clearance gauges for each

draw with figures not less than 12 inches high designed,

Navigation Regulations ■ Chapter 2 ■ 69
installed and maintained according to the provisions of

§118.160 of this chapter.

(597) (c) That the drawspan for the Hall Whitaker

Drawbridge must open on signal if at least 24 hours notice is given.

§117.591 Charles River and its tributaries.

(598) (a) The following requirements apply to all bridges

across the Charles River and its tributaries:

(599) (1) Public vessels of the United States, state or local

vessels used for public safety; and vessels in distress

shall be passed through the draw of each bridge as soon

as possible without delay at any time. The opening signal from these vessels is four or more short blasts of a

whistle or horn, or a radio request.

(600) (2) The owners of these bridges shall provide and

keep in good legible condition clearance gauges for

each draw with figures not less than 12 inches high designed, installed and maintained according to the provisions of §118.160 of this chapter.

(601) (3) Trains and locomotives shall be controlled so

that any delay in opening the draw span shall not exceed ten minutes. However, if a train moving toward

the bridge has crossed the home signal for the bridge

before the signal requesting opening of the bridge is

given, that train may continue across the bridge and

must clear the bridge interlocks before stopping.

(602) (4) Except as provided in paragraph (b) through (f)

of this section, the draws shall open on signal.

(603) (b) The draw of the Charlestown Bridge, mile 0.4 at

Boston, need not be opened for the passage of vessels.

(604) (c) The draw of the Massachusetts Bay Transportation Authority (MBTA/Amtrak Bridge, mile 0.8, at

Boston, shall open on signal; except that from 6:15 a.m.

to 9:10 a.m. and 4:15 p.m. to 6:30 p.m., Monday

through Friday, except holidays, the draw need not be

opened for the passage of vessels, except as stated in

paragraph (a)(1) of this section.

(605) (d) The draw of the Massachusetts Bay Transportation Authority (East Cambridge Viaduct) Railroad

Bridge, mile 1.0 at Boston, need not be opened for the

passage of vessels. However, the operating machinery

of the draw shall be maintained in an operable condition.

(606) (e) The draw of the Metropolitan District Commission (Craigie) Bridge, mile 1.0 at Boston, shall operate

as follows:

(607) (1) Open on signal; except that from 6:15 a.m. to

9:10 a.m. and 3:15 p.m. to 6:30 p.m., Monday through

Friday, except holidays, the draw need not open for the

passage of vessels, except as stated in paragraph (a)(1)

of this section.

(608) (2) From December 1 to March 31, the draw shall

open on signal after a 24 hour advance notice is given.

(609) (3) From midnight to 8 a.m., April, May, October,

and November, the draw shall open on signal after at

least an eight-hour advance notice is given.

(610) (f) The draws of the bridges across Broad Canal,

mile 0.0, need not open for the passage of vessels. However, the draws shall be returned to operable condition

within one year after notification by the District Commander to do so.

§117.593 Chelsea River.

(611) All drawbridges across the Chelsea River shall open

on signal. The opening signal for each drawbridge is

two prolonged blasts followed by two short blasts and

one prolonged blast. The acknowledging signal is three

prolonged blasts when the draw can be opened immediately and is two prolonged blasts when the draw cannot

be opened or is open and must be closed.

§117.595 Danvers River.

(612) (a) The requirements in this paragraph apply to all

bridges across the Danvers River:

(613) (1) The owners of these bridges shall provide and

keep in good legible condition clearance gauges for

each draw with figures not less than 12 inches high, designed, installed, and maintained according to the provisions of §118.160 of this chapter.

(614) (2) Trains and locomotives shall be controlled so

that any delay in opening the draw span shall not exceed ten minutes. However, if a train moving toward

the bridge has crossed the home signal for the bridge

before the signal requesting opening of the bridge is

given, that train may continue across the bridge and

must clear the bridge interlocks before stopping.

(615) (b) The draw of the Massachusetts Bay Transportation Authority (MBTA)/AMTRAK Bridge, at mile 0.05,

between Salem and Beverly, shall open on signal; except that, from midnight to 5 a.m., daily, and on December 25 and January 1, the draw shall open as soon

as possible, but not more than one hour after notice is

given to the drawtenders either at the bridge during

the time the drawtenders are on duty or by calling the

number posted at the bridge.

(616) (c) The Kernwood Bridge, at mile 1.0, shall operate

as follows:

(617) (1) From May 1 through September 30, midnight

to 5 a.m., and from October 1 through April 30, 7 p.m.

to 5 a.m., draw shall open on signal after at least a

one-hour advance notice is given by calling the number

posted at the bridge.

(618) (2) From noon to 6 p.m. on Thanksgiving Day and

all day on Christmas and New Years Day, the draw shall

open on signal after at least a one-hour advance notice

is given by calling the number posted at the bridge.

70 ■ Chapter 2 ■ Coast Pilot 1
§117.597 Dorchester Bay.

(619) The draw of the William T. Morrisey Boulevard

Bridge, mile 0.0, at Boston, shall operate as follows:

(620) (a) From 7:30 a.m. to 9 a.m. and 4:30 p.m. to 6 p.m.,

Monday through Friday, except holidays, the draw need

not open for the passage of vessel traffic.

(621) (b) The draw shall open on signal from April 16

through May 31, from 8 a.m. through midnight, except

as provided in paragraph (a) of this section. From midnight through 8 a.m. at least an eight-hour advance notice is required for bridge openings.

(622) (c) The draw shall open on signal at all times from

June 1 through September 30, except as provided in

paragraph (a) of this section.

(623) (d) The draw shall open on signal from October 1

through October 14, 8 a.m. through midnight, except

as provided in paragraph (a) of this section. From midnight through 8 a.m. at least an eight-hour advance notice is required for bridge openings.

(624) (e) The draw shall open on signal from October 15

through April 15, after at least a 24 hours notice is

given, except as provided in paragraph (a) of this section.

§117.599 Fort Point Channel.

(625) The draw of the Northern Avenue Bridge, mile 0.1,

at Boston, shall operate as follows:

(626) (a) From May 1 through October 31, the draw 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 a two-hour

advance notice is given by calling the number posted at

the bridge.

(627) (b) From November 1 through April 30, the draw

shall open on signal from 7 a.m. to 3 p.m. From 3 p.m.

to 7 a.m. the draw shall open on signal if at least a

twenty-four hours advance notice is given by calling

the number posted at the bridge.

§117.601 Malden River.

(628) The draw of S16 bridge, mile 0.3 between Medford

and Everett, need not be opened for the passage of vessels.

§117.603 Manchester Harbor.

(629) The Massachusetts Bay Transportation Authority

Bridge at mile 1.0 in Manchester, shall operate as follows:

(630) (a) The draw shall open on signal—

(631) (1) From Memorial Day through September 30

from 7 a.m. to 11 p.m.;

(632) (2) From April 1 to Memorial Day and from October

1 to November 1 from 9 a.m. to 1 p.m. and 2 p.m. to 6

p.m.

(633) (b) At all other times, the draw shall open on signal

with at least four hours notice.

(634) (c) The owner of this bridge shall provide and keep

in good legible condition, clearance gauges for each

draw with figures not less than twelve (12) inches high

designed, installed and maintained in accordance with

the provisions of section 118.160 of this chapter.

§117.605 Merrimack River.

(635) (a) The draw of the Newburyport US1 Bridge, mile

3.4, shall operate as follows:

(636) (1) From May 1 through November 15, from 6 a.m.

to 10 p.m., the draw shall open on signal; except that,

from Memorial Day through Labor Day, from 6 a.m. to

10 p.m., the draw shall open on signal only on the hour

and half hour.

(637) (2) At all other times the draw shall open on signal

after at least a one-hour advance notice is given by calling the number posted at the bridge.

(638) (b) The draw of the Boston and Maine railroad

bridge, mile 3.4 at Newburyport, is normally maintained in the fully open position. When the draw is in

the closed position, a drawtender shall be on duty and

the draw shall open on signal.

(639) (c) The drawspans for the Massachusetts Department of Public Works drawbridges, mile 5.8 at

Newburyport and mile 12.6 at Rock Village, and

Groveland Drawbridge, mile 16.5 at Groveland, must

open on signal if at least two hours notice is given. Public vessels of the United States must be passed through

the drawspans as soon as possible.

§117.609 Mystic River.

(640) (a) The draw of the S99 Alford Street Bridge, mile

1.4, shall open on signal; except that, Monday through

Saturday, excluding holidays, the draw need not open

for the passage of vessel traffic from 7:45 a.m. to 9 a.m.,

9:10 a.m. to 10 a.m., and 5 p.m. to 6 p.m., daily. From

November 1 through March 31, between 3 p.m. and 7

a.m., at least an eight-hour advance notice is required

for bridge openings by calling the number posted at the

bridge.

(641) (b) The draw of the Wellington Bridge, mile 2.5,

need not open for the passage of vessel traffic.

§117.611 Neponset River.

(642) The Granite Avenue Bridge, mile 2.5, between

Boston and Milton, Massachusetts, shall operate as follows:

(643) (a) The draw of the Granite Avenue Bridge shall

open on signal from May 1 through October 31; 6 a.m.

to 12 midnight. At all other times the draw shall open

Navigation Regulations ■ Chapter 2 ■ 71
on signal if at least one hour advance notice is given by

calling the number posted at the bridge.

(644) (b) The owners of this bridge shall provide and keep

in good legible condition, clearance gauges for each

draw with figures not less than twelve (12) inches high

designed, installed and maintained according to the

provisions of §118.160 of this chapter.

§117.613 North River.

(645) The draw of the Plymouth County (Bridge Street)

Bridge, mile 4.0, at Norwell, shall open on signal from

May 1 through October 31 if at least four hours notice

is given. From November 1 through April 30, the draw

shall open on signal if at least 24 hours notice is given.

§117.615 Plum Island River.

(646) The draw of the Plum Island Turnpike Bridge, mile

3.3, between Newburyport and Plum Island, shall operate as follows:

(647) (a) From April 1 through November 30, 5 a.m. to 9

p.m., the draw shall open on signal if at least one hour

advance notice is given by calling the number posted at

the bridge. At all other times the draw shall open on

signal if at least three hours advance notice is given.

(648) (b) The owners of this bridge shall provide and keep

in good legible condition, clearance gauges for each

draw with figures not less than twelve (12) inches high,

designed, installed and maintained according to the

provisions of §118.160 of this chapter

§117.618 Saugus River

(649) (a) The following requirements apply to all bridges

across the Saugus River:

(650) (1) Public vessels of the United States, state or local

vessels used for public safety, and vessels in distress

shall be passed through the draw of each bridge as soon

as possible at any time. The opening signal from these

vessels is four or more short blasts of a whistle or horn

or a radio request.

(651) (2) The owners of these bridges shall provide and

keep in good legible condition clearance gauges with

figures not less than 12 inches high designed, installed

and maintained according to provisions of §118.160 of

this chapter.

(652) (3) Trains and locomotives shall be controlled so

that any delay in opening the draw span shall not exceed seven minutes. However, if a train moving toward

the bridge has crossed the home signal for the bridge

before the signal requesting opening of the bridge is

given, the train may continue across the bridge and

must clear the bridge interlocks before stopping.

(653) (b) The draw of the General Edwards SR1A Bridge,

mile 1.7, between Revere and Lynn, shall open on signal; except that, from April 1 through November 30,

from midnight through 8 a.m. at least an eight-hour

advance notice is required for bridge openings, and at

all times from December 1 through March 31, at least

an eight-hour advance notice is required for bridge

openings.

(654) (c) The Fox Hill (SR107) Bridge, at mile 2.5, shall

operate as follows:

(655) (1) The draw shall open on signal, except that, from

October 1 through May 31, from 7 p.m. to 5 a.m., the

draw shall open after at least a one-hour advance notice

is given by calling the number posted at the bridge.

(656) (2) From noon to 6 p.m. on Thanksgiving Day, and

all day on Christmas, and New Years Day, the draw shall

open on signal after at least a one-hour advance notice

is given by calling the number posted at the bridge.

§117.621 Fore River.

(657) The draw of the Quincy Weymouth SR3A bridge,

mile 3.5 between Quincy Point and North Weymouth,

Massachusetts, shall open on signal, except that:

(658) (a) From 6:30 a.m. to 9 a.m. and from 4:30 p.m. to

6:30 p.m., Monday through Friday, except holidays observed in the locality, the draw need not be opened.

(659) (b) The draw shall open on signal at all times for

self-propelled vessels greater than 10,000 gross tons.

(660) (c) From noon to 6 p.m. on Thanksgiving Day, from

6 p.m. on December 24 to midnight on December 25,

and from 6 p.m. on December 31 to midnight on January 1, the draw shall open on signal after at least a

two-hour advance notice is given by calling the number

posted at the bridge.

§117.697 Hampton River.

(661) The SR1A bridge, mile 0.0 at Hampton, operates as

follows:

(662) (a) The draw shall open on signal from April 1

through October 31 for the passage of vessels during

daylight hours from three hours before to three hours

after each high tide. Daylight hours means one-half

hour before sunrise to one-half hour after sunset. High

tide occurs one-half hour later than the time of high

tide for Portland, Maine, as published in the tide tables

published by private entities using data provided by the

National Ocean Service. At all other times, the draw

shall open on signal if at least three hours notice is

given.

(663) (b) The owners of the bridge shall provide and keep

in good legible condition two board gages painted

white with black figures not less than six inches high to

indicate the vertical clearance under the closed draw at

all stages of the tide. The gages shall be so placed on the

72 ■ Chapter 2 ■ Coast Pilot 1
bridge that they are plainly visible to operators of vessels approaching the bridge either up or downstream.

(664) (c) Vessels which can pass under the closed draw

with a clearance of one foot or more shall not signal for

the opening of the draw. In case a vessel gives the prescribed signal and the drawtender is uncertain as to

whether the vessel can safely pass, the drawtender shall

open the draw. If the drawtender finds that there would

have been a clearance of one foot or more had the draw

remained closed, the matter shall be reported immediately to the District Commander, giving the name of

the vessel, the time of opening the draw, the clearance

under the bridge as indicated by the gage at the time of

opening the draw, and the approximate vertical clearance required by the vessel.

§117.699 Little Harbor.

(665) The draw of the SR1B bridge, mile 1.0 between New

Castle and Rye, shall open on signal from April 1

through October 31 from 6 a.m. to 10 p.m. if at least

four hours notice is given. At all other times, the draw

shall open as soon as possible only for emergencies.

§117.700 Piscataqua River.

(666) See §117.531, Piscataqua River, listed under Maine.

Note

(667) 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.

(668) (a) Unless otherwise indicated, this part applies to

each vessel that carries oil in bulk as cargo and that is:

(669) (1) Documented under the laws of the United

States (a U.S. vessel); or

(670) (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).

(671) (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.

(672) (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.

(673) (b) The material approved for incorporation by reference in this part and the sections affected are as

follows:

(674) International Maritime Organization (IMO)—4

Albert Embankment, London SE1 7SR, England.

(675) IMO Assembly Resolution A.601(15), Provision and

Display of Manoeuvring Information on Board Ships,

Annex sections 1.1, 2.3, 3.1, and 3.2 with appendices

adopted on 19 November 1987 . . . . . . . . . . . . . .157.40

(676) 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

(677) 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 . . . . . . . . . . . . . . . . . . . . . . 157.445

(678) Oil Companies International Marine Forum

(OCIMF)—15th Floor, 96 Victoria Street, London,

SW1E 5JW, England.

(679) International Safety Guide for Oil Tankers and Terminals, Fourth Edition, Chapters 6, 7 and 10, 1996

. . . . . . . . . . . . . . . . . . . . . . . . . 157.435

§157.03 Definitions.

(680) Except as otherwise stated in a subpart:

(681) Amidships means the middle of the length.

(682) Animal fat means a non-petroleum oil, fat, or

grease derived from animals and not specifically identified elsewhere in this part.

(683) Ballast voyage means the voyage that a tank vessel

engages in after it leaves the port of final cargo discharge.

Navigation Regulations ■ Chapter 2 ■ 73
(684) Breadth or B means the maximum molded breadth

of a vessel in meters.

(685) Cargo tank length means the length from the forward bulkhead of the forwardmost cargo tanks, to the

after bulkhead of the aftermost cargo tanks.

(686) Center tank means any tank inboard of a longitudinal bulkhead.

(687) Clean ballast means ballast which:

(688) (1) If discharged from a vessel that is stationary

into clean, calm water on a clear day, would not—

(689) (i) Produce visible traces of oil on the surface of the

water or on adjoining shore lines; or

(690) (ii) Cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shore

lines; or

(691) (2) If verified by an approved cargo monitor and

control system, has an oil content that does not exceed

15 p.m.

(692) Combination carrier means a vessel designed to

carry oil or solid cargoes in bulk.

(693) 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.

(694) 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.

(695) Dedicated clean ballast tank means a cargo tank

that is allocated solely for the carriage of clean ballast.

(696) 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.

(697) 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.

(698) 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.

(699) 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.

(700) Existing vessel means any vessel that is not a new

vessel.

(701) 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.

(702) Foreign trade means any trade that is not domestic

trade.

(703) From the nearest land means from the baseline

from which the territorial sea of the United States is established in accordance with international law.

(704) Fuel oil means any oil used as fuel for machinery in

the vessel in which it is carried.

(705) Inland vessel means a vessel that is not oceangoing

and that does not operate on the Great Lakes.

(706) 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.

(707) 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

carrying unit (the tank barge) so that the two vessels

function as a single self-propelled vessel.

(708) Large primary structural member includes any of

the following:

(709) (1) Web frames.

(710) (2) Girders.

(711) (3) Webs.

(712) (4) Main brackets.

(713) (5) Transverses.

(714) (6) Stringers.

(715) (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.

(716) 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.

(717) 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.

(718) Major conversion means a conversion of an existing vessel that:

(719) (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;

(720) (2) Changes the type of vessel;

(721) (3) Substantially prolongs the vessel’s service life;

or

74 ■ Chapter 2 ■ Coast Pilot 1
(722) (4) Otherwise so changes the vessel that it is essentially a new vessel, as determined by the Commandant

(G-MOC).

(723) 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.

(724) New vessel means:

(725) (1) A U.S. vessel in domestic trade that:

(726) (i) Is constructed under a contract awarded after

December 31, 1974;

(727) (ii) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

June 30, 1975;

(728) (iii) Is delivered after December 31, 1977; or

(729) (iv) Has undergone a major conversion for which:

(730) (A) The contract is awarded after December 31,

1974;

(731) (B) In the absence of a contract, conversion is begun after June 30, 1975; or

(732) (C) Conversion is completed after December 31,

1977; and

(733) (2) A foreign vessel or a U.S. vessel in foreign trade

that;

(734) (i) Is constructed under a contract awarded after

December 31, 1975;

(735) (ii) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

June 30, 1976;

(736) (iii) Is delivered after December 31, 1979; or

(737) (iv) Has undergone a major conversion for which:

(738) (A) The contract is awarded after December 31,

1975;

(739) (B) In the absence of a contract, conversion is begun after June 30, 1976; or

(740) (C) Conversion is completed after December 31,

1979.

(741) 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.

(742) Oceangoing has the same meaning as defined in

§151.05 of this chapter.

(743) 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.

(744) 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.

(745) 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.”

(746) Oily mixture means a mixture, in any form, with

any oil content. “Oily mixture” includes, but is not limited to—

(747) (1) Slops from bilges;

(748) (2) Slops from oil cargoes (such as cargo tank

washings, oily waste, and oily refuse);

(749) (3) Oil residue; and

(750) (4) Oily ballast water from cargo or fuel oil tanks,

including any oil cargo residue.

(751) Oil residue means—

(752) (1) Oil cargo residue; and

(753) (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.

(754) 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.

(755) 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.

(756) Other non-petroleum oil means an oil of any kind

that is not petroleum oil, an animal fat, or a vegetable

oil.

(757) 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.

(758) Petroleum oil means petroleum in any form, including but not limited to, crude oil, fuel oil, sludge, oil

residue, and refined products.

(759) 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.

(760) Product means any liquid hydrocarbon mixture in

any form, except crude oil, petrochemicals, and liquefied gases.

Navigation Regulations ■ Chapter 2 ■ 75
(761) 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.

(762) Slop tank means a tank specifically designated for

the collection of cargo drainings, washings, and other

oily mixtures.

(763) Tank means an enclosed space that is formed by the

permanent structure of a vessel, and designed for the

carriage of liquid in bulk.

(764) Tank barge means a tank vessel not equipped with a

means of self-propulsion.

(765) 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—

(766) (1) Is a vessel of the United States;

(767) (2) Operates on the navigable waters of the United

States; or

(768) (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.

(769) Tankship means a tank vessel propelled by mechanical power or sail.

(770) 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.

(771) Wing tank means a tank that is located adjacent to

the side shell plating.

§157.04 Authorization of classification societies.

(772) (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.

(773) (b) If a CS desires authorization to perform the

plan reviews, certifications, and inspections required

under this part, it must submit to the Commandant

(G-MOC), 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.

(774) (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.

(775) (d) Acceptance as an authorized CS terminates unless the following are met:

(776) (1) The authorized CS must have each Coast Guard

regulation that is applicable to foreign vessels on the

navigable waters of the United States.

(777) (2) Each issue concerning equivalents to the regulations in this part must be referred to the Coast Guard

for determination.

(778) (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.

(779) (4) Each document certified under §§157.116(a)(2),

157.118(b)(1)(ii), and 157.216(b)(1)(ii) must be marked

with the name or seal of the authorized CS.

(780) (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 (G-MOC), U.S. Coast

Guard, Washington, D.C. 20593-0001.

Subpart B–Design,Equipment,and Installation

§157.08 Applicability of Subpart B.

(781) NOTE: An “oil tanker” as defined in §157.03 includes barges as well as self-propelled vessels.

(782) (a) Sections 157.10d and 157.11(g) apply to each

vessel to which this part applies.

(783) (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.

(784) (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.

(785) (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.

(786) (e) Sections 157.11 (a) through (f), 157.12, and

157.15 do not apply to a vessel, except an oil tanker,

76 ■ Chapter 2 ■ Coast Pilot 1
that carries less than 1,000 cubic meters of crude oil or

products in bulk as cargo and which retains oily mixtures on board and discharges them to a reception facility.

(787) (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.

(788) (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.

(789) (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.

(790) (i) Section 157.09(d) does not apply to any:

(791) (1) U.S. vessel in domestic trade that is constructed

under a contract awarded before January 8, 1976;

(792) (2) U.S. vessel in foreign trade that is constructed

under a contract awarded before April 1, 1977; or

(793) (3) Foreign vessel that is constructed under a contract awarded before April 1, 1977.

(794) (j) Sections 157.09 and 157.10a do not apply to a

new vessel that:

(795) (1) Is constructed under a building contract awarded

after June 1, 1979;

(796) (2) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

January 1, 1980;

(797) (3) Is delivered after June 1, 1982; or

(798) (4) Has undergone a major conversion for which:

(799) (i) The contract is awarded after June 1, 1979;

(800) (ii) In the absence of a contract, conversion is begun after January 1, 1980; or

(801) (iii) Conversion is completed after June 1, 1982.

(802) (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.

(803) (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.

(804) (m) Section 157.12 does not apply to a U.S. vessel

that:

(805) (1) Is granted an exemption under Subpart F of this

part; or

(806) (2) Is engaged solely in voyages that are:

(807) (i) Between ports or places within the United

States, its territories or possessions;

(808) (ii) Of less than 72 hours in length; and

(809) (iii) At all times within 50 nautical miles of the

nearest land.

(810) (n) Section 157.10d does not apply to:

(811) (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);

(812) (2) An oil spill response vessel;

(813) (3) Before January 1, 2015—

(814) (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

(815) (ii) A delivering vessel that is offloading oil in bulk

as cargo in lightering activities—

(816) (A) Within a lightering zone established under 46

U.S.C. 3715(b)(5); and

(817) (B) More than 60 miles from the territorial sea base

line, as defined in 33 CFR 2.20.

(818) (4) A vessel documented under 46 U.S.C., Chapter

121, that was equipped with a double hull before August 12, 1992;

(819) (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

(820) (6) A vessel in the National Defense Reserve Fleet

pursuant to 50 App. U.S.C. 1744.

§157.10d Double hulls on tank vessels.

(821) (a) With the exceptions stated in §157.08(n), this

section applies to a tank vessel—

(822) (1) For which the building contract is awarded after June 30, 1990; or

(823) (2) That is delivered after December 31, 1993;

(824) (3) That undergoes a major conversion for which;

(825) (i) The contract is awarded after June 30, 1990; or

(826) (ii) Conversion is completed after December 31,

1993; or

(827) (4) That is otherwise required to have a double hull

by 46 U.S.C. 3703a(c).

(828) NOTE: 46 U.S.C. 3703a(c) is shown in appendix G

to this part.

(829) (b) Each vessel to which this section applies must

be fitted with:

(830) (1) A double hull in accordance with this section;

and

(831) (2) If §157.10 applies, segregated ballast tanks and

a crude oil washing system in accordance with that section.

Navigation Regulations ■ Chapter 2 ■ 77
(832) (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:

(833) (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:

(834) (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.).

(835) (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.).

(836) (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.

(837) (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:

(838) (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.).

(839) (ii) For a vessel of less than 5,000 DWT: h=B/15, but

in no case less than 0.76 meter (30 in.).

(840) (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.

(841) (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—

(842) (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.

(843) (ii) For a vessel of less than 5,000 DWT: Not less

than 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 the distance w, as shown in Figure

157.10d(c)(3)(ii) and specified in Paragraph (c)(1) of

this section.

(844) (4) For a vessel to which §157.10(b) applies that is

built under a contract awarded after September 11,

1992.

(845) (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.

(846) (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.

78 ■ Chapter 2 ■ Coast Pilot 1
(847) (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:

(848) (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

(849) (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.

(850) (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.

(851) (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.

(852) (e) Except as provided in Paragraph (e)(3) of this

section, a vessel must not carry any oil in any tank extending forward of:

(853) (1) The collision bulkhead; or

(854) (2) In the absence of a collision bulk-head, the

transverse plane perpendicular to the centerline

through a point located:

(855) (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 forward perpendicular;

(856) (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

(857) (iii) On each vessel which operates exclusively as a

box or trail barge, 61 cm. (2 ft.) aft of the headlog.

(858) (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.

(859) (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.

(860) (a) The purpose of this subpart is to establish mandatory safety and operational requirements to reduce

environmental damage resulting from petroleum oil

spills.

(861) (b) This subpart applies to each tank vessel specified in §157.01 of this part that—

(862) (1) Is 5,000 gross tons or more;

(863) (2) Carries petroleum oil in bulk as cargo or oil

cargo residue; and

(864) (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).

§157.445 Maneuvering performance capability.

(865) (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—

(866) (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

(867) (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.

(868) (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.

(869) (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.

(870) (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

Navigation Regulations ■ Chapter 2 ■ 79
MSC/Circ. 644., are prominently displayed in the

wheelhouse.

(871) (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.

(872) Part 160 contains regulations implementing the

Ports and Waterways Safety Act (33 U.S.C. 1221) and related statutes.

§160.3 Definitions.

(873) For the purposes of this subchapter:

(874) 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.

(875) 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.

(876) Commandant means the Commandant of the

United States Coast Guard.

(877) 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.

(878) Deviation means any departure from any rule in

this subchapter.

(879) 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.

(880) ETA means estimated time of arrival.

(881) 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.

(882) Person means an individual, firm, corporation, association, partnership, or governmental entity.

(883) 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.

(884) Tanker means a self-propelled tank vessel constructed or adapted primarily to carry oil or hazardous

materials in bulk in the cargo spaces.

(885) 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.

(886) Vehicle means every type of conveyance capable of

being used as a means of transportation on land.

(887) Vessel means every description of watercraft or

other artificial contrivance used, or capable of being

used, as a means of transportation on water.

(888) 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.

(889) 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.

(890) 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.

(891) VTS Special Area means a waterway within a VTS

area in which special operating requirements apply.

§160.5 Delegations.

(892) (a) District Commanders and Captains of the Ports

are delegated the authority to establish safety zones.

(893) (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.

(894) (c) Under the provisions 33 CFR §1.05-1, District

Commanders have been delegated authority to establish regulated navigation areas.

(895) (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

80 ■ Chapter 2 ■ Coast Pilot 1
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.

(896) (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.

(897) (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.

(898) (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.

(899) (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

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.

(900) (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.

(901) This subpart describes the authority exercised by

District Commanders and Captains of the Ports to

Navigation Regulations ■ Chapter 2 ■ 81
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.

(902) (a) This subpart applies to any—

(903) (1) Vessel on the navigable waters of the United

States, except as provided in paragraphs (b) and (c) of

this section;

(904) (2) Bridge or other structure on or in the navigable

waters of the United States; and

(905) (3) Land structure or shore area immediately adjacent to the navigable waters of the United States.

(906) (b) This subpart does not apply to any vessel on the

Saint Lawrence Seaway.

(907) (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:

(908) (1) Innocent passage through the territorial sea of

the United States;

(909) (2) Transit through the navigable waters of the

United States which form a part of an international

strait.

§160.105 Compliance with orders.

(910) 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.

(911) 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.

(912) (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:

(913) (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

(914) (2) Conduct examinations to assure compliance

with the safety equipment requirements for structures.

§160.111 Special orders applying to vessel

operations.

(915) Each District Commander or Captain of the Port

may order a vessel to operate or anchor in the manner

directed when:

(916) (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;

(917) (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

(918) (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.

(919) (a) Each District Commander or Captain of the

Port may prohibit any vessel, 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.

(920) (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:

(921) (1) Fails to comply with any applicable regulation;

(922) (2) Discharges oil or hazardous material in violation of any law or treaty of the United States;

(923) (3) Does not comply with applicable vessel traffic

service requirements;

82 ■ Chapter 2 ■ Coast Pilot 1
(924) (4) While underway, does not have at least one licensed deck officer on the navigation bridge who is capable of communicating in the English language.

(925) (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.

(926) (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.

(927) (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 Arrivals, Hazardous

Conditions, and Certain Dangerous Cargos

§160.201 General.

(928) This subpart contains requirements and procedures for submitting Notices of Arrival (NOA) and Notice of Hazardous Condition. The sections in this

subpart describe:

(929) (a) Applicability and exemptions from requirements in this subpart;

(930) (b) Required information in an NOA;

(931) (c) Required changes to an NOA;

(932) (d) Methods and times for submission of an NOA

and changes to an NOA;

(933) (e) How to obtain a waiver; and

(934) (f) Requirements for submission of the Notice of

Hazardous Conditions.

§160.202 Applicability.

(935) (a) This subpart applies to U.S. and foreign vessels

bound for or departing from ports or places in the

United States.

(936) (b) This subpart does not apply to recreational vessels under 46 U.S.C. 4301 et seq.

(937) (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.

(938) (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.

(939) (a) Except for reporting notice of hazardous conditions, the following vessels are exempt from requirements in this subpart:

(940) (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.

(941) (2) Oil Spill Recovery Vessels (OSRVs) when engaged in actual spill response operations or during spill

response exercises.

(942) (3) Vessels operating upon the following waters:

(943) (i) Mississippi River between its sources and mile

235, Above Head of Passes;

(944) (ii) Tributaries emptying into the Mississippi River

above mile 235;

(945) (iii) Atchafalaya River above its junction with the

Plaquemine-Morgan City alternate waterway and the

Red River; and

(946) (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.

(947) (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:

(948) (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).

(949) (2) Vessels operating exclusively within a Captain

of the Port Zone.

(950) (3) Vessels arriving at a port or place under force

majeure.

(951) (4) Towing vessels and barges operating solely between ports or places in the continental United States.

(952) (5) Public vessels.

(953) (6) Except for tank vessels, U.S. vessels operating

solely between ports or places in the United States on

the Great Lakes.

Navigation Regulations ■ Chapter 2 ■ 83
(954) (c) Vessels less than 500 gross tons need not submit

the International Safety Management (ISM) Code Notice (Entry (7) to Table 160.206).

(955) (d) [Suspended]

(956) (e) [Suspended]

(957) (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.

(958) As used in this subpart:

(959) 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.

(960) Barge means a non-self propelled vessel engaged in

commerce.

(961) 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.

(962) Certain dangerous cargo (CDC) includes any of the

following:

(963) (1) Division 1.1 or 1.2 explosives as defined in 49

CFR 173.50.

(964) (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.

(965) (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.

(966) (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.

(967) (5) A liquid material that has a primary or subsidiary classification of Division 6.1 “poisonous material”

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 bulk packaging, or that is in a quantity in excess of 20 metric tons per vessel when not in a bulk

packaging.

(968) (6) Class 7, “highway route controlled quantity” radioactive material or “fissile material, controlled shipment,” as defined in 49 CFR 173.403.

(969) (7) Bulk liquefied chlorine gas and Bulk liquefied

gas cargo that is flammable and/or toxic and carried

under 46 CFR 154.7.

(970) (8) The following bulk liquids:

(971) (i) Acetone cyanohydrin,

(972) (ii) Allyl alcohol,

(973) (iii) Chlorosulfonic acid,

(974) (iv) Crotonaldehyde,

(975) (v) Ethylene chlorohydrin,

(976) (vi) Ethylene dibromide,

(977) (vii) Methacrylonitrile, and

(978) (viii) Oleum (fuming sulfuric acid).

(979) (9) Ammonium nitrate and ammonium nitrate

based fertilizers, in bulk, listed as a Division 5.1 material in 49 CFR 172.101.

(980) (10) Propylene oxide, alone or mixed with ethylene

oxide, in bulk.

(981) 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.”

(982) 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.

(983) Great Lakes means Lakes Superior, Michigan, Huron, Erie, and Ontario, their connecting and tributary

waters, the Saint Lawrence River as far as Saint Regis,

and adjacent port areas.

(984) 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.

(985) 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.

(986) Nationality means the state (nation) in which a

person is a citizen or to which a person owes permanent allegiance.

(987) 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.

(988) Persons in addition to crewmembers mean any

person onboard the vessel, including passengers, who

are not included on the list of crewmembers.

(989) Port or place of departure means any port or place

in which a vessel is anchored or moored.

(990) Port or place of destination means any port or

place in which a vessel is bound to anchor or moor.

84 ■ Chapter 2 ■ Coast Pilot 1
(991) 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.

(992) 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.

(993) 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.

(994) (a) Each NOA must contain all of the information

items specified in Table 160.206.

(995) (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.

(996) (c) You may submit a copy of INS Form I–418 to

meet the requirements of entries (4) and (5) in Table

160.206.

(997) (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

changes to an NOA.

§160.208 Changes to a submitted NOA.

(998) (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.

(999) (b) Changes in the following information need not

be reported:

(1000) (1) Changes in arrival or departure times that are

less than six (6) hours;

(1001) (2) Changes in vessel location or position of the

vessel at the time of reporting (entry (2)(vi) to Table

160.206); and

(1002) (3) Changes to crewmembers’ position or duties on

the vessel (entry (5)(v) to Table 160.206).

(1003) (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.

(1004) (a) [Suspended]

(1005) (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.

(1006) (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).

(1007) (d) [Suspended]

(1008) (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:

(1009) (1) Electronic submission via the electronic NOA

(e-NOA) available on the NVMC web site at

http://www.nvmc.uscg.gov.

(1010) (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;

(1011) (3) E-mail at sans@nvmc.uscg.gov. Workbook

available at http://www.nvmc.uscg.gov;

(1012) (4) Fax at 1-800-547-8724 or 304-264-2684. Workbook available at http://www.nvmc.uscg.gov; or,

(1013) (5) Telephone at 1-800-708-9823 or 304-264-2502.

§160.212 When to submit an NOA.

(1014) (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.

(1015) (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.

(1016) (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

Navigation Regulations ■ Chapter 2 ■ 85
86 ■ Chapter 2 ■ Coast Pilot 1

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.
If your voyage time is– You must submit an NOA–

(ii) Less than 96 hours Before departure but at least 24

hours before entering the port or

place of destination.

(1017) (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.

(1018) (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.

(1019) (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.

(1020) (c) [Suspended]

§160.214 Waivers.

(1021) 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.

(1022) 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 Marine Safety 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.

(1023) (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.

(1024) (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.

(1025) (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.

(1026) (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.

(1027) For the purposes of this part:

(1028) 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

Navigation Regulations ■ Chapter 2 ■ 87
disputes, and renders assistance in emergencies in adjoining United States and Canadian waters.

(1029) 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:

(1030) (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.

(1031) (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.

(1032) (3) Vessel characteristics that affect or restrict maneuverability, such as cargo arrangement, trim, loaded

condition, underkeel clearance, speed, or similar characteristics.

(1033) 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.

(1034) 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.

(1035) Towing Vessel means any commercial vessel engaged in towing another vessel astern, alongside, or by

pushing ahead.

(1036) Vessel Movement Center (VMC) means the

shore-based 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).

(1037) 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).

(1038) 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.

(1039) 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.

(1040) 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.

(1041) 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.

(1042) 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.

(1043) VTS Special Area means a waterway within a VTS

area in which special operating requirements apply.

(1044) VTS User means a vessel, or an owner, operator,

charterer, master, or person directing the movement of

a vessel, that is:

(1045) (a) Subject to the Vessel Bridge-to-Bridge Radiotelephone Act; or

(1046) (b) Required to participate in a VMRS within a VTS

area (VMRS User).

(1047) 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.

(1048) 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.

(1049) Each VTS User shall carry on board and maintain

for ready reference a copy of these rules.

(1050) 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

88 ■ Chapter 2 ■ Coast Pilot 1
publication, contain additional information which may

assist the prudent mariner while in the appropriate

VTS area.

§161.5 Deviations from the rules.

(1051) (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.

(1052) (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 it 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.

Services, VTS Measures, and Operating

Requirements

§161.10 Services.

(1053) 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:

(1054) (a) Hazardous conditions or circumstances;

(1055) (b) Vessel congestion;

(1056) (c) Traffic density;

(1057) (d) Environmental conditions;

(1058) (e) Aids to navigation status;

(1059) (f) Anticipated vessel encounters;

(1060) (g) Another vessel’s name, type, position, hazardous vessel operating conditions, if applicable, and intended navigation movements, as reported;

(1061) (h) Temporary measures in effect;

(1062) (i) A description of local harbor operations and

conditions, such as ferry routes, dredging, and so forth;

(1063) (j) Anchorage availability; or

(1064) (k) Other information or special circumstances.

§161.11 VTS measures.

(1065) (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:

(1066) (1) Designating temporary reporting points and

procedures;

(1067) (2) Imposing vessel operating requirements; or

(1068) (3) Establishing vessel traffic routing schemes.

(1069) (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.

(1070) (a) Subject to the exigencies of safe navigation, a

VTS User shall comply with all measures established or

directions issued by a VTS.

(1071) (b) If, in a specific circumstance, a VTS User is unable to safely comply with a measure or direction 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.

(1072) (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.

(1073) 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.

(1074) (d) As soon as practicable a VTS User shall notify

the VTS of any of the following:

(1075) (1) A marine casualty as defined in 46 CFR 4.05-1;

(1076) (2) Involvement in the ramming of a fixed or floating object;

(1077) (3) A pollution incident as defined in §151.15 of

this chapter:

(1078) (4) A defect or discrepancy in an aid to navigation;

(1079) (5) A hazardous condition as defined in §160.203 of

this chapter;

(1080) (6) Improper operation of vessel equipment required by Part 164 of this chapter;

(1081) (7) A situation involving hazardous materials for

which a report is required by 49 CFR 176.48; and

Navigation Regulations ■ Chapter 2 ■ 89
90 ■ Chapter 2 ■ Coast Pilot 1

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.
Navigation Regulations ■ Chapter 2 ■ 91

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 Arthur6 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.
(1082) (8) A hazardous vessel operating condition as defined in §161.2.

§161.13 VTS Special Area Operating

Requirements.

(1083) The following operating requirements apply within

a VTS Special Area:

(1084) (a) A VTS User shall, if towing astern, do so with as

short a hawser as safety and good seamanship permits.

(1085) (b) A VMRS User shall:

(1086) (1) Not enter or get underway in the area without

prior approval of the VTS;

(1087) (2) Not enter a VTS Special Area if a hazardous vessel operating condition or circumstance exists;

(1088) (3) Not meet, cross, or overtake any other VMRS

User in the area without prior approval of the VTS; and

(1089) (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.

(1090) (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.

(1091) (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.

(1092) Unless otherwise stated, the provisions of this

subpart apply to the following vessels and VMRS Users:

(1093) (a) Every power-driven vessel of 40 meters (approximately 131 feet) or more in length, while navigating;

(1094) (b) Every towing vessel of 8 meters (approximately

26 feet) or more in length, while navigating; or

(1095) (c) Every vessel certificated to carry 50 or more

passengers for hire, when engaged in trade.

§161.17 Definitions.

(1096) As used in the subpart:

(1097) Center means a Vessel Traffic Center or Vessel

Movement Center.

(1098) 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.

(1099) (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);

(1100) (2) Establish other means of reporting for those

vessels unable to report on the designated frequency;

or

(1101) (3) Require reports from a vessel in sufficient time

to allow advance vessel traffic planning.

(1102) (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).

(1103) (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.

(1104) 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.

(1105) (d) A vessel must report:

(1106) (1) Any significant deviation from its Sailing Plan,

as defined in §161.19, or from previously reported information; or

(1107) (2) Any intention to deviate from a VTS issued measure or vessel traffic routing system.

(1108) (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).

(1109) Unless otherwise stated, at least 15 minutes before

navigating a VTS area, a vessel must report the:

(1110) (a) Vessel name and type;

(1111) (b) Position;

(1112) (c) Destination and ETA;

(1113) (d) Intended route;

92 ■ Chapter 2 ■ Coast Pilot 1
Navigation Regulations ■ Chapter 2 ■ 93

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 nauti- cal 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 environ- ment.

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/orowner 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 ap- proaching vessels; in addition, for a towing operation; configura- tion, length of the tow, available horsepower, etc.; for a dredge or

floating plant: configuration of pipeline, mooring configuration,

number of assist vessels, etc.].
(1114) (e) Time and point of entry; and

(1115) (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).

(1116) A vessel must report its name and position:

(1117) (a) Upon point of entry into a VMRS area;

(1118) (b) At designated points as set forth in Subpart C;

or

(1119) (c) When directed by the Center.

§161.21 Automated reporting.

(1120) (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.

(1121) (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:

(1122) (1) Notify the Center;

(1123) (2) Make voice radio Position Reports at designated

reporting points as required by §161.20(b) of this part;

and

(1124) (3) Make any other reports as directed by the Center.

§161.22 Final Report (FR).

(1125) A vessel must report its name and position:

(1126) (a) On arrival at its destination; or

(1127) (b) When leaving a VTS area.

§161.23 Reporting exemptions.

(1128) (a) Unless otherwise directed, the following vessels

are exempted from providing Position and Final Reports due to the nature of their operation:

(1129) (1) Vessels on a published schedule and route;

(1130) (2) Vessels operating within an area of a radius of

three nautical miles or less; or

(1131) (3) Vessels escorting another vessel or assisting another vessel in maneuvering procedures.

(1132) (b) A vessel described in paragraph (a) of this section must:

(1133) (1) Provide a Sailing Plan at least 5 minutes but not

more than 15 minutes before navigating within the

VMRS area; and

(1134) (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.

(1135) (c) In those VTS areas capable of receiving automated position reports from Automatic Identification

System equipment (AISSE) as required by §164.43 of

this chapter and where AISSE is required, vessels

equipped with an operating AISSE are not required to

make voice radio position reports at designated reporting points as required by §161.20(b) of this part, unless

otherwise directed by the VTC.

(1136) (1) Whenever an AISSE becomes non-operational

as defined in §164.43(c) of this chapter, before entering

or while underway in a VTS area, a vessel must:

(1137) (i) Notify the VTC;

(1138) (ii) Make voice radio position reports at designated

reporting points as required by §161.20(b) of this part;

(1139) (iii) Make other voice radio reports as directed; and

(1140) (iv) Restore the AISSE to operating condition as

soon as possible.

(1141) (2) Whenever an AISSE becomes non-operational

due to a loss of position correction information (i.e.,

the U.S. Coast Guard differential global positioning

system (dGPS) cannot provide the required error correction messages) a vessel must:

(1142) (i) Make required voice radio position reports at

designated reporting points required by §161.20(b) of

this part; and

(1143) (ii) Make other voice radio reports as directed.

(1144) Note: Regulations pertaining to AISSE required capabilities are set forth in §164.43 of this chapter.

Subpart C–Vessel Traffic Service and Vessel

Movement Reporting System Areas and

Reporting Points

(1145) 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.

(1146) 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

40°25'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 40°41.9'N.; and then

east including the waters of the Kill Van Kull and 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

94 ■ Chapter 2 ■ Coast Pilot 1
east including the waters of the East River to the

Throgs Neck Bridge, excluding the Harlem River.

(1147) 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.

(1148) 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.

(1149) (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 Turnin 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.

(1150) (b) Precautionary Areas.

(1151) (c) Reporting Points.

§161.40 Vessel Traffic Service Berwick Bay.

(1152) (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.

(1153) (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.

(1154) (c) Reporting Points.

Part 164–Navigation Safety Regulations (in

part). For a complete description of this part

see 33 CFR 164.

§164.01 Applicability.

(1155) (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

in §164.02) when it is operating in the navigable waters

of the United States except the St. Lawrence Seaway.

(1156) (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–

(1157) (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;

(1158) (2) Used solely for assistance towing as defined by

46 CFR 10.103;

(1159) (3) Used solely for pollution response; or

(1160) (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.

(1161) (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.

(1162) (d) Provisions of §164.46 apply to some self-propelled vessels of less 1600 gross tonnage.

§164.02 Applicability exception for foreign

vessels.

(1163) (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:

(1164) (1) Are not destined for, or departing from, a port or

place subject to the jurisdiction of the United States;

and

(1165) (2) Are in:

(1166) (i) Innocent passage through the territorial sea of

the United States; or

(1167) (ii) Transit through navigable waters of the United

States which form a part of an international strait.

Navigation Regulations ■ Chapter 2 ■ 95
96 ■ Chapter 2 ■ Coast Pilot 1

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 Precautional Area encompasses a circular area of the radius denoted.

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) “1C”

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
Navigation Regulations ■ Chapter 2 ■ 97

TABLE 161.35(c)–VTS HOUSTON/GALVESTON REPORTING POINTS

Designator Geographic name Geographic description Latitude/

Longitude Notes

4A Upper Galveston Bay . . . . . . . . . . . . . . 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 Bayou 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

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
§164.03 Incorporation by reference.

(1168) (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 Navigation 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.

(1169) (b) The materials approved for incorporation by

reference in this part and the sections affected are as

follows:

(1170) American Petroleum Institute (API), 1220 L Street

NW., Washington, DC 20005

(1171) API Specifications 9A, Specification for Wire Rope,

Section 3, Properties and Tests for Wire and Wire Rope,

May 28, 1984. . . . . . . . . . . . . . . . . . 164.74

(1172) American Society for Testing and Materials

(ASTM), 100 Barr Harbor Drive, West Conshohocken,

PA 19428-2959

(1173) ASTM D4268-93, Standard Test Method for Testing

Fiber Ropes . . . . . . . . . . . . . . . . . . 164.74

(1174) Cordage Institute, 350 Lincoln Street, Hingham,

MA 02043

(1175) CIA-3, Standard Test Methods for Fiber Rope Including Standard Terminations, Revised, June 1980

. . . . . . . . . . . . . . . . . . . . . . . . . 164.74

(1176) International Electrotechnical Commission (IEC),

3, rue de Varemb, Geneva, Switzerland.

(1177) 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

(1178) 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

(1179) Resolution MSC.74(69), Annex 3, Recommendation on Performance Standards for a Universal

Shipborne Automatic Identification System (AIS),

adopted May 12, 1998 · · · · · · · · · · · · · 164.46

(1180) SN/Circ.227, Guidelines for the Installation of a

Shipborne Automatic Identification System (AIS),

dated January 6, 2003 · · · · · · · · · · · · · 164.46

(1181) 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

(1182) 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

(1183) International Telecommunication Union Radiocommunication Bureau (ITU-R), Place de Nations

CH-1211 Geneva 20 Switzerland

(1184) (1) ITU-R Recommendation M.821, Optional Expansion of the Digital Selective-Calling System for Use

in the Maritime Mobile Service, 1992 . . . . . 164.43

(1185) (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

(1186) 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

(1187) Radio Technical Commission for Maritime Services, 655 Fifteenth Street, NW., Suite 300, Washington, DC 20005

(1188) (1) RTCM Paper 12-78/DO-100, Minimum Performance Standards, Loran C Receiving Equipment, 1977

. . . . . . . . . . . . . . . . . . . . . . . . . 164.41

(1189) (2) RTCM Paper 194-93/SC104-STD, RTCM Recommended Standards for Differential NAVSTAR GPS

Service, Version 2.1, 1994 . . . . . . . . . . . 164.43

(1190) (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

(1191) (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.

(1192) The owner, master, or person in charge of each vessel underway shall ensure that:

(1193) (a) The wheelhouse is constantly manned by persons who:

(1194) (1) Direct and control the movement of the vessel;

and

(1195) (2) Fix the vessel’s position;

98 ■ Chapter 2 ■ Coast Pilot 1
(1196) (b) Each person performing a duty described in

paragraph (a) of this section is competent to perform

that duty;

(1197) (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;

(1198) (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;

(1199) (e) Buoys alone are not used to fix the vessel’s position;

(1200) 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.

(1201) (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;

(1202) (g) Rudder orders are executed as given;

(1203) (h) Engine speed and direction orders are executed

as given;

(1204) (i) Magnetic variation and deviation and gyrocompass errors are known and correctly applied by the person directing the movement of the vessel;

(1205) (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.);

(1206) (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.

(1207) (1) Current velocity and direction for the area to be

transited are known by the person directing the movement of the vessel;

(1208) (m) Predicted set and drift are known by the person

directing movement of the vessel;

(1209) (n) Tidal state for the area to be transited is known

by the person directing movement of the vessel;

(1210) (o) The vessel’s anchors are ready for letting go;

(1211) (p) The person directing the movement of the vessel sets the vessel’s speed with consideration for:

(1212) (1) The prevailing visibility and weather conditions;

(1213) (2) The proximity of the vessel to fixed shore and

marine structures;

(1214) (3) The tendency of the vessel underway to squat

and suffer impairment of maneuverability when there

is small underkeel clearance;

(1215) (4) The comparative proportions of the vessel and

the channel;

(1216) (5) The density of marine traffic;

(1217) (6) The damage that might be caused by the vessel’s

wake;

(1218) (7) The strength and direction of the current; and

(1219) (8) Any local vessel speed limit;

(1220) (q) The tests required by §164.25 are made and recorded in the vessel’s log; and

(1221) (r) The equipment required by this part is maintained in operable condition.

(1222) (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.

(1223) (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.

(1224) (u) On each passenger vessel meeting the requirements of the International Convention for the Safety of

Life at Sea, 1960 (SILAS 60) and on each cargo vessel

meeting the requirements of SILAS 74 as amended in

1981, the number of steering-gear power units necessary to move the rudder from 35° on either side to 30°

on the other in not more than 28 seconds must be in simultaneous operation.

§164.13 Navigation underway: tankers.

(1225) (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.

(1226) (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.

(1227) (c) Each tanker must navigate with at least two licensed deck officers on watch on the bridge, one of

whom may be a pilot. In waters where a pilot is

Navigation Regulations ■ Chapter 2 ■ 99
required, the second officer, must be an individual licensed and assigned to the vessel as master, mate, or officer in charge of a navigational watch, who is separate

and distinct from the pilot.

(1228) (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:

(1229) (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).

(1230) (2) A qualified helmsman is present at the helm and

prepared at all times to assume manual control.

(1231) (3) The tanker is not operating in any of the following areas:

(1232) (i) The areas of the traffic separation schemes specified in subchapter P of this chapter.

(1233) (ii) The portions of a shipping safety fairway specified in part 166 of this chapter.

(1234) (iii) An anchorage ground specified in part 110 of

this chapter.

(1235) (iv) An area within one-half nautical mile of any

U.S. shore.

§164.15 Navigation bridge visibility.

(1236) (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:

(1237) (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 (1640 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.

(1238) (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.

(1239) (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.

(1240) (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.

(1241) (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.

(1242) The master or person in charge of each vessel that

is anchored shall ensure that:

(1243) (a) A proper anchor watch is maintained;

(1244) (b) Procedures are followed to detect a dragging

anchor; and

(1245) (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.

(1246) (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:

(1247) (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:

(1248) (i) Each remote steering gear control system.

(1249) (ii) Each steering position located on the navigating bridge.

(1250) (iii) The main steering gear from the alternative

power supply, if installed.

(1251) (iv) Each rudder angle indicator in relation to the

actual position of the rudder.

(1252) (v) Each remote steering gear control system

power failure alarm.

(1253) (vi) Each remote steering gear power unit failure

alarm.

(1254) (vii) The full movement of the rudder to the required capabilities of the steering gear.

(1255) (2) All internal vessel control communications and

vessel control alarms.

(1256) (3) Standby or emergency generator, for as long as

necessary to show proper functioning, including steady

state temperature and pressure readings.

(1257) (4) Storage batteries for emergency lighting and

power systems in vessel control and propulsion machinery spaces.

(1258) (5) Main propulsion machinery, ahead and astern.

(1259) (b) Vessels navigating on the Great Lakes and their

connecting and tributary waters, having once completed the test requirements of this sub-part, are

100 ■ Chapter 2 ■ Coast Pilot 1
considered to remain in compliance until arriving at

the next port of call on the Great Lakes.

(1260) (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.

(1261) (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:

(1262) (1) Operation of the main steering gear from

within the steering gear compartment.

(1263) (2) Operation of the means of communications between the navigating bridge and the steering compartment.

(1264) (3) Operation of the alternative power supply for

the steering gear if the vessel is so equipped.

§164.30 Charts, publications, and equipment:

General.

(1265) 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.

(1266) (a) Each vessel must have the following:

(1267) (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–

(1268) (i) Are of a large enough scale and have enough detail to make safe navigation of the area possible; and

(1269) (ii) Are currently corrected.

(1270) (2) For the area to be transited, a currently corrected copy of, or applicable currently corrected extract

from, each of the following publications:

(1271) (i) U.S. Coast Pilot.

(1272) (ii) Coast Guard Light List.

(1273) (3) For the area to be transited, the current edition

of, or applicable current extract from:

(1274) (i) Tide tables published by private entities using

data provided by the National Ocean Service.

(1275) (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.

(1276) (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.

(1277) (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.

(1278) Each vessel must have the following:

(1279) (a) A marine radar system for surface navigation.

(1280) (b) An illuminated magnetic steering compass,

mounted in a binnacle, that can be read at the vessel’s

main steering stand.

(1281) (c) A current magnetic compass deviation table or

graph or compass comparison record for the steering

compass, in the wheelhouse.

(1282) (d) A gyrocompass.

(1283) (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.

(1284) (f) An illuminated rudder angle indicator in the

wheelhouse.

(1285) (g) The following maneuvering information prominently displayed on a fact sheet in the wheelhouse:

(1286) (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.

(1287) (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.

(1288) (3) For each vessel with a fixed propeller, a table of

shaft revolutions per minute for a representative range

of speeds.

Navigation Regulations ■ Chapter 2 ■ 101
(1289) (4) For each vessel with a controllable pitch propeller, a table of control settings for a representative range

of speeds.

(1290) (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.

(1291) (6) The maneuvering information for the normal

load and normal ballast condition for:

(1292) (i) Calm weather-wind 10 knots or less, calm sea;

(1293) (ii) No current;

(1294) (iii) Deep water conditions-water depth twice the

vessel’s draft or greater; and

(1295) (iv) Clean hull.

(1296) (7) At the bottom of the fact sheet, the following

statement:

(1297) WARNING

(1298) 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:

(1299) (1) Calm weather-wind 10 knots or less, calm sea;

(1300) (2) No current;

(1301) (3) Water depth twice the vessel’s draft or greater;

(1302) (4) Clean hull; and

(1303) (5) Intermediate drafts or unusual trim.

(1304) (h) An echo depth sounding device.

(1305) (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.

(1306) (j) Equipment on the bridge for plotting relative

motion.

(1307) (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.

(1308) (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.

(1309) (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.

(1310) (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.

(1311) (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.

(1312) (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.

(1313) Note: 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.

(1314) (b) On each tanker of 10,000 gross tons or more

that is subject to 46 U.S.C. 3708, 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.

(1315) (a) This section applies to each foreign tanker of

10,000 gross tons or more, except a public vessel, that–

(1316) (1) Transfers oil at a port or place subject to the jurisdiction of the United States; or

(1317) (2) Otherwise enters or operates in the navigable

waters of the United States, except a vessel described by

§164.02 of this part.

(1318) (b) Definitions. The terms used in this section are

as follows:

(1319) Constructed means the same as in Chapter II-1,

Regulations 1.1.2 and 1.1.3.1, of SILAS 74.

(1320) Existing tanker means a tanker–

(1321) (1) For which the building contract is placed on or

after June 1, 1979;

(1322) (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;

(1323) (3) The delivery of which occurs on or after June 1,

1982; or

(1324) (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.

(1325) Public vessel, oil, hazardous materials, and foreign

vessel mean the same as in 46 U.S.C. 2101.

(1326) SILAS 74 means the International Convention for

the Safety of Life at Sea, 1974, as amended.

102 ■ Chapter 2 ■ Coast Pilot 1
(1327) 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).

(1328) (c) Each tanker constructed on or after September

1, 1984, must meet the applicable requirements of

Chapter II-1, Regulations 29 and 30, of SILAS 74.

(1329) (d) Each tanker constructed before September 1,

1984, must meet the requirements of Chapter II-1,

Regulation 29.19, of SILAS 74.

(1330) (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 SILAS 74, must meet the requirements of

Chapter II-1, Regulation 29.20, of SILAS 74.

(1331) (f) Each tanker constructed before September 1,

1984, must meet the applicable requirements of Chapter II-1, Regulations 29.14 and 29.15, of SILAS 74.

§164.40 Devices to indicate speed and distance.

(1332) (a) Each vessel required to be fitted with an Automatic Radar Plotting Aid (ARPA) under §164.38 of this

part must be fitted with a device to indicate speed and

distance of the vessel either through the water or over

the ground.

(1333) (b) The device must meet the following specifications:

(1334) (1) The display must be easily readable on the

bridge by day or night.

(1335) (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.

(1336) (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.

(1337) (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 barefoot chartered

and operated by the United States, or by a state or its

political subdivision, or by a foreign nation, and not engaged in commerce, must have one of the following:

(1338) (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.

(1339) (2) A satellite navigation receiver with:

(1340) (i) Automatic acquisition of satellite signals after

initial operator settings have been entered; and

(1341) (ii) Position updates derived from satellite information during each usable satellite pass.

(1342) (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, DC 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.

(1343) Note: The Federal Radionavigation Plan is available

from the National Technical Information Service,

Springfield, Va. 22161, with the following Government

Accession Numbers:

(1344) Vol 1, ADA 116468

(1345) Vol 2, ADA 116469

(1346) Vol 3, ADA 116470

(1347) Vol 4, ADA 116471

(1348) (b) Each label required under paragraph (a)(1) of

this section must show the following:

(1349) (1) The name and address of the manufacturer.

(1350) (2) The following statement by the manufacturer:

(1351) 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.

(1352) 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.

(1353) (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:

(1354) (1) Twelve-channel all-in-view Differential Global

Positioning System (dGPS) receiver;

(1355) (2) Marine band Non-Directional Beacon receiver

capable of receiving dGPS error correction messages;

Navigation Regulations ■ Chapter 2 ■ 103
(1356) (3) VHF-FM transceiver capable of Digital Selective

Calling (DSC) on the designated DSC frequency; and

(1357) (4) Control unit.

(1358) (b) An AISSE must have the following capabilities:

(1359) (1) Use dGPS to sense the position of the vessel and

determine the time of the position using Universal Coordinated Time (UTC);

(1360) (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;

(1361) (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;

(1362) (4) Achieve a course error of less than 0.5 degrees

from true course over ground in the course information transmitted to a VTS;

(1363) (5) Achieve a speed error of less than 0.05 knots

from true speed over ground in the speed information

transmitted to a VTS;

(1364) (6) Receive and comply with commands broadcast

from a VTS as DSC messages on the designated DSC

frequency;

(1365) (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;

(1366) (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;

(1367) (9) Display a visual alarm to indicate to shipboard

personnel when a failure to receive or utilize the RTCM

messages occurs;

(1368) (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

(1369) (11) Display two RTCM type 16 messages, one of

which must display the position error in the position

error broadcast.

(1370) (c) An AISSE is considered non-operational if it

fails to meet the requirements of paragraph (b) of this

section.

(1371) Note: Vessel Traffic Service (VTS) areas and operating procedures are set forth in Part 161 of this chapter.

§164.46 Automatic Identification System (AIS).

(1372) (a) The following vessels must have a properly installed, operational, type approved AIS as of the date

specified:

(1373) (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.

(1374) (2) Nothwithstanding 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):

(1375) (i) Passenger vessels, of 150 gross tonnage or more,

not later than July 1, 2003;

(1376) (ii) Tankers, regardless of tonnage, not later than

the first safety survey for safety equipment on or after

July 1, 2003;

(1377) (iii) Vessels, other than passenger vessels or tankers, of 50,000 gross tonnage or more, not later than

July 1, 2004; and

(1378) (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.

(1379) (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:

(1380) (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;

(1381) (ii) Towing vessels of 26 feet or more in length and

more than 600 horsepower, in commercial service;

(1382) (iii) Passenger vessels certificated to carry more

than 150 passengers-for-hire.

(1383) 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.

(1384) (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 “

104 ■ Chapter 2 ■ Coast Pilot 1
effective operating condition” used in §26.06 of this

chapter includes accurate input and upkeep of AIS data

fields.

(1385) (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.

(1386) (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.

(1387) 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:

Non-operating equipment.

(1388) (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.

(1389) (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.

(1390) 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

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.

(1391) 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:

(1392) (a) Ensure compliance with 46 CFR 4.05, “Notice of

Marine Casualty and Voyage Records,” and

(1393) (b) Ensure that the voyage records required by 46

CFR 4.05-15 are retained for:

(1394) (1) 30 days after the casualty if the vessel remains

in the navigable waters of the United States; or

(1395) (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.

(1396) For purposes of §§164.72 through 164.82, the

term–

(1397) Current edition means the most recent published

version of a publication, chart, or map required by

§164.72.

(1398) 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.

(1399) 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.

(1400) Swing-meter means an electronic or electric device that indicates that rate of turn of the vessel on

board which it is installed.

(1401) 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.

(1402) 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

Navigation Regulations ■ Chapter 2 ■ 105
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.

(1403) (a) Except as provided by §164.01(b), each towing

vessel must be equipped with the following navigational-safety equipment:

(1404) (1) Marine Radar. By August 2, 1997, a marine radar that meets the following applicable requirements:

(1405) (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–

(1406) (A) The requirements of the Federal Communications Commission (FCC) specified by 47 CFR part 80;

and

(1407) (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.

(1408) (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–

(1409) (A) The requirements of the FCC specified by 47

CFR part 80; and

(1410) (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.

(1411) (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–

(1412) (A) The requirements of the Federal Communications Commission (FCC) specified by a 47 CFR part 80;

and

(1413) (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.

(1414) (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–

(1415) (A) The requirements of the FCC specified by 47

CFR Part 80; and

(1416) (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.

(1417) (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.

(1418) (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.

(1419) (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.)

(1420) (4) Magnetic Compass. Either–

(1421) (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

(1422) (ii) An illuminated card-type magnetic steering

compass readable from the vessel’s main steering station.

(1423) (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.

(1424) (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.

(1425) (b) Each towing vessel must carry on board and

maintain the following:

(1426) (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.

106 ■ Chapter 2 ■ Coast Pilot 1
(1427) (i) The charts or maps must be of a large enough

scale and have enough detail to make safe navigation of

the areas possible.

(1428) (ii) The charts or maps must be either–

(1429) (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

(1430) (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.

(1431) (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.

(1432) (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:

(1433) (i) If the vessel is engaged in towing exclusively on

Western Rivers–

(1434) (A) U.S. Coast Guard Light List;

(1435) (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

(1436) (C) River-current tables published by the ACOE or

a river authority, if available.

(1437) (ii) if the vessel is engaged other than in towing exclusively on Western Rivers–

(1438) (A) Coast Guard Light List;

(1439) (B) Notices to Mariners published by the National

Geospatial-Intelligence Agency, or LNMs published by

the Coast Guard;

(1440) (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;

(1441) (D) Tide tables published by private entities using

data provided by the NOS; and

(1442) (E) U.S. Coast Pilot.

(1443) (c) Table 164.72, following, summarizes the navigational-safety equipment, charts or maps, and publications required for towing vessels of 12 meters or

more in length:

§164.74 Towline and terminal gear for towing

astern.

(1444) (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:

(1445) (1) The size and material of each towline must be–

(1446) (i) Appropriate for the horsepower or bollard pull of

the vessel;

(1447) (ii) Appropriate for the static loads and dynamic

loads expected during the intended service;

(1448) (iii) Appropriate for the sea conditions expected

during the intended service;

(1449) (iv) Appropriate for exposure to the marine environment and to any chemicals used or carried on board

the vessel;

(1450) (v) Appropriate for the temperatures of normal

stowage and service on board the vessel;

(1451) (vi) Compatible with associated navigational-safety

equipment; and

(1452) (vii) Appropriate for the likelihood of mechanical

damage.

(1453) (2) Each towline as rigged must be–

(1454) (i) Free of knots;

(1455) (ii) Spliced with a thimble, or have a poured socket

at its end; and

(1456) (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.

(1457) (3) The condition of each towline must be monitored through the–

(1458) (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;

(1459) (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;

Navigation Regulations ■ Chapter 2 ■ 107
108 ■ Chapter 2 ■ Coast Pilot 1

TABLE 164.72—EQUIPMENT, CHARTS OR MAPS, AND PUBLICATIONS OF TOWING

VESSELS FOR 12 METERS OR MORE IN LENGTH

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 Ver- sion 1.1, Display Category 12

Stabili- zation Category ALPHA.

Towing vessels of

300 GT or more. RTCM Paper 191-93/SC112-X

Version 1.2 (except the Azmuth

stabilization requirement in para- graph 3.10).1

RTCM Paper 191-93/SC112-X Ver- sion 1.2 (except the Azmuth stabili- zation requirement in paragraph

3.10).1

RTCM Paper 191-93/SC112-X Ver- sion 1.2.1

Searchlight X X X.

VHF-FM radio X X X.

Magnetic

compass X3

X X.

Swing-meter X3

Echo depthsounding

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 publica- tions.

(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 stabiliza- tion requirement until August 2, 2001.

3

A towing vessel may carry either a swing-meter or a magnetic compass.
Navigation Regulations ■ Chapter 2 ■ 109

(1460) (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);

(1461) (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–

(1462) (A) Nautical miles on, or time in service of, the towline;

(1463) (B) Operating conditions experienced by the towline;

(1464) (C) History of loading of the towline;

(1465) (D) Surface condition, including corrosion and discoloration, of the towline;

(1466) (E) Amount of visible damage to the towline;

(1467) (F) Amount of material deterioration indicated by

measurements of diameter and, if applicable, measurements of lay extension of the towline; and

(1468) (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

(1469) (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.

(1470) (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:

(1471) (1) The material and size of the terminal gear are

appropriate for the strength and anticipated loading of

the towline and for the environment;

(1472) (2) Each connection is secured by at least one nut

with at least one cotter pin or other means of preventing its failure;

(1473) (3) The lead of the towline is appropriate to prevent

sharp bends in the towline from fairlead blocks,

chocks, or tackle;

(1474) (4) There is provided a method, whether mechanical or non-mechanical, that does not endanger operating personnel but that easily releases the towline;

(1475) (5) The towline is protected from abrasion or chafing by chafing gear, lagging, or other means;

(1476) (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

(1477) (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.

(1478) The owner, master, or operator of each vessel towing alongside or pushing ahead shall ensure the face

wires, spring lines, and push gear used–

(1479) (a) Are appropriate for the vessel’s horsepower;

(1480) (b) Are appropriate for the arrangement of the tow;

(1481) (c) Are frequently inspected; and

(1482) (d) Remain serviceable.

§164.78 Navigation under way: Towing vessels.

(1483) (a) The owner, master, or operator of each vessel

towing shall ensure that each person directing and

controlling the movement of the vessel–

(1484) (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;

(1485) (2) Can fix the position of the vessel using installed

navigational equipment, aids to navigation, geographic

reference-points, and hydrographic contours;

(1486) (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.);

(1487) (4) Evaluates the danger of each closing visual or

radar contact;

(1488) (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;
(1489) (6) Knows the speed and direction of the current,

and the set, drift, and tidal state for the area to be

transited;

(1490) (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-limits; and

(1491) (8) Monitors the voyage plan required by §164.80.

(1492) (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.

(1493) (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:

(1494) (1) Steering-systems. A test of the steering-gearcontrol 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.

(1495) (2) Navigational equipment. A test of all installed

navigational equipment.

(1496) (3) Communications. Operation of all internal vessel control communications and vessel-control alarms,

if installed.

(1497) (4) Lights. Operation of all navigational lights and

all searchlights.

(1498) (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.

(1499) (6) Propulsion systems. Visual inspection of the

spaces for main propulsion machinery, of machinery,

and of devices for monitoring machinery.

(1500) (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:

(1501) (1) Navigational equipment. Tests of onboard

equipment as required by §164.25.

(1502) (2) Terminal gear. Visual inspection of tackle; of

connections of bridle and towing pendant, if applicable;

of chafing gear; and of the winch brake, if installed.

(1503) (c)(1) The voyage-planning requirements outlined

in this section do not apply to you if your towing vessel

is–

(1504) (i) Used solely for any of the following services or

any combination of these services–

(1505) (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:

(1506) (B) For harbor assist;

(1507) (C) For assistance towing as defined by 46 CFR

10.103;

(1508) (D) For response to emergency or pollution;

(1509) (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;

(1510) (iii) A foreign vessel engaged in innocent passage;

or

(1511) (iv) Exempted by the Captain of the Port (COTP).

(1512) (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.

(1513) (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):

(1514) (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;

(1515) (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);

(1516) (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;

(1517) (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;

(1518) (v) Pre-departure checklists;

110 ■ Chapter 2 ■ Coast Pilot 1
(1519) (vi) Calculated speed and estimated time of arrival

at proposed waypoints;

(1520) (vii) Communication contacts at any Vessel Traffic

Services, bridges, and facilities, and any port specific

requirements for VHF radio;

(1521) (viii) Any master’s or operator’s standing orders detailing closest points of approach, special conditions,

and critical maneuvers; and

(1522) (ix) Whether the towing vessel has sufficient power

to control the tow under all foreseeable circumstances.

§164.82 Maintenance, failure, and reporting.

(1523) (a) Maintenance. The owner, master, or operator or

each towing vessel shall maintain operative the navigational-safety equipment required by §164.72.

(1524) (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.

(1525) (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:

(1526) (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;

(1527) (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

(1528) (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.)

(1529) (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

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.

(1530) (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.

(1531) (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.

(1532) The purpose of this part is to:

(1533) (a) Prescribe procedures for establishing different

types of limited or controlled access areas and regulated navigation areas;

(1534) (b) Prescribe general regulations for different types

of limited or controlled access areas and regulated navigation areas;

(1535) (c) Prescribe specific requirements for established

areas; and

(1536) (d) List specific areas and their boundaries.

§165.5 Establishment procedures.

(1537) (a) A safety zone, security zone, or regulated navigation area may be established on the initiative of any

authorized Coast Guard official.

(1538) (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:

(1539) (1) The name of the person submitting the request;

(1540) (2) The location and boundaries of the safety zone,

security zone, or regulated navigation area;

(1541) (3) The date, time, and duration that the safety

zone, security zone, or regulated navigation area should

be established;

Navigation Regulations ■ Chapter 2 ■ 111
(1542) (4) A description of the activities planned for the

safety zone, security zone, or regulated navigation

area;

(1543) (5) The nature of the restrictions or conditions desired; and

(1544) (6) The reason why the safety zone, security zone,

or regulated navigation area is necessary.

(1545) (Requests for safety zones, security zones, and regulated navigation areas are approved by the Office of

Management and Budget under control number

1625-0020.)

(1546) (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.

(1547) (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.

(1548) (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.

(1549) (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.

(1550) 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.

(1551) (a) General. The geographic application of the limited and controlled access areas and regulated

navigation areas in this part are determined based on

the statutory authority under which each is created.

(1552) (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.

(1553) (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

emended 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.

(1554) (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.

(1555) 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).

(1556) Each District Commander may control vessel traffic in an area which is determined to have hazardous

conditions, by issuing regulations:

(1557) (a) Specifying times of vessel entry, movement, or

departure to, from, within, or through ports, harbors,

or other waters;

(1558) (b) Establishing vessel size, speed, draft limitations, and operating conditions; and

(1559) (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.

112 ■ Chapter 2 ■ Coast Pilot 1
§165.13 General regulations.

(1560) (a) The master of a vessel in a regulated navigation

area shall operate the vessel in accordance with the

regulations contained in Subpart F.

(1561) (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.

(1562) 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.

(1563) Unless otherwise provided in this part:

(1564) (a) No person may enter a safety zone unless authorized by the COTP or the District Commander;

(1565) (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;

(1566) (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

(1567) (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.

(1568) (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.

(1569) (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:

(1570) (1) Vessels,

(1571) (2) Harbors,

(1572) (3) Ports and

(1573) (4) Waterfront facilities:

(1574) 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.

(1575) Unless otherwise provided in the special regulations in Subpart F of this part:

(1576) (a) No person or vessel may enter or remain in a security zone without the permission of the Captain of

the Port;

(1577) (b) Each person and vessel in a security zone shall

obey any direction or order of the Captain of the Port;

(1578) (c) The Captain of the Port may take possession and

control of any vessel in the security zone;

(1579) (d) The Captain of the Port may remove any person,

vessel, article, or thing from a security zone;

(1580) (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

(1581) (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 Areas

§165.40 Restricted Waterfront Areas.

(1582) 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.

Subpart F–Specific Regulated Navigation

Areas and Limited Access Areas

§165.100 Regulated Navigation Area: Navigable

waters within the First Coast Guard District.

(1583) (a) Regulated navigation area. All navigable waters

of the United States, as that term is used in 33 CFR

2.36, within the geographic boundaries of the First

Coast Guard District, as defined in 33 CFR 3.05-1(b).

(1584) (b) Definitions. Terms used in this section have the

same meaning as those found in 33 CFR 157.03. Single-hull identifies any tank barge that is not a double-hull tank barge.

(1585) (c) Applicability. This section applies to primary

towing vessels engaged in towing tank barges carrying

petroleum oil in bulk as cargo in the regulated navigation area, or as authorized by the District commander.

Navigation Regulations ■ Chapter 2 ■ 113
(1586) (d) Regulations—(1) Positive control for barges. (i)

Except as provided in paragraph (d)(1)(iii) and paragraph 5 of this section, each single hull tank barge, unless being towed by a primary towing vessel with

twin-screw propulsion and with a separate system for

power to each screw, must be accompanied by an escort

tug of sufficient capability to promptly push or tow the

tank barge away from danger of grounding or collision

in the event of—

(1587) (A) A propulsion failure;

(1588) (B) A parted towing line;

(1589) (C) A loss of tow;

(1590) (D) A fire;

(1591) (E) Grounding;

(1592) (F) A loss of steering; or

(1593) (G) Any other time a vessel may be operating in a

Hazardous Vessel Operating Condition as defined in

§161.2 of this Chapter.

(1594) (ii) Double–hull tank barges are exempt from paragraph (d)(1)(i) of this section

(1595) (iii) The cognizant Captain of the Port (COTP)

upon written application, may authorize an exemption

from the requirements of paragraph (d)(1)(i) of this

section for—

(1596) (A) Any tank barge with a capacity of less than

25,000 barrels, operating in an area with limited depth

or width such as a creek or small river; or

(1597) (B) Any tank barge operating on any waters within

the COTP Zone, if the operator demonstrates to the satisfaction of the COTP that the barge employs an equivalent level of safety to that provided by the positive

control provisions of this section. Each request for an

exemption under this paragraph must be submitted in

writing to the cognizant COTP no later than 7 days before the intended transit.

(1598) (iv) The operator of a towing vessel engaged in towing any tank barge must immediately call for an escort

or assist tug to render assistance in the event of any of

the occurrences identified in paragraph (d)(1)(i) of this

section.

(1599) (2) Enhanced communications. Each vessel engaged in towing a tank barge must communicate by radio on marine band or Very High Frequency (VHF)

channel 13 or 16, and issue securité calls on marine

band or VHF channel 13 or 16, upon approach to the

following places:

(1600) (i) Execution Rocks Light (USCG Light List No.

(LLNR 21440).

(1601) (ii) Matinecock Point Shoal Buoy (LLNR 21420).

(1602) (iii) 32A Buoy (LLNR 21380).

(1603) (iv) Cable and Anchor Reef Buoy (LLNR 21330).

(1604) (v) Stratford Middle Ground Light (LLNR 21260).

(1605) (vi) Old Field Point Light (LLNR 21275).

(1606) (vii) Approach to Stratford Point from the south

(NOAA Chart 12370).

(1607) (viii) Falkner Island Light (LLNR 21170).

(1608) (ix) TE Buoy (LLNR 21160).

(1609) (x) CF Buoy (LLNR 21140).

(1610) (xi) PI buoy (LLNR 21080).

(1611) (xii) Race Rock Light (LLNR 19815).

(1612) (xiii) Valiant Rock Buoy (LLNR 19825).

(1613) (xiv) Approach to Point Judith in vicinity of Block

Island ferry route.

(1614) (xv) Buzzards Bay Entrance Light (LLNR 630).

(1615) (xvi) Buzzards Bay Midchannel Lighted Buoy

(LLNR 16055)

(1616) (xvii) Cleveland East Ledge Light (LLNR 16085).

(1617) (xviii) Hog Island buoys 1 (LLNR 16130) and 2

(LLNR 16135).

(1618) (xix) Approach to the Bourne Bridge.

(1619) (xx) Approach to the Sagamore Bridge.

(1620) (xxi) Approach to the eastern entrance of Cape Cod

Canal.

(1621) (3) Voyage planning. (i) Each owner or operator of

a towing vessel employed to tow a tank barge shall prepare a written voyage plan for each transit of the tank

barge.

(1622) (ii) The watch officer is authorized to make modifications to the plan and validate it as necessary.

(1623) (iii) Except as provided in paragraph (d)(3)(iv) of

this section, each voyage plan must contain:

(1624) (A) A description of the type, volume, and grade of

cargo.

(1625) (B) Applicable information from nautical charts

and publications, including Coast Pilot, Coast Guard

Light List, and Coast Guard Local Notice of Mariners,

for the destination(s).

(1626) (C) Current and forecasted weather, including visibility, wind, and sea state for the destination(s).

(1627) (D) Data on tides and tidal currents for the destination(s).

(1628) (E) Forward and after drafts of the tank barge, and

under-keel and vertical clearances for each port and

berthing area.

(1629) (F) Pre-departure checklists.

(1630) (G) Calculated speed and estimated times of arrival

at proposed waypoints.

(1631) (H) Communication contacts at Vessel Traffic Service (VTS) (If applicable), bridges, and facilities, and

port-specific requirements for VHF radio.

(1632) (I) The master’s standing orders detailing closest

points of approach, special conditions, and critical maneuvers.

(1633) (iv) Each owner or operator of a tank barge on an

intra-port transit of not more than four hours may prepare a voyage plan that contains:

114 ■ Chapter 2 ■ Coast Pilot 1
(1634) (A) The information described in paragraphs

(d)(3)(iii)(D) and (E) of this section.

(1635) (B) Current weather conditions including visibility, wind, and sea state. This information may be entered in either the voyage plan or towing vessel’s log

book.

(1636) (C) The channels of VHF radio to monitor.

(1637) (D) Other considerations such as availability of pilot, assist tug, berth and line-handlers, depth of berth

at mean low water, danger areas, and securité calls

(1638) (4) Navigation restriction areas. Unless authorized

by the cognizant COTP, no tank barge may operate in—

(1639) (i) The waters of Cape Cod Bay south of latitude

42°05' North and east of longitude 70°25' West; or

(1640) (ii) The waters of Fishers Island Sound east of longitude 72°02' West, and west of longitude 71°55' West.

(1641) (5) Special Buzzards Bay Regulations. (i) For the

purposes of this section, “Buzzards Bay” is the body of

water 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 the 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 confines (north) of the hurricane barrier, and the passages

through the Elizabeth Islands, is not considered to be

“Buzzards Bay”.

(1642) (ii) Additional Positive Control for Barges. Except

as provided in paragraph (d)(1)(iii) of this section, each

single hull tank barge transiting Buzzards Bay and carrying 5,000 or more barrels of oil or other hazardous

material must, in addition to its primary tug, be accompanied by an escort tug of sufficient capability to

promptly push or tow the tank barge away from danger

of grounding or collision in the event of—

(1643) (A) A propulsion failure;

(1644) (B) A parted tow line;

(1645) (C) A loss of tow;

(1646) (D) A fire;

(1647) (E) Grounding;

(1648) (F) A loss of steering; or

(1649) (G) Any other time a vessel may be operating in a

Hazardous Vessel Operating Condition as defined in

§161.2 of this subchapter.

(1650) (iii) Federal Pilotage. Each single hull tank barge

transiting Buzzards Bay and carrying 5,000 or more

barrels of oil or other hazardous material must be under the direction and control of a pilot, who is not a

member of the crew, operating under a valid, appropriately endorsed, Federal first class pilot's license issued

by the Coast Guard (“federally licensed pilot”). Pilots

are required to embark, direct, and control from the

primary tug during transits of Buzzards Bay.

(1651) (iv) Vessel Movement Reporting System. In addition to the vessels denoted in §161.16 of this chapter,

requirements set forth in subpart B of Part 161 also apply to any vessel transiting VMRS Buzzards Bay when

equipped with a bridge-to-bridge radiotelephone as defined in part 26 of this chapter.

(1652) (A) A VMRS Buzzards Bay user must:

(1653) (1) Not enter or get underway in the area without

first notifying the VMRS Center;

(1654) (2) Not enter VMRS Buzzards Bay if a Hazardous

Vessel Operating Condition or circumstance per §161.2

of this Subchapter exists:

(1655) (3) If towing astern, do so with as short a hawser as

safety and good seamanship permits;

(1656) (4) Not meet, cross, or overtake any other VMRS

user in the area without first notifying the VMRS center;

(1657) (5) 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 (33

U.S.C. 1602(c)) or the Inland Navigation Rules (33

U.S.C. 2005)

(1658) (B) [Reserved]

(1659) (e) In addition to the authority for this part 165,

this section is also authorized under authority of section 311, Pub. L. 105-383.

§165.101 Kittery, Maine—regulated navigation

area.

(1660) (a) The following is a regulated navigation area—

Waters within the boundaries of a line beginning at

(1661) 43°04'50"N., 70°44'52"W.; then to

(1662) 43°04'52"N., 70°44'53"W.; then to

(1663) 43°04'59"N., 70°44'46"W.; then to

(1664) 43°05'05"N., 70°44'32"W.; then to

(1665) 43°05'03"N., 70°44'30"W.; then to the beginning

point.

(1666) (b) Regulations—No vessel may operate in this

area at a speed in excess of five miles per hour.

§165.102 Security Zone; Walkers Point,

Kennebunkport ME.

(1667) (a) Location. The following area is a security zone:

From point of land located on Cape Arundel at

43°20.4'N., 70°28.0'W.; thence to a point approximately

500 yards southwest of Walkers Point located at

43°20.2'N., 70°27.9'W.; thence to a point located

Navigation Regulations ■ Chapter 2 ■ 115
approximately 500 yards south of Walkers Point at

43°20.1'N., 70°27.6'W.; thence to a point located approximately southeast of Walkers Point at 43°20.4'N.,

70°27.2'W.; thence to an unnamed point of land located

at 43°20.9'N., 70°27.1'W.; thence along the shoreline of

Walkers Point to the beginning point. The aforementioned offshore positions are approximated by white

buoys marked in orange indicating an exclusionary

area.

(1668) (b) Regulations. (1) In accordance with the general

regulations in §165.33 of this part, entry into this zone

is prohibited unless authorized by the Captain of the

Port, Portland, Maine. 165.33 also contained other general requirements.

(1669) (2) No person may swim upon or below the surface

of the water within the boundaries of this security

zone.

§165.103 Safety and Security Zones; LPG Vessel

Transits in Portland, Maine, Captain of the Port

Zone, Portsmouth Harbor, Portsmouth, New

Hampshire.

(1670) (a) Location. The following areas are safety and security zones: (1) Except as provided in paragraph (a) (2)

of this section, all navigable waters of the Portland,

Maine, Captain of the Port zone, as defined in 33 CFR

3.05–15, one mile ahead, one half mile astern, and

1000-yards on either side of any Liquefied Petroleum

Gas vessel.

(1671) (2) All waters of the Piscataqua River within a

500-yard radius of any Liquefied Petroleum Gas (LPG)

vessel while it is moored at the LPG receiving facility

on the Piscataqua River, Newington, New Hampshire.

(1672) (b) Definitions. For purposes of this section, navigable waters of the United States includes all waters of

the territorial sea as described in Presidential Proclamation No. 5928 of December 27, 1988. Presidential

Proclamation No. 5928 of December 27, 1988 declared

that the territorial sea of the United States extends to

12 nautical miles from the baseline of the United

States.

(1673) (c) Regulations. (1) In accordance with the general

regulations in §§165.23 and 165.33 of this part, entry

into or movement within these zones is prohibited unless previously authorized by the Captain of the Port

(COTP), Portland, Maine.

(1674) (2) All persons and vessels shall comply with the instructions of the COTP or the designated on-scene U.S.

Coast Guard patrol personnel. On-scene Coast Guard

patrol personnel include commissioned, warrant, and

petty officers of the Coast Guard on board Coast Guard,

Coast Guard Auxiliary, and local, state, and federal law

enforcement vessels. Emergency response vessels are

authorized to move within the zone, but must abide by

restrictions imposed by the Captain of the Port.

(1675) (3) No person may swim upon or below the surface

of the water within the boundaries of the safety and security zones unless previously authorized by the Captain of the Port, Portland, Maine or his authorized

patrol representative.

(1676) (d) The Captain of the Port will notify the maritime

community and local agencies of periods during which

these safety and security zones will be in effect by providing notice of arrivals and departures of LPG vessels

via the telephone and/or Marine Safety Information Radio Broadcasts.

§165.105 Security Zones; Passenger Vessels,

Portland, Maine, Captain of the Port Zone.

(1677) (a) Definition. “Passenger vessel” as used in this

section means a passenger vessel over 100 gross tons

authorized to carry more than 500 passengers for hire

making voyages, any part of which is on the high seas,

and for which passengers are embarked, disembarked

or pay a port call, in the Portland, Maine, Captain of the

Port zone as delineated in 33 CFR 3.05-15.

(1678) (b) Location. The following areas are security

zones:

(1679) (1) All navigable waters within the Portland, Maine,

Captain of the Port Zone, extending from the surface to

the sea floor, within a 100-yard radius of any passenger

vessel that is anchored, moored, or in the process of

mooring.

(1680) (2) All navigable waters, within the Portland,

Maine, Captain of the Port Zone, extending from the

surface to the sea floor, extending 200 yards ahead, and

100 yards aside and astern of any passenger vessel that

is underway.

(1681) (c) Regulations. (1) In accordance with the general

regulations in §165.33 of this part, entry into or movement within these zones is prohibited unless previously authorized by the Coast Guard Captain of the

Port, Portland, Maine (COTP) or his designated representative.

(1682) (2) All persons and vessels must comply with the

instructions of the COTP or the designated on-scene

Coast Guard patrol personnel. On-scene Coast Guard

patrol personnel include commissioned, warrant and

petty officers of the Coast Guard on board Coast Guard,

Coast Guard Auxiliary, and local, state and federal law

enforcement vessels. Emergency response vessels are

authorized to move within the zone, but must abide by

restrictions imposed by the COTP or his designated

representative.

(1683) (3) No person may swim upon or below the surface

of the water within the boundaries of these security

116 ■ Chapter 2 ■ Coast Pilot 1
zones unless previously authorized by the COTP or his

designated representative.

(1684) (d) Enforcement. The Captain of the Port will enforce these zones and may enlist the aid and cooperation of any Federal, state, county, municipal, or private

agency to assist in the enforcement of the regulation.

§165.110 Safety and Security Zone; Liquefied

Natural Gas Carrier Transits and Anchorage

Operations, Boston, Massachusetts.

(1685) (a) Definitions. As used in this section-

(1686) Authorized representative means a Coast Guard

commissioned, warrant, or petty officer or a Federal,

State, or local law enforcement officer designated by or

assisting the Captain of the Port (COTP) Boston.

(1687) Deepwater port means any facility or structure

meeting the definition of deepwater port in 33 CFR

148.5.

(1688) Support vessel means any vessel meeting the definition of support vessel in 33 CFR 148.5.

(1689) (b) Location. The following areas are safety and security zones:

(1690) (1) Vessels underway. All navigable waters of the

United States within the Captain of the Port (COTP)

Boston zone, as defined in 33 CFR 3.05–10, two miles

ahead and one mile astern, and 500 yards on each side

of any liquefied natural gas carrier (LNGC) vessel while

underway.

(1691) (2) Vessels anchored in Broad Sound. All waters

within a 500-yard radius of any anchored LNGC vessel

located in the waters of Broad Sound bounded by a line

starting at position 42°25'N., 070°58'W.; then running

southeast to 42°22'N., 070°56'W.; then running east to

42°22'N., 070°50'W.; then running north to 42°25'N.,

070°50'W.; then running west back to the starting

point (NAD 83).

(1692) (3) Vessels moored at the Distrigas LNG facility. All

waters within a 400-yard radius of any LNGC vessel

moored at the Distrigas LNG facility in Everett, Ma.

(1693) (4) Vessels calling on a deepwater port. All waters

within a 500-meter radius of any LNGC engaged in

regasification or transfer, or otherwise moored, anchored, or affixed to a deepwater port listed in 33 CFR

150.490 and falling within the waters of the Boston

COTP Zone, as defined in 33 CFR 3.05–10.

(1694) (c) Regulations.

(1695) (1) In accordance with the general regulations in

165.23 and 165.33 of this chapter, entry into or movement within these zones is prohibited unless authorized by the Captain of the Port Boston, or his

authorized representative.

(1696) (2) No person or vessel may enter the waters within

the boundaries of the safety and security zones described in paragraph (b) of this section unless

previously authorized by the COTP Boston, or his/her

authorized representative. However, LNGCs and support vessels, as defined in 33 CFR 148.5, operating in

the vicinity of NEGDWP are authorized to enter and

move within such zones in the normal course of their

operations following the requirements set forth in 33

CFR 150.340 and 150.345, respectively.

(1697) (3) All vessels operating within the safety and security zones described in paragraph (b) of this section

must comply with the instructions of the COTP or

his/her authorized representative.

§165.111 Safety Zone: Boston Harbor; Boston,

Massachusetts.

(1698) (a) The following areas are established as safety

zones during the conditions specified:

(1699) (1) Around the U.S.S. Constitution or any accompanying parade vessels when Constitution is underway-300 yards in all directions in the waters around the

U.S.S. Constitution and each parade vessel accompanying Constitution whenever the U.S.S. Constitution is

underway in Boston Harbor from the time such vessels

depart their respective berths until the time they complete their transit and are safely moored.

(1700) (2) Whenever Constitution is moored at Pier 1,

Charlestown Navy Yard-the waters between Hoosac

Pier and Pier 1, Charlestown Navy Yard, from the imaginary line connecting the outer easternmost point protruding into Boston Harbor from Hoosac Pier to the

outer westernmost point protruding into Boston Harbor from Pier 1, Charlestown Navy Yard, extending inbound along the face of both piers to the landside

points where both piers end.

(1701) (3) Around the U.S.S. Constitution-fifty yards in all

directions in the waters around Constitution when the

vessel is moored at any Boston berthing location other

than Pier 1, Charlestown Navy Yard.

(1702) (b) The general regulations governing safety zones

as contained in 33 CFR 165.23 apply.

§165.112 Safety Zone: USS CASSIN YOUNG,

Boston, Massachusetts.

(1703) (a) Location. The following area is a safety zone:

(1704) (1) Around the USS CASSIN YOUNG (DD-793) and

any accompanying parade vessels when the USS

CASSIN YOUNG is underway. The zone extends 100

yards in all directions in the waters around the USS

CASSIN YOUNG and accompanying parade vessels

whenever the USS CASSIN YOUNG is underway in

Boston Harbor from the time the USS CASSIN YOUNG

departs its berth until it is safely moored.

(1705) (b) Regulations. The general regulations governing safety zones as contained in 33 CFR 165.23 apply.

Navigation Regulations ■ Chapter 2 ■ 117
§165.114 Safety and Security Zones: Escorted

Vessels–Boston Harbor, Massachusetts.

(1706) (a) Location. The following waters within the

Boston Captain of the Port Zone, 1000 yards ahead and

astern, and 100 yards on each side of any designated escorted vessel, are established as safety and security

zones: All waters of Boston Inner Harbor, including the

waters of the Mystic River, Chelsea River, and Reserved

Channel west of a line running from Deer Island Light,

at position 42°20'25"N., 070°57'15"W., and west of the

Long Island Bridge, running from Long Island to Moon

Head.

(1707) (b) Escorted vessel defined. For the purposes of this

section, escorted vessels operating in Boston Harbor

include the following: Any vessels deemed to be in need

of escort protection by the Captain of the Port, Boston

for security reasons or under other circumstances.

(1708) (c) Regulations.

(1709) (1) In accordance with the general regulations in

§§165.23 and 165.33 of this part, entry into or movement within this zone is prohibited unless authorized

by the Captain of the Port, Boston.

(1710) (2) All vessel operators shall comply with the instructions of the COTP or the designated on-scene U.S.

Coast Guard patrol personnel. On-scene Coast Guard

patrol personnel include commissioned, warrant, and

petty officers of the Coast Guard on board Coast Guard,

Coast Guard Auxiliary, local, state, and federal law

enforcement vessels.

§165.115 Safety and Security Zones; Pilgrim

Nuclear Power Plant, Plymouth, Massachusetts.

(1711) (a) Location. All waters of Cape Cod Bay and land

adjacent to those waters enclosed by a line beginning at

position 41°57'05"N., 070°34'42"W.; then running

southeast to position 41°56'40.5"N., 070°41'04.5"W.;

then running southwest to position 41°56'32"N.,

070°34'14"W.; then running northwest to position

41°56'55.5"N., 070°34'52"W.; then running northeast

back to position 41°57'05"N., 070°34'42"W.

(1712) (b) Regulations.

(1713) (1) In accordance with the general regulations in

§§165.23 and 165.33 of this part, entry into or movement within these zones is prohibited unless authorized by the Captain of the Port, Boston.

(1714) (2) All vessel operators shall comply with the instructions of the COTP or the designated on-scene U.S.

Coast Guard patrol personnel. On-scene Coast Guard

patrol personnel include commissioned, warrant, and

petty officers of the Coast Guard on board Coast Guard,

Coast Guard Auxiliary, local, state, and federal law

enforcement vessels.

(1715) (3) No person may enter the waters or land area

within the boundaries of the safety and security zones

unless previously authorized by the Captain of the Port,

Boston or his authorized patrol representative.

§165.116 Safety and Security Zones; Salem and

Boston Harbors, Massachusetts.

(1716) (a) Location. The following areas are permanent

safety and security zones:

(1717) (1) Reserved Channel, Boston Harbor. All waters of

Boston Harbor within one hundred fifty (150) yards off

the bow and stern and one hundred (100) yards abeam

of any vessel moored at the Massachusetts Port Authority Black Falcon Terminal;

(1718) (2) Boston Inner Harbor. All waters of Boston Harbor within one hundred (100) feet of the Coast Guard

Integrated Support Command (ISC) Boston piers and;

(1719) (3) Salem Harbor. All waters of Salem Harbor

within a two-hundred and fifty (250) yard radius of the

center point of the PG & E Power Plant Terminal

Wharf, Salem, MA, located at 42°31.33'N., 070°52.67'W.,

when a vessel is moored at this pier. All coordinates are

North American Datum 1983.

(1720) (b) Effective date. This section becomes effective

July 1, 2002.

(1721) (c) Regulations.

(1722) (1) In accordance with the general regulations in

§165.23 and §165.33 of this part, entry into or movement within these zones is prohibited unless authorized by the Captain of the Port, Boston.

(1723) (2) All vessel operators shall comply with the instructions of the Captain of the Port or the designated

on-scene U.S. Coast Guard patrol personnel. On-scene

Coast Guard patrol personnel include commissioned,

warrant, and petty officers of the Coast Guard on board

Coast Guard, Coast Guard Auxiliary, local, state, and

federal law enforcement vessels.

(1724) (3) No person may enter the waters or land area

within the boundaries of the safety and security zones

unless previously authorized by the Captain of the Port,

Boston or his authorized patrol representative.

(1725) (a) Location. (1) Regulated navigation areas. All

waters within a 1,000 meter radius of the geographical

positions set forth in paragraph (a)(3) of this section

are designated as regulated navigation areas.

(1726) (2) Safety and security zones. All waters within a

500-meter radius of the geographic positions set forth

in paragraph (a)(3) of this section are designated as

safety and security zones.

(1727) (3) Coordinates. (i) The geographic coordinates

forming the loci for the regulated navigation areas,

safety and security zones for the Northeast Gateway

118 ■ Chapter 2 ■ Coast Pilot 1
Navigation Regulations ■ Chapter 2 ■ 119

Deepwater Port are: 42°23'38"N., 070°35'31"W.; and

42°23'56"N., 070°37'00"W. (NAD 83).

(1728) (ii) [Reserved]

(1729) (b) Definitions. As used in this section–

(1730) Authorized representative means a Coast Guard

commissioned, warrant, or petty officer or a Federal,

State, or local law enforcement officer designated by or

assisting the Captain of the Port (COTP) Boston.

(1731) Deepwater port means any facility or structure

meeting the definition of deepwater port 33 CFR 148.5.

(1732) Dredge means fishing gear consisting of a mouth

frame attached to a holding bag constructed of metal

rings or mesh.

(1733) Support vessel means any vessel meeting the definition of support vessel in 33 CFR 148.5.

(1734) Trap means a portable, enclosed device with one or

more gates or entrances and one or more lines attached

to surface floats used for fishing. Also called a pot.

(1735) (c) Applicability. This section applies to all vessels

operating in the regulated navigation areas set forth in

paragraph (a) of this section, except–

(1736) (1) Those vessels conducting cargo transfer operations with the deepwater ports whose coordinates are

provided in paragraph (a)(3) of this section.

(1737) (2) Support vessels operating in conjunction therewith, and

(1738) (3) Coast Guard vessels or other law enforcement

vessels operated by or under the direction of an authorized representative of the COTP Boston.

(1739) (d) Regulations. (1) No vessel may anchor or engage in commercial fishing using nets, dredges, or

traps (pots) in the regulated navigation areas set forth

in paragraph (a)(1) of this section.

(1740) (2) In accordance with the general regulations in

§§165.23 and 165.33 of this part, entry into or movement within the safety and security zones designated in

paragraph (a)(2) of this section is prohibited unless authorized by the COTP Boston, or his/her authorized

representative.

(1741) (3) Notwithstanding paragraph (d)(2) of this section, tankers and support vessels, as defined in 33 CFR

148.5, operating in the vicinity of NEGDWP are authorized to enter and move within such zones in the normal course of their operations following the

requirements set forth in 33 CFR 150.340 and 150.345,

respectively.

(1742) (4) All vessels operating within the safety and security zones described in paragraph (a)(2) of this section

must comply with the instructions of the COTP or

his/her authorized representative.

§165.120 Safety Zone: Chelsea River, Boston Inner

Harbor, Boston, Mass.

(1743) (a) Location. The following area is a safety zone:

The waters of the Chelsea River, Boston Inner Harbor,

for 100 yards upstream and downstream of the center

of the Chelsea Street drawspan (latitude 42°33'10"N.,

longitude 71°01'23"W.)

(1744) (b) Regulation. The following standards are the

minimum requirements for transit of the Safety Zone.

Additional precautions may be taken by the pilot and/or

person in charge (Master or Operator).

(1745) (1) All tankships greater than 1,000 gross tons shall

be under the direction and control of a Licensed Federal Pilot, this does not relieve the person in charge

(Master or Operator) from his ultimate responsibility

for safe navigation of the vessel.

(1746) (2) All vessel(s) speed shall be kept to a minimum

considering all factors and the need for optimum vessel

control.

(1747) (3) Restrictions on size and draft of vessels:

(1748) (i) No vessel greater than 661 feet in length (using

length overall) or greater than 90.5 feet in beam (using

extreme breadth) shall transit the Safety Zone.

(1749) (ii) No vessel greater than 630.5 feet in length or

85.5 feet or greater in beam shall transit the Safety

Zone during the period between sunset and sunrise.

(1750) (iii) No tankship greater than 550.5 feet in length

shall transit the Safety Zone, either inbound or outbound, with a draft less than 18.0 feet forward and 24.0

feet aft.

(1751) (4) Restrictions when the Chelsea River channel is

obstructed by vessel(s) moored at the Northeast Petroleum Terminal located downstream of the Chelsea

Street Bridge on the Chelsea, MA side of the Chelsea

River—hereafter referred to as the Jenny Dock (approximate position 42°23'09"N., 71°01'31"W.)—or the

Mobile Oil Terminal located on the East Boston side of

the Chelsea River downstream of the Chelsea Street

Bridge (approximate position 42°23'05"N., 71°01'31"W.):

(1752) (i) When there is a vessel moored at each terminal,

no vessel greater than 300.5 feet in length or greater

than 60.5 feet in beam, shall transit the Safety Zone.

(1753) (ii) When a vessel with a beam greater than 60.5

feet is moored at either terminal, no vessel greater than

630.5 feet in length or greater than 85.5 feet in beam

shall transit the Safety Zone.

(1754) (iii) When a vessel with a beam greater than 85.5

feet is moored at either terminal, no vessel greater than

550.5 feet in length or greater than 85.5 feet in beam

shall transit the Safety Zone.

(1755) (5) Requirements for tug assistance:
(1756) (i) All tankships greater than 630.5 feet in length or

greater than 85.5 feet in beam shall be assisted by at

least four tugs of adequate horsepower.

(1757) (ii) All tankships from 450 feet in length up to and

including 630.5 feet in length and less than 85.5 feet in

beam shall be assisted by at least three tugs of adequate

horsepower.

(1758) (iii) All tug/barge combinations with a tonnage of

over 10,000 gross tons (for the barge(s)), in all conditions of draft, shall be assisted by at least one assist tug

of adequate horsepower.

(1759) (6) U.S. Certificated integrated tug/barge (ITB)

combinations shall meet the requirements of a

tankship of similar length and beam, except that one

less tug would be required.

(1760) (7) Variances from the above standard must be approved in advance by the Captain of the Port of Boston,

Mass.

§165.141 Safety Zone: Sunken vessel EMPIRE

KNIGHT, Boon Island, ME.

(1761) (a) Location. The following area is a safety zone: All

waters of the Atlantic Ocean within a 1,000 yard radius

of the stern section of the sunken vessel EMPIRE

KNIGHT, in approximate position 43°06'19"N.,

70°27'09"W., (NAD 1983) and extending from the water's surface to the seabed floor.

(1762) (b) Effective date. This section is effective on August 23, 1996, twenty-four hours a day, seven days a

week.

(1763) (c) Regulations.

(1764) (1) The general regulations contained in 33 CFR

165.23 apply.

(1765) (2) All vessels and persons are prohibited from anchoring, diving, dredging, dumping, fishing, trawling,

laying cable, or conducting salvage operations in this

zone except as authorized by the Coast Guard Captain

of the Port, Portland, Maine. Innocent transit through

the area within the safety zone is not affected by this

regulation and does not require the authorization of

the Captain of the Port.

(1766) (3) All persons and vessels shall comply with the instructions of the COTP or the designated on scene patrol personnel. U.S. Coast Guard patrol personnel

include commissioned, warrant, and petty officers of

the Coast Guard. Upon being hailed by a U.S. Coast

Guard vessel via siren, radio, flashing light, or other

means, the operator of a vessel shall proceed as directed.

Subpart G–Protection of Naval Vessels

§165.2010 Purpose.

(1767) 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.

(1768) The following definitions apply to this subpart:

(1769) Atlantic Area means that area described in 33 CFR

3.04–1 Atlantic Area.

(1770) Large U.S. naval vessel means any U.S. naval vessel

greater than 100 feet in length overall.

(1771) Naval defensive sea area means those areas described in 32 CFR part 761.

(1772) 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.

(1773) Navigable waters of the United States means those

waters defined as such in 33 CFR part 2.

(1774) Navigation rules means the Navigation Rules, International-Inland.

(1775) 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.

(1776) Pacific Area means that area described in 33 CFR

3.04–3 Pacific Area.

(1777) Restricted area means those areas established by

the Army Corps of Engineers and set out in 33 CFR part

334.

(1778) 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.

(1779) 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.

120 ■ Chapter 2 ■ Coast Pilot 1
(1780) 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.

(1781) (a) Coast Guard. Any Coast Guard commissioned,

warrant or petty officer may enforce the rules and regulations contained in this subpart.

(1782) (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.

(1783) (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.

(1784) 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.

(1785) (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.

(1786) (c) The Navigation Rules shall apply at all times

within a naval vessel protection zone.

(1787) (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.

(1788) (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.

(1789) (f) When conditions permit, the Coast Guard, senior naval officer present in command, or the official

patrol should:

(1790) (1) Give advance notice on VHF-FM channel 16 of

all large U.S. naval vessel movements;

(1791) (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

(1792) (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

(1793) (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.

(1794) 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 subpart?

(1795) 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?

(1796) As used in this part-

(1797) Administration means the Government of the

State whose flag the ship is entitled to fly.

(1798) Cargo ship means any ship which is not a passenger ship.

(1799) Flag Administration means the Government of a

State whose flag the ship is entitled to fly.

(1800) Gross tonnage means tonnage as defined under the

International Convention on Tonnage Measurement of

Ships, 1969 (Incorporated by reference, see §169.15).

Navigation Regulations ■ Chapter 2 ■ 121
122 ■ Chapter 2 ■ Coast Pilot 1

(1801) Gross tons means vessel tonnage measured in accordance with the method utilized by the flag state administration of that vessel.

(1802) 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.

(1803) High speed passenger craft means a high speed

craft carrying more than 12 passengers.

(1804) 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.

(1805) Long range identification and tracking (LRIT) information or position report means report containing

the following information:

(1806) (1) The identity of the ship;

(1807) (2) The position of the ship (latitude and longitude); and

(1808) (3) The date and time of the position provided.

(1809) 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.

(1810) 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.

(1811) Mobile offshore drilling unit means a self-propelled

vessel capable of engaging in drilling operations for the

exploration or exploitation of subsea resources.

(1812) Passenger ship means a ship that carries more than

12 passengers.

(1813) Self-propelled ships means ships propelled by mechanical means.

(1814) 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.

(1815) 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?

(1816) 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?

(1817) (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.

(1818) (b) International Electrotechnical Commission

(IEC) Bureau Central de la Commission

Electrotechnique Internationale, 3 rue de Varembé,

P.O. Box 131, 1211 Geneva 20, Switzerland.

(1819) (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.

(1820) (2) [Reserved]

(1821) (c) International Maritime Organization (IMO), 4

Albert Embankment, London SE1 7SR, U.K.
(1822) (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.

(1823) (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.

(1824) (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.

(1825) (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.

(1826) (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?

(1827) 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.

(1828) 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?

(1829) 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?

(1830) 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

(1831) 42°39'N, 70°37'W; then northeast to

(1832) 42°45'N, 70°13'W; then southeast to

(1833) 42°10'N, 68°31'W; then south to

(1834) 41°00'N, 68°31'W; then west to

(1835) 41°00'N, 69°17'W; then northwest to

(1836) 42°05'N, 70°02'W, then west to

(1837) 42°04'N, 70°10'W; and then along the Massachusetts shoreline of Cape Cod Bay and Massachusetts Bay

back to the point on Cape Ann at

(1838) 42°39'N, 70°37'W.

§169.110 When is the northeastern reporting

system in effect?

(1839) The mandatory ship reporting system in the northeastern United States operates year-round.

§169.115 Where is the southeastern reporting

system located?

(1840) 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 80°51.6'W with the

southern and northern boundaries at latitude 30°00'N

and 31°27'N., respectively.

§169.120 When is the southeastern reporting

system in effect?

(1841) 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?

(1842) 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?

(1843) 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.

Navigation Regulations ■ Chapter 2 ■ 123
§169.135 How must the reports be made?

(1844) (a) A ship equipped with INMARSAT C must report

in IMO standard format as provided in §169.140 in table 169.140.

(1845) (b) A ship not equipped with INMARSAT C must report to the Coast Guard using other means, listed below in order of precedence—

(1846) (1) Narrow band direct printing (SITOR).

(1847) (2) HF voice communication, or

(1848) (3) MF or VHF voice communications.

(1849) (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?

(1850) Each ship report made to the shore-based authority must follow the standard reporting and format

requirements listed this section in table 169.140. Current email address 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?

(1851) 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.

124 ■ Chapter 2 ■ Coast Pilot 1

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.

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 expressed 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.
§169.205 What types of ships are required to

transmit LRIT information (position reports)?

(1852) The following ships, while engaged on an international voyage, are required to transmit position reports:

(1853) (a) A passenger ship, including high speed passenger craft.

(1854) (b) A cargo ship, including high speed craft, of 300

gross tonnage or more.

(1855) (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?

(1856) 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.

(1857) (a) Flag State relationship. A U.S. flag ship engaged

on an international voyage must transmit position reports wherever they are located.

(1858) (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.

(1859) (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?

(1860) 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?

(1861) A ship identified in §169.205 must be equipped

with LRIT equipment–

(1862) (a) Before getting underway, if the ship is constructed on or after December 31, 2008.

(1863) (b) By the first survey of the radio installation after

December 31, 2008, if the ship is–

(1864) (1) Constructed before December 31, 2008, and

(1865) (2) Operates within–

(1866) (i) One hundred (100) nautical miles of the United

States baseline, or

(1867) (ii) Range of an Inmarsat geostationary satellite, or

other Application Service Provider recognized by the

Administration, with continuous alerting is available.

(1868) (c) By the first survey of the radio installation after

July 1, 2009, if the ship is–

(1869) (1) Constructed before December 31, 2008, and

(1870) (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?

(1871) 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?

(1872) 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?

(1873) A ship is exempt from this subpart if it is–

(1874) (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,

(1875) (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

(1876) (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?

(1877) 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 ■ 125
§169.245 What must a ship master do if LRIT

equipment is switched off or fails to operate?

(1878) (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.

(1879) (b) The master must also make an entry in the

ship’s logbook that states–

(1880) (1) His or her reason for switching the LRIT equipment off, or an entry that the equipment has failed to

operate, and

(1881) (2) The period during which the LRIT equipment

was switched off or non-operational.

(1882) 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

§207.9 Mystic River, Mass.; dam of Commonwealth

of Massachusetts, Metropolitan District

Commission.

(1883) (a) Definition and authority of superintendent.

The term superintendent as used in the regulations in

this section shall mean himself and/or his personnel

then on duty at the dam. The positioning and movements of all watercraft of every description while in the

locks or within 100 yards of the locks or dam shall be

subject to the direction of the superintendent whose

orders must be obeyed. This order does not relieve the

master of the responsibility for the safety of his vessel.

(1884) (b) Description of Locks. There are three (3) locks

to be used for the passage of vessels; one large lock 325

feet long, 45 feet wide, shall be used for vessels with

draft up to seventeen (17) feet; two small locks each 120

feet long and 22 feet wide shall be used for boats up to

six (6) feet draft.

(1885) (c) Maximum draft. Vessels drawing within six (6)

inches of depth over the sills shall not be permitted

lockage except under special permission of the superintendent. Every vessel using the locks and drawing

more than ten (10) feet shall be accurately and distinctly marked at bow and stern showing the exact draft

of water at such portions of the vessel. Gages set into

the walls or the locks, both upstream and downstream

of each gate, indicate the depth in feet of water over the

sill of the gate.

(1886) (d) Vessels denied lockage. The superintendent

may deny passage through the locks to any craft with

sharp, rough projecting corners, overhanging equipment or cargo, or any craft or tow that is in sinking

condition or in any way unseaworthy or insufficiently

manned and equipped, or any craft failing to comply

with the regulations in this section or with any orders

given in pursuance thereof.

(1887) (e) Protection of lock gates. (1) In no case shall

boats be permitted to enter or leave any of the locks until directed to do so by the superintendent. Boats shall

not be permitted to enter or start to leave until the lock

gates are at rest within the gate recesses. All persons,

whether in charge of vessels or not, are prohibited from

willfully or carelessly damaging the locks or any of the

appurtenances or the grounds adjacent thereto, and

from throwing or allowing any material of any kind to

fall from the barge, scow or other vessel into the locks.

(1888) (2) No person shall permit or suffer any vessel,

scow, raft, or float to come in contact with any gate or

any of the locks of the Amelia Earhart Dam.

(1889) (f) Damage to walls. The sides of all craft passing

through the locks must be free from projection of any

kind which might injure the lock walls. All craft must

be provided with suitable fenders. One or more men as

the superintendent may direct shall be kept at the head

of every tow until it has cleared the lock and guide

walls, and shall protect the walls by use of the fenders.

(1890) (g) Unnecessary delay at locks. No person shall

cause or permit any craft of which he is in charge to remain in the locks or their approaches for a longer period of time than is necessary for the passage of the

locks unless he is especially permitted to do so by the

superintendent, and if such craft is, in the opinion of

such superintendent, in a position to obstruct navigation, it shall be removed at once as requested or directed by the superintendent.

(1891) (h) Procedure at locks. The locks shall be operated

promptly for the passage of all craft upon signal, excepting only in such cases as are specifically provided

for in the regulations in this section. All registered

merchant vessels shall pass through the locks in the order directed by the superintendent. Other craft shall be

allowed to pass through the locks at the discretion of

the superintendent.

(1892) (i) Navigation of the locks. (1) All barges navigating

the locks whether approaching or leaving the locks are

required to be assisted by one or more tugs of sufficient

power to insure full control at all times. All craft approaching the locks while any other vessel going in the

opposite direction is in or about to enter shall be

stopped where they will not obstruct the free passage of

such other vessel.

(1893) (2) All vessels over 100 gross tons including those

which are accompanied by towboats must attach not

less than two good and sufficient lines, cables, or hawsers to the bollards or other fixtures provided for the

purpose to check the speed of the vessel and to stop it as

126 ■ Chapter 2 ■ Coast Pilot 1
soon as it has gone far enough to permit the lock gate

behind it to be closed. Each line, cable, or hawser shall

be attended on board while passing into the lock by one

or more of the vessel’s crew. Where vessels are so long

that in order to get them wholly within the locks it is

necessary to go within 100 feet of the lock gate ahead,

the speed of the vessel must be slow and the vessel must

be fully under control at all times by the lines, cables or

hawsers. All towboats and vessels less than 100 gross

tons may enter the locks without having lines out subject to the discretion of the superintendent. The master

or person in charge of a vessel shall arrange to have any

line, cable, or hawser handed or thrown from the lock

walls by the superintendent, or his assistants, made fast

on the vessel as requested or directed, so that in cases

of emergency such line, cable, or hawser may also be

used to check the speed of and stop the vessel.

(1894) (3) Operators of vessels less than 200 gross tons

may use the floating moorings in the large lock to fasten lines or hawsers, but they shall not be used to check

the way on any vessel greater than 30 gross tons.

(1895) (4) Vessels less than 30 gross tons may fasten lines

to the floating moorings in the large or small locks. All

persons shall keep off the floating moorings at all

times.

(1896) (5) No line shall be attached to anything on or a

part of the dam except the fixtures provided for this

purpose.

(1897) (6) Equipment of each craft shall include a sufficient bow line and stern line.

(1898) (j) Mooring. When a craft is in position in the lock,

it shall be securely fastened in a manner satisfactory to

the superintendent to prevent the craft moving about

while the lock is being filled or emptied, and the lines,

cables, or hawsers used for this purpose shall be attended as far as is necessary or required while the filling or emptying is in progress.

(1899) (k) [Reserved]

(1900) (l) Signals. (1) All craft desiring lockage shall, on

approaching the locks, signal by two long and two short

blasts of a whistle or other sound device. Two long

blasts from the lock in reply will indicate a delayed

opening and direct the craft not to enter the lock.

(1901) (2) Lights are located at each end of each lock and

will normally show red. No vessel shall come within

100 feet of the outside of any gate when the signal is red

except when so directed by the superintendent.

(1902) (3) Fireboats and craft owned by the U.S. Government shall be given prompt and preferential lockage

when they sound four long blasts.

(1903) (4) No vessel shall move into or out of any lock until the controlling signal is green. A green light in addition to audio loud speakers, operated by the

superintendent or his assistants, will direct craft

through the locks.

(1904) (5) It shall be the duty of every master or person in

charge of any vessel to ascertain by personal observation that the lock gate is fully open before proceeding.

(1905) (m) Operating machinery. Lock employees only

shall be permitted to operate the lock gates, signals or

other appliances. No person shall deface or injure any

part of the Amelia Earhart Dam, or any pier, wall or

other structure or any mechanism connected therewith; nor shall any person, without the consent of the

superintendent, make fast to the dam, guard, guide

wall, pier, or any appurtenance thereof any vessel, scow,

raft, or float.

(1906) (n) Vessel to carry regulations. A copy of the regulations in this section shall be kept at all times on board

each vessel regularly engaged in navigating the locks.

Copies may be obtained without charge from the superintendent; the Commonwealth of Massachusetts,

M.D.C. Parks Division, Boston, Mass.; New England Division, Corps of Engineers, Division Engineer,

Waltham, Mass.

§207.10 Charles River, Mass.; dam of Charles River

Basin Commission.

(1907) (a) The movements of all vessels or boats in and

near the lock shall be under the direction of the superintendent in charge of these structures and his assistants, whose orders and signals shall be obeyed.

(1908) (b) Every vessel using the lock and drawing more

than 10 feet shall be accurately and distinctly marked

at the bow and stern, showing the exact draft of water at

such portions of the vessel.

(1909) (c) All steam vessels desiring to pass through the

lock shall signal for the same by two long and two short

blasts of the whistle.

(1910) (d) (1) All vessels passing through the lock shall

have their outboard spars, if any, rigged in, and booms

amidships, and secured. All standing and running rigging must be triced in to keep it from blowing out and

fouling the drawbridge. Every vessel of 200 tons and

under shall be provided with at least two, and every vessel of more than 200 tons shall be provided with at least

four good and sufficient lines, cables, or hawsers. Anchors shall either be stowed or shall hang from hawse

pipes, hauled up close, clear of the water if possible.

Vessels with anchors under foot or hanging from

catheads will not be permitted to enter the lock.

(1911) (2) All vessels must be sufficiently manned and

must have a sufficient number of round and

fore-and-aft fenders to protect the lock from injury. All

heavy rope fenders must be securely lashed to prevent

their falling into the lock and interfering with the

gates.

Navigation Regulations ■ Chapter 2 ■ 127
(1912) (e) All vessels approaching the lock while any other

vessel going in the opposite direction is in or about to

enter it shall be stopped where they will not obstruct

the free passage of such other vessel.

(1913) (f) It shall be the duty of every master or person in

charge of any vessel upon approaching the lock from

the upstream end to ascertain by personal observation

whether or not the upper lock gate is open, and a vessel

shall not be permitted to come within 100 feet of the

upper lock gate until the gate has been wholly withdrawn into its recess.

(1914) (g) All towboats, whether towing or not, and other

steam vessels of less than 100 tons gross may enter the

lock under their own power and without having lines

out, but all other vessels, including those which are accompanied by towboats, must attach not less than two

good and sufficient lines, cables, or hawsers to the bollards or other fixtures provided for the purpose to

check the speed of the vessel and to stop it as soon as it

has gone far enough to permit the lock gate behind it to

be closed, and each line, cable, or hawser shall be attended on board while passing into the lock by one or

more of the vessel’s crew. Where vessels are so long that

in order to get them wholly within the lock it is necessary to approach within 150 feet of the lock gate ahead,

the speed of the vessel must be slow and fully under

control by the lines, cables, or hawsers. Steam vessels

of more than 100 tons gross, not including towboats,

will not be permitted to turn their propellers on entering the lock after the bow of the vessel has entered, but

will be drawn in by means of capstans on the lock walls

or otherwise, and their speed must be checked and the

vessel stopped by lines, cables, or hawsers as in other

cases. All steam vessels may leave the lock under their

own power. The master or person in charge of a vessel

shall arrange to have any line, cable, or hawser handed

or thrown from the lock walls by the superintendent or

his assistants, made fast on the vessel as requested or

directed, so that in cases of emergency such line, cable,

or hawser may also be used to check the speed of and

stop the vessel.

(1915) (h) When a vessel is in position in the lock it shall

be securely fastened in a manner satisfactory to the superintendent, or his assistant in charge of the lock at

the time, to prevent the vessel from moving about

while the lock is being filled or emptied, and the lines,

cables, and hawsers used for this purpose shall be attended as far as is necessary or required while the filling or emptying is in progress.

(1916) (i) No vessel which has iron or irons projecting

from it or lumber or other cargo projecting over its

sides shall enter the lock, except at such time and with

such precautions to prevent damage to the lock or its

appurtenances as the superintendent, or the assistant

in charge of the lock at the time, may require.

(1917) (j) All persons, whether in charge of vessels or not,

are prohibited from willfully or carelessly damaging

the lock, any of its appurtenances or the grounds adjacent thereto, and from throwing any material of any

kind into the lock. No line shall be attached to anything

except the bollards and other fixtures provided for the

purpose.

(1918) (k) Upon each passage through the lock, the master

or clerk of a vessel shall make a statement of the kind

and tonnage of the freight carried.

(1919) (1) No person shall cause or permit any vessel or

boat of which he is in charge to remain in the lock or its

approaches for a longer time than is necessary for the

passage of the lock, unless he is especially permitted to

do so by the superintendent or the assistant in charge

of the lock at the time, and if such vessel or boat is, in

the opinion of such superintendent or assistant, in a

position to obstruct navigation it shall be removed at

once as requested or directed by such superintendent

or assistant.

(1920) (m) All registered merchant vessels shall pass

through the lock in the order directed by the superintendent or the assistant in charge of the lock at the

time. Unregistered craft will not be allowed to pass

through the lock separately unless especially permitted

by such superintendent or assistant.

(1921) (n) The lock shall be operated promptly for the passage of all vessels upon signal, excepting only in such

cases as are specifically provided for in this section.

§207.20 Cape Cod Canal, Mass.; use,

administration, and navigation.

(1922) (See United States Coast Pilot 2, Atlantic Coast,

Cape Cod to Sandy Hook.)

§207.800 Collection of navigation statistics.

(1923) (a) Definitions. For the purpose of this regulation

the following terms are defined:

(1924) (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.)

(1925) (2) Offenses and Violations mean:

(1926) (i) Failure to submit a required report.

(1927) (ii) Failure to provide a timely, accurate, and complete report.

(1928) (iii) Failure to submit monthly listings of idle vessels or vessels in transit.

128 ■ Chapter 2 ■ Coast Pilot 1
(1929) (iv) Failure to submit a report required by the

lockmaster or canal operator.

(1930) (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.

(1931) (4) Person or entity means an individual, corporation, partnership, or company.

(1932) (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.

(1933) (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.

(1934) (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

ENG Forms. Five typical movements that are required

to be reported by vessel operating companies include

the following examples: Company A is the barge owner,

and the barge transports corn from Minneapolis, MN to

New Orleans, LA, with fleeting at Cairo, IL.

(1935) (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.

(1936) (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.

(1937) (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.

(1938) (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.

(1939) (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.

(1940) (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.

(1941) (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.

(1942) (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.

(1943) (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.

(1944) (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:

(1945) (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.

(1946) (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.

(1947) (B) Vessels idle during the month must also be reported.

(1948) (C) Notwithstanding the above requirements, the

following waterborne vessel movements need not be

reported:

(1949) (1) Movements of recreational vessels.

(1950) (2) Movements of fire, police, and patrol vessels.

(1951) (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.

(1952) (4) Movements of dredges to or from the dredging

site. However, vessel movements of dredged material

Navigation Regulations ■ Chapter 2 ■ 129
from the dredging site to the disposal site must be reported.

(1953) (5) Specific movements granted exemption in writing by the Waterborne Commerce Statistics Center.

(1954) (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.

(1955) (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.

(1956) (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).

(1957) (1) The name of the shipper of the commodity, and

the shipper’s Internal Revenue Service number or Social Security number, must be reported on the form.

(1958) (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.

(1959) (3) Refer to 19 CFR part 24 for detailed information

on exemptions and ports subject to the Harbor Maintenance Tax.

(1960) (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.

(1961) (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.

(1962) (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.

(1963) (c) Penalties for Noncompliance. The following

penalties for noncompliance can be assessed for offenses and violations.

(1964) (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.

(1965) (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.

(1966) (3) Denial of Passage. In addition to these fines,

penalties, and imprisonments, the lockmaster or canal

operator can refuse to allow vessel passage.

(1967) (d) Enforcement Policy. Every means at the disposal of the Army Corps of Engineers will be utilized to

monitor and enforce these regulations.

(1968) (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.

(1969) (i) Data on purchase and sale of vessels.

(1970) (ii) U.S. Coast Guard vessel documentation and reports.

(1971) (iii) Data collected at Locks, Canals, and other facilities operated by the Corps.

(1972) (iv) Data provided by terminals on ENG Form 3926.

(1973) (v) Data provided by the other Federal agencies including the Internal Revenue Service, Customs Service, Maritime Administration, Department of

Transportation, and Department of Commerce.

(1974) (vi) Data provided by ports, local facilities, and

State or local governments.

(1975) (vii) Data from trade journals and publications.

(1976) (viii) Site visits and inspections.

(1977) (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.

(1978) (3) Administrative Assessment of Civil Penalties.

Civil penalties may be assessed in the following manner.

(1979) (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

130 ■ Chapter 2 ■ Coast Pilot 1
Navigation Regulations ■ Chapter 2 ■ 131

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.

(1980) (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, describe by reasonable

specificity the nature of the violation, and indicate the

applicable provisions of 33 CFR part 326.

(1981) (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.

Thereafter, the Director of the Water Resources Center

shall issue a final order.

(1982) (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.

(1983) The purpose of this part is to:

(1984) (a) Prescribe procedures for establishing, amending and disestablishing danger zones and restricted

areas;

(1985) (b) List the specific danger zones and restricted areas and their boundaries; and

(1986) (c) Prescribe specific requirements, access limitations and controlled activities within the danger zones

and restricted areas.

§334.2 Definitions.

(1987) (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.

(1988) (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.

(1989) (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.

(1990) (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).

(1991) (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.

(1992) (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:

(1993) (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.

(1994) (2) Name of waterway and if a small tributary, the

name of a larger connecting waterbody.

(1995) (3) Name of closest city or town, county/parish and

state.

(1996) (4) Location of proposed or existing danger zone or

restricted area with a map showing the location, if possible.

(1997) (5) A brief statement of the need for the area, its intended use and detailed description of the times, dates

and extent of restriction.

(1998) (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

the proposal in the Federal Register concurrent with

the public notice issued by the District Engineer.

(1999) (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:

(2000) (i) Applicable statutory authority or authorities;

(40 Stat. 266; 33 U.S.C. 1) and (40 Stat. 892; 33 U.S.C. 3)

(2001) (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.

(2002) (iii) The address of the District Engineer as the recipient of any comments received.

(2003) (iv) The identity of the applicant/proponent;

(2004) (v) The name or title, address and telephone number of the Corps employee from whom additional information concerning the proposal may be obtained;

(2005) (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.

(2006) (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:

(2007) (i) The Federal Aviation Administration (FAA)

where the use of airspace is involved.

(2008) (ii) The Commander, Service Force, U.S. Atlantic

Fleet, if a proposed action involves a danger zone off the

U.S. Atlantic coast.

(2009) (iii) Proposed danger zones on the U.S. Pacific

coast must be coordinated with the applicable commands as follows:

(2010) Alaska, Oregon and Washington:

(2011) Commander, Naval Base, Seattle

(2012) California:

(2013) Commander, Naval Base, San Diego

(2014) Hawaii and Trust Territories:

(2015) Commander, Naval Base, Pearl Harbor

(2016) (c) Public hearing. The District Engineer may conduct a public hearing in accordance with 33 CFR part

327.

(2017) (d) Environmental documentation. The District

Engineer shall prepare environmental documentation

in accordance with appendix B to 33 CFR part 325.

(2018) (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.

(2019) (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.

(2020) (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

132 ■ Chapter 2 ■ Coast Pilot 1
Navigation Regulations ■ Chapter 2 ■ 133

by the public and the area is disestablished by the

Corps.

(2021) (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.

(2022) (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 appropriate corrections that are published on the particular

map or chart being used.

(2023) (b) For further information on NAD 83 and National Service nautical charts please contact:

(2024) Director, Coast Survey (N/CG2)

(2025) National Ocean Service, NOAA

(2026) 1315 East-West Highway, Station 6147

(2027) Silver Spring, MD 20910-3282.

§334.10 Gulf of Maine off Seal Island, Maine; Naval

aircraft bombing target area.

(2028) (a) The danger zone. A circular area with a radius of

1.5 nautical miles, having its center just easterly of Seal

Island at latitude 43°53'00" and longitude 68°44'00".

(2029) (b) The regulations. (1) No aerial bombing practice

will take place in the danger zone after 5:00 p.m. Mondays through Saturdays, at any time on Sundays, or

during foggy or inclement weather.

(2030) (2) Vessels or other watercraft will be allowed to enter the danger zone any time there are no aerial bombing exercises being conducted.

(2031) (3) No live ammunition or explosives will be

dropped in the area.

(2032) (4) Suitable Notice to Mariners, by appropriate

methods, will be issued by the Commander, First Coast

Guard District, Boston, Massachusetts; upon request of

the Commandant, First Naval District, Boston, Massachusetts, or his designated agent.

(2033) (5) Prior to the conducting of each bombing practice, the area will be patrolled by a naval aircraft or surface vessel to ensure that no persons or watercraft are

within the danger zone.

(2034) Vessels may be requested to veer off when drops are

to be made, however, drops will be made only when the

area is clear. The patrol aircraft will employ the method

of warning known as “buzzing” which consists of low

flight by the airplane and repeated opening and closing

of the throttle.

(2035) (6) Any such watercraft shall, upon being so

warned, immediately leave the designated area and, until the conclusion of the practice, shall remain at such

distance that it will be safe from falling projectiles.

(2036) (7) The regulations of this section shall be enforced

by the Commandant, First Naval District, Boston, Massachusetts, or such agencies as he may designate.

§334.20 Gulf of Maine off Cape Small, Maine;

Naval aircraft practice mining range area.

(2037) (a) The danger zone. Within an area bounded as follows: Beginning at

(2038) 43°43'00"N., 69°46'00"W.; thence to

(2039) 43°38'30"N., 69°46'00"W.; thence to

(2040) 43°38'30"N., 69°49'30"W.; thence to

(2041) 43°42'10"N., 69°49'30"W.; thence to the point of

beginning.

(2042) (b) The regulations. (1) Test drops from aircraft

will be made within the area at intermittent periods

from noon until sunset local time and only during periods of good visibility.

(2043) (2) Testing will not restrict any fishing, recreational, or commercial activities in the testing area.

(2044) (3) Aircraft will patrol the area prior to and during

test periods to insure that no surface vessels are within

the area. No test drops will be made while surface vessels are transitting the area.

(2045) (4) No live ammunition or explosives will be

dropped in the area.

(2046) (5) The regulations of this section shall be enforced

by the Commandant, First Naval District, Boston,

Mass., or such agencies as he may designate.

§334.30 Gulf of Maine off Pemaquid Point, Maine;

Naval Sonobuoy Test Area.

(2047) (a) The area. The test area or “Foul Area” encompasses a circular area one nautical mile in radius, the

center of which is located 7.9 nautical miles, bearing

187° magnetic from Pemaquid Light.

(2048) (b) The regulations. (1) Sonobuoy drops will be

made only in the designated area and when visibility is

at least three miles.

(2049) (2) Sonobuoy drop tests will normally be conducted at intermittent periods on a 5-day week basis,

Monday through Friday. However, on occasion tests

may be conducted intermittently on a seven-day week

basis.
134 ■ Chapter 2 ■ Coast Pilot 1

(2050) (3) Prior to and during the period when sonobuoys

are being dropped, an escort vessel or naval aircraft will

be in the vicinity to ensure that no persons or vessels

are in the testing area. Vessels may be requested to veer

off when sonobuoys are about to be dropped, however,

drops will be made only when the area is clear.

(2051) (4) The sonobuoys drops will be made in connection with the production and experimentation of sonobuoys.

(2052) (5) No live ammunition or explosives will be involved.

(2053) (6) The regulations in this section shall be enforced

by the Commanding Officer, U.S. Naval Air Station,

Brunswick, Maine, or such agencies as he may designate.

§334.40 Atlantic Ocean in vicinity of Duck Island,

Maine, Isles of Shoals; naval aircraft bombing

target area.

(2054) (a) The danger zone. A circular area with a radius of

500 yards having its center on Shag Rock in the vicinity

of Duck Island at latitude 43°00'12", longitude 70°36'12".

(2055) (b) The regulations. (1) No person or vessel shall

enter or remain in the danger zone from 8:00 a.m. to

5:00 p.m. (local time) daily, except as authorized by the

enforcing agency.

(2056) (2) This section shall be enforced by the Commandant, First Naval District, and such agencies as he may

designate.

§334.45 Kennebec River, Bath Iron Works

Shipyard, Naval Restricted Area, Bath, Maine.

(2057) (a) The area. The waters within a coffin shaped area

on the west side of the river south of the Carlton (Route

1) highway bridge beginning on the western shore at

(2058) 43°54'40.7"N., 069°48'44.8"W.; thence easterly to

(2059) 43°54'40.7"N., 069°48'36.8"W.; thence southeasterly

to

(2060) 43°54'10.4"N., 069°48'34.7"W.; thence southwesterly

to

(2061) 43°53'55.1"N., 069°48'39.1"W.; thence westerly to

(2062) 43°53'55.1"N., 69°48'51.8"W.; thence northerly

along the westerly shoreline to the point of origin.

(2063) (b) The regulation. All persons, swimmers, vessels

and other craft, except those vessels under the supervision or contract to local military or Naval authority,

vessels of the United States Coast Guard, and local or

state law enforcement vessels, are prohibited from entering the restricted areas without permission from the

Supervisor of Shipbuilding, USN Bath, Maine or his authorized representative.

(2064) (c) Enforcement. The regulation in this section,

promulgated by the United States Army Corps of Engineers, shall be enforced by the, Supervisor of

Shipbuilding, Conversion and Repair, Bath, United

States Navy and/or such agencies or persons as he/she

may designate.

§334.50 Piscataqua River at Portsmouth Naval

Shipyard, Kittery, Maine; restricted areas.

(2065) (a) The areas. Area No. 1: The area bounded by a

line beginning at a point on the easterly side of Seavey

Island at

(2066) 43°04'37"N., 70°43'44"W.; thence to

(2067) 43°04'36"N., 70°43'40"W.; thence to the pier on the

westerly side of Clark Island at

(2068) 43°04'36.5"N., 70°43'34"W.; thence along the northerly side of Clark Island to a point on the easterly side at

(2069) 43°04'37"N., 70°43'25"W.; thence northeasterly to

the easterly side of Jamaica Island at

(2070) 43°04'49"N., 70°43'24"W.; thence along the southerly and westerly sides of Jamaica Island and thence

generally along the easterly side of Seavey Island to the

point of beginning.

(2071) Area No. 2: The area bounded by a line beginning at

a point on the southerly side of Seavey Island at

Henderson Point at

(2072) 43°04'29"N., 70°44'14"W.; thence to

(2073) 43°04'29.5"N., 70°44'17.4"W.; thence to

(2074) 43°04'36.6"N., 70°44'22.6"W.; thence to

(2075) 43°04'44.8"N., 70°44'33.2"W.; thence to

(2076) 43°04'47.4"N., 70°44'42.1"W.; thence to

(2077) 43°04'48"N., 70°44'52"W.; thence to

(2078) 43°04'49"N., 70°44'54"W.; thence to

(2079) 43°04'51"N., 70°44'55"W.; thence to

(2080) 43°04'53"N., 70°44'53"W.; thence to

(2081) 43°04'57"N., 70°44'47"W.; thence to

(2082) 43°04'58"N., 70°44'46"W.; thence to

(2083) 43°05'02"N., 70°44'36"W.; thence to

(2084) 43°05'04"N., 70°44'31"W.; thence along the westerly side of Seavey Island to the beginning point.

(2085) (b) The regulations. All persons, vessels and other

craft, except those vessels under the supervision of or

contract to local military or naval authority, are prohibited from entering the restricted areas without permission from the Commander, Portsmouth Naval

Shipyard or his/her authorized representative.

§334.60 Cape Cod Bay south of Wellfleet Harbor,

Mass.; naval aircraft bombing target area.

(2086) (a) The danger zone. A circular area with a radius of

1,000 yards having its center on the aircraft bombing

target hulk James Longstreet in Cape Cod Bay at

41°49'46"N., 70°02'54"W.

(2087) (b) The regulations. (1) No person or vessel shall

enter or remain in the danger zone at any time, except

as authorized by the enforcing agency.
(2088) (2) This section shall be enforced by the Commandant, First Naval District, and such agencies as he may

designate.

TITLE 40–PROTECTION OF ENVIRONMENT

Part 140–Marine Sanitation Device Standard

§140.1 Definitions.

(2089) For the purpose of these standards the following

definitions shall apply:

(2090) (a) Sewage means human body wastes and the

wastes from toilets and other receptacles intended to

receive or retain body wastes;

(2091) (b) Discharge includes, but is not limited to, any

spilling, leaking, pumping, pouring, emitting, emptying, or dumping;

(2092) (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;

(2093) (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;

(2094) (e) New vessel refers to any vessel on which construction was initiated on or after January 30, 1975;

(2095) (f) Existing vessel refers to any vessel on which

construction was initiated before January 30, 1975;

(2096) (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.

(2097) 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

Defense finds that compliance would not be in the interest of national security.

§140.3 Standard.

(2098) (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.

(2099) (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 interconnected waterways, fresh-water lakes and impoundments accessible through locks, and other flowing waters that are navigable interstate by vessels subject to

this regulation.

(2100) (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).

(2101) (c) Any vessel which is equipped as of the date of

promulgation of this regulation with a Coast Guardcertified 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.

(2102) (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.

(2103) (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.

Navigation Regulations ■ Chapter 2 ■ 135
(2104) (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.

(2105) (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.

(2106) (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. [...]

(2107) (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. [...]

(2108) (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/.

(2109) (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:

(2110) (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;

(2111) (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;

(2112) (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

(2113) (iv) Include a statement of basis justifying the size

of the requested drinking water intake zone, for example, identifying areas of intensive boating activities.

(2114) (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.

(2115) (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.

(2116) (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):

(2117) (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

136 ■ Chapter 2 ■ Coast Pilot 1
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.

(2118) (ii) [Reserved]

§140.5 Analytical procedures.

(2119) In determining the composition and quality of effluent discharge from marine sanitation devices, the

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 46–SHIPPING

Part 15–Manning Requirements (in part)

Subpart 1–Vessels in Foreign Trade

§15.1001 General.

(2120) Self-propelled vessels engaged in foreign commerce are required to use a pilot holding an appropriately endorsed Federal first class pilot's license issued

by the Coast Guard when operating in the navigable

waters of the United States specified in this subpart.

§15.1040 Massachusetts.

(2121) The following U.S. navigable waters located within

the State of Massachusetts when the vessel is in transit,

but not bound to or departing from a port within the

following listed operating areas:

(2122) (a) Cape Cod Bay south of latitude 41°48’54"N;

(2123) (b) The Cape Cod Canal; and

(2124) (c) Buzzards Bay east of a line extending from the

southernmost point of Wilbur Point (41°34'55"N.,

70°51'15"W.) to the easternmost point of Pasque Island

(41°26'55"N., 70°50'30"W.)

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.

(2125) (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.

(2126) (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).

(2127) (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,

Navigation Regulations ■ Chapter 2 ■ 137
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.

(2128) (c) Approaching right whales.

(2129) (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:

(2130) (i) Approach (including by interception) within 500

yards (460 m) of a right whale by vessel, aircraft, or any

other means;

(2131) (ii) Fail to undertake required right whale avoidance measures specified under paragraph (c)(2) of this

section.

(2132) (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:

(2133) (i) If underway, a vessel must steer a course away

from the right whale and immediately leave the area at

a slow safe speed.

(2134) (ii) An aircraft must take a course away from the

right whale and immediately leave the area at a constant airspeed.

(2135) (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:

(2136) (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.

(2137) (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.

(2138) (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 disentanglement or rescue of a right whale, provided that

permission is received from the National Marine Fisheries Service or designee prior to the approach.

(2139) (iv) Paragraphs (c)(1) and (c)(2) of this section do

not apply to an aircraft unless the aircraft is conducting

whale watch activities.

(2140) (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.

(2141) (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.

(2142) (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).

(2143) (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:

(2144) (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

(2145) 31°27'00.0"N., 80°51'36.0"W.; thence to

(2146) 31°50'00.0"N., 80°33'12.0"W.; thence to

(2147) 32°59'06.0"N., 78°50'18.0"W.; thence to

(2148) 33°28'24.0"N., 78°32'30.0"W.; thence to

(2149) 33°36'30.0"N., 77°47'06.0"W.; thence back to starting point.;

(2150) (ii) Within a 20-nm (37 km) radius (as measured

seaward from COLRGES delineated coast lines and the

center point of the port entrance) (Fig. 2) at the

(2151) (A) Ports of New York/New Jersey:

138 ■ Chapter 2 ■ Coast Pilot 1
(2152) 40°29'42.2"N., 73°55'57.6"W.;

(2153) (B) Delaware Bay (Ports of Philadelphia and

Wilmington): 38°52'27.4"N., 75°01'32.1"W.;

(2154) (C) Entrance to the Chesapeake Bay (Ports of

Hampton Roads and Baltimore): 37°00'36.9"N.,

75°57'50.5"W.; and

(2155) (D) Ports of Morehead City and Beaufort, NC:

34°41'32.0"N., 76°40'08.3"W.; and

(2156) (iii) In Block Island Sound, in the area bounded by

the following coordinates: Beginning at

(2157) 40°51'53.7"N., 70°36'44.9"W.; thence to

(2158) 41°20'14.1"N., 70°49'44.1"W.; thence to

(2159) 41°04'16.7"N., 71°51'21.0"W.; thence to

(2160) 40°35'56.5"N., 71°38'25.1"W.; thence back to starting point. (Fig. 2).

(2161) (3) Northeast U.S. (north of Rhode Island):

(2162) (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).

(2163) (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):

(2164) 42°30'00.0"N., 69°45'00.0"W.; thence to

(2165) 42°30'00.0"N., 70°30'00.0"W.; thence to

(2166) 42°12'00.0"N., 70°30'00.0"W.; thence to

(2167) 42°12'00.0"N., 70°12'00.0"W.; thence to

(2168) 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.

(2169) (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):

(2170) 42°30'00.0"N., 69°45'00.0"W.

(2171) 41°40'00.0"N., 69°45'00.0"W.

(2172) 41°00'00.0"N., 69°05'00.0"W.

(2173) 42°09'00.0"N., 67°08'24.0"W.

(2174) 42°30'00.0"N., 67°27'00.0"W.

(2175) 42°30'00.0"N., 69°45'00.0"W.

(2176) (b) Except as noted in paragraph (c) of this section,

it is unlawful under this section:

(2177) (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

(2178) (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.

(2179) (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.

(2180) (d) This final rule expires on December 9, 2013.

Part 226–Designated Critical Habitat

§226.101 Purpose and scope.

(2181) 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.

(2182) (a) Great South Channel. The area bounded by

(2183) 41°40'N., 69°45'W.;

(2184) 41°00'N., 69°05'W.;

(2185) 41°38'N., 68°13'W.; and

(2186) 42°10'N., 68°31'W.;

(2187) (b) Cape Cod Bay, Massachusetts. The area bounded

by

(2188) 42°04.8'N., 70°10'W.;

(2189) 42°12'N., 70°15'W.;

(2190) 42°12'N., 70°30'W.;

Navigation Regulations ■ Chapter 2 ■ 139
(2191) 41°46.8'N., 70°30'W. and on the south and east by

the interior shore line of Cape Cod, Massachusetts.

(2192) (c) Southeastern United States. The coastal waters

between 31°15'N and 30°15'N from the coast out 15

nautical miles; and the coastal waters between 30°15'N

and 28°00'N from the coast out 5 nautical miles.

140 ■ Chapter 2 ■ Coast Pilot 1
Navigation Regulations ■ Chapter 2 ■ 141
142 ■ Chapter 2 ■ Coast Pilot 1
Eastport to Cape Cod

(1) The coasts of Maine, New Hampshire, and part of

Massachusetts lie between West Quoddy Head in Maine

and Provincetown in Massachusetts. Most of the Maine

coast is irregular, rocky, and bold with numerous islands, bays, rivers, and coves. There are numerous fishing villages and towns along the Maine coast which are

frequented by tourists during the summer months.

The primary deep-draft ports in Maine are at Eastport,

Searsport and Portland. The more densely populated

coasts of New Hampshire and Massachusetts have numerous sandy beaches and fewer of the islands, bays,

and coves which characterize the Maine coast. Major

ports are at Portsmouth, N.H., and Boston, Mass.

(2) The Gulf of Maine is the great indentation of the

coast between the Canadian Province of Nova Scotia on

the northeast and Massachusetts on the southwest. It

includes the Bay of Fundy and Massachusetts Bay as

subsidiary features. Because of its changeable weather,

frequent fogs, and strong tidal currents, this area has a

bad reputation among mariners.

(3) From West Quoddy Head to Penobscot Bay the

coast is mostly rocky and is indented by numerous

large bays and excellent harbors. Among the many islands along this coast are passages that are much used,

usually by vessels with less than 12 feet in draft, as they

afford anchorage in head winds or thick weather. The

many boulders, rocks, and ledges along and off this

coast require the closest attention of the navigator, as

in many cases they rise abruptly from deep water and

soundings do not generally indicate their proximity

until it is too late to avoid them. The navigator should

also remember that the spring range of tide is 11.2 feet

at Rockland, 13 feet at Milbridge, and 20.9 feet at

Eastport, and that at high water a vessel may sometimes pass over places on which she would bring up at

low water.

(4) Between Penobscot Bay and Cape Elizabeth the

coast is rocky and broken by numerous bays and rivers,

many of which are excellent harbors. In Muscongus

and Casco Bays good channels lead between the islands, affording inside passages that are used by the

smaller class of vessels passing along the coast. Extreme caution should be exercised when approaching

the bays, sounds, and rivers in this area due to the inset

of the flood tidal currents. Particular caution is necessary for small craft crossing Penobscot Bay and the

mouths of the Kennebec, Sheepscot, and New Meadows

Rivers when the wind is contrary to the current because heavy tide rips are encountered. Great caution is

also necessary when standing along this stretch of

coast in thick weather due to the numerous dangers

which in some places lie nearly 10 miles offshore.

(5) Between Cape Elizabeth and Portsmouth there are

fewer harbors and marked indentations. The shore is

more thickly settled than farther eastward, and several

of the beaches are popular summer resorts. The outlying dangers are well marked and fewer in number.

(6) Southward of Portsmouth the coast is low and

mostly sandy, with a few outcropping ledges and outlying dangers, but the northern shore of Cape Ann is high

and rocky.

(7) Between Cape Ann and Plymouth the coast is

rocky, mostly bold, and has numerous islands, dry

rocks, boulders, and covered ledges near the shore,

with deep channels between them. The shores of Cape

Cod Bay are mostly sandy, with extensive sand shoals

extending out well from the shore in many places.

Boulders also occur in places in Cape Cod Bay.

Prominent features

(8) The 14-mile coast between West Quoddy Head and

Little River presents no special features. From Little

River westward to Portland the shore is broken by numerous bays and islands. Grand Manan Island has

nearly perpendicular, dark, rocky faces about 200 feet

high on its western side.

(9) The numerous radio towers on the peninsula north

of Cross Island on the east side of Machias Bay are

prominent. The radar domes on Howard Mountain

west of Machias Bay can be seen many miles at sea.

(10) Pigeon Hill, on the western side of Pigeon Hill Bay

near the head, is 317 feet high. Numerous radio towers

are prominent on the eastern side of Prospect Harbor.

Schoodic Head, near the south end of Schoodic Peninsula, on the eastern side of the entrance to Frenchman

Bay, is 440 feet high. An elevated water tank on Big

Moose Island, at the south end of the peninsula, is

prominent and reported to be a good radar target.

(11) Cadillac Mountain, the highest on Mount Desert Island, is 1,530 feet high and the most prominent landmark on this part of the coast; near it are other

mountains nearly as high. Isle au Haut is 543 feet high

Eastport to Cape Cod ■ Chapter 3 ■ 143
near its northern end and is on the eastern side of the

entrance to East Penobscot Bay. The Camden Hills

(Mount Megunticook, 1,385 feet) are on the western

side of Penobscot Bay above the town of Camden.

Monhegan Island, 9.3 miles from the mainland, is 165

feet high and is a mark for all vessels bound into

Penobscot Bay from westward. Seguin Island, about 2.3

miles off the mouth of the Kennebec River, is about 145

feet high and is a mark for vessels bound into the river

or standing along the coast. Observation towers may be

seen along the coast west of the Kennebec River to

Boston.

(12) Cape Elizabeth, on the southern side of the entrance to Portland Harbor, is about 90 feet high and is

marked by a light and an unused light tower. Two tall

elevated water tanks, one near the mouth of Saco River

and one at Cape Porpoise Harbor, are the most prominent landmarks between Portland and Portsmouth.

Mount Agamenticus, 691 feet high and the most prominent land feature between Portland and Cape Ann, is

about 4.5 miles inland and 9 miles northward of

Portsmouth. A ski lodge on the mountain is reported to

be prominent. The Isles of Shoals, lying about 6 miles

from the coast and southeastward of Portsmouth Harbor entrance, can be seen a long distance, the large hotel on Star Island and an observation tower on

Appledore Island being conspicuous marks. Boon Island Light is about 9 miles northeastward of the Isles of

Shoals and about 6.5 miles offshore. Cape Ann is high

at its northern end, but its eastern end is comparatively

low. The two lighthouses on Thatcher Island, one of

which is abandoned, are the most conspicuous marks

seen when approaching the cape.

(13) The land southward of Cape Ann is comparatively

low, is well settled, and has numerous artificial marks.

A strobe-lighted stack at Salem is the most prominent.

(14) In the approaches to Boston Harbor, the most

prominent landmarks are a standpipe on Winthrop

Head, the control tower of Logan International Airport,

the Customhouse tower, several very high office buildings, a tower on Telegraph (Nantasket) Hill, and two

lighted radio towers at Nantasket Beach.

(15) In the approaches and on the shores of Cape Cod

Bay, the most prominent landmarks are a pointed

tower west of Scituate Harbor, the cliffs between

Scituate and New Inlet, the Pilgrim Nuclear Power

Plant at Rocky Point, a strobe-lighted stack at the entrance to Cape Cod Canal, a standpipe at Barnstable and

Pilgrim Monument at Provincetown.

(16) Approaching Cape Cod from the east or south, the

most outstanding marks are Highland Light, Nauset

Beach Light, and Chatham Light.

Disposal Sites and Dumping Grounds

(17) These areas are rarely mentioned in the Coast Pilot, but are shown on the nautical charts. (See Disposal

Sites and Dumping Grounds, chapter 1, and charts for

limits.)

Aids to navigation

(18) Lights are numerous, both on the mainland and

offshore islands, along the section of coast covered by

this Coast Pilot. Large navigational buoys (LNB) are off

the entrances to Portland and Boston. Most of the principal light stations and both large navigational buoys

are equipped with fog signals. Many coastal and harbor

buoys are equipped with radar reflectors, which greatly

increase the range at which the buoys may be detected

on the radarscope. Most of the critical dangers are

marked.

Loran

(19) Loran C stations provide the mariner with good

navigation coverage along this section of the coast.

Radar

(20) Radar is an important navigation aid in this area,

since the shoreline of many of the offshore islands and

much of the mainland coast is bold and presents good

radar targets. Many of the coastal buoys are equipped

with radar reflectors. Radar is of particular importance

due to the extended periods of low visibility which are

common in this area.

COLREGS Demarcation Lines

(21) Lines have been established to delineate those waters upon which mariners must comply with the International Regulations for Preventing Collisions at Sea,

1972 (72 COLREGS) and those waters upon which

mariners must comply with the Inland Navigational

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

(22) (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.)

Regulated Navigation Areas

(23) Regulated Navigation Areas have been established

within the navigable waters of the First Coast Guard

District to increase operational safety for towing vessels and tank barges. (See 165.100, chapter 2, for limit

and regulations.)

144 ■ Chapter 3 ■ Coast Pilot 1
Harbor and river entrances

(24) The deepwater ports are approached through deep

and stable natural channels. The approaches to the major ports are generally wide, but the channels inside the

harbor are generally narrow and strong currents develop, making tugs necessary for large vessels. Those

with deepest drafts usually enter these ports at or near

high water slack.

(25) Most of the small-craft harbors in Maine have entrance channels which are generally deep and stable

with numerous submerged, partially submerged, and

bare rocks. Most of these dangers are marked and the

chart should be followed closely. Along the New Hampshire and Massachusetts coasts, comparatively shallow

channels through shifting bars, common at many of

the small-craft harbor and river entrances, make caution and current local knowledge advisable for safe entry. Waves break across many of these bars during

certain conditions of wind and current; strangers

should not attempt to enter under these conditions. On

many of the bars the buoys are moved from time to

time to mark the shifting channels. The most favorable

time to enter most of these harbors is on a rising tide

with a smooth sea.

Traffic Separation Schemes

(26) Traffic Separation Schemes (Traffic Lanes) have

been established in the approaches to Frenchman

Bay/Bar Harbor, Penobscot Bay, Portland, Maine, and

Boston, MA. (See chapters 6, 7, 8 and 11, respectively,

for details.)

Anchorages

(27) Between West Quoddy Head and Portland, anchorages are numerous, those most frequently used by

coasting vessels being Little River, Starboard Cove,

Englishman Bay, Narraguagus Bay, Prospect Harbor,

Winter Harbor, Southwest Harbor, Rockland Harbor,

Port Clyde, Boothbay Harbor, and Portland Harbor.

Southward of Portland the only anchorages available

for large vessels are in the harbors of Portsmouth,

Gloucester, Salem, Boston, Plymouth, and Provincetown.

Other harbors available for small vessels and motorboats are described in the text. Anchorage areas established by Federal Regulations are given in Part 110,

chapter 2.

Marine Protected Areas

(28) The chapters that follow may contain references to

Marine Protected Areas (MPAs) occurring in navigable

coastal waters of the NE 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 and regional MPAs are included in subsequent

chapters of this Coast Pilot.)

(29) Northern Inshore Lobster Waters includes the

State waters of RI, MA, NH, and ME. (See Appendix C,

for additional information.)

(30) Northern Nearshore Lobster Waters includes the

Federal waters of RI, MA, NH, and ME (See Appendix C,

for additional information.)

(31) Offshore Lobster Waters, about 60 miles offshore

to the Exclusive Economic Zone (EEZ) edge, extend

from the U.S. Canadian border to Cape Hatteras, NC.

(See Appendix C, for additional information.)

(32) Offshore Closure Area includes federal waters in

the Gulf of Maine, and is bounded by lines connecting

the points

(33) 42°50'N., 69°30'W.;

(34) 43°10'N., 69°10'W.;

(35) 43°10'N., 67°40'W.;

(36) 42°10'N., 67°40'W.;

(37) 42°10'N., 69°30'W.;

(38) 42°50'N., 69°30'W. (See Appendix C, for additional

information.)

(39) Northeast Closure Area includes State and federal

waters off the coast of Maine. (See Appendix C, for additional information.)

(40) Mid-Coast Closure Area includes State and federal

waters extending from the north shore of Massachusetts to Penobscot Bay. (See Appendix C, for additional

information.)

Dangers

(41) The Gulf of Maine is a region of ledges and boulders. The ledges rise abruptly from deep water and the

boulders ordinarily lie singly or in clusters on an otherwise flat bottom, so that the navigator cannot depend

on soundings to avoid them. The depths are so variable

that it is quite impossible to determine a vessel’s position by soundings alone, but the navigator will find a

frequent use of the sounding apparatus of the greatest

assistance in approaching both Georges and Browns

Bank from southward and eastward because the bottom slope in that area is well defined.

(42) As a measure of safety, vessels should avoid broken

ground where abrupt changes are indicated by the

chart to depths less than 10 to 12 fathoms. Dangers

have been found in places where least depths of as

much as 20 fathoms were the only indications found by

the survey. It is always safest, therefore, to select from

the chart a sailing line which leads in the deepest water

and well clear of broken ground.

Eastport to Cape Cod ■ Chapter 3 ■ 145
(43) The principal offshore dangers are Ammen Rock, a

part of Cashes Ledge; Georges and Cultivator Shoals,

both a part of Georges Bank; and Nantucket Shoals.

Pipelaying barges

(44) 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.

North Atlantic Right whales

(45) 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.)

(46) 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.

(47) 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 occurrance of North Atlantic right whales

Location Season Comments

Central Gulf of Maine

(Jordan Basin, Cashes

Ldge)

April-June

OctoberDecember

Cape Cod Bay DecemberMay

Great South Channel,

Northern Edge of Geor- ges BankMarch- July

Bay of Fundy, Scotian

Shelf (Browns Bank,

Roseway Basin)

JulyOctober

Most of the popula- tion can be found in

this area during this

time

Jeffreys Ledge OctoberDecember

Whales are fre- quently sighted in

this area

Stellwagen Bank

National Marine Sanctuary

Year-round

Peak sightings occur

in the early spring

with infrequent

sightings in the

summer

New York to North

Carolina

NovemberApril

The migration corridor between right

whale habitats is

within 30 miles of

the Atlantic coast

146 ■ Chapter 3 ■ Coast Pilot 1
Eastport to Cape Cod ■ Chapter 3 ■ 147
South Carolina, Georgia

and Florida Calving Area

NovemberApril

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 Mex- ico

(48) 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 map above 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.

(49) 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

148 ■ Chapter 3 ■ Coast Pilot 1
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).

(50) Precautions when transiting right whale habitat

and areas of recently reported right whale sightings:

(51) NOAA recommends the following precautionary

measures be taken to avoid adverse interactions with

North Atlantic right whales:

(52) 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.

(53) 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.

(54) 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.

(55) 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

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.)

(56) 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:

(57) location, date, and time of the accident or sighting

of a carcass or an entangled whale,

(58) speed and course of the vessel,

(59) vessel specifications such as size and propulsion,

(60) water depth,

(61) environmental conditions such as visibility, wind

speed and direction,

(62) description of the impact,

(63) fate of the animal, and

(64) species and size, if known.

(65) 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.

Mandatory Ship Reporting Systems (MSR)

WHALESNORTH and WHALESSOUTH

(66) 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.

(67) 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.

(68) Mariners should check all MSR messages carefully

before transmittal to ensure the message includes the

Eastport to Cape Cod ■ Chapter 3 ■ 149
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.

(69) Northeastern reporting system/Southeastern reporting system (See 33 CFR 169.105 and 169.115,

chapter 2, for limits.)

(70) 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:

(71) Email: RightWhale.MSR@noaa.gov or Telex:

48156090.

(72) 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.

(73) Example Reports:

(74) WHALESNORTH

(75) WHALESNORTH//

(76) M/487654321//

(77) A/CALYPSO/NRUS//

(78) B/031401Z APR//

(79) E/345//

(80) F/15.5//

(81) H/031410Z APR/4104N/06918W//

(82) I/BOSTON/032345Z APR//

(83) L/WP/4104N/06918W/15.5.//

(84) L/WP/4210N/06952W/15.5//

(85) L/WP/4230N/07006W/15.5//

(86) WHALESSOUTH

(87) WHALESSOUTH//

(88) M/412345678//

(89) A/BEAGLE/NVES//

(90) B/270810Z MAR//

(91) E/250//

(92) F/17.0//

(93) H/270810Z MAR/3030N/08052W//

(94) I/MAYPORT/271215Z MAR//

(95) L/RL/17.0//

Chart 13009

(96) Browns Bank (42°38'N., 65°52'W.) as defined by

the 50-fathom curve, is 56 miles long east and west,

and has an average width of 15 miles. Near the western

end of the bank is a sandy ridge with depths of 16 to 28

fathoms. Between the inner 50-fathom curve of

Browns Bank and the coastal bank at the southwestern

end of Nova Scotia are depths of 47 to 88 fathoms.

Browns Bank is a feeding and mating habitat for endangered North Atlantic right whales in late summer and

early fall (peak season: July through October).

(97) Cape Sable (43°24'N., 65°37'W.), the southern extremity of Nova Scotia, is marked with a light and a fog

signal; a racon is at the light. The principal dangers off

Cape Sable, Brazil Rock and Blonde Rock, are marked

by lighted whistle buoys. Seal Island, 17.5 miles west of

Cape Sable, has a light, and fog signal near the southern end.

(98) Lurcher Shoal (43°50'N., 66°30'W.), 13 miles off

the west coast of Nova Scotia, has a least depth of 11⁄4

fathoms. It is the most westerly danger off the coast of

Nova Scotia in the approaches to the Bay of Fundy. It is

marked by lighted whistle buoys on its southwestern

and northeastern ends. Lurcher Shoal West Lighted

Whistle Buoy, about 6 miles southwest of the shoal, is

equipped with a racon. Lurcher Shoal is a feeding habitat for endangered North Atlantic right whales in late

summer and early fall (peak season: July through October).

Chart 13260

(99) Grand Manan Banks (44°12'N., 67°05'W.), 19 miles

southward of Grand Manan Island, have an extent of

about 16 miles in a northeast-southwest direction and

consist of two sections, Northeast Bank and Southwest

Bank, with a channel 2.5 miles wide between them.

The bottom is rocky and the least depth, 19 fathoms, is

found on Northeast Bank. The tidal currents on the

banks attain a velocity of 1.5 knots at strength, at which

time there are extensive tide rips with both flood and

ebb. The flood current sets to the north-northeast, and

the ebb to the south-southwest. A good check on the

position of a vessel may be obtained by soundings on

these banks.

(100) Nova Scotia and the Bay of Fundy are described in

Pub. No. 145, Sailing Directions (Enroute), Nova

Scotia and the St. Lawrence, published by the National

Geospatial-Intelligence Agency, Washington, D.C. The

Bay of Fundy (Grand Manan Basin) is a feeding and

nursery area for endangered North Atlantic right

whales in the summer and fall (peak season: July

through October).

150 ■ Chapter 3 ■ Coast Pilot 1
(101) Jeffreys Bank (43°22'N., 68°44'W.), with a least

found depth of 35 fathoms, lies about 26 miles southward of Matinicus Rock Light.

(102) Platts Bank (43°09'N., 69°37'W.), has a least found

depth of 29 fathoms and lies about 40 miles southeast

of Portland between the two Portland Approach Traffic

Lanes. North Atlantic right whales occur around Platts

Bank (peak season: April through June and October

through December). Banks with depths of 41 to 50

fathoms are about 5 miles northwestward, and 15 miles

eastward of the shoalest part of Platts Bank.

(103) Cashes Ledge (42°54'N., 68°57'W.), with depths of

14 fathoms in places, is about 27 miles long. Ammen

Rock, covered 41⁄4 fathoms, is near the middle of the

ledge. The sea breaks over this rock in heavy weather.

Cashes Ledge is a feeding area for the endangered

North Atlantic right whale in the summer and fall

(peak season: June through mid-December).

(104) Fippennies Ledge (42°47'N., 69°18'W.), with a least

known depth of 37 fathoms, lies about 16 miles southwest of Ammen Rock. Fippennies Ledge is a feeding

area for the endangered North Atlantic right whale in

the summer and fall (peak season: June through

mid-December).

(105) Jeffreys Ledge extends northeastward from Cape

Ann and has general depths of 16 to 30 fathoms and

more. The northeastern point of the ledge is 20 miles

eastward of Boon Island Light. Jeffreys Ledge is a feeding area for endangered North Atlantic right whales in

late fall (peak season: October through December, although right whales have been sighted in this area

year-round.

(106) Stellwagen Bank lies northward of Cape Cod and

off the entrance to Massachusetts Bay; depths found

over it are 10 to 20 fathoms. Stellwagen Bank is a feeding area for endangered North Atlantic right whales

year-round. Peak sighting occur in the early spring,

with infrequent sighting in the summer.

(107) Gerry E. Studds–Stellwagen Bank National Marine Sanctuary, an area of approximately 638 square

nautical miles of Federal marine waters, extends in a

southeast-to-northwest direction in extreme southwestern Gulf of Maine, between Cape Ann, MA and the

northern end of Cape Cod at the eastern edge of Massachusetts Bay. (See 15 CFR 922, chapter 2, for rules and

regulations.)

(108) Jeffreys Ledge and Stellwagen Banks are Marine

Protected Areas (MPAs). (See Appendix C, for additional

information.)

Charts 13200, 13204, 13203

(109) Georges Bank, east of Cape Cod, is an extensive

bank with depths of less than 50 fathoms that extend

over 150 miles northeastward from the offshore end of

Nantucket Shoals.

(110) In heavy weather the danger area is the oval-shaped

top of the bank, which is about 80 miles long in a northeast-southwest direction and 50 miles in maximum

width. The bottom in this area is extremely broken and

irregular, with a great number of ridges and shoal spots

having depths of less than 10 fathoms. Between these

shoals are channels of varying widths in which depths

of about 20 fathoms may be found. All of this area lies

within the 30-fathom curve, and so much of it has

depths of less than 20 fathoms that it may practically all

be considered to lie within a generalized 20-fathom

curve.

(111) On the southeast side of the bank, outside the

20-fathom curve, the water deepens gradually and with

such regularity that soundings would be of considerable value in approaching the bank. On the northwest

side the water deepens more rapidly.

(112) The bottom is mostly sand, sometimes with shell,

and in places pebbles. Bottom samples obtained during

surveys are described in a great many places on the

charts.

(113) The two principal dangers on Georges Bank are

Georges Shoal and Cultivator Shoal, which are near the

center of the danger area. Around these shoals the sea

breaks in depths of 10 fathoms during heavy weather,

and the locality should be avoided by deep-draft vessels.

(114) Endangered North Atlantic right whales may occur

along the northern edge of Georges Bank (peak season:

March through July).

(115) Georges Shoal is a ridge about 16 miles long on

which are several shallow depths of 11⁄2 to 31⁄2 fathoms.

A submerged obstruction, the remains of an old Texas

tower, is on the shoal in 41°41.8'N., 67°46.4'W.

(116) Cultivator Shoal, near the western end of Georges

Bank, is a ridge nearly 15 miles long, on which depths

of 3 to 10 fathoms are found. The 3-fathom spot is near

the north end of the shoal. In December 1980, a submerged obstruction was reported about 8.7 miles

northwest of the 3-fathom spot in about 41°43'N.,

68°23'W.; vessels engaged in bottom operations are advised to exercise caution in the area.

(117) The entire area within the 20-fathom curve has an

extremely broken bottom. There are numerous ridges

and shoal spots on which depths dangerous to navigation, particularly in heavy weather, may be found.

These shoal spots generally have steep sides, and

soundings give very little or no indication of their existence. Tide rips and swirls, as well as overfalls, are

Eastport to Cape Cod ■ Chapter 3 ■ 151
common in the vicinity of these spots, but are not always visible. They show best with a smooth sea and

with the current flowing in certain directions. These

disturbances are not usually over the shoalest depths,

but are commonly alongside them. Small, detached

overfalls may be seen in 20 fathoms of water. The tidal

currents are rotary with no period of slack water. The

velocity at strength is about 2 knots, and the velocity of

the minimum current which occurs about midway between the times of strength is about 1 knot. The flood

sets northward, and the ebb southward. The hourly velocities and directions of the tidal current are shown by

means of current roses on charts 13200 and 13204.

(118) Between the 50-fathom curve at the eastern end of

Georges Bank and the outer 50-fathom curve on

Browns Bank to the northeastward is a trough about 25

miles wide.

(119) Ships passing southward and/or westward of the

dangerous part of Georges Bank should not approach

the bank beyond a least depth of 25 fathoms.

(120) A navigator must bear in mind while in an area of

this character that it is impossible for the surveyor,

without a vast expenditure of time, to determine and

locate all of the shoalest spots on the many dangerous

shoals found. Sudden shoaling on such a bank must be

considered an indication of possibly dangerous water.

This bank has not been wire dragged.

(121) Nantucket Shoals is the general name of the numerous different broken shoals which lie southeastward of Nantucket Island and make this one of the most

dangerous parts of the coast of the United States for the

navigator. These shoals extend 23 miles eastward and

43 miles southeastward from Nantucket Island. They

are shifting in nature and the depths vary from 3 and 4

feet on some to 4 and 5 fathoms on others, while slues

with depths of 10 fathoms or more lead between those

farthest offshore. The easterly edge of the shoals has

depths of 3 and 4 fathoms in places.

(122) The currents in the area are strong and erratic,

reaching a velocity of 3 to 5 knots around the edges of

the shoals. The currents are generally rotary in character, and strongest in a northeast-southwest direction.

They are made erratic by the obstruction of the shoals,

in some cases being deflected to such an extent as to

cause the direction to change 180° from one side of the

shoal to the other.

(123) When possible Nantucket Shoals should be avoided

entirely by deep-draft vessels (see Area to be Avoided,

following) and by light-draft vessels without local

knowledge because of the treacherous currents. There

are, however, channels through these various shoals

which can be negotiated with local knowledge and caution. At slack water in calm weather these shoals are

sometimes difficult to see and a vessel is liable to be

taken into shoaler water than was intended.

(124) Calm, clear days are few; when the sea is calm it is

usually foggy, and when clear, it is usually rough. Also,

a considerable amount of hazy weather is to be expected, and this limits visibility.

(125) Should it become necessary to anchor in this area,

open sea anchorage may be had anywhere that depths

permit. Consideration should be given to the proximity

of shoals and to the possibility of dragging due to winds

and currents. Generally it has been found best to avoid

the deeper channels and, when rougher water is experienced, to anchor in the lee of a shoal which would tend

to knock down the heavier swells. A scope of five to one

or greater should always be used.

(126) Endangered North Atlantic right whales may occur

and have been reported off the south side of Nantucket

Island.

(127) Seasonal Management Areas are located in the waters of Georges Bank. (See Appendix C, for additional

information.)

Area to be avoided

(128) Because of the great danger of stranding and for

reasons of environmental protection, the International

Maritime Organization (IMO) has established an area

to be avoided in the area of Nantucket Shoals. All vessels carrying cargoes of oil or hazardous materials and

all other vessels of more than 1,000 gross tons should

avoid the area bounded by the following points:

(129) 41°16.5'N., 70°12.5'W.;

(130) 40°43.2'N., 70°00.5'W.;

(131) 40°44.5'N., 69°19.0'W.;

(132) 41°04.5'N., 69°19.0'W.;

(133) 41°23.5'N., 69°31.5'W.; and

(134) 41°23.4'N., 70°02.8'W.

(135) Phelps Bank, the southeasternmost part of the

Nantucket Shoals, is about 6.5 miles long and 2.5 miles

wide. A lighted whistle buoy, marking the entrance to

the Boston Harbor Traffic Separation Scheme, is about

12 miles eastward of Phelps Bank. Asia Rip, the

shoalest point of the bank, covered 53⁄4 fathoms, is at

the southern end. The wreck of the SS OREGON, covered 31⁄4 fathoms, is 3 miles south-southeastward of

Asia Rip in 40°45'N., 69°19'W.; a lighted gong buoy is

about 1 mile to the south. The other shoals and rips of

Nantucket Shoals are described in United States Coast

Pilot 2, Atlantic Coast, Cape Cod to Sandy Hook.

(136) Deep-draft vessels should pass southward and eastward of the wreck off Asia Rip, and eastward of the easterly edge of the shoals as defined above. For a distance

of 15 miles eastward and southeastward and 17 miles

southward from Nantucket Island, the shoals have

depths less than 16 feet, and this area should be avoided

152 ■ Chapter 3 ■ Coast Pilot 1
Eastport to Cape Cod ■ Chapter 3 ■ 153

by all vessels. The tidal currents are strong, and variable in direction, forming extensive rips and broken

water over the shoals.

(137) A large wreck area, marked by a lighted gong buoy,

is near the southern part of Fishing Rip. A wreck and a

submerged obstruction are also near the southern part

of the rip in about 41°00.0'N., 69°27.0'W. and 41°01.0'N.,

69°29.7'W., respectively.

(138) NOAA Data Lighted Buoy 44008 (40°30'09"N.,

69°14'48"W.), is about 57 miles south-southeastward of

Nantuket Island. This buoy is located inside the traffic

separation zone of the traffic lanes of “Eastern Approach Off Ambrose” to the “Traffic Separation Scheme

Off New York”. (See charts 12300 and 13006).

(139) Caution.–Eastbound and westbound vessels should

not pass closer than 1.5 miles from NOAA Data Lighted

Buoy 44008; if they pass closer, they are inside the traffic separation zone and are in violation of Rule 10(e) of

the International Regulations for Preventing Collisions

at Sea 1972 (72 COLREGS).

(140) Vessels crossing the traffic separation scheme shall

do so in compliance with Rule 10(c) (72 COLREGS) and

should not pass closer than 1 mile from NOAA Data

Lighted Buoy 44008.

(141) Great South Channel is the passage between the

easternmost of the Nantucket Shoals and the westernmost shoal spots of Georges Bank. The channel is about

27 miles wide and has depths of 19 fathoms and greater

throughout, with lesser depths along the eastern and

western edges. The Great South Channel is a feeding

area for endangered North Atlantic right whales in

spring (peak season: March through July).

Submarine canyons

(142) Submarine canyons are indentations in the edge of

the Continental Shelf, which is bounded on its seaward

side by the 100-fathom curve. They may be traced from

depths of 1,000 fathoms or more to the shoaler areas of

the shelf. The navigator who has available some means

of echo sounding should have in mind the various canyons in this locality. The soundings in crossing them

are very characteristic in each case and such soundings

may be used to determine the vessel’s position with

considerable accuracy.

(143) Some of the more important canyons are named on

the charts. Corsair Canyon, in approximate longitude

66°10'W., on the eastern side of Georges Bank, has a

northwesterly trend. On the southern side and toward

the western end of Georges Bank, and with a northerly

trend, are Lydonia Canyon, 67°40'W.; Gilbert Canyon,

67°50'W.; Oceanographer Canyon, 68°05'W.; and

Welker Canyon, 68°30'W. Southeastward and southward of Nantucket Shoals, and with a northerly trend,

are Hydrographer Canyon, 69°00'W.; Veatch Canyon,

69°35'W.; and Atlantis Canyon (see chart 12300),

70°15'W.

Wrecks

(144) An examination of the record of wrecks along the

coast of Maine eastward of Portland shows that wrecks

have occurred on practically all of the off-lying islands

and rocks between Portland and Machias Bay, most of

them in thick weather, either fog or snow. Many of the

wrecks could have been prevented if frequent

soundings had been taken, or due allowance had been

made for the tidal currents setting into or out of bays or

rivers.

(145) During thick weather great caution is necessary

when approaching the coast, especially eastward of Petit Manan Island, where the tidal currents have considerable velocity. If one of the offshore lights has not been

made and the position accurately determined before

the fog shuts in, it is advisable to keep well outside until

it clears. Between Machias Bay and Seguin Island a

landfall will be made in clear weather before the outlying dangers are encountered.

(146) South of Portland the wrecks have occurred most

frequently on the prominent headlands or the shoals

off them, namely, Cape Elizabeth, Cape Ann, and the

north side of Cape Cod, with less frequent wrecks on

the less prominent headlands. Numerous wrecks have

also occurred on the dangers in the approaches to

Boston Harbor, more frequently on the south side from

Scituate to Point Allerton. Most of the wrecks have occurred during thick weather.

(147) Between Portland and Boston the most dangerous

points for coasting vessels are the dangers off Cape

Elizabeth, Boon Island, Isles of Shoals, Cape Ann, and

the dangers in the entrance to Boston Harbor. The

soundings in the vicinity of Cape Ann are very irregular

and cannot be depended upon to fix even approximately

the vessel’s position.

(148) The numerous strandings on the north end of Cape

Cod between Highland Light and Race Point Light have

usually occurred to vessels approaching Massachusetts

Bay or Cape Cod Bay from southward or eastward in

thick weather. Keeping in a greater depth than 20 fathoms will ensure giving the eastern side of Cape Cod a

berth of 3 miles, and if this depth is followed will lead to

Peaked Hill Bar Lighted Whistle Buoy 2PH, northeastward of the end of the cape.

Lobster pots

(149) The inland waters, particularly those from St.

Croix River to the vicinity of Portland, contain numerous lobster pots. Small painted wooden buoys of
154 ■ Chapter 3 ■ Coast Pilot 1

various designs and colors, secured by small lines, float

on the surface; in some cases a second buoy, usually an

unpainted bottle and hard to see, is attached to the lobster pot. These buoys extend from the shore out to, and

in many cases across, the sailing routes. Small yachts

and motorboats are cautioned against fouling, which is

liable to result in a sprung shaft or propeller.

(150) Fishtraps and fish havens are discussed in chapter 1.

Danger zones

(151) Danger zones have been established within the

area of this Coast Pilot. (See Part 334, chapter 2, for

limits and regulations.)

Drawbridges

(152) 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.

(153) 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.

(154) The mariner should be acquainted with the general

and specific regulations for drawbridges over waterways to be transited.

Routes

(155) Approaching or standing along the coast of Maine

eastward of Portland.–This section of the coast is dangerous on account of the strong tidal currents, frequent fog, and numerous off-lying dangers. Soundings

are of little assistance to locate the position of a vessel,

but they should be taken at frequent intervals to prevent too close an approach to dangers.

(156) Endangered North Atlantic right whales may occur

year round in the Gulf of Maine (peak season: December through March).

Coming from the vicinity of Cape Sable

(157) Vessels bound to Machias or ports eastward of it

should make Machias Seal Island Light and pass westward of it. If bound to Eastport or Calais, the route

through Grand Manan Channel is preferable to passing

eastward of Grand Manan Island, because in bad

weather an anchorage may be made either at Little

River or in Machias Bay.

(158) It is not advisable for a stranger to pass eastward of

Machias Seal Island or between it and Grand Manan Island, due to the number of ledges on which the sea

breaks in heavy weather, including Bull Rock, a buoyed

danger awash at low water.

(159) If bound to ports in Penobscot Bay, vessels should

steer so as to make either Mount Desert Light on

Mount Desert Rock or Matinicus Rock Light. On a clear

day Cadillac Mountain, the highest part of Mount

Desert Island, may be sighted before Mount Desert

Light, and Isle au Haut may be seen about the same

time as Matinicus Rock.

Coming from the vicinity of Cape Cod or Cape Ann

(160) Vessels, both steamers and large tows, bound into

Penobscot Bay, including those coming from Boston

and Cape Cod Canal, and also those passing eastward of

Cape Cod, usually make the lighted whistle buoy off

Cape Ann and then shape course for Manana Island

Lighted Whistle Buoy 14M and enter through Two

Bush or Muscle Ridge Channels. In the winter and in

bad weather the small class of vessels follow the coast,

sighting the principal lights, and making an anchorage

on approach of bad weather. Vessels bound from Cape

Cod or Cape Ann to points eastward of Penobscot Bay

usually shape the course from Cape Ann to either

Monhegan Island or Matinicus Rock Light.

Standing along the coast

(161) In clear weather, vessels stand along the coast close

enough to make the lights and to recognize the principal landmarks on shore. In thick weather they aim to

make the fog signals or the whistle or bell buoys; these

buoys are placed close enough to one another and to

the fog signals to be readily followed up by vessels if not

set too much off their course by the tidal currents.

When running in thick weather a vessel should verify

her position as often as possible by the aids, and when

approaching a fog signal or buoy should proceed

slowly, taking soundings, and if necessary stop until

the looked-for aid is found and recognized before she

continues for the next aid. Three good harbors that a

stranger, standing along the coast in their vicinity, can

make in thick weather and enter with ordinary precautions are Machias Bay, Winter Harbor, and Boothbay

Harbor.

Approaching or standing along the coast between

Portland and Cape Cod.–Approaching Massachusetts

Bay from sea

(162) The approach to the coast of Massachusetts north

of Cape Cod is through the Gulf of Maine. Nantucket

Shoals and Georges Bank, because of their many shoal

spots and the strong tidal currents setting over them,
Eastport to Cape Cod ■ Chapter 3 ■ 155

are a menace to navigators approaching the coast or

standing from Canadian ports to New York. Browns

Bank need not be avoided, for its soundings may assist

in determining a vessel’s approximate position.

(163) The part of Georges Bank lying between latitude

41°05'N., and 42°00'N., and longitude 67°17'W., and

68°35'W. should be avoided. In heavy weather the sea

breaks on the spots with 10 fathoms or less, and strong

tide rips are encountered. The tide rips do not always

indicate shoal water.

(164) Vessels passing south of the dangerous part of

Georges Bank should keep in 25 fathoms or more. Approaching this part of the bank from eastward or southward, the water shoals gradually. Approaching from

westward, the depths are irregular and the water shoals

abruptly in places of 20 fathoms or less. On the north

side of Georges Bank, between longitudes 66°00'W.,

and 68°00'W., the 100-fathom and 50-fathom curves

are only a few miles apart, and when approaching the

dangerous part of the bank from northward 50 fathoms

may be taken as a good depth to avoid the shoals.

(165) Vessels equipped with echo sounding and following

the 100-fathom curve along the south side of Georges

Bank, can frequently verify their position when crossing the several submarine gorges.

(166) The only known outlying danger in the Gulf of

Maine to be avoided by vessels bound to ports in Massachusetts is Ammen Rock, which is a part of Cashes

Ledge and is covered 41⁄4 fathoms.

(167) Vessels from ports in northern Europe or the

British Provinces and bound to ports in the United

States north of Cape Cod approach the coast passing

Cape Sable and Georges Bank, between latitudes

42°00'N., and 43°10'N. If bound to Boston, they cross

Browns Bank and shape the course for Boston Lighted

Whistle Buoy B.

(168) The North Atlantic Lane Routes are described in

Pub. No. 140, Sailing Directions, North Atlantic

Ocean (Planning Guide), published by the National

Geospatial-Intelligence Agency, Washington, D.C.

They are shown on *Pilot Chart No. 16 of the North Atlantic Ocean.

(169) Vessels approaching the Gulf of Maine from

southwestsometimes endeavor to make the 50-fathom

curve on the southern edge of Georges Bank, in

40°20'N., 68°50'W., then stand 000° on soundings of

over 30 and less than 50 fathoms for about 50 miles,

and then shape a 323° course, taking care to keep in a

greater depth than 20 fathoms until the course is laid

to sight Highland Light. This light, Nauset Beach

Light, and the Pilgrim Monument at Provincetown are

the most prominent marks on Cape Cod.

(170) Deep-draft vessels coming from Cape Hatteras,

Chesapeake Bay, Delaware Bay, or New York make

Nantucket Shoals Lighted Horn Buoy N, thence

through Great South Channel to the Gulf of Maine.

(171) Vessels of medium draft coming from southward or

alongshore may use the Cape Cod Canal or enter the

Gulf of Maine through Vineyard and Nantucket

Sounds. The controlling depth for these passages is 32

feet. These routes avoid Nantucket Shoals and are followed by vessels in the coasting trade.

Standing along the coast between Portland and

Cape Cod

(172) The lights and other aids to navigation are sufficiently numerous to enable a stranger to run either at

night or the daytime in clear weather. There are numerous anchorages where a vessel with good ground

tackle can ride out any gale. Of these, Provincetown

Harbor is the harbor of refuge most frequently used by

vessels approaching Massachusetts Bay from seaward.

The navigator, when crossing the banks and when approaching the coast, should not neglect to take

soundings at frequent intervals, and vessels equipped

with the necessary electronic apparatus should make

use of radar and loran.

Currents

(173) The Tidal Current Tables should be consulted for

specific information about times, directions, and velocities of the current at the numerous locations throughout the area. Tidal current charts are available for

Boston Harbor.

(174) The current movement is very nearly simultaneous

throughout the offshore area of the Gulf of Maine. It is

generally rotary in character, the direction of flow

changing continuously in a clockwise movement with

no period of slack water.

(175) The velocity at strength over Georges Bank varies

from about 1 knot to 2 knots. The velocity of the minimum current which occurs midway between the times

of strength is usually about one-half the velocity at

strength.

(176) Between Georges Bank and Browns Bank the velocity at strength is about 1.5 knots, and there is a like velocity between Browns Bank and Cape Sable Bank.

(177) Off Nova Scotia, outside the 50-fathom curve, the

velocity at strength is about 1.5 knots; inside the

50-fathom curve the velocity is between 1.5 and 2.5

knots. The tidal currents offshore from Cape Sable are

very uncertain, both in velocity and direction. It is reported that the tidal current on Browns Bank occasionally runs to the northeastward for 15 hours
continuously with a velocity of 2 knots, while at other

times the set is as strong to the southwestward.

(178) In Grand Manan Channel the average velocity at

strength of the current is about 2.5 knots. The currents

set approximately parallel to the channel, the flood setting northeastward and the ebb southwestward.

(179) At the entrance to the Bay of Fundy, 5 miles southeastward of Gannet Rock, the flood current has an average velocity at strength of about 2.5 knots and sets

040°. The ebb has an average velocity at strength of

about 4 knots and sets 230°.

(180) Along the axis of the Bay of Fundy from Grand

Manan Island to Cape Spencer the currents have an average velocity at strength of from 1.5 to 2 knots. The

flood sets northeastward, and the ebb southwestward.

(181) Eastward of Mount Desert Island the tidal currents

along the coast are stronger and more regular than

those farther west. Between Mount Desert Island and

Portland there is a westward resultant drift along the

coast.

(182) With easterly or southeasterly winds the currents

have a tendency to set toward the shore.

(183) At Portland Lighted Whistle Buoy P the tidal current is weak, being on the average less than 0.3 knot at

time of strength, setting 335° on the flood and 140° on

the ebb. Since the tidal current is weak, currents of 1

knot or more occur only with strong winds. The largest

velocity likely to occur is about 1.5 knots.

(184) At Boston Lighted Whistle Buoy B the tidal current

averages about 0.8 knot. The velocity and direction of

the current is therefore greatly influenced by the wind.

The largest velocity likely to occur is about 1.4 knot.

(185) Over Stellwagen Bank, and in the channel between

it and Cape Cod, the flood current sets westward and

the ebb northeastward to eastward. The velocity at

strength increases from about 0.2 knot at the northern

end of the bank to over 1 knot at the southern end.

(186) Along the coast of Maine eastward of Portland the

flood sets eastward and has greater velocity than the

ebb, which sets westward. In passing from one headland to another it is always necessary to make allowance for the current setting into or out of the bays or

rivers, according to the stage of the tide; such allowance frequently amounts to as much as 5°.

Weather, Atlantic Coast, Eastport to Cape Cod

(187) This section presents an overall, seasonal picture of

the weather that can be expected in the near and offshore waters along the United States east coast from

Eastport, Maine to Cape Cod, Massachusetts as well as

coastal and near-coastal sites. Detailed information,

particularly concerning navigational weather hazards,

can be found in the weather articles in the following

chapters.

(188) All weather articles in this volume are the product

of the National Oceanographic Data Center (NODC)

and the National Climatic Data Center (NCDC). The

meteorological and climatological tables are the product of the NCDC. Both centers are entities of the National Environmental Satellite, Data, and Information

Service (NESDIS) of the National Oceanic and Atmospheric Administration (NOAA). If further information

is needed in relation to the content of the weather articles, meteorological tables or climatological tables,

contact the National Climatic Data Center, Attn: Customer Service Division, Federal Building, 151 Patton

Avenue, Room 120, Asheville, NC 28801-5001. You may

also contact the CSD at 828-271-4994, or fax your request to 828-271-4876.

(189) Climatological tables for coastal locations, meteorological tables for the coastal ocean areas, and a table

of mean surface water temperatures and densities relevant to locations discussed within this volume, are

located in Appendix B. The climatological tables are a

special extraction from the International Station Meteorological Climate Summary. The ISMCS is a CD-ROM

jointly produced by the National Climatic Data Center,

Fleet Numerical Meteorology and Oceanography Detachment-Asheville, and the U.S. Air Force Environmental Technical Applications Center, Operating

Location–A. The meteorological tables for the ocean

areas are compiled from observations made by ships in

passage and extracted from the National Climatic Data

Center’s Tape Deck-1129, Surface Marine Observations. Listed in Appendix A are National Weather Service offices and radio stations which transmit weather

information.

(190) Marine Weather Services Charts published by the

National Weather Service show radio stations that

transmit marine weather broadcasts and additional information of interest to mariners. These charts are for

sale by the National Ocean Service Distribution Division (N/ACC3). (See Appendix A for address.)

(191) From winter blizzards to summer thunderstorms,

a variety of weather plagues the Gulf of Maine. Tricky

currents, large tidal ranges, and numerous shoals complicate matters. The following text describes the

weather problems that face the mariner when navigating these waters. The individual chapters contain information on local weather hazards.

Extratropical Cyclones

(192) One of the biggest problems in these waters is the

winter storm; the most powerful of these is the

“Nor’easter”. It generates rough seas, strong winds,

and high tides that threaten safety at sea and cause

damage in port. These storms do not often come without warning. They are usually well forecasted, whether

156 ■ Chapter 3 ■ Coast Pilot 1
approaching from the U.S. mainland or from the seas to

the south.

(193) Difficulty arises when they develop or deepen explosively off the mid-Atlantic coast. Sometimes called

“Hatteras Storms”, these lows can grow from small,

weak frontal waves to full blown systems in less than 24

hours. Not only can their circulation expand to cover

most of the western North Atlantic, but they often accelerate rapidly northeastward. Within the Gulf of

Maine, these storms can generate 30-foot waves and

hurricane-force winds. Each year more than 40

extratropical systems move across or close to the Gulf

of Maine. They average about 2 to 4 per month, but as

many as 10 can affect the region in a single month.

Most systems are weak, but a few generate gales and

rough seas for hundreds of miles, particularly from

September through April.

(194) Signals from a distant “Hatteras Storm” include 5-

to 10-foot (1.5 to 3 m) swells, with periods of 10 seconds

or more, rolling in from the southeast. The most dependable early indicator is falling pressure. A definite

weather change is likely if you observe pressure falls exceeding 2 mb every 3 hours. A drop of 5 mb in 3 hours

indicates a strong change, while 10 mb in 3 hours

warns of an impending extreme event.

(195) As a storm approaches, winds strengthen, clouds

thicken and lower, and precipitation begins. Early in

the storm’s life, wind waves can very quickly become

steep. This can make it difficult to reach port, especially

when you have to navigate an inlet with treacherous

breaking waves. In deeper waters, waves can build to

over 20 feet (over 6 m). During winter, the possibility of

superstructure icing calls for early action based on the

latest forecast and a knowledge of your vessel.

Cold Fronts

(196) These usually approach from 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, seas become choppy, and showers, perhaps

thunderstorms, occur. 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 area quite rapidly; their

speed varies from about 10 to 20 knots in summer up to

40 knots in winter. From spring through fall, these

fronts are often preceded by dense fog.

(197) 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 ahead of a

fast-moving front. They may even contain tornados or

waterspouts and can inflict considerable damage on

fishing vessels and small craft.

Tropical Cyclones

(198) This section is condensed from the Hurricane Havens Handbook for the North Atlantic Ocean published

by the Naval Environmental Prediction Research Facility at Monterey, CA. While this study concentrates on

Boston, the climatology and principles of navigation

can be applied to the entire region. The navigation information can be applied to winter storms as well. Data

is also incorporated from the Global Tropical/Extratropical Cyclone Climatic Atlas CD-ROM

jointly produced by the National Climatic Data Center

and the Fleet Numerical Meteorology and Oceanography Detachment-Asheville.

(199) The Gulf of Maine is not in the primary hurricane

belt, but some of the most destructive hurricanes have

occurred along its shores. For the purposes of this

study, any hurricane that approaches within 180 miles

is considered a “threat”. Of the 105 known hurricanes

that threatened Boston from 1842 to 1995, 91 occurred

from August through October, with the main threat in

September. The hurricane (winds of 64 knots or more)

threat has a peak in August and September; 89 hurricanes occurred in those months. Tropical cyclones

usually move in from the south or southwest.

(200) Because of the natural protection offered by the

shape of the coast from Cape Cod to Cape Hatteras,

most recurving storms either make landfall south of

Hatteras or pass New England well offshore to the

southeast. The majority of storms pass well to the

southeast of New England, following the Gulf Stream.

Occasionally storms accelerate on a more northerly

track, similar to the disastrous hurricane of 1938. That

storm advanced rapidly up the east coast, offshore near

Hatteras, across central Long Island, into Connecticut,

and finally through Vermont. This hurricane’s speed of

advance reached 52 knots, an advance that would be

difficult to prepare for, even with today’s sophisticated

warning methods. Exceptionally fast-moving storms

pose the greatest threat. For example, based on climatology, a September storm located near 27°N., 74°W.

would reach Boston in about 3 or 4 days. However, the

1938 hurricane is believed to have traveled this distance in about 30 hours.

(201) Tropical cyclones tend to accelerate as they move

north of about 30°N. Speeds of advance range from 25

to 30 knots for those crossing the New England coast,

compared to 20 to 25 knots for those passing offshore

to the southeast.

(202) During the last 50 years (1946-1995), 43 hurricanes passed within 180 miles of Boston. Sustained

Eastport to Cape Cod ■ Chapter 3 ■ 157
winds in the Boston area ranged from about 20 to 75

knots, with gusts up to 87 knots. Winds near the center

of these hurricanes ranged from 74 to 117 knots. The

main threats from these storms were high winds and

seas, heavy rainfall, and rising sea level. In the open

Gulf of Maine, seas of 15 to 20 feet (4.6 to 6 m) are

likely, particularly with winds from an easterly direction. Inner Boston Harbor is somewhat protected by

Deer Island to the north and east and by Long Island to

the southeast. Most of the lower inner harbor is exposed to the east, and vessels in this area, unless

berthed at well-protected piers, will experience high

wind waves. Storm surge during hurricanes has not

been a major problem for Boston Harbor area. The

highest hurricane-generated surge of 3.9 feet (1.2 m)

was measured in the September 1938 hurricane. A

4.9-foot (1.5 m) surge occurred in an extra-tropical

storm on November 30, 1945. With a normal tide range

of 9 to 10 feet (2.7 to 3 m) , surge heights of 4 feet (1.2

m) are not of great concern unless they occur at extreme high tide. Then flooding would be considerable.

A slow-moving storm with a persistent onshore flow

that causes a second high tide while keeping water levels high is the biggest flood threat.

(203) The inner harbor at Boston is considered a hurricane haven if suitable berthing is available. Anchorages

in the harbor are unsuitable because of their limited

size, surrounding shoals, ledges, and rocks, and variable holding characteristics. The numerous shoals and

rocks in the outer harbor make navigation during

heavy weather particularly dangerous, so early arrival

in the harbor is advantageous. The best anchorages are

about 40 miles southeast of Boston Harbor in Cape Cod

Bay, within the Hook of the Cape. Small craft should either be removed to positions above projected flood levels or bottom moored in protected areas. There are no

recommended small craft mooring facilities in the

main harbor. During hurricane Donna in 1960, hundreds of small boats were ripped from their moorings

and smashed against rocks or seawalls. Small craft

berthed along the western bank of the inner harbor, below the confluence of the Mystic and Chelsea Rivers,

appear particularly vulnerable to damage from passing

hurricanes.

(204) If evasion at sea is necessary, it is advisable to clear

the shoal areas and reach the deep water beyond the

continental shelf. The shoal areas should be avoided,

because they combine the hazards of limited draft and

shallow water wave action in a totally exposed ocean

area.

(205) Tropical cyclones that pass near the Bahamas, then

stay close to the east coast, pose the greatest threat for

a dangerous, completely overwater approach to

Boston. These storms are likely to accelerate rapidly

northward. They should be evaded either within the

confines of Massachusetts Bay or by heading southeastward to clear well to the east. Time is important. From

the latitude of South Carolina, a storm usually reaches

its closest point of approach to Boston in 15 to 27

hours. Heading southeastward requires crossing in

front of a northeastward moving storm; extra caution is

advised. Since a majority of these storms accelerate

northeastward, vessels must take early action. If the

storm becomes one of the unusual northward-accelerating hurricanes that are particularly dangerous to

Boston, less time is available to evade, but it is easier to

clear well east of the storm. Hurricanes that move

ashore along the Atlantic coast usually weaken considerably before reaching the region.

(206) Based on climatology, tropical cyclones north of

about 27°N. and east of 70°W. have a low probability of

being a destructive threat to Boston. If a major storm in

this area does pose a threat, it will most probably move

toward the north-northeast. The best evasion route

would then lie to the southwest along the coast. If the

forecast route is correct, this would keep you in the safe

semicircle and allow you to evade the storm that curves

to the northeast. Tropical cyclones approaching from

the Gulf of Mexico and western Caribbean are not usually a threat to shipping in the Boston area. While passage of such storms within 180 miles of Boston occurs

fairly often, their long track over land greatly reduces

the wind threat and nearly assures their change to a an

extratropical system. They may cause local flooding

due to heavy precipitation.

Waves

(207) In March 1984, a 968-mb low off the New Jersey

coast generated a 33-foot (10 m) wave at Buoy 44005

(42°53.9'N., 68°56.6'W.). Systems similar to this are

partly responsible for the rough seas encountered in

the Gulf of Maine from September through April.

(208) Water depth, fetch, and wind duration influence

wave heights. Most vulnerable are waters exposed to

the flow through the Northeast and Great South Channels. Just east of Massachusetts Bay, seas usually remain below 10 feet (3 m), although a 26-foot (8 m) wave

has been observed. A near shore buoy about 7 miles

southeast of Cape Elizabeth recorded a 23-foot (7 m)

wave in February 1983. The 50-year maximum significant wave heights in the Gulf of Maine range from 30 to

35 feet (9 to 11 m), except near the approaches to

Boston Harbor and off southwestern Nova Scotia where

they drop to 15 to 25 feet (5 to 8 m). Significant wave

height (SWH) is defined as the average height of the

highest one-third of the waves of a given wave group.

(209) The table below, from Marine Weather of Western

Washington by Kenneth E. Lilly, Jr., Commander,

158 ■ Chapter 3 ■ Coast Pilot 1
NOAA, shows the relationship between significant wave

height and the heights of other waves.

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

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

(210) 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 (1.5 to 1.8 m) range while one wave in 100

should reach 17 feet (5.2 m). A giant or rogue wave

might reach 25 feet (7.6 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 (6.1 m), then a rogue wave could reach 50 feet (15.2

m) if the water depth could support it.

(211) Rough sea conditions are usually generated by

gales out of the northwest through northeast. Waves

greater than 10 feet (3 m) occur about 10 to 15 percent

of the time in winter. From fall through spring, wave

heights of more than 7 feet (2.1 m) frequently last one

day or more; in midwinter they often last 2 days or

more.

(212) In addition to coastal storms, cold fronts with rapidly shifting winds can also create dangerous seas.

(213) 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 (under 31 m) long. Waves of 10 feet (3 m) or more with

periods of 6 to 10 seconds can affect comfort in 100- to

200-foot (31 to 61 m) vessels. When wind waves reach

20 feet (6.1 m) , they become hazardous to vessels under 200 feet (61 m) long and provide a rough ride for

larger ships. Waves moving into shallow water become

steeper and break when the depth is about 1.3 times the

wave height. Areas such as Cultivator Shoal and Georges Shoal are dangerous in heavy weather. Wave steepness is also increased by tidal currents, particularly

when they oppose the wind.

(214) Swells can create problems for larger vessels. In

these waters, about one-half of the waves of 10 feet (3

m) or more are swells from distant storms. They are

uncomfortable to ships that roll or pitch in sympathy.

Swells with 500- to 1,000-foot (153 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.

(215) When running before a following sea, the greatest

danger arises when ship 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 stern 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.

Winds

(216) Migratory weather systems cause winds that frequently change in strength and direction. Gulf of

Maine winds are generally westerly, but often take on a

northerly component in winter and a southerly one in

summer. Strongest winds are generated by lows and

cold fronts in fall and winter and by fronts and thunderstorms during spring and summer. Extreme winds are

usually associated with a hurricane or severe northeaster and can reach 125 knots. Sustained winds of 100

knots occur about every 50 years on average; gusts are

usually about 30 percent higher.

(217) In the open seas, away from the influence of land,

winds are stronger and less complex. From December

through March, winds are mainly out of the west

through north with gales occurring about 6 to 12 percent of the time. In general, windspeeds increase with

distance from the coast. If winds persist for a long time

Eastport to Cape Cod ■ Chapter 3 ■ 159
over a long fetch they will generate rough seas. In the

Gulf of Maine, winter windspeeds of 15 knots or more

persist for more than 12 hours about 70 to 80 percent

of the time. However these winds often shift and a new

fetch is established. Summer winds are usually out of

the south through southwest, and gales are infrequent.

During the spring and fall, winds are more variable.

(218) Coastal winds are complex since they are influenced by the topography. Over land speeds are reduced.

However, channels and headlands can redirect the

wind and even increase the speed by funneling the

wind. In general, winds have southerly components in

summer and northerly ones in winter. In sheltered waters near Rockland, Portland, and Brunswick, there are

a large percentage of calms, particularly during the

morning hours. When the existing circulation is weak

and there is a difference between land and water temperatures, a land-sea breeze circulation may be set up.

As the land heats faster than the water, a sea breeze is

established during the day; this onshore flow may

reach 15 knots or more. At night, the land cools more

rapidly, often resulting in a weak breeze off the land. In

many locations, the sea breeze serves to reinforce the

prevailing summer wind.

Visibilities

(219) Fog, precipitation, smoke, and haze all reduce

visibilities. Fog is the most restrictive and persistent. It

forms when warm, moist air moves across colder water,

when very cold air moves over warmer water, or when

moist air is cooled to near its dew point by radiation or

rainfall. These conditions can be triggered by a number

of weather situations.

(220) Prior to the arrival of a cold front, southerly flow of

warm air across cool Gulf waters often results in dense

fog. Warm or stationary fronts can also bring fog. Rainfall from lows and fronts can create an evaporation fog.

Along the coast, radiation fog is common on clear, calm

nights, but it usually burns off during the morning. In

the spring, coastal fog may occur near the mouths of

rivers and streams that are fed by cold snow melt.

(221) As a result of mixing and circulation patterns, water

temperatures decrease northeasterly and easterly across

the Gulf of Maine. Temperature differences of 5° to 10°F

(3° to 6°C) are common. Water temperatures in summer

are usually in the 50’s and 60’s (°F, 10° to 20°C). This is

when fog is most frequent. Warm air from the south or

southwest can create large patches which may persist

for days at a time. Just south of Nova Scotia and in the

entrance to the Bay of Fundy, visibilities drop to 0.5

mile or below on an average of 18 days in July. These

frequencies fall off dramatically to the southwest.

(222) Areas along the coast, at the heads of bays, and

within rivers may be comparatively clear while fog is

very thick outside. The frequency of fog over land and

water is usually in opposition. Land fog is often most

frequent in fall and winter; the maximum of sea fog is

in spring and summer. Consequently, figures for fog or

poor visibility at inland or sheltered harbors are no

guide to conditions at sea or in the approaches.

Superstructure icing

(223) Heavy winter weather can cause ice to collect on

ships sailing these waters. At worst, superstructure icing can sink a vessel. When air temperature drops below the freezing point of sea water (about 28.6°F,

-1.9°C), strong winds and rough seas will cause large

amounts of sea spray to freeze to the superstructure

and parts of the hull that are not frequently washed by

the sea. Ice amounts increase rapidly with falling air

and sea temperatures and increasing wind speeds. The

most dangerous conditions exist when gales last for

several days in temperatures of 28°F (-2.2°C) or lower.

The ice buildup on a trawler can exceed 5 tons per hour.

(224) A moderate rate of ice accumulation usually occurs

when air temperatures are less than 29°F (-1.7°C) with

winds of 13 knots or more. When air temperatures drop

to 16°F (-8.9°C) or below and winds reach 30 knots or

greater, ice collects more rapidly. On a 300- to 500-ton

vessel, it would accumulate at more than 4 tons per

hour and is called severe. In the Gulf of Maine, the potential for superstructure icing is present from November through April, particularly north of Portsmouth.

December, January, and February are the worst

months. The potential for moderate icing exists about

10 to 15 percent of the time.

(225) In addition to sea spray, ice is also caused by freezing rain or drizzle and fog in freezing conditions. While

these two causes could create enough weight on the

rigging to cause it to fall, this is minor in comparison

with the freezing spray hazard. Icing on the superstructure elevates the center of gravity, decreasing the

metacentric height. It increases the sail area and heeling moment due to wind action. Its non-uniform distribution changes the trim. It can hamper steerability and

lower ship speed. Icing also creates hazardous deck

conditions.

(226) Experience and research have helped develop some

guidelines for use in weather conditions that cause icing. However, there are no hard and fast rules to guide a

skipper through these conditions since no two ships or

storms are the same. What follows should just be considered general observations. Common sense dictates

that when encountering potential icing situations two

prudent courses of action would be to seek shelter from

the sea and steer towards warmer water, if feasible. In

the Gulf of Maine, warmer water is usually found to the

south in winter. Once icing has begun, it is prudent to

160 ■ Chapter 3 ■ Coast Pilot 1
slow down enough so that little or no spray is taken on

board. It is also important to use whatever means are

available to keep ice from building up. This includes

crewmen using tools or baseball bats to remove ice

from the deck and superstructure. In general, heaving

to with the bow into the wind and sea as much as possible with the intent of minimizing buildup and varying

the course slightly to ensure a symmetrical buildup is a

good rule.

(227) The main threat to trawlers is loss of stability. As

ice forms, the boat’s center of gravity is raised, freeboard is decreased by the added weight and the vessel

may eventually be in danger of capsizing. Model experiments indicate that the center of gravity tends to become highest with the wind 30 degrees off the bow and

is lowest with the stern to the wind. This is due to spray

reaching the superstructure. However good navigational practice dictates that it is usually not recommended to exchange a bow on sea for a following sea

unless the safety of the ship is in jeopardy. When ice

builds up significantly, it is important to remember

that the removal of one ton of ice 50 feet (15.2 m) from

the vessel’s center of gravity is as effective as removing

10 tons of ice 5 feet (1.5 m) above the center of gravity.

Optical Phenomena

(228) Optical phenomena range from electromagnetic

displays to intricate geometrical patterns. The aurora

and Saint Elmo’s fire are electromagnetic displays.

Halos, coronas, parhelia, sun pillars, and related effects

are optical phenomena associated with the refraction

and the diffraction of light through suspended cloud

particles; mirages, looming, and twilight phenomena

such as the “green flash” are associated with refraction

of light through air of varying density. Occasionally,

sunlight is refracted simultaneously by cloud suspensions and by dense layers of air, producing complex

symmetric patterns of light around the sun.

(229) A mirage is caused by refraction of light rays in a

layer of air whose density increases or decreases rapidly

near the surface. A marked decrease in air density with

increasing altitude causes looming, towering, and superior mirages. Looming occurs when objects appear

to rise above their true elevation. Objects below the horizon may actually be brought into view. This effect often leads to a serious underestimation of horizontal

distances. Unimpressive landmarks and distant ships

may acquire startling characteristics through apparent

vertical stretching; this phenomenon is known as towering. A superior mirage is so named because of the appearance of an image above the actual object. Ships

have been seen with an inverted image above and an

upright image floating above that. Another type, inferior mirages, result from the upward bending of light

rays in an unstable air mass. This phenomenon is observed locally whenever a superheated land mass or a

wide expanse of open water is overrun by cold air.

Sinking below the horizon of relatively close objects

may result in an overestimation of horizontal distances.

(230) Occasionally, a complicated vertical temperature

distribution may transform hilly coastlines into impressive walls of lofty pinnacles. This phenomenon is

known as Fata Morgana.

(231) On clear days, just as the upper rim of the sun disappears below the horizon, green light is sometimes

refracted from the solar spectrum. This brief phenomenon is called the green flash.

(232) Floating ice crystals (cirriform clouds, light snow

flakes, ice fog, or drifting snow) may cause the refraction of light into a variety of faintly colored arcs and halos. This phenomenon, which may be recognized from

the fact that the red band is closest to the light source,

includes halos, arcs that open toward or away from the

sun, mock images, and various geometrical figures that

may be located in various parts of the sky with reference to the sun.

(233) Fogbows, resulting from refraction through suspended water particles, are seen in the region of the sky

directly opposite from the sun, or the antisolar point.

These bows, although occasionally brilliantly colored,

are normally seen as broad white bands with faintly colored borders. Rainbows are also observed.

(234) When atmospheric particles are about equal in size

to the wavelength of light, diffraction is likely to occur.

Diffractional phenomena frequently show properties

similar to those of refraction except for reversal in the

spectrum colors, violet being closest to the source of

light. The Brocken bow, or glory, appears on clouds or

fog banks as a colored ring around the projected

shadow of the observers head. Solar and lunar coronas,

which are observed only through high clouds, resemble halos except that they may assume increasingly

larger diameters as the size of the particles decrease.

When the light from the sun or the moon is diffracted

by cirrus or cirrostratus, iridescence may sharply delineate the outline of clouds in brilliant green, blue,

pink, orange, or purple.

(235) Refraction of sunlight takes place whenever the intervening particles are larger than the wavelength.

Sunlight that is reflected from ice crystals is transformed into sun pillars and parhelic circles. When both

phenomena occur in combination, they form the remarkable sun cross. Paricelenci circles are observed

with moonlight.

(236) The aurora borealis. (northern lights) and St.

Elmo’s fire are two types of electrical phenomena frequently observed in this region. The zone of maximum

Eastport to Cape Cod ■ Chapter 3 ■ 161
auroral frequency extends along the periphery of a 20-

to 25-degree circle whose center is at the magnetic

pole. Auroras are generally associated with moonless

nights. An artificial maximum exists in winter because

of the longer hours of darkness. No conclusive evidence

is available to show that a seasonal variation in the frequency of auroras exists. However, periods of intense

sunspot activity are reflected in a maximum occurrence of this electrical phenomenon. Generally auroras

may be classified as having either a ray structure (rays,

streams, draperies, corona) or a nebulous appearance

(homogenous quiet arc, homogenous band, pulsating

arcs, pulsating surfaces, diffuse luminous surfaces, and

feeble glow). Flaming auroras, which fall in neither

category, may be added to this list. Auroras may remain

uniformly red, green, or purple, or assume a rapid succession of these colors. Brilliant shifting auroras are

invariably accompanied by magnetic storms and electrical interference with communications.

(237) St. Elmo’s fire is occasionally observed in this

area, but because of its faintness it is most commonly

observed during the night hours and on dark overcast

days. These eerie flickers of bluish light are usually

caused by the unusual electrification of snow-filled air,

which is most likely when the wind is strong. St. Elmo’s

fire is restricted to the tips of such objects as ship

masts, wind vanes, and airplane wings.

Dew Point

(238) The temperature at which condensation to water

droplets occurs is called the dew point. If the 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 with cargo temperature and moisture content, is vital for hold ventilation decisions. It is

also a parameter used in forecasting fog formation.

Cargo Care

(239) 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

aboard 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.

(240) 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 cases discretion must be used.

Precipitation

(241) Although precipitation amounts at sea are not

measured, the ship observations reporting precipitation show a maximum in winter and spring, ranging

from a high of near 20 percent in January to less than

10 percent in July and August. Some 5 to 10 percent of

all observations report snow in January and February.

(242) In the winter when a cyclone passes to the south or

southeast, precipitation over the coastal area generally

falls as snow. Along the coastal area precipitation

amounts are fairly uniformly distributed throughout

the year, ranging from about 2.5 to 4.5 inches (64 to

115 mm) per month.

(243) Thunderstorms are not frequent, occurring on an

average of less than 20 per year, mainly during June,

July, and August. Over the sea their frequency and severity decrease.

Cloudiness

(244) Low clouds covering 0.6 or more of the sky are reported in nearly one-half the vessel observations in the

New England offshore area from November through

March, while only 20 to 30 percent of the July-October

observations report this condition. Overcast conditions

of 0.8 to 1.0 sky cover at the coastal stations range from

about 55 to 60 percent in winter to 30 to 40 percent in

summer.

Tropical Cyclones

(245) Tropical cyclones, although much rarer than the

extratropical variety, occasionally move northward in

late summer and autumn. The storm centers generally

move through the region in a northeastward direction

toward and across Nova Scotia or over the adjacent

ocean, but some have passed northward onto the

southern New England coast. As a rule, these tropical

storms are much more violent than the extratropical

storms of the same season. Many of them have taken on

162 ■ Chapter 3 ■ Coast Pilot 1
some characteristics of extratropical cyclones before

reaching the area, and are less intense than in more

southerly latitudes.

(246) A tropical cyclone is a warm-core, low-pressure

system that develops over the warm waters of the tropical oceans, and exhibits a rotary, counterclockwise circulation in the northern hemisphere (clockwise in the

southern hemisphere). Although relatively small in

area coverage, this storm can attain awesome strength,

with winds near its center reaching 175 knots or more.

Tropical cyclones occur almost entirely in six rather

distinct regions of the world; one of these, the North

Atlantic Region (West Indies, Caribbean Sea, Gulf of

Mexico, and waters off the east coast of the United

States), includes the area covered by this Coast Pilot. In

this region, tropical cyclones with winds of 34–63

knots are called tropical storms, while tropical cyclones with winds greater than 63 knots are called hurricanes. Hurricanes are infrequent in comparison with

middle- and high-latitude storms, but they have a record of destruction far exceeding that of any other type

of storm. Because of their fury, and the fact that they

are predominately oceanic, they merit the special attention of all mariners, whether professional or amateur.

(247) Rarely does the mariner who has experienced a

fully developed tropical cyclone (hurricane) at sea wish

to encounter a second one. He has learned the wisdom

of avoiding them if possible. The uninitiated may be

misled by the deceptively small size of a tropical cyclone as it appears on a weather map, and by the fine

weather experienced only a few hundred miles from the

reported center of such a storm. The rapidity with

which the weather can deteriorate with approach of the

storm, and the violence of the hurricane, are difficult to

visualize if they have not been experienced.

(248) As a tropical cyclone moves out of the tropics to

higher latitudes, it normally loses energy slowly, expanding in area until it gradually dissipates or acquires

the characteristics of extratropical cyclones. At any

stage, a tropical cyclone normally loses energy at a

much faster rate if it moves over land. As a general rule,

tropical cyclones of the North Atlantic Region move

with the prevailing winds of the area. In small hurricanes the diameter of the area of destructive winds may

not exceed 25 miles while in some of the greatest

storms the diameter may be as much as 400 to 500

miles.

(249) At the center is a comparative calm known as the

“eye of the storm.” The diameter of this “eye” varies

with individual storms and may be as little as 7 miles

but is rarely more than 30 miles. The average is 15 to 20

miles. This center is the region of low atmospheric

pressure around which winds blow in a more or less

circular course, spiraling inward in a counterclockwise

direction. Winds at the outer edge of the storm area are

light to moderate and gusty, and often increase toward

the center to speeds too high for instrument recording.

Although the air movement near the center of the hurricane is usually light and fitful, the seas in this area are

in most cases very heavy and confused, rendered so by

the violent shifting winds which surround it. Furthermore, after the center has passed a vessel, she may expect a sharp renewal of the gales, with winds from a

more or less opposite direction. The hurricane may affect an area covering tens of thousands of square miles.

(250) In the North Atlantic, tropical cyclones form over a

wide range of ocean between the Cape Verde Islands

and the Windward Island, over the western part of the

Caribbean Sea, and the Gulf of Mexico. While some may

initially move northward, especially those that form

southeast of Bermuda, the majority take a westerly to

northwesterly course. Of these, some curve gradually

northward, either east of or above the larger islands of

the West Indies, then turn northeastward or eastward

for varying distances from the Atlantic Coast of the

United States. Others pass over or to the south of the

larger islands and enter the Gulf of Mexico, then curve

northward or northeastward and strike some part of

the east Gulf Coast. Others may continue westward and

strike the west Gulf Coast.

(251) The most common path is curved, the storms moving generally in a westward direction at first, turning

later to the northwestward and finally to the northeastward. A considerable number, however, remain in low

latitudes and do not turn appreciably to the northward.

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

Atlantic Coast are subject to these storms during the

hurricane season.

(252) Hurricanes develop over the southern portions of

the North Atlantic, including the Gulf of Mexico, and

Caribbean Sea, mostly from June through October, infrequently in May and November, and rarely in other

months; the hurricane season reaches its peak in September. An average of nine tropical cyclones form each

year (reaching at least tropical storm intensity) and five

of these reach hurricane strength. June and July

storms tend to develop in the northwestern Caribbean

or Gulf of Mexico while during August there is an increase in number and intensity, and the area of formation extends east of the Lesser Antilles. September

storms develop between 50°W. and the Lesser Antilles;

in the southern Gulf of Mexico, the western Caribbean,

Eastport to Cape Cod ■ Chapter 3 ■ 163
near the Bahamas, and around the Cape Verde Islands.

Formation in October shifts primarily to the western

Caribbean and off-season storms are widespread with a

slight concentration in the southwestern Caribbean.

(253) The average speed of movement of tropical cyclones in the Tropics is about 10 to 15 knots. This

speed, however, varies considerably according to the location of the storm, its development, and attendant

meteorological conditions. The highest rates of progression usually occur when the storm is moving

northward or northeastward in the middle or higher

latitudes.

Locating and tracking tropical cyclones

(254) The National Hurricane Center/Tropical Prediction

Center located near Miami Florida collects weather observations hourly, depending on the source, from land

stations, ships at sea, aircraft and satellites. When a

tropical cyclone is located, usually in its early formative stage (a tropical “wave”), it is followed closely. In

the North Atlantic, U.S. Navy, Air Force, and NOAA aircraft make frequent flights to the vicinity of such

storms to provide information needed for tracking the

tropical cyclone and determining its intensity. With the

implementation of the NEXt Generation Weather

RADar (NEXRAD), coastal radar sites follow the movement of the storm’s precipitation area when it is in

range. The network provides total coastal coverage

from Eastport Maine through Brownsville Texas. Advisories from the Hurricane Center are made available on

a 6-hour basis giving information on each storm’s location, intensity, and movement. These advisories become more frequent if landfall is imminent. As a

further aid, the mariner may obtain weather reports by

radio directly from other ships in the vicinity of a tropical cyclone.

Signs of approach

(255) Although radio reports and satellite data, if available, normally prove adequate for locating and avoiding a tropical cyclone, knowledge of the appearance of

the sea and sky in the vicinity of such a storm is useful

to the mariner. The passage of a hurricane at sea is an

experience not soon to be forgotten.

(256) An early indication of the approach of such a storm

is the presence of a long swell. In the absence of a tropical cyclone, the crests of swell in the deep waters of the

Atlantic pass at the rate of perhaps eight per minute.

Swell generated by a tropical cyclone is about twice as

long, the crests passing at the rate of perhaps four per

minute. Swell may be observed several days before arrival of the storm.

(257) When the storm center is 500 to 1,000 miles away,

the barometer usually rises a little, and the skies are

relatively clear. Cumulus clouds, if present at all, are

few in number, and their vertical development appears

suppressed. Nearly perfect tropical blue skies are usually present. The barometer usually appears restless,

pumping up and down a few hundredths of an inch. You

are in the subsidence sector of the storm, under the influence of the upper-level high pressure system that is

acting as the exhaust system for the storm.

(258) As the tropical cyclone comes nearer, a cloud sequence begins which resembles that associated with

the approach of a warm front in middle latitudes.

Snow-white, fibrous “mare’s tails” (cirrus at about

22,000 to 30,000 feet in altitude (6,700 to 9,100 m)) appear when the storm is about 300 to 600 miles away.

Usually these seem to converge, more or less, in the direction from which the storm is approaching. This convergence is particularly apparent at about the time of

sunrise and sunset.

(259) Shortly after the cirrus appears, but sometimes before, the barometer starts a long, slow fall. At first the

fall is so gradual that it only appears to alter somewhat

the normal daily cycle (two maximums and two minimums in the Tropics). As the rate of fall increases, the

daily pattern is completely lost in the more or less

steady fall.

(260) The cirrus becomes more confused and tangled,

and then gradually gives way to a continuous veil of cirrostratus. Below this veil, altostratus forms, and then

stratocumulus. These clouds gradually become more

dense, and as they do so, the weather becomes unsettled. A fine, mistlike rain begins to fall, interrupted

from time to time by showers. The barometer has fallen

perhaps a tenth of an inch.

(261) As the fall becomes more rapid, the wind increases

in gustiness, and its speed becomes greater, reaching a

value of perhaps 22 to 40 knots (Beaufort 6-8). On the

horizon appears a dark wall of heavy cumulonimbus,

the bar of the storm. Portions of this heavy cloud become detached from time to time and drift across the

sky, accompanied by rain squalls and wind of increasing speed. Between squalls, the cirrostratus can be seen

through breaks in the stratocumulus.

(262) As the bar approaches, the barometer falls more

rapidly and wind speed increases. The seas, which have

been gradually mounting, become tempestuous and,

squall lines, one after another, sweep past in ever increasing number and intensity.

(263) With the arrival of the bar, the day becomes very

dark, squalls become virtually continuous and the barometer falls precipitously, with a rapid increase in the

wind speed. The center may still be 100 to 200 miles

away in a hurricane. As the center of the storm comes

closer, the ever-stronger wind shrieks through the rigging and about the superstructure of the vessel. As the

164 ■ Chapter 3 ■ Coast Pilot 1
center approaches, rain falls in torrents. The wind fury

increases. The seas become mountainous. The tops of

huge waves are blown off to mingle with the rain and

fill the air with water. Objects at a short distance are

not visible. Even the largest and most seaworthy vessels become virtually unmanageable, and may sustain

heavy damage. Less sturdy vessels do not survive. Navigation virtually stops as safety of the vessel becomes

the prime consideration. The awesome fury of this condition can only be experienced. Words are inadequate

to describe it.

(264) If the eye of the storm passes over the vessel, the

winds suddenly drop to a breeze as the wall of the eye

passes. The rain stops, and skies clear sufficiently to

permit the sun to shine through holes in the comparatively thin cloud cover. Visibility improves. Mountainous seas approach from all sides, apparently in

complete confusion. The barometer reaches its lowest

point, which may be 11⁄2 or 2 inches below normal in

hurricanes. As the wall on the opposite side of the eye

arrives, the full fury of the wind strikes as suddenly as it

ceased, but from the opposite direction. The sequence

of conditions that occurred during approach of the

storm is reversed and passes more quickly, as the various parts of the storm are not as wide in the rear of a

storm as on its forward side.

Locating the center of a tropical cyclone

(265) If intelligent action is to be taken to avoid the full

fury of a tropical cyclone, early determination of its location and direction of travel relative to the vessel is essential. The bulletins and forecasts are an excellent

general guide, but they are not infallible and may be

sufficiently in error to induce a mariner in a critical position to alter course so as to unwittingly increase the

danger of the vessel. Often it is possible, using only

those observations made aboard ship, to obtain a sufficiently close approximation to enable the vessel to maneuver to the best advantage.

(266) As previously stated, the presence of an exceptionally long swell is usually the first visible indication of

the existence of a tropical cyclone. In deep water it approaches from the general direction of origin (the position of the storm center when the swell was generated).

However, in shoaling water this is a less reliable indication because the direction is changed by refraction, the

crests being more nearly parallel to the bottom contours.

(267) When the cirrus clouds appear, their point of convergence provides an indication of the direction of the

storm center. If the storm is to pass well to one side of

the observer, the point of convergence shifts slowly in

the direction of storm movement. If the storm center

will pass near the observer, this point remains steady.

When the bar becomes visible, it appears to rest upon

the horizon for several hours. The darkest part of this

cloud is in the direction of the storm center. If the

storm is to pass to one side, the bar appears to drift

slowly along the horizon. If the storm is heading directly toward the observer, the position of the bar remains fixed. Once within the area of the dense, low

clouds, one should observe their direction of movement, which is almost exactly along the isobars, with

the center of the storm being 90° from the direction of

cloud movement (left of direction of movement in the

Northern Hemisphere.)

(268) The winds are probably the best guide to the direction of the center of a tropical cyclone. The circulation

is cyclonic, but because of the steep pressure gradient

near the center, the winds there blow with greater violence and are more nearly circular than in extratropical

cyclones.

(269) According to Buys Ballot’s law, an observer who

faces into the wind has the center of the low pressure

on his right (northern hemisphere) and somewhat behind him. If the wind followed circular isobars exactly,

the center would be exactly eight points, or 90°, from

dead ahead when facing into the wind. However, the

track of the wind is usually inclined somewhat toward

the center, so that the angle dead ahead varies between

perhaps 8 and 12 points (90° to 135°). The inclination

varies in different parts of the same storm. It is least in

front of the storm, and greatest in the rear, since the actual wind is the vector sum of that due to the pressure

gradient and the motion of the storm along the track. A

good average is perhaps 10 points in front, and 11 or 12

points in the rear. These values apply when the storm

center is still several hundred miles away. Closer to the

center, the wind blows more nearly along the isobars,

the inclination being reduced by one or two points at

the wall of the eye. Since wind direction usually shifts

temporarily during a squall, its direction at this time

should not be used for determining the position of the

center.

(270) When the center is within radar range, it might be

located by this equipment. However, since the radar return is predominately from the rain, results can be deceptive, and other indications should not be neglected.

(271) Distance from the storm center is more difficult to

determine than direction. Radar is perhaps the best

guide. The rate of fall of the barometer is of some help;

this is only a rough indication however, for the rate of

fall may be quite erratic and will vary somewhat with

the depth of the low at the center, the speed of the

storm center along its track, and the stage in the life cycle of the storm.

Eastport to Cape Cod ■ Chapter 3 ■ 165
Maneuvering to avoid the storm center

(272) The safest procedure with respect to tropical cyclones is to avoid them. If action is taken sufficiently

early, this is simply a matter of setting a course that will

take the vessel well to one side of the probable track of

the storm, and then continuing to plot the position of

the storm center, as given in the weather bulletins, revising the course as needed. Detailed information on

the vulnerability of North Atlantic ports to hurricanes

may be found in 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

http://www.nrlmry.navy.mil/pubs.htm.

(273) However, such action is not always possible. If one

finds himself within the storm area, the proper action

to take depends in part upon his position relative to the

storm center and its direction of travel. It is customary

to divide the circular area of the storm into two parts.

In the northern hemisphere, that part 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 part to the

left of the storm track is called the navigable semicircle. In this part, the wind is decreased by the forward

motion of the storm, and the wind blows vessels away

from the storm track (in the forward part). Because of

the greater wind speed in the dangerous semicircle, the

seas are higher here than in the navigable semicircle.

(274) A plot of successive positions of the storm center

should indicate the semicircle in which a vessel is located. However, if this is based upon weather bulletins,

it is not a reliable guide because of the lag between the

observations upon which the bulletin is based and the

time of reception of the bulletin, with the ever present

possibility of a change in the direction of motion of the

storm. The use of radar eliminates this lag, but the return

is not always a true indication of the center. Perhaps the

most reliable guide is the wind. Within the cyclonic circulation, a veering wind (one changing direction to the

right in the northern hemisphere and to the left in the

southern hemisphere) indicates a position in the dangerous semicircle, and a backing wind (one changing

in a direction opposite to a veering wind) indicates a

position in the navigable semicircle. However, if a vessel is underway, its motion should be considered. If it is

outrunning the storm or pulling rapidly toward one

side (which is not difficult during the early stages of a

storm, when its speed is low), the opposite effect

occurs. This should usually be accompanied by a rise in

atmospheric pressure, but if motion of the vessel is

nearly along an isobar, this may not be a reliable indication. If in doubt, the safest action is usually to stop long

enough to determine definitely the semicircle. The loss

in valuable time may be more than offset by the minimizing of the possibility of taking the wrong action and

increasing the danger to the vessel. If the wind direction remains steady (for a vessel which has stopped),

with increasing speed and falling barometer, the vessel

is in or near the path of the storm. If it remains steady

with decreasing speed and rising barometer, the vessel

is on the storm track, behind the center.

(275) The first action to take if one finds himself within

the cyclonic circulation is to determine the position of

his vessel with respect to the storm center. 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 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 approach nearer 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.

(276) As a very general rule, for a vessel in the Northern

Hemisphere, safety lies in placing the wind on the starboard bow in the dangerous semicircle and on the starboard quarter in the navigable semicircle. If on the

storm track ahead of the storm, the wind should be put

about two points on the starboard quarter until the vessel is well within the navigable semicircle, and the rule

for that semicircle then followed. With a faster than average vessel, the wind can be brought a little farther aft

in each case. However, as the speed of the storm increases along its track, the wind should be brought farther forward. If land interferes with what would

otherwise be the best maneuver, the solution should be

altered to fit the circumstances. If the speed of the vessel is greater than that of the storm, it is possible for the

vessel, if behind the storm, to overtake it. In this case,

the only action usually needed is to slow enough to let

the storm pull ahead.

(277) 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

pole. If the storm maintains its direction and speed, the

ship’s course should be maintained as the wind shifts.

(278) If it becomes necessary for a vessel to heave to, the

characteristics of the vessel should be considered. A

power vessel 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

166 ■ Chapter 3 ■ Coast Pilot 1
stern to the sea in the navigable semicircle. This will

result in greatest amount of headway away from the

storm center, and 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, but never in the forward half of the dangerous

semicircle. 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.

(279) 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.

Practical rules

(280) When there are indications of a hurricane, vessels

should remain in port or seek one if possible. Changes

in barometer and wind should be carefully observed

and recorded, and every precaution should be taken to

avert damage by striking light spars, strengthening

moorings, and if a steamer, preparing steam to assist

the moorings. In the ports of the southern States hurricanes are generally accompanied by very high tides,

and vessels may be endangered by overriding the wharf

where moored if the position is at all exposed.

(281) Vessels in the Straits of Florida may not have sea

room to maneuver so as to avoid the storm track, and

should try to make a harbor, or to stand out of the

straits to obtain sea room. Vessels unable to reach a

port and having sea room to maneuver usually observe

the previously discussed general rules for avoiding the

storm center, which, for power-driven vessels, are summarized as follows:

Right or dangerous semicircle

(282) Bring the wind 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

(283) Bring the wind on 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

(284) Bring the wind two points on 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

(285) Avoid the center by the best practicable course,

keeping in mind the tendency of tropical cyclones to

curve northward and eastward.

Coastal effects

(286) The high winds of a hurricane inflict widespread

damage when such a storm leaves the ocean and

crosses land. Aids to navigation may be blown out of position or destroyed. Craft in harbors, unless they are

properly secured, drag anchor or are blown against obstructions. Ashore, trees are blown over, houses are

damaged, powerlines are blown down, etc. The greatest

damage usually occurs in the dangerous semicircle a

short distance from the center, where the strongest

winds occur. As the storm continues on across land, its

fury subsides faster than it would if it had remained

over water.

(287) Along the coast, particularly, greater damage may

be inflicted by water than by wind. There are at least

four sources of water damage. First, the unusually high

seas generated by the storm winds pound against shore

installations and craft in their way. Second, the continued blowing of the wind toward land causes the water

level to increase perhaps 3 to 10 feet above its normal

level. This storm tide, which may begin when the

storm center is 500 miles or even farther from the

shore, gradually increases until the storm passes. The

highest storm tides are caused by a slow-moving hurricane of larger diameter, because both of these effects

result in greater duration of wind in the same direction. The effect is greatest in a partly enclosed body of

water, such as the Gulf of Mexico, where the concave

coastline does not readily permit the escape of water. It

is least on small islands, which present little obstruction to the flow of water. Third, the furious winds which

blow around the wall of the eye often create a ridge of

water called a storm surge, which strikes the coast and

often inflicts heavy damage. The effect is similar to that

of a Tsunami (seismic sea wave) caused by an earthquake in the ocean floor. Both of these waves are popularly called tidal waves, Storm surges of 20 feet or more

have occurred. About 3 or 4 feet of this is due to the decrease of atmosphere pressure, and the rest to winds.

Like the damage caused by wind, that due to high seas,

the storm tide, and the storm surge is greatest in the

dangerous semicircle, near the center. The fourth

source of water damage is the heavy rain that

Eastport to Cape Cod ■ Chapter 3 ■ 167
accompanies a tropical cyclone. This causes floods that

add to the damage caused in other ways.

(288) When proceeding along a shore recently visited by

a hurricane, a navigator should remember that time is

required to restore aids to navigation which have been

blown out of position or destroyed. In some instances

the aid may remain but its light or sound apparatus

may be inoperative. Landmarks may have been damaged or destroyed.

Ice

(289) The extent to which the harbors of Maine are closed

to navigation by ice varies greatly in different years.

During some winters most of the harbors are open,

while in others the only harbors available for anchorages are Quoddy Narrows, Eastport, Little River,

Machias Bay (above Avery Rock Light), Mistake Harbor

(not much used), Winter Harbor, and Boothbay Harbor.

Portland Harbor generally has an open channel in winter, kept so by steamers and tugs. The mouths of the

rivers are generally avoided for anchorage in winter

and early spring on account of running ice. In the bays

and harbors the ice formation is mostly local; beginning at the head, in sheltered places along the shore, it

extends outward. During a calm or light winds from

northward the local formations rapidly increase, while

strong winds break them up and force them as drift ice

onto the lee shore. The tidal currents do not prevent

the formation of ice or influence its movements in

strong winds except in the larger rivers.

(290) In severe winters some of the harbors south of Cape

Ann are closed to navigation by ice, and there is more

or less drift ice in all the harbors, in Cape Cod Bay, and

on Monomoy and Nantucket Shoals. In the principal

harbors, steamers and tugs usually keep a channel

open. See Ice under the different headings in the text.

(291) Caution.–Along the New England coast, ice formation and ice movement caused by wind, tides, and currents may result in floating aids to navigation being

extinguished, off station, partially submerged, or missing. Icing on buoys can result in misleading color characteristics, missing numerals, and inoperative sound

signals. Fixed aids to navigation may be destroyed.

(292) To protect certain light and sound buoys from damage during icing conditions, they may be removed from

station or replaced by unlighted buoys without prior

notice. Mariners should exercise discretion in using

aids to navigation in areas where icing conditions are

known to exist.

(293) The International Ice Patrol (IIP) was formed in

1914 to patrol the Grand Banks of Newfoundland, to

detect icebergs, and to warn mariners of their location.

Under the 1974 Safety of Life at Sea (SOLAS) Convention, 17 member-nations agree to share the $5 million

annual cost of operating the patrol. The U.S. Coast

Guard conducts the patrol and maintains IIP records.

(294) The IIP is coordinated from its operations center at

Groton, Connecticut. Its staff numbers 16, including

Coast Guard and civil service specialists. The ice season

typically runs from February through July, but can last

longer. Flying out of St. John’s, Newfoundland, USCG

aircraft cover the ice danger area, a piece of water twice

the size of the State of Texas. Its southern boundary is

the latitude of New York City and it reaches halfway

across the Atlantic with Newfoundland on the northwest and Greenland and Iceland on its north and northeast. A normal flight lasts seven hours and can cover

35,000 square miles.

(295) Once sighted, a berg’s location, size and shape are

entered into a computer drift model, used until the

berg is re-sighted or melts. The IIP attempts to locate

and track all icebergs south of the 50th parallel, and

particularly those south of 48°N., which may be hazardous to navigation near the Grand Banks. When

sighting data is entered into the drift program, predicted positions of bergs are calculated for 1200 UTC.

(296) All shipping is requested to assist the IIP by reporting all sightings of ice at once to the IIP through any

U.S. or Canadian Coast Guard communications station.

Ice sightings reports should include: precise position,

size and shape of berg, sea surface temperature, and

concentration and thickness of sea ice. Reports can be

sent to COMINTICEPAT GROTON CT through

INMARSAT-C: Code 42. There is no charge for iceberg

reports made using Code 42.

(297) The IIP Operations Center can be reached by telephone at 860-441-2626, or via the Coast Guard Atlantic

Area Operations Center at 757-398-6231.

(298) A radio facsimile chart of the area depicting 1200Z

ice distribution is broadcast three times daily. A list of

the radio stations broadcasting IIP Bulletins and frequencies and times of broadcasts is published annually

in Local Notices to Mariners of the First Coast Guard

District and in Radio Navigational Aids, Pub. 117, issued by the National Geospatial-Intelligence Agency.

(299) The IIP seeks comment on its services to mariners,

particularly on the effectiveness of the times and frequencies of radio transmissions. Mariners are requested to mail facsimile charts received at sea to:

(300) International Ice Patrol, 1082 Shennecossett Road,

Groton, CT 06340-6095. The frequency used, time of

receipt, and vessel position at time of receipt should be

indicated. Additional customer comments can be directed to IIP Customer Service at 877-423-7287.

SIZES OF ICEBERGS

SIZE HEIGHT LENGTH

168 ■ Chapter 3 ■ Eastport to Cape Cod
Eastport to Cape Cod ■ Chapter 3 ■ 169

feet meters feet meters

Growler (G) 0-3 0-1 0-19 0-5

Small (S) 4-50 1-15 20-200 6-60

Medium (M) 51-150 16-45 201-400 61-122

Large (L) 151+ 46+ 401+ 123+

TYPES OF ICEBERGS

SHAPE DESCRIPTION

Blocky Steep sides with flat top. Very solid.

Length-height radio less than 5:1.

Tilted

Blocky

Blocky iceberg which has tilted to pres- ent a triangular shape from the side.

Drydock

Eroded such that a large U-shaped slot is

formed with twin columns. Slot extends

into or near waterline.

Pinnacled Large central spire or pyramid.

Dome Large round smooth top. Solid-type ice- berg.

Tabular

Flat-topped iceberg with length-height

ratio greater than 5:1.

Principal ports

(301) The ports within the area of this Coast Pilot which

have regular deep-draft commercial traffic are

Bucksport, Maine; Eastport, Maine; Searsport, Maine;

Portland, Maine; Portsmouth, N.H.; Gloucester, Mass.;

Salem, Mass.; and Boston, Mass.

Pilotage

(302) Pilotage is compulsory for foreign vessels and U.S.

vessels under register in the foreign trade as follows:

(303) Maine–Eastport, Cobscook Bay, Pennamaquan

River, and Friar Roads when entered through Head

Harbor Passage, Frenchman Bay, Penobscot Bay and

River, Kennebec River to Bath, and Portland.

(304) New Hampshire–All ports.

(305) Massachusetts–All ports.

(306) Pilotage is optional for coastwise vessels that have

on board a pilot properly licensed by the Federal Government for the waters which the vessel travels.

(307) Arrangements for pilots should be made by the

ships’ agents at least 24 hours in advance at all of the

ports. Detailed information on pilotage procedures is

given in the text for the ports concerned.

Towage

(308) Tugs are available at Eastport, Belfast, Boothbay

Harbor, Portland, Portsmouth, and Boston. At a number of other places power fishing boats and launches

can be secured for handling smaller vessels and barges.

Arrangements for tugs should be made in advance

through ships’ agents or the pilots. (See the text for the

ports concerned as to the availability of tugs.)

Vessel Arrival Inspections

(309) 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.

Harbormasters

(310) Harbormasters are appointed for most of the ports.

They have charge of the anchorage and berthing of vessels.

Supplies

(311) Boston, Portland, and Portsmouth are the principal ports at which general supplies, provisions, and marine supplies can be obtained. Boston, Portland,

Bucksport, Salem, Portsmouth, and Searsport have

stocks of fuel oil. Diesel oil is available at Beverly,

Boston, Gloucester, Portsmouth, Searsport, Bucksport,

Portland, Rockland, and Boothbay Harbor. Yacht and

small-boat supplies including gasoline and diesel fuel

are available at most of the smaller ports.

Repairs

(312) Major repairs to large vessels can be made at Boston

and to a lesser extent at Bath. Portland is equipped to

handle above-water hull and engine repairs of deep-draft

vessels. Tugs and large fishing vessels can be hauled out

at Boston, Gloucester, Stonington, Rockland, and Portland. Smaller vessels, motorboats, and yachts can be

hauled out, and ordinary repairs to machinery and hull

can be made at most of the smaller ports.

Small-craft facilities

(313) Marine supplies, repair facilities, and other services

for small craft are available at all of the major ports, and

most of the coastal towns and villages along the coasts

of Massachusetts, New Hampshire, and that portion of

the Maine coast southwestward of Boothbay Harbor.

Northeastward of Boothbay Harbor the coast is less

densely populated and the small-craft facilities are usually farther apart and the services rendered are often

limited, thereby making careful advance planning prudent. A description of the facilities is given in the geographic text. Some small-craft charts have been

published for the area covered by this Coast Pilot that

also show marine facilities.

(314) 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

(315) 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

(316) 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

(317) 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.

(318) In addition, other holidays are observed in the New

England States: General Election Day, first Tuesday after first Monday in November, in Maine and New

Hampshire; March 17, Evacuation Day, and June 17,

Bunker Hill Day, in Boston and Suffolk County, Mass.;

Patriot’s Day, third Monday in April, in Maine and Massachusetts; Fast Day, fourth Monday in April, in New

Hampshire.

Canadian Hydrographic Service

(319) Department of Fisheries and Oceans, publishes

nautical charts and other related marine publications,

including Canadian Sailing Directions. These publications are available from the Canadian Hydrographic

Chart Distribution Office and all but the latter are

available from the Canadian Communications Group.

(See Appendix A for addresses.)

170 ■ Chapter 3 ■ Coast Pilot 1
Eastport to Cape Cod ■ Chapter 3 ■ 171
172 ■ Chapter 4 ■ Coast Pilot 1
Quoddy Narrows to Calais,

Maine

(1) This chapter describes the Maine and New Brunswick coasts from Quoddy Narrows through Lubec

Channel, Friar Roads, Western Passage, and the St.

Croix River to the head of navigation at Calais. Included

in the text are discussions of the Maine ports of Lubec,

Eastport, and Calais; the Canadian ports of St. Stephen

and St. Andrews; several small harbors on Campobello

Island; and Head Harbour Passage.

COLREGS Demarcation Lines

(2) The lines established for this part of the coast are

described in 80.105, chapter 2.

Charts 13394, 13396, 13398

(3) The approaches to St. Croix River include Quoddy

Narrows, Lubec Channel, Friar Roads, Head Harbour

Passage, Western Passage, and Passamaquoddy Bay.

The principal entrance is around the northern end of

Campobello Island through Head Harbour Passage.

This passage is deep and generally clear of dangers. The

channel through Lubec Narrows is also used, especially

at high water. The tidal currents are strong in both passages.

(4) West Quoddy Head, the easternmost point of the

United States, is bold and wooded. West Quoddy Head

Light (44°48'54"N., 66°57'02"W.), 83 feet above the water, is shown from a 49-foot red and white horizontally

banded tower on the eastern edge of the headland. A fog

signal is at the light. The abandoned Coast Guard lookout tower near the summit of the ridge westward of the

light is the most conspicuous landmark in the approach to Quoddy Narrows from seaward.

(5) Between West Quoddy Head and Calais, fluorescent

red pyramidal markers define straight line segments and

turning points of the United States-Canada boundary.

(6) Quoddy Narrows (Quoddy Roads), between West

Quoddy Head and Canada’s Campobello Island, is the

usual anchorage for vessels seeking shelter or waiting

for a favorable tide to pass through Lubec Narrows. The

entrance, between West Quoddy Head and The Boring

Stone, is about 0.8 mile wide and has a depth of 28 feet

near the middle. Winds from east to south generate

rough seas in the entrance.

(7) The anchorage affords shelter from northerly and

westerly winds in depths of 12 to 25 feet, but is open to

winds from the east and south, and protection from

northeast gales is reported poor. The northern and

western parts of Quoddy Narrows between West

Quoddy Head and Lubec are full of shoals which partly

uncover.

(8) Sail Rock and Little Sail Rock are two bare rocks

on a ledge about 0.2 mile southeastward of West

Quoddy Head Light. The ledge extends more than 100

yards east of the two rocks. As swirls form just southward and eastward of Sail Rock during the strength of

the tidal current, the rock should be given a good berth.

A lighted whistle buoy is about 0.4 mile southeastward

of Sail Rock, about in line with the rock and West

Quoddy Head Light. A fairway bell buoy, about 0.5 mile

north-northeastward of the light, marks the entrance

to Quoddy Narrows and the approach to Lubec Channel.

(9) Round Rock, which uncovers, and The Boring

Stone, 5 feet high and bare, are 500 yards southwest of

Liberty Point, a bold headland, which is the southern

extremity of Campobello Island. Vessels should pass at

least 300 yards off the southernmost rock. An islet

about 200 yards off Liberty Point is conspicuous, as is

Ragged Point about 0.4 mile northeastward of it.

(10) Wormell Ledges, which partly uncover, are about

400 yards northward of West Quoddy Head, and are

marked at their northern end by a buoy.

(11) Middle Ground, covered 4 feet, is a shoal in the

middle of Quoddy Narrows, 0.7 mile north-northwest

of West Quoddy Head, and is marked on its southwestern side by a buoy.

(12) Lubec Channel and Lubec Narrows, between

Quoddy Narrows and Friar Roads, have been improved

by dredging. In August 2002, the controlling depth was

9 feet (11.7 feet at midchannel). The channel is marked

by a light and buoys. At spring tides the low water may

be 3 or 4 feet below the average. Lubec Narrows has

strong tidal currents and eddies. It is not advisable to

use this passage without local knowledge.

Quoddy Narrows to Calais, Maine ■ Chapter 4 ■ 173
(13) Shoals bare on both sides of Lubec Narrows at low

water. A breakwater extends from Short Point on the

west side of the channel about 300 yards northward of

Mowry Point, on the southwest side of the narrows.

(14) The Franklin D. Roosevelt Memorial Highway

Bridge crosses the narrows from Lubec to Campobello

Island at a point about 400 yards southward of the

abandoned lighthouse on Mulholland Point. The fixed

span has a clearance of 47 feet.

(15) Another breakwater extends from the shore to Gun

Rock and 75 yards eastward of the rock on the west side

of the channel at the north end of the narrows. This

breakwater is marked by a white pyramid midway of its

length. The breakwater covers at extreme high water. A

ledge extending about 150 yards north-northeasterly

from Gun Rock has 7 feet over it and is marked on its

north end by a buoy.

(16) Lubec is a small town on the west side of Lubec

Narrows. Its principal industry is fishing. The most

prominent features are a tall church spire and a blue

water tank on the hill in the town, both of which are

visible from Friar Roads and Quoddy Narrows. A prominent school and its gymnasium are about 700 yards

westward of Mowry Point.

Tides and currents

(17) The mean range of tide at Lubec is 17.5 feet, but

tidal ranges of over 20 feet are not uncommon. For current predictions see the Tidal Current Tables.

North Atlantic Right Whales

(18) The Bay of Fundy is a feeding and nursery area for

endangered North Atlantic right whales (peak season:

July through October). Mother and calf pairs and

groups of right whales may occur in the following areas: north along the New Brunswick coast, along the

Campobello-White Horse coast, the Lubec Narrows,

the Wolves and along the Grand Manan coast; close to

shore from White Head to Swallowtail. (See North Atlantic Right Whales, indexed as such, chapter 3, for

more information on right whales and recommended

measures to avoid collisions with whales.)

(19) U.S. Customs and Immigration officers are stationed at the Roosevelt Memorial Bridge 24 hours daily.

(20) There is a recreational floating pier with water and

electricity about 0.2 mile north of the Roosevelt Memorial Bridge.

(21) A 170-foot-long L-shaped commercial fishing

wharf with a 62-foot face is on the north waterfront.

The depths alongside were reported to be 14 feet, with 6

feet along the outer face. A public small-craft launching ramp with an adjoining float landing is about 250

yards eastward of the wharf.

(22) The harbormaster may be contacted through the

town hall.

(23) There are no regular repair facilities at Lubec. Due

to the large tidal range, boatmen usually ground out

their vessels for below-the-waterline repairs. Diesel

fuel is available by truck at the commercial fishing

wharf on the north side of the town. Ice, provisions, and

limited marine supplies are available in Lubec. The

town has no public transportation.

(24) Pilotage is compulsory.

(25) Johnson Bay, on the northwest side of Lubec, is a

well-sheltered and frequently used anchorage. The approach from southward is through Quoddy Narrows

and Lubec Narrows, and the approach from northward

is through Friar Roads.

(26) The southwestern part of Johnson Bay is shoal for a

distance of 0.5 mile from its head. A shoal covered 17

feet is near the middle of the bay, and another shoal

covered 11 feet is 350 yards off the eastern shore. An

aquaculture site is close south-southeastward of

Rodgers Island in about 44°51.8'N., 67°00.2'W.

(27) Popes Folly is a thinly wooded islet 0.3 mile

north-northwest of Mulholland Point. The bar that extends southeastward from the islet to Campobello Island has a depth of 15 feet, and vessels bound

southward to Lubec or through Lubec Narrows cross it.

The ledge that extends northeastward from the islet is

marked at its outer end by a buoy.

(28) Dudley Island, 0.3 mile northwestward of Popes

Folly, is high and mostly grass covered. A causeway

connects it with Treat Island, 0.2 mile northward.

(29) Treat Island, largest of the islands between Lubec

Narrows and Eastport, is high and grass-covered on the

south end and wooded on the north end. Burial Islet,

small and grass-covered, is 300 yards northwestward

and bare. Gull Rock is 400 yards westward of Treat Island. The former Government wharf on the west side of

the island near its north end has a depth of about 14

feet alongside.

(30) Estes Head Cargo Terminal is on the west side of

Estes Head. The terminal can accommodate ships up

to 900 feet. Depths of 43 feet have been reported alongside the pier.

(31) Broad Cove, which makes into the south shore of

Moose Island west of Eastport, is a good anchorage.

The head of the cove is shoal for a distance of 0.2 mile.

Rocks, which uncover, extend 300 yards southeastward

and southward from Shackford Head, on the western

side of the entrance, and are marked at their south end

by a buoy. The stacks of the reduction plants on the east

side of the cove are conspicuous. Each of the two

fish-reduction and aquaculture plants has a pier used

for unloading fish products. The southernmost pier has

a reported 22 feet alongside.

174 ■ Chapter 4 ■ Coast Pilot 1
Quoddy Narrows to Calais, Maine ■ Chapter 4 ■ 175

(32) Deep Cove is the first cove to the northwestward of

Broad Cove on Moose Island. A wharf in the cove is in

ruins and is no longer usable. A T-shaped pier about

400 feet in length, with floating docks in the summer

and a reported depth of 12 feet alongside its outer face,

is on a former seaplane launching ramp on the southeastern side of the cove. It is used by an adjacent marine vocational school. A 60-ton travel lift and a repair

facility for small vessels are available.

(33) Snug Cove, on the west side of Campobello Island

eastward of Dudley Island, is of no importance except to

small craft. Between Snug Cove and Dudley Island is an

unmarked rock covered 13 feet. Vessels entering Friar

Roads from the southward pass on either side of the unmarked rock.

(34) Friars Head, to the north of Snug Cove, is on the

south side of the entrance to Friars Bay, on the western

side of Campobello Island. Friars Bay is used as an anchorage, and on its northern side is the village of

Welshpool, where small craft can find protection in all

weather at the government wharf, which has a 215-foot

face with 14 feet reported alongside. A light is on the

outer end of the wharf.

(35) For a distance of 1.3 miles from Welshpool, the

west shore of Campobello Island continues northward

to Bald Head, a point just south of which is a prominent circular hill 101 feet high. From Bald Head the

coast trends northeastward 0.6 mile to Man of War

Head, which is on the south side of the entrance to Harbour De Lute. The L-shaped breakwater-wharf, in the

cove near the northwestern end of Man of War Head,

has depths of 5 to 10 feet reported along the inner side

of its north face. A light, 23 feet above the water, is

shown from a skeleton tower at the outer end of the

breakwater. The basin behind the breakwater has been

dredged to depths of 7 to 5 feet.

(36) Harbour De Lute is used as an anchorage by small

vessels, but those without local knowledge should not

go beyond the 9-foot spot, known as Racer Rock, in the

middle of the entrance to the inner harbor. The inner

harbor is obstructed by fish weirs. Indenting the north

shore of Harbour De Lute east of Windmill Point,

which is on the north side of the entrance, are four

coves that are of little importance except to the fishing

industry.

(37) In Curry Cove, the northernmost, there is an

L-shaped wharf with reported depths of 5 feet along the

outer and inner sides of its 150-foot outer face. A light

is on the outer corner of the wharf. The wharf is unsafe

during strong southwest winds.

(38) The harbors on the west side of Campobello Island

are used as harbors of refuge by fishing vessels during

heavy easterly gales.

(39) Friar Roads (Eastport Harbor), which lies between

Moose Island and Campobello Island, is approached

from northward through Head Harbour Passage and

from southward through Quoddy Narrows and Lubec

Narrows. Friar Roads is the principal approach to

Passamaquoddy Bay and St. Croix River.

(40) Eastport, a city situated on the hilly east side of

Moose Island, is the easternmost deepwater port in the

United States. The docks of the port are along the waterfront on the east shore of the island. The principal

industries are forest products, lobstering, scallop harvesting, farming and harvesting salmon, and tourism.

Prominent features

(41) The principal landmarks are a blue standpipe, the

customhouse with its square tower, and the spire of a

church about 300 yards west-southwest of the customhouse. Numerous concrete pylon boundary markers on

the tops of the hills are also conspicuous.

(42) A dredged small-craft harbor for commercial and

pleasure craft is off the customhouse in Eastport. The

harbor is protected on its northerly and easterly sides

by a steel piling, solid fill, L-shaped breakwater–wharf

onto which fishing vessels can unload their catch into

trucks. In April 1984, depths of 13 feet and 9 feet were

available in the southern part and northern part of the

harbor, respectively. A town float with 10 feet alongside

is on the inner side of the breakwater at the north end

of the harbor. Boats usually moor along the inner face

of the breakwater. In fair weather, berthing is available

along the east and north seaward faces of the breakwater in depths of 36 feet and 61⁄2 to 10 feet, respectively.

Forest products are loaded along the east face. Electricity is available at all the berths, and diesel fuel can be

delivered by truck on short notice. The breakwater is

floodlighted at night. The harbormaster may be contacted through the town hall. A small-craft launching

ramp is in the northwest corner of the harbor. Additional small-craft berths are available 0.2 mile north of

the harbor.

(43) Deep-draft vessels may anchor about 0.5 mile off

the town with Cherry Island bearing 017° about 1.1

miles distant. The bottom here is broken and rocky, and

the tidal currents are strong. This anchorage is not recommended in easterly weather, when more favorable

conditions may be found on the opposite side of the bay

off Friars Bay or off Broad Cove on the west side of the

island. Anchorage in Deep Cove is not recommended

due to submarine cables.
(44) Clark Ledge, marked by a daybeacon, is about 0.5

mile north of the breakwater. Strong rotating currents

in the vicinity commonly set vessels onto Clark Ledge.

(45) Dog Island, 0.3 mile northwestward of Clark

Ledge, has a grassy top and a shelving ledge extending

about 100 yards off the high-water line of the island.

Dog Island Light DI (44°55.1'N., 66°59.3'W.), 35 feet

above the water, is shown from a skeleton tower with a

square green daymark. A red sector in the light covers

Clark Ledge; a fog signal is at the light.

(46) Whirlpools and eddies that are dangerous at times

for small boats are encountered between Dog Island

and Deer Island Point, 0.5 mile northeastward. They

are reported to be worst about 3 hours after low water.

Old Sow, the largest whirlpool in the Western Hemisphere, occurs at this location. Transit of large ships

through this area is usually planned for periods of relatively slack current.

Tides and currents

(47) The mean range of tide at Eastport is 18.4 feet.

Daily predictions are given in the Tide Tables. For current predictions see the Tidal Current Tables.

Weather, Eastport and vicinity

(48) July is the warmest month in Eastport with an average high of 72°F (22.2°C) and an average minimum

of 53°F (11.7°C). January is the coolest month with an

average high of 30°F (-1.1°C) and an average minimum

of 15°F (-9.4°C). The highest temperature on record for

Eastport is 96°F (35.6°C) recorded in July 1963 and the

lowest temperature on record is -23°F (-30.6°C) recorded in December 1933. Every month, except July,

has seen temperatures below 40°F (4.4°C) and every

month except June, July, and August has recorded temperatures below freezing (0°C).

(49) The average annual precipitation for Eastport is

41.3 inches (1049 mm) with an annual maximum during early winter and a minimum during mid-summer.

Precipitation falls on about 332 days each year. The

wettest month is November with 4.5 inches (114 mm)

and the driest, July and August, average only 3.1 inches

(79 mm). Snow falls on about 93 days each year and averages about 69 inches (1753 mm) each year. December

through March each average greater than a foot (305

mm) per year while February averages 18 inches (457

mm). One-foot (305 mm) snowfalls in a 24-hour period

have occurred in each month December through April.

Snow has fallen in every month except June through

September. Fog is present on average 112 days each

year with a minimum occurrence during mid-winter

and a maximum during July and August.

(50) (See Appendix B for Eastport climatological table.)

Pilotage, Eastport, Cobscook Bay and vicinity

(51) Pilotage is compulsory for all foreign vessels, and

for U.S. vessels registered in foreign trade with a draft

of 9 feet or more. Pilotage is optional for fishing vessels

and vessels powered predominately by sail.

(52) Two pilot associations serve the area:

(53) Quoddy Pilots, USA, Eastport, ME; telephone

207-263-6403; FAX 207-733-0936; or e-mail qpilot@

maineline.net.

(54) Quoddy Pilots, pilot boat MEDRIC II is a 48-foot

long black-hulled fishing vessel, and when on station it

displays International Code flag H by day and a white

light over red light at night. The pilot boat and station

monitor VHF-FM channels 14 and 16, and work on

channel 65A. The pilot boat cruising and boarding station is about 1 mile eastward of East Quoddy Head at

the north end of Campobello Island. Vessels are requested to locate the pilot boarding ladder on the port

side at the water's edge and make the best possible lee

for pilot boarding. Foul weather and sea conditions

may affect boarding time. A 24-hour estimated time of

arrival is requested.

(55) Arrangements for pilots are made by calling or

faxing the numbers previously mentioned, through

ships’ agents, by VHF-FM radiotelephone to the pilot

station, or calling Fundy Traffic on VHF-FM channel 14.

(56) Eastport Pilots USA, RRD#1, Box 12A, Gleason

Cove Road, Perry, ME 04667; telephone 207-853-6020,

FAX 207-853-6231; or e-mail gmorrison5@prexar.com.

(57) Eastport Pilots, pilot boat MEDRIC II is a 48-foot

long black-hulled fishing vessel. The pilot boat and pilot station monitor VHF-FM channels 14 and 16, and

work on channel 65A.

(58) Vessels are requested to make the pilot ladder ready

on the port side and make the best possible lee for pilot

boarding.

(59) The pilot boat displays International Code flag H by

day and a white light over a red light at night. Vessels

should rig on the leeward side a well lighted pilot ladder, safe with spreaders, about 1⁄2 meter above the water.

Pilots will board vessels day and night when weather

and sea conditions permit.

(60) Additional information about pilotage, towage, and

the port can be obtained from Eastport Port Authority

at P.O. Box 278, Eastport, ME. 04361, telephone

207-853-4614.

Towage

(61) Two tugs up to 2,400 hp are available at Eastport.

Quarantine, customs, immigration, and agricultural

quarantine

(62) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

176 ■ Chapter 4 ■ Coast Pilot 1
(63) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(64) Eastport is a customs port of entry.

(65) A former cannery wharf with a 65-foot face and 1 to

5 feet alongside, is 100 yards north of the breakwater;

fresh water may be available.

(66) The Port of Eastport offers general cargo dockage

at the Breakwater Pier. The 420-foot facility can accommodate vessels up to 700 feet in length with a draft up

to 36 feet. Water is available at the pier with prior notice; diesel fuel can be delivered by truck. Ice, groceries,

and limited marine supplies are available. A machine

shop in the port handles repairs to small-craft gasoline

or diesel engines. Electrical repairs can be made. Small

vessels are usually grounded out at high water for hull

repairs. There is a private facility for hauling out craft

up to 40 feet in length and a boatbuilder who makes

hull repairs; contact the harbormaster for additional

information.

(67) Eastport has no coastwise steamer service. An automobile ferry connects Eastport with Deer Island in

summer only.

(68) There is no railroad service to Eastport, but a good

highway parallels the St. Croix River to Calais. There is

an airport at Eastport which is used occasionally. Taxi

service provides the only connection with the coastal

bus service at Perry about 6 miles to the northwestward.

(69) Western Passage is between Moose Island and

Deer Island, the next large Canadian island

northwestward of Campobello Island, and connects

Friar Roads with Passamaquoddy Bay.

(70) Johnson Cove and Kendall Head are on the northeast side of Moose Island. An elevated tank painted silver just southward of Johnson Cove, a blue elevated

tank and a ground tank, close northwestward of it, at

Quoddy (Quoddy Village), are all prominent.

(71) Earth and rock causeways block the shallow passages north and south of Carlow Island, which is 0.2

mile northwest of Moose Island and 0.6 mile south of

Pleasant Point. A prominent red brick Indian mission

church with square belfry and numerous houses of the

Indian reservation are on Pleasant Point.

(72) Frost Island and Frost Ledge are at the northern

end of Western Passage and between Pleasant Point and

Gleason Cove, 0.9 mile to the northward. Frost Ledge

extends 0.4 mile offshore and is marked by a bell buoy.

Between Carlow Island and Frost Island, foul ground

extends as much as 400 yards from shore.

(73) The northeastern, or Deer Island, shore of Western

Passage is clear; indentations are Cummings Cove and

Clam Cove.

(74) The east coast of Campobello Island is mostly clear

and can be approached to within a reasonable distance

without danger.

(75) Local magnetic disturbance.–Differences of as

much as 51⁄2° from the normal variation have been observed off the east coast of Campobello Island.

(76) Herring Cove (Herring Bay), near the south end of

Campobello Island’s eastern shore, is a good temporary

anchorage for large vessels. Schooner Cove, midway

along the eastern shore, and Mill Cove, near the northern end, afford temporary anchorage for small craft. A

14-foot spot in the middle of the entrance to Mill Cove

is marked by a buoy off its eastern side.

(77) East Quoddy Head is the northeasternmost point

of Campobello Island. Head Harbour Light (44°57.5'N.,

66°54.0'W.), 58 feet above the water, is shown from a

47-foot white octagonal tower on the outermost rock.

The fog signal is on a small building just north of the

light.

(78) Head Harbour, between East Quoddy Head and

Head Harbour Island, 0.2 mile to the southeastward, is

one of the best-sheltered small–craft harbors in the

area. Excellent berthage is available on the westerly

side of the harbor about 1.2 miles above East Quoddy

Head Light at an L-shaped Government breakwater-wharf which is used by commercial fishing vessels.

The wharf has a 320-foot outer southeastern face with

17 feet reported alongside. Mooring poles are provided

eastward of the pier for pleasure craft. Diesel fuel is

available by truck and gasoline is reported to be available at Wilsons Beach. The harbor affords good anchorage and wet winter storage for small vessels. The

preferred channel into the harbor is northward of Head

Harbour Island. The channel south of the island,

shoaler and with numerous fish weirs, should not be

used without local knowledge. Shoals, marked by

buoys, are on both sides of the northerly channel about

0.6 mile above the entrance light. Fishing craft drawing 9 feet and more frequent the harbor.

(79) Wilsons Beach is on the northwest side of

Campobello Island about 2 miles southwestward of

East Quoddy Head. A small harbor behind a breakwater-wharf affords good protection. Depths of 7 feet are

reported along the outer part of the inner side. Crib remains are reported 200 feet west of the outer part. Gasoline and diesel fuel are reported to be available at the

wharf.

(80) Head Harbour Passage is a deep and clear fairway,

about 4 miles long, that follows the northwestern side

of Campobello Island from the sea to Friar Roads, opposite Eastport, where it joins Western Passage. The route

through Head Harbour Passage and Western Passage is

the one usually followed by vessels going to

Passamaquoddy Bay and St. Croix River.

Quoddy Narrows to Calais, Maine ■ Chapter 4 ■ 177
178 ■ Chapter 4 ■ Coast Pilot 1

(81) White Horse Island, bare, rocky, and 68 feet high,

is about 2.3 miles northeastward of East Quoddy Head.

The island, whitish in appearance and easily identified,

is a good mark for the approach to Head Harbour Passage.

(82) Little White Horse Ledges, close northeastward of

White Horse Island, are two dangerous unmarked submerged rocks about 250 yards apart. North Rock,

steep-to and covered 1 foot, is about 0.5 mile

northwestward of White Horse Island and is marked by

a buoy off its eastern side.

(83) White Island, 1.6 miles northward of East Quoddy

Head, has fringing shoals that extend as much as 400

yards from shore. A group of islets and shoals 0.5 mile

northwestward of the island includes Nubble Island,

Spectacle Island, and Hospital Islands.

(84) Spruce Island, 0.8 mile north-northwest of East

Quoddy Head, is steep-to on its eastern side. Islets and

shoals extend 0.8 mile westward of the island. The westernmost of these dangers are Tinkers Lower Ledge and

Tinkers Upper Ledge, about 300 yards northeastward

and 400 yards south-southwestward of Tinkers Island,

respectively. Each ledge is marked by a daybeacon.

(85) Black Rock, small and bare, covered at high-water

springs, and marked by a daybeacon, is 0.8 mile

west-northwestward of East Quoddy Head and 0.6 mile

southwest of Spruce Island.

(86) Casco Bay Island, 0.5 mile southwestward of Black

Rock and 0.5 mile from the nearest part of Campobello

Island, is 85 feet high. The eastern side of the island is

fairly steep-to, but ledges extend 300 yards off its northern end. Several shoals and ledges are within 0.3 mile

of the western side of the island, one of which about 0.3

mile to the westward is marked by buoys on its northerly and southerly sides.

(87) Green Island is about 0.4 mile southwestward of

Casco Bay Island. A 26-foot shoal, near the middle of

Head Harbour Passage and marked by a lighted buoy on

its eastern side, is 0.3 mile east-southeastward of Green

Island and 0.4 mile from the shore of Campobello Island. Sandy Ledge, 500 yards westward of Green Island,

is marked by a daybeacon.

(88) Popes Island is 0.5 mile southwestward of Green

Island. Shoals extend 300 yards southwestward of Popes

Island. Popes Shoal, unmarked and covered 9 feet, is 300

yards southeastward of the island. An unmarked 24-foot

rocky patch is about 700 yards southeastward of the island. About 0.4 mile westward of Popes Island is Chocolate Shoal, which is covered 9 feet.

(89) Indian Island, 109 feet high near its northern end,

is 0.4 mile eastward of Deer Island Point, the south end

of Deer Island. The channel between Indian and Deer

Islands is deep. A shallow bank, on which are three

islets, extends about 500 yards off the southeastern part

of Indian Island.

(90) Cherry Island, at the southeastern end of this bank,

is marked at its southeastern end by a light, 40 feet

above the water and shown from a red and white horizontally banded circular tower; a fog signal is at the

light.

(91) Passamaquoddy Bay is the large indentation in the

shore of New Brunswick east of the mouth of St. Croix

River. The principal entrance is by way of Western Passage, which has deep water and is comparatively free

from dangers.

(92) St. Andrews, a Canadian town in the east side of

the entrance to St. Croix River, has some commerce. A

large hotel with a red roof and tower is prominent. An

abandoned lighthouse is on the seawall at North Point

on the south side of the town.

(93) A dredged channel, with a depth of about 11 feet

and marked by buoys, leads to St. Andrews from the

southeastward. Western (Gut) Channel to the westward of the town had a depth of 4 feet in May 1978, and

is marked by buoys and a light. The anchorage, between

the town and Navy Island, can be used by light-draft

vessels.

(94) The L-shaped 848-foot government wharf with reported depths of 7 feet alongside its 152-foot outer face

is about 0.4 mile northwestward of North Point. A float

landing is on the eastern outer end. Gasoline is available by truck at the wharf. Some marine supplies are

available in the town and water and electricity are available on the wharf.

(95) St. Croix River extends north-northwestward for 8

miles from the southern part of Passamaquoddy Bay,

then turns westward between Devils Head and Todds

Point. The channel is deep and comparatively clear as

far as the turn, then is narrow and winding, and has a

controlling depth of about 16 feet for some 3 miles to

Hills Point (45°09'53"N., 67°13'33"W.).

(96) A dredged channel leads from above Hills Point to

Calais. In October-November 1977, the midchannel

controlling depth was 7 feet to Todd Point, about 4.2

miles above the mouth, thence 5 feet to Calais and St.

Stephen on the Canadian side of the border, except for

shoaling to 3 feet about 90 feet below the International

Bridge at Calais. The channel is marked by lights and

buoys, but is not maintained. The two buoys on the

north side of the channel at The Narrows, opposite

Whitlocks Mill Light 25, tow under during the

strength of the tide. Local knowledge is necessary for

the river above Whitlocks Mill.

(97) Small craft up to 40 feet in length can anchor in 14

feet on the west side of the channel just above
Whitlocks Mill Light, but larger craft should anchor off

Devils Head.

(98) The scattered remains of an old breakwater, which

uncover 12 feet in spots, extend southeastward across

the mudflats on the south side of St. Croix River for

about 300 yards from near channel Buoy 19. The mudflats, which uncover 11 feet, are opposite The Ledge, a

village on the north side of the river about 9.7 miles

above the mouth; caution is advised in this area.

Tides

(99) The mean range of tide is 19.2 feet at Robbinston

and 20 feet at Calais.

Ice

(100) St. Croix River above Robbinston is reported to be

closed by ice for about one or two weeks in February.

The channel to the oil wharf in Calais is usually kept

open by the tug and barge bound there. Quoddy Narrows and Eastport Harbor are never closed by ice.

Freshets

(101) Spring freshets sometimes cause the water to rise

above the level of the wharves at Calais and are accompanied by strong current. They are seldom noticeable

outside of the river.

(102) South Robbinston is at the head of Mill Cove, an

unimportant bight on the west side of the mouth of St.

Croix River.

(103) Liberty Point is 0.7 mile northward of Mill Cove.

Robbinston is a village just above Liberty Point. A red

brick chimney and large green building of an inactive

cannery are about 0.7 mile above the point. Red Beach

is a small village on the west bank about 3 miles north

of Robbinston.

(104) On the Canadian side of the river, about 0.3 mile

above Joes Point, the 3-story brick and concrete building and wharf of the Atlantic Biological Station of Fish

and Oceans Canada are conspicuous. The 580-foot

wharf has 17 feet alongside.

(105) St. Croix Island is in midriver off Red Beach. St.

Croix River Light (45°07'42"N., 67°08'02"W.), 101 feet

above the water, is shown from a 49-foot red and white

banded tower on the island. In 1968, a part of St. Croix

Island was established as a National Monument.

(106) Scattered shoals, covered and awash, which fringe

the island and extend southeastward 1.1 miles in

midriver, are marked on the east side by buoys. The

deeper and broader channel is eastward of the island

and the shoals. The channel between the shoals and

Little Dochet Island, a wooded islet midway between

the southern end of the shoals and the western shore, is

used considerably by local vessels, but it is not

advisable for strangers to use it as the dangers are not

marked.

(107) An L-shaped wharf, owned by the Canadian Government and known as Bayside, is on the east side of

the river about 1.9 miles northward of St. Croix Island.

In August 1984, depths of 27 feet were reported along

the 300-foot outer face of the wharf. Fish, food stuffs,

lumber, and wood pulp are handled. Water is available.

Pilotage for Bayside is not compulsory, but is highly

recommended. Local pilots board off Head Harbour

Light.

(108) Calais is a small city on the south bank of St. Croix

River, about 14 miles above the river mouth and 24

miles from Eastport. The city has no waterborne commerce. It is a railroad freight terminus, and the manufacture of woodworking goods and shoes are the

primary industries. There is a hospital in town.

(109) International Bridge, between Calais and St. Stephen, is a fixed highway bridge with a clearance of 9

feet at the head of vessel navigation on St. Croix River.

Small craft do not go beyond the pool above the bridge.

(110) Most of the wharves are in ruins and dry at low water.

(111) Calais is a customs port of entry. The customhouse

is at the American end of the bridge, as is the immigration office. The city has taxi service, and is also served

by a bus line from Boston. There is no harbormaster,

and no known local harbor regulations in force.

(112) The town wharf at Calais has depths of 4 feet reported alongside. At Todd Point, 1.5 miles below the

bridge, is a gravel small-craft launching ramp.

(113) There are no facilities on the American side of the

river for servicing small craft, but gasoline, provisions,

and some supplies can be obtained in town.

(114) Pilotage is not compulsory.

(115) St. Stephen is the Canadian town on the opposite

side of the river from Calais. Provisions of all kinds and

a limited variety of deck and engineroom stores can be

obtained. Minor repairs can be made by various machine shops in the town. The town has a hospital and

plants which manufacture building materials, steel

products, and candy. There is a telegraph office, bus

service, and freight rail connections. A public wharf

with float (45°11.5'N., 67°16.6'W.) at St. Stephen is

maintained from June to September. In 1984, depths of

3 to 6 feet were reported alongside the float.

(116) Canadian Customs and Immigration officers are

stationed at the International Bridge. St. Stephen is a

customs port of entry, and marine documents are issued.

(117) Cobscook Bay, extending westward from Moose Island, is large and irregular and has several arms. The

approach channel is between Moose Island and Seward

Quoddy Narrows to Calais, Maine ■ Chapter 4 ■ 179
Neck, about 0.6 mile southwestward. Local knowledge

is needed to navigate the arms of the bay because of the

numerous rocks and dangerous currents.

(118) The deepest draft using Cobscook Bay is 14 feet.

Strangers seldom enter. Local knowledge is recommended.

(119) Cobscook Falls, the western passage from Cobscook Bay to Dennys Bay, are reversing falls; a State park

is on Mahar Point at the falls.

(120) Good anchorage can be found in many of the arms

or coves in Cobscook Bay, but in most of the channels

the currents are too strong and the bottom is too rocky.

In the winter, ice obstructs navigation near Whiting at

the head of Whiting Bay (chart 13327) and Dennysville,

and in severe winters other parts of the bay also are affected.

(121) Bar Harbor, a shoal arm of the bay northwest of

Moose Island, can no longer be used as a shortcut between Cobscook Bay and Western Passage because the

eastern passages north and south of Carlow Island have

been closed by earth and rock causeways. An overhead

power cable crossing the entrance has a clearance of 45

feet.

(122) Pennamaquan River empties into Cobscook Bay

from northwestward about 4 miles west of Moose Island. The river has ample depth for about 1.7 miles

above the entrance, and the principal dangers are

marked by buoys. Low-water flats extend 0.8 mile

downstream from Pembroke, a town 3 miles above the

mouth of the river.

(123) Coastal oil tankers carrying 14 feet formerly used

the oil pier on Hersey Neck, about 0.8 mile west of Garnet Point, the southeastern extremity of Hersey Neck.

In 1979, the wharf was inactive and in need of repair.

Pilotage, Cobscook Bay

(124) Pilotage is compulsory in Cobscook Bay and

Pennamaquan River for foreign vessels and U.S. vessels

under register and a draft over 9 feet. (See Pilotage,

Eastport, Cobscook Bay and vicinity, indexed as such

earlier this chapter.)

(125) West Pembroke is about 0.8 mile southwest of

Pembroke and on the northwest prong of Pennamaquan River, which uncovers at low water. There is no

waterborne commerce and no wharves at West

Pembroke.

(126) Dennysville is a village about 1 mile up Dennys

River at the head of Dennys Bay, an arm of Cobscook

Bay. U.S. Route 1 highway bridge just above the mouth

of the river has a fixed span with a clearance of 14 feet.

There is no waterborne commerce, and the river is important only as a salmon fishing stream.

(127) Whiting is a village at the head of Whiting Bay,

which is an arm of Cobscook Bay. Low-water flats filled

with boulders extend about a mile below the village.

With local knowledge, small craft at high water can go

as far as the dam at the mouth of Orange River at the

village. The channel is unmarked and difficult to follow.

Currents

(128) In Grand Manan Channel, the flood current sets in

a general northeast direction and attains a velocity of

about 2.3 knots at strength. The ebb sets in a southwesterly direction with a velocity of about 2.4 knots at

strength. Daily predictions are given in the Tidal Current Tables.

(129) Less than 2 miles from the northern shore on the

approach to the entrance to Quoddy Narrows, the set of

the flood currents is more northward; about 1 mile

southeastward of West Quoddy Head the flood sets directly into the narrows. For a distance of 0.5 mile

southeastward of West Quoddy Head the currents are

dangerous because of swirls and eddies which, in a light

breeze, are apt to draw a vessel onto Sail Rock.

(130) Along the eastern side of Campobello Island the

flood current follows the trend of the shore in a northeasterly direction and the ebb sets in the opposite direction.

(131) In Head Harbour Passage the tidal current is said to

attain a velocity of 5 knots at times. The flood sets

strongly westward toward the islands about 1 mile

northward of Campobello Island. The direction of the

flood then changes more southward, following the general direction of the passage until nearly to Eastport,

where the set is more westerly, toward Western Passage

between Deer and Moose Islands, and toward the entrance to Cobscook Bay. The ebb generally sets in a reverse direction.

(132) Through Lubec Narrows, the flood current sets

northward, following the general trend of the channel;

southward of the narrows it has a velocity of about 4

knots at strength, but in the narrows it attains a velocity of about 6 knots during the spring tides. The ebb

sets southward, following the general direction of the

channel, and in the narrows has a velocity of about 8

knots during spring tides. Below the narrows its velocity is about 4 knots, and the set is in the general direction of the channel. The currents at strength form

dangerous eddies on both sides of the channel in the

narrows; these are avoided by keeping in midchannel.

The duration of slack in the narrows is only 5 to 15

minutes.

(133) Northward of Lubec Narrows, the first of the flood

current sets along the west shore of Campobello Island

eastward of Popes Folly; it afterwards sets more

180 ■ Chapter 4 ■ Coast Pilot 1
Quoddy Narrows to Calais, Maine ■ Chapter 4 ■ 181

westward, south of Popes Folly, and across the entrance

to Johnson Bay, meeting the flood from Friar Roads

westward of Treat Island, and both setting into

Cobscook Bay.

(134) The flood current sets northward into Western Passage; and off Deer Island Point, abreast Dog Island, it

forms whirlpools and eddies which are dangerous to

open boats. The whirlpools and eddies are strongest 2

to 3 hours before high water and during spring tides;

the flood then attains a velocity of about 6 to 7 knots.

The least disturbance is usually about 300 yards northward of Dog Island, where there is a comparatively narrow direct current which can be readily followed

between the whirlpools and eddies on either side. The

ebb sets southward but is weaker than the flood.

(135) Above Deer Island Point the flood sets northward

with decreasing velocity and follows the general direction of the channel with strong countercurrents and

eddies close to the shore, where the configuration of

the land is favorable. The ebb sets southward with reduced velocity and disturbance off Deer Island Point,

and the inshore reverse currents are less marked than

on the flood. For predictions, the Tidal Current Tables

should be consulted.

(136) In St. Croix River, the flood current sets northward

with countercurrents inshore on both sides where the

conformation of the land is favorable for them. The ebb

sets southward with less marked countercurrents. The

tidal current normally attains a velocity of about 2

knots between the mouth of the river and Devils Head

and 3 to 4 knots between Devils Head and Calais.

(137) In Cobscook Bay and its tributaries the tidal currents follow the general direction of the channels, but

in the coves there are strong reverse eddy currents, and

heavy overfalls form over the submerged rocks and

ledges. The velocity is estimated at 5 to 8 knots, and

some of the buoys are towed under when the currents

are at strength.
182 ■ Chapter 5 ■ Coast Pilot 1
Quoddy Narrows to Petit Manan

Island, Maine

(1) This chapter describes the rugged Maine coast,

with its numerous bays, coves, islands, and rivers, from

Quoddy Narrows westward to Petit Manan Island. Cutler, Bucks Harbor, Machiasport, Machias, Jonesport,

Milbridge, and several other coastal towns are discussed.

COLREGS Demarcation Lines

(2) The lines established for this part of the coast are

described in 80.105, chapter 2.

Charts 13325, 13394, 13392

(3) Grand Manan Channel, between the coast of Maine

and Grand Manan Island, is an approach from westward

to Quoddy Narrows and Passamaquoddy Bay. It is the

most direct passage for vessels bound up the Bay of

Fundy from along the coast of Maine. The channel varies in width from 5.5 miles abreast Campobello Island

to 10 miles abreast Southwest Head, the southern

point of Grand Manan Island. The western approach is

marked by Machias Seal Island Light, which also marks

most of the rocks and ledges that lie southwestward of

Grand Manan Island. With the exception of the dangers

between Machias Seal Island and Grand Manan Island,

and the 33-foot unmarked rocky patch known as Flowers Rock, 3.9 miles west-northwestward of Machias

Seal Island, the channel is free and has a good depth of

water. The tidal current velocity is about 2.5 knots and

follows the general direction of the channel. Daily predictions are given in the Tidal Current Tables under

Bay of Fundy Entrance. Off West Quoddy Head, the currents set in and out of Quoddy Narrows, forming strong

rips. Sailing vessels should not approach West Quoddy

Head too closely with a light wind.

North Atlantic Right Whales

(4) The Bay of Fundy is a feeding and nursery area for

endangered North Atlantic right whales (peak season:

July through October) and includes the Grand Manan

Basin, a whale conservation area designated by the

Government of Canada. (See North Atlantic Right

Whales, indexed as such, chapter 3, for more information on right whales and recommended measures to

avoid collisions with whales.)

Chart 13392

(5) Southwest Head, the southern extremity of Grand

Manan Island, is a high cliff. It is reported that the fogs

often hang close in to the Maine coast between Machias

Bay and West Quoddy Head, extending about one-third

the way across Grand Manan Channel.

(6) Machias Seal Island, 10 miles southwestward of

Southwest Head, is about 500 yards long and 28 feet

high. The island is steep-to on its western side. A drying

reef, on the end of islet, extends 0.4 mile northeastward. A covered rock is about 300 yards northward of

the islet. Depths of 20 feet 0.6 mile eastward and 29 feet

1.2 miles east-northeastward of the island are unmarked as is a 12-foot shoal, sometimes marked by a

tide rip, 0.3 mile southeastward of the island.

(7) Southeast Shoal, 1.2 miles southeastward of

Machias Seal Island, is covered 9 feet. This shoal breaks

in heavy weather and shows a rip during the strength of

the tidal current, which reaches a velocity of 3 knots. A

depth of 30 feet is about 450 yards southeastward of the

shoal.

(8) North Rock, 4 feet high and surrounded by shoal

water to a distance of 800 yards, is 2.0 miles northward

of Machias Seal Island. A 34-foot shoal spot is about 900

yards northeast of North Rock in about 44°32'30"N.,

67°04'48"W. Another shoal spot covered 25 feet is 1.4

miles eastward of the rock in about 44°32'18"N.,

67°03'16"W.

(9) North Shoal, covered 9 feet, is 1.6 miles northward

of the light. A depth of 40 feet is 700 yards northward.

The shoal breaks in heavy weather, and the whole area

is marked by tide rips. A lighted bell buoy is 0.4 mile

north of the shoal.

(10) Middle Shoal, 5 miles northeastward of Machias

Seal Island, is covered 17 feet, with deep water close-to.

The shoal shows a tide rip and breaks in heavy weather.

Quoddy Narrows to Petit Manan Island, Maine ■ Chapter 5 ■ 183
(11) Bull Rock, awash at low water and usually breaking, is 6.7 miles eastward of Machias Seal Island, and is

marked by a lighted whistle buoy. It is surrounded by

deep water. Little Shoal, a rocky patch covered 28 feet

and usually marked by a tide rip, is about midway between Bull Rock and Machias Seal Island. Guptill

Grounds, covered 29 feet and unmarked, are 1.2 miles

south-southwestward of Bull Rock.

Local magnetic disturbance

(12) Magnetic disturbance has been reported in the vicinity of 44°31.5'N., 66°55.0'W.

(13) Southeast Ledge, nearly 6 miles southeastward of

Machias Seal Island, covered 24 feet, shows a tide rip

and breaks in heavy weather. Middle Breaker, a 36-foot

patch, marked by tide rips, is 1.4 miles northwestward

of this ledge.

(14) Wallace Ledge, the northernmost of the Murr

Ledges, 3.4 miles northeastward of Bull Rock, uncovers

9 feet. A lighted bell buoy is northwest of the ledge.

(15) Eastward of this area are numerous reefs and

ledges. These dangers are described in Pub. No. 145,

Sailing Directions (En route), Nova Scotia, and the

St. Lawrence, published by the National Geospatial-Intelligence Agency, Washington, D. C. Some of the dangers are Murr Ledges, Halftide Rock, St. Mary Ledge,

Yellow Ledge, Cross Jack Ledge, Long Ledge, and

White (West) Ledge.

Chart 13394

(16) The coast southwestward between West Quoddy

Head and Moose Cove (44°44.2'N., 67°05.6'W.) is in

general rocky, wooded, and steep-to, and is indented by

several coves of slight importance. Along this stretch of

coast from West Quoddy Head to Long Point

(44°40.1'N., 67°09.3'W.), and particularly off Jims Head

(44°45.7'N., 67°03.0'W.), a very rough sea builds up

quickly when the wind is contrary to the tidal current

and small craft may find themselves beset and unable

to make the shelter of the coves without assistance. In

1986, a similar condition was reported to exist from

Long Point as far southwest as Cross Island.

(17) Carrying Place Cove, on the west side of West

Quoddy Head, has a few buildings at its head. Wallace

Cove, 1.9 miles southwest of West Quoddy Head Light

(44°48.9'N., 66°57.1'W.), and Hamilton Cove, 3 miles

southwest of the light, have no distinguishing features.

(18) Morton Ledge, covered 6 feet and marked by a

buoy, is 2.2 miles southwestward of West Quoddy Head

Light, and 0.3 mile offshore. Boot Cove, 4 miles

southwestward of the light, has a few small fishermen’s

houses at the head.

(19) Baileys Mistake, 5.5 miles southwest of West

Quoddy Head Light, appears from offshore to be a good

anchorage, but the holding ground is poor and it is not

a good harbor even though a few fishing boats moor

here. The village of South Trescott is at the head of the

harbor. Bailey Ledge, which uncovers 5 feet, obstructs

the western half of the entrance. A buoy marks the

southern side of the ledge. Jims Head, on the northeastern side of the entrance, is 160 feet high and prominent. A whistle buoy is 0.2 mile south-southeast of the

head.

(20) Haycock Harbor, the head of which is The Pool, is

6.3 miles southwestward of West Quoddy Head Light.

The Pool is sometimes entered by small craft at high

water. The depth inside is reported to be 7 feet. Sandy

Cove is an open bight just southwestward of the harbor.

(21) Moose Cove is 7.8 miles southwest of West Quoddy

Head Light. Eastern Head, the eastern extremity of the

north entrance point, has a 198-foot hill behind it. The

Porcupine, a distinctive 280-foot hill, is 1.8 miles

northwestward of the head. Mink Islet, and Little Mink

Islet, 6 feet high, are on Eastern Head Ledges, which

extend over 0.2 miles offshore. Little Moose Islet, 10

feet high, is 250 yards northward of the ledges.

(22) Moose River, at the head of Moose Cove, bares at

low water. There is a small wharf on the south side of

the river at its narrowest point. On the north side of the

river a rocky spit makes out, forming a natural shelter

for small boats.

Chart 13392

(23) From Moose Cove to Little River, a distance of

about 6.5 miles, the coast has no features of importance. The several open, shallow coves include Bog

Brook Cove, Holmes Cove, Black Point Cove, and Long

Point Cove. Just north of Little River are Almore Cove

and Money Cove. An unmarked 13-foot spot is about

0.25 mile southward of Long Point.

(24) Little River is about 14 miles southwestward of

West Quoddy Head Light. In the middle of the entrance

is Little River Island, which is wooded and has rocky

sides. Little River Light (44°39'03"N., 67°11'32"W.), 56

feet above the water, is shown from a white conical

tower on the northeast corner of the island; a fog signal

is at the light. A bell buoy, 0.5 mile east-northeastward

of the light, marks the entrance to the harbor.

(25) A tree-covered islet on the north side of the entrance, about 350 yards north of Little River Island, and

two tree-covered islets off Western Head, on the south

side of the entrance, are conspicuous. About 0.5 mile

184 ■ Chapter 5 ■ Coast Pilot 1
westward of Little River Island, on the prominent point

on the south side of Little River, there is a conspicuous

white house; and on the north side, about the same distance in, there is a conspicuous white building with a

cupola in the village of Cutler.

(26) Little River is small, but is easy of access and is an

excellent harbor of refuge, sheltered from all winds and

with depths of 12 to 30 feet, good holding ground. The

channel leads northward of the light and has a depth of

about 28 feet. The anchorage just inside of Little River

Island is about 0.5 mile long and 0.2 mile wide. The

harbor is never obstructed by ice sufficient to prevent

vessels from entering.

(27) Eastern Knubble is the point on the northern side

of the entrance to Little River. Just south of Eastern

Knubble and 100 yards offshore is Little River Ledge,

which uncovers. A buoy westward of the ledge marks

the south edge of another small ledge. A ledge extends

100 yards from the south shore, just eastward of a

prominent point 0.5 mile west-northwest of Little

River Island. With these exceptions, there are no dangers in the harbor if the shores are given a berth of 100

yards. Numerous mooring piles are in the harbor and a

lobster car is some distance off the large wharf.

(28) To enter Little River, pass northward of Little River

Island, giving it a berth of 150 yards. Anchorage can be

selected anywhere in midchannel inside the island.

Small local craft anchor off the wharves in depths of 6

to 18 feet. The passage southward of Little River Island

has a rocky bar across it with a least found depth of 10

feet in midchannel. This passage should not be used by

strangers.

(29) Cutleris a village on the north shore of Little River.

Many fishing vessels and lobster boats base at the harbor, and it is a popular yacht haven. There are two

wharves with float landings; at the largest and westernmost, there is reported to be a depth of 10 feet. Gasoline, diesel fuel, ice, and water are available at this

wharf and gasoline at the other. Groceries and limited

marine supplies are available. Good roads lead to East

Machias and to Lubec. A harbormaster who supervises

the moorings lives at the shore end of the western

wharf.

(30) Between Little River and Little Machias Bay there

are no features of importance. House Cove, 0.6 mile

west of Western Head (44°38.7'N., 67°11.5'W.), the

point on the south side of the entrance to Little River, is

a small open bight extending somewhat behind Great

Head. Deer Island, 1.7 miles west-southwest of Western Head, is a small island close to shore. About 0.3

mile offshore in this vicinity is a series of ledges on

which depths as shoal as 13 feet are found.

(31) Little Machias Bay, 2.5 miles west of Little River

Light (44°39'03"N., 67°11'32"W.), is not used for an

anchorage as it is exposed to southerly and southeasterly winds and is close to Little River and Machias Bay,

both excellent anchorages. Little Machias Bay is 0.6

mile wide at the entrance, wider inside, and about 2

miles long. Black Ledges are bare islets 4 feet and 24

feet high in the middle of the entrance to the bay with

deep water close-to on both sides. Long Ledge, which

uncovers 14 feet, is in the middle of the bay 1 mile inside the entrance. Above Long Ledge the bay is much

obstructed by shoals and ledges, two of which are Upper Ledge and Widows Ledge; both uncover 13 feet. Ruins of fish weirs are reported in the bay. There are some

houses on the shores of the bay, but no wharves except

for small craft at high water. North Cutler is a settlement on the north shore of the bay.

(32) Old Man is a small but conspicuous rocky island 71

feet high and grassy on top, 0.5 mile southeastward of

Cape Wash Island off the entrance to Little Machias

Bay. Old Man is a good mark and may be safely approached as close as 400 yards.

(33) Cape Wash and Cape Wash Island are on the western side of the entrance to Little Machias Bay. Reefs extend about 0.2 mile south of the island. Just westward

of Cape Wash are Big Holly Cove and Little Holly Cove,

which are important only to small craft. Cutler Peninsula as far north as Sprague Neck and North Cutler is a

naval reservation. Numerous radio towers of various

heights on the reservation are conspicuous.

(34) Cross Island, 1.6 miles southwestward of Old Man,

is the large wooded island on the east side of the main

entrance to Machias Bay. A few unpainted shacks on

low, flat, Grassy Point, the northern extremity of the

island, are prominent when approaching Cross Island

Narrows from westward. Small thickly wooded Mink

Island is 0.2 mile off the northeast shore of Cross Island. From seaward, the most conspicuous mark on

Cross Island is a skeleton lookout tower on a hill at the

eastern end.

(35) Double Head Shot Islands, 0.5 mile eastward of

Cross Island, are surrounded by ledges that extend out

about 150 yards. The larger, southerly island is 84 feet

high. The northerly island is less conspicuous. A depth

of about 6 feet can be carried between the islands.

(36) Scotch Island, 100 yards eastward of Cross Island,

is 61 feet high.

(37) Cross Island Narrows is a channel leading into

Machias Bay northeast of Cross Island. Thornton Point

and Quaker Head are on the northern side of the passage. The channel is much obstructed by rocks, covered

or awash at various stages of the tide, and should not be

used without local knowledge. Small craft can go

through the narrows by closely following the chart and

not placing too much reliance on the floating aids,

which are apt to drag from station during heavy

Quoddy Narrows to Petit Manan Island, Maine ■ Chapter 5 ■ 185
weather. Dogfish Rocks, about 350 yards northward of

Grassy Point, uncover 8 feet. A buoy is north of the

rocks.

(38) Cross Island Narrows is seldom obstructed by ice in

the winter and consequently Northeast Harbor, the

cove southwestward of Mink Island, is much used as a

winter anchorage by small fishing boats. In November

1982, a ledge awash was reported on the west side of the

harbor in about 44°36'57"N., 67°17'20"W.

Chart 13326

(39) Northwest Harbor, a bight in the northwestern

shore of Cross Island, has depths of 21 to 54 feet but is

little used as an anchorage. A cable area extends across

the south half of the harbor.

(40) Seal Cove Ledge, extending 400 yards southwestward from Cross Island, has a least depth of 10 feet and

is marked on the southwest side by a buoy.

(41) Machias Bay, about 22 miles southwestward of

West Quoddy Head Light, is the approach to Machias

River, and the towns of Machiasport and Machias. The

bay is about 6 miles long and 1 to 3 miles wide, is easily

entered day or night, and affords well-sheltered anchorage for large vessels. The 2-mile-wide main entrance is between Cross Island on the east and Stone

Island on the west. Sheep are kept on several of the islands in Machias and Englishman Bays during the

summer.

(42) Libby Islands, in the middle of the entrance, are

two flat grassy islands connected by a bare ledge.

Sunken ledges extend about 300 yards off the southern

end of the southwestern island and about the same distance off the eastern shores of both of the islands.

(43) Libby Island Light (44°34.1'N., 67°22.0'W.), 91 feet

above the water, is shown from a 42–foot granite conical tower on the southwestern island. A fog signal is at

the light. The light is obscured from 208° to 220°. The

light is the principal guide to the entrance to Machias

Bay. This light and the buildings of the light station,

the numerous radio towers on Cutler Peninsula northward of Cape Wash (see chart 13327), and the domes of

the two radar towers on Howard Mountain (44°37.8'N.,

67°23.8'W.) are the prominent objects in the area.

(44) Several vessels have been wrecked on the eastern

side of Libby Islands during thick weather, indicating a

possible dead zone for sound signals to the eastward.

(45) Avery Rock is in the middle of the bay, 4 miles from

the entrance, and is marked by a light. It is the guide for

vessels bound up the bay. The best anchorages are in

Starboard Cove and in the head of the bay above Avery

Rock.

(46) A 452 - foot U.S. Navy oil handling pier with a

244-foot T-head, deck height, 16 feet, is on the east side

of the entrance to Great Pond Cove, about 2.2 miles

east-southeastward of Avery Rock. In 1975, 25 feet was

reported alongside the head.

(47) Ram Island and Foster Island, about 1.5 miles

west of the Libby Islands, are grass-covered and surrounded by ledges.

(48) Foster Channel, between Foster and Ram Islands,

is a narrow passage between Englishman Bay and the

western side of the entrance to Machias Bay. The

buoyed channel has a depth of about 18 feet.

(49) Starboard Island Ledge, 0.5 mile east of Foster Island, is covered 7 feet and marked by a buoy off its

southeastern end.

(50) Stone Island, 1.1 miles northwest of Libby Islands,

is wooded and has an 89–foot bare rocky face at the

south end. Stone Island Ledge, 0.2 mile east of the island and covered 8 feet, is marked by a daybeacon.

(51) Starboard Island, 0.7 mile west of Stone Island, is

70 feet high and grassy at the southwest end and

sparsely wooded at the northeast end, and has a conspicuous house in the western slope. Starboard Island

Bar, which uncovers 7 feet, connects the island with

the shore.

(52) Starboard Cove, on the western side of Machias Bay

2.5 miles northward of Libby Island Light, is formed on

the south by Starboard Island and the bar.

(53) Excellent anchorage, except in easterly weather, is

available in Starboard Cove in depths of 15 to 24 feet.

The cove is frequented by coasting vessels bound

through Moosabec Reach making anchorage for the

night. A good berth is in the middle of the cove, with

the north end of Starboard Island in line with the south

end of Stone Island, in depths of 18 to 21 feet. Small

vessels can anchor closer to the bar, provided they take

care not to shut out the north end of Stone Island by

the north end of Starboard Island. The cove is entered

eastward of Starboard Island, passing on either side of

Stone Island.

(54) Starboard is a small village on the western side of

Starboard Cove. A boatyard on the northwest side

makes engine and hull repairs. Some marine supplies

are available.

(55) Howard Cove, northward of Starboard Cove, is not

a good anchorage; the holding ground is poor and the

cove is exposed to southeast winds. Jasper Beach at the

head of the cove is composed of small stones of Jasper

quartz of all colors. There are no wharves. Broken

ground, including a rock which uncovers 4 feet, extends 0.3 mile southward and 0.7 mile eastward from

Howard Point, the eastern entrance point of the cove.

The eastern extremity of this broken ground is Seashore Ledge, covered 4 feet, and marked by a buoy.

186 ■ Chapter 5 ■ Coast Pilot 1
(56) Bucks Harboris a shallow cove in the west shore of

Machias Bay 4 miles northward of Libby Island Light.

Bar Island is on the northern side of the entrance to

the harbor, and Bucks Head is on the southern side.

Vessels should enter midway between Bar Island and

Bucks Head to avoid the fish weirs off the southern

shore. The small fishing village of Bucks Harbor is on

the slope westward of the harbor. Small vessels can anchor 200 yards off the southern side of Bar Island in

depths of 7 to 15 feet, or southeast of Bucks Neck where

depths of 5 to 7.5 feet were available in July-August

2002. The ruins of a footbridge, which formerly connected Bucks Neck with the settlement of Bucks Harbor, are on the western side of the harbor. On the

southwest side of Bucks Harbor, opposite Bar Island,

and 0.4 mile in from Bucks Head, is a 130–foot pier

with a 30–foot T–head and a float which has from 4 to 6

feet alongside. Gasoline is piped to the float. Another

140–foot pier with 4 to 6 feet alongside its float landing

is on Bucks Neck. Gasoline and diesel fuel are piped to

the float. Some marine supplies are available. An elevated shed on the end of this pier is prominent. Provisions and some marine supplies may be obtained at a

store in the village.

(57) Colbeth Rock, 0.7 mile east-southeastward of the

northern tip of Bucks Head, is covered 28 feet, breaks

in heavy weather, and is unmarked.

(58) All of the islands in Machias Bay above the entrance

are high and wooded, with rocky shores. Yellow Head,

0.4 mile east of Bar Island, is high, yellow in color, and a

good landmark. Chance Island, 0.8 mile eastward of

Yellow Head, is 123 feet high and wooded on its northern part. Bare Island is 0.2 mile north-northwest of

Yellow Head and northeastward of Bar Island. Salt Island, 137 feet high, is 0.6 mile north of Bare Island.

Round Island, 134 feet high, is 300 yards northeastward of Salt Island. Hog Island, 30 feet high, is 0.8 mile

northeast of Round Island.

(59) Larrabee Cove, largely dry at low water, and Indian

Cove are small indentations in the west shore of

Machias Bay northwest of Avery Rock. These coves are

of little importance. Good anchorage for vessels of 8

feet draft may be found on the flats between Salt Island

and Bare Island, near the entrances to the coves. The

ruins of a fishhouse and small wharf, nearly bare at low

water, are in Indian Cove. A rock, which uncovers 9

feet, in the middle of the cove, is the principal danger.

The small village of Larrabee is at the head of Larrabee

Cove.

(60) Holmes Bay, a large bight in the northeastern part

of Machias Bay and northeast of Hog Island, is shallow

and has extensive reefs. A seafood-packing plant and

wharf which dries at low water are on the north shore

of the bay. A white schoolhouse on the point close

eastward of the factory and a white church with belfry,

about 0.6 mile westward, are conspicuous. Most of the

bay dries at low water and is used only by fishermen.

(61) Machias River, which empties into the northwestern part of Machias Bay, has a narrow, winding channel

leading through flats that are mostly bare at low water.

The least depth in the channel to the town of

Machiasport is about 17 feet. Above Machiasport, the

channel has shoaled to less than 1 foot in the bend below Machias, but with local knowledge 2 to 3 feet can be

carried to Machias.

(62) A fixed highway bridge with a clearance of 25 feet

crosses the river about 2 miles below Machias. A

powerplant and milldam cross the river at Machias

Falls at Machias.

(63) The mean range of tide is 12.6 feet at Machiasport.

(64) In severe winters, Machias River is closed to navigation by ice, and drift ice will sometimes fill the bay

above Avery Rock. In ordinary winters the bay and river

are open to Machiasport.

(65) Machiasport is a town on the west bank of the

Machias River, 2.5 miles above the entrance. Prominent landmarks include a church spire, the cupola of

the town hall, northward and below the spire, the tall

metal stack of a cannery, and a white church with belfry

on the slope of the east bank of the river opposite the

town. The harbormaster can be reached through the

town clerk’s office.

(66) The cannery wharf has 8 feet reported alongside.

There is a boatyard with marine railways capable of

hauling out craft up to 50 feet long. Hull and engine repairs are available. A good road connects Machiasport

with U.S. Route 1, the main coastal highway, at

Machias.

(67) East Machias River, which empties into Machias

River from northeastward 1 mile above Machiasport, is

practically bare at low water at East Machias, a village

on the railroad 1.5 miles above the entrance. The channel is difficult and is little used except by small craft.

(68) Machias is a town of marked historical interest at

the head of navigation on Machias River. There is no

waterborne commerce. Most of the wharves are in ruins, dry at low water, and unsafe to lay at due to projecting underpinning. A town concrete ramp is on the west

side of the entrance to Middle River. The entrance to

the river is crossed by an earth-fill causeway with culvert openings. The Machias Boat Club is at Machias.

Gasoline, limited marine supplies, banks, groceries,

motels, a pharmacy, and hospital are available in the

town.

(69) Craft bound for Machias Bay and River from the

eastward should not attempt passage through Cross Island Narrows without local knowledge. With the aid of

the chart they should have no trouble passing

Quoddy Narrows to Petit Manan Island, Maine ■ Chapter 5 ■ 187
southward of Cross Island, and when clear of Seal Cove

Ledge, the buoyed ledge at the southwest end of the island, shape up the bay for Avery Rock. Pass either side

of the rock, preferably to the westward, passing eastward of Round Island, then head up for the river entrance, which is marked by a buoy on its southwestern

side. The chart is the guide.

(70) Approaching from the southward and westward,

vessels with the aid of the chart may pass either side of

Libby Islands and head up the bay for Avery Rock, keeping clear of Stone Island Ledge and unmarked Colbeth

Rock. Pass westward of Avery Rock and proceed as in

the preceding paragraph.

(71) Anchorage may be had anywhere between Avery

Rock and Round Island, or eastward or northeastward

of the latter at a distance not greater than 0.5 mile, in

depths of 30 to 45 feet.

(72) The channel in Machias River is marked by buoys

to about 0.8 mile below Machiasport and should be followed with the aid of the chart. The best time is at low

water when the flats are visible and the channel more

clearly defined. Small vessels often anchor in the channel off the wharves at Machiasport, or for a distance of

about 0.5 mile southward of the wharves.

(73) Above Machiasport, the channel that leads between

shoals which uncover is sometimes marked by stakes.

Local knowledge is necessary to carry the best water,

but strangers in small craft should have no trouble in

going to Machias on a rising tide with the aid of the

chart.

(74) Englishman and Chandler Bays form a large bight

in the coast between Libby Islands and Head Harbor Island. Roque Island, 6 miles west of Libby Islands, and

numerous smaller islands are in the middle of the

bight. The bays join northward of Roque Island and

form a good anchorage, with depths of 18 to 32 feet and

good holding ground.

(75) Englishman Bay, northward of Roque Island, has

numerous dangers, most of them unmarked, in the approach to the anchorage northward of Roque Island,

but the buoyed channel is broad and is easily followed

in daytime and in clear weather with the aid of the

chart. The principal entrance to the bay from eastward

is between Scabby Islands on the east and The Brothers

on the west, and affords a straight channel to Shoppee

Island above which is the anchorage. The principal

dangers are Scabby Island Ledge, Codhead Ledge, Halifax Island Reef, and Boundary Ledges.

(76) The bay may be entered from Machias Bay through

Foster Channel. Vessels from westward, bound to the

anchorage at the head of Englishman Bay or to Chandler River, usually pass through Chandler Bay. Foster

Channel and the adjacent islands have been discussed

previously.

(77) Scabby Islands, on the eastern side of the main entrance to Englishman Bay, are grass covered. A 93–foot

mound on the larger Scabby Island is the most prominent mark in approaching Foster Channel from westward. Sheep are kept on Scabby Islands and several

other islands in the bay. A covered rock is 400 yards

north of Scabby Islands. Scabby Island Ledge, awash at

low water and unmarked, is 250 yards southwestward

of the islands.

(78) Codhead Ledge, awash at low water and marked by

a buoy, is 1.5 miles northwestward of the Scabby Islands.

(79) Shag Ledge, 0.9 mile eastward of Codhead Ledge,

has a low grass-covered islet 13 feet high on its western

end. The northeast end of the ledge is covered only at

high water, and the south end shelves off to 13 feet. An

unmarked shoal covered 5 feet is midway between

Codhead and Shag Ledges.

(80) Pierson Ledge, 0.4 mile northward of Shag Ledge

and 350 yards west of Point of Main, uncovers 4 feet.

(81) Hickey Island, 0.7 mile northwestward of Shag

Ledge and in the entrance to Little Kennebec Bay, is 38

feet high and partly wooded. Sheep are kept on the island. Small craft can find shelter in a small cove in the

north side of the island. A rock awash at low water is

250 yards off the east side of the island, and a ledge extends 200 yards south of the island. About 250 yards

north of the island is a shoal covered 7 feet.

(82) Little Kennebec Bay, which extends northward

from the eastern part of the Englishman Bay, is of little

commercial importance and is frequented mostly by

fishermen. Good well-sheltered anchorage can be

found in depths of 12 to 40 feet, soft bottom, northward

of Sea Wall Point, taking care to avoid the cable area

that extends northeast from it. However, this anchorage is seldom used, as nearby Machias Bay and Starboard Cove are much easier of access and are better

anchorages. There are fish weirs in the upper part of

the bay.

(83) The Brothers, grassy islands with rocky shores, are

on the southwestern side of the main entrance to Englishman Bay. A bell buoy is off the northeast end of The

Brothers. Shoaling to 3 feet extends 300 yards southwest from the islands.

(84) Green Island, 0.3 mile north of The Brothers, is

grassy. Green Island Ledge, partly bare at low water, extends 0.3 mile eastward from the island and is marked

by a buoy on its eastern side. A ledge, awash at high water, extends 200 yards westward from Green Island.

(85) Brothers Passage, between Green Island and The

Brothers, has a depth of 27 feet in midchannel.

(86) Pulpit Rock, 1 mile westward of The Brothers, is a

bare rocky islet. The southern and eastern sides should

188 ■ Chapter 5 ■ Coast Pilot 1
be given a berth of at least 300 yards, as a rock covered 7

feet is about 150 yards southeastward of it.

(87) Jumper Ledge, about 0.6 mile southward of Pulpit

Rock and covered 5 feet, is marked by a buoy. An unmarked 28–foot spot is 0.8 mile east-southeastward of

the ledge. Misery Ledge, covered 14 feet, about 0.6 mile

south-southeastward, is also unmarked.

(88) Halifax Island, 0.8 mile northwestward of Green

Island, is grass-covered with rocky sides, and has a

prominent mound at its western end. Anguilla Island,

Double Shot Island, Great Spruce Island, and Little

Spruce Island, all westward of Halifax Island, are

wooded. A rock, which uncovers 6 feet, is 350 yards

southeastward of Halifax Island. A bar with depths of 15

to 26 feet extends from Halifax Island to Green Island.

The current is reported to boil over the bar, and this

passage should be used with caution. An unmarked

29-foot spot is 0.6 mile east of Halifax Island.

(89) A rock that uncovers 7 feet is 300 yards southward

of Double Shot Island. Shag Rock, 500 yards eastward

of Double Shot Island, is 14 feet high and bare.

(90) Roque Island Harbor is formed on the north and

west by Roque Island and Lakeman and Bar Islands,

and on the south by Great Spruce Island and the islands

extending eastward to Halifax Island. The harbor affords shelter from all winds and is used by small vessels, but the holding ground is not good except in spots.

The best anchorage is in the western or northwestern

parts of the harbor where the bottom is soft.

(91) The best entrance to Roque Island Harbor is northward of Halifax Island across a rocky reef with spots of 5

to 10 feet. Kelp is reported to be visible at low water on

the reef.

(92) Lakeman Island, Bar Island, and Marsh Island are

off the east side of Roque Island and on the northern

side of the entrance to the harbor.

(93) To enter Roque Island Harbor, follow the chart

carefully, keeping clear of unmarked dangers in the entrance. The principal dangers in Roque Island Harbor

include a spot with 8 feet on it 0.2 mile off the middle of

the north side of Great Spruce Island, and unmarked

Seal Ledge, which uncovers 5 feet and is 300 yards

westward of the southern point at the eastern end of

Roque Island.

(94) Lakeman Harbor, on the northeast end of Roque Island Harbor, is a good anchorage for small craft.

(95) The Thorofare, connecting the southwest side of

Roque Island Harbor with Chandler Bay, has a depth of

8 feet and a reported covered rock in a narrow, crooked

channel. The bottom is visible in the shoaler parts of

the channel. The Thorofare is used considerably by

small vessels with local knowledge. Strangers should

avoid it.

(96) Bunker Cove, between Great Spruce and Little

Spruce Islands and the Thorofare, is a good harbor and

is used for winter storage of small craft. Small craft often anchor in its entrance just off the Thorofare.

(97) Shoppee Island (44°36.1'N., 67°29.4'W.), 2 miles

northwest of Halifax Island, is flat and wooded except at

the northwest end. Sheep are kept on the island.

Boundary Ledges extend northeastward from Roque

Island to within 0.4 mile of Shoppee Island. The rocks

at the outer end of the ledges, bare at low water, are

marked by a buoy.

(98) Shoppee Point is on the mainland 0.3 mile north of

Shoppee Island. A private wharf with a 45-foot outer

face is on the northwest end of the point; a depth of 9

feet is alongside the face.

(99) Roque Bluffs is a village 0.6 mile eastward of

Shoppee Point. The mouth of Englishman River,

southeast of Roque Bluffs, is crossed by a fixed highway

bridge with a clearance of 3 feet. The river bares at low

water above the bridge. The yellow bluffs at the mouth

of the river are prominent from the southward.

(100) Shorey Cove, a bight in the north shore of Roque

Island, has depths of 7 to 13 feet. The cove is a good anchorage for small vessels, but is little used. There are

no dangers if the southern and western shores of the

cove are given a berth of over 300 yards. There is a private landing in the cove on the east side of Squire

Point, the northwest extremity of Roque Island.

(101) Great Cove, on the northeast side of Englishman

Bay above Shoppee Point, has its entrance between

Pond Cove Island, 1 mile northwestward of Shoppee

Island, and Little Ram Island, 1 mile north of Roque Island. The entrance is clear of dangers with the exception of Lapstone Ledge, which uncovers 3 feet, 300

yards northward of Little Ram Island. Excellent anchorage may be had in depths of 10 to 17 feet, soft bottom, up to 0.6 mile westward or northwestward of Pond

Cove Island. The part of the cove northward of Pond

Cove Island is shoal. There are numerous fish weirs in

the cove.

(102) Chandler River, at the head of Englishman Bay, is

very narrow and crooked to the head of navigation at

Jonesboro, a village about 3.5 miles above the mouth.

The river is bare at low water at Jonesboro. There are

several fish weirs in the river. The channel is unmarked, and strangers should not attempt to enter

without local knowledge. Drafts of 14 feet have been

taken to Kilton Point, about 1.5 miles above the

mouth. The only traffic to Jonesboro consists of small

boats engaged in fishing and clamming. On the northeast side of the river, 0.5 mile above Kilton Point, are

the ruins of a clam factory. Small boats sometimes venture up the river to the highway bridge, above which

Quoddy Narrows to Petit Manan Island, Maine ■ Chapter 5 ■ 189
are the ruins of a former dam; rapids are above the ruins.

(103) Ice closes Chandler River to Kilton Point from

about December to April. It is reported that the river

seldom freezes below Deep Hole Point, 0.3 mile southeastward of Kilton Point, but in extreme winters the

bay is said to have been frozen as far as Roque Island.

(104) Mason Bay, extending westward from the head of

Englishman Bay, is practically bare at low water and

has many rocks inside the entrance. An unmarked

channel with a depth of 13 feet leads to the entrance

from southward. The northern entrance is foul. The

small settlement of Mason Bay is on the south side of

the bay just inside the entrance. Fish weirs are numerous in the vicinity.

(105) Chandler Bay, on the west side of Roque Island, extends northward from Mark Island to Squire Point

where it joins Englishman Bay. A channel leads eastward of Ballast Island and around Squire Point into

Englishman Bay and Chandler River. The principal

dangers are buoyed, and the channel can be followed

readily during daytime in clear weather with the aid of

the chart. The bay is the approach from the westward to

Chandler River and the anchorage in Englishman Bay,

and is the one generally used by strangers. There are no

good anchorages in the bay until north of Roque Island.

Care should be taken to avoid the unmarked 17-foot

rocky patch in the southern entrance 0.7 mile westward of Little Spruce Island.

(106) There are numerous dangers off Chandler Bay. Big

Breaking Ledge, a pinnacle awash at low water, is on

the western side of the approach from sea, 0.2 mile

eastward of Head Harbor Island. Little Breaking Ledge,

covered 9 feet and marked by a lighted gong buoy 200

yards east-northeast of it, is about 0.4 mile

north-northeastward of Big Breaking Ledge. Black

Rocks (Eastern Ledges), about 600 yards long, are 1.4

miles south of Great Spruce Island. At the easterly end

of Black Rocks is a rock that uncovers 4 feet, and at the

westerly end is a rock covered 3 feet. East Black Rock,

0.7 mile northeastward of Black Rocks uncovers 10 feet

and is marked by a daybeacon and almost always by a

breaker. West Black Rock, covered 7 feet, is 400 yards

southwest of Black Rocks. A buoy is about 100 yards

southwest of the rock.

(107) In Chandler Bay, Great Spruce Ledges are close to

the south side of Great Spruce Island; the southernmost rock is 3 feet high. Wallace Ledge, 350 yards off

the southwestern side of Little Spruce Island, uncovers

4 feet. Ballast Island, on the western side of the main

channel through Chandler Bay and 0.9 mile west of

Roque Island, is grassy; a buoy marks the eastern end of

Ballast Island Ledge, which extends 200 yards eastward of the island. Roque Island Ledge, marked by a

buoy at its western end, extends 700 yards off the west

side of Squire Point. Just above Squire Point, Great Bar

extends from the western shore of Chandler Bay for 0.5

mile. The buoy off the end of the bar marks the western

side of the channel into Englishman Bay.

(108) Vessels bound into the anchorage northward of

Roque Island, either through Englishman Bay or

Chandler Bay, should have no difficulty, with the aid of

the chart. Due regard should be given to the many unmarked dangers and the necessity for caution if the waters are unfamiliar.

(109) Moosabec Reach is the narrow passage west of

Chandler Bay leading between the mainland on the

north and the group of islands on the south from Chandler Bay to Tibbett Narrows. The passage is an important thorofare and is much used in the daytime by

vessels drawing up to 10 feet; a draft of 21 feet can be

taken through at high water. Mark Island, 123 feet high

and heavily wooded, is the prominent guide to the eastern entrance, and Nash Island Light (see chart 13324)

to the western approach. Kelley Point is the northeastern entrance point on the mainland, 1.2 miles west of

Mark Island.

(110) The channel in Moosabec Reach is well marked.

With local knowledge, a depth of about 11 feet can be

carried. Vessels can readily follow the channel in daytime with the aid of the chart in clear weather, but

strangers should not attempt passage at night. Emms

Rock Light 9 (44°31'45"N., 67°33'56"W.), 28 feet above

the water, is shown from a gray skeleton tower with a

square green daymark on the south side of the channel.

The light is on the north end of the stone breakwater

extending southeastward to Nova Rocks, about 0.25

mile south of Kelley Point. The breakwater uncovers

about 3 feet. A daybeacon is on Gilchrist Rock, 0.5 mile

west of Mark Island; and another daybeacon is on

Snows Rock, about 0.5 mile southwest of Kelley Point.

(111) A fixed highway bridge with clearance of 39 feet

crosses Moosabec Reach from Jonesport to Beals, about

2 miles west of Kelley Point. Lights in the center of the

span and on each side of the fender piling mark the navigation channel through the bridge.

(112) Vessels caught by fog in the reach anchor anywhere

in the channel where there is swinging room and the

bottom is soft.

(113) Pilots can usually be obtained from among the local fishermen.

(114) The mean range of tide is 11.5 feet. The tidal currents have considerable velocity in the dredged channel, particularly at the light on the stone jetty. The

current floods to the eastward and ebbs to the westward. Back eddies form with the beginning of the tidal

flow on each side of the bridge. This condition is caused

by the solid fill causeway approaches to the bridge. The

190 ■ Chapter 5 ■ Coast Pilot 1
channel is reported to have been ice-free in recent

years.

(115) Jonesport is a fishing village on the north shore of

Moosabec Reach. There is considerable trade in fish

and lobsters. Boatbuilding is important, especially

sport fishing boats in recent years.

(116) The bridge over the reach is prominent. Conspicuous on the north side of the reach are a green church

belfry, in West Jonesport; a large red brick two-story

schoolhouse; and the spire of a church and oil tanks,

about 0.8 mile eastward of the bridge and just westward

of Sawyer Cove. On the south side of the reach, the belfries of two white churches in Beals are prominent.

(117) A dredged channel, east of Jonesport, leads from

Moosabec Reach, between a breakwater on the east and

shore on the west, inside Sawyer Cove to an anchorage

basin with an 8-foot south anchorage and a 6-foot

north anchorage. In July 2007, the controlling depths

were 6.8 feet in the entrance channel, 6.7 feeet in the

south anchorage, and 5.1 feet in the north anchorage.

(118) Quarantine, customs, immigration, and agricultural quarantine. (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(119) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(120) Jonesport is a customs port of entry.

(121) Jonesport Coast Guard Station is on the north side

of Moosabec Reach, just westward of the bridge. The

wharf at the station has a depth of 14 feet alongside.

Gasoline and diesel fuel are available at two lobster

piers. The pier just east of the bridge has a reported

depth of 8 feet alongside its float landing; depths of 3

feet were reported alongside the float landing of the

pier on the west side of Sawyer Cove. A boatyard in a

cove about 0.7 mile eastward of the bridge builds boats

up to 45 feet in length and can haul out on skids boats

up to 40 feet in length for hull or engine repairs. Groceries and marine supplies are available in town. A

town launching ramp, pier, and float are on the west

side of Sawyer Cove; depths of 41⁄2 feet are reported

alongside. There are good roads to U.S. Route 1, the primary coastal highway.

(122) Beals is a village on the northern end of Beals Island, which is on the south side of Moosabec Reach opposite Jonesport. The main wharf at the northeastern

extremity of the island, close eastward of the bridge,

has 2 feet alongside. Diesel fuel, gasoline, provisions,

and limited marine supplies are available at the wharf.

In 1970, a clam processing plant was in operation close

eastward of the wharf.

(123) Beals Harbor is on the northwest side of Beals Island about 0.2 mile westward of the bridge. The fish

wharves in the harbor bare at low water. In December

2003, depths of 2.8 to 5.0 feet, with shoaling to 1.4 feet

along the southern edges, were available in the anchorage basin.

(124) There are several boatyards on Beals Island where

fishing craft up to 65 feet in length are built.

(125) Indian River and West River, extending northward

from near the western end of Moosabec Reach, have

crooked unmarked channels fringed by rocks. The

rivers are frequented only by local fishermen. There are

no landings except for small craft at high water.

(126) Wohoa Bay, 3 miles west of Jonesport, is the large

bay northeast of Moose Neck and south of Bickford

Point. Good anchorage is reported between Carrying

Place Island, 300 yards northeast of Moose Neck, and

Fessenden Ledge, in depths of 12 to 37 feet.

(127) Several islands are adjacent to the usual route

through the western part of Moosabec Reach. Pomp Island, 1.2 miles west of Beals Island, is wooded. A rock

awash and marked by a daybeacon is about 200 yards

west of the island. Hardwood Island, 0.5 west of Pomp

Island, also is wooded and has a house on the north end

and a prominent quarry on the south side. A 13-foot

shoal is in midchannel between this island and

Fessenden Ledge, 0.5 mile northwestward. Fessenden

Ledge uncovers 1 foot and is marked by a lighted bell

buoy. Shabbit Island Ledge, 0.5 mile westward of Hardwood Island, uncovers 11 feet and is marked by a buoy.

Shabbit Island, 1.1 miles southwestward of Hardwood

Island, is low and wooded in the center and has several

small cottages on it; a buoy is 200 yards west of the island.

(128) Head Harbor is between Head Harbor Island, the

easternmost island of the group, and Steele Harbor Island. The harbor affords sheltered anchorage in depths

of 14 to 20 feet. It is small, and has unmarked rocks

bare at low water on both sides of the entrance and anchorage. Strangers are advised to use caution in this

area. The rocks of Man Island and Black Head, the eastern side of the entrance, are dark, while those on the

western side are light in color.

(129) Mistake Harbor, westward of Steele Harbor Island,

is small, but affords secure anchorage in depths of 20 to

42 feet. The entrance from southward is through Main

Channel Way, a deep but narrow channel leading between Steele Harbor Island on the northeast and Mistake Island and Knight Island on the southwest. With

care, the harbor may also be entered through Mud Hole

Channel.

(130) Moose Peak Light (44°28'28"N., 67°31'55"W.), 72

feet above the water, is shown from a 57-foot white

tower on the southeastern extremity of Mistake Island;

a fog signal is near the light.

(131) To enter Mistake Harbor through Main Channel

Way, give the south end of Steele Harbor Island a berth

Quoddy Narrows to Petit Manan Island, Maine ■ Chapter 5 ■ 191
of about 0.3 mile when southeastward of it and enter in

midchannel. When through the narrowest part of the

channel, select anchorage in depths of 20 to 42 feet between the northwest end of Knight Island and the buoy

0.5 mile northwestward of it, taking care to avoid a cable area that extends northwesterly from Knight Island. The buoy, in the middle of Mistake Harbor, marks

a rock that uncovers 1 foot.

(132) Green Island is the largest of the islands and rocks

extending northwestward along the south side of Mistake Harbor. Rocks awash at low water are 300 yards

northward and over 400 yards northwestward of the island. Two rocks covered 4 feet are 600 yards northwestward of the island.

(133) Eastern Bay is northward of Mistake Harbor between Head Harbor and Great Wass Islands; thorough

local knowledge is required to navigate the bay.

(134) Mud Hole Channel, 0.5 mile westward of Moose

Peak Light, leads northwestward to Mud Hole, which is

a narrow cove in Great Wass Island, and to the western

end of Mistake Harbor. Good anchorage is available for

small vessels at the entrance to Sand Cove and Mud

Hole, in depths of 14 to 30 feet, soft bottom.

(135) Black Ledges, on the southwest side of Mud Hole

Channel and extending about 1 mile in a southeasterly

direction from Little Cape Point on Great Wass Island,

consist of a group of rocks and ledges, some of which

uncover 10 feet. Channel Rock, the southeasternmost

of the Black Ledges, uncovers 14 feet. Freeman Rock,

600 yards southwestward of Channel Rock, is bare and

about 40 feet high.

(136) The principal dangers on the northeast side of Mud

Hole Channel are a rock which uncovers 5 feet, 150

yards off the southwest side of the island on the northeast side of the entrance, and the shoals west of Green

Island.

(137) Local knowledge is advisable for passage through

Mud Hole Channel from Mistake Harbor to the sea, or

northward through Eastern Bay to Moosabec Reach as

the dangers are numerous and unmarked. Passage can

be made in daytime only with the aid of the chart.

(138) In 1968, there were reported at least six abandoned,

broken-off weirs on the west side of Eastern Bay from

Mink Island north, most of them unbrushed and visible

only at near low water.

(139) Pig Island Gut Channel, a dredged channel

marked by buoys, leads from the head of Eastern Bay

through Pig Island Gut and Alley Bay into Moosabec

Reach. A dredged anchorage is adjacent to the channel,

south of Pig Island. In March 2004, the midchannel

controlling depth was 4.5 feet; depths of 4.1 to 6.0 feet

were available in the anchorage. A rock awash is close

southwest of the channel in about 44°31'04"N.,

67°35'38"W.; several rocks covered about 2 feet are

close eastward of the rock awash. In February 1984,

rocks awash were reported along the northeast channel

limit between Buoys 12 and 14.

(140) Great Wass Island, 1.5 miles westward of Steele

Harbor Island and southward of Jonesport, has a number of coves that are frequented by small craft. A lobster

pound is on the west side of the island in Black Duck

Cove, about 2.0 miles northward of Pond Point, the

southernmost tip of the island. During the spring and

fall, gasoline and diesel fuel are available at the pound’s

wharf which bares at low water. Sand Cove, on the east

side of the island about 2.5 miles northward of Pond

Point, is used by fishermen; Mud Hole, immediately

southward of Sand Cove, is occasionally used by fishermen for winter haul-out storage. There are a number of

boatyards on the island which build boats up to 45 feet

in length. Red Head, on the southern side of the island,

appears reddish from offshore.

(141) Western Bay, westward of Great Wass Island, has

numerous groups of islands which lie mostly in a

north-and-south direction. Between the groups are

passages leading to the western end of Moosabec Reach

that are used by vessels with local knowledge.

(142) Crumple Island, 0.4 mile southwest of Pond Point,

is a high, bare, rocky island with several nubbles. Fisherman Island, 0.2 mile northwestward of Crumple Island, and Browney Island, 1.2 miles northwestward of

Crumple Island, have rocks and ledges between them.

The passage between Great Wass Island and Crumple,

Fisherman, and Browney Islands has numerous unmarked covered rocks. A line of ledges and rocks extends from Browney Island to Great Wass Island. There

is a narrow channel with a depth of about 17 feet

through these ledges. Strangers, except in small craft

drawing less than 5 feet, should not attempt this passage.

(143) Egg Rock, a bare rocky islet 15 feet high, is 1.3

miles west-southwestward of Crumple Island. Between

the two are numerous rocks and ledges, including Curlew Rock, Green Rock, and Seal Rock. Drown Boys

Ledges, awash at low water, are about 0.7 mile northward of Egg Rock. Seahorse Rock, which uncovers 5

feet, is 0.4 mile southwestward of Egg Rock and is

marked by a lighted bell buoy about 0.2 mile to the

southwest.

(144) Outer Sand Island, 44 feet high, is 2.4 miles northwest of Egg Rock. Inner Sand Island, 54 feet high, is

0.6 mile north of Outer Sand Island. Both are wooded.

Stanley Ledge, 0.3 mile southward of Outer Sand Island, is 5 feet high, and Batson Ledges, 0.4 mile eastward of Inner Sand Island, are 22 feet high.

(145) Drisko Island, Little Drisko Island, and Stevens

Island, northward of Sand Islands, are wooded. Flat Island, 1.3 miles west of Outer Sand Island, and Green

192 ■ Chapter 5 ■ Coast Pilot 1
Island, 1.5 miles north of Flat Island, are comparatively low and covered with grass. Plummer Island, 0.4

mile east of Green Island, is 65 feet high and wooded.

(146) Black Rock is a 7-foot-high bare rock, 1.3 miles

southward of Flat Island and 2.1 miles southeastward

of Nash Island (chart 13324). An unmarked 35-foot

shoal is 2.7 miles southward of Black Rock.

(147) The passage between Seahorse Rock, Drown Boys

Ledges, and Ram Island on the east and the Sand and

Drisko Islands on the west has a broad channel in its

southern part, although there are unmarked dangers

on either side. The northern end of the passage on either side of Hardwood Island is foul, and the passages

should be used only with local knowledge.

(148) The passage westward of the Sand and Drisko Islands and Shabbit Island and eastward of Black Rock,

Flat Island, and Plummer Island is comparatively clear,

except for 28-foot spots 0.6 mile east and 0.3 mile

northeast of Flat Island. Another comparatively clear

passage (chart 13324) is westward of Black Rock, Flat

Island, and Green Island, and eastward of Big Nash Island. Both passages can be used in the daytime in clear

weather with the assistance of the chart.

(149) Tibbett Narrows is a narrow buoyed channel southward of Moose Neck on the sheltered inshore route for

vessels westbound from Moosabec Reach. It is about 1

mile southwest of the western entrance of the reach. It

is about 150 yards wide at its narrowest part and has a

depth of 36 feet. Wooded Tibbett Island is on its northwestern side, and wooded Ram Island is on its southeastern side. An unmarked 25-foot spot is off its eastern

entrance, and a 28-foot spot is on the north side of the

channel about 250 yards off Tibbett Island.

Chart 13324

(150) Eastern Harbor (44°30.5'N., 67°43.7'W.), on the

west side of Moose Neck, is a secure anchorage for

small vessels. The buoyed entrance is easily navigated

in the daytime. The harbor has extensive flats and

ledges, between which is a channel 200 yards or more

wide. Fish weirs and fish weir ruins, partly covered at

high water, are on both sides of the entrance.

(151) The anchorage with the best swinging room is in

depths of 18 to 22 feet in midchannel, about 0.4 mile inside Eastern Pitch, the point on the west side of the entrance. Craft of less than 9-foot draft can anchor in

depths of 9 to 15 feet in Otter Cove, which makes into

Moose Neck, 0.6 mile northeastward of Eastern Pitch.

Another good anchorage spot, in depths of 8 to 12 feet,

is 200 yards northwestward of the wharf on the east

side of the harbor, about 0.9 mile above the entrance.

(152) There are several rocky ledges that uncover in the

northeastern part of the harbor. The flats are soft mud

in places, and small craft sometimes are beached on

them. A reef which shows well at low water extends 400

yards southward and southwestward from the point on

the east side of the entrance. It is marked on its west

side by a buoy.

(153) The wharf of a seafood processing plant is on the

east side of Eastern Harbor, about 0.9 mile above the

entrance at the village of South Addison. Depths of 5

feet are reported alongside the wharf. Gasoline, water,

and limited marine supplies are available at the wharf

or in the village. Engine and hull repairmen are available in the village in an emergency. Boats are usually

grounded out for hull repairs.

(154) The approach is clear to Eastern Harbor, between

Tibbett Island and Ladle Ledges, if these islands are

given a berth of over 400 yards. From westward the approach is clear between the daybeacon south of Norton

Island and Pot Rock. The approach from Moosabec

Reach is through Tibbett Narrows. Enter the harbor

midway between the buoys at the entrance, staying

midchannel and keeping a sharp lookout for an old fish

weir on the eastern side of the entrance.

(155) Pleasant, Narraguagus, Harrington, and Pigeon

Hill Bays, which indent the coast between Nash Island

on the east and Petit Manan Island on the west, are the

approaches to the villages of Addison, Harrington,

Milbridge, and Cherryfield, all on tributaries of the

bays. These waters are frequented mostly by local fishing boats. The bays are separated by islands and rocks,

through which are several thorofares.

(156) Good anchorage can be found in Pleasant, Harrington, and Narraguagus Bays, the latter being used much

as a harbor of refuge.

(157) The mean range of tide is 11.8 feet at Addison, 11.1

feet at Trafton Island, and 11.3 feet at Milbridge.

(158) From December to April, ice usually forms on

Pleasant River and Harrington River to their mouths,

and very frequently on Harrington Bay. Ice seldom obstructs navigation in Narraguagus River except in January and February, during which time the river usually

is frozen to the mouth. In ordinary winters, the ice that

forms in these bays goes out with the tides.

(159) Pleasant Bay, 1.2 miles westward of Eastern Harbor and 6.5 miles west of Jonesport, is a secure anchorage and is easily entered in the daytime. Nash Island

and Big Nash Island, on the eastern side of the entrance to Pleasant Bay, are grassy. The tower of the former lighthouse on the west side of Nash Island is

reported to be prominent. A fairway lighted whistle

buoy is about 0.5 mile west of Nash Island. A ledge, the

southern end of which uncovers 10 feet, extends about

500 yards southward from Nash Island.

Quoddy Narrows to Petit Manan Island, Maine ■ Chapter 5 ■ 193
(160) There are numerous islands and ledges in Pleasant

Bay, but the important dangers are marked by buoys. A

channel with a least width of 0.5 mile, and with depths

of 36 feet or more, leads up the bay to the anchorages.

(161) Anchorage is available in depths of 30 to 36 feet

westward of Nightcap Island, a grassy island with a few

bushes on its north side 3.4 miles north of Nash Island,

and southward of Barton Ledge, a buoyed danger

awash at low water 0.4 mile northwest of Nightcap Island. A better anchorage, and the one used most frequently, is in depths of 14 to 18 feet southeastward and

eastward of Birch Islands, wooded islands 0.7 mile

north of Nightcap Island.

(162) No difficulty should be experienced approaching

Pleasant Bay anchorage during daytime in clear

weather with the aid of the chart. At other times it

would not be prudent for strangers to pass northward

of the vicinity of Nash Island, as there are no lighted

aids in the bay. If need for shelter demands it, craft can

proceed on a 344° course for 2.2 miles from the lighted

whistle buoy 0.5 mile westward of Nash Island, to a

temporary anchorage in 60 feet in the middle of Pleasant Bay.

(163) The Ladle is about 0.9 mile north of Big Nash Island, and 0.7 mile southwestward of the entrance to

Eastern Harbor. A grass-covered symmetrical 78-foot

mound at the northern end is conspicuous. Pot Rock,

0.4 mile southwestward of The Ladle, is 6 feet high and

bare.

(164) Flint Island, on the west side of the entrance to

Pleasant Bay and 1.8 miles northwest of Nash Island, is

75 feet high and wooded. The island is a private wildlife

sanctuary. Flint Island should be given a berth of 0.4

mile on its eastern and southern sides. Coles Ledge, 0.3

mile eastward of the island, is awash at low water and

marked on its eastern side by a buoy.

(165) Flint Island Narrows is a deep passage leading

from Pleasant Bay to Narraguagus Bay between Flint

Island and Dyer Island, 0.4 mile northward. The passage is used principally by fishing boats. The channel

has a width of only about 200 yards at its narrowest

part, but in clear weather with the aid of the chart little

difficulty should be experienced in its passage, having

due regard for the ledges that make out from the south

shore of Dyer Island. A buoy, on the northern edge of

the ledges making out from the northern end of Flint

Island, marks the eastern entrance to the narrows.

(166) Norton Island, on the east side of Pleasant Bay and

2 miles north of Nash Island, is grassy. Norton Island

Ledge, 400 yards westward of Norton Island, is 5 feet

high in spots and unmarked. The reef extending 400

yards southward from the island is partly bare at high

water and is marked by a buoy at its outer end.

(167) The channel between Norton Island and Cape Split,

0.4 mile eastward, is obstructed inside the entrance by

a small unmarked rocky patch, covered 9 feet. Northward of Norton Island the channel is restricted by rocks

and ledges.

(168) Bay Ledge, 0.7 mile south of Willard Point in the

northwestern part of Pleasant Bay, uncovers 10 feet.

Unmarked 13- and 15-foot rocky patches are 500 yards

northeastward and northward of it.

(169) Nightcap Ledge, unmarked and extending southward from Nightcap Island, uncovers about 5 feet at the

inner end.

(170) Bunker Ledge, 0.3 mile westward of the southern

Birch Island, uncovers about 5 feet and is marked on its

eastern side by a buoy.

(171) Raspberry Island and Mink Island, northward of

Birch Islands, are grassy. Fort Island is 0.5 mile north

of Raspberry Island.

(172) Pleasant River empties into Pleasant Bay from the

northward. The channel is marked by buoys and a

daybeacon from just below Look Point to within 0.7

mile of Addison. The river is seldom used except by fishermen, and the once extensive trade in lumber ceased

many years ago. Passage up the river is suitable for

small craft only, except with local knowledge, as the

river is reported to have shoaled in many places. Above

Addison, the river is still navigable to Columbia Falls,

but is seldom used except by small craft which can clear

the bridge just above Addison. Ice obstructs the river

from December to April.

(173) The West Branch of the river at Addison is closed

by highway fill and a bridge-dam which is fitted with

clapper valves that prevent the flood tide entering the

branch, but allow it to drain on the ebb and during

freshets. A small clam-processing plant is on the east

side of the entrance to West Branch.

(174) Addison is a village about 5 miles above the mouth

of Pleasant River. There is no waterborne traffic except

some fishing vessels. Gasoline and some supplies can

be obtained from a general store with a service station.

On the west side of the river, at the bend at Addison,

there are the ruins of a cannery and its wharf. A highway bridge, which has a channel width of 36 feet and a

clearance of 5 feet, crosses the river just above Addison.

It was formerly a swing bridge, but has been inoperable

for years.

(175) Columbia Falls is a village with a small shingle mill

5 miles above Addison. The falls and dam at the mill are

the head of navigation on the river. The village has railway and bus service, and gasoline and groceries can be

obtained here.

(176) Harrington Bay is separated from the upper part of

Pleasant Bay on the east by Ripley Neck and from

Narraguagus Bay on the west by Foster Island. The bay

194 ■ Chapter 5 ■ Coast Pilot 1
extends about 2.5 miles in a northerly direction to Harrington River. Good anchorage may be found in Harrington Bay in depths of 30 to 47 feet. The bay and

anchorage are seldom used except by local vessels.

(177) Strout Island, in the middle of the entrance to Harrington Bay from Pleasant Bay, is wooded. Strout Island Ledges,southeastward of Strout Island, uncover 9

feet; the south end of the ledges is marked by a buoy. A

rock awash at low water and marked by a buoy is 0.5

mile southeastward of Strout Island. Shag Islet, 0.3

mile northward of the island, uncovers 11 feet. The

channel between Strout Island and Otter Island, 0.2

mile southward, is called Strout Island Narrows.

(178) With the aid of the chart, small craft approaching

and entering Harrington Bay should have no trouble,

but larger vessels and strangers should not attempt it

without local knowledge.

(179) Dyer Island Narrows is a buoyed passage between

Dyer Island and Foster Island that connects Harrington Bay and Narraguagus Bay; the passage has a depth

of 8 feet. Note that the system of marking is from Harrington Bay to Narraguagus Bay; if entering the channel from Narraguagus Bay, odd numbers are on the

right. There are numerous dangers close to the channel, and the buoys must be followed closely. Local boatmen report dangers in this channel and that a boat

drawing 3 feet has struck boulders. Strangers should

not attempt passage through Dyer Island Narrows

without local knowledge.

(180) Chamberly Island, 2.5 miles north of Strout Island,

is at the head of Harrington Bay.

(181) Flat Bay and Mill River extending northwestward

from the head of Harrington Bay, are mostly bare at low

water and are seldom used except by boats engaged in

clamming.

(182) Harrington River, which empties into the head of

Harrington Bay from northward, has a narrow,

crooked, unmarked channel. The river shoals to a

depth of 1 foot near the town of Harrington, at the head

of navigation, about 4 miles above the mouth. A fixed

highway bridge with a clearance of 12 feet crosses the

river about 0.4 mile below Harrington. An overhead

power cable with a clearance of 48 feet crosses the river

on poles, about 0.3 mile below the town. A telephone

cable crosses on the same poles about 20 feet below the

power cable.

(183) The channel above Nash Point, 2.4 miles north of

Chamberly Island, is narrow and tortuous. Motorboats

and small fishing boats run up to the town at high water, but there are no arrangements for supplying them

with gasoline and water. There is an inactive blueberry

cannery and wharf on the north bank of the river, about

0.3 mile above the bridge, which is reported to have 2

feet alongside. The town has bus service. Ice forms in

the river and bay between December and April as far

down as Ripley Neck.

(184) The Harrington River Seed Mussel Conservation

Area, a Marine Protected Area (MPA), includes the waters of Harrington River and Flat Bay. (See Appendix C,

for additional information.)

(185) Narraguagus Bay is about 6.5 miles northward of

Petit Manan Island and 3.5 miles westward of Nash Island. The principal dangers in the channel are marked.

The lighted whistle buoy west of Nash Island, the light

on Petit Manan Island, and the lighted bell buoy eastward of Pond Island are guides for the entrance. The

bay is connected with Pleasant Bay by Flint Island Narrows, and with Harrington Bay by Dyer Island Narrows,

both of which have been described previously.

(186) The lower part of Narraguagus Bay is a well-sheltered anchorage, used as a harbor of refuge in all seasons by vessels up to 18-foot draft. The usual anchorage

for vessels seeking shelter in the bay is between Trafton

Island and Lower Middle Ground buoy in depths of 21

feet, soft bottom. Vessels of 10-foot draft or less sometimes anchor in depths of 14 to 17 feet north of Trafton

Island, about midway between it and the daybeacon on

Trafton Halftide Ledge. Vessels bound up to Milbridge

anchor in depths of 12 to 16 feet about 0.7 mile east of

Mitchell Point, with the cannery pier bearing 274°.

Good anchorage in a depth of 24 feet, soft bottom, may

be found about 0.4 mile northeastward of the

daybeacon on Trafton Halftide Ledge.

(187) Vessels should experience no trouble in approaching the anchorage in Narraguagus Bay with the aid of

the chart in daytime and in clear weather, but should

not go above Pond Island at night or above the anchorages in daytime without local knowledge.

(188) The Narraguagus Bay Seed Mussel Conservation

Area, a Marine Protected Area (MPA), includes the waters of Narraguagus Bay. (See Appendix C, for additional information.)

(189) Bois Bubert Island, 5 miles west-southwestward of

Nash Island, is on the western side of the approach to

Narraguagus Bay. The high wooded island has several

cottages along its western shore. Jerry Ledge, off the

southeast end of Bois Bubert Island, uncovers 2 feet. A

15-foot spot just south of this ledge is marked by a buoy

on its southern side.

(190) Jordans Delight Ledge, in the middle of the entrance to Narraguagus Bay and 1.6 miles east of Bois

Bubert Island, has a least depth of 2 feet. A 5-foot spot,

marked by a buoy, is at the south end of the ledge. Black

Ledge, at the northeast end of Jordans Delight Ledge,

uncovers 11 feet. The ground in this vicinity is very

broken.

(191) Mackerel Rock, unmarked and covered 10 feet, is

0.6 mile north-northeastward from Black Ledge. The

Quoddy Narrows to Petit Manan Island, Maine ■ Chapter 5 ■ 195
rock is slightly west of the range made by Black Ledge

and Petit Manan Light. Jordans Delight, 3.5 miles west

of Nash Island, is a rocky island 91 feet high and

sparsely wooded on top. Pond Island, 3.7 miles west of

Nash Island, shows from southward as a bare conical

hill 158 feet high. Narraguagus abandoned lighthouse

tower is on the eastern side of the island. This 18-foot

tower, white in color and connected with a dwelling, is

a conspicuous landmark easily seen to the eastward

and southward, but cannot be seen to west and northward of it, being hidden by the trees and high land behind it. A cupola of a house near the north end of the

island is conspicuous to northward. A lighted bell buoy

is 0.3 mile eastward of the tower.

(192) Douglas Islands, between Pond Island and Bois

Bubert Island, are wooded. Douglas Island Harbor is

north of the Douglas Islands and west of Pond Island.

The harbor has anchorage in depths of 24 to 35 feet, but

is seldom used, since better anchorage is available

above Trafton Island. Considerable sea makes into the

harbor in heavy southerly weather. The harbor is clear

except at its southwest end where Douglas Island

Ledge, which uncovers 3 feet in places, extends 350

yards northwestward from the middle Douglas Island.

(193) Entering Douglas Island Harbor northward of

Pond Island, pass northward and at least 0.3 mile westward of the buoy 0.3 mile north of the island. The harbor may also be entered from southward between the

islands; the best channel is between the wooded island

near the southwest end of Pond Island on the east, and

the easternmost of the three Douglas Islands and the

6-foot high bare rock 250 yards southward from it on

the west. Entering by this passage, avoid the

aquiculture site located immediately northwest of the

wooded island just southwest of Pond Island and two

rocks, which uncover, 125 yards southwestward of the

wooded islet 250 yards off the middle of the west side of

Pond Island.

(194) A narrow unmarked channel leads from Douglas

Island Harbor into the head of Pigeon Hill Bay. This

channel is bordered on both sides by rocks covered and

awash. The best water leads about 100 yards northward

of Currant Island, which is wooded in the center and

0.3 mile north of Bois Bubert Island. While this channel is much used by local fishermen who follow the fish

weirs as guides during the summer, it is not recommended for strangers.

(195) Shipstern Island, 0.5 mile west of Flint Island and

on the eastern side at the entrance of Narraguagus Bay,

is 95 feet high, round and wooded, and has rocky bluffs

on its south side.

(196) Tommy Island, 0.8 mile northwest of Shipstern Island, is low and sparsely wooded. Western Reef, extending 0.4 mile southward from Tommy Island, has a

bare rock 2 feet high on it and is marked by a buoy off

its south end.

(197) Trafton Island, 0.5 mile west of Tommy Island, is

84 feet high and wooded. There is a good channel on either side of Trafton Island. Trafton Island Ledge, in the

middle of the entrance to the cove on the north side of

Trafton Island, is a bare rock. Trafton Halftide Ledge,

0.6 mile northward of Trafton Island, is partly bare at

low water and marked by a daybeacon. In 1986, submerged piles were reported close east of the ledge.

(198) Lower Middle Ground, an extensive shoal on the

west side of the bay westward of Trafton Halftide Ledge,

is covered 2 feet and marked on its eastern side by a

buoy. A private pier with float landing is on the point on

the south side of Stover Cove, which indents the shore

westward of Lower Middle Ground and about 0.8 mile

southward of Mitchell Point (44°30.6'N., 67°51.4'W.). A

reef extends from the point close southeastward of the

pier. There is a lobster pound and wharf, dry at low water, on the south side of Smith Cove, immediately

northward of Stover Cove. Gasoline and diesel fuel are

piped to the wharf. Water is reported to be available.

(199) Wyman is a village on the western side of

Narraguagus Bay, 1.8 miles northwestward of Trafton

Island and westward of Mitchell Point. A 300-foot fish

cannery pier, with a reported depth of 6 feet at its outer

end, is on Mitchell Point. The aluminum painted metal

stack at the cannery is conspicuous. Water is piped to

the wharf; gasoline and diesel fuel can be delivered to

the wharf by truck. A good highway connects with

Milbridge.

(200) Narraguagus River empties into Narraguagus Bay

from the northward. A dredged channel, marked by

buoys, leads from the bay to the river, thence to an anchorage off Mitchell Point, thence to two anchorages in

the river off Milbridge and thence to the Milbridge

town wharf, on the east side of the river about 0.2 mile

eastward of the bridge. In 2004-December 2006, the

controlling depth was 10.3 feet to the Jordan Pier Town

Landing just above the lower anchorage; thence in December 2006-January 2007, the controlling depth was

5.5 feet to the town wharf except for shoaling to bare in

the upper portion of the turning basin at the head of

the project. In 2004-September 2006, the anchorage off

Mitchell Point had 9 feet available in the eastern part

and 2.4 feet in the western part nearest Mitchell Point.

Upstream, the lower anchorage had depths of 5.3 feet,

except for shoaling to bare along its western limit and

the upper anchorage nearest Milbridge had 5 feet in its

eastern part and depths of 4.5 feet in its western part.

The channel is narrow and crooked and leads between

flats that bare at low water. Strangers should navigate

the river on a rising tide. Old fish weirs, only part of

which show at low water, are on either side of the

196 ■ Chapter 5 ■ Coast Pilot 1
channel just above the fairway buoy off the entrance.

Care should be taken in entering to have this buoy

close aboard before heading up for the channel entrance, as the weirs are reported to be not visible at

high water.

(201) The mean range of tide is 11.3 feet at Milbridge and

is reported to be about 3 feet at Cherryfield, 4.5 miles

above Milbridge.

(202) Milbridge is a small town on the west side of the

river about 2 miles northward of Wyman. A cannery is

just inside the entrance to Wallace Creek, which empties

into the west side of Narraguagus River over the mudflats, about 1.6 miles above Mitchell Point. The cannery

wharf dries at low water, and the narrow crooked channel leading to it is marked by stakes.

(203) The Milbridge town wharf and float are on the east

side of the river, about 0.2 mile east-southeast of the

bridge. Depths of 8 to 10 feet are reported alongside the

wharf, but less than a foot at the float. The wharf is used

by fishermen to unload their catch for the cannery on

Wallace Creek. Diesel fuel is available by truck; no

other facilities are available at the wharf. A small-craft

launching ramp is just west of the wharf.

(204) Care must be taken in the river channel when passing the area between Buoys 13 and 15 to clear the ruins

of several piers and a wreck, which are on the west side

of the river and extend from the shore to the western

edge of the channel. The ruins consist primarily of submerged and partially submerged piling and timbers.

Part of the lower ruin, which was formerly known as

the upper steamboat wharf, is used occasionally by fishermen to unload their catch. A medical center is at

Milbridge, and gasoline, diesel fuel, water, groceries,

and limited marine supplies are available. U.S. Route 1,

the primary coastal highway, passes through the town,

and bus service is available.

(205) U.S. Alternate Route 1 highway crosses the river at

Milbridge on a highway fill and two bridges. The bridge

over the south channel has a swing span with a channel

width of 28 feet and a clearance of 5 feet. (See 117.1

through 117.59 and 117.529, chapter 2, for drawbridge regulations.) The bridge over the north channel

has a fixed span with a clearance of 5 feet. An overhead

telephone cable with a clearance of 25 feet crosses the

south channel at the swing bridge. The south channel

is used by craft when taking shelter in the anchorage

above the bridge during heavy weather. There is reported to be a depth of 15 feet in the anchorage just

above the bridge.

(206) The Narraguagus River above Milbridge as far as

the head of navigation at Cherryfield, about 4 miles upstream, is mostly full of boulders that uncover. It is seldom used by any craft. Small boats drawing 3 feet are

reported taken to Cherryfield at high water, and then

only with local knowledge.

(207) Cherryfield is a town at the head of navigation on

Narraguagus River. It has railway freight connections

and bus service. The town is a center of salmon sport

fishing. The primary industries in the town are a lobster trap plant, a lumbermill, and two blueberry canneries. An overhead telephone cable crossing the river

a short distance below the highway bridge has a clearance of 21 feet.

(208) Pigeon Hill Bay (44°26'N., 67°53'W.) is entered

eastward of Petit Manan Bar and northward of Petit

Manan Island. The bay is not difficult to enter by day

with the aid of the chart, but caution should be exercised to avoid the partly submerged fish weirs and fish

weir ruins along the shores of the bay. One particularly

dangerous fish weir is reported in the bay, about 0.2

mile eastward of Chitman Point (44°27.3'N.,

67°52.7'W.). The bay affords good anchorage in depths

of 12 to 24 feet, but is seldom used except by local fishermen. The channel is unmarked except at the southern entrance. The mean range of the tide is 11.1 feet in

the bay. The small settlement of Pigeon Hill is on the

west side of the bay, about 0.7 mile southward of

Chitman Point. Small boats anchor on the west side of

the bay off the settlement. There is a lobster pound and

float, which bares at low water, about 0.6 mile

northwestward of Chitman Point; gasoline and diesel

fuel are available at the float.

(209) Whale Ledge, 1.4 miles south of Bois Bubert Island

and on the east side of the entrance to Pigeon Hill Bay,

uncovers about 6 feet. A buoy marks a 13-foot rocky

patch 300 yards southward of the ledge.

(210) Egg Rock, 1 mile south of Bois Bubert Island,

shows at low water as a large ledge of dark boulders,

with several high parts that are always out of the water.

There is a narrow unmarked channel between Egg

Rock and Bois Bubert Island.

(211) Gull Rocks, extending 0.2 mile off the west shore of

Bois Bubert Island 1.4 miles northward of Egg Rock,

consist of a large outer ledge which uncovers 6 feet and

smaller ledges inshore. These rocks can be avoided by

keeping in midchannel.

(212) Pigeon Hill, conspicuous for some distance at sea,

is a 317-foot-high, bare-topped hill on the western

shore of the bay westward of Chitman Point.

(213) The thorofare connecting the head of Pigeon Hill

Bay with Douglas Island Harbor has been described

previously.

(214) Petit Manan Island, 7.7 miles southwestward of

Nash Island, is low and bare, and marked by several

buildings. Petit Manan Light (44°22.1'N., 67°51.9'W.),

123 feet above the water, is shown from a 119-foot gray

granite tower on the east side of the island; a fog signal

Quoddy Narrows to Petit Manan Island, Maine ■ Chapter 5 ■ 197
198 ■ Chapter 5 ■ Coast Pilot 1

is at the light. Petit Manan Reef, marked by a buoy at

its southern end, extends about 0.4 mile southward

from the island.

(215) Petit Manan Bar extends from Petit Manan Island

to Petit Manan Point on the mainland. The bar consists

of ledges and large boulders through which is a channel, marked by two fairway buoys, the westernmost a

bell buoy, that can be used by small vessels when the

sea is smooth. There is 13 feet in the channel which is

1.3 miles northwestward of Petit Manan Light and 0.9

mile southeastward of Petit Manan Point. The buoys

can be left close-to on either side.

(216) Inner Bar is another channel across the bar, 0.4

mile southeastward of Petit Manan Point; it is used by

small local boats at all stages of the tide, but it is unmarked and difficult, and should not be attempted by

strangers. The sea breaks along the whole length of the

bar with a swell or in heavy weather.

(217) The mean range of the tide is 10.6 feet on the bar.

The tidal currents set over it with considerable velocity,

the flood northeastward and the ebb southwestward.

(218) Green Island is 0.4 mile northwest of Petit Manan

Island. Petit Manan Pool, on the southeast side of

Green Island and north of Petit Manan Island, is a

small-boat harbor. The pool is bare at low water, but the

bottom is soft and boats ground out at low water.

(219) Simms Rock, 1.7 miles south-southeastward of Petit Manan Light, is covered 6 feet and marked on its

northwest side by a bell buoy. A rock covered 20 feet,

about 0.2 mile southeastward, is unmarked.

(220) Southeast Rock, 3.2 miles southeastward of Petit

Manan Light, is covered 5 feet and is marked by a

lighted whistle buoy. An unmarked 41-foot shoal is 1.7

miles southwestward of Southeast Rock.

(221) Jackson Ledge, covered 23 feet, is an unmarked

danger 2.6 miles east of Petit Manan Light.

(222) Tibbett Rock, 3.6 miles east-northeastward of Petit

Manan Light, is covered 12 feet and another rock, about

0.8 mile southeastward of it, is covered 10 feet; both

rocks are marked by buoys.

(223) Jo Leighton Ground, an unmarked danger covered

15 feet, is 2.1 miles northeastward of Petit Manan

Light.
Quoddy Narrows to Petit Manan Island, Maine ■ Chapter 5 ■ 199
200 ■ Chapter 6 ■ Coast Pilot 1
Petit Manan Island to Jericho

Bay, Maine

Chart 13312

(1) The coast between Petit Manan Point and Jericho

Bay is indented by Frenchman Bay, Blue Hill Bay, and

numerous smaller bays and harbors. Mount Desert Island, between Frenchman and Blue Hill Bays, is mountainous and is the highest land feature on the coast of

Maine. The summits are rounded, and several of them

are nearly the same height, making it difficult to identify individual peaks at a distance.

(2) Acadia National Park comprises the greater part of

the southern half of Mount Desert Island, particularly

the mountainous areas and the lower half of Schoodic

Peninsula on the eastern side of Frenchman Bay, including the scenic Schoodic Point, and part of Isle au

Haut. Schoodic Mountain, about 16 miles northward

of Schoodic Point, is visible for a good distance off the

coast.

(3) Mount Desert Rock, 17.5 miles southward of

Mount Desert Island and 11.5 miles outside of the nearest island, is a rocky islet about 20 feet high.

(4) Mount Desert Light (43°58.1'N., 68°07.7'W.), 75

feet above the water, is shown from a 58-foot conical

gray granite tower on the rock. A fog signal is at the

light.

(5) Columbia Ledge, 0.7 mile southward of the rock, is

covered 18 feet and unmarked.

COLREGS Demarcation Lines

(6) The lines established for this part of the coast are

described in 80.105, chapter 2.

Chart 13324

(7) The bight between Petit Manan Bar and Schoodic

Peninsula is the approach to Dyer Bay, Gouldsboro Bay,

and Prospect Harbor. Local fishermen are the principal

users of these waters. Vessels should use caution when

crossing broken areas where the charted depth does

not considerably exceed the vessel’s draft. The most important village is Prospect Harbor. Gouldsboro and

Steuben can be reached by small craft at high water.

(8) Moulton Ledge, off the entrance to Dyer and

Gouldsboro Bays and 3 miles westward of Petit Manan

Light, is awash at low water. A lighted bell buoy marks

the west side of the ledge. Broken ground, and several

unmarked ledges, are in the vicinity of Moulton Ledge;

vessels should avoid this area. An 18-foot spot, 0.6 mile

to the southward; a 23-foot rocky shoal, 0.3 mile to the

southeastward; and Stone Horse Ledge, covered 11 feet

about 0.8 mile to the northward, are all unmarked.

(9) Dyer Bay, westward of Petit Manan Point, has excellent anchorage in depths of 20 to 42 feet. The entrance, 3.3 miles northwestward of Petit Manan Light,

and the bay channel are unmarked and seldom used except by small local vessels. A group of ledges and rocks,

with narrow and deep passages between them, extends

from the westward partway across Dyer Bay entrance.

(10) A good passage nearly 0.5 mile wide is between Petit

Manan Point and The Castle (44°24.4'N., 67°55.2'W.),

the easternmost bare ledge. One mile above The Castle

the channel narrows to a width of 250 yards because of

rocks and ledges which extend out from both shores

and are covered 8 to 11 feet. Above this the channel

widens to 0.5 mile, and then narrows gradually to 400

yards westward of Sheep Island, 3.3 miles north of The

Castle. The least depth in midchannel is about 18 feet,

but a stranger should not attempt to enter at low water

with a vessel drawing more than 8 feet.

(11) Strangers can enter Dyer Bay with the aid of the

chart in clear weather in the daytime. Local knowledge

should be obtained before attempting it at any other

time, as there are many fish weirs covered at or near

high water.

(12) The mean range of tide is 10.9 feet. Tidal currents

are strong in the entrance of Dyer Bay, but follow the

general direction of the channel except near Dyer

Point, on the west side of the entrance, where they set

in and out of Gouldsboro Bay.

(13) The Castle, Bonney Chess Ledge, 300 yards west of

The Castle, and Little Ledge, 0.5 mile west of The Castle, are bare and lack distinguishing marks. Yellow

Birch Head, on the east side of Dyer Bay near the entrance and 0.7 mile northeastward of The Castle, is a

high bare bluff.

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 201
(14) Stanley Cove and Yeaton Cove indent the west side

of Dyer Bay, 0.7 mile and 1.5 miles northward of Dyer

Point, respectively. A commercial lobster pound with

service wharf is in each cove. Another lobster pound

with service wharf is in the unnamed cove, 0.5 mile

eastward of the north end of Sheep Island. Gasoline is

available at the wharves, which dry at low water.

(15) Carrying Place Cove extends southeastward from

Dyer Bay north of Sheep Island. The head of the cove,

300 yards from Pigeon Hill Bay, is soft mud and dries at

low water.

(16) Pinkham Bay, at the head of Dyer Bay, has numerous rocks and ledges. A narrow crooked channel with a

depth of 7 feet leads for some distance toward the head

of the bay which dries at low water.

(17) Dyer Harbor, a shallow bight in the upper part of

Dyer Bay, is dry at low water. It is located about 0.6 mile

northwest of Sheep Island and just westward of Goods

Point. There is a pier in the cove on the west side of

Goods Point, with 2 feet of water at the head.

(18) Gouldsboro Bay, separated from Dyer Bay by Dyer

Neck, is 4 miles northwestward of Petit Manan Light,

and 6 miles northeastward of Schoodic Island. Excellent anchorage may be had in depths of 12 to 54 feet.

The bay is the approach to the villages of Gouldsboro

and Steuben, 6.5 and 7 miles, respectively, above the

entrance. However, the approaches are unmarked and

used only by small craft at high water.

(19) The mean range of tide is 10.8 feet. Ice obstructs

navigation in the bay from December to March. In severe winters the bay is closed to the entrance. Clusters

of piling in the bay, the remains of old fish weirs, are

hazardous to small craft. It has been reported that most

of the weirs can be avoided by remaining in the middle

of the bay.

(20) Sally Islands, a chain of small islands and ledges,

extend across the entrance to Gouldsboro Bay. Included in the Sally Islands are Eastern Island, grassy

with tree stumps and 0.5 mile southward of Dyer Neck;

Bald Rock with sparse grass on it, 700 yards westward

of Eastern Island; Sally Island, rocky, with grass on top

and a small cottage and two lone trees on its northerly

side just southwestward of Bald Rock; and Sheep Island, thickly wooded in the center and 0.4 mile southwestward of Sally Island. Through the islands are two

navigable channels, Eastern Way and Western Passage.

When approaching from westward, care must be taken

not to mistake the passages as the islands are difficult

to recognize. The bay inside the islands is free from

outlying dangers, and the water shoals gradually

toward the head of the bay.

(21) Eastern Way leads into Gouldsboro Bay between

Eastern Island and Bald Rock. The passageway is about

300 yards wide between the 18-foot curves, and has a

spot covered 17 feet about 250 yards west of Eastern Island. A depth of 45 feet is available for a width of 75

yards in the channel between the 30-foot curves. The

channel has strong tidal currents; when the current is

ebbing, more especially with southerly and easterly

winds, small craft or those under sail alone should not

attempt the passage. The current sets diagonally across

the channel.

(22) Western Passage, with a least depth in the channel

of 16 feet, leads into the bay between Sally Island and

Sheep Island. The passage is about 100 yards wide and

is close along the eastern side of Sheep Island and westward of the ledges, bare at half tide, which extend about

500 yards west of Sally Island. It is not advisable for

strangers to attempt it. The tidal currents run true

with the channel and have a velocity of 2 to 3 knots at

strength.

(23) A passage from Dyer Bay to Gouldsboro Bay north

of Sally Islands is obstructed by a ledge, which uncovers, that extends 350 yards south of the southern extremity of Dyer Neck, and a shelving ledge covered 8

feet at the end extending 200 yards northeastward from

Eastern Island. The channel is about 75 yards wide between the 30-foot curves, and the controlling depth is

about 28 feet. The tidal currents have a velocity of 2 to 3

knots at strength through these passages, and in Eastern Way they set diagonally.

Routes

(24) Approaching Gouldsboro Bay from eastward and

entering through Eastern Way from off the fairway bell

buoy southward of Petit Manan Light, steer 310° for

4.5 miles until abeam of the southern tip of Eastern Island, bearing 040°, distant 550 yards, then steer 000°

through the passage. The tidal currents set across this

course with considerable velocity with the flood northeastward and ebb southwestward. Change course as

necessary to pass midway between Eastern Island and

Bald Rock. When inside the islands, steer 300° until

abeam of the south tip of Youngs Point, then stand up

the middle of the bay. The water shoals gradually toward the head, and anchorage can be had anywhere between the entrance and Point Francis by giving the

shores a berth of at least 500 yards.

(25) Approaching from westward and entering through

Eastern Way, from the lighted bell buoy off Schoodic Island, steer 046° for 4.4 miles, passing 0.4 mile southeastward of Little Black Ledge to a position where

Cranberry Point is in line with Prospect Harbor Point

Light. Then steer 028° for the eastern end of Eastern

Island until about 550 yards from the island, and then

round up to the northward to pass midway between

Eastern Island and Bald Rock. Then continue as directed in the preceding paragraph. Strangers should

202 ■ Chapter 6 ■ Coast Pilot 1
have no difficulty in making the passage with the aid of

the chart in clear weather in the daytime.

(26) Point Francis, on the western shore of Gouldsboro

Bay 3.2 miles above Sally Islands, is high and wooded,

and is prominent from the lower end of the bay.

(27) A lobster pier with float landing is on the east side

of the bay on Dolly Head, about 1.3 miles north-northeastward of Point Francis. Gasoline is available at the

float, and depths of 4 feet are reported alongside. A

group of submerged pilings is about 0.2 mile southwestward of Dolly Head. Another lobster pier, dry at low

water, is on the west side of the bay, nearly opposite

Dolly Head. Marine supplies can be obtained at a store

which is within walking distance of this pier.

(28) Joy Bay, a shallow body of water 1.5 miles long that

extends northward from Gouldsboro Bay, is entered

through The Narrows between Rogers Point and Garden Point. In December 1985, a visible wreck was reported in the entrance to Joy Bay in about 44°28.3'N.,

67°59.0'W. Two coves are at the head of Joy Bay.

Steuben Harbor extends northeastward, and Joy Cove

extends westward. The narrow, crooked, and unmarked

channels through Joy Cove and Steuben Harbor are

nearly bare at low water and are seldom used. Steuben,

a village at the head of Steuben Harbor, can be reached

at high water by vessels of 7 to 8 feet in draft. Groceries

and gasoline are available in the village.

(29) West Bay, a large shallow arm of Gouldsboro Bay,

extends northwestward from the bay for about 2.5

miles. The village of Gouldsboro, on the western side of

the bay near its head, is of no commercial importance.

The entrance has numerous ledges and rocks. The narrow, crooked, unmarked channel in the bay is nearly

dry at low water and seldom used.

(30) The West Bay Seed Mussel Conservation Area, a

Marine Protected Area (MPA), includes the waters of

West Bay and Grand Marsh Bay. (See Appendix C, for

additional information.)

(31) Corea Harbor is a small cove between Gouldsboro

Bay and Prospect Harbor. A number of islands including grassy Bar Island, partially wooded Outer Bar Island, and wooded Western Island, are off the entrance

to well-protected Corea Harbor. A rock that uncovers 6

feet about 300 yards southeast of Western Island is

marked on the southeast side by a gong buoy. An unmarked rock, covered 23 feet, is 0.7 mile southeast of

Western Island. Corea is a small village at the head of

the harbor. The principal industries are fishing and

lobstering. The most prominent objects are a church

spire and a group of houses at the head of the harbor,

and a gray cottage with red roof on Western Island,

which are visible for a considerable distance offshore.

(32) The unmarked channel into Corea Harbor leads to

the westward of Western Island and then along the

northeastern side of the entrance to an anchorage in

the middle of the harbor. A ledge extending from the

western side of the entrance is cleared by keeping close

to the northeastern side. Lobster pots, which are usually placed on the edge of the ledge, are a good indication of the location of the channel. In August 1979, a

rock awash was reported about 150 yards northwest of

Western Island in the approach to Corea Harbor. Kelp

growing on the rock was reported visible at low water.

Low water is the best time to enter.

(33) In June 2006, the controlling depths were 6.2 feet

in the channel to the anchorages, thence 5 to 8 feet in

the anchorages with lesser depths along the edges. The

harbor outside the limits of the anchorage has shoaled

considerably. The moorings in the harbor are administered by the harbormaster, who may be contacted

through either lobster wharf. A heavy surge is sometimes felt in the harbor in southerly winds.

(34) Ice usually obstructs the inner harbor from December to March, but fishing is carried on during the

winter from piers on both sides of the entrance to the

harbor.

(35) There are numerous piers in the harbor, most of

which dry at low water. A lobster wharf on the northeast side of the entrance has a float landing with 8 feet

reported alongside. Another lobster wharf, 75 feet long

on the western side of the entrance, has a float landing

with 6 feet reported alongside. Gasoline and diesel fuel

are available at both wharves.

(36) Prospect Harbor, 4 miles north-northeastward of

Schoodic Island and 6 miles northwestward of Petit

Manan Light, is a large deepwater bight, about 1.3

miles wide between Cranberry Point and Prospect

Point. It has ample depth and offers good anchorage for

the largest vessels, but is exposed to southerly and

southeasterly weather. A bell buoy is off Cranberry

Point.

(37) The town of Prospect Harbor is at the head of the

harbor. The upper part of the harbor is divided into two

coves by Prospect Harbor Point. Sand Cove, the eastern branch, has ample depth until near the head with

its west side obstructed by rocky ledges.

(38) The mean range of tide is 10.5 feet.

(39) Prospect Inner Harbor, the western branch of the

harbor, is used commercially on its western shore; the

upper half is obstructed by unmarked rocky ledges.

There is no shipping, but fishing and lobstering are

important.

(40) The houses around the head of the harbor, the spire

of the Community House, and a large green warehouse

are conspicuous. The radio antennae of the naval

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 203
communications station north of Cranberry Point and

the dome on Prospect Harbor Point are also

prominent.

(41) Prospect Harbor Point Light (44°24.2'N.,

68°00.8'W.), 42 feet above the water, is shown from a

38-foot white conical tower on the point. The former

residence buildings of the light station, now part of a

naval communications station, and the radio antennas

are conspicuous behind the light.

(42) Anchorage can be found according to draft anywhere in the outer harbor, and in soft bottom in the entrance to the inner harbor about 200 yards northward

of a line between Clark Ledges Daybeacon 5 and the

end of the cannery wharf on Clark Point.

(43) Little Black Ledge, awash and marked by a buoy,

Big Black Ledge, 5 feet high, and Old Man and Old

Woman, which partly uncover 5 feet, are ledges off the

entrance to Prospect Harbor. A bell buoy is off the

southwest side of Old Woman Ledge. The white sectors

of Prospect Harbor Point Light cover the fairways either side of these ledges.

(44) Clark Ledges, extending 500 yards eastward of

Clark Point, on the southwestern side of the entrance

to the inner harbor, have a rock 4 feet high and are

marked by a gong buoy and a daybeacon on their easterly side.

(45) The approach to Prospect Harbor and the anchorage can be readily made with the aid of the chart in daytime in clear weather; at night the white sectors of

Prospect Harbor Point Light clear all dangers in the approaches. Ice seldom obstructs the harbor.

(46) There is a harbormaster, and the moorings are under his control.

(47) There are a number of private piers and commercial wharves on the westerly side of Prospect Inner Harbor. A cannery wharf with a reported depth of 10 feet

alongside is on Clark Point. A lobster pier with a reported depth of 2 feet alongside is just northwestward

of the cannery wharf. Gasoline is piped to the lobster

car moored about 30 yards off. Groceries can be

obtained in town.

(48) Birch Harbor, on the western side of Prospect Harbor 1.4 miles south of Prospect Harbor Point Light, has

a depth of 6 feet for 0.5 mile and then shoals rapidly

above this point. The small fishing village of Birch Harbor is at the head of the harbor. The landings are bare at

low water. The channel is unmarked and difficult. The

best water in entering favors the southwest side to

avoid Roaring Bull, a rock awash at low water in the entrance. A church spire at the head of the cove is

conspicuous.

(49) Bunkers Harbor, on the west side of Prospect Harbor 0.8 mile south of Birch Harbor, has a small village

of fishermen at the head. There are two lobster pounds

in the inner harbor; one is at the head and the other is

on the southwest side. Gasoline, diesel fuel, water, and

some marine supplies can be obtained at a pier adjoining the lobster pound at the head of the harbor. The

pier’s float landing has a reported depth of 6 feet

alongside.

(50) The entrance is obstructed by ledges.Bunker Ledge,

on the south side of the entrance, has a rock awash at

low water at the eastern end and the inner part uncovers 6 feet; a buoy is eastward of the rock. The channel

northward of the ledge is said to be the best of the unmarked channels leading into the harbor. An anchorage area has been dredged in the middle of the inner

harbor. In October 1992, depths of 5 feet were available

in the anchorage except for shoaling along the easterly

edge.

(51) Schoodic Harbor, between Prospect Harbor and

Frenchman Bay, has ample depth, but is exposed to the

sea and rarely used as an anchorage. Wonsqueak Harbor, the northern part of Schoodic Harbor, has small

fish wharves at its head which dry at low water. An overhead power cable with a clearance of 26 feet crosses

near the head of the harbor. Wonsqueak Harbor is difficult to enter. Several islands and ledges are in the entrance to Schoodic Harbor.

(52) Schoodic Island, 7.5 miles west-southwestward of

Petit Manan Island and on the south side of Schoodic

Harbor, is low, wooded on the south end, and grassy

with a lone tree on the north end. The island is bordered by extensive ledges. Schoodic Ledge, 0.4 mile

northward of Schoodic Island, uncovers 9 feet, and

breakers are always visible on it. The channel between

Schoodic Island and Schoodic Ledge is marked by a

buoy on either side. It has a depth of 24 feet and is generally used by small local vessels and motorboats

bound along the coast.

(53) Middle Ledge, 0.8 mile north of Schoodic Island,

uncovers 5 feet and is unmarked. Brown Cow, a rocky

ledge about 300 yards south of Spruce Point, on the

northeastern side of the entrance to Schoodic Harbor,

uncovers 4 feet. A lighted whistle buoy is about 550

yards south of Brown Cow. Rolling Island, 0.9 mile

north-northwestward of Schoodic Island, is wooded.

Charts 13312, 13318

(54) Frenchman Bay, westward of Schoodic Peninsula

and eastward of Mount Desert Island, is the approach to

the towns and important summer resorts of Bar Harbor, Winter Harbor, Southwest Harbor, Seal Harbor,

Northeast Harbor, and many smaller villages. The bay

is frequented by cruise ships, ferry vessels, fishing vessels, yachts, and small pleasure craft. In the summer,

204 ■ Chapter 6 ■ Coast Pilot 1
the bay is frequented by a high-speed, high-capacity international ferry, and is the scene of many sailing yacht

races. The bay proper is about 10 miles long and has an

average width of about 4 miles. Near the center of the

bay, a group of islands extends across the bay; between

the islands are two deep channels. Vessels of any size

and draft can find anchorage. Navigation is not difficult

for strangers.

Navigation Guidelines, Frenchman Bay

(55) The principal guides to the entrance of Frenchman

Bay from the sea are Frenchman Bay Lighted Buoy FB

(44°19'24"N., 68°07'24"W.), and the lights on Mount

Desert Rock, Great Duck Island, Baker Island, and Egg

Rock.

Recommended Vessel Routes

(56) As the result of a cooperative agreement between

Frenchman Bay Pilots, fishermen, cruise ship representatives, the U.S. Coast Guard, deep-draft vessels,

high-speed ferries, and other commercial vessels

transiting through Frenchman Bay are requested to

follow designated routes. These routes were designed

to provide safe, established tracklines for increased

commercial vessel traffic and to prevent the loss of fishing gear placed in the waters in the approach to and

transit through Frenchman Bay. The routes are defined

as follows:

Eastern Route

(57) The eastern limit of the route is about 7.4 miles

southeastward of Schoodic Point in about 44°14.9'N.,

67°56.3'W. Vessels are requested to begin and end their

transit from about this point. Entering and departing

vessels should follow tracklines of 300° and 120°, respectively, and intersect the recommended southern

approach route 0.4 mile NW of Frenchman Bay Lighted

Buoy FB.

Southern Route

(58) The southern limit of the route is about 7.0 miles

SE of Great Duck Island in about 44°03.2'N.,

68°08.6'W. Vessels are requested to begin and end their

transit from about this point. Entering and departing

vessels should follow tracklines of 002° and 182°, respectively, and intersect the recommended eastern approach route 0.4 mile NW of Frenchman Bay Lighted

Buoy FB.

(59) The Frenchman Bay recommended route continues NW of Frenchman Bay Lighted Buoy FB along the

following positions:

(60) 44°20.0'N., 68°08.9'W.;

(61) 44°22.6'N., 68°09.6'W.;

(62) 44°23.7'N., 68°10.4'W.; thence W to

(63) 44°23.7'N., 68°11.2'W. at the edge of Anchorage “A”

and thence NW to

(64) 44°24.4'N., 68°11.7'W. at the edge of Anchorage

“B”.

(65) At no time shall the Navigation Rules, International-Inland, be abridged or amended by these navigation guidelines. These guidelines are intended to

enhance safety under conditions wherein navigation is

not otherwise constrained.

(66) Cadillac Mountain (44°21.1'N., 68°13.6'W.), 1,530

feet high, is the highest point on Mount Desert Island

and the highest point along the east coastline of the

United States. On a clear day the mountain is visible

from 35 to 45 miles seaward. An excellent scenic highway leads from Bar Harbor to the summit of Cadillac

Mountain.

(67) Schoodic Head (44°21.1'N., 68°03.2'W.) on

Schoodic Peninsula, across the bay from Mount Desert

Island, is 440 feet high and is the most prominent land

feature at the eastern entrance to the bay.

(68) Big Moose Island, the southern extremity of

Schoodic Peninsula, is connected to the peninsula by

landfill, and is part of Acadia National Park. A prominent green elevated tank, reported to be a good radar

target from offshore, is near the center of the island.

Schoodic Point Observation Spot and a large parking

lot are on the southern extremity of the island.

(69) Little Moose Island, rocky and with a few trees, is

about 0.3 mile eastward. Arey Cove, the bight between

the two islands, is unsafe in southerly weather.

(70) The principal entrance to Frenchman Bay is from

southward between Schoodic Peninsula and Baker Island, but small vessels can enter from southwestward

through Western Way and Eastern Way. Small boats

also may enter the head of Frenchman Bay at high water through Mount Desert Narrows.

Anchorages

(71) Winter Harbor is a good anchorage, and is frequently used by vessels entering for shelter; it is usually open throughout the winter. Bar Harbor is partially

protected, except against heavy southeasterly winds,

but has poor holding ground except near the head of

the harbor. Large vessels sometimes anchor northward

or northwestward of Bar Island. Stave Island Harbor is

a good anchorage. Southwest Harbor is a well-sheltered and frequently used anchorage.

(72) Frenchman Bay is rocky, but the water is deep and

in general free from dangers except near the shores.

The main part of the bay from a little southward of Egg

Rock Light to the entrances of Sullivan Harbor, Skillings

River, and Eastern Bay, including the channels between

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 205
Jordan and Long Porcupine Islands, and between

Burnt Porcupine and Sheep Porcupine Islands, is clear.

Vessels navigating the tributaries should proceed with

caution when crossing areas where the charted depth

does not substantially exceed the draft.

(73) Little difficulty should be experienced in approaching and entering Frenchman Bay at any time, as the approaches are clear, and outlying dangers for the most

part are well marked.

(74) The mean range of tide is 10.5 feet. Between Bar

Harbor and Ironbound Island the flood current velocity

is less than 0.3 knot. The ebb velocity at strength is

about 0.7 knot and sets southeastward. For current

predictions see the Tidal Current Tables.

(75) During mild winters Frenchman Bay is usually

clear of ice to Skillings River, but the bays and rivers

connected to the northern part of the bay are frozen

over. Winter Harbor is reported to be generally clear. It

is reported that during foggy weather Frenchman Bay

usually clears during the day although the fog remains

heavy outside Schooner Head and Ironbound Island.

Pilotage, Frenchman Bay

(76) Pilotage is compulsory for foreign vessels and U.S.

vessels under register in foreign trade with a draft of 9

feet or more. Pilotage is optional for fishing vessels and

vessels powered predominately by sail. Pilotage can be

arranged through ship’s agents by contacting

Penobscot Bay and River Pilots Association, telephone

207-338-6600. Pilots board vessels in the vicinity of

Lighted Buoy FB. Vessels arriving from the East are requested to make their approach at the eastern end of

the Frenchman Bay Recommended Route at

44°14.9'N., 67°56.2'W. Vessels should then proceed

along the Recommended Route toward Buoy FB. Vessels arriving from the south are requested to approach

from the southern end of the Recommended Route, at

44°09.06'N., 68°08.8'W. Vessels then proceed along the

Recommended Route to Buoy FB. The pilots will board

arriving vessels 1 to 2 miles seaward of the Buoy FB,

along the recommended route, in about 44°18'36"N.,

68°05'12"W. and 44°17'36"N., 68°07'48"W. The pilot

boat is the FRENCHMAN BAY, a 36-foot white lobster

boat displaying a pilot flag and lights for a pilot boat.

Arriving vessels should contact the pilot boat one hour

prior to arrival. As no pilot boat is kept on station and

there are no long-range communications available, arriving vessels are requested to maintain their 24-hour

ETA and to not arrive at the pilot station ahead of this

schedule.

Chart 13322

(77) Winter Harbor on the eastern side of Frenchman

Bay just inside the entrance, is a frequently used harbor of refuge. The principal entrance from southward,

0.7 mile wide between Turtle Island and Schoodic Peninsula, is deep and free of dangers. The entrance from

the northward is used only by local vessels drawing 10

feet or less. The aids in the northern approach are colored and numbered for vessels bound north. Good anchorage in depths of 30 to 54 feet, good holding

ground, will be found in Winter Harbor. The harbor is

comparatively free of danger, and, although open to the

southward, a heavy sea never enters. Ice seldom interferes with navigation. The mean range of tide is 10.1

feet.

(78) Turtle Island, wooded, is on the western side of the

main entrance to Winter Harbor and 0.8 mile west of

Schoodic Peninsula. Turtle Island Ledge uncovers 5

feet and extends 500 yards off the southwest side of the

island; a gong buoy is 0.2 mile southward of the ledge.

(79) Mark Island, 0.5 mile west of Schoodic Peninsula

and on the west side of the entrance to Winter Harbor,

is grassy and marked by a conspicuous abandoned

lighthouse, a white tower 19 feet high connected to a

dwelling. A lighted gong buoy is 0.2 mile south-southeast of the tower. Depths of 12 to 16 feet are up to 300

yards south-southeast of the tower.

(80) Of the islands northward of Turtle and Mark Islands, Ned Island, 0.1 mile north of Mark Island, and

Heron Island, 0.5 mile northwestward of Turtle Island,

are wooded. Spectacle Island, just north of Turtle Island, has a conspicuous house on it and is wooded. The

outer islands, including Flat Island and the Crow Islands, are grassy or bare rocks; the largest of the Crow

Islands has a house and a few trees on it. All of the islands are surrounded by extensive ledges which uncover at various stages of the tide.

(81) The channel between Turtle Island and Mark and

Ned Islands is not recommended for deep-draft vessels

because of unmarked 16- and 17-foot spots in

midchannel, about 350 yards westward of the north

end of Mark Island. Roaring Bull, a shoal about 200

yards off the northwestern end of Ned Island, is covered

3 feet and breaks during southerly and easterly

weather; it is marked by a buoy off the northwest side.

(82) Grindstone Neck, forming the western side of Winter Harbor, is wooded and has many summer homes,

several churches, and a club hotel. A round gray house,

built to resemble a lighthouse and with a glass cupola

on top, is on the west side of Grindstone Neck, about

0.9 mile north-northwestward of Grindstone Point.

The structure is conspicuous from the southwestward

in Frenchman Bay.

206 ■ Chapter 6 ■ Coast Pilot 1
(83) Grindstone Ledge, which uncovers 5 feet, extends

400 yards southeastward from Grindstone Point, and is

marked by a daybeacon on the ledge and a buoy

south-southeastward of it. A 12-foot shoal is 235 yards

southward of the daybeacon and in the middle of the

channel between Ned Island and Grindstone Ledge. A

narrow unmarked channel, with a depth of 16 feet, is

almost midway between the daybeacon and Grindstone

Point, the southeastern extremity of Grindstone Neck.

This channel should not be used without local knowledge. The channel south of the ledge and buoy is the

recommended passage.

(84) Pulpit Ledge, about 150 yards off the southwestern

end of Grindstone Neck, is marked by a buoy. The narrow channel between the ledge and neck is used only by

small local craft.

(85) The eastern shore of Winter Harbor from Frazer

Point, opposite Grindstone Point, to Abijah Ledge, 0.5

mile northward, should be given a berth of more than

150 yards. Abijah Ledge, near the head of Winter Harbor about 300 yards off the eastern shore, is awash at

low water. A buoy is westward of the ledge. Shoal water

extends from the ledge to the small cove northeastward.

(86) Sand Cove, the northwest arm at the head of Winter Harbor, affords the best anchorage with excellent

holding bottom of black mud. Shoal water extends 130

yards off Harbor Point, the eastern entrance point of

the cove. A buoy marks the southeast side of the shoal.

Only partly submerged stones remain of a wharf on the

west side of the cove, about 0.2 mile from the head.

Winter Harbor Yacht Club, on the west side of Sand

Cove, about 0.4 mile from the head, has a pier and float

landing with 22 feet alongside. Water is piped to the

float. Fish weirs obstruct the upper shoal end of the

cove.

(87) Inner Winter Harbor, immediately northeastward

of Sand Cove, is entered between Guptill Point and

Harbor Point, 300 yards southward. Guptill Ledge, extending southward and southeastward from Guptill

Point, is marked by a daybeacon on the ledge and a

buoy off its southeastern end. The harbor is secure in

all weather, and is extensively used by fishing craft,

yachts, and pleasure craft. An anchorage in the middle

of Inner Winter Harbor has depths of about 8 feet. The

Winter Harbor town pier and float landing, with approximately 8 feet alongside, are on the west of Guptill

Point, just inside the entrance; water and electricity are

available. A lobster pier with depths of about 7.8 feet

alongside its float landing is on the north side of the

harbor about 300 yards westward of the town pier; gasoline, diesel fuel, water, and some marine supplies are

available.

(88) Henry Cove, at the head of Winter Harbor eastward

of Guptill Point, is wider but less sheltered than Inner

Winter Harbor. It has good holding ground in sticky

mud, but is open to southerly winds. A sewer outfall extends 1,240 feet from the north end of the cove. Mariners should exercise caution when anchoring in this

area. Reefs and shoal water extend about 60 yards from

shore on both sides of the entrance. The northern end

of the cove is extremely shoal, with the upper 300 yards

dry at low water. A large gray private boatshed at the

head is conspicuous. A marina with an L-shaped wharf,

about 0.2 mile northeast of Guptill Point, has a 10-ton

mobile hoist that can handle craft up to 42 feet long for

hull and engine repair or open and covered dry winter

storage; gasoline, diesel fuel, water, ice, launching

ramp, sewage pump-out facilities, and marine supplies

are also available.

(89) The town of Winter Harbor is at the head of Winter

Harbor. The principal industries are fishing and

lobstering. The homes on Guptill Point, the church

spire, and a large private boatshed at the head of Henry

Cove are conspicuous. Provisions can be obtained in

town, and a bank is available. The town harbormaster

controls the moorings and can be contacted through

the town office. Winter Harbor is seldom closed by ice.

(90) Winter Harbor is deep and clear from the entrance

to the recommended anchorage in Sand Cove. Little

trouble should be experienced when entering at any

time, with strict attention to the charts and the aids,

which mark most of the important dangers. To enter

Inner Winter Harbor and Henry Cove, midchannel

courses are recommended, but only small craft should

enter these coves for anchorage.

Chart 13318

(91) Egg Rock, about 2 miles west of the entrance to

Winter Harbor, is bare and low. Egg Rock Light

(44°21.2'N., 68°08.3'W.), 64 feet above the water, is

shown from a 40-foot white square tower on a dwelling

on the island. It is the most prominent leading mark for

this section of the bay. A fog signal is at the light.

Handiron Ledge extends about 0.1 mile northeast of

Egg Rock, and another ledge extends 0.4 mile southwestward from the light. Parts of both ledges uncover.

A lighted bell buoy is 1 mile southwestward from Egg

Rock Light.

(92) Ironbound Island, 1.5 miles northward of Egg

Rock Light, the largest of the islands in Frenchman

Bay, is thickly wooded and has high vertical cliffs. Cod

Ledges, eastward of Ironbound Island, have two critical

spots covered 11 feet. Vessels should pass to the eastward of the buoy on the eastern side of the ledges. An

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 207
unmarked shoal with a depth of 12 feet is about 300

yards off the east shore of Ironbound Island at a point

0.6 mile northeast of Seal Cove, a bight in the southern

end of the island.

(93) Shoal water extends 100 yards north of Fish Point,

on the west side of Ironbound Island, and along the

cove eastward from the point. A ledge, extending northward from the north end of the island, has depths of 12

feet 250 yards off the shore. A buoy, northward of the

ledge, marks the southern side of the northwestern entrance to Halibut Hole.

(94) Halibut Hole is the passage between the north end

of Ironbound Island and Jordan Island, 0.2 mile northeastward. The passage is deep and clear with the exception of a rock covered 19 feet on the northeast side of

the passage, 200 yards off the south shore of Jordan Island. The ledge shoals rapidly northward to the beach.

The channel is southward of the rock.

Local magnetic disturbance

(95) Differences of as much as 3° from the normal variation have been observed in the vicinity of Jordan Island.

(96) Stave Island Harbor is an excellent harbor of refuge on the eastern shore of Frenchman Bay. The mainland is on the east, Jordan Island is on the south, and

Stave Island, 1.4 miles north of Ironbound Island, is on

the north. The anchorage has depths of 21 to 37 feet,

soft bottom, and is sheltered from all except southwest

winds; it is used considerably as an anchorage.

(97) The main entrance to Stave Island Harbor is between Stave and Jordan Islands. An unmarked rock,

covered 25 feet, is nearly midway between Jordan and

Stave Islands, the deeper channel being southward of

it. Yellow Island, 200 yards westward from the north

end of Jordan Island, is so named from the color of its

rocks. The island is wooded. A ledge with a rock awash

at low water is 150 yards south of Yellow Island.

(98) Approaching Stave Island Harbor from southward,

the mariner will find a broad, clear channel between

Ironbound and Long Porcupine Islands; the approach

northward of the Porcupines is also clear. The passage

from Stave Island Harbor to Flanders Bay east of Stave

Island is obstructed by Stave Island Bar and is navigable by small craft only at high water. The north end of

the harbor eastward of Stave Island is shoal. There is a

narrow channel into the harbor from southward over

Jordan Island Bar, between Jordan Island and the

mainland. The channel which is used only by small local craft has a depth of 5 feet 100 yards off Jordan

Island.

(99) Summer Harbor is a small settlement on the east

side of Summer Harbor in the southeastern part of

Stave Island Harbor. The cove is clear with the

exception of a rocky ledge, covered 7 feet, making out

250 to 500 yards from shore.

(100) South Gouldsboro is a village on the northeastern

shore of Stave Island Harbor. A lobster pound is at the

head of Bunker Cove. A reef extends off the south entrance point to the cove; caution is advised. A lobster

pier with 2 feet reported alongside its float landing is on

the south side of the entrance. Gasoline is piped to the

float. Ice usually obstructs the harbor from December

through March.

(101) Calf Island, 0.7 mile northwestward of Stave Island, is wooded except on the south where it is low and

bare. A house and barn on the southeast side are visible

from southward. Little Calf Island and Thrumcap are

partly wooded islands on the extensive shoal extending

southward from Calf Island.

(102) Flanders Bay, on the northeast side of Frenchman

Bay, is protected by Stave and Calf Islands. An excellent

anchorage may be found, but the bay is seldom used except by small craft. The villages of West Gouldsboro and

East Sullivan are on the eastern shore. The bay can be

entered through a narrow marked 8-foot channel

across Calf Island Bar between Calf and Stave Islands,

or around the northwest end of Calf Island. The channel northwest of Calf Island has the best water.

(103) An extensive chain of bare and sunken ledges extends through the middle of Flanders Bay from the

west end to near the southeast end. Halftide Ledge, the

southeasterly ledge, uncovers about 5 feet; a buoy is off

its southeast end. The channel through the bay is eastward of the buoy.

(104) Long Ledge, 0.4 mile northwest of Halftide Ledge,

partly uncovers at high water. The ledge southeastward

of Long Ledge is covered 5 feet. Between the 5-foot

ledge and Long Ledge is an opening with a depth of 19

feet.

(105) Treasure Island, on the northwest side of Flanders

Bay, is connected to Waukeag Neck by a private stone

causeway. The area between Treasure Island and Long

Ledge is foul. Junk of Pork, a small dirt cone of unusual appearance, Sheldrake Island, and Ash Island

are in the area. A buoy is on the eastern side of the foul

area.

(106) Hall Point, marked by prominent residences, is on

the southeast end of Schieffelin Point, on the northeast side of the bay.

(107) West Gouldsboro is a village at the head of Jones

Cove, the southeasterly tributary of Flanders Bay.

There is a depth of 4 feet to within 500 yards of the village; above this point the channel dries at low water.

The channel is unmarked, difficult, and seldom used.

(108) East Sullivan is a village at the northern end of

Flanders Bay. A white church with belfry is conspicuous near the northwestern end of the bay.

208 ■ Chapter 6 ■ Coast Pilot 1
(109) Eastern Point Harbor is a sheltered anchorage for

small craft between Waukeag Neck and the eastern half

of Preble Island, 0.3 mile west of Calf Island. The head

of the harbor is shallow and is separated from Sorrento

Harbor by a partly dry reef. The cove on the northwest

end of the harbor has been dammed up for a lobster

pound. The pier close eastward of the pound has a reported depth of less than 1 foot at the end; gasoline and

diesel fuel are available. A boatyard with boatsheds and

a marine railway is on the north side of Eastern Point

Harbor, about 200 yards eastward of the pier; craft up to

40 feet can be hauled out for hull and engine repairs or

winter storage. The mean range of tide is 10.5 feet.

(110) Sorrento Harbor is a small anchorage, used by

small pleasure craft in summer, on the north side of

Frenchman Bay north of Preble Island and Dram Island, 0.2 mile west of Preble Island. In bad easterly

weather the excursion launches from Bar Harbor

sometimes anchor here.

(111) The entrance from southward, which favors Dram

Island slightly, is about 125 yards wide between reefs

that extend from Dram Island and Preble Island. The

entrance has a depth of 23 feet in midchannel. An

aquaculture site is about 0.5 mile southeast of the

buoy.

(112) The entrance from westward is about 75 yards wide

between the 10-foot curves and has a depth of 15 feet in

midchannel. A reef that uncovers extends about 150

yards from the north side of the entrance. The best water in this entrance is found about 100 yards from

Dram Island on a 091° course. Dram Island Ledge,

awash at low water, is 0.2 mile west of Dram Island; a

buoy marks the ledge.

(113) Sorrento, a summer resort on the north side of

Sorrento Harbor, is frequented by small yachts. Some

pilings of the former steamer wharf are submerged off

the north shore opposite the west end of Preble Island.

A town wharf with float having about 7 feet alongside is

on the point east of the old steamer wharf ruins. The

yacht club uses the town wharf, which has water piped

to it. A rock covered 2 feet is reported to be on the north

side of the harbor about 30 yards northwest of the town

wharf. Numerous summer homes are on the estates on

Waukeag Neck northward of Sorrento.

(114) Sullivan Harboris an arm on Frenchman Bay making northward from the north end. It is the approach to

the villages of Hancock Point, Mount Desert Ferry,

Sullivan, and Franklin. The least depth to the falls just

above Sullivan is about 25 feet. The channel to Sullivan

is marked by a daybeacon and buoys to near Ferry

Point. The mean range of tide is 10.5 feet.

(115) The main entrance to Sullivan Harbor is between

Bean Island and Crabtree Ledge. Vessels also can enter

by the buoyed channel eastward of Bean Island, but this

channel is seldom used. The channel from the entrance

to Sullivan has ledges bare and covered on either side,

but has ample depth and most of the dangers are

marked.

(116) Bean Island, in the middle of the entrance to

Sullivan Harbor, is partly wooded. The channel used

most frequently is westward of the island. Bean Ledge,

0.2 mile eastward of Bean Island, has a rock 4 feet high

on it.

(117) Back Cove, eastward of Bean Island and on the

southeast side of Sullivan Harbor, has a boatyard on its

southerly side near its head. A rock awash is in the entrance to the cove. A marine railway at the boatyard can

handle craft up to 40 feet for hull and engine repairs;

dry covered or open winter storage is available.

(118) Crabtree Ledge, on the west side at the entrance to

Sullivan Harbor and 0.4 mile west of Bean Island, is

marked by a bell buoy just east of the ledge. The ruins of

an old lighthouse on the ledge are reported to bare at

low water.

(119) Hancock Point is the southeastern extremity of

Crabtree Neck. The village of Hancock Point has many

summer homes. There is a town wharf with a float landing, which has 7 feet alongside, about 0.4 mile northward of the point. The harbormaster supervises the

moorings and may be contacted through the town office. There are no facilities at the landing.

(120) Mount Desert Ferry is a settlement on McNeil

Point, about 1.7 miles northward of Hancock Point. A

private pier with a float landing and a conspicuous

house are at the point.

(121) Sullivan is a small village on the north side of

Sullivan Harbor, 3 miles above the entrance. Two private piers, one with a float landing, are at Sullivan.

(122) The channel is unmarked above Ferry Point, has

dangerous ledges on both sides, and is unsafe without

local knowledge.

(123) Sullivan Falls, locally known as The Tidal Falls,

are reversing falls in the constricted reach between

Crabtree Neck and Falls Point, about 0.5 mile

northwestward of Ferry Point. The channel through

the falls is reported to have a depth of 10 feet, but is obstructed by ledges. The tidal currents are swift and dangerous. Navigation through the falls is safe only at

slack water. Most craft go up on the last of the flood, but

come out only at high water slack as there is great turbulence whenever the current is running at strength.

The cove on the west side just at the bottom of the falls

has a lobster pound, and there is a wharf and float landing, with 15 feet alongside, on the north side of the

cove. Gasoline, diesel fuel, and water are available at

the wharf.

(124) The mean range of tide is about 10.5 feet below

Sullivan Falls, and about 6.5 feet above. The tidal

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 209
currents through the falls are dangerous at strength.

High-water slack is 1 hour and 20 minutes, and

low-water slack 1 hour and 45 minutes later in the falls

than below them. Ice obstructs navigation in Taunton

Bay and Sullivan Harbor from January through March.

(125) West Sullivan, on the north side of the bay just

above Sullivan Falls, has several abandoned quarry

wharves at which vessels were formerly loaded. The

U.S. Route 1 highway bridge crosses the bay about 0.5

mile above the falls and connects West Sullivan with

Waukeag. The bridge has a fixed span with a clearance

of 17 feet.

(126) Taunton Bay joins Sullivan Harbor at Sullivan

Falls. An unmarked channel with a depth of about 8 feet

leads through the bay to a point about 0.9 mile below

the head of the bay. Above this point, the channel is obstructed by rocks and tidal flats. The bay outside of this

channel is bare, or nearly so, at low water. The granite

quarries along the east side of the bay have been abandoned. Franklin is a town on the Maine Central Railroad at the head of Taunton Bay.

(127) The Taunton Bay Closed Area, a Marine Protected

Area (MPA), includes the waters of Taunton Bay, Egypt

Bay and Hog Bay. (See Appendix C, for additional information.)

(128) Skillings River is an arm of the northern part of

Frenchman Bay westward of Sullivan Harbor. The entrance is 1.7 miles wide at the mouth between Hancock

Point on the east and Meadow Point on the west, but it

contracts rapidly to a width of 400 yards at Pecks Point,

about 2 miles above Hancock Point. Above this, the

river leads about 4 miles in a northwesterly direction to

Franklin Road.

(129) The channel above Pecks Point is narrow and

crooked, and has numerous rocks and ledges, which

make navigation difficult. Strangers wishing to enter

the river should anchor 1.5 miles above Hancock Point

in depths of 30 to 42 feet and obtain a pilot from among

local boatmen. The river is unmarked and is seldom

used except by local fishing craft. The wharves usually

are small and bare at low water. Strangers in small craft

can enter with the aid of the chart.

(130) Raccoon Cove is a large shallow cove on the west

side of Skillings River near the entrance. The cove is

obstructed by Shooting Ledge and other ledges. Boats

are often hauled out and stored on the small point of

land jutting out from the western end of Marlboro

Beach, on the north side of the cove.

(131) Large commercial lobster pounds have been

formed by damming the bight at, and immediately

south of Youngs Point, 3 miles northwest of Hancock

Point at the entrance to Youngs Bay.

(132) Eastern Bay, together with Mount Desert Narrows

and Western Bay, forms a thorofare north of Mount

Desert Island from the head of Frenchman Bay to Blue

Hill Bay. Googins Ledge, nearly 0.5 mile long and bare

in the center at low water, is near the center of the bay.

A buoy is on the southwest side of the ledge. The channel leads southward of the buoy. Except for Googins

Ledge the bay is mostly deep and clear in midchannel

to the entrance of Mount Desert Narrows, but the eastern half is open and unprotected in easterly and southeasterly weather.

(133) Good anchorage for deep-draft vessels is available

westward of Googins Ledge in depths of 36 to 54 feet.

There is also good anchorage southward of Googins

Ledge, about 0.3 mile from shore off the entrance of

Salisbury and Emery Coves in depths of 42 to 48 feet.

An unmarked 16-foot spot is off Emery Cove.

(134) The north shore of Eastern Bay 0.7 mile west of

Meadow Point is foul; a rock which uncovers 6 feet is

0.2 mile offshore.

(135) Lamoine Beach extends about 0.6 mile westward of

Meadow Point. At the western end of the beach there

are the pilings of a pier which bare at low water.

(136) Lamoine State Park, which includes the grounds

of a former naval coaling plant, is about 0.8 mile westward of Lamoine Beach. Most of the steel piling of the

former coaling pier, which was set in heavy concrete

bases, has been removed but caution should be exercised when approaching within 200 feet of the Lamoine

State Park pier. The park pier has a float landing and a

prominent “A” frame structure on its outer end; depths

of 15 feet are reported alongside the float. A private

small-craft launching ramp is adjacent to the park pier.

Two white buildings on the hill behind the pier are

conspicuous.

(137) Sand Point is on the south shore of Eastern Bay at

the entrance. Salsbury Cove and Emery Cove are 0.8

mile and 1.1 miles westward of Sand Point. On the

point between these two coves is a biological experimental station with a float landing.

(138) At Hadley Point, 2.2 miles west of Sand Point, Eastern Bay merges with Mount Desert Narrows. Berry

Cove makes into the northern shore opposite Hadley

Point. Good anchorage can be had in 18 to 24 feet off

the entrance to this cove, which is shallow at its head.

(139) Mount Desert Narrows, northward of Mount

Desert Island, connects the head of Frenchman Bay

with the head of Blue Hill Bay. (See chart 13316.) The

passage is crossed by State Route 3 highway bridge and

causeway. The fixed span over the navigation channel

has a clearance of 25 feet.

(140) The channel is nearly bare at low water with scattered boulders and ledges of rock, and is used at high

water by boats up to 9-foot draft. It is narrow, difficult,

and fringed with reefs. Strangers should not attempt

passage with drafts greater than 4 or 5 feet, and should

210 ■ Chapter 6 ■ Coast Pilot 1
go through on a rising tide. The mean range of tide is

about 10.5 feet. The current sets westward on the flood

and eastward on the ebb.

(141) Passage through Mount Desert Narrows from

Frenchman Bay to Blue Hill Bay should not be attempted without local knowledge. The channel approaches to the bridge from Thomas Island past Trap

Rock to deep water in Blue Hill Bay, southward of

Haynes Point, are narrow, treacherous, difficult, and

unmarked. The most favorable time is at high-water

slack, as the current at other times is strong and

turbulent.

(142) Jordan River, making northward from Mount

Desert Narrows just west of Berry Cove, has a narrow,

crooked, and unmarked channel, and dries for almost

half of its upper length above Lamoine. Local knowledge is necessary for its navigation. The few wharves

are in ruins. Bar Harbor airport is on the west side of

the river entrance. The buildings, control tower, and

aerolight and tower of the airport are conspicuous.

(143) The Jordan River Seed Mussel Conservation Area,

a Marine Protected Area (MPA), includes the waters of

Jordan River. (See Appendix C, for additional information.)

(144) Cape Levi (44°25.8'N., 68°14.8'W.) is on the northeastern shore of Mount Desert Island 1.2 miles

east-southeastward of Sand Point. Sunken Ledge, covered 5 feet, is 0.5 mile north-northwestward of the

cape, and is marked on its north side by a buoy. From

Cape Levi to Lookout Point, 0.6 mile southward,

Halftide Ledge, a triangular shoal with scattered boulders which uncover 6 feet makes out from the shore for

about 0.6 mile, where it is marked by a buoy. All craft

should avoid it.

Chart 13323

(145) Hulls Cove is a broad open bight on the northeast

side of Mount Desert Island. Several dangers are off the

cove, but they are marked by buoys. The cove shoals

rapidly from the entrance to the head, and the low-water line extends about 200 yards from its head. Pilings

of a fish weir obstruct most of the cove. A boatyard with

a 175-foot pier is on the north side of the cove, about

250 yards southwestward of Lookout Point. The yard

has a 10-ton marine railway that can handle craft up to

40 feet long for hull and engine repairs or dry open and

covered winter storage; gasoline and ice are available

and electronic repairs can be made. There is a small

private marine railway and boatshed on the south side

of the cove near the head.

(146) The Bar Harbor Yacht Club is at Canoe Point, the

southern point of the entrance to Hulls Cove. A float

landing at the club pier is reported to have 20 feet

alongside. A shoal with a least depth of 2 feet, just off

the entrance to Hulls Cove, is marked on its south side

by a buoy. Passage into the cove is on either side of the

shoal.

(147) Bald Rock, 20 feet high, is about 1.4 miles

east-northeastward of Canoe Point. A buoy is northward of a ledge that uncovers 6 feet just north of Bald

Rock. Bald Rock Ledge, about 0.5 mile in width, is 0.3

mile southwest of Bald Rock. The high part of the ledge

uncovers 5 feet. A buoy is on the southwest side of the

ledge. The passage between Bald Rock and Bald Rock

Ledge is dangerous without complete local knowledge.

A dangerous rock awash is near the middle of the passage, about 0.3 mile west-southwestward of Bald Rock.

(148) The shoreline from Hulls Cove to Bar Harbor is

backed by many large summer homes. The area between Bald Rock Ledge and Bar Island to the southward

is sometimes used as an anchorage by larger yachts.

(149) A ferry terminal, about 0.5 mile westward of the

west end of Bar Island, is the destination of many cruise

ships and ferry vessels in and out of Bar Harbor. Caution should be exercised when selecting anchorage

northward and eastward of the terminal due to increased marine traffic in the area. An unmarked ledge

that uncovers 5 feet is about 350 yards northwestward

of the ferry terminal.

(150) Recommended Vessel Routes have been established for deep-draft vessels approaching Frenchman

Bay from the south. See Navigation Guidelines,

Frenchman Bay (indexed as such), under Frenchman

Bay earlier in this chapter for details.

Anchorages

(151) Two general anchorages are on the eastern side of

Mount Desert Island, 0.5 and 1.5 mile south of Bald

Rock Ledge respectively. (See 110.1 and 110.130

chapter 2, for limits and regulations.)

(152) Bar Harbor is formed by the east shore of Mount

Desert Island on the west, Bar Island and Sheep Porcupine Island on the north, and on the south by a breakwater extending southwesterly from Bald Porcupine

Island across Porcupine Dry Ledge to within 250 yards

of the shore. The breakwater, marked by a light at its

southwestern end, is covered at high water for most of

its length except for a part of Porcupine Dry Ledge.

(153) A deep channel, about 150 yards wide, extends into

the harbor between the western end of the breakwater

and the shore of Mount Desert Island. This channel is

used by small local craft, but extreme caution should be

exercised when using it. It has been reported that on

extreme high tides with a smooth sea there is no indication of the position of the breakwater by tide rips or

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 211
otherwise, except for the light marking the southwesterly end of the breakwater.

(154) All the islands surrounding Bar Harbor are high

and wooded, and have no prominent marks. When approaching from southward, Bald Porcupine Island is

distinguishable because of its bare rocky slopes. The

bar extending between Bar Island and the town consists

of scattered boulders on soft bottom.

(155) The principal entrance is from the eastward, between Bald Porcupine and Sheep Porcupine Islands,

and is clear. A rock awash is about 40 yards off the

southeastern shore of Bald Porcupine Island. Local vessels sometimes enter from northward between Sheep

Porcupine Island and the small islet 2 feet high eastward of Bar Island, where the depth is 13 feet in

midchannel.

(156) Some shelter from southerly winds is afforded by

the breakwater. A swell makes in during southeast

winds, and vessels should not attempt to ride out a gale

from that direction in Bar Harbor. The usual anchorage

is southward and southeastward of the eastern end of

Bar Island in depths of 6 to 78 feet, the depths shoaling

rapidly toward the bar southward of Bar Island. Large

vessels sometimes anchor northward or northwestward

of Bar Island, in 42 to 60 feet, soft bottom. The western

shore is fairly bold. Vessels should keep over 0.4 mile

southward of a line joining Bald Rock Ledge and Bald

Rock, a bare rocky islet. The mean range of the tide is

10.5 feet.

(157) Bar Harbor is a town on the shore of Bar Harbor

with a hospital, pharmacy, several banks, and good

highway connections. It is an important summer resort and yachting center, and during the summer many

sightseeing cruises and fishing trips are scheduled

daily for the vicinity of Frenchman Bay and Mount

Desert Island.

Weather, Bar Harbor and vicinity

(158) Bar Harbor averages about two days each year with

maximum temperatures in excess of 90°F (32.2°C).

July is the warmest month with an average high of 78°F

(25.6 C) and an average minimum of 57°F (13.9°C).

January is the coolest month with an average high of

32°F (0°C) and an average minimum of 15°F (-9.4°C).

The highest temperature on record for Bar Harbor is

101°F (38.3°C) recorded in August 1975 and the lowest

temperature on record is -17°F (-27.2°C) recorded in

January 1981. About 141 days each year see temperatures below 32°F (0°C). Every month has seen temperatures below 40°F (4.4°C) and every month except

June, July, and August has recorded temperatures

below freezing (0°C).

(159) The average annual precipitation for Bar Harbor is

50.3 inches (1278 mm) with an annual maximum

during early winter and a minimum during mid-summer. Precipitation falls on about 341 days each year.

The wettest month is November with 5.9 inches (150

mm) and the driest, July, averages only 3.0 inches (76

mm). An average of 6 thunderstorm days occur each

year with July and August being the most likely

months. Snow falls on about 65 days each year and averages about 65 inches (1651 mm) each year. December

through March each average greater than a foot (305

mm) per year while February averages 18 inches (457

mm). One-foot (305 mm) snowfalls in a 24-hour period

have occurred in each month November through

March. About 15 days each year have a snowfall total

greater than 1.5 inches (38 mm) and snow has fallen in

every month except June through September. Fog is

present on average 53 days each year and is evenly distributed throughout the year with a slight maximum

during mid-summer.

(160) (See Appendix B for Bar Harbor climatological table.)

Quarantine, customs, immigration, and agricultural

quarantine

(161) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(162) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(163) Bar Harbor is a customs port of entry.

(164) The town harbormaster assigns moorings and

maintains an office on the municipal pier.

(165) The large municipal pier, on the north shore of the

town, has reported depths of 8 to 10 feet at the end. Diesel fuel by truck is available at the pier. Floats for yachts

and commercial craft are on each side of the pier; water

and electrical shore power are available at the floats.

The ruins of a float extend eastward about 40 feet from

the northeast corner of the pier. A small-craft launching ramp is at the east and inshore end of the municipal

pier. The other wharves at Bar Harbor have depths of

less than 1 foot to 5 feet alongside. Gasoline, diesel fuel,

water, and ice are available at the wharf just west of the

municipal pier; marine supplies, provisions, and bottled gas can be obtained in town. Charter and excursion

boats operate from the municipal pier and the other

wharves.

(166) There are no repair facilities in town, but boatyards

at Hulls Cove and Sand Point have marine railways and

make repairs.

(167) Cromwell Cove, westward of the end of the breakwater, is seldom used. A pier in ruins is on the south

side of the cove.

212 ■ Chapter 6 ■ Coast Pilot 1
(168) Burnt Porcupine Island, northeastward of Bar

Harbor, is about 0.5 mile eastward of Sheep Porcupine

Island. A deep clear channel to the upper part of

Frenchman Bay is between the islands. A bell buoy is on

the west side of the channel. Rum Key is between

Burnt Porcupine and Long Porcupine Islands.

Chart 13318

(169) Another deep channel to the upper part of Frenchman Bay is between Long Porcupine Island

(44°24.4'N., 68°09.8'W.), 0.4 mile east of Burnt Porcupine Island, and Ironbound Island. The Hop is off the

northeast side of Long Porcupine Island.

(170) The southeast shore of Mount Desert Island between

Bar Harbor and Seal Harbor (44°17.5'N., 68°14.5'W.) is

rocky and precipitous. Several dangers are off the

shore, but the most dangerous either show above water

or are marked by buoys.

(171) The Thrumcap, 1.4 miles southward of Bald Porcupine Island, is a round, rocky island with a clump of

trees in its center. It is reported that there are

downdraft wind currents around Thrumcap Island,

and, accordingly, small sailboats should keep offshore.

Caution

(172) An 8-foot spot is 0.2 miles north-northwest from

The Thrumcap. It is unmarked and has been struck by

several yachts navigating along the coast at this point.

(173) Newport Ledge is 400 yards from shore, midway between The Thrumcap and Schooner Head. The ledge

uncovers at extreme low water; a buoy is on its eastern

side. The bottom west of the ledge is broken and should

not be crossed by vessels.

(174) Schooner Head (44°20.7'N., 68°10.6'W.), 1.2 miles

south of The Thrumcap, and Great Head, 0.9 mile farther southward, are prominent rocky headlands on the

eastern side of Mount Desert Island. On the summit of

the eastern hill at Great Head, the ruins of a small

round flat-topped stone building are conspicuous. Numerous boulders lie awash between the two headlands.

(175) Old Whale Ledge, 350 yards from shore, midway

between Schooner Head and Great Head, is awash at

low water. A lighted gong buoy is 300 yards eastward of

the ledge.

(176) Newport Cove, a small cove westward of Great

Head, is exposed southward, has poor holding ground,

and is never used as an anchorage. Old Soaker, a bare

rock 6 feet high, is off the entrance. Because of a prominent sand beach at the head of the cove, the area is

known locally as The Sand Beach.

(177) Otter Cliff Ledge, which uncovers 6 feet, is 400

yards eastward of Otter Point, 1.5 miles southward of

Great Head. A bell buoy is eastward of the ledge.

(178) Otter Cove is a long cove making northward between Otter Point and Western Point, 0.5 mile southwestward. The cove has deep water in the entrance and

is bare for 0.4 mile from the head. The cove is exposed

southward, but is used by local fishermen who lay to

moorings. A causeway and fixed bridge cross the cove

0.7 mile above the entrance.

Chart 13321

(179) Southwest Harbor, Somes Sound, Northeast Harbor, Seal Harbor, and several other coves are in the

southeast side of Mount Desert Island, inside a large

group of islands and shoals. These waters are the approaches to several important villages and summer resorts, and are frequented by many pleasure craft and

fishing boats. Southwest Harbor is used extensively as a

harbor of refuge. The harbors can be approached

through the channels on either side of Sutton Island or

through Western Way.

(180) Baker Island, 3.3 miles south of Western Point and

the most southeasterly of the group of islands in the vicinity, is mostly wooded, but grassy on its northwest

end. There are several houses on the island. Baker Island Light (44°14.5'N., 68°11.9'W.), 105 feet above the

water, is shown from a 43-foot white stone tower in the

center of the island. The light is partially obscured by

trees. The island is surrounded by ledges, bare and covered, and should be given a berth of at least 0.4 mile.

(181) The Thumperis a ledge, which uncovers 5 feet, 300

yards southward of Baker Island. A dangerous rock

awash is close southeastward of the ledge. Southwest

Rocks, which uncover 1 foot, are 500 yards off the

southwest shore of the island.

(182) Harding Ledge, covered 11⁄2 feet, about 0.2 mile off

the east end of Little Cranberry Island, Gilley Ledge,

covered 11 feet and about 0.55 mile north of Baker Island and the ledges extending northeastward and eastward of Baker Island, are all marked by buoys.

(183) Little Cranberry Island, about 1 mile northwest of

Baker Island, is low and wooded. A large white building

with a lookout tower is prominent on the southeast

point of the island.Islesford is a village on the west side

of the island. Three piers with float landings and the ruins of an old stone breakwater-pier, close

northwestward, are on the north side of Hadlock Cove,

a bight off Islesford. Some transient berths are available at the pier landings. The southernmost pier, the

village landing, has a reported depth of 9 feet alongside

its float. Depths of 7 feet are reported alongside the

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 213
other two pier landings. Gasoline and diesel fuel are

available at the float of the center pier. The mail and

passenger ferry uses the village pier. Groceries and limited marine supplies can be obtained in Islesford. A

boatyard southward of the piers has several marine

railways that can handle craft up to 50 feet for winter

storage.

(184) The Gut, a passage between Little Cranberry and

Great Cranberry Islands, is used at any stage of the tide

by small local craft, but it has many unmarked ledges

and should not be used by strangers.

(185) Small passenger and mail boats maintain service

between the Cranberry Islands and Northeast Harbor

the year round, and between the islands and Seal Harbor during the summer.

(186) Cranberry Harbor, southward of Sutton Island and

between Little Cranberry and Great Cranberry Islands,

is frequented by small local vessels. Sometimes small

coasting vessels anchor in the harbor, but Southwest

Harbor offers much better anchorage. The usual anchorage in Cranberry Harbor is in depths of 14 to 20

feet in the middle of the harbor with the wharves at

Islesford bearing about 050°. Care must be taken to

keep well clear of the buoy on the end of the ledge

which extends 350 yards westward from the east side at

the entrance. An obstruction, cleared 6 feet, is 0.3 mile

northward of Long Point on the west side of the

entrance to the harbor.

(187) The Pool is a large shallow cove on the east side of

Great Cranberry Island southwest of Cranberry Harbor.

A rock awash is nearly in midentrance. Several small

piers, dry at low water, and a boatyard are on the west

side of the pool. A marine railway at the yard can handle

craft up to 45 feet for engine repairs; open and covered

storage for 60 boats is available.

(188) Great Cranberry Island, about 2 miles west of

Baker Island, is wooded and has no prominent marks

visible from southward. Cranberry Isles is a village on

the island. Spurling Cove makes into the north shore of

the island. The 280-foot village pier, the more westerly

of two piers on the south side of the cove, has a float

landing at which the mail and passenger ferry lands.

About 50 yards southeastward of the village pier is a

300-foot commercial pier, also with a float landing.

Depths of 8 feet are reported alongside both float landings. Gasoline, diesel fuel, and water are available at the

commercial pier. Long Point is the northeast end of the

island. Crow Island, northeast of Deadman Point, the

southeast point of Great Cranberry Island, is 26 feet

high and grassy with reefs to the east and southeast.

Chart 13318

(189) South Bunker Ledge (44°13.6'N., 68°17.0'W.), 0.7

mile southwest of Great Cranberry Island and in the

southern approach to Western Way, uncovers about 4

feet. A daybeacon is on the ledge. A 26-foot spot is 1.3

miles southeast of the ledge.

(190) Long Ledge, westward of South Bunker Ledge, is a

dangerous reef extending 0.5 mile southeastward from

Mount Desert Island, on the western side of the southern approach to Western Way. The ledge uncovers with

a few rocks which show at high water. A lighted gong

buoy is off the southeastern side.

Chart 13321

(191) Western Way, between the western side of Great

Cranberry Island and Mount Desert Island, is a passage

frequently used by small vessels bound to Southwest

Harbor and vicinity. Also, small vessels bound between

points westward and any point in Frenchman Bay use

it, except in rough weather. The channel is buoyed, and

the least midchannel depth is 13 feet on a bar toward

the northern end, but there are unmarked spots of 10

to 12 feet close to the sailing lines. The passage should

not be used by strangers in craft drawing more than 10

feet. A lighted fairway bell buoy marks the southern entrance, and a lighted fairway gong buoy marks the

northern entrance.

(192) Cranberry Island Ledge, covered 9 feet near its

southwestern end, about 500 yards from the southwestern end of Great Cranberry Island, and with lesser

depths closer to shore, is marked by a buoy. Flynns

Ledge, covered 2 feet, extends about 0.5 mile southeastward from Seawall Point, where it is marked by a

buoy. A bare rock, 6 feet high, is near the middle of the

ledge.

(193) Southwest Harbor, an important harbor in the

south side of Mount Desert Island, is the approach to

the villages of Southwest Harbor and Manset. The harbor affords an excellent, well-sheltered anchorage and

can be entered from the eastward by deep-draft vessels.

A small islet, about 400 yards from the head of Southwest Harbor, is marked by a daybeacon.

(194) Greening Island, on the north side of the entrance

to the harbor, is low and wooded. Several houses are

visible on the island, and a large house at the eastern

end is prominent. Shoals which border the island on all

sides are marked on the southeastern and southwestern ends by buoys. Several private piers with float landings are on Greening Island, and three private

boathouses with marine ways are conspicuous.

(195) Eastern Way, a well-marked channel approaching

Southwest Harbor northward of Sutton Island, is deep

214 ■ Chapter 6 ■ Coast Pilot 1
and the recommended route for deep-draft and

low-powered vessels. This passage is used by all vessels

entering Southwest Harbor from the northward in

Frenchman Bay and by most vessels entering from the

eastward and southeastward.

(196) Gilley Thorofare, the channel southward of Sutton

Island, has unmarked rocks with cleared depths of 13 to

18 feet. Spurling Rock, covered 7 feet, on the south

side of the channel about 0.3 mile off the northeastern

end of Great Cranberry Island, is marked by a bell buoy

to the northward. This passage has been examined by

means of a wire drag. With the aid of the chart it is easy

to navigate in the daytime, but in hazy weather it

should be avoided by all vessels.

(197) Excellent sheltered anchorage, except from southeasterly to southwesterly winds, may be found in

Southwest Harbor in depths of 6 to 50 feet. Deep-draft

vessels can anchor midway between Greening Island

and the southern shore in depths of 34 to 50 feet.

Smaller vessels can anchor farther in the harbor; the

depths shoal gradually to 12 feet at a point 100 yards

eastward of the islet near the head of the harbor.

(198) Vessels approaching Southwest Harbor from any

direction in good weather should experience no trouble, with strict attention to the chart and following the

aids.

(199) Normally, navigation in Southwest Harbor and approaches is not restricted by ice. In very severe winters

ice is reported to have formed as far out as the Cranberry Islands, but is carried to sea at the first ebb tide by

the current out of Somes Sound or is broken up by

icebreakers.

(200) A pilot is not required if entering from eastward in

daytime with clear weather. Strangers coming from

westward and crossing Bass Harbor Bar and Cranberry

Island Bar (Western Way) usually can obtain a pilot

from among the fishermen at Bass Harbor if desired.

(201) The village of Southwest Harbor is on the north

side and at the head of Southwest Harbor. The town

harbormaster supervises moorings in the harbor.

(202) Two dredged anchorages are in the northwestern

part of Southwest Harbor off the wharves northwestward

of Clark Point. In 1996, the available depths were 91⁄2

feet in the lower anchorage, thence 51⁄2 feet in the upper anchorage except for shoaling to bare in the south

corner.

(203) Southwest Harbor Coast Guard Base wharf on

Clark Point, on the north side of Southwest Harbor, has

a reported depth of 15 feet alongside.

(204) The lower town wharf at Clark Point, close westward of the Coast Guard wharf, has three floats, at

which there is a reported depth of 12 feet at the outer

end.

(205) The upper town landing, about 0.3 mile westward

of Clark Point, has float landings with depths of 4 to 6

feet reported alongside. The mail and passenger ferry

also calls at this landing.

(206) There are other commercial and private wharves,

some with float landings, on the north side of the harbor with depths of 4 to 15 feet alongside. Gasoline, diesel fuel, water, limited marine supplies, and electronic

repairs are available at the wharves.

(207) A shipyard, between the two town facilities, can

build craft up to 100 feet in length and can make hull,

engine, electrical, and electronic repairs. A marine railway at the yard can handle craft up to 100 feet; a 25-ton

crane is also available.

(208) A large wharf/marina is on the west side of the harbor. Fuel, water, limited repairs and services are available. Boats up to 150 feet long are accommodated.

(209) Manset is a village on the south side of Southwest

Harbor. The town pier is about 0.5 mile westward of

Kings Point, the southern entrance point to the harbor; depths of 5 feet are reported alongside the pier’s

float landing. A marina, about 0.1 mile eastward of the

town pier, has a reported depth of 3 feet alongside its

float landing at which gasoline and water are available.

A 21⁄2-ton fixed lift, covered winter storage, and marine

supplies are available at the marina; hull and engine repairs can be made. The large boatyard, about 0.15 mile

eastward of the town pier, has moorings, diesel fuel,

water, ice, and a marine railway that can handle craft

up to 70 feet for hull, engine, and electronic repairs. A

35-ton mobile lift and open winter storage are also

available at the yard. Depths of 10 feet are reported

alongside the yard’s service float. There are several

commercial marine facilities eastward of the town pier,

and numerous private wharves and float landings

westward of the town pier.

(210) The passage between Greening Island and Clark

Point has a least depth of 14 feet and is extensively

used. A daybeacon is on the west side of the channel

northward of Clark Point. The best water from the

southward leads 100 to 150 yards westward of the buoy

off the southwestern end of Greening Island and 100

yards eastward of the daybeacon.

Charts 13321, 13318

(211) Somes Sound is a fjord, about 4.5 miles long and

0.2 mile wide, making into the south shore of Mount

Desert Island. The sound is between steep rocky shores

and has a narrow entrance with few dangers. Middle

Rock, covered 9 feet, on the west side of the entrance to

The Narrows, is marked by a buoy on its northeast side.

Greening Island is in the middle of the approach, with a

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 215
channel on each side of it. With the aid of the chart,

good anchorage can be selected in 54 to 72 feet. Small

sailing vessels should be prepared for downdraft winds.

(212) Norwood Cove, on the west side of the entrance to

Somes Sound, is not navigable, and has a causeway

with a footbridge across its entrance. Jesuit Spring,

where the first settlers in 1613 obtained water, is still

free flowing; it is near the high-water mark on the

north side of Fernald Cove, about 200 yards northwest

of Fernald Point.

(213) Several private float landings are on the east side of

the sound above Manchester Point, 0.7 mile north of

Greening Island.

(214) Hall Quarry, the site of an inactive quarry, is a

small settlement on the west side of Somes Sound 3

miles above the entrance. A boatyard at Hall Quarry has

a 30-ton mobile hoist that can handle craft up to 60 feet

long for hull and engine repairs or dry open and covered winter storage. Depths of 20 feet have been reported alongside the float landing. Another boatyard,

on the east side of the sound opposite Hall Quarry, has a

marine railway that can handle craft up to 40 feet long

or 16 tons for minor hull and engine repairs; open or

covered winter storage is available.

(215) Somes Harbor is a small cove at the head of Somes

Sound. The entrance is narrow and is marked by buoys.

Several private piers and float landings for pleasure

craft are in the harbor.

(216) Mount Desert (Somesville) is a village on the west

side of Somes Harbor. A church spire in the village is

conspicuous.

(217) A boatyard is in the northeast corner of Somes

Sound. A marine railway at the yard can handle craft up

to 60 feet in length and 7-foot draft for hull repairs or

covered storage.

Chart 13321

(218) Gilpatrick Cove, on the east side of the entrance to

Somes Sound, is small and shoal, and the upper end

dries at low water. A fixed wooden footbridge across the

entrance has a clearance of 4 feet. A float landing in

about the middle of the bridge has 4 feet alongside. A

pier and float landing of the Northeast Fleet Yacht Club

is on the east side of the entrance. Many small yachts

moor off the entrance to the cove in the summertime. A

wharf, with oil storage tanks on it, is about 0.3 mile

northwestward of Gilpatrick Cove. Depths of 3 feet

were reported alongside, and in 1979, the wharf was in

poor condition.

(219) Gilpatrick Ledge, just east of the entrance to

Gilpatrick Cove, extends about 300 yards southward

and is marked by two daybeacons along its southwesterly edge. Vessels should keep south of the daybeacons.

(220) Northeast Harbor, 0.6 mile eastward of Gilpatrick

Cove, is 300 yards wide at its entrance and extends into

the south shore of Mount Desert Island about 0.8 mile.

The harbor is an important yachting center, and there

is a summer hotel on the north shore overlooking the

harbor. Anchorage for small vessels is available in

depths of 14 to 28 feet in the lower part of the harbor.

This anchorage is about 200 yards wide and favors the

western shore. Anchorage is also available in depths of

5.6 to 7 feet in the inner harbor; the uppermost part of

the inner harbor is shoal.

(221) In the middle of the entrance to Northeast Harbor

is a rock which uncovers 3 feet. A buoy is on the east

side of the rock, and a lighted bell buoy is on the west

side. The best passage into the harbor is westward of

the rock. In average winters the harbor is reported to be

clear of ice except at its head, but in severe winters it is

reported to freeze as far out as Bear Island.

(222) The summer resort of Northeast Harbor is on the

western shore of the harbor.

(223) The town pier and ferry landing, on the southwest

side of the inner harbor, has float landings and finger

floats for transient and seasonal berthing of yachts. All

have reported depths of 10 feet alongside. Water is

piped to the pier, and electrical shore power is available. The pier is used by the mail and passenger ferry

that calls year-round at Cranberry Island. A concrete

ramp and a marine railway are close eastward of the

town pier. Telephone, washrooms, ample parking, and

showers are available at the town pier. Gasoline and

diesel fuel can be obtained by truck on short notice, and

ice, provisions, and marine supplies are available. A

boatyard, about 150 yards northwestward of the town

pier, has a mobile hoist that can handle craft up to 20

tons for hull repairs or open storage. There are many

private piers with float landings about the harbor. The

harbormaster supervises dockage at the town pier; he

may be contacted on VHF-FM channels 16 and 68, or at

the town pier.

(224) Gasoline, diesel fuel, water, ice, and limited marine

supplies can also be obtained at a pier on the west side

of Northeast Harbor, about 0.4 mile above the entrance.

Depths of 25 feet are reported alongside the pier.

(225) Bear Island, on the eastern side of the entrance to

Northeast Harbor, is high and wooded. Only the stone

foundation, covered 2 feet, and a few submerged piles

remain of the old Coast Guard wharf on the northwest

side of the island; a buoy is about 90 yards westward of

the ruins. A pier and float landing are on the north side

of the island. The passage north of the island is almost

blocked by rocky ledges awash at various stages of the

tide, and passage should not be attempted. A lighted

216 ■ Chapter 6 ■ Coast Pilot 1
bell buoy south of the island marks the western entrance to Eastern Way.

(226) Sutton Island, about 1 mile long and wooded, is on

the south side of Eastern Way, between the south shore

of Mount Desert Island and Cranberry Islands. The

channel has a depth of 40 feet near the center and

depths of 31 and 36 feet near its northern and southern

edges, respectively, and is the recommended channel

generally used.

(227) On the northern side of this channel opposite

Sutton Island and eastward of Bear Island are Long

Pond Shoal, covered 5 feet, and Bowden Ledge, covered 2 feet. Buoys are south of these dangers.

(228) Sutton, a summer resort, is on the western part of

Sutton Island. The island has many summer cottages

along its shores and several piers with float landings,

including a town wharf on the western side with a reported depth of 6 feet alongside its float landings. The

town wharf is used by the mail and passenger ferry. The

approach to the wharf, near Fernald Point, leads between two rock ledges; mariners are advised to exercise

care in approaching it.

(229) Bracy Cove, 0.5 mile northeastward of Bear Island,

is exposed to southeast winds, has a rocky and uneven

bottom, and is unfit for anchorage. There is a private

pier with float landing on the east side of the cove.

(230) Seal Harbor makes into the south shore of Mount

Desert Island about 1 mile east of Bear Island. Anchorage for small vessels may be had in the middle of the

harbor in depths of 15 to 18 feet. This anchorage, about

400 yards in diameter, is exposed to southeasterly

winds and is reported to experience considerable roll.

The approach is between the buoy off Bowden Ledge on

the west and a lighted bell buoy on the east. A ledge

which uncovers 6 feet at the outer end extends halfway

across the entrance from Crowninshield Point, the

western entrance point. A buoy is off the ledge. A ledge

which uncovers 3 feet is 200 yards from the head of the

harbor.

(231) The village of Seal Harbor, on the shore of the harbor, has numerous summer homes. The town wharf, on

the east side of the harbor about 0.25 mile above the entrance, has a reported depth of 9 feet alongside its float

landing. Water is available at the wharf. The Seal Harbor Yacht Club, close northward of the town wharf, has

a pier and float landing with a reported depth of 8 feet

alongside. The town harbormaster has an office at the

town wharf. A former coal wharf, on the west side of the

harbor opposite the town wharf, has private facilities

for hauling out and storing yachts.

(232) East Bunker Ledge, southeastward of Seal Harbor

and 1 mile eastward of Sutton Island, is 0.3 mile long

and has two islets 4 feet high on it. A white pyramidal

stone structure is on the southwestern islet. A buoy

marks Lewis Rock, covered 6 feet, which is 200 yards

northwestward of the ledge. A lighted gong buoy is

about 0.25 mile southeastward of the ledge.

Chart 13313

(233) Bass Harbor Bar connects Great Gott Island with

Bass Harbor Head, the southwestern point of Mount

Desert Island. Bass Harbor Head Light (44°13'19"N.,

68°20'14"W.), 56 feet above the water, is shown from a

white tower connected to a dwelling on the head.

(234) In 1992, the buoyed channel had a midchannel

controlling depth of 14 feet. The channel is on the

through route used by vessels drawing 9 feet or less,

and is sometimes used by vessels drawing 18 feet proceeding at high water and with a smooth sea.

(235) In heavy weather breakers occasionally form across

the bar. A heavy chop builds up on the bar and off Long

Ledge, 1.6 miles eastward, with the wind contrary to

the tidal current, which might beset small craft and

open boats.

(236) Of the many islands off the entrance to Blue Hill

Bay, those southward of Bass Harbor Bar and Casco

Passage, and westward from Duck Islands to Swans and

Marshall Islands, are discussed in this chapter. The islands in this area are in general wooded and have few

conspicuous marks. The only ones having settlements

are Swans, Long, and Great Gott Islands. The area is

very broken and rocky, with numerous bare and submerged ledges, many of them unmarked. The through

route by way of Casco Passage and Bass Harbor Bar is

used by many vessels, except that vessels unable to

cross the bar pass south of Placentia Island and between Black and Little Gott Islands. The passages

through the islands southward are seldom used except

by local fishermen and yachtsmen and are described

later in this chapter.

(237) Great Duck Island, about 5 miles south of Great

Cranberry Island, is the most southeasterly of the islands off Blue Hill Bay. The island is partly wooded, and

from a distance eastward or westward appears as two islands. There are a small white house and a private landing strip on the northern slope of the island.

(238) Great Duck Island Light (44°08.5'N., 68°14.7'W.),

67 feet above the water, is shown from a 42-foot white

cylindrical tower on the south end of the island; a fog

signal is at the light. The buildings of the light station

are prominent. The light is partially obscured by trees

from about 143° to 206°30'.

(239) Little Duck Island, 0.7 mile northward of Great

Duck Island, is partly wooded and has no distinguishing marks.

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 217
(240) The Drums, a dangerous ledge 2.5 miles west of

Great Duck Island and 2 miles northeastward of Long

Island, is awash at low water. A bell buoy is southeast of

the ledge. The range formed by the western ends of

Green and Placentia Islands leads well westward of this

ledge.

(241) Horseshoe Ledge, 1 mile north of The Drums, is

awash at low water and marked on its southeast end by

a buoy.

(242) Green Islands, 4 miles west-northwestward of

Great Duck Island Light and 0.7 mile southward of

Black Island, are two rocky islets with grass on top.

(243) Drum Island is a bare rock 400 yards northeastward of the easterly Green Island.

(244) Black Island, 4.5 miles northwestward of Great

Duck Island Light, is 157 feet high and wooded. Three

ledges are off the east side of the island: Inner Dawes

Ledge, the northernmost off the northeast side of the

island, is bare at high water; Outer Dawes Ledge, about

0.4 mile to the southward, is awash at high water; and

Grindstone Ledge, about 0.4 mile farther southward,

uncovers about 5 feet and is marked by a buoy. An unmarked shoal with a clear depth of 11 feet is about 500

yards southeastward of the buoy. Little Black Island,

off the southwest side of Black Island, is wooded in the

center. An aquiculture farm is on the northwest side of

Black Island. Mariners are advised to use caution when

navigating in the vicinity.

(245) Placentia Island, 0.4 mile northwest of Black Island, is 135 feet high and wooded except on its eastern

end, which is grassy. Two houses are visible on the

slope of the hill on the northeastern extremity. A buoy

marks the shoal extending off the northeast end of the

island.

(246) Little Gott Island and Great Gott Island, 0.4 and 1

mile northeastward of Black Island, are mostly wooded.

Gotts Island is a small town on the west side of Great

Gott Island. The approach to the town is via the passage

between Little Gott and Great Gott Islands, which can

be entered from southward at low water. A bar, bare at

low water, obstructs the passage at the northwest end.

The current between the islands is reported to be

strong, flooding northwestward and ebbing southeastward. The houses are the most prominent marks in this

vicinity. There are no wharves.

(247) Staple Ledge, between Placentia Island and the

northeast end of Swans Island, is awash at low water. A

buoy is off the northeast side of the ledge.

(248) Long Island, 4.3 miles west-southwestward of

Great Duck Island, is the most southerly of the large islands off Blue Hill Bay. The island is 210 feet high and

wooded, but has no conspicuous marks visible from

seaward.

(249) Lunt Harbor is a cove in the north side of Long Island.

(250) Frenchboro is a village on the shore of the cove.

The cove has good holding ground and is used as an anchorage by local boats, but it is somewhat exposed in

northeasterly weather. In July 2007, the anchorage basins in the north and south parts of the cove had depths

of 9 and 4.8 feet, respectively, except for shoaling along

the edges. A cable area is in the cove. Ice seldom interferes with navigation. A crib wharf on the northeast

side of the harbor has a depth of 6 to 7 feet alongside.

The other wharves are bare before low water. Gasoline,

diesel fuel, and water are available. Mail comes by the

Swans Island State auto-passenger ferry that calls at

Lunt Harbor.

(251) Northward of Long Island are numerous small islands and ledges. Harbor Island, just off Lunt Harbor,

is wooded, and a reef which uncovers extends west of

the island. A bell buoy is off a 12-foot spot 0.3 mile west

of the island. A 28-foot spot is close west of the buoy.

Crow Island, 0.4 mile north of Long Island, is wooded

except at its eastern end which is a bare rock. Dry

Money Ledge, 400 yards west of Crow Island, has a

white rock islet about 10 feet high on it. Sunken Money

Ledge, 400 yards southwest of Dry Money Ledge, uncovers. Northeast Ledge, 0.5 mile northeast of Long Island, is covered 13 feet. Crow Island Ledge, 0.3 mile

north of Crow Island, is covered 9 feet. A fairway lighted

gong buoy is northward of Northeast Ledge and eastward of Crow Island Ledge. Beaumont Ledge, 0.5 mile

north of Crow Island, is covered 7 feet. Otter Ledge,

about 0.8 mile north of Crow Island, is awash at low

water.

(252) Sister Islands, 0.5 mile northwestward of Crow Island, are wooded. Sister Ledge, awash at low water, extends 300 yards southward of the westerly of the Sister

Islands. Ram Island, 0.5 mile north of Sister Islands

and 0.2 mile off Swans Island, is marked by a single

tree.

(253) A 12-foot spot is 450 yards off East Point, the eastern extremity of Swans Island, and 950 yards northeastward of Ram Island.

(254) Westward of Long Island is a deep passage. Beach

Ledge, about 0.4 mile westward of Long Island, is covered 14 feet. A bell buoy is west of the ledge. Johns Island, 1.1 miles west of Long Island, is grassy and has

many dead trees and a few scrub trees. Johns Island

Dry Ledge, 0.5 mile southwest of Johns Island, is 0.2

mile in diameter and has rocks showing at high water.

Johns Island Sunken Ledge, 0.6 mile south of Johns

Island, is covered 4 feet; a buoy is south of the ledge.

(255) The passage northward between Long and Swans

Islands has deep water, but there are many unmarked

ledges. The best channel is between the ledge

218 ■ Chapter 6 ■ Coast Pilot 1
extending from Johns Island and the bell buoy off

Beach Ledge, thence between the westerly of the Sister

Islands and Ram Island. Red Point, on the southeast

side of Swans Island 0.4 mile west of Sister Islands, has

a low bare reddish bluff. Any of the passages can be used

by small craft with the aid of the chart. A 15-foot spot is

in midchannel between Red Point and the westernmost

of the Sister Islands, and a 24-foot spot is about 0.6 mile

southwestward of the same islands; both are

unmarked.

(256) Swans Island, about 2 miles northwest of Long Island, is the largest of the islands off Blue Hill Bay. The

three villages on the island are Atlantic, Swans Island,

and Minturn. The island has several sheltered coves,

but all except Mackerel Cove and Burnt Coat Harbor

are foul and little used. There is no piped water supply

on the island, but there is a power station and

electricity.

(257) Mackerel Cove is a good anchorage on the north

side of Swans Island south of the eastern entrance to

Casco Passage. There are islets and numerous ledges in

the cove, but the entrance from northward is easy of access in the daytime. A cable area is in the northeast part

of the cove between Crow Island and North Point and

extends southeast to Fir Point. Vessels are cautioned

against anchoring in this area. A ferry vessel operates

in and out of Mackerel Cove. Submerged rocks, covered

7 to 11 feet, are near the approach to the ferry pier,

southwest of Fir Point. The rocks are marked by a buoy

on the west side.

(258) North Point, the northernmost point of Swans Island, is on the east side of the northern entrance to

Mackerel Cove. A lighted gong buoy, about 0.2 mile

northwestward of the point, is off a rock covered 1 foot.

(259) Crow Island, about 0.6 mile west of North Point, is

on the western side of the northern entrance. A buoy is

eastward of a ledge, awash at low water, 400 yards east

of the island.

(260) A narrow channel into Mackerel Cove from York

Narrows follows close to the shore of Swans Island, and

passes southward of Orono and Round Islands.

(261) Anchorage can be found in Mackerel Cove between

Fir Point Ledge Buoy 3 and the buoy off Crow Island in

depths of 24 to 32 feet. Care must be taken to give the

eastern shore a berth of 300 yards. Another good berth

is between Fir Point Ledge Buoy 3 and a bare ledge 0.3

mile southwestward. A 3-foot spot and a 4-foot spot are

0.5 mile and 0.25 mile northwest of the ledge, respectively. Another 4-foot spot is 500 yards east of the ledge

and off the village. All three spots are unmarked.

(262) Most of the dangers in the entrance to Mackerel

Cove are buoyed, and, although there are many dangers

inside, it should not be difficult even for a stranger to

enter and anchor safely by daylight with the aid of a

chart. Enter between the lighted gong buoy off North

Point and the buoy off Crow Island and steer about

181° so as to pass westward of Fir Point Ledge Buoy 3.

(263) Atlantic is a village on the southeast side of Mackerel Cove. The church spire and several houses are

prominent from eastward. The wharves are nearly bare

at low water. Gasoline, diesel fuel, provisions, and some

marine supplies are available at Burnt Coat Harbor.

The State auto and passenger ferry operates throughout the year between Atlantic and Bass Harbor. The

ferry slip is close southward of Fir Point on the east side

of the cove.

(264) Seal Cove, on the northwest side of Swans Island

just south of Buckle Island and York Narrows, and

Toothacher Cove, on the southwest side of Swans Island, have many unmarked dangers and are important

to fishermen. A shoal covered 4 feet is in the middle of

the approach to Toothacher Cove. A floating fish pen

area is about 400 yards northeast of the 4-foot shoal.

(265) Burnt Coat Harbor, a small well-sheltered anchorage on the southwestern side of Swans Island, is much

used by fishermen and yachtsmen. Burnt Coat Harbor

Light (44°08'03"N., 68°26'50"W.), 75 feet above the water, is shown from a square white tower connected to a

dwelling on Hockamock Head, on the west side of the

harbor entrance.

(266) The anchorage, eastward of the light, is about 500

yards wide, with depths of 21 to 34 feet, soft bottom. A

good anchorage for small craft is in the channel northward of the light in depths of 13 to 24 feet. A stone

wharf and power plant are on the north side of Long

Cove, on the east side of the harbor near the entrance.

(267) Swans Island is a village on the west shore of Burnt

Coat Harbor. The largest of several wharves has two

floats with 5 to 6 feet alongside. The other wharves have

less depth. Transient berths are available. Gasoline, diesel fuel, water, ice, provisions, and marine supplies are

available. There is a small machine shop that can do

minor engine and underwater repairs.

(268) Minturn is a small village on the east shore of the

harbor. The largest of several fish wharves has 5 feet

alongside. Gasoline, diesel fuel, and some provisions

and supplies are available at the wharf. Pilots may be

obtained from among the fishermen at the harbor.

(269) Off the entrance and approach to Burnt Coat Harbor are several islands and reefs. Harbor Island, in the

middle of the entrance, is wooded except for its southwest and southeast sides. There is a house on the northeastern slope. Potato Island is the small islet about 700

yards north of Harbor Island.

(270) Baker Islands, 0.3 mile southeast, and Scrag Island, 0.2 mile south, respectively, of Harbor Island, are

wooded. Green Island, 0.3 mile southwest of Scrag Island, and Gooseberry Island, 0.6 mile west of Harbor

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 219
Island, are bare and grassy. Gooseberry Island Ledge,

0.2 mile southeastward of Gooseberry Island and on the

northwestern side of the approach to the harbor, is

awash at low water; a buoy is off the ledge. High Sheriff, a bare rock, and Sheriff Ledge, awash at low water,

are westward of Gooseberry Island. A buoy, 0.4 mile

southwestward of High Sheriff, marks a 24-foot spot. A

rocky shoal, covered 18 feet, 0.5 mile southwest of

Gooseberry Island, is unmarked.

Routes

(271) The main entrance to Burnt Coat Harbor is from

the southwestward between the daybeacon on the rock

off the northwest side of Harbor Island and Burnt Coat

Harbor Light. Strangers should have no trouble entering in the daytime with strict attention to the charts

and by following the aids.

(272) From the entrance, steer for a position midway between the light and the daybeacon, passing south of the

buoy off Gooseberry Island Ledge and favoring the

daybeacon slightly. Anchorage may be selected eastward or northeastward from the light, or in midchannel north of it.

(273) The passage between Baker Islands and Swans Island is buoyed and is available for small craft entering

Burnt Coat Harbor from the eastward. It is used by local craft, but is narrow and difficult, and strangers are

advised to use it only after obtaining local knowledge,

and on a rising tide.

(274) Marshall Island, 2 miles westward of Harbor Island, is the largest of the group of islands southward of

the western end of Swans Island; the island is about 100

feet high and wooded. A rocky shoal, covered 7 feet near

its end, extends 0.4 mile north of Marshall Island; a

buoy is off the end of the shoal. A large platform is on

the island.

(275) Hat Island, 0.9 mile north of Marshall Island and

just south of the western end of Swans Island, is 111

feet high, bare on the summit, and wooded elsewhere.

A buoy is 700 yards southwestward of Hat Island Ledge,

which extends 0.4 mile westward of the island.

(276) Ringtown Island, just off the northeast side of Marshall Island, is wooded. Yellow Ledge, southeastward of

Ringtown Island, has two bare rocks and a considerable

area which uncovers. Brimstone Island, 1 mile east of

Marshall Island, is bare and grassy. Heron Island, 0.5

mile south of Brimstone Island, is grassy with trees in

the middle.

(277) Many bare and covered rocks and ledges are southward of Brimstone and Heron Islands and southeastward of Marshall Island. Extreme caution must be used

in navigating in this area as most of the dangers are not

marked. Two small ledges awash at low water are between Brimstone and Heron Islands.

(278) Heron Island Point Ledge, 0.2 mile south of Heron

Island, is awash at high water. Mason Ledge, 0.4 mile

west of Heron Island, and Black Ledge, 1.2 miles southwest of Heron Island, are bare rocks. About 0.2 mile

northeast of Black Ledge is a depth of 6 feet. Seal

Ledge, 0.9 mile south of Heron Island, is covered 10

feet; a buoy east of the ledge marks a 16-foot spot. Cod

Ledge, 0.3 mile southwest of Mason Ledge, is covered 3

feet. A depth of 4 feet is 300 yards southwestward of the

ledge. Jobs Ledge, 0.6 mile south of Marshall Island,

and Sprague Ledge, 0.3 mile south, are covered 9 and 7

feet, respectively, and are unmarked.

(279) Spirit Ledge, 0.7 to 1.2 miles southwestward of

Marshall Island, is in two sections. The northern part

has a bare rock on it, and the southern part uncovers

about 5 feet. Boxam Ledge, off the southwest side of

Marshall Island, uncovers.

(280) These ledges, together with numerous other ledges

and islands, extend across Jericho Bay and southwest

across the entrance of that bay to Isle au Haut. The

other ledges and islands are discussed in chapter 7.

Chart 13315, 13313

(281) Casco Passage and York Narrows, northward of

Swans Island and between Swans Island and Black and

Johns Islands, form a part of the inland passage between Mount Desert Island and Whitehead Island. The

narrow passage separates into two branches in its western part. The eastern end and northern branch form

Casco Passage; the southern branch is York Narrows.

(282) Johns Island, 1.3 miles northwestward of the

northern extremity of Swans Island, Opechee Island

and Black Island, on the north side of the passage,

Orono Island, Asa (Phinney) Island, and Round Island,

on the south side of the passage, and Buckle Island, on

the south side of the western end of York Narrows, are,

in general, low and wooded. The Triangles, a ledge at

the eastern end of Casco Passage, has a rock 7 feet high

on it, and a reef that uncovers about 5 feet extends 400

yards northward.

(283) Long Ledge, bare and awash, and Hawley Ledge,

covered 6 feet and marked by a buoy, are westward of

Orono Island and between the western part of Casco

Passage and York Narrows. Egg Rock, off the western

entrance, is marked by a daybeacon on the ledge.

Sunken Egg Rock, covered 8 feet, about 0.4 mile

south-southwestward from Egg Rock, is marked by a

buoy northward of it.

(284) Hanus Ledge, covered 9 feet and marked on its

south side by a buoy, is 0.8 mile south-southeast of

220 ■ Chapter 6 ■ Coast Pilot 1
Sunken Egg Rock. In August 1981, depths significantly

less than those charted and tide rips were reported to

extend about 0.3 mile southeast from the ledge; caution is advised.

(285) The Woodbury, covered 10 feet and marked by a

buoy, is 0.9 mile southwest of Hanus Ledge.

(286) Casco Passage and York Narrows are well marked,

the aids being colored and numbered for the passage

westward. A fairway bell buoy marks the eastern approach to the passage.

(287) Casco Passage is the straighter and better channel,

has a least depth of 12 feet for a width of about 100

yards, and is the one recommended. A rock, awash at

low water, is 125 yards off the south side of Black Island, and care should be taken to avoid it. There are

rocks with little depth over them on each side of the

passage. In January 1986, a wreck was reported close

south of the east entrance to Casco Passage in about

44°11'29"N., 68°26'29"W.

(288) The current through Casco Passage floods eastward and ebbs westward at a velocity of 0.7 knot. The

velocity is influenced greatly by strong winds. For current predictions, see the Tidal Current Tables.

(289) York Narrows is the deeper, with a least depth of 13

feet, but its width is not much over 100 yards, with dangerous unmarked ledges on both sides. It is not recommended. A lighted bell buoy marks the western

entrance. Vessels should not attempt passage except

with local knowledge, as the currents are reported to be

very strong at times.

Chart 13316

(290) Blue Hill Bay, west of Mount Desert Island, is about

14 miles long. In the bay are several large and some

small islands, between which are good channels with

deep water. The dangers are comparatively few; the

most prominent are marked by buoys. There are numerous coves on both sides of the bay.

(291) The head of the bay is divided into several large

arms, the most important of which is Union River Bay.

Blue Hill Bay forms the approach to the villages of Bass

Harbor, South Blue Hill, Blue Hill Falls, Blue Hill, East

Blue Hill, and Surry, and the city of Ellsworth.

(292) The bay is frequented by many cruise sailing vessels, fishing craft, and yachts. Gasoline and provisions

are obtainable at most of the villages. Repair yards for

small vessels are at Bass Harbor, Bernard, and East

Blue Hill.

(293) Routes for entering Blue Hill Bay are given at the

end of this chapter.

Tides and currents

(294) The mean range of tide in Blue Hill Bay is about 10

feet. The current floods northward and ebbs southward. Velocities of 2 knots have been observed near Staple Ledge at the south end of the bay. For current

predictions, see the Tidal Current Tables.

(295) Bass Harbor, in the southwest end of Mount Desert

Island just westward of Bass Harbor Head, is an important fishing port. The harbor is sometimes used as an

anchorage by vessels bound through the inside passage. The outer harbor is exposed southward, but clear

with the exception of Weaver Ledge, which is in the

middle of the entrance and uncovers 3 feet. Two buoys

mark the ledge.

(296) Vessels can enter on either side of Weaver Ledge

and anchor between the ledge and the entrance to the

inner harbor in depths of 30 to 46 feet, soft bottom in

places.

(297) There are three dredged anchorages available in

the inner harbor. The anchorages consist of a 10-foot

basin in the middle of the harbor with 6-foot basins adjoining to northward and westward. In June 2005,

depths of 9.5 to 10 feet were available in the middle anchorage basin with 4 to 6 feet in the west basin and 3 to

6 feet in the north basin. Buoys mark the inner harbor.

(298) Bass Harbor is a village on the east shore of Bass

Harbor. It is the headquarters for many fishing vessels

and has a fish cannery, which in 1979 was being rebuilt.

The belfry of a church at the head of the harbor is conspicuous. The cannery wharf, on the east side of the inner harbor about 1.1 miles north of Bass Harbor Head

Light, has a reported depth of 7 feet alongside. A

smaller seafood company wharf, close northward, has a

depth of 10 feet reported alongside. Gasoline, diesel

fuel, water, ice, and some marine supplies are available

at this wharf.

(299) A boatyard and machine shop, about 250 yards

above the upper seafood wharf, has two marine railways

that can handle craft up to 45 feet or 15 tons for hull

and engine repairs. Welding and electrical repairs can

also be made.

(300) A marina with a float landing is on the east side of

the outer harbor, about 400 yards southward of the

cannery wharf; depths of 10 feet are reported at the

float landing. A 30-ton mobile hoist at the marina can

handle craft up to 50 feet for hull and engine repairs.

Gasoline, diesel fuel, water, ice, and some marine supplies are available. The slip for the State automobile

and passenger ferry to Swans Island and Lunt Harbor

on Long Island is close northward of the marina.

(301) Groceries, ice, lodgings, and some marine supplies

can be obtained in town.

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 221
(302) Bernard is a village on the west side of Bass Harbor.

There are two fish and lobster wharves with float landings with 6 feet reported alongside. Gasoline, diesel

fuel, and some marine supplies can be obtained at the

landings.

(303) A boatyard with covered sheds and marine ways,

about 400 yards northward of the fish wharves, can

build craft up to 55 feet, or haul out for hull and engine

repairs craft up to 60 feet or 25 tons. It has a pier and

float landing with 10 feet reported alongside. Gasoline,

water, electronic repairs, and covered storage are

available.

(304) Mitchell Cove, about 0.5 mile northwestward of

Bass Harbor, is shoal and foul, and has no landings.

(305) Duck Cove, about 1.5 miles northwestward, has a

boatyard at the head with covered sheds; the yard has a

marine way that can handle craft up to 50 feet or 20

tons for hull and engine repairs or open and covered

winter storage.

(306) Goose Cove, on the eastern side of Blue Hill Bay 2

miles northwestward of Bass Harbor, is frequented by

fishing boats. The cove has good holding ground and

offers excellent anchorage for small boats except in

heavy southwesterly weather. A shoal is in midharbor.

West Tremont is a village at the head of the cove. A

church spire at the village is prominent from seaward.

There is a wharf that dries on the east shore about 0.4

mile above the entrance; water can be had from a

nearby well.

(307) Goose Cove Rock, 0.6 mile northwest of Goose

Cove and 0.2 mile offshore, is a rocky islet 5 feet high.

Rumell Island, 0.6 mile northwestward of Goose Cove

Rock, is a rocky islet 4 feet high with grass on top. The

ruins of fish weirs are between the island and mainland. Latty Cove is an indentation between Goose Cove

Rock and Rumell Island.

(308) Seal Cove, 4 miles northwestward of Bass Harbor,

is a sheltered anchorage for small vessels, except in

westerly winds. Rocks that uncover 7 feet are about 300

yards offshore just inside Reed Point, the northern entrance point, and a ledge partly showing at high water

is off the shoal bight just inside Dodge Point, on the

south side of the entrance. Craft entering in

midchannel will find anchorage near the middle of the

cove in depths of 11 to 37 feet. There are several private

piers and float landings on the south side of the cove

near Dodge Point, and a paved town launching ramp on

the north side of the cove near its head.

(309) Moose Island, north of the entrance to Seal Cove, is

wooded. A bar which uncovers connects the island to a

point 0.3 mile northward of Reed Point. The point has a

few buildings, a private wharf, and a small flagpole.

Small craft anchor northward of the bar. A rocky ledge,

awash at low water, is reported to be 125 yards north of

Moose Island.

(310) Hardwood Island, 0.7 mile northwest of Moose Island, is 113 feet high and wooded. A bar extends 0.3

mile southwestward from the island; a buoy is off a rock

covered 11 feet at the end of the bar.

(311) Sawyer Cove, on the eastern shore of Blue Hill Bay

eastward from the north end of Hardwood Island, is an

anchorage for small craft. A ledge awash at high water

is in the middle of the entrance. Several float landings

are in the cove.

(312) Pretty Marsh Harbor makes into the eastern shore

of Blue Hill Bay northeastward of Hardwood Island.

There is good anchorage in depths of 8 to 37 feet. Folly

Island, a grassy island with a few trees, is in the entrance. The northern and western sides of the harbor

are shoal inside West Point, on the western side 0.6

mile northeast of Folly Island. A shoal, covered 9 feet at

the end, extends 350 yards southeastward from West

Point. There are no dangers away from the shore, except for a ledge, covered 3 feet, about 250 yards east of

Folly Island. In 1970, two bare rocks were reported on

this ledge; caution is advised. Several float landings are

on the east side of the harbor.

(313) John Island, an islet 750 yards northward of Folly

Island, and a lower islet 400 yards northwestward are

grassy. Birch Island, 0.4 mile northwestward of John

Island, is wooded.

(314) Bartlett Island, 0.7 mile northward of Hardwood

Island, is 279 feet high and mostly wooded, with a few

houses on it. A grass-covered islet is close to the northeast end of the island.

(315) Bartlett Narrows is between Mount Desert Island

and Bartlett Island. The channel is narrow, but has

deep water with few dangers and is not difficult. The

channel westward of Folly and John Islands is clear in

midchannel. If passing eastward of Folly Island, give it

a berth of about 400 yards, and give the south end of

John Island a berth of 200 yards. The eastern shore of

the narrows from West Point to its northern end is bold

and should be favored. In the narrowest part keep the

eastern shore close aboard, distant 100 yards, to avoid a

ledge extending 200 yards southward from a group of

bare rocks, southeastward of Ledges Point, on Bartlett

Island.

(316) The town of Mount Desert has a wharf and float

landing on the east side of Bartlett Narrows 0.6 mile

north-northeast of John Island; depths of 6 feet are reported alongside. No facilities are available. Moorings

off the town float are regulated by the Mount Desert

harbormaster, whose telephone number is posted at

the landing.

(317) A ledge covered 2 to 3 feet is 400 to 600 yards from

the eastern shore 0.4 mile northward of Bartlett

222 ■ Chapter 6 ■ Coast Pilot 1
Narrows. It will be avoided by keeping westward of a

range formed by the northwest tangents of Black and

Alley Islands.

(318) Western Bay, northeastward of Bartlett Island, is a

part of the waters that separate Mount Desert Island

from the mainland northward. Mount Desert Narrows,

described previously, is at the head of Western Bay.

(319) Black Island, about 1 mile northeastward of the

north end of Bartlett Island, is thickly wooded. Green

Island, close to the southern shore of the bay, is 0.5

mile east of Black Island. Alley Island, the largest island in Western Bay, is 1.2 miles north of Green Island.

(320) Vessels of any size can select anchorage in the bay

southwestward of Alley Island in depths of 44 to 64 feet;

the rocky broken ground with depths of 34 to 36 feet extending 0.4 mile off the southeast side of Oak Point, 1.5

miles westward of Alley Island, should be avoided. With

the aid of the chart, good anchorage can be selected

also in depths of 21 to 38 feet southeastward and eastward of Alley Island.

(321) The range formed by the summit of Bartlett Island

and the middle of Black Island clears the shoal extending 500 yards southeastward from Alley Island.

(322) Foul ground extends about 500 yards from the

south shore of Western Bay between Green Island and

Indian Point, 1 mile northeastward. Northwest Cove,

eastward of Indian Point, has anchorage in depths of 10

to 20 feet, but a ledge with little water over it extends

500 yards from its southeast shore 600 yards eastward

from Indian Point.

(323) Goose Cove is a large shallow bight on the north

side of Western Bay northward of Alley Island. The villages of Trenton and West Trenton are on the northern

shore. The head of the cove is dry at low water for a distance of 0.5 mile, and thence it deepens gradually to 7

feet 0.5 mile farther out. There are no wharves in the

cove.

(324) Mahoney Island (44°13.0'N., 68°30.7'W.), on the

west side of Blue Hill Bay 7.5 miles west of Bass Harbor

Head and just eastward of the entrance to Eggemoggin

Reach, is sparsely wooded. Smuttynose Island, 0.4

mile northwestward of Mahoney Island, is grassy.

Mahoney Ledge, southwestward of Mahoney Island, is

awash at low water. A buoy southwestward of the ledge

marks a shoal covered 5 feet, and another buoy is off the

shoal water southeast of Mahoney Island.

(325) Pond Island, 1.3 miles eastward of Mahoney Island,

is wooded on its eastern side. The western side is grassy.

Lamp Island, 0.2 mile northward of Pond Island, is

grassy.

(326) Pond Island Passage, the channel north of Pond

Island, is used by vessels entering Blue Hill Bay from

westward and sometimes by vessels following the inside route eastward or westward. The passage has a

least depth of 19 feet in the buoyed channel, but there

are dangers close to the sailing lines. The buoys are colored and numbered for vessels bound westward.

(327) Between Pond Island and Casco Passage, 1.5 miles

southward, are several islands. Opechee, Johns, and

Black Islands have been previously discussed. Sheep

Island is grassy, and Eagle Island is wooded. A reef that

uncovers 7 feet is 500 yards eastward of Eagle Island.

(328) The passages between these islands are obstructed

by reefs.

(329) Channel Rock, 1 mile northward of Pond Island, is

3 feet high and has a whitish top. A ledge covered 3 feet

extends 0.4 mile eastward of the rock.

(330) Green Island is grassy and marked by an abandoned lighthouse tower, white with dwelling, and by

Blue Hill Bay Light 3 (44°14.9'N., 68°29.9'W.), 25 feet

above the water and shown from a skeleton tower with

a green square daymark. The ledges, of which Green Island is a part, uncover from the island to the shore 1.1

miles northwestward and for a distance of nearly 0.3

mile southward of the island. A buoy is about 0.35 mile

southward of the island.

(331) Other islands on the ledges include Flye Island,

Goose Island, and Gander Island. A buoy is off the

south end of the ledge. Sand Island, 0.3 mile northeastward of the light, is bare and nearly covered at high

water. A buoy southwestward of the islet and a fairway

bell buoy mark Flye Island Channel between Green Island and Sand Island.

(332) Flye Island Ledge, having rocks covered 7 to 15

feet, extends to a point 1 mile south-southwestward of

Blue Hill Bay Light 3.

(333) Herrick Bay is a shallow bight on the western side

of Blue Hill Bay northwestward of Blue Hill Bay Light

3. Naskeag Point, 0.8 mile northwest of Mahoney Island, is on the western side of the approach. The bay

dries at low water for nearly 1 mile from its head. There

is good anchorage in the approach to the bay 0.5 mile

from the western shore northward of Naskeag Point in

depths of 24 to 45 feet. In the approach to the anchorage the range formed by the western tangents of Flye

and Long Islands leads westward of Flye Island Ledge.

(334) A boatyard on the north shore of Herrick Bay builds

fiberglass boats up to 31 feet long and makes hull and

engine repairs. In 1979, haul-out and open storage facilities were under construction at the boatyard.

(335) Ship Island, Trumpet Island, Bar Island, and Tinker Island are a chain of islands 4 miles long in the

middle of Blue Hill Bay, eastward of Blue Hill Bay Light

3. The islands are joined by shoals that uncover, except

for a channel between Trumpet and Bar Islands that has

a depth of 17 feet and is marked by a fairway buoy. Ship

and Bar Islands are grassy. A buoy marks the end of the

shoal extending 0.3 mile from the northeastern side of

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 223
Bar Island. Trumpet Island is low and grassy. Tinker Island, partially wooded, has a shack on its southeast end.

(336) Ship and Barges Ledge, 0.6 mile southeastward of

Ship Island, is 350 yards long and uncovers about 5

feet. The ledge is marked by a daybeacon, and by a bell

buoy about 0.15 mile northeastward.

(337) West Barge is a flat grass-topped rock 0.3 mile

westward of Ship Island. East Barge is a round grassy

islet on the end of the shoal extending 0.1 mile southward from Ship Island.

(338) Cow and Calf Ledge, extending 0.4 mile westward

and northward from Tinker Island, has several rocks

with little water and one rock which uncovers 5 feet;

buoys are north and west of the ledge.

(339) Allen Cove, on the west side of Harriman Point 3.5

miles northwestward of Blue Hill Bay Light 3, is used as

an anchorage. The cove is open northward, and the

shores are foul. Vessels may anchor in the middle of the

cove in depths of 12 to 30 feet. Harriman Ledge, covered 10 feet and marked by a buoy, is 0.3 mile eastward

of Harriman Point.

(340) Long Island, a large uninhabited island in Blue Hill

Bay, 1.5 miles west of Bartlett Island, is in general

wooded with a few clear sections. Long Island Hub, off

the south end of Long Island, is conspicuous because of

high trees covering it.

(341) Sand Point (44°21.4'N., 68°32.8'W.) is on the west

shore of Blue Hill Bay 3.3 miles northward of Harriman

Point. South Blue Hill, a village on the western side of

Blue Hill Bay just south of Sand Point, has a wharf with

a 50-foot face which is dry at low water. This is all that

remains of a former town wharf, the outer 60 yards of

which were destroyed by a hurricane. The ruins and

foundation of the former wharf, just awash at low water, extend about 100 feet out from the present wharf.

Caution is necessary in approaching the wharf. A stone

pier is in ruins just north of the wharf.

(342) Salt Pond has its entrance about 1.2 miles northward of Sand Point and just south of the entrance to

Blue Hill Harbor; tidal falls are at the entrance. The

channel is southward of Mill Island, on the north side

of the entrance. State Route 175 highway fixed bridge

crosses the entrance; clearance is 7 feet. The strength

and turbulence of the current is such that passage is

not recommended except with local knowledge. A private pier with float landing is on the east side of Mill

Island.

(343) Blue Hill Harbor, northwestward of Long Island, is

a large bight in the northwestern part of Blue Hill Bay.

Parker Point, on the western shore of the harbor 3

miles north of Sand Point, and Sculpin Point, on the

northern shore of the harbor 0.3 mile northeast of

Parker Point, divide the harbor into an inner and outer

harbor. The village of Blue Hill is at the head of the

inner harbor.

(344) Blue Hill (44°26.1'N., 68°35.5'W.), a rounded hill

which appears blue in the distance and gives its name

to the village, bay, and area, is 934 feet high and conspicuous. A fire lookout tower is on the summit.

Dangers

(345) The approach to the harbor is fringed with ledges

with numerous rocks and boulders, some of which are

awash. On the western side these ledges extend 200 to

700 yards from the western shore of the outer harbor,

and, at a point 1 mile southward of Sculpin Point, they

extend 0.5 mile from shore.

(346) The northeastern end of these ledges, where they

extend eastward of Parker Point, is marked by a buoy. A

depth of 8 feet is close eastward of the buoy.

(347) Ledges extend along the northern shore of the

outer harbor from Woods Point to Sculpin Point and

100 yards off Closson Point. An unmarked rock, covered 6 feet, is 225 yards southward of Woods Point.

(348) Middle Ground, a detached shoal about 400 yards

long and dangerous with rocks nearly awash, is off the

entrance to the inner harbor. It is marked on its eastern

edge by two buoys.

(349) Sculpin Ledge, on the north side at the entrance to

the inner harbor, uncovers about 21⁄2 feet; the ledge extends about 120 yards west-southwestward of Sculpin

Point and is marked on its western end by a buoy.

Routes

(350) Vessels may enter the inner harbor by passing on

either side of the Middle Ground. The eastern channel

is easier and safer, and leads eastward of the two buoys

and northward of the shoal.

Caution

(351) It is reported that some small craft, at or near low

water, have attempted to pass between the buoys marking the eastern edge of the Middle Ground. It is advisable at all times to pass east and north of both buoys

when using the eastern channel.

(352) The western channel, deep and more direct, leads

between the unmarked western edge of the Middle

Ground and the buoy eastward of Parker Point. Most

powered craft use the western channel, and sailing

craft the eastern.

(353) The entrance to the inner harbor has a depth of

about 19 feet. The channel is only about 50 feet wide

southward of Sculpin Point, and so narrow that a

stranger should not carry a draft of more than 12 feet at

low water. Craft entering should pass well clear of the

can buoy south of Sculpin Point, especially at or near

224 ■ Chapter 6 ■ Coast Pilot 1
low water, and should pass not more than 10 yards

southward of the nun buoy off Sculpin Ledge before

rounding up into the inner harbor.

(354) The channel in the inner harbor is narrow and

crooked. Many of the rocks in the inner harbor show

except at high water, and buoys are off the principal

dangers.

(355) Triangles, northward of Parker Point, is a ledge on

which there are three rocks that uncover 2 to 3 feet; a

buoy is off the rocks.

(356) The upper part of the inner harbor is divided into

two arms by Peters Point; both of the arms are shoal

and foul at the heads. The western arm is used by local

craft, and cruise schooners usually anchor off a private

wharf on the southwestern tip of the point.

(357) Anchorage sheltered from northerly and westerly

winds will be found in the outer harbor in depths of 23

to 50 feet.

(358) In the inner harbor anchorage in depths of 10 to 28

feet, soft bottom, is available in midchannel from 200

to 600 yards above Sculpin Point off the yacht club, and

in the western arm in 14 to 27 feet southwestward of

Peters Point. There are numerous private moorings in

the harbor, most of which are under the supervision of

the harbormaster; when unoccupied they are usually

unlighted at night and care should be taken to avoid

them.

(359) Kollegewidgwok Yacht Club is on the east side of

the inner harbor, about 700 yards northward of Sculpin

Point. There is a reported depth of 9 feet at the club

float landing, where gasoline, diesel fuel, water, and ice

are available. The club maintains three guest

moorings.

(360) The village of Blue Hill has a hospital, pharmacy,

churches, restaurants, lodgings, markets, and a bank.

Some repairs can be made. Provisions, water, ice, bottled gas, and marine supplies are available. Diesel fuel

and gasoline can be supplied at the landings from tank

trucks.

(361) In severe winters, ice usually closes the harbor

from December to April, but during mild winters it is

reported to be comparatively free of ice.

(362) Darling Island (44°24.0'N., 68°31.3'W.), wooded, is

about 0.5 mile eastward of Woods Point, the northern

entrance point to Blue Hill Harbor. Darling Ledge, the

top of which is awash at low water, extends 0.3 mile

southward of the island. The ground is foul between the

ledge and the shore. A buoy is about 0.2 mile southeastward of the ledge. There is a granite wharf with a private float landing on the mainland westward of Darling

Island.

(363) McHeard Cove is 0.7 mile north of Darling Island.

Mink Island and a reef bare at high water are in the

center of the cove. A crib wharf, nearly dry at low water,

is at East Blue Hill, a village at the head of the cove. A

church spire is prominent, as are several large homes

on the slope of the hill on the east side of the cove.

(364) A boatyard is on the east side of McHeard Cove,

about 0.3 mile above the entrance. The yard builds fiberglass craft up to 40 feet long. Hull, engine, and electrical repairs can be made, and a 12-ton mobile hoist

and a 2-ton crane are available. Open and covered storage is also available. Gasoline and water can be obtained at the boatyard. Diesel fuel can be supplied by

tank truck. Both the yard wharf and the fish wharf are

dry at low water. The yard maintains moorings.

(365) Morgan Bay, northward of Long Island and on the

west side of Newbury Neck, is about 3 miles long. The

bay is seldom used by yachts as there are no landings in

it. Two 279-foot high radio towers of Station WDEA are

prominent on the east side of Newbury Neck.

(366) The entrance to Morgan Bay is obstructed by Jed

Islands and the surrounding ledges, leaving a deep,

narrow channel close to the western shore on either

side of Conary Nub. Conary Nub, 500 yards off Conary

Point on the west side of the entrance, is a rock with a

clump of scrub. Seal Ledge, 0.3 mile northeast of

Conary Nub, is awash at high water. Black Rock, which

uncovers 2 feet, is on a shoal with depths of 3 to 10 feet

extending 0.4 mile northeastward of Seal Ledge. Bird

Rock, westward of Jed Islands, is about 3 feet high.

South Ledge, 0.2 mile southward of Jed Islands, uncovers about 5 feet. A rock, covered 4 feet, is 0.2 mile

southwestward of South Ledge; a buoy is west of the

rock. Danger will be avoided by keeping westward of a

line from Conary Point to the southwest end of

Newbury Neck.

Routes

(367) To enter Morgan Bay, using the chart as a guide,

pass westward of the buoy marking the 4-foot shoal,

then in midchannel between Conary Point and Conary

Nub, thence about 200 yards off the western shore until

abreast of Seal Ledge. Good anchorage can be selected

in the bay in depths of 8 to 36 feet. It is not advisable to

use the channel eastward of Conary Nub without local

knowledge.

(368) Webber Cove, on the west side of Morgan Bay,

about 1.3 miles above Conary Nub, is used as an anchorage by small craft. There is a private boatshed and

marine railway at the cove.

(369) Union River Bay, at the head of Blue Hill Bay, is

large and extends about 5 miles in a northerly direction

between Oak Point on the east and Newbury Neck on

the west. The bay is free of dangers, except near its

northern end. The head of the bay is separated into two

Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 225
226 ■ Chapter 6 ■ Coast Pilot 1

arms: Union River, the eastern arm, and Patten Bay, the

western arm.

(370) Patten Bay is a long, narrow arm making

northwestward from Union River Bay. The village of

Surry is at the head. The bay is used primarily by small

pleasure craft and fishing boats. Good anchorage is at

the entrance near midchannel, and as far as 1.5 miles

above the entrance in depths of 20 to 38 feet. A ledge,

which uncovers about 5 feet, extends 400 yards from

the northern shore 0.7 mile westward of Weymouth

Point at the head of Union River Bay. A buoy is south of

the ledge. Between this buoy and a point 1 mile above,

the northern shore of Patten Bay is fairly bold, while

the south shore should be given a berth of 300 yards.

Ice closes the upper end of the bay from January

through March.

(371) Union River empties into the head of Union River

Bay from northward and forms the approach to the city

of Ellsworth, 4 miles above the entrance, where there is

a dam. There is no commercial waterborne traffic on

the river. The river is about 1 mile wide at the entrance

but contracts to 100 yards 1.3 miles above. In January

2003, the controlling depths were 4.5 feet in the

dredged entrance channel to abeam of Horton Rocks,

about 1 mile above the entrance on the west side of the

channel, thence 4.4 feet in midriver for about 1.6 miles,

thence 4.7 feet in the upper dredged section for about

0.8 mile to the turning basin just above and east of

Black Point, and thence in May 2003, 4.1 to 4.5 feet in

the basin at the head of the project at Ellsworth.

Freshets occur in the spring occasionally. Ice usually

closes the river from December to April.

(372) Mill Cove, on the eastern side of Union River at the

entrance, is small and shoal. Off the entrance are several rocks, the most prominent of which are buoyed.

Tupper Ledge, with rocks awash at low water and from

which broken bottom extends northward, is off the

river entrance. A buoy marks the ledge. Lord Rock,

covered 9 feet, is close to the eastern shore off the

entrance.

(373) The channel in Union River is narrow and difficult.

Strangers should not enter without assistance; local

boatmen will act as guides if desired. With the aid of the

chart, small craft should be able to go up to Ellsworth,

but should do so on a rising tide.

(374) The dredged entrance channel leads northward

from Union River Bay for about 1 mile; it is marked by

three seasonal buoys. From this point to the entrance

to the upper dredged section of the river channel, about

1 mile below Ellsworth, there are no marks and a general midchannel course is best, although in the bend

just before reaching the dredged channel the best water favors the east side. The upper dredged channel

does not follow a midchannel course; it is marked on

the westerly side by three seasonal buoys. The chart is

the guide.

(375) Ellsworth is a city on the main coastal highway at

the head of navigation on Union River. It has a railroad

freight terminal and some industry in the manufacture

of yarn. The city has a hospital, hotels, motels, banks,

restaurants, markets, pharmacy, churches, and bus and

taxi service. The nearest air transportation is at Trenton, 10 miles away. There are no commercial marine

shipping facilities at Ellsworth. Most of the wharves are

in ruins or in need of repair. The Ellsworth city wharf

and float are on the east side of the river above the

dredged channels about 0.2 mile east-northeast of

Black Point. Depths of 3 feet were reported alongside

the floats. A surfaced launching ramp is available. The

river is fresh at low water.

Charts 13316, 13313

(376) Blue Hill Bay is approached from eastward across

Bass Harbor Bar; from southward through Eastern

Passage between Placentia Island and Swans Island,

and from westward through Jericho Bay, which is entered through Merchants Row, Deer Island Thorofare,

or Eggemoggin Reach. The channels between Blue Hill

and Jericho Bays are Casco Passage, York Narrows,

Pond Island Passage, and Flye Island Channel. These

approaches are more or less obstructed by islands and

ledges, but are sufficiently marked to be safely navigated in clear weather. At high water small boats can

also enter the head of Blue Hill Bay from Frenchman

Bay through Mount Desert Narrows, previously

described.

(377) The inside route across Bass Harbor Bar and

through Casco Passage, used most frequently by small

craft of 9-foot draft or less, leads across the south end of

Blue Hill Bay. Small craft bound to points in Blue Hill

Bay seldom exceed 9 feet in draft and usually follow the

inside passage. In general, they enter from eastward

across Bass Harbor Bar, and from westward by Flye Island Channel or Pond Island Passage between Pond Island and Blue Hill Bay Light 3.

(378) Vessels of drafts too deep for that route can enter

the bay southward of Little Gott Island, southeastward

of Placentia Island, and northward of Black Island, but

this passage is not recommended for drafts greater

than 15 feet. This passage also is desirable for vessels of

9-foot draft or less when there is too much easterly or

southeasterly swell on Bass Harbor Bar.
Petit Manan Island to Jericho Bay, Maine ■ Chapter 6 ■ 227

(379) Vessels of the deepest draft can enter by Eastern

Passage, between Black and Placentia Islands on the

east, and Long and Swans Islands on the west.

(380) Above the entrance, Blue Hill Bay is deep and generally free from dangers, and several channels are available.

(381) Vessels bound from Bass Harbor Bar to Union River

usually use the channel between Tinker and Hardwood

Islands, and between Long and Bartlett Islands. This

channel is deep and unobstructed, and the chart and

buoys are the guides. Small craft sometimes use the

more protected passage between Moose and Hardwood

Islands and through Bartlett Narrows.

(382) Bound to Blue Hill Harbor from Bass Harbor Bar,

the most direct route leads eastward of the chain of islands and reefs extending from Ship and Barges Ledges

to Tinker Island, and southward and westward of Long

Island. This passage is deep and clear, and the chart is

the guide.

(383) The passages between Little Gott and Black Islands,

and Black and Placentia Islands, have a rock with a

cleared depth of 16 feet, about 250 yards off the southwest end of Little Gott Island, and a rock with a cleared

depth of 13 feet, about 350 yards off the southeastern

side of Placentia Island. Vessels drawing 15 feet or less

may use these passages by favoring the north shore of

Black Island, 250 yards off, after passing Inner Dawes

Ledge, a rock islet, and rounding the north end of Black

Island at a distance of 200 yards. Then steer southwestward to round the southwestern end of Placentia Island

at a distance of 400 to 500 yards. The course then can be

shaped northward into Blue Hill Bay, or if bound to

Casco Passage, northwestward to pass northward of the

buoys off Staple Ledge and North Point of Swans

Island.

(384) The preceding paragraphs describing the area give

the simplest directions, by pointing out the islands,

dangers, prominent features, and landmarks, and,

where necessary, the need for local knowledge. The

navigator should have no difficulty in entering the bay

from any direction, in daytime and clear weather. The

chart must be carefully followed.
228 ■ Chapter 7 ■ Coast Pilot 1
Jericho Bay to Penobscot Bay,

Maine

(1) This chapter describes the Maine coast from Jericho Bay to but not including Muscongus Bay, and the

waters and tributaries of East and West Penobscot

Bays, Penobscot River, and the many passages and

thorofares leading into and connecting these waterways. Also discussed are the important ports of

Rockland, Searsport, Bucksport, and Bangor, and many

smaller fishing ports and resort towns on these waterways.

COLREGS Demarcation Lines

(2) The lines established for this part of the coast are

described in 80.105, chapter 2.

Charts 13312, 13302

(3) Between Jericho Bay and Penobscot Bay are numerous islands. Deer Isle, 10 miles westward of Mount

Desert Island, is the largest. Eggemoggin Reach, Deer

Island Thorofare, and Merchant Row are the three principal passages between the bays. Eggemoggin Reach,

between Deer Isle and the mainland, connects Blue Hill

Bay and the head of Jericho Bay with Penobscot Bay

near its head. The reach is 11 miles long and has a least

width of about 0.4 mile at Byard Point. There are several villages along its shores.

Chart 13313

(4) Jericho Bay is between Swans and Marshall Islands

on the east, and Isle au Haut and Deer Isle and adjoining islands on the west. The inside routes from Casco

Passage and York Narrows to Deer Island Thorofare and

Merchant Row, and the passage north of Pond Island to

Eggemoggin Reach, lead across the head of Jericho

Bay. This section of the bay is used by many craft.

(5) The part of the bay southward of these thorofares

has deep water, but there are many ledges, rocks, and

islets. This area is little used except by local fishermen

and yachts.

(6) The dangers in the passages into Jericho Bay from

the southward, eastward of Isle au Haut, in the channels

between that island and Marshall Island, are for the

most part not marked. This is the most direct way from

the sea from that direction. There are, however, a number of unmarked shoal spots which must be avoided.

(7) Halibut Rocks, in Jericho Bay 0.8 mile northwest

of Marshall Island, are two in number. Halibut Rocks

Light (44°08'03"N., 68°31'32"W.), 25 feet above the water, is shown from a skeleton tower with a red triangular daymark on the northerly rock; a fog signal is at the

light.

(8) West Halibut Rock, 1 mile westward of Halibut

Rocks, is covered 2 feet; a buoy is off the rock. A rock

covered 9 feet is 400 yards northeastward of the buoy.

Southern Mark Island Ledge, 2.3 miles west of Halibut

Rocks, has a rock bare at high water.

(9) Colby Ledge, 0.8 mile southwest of Southern Mark

Island Ledge, uncovers about 5 feet. A daybeacon is on

the ledge. A ledge covered 15 feet is 400 yards southward of the daybeacon. Colby Pup, covered 3 feet and

marked by a buoy, is 0.5 mile south of the daybeacon.

Unmarked Channel Rock, 0.6 mile southwest of Colby

Pup, uncovers 8 feet.

(10) McGlathery Island (44°07.5'N., 68°37.0'W.), 2.5

miles southeast of Stonington, is the largest island on

the west side of the bay and on the north side of Merchant Row. A rocky ledge with at least two rocks awash

and a covered rock extends between the east side of the

island and Gooseberry Island. The area is foul, and passage through it should be avoided. Vessels rounding the

north side of McGlathery Island should take care to

avoid the charted rock, reported to cover about 1 foot,

about 160 yards north of the island. The remaining islands and dangers in the bay are described in connection with the various channels leading out of the bay.

Routes

(11) In approaching Jericho Bay from the southeastward, it is advisable to pass between Marshall Island

and Swans Island, through Toothacher Bay where most

of the dangers are marked, but then only in daytime. In

clear weather, strangers should have no trouble navigating any of the passages, or through Merchant Row

or Deer Island Thorofare, by giving strict attention to

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 229
the chart and following the aids, which are colored and

numbered for passages to the northward and westward.

Charts 13316, 13309

(12) Eggemoggin Reach is a generally broad and deep

thorofare which extends in a general northwesterly-southeasterly direction between the mainland and

Deer Isle, and joins Jericho Bay with East Penobscot

Bay.

(13) The eastern entrance to Eggemoggin Reach is well

marked by Devils Head (44°13.3'N., 68°32.8'W.), a

prominent, high, rock bluff on the south end of Hog Island, 2.8 miles west of Pond Island. Off the western entrance are Head of the Cape at the southwest extremity

of Cape Rosier, high and thickly wooded; a light on

Green Ledge, 1.3 miles south of Head of the Cape; and

an abandoned lighthouse tower on Pumpkin Island,

3.6 miles east of Head of the Cape.

(14) The depth in the main channel through

Eggemoggin Reach is sufficient for deep-draft vessels,

but the channel is narrow and the bottom is irregular

in places. The principal dangers are buoyed and can be

easily avoided in the daytime and in clear weather. An

unmarked rocky spot, covered 27 feet, lies about 250

yards southeastward of the north tower of the Deer

Isle-Sedgwick Bridge.

(15) Vessels can anchor anywhere in the reach where

the depth is suitable and the bottom soft, making a lee

of either shore, according to the wind. Small craft anchor in the coves off the reach. A submarine cable extends northeasterly from Little Babson Island to the

mainland. Caution is advised. The mean range of tide is

about 10 feet.

Chart 13316

(16) Devils Head Ledge, extending 0.3 mile southeastward from Devils Head at the eastern end of

Eggemoggin Reach, is partly bare at high water; a buoy

is off the end of the ledge. Hay Island Ledge, 0.5 mile

southeastward of Devils Head, is covered 7 feet, and

marked by a buoy off its southern side. An unmarked

15-foot spot is 0.7 mile southeastward of the ledge. A

fairway bell buoy, 300 yards southward of the ledge,

marks the eastern entrance to Eggemoggin Reach.

(17) Channel Rock, 900 yards south of Devils Head and

covered 2 feet, is marked by a buoy. The Boulders, 400

yards westward of Channel Rock, uncover 3 feet.

(18) Greenlaw Cove, on the southwest side of the eastern entrance to Eggemoggin Reach, has a narrow unmarked channel with shoals on both sides, and is

suitable only for small craft with local knowledge.

Mountainville is a village near the head of the cove. The

landing is nearly bare at low water.

(19) White Island, Bear Island, and Conary Island are

off the entrance to Greenlaw Cove and on the southern

side of the passage through Eggemoggin Reach.

Conary Ledge, 0.4 mile north of Conary Island, is covered 1⁄2 foot and marked by a buoy north of the ledge.

(20) Naskeag Harbor, an anchorage for fishing boats, is

north of Hog Island and Harbor Island, which is 0.3

mile east of Hog Island. The village of Naskeag is on the

north side. The harbor can be entered from eastward or

westward, but there are many unmarked dangers, and

strangers should not attempt to enter except in small

craft.

(21) At the eastern approach to the harbor, the bar from

the northern shore extends two-thirds of the way

across. Between the end of this bar and Harbor Island is

a rock reported to uncover 6 feet about 75 yards north

of the island. At half tide the bar is marked by ripples.

(22) The Triangles, a reef with rocks awash, is in the

middle of the western entrance to the harbor. There are

several private float landings between Naskeag Harbor

and Center Harbor, 2 miles to the northwestward.

Northwest Cove is a small cove with middle depths of

15 feet, about 2.5 miles northwest of Naskeag Point.

Babson Island and Little Babson Island are wooded islands on the north side of the reach between Naskeag

Harbor and Center Harbor. They are occupied only in

the summer.

(23) Torrey Islands are about 0.9 mile northwest of Little Babson Island. A rocky ledge extends about 350

yards south of the east island. A 12-foot spot, marked by

a buoy, is about 0.35 mile west of the south point of the

west island. Torrey Castle, marked by a daybeacon, is a

reef at the end of a ledge that extends 0.2 mile west

from the west island. Torrey Ledge, covered 2 feet and

marked by a buoy, is about 0.35 mile northwest of the

west island. A rock awash is between the ledge and the

island; mariners should not attempt to pass between

the buoy and the island.

(24) Center Harbor, an anchorage for small craft only, is

a small cove on the north side of the reach northeastward of Torrey Islands, 2.2 miles northwest of Hog Island. A buoy 200 yards west-northwest of Chatto Island

marks the entrance. The town of Brooklin is at the head

of the harbor. A white church spire in the town is conspicuous. A rock marked by a daybeacon is in the middle of the entrance northward of Chatto Island, which

is 0.6 mile north of the eastern Torrey Island. The channel is close southward of the rock. Between the

daybeacon and a boatyard near the head, on the north

side of the cove, the channel has depths of 8 to 10 feet;

above the boatyard it is mostly dry at low water. Good

230 ■ Chapter 7 ■ Coast Pilot 1
anchorage is available off the entrance in depths of 22

to 24 feet, soft in places.

(25) The main approach to Center Harbor is from westward, but local vessels enter by the channel eastward of

Torrey Islands, passing in midchannel on either side of

the bare rock 350 yards eastward of the easterly of the

islands. This passage should not be attempted by

strangers.

(26) A boatyard, about 350 yards east of the daybeacon,

has marine railways that can haul out craft up to 30

tons or 50 feet in length for hull or engine repairs or

dry open or covered storage. Its pier and float landing

has 6 feet alongside. Provisions and marine supplies

may be obtained in Brooklin. The yard can build craft

up to 50 feet.

(27) The Center Harbor Yacht Club pier and float landing, with 6 feet alongside, is on the north side of the entrance; water is available. The signal mast and

clubhouse are conspicuous. There are several float

landings in the harbor. Anchorage in soft mud bottom

may also be had south of a line between the yacht yard

and the daybeacon at the entrance.

(28) Bridges Point Shoal extends over 0.5 mile from

Bridges Point, 4.8 miles northwestward of Naskeag

Point, and is covered 5 to 17 feet; a buoy marks the

outer end.

(29) Benjamin River, the approach to the town of Sedgwick, empties into the north side of the reach 5.5 miles

northwestward of Naskeag Point. The channel at the

entrance northward of Cape Carter has a least depth of

19 feet, but is restricted on both sides, leaving a passage

100 yards wide at its narrowest part. The channel is

marked by seasonal buoys for about 0.5 mile above the

mouth. A rock awash is at the outer end of the ledge and

sand shoal extending into the river from the east side

0.6 mile northward of Cape Carter. Sedgwick can be

reached only at high water as the river dries out some

distance below.

(30) On the east side of the river about 1 mile above

Cape Carter, there is a boatyard which builds craft up to

40 feet in length. The yard has a 2-ton crane and a marine railway that can haul out craft up to 12 tons or 40

feet in length for hull and engine repairs or dry open or

covered storage. Gasoline is available in cans. The

boatyard wharf dries at low water. Provisions and some

marine supplies are available in Sedgwick. A number of

mooring buoys are available off the boatyard.

(31) The village of West Brooklin is near the boatyard. A

church spire in the village is conspicuous.

(32) A public wharf and float landing is on the west side

of the river about 0.5 mile above the entrance. Depths

of 8 feet were reported alongside.

(33) Stump Cove Ledge, covered 3 feet, is 0.6 mile west

of Cape Carter. A buoy is off the southwest side of the

ledge.

(34) North Deer Isle, on the southern side of Eggemoggin Reach, is a village at the north end of Deer Isle.

In June 1979, some rock cribbing was the only remnant

of the old ferry wharf 0.4 mile westward of Tinker

Ledges. There is a rock crib breakwater just east of the

old wharf, and the enclosed space between the two is

sometimes used for beaching local small craft. The

breakwater extends about 200 feet from shore and is

covered most of its length at high water. It is not

marked and is a danger to all craft approaching close to

shore.

(35) Tinker Ledges, about 0.7 mile long and covered 13

feet, are on the south side of the reach about 6.7 miles

west-northwest of Naskeag Point; a buoy is on the

northeast side of the ledges.

(36) A highway causeway extending from the northwest

corner of Deer Isle to the eastern side of Little Deer

Isle, 0.4 mile northwestward, closes the passage between the two islands to all craft. Stave Island, just

northward of the eastern end of Little Deer Isle, is

wooded.

(37) Billings Cove is on the northern shore of Eggemoggin Reach 2.3 miles northwestward of Benjamin

River and east of Byard Point. It dries out 300 yards

from the head. Anchorage can be had in the middle of

the cove just inside the entrance in depths of about 25

feet. Sargentville is a village near the eastern shore of

the cove. A private wharf and float are just east of the

cove. A good beach for hauling out or launching small

craft is just eastward.

Chart 13309

(38) The Deer Isle-Sedgwick Bridge (State Route 175),

a suspension-type fixed highway bridge, crosses

Eggemoggin Reach between Byard Point and Little

Deer Isle. The bridge has a clearance of 85 feet for a

midwidth of 200 feet. The village of Little Deer Isle is

near the south end of the bridge.

(39) Howard Ledges, on the south side of Eggemoggin

Reach about 1.4 miles northwestward of the bridge, are

covered 1 to 9 feet and marked by a buoy on the northwestern end.

(40) Eggemoggin is a summer resort with several private float landings at the northwest end of Little Deer

Isle, southeastward of Pumpkin Island. Several boatsheds, where small craft are hauled out for winter storage, are at Eggemoggin.

(41) Bucks Harbor, on the north side of Eggemoggin

Reach opposite Eggemoggin, affords excellent anchorage

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 231
and is often used by small vessels. Harbor Island, in the

middle of the harbor, has a good channel around it

which forms the anchorage. Shoals extend 250 yards

off the northeast side of Harbor Island, and the channel

is narrow between them and the shore northeastward.

Harbor Ledge, covered 5 feet at the north end of the

shoals, is marked by a lighted buoy. The channel between the ledge and the northern shore has a depth of

23 feet. Small craft can anchor in the bight on the

northeast side of Harbor Island. The best anchorage is

west and northwestward of Harbor Island in depths of

28 to 37 feet.

(42) South Brooksville, a village at the head of Bucks

Harbor, has a marina with 5 to 8 feet reported alongside

its float landing. Bucks Harbor Yacht Club, close westward of the marina, has a float landing with 12 feet

alongside. Gasoline, diesel fuel, water, ice, and some

marine supplies are available at the marina.

(43) There are several private float landings in the harbor, and several moorings are available for hire. The village has a general store and guest houses. Engine

repairs and electric welding can be made by a garage in

the village.

(44) Orcutt Harbor, just westward of Bucks Harbor, is

about 1.3 miles long and 500 yards wide. Good anchorage is available in depths of 14 to 52 feet in the middle

of the harbor northward of a small wooded islet on the

western side near the entrance. A reef, awash at low water, extends 300 yards southward from Condon Point,

on the east side of the entrance. When northward of

this reef, favor the eastern side of the entrance to avoid

a rock covered 5 feet nearly 200 yards from the western

shore and the same distance southward of the wooded

islet. In the slight expansion 0.5 mile above the islet,

care must be taken to avoid two rocks covered 5 feet,

one of which is 200 yards from the western shore and

the other 150 yards from the southeast side of the expansion. A boatyard is at the head of the cove making

into the east side of the harbor, about 0.6 mile northward of Condon Point. The second rock described

above, covered 5 feet, is on the south side of the entrance. The yard can haul out craft up to 45 feet on

skids for hull and engine repairs; open storage is available. Another boatyard with a marine railway is at the

head of Orcutt Harbor; craft up to 45 feet in length can

be hauled out for engine and minor hull repairs; open

storage is available. There are also several private float

landings at the head of the harbor.

(45) Horseshoe Cove is a long, narrow cove, the entrance to which is 0.6 mile southwestward of Orcutt

Harbor. The cove is navigable only for small craft with

local knowledge for about 1.4 miles; above that point

for another mile it dries out. There are no wharves. Private seasonal aids mark the channel to a boatyard on

the west side about 1 mile above the entrance

daybeacon. The yard has a marine railway and can

build, or haul out for hull and engine repairs, craft up

to 50 feet in length and 7-foot draft. Covered and open

dry winter storage is available. The yard maintains a

number of moorings off the yard. The best anchorage

secure in all weather is reported to be in 15 feet, mud

bottom, 0.8 mile northward of the entrance, northward

of the inner daybeacon.

(46) Weir Cove, about 0.7 mile southwestward of Horseshoe Cove, has several private float landings on its east

and west sides. Buck Island is a wooded islet off the entrance to the cove. A drying ledge, unmarked, extends

about 0.2 mile southward from the eastern entrance

point. Several rocks awash have been reported on the

ledge, and some may exist between the southern extremity of the ledge and Buck Island; mariners are advised to exercise caution in this area. The upper half of

Weir Cove is mostly dry at low water.

(47) Thrumcap Island, 1 mile northwestward of Pumpkin Island, is grassy and low. Thrumcap Ledge, southward of Thrumcap Island, is partly uncovered at high

water and marked near its eastern end by a buoy. Spectacle Island Ledge, 0.8 mile southwestward of

Thrumcap Island, is covered 6 feet. A buoy marks the

southerly portion of the ledge; in 1979, it was reported

that 6-foot depths extend 75 to 100 yards south of the

buoy. Two Bush Ledge, 1.2 miles south of Thrumcap

Island, is covered 2 feet; a buoy is off its west side.

Merriman Ledge, awash at low water, is 0.4 mile westward of Pumpkin Island; a buoy is on its north side. In

July 1984, a 6-foot shoal was reported about 175 yards

east of Pumpkin Island in about 44°18'33"N.,

68°44'25"W.

(48) About midway between Merriman Ledge and Spectacle Island Ledge is a 13-foot spot marked by a buoy.

Pumpkin Island Ledge, 0.4 mile northwestward of

Pumpkin Island, is covered 12 feet; a buoy is on its west

side. The Triangles, 0.4 mile northeastward of Pumpkin Island, is a ledge covered 2 feet and marked by

buoys on the north and west sides.

(49) A lighted fairway bell buoy, 0.7 mile north of Pumpkin Island, marks the western entrance to Eggemoggin

Reach.

(50) Of the islands near the western entrance to

Eggemoggin Reach, Spectacle Islands, 1.7 miles westward of Pumpkin Island, are grassy. A fairway bell buoy

is 0.4 mile southeastward of the islands. Two Bush Island, 1.8 miles southwestward of Pumpkin Island, is

bare; Hog Island, 2.5 miles southwest of Pumpkin Island, has scattered trees, a house, and a barn in the center. Fiddle Head is a small islet off the northeast end of

Hog Island and is connected to it by a bar which uncovers.

232 ■ Chapter 7 ■ Coast Pilot 1
(51) Pond Island, 0.4 mile northwest of Hog Island, is

grassy and has a small clump of trees on the northeast

side. Western Island, 0.5 mile west of Pond Island, is

grassy on its eastern end and has a thick clump of trees

on its western end. Green Ledge, west of Western Island, is marked by Green Ledge Light 4 (44°17.4'N.,

68°49.7'W.), 31 feet above the water and shown from a

white skeleton tower with a red triangular daymark on

the ledge; the light marks the western approach to

Eggemoggin Reach from East Penobscot Bay. A bell

buoy is 0.3 mile southwestward of the light.

(52) Black Ledges, awash at low water, are 0.4 mile

southwestward of Pond Island.

Chart 13315

(53) Deer Island Thorofare is a narrow passage leading

along the south side of Deer Isle, between it and the numerous islands southward. The passage joins Jericho

Bay and East Penobscot Bay. It is a link in the chain of

inland passages. Stonington is a town on the passage.

The thorofare is used occasionally by coastal tankers

and extensively by small craft bound through the inland passages. It has a least width of 100 yards in several places, and a least depth of 91⁄2 feet in a channel

across the bar between Moose and Crotch Islands. Vessels drawing up to 18 feet are reported to use the passage, but there are unmarked rocks covered 9 to 14 feet

close to the channel. Local knowledge is advisable. The

more important dangers are marked, and the channel

is easily followed in the daytime in clear weather.

(54) The standpipe at Stonington and the stiff-leg crane

and derricks at the inactive quarries on Crotch Island

are prominent from all directions.

Anchorages

(55) The best anchorage for vessels bound through the

thorofare and overtaken by night or bad weather is in

Southeast Harbor. When overtaken by fog, they may

anchor anywhere near the channel where the bottom is

soft and the depth suitable. Small vessels anchor on the

north side of the channel off Stonington, and between

the wharves off Staple Point and the buoy 800 yards

eastward. There are a considerable number of moorings off the wharves. A berth at one of these can usually

be obtained on application to the harbormaster. There

is also a good anchorage north of Round Island, 2 miles

southeast of Crotch Island.

Tides and currents

(56) The mean range of the tide at Stonington is 9.7

feet. The tidal currents follow the general direction of

the channel and are not strong. The direction of the

currents is influenced by the wind; with strong easterly

winds the flood and ebb set westward, and with westerly

winds they set eastward. When not influenced by the

wind, the flood sets eastward and the ebb westward, and

continues to run about 0.8 hour after high and low waters.

(57) Ice seldom closes Deer Island Thorofare and

Southeast Harbor and then is soon broken up by icebreakers. During severe winters, solid ice has existed

from Stonington to Isle au Haut.

Routes

(58) There are two well-marked channels into Deer Island Thorofare from the eastward. The northern channel passes east and south of the buoys marking the

ledges off Green Ledge, 0.8 mile eastward of Stinson

Neck, and enters the thorofare between Long Ledge,

0.5 mile south of Green Ledge, and Potato Ledge,

which extends 0.6 mile northeastward from Shabby Island, 20 feet high and wooded. A daybeacon is on Long

Ledge, and a bell buoy is south of the ledge. A buoy is

north of Potato Ledge. The channel then leads westward, passing south of Lazygut Ledge, 0.6 mile west of

Long Ledge, and entering the thorofare at Eastern

Mark Island Ledge, 1.4 miles west of Potato Ledge. The

channel then continues between Sheldrake Ledge and

Haycock Rock, marked by a daybeacon, 0.6 mile southwest of Eastern Mark Island Ledge; between Haskell

Ledge, 0.8 mile west of Haycock Rock, Bold Island

Ledges, and several other dangers, most of which are

buoyed. The northern channel then joins the southern

channel in the thorofare west of Bold Island Ledges, 3.5

miles west-southwestward of Potato Ledge.

(59) The southern entrance channel passes south of

Whaleback Ledge, about 0.8 mile southward of Shabby

Island, and runs nearly due west between Shingle Island, 1.1 miles southwest of Shabby Island, and Saddleback Island, 0.4 mile south of Shingle Island. The

channel then swings northwestward and passes between Bold Island, 1.3 miles west of Shingle Island,

and Bold Island Ledges. This channel is well marked

by buoys to its junction with the other channels. Its

eastern entrance is marked by a fairway bell buoy,

about 700 yards east-northeastward of Saddleback Island.

(60) Entering from the westward, the principal leading

mark is near Deer Island Thorofare Light (44°08'04"N.,

68°42'12"W.), 52 feet above the water, shown from a

white square tower on the west side of Mark Island; a

fog signal is at the light. Westward of the light care

must be taken to avoid The Brown Cow, a ledge with a

rock 3 feet high on it, 1.3 miles southwestward from

the light, and West Mark Island Ledge, covered 4 feet,

about 0.7 mile northwestward of the light; a buoy is

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 233
south of the ledge. Passing north of the light and south

of Western Deer Island Ledge, 5 feet high, and Bay

Ledge, covered 11 feet, 0.4 mile north of Mark Island,

there should be no difficulty in following the aids,

which are colored and numbered for passage westward.

(61) Southeast Harbor, is northwestward of the eastern

end of Deer Island Thorofare, between Stinson Neck on

the east and Whitmore Neck on the west. The entire

harbor is shown on chart 13313, but the entrance and

eastern part are shown on chart 13315, of larger scale.

The harbor is an excellent anchorage for vessels using

the thorofare. The entrance is easily distinguished and

the principal dangers are marked by buoys. Oceanville

is a village on Whitmore Neck, on the south side of the

harbor. In 1979, the eastern half of the stone wharf at

the village was being repaired. A marina is at the village.

(62) Webb Cove, about 2 miles southwestward of Southeast Harbor and on the north side of Deer Island

Thorofare, has rocks in the entrance, but good anchorage inside in depths of 8 to 12 feet. Grog Island, Grog

Ledge, and Humpkins Ledge are off the entrance, and

Channel Rock is about in the middle of the entrance. A

detached, unmarked, and nearly L-shaped 400-foot-long

fish weir is in the middle of the cove, about 500 yards

above Channel Rock. In 1961, an obstruction, believed

to be two pinnacle rocks covered 8 feet, was reported to

be about in the middle of the channel between Grog Island and Grog Ledge. In September 1987, an obstruction was reported about 500 yards westward of Grog

Ledge in about 44°09'45.5"N., 68°38'05.9"W. A 400-foot

barge wharf of a stone quarry is on the northeast side at

the entrance to the inner half of Webb Cove. In 1979,

the wharf was being used by a packing company to

offload fish; depths of 7 feet are reported alongside the

wharf.

(63) Stonington, a town on the north shore of Deer Island Thorofare, has a sizable seafood industry. Many

fishing vessels, lobster boats, draggers, and some charter and excursion boats operate from the port.

(64) Most of the wharves along the Stonington waterfront are used by commercial vessels. The cannery

wharf (44°09'15"N., 68°39'38"W.), on Staple Point, has

reported depths of 7 feet along its easterly side. A ledge

off the wharf has little water on it; a buoy marks the

outer end. A lobster wharf, 200 yards west of the cannery wharf, has depths of 7 feet reported alongside. A

private pier and float, about 50 yards northwest of the

lobster wharf, is used by the Stonington-Isle au Haut

mail and passenger ferry; depths of 5 feet are reported

alongside. Two lobster wharves, about 250 and 500

yards eastward of the cannery wharf, have reported

depths of 10 and 7 feet, respectively, alongside their

float landings. There are also several fish wharves at the

western end of the harbor, eastward of Green (Greens)

Head.

Small-craft facilities

(65) Most of the facilities are along the main waterfront.

(See the small-craft facilities tabulation on chart 13306

for services and supplies available.) Provisions and marine supplies can be obtained in town. The nearest vessel repair facility is on Moose Island, just westward of

Stonington.

(66) Berthage for transient craft is very limited at

Stonington; most vessels anchor off the town or moor

to mooring buoys off Staple Point. The town selectmen

issue permits for mooring.

(67) Stonington has banks, restaurants, markets,

stores, hotels, and motels. Good roads on the island

connect with the bridge to the mainland.

(68) Allen Cove, just west of Stonington and east of

Moose Island, is protected by a pier and breakwater

built out from the southeast end of Moose Island. It is

known locally as Yacht Basin. Sheds of a shipyard on

the southeast end of Moose Island are prominent from

westward. A causeway connects Moose Island with Deer

Isle. Large lobster pounds occupy the northeast end of

the cove and the areas on both sides of the causeway.

(69) The shipyard builds vessels up to 80 feet long and

has several marine railways that can handle vessels up

to 250 tons or 125 feet long for general hull or engine

repairs; electrical and electronic repairs can also be

made. A 30-ton mobile hoist and open or covered dry

storage are available. Gasoline, diesel fuel, electricity,

water, ice, and marine supplies can be obtained at the

yard’s service floats. The shipyard piers have depths of

10 feet reported alongside. Small craft anchor in the

cove.

(70) Crotch Island, on the south side of Deer Island

Thorofare opposite Moose Island, is the site of extensive

granite quarries. The large quarry wharf on the north

side of the island is reported to have a depth of 12 feet

alongside. A 75–ton stiff-leg crane is on the wharf. In

1979, the quarry was inactive; many of the quarry derricks were visible from all around the island.

(71) On the northern side of the western entrance to the

thorofare is Andrews Island, 60 feet high. Northward

of Andrews Island and extending 0.5 mile south of Fifield Point, are The Fort (Fort Island) and Second Island, surrounded by off-lying reefs. The 9-foot spot 700

yards westward and the 15-foot spot 700 yards southwestward of Second Island are unmarked and should be

avoided. A rock awash at low water is about 150 yards

south of Fifield Point, close north of The Fort.

234 ■ Chapter 7 ■ Coast Pilot 1
(72) Burnt Cove, northeastward of Fifield Point, is secure in all weather except westerlies. Good anchorage

is found in mud bottom in midchannel just inside the

entrance. The upper half of the cove is shoal and foul. A

church spire in the village of West Stonington (West

Deer Isle), at the head of the cove, is conspicuous. A

lobster company pier and float landing are on the south

side of the entrance; depths of 8 feet are reported alongside the float. Gasoline and some marine supplies are

available. A boatyard, on the north side of the cove near

the head, can haul out boats up to 55 feet in length for

dry open and covered winter storage or hull and engine

repairs. There are several other private wharves in the

cove, but these are mostly dry at low water.

(73) The western shore of Deer Isle is described with

East Penobscot Bay.

(74) South of Deer Island Thorofare and north of Merchant Row are many small islands, the more important

of which are mentioned below. Navigation among these

islands must be considered dangerous, for there are

many ledges and the channels are unmarked.

(75) Barter Island Ledges, 0.5 mile west of McGlathery

Island, are covered at high water; a daybeacon is on the

ledges.

(76) Harbor Island Ledge, covered 3 feet, is 0.8 mile

southward of George Head Island, a wooded island 80

feet high, 1.4 miles west of McGlathery Island. A buoy is

north of the ledge. A 14-foot spot in midchannel, 0.5

mile south-southwest of George Head Island, is marked

by a buoy on its south side.

(77) Farrel Island, 40 feet high and 2.6 miles west of

McGlathery Island, and Scraggy Island, 0.8 mile west

of Farrel Island, are wooded. There are several grassy

rocks off the south side of Scraggy Island. Sparrow Island, 0.5 mile southwest of Farrel Island, is 40 feet high

and grassy. Sparrow Island Ledges extend 0.5 mile

west of the island.

(78) Of the remaining islands in the area, Bare Island

and Round Island are wooded, and Buckle Island, Little Camp Island, and Potato Island are bare. No Mans

Island is wooded on the western end and grassy elsewhere. Enchanted Island has scattered trees. Camp

Rock and Russ Islands are partly wooded. Phoebe Island, Millet Island, Spruce Island, Coombs Islands,

Wreck Island, St. Helena Island, Green Island, Sand

Island, and John Island are wooded.

Charts 13313, 13305

(79) Merchant Row is a passage from Jericho Bay to

East Penobscot Bay between the islands and ledges between Deer Isle and Isle au Haut. This passage is used

by vessels in winter when Deer Island Thorofare is

closed by ice, and by deep-draft vessels at all times. It is

not quite as direct as Deer Island Thorofare, but the

channel is wider and much deeper. There are numerous ledges and rocks on both sides of the passage, but

the principal dangers are marked by buoys or

daybeacons and the channel can be readily followed in

clear weather and daylight.

(80) Deep-draft vessels can enter from the eastward

through Toothacher Bay, the passage between Marshall

and Swans Islands, through the channels between Marshall Island and Isle au Haut, or from Jericho Bay. Close

attention should be given to the chart and the aids,

with due regard for unmarked dangers. The description

of the dangers, when entering Merchant Row from the

southwestward in Isle au Haut Bay, is given later in this

chapter.

(81) The islands and reefs on the north side of Merchant

Row, including many of those in the channel, have

been previously described under chart 13315. In fact,

Merchant Row could be navigated on that chart for the

greater part, but it is better to use charts 13313 and

13305, which, although on a smaller scale, show the islands and reefs on both sides of the channel as well as

the approaches. There are two entrances to Merchant

Row from the eastward which are separated by the islands and reefs in Jericho Bay.

(82) In the eastern approach to Merchant Row, south of

Halibut Rocks and west of Marshall Island, a series of

islands and reefs extend to the eastern entrance to the

passage. Southern Mark Island, 2.1 miles southwest of

Halibut Rocks, is about 30 feet high and grassy. About 1

mile south of Southern Mark Island is Fog Island,

which is wooded. The numerous ledges east of Fog Island, and between it and Marshall Island, are mostly all

bare. The more important of these, since they are closest to the channels, are North Popplestone Ledge and

Saddleback on the north, and Green Ledge, White

Ledge, and Drunkard Ledge to the south. Saddleback,

1.4 miles east-southeast of Southern Mark Island, in

the summer shows some grass on its two conspicuous

humps.

(83) Torrey Ledge, covered 17 feet, about 0.6 mile

southward of Drunkard Ledge, is unmarked. Blue Hill

Rock, covered 7 feet and about 1.2 miles eastward of

Green Ledge, is marked on its southeast side by a buoy.

(84) Of the other islands and ledges on the south side of

Merchant Row, Burnt Island, Pell Island, Bills Island,

Merchant Island, and Ewe Island are wooded; Hardwood Island is round and heavily wooded; and Ram Island, 0.3 mile southwestward of Hardwood Island, is

wooded.

(85) Channel Rock, 0.5 mile westward of Ram Island,

uncovers 9 feet and is unmarked. Ram Island Ledgea,

wash at low water, about 400 yards southeastward of

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 235
Channel Rock, is also unmarked. Scraggy Ledge is a

bare ledge 700 yards westward of Channel Rock. There

is foul ground between Scraggy Ledge and West Halibut Ledges, bare ledges 0.3 mile northward. Outer

Scrag Ledge, 1 mile northwestward of Scraggy Ledge,

is 4 feet high. The Brown Cow, 1 mile northwestward of

Outer Scrag Ledge, is a ledge with a rock 3 feet high on

it, and is the westernmost danger at the western end of

Merchant Row. A whistle buoy, about 0.6 mile

south-southwestward of The Brown Cow, marks the

western entrance to Merchant Row.

Chart 13313

(86) Isle au Haut, a large wooded island, 543 feet high,

4.2 miles southward of Deer Isle, is one of the principal

landmarks of the locality. It has few year-round inhabitants, but a considerable number of summer residents.

The coast is mostly foul and must be approached with

caution. Part of the island is included in Acadia National Park.

(87) York Island is about 0.3 mile off the eastern side of

Isle au Haut near its northern end. A ridge of shoals and

reefs extends about 1 mile northward from York Island,

ending in Airy Ledge, which has a buoy off its eastern

side.

(88) The channel between York Island and Isle au Haut

is almost blocked by a group of rocks. Between Richs

Point, the northeastern end of Isle au Haut, and York

Island are numerous reefs and rocks, most of which are

marked by kelp. This area should be avoided by all except those having local knowledge.

(89) Foul ground also extends about 1 mile southward

of York Island and includes Turnip Yard, awash, Halfway Rock, which uncovers 6 feet, and Horseman

Ledge, awash in places at low water. These are unmarked. An unmarked shoal, cleared 15 feet, is about

500 yards eastward of Horseman Ledge; and a cleared

depth of 12 feet, in midchannel between Halfway Rock

and Little Spoon Island, is also unmarked.

(90) Little Spoon Island, Great Spoon Island, White

Horse, and Black Horse are a group of grass-covered islands about 1.5 miles south-southeast of York Island.

Great Spoon Ledge, awash at low water, is 0.3 mile

north-northeast of Great Spoon Island. Colt Ledge, 0.6

mile south of White Horse and covered 8 feet, is marked

by a buoy south of it. The chart should be carefully followed in this locality.

(91) Eastern Ear Ledge, which has a rock awash at low

water on it, is 0.6 mile south-southeast of Eastern Ear,

a small island close to the southeast corner of Isle au

Haut. A buoy is southeastward of the ledge.

(92) Head Harbor is a small bight in the south shore of

Isle au Haut, just west of 129-foot-high Eastern Head,

the southeast point of the island. The harbor is used

mostly by lobstermen and affords good protection for

small boats except in southwest weather. In normal

weather, the off-lying ledges break up the swell, causing the water in the northeastern part of the harbor to

be fairly calm. The bottom is rocky in general, but some

parts are clay. Depths are 9 to 21 feet in the northeastern semiprotected part, and 60 feet and more outside.

There are a few houses on the shore in the northeastern

part.

(93) The inner or northeastern cove of the harbor

should not be entered without local knowledge, except

in periods of good visibility. The bottom is mostly sand

in the cove.

(94) Roaring Bull Ledge, 1 mile south-southwestward

of Head Harbor, uncovers 4 feet. A lighted bell buoy is

about 500 yards southward of the ledge.

(95) Western Ear is a wooded island at the southwest

end of Isle au Haut. Western Ear Ledge, 0.2 mile southward of Western Ear, is awash at low water.

(96) The western side of Isle au Haut is fringed with

many rocks and shoals, bare and covered. The westernmost ones visible at high water include one of the three

bare rocks of The Brandies, which is 4 feet high about 1

mile westward of the southern part of Isle au Haut, and

Kimball Rock, which uncovers 10 feet, 0.6 mile westward of Kimball Island, off the northwest shore of Isle

au Haut.

(97) Several rocky spots with depths of 18 to 30 feet are

outside the line joining these rocks. An obstruction,

cleared to a depth of 10 feet, is about 0.2 mile

northwestward of Kimball Head, and a rock awash is

about 200 yards west of the northern extremity of the

head.

(98) Marsh Cove Ledges, drying ledges which extend

about 0.4 mile southwestward of Marsh Cove, Kimball

Island, are marked by a buoy off the southwest end.

(99) Duck Harbor, 1.5 miles north of Western Ear, is a

narrow but protected anchorage for craft up to 40 feet

on the western side of Isle au Haut. The south shore

should be favored on entering. The Stonington ferry

lands at the National Park Service float on the south

shore with depths of 5 feet reported alongside.

(100) Moores Harbor is a cove on the western side of Isle

au Haut about 2.5 miles north of Western Ear. This harbor has many outlying ledges off the entrance and in

the harbor, and is an unsafe anchorage.

(101) Isle au Haut Thorofare is on the northwestern side

of Isle au Haut, between Isle au Haut and Kimball Island.

(102) A marked 75-foot-wide dredged channel leads

across the ledges at the northeast end of Kimball

236 ■ Chapter 7 ■ Coast Pilot 1
Island. In July 2008, the midchannel controlling depth

was 4.8 feet.

(103) The thorofare has a width of 100 to 500 yards, being

widest at the western end. Secure anchorage for small

craft or very small vessels can be had in depths of 33

feet near the village of Isle au Haut.

(104) In August 1990, strong unpredictable currents

were reported in the thorofare at the change of tide and

should be taken into consideration when anchoring.

(105) Isle au Haut Light (44°03'53"N., 68°39'05"W.), 48

feet above the water, is shown from a tower with its

lower part conical, gray in color, and the upper part cylindrical, white in color, at Robinson Point on the south

side of the western entrance. There is a white bridge to

the shore. The light has a 034°-060° white sector that

marks the approach to Isle au Haut Thorofare. A buoy

and daybeacon are off the two principal dangers on the

north side near the western entrance, and buoys mark

both ends of the dredged channel.

(106) Between Moxie Island and Isle au Haut Thorofare

Daybeacon 4, the channel is narrowed by a ledge with a

depth of only 2 to 4 feet. The ledge is so close to the

charted 16-foot depth that boats either run on it unawares or come to anchor and are set aground by the

falling tide. The daybeacon marks the southeast end of

the ledge.

(107) Enter Isle au Haut Thorofare between Isle au Haut

Light and Sawyer Ledge Buoy 1, and pass southward of

Inner Ledge Daybeacon 3, giving it a berth of over 50

yards. Then keep in midchannel except in the choke at

the entrance of the anchorage, where the northern side

should be favored slightly. Avoid a rock, bare at low water, which is 90 yards from the northwest side of the anchorage.

(108) Isle au Haut, the village on the southeastern shore

of Isle au Haut Thorofare, has a town wharf and float

landing with 6 feet reported alongside. Gasoline, provisions, and some marine supplies can be obtained from

the village store. Water can be procured from a nearby

well. The harbor is reported to be free of ice in winter.

(109) Several other landings in the harbor dry at low water. A white church spire in the village is conspicuous,

as is a large building on Point Lookout. A motorboat

ferry carries mail and passengers daily between Isle au

Haut and Stonington.

(110) Lookout is a village and summer resort at the eastern end of Isle au Haut Thorofare. A buoyed channel to

the wharf from Merchant Row leads between Merchant

and Hardwood Islands, northeastward of Bay Ledges,

and westward of grassy Flake Island off the village. The

wharf has a reported depth of 8 feet alongside. A buoy

off the southwestern end of Flake Island marks the turn

in the channel to the wharf. In 1965, dangerous rocks,

covered at low water, were reported in the channel

between Flake Island and Birch Point at the north end

of Isle au Haut.

Chart 13302

(111) Penobscot Bay, the largest and most important of

the many indentations on the coast of Maine, is about

20 miles wide from Isle au Haut on the east to Whitehead Island on the west and 28 miles long from its entrance to the mouth of Penobscot River. A chain of

large and small islands divides the bay into two parts,

East Penobscot Bay and West Penobscot Bay. The

southern part of East Penobscot Bay is Isle au Haut Bay.

Vinalhaven Island and North Haven Island are large islands dividing the southern part of the bay. Islesboro Island divides the bay near its head. Numerous harbors

indent the shores of Penobscot Bay, the most important being Rockland, Rockport, Camden, Belfast, and

Searsport on the western shore; Castine and

Stonington on the eastern shore; and Vinalhaven and

North Haven in the center of the bay. The bay is the approach to Penobscot River, on which are several towns

and the city of Bangor at the head of navigation. The

bay ports collectively are among the leaders for the

lobstering industry in Maine.

(112) The sea approaches to the bay are well marked by

the lights on Monhegan Island and Matinicus Rock; the

entrance is marked by Saddleback Ledge Light on the

east and by Whitehead and Two Bush Island Lights on

the west side of the bay. The harbors are well lighted,

and the more important dangers are marked by buoys

or daybeacons. Deep-draft vessels ply the bay throughout the year and recreational vessels are prevalent during the summer. In severe winters many of the harbors

are obstructed by ice. The Penobscot River seldom is

entirely closed by it as icebreakers usually keep the

channel free. The thorofares are only occasionally obstructed by ice and are much used by small vessels

bound along the coast.

(113) Penobscot Bay, a region of rocks and ledges, requires extreme caution in navigating. After unusually

high tides many logs are present in the bay, particularly

from Belfast northward. These logs are dangerous to

small craft. Penobscot Bay can be entered from eastward through Eggemoggin Reach, Deer Island

Thorofare, or Merchant Row, and from westward

through Muscle Ridge Channel or Two Bush Channel.

(114) Large vessels approaching Penobscot Bay from

southward, either from Boston, Cape Cod Canal, or

from eastward of Cape Cod, usually make Cape Ann

Lighted Whistle Buoy 2 (42°37.9'N., 70°31.2'W.), chart

13260, then shape the course for Manana Island

Lighted Whistle Buoy 14M (43°45.3'N., 69°22.5'W.),

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 237
and then enter through Two Bush or Muscle Ridge

Channels. Two Bush Channel is used by most vessels

and tows, and by all except small local vessels when the

visibility is not good. Muscle Ridge Channel has good

water, and most of the dangers are marked, but it is

narrow in places and has a number of unmarked 16- to

22-foot spots near the track. It is not recommended for

deep-draft vessels.

(115) The preceding paragraphs give the simplest directions by pointing out the difficulties and the dangers,

and especially, when necessary, the need for local

knowledge. The channels are well buoyed, most of the

dangers well marked, and the approaches clear. No difficulty should be experienced in approaching and entering the bay in clear weather with the aid of the chart

and by following the aids.

(116) Two vessel-to-vessel oil transfer anchorage areas

near the head of Penobscot Bay north of Islesboro Island are discussed later in this chapter; indexed as Oil

Transfer Anchorage Area.

(117) The mean range of the tide varies from about 9 feet

near the entrance to about 10 feet in Eggemoggin

Reach and near the head of Penobscot Bay. The rise and

fall increases in passing up Penobscot River, the mean

range at Bangor being 13.1 feet.

Charts 13302, 13303, 13305, 13309

(118) The U.S. Coast Guard Captain of the Port, Sector

Northern New England, in cooperation with the Maine

and New Hampshire Port Safety Forum, has established a Recommended Vessel Route for deep draft vessels entering and departing Penobscot Bay and River.

Deep draft vessels are requested to follow the designated routes. These routes were designed to provide

safe, established routes for increased deep draft vessels,

to prevent the loss of fishing gear placed in the waters

in the approaches to Penobscot Bay and River, and to

reduce the potential for conflicts between less maneuverable deep draft commercial vessels and all other vessels navigating upon these waters. Vessels are

responsible for their own safety and are not required to

remain inside the route nor are fisherman required to

keep fishing gear outside of the 0.4 mile wide route.

(119) Recommended minimum under-keel clearances

for Penobscot Bay and River have also been established by the aforementioned group, in order to prevent groundings and to promote safety and

environmental security of the waterway resources of

Penobscot Bay and River. The group recommends that

all entities responsible for safe movement of vessels in

and through the waters of Penobscot Bay and River operate vessels in such a manner as to maintain a

minimum under-keel clearance of 3 feet between the

deepest draft of the vessel and the channel bottom

when transiting Penobscot Bay and outer Penobscot

River, south of Turtle Head on Islesboro island, and 2

feet when transiting Penobscot River north of Turtle

Head, and a minimum under-keel clearance of 1 foot at

all berthing areas.

(120) The Penobscot Bay & River Pilots distribute educational material to mariners in an effort to reduce right

whale ship strikes.

(121) The Penobscot Bay and River Closed Area, a Marine Protected Area (MPA), includes all bays, inlets and

harbors within Penobscot Bay and River. (See Appendix

C, for additional information.)

Pilotage, Penobscot Bay and River

(122) Pilotage is compulsory for all foreign vessels, and

for U.S. vessels under register in the foreign trade, with

a draft of 9 feet or more, entering or departing from any

port or harbor within the waters of Penobscot Bay and

Penobscot River north of a line drawn from Marshall

Point Light at Port Clyde, thence to Matinicus Rock

Light, and thence to Western Head, Isle au Haut. Pilotage is optional for vessels under enrollment, fishing

vessels, and vessels powered by sail. Upon departing its

loading port enroute to a Penobscot Bay oil terminal,

each commercial vessel is requested to furnish via its

local shipping agency such information as required by

local pilots and receiving facilities. The pre-arrival information includes: vessel name and particulars, cargo

grades and amounts, estimated time of arrival, and any

special needs.

(123) Pilot pickup stations: for the eastern entrance to

the bay, vessels should make arrival at Penobscot Bay

East Approach Lighted Whistle Buoy PBA (43°55'37"N.,

68°39'37"W.), and follow the Recommended Route due

west. The pilot will board 3 miles east of Penobscot Bay

Lighted Buoy WP, at 43°55'50"N., 68°53'07"W. For the

western entrance, pilots board at Manana Island

Lighted Whistle Buoy 14M (43°45'18"N., 69°22'18"W.).

The pilots require 36, 24, and 12 ETAs, as no pilot boats

are maintained on station.

(124) Pilotage in the waters of Penobscot Bay is available

from:

(125) Penobscot Bay and River Pilots Association offer

pilotage for the entire area. The office address is: 48-2

Marshall Wharf, Belfast, ME 04915; The telephone

number is 207-338-6600, and is manned 24 hours; FAX

207-338-2605; e-mail is pilots@acadia.net.

(126) The pilot boats at Monhegan Island (the west entrance to the bay) are local lobster fishing vessels which

display a pilot flag by day and lights for a pilot boat by

night. The pilot boat for the eastern entrance to the bay

is a 48-foot black-hulled pilot boat with a white cabin

238 ■ Chapter 7 ■ Coast Pilot 1
top and “PILOT” written on the sides and top of the superstructure. The pilot boats can be contacted one

hour prior to the last stated ETA on VHF-FM channel

16. The pilot boat will instruct the arriving vessel

which side to place the ladder on. The ladder should be

1⁄2 meter above the water, well lit, and in compliance

with IMO Specifications. Integrated tug and barge

units are required to have a proper pilot ladder rigged

from the barge. Pilots will board vessels day and night

when weather and sea conditions permit.

Security Broadcast System, Penobscot Bay

(127) Penobscot Bay and approaches have an established

security communication system in which pilots, masters, and mates of deep-draft commercial vessels utilize

VHF-FM channels 13 and 16 for security calls when

proceeding between the pilot pickup stations and dock

or anchorages at the north end of the bay and river.

Towage

(128) Three tugs up to 1,800 hp are available at Belfast.

Arrangements for tugs are usually made through ships’

agents; advance notice of 24 hours is required. Large

oceangoing vessels require the use of tugs for docking

at Searsport and at most of the ports on Penobscot

River. A tug usually accompanies large vessels bound

upriver to Brewer and other river ports; tugs meet vessels off Fort Point. Vessels bound for Searsport are met

by tugs off Sears Island Bell Buoy 2. Tugs monitor

VHF-FM channels 16, 13 and 10; work channels 13 and

10.

Wharves

(129) Approach and mooring criteria for Searsport deepwater facilities are as follows: Large commercial vessels

should engage the services of escort tugs for inbound

and outbound transits. For inbound transits, the escort

tugs should be engaged in the vicinity of Sears Island

Bell Buoy 2. Ship to shore communications are established at Searsport anchorage. Minimum visibility requirements for Searsport are 1⁄4 mile. Maximum wind

speed for entrance into Searsport is at pilot’s and master’s discretion. Maximum vessel capacity at Searsport

is 65,000 DWT and 80,000 DWT at the Maine Port Authority Dry Cargo Pier.

(130) Approach and mooring criteria for Bucksport deepwater facilities are as follows: Large commercial vessels

should engage the services of ship-assist tugs for inbound and outbound transits. For inbound transits, the

assist tugs should be engaged in the vicinity of Fort

Point. Ship-to-tug communication is established below

Fort Point. Minimum visibility requirements for the

Penobscot River are 1⁄2 mile. Maximum wind speed for

docking and undocking in Bucksport are at the master

and pilot’s discretion. Maximum vessel capacity for

Bucksport is 65,000 DWT; the maximum draft at MLW

is 35 feet.

Chart 13303

(131) There is no secure harbor for vessels at any of the

islands southward off Penobscot Bay. However, small

craft and local fishermen moor at Monhegan Island

(chart 13302), in Matinicus Harbor, which is the cove

on the eastern side of Matinicus Island northward of

Wheaton Island, and in Criehaven Harbor, an indentation in the northwest part of Ragged Island. The waters

of this area are well surveyed; deep passages exist between the islands, as shown on the chart. Because of

the broken nature of the bottom, vessels, particularly

deep-draft ones, should avoid all broken ground having

depths less than 60 feet. These waters are frequented

mostly by local fishermen. The only settlements are on

Monhegan, Matinicus, and Ragged Islands. In 1979,

passengers bound for Matinicus Island used airplane

service or chartered boats from Rockland. From

Matinicus Island, a lobster boat can be hired to take

passengers to Criehaven Harbor on Ragged Island.

Dangers

(132) Seal Island, the easternmost of the islands off

Penobscot Bay, is bare, rocky, about 77 feet high, and 1

mile long. Eastern Ledge, awash at low water on which

the sea usually breaks, extends 350 yards off the east

end of the island. Three Fathom Ledge, 1.4 miles

east-northeast of Seal Island, has been cleared to 16

feet. Gully Ledge, covered 24 feet, is about 650 yards

south of Western Head, the westernmost point of the

island.

(133) Seal Island is within the danger zone of a naval aircraft bombing target area, centered in 44°53'N.,

68°44'W., just eastward of the island. (See 334.10,

chapter 2, for limits and regulations.) A wooden target

float with a 10-foot tripod equipped with a radar reflector is about 0.4 mile southeast of the island.

(134) Snippershan Ledge, about 3.7 miles north-northwestward of Seal Island, has a least depth of 36 feet.

(135) Malcolm Ledge, midway between Seal Island and

Wooden Ball Island, is 0.4 mile long. The north end of

the ledge uncovers 9 feet; the south end uncovers 3

feet.

(136) Wooden Ball Island, 3 miles southwest of Seal Island, is 62 feet high, 1 mile long, and rocky with grass

on top. The eastern point of the island is a prominent

knob. There are a few small abandoned houses at the

low place in the western part of the island and a few

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 239
summer camps. A lighted bell buoy is about 0.5 mile

southwestward of Wooden Ball Island.

(137) Matinicus Rock, the southernmost islet in the approach to Penobscot Bay, is 56 feet high, and is marked

near its south end by Matinicus Rock Light

(43°47.0'N., 68°51.3'W.), 90 feet above the water,

shown from a 48-foot cylindrical gray granite tower. A

fog signal is at the light.

(138) About 2.3 miles northward of Matinicus Rock, a

group of islands and rocks extends about 5 miles northward. Ragged, Tenpound, and Matinicus Islands and No

Mans Land are the principal islands of the group.

(139) Ragged Island, the southernmost, is partly

wooded. There are numerous high bare rocks, including Green Ledge, Seal Ledge, High Ledge, and Brig

Ledge, on the east and south sides of the island. Broken

ground extends 0.8 mile southward from the island to

Inner Breaker, which is covered 3 feet and marked by a

buoy.

(140) South Breaker is a small rock awash 1.7 miles

southward of Ragged Island and 1.6 miles northwestward

of Matinicus Rock Light. A buoy is south of the rock. A

bell buoy is west of Southwest Ledges, 0.4 mile southwest of Ragged Island, which uncovers 6 feet in places.

(141) Criehaven is a village on Criehaven Harbor, on the

western side of Ragged Island. There are several

year-round residents on the island and some summer

visitors. A breakwater extends northward from the

southern entrance point; it is marked by Criehaven

Breakwater Light 8 (43°50.1'N., 68°53.6'W.), 32 feet

above the water, shown from a skeleton tower with a

red triangular daymark. A buoy is 700 yards westward

of the harbor entrance off Harbor Ledges, which uncovers 4 feet and is on the south side just outside the

entrance to the harbor. The best water favors the north

side. There are several fish wharves in the harbor which

bare alongside at low water. A limited supply of water

can be obtained from wells on the island. The harbor affords anchorage for lobster boats moored to communal

lines that are rigged across the harbor, but there is no

protection from northerly blows. Strangers entering

the harbor should exercise caution not to foul these

mooring lines. The bottom slopes gently except for one

dangerous rock which uncovers 2 feet on the northeast

side of the harbor.

(142) Seal Cove, on the opposite side of the island from

Criehaven Harbor, is reported to be shoal and boulder

strewn, with seas that break at the entrance. Fairly

good anchorage is available off Seal Cove in depths of

70 feet, flat sand and shell bottom, for vessels up to 100

feet in length; this anchorage is sometimes used by

trawlers during northerly blows. However, mariners

are cautioned to avoid anchoring in the cable area that

extends southeastward from Seal Cove.

(143) Pudding Island and Shag Ledge, close to the

northeast end of Ragged Island, are 35 feet high, bare,

and rocky. The Hogshead, 0.2 mile northward of Shag

Ledge, is a small bare rock 9 feet high in the middle of

the eastern entrance to Matinicus Roads.

(144) Tenpound Island, 0.4 mile north of Ragged Island

and 0.3 mile off the southeast side of Matinicus Island,

is 41 feet high and grassy. Matinicus Roads, between

Ragged Island and Tenpound Island, has a controlling

depth of about 18 feet. A 7-foot rocky shoal is on the

south side of the roads.

(145) Matinicus Island, 0.8 mile northward of Ragged Island, is mostly wooded and is the largest of the group.

There are about 100 year-round residents, but in the

summer many people spend vacations here. A telephone relay tower, about 100 feet high near the center

of the island, is prominent from all around the island.

West Black Ledge, 13 feet high, and East Black Ledge,

15 feet high, are bare rocks 0.6 and 0.9 mile eastward of

Matinicus Island. Tuckanuck Ledge, 200 yards eastward of Eastern Black Ledge, has two rocks which uncover 1 and 8 feet.

(146) Mackerel Ledge, 700 yards northward of East Black

Ledge, uncovers 7 feet. A buoy is north of the ledge. A

rock covered 12 feet is 0.2 mile southward of East Black

Ledge. Greens Ledge, covered 34 feet, is 0.7 mile northeast of Mackerel Ledge.

(147) Wheaton Island is just off the east side of Matinicus

Island. The passage between the islands is bare at low

water. There are small wharves which dry out in the

cove between the two islands, and small craft anchor

here. Old Cove, westward of the south end of Wheaton

Island, is seldom used as an anchorage.

(148) The narrow passage between Wheaton Island and

Matinicus Island is used considerably by lobstermen at

half tide or better. A small boat attempting this passage

should hug the Matinicus side no more than 5 feet from

shore because of the rounded ledge which uncovers 31⁄2

feet near midchannel.

(149) Matinicus Harbor, on the east side of Matinicus Island, is protected by Wheaton Island and a 450-foot

breakwater extending from the north side. A light is

close eastward of the breakwater. Indian Ledge, 2 feet

high, is in about the center of the harbor. Small vessels

can anchor in the outer harbor between Wheaton Island and Indian Ledge in depths of 6 to 26 feet. Except

during easterly weather, the anchorage is quite calm.

Numerous fishing boats moor to communal mooring

lines in the inner harbor behind Indian Ledge in depths

of 4 to 8 feet.

(150) Matinicus, the village at the head of the harbor, has

a general store and a restaurant. There is microwave

telephone communication with the mainland. Gasoline and diesel fuel are available at the main wharf,

240 ■ Chapter 7 ■ Coast Pilot 1
which has a reported depth of only 1 foot alongside at

low water. A limited supply of fresh water may be obtained at a well near the wharf. In August 1979, a

mailboat worked between Tenants Harbor and

Matinicus, but no passengers were carried. Passengers

bound for the island generally use airplane service or

charter boats from Rockland. A lobster boat can usually

be hired to take passengers to Criehaven on Ragged Island.

(151) Harbor Ledge is a rock covered 4 feet, 300 yards

northeastward of the entrance to Matinicus Harbor. A

bell buoy south of the rock marks the entrance to the

harbor. The Barrel, 300 yards northeastward of Harbor

Ledge, is a rock which uncovers 10 feet at the south end

of a ledge 300 yards long.

(152) No Mans Land, the largest of the rocks and islets

northeastward of Matinicus Island, is 51 feet high and

grassy. Two Bush Island, 22 feet high and grassy on

top, is joined to the northeast end of Matinicus Island

by a ledge which is covered 2 to 8 feet. Two Bush Ledge,

15 feet high and bare, is 0.2 mile southeastward of the

island. Rocks covered 3 feet extend 350 yards eastward

and northeastward from the ledge.

(153) Beach Ledges are two rocks which uncover 1 foot

and 3 feet between Two Bush Ledge and Matinicus Island. A buoy marks the southeast end of the ledge.

Whaleback is a ledge which uncovers 5 feet, 0.3 mile

westward of No Mans Land.

(154) Zephyr Ledges are two rocks, the easternmost uncovering 3 feet, 0.3 mile north-northeast of No Mans

Land. Zephyr Rock, the northeast end of the group, is

covered 5 feet, 0.6 mile northeastward of No Mans

Land. A lighted buoy is north of the rock.

(155) A lighted bell buoy, 0.7 mile north of Matinicus Island, is westward of the dangers northeastward of the

island.

(156) Local boats bound to Matinicus Harbor from

northward drawing 6 feet pass through the channel between Matinicus Island on the west and Two Bush Island and Beach Ledges on the east, at low water.

Strangers should use this passage only in small boats

and with a smooth sea, being careful to avoid the

ledges.

(157) Black Rocks, two rocks 3 feet high, are on a ledge

0.3 mile westward of Matinicus Island.

(158) Bantam Ledge, which uncovers 5 feet and is surrounded by deep water, is 2.5 miles westward of Ragged

Island. A buoy is southeastward of the ledge.

(159) Foster Ledges, 2 miles westward of Matinicus Island, are covered 6 and 13 feet; the southwestern and

shoalest rock has a buoy off its west side. A ledge covered 30 feet is about 0.9 mile northward of the buoy.

(160) Bay Ledge, covered 3 feet, is about 5 miles northward of No Mans Land. A gong buoy is southwest of the

ledge, and a fairway lighted bell buoy is about 1.3 miles

southward of it. A ledge covered 24 feet is about 0.5

mile southwestward of Bay Ledge.

(161) Pigeon Ground, 3.5 miles west of Matinicus Island

and 2 miles southward of Large Green Island, is broken

ground about 2 miles long in an east-northeasterly direction. It is covered 15 feet on the western part of the

broken ground and 21 feet on the eastern part.

(162) Large Green Island, 5 miles northwestward of

Matinicus Island, is 43 feet high and grassy, and has

some houses on its northern part. Herring Ledge,

which partly uncovers 7 feet, extends 0.3 mile southward from the island.

(163) Green Island Seal Ledges are 0.6 and 0.9 mile

south-southeastward of Large Green Island, with broken ground between. The southern part of the ledges

uncovers 8 feet; the north end uncovers 5 feet.

(164) Collins Rock, about 1 mile north of Large Green Island, is covered 5 feet. Junken Ledge, covered 19 feet

and marked by a buoy, is about 5 miles north-northeastward of Large Green Island. Two Bush Island

Lighted Whistle Buoy TBI is 1.3 miles southwest of

Junken Ledge.

(165) Little Green Island, about 1 mile northwestward of

Large Green Island, is 43 feet high and grassy, and has

several cottages on it.

(166) Northern Triangles, 1 mile northward of Little

Green Island, is a reef about 1 mile long in an

east-southeasterly direction. In the western half of the

reef are some ledges awash at low water. A buoy is about

0.7 mile northward of the reef. A shoal covered 15 feet

is 2 miles northward of Little Green Island and 2 miles

southeastward of Two Bush Island Light; the shoal is

marked by a buoy.

(167) Alden Rock, covered 4 feet and marked by a buoy, is

1.4 miles northwestward of Little Green Island. An unmarked rock covered 14 feet is 0.8 mile westnorthwestward of Alden Rock. The 14-foot rock is at the

eastern end of broken ground nearly 1 mile long and

covered 22 to 30 feet.

(168) Southern Triangles are three groups of rocks,

awash at low water, located midway between Little

Green and Metinic Islands. The southwestern rock, 0.6

mile from the other two, uncovers 3 feet. A buoy is

southeastward of the easternmost rock.

(169) Metinic Island, 5 miles west-southwestward of

Large Green Island, is nearly 2 miles long, 78 feet high

near its northern end, and partly wooded. The island is

occupied during the summer by fishermen. There are

no wharves, supplies, or mail service available. Metinic

Green Island, low and grassy, is 0.4 mile southward of

Metinic Island, with foul ground and ledges between.

(170) There is a passage for small craft with depths of

about 7 feet between Metinic and Metinic Green

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 241
Islands; local knowledge is advised. A rock covered 2

feet is 300 yards southwest of Metinic Green Island.

(171) A bell buoy, about 0.6 mile northward of Metinic Island, marks Wheeler Rock, covered 5 feet, about 0.3

mile northward of the island. Wheeler Big Rock, which

uncovers 9 feet, is 300 yards northward of the island.

Green Point Shoal, covered 17 feet, is 0.8 mile eastward of Metinic Island. Hog Island, The Nubble, both

of which are bare, and Cat Ledge, which uncovers 3

feet, are close off the east side of Metinic Island.

Chart 13301

(172) Broken ground extends 2 to 3 miles westward and

southwestward from Metinic Island. Black Rock,

which uncovers 5 feet, is 0.7 mile westward of Metinic

Island. A rock covered 14 feet is 0.3 mile southwestward of Black Rock.

(173) Metinic Island Ledge, covered 8 feet and marked by

a buoy at its southwest end, is 1.8 miles westward of the

northern end of Metinic Island. Kelp is reported on

Metinic Island Ledge. A rock covered 26 feet is 0.6 mile

northeastward of the ledge. Hupper Shoal, covered 17

feet, is 0.6 mile southwestward from the ledge.

(174) Roaring Bull, awash at low water and generally

marked by breakers, is 2.8 miles westward of Metinic

Green Island. A buoy is off the northwest side. A ledge

covered 27 feet is 0.6 mile northwestward of Roaring

Bull.

(175) Southeast Breaker is on a ledge about 0.5 mile

long in a northeast direction; the higher part uncovers

4 feet. The ledge is 1.8 miles west-southwestward of

Metinic Green Island, on the range of the south end of

Metinic Green Island and the north end of Large Green

Island. Unmarked shoals covered 10 to 16 feet are

within 0.5 mile of the ledge.

(176) Haddock Ledge, covered 11 feet, is 1.3 miles southward of Southeast Breaker and 2.5 miles southwestward of Metinic Green Island; it is not marked.

(177) Monhegan Island, 9 miles off the mainland and 20

miles westward of Matinicus Rock (chart 13303), is one

of the important landmarks for vessels bound along the

coast. The island is 1.4 miles long and 165 feet high,

and presents a rocky shore with high bluffs in places.

(178) Monhegan Island Light (43°45'53"N.,

69°18'57"W.), 178 feet above the water, is shown from a

white tower connected to a white building, on the middle of the island. Within 3 miles of the island the light is

obscured between west and southwest. A fog signal is

on Manana Island, a small rocky island about 110 feet

high, close westward of Monhegan Island. Manana Island Lighted Whistle Buoy 14M is 2 miles westward of

the island. Penobscot Bay pilots usually board at this

buoy.

(179) Monhegan Harbor, between Monhegan and Manana Islands, is an anchorage for small craft, but is exposed southward. The harbor, used principally by local

fishermen and yachts, has depths of 15 to 25 feet with

poor holding ground and scant room at the anchorage

for a small vessel to swing.

(180) The deeper water in the harbor favors Manana Island. Entry into the harbor from the south is clear. A

depth of 12 feet can be taken through the northern entrance between the wharf on Monhegan Island and the

grass-covered rocky islet on the end of the ledge making out from Manana Island. The channel west of the

small islet is shoal and has a depth of only 3 feet.

(181) In entering from the north the best water leads

close to the end of the wharf. Even small craft should

not attempt to ride out bad weather in this roadstead.

During heavy weather the daily mail boat seldom is unable to land at the wharf.

(182) Monhegan is a village of fishermen and summer

residents on the east side of Monhegan Harbor. The

principal wharf has a depth of about 12 feet at the end.

The village has telephone communication with the

mainland. A diesel-powered motorboat ferry carries

mail, freight, and passengers from Port Clyde, daily in

summer and three times weekly in winter. Gasoline,

diesel fuel, and provisions are obtainable. There are

good hotel accommodations in the summer, and excursion boats from Boothbay Harbor call at Monhegan in

the summer.

(183) Eastern Duck Rock, 400 yards off the north end of

Monhegan Island, is a large, bare rock with some grass

on top; the narrow channel between the rock and the

island is nearer the rock because of Seal Ledges, which

extend from Monhegan Island and show partly at high

water. A gong buoy is about 250 yards northwest of the

rock. The Barrel, a rock which uncovers about 5 feet off

the northwest shore of Manana Island, is marked by a

buoy.

(184) Duck Rocks, 0.6 mile off the northwest side of

Monhegan Island, are two large, bare rocks. Sunken

Duck Rock, covered 5 feet, is about 125 yards

north-northwestward of the larger Duck Rocks. A bell

buoy is northwest of Sunken Duck Rock.

(185) Allen Shoal, 1.9 miles northeastward of Monhegan

Island Light and cleared to 22 feet, is unmarked.

(186) Gull Rock Ledge, covered 20 feet, is 1 mile southsoutheastward of Monhegan Island Light. Kelp has

been reported on this ledge. Breakers are reported to

form on this ledge and on Allen Shoal with heavy

swells.

242 ■ Chapter 7 ■ Coast Pilot 1
Chart 13305

(187) East Penobscot Bay is that part of Penobscot Bay

located eastward of Vinalhaven, North Haven, and

Islesboro Islands. The southern part of it, between Isle

au Haut and Vinalhaven Island, is called Isle au Haut

Bay.

(188) There are many islands and numerous unmarked

ledges in Isle au Haut Bay and East Penobscot Bay. The

islands have numerous coves and small harbors, but

few of these are available as anchorages, except for

small craft, because of their shoal depths or obstructed

entrances.

(189) The principal traffic through East Penobscot Bay

moves in an east-west direction, with access through

Eggemoggin Reach, Deer Island Thorofare, or Merchant Row from the eastward; or through Fox Islands

Thorofare or the channels northward of North Haven

Island, from the westward.

(190) A clear channel good for the deepest-draft vessels,

though seldom used, leads through Isle au Haut Bay

from Saddleback Ledge Light to the head of East

Penobscot Bay. The channel passes eastward of Eagle

Island, marked by a light, and a gong buoy northeastward of the light; thence in a northwesterly direction

through the islands, northward of Eagle Island, and

thence northward passing close westward of Cape Rosier.

(191) The principal dangers in this channel are marked,

and the main part of it, with the exception of the areas

near the shores, has been swept. The principal

thorofares east and west have also been swept.

(192) Saddleback Ledge Light (44°00'52"N., 68°43'35"W.),

54 feet above the water, is shown from a 42-foot gray

conical tower on a rocky islet in the middle of the

southerly entrance to East Penobscot Bay. A fog signal

is at the light. There is broken ground between the

light and Vinalhaven Island, and deep-draft vessels

should enter eastward of the light.

(193) The western side of Isle au Haut Bay is very foul.

Saddleback Ledge Shoal, covered 2 feet and marked by

a buoy, is 0.8 mile northwest of Saddleback Ledge

Light. The mile-wide channel west of this shoal and

east of 40-foot-high Diamond Rock and Diamond Rock

Ledge has several shoal spots with depths ranging from

14 to 28 feet. The fairway gong buoy, about 0.9 mile

southwestward of Saddleback Ledge Light, marks the

southern entrance to this channel. Diamond Rock

Ledge, covered 2 feet, is marked by a buoy.

(194) Between this channel and the southeast shore of

Vinalhaven Island are many islands and reefs dangerous to navigation. A buoyed channel provides a partially protected route through the islands and reefs

around the south end of Vinalhaven Island to Carvers

Harbor or West Penobscot Bay. In daylight and with

good visibility, moderate-sized vessels can run parallel

to and about 0.5 to 1 mile offshore on this route.

(195) On the edges of this channel, along the southeast

side of Vinalhaven Island, are unmarked Little Triangle

Ledge; Triangle Ledge, Halibut Ledge, Crosby Ledge,

Sheep Island Ledge, Old Duke Ledges, and Bunker

Ledge, all marked by buoys; and Point Ledge, marked

by a daybeacon, off the entrance to Indian Creek.

(196) Farther inshore, and unmarked, are Green Island,

Narrows Island, Sheep Island, Point Ledge, House

Ledge, Sister Ledge, Griffin Ledge, Green Ledge, Clam

Ledges, Wreck Ledge, and Folly Ledge. Southward of

the buoyed channel are Brimstone Island, Hay Islands, Roberts Islands, Carvers Island, and Otter Island.

(197) Surrounding and interspersed between these islands are numerous rocks and ledges, unmarked and

dangerous to navigation. Arey Ledges, Colt Ledge,

Heron Neck Ledge, Old Horse Ledge, Channel Ledge,

and Knubble Ledge, and The Breakers, dangerous

ledges only partially marked by buoys, lie to the westward, in the southern approach to Carvers Harbor.

(198) Arey Cove and Roberts Harbor, on the southeast

side of Vinalhaven Island, are much obstructed by

rocks and ledges, and are unsafe for strangers.

(199) The coast northward to Bluff Head and the eastern

entrance to Fox Islands Thorofare has many off-lying

islands and reefs, extending in some places nearly 1

mile offshore. The coves are small and foul, and of no

value as harbors.

(200) Winter Harbor, locally known as Pleasant River,

Seal Bay, and Smith Cove make into the northeastern

part of Vinalhaven Island, south of the eastern entrance

to Fox Islands Thorofare. They are frequently used by

visiting yachtsmen during the summer, but local

knowledge is advised.

(201) The islands and dangers on the east sides of Isle au

Haut Bay and East Penobscot Bay from the entrance to

Barred Island (44°10.0'N., 68°43.2'W.), off the southwestern side of Deer Isle were nearly all described previously in this chapter under the discussion of Deer

Island Thorofare, Merchant Row, and Isle au Haut. Between Deer Island Thorofare and Eggemoggin Reach,

the eastern side of the bay is formed by the western

shores of Deer Isle and Little Deer Isle.

(202) The only off-lying dangers from Barred Island off

Crockett Cove to Southwest Harbor are Sellers Rock,

part of which bares at low water and which is marked by

a buoy, and the 18-foot spot 700 yards west of it.

(203) Crockett Cove, east of Barred Island and northwestward of Burnt Cove, is shoal and foul in its upper

half. There is reported to be a good small-craft anchorage, secure in all weather, in 18 feet of water about 0.6

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 243
mile inside the entrance. It should be approached only

after 3 hours following low water on a rising tide, and

favoring the western side of the cove.

(204) Goose Cove is a small bight close westward of

Crockett Cove. It is foul with rocks awash and submerged in the center. Great care should be taken in entering. A ledge is on the west shore.

(205) Two rocks awash at low water are off the entrance

to the cove eastward of Barred Island, and another one

farther eastward is off the entrance to Crockett Cove.

(206) Southwest Harbor is on the western side of Deer

Isle, about 4 miles north of Deer Island Thorofare

Light. The harbor is about 0.3 mile wide at the entrance

and 1 mile long. The anchorage in depths of 18 to 28

feet is not used much, being open southward. A spire in

the village of Sunset on the eastern shore of the harbor

is prominent. There are no wharves. The western side

of the harbor is formed by Sheephead Island, from

which Sheephead Island Ledges extend 0.3 mile southward.

(207) Mill Pond, northward of Southwest Harbor, is of

little importance. Sylvester Cove is northwestward of

Mill Pond. The Deer Isle Yacht Club pier and float landing, with 9 feet alongside, and a fish wharf with a town

float, dry at low water, are on the north side of the cove.

Bare stone cribbing, on the south side of the cove opposite the yacht club float, is all that remains of a former

pier. The mail and passenger boat, with year-round service to Eagle Island and summer service to Great

Spruce Head Island and Barred Islands, leaves from the

yacht club float. Eastward of the yacht club landings,

the cove shoals rapidly to a fine shelving beach.

(208) The anchorage in the entrance of the cove is partly

sheltered by a long reef on the south side of the entrance; the reef bares at about half tide. A buoy is

northwestward of the reef. Caution should be used in

rounding this reef, by passing northward of the buoy; it

is reported that several small craft have grounded on

the reef. There are no services available in Sylvester

Cove.

(209) Dunham Point, 0.8 mile northwest of Sylvester

Cove, is the westernmost point on Deer Isle. Dunham

Point Ledge, awash at low water, extends 300 yards offshore from the point.

(210) Pressey Cove, about 1 mile northeastward of Dunham Point, is shoal and foul. There are islets on the

west side and in the middle of the entrance to the cove.

The middle one is grassy, and the western one has two

trees and is connected with the shore by a sandbar. A

number of private homes are around the cove.

(211) Northwest Harbor, on the northwestern side of

Deer Isle, is about 0.3 mile wide and over 1 mile long. A

large part of the upper half of the harbor is shoal and

foul and dries out. Good anchorage will be found for

small vessels in midharbor in depths of 13 to 17 feet,

soft bottom. The harbor is sheltered from all but northwesterly winds. Good anchorage also is off the entrance

of the harbor, between Gull Ledge and Heart Island, in

depths of 19 to 30 feet. During January and February

the harbor is closed by ice.

(212) Gull Ledge, partly uncovered at high water, is 0.4

mile northwest of the southern entrance point to

Northwest Harbor. Between Gull Ledge and the buoy

off the ledge extending from the southern entrance

point is a narrow channel. Southwestward of Gull

Ledge is a reef with rocks awash at low water, which

must be avoided even by small boats if using this channel. Its southwest end is marked by a buoy, about 0.5

mile from Gull Ledge and 0.4 mile off the main shore.

(213) The village of Deer Isle is at the head of the harbor;

some marine supplies and provisions are available. A

private wharf and float landing are on the northern

shore of the harbor about 0.7 mile east of Gull Ledge.

(214) The harbor is seldom used except by pleasure craft

as an overnight anchorage in fair weather. With the aid

of the chart, little trouble should be experienced in approaching and finding anchorage in midchannel up to

0.4 mile inside the entrance, as the entrance is wide

and clear. Heart Island, 60 feet high and wooded, is 0.5

mile northward of the entrance.

(215) North of Northwest Harbor, the western shore of

Deer Isle extends in a northeasterly direction to

Eggemoggin Reach. It was formerly possible for small

boats to follow this shore and pass between Little Deer

Isle and Deer Isle directly into Eggemoggin Reach. This

passage now is closed by a causeway.

(216) The islands off the western end of Eggemoggin

Reach were previously described in this chapter.

(217) Between Little Deer Isle and North Haven Island,

there is a chain of islands through which are many

passes; these passes must be used with care because of

the many reefs between the islands.

(218) Pickering Island, 1 mile southwest of Little Deer

Isle and about 90 feet high, and Bradbury Island, 2.5

miles southwest of Little Deer Isle and about 170 feet

high, are both wooded, and are the principal islands

north of the main ship channel through East

Penobscot Bay.

(219) Hardhead Island, a grassy islet 76 feet high, is 1

mile southward off Bradbury Island. About 0.4 mile

northwest of Hardhead Island is Middle Rock, a shoal

covered 10 feet on the north side of the main ship channel. A buoy is west of the rock.

(220) Southwest of the main ship channel, and between

it and North Haven Island, the passes between the islands are nearly obstructed by reefs in many cases. Navigation between these islands, even by small craft, must

244 ■ Chapter 7 ■ Coast Pilot 1
be done with caution. A few of the reefs are buoyed.

Most of the islands are wooded.

(221) Eagle Island, 1.5 miles west of Dunham Point, is

wooded. Eagle Island Light (44°13'04"N., 68°46'04"W.),

106 feet above the water, is shown from a white granite

tower on the northeast end of the island. A gong buoy is

320 yards east-northeastward of the light. Eagle, a

small settlement on the island, has year-round mail

and passenger boat service to Sylvester Cove, on the

northwest side of Deer Isle. A bell buoy marks a shoal,

covered 12 feet, extending 0.6 mile eastward of the island. The Porcupines are two high wooded islands off

the south end of the island.

(222) Great Spruce Head Island, 231 feet high and 2.1

miles northwest of Eagle Island, is the highest island in

the group. Bear Island, just south of Great Spruce

Head Island, has a protected anchorage in a cove at its

north end in depths of 12 to 30 feet, rocky bottom. A

wharf and float in the cove have a depth of about 9 feet

alongside.

(223) Butter Island, 186 feet high and 0.5 mile northwest of Eagle Island, is wooded. The passage between

Butter Island and the northeast island of the Barred Islands, 300 yards westward, is reported to uncover at

low water. Oak Island, 1.5 miles west-southwestward

of Eagle Island, is grassy and uninhabited. Burnt Island, just south of Oak Island, is wooded except for its

northeast end, which is grass covered.

(224) There is a passage northward of North Haven Island which is used in winter when Fox Islands

Thorofare is closed by ice. To go through this passage,

pass about 300 yards southward of Eagle Island and

steer for Spoon Ledge, 15 feet high with grass on top,

about 0.5 mile northwest of Oak Island. On this course

pass 400 yards northward of Grass Ledge, 15 feet high

and grass covered, 0.9 mile east of Oak Island, to a position about 400 yards northward of Oak Island. Then

pass midway between Oak Island and Spoon Ledge and

steer west-southwesterly, clearing Webster Head by

about 600 yards. The least charted depth in this passage

is 25 feet.

(225) The preceding paragraphs give the simplest directions for Isle au Haut Bay and East Penobscot Bay by

pointing out the difficulties and the dangers, and especially, when necessary, the need for local knowledge. By

close attention to the chart and following the aids, no

difficulty should be experienced in navigating the area

in daylight and in clear weather.

Chart 13308

(226) Fox Islands Thorofare, leading from East Penobscot

Bay to West Penobscot Bay, between North Haven and

Vinalhaven Islands, is one of the chain of inshore passages commencing at Bass Harbor and ending at

Whitehead. Fox Islands Thorofare is about 7 miles long.

Prominent features

(227) Widow Island, inside the eastern entrance to Fox

Islands Thorofare, is marked by a small cottage near its

peak, on the southeast side.

(228) Goose Rocks Light (44°08'08"N., 68°49'50"W.), 51

feet above the water, is shown from a white conical

tower on a black cylindrical foundation; a fog signal is

at the light. A white sector in the light, from 301° to

304°, marks the fairway for the eastern approach to the

thorofare.

(229) Browns Head Light (44°06'42"N., 68°54'34"W.), 39

feet above the water, is shown from a white cylindrical

tower connected with a dwelling; a fog signal is at the

light. A white sector in the light, from 050° to 061°,

with a red sector on either side of it, marks the fairway

for the western approach to the thorofare. A fairway

lighted bell buoy, about 2.4 miles southwestward of the

light, marks the western entrance.

(230) Sugar Loaves, a group of prominent high rocks

surrounded by a ledge, are 600 yards northwestward of

Browns Head Light. Fiddler Ledge Daybeacon, a gray,

square stone shaft with a pyramidal top marks Fiddler

Ledge which uncovers 5 feet 1.4 miles southwestward

of Browns Head Light. It is the most conspicuous mark

when approaching from westward.

(231) A large standpipe on the high ground just back of

North Haven shows up prominently in approach from

either direction.

Channels

(232) The controlling depth of 17 feet is in midchannel

between Iron Point Ledge and Grindstone Ledge. The

narrowest part of the channel is about 100 yards wide

between Iron Point Ledge, marked by a daybeacon, and

Dobbin Rock, marked by a buoy. Extreme caution

should be exercised here as the currents are reported to

be strong at times, especially during strong winds from

the east or west. At low water, the thorofare is seldom

used by vessels drawing over 14 feet.

Anchorages

(233) Good anchorage can be selected in the channel of

the thorofare between the entrance of Seal Cove and

the western end of the village of North Haven, in depths

of 23 to 33 feet, soft bottom.

(234) Good anchorage for vessels of any draft, in depths

of 32 to 42 feet, soft bottom, is in the western entrance

of Fox Islands Thorofare, westward or northward of

Sugar Loaves, and between Amesbury Point and Crabtree Point Ledge, 1.7 miles southwestward. A cable area

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 245
extends across Fox Islands Thorofare in an east-west direction between Calderwood Rock on the north and

Sugarloaves on the south. Care should be taken to

avoid anchoring in this area.

(235) Anchorage can be found in Seal Cove, a large arm

extending 1.5 miles southward from Fox Islands

Thorofare southeastward of and on the opposite side of

the channel from the village of North Haven. Large areas in the cove have depths of 8 to 12 feet, bottom soft

in places, but shoaling has been reported in the middle

of the cove. The cable areas in the cove should be

avoided when anchoring. Good anchorage in depths of

19 to 23 feet, soft bottom, is in the middle of Southern

Harbor, which makes northeastward between the

Dumpling Islands and Amesbury Point, near the western end of the thorofare. The water shoals gradually toward the head. In May 1986, a 12-foot shoal was

reported in the center of the harbor entrance in about

44°07'52"N., 68°54'11"W.

(236) Carver Cove, south of Widow Island at the eastern

end of Fox Island Thorofare, is a secure anchorage except during northeast winds, easy of access, and convenient for vessels windbound in East Penobscot Bay or

passing through the thorofare. The anchorage, in

depths of 16 to 20 feet, good holding ground, is about

0.5 mile from the head of the cove, and 197° from the

cottage on Widow Island. When entering, the shores

should be given a berth of about 300 yards. An unmarked 18-foot rocky patch is about in the middle of

the eastern entrance.

(237) Kent Cove, in the north shore of the thorofare

north of Widow Island, is a secure anchorage with

depths of 15 to 24 feet, good holding ground. Anchorage in the northeast and northwest arms, in depths of 8

to 11 feet, is preferred. Goose Rocks Light is the prominent guide for entering either day or night, the entrance being westward of the light. Kent Ledge, the

only outlying danger, covered 3 feet, is 500 yards from

the northwest shore of the cove off the entrance.

(238) Waterman Cove, in the north shore of the thorofare

west of Kent Cove, is a good anchorage for small vessels. The water shoals gradually from a depth of 18 feet

at the entrance to 4 feet near the head, where a narrow

channel leads into the Cubby Hole, a shallow cove. The

better entrance to Waterman Cove is between the

buoys off Fish Point Ledge and Waterman Ledge.

Dangers

(239) The principal dangers are marked by buoys or

daybeacons which can be easily followed in the daytime

with clear weather.

(240) On the north side of the eastern entrance to Fox Islands Thorofare are Babbidge Island, Calderwood Island, and Stimpsons Island. North of these islands is

unmarked Little Thorofare, which can be used by small

craft with local knowledge. Ledges extend for over 0.4

mile south and southeast of these islands. A buoy, 0.6

mile southeast of Babbidge Island, is on the north side

of the east entrance to Fox Islands Thorofare.

(241) Of the several reefs south of these islands, the most

important are Black Ledge, Sunken Black Ledge, and

Channel Rock. A buoy is just southwestward of Sunken

Black Ledge. Channel Rock is marked by a bell buoy

and a daybeacon.

(242) In the western approach to Fox Islands Thorofare,

on the south side, are Dogfish Ledges, marked by a

daybeacon; Seal Ledge, the north end of which is

marked by a buoy; and Inner Bay Ledges, forming the

westernmost danger in the western approach and

marked by several buoys. The main entrance channel is

north of these ledges and is well marked. The channel

southeast, between these ledges, is also well buoyed for

the guidance of those vessels going to Hurricane Sound

and the southern part of Vinalhaven Island.

(243) Drunkard Ledge, 0.5 mile westward of Fiddler

Ledge Daybeacon, uncovers 7 feet and is marked by a

daybeacon on the eastern side. Broken ground, which

should be avoided, extends 0.2 mile southward of the

line joining the daybeacons. A gong buoy is on the

southern extremity of the broken ground.

(244) Fish Point Ledge, which uncovers 4 feet and is

marked at its southeast end by a buoy, is 400 to 600

yards southeastward of Fish Point, on the eastern side

of Waterman Cove. Foul ground is between the point

and the ledge. Waterman Ledge, covered 4 feet and

marked by a buoy, is in the mouth of Waterman Cove

500 yards from the western shore.

(245) Post Office Ledge, covered 8 feet, and Lobster

Ledge, covered 2 feet, are two marked ledges off the

town of North Haven.

Tides and currents

(246) The mean range of tide is 9.5 feet. The tidal currents in Fox Islands Thorofare are usually not strong.

They meet at Iron Point in the middle of the thorofare;

the flood sets in from both ends and the ebb sets out.

However, during periods of strong winds from the eastward or westward, it is reported that strong currents

with eddies are apt to be encountered in this vicinity.

(247) The thorofare is sometimes closed by ice in winter.

Pilotage, Fox Islands Thorofare

(248) Pilotage for these waters is discussed in this chapter; see Pilotage, Penobscot Bay and River, indexed as

such.

246 ■ Chapter 7 ■ Coast Pilot 1
(249) North Haven is an important summer resort and

yacht center on the north shore of Fox Islands

Thorofare. Small craft can anchor on the south side of

the channel between Young Point and Hopkins Point

where depths allow, and on the north side of the channel, taking care to leave a clear channel to the town

wharf and ferry slip. The town wharf has a depth of

about 12 feet, and the other wharves less.

(250) Water is available at the yacht club float, about 100

yards northwest of the ferry slip, with depths of 4 to 8

feet reported alongside. A boatyard, close eastward of

the ferry slip, has marine railways up to 20 tons and a

15-ton mobile hoist that can handle craft up to 45 feet

long for hull and engine repairs; gasoline, diesel fuel,

ice, marine supplies, and winter storage are available.

Depths of 6 to 7 feet are reported alongside the boatyard

pier. The yard builds craft up to 45 feet long.

(251) State automobile, mail, and passenger ferry service

to Rockland is maintained the year round. Microwave

telephone and telegraph communications are available

to the mainland. Taxi service, food, and lodging are

available in the village.

(252) The north shore of Vinalhaven Island, across the

thorofare from North Haven, has numerous summer

residences with private landing floats.

(253) Perry Creek is a long narrow arm making westward

on the west shore of Seal Cove. The creek is reported to

be an excellent anchorage for small craft; avoid the cable area at the entrance. An overhead power cable

crosses the northern branch of the creek as shown on

the chart.

(254) The western entrance to Fox Islands Thorofare and

the off-lying dangers are described under the discussion of the thorofare.

(255) Crockett Cove is just eastward of Crockett Point,

the southeastern point at the western entrance to Fox

Islands Thorofare. The cove is about 1 mile long and

200 yards wide near the entrance, is obstructed by

ledges, and is suitable only for small craft with local

knowledge.

(256) Dogfish Island, 0.4 mile south of Crockett Point

and northwestward of Leadbetter Narrows, has a private stone wharf at its eastern end.

(257) Leadbetter Narrows is a narrow passage between

Vinalhaven Island on the north and Leadbetter Island,

0.3 mile southeast of Dogfish Island, on the south.

When passing through the narrows, favor the shore of

Vinalhaven Island. A buoy marks a rock awash on the

south side of the narrows. Continuing south along the

eastern side of Leadbetter Island, a passage leads into

the northern end of Hurricane Sound.

(258) A small stone wharf is on Leadbetter Island at the

narrows. There is also an inactive quarry and wharf on

the shore of Vinalhaven Island eastward from the

narrows. The cove on Vinalhaven Island just northeast

of the east entrance to Leadbetter Narrows is reported

to be a good protected anchorage with mud bottom in 5

to 15 feet of water. Leadbetter Narrows should not be

attempted by strangers except in launches or small

craft.

(259) Bartlett Harbor, a small cove with deep water and

good anchorage sheltered from all but westerly and

northerly winds, is on the western shore of North Haven Island about 2 miles above Stand-in Point, the

southwestern point of North Haven Island. A rock covered 9 feet is in the middle of the entrance; deep water

is close-to around the rock.

(260) Pulpit Harbor, on the northwest side of North Haven Island, is 4 miles northeastward of Stand-in Point

and 2.5 miles southwestward of Webster Head, (chart

13305), the high and partly wooded head at the north

end of North Haven Island. The entrance has a clear

width of over 100 yards, and the harbor is a secure anchorage for small vessels of about 13-foot draft or less.

(261) Pulpit Rock, 10 feet high and pointed, is near the

end of the reef extending 250 yards northeastward from

the western point at the entrance. The rock is a good

mark. To enter, give the north side of Pulpit Rock and

the eastern shore just northward of the entrance a

berth of over 100 yards, and enter in midchannel eastward of Pulpit Rock. Keep in midchannel and anchor in

its broad part in depths of 18 to 33 feet.

(262) Another good all-weather anchorage for small craft

is reported to be in the southwesterly prong, just inside

the entrance, in 18 to 27 feet. More sheltered anchorage in 8 to 10 feet is toward the northeast end of the

harbor, where there is a public float landing with 3 feet

alongside. There is a telephone at the landing. Gasoline, provisions, and most supplies can be obtained by

calling North Haven from the landing.

Charts 13305, 13303

(263) Lawrys (Laireys) Narrows, between Leadbetter Island on the north and Lawrys and Cedar Islands on the

south, is a part of the route between Carvers Harbor

and Rockland. The principal dangers are buoyed, except for a rock covered 11 feet, reported in August 1979

to be 100 yards southwest of the southern end of

Leadbetter Island. In February 1992, a dangerous underwater rock ridge was at midchannel in about

44°04'03.7"N., 68°54'00"W. Crotch Island, Crane Island, and Spectacle Island lie southward of Lawrys and

Cedar Islands. A safe anchorage is reported to be had in

6 to 8 feet between Crotch Island and the northwestern

end of Crane Island.

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 247
(264) The Basin is a large irregular bight in the west side

of Vinalhaven Island, about 2 miles southeast of

Crockett Cove. Barton Island is in the middle of the entrance, leaving a narrow, crooked, foul, and shallow

channel north of it. The depth in the basin varies from

10 to 111 feet.

(265) Hurricane Sound is bounded on the east by

Vinalhaven and Greens Islands and on the west by Hurricane Island, 0.7 mile west of Greens Island, and

White Islands, a group of islands about 1.5 miles

northwest of Greens Island and farther north by Crane

Island and Cedar Island. The sound has deep water.

Several passages lead into the sound, but there are no

good anchorages.

(266) It is reported that there is a good black pebble

beach in the cove on the south side of Hurricane Island

and that the old stone quarry pier on the northeast side

of the island affords a good landing place in good

weather. Outward Bound School, a summer sailing

and survival school, is on the island.

(267) Along this part of West Penobscot Bay, numerous

rocks and reefs extend over 2 miles offshore from

Vinalhaven Island and the bottom of the bay is irregular

with many spots of 10 to 18 feet for about 2 miles farther offshore. The better passes among the islands are

buoyed. Great care must be used to avoid the numerous

reefs.

(268) The Reach is a narrow, much obstructed channel

leading northwestward from the entrance of Carvers

Harbor, between Greens Island and Vinalhaven Island.

The passage is marked and used by vessels bound between Carvers Harbor and Rockland. The channel at its

narrowest is only 100 feet wide between the northeastern edge of the ledge marked by Wreck Point Light 5

and a rock covered 2 feet, about 200 feet northeastward

of the Light. Great care is required in passing this

point.

(269) Old Harbor is a small cove at the northern end of

The Reach and on the opposite side of the channel from

the northern end of Greens Island. Caution is necessary

in using this harbor because of the many old fish

stakes, and a ledge of drying rocks extending southward of the island in the entrance of the harbor.

(270) Carvers Harbor is a secure haven in all weather for

small vessels on the southwest side of Vinalhaven Island.

Prominent features

(271) Heron Neck Light (44°01'30"N., 68°51'44"W.), 92

feet above the water, is shown from a white tower connected to a dwelling on the southern extremity of

Greens Island, on the eastern side of the entrance to

Hurricane Sound. The light has a white sector from

030° to 063° which marks the fairway of the approach

to Carvers Harbor from the southwest; a fog signal is at

the light.

(272) Carvers Harbor Entrance Light 2 (44°02'03"N.,

68°50'37"W.), 19 feet above the water and shown from

an iron spindle with a red triangular daymark on the

west end of Green Ledge, marks the entrance to the

harbor. Ice seldom closes the harbor. A standpipe on

the hill north of the harbor is very prominent.

Channels

(273) There are four channels in the approaches to Carvers Harbor. The entrance from southwestward is between Heron Neck Ledge and James and Willies Ledge;

from the northwestward through The Reach; from the

eastward through the channel between Vinalhaven Island and the islands and ledges south of it; and from the

southward west of Colt Ledge and between Arey Ledges

and The Breakers. The controlling depth in the entrance channel is 19 feet between Potato Island and

Dodge Point on the north side of the entrance to the

harbor.

(274) Indian Creek, just eastward of Carvers Harbor, has

an entrance from the sea and also a connecting passage

to Carvers Harbor. A fixed highway bridge crossing the

passage has a clearance of 8 feet. The passage is not safe

for strangers. Lane Island forms the west side of Indian

Creek. The island is grassy with two prominent white

houses visible from the southward. Potato Island and

Bar Island are two small islets on the northwest side of

Lane Island at the south side of the entrance to the harbor.

Anchorages

(275) The best anchorage for small craft is reported to be

on the east and southeast side of Carvers Harbor; the

western side is principally used by commercial craft

and fishermen. In October 2003, the harbor had depths

of about 11 feet in the center, about 8.0 to 10.0 feet

along the north and south sides, and 5.8 feet in the access channel leading to a basin off the town landing at

the head; depths of about 1.8 to 5.4 feet were available

in the basin.

Dangers

(276) James and Willies Ledge, 5 feet high with rocks

awash at the south end, is on the north side of the

southwestern approach at its junction with Hurricane

Sound. It is part of the extensive ledge area extending

southward from Hurricane Island. A buoy is south of

the area.

(277) Heron Neck Ledge, 7 feet high, is on the southern

edge of the southwestern approach and is unmarked.

(278) Folly Ledge is a bare unmarked ledge on the west

side of the channel at the junction of the eastern,

248 ■ Chapter 7 ■ Coast Pilot 1
southern, and southwestern approaches. Green Ledge

is on the east side of the channel in the inner approach

to Carvers Harbor. It is marked by Carvers Harbor Entrance Light 2.

(279) Point Ledge, covered 4 feet and marked by a daybeacon, is 0.7 mile east of Folly Ledge.

(280) The dangers in the eastern approach have been described with Isle au Haut Bay and East Penobscot Bay.

(281) Strangers should bear in mind that many unmarked dangers will, of necessity, have to be passed

close-to, and should exercise extreme caution by giving

strict attention to the chart and following the aids.

Tides

(282) The mean range of tide is 9.3 feet at Vinalhaven.

Routes

(283) The preceding paragraphs give the simplest directions by pointing out the difficulties and the dangers

and especially, when necessary, the need for local

knowledge. Vessels of 12–foot draft or less should experience no difficulty, in daytime and in clear weather, in

approaching and entering.

(284) Pilotage for these waters is discussed in this chapter under Pilotage, Penobscot Bay.

Harbor regulations

(285) There is a harbormaster who assigns the moorings

in the anchorage. A speed limit of 5 miles per hour is

enforced within the harbor.

(286) Sand Cove, making northward from Carvers Harbor, is foul. There are several wharves and a boatyard at

the head at which vessels lie aground at low water.

(287) Vinalhaven is a town at the head of Carvers Harbor.

There are churches, a library, bank, movies, inns, lodging houses, medical and nursing services, restaurants,

picnic areas, and an excellent school system. The

depths at the ferry wharf and float landings vary from 6

to 10 feet. Diesel fuel, gasoline, ice, water, provisions,

and some marine supplies are available at a landing

east of the ferry wharf. There are four boatyards on

Vinalhaven Island, one on Indian Creek, one in Sand

Cove, and two in Carvers Harbor. Craft up to 50 feet in

length can be hauled out for hull or engine repairs or

dry open or covered winter storage. Emergency radio

repairs can be made. There is microwave telephone

communication with the mainland.

(288) The State maintains mail, automobile, and freight

service with Rockland the year round. The island has

good roads.

Chart 13305

(289) North of North Haven Island are numerous islands

and reefs extending to Head of the Cape (chart 13309).

Most of these have been described previously. The most

westerly of the islands and reefs is Egg Rock, which is

small and grass covered, and 2 miles north of Pulpit

Harbor. Egg Rock Ledge, 0.3 mile south-southwest of

Egg Rock, is covered 2 feet. A buoy is northeast of the

ledge.

(290) Compass Island Ledge, 1.4 miles northeastward of

Egg Rock, is covered 8 feet; a buoy is off the ledge. Compass Island, 42 feet high, is 0.8 mile northward of Compass Island Ledge. A ledge with a rock at its end, which

uncovers 10 feet, extends about 300 yards northeastward from Compass Island; ledges also extend up to 0.3

mile eastward of the island. Grass Ledge, a group of

rocks 15 feet high, and rocks awash and covered, is between Compass Island, Scrag Island, and Little Spruce

Head Island, which is westward of Great Spruce Head

Island.

(291) Horsehead Island, 74 feet high, is about 0.6 mile

northward of Little Spruce Head Island. Colt Head Island, and still another group of Barred Islands, are 0.6

mile and 1.1 miles, respectively, north-northeast of

Horsehead Island. Beach Island, 81 feet high, is 0.9

mile northward of Great Spruce Head Island. Submerged rocks are reported in the passage between

Beach Island and Barred Islands. Resolution Island,

the northwesterly island of this group of islands between North Haven Island and Cape Rosier, is 93 feet

high and wooded.

(292) The passage through these islands, just north of

North Haven Island, has been described previously

with East Penobscot Bay.

Chart 13302

(293) Islesboro Island and the adjacent islands and

shoals are about 15 miles long, and separate East and

West Penobscot Bays near their heads. Islesboro Island

is nearly divided in the middle. The island is an important summer resort and is frequented by many pleasure

boats in summer. Dark Harbor, Islesboro, North

Islesboro, and Pripet are villages on the island. A State

automobile and passenger ferry is operated between

Lincolnville, on the mainland, and Grindle Point.

Chart 13305

(294) A chain of islands and rocks, through which are

several channels, extends for 5 miles southward from

Islesboro Island. McIntosh Ledge, the most southerly

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 249
of the dangers and about 0.7 mile southeastward of

Robinson Rock, is awash at low water. A buoy is southeast of the ledge.

(295) Robinson Rock, 22 feet high and grassy, is the most

southerly visible danger; several smaller bare rocks are

around it. Ledges extend for 0.6 mile north-northeast

and south-southwest of the rock. There is a bell buoy

off the southern end of these ledges.

(296) Mark Island, the most southerly wooded island, is

high, rounded, and prominent. A reef extends southward from the island.

(297) East Goose Rock, 0.5 mile northward of Mark Island, is 15 feet high and grassy. Saddle Island, 0.7 mile

east–northeastward of Mark Island, is high and thickly

wooded.

(298) Lasell Island, 1.2 miles northeast of Mark Island, is

high and wooded except at its north end. Goose Island

and Mouse Island, eastward of Saddle and Lasell Islands, are rocky islets with grass on top. Several bare

and covered rocks are between Goose and Mouse Islands. A buoy is 300 yards north of the ledge which uncovers 5 feet northward of Mouse Island, and a buoy is

eastward of the bare rock east of Goose Island.

(299) Lime Island, 0.2 mile northeastward of Lasell Island, is low and generally wooded. A rocky spit connects Lime and Lasell Islands at low water. A bare rock

is 0.2 mile northward of Lime Island. Job Island, 0.7

mile northeastward of Lime Island, is 104 feet high and

thickly wooded. A dangerous rock, reported covered at

high water, is about 0.2 mile east-southeast of the

south point of Job Island. The southerly of the Ensign

Islands, 0.7 mile west of Job Island, is wooded, and the

northerly is wooded in the center with a house on the

west side. A landing is on the south end. A lighted bell

buoy is about 0.3 mile south of the southerly island.

(300) The channel between Mark, Lasell, and Lime Islands on the west and Saddle, Goose, and Mouse Islands

on the east is used by some vessels bound from

Rockland or westward to Eggemoggin Reach or points

in the northern part of East Penobscot Bay. The channel is unmarked, and local knowledge is required.

Charts 13305, 13309

(301) Dark Harbor is a village, with many summer

homes, on the southern part of Islesboro Island. There

are grocery and hardware stores, a snack bar, and a gas

station. Dark Harbor Cove, on the eastern side of the island, is crossed by a dam and footbridge just inside the

entrance and is seldom used. Small craft visiting the

resort tie up at the yacht club or other private floats in

Gilkey Harbor.

(302) Gilkey Harbor, on the western side of the southern

part of Islesboro Island, is between the island and Seven

Hundred Acre Island, Warren Island, and Spruce Island. The harbor is a secure anchorage with good holding ground, and is frequented by many yachts in

summer. There are a number of private float landings

for small craft, but no commercial wharves. The harbor

frequently is closed by ice in winter.

(303) Warren Island is a State park. A 200-foot pier with

seasonal dockage and 4 feet reported alongside is on the

east side of the island.

(304) The Tarratine Yacht Club is on the east side of

Ames Cove, near Dark Harbor; the clubhouse has a

float landing with a depth of 4 feet alongside. Some

supplies can be obtained in the village, and water is

available at the float. A boatyard, at the east end of Ames

Cove, has a machine shop and a 40-foot marine railway.

Gasoline, covered and uncovered storage, and hull and

engine repairs are available. Ames Cove is inaccessible

at low water.

(305) Cradle Cove is a shallow indentation on the northeast side of Seven Hundred Acre Island. A boatyard,

near the eastern entrance point of the cove, has a machine shop and a marine railway capable of hauling out

craft to 60 feet long or 25 tons for hull and engine repairs, and dry covered or open winter storage. Electric

and electronic repairs can generally be made, and the

yard has a small crane and pile driver. Gasoline and diesel fuel are available at the 300-foot pier and float landing, which has 6 feet reported alongside. Water, ice,

marine supplies, and electricity are available, and the

yard maintains guest moorings.

Channels

(306) The main entrance to Gilkey Harbor is from southwestward between Job Island and Ensign Islands; the

controlling depth is about 27 feet in midchannel between Minot Island and Seven Hundred Acre Island.

Unmarked rocks of less depth are near the sides. The

channel is partially buoyed and easily entered. The entrance from the northward is marked by Grindel Point

Light (44°16'53"N., 68°56'35"W.), 39 feet above the water, shown from a white square tower with a green

square daymark, close to an abandoned lighthouse on

the north side of the entrance. The State ferry slip, and

a municipal float landing with 12 feet reported alongside, are close southeastward of the light; a municipal

small-craft launching ramp is adjacent eastward of the

shore end of the ferry auto ramp. A lighted bell buoy is

west of the entrance, and the channel into Gilkey Harbor is partially marked by buoys.

(307) Provisions and some marine supplies can also be

obtained from Islesboro.

250 ■ Chapter 7 ■ Coast Pilot 1
(308) Small craft can also enter Gilkey Harbor through

narrow, crooked Bracketts Channel, westward of the

south end of Islesboro Island and eastward of Job Island

and Minot Island. The unmarked channel is said to

have a controlling depth of about 6 feet. The best water

favors the east side.

(309) No difficulty should be experienced in entering

Gilkey Harbor from the southward or northwestward

with close attention to the chart and bearing in mind a

number of unmarked 14- to 18-foot spots in the northern half of the harbor. Wooded Thrumcap (Thrumcap

Island), near the middle of the harbor, has a reef extending westward from it which is marked by a buoy.

Lobster Rock, awash 0.6 mile east-southeast of Grindle

Point, is unmarked.

Chart 13309

(310) Gooseberry Point, 0.6 mile northward of Grindel

Point, is low and flat, with a clump of trees at its outer

end. Crow Cove, 2.4 miles northeast of Grindel Point, is

an anchorage for small craft only.

(311) Seal Harbor, on the western side of Islesboro Island

about 3 miles northward of Grindel Point, offers good

anchorage sheltered from all but southwest winds. This

harbor, easy of access, is used by vessels bound up or

down the bay as an anchorage for the night. Vessels of

any size can anchor with ample swinging room about

0.5 mile eastward of Flat Island, in depths of 54 to 60

feet. Anchorage can also be had in depths of 48 to 57

feet in the middle of the harbor, keeping the southern

and eastern shores distant about 500 yards. The northern side of the harbor is foul. The wreck of a schooner,

covered 12 feet, is about 0.2 mile from the head of the

harbor.

(312) The entrance to Seal Harbor from the southward is

deep and clear. The entrance from westward is 400

yards wide, with depths of 22 to 29 feet between Seal Island and a shelving ledge which extends 500 yards

northward from Flat Island.

(313) The approach from the northward east of Seal and

Ram Islands has a controlling midchannel depth of

about 15 feet, but is unmarked and should not be used

except with local knowledge because of the many unmarked shoal spots close to the channel edges.

(314) Flat Island is a private bird sanctuary on the western side of the southern entrance to Seal Harbor. The

island is grassy, with a few trees and scattered brush.

Seal Island, 0.6 mile north of Flat Island, is wooded and

has a brown house with a black roof on its western side.

A private pier and float landing are on the east side of

the island. Ram Island , 0.3 mile northward of Seal

Island, is wooded. The ledge extending 0.3 mile

northward from the island has three rocks awash.

(315) Islesboro Harboris an open bight in the east side of

Islesboro Island, 2.7 miles westward and on the opposite side of East Penobscot Bay from the head of Cape

Rosier. The harbor affords good shelter in westerly

winds and has depths of from 31 to 42 feet, rocky bottom. Hewes Ledge, off the southern point at the entrance and awash at low water, is marked by two buoys.

Vessels can pass on either side of the ledge, being

guided by the buoys. Foul ground extending over 0.2

mile from the western shore will be avoided by keeping

the knoll northward of the harbor open from the north

point of the harbor.

(316) The village of Islesboro is on the south side of the

harbor. The village has a general store where marine

supplies are available.

(317) Sabbathday Harbor is a small cove in the eastern

side of Islesboro Island, about 2 miles northward of

Hewes Point, the high point on the south side at the

entrance to Islesboro Harbor. Ryder Cove, the northern part of the harbor, dries at low water. Sabbathday

Harbor is open southward and provides anchorage for

small vessels in depths of 6 to 20 feet. A dangerous

sunken rock is about 150 yards southward of the western entrance point, and stonecribs are reported on the

east side of the harbor, about 300 yards above the entrance. The village of North Islesboro, on the west side

of the harbor, has a general store, filling station and

restaurant.

(318) Sprague Ledge, 0.5 mile northward of Ram Island

and about 0.5 mile off the west shore of Islesboro Island, is covered 2 feet. Barley Ledge, 0.3 mile northeastward of Sprague Ledge, is awash at low water.

(319) Marshall Point, near the north end of Islesboro Island, is marked by prominent yellowish bluffs. A fairway lighted bell buoy is 0.8 mile west of the point.

(320) Turtle Head Cove, a broad bight in the north end of

Islesboro Island, is sheltered from southerly and easterly winds, and has good anchorage in depths of 18 to

37 feet, soft bottom. The anchorage has a clear width of

about 700 yards and is in the eastern part of the cove.

The eastern shore must be given a berth of 250 yards,

and the south end of the cove 500 yards.

(321) In the western half of the cove, a shoal awash in one

spot at low water and covered 9 feet near its north edge

extends 600 yards from shore. The north end of Turtle

Head bearing anything eastward of 070° clears the

shoal.

(322) Turtle Head, the north end of Islesboro Island, is a

prominent wooded head joined to the island by a long,

narrow, wooded neck. The village of Pripet is southward of Turtle Head. A crib wharf at Pripet is reported

in ruins.

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 251
(323) Parker Cove, on the east side of Islesboro Island 2.2

miles south of Turtle Head, is a shallow cove used only

as an anchorage by small local craft. Islesboro Ledge,

covered 8 feet, is southeastward of the entrance; a buoy

is off the east side of the ledge.

Chart 13303

(324) Two Bush Channel and Muscle Ridge Channel are

entrances to West Penobscot Bay from westward, the

former leading southward and the latter northward of

an extensive group of islands and shoals.

(325) Two Bush Channel is broad and deep, and the principal dangers are buoyed. This channel is used in preference to Muscle Ridge Channel by large vessels and

tows, and is generally used at night by all except small

local vessels.

(326) Two Bush Island, the southeastern island of the

group between the two channels, is marked by Two

Bush Island Light (43°57.8'N., 69°04.5'W.), 65 feet

above the water, shown from a 42-foot white square

tower on the north side of Two Bush Channel; a fog signal is at the light. The light is the principal guide to the

channel.

(327) Halibut Rock, awash at low water and marked by a

buoy, is 1.6 miles northeastward of Two Bush Island

Light. False Halibut Ledge, covered 6 feet and unmarked, is 0.3 mile northeastward. Northeast Pond

Ledge, 0.6 mile northeastward of Andrews Island, is

awash at low water, and Sunken Pond Ledge, covered 6

feet, is 500 yards southeastward; neither is marked.

(328) The larger islands between Two Bush Channel and

Muscle Ridge Channel are mostly wooded, and of little

importance. The small islands are bare and grassy, and

there are many bare and covered rocks. Privately

owned Dix Island, 2.7 miles north of Two Bush Island,

is wooded. High Island, 0.2 mile northeastward of Dix

Island, has an abandoned quarry on it. Birch Island,

just east of Dix Island and south of High Island, is about

20 feet high. Fisherman Island, about 5 miles

north-northeast of Two Bush Island, is 43 feet high and

grassy. Marblehead Island, 0.3 mile south of Fisherman

Island, is 46 feet high and bare. Grindstone Ledge, covered 2 feet, is 0.3 mile northwestward of Fisherman Island.

(329) Muscle Ridge Channel is used in daylight and clear

weather because it is sheltered and affords anchorage

in case of bad weather. The channel is deep but narrow

in places, especially between Sheep Island and

Hendrickson Point (chart 13305), where the channel is

only 85 yards wide, but has a depth of 38 feet in

midchannel. From the entrance at Whitehead Island,

the channel extends in a northeasterly direction about

6 miles to Sheep Island, passing between numerous

rocks and ledges. Shoal depths of 13 to 22 feet are close

to the channel, but these dangers are well marked, and

in daylight and clear weather no difficulty should be experienced. The controlling depth is 26 feet, but vessels

drawing 30 feet have been taken through at high water.

(330) Whitehead Island is on the west side of the southern entrance to Muscle Ridge Channel. Whitehead

Light (43°58'43"N., 69°07'27"W.), 75 feet above the water, is shown from a 41-foot gray tower attached to a red

brick shed on the east end of Whitehead Island; a fog

signal is at the light.

(331) There is a small wharf in the cove on the northeast

side of the island 300 yards northward from the light.

The narrow channel between Whitehead Island and

Norton Island, 500 yards westward, is blocked by a reef

which uncovers about 6 feet.

(332) The following information is given to identify the

dangers close to the sailing line through Muscle Ridge

Channel. South Breaker, 0.4 mile southward and on

the opposite side of the channel from Whitehead Light,

is awash at low water and marked on the southwest end

by a bell buoy. Yellow Ledge, on the opposite side of the

channel from Whitehead Light, is awash at high water

and marked by a daybeacon. Yellow Ridge Islet, close

eastward, is 15 feet high and bare.

(333) Lower Gangway Ledge, 0.4 mile north of Yellow

Ledge, is covered 6 feet; a buoy is west of the ledge.

Hurricane Ledge, 1 mile northeastward of Yellow

Ledge, is awash at low water and marked on its northwest side by a buoy. Garden Island, about 2 miles

northeastward of Whitehead Island, is 15 feet high and

bare except for a little grass on top. Garden Island

Ledge, 0.3 mile east-northeastward of Garden Island,

uncovers about 5 feet; a daybeacon is on the ledge.

Sunken Ledge, covered 4 feet, about 0.4 mile southward, is marked by a buoy off its south end.

(334) Wiggins Rock, covered 9 feet, is about 750 yards

north-northeastward of Garden Island Ledge, and

there are two rock patches covered 10 and 12 feet, respectively, about 500 yards northwestward of Wiggins

Rock. High Clam Ledge, 0.8 mile northeast of Hurricane Ledge, is bare and grassy at its south end and

awash at low water at its north end. Channel Rock, 0.4

mile north of High Clam Ledge, uncovers 10 feet and is

unmarked.

(335) Otter Island, 0.5 mile north of Dix Island, is 31 feet

high and wooded; a daybeacon is on the northwest end

of the island. Otter Island Ledge, 0.3 mile

northwestward on the opposite side of the channel

from Otter Island, uncovers about 5 feet; a daybeacon is

on the ledge. Upper Gangway Ledge, 0.6 mile

north-northeast of Otter Island, is covered 5 feet and

marked by a buoy. Inner Grindstone Ledge, awash at

252 ■ Chapter 7 ■ Coast Pilot 1
low water, is 0.3 mile east of Upper Gangway Ledge; a

buoy is north of the ledge.

(336) Seal Harbor (see also chart 13305), an anchorage

formerly much used by coasters, is on the western side

of Muscle Ridge Channel between Whitehead Island

and Sprucehead Island, 0.8 mile northward. The outer

part of the harbor has depths of 15 to 39 feet with soft

bottom, and thence depths decrease in the inner part of

the harbor. The harbor is easily entered in the daytime;

the principal dangers in the entrance are buoyed. The

chart is the guide. A dangerous ledge extends about 100

yards east and 200 yards northeast of Slins Island

(43°59'54"N., 69°08'00"W.) on the west side of the entrance to the north part of the harbor. A rock with a

prominent black bullseye painted in the center, is on

the east end of Sprucehead Island.

(337) A causeway and highway bridge connecting Elwell

Point with Sprucehead Island has a fixed span with a

clearance of 7 feet. A town ramp is at the north end on

the west side of the bridge. A lobster wharf on the

northeast side of Elwell Point is dry at low water.

(338) Spruce Head is a village on the north side of Seal

Harbor. There are several private wharves in the harbor. A service wharf and float landing are on the east

side of the cove in the south side of Sprucehead Island;

depths of 7 feet are reported alongside the float. Gasoline, diesel fuel, water, ice, provisions, and some marine supplies are available.

(339) Seal Island is about 500 yards northward of the

light on Whitehead Island. Seal Island Ledge, which

uncovers for almost 500 yards north of Seal Island, is

the principal danger on the south side of the entrance.

A buoy marks the east side of the ledge. Long Ledge, 0.2

to 0.5 mile north of Whitehead Island, shows in two

places at high water.

(340) Burnt Island, connected to Sprucehead Island by a

private bridge, has a summer home. Small craft use the

passage between these two islands. The highway bridge

has a fixed span with a clearance of 12 feet. Burnt Island Ledge, 150 yards south of Burnt Island and

marked by a buoy, is covered 2 feet.

(341) Dix Island Harbor is an anchorage off the southeast side of Muscle Ridge Channel between Andrews,

Birch, and Dix Islands. The harbor is entered from

southwestward through a narrow and crooked channel

leading between the ledges north of Hewett Island, 1.5

miles north of Two Bush Island. The channel and harbor are unsafe for strangers.

(342) On the west side of The Neck, an island just westward of Andrews Island, is a wharf with 2 feet alongside.

There is a stone wharf with good water reported alongside for small craft on the west side of High Island.

Care must be exercised in approaching it to clear a rock

covered 3 feet about 200 yards westward of the wharf. A

good all-weather anchorage for small craft is reported

between High Island, Dix Island, and Little Green Island.

(343) Weskeag River empties into the western side of

Muscle Ridge Channel at the head of the bight westward of Ash Island, a 54-foot-high wooded island,

about 3 miles northeast of Sprucehead Island. The

channel between Ash Island and Ash Point is shoal and

foul. Lark Ledges, dangerous unmarked ledges with

several rocks, sunken and awash; Grace Rock, covered

2 feet and also unmarked; and a number of other unmarked patches and ledges obstruct the approach to

Weskeag River.

(344) Spaulding Island, wooded, is about in the middle of

the river entrance between Otter Point and Thorndike

Point. There is a stone town wharf with 2 feet at the

head on the west side just inside the entrance abreast of

Spaulding Island. There are no facilities. The river has a

narrow, crooked unmarked channel south of Spaulding

Island which is not safe for strangers.

(345) The village of South Thomaston is at the head of

navigation, 2 miles above its mouth; the greatest draft

taken to the village is 9 feet at high water. Vessels seldom enter. Provisions and some marine supplies can be

obtained at the village general store. There is a town

wharf, which bares at low water, a small-craft launching ramp, and parking at the head of the harbor near

the store. A private marine railway is 100 yards west of

the town wharf. There are good roads to the interior.

Local knowledge is advisable for entering and anchoring.

(346) Fisherman Island Passage leads from Muscle

Ridge Channel to Penobscot Bay, between Fisherman

Island and Sheep Island. Several dangers are in this

passage, but the principal ones are marked by buoys

and can be easily avoided in the daytime in clear

weather. A strong southwesterly flow is reported on the

ebb; make allowance for this current when approaching from the east.

(347) Sheep Island Shoals, which extend over 0.3 mile

south of Sheep Island and uncover in places, are on the

north side of the channel; the shoals are marked on the

south end by a buoy. Emery Ledge, covered 5 feet, and

Northwest Ledge, covered 4 feet, are on the south side;

both are marked by buoys.

Charts 13307, 13305

(348) Owls Head Bay is between Sheep and Monroe Islands, about 6.5 miles north-northeastward of Two

Bush Island on the east and the mainland on the west.

The bay is a continuation of Muscle Ridge Channel

northward of Fisherman Island Passage. The channel

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 253
through Owls Head Bay is very narrow on the western

side of Sheep Island between Sheep Island Bar and

Hendrickson Point, where the width is only 85 yards

between the 5-fathom curves, and the depth 38 feet. It

is marked by two buoys. Vessels caught by fog can anchor in the middle of the bay abreast Monroe Island in

depths of 42 to 69 feet.

(349) Small vessels can anchor in the entrance to Owls

Head Harbor, on the west side of the bay, between

Dodge Point and the bare ledge 0.2 mile southwestward, in depths of 9 to 24 feet. Anchorage in depths of

about 6 feet is available inside, in about the middle of

the harbor. A lobster pound and wharf and a fish and

lobster wharf with 7 feet reported alongside are on the

western shore. Gasoline, diesel fuel, and fishing supplies are available at the southerly wharf; the town float

landing is at the end of this wharf. Ice, provisions, and

some supplies can be obtained at a general store in the

village of Owls Head. There is a good firm beach where

small boats may be launched from trailers at any stage

of tide. There are good roads to the interior.

(350) Owls Head is a prominent headland at the northeast entrance to Owls Head Bay and on the south side of

the entrance to Rockland Harbor. Owls Head Light

(44°05'32"N., 69°02'38"W.), 100 feet above the water, is

shown from a white tower on the headland; a fog signal

is at the light. The light is obscured from 324° to 354°

by Monroe Island.

(351) Emery Island is a small islet 0.8 mile west of the

southerly end of, and on the opposite side of the channel from, Sheep Island. A rock 350 yards eastward of

Emery Island is awash at low water; a daybeacon marks

the rock. Dodge Point Ledge, eastward of Dodge Point,

uncovers about 5 feet and is marked by a daybeacon.

Owls Head Ledge, southeastward of Owls Head and

awash at low water, is marked by a buoy.

(352) In West Penobscot Bay, eastward of Monroe Island,

the tidal current has velocities up to 0.6 knot at

strength. See the Tidal Current Tables for predictions.

(353) Rockland Harbor, one of the most important harbors in Penobscot Bay, is on the west shore of West

Penobscot Bay between Owls Head on the south and

Jameson Point, 2.1 miles northwestward, on the

north. The harbor offers anchorage for large vessels,

but is somewhat exposed to easterly winds. Northeasterly winds raise a heavy sea in the southwestern part of

the harbor, but shelter may be found behind the breakwater.

(354) The breakwater extends 0.7 mile southward from

Jameson Point.Rockland Breakwater Light(44°06'15"N.,

69°04'39"W.), 39 feet above the water, is shown from a

red brick tower attached to a building on a granite pier

at the outer end of the breakwater; a fog signal is at the

light.

(355) Rockland, a city on the western shore of the harbor,

has some trade in fish and petroleum products. State

diesel-powered mail, freight, automobile, and passenger ferries leave the Rockland Port Terminal in

Lermond Cove several times daily for North Haven and

Vinalhaven.

(356) There are banks, hotels, motels, restaurants, a general hospital, library, shops, churches, and schools in

Rockland. The city has many small metal, textile, and

woodworking industries, and seafood processing and

fruit packing plants. Several seasonal coastal cruising

schooners operate out of Rockland, as well as from

Rockport and Camden.

Prominent features

(357) The most prominent objects in approaching

Rockland Harbor are the radio tower of station WRKD,

which is lighted at night, the aerolight at the Knox

County Regional Airport, and the radio tower and signal mast at Rockland Coast Guard Station on Crockett

Point (44°06.3'N., 69°06.3'W.). The light on Owls Head

and the light at the end of the breakwater are also conspicuous. A large white screen of a drive-in theatre 2.6

miles north of Jameson Point and a radio tower on

Benner Hill, about 2 miles westward of Rockland Harbor, are also prominent.

Channels

(358) A federal project provides for an approach channel

and three branch channels, each with a turning basin.

In 2003, the controlling depth in the entrance channel

was 17.0 feet, thence 13.3 feet in the southwestern

channel and basin, thence 8.9 feet in the channel leading north to Crockett Point, thence 11.9 feet in the

northern channel with depths of 13.5 to 14 feet available in the northern basin, thence 11.4 feet in the western channel. In 2001, depths of 5.7 to 14 feet were

available in the western turning basin. All channels are

buoyed.

Anchorages

(359) Two general anchorages, one in the northern part

of the harbor and the other in the southern part, and a

small-craft anchorage in the western part are available

in Rockland Harbor. (See 110.1, 110.4, and 110.132,

chapter 2, for limits and regulations.)

Dangers

(360) Standing westward in the harbor the water shoals

gradually toward the wharves.

(361) Several rocks and ledges are in the harbor. The visible ones are Shag Rock, on a cluster of bare rocks, 0.3

mile northwestward of Owls Head and marked by a

daybeacon; Lowell Ledge, a cluster of rocks awash at

254 ■ Chapter 7 ■ Coast Pilot 1
low water on the south shore of the harbor opposite

Jameson Point; and Seal Ledge, which uncovers about

5 feet, in the southwest end of the bay and marked by a

daybeacon. A buoy marks Spears Rock, covered 5 feet,

about 300 yards northeastward of Lowell Ledge. Dangerous wrecks are on the south side of the harbor entrance about 0.5 mile northeast of Spears Rock and in

the southwest part of the harbor about 200 yards south

of Seal Ledge.

Tide

(362) The mean range of tide is 9.7 feet.

Weather, Rockland and vicinity

(363) July is the warmest month in Rockland with an average high of 77°F (25°C) and an average minimum of

56°F (13.3°C). January is the coolest month with an average high of 33°F (0.6°C) and an average minimum of

13°F (-10.6°C). The highest temperature on record for

Rockland is 99°F (37.2°C) recorded in August 1944 and

again in August 1948 and the lowest temperature on record is -18°F (-27.8°C) recorded in January 1971. Every

month has seen temperatures at or below 40°F (4°C)

and every month except July and August has recorded

temperatures below freezing (0°C).

(364) The average annual precipitation for Rockland is

47.4 inches (1204 mm) with an annual maximum during early winter and a minimum during mid-summer.

Precipitation falls on about 340 days each year. The

wettest month is November with 5.6 inches (142 mm)

and the driest, August, averages only 2.7 inches (69

mm). Snow falls on about 89 days each year and averages about 60 inches (1524 mm) each year. January

through March each average greater than a foot (305

mm). One-foot (305 mm) snowfalls in a 24-hour period

have occurred in each month December through

March. Snow has fallen in every month except June

through September. Fog is present on average 63 days

each year with a minimum occurrence during

mid-winter and a maximum during July and August.

(365) (See Appendix B or Rockland climatological table).

Routes

(366) Approaching Rockland Harbor, Rockland Breakwater Light may be steered for on any safe course, using

the chart as a guide. Enter the harbor southward of the

breakwater light, giving it a berth of 100 yards or more.

(367) Pilotage for Rockland Harbor is discussed in this

chapter under Pilotage, Penobscot Bay.

Towage

(368) Two small motor launches, used as tugs, are available at Rockland. Tugs up to 1,800 hp are available at all

times at Belfast; see Towage, Penobscot Bay, this chapter for details.

Quarantine, customs, immigration, and agricultural

quarantine

(369) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(370) Rockland is a customs port of entry.

(371) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

Coast Guard

(372) Rockland Coast Guard Station is on the east side of

Crockett Point.

(373) Harbor regulations can be obtained from the

harbormaster, whose office is at the municipal landing,

0.5 mile northwest of Atlantic Point. The harbormaster

monitors VHF-FM channel 16.

Wharves

(374) The Rockland Port District Terminal Wharf, on the

west side of Lermond Cove, is the ferry terminal. The

wharf is 280 feet long and has a ferry slip, a lift bridge,

and ramp; depths of 11 feet are reported alongside. A

private light on the wharf operates only upon the approach of a ferry. In addition, there are several private

and public wharves and piers on the west side of the

harbor that are used by vessels and barges engaged in

coastwise shipping. Depths at these facilities are reported to range from about 6 to 14 feet.

Supplies

(375) Gasoline, diesel fuel, water, ice, and marine supplies are available at several of the wharves. Provisions

and most supplies are available in town.

Repairs

(376) A commercial fishing corporation has a repair yard

with marine railways and cranes up to 50 tons on Atlantic Point. The largest railway can handle vessels up to

225 feet in length, 40-foot beam, 1,200-ton displacement, and 16-foot draft. Hull, engine, and electronic

repairs can be made. The nearest port where vessels can

be drydocked is Boston. Several boatyards, catering to

small craft, are also available in the harbor. Hull, engine,

and electronic repairs can be made. Marine railways up

to 75 feet and lifts up to 35 tons are available.

Small-craft facilities

(377) There are three marinas in the harbor. A municipal

dock with 6 feet reported alongside its float landing is

on the west side of the harbor, about 0.3 mile

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 255
northwestward of Atlantic Point. Water and electricity

are available at the float, and guest moorings are maintained.

Communications

(378) The port has railway freight, bus, truck, and taxi

service and microwave telephone communication with

North Haven, Vinalhaven, and the inhabited islands off

the entrance to Penobscot Bay.

(379) Charter planes are available at two nearby airports

for trips to several towns in the bay. The town is a terminus of the Maine Central Railroad which connects

with the main line at Brunswick.

(380) Clam Cove, on the west side of West Penobscot Bay,

about 2 miles northward of Rockland Harbor, is shoal

at the head, and is not a good anchorage. The ruins of a

stone wharf are on the north side of Brewster Point,

1.2 miles north of Jameson Point. Glen Cove is a village

near the head of the cove.

(381) Brewster Point Ledge, extending over 700 yards

southeastward from Brewster Point on the south side

of the entrance, is awash at high water; a buoy is southeastward of the ledge.

(382) Ram Island is a grass-covered rock 400 yards

northeastward of Brewster Point. The shoal that extends northeastward from the island is marked by a

buoy.

(383) Rockport Harbor, on the west side of West

Penobscot Bay about 4 miles northward of Rockland

Harbor, is a good anchorage for vessels of any size, sheltered from all but southerly winds, and is easy of access.

The harbor is about 0.7 mile wide at the entrance between Indian Island and the western shore, and gradually narrows to the head.

(384) Rockport is a town at the head of the harbor at the

entrance to Goose River.

Prominent features

(385) Lowell Rock Light 2 (44°09.8'N., 69°03.6'W.), 25

feet above the water, is shown from a spindle with a triangular red daymark on the south end of Lowell Rock.

A fairway bell buoy 0.4 mile southeast of the light

marks the entrance to the harbor. A large screen of a

drive-in theater back of the western shore at the entrance and a clock tower at the head of the harbor are

conspicuous. Beauchamp Point, the eastern point of

Rockport Harbor north of Indian Island, is prominent.

Channel

(386) The entrance is deep and clear with the exception

of Porterfield Ledge in the middle of the entrance. The

depths in the channel range from over 50 feet in the entrance to 13 feet near the head. Passage is sometimes

made by local small craft at high water across the ledge

between Indian Island and Beauchamp Point.

Anchorages

(387) Vessels can anchor anywhere between the entrance

and a point 1 mile southward of the head, in depths of

42 to 63 feet, soft bottom. Small vessels and motorboats

can find anchorage nearer the head.

Dangers

(388) Porterfield Ledge, in the middle of the entrance to

Rockport Harbor, uncovers several feet at low water; a

daybeacon is on the ledge. Indian Island, on the eastern side of the entrance, is grassy and marked at its

south end by an abandoned lighthouse. An unmarked

fish weir is on the west side of the harbor, about 0.3

mile southward of the entrance to Goose River.

(389) Seal Ledge, uncovered at low water, on the east side

of the harbor about 0.7 mile northward of the light, is

marked by a daybeacon.

Routes

(390) Vessels can enter Rockport Harbor on either side of

Porterfield Ledge Daybeacon, giving the daybeacon a

berth of at least 150 yards. When in the harbor stand

northward in midharbor until 0.3 mile from the head,

then slightly favor the eastern side.

Supplies

(391) Gasoline, diesel fuel, ice, provisions, and some marine supplies can be obtained in Rockport.

Small-craft facilities

(392) A public float landing, maintained by the town of

Rockport, is at the east side of the entrance to Goose

River, at the head of the harbor. Depths of 3 feet are reported alongside the float; water is available. The

Rockport Yacht Club, close westward, has a float landing with 3 feet reported alongside. There are a number

of private wharves in the harbor.

(393) A boatyard, close eastward of the public landing,

has a 12-ton mobile hoist and facilities for open or covered winter storage. Depths of 8 to 10 feet are reported

alongside the floats. Hull and engine repairs can be

made, and gasoline, diesel fuel, water, ice, electricity,

marine supplies, and transient moorings are available.

The yard builds boats up to 45 feet long.

(394) A municipal marina park is on the west side of the

harbor, about 120 yards west of the boatyard. Transient

berths, with depths of 3 to 8 feet reported alongside the

floats, are available.

(395) The town harbormaster can usually be found at the

park. A speed limit of 5 mph is enforced in the harbor.

256 ■ Chapter 7 ■ Coast Pilot 1
Communications

(396) Local taxi service is available as is through bus service.

(397) Deadman Point is about 0.4 mile northeast of Indian Island. Hog Cove, on the north side of Deadman

Point, has two private piers with float landings. Hog

Cove Ledge extends about 0.4 mile above Deadman

Point and forms the eastern side of the cove. Goose

Rock is a bare ledge about 0.2 mile north of Hog Cove

Ledge. A 12-foot spot 0.4 mile northeast of Deadman

Point is marked on the east side by a buoy.

(398) The Graves, about 1 mile offshore, midway between the entrance to Rockport and Camden Harbors,

is a ledge showing bare rocky heads at high water and a

large area that uncovers at low water. A lighted gong

buoy is just eastward of The Graves.

(399) Camden Harbor, on the west side of West Penobscot

Bay about 6 miles north of Rockland Harbor, is the approach to the town of Camden. The harbor is frequented by many yachts and small craft.

(400) Camden, the town on the inner harbor, is important as a yachting center and as the homeport of several

seasonal cruising schooners. The nearest railway

freight point is Rockland. There is a public park and

picnic area. Swimming, boat rental, parking, country

clubs, banks, churches, hospital, restaurant, and markets and shops of all kinds are available in the town.

Prominent features

(401) The most conspicuous feature seen in entering

Camden Harbor is Mount Battie (44°13'22"N.,

69°04'10"W.), 800 feet high. A small stone memorial

tower on the summit shows as a long ridge from off the

harbor.

(402) Curtis Island, on the southern side of the entrance,

is prominent. Curtis Island Light (44°12'05"N.,

69°02'56"W.), 52 feet above the water, is shown from a

white tower on the southeast end of the island.

(403) Northeast Point, on the northeast side of the entrance, is marked off its south side by Northeast Point

Light 2 (44°12'31"N., 69°02'47"W.), 20 feet above the

water, shown from a white skeleton tower with a red

triangular daymark.

Channels

(404) The main channel into the harbor is from southward and is deep and clear; it is marked by a bell buoy at

the entrance, and by buoys and Curtis Island Light. The

inner harbor, westward of Eaton Point, has depths of

about 7.7 to 10 feet in the middle and 4.4 to 6.1 feet

along the east and west shores with lesser depths along

the north shore. Northeast Passage, with a depth of

about 19 feet, is a narrow channel leading into Camden

Harbor between Northeast Point and Inner Ledges. The

deeper water favors the light off Northeast Point. A fairway bell buoy is 0.3 mile northeastward of the entrance

to Northeast Passage. This channel is used by local vessels, but should be used with great caution by strangers. The passage between Curtis Island and Dillingham

Point is shoal and foul. Rocks awash are about 110

yards southwest of the light and about 150 yards

northwestward of the island.

Anchorages

(405) The outer harbor is easy of access and affords good

anchorage in depths of 13 to 33 feet, soft bottom. The

anchorage is eastward of a line from Eaton Point to the

buoy northward of Curtis Island. The depths in the

outer harbor shoal gradually northward to a depth of 12

feet about 500 yards from the head of Sherman Cove, in

the northern part of Camden Harbor. Above the 12-foot

curve the cove is shoal.

(406) The greater part of the inner harbor west of Eaton

Point is occupied by small pleasure and fishing craft.

There are numerous private and some public moorings.

Dangers

(407) Northeast Ledge, consisting of Inner Ledges and

Outer Ledges, is southward of Northeast Point, and

constricts the main entrance to Camden Harbor to a

width of about 400 yards. The higher parts of Inner and

Outer Ledges uncover about 5 feet. The ledges are

marked by buoys and a daybeacon.

(408) Dillingham Ledge, having a buoy off its east side, is

0.5 mile offshore and 1.3 miles northeast of Camden

Harbor.

(409) A shoal extends 80 yards from the north shore off

Eaton Point and the shipyard at the entrance of the inner harbor. Ruins of a pier extend about 150 yards

southeast from Eaton Point.

(410) The mean range of tide is 9.6 feet.

(411) Ice sometimes forms in the harbor from January to

March, but is not dangerous for vessels in the outer

harbor. Westerly winds clear the harbor of ice if it is

broken up.

Routes

(412) Entering Camden Harbor by the main channel,

vessels can steer for Curtis Island Light on any safe

course, taking care to avoid The Graves, until close to

the entrance bell buoy, thence select anchorage in the

outer harbor, as shown on the chart. If going to the inner harbor, pass 100 yards northeastward of Camden

Harbor Buoy 7 and steer for the entrance of the inner

harbor, clearing the shoal on the north side off Eaton

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 257
Point at the entrance to the inner harbor, and haul

northward in midharbor.

(413) To enter by Northeast Passage, from the fairway

bell buoy, steer for the north end of Curtis Island until

close to the buoy at the northerly end of Outer Ledges.

Pass northward of this buoy and steer westward between Northeast Point Light 2 and Inner Ledges

Daybeacon 3, favoring the light.

Pilotage, Camden Harbor

(414) Pilotage for Camden Harbor is discussed in this

chapter. See Pilotage, Penobscot Bay and River, indexed

as such.

(415) The town harbormaster supervises the moorings

and enforces the local regulations; he can be contacted

at the town wharf.

Wharves

(416) The town wharf, on the west side of the inner harbor near the head, has two float landings with depths of

8 feet reported alongside. The wharf is used by several

excursion schooners which operate along the Maine

coast from Camden during the summer. The Camden

Yacht Club, about 150 yards southward of the town

wharf, has several float landings with depths of 7 feet

reported alongside. Water is available at the floats, and

guest moorings are maintained by the club in the outer

harbor.

(417) A boatyard, close eastward of Eaton Point, has a

125-ton marine railway that can handle craft up to 100

feet and an 18-ton mobile hoist for hull and engine repairs or dry open and covered winter storage. Gasoline,

diesel fuel, transient berths with water and electricity,

and marine supplies are available.

Small-craft facilities

(418) Most of the facilities are in the inner harbor at

Camden. (See the small-craft facilities tabulation on

chart 13306 for services and supplies available.)

Communications

(419) Bus, both local and coastal, and taxi service are

available, and a number of coastal cruising schooners

operate from the harbor on weekly schedules in the

summer. The nearest air transportation is at Rockland.

Chart 13305

(420) Mount Megunticook (44°14.5'N., 69°04.1'W.), 1,385

feet high, is 2 miles northward from Camden. The

mountain shows as a flat-topped peak with a steep shoulder on its southern side.

Chart 13309

(421) Ducktrap Harbor is a broad open bight in the west

shore of West Penobscot Bay, 5 miles northeastward of

Camden Harbor. Good anchorage, sheltered from

northerly and westerly winds, is 600 yards from the

north shore of the harbor, in depths of 31 to 43 feet,

bottom soft in places. Haddock Ledge, the only outlying danger, is a rock covered 3 feet about 0.6 mile from

the western shore and the same distance southwestward of Spruce Head, the northeast point of the harbor.

A buoy is on the southwest side of the ledge. With this

exception, danger will be avoided by giving the shore of

the harbor a berth of about 500 yards. A bell buoy

marks the southern approach to the harbor.

(422) Lincolnville is a village at the southwest end of

Ducktrap Harbor. A State automobile and passenger

ferry operates between Lincolnville and Grindel Point,

Islesboro Island. The ferry terminals are marked by private lights. A public float landing, with 3 feet reported

alongside, is on the north side of the ferry pier, and a

small-craft launching ramp is close northward. The village harbormaster can be contacted through the town

office. The ferry pier and shed are prominent from offshore. A church with a white spire, 0.5 mile northward

of Lincolnville, is conspicuous from the bay. The viaduct of the main coastal highway where it crosses the

valley at the head of the harbor is conspicuous.

(423) Great Spruce Head, 2 miles northward of Spruce

Head, is bold.

(424) Saturday Cove is a small cove on the west side of

West Penobscot Bay, 9 miles northeastward of Camden

harbor. The village of Northport is on the south side of

the cove. Private float landings are usually maintained

near the entrance.

(425) Temple Heights is a small summer settlement on

the western shore of the northern end of West

Penobscot Bay, about 0.5 mile north of Saturday Cove.

(426) Bayside is a summer settlement on the southwest

side of Penobscot Bay, 2.1 miles north-northwestward

of Temple Heights. A red elevated water tank on the hill

back of the village is prominent. The wharf has a float

landing maintained by the village of Northport. There

is reported to be a depth of 5 feet alongside the floats.

Water is available at the wharf, and gasoline, oil, provisions, and some marine supplies are obtainable in the

village. A small-craft launching ramp is just northward

of the wharf.

(427) Belfast Bay and Passagassawakeag River empty

into the head of Penobscot Bay from northwestward

and form the approach to the town of Belfast and village of City Point, about 2 miles above Belfast.

258 ■ Chapter 7 ■ Coast Pilot 1
(428) The Passagassawakeag River is a Marine Protected

Area (MPA). (See Appendix C, for additional information.)

(429) Two vessel-to-vessel oil transfer anchorage areas

in Penobscot Bay have been designated by the State of

Maine, Department of Environmental Protection. One

area is 1.8 miles northwest of Islesboro Island within a

circle having a diameter of 2 miles, centered in

44°24'15"N., 68°55'25"W. The other area is 2.1 miles

northeast of Turtle Head, the northernmost point on

Islesboro Island, within a circle having a diameter of 1

mile centered in 44°25'00"N., 68°50'43"W.

Channels

(430) The main channel in Belfast Bay is wide and clear

between Steets Ledge and the western shore with

depths of 50 feet at the entrance gradually decreasing

to 14 feet off the mouth of Goose River. The channel is

partially marked by buoys to a point about 0.3 mile below the first bridge, a fixed footbridge. The channel

above this point requires local knowledge and is little

used except by small craft. It is narrow, crooked, and

unmarked, and bares in places at low water.

Anchorages

(431) The bay affords good anchorage, exposed to southeasterly winds, and is easy of access. Good anchorage

can be had off the entrance to the river westward of

Steets Ledge, in depths of 19 to 28 feet; also in the river

south of Goose River in midchannel, or by favoring the

western shore, in depths of 11 to 16 feet, soft bottom.

Above this point, shoals extend halfway across the harbor from the northeast side and for a short distance below the bridge extend two-thirds of the distance across.

Small vessels can anchor about 75 yards off the upper

wharves of the city in depths of 10 to 22 feet.

Dangers

(432) Steets Ledge, on the north side of Belfast Bay, is an

extensive ledge with a least depth of 1 foot, marked by a

lighted bell buoy. An abandoned lighthouse also marks

the ledge. The passage between the ledge and the north

shore should not be used because of shoals to the eastward.

Bridges

(433) The former highway swing bridge crossing the

Passagassawakeag River has been converted to a footbridge which has a fixed span with a clearance of 9 feet.

U.S. Route 1 highway bridge about 250 yards northwestward has a fixed span with a clearance of 68 feet.

About 0.7 mile upstream, a fixed bridge with the center

span removed restricts the channel to a width of about

100 feet. An overhead power cable at the bridge has a

clearance of 30 feet. About 3 miles above the mouth,

the river is crossed by two fixed bridges having clearances of 7 feet. The lower one is a railroad spur bridge,

and the upper one a highway bridge.

Tides and currents

(434) The mean range of tide at Belfast is 10 feet. Ice obstructs navigation throughout the river and bay in severe winters. The bay has been frozen over to Islesboro

Island.

Routes

(435) Vessels entering Belfast Bay can shape the course

to pass anywhere between the bell buoy southward of

Steets Ledge and the western shore, then head

north-northwestward in midchannel.

Pilotage, Belfast

(436) Pilotage for Belfast is discussed in this chapter under Pilotage, Penobscot Bay (indexed as such).

Towage

(437) Three modern tugs up to 1,800 hp are available at

Belfast. They berth at the Marshall Wharf. See Towage,

Penobscot Bay, this chapter for details.

Quarantine, customs, immigration, and agricultural

quarantine

(438) (See chapter 3, Vessel Arrival Inspections, and

Appendix A for addresses.)

(439) Belfast is a customs port of entry.

(440) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

Wharves

(441) Wharves at Belfast include the Stinson Canning

Wharf, Maineport Towboats (Marshall Wharf), and the

wharf at Belfast Boatyard, adjacent to the towing company wharf. The canning company wharf, used by fishing vessels, is on the south side of the river just below

the footbridge; depths of 8 to 10 feet are reported along

its 50-foot northeasterly face. The towage company

wharf, about 0.2 mile southeastward, is used primarily

for mooring tugs; depths of 15 feet are reported alongside.

(442) The town wharf and float landing, on the southeast

side of the towage company wharf, has a depth of 8 feet

reported alongside. A breakwater east of the city landing offers protection. The remainder of the piers and

wharves at Belfast are in ruins.

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 259
Supplies

(443) Gasoline can be obtained at the town wharf. Provisions and some marine supplies are available in town.

Repairs

(444) The boatyard has a 40-foot marine railway and can

make complete hull repairs. There are machine shops

in town.

Communications

(445) The Belfast and Moosehead Lake Railroad has a

freight terminal at Belfast. The main coastal highway,

U.S. Route 1, passes through the town. Taxi and coastal

bus services are available.

(446) Searsport Harbor, at the head of Penobscot Bay

about 4 miles east of Belfast, is a broad bight open to

the southward. The town of Searsport is at the head of

the harbor. The commercial development of the harbor

is at Mack Point, 1 mile east of Searsport. There is considerable traffic in oil, potatoes, general cargo, and dry

bulk commodities.

Prominent features

(447) Three steam cranes, oil tanks on Mack Point, and a

spire in the village are conspicuous.

Channels

(448) Natural depths in the main channel of Penobscot

Bay provide depths of over 40 feet to within 1 mile of

the facilities at Mack Point, thence depths of about 35

feet to a dredged access channel which leads to a turning basin off the facilities. In August 2005, the controlling depth was 34 feet in the access channel and in the

turning basin except for shoaling to 33.8 feet in the

northeast corner and 31 feet in the northwest corner.

Anchorages

(449) Good anchorage, used by all classes of vessels, may

be had in depths of 18 to 32 feet, soft bottom, sheltered

from northerly winds, within a mile southward of Mack

Point.

Dangers

(450) Long Cove Ledge, covered 1 foot near its southern

end, is 400 to 800 yards south of the west end of Mack

Point. A lighted bell buoy is off the southeast side of the

ledge, and buoys are on the east and west sides of it. A

rocky ledge, covered 33 feet and marked with a lighted

buoy, is about 2.5 miles south-southwestward of the

railroad pier at Mack Point, in the northern section of

the Oil Transfer Area.

(451) Ledges make off 0.3 mile from the western shore of

the southern half of Sears Island; one of these ledges,

Sears Island Ledge, is bare at low water. A bell buoy is

about 0.5 mile southwest of Sears Island and at the

south end of the ledge. Two other buoys mark the limit

of the ledge westward of the island.

Routes

(452) The approach to Mack Point piers is between Sears

Island and the lighted bell buoy off the southeast side of

Long Cove Ledge.

Pilotage, Searsport

(453) Pilotage for Searsport is discussed in this chapter

under Pilotage, Penobscot Bay (indexed as such).

Towage

(454) Large vessels require tug assistance in docking at

Searsport. Three modern tugs up to 1,800 hp are available at Belfast. See Towage, Penobscot Bay, this chapter

for details.

Quarantine, customs, immigration, and agricultural

quarantine

(455) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(456) Belfast is the customs port of entry for Searsport.

(457) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

Wharves

(458) There are two deep-water piers on Mack Point; a

bulk liquid dock and a dry cargo facility capable of

handling bulk, break-bulk and containerized cargoes.

Both docks are operated by Sprague Energy, which can

be contacted at 207-548-2531 for further details. These

facilities have highway connections and are served by

the Montreal, Maine and Atlantic Railroad.

(459) The Maine Port Authority Dry Cargo Pier, the

larger of the two, is on the southeast end of Mack Point.

The pier is a pile-supported concrete structure measuring 801 in length by 100 in width. There are portable

hoppers on the dock for the discharge of bulk cargo.

The pier has 544 feet of berthing space on the east and

west sides. The east side is dredged to 42 feet at MLW,

and can accommodate vessels of up to 750 feet in

length and 106 feet beam, up to 80,000 DWT. The west

side of the pier is dredged to 32 feet. Warehouses in excess of 30,000 square feet are located on land adjacent

to the dock.

(460) The Sprague Energy Liquid Bulk Pier, about 250

feet westward of the dry cargo pier, is 660 feet long and

provides 625 feet of berthing space along its easterly

side; depths of 36 feet are alongside. Liquid bulk

260 ■ Chapter 7 ■ Coast Pilot 1
cargoes of chemicals and petroleum products are handled. Vessels can receive bunker C fuel oil at the pier.

(461) At Searsport, west of the entrance to Mill Brook,

there is a town landing with 4 feet reported alongside

the float and pier. A small-craft launching ramp is adjacent to the landing.

Supplies

(462) Gasoline, diesel fuel, and diesel oil are available by

tank truck; bunker C fuel oil is available at the C. H.

Sprague & Son Co., Searsport pier. Provisions, water,

ice, and some marine supplies can be obtained in

Searsport.

Repairs

(463) Aboard ship repairs can be handled by a firm in

Searsport. There are no marine railways, and the nearest drydocks for large vessels are at Boston.

Communications

(464) Searsport is the ocean terminus for the Montreal,

Maine, and Atlantic Railroad. It has connections with

the Maine Central Railroad, and the Canadian Pacific

and Canadian National Railways. Local taxi service is

available and bus service at the main coastal highway,

U.S. Route 1, about 0.7 mile from the terminals.

(465) Long Cove is eastward of Searsport Harbor between the northwestern shore of Sears Island and Mack

Point. The upper half of the cove is shoal, but good anchorage can be selected in the middle just inside the

entrance in depths of 10 to 24 feet, sheltered from all

but southwesterly winds.

(466) Sears Island, eastward of Searsport Harbor and on

the west side of the entrance to Stockton Harbor, is

high and thickly wooded. A small clearing is on the

south end of the island. Sears Island is joined to the

mainland by a solid-fill causeway that provides for vehicular and rail access to the island.

(467) Cape Jellison is 0.5 mile east of Sears Island and

forms the eastern shore of Stockton Harbor. A ledge,

the outer part of which uncovers about 5 feet, extends

0.4 mile southward from Squaw Point, the southern

extremity of Cape Jellison. Squaw Head is a wooded islet in the middle of the ledge which is marked by a buoy

off its southern end. A buoy is off the shoal making

westward from Cape Jellison.

(468) Stockton Harbor is between Cape Jellison and

Sears Island, westward of the entrance to Penobscot

River. It is a secure harbor for vessels of about 22-foot

draft or less, and easy of access. The depths shoal gradually from about 22 feet at its southern end to 9 feet

about 0.3 mile above the ruins of the old wharves on the

east side. Above this the harbor is shoal.

(469) Stockton Springs is a village at the head of the harbor. The old wharf is in ruins. The former extensive

wharves on the western side of Cape Jellison are in ruins, and only piles remain.

(470) On Kidder Point, on the western side of the harbor,

is a chemical plant and wharf. In 1970, shipments to

and from the plant were by rail, as the wharf, with 10

feet at the head, was in disrepair. The wreck of a barge

lies off the east side of the pier some distance inshore

from the head. Several tanks and buildings of the plant

are conspicuous.

(471) An offshore mooring facility, owned and operated

by Delta Chemicals, Inc., consisting of a platform with

a mooring dolphin off the south and north ends and

several mooring buoys, is in the entrance to Stockton

Harbor, about 0.7 mile south-southeastward of Kidder

Point. About 200 feet of berthing space with dolphins is

available at the facility; depths of 33 feet are reported

alongside. Vessels usually moor starboardside-to. Each

of the dolphins is marked by a private light.

(472) To enter Stockton Harbor, make the lighted gong

buoy about 0.7 mile southward of Sears Island, then

head up, setting a midchannel course through the entrance and westward of the buoys off Cape Jellison.

(473) Anchorage can be selected as desired and as

charted depths indicate.

(474) Bagaduce River empties into the eastern side of

East Penobscot Bay near its head. The river is the approach to the town of Castine, on the north side just inside the entrance, and to several smaller settlements

farther up.

(475) The Bagaduce River is a Marine Protected Area

(MPA). (See Appendix C, for additional information.)

(476) Castine Harbor, at the entrance to the river, has

ample depth and is easily entered.

(477) Castine is an important summer resort 1 mile eastward of Dice Head Light. The locality is of historical interest, and there are many tablets about the town

marking spots of special interest.

(478) The Maine Maritime Academy is at Castine. There

is no commerce by water except some fishing and

much yachting. The town has a hospital, grocery store,

restaurants, guest houses, a bank, and other conveniences.

Prominent features

(479) Dice Head Light (44°22'57"N., 68°49'08"W.), 134

feet above the water, is shown from a white tower with a

red and white diamond-shaped daymark on the point

on the north side of the entrance to Bagaduce River.

The white stone circular tower of the abandoned lighthouse, above Dice Head Light, is very conspicuous.

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 261
(480) The start and finish of the Annual Maine Retired

Skippers Sailing Race, held in Penobscot Bay on the

last Monday in August, is off Dice Head.

Channels

(481) The channel in the river for 5 miles above Castine

Harbor is buoyed and is used by small craft. However, at

the Narrows the channel is so constricted by rocks in

places that navigation is possible at slack water only, on

account of the current. It is unsafe for strangers above

the Narrows. A fairway bell buoy marks the entrance to

the river.

Anchorages

(482) Small craft anchor off the town eastward of the

float landings, where there are a number of moorings,

but the best anchorage is reported to be in Bartlett

(Smith) Cove, southeastward of Castine Harbor. The

cove has depths of 19 to 58 feet, soft bottom, and shelter

can be found there in all winds.

(483) Another small-craft anchorage is in what is locally

known as Hospital Cove between Nautilus Island,

Holbrook Island, and Ram Island and the northern extremity of Cape Rosier. This cove can be entered from

the westward through the channel between Nautilus

Rock, marked by a buoy, and Holbrook Island. The

southwesterly channel, between Ram and Holbrook Islands and Cape Rosier, is unmarked and more difficult.

Anchorage, secure in all weather, can be had in good

holding ground in 13 to 37 feet in the westerly half of

the cove. The holding ground in the channel southeastward of Castine is not good, and the general depth is

about 72 feet.

Dangers

(484) Henry Point is on the east side of the approach to

Bartlett Cove. Dangers to be avoided in the cove are the

middle-ground ledge, awash and marked on the east

side by a buoy, about 0.5 mile south of Henry Point, and

a rock covered 3 feet 300 yards west of Sheep Island,

near the southern part of the cove. In addition, there

are numerous unmarked bare and submerged rocks

along the edges of the cove and caution should be exercised.

(485) Otter Rock Shoal, awash at low water and marked

by a buoy at its south end, extends 0.2 mile off the north

shore at the entrance near Dice Head.

(486) Hosmer Ledge, a drying ledge on the south side of

the channel, extends 0.2 mile off the north end of Cape

Rosier about 0.9 mile east of Dice Head Light. A daybeacon is on the ledge.

(487) Middle Ground, which uncovers 2 feet and is

marked on its west end by a buoy, is off the east side of

the channel 1.4 miles above the entrance.

(488) Trott Ledge, which uncovers 5 feet and is marked

by a buoy, is on the west side of the channel about 1.8

miles above the entrance.

(489) A rocky ledge, covered 4 feet and marked by a buoy,

is on the west side of the channel 2.6 miles above the

entrance and south of Negro Islands.

(490) Numerous other rocks and ledges, mostly unmarked, are on both sides of the channel above the Narrows, a constricted part of the channel about 4.5 miles

above the entrance.

Tides and currents

(491) The mean range of tide is 9.7 feet at Castine. The

river is usually free from ice at Castine and for some

distance above, but in very severe winters the river is

entirely closed. Currents of almost 5 knots have been

observed at Jones Point, about 4 miles above the entrance.

Routes

(492) Craft entering Castine Harbor will find the eastern

shore northward and southward of the entrance is bold

and can be followed at a distance of 0.3 mile. Pass close

to the fairway bell buoy on either side and, keeping a

reasonable distance offshore and south of the buoy

marking Otter Rock Shoal, steer into the harbor on a

midchannel course. By close attention to the chart, anchorage can be found in Bartlett Cove about 200 to 500

yards south of Henry Point, or for small craft south of

Sheep Island near the head of the cove, taking care to

avoid the charted dangerous rock previously mentioned.

(493) There are no commercial facilities in Castine Harbor. The Maine Maritime Academy, at the western end

of the Castine waterfront, maintains an excellent wharf

with 26 feet alongside at which the large training vessel

moors.

Small-craft facilities

(494) The town wharf and float landing, just eastward of

the Academy wharf, has 12 feet reported alongside. A

boatyard is 150 yards northeast of the town wharf. A

20-ton marine railway at the yard can handle craft up to

45 feet long for hull or engine repairs or dry open and

covered winter storage; gasoline, diesel fuel, water, ice,

and some marine supplies are available.

(495) Castine Yacht Club, about 100 yards eastward of the

boatyard, has a depth of 8 feet reported alongside its

float landing. The stone foundation of an old stone pier

is between the shore and the northeast end of the yacht

club float; care should be taken to avoid it in coming

alongside.

262 ■ Chapter 7 ■ Coast Pilot 1
(496) West Brooksville is a village on the south side of

the river 1.5 miles above Castine Harbor, and North

Castine is a village on the west side 2 miles above

Castine.

(497) North Brooksville is a village on the southern

branch of Bagaduce River, about 6 miles above Castine,

At high water, small boats sometimes go to the bridge

crossing the river at the village, but the channel is unmarked and unsafe for strangers.

(498) Penobscot is a village on Northern Bay at the head

of navigation on the north branch of the Bagaduce

River, 6.5 miles above Castine. The approach to the village is bare at low water.

(499) Penobscot River, emptying into the head of

Penobscot Bay, forms the approach to the towns of

Bucksport, Winterport, and the cities of Bangor and

Brewer; the last two are at the head of navigation about

24 miles above Fort Point Light at the entrance. The

deepest draft ordinarily trading to Bangor is about 16

feet.

Channels

(500) In June 1997, the controlling depth was 19 feet in

the dredged section through Frankfort Flats; thence in

1993, the natural channel depths were 15 feet to South

Brewer, thence 5 feet in the channel to the Bangor waterfront. The channel is marked by buoys, daybeacons,

and a lighted buoy to a point about 1.5 miles below

South Brewer.

Caution

(501) Deep-draft vessels bound for Bucksport should exercise caution above Fort Point as depths of 31 and 32

feet are in midchannel, about 0.5 mile eastward of

Sandy Point. A rocky ledge, covered 34 feet, also in

midchannel, is about 0.25 mile southwestward of

Odom Ledge Daybeacon. A shoal, covered 31 feet, is

about 0.2 mile southwest of Odom Ledge Daybeacon in

about 44°30'48"N., 68°48'16"W.

(502) The most difficult sections for vessels are off Lawrence and Luce Coves where it is difficult to mark the

best water and off Frankfort Flats where large vessels

experience difficulty with the sharp turns.

(503) The channel in Penobscot River is crooked and narrow in places, and frequent changes occur. Strangers

should not attempt to carry drafts greater than 10 feet

to Bangor at low water. With a deeper draft a pilot or

towboat should be used; 14 to 18 feet is carried to Bangor and Brewer at high water, and deeper drafts occasionally to the oil berth at South Brewer. The safest

time is on a rising tide. Navigation of the river at night

is extremely dangerous due to lack of lighted navigational aids. After unusually high tides many logs,

dangerous to small craft, are in the river. At times of

maximum ebb currents, buoys are occasionally pulled

under. The paragraphs describing the river give the

simplest directions by pointing out the difficulties and

the dangers and especially the need for local knowledge. The chart and the aids must be carefully followed.

Dangers

(504) An unmarked 16-foot spot is about 0.3 mile southeast of Squaw Head. Fort Point Ledge, 0.3 to 0.6 mile

southward of Fort Point Light, uncovers about 5 feet. A

light marks the ledge.

(505) Odom Ledge, a drying ledge in the middle of the

main channel 2.7 miles above Fort Point, is marked by

a daybeacon on a square stone base on the highest point

of the ledge and by a buoy off the southwest side.

(506) Vessels drawing 30 feet or more should exercise

caution when proceeding between Fort Point and

Odom Ledge; see Caution, Penobscot River.

Anchorages

(507) The usual anchorage for coastal vessels waiting at

the river entrance for passage upstream is northward of

Fort Point on either side of the channel. Anchorage in

the river is not advised because vessels tend to drag anchor on strong ebb tides. Larger vessels usually anchor

south of the point, or off Searsport Harbor and start up

the river about 1 to 3 hours after low water.

(508) Morse Cove, on the east side at the entrance to the

river, is sometimes used by pleasure boats for temporary anchorage in depths of 8 to 18 feet, soft bottom.

(509) Fort Point Cove, on the west side of the river

northward of Fort Point, is used frequently as an anchorage. The depths are from 23 to 5 feet, shoaling

gradually westward. A State park is on the south side of

the cove. Seasonal dockage with 12 feet reported alongside is available at a 200-foot pier at the park. It is reported that this mooring becomes very rough in a

north wind.

Tides and currents

(510) The mean range of tide varies from 10.3 feet at Fort

Point to 13.1 feet at Bangor. For predictions for a number of places on the river, see the Tide Tables. Currents

of 3 knots are not unusual from Odom Ledge to

Orrington, and during spring runoff, currents reported

to exceed 5 knots may be encountered. Because of these

currents, larger vessels should use caution navigating

the river. Passage up the river is more advisable during

flood current.

(511) Ice impedes but usually does not prevent navigation above Winterport for nearly 5 months each year,

beginning about the end of November. During extreme

winters the river is closed to the mouth. The most

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 263
difficult place below Winterport is abreast Fort Knox,

where ice jams occur. If vessels can pass this point they

usually can go to Winterport. The river is kept open by

an ice breaker, which prevents much of the damage

that might otherwise be caused by ice and freshets.

(512) Freshets occur in the river during March and April;

at times they are dangerous to vessels.

Pilotage, Penobscot River

(513) Pilotage for Penobscot River is discussed in this

chapter under Pilotage, Penobscot Bay and River, indexed as such.

Towage

(514) Large vessels bound upriver usually take a tug to

assist in making the turns and in docking. Three tugs

up to 1,800 hp are available at Belfast. (See Towage,

Penobscot Bay, this chapter for details.)

(515) Fort Point, on the west side at the entrance to

Penobscot River, is partly wooded. Fort Point Light

(44°28.0'N., 68°48.7'W.), 88 feet above the water, is

shown from a white square tower connected to a dwelling on the point; a fog signal is at the light. There are

several houses farther back on the north side of the

point. A buoy marks the extremity of the shoal extending eastward from the point. Fort Point Light structure

is reported to be a good radar target.

(516) About 2.5 miles above Fort Point Light, Penobscot

River is divided by Verona Island into two channels.

The principal channel is on the west side of the island,

and the Eastern Channel (Eastern River) is on the east

side. The channels unite north of Verona Island at the

town of Bucksport.

(517) Orland River, flowing into Eastern Channel from a

northeasterly direction, is a shallow stream navigable

for small boats and fishermen at high water to the dam

at the village of Orland, about 2.2 miles above the

mouth. The channel is crooked, unmarked, and bare at

low water a little below Orland.

(518) Sandy Point is a village on the west bank of

Penobscot River about 1 mile above Sandy Point, the

northern entrance to Fort Point Cove. A large

two-story mansion, with three small houses behind,

and locally known as Herseys Retreat, is on the bluff at

Sandy Point and reported to be conspicuous when

coming up the river from seaward.

(519) The ruins of a large pier extend east from the sand

beach just north of Sandy Point. In July 1984, submerged pilings extended northward about 40 yards

from the easternmost visible pilings.

(520) Verona Park is a small summer settlement on the

west side of Verona Island about 1 mile below

Bucksport.

(521) Penobscot River is crossed by U.S. Route 1 highway

bridge, about 0.8 mile below the town of Bucksport.

The bridge has a fixed span with a clearance of 135 feet.

The overhead power cable that crosses the river just

above Bucksport has a clearance of 145 feet. U.S. Route

1 highway bridge crosses Eastern Channel eastward of

the wharves at Bucksport. The fixed span has a clearance of 19 feet. Only small-boat traffic operates in Eastern Channel. An overhead power cable crossing the

channel close eastward of the bridge has a clearance of

42 feet.

(522) Bucksport, a town on the east bank of the river 6.5

miles above Fort Point, is the terminus of a branch line

of the Maine Central Railroad. Paper manufacture and

oil distribution are the principal industries. There are

markets, banks, restaurants, lodging, and other conveniences in town.

Quarantine, customs, immigration, and agricultural

quarantine

(523) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(524) Bucksport is a customs station.

(525) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

Wharves

(526) There is one deep-draft facility at Bucksport in general use. Most of the other wharves are in ruins with

only broken pilings and stone foundations remaining.

(527) The paper mill wharf (44°34.4'N., 68°48.1'W.), on

the southeast side of the point just northwest of the

town, has about 400 feet of berthing space with depths

of 5 to 24 feet reported alongside. It is used principally

to load small vessels and barges with paper. An occasional pulp shipment is discharged from oceangoing

vessels.

(528) A petroleum handling berth, consisting of nine

concrete pile clusters supporting a handling platform,

extends from a former railway wharf and provides a

700-foot berth with depths of 35 feet alongside and can

accommodate vessels up to 65,000 DWT. A one-foot

under-keel clearance is required when alongside

Penobscot Bay and River oil facilities.

Small-craft facilities

(529) A public float landing, with depths of 10 feet reported alongside, is about 200 feet east of the petroleum

264 ■ Chapter 7 ■ Coast Pilot 1
berth. Gasoline, diesel fuel, provisions, marine supplies, and services are available nearby.

(530) Fort Knox, a restored fort of imposing appearances

across the river from Bucksport, is a State park. Prospect Ferry is just above Fort Knox. Nothing remains of

the old ferry landing except the stone foundation which

uncovers at low water.

(531) Harriman Cove is on the east side of Penobscot

River, 1.3 miles above Bucksport. It has a prominent

tall concrete silo.

(532) Frankfort Flats, marked by buoys, are 3 miles

above Bucksport. The channel crosses from the east

side of the river to the west side at this point, and it is

difficult to carry the best water. Frequent changes occur here, and large steamers experience difficulty making the sharp turns without the aid of a tug.

(533) Marsh River is a shallow stream flowing into the

west side of Penobscot River from a southerly direction

just westward of Frankfort Flats. Frankfort is a small

village on North Branch of the river. The channel in

North Branch is bare at low water and full of boulders a

little below the village.

(534) Winterport is a town on the west bank of Penobscot

River about 12 miles above Fort Point. A 270-foot

barge, moored 300 feet offshore about 0.3 mile south of

the town, with 25 feet alongside and a floating deck

height of 8 feet, is used to ship potatoes and frozen

foods in foreign trade. A series of conveyors are used to

load the vessels; water and electricity are available. A

marina and boatyard at the former upper potato wharf

has a depth of 15 feet reported alongside. Transient

moorings; limited transient berths with electricity and

water; and gasoline, diesel fuel, marine supplies, and

open or covered storage facilities are available. A 15-ton

mobile hoist is available; hull and minor engine repairs

can be made.

(535) An overhead power cable with a clearance of 159

feet crosses the river about 3 miles above Winterport.

(536) Bucks Ledge, about 3.2 miles above Winterport, is

marked by a daybeacon at the center and bares at low

water. The ledge extends north and south of the

daybeacon.

(537) South Orrington, 0.6 mile north of Bucks Ledge

daybeacon, has a public launching ramp. The ramp

may be inaccessible at low water.

(538) Hampden, a small town on the west bank of the

river, is 20 miles above Fort Point. The village of

Orrington is on the east bank opposite Hampden. East

Hampden, on the west bank 1.5 miles below Bangor,

has facilities for small tankers discharging oil. A public

launching ramp and float dock are available.

(539) A large paper mill at South Brewer, on the east

bank about 1 mile below Bangor, has a wharf with

depths alongside of 13 feet at the upper end and 15 feet

at the lower end; in 1979, the wharf was not being used.

Two high brick stacks are prominent from downriver.

(540) Brewer is a city on the east bank of the river opposite Bangor. The city has banks, markets, stores of all

kinds, motels, restaurants, and other conveniences.

(541) Bangor is an important city on the west bank of

Penobscot River at the head of navigation. Three fixed

highway bridges and a railroad swing bridge connect

Bangor with Brewer. The first bridge has a clearance of

74 feet and the second has a clearance of 22 feet. There

is no navigation above the third bridge. The river between the second and third bridge is used only to moor

small craft. A dam crosses the Penobscot River 1 mile

above the fourth bridge.

(542) The principal water traffic to Bangor is in petroleum and asphalt. Most of the river in front of the city

has been dredged where necessary to obtain a depth of

14 feet. Considerable shoaling has been reported in

some places on the Brewer side. The bottom is rocky

with poor holding ground, and there are submerged

obstructions and a few rocks with less than 14 feet over

them. The city has banks, a library, a general hospital,

markets, shops of all kinds, hotels, motels, restaurants,

churches, schools, and public parks.

Quarantine, customs, immigration, and agricultural

quarantine

(543) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(544) Bangor is a customs port of entry.

(545) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

Wharves

(546) Bangor has three oil wharves and an asphalt wharf

with depths of 7 to 14 feet reported alongside.

(547) A public float landing, just below the mouth of

Kenduskeag Stream, has a depth of 3 feet reported

alongside, but no facilities are available. Gasoline, diesel fuel, provisions, and some marine supplies can be

obtained in Bangor.

Communications

(548) The port is served by the freight lines of the Maine

Central Railroad and the Montreal, Maine, and Atlantic

Railroad, and numerous trunklines. Bus service, both

local and coastal, and taxi service are available. The

Bangor International Airport is 2 miles west of the city.

(549) Kenduskeag Stream empties into the Penobscot

River from the westward at the north end of Bangor. A

railroad swing bridge with a clearance of 6 feet crosses

the stream at the entrance; the swing span is inoperative.

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 265
Just above the railroad bridge is a fixed highway bridge.

There is no navigation on the stream.

Chart 13301

(550) The following is a description of the coast from

Muscle Ridge Channel to Georges Islands. Muscle

Ridge Channel and Seal Harbor have been described

previously in this chapter.

(551) Norton Island Ledges are 0.6 to 1.2 miles westward

of Whitehead Island (43°58.8'N., 69°07.8'W.). A bare

rock is near the southwest end of the ledge, and rocks

awash at low water are 600 yards southeastward and

southwestward of the bare rock.

(552) Seavey Ledges, westward of Norton Island Ledges,

have four rocks awash at high water. There is a depth of

5 feet north of the ledges marked by a buoy and another

5-foot depth, unmarked, at the southern end of the

ledges, about 300 yards southwestward of the southerly

group of three bare rocks.

(553) Wheeler Bay and Clark Cove, northward of Seavey

Ledges, are foul. There are several granite quarries in

these coves, but none were operating in 1979. Their

wharves have depths that vary from 5 to 8 feet, but are

little used. One at the head of Wheeler Bay has a float

landing with 4 feet alongside. Clark Island is a village

on the northwest side of Clark Cove, northward of

Clark Island. There is an inactive granite quarry with

stone wharf on Clark Island. The derricks are conspicuous. The island is joined to the mainland by a causeway.

(554) Makertown Cove is on the east side of Wheeler Bay

northeastward of Calf Island. It has seven fish wharves

and a float landing at the entrance with 5 feet alongside. Gasoline and some provisions are available. The

cove is difficult to enter without local knowledge.

(555) Tenants Harbor, 3 miles westward of Whitehead

Light, is an excellent anchorage frequently used as a

harbor of refuge by small vessels, and is easy of access.

Southern Island, on the southern side of the entrance,

is marked on its east side by an abandoned lighthouse, a

white tower connected to a dwelling. A lighted bell

buoy is east of the island. Northern Island is on the

north side of the entrance. There are depths of 8 to 25

feet in the harbor.

(556) The anchorage with most swinging room in Tenants Harbor is halfway from the western ends of Northern and Southern Islands to the stone pier on the north

side. Small craft anchor toward the head of the harbor.

The bottom is mostly soft mud and good holding

ground and shoals gradually westward. The north side

of the harbor eastward of the stone pier is clear, while

westward of it are spots with depths of 4 to 9 feet. The

south side of the harbor abreast the western entrance

point of Long Cove should be given a berth of 200 yards

because of a ledge covered 2 feet making out into the

harbor from the south shore. The harbor is open eastward, and an easterly gale raises a choppy sea in the

harbor, but vessels with good ground tackle can ride in

safety. It is reported that a strong chop can also develop

with a southwest wind, and that craft of 6-foot draft or

less can find calm anchorage in Long Cove on the north

side of the harbor. Ice often obstructs the harbor during February; during extremely cold weather it is

sometimes frozen to Southern Island.

(557) Vessels entering Tenants Harbor can pass midway

between Southern and Northern Islands and steer

268° into the harbor, slightly favoring the northern

side.

(558) The channel between Southern Island and Hart

Neck is shoal and foul with rocks awash at its northwestern end.

(559) The village of Tenants Harbor is on the northern

shore near the head of the harbor. There are two service

facilities and a boatyard along the northern side of the

harbor with depths of 4 to 8 feet reported alongside

their float landings. The facility adjacent to the town

wharf has water, ice, marine supplies, and maintains

guest moorings. The boatyard has a marine railway

that can handle craft up to 50 feet in length for hull and

engine repairs or dry covered or open winter storage.

Mariners are advised to avoid taking a direct route from

one facility to another, inasmuch as partially bare

ledges extend from the shore between the facilities.

Lodging is available in the village, and a good road leads

to Thomaston.

(560) Long Cove, making northward from the entrance

to Tenants Harbor, has several stone quarries which are

not in operation. A lobster pound and fish pier are on

the west side of the cove. Several private float landings

are in the cove. The cove is reported to afford excellent

anchorage for craft up to 6-foot draft.

(561) The entrance to the cove is about 150 yards west of

the southwestern end of Northern Island between reefs

partly bare at low water. A buoy marks the east side of

the entrance to the cove. A bare rock is on the eastern

end of the reef on the western side of the entrance. In

September 1982, shoaling was reported in about the

center of the cove.

(562) Hart Ledge extends nearly 500 yards from shore 0.7

mile southward of Southern Island. A rock awash is

near the northeast end of the ledge, and another rock

awash at low water is near its southwest end. A buoy is

off the northeast side of the ledge.

(563) Mosquito Harbor, 2 miles southwest of Tenants

Harbor, is shoal and used by a few fishing boats. The

landings bare at low water. Martinsville is a settlement

at the head of the harbor. Mosquito Head, on the eastern

266 ■ Chapter 7 ■ Coast Pilot 1
side of the entrance, is 92 feet high and wooded and

looks like an island from a distance.

(564) Mosquito Island, off the entrance to Mosquito Harbor, is 60 feet high and wooded. The islets southwestward of Mosquito Island, including Hay Ledge, 15 feet

high, The Brothers, 18 to 20 feet high, and Gunning

Rocks are rocky with grass on top. Three-foot-high

Black Rock, 0.6 mile southwest of Gunning Rocks, is

bare. Hart Bar, extending 0.5 mile northwestward of

Hart Island, 1.8 miles west of Mosquito Island, is partly

awash at low water. There are many unmarked submerged ledges in this vicinity.

(565) The passage south of Mosquito Island and north of

these rocks and islands is part of the inside route used

by many vessels drawing 12 feet or less. The principal

dangers are buoyed, but there are two unmarked rocks

including Barter Shoal that are covered 14 and 19 feet.

(566) Old Cilley Ledge, 1 mile southward of Hart Island,

is about 0.5 mile long. The eastern end of the ledge is

covered 2 feet, and its western end uncovers 9 feet. A

bell buoy is 0.3 mile eastward of the eastern end.

(567) Marshall Point is 7 miles southwestward of Whitehead Light and on the east side of the southern entrance to Port Clyde. Marshall Point Light

(43°55'03"N., 69°15'41"W.), 30 feet above the water, is

shown from a white tower; a fog signal is at the light.

(568) Port Clyde is a small but excellent harbor and anchorage between Marshall Point and Hupper Island,

about 9 miles north-northeastward of Monhegan Island. Fishermen and coasters use it as a harbor of refuge. A bar, with boulders and covered 2 to 6 feet,

obstructs the northern entrance. Vessels of 15-foot

draft have been taken over this bar at high water by local pilots, but strangers should not attempt it.

(569) The anchorage is anywhere in the channel inside of

Marshall Point in depths of 23 to 35 feet, good holding

ground; there is a clear width of 200 to 250 yards. Good

anchorage is also found, in southerly weather, northward of Hupper Island eastward of a line between Blubber Island and Hupper Point in depths of 21 to 24 feet.

(570) The mean range of tide is 8.9 feet.

(571) Ice usually does not interfere with navigation. In

very severe winters the harbor may be frozen over for a

short time.

(572) There are entrances from northward on either side

of Raspberry Island, a small islet about 20 feet high

about in the middle of the northern entrance. The passages on both sides of the island have depths of about 5

feet, but they are narrow and difficult and should not be

attempted without local knowledge, except in small

craft. The easterly channel is best for strangers in small

craft. The best water follows the eastern shore at a distance of about 70 yards and passes eastward of a reef

which makes eastward from a small islet.

(573) The village of Port Clyde, the base of many fishing

boats, is on the eastern side of the harbor. The village

has no rail connections, but a highway runs to

Thomaston. Fields Wharf, 0.5 mile northward of Marshall Point Light, is used by the ferry which maintains

mail, passenger, and freight service with Monhegan Island; gasoline and diesel fuel are available at the wharf.

The town float, with depths of 5 to 10 feet reported

alongside, and a small-craft launching ramp are just

northward of the wharf. There are a number of other

wharves in the harbor, some with float landings, with

depths of 6 to 18 feet alongside. Numerous other

wharves are bare. Gasoline, diesel fuel, water, ice, and

some marine supplies can be obtained at some of these

facilities.

(574) The town harbormaster, usually found at the town

float, controls moorings in the harbor and enforces local harbor regulations. A speed limit of 5 mph is enforced.

(575) A general store, hotel, and restaurant are in the village. A small private boatyard, about 0.4 mile

northwestward of Fields Wharf, has a machine shop

and a marine railway that can handle craft up to 30 feet

in length in an emergency only.

(576) St. George River entrance is about 9 miles southwestward of Whitehead Island and north-northeastward of Monhegan Island. Marshall Point Light marks

the eastern approach, and Franklin Island Light the

western. The Georges Islands extend 6 miles south-southwestward from the middle of the entrance, which also

is obstructed by numerous ledges and rocks, the most

prominent of which are marked. St. George River extends 10 miles in a northeasterly direction to the town

of Thomaston, above which it is shallow and of no commercial importance.

(577) The channel depths in the river up to Broad Cove

range from about 22 feet to over 80 feet; above this, the

depths gradually decrease and the channel narrows to a

small stream through extensive flats that bare at low

water. From a point about 1 mile below Thomaston, a

narrow channel, subject to shoaling, was dredged to a

depth of 16 feet. The channel in the upper river is

marked by buoys, some of which are uncharted because

they are frequently shifted to mark the best water. The

sharp bend in the dredged channel near Thomaston is

marked by a seasonal light. In June 1984, the controlling depth was 11 feet to the bend at Thomaston,

thence 5 feet (11 feet in the right half of the channel)

through the bend to the upper wharf just below the

bridge. Local knowledge is required to carry the best

water.

(578) Good anchorage for large vessels is found eastward

of Caldwell Island in depths of 33 to 53 feet, soft bottom;

above this, vessels anchor anywhere in the channel

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 267
where the depth is not too great, or in Turkey, Maple

Juice, Otis, or Broad Coves.

(579) The mean range of the tide at Thomaston is 9.4

feet. Ice closes the river to navigation from December

to March in severe winters. In ordinary winters, it is not

usually closed entirely for more than 1 month, although ice sufficient to interfere with navigation may

be encountered at any time for a period of 3 months.

(580) The approach to the entrance of St. George River

has very broken and irregular bottom, with numerous

ledges bare and submerged. Strangers should proceed

with caution and avoid crossing broken areas where

the charted depth does not greatly exceed the draft.

(581) In approaching and entering St. George River no

difficulty should be experienced by the navigator

closely following the chart and the aids, having due regard for the unmarked dangers, some of which have

been described in the preceding paragraphs. The anchorages in the lower river have been described previously. Above the Narrows at Bird Point, there is

excellent anchorage near the middle of the river off

Otis Cove. Passage in the river above the Narrows

should be guided by the chart and the buoys. The safest

time is at low water and on a rising tide when the flats

are bare.

(582) The St. George River is a Marine Protected Area

(MPA). (See Appendix C, for additional information.)

(583) Georges Islands are a group of islands and rocks

extending about 6.5 miles south-southwestward from

the middle of the entrance to St. George River. The

larger islands are in general wooded, and the smaller

ones grassy or rocky; there are few prominent landmarks. Several channels lead between the islands; the

most important are Davis Strait, the channel between

McGee and Seavey Islands, and the channel northwestward of Caldwell Island.

(584) Old Man Ledge is the most southerly of the dangers. A lighted whistle buoy is about 0.3 mile south of

the ledge. Old Woman Ledge, 0.6 mile northward of

Old Man Ledge, uncovers 3 feet.

(585) Burnt Island, the eastern large island at the south

end of Georges Islands, is privately owned, about 160

feet high, wooded, and marked on its summit by a conspicuous lookout tower. At low water there is no passage between Burnt Island and Little Burnt Island, just

north of the peninsula.

(586) Georges Harbor is between Allen Island, 0.5 mile

west of Burnt Island, and Benner Island, off the northwest side of Allen Island. There is a small settlement of

fishermen, and small craft sometimes anchor there.

The best water is midchannel in entering the thorofare

from northeastward. Entering from southwestward favor the south side. In 1966, a submerged mooring

cable, suspended above the bottom, was reported extending across Georges Harbor between Allen Island

and Benner Island.

(587) Davis Island, 0.9 mile northwestward of Burnt Island, is grassy and has two knolls with a saddle between. Davis Strait is the passage between Davis Island

on the south and Thompson Island and other small islands on the north. The two southernmost islets on the

north side of Davis Strait are grassy, and the others are

wooded. The passage is part of the through route used

by many vessels drawing 12 feet or less. It is reported

that barges drawing 16 feet use this strait. It has ample

depth, but Griffin Ledge, in midchannel, has a depth of

10 feet over it. On the south side of the ledge is a buoy,

and the channel, which is southeastward of this buoy, is

only 75 yards wide.

(588) Between Thompson and Hupper Islands the bottom is very broken, and there are numerous dangers,

most of which are marked or visible at some stage of

the tide. The Sisters, 1.3 miles east of Thompson Island, are two small ledges awash at low water; a buoy is

on the northwest side of the ledges. Old Horse Ledge,

0.4 mile northwestward of The Sisters, uncovers at low

water and is marked by a daybeacon.

(589) Outer Shag Ledge, 0.3 mile westward of Old Horse

Ledge, uncovers about 5 feet, and Inner Shag Ledge,

0.3 mile west of Outer Shag Ledge, is awash at high water. Kelp Ledges, 300 yards west of Hupper Island, are

awash at low water. Gig Rock, 0.6 mile southwest of

The Sisters, is covered 7 feet; a bell buoy is off the

northwest side of the rock.

(590) Bar Island, 0.7 mile west of Hupper Island, is low

and grassy. There is ample depth in the channel between Bar Island and Seavey Island on the northeast

and larger McGee Island on the southwest. Some of the

dangers are buoyed, but there are unmarked dangers

close to the channel. The passage is used by small

boats. Jenks Ledge, the most westerly danger off the

passage, is awash at low water and is marked by a buoy.

A submerged obstruction of unknown depth is about

0.3 mile southwestward of the ledge.

(591) Deep Cove, on the eastern shore just north of the

northern entrance to Port Clyde, has good anchorage

in depths of 21 to 43 feet, soft bottom. A dangerous rock

awash is in the north part of the cove, and a 12-foot spot

is about 200 yards south. Caldwell Island is at the

northern end of Georges Islands and the middle of the

entrance to St. Georges River.

(592) Gay Cove is a shallow and unimportant cove in the

eastern shore of Gay Island, the western point at the entrance of the river. It is reportedly sometimes used by

yachts.

268 ■ Chapter 7 ■ Coast Pilot 1
(593) Pleasant Point Gut separates Gay Island from the

mainland. Its western part is bare at low water. Pleasant Point, a village of fishermen, is along the shore of

the mainland. There are several lobster wharves, one of

which has a depth of 4 feet alongside; the others are

bare or have depths of less than 3 feet alongside. Gasoline, oil, and some supplies can be obtained at the float

landing with 6 feet alongside. A private wharf is on Gay

Island on the south side of the harbor. Local small craft

are reported to make passage through the western entrance to the gut about half tide. Strangers should not

attempt it.

(594) Turkey Cove, on the eastern shore of the river

about 1.5 miles above Caldwell Island, has good anchorage in depths of 15 to 27 feet, soft bottom, about

midway between the points at the entrance.

(595) Maple Juice Cove is a long, shallow cove on the

west shore about 2 miles above Caldwell Island. Good

anchorage is found at the entrance in depths of 13 to 24

feet.

(596) Otis Cove, broad but shallow at its head, is on the

eastern shore about 1.7 miles above Turkey Cove. There

is good anchorage off the entrance in depths of 20 to 27

feet. There are no wharves.

(597) Broad Cove, on the western shore about 4.5 miles

above Caldwell Island, is shallow. The village of Cushing is near the northern shore. There is a wharf which

bares at low water. An aquiculture farm marked by private buoys is in the center of the cove. Bailey Ledge, off

the southern entrance, is bare at low water and marked

on the southeast side by a buoy.

(598) Watts Cove is a shallow cove on the eastern shore

opposite Broad Cove. The village of St. George is at the

head of the north arm of the cove.

(599) Abandoned Fort St. George is on the east side of

the river about 1.5 miles above Broad Cove.

(600) Thomaston is a town near the head of navigation

on the St. George River. There is no waterborne commerce. Two towers of a cement plant, a large red

boatyard building, a church spire at the east end of

town, and a railroad bridge across the mouth of Mill

River on the east end of the town are conspicuous.

(601) There are two boatyards at Thomaston. Craft up to

150 feet can be built, and hull and engine repairs can be

made. Open and covered dry winter storage facilities

are also available. The public landing has a float landing

with 15 feet reported alongside and a small-craft

launching ramp. Gasoline, diesel fuel, water, dry open

and covered winter storage, limited marine supplies,

and hull and engine repairs are available at marinas on

either side of the river just below the bridge. The

harbormaster can be contacted through the

Thomaston Police Department.

(602) St. George River is crossed at Thomaston, above

the wharves, by a fixed highway bridge with a clearance

of 5 feet; the nearby overhead power and telephone cables have a clearance of 40 feet.

(603) Two fixed bridges, a railroad and a highway bridge,

cross the river about 2 miles above the bridge at

Thomaston; least clearance is 5 feet. The piles of a former wooden bridge just below the railroad bridge project about 5 feet above the river bottom and form

obstructions in the channel. There is little traffic, except for small boats, in this part of the river. The fixed

railroad bridge across the mouth of Mill River, east of

Thomaston, has a clearance of 25 feet for a width of 28

feet.

Jericho Bay to Penobscot Bay, Maine ■ Chapter 7 ■ 269
270 ■ Chapter 8 ■ Coast Pilot 1
Muscongus Bay to Cape Elizabeth,

Maine

Chart 13288

(1) This chapter describes Muscongus, Booth,

Sheepscot, and Casco Bays; Medomak, Damariscotta,

Sheepscot, Kennebec, and New Meadows Rivers; and

the ports of Portland, Bath, Boothbay Harbor, and

Wiscasset. This area has many islands, rocks, and long

peninsulas. Many of the islands have been joined by

fixed highway bridges; hence, so far as masted vessels

are concerned, whole groups become additional peninsulas. In general, the outer islands and rocks rise from

deep water and the lower parts of the rivers are deep.

COLREGS Demarcation Lines

(2) The lines established for this part of the coast are

described in 80.105, and 80.110, chapter 2.

Chart 13301

(3) Muscongus Bay, between the Georges Islands on

the east and Pemaquid Neck on the west, forms the approach to Meduncook and Medomak Rivers and

Muscongus Sound, the villages of Friendship, Round

Pond, and Medomak, and the town of Waldoboro. The

bay is frequented by small pleasure and fishing craft. It

is obstructed by numerous islands and ledges and

much foul ground. Many of the dangers are marked by

buoys.

(4) Moser Ledge, the outermost of the dangers, covered 15 feet and marked by a buoy, lies about in the

middle of the entrance to the bay, about on line between the north end of Monhegan Island and Pemaquid

Point Light (43°50'12"N., 69°30'21"W.).

(5) Franklin Island Light (43°53'31"N., 69°22'29"W.),

57 feet above the water shown from a white tower on

the northwestern side of Franklin Island, is the principal aid to the approach and passage through the bay.

The light is obscured by trees from 253° to 352°

(6) Access to the eastern side of the bay, between Allen

Island and Franklin Island, is obstructed by an area of

islands and mostly unmarked shoals and ledges. The

area, about 3 miles long north and south and 2 miles

east and west, is bounded on the west by South Ledge,

an unmarked ledge covered 13 feet; Egg Rock South

Ledge, covered 7 feet; Eastern Egg Rock, 23 feet high

and bare and marked on its north side by a daybeacon;

Egg Rock North Ledge, marked on its southeast side by

a buoy; Hough Ledge; Little Franklin Ledge; and

Franklin Island. Its eastern side is bounded by Shark

Island; unmarked Little Egg Rock Shoals; Little Egg

Rock, 28 feet high; Seal Ledges, marked on their north

end by a buoy; and The Kegs, marked by a daybeacon.

On the north end is Gangway Ledge, an unmarked bare

rock and ledge area.

(7) Three deep, natural, mostly unmarked channels,

narrow in places, lead in a northerly and northeasterly

direction past or through the area, and into the St.

George River. The eastern channel leads west of Georges Islands. The western channel leads westward of the

area of islands, shoals, and ledges near the center of

Muscongus Bay, and westward of Eastern Egg Rock and

Franklin Island. Old Hump Channel leads through the

center of the area.

(8) A buoyed channel marked for a westerly crossing,

known as Davis Strait Passage, is used mostly by small

craft proceeding between Pemaquid Point and Port

Clyde or Penobscot Bay, via Muscle Ridge Channel.

From a fairway bell buoy off its western entrance between Eastern Egg Rock and Egg Rock North Ledge,

this passage crosses Old Hump Channel, then passes

between Old Hump Ledge and Seal Ledges; thence

through Davis Strait; thence northeastward past Gig

Rock; thence between Old Horse Ledge and The Sisters;

thence southward of Hupper Island and northward of

Allen Ledge to the entrance to Port Clyde. Craft proceeding farther eastward continue on, passing southward of Marshall Ledge; thence between Gunning

Rocks and Mosquito Ledge; and thence southeastward

around Mosquito Island and Barter Shoal before

rounding up to the northeastward for Muscle Ridge

Channel.

(9) A group of islands in the middle of the bay, extending 3 miles southwestward from Friendship Long Island, separates the approaches of the St. George and

Meduncook Rivers from the Medomak River. This

group includes Crane Island, Harbor Island, Hall

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 271
Island, Black Island, Otter Island, Cranberry Island,

and Morse Island. Surrounding and interspersed between these islands are numerous rocks and ledges.

Harbor Island Rock, Black Island Ledge, Otter Island

Ledge and Beyer Ship Ledge are all unmarked. Morse

Ledge is marked by a daybeacon. The passages between

these islands and ledges are mostly shoal, foul, and unmarked, and of interest only to local craft.

(10) In the western part of the bay, islands and ledges

extend 3 miles southward from Louds Island. Bar Island, close south of Louds Island, is grassy; Haddock

Island is wooded, and Ross Island is grassy. Haddock

Island Kelp Ledge, covered 8 feet, is marked on its

south side by a buoy. Webber Dry Ledge uncovers at

low water; Webber Sunken Ledge, with a rock awash at

low water and marked by a buoy, extends 0.3 mile south

of it. Browns Head Ledge, covered 13 feet, is marked by

a buoy. Bar Island Ledge, 0.2 mile long and awash at

low water, is marked on its south end by a buoy.

(11) The most southerly of these ledges are New Harbor

Sunken Ledges, awash at low water at the north end

and marked at their south end by a buoy. The reef extending 0.3 mile eastward of grass-covered Western

Egg Rock, the southeasternmost of this group of

ledges, is covered 4 feet and marked by a buoy.

(12) Devils Elbow, which uncovers 1 foot; Devils Back,

which uncovers 8 feet; Devils Limb, awash; bare Wreck

Island Ledges and Garden Island South Ledge, awash,

unmarked and dangerous; 48-foot-high Wreck Island;

and 23-foot-high Jones Garden Island are all on a line

about 1.5 miles eastward of Louds Island; Jones Garden

Island is the northeasternmost of the group.

(13) Haddock Island, Ross Island, Marsh Island,

Killick Stone Island, Thief Island, and Indian Island

are all part of the western group and lie southward and

eastward of Louds Island.

(14) Meduncook Riveris an estuary making in a general

northeasterly direction, just westward of St. George

River; the entrance forms one of the approaches to

Friendship Harbor, and is a good anchorage with

depths of 10 to 30 feet. The approaches to the entrance

are the same as for St. George River. In July 1983, the

entrance, between Gay Island and Morse Island, was reported to be extremely hazardous because it was obstructed by lobstering equipment. Local knowledge is

advised.

(15) The river above the anchorage has a narrow,

crooked channel, and is obstructed by numerous unmarked rocks and ledges, so that local knowledge is

necessary for its navigation.

(16) Back River enters Meduncook River about 0.6 mile

above Crotch Island; a tidal boatyard is on Back River.

(17) Friendship Harbor (43°58.0'N., 69°20.5'W.) is west

of Meduncook River, from which it is separated by

Friendship Long Island and Garrison Island; between

these two islands a buoyed channel leads from the anchorage in Meduncook River into Friendship Harbor.

(18) A passage, foul and dry at half tide, but used by

some local fishermen, leads into the harbor between

Garrison Island and the mainland. Overhead power and

telephone cables over the passage have a clearance of

20 feet.

(19) Friendship Harbor, about 1 mile long with good anchorage in 21 to 28 feet, is used extensively by fishermen and yachtsmen. It is reported that the harbor may

be closed by ice during January and February.

(20) A ledge extends 300 yards southwestward from

Jameson Point to a rock, uncovered at low water,

which is marked by a daybeacon. On the southern side

of the entrance, opposite the daybeacon, an unmarked

shoal with a cleared depth of 7 feet at its outer end extends about 300 yards into the channel from Friendship Long Island.

(21) Above the wharves the northern and eastern side of

the harbor should be given a berth of over 200 yards.

The southeast side of the harbor should be given a

berth of over 200 yards. Murphy Ledge is a rock which

uncovers about 4 feet and is marked by a daybeacon,

200 yards from the southeast side of the harbor abreast

Jameson Point. A shoal with a cleared depth of 14 feet,

about 200 yards northward of the daybeacon on

Murphy Ledge, is unmarked. In the eastern part of the

harbor a shoal extends 350 yards northeastward from

the northeast end of Friendship Long Island; a buoy

marks the outer end.

Tides

(22) The mean range of tide is 9.0 feet.

(23) Friendship is a town on the north shore of Friendship Harbor. There are numerous wharves and piers

with float landings on the north side of the harbor on

Jameson Point; depths of 2 to 12 feet are reported

alongside. Gasoline, diesel fuel, and water are available

at several of the landings, and marine supplies at some.

Engine repairs can be made. The town wharf, one of the

more northerly facilities, has a float landing on its

northerly side with a reported depth of 2 feet alongside.

Rocks, some submerged, extend northeasterly from the

outer end of the town wharf; mariners are advised to

use caution when approaching the town float landing.

Provisions and lodging can be obtained in town.

(24) Hatchet Cove is a shallow cove making northward

at the western end of Friendship Harbor. A narrow unmarked channel with a least depth of 11 feet leads

northeastward into the cove near the western point at

its entrance. It is unimportant as an anchorage, and the

landings bare at low water. A boatyard is on the east side

272 ■ Chapter 8 ■ Coast Pilot 1
at the head of the cove. Some hull repairs and dry open

winter storage are available. The town-owned small-craft

launching ramp, usable at half tide or better, adjoins

the boatyard.

(25) Gull Rock, in the western entrance to Friendship

Harbor, includes two rocks bare at high water. A ledge

cleared to 20 feet at its southwestern end is about 0.4

mile eastward of Gull Rock.

(26) Medomak River enters the head of Muscongus Bay

westward of Martin Point, the western point at the entrance to Friendship Harbor. Strangers should take a

local pilot because of the many unmarked dangers, narrow and crooked channels, and strong tidal currents

which require local knowledge.

(27) The lower part of the river is about 2 miles wide,

but is separated by several islands into two approaches;

these have three narrow and crooked channels by

which entrance is made to the upper river. The approaches to these channels are through Muscongus

Bay or Muscongus Sound.

(28) The eastern approach is 0.5 mile wide and comparatively clear of dangers. At its upper end are two passages leading into the river, one through Back River

Cove and the other through Flying Passage. Both of

these passages are narrow and unmarked, have shoal

rocky areas near the middle and on their edges which,

together with the strong tidal currents, make them difficult to navigate.

(29) Hockomock Channel, the western approach, has

much better water and is the preferred channel despite

the fact that it is narrow in places and has strong tidal

currents.

(30) There are two fish wharves on Keene (Hockomock)

Neck, on the west side of the channel, at which gasoline, diesel fuel, and some supplies can be obtained.

One of these, behind Oar Island, has a lobster pound

adjoining it and a float landing with 5 to 6 feet reported

alongside. Some protection from east and southeast

winds is afforded this landing by the hulk of the

five-masted schooner CORA CRESSY, which has been

hauled up on the reef between Oar Island and the neck.

Provisions and some supplies can be obtained in the

village of Medomak.

(31) The channel in Medomak River has ample depth for

5 miles above the entrance. Some of the dangers are

marked, but there are unmarked ones close to the

channel. For the next 2.5 miles to within 1.6 miles of

Waldoboro, the channel leads between flats nearly bare

at low water. Up to 5 feet is available with local knowledge.

(32) There is no commercial shipping and only limited

fishing and small-boat activity on the river to

Waldoboro. The channel can best be followed at low water when the flats are visible, or on a rising tide.

Tides and currents

(33) The mean range of tide is 9.1 feet at Jones Neck and

9.5 feet at Waldoboro. Tidal currents in The Narrows,

between Locust Island and Havener Ledge, are reported to be very strong.

(34) Medomak is a village on the western side of

Hockomock Channel. There are a town wharf and float

landing with 2 feet alongside and a fish wharf with a

depth of 4 feet, about 0.5 mile southward of the village.

Gasoline and diesel fuel are piped to the fish wharf.

(35) Broad Cove, on the west side of Medomak River, is

used by a few fishermen. The channel into the cove is

unmarked.

(36) The Medomak River Closed Area, a Marine

Protected Area (MPA), includes the waters of the

Medomak River north of Hardy Island, including Broad

Cove, Eastern Branch and Western Branch. (See Appendix C, for additional information.)

(37) Waldoboro, at the head of navigation on Medomak

River, is a town on a branch of the Maine Eastern Railroad with markets, restaurants, motels, and a library.

There is no commercial waterborne commerce from

the town. An old steamer wharf, in disrepair, is on the

east side of the river, and a town landing is on the west

side. There is little water alongside these wharves. Provisions, ice, and some marine supplies are available in

town. Gasoline can be obtained from a filling station

and diesel fuel by tank truck.

(38) A lobster wharf with 5 feet reported alongside its

float landing is on the east side of Medomak River,

about 2.1 miles northward of Martin Point. Gasoline is

available at the float landing.

(39) Pemaquid Neck, a wooded peninsula, is on the west

side of Muscongus Bay. Pemaquid Point is the south

point of the neck. A radio tower on the point is

prominent. Pemaquid Point Light (43°50'12"N.,

69°30'21"W.), 79 feet above the water, is shown from a

white conical tower on the southeast point of the neck

about 0.5 mile northeast of Pemaquid Point. The town

of Pemaquid Point is on the southern end of the neck. A

gong buoy is 500 yards south of the point.

(40) Pemaquid Ledge, 1 mile south of the point, has a

cleared depth of 10 feet and is marked by a buoy on its

east side. An unmarked 23–foot patch is about 550

yards southward of the ledge.

(41) A 1–mile radius naval test area is centered 7.9 miles

169° from Pemaquid Point Light. (See 334.30, chapter

2, for limits and regulations.) Mariners are cautioned

against proceeding through the area while operations

are in progress.

(42) An abandoned 1–mile radius naval test area centered 3 miles 162° from Pemaquid Point Light is

known to be foul with unexploded ordnance. Caution

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 273
should be exercised against dragging operations in the

area; any material inadvertently picked up should be

discarded immediately with a minimum of handling.

(43) Pumpkin Cove Ledge, 1 mile east-northeastward of

Pemaquid Point Light, is covered 19 feet and is unmarked. The sea breaks on it in heavy weather.

(44) New Harbor Dry Ledges, 2 miles northeastward of

Pemaquid Point Light, extend 0.3 mile from the shore.

The ledges are 0.3 mile long with a bare rock near each

end and no safe passage for strangers between them

and the shore. An unmarked rock, covered 3 feet, is 200

yards offshore about 0.3 mile southwestward of the

ledge. Little Island, showing a clump of trees, is 200

yards from the shore 0.2 mile southward of the entrance to New Harbor. It is the highest part of a ledge

about 0.3 mile long.

(45) New Harbor is on the western shore of Muscongus

Bay, about 2.5 miles northeastward of Pemaquid Point

Light. A lighted bell buoy is off the entrance to the harbor. A church spire in the village of New Harbor at the

head is prominent. The cove offers anchorage to small

craft only, and is open eastward. The channel is narrow

between a shelving ledge extending northeastward

from the south point at the entrance and a ledge just

inside it which extends halfway across from the north

side and is marked at its end by a buoy. A 100-foot-wide

channel then leads northward of a daybeacon between

ledges to dredged anchorage basins. In July 2003, the

channel had a controlling depth of 9.7 feet to the first

anchorage basin, with depths of 7.4 to 12 feet available

in the basin; thence 6.0 feet to the second anchorage

basin, with lesser depths along the edges and 0.1 to 6

feet available in the basin. Enter about 100 feet north of

the daybeacon. The channel and basins are subject to

shoaling, particularly along the edges. It is reported

that ice does not prevent navigation in the winter.

(46) There are two service wharves with float landings

on the north side of the harbor at which gasoline, diesel

fuel, water, ice, and marine supplies can be obtained.

Depths of 10 feet are reported alongside the service

landings. Several fish and lobster wharves are throughout the harbor. A fleet of seiners operates from the harbor, and ground fish are shipped from the port by truck.

Markets, provisions, restaurants, and lodging are available in town. There is no marine railway, but local fishermen ground out their boats for repairs.

(47) Back Cove, a southwesterly arm of New Harbor, is

used by local pleasure and fishing craft. A dredged

channel leads to an anchorage basin that extends to

near the head of the cove. In July 2003, the controlling

depth was 5.0 feet in the channel and 4.5 feet in the basin with severe shoaling along the edges. The channel

and basin are subject to shoaling, particularly along the

edges. There are a number of private and fish piers, but

no facilities.

(48) Long Cove, about 0.6 mile northward of New Harbor, is about 0.5 mile long and 250 yards wide at the entrance. It affords good anchorage in from 14 to 53 feet

to within 400 yards of its head in all but southerly

weather. It is used by local pleasure craft. The approach

to the cove from the southward is clear from northward

of Salt Pond Ledge, an unmarked ledge covered 8 feet

about 0.4 mile south of the entrance. There are no facilities in the cove.

(49) Louds Island is inhabited mostly by fishermen;

there are also some farms on the island. Loudville is a

village on the cove on the east side of the island

northwestward of the northern end of Marsh Island.

There is reported to be a wharf in the cove, which dries

out at low water.

(50) Marsh Harbor, on the southeast side of Louds Island between it and Marsh Island, is seldom used as an

anchorage.

(51) Muscongus Sound is on the western side of

Muscongus Bay, between Louds and Hog Islands on the

east and the mainland on the west. It is about 0.5 mile

wide and 5 miles long, and has several rocks and ledges

near its southern entrance, the most important of

which are marked by buoys. Above the Poland Ledges

to abreast Muscongus Harbor, the depths in the sound

decrease gradually from 48 to 24 feet, and anchorage

can be selected by the chart.

(52) Webber Sunken Ledge, Webber Dry Ledge, Browns

Head Ledge, Bar Island Ledge, all previously described

and Webber North Ledge, covered 15 feet and unmarked, are dangers in the southern entrance to

Muscongus Sound.

(53) Poland South Ledge is covered 9 feet, but Poland

North Ledge is awash at low water. Both are marked by

buoys. The better channel leads eastward of them. An

unmarked ledge cleared to 18 feet is about 350 yards

southeastward of Poland North Ledge.

(54) Round Pond is a small harbor with 10 to 17 feet in

its middle on the west shore of Muscongus Sound,

westward of the north end of Louds Island. It affords

good anchorage for small vessels. The village of Round

Pond is at the head of the harbor. The northeast and

southwest ends of the harbor should be given a berth of

350 yards, and the west side 200 yards. The best water

in entering favors the north side, northward of the

buoy marking a 7-foot rock near the end of a reef making northward from the southern point of the entrance.

(55) There is a town landing with 6 feet reported alongside its float in the northwest part of Round Pond. Two

lobster piers with float landings are near the town landing; depths of 3 to 6 feet are reported alongside. Gasoline, diesel fuel, and some marine supplies can be

274 ■ Chapter 8 ■ Coast Pilot 1
obtained at these landings. A boatyard, close southwestward of the town landing, has a marine railway

that can handle craft up to 45 feet or 30 tons for hull

and engine repairs. Guest moorings and open dry winter storage are available. There is a general store and

restaurant in the village, and ice can sometimes be had.

There is a ramp for launching small craft from trailers,

and lodging and parking are available.

Tides and currents

(56) The mean range of tide is about 9 feet. Off the entrance to Round Pond there is practically no flood current; the ebb has a velocity of 0.5 knot at strength.

(57) Muscongus Harbor is a small cove on the west

shore of the sound about 1.5 miles above Round Pond.

The village of Muscongus is on the north shore of the

harbor. A marina on the north shore has 4 feet reported

alongside; gasoline, diesel fuel, and limited marine

supplies are available. During the summer, fishing and

pleasure boats anchor just inside the entrance in 5 to 8

feet of water.

(58) Greenland Cove is the extreme northern end of the

sound. It is shallow and of no importance. It is reportedly often used by yachts. Bremen is a small village at

the head of the cove.

(59) Lower Narrows, leading into the head of Muscongus

Sound north of Hog Island, has a depth of about 13 feet.

A rock awash on the north side of the narrows is

marked by a buoy on its east side. There is a group of

boulders, reported to be about 4 feet high, at the northwest end of Hog Island on the south side of Lower Narrows. Mariners should not attempt passage between

the rocks and Hog Island. Local knowledge is necessary

to carry the best water.

(60) The Audubon Society of America maintains a camp

on the northeast point of Hog Island, at which there are

several buildings and a float landing.

Chart 13293

(61) Johns Bay (43°50.0'N., 69°32.0'W.) is westward of

Pemaquid Neck, between it and Rutherford Island. Its

entrance is about 1.4 miles wide, and the length of the

bay is 2 miles to Johns Island, above which Pemaquid

River empties into the northeastern end. Johns River

flows into the northwestern part. Depths in the bay are

very irregular, and there are several ledges and rocks. A

high square observatory tower on Rutherford Island is

prominent.

(62) Though not commercially important, the bay has

summer resorts on its shores and is used as an anchorage by fishermen and yachtsmen. The holding ground

is poor except in a few spots near the head of the bay

and in the coves. Port Clyde, eastward, and Boothbay

Harbor, westward, are preferable at all times.

(63) Pemaquid Harbor (43°52.5'N., 69°32.0'W.) is at the

entrance to Pemaquid River, northeastward of Johns

Island. The bottom is rocky and irregular, but there is a

fair anchorage for small vessels in 36 feet in the eastern

part of the harbor between Fish Point and the entrance

of Pemaquid River. The preferred anchorage for small

craft, although crowded, is said to be north of the fort

where the bottom is soft in places. The village of

Pemaquid Harbor is on the north side of the entrance

to the harbor. There are a number of private float landings and boatsheds.

(64) Pemaquid River extends northeastward about 2

miles to the village of Pemaquid. The river is dry at low

water near its head, and has a narrow, crooked channel

marked by private buoys. On the point marking the

southern entrance to Pemaquid River there is a prominent stone tower marking the position of the former

Fort William Henry.

(65) The pier and float landing of a lobster wharf are on

the north side of Pemaquid River about 0.5 mile northeastward of the old fort. Depths of 3 feet are reported

alongside the float; gasoline, diesel fuel, and some marine supplies are available.

(66) Pemaquid Beach is a village on the south side of

Pemaquid River at the entrance. There is a private

wharf with a float at the old fort. A pier and float landing are at a State park, close northeastward of the private wharf. Depths of 10 feet are reported alongside the

float. Parking, restaurant, and a small-craft launching

ramp are available at the State park. Groceries and

lodging can be obtained in the village nearby.

(67) A reef almost bare in places at low water extends

offshore between the private wharf and the State park

pier. Several small fish wharves are to the eastward on

the south side of the river.

(68) A ledge, partly bare at half tide, extends 225 yards

north-northeastward from the north end of Johns Island, where it is marked by a spindle, and another shoal

cleared to 13 feet is about 0.3 mile south of the island.

(69) Thurston Ledges are mostly bare rocks extending

300 yards southward from Thurston Point on the

north side at the entrance of Pemaquid Harbor, their

south edge being 300 yards northward of Beaver Island.

Routes

(70) Pemaquid Harbor can be entered from westward by

passing midchannel between Beaver Island, the high

rounded islet with some trees, 300 yards northward of

Johns Island, and Thurston Ledges. From the southward, when 0.5 mile or more southward of Johns Island, steer so as to pass 150 yards eastward of Johns

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 275
Island, being careful to avoid the 13-foot shoal southward of the island, and then westward of the western

bare rocks of Knowles Rocks.

(71) McFarlands Cove is on the western side of Johns

Bay, northward and westward of Witch Island. A steep

150-foot hill is on the west shore of the cove. There is

good anchorage in 24 to 36 feet in the cove for a small

vessel about 300 yards northward of Witch Island.

(72) McFarlands Ledges, about 450 to 800 yards

north-northeastward of Witch Island, have a rock

which uncovers 6 feet near the north end, and one uncovers at low water near the south end. A buoy marks

the south end of the ledges. Corvette Ledge, about 200

yards northeastward of Witch Island, is covered 3 feet; a

buoy marks its north end. When entering the cove from

eastward between the buoys marking these two ledges,

take care to avoid the rock awash off the northwestern

point of Witch Island.

(73) The Gut, a thorofare connecting McFarlands Cove

with Damariscotta River, is described under the description of that river.

(74) Johns River extends northward about 2 miles

above McFarlands Cove and separates into two

branches. Eastern Branch is the eastern, and North

Branch is the western. Poorhouse Cove makes into the

western shore of Johns River above High Island. Good

anchorage is available in depths of 18 to 24 feet southeastward and eastward of Sproul Point. The river is little used. Two boatyards which haul out and store yachts

up to 35 feet in length are on Johns River, one on

Sproul Point and the other at the head of Bradstreet

Cove, a western arm of Poorhouse Cove.

Routes, Johns Bay

(75) Stand up the middle of the bay, heading for the

eastern shoulder of High Island, pass 400 yards westward of Johns Island, avoiding unmarked Pollock Rock

and an unmarked 11-foot spot 350 yards southwest of

Thurston Point, and pass about 300 yards off the eastern shore northward of Pemaquid Harbor. Then keep in

midchannel until abreast of High Island, and then pass

about 50 yards westward of the buoy marking a rock

covered 10 feet, about 350 yards northeastward of High

Island; anchor near midriver, about 400 yards northward of the buoy, in 18 to 24 feet.

(76) Thread of Life is a narrow deep channel, lying between Thread of Life Ledges and Crow Island on the

east, and the southern part of Rutherford Island and

Turnip Island on the west. It is used by small local vessels entering Johns Bay from westward or from

Damariscotta River. Thrumcap Island is partly wooded

in its northern part and has a prominent house on it.

Thread of Life Ledges are bare or grassy islets; Turnip

Island, partly wooded, has a house on it. Crow Island is

wooded. A shelving ledge awash at low water and

marked by a buoy extends 300 yards southward from

Hay Island, which is wooded. The channel westward of

Birch Island, northward of Hay Island, has been

dammed off to form lobster pounds. The hulk of an old

tug, aground, rests against the southernmost dam; a

fish pier with float landing is at the northernmost dam.

(77) To pass through Thread of Life from westward, after clearing Fisherman Island Passage, steer for the

north end of Thrumcap Island with Ram Island Light

astern. Pass 400 yards southward of The Bulldog, which

uncovers 3 feet, and then 500 yards southward of the

two rocks which uncover 6 feet about 350 yards eastward of Inner Heron Island. When about 400 yards

from the north end of Thrumcap Island, round up to

the northward keeping 200 yards off Thread of Life

Ledges, and pass midway between them and Turnip Island. Continuing in midchannel to the north end of the

passage, pass into Johns Bay between the buoy south of

Hay Island and the buoy marking the ledge extending

200 yards northward of Crow Island.

(78) Damariscotta River extends about 14 miles northward to the twin towns of Damariscotta and Newcastle,

thence another 2 miles to Damariscotta Mills at the

mouth of Damariscotta Lake.

(79) The entrance to Damariscotta River is about 3.2

miles west-southwestward of Pemaquid Point Light

and 1.3 miles northeastward of Ram Island Light. The

tidal current is strong. Although some of the dangers

are marked by buoys, strangers in anything but small

craft should not pass through or above The Narrows at

Fort Island without a pilot.

(80) The channel of the river is crooked. In many places

it is very narrow because of the constricting islands and

ledges. For a distance of 11 miles above the mouth of

the river a least depth of 20 feet may be carried in the

channel, although there are many unmarked 16- to

18-foot spots on each side of the channel. Above this

point the water shoals to 10 feet just below the town of

Damariscotta.

(81) The channel had a controlling depth of 9 feet in

1958 and for 2 miles south of the Damariscotta-Newcastle Bridge is bordered with mudflats on both sides;

care should be exercised in piloting. Above the bridge,

navigation is impossible except at high-water slack and

with local knowledge due to the rapids and falls at

Damariscotta Mills.

(82) The Damariscotta River Closed Areas, Marine Protected (MPAs), include the waters of the Damariscotta

River north of Fort Island. (See Appendix C, for additional information.)

276 ■ Chapter 8 ■ Coast Pilot 1
(83) The White Islands, about 1.5 miles south of the entrance to Damariscotta River, are prominent. The

northern island is grassy with conspicuous standing

trunks of dead trees. The southern island is partly

wooded on the northern two-thirds and is bare rock on

the southern third. There is a house on the island. Give

the south and west side of the island a berth of at least

300 yards to avoid a rock covered 2 or 3 feet reported

about 150 yards off the southern tip and the ledges and

rocks making out from the west side. A ledge extends

about 100 yards north at the northern point of the island.

(84) Southward and southwestward of the White Islands, Outer Heron Island, wooded, and Pumpkin Island, together with their off-lying ledges, extend about

2.5 miles. Outer Heron Island Ledge, covered 6 feet,

about 0.9 mile east-southeastward of Outer Heron Island, is marked on its east side by a buoy. Southeast

Breaker, covered 19 feet, about 0.7 mile southeastward

of Pumpkin Island, and Pinkham Shoal, covered 8 feet,

about 0.5 mile southwestward of Pumpkin Island, are

unmarked. An unmarked rocky area cleared to 10 feet

is about 0.5 mile eastward of the southern tip of the island.

Anchorages

(85) Vessels bound into the river usually go as far as

Meadow Cove, just above East Boothbay, where good

anchorage is available in 30 to 48 feet, keeping 150

yards offshore. This is as far as a stranger should attempt to go, without local knowledge. Above The Narrows vessels can anchor anywhere in the channel

where the bottom and depth are suitable.

Routes

(86) Extreme caution is necessary in this region where

there are many rocks and ledges and very broken bottom.

(87) With the aid of the chart, enter the river midway

between the gong buoy off Little River and the buoy

marking Inner Heron Ledge, keeping in midchannel

for about 1.5 miles above Inner Heron Island.

(88) There are unmarked 16-, 18-, and 23-foot spots in

the channel between Farnum Point and Rutherford Island, and an 8-foot shoal marked by a buoy about 0.3

mile southeastward of the point. Favor Jones Point

when passing the shoals eastward of Montgomery

Point and, when clear, round up to the northwestward

for the anchorage off Meadow Cove.

(89) Small craft should have no trouble in going to the

head of navigation with the aid of the chart. The best

time is on a rising tide. It is reported that the buoy at

the entrance to The Narrows tows under during

strength of the current.

Tides and currents

(90) The mean range of tide is 8.9 feet at East Boothbay

and 9.3 feet at Newcastle.

(91) The tidal current in the constricted sections attains

an estimated velocity of 5 knots. The ebb lasts about 2

hours after low water in the upper part of the river, and

is usually stronger than the flood. The currents follow

the general direction of the channel. Off Cavis Point the

velocity at strength of current is about 1 knot. See Tidal

Current Tables for predictions.

(92) Ice closes the river for a distance of 4 miles below

Damariscotta during January, February, and March.

Pilotage

(93) Pilotage is compulsory for all foreign vessels, and

for U.S. vessels under registry with a draft of 9 feet or

more. Pilotage is optional for fishing vessels and vessels powered predominantly by sail.

(94) Little River, a long narrow inlet in Linekin Neck on

the west side of the entrance of Damariscotta River, has

a number of private float landings and fish wharves. A

junction gong buoy about 350 yards south of Reeds Island marks the entrance. The channel is narrow and

constricted at the entrance, but secure anchorage can

be found in 5 to 12 feet in the outer section and 13 to 18

feet in the inner section of the inlet above the fish

wharves on the east side. Small craft anchor near the

head of the inlet above the narrows.

(95) A ledge, locally known as The Bull, is in the middle

of the entrance; local knowledge is required to carry

the best water.

(96) Treasure Island, with a house on it and connected

to the shore by a fixed trestle bridge, is on the northeast

side of the entrance to the inner harbor.

(97) There is a good holding ground in 13 to 18 feet,

mud bottom, in midchannel from abreast the first fish

wharf on the east side to the private pier with float landing just above the fish wharf on the west side, about 0.6

mile above the daybeacon. Above that point the harbor

shoals rapidly. Local knowledge is advised. Gasoline

may be obtained at the first fish wharf on the east side.

(98) Inner Heron Island (43°49.8'N., 69°34.0'W.), on

the eastern side of the entrance to Damariscotta River,

is thickly wooded. Two private float landings are on the

northeast side; depths of about 12 feet are at their ends.

Boats going to the landing must avoid the reef that uncovers about 5 feet extending northward from the island; it is marked by a buoy.

(99) Inner Heron Island Ledge, 0.2 mile southwestward

of the south end of Inner Heron Island, is covered 2 feet

and marked on the southwest side by a buoy. The Bulldog, 300 yards southward of the island, uncovers 3 feet.

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 277
The rock 350 yards eastward of the south end of the island uncovers 6 feet.

(100) Other unmarked dangers exist between Inner

Heron Island and the shore of Rutherford Island; this

passage should not be used by strangers.

(101) Christmas Cove (43°50.8'N., 69°33.3'W.), 0.7 mile

north-northeastward of Inner Heron Island, offers

good protection for small craft. The narrow entrance to

the cove proper is midway between two bare rocks, the

one on the southeast side being marked by Middle

Ledge Daybeacon 2. Daybeacon 3 marks the north side

of the channel, and Steamboat Wharf Daybeacon 4

marks the point of a ledge near the south side close

westward of the town landing.

(102) A high square observatory tower, about a mile

northeastward of the cove, is conspicuous.

(103) The summer resort of Christmas Cove is on the

eastern side. The village residents maintain a private

sport, social, and yachting club. The town landings

with reported depths of 4 to 12 feet alongside are on the

southeast side of the cove. There are several private

float landings and moorings in the cove. Anchoring is

reported to be difficult due to the densely-packed

moorings and numerous lobster pot buoys and is not

recommended.

(104) The harbormaster for the town of Christmas Cove

can be reached by telephone at 207-644-8120.

(105) A marina-motel with 12 feet reported alongside its

float landing is on the west side of the cove opposite the

boatyard. Berthing, gasoline, diesel fuel, water, ice, marine supplies, and a small-craft launch are available.

(106) The Gut (43°51.7'N., 69°33.4'W.) is a thorofare

connecting Damariscotta River at South Bristol with

McFarlands Cove and Johns Bay. In July-November

2001, the controlling depth in the approaches to the

bridge was 4.1 feet, except for shoaling to less than one

foot on the south side of the channel, west of the

bridge. A submerged rock ledge is reported on the

south side of The Gut, about 300 yards eastward of the

bridge. Route 129 highway bridge over The Gut has a

swing span with a channel width of 26 feet and a clearance of 3 feet. (See 117.1 through 117.49, chapter 2,

for drawbridge regulations.) Overhead power and telephone cables at the bridge have a least clearance of 55

feet. Daybeacons mark ledges on the south side of the

western entrance and on the north side just west of the

bridge. The Gut east of the bridge is thickly congested

with moorings and lobster pot buoys, but the

harbormaster keeps a 100-foot channel clear.

(107) A marina is on the north side of The Gut, west of

the bridge. The marina has two finger piers with limited transient dockage. Gasoline, diesel fuel, water, and

a lift to 25 tons are available. The marina can be

contacted by telephone (207-644-8181) during business hours and weekends.

(108) South Bristol is a village on The Gut. There are a

number of wharves with float landings. Four on the

north shore east of the bridge are lobster wharves with

depths of 4 to 12 feet reported alongside their floats;

gasoline and diesel fuel are available. A general store is

on the wharf by the bridge. Some marine supplies, ice,

and provisions may be obtained. The town wharf on the

south shore close west of the bridge has a reported

depth of 3 feet alongside. The town harbormaster may

be contacted at 207-644-8120.

Tides

(109) The mean range of tide is about 9 feet.

(110) East Boothbay is a village on the west bank of

Damariscotta River, about 3 miles above the mouth. A

church spire, lighted at night, and the large buildings

of three boatyards are prominent. Three wharves are in

general use and have float landings and berthing space

with water and electricity and 10 feet reported alongside. The yards maintain guest moorings in the anchorage off the wharves; the controlling depth is about 7

feet in the anchorage.

(111) The yards can build craft up to 200 feet in length

and 1,000 tons, and are equipped with complete facilities for hull and engine repairs. Machine, carpenter,

and pipe shops, a sail loft, and two marine railways are

available. The larger of the railways can handle craft up

to 100 feet. Gasoline, diesel fuel, water, ice, provisions,

marine supplies, pump-out facilities, a 35-ton travel

lift, and open, covered, wet and dry winter storage are

available at the yards. The marina can be contacted at

207-633-0773.

(112) Taxi service is available at East Boothbay, phone

207-633-0001.

(113) Kelp Ledge, just south of the approach to the

boatyards, and 150 feet from the shore, is awash at low

water and is marked by a buoy north of the ledge.

(114) At The Narrows, 1.3 miles above East Boothbay,

the channel is contracted to a width of 100 yards, and

the tidal currents are strong with swirls. Western

Ledge, with a rock awash at low water 550 yards south

of Fort Point, in midchannel, is marked by a buoy to the

southeast; the buoy tows under at full current

strength.

(115) Eastern Ledge, extending 100 yards from the eastern shore, is a rock covered 2 feet. A buoy marks its

southwest side. This buoy almost tows under during

full strength of the current. On the west side of The

Narrows is a ledge, mostly covered and with rocks

awash on it, extending 250 yards southwestward and 75

278 ■ Chapter 8 ■ Coast Pilot 1
Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 279

yards eastward from Fort Point. There are other ledges,

one covered 4 feet, in this vicinity.

(116) At the Back Narrows leading westward of Fort Island the channel is foul with rocks. Fish wharves and

private float landings are in the two coves westward of

Fort Island.

(117) Seal Cove and Long Cove, on the east side just

above The Narrows, have many unmarked dangers and

are seldom entered.

(118) Carlisle Island is a low island close off the east side

of Carlisle Point about 2 miles above The Narrows. The

channel between the island and the point is not recommended because of an unmarked 2-foot spot at its

southern end.

(119) Miller Island, a low wooded island in midchannel

east of Carlisle Point, divides the river into two channels. The western channel is the more direct, but has

an 18-foot spot at its northern end. The eastern channel is deep and passes close to Clark Cove.

(120) Clark Cove, on the east side, 2.5 miles above The

Narrows, is a broad bight, shoal near the shores.

(121) Pleasant Cove is on the western shore of the river

opposite Clark Cove, and makes in nearly 1.5 miles

southwestward. Good anchorage can be had in the

mouth of this cove just northwestward of Carlisle

Point, in 15 to 30 feet, soft bottom. Pleasant Cove

Ledges, extending northward of the cove, uncover 8

feet and are marked by a buoy at the north end. There is

a private float landing in the cove.

(122) Lowes Cove indents the east shore for about 800

yards between McGuire Point and Wentworth Point,

but dries out for most of its length. It is only about 100

yards wide. Anchorage in 15 feet can be had in the entrance.

(123) Anchorage can also be had behind Pleasant Cove

Ledges on the west side in Wadsworth Cove.

(124) Kelsey Point, about 1 mile north of Wentworth

Point, is low, but the land behind it rises abruptly to

about 160 feet. A rock off Kelsey Point is covered 2 feet

and is marked by a buoy.

(125) Salt Marsh Cove, on the west side southwest of

Kelsey Point, dries out. Merry Island, off the western

shore northwestward of Kelsey Point, is wooded. A

daybeacon is on a bare rock off the island.

(126) Mears Cove, eastward of Merry Island and between

Kelsey Point and Lower Fitch Point, affords excellent

anchorage in 20 to 25 feet.

(127) Fitch Point is a low point making out from the east

shore about 5.5 miles above The Narrows. Small Baker

Islet is on Glidden Ledge, which extends about 350

yards from Fitch Point. A daybeacon is on the outer end

of the ledge. The river channel is only about 100 yards

wide at the point, and strong tidal currents are reported

to sweep across the ledge and through the channel on

the ebb.

(128) Dodge Point is a high bluff headland 1.2 miles

above Fitch Point. Perkins Point, 100 feet high and

cleared, is on the west shore about 1 mile above Dodge

Point. A buoy marks the channel off the point, and a

daybeacon marks the shoal water 0.4 mile northward of

the point.

(129) About 0.8 mile above Perkins Point, the river is

again narrowed to about 100 yards by Goose Ledge,

which extends 0.3 mile southward of Hall Point on the

east shore. Hog Island, a small wooded island, is in the

entrance to Huston Cove, eastward of Hall Point. The

cove dries out.

(130) Between Hall Point and Little Point on the west

bank, the river is only about 250 yards wide and the

channel less than 100 yards wide. A strong ebb tidal

current is reported to run between the two points.

(131) A midchannel drying bank is northeastward of Little Point. The channel leads eastward of the shoal and is

marked on the western edge. The channel then trends

northward to Jacks Point and to the anchorage off the

towns of Damariscotta and Newcastle.

(132) Damariscotta on the east bank and Newcastle on

the west bank, about 14 miles above the mouth of the

river, are connected by the Damariscotta River Bridge

(U.S. Route 1 bypass). The bridge has a fixed span with a

clearance of 5 feet; a center pier in the bridge obstructs

the channel. Old Indian shell mounds are on the west

bank on Glidden Point 1 mile above the bridge. The

Glidden Point Bridge (U.S. Route 1) crosses the river at

Glidden Point. The fixed span has a clearance of 31 feet.

The river between the bridges is obstructed by reversing rapids; passage is possible at high water slack. Newcastle is on a freight branch of the Maine Eastern

Railroad. The towns have banks, a hospital, motels, hotels, inns, restaurants, markets, laundromats, and

shops of all kinds. Taxi and through coastal bus services

are available.

(133) There is little traffic by water except for yachts and

small fishing boats.

(134) A small-craft launching ramp is on the east bank

just below the bridge. The town landing and municipal

parking lot are adjacent to the launching ramp.

(135) Small craft can pass under U.S. Route 1 highway

bridge at high water slack. A marina on the east side of

the river just above the bridge has moorings and marine supplies, and can repair outboard engines.

(136) A boatyard, on the west bank in the cove below

Jacks Point, builds craft up to 35 feet long. The yard has

a marine railway that can haul out craft up to 35 feet in

length at high water for hull and engine repairs, or dry

open or covered winter storage. Marine supplies are

available; gasoline and diesel fuel can be obtained by
truck. The float and the marine railway dry at low water.

Anchorage

(137) Anchorage in 11 feet, soft bottom, is available off

the landings.

(138) Booth Bay and Linekin Bay are between Linekin

Neck and Fisherman Island on the east and Southport

Island on the west. They form the approach to the town

of Boothbay Harbor and many summer resorts. They

are frequented by many vessels and by a large number

of fishing and pleasure craft in summer.

(139) Islands and rocks extend about 5 miles southward

from the south end of Linekin Neck. The ground is very

broken, rocks rising abruptly from deep water.

(140) Bantam Rock, awash at low water, the most southerly visible danger, is 1.3 miles southward of

Damariscove Island. The wreck of the SS HARTWELSON,

broken in two parts on Bantam Rock is no longer visible. It is marked by a lighted bell buoy.

(141) Damariscove Island, on the southeast side of the

entrance to Booth Bay, is 1.7 miles long, bare, and

nearly divided in the middle. Damariscove Harbor, at

the south end, is used as a small-boat harbor by local

fishermen. Conspicuous objects are two lookout towers and the buildings of a former Coast Guard station

on the highest parts of the southerly section of the island.

(142) A fairway gong buoy is 0.5 mile south of the entrance to the harbor. The Motions, a ledge extending

0.3 mile south-southwestward of the southwest end of

Damariscove Island, is awash at low water. An unmarked shoal cleared 32 feet is 0.8 mile southward of

the southeast end of the island.

(143) Poor Shoal, covered 33 feet and unmarked, is 1.7

miles south of the island.

(144) Fisherman Island, northeastward of Damariscove

Island, is bare. A large stone house on the highest part

of the north section of the island is prominent.

(145) Ram Island, on the south side of Fisherman Island

Passage, is a grassy island marked on the northwest

side by Ram Island Light (43°48'14"N., 69°35'57"W.),

36 feet above the water, shown from a gray tower with a

white top; a fog signal is at the light. The light has two

white sectors which cover two approaches to Fisherman Island Passage; the eastern from 258° to 261°, and

the southwestern from 030° to 046°.

(146) The Hypocrites is a long ledge with two low bare

rocks eastward of Fisherman Island. A buoy marks the

north end, and a daybeacon is at the south end. There is

an unmarked channel between The Hypocrites and the

ledges which extend 500 yards eastward of Fisherman

Island. The southerly part of The Hypocrites was formerly known as Smedrick Ledge.

(147) The Cuckolds are two bare islets off Cape Newagen,

the southern extremity of Southport Island, on the

west side of the entrance to Booth Bay. The westerly islet is 12 feet high and the easterly 10 feet high. The

easterly islet is marked by The Cuckolds Light

(43°46.8'N., 69°39.0'W.), 59 feet above the water,

shown from a 48-foot white octagonal tower on a dwelling; a fog signal is at the light. When approaching The

Cuckolds, the easterly islet is more prominent and appears to be the larger and higher of the two.

(148) Cape Harbor, between Cape Island and Cape

Newagen, accommodates small craft; yachts and fishermen use it mostly. Cape Island is wooded in the center.

Newagen is a village on the harbor. There are two entrances to the harbor. The easterly one, leading between The Ark and Cape Newagen, reported to have a

depth of 3 feet, is used by fishermen in good weather,

but should not be attempted by strangers without local

knowledge.

(149) The main entrance, from the westward between

Hunting Island Daybeacon 4 and the shore, has a depth

of about 10 feet. Pass north of Hunting Island

Daybeacon 4 because the passage between Hunting Island and Cape Island is foul. A buoy marks the west side

of the ledge that extends southwest from Hunting Island.

(150) Depths in the harbor are from 6 to 16 feet. There

are a town wharf and float landing with 2 feet alongside,

and a service pier with gasoline available that has 3 to 6

feet alongside. There is a large summer inn in the village, and there are also many summer homes. The inn

also maintains a float landing to which water is piped in

summer on the southwest side of the harbor.

(151) Squirrel Island, in the middle of Booth Bay, is an

important summer resort. It is wooded and has many

large homes. Water pipelines, submarine power cables,

and telephone cables extend to the north end of the island from the southern tip of Spruce Point. The ferry

from Boothbay Harbor lands passengers, mail, and

freight at a float in the northerly of the two coves on the

west side of the island. A ledge extending northwestward

from the island is marked by a lighted buoy.

(152) Squirrel Cove, the southerly of the two coves on

the west side, is sometimes used as an anchorage by

small craft. A float landing in the cove has 8 to 10 feet

alongside. A daybeacon marks the ledge at the south

side of the entrance.

(153) Linekin Bay, the northeasterly arm of Booth Bay, is

northeastward of Squirrel Island and between Linekin

Neck and Spruce Point. The principal dangers are

buoyed. Good anchorage can be found, the depths being 40 to 75 feet in the lower part of the bay and 30 to 36

280 ■ Chapter 8 ■ Coast Pilot 1
feet in the upper portion. There are several private float

landings.

(154) Spruce Point Ledges, awash at low water, are in the

middle of the entrance; they are marked by two buoys

at the south and north ends. The better and deeper entrance is between the southern buoy and Negro Island.

(155) In the narrow channel between the northern buoy

and Spruce Point, give the point a berth of over 150

yards. A 028° course with the southeast point of Squirrel Island astern will lead through the southern channel, thence 024° to the head of the bay.

(156) Ocean Point, the point and village at the southern

entrance to Linekin Bay, is marked by many summer

homes and hotels. A depth of 3 feet is reported 275

yards westward of the point. A public wharf and float

landing with 10 feet reported alongside is maintained

in Card Cove, 700 yards north of the point. A ledge,

which partially uncovers at low water, extends about

150 yards from shore just southward of the wharf; mariners are advised to use caution when approaching the

wharf.

(157) South and southwest of Ocean Point, Card Ledge,

Dictator Ledge, and Gangway Ledge, the main dangers

in Fisherman Island Passage, are buoyed. Passage

through the area between the buoys and Ocean Point

should not be attempted because of the numerous dangers with little water over them. Broken bottom extends southwestward of Dictator Ledge to Wylie Rock.

(158) The principal dangers in Linekin Bay above Spruce

Point Ledges, from south to north, include Tibbits

Ledge, covered 8 feet and marked on its southwestern

side by a buoy; Cabbage Island, wooded and with a

house in the center, and the buoyed ledge that extends

south from it; Holbrook Ledge, which uncovers 3 feet

and is marked on its northwest side by a buoy; a rock

covered 12 feet 200 yards westward of the south end of

Holbrook Ledge; Seal Rock, awash at low water and

marked off the southeast side by a buoy; a depth of 19

feet about 150 yards east of the buoy; a rock awash at

low water reported 120 yards northward of Seal Rock,

which several boats have reported striking; and a ledge

on the east side surrounding Perch Island marked by a

buoy at the southwest end.

(159) Fish Hawk Island, about 0.4 mile northward of

Seal Rock, has several trees and a ledge which uncovers

about 4 feet extends southward of it. The narrow unmarked channel westward of Seal Rock should be used

with caution. There are numerous unmarked rocks at

the head of the bay. Spruce Point, the north entrance

point to Linekin Bay, is wooded.

(160) East of Tibbits Ledge is a yacht yard which builds

craft up to 65 feet in length and manufactures marine

hardware. The yard has a marine railway and a machine

shop but does not solicit repair work. There is a depth

of 7 feet at its float landing; the yard maintains guest

moorings.

(161) Capitol Island (43°49.4'N., 69°39.0'W.), on the west

side of Booth Bay, is connected at its northern end by a

footbridge to Southport Island. There is a private float

landing at the bridge. Capitol Island, a summer colony,

is on the island. Daybeacons mark the ledges off the

south and east sides of the island.

(162) Pig Cove, between the island and Southport Island,

has anchorage in 11 to 63 feet for three-fourths of its

length, but is shoal and foul at its northern end above

the narrows. Fish wharves, a lobster pound, and a number of private float landings are in the cove. There are

no facilities.

Charts 13296, 13293

(163) Boothbay Harbor, the western arm of Booth Bay, is

one of the best anchorages on the Maine coast. The harbor is spacious and well sheltered, and has good holding ground. The town of Boothbay Harbor, at the head

of the harbor, is an important summer resort and

yachting center, with a hospital, hotels, and motels.

Fishing, boatbuilding, and summer tourists are its

main industries. A number of excursion, sightseeing,

charter, and party fishing boats operate from the harbor to the outlying islands and surrounding waters in

the summer.

Prominent features

(164) Burnt Island, partly wooded, is marked on the

southeast side by Burnt Island Light (43°49.5'N.,

69°38.4'W.), 61 feet above the water, shown from a

white conical tower with covered way to a dwelling; a

fog signal is at the light. White sectors in the light from

307° to 316° cover the fairway in the approach eastward

of Squirrel Island from Fisherman Island Passage, and

from 355° to 008°, the approach westward of the island

from the south and westward.

(165) Mouse Island, northward of Burnt Island, is

wooded; it has a private float landing on the north side

with a depth of about 12 feet, and a pier and float landing on the east side. A flagstaff on the east side of the island and several homes are prominent.

(166) The tower and buildings of the Maine Department

of Marine Resources fish hatchery and laboratory on

McKown Point and the footbridge across the head of

the harbor are conspicuous. A tower with a flashing red

light above the harbor was also reported to be very

prominent.

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 281
Channels

(167) Two deep natural channels lead into the harbor.

The easterly and widest leads between Spruce Point on

the east, and Squirrel, Burnt, and Mouse Islands on the

west. The westerly one leads between those islands and

Southport Island on the west, but is narrow in places.

Most of the dangers are marked and have been described. The chart and the aids if carefully followed

should be sufficient guidance for strangers to enter at

any time.

Anchorage

(168) Anchorage can be found in 24 to 42 feet for large

vessels in the outer harbor northward of Tumbler Island and off McKown Point. The inner harbor has

depths of 6 to 24 feet. The anchorage most used by

small craft is on the northwest side of the inner harbor,

northeastward of McFarland Island, where there are

general depths of 10 to 12 feet, when clear of the ledge

around the island.

(169) Most craft anchor off the wharves, but there are numerous private moorings, guest moorings maintained

by the yacht clubs, and those for hire by the various service facilities. However, it is sometimes difficult to secure adequate swinging room.

Dangers

(170) The approaches to the harbor are generally deep

and clear with most of the dangers marked. Tumbler

Island Ledge, off the west side of Spruce Point, covered

9 feet, is marked on its west side by a buoy. A lighted

buoy, about 225 yards west-northwestward of Tumbler

Island, marks the ledges extending westward and

northwestward of the island. The wooded island has a

house and a prominent flagpole on it, and a pier with

float landing extends from its northeastern end.

(171) The passage between Tumbler Island and Spruce

Point should not be attempted by strangers as it is

shoal and foul; strangers should not anchor there.

(172) Clam Rock, about 700 yards northeastward of

Tumbler Island, close to shore, is unmarked, as are 10-

and 12-foot rocky ledges, 250 yards southwestward,

and 150 yards westward, respectively, of the rock. A

14-foot rocky ledge, about 300 yards southwestward of

McFarland Island is unmarked, but the ledges surrounding the island are marked on the south side by a

lighted buoy.

Caution

(173) In summer the inner harbor is nearly filled with all

types of fishing and pleasure craft. At night, many of

these are often unlighted, and great care should be exercised in approaching the anchorage to avoid fouling

them or any of the numerous unoccupied moorings,

which also are often unlighted. The footbridge across

the head of the harbor has a small drawspan with a

clearance of 4 feet.

Tides and currents

(174) The mean range of tide is 8.8 feet. Tidal currents

have little velocity in the harbor.

Ice

(175) In severe winters, ice occasionally obstructs navigation above Tumbler Island during February and March.

In normal winters the harbor is free of ice to the footbridge.

Pilotage, Boothbay Harbor

(176) Pilotage is compulsory for all foreign vessels and

U.S. vessels under registry with a draft of 9 feet or

more. Pilotage is optional for fishing vessels and vessels powered predominantly by sail. Pilots are available

to take all vessels through restricted or difficult passages such as the inside passage through Townsend Gut

and Sasanoa River to the Kennebec River. The pilots

address is Shipping Services Inc., P.O. Box 104, Southport,

ME 04576-0104; telephone, 207-633-3666; FAX

207-633-5641, e-mail: knnbcshpplt@clinic.net; radiotelephone, VHF-FM channels 16 and 13. The pilots also

serve vessels transiting through Kennebec River to

Bath, Sheepscot River to Wiscasset, and Boothbay Harbor. The pilot station monitors radiotelephone

VHF-FM channel 13 when expecting traffic. The pilot

boat monitors VHF-FM channels 13 and 16, and works

channels 11, 13, 16, and 80A. The pilot boarding station

is one mile south of Cuckolds Light. The pilot boat description varies; mariners should ask the pilot before

arrival. The pilot boat will display the standard running

lights; sometimes an escort tug, if needed, is used. The

pilot boarding location varies according to the sea condition. When needed, the ship’s pilot ladder should be

rigged one meter above the water. A 48-hour and a

24-hour advance notice of arrival is requested from the

vessel’s agent. Kennebec and Sheepscot Rivers are normally daylight pilotage only. In the Kennebec River, depending on the vessel’s size, night transits are

sometimes made by radar. Boothbay Harbor pilotage is

available anytime.

(177) Portland Pilots, Inc. serves Kennebec River: telephone 207-774-5623, FAX 207-774-5683. Bath Iron

Works Pilot is at the telephone and Fax numbers mentioned earlier for Shipping Services, Inc.

Towage

(178) Tugs are stationed at Bath and Southport. Contact

the pilots for tug service.

282 ■ Chapter 8 ■ Coast Pilot 1
(179) A hospital with pier and float landing is about 0.4

mile north-northeast of McKown Point.

(180) A Boothbay Harbor Coast Guard Station is on

McKown Point.

Harbor regulations

(181) Harbor regulations and moorings in the harbor are

under the supervision of the harbormaster, who can be

reached through the town office, through any of the

service facilities along the waterfront, or on VHF-FM

channel 6 or 16. A speed limit of 5 knots in the harbor is

enforced.

Wharves

(182) There are service wharves and marinas, almost all

with float landings, which have reported depths of 4 to

15 feet alongside. A town float landing with a reported

depth of 6 feet alongside is at the draw of the swing

footbridge at the northeastern end of the harbor; another town landing is on the west side of the harbor.

Piers and buildings of several seafood processing plants

are along the easterly shore of the harbor.

(183) The Boothbay Harbor Yacht Club operates from

float landings on the south shore of the village of West

Boothbay Harbor, northward of McKown Point; depths

of 12 feet are reported alongside the landings. The club

maintains several guest moorings.

Small-craft facilities

(184) There are excellent shipbuilding, boatbuilding, and

small-craft repair facilities along the entire town waterfront in the eastern part of the harbor.

Communications

(185) Taxi service, both local and to coastal bus service at

Wiscasset, is available. Ferry service to the islands is

maintained throughout the year.

(186) The Inside Passage from Boothbay Harbor to Bath

is about 11 miles long and leads between the islands located between Boothbay Harbor and Kennebec River.

The protected route is used by excursion boats, yachts,

and fishing boats.

(187) The aids are colored and numbered for passage

westward. In the vicinity of Cameron Point Light 7, on

the north end of Southport Island, is one of the most

difficult places to make in the thorofare; craft entering

from the westward at this point should be careful to

pass southward of the buoy marking the ledge extending southward from Indiantown Island.

(188) The channel is very narrow in places, has strong

tidal currents, and is much obstructed by rocks and

shoals. Though most dangers are marked, strangers

drawing 7 feet or more should not attempt it at low

water. The passage leads through Townsend Gut, across

Sheepscot River, and through Goose Rock Passage and

Knubble Bay into Sasanoa River.

(189) Goose Rock Passage is marked by a directional

light, buoys, and a daybeacon. About midway through

Sasanoa River the channel crosses the southern part of

Hockomock Bay and then continues through Sasanoa

River, coming out in the Kennebec River opposite the

city of Bath. In 1958, the least depth in Sasanoa River

was 7 feet at the southern end of Hanson Bay and near

the northern entrance to the river. In the spring logs

and driftwood may be present.

(190) Two highway bridges cross the thorofare. State

Route 27 highway bridge at Townsend Gut has a swing

span with a clearance of 10 feet. (See 117.1 through

117.59 and 117.537, chapter 2, for drawbridge regulations.) State Route 127 highway bridge over Sasanoa

River near its junction with Kennebec River has a fixed

span with a clearance of 51 feet. An overhead power cable at the bridge has a clearance of 75 feet.

Routes

(191) This passage is narrow and crooked, has strong

tidal currents, and requires local knowledge to carry

the best water. Strangers on larger vessels or yachts

should pick up a pilot at Boothbay Harbor or Bath.

With the aid of chart 13296, strangers in small craft

drawing 7 feet or less should be able to go through. The

best time is on a rising tide. The channel is well marked

but careful navigation is required.

Caution

(192) At strength of current in the narrow places, the

buoys are often run under for short periods.

(193) The thorofare is usually closed by ice for about 2

months, but in mild winters it has been known to remain open all winter. Several summer resorts and

other landings are along the route.

(194) Townsend Gut is a narrow, crooked thorofare connecting Boothbay Harbor with Sheepscot River. The

shores of Townsend Gut are lined with private docks

and floats. Mariners are advised to use prudent speed to

avoid wake damage. A speed limit of 5 knots is enforced

through the State Route 27 highway swing bridge at

Townsend Gut. There are unmarked rocks with little

depth close to the channel. A rock, covered 5 feet and

marked by a buoy, is about 100 yards southeastward of

the swing bridge. This rock can be cleared by keeping

lined up with the center island, but avoid being set to

the eastward while waiting for the bridge to open.

(195) Deckers Cove, on the west side of Townsend Gut

about 0.4 mile above the southern entrance, is crossed

by State Route 27 highway bridge which has a 15-foot

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 283
fixed span with a clearance of 6 feet. East of the north

end of the bridge is a former fish wharf with a depth of

17 feet alongside, at which large yachts are moored for

winter storage. There are several boatsheds and float

landings in the cove.

(196) Southport is a village and summer resort on the

west side of the gut near the western end. There are numerous float landings on both sides.

(197) Hodgdon Cove, on the northeast side of the Gut opposite Southport, is shoal and foul at the head and

around the edges with numerous sunken rocks, but affords good sheltered anchorage in from 12 to 27 feet,

mud bottom, in the middle of the outer part of the cove.

(198) Moffat Cove is just northwestward of Hodgdon

Cove on the east side of the Gut. Good anchorage in 10

to 22 feet with a mud bottom is available.

(199) Cameron Point Light 7 (43°51'05"N., 69°40'06"W.),

24 feet above the water, shown from a white skeleton

tower with a green square daymark, marks the ledge

extending northward from Cameron Point, the northern extremity of Southport Island. A ledge which uncovers 1 foot extends southward from Indiantown

Island and is marked at the south end by a buoy.

(200) Isle of Springs, 0.6 mile northwest of Cameron

Point, is a summer resort at the north end of Townsend

Gut. The island is wooded and has an elevated tank at

its summit. The ledge extending off the north end of

the island is marked by a daybeacon. There is a wharf

with float landing, with 10 feet alongside, on the northeastern side of the island from which, in summer, a private motorboat ferry runs north to Clam Cove, at the

southwest end of Sawyer Island.

(201) Sawyer Island, northward of Isle of Springs, is connected to the mainland by a highway bridge at its

southeast corner which has a fixed span with a clearance of about 2 feet. The current is strong in this locality. It is also connected at the northeast end to the

south end of Hodgdon Island by a fixed highway bridge

which has a 35-foot fixed span with a clearance of 6 feet.

(202) Goose Rock Passage leads from Sheepscot River

into Sasanoa River northward of MacMahan Island, and

forms a part of the inside route. It has ample depth, but

is narrow in places; principal dangers are marked.

(203) At the western end of the passage, Goose Rock Passage Light 5 (43°50'56"N., 69°43'15"W.), 16 feet above

the water and shown from a white triangular tower

with a green square daymark on a caisson, marks the

best water through the passage and into Knubble Bay.

MacMahan Island Ledge, a drying reef off Northeast

Point on MacMahan Island, is marked by a daybeacon.

Sixfoot Rock, off the northwest corner of the island, is

marked by a buoy on its north side.

(204) Boiler Rock, covered 3 feet and marked by a buoy

on its southeast side, is at the western end of the

passage. This buoy is reported to tow under during the

strength of the current. Goose Rock, a bare rock on a

ledge which uncovers and gives the passage its name, is

about 150 yards northwestward of Boiler Rock. Intensified beams of Goose Rock Passage Light 5 mark the best

water through the passage and northwestward into

Knubble Bay and Sasanoa River.

(205) Little Sheepscot River is a narrow passage westward of MacMahan Island leading from Sheepscot River

into Sasanoa River. The channel is narrow, being less

than 50 yards wide at its narrowest part. The best entrance from the southward is west of Turnip Island.

Craft of more than 4-foot draft should avoid passing

through the channel between Turnip Island and the

southern end of MacMahan Island at low water.

(206) Little Sheepscot River is marked by a buoy about

midway through the passage, west of MacMahan Ledge.

Another buoy at the northern end, marking Sixfoot

Rock, should be passed well to westward when entering

Goose Rock Passage from Little Sheepscot River. There

is an unmarked drying ledge, with two rocks which uncover 4 feet, on the west side of the channel, about 200

yards south-southwest of the buoy marking MacMahan

Ledge. Two float landings are on MacMahan Island

eastward of it.

(207) MacMahan is a summer resort on the west side of

MacMahan Island.

(208) Sasanoa River, part of the Inside Passage from

Booth Bay to Bath, is an estuary leading from

Sheepscot River to Kennebec River, north of Georgetown and Arrowsic Islands. It has numerous coves and

bays, none of which are of commercial importance,

making off northward and southward. The general

trend of this river is northwest and southeast.

(209) The principal coves and bays making southward

are Robinhood Cove, Riggs Cove, and Hall Bay. Northward are Heal Cove and Hockomock Bay. Montsweag

Bay and Brookings Bay lead northward from Hockomock Bay. Montsweag Bay separates Westport Island

from the mainland and joins the Sheepscot River at

Wiscasset through Back River.

(210) Knubble Bay is the broadest part of the river after

passing Robinhood Cove and the Knubble, before entering Hockomock Bay when coming from eastward.

(211) Lower Hell Gate is the crooked passage from

Knubble Bay into Hockomock Bay. Upper Hell Gate,

about 2 miles from the western entrance to the river, is

the narrowest part, about 60 yards wide. A daybeacon

marks a rock on the southwest side of Upper Hell Gate.

(212) Halftide Ledge, about 400 yards southeastward of

Upper Hell Gate, is marked by a daybeacon. In 1958,

shoaling to 4 feet was reported about 50 yards south of

the daybeacon. A rock awash at low water was also reported on the southern side of the channel about 150

284 ■ Chapter 8 ■ Coast Pilot 1
Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 285

yards 190° from the daybeacon. Extreme caution should

be exercised in this area.

(213) The Sasanoa River is a Marine Protected Area

(MPA). (See Appendix C, for additional information.)

Tides and currents in Sasanoa River

(214) The mean range of tide is 8.8 feet at Robinhood and

Mill Point, and 7.0 feet at Upper Hell Gate. The velocity

of the tidal current at strength is 1.8 knots off Lowe

Point; 3.0 knots on the flood and 3.5 knots on the ebb at

Lower Hell Gate; and about 1.0 knot at Upper Hell Gate.

Velocities up to 9.0 knots have been observed in the vicinity of The Boilers at Lower Hell Gate causing dangerous eddies and whirlpools; navigation through this

area should be attempted only at or near slack water.

The current floods to the northwestward and ebbs

southeastward generally. For predictions, see the Tidal

Current Tables. It has been reported that the ebb current sometimes runs for 8 or 9 hours at Upper Hell

Gate.

(215) Robinhood is a village on the western side of the

entrance to Robinhood Cove. There is a marina and

yacht yard with a wharf and floats on the south side of

Riggs Cove at the village. The yard has a 40-ton mobile

lift and a 5-ton hoist, and can make hull, engine, and

electrical repairs. Gasoline, diesel fuel, water, ice,

berthing, marine supplies, and storage facilities are

available. Depths of about 10 feet are reported alongside the wharf and floats.

(216) There is good anchorage in 20 to 70 feet, blue clay

bottom, northeastward of the wharf. The harbor is reported to be free of ice.

(217) Blacksmithshop Ledge, eastward of Robinhood on

the west side of the entrance to Robinhood Cove, uncovers 2 feet and is marked by a daybeacon. Back River,

which also connects Sheepscot River to Kennebec

River, crosses Sasanoa River at Hockomock Bay. This

river has a general north-south direction. South of

Hockomock Bay the river separates Arrowsic Island

and Georgetown Island, is unmarked, and is crossed by

a fixed highway bridge with a clearance of 6 feet. The

river shoals between the bridge and Hockomock Bay.

(218) North of Hockomock Bay a natural channel,

marked by private buoys, leads through Montsweag

Bay, the upper part of the river, and Cowseagan Narrows, separating Westport Island from the mainland,

and joins Sheepscot River just below Wiscasset.

(219) It is reported that the incoming tide up Montsweag

Bay meets the tide of Back River in the vicinity of

Young Point (43°56.3'N., 69°42.6'W.).

(220) Currents are strong and erratic through Back River

and in the vicinity of the fixed Cowseagan Narrows

Bridge, clearance 48 feet, that crosses Cowseagan

Narrows about 2 miles south of Wiscasset. The ledges

and shoals in the narrows make the channel quite narrow at this point. Mariners are advised that passage

through the narrows should not be attempted without

local knowledge, and then only by small boats at slack

water.

(221) Westport Island is 9 miles long, about 1.7 miles

wide, and wooded. It has little commercial importance.

There are a number of summer homes and camps on

the island. A general store is on the main road about 1.5

miles south of the bridge across Cowseagan Narrows.

Gasoline, provisions, and some supplies can be obtained there.

(222) Abandoned ferry landing ramps remain on both

sides of Back River about 1 mile south of the bridge.

Chart 13293

(223) Sheepscot River is the approach to several small

villages in the lower end and to the city of Wiscasset, 14

miles above the entrance. The entrance is about 5 miles

northeastward of Seguin Island, between The Cuckolds

and Griffith Head (43°47.0'N., 69°43.4'W.).

Recommended minimum under-keel clearances

for Sheepscot River

(224) The U.S. Coast Guard, in cooperation with the

Maine and New Hampshire Port Safety Forum, has established recommended minimum under-keel clearances for Sheepscot River, in order to prevent

groundings and to promote safety and environmental

security of the waterway resources of Sheepscot River.

The group recommends that all entities responsible for

safe movement of vessels in and through the waters of

Sheepscot River operate vessels in such a manner as to

maintain a minimum under-keel clearance of 2 feet between the deepest draft of their vessel and the channel

bottom when transiting the river inside Entrance

Lighted Bell Buoy 2SR, and a minimum under-keel

clearance of 1 foot at all berthing areas.

Recommended Vessel Route

(225) The U.S. Coast Guard Captain of the Port, Sector

Northern New England, in cooperation with the Maine

and New Hampshire Port Safety Forum, has established a Recommended Vessel Route for vessels entering and departing the Sheepscot River. Vessels are

requested to follow the designated route. Local fisherman in this area normally standby on VHF-FM channels 7 (156.350 MHz) and 10 (156.500 MHz). This route

was designed to provide a safe, established route for increased vessel traffic, to prevent the loss of fishing gear

placed in the waters of, and approaches to, the Sheepscot

River, and to reduce the potential for conflicts between
larger, less maneuverable vessels and all other vessels

navigating upon these waters. Vessels are responsible

for their own safety and are not required to remain inside the route, nor are fisherman required to keep fishing gear outside of the recommended vessel route.

Channels

(226) The channel in Sheepscot River is deep, and the

principal dangers are marked. It is a region of rocks and

ledges, many of them rising abruptly from deep water.

The channel has a depth of over 30 feet to Wiscasset and

is navigable for small craft at high water for about 4

miles above Wiscasset to the village of Sheepscot.

There is a 25-foot shoal in midchannel in the bend below Wiscasset, about 270 yards south-southwestward

of the tower of old Fort Edgecomb on the southwestern

end of Davis Island.

Anchorages

(227) Ebenecook Harbor is the first anchorage available

for vessels drawing up to 20 feet entering the river.

Above Stover Ledge, about 2 miles north-northeast of

Northeast Point on MacMahan Island, anchorage can

be had in the channel, the depths being usually 72 feet

or less. Colby Cove, in the west bank about 2.2 miles

above Cross River, affords anchorage in 47 to 60 feet;

Merril Ledge is northeastward of the anchorage. To reduce risk of vessel collisions and increase safety of life

and property in Edgecomb, the Coast Guard establishes

a general anchorage area just off the southwestern end

of Davis Island. (See 110.1 and 110.131, chapter 2, for

limits and regulations.) The anchorage at Wiscasset is

below the bridge near the town wharves in 28 to 50 feet.

(228) The Sheepscot River Closed Area, a Marine

Protected Area (MPA), includes the waters of the

Sheepscot River north of Wiscasset. (See Appendix C,

for additional information.)

Dangers

(229) There are several unmarked rocky areas with

depths of 20 to 30 feet near the middle of the river

southward of Bull Ledge. The river should be navigated

with extreme caution. With the aid of the chart and by

following the aids, little trouble should be experienced

in reaching Wiscasset. Detailed information on the

dangers in Sheepscot River is given with the description of the river.

Pilotage, Sheepscot River

(230) Pilotage is compulsory for all foreign vessels and

U.S. vessels under registry with a draft of 9 feet or

greater. Pilotage is optional for fishing vessels and vessels powered predominately by sail. Pilot services are

available to all vessels. The pilot boarding station is

located in the vicinity of Buoy 2SR. (See Pilotage,

Boothbay Harbor, for additional information concerning

arrangements for pilot and tug services, and communications.)

Tides and currents

(231) The mean range of tide varies from about 8.9 feet at

the entrance to 9.4 feet at Wiscasset.

(232) The tidal currents in the river generally set in the

direction of the channel and have considerable velocity

in the narrow parts. At the entrance of Cross River the

flood sets onto Quarry Point. The ebb sets onto Clough

Point. On the falling tide a strong set to westward is felt

near Bull Ledge, and a strong set to the eastward near

Middle Ledge. These sets are not noticeable on a rising

tide. There is a strong ebb current near the entrance to

Cross River. Off Barter Island the tidal current has an

average velocity at strength of about 1 knot. See Tidal

Current Tables for predictions.

(233) Ice usually does not interfere with navigation below Wiscasset. The river above Wiscasset is usually

closed in winter.

Wharves

(234) The only deepwater wharf on the river is at the

powerplant at Wiscasset. Wharves for small craft are at

the small ports along the river, and information on

them is given in the description of the river.

(235) The Cuckolds Light and Cape Harbor, on the east

side at the entrance, were described previously. Rocks,

bare and covered, extend 0.5 mile westward of the point

in this vicinity.

Chart 13295

(236) Tom Rock, 2.4 miles northeastward of Seguin

Light (43°42.5'N., 69°45.5'W.), awash at low water and

marked by a buoy on the southwest side, is the outermost danger in the entrance to Sheepscot River.

(237) The Sisters, 0.5 mile northward of Tom Rock and

1.5 miles from the northwestern shore at the entrance

to Sheepscot River, are a number of small, bare rocks

on an extensive ledge area. A buoy is 0.2 mile northwestward of the ledges.

(238) The Black Rocks, 1 mile from the northwestern

side of the entrance to Sheepscot Bay, are three groups

of bare and covered rocks and ledges that extend over a

distance of about 0.7 mile. The highest bare rock in the

middle of the group is 15 feet high. The southern part

of the ledge is reported to uncover just after the start of

the ebb and should be given a wide berth. The islet on

the northern group is 10 feet high.

286 ■ Chapter 8 ■ Coast Pilot 1
(239) The channel between The Black Rocks and the

buoy marking Sloop Ledge, 0.4 mile northwestward,

which is covered 5 feet, should be used with caution.

The area between the buoy and the northern shore is

very broken and should not be crossed because of Little

River Ledges, which are awash in places.

(240) Griffith Head, white and rocky, is on the west side

of the entrance to Sheepscot River, about 5 miles

northward of Seguin Island Light. Outer Head, a bare

rocky islet, is 200 yards eastward. A buoy, 0.4 mile east

of the islet, marks Griffith Head Ledge, which is covered 4 feet. Unmarked shoals, cleared to 35 and 25 feet,

are on the western side of the main channel 0.8 mile

and 1.3 miles northward of Griffith Head Ledge, respectively.

(241) Griffith Head and a considerable amount of the

surrounding area are included in Reid State Park, a

public picnic area, open in the summer. There are

swimming beaches, bath houses, showers, restrooms,

and a snack bar. There are no landings. A dam and highway bridge cross the mouth of the creek at the head of

the cove on the north side of the head. The cove is foul.

(242) Lower Mark Island, on the eastern side just inside

the entrance to Sheepscot Bay, is 12 feet high, wooded,

and a good landmark. A ledge which uncovers 4 feet extends 400 yards eastward of the island. Broken ground

with 19- and 23-foot spots extends about 0.6 mile

northwestward of the island. The 23-foot spot is

marked by a gong buoy. Unmarked Cranberry Ledge,

covered 10 feet, is 0.4 mile southeastward of Lower

Mark Island.

(243) Cat Ledges and Dry Ledge are a group of islets and

ledges extending 0.5 to 1 mile northward of Lower

Mark Island. Dry Ledge, the northwesterly end, is 4 feet

high, and the southeasterly end of Cat Ledges uncovers

3 feet. The coves in Southport Island eastward of these

ledges are foul and of no importance.

(244) Harmon Harbor is a long, narrow cove making

northward on the western side of the river about 1.5

miles above Griffith Head. It has good anchorage, except during southerly gales, in 24 to 36 feet, but has a

very narrow entrance between a bare ledge near the

west shore and a dangerous reef, awash at low water,

extending 275 yards southwestward from Wood Island,

on the eastern side of the entrance, south of Dry Point.

A buoy marks the southwest end of the reef. There are

no public landings in the harbor. There is a prominent

hotel on the west side near the middle of the harbor,

and a small settlement at the head.

(245) Five Islands Harbor, a narrow passage between

Five Islands and the western shore north of Dry Point,

forms a secure harbor for small craft, with depths of 18

to 30 feet. The main entrance is northward of Malden

Island, the largest wooded island, which is 30 feet high.

A colony of summer homes is on the island, and a private float landing is on its northwestern side. Malden

Island is connected to the island close westward of it by

a bridge. A rock awash, north of Malden Island in the

harbor entrance, is marked by a buoy.

(246) Boats also can enter the harbor from the northwestward, following the western shore and passing inside of all islands and shoals. Crow Island Ledge,

extending west from Crow Island at the northern entrance, is marked by a daybeacon. Northwestward of

the daybeacon, an unmarked ledge makes out from the

Georgetown Island shore. Care should be taken to

avoid it by favoring the Crow Island side of the channel

slightly and passing close westward of the daybeacon.

The southern entrance, nearly blocked by rocks and

ledges that uncover about 4 feet, should not be used

without local knowledge. There is also a clear channel

from the eastward south of Malden Island.

(247) Five Islands is a village on Georgetown Island on

the western side of the harbor. There are several float

landings. A marina has depths of 6 to 10 feet reported

alongside its float landings. Transient berths, gasoline,

and some marine supplies are available. A 10-ton fixed

lift can handle craft up to 40 feet for hull and engine repairs or dry open or covered winter storage. The village

landing, adjacent southward, has 12 feet alongside.

Provisions can be obtained at a store at the landings,

and there is a snack bar.

(248) Gotts Cove, close northwestward of Five Islands

Harbor, has a private wharf and two float landings, one

north and one south, along the north shore. The north

float has reported depths alongside to 15 feet and the

south float has 6 feet. Diesel fuel, moorings, and marine supplies are available at the wharf.

(249) Cozy Harbor is a cove on the eastern side of

Sheepscot River. The entrance is 0.4 mile southeastward

of Hendricks Head Light (43°49'21"N., 69°41'23"W.), 43

feet above the water, shown from a 39-foot white square

tower on the head.

(250) The harbor is frequented by local pleasure and fishing craft, and in summer by many cruising yachts. The

narrow entrance channel, marked by two daybeacons

and a buoy, has depths of 15 to 8 feet. The harbor,

though small, is secure with depths of 2 to 8 feet in the

anchorage. In 1999, the area just northward of Daybeacon

5 was shoal to bare.

(251) The Southport Yacht Club in the harbor has 4 feet

alongside its float landing. A service wharf adjacent to

the club landing, with 2 feet alongside its float landing,

has gasoline and water.

(252) A general store, restaurant, bowling alley, and telephone are on the wharf. Provisions, bottled gas, lobsters,

and some marine supplies can be obtained. There is a

ramp; parking and picnic areas are in the vicinity.

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 287
(253) The village of West Southport is at the harbor.

There are fish wharves and private landings in the harbor. A causeway and fixed bridge with a clearance of

about 3 feet connects Southport Island with Pratts Island at the south end of the harbor.

(254) Hendricks Harbor, shoal and foul, is on the east

side of Hendricks Head. There are no landings in the

harbor.

Chart 13296

(255) About 6 miles of Sheepscot River is shown on this

large-scale chart of the inside passage from Boothbay

Harbor to Bath. Chart 13293 also shows this section,

but its scale is smaller; chart 13296 should be used if

going into Ebenecook Harbor or any of the channels

except the main river.

(256) Ebenecook Harbor, making into the northwest end

of Southport Island, is an excellent anchorage for vessels up to 20-foot draft. Its entrance, about 1 mile above

Hendricks Head on the eastern side of Sheepscot River,

leads between Dogfish Head on the south and the

Green Islands on the north. It is the first large anchorage available for craft entering the river. The entrance

is narrow.

(257) The southern part of the harbor divides into three

arms, the outer sections of which afford good, sheltered anchorage; the inner sections to the heads are

shoal and foul, and should be avoided.

(258) Maddock Cove, the westerly arm, has a large marina and yacht yard on its eastern shore. The yard has a

wharf with float landings that have 8 feet alongside.

Gasoline, diesel fuel, and water are available at the

floats; ice, provisions, bottled gas, and marine supplies

are available. Overnight berthing is permitted, and the

yard maintains guest moorings. The yard has a 30-ton

mobile hoist that can haul out craft to 60 feet for open

or covered dry winter storage. General hull, engine,

electric, and electronic repairs can be made, and the

yard has machine, paint, and carpentry shops. There is

a telephone on the wharf. Anchorage can be had in

midchannel off and to the northwestward of the marina

in 8 to 16 feet.

(259) When entering Maddock Cove care should be taken

to avoid the ledges on the east side of the cove. A buoy

marks the north end of a 7-foot spot on the east side of

the entrance.

(260) Pierce Cove, the middle arm, has several private

float landings.

(261) Love Cove, the eastern arm, has excellent anchorages in 8 to 9 feet in midchannel southward of the submarine power and telephone cables crossing the

entrance to the cove to Little Island, the smaller of the

two islands on the western side of the entrance to the

cove. Three private float landings are on the cove, and a

guest mooring is maintained by the pilot for the area,

who resides on the east shore of the cove. The head of

the cove is shoal and foul.

Routes

(262) Entering Ebenecook Harbor, vessels should give

the eastern shore of Sheepscot River a berth of 300

yards from Hendricks Head Light north for 1 mile to

Dogfish Head, rocky and grass covered with a prominent domed house on the northwest end. Pass in

midchannel between Dogfish Head and the southern

extremity of Green Islands, avoiding a 7-foot rock patch

marked by a buoy inside the entrance. Small craft may

choose anchorage in any of the coves in the southern

part of the harbor or, if preferred, anchor in the northern part where desirable. A rocky unmarked ledge, covered 14 feet, is about in the middle of the harbor.

(263) Extending northward from Ebenecook Harbor to

Sawyer Island is a channel, affording good anchorage

in places, which is used by small pleasure craft in summer. The channel is a part of the Inside Passage used by

local vessels between Boothbay Harbor and Bath. Navigation of its northern part, as well as the passages between the islands and ledges on its western side,

requires some local knowledge.

(264) The principal islands and rocks are wooded Green

Islands; a rock which uncovers at low water 200 yards

northeastward of them and marked by a buoy southeastward of it; a ledge, with an islet 5 feet high in its

middle, between Green Islands and Boston Island; and

a rock, covered 6 feet, 250 yards westward of the ledge.

(265) Boston Island is high and partly wooded, and has

two houses and a boat landing. A ledge extends about

250 yards southeast from the island. Spectacle Islands

are partly wooded. A ledge awash at low water is 150

yards westward of their southwest end.

(266) Townsend Gut, Isle of Springs, and Sawyer Island,

on the eastern side of Sheepscot River, and Little

Sheepscot River and Goose Rock Passage on the western side were described previously under the Inside

Passage.

(267) Bull Ledge, west of Dogfish Head and 1 mile northward of Hendricks Head, uncovers at the north end at

low water and is marked at the south end by a buoy.

(268) Middle Mark Island, a small, round, bare islet 12

feet high, is in the middle of a ledge 0.3 mile long located 0.3 mile east of MacMahan Island and 1.5 miles

above Hendricks Head. Mark Island Ledge, covered 7

feet, is 250 yards southwestward of the island. The

main channel leads eastward of the island.

288 ■ Chapter 8 ■ Coast Pilot 1
(269) Middle Ledge, 600 yards eastward of the southern

side of the entrance to Goose Rock Passage, is covered 8

feet, but less depth has been reported on this ledge. A

buoy marks its northern side.

(270) Clous Ledge, 0.2 mile eastward from wooded

Whittum Island, at the entrance to Goose Rock Passage, uncovers about 4 feet and is marked by a

daybeacon on the middle of the ledge and a bell buoy off

its northern end.

(271) Powderhorn Island, 25 feet high and grassy, is on

the eastern side of the river 2 miles above Hendricks

Head. Powderhorn South Ledge, which uncovers 6

feet, extends 0.3 mile southward from the island and is

marked at its south end by a buoy. A narrow channel is

between the buoy and the north end of Harding Ledge,

covered 5 feet and marked at its south end by a buoy.

(272) Powderhorn Ledge, covered 3 feet, is 200 to 350

yards northward of Powderhorn Island, and is marked

on its western side by a lighted buoy.

(273) Fourfoot Rock is on the west side of the channel

about 0.2 mile northward of Clous Ledge.

(274) Long Ledge, 0.2 mile long and awash at low water,

is about 0.2 mile westward of Fourfoot Rock.

(275) Ram Island Ledge, which uncovers 5 feet in spots,

is on the east side of the channel and extends 0.3 mile

in a north-northeasterly direction from Ram Islands to

the entrance to Back River. A ledge which uncovers 6

feet, marked by a daybeacon and a buoy at its north end,

is eastward of Ram Island Ledge. These aids also are

guides to the narrow channel leading northward from

Ebenecook Harbor.

(276) Upper Mark Island, about 0.5 mile northwestward

of Ram Islands, is a low grassy islet 8 feet high from

which a shoal extends 600 yards northward.

(277) Jewett Cove and Long Cove are unimportant coves

on the west side of Sheepscot River westward of the entrance to Back River.

(278) Back River is a shallow, narrow, and unmarked

stream between Barters Island and the mainland. Its

southern entrance is on the eastern side of the

Sheepscot about 3 miles northward of Hendricks Head;

its northern entrance is from Cross River. Only small

craft use it; local knowledge is required for its navigation. The entrance to Back River is marked by a buoy

300 yards westward of the southern end of Barters Island and a buoy 300 yards northeastward of Ram Island

Ledge. Buoys and a daybeacon mark the critical points

in the channel between Barters Island on the northerly

side and Sawyer, Hodgdon, and Merrow Islands on the

southerly side.

(279) There are several private float landings on the

south end of Barters Island, just inside the entrance. A

bridge across the river between Hodgdon Island and

the south end of Barters Island has a swing span with a

channel width of 40 feet and a clearance of 6 feet; the

channel is through the east draw. (See 117.1 through

117.59 and 117.523, chapter 2, for drawbridge regulations.) Overhead cables at the bridge have a minimum

clearance of 38 feet.

(280) Trevett is a small village at the Hodgdon Island end

of the drawbridge. It has a general store. A highway

bridge with a 14-foot fixed span and a clearance of 3 feet

connects Hodgdon Island with the mainland.

(281) Merrow Island, Miles Island, Tibbet Island, and

Gooseberry Island, all wooded, are on the eastern side

of the channel in Back River. Merrow and Tibbet Islands

are connected with the mainland by fixed bridges having small clearances. There is no traffic through them

as the water is shoal and foul. In April 1980, the bridge

to Tibbett Island was reported to be in ruins.

(282) Tarbox Landing is a small settlement just north of

Tarbox Cove on the west side of the Sheepscot River.

Hodgdon Ledge, 250 yards eastward of Tarbox Cove,

uncovers 5 feet and is marked on the southeast end by a

buoy.

(283) Stover Ledge, on the east side of the river about 0.5

mile northward of the southern end of Barters Island,

uncovers 5 feet and is marked by a buoy off its southwestern edge.

(284) A 195°45'–015°45' measured nautical mile is off

the west side of Barters Island. Shore ranges about 1

and 2 miles from the north end of Barters Island mark

the ends of the course.

(285) Greenleaf Ledge, on the west side of Sheepscot

River just south of the entrance to Cross River, uncovers 5 feet and is marked by a buoy. Unmarked shoals are

in the bight in the western shore westward of the ledge.

Chart 13293

(286) Cross River empties into the east side of Sheepscot

River about 6 miles above Hendricks Head. Its entrance

is marked by a lighted buoy. It has a deep channel for

over 1 mile to Oven Mouth where the river is confined

to a narrow channel between high cliffs.

(287) Cross River southeast of Oven Mouth requires local

knowledge to navigate. In 1979, a rock covered 2 feet

was reported on the east side of the river about 0.9 mile

above Oven Mouth. Burleigh Hill Yacht Club, a boys’

camp on the east side of Cross River about 1 mile above

Oven Mouth, has a float landing with 10 feet alongside.

There are no facilities.

(288) Merrill Ledge, on the east side of Sheepscot River

2.4 miles above the entrance to Cross River, uncovers

about 4 feet in the middle. The south end is marked by a

daybeacon, and a lighted buoy is on the west side. The

channel leads westward of it.

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 289
(289) An unmarked rock, covered 13 feet, is about 500

yards southward of Clough Point, the north end of

Westport Island. The rock is on the west side of the

channel, just eastward of a line connecting the buoy off

Clough Point and the buoy just above Hilton Point.

(290) There is an unmarked 25-foot shoal in midchannel

in the bend at Clough Point, about 270 yards

south-southwestward of the tower, or blockhouse, of

old Fort Edgecomb, on the southwestern end of Davis

Island. Seal Rock, 550 yards westward of Clough Point,

uncovers 6 feet and is marked on the north by a buoy.

During times of strong currents the buoy is reported to

tow under.

(291) Montsweag Bay and Back River form a thorofare

from Sasanoa River and Hockomock Bay to Sheepscot

River near Wiscasset. They have been previously described under the Inside Passage. The thorofare is hazardous because of currents which are reported to reach

5 knots on the ebb and flood. A fixed bridge at

Cowseagan Narrows has a vertical clearance of 48 feet.

Passage should not be attempted without local knowledge.

(292) Wiscasset is a town on the west side of Sheepscot

River 14 miles above the entrance. It is on U.S. Highway No. 1 and on a freight branch of the Maine Eastern

Railroad. Seasonal passenger rail service is available on

the rail line running between Brunswick and Rockland.

The wharves are in ruins, and there is virtually no commerce by water.

(293) The town landing and Wiscasset Yacht Club, both

with float landings reported to have 15 feet alongside,

are at the south end of town below the wharf ruins. Water is available at the yacht club float. Overnight berthing is permitted at both landings, and the yacht club

maintains a guest mooring. A small-craft launching

ramp is between the two landings.

(294) Gasoline and diesel fuel can be obtained by tank

truck at the landing, and ice, provisions, and marine

supplies are available in town.

(295) Berthage with electricity and gasoline are available

at the float landing of a marina and lodge on the east

side of Sheepscot River, about 0.8 mile southward of

Davis Island. A small-craft launching ramp is also available here.

(296) Wiscasset has hotels, motels, and restaurants, and

bus and taxi service.

(297) The Whites Island Swimming Club with a float

landing is about 200 yards southwest of the yacht club.

(298) Anchorage in 25 to 30 feet in muddy bottom can be

had south and southwestward of the landings. There

are ample parking facilities and picnic areas in the vicinity.

(299) The U.S. Route 1 fixed highway bridge over

Sheepscot River at Wiscasset has a clearance of 25 feet.

The Main Central railroad bridge 1 mile above

Wiscasset has a 40-foot bascule span with a clearance of

8 feet. In 1981, the railroad bridge was being maintained in the closed position. (See 117.533, chapter 2,

for drawbridge regulations.) An overhead power cable

0.2 mile north of the bascule bridge has a clearance of

75 feet.

(300) The depth is reported to be about 10 feet for 4 miles

above Wiscasset to rapids in the river. Boats of about

4-foot draft can go through the rapids at high-water

slack and for about 3 miles above. Sheepscot is a village

just above the rapids. A highway bridge crossing the

river at Sheepscot has a 48-foot fixed span with a clearance of 10 feet. The channel is unmarked above

Wiscasset, and local knowledge is required for its navigation.

(301) Marsh River, a tributary, enters the Sheepscot

River about 2 miles above Wiscasset. Small craft are reported to go up the river for 3 or 4 miles for salmon

fishing. The Maine Central railroad bridge about 2

miles above the mouth has a 33-foot fixed span with a

clearance of 22 feet.

Charts 13293, 13295, 13296, 13297, 13298

(302) The mouth of the Kennebec River is northward of

Seguin Island and 20 miles eastward of the entrance of

Portland Harbor. It is the approach to the cities of Bath,

Augusta, Richmond, and Gardiner and smaller river

towns. Waterborne commerce in the area consists

mainly of traffic to and from the shipyward in Bath.

(303) With the aid of the charts, small craft should have

no trouble reaching Augusta, the head of navigation on

the Kennebec River. Vessels with a draft approaching

the depth of the channel should employ a pilot. The

channel above Bath is reported to be subject to considerable changes annually caused by freshets.

(304) The Kennebec River Closed Area, a Marine

Protected Area (MPA), includes the waters of the

Kennebec River north of Fort Popham. (See Appendix

C, for additional information.)

Prominent features

(305) Seguin Light (43°42'27"N., 69°45'29"W.), 180 feet

above the water, shown from a 53-foot white brick

tower connected to a dwelling, is on the summit of

145-foot, grassy Seguin Island; a fog signal is at the

light. This light is the most prominent mark in the vicinity.

(306) Cape Small is the wooded point about 4 miles westward of the mouth of the river. The distinguishing

marks are an elevated tank 1.4 miles northward from

the end and visible from eastward or westward; Bald

290 ■ Chapter 8 ■ Coast Pilot 1
Head, a bare round knob on the west side of the point;

and Bald Head Ledge, bare at half tide and marked by a

bell buoy.

(307) A danger zone of a naval aircraft practice mining

range is close southeastward of Cape Small and westward of Sequin Island. (See 334.20, chapter 2, for limits and regulations.)

(308) Fuller Rock Light (43°41'45"N., 69°50'01"W.), 39

feet above the water, is shown from a white skeleton

tower with a red and white diamond-shaped daymark

on a low bare islet of the same name, about 0.3 mile

southward of Cape Small.

(309) Pond Island, about 30 feet high, is a grassy island

on the west side of the entrance to Kennebec River.

Pond Island Light (43°44'24"N., 69°46'13"W.), 52 feet

above the water, is shown from a white tower on the

summit of the island; a fog signal is at the light. The

light shows a higher intensity beam up and down the

river.

(310) Fort Popham Memorial is an unfinished and abandoned fort, now a State historical landmark, on

Hunnewell Point. Fort Popham Light (43°45.3'N.,

69°47.0'W.), 27 feet above the water, is shown from a

cylindrical iron stand on the parapet of the old fort. The

light shows higher intensity beams up and down the

river.

Channels

(311) There are two approaches to the entrance. The

eastern, east of Seguin Island, which leads between

Whaleback Rock and Pond Island, is the main channel.

The western, west of Seguin Island, leads between Pond

Island Shoal gong buoy and the shoals eastward. The

eastern channel has a depth of 29 feet on a small spot

easily avoided, and the western has minimum depths of

19 to 29 feet on the sailing lines. Both are used, but vessels drawing more than 18 feet usually enter by the

eastern channel. The entrance has strong tidal currents, and if the wind is opposed to the current an ugly

chop sea is encountered which is at times dangerous

for small craft.

(312) The Federal Project for Kennebec River provides

for a channel 27 feet deep, from the mouth to a point

about 0.6 mile above the bridge at Bath, thence 16 to 18

feet to Gardiner, thence 11 feet to the head of navigation at Augusta. Using the chart and care, the project

depth can be carried to the bridge at Bath. Above Bath

to Gardiner, depths may be 1 to 2 feet less than the project depths; above Gardiner, the chart is the best guide.

Anchorages

(313) Large vessels awaiting the pilot may anchor safely

in the vicinity of White Ledge Lighted Bell Buoy 1

(43°43.8'N., 69°44.9'W.), in 50 to 65 feet. Small craft

may find suitable anchorage northwest of Hunnewell

Point (43°45'17"N., 69°47'04"W.).

(314) Farther upstream, anchorage is also available on

the eastern side of the channel southward of Kennebec

River Buoy 12, in 36 to 48 feet. On the eastern edge of

the channel at the anchorage, the depths shoal

abruptly from 30 feet to a few feet. Drift ice coming

down the river generally follows the western shore.

(315) Anchorage for small vessels can be had on the western side of the channel off Parker Flats, about 4 miles

above the entrance, in 20 to 36 feet. Above Parker Flats,

vessels anchor wherever they find good holding ground

and suitable depth, keeping out of the strength of the

current.

(316) General anchorages are at Bath. (See 110.1 and

110.133, chapter 2, for limits and regulations.)

Dangers

(317) This is a region of rock and very broken ground;

therefore, strangers should proceed with extreme caution and avoid crossing broken ground where the

charted depths do not substantially exceed the draft.

(318) The principal dangers in the river are marked, but

the channel is narrow in places. The narrowest place

below Bath is between North Sugarloaf and Popham

Beach, where the deep channel is only about 100 yards

wide. Some sections of the dredged channel between

the south end of Swan Island and Augusta are not

marked well enough to help strangers keep in them.

(319) The entrance to Kennebec River is somewhat obstructed by an area of islands and rocks and very broken

ground, extending for a distance of 4.5 miles. The most

southerly known danger is Seguin SSW Ledge, covered 33 feet; it is 2.6 miles southwest of Seguin Island

Light.

(320) During freshets, pulp logs are sometimes washed

over the dam above Augusta and present a serious navigational hazard, especially to small craft. Log booms

are maintained at Brown Island and on the east side of

the river below Shepard Point to facilitate recovery of

the drifting logs. The booms are not lighted, but are

outside the navigation channel.

(321) The presence of deadheads, known locally as tide

walkers, are a constant hazard in the river, especially to

small craft. These water-logged boom logs, weighted at

one end by parts of mooring chains, with one end down

and the other end at the surface or just under, shift position with the tidal or river currents and are hard to

detect, especially at night. A sharp lookout for them

should be kept.

(322) The dangers outside of Seguin Island are Mile

Ledge, covered 20 feet and marked by Mile Ledge

Lighted Bell Buoy 20 ML, and Camel Ground, 1 mile

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 291
west-southwestward of Seguin Island Light, which has

been cleared to 23 feet. Camel Ground is unmarked,

and the sea breaks on it in heavy weather.

(323) Westward of Seguin Island, Buttonmold Ledges,

covered 11 feet, and Bill Wallace Ground, covered 19

feet, lie between Fuller Rock and Bald Head Ledge and

are unmarked. Halibut Rocks, an extensive ledge covered 24 feet about 0.6 mile eastward of Fuller Rock, are

unmarked. There are rocks and very broken ground in

the vicinity of Cape Small.

(324) Ellingwood Rock, 400 yards northward of the

north end of Seguin Island, is a bare islet about 6 feet

high.

Local magnetic disturbance

(325) Differences of as much as 8° from the normal variation have been observed in an area around Ellingwood

Rock for approximately 1 mile in all directions.

(326) Seguin Ledges, 0.4 mile northeastward of

Ellingwood Rock, have a bare islet about 5 feet high and

have covered ledges extending 300 yards northeastward and 400 yards southward from the bare islet, all

unmarked.

(327) White Ledge is an unmarked 11-foot spot 0.4 mile

northward of Seguin Ledges.

(328) Jackknife Ledge, covered 8 feet, is about 1.3 miles

northwestward of Seguin Light and is marked on the

east by a buoy.

(329) Pond Island Shoal is the rocky shoal southward

and southeastward of Pond Island. It has depths of from

5 to 21 feet over it, and in heavy gales is covered with

breakers. A gong buoy 0.7 mile south-southeastward of

Pond Island Light marks the southeastern end of the

shoal. Vessels should not pass between this buoy and

Pond Island. Small craft entering the river from the

westward often cut across this shoal, but it is not advisable to do so in southerly weather when a heavy chop is

built up by the ebb tidal current from the river; this often causes heavy breakers to form on it.

(330) The dangers eastward of the entrance, including

Tom Rock and The Sisters, were included in the description of Sheepscot River. The dangers in Kennebec

River are included in the description of the river.

Tides and currents

(331) The mean range of tide is 8.4 feet at Fort Popham in

the entrance, 6.4 feet at Bath, 5 feet at Gardiner, and 4.1

feet at Augusta; see the Tide Tables for predictions for

these and other places on the river.

(332) Tidal currents between the entrance and Bath have

average velocities at strength of 2 to 3 knots. Ebb velocities up to 6 knots have been observed, and considerably larger velocities may be expected during freshets.

Above Bath similar velocities are believed to occur, but

no definite information is available. The direction of

the current at the entrance is influenced by strong

winds, especially easterly gales. Current predictions for

a number of locations may be obtained from the Tidal

Current Tables.

(333) Freshets occur in March and April, and also after

heavy rains in the fall, but are not dangerous to shipping unless accompanied by ice. A height of 9 feet above

high water usually occurs several times a year at

Augusta, but the height diminishes rapidly southward.

(334) Ice usually closes the river above Bath from December to April. Steamers are rarely delayed by ice below Bath, as the channel is kept clear by ice breakers.

Pilotage, Kennebec River

(335) Pilotage is compulsory for foreign vessels and U.S.

vessels under registry. The pilot boarding station is located at the White Ledge Lighted Bell Buoy I. Shipping

Services, Inc. offers pilotage for the Kennebec River.

See Pilotage, Boothbay Harbor, earlier in this chapter,

for contact information for Shipping Services, Inc, and

Bath Iron Works Pilot.

(336) Ships bound for the shipyard at Bath usually obtain

the services of the yard’s pilot. The pilot uses either the

yard tug or a lobster boat as a pilot boat. The tug has a

black hull and red superstructure, and monitors

VHF-FM channels 13 and 16 when working ships. Arrangements for pilot, tug, and boarding place should be

made in advance through the shipyard, telephone

207-443-3311, or by calling 207-374-2217.

Towage

(337) Tugs are available at Bath. Bath shipyard tug handles primarily shipyard traffic. If desired, commercial

tugs can be obtained from Bath, Southport, Boothbay

Harbor, Belfast, or Portland; arrangements for this service should be made in advance through ships’ agents.

Quarantine, customs, immigration, and agricultural

quarantine

(338) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(339) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(340) Bath is a customs port of entry

Harbor regulations

(341) Regulations for the ports along the river are under

control of the various harbormasters.

292 ■ Chapter 8 ■ Coast Pilot 1
Wharves

(342) There are no usable deep-water commercial wharves

at Bath, except those at the shipyard. Wharves along

the river are included in the description of the river

ports.

Supplies

(343) Supplies are available at Bath, including marine

supplies, fuel, and provisions. Detailed information is

given later in the text.

Repairs

(344) The large shipyard at Bath has drydocking facilities. Repair facilities are available at the boatyard at

Bath and the few marinas on the river. Detailed information on the facilities is given later in the text.

Communications

(345) Taxi and coastal bus services are available at all the

river ports, and the Maine Eastern Railroad provides

passenger rail service between Brunswick and

Rockland.

(346) The following description of the river from the entrance to Augusta affords a means of navigating the

river by acquainting the stranger with its various features, anchorages, dangers, important aids to navigation, and the facilities at the river ports.

Chart 13295

(347) Sprague River and Morse River (chart 13293), between Cape Small and the entrance of Kennebec River,

are nearly bare at low water at their entrances, and seldom entered even by local boats. Heron Islands and

Fox Islands are groups of wooded islands off the mouth

of Morse River.

(348) Wood Island, 0.3 mile westward of Pond Island, is

high and wooded. The channel between Wood and Pond

Islands should not be used by strangers.

(349) Whaleback Rock, 8 feet high and bare, is on the

eastern side of the entrance to the river and 0.6 mile

eastward of Pond Island. A shoal extends about 100

yards southward from it. Salter Island, northward of

Whaleback Rock, is wooded. Stage Island, 0.5 mile

northwestward, is also wooded.

(350) Stage Island Bay, Sagadahoc Bay, and Heal Eddy,

on the east side of Kennebec River at the entrance, are

shoal inside, have no wharves, and are of little importance.

(351) North Sugarloaf and South Sugarloaf are high,

rounded, bare, and rocky islets in the middle of

Kennebec River just inside the entrance. A ledge

extends 100 yards southward from South Sugarloaf.

Jack Rock, near the end of a ledge extending 200 yards

northeastward from South Sugarloaf, is awash at low

water and is marked by a daybeacon. A rock awash is

about 125 yards southeastward of the daybeacon. A

ledge extends 250 yards southeastward of North

Sugarloaf. Another ledge, covered 17 feet and marked

by a buoy, extends 200 yards northwestward from

North Sugarloaf; the narrowest part of the channel between the entrance and Bath is westward of this ledge.

(352) Popham Beach is a summer resort on the west side

of Kennebec River just inside the entrance. An abandoned Coast Guard station is on the beach; its L-shaped

wharf is located close westward of Fort Popham and has

9 feet alongside. Only ruins of some cribbing remains

of an old wharf in the bight southwestward of the fort;

and the long Government pier extending northward

from Sabino Head was also in ruins.

(353) Old Fort Popham is now a State park, and Popham

Beach is believed to be the site of the first settlement in

New England. The ship VIRGINIA was built here in

1608. There is a park service float landing with 2 feet

alongside, a ramp west of the Coast Guard wharf, a

store, and a restaurant.

(354) Atkins Bay, a large bay west of Hunnewell Point,

dries out for most of its length.

(355) Bay Point is a village on the east side of Kennebec

River entrance, opposite Fort Popham. A lobster wharf

has 4 feet alongside. Another private wharf close southward is in ruins. Water is available from nearby wells.

Craft approaching the wharf should avoid getting too

far northward, as a bar which bares at half tide extends

nearly all the way across the entrance to Long Island

Narrows from Gilbert Head.

(356) Gilbert Head, the southern extremity of Long Island, is high and wooded except near the south end,

where there is a large gray house. The house is very

conspicuous and a good mark in hazy weather when

surface aids are obscured, or not readily discernible.

(357) Shag Rock, on the eastern side of the channel,

southeastward of Cox Head, is 3 feet high. It is marked

by a lighted buoy about 75 yards west of it. The wreck of

a schooner stranded on Long Island, eastward of Shag

Rock, is reported visible at low water.

(358) Cox Head is about 140 feet high and wooded. Todd

Bay, on the east side of Kennebec River northeastward

of Cox Head, is almost bare at low water.

(359) Dix Island, 0.2 mile northward of Cox Head, has a

ledge that uncovers, extending northward of it. A buoy

is northward of the ledge.

(360) Perkins Island, on the east side of the main channel 3 miles above the entrance, is wooded on the north

end and bare on the south end. Perkins Island Light

(43°47'12"N., 69°47°07"W.), 41 feet above the water, is

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 293
shown from a white octagonal tower on the west side of

the island. A 5-foot shoal, about 350 yards westward of

the light, is marked on its southeast side by a buoy.

Perkins Island Ledge, covered 7 feet, is about 0.3 mile

south-southwestward of the island; a buoy is about 200

yards southwestward of the ledge.

(361) Parker Head is a village on the west side of the river

westward of Parker Head, a prominent headland. The

approach to the village is by a narrow channel, shoaling

gradually from 3 feet to 1 foot. The channel is sometimes marked by bush stakes, and there are several old

piling along its sides southeast of the former milldam.

A buoy marks the easterly edge of shoal water extending about 0.6 mile north-northeastward of Parker

Head.

(362) Back River is a narrow, crooked, and unmarked

thorofare connecting Kennebec River with Sasanoa

River, Hockomock Bay, and Sheepscot River. It is described with the Inside Passage. West Georgetown is a

village on the east side of Back River, just inside its

southern entrance, which is marked by a buoy. A ledge

extends about 350 yards southwestward of Crow Islands, which are in the middle of the entrance. A buoy

is southwest of the ledge.

(363) Seal Rocks, on the west side of the channel at the

upper end of Parker Flats, is a ledge that uncovers 5

feet. A buoy is northeastward of a rock awash at the

outer end of the ledge.

(364) Phippsburg is a village on the west side of

Kennebec River 5.5 miles above the entrance. A conspicuous white church spire in Phippsburg is a good

leading mark for the reach from Bald Head to Squirrel

Point.

(365) Squirrel Point, the southwestern extremity of

Arrowsic Island, is marked by Squirrel Point Light

(43°48'59"N., 69°48'09"W.), 25 feet above the water and

shown from a white octagonal tower.

(366) Goat Island, 700 yards northwestward of Squirrel

Point, is wooded, and the smaller islands near it are

bare and grassy. The ledge extending southward of the

island, which uncovers 4 feet, is marked by a buoy on

its southeastern side. A ledge that uncovers 4 feet extends 300 yards northward of the island.

(367) Pettis Rocks, in the middle of the river 6.5 miles

above the entrance, are bare at the highest part and

marked at the south end by a light. This is a dangerous

part of the river, and vessels inbound, after passing the

southern end of Lee Island, should cross over to and favor the east side of the river to avoid the shoals extending from Pettis Rocks and Ram Island.

(368) Ram Island, just northward of Pettis Rocks, is low

and bushy. Ledges that uncover 5 feet extend nearly

200 yards northward and 75 yards eastward of the island. A light marks the eastern ledge.

(369) Lee Island, 128 feet high and wooded, is on the

west side of the river westward of Pettis Rocks and Ram

Island. A rock awash off the southeastern shore of the

island is marked by a buoy.

Chart 13296

(370) Indian Point (43°50.6'N., 69°47.9'W.), on the west

bank of Kennebec River, about 0.4 mile above Ram Island, is low. A ledge covered 7 feet, about 500 yards

northward of Indian Point, is marked on its southeastern side by a buoy. At Bluff Head, 1 mile above Ram Island, the river narrows. The upper part of this section is

marked by Doubling Point Lighted Range. The lights

are shown from white octagonal towers on the bearing

359°.

(371) This range passes very close to and eastward of

Lithgow Rock and Fiddler Ledge, both of which are

covered 27 feet and unmarked. It will be better to steer

a little eastward of the range rather than take any

chance of the vessel getting to the westward of it. An

unmarked 29-foot rock ledge is close eastward of the

range about midway between Lithgow Rock and Fiddler Ledge. Care should be taken in deep-draft vessels

not to get too far eastward and foul this rock.

(372) Just northward of Fiddler Ledge the channel takes

a sharp turn to the west through Fiddler Reach. Doubling Point at the right angle turn from Fiddler Reach

into Long Reach is marked by Doubling Point Light

(43°52'57"N., 69°48'24"W.), 23 feet above the water,

shown from a white octagonal tower on a square gray

pier with a footbridge to the shore.

(373) There are reported to be strong back eddies on both

ends of this turn, and great care should be taken to keep

the vessel well under control. Caution should be exercised by vessels bound downriver on a strong ebb when

rounding Doubling Point from Long Reach into Fiddler Reach.

(374) Winnegance is a village on Winnegance Creek, 0.5

mile from the main channel of Kennebec River. The

channel is shoal and navigable only by small craft. Old

piling extending across the creek northeast of the highway causeway and dam are partly covered at high water.

(375) Bath is a city on the west side of Kennebec River 12

miles above the entrance. There is little waterborne

traffic to Bath, except for barge traffic to the shipyard

and vessels bound for repairs, and fish carriers to the

cannery above Bath. In 1979, the maximum draft carried to the shipyard was 26 feet.

(376) Bath was the most important U.S. shipbuilding

center in the 19th century; the HENRY B. HYDE,

three-masted full-rigged wooden ship, and the

six-masted schooner WYOMING, the largest of their

294 ■ Chapter 8 ■ Coast Pilot 1
kind ever built in America, were constructed here. The

Bath Marine Museum is close to the waterfront. There

are many historical points of interest.

(377) The city has churches, hospitals, a library, banks,

hotels, motels, laundry, markets, and stores of all

kinds.

(378) The Maine Central Railroad lift bridge crosses the

Kennebec River at Bath to Woolwich. The vertical lift

span has a clearance of 10 feet down and 135 feet up.

(See 117.1 through 117.59 and 117.525, chapter 2,

for drawbridge regulations.) The U.S. Route 1 highway

bridge, just north of the railroad bridge, has a fixed

span with a clearance of 70 feet.

Wharves

(379) Bath has deep-draft facilities on the west side of the

Kennebec River. The alongside depths given for the facilities described are reported depths. (For the latest

depths, contact the operator.) The facilities described

have highway and, except Stinson Canning Co., have

railway connections.

(380) Bath Iron Works, Outfitting Pier: 733 yards below

U.S. Highway 1 Bridge; 600 feet of berthing space; 26 to

50 feet alongside; deck height, 10 feet; one 94-ton traveling gantry crane, one 30-ton wingwall crane and

three additional cranes with capacities of 30 to 50 tons;

one 8,400-ton floating drydock; mooring vessels for

outfitting and repair; owned and operated by Bath Iron

Works.

(381) Bath Iron Works, South Wharf: 460 yards below

U.S. Highway 1 Bridge; 26 feet alongside; deck height, 9

feet, one 25-ton traveling gantry crane, one fixed 97 to

220-ton crane; three shipbuilding ways; mooring vessels for outfitting; owned and operated by Bath Iron

Works.

(382) Bath Iron Works, North Wharf: below U.S. Highway 1 Bridge; 32 feet alongside; deck height, 8 feet; one

25-ton traveling gantry crane, one 5-ton crane; mooring vessels for repair; owned and operated by Bath Iron

Works.

(383) Marine Minerals Corp., Coal Pocket Dock: 0.5 mile

above U.S. Highway 1 Bridge; 450 feet of berthing

space; 27 feet alongside; deck height, 9 feet; one electric

conveyor belt, rate 500 tons per hour; open storage for

50,000 tons of material; receipt of miscellaneous bulk

materials including coal and salt; owned and operated

by Marine Minerals Corp.

(384) Stinson Canning Co., Bath Dock: 1.5 miles above

U.S. Highway 1 Bridge; 260 feet of berthing space; 15

feet alongside; deck height, 12 and 14 feet; two 12-inch

suction pipelines; receipt of fish; owned and operated

by Stinson Canning Co.

(385) A marina with a float landing is on the west side of the

river, about 0.1 mile above the bridge at Bath; gasoline,

water, a small-craft launching ramp, some marine supplies, and berthage with electricity are available. The

town float landing is just northward of the marina. Another marina about 150 yards northward of the town

landing, has gasoline, diesel fuel, water, and some marine supplies, and can make engine repairs. Depths of

15 feet are reported alongside these float landings.

Supplies

(386) Provisions, gasoline, diesel fuel, ice, bottled gas,

and some marine supplies are available in town.

(387) Bath has bus and taxi service.

Repairs

(388) A shipyard on the east side of the river at Woolwich,

about 500 yards north of the bridge, builds steel vessels

up to 120 feet long. A boatyard, on the west side of the

river about 1.3 miles below the bridge, has a marine

railway that can handle craft up to 50 feet in length.

Hull, engine, and electrical repairs can be made, and

dry open winter storage and some marine supplies are

available. Gasoline and water can be obtained at the

yard’s float landing; depths of 12 feet are reported

alongside the float. The yard maintains guest moorings

and permits overnight berthing at the float.

(389) The Sasanoa River entering Kennebec River between Preble Point, the northern extremity of

Arrowsic Island, and Sasanoa Point, the southern extremity of Towesic Neck, is described under the Inside

Passage. See caution note contained in tidal current

data for the Kennebec River in this chapter.

(390) Woolwich is a village on Towesic Neck, opposite

Bath. The asphalt pier there is reported to have 22 feet

alongside. Only piling remains of the old coal wharf and

ferry slips just below this pier. A marina, about 0.3 mile

above the bridge, has a depth of 16 feet reported alongside its float landing. Gasoline, some marine supplies,

and a small-craft launching ramp are available; outboard engines can be repaired. Groceries and lodging

can be obtained close by.

Chart 13298

(391) About 1 mile above the bridge at Bath, Kennebec

River is divided into two channels by an extensive area

of rocks awash and covered ledges in midriver; the

principal hazards on it are Winslow Rocks and Stetson

Rocks, parts of which are awash at low water. Obstruction buoys mark the northern and southern ends of the

area, and the eastern side is marked by channel buoys.

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 295
(392) The main or eastern channel is deep and favors the

eastern bank of the river. The western channel is not

marked and is used only by small craft. Ledges south of

Days Ferry, on the east bank of the river, north of Stetson Rocks, are marked by a buoy. The channel past

Thorne Head is deep and clear.

(393) Two miles above Bath, Kennebec River divides into

three channels. The eastern, or Burnt Jacket Channel,

is the most direct and has a depth of 14 feet. It is unmarked and extremely foul and difficult at its northern

end, and is used mostly by small craft. Local knowledge

is necessary to navigate it safely.

(394) The main channel or West Branch, the widest, has a

depth of about 22 feet, and is partly buoyed, clear, and

easily followed by aid of the chart. Thorne Island Ledge,

covered 4 feet and marked by a buoy near its southeast

edge, Thorne Island, and Lines Island are all on the

northeast side of the channel, and Woods Island,

Crawford Island, and Ram Island are on the southwest.

A ledge making out from the northeast side of Woods

Island is buoyed. A rock bare at low water is 50 yards off

the west side of Lines Island, and a rock awash is off the

southwestern end of the island. Near the northern end

of the channel, Grace Rock, covered 2 feet, is marked

on its west side by a buoy.

(395) The third channel trends to the southwestward between Woods, Crawford, and Ram Islands, and the

mainland. It is unmarked, foul, and little used.

(396) Chops is the narrow passage between two headlands, Chops Point and West Chops Point, about 4.5

miles above Bath. Two high steel transmission towers

on the points are very prominent. The overhead power

cables have a clearance of 145 feet.

(397) Trotts Rock, with a least depth of 3 feet and marked

on its west side by a buoy, is about 0.4 mile northward

of Chops Point.

Chart 13293

(398) Merrymeeting Bay is a shoal bay making westward

from Kennebec River 17 miles above the entrance. The

bay is the approach to the towns of Brunswick and

Topsham on the Androscoggin River, and Bowdoinham

on the Cathance River, 8 and 4 miles, respectively,

above Kennebec River. Boats drawing up to 6 feet can

go to Brunswick and 12 feet to Bowdoinham at high

water, but there was no traffic in 1970. There are no

landings. The channels are narrow and most are unmarked; local knowledge is necessary. The mean range

of tide is 3.8 feet at Brunswick.

(399) A fixed highway bridge, with a clearance of 40 feet,

crosses the Androscoggin River about 7.7 miles above

the entrance to the bay. The Maine Central Railroad

bridge crosses the river just above the highway bridge

and has a fixed span with a clearance of 20 feet. The U.S.

Route 201 highway bridge at Brunswick is the head of

navigation, above which are a dam and falls.

(400) Several overhead power cables about 1.5 miles below the railroad bridge have clearances of 44 feet in the

west channel and 45 feet in the east channel. The power

cables over Cathance River 0.3 and 0.6 mile above the

mouth have clearances of 55 and 65 feet, respectively.

The overhead power cable about 2 miles above

Bowdoinham has a clearance of 40 feet.

(401) It is reported that heavy storms and winter ice

change the shoals and depths in Androscoggin River.

(402) Brunswick is the site of Bowdoin College and a

community with a number of restaurants and hotels

with various services available.

(403) The Kennebec River Closed Area, a Marine

Protected Area (MPA), includes the waters of

Merrymeeting Bay and Androscoggin River. (See

Appendix C, for additional information.)

Weather, Brunswick and vicinity

(404) Brunswick, on the Androscoggin River near the

junction with the Kennebec River in “downeast”

Maine, averages about three days each year with maximum temperatures in excess of 90°F (32.2°C). July is

the warmest month with an average high of 78°F

(25.6°C) and an average minimum of 59°F (15°C). January is the coolest month with an average high of 30°F

(-1.1°C) and an average minimum of 11°F (-11.7°C).

The highest temperature on record for Brunswick is

104°F (40°C) recorded in August 1975 and the lowest

temperature on record is -30°F (-34.4°C) recorded in

January 1981. About 147 days each year see temperatures below 32°F (0°C) and an average 24 days each

year record temperatures below 5°F (-15°C). Every

month except July has seen temperatures below 40°F

(4.4°C) and every month except June, July, and August

has recorded temperatures below freezing (0°C).

(405) The average annual precipitation for Brunswick is

45.2 inches (1148 mm) which is fairly evenly distributed throughout the year. Precipitation falls on about

186 days each year. The wettest month is November

with 5.0 inches (127 mm) and the driest, July, averages

only 3.0 inches (76 mm). An average of 29 thunderstorm days occur each year with July and August being

the most likely months. Snow falls on about 59 days

each year and averages about 72 inches (1829 mm)

each year. December through March each average

greater than one foot (305 mm) per year while January

averages 19 inches (483 mm). One foot (305 mm)

snowfalls in a 24-hour period have occurred in each

month November through March and 21 inches (533

mm) fell in one 24-hour period during December 1970.

296 ■ Chapter 8 ■ Coast Pilot 1
About 15 days each year have a snowfall total greater

than 1.5 inches (38 mm) and snow has fallen in every

month, October through April. Fog is present on average 207 days each year and is evenly distributed

throughout the year with a slight maximum during

late summer.

(406) The prevailing wind direction in Brunswick is the

north during the winter and south during the warmer

months. March is the windiest month.

(407) (See Appendix B for Brunswick climatological table.)

Chart 13298

(408) Abagadasset Point (44°00.3'N., 69°49.4'W.), on the

west bank of the river about 1.6 miles above the Chops,

should be given a wide berth to avoid the shoals extending from it to the northward. A buoy marks the northeastern extremity of the shoals.

(409) Overhead power cables over Kennebec River at

Abagadasset Point have a clearance of 145 feet. An

11-foot spot on the west side of the channel opposite

Twing Point is marked by a buoy. Ames Ledge, on the

east side of the river north of Twing Point, is marked by

a buoy off its northwest side.

(410) Swan Island, about 1.8 miles above Abagadasset

Point, divides Kennebec River into two channels. The

main channel, east of the island, is marked by buoys

and by a daybeacon on Beef Rock. The channel leading

westward of the island is not maintained and is only

partially marked by private buoys. A rock covered 4 feet

is reported at the entrance in about 44°01.7'N.,

69°49.1'W. East of the main channel, a riprap training

wall extends from off Carney Point to Green Point.

(411) Eastern River enters Kennebec River between Carney Point (44°02.0'N., 69°48.0'W.) and the flats and

training wall extending 1.4 miles southwestward of

Green Point. The river follows the eastern shore to

South Dresden. It is unmarked and crossed by three

highway bridges. State Route 128 bridge, about 2 miles

above the mouth, has a fixed span with a clearance of 16

feet. Telephone and power cables on the south side of

the bridge have a clearance of 22 feet.

(412) The second highway bridge, State Route 197, about

2 miles farther upstream, has a fixed span with a clearance of 23 feet. An overhead power cable on the north

side of the bridge has a clearance of 40 feet; telephone

cables are about 10 feet below the power cable. About

0.6 mile upstream from the second bridge, overhead

power cables crossing the river have clearances of 50

feet.

(413) The third highway bridge, State Route 27 at

Dresden Mills, about 2 miles above the second bridge,

has a fixed span with a clearance of 4 feet.

(414) In 1970, the river was reported navigable to

Dresden Mills with a draft of 4 feet, and above that by

small outboard craft for several miles through beautiful woodland. There are several private landings on the

river, but no facilities. Remains of old wharves can be

seen at Dresden Mills and other points.

(415) Richmond, westward of Swan Island, is a town on

the west bank of Kennebec River 23 miles above the entrance. There are several landings at the town. The

town float landing, at the mill with a conspicuous red

brick stack, has 16 feet alongside. There are no facilities

at the landing, but gasoline, diesel fuel, water, provisions, and some marine supplies can be obtained in

town.

(416) The submerged ruins of a jetty extend northeasterly from the northeastern tip of Swan Island to near

channel Buoy 33.

(417) State Route 197 highway bridge, with a swing span

clearance of 15 feet, crosses the river at a point just

north of Swan Island, between Richmond and Dresden.

(See 117.1 through 117.59 and 117.525, chapter 2,

for drawbridge regulations.)

(418) The Eastern River is a Marine Protected Area

(MPA). (See Appendix C, for additional information.)

Chart 13297

(419) Cedar Grove is a small settlement on the east bank

of Kennebec River, 2 miles above the north end of Swan

Island and 0.6 mile above Courthouse Point (44°06.4'N.,

69°46.0'W.).

(420) Hathorn Rock, covered 8 feet about 1.7 miles north

of Courthouse Point, is marked on the east side by a

buoy. A rocky area is reported on the west side of the

river, about 0.5 mile northward of Hathorn Rock.

(421) South Gardiner, about 4.5 miles above Courthouse

Point, is a village on the west side of Kennebec River 30

miles above the entrance. There are several private

landings at the village.

(422) Gardiner, about 3.5 miles above South Gardiner, is

a town on the west side of the river 33.5 miles above the

entrance. The town wharf and float landing has 12 feet

alongside, but no facilities. A public parking lot is on

the wharf. The old coal wharf just upstream has 15 feet

reported alongside, but is seldom used.

(423) Randolph, a village on the east side of the river opposite Gardiner, has a wharf with 12 feet alongside and

oil connections, but is seldom used. Kennebec Boating

Association has a float landing and ramp at the wharf.

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 297
Ice and provisions are available. A hardware store adjoins the landing, and restaurants are in the vicinity.

(424) A fixed highway bridge with a clearance of 35 feet

crosses the river between Gardiner and Randolph just

north of the waterfront facilities.

(425) The controlling depth from the bridge at Gardiner

to Augusta was 51⁄2 feet in 1963. Seasonal buoys mark

the river channel from Gardiner to Augusta.

(426) Ruins of an old pier and power plant are on the west

side of Kennebec River just above Farmingdale. Rockfilled cribs extend over 100 yards offshore and are

marked by a buoy at the eastern end. No attempt should

be made by small craft to pass between them and the

west bank as the area is extremely foul. The east bank

should be favored.

(427) A foul area, reported to be deadheads, is on the west

side of the river off Farmingdale, about 0.4 mile northward of the bridge at Gardiner.

(428) At Browns Island, about 1.5 miles above Gardiner,

the river is crossed by two sets of power cables that have

clearances of 140 feet. Log booms extend southwestward and northwestward from the island. They are unmarked and are used to catch drifting pulp logs which

are washed over the dams above Augusta by spring

floods and freshets. A shoal with a least depth of 3 feet

makes out to the north and northwestward of the

island.

(429) Hallowell, about 3.5 miles above Gardiner, is a

town on the west side of the river 37 miles above the entrance; it has a small town landing. An inactive oil

berth with a depth of 10 feet alongside is on Oil Cloth

Point (44°17.5'N., 69°47.1'W.), about 0.5 mile above

Hallowell.

(430) A pinnacle rock, covered 5 feet, is on the east side of

the channel about 500 yards southwestward of the

wharf on Oil Cloth Point. It is marked by a buoy on its

northwest side. A submerged obstruction, reported in

1965, is in the channel about 300 yards southwestward

of the pinnacle rock and about 50 yards offshore.

(431) Augusta, the capital of Maine, is at the head of navigation on the Kennebec River 39 miles above the

mouth. The city has no waterborne commerce. There is

a public float landing on the east bank just above the

southernmost bridge with 4 feet reported alongside.

The landing is also used by the Augusta Yacht Club; a

parking lot is available, but there are no other services.

Bridges

(432) The four bridges at Augusta have fixed spans. The

first, U.S. Routes 201–202 highway bridge, has a clearance of 70 feet for a width of 67 feet; the second, a city

highway bridge at the upper end of the turning basin,

has a clearance of 27 feet. The head of navigation is at

this bridge as the river is very shallow above it, and not

even small craft venture there. The third bridge, now

used only to carry the city water conduits, has a clearance of 23 feet. The Maine Eastern Railroad bridge adjacent to and above the third bridge has a clearance of 23

feet.

(433) The river is obstructed by a dam, 0.3 mile above the

railroad bridge.

(434) Gasoline, diesel fuel, lubricants, provisions, ice,

and marine supplies can be obtained in Augusta. Bus,

taxi, and railroad freight services are available.

Chart 13290

(435) Casco Bay is a very extensive area between Cape

Small and Cape Elizabeth, a distance of 17.8 miles. Between these two capes the bay extends up into the land

an average distance of about 12 miles. The number of

islands in Casco Bay is 136, and many are fertile and

under cultivation; and nearly all are inhabited. Nearly

every large island extends northeast and southwest,

which is the general course of the bay and of all rivers

and coves contained within its limits.

(436) A vessel-to-vessel oil transfer anchorage area in

Casco Bay, about 3.5 miles northeastward of Portland,

has been designated by the State of Maine Department

of Environmental Protection. The area is 1 square mile

beginning at Hussey Sound Buoy 12,

(437) 43°42'10"N., 70°09'46"W.); thence north to

(438) 43°43'10"N., 70°09'46"W.; thence west to

(439) 43°43'10"N., 70°11'09"W.; thence south to

(440) 43°42'10"N., 70°11'09"W.; thence east to origin.

(See also chart 13292.)

Anchorages

(441) In the eastern part of Casco Bay, the best anchorage

for strangers is in New Meadows River. Local fishermen

and yachtsmen frequently use Sebasco and Cundy Harbors. Potts Harbor, Harpswell Harbor, and Mackerel

Cove are good anchorages in the middle of the bay for

small vessels and yachts.

(442) Merriconeag Sound and Harpswell Sound and the

whole Casco Bay westward of Harpswell Neck afford

good anchorage for large vessels, except in heavy

northeast gales.

(443) Vessels can enter through Broad Sound, Luckse

Sound or Hussey Sound and select an anchorage under

the lee of some of the many islands, a suitable depth

and good holding ground being found in most places.

Portland Harbor is a secure anchorage on the western

side of the bay and is the one used mostly by larger vessels.

298 ■ Chapter 8 ■ Coast Pilot 1
(444) Most of the dangers are marked, and the waters are

well charted, so that, with the aid of the chart, no difficulty should be experienced in navigating Casco Bay in

clear weather.

COLREGS Demarcation Lines

(445) The lines established for Casco Bay are described in

80.110, chapter 2.

No-Discharge Zone

(446) The State of Maine, with the approval of the Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in Casco Bay. The NDZ includes all waters north and east of 43°33'56"N.,

70°11'48"W. at Cape Elizabeth Light to 43°42'17"N.,

69°51'17"W. at Bald Point in Phippsburg (see chart

13292 for limits).

(447) Within the NDZ, discharge of sewage, whether

treated or untreated, from all vessels is prohibited.

Outside the NDZ, discharge of sewage is regulated by

40 CFR 140 (see chapter 2).

Tides and currents

(448) The mean range of tide in the bay is about 9 feet.

Daily predictions for Portland are given in the Tide Tables. The velocity of the tidal current at strength is

about 1 knot in the entrance to Portland Harbor and in

Hussey and Broad Sounds. In the open waters of the

bay it is generally 0.5 knot or less. Current predictions

for a number of locations may be obtained from the

Tidal Current Tables.

Ice

(449) Considerable ice forms at the heads of the numerous arms extending northward in Casco Bay, but the

principal anchorages are available at any season of the

year.

(450) The part of Casco Bay between Cape Small on the

east and Halfway Rock Light and Harpswell Neck on the

west is full of small islands, ledges, and rocks. Between

them, narrow but deep channels lead to the bays and

sounds at the head. These arms afford good anchorage

for small vessels, but are used only by local fishing and

pleasure craft. There are several small villages in this

part of the bay, but no towns.

(451) Temple Ledge, about 1.8 miles southwestward of

Cape Small and covered 25 feet, is unmarked. Lumbo

Ledge, 2 miles west of Temple Ledge and 2.6 miles

south of Ragged Island, is covered 17 feet and marked

by a buoy on its south side.

(452) Spoonbowl Ledge, about 0.3 mile westward of Cape

Small and about 0.4 mile southwest of Gooseberry Island, is covered 5 feet and unmarked. Craft bound from

Cape Small to Small Point Harbor should be careful to

avoid it.

(453) East Brown Cow, 1.6 miles west-northwestward of

Cape Small, is 12 feet high and bare. Mark Island, 0.8

mile northward of East Brown Cow, is high and thickly

wooded. Mark Island Ledge, 0.3 mile southwestward of

Mark Island, uncovers 3 feet and is marked on its west

side by a buoy. Wyman Ledge, 0.5 mile east of Mark Island, covered 4 feet, is marked on its eastern side by a

buoy.

(454) White Bull, 1 mile westward of Mark Island, is a

high, round, and bare islet. White Bull Lighted Gong

Buoy WB, about 0.4 mile southeastward of the island,

marks the southwestern approach to New Meadows

River. Bold Dick, an unmarked rock about 0.7 mile

west-southwestward of White Bull, uncovers 7 feet.

(455) Small Point Harbor, between Wood and Little

Wood Islands on the west and Hermit Island on the

east, is on the east side of Casco Bay 1.5 miles northward of Bald Head, the southwestern extremity of Cape

Small. The harbor is an anchorage for local fishermen

and yachts, but is open to southerly winds.

(456) The principal dangers are Gooseberry Island

Ledge, extending about 0.3 mile southwestward of

Gooseberry Island, awash at low water and marked by a

buoy; Wood Island South Ledge, covered 5 feet at the

end and extending about 0.3 mile south of Wood Island,

marked by a lighted bell buoy about 350 yards westward

of the south end of the ledge; Middle Ledge, awash and

marked by a buoy on its southwestern side; Pitchpine

Ledges, covered 6 feet and marked on its western side

by a buoy; and a 3-foot shoal, marked off its southwest

side by a buoy, about 0.2 mile southwestward of Carrying Place Head.

Anchorage

(457) There is good anchorage in the harbor for small

craft and in the tributary harbors of Fish House Cove,

West Point Harbor, and Cape Small Harbor, but the bottom shoals too rapidly in Tottman Cove, north of Flat

Point, for good anchorage.

(458) Small Point Harbor can be entered either southward of Wood Island or northward of Little Wood Island. Wood Island is rocky and partly wooded, and

Little Wood Island is thickly wooded. Small Point, a

village on the eastern side of the harbor, has an improved highway to Bath, the nearest city.

(459) Cape Small Harbor, between Hermit Island and

Cape Small, affords good anchorage for small craft, but

its entrance, with 4 feet at low water, is narrow and difficult, and should be entered only with local knowledge

or at high water. The harbor entrance is marked by private unlighted buoys off Mill Point. A private camping

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 299
ground is on Hermit Island. A large white hotel northeastward of Goose Rock may be used as a mark to clear

the rock when entering northward of it.

(460) The passage between Goose Rock and Mill Point is

sometimes used by local fishing craft, but is not recommended for strangers. The best water is reported to be

obtained by entering northward of Goose Rock and

then favoring the eastern shore until abeam of the

northern extremity of Mill Point, then favoring the

west side of the two islets eastward of Mill Point until

southward of the fish pier at the lobster pound. The

channel eastward of the islets should be used only at

high water. There is reported to be 18 feet at the fish

pier; gasoline is available. A marine railway at the

pound can haul out craft up to 60 feet in length.

(461) Anchorage is in midchannel southward of the pier

where swinging room can be found in 8 to 10 feet.

(462) A restaurant, open in the summer, is at Head Beach

at the south end of the harbor, which joins Hermit Island to Small Point. A woodland road leads from the

beach to the various camping sites on the island and to

the lobster pound. Restrooms and picnic area are available at the restaurant when open.

(463) There are a number of private float landings and

many moorings in the harbor, which is secure in all

weather.

(464) Carrying Place Cove is a narrow, partially bare

thorofare on the north side of Small Point Harbor. The

thorofare is entered just westward of West Point and

leads northward between Carrying Place Head on the

west and the village of West Point on the east. It is reported that 5 feet can be carried through the thorofare

at high water; local knowledge is advised. There is a

small islet with a house on it in the middle of the passage. Two overhead power cables crossing the thorofare

have a minimum clearance of 30 feet. The southern

part of Carrying Place Cove is also known locally as

West Point Harbor.

(465) There are numerous fish wharves and several service wharves along the east side of the thorofare at the

fishing village of West Point. Two of the service

wharves in the southern part of the thorofare, West

Point Harbor, have gasoline available; depths of 4 to 5

feet are reported alongside. The more southerly of the

two wharves is used to unload lobster boats, and also

has diesel fuel available; groceries, ice, and some marine supplies can be obtained at the other wharf. Good

anchorage in 15 feet, muddy bottom, but exposed to

southerly weather, can be found off these wharves. Another service wharf with 6 feet reported alongside is

near the northern end of the thorofare; gasoline and

diesel fuel can be obtained here. Good anchorage in 8 to

20 feet is available northwestward of this wharf.

(466) Fish House Cove, just eastward of West Point, is

used as an anchorage, but is exposed to southerly

weather.

(467) The thorofare leading eastward of Burnt Coat Island, northward of Carrying Place Head, is marked by

buoys. Strangers in small craft should have no trouble

navigating it. In November 2004, a submerged rock,

covered 3 feet, was reported in about 43°45'07.5"N.,

69°51'59.8"W.; caution is advised.

(468) Jamison Ledge, 0.5 mile westward of Burnt Coat

Island, is 0.4 mile long, and uncovers in one spot at its

south end that is marked by a buoy. Flag Island Ledge,

between it and Flag Island, is awash at low water and

unmarked.

(469) Flag Island is high and thickly wooded. Shoals and

rocky patches extend about 0.7 mile northeastward

from Flag Island. Long Ledge, 0.4 mile northwestward

of Flag Island, has two islets 10 and 12 feet high, which

are grassy. Goudy Ledge, 0.6 mile northward of Flag Island, uncovers 4 feet and is marked by a daybeacon.

Rogue Island, on the west side at the entrance to New

Meadows River, is low with scattered trees. The bottom

in this vicinity is very broken. A buoy is about 0.1 mile

south of Rogue Island.

Anchorage

(470) Sebasco Harbor, a good anchorage for small vessels, is eastward and southward of Harbor Island, and

3.5 miles northward of Bald Head. Dry Ledges form a

large, bare ledge in the entrance; the northern end

should be given a berth of over 100 yards, and the broken ground extending 300 yards eastward from the

ledge should be avoided.

(471) The entrance, marked by a lighted buoy, is between

Dry Ledges and the buoy about 200 yards southward of

Harbor Island. Rocky ledges extending about 150 yards

from both shores restrict the entrance to Sebasco Harbor. On the western side numerous bare rocks extend

shoreward along the ledge in a northwesterly direction.

(472) Anchorage can be selected in 30 to 36 feet, 250 to

300 yards off the cove on the eastern side, and also in

midchannel off the landing at Sebasco Estates inside

Harbor Island in 24 feet.

(473) Sebasco Estates is a summer resort on the east

side of Sebasco Harbor. A pier with a float landing has a

depth of 8 feet. Gasoline and water are piped to the float

in summer, and a dockmaster is in attendance. Provisions, ice, boat hire, lodging, restaurant, and laundromat are available. An octagonal house with cupola at

the landing is very conspicuous.

(474) The thorofare leading northward from Sebasco

Harbor, inside Harbor Island, is bare at low water.

300 ■ Chapter 8 ■ Coast Pilot 1
(475) A boatyard with a 12-ton mobile hoist and a 70-ton

marine railway is in the cove at the north end of the

thorofare; the railway can handle craft up to 60 feet

long or 9-foot drafts for hull repairs or dry covered or

open winter storage. The cove mostly dries out at low

water.

(476) The thorofare leading northward of Harbor Island

and eastward of Malaga Island, marked by two buoys, is

easily navigated by small craft. It is used considerably

as an anchorage by small fishing craft.

(477) Sebasco is a village of fishermen on the east side of

the thorofare. The wharf of an inactive fish-packing

plant with 6 feet reported alongside is at the village.

Provisions can be obtained close by. Gasoline and water

are available at the float landing of a lobster wharf,

about 0.5 mile northward of the fish-packing plant.

(478) A ledge covered at high water extends 350 yards

north-northeastward from Bear Island and is marked at

its end by a buoy. The buoy also marks the northern entrance to the thorofare and the anchorage northward of

Malaga Island.

(479) New Meadows River, at the northeastern end of

Casco Bay, is about 8.5 miles long from Bear Island at

the entrance to the highway bridge on a dam at the

head of navigation. A lighted buoy off Fort Point

(43°46.8'N., 69°53.6'W.) marks the entrance to the

river. It has a deep water channel for the first 6 miles,

and a draft of about 12 feet can be carried to within 0.5

mile of the dam. The principal dangers are buoyed.

(480) Above Howard Point, about 1.5 miles south of the

dam, the channel is narrow and unmarked, and has a

depth of about 7 feet to the dam. Local knowledge is

necessary to carry the best water above Foster Point, 3

miles from the head.

(481) The river is seldom used except by local fishing

boats and small pleasure craft. Small craft can enter

New Meadows River from westward 6 miles above its

entrance through Gurnet Strait.

Anchorage

(482) Cundy Harboris a good anchorage for small vessels

on the west side of New Meadows River, 1 mile above its

mouth. The harbor is clear and has depths of 22 to 31

feet. A buoy marks the south end of the bare ledges on

the northeast side of the harbor.

(483) Cundys Harbor is a village on the western side of

the harbor. A fish processing and shipping plant with a

wharf and float landing is near the southwestern end of

the harbor; depths of 7 to 8 feet are reported alongside

the float. Diesel fuel is available at the wharf. Two service wharves with float landings, one just southward of

the fish wharf and the other about 0.2 mile to the

northward, have reported depths of 10 feet alongside

the floats. Gasoline is available at the northerly float,

and groceries and some marine supplies can be obtained at the stores on the wharves. A rock awash is

about 75 yards south of the more northerly wharf.

(484) Dingley Island is on the west side of the river about

1 mile above Cundy Harbor.

(485) The Basin, a cove on the east shore of New Meadows River about 1.3 miles northeastward of Cundy Harbor, has a narrow but clear entrance. It is a popular

weekend anchorage for yachts and small craft. There

are no landings. A rock awash is almost in the middle of

the anchorage, and the basin shoals in its eastern half.

In August 1980, depths considerably greater than those

charted were reported in The Basin; care should be

taken to allow sufficient scope of chain when anchoring.

(486) Winnegance Bay, on the east side of New Meadows

River 3 miles north of the entrance, is a large bight

with secure anchorage in 18 to 24 feet. There are a few

private landings. The southeast side of the bay is foul.

Bushy Islet and Hen Islet are near the edge of the foul

ground; Hen Island Ledge, awash at its southwest end

at low water, extends 500 yards west-southwestward

from the south islet, where it is marked by a daybeacon.

The north side of the bay is clear. There is considerable

yachting activity in this bay, and good anchorage is

available in Brighams Cove at the head of the bay.

(487) A light on Birch Point, on the northwestern side of

the entrance to the bay, shows a higher intensity beam

downstream and marks the reach in the river from

Sheep Island Ledge to the entrances to Winnegance

Bay and the upper river. The light is the only lighted aid

in the river northward of Bear Island.

Anchorage

(488) Good anchorage can be found in the long coves on

either side of Rich Hill, about 2 miles northward of

Birch Point.

(489) New Meadows and Harding are small villages on

the highway at the bridge crossing New Meadows River

at the head of navigation. The former dam has been

converted to a causeway with a narrow, low-level

bridge; caution is advised in the vicinity because of

swift currents reported at the bridge. The remains of

the piers of an old highway bridge, 0.3 mile below the

former dam, are covered at high water. Caution should

be used in passing between them. An overhead cable

with a clearance of 50 feet is just above the bridge ruins. A town float and a launching ramp are on the west

bank in the vicinity of the old bridge ruins.

(490) An inn is on the east bank at the causeway; lodging

and a restaurant are available. Gasoline and non-potable water are available at the float of a marina on the

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 301
west bank at the causeway; depths of 51⁄2 feet are reported alongside the float. Guest berths and some marine supplies are available, and provisions can be

obtained nearby. A 5-ton fixed lift at the marina can

handle craft up to 24 feet for hull and engine repairs or

winter storage. Good anchorage in 10 feet is off the

landings.

(491) Ridley Cove is eastward of Yarmouth Island and

just westward of the entrance to New Meadows River.

The cove has good anchorage in 23 to 37 feet, but is exposed to southerly and southwesterly winds. It should

be avoided by strangers because of the numerous unmarked ledges and rocks off the entrance. On the end of

West Cundy Point is a large one-story house, which is

very conspicuous from Ragged Island to Small Point.

(492) From the northern end, a narrow deep channel

leads close westward of George Island into Hen Cove.

Another narrow channel with a reported depth of 3 feet,

obstructed and suitable only for small craft in the absence of local knowledge, leads into Quahog Bay. Hen

Cove has extensive shoals, but is a good anchorage for

small craft.

(493) Little Yarmouth Island, close westward of

Yarmouth Island, has ruins of a wharf on its north end.

(494) Dangers off the entrance to Ridley Cove include:

Jenny Island, 10 feet high and grassy; North Jenny

Ledge, covered 2 feet and marked by a buoy at the south

end; Jenny Ledge, which uncovers 5 feet; Ballaststone

Ledge,with grassy Duck Rock 5 feet high on it; and numerous bare spots on Yarmouth Ledges. Flash Island

is a small islet on the extensive ledge area southward of

Yarmouth Island.

(495) Quahog Bay is a narrow arm extending about 4

miles in a northeasterly direction. It offers good anchorage for small vessels. Numerous unmarked ledges

and many small islands are off its entrance, which is between Yarmouth Island and Ledges on the east and

Long Point Island on the west.

(496) The buoyed channel from New Meadows River to

Orrs and Bailey Islands leads across the entrance.

(497) There is also a good channel between Saddleback

Ledge, Ragged Island, Blacksnake Ledge, Yellow Rock,

and Two Bush Island on the east and Round Rock, Middle Ground Rock, and Cedar Ledges on the west.

(498) Saddleback Ledge uncovers 5 feet; Ragged Island,

about 50 feet high and scantily wooded on top, has a

house on it; Blacksnake Ledge uncovers; Yellow Rock,

4 feet high, and Two Bush Island, are grassy; Round

Rock, marked off its south side by a lighted buoy, uncovers 7 feet; and Cedar Ledges, 2 feet high, are bare.

(499) Several unmarked ledges and sunken rocks are in

Quahog Bay. South Ledges, covered at high water and

marked by a buoy on the west side, and North Ledge,

awash, extends 0.4 mile southwestward and northeastward, respectively, from Pole Island.

(500) Card Cove, on the west side of the bay and west of

Pole Island, is used by small fishing boats, but the entrance is only 50 yards wide between ledges off

Pinkham Point and the point on the south side. There

are a few private wharves. Good anchorage in 29 feet is

in the cove.

(501) On the east side of Pinkham Point in the channel

between it and Pole Island are two lobster wharves with

float landings. Depths of 15 to 20 feet are reported

alongside. Gasoline and diesel fuel are piped to the

floats. Excellent anchorage is off the wharves.

(502) The upper end of Quahog Bay, about 1.7 miles

above Pinkham Point off Dyer Cove (43°49'15"N.,

69°55'11"W.), affords one of the best anchorages on the

coast for cruising craft, and the swimming in the warm

water of Mill Cove northward of Snow Island is reported to be excellent.

(503) In Orrs Cove, 0.4 mile above Dyer Cove, is a

boatyard and marina on the west bank about 0.4 mile

below the head. Limited transient berths and moorings, gasoline, diesel fuel, water, electricity, ice, marine

supplies and a pump-out station are available. Craft up

to 50 feet long or 15 tons are handled on skids for limited hull, engine, and electronic repairs or open winter

storage. In 2004, depths of 6 feet were reported alongside the fuel pumps.

(504) Gun Point Cove, westward of Quahog Bay, is a narrow arm of no importance making northward on the

east side of Orrs Island. There are no wharves. Gun

Point on the east side is wooded and has a house on the

end. Hen Island and Oak Island are islets on the ledge

area southward of Gun Point and Long Point Island. A

channel across this ledge area, marked by a buoy, is

part of an inside passage for small craft from New

Meadows River westward to Orrs and Bailey Islands.

(505) A passage with a depth of 4 feet extends from the

north end of Gun Point Cove into Harpswell Sound.

This passage is crossed by State Route 24 highway

bridge, which has a fixed span with a clearance of 10

feet. The passage is difficult because of strong currents

and unmarked ledges, and should not be attempted by

strangers. There are several lobster wharves with float

landings in the vicinity of the bridge.

(506) Lowell Cove, in the south end of Orrs Island, is

used as an anchorage by local fishermen. There are a

number of fish and lobster wharves in the cove, most of

which dry at low water. Ice, provisions, and some supplies can be had at a general store in the village of Orrs

Island, at the head of the cove. The supply of water is

very limited. There is a good road to the mainland.

302 ■ Chapter 8 ■ Coast Pilot 1
(507) Water Cove, southward of Lowell Cove, makes into

the north end of Bailey Island. The cove is foul near its

shores and is little used.

(508) Ram Island and Pond Island, southeastward of

Lowell Cove, are round and grassy. Pond Island

Ledges, awash at high water, extend 0.6 mile southwestward of Pond Island, have many spots bare at low

water, and are unmarked.

(509) Halfway Rock, about in the middle of the southern

part of Casco Bay, is a low, rocky islet marked by Halfway Rock Light (43°39'21"N., 70°02'12"W.), 76 feet

above the water, shown from a 76-foot white tower attached to a dwelling. A fog signal is at the light. Ledges

extend 0.2 mile southwestward and northward from it.

Webster Rock, covered 8 feet at the end of the ledge extending northward, is marked by a buoy.

(510) Drunkers Ledges, 2 miles north-northeastward of

Halfway Rock, consist of two ledges 0.3 mile apart. The

southeast one, Eastern Drunkers Ledge, is covered 4

feet and is marked on its southwest end by a buoy. The

northwest one uncovers about 3 feet and is also marked

by a buoy.

(511) Between Drunkers Ledges and Jaquish Island is

Mark Island Ledge covered 4 feet and marked at its

north end by a buoy. An area of broken ground with

depths of 4 to 22 feet extends south-southwestward

from Jaquish Island to Eastern Drunkers Ledge. In

heavy weather the sea breaks on the shoalest places on

it.

(512) Little Mark Island, on the west side of Merriconeag

Sound at the entrance, is 37 feet high and grassy. It is

marked by Little Mark Island Monument Light, 74 feet

above the water, shown from a black and white stone

pyramidal monument. Great Mark Island is 24 feet

high, bare, and grassy.

(513) Whale Rock, 5 feet high, is 0.4 mile southwestward

of Little Mark Island.

(514) Merriconeag Sound and Harpswell Sound are of

little commercial importance, but they form the approach to a good and convenient anchorage. Vessels of

the deepest draft can enter and find anchorage in 21 to

60 feet, good holding ground.

(515) The entrance is 3.5 miles north-northeastward of

Halfway Rock Light and is marked on its western side

by the light on Little Mark Island. The two sounds extend in a northeasterly direction for 10 miles to

Harpswell Cove, and for the first 4 miles the important

dangers are marked. Above this, strangers should not

go without a pilot, as the channel is narrow, and flats

make out some distance from the shore in several

places.

Anchorages

(516) Special anchorages are in Harpswell Sound, at

Harpswell Harbor, Mackerel Cove, Beals Cove, and the

yacht club anchorage off the southwestern end of Orrs

Island. (See 110.1 and 110.5, chapter 2, for limits and

regulations.)

(517) Jaquish Island, 29 feet high and grassy, on the east

side of the entrance to Merriconeag Sound, and Turnip

Island, 17 feet high and grassy, are conspicuous. Turnip Island Ledge, about 0.2 mile southwestward of Turnip Island, is awash at its southern end and is marked

by a lighted gong buoy about 0.1 mile to the westward.

Jaquish Gut, between Jaquish Island and Bailey Island

to the northward, is reported to have a controlling

depth of 7 feet; local knowledge is advised. A bell buoy is

about 0.5 mile southeastward of Jaquish Island.

(518) Charity Ledge, eastward of Jaquish Island and covered 11 feet, is marked by a buoy.

(519) Mackerel Cove, in the southwestern shore of Bailey

Island on the eastern side of the entrance to

Merriconeag Sound, is a good anchorage in 30 to 48

feet for small craft, which use it frequently; it is open

southwestward, but a heavy sea seldom enters.

Anchorage

(520) A special anchorage is in Mackerel Cove. (See

110.1 and 110.5, chapter 2, for limits and regulations.)

(521) The village of Bailey Island is on Mackerel Cove. A

ledge, marked by a lighted buoy, extends southward

from Abner Point, on the west side of the entrance.

There are no known dangers in the channel except for

unmarked ledges that extend from the shores and an

unmarked rock, reported to uncover about 2 feet, near

the head of the cove. The water shoals gradually toward

the head. It is reported that the west side of the channel

should be favored in making the wharf and marina on

the west side of the cove near the head. An uncharted

large white house, on the west shore, is reported to be a

good guide. Several fish piers are in the cove.

(522) A wharf and marina on the west side near the head

has gasoline, diesel fuel, water and electricity at the

floats which have 6 to 10 feet reported alongside; ice,

some provisions and some marine supplies are available. A restaurant and motel are at the wharf. Overnight berthing is permitted, and guest moorings are

maintained. Lodging and a store are available in the village.

(523) There is a good road to the interior. Ice seldom obstructs the cove in winter.

(524) The southern point of Bailey Island is marked by

two high observation towers and a house.

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 303
(525) A boatyard is on the north side of the unnamed

cove on the west side of the island, just northward of

Mackerel Cove. The yard has a 11⁄2-ton crane, and a marine railway that can handle craft up to 50 feet in length

for hull and limited engine repairs, and dry, covered or

open winter storage. Electric and electronic repairs can

also be made, and some marine supplies can be obtained.

(526) A marina in the cove has gasoline and water available. Depths of 4 feet are reported alongside the floats.

(527) Small boats can be launched from the hard beach

at the head of the cove making into the north end of

Bailey Island, west of the bridge over Wills Gut. The

cove is protected on its westerly side by a spit. A lobster

pound with wharf and float landing is on the end of the

spit. Depths of 6 feet are reported alongside the float;

gasoline is available. Parking and picnic areas adjoin

the restaurant on the wharf.

(528) A small-craft launching ramp, usable only at high

water, is available at a small marina on the north end of

Bailey Island just east of the bridge.

(529) Wills Gut is a thorofare between the south end of

Orrs Island and the north end of Bailey Island. It is used

by local fishing boats, but the channel is very narrow

and difficult. Strangers using the channel should await

low water, when the ledges bare enough on each side to

indicate the channel course. State Route 24 highway

bridge over the gut has a fixed span with a clearance of

10 feet. An overhead power cable at the bridge has a

clearance of 41 feet. The controlling depth through the

gut is reported to be 5 feet.

(530) A summer resort is on the southwest end of Orrs Island. Only a few piles remain of the old steamer wharf

there. The Orrs-Bailey Yacht Club has a float with 15

feet alongside close northward of the ruins of the old

steamer wharf. Gasoline and water are available at the

float. A special anchorage is off the club. (See 110.1

and 110.5, chapter 2, for limits and regulations.)

(531) There are several wharves southward of the club

landing toward the Wills Gut bridge, on one of which is

a general store where ice, provisions, and some marine

supplies may be obtained. There is a boat ramp with

parking and picnic areas at the store.

(532) The approach to the wharves from Merriconeag

and Harpswell Sounds is northward of a buoy and a

daybeacon marking the end of Cox Ledge, which uncovers at low water and extends from the northwestern

point of Bailey Island.

(533) Pinkham Island, on the west side of Merriconeag

Sound northward of the thorofare leading westward

into Potts Harbor, has one house and is 31 feet high,

bare, and grassy. Ledges, bare and covered, extend 500

yards southward of the island to a buoy. A channel

northwestward of the island has a depth of at least 8

feet. It leads between shoals and should not be used by

strangers.

(534) Harpswell Harbor, on the west side of Harpswell

Sound 3.5 miles above Little Mark Island, is a good anchorage in 18 to 36 feet, shoaling gradually to the head.

There are private float landings for small craft on the

west side, and the small settlement of West Harpswell

is on the main road back of the landing. The waters of

Harpswell Harbor are a special anchorage. (See 110.1

and 110.5, chapter 2, for limits and regulations.)

(535) Beals Cove, a shoal, foul cove on the west side of

Orrs Island, is a special anchorage. (See 110.1 and

110.5, chapter 2, for limits and regulations.)

(536) Reed Cove, on the west side of Orrs Island, is reported to have good anchorage in 12 to 18 feet with protection from south and southwesterly winds; sand over

mud bottom.

(537) There is a thorofare from the north end of

Harpswell Sound through Ewin Narrows, Prince

Gurnet, Long Reach, and Gurnet Strait to New Meadows River. It is occasionally used by local boats. The

channel is narrow, has a depth of about 6 feet, and has

many dangers; the tidal currents are strong, and the

thorofare should not be used by strangers. It is sometimes marked by bush stakes.

(538) A fixed highway bridge with a clearance of 30 feet

crosses the southern part of Ewin Narrows.

(539) Gurnet Strait is crossed by State Route 24 highway

bridge which has a fixed span with a vertical clearance

of 10 feet and a horizontal clearance of 42 feet. The

depth at the bridge is reported to be about 6 feet. In

1979, shoaling to bare was reported in the northerly

part of the channel.

Tides and currents

(540) The tidal current through Gurnet Strait is very

strong at strength–estimated at 7 to 8 knots at

times–and boats go through only at slack water. The

ebb current runs eastward. Low-water slack occurs a

little before low water at Portland.

(541) At the strength of the current, there is a difference

of elevation of probably 3 feet in the level of the water

on either side of the bridge. The flood currents meet in

the reach between Prince Gurnet and Gurnet Strait.

(542) Gurnet is a village on the shores of Gurnet Strait.

There are several wharves with float landings. Restaurants are available on the wharves or nearby. Provisions

can be obtained.

(543) The part of Casco Bay westward of Harpswell Neck

has numerous sounds, bays, and rivers, separated by islands mostly lying in a northeasterly and southwesterly

direction. Portland Harbor, at the western end of the

bay, is the principal port of Maine. Many summer

304 ■ Chapter 8 ■ Coast Pilot 1
resorts and landings are on the islands and shores of

the bay, and small vessels from Portland run as far east

as Bailey Island and call at the State piers on the islands.

(544) There are broad channels into the bay through

Broad, Luckse, and Hussey Sounds, and secure anchorage for vessels of any draft can be found. The bay is frequented by many yachts and small pleasure craft, and

some fishing boats. The ferries running to the State

piers are of 4 to 6 feet in draft.

(545) Through Hussey Sound, 42 feet can be taken on either side of Soldier Ledge which has been cleared to a

depth of 40 feet. The inshore channel extends from

Peaks Island along the north shore of Long Island. A

submerged obstruction is reported close westward of

the lighted gong buoy on the south side of the eastern

entrance to Hussey Sound.

(546) The Coast Guard Captain of the Port, Sector Northern New England, advises the minimum visibility requirements for deep draft vessels for Hussey Sound and

its approach channels are 1⁄4 mile. Pilots and tugs are

available at Portland; see Pilotage, Portland, indexed as

such. Tug/barge units should not change mode of towing in the vicinity of the Hussey Sound entrance due to

the restricted navigation area available.

(547) From the fairway bell buoy in the entrance to

Broad Sound, 42 feet can be carried to good anchorages in upper Broad Sound to Middle Bay, and to the vicinity of French Island and the north end of Great

Chebeague Island.

(548) Also, 42 feet can be taken through Luckse Sound to

the vicinity of Bangs Island. There is a minimum effective cleared depth of 20 feet westward of the island to off

the north point of Great Chebeague Island.

(549) An inshore channel used by interisland ferries,

yachts, and fishing craft extends from the south point

of Great Chebeague Island around either side of Bangs

Island, across Broad Sound, and through Potts Harbor

to Merriconeag Sound.

(550) Potts Harboris a large irregular bight in the southern end of Harpswell Neck, between Potts Point on the

east and Basin Point on the west, and Haskell Island

and Upper Flag Island and the ledges between them on

its southern side. The harbor affords good anchorage in

depths of 24 to 33 feet.

(551) South Harpswell is a village on the east side of

Potts Harbor. A town wharf with float landing is on the

east side of the harbor, about 0.4 mile above Potts

Point; depths of 6 feet are reported alongside the float.

A fish wharf with 7 feet reported alongside in 1979, is

on the west side of Ash Point, at the entrance to Basin

Cove; gasoline and diesel fuel are available. A marina

and restaurant are on the west side of the harbor about

0.1 mile above Basin Point. Transient berthage,

gasoline, diesel fuel, water, electricity, and ice are available; depths of 5 feet are reported alongside the float

landing. A trailer at the marina can handle craft up to

35 feet for some engine repairs and open winter storage.

Anchorage

(552) A special anchorage is on the northeast side of Basin Point. (See 110.1 and 110.5, chapter 2, for limits

and regulations.)

(553) There are two entrances to the harbor. The eastern

one, from Merriconeag Sound, is marked by buoys and

a daybeacon. It has a depth of about 14 feet, but is narrow and crooked with strong tidal currents. It is suitable only for small craft or small vessels with local

knowledge.

(554) The western entrance, between Upper Flag Island

and Horse Island, is straight and about 225 yards wide

at its narrowest part, between Horse Island and the

edge of the shoal between Upper Flag Island and

Thrumcap, a grass-covered rock. Upper Flag Island, 59

feet high, Little Birch Island, 14 feet high, and Horse

Island, 23 feet high, are grass covered.

(555) A ledge extending southwestward from Little Birch

Island is marked by a bell buoy, and a shoal covered 3

feet, about 0.2 mile west of Upper Flag Island, is marked

on its southwestern end by a buoy.

Anchorage

(556) Basin Cove is a special anchorage. (See 110.1 and

110.5, chapter 2, for limits and regulations.)

(557) The entrance to the cove is obstructed by the remains of an old dam which is covered at high water. Entry into this cove is dangerous at all times and should

not be attempted without local knowledge.

(558) Outer Green Island, 4 miles westward of Halfway

Rock Light (43°39.4'N., 70°02.3'W.), is grassy. Junk of

Pork, a high rock with surrounding bare ledges, is 250

yards southward of it. Johnson Rock, 0.1 mile northeastward of Outer Green Island, with foul ground between, is covered 8 feet and is marked on its north side

by a buoy.

(559) Green Island Reef, about 0.2 mile long and bare at

low water, is 0.7 mile northeastward of Outer Green Island. It is marked on its southwest end by a buoy. Green

Island Passage, leading between the buoys marking

Green Island Reef and Johnson Rock, has a width of 400

yards and a depth of 44 feet, and is used by small vessels. Inner Green Island, 0.4 mile northeastward of

Green Island Reef with foul ground between, is 15 feet

high and grassy.

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 305
306 ■ Chapter 8 ■ Coast Pilot 1

(560) Jewell Island and Cliff Island, northward of Inner

Green Island, are partly wooded. Numerous homes and

several private landings are on the northwest shore of

Cliff Island; the State pier and public float landing are

on the west shore of the island about 0.7 mile from the

south end. There is 22 feet at the head of the pier. Gasoline is available at a pier and float landing with 6 feet

alongside on the east shore of the island. Provisions can

be obtained at a store near the pier. The old steamer

wharf on the west shore of Jewell Island is reported to

be in disrepair.

(561) Johns Ledge, covered 3 feet in places, extends 0.4

mile southwestward from the southern end of Cliff Island. Its end, covered 16 feet, is marked by a bell buoy.

There is no safe passage for vessels between the bell

buoy and the island. A buoy marks the broken ground

and shoals southeastward of the island.

(562) A cove on the northwest side of Jewell Island has

excellent anchorage with good protection in 10 feet,

mud bottom. A prominent stone tower is on the south

end of Jewell Island, and the ruins of two old wharves

and a house are on the west side. There are no facilities.

(563) Broken Cove, about 1 mile northeastward of Jewell

Island, is formed by a group of bare rocks and small islets connected by ledges extending 0.6 mile northeastward from West Brown Cow, a 36-foot-high

grass-covered islet. The daybeacon on Stockman Island

in range with or open eastward of the northeast point of

Ministerial Island leads eastward of the ledges, which

are marked on the northeast side by a gong buoy.

(564) Eagle Island is 64 feet high, wooded, and prominent, and has a house and flagstaff on the northeast

side. A ledge, which uncovers about 6 feet, extends 300

yards westward of the island; a buoy is on the southwest

side of the ledge. The State of Maine maintains a pier,

float, ramp, and at least four guest moorings for summer visitors on Eagle Island.

(565) Eagle Island Ledge, awash at high water, is 300

yards southeastward of the southern end of Eagle Island. Ledges covered 4 to 5 feet extend 300 yards southeastward and 500 yards northeastward from Eagle

Island Ledge. Partly bare ledges extend about 250 yards

northward from Eagle Island.

(566) Bates Island, 29 feet high, and Ministerial Island,

24 feet high, both westward of Eagle Island, are grassy.

They are surrounded by extensive ledges. Stave Island

is sparsely wooded. Stave Island Ledge uncovers 2 feet

and is marked by a buoy at its northeast end.

(567) Hope Island, in Luckse Sound opposite Cliff Island,

is 90 feet high and wooded except on the southwest

end, which is marked by a large house and flagpole.

Rogues Island, 16 feet high, and Sand Island, northeastward of Hope Island, are grassy. The channel

between them is marked by buoys. Crow Island, 0.8

mile north of Sand Island, is 15 feet high and grassy and

has one house in the center.

(568) Bangs Island, 66 feet high, and Stockman Island,

36 feet high, are bare and grassy. Stockman Island has a

daybeacon at the southwest end. Goose Nest is a grassy

islet about 4 feet high, and Goose Nest Ledge, part of

which uncovers about 7 feet, is northward of Goose

Nest. A ledge extending 400 yards south of Goose Nest

is marked by a buoy.

(569) Whaleboat Island is 74 feet high and wooded on the

north end, the highest part, and 56 feet high and grassy

at the south end. A light shown from a white skeleton

tower is near the southerly point. A 23-foot shoal,

about 0.2 mile south of the light, is marked by a gong

buoy, which also marks the junction of two deep channels leading to a naval fuel depot and wharf on the west

shore of Harpswell Neck in Middle Bay, eastward of

Goose Ledge, about 2.6 miles northeastward of Basin

Point. The tanks and other features of the naval fuel depot are conspicuous. The T-head pier is reported to

have 35 feet alongside.

(570) The eastern channel leads between Birch Island

Ledge, which uncovers 6 feet and is marked on its

southwestern end by a buoy, and a buoyed 27-foot spot

on the east, and Whaleboat Island on the west. The

western channel leads between Whaleboat and Little

Whaleboat Islands. It is buoyed.

(571) A 038°–218° measured course, 5,946 feet long and

marked by shore ranges, is on the west side of Whaleboat Island.

(572) Little Whaleboat Island is 35 feet high and wooded.

Extensive ledges extend about 0.7 mile northward,

westward, and southwestward of the island. Little

Whaleboat Ledge, covered 3 feet and Whaleboat Ledge,

covered 6 feet, are about 0.8 and 1 mile, respectively,

southwestward of Little Whaleboat Island. Both are

marked by buoys.

(573) Middle Bay makes northeastward on the west side

of Harpswell Neck. Harpswell Center is a village on the

main road of Harpswell Neck. The bay has good anchorage, but is seldom used. Lower Goose Island, 73 feet

high, and Upper Goose Island, 85 feet high, on the west

side of the bay, are wooded.

(574) Gasoline and diesel fuel can be obtained at the float

landing of a lobster pier on Lookout Point, on the east

side of Middle Bay opposite Upper Goose Island. Depths

of 3 feet are reported alongside the float.

(575) Merepoint Bay, shallow and obstructed by flats at

its northern end, is between Birch Island, about 50 feet

high, and White Island on the east, and Merepoint

Neck on the west. It is the center of considerable yachting activity in the summer season. The Merepoint
Yacht Club on the neck is an organization of summer

residents without formal clubhouse or landing. Several

private float landings of members are used. Merepoint

is a village on the neck.

(576) A marina with 3 feet reported alongside its float is

on the east side of the neck, about 1 mile above Mere

Point. Limited moorings, gasoline, diesel fuel, water,

ice, some marine supplies, and a pump-out facility are

available. A marine lift to 22 tons and dry winter storage are also available.

(577) Maquoit Bay makes northeastward on the westward side of Merepoint Neck; the entrance is north of

the Goose Islands. Most of the bay is shoal and is obstructed by flats covered 1 to 4 feet. Through the flats a

channel with 19 to 24 feet leads for a distance of 2 miles

northwestward from its entrance.

(578) A boatyard is on the west side of Merepoint Neck,

about 2 miles above Mere Point. The marine railway at

the yard can handle craft up to 35 feet in length for hull

and engine repairs, and dry, covered or open winter

storage. A small-craft launching ramp is at the yard.

(579) Southward of Maquoit Bay, the chain of islands between Sister Island and Bustins Island, are wooded,

and there are flats between and northward of them.

Sister Island Ledge, northward of 41-foot-high Sister

Island, is partly bare at high water. Bustins Island, 83

feet high, has numerous cottages. A public landing is

on the southeast side of the island with a post office and

store nearby. Gasoline is available.

(580) Rocks, awash at low water, are 50 yards southeastward and 75 yards southwestward from the landing.

Eastward of the landing is a house on a ledge about 100

yards offshore. Little Bustins Island, 15 feet high, is

marked by a house and a clump of trees in the center.

(581) Bustins Ledge, southeastward of Bustins Island, is

about 4 feet high in one spot. French Island, 62 feet

high, is wooded. Little French Island, also wooded, is

on ledges which extend northward of the island.

(582) Harraseeket River is west of Maquoit Bay. The approach is between Bustins Island on the east and

Moshier Island, 91 feet high and wooded, on the west.

The entrance to the river, between Moore Point and

Stockbridge Point, is narrow and marked by buoys. Except for a dangerous midchannel rock, covered 2 feet,

reported to lie in the entrance about 100 yards southwest of Pound of Tea Island, it has a depth of 23 feet.

(583) From the entrance the channel leads between flats,

mostly bare at low water, in a northerly direction to

Weston Point. Thence a shoal unmarked channel leads

to Porter Landing, to which small craft drawing up to 6

feet or less are reported to go at high water with local

knowledge.

Anchorage

(584) A special anchorage is between Stockbridge Point

and Weston Point. (See 110.1 and 110.5, chapter 2, for

limits and regulations.)

(585) South Freeport, on the west side of Harraseeket

River, about 0.7 mile above the entrance, has a town

wharf with a depth of 15 feet reported alongside its float

landing. Guest berths and moorings, electricity, gasoline, diesel fuel, water, ice, most marine supplies, and a

pump-out facility can be obtained at the float landings

of marinas on either side of the town wharf; depths of

12 to 16 feet are reported alongside the floats. Lifts to

36 tons are available, and complete hull, engine and

electronic repairs can be made. Dry open winter storage is also available.

(586) The Harraseeket Yacht Club with 19 feet reported

alongside its float landing is about 300 yards southward

of the town wharf; guest moorings are maintained. A

motorboat passenger ferry operates from the town

wharf to Bustins Island during the summer.

(587) At Porter Landing, 1.4 miles north-northeast of the

South Freeport town wharf, is a boatyard which builds

boats up to 40 feet and makes hull and engine repairs.

The landing is reported accessible for a draft of 6 feet

within 21⁄2 hours of high tide.

(588) Prominent landmarks include a large stone

turreted tower at South Freeport, a tank and standpipe

at Yarmouth, and the two stacks and green painted

powerplant and oil tanks on Birch Point, the southwestern end of Cousins Island, which are visible from

every section of Casco Bay. The stacks are marked by

flashing lights.

(589) Littlejohn Island and Cousins Island, northward

of Great Chebeague Island, are connected by a wooden

bridge. The passage between the islands dries at low

water. An overhead telephone cable crosses the passage

just north of the bridge. There is a wharf on the southeast side of Littlejohn Island which has a reported

depth of 3 feet alongside and is seldom used.

(590) There is a large powerplant on the north side of

Birch Point, the southwestern end of Cousins Island;

the two stacks and green painted powerplant and oil

tanks are conspicuous throughout the bay. The two

stacks are marked by flashing lights. The plant’s T-head

pier with dolphins can accommodate vessels 715 feet in

length and 32 feet in draft. In 1979, depths of 33 feet

were reported alongside; bottom is mud and rock. The

pier is used by tankers which re-supply the powerplant

with fuel oil. Vessels normally moor starboardside-to

and require tugs and a line boat to handle bow and

stern lines. Pilots and tugs are available at Portland; see

Pilotage, Portland, indexed as such. Only fresh water is

available; bunker fuel oil and diesel oil can be obtained

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 307
in Portland. Vessels should engage the services of one

or more escort tugs for transit to the Wyman Station

Oil Terminal on Cousins Island. For inbound transits

the escort tugs should be engaged in the vicinity of Cow

Island. The use of escort tugs for vessels with an operational bow thruster will be at the discretion of the pilot.

(591) There is a wharf and float landing on Doyle Point

on the east side of Cousins Island. No facilities are

available. A motorboat taxi service operates from the

landing to a stone wharf on the northwest side of Great

Chebeague Island throughout the year.

(592) Cousins Island is connected to the mainland by a

highway bridge. The fixed span over the main navigation channel has a clearance of 25 feet. Overhead power

cables with a clearance of 68 feet over the main channel

cross the waterway northeastward of the bridge.

(593) Royal River is a narrow crooked stream southwestward of Harraseeket River. The river is entered northward of Cousins Island through a dredged channel

which leads from the northwestern part of Casco Bay to

the river entrance between Parker Point on the south

and Fogg Point on the north, and thence to the head of

river navigation at the anchorage basin, about 0.7 mile

below the town of Yarmouth. The approach section of

the channel is State maintained. In November-December 2003, the controlling depth was 5.3 feet (7.2 feet at

midchannel) from Buoy 4 to Buoy 18, thence 6.6 feet at

midchannel to the basin, with depths of 2.6 to 6 feet

available in the basin. In September 1993, shoaling to

an unknown depth was reported in the vicinity of Royal

River Channel Buoy 2. The channel is marked by buoys.

Falls in the river are about 0.3 mile above the turning

basin.

(594) The Royal River is a Marine Protected Area (MPA).

(See Appendix C, for additional information.)

Small-craft facilities

(595) There are several small-craft facilities on the river

below the bridge, with electricity, gasoline, diesel fuel,

water, ice, provisions, marine supplies, pump-out stations, small-craft launching ramps and dry, covered or

open winter storage available. Lifts to 60 tons and a marine railway that can handle craft up to 50 feet long or

20 tons are available for hull, engine and electronic repairs.

(596) Cousins River, a narrow shallow stream marked by

private seasonal uncharted buoys, empties into the

mouth of Royal River from northward. U.S. Route 1 and

Interstate 295 highway bridges crossing the river about

a mile above its mouth have 46-foot fixed spans with

clearances of 3 feet. A boatyard on the west side of the

river about 0.9 mile above the mouth, builds boats up

to 70 feet in length. The yard has a 31⁄2-ton fixed crane,

and a marine railway that can handle craft up to 40 feet

for hull and engine repairs; guest moorings are maintained.

Charts 13290, 13292

(597) Great Chebeague Island is one of the largest islands in Casco Bay. Indian Point, a sandspit at the

southwestern end of the island, has a house and a lone

tree on it.

(598) Chandler Cove is formed by a bight in the southwestern end of Great Chebeague Island and by Little

Chebeague Island; it is a good anchorage with 30 to 60

feet, but is little used. Mariners are cautioned to avoid

anchoring in the cable area that extends across the

southeast part of Chandler Cove. There is passenger

and freight service from Portland to the State pier and

public float landing in Chandler Cove, at the south end

of the island. The pier has a depth of 15 feet at the head.

A water taxi service carries passengers from the wharf

at Doyle Point on Cousins Island to the stone wharf on

the northwest shore of Great Chebeague Island; there

is 6 feet alongside the wharf.

(599) A boatyard is on the east side of Great Chebeague

Island, in the bight west of Crow Island. Gasoline, limited water, and sewage pumpout facilities are available.

(600) Chebeague Island is a village located in the north

central part of the island.

(601) Little Chebeague Island has a patch of woods in its

center and a few houses. The old landing, on the east

side, is in disrepair.

(602) Long Island, southwestward of Great Chebeague

Island, has several landings on its northwest side. Mariner and Long Island are villages near the northern and

western ends, respectively. A passenger and freight

ferry from Portland calls at Ponce Landing on the

northwest shore. The ruins of three piers are northeastward of Ponce Landing.

(603) The passage between Crow Island, 6 feet high, and

the north point of Long Island, is closed by scuttled vessels with hulls showing above high water.

(604) The islands southward of Long Island are described

with Portland Harbor.

(605) Broad Cove (43°46.0'N., 70°11.0'W.), in the northwestern part of Casco Bay, is shallow. Good anchorage

is available in the middle of the cove, southwest of

Prince Point, in 15 to 17 feet. It is open southward and

eastward.

(606) Falmouth Foreside, a yachting center 4.3 miles

north of Portland, has a boatyard that builds boats to 55

feet and a large marina with mobile hoists to 15 tons,

where craft up to 50 feet can be hauled out for hull and

engine repairs, and covered or open dry winter storage.

308 ■ Chapter 8 ■ Coast Pilot 1
Electric and electronic repairs can be made. The marina has float landings with 6 to 10 feet reported alongside. Gasoline, diesel fuel, and water are piped to the

floats, and electricity and most marine supplies are

available. There is a restaurant at the yard and lodging

in the vicinity.

(607) There are numerous private moorings, and the

yard maintains guest moorings. Ice, provisions, marine

supplies, and bus and taxi services are available.

(608) The Portland Yacht Club, close northeastward of

the yard, has a float landing with 10 feet reported

alongside; water and electricity are available. The club

has a restaurant and club facilities for members and

guests.

(609) The waters off Falmouth Foreside shore from

Prince Point (43°42.7'N., 70°13.0'W.), northeastward

for 1.8 miles are a special anchorage. (See 110.1 and

110.5, chapter 2, for limits and regulations.) The

harbormaster supervises the moorings; he can be

reached by telephone (207-781-4673).

(610) In approaching the landings from the southward,

care should be taken to pass eastward and northward of

the buoy close eastward of York Ledge, before rounding

up to the northwestward. A number of small craft cutting too close to the buoy have hung up on the ledge. A

daybeacon is on the ledge.

(611) Sturdivant Island, 51 feet high and covered with

grass and bushes, is partly wooded and has a house on

it. Sturdivant Island Ledges, about 0.4 mile

south-southwest of the island, uncover 7 feet in places

and are marked on the southern, eastern, and western

edges by buoys. Underwood Ledge, to the westward, is

covered 4 feet and is marked on its eastern side by a

buoy. Basket Island is wooded.

(612) Upper Basket Ledge and Lower Basket Ledge both

uncover 5 feet and are marked by daybeacons. A 12-foot

spot, about 700 yards westward of the daybeacon on

Lower Basket Ledge, is marked by a buoy on its southwestern side. Clapboard Island is 50 feet high and

wooded, and has a private landing on its west side. The

island is surrounded by ledges, bare and covered.

(613) Cow Island Ledge Light (43°42'11"N., 70°11'19"W.),

23 feet above the water, is shown from a spindle tower

with a red and white diamond-shaped daymark on a red

caisson; the light marks the ledge between Clapboard

Island and Cow Island. A buoy marks the northeast extremity of the ledge.

(614) Waites Landing is 1.7 miles southward of Falmouth Foreside. The Brothers are two low, flat islets, 6

and 11 feet high.

(615) Mackworth Island is connected to Mackworth

Point, the eastern entrance point of Presumpscot

River, by a stone causeway and highway bridge on piles

with a 17-foot fixed span and a clearance of 5 feet at the

navigation channel through the bridge.

(616) Presumpscot River, the entrance of which is between Mackworth Island and Martin Point, has a narrow crooked channel with a depth of 13 feet to the U.S.

Route 1 highway fixed bridge at the entrance. The

bridge has a clearance of 12 feet. For about 1 mile above

the bridge, the channel has a depth of 6 feet.

(617) Three fixed spans, Interstate 295 Highway bridge, a

railroad bridge, and State Route 9 Highway bridge,

cross the river about 2 miles above the U.S. Route 1

fixed bridge; the minimum clearance is 9 feet. An overhead power cable between the railroad bridge and State

Route 9 Highway bridge has a clearance of 42 feet.

There is no waterborne commerce on the river and the

channel is unmarked. On Martin Point, the buildings of

the former marine hospital are conspicuous.

Chart 13292

(618) Portland Harbor, at the western end of Casco Bay,

is the most important port on the coast of Maine. The

ice-free harbor offers secure anchorage to deep-draft

vessels in all weather. There is considerable domestic

and foreign commerce in petroleum products, wood

pulp, paper, seafood products, and general cargo. It is

also the Atlantic terminus of pipeline shipments of petroleum products to Canada.

(619) The outer harbor comprises the area westward of

Cushing, Peaks, House, and Great and Little Diamond

Islands from the entrance at Portland Head to the entrance of Fore River at Fish Point, including the three

deepwater general anchorages and the oil discharging

berth westward of Spring Point. The Coast Guard Captain of the Port, Sector Northern New England, advises

the minimum visibility requirements for deep draft

vessels for Portland Outer Harbor are 1⁄2 mile.

(620) The inner harbor is considered to be in two sections; the outer part or Main Harbor, extending from

the entrance of Fore River to the Casco Bay Bridge; and

the inner part, or Fore River, from Casco Bay Bridge to

the head of deepwater navigation at the combined fixed

railroad and highway bridge. The Coast Guard Captain

of the Port, Sector Northern New England, advises the

minimum visibility requirements for deep draft vessels

for Portland Inner Harbor are 1⁄4 mile.

(621) Portland, an important manufacturing, fishing,

and industrial center, is on the north side of the inner

harbor with all the railroad, bulk, and general cargo

terminals and piers. South Portland is on the south

side of the harbor with all of the petroleum handling

terminals and pipeline facilities along its waterfront.

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 309
(622) The main approaches to the harbor are from the

southward from Portland Lighted Whistle Buoy P, or

from the eastward from Halfway Rock Light to the entrance of the harbor between Portland Head, and Ram

and Cushing Islands. (See chart 13290.)

(623) Traffic Separation Scheme (Portland) has been established in the approaches to Portland Harbor. (See

charts 13260 and 13286.)

(624) The Scheme is composed basically of directed traffic lanes each with one-way inbound and outbound

traffic lanes separated by defined separation zones and

a precautionary area. The Scheme is recommended for

use by vessels approaching or departing from Portland

Harbor, but is not necessarily intended for tugs, tows,

or other small vessels which traditionally operate outside of the usual steamer lanes or close inshore.

(625) The Traffic Separation Scheme has been designed

to aid in the prevention of collisions at the approaches

to major harbors, but is not intended in any way to supersede or alter the applicable Navigation Rules. Separation zones are intended to separate inbound and

outbound traffic lanes and to be free of ship traffic,

and should not be used except for crossing purposes.

Mariners should use extreme caution when crossing

traffic lanes and separation zones. (See Traffic Separation Schemes, chapter 1, for additional information.)

(626) The precautionary area in the approaches to Portland Harbor has a radius of 5.45 miles centered on

Portland Lighted Whistle Buoy P (43°31'36"N.,

70°05'28"W.), excluding that area of the circle bounded

by an imaginary line extending between the outer limits of the inbound and outbound traffic lanes.

(627) Portland Eastern Approach.

(628) A 1–mile–wide traffic separation zone centered in

the following positions: (i) 43°30'11"N., 69°59'10"W.,

and (ii) 43°24'17"N., 69°32'42"W.

(629) Inbound traffic lane is a 1.5-mile-wide lane with a

length of about 20 miles. Entering the traffic lane at a

point in about 43°25'00"N., 69°32'30"W., a course of

287° follows the centerline of the traffic lane to the

junction with the precautionary area.

(630) Outbound traffic lane is a 1.5-mile-wide lane with

a length of about 20 miles. Entering the traffic lane at a

point in about 43°29'00"N., 69°59'42"W., a course of

107° follows the centerline of the traffic lane to its end;

thence steer usual courses to destination.

(631) Portland Southern Approach.

(632) A 1–mile–wide traffic separation zone centered in

the following positions: (i) 43°27'00"N., 70°03'29"W.,

and (ii) 43°07'49"N., 69°54'57"W.

(633) Inbound traffic lane is a 1.5-mile-wide lane with a

length of about 20 miles. Entering the traffic lane at a

point in about 43°08'12"N., 70°53'18"W., a course of

342° follows the centerline of the traffic lane to the

junction with the precautionary area.

(634) Outbound traffic lane is a 1.5-mile-wide lane with

a length of about 20 miles. Entering the traffic lane at a

point in about 43°26'36"N., 70°05'06"W., a course of

162° follows the centerline of the traffic lane to its end;

thence steer usual courses to destination.

(635) The Traffic Separation Scheme is not buoyed.

(636) A vessel-to-vessel oil transfer anchorage area in

Casco Bay, about 3.5 miles northeastward of Portland,

has been designated by the Maine State Department of

Environmental Protection. The area is 1 mile square

beginning at Hussey Sound Buoy 12, (43°42'10"N.,

70°09'46"W.); thence north to 43°43'10"N., 70°09'46"W.;

thence west to 43°43'10"N., 70°11'09"W.; thence south

to 43°42'10"N., 70°11'09"W.; thence east to origin.

Prominent features

(637) Portland Lighted Whistle Buoy P (43°31'36"N.,

70°05'28"W.), is a large navigational buoy (LNB) about

5.3 miles east-southeastward of Cape Elizabeth Light.

The buoy is red, shows flashing and fixed white lights

42 feet above the water, and is equipped with a fog signal and racon.

(638) Cape Elizabeth, the southern entrance point of

Casco Bay, is marked by Cape Elizabeth Light

(43°33'58"N., 70°12'00"W.), 129 feet above the water,

shown from a 67-foot white conical tower; the fog signal is about 266 yards southeast of the light. An abandoned lighthouse tower is about 300 yards to the

southwest. Numerous houses are near the light.

(639) A stone tower about 0.5 mile southward of Portland

Head Light is conspicuous as is Chimney Rock about

300 yards southeastward of the tower.

(640) Portland Head Light (43°37'23"N., 70°12'28"W.),

101 feet above the water, shown from an 80-foot white

conical tower connected to a dwelling, marks the south

side of the entrance. A fog signal is at the light. A directional light, 23 feet above the water, is shown from the

same structure.

(641) Ram Island Ledge Light (43°37'53"N., 70°11'15"W.),

77 feet above the water, shown from a light gray conical,

granite tower, is on the ledge, awash at low water, about

400 yards south of 27-foot-high Ram Island, and marks

the north side of the entrance; a fog signal is at the

light.

(642) Cushing Island, on the northeast side of the entrance, is mostly grass covered. White Head is a bluff at

its northeastern end. A pier is in Spring Cove on the

north side.

(643) Two old observation towers on the island are conspicuous. One is on White Head at the northeast end of

the island; another is 500 yards southwestward of it.

310 ■ Chapter 8 ■ Coast Pilot 1
(644) House Island, also on the east side of the main

channel, northwestward of Cushing Island, is the site

of the abandoned quarantine station. Old Fort

Scammel on the southwest end is conspicuous, and the

summit of the northeastern part of the island is marked

by a house and flagpole. House Island Light 3, 20 feet

above the water on a skeleton tower with a square

green daymark, is on the north end of the island, and

Fort Scammel Point Light 2, 35 feet above the water

on a skeleton tower with a triangular red daymark, is

on the south end.

(645) Spring Point is on the west side of the channel

about 1.8 miles northwest of Portland Head Light. The

buildings at Fort Preble on and southward of the point

are conspicuous. A breakwater on the ledge which extends about 300 yards northeastward of Spring Point is

marked at the end by Spring Point Ledge Light

(43°39'08"N., 70°13'26"W.), 54 feet above the water,

shown from a white conical tower on a black cylindrical

pier. A fog signal is at the light. The light shows a white

sector over the entrance fairway.

(646) Fort Gorges, a conspicuous gray stone structure, is

on Diamond Island Ledge, 0.8 mile northwestward of

House Island. The ledge has a large area which uncovers, and a few spots bare at high water. Diamond Island

Ledge Light marks the west end of the ledge. The south

and east side of the ledge are marked by buoys. The

wreck of a six-masted schooner about 700 yards 018°

from Fort Gorges is visible at low water.

(647) On the bluff above and westward of Fish Point on

the north side of the entrance is the city of Portland.

There are numerous conspicuous landmarks on the

bluff and in the city, most of which are charted. One of

the most conspicuous and historical is the old observatory tower which resembles a lighthouse. The microwave towers on the telephone building are very

conspicuous.

COLREGS Demarcation Lines

(648) The lines established for Casco Bay are described in

80.110, chapter 2.

Security Broadcast System, Portland Harbor

(649) The Coast Guard Captain of the Port, Sector Northern New England, has established a voluntary system of

radiotelephone broadcast/reporting procedures designed to give masters and pilots real-time information

on marine traffic in Portland Harbor. The system supplements the Vessel Bridge-to-Bridge Radiotelephone

Regulations contained in 33 CFR 26 (see chapter 2),

and all vessels subject to these regulations are urged to

participate in the system. Nothing in these procedures

shall supersede the Navigation Rules or relieve the

master of the vessel of his responsibility for the safe

navigation of the vessel. These recommended procedures are designed to give notice of unseen vessels, give

notice of intended movement, clear VHF-FM channel

13 of traffic unrelated to navigation, and give vessels information on other vessels within the immediate vicinity.

(650) All participating vessels are requested to use

VHF-FM channel 13 for all bridge-to-bridge communications, including listening watches and security calls,

except when calling a small vessel not responding on

channel 13, in which case channel 16 is appropriate.

(651) Participating vessels shall maintain a listening

watch commencing 30 minutes prior to getting underway or 30 minutes prior to reaching the vicinity of

Portland Lighted Whistle Buoy P inbound.

(652) Security calls shall be made as follows: 15 minutes

prior to getting underway; when getting underway, including route; when passing Portland Lighted Whistle

Buoy P (inbound); for inbound vessels not passing

Portland Lighted Whistle Buoy P, 15 minutes prior to

passing Willard Rock (43°36.1'N., 70°13.4'W.), Witch

Rock (43°37.4'N., 70°10.6'W.), or entering Hussey

Sound (43°39.9'N., 70°10.0'W.); when passing Willard

Rock Lighted Gong Buoy 7, Witch Rock Lighted Bell

Buoy 2, or Hussey Sound Lighted Gong Buoy 3, include

destination; when passing Spring Point Ledge Light

(43°39.1'N., 70°13.4'W.); when passing Casco Bay

Bridge; and when mooring or anchoring.

(653) During periods of low visibility, security calls

should be made at more frequent intervals.

(654) If a call is made to a ship or station to pass any of

the above information on channel 13, an additional security call is unnecessary. Example: tug and barge in

Fore River calling Casco Bay Bridge 15 minutes prior

to getting underway to arrange for an opening.

(655) Vessels carrying passengers or cargo and not

required by law to comply with the Vessel Bridgeto-Bridge Radiotelephone Regulations are encouraged

to monitor and respond on channel 13. During periods

of low visibility these vessels should follow the security

call procedures discussed above, except that security

calls 15 minutes prior to getting underway, when passing Portland Lighted Whistle Buoy P, and 15 minutes

prior to passing Witch Rock, Willard Rock, or entering

Hussey Sound should not be made.

(656) Coast Guard Sector Northern New England monitors channel 16 and will receive and transmit information when necessary.

Recommended minimum under-keel clearances

for the Port of Portland

(657) The U.S. Coast Guard, in cooperation with the Maine

and New Hampshire Port Safety Forum, has established

recommended minimum under-keel clearances for the

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 311
Port of Portland, in order to prevent groundings and to

promote safety and environmental security of the waterway resources for the Port of Portland. The group

recommends that all entities responsible for safe movement of vessels in and through the waters of the Port of

Portland operate vessels in such a manner as to maintain a minimum under-keel clearance as follows:

(658) (a) 3 feet, when transiting inside a line drawn between Ram Island Ledge Light and Portland Head Light

to Dredged Channel Lighted Buoy 5 at the entrance to

Fore River,

(659) (b) 2 feet, when transiting Dredged Channel

Lighted Buoy 5, including Fore River,

(660) (c) 2 feet, when transiting via Hussey Sound inside

a line drawn between Lighted Gong Buoy 3 and Lighted

Buoy 4. The minimum under-keel clearance should be

between the deepest draft of the vessel and the channel

bottom; a minimum under-keel clearance of 1 foot is

recommended for all berthing areas.

Channels

(661) The main entrance is from the southward, between

Ram and Cushing Islands on the north and Portland

Head on the south.

(662) In addition to the main entrance from the southward, there are several entrances and channels from

eastward and northward between and westward of the

islands, some of which have been described previously.

These are seldom used except by local vessels familiar

with them or by small craft.

(663) A Federal project provides for a 45-foot channel

from the sea to Fort Gorges, thence 35 feet in the Inner

Harbor and Fore River to a turning basin at the head of

the project near the combination railroad and highway

bridge, a 45-foot anchorage in Diamond Island Roads,

and a 30-foot anchorage off Fish Point. In June 2006,

the controlling depths were 45 feet in the entrance

from the sea to Fort Gorges Island Ledge Lighted Buoy

4; thence in February-July 2005, 30.8 feet (32.5 feet at

midchnnel) to Casco Bay Bridge, thence 31.2 feet to the

turning basin, thence 32.2 feet in the turning basin,

thence 33.5 feet to the head of the project.

(664) Whitehead Passage, between Cushing and Peaks

Islands, has a depth of about 24 feet. It is sometimes

used by smaller vessels approaching the harbor from

the eastward. The principal dangers in it are marked,

but the channel is narrow and strangers are advised to

use the main channel. In November 2007, it was reported that an obstruction covered 5 feet was located in

the channel in about 43°38.9'N., 70°11.6'W. Mariners

transiting the channel are advised to use caution between Daybeacon 3 and Buoy 6.

(665) Diamond Island Pass, between Peaks Island and

Little and Great Diamond Islands is marked only at its

northeastern and southwestern ends, and is used by the

smaller bay vessels and small craft. To carry the best

water, pass 50 yards off the old and former Coast Guard

buoy pier on Little Diamond Island and the wharf on

the south end of Great Diamond Island.

(666) A buoyed 22-foot channel westward of Great and

Little Diamond Islands connects Hussey Sound with

Portland Harbor.

(667) A channel dredged to 15 feet and marked with

daybeacons and buoys leads from the main channel in

Fore River to the two mole-type piers of South Portland Coast Guard Base in South Portland, about 0.4

mile northeast of Casco Bay Bridge.

(668) Fore River constitutes the Inner Harbor of Portland. The Casco Bay Bridge, about 1.5 miles above the

entrance to the river, has a bascule span with a clearance of 55 feet. (See 117.1 through 117.59, chapter 2,

for drawbridge regulations.) The Casco Bay Bridge is

often considered to pose the greatest risk to large vessels which transit into or out of the Fore River. Great

care and prudent seamanship must always be exercised

by mariners who transit through this bridge span. Mariners are cautioned that strong crosscurrents on both

the ebb and flood tides frequently tend to set vessels to

the South Portland side of the bridge. The dual railroad

and highway bridge at the head of deep water navigation on the river has a fixed span with a clearance of 10

feet. All vessels passing through the bridge span should

observe the voluntary speed limit of a maximum of 4 to 6

knots over the ground, except when additional speed is

necessary to maintain proper steerage way. All vessels

should also note the special procedures in Pilotage,

Portland, this chapter, indexed as such.

(669) Note: The city councils of Portland and South Portland request that mariners voluntarily refrain from requesting draw openings of the Casco Bay Bridge during

the peak hours of highway commuter traffic on Mondays through Fridays from 0700 to 0900 and from 1600

to 1800. It is also requested that mariners desiring

draw openings of the Casco Bay Bridge on Saturdays,

Sundays, and holidays during June, July, and August,

notify the bridgetender at the bridge by radiotelephone, and also their agents and tug companies of the

expected time of arrival at the bridge; a minimum of 1

hour’s notice is desired. The draw of the bridge will be

opened for transit of vessels upon arrival at the bridge.

The bridgetender monitors VHF-FM channel 16 and

works on channel 13; call sign KQU-653. The

bridgetender may also be contacted by telephone at

(207) 774-3534.

Anchorages

(670) Secure anchorage for any vessel is available at all

times in Portland Harbor. General, quarantine, and

312 ■ Chapter 8 ■ Coast Pilot 1
special anchorages have been prescribed for the harbor.

(See 110.1, 110.6, 110.6a, and 110.134, chapter 2,

for limits and regulations.) A submerged cable area extends southeast from House Island through part of the

available anchorage area.

(671) Diamond Island Roads, with depths of 40 to 45

feet, is the principal deepwater anchorage in the outer

harbor. The anchorage eastward of Fish Point, called

the 30-foot anchorage, has depths of 25 to 30 feet with

lesser depths to 20 feet in the northeast part.

(672) A special anchorage is between Little Diamond Island and Great Diamond Island. (See 110.1 and 110.6,

chapter 2, for limits and regulations.)

(673) A naval anchorage extends northward of Great Diamond Island to the south end of Cousins Island.

Dangers

(674) There are numerous isolated dangers in the approaches to the harbor and the most important ones

are marked. West Cod Ledge (chart 13290), a

6.5-mile-long area of broken ground and isolated

shoals, sets across the entrance from northeastward

and southwestward. These include Bulwark Shoal,

Bache Rock, West Cod Ledge Rock, Corwin Rock,

Alden Rock, Old Anthony Rock, East Hue and Cry, and

West Hue and Cry. The most important and largest of

the shoal areas are buoyed, and the deep natural channels between them afford a clear approach to the harbor in clear weather from several directions.

(675) A second barrier of shoals extending from Ram Island Ledge to Cape Elizabeth includes Witch Rock,

Jordan Reef, Pine Tree Ledge, Willard Rock, Trundy

Reef, Broad Cove Rock, and Mitchell Rock, almost all

of which are buoyed. Several deep clear channels between them afford approach and entry well into the

harbor by deep-draft vessels.

(676) In May 1982, unexploded depth charges were reported in the western end of Portland Eastern Approach Traffic Lane and in the eastern part of the

precautionary area within a circle having a radius of 3

miles centered in 43°31'03"N., 70°00'08"W. Mariners

are cautioned not to conduct dragging operations in

this area.

(677) Platts Bank (43°09'N., 69°37'W.) between the Portland Eastern and Southern Approaches, approximately

40 miles east of Portland, is a feeding area for endangered North Atlantic right whales (peak season: April

through June and October through December).

(678) The City of Portland, Department of Transportation and Waterfront, distributes educational material

to mariners in an effort to reduce right whale ship

strikes.

Tides and currents

(679) The mean range of the tide is 9.1 feet. Daily predictions for Portland are given in the Tide Tables.

(680) The velocity at strength of the tidal current in the

channel is about 1 knot southwest of Cushing Island and

southwest of Diamond Island Ledge; within the harbor it

is about 0.5 knot. For predictions, see Tidal Current Tables.

Weather, Portland and vicinity

(681) As a rule, Portland has very pleasant summers and

falls, cold winters with frequent thaws, and disagreeable springs. Very few summer nights are too warm and

humid for comfortable sleeping. Autumn has the greatest number of sunny days and the least cloudiness.

Winters are quite severe, but begin late and then extend

deeply into the normal springtime.

(682) Heavy seasonal snowfalls, over 100 inches (2540

mm), normally occur about each 10 years and extreme

events as well as true blizzards are very rare. The White

Mountains, to the northwest, keep considerable snow

from reaching the Portland area and also moderate the

temperature. The 24-hour record snowfall for Portland

is 22 inches (559 mm) recorded in December 1970.

Snow falls on an average of 59 days each year and has

fallen during each month except June, July, and August. Average annual snowfall is 71 inches (1803 mm)

and about 15 days each year have snowfall greater than

1.5 inches (38 mm).

(683) Normal monthly precipitation is remarkably uniform throughout the year averaging 43.6 inches (1107

mm) each year. The wettest month is November with

about five inches (127 mm) and the driest months are

July and August; each averaging 2.9 inches (74 mm).

About 29 days each year have precipitation greater than

0.5 inch (13 mm) and precipitation falls an average of

185 days each year. Thunderstorms occur about 16 days

each year and most frequently during June, July, and

August.

(684) Winds are generally quite light with the highest velocities being confined mostly to April and May. The

prevailing winds are southerly during the summer and

northerly during the winter. During all seasons the

heaviest gales are usually from the northeastward or

eastward. The occasional northeasterly gales have usually lost much of their severity before reaching the

coast of Maine.

(685) Fogs occur most frequently during June through

September but happen during each month of the year.

At the head of the bays and within rivers it is often comparatively clear when it is thick outside. Winds from

the east to the southwest by way of south bring fog;

westerly and northerly winds clear it away. An average

of 167 days each year have foggy conditions. During

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 313
August and September it is occasionally foggy or smoky

in the harbor in early morning when it is clear outside.

(686) The warmest month is July with an average high of

79°F (26.1°C) and an average low of 58°F (14.4°C). The

coolest month is January with an average high of 31°F

(-0.6°C) and an average low of 12°F (-11.1°C). The

warmest temperature on record is 103°F (39.4°C) in

August 1975. Temperatures well below zero are recorded frequently each winter. Cold waves sometimes

come in on strong winds, but extremely low temperatures are generally accompanied by light winds. The average freeze-free season at the airport station is 139

days. May 12 is the average date of the last freeze (0°C)

in spring, but this has been as early as April 22, and as

late as May 31. The average date of the first freeze in fall

is September 27, with the earliest and latest occurrences on September 17 and October 10. Every month

has seen extreme minimum temperatures of 40°F

(4.4°C) or below. The coldest temperature on record is

-26°F (-32.2°C) recorded in January 1971. The average

year has 155 days with minimums below 32°F (0°C)

and 23 days with minimums of 5°F (-15°C) or below.

(687) Ice seldom obstructs navigation; when it does it is

only for a limited time. Tugs keep a clear channel to the

wharves.

(688) (See Appendix B for Portland climatological table.)

North Atlantic Right Whales

(689) Endangered North Atlantic right whales may occur

in the vicinity of or within the Portland approaches.

The northernmost portion of Jeffreys Ledge, a well

known feeding area for right whales, abuts the Traffic

Separation Scheme (Portland) Southern Approach

Outbound Lane. (See North Atlantic Right Whales, indexed as such, chapter 3, for more information on right

whales and recommended measures to avoid collisions

with whales.)

Pilotage, Portland

(690) Pilotage is compulsory for all foreign vessels and

U.S. vessels under register in the foreign trade drawing

over 9 feet. Pilotage is optional for coastwise or fishing

vessels under enrollment or license who have on board

a pilot licensed by the Federal government. Pilotage is

provided by Portland Pilots, Inc., 48 Union Wharf, Portland, ME 04101-4607, telephone 207–774–5623, FAX

207-774-5683. The pilot office monitors VHF-FM channels 16 and 11, Monday through Friday from 0900 to

1700 hours. A pilot can be reached during non-office

hours by calling 207-774-5623 or through the vessel’s

port agent. The pilot boat monitors VHF-FM channels

16, 13, 11, 10, and 7A when underway; works on channel 11. Pilots board in the vicinity of Portland Lighted

Whistle Buoy P. The pilot boat has a black hull, with

white superstructure, and the word PILOT on either

side of the superstructure; one boat is 48-foot and the

other is 65-foot in length. The pilot boat maintains station only in anticipation of prescheduled vessel movement. Arrangements for pilots should be made in

advance through the ship’s agent. Vessels are requested

to give a 48-hour and a 24-hour notice of their ETA at

the above buoy; and an update of any appreciable

change of ETA. The Coast Guard Captain of the Port,

Sector Northern New England, recommends the following for deep draft vessels.

(691) Vessels awaiting the boarding of a pilot should anchor about 1.5 miles north and east of Portland Lighted

Whistle Buoy P to allow the unrestricted passage of

other vessels through the precautionary area.

(692) All self propelled vessels over 375 feet lengthover-all (LOA) and all tank vessels should engage the

services of one or more escort tugs for inbound and

outbound transits through the Casco Bay Bridge. The

use of escort tugs for vessels with an operational bow

thruster will be at the discretion of the pilot. For inbound transits the escort tugs should be engaged in the

vicinity of Spring Point and Portland Pipeline Corp.

Pier 2.

(693) All tug/barge units should only pass through the

Casco Bay Bridge in the pushing ahead or towing

alongside modes. All light tug/barge should use flood

tide when making a transit outbound through the

Casco Bay Bridge. All light tug/barge units with a capacity of 70,000 barrels or more should also engage the

services of an assist tug.

(694) All tug/barge units in the towing astern mode

should refrain from transiting the area of Portland

Head to Spring Point while this area is being transited

by large vessels. Enhanced bridge-to-bridge communications should be used to avoid meeting situations in

restricted navigation areas. Tug/barge units towing

astern should change mode of towing before the Portland Pipeline Corp. Pier 2, weather conditions permitting, in preparation for entrance into Portland Harbor.

Inbound laden tug/barge units with a capacity of

70,000 barrels or more towing astern past Portland

Head Light to Spring Point should engage the services

of an assist tug when transitioning the mode of towing.

Towage

(695) A fleet of modern tugs up to 3,500 hp is available at

Portland. Tugs meet vessels off Spring Point and use

VHF-FM channel 7. Arrangements for tugs are made

through ships’ agents or direct by telephone or cable;

telephone 207–772–8319; cable address MORTOW.

Most large vessels use tugs when docking.

314 ■ Chapter 8 ■ Coast Pilot 1
Tug Escort System, Portland Harbor

(696) The Port of Portland has established a voluntary

system of tug escorts for crude oil tankers of any size or

tonnage entering, departing, or moving within Portland Harbor. The system is designed to assist vessel operators in the safe navigation of western Casco Bay and

Portland Harbor. Nothing in these procedures shall supersede the Navigation Rules or relieve the master of

the vessel of his responsibility for the safe navigation of

the vessel.

(697) All participating vessels are requested to arrange

for an escort by tugs of sufficient horsepower at Portland Harbor Eastern Approach Lighted Gong Buoy 1

(43°37.1'N., 70°09.8'W.). Any movement of these vessels within the confines of the harbor or the channel

must be under the escort of tugs with sufficient horsepower for docking, undocking, or assistance in maneuvering.

Quarantine, customs, immigration, and agricultural

quarantine

(698) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(699) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) Two private hospitals are

available in Portland.

(700) Portland is a customs port of entry.

Coast Guard

(701) U.S. Coast Guard Sector Northern New England is

located in South Portland. (See Appendix A for address.)

Harbor regulations

(702) The Board of Harbor Commissioners in Portland

has jurisdiction over the piers to the pierhead line,

checks on harbor pollution, establishes pilot rates, appoints harbor pilots, and establishes harbor regulations. The harbormaster, appointed by the City of

Portland, enforces the regulations and maintains an office at the State pier.

(703) The following speed regulations for Portland Harbor have been promulgated by the Board of Harbor

Commissioners:

(704) I. Definitions.

(705) A. Restricted Speed Area. The term Restricted

Speed Area shall mean the following areas of Portland

Harbor:

(706) 1. Main Ship Channel.

(707) (a) Between a line drawn from Portland Head Light

to Portland Harbor Main Approach Lighted Bell Buoy

12, and a line drawn from Spring Point, where the

breakwater meets the shore, to the lighted day marker

#2 on House Island, the speed of vessels shall not exceed 20 knots.

(708) (b) Between a line drawn from Spring Point, where

the breakwater meets the shore, to the lighted day

marker #2 on House Island, and a line drawn from Bug

Light (an abandoned light house in South Portland) to

Diamond Island Ledge Light, the speed of vessels shall

not exceed 15 knots.

(709) (c) Between a line drawn from Bug Light (an abandoned light house in South Portland) to lighted day

marker #6 on Diamond Island Ledge, and a line drawn

from the Maine State Pier to Portland Pipe Line Pier,

the speed of vessels shall not exceed 10 knots.

(710) (d) Between a line drawn from the Maine State Pier

to Portland Pipe Line Pier #1, and a line created by the

Veterans Memorial Bridge, the speed of vessels shall be

headway speed only, not to exceed 10 knots, with NO

WAKE.

(711) 2. Portland.

(712) (a) All areas north of the following line:

(713) From a point located at the intersection of (I) a line

from Fish Point Lighted Buoy 1 to the north end of the

draw in the bridge and (II) a line formed by extending

in a southerly direction the westerly side of the Maine

State Pier to the northerly end of Portland Pipe Line

Pier #1.

(714) To the north end of that draw; and

(715) (b) All areas within a 150 yard radius of the gas

pumps on Ted Rand’s marina on the easterly side of Little Diamond Island.

(716) 3. South Portland. All areas south of the following

line: from the northerly end of Portland Pipe Line Pier

#1, to Lighthouse Channel Lighted Buoy 1, to Lighthouse Channel Lighted Buoy 2, to Mill Cove Daybeacon

1, to south end of draw in the bridge.

(717) B. Restricted Wake Area. The term Restricted

Wake Area shall mean the following areas of Portland

Harbor:

(718) 1. Inner harbor. All areas between (a) a line formed

by extending in a southerly direction the westerly side

of the Maine State Pier to the northerly end of Portland

Pipe Line Pier #1, and (b) the bridge.

(719) 2. Diamond Island Pass. All areas in Diamond Island Pass extending northeasterly from Diamond Island Passage Buoy 6 off the southwesterly point of

Little Diamond to Diamond Island Passage Lighted

Buoy 1 off the northeast point of Peaks Island.

(720) 3. Whitehead Passage.

(721) (a) All areas south of a line between the point on the

westerly side of Spicers Cove and the northernmost

point of White Head on Cushings Island; and

(722) (b) All areas north of the following line: from

Brackett Point on Peaks Island southeasterly to Sand

Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 315
Piper Island, and from Sand Piper Island to Daybeacon

4 on Trotts Rock.

(723) 4. Spring Point. All areas west of a line between the

easterly end of Portland Pipe Line Pier #2 and the easterly end of the pier of Southern Maine Community

College.

(724) 5. Willard Beach. Simonton Cove, also known as

Willards Beach.

(725) 6. South Portland Public Landing. All areas within

a 200 foot radius of the end of the dock at the South

Portland Public Landing.

(726) 7. Peaks Island Public Landing. All areas within a

200 foot radius of the end of the dock at the Peaks Island Public Landing.

(727) 8. East End Beach and Mooring Area. All areas west

of a line from Fish Point to Pomeroy Rock, and from

Pomeroy Rock continuing at a distance of 300 feet offshore to Tukey’s Bridge.

(728) C. Bridge. The term “bridge” shall mean the bridge

between Portland and South Portland known as the

“Casco Bay Bridge”.

(729) D. Vessel. The term “vessel” shall mean any

watercraft used or capable of being used for transportation.

(730) II. Speed of Vessels. It shall be unlawful to operate

a vessel within the Restricted Speed Area at a speed (a)

in excess of 5 mph or (b) that endangers any person or

property.

(731) III. Wake. It shall be unlawful to operate a vessel

within the Restricted Wake Area in such a manner as to

cause a wash, wake or waves that damage, endanger or

unreasonably disturb any person, wharf, float, anchored or moored vessel, or vessel tied up at any pier,

float, dock, wharf or marina.

(732) IV. Exception. Nothing in these speed or wake regulations shall make unlawful any action necessary to

(a) navigational safety, (b) observance of rules of the

road, and (c) emergency missions by emergency or

public safety craft. The burden shall be upon any person asserting the exception provided by this paragraph

as a defense to a prosecution for violation of any speed

or wake regulation.

(733) V. Penalty. A violation of any speed or wake regulation shall be penalized by a fine of $100, to be collected

by the harbormaster in District Court.

(734) VI. Buoys. The harbormaster shall establish speed

and wake signs on the Maine State Pier and at such

other locations and on such buoys at points on the perimeter of the Restricted Speed Area and Restricted

Wake Area as he finds necessary.

Wharves

(735) Deepwater facilities at Portland include seven petroleum terminals, one general cargo terminal, and

one international ferry terminal. All have highway connections and most have railroad connections. The

alongside depths are reported; for information on the

latest depths contact the operator. The other active facilities in the port are used as repair berths, and by fishing vessels, small craft, barges, tugs, ferries, and other

miscellaneous craft. For a complete description of the

port facilities, refer to Port Series No. 1, published and

sold by the U.S. Army Corps of Engineers. (See

Appendix A for address.)

(736) Facilities on the north side of Fore River at Portland:

(737) State Pier: about 0.8 mile northeastward of Casco

Bay Bridge; 115-foot face, 35 feet alongside; southwest

side in two sections, 587 feet and 430 feet long; 14 to 35

feet alongside; deck height, 16 feet; moorage for ferry,

police boats, city fireboat and transient vessels; owned

by the City of Portland and operated by the City of Portland and Casco Bay Lines.

(738) International Marine Terminal: immediately

northeastward of Casco Bay Bridge; 707-foot wharf, 27

feet alongside; deck height, 19 feet; trailer-truck marshalling area adjacent; passenger and vehicle ferry operates between this terminal and Yarmouth, Nova

Scotia, Canada; roll-on/roll-off facility for trailer

trucks; owned by the City of Portland and operated by

Prince of Fundy Cruises, Ltd.

(739) Facilities on the south side of Fore River at South

Portland:

(740) Bancroft and Martin L-Dock: (43°38'27"N.,

70°17'06"W.); 114-foot face; 440 feet of berthing space

with dolphins; 35 feet alongside; deck height, 15 feet;

water connections; pipelines extend to storage tanks, 2

1/5 -million-barrel capacity; receipt and shipment of

petroleum products and asphalt; owned by Bancroft

and Martin, Inc., and operated by various oil companies.

(741) Bancroft and Martin T-Dock: immediately southeastward of L-Dock: 115-foot face; 250 feet of berthing

space with dolphins; 25 to 20 feet alongside; deck

height, 15 feet; pipelines extend to storage tanks,

220,000-barrel capacity; receipt and shipment of petroleum products; owned by Bancroft and Martin, Inc.,

and operated by Gibbs Oil Division of B.P. Oil, Inc.

(742) Mobil Oil Corp. South Portland Terminal Dock:

about 1.1 miles westward of Casco Bay Bridge; 600 feet

with dolphins; 35 feet alongside; deck height, 141⁄2 feet;

water connections; receipt and shipment of petroleum

products; owned and operated by Mobil Oil Corp.

(743) Texaco Wharf: about 0.3 mile southwestward of

Casco Bay Bridge; 900 feet with dolphins; 39 feet alongside; deck height; 19 feet; water connections; receipt

and shipment of petroleum products and bunkering

vessels; owned and operated by Texaco, Inc.

316 ■ Chapter 8 ■ Coast Pilot 1
Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 317

(744) Portland Pipe Line Corp. Pier No. 1: about 0.85

mile northeastward of Casco Bay Bridge; southwest

and northeast sides 850 feet of berthing space; 34 feet

alongside; deck height, 16 feet; water connections;

pipelines extend to storage tanks, 816-barrel capacity;

receipt of crude oil; owned and operated by Portland

Pipe Line Corp.

(745) Chevron USA, South Portland Terminal Dock:

about 0.95 mile northeastward of Casco Bay Bridge;

100-foot face; 750 feet total berthing space; 28 to 32 feet

alongside; deck height, 15 feet; water connections; receipt and shipment of petroleum products; owned and

operated by Chevron, U.S.A., Inc.

(746) Portland Pipe Line Corp. Pier 2: (43°39.3'N.,

70°13.8'W.); northwest and southwest sides; 910 feet

with dolphins; 48 feet alongside; deck height, 20 feet;

water connections; receipt of crude oil; owned and operated by Portland Pipe Line Corp.

Supplies

(747) All grades of fuel oil are available. Bunkers can be

obtained at the oil terminals or at the piers from

barges. Water is available at most of the piers. Marine

supplies and provisions are available in any quantity.

Repairs

(748) A boatyard at South Portland, about 0.7 mile northeastward of the Casco Bay Bridge has three marine railways, the largest of which can handle craft up to 210

feet long, 1,200 tons displacement, and 16-foot draft for

practically any type of repair work. A machine shop is at

the yard; rental mobile cranes can be obtained.

(749) There are several ship repair firms in the port that

have fully equipped machine, pipe, joiner, and welding

shops and can handle above-the-water hull and engine

repairs. A 100-ton fixed derrick, floating cranes up to

20 tons, and a 65-ton mobile crane are available in the

port.

Small-craft facilities

(750) There are ample facilities in the port where all services can be obtained either at the piers on the Portland

side of the river, or at the facilities on the South Portland side. The Centerboard Yacht Club in South Portland is between the Coast Guard base and the boatyard.

The yacht club has a float landing with depths of 3 to 5

feet reported alongside. Water is available at the float.

The public landing and boat ramp are 150 yards west of

the abandoned lighthouse on the south entrance point

to Fore River. The approach channel to the landing is

marked by private seasonal buoys.

(751) A marina in South Portland is in the cove entered

northeastward of the Casco Bay Bridge; depths of 2 to 6

feet are reported alongside the berths. A 20-ton mobile

hoist at the marina can handle craft up to 40 feet for

minor engine repairs or dry open winter storage. A privately dredged and marked channel leads to the marina’s service float at which gasoline and diesel fuel can

be obtained. In 1979, the channel had a reported controlling depth of 6 feet. A second marina is at the old

shipyard, between Spring Point Ledge Light and Portland Pipe Line Corp. Pier 2. A depth of 8 feet is reported

at the marina; a 35-ton mobile lift, gasoline, diesel fuel,

storage facilities, a pump-out station and marine supplies are available. Hull, engine and electronic repairs

can be made.

(752) There are marinas with service piers at the old buoy

depot on Little Diamond Island, Peaks Island, and several on the Portland waterfront from the State pier to

the combination railroad and highway bridge.

(753) There are also public landings at the State pier in

Portland and at most of the State piers on the islands in

Casco Bay.

(754) Gasoline, diesel fuel, and water can be obtained at

the service piers of the marinas, or from fuel barges

which serve vessels in the stream. Marine supplies,

food, and ice can be obtained in any quantity in the

port.

Communications

(755) Portland is served by Pan Am Railways and the St.

Lawrence and Atlantic Railroad. Passenger and freight

ferries serve the nearby islands. Interstate bus lines offer transportation to all sections of the United States

and Canada. Portland International Jetport is on the

southwest side of the city. Three scheduled airlines operate from the airport, and charter and air taxi service

is available. A scheduled passenger and vehicular ferry

operates between Portland and Yarmouth, Nova Scotia,

Canada. Numerous truck lines serve the greater Portland area with interstate and intrastate service.

(756) Ship Cove, Maiden Cove, Danford Cove, Broad

Cove, and Simonton Cove, small coves on the west side

of the main channel south of Spring Point, are important only as summer anchorages for local pleasure

craft.

(757) Peaks Island is the large island northeastward of

Cushing Island. It has communications with Portland

by automobile and passenger ferries. Several wharves

are on the west side. The ferries land at Forest City

Landing at the village of Peaks Island on the west side

of the island. The Casco Bay boats dock at the State pier

just south of Forest City Landing where there is a public float landing. Trefethen is a village at the north end

of the island. Pumpkin Nob, 51 feet high, is about 150

yards north of the northern extremity of Peaks Island; a

lighted bell buoy is off its eastern side.
318 ■ Chapter 8 ■ Coast Pilot 1

(758) Great Diamond Island and Little Diamond Island,

northwestward of Peaks Island, are connected by a

sandbar covered at high water. Little Diamond has

many houses visible on it, and a former Coast Guard

buoy pier on its east side. Casco Bay passenger ferries

from Portland call at the landings at wharves on the

south end of both islands.

(759) Gasoline, water, some provisions, and supplies are

available at the marina at the former buoy pier.

(760) The red-roofed community building on the State

pier on Little Diamond Island is very conspicuous.

Anchorage

(761) It is reported that excellent anchorage in 18 feet

with good protection from all but easterly winds can be

had in Diamond Cove, at the northeast end of Great Diamond Island. Anchor beyond the 16-foot contour to

ensure adequate swinging room.

(762) Back Cove is on the north side of Portland. The

cove is now of little commercial importance and mostly

dries out. There is an oil-handling berth that has 3 feet

reported alongside on the north side of the entrance to

the cove, outside the railroad bridge.

(763) An approach channel to Back Cove, north of Fish

Point, has a project depth of 30 feet to the Canadian National Railway bridge. Above this bridge, the project

depths are 14 feet to the highway bridge, thence 12 feet

in the channel along the east side of Back Cove. (See

Notice to Mariners and the latest edition of the chart

for controlling depths).

(764) The Canadian National Railway bridge crossing the

entrance to Back Cove has a swing span with a clearance of 5 feet. The bridge is maintained in the closed

position. (See 117.521, chapter 2, for drawbridge regulations.) U.S. Interstate 295 bridge, about 500 yards

above the railway bridge, has a fixed span with a clearance of 29 feet.
Muscongus Bay to Cape Elizabeth, Maine ■ Chapter 8 ■ 319
320 ■ Chapter 9 ■ Coast Pilot 1
Cape Elizabeth, Maine to Cape

Ann, Massachusetts

Charts 13286, 13278

(1) From Cape Elizabeth the coast of Maine continues

southwestward for about 37 miles to the Piscataqua

River and the deepwater port of Portsmouth, N.H. The

few harbors along this part of Maine are suited mostly

to fishing vessels, yachts, and small pleasure craft. This

is a summer-resort area, and many of the buildings are

large and prominent. Two tall water tanks, one westward of Wood Island Light and one at Cape Porpoise

Harbor, are the most prominent objects between Portland and Portsmouth.

(2) Extending south-southwestward from Portsmouth

Harbor is the 13–mile coast of New Hampshire; the

Isles of Shoals are 6 miles southeast of the harbor.

Southward and eastward from the New Hampshire line

the extreme northern part of the Massachusetts coast

extends about 23 miles to Cape Ann Light. The

Merrimack River approach to Newburyport, Mass., is

about 3 miles south of the New Hampshire boundary.

COLREGS Demarcation Lines

(3) The lines established for this part of the coast are

described in 80.115, chapter 2.

Chart 13287

(4) Cape Elizabeth Light and Portland Lighted Whistle

Buoy P were described in chapter 8.

(5) Seal Cove, on the southeast side of Cape Elizabeth

and northeastward of Richmond Island, has numerous

rocks and ledges. The Sisters, awash, and Seal Rock,

which uncovers about 4 feet, are dangers near the center of the cove. The eastern extremity of the ledge extending eastward of Seal Rock is marked by a buoy that

facilitates entrance to the anchorage north of the ledge.

The holding ground in the cove is sand and poor, but

some shelter is afforded in easterly weather north of a

line between McKenney Point and Seal Rock. Care

should be taken to stay clear of unmarked Crowell

Rock. Stevens Rock, covered 6 feet, about 650 yards

southward of Seal Rock is also unmarked. A small-craft

launching ramp is in Ship Cove, 0.4 mile northeastward

of Seal Rock, but no services are available. A bell buoy,

about 0.5 mile southeastward of Watts Ledge off the

eastern end of Richmond Island, marks the entrance to

Seal Cove.

(6) Richmond Island, about 0.5 mile south of Cape

Elizabeth and connected to it by a breakwater, is partly

wooded with a conspicuous barn on it. Parts of the

breakwater are covered at high water, and caution

should be exercised in the vicinity.

(7) Small craft seeking refuge from westerly and

southerly winds anchor in Broad Cove in the lee of East

Point, the northeast point of Richmond Island, directly

off the shore opposite a long, low barn. The bottom is

sand and mud.

(8) Richmond Island Harbor, westward of Richmond

Island and the breakwater, is sheltered from northerly

and westerly winds, but is exposed to southwesterly and

southerly winds. Foul ground extends 0.4 mile from

the northern side of the harbor. The depths shoal gradually from 45 feet at the entrance to 15 feet 350 yards

from the breakwater at the head. The holding ground is

good, sand and mud. The anchorage is used by yachts

and small craft.

(9) Chimney Rock, 0.3 mile from the north shore of

Richmond Island Harbor, awash at low water, is marked

by a buoy. Vessels must pass southward of the buoy. A

rock covered 16 feet is 0.2 mile east-southeastward of

Chimney Rock; an 18-foot spot 0.3 mile east-northeastward and a 12-foot spot about 0.5 mile east-southeastward are all unmarked.

(10) An unmarked rocky ledge covered 16 feet near its

southwest end is about 0.4 mile westward of Ram Island, low and grassy, which is 0.2 mile northwestward

of Chimney Rock. The Brothers, a ledge that uncovers,

is 300 yards north-northeastward of Chimney Rock.

(11) Spurwink River, 1.6 miles northwestward of Richmond Island, can be entered only by small craft at half

tide or higher with a smooth sea. Higgins Beach, on

the west side at the entrance, has many visible cottages.

The river is narrow and crooked, and there are no facilities. A bridge crossing the river about 1.7 miles above

the mouth has a clearance of 5 feet. An obstruction,

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 321
covered 8 feet, is about 500 yards off the entrance to the

river.

(12) Old Proprietor, a ledge which uncovers at low water, 0.9 mile from shore and 1.8 miles westward of Richmond Island, is marked on its south side by a buoy. A

ledge covered 11 feet about 0.5 mile and a 17-foot spot

about 0.7 mile north-northeastward of Old Proprietor

are both unmarked.

(13) Between Richmond Island and Wood Island Light,

a distance of about 6 miles, the shore forms a large

open bight, the southern part of which is Saco Bay.

(14) Prouts Neck, a conspicuous point 3 miles westward

of Richmond Island, is the northern point of Saco Bay.

The neck is partly wooded and has many houses. A

standpipe and an old observation tower on Prouts Neck

and another standpipe on Blue Point Hill 2.3 miles

northwestward are conspicuous.

(15) The Prouts Neck Yacht Club, float landing and

moorings are on the west side and close northward of a

short stone breakwater. There is reported to be a depth

of 51⁄2 feet at the float; water is available at the float.

(16) Scarborough River enters the sea about 0.6 mile

northwestward of Prouts Neck. The river and its tributaries, the Libby and Nonesuch Rivers, are used by local

fishing and pleasure craft in considerable number at

half tide or higher. There are many fishing piers and

private float landings on these rivers, most of which are

dry at low water.

(17) A dredged channel leads across the bar from Saco

Bay, thence into Scarborough River to an anchorage

basin about 0.3 mile above Pine Point. In November-December 2004, a depth of 4.2 feet (6 feet at

midchannel) could be carried to the anchorage basin

with 5.5 feet available in the basin. The channel is

marked by a daybeacon and buoys. A jetty extends in a

southerly direction from Pine Point on the west side of

the entrance. Following protracted spells of bad

weather the positions of the buoys should not be relied

upon as they often do not indicate the best water.

(18) The town pier, on the south side of the anchorage

basin, has a depth of 6 feet reported at the float landing.

Gasoline, electricity, water, ice, and some marine supplies are available at the pier; guest moorings are maintained. A small-craft launching ramp, usable at or near

high tide, is close eastward of the pier.

(19) Provisions and lodging are obtainable in the village

of Pine Point a short distance from the town pier.

(20) Along the shore of Saco Bay from northward to

southward are Grand Beach, Old Orchard Beach, and

Ferry Beach. The large hotels, and the standpipe at Old

Orchard Beach are prominent.

(21) Bar Ledge, covered 11 feet, is 0.9 mile from shore

off Grand Beach and is marked on its southern side by a

buoy. About 0.6 mile westward of the buoy and 0.7 mile

northeastward of the pier at Old Orchard Beach, Little

River Rock, covered 2 feet and extending 0.5 mile from

shore, is unmarked.

(22) Goosefare Brook enters the sea at the south end of

Old Orchard Beach. The brook is foul, and the piles of

an old highway bridge block the river near the entrance. About 150 yards farther upstream is State Highway No. 9 bridge with little or no vertical clearance.

(23) Stratton Island and Bluff Island, 20 feet high and

grass-covered, are off the northern part of Saco Bay, 1

mile southward of Prouts Neck. Deep water is between

the islands and Prouts Neck, but between the islands

are numerous ledges. Ledges, awash at low water, are

0.3 mile off the eastern side of Stratton Island and 0.2

mile off the southwestern side.

(24) Islands and ledges in the southern end of Saco Bay

extend up to 1.5 miles from the shore. Inside of the islands are Wood Island Harbor and the entrance to Saco

River.

(25) Eagle Island, 2.5 miles southwest of Stratton Island, and Ram Island, 0.7 mile south of Eagle Island,

are rocky and grass-covered; vessels should pass eastward of these islands, giving them a berth of at least 0.5

mile. There is a house on Ram Island.

(26) Saco River, with its entrance in the south end of

Saco Bay west-northwestward of Wood Island, is the approach to the cities of Biddeford, on the south bank,

and Saco on the north bank. The cities are at the head

of navigation 5 miles above the mouth of the river. Private piers and a public boat ramp are located along the

river. There has been limited commercial traffic on the

Saco River in recent years, except for fishing vessels

moored inside the mouth of the river. A party fishing

boat operates from the pier at Camp Ellis, a settlement

on the north bank of the river at its mouth. The

harbormaster for the river resides there; telephone

207–284–6288.

Prominent features

(27) Wood Island, 4.2 miles south of Prouts Neck and

eastward of the entrance to Saco River is wooded. Wood

Island Light (43°27'24"N., 70°19'44"W.), 71 feet above

the water, is shown from a white conical tower connected to a dwelling, on the east end of the island; a fog

signal is at the light.

(28) Negro Island, low and grassy on top, is just westward of Wood Island. Stage Island, 0.6 mile west of

Wood Island, is 20 feet high and marked by a prominent

stone monument.

(29) Basket Island, 0.3 mile west of Stage Island, is 20

feet high and grassy, and has several cottages.

322 ■ Chapter 9 ■ Coast Pilot 1
Channels

(30) Saco River is entered through a marked channel

that leads over the bar between two jetties, thence to

Factory Island, the head of river navigation at

Biddeford and Saco. A fairway bell buoy, 0.3 mile eastward of Ram Island Ledge, marks the inner approach

entrance from Saco Bay. The outer 0.6 mile of the

southerly jetty and the outer 0.4 mile of the northerly

jetty are covered at high water. The southerly jetty is

marked by a buoy off its eastern end and by piers about

260 yards apart and about 10 feet above high water on

the jetty; the northerly jetty is marked on the outer end

by a daybeacon. In July-September 1999, the controlling depth in the natural channel was 5.9 feet to Brimstone Point about 1.8 miles above the entrance, thence

a midchannel controlling depth of 2.6 feet to Cow Island, thence the basin northwest of Cow Island had

depths of 3 to 5 feet surrounding the bare mudflats in

the middle of the basin; the area in the vicinity of the

submerged pilings at the southeast end of the flats

should be avoided. The bar is subject to change; local

knowledge is advised.

(31) Small craft can enter the river with a smooth sea

and on a rising tide by passing between Ram Island

Ledge and Negro Island Ledge and following the

buoyed channel over the bar.

(32) The river channel, marked by buoys and

daybeacons, is narrow, crooked, and bordered closely

by shoals. In May 1985, an obstruction was reported

northward of Brimstone Point in about 43°27'54"N.,

70°23'38"W. No attempt should be made by small craft

to cross the bar in either direction on the ebb with an

easterly wind. Several small craft have grounded in attempting to do so.

Dangers

(33) Ram Island Ledge, extending 0.5 mile east of Ram

Island and covered 6 feet, is marked by a buoy on its

eastern side. Stage Island Shoal, partly bare at low water, extends 300 yards east-northeastward from the island and is marked at its end by a buoy. Wood Island

Harbor, southeastward of the island, is described following the discussion of Saco River.

(34) Negro Island Ledge, 0.2 mile north of Wood Island,

and covered 8 feet, is marked on its north side by a buoy.

Ledges also extend nearly 200 yards northwestward and

300 yards southwestward from Negro Island; a buoy

marks the end of the southwest ledge.

Tides and currents

(35) The mean range of tide is 8.7 feet. From March to

May heavy freshets are liable to change the channel

depths by as much as 8 feet above high water at Saco;

this condition also causes dangerous currents.

Ice

(36) Ice closes the river from January to April.

Wharves

(37) There are no active commercial wharves at Saco or

at Biddeford. The old wharves at the cities are not kept

in repair and are seldom used.

(38) At Saco, the float landings and moorings of the

Saco Yacht Club are on the north shore of the river just

northeastward of the eastern end of Factory Island.

Depths of 7 feet are reported alongside the float; a

small-craft launching ramp is at the club.

(39) A boatyard is on the south side of the river at

Biddeford, about 0.2 mile below the bridge to Factory

Island. Depths of about 10 feet are reported alongside

the floats. The yard can build craft up to 55 feet in

length, and has a 15-ton mobile hoist that can handle

craft up to 40 feet in length for hull and engine repairs

and open or covered winter storage. Gasoline, diesel

fuel by truck, water, ice, and marine supplies are available. Moorings are maintained north and west of the

channel.

(40) A marina with depths of 10 feet reported alongside

its floats is on the north side of the river, about 3.5

miles upriver from the entrance, or 2 miles below Saco.

Gasoline, water, and open winter storage facilities are

available. Provisions and marine supplies can be obtained at Saco and Biddeford. Provisions can also be obtained near the wharf at Camp Ellis.

(41) On the south bank of the river about 2.5 miles below Saco is a State park; a large parking area for cars

and trailers, and a small-craft launching ramp are

available.

(42) At Biddeford an overhead power cable crossing the

river from Factory Island has a clearance of 123 feet.

(43) Wood Island Harbor, south of Wood and Stage Islands, is an anchorage for small and moderate-sized

vessels. Anchorage in depths of 18 to 36 feet is available

south of Wood Island. Between Negro Island and Stage

Island are depths of 17 feet or more in an area about

400 yards across; it is reported that larger yachts anchor in this area.

(44) Small craft can proceed to the southwestern part of

Wood Island Harbor and anchor in depths of 6 to 18

feet. In entering this part of the harbor it is well to give

the eastern side a good berth. The bottom in this inner

anchorage is reported to be soft mud.

(45) The Pool is a shallow bay making southwestward

from Wood Island Harbor inside Fletcher Neck, the

south shore of Wood Island Harbor. The entrance is

about 50 yards wide.

(46) A dredged channel, just southeast of Stage Island,

leads through Wood Island Harbor to the entrance of

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 323
The Pool. In 1992-1998, the controlling depth was 7.6

feet. A dredged anchorage basin is just inside the entrance to The Pool. In 1998, depths of 1.7 to 6 feet were

available in the basin. Biddeford Pool Channel Buoy 10

marks the entrance to the basin and the shoal area.

Three stone icebreakers are along the northeastern

side of the basin. Care should be taken by strangers not

to anchor too close to them. They are difficult to see at

night at or near high water. Neither should they attempt to go between the northeasternmost icebreaker

and the fish wharf because of a partially submerged

breakwater between the breaker and the wharf.

(47) Small craft anchor just inside the inner end of the

entrance, which is locally known as The Gut, if there is

room. No attempt should be made to anchor in The Gut

as the tidal currents have considerable velocity and

holding ground is poor. Local fishing and pleasure craft

usually occupy most of the moorings, but permission

can usually be obtained to occupy one of the unoccupied ones.

(48) Biddeford Pool is a village on the south side of

Wood Island Harbor, extending from The Pool nearly to

the eastern point of Fletcher Neck. There are small

wharves on each side of the Gut. There is a harbormaster at Biddeford Pool; telephone 207–282–0803.

(49) The Biddeford Pool Yacht Club wharf with 20 feet

reported alongside the floats is at the inner end of The

Gut on the east side, with a private wharf just to the

northeast. A fish wharf close eastward of the yacht club

wharf has 2 feet reported alongside.

(50) Gasoline, diesel fuel in small quantities and water

are seasonally available at the yacht club float; the

yacht club maintains two marked guest moorings in

the outer harbor. Provisions can be obtained at a store

near the landings. Meals, lodging, and most services

are obtainable in the village.

Routes

(51) To enter Wood Island Harbor from the northeast,

keep about 0.5 mile north of Wood Island, until near

the fairway bell buoy eastward of Ram Island Ledge.

Pass about 100 yards southeastward of this buoy, heading for the monument on Stage Island until Negro Island is abeam, then select anchorage in the area

midway between Negro and Stage Islands.

(52) If proceeding to the southwestern or lower end of

the harbor, pass about 100 yards eastward of the buoy

0.2 mile northeastward of Stage Island and from a position midway between Negro and Stage Islands head in a

southwesterly direction for The Gut, being careful to

give the east side a good berth. Select anchorage

northwestward of Halftide Rock Daybeacon 9.

(53) If continuing on to the anchorage basin in The

Pool, favor the northwesterly side until in The Gut,

then in midchannel to the buoy at the inner end.

(54) If anchorage is desired southward of Wood Island,

the best approach from northward is to the eastward of

Wood Island. From a position 300 yards due east of

Wood Island Light, head for the end of the bluff on the

eastern extremity of Fletcher Neck until the monument on Stage Island opens up south of Wood Island;

then bear around to the westward and head for the

daybeacon on Philip Rock. Select anchorage from 150

to 250 yards off the middle of the island eastward of the

cable area.

(55) If coming from the southeastward, head for the

middle of Wood Island to pass midchannel between the

buoy marking Washman Rock and the buoy southward

of Dansbury Reef. When about 200 to 250 yards off

Wood Island on this leg bear sharp around to the westward and select anchorage from 150 to 250 yards off the

middle of the island.

(56) If coming from the southeastward and bound for

Wood Island Harbor, continue as in the preceding paragraph to pass 50 to 100 yards south of the buoy, southwestward of Negro Island. Hold this course until The

Gut opens up westward of the buoy and daybeacon

marking Halftide Rock. Then bear around to the southwestward and select anchorage northwestward of

Halftide Rock Daybeacon 9; or, if desirable, continue on

inward through The Gut into The Pool.

(57) The chart must be the guide at all times. Proceed

no farther until each aid to navigation is properly identified and passed correctly.

(58) Washman Rock, which uncovers 9 feet, is near the

end of a reef which extends 600 yards southeastward

from the eastern point of Fletcher Neck and is marked

close southeastward by a buoy.

(59) Dansbury Reef, 0.5 mile southward of Wood Island

Light, is a small ledge covered 2 feet and is marked on

its southeast side by a buoy. There are several shoal

spots between the reef and Wood Island, and strangers

should not pass between them.

(60) Numerous rocks and ledges extend 0.6 mile southeastward of Fletcher Neck. The cupola and signal towers of a former Coast Guard station, on the east side of

Fletcher Neck, are conspicuous, as are the many large

homes on the neck.

Chart 13286

(61) Hussey Rock (43°25.8'N., 70°20.5'W.), covered 5

feet, is about 0.5 mile south of Fletcher Neck and is

marked on its south side by a buoy.

324 ■ Chapter 9 ■ Coast Pilot 1
(62) Goosefare Bay, 5.4 miles southwestward of Wood

Island Light (43°27.4'N., 70°19.7'W.) is a shallow cove,

full of rocks and ledges. The coast between Fletcher

Neck and Goosefare Bay is lined with summer homes,

some very large and prominent.

(63) Little River and Batson River empty into

Goosefare Bay. Both are used by small pleasure craft.

There are no facilities in Little River. Overhead power

and telephone cables with clearances of 25 feet cross

Little River about 0.5 mile above the mouth.

(64) Only small craft use Batson River. There are no facilities. Navigation is terminated by a dam at the highway bridge about 1 mile above the mouth.

(65) Stage Island Harbor, 6.7 miles southwestward of

Wood Island Light, is a small slough used by small local

craft. The entrance is about 75 yards wide between the

reefs making northward from Cape Island and southward from Little Stage Island; it is not safe for strangers. The ruins of a house are on Little Stage Island, the

southern half of Stage Island.

(66) Cape Porpoise Harbor, about 7.5 miles southwestward of Wood Island Light, is a safe and protected harbor. It is ideal for the many fishing and pleasure craft

that base there. It is midway between Portsmouth and

Portland and is often a welcome haven for cruising

craft caught in a blow on this stretch of coast.

(67) Seiners sometimes enter for shelter, though the

anchorage is somewhat restricted by size and depth for

the larger vessels.

(68) The village of Cape Porpoise, around Porpoise

Cove, is at the head of the harbor. Lobstering, fishing,

and summer tourism are the principal industries.

Prominent features

(69) The principal mark for approaching Cape Porpoise

Harbor is Goat Island Light (43°21'28"N.,

70°25'30"W.), 38 feet above the water, shown from a

brick concial tower on the south end of Goat Island on

the east side of the entrance; a fog signal is at the light.

A bell buoy about 0.4 mile southeastward of the light

marks the approach.

(70) A water tank and a church spire are at the head of

the harbor.

Channels

(71) Cape Porpoise Harbor is entered by a dredged

channel that leads from the entrance to a combined

channel and anchorage to the town wharf, and thence

through Porpoise Cove to the head of the harbor. In October 1992, the controlling depths were 14 feet in the

entrance channel, thence 7 to 10 feet in the combined

channel and anchorage to the town wharf, and thence 5

feet to the head of the harbor. The channel is marked by

buoys and daybeacons.

Anchorage

(72) The anchorage basin is usually occupied by local

fishing and pleasure craft. The holding ground is good,

and a hole can usually be found to drop anchor in.

Dangers

(73) The Old Prince, a ledge that has a rock awash and

extends from 400 to 500 yards southeastward of Goat

Island Light, is marked by a buoy about 150 yards

southward of it. Local craft sometimes cut between Old

Prince and Goat Island in entering; this passage is not

advisable for strangers.

(74) Ledges extending up to 0.3 mile south of grassy

Folly Island on the west side of the entrance, are unmarked, but a buoy about 400 yards southeastward of

the island marks the west side of the approach to the

bar channel. A daybeacon marks the ledges extending

northeastward from the island. This daybeacon is 180

feet from the westerly edge of the entrance to the

dredged bar channel and should be given a berth of at

least 250 feet in entering.

(75) Another daybeacon is on the ledge, bare at low water about 370 feet southwestward of Goat Island Light.

The daybeacon is about 30 feet from the easterly edge of

the bar channel, and should be given a berth of about

150 feet when entering.

(76) The principal hazards in approaching and entering

are the numerous lobster pot buoys, which are in the

channel and outlying waters in the summer. Care

should be taken to avoid these, especially at night or

during periods of low visibility.

Wharves

(77) A private wharf, formerly the town wharf, is on the

east side of Cape Porpoise Harbor about 0.6 mile above

the entrance. The wharf, 200 feet long with 61⁄2 to 8 feet

alongside, is used by commercial fishermen to offload

their catches and by transients for temporary berthage.

Gasoline, diesel fuel, water, and limited marine supplies are available. Small cranes are on the wharf; restaurants and lodging are close by.

Supplies

(78) Ice, provisions, and marine supplies can be obtained in or on order from the village. A telephone is on

the dock. There are no marine railways or repair yards;

the nearest is at Kennebunkport.

(79) Good roads connect the landing with the village

and nearby towns and cities. Taxi service is available.

(80) Most of Paddy Creek, just west of Cape Porpoise

Harbor, dries at low water.

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 325
(81) Turbats Creek, westward of Paddy Creek, has several private landings and considerable small-craft activity, but no service facilities.

(82) Southwestward of Goat Island Light is an area of

broken ground, with depths of 16 to 34 feet, extending

as much as 2 miles offshore in places.

(83) On the point locally known as Walkers Point, 1.8

miles west-southwestward of Goat Island Light, a large

mansion with four large stone chimneys is one of the

most conspicuous landmarks in the area.

(84) Near the head of the cove, west of the point, is a

stone breakwater behind which is a town float landing.

Local pleasure craft moor in the cove, and the reported

depth at the landing is 8 feet. There are no facilities.

(85) A security zone at Walkers Point, including the

coves on both sides, extends about 0.5 mile southward

to its southernmost boundary, which extends about 0.5

mile south-southeastward from Cape Arundel on the

east side of the approaches to Kennebunk River. (See

165.102, chapter 2, for exact limits and regulations.)

(86) Kennebunk River, about 2.5 miles southwestward

of Goat Island Light, is the approach to the popular

summer resort and yachting center of Kennebunkport.

Prominent features

(87) The beach for 0.8 mile eastward and 1.7 miles westward of the entrance is lined with hotels and summer

homes, the largest and most conspicuous of which is a

large white hotel with cupola on the east side of the entrance to the river.

(88) The entrance to the river is between two stone jetties, the outer end of the easterly one being marked by

Kennebunkport Breakwater Light 6 (43°20'46"N.,

70°28'34"W.), 25 feet above the water, shown from a

white skeleton tower with a red triangular daymark.

Channels

(89) A dredged channel leads from the sea to a point

about 60 yards below the highway bridge at Kennebunkport, about 1 mile above the jetties. Anchorages

lie both east and west of the channel about midway

from the jetties to the highway bridge. In February-April 2005, the controlling depths were 3.9 feet (5.7

feet at midchannel) in the channel to the end of the

project with 5.6 feet available in the east anchorage and

5.8 feet in the west anchorage. Greater depths can be

had using care and local knowledge. Buoys and a

daybeacon mark the channel. It is reported that the entrance channel between the jetties is subject to frequent change.

Anchorages

(90) There are two dredged 6-foot anchorages, one on

each side of the river channel, 0.3 and 0.4 mile north of

the town wharf. In February-April 2005, 5.6 feet was

available in the east anchorage and 5.8 feet was available in the west anchorage. Many moorings are maintained on the river.

Dangers

(91) Fishing Rock, about 0.6 mile southward of

Kennebunkport Breakwater Light 6, uncovers 4 feet

and is marked by a daybeacon. Oaks Reef, an extensive

foul ledge area with a number of drying rocks and rocks

awash, extends about 0.5 mile southward of

Kennebunk Beach, where it is marked by a daybeacon.

(92) A reef covered 7 feet extends 0.8 mile southward of

Fishing Rock where it is marked by a lighted bell buoy.

Ledges with rocks awash extending eastward of the

rock are marked by a buoy.

(93) State Route 9 highway bridge crossing the river at

Kennebunkport has a swing span with a channel width

of 39 feet and a clearance of 5 feet. (See 117.1 through

117.59 and 117.527, chapter 2, for drawbridge regulations.)

Tides

(94) The mean range of tide is 8.6 feet.

Routes

(95) The chart should be the guide, keeping well clear of

dangers and following the aids. In southerly weather

with heavy seas running it is hazardous to enter

through the jetties on the ebb.

(96) The approach to the port is marked by two buoys

and two spindle daybeacons, which also mark the principal dangers. The best approach is to the eastward of

the buoys.

(97) Some local craft prefer to approach the entrance

through the passage between these two daybeacons,

but strangers are advised against it.

(98) The best time to make the passage upriver is just after low water on a rising tide when the mudflats are still

visible.

Wharves

(99) There are numerous private piers and float landings on the river, most of which are along the east bank.

There are also a number of fish wharves and shipping

plants on the upper river near the bridge.

(100) The town landing on the east bank about 500 yards

inside the entrance is about 200 feet long with 6 feet reported alongside. A restaurant is nearby.

(101) The Kennebunk River Yacht Club is on the east

bank about 150 yards above the town landing. Its basin,

protected by a stone jetty covered at high water, has

floats with 2 to 6 feet reported alongside. The upper and

326 ■ Chapter 9 ■ Coast Pilot 1
lower ends of the jetty are marked by stone pylons. Water is available at the floats.

(102) The Arundel Yacht Club has a pier and float landing

on the east bank about 400 yards below the bridge.

(103) Small pleasure and fishing craft secure to moorings placed wherever there are sufficient depth and

swinging room in the river. The Kennebunkport

harbormaster can be contacted through the town manager’s office or the local police department.

Small-craft facilities

(104) There are several marinas and boatyards on both

sides of the Kennebunk River. Most of these facilities

can provide gasoline, diesel fuel, water, ice, and marine

supplies, and some can make hull, engine, and electrical repairs. The largest haul-out facilities are: marine

railway, 40 feet; and mobile hoist, 15 tons. Storage facilities are also available.

(105) Marine supplies and provisions can be obtained in

Kennebunkport. The town has taxi service toKennebunk

with connections for bus service to other coastal and

inland points.

(106) Kennebunk Beach is a village extending 1 mile

westward of Kennebunk River entrance. Ledges extend

0.8 mile from shore southward of the village. Great

Hill, a prominent yellow bluff at the western end of

Kennebunk Beach, marks the mouth of the Mousam

River. Several of the houses on the bluff are conspicuous.

(107) Mousam River is used by small craft with local

knowledge. A fixed highway bridge, with a clearance of

about 3 feet each side of the center pier, crosses the

river about 0.3 mile above the mouth. There are private

landings on the river, but no services.

(108) From Mousam River, a beach extends southwestward about 1.3 miles to another inlet into which Little

River and its tributaries, Branch Brook and Merriland

River, flow. A large house with a brick chimney, on a

jutting point about the middle of the beach, is discernible among the other summer homes that line the

beach. The inlet is not passable except for very small

craft with local knowledge.

(109) Drakes Island Beach, extending from this inlet to

the jettied entrance at Wells Harbor about 1 mile

southwestward, is a resort of numerous summer

homes. A foul area with many rocks awash is about 0.7

mile off Drakes Island Beach and is unmarked.

(110) Wells Harbor, about 6 miles west-southwestward of

Goat Island Light, is used by local fishing and pleasure

craft. Webhannet River, which flows into Wells Harbor

from the southward, has no services. The harbor is protected at the entrance by two jetties marked by lights.

(111) A dredged channel leads from the sea through the

jetties to an anchorage basin about 0.5 mile above the

jetties. In July-August 2007, the controlling depths

were 6.1 feet in the jettied entrance channel, thence 6

feet to Buoy 4, thence 0.7 foot (1.3 feet at michannel) to

the head of the project above the Town Landing. Depths

of 0.4 to 6 feet were available in the northeast corner of

the anchorage basin with shoaling to bare on the western side. The channel is marked by a buoy and

daybeacons to the anchorage basin. It is reported that

even during a moderate sea, swells break across the entrance and make entry hazardous; the south jetty

should be favored.

(112) There are town piers and small-craft launching

ramps on both the east and west sides of the anchorage

basin at Wells Harbor. The pier on the east side has a

depth of about 6 feet reported alongside its float landing, but no services. The pier on the west side has a

depth of about 10 feet reported alongside its float landing; gasoline, diesel fuel, and water are available. A marina adjacent to southward is reported to have a marine

railway that can handle craft up to 40 feet for engine repairs and dry open storage. A restaurant is nearby. The

harbormaster maintains an office on the westerly pier;

telephone 207–646–3236.

(113) Groceries and other services are available in the

village of Wells, just westward of the harbor.

(114) The principal outlying dangers off these beaches

are an unmarked shoal and foul area that extends about

0.5 mile off Wells Beach and has a rock which uncovers

3 feet and rocks awash on it. Bibb Rock, which uncovers 2 feet, about 0.8 mile off the point at the north end

of Moody Beach, is marked on its east side by a buoy.

(115) The principal landmarks along this stretch of

beach from Kennebunkport to Ogunquit are the large

resort hotels at Bald Head Cliff; Ogunquit, Wells, and

Kennebunk beaches; a church spire about 1.3 miles

southward of Wells; and the standpipes at Ogunquit

and Kennebunk. The numerous summer homes, some

large mansions, also stand out.

(116) Wells Beach extends about 2 miles southward from

the entrance to Wells Harbor to a bluff on which are a

number of prominent homes, one of which has a conspicuous pointed cupola.

(117) Moody Beach extends southward 1.2 miles where it

joins Ogunquit Beach, which extends 1.2 miles farther

to the entrance of Ogunquit River. The river runs

southward, draining the marshes behind these

beaches, and enters the ocean at Ogunquit, 4.7 miles

southward of Wells Harbor. Some small craft use the

river above the highway bridge about 0.3 mile above

the entrance, which has a 26-foot fixed span with a

clearance of 6 feet.

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 327
(118) The entrance to the river is not marked, and the

swells break across it making it difficult and dangerous

to enter even in calm weather. There are no services,

but there are restaurants, parking lot, and picnic areas

on the beach.

(119) Ogunquit is a summer resort of historical importance, one of the beauty spots of New England. Israels

Head, a prominent headland, overlooks the entrance to

the river on the south.

(120) Perkins Cove, at the mouth of Josias River, 1 mile

southeastward of Ogunquit, is a small landlocked harbor, very popular with yachtsmen, at which a number

of fishing, pleasure, and party fishing boats base.

(121) The facilities of the harbor are controlled by the village corporation, and the moorings are under supervision of the harbormaster, who usually can be found at

the town float landing on the north side of the harbor

by the footbridge.

(122) Perkins Cove is entered by a narrow entrance channel which leads to an anchorage basin at the head of the

harbor, known as Flat Pond. In July 2006, the controlling depths were 4.7 feet in the entrance channel,

thence 5 feet in the anchorage basin, except for shoaling to 4.6 feet along the southern edge and 2.1 feet

along the western edge. The channel to the anchorage

is marked by two buoys and a daybeacon; a lighted bell

buoy is about 0.8 mile northeastward of the entrance.

(123) The harbor is a safe haven for small craft in this

stretch of coast in a sudden blow, but no attempt

should be made to enter once the sea has made up, as

heavy swells break clear across the entrance during

easterly weather, and for as long as 2 days after a heavy

blow. Small craft may broach to in attempting to enter

under such conditions.

(124) The harbor is crossed, just above the town float, by

a wooden double bascule footbridge, which is operated

by the harbormaster on request. The bridge has a channel width of 20 feet and a clearance of 16 feet.

(125) Diesel fuel by truck and water are available at the

town float, which has 5 feet reported alongside. Seasonal stores, lodging, and restaurants are at the harbor.

Ice, provisions, and marine supplies are also available

at the harbor or at Ogunquit.

(126) Taxi and other services are available, and the main

coastal highway passes a short distance from the harbor.

(127) A marine railway that can handle craft up to 40 feet

is on the east bank at the town wharf. Open winter storage and use of the railway for repairs are on a

do-it-yourself basis.

(128) Bald Head Cliff, 11 miles southwestward of Cape

Porpoise, is a prominent high point on which are two

conspicuous white buildings.

(129) Mount Agamenticus (see chart 13260), 691 feet

high, is the highest and southernmost of three hills on

a ridge 5 miles westward of Bald Head Cliff. The hill is a

prominent landmark for vessels cruising along this

section of the coast.

Chart 13283

(130) Weare Point (43°11.2'N., 70°35.9'W.), 2.3 miles

southward of Bald Head Cliff, is a headland with several

large houses on it.

(131) Cape Neddick Harboris a small open bight between

Weare Point and Barn Point about 1 mile northwestward of Cape Neddick. The entrance is marked, but the

dangers inside the entrance are not marked. There is

good anchorage in 9 to 30 feet in the middle of the

bight, which is protected by the reefs on each side of the

entrance from all but southeasterly weather. Even then

there is a hole on the southwestern side where smooth

water is found in 7 to 10 feet.

(132) The upper and western side is foul, and along with

the Cape Neddick River, which flows into the head,

dries out to about 350 yards below the fixed highway

bridge. The bridge has a 40-foot fixed span with clearance of 11 feet.

(133) There are no landings, but a hard beach suitable for

launching small craft from trailers is on the west side of

the south end of the bridge. There is a store where provisions can be obtained, a restaurant, a picnic grove,

and a campground.

(134) The entrance to the harbor is buoyed and not difficult to enter with the aid of the chart. From a position

about 750 yards eastward of Cape Neddick Light, a

course of 325° carries through the entrance to an anchorage in 12 to 27 feet, about 200 yards westward of

Weare Point. Use the lead if necessary to avoid getting

too far up the harbor into the foul area at the head.

(135) Vessels approaching the harbor from northward or

eastward should give the east shore of Weare Point a

berth of about 0.3 mile to avoid the reefs.

(136) If York Harbor is crowded, or it is getting late, or a

quiet, peaceful mooring for the night is desired, Cape

Neddick Harbor is a fair haven.

(137) Cape Neddick, 14 miles southwestward of Cape

Porpoise, is a prominent headland jutting out 1 mile

from the coastline that terminates in a small rock islet

called Cape Neddick Nubble.

(138) Cape Neddick Light (43°09'55N., 70°35'28"W.), 88

feet above the water, shown from a 41-foot white conical tower, is on the summit of the nubble; a fog signal is

at the light.

(139) An overhead power cable with a clearance of 21 feet

crosses the channel between the nubble and the cape. It

328 ■ Chapter 9 ■ Coast Pilot 1
is foolhardy for even small craft to pass through this

channel, though lobster pot buoys were observed there.

(140) The cape is now almost completely covered with

homes, guest houses, hotels, motels, and restaurants,

but there are a few trees and brush on the summit.

(141) York Beach is a large village and much-frequented

summer resort in the bights northward and southward

of the cape. There are no wharves.

(142) York Harbor, 2.5 miles southwestward of Cape

Neddick and 5.5 miles northeastward of Portsmouth

Harbor entrance, is the approach to the town and summer resort of York Harbor on the north side just inside

the entrance of the York River, flowing into the harbor

from the westward. The harbor is used by many fishing

boats and pleasure craft.

Prominent features

(143) The most important landmark when approaching

York Harbor is a large stucco mansion with a red roof

and stone terraces on the north side of Godfreys Cove,

southwest of Seal Head Point. The large homes on the

promontory from East Point to Roaring Rock Point

and a white church spire at York Village are also prominent.

(144) Stage Neck is the peninsula 0.3 mile long on the

north side of the harbor just inside the entrance. A

lighted bell buoy marks the entrance to York Harbor.

(145) Western Point, on the south side of the entrance, is

rocky with a few houses, while East Point on the north

side has many houses built out to its end.

Channels

(146) The entrance to York Harbor is narrow and

crooked, and leads between rocks, bare and submerged,

on both sides of the channel. In April 2006, a natural

depth of 10 feet was available to the wharves. In 1979, it

was reported that the river was navigable for 7 to 8

miles for small outboard-powered craft, but larger craft

and sailboats are restricted by low bridges. The channel

is marked by buoys, a light, and a daybeacon to Bragdon

Island, and the harbor is readily entered with the aid of

the chart in clear weather and at any stage of the tide.

Anchorages

(147) In September 2005- January 2006, the anchorage

basins in the cove between Harris and Bragdon Islands

and in the cove off the north side of Bragdon Island had

depths of 2.6 to 5.8 feet. There is also limited anchorage

off the service wharves at the head of the harbor.

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 329
Moorings under supervision of the harbormaster extend upriver as far as Sewall Bridge, about 0.8 mile

above the wharves.

(148) The town maintains guest moorings for visiting

yachts in the reach below the wharves off the northwest

side of Stage Neck. A town wharf is on the south bank

just east of the first highway bridge. No facilities are at

this landing.

Dangers

(149) The approach to the harbor from the fairway bell

buoy about 0.6 mile eastward of the entrance is free of

dangers, and all shoals close to the channel edge are

marked.

(150) In closing the port coming alongshore from either

northeastward or southward, give the shore a berth of

at least 0.4 mile and make the fairway bell buoy off the

entrance. Shoal water extending about 400 yards off

East Point is marked by a buoy about 500 yards southeastward of the point.

(151) Stones Rock, about 1.2 miles south of the entrance, is awash and marked by a spindle; a buoy is east

of the rocks. An unmarked rock, covered 11 feet, about

850 yards south-southeastward of Western Point

breaks if any sea or swell is running and should be

given a wide berth.

(152) On the northern side of the entrance, Millbury

Ledge with two rocks which uncover 5 feet is unmarked. Black Rocks, north of the entrance, are an unmarked bare rocky ledge which uncovers 7 feet. A rock

covered 5 feet, said to be plainly visible if the water is

clear, is south of Black Rocks and is marked by a buoy.

(153) The ledge extending northeastward from Western

Point is marked by a buoy about 200 yards northeastward of the point. These two buoys are the first pair in

entering the harbor, and should be passed in

midchannel, with York Harbor Entrance Leading Light

8 dead ahead on a course of 270°.

(154) A rock covered 3 feet, part of a ledge extending 100

yards southeastward of Fort Point, the eastern end of

Stage Neck, is marked on its south side by a buoy.

(155) Rocks Nose, a bare ledge extending 150 yards

northeastward from the shore on the south side of the

entrance channel, is marked by a buoy.

(156) A buoy marks the ledge off the southwestern extremity of Stage Neck and the sharp turn from the entrance channel up into the inner harbor. In making this

turn, sharp seamanship is needed, especially on the

strength of ebb, to avoid setting over to the westward

330 ■ Chapter 9 ■ Coast Pilot 1
and bringing up on the rock ledge covered 11⁄2 feet

which is eastward of Harris Island; give the daybeacon

marking the east side of the ledge a good berth.

(157) The ledge off the eastern end of Bragdon Island is

covered 3 feet and should be given a good berth when

proceeding into the inner harbor. The northeast end of

the ledge is marked by a buoy that also marks the turn

of the river to the northwestward off the wharves.

(158) The mean range of tide is 8.6 feet. The currents are

strong in the constricted sections of the channel,

where the buoys are reported to tow under at times.

(159) The harbormaster will, on request, meet visiting

craft outside the harbor and pilot them in. He can usually be contacted through the marinas or be found

about the harbor.

Bridges

(160) State Route 103 highway bridge about 1.15 miles

above the entrance has a fixed span with a clearance of

15 feet. The second fixed highway bridge, Sewall

Bridge, about 1.7 miles above the entrance, was rebuilt

in 1940 as a replica of the first pile drawbridge built on

the site in the colonial days of 1761. The present bridge

has an imitation bascule drawspan which is not operable and has a clearance of 3 feet.

(161) About 3.5 miles above the entrance, the U.S. Highway No. 1 bridge has a fixed span with a clearance of 7

feet, and 300 yards farther upstream the twin bridges of

the Maine Turnpike have fixed spans with a clearance of

7 feet.

Routes

(162) Craft entering York Harbor in daylight with the aid

of the chart and following the aids should have no problems. The most difficult problem is making the sharp

turn at the buoy at the southwestern end of Stage Neck.

(163) After making the bell buoy off the entrance, it is

well to bring the leading light ahead on the bearing

270° and, if at night, to run in on the intensified beam.

(164) It would be prudent, however, at night, if the sea

and swell are not too heavy, to anchor in the hole eastward of Fort Point, just out of the channel in line with

the two nun buoys, and wait for daylight before attempting the run into the harbor and negotiating the

turn around Stage Neck.

Small-craft facilities

(165) The facilities for yachts and small craft in the harbor are full and complete. All services can be had, and

ice, provisions, and supplies of all kinds are available or

can be obtained on short notice. There are three service

facilities along the waterfront with wharves and float

landings with 8 to 12 feet reported alongside. Gasoline,

diesel fuel, and water are available. Overnight berthing

at the landings is permitted.

(166) A well-equipped marina and boatyard is on Harris

Island in the cove westward of Stage Neck. There is a

reported depth of 8 feet at the floats, and gasoline, diesel fuel, water, and electricity are available. Its marine

railways can haul out sail or motor craft up to 50 feet

long or 100 tons for hull and engine repairs, or dry winter storage. Marine supplies, lodging, and parking are

available. Taxi and car rental service are available.

(167) Two town piers and floats are available. One is at

the north end of Bragdon Island about 75 yards east of

State Route 103 highway bridge. The second is on the

east side of the causeway connecting Bragdon and Harris Islands, midway between them. The wharves have

no services; docking is limited to 30 minutes.

Chart 13286

(168) Vessels must observe caution to avoid the offshore

dangers in the northern approach to Portsmouth.

Boon Island, 5.7 miles southeastward of Cape Neddick,

is a small, low, rocky islet, marked by Boon Island

Light (43°07.3'N., 70°28.6'W.), 137 feet above the water, and shown from a 133-foot gray granite conical

tower. A fog signal is at the light.

(169) Boon Island is surrounded by deep water, but there

are numerous detached ledges in the vicinity. The easternmost is Boon Island Ledge, 2.8 miles eastward of

the light, which is awash at low water and has a lighted

whistle buoy off its southeast end.

(170) Vessels should not pass between this buoy and

Boon Island Light as there is a shoal area covered 16

feet between them. If passing westward of the light,

give it a berth of 2 miles or more to assure staying in a

depth of more than 30 feet as there is an unmarked

rocky area covered 25 feet, about 1.6 miles west-southwestward of it. Depths of 26 feet are up to 1.3 miles

southward of the light.

(171) Pollock Rock, covered 17 feet, and Southeast

Shoal, covered 21 feet, are 0.7 mile southwest and

southeastward, respectively, from Boon Island Light.

Sanders Ledge, covered 26 feet, is about 1.2 miles

south of Boon Island.

Caution

(172) U.S. Naval vessels may be operating with submarines in the area south and eastward of Boon Island. Escorting naval surface vessels usually display a red flag,

or the international code flag signal NE 2, meaning:

You should proceed with great caution; submarines

are exercising in this area.

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 331
(173) All vessels should keep well clear of vessels displaying this signal and should obey promptly any orders

that may be given by commanding officers of navy vessels.

Chart 13283

(174) Between Cape Neddick and the entrance to

Portsmouth Harbor, a distance of 8 miles, the shore is

indented by York Harbor, already described; Godfreys

Cove, a shallow bight seldom entered; and Brave Boat

Harbor.

Charts 13283, 13274, 13285

(175) Brave Boat Harbor (43°06.0'N., 70°39.6'W.), 2

miles southwestward of York Harbor, has a few private

landings, but no facilities. Some local small craft were

observed there, but the surf is reported to break clear

across the entrance with the least sign of weather. Two

old railway trestles cross the streams entering into it

about 0.2 mile above the entrance. A large mansion on

Raynes Neck, the point about 0.35 mile northeastward

of the entrance, is conspicuous.

(176) Cutts Island, on the south side of the entrance, is

connected with Gerrish Island to the south of it by a

natural seawall of stones and rock thrown up by winter

gales. It is conspicuous. A public beach is at the north

end of the seawall.

(177) Moores Rock, covered 5 feet and unmarked, is

about 0.5 mile eastward of the entrance to Brave Boat

Harbor. A long reef which uncovers 4 feet is about 0.3

mile southeastward of the entrance.

(178) Two dangerous ledges are 2.5 miles offshore. York

Ledge, the northernmost, covered 3 feet and 2.9 miles

southeastward of York River, is marked on the east side

by a buoy. Murray Rock, 1.5 miles south-southwestward

of York Ledge, is covered 6 feet, and has a buoy off its

southwest side. A lighted whistle buoy is 1.5 miles eastward of Murray Rock and southeastward of York Ledge.

Between these ledges and the shore, the bottom is very

broken and vessels are advised to pass outside of the

lighted whistle buoy. In September 1997, a dangerous

rock covered by 24 feet of water protruding from a

rocky ledge was reported in about 43°03'45"N.,

70°35'59"W., about 0.7 mile southeast of Murray Rock.

Broken ground covered 24 to 39 feet, extends 2 miles

south-southeastward of the buoy marking Murray

Rock.

332 ■ Chapter 9 ■ Coast Pilot 1
(179) Portsmouth Harbor, 37 miles southwestward of

Cape Elizabeth and about 25 miles northward of Cape

Ann Light, is the only harbor of refuge for deep-draft

vessels between Portland and Gloucester. No large vessel should proceed northward of Kitts Rocks Lighted

Whistle Buoy 2KR (43°03.0'N., 70°41.5'W.) without a

pilot, as the anchorage area is limited.

(180) Portsmouth Harbor is at the mouth of Piscataqua

River and is the approach to the cities of Portsmouth

and Dover, and the towns of New Castle, Kittery,

Newmarket, Durham, Newington, and Exeter.

(181) Several U.S. Navy activities, including the

Portsmouth Naval Shipyard and a regional medical

clinic, are on Seavey Island at Kittery, on the north side

of the harbor opposite Portsmouth.

(182) A Regulated Navigation Area has been established

in the vicinity of the Portsmouth Naval Shipyard on

Seavey Island. (See 165.1 through 165.13 and

165.101, chapter 2, for limits and regulations.)

(183) A moving safety zone is established surrounding

tank vessels carrying Liquified Petroleum Gas (LPG)

while transiting Bigelow Bight, Portsmouth Harbor

and the Piscataqua River. (See 165.20, 165.23 and

165.103, chapter 2, for limits and regulations)

(184) Restricted areas are at the east end of Seavey Island

in the cove between Clarks, Seavey, and Jamaica Islands and at the west end of Seavey Island from

Henderson Point along the shore to the combined

highway and railroad bridge across Back Channel. (See

334.50, chapter 2, for limits and regulations.)

COLREGS Demarcation Lines

(185) The lines established for Portsmouth Harbor are

described in 80.115, chapter 2.

(186) Portsmouth is a city on the south bank of

Piscataqua River about 4 miles above the entrance to

the harbor.

(187) Foreign trade is in petroleum products, gypsum,

frozen fish, fish products, and salt. Oil shipments in

tankers, drawing as much as 35 feet, arrive frequently,

except during the summer.

(188) Coastwise trade is in arrivals of oil tankers drawing

up to 35 feet. The shipment of cable from Newington is

of major importance.

(189) The harbor, of sufficient depth to accommodate

large deep-draft ships, is open throughout the year,

though vessels may be hampered somewhat in passing

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 333
through the two lift bridges to deepwater berths above

the city.

(190) New Castle, a village on the south side of the harbor and the northern part of New Castle Island, is

reached from Portsmouth by a highway connecting the

islands on the south side of the harbor. The island is of

considerable importance as a summer resort.

(191) Kittery is a town on the north bank of Piscataqua

River opposite Portsmouth.

Prominent features

(192) Gerrish Island, forming the east side of the harbor

entrance, has many summer homes. A park and government reservation, with conspicuous buildings, are

on the southwestern end. The old observation tower on

the south end of the island is most conspicuous. A long

pier is at the southwestern end of the island. The area

just northwest of the pier is used as a bathing beach;

boaters either beach their craft or anchor offshore. The

park has picnic tables and other facilities.

(193) For craft approaching Portsmouth, the large hotel

with a charted cupola at the southwest end of New Castle Island is prominent. Other landmarks are: the stone

building and square tower of the former naval prison

and the water tank on Seavey Island; Whaleback Light;

the weathered buildings with conspicuous cupola of

the abandoned Coast Guard station on Wood Island;

and numerous standpipes, elevated tanks, church

spires, and stacks in the area, most of which are

charted. The old blockhouse and parapets of Fort

McClary, on Kittery Point, just westward of the entrance channel range lights, are also conspicuous.

(194) Whaleback Light (43°03'32"N., 70°41'47"W.), 59

feet above the water, is shown from a 75-foot gray granite conical tower on Whaleback Reef at the northeast

side of the outer entrance. A fog signal is at the light.

(195) Portsmouth Harbor (New Castle) Light

(43°04.3'N., 70°42.5'W.), 52 feet above the water, is

shown from a white conical tower attached to a house

on Fort Point, the northeast end of New Castle Island.

A fog signal is at the light.

(196) Portsmouth Harbor Coast Guard Station and

lookout tower are on Fort Point.

Security Broadcast System, Portsmouth Harbor

(197) The Coast Guard Captain of the Port, Sector Northern New England, has established a voluntary system of

radiotelephone broadcast/reporting procedures designed to give masters and pilots real-time information

on marine traffic in Portsmouth Harbor. The system

supplements the Vessel Bridge-to-Bridge Radiotelephone Regulations contained in 33 CFR 26 (see chapter

2), and all vessels subject to these regulations are urged

to participate in the system. Nothing in these

procedures shall supersede the Navigation Rules or relieve the master of the vessel of his responsibility for

the safe navigation of the vessel. These recommended

procedures are designed to give notice of unseen vessels, give notice of intended movement, clear VHF-FM

channel 13 of traffic unrelated to navigation, and give

vessels information on other vessels within the immediate vicinity.

(198) All participating vessels are requested to use

VHF-FM channel 13 for listening watches and security

calls, except when calling a small vessel not responding

on channel 13, in which case channel 16 is appropriate.

(199) Participating vessels shall maintain a listening

watch commencing 30 minutes prior to getting underway or 30 minutes prior to reaching the vicinity of Gunboat Shoal Lighted Bell Buoy 1 (43°01.4'N., 70°41.9'W.).

(200) Security calls shall be made as follows: 15 minutes

prior to getting underway; when getting underway, including route; when passing Gunboat Shoal Lighted

Bell Buoy 1, or from north when approaching Wood Island Lighted Buoy 2 (43°03'42"N., 70°42'06"W.), including destination if inbound; and when mooring or

anchoring.

(201) Arrangements for bridge openings are made on

channel 13.

(202) If a call is made to a ship or station to pass any of

the above information on channel 13, an additional call

is unnecessary. Example: a ship calling a bridge 15

minutes prior to getting underway to arrange for an

opening.

(203) Vessels carrying passengers or cargo and not required by law to comply with Vessel Bridge-to-Bridge

Radiotelephone Regulations are encouraged to monitor and respond on channel 13. During periods of low

visibility, it is appropriate to follow security call procedures discussed above, except that security calls 15

minutes prior to getting underway should not be made.

(204) Portsmouth Harbor Coast Guard Station monitors

VHF-FM channel 13.

Recommended minimum under-keel clearances

for the Port of Portsmouth

(205) The U.S. Coast Guard, in cooperation with the Navigation Subcommittee of the Maine and New

Hampshire Port Safety Forum, has established recommended minimum under-keel clearances for the Port

of Portsmouth, in order to prevent groundings and to

promote safety and environmental security of the waterway resources of the Port of Portsmouth. The group

recommends that all entities responsible for safe movement of vessels in and through the waters of the Port of

Portsmouth operate vessels in such a manner as to

maintain a minimum under-keel clearance of 3 feet between the deepest draft of their vessel and the channel

334 ■ Chapter 9 ■ Coast Pilot 1
bottom when transiting Portsmouth Harbor and the

Piscataqua River inside Kitts Rock Lighted Whistle

Buoy 2KR; a minimum under-keel clearance of 1 foot is

recommended at berthing areas.

(206) The Maine and New Hampshire Port Safety Forum,

in cooperation with U.S. Coast Guard Sector Northern

New England, requests vessels to follow the mooring

recommendations for the Piscataqua River listed below.

(207) Recommendation:

(208) Due to the very strong ebb and flood tidal currents

on the Piscataqua River and its tributaries, a mooring

plan will be provided by the Portsmouth Pilots upon

boarding, for the intended terminal.

(209) Vessels shifting at the dock must only do so during

periods of slack water. It is extremely dangerous to attempt to shift a vessel at moorings on the Piscataqua

River at any other time and should not be attempted.

Masters should be particularly vigilant in minding and

tending to their vessel’s moorings.

(210) No vessel shall rely solely upon automatic tensioning

winches while moored at any facility on the Piscataqua

River.

(211) Vessels meeting all of the following criteria are recommended to obtain the services of a mooring master

while moored on the Piscataqua River. Intentions for

obtaining the services of a mooring master shall be included in the vessel’s 24-hour advance notice of arrival.

(212) Parameters for mooring master:

(213) Vessels meeting the maximum Length Over All

(LOA) for the following terminals:

PortsmouthSchiller Sprague Avery

Lane Sprague RiverRoad

621' (189.28

meters) 648' (197.51meters) 661' (201.47meters)

(214) Range of Tide: 12 feet (3.66 meters) or greater, as

per Boston HW and LW

(215) Vessel draft: Greater than 32 feet (9.75 meters).

(216) NOTE: Vessels meeting the above criteria that do

not obtain the services of a mooring master must obtain permission from the Coast Guard Captain of the

Port, Sector Northern New England, via the vessel

agent or the U.S. Coast Guard Marine Safety Detachment, Portsmouth, NH.

(217) All vessels must maintain minimum under-keel

clearance of 1 foot while moored at any terminal and 3

feet during transits.

(218) IMO Ship Safety Bulletin 13/95, “Safety of Ships

Carrying Solid Bulk Cargoes” provides a checklist for

vessels and terminals. The checklist is recommended

for use by terminals and vessels conducting bulk cargo

transfers on the Piscataqua River. A copy of this

checklist can be obtained from U.S. Coast Guard Marine Safety Detachment, Portsmouth, NH, the

Portsmouth Pilots, or vessel agents.

Channels

(219) Depths of about 34 feet can be carried in the

marked channel through Portsmouth Harbor to the

Memorial (U.S. Route 1) Highway Bridge. From this

point, a dredged marked channel leads for about 3.5

miles to a turning basin about 0.4 mile above Frankfurt

Island in Piscataqua River. In February 2005, the controlling depth in the dredged channel was 26.1 feet to

the turning basin, thence 35 feet in the basin. In May

2008, an obstruction covered 33 feet was in the northwestern quadrant of the basin. The entrance and harbor channels are marked by lights, lighted ranges,

lighted and unlighted buoys, and daybeacons.

(220) Portsmouth Harbor Channel Lighted Range on

Kittery Point leads into the harbor on the bearing

352°45'. The range structures are in a narrow clearing

of trees on Kittery Point. Outbound vessels are cautioned that the range lights will come into line soon after the rear light becomes visible. Vessels should

commence their turn onto the range line early enough

to avoid overrunning it. The rear light may be visible

earlier during the winter months.

(221) Pierces Island Lighted Range marks the main

channel to Portsmouth on bearing 266°.

(222) A small-boat channel, privately marked by seasonal

buoys, leads northerly from the main ship channel

about 100 yards below the combined U.S. Route 1 Bypass highway and Boston and Maine Railroad bridge

and passes under a retractable span of the railroad

bridge. In 1968, the reported controlling depth in the

channel was 6 feet. Clearances for the retractable span

are given under bridges for Portsmouth Harbor.

(223) Back Channel, between Seavey Island and Kittery,

is limited principally to small craft and is covered in

geographical sequence in the description of the harbor

features.

(224) The channel in Piscataqua River above the bridges

is covered in the description of the river.

Anchorages

(225) The anchorage for medium-sized vessels is anywhere on the east and north sides of the channel between Wood Island, north of Whaleback Light, and

Clarks Island, the small island on the north side about

0.8 mile above Fort Point, in 18 to 71 feet. Space is limited, however, to one medium-sized vessel northward

of Fort Point.

(226) Strangers should not go above Kitts Rocks in

deep-draft vessels without a pilot. Because of the strong

currents and eddies in the bend around Fort Point, it is

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 335
difficult for any large vessel to make the swing without

the assistance of a tug. It is not advisable to proceed

above Wood Island without a tug and pilot. Most large

vessels awaiting tug and pilot, or favorable mooring or

docking conditions, anchor temporarily between Gunboat Shoal and the lighted whistle buoy south of Kitts

Rocks.

(227) With southerly wind, the best anchorage is above

Fort Point on the south side of the channel in 49 to 58

feet, bottom generally clay. There is swinging room

there for only one medium-sized vessel without encroaching on the channel ranges. There is no room to

anchor in the channel above Clarks Island.

(228) Yachts and smaller vessels usually anchor in

Pepperrell Cove, or northward of New Castle Island,

southward of the range line.

(229) A special anchorage is off the north side of New

Castle Island. (See 110.1 and 110.10, chapter 2, for

limits and regulations.)

Dangers

(230) The principal outlying dangers are marked so that

no difficulty should be experienced when entering in

clear weather, day or night.

(231) Gunboat Shoal, rocky and covered 19 feet, on the

west side of the entrance about 2.2 miles southward of

Whaleback Light, is marked on its northeast end by a

lighted bell buoy. An area of rocks and ledges, some of

which uncover up to 5 feet, extends about 1.5 miles

eastward of Whaleback Light and up to 0.6 mile offshore. They include West Sister which uncovers 3 feet

and is marked by a buoy off its southeast end; East Sister, an unmarked ledge which uncovers 2 feet about 0.5

mile northeastward of West Sister; Phillips Rock, unmarked and covered 4 feet, about 0.2 mile southwestward of West Sister; Horn Island, surrounded by a

drying reef; and 4-foot-high White Island and White Island Reef, southeastward of which are a number of unmarked rocks.

(232) Kitts Rocks, covered 11 feet, are on the east side of

the channel, about 0.4 mile southward of Whaleback

Light, and are marked by a lighted whistle buoy to the

southward. Wood Island Ledge, extending 0.2 mile off

Wood Island, is marked off its southwest end by a

lighted buoy. Stielman Rocks, covered 2 feet, are on

the west side of the entrance about 500 yards southward of Fort Point Light; they are marked by a

daybeacon on the rocks and a buoy on the northeast

end. Cod Rock, covered 17 feet, is 225 yards northwestward of Fort Point. The rock is marked by a distinct, violent eddy just before low water slack. The remaining

dangers in the harbor are described in geographic sequence.

Bridges

(233) The principal bridges in Portsmouth Harbor are

Memorial (U.S. Route 1) Highway Bridge, which has a

lift span with clearances of 19 feet down and 150 feet

up, and combined U.S. Route 1 Bypass highway and

Boston and Maine railroad bridge, which also has a lift

span, with clearances of 10 feet down and 135 feet up.

(See 117.1 through 117.59 and 117.531, chapter 2,

for drawbridge regulations.) The bridgetender of the

Memorial Highway bridge monitors VHF-FM channel

16 and works on channel 13; call sign KBK-472. The

bridgetender of the combined U.S. 1 Bypass highway

and railroad bridge monitors VHF-FM channel 16 and

works on channel 13; call sign KAW-766.

(234) A retractable span of the Boston and Maine Railroad bridge which crosses a small-boat channel is

about 150 yards to the northeastward of the lift span of

the combined highway and railroad bridge. The span

has a clearance of 5 feet in the closed position and is

limited to 36 feet in the open position because of the

fixed highway span passing above. The span is kept

open at all times except for about one train per day,

Tuesday through Saturday, from April 1 to November 1

each year.

(235) A fixed highway bridge, Interstate Route 95, with a

clearance of 134 feet crosses Piscataqua River about

900 yards above the combined U.S. Route 1 Bypass

bridge.

(236) All other bridges are described in geographic sequence.

Weather, Portsmouth and vicinity

(237) Portsmouth, located on the extreme north coast of

New Hampshire, has an average annual temperature of

47.9°F (8.8°C). July is the warmest month with an average high of 79°F (26.1°C) and an average minimum of

61°F (16.1°C). January is the coolest month with an average high of 31°F (-0.6°C) and an average minimum of

15°F (-9.4°C). The highest temperature on record for

Portsmouth is 101°F (38.3°C) recorded in July 1964

and the lowest temperature on record is -16°F

(-26.7°C) recorded in January 1957. An average of six

days each year record temperatures in excess of 90°F

(32.2°C), 135 days have temperatures below freezing

(0°C) and 14 days drop below 5°F (-15°C). Every month

has seen temperatures below 50°F (10°C) and every

month except June, July, and August has recorded temperatures below freezing (0°C).

(238) The average annual precipitation for Portsmouth is

42.8 inches (1087 mm) which is fairly evenly distributed throughout the year. Precipitation falls on about

180 days each year. The wettest month is November

with 5.1 inches (130 mm) and the driest, August, averages only 2.3 inches (58 mm). An average of 18

336 ■ Chapter 9 ■ Coast Pilot 1
thunderstorm days occur each year with June, July,

and August being the most likely months. Snow falls on

about 59 days each year and averages about 68 inches

(1727 mm) each year. December, January, and February each average about 17 inches (432 mm) of snowfall

each year. Seventeen inch (432 mm) snowfalls in a

24-hour period have occurred in January 1961 and

again in December 1961. About 12 days each year have

a snowfall total greater than 1.5 inches (38 mm) and

snow has fallen in every month except June through

September. Fog is present on average 168 days each

year and is evenly distributed throughout the year with

a slight maximum in the summer.

(239) The prevailing wind direction in Portsmouth is the

west. February is the windiest month.

(240) (See Appendix B or Portsmouth climatological table.)

Tides and currents

(241) The mean range of tide is 8.7 feet at Kittery Point

and 6.4 feet at Dover Point. For predictions, see the

Tide Tables.

(242) The tidal currents are strong, and special care is required especially in the restricted sections of the channel above and below the bridges. Daily predictions are

given in the Tidal Current Tables.

(243) In the cove on the northwest side of Fort Point, the

current is reported to frequently flow counter to the

current in the harbor for a period after slack water.

Pilotage, Portsmouth

(244) Pilotage is compulsory for all foreign vessels and

United States vessels under register in the foreign

trade. Pilotage is optional for coastwise vessels under

enrollment or license who have on board a pilot licensed by the Federal government.

(245) Pilotage is provided by Portsmouth Pilots, Inc., 34

Ceres Street Wharf, Portsmouth NH 03801, or

Portsmouth Pilots, Inc., P.O. Box 72, Portsmouth, NH

03801; telephone 603–436–1209, FAX 603–436–0417.

The pilot office usually monitors VHF-FM channels 16

and 13, between 0800 and 1600, daily. When tugs are

required, the tugs are used as pilot boats. The tugs have

green hulls, dark red superstructure, and a white letter

“M” on black stacks. When a tug is not required, the pilot boat is a white 23-foot outboard launch with a cuddy

cabin. The tugs monitor VHF-FM channel 16 and 13;

usually work on channel 7A or 77. The launch when

underway monitors channel 13. Pilots board about 1

mile south-southeast of Kitts Rocks Lighted Whistle

Buoy 2KR (43°03.0'N.,70°41.5'W.) Vessels with freeboard greater than 10 feet should provide a boarding

ladder 3 feet above the water. Vessel movements are coordinated with minimum current and may be canceled

during periods of fog. Pilots are generally arranged for

through ship’s agents. A 24-hour advance notice of ETA

is requested.

(246) Maximum wind for pilot boarding and transit is

normally 40 knots, but may be extended to 50 knots on

a case by case basis as determined by the vessel’s master

and the pilot. A minimum of 1⁄2 mile visibility is required for transit.

(247) As all commercial wharves now in use, except fish

piers, are above the first bridge, Memorial Highway

Bridge, all large vessels, including coastal tankers, take

a pilot and tug from the outer anchorage.

(248) The strong currents in the narrow channel make

the approach to and passage through the bridges very

difficult. The largest vessels usually require two or

more tugs and are taken through at or near the nearest

slack water, depending on draft.

(249) A pilot to the outer anchorage is not necessary in

clear weather when the aids are seen, but strangers

should not go beyond Kitts Rocks at any time. In fog or

low visibility no vessel of any size should proceed

northward of Wood Island.

(250) The larger vessels awaiting a pilot or tide usually

anchor between Kitts Rocks Lighted Whistle Buoy 2KR

and Gunboat Shoal.

(251) Due to extremely strong currents on the

Piscataqua River and its tributaries, vessels are recommended to follow the Coast Guard Captain of the Port

mooring plans. The mooring plans are accepted as the

minimum guidelines, and an even more conservative

assessment of the local conditions should be made

when determining whether the vessel is sufficiently

moored. All Liquefied Petroleum Gas vessels are required to comply with the mooring plans. The plans

are available from the local pilots and shipping agents.

Towage

(252) Tugs up to 3,000 hp are available at Portsmouth.

They are also used as pilot boats; see Pilotage,

Portsmouth Harbor, this chapter for a description of

the tugs and radio frequencies used. Naval and other

vessels docking at Seavey Island usually require tug assistance. Inbound laden tug/barge units carrying 70,00

barrels or more of oil and towing astern inside of Kitts

Rock Lighted Whistle Buoy 2KR should engage the services of an assist tug when transitioning the mode of

towing.

Quarantine, customs, immigration, and agricultural

quarantine

(253) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(254) Portsmouth is a customs port of entry.

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 337
(255) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(256) Portsmouth has several public and private hospitals.

Harbor Regulations

(257) Regulations for Portsmouth Harbor are established by the New Hampshire State Port Authority and

are enforced by the harbormaster. The Authority maintains offices at the New Hampshire State Port Authority Marine Terminal; the harbormaster can be

contacted through the Authority.

Wharves

(258) All of the commercial deep-draft facilities in use are

on the south bank of the Piscataqua River between the

first bridge, Memorial Highway Bridge, and Dover Point.

All of the facilities have highway connections, and all

except the Defense Fuel Support Point, Newington

Dock, have rail connections. The alongside depths

given for each facility described are reported; for information on the latest depths, contact the operator.

Cargo discharge is curtailed at the discretion of the facility during severe electrical storms and at wind

speeds above 50 miles per hour dependent on wind direction. Only the major facilities are described. For a

complete description of port facilities, refer to Port Series No. 1, published and sold by the U.S. Army Corps of

Engineers. (See Appendix A for address.)

(259) Granite State Minerals Dock: about 0.3 mile above

the Memorial Highway Bridge; 300-foot marginal

wharf; 32 feet alongside; deck height, 18 feet; 2 acres of

open storage; two crawler cranes with 21⁄2-cubic yard

clamshell buckets for combined lifting capacity of 20

tons; 21⁄2-cubic yard front-end loader; 130-ton mobile

crane; water and electrical shore power connections;

receipt of salt, receipt and shipment of dry bulk cargoes

and heavy lift items; owned and operated by Granite

State Minerals, Inc.

(260) New Hampshire State Port Authority, Marine Terminal Wharf: about 0.45 mile above the Memorial

Highway Bridge and immediately southeastward of the

second bridge; 578-foot face; 35 feet alongside; deck

height, 14 feet; 43,000 square feet covered storage and

10 acres open storage; mobile cranes up to 165 tons and

fork lift trucks; receipt and shipment of containerized

and conventional general cargo and shipment of scrap

metals; owned by New Hampshire State Port Authority

and operated by New Hampshire State Port Authority

and John T. Clark and Son of New Hampshire, Inc.

(261) National Gypsum Co., Portsmouth Plant Wharf:

about 0.9 mile above the Memorial Highway Bridge;

300-foot marginal wharf; 35 to 34 feet alongside; deck

height, 14 feet; hopper conveyor-belt system for

handling gypsum rock; receipt of gypsum rock by

self-unloading vessels and receipt of petroleum products; owned by Gold Bond Building Products, division

of National Gypsum Co. and operated by National Gypsum Co., and Northeast Petroleum Corp. of New Hampshire.

(262) Mobil Oil Corp., Portsmouth Terminal Wharf:

about 1.75 miles above the Memorial Highway Bridge;

offshore wharf; 250 feet with dolphins; 37 feet alongside; deck height, 10 feet; receipt of petroleum products; owned by Public Service Co. of New Hampshire

and operated by Mobil Oil Corp.

(263) C. H. Sprague and Son Co. Wharf: immediately

northward of Mobil Oil Corp. Wharf; 405-foot offshore

wharf, 700 feet with dolphins; 37 feet alongside; deck

height, 11 feet; water connections; receipt of coal and

fuel oil; owned by Public Service Co. of New Hampshire

and operated by C. H. Sprague and Son Co.

(264) Simplex Wire and Cable Co. Wharf: about 2.3 miles

above the Memorial Highway Bridge; 130-foot offshore

wharf, 690 feet with dolphins; 30 feet alongside; deck

height, 15 feet; special equipment for loading cable;

water connections; receipt and shipment of wire and

submarine cable; owned and operated by Simplex Wire

and Cable Co.

(265) Defense Fuel Support Point, Newington Dock:

about 2.8 miles above the Memorial Highway Bridge;

344-foot offshore wharf; 32 feet alongside; deck height,

15 feet; occasional receipt and shipment of petroleum

products; owned by U.S. Government, Department of

Defense Logistics Agency and operated by New England

Tank Industries of New Hampshire, Inc.

(266) Storage Tank Development Corp. Dock: about 2.9

miles above the Memorial Highway Bridge; 250-foot

offshore wharf, 700 feet with dolphins; 38 feet alongside; deck height, 14 feet; pipelines extend to storage

tanks, 900,000-barrel capacity; receipt and shipment of

petroleum products and receipt of asphalt and LPG;

owned and operated by Storage Tank Development

Corp.

(267) Sprague Energy Newington Terminal Wharf:

about 3.5 miles above Memorial Highway Bridge;

225-foot offshore wharf; 780 feet with dolphins; 35 feet

alongside; deck height, 14 feet; receipt and shipment of

petroleum products, asphalt, tallow and caustic soda;

owned and operated by C. H. Sprague & Son Co.

Supplies

(268) Bunker and diesel fuel are available at the C.H.

Sprague and Son Co. wharf or at the Mobil Oil Corp.

wharf. Water is of good quality but high in lime and

magnesia content. Provisions and marine supplies are

available.

338 ■ Chapter 9 ■ Coast Pilot 1
Repairs

(269) There are no facilities for drydocking deep-draft

vessels in Portsmouth Harbor. The nearest for large

vessels is at Boston. Several machine shops can make

minor repairs to machinery. The several boatyards are

capable of hauling out boats up to 85 feet in length.

Communications

(270) The port is served by a freight branch of the Boston

and Maine Railroad, by bus service, both local and interstate, and taxi service. Charter and excursion boats

operate from the harbor, and there is ferry service in

summer to the Isles of Shoals.

Small-craft facilities

(271) There are wharves, boatyards, marine railway services, and marinas in the harbor, which are described

in geographic sequence with the description of the harbor that follows.

(272) Little Harbor is on the west side of the entrance to

Portsmouth Harbor, 0.8 mile westward of Whaleback

Light. Vessels should not attempt to enter in bad southeasterly weather when the sea breaks across the entrance. The entrance is between two submerged

breakwaters, the northern of which is marked on the

outer end by Jaffrey Point Light 4 (43°03.3'N.,

70°42.8'W.), 22 feet above the water and shown from a

skeleton tower with a red triangular daymark. A buoy

marks the outer end of the southern breakwater. A

marked channel leads from outside the breakwaters to

a marina at Wentworth By-the-Sea, a resort hotel; an

anchorage area is on the south side of the harbor. In

March 2001, the controlling depth in the channel was

9.7 feet to the marina, thence depths of 7 to 10 feet were

in the eastern half and 3 to 5 feet were in the western

half of the harbor’s anchorage area. A limited anchorage only for very small craft is in the channel above the

inner buoy.

(273) Frost Point, on the south side of the entrance to

Little Harbor, is part of Odiornes Point New Hampshire

State Park. A launching ramp is at the park.

(274) A highway bridge across Little Harbor has a 29-foot

bascule span, manually operated, with a clearance of 12

feet. (See 117.1 through 117.59 and 117.699, chapter 2, for drawbridge regulations.)

(275) Wentworth By-the-Sea is a large and conspicuous

white hotel on the north side of Little Harbor. The hotel

has a marina. Reported depths are 15 feet in the approach and 12 feet alongside. Berths with electricity,

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 339
gasoline, diesel fuel, water, ice, marine supplies and

pumpout facilities are available. Hull and engine repairs can be made. The marina monitors VHF-FM

channels 16, 68, and 71. A charter fishing boat operates

from the marina in summer.

(276) A narrow thorofare, partially dredged and marked

by buoys, connects the northwestern end of Little Harbor with Portsmouth Harbor. The dredged section of

the thorofare extends from just below the highway

bridge across Little Harbor to a point about 0.8 mile

above the bridge. Above this point, the thorofare leads

between Shapleigh Island and Goat Island into

Portsmouth Harbor. In October 2002, the controlling

depths in the dredged section were 6 feet to the confluence area with Sagamore Creek channel, except for

shoaling to 2.7 feet in the southwest section of the confluence area south of Buoy SL, thence 4.8 feet northward to the end of the dredged section. The thorofare

has a number of private float landings. A highway

bridge with a 48-foot fixed span and a clearance of 14

feet crosses the thorofare between Shapleigh Island

and Goat Island.

(277) Portsmouth Harbor can also be reached through

another part of the thorofare which leads westward of

Shapleigh Island and Pierces Island from above the

dredged section. Two fixed highway bridges cross it.

State Route 1B highway bridge from Shapleigh Island

to Frame Point has a clearance of 10 feet. The other

bridge from Pierces Island to the Portsmouth mainland

has a clearance of 16 feet. Depths through this part of

the thorofare are about 1 foot. A bare spot and a dangerous rock, which uncovers, are in midchannel about 0.3

mile and 0.2 mile southward of the first bridge, respectively; the chart is the guide. The entrance to the

thorofare from Portsmouth Harbor is marked by

buoys.

(278) Sagamore Creek empties into Little Harbor from

the westward, about 0.2 mile above the highway bridge

across the harbor. The creek is entered by a marked

dredged channel which leads to a highway bridge 0.8

mile above the entrance; an anchorage basin is about

0.3 mile above the entrance. In October 2002, the controlling depths were 2.9 feet in the dredged channel to

the bridge with 6 feet in the anchorage basin. The creek

has considerable small-craft activity.

(279) A marina is on the south side of Sagamore Creek,

about 0.5 mile above the mouth. Depths of 3 to 6 feet

are alongside the floats. Berths with electricity, gasoline, guest moorings, and a small-craft launching ramp

are available. A 10-ton and a 25-ton mobile hoist at the

marina can handle craft up to 55 feet in length for hull

and engine repairs and open and covered winter storage. Ice, provisions, and marine supplies can be obtained. Party fishing boats operate from the marina

daily in the summer. A restaurant is on a pier close

eastward.

(280) The fixed highway bridge crossing the creek 0.8

mile above the entrance has a clearance of 7 feet and a

center pier about midchannel. A radio repair facility is

at the bridge. An overhead power cable with a reported

clearance of 16 feet crosses the creek about 750 yards

above the bridge. There are several private landings on

the creek.

(281) Pepperrell Cove is on the eastern side of the harbor,

northeastward of Portsmouth Harbor Light, and on the

north side of Fishing Island, which is grassy. The cove

is subject to shoaling and has depths of about 7 to 11

feet. It is mainly used by fishing vessels, yachts, and

small craft. A buoy northwestward of Fishing Island

marks the entrance to the cove.

(282) Kittery Point, a village on the north side of the

cove, has a public wharf and float landings with 12 feet

reported alongside. Gasoline and water are available at

the float, and ice, provisions, and marine supplies are

available at the wharf. A small-craft launching ramp is

alongside the wharf. The Pepperrell Cove Yacht Club,

also at the wharf, has a float landing on the east side of

the wharf and maintains guest moorings.

(283) Moorings in the cove are under the supervision of

the harbormaster, who can be found at the landing or

contacted through the yacht club, market, or local police.

(284) Chauncey Creek, which empties into the east side

of Pepperrell Cove, has its entrance between Gooseberry Island and Phillips Island and extends about 1.2

miles eastward between Gerrish Island and the mainland. The creek is crossed by an overhead power cable

with a reported clearance of 40 feet and a fixed bridge.

There is considerable small-craft activity in the creek,

which dries in its upper half.

(285) Clarks Island, close southeastward of Seavey Island, is joined with Seavey Island by a rock-fill causeway. The island is marked on its south side by a light.

The cove is a restricted area. (See 334.50, chapter 2, for

limits and regulations.)

(286) Hick Rocks, a drying ledge with sections that uncover 11 and 7 feet, extends 350 yards from the southwest end of Kittery Point and is marked by a daybeacon

on the ledge and by a buoy at its southern end.

(287) Back Channel, with its eastern entrance between

Clarks Island and Hick Rocks, extends westward between Seavey Island and the Kittery mainland. It rejoins Piscataqua River westward of Badgers Island.

There are landings for small craft and several wharves

with depths of 8 to 9 feet which are no longer used commercially except for some fishing. A town wharf and

float landing are about 125 yards westward of the westernmost bridge to Seavey Island.

340 ■ Chapter 9 ■ Coast Pilot 1
(288) The western approach, with local knowledge, is between Badgers Island and Wattlebury Island on the

northwest, and Seavey Island on the southeast, or, for

small craft, northward of Seavey Island through Back

Channel if coming from eastward. This approach is restricted by the clearance under the two bridges to the

naval shipyard on Seavey Island. The easterly one, a

highway bridge, has a fixed span with a clearance of 8

feet, at the center; and the westerly one, a combined

highway and railroad bridge, has a fixed span with a

clearance of 7 feet. The navigation channel through the

east bridge is reported to be northward of the center

pier, and through the west one under the second span

from the south end of the bridge.

(289) Back Channel has several dangers and is used principally by small craft and fishermen. It is marked in the

easterly half by buoys.

(290) Spruce Creek empties into the north side of Portsmouth Harbor at the eastern end of Back Channel. The

creek has a narrow unmarked channel with a least

depth of 12 feet for about 1.2 miles above the entrance,

and lesser depths shoaling gradually to 1 foot or less to

a point about 0.8 mile farther upstream. The creek

dries out about 0.2 mile below the dam about 2 miles

above the entrance at the fixed highway bridge of the

main coastal highway, U.S. Route 1. Extensive mudflats

border the channel for most of its length.

(291) Just above the entrance, State Route 103 highway

bridge, a fixed span with a clearance of 6.8 feet, crosses

the creek and joins Kittery Point with Kittery. About

0.2 mile above this bridge, the remains of an old railway

trestle cross the creek; some of the trestle and its piling

have been removed from the channel; horizontal clearance at the bridge is 24 feet. The creek has private landings, but no services.

Small-craft facilities in Portsmouth Harbor

(292) Portsmouth Yacht Club is on the north side of New

Castle Island close westward of Salamander Point. Reported depths of 9 feet are at its float landings at which

gasoline, diesel fuel, water, ice, and electricity are available. Guest moorings are maintained by the club, and

other moorings in the special small-vessel anchorage

are available for hire.

(293) A boatyard in the cove westward of the club has a

marine railway that can haul out craft up to 30 feet in

length for repairs or winter storage. The harbormaster

for Portsmouth and New Castle can be reached through

the yacht club or local police.

(294) Prescott Park Wharf is a public facility on the south

bank of Piscataqua River, about 100 yards eastward of

the Memorial Highway Bridge. Depths of 5 to 15 feet

are reported alongside the float landings. Berthing for

periods not to exceed 24 hours is available to small

craft.

(295) There is a boat repair and storage yard in Kittery at

the eastern end of Back Channel, northeastward of Jamaica Island. Its marine railway can haul out craft up

to 60 feet long or 80 tons for hull and engine repairs or

dry open or covered storage. Water, ice, provisions, and

most marine supplies can be obtained. Another yard

with a machine shop is on the south side of Badgers Island west of the bridge. Water is available at its 100-foot

pier, which has a depth of 11 feet reported alongside.

Two marine railways can handle craft up to 65 feet in

length for repairs or storage. The yard maintains guest

moorings and permits overnight berthing. Provisions,

electricity, diesel fuel by truck, and most marine supplies can be provided.

(296) The Pepperrell Cove Yacht Club and the other facilities in Pepperrell Cove, Chauncey Creek, and Sagamore Creek were covered in the description of those

places. The small-craft facilities on Piscataqua River

above Portsmouth are covered in geographic sequence

with the description of the river which follows.

Chart 13285

(297) The Piscataqua River, above Portsmouth, forms

the approach to Salmon Falls, Cocheco, Bellamy, Oyster, Lamprey, and Squamscott Rivers. It is also the approach to the towns of Newington, Durham,

Newmarket, and Exeter, and the city of Dover; all have

rail freight service.

(298) The river has ample depth for large vessels for

about 3.5 miles above the second lift bridge at

Portsmouth to its confluence with its western branch

at the fork at Dover Point. Most of the dangers in this

section of the river are marked.

(299) The main river continues northward for 3.5 miles

to the confluence of the Salmon Falls and Cocheco

Rivers, both of which are described later.

(300) The Piscataqua River is buoyed to a point about 2.5

miles above Dover Point, and its western branch in Little Bay is marked for about 4.8 miles above Dover Point

to a point in Great Bay, about 1 mile above Adams Point

in Furber Strait. The western branch, Little and Great

Bays and their tributaries are also described later in the

text.

(301) The channels in all the tributary rivers are narrow,

crooked, shoal at the heads, and unmarked; local

knowledge is necessary to navigate them.

(302) Some of the buoys in the river are reported to tow

under sometimes in the strong currents, and, in particular, Buoys 13 and 16, which mark extensive shoals extending from the west and east banks, respectively, in

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 341
the vicinity of Dover Point. A number of wooden pile

dolphins marking the southern and western edges of

the shoal extending from the east bank are covered at

high water and reported to be dangerous to small craft.

Currents

(303) General navigation throughout the entire length of

the Piscataqua River system is severely hampered by

rapid tidal currents. The velocities of these currents

differ at various locations because of the irregularities

in the width and depth of the river and its tributaries.

(304) The maximum average velocity in the river occurs

off Nobles Island and off Dover Point at the entrance to

Little Bay, and amounts to over 4 knots on the ebb. For

predictions, see the Tidal Current Tables.

(305) The irregularities of width and depth plus the

abrupt directional changes of course result in changes

in the direction of the currents which at some locations

do not coincide with the direction of the channel and

cause hazardous crosscurrents.

(306) As a result of the combination of rapid tidal currents and hazardous crosscurrents, navigation of

deep-draft vessels is limited to the 3-hour period from

1.5 hours before to 1.5 hours after slack water.

(307) The harbor pilots indicate that deep-draft vessels

proceeding to the wharves above the lift bridges usually

require more than one tug.

(308) Pilots and tugs can be obtained at Portsmouth.

Traffic above Dover Point is confined to yachts, fishing

boats, and other small craft.

(309) Spinney Creek, about 0.1 mile above the I–95

bridge, is crossed by a causeway dam, with culvert,

about 300 yards above its entrance. The cove thus

formed, marked on the south side of the entrance by a

lighted buoy, is a snug haven for small craft out of the

strong currents of the river.

(310) The east bank has several private float landings. A

boatyard and marina on the northwest bank of the cove

has a marine railway that can haul out craft up to 60

feet in length for hull and engine repairs, or dry open or

wet winter storage. Gasoline, electricity, and water are

available at the floats which have 12 to 25 feet reported

alongside. Diesel fuel can be obtained by truck. The

pier has a snack bar, and ice, provisions, and some marine supplies can be obtained. There is good anchorage

in the cove in up to 25 feet, soft mud bottom. The yard

has a small-craft launching ramp.

(311) On the west bank of the river, about 0.7 mile westward of the entrance to Spinney Creek, are two

wharves. The lower one is the Mobil Oil Co. Wharf, and

the upper one is the C. H. Sprague and Son Co. Wharf.

These wharves were described earlier in this chapter

under Wharves, Portsmouth Harbor.

Caution

(312) Mariners are advised to exercise caution when approaching these wharves as strong currents tend to

sweep toward them. Also, the channel at this point may

be reduced in width when large tankers drawing up to

35 feet are alongside these wharves.

(313) All vessels except the smaller tankers usually have

the assistance of more than one tug when maneuvering

the area.

(314) Vessels should exercise caution and pass this area

with very little headway to avoid interference with or

damage to the moored vessels or installations when

unloading operations are in progress.

(315) An overhead power cable with a clearance of 165

feet crosses the river about 0.8 mile west-northwestward of the entrance to Spinney Creek.

(316) The Simplex Wire and Cable Co. Wharf, about 0.5

mile upstream of the C. H. Sprague and Son Co. Wharf,

and the other deepwater wharves farther upstream

were described earlier in this chapter under Wharves,

Portsmouth Harbor.

(317) Prominent on this section of the river are the elevated tanks at the cable and gypsum plants, the coal

transporter on the C. H. Sprague and Son Co. Wharf,

the powerplant and its lighted stack, 0.4 mile

west-northwest of the Sprague Wharf, and the U.S.

Route 4 highway bridges crossing at Dover Point.

(318) From Dover Point the river extends 3.5 miles to

the confluence of Salmon Falls and Cocheco Rivers.

(319) On the east side of Dover Point, Hilton State Park

has a pier, float landing, gravel-surfaced ramp for

launching small craft from trailers, special parking facilities for cars and boat trailers, and picnic areas. Water is available at the float; and restaurants, lodging,

and telephones are nearby.

(320) About 1.9 miles northward of Dover Point, on the

west bank, is a boatyard and marina with space for transients. A marine travel lift can handle craft to 35 tons

and 65 feet in length. Both open and indoor winter

storage is available. Marine supplies, professional marine services, a fuel dock and restaurant are also

available.

(321) Sturgeon Creek, on the east bank about 2 miles

north of Dover Point, dries out at low water and is foul.

Small craft have been known to moor in the narrow

crooked channel. There are some private landings on

the creek, but no service facilities. A fixed bridge

crosses the creek about 0.5 mile from the entrance.

(322) Piscataqua River is buoyed to about 2.5 miles north

of Dover Point and has a fairly deep and clear channel

for 1.8 miles in midriver. Above that point the river is

unmarked and shoals gradually. About 3.2 miles north

of Dover Point, overhead power cables crossing the

river have a clearance of 65 feet.

342 ■ Chapter 9 ■ Coast Pilot 1
(323) About 4 miles above Dover Point, Piscataqua River

divides at a confluence known locally as Three Rivers,

the north fork continuing northward as Salmon Falls

River and the northwest fork as Cocheco River.

(324) Salmon Falls River is said to be navigable for small

craft for about 3 miles to just below South Berwick,

Maine. The channel is narrow, crooked, and unmarked.

About 0.9 mile above its mouth, it is crossed by a highway bridge which has a 36-foot fixed span with a clearance of 5 feet. In 1970, no small-craft activity was

observed on the river.

(325) Cocheco River has a crooked channel from

Piscataqua River to the head of navigation at a dam at

the city of Dover, about 10 miles above Portsmouth. In

April 2007, the controlling depth was 3.2 feet to the

head of the project at Dover (except for a 1.9-foot shoal

spot in about 43°11'20"N., 70°50'32"W.); mariners are

advised to consult local knowledge for channel conditions. The channel is privately marked with stakes.

(326) There is no commercial traffic on the river, but

there is small-craft activity. A marina is on the north

bank of the river, about 0.5 mile below the dam; hull

and outboard engine repairs can be made; and gasoline,

water, ice, and some marine supplies are available.

Depths of 6 feet are reported alongside the marina’s

float. Meals and lodgings are available nearby.

(327) A number of overhead power cables cross Cocheco

River; minimum clearance is 34 feet.

(328) Little Bay, the lower section of the western branch

of Piscataqua River, is crossed at Dover Point by U.S.

Route 4 twin highway bridges, which have fixed spans

with a clearance of 46 feet for a middle width of 100 feet

and 33 feet for a channel width of 200 feet.

(329) Little Bay extends about 1.7 miles westward from

its confluence with the main river, as far as Fox Point.

It then trends southward to a junction off Adams Point

in Furber Strait with Great Bay, the upper section of

the western branch, about 3.8 miles above U.S. Route 4

highway bridges.

(330) Most of the important dangers in Little and Great

Bays are marked, and a buoyed channel can be followed

from the mouth to a point in Great Bay about 0.35 mile

above Furber Strait.

(331) Little Bay is deep and generally clear in the middle

as far as Goat Island, but there are several unmarked

shoal spots up to that point, and the edges are shoal

with drying flats extending 200 to 300 yards offshore in

places.

(332) Just inside the entrance to Little Bay on the west

side of Dover Point, there is a marina where gasoline,

water, storage facilities, marine supplies, a small-craft

launching ramp, and a 11⁄2-ton forklift are available.

Engine repairs can be made.

(333) A large marina, protected on its westerly side by a

stone breakwater, is on the south bank of Little Bay,

about 0.4 mile westward of U.S. Route 4 highway

bridges. Depths of 9 feet are reported alongside the

floats. Berths with electricity, gasoline, diesel fuel, ice,

water, marine supplies, a small-craft launching ramp,

storage facilities, restaurant, and professional marine

services are available. A 35 ton travel lift handles

vessels to 65 feet.

(334) Bellamy River, flowing into Little Bay from northward, has a reported depth of less than 4 feet in a narrow, crooked, and unmarked channel for about 1.4

miles above the U.S. Route 4 highway bridge across the

mouth which has a fixed span with a clearance of 11

feet.

(335) Local knowledge is necessary to keep in the narrow

unmarked channel, which is seldom used except by

small craft. An overhead power cable crosses the river

about 2.4 miles above the bridge with a clearance of 52

feet.

(336) Oyster River, which flows into Little Bay westward

of Fox Point, has a narrow, crooked, and unmarked

channel, bare in places at low water, to the village of

Durham, 8.2 miles above Portsmouth.

(337) Durham, site of the University of New Hampshire,

has many historical colonial connections. There are

several private landings, including the University of

New Hampshire Sailing Club, but no service facilities.

Local knowledge of the river is essential to its passage.

(338) Great Bay, a large expanse mostly of mudflats

about 2 miles long and 3 miles wide, is the upper section of the western branch of the Piscataqua River. Into

it flow the Lamprey and Squamscott Rivers. Deep water

extends up the middle of the bay for about 1 mile above

Adams Point in Furber Strait.

(339) From that point a crooked, unmarked, and somewhat foul channel leads to the mouths of the two rivers.

Some small-craft activity was noted about the shores of

the bay in 1970, but there were no service facilities.

(340) The University of New Hampshire’s Jackson

Estuarine Laboratory is on Adams Point. The two-story

red brick laboratory building is prominent. The float

landing at the facility has a depth of 6 feet reported

alongside, but no services. A rock, covered 3 feet, about

70 yards east of the landing, should be avoided.

(341) A public small-craft launching ramp is about 0.3

mile northward of Adams Point.

(342) The Great Bay National Estuarine Research Reserve, a Marine Protected Area (MPA), includes the waters of Great Bay and a portion of Little Bay. (See

Appendix C, for additional information.)

(343) Lamprey River has a depth of about 2 feet in a narrow, crooked, and privately marked channel to the village of Newmarket, 12 miles above Portsmouth. Small

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 343
craft navigate the river, and local knowledge is necessary to its passage. Much of the river is reported to dry

at low water, but there is always a narrow channel in

which small craft can, and do, get through.

(344) There is a marina and boatyard on the west bank

just below the dam and mill which straddle the river at

the village. Depths of 8 feet are reported alongside the

floats; gasoline and water are available. A 31⁄2-ton mobile hoist can handle craft up to 30 feet for hull and engine repairs. Boats up to 30 feet can be built. Provisions

and other essentials can be obtained in the village.

(345) There is room and depth for small craft to anchor

off the marina.

(346) An overhead power cable crossing the river at the

Lower Narrows has a clearance of 54 feet.

(347) Squamscott River, which flows into the western

end of the head of Great Bay, had, in 1979, a depth of

about 3 feet to Oxbow Cut. From there to the town of

Exeter, about 16.5 miles above Portsmouth, the channel is reported to dry in places. Local knowledge is advisable to navigate the river to the head of navigation at

the dam at Exeter.

(348) Exeter is the site of Phillips Exeter Academy and a

town of antiquity and colonial historical importance.

The buildings of the academy and public buildings of

the town are impressive. There is a stone launching

ramp for small boats at the town. During the spring,

summer, and fall, the river from the launching ramp to

the State Route 101 Bypass bridge is used extensively

by the academy rowing team. Caution should be exercised while navigating in this area.

(349) Three bridges cross the river northward of Exeter.

The Boston and Maine Railroad bridge, 0.8 mile above

the mouth, has a 30-foot fixed span with a clearance of

5 feet. State Route 108 highway bridge, 1.9 miles above

the mouth, has a fixed span with a clearance of 9 feet. In

November 2000, a replacement bridge with a fixed span

and a design clearance of 12 feet was under construction just north of the existing State Route 108 bridge.

State Route Bypass 101 highway bridge just south of

Oxbow Cut has a fixed span with a clearance of 26 feet.

(350) Overhead power cables crossing the river about 0.7

mile and 3 miles, respectively, south of the railroad

bridge have a minimum clearance of 50 feet. In 1979,

some fishing and pleasure craft activity was noted on

the river at the second bridge where there is a ramp for

launching small craft from trailers at the east end,

north side of the bridge.

Charts 13283, 13274

(351) From Portsmouth Harbor entrance for 5 miles to

Rye Ledge, the coast has a general southwesterly trend

with no marked indentations. It presents the appearance of a succession of sand beaches separated by

ledges extending out about 0.5 mile with occasional

hotels and many summer homes back of the high-water line.

(352) Odiornes Point (43°02.5'N., 70°42.8'W.), is about

0.8 mile south of Jaffrey Point on New Castle Island.

The point is part of Odiornes Point New Hampshire

State Park. A launching ramp is on the Little Harbor

side of the park. About 0.7 mile southward of Odiornes

Point is a conspicuous round concrete observation

tower. This is an outstanding landmark for vessels approaching Portsmouth or Little Harbors from the

southward.

(353) High Rock, covered 2 feet, and Pulpit Rock and

Seal Rocks, which uncover 6 and 3 feet, respectively,

are part of a foul area extending about 0.4 mile offshore

southward of Odiornes Point. They are unmarked.

(354) Cruising small craft approaching Little Harbor or

Portsmouth from the southward, when passing inside

Gunboat Shoal, should keep at least 0.7 mile offshore

in order to avoid this area, before coming up to

Portsmouth Harbor Channel Range.

(355) Concord Point is about 3 miles southwestward of

Whaleback Light. Foss Ledges, which uncover 3 feet,

extend 0.5 mile offshore from the point and are marked

by a buoy at the outer end.

(356) Rye Harbor, 4.2 miles southwestward of Whaleback

Light, is a small cove used by pleasure and fishing

boats. A stone breakwater extending southward from

Ragged Neck Point is marked at the end by a light. Another breakwater extends northeastward from the

point at the south side of the entrance to Rye Harbor.

These breakwaters are about 6 feet above high water. A

rocky ledge, covered 31⁄2 feet, extends to within 10 feet

of the entrance channel on the south side and is

marked by buoys. A lighted whistle buoy marks the approach about 0.75 mile southeastward of the harbor

entrance. A dredged channel leads through the breakwaters to anchorage basins on the north and south

sides of the channel and State anchorage at the western

limit. In October 2007, the controlling depths were 7.6

feet in the north and south anchorages thence 5.6 feet

at midchannel except for the shoaling to 3.9 feet near

the end of the channel. The north anchorage had

depths of 4.8 to 6 feet while depths of 5.8 to 8 feet were

available in the south anchorage except for shoaling to

bare in the southeastern corner. Depths 6.3 to 8 feet

were available in the State anchorage except for shoaling to 2.3 feet near the southwestern limit.

(357) About 500 yards westward of the north breakwater,

a stone jetty extends about 150 yards in a southwesterly

direction from the north side of the harbor. Rye State

Park includes Ragged Neck, the north side of the

344 ■ Chapter 9 ■ Coast Pilot 1
Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 345

harbor, and the head which has been diked and backfilled

to form a public landing. Two State piers, the southerly

one for commercial vessels and the northerly for pleasure

craft, are at the landing. There are reported depths of 7 to

8 feet at the piers. The northerly pier has float landings

with over 200 feet of berthing space. Both piers and floats

are floodlighted at night, and water and electricity are

available. The landing has a parking area.

(358) Water is available at the floats of a service wharf on the

south side of the harbor; depths of 6 feet are reported

alongside the floats. Party fishing boats and a charter fishing boat are available for hire at the wharf.

(359) The harbormaster, who can be contacted by calling

(603) 431-1779 or (603) 436-8500, controls and assigns

the moorings in the harbor. Occasionally some guest

moorings become available. The harbor is small and congested, but safe for strangers attempting to enter during

heavy easterly weather.

(360) Lockes Neck (Straw Point), 0.5 mile south of Rye

Harbor, is marked by a prominent white flagpole. Rye

Ledge is 1.2 miles southward of Lockes Neck. The ledge,

partly bare at high water, extends 0.4 mile from shore and

is unmarked. The buildings and control tower of an Air

Force installation on shore northwestward of the ledge

are very conspicuous.

(361) Isles of Shoals, about 5 to 6 miles offshore and

about the same distance southeastward of

Portsmouth Harbor entrance, consist of a group of

eight main islands and a number of islets, rocks, and

ledges. They extend about 3 miles in a northeast-southwest direction, and on a clear day can be

seen for 10 miles. The islands first drew attention in

1614 when Captain John Smith on one of his voyages of exploration northward from the Jamestown

Colony drew a chart of the New England Coast and

named the islands the Smith Isles. However, the

group had been known as the Isles of Shoals sometime before his arrival.

(362) Earlier, fishermen, mostly from England, had

found it profitable to sail from home in early spring

and return in the fall with rich cargoes of fish caught

and cured at the isles. The isles are now frequented

by fishermen and summer visitors, but only a few

winter residents inhabit the isles in winter. Three of

the islands, Star, Lunging, and White, are within the

political jurisdiction of the town of Rye, New Hampshire; the others, Cedar, Smuttynose, Malaga,

Appledore, and Duck, are in the town of Kittery,

Maine. The State boundary line passes through the
center of Gosport Harbor and between Star and Cedar

Islands.

(363) Gosport Harbor, formed by breakwaters joining

Star, Cedar, Smuttynose, and Malaga Islands of the

group, is used as an anchorage by local fishermen,

yachts, and sometimes by small coasting vessels seeking shelter. It offers protection from all but westerly

winds; however, the bottom is reported to be rocky and

foul and caution should be exercised in strong winds. A

diesel-powered ferry carries passengers, mail, and supplies from Portsmouth to the 200-foot stone wharf on

the north side of Star Island.

Prominent features

(364) Isles of Shoals Light (42°58.0'N., 70°37.4'W.), 82

feet above the water, is shown from a 58-foot white conical tower with covered way to a dwelling on the south

end of White Island, the southernmost island of the

group. A fog signal is at the light. The light covers the

entire horizon, but is obscured by the houses on the island to the northward of it.

(365) The more prominent landmarks are the large white

hotel and other buildings around it, and a flagpole on

Star Island; a former Coast Guard station with cupola,

an old tall concrete observation tower, three radio

masts, and five old abandoned stone houses on

Appledore Island; and a house and a flagpole on Lunging Island.

Channels

(366) Several channels between the islands lead into

Gosport Harbor and are mostly deep and clear. The narrow channel between Appledore and Smuttynose Islands has a depth of 19 feet, though there is an

unmarked rock, covered 7 feet, in its eastern approach.

A fairway bell buoy marks the western approach to

Gosport Harbor.

Dangers

(367) Ledges surround most of the islands, but most of

the detached shoals are marked. Cedar Island Ledge,

0.4 mile southeastward of Cedar Island, uncovers 4 feet

and is marked by a buoy. It should be given a berth of at

least 0.5 mile.

(368) Anderson Ledge, which uncovers 4 feet and is

marked by a buoy off its south side, is about 1 mile

east-southeastward of Isles of Shoals Light. The ledge,

the outermost danger, is about 200 yards in diameter

and has deep water around it.

(369) Halfway Rocks, a ledge which uncovers 2 feet,

marked on its west side by a buoy, is in midchannel between Star and Lunging Islands. An unmarked rock,

covered 9 feet, is midway between the ledge and Star Island.

(370) Bare Square Rock and a ledge which uncovers 3

feet, both unmarked, are off the west shore of Lunging

Island.

(371) Appledore Ledge, covered 8 feet and marked on its

west side by a buoy, is off the northwest end of

Appledore Island. An unmarked 24-foot spot is about

500 yards off the north end of the island, and a rock covered 7 feet is off the southeast shore.

(372) Southwest Ledge and Jimmies Ledge, both drying

ledges, and bare Mingo Rock and Eastern Rocks are off

the 18-foot-high bare Duck Island. A danger zone of a

naval target area is centered on Shag Rock off the east

side of the island. (See 334.40, chapter 2, for limits and

regulations.)

(373) All dangers surrounding Isles of Shoals can be

avoided by passing 0.5 mile to westward and 1.5 miles

to eastward.

(374) Trawlers and other vessels conducting bottom operations within a 6.7-mile radius seaward of Isles of

Shoals Light should exercise caution because of Jet Assist Take-Off racks and associated debris on the ocean

floor.

(375) Star Island, the most important of the group, is the

site of many religious conventions and seminars held

in the hotel. There are many points of historical interest on the island. An old stone church, a graveyard, a

40-foot memorial obelisk, and a monument to Captain

John Smith are near the south central part of the island. In clear weather Boon Island, Mount

Agamenticus on the mainland, and even Cape Ann, 20

miles to the southward, can be seen from the island.

(376) Appledore Island, the largest of the group, has a

former Coast Guard station, an old concrete observation tower on the highest part of the island, three radio

towers, and five abandoned stone houses on the west

side. Cornell University’s Shoals Marine Laboratory

maintains a small wharf on the west side of the island. A

landing can also be made in Babbs Cove on the west

side at the old Coast Guard boathouse. The laboratory

maintains a picnic ground; fires are prohibited.

(377) Cedar Island with four houses on it and

Smuttynose Island with three are northward of Star Island. Haley Cove, formed by a stone breakwater joining

Smuttynose Island to Malaga Island, is occasionally

used by recreational boaters in summer. Boats with

over 1-foot draft should not enter Haley Cove because

of reported uncharted rocks in the entrance channel.

The boats lie aground at low water. There are no piers

or moorings.

(378) Lunging Island, a bare low rocky islet about 0.5

mile west of Star Island, has a refuge hut on it.

346 ■ Chapter 9 ■ Coast Pilot 1
Charts 13278, 13274

(379) From Fox Hill Point (42°57.9'N., 70°46.2'W.) to

Merrimack River entrance, there are about 9 miles of

sandy beaches, several rocky headlands, and offlying

reefs and ledges up to 1 mile from shore. A large house

with three chimneys on Fox Hill Point is very prominent. Summer resorts line the beaches, and hotels and

prominent summer homes are on the headlands. Salt

marshes between the beaches and the coastal ridge

about 2 to 2.5 miles westward are drained by small

rivers, most of which flow into the inlet at Hampton

Harbor.

(380) Little Boars Head is a yellow bluff 7 miles southwestward of Whaleback Light. A summer resort of the

same name extends over 0.5 mile northeastward from

the bluff; a large mansion on the head is conspicuous. A

ledge, awash at low water, is about 0.4 mile eastward of

the head. A buoy, about 1 mile east-southeastward of

the head, marks the ledge and the broken and foul

ground off it.

(381) Great Boars Head (42°55.1'N., 70°47.7'W.) is a bluff

point making out 0.3 mile between North Beach and

Hampton Beach, and 9.5 miles southwestward of

Whaleback Light. The summer resort of Hampton

Beach extends southward from the point.

(382) Hampton Harbor, about 10 miles southwestward of

Portsmouth Harbor and 1.5 miles southward of Great

Boars Head, is an inlet formed by the confluence of

Hampton River and Blackwater River and other rivers,

sloughs, and creeks that drain the extensive area of salt

marsh to the westward of Hampton, Seabrook, and

Salisbury Beaches.

(383) The harbor is principally an anchorage for numerous pleasure craft and a considerable number of party

and charter hire fishing boats which operate from the

harbor from late spring to early fall. There is also some

year-round fishing activity.

(384) The entrance to the inlet is between two rock jetties. The outer part of the south jetty is submerged. A

daybeacon is on the north jetty, and a daybeacon is off

the end of the south jetty.

Prominent features

(385) The most prominent landmarks approaching the

harbor are the pavilion and bath houses of Hampton

Beach State Park on the north side of the entrance, a

tank at the north end of Hampton Beach, the operating

tower of the bridge crossing the inlet, and the numerous buildings along the beaches north and south of the

entrance. It is reported that the buildings of the

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 347
Seabrook Nuclear Power Station are visible behind the

beach.

Channels

(386) Hampton Harbor is entered by a dredged entrance

channel, which leads southwestward of the shoals off

the north side of the entrance, to a highway bridge,

thence to two privately dredged harbor channels, one

leading northward to an anchorage basin off the marina and the other leading southward to the Public Service Company of New Hampshire barge pier on the

eastern side of the harbor channel, thence to a turning

basin off the pier at Seabrook. In May 2007, the controlling depth was 6.9 feet (8.0 feet at midchannel) in the

channel to the bridge; thence in 1983, 4 feet in the

northern harbor channel, and thence in 1980, 6 feet

was reported in the basin. In 1980-1983, the southern

harbor channel had a reported controlling depth of 3

feet except for shoaling to bare in 42°53'43"N.,

70°49'10.8"W., thence in March 2001, 2.7 feet was reported in the turning basin, except for shoaling to bare

in the southwest section. In 1983, the spur channel to

the barge pier had shoaled to bare. The southern harbor channel is subject to shoaling and should be used

only with local knowledge. Several rocks awash are on

the north side of the entrance channel at the junction

with the north harbor channel and extend a considerable distance into the channels; mariners should exercise extreme caution and transit the area only with

local knowledge. A lighted bell buoy marks the approach to the entrance channel, and buoys mark the

channel to the bridge.

Anchorages

(387) Anchorages are available in the basins or in the

narrow channels of the Hampton and Blackwater

Rivers and other rivers and creeks northward and

southward of the inlet.

(388) In January 1984, the navigable entrance to Blackwater River was reported to have shifted about 220

yards north from its currently charted position.

No-Discharge Zone

(389) The State of New Hampshire, with the approval of

the Environmental Protection Agency, has established

a No-Discharge Zone (NDZ) in the Coastal Waters of

the State of New Hampshire. The area covered includes

all coastal waters of New Hampshire extending about 3

nautical miles offshore (see chart 13278).

(390) Within the NDZ, discharge of sewage, whether

treated or untreated, from all vessels is prohibited.

Outside the NDZ, discharge of sewage is regulated by

40 CFR 140 (see chapter 2).

Dangers

(391) Extensive rocky ledges obstruct the approaches to

the entrance to the inlet. Hampton Shoal Ledge, covered 19 feet, about 2.8 miles eastward of the entrance,

is unmarked.

(392) About 0.5 mile off the entrance is an extensive area

of drying and covered rocky ledges consisting of Old

Cellar Rock, Inner Sunk Rocks, Outer Sunk Rocks,

and other rocks between Inner and Outer Sunk Rocks;

a buoy is northeastward of the area.

(393) State Route 1A highway bridge crosses the inner

end of the inlet. It has a 40-foot bascule span with a

clearance of 18 feet. (See 117.1 through 117.59 and

117.697, chapter 2, for drawbridge regulations.) It is

reported that the flood velocity under the bridge is 1.5

to 2.2 knots and the ebb velocity 2 to 3.2 knots.

Routes

(394) For craft entering or leaving, the chart should be

the guide; follow the aids with due attention to existing

conditions. In heavy weather, the harbor may be closed

because of heavy breakers across the entrance.

Small-craft facilities

(395) Several party fishing boats operate from the float

landing of the State park inside the harbor, close northward of the bridge, and from a sport fishing pier and a

service landing in the cove close to the northwestward

of the park float. Water is available at the float, and a

restaurant is on the pier.

(396) A marina is in a privately dredged basin protected

by wooden jetties, about 0.4 mile northward of the

bridge. There are slips with floats for 135 boats up to 60

feet in length with reported depths of 5 to 7 feet along

side. In January 2003, the entrance channel had a reported depth of 6 feet. Gasoline, diesel fuel, and water

are available at the service float on the south side of the

entrance to the basin. Water and electricity are available at all of the berths. The marina has a 25-ton mobile

hoist to haul out craft for engine or hull repairs and dry

or open winter storage. The marina may be contacted

on VHF-FM channels 16 or 10, or by calling (603)

929-1422. Ice, a pump-out station, provisions, and marine supplies are available. Motels, hotels, restaurants,

markets, and many other conveniences are nearby.

There is a small-craft launching ramp north of the basin.

(397) A State park is across the road. Motels, restaurants,

lodging, markets, and other conveniences are available

at the village at Hampton Beach.

(398) Taxi and bus services are available.

(399) There are a town wharf and two service wharves

with 3 feet reported alongside at Seabrook at the southern end of the harbor from which a number of party

348 ■ Chapter 9 ■ Coast Pilot 1
and charter fishing boats operate. Water is available at

the floats of the service wharves. A snack bar and refreshments are on the wharves, and a restaurant is

nearby. A narrow dredged channel leads southward to it

from the inlet. Numerous small craft are usually found

moored in the channel as well as barges and workboats

used in the construction of the Seabrook Nuclear

Power Station, Public Service Company of New Hampshire.

(400) From Hampton Harbor, Seabrook Beach and

Salisbury Beach extend 4.3 miles in a southerly direction to the entrance of Merrimack River. Unmarked

ledges and foul and broken ground extend up to 0.8

mile offshore and among them a number of rocks

awash, including Thomas Rock and Round Rock.

Breaking Rocks, a ledge covered 3 feet, is 0.7 mile offshore and nearly 2 miles south of Hampton River. It is

marked at its northeast end by a buoy.

(401) The seasonal amusement park with its large ferris

wheel at Salisbury Beach is most conspicuous. The

large bathing pavilion and bathhouses of Salisbury

Beach State Park near the southern end of the beach

are also conspicuous.

Charts 13282, 13274

(402) Merrimack River is the largest river in the eastern

part of Massachusetts. It is the approach to the cities of

Newburyport and Haverhill, and to the towns of

Amesbury, Merrimacport, Groveland, and Bradford.

The river is used by vessels of 6-foot draft at high water

up to Haverhill and about 12-foot draft at high water to

Newburyport. The head of navigation is at the dam just

above Broadway Bridge in Lawrence, 25.7 miles above

the mouth. The river is seldom entered for refuge and

has virtually no commercial traffic.

(403) The shifting bar at the entrance is usually dangerous to cross in heavy weather. The whole entrance

breaks in easterly gales. A lighted fairway whistle buoy,

about 1 mile off the jetties, marks the approach.

(404) The Coast Guard has established a rough bar advisory sign, 47 feet above the water, on the roof of a boathouse to promote safety for small-boat operators. The

sign is diamond-shaped, painted white with an international orange border, and with the words “Danger

Rough Bar” in black letters. The sign is equipped with

a flashing white light. The light will be activated when

the seas exceed 2 feet in height and are considered hazardous for small boats. Small-boat operators are cautioned, however, that if the light is not flashing, it is no

guarantee that sea conditions are favorable.

(405) Newburyport is a city on the south bank of the

river, 3 miles above the entrance. It had no trade by water in 1979, except some fishing.

(406) Merrimack River Coast Guard Station is on the

south side of the river west of the American Yacht Club.

Prominent features

(407) In the approach to the entrance of Merrimack

River, the most important objects are the elevated water tank and ferris wheel at Cushing, 1.5 miles north of

the entrance, and the large bathing pavilion and bath

houses of the State park near the southern end of Salisbury Beach, just north of the entrance. A large water

tank, standpipe, the bridges, church spires, several

stacks, and a cupola, all in Newburyport, are conspicuous.

(408) Newburyport Harbor Light (42°48.9'N., 70°49.1'W.),

50 feet above the water, is shown from a white conical

tower near the western end of Plum Island Point, the

southern point of the entrance. The light is obscured in

several sectors by shore structures.

Channels

(409) Merrimack River is entered by a dredged channel

which leads through the bar between two jetties at the

entrance. In 1998-October 2001, the controlling depth

was 6.9 feet in the bar channel; thence 7.5 feet in the

marked channel to the highway bridge at Newburyport,

about 3 miles above the jetties. From Newburyport to

Deer Island swing bridge, in 2004-2006, controlling

depth was 7 feet, thence 1.2 feet (2.3 feet at

midchannel) to Haverhill. In March 1978, numerous

obstructions and shoaling were reported in the channel between the bridge at Groveland and Haverhill. In

September 1986, a submerged obstruction was reported in the center of the channel near Merrimack

River Buoy 53 in about 42°48'44"N., 71°00'03"W. In

May 1987, shoaling to an unknown depth was reported

in the vicinity of Merrimack River Lighted Buoy 8.

(410) The jetties extend from both points at the entrance

out to the bar and are difficult to see at high water, particularly at night and in periods of low visibility. About

240 yards of the outer end of the north jetty is submerged at high water.

Anchorages

(411) At Newburyport the usual and best anchorage is in

the channel about 400 yards below the highway bridge,

favoring the north side of the channel and keeping

clear of the two charted cable areas. The current is reported to run strongest along the south shore here. The

holding ground is good.

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 349
(412) The yacht club maintains guest moorings as do

many of the service facilities and marinas. Numerous

private moorings are maintained off Newburyport and

in the upper river as far as Haverhill. They are under

control of the harbormasters at Newburyport,

Amesbury, and Haverhill.

(413) Public floats are along the south side of the river at

Newburyport, about 0.2 mile west of Merrimack River

Coast Guard Station. In July 1979, 8 feet was reported

alongside the floats. Berthing is under the control of

the Newburyport harbormaster.

Dangers

(414) Endangered North Atlantic right whales have been

reported swimming in shallow waters off of Plum Island and Ipswich, MA.

Bridges

(415) Merrimack River from the entrance to Haverhill is

crossed by 10 bridges, 8 of which are highway and 2 are

railroad. U.S. Route 1 highway bridge, which crosses

the river at Newburyport, has a bascule span with a

clearance of 35 feet. In the open position, the draws

overhang the channel above a height of 55 feet. The

bridgetender monitors VHF-FM channel 16 and works

on channel 13; call sign WQA-806. The Boston and

Maine Railroad bridge immediately westward has a

swing span with a clearance of 13 feet. The channel is

through the north draw. (See 117.1 through 117.59

and 117.605, chapter 2, for drawbridge regulations on

Merrimack River from Newburyport to Haverhill.)

(416) About 1.5 miles above the Newburyport bridges,

the river is divided into a main or north channel, and a

south channel by Eagle Island and Deer Island, and

the shoals west of it.

(417) About 2 miles above Newburyport, a suspension

highway bridge with a clearance of 28 feet crosses the

south channel from Belleville to Deer Island. This

bridge was originally built in 1810 with chain suspension. The highway then crosses to Salisbury Point

from Deer Island on a swing bridge which has a clearance of 15 feet.

(418) About 300 yards westward of the swing bridge, the

Interstate Route 95 (New Hampshire-Massachusetts

Turnpike) bridge crosses the river from Salisbury Point

to Belleville. The fixed span over the north channel

(main passage) has a clearance of 55 feet, and that over

the south channel, 32 feet. An overhead power cable

with a clearance of 76 feet crosses the river about 4

miles above the Interstate Route 95 bridge.

(419) At Rocks Village on the north bank, about 8 miles

above Newburyport, a highway bridge which has a

hand-operated swing span with a clearance of 17 feet,

crosses the river to West Newbury. An overhead power

cable crossing the river about 0.1 mile downstream

from Rocks Village Bridge has a clearance of 76 feet.

(420) At Groveland, about 11 miles above Newburyport,

State Route 113 highway bridge, which has a bascule

span with a clearance of 13 feet, crosses the river to

Riverside on the north bank.

(421) At Haverhill three bridges cross the river; the lowest one, the Bradford Highway Bridge, has a 34-foot

fixed span with a clearance of 25 feet.

(422) The Boston and Maine Railroad bridge about 0.5

mile above Bradford Bridge has a clearance of 31 feet,

and the County highway bridge, close above the railroad bridge, has a 35-foot fixed span with a clearance of

30 feet. Overhead power cables crossing the river above

the bridge have minimum clearances of about 30 feet.

Routes

(423) A lighted fairway whistle buoy is about 1 mile outside the bar at the entrance to Merrimack River, a seasonal lighted bell buoy is at the bar, and the channel

across the bar is marked by an entrance leading light,

buoys, lights, and a daybeacon. The chart should be the

guide following the aids. Considerable chop is experienced on the bar with the wind against the tide.

(424) Small craft may enter when the sea is smooth and

on a rising tide, following the buoys. The river cannot

be entered during a heavy sea. The outer ends of the jetties are awash at high water.

(425) After the bar is crossed, the channel is well marked

and easily followed to Newburyport. The channel leads

between North Pier, marked by a light, and South Pier,

bare at half tide and marked by a buoy. Westward of

South Pier, for the best water favor the Newburyport, or

south, shore until up with the overhead power cables,

and the buoy under them, then head up for the draw of

the highway bridge, still favoring the south side of the

channel, and select anchorage or obtain a mooring off

one of the service facilities or marinas.

(426) The channel between Newburyport and Haverhill

is marked by buoys at the most difficult points, but is

narrow and crooked, and leads close to rocks in places.

Local knowledge is required to keep in it.

(427) Several of the buoys in the narrows at Merrimack

Park and just below Rock Bridge have been reported to

tow under during the strength of ebb.

(428) In 1979, the Coast Guard provided the following information to assist the mariner in crossing the bar

when outbound from the Merrimack River.

(429) The bar area between the beach and Bell Buoy 2,

both north and south of each jetty, is subject to breaking seas, particularly on an ebb tide with easterly

winds. The ebb tide runs out of Merrimack River from 3

to 6 knots. Boats should proceed slowly out the

channel, evaluating the bar well inside of the two

350 ■ Chapter 9 ■ Coast Pilot 1
breakwaters. If decision is made to cross, proceed all

the way out beyond the breakers and do not attempt to

turn around if the bar is breaking.

(430) The area southward of the outer 240 yards of the

submerged north jetty and the channel is a shoaling

sand bar subject to constant change in depth. This area

and a portion of the channel just south are extremely

hazardous. Avoid crossing the sunken jetty or sandbar,

and use caution in the channel to the south of it.

(431) Ocean swells meeting an outgoing tide in the river

mouth result in breaking seas. The most dangerous period is from about 1 hour before low water and 1 hour

after low water. Even on the calmest days the tidal conditions may be such that small boats will be endangered at this period. Boatmen should learn the stages of

the tide when local conditions are the most favorable

for bar crossing.

(432) Due to the sandy nature of the river bottom, one

can expect unannounced changes in the bar shoals depending upon prevailing winds and currents. These

changing bars and shallow areas may not be marked on

the charts.

(433) In addition to the above, and to further assist the

outbound mariner, the Coast Guard, State of Massachusetts, and the City of Newburyport have established

a bar guide advisory sign atop the former Merrimack

River Coast Guard Station boathouse. The sign, a diamond-shaped white daymark with an orange reflective

border, has a quick flashing white light and the words

“Rough Bar” in its center. This light will be flashing

when the bar is breaking 2 feet or more. The light will

be extinguished when a lesser sea condition exists. The

Coast Guard does not guarantee that the bar is safe if

the light is not flashing. The bar can be dangerous at

any time. When the warning sign light flashes, none

but experienced boatman should attempt a bar crossing. This bar guide advisory sign will be maintained

during daylight hours from April 1 to October 31 and is

not visible from outside the river entrance.

Tides and currents

(434) The mean range of tide is 8.3 feet at the entrance

and 7.8 feet at Newburyport. Currents are strong in the

river, and yachts sometimes drag when anchored off

the American Yacht Club. Strangers should use a

mooring, if available. Current predictions for the entrance and at Newburyport are given in the Tidal Current Tables.

(435) Freshets occur in the spring, but do not interfere

with navigation, as a rule.

(436) Ice occasionally obstructs navigation below the

bridge at Newburyport. Westerly winds carry the drift

ice out to sea and, during their continuance, the flood

current has no effect upon the local formation of drift

ice. With the wind from any other direction, the flood

current will prevent the drift ice from leaving the river.

(437) Above the Newburyport bridges the river is liable to

be closed by ice from January to March.

Pilotage, Merrimack River

(438) Two pilots for the river reside in Haverhill; telephone 617–372–3420 and 617–372–3745. Information

on the river can be obtained from the local boatmen at

Plum Island Point or any of the service facilities or marinas at Newburyport.

Towage

(439) There are no tugs at Newburyport, but there are

three at Portsmouth.

Harbor regulations

(440) A no-wake, headway-only speed limit is enforced in

the vicinity of boat docks along the Merrimack River.

(441) A hospital is at Newburyport.

Supplies

(442) Gasoline, diesel fuel, water, ice, provisions, bottled

gas, and marine supplies can be obtained.

Small-craft facilities

(443) The port has a number of small-craft facilities

along the waterfront. (See the small-craft facilities tabulation on chart 13274 for services and supplies available.)

(444) A town wharf and float landing are on the north

bank east of the highway bridge. A municipal marina

and launching ramp are on the south bank about 0.1

mile east of the highway bridge.

(445) The American Yacht Club at the east end of town

has 14 feet alongside its float landing. Gasoline and water are available at the float. Guest moorings and club

facilities are available to visiting yachtsmen. The North

End Yacht Club, open to members only, is at the west

end of town above the bridge.

Communications

(446) The Boston and Maine Railroad freight service, and

bus and truck lines serve the port; there is taxi service.

(447) Amesbury is a city on the Powwow River, 1 mile

above its confluence with the Merrimack. Four highway bridges cross the river between the mouth and

Amesbury. A 36-foot fixed span at the mouth has a

clearance of 8 feet, twin 40-foot fixed spans 0.5 mile

above the mouth have clearances of 12 feet, and a fixed

span 0.6 mile above the mouth has a clearance of 8 feet.

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 351
A railroad bridge at Amesbury has an 11-foot bascule

span with a clearance of 4 feet. (See 117.1 through

117.49, chapter 2, for drawbridge regulations.) An

overhead power cable crossing the river 0.5 mile below

the bascule bridge has a clearance of 30 feet.

(448) On the west side of the mouth of the Powwow River

is a large marina and boatyard that has two marine railways. Craft up to 42 feet long or 25 tons can be handled

for hull repairs or dry open or covered winter storage.

Gasoline, diesel fuel, water, and electricity are available

at the float landings, which have a reported 12 feet

alongside. Ice, provisions, bottled gas, and marine supplies can be furnished. There is a launching ramp.

Overnight berthing is permitted, and several guest

moorings are maintained. Good restaurants, hotels,

markets, and stores are in Amesbury. Taxi service is

available.

(449) The harbormaster can be contacted through the

Amesbury Police Department.

(450) A boat repair and building yard with marine railway

close westward of the marina can build or haul out for

hull repair or dry open storage craft up to 30 feet.

(451) About 0.7 mile westward of the Powwow, on the

north bank, is another marina. Gasoline, water, and

electricity are available at the floats, which have a reported 10 feet alongside. A marine railway at the marina can haul out craft up to 50 feet in length for hull

and engine repairs, or dry covered or open winter storage. There is a gravel small-boat launching ramp and

parking. Marine supplies and ice are available.

(452) Merrimacport is a village on the north bank of

Merrimack River about 10 miles above the entrance.

Two natural ramps for launching small craft from trailers and a float landing with 2 to 3 feet alongside are on

the north bank at the town.

(453) Groveland is a town on the south bank of the river,

15 miles above the entrance.

(454) Haverhill is a city on the north bank, at the usual

head of navigation of the Merrimack River, 18 miles

above the entrance. The wharves are in disrepair. There

has been no commerce by water for many years.

(455) There is a marina and boatyard at Riverside on the

north bank 0.3 mile eastward of the Groveland highway

bridge. The yard has two float landings with 9 feet

alongside, a 20-ton crane, and a marine railway that

can handle craft up to 200 tons or 140 feet long for hull

or engine repairs or dry open winter storage.

(456) Diesel fuel and water are available at the floats. Ice,

provisions, marine supplies, and bottled gas can be obtained. Haverhill Riverside Airport with an 1,800-foot

landing strip is adjacent to the marina; a seaplane,

landplane, and helicopter are available. The owner and

manager of the marina is also the harbormaster, pilot

for the river, and chief of the Merrimack River Rescue

Service. The service, which operates the police boats,

an amphibious craft, and a helicopter can be contacted

directly, 617–372–3420, or through the Haverhill Police Department, 617–373–1212. There are two ramps

at the facility, one of which is hard surfaced.

(457) Another marina and boatyard, about 0.7 mile below

the bridge on the north bank, has two float landings

with a reported 4 feet alongside. Gasoline, water, and

electricity are available at the floats. There is a

hard-surfaced ramp and a 31⁄2-ton crane. Hull and engine repairs can be made, and dry open or covered storage is available. Guest moorings are maintained.

(458) Bradford, a town on the south bank of the river, is

connected by two highway bridges and a railroad bridge

with Haverhill. The Haverhill (Crescent) Yacht Club,

on the south bank east of the lower bridge, has 6 feet at

its float landing. Guest moorings are maintained.

Small craft anchor or secure to moorings off the club.

Fuel, provisions, and supplies can be obtained.

(459) At Mitchells Falls, about 2 miles above the upper

highway (County) bridge at Haverhill, the river becomes foul and full of rocks, virtually impassable at low

water, but at high water small craft are reported to navigate the river to the dam at Lawrence.

(460) Plum Island River forms a thorofare for small craft

between Merrimack River, just inside its entrance, and

Plum Island Sound. It is bare in places at low water and

is said to have a depth of 7 feet at high water, but the

deepest draft that is taken through at high water with

local knowledge is reported to be about 6 feet. The unmarked channel is narrow and does not always lead in

midchannel. Local knowledge is necessary for its navigation. It is crossed by a highway bridge which has a

40-foot bascule span with a clearance of 13 feet. (See

117.1 through 117.59 and 117.615, chapter 2, for

drawbridge regulations.) An overhead power cable with

a reported clearance of 60 feet is just northward of the

bridge.

(461) The approach to the north end of the thorofare is

between the east side of Woodbridge Island and the

west end of the breakwater, which uncovers about 3

feet.

(462) From Merrimack River entrance the seacoast,

formed by Plum Island, is sand dunes, and trends

southward for about 7.5 miles to the entrance of Plum

Island Sound and Ipswich River. There are many cottages in the town of Plum Island on the north end of the

island at Merrimack River entrance and scattered cottages southward along the beach for about 0.5 mile.

The remainder of the island southward to Ipswich Bay

is a Federal wildlife sanctuary for the most part.

352 ■ Chapter 9 ■ Coast Pilot 1
Charts 13282, 13279, 13274

(463) Ipswich Bay is the bight between the northern

point of Cape Ann and the south end of Plum Island.

Between these points it is about 6 miles wide and

makes in about 3 miles. The bay is the approach to

Plum Island Sound and to the Essex and Annisquam

Rivers. It has depths of 20 to 70 feet, except in its southern and southwestern sides where the shore should be

given a berth of a little over 1 mile to avoid the shoals

off the river entrances. Several rocks covered 2 to 5 feet

and one that uncovers 4 feet are in the southern part of

the bay about 0.9 mile westward of Annisquam Harbor

Light and about 0.3 to 0.5 mile offshore.

(464) Ipswich Light (42°41'07"N., 70°45'58"W.), 30 feet

above the water, shown from a white skeleton tower

with a red and white diamond–shaped daymark, is on

Castle Neck at the south side of the entrance to Plum

Island Sound. A seasonal lighted bell buoy 1.6 miles

eastward of the light marks the approach to Ipswich

River and Plum Island Sound.

(465) The Crane mansion known as The Castle, on Castle

Hill, is the most prominent landmark on this stretch of

coast and can be seen for a great distance. The north

side of Steep Hill, about 0.5 mile northwest of Ipswich

Light, is a conspicuous bare rocky face.

Charts 13282, 13274

(466) Plum Island Sound, the approach to several small

rivers, is frequented by many small craft. The bar channel at the entrance to the sound is subject to continual

changes. The entrance is marked by a seasonal lighted

bell buoy. The buoys on the bar are not charted because

they are frequently shifted in position. The buoys

marking the channels across the bar and through the

sound and rivers inside are seasonal.

(467) In 1979, local boatmen reported that with local

knowledge 6 feet could be taken over the bar and

through the entrance into Plum Island Sound, except

in heavy easterly weather.

(468) Bass Rock, a stone ledge southward of Plum Island, is marked by a daybeacon. Shoaling extends from

Plum Island to a point 200 yards southward of the

daybeacon on Bass Rock, constricting the entrance

channel at this point to a width of less than 100 yards.

Rocks covered 4 feet are reported to extend 250 yards

southwest of the daybeacon; caution is advised.

(469) A number of the buoys in Plum Island Sound are

reported to tow under during the strength of tide, and

too great reliance should not be placed on them as

marking the best water. Local knowledge is

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 353
recommended for strangers attempting passage

through the sound for the first time.

(470) Ipswich River, emptying into the south end of

Plum Island Sound from the westward, leads to the

town of Ipswich about 2.5 miles above the entrance to

the river at Little Neck.

(471) In July-September 1978, the river had shoaled to

bare in several places between Little Neck and the town

landing at Ipswich, and in the approach to the town

landing which has five floats with 2 to 4 feet reported

alongside, but no services. Meals and lodging as well as

other services are available in the town.

(472) The launching ramp of the Ipswich Boat Club and

two floats with 2 feet alongside are on the north bank at

the town.

(473) The town of Ipswich is of great colonial antiquity

and importance historically. It has railroad, bus, and

taxi services, and markets.

(474) Little Neck, a summer settlement on a prominent

hill on Plum Island Sound on the north side of the entrance to Ipswich River, has a landing on the west end

of the neck, with 2 feet reported alongside its float.

There are no services at the float.

(475) Great Neck is a distinctive headland on the west

side of the south end of Plum Island Sound. It has two

high hills, North Ridge and Plover Hill, that are very

conspicuous. A tank on Plover Hill is very prominent.

(476) The Ipswich Bay Yacht Club is on the east side of

North Ridge on the neck. Gasoline and water are available at the float landing, which has 4 to 8 feet reported

alongside. The club has a snack bar, ice, and limited accommodations for visiting yachtsmen. Ice, provisions,

and marine supplies can be obtained from Ipswich.

(477) During the summer many yachts moor off the

landing in 10 to 15 feet, sand and mud bottom. The club

maintains moorings.

(478) Rowley River, which empties into Plum Island

Sound at Hog Island Point, about 1 mile north of Great

Neck, dries in many places and is marked, during the

summer, by stakes that are topped with red or black

cans. Several landings are on the river. A town landing

and a yacht club are about 250 yards above the Boston

and Maine trestle bridge; clearance at the bridge is 11

feet. Little water is reported alongside the town landing

and yacht club, and no services are available. The railroad station is only a short distance from the town

landing. The town of Rowley is about 0.5 mile from the

station.

(479) Parker River, emptying into the north end of Plum

Island Sound from westward, has a depth of about 4 feet

in a very narrow channel to State Route 1A highway

bridge at Newbury Old Town, 1.6 miles above the entrance. The bridge has a fixed span with a clearance of

11 feet. The town is principally a summer settlement.

(480) The channel in Parker River is difficult to follow. In

1979, local boatmen reported that 4 feet could be taken

to Newbury Old Town with local knowledge.

(481) Numerous pleasure craft of all sizes frequent the

river.

(482) There are two marinas on the south bank at the

bridge. In December 2002 the marina on the east side

had a reported approach and alongside depth of 3 feet

and provides a one-ton lift and dry winter storage. It

maintains guest moorings and has a snack bar nearby.

(483) The large marina on the west side of the bridge has

a 14-ton mobile hoist, and a small-craft launching

ramp. Craft up to 45 feet in length can be hauled out for

hull or engine repair, or dry open or covered winter

storage. The yard also builds craft up to 24 feet in

length. Gasoline, water, electricity, and berthage for 50

boats are at the floats, which have 7 feet reported alongside. Overnight berthing is permitted, and guest moorings are maintained. Marine supplies and taxi service

are available.

(484) A town wharf and a float landing with 2 feet reported alongside are on the north bank just eastward of

the bridge. The Old Town Yacht and Country Club is on

the south bank about 0.3 mile below the bridge. The

depth alongside the club float is 5 feet.

(485) Above Newbury Old Town, the river is reported to

be navigable for several miles, but is seldom used. This

section of the river is crossed by three bridges. A railroad bridge 2.6 miles above the entrance has a 41-foot

fixed span with a clearance of 7 feet. The U.S. Route 1

bridge 4.3 miles above the entrance has two fixed openings; the southern opening has a 37-foot span with a

clearance of 7 feet. The Middle Street Bridge about 5

miles above the entrance has a 41-foot fixed span with a

clearance of 3 feet.

(486) The Parker River National Wildlife Refuge, a Marine Protected Area (MPA), includes the waters of Plum

Island Sound, Plum Island River, and Parker River. (See

Appendix C, for additional information.)

Charts 13279, 13274

(487) Essex Bay and Essex River are about midway between Ipswich and Annisquam Harbor Lights. The entrance is through a shifting bar over which, with local

knowledge, 5 feet can usually be carried. With onshore

winds on an ebb tide, a heavy chop builds up and during

heavy weather the bar is often impassable. Caution is

always indicated, especially for smaller boats.

(488) The river is navigable for small craft to the town of

Essex, about 5 miles above the entrance. Local fishermen and numerous pleasure craft use the river.

354 ■ Chapter 9 ■ Coast Pilot 1
(489) The entrance is marked by a seasonal lighted bell

buoy, and the bay channel is marked from the bar to

about 2 miles above the entrance by a daybeacon and

seasonal buoys. The bay channel is subject to continual

change, and the buoys marking it are not charted because they are frequently shifted. Above Conomo

Point, the town of Essex maintains seasonal

midchannel spar buoys. The channel is narrow and difficult to follow. Mariners should obtain local knowledge before navigating the river.

(490) There are several small-craft facilities just below

the bridge at Essex. (See the small-craft facilities tabulation on chart 13274 for services and supplies available.)

(491) Restaurants, lodging, and motels are on or near the

waterfront; the town has markets, bank, and taxi services.

(492) A private residential yacht club is at Conomo Point.

Charts 13281, 13279, 13274

(493) The Annisquam River and Blynman Canal form a

thorofare leading from the eastern part of Ipswich Bay,

northwest of Cape Ann, to Gloucester Harbor, on the

south side of the cape.

(494) Annisquam is a village and summer resort on the

east side of Annisquam River just inside its north end.

Lobster Cove, on the southeast side of the town, is the

scene of much small pleasure-boat activity during the

summer.

COLREGS Demarcation Lines

(495) The lines established for the Annisquam River and

Blynman Canal are described in 80.115, chapter 2.

Prominent features

(496) Annisquam Harbor Light (42°39.7'N., 70°40.9'W.),

45 feet above the water, is shown from a white cylindrical tower with elevated walk to a dwelling on Wigwam

Point at the east side at the northern entrance to

Annisquam River. A red sector in the light from 180° to

217° covers the shoals on the eastern side of the approach to the bar channel from the north. A lighted bell

buoy marks the approach, and a fog signal is at the

light.

Local magnetic disturbance

(497) Differences of as much as 3° from the normal variation have been observed in the vicinity of Annisquam.

Channels

(498) A marked channel with dredged sections across the

bar at the northern entrance to Annisquam River and

in the river and Blynman Canal leads from Ipswich Bay

to Western Harbor at the north end of Gloucester Harbor. In September 2002, the controlling depths were

5.3 feet (5.8 feet at midchannel) in the dredged section

across the bar from Ipswich Bay to Wigwam Point,

thence greater depths in the natural channel to Buoy

17, thence 6.8 feet to Buoy 21, thence 5.6 feet in the

dredged section between Buoys 21 and 23, thence 2.2

feet in the left outside quarter of the dredged channel

between Buoys 23 and 26 with gradual shoaling from

1.1 feet to bare from the left side of the channel’s center

half through the right quarter. Above Buoy 26, the controlling depths were 4.8 feet (7.2 feet at midchannel) to

the Route 128 highway bridge, thence 4.4 feet in the

left half and 0.9 foot in the right half of the channel to

Buoy 38, thence 1.8 feet (6.3 feet at midchannel) to

Western Harbor.

(499) This thorofare is narrow, but is adequately marked

by lights, daybeacons, and buoys and is extensively used

by small craft. Strangers should have no trouble getting through with a smooth sea and by the use of the

chart. The bar at the northern entrance is difficult to

cross in a heavy sea. The best time is on a rising tide.

Anchorages

(500) Craft anchor in the coves, creeks, or estuaries of

the waterway or moor at the marinas. The entrance of

Lobster Cove, near the north end of the waterway east

of Annisquam, has been dredged as far as the bridge. In

1997, the entrance had depths of less than 1 foot in the

south part, gradually deepening to over 5 feet at the

north edge; thence general depths of 5 to 8 feet were

available in the middle of the anchorage.

Dangers

(501) No special directions are necessary. The chart is the

best guide. In passing from north to south in the

Annisquam River and Blynman Canal, take care to

avoid the unmarked rocky area covered 4 feet on the

east side of the channel about 775 yards north of the

Annisquam Harbor Light and 100 yards southeast of

Buoy 3; a rock covered 2 feet on the east side of the river

channel about 60 yards southwestward of Annisquam

Harbor Light; several rocks, submerged and awash, on

the east side of the channel, marked by Daybeacon 7; a

rock covered 4 feet, marked by a buoy, on the east channel edge about 125 yards northward of Annisquam

Channel Light 25; and an unmarked rock that uncovers

1 foot on the southwest side of the southern entrance

to Blynman Canal. In August 1980, obstructions were

reported in the vicinity of Annisquam River Channel

Light 46.

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 355
Bridges

(502) About 2.5 miles south of Annisquam Harbor Light,

State Route 128 crosses the waterway on a fixed span

which has a clearance of 65 feet for a center width of

100 feet. About 0.7 mile southward of it, the Boston and

Maine Railroad Bridge has a 38-foot bascule span with a

clearance of 16 feet. The bridgetender monitors

VHF-FM channel 18A. At the southern end of the waterway, State Route 127 highway bridge has a 38-foot

bascule span with a clearance of 8 feet. The bridgetender monitors VHF-FM channel 18A; call sign,

WQA-834. (See 117.1 through 117.49 and 117.586,

chapter 2, for drawbridge regulations.)

Tides and currents

(503) The mean range of the tide is 8.7 feet. Currents at

Annisquam Harbor Light average 1.3 knots at strength.

Tidal currents at the southern entrance to Blynman

Canal average over 3 knots at strength, but greater velocities to 10 knots were reported in 1992 in the vicinity of Blynman Bridge (State Route 127). Mariners are

advised to use caution when approaching the bridge,

especially during maximum flood and ebb.

Harbor regulations

(504) The Gloucester Chief of Police is also harbormaster

for Annisquam River and Blynman Canal. The deputy

harbormaster supervises the moorings and anchorages. A speed limit of 4 knots is enforced on the river

and in Lobster Cove.

Small-craft facilities

(505) There is a marina on the west bank of Lobster Cove

and several private float landings around the cove. Gasoline, diesel fuel, and water are available at the floats of

the marina which have 12 feet reported alongside. Ice,

provisions, and marine supplies are available. Overnight berthing is permitted, and guest moorings are

maintained.

(506) A footbridge with a horizontal clearance of 30 feet

and a vertical clearance of 6 feet crosses the cove about

0.3 mile above the entrance. A town float landing is on

the south side of the bridge.

(507) A private marine railway that can haul out craft up

to 40 feet in length in an emergency is on the west side

of the cove near the entrance.

(508) The Annisquam Yacht Club is on the point on the

west side of the entrance. The usual courtesies are extended by the club to visiting members of accredited

yacht clubs. Showers, restrooms, and limited guest accommodations are available to visiting yachtsmen. Water is available at the float, ice is obtainable, and guest

moorings are maintained by the club. A daybeacon and

a buoy mark dangerous ledges south of the yacht club.

(509) Mill River is a tributary of Annisquam River, on the

east side, 0.4 mile southward of Annisquam. Two rocks

covered 2 feet are near the middle of the entrance to

Mill River. There are numerous summer homes and

float landings on the river, which is used by many small

craft in the summer.

(510) On the east side of Annisquam River, just north of

the fixed highway bridge at Ferry Hill, is a boatyard

that builds wooden craft up to 35 feet long or handles

craft up to 30 feet long for repairs or dry open or covered winter storage.

(511) A marina on Rust Island just west of Biskie Head

on the north side of Little River has float landings with

5 feet reported alongside. Gasoline, ice, a small-craft

launching ramp, marine supplies, and a restaurant are

available.

(512) On the west bank of the waterway at the north end

of Blynman Canal there is a marina with 12 feet reported at the floats. Gasoline, water, ice, berths with

electricity, a pump-out station and some marine supplies are available; hull, engine and electronic repairs

can be made. On the east bank opposite the marina is a

142-foot concrete ramp with float landings. No services

are available.

(513) Blynman Canal and Gloucester Harbor are described in chapter 10, Cape Ann to Boston Harbor.

Charts 13279, 13274

(514) Cape Ann is very rocky and broken, 235 feet high at

Pool Hill, its highest point, with numerous summer

homes, and has several abandoned granite quarries.

Communication is by railroad to Gloucester and

Rockport, and by highway entirely around the cape.

(515) Bay View is a village on Hodgkins Cove on the west

shore of Cape Ann, 0.8 mile northeastward of

Annisquam Harbor Light. The University of Massachusetts Marine Station has a wharf on the outer southwest side of the long stone pier on the east side of the

cove. In 1966, there was a depth of 12 feet on the outer

half of the southwest side, in a channel about 70 feet

wide. The cove at the inner end of the pier on the northeast side has a depth of about 2 feet at the entrance and

mostly dry inside. Unmarked rocks are at the entrance.

(516) Lanes Cove, 1.4 miles northeastward of Annisquam

Harbor Light, is a small cove protected by stone breakwaters at the entrance, forming a harbor for small

craft. It has a depth of 12 feet at the entrance and 10 feet

in the middle inside. Lanesville is a village on the cove.

Many fishing and pleasure craft moor in the harbor.

356 ■ Chapter 9 ■ Coast Pilot 1
Provisions, ice, and some supplies are available from a

market in the village.

(517) Folly Cove is on the north side of Cape Ann, 2.4

miles northeast of Annisquam Harbor Light. A 3-foot

spot is about 100 yards north of Folly Point, the west

entrance point, in about 42°41'25.5"N., 70°38'41.0"W.

The cove has a stone wharf on the east side with about

16 feet alongside. A 3-foot spot is about 100 yards westward of the wharf. A restaurant is on the wharf and a

motel at the head of the cove, the latter open only in

summer. Halibut Point forms the northern extremity

of Cape Ann.

(518) Ocean View is a summer resort on Andrews Point

at the north end of Sandy Bay.

(519) Sandy Bay is a large bight in the northeastern

shore of Cape Ann between Straitsmouth Island on the

east and Andrews Point on the west. The bay is 2 miles

wide between these points, and about 1.5 miles long to

its head.

(520) A breakwater has been partially completed to form

a harbor of refuge. It extends 1,200 yards northward

from Avery Ledge, then 830 yards northwestward toward Andrews Point. In 1979, it was awash at low water

except for a distance of about 300 yards near the middle

where it was above high water. About 400 yards of each

end of the breakwater are covered at low water. A

lighted gong buoy is off the northwest end, and a

lighted buoy is off the south end. It is reported that several boats have grounded on the breakwater. This can

be avoided by keeping on the correct sides of the buoys

marking the ends.

(521) Depths inside the breakwater are 31 to 86 feet, with

several rocky spots of less depths in the southern part.

Ninefoot Rock on the south side of the bay is marked

on its northern side by a buoy. The bay is sometimes

used as an anchorage, but is exposed to north and

northeasterly weather, and at such times Gloucester or

Salem Harbors are generally used.

(522) The entrance to Sandy Bay between Straitsmouth

Island and the lighted buoy marking Avery Ledge has

broken bottom and a rocky spot covered 22 feet in the

middle. Strangers may be unable to avoid this and

should not use this channel when drawing more than

18 feet.

(523) On the south side of this channel, a ledge which

uncovers in places and is covered 17 feet near the end

extends about 330 yards northeastward from the northeast end of Straitsmouth Island. The northern entrance

to the bay westward of the lighted gong buoy at the

northwest end of the breakwater is deep and clear.

(524) Pigeon Cove, 0.8 mile south of Andrews Point, is a

small cove protected by a breakwater and having depths

of 51⁄2 to 15 feet inside. The entrance is marked by a

buoy. In February-August 1987, the midchannel

controlling depth was 10 feet. The most prominent features of Pigeon Cove are the high concrete stack of the

foundry and the tank on Pigeon Hill. There are bulkhead wharves around the harbor, a public float landing

with 6 feet reported alongside, and a small-craft

launching ramp. A number of fishing and pleasure craft

lay at moorings in the cove.

(525) The best water is on the northeast side. Pigeon

Rock, 50 yards south of the east point outside the jetty,

is nearly uncovered at extreme low water. A 5-foot spot

is near the entrance about 80 yards southward of Pigeon Rock.

(526) Two old stone quarry breakwaters are built out

from the shore 0.3 and 0.5 mile southward of Pigeon

Cove. The southerly one forms a harbor that is used by

fishing and pleasure craft. Mooring is not allowed

alongside the stone wharves. A small-craft launching

ramp is at the head.

(527) A small basin at Rowe Point, about 0.7 mile southward of Pigeon Cove, is now a lobster pound.

(528) Dodge Rock, Bartlett Rock, and Mitchell Rock are

in a cluster of rocks about 300 yards from the western

shore of Sandy Bay. Dodge Rock, awash at low water, is

marked by a daybeacon. The western end of the rock is

100 yards offshore, and the southern rock, covered 10

feet, is about 150 yards southeastward of the

daybeacon.

(529) Mitchell Rock, covered 4 feet, and another rock,

covered 18 feet, are 280 and 400 yards, respectively,

northward of the daybeacon. Bartlett Rock, awash at

low water, is about 125 yards north of the daybeacon.

With the exception of Dodge Rock, all are unmarked.

(530) Sandy Bay Ledge is partly bare at high water and

extends 200 yards from the western shore of Sandy Bay

at Rowe Point. In fair weather, vessels up to 150 feet

long are reported to anchor in the cove south of Sandy

Bay Ledge.

(531) Rockport Harbor at the southwest end of Sandy

Bay is reported to be open to strong northeasterly to

easterly winds, but can be entered at any time. The harbor is protected by two breakwaters, one of which extends eastward from Bearskin Neck on the northwest

side of the harbor.

(532) The other breakwater extending in a northerly direction from The Headlands is a short one.

(533) The harbor consists of an outer basin and two inner

basins which are separated by the town wharf. In February 2004, the outer basin had a least depth of 8 feet,

the northern inner basin had depths of 4.5 to 8.0 feet

and the southern inner basin had depths of 6.1 to 8.0

feet.

(534) Rockport, the town, has communication by railroad, bus, and taxi service. Banks, churches,

Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 357
restaurants, hotels and guest houses, hospitals, and

markets are available.

Prominent features

(535) Straitsmouth Island, low and grassy, is marked on

its eastern end by Straitsmouth Light (42°39'44"N.,

70°35'17"W.), 46 feet above the water and shown from a

white cylindrical tower, near the northeast end of the

island. A fog signal is at the light. The radio tower and

buildings of a former Coast Guard station are conspicuous on Gap Head, the peninsula westward of Straitsmouth Island. A standpipe on the summit of a hill

south of the harbor is also prominent. Passage should

not be attempted between Straitsmouth Island and Gap

Head at low water without local knowledge.

(536) Rockport Breakwater Light 6 (42°39'38"N.,

70°36'42"W.), 32 feet above the water, is shown from a

skeleton tower with a red triangular daymark on the

end of the north breakwater.

Channels

(537) The entrance channel between the breakwaters is

about 26 yards wide with depths from 8 to 10 feet. It is

not advisable, however, to enter with drafts greater

than 7 feet without local knowledge.

Harbor regulations

(538) Moorings and berths in the harbor are under control of the harbormaster, who can be contacted through

the local police department. A speed limit of 4 miles per

hour is enforced within the harbor limits. There are no

guest moorings, but one can usually be arranged for

through the harbormaster.

(539) In February 2004, a depth of 7.6 feet was available

in the southwest basin and 7.2 feet was available in the

northwest basin. The basin on the southeast side of the

town wharf is used to moor small sailing craft and the

northwesterly basin, or commercial basin, is used by

fishing and lobster boats. In May 1993, a section of the

town wharf had broken off and had reportedly created

an obstruction in the northwesterly basin in about

42°39'32.7"N., 70°36'55.5"W. A town ramp, dry at low

water and with 3 feet at high water, is at the head of the

basin.

Dangers

(540) Flat Ground, a dangerous ledge 0.5 mile long covered 3 to 15 feet, is 1 to 1.5 miles north-northeastward

of Straitsmouth Light. The ledge is marked by a buoy at

its south end and a bell buoy at the north end.

(541) The engine block of the liberty ship CHARLES S.

HAIGHT was reported, in 1979, to be still visible on the

reef at low water.

(542) Dry Salvages is a bare ledge about 15 feet high near

the middle of a reef about 500 yards long in a northerly

direction. A lighted bell buoy is 0.5 mile northeastward

of the ledge.

(543) Little Salvages is a ledge showing well bare at low

water and with parts awash at high water. It is about

500 yards westward of Dry Salvages. Shoal water extends out a little more than 200 yards from the western

side of the bare part of the ledge, and a rock bare at lowest tides and a sunken wreck are between it and Dry

Salvages.

(544) Harbor Rock, covered 2 feet, is about 130 yards

northeastward of the end of the north breakwater at the

entrance of Rockport Harbor; a buoy is about 0.1 mile

northeastward of the rock. Inshore of the rock, a shelving unmarked ledge extends 75 yards northeastward

from the end of the north breakwater.

(545) The edges of the harbor are shoal and foul, with

ledges near the shores, particularly on the north side

northward of a line between the end of the north breakwater and the end of the first wharf on the north side.

All except light-draft craft should stay out of that area.

Wharves

(546) The first wharf, in the northwest part of the harbor,

is a private wharf locally known as Tuna Wharf. The

second wharf, locally known as Bradley Wharf, has

overnight berthage which can be arranged through the

harbormaster. In 1979, 6 feet was reported alongside

Bradley Wharf, with no services available.

(547) The town float landing, with 6 feet reported alongside, is at the head of the town wharf. Party fishing

boats operate from the landing in the summer. Parking

is available on the town wharf.

(548) On the southeast side of the head of the town landing is the Sandy Bay Yacht Club, which has float landings with 6 feet alongside. The club has restrooms

available to visiting yachtsmen. Water, electricity, and

ice are available at the floats.

(549) Cape Ann Light (42°38.2'N., 70°34.5'W.), 166 feet

above the water, is shown from the southerly of two

identical 124-foot gray stone towers on the east side of

Thacher Island, 1.3 miles south-southeast of

Straightsmouth Island. A fog signal is at the light. The

northerly tower is marked by a private light. Oak Rock,

covered 5 feet and marked on its east side by a buoy, lies

between Thacher Island and Emerson Point.

(550) Londoner, a ledge about 0.4 mile long in a northeasterly direction, covered 1 to 11 feet, is 0.5 mile

east-southeastward of Cape Ann Light. Near the center

of the ledge, on a cluster of rocks that uncover at low

water, is a pole. Between Londoner and Thacher Island

358 ■ Chapter 9 ■ Coast Pilot 1
Cape Elizabeth, Maine to Cape Ann, Massachusetts ■ Chapter 9 ■ 359

is a passage with 16- to 28-foot depths. This passage

should not be attempted by a stranger.

(551) Milk Island, about 0.4 mile southward of Emerson

Point, is connected with that point and Thacher Island

by two bars covered 2 to 7 feet. A rock awash is about

0.2 mile north-northeast of the north point of Milk Island. Salt Island Ledge, 1.3 miles southwestward of

Milk Island, is awash at extreme low water. A buoy

marks the southeast end of the ledge.

(552) There are numerous reddish brown bare bluffs

along the coast between Cape Hedge and Eastern Point.

The most prominent of these are on Cape Hedge,

50-foot Salt Island, the points to the north and west of

Salt Island, the points on both sides of the entrance to

Brace Cove, and on the southern part of Eastern Point.
360 ■ Chapter 10 ■ Coast Pilot 1
Cape Ann to Boston Harbor,

Massachusetts

(1) This chapter describes the Massachusetts coast

along the northwestern shore of Massachusetts Bay

from Cape Ann southwestward to but not including

Boston Harbor. The harbors of Gloucester, Manchester,

Beverly, Salem, Marblehead, Swampscott, and Lynn are

discussed as are most of the islands and dangers off the

entrances to these harbors.

COLREGS Demarcation Lines

(2) The lines established for this part of the coast are

described in 80.120, and 80.125, chapter 2.

Chart 13267

(3) Massachusetts Bay is the body of water lying westward of a line connecting Cape Ann Light on Teacher

Island with Race Point Light on the northwestern extremity of Cape Cod, about 38 miles south-southeastward. It includes Boston Harbor, described in chapter

11, and Cape Cod Bay, described in chapter 12. Between

Cape Ann Light and Boston Harbor, 24 miles to the

southwestward, the principal harbors are Gloucester,

Beverly, Salem, Marblehead, and Lynn, all available to

vessels of moderate draft. The coast is rocky and generally bold with numerous detached islands, rocks, and

sunken dangers.

Charts 13281, 13274

(4) Gloucester Harbor is one of the most important

fishing ports in the United States and an important

harbor of refuge. It is 5 miles southwestward of Emerson Point, the easternmost point of Cape Ann, 26 miles

from Boston and 234 miles from New York. The entrance is marked on its eastern side by Eastern Point

Light. There is an outer and inner harbor, the former

having depths generally of 18 to 52 feet and the latter,

depths of 15 to 24 feet.

(5) Gloucester Inner Harbor limits begin at a line between Black Rock Daybeacon 12 and Fort Point.

(6) Gloucester is a city of great historical interest, the

first permanent settlement having been established in

1623. The city limits cover the greater part of Cape Ann

and part of the mainland as far west as Magnolia Harbor. Its principal industries are directly or indirectly

connected with the fishing or related industries in the

processing, freezing, canning, or shipment of fish and

lobsters.

(7) The principal import is seafood. Limited amounts

of general cargo are the principal export.

Prominent features

(8) Eastern Point Light (42°34'49"N., 70°39'52"W.), 57

feet above the water, is shown from a 36-foot white conical tower with a covered way to a dwelling.

(9) A breakwater extends 750 yards west-northwest

from the shore near Eastern Point Light and is marked

at its outer end by Gloucester Breakwater Light

(42°34.9'N., 70°40.4'W.), 45 feet above the water and

shown from a 37–foot white house and tower on a

brown square skeleton framework structure; a fog signal is at the light.

(10) Normans Woe, on the west side at the entrance to

Gloucester Harbor, is a rocky headland split by a deep

cleft, known as Rafes Chasm, into which the sea enters

during heavy weather. Normans Woe Rock, 0.3 mile

northeastward of Normans Woe and over 0.1 mile offshore, is a rounded rocky islet 45 feet high, surrounded

by extensive ledges. A bell buoy is about 0.2 mile

east-southeast of Normans Woe Rock. The stone building and double tower of the John Hays Hammond Museum, about 0.3 mile northward of the rock, are

conspicuous from seaward.

(11) Tenpound Island Light (42°36'07"N., 70°39'56"W.),

57 feet above the water, is shown from a white conical

tower on the west side of Tenpound Island off the entrance to Inner Harbor; a fog signal is at the light. The

ruins of several piers are on the north side of the island.

The island is owned by the city of Gloucester.

COLREGS Demarcation Lines

(12) The lines established for Gloucester Harbor are described in 80.120, chapter 2.

Cape Ann to Boston Harbor, Massachusetts ■ Chapter 10 ■ 361
Channels

(13) The entrance westward of the breakwater between

Dog Bar and Mussel Point is about 0.6 mile wide. About

500 yards westward of Round Rock Shoal is an unmarked rocky ledge covered 23 feet. This leaves only a

channel about 400 yards wide with depths of 38 to 47

feet into the outer harbor.

(14) Dog Bar Channel between the end of Dog Bar and

the eastern edge of Round Rock Shoal is only about 150

yards wide with depths of 20 to 22 feet.

(15) During heavy southeasterly gales, the sea at times

breaks nearly the whole distance across the entrance.

Strangers should enter by the deepest channel westward of Round Rock Shoal, where there is reported to

be a space known not to break.

(16) A dredged channel leads from the northeasterly

part of Gloucester Harbor into Inner Harbor and connects with north and south access channels which lead

on either side of the Gloucester State Fish Pier to the

head of the harbor. Dredged access channels also lead

from the Inner Harbor entrance channel into Harbor

Cove and Smith Cove, on the northwestern and southeastern sides of Inner Harbor, respectively. In October

2004, the controlling depths were 19.1 feet (20 feet at

midchannel) in the Inner Harbor entrance channel,

thence 16.9 feet (17.9 feet at midchannel) in the south

access channel; 16.1 feet (16.4 feet at midchannel) in

the north access channel; 15.7 feet in the Harbor Cove

entrance channel; and 9.8 feet (12.4 feet at midchannel) in the Smith Cove entrance channel. The

channels are marked by buoys.

(17) The southern entrance to Blynman Canal and

Annisquam River is through Blynman Bridge at the

head of Western Harbor. This is the inside route to

Ipswich Bay on the north side of Cape Ann, described in

chapter 9. The school tower 500 yards north-northwest

of the bridge is prominent. A rock which uncovers 2

feet is close southward of the channel entrance.

Anchorages

(18) The best anchorage in the outer harbor for vessels

coming in for shelter or bound to Gloucester is Southeast Harbor, the cove in the eastern part of Gloucester

Harbor northward of Black Bess Point and southward

of Tenpound Island, known locally as Pancake Ground.

This is the one most frequently used. It has good anchorage, soft mud and clay bottom in about 23 to 30

feet, and is also used by vessels taking shelter.

(19) In Western Harbor, the semicircular cove northwestward of Tenpound Island in the northern part of

362 ■ Chapter 10 ■ Coast Pilot 1
Gloucester Harbor, there is also good anchorage, soft

mud and clay bottom in 24 to 30 feet. Give the shore a

berth of 300 yards. In 2003, a wreck covered 16 feet was

reported in 42°36'26"N., 70°40'12"W. There are no

wharves. The city of Gloucester maintains a parkway

along the shore of Western Harbor to Stage Head. The

Gloucester Fisherman statue faces the harbor from

this parkway about 200 yards eastward of the entrance

to Blynman Canal.

(20) A dredged anchorage, about 300 yards southwestward of the Gloucester State Fish Pier, is available in

Inner Harbor. In October 2004, depths of 13.9 to 16 feet

were available in the anchorage. The anchorage is partially marked by buoys. Mooring permits for the Inner

Harbor are issued by the deputy harbormaster, who patrols the harbor in a police/fire boat; the patrol boat

monitors VHF-FM channel 16 when underway.

(21) Smith Cove, in the southeast part of Inner Harbor,

provides good anchorage for small craft in 6 to 15 feet,

but is somewhat congested with moorings. Harbor

Cove, on the northwest side of the entrance to Inner

Harbor, has depths of 15 feet in the dredged area with

lesser depths along the edges. Gloucester Coast Guard

Station is on its northeast side. A dredged anchorage is

on the east side of the entrance to Harbor Cove; in October 2004, a depth of 13.5 feet was available.

Dangers

(22) Gloucester Harbor and approaches have very broken ground and many rocks and ledges, some of them

unmarked; careful navigation is necessary, especially

in thick weather.

(23) The principal dangers are marked for vessels of

24-foot draft or less to an anchorage in Southeast Harbor, and for 18-foot draft or less into the inner harbor.

Strangers are advised not to bring in greater drafts

without a pilot.

(24) Dog Bar, on which the breakwater is built, extends

100 yards westward of the end of the breakwater where

it is marked by a buoy.

(25) Round Rock Shoal, a rocky ledge about 400 yards

in extent northeast to southwest and covered 13 feet,

extends from 0.15 to 0.3 mile westward of the breakwater light. It is marked on its northeastern edge by a

buoy and on its southwestern edge by a lighted buoy.

(26) Green Rock, 175 yards eastward of Tenpound Island, is marked by a daybeacon. The passage between

Tenpound Island and Rocky Neck is shoal and foul, and

should not be attempted, especially by strangers.

(27) Tenpound Island Ledge and Mayflower Ledge, on

the eastern side of the approaches to the Inner Harbor,

are covered 19 and 16 feet, respectively; a buoy is off the

northwest side of Mayflower Ledge. Two shoal spots,

covered 16 and 19 feet and marked by a buoy, are about

220 yards southwestward of Tenpound Ledge. There are

also unmarked 18-foot and 19-foot spots about 230

yards north-northwestward of Tenpound Island Light.

Prairie Ledge, on the western side of the approach, is

covered 4 feet and marked on its eastern end by a

lighted buoy. Babson Ledge, 500 yards north of

Tenpound Island, is covered 13 feet and marked on its

south side by a buoy.

(28) Rocky Neck, a high and partly wooded island on the

east side at the entrance to Inner Harbor, is connected

with the easterly shore by a causeway. Black Rock,

about 100 yards off the western end of Rocky Neck, is

marked by a daybeacon.

Tides and Currents

(29) The mean range of tide is 8.7 feet. The tidal currents in Gloucester Harbor do not greatly interfere

with the movements of vessels, as they set directly in

and out of the harbor and their velocity is comparatively small. However, the tidal currents in the entrance to Blynman Canal average over 3 knots at

strength and greater velocities to 10 knots were

reported in 1992 in the vicinity of Blynman Bridge

(State Route 127). Mariners are advised to use caution

when approaching the bridge, especially during maximum flood and ebb.

Ice

(30) Ice seldom extends outside Tenpound Island at the

entrance to Inner Harbor. The movement of boats generally keeps Inner Harbor open.

Pilotage, Gloucester

(31) Pilotage is compulsory for all foreign originating

vessels over 350 gross tons and/or 7-foot draft and for

U.S. vessels over 10,000 gross tons.

(32) Pilotage service for Gloucester is provided by Eastern Point Pilots, P.O. Box 705, Rowley, MA 01969, telephone 978-948-3900. Office is manned 24-hours; pilots

are available 24-hours. Pilot operations are based out of

Gloucester. Eastern Point Pilots are State and Federal

pilots for the ports of Massachusetts north of Nahant to

the New Hampshire border. This includes the ports of

Marblehead, Salem, Beverly, Manchester, Rockport and

Newburyport. Pilotage is compulsory for vessels defined above entering these ports.

(33) The 27-foot pilot boat, VIGILANT, has a 300-horsepower jet drive and a gray hull and white superstructure.

(34) Pilot boarding station is in 42°33'N.,70°40'W.,

about 1.5 miles S of Eastern Point Light. About 1 hour

before vessel arrival the pilot boat monitors VHF-FM

channel 16. Working channels are 12 or 06. Arrival notice is requested 24 hours ahead of ETA with an update

Cape Ann to Boston Harbor, Massachusetts ■ Chapter 10 ■ 363
at minus 8 hours. For departure sailings, a 4-hour minimum notice is requested. Vessels are requested to provide a leeward side for boarding with secure pilot ladder

with a 1 meter (about 3 feet) above the water clearance.

Daylight restrictions apply for vessels in the port of Salem when the combined LOA and maximum beam exceeds 750 feet. Tide restrictions may apply to loaded

vessels due to ranges in tide fluctuation and weather.

Towage

(35) Tugs are available from Boston.

Quarantine, customs, immigration, and agricultural

quarantine

(36) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(37) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(38) Gloucester is a customs port of entry.

Coast Guard

(39) The Gloucester Coast Guard Station is on the east

side of Harbor Cove at Gloucester.

Harbor regulations

(40) The harbormaster can be reached at 978-282-3012.

A speed limit of 5 miles per hour is enforced in the Inner Harbor.

Wharves

(41) There are many wharves along the Inner Harbor at

Gloucester. Most of these facilities are used by the fishing industry. A description of several of the principal

wharves follows.

(42) Gloucester State Fish Pier, at the head of Inner

Harbor, has 1,000 feet of berthing space along its north

side with reported depths of 24 feet alongside. Several

piers with shoal depths alongside extend from the

south side of the pier. The State Fish Pier is used to

tranship and process seafood. Water is available, and

diesel fuel can be obtained by lighter.

(43) The Quincy Market Cold Storage and Warehouse

Company operates three wharves at Gloucester. The

wharves are used to unload imported frozen seafood

products. Cold storage facilities with a combined capacity of 4 million cubic feet are available. Mobile

cranes and forklifts are available, and diesel fuel can be

obtained by lighter. A description of the wharves follows.

(44) Rogers Street Wharf (42°36'45"N., 70°39'28"W.),

on the north side of Inner Harbor, has a 300-foot face

with depths of 25 feet reported alongside.

(45) Rowe Square Wharf, about 100 yards northeastward of the Rogers Street Wharf, has a 450-foot face

with depths of 22 feet reported alongside.

(46) East Main Street Wharf, on the south side of Inner

Harbor and on the north side of the entrance to Smith

Cove, has a 360-foot face with depths of 21 feet reported

alongside.

Supplies

(47) Fuel oil is not available in bunker quantities, but

diesel fuel can be had as desired from tank trucks and

lighters. Marine and most other supplies are obtainable

in town. Water is available at most of the wharves.

Repairs

(48) Gloucester has ship repair plants on Rocky Neck

and on the northwest side of the harbor. The two plants

have machine and other shops, and can carry out all repairs to wood and steel vessels. The shipyard pier on

Rocky Neck is 270 feet long with 15 to 16 feet reported

alongside. The yard has a 10-ton crane. The largest marine railway can haul out craft up to 145 feet in length

and up to 600 tons in weight. Radio and electronic repairs can be made.

(49) Boston is the nearest port where large vessels can

be drydocked for extensive repairs to hull and machinery.

Small-craft facilities

(50) A town float landing, with a reported 2 feet alongside, is at the head of Harbor Cove. Gloucester has

many small-craft facilities along the waterfront. Marine railways up to 50 feet and several 20-ton mobile

hoists are available. (See the small-craft facilities tabulation on chart 13274 for services and supplies available.)

(51) Party fishing boats operate from several points in

the harbor during the summer, and charter boats, rowboats, and outboards can be hired.

(52) Eastern Point Yacht Club is on the north side of the

entrance to the cove at the inner end of Gloucester

Breakwater. There is a depth of 8 feet at its float landing, to which water is piped. The club maintains guest

moorings and restrooms, showers, and dining room,

and provides certain services for visiting members of

yacht clubs.

Communications

(53) Gloucester has rail and highway connections, and

taxi and bus service. Schools, churches, banks, restaurants, lodging, library, and a hospital are in the city.

364 ■ Chapter 10 ■ Coast Pilot 1
Charts 13279, 13274

(54) Magnolia Harbor is a cove about 1.5 miles westward of the entrance to Gloucester Harbor and just

north of Kettle Island. The summer resort of Magnolia

is conspicuous on the eastern side. It has a public pier

and float with 3 feet reported alongside. A rock which

uncovers is just southward of the outer end of this pier,

and the partial submerged ruins of two piers are about

150 yards farther southward. The harbor, used by many

small craft, does not have very good holding ground

and is exposed to southerly weather.

(55) There are no facilities at the public pier, but gasoline can be obtained in cans from garages at the head of

the harbor. Magnolia has hotels, restaurants, markets,

and stores, and provisions and marine supplies can be

obtained.

Prominent features

(56) Prominent features are the large summer homes

on Magnolia Point, an old wartime white concrete observation tower on Coolidge Point, and a large pavilion

and several bathhouses on the beach at the head of the

harbor. The edges and head of the harbor are shoal and

foul, and none of the dangers are marked. The harbor at

best is temporary anchorage for small craft in foul

weather or offshore winds.

(57) Kettle Cove, west of Magnolia Harbor, is shoal and

foul at the head. There is one private landing on the

east side of the entrance, but no facilities. Large private

homes on Coolidge Point and Crow Island are conspicuous. There are several rocks awash in the entrance to

the cove.

Charts 13275, 13274

(58) Off the shore eastward of Manchester Harbor entrance, between Gloucester entrance and House Island,

are many islands, rocks, and ledges extending about 0.8

mile offshore. The farthest outlying ones, named in order from eastward are Great Egg Rock, 34 feet high and

bare; Paddock Rock, covered 13 feet; Boohoo Ledge,

covered 1 foot; Salt Rock, showing at high water;

Pickett Ledge, part of which uncovers 3 feet; Gales

Ledge, covered 5 feet; a ledge, covered 17 feet and

marked by a buoy, about 350 yards south of Gales

Ledge; and Pilgrim Ledge, covered 18 feet. Of the several coves, only Manchester Harbor is of interest to

navigation.

(59) The shoreline of this section of the coast is lined

with summer homes, many of which are large and conspicuous. The beach at Eagle Head is conspicuous.

(60) Manchester Harbor, about 5 miles west-southwest

of Gloucester Harbor, is an arm of Manchester Bay extending in a northeasterly direction for 1 mile west of

Gales Point to the town of Manchester. The entrance to

Manchester Bay is northward of Bakers Island Light,

between House Island, partly wooded, on the east, and

Great Misery Island on the west. The ruins of two stone

houses, one in the center and another on the west end,

are on Great Misery Island.

(61) Manchester Harbor is principally a yachting center,

with only a small amount of local commercial fishing.

The harbor above Proctor Point is practically landlocked and secure in all weather.

Prominent features

(62) Conspicuous objects include a white square observation tower on Gales Point, a large standpipe on Moses Hill north of the town, the bascule span of the

railroad bridge, and the fishing pavilion at the end of

the town wharf next to the yacht club at Tucks Point.

Channels

(63) The approach channel to Manchester Bay from the

eastward, between Whaleback and House Island, is

clear and about 250 yards wide; the approach from

southward, westward of Whaleback, is 500 yards wide.

(64) Manchester Channel, privately dredged and

marked by buoys, leads from Manchester Bay to an anchorage basin at the head of Manchester Harbor;

dredged anchorage basins are on either side of the

channel about 300 yards northeast of Proctor Point. In

1969, the channel had a controlling depth of 8 feet;

lesser depths are in the approach. In June 1981, shoaling to an unknown extent was reported in about

42°33'35"N., 70°47'12"W. Depths of 7 to 11 feet were

available in the anchorage basin at the head of the harbor; in January 1981, the anchorage basins northeast of

Proctor Point had reported depths of 7 feet. The Boston

and Maine railroad bridge, about 1 mile above the entrance and just above the anchorage basin, has a

48-foot bascule span with a clearance of 6 feet. (See

117.1 through 117.59 and 117.603, chapter 2, for

drawbridge regulations.) A mooring basin with depths

of about 7 feet is above the bridge.

Anchorages

(65) By local regulations, vessels over 45 feet in length

must anchor in Manchester Bay. The anchorage is

northward of a line between Great Misery and House Islands as far as Manchester Channel Buoy 5. Those desiring to anchor only overnight, or from head winds,

may find fair holding ground and good shelter except in

southerly gales.

Cape Ann to Boston Harbor, Massachusetts ■ Chapter 10 ■ 365
(66) The anchorage basins in Manchester Harbor are restricted to craft not over 45 feet in length. This regulation is strictly enforced.

Dangers

(67) There is a bad ledge locally known as Bow Bell,

with a rock awash on it, on the east side of the channel

opposite the yacht club and public landing on Tucks

Point, just above Proctor Point. A buoy marks the

northwestern edge of the ledge. It is usually covered,

and the only indication of it is a hole, or clear spot,

amidst the craft moored or anchored in the vicinity.

Care should be taken to avoid anchoring on the ledge.

(68) Whaleback, a dangerous ledge in the entrance to

Manchester Bay, is about 400 yards long east and west,

and 200 yards wide. Near the middle of its northern side

is a rock awash at low water, marked by a daybeacon.

(69) Sauli Rock, which uncovers 9 feet, is 300 to 400

yards eastward of the northeast end of Great Misery Island, and is marked by a daybeacon.

(70) White Ledge, awash at low water, is 300 yards

northwestward of House Island and is marked by a buoy

on its west side. Halftide Rocks, which uncover, are

250 yards northward of White Ledge, and are marked

by a buoy off the west side.

(71) Chubb Islet, bare and rocky, is 300 yards from the

north shore of Manchester Bay and should be given a

berth of more than 200 yards.

Tides

(72) The mean range of tide is about 8.8 feet.

Harbor regulations

(73) In addition to the local regulations restricting the

size of craft using the anchorage basins in Manchester

Harbor, a speed limit of 5 miles per hour is enforced

within the harbor.

(74) The harbormaster and deputies supervise the

moorings and on application will usually find a vacant

one for a visitor or advise where best to anchor. The

yacht yards maintain guest moorings.

Wharves

(75) A town pier and float landing, used by commercial

lobstermen, are on the east side of the harbor, about 0.5

mile above Proctor Point; depths of 6 feet are reported

at the face of the pier and 3 feet at the float; water and

electricity are available.

366 ■ Chapter 10 ■ Coast Pilot 1
Small-craft facilities

(76) There are commercial and private float landings in

the harbor. Four public landings and two small-craft

launching ramps are available; depths of 5 to 10 feet are

reported alongside the landings.

(77) Two yacht yards with marine railways with capacities up to 70 feet or 80 tons are on the west side of the

harbor. Hull, engine, electrical, and electronic repairs

can be made; a machine shop is available. The yard can

provide gasoline, diesel fuel, water, ice, provisions, marine supplies, a pump-out facility, and dry covered or

open winter storage; lifts up to 35 tons are also available. An outboard marina is on the west side of the harbor just above the bridge. The Manchester Yacht Club,

at Tucks Point, has depths of 10 feet alongside its floats;

water is available.

(78) Manchester has rail, bus, and taxi services.

Charts 13275, 13276, 13274

(79) Salem Harbor, Beverly Harbor, and Marblehead

Harbor, each of which in turn will be described in detail, form a large irregular indentation in the shore of

Massachusetts Bay, 11 miles southwestward of Cape

Ann and 12 miles northeastward of Boston Harbor entrance. Gales Point is the northern end and Marblehead

Neck the southern point at the entrance to this large

indentation, which includes within its limits the harbors of Manchester, Beverly, Salem, and Marblehead,

the distance between the two points being 4 miles. This

wide space is studded with islands, bare rocks, and

sunken ledges, through which are several channels

leading into the harbors.

(80) Salem has some commercial shipping with the importation of coal and petroleum products. Marblehead

is principally a yachting center.

Prominent features

(81) The most conspicuous landmarks approaching the

harbor are Bakers Island, Great Misery Island, and

Childrens Island, and Marblehead Neck; a white square

observation tower 90 feet high on Gales Point; a large

standpipe on Moses Hill back of Manchester Harbor;

the church spires in Beverly; the large powerplant with

three stacks on Salem Neck; a radio tower near Naugus

Head; the red brick tower of Abbott Hall and two

standpipes, one with conical top in Marblehead; and the

light, large mansions and homes on Marblehead Neck.

Two large mansions on the estate along the north shore

westward of Manchester Harbor also stand out.

Bowditch Ledge Daybeacon, about 1.9 miles southwest

of Gales Point, is 30 feet high with red and white diamond-shaped daymark on a conical granite monument

and is readily discernible to anyone approaching the

harbor.

(82) Bakers Island Light (42°32'11"N., 70°47'09"W.),

111 feet above the water, is shown from a white conical

tower on the north end of Bakers Island; a fog signal is

at the light. Many summer homes are on the island,

and there is a ferry landing on the west side.

(83) Marblehead Light (42°30'19"N., 70°50'01"W.), 130

feet above the water, is shown from a 105-foot brown

square skeleton tower with black top on the northern

extremity of Marblehead Neck, a high, rocky promontory connected with the mainland by a sandbar and

causeway.

(84) Marblehead Rock, 500 yards east-southeast of the

northern end of Marblehead Neck, is a high bare rock.

(85) Halfway Rock, 1.7 miles south-southeast of Bakers

Island, about 60 feet high and resembling a sugarloaf,

has deep water around it. It is one of the most distinctive marks in the approach to the harbor.

(86) North Gooseberry Island and South Gooseberry

Island are rocky islets on the extensive ledges southward of Bakers Island. Dry Breakers, the southerly part

of the ledges, show at high water as a low bare ledge. An

unmarked 13-foot spot is about 0.3 mile southwestward of South Gooseberry Island.

(87) Childrens Island, about 0.8 mile northeastward of

Marblehead Neck, is privately owned, bare, and more

than 0.3 mile long. The island has several houses toward its center and is used by the Marblehead YMCA as

a summer day camp. There is a pier and float landing on

the southwest side. Extensive ledges, bare and submerged, surround the island.

(88) Eagle Island, 0.7 mile north-northeastward of the

north end of Childrens Island, is small, grassy, and

rocky.

(89) Coney Island, northward of Marblehead, is a low

grassy islet.

COLREGS Demarcation Lines

(90) The lines established for Salem, Beverly, and

Marblehead Harbors are described in 80.120, chapter

2.

Channels

(91) Three main channels leading through the islands

and rocks at the entrance are known as Salem Channel,

Childrens Island Channel, and Marblehead Channel.

Several other channels of less importance are used only

by local boats. Most of the dangers adjacent to, or on

the channel edges, are marked.

(92) Salem Channel, the deep-draft and most northerly

channel, leads westward between Bakers and Great

Misery Islands and through Salem Sound for about 3

miles, thence southwestward through a dredged section

Cape Ann to Boston Harbor, Massachusetts ■ Chapter 10 ■ 367
to a turning basin at the Salem Terminal Wharf on the

west side of Salem Harbor. The entrance is marked by

Hospital Point Lighted Range on bearing 276°16'.

Several buoyed dangers, described later under dangers,

are close to the sailing line. In January 2007, the

dredged section of Salem Channel had a controlling

depth of 31.3 feet, thence in 1999-2002, 27 feet in the

turning basin. Salem Channel is well marked.

(93) Childrens Island Channel, the middle one, has its

entrance near Halfway Rock. It leads in a northwesterly

direction between Childrens Island on the west and Satan Rock, Brimbles, and Eagle Island on the east. The

least depth in Childrens Island Channel, about 26 feet,

is between Eagle Island and Childrens Island.

(94) Eagle Island Channel, deep, clear, sheltered, and

buoyed, leads from Salem Channel in a southwesterly

direction between Hardy Rocks and Eagle Island on the

northwest and Bakers Island, Pope Head Shoal, and

Brimbles on the southeast. It is used by most craft

bound to Marblehead Harbor from the northeastward.

(95) Marblehead Channel, the southwesterly one, leads

in a northwesterly direction between Childrens Island

and Marblehead Rock, thence northeasterly between

Chappel Ledge and Childrens Island, thence northerly

between Coney Ledge and Eagle Bar to Salem Sound.

Dangers of less than 18 feet in Marblehead Channel are

marked except for a 17-foot spot in about 42°29'40"N.,

70°49'10"W. Fifteen-foot Rock, about midway between

Marblehead Rock and Cormorant Rock, is marked by a

lighted bell buoy. In 1999, a submerged obstruction

which might be a hazard to navigation was reported 0.9

mile northwest of Eagle Island in about 42°32'11"N.,

70°49'35"W. Mariners are advised to use caution while

navigating in the area.

(96) South Channel leads westerly along the northern

shore of the peninsula between Marblehead and Salem

Harbors. The channel, fringed by rocks and ledges, is

less than 100 yards wide in its narrowest part and is not

recommended for strangers drawing more than 10 feet.

Anchorages

(97) Special anchorages are in Salem, Beverly, and

Marblehead Harbors, and in Bass River. (See 110.1,

110.25, and 110.26, chapter 2, for limits and regulations.) A submerged pipeline extends from Cat Cove to

just south of Folger Point. Mariners are advised to exercise extreme caution when transiting or anchoring in

this area.

Dangers

(98) The approaches to Salem, Beverly, and Marblehead

Harbors have very broken ground, and all of the channels lead between islands and rocks, bare and

submerged. Caution is necessary at all times. Strangers

should not attempt to enter or leave in thick weather.

(99) An extensive area of rocky patches and reefs,

marked by buoys on its northeasterly, easterly, and

southerly sides, extends about 2 miles southeastward of

Bakers Island, ending with Newcomb Ledge which is

covered 20 feet. A lighted whistle buoy is about 0.7 mile

east-southeastward of the ledge. In this area are Searle

Rock, Middle Breakers, Southeast Breakers, Inner

Breakers, and Davis Ledge, all unmarked. Middle and

Inner Breakers are partly bare at low water, and all

break in heavy weather.

(100) Hardy Shoal, of which Hardy Rocks uncovers 7 feet

and Rising States Ledge, covered 3 feet, are a part, extends from 0.6 to 0.8 mile westward of Bakers Island

Light. The shoal is marked on its eastern side by a

daybeacon.

(101) Bowditch Ledge, 1.2 miles west-northwestward of

Bakers Island Light and 300 yards southward of Salem

Channel, is marked by a daybeacon 30 feet high with

red and white diamond-shaped daymark on a conical

granite monument; the daybeacon is very conspicuous

when approaching the harbor. The extension of the

ledge northeastward is marked by a lighted buoy.

House Ledge, covered 10 feet, and two ledges, covered

14 and 16 feet, all unmarked, are 0.4 mile eastward, 0.1

mile eastward, and 0.2 mile southeastward of Bowditch

Ledge, respectively. Powers Rock, covered 14 feet and

marked by a lighted bell buoy, is on the northern end of

Bakers Island Shoals. These dangers are all south of the

Salem Channel range line.

(102) North of Salem Channel, a ledge covered 12 feet

and marked by a buoy extends southwestward from Little Misery Island. Misery Ledge, covered 18 feet and unmarked, is about 0.5 mile westward of Little Misery

Island. John Ledge, covered 13 feet and about 0.1 mile

westward of Misery Ledge, is marked close to the southward by a lighted buoy.

(103) Great Haste is a bare rock surrounded by ledges on

the south side of Salem Channel, 2.4 miles westward of

Bakers Island. Little Haste, close northwestward of

Great Haste, is awash at low water and marked by a

daybeacon. A 17–foot spot on the northwest end of

Haste Shoal, about 650 yards north-northwest of the

daybeacon, is marked on the north side by a lighted

buoy.

(104) Pope Head (42°31.7'N., 70°47.8'W.), 300 yards

northwestward of North Gooseberry, is a rugged, bare

rock surrounded by ledges to a distance of 150 yards. A

buoy marks Pope Head Shoal, the western extremity of

the ledges around the islet.

(105) Satan Rock, 0.5 mile east-southeastward of

Childrens Island, is a small bare rock marked by a

368 ■ Chapter 10 ■ Coast Pilot 1
daybeacon. The rock should be given a berth of over

200 yards.

(106) Brimbles is a rock awash at low water 0.3 mile

south-southeastward of Eagle Island. It is marked by a

red and white diamond-shaped daymark on an iron

spindle. The daybeacon should be given a berth of over

200 yards.

(107) Eagle Bar, an extensive foul ledge and shoal area

extending from Eagle Island to the northward, eastward, and westward and terminating with Cutthroat

Shoal, covered 6 feet, on the northeast and Midchannel

Rock covered 5 feet, on the southwest is marked on its

eastern, southern, and western extremities by buoys.

(108) Grays Rock, 0.7 mile northwestward of Childrens

Island, is 10 feet high. Chappel Ledge, covered 14 feet,

about 350 yards eastward of Grays Rock, is marked to

the eastward by a lighted buoy. Coney Ledge, an extensive ledge extending southeastward from Coney Island,

is marked at its easterly end by a buoy.

(109) Islands and rocks, sunken and bare, extend 2 miles

southward and southwestward from the south end of

Marblehead Neck. Some of these dangers are marked

by buoys, and the channels between them are used by

local boats, but the area should be avoided by strangers.

A lighted bell buoy marks Outer Breakers, covered 8

feet, the southeastern end of the broken ground.

(110) Dangers showing above water are Great Pig Rocks,

bare at high water; Southwest Breakers, awash at low

water; Sammy Rock, awash at low water and marked by

a buoy; Ram Islet, high, rocky, and grassy; Little Pig

Rocks, awash at high water; Roaring Bull, bare at low

water and marked by a daybeacon; and Tinkers Island,

marked by several houses.

(111) A bar with little depth connects Tinkers Island with

Flying Point, the southern end of Marblehead Neck.

(112) Tom Moore Rock, at the eastern end of a reef extending 500 yards eastward from the middle of

Marblehead Neck, uncovers 6 feet and is marked by a

buoy.

(113) No attempt has been made to describe all of the

dangers, shoals, rocks, and ledges, as all those known

are charted. Most of those in or near the fairways, or

near the channel edges, are marked. The chart should

be the guide, and due caution exercised. Important

dangers within the limits of the three harbors will be

described where necessary under the description of

each individual harbor and its facilities.

(114) A buried high-pressure natural gas pipeline extends along the sea floor from south of Woodbury Point

in Beverly eastward along the bottom into Salem

Sound and then southeast into Broad Sound. Mariners

are advised to use extreme caution when anchoring in

these areas.

Tides and currents

(115) The mean range of tide is 9.0 feet at Beverly, 8.8 feet

at Salem, and 9.1 feet at Marblehead. The tidal current

in Salem and Marblehead Harbors has little velocity. In

Beverly Harbor it has considerable velocity and sets

across the channel in places. During the first half of the

ebb the current sets across the shoal extending northeastward from Monument Bar.

Ice

(116) The head of Salem Harbor on the flats usually is

closed by ice every winter during January and February, but the formations rarely extend beyond the coal

pier except in unusually severe winters. Northerly and

northwesterly winds are most favorable to local formation in Salem Harbor.

(117) Winds from southward and westward, during light

formation, have a tendency to carry the ice off to sea,

while those from eastward usually break up the formation both in the harbor and its approaches.

(118) Ice rarely obstructs Marblehead Harbor to such an

extent as to hinder navigation. Fishermen have made it

a refuge when it was impossible to get into Gloucester,

Salem, or Lynn Harbors. The formation of ice in

Marblehead is entirely local, and it remains only a short

time.

Pilotage, Salem Harbor, Beverly Harbor and

Marblehead Harbor

(119) Pilotage is compulsory for all foreign vessels and

for U.S. vessels under register in the foreign trade

which draw over 7 feet. Pilotage is optional for coastwise vessels who have on board a pilot licensed by the

Federal government, but most deep-draft vessels take a

pilot. The pilot usually boards in the vicinity of Eastern

Point Lighted Whistle Buoy 2 (42°34.2'N., 70°39.8'W.).

See Pilotage, Gloucester, earlier this chapter, indexed

as such, for additional information.

Towage

(120) Tug assistance is usually needed for deep-draft vessels. The nearest tugs are based at Boston.

Quarantine, customs, immigration, and agricultural

quarantine

(121) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(122) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(123) Salem is the customs port of entry for Manchester,

Salem, Beverly, Danversport, Marblehead, Peabody,

and Lynn.

Cape Ann to Boston Harbor, Massachusetts ■ Chapter 10 ■ 369
Harbor regulations

(124) Moorings in the three harbors are under supervision of their respective harbormasters. A speed limit of

5 miles per hour is enforced within the limits of the

harbors by the harbormasters and by police patrol

boats.

Wharves

(125) An oil storage terminal is in operation at Salem

Terminal. Other wharves are in ruins or in various

stages of disrepair and disuse. Several fish wharves in

Salem are in operation.

Supplies

(126) Fuel, water, provisions, ice, and marine supplies

can be obtained at the ports.

Repairs

(127) There are machine shops at Beverly and Salem that

can carry out repairs. There are no drydocks; the nearest is at Boston. There are numerous yacht and

boatyards which do repairs, haul out, and store. The

largest of the marine railways in the harbors, located at

Salem, can haul out craft up to 100 feet in length. Dry

covered and open winter storage is available.

Chart 13276

(128) Beverly Harbor is north of Salem Neck at the western end of Salem Sound and is formed by the confluence of Danvers River, Bass River, and North River. It

forms the approach to the city of Beverly, a manufacturing and resort city on the north side of the harbor

just inside the entrance.

Channels

(129) Beverly Channel leads from Salem Sound to Tuck

Point and the marinas on the north side just below the

highway bridge. In November 2000, a controlling depth

of 19 feet was available from Salem Sound to the marinas. The channel is buoyed, and most of the dangers are

marked. Monument Bar and Lobster Rocks, both on the

south side of the channel, are marked by daybeacons.

(130) An unmarked channel, known as Rams Horn

Channel, is entered just westward of Monument Bar

Daybeacon. The channel leads southward from Beverly

Channel to an anchorage area and Collins Cove. Shoaling of unknown extent has been reported just inside

the channel entrance. Collins Cove is mostly bare and

seldom used. Rams Horn Rock, marked by a daybeacon, is on the southeast side of the channel. An

370 ■ Chapter 10 ■ Coast Pilot 1
overhead power cable across Collins Cove, about 0.2

mile above the entrance, has a clearance of 50 feet.

Anchorages

(131) Special anchorages are in Beverly Harbor. These

anchorages are on Monument Bar, north of Salem

Neck, in Collins Cove, in the southwestern part of the

harbor, and in Beverly Cove and Mackerel Cove, in the

northern part of the harbor. (See 110.1, and

110.25(a), (d), and (e), chapter 2, for limits and regulations.) A pipeline area extends from Tuck Point to Salem Neck; care should be taken to avoid anchoring in

this area.

Harbor regulations

(132) The harbor is patrolled, and a speed limit of 5 miles

per hour is enforced.

(133) The harbormaster has an office at the town pier

just east of the State Route 1A bridge.

Pilotage, Beverly

(134) For Pilotage at Beverly and vicinity see Pilotage,

Gloucester, indexed as such, this chapter.

Small-craft facilities

(135) Jubilee Yacht Club at Tuck Point had a reported

alongside depth of 14 feet in 2006. Gasoline, diesel fuel,

water, ice and a few moorings are available. A

small-craft launching ramp is on Tuck Point.

(136) Several marinas with depths of 10 to 20 feet alongside their floats are on the north bank east of the highway bridge. These facilities can provide gasoline, diesel

fuel, water, ice, marine supplies, pumpout facilities,

provisions, and guest moorings. Mobile hoists up to 35

tons can handle craft up to 55 feet in length for hull or

engine repairs or dry open or covered winter storage;

electronic repairs can be made.

(137) State Route 1A highway bridge crossing the mouth

of Danvers River from Beverly to Salem has a fixed span

with a clearance of 49 feet. The Boston and Maine railroad bridge just west of the State Route 1A highway

bridge has a swing span with a channel width of 40 feet

and a minimum clearance of 3 feet. (See 117.1 through

117.59 and 117.595, chapter 2, for drawbridge regulations.) The bridgetender for the railroad bridge monitors VHF-FM channel 16 and works on channel 6. The

call sign of the railroad bridge is WRD-626. An overhead power cable on the east side of the railroad bridge

has a clearance of 85 feet.

Chart 13275

(138) Danvers River, the continuation of Beverly Harbor

northwestward, has a depth of about 7 feet for 2 miles

above Beverly to Danversport. The channel, buoyed for

about 1.5 miles to the mouth of Waters River, is narrow

and leads between flats which uncover at low water.

Kernwood Avenue highway bridge crossing the river

about 0.5 mile west of the railroad bridge has a swing

span with a clearance of 8 feet. (See 117.1 through

117.59 and 117.595, chapter 2, for drawbridge regulations.) The bridgetender monitors VHF-FM channel

16 and works on channel 6; call sign WRD-625. In 1994,

a fixed highway bridge with a design clearance of 48

feet was under construction immediately westward of

the bascule bridge. A marina with a pier and float landing is on the south bank of the river just east of the

highway bridge; depths of 6 to 7 feet are alongside the

floats. A small-craft launching ramp and water are

available.

(139) State Route 35 highway bridge at Danversport has

a fixed span and is the head of navigation on Waters

River, which is shoal above the bridge.

(140) Crane River empties into the west side of Danvers

River, about 0.3 mile above the entrance to Waters

River. A privately dredged channel leads from the entrance to a mooring basin and public marina at the

head. In 1984, the reported midchannel controlling

depth in the channel was 6 feet to the boat basin with

41⁄2 feet available in the basin.

(141) Porter River, a northwesterly tributary of the

Danvers River, has its entrance just eastward of the entrance to Crane River. A privately dredged channel

leads from the entrance for about 0.4 mile to a mooring

basin just below the State Route 35 fixed highway

bridge, the head of navigation. In 1984, the reported

midchannel controlling depths were 51⁄2 feet in the

river and 4 feet in the basin.

Small-craft facilities

(142) There are several small-craft facilities on Porter

River. Marine railways to 38 tons, lifts to 50 tons, marine supplies, storage facilities, and other services are

available; hull and engine repairs can be made. The

Danversport Yacht Club at the entrance and west side

of the river has a reported depth of 5 feet alongside its

floats. Transient berths, electricity, gasoline, water, a

pump-out station and other services are available.

Harbor regulations

(143) The harbormaster for Danversport maintains an

office on the west side of Porter River at the town landing immediately below the highway bridge; all moorings are under his control.

Cape Ann to Boston Harbor, Massachusetts ■ Chapter 10 ■ 371
Chart 13276

(144) North River, a tributary of Danvers River entering

from southward just above the bridges, is nearly bare at

low water in a narrow, unmarked channel which is seldom used. A boatyard with a marine railway that can

haul out craft up to 40 feet in length for minor repairs

or winter storage is on the west side of the river just below State Route 114 highway bridge at the head of navigation. Overhead power cables crossing the mouth of

North River have clearances of 75 feet, and where they

cross Collins Cove they have a clearance of 50 feet. The

towers are conspicuous from seaward.

(145) Bass River empties into the north side of Danvers

River opposite the entrance to North River. A depth of

about 6 feet can be carried to the Hall-Whitaker highway swing bridge, about 0.7 mile above the entrance,

thence about 4 feet to the yacht club 0.3 mile above the

bridge. The channel leads between flats bare at low water and is most easily followed at that stage. In December 1978, an unknown obstruction was reported on the

east edge of the channel about 0.2 mile above the entrance. Buoys mark the channel to a point about 300

yards below the bridge. The bridge has a swing span

with a width of 40 feet and a clearance of 5 feet. (See

117.1 through 117.59 and 117.588, chapter 2, for

drawbridge regulations.) A 24 hours’ advance notice is

required to open the hand-cranked swing span. Requests should be made to the Massachusetts Department of Public Works in Danvers; telephone,

617-774-3190. An overhead power cable on the south

side of the bridge has a clearance of 48 feet.

Anchorage

(146) A special anchorage is about 300 yards northward

of the bridge. (See 110.1, and 110.25(b), chapter 2,

for limits and regulations.)

(147) A private yacht club is about 0.3 mile above the

bridge, and a ramp is just above the bridge; both are on

the east bank of the river. There are no services, except

a service station near the ramp. The boatyard builds or

hauls out for repairs or storage craft up to 35 feet in

length.

(148) Salem Harbor is about 1.5 miles long in a southwesterly direction. Dominion Energy's power plant

dominates the harbor. The city of Salem is on the western side of the harbor. The principal industries are

tourism and electrical production. The city has many

points of historical interest, including museums devoted to maritime subjects. Waterborne commerce is

principally in petroleum, coal, seafood products and

tourism. Salem Harbor is approached from the northward through a dredged section of Salem Channel.

Anchorages

(149) A special anchorage is in the south and east parts of

Salem Harbor and extends eastward along the south

side of South Channel to Peachs Point. (See 110.1 and

110.25(c), chapter 2, for limits and regulations.) The

harbor is sometimes used as a harbor of refuge, especially during the autumn. Good anchorage is available

in what is known as the outer anchorage southward of

the main channel and northward and eastward of Little

Haste.

Pilotage, Salem

(150) For Pilotage at Salem and vicinity see Pilotage,

Gloucester, indexed as such, this chapter.

(151) On the western side of the dredged approach is Salem Neck. Salem Willows Park, the Salem Willows

Yacht Club, and a 400-foot public pier are on the northeastern extremity of Salem Neck. Excursion and party

fishing boats operate from the three landings in the

summer. Rowboats can also be hired. Depths of 4 feet

are reported alongside the yacht club floats; gasoline

and water are available. Reported depths of 10 feet are

at the head of the public pier and 3 to 5 feet at the floats

on each side of it. There are an amusement park and

restaurant at the Salem Willows Park.

(152) Juniper Point, the eastern extremity of the neck,

has many summer homes.

(153) Juniper Cove, a shallow foul cove which is mostly

dry at low water, lies between Salem Neck and Winter

Island. A boat and yacht yard at the head of the cove can

handle hull and engine repairs. In summer, small craft

moor in the entrance to the cove between Abbot Rock,

marked by a daybeacon, and Juniper Point. The cove is

open to easterly weather, but the holding ground in the

entrance is reported to be good.

(154) A private light is shown from a white conical tower

on the southeastern point of Winter Island. A ramp,

pier, and seasonal floats are located on the southern

half of the island at Winter Island Maritime Park.

(155) Great Aquavitae, a shoal area on the east side of the

dredged section of Salem Channel, is marked by a

daybeacon.

(156) Conspicuous on Salem Neck are the oil tanks of the

Salem Terminal and the three stacks of the power plant

adjacent to the north. The stacks are lighted.

(157) A marina is about 300 yards southwestward of Salem Terminal Wharf. Depths of 5 to 10 feet are reported

alongside the floats; water, electricity, ice, storage facilities, and hull and engine repairs are available.

Wharves

(158) Dominion Energy, Salem Harbor, L.C.C. Power

Plant Wharf (42°31'27"N., 70°52'40"W.): 700-foot face;

372 ■ Chapter 10 ■ Coast Pilot 1
900 feet of berthing space with dolphins; 35 feet alongside; deck height, 14 feet; pipelines extend to storage

tanks with 650,000-barrel capacity; receipt and shipment of fuel oil and coal; owned and operated by Dominion Energy, L.C.C.

(159) Derby Wharf, on the west side of Salem Harbor

about 0.4 mile southwestward of Salem Terminal

Wharf, is a stone jetty about 0.3 mile long, marked at its

outer end by a private light. The wharf and the old customhouse on its shore end are now part of the Salem

Maritime National Historic Site under the U.S. Department of the Interior.

(160) A lighted buoy marks the entrance to two dredged

channels leading along the east and west sides of Derby

Wharf, respectively. The northerly channel leads to an

anchorage basin on the east side of the wharf. In January-February 1993, the channel had a controlling

depth of 7 feet with 1 to 8 feet available in the basin except for shoaling to bare along the northern and northeastern sides. A public float is midway along the wharf;

moorings are available in the basin. The southerly

channel, on the west side of the wharf, leads to South

River.

(161) South River, a short estuary extending into the city

of Salem, has its entrance through a dredged channel

leading along the west side of Derby Wharf. In February

2006-January 2007, the controlling depth was 10 feet

in the channel to the westward turn into South River,

thence 4.8 feet (5.5 feet at midchannel) from the turn

continuing west to a point about 100 yards below the

fixed bridge over South River.

(162) On the west side of South River, large industrial

buildings and warehouses are conspicuous. The fixed

bridge across South River has a 43-foot span with a vertical clearance of 7 feet. A pumpout facility is at the

Congress Street Landing. Gasoline, water, and most

services are available at the floats of the marina on the

north bank. It has been reported that navigation

through the Congress Street Bridge is hazardous during periods of maximum flood and ebb.

(163) A channel south of Long Point and marked by private buoys leads westward from the South River entrance channel to a yacht club in Palmer Cove.

(164) The southwestern part of Salem Harbor is shoal

and at the head particularly foul, southward of

Pickering Point.

(165) South of Palmer Point, a large yacht yard with marina has a marine railway, the largest in the area, that

Cape Ann to Boston Harbor, Massachusetts ■ Chapter 10 ■ 373
can haul out craft up to 100 feet in length. A privately

dredged 8-foot channel, marked by piles, leads to an anchorage basin off the yard. Water, open and covered

winter storage, overnight berthage with electricity, and

most services are available at the yard. The yard maintains guest moorings.

(166) (See the small-craft facilities tabulation on chart

13274 for additional services and supplies available in

Salem Harbor.)

(167) Marblehead Harbor, 1 mile long and 700 yards

wide, is formed on the east and south by Marblehead

Neck and Back Beach, a narrow strip beach on the

south side of the causeway and seawall connecting the

south end of Marblehead Neck with the mainland.

Marblehead Light marks the easterly point of the entrance. Marblehead Harbor is an excellent anchorage

used mostly by yachts during the summer. The anchorage is reported uncomfortable for yachts when the

wind is northeast.

(168) The depths in the harbor up to Skinner Head are

from 21 to 30 feet, with the exception on the east side,

northerly of Boden Point, where Boden Rocks are covered 9 feet.

(169) Southward of Skinner Head, the depths shoal gradually with 8 feet available to within about 300 yards of

the head and east side. It is reported that this part of the

harbor is extremely uncomfortable for small craft during a northeaster.

Anchorage

(170) A special anchorage occupies most of Marblehead

Harbor. (See 110.1, and 110.26, chapter 2, for limits

and regulations.)

Harbor regulations

(171) The harbor, often referred to as the “yachting capital of the world,” is somewhat congested during the

summer. The harbormaster reports that there are

about 2,300 moorings in the harbor.

(172) The moorings are under the supervision and control of the harbormaster, who issues permits for them.

The harbor is patrolled by a police boat, and a speed

limit of 5 miles per hour is enforced. The harbormaster

may be contacted through the local police department

and may, on request, direct a stranger to a mooring or a

quiet spot for anchoring.

(173) No directions are deemed necessary for entering.

The chart should be the guide. All known dangers are

charted, and most of them are marked. Some difficulty

374 ■ Chapter 10 ■ Coast Pilot 1
may be experienced, once in the harbor, in finding a

mooring or good swinging room if the harbor is congested. In that case, the harbormaster may be of help.

(174) Marblehead, a combined business and residential

community on the west side, and Marblehead Neck, all

residential, on the east side of the harbor, are important summer resorts.

(175) There are numerous float landings on both sides of

the harbor at which there are depths of 6 to 25 feet.

Overnight berthing, as a rule, is not permitted at any of

the service or yacht club floats.

(176) There are six yacht clubs on the harbor: Eastern,

Corinthian, and Pleon on the east side; and Boston,

Dolphin, and Marblehead along the west side. All have

facilities to a varying degree, either private or available

to visiting yachtsmen.

Small-craft facilities

(177) There are many small-craft facilities in the harbor.

Wood, steel or fiberglass, sail or motor craft up to 65

feet in length can be built at Marblehead. There are two

public float landings and two small-craft launching

ramps usable at half tide or better; pumpout facilities

are available.

(178) Lodging, restaurants, markets, hospital, and

churches are in Marblehead; bus and taxi services are

available.

Charts 13275, 13274

(179) Phillips Point, 3.5 miles southwestward of

Marblehead Light, is 50 feet high and rocky with woods

and large homes along its shore. A rock ledge covered

12 feet is 600 yards eastward of Littles Point, the eastern part of Phillips Point. A fishing net extends eastward from Littles Point during the summer. A reef with

bare heads extends 350 yards southward from Phillips

Point. Dread Ledge, 500 yards southward of the point,

uncovers 5 feet and is marked by a daybeacon.

(180) Nahant Bay is 2 miles wide between Phillips Point

and Nahant. Temporary anchorage, exposed to easterly

and southerly winds, can be had in the bay in 18 to 36

feet, but is seldom used. The usual anchorage is off

Swampscott, northwestward of Lincoln House Point.

Many small craft moor here in the summer. Several

mooring buoys, used by local craft, are in the cove

westward of the point, off Fishermans Beach. A

440-foot pier with 50 feet of floats at the end extends off

the beach; there are depths of 5 feet at the floats, but no

services. The Swampscott Yacht Club is at the shore

end of the pier. A harbormaster, who maintains an office at the yacht club, supervises the moorings.

(181) There is a public small-boat ramp with parking

space adjoining the pier. Water and guest moorings are

available. Gasoline can be obtained in cans from a

nearby service station. Ice, provisions, and marine supplies are available from the nearby markets and stores.

(182) Nahant Bay is mostly clear. Lincoln House (Fishing) Point, Blaney Rock, and Red Rock are rocky

points on the northern side of Nahant Bay. A dangerous

submerged rock, marked on its south side by a buoy, is

about 125 yards south of Lincoln House Point. Two

other rocks, covered 16 feet and 18 feet, are about 400

yards southward and about 700 yards south-southwestward of Lincoln House Point, respectively.

(183) The town of Swampscott is on the northern shore

of Nahant Bay. A large blue standpipe and the school

cupola are conspicuous. A church spire, lighted at

night, on the shore drive at Red Rock, and an observatory, about 0.9 mile northwestward of Red Rock, are

also prominent.

(184) Long Beach is a narrow strip of sand about 1 mile

long in a southerly direction separating Nahant Bay

from Lynn Harbor. Little Nahant, a high grassy head

with many houses, is joined to Nahant by Short Beach,

a strip of beach 0.4 mile long. The white buildings and

signal tower of the former Coast Guard station on

Short Beach are just southward of Little Nahant.

(185) Egg Rock, 60 feet high and bare, is on the southern

side of the entrance to Nahant Bay. It is a bird sanctuary.

(186) Nahant is a high peninsula about 1.5 miles long

with bluff seaward faces. The town of Nahant is connected to Lynn by a highway. Among the most prominent objects are four nearly identical concrete

observation towers; two are on the outer end of the

peninsula just north of Pea Island; one is about 0.4

mile to the northward; and the fourth is on the west

side of the harbor. The top section of the southerly of

the two towers just north of Pea Island is topped with a

wind break painted red and reportedly is especially

prominent. A former military installation, now used by

Northeastern University as a marine research facility, is

on East Point, the easternmost point of the peninsula.

A 60-foot windmill on East Point is reported to be

prominent.

(187) Nahant Harbor is the bight on the south side of

Nahant. On entering between Joe Beach Ledge, covered 3 feet and marked by a buoy, and The Spindle

(Bass Rock), awash and marked by a buoy, select temporary anchorage off the wharf in 18 to 24 feet, hard

bottom. The town wharf on the east shore at the head

has about 6 feet alongside the float landing; a hard-surface launching ramp for small boats is on the north side

of the shore end of the wharf. Water is available at the

float. There is a sailing club on the wharf, and a

Cape Ann to Boston Harbor, Massachusetts ■ Chapter 10 ■ 375
harbormaster controls the moorings. The Boston pilot

boats land and pick up pilots at this wharf and maintain

a mooring off the wharf.

(188) Shag Rocks are bare rocks extending 300 yards

southward from the southeast end of Nahant. A ledge,

awash at lowest tides, extends 100 yards southward

from the southernmost Shag Rock. A lighted buoy is

south of the ledge.

(189) Broad Sound, about 4 miles wide between Nahant

on the northeast and Deer Island on the southwest,

forms the approach to Nahant and the city of Lynn at its

north end, and the northern approach to Boston Harbor at its south end. It has depths of 18 to 48 feet in the

entrance, but is shoal near the shores. A foul area with

submerged rocks, some covered 1⁄2 foot, is offshore on

the west side of the sound, about 0.9 mile east-northeast of the tower at Revere Beach. Pilings, awash and

unmarked, about 300 yards northeastward of the foul

area, are in 42°25'09"N., 70°57'48"W.

(190) Lynn Harbor, the northerly end of Broad Sound, is

mostly sand and mudflats which largely bare at low water and through which a channel has been dredged to

the city of Lynn, an industrial community of major importance. In 1979, it had little waterborne commerce.

Of the many diversified industries, a large General

Electric plant, which manufactures airplane engines

and electronic products, is the largest employer. In

1979, several of the wharves were being used as marinas, and the remainder were not in general use or were

in ruins or disrepair.

Prominent features

(191) Landmarks in approaching Lynn Harbor are the

standpipe on Winthrop Head, and two apartment

houses on Winthrop Highlands, the observation towers

at Nahant, a white tank at the head of the harbor, and

the radio towers of station WLYN on the Saugus River

and station WROL on the Pines River.

Channels

(192) A dredged channel leads from Broad Sound, at a

point about 0.8 mile westward of Bass Point, to a turning basin at the head of Lynn Harbor. A privately maintained subsidiary channel leads from the basin in a

southwesterly direction to the wharf of a powerplant.

In 1997, the midchannel controlling depth in the entrance was 17 feet from Lighted Bell Buoy 2 to about

230 yards south of White Rocks Light; thence in

May-June 2006, the midchannel controlling depth was

16.5 feet in the dredged entrance channel to the turning basin, thence depths of 13 to 16 feet were available

in the basin. In 1979-81, 11 feet was reported in the

subsidiary channel to the powerplant wharf except for

shoaling to 9 feet along the north edge near the channel entrance.

(193) Black Rock Channel, a branch channel leading

along the western side of Nahant, is unmarked and

suitable only for small craft. Sand flats, bare or nearly

bare at low water, are on each side. In 1979, it was reported that the channel had shoaled to 5 feet, but that it

was still being used by lobstermen and small craft.

(194) Western Channel, westward of the main channel to

Lynn Harbor, leads from Broad Sound to the General

Edwards Bridge and the Saugus River. Pines River is

entered from Saugus River just westward of the bridge.

In August 2006, the controlling depth in Western

Channel was 3.3 feet (7.6 feet at midchannel) to the

General Edwards Bridge, thence 7.3 feet (8 feet at

midchannel) to the Fox Hill Bridge, thence 6.3 feet (7.3

feet at midchannel) for about 650 yards above the Fox

Hill Bridge, thence 1.8 feet to the end of the project.

Anchorages

(195) Two anchorages are in Saugus River; the first is

just above the Fox Hill Bridge on the northeast side of

the channel with depths of 3.2 to 6 feet with lesser

depths along the eastern limit and the second

anchorage is about 600 yards above the Fox Hill Bridge

on the north side of the channel with depths of 3.9 feet

to 6 feet with lesser depths at the end of the project.

(196) In 1999, the Pines River had depths of 1 to 3 feet to

a point about 1 mile above the General Edwards Bridge;

local knowledge is advised.

(197) Western Channel is marked by buoys to just below

the General Edwards Bridge. Dangerous rocks awash,

on the northern side of the channel, extend about 200

yards south-southeastward from a point on the north

shore about 200 yards below the General Edwards

Bridge; the southern extremity of the rocks is marked

by a buoy. Above the bridge, the channel is unmarked

and local knowledge is advised.

Anchorages

(198) Small craft moor off the marina and boatyard north

of Bass Point, in the turning basin at the head of Lynn

Harbor, and in the special anchorage eastward of it.

(See 110.1 and 110.30(a), chapter 2, for limits and

regulations.) In Saugus River, some moor off the yacht

club close eastward of General Edwards Bridge. Above

the bridge they moor on the west side of the channel

and above Fox Hill Bridge in the channel wherever

space permits. In Pines River they moor in the narrow

channel. Moorings are under control and supervision

of the harbormaster, who can be contacted through the

local police department. Depths in the anchorages are

off Bass Point from 5 to 30 feet; at the head of Lynn

376 ■ Chapter 10 ■ Coast Pilot 1
Harbor from 7 to 17 feet; and in Saugus and Pines

Rivers from 3 to 9 feet.

(199) Some local knowledge or assistance will be needed

in finding swinging room or a vacant mooring off the

yacht clubs at the head of Lynn Harbor, as this area is

usually heavily congested with small craft.

(200) Many small craft moor on the east side of the harbor near Bass Point, and the boatyard there maintains

about 150 moorings, with usually a few vacant.

Dangers

(201) The principal dangers in the approach to Lynn Harbor are Flip Rock, covered 13 feet and marked by a

gong buoy, 0.6 mile south of The Spindle; Nahant

Rock, covered 19 feet and marked by a buoy, 0.8 mile

southwest of Bass Point; and two unmarked shoals,

covered 14 and 18 feet, about 0.7 mile northward of

Nahant Rock.

Bridges

(202) No bridges cross the main channel to Lynn. Four

bridges cross Saugus River between the mouth and a

fixed highway bridge at East Saugus, about 2.5 miles

above the mouth. The first, General Edwards (State

Route 1A) highway bridge, has a bascule span with a

clearance of 27 feet. Overhead power cables about 0.2

mile westward of the bridge have a clearance of 85 feet.

(203) The second, the Boston and Maine Railroad bridge,

has a bascule span with a clearance of 7 feet; the third is

a fixed utility bridge with a vertical clearance of 45 feet;

and the fourth, Fox Hill highway bridge at Western Avenue, has a 40-foot bascule span with a clearance of 6

feet. The fixed highway bridge at East Saugus has a

clearance of about 4 feet, but a water main crossing under the bridge obstructs the channel at low water and

prevents navigation through it. Small craft are reported to go above the bridge for some distance at high

water. (See 117.1 through 117.49 and 117.618, chapter 2, for drawbridge regulations.)

(204) The drawspan of a former narrow gage railroad

bridge, just above General Edwards Bridge, has been

removed to the approach piers for a channel width of

200 feet. General Edwards Bridge and the Boston and

Maine Railroad bridge monitor VHF-FM channel 16

and work on channel 13.

Tides and currents

(205) The mean range of tide is 9.2 feet at Lynn. The average velocity at strength of the tidal current at Lynn

Harbor entrance is 0.5 knot.

Harbormasters

(206) There is a harbormaster at Lynn and one at Saugus.

The former can be contacted through the Volunteer

Yacht Club at Lynn; the latter through the Saugus

Police Department. They supervise and control the

moorings.

Wharves

(207) In 1979, only the wharf of the General Electric

plant on Saugus River was in periodic use. Depths of 9

feet were reported alongside. A development plan for

the greater use of the Lynn waterfront was being implemented in 1979.

Supplies and repairs

(208) There are no bunkering facilities, drydocks, or major repair facilities for large vessels at Lynn. The nearest drydocks or repair facilities for large vessels are at

Boston. Marine supplies, provisions, and machine

shops are available in the city.

Small-craft facilities

(209) There are several marinas, boatyards, and private

yacht clubs at Lynn and on the Saugus and Pines

Rivers. Most of these facilities have gasoline, marine

supplies, storage and berthing facilities, water, ice, and

launching ramps. The facilities on Pines River can

make hull and engine repairs; an 18-ton mobile hoist

and a 50-foot marine railway are available.

(210) The yacht clubs include the Bass Point Boat Club,

on Bass Point; the Lynn and Volunteer Yacht Clubs at

the head of the harbor; the Point of Pines Yacht Club,

on the south side of Saugus River, just eastward of the

General Edwards Bridge; the Fox Hill Yacht Club, near

the Fox Hill Bridge; and the Saugus River Yacht Club,

about 0.7 mile above the Fox Hill Bridge. The clubs all

have berthing facilities, guest moorings, and other services available to members and guests.

(211) Lynn has railroad and bus services, a hospital, hotels, banks, churches, and many other conveniences.

(212) Revere is a city and summer beach resort on the

west side of Broad Sound. At the southern end of Revere Beach, a breakwater extends out from the shore

on Cherry Island Bar, forming an anchorage for small

craft in 3 to 4 feet of water, but it is exposed. Parts of the

breakwater are covered at high water.

(213) Westward of the breakwater are the ruins of a

600-foot-long pier. A shorter pier to the eastward of the

ruins dries at low water.

(214) Winthrop Highlands, about 0.8 mile southward of

Cherry Island Bar, has two conspicuous apartment

houses just southward. The structures are about 100

feet high.

Cape Ann to Boston Harbor, Massachusetts ■ Chapter 10 ■ 377
378 ■ Chapter 11 ■ Coast Pilot 1
Boston Harbor and Approaches

(1) This chapter describes Boston Harbor, its approaches and tributaries, and the major commercial facilities in the port of Boston. The more important

tributaries include Charles, Chelsea, Mystic, and

Weymouth Fore Rivers, and Dorchester and Hingham

Bays.

COLREGS Demarcation Lines

(2) The lines established for Boston Harbor are described in 80.130, chapter 2.

Chart 13270

(3) Boston Harbor, the largest seaport in New England, includes all the tidewater lying within a line from

the southern extremity of Deer Island to Point Allerton,

about 4 miles to the southeastward. Numerous dangers

lie in the approaches to the harbor. The northeastern

approach is obstructed by islands and shoals which extend 4 miles from the entrance; between them are the

dredged channels which lead into the harbor. In the

southeastern approach, broken ground extends as

much as 3 miles from shore. The approaches are

marked by a number of powerful lights, and the principal dangers are buoyed.

(4) Traffic Separation Scheme (Boston) has been established in the approach to Boston Harbor. (See charts

13270, 13267, 13246, 13260, and 13200.)

(5) The Scheme is composed basically of directed traffic lanes each with one-way inbound and outbound

traffic lanes separated by a defined separation zone and

two precautionary areas. The Scheme is recommended

for use by vessels approaching or departing from

Boston Harbor, but is not necessarily intended for tugs,

tows or other small vessels which traditionally operate

outside of the usual steamer lanes or close inshore.

(6) The Traffic Separation Scheme has been designed

to aid in the prevention of collisions at the approaches

to major harbors, but is not intended in any way to supersede or alter the applicable Navigation Rules. Separation zones are intended to separate inbound and

outbound traffic lanes and to be free of ship traffic,

and should not be used except for crossing purposes.

Mariners should use extreme caution when crossing

traffic lanes and separation zones. (See Traffic Separation Schemes, chapter 1, for additional information.)

(7) A precautionary area is at the junction of Traffic

Separation Scheme (Boston) and the Eastern Approach

Off Nantucket to Traffic Separation Scheme Off New

York. (See U.S. Coast Pilot 2, Atlantic Coast, Cape Cod

to Sandy Hook, for a description of Traffic Separation

Scheme Off New York. Consult charts 12300 and 13006

for the Off New York Scheme.) The precautionary area

is bounded on the east by a circle with a radius of 15.5

miles centered in 40°35.0'N., 69°00.0'W. and intersected by the Traffic Separation Schemes, and is

bounded on the west by a line connecting the Schemes

at points in 40°36.75'N., 69°15.16'W. and 40°48.00'N.,

69°03.33'W.

(8) The precautionary area in the approach to Boston

Harbor has a radius of 6.17 miles centered on Boston

Lighted Whistle Buoy B (42°22'42"N., 70°46'58"W.), excluding that area of the circle bounded by an imaginary

line extending between the outer limits of the inbound

and outbound traffic lanes.

(9) The separation zone is a 1-mile zone centered in

the following positions:

(10) (i) 42°20'44"N., 70°39'04"W.

(11) (ii) 42°18'14"N., 70°00'24"W., and

(12) (iii) 40°49'09"N., 69°00'00"W.

(13) Inbound traffic lane is a 2-mile-wide lane with a

length of about 127.5 miles. Entering the traffic lane at

a point in about 40°50'00"N., 68°58'00"W., a course of

333° for about 89 miles, thence a course of 290° for

about 38.5 miles follows the centerline of the traffic

lane to the junction with the precautionary area.

(14) Outbound traffic lane is a 2-mile-wide lane with a

length of about 124.5 miles. Entering the traffic lane at

a point in about 42°19'30"N., 70°42'00"W., a course of

110° for about 37 miles, thence a course of 153° for

about 87.5 miles follows the centerline of the traffic

lane to the junction with the precautionary area;

thence steer usual courses to destination.

(15) The Traffic Separation Scheme is buoyed.

Prominent features

(16) Boston Lighted Whistle Buoy B (42°22'42"N.,

70°46'58"W.) is about 7.8 miles east-northeastward of

Deer Island. The buoy is equipped with a fog signal and

racon. (See Light List for details of operation.)

Boston Harbor and Approaches ■ Chapter 11 ■ 379
(17) Conspicuous to a vessel approaching Boston Harbor from northeastward is the tall red, white, and blue

standpipe on Winthrop Head. From eastward, the most

prominent island in the entrance is Great Brewster. On

the south side of the entrance, a turreted tower is conspicuous on Point Allerton; also prominent are the

tank and standpipe on Strawberry Hill. Two miles

south of Point Allerton are two radio towers which are

illuminated at night.

(18) The outstanding landmarks in the city of Boston

are the John Hancock Building, the Prudential Building, the bridge over Mystic River, the control tower at

Logan International Airport, the pointed tower of the

customhouse, and a large gas tank in Everett. Also

prominent are the John F. Kennedy Federal Building in

Boston and a spire at Squantum.

(19) Security Broadcast System, Boston Harbor. In

conjunction with various maritime interests, the Coast

Guard has developed a system of recommended radiotelephone procedures for Boston Harbor that is designed to supplement the Vessel Bridge-to-Bridge

Radiotelephone Regulations (33 CFR 26) (see chapter

2). These voluntary procedures consist of Security calls

to be made by vessel masters, pilots, or operators on

VHF-FM channel 13 at designated points. The procedures are designed to give notice of unseen vessels, give

notice of intended movement, clear channel 13 of traffic unrelated to navigation, give each vessel information on all others in the immediate vicinity, and to do so

at little cost and with as little radiotelephone traffic as

possible. These recommendations do not relieve a master, pilot, or operator of any requirements of law or regulation. There is no guarantee that every vessel will

follow them.

(20) Vessels inbound for Boston should make Security

calls when boarding a pilot (1.5 miles east of Boston Approach Lighted Buoy BG at 42°23'30"N., 70°49'30"W.),

when entering Boston North Channel at Entrance

Lighted Gong Buoy NC, in President Roads abreast

Deer Island, in the vicinity of Commonwealth Pier in

South Boston (state whether bound for Mystic River or

Chelsea River), and near the confluence of Mystic and

Chelsea Rivers. Outbound vessels should make Security calls when singled up, when underway off their

dock, near the confluence of Mystic and Chelsea Rivers,

in the vicinity of Commonwealth Pier in South Boston,

when approaching Deer Island in President Roads, and

when disembarking the pilot (give destination information).

(21) Vessels inbound for Quincy or Braintree should

make Security calls when approaching the pilot pickup

point in the vicinity of Thieves Ledge, when approaching Boston Light, and when picking up tugs in

Nantasket Roads off Georges Island. Outbound vessels

should make Security calls when singled up, when underway off the dock, abreast Germantown Point starting out the channel, and when approaching Hull.

Northeastern approach

(22) Deer Island, on the northwest side of the entrance

to Boston Harbor, is about 1 mile long and is joined to

the mainland by a fill. A sewage treatment facility with

numerous egg-shaped holding tanks is a conspicuous

landmark on the south part of the island.

(23) Deer Island Light (42°20.4'N., 70°57.3'W.), 53 feet

above the water, is shown from a red cylindrical tower

on a black cylindrical pier on the outer end of a ledge

that extends 0.3 mile southward from the island. A fog

signal is at the light.

(24) Winthrop Head, about 1 mile northward of the

northwestern end of Deer Island, is a 100-foot hill covered with buildings and a tall red, white, and blue

standpipe on top which is the most prominent mark in

the vicinity. Winthrop Beach lies along the shore just

northward of Winthrop Head. About 0.2 mile off and

parallel to Winthrop Beach is a breakwater about 0.4

mile long which is bare several feet at the highest tides

and is fairly prominent. Small craft moor behind the

breakwater; there are no landings or facilities.

(25) Great Faun, the inner part of the shoal ground extending from the northeastern side of Deer Island, is a

partly drying flat, marked on its outer part by a buoy

which is about 1 mile northeastward of Deer Island

Light and 0.3 mile northwestward of Boston North

Channel. Little Faun, which uncovers on its inner part,

extends 0.5 mile eastward from the southern end of

Deer Island.

(26) Finns Ledge, covered 25 feet, lies on the western

side of the entrance to Boston North Channel, the principal approach to the harbor. The ledge, marked by a

lighted bell buoy, is at the outer end of shoal ground

covered less than 36 feet. The shoal ground extends

about 2 miles northeastward from Deer Island. Careful

navigation is required in the channel entrance, especially when incoming and outgoing vessels meet.

(27) The Graves, a group of bare rocks and ledges about

4 miles east-northeastward of the southern point of

Deer Island, extend 0.5 mile north-northeastward and

0.1 mile south-southwestward from The Graves Light.

Northeast Grave, the northernmost of these rocks, uncovers 3 feet, and from it shoal ground extends about

0.3 mile northeastward; a lighted whistle buoy is

moored 0.5 mile northeast of Northeast Grave. The

Graves Light (42°21'54"N., 70°52'09"W.), 98 feet above

the water, is shown from a light gray conical granite

tower; a fog signal is at the light station.

380 ■ Chapter 11 ■ Coast Pilot 1
(28) Roaring Bulls, which partly uncover, are a group of

rocks which lie from 0.5 to 0.9 mile southwestward of

The Graves Light; the highest rocks uncover 8 feet.

(29) Green Island, 44 feet high, is 1.2 miles southwestward of The Graves Light and 0.4 mile west-southwestward of the Roaring Bulls. The island is on a drying

reef, with several other islets on it, which extends 0.3

mile southwestward from the island.

(30) Commissioners Ledge, Devils Back, and Aldridge

Ledge lie 0.5 to 1 mile westward of Green Island and

close southeastward of Boston South Channel; Devils

Back is covered 1 foot over its northeast end. Between

these ledges and Green Island are Maffitt Ledge, covered 17 feet, and Halftide Rocks, which uncover 3 feet.

A dangerous wreck and a reported submerged obstruction are 250 yards northeastward and about 300 yards

eastward, respectively, of Maffitt Ledge.

(31) Between Boston South Channel and Boston North

Channel is a large area of shoal ground. The shoalest

spot in this area is covered 10 feet and lies 1.6 miles

northeastward of Deer Island Light.

Southeastern approach

(32) Point Allerton, on the southeast side of the entrance to Boston Harbor, is 3.7 miles from the southern

end of Deer Island. On the point is a 100-foot hill covered with buildings; a seawall protects the seaward base

of the hill. A turreted tower on the hill is conspicuous.

(33) From Point Allerton the shore extends westward

for 2 miles to Windmill Point, which is marked by a

light and fog signal. The Coast Guard has a boathouse

on the southern side of Windmill Point and another

about 0.3 mile eastward of the point at the Point

Allerton Coast Guard Station. Telegraph Hill, 1 mile

west of Point Allerton, is about 100 feet high and is

marked by a stone tower with a conical top; the town of

Hull is on the western slopes of the hill. Excursion vessels from Boston call at the town wharf in summer and

stop at Georges Island on the way.

(34) Nantasket Beach, extending about 3 miles

south-southeastward from Point Allerton, is covered

with buildings. Grassy Strawberry Hill, 1.2 miles

southward of Point Allerton, is about 100 feet high and

is marked by a tank and a standpipe. Two other grassy

hills, White Head and Sagamore Hill, are on the southern part of the beach 2 and 2.4 miles, respectively, from

Point Allerton. From Nantasket Beach to Cohasset

Harbor, about 3 miles to the east-southeastward, the

coast presents a general hilly appearance, and rocks

and sunken ledges extend 0.5 mile offshore in places.

(35) Atlantic Hill, Center Hill, and Green Hill are prominent on the stretch of coast between Nantasket Beach

and Cohasset Harbor. Gun Rock is off the west point of

the entrance of a cove off Crescent Beach, between

Center Hill and Green Hill. The cove is protected by a

breakwater extending 135 yards northward from the

foreshore at Green Hill; thence 330 yards westward to

the vicinity of Seal Rock, which is about 500 yards eastward of Gun Rock.

(36) Black Rocks are a group of rocky islets off Green

Hill. The large 20-foot-high islet has a house on it.

(37) Shoals extend eastward and northward from Point

Allerton. Two drying rocks, about 0.1 mile apart, lie

about 0.2 mile northward of the point; the eastern rock

uncovers 5 feet. A lighted bell buoy is moored about 0.5

mile northward of the point. Ultonia Ledge, the eastern

end of the broken ground, has unmarked spots covered

13 to 24 feet extending 1.3 miles east-northeastward

from the point.

(38) Harding Ledge, 1.5 miles eastward of Point

Allerton, uncovers before low water. A detached rock,

which uncovers 1 foot, is 300 yards southwest of the

ledge. Between Harding Ledge and Point Allerton, the

bottom is very uneven, and vessels should pass outside

the lighted bell buoy which is moored 0.3 mile northeast of the ledge.

(39) Thieves Ledge, 2.3 miles east-northeastward of

Point Allerton, has a least depth of 26 feet and is

marked on its northeast side by a lighted whistle buoy.

Patches covered 32 feet and 34 feet are 0.5 mile east by

northeastward and 1 mile east-southeastward, respectively, of the lighted whistle buoy. In heavy easterly

gales the sea sometimes breaks on the ledge and the

patches.

(40) Three and One-half Fathom Ledge, cleared to a

depth of 20 feet, about 3 miles northeastward of Point

Allerton, is marked by a lighted bell buoy about 0.2 mile

southeastward of the ledge. Martin Ledge, covered 16

feet, is 0.8 mile southwest of Three and One-half

Fathom Ledge and is marked on its eastern side by a

buoy. Boston Ledge, covered 17 feet, is 1.4 miles southwest of Three and One-half Fathom Ledge and is

marked by a buoy.

(41) Shag Rocks, 1.2 miles northward of Point Allerton

and 0.3 to 0.6 mile east-northeastward of Boston Light,

are 20 feet high and surrounded by extensive covered

ledges and foul ground. Reefs and foul ground extend

0.5 mile east-northeastward to within 0.2 mile of

Boston Ledge, and west-southwestward to within 0.2

mile of Boston Light.

(42) Nash Rock Shoal, covered 19 feet, lies about 0.4

mile southwest of Boston Light.

(43) Boston Light (42°19'42"N., 70°53'24"W.), 102 feet

above the water, is shown from an 89-foot white conical

tower, on the southeast side of Little Brewster Island,

about 1 mile northward of Point Allerton; a fog signal is

at the light station.

Boston Harbor and Approaches ■ Chapter 11 ■ 381
(44) Great Brewster Island, 0.4 mile northwest of Little

Brewster Island, is 103 feet high and has a bluff at the

north end. Little Brewster and Great Brewster Islands

lie on the northern side of the southeastern approach

on a drying bank, of which Great Brewster Spit, the

western part, extends about 1 mile west-southwestward from Great Brewster Island. The western end of

the spit is marked by The Narrows Light 4. Shoal

ground extends about 0.3 mile southward from Great

Brewster Spit, and on this extension are Kelp Ledges,

awash, about 0.8 mile westward of Boston Light.

(45) From the northern end of the bank on which Great

Brewster Island lies, reefs extend about 1 mile

east-northeastward and 0.7 mile northward; on the

eastern extension are Middle Brewster Island and

Outer Brewster Island, and on the northern extension

are Calf Island and Little Calf Island. On these reefs

are several islets, and off-lying them are numerous

shoals, the area between the Brewsters and Shag Rocks

being particularly foul. Among these dangers is

Tewksbury Rock, covered 10 feet, which is about midway between Outer Brewster Island and Martin Ledge.

(46) Georges Island is about 1.6 miles west-southwestward of Boston Light and 0.8 mile north-northwestward

across Nantasket Roads from Windmill Point. The island is the site of historic Fort Warren and has several

other buildings on it. A State recreation park is on the

island, and a State landing is in a protected basin at the

wharf on the west shore of the island. Daytime berthing

and a limited amount of water are available. A seasonal

ferry runs from the Boston waterfront to this wharf and

from here to several nearby islands and to Boston.

(47) Lovell Island is 0.3 mile northward across The Narrows from Georges Island and on the south side of

Boston South Channel. A pier is on the southwest side

of the island. The ruins of Fort Standish are on the island, and a cement lookout tower on the southern end

of the island is prominent. Ram Head Flats and Ram

Head extend up to 0.8 mile northeastward from the island; Ram Head partly uncovers.

(48) Gallops Island, 0.3 mile northwestward of Georges

Island and 0.2 mile westward across The Narrows from

Lovell Island, is high with trees and brush on its northern side. The island is marked by a light off its eastern

end. A pier, protected by a breakwater, is on the southwest side. A reef named Nixes Mate lies on the outer

part of the shoal ground which extends 0.4 mile

northwestward from Gallops Island; near the center of

the reef is a low islet marked by a daybeacon.

(49) Long Island, 0.6 mile westward of Gallops Island

and 0.8 mile southward across President Roads from

Deer Island, is 1.5 miles long in a northeast-southwest

direction and has a greatest width of about 0.25 mile.

Long Island is connected to Moon Head by a fixed

bridge with a clearance of 51 feet for a center width of

150 feet at the channel span. A large standpipe and the

buildings of Long Island Hospital are prominent. There

is a wharf on the northwest side of the island. Long Island Head Light (42°19'49"N., 70°57'28"W.), 120 feet

above the water, is shown from a white brick tower on

the north side of the island.

(50) Spectacle Island is on the south side of President

Roads and 0.7 mile westward of Long Island. A marina

and ferry dock are on the southwest side of the island.

The island is closed to the public.

Channels

(51) Boston North Channel, Boston South Channel, and

The Narrows are the main entrances from the sea to

President Roads. Several other channels of less importance are used by local vessels.

(52) Boston North Channel leads from Broad Sound to

President Roads from the northeastward. It is the principal entrance to Boston Harbor. A Federal project provides for a channel 1,500 feet wide dredged to 40 feet in

the eastern 900 feet, and 35 feet in the western 600 feet.

The channel is well marked by lighted buoys. (See Notice to Mariners and the latest edition of the chart for

controlling depths.)

(53) Boston South Channel leads from Broad Sound in

a southwesterly and westerly direction to President

Roads. A Federal project provides for a channel 1,200

feet wide dredged to 30 feet deep. The channel is

marked by lighted and unlighted buoys. (See Notice to

Mariners and the latest edition of the chart for controlling depths.)

(54) Pilots of deep-draft vessels use the North Channel

most of the time. The South Channel is rarely, if ever,

used, because deep-draft vessels have a tendency to feel

the bottom, making steering difficult.

(55) President Roads is the area between Deer Island

and Governors Island Flats, north of Long Island, and

north-northeastward of Spectacle Island. North Channel, South Channel, The Narrows, Nubble Channel,

and Sculpin Ledge Channel are entrances to Boston

Main Channel and converge at President Roads. This is

a dense traffic area for fast ferries, merchant ships, tug

and barge units, and recreational boaters. Tug and

barge units frequent the sewage treatment plant on

Deer Island at the northeast end of President Roads. Its

northern part is used as a general and quarantine anchorage for ships awaiting berth in Boston or

Nantasket Roads. President Roads has depths of 30 to

60 feet with sand and mud bottom. The south part of

President Roads is Boston Main Channel and the entrance into Boston Inner Harbor.

(56) Nantasket Roads, westward of the southern entrance to The Narrows, is a good anchorage with depths

382 ■ Chapter 11 ■ Coast Pilot 1
up to 50 feet. There are numerous shoals in it that must

be avoided by deep-draft vessels; the chart is the guide.

(57) The Narrows is a channel that extends from

Nantasket Roads northwest to President Roads. It is

bounded on the northeast side by Great Brewster Spit

and Lovell Island and on the southwest side by Georges

Island and Gallops Island. Depths of about 26 feet can

be carried in the well-marked channel, however, shoals

with considerably lesser depths are along the edges of

the channel.

(58) Because of the strong currents and sharp turns, it

is necessary to conn a ship by eye through the approaches and in The Narrows channel. The navigator

must take precautions to prevent being set off course

by crosscurrents sweeping in or out of Black Rock

Channel and the channel between Gallops Island and

Georges Island.

(59) Hypocrite Channel is a natural channel leading between Green Island on the north and Little Calf Island

on the south. The greatest draft that can be carried

through it to Boston South Channel is about 18 feet.

The channel has several unmarked dangers and is not

recommended for strangers or for large vessels.

(60) Black Rock Channel leads into The Narrows from

northeastward between Great Brewster Spit on the

southeast and Lovell Island and Ram Head Flats on the

northwest. The channel is marked by buoys. There is an

unmarked rock covered 10 feet nearly in midchannel.

The channel is used only by small local craft and is not

recommended for strangers.

(61) A channel 250 yards wide leads into The Narrows

from westward between Georges Island and Gallops Island. A light is on the north side of the channel near the

end of the shoal off the southeast end of Gallops Island.

The channel is suitable only for quick-working vessels

on account of the sharp turn into The Narrows.

(62) Nubble Channel leads from Nantasket Roads to

President Roads between Nixes Mate and Long Island.

Depths of about 12 feet can be carried in the channel.

The channel is marked by buoys and a directional light

shown from a 4-foot spindle next to Deer Island Light.

(63) Sculpin Ledge Channel leads between Long Island

and Spectacle Island. It will accommodate vessels of

about 8-foot draft to Hingham Bay by the passage

southward of Peddocks Island. The deeper water favors

Long Island, and in coming from President Roads the

island should be followed at a distance of about 400

yards until up with the buoy southward of Sculpin

Ledge. Pass about 300 yards southeastward of the buoy

and round the southwesterly end of Long Island at a

distance of 300 yards and pass under the channel span

of the Long Island Viaduct.

(64) A fish haven, covered 14 feet, is in Sculpin Ledge

Channel. The reef is west of the standpipe on Long

Island along a northeast-southwest axis in about

42°19'26"N., 70°58'15"W.

(65) A rock, covered 6 feet, is about 200 yards northeast

of Sculpin Ledge.

(66) The channel leading from Nantasket Roads to

Boston, southward of Long Island and Spectacle Island,

is partially marked by buoys and can be used by boats of

8-foot draft with the aid of the chart.

(67) Boston Main Channel (also see chart 13272) extends along the southern side of President Roads to the

mouths of the Chelsea and Mystic Rivers, and to

Charlestown Bridge on the Charles River. The Federal

project provides for a 40-foot channel from President

Roads to the mouth of the Mystic River. The right half

of the channel from President Roads to Commonwealth Pier 5, South Boston, and the left half of the

channel just northwest of Commonwealth Pier 5 to the

Charles River has a Federal project depth of 35 feet.

(See Notice to Mariners and latest edition of charts for

controlling depths.) In October 2000, a rock was reported, covered 37 feet, in about 42°20'05"N.,

70°59'54"W., in the center of the channel between

Light 5 and Buoy 6.

(68) The waters adjacent to the piers and wharves extending northward from Northern Avenue Bridge to

and including Pier 4 along the Boston proper waterfront westward of the Boston Main Channel are

nonnavigable because of the redevelopment of this section of the waterfront. Uncharted hazards or dangers

may exist in these waters. Strangers are advised to seek

local knowledge before entering, and all mariners are

advised to exercise caution in the area. This area is

shown in magenta on chart 13272.

Anchorages (also see chart 13272)

(69) General, explosives, and special anchorages are in

Boston Harbor. (See 110.1, 110.30, and 110.138,

chapter 2, for limits and regulations.)

(70) The anchorage on the north side of President

Roads is the most commonly used anchorage for ships

and barges in Boston Harbor. The anchorage in

Nantasket Roads north of Peddocks Island has scattered shoal areas and rocks. The anchorage on the

westerly side of Georges Island has depths up to 36 feet

and better bottom. This anchorage is frequently used

by vessels seeking shelter from easterly winds.

(71) A buried high-pressure natural gas pipeline extends along the sea floor from the northwest quadrant

of the precautionary area, southwest toward the south

side of Georges Island, and through Anchorage 5 to

West Gut. The pipeline then travels to the south, and

southwest along the north side of Weymouth Fore

River. Mariners are advised to use extreme caution

when anchoring in these areas.

Boston Harbor and Approaches ■ Chapter 11 ■ 383
Tides

(72) The mean range of tide is 9 feet at the entrance to

Boston Harbor and 9.5 feet at Boston and Charlestown.

(See Tide Tables for daily predictions.)

Currents

(73) Daily predictions are given in the Tidal Current Tables.

(74) The Tidal Current Charts for Boston Harbor show

the direction and velocity of the tidal current for each

hour of the current at Deer Island Light. They present a

comprehensive view of the tidal current movement for

the harbor as a whole and also supply a means of readily

determining for any time the direction and velocity of

the current at various localities throughout the harbor.

(75) For some distance northwestward of Cape Cod the

tidal currents have a slight set into Cape Cod Bay on the

flood and out of the bay on the ebb. Along the north

shore of Massachusetts Bay the flood sets in a general

southwesterly direction and the ebb in a northeasterly

direction. The velocity of the currents is influenced

greatly by the force and direction of the wind. Off the

entrance to Boston Harbor, the flood sets westward and

the ebb eastward, increasing slightly in velocity as the

entrance is approached.

(76) The currents at Boston Lighted Whistle Buoy B are

described in chapter 3.

(77) In Broad Sound the velocity of the current at

strength in most places is less than 0.8 knot. This increases to about 1 knot or more on approaching the entrances of the channels leading into Boston Harbor.

(78) In Boston South Channel, north of Ram Head, the

velocity at strength is about 1.2 knots. In the channel

between Deer Island Light and Long Island Head the

velocity at strength is about 1.4 knots. In Hypocrite

Channel the velocity at strength is about 1 knot. In

Black Rock Channel the velocity at strength is between

0.5 and 1 knot. The flood sets southwestward through

the channel and the ebb northeastward. This should be

kept in mind when passing through The Narrows.

(79) Near the middle of the channel between Boston

Light and Point Allerton the velocity at strength is

about 1.5 knots. On the northern side of the channel

southward of Great Brewster Spit the velocity is about

half as great. In the middle of the channel in Nantasket

Roads the velocity at strength is about 1.5 knots. In

Nantasket Gut the velocity at strength is about 2.5

knots.

(80) Between Georges Island and Gallops Island the velocity at strength is about 1 knot. The flood sets westward and the ebb northeastward.

(81) Between Gallops Island and Long Island Head the

velocity at strength is about 1 knot. The flood current

sets southward to southwestward and the ebb in the opposite directions.

(82) Between Moon Head and Long Island, the current

is rotary, turning counterclockwise. The average velocity at strength is about 0.2 knot. Usually, strength of

flood sets southwestward and strength of ebb eastward.

Between Thompson Island and Spectacle Island the velocity at strength is about 0.5 knot. The flood sets

northwestward and the ebb southeastward.

(83) In Boston Main Channel from Spectacle Island to

the mouth of the Charles River the velocity at strength

varies between 0.5 and 1 knot.

Weather, Boston and vicinity

(84) Three important influences are responsible for the

main features of Boston’s climate. First, the latitude

(42°N.) places the city in the zone of prevailing west to

east atmospheric flow in which are encompassed the

northward and southward movements of large bodies

of air from tropical and polar regions. This results in

variety and changeability of the weather elements. Secondly, Boston is situated on or near several tracks frequently followed by systems of low air pressure. The

consequent fluctuations from fair to cloudy or stormy

conditions reinforce the influence of the first factor,

while also assuring a rather dependable precipitation

supply. The third factor, Boston’s east-coast location, is

a moderating factor affecting temperature extremes of

winter and summer.

(85) Hot summer afternoons are frequently relieved by

the locally celebrated “sea-breeze”, as air flows inland

from the cool water surface to displace the warm westerly wind component. This refreshing east wind is

more commonly experienced along the shore than in

the interior of the city or the western suburbs. In winter, under appropriate conditions, the severity of cold

waves is reduced by the nearness of the then relatively

warm water. The average date of the last occurrence of

freezing temperature in spring is April 8; the latest is

May 3, 1874 and 1882. The average date of the first occurrence of freezing temperature in autumn is November 7; the earliest on record is October 5, 1881. In

suburban areas, especially away from the coast, these

dates are later in spring and earlier in autumn by up to

one month in the more susceptible localities. The average annual temperature in Boston is 51.8°F (11°C).

July is the warmest month with an average maximum

of 82°F (27.8°C) and an average minimum of 65°F

(18.3°C). January is the coolest with an average high of

37°F (2.8°C) and an average low of 22°F (-5.6°C). Extremes include 102°F (38.9°C) in August 1975 and

again in July 1977 and an extreme minimum of -12°F

(-24.4°C) in January 1957.

384 ■ Chapter 11 ■ Coast Pilot 1
(86) Boston has no dry season. The average annual rainfall is 42.9 inches (1090 mm). For most years the longest run of days with no measurable precipitation does

not extend much more than 2 weeks. This “dry spell”

may occur at any time of year. Precipitation falls an average of 187 days each year. November is the wettest

month averaging 4.4 inches (112 mm) and July the driest averaging 2.8 inches (71 mm). On 28 days each year

precipitation can be expected to surpass one-half inch

(13 mm) in a 24-hour period.

(87) Much of the rainfall from June to September comes

from showers and thunderstorms. During the rest of

the year, low-pressure systems pass more or less regularly and produce precipitation on an average of

roughly one day in three. Coastal storms, or

“nor’easters”, are prolific producers of rain and snow.

The main snow season extends from December

through March. The average annual snowfall total is 43

inches (1092 mm). Snow falls an average 50 days in any

given year and has fallen during each month October

through May. The number of days with 1.5 inches (38

mm) or more of snowfall is eight per season. Periods

when the ground is bare or nearly bare of snow may occur at any time in the winter.

(88) Relative humidity has been known to fall as low as 5

percent (May 10, 1962), but such desert dryness is very

rare. Heavy fog occurs on an average of about 2 days per

month with its prevalence increasing eastward from

the interior of Boston Bay to the open waters beyond.

Fog, in whatever thickness, occurs an average of 135

days each year. Winds from the east to southwest bring

fog; westerly and northerly winds clear it away.

(89) At all seasons the heaviest gales are usually from

the northeastward or eastward. Although winds of 27

knots (about 32 miles per hour) or higher may be expected on at least one day in every month of the year,

gales are both more common and more severe in winter. The predominant wind direction is west through

northwest.

(90) The National Weather Service office is in the Customhouse. Barometers may be compared at the Logan

International Airport in East Boston.

(91) (See Appendix B for Boston climatological table.)

(92) Fogs are prevalent throughout the year. Winds

from the east to southwest bring fog; westerly and

northerly winds clear it away.

Ice

(93) The channels of Boston Harbor are navigable

throughout the year. Ice rarely forms in the main channel. Occasionally during severe winters the greater part

of the harbor is frozen, but towboats and steamers keep

the main channels open. The Charles, Mystic, and

Chelsea Rivers and the minor passages in the harbor

sometimes are frozen during severe winters. They are

almost invariably kept open, however, by tugboat traffic. When ice is prevalent, the buoys may be displaced

or even carried away. Local towboats can be employed

for breaking ice.

Routes

(94) Boston Harbor and approaches have very broken

rocky bottom, and caution is required.

Approaching Boston from Cape Ann

(95) The soundings in the vicinity of Cape Ann are very

irregular and cannot be depended on to locate even approximately the vessel’s position. A 228° course from

0.2 mile off the lighted whistle buoy, 2.5 miles eastward

of Cape Ann Light, clears the offshore dangers between

Cape Ann and Nahant, and leads close to the lighted

gong buoy marking the entrance to Boston North

Channel.

(96) At night the lighted aids are sufficiently numerous

to locate the position by cross bearings. In clear weather

the course should be shaped to pass well northward of

The Graves Light and enter through Boston North

Channel.

Approaching Boston from Cape Cod

(97) Approaching the easterly side of the cape,

soundings of 20 fathoms indicate a distance of 3 to 3.5

miles from shore, but off the north side of the cape, the

20-fathom curve draws closer inshore and the

soundings are not so regular. Vessels standing to clear

Boston Lighted Whistle Buoy B on a course of 297°

from the locality of Peaked Hill Bar Lighted Whistle

Buoy 2 PH will cross the southwesterly end of Stellwagen Bank in depths of 12 to 15 fathoms. Soundings

on Stellwagen Bank cannot be depended on to locate a

position, except near the extreme southwest end of the

bank where the shoalest depth of 10 fathoms is found.

The recommended route, however, for deep-draft vessels is via the Boston Traffic Separation Scheme,

which is described at the beginning of this chapter.

(98) As the entrance to Boston Harbor is approached, after crossing Stellwagen Bank, soundings of 20 fathoms

or more insure a distance of at least 5 miles from the

shore and well outside of outlying rocks. Inside the

depths of 20 fathoms, the soundings are very irregular

and cannot be depended upon as a rule to keep a vessel

out of danger. Northeast of Nahant the 20-fathom curve

runs closer inshore and some of the dangers extend offshore nearly to the curve.

(99) In the approach to Boston Lighted Whistle Buoy B

from the southward, the coast from Scituate to Minots

Ledge Light should be given a berth of 4 miles to avoid

the broken ground of Stellwagen Ledges.

Boston Harbor and Approaches ■ Chapter 11 ■ 385
North Atlantic Right Whales

(100) Endangered North Atlantic right whales may occur

in the Stellwagen Bank and Jefferys Ledge area

year-round (peak season for Jefferys Ledge: October

through December; peak season in the Stellwagen

Bank: early spring). This area has been designated as

the Gerry E. Studds-Stellwagen Bank National Marine

Sanctuary, and includes a portion of the Cape Cod Bay

Critical Habitat (See 50 CFR 226.203(a) and (b),

chapter 2, for limits and regulations.) The Pilots distribute educational material to mariners in an effort to

reduce right whale ship strikes. (See North Atlantic

Right Whales, indexed as such, chapter 3, for more information on right whales and recommended measures to avoid collisions with whales.)

(101) 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 Areas. The first area is defined as

all waters of Cape Cod Bay with a northern boundary of

42°04'56.5"N., 70°12'W., to 42°12'N., 70°12'W., thence

due west back to shore and the restrictions apply between January 1 and May 15. The second area, off Race

Point, is defined as the waters bounded by:

(102) 42°04'56.5"N., 70°12'W.

(103) 42°12'N., 70°12'W.

(104) 42°12'N., 70°30'W.

(105) 42°30'N., 70°30'W.

(106) 42°30'N., 69°45'W.

(107) 41°41'N., 69°45'W.; thence due west to the shore

and the restrictions apply between March 1 and April

30. (See 50 CFR 224.105 in chapter 2 for regulations,

limitations, and exceptions.)

(108) The Outer Boston Harbor Restricted Area, a Marine Protected Area (MPA), extends 5.5 miles offshore

from Hull to Nantasket. (See Appendix C, for additional

information.)

Entering Boston Harbor in fog

(109) In thick weather a course should be laid to clear

Boston Lighted Whistle Buoy B by a safe distance when

approaching from either Cape Ann or Cape Cod, and

the water should not be shoaled to less than 20 fathoms

until the buoy is located by radar or other means. Occasionally, vessels anchored in Broad Sound have been

mistaken on radar for navigational aids; caution is advised. From the buoy, steer a course to pass 0.4 mile

northward of Boston Approach Lighted Buoy “BG” and

enter the harbor via Boston North Channel. Unless

Boston Lighted Whistle Buoy B is located, no attempt

should be made to enter the harbor.

(110) If a vessel in the vicinity of Cape Cod is overtaken by

fog or thick weather, she may find it convenient to anchor in Provincetown Harbor or on the west side of the

cape south of Provincetown, where there is a good lee

and the holding ground is in 7 to 12 fathoms.

Pilotage, Boston and vicinity

(111) Pilotage is compulsory for all foreign vessels and

for U.S. vessels under register in the foreign trade. Pilotage is available for coastwise vessels not carrying an

officer licensed as a pilot by the Federal government for

these waters. Pilots for Boston, Mystic, Chelesa River,

Quincy, Weymouth, Weymouth Fore River, Back River,

Town River, Lynn, Saugus and Saugus River are available from Boston Pilot Association, Pier No. 1, S. Bremen Street, East Boston, MA 02128. Telephone: office,

617-569-4500; FAX 617-569-4502; Pilot boats,

617-962-4670 (night); internet address,

http://www.bostonpilots.com. The pilot office and boats

monitor and work on VHF-FM channels 13, 16 and 20

INT. Pilot services are generally arranged for in advance

through ship’s agents.

(112) The pilot boats meet vessels 1.5 miles east of

Boston Approach Lighted Whistle Buoy BG at

42°23'30"N., 70°49'30"W.). During winter, the pilot

boats may seek shelter from northwest winds under

Nahant Head.

(113) The pilot boats, CHELSEA and MYSTIC, both 53

feet, have black hulls with orange superstructure and

the word PILOT in black letters on the sides; both are

equipped with DSC and AIS. The pilot boats will provide boarding instructions by radiotelephone on

VHF-FM channel 20 INT.

(114) When about 2-hours away vessels are requested to

provide an updated ETA.

Towage

(115) Tugs to 4,400 hp are available at Boston. The tugs

maintain radio communications on VHF-FM channels

18A and 5A. Tugs are available from Boston Towing and

Transportation Co., telephone 617-567-9100 and Constellation Towing, telephone 617-561-0223. Inbound

vessels are usually met in the vicinity of Anchorage areas 1 or 2. Arrangements for tugs are usually made in

advance through ships’ agents. Fireboats are also available; the call for the fireboat is five prolonged blasts of

the ship’s whistle.

Quarantine, customs, immigration, and agricultural

quarantine

(116) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(117) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) Quarantine anchorages for

Boston Harbor are on the north side of President Roads

and on Bird Island Flats.

386 ■ Chapter 11 ■ Coast Pilot 1
(118) Boston is a customs port of entry.

Coast Guard

(119) Coast Guard Sector Boston is located in the north

end of Boston (see Appendix A for address). Coast

Guard Station Boston is located on the south side of

the mouth of the Charles River. Coast Guard Station

Port Allerton is located at the end of Windmill Point in

Hull. Coast Guard Station Scituate is located at the entrance to Scituate Harbor (seasonal station).

Harbor regulations

(120) The rules and regulations of the Commonwealth of

Massachusetts, the city of Boston, and metropolitan

area communities are enforced by the Harbor Patrol

Unit of the Boston Police Department, the Massachusetts State Police Marine Unit, and the Massachusetts

Environmental Police. The harbor patrol boathouse is

on the south side of Charles River, about 0.5 mile above

the entrance. Information on boating laws can be obtained from the Massachusetts Environmental Police

at 617-727-8760 or 508-790-9360 or from the Boat and

Recreation Vehicle Safety Bureau, 1019 Iyanough Road

(Rt 132), 2nd floor, Hyannis, Mass. 02601 or the Department of Fish and Game, 251 Causeway Street,

Suite 400, Boston, Mass 02114.

(121) The Distrigas liquified natural gas facility on Mystic River is within a safety zone. Additionally, the waters surrounding loaded LNG vessels transiting Boston

Harbor are a safety zone. (See 165.110, chapter 2, for

limits and regulations.)

Wharves

(122) The Port of Boston has many piers and wharves,

most of which are located on the main channel at

South Boston, East Boston, and Charlestown, and on

the Chelsea River and Mystic River.

(123) The piers and wharves generally are of open-pile

concrete deck construction, extending from stone or

timber bulkheads with solid fill. Only the deep-draft facilities are described; the other active facilities in the

port are used as repair berths, and by government vessels, fishing vessels, small craft, and barges. For a complete description of the port facilities refer to Port

Series No. 3, published and sold by the U.S. Army Corps

of Engineers. (See Appendix A for address.) The alongside depths for the facilities described are reported; for

information on the latest depths contact the Massachusetts Port Authority or the private operator. All of the

facilities have direct highway connections, and some

have railroad connections. Water connections are

available at most piers and wharves.

(124) General cargo at the port is usually handled by

ship’s tackle, except container vessels use shore side

equipment; special handling equipment, if available, is

mentioned in the description of the particular facility.

(125) Numerous warehouses and cold storage facilities

adjacent to the waterfront are available.

(126) All of the large general cargo terminals are owned

or leased by the Massachusetts Port Authority.

Containerized cargo is handled at the Paul W. Conley

Marine Terminal. Most of the deepwater oil and bulk

terminals are on the Chelsea River and Mystic River.

(127) The office of the Port Director is at One Harborside

Drive, Suite 200S, East Boston, Mass. 02128-2909; telephone 617-946-4413.

(128) Facilities at South Boston:

(129) Massachusetts Port Authority, Paul W. Conley

Marine Terminal, Berths 11-15:

(130) Berth 15 (42°20'25"N., 71°00'41"W.): southwest

side of Boston Main Channel; 570-foot face, 35 feet

alongside; deck height, 15 to 16 feet; owned and operated by Massachusetts Port Authority.

(131) Berth 14 (42°20'29"N., 71°00'47"W.): southwest

side of Boston Main Channel; 630-foot face, 35 feet

alongside; deck height, 15 to 16 feet; owned and operated by Massachusetts Port Authority.

(132) Berth 13: adjacent westward of Berth 14 on south

side of Reserved Channel; 1,000 feet of berthing space;

40 feet alongside; deck height, 15 to 16 feet.

(133) Berths 11-12: adjacent westward of Berth 13 on

south side of Reserved Channel; 2,040 feet of berthing

space; 45 feet alongside; deck height, 15 to 16 feet; 101

acres open storage; two 40-ton container cranes and

two 50-ton container cranes; owned and operated by

Massachusetts Port Authority.

(134) Coastal Oil New England, South Boston Ship

Dock (42°20'30"N., 71°01'37"W.): south side of Reserved Channel; 85-foot, 700 feet of berthing space with

dolphins; 38 feet alongside; deck height, 14 feet. Owned

by El Paso Gas Company. This facility is presently

closed.

(135) Boston Marine Industrial Park, Berths 1-9:

(136) Berth 6 (42°20'37"N., 71°01'31"W.): north side of

Reserved Channel, 540-foot face; 35 feet alongside;

deck height, 171⁄2 feet; owned by Massachusetts Port

Authority.

(137) Berths 1-3 (42°20'38"N., 71°01'17"W.): 964-foot

face (upper side), 352-foot face (lower side); 35 feet

alongside; deck height, 171⁄2 feet; pipelines extend to

storage silos with capacity of 18,700 tons of cement at a

rate of 420 tons per hour; receipt of bulk cement;

owned by Massachusetts Port Authority and operated

by Boston Marine Industrial Park, Massachusetts Port

Authority, and Coastal Cement Corp.

(138) Black Falcon Cruise Terminal Berths 7, 8 & 9

(42°20'36"N., 71°01'56"W.): north side of Reserved

Channel, approximately 2,000 feet from the entrance,

Boston Harbor and Approaches ■ Chapter 11 ■ 387
2,100-foot face; 35 feet alongside; deck height 171⁄2 feet;

passenger terminal for cruise vessels; owned and operated by Massachusetts Port Authority. A security zone

is in effect around cruise ships moored at this facility

(See 165.116, chapter 2).

(139) Massachusetts Port Authority, Marine Terminal

Wharf North Jetty (42°20'57"N., 71°01'44"W.): 800-foot

face; 35 feet alongside; deck height, 16 feet; 47 acres of

open storage; receipt of miscellaneous dry bulk commodities; owned by Massachusetts Port Authority. This

wharf is closed to all vessels except government vessels.

(140) Massachusetts Port Authority, Commonwealth

Pier (42°21'11"N., 71°02'21"W.): 400-foot face, southeast and northwest sides, 1,200 feet long; 33 to 38 feet

alongside; deck height, 18 feet; mooring excursion vessels and passenger ferry terminal for cruise vessels;

owned by Massachusetts Port Authority and operated

by World Trade Center.

(141) Facilities at Charlestown:

(142) Mystic Piers 48-50 (42°22'58"N., 71°02'51"W.):

423-foot face (northeast side), 360-foot face (east side),

560-foot face (south side); 25 feet alongside; deck

height, 18 feet; open storage; receipt of dry bulk cargo;

owned by Massachusetts Port Authority. This facility is

closed.

(143) Facilities on Mystic River, south bank:

(144) United States Gypsum Co. Wharf (42°23'02"N.,

71°02'58"W.): immediately westward of Mystic

River-Tobin Memorial Bridge; 492 feet of berthing

space; 27 feet alongside; deck height, 141⁄2 feet; open

storage for 38,000 tons; storage silos for 25,000 tons;

receipt of gypsum rock from self-unloading vessels;

owned and operated by United States Gypsum Co.

(145) John F. Moran Terminal Wharf (42°23'04"N.,

71°03'12"W.): immediately westward of United States

Gypsum Co. Wharf; 1,100-foot face, 40 feet alongside;

deck height, 171⁄2 feet; 50 acres open storage; receipt

and shipment of automobiles and general cargo; owned

by Massachusetts Port Authority and operated by

Boston Autoport, LLC.

(146) Lafarge Cement Boston Terminal (42°23'05"N.,

71°03'35"W.): approximately 0.5 mile above Mystic

River - Tobin Memorial Bridge; 610-foot face, 31 feet

alongside; deck height, 16.4 feet.

(147) Medford Street Terminal (42°23'06"N.,

71°03'41"W.): approximately 0.6 mile above Mystic

River-Tobin Memorial Bridge; 453 feet of berthing

space; 35 feet alongside; deck height, 18 feet; 8 acres of

open storage area; owned by Massachusetts Port Authority. This facility is closed.

(148) Facilities on Mystic River, north bank:

(149) Global Companies, Chelsea Terminal Wharf

(42°23'06"N., 71°02'40"W.): 560 feet of berthing space

with dolphins; 35 feet alongside; deck height, 14 feet;

storage tanks with 630,500-barrel capacity; receipt and

shipment of petroleum products; bunkering vessels;

owned and operated by Global Companies.

(150) Exxon Co., U.S.A., Everett Terminal Wharf, Berth

1 (42°23'17"N., 71°03'21"W.): on west side of Island

End River at junction with Mystic River; 300 feet of

berthing space; 21 feet alongside; deck height, 15 feet;

receipt and shipment of petroleum products; owned

and operated by Exxon Co, U.S.A.

(151) Exxon Co., U.S.A., Everett Terminal Wharf,

Berths 3 and 4 (42°23'17"N., 71°03'29"W.): Berth 3,

155-foot face; Berth 4, 90-foot face; 950 feet total berthing space with dolphins; 35 to 40 feet alongside; deck

height, 15 feet; pipelines extend to storage tanks with

21⁄2-million-barrel capacity; receipt and shipment of petroleum products,; receipt of asphalt; owned and operated by Exxon Co., U.S.A.

(152) Distrigas of Massachusetts Corp. Wharf

(42°23'19"N., 71°03'43"W.): 0.1 mile west of Exxon Co.,

U.S.A. Wharf; 67-foot face, 1,000 feet of berthing space

with dolphins; 36 feet alongside; deck height, 17 feet;

pipelines to storage tanks with 974,000-barrel capacity;

receipt of liquefied natural gas; owned and operated by

Distrigas of Massachusetts Corp.

(153) Prolerized New England Co. Scrap Metal Wharf:

0.2 mile west of Exxon Co., U.S.A. Wharf; 320-foot face,

820 feet of berthing space with dolphins; 40 feet alongside; deck height, 14 feet; 35-ton crawler crane; conveyor system with loading rate of 1,000 tons per hour;

shipment of scrap metal; owned by Hugo Neu Steel

Products, Inc., and Prolerized Transport Systems, Inc.,

and operated by Prolerized New England Co.

(154) Facilities on Chelsea River, north bank:

(155) Coastal Oil New England, Chelsea Terminal Dock

(42°23'09"N., 71°02'03"W.): 60-foot face; 630 feet of

berthing space; 18 to 24 feet alongside; deck height, 20

feet; pipelines extend to asphalt storage tanks with

107,500-barrel capacity and petroleum storage tanks

with 153,600-barrel capacity; receipt of asphalt and

other petroleum products; owned and operated by

Coastal Oil Co.

(156) Gulf Oil Limited Partnership, Chelsea Terminal

Tanker Wharf (42°23'35"N., 71°01'03"W.): 60-foot face,

710 feet of berthing space; 36 feet alongside; deck

height, 14 feet; pipelines extend to storage tanks with

1.1-million-barrel capacity; receipt and shipment of petroleum products; bunkering vessels; owned and operated by Gulf Oil Limited Partnership.

(157) Facilities on Chelsea River, south bank:

(158) CONOCO/Phillips East Boston Terminal Wharf

(42°23'06"N., 71°01'28"W.): 600 feet of berthing space;

38 feet alongside; deck height, 16 feet; pipelines extend

to storage tanks with 1-million-barrel capacity; receipt

388 ■ Chapter 11 ■ Coast Pilot 1
and shipment of petroleum products; owned and operated by Mobil Oil Corp.

(159) Irving Oil Co., Revere Marine Terminal, Ship Pier

(42°23'48"N., 71°00'44"W.): north side has 600 feet of

berthing space; 36 feet alongside; south side has 21 feet

alongside; deck height, 15 feet; pipelines extend to storage tanks with 760,000-barrel capacity; receipt and

shipment of petroleum products; bunkering vessels.

(160) Global Revco Terminal, Ship Pier (42°23'51"N.,

71°00'48"W.): south side has 600 feet of berthing space;

37 feet alongside; deck height, 15 feet; pipelines extend

to storage tanks with 11⁄4-million-barrel capacity; receipt and shipment of petroleum products; bunkering

vessels.

(161) BP Oil Co. Pier (42°23'48"N., 71°00'45"W.): north

and south sides 550 feet of berthing space; north side

10 to 21 feet alongside, south side 10 to 35 feet alongside; deck height, 15 feet; pipelines extend to storage

tanks with 11⁄4-million-barrel capacity; receipt and

shipment of petroleum products; owned and operated

by BP Oil Co. and Global Petroleum Co.

(162) Coastal Oil New England, Ship Pier (42°23'51"N.,

71°00'48"W.): south side has 600 feet of berthing space;

37 feet alongside; deck height, 15 feet; pipelines extend

to storage tanks with 11⁄4-million-barrel capacity; receipt and shipment of petroleum products; bunkering

vessels; owned and operated by Coastal Oil New England, Inc.

Supplies

(163) Provisions and marine supplies of all kinds are

available in the port of Boston. All grades of heavy marine bunker fuel, lubricants, and diesel fuel can be obtained. Vessels may bunker directly at several of the

marine oil terminals or may be serviced by barges at

anchor or at loading berths. Gasoline can be obtained

at the marinas or from barges anchored in the stream

in the summer.

Repairs

(164) The port of Boston has excellent facilities for making all types of hull and engine repairs to vessels of all

sizes. Several of these firms operate waterfront facilities for the construction, repair, and conversion of

oceangoing vessels, tugs and towboats, barges, and various types of small vessels. In addition, there are a

number of firms without waterfront facilities which are

engaged in marine repair work. These companies

maintain shops and portable equipment for making

above-waterline repairs and for installing equipment,

gear, and machinery on all types of craft at their berths.

There are several drydocks and marine railways available in the port. The largest repair facility is located in

South Boston. The South Boston yard has a graving

dock with a length of 1,175 feet and a width of 127 feet

at the entrance, and a depth of 36 feet over the sill.

Cranes to 50 tons are at the yard.

(165) A marine railway in the port can handle vessels to

180 feet long and 1,000 tons

(166) Several smaller repair facilities in the port cater to

yachtsmen and small-craft operators.

Communications

(167) Boston is the terminus of two trunk railroads; the

Boston and Maine Railroad and ConRail. About 35

steamship lines serve the port in foreign trade to or

from over 175 world ports. There is little or no coastwise traffic except in bulk gypsum, liquid sulfur, cement, and petroleum.

(168) Several major airlines provide frequent scheduled

services between Logan International Airport in East

Boston and domestic and overseas points.

(169) Boston has through bus and rail service to all

points. There are numerous trucking firms engaged in

long- and short-haul freight service from the port.

Small-craft facilities

(170) Public float landings for small craft are at Summer

Street, Northern Avenue, on Charles River, and several

other places along the waterfront. Small-craft facilities

at Boston and Charlestown can provide berths with

electricity, water, ice, marine supplies, wet storage, and

sewage pump-out; complete hull, engine, and electronic repairs are available.

Chart 13272

(171) East Boston, on the northeastern side of Boston

Harbor, is separated from the city of Chelsea by Chelsea

River. The waterfront has modern piers and a large ship

repair yard. These facilities were described earlier in

this chapter under Wharves, Boston Harbor.

(172) The Jeffries Yacht Club is in the cove adjacent westward of Logan International Airport. A boatyard, close

southwestward of the yacht club, has a marine railway

that can handle vessels up to 100 tons for hull and engine repairs; a 10-ton crane is also available. A fireboat

moors on the east side of the cove.

(173) Chelsea is separated from Charlestown, on the

western side of the harbor, by the Mystic River. Charlestown is separated from Boston proper by the Charles

River. Charleston Navy Yard is located on the north

side of the mouth of the Charles River and is home to

the U.S.S. Constitution and U.S.S. Cassin Young.

(174) A safety zone has been established around the Constitution when moored and underway and the Cassin

Boston Harbor and Approaches ■ Chapter 11 ■ 389
Young while underway. (See 165.20, 165.23, 165.111,

and 165.112, chapter 2, for limits and regulations.)

(175) South Boston is on the peninsula southeast of the

city proper, from which it is separated by Fort Point

Channel.

(176) A “no-wake” speed limit is enforced in the inner

harbor from Pier #7 in South Boston to the northwest

corner of Logan International Airport.

(177) Logan International Airport is between Governors

Island Flats and East Boston. The airport area, almost

entirely filled land, is low, flat and quite extensive. The

airport control tower is conspicuous. Governors Island, on the northeast side of Boston Main Channel and

at the southerly end of the airport, is a low grass-covered peninsula.

(178) Vessel Reporting Advisory: Operations in Vicinity

of Logan International Airport (also see chart 13270).

Vessels operating near Boston's Logan International

Airport have the potential to affect procedures for aircraft landing and departing at the airport. Vessels with

an air draft of 85 feet or greater require the advisories

be issued to aircraft by air traffic controllers, and in

some instances that runway use be restricted. Notification by these vessels of maximum air draft when operating in the vicinity of the airport is intended to provide

aircraft important notice of potential obstructions.

(179) Vessels with an air draft height of 85 feet (26 meters) or greater are advised to report their maximum

air draft heights (including masts, cranes, antenna, or

other projections) when anchored, or in transit in

Boston Harbor between Deer Island and the World

Trade Center. Notification is to be made to the Massachusetts Port Authority's Communication Center, preferably via telephone, at 617-561-1919. Vessels without

telephone capability are requested to provide notification to Coast Guard Sector Boston on VHF channel 81,

to be relayed via telephone to the Massachusetts Port

Authority’s Communication Center.

(180) Please supply the vessel’s name, maximum air draft

(including masts, cranes, antenna, and other projections), destination, and estimated time that the vessel

will be transiting/anchored/moored in Boston Harbor

between Deer Harbor and the World Trade Center. Also

supply a point of contact and call-back method of communication for the vessel while operating in the

specified area.

(181) Castle Island, on the southwest side of Boston

Main Channel 1 mile northwestward of Spectacle Island, is marked by Fort Independence. It is connected

to the shore westward by filled land. Several boulders

bare at low water are a short distance southeastward of

Castle Island. This area should be avoided. On the

northeast corner of the island is the 52-foot granite

Donald McKay Monument, erected in 1933 to commemorate the famous East Boston builder of clipper

ships.

(182) Pleasure Bay, just westward of Castle Island, is

closed by an earth-filled dam extending from the southern end of the island to the jetty light southeastward of

City Point.

(183) Reserved Channel, 0.5 mile northwestward of Castle Island, is a dredged unmarked channel which leads

westward from the Boston Main Channel for about 1

mile. In November 2001, the channel had a controlling

depth of 40 feet to about 0.5 mile above the entrance,

thence 28 feet to the head of the project. A fixed bridge

near the head of the dredged channel has reported

clearances of 40 feet (horizontal) and 6 feet (vertical).

(184) There are modern and extensive freight terminals

on the north and south sides of Reserved Channel;

these facilities were described earlier in this chapter

under Wharves, Boston Harbor.

(185) Fort Point Channel separates Boston proper from

South Boston. A dredged channel leads from the entrance to the Summer Street Bridge. In 1981, the controlling depth was 11 feet to the Northern Avenue

Bridge; thence in 1978, 15 feet to the Summer Street

Bridge, except for shoaling to 14 feet at the east abutment of the Northern Avenue Bridge. Using the chart,

Fort Point Channel is navigable to just below Dorchester

Avenue Bridge. Vessels bound for Fort Point Channel

may require the assistance of a tug.

(186) Fort Point Channel navigable section is crossed by

four bridges. Northern Avenue Bridge, at the entrance,

has a swing span with a clearance of 7 feet. Deeper water is found under the east draw. (See 117.1 through

117.59 and 117.599, chapter 2, for drawbridge regulations.) Moakley bridge, a highway bridge just above the

Northern Avenue bridge, has a fixed span with a clearance of 16 feet. The Congress Street Bridge has a fixed

span with a clearance of 6 feet, and the Summer Street

Bridge has a fixed span with a clearance of 8 feet.

Anchorage

(187) A special anchorage is on the west side of the entrance to Fort Point Channel. (See 110.1 and 110.30

(m), chapter 2, for limits and regulations.)

(188) Charles River, on the western side of the harbor between Boston proper and Charlestown, is the approach

by water to Cambridge and Watertown. The entrance of

the river to the Charlestown Bridge, the first bridge,

has a controlling depth of 26 feet. A wreck, covered 29

feet, is near the middle of the entrance and an obstruction, covered 13 feet, is near the southern limit of the

channel, 240 yards east of the bridge.

390 ■ Chapter 11 ■ Coast Pilot 1
(189) Charles River Dam is about 0.55 mile above the entrance to the river. The dam has three locks; the large

north lock has a usable length of 300 feet and width of

40 feet with 14 feet over the sill; the other two locks

have usable lengths of 200 feet with widths of 25 feet

and 6 feet over the sills. An overhead walkway with a

monorail beneath it across the downstream end of the

locks has a least clearance of 26 feet. A second dam is

about 1 mile above the entrance. The dam has a single

lock with usable dimensions of 350 feet length and 45

feet width with 17 feet over the sill. The lock is no longer in use and is maintained in the open position. (See

207.10, chapter 2, for regulations governing the use,

administration, and navigation of the locks.) The controlling depth between the two dams is 15 feet.

(190) A “no wake” speed limit is enforced between the entrance to Charles River and the Charles River Dam.

(191) Charles River above the dams is maintained at a

height of 7.2 feet above mean low water. In 1964, it was

reported that there was a controlling depth of 15 feet to

Arsenal Street Bridge, thence 3 feet for 2 miles to the

head of navigation at Galen Street Bridge in

Watertown. In 1976, shoaling to 1 foot was reported

about 0.5 mile upstream from the Arsenal Street

Bridge. In June 1979, it was reported that 5 feet could

be carried by favoring the north bank. Mariners are advised to use caution while navigating in this area. The

river above the dams is used by many yachts and small

craft. No toll is charged for passage through the locks.

There are four yacht clubs on the river, some college

sailing and rowing clubs, a large marina below the

dams and two public float landings above the dams.

Pumpout facilities are available at Cambridge and

Watertown.

(192) The Charlestown Bridge crosses the river just below the lower Charles River Dam and has a fixed span

with a clearance of 23 feet. Use the south span. The Interstate 93 highway bridge about 100 yards upstream of

the lower dam has a fixed span with a clearance of 48

feet due to an overhead pipeline being suspended from

below the bridge. In August 1997-1999, two bridges

were being built close west of the Interstate 93 highway

bridge and east of the MBTA bascule bridge. The Mainline Bridge, west of the Interstate 93 bridge, has a fixed

span with a design clearance of 23 feet and the Storrow

Drive Bridge, about 100 feet west of the Mainline

Bridge, has a fixed span with a design clearance of 36

feet. Both bridges will replace the Interstate 93 highway bridge when completed. The Massachusetts Bay

Transportation Authority (MBTA) bridge has a bascule

span with a clearance of 3 feet. The MBTA and Monsignor O’Brien bascule bridges at the upper Charles

River Dam have a clearance of 5 feet. (See 117.1

through 117.59 and 117.591, chapter 2, for drawbridge regulations.)

(193) Above the upper dam, Charles River is crossed by

12 fixed bridges. The Longfellow Bridge just above

Broad Canal has a clearance of 29 feet above permanent

water level. Above this bridge the clearance is 12 feet

above permanent water level except at the Galen Street

Bridge in Watertown-Newton where the clearance is 11

feet. The minimum channel width of these bridges is 45

feet.

(194) Lechmere Canal, adjacent and northwestward of

the upper dam, is crossed near the mouth by a fixed

highway bridge with a clearance of 7 feet above permanent water level.

(195) Broad Canal extends westward for about 0.2 mile

from just downstream of the Cambridge end of the

Longfellow Bridge. The canal above this point has been

filled in. Two highway bascule bridges cross the canal at

the entrance; least channel width, 40 feet, and least vertical clearance, 4 feet above permanent high water. (See

117.1 through 117.59 and 117.591, chapter 2, for

drawbridge regulations.) The draws of the bridges across

Broad Canal are secured and will not open for the passage of vessels.

(196) Little Mystic Channel is a slip about 0.5 mile long

0.2 mile south-southeast of the mouth of the Mystic

River at Charlestown. Midchannel depths above the

35-foot dredged berth range from 29 feet just east of the

highway bridge to 17 feet 600 yards westward of the

bridge. The fixed highway bridge over the channel has a

clearance of 9 feet. The horizontal clearance in the

channel is limited to 75 feet due to the remains of the

approaches of the former Chelsea Street Bridge immediately downstream.

(197) Chelsea River, locally known as Chelsea Creek,

emptying into Boston Harbor from eastward between

East Boston and Chelsea, is the approach to important

wharves and facilities, and to the city of Revere at the

head, 2.6 miles above the entrance.

(198) In March 2000-December 2001, the controlling

depth in Chelsea River was 31.5 feet (34.6 feet at

midchannel) to just past the Chelsea Street Bridge,

thence 36.6 feet (38.0 feet at midchannel) to the basin

about 0.6 mile above the Chelsea Street Bridge, thence

37 feet in the basin.

(199) Two drawbridges cross the river. The Andrew P.

McArdle Bridge, just above the mouth, has a bascule

span with a clearance of 20 feet, and the Chelsea Street

Bridge, 0.8 mile upstream, has a bascule span with a

clearance of 9 feet. In the open position, the bascule

span of the Chelsea Street Bridge overhangs the channel above a height of 83 feet. (See 117.1 through

117.59 and 117.593, chapter 2, for drawbridge

Boston Harbor and Approaches ■ Chapter 11 ■ 391
regulations.) The bridgetender of these bridges monitor VHF-FM channel 16 and work on channel 13.

(200) A safety zone is centered on the Chelsea Street

Bridge. (See 165.1 through 165.7, 165.20 through

165.23, and 165.120, chapter 2, for limits and regulations.)

(201) Chelsea River has a heavy traffic of deep-draft oil

tankers. The tankers berth at the oil company terminals and storage areas on both banks of the river. These

facilities were described earlier in this chapter under

Wharves, Boston Harbor.

(202) Mystic River, which empties into Boston Harbor

opposite Chelsea River, is the approach by water to the

towns of Medford and Malden.

(203) In October 2001, the midchannel controlling depth

in the dredged channel was 35 feet to within 200 feet of

the Malden Bridges, thence in 1975, 11 feet (14 feet at

midchannel) to about 850 feet above the bridges,

thence 6 feet to the Amelia Earhart Dam; thence in

1975, 6 feet for about 400 feet upstream of the dam,

thence in 1975–1976, 6 feet from about 100 feet upstream of the MBTA bridge for about 0.2 mile above the

Wellington Bridge, thence in 1976, 4 feet to the

Craddock Bridge, about 4.4 miles above the entrance.

Note

(204) In April 1978, no surveys were available from 400

feet upstream of the dam to 100 feet upstream of the

MBTA bridge. Mariners are advised to exercise caution

in this area.

Anchorages

(205) Two special anchorages are on either side of the

north end of the Mystic River-Tobin Memorial Bridge.

(See 110.1 and 110.30 (c) and (d), chapter 2, for limits and regulations.)

(206) The mouth of the Mystic River is crossed by the

Mystic River-Tobin Memorial Bridge, a high-level fixed

highway bridge, with a clearance of 135 feet. The

Malden Bridges, 1.2 miles above the mouth, have bascule spans with a clearance of 12 feet. (See 117.1

through 117.59 and 117.609, chapter 2, for drawbridge regulations.) The Boston and Maine railroad

bridge, 1.5 miles above the mouth, has a fixed span with

a clearance of 30 feet.

(207) Amelia Earhart Dam, an earth-filled dam with 3

locks, crosses the Mystic River about 1.6 miles above

the mouth. The largest lock, a commercial-vessel type,

has a length of 325 feet, a width of 45 feet, and depths of

151⁄2 feet over the lower sill and 111⁄2 feet over the upper

sill. Two smaller parallel locks just westward have

lengths of 120 feet, widths of 22 feet, and depths of 61⁄2

feet over the lower sills and 1⁄2 foot over the upper sills.

(See 207.9, chapter 2, for regulations governing the

use, administration, and navigation of the locks.)

(208) There are no overhead vertical restrictions on any

of the locks.

(209) The Massachusetts Bay Transportation Authority

(MBTA) railroad bridge, just upstream from the Malden

River entrance, has a fixed span with a vertical clearance of 30 feet above normal pool level. The Wellington

Bridge, 2.2 miles above the mouth, has a bascule span

with a clearance of 16 feet at normal pool level. The

Harvard Street Bridge (General Lawrence Bridge), 3.3

miles above the mouth, has a bascule span with a clearance of 13 feet at normal pool level. The Wellington and

Harvard Street Bridges are maintained in the closed

position. (See 117.609, chapter 2, for drawbridge regulations.) Highway 93 bridge about 0.5 mile above the

General Lawrence Bridge has a fixed span with a clearance of 16 feet at normal pool level. Note: Normal pool

level is 6.2 feet above mean low water.

(210) A large marina is on the north bank of the river,

just westward of the Boston and Maine Railroad bridge.

Gasoline, water, ice, marine supplies, storage facilities,

a small-craft launching ramp, and a 15-ton mobile

hoist are available; hull, engine, and electronic repairs

can be made.

(211) There are two yacht clubs on the river above the

mouth of the Malden River: the Winter Hill at

Somerville and the Riverside at Medford. The Chelsea

Yacht Club is on the north bank on the east side of the

Mystic River-Tobin Memorial Bridge. Gasoline, diesel

fuel, water, and electricity are available at the floats,

which have 30 feet alongside.

(212) Island End River is a tributary of the Mystic River

entering from northward, 0.5 mile above the entrance.

Three companies maintain wharf facilities on the west

side of the river. In February 1990, depths of 20 to 23

feet were available on the west side of the river in the

approach to the wharves, with depths of 19 to 27 feet reported alongside the wharves in 1979-1982. A rocky

area on the east side of the entrance, and the current of

Mystic River running across the entrance, make navigation difficult for large vessels. A tug usually is employed to assist such vessels. A dredged channel leads to

a marina basin near the head of the river. In February

1990, the controlling depth was 5 feet in the west half of

the channel with shoaling to less than 1 foot in the east

half, thence in May 1985, depths of 5 feet were available

in the basin. The channel is marked by daybeacons. A

pumpout facility is available at the marina.

(213) Malden River, a tributary of Mystic River from

northward, has a privately dredged channel for a distance of 1.6 miles upstream. Two highway bridges with

bascule spans cross the river. The Revere Beach Parkway Bridge (State Route 16), 0.3 mile above the mouth

392 ■ Chapter 11 ■ Coast Pilot 1
has a clearance of about 22 feet at normal pool level and

is maintained in a closed position. The Medford Street

Bridge, 1.1 miles above the mouth, has a clearance of 6

feet. (See 117.1 through 117.59 and 117.601, chapter

2, for drawbridge regulations.) In July-August 2005,

the controlling depth to the Revere Beach Parkway

Bridge was 5.2 feet, thence 3.8 feet to the Medford

Street Bridge.

(214) An overhead power cable with a clearance of 60 feet

crosses Malden River about 0.5 mile above the first

bridge.

Chart 13270

(215) North and west of President Roads is an area of

flats, much of which bares at low water. Between Deer

Island Flats and Governors Island Flats, a buoyed

channel with a reported least depth of 3 feet leads to

Cottage Park Yacht Club at Winthrop. Branch channels

lead to several other yacht clubs.

(216) The easterly channel leading to Winthrop Head had

a midchannel controlling depth of 7 feet in 2001; in

May 1998, severe shoaling was reported to encroach

the northwest side of the channel in the vicinity of

Buoy 2. A light marks the west side of the entrance, and

buoys mark the channel. Snake Island, on the westerly

side of the channel, is 10 feet high with low trees.

(217) The Winthrop Yacht Club, a wharf with depths of

about 5 feet alongside its floats, and a marina are on the

east bank of Winthrop Head. Gasoline, diesel fuel, water, ice, a 10-ton lift, a small-craft launching ramp,

some marine supplies, and limited overnight berthage

are available at the marina; hull and engine repairs can

be made. Pumpout service is available from the Town of

Winthrop.

(218) The westerly channel leading to Belle Isle Inlet has

a controlling depth of about 15 feet. A special anchorage is off the Pleasant Park Yacht Club, just south of the

inlet. (See 110.1 and 110.30 (b), chapter 2, for limits

and regulations.) The highway bridge over the mouth

of the inlet has a 25-foot fixed span with a clearance of 6

feet. Marinas near the yacht club can provide berths,

some marine supplies, covered storage, a 50-foot marine railway, and hull and engine repairs. Farther west

of the mouth of the inlet are the Orient Heights and

East Boston Yacht Clubs. Fuel, water, and various services are available at the yacht clubs.

(219) Dorchester Bay extends southwestward from President Roads between Spectacle Island and Thompson

Island on the east and South Boston on the west. The

bay is filled with extensive flats, large areas of which are

nearly bare at low water and rise abruptly from the edge

of the channel. The John F. Kennedy Memorial Library

on Columbia Point (42°18'54"N., 71°02'22"W.) is

prominent. A state-maintained small boat channel

leads from the main channel in Dorchester Bay to a

turning basin near the JFK Memorial Library. In September 1990, the controlling depth was 10 feet in the

channel and the turning basin.

(220) There is no deep-draft vessel traffic in Dorchester

Bay.

(221) In 1997, the controlling depths in the dredged

channel through Dorchester Bay were 13 feet (14 feet

at midchannel) to Buoy 9, thence 4 feet (51⁄2 feet at

midchannel) to the Neponset highway bridge.

Anchorages

(222) Special and general anchorages are in Dorchester

Bay. (See 110.1, 110.30 (e) through (g), and 110.138

(a)(4) and (b)(3), chapter 2, for limits and regulations.) The yacht anchorage most commonly used is

south and east of City Point, clear of the cable area.

(223) Old Harbor, on the west side of Dorchester Bay, just

south of South Boston, is filled with flats having little

water over them. A channel with a least depth of 5 feet

leads to the yacht clubs and the public float in the

northeastern part of the harbor, westward of City Point.

Gasoline and diesel fuel are available.

(224) Squantum Channel leads from the main channel

in Dorchester Bay to a marina east of Squantum Point.

In May 1999, the reported controlling depths were 13

feet in the channel, thence in 1979, 15 feet in the basin

with lesser depths closer inshore. The channel to the

basin, which is enclosed and protected by stone breakwaters, is marked by buoys. Gasoline, diesel fuel, water,

and electricity can be obtained at the floats, and a

30-ton mobile hoist, storage facilities, and marine supplies, and a pumpout facility are available; hull, engine,

and electronic repairs can be made.

(225) Dorchester Bay Basin, on the southwest side of

Dorchester Bay, is entered about 0.2 mile westward of

Commercial Point, the western entrance point to

Neponset River. A channel, privately marked by seasonal buoys, leads to a yacht club on the northwest side

of the basin. Gasoline, water, ice, and a pump-out station are available. The entrance to the basin is crossed

by a highway bridge with a bascule span having a clearance of 12 feet. (See 117.1 through 117.59 and

117.597, chapter 2, for drawbridge regulations.) A

rock awash, existence doubtful, is reported immediately eastward of the north draw of the highway bridge.

(226) Neponset River enters Dorchester Bay from the

south between Commercial Point and Squantum

Point. A dam is at Milton, 3 miles above the mouth.

Small craft with local knowledge navigate to Milton

during times of high water.

Boston Harbor and Approaches ■ Chapter 11 ■ 393
(227) Several yacht clubs are on the river. Gasoline, diesel fuel, water, ice, marine supplies, a pumpout facility,

storage facilities, and lifts up to 40 tons are available at

a large marina on the west side about 1 mile above the

mouth; complete hull, engine, and electronic repairs

can be made.

(228) Three highway bridges, two fixed and one bascule,

and a fixed railroad bridge cross Neponset River below

the dam at Milton. The fixed bridges have clearances of

30 feet, and the bascule bridge has a clearance of 6 feet.

(See 117.1 through 117.59 and 117.611, chapter 2,

for drawbridge regulations.)

(229) Quincy Bay indents the southerly shore of Boston

Harbor between the peninsulas of Squantum and

Houghs Neck. Depths in the bay are in general 8 to 10

feet, but shoals partly bare at low water extend 0.5 to

0.7 mile from its southerly side.

Anchorages

(230) Special anchorages are in Quincy Bay. (See 110.1

and 110.30 (h) and (i), chapter 2, for limits and regulations.)

(231) The wharf extending from the south side of

Rainsford Island, at the northeastern entrance to

Quincy Bay, is in ruins. Quarantine Rocks extend 0.5

mile southward of the island.

(232) Sunken Ledge, bare at low water, is about 1 mile

southward of Rainsford Island. A daybeacon is on the

ledge, and a light is 0.2 mile southeast of it. A buoy

marks a channel west of the ledge.

(233) Hangman Island, small and rocky, is near the middle of the entrance to Quincy Bay, 0.6 mile southwestward of Sunken Ledge. The end of a reef extending 0.2

mile southwestward from the islet is marked by a

daybeacon. A ledge covered 2 feet is 0.4 mile northward

of the daybeacon.

(234) Wreck Rock, 0.6 mile southeast of Hangman Island, is covered 2 feet and marked on the north end by a

buoy.

(235) Squantum is on the west side of Quincy Bay. Several lighted radio towers in North Quincy, southwestward of Squantum, are visible from the bay. Moon

Head, which can be recognized by the grassy hill and

bluff on its easterly end, is connected to Squantum by a

causeway. A Boston Fire Department training center is

prominent on the northeast side.

(236) A channel with depths of 8 to 12 feet leads northward from Quincy Bay between Moon Head and Long

Island to President Roads. Long Island Viaduct, which

crosses the channel from Moon Head to Long Island,

has a fixed span over the navigation channel with a

clearance of 51 feet for the center 150 feet.

(237) The route is either by Western Way, between

Thompson and Spectacle Islands, or by Sculpin Ledge

Channel, westward of Long Island.

(238) Wollaston Channel, privately maintained, leads

southwestward from the westerly end of Quincy Bay to

the small basin of the Squantum and Wollaston Yacht

Clubs. In February 1999, the reported controlling

depth was 31⁄2 feet in the entrance channel to the basin,

thence depths of 41⁄2 to 6 feet were available in the basin; however, with local knowledge, 6 feet could be carried in the entrance channel and basin. The channel is

marked by buoys.

(239) Houghs Neck, on the southeast side of Quincy Bay,

is marked at its northeasterly end by Quincy Great Hill,

100 feet high and mostly settled. Nut Island, marked by

a power station and stack, is connected by a causeway

300 yards northward of Quincy Great Hill.

(240) A private daybeacon marks the outer end of an

overflow pipeline extension with riprap cover, off the

northeast end of Nut Island. The pipeline extends 150

yards into the bay and is submerged at high water. Pig

Rock, about 0.6 mile eastward of Nut Island, is visible

at all stages of the tide. Rocks awash are close east of

Pig Rock.

(241) The Quincy Yacht Club is on the eastern side of

Houghs Neck. A channel, marked by buoys, leads to the

club wharf.

Anchorage

(242) A special anchorage is off the east side of Houghs

Neck. (See 110.1 and 110.30 (j), chapter 2, for limits

and regulations.)

(243) Spiers Stand, which uncovers, is about 575 yards

off the east side of Houghs Neck and is marked by buoys

off its north and south ends. Give Spiers Stand a wide

berth, as several groundings have been reported in its

vicinity.

(244) Peddocks Island, 0.5 mile northeast of Houghs

Neck, is long and narrow with hills in the middle and at

both ends, with low land between. The remains of the

brick buildings of old Fort Andrews are visible. Caution

is advised against approaching the island too closely

because of rocks awash. West Head is reserved as a bird

sanctuary.

(245) West Gut is a buoyed channel leading into

Hingham Bay between Nut Island and Peddocks Island.

The channel through West Gut has a controlling depth

of about 19 feet. A rock covered 17 feet is in the channel

about 0.3 mile east-northeastward of Nut Island.

(246) Hingham Bay is that part of Boston Harbor southeastward of Peddocks Island. It is the approach to

Weymouth Fore River, Weymouth Back River,

Hingham Harbor, and Weir River. Extensive shoals

394 ■ Chapter 11 ■ Coast Pilot 1
make out from the southerly shore and surround the

islands in the bay. Hull Bay, the eastern part of the bay,

also has many shoal areas.

Anchorages

(247) Special anchorages are in Hull Bay. (See 110.1 and

110.31, chapter 2, for limits and regulations.)

(248) The easterly entrance to Hingham Bay is through

Hull Gut, but the entrance through West Gut, southward of Peddocks Island, is frequently used by vessels

bound into Weymouth Fore or Weymouth Back Rivers.

(249) Hull Gut, a dredged channel between Peddocks Island and Windmill Point, leads into Hingham Bay from

Nantasket Roads and is a section of the Weymouth Fore

River Channel improvement. Unmarked submerged

rocks cleared to a depth of 16 feet are about 500 yards

southward of Windmill Point Light WP.

Tides and currents

(250) The tidal currents have an average velocity of about

2 knots at strength and generally follow the direction of

the channel; the flood sets southward and the ebb

northward.

(251) A channel about 13 feet deep, commencing just

southward of the buoy marking Inner Seal Rock, about

0.6 mile southeastward of Windmill Point Light, leads

to a wharf on the northwest side of Spinnaker (Hog)

Island. The island is connected to the mainland by a

causeway and fixed bridge.

Anchorage

(252) A channel, privately marked by seasonal buoys,

eastward of Spinnaker Island, leads northward to a special anchorage in Allerton Harbor. (See 110.1 and

110.31 (a), chapter 2, for limits and regulations.) The

Hull Yacht Club is on the north side of the harbor.

(253) A marina with depths of about 6 feet alongside its

floats is at Waveland, about 0.7 mile southeastward of

Spinnaker Island. Gasoline, diesel fuel, water, ice, electricity, marine supplies, a small-craft launching ramp,

and lifts up to 30 tons are available; hull, engine, and

electronic repairs can be made.

(254) Weymouth Fore River has its entrance on the

southwest side of Hingham Bay between Houghs Neck

and Grape Island, and is the approach by water to

Quincy Point, Weymouth, East Braintree, and several

landings. An electric power plant and several other industries are on the river. Waterborne commerce is

principally in petroleum products.

(255) Grape Island, on the south side of Hingham Bay,

has a recreational pier on the southerly side of the

island. Ruins of several buildings, nature trails, and

picnic areas are on the island. Primitive camping is

permitted.

(256) The following are prominent upon entering

Weymouth Fore River: a flagpole on Weymouth Great

Hill, the bridge at Quincy Point and the large stacks of

the power plant on the east side of the river just above

the bridge.

Channels

(257) A Federal project provides for a 35-foot channel

which leads from the sea through Nantasket Roads,

Hull Gut, and Hingham Bay, thence into Weymouth

Fore River to the head of the project, 0.5 mile above the

bridge crossing the river at Quincy Point; a turning basin is on the south side of the channel at Kings Cove. In

May 2007, the controlling depth was 33.2 feet in the

dredged channel from the entrance to the head of the

project (except for a 27-foot spot along the south edge

of the channel in about 42°19'02"N., 70°54'30"W.); the

turning basin had depths of 34 to 35 feet. Natural

depths to about 2 feet are available to Braintree Yacht

Club, about 1.3 miles above the turning basin.

(258) The channel through West Gut was described earlier in the chapter.

Anchorages

(259) Special anchorages are in Weymouth Fore River.

(See 110.1 and 110.30 (j) and (k), chapter 2, for limits

and regulations.)

(260) State Route 3A highway bridge crossing Weymouth

Fore River at Quincy Point has been demolished to

make way for a replacement bridge and a temporary

vertical lift span is in place. The vertical lift span has a

horizontal clearance of 155 feet and a vertical clearance

of 55 feet (closed) and 175 feet (open). The bridge tender monitors VHF-FM channel 16 and works on channel 13; call sign WRD-634 (See 117.1 through 117.59

and 117.621, chapter 2, for drawbridge regulations).

Three overhead power cables cross the river at: 0.7

mile, 1.1 miles, and 1.3 miles above the bridge. The first

two overhead cables, 0.7 mile and 1.1 miles, have clearances of 150 feet and 100 feet, respectively. The third

overhead cable, 1.3 miles, has a reported clearance of

56 feet. State Route 53 fixed highway bridge, about 1.7

miles south of the bascule bridge, has a fixed span with

a clearance of 11 feet.

Weather, South Weymouth and vicinity

(261) South Weymouth is about 3 miles SSW of

Weymouth. South Weymouth averages about 11 days

each year with maximum temperatures in excess of

90°F (32.2°C). July is the warmest month with an

Boston Harbor and Approaches ■ Chapter 11 ■ 395
396 ■ Chapter 11 ■ Coast Pilot 1

average high of 82°F (27.8°C) and an average minimum of 63°F (17.2°C). January is the coolest month

with an average high of 36°F (2.2°C) and an average

minimum of 19°F (-7.2°C). The highest temperature

on record for South Weymouth is 102°F (38.9°C) recorded in August 1975 and the lowest temperature on

record is -15°F (-26.1°C) recorded in January 1981.

About 121 days each year see temperatures below 32°F

(0°C) and an average seven days each year record temperatures below 5°F (-15°C). Every month except July

has seen temperatures below 40°F (4.4°C) and every

month except June, July, and August has recorded temperatures below freezing (0°C).

(262) The average annual precipitation for South

Weymouth is 44.3 inches (1125 mm) which is fairly

evenly distributed throughout the year. Precipitation

falls on about 188 days each year. The wettest month is

November with 4.6 inches (117 mm) and the driest,

July, averages only 2.8 inches (71 mm). An average of

20 thunderstorm days occur each year with June, July,

and August being the most likely months. Snow falls on

about 51 days each year and averages about 43 inches

(1092 mm) each year. Due to the strong maritime influence, only January and February average greater

than one foot (305 mm) of snow. One foot (305 mm)

snowfalls in a 24-hour period have occurred in each

month December through April and 19 inches (483

mm) fell in one 24-hour period during February 1994.

About eight days each year have a snowfall total greater

than 1.5 inches (38 mm) and snow has fallen in every

month, October through May. Fog is present on average 204 days each year and is evenly distributed

throughout the year with a slight maximum during

mid-summer.

(263) The prevailing wind direction in South Weymouth

is west-northwest during the winter and south-southwest

during the warmer months. March is the windiest

month.

(264) (See Appendix B for South Weymouth climatological table.)

(265) Town River Bay is a branch of Weymouth Fore

River north of Quincy Point. A Federal project provides

for a channel 35 feet deep from the junction with

Weymouth Fore River to a point 1 mile upstream, with

a turning basin 35 feet deep at the inner end; thence 15

feet deep to a point just below the Quincy Electric Light

& Power Company plant, 1.2 miles above the mouth.

(See Notice to Mariners and latest edition of the chart

for controlling depths.) About 175 yards above the head

of the project on Quincy Reach, an overhead power cable has a clearance of 35 feet.

Wharves

(266) There are two deep-draft facilities on Weymouth

Fore River and two on Town River Bay.

(267) Twin Rivers Technologies (TRT), consists of East

and North Docks. East Dock (42°14'49"N., 70°58'00"W.):

150-foot face with 435 feet berthing space with dolphins; 30 feet alongside; deck height, 151⁄2 feet; receipt

of vegetable oil and caustic soda. North Dock

(42°14'54"N., 70°58'04"W.): 90-foot face with 600 feet

berthing space with dolphins; 29 feet alongside; deck

height, 161⁄2 feet; pipelines extend to storage tanks in

rear with 221⁄2-million-gallon capacity; receipt of coconut oil, vegetable oil and caustic soda; owned and operated by Twin Rivers Technologies.

(268) Citgo Petroleum Corp., Braintree Terminal Wharf

(42°14'12"N., 70°58'05"W.): 248-foot face, 700 feet

berthing space; 38 feet alongside; deck height, 14 to 16

feet; pipelines extend to storage tanks with a 11⁄4- million barrel capacity; receipt and shipment of petroleum

products; owned and operated by Citgo Petroleum

Corp.

(269) Sprague Energy, Quincy Terminal Wharf

(42°15'12"N., 70°59'10"W.): 77-foot face with 700 feet

berthing space with dolphins; 35 feet alongside; deck

height, 14 feet; receipt and shipment of petroleum

products; bunkering vessels; owned and operated by

Sprague Energy, Inc.

(270) There are several private piers that are used occasionally for mooring barges and small vessels on Town

River Bay.

(271) A marina and a yacht club are on the south bank

about 0.5 mile and 0.7 mile, respectively, above the entrance. Gasoline, diesel fuel, ice, supplies, pumpout facilities, and a 15-ton hoist are available; hull and

engine repairs can be made.

(272) Weymouth Back River is just eastward of

Weymouth Fore River and southward of Grape Island. A

wharf, in ruins, of a former fertilizer works is on the

north side of the river on Eastern Neck. In 1988, the

controlling depth in the dredged channel to the wharf

was 14 feet. The channel is buoyed.

Anchorage

(273) A special anchorage is in Weymouth Back River.

(See 110.1 and 110.30 (l), chapter 2, for limits and

regulations.)

(274) The Lincoln Street (State Route 3A) highway

bridge crossing the river has a fixed span with a clearance of 36 feet, 1.8 miles above the entrance. An overhead power cable at the bridge has a clearance of 55

feet.
Boston Harbor and Approaches ■ Chapter 11 ■ 397

Small-craft facilities

(275) Small-craft facilities on Weymouth Back River can

provide berths with electricity, gasoline, diesel fuel, water, ice, marine supplies, a launching ramp, and lifts to

37 tons; hull, engine, and electronic repairs are available. A public launching ramp is on the north side of

the river about 1.5 miles above the entrance.

(276) Hingham Harbor and Weir River in the southeasterly end of Hingham Bay are shallow. Their common

entrance is close westward of Bumkin Island. The

channel leads in a southeasterly direction for about 0.5

mile from the westerly end of Bumkin Island and then

divides. The branch leading eastward is Weir River.

Bumkin Island has a recreational pier on the southwest

side. Ruins of several buildings, nature trails, and picnic areas are on the island. Primitive camping is permitted.

(277) The channel leading to Hingham Harbor trends

southward, is narrow, and has a depth of 14 feet up to

the harbor entrance off Crow Point. The channel is

buoyed. The Hingham Yacht Club has a clubhouse,

pier, and floats at Crow Point. It is reported that considerable shoaling has occurred along the face of the pier

and the northern half cannot be approached by large

vessels, except at half tide or higher. Water is available

at the pier.

(278) Hingham Harboris a cove 1 mile in length, with an

average width of about 0.6 mile. At low water it is a dry

flat through which a narrow and tortuous buoyed

channel winds to the town of Hingham. In September

2004, the channel had a controlling depth of 5.4 feet

(7.2 feet at midchannel) to Buoy 22 located just westward of the old steamboat wharf.

Anchorages

(279) Special anchorages are eastward of Crow Point at

the entrance to Hingham Harbor and at the southern

end of the harbor. (See 110.1 and 110.32, chapter 2,

for limits and regulations.)

(280) The small-boat basin at the south end of the harbor

has depths of 2 to 6 feet. A town float landing and ramp

are on the south side of the basin, and there are two service wharves where gasoline, diesel fuel by truck, water,

and most other services are obtainable. Boat rental and

a pumpout facility are available; outboard repairs are

made.

(281) Weir River leads to the wharf at Nantasket Beach.

In November 1979, the channel had a controlling depth

of 71⁄2 feet (91⁄2 feet at midchannel) to the wharf at

Nantasket Beach. Extensive flats, mostly bare at low

water, are on both sides of the river. The channel is

marked by buoys. The channel is used by excursion

boats running from Boston to Nantasket Beach during

the summer. In February 2000, the large wharf at

Nantasket Beach had depths of 10.9 and 9.2 feet alongside the 175-foot southwest and northwest faces, respectively, thence shoaling toward shore. Two small

marinas, one north and one south of the wharf, have

berths with electricity, gasoline, ice, a launching ramp,

a 5-ton lift for emergencies, and open and covered storage available.

Anchorage

(282) A safe anchorage for small craft with good holding

ground, mud bottom, is reported close eastward of

Worlds End, the south entrance point to Weir River.

The anchorage is unmarked; local knowledge is advised.
398 ■ Chapter 12 ■ Coast Pilot 1
Minots Ledge to Provincetown,

Massachusetts

(1) This chapter describes the Massachusetts coast

southward from Minots Ledge, off Cohasset Harbor, to

and including Cape Cod Bay. Also discussed are the

principal harbors of Cohasset, Scituate, Green,

Duxbury, Plymouth, Barnstable, Sesuit, Rock,

Wellfleet, Pamet, and Provincetown, and New Inlet and

its tributaries. Provincetown and Plymouth with their

seafood handling and processing facilities and fleets of

fishing vessels are the principal commercial harbors.

Pleasure boating is prevalent with some commercial

fishing at the other harbors.

Chart 13269

(2) Minots Ledge Light (42°16.2'N., 70°45.5'W.), 85

feet above the water, is shown from a 97-foot dark gray

conical tower on Outer Minot. A fog signal is at the

light. This ledge, which uncovers 3 feet, is about 6

miles southeastward of Point Allerton and 1 mile

north-northeastward of Strawberry Point, the northeastern extremity of Scituate Neck. Outer Minot is the

outermost of the visible dangers off the entrance to

Cohasset Harbor.

(3) Submerged rocks and very broken ground, on

which the sea breaks in heavy weather, extend more

than 1 mile northeastward and 2.5 miles eastward of

the light. This area should be avoided.

(4) Numerous rocks and ledges extend westward and

southward from the light across the entrances to

Cohasset Harbor. East Shag Rock, 7 feet high and

marked by a buoy, and West Shag Rock, 6 feet high, are

the most prominent southwestward of the light. Shifting boulders are reported on the shoal just eastward of

Barrel Rock (42°15.5'N., 70°47.1'W.), marked by a

daybeacon.

(5) Three natural channels lead into Cohasset Harbor

through the area of rocks and ledges: Western Channel, which enters between Brush Ledge and

Chittenden Rock; The Gangway, a passage which leads

between The Grampuses and West Hogshead Rock;

and Eastern Channel, which leads between Enos

Ledge and West Willies. Although all three channels

are marked by buoys, there are numerous unmarked

dangers.

(6) The Gangway passage is the widest, but there are

unmarked covered 10- and 11-foot rocks in the middle

of it, and it should be used only in clear weather and

with a smooth sea, even in small craft. Eastern Channel

is the clearest and deepest of the three. The best time to

enter is on a rising tide.

COLREGS Demarcation Lines

(7) The lines established for this part of the coast are

described in 80.135, chapter 2.

(8) Cohasset Harbor is a large shallow bight southwestward of Minots Ledge Light and about 6 miles

southeastward of Point Allerton. The harbor is frequented by numerous yachts and fishing craft. A prominent lookout tower is near the summit of a hill

eastward of The Glades on the east side of the harbor.

Anchorage

(9) Anchorage is available in depths of 6 to 10 feet in

the outer harbor.

(10) Cohasset Cove, the inner harbor, is protected by a

breakwater which extends about 0.1 mile northward

from near the westerly end of Bassing Beach. The

breakwater is partially covered at high water.

(11) A dredged channel leads southward from the outer

harbor to an anchorage basin southward of Bryant

Point in Cohasset Cove, the inner harbor. There are

three additional dredged anchorage areas: one is immediately southward of the Cohasset Cove anchorage;

one in Bailey Creek, in the southeastern part of the inner harbor; and one immediately westward of the

southern end of the Cohasset Cove anchorage. In December 2005-January 2006, the controlling depths

were 4.4 feet at midchannel, with shoaling to bare in

the left outside quarter between Buoy 11 and the breakwater, to Cohasset Cove anchorage, thence 3.7 to 7 feet

in the anchorage, except for shoaling along the edge

adjacent to Bassing Beach, thence 3.7 feet in the anchorage southward of Cohasset Cove anchorage,

Minots Ledge to Provincetown, Massachusetts ■ Chapter 12 ■ 399
thence 4.7 feet in the easterly anchorage in Bailey

Creek, except for shoaling near the southwest end of

Bassing Beach and in the eastern end of the basin,

thence 3.8 feet in the westerly anchorage shoaling to

1.1 feet at the head of the project. The channel into

Cohasset Cove is marked by lights and buoys; a light is

off Bryant Point.

(12) A rock, which uncovers 61⁄2 feet, is in 42°14'21"N.,

70°47'15"W., close to the southerly edge of the channel

leading to the anchorage in Bailey Creek. Another rock,

covered about 1 foot, is reported in the westerly anchorage, about 65 yards northeastward of the town

landing on the southerly side of the anchorage; caution

is necessary when maneuvering around the service

wharves eastward of this landing.

(13) Cohasset is a town on the west side of the inner

harbor. There is some fishing, but the town is mostly

residential. The Cohasset Yacht Club, close westward of

Bryant Point, has depths of 5 to 8 feet reported alongside its float landing; water is available. The town maintains four float landings in various parts of the inner

harbor; depths of 3 to 5 feet are reported alongside

these landings.

Harbormaster

(14) The harbormaster maintains an office in a cottage

which overlooks the town wharf southwestward of the

entrance to Bailey Creek.

(15) The Cohasset Sailing Club, about 100 yards eastward of this town landing, has a depth of 3 feet reported

alongside its float landing. A small-craft launching

ramp is about 150 yards eastward of the sailing club.

(16) A boatyard is just westward of the dam at the head

of the inner harbor. Depths of 9 feet are reported alongside the yard’s float landing. The marine railway at the

yard can handle craft up to 55 feet in length or 80 tons

for hull and engine repairs or open or covered storage;

gasoline and water are available.

Ice

(17) Cohasset Harbor is usually closed by ice for about 2

months during normal winters.

(18) Stellwagen Ledges, consisting of rocks awash and

covered, extend 3.8 miles south-southeastward from

Davis Ledge to Tar Pouch. Some of these ledges lie over

1 mile from shore and are covered 5 to 16 feet in surrounding depths of 4 to 9 fathoms. Most of them are

400 ■ Chapter 12 ■ Coast Pilot 1
unmarked. Strangers should keep over 3 miles from

shore.

(19) Davis Ledge, covered 15 feet and marked by a

lighted gong buoy, is about 0.4 mile eastward of Minots

Ledge Light. Tobias Ledge, about 0.25 mile eastward of

Strawberry Point, is marked by a daybeacon. Tar

Pouch, covered 14 feet and marked on the northeast

side by a buoy, is about 1 mile northeastward of the entrance to Scituate Harbor. In October 1981, a sunken

wreck was reported about 0.5 mile northeast of the entrance to Scituate Harbor in about 42°12.5'N.,

70°42.4'W.

(20) Scituate Harbor, about 4 miles southeastward of

Cohasset Harbor, is used mostly by yachts and fishermen, and occasionally as a harbor of refuge by draggers.

(21) Cedar Point, on the north side of the harbor, is

marked by a concrete lighthouse tower maintained by

the Coast Guard. The harbor is partially protected by

breakwaters.

(22) The north breakwater extends about 300 yards

southeastward from the southeast extremity of Cedar

Point. Scituate North Jetty Light 2A (42°12'12"N.,

70°42'48"W.), 23 feet above the water, is shown from a

white skeleton tower with tankhouse and a red

triangular daymark on the seaward end of the north

breakwater. The south jetty extends about 100 yards

northward from the southern point of the entrance. A

lighted gong buoy, 0.7 mile eastward of the north

breakwater, marks the approach to the harbor.

(23) On the high land about 2 miles westward of the entrance to Scituate Harbor, there is a conspicuous high

tower with pointed top which is visible many miles

from seaward.

(24) It is reported that the bar at the entrance breaks entirely across the channel at low tide and in heavy

weather. The most unfavorable weather is from the

northeast. The outer harbor is free of ice most of the

winter.

Coast Guard

(25) Coast Guard Station Scituate is located at the entrance to Scituate Harbor. The station is a seasonal station open during the summer boating season.

Channels

(26) Scituate Harbor is entered by a dredged channel

which leads through the entrance to just inside the jetties, thence to an anchorage basin at the south end of

the harbor. In November 2002-February 2003, the

Minots Ledge to Provincetown, Massachusetts ■ Chapter 12 ■ 401
controlling depth was 6.4 feet (10.0 feet at midchannel)

and then 10 feet in the basin with lesser depths along

the southeast limit. Another dredged anchorage basin

north of the entrance channel, just inside the jetties,

had depths of 7.3 to 10.0 feet with shoaling along the

northwest and northeast limits. Depths of about 6 feet

are available in the cove in the southeastern part of the

harbor. The channel is marked by buoys and uncharted

private buoys that are frequently shifted with changing

conditions. A channel leads southward from the harbor

channel to NOAA station pier on the east side of the

harbor. In 1996, the channel had a reported controlling

depth of 8 feet.

Tide

(27) The mean range of tide is 8.8 feet.

(28) The Scituate Harbor Yacht Club is on the west

shore of the harbor, about 0.5 mile westward of the jetty

light. Depths of 6 to 8 feet are reported alongside the

outer floats; water and berths are available. Southward

of the yacht club are the Satuit Boat Club and the

Satuit Waterfront Club. Between them, there are two

small-craft launching ramps and a marina with depths

of 4 to 6 feet reported alongside the berths, and 8 to 10

feet reported alongside the service float. Gasoline, diesel fuel, water, and ice are available. The Scituate town

pier is on the west side of the harbor, about 0.6 mile

above the jetty light. Another marina with several floats

is close southward of the town pier; gasoline, diesel

fuel, electricity, water, and ice are available. A large

parking lot is at the marina. A public dock and a

small-craft launching ramp are just southward of the

marina.

(29) A boat storage yard, at the head of the cove at the

southeast end of the harbor, has a 10-ton marine railway that can handle craft up to 30 feet in length for hull

and minor engine repairs. Electricity, water, ice and

some marine supplies are available at the service float,

which has a reported depth of 6 feet alongside.

(30) Marine supplies, tackle, and most services are

available at the marinas and the boat storage yard. Groceries and lodging are available within walking distance.

(31) On the south side of the entrance to Scituate Harbor is a bluff known as First Cliff. A similar formation,

known as Second Cliff, is about 0.6 mile south of the

entrance.

Chart 13267

(32) New Inlet, on the north side of Fourth Cliff and 2

miles southward of Scituate Harbor, is the approach to

North River and South River.

(33) The inlet had a reported depth of about 10 feet over

the bar in June 1979. It is marked by a fairway bell buoy

off the entrance and by several channel buoys, but the

channel is subject to change and is never entered except by small craft with local knowledge. Strangers

should not attempt to cross the bar on the ebb with an

easterly wind or in heavy seas as waves break across the

bar. The bar consists of boulders that are reported to be

particularly numerous on the south side of the inlet. A

strong current flows out of the inlet during the falling

tide.

(34) In May 1993, a submerged rock was reported near

the center of the channel about 20 yards southwest of

Buoy 4.

(35) Sand and gravel were formerly shipped from a

wharf on the east bank about 1 mile above the mouth of

Herring River, a tributary of North River from the

north. Uncharted private buoys that are frequently

shifted with changing conditions mark the river. In

1979, it was reported that with local knowledge about 4

feet could be carried to the wharf and to a marina in a

basin about 0.4 mile above the wharf. The marina

boatyard has a 25-ton mobile hoist that can haul out

craft up to 60 feet in length for hull and engine repairs,

or dry covered or open winter storage. Gasoline, diesel

fuel, electricity, and water are available at the floats,

which have a reported 3 to 6 feet alongside. Ice, provisions, and marine supplies can be obtained at the marina, and restaurants are available nearby.

(36) North River formerly emptied into the sea near

Rexhame, but its present outlet dates from the great

storm of 1898. The river has been partly cleared of

boulders to Hanover, 10 miles above the entrance. The

depth to this point is about 2 feet. Local knowledge is

advisable to navigate the river. Navigation at spring

tides in excess of 9 feet above mean low water is difficult

because of flooding of large areas of marshland on either side of the river. The channel to the State Route 3A

bridge is partially marked by privately maintained

stakes in the summer.

(37) About 1.4 miles above the mouth, the south abutment of an abandoned railway bridge, which has been

removed, is used as a town landing. There are no services at the float, which has 6 feet reported alongside.

The channel is very narrow here, and the currents flow

strongly, especially on the ebb.

(38) State Route 3A highway bridge crossing the river

about 1.65 miles above the mouth has a 32-foot fixed

span with a clearance of 12 feet. In July 2002, an

402 ■ Chapter 12 ■ Coast Pilot 1
obstruction (submerged piling) was reported in North

River directly under State Highway Route 3A bridge;

the piling is reported visible at low tides. The second

highway bridge about 4 miles above the mouth has a

27-foot bascule span with a clearance of 6 feet. (See

117.1 through 117.59 and 117.613, chapter 2, for

drawbridge regulations.)

(39) There are two marinas at the first highway bridge.

The one on the north bank just east of the bridge is

principally for outboards; a small-craft launching ramp

and a 20-ton crane are at the facility. The marina on the

south bank just west of the bridge has gasoline and water available at a float which had 3 feet of water reported

alongside and a paved small-craft launching ramp.

Outboard boat rental and bait are available.

(40) About 1.5 miles above the first highway bridge, at

Kings Landing, is a boatyard. Boats up to 40 feet in

length are hauled out on skids for hull and engine repairs or open winter storage. The river has a posted

speed limit of 5 miles per hour.

(41) South River, emptying through New Inlet from

southward, is used by fishermen and yachtsmen.

Humarock is a small village on the beach between

South River and the ocean, 1.5 miles southward of New

Inlet. Local knowledge of the river channel is advisable

to navigate to the town. In 1979, the reported controlling depth was 3 feet from the entrance to the first

bridge and thence shoaling to bare about 350 yards

above this bridge. In April 1985, a sunken wreck was reported in the channel in about 42°08'50"N.,

70°42'10"W. The channel is marked by privately maintained and uncharted buoys that are frequently shifted

with changing conditions.

(42) The first highway bridge crossing the river about

1.9 miles above the mouth has a 30-foot fixed span with

a clearance of 11 feet. There is a marina on the east

bank just north of the bridge, and another on the west

bank just south of the bridge. Both marinas have

small-craft launching ramps, and service floats with 2

to 5 feet reported alongside; water, gasoline, and electricity are available. The marina on the east bank has a

14-ton mobile hoist that can handle craft up to 43 feet,

and the marina on the west bank has a marine railway

that can haul out boats up to 40 feet in length for hull

and engine repairs or dry open or covered winter storage. Ice, provisions, and marine supplies are obtainable, and restaurants and lodging are nearby. Guest

moorings are maintained by the marinas.

(43) A speed limit of 5 miles per hour is posted on the

river.

(44) The Marshfield Yacht Club is on the west bank

about 0.3 mile above the first highway bridge; a depth

of 4 feet is at the float landings. Water and electricity

are available at the floats. The harbormaster can

usually be found here. There is a boatyard on Littles

Creek about 0.5 mile northwestward of the first bridge.

Boats up to 40 feet in length are hauled out at high water for dry winter storage and minor repairs.

(45) The second highway bridge about 2.5 miles above

the mouth has a 24-foot fixed span with a clearance of 5

feet; there is little or no navigation above the second

bridge.

Chart 13246

(46) Cape Cod Bay is contained between the peninsula

of Cape Cod, on the east and south, and the mainland of

Massachusetts on the west. Between these limits the

bay is about 20 miles in diameter with depths ranging

from 10 to 32 fathoms, except close to the shore and in

its southeasterly part. Race Point, the northwesterly

extremity of Cape Cod, is the eastern point; and Gurnet

Point, on the north side of the entrance to Plymouth

Bay, is the western point of the entrance to Cape Cod

Bay.

(47) Within the limits of Cape Cod Bay are several harbors, including those of Plymouth on the western

shore, Sandwich and Barnstable on the southern shore,

and Wellfleet and Provincetown on the eastern shore. It

is also the approach to Cape Cod Canal, which connects

Cape Cod Bay with Buzzards Bay.

(48) The shallow harbors of Cape Cod Bay, such as

Plymouth, Barnstable, and Wellfleet, usually are closed

to navigation by ice a part of each winter. This ice, together with the ice that forms in the shallower parts of

Cape Cod Bay in severe winters, is driven by the winds

out into the bay. There it masses into heavy fields or

windrows, sometimes as much as 10 feet or more thick,

making navigation in parts of the bay unsafe or impractical. The prevailing northerly winds drive the ice down

to the southern end of the bay, but on a few occasions it

has been known to obstruct Provincetown Harbor for

several days. The movements of the ice depend largely

on the winds; the tidal currents apparently have little

or no effect.

(49) Deep-draft vessels entering Cape Cod Bay from the

northward should pass eastward of the lighted whistle

buoy which is about 7 miles northeastward of Brant

Rock and well east of the extremity of the broken bottom extending over 4 miles offshore in this direction.

North Atlantic Right Whales

(50) Except for a narrow area along the west side, almost all of Cape Bay lies within the federally designated

critical habitat for North Atlantic right whales. The

designated Northern critical habitat is a primary winter/spring feeding area, and may be inhabited by right

Minots Ledge to Provincetown, Massachusetts ■ Chapter 12 ■ 403
whales year-round (peak season: December through

May). (See 50 CFR 226.101, 226.203(b), chapter 2

for habitat boundary and regulations.) It is illegal to approach closer than 500 yards of any right whale (see 50

CFR 224.103(c), chapter 2, for limits and regulation).

(51) Recommended two-way Whale Avoidance Routes

have been established in Cape Cod Bay to reduce the

likelihood of ship strikes of endangered North Atlantic

right whales. All vessels are encouraged to use recommended routes when traveling in Cape Cod Bay. A Recommended two-way Whale Avoidance Track has also

been established for vessels traveling between the Cape

Cod Canal and Provincetown. CAUTION: Full bottom

coverage surveys have not been conducted within the

entire route nor along the entire track, so uncharted

dangers may exist.

(52) It is recommended that all large vessels (over 100

gross tons) avoid operating in the critical habitat during the period of peak right whale occurrence. When

the area cannot be avoided, precautionary measures

should be taken to reduce the risk of ship strike. (See

North Atlantic Right Whales, index as such, in chapter

3 for more information on right whales and recommended measures to avoid collisions with whales.)

(53) 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

Cape Cod Bay Seasonal Management Area between January 1 and May 15. The area is defined as all waters of

Cape Cod Bay with a northern boundary of

42°04'56.5"N., 70°12'W., to 42°12'N., 70°12'W., thence

due west back to shore. (See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.)

(54) Cape Cod Bay Restricted Areas, Marine Managed

Areas (MMAs), encompass all of Cape Cod Bay. (See

MMAs 12-1, 12-2 and 12-3, Appendix C, for additional

information.)

Chart 13253

(55) Brant Rock is a village about 5 miles southward of

Fourth Cliff. The village derives its name from Brant

Rock, a distinctive bare rocky islet about 300 yards offshore which is joined to the shore by a stone jetty. A

square concrete tower in the village is very prominent.

For about 1 mile south of Brant Rock to the entrance of

Green Harbor River, foul ground extends offshore for

nearly 1.5 miles to Farnham Rock, which is covered 14

feet. A lighted bell buoy is just eastward of the rock.

(56) Green Harbor River has its entrance west of Blackmans Point at the southern end of Green Harbor

Point. Bartlett Rock, which uncovers 2 feet, and

Howland Ledge, covered 7 feet and marked by a buoy,

are 0.6 and 1.2 miles eastward of the entrance, respectively. An obstruction reported to be covered 6 feet is

about 275 yards south-southeast of Bartlett Rock. In

1987, an obstruction was reported 200 yards south of

Bartlett Rock in about 42°04'34.2"N., 70°37'49.0"W.

Jetties are on each side of the entrance; the east jetty is

marked by a light. A channel, marked by a buoy at the

entrance and a buoy inside, leads to a turning basin

about 0.6 mile above the seaward ends of the jetties. An

anchorage basin is on the east side of the channel off

the town wharf.

(57) In June 2007, the controlling depths were 7.5 feet

to just inside the east jetty, thence 0.7 foot (2.1 feet on

the centerline) to the turning basin at the head of the

project. Depths of 1.5 to 5.8 feet were available in the

anchorage basin except for shoaling to bare in the

northeast corner, thence 1 to 5 feet in the turning basin

except for shoaling to bare in the northeast corner.

(58) Local fishermen adjust their arrival and departure

times so that they are not in the entrance channel 90

minutes on either side of low water. A current flowing

out of the entrance channel during the falling tide reportedly sets up a rip just inside the entrance jetties.

(59) The town wharf is on the east bank about 0.4 mile

above the jetties. Gasoline, diesel fuel, and water are

available at the float landings at the wharf, which have

a reported 4 feet alongside. There is a snack bar on the

wharf, and restaurants and lodging are nearby. There

are a large parking area and a small-craft launching

ramp; party and charter boat hire are available. There is

a marina just south of the town wharf with electricity

and water available at the berths. Limited guest berths

are maintained, and craft up to about 32 feet in length

are hauled out on skids for open winter storage.

(60) Green Harbor is a small village on the west side of

the river. Four prominent radio towers are just southwest of the village and 5 miles northward of the entrance to Plymouth Bay. A marina and the Green

Harbor Yacht Club are on the west bank near the head

of the harbor close southward of the causeway.

Berthage, electricity, gasoline, water, marine supplies,

and a small-craft launching ramp are available at the

marina. The service float has 6 feet reported alongside.

A 15-ton mobile hoist can haul out vessels for hull, engine, electrical, and electronic repairs, and for open

winter storage.

(61) High Pine Ledge, awash at low water and marked

on its easterly side by a buoy, is about 0.8 mile off

Duxbury Beach and 2 miles northward of Plymouth

Light. The ledge extends from the buoy nearly to the

shore; vessels should not attempt to pass westward of

the buoy.

(62) Plymouth Bay is about 20 miles southeastward of

Minots Ledge Light. From its entrance, between

404 ■ Chapter 12 ■ Coast Pilot 1
Gurnet Point and Rocky Point, it extends about 2.5

miles westward to Plymouth Beach. Warren Cove, the

southern part of Plymouth Bay, is sometimes used as a

temporary anchorage.

(63) Plymouth Harbor is about 1 mile wide at its northern end, gradually narrowing to its southern end. Most

of the harbor is dry at low water. The channels in Plymouth Harbor and tributaries usually have soft bottoms.

The channel through the entrance is well marked and

easily followed in clear weather.

(64) Plymouth is a town on the southwestern side of

Plymouth Harbor. There is some waterborne commerce at Plymouth, most of it being fishing vessels and

excursion boats. At the town wharf, fishing craft unload

fish, scallops, and lobsters for shipment to New York

and southern markets.

(65) Duxbury Bay is between Duxbury Beach on the

east, Saquish Neck on the southeast, and the mainland

on the west. It is about 3 miles long, with an average

width of 2 miles. The bay is full of flats, mostly bare at

low water, through which are several narrow and

crooked channels. Shoals covered in spots by little water rise abruptly on both sides of these channels, and at

low water the shoal edges are usually revealed by discolored water.

(66) Duxbury, a town on the west shore of the bay, is a

summer yachting and residential resort.

(67) Kingston Bay, between the mainland and the western point of Duxbury Bay, is about 1.5 miles wide, and

has numerous flats. Caution and local knowledge are

advised. The village of Kingston is nearly 1 mile back

from its western shore on Jones River. This bay is of little importance either as a harbor or port.

No-Discharge Zone

(68) The State of Massachusetts, with the approval of

the Environmental Protection Agency, has established

a No-Discharge Zone (NDZ) in Plymouth Bay. The area

covered includes all waters of Plymouth Bay, Plymouth

Harbor, Kingston Bay and Duxbury Bay and their respective coastal waters and tidal rivers (see chart

13253).

(69) Within the NDZ, discharge of sewage, whether

treated or untreated, from all vessels is prohibited.

Outside the NDZ, discharge of sewage is regulated by

40 CFR 140 (see chapter 2).

Prominent features

(70) Gurnet Point, on the north side of the entrance to

the bay, is marked by Plymouth Light (42°00.2'N.,

Minots Ledge to Provincetown, Massachusetts ■ Chapter 12 ■ 405
70°36.1'W.), 102 feet above the water and shown from a

white octagonal pyramidal tower with a white dwelling.

A fog signal is at the light.

(71) Rocky Point, on the south side of the entrance, is

about 3 miles south of Gurnet Point.

(72) Duxbury Pier Light (41°59.2'N., 70°38.9'W.), 35

feet above the water, is shown from a brown conical

tower; a fog signal is at the light. The light, locally

known as “Bug Light,” marks the north side of the

channel and the south end of the shoal between the

main channel and Cowyard.

(73) Captains Hill, on the peninsula between Duxbury

and Kingston Bays, is about 200 feet high. On its summit is Standish Monument, 291 feet high, which can be

seen from all directions when approaching the harbor.

Manomet Hill, about 5 miles southward of Gurnet

Point, is 390 feet high, heavily wooded, and conspicuous in approaching the entrance.

(74) The monument at Plymouth, a standpipe, and several tanks in and about Plymouth are conspicuous. A

lookout tower on Monks Hill (see chart 13246), about

2.5 miles westward of Plymouth, and the buildings and

stack of the former cordage company at Cordage are

prominent. From eastward and northeastward the

buildings at Plymouth and the rectangular reactor

building of the Pilgrim Nuclear Power Station southeast of Rocky Point are also conspicuous.

(75) Plymouth Harbor Channel is a dredged channel

which leads southward from Plymouth Bay from a

point 0.3 mile southwestward of Duxbury Pier Light to

the State Pier at Plymouth, about 2 miles above the entrance, thence to a turning basin off the Town Wharf,

about 0.2 mile above the State Pier. An anchorage basin, protected by a breakwater on the north and northeast sides, is in the harbor. In August-September 2004,

controlling depths were 12.3 feet (14 feet at midchannel) from the entrance to the southeastern side of

the anchorage basin, thence 8.1 feet to the turning basin with 8.5 to 14.7 feet in the basin; the anchorage basin had depths of 5 to 8 feet with lesser depths along the

north edge. The channel is marked by a light with a

white sector marking the entrance, buoys, another

light, and private lighted ranges. The range structures

are difficult to identify in the daytime.

(76) A breakwater is on the north side of the channel

about 0.2 mile northeastward of the State Pier.

(77) A channel leads from the southerly end of Cowyard,

westward of Duxbury Pier Light to the wharf of the former Plymouth Cordage Company, about 1.5 miles

406 ■ Chapter 12 ■ Coast Pilot 1
northwest of the Plymouth Town Wharf. The channel is

marked by buoys. In 1964, shoaling to 9 feet was reported in the channel for about 0.6 mile westward of

The Nummet. The section of the channel approaching

the wharf is privately marked.

Duxbury Bay Channels

(78) Where the several bay channels come together in

the locality westward of Duxbury Pier Light, a channel

extends northward up Duxbury Bay until west of Clarks

Island. This channel, Cowyard, about 200 yards wide

and with depths of 20 to 35 feet, offers good anchorage

for small craft. The channel splits at a point westward

of Clarks Island. The eastern branch, Beach Channel, is

reported to be marked by private seasonal buoys and

continues up the easterly side of Duxbury Bay. A highway bridge at Powder Point, at the junction of Back

River with Duxbury Bay, has a 25-foot fixed span with a

clearance of 5 feet.

(79) The western branch has a deep natural channel for

about 1.5 miles from the area of Clarks Island northward of the fork in the channel. The channel to this

point is buoyed and easily followed, and at this point

connects with a dredged channel that leads northwesterly to an anchorage basin at the village of Duxbury.

The dredged channel is known as the Yacht Club Channel and is buoyed. In September 2004, the controlling

depths were 5.5 feet (7.5 feet at midchannel) in the

dredged channel, thence 6 to 8 feet in the basin except

for shoaling to 1 foot near the north and east half of the

anchorage basin.

Anchorages

(80) Vessels waiting to enter may anchor on the north

side of the entrance channel southeast of Saquish Head

and eastward of the buoy marking the extremity of the

shoal that makes southward from that head, or they

may proceed to the intersection of the bay channels

and anchor where the swinging room is greatest, between 500 and 600 yards westward of Duxbury Pier

Light.

(81) The best anchorage is in Cowyard, but small

light-draft vessels often find good anchorage under the

lee of Plymouth Beach. Yachts and small craft anchor

in the anchorage basin off the wharves at Plymouth. In

January 1983, the basin had depths of 8 feet except for

shoaling in the northwest corner and along the north

edge.

Dangers

(82) Outer Tautog Rock, with 2 feet over it, is part of an

unmarked shoal extending about 0.5 mile northward of

Rocky Point.

(83) Browns Bank is in the central part of Plymouth

Bay. Northward of Browns Bank, and between it and

Saquish Neck and Saquish Head, is the entrance channel to Plymouth Harbor, Kingston Bay, and Duxbury

Bay.

(84) The unmarked channels in Kingston Bay and

Duxbury Bay are narrow and crooked and lead between

flats bare or nearly so at low water; local knowledge is

required to carry the best water. The best time for

strangers to navigate these channels inside the harbor

is at low water when the flats are visible.

Tides and currents

(85) The mean range of the tide is 9.2 feet at the entrance off Gurnet Point and 9.5 feet at Plymouth. In the

channel between Gurnet Point and Duxbury Pier the

tidal current at strength has a velocity of about 1.4

knots. The set is generally in the direction of the channel; but the ebb sets southward and eastward across

Browns Bank, while the flood sets northward and westward above Saquish Head, and sweeps strongly around

Duxbury Pier Light northward into Cowyard.

(86) Ice often closes the harbor from about the first of

January through February. When there is ice in the

harbor, Cowyard is not a safe anchorage. In winter the

safest anchorage from ice is in the channel southward

or eastward of Saquish Head, and vessels sometimes go

to sea on account of drift ice at this anchorage. Westerly winds tend to carry the ice out in fields. Normally

the channel to the pier at Cordage is open to traffic all

winter. Northwesterly winds sometimes bring ice in,

but southerly winds clear it out.

Quarantine, customs, immigration, and agricultural

quarantine

(87) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(88) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(89) Plymouth is a customs port of entry.

Harbor regulations

(90) The several towns have harbor regulations that are

enforced by the various harbormasters, who control

the moorings. The Plymouth and Duxbury harbormasters

maintain offices on their respective town wharves. The

speed limit is 6 miles per hour in Plymouth Harbor.

Wharves

(91) Fishing vessels discharge their catches at the town

wharf at Plymouth and Duxbury. The town wharf at

Plymouth has a reported 10 feet alongside its service

Minots Ledge to Provincetown, Massachusetts ■ Chapter 12 ■ 407
float; a small-craft launching ramp is close by. The State

Pier at Plymouth has 12 feet alongside. The replica of

the MAYFLOWER is berthed on the south side of the

State Pier.

Supplies

(92) Gasoline, diesel fuel, and water are available at the

Plymouth and Duxbury town wharves, and at most of

the marinas and boatyards. Ice, provisions, bottled gas,

and marine supplies are available at Plymouth and

Duxbury. Motels, hotels, restaurants, laundromats,

shops, and markets are in the area.

Repairs

(93) There is a boatyard at Plymouth, one at North

Plymouth, and several at Duxbury. These facilities can

make hull, engine, and electronic repairs, and have

storage facilities and marine supplies. The boatyard at

Plymouth, about 0.2 mile southeastward of the State

Pier, has a 10-ton crane, 60-ton boat lift, berths with

electricity, gasoline, and diesel fuel. The largest marine

railway at Duxbury can handle craft up to 50 feet in

length; lifts up to 40 tons are also available. The

boatyard at North Plymouth, close southward of the

pier at Cordage, has a 75-foot marine railway and a

40-ton lift.

Small-craft facilities

(94) There are well-equipped marinas at Duxbury and

Plymouth at which gasoline and diesel fuel, water,

berthing with electricity, and most yacht services are

available. Small-boat launching ramps, both public and

private, are available. The Duxbury Yacht Club, at the

northwest corner of the turning basin at Duxbury, and

the Plymouth Yacht Club, about 0.3 mile southward of

the State Pier at Plymouth, offer various services to visiting yachtsmen. Gasoline is available at the Plymouth

Yacht Club float.

Communications

(95) Plymouth has local taxi service and bus service to

Boston and other inland points. Numerous truck lines

serve the area.

Chart 13246

(96) Between Rocky Point and Manomet Point, there

are several outlying rocks which will be avoided by giving the shore a berth of 1 mile. The shore is backed by

high wooded hills, the most conspicuous of which is

Manomet Hill, 390 feet high. Manomet Point is a bluff

about 2.4 miles southeast of Rocky Point. Also prominent is the large rectangular reactor housing of the

Pilgrim Nuclear Power Station, about 0.4 mile southeastward of Rocky Point. Seaward of the power station,

stone breakwaters enclose a basin from which cooling

water is obtained. This basin is hazardous to approach

in heavy weather since seas break over the breakwaters.

A private buoy is about 0.3 mile eastward of Rocky

Point.

(97) White Horse Beach is a summer resort northwest

of Manomet Point. White Horse Rocks, 10 feet high,

and a group of rocks awash are part of an unmarked

shoal which extends about 0.7 mile northward from

White Horse Beach.

(98) Mary Ann Rocks, two rocks that uncover about 5

feet, are 0.7 and 0.9 mile southeastward of the northerly end of Manomet Point and are marked by a lighted

whistle buoy, 0.8 mile eastward from the outer rock.

Stone Horse Rocks, awash at low water, are southwestward of Mary Ann Rocks and form a part of a reef extending about 1 mile southeastward from Manomet

Point.

(99) Stellwagen Rock, covered 7 feet and unmarked, is

1.7 miles southward of Manomet Point and 0.8 mile

from shore.

(100) From Manomet Point to Peaked Cliff, a distance of

7 miles, the shore is a line of high bluffs backed by

woods. Shoals with little water in places extend 0.6

mile from shore just southward of Center Hill Point. A

standpipe on 140-foot-high Indian Hill, about 1.5 miles

north of Center Hill Point, is prominent.

(101) Ellisville Harbor is a small-boat harbor about 0.4

mile northward from Lookout Point. The entrance,

which is almost bare, is protected by a small jetty on

the northern side. The basin is shoal and available for

small craft only at half tide or better.

(102) From Peaked Cliff the shore is low and trends

southeastward. At the resort town of Sagamore Beach,

2 miles northwestward of Cape Cod Canal, a standpipe

is prominent.

Chart 13236

(103) Cape Cod Canal is a deep-draft sea-level waterway

that extends westward from Cape Cod Bay to the head

of Buzzards Bay. The waterway has a project depth of 32

feet and a least overhead clearance of 135 feet. The eastern entrance to the canal is marked by a lighted

244°54'range, lighted and unlighted buoys, a light and

a fog signal. A tall strobe-lighted stack and buildings of

the powerplant on the south bank of the canal about

0.75 mile above the eastern entrance, is prominent.

(104) Endangered North Atlantic right whales have been

sighted within the Cape Cod Canal and in the vicinity of

both the east and west entrances.

408 ■ Chapter 12 ■ Coast Pilot 1
(105) Cape Cod Canal Marine Traffic Controllers provide

information regarding North Atlantic right whale

sightings and locations.

(106) The Northeast Marine Pilots distribute educational

material to mariners in an effort to reduce right whale

ship strikes.

COLREGS Demarcation Lines

(107) The line established for the eastern entrance to the

Cape Cod Canal is described in 80.135, chapter 2.

(108) A detailed description of the Cape Cod Canal and its

facilities is given in United States Coast Pilot 2, Atlantic Coast, Cape Cod to Sandy Hook.

Chart 13246

(109) Cape Cod is a long peninsula forming the easterly

extremity of Massachusetts. It makes out from the

mainland in an easterly direction for 31 miles, thence

extends northward and westward for over 25 miles. The

portion of Cape Cod between Cape Cod Canal and Chatham is known as the Upper Cape. This region is wooded

and has numerous towns and villages. The northern

trend of Cape Cod, forming what is sometimes termed

the Hook of the Cape, is known as the Lower Cape. This

section is well settled and composed almost entirely of

sandy lands with high, bare sand dunes, and low, nearly

level plains. Much of the outer shore of the lower cape

is part of the Cape Cod National Seashore under the

U.S. Department of the Interior.

(110) Sandwich Harbor (see also chart 13229), 1 mile

southeastward of the eastern entrance of Cape Cod Canal, is the approach to the town of Sandwich. The shore

in front of the town is low marsh, faced by a sand beach.

In 1979, the channel to the town was bare at low water.

The harbor is suitable only for small craft; currents are

weak and variable. A pumpout facility is available at

Sandwich Harbor; fuel, water, and other services are

obtainable at the East Boat Basin just inside the entrance to Cape Cod Canal.

(111) Springhill Beach extends 2.3 miles southeastward

from Sandwich Harbor to Scorton Harbor. The latter

harbor is surrounded by sand dunes backed by cultivated lowlands.

(112) Scorton Harbor, 3.5 miles southeastward of the entrance of Cape Cod Canal, has a narrow jettied entrance

bare at low water. Small local pleasure craft sometimes

enter the harbor at half tide or higher. The harbor has

no wharves. Scorton Ledge, an unmarked 12-foot

ledge, is 0.7 mile north-northeastward of the entrance.

Chart 13251

(113) Barnstable Harbor, 10 miles eastward of Cape Cod

Canal entrance, is the approach to the town of

Barnstable and the village of Yarmouth Port. It is used

mostly by local fishing and charter fishing boats and

pleasure boats. A lighted bell buoy, about 2 miles

northward of Beach Point, marks the approach. Mariners are urged to use caution when approaching the

entrance and inside the harbor as there are a fair

amount of lobster traps in the area, mostly outside the

entrance.

Prominent features

(114) Prominent landmarks include the privately owned

tower of a former lighthouse on the south side of Beach

Point; a standpipe and a lighted radio tower at

Barnstable; and a spire in Yarmouth.

Channels

(115) The channel into Barnstable Harbor is marked by

lighted and unlighted buoys. The bar channel and the

channel through the harbor leading to Maraspin Creek

are subject to continual change; strangers should obtain local information before entering. The harbor is

nearly filled by flats and shoals; the chart is the best

guide for navigating the channels. With northerly

winds a heavy sea makes on the bar, and vessels bound

to Barnstable should take shelter in the eastern entrance to Cape Cod Canal or anchor in Plymouth or

Provincetown Harbors until the weather moderates.

(116) Maraspin Creek Entrance Light, about 0.2 mile

northward of Blish Point, is maintained from May to

November by the town of Barnstable. From the light to

Blish Point, the channel is seasonally marked by

painted pipes which are visible at high water.

Anchorages

(117) Sheltered anchorage is available north of the channel between Beach Point and Maraspin Creek entrance.

Care should be taken to avoid the cable area extending

southward from Beach Point.

Dangers

(118) The south side of the harbor is very foul with covered rocks and ledges most of which are unmarked; extreme caution should be exercised if heading for the

yacht club without local knowledge. Several rocks near

the channel leading to the yacht club are marked by

private seasonal buoys; these aids should not be taken

as marking the entrance to Maraspin Creek.

Minots Ledge to Provincetown, Massachusetts ■ Chapter 12 ■ 409
Tides and currents

(119) The mean range of tide is 9.5 feet. Velocities of the

tidal current in the entrance at strength average 1.3

knots, flooding southward and ebbing northward.

(120) Ice generally obstructs the harbor during a part of

the winter.

Harbor regulations

(121) Berthage at the float landings along the western

and southern sides of Maraspin Creek are under the

control of the harbormaster, who may be contacted at

508-790-6273 or VHF-FM channel 16.

Small-craft facilities

(122) A marina on the west side of the creek, about 200

yards southward of Blish Point, has 5 to 6 feet reported

alongside its floats. Gasoline and diesel fuel are available at the service float, and ice, pumpout facility, provisions, and marine supplies are obtainable nearby.

There is a 20-ton mobile hoist that can haul out boats

up to 55 feet in length for hull and engine repairs and

dry covered or open winter storage.

(123) A marina, on the east side of the creek, is used primarily by outboard boats. Gasoline, water, and

electricity are available at the float landings, which

have a reported 3 feet alongside. Outboard motor repair

and open winter storage are available for small craft

which are hauled out using trailers. A paved town

small-craft launching ramp is on the north side of this

marina, and the state-run Blish Point boat ramp is just

north of the small-craft ramp.

(124) Limited transient berths with 3 to 6 feet alongside

with water and electricity available are maintained by

the town. A snack bar and other conveniences are at the

harbor, and lodging, a grocery store, and restaurants

are within walking distance.

(125) The Barnstable Yacht Club is on the southern side

of Barnstable Harbor about 0.6 mile westward of the

entrance to Maraspin Creek. Another paved town

small-craft launching ramp is about 0.3 mile westward

of the yacht club.

(126) In 1979, the channel to Yarmouth had shoaled

over; it bares before low water, and the town landing is

no longer used.

(127) North Dennis is a village 3.2 miles east-northeastward of Beach Point. Scargo Hill, 170 feet high and the

highest hill in the vicinity, is southeastward of North

Dennis.

410 ■ Chapter 12 ■ Coast Pilot 1
(128) Nobscusset Point, 4.2 miles east-northeast of

Beach Point, has a small breakwater which formerly

provided a limited anchorage for small craft, but the

area inside the breakwater is bare at low water.

Chart 13250

(129) Between Barnstable and Wellfleet are several

creeks which are used by local boats and launches at

high water. All are dry at low water, except Sesuit Harbor. The 18-foot curve is 0.2 to 0.3 mile from shore between North Dennis and Sesuit Harbor, but eastward of

the latter it is 0.5 to 1.5 miles from shore.

(130) Sesuit Harbor, 5 miles eastward of Barnstable Harbor, has two jetties. The west jetty is marked by a light,

and the east jetty by a daybeacon. A lighted bell buoy,

about 1 mile north-northwestward of the entrance,

marks the approach. In August 2008, the controlling

depth was 4.7 feet in the east half of the channel with

shoaling to bare in the west half above the Dennis Yacht

Club, thence 5.9 feet at midchannel to the basin. The

channel between the jetties and the harbor are subject

to frequent shoaling, and local knowledge should be

obtained before entering.

Anchorage

(131) East Dennis is a village 0.5 mile inland. The waters

of the harbor are a special anchorage. (See 110.1 and

110.37, chapter 2, for limits and regulations.)

Harbor regulations

(132) The moorings and berths at the town marina are

under the control of the harbormaster, whose office is

on the west side at the town landing. A speed limit of 4

miles per hour is enforced in the harbor.

(133) Members of the Dennis Yacht Club moor their

boats in the small bight on the west side of the channel

just inside the west jetty. A marina, on the west side of

the harbor about 0.35 miles southward of the jetty

light, has depths of 6 feet reported alongside its service

floats. The marina has a 20-ton mobile hoist for dry

covered or open winter storage. Gasoline, diesel fuel,

water, ice, pumpout facility, provisions, marine supplies, guest berths, and charter fishing boats are available.

(134) About 250 yards southward of the marina is the

town landing with ramps, two piers, and float landings

at which berthing with electricity and water are available.

Minots Ledge to Provincetown, Massachusetts ■ Chapter 12 ■ 411
(135) A public small-craft launching ramp and an adjoining float landing are on the east side of the harbor,

about 0.4 mile southward of the jetty light. Ample parking is available, and lodging can be obtained in town.

(136) Rock Harbor, on the south side of Rock Harbor

Creek, is about 7 miles eastward of Sesuit Harbor. The

centerline of the channel forms part of the boundary

between the towns of Orleans and Eastham. A seasonal

lighted bell buoy is about 1.7 miles west of the entrance, and a private 100° lighted range marks the entrance. The channel is marked by private seasonal bush

stakes.

(137) In 1979, the approach from about 0.7 mile offshore

to the channel entrance was bare at low water. The harbor is usually entered 2 hours on either side of high water; local knowledge is advised.

(138) The Orleans town wharf and marina extends along

the south and east sides of the harbor from the south

jetty to the head. Party boats, draggers, yachts, and

other small craft moor at the berths at which water and

electricity are available; depths of 5 to 6 feet are reported alongside the berths. Gasoline and diesel fuel

are available at a service wharf on the east side of the

lower bend in the creek; depths of 5 feet are reported

alongside the wharf. A pumpout facility is available at

the town pier. The Eastham town marina, on the west

bank of the creek just above the lower bend, has a

small-craft launching ramp. Another launching ramp

is on the southern side of the harbor near the jetty.

Harbormaster

(139) There is a harbormaster; the harbor is under the

jurisdiction of the Selectmen of the towns of Orleans

and Eastham.

(140) A naval aircraft bombing target danger area is centered in 41°49'46"N., 70°02'54"W. on the hulk of the

former liberty ship JAMES LONGSTREET. (See

334.60, chapter 2, for limits and regulations.) The ship

has been scuttled in 14 feet of water, with her hull

showing above high water, about 2.5 miles northwestward of Rock Harbor. A seasonal lighted buoy is 250

yards westward of the hulk.

(141) Wellfleet Harbor is on the western side of the hook

of Cape Cod, near its southern end. Wellfleet is a town

at the head of the harbor. Mayo Beach is also at the

head of the harbor. The sandspit extending eastward

from Shirttail Point is protected by stone revetment

and is paved for a parking area for the town wharf and

marina. The basin north of the spit has been developed

into a large marina with floats and berths for small

craft and yachts.

Prominent features

(142) Wellfleet Harbor Breakwater Light 14 (41°55.5'N.,

70°02.1'W.), 16 feet above the water, is shown from a

skeleton tower with a red triangular daymark on the

end of the breakwater that protects the inner harbor

and anchorages. The easterly of two church spires in

the town of Wellfleet and a fire lookout tower in South

Wellfleet are also prominent.

Channels

(143) A dredged channel, marked by lighted and

unlighted buoys and a light, leads from deep water in

Wellfleet Harbor to a dredged anchorage basin southward of the town wharf at Wellfleet. In March-April

2007, the midchannel controlling depth was 9.6 feet in

the channel to the anchorage basin except shoaling to

6.5 feet upstream of Buoy 16, thence 4.4 to 10 feet in

the northernmost 50 feet of the basin, with shoaling to

0.9 foot in the southeast section. The channel is subject

to frequent changes, and the buoys are moved to mark

the best water.

(144) Private seasonal floats mark the channel leading

from the anchorage into Duck Creek to the basin of the

town marina. In 1979, the controlling depth in this

channel was reported to be about 1 foot.

Anchorages

(145) The inner harbor offers the best anchorages off the

Wellfleet town wharf. In the outer harbor, northeast of

Smalley Bar, the anchorage in depths of 12 to 21 feet is

somewhat exposed in westerly winds. In northerly

gales vessels sometimes anchor on the lee side of Billingsgate Shoal in 12 to 42 feet; the shoal breaks the sea

so that vessels with good ground tackle can ride out a

heavy gale from northward.

Dangers

(146) Extensive shoals are in the entrance. Billingsgate

Shoal extends about 5.5 miles westward of Billingsgate

Island, on the western side of the entrance to the harbor. The island is covered at high water. A lighted bell

buoy marks the southwest end of the shoal. Numerous

sunken wrecks are south and west of the shoal; mariners are advised to exercise caution.

(147) The approach channel into Wellfleet outer harbor

leads between the shoals and is narrow in places, but it

is marked by unlighted and seasonal lighted buoys and

is easily followed in daytime in clear weather. The

breakwater that protects the inner harbor is reported

to cover at extreme high tides. Bush stakes mark the

clam and oyster flats in the inner harbor.

412 ■ Chapter 12 ■ Coast Pilot 1
Tides and currents

(148) The mean range of tide is 10 feet. The tidal currents

at strength in the harbor entrance, north of Smalley

Bar, average 0.7 knot on the flood and 0.5 knot on the

ebb.

(149) The harbor is usually closed by ice during a part of

each winter.

Harbor regulations

(150) The town wharf, landings, and moorings in the

harbor are under the control of the harbormaster,

whose office is on the town wharf.

Small-craft facilities

(151) The town pier and the town wharf extend southward and eastward, respectively, from Shirttail Point.

The town pier has depths of 31⁄2 to 7 feet reported along

its south side, and 3 to 4 feet are reported alongside the

floats on its north side; gasoline, diesel fuel by truck,

water, and electricity, and a pumpout facility are available. Floats with electricity and water are available on

the north side of the town wharf; a small-craft launching ramp is on the south side. Hydraulic trailers at the

town ramp can handle craft up to 45 feet for hull and

engine repairs by local firms. Guest moorings in the

anchorage area are under the control of the

harbormaster. A snack bar, restaurant, and marine supply store are at the shoreward end of the town wharf.

Groceries and lodging are available within walking distance. The Wellfleet Yacht Club is at the west end of

Mayo Beach.

(152) Great Island, on the western side of Wellfleet Harbor, is now part of the Cape Cod National Seashore under the U.S. Department of the Interior. Its beaches are

open to pleasure boatmen who can either beach their

boats or anchor a short distance offshore. Great Island

has no facilities.

Chart 13249

(153) Pamet Harbor, at the mouth of Pamet River, about

5.5 miles southeast of Provincetown, is a small harbor

frequented by yachts and a few fishermen. Pamet River

leads eastward to the town of Truro. The ruins of a railroad trestle are near the mouth of the river at the head

of the harbor. The harbor is entered by a privately

dredged channel that leads eastward between two jetties thence southeastward to an anchorage basin, about

0.3 mile above the jetties. In 1979, it was reported that

Minots Ledge to Provincetown, Massachusetts ■ Chapter 12 ■ 413
the harbor could not be entered for 3 hours on either

side of low water. The shoals which extend 1 mile off the

entrance are changeable.

(154) A town small-craft launching ramp, beach, and

parking lot are on the east side of the anchorage basin.

The Pamet Harbor Yacht Club is just southward of the

ramp. Water is available at the club. The harbor is reported to be a good small-craft refuge during hurricanes.

(155) Provincetown Harbor, formed by a turn in the

northern end of the hook of Cape Cod, has a diameter of

about 2 miles. It is one of the best harbors on the Atlantic Coast, having a sizable anchorage area in depths of

12 to 57 feet with excellent holding ground. Coasters

and fishermen find protection here in gales from any

direction.

(156) The historical town of Provincetown, on the northwestern side of the harbor, is at the site of the first landing of the MAYFLOWER in the New World. It is the

home port of numerous fishing, lobster, charter, pleasure, and sightseeing boats.

Prominent features

(157) Pilgrim Monument, a slim stone structure 348 feet

above the water, which rises 2521⁄2 feet above High Pole

Hill in Provincetown, is the most prominent landmark

on the cape. Race Point Light (42°03'45"N., 70°14'35"W.),

41 feet above the water, is shown from a white tower on

the northwest point of Cape Cod. A fog signal is at the

light. An aero radiobeacon is close northeastward of the

light.

(158) Wood End Light (42°01'16"N., 70°11'37"W.), 45

feet above the water, is shown from a 39-foot white

square tower, near the water on the southern end of the

hook of the cape. A fog signal is at the light. Long Point

Light, 36 feet above the water, is shown from a white

square tower at the eastern end of Long Point on the

western side of the harbor entrance; a fog signal is at

the light.

(159) Two standpipes about 0.2 mile westward of the

monument, and a tank, about 1.5 miles northeastward

of the monument, and several church spires in

Provincetown are prominent from the bay. Several radar domes in North Truro are also prominent. A large

white bathhouse, part of the Cape Cod National Seashore, is prominent on Herring Cove about 1.7 miles

northwestward of Wood End Light.

(160) Prominent from the north are the observation

tower and buildings of the former Race Point Coast

Guard Station, about 1.4 miles northeastward of Race

414 ■ Chapter 12 ■ Coast Pilot 1
Point Light, and the aerolight at Provincetown Municipal Airport just southward of the station. The cupola of

the Cape Cod National Seashore’s Visitors Center, on

Ocean View Hill about 0.8 mile southeastward of the

station, is prominent from the north and east. At night

Highland Light will show over the land westward of it

when the entrance is approached on certain bearings.

Anchorage

(161) Excellent anchorage may be had in Provincetown

Harbor. Numerous fishing vessels work out of

Provincetown during the year. During the summer

months, private floats are set out that are capable of

mooring vessels up to 40 feet in length. Larger vessels

anchor from south to southwest of the westerly end of

the breakwater, depending on draft. In addition, small

craft sometimes anchor in Herring Cove, 0.8 mile

southward of Race Point Light. A temporary lee from

easterly winds is found well inshore in depths of 10 to

24 feet. Anchorage inside the breakwater is reported to

be poor to fair due to soft bottom with much debris.

The marina close southwest of MacMillan Wharf maintains 100 mooring buoys on the west side of the harbor.

(162) The Coast Guard Captain of the Port, Providence,

has established a fairway 100 yards wide extending

from 42°02'00.4"N., 70°09'33.1"W. to 42°02'43.4"N.,

70°10'59.1"W., and in the area extending 100 yards

around the piers in Provincetown. Anchorage is prohibited in this fairway.

Dangers

(163) Shank Painter Bar, which extends to a maximum

distance of 0.6 mile offshore between Race Point and

Wood End Lights, rises abruptly from deep water. Wood

End Bar is the continuation of the shoal that makes

sharply into Wood End. A lighted bell buoy is about 0.6

mile southwestward of Wood End Light. A 2,500-foot

stone breakwater is about 300 yards southeastward of

the end of the town pier at Provincetown. The breakwater extends northeastward from a point in 42°02'45"N.,

70°10'55"W., approximately parallel to the shoreline.

The east and west ends of the breakwater are each

marked by a light. Strangers should exercise caution

when operating in the area.

Caution

(164) Shipping should keep a sharp lookout when navigating in the vicinity of Race Point, especially during

periods of darkness and low visibility, because of the

numerous fishing craft which operate in the area.

There are large fish weirs in the harbor.

Tides and currents

(165) The mean range of tide in Provincetown Harbor is

9.1 feet.

(166) The tidal current velocities between Race Point and

Highland Light are very strong, but diminish to less

than 1 knot between Highland Light and Chatham

Light. The flood sets southwestward, and the ebb

northeastward. Tide rips occur during heavy weather

when the wind is against the current. Westward of the

stretch of coast between Wood End and Race Point, the

velocity at strength is about 1 knot. In this locality the

ebb current sets northwesterly and the flood sets

southeasterly. At the entrance and in the harbor the

tidal currents have little velocity. The Tidal Current Tables should be consulted for current predictions.

Ice

(167) Ice forms only in severe winters in the harbor, and

then only for short periods. There are recorded cases of

fields of ice being driven northward from the shallow

harbors of Cape Cod Bay into the harbor so as to close it

briefly, but such cases are rare.

(168) Endangered North Atlantic right whales may occur

year round in the vicinity of Race Point and Wood End.

(See North Atlantic Right Whales, indexed as such,

chapter 3, for more information on right whales and

recommended measures to avoid collisions with

whales.)

(169) 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 Areas. The first area is defined as

all waters of Cape Cod Bay with a northern boundary of

42°04'56.5"N., 70°12'W., to 42°12'N., 70°12'W., thence

due west back to shore and the restrictions apply between January 1 and May 15. The second area, off Race

Point, is defined as the waters bounded by:

(170) 42°04'56.5"N., 70°12'W.

(171) 42°12'N., 70°12'W.

(172) 42°12'N., 70°30'W.

(173) 42°30'N., 70°30'W.

(174) 42°30'N., 69°45'W.

(175) 41°41'N., 69°45'W.; thence due west to the shore

and the restrictions apply between March 1 and April

30. (See 50 CFR 224.105 in chapter 2 for regulations,

limitations, and exceptions.)

Harbor regulations

(176) Moorings and berths at the town pier and all moorings in the harbor are under the control of the

harbormaster, whose office is at the end of the town

pier. The harbormaster monitors VHF-FM channel 16.

Minots Ledge to Provincetown, Massachusetts ■ Chapter 12 ■ 415
(177) Provincetown Coast Guard Station is about 0.4

mile southwest of the town pier. The finger pier close

northeast of the Coast Guard pier is in ruins. Mariners

should exercise caution while navigating in this area.

(178) Provincetown is a customs station.

Wharves

(179) The town pier, known as MacMillan Wharf, is a long

finger pier extending 1,300 feet into the bay from a

large municipal parking lot. Two seafood-packing

plants are on the outer end of the pier, which has a reported 13 feet alongside. There are several float landings along the southwestern side of the pier inshore of

the packing plants, which are used by charter and

sightseeing craft. A pumpout facility is available.

(180) The finger pier of a marina is about 120 yards

southwestward of the town pier. Float landings are

along the northeastern side of the pier, and gasoline

and diesel fuel are available at the service float, which

has 14 feet reported alongside. Guest berths with water

and electricity are available. In 1979, depths of 10 feet

were reported in the basin between the town pier and

the marina’s pier except for shoaling along the edges.

(181) In September 1981, an 8-foot shoal spot was reported in about 42°02'50"N., 70°10'56"W., in the approach to MacMillan Wharf and the finger pier about

120 yards southwestward of it. Mariners are advised to

exercise caution when operating in this area.

Supplies

(182) Marine supplies, restaurants, laundromats, lodging, groceries, and shops of all kinds are available

within walking distance in town.

Repairs

(183) There is a boatyard with a marine railway about 0.5

mile southwestward of the town pier. Boats up to 80

tons or 70 feet long can be hauled out. Hull repairs can

be made, and machine shop repairs can be made on

short notice. Engine repairs are available.

Communications

(184) Bus and taxi services are available throughout the

year. During the summer, a commuter ferry runs between Provincetown and Boston. Throughout the year,

regularly scheduled flights to Boston depart from the

Provincetown Municipal Airport, which is about 2

miles northwestward of the town pier.

Chart 13246

(185) From Race Point the Cape Cod shore curves northeastward, eastward, and then southeastward to the

Highlands, a total distance of about 9 miles, and is

composed of bare sand dunes of various heights. On the

approach to the Highlands, the sand dunes are covered

with brownish-looking growth of grass and the land is

higher. The pitch of the cape at this point shows a high

bluff on which stands Highland Light. At the Highlands, the shore may be safely approached as close as

0.5 mile, but the water shoals somewhat abruptly, and

care must be taken not to go inside the 5-fathom curve.

Much of the shoreline area of this portion of the lower

cape is part of the Cape Cod National Seashore.

(186) Peaked Hill Bar includes shoals with a least depth

of 10 feet about 3.5 miles northeast of Race Point Light.

The bar is about 0.6 mile offshore and extends for about

4 miles paralleling the coastline. Vessels have

grounded here, mainly because of failure to take

soundings. This area should be given a berth of at least

2 miles. A lighted whistle buoy is about 2.5 miles off

Peaked Hill Bar and about 5 miles northwestward of

Highland Light. For northbound vessels, keeping in a

depth of 20 fathoms will ensure passing 2.5 to 3 miles

off the eastern side of Cape Cod and will lead to the

lighted whistle buoy off Peaked Hill Bar.

Tides and Currents

(187) Between Race Point and Chatham Light, tidal current velocities are generally less than 1 knot. Strengths

of flood and ebb set northward and southward, respectively, along the coast. The time of current changes

rapidly, strength of flood or ebb occurring about 2

hours later off Nauset Beach Light than off Chatham

Light.

(188) Highland Light (42°02'22"N., 70°03'39"W.), 170

feet above the water, is shown from a 66-foot white

tower, with covered way to the dwelling, situated on the

brow of a hill at the north end of the Highlands. A

crenelated tower, a red brick stack, and three spherical

radar domes on the summit of a hill, 0.5 mile south of

the light, are prominent.

(189) The eastern side of Cape Cod is described in United

States Coast Pilot 2, Atlantic Coast, Cape Cod to Sandy

Hook.

416 ■ Chapter 12 ■ Coast Pilot 1
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, AJW-3550

(5) 10201 Good Luck Road

(6) Glenn Dale, MD 20769-9700.

(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, Washington, DC 20230-0001.

(9) Silver Spring: Chief, Office of Coast Survey (N/CS),

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 ■ 417
(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://www.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) Atlantic Coast, North America.

(45) Pacific Coast, North America and Asia.

Regional Tide and Tidal Current Table

(46) New York to Chesapeake Bay.

Dates of Latest Editions

(47) 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://www.nauticalcharts.noaa.gov/mcd/dole.htm.

Charts and Publications–Other U.S.

Government Agencies

(48) 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.

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 National Geospatial-Intelligence

Agency from the Defense Supply Center Richmond

(Attn: JNAA), 8000 Jefferson Davis Highway, Richmond, VA 23297-5336. Defense Supply Center Richmond, Customer Assistance Office may be contacted at

1-800-826-0342.

Nautical Charts

(51) U.S. Waters:

418 ■ Appendix A ■ Coast Pilot 1
(52) 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

2288, AL 36602, Attn: Map Sales, LM-SR; telephone,

251-441-5631.

(53) 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.

(54) 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.

(55) 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.

(56) Foreign Waters: Published by National GeospatialIntelligence Agency (See National Geospatial-Intelligence Agency Procurement Information above.)

(57) Marine Weather Services Charts: Published by the

National Weather Service; for sale by NOS Distribution

Division (see Sales Information above).

Publications

(58) Notices to Mariners

(59) 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

National Geospatial-Intelligence Agency (see National

Geospatial-Intelligence Agency Procurement Information above).

(63) Sailing Directions (Foreign Countries): Published

by the National Geospatial-Intelligence Agency (see

National Geospatial-Intelligence Agency Procurement

Information above.)

(64) Radio Navigational Aids, Pub. 117: Published by

the 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 the National Geospatial-Intelligence

Agency (see National Geospatial-Intelligence Agency

Procurement Information above.)

(67) International Code of Signals Pub. 102: Published

by the National Geospatial-Intelligence Agency (see

National Geospatial-Intelligence Agency Procurement

Information above.)

(68) Selected Worldwide Marine Weather Broadcasts:

Published by National Weather Service; for sale by the

Government Printing Office. (See Government Printing Office, early this appendix.)

(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, (CEIWRNDC-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

■ Appendix A ■ 419
(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

(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

Corps of Engineers Offices

(103) New England Division Office: 424 Trapelo Road,

Waltham, Mass. 02254-9149. The New England Division, an operating division with both district and division functions, covers all the coastal and tributary

waters described in this Coast Pilot.

Environmental Protection Agency (EPA)

(104) Regional offices and States in the EPA coastal regions:

(105) Region I (New Hampshire, Vermont, Maine, Massachusetts, Connecticut, Rhode Island): J.F. Kennedy

Federal Bldg., Boston, Mass. 02203.

(106) Region II (New Jersey, New York, Puerto Rico, Virgin Islands): 26 Federal Plaza, New York, N.Y. 10278.

(107) Region III (Delaware, Maryland, Virginia, District

of Columbia, Pennsylvania): 841 Chestnut Street, Philadelphia, Pa. 19107.

(108) Region IV (Alabama, Florida, Georgia, Mississippi,

South Carolina, North Carolina): 345 Courtland Street,

N.E., Atlanta, Ga. 30365.

(109) Region V (Illinois, Indiana, Michigan, Minnesota,

Ohio, Wisconsin): 230 South Dearborn Street, Chicago, Ill. 60604.

(110) Region VI (Louisiana, Texas): 1445 Ross Avenue,

Dallas, TX 75270.

(111) Region IX (California, Hawaii, Guam): 215

Fremont Street, San Francisco, Calif., 94105.

(112) Region X (Alaska, Oregon, Washington): 1200

Sixth Avenue, Seattle, Wash. 98101.

U.S. Coast Guard Navigation Center (NAVCEN)

(113) 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.

(114) 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.

(115) For further information and/or operational questions regarding GPS, DGPS, OR LORAN-C, contact:

(116) Commanding Officer

(117) U.S. Coast Guard Navigation Center

(118) 7323 Telegraph Road

(119) Alexandria, VA 22315

(120) TEL: 703-313-5900; FAX: 703-313-5920;

(121) Email: NISWS@navcen.uscg.mil;

(122) Website: http://www.navcen.uscg.gov/

Coast Guard District Offices

(123) Commander, First Coast Guard District, 408 Atlantic Avenue, Boston, MA 02210-2209. Maine; New

Hampshire; Vermont; Massachusetts; Rhode Island;

Connecticut; New York except that part north of latitude 42°N. and west of longitude 74°39'W.; that part of

New Jersey north of 39°57'N. latitude (about the mouth

of Toms River), east of 74°27'W. longitude, and northeast of a line from 39°57'N., 74°27'W., northwest to the

New York, New Jersey and Pennsylvania boundaries at

Tristate.

(124) Within each Coast Guard District are Coast Guard

Sectors. The coastal boundary for Sector Northern New

England, is from the Canadian/U.S. border south along

the coast to the Massachusetts/New Hampshire border.

Sector Boston, MA, is from the Massachusetts/New

Hampshire border south along the coast to Mamonet

Point south of Plymouth, MA. Sector Providence, RI, is

from Mamonet Point south and west to the Rhode Island/Connecticut border.

(125) Note: A Coast Guard Sector combines the missions

of a Marine Safety Office (Captain of the Port and Marine Inspection Office) with a Coast Guard Group.

Coast Guard Sectors

(126) Coast Guard Sector Boston, 427 Commercial

Street, Boston, MA 02109. 617-223-3000.

(127) Coast Guard Sector Northern New England, 259

High Street, South Portland, ME 04106. 207-767-0303.

420 ■ Appendix A ■ Coast Pilot 1
Coast Guard Stations

(128) 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 22. If channel 22 is

not available to the mariner, communications may be

made on channel 12. Selected stations guard the International Radiotelephone Distress, Safety and Calling

Frequencies.

(129) Maine:

(130) Eastport (44°52.2'N., 66°59.3'W.). Near Lubec

Neck and Quoddy Narrows, adjacent to Canadian border.

(131) Jonesport (44°31.6'N., 67°37.0'W.). Near north end

of bridge over Moosabec Reach.

(132) Southwest Harbor Base (44°16.5'N., 68°18.7'W.).

At the southerly end of Clark Point.

(133) Rockland (44°06.2'N., 69°06.1'W.). On west side of

Rockland Harbor.

(134) Boothbay Harbor (43°50.6'N., 69°38.5'W.). About

100 yards southwest of the northeast tip of McKown

Point.

(135) South Portland Base (43°38.7'N., 70°14.9'W.). In

South Portland on the south bank of the Fore River.

(136) New Hampshire:

(137) Portsmouth Harbor (43°04.2'N., 70°42.5'W.). On

New Castle Island, at Portsmouth Harbor Light.

(138) Massachusetts:

(139) Merrimack River (42°48.8'N., 70°52.0'W.). On the

south bank of the Merrimack River west of the American Yacht Club.

(140) Gloucester (42°36.6'N., 70°39.6'W.). East side of

Harbor Cove at Gloucester.

(141) Boston (42°22.1'N., 71°03.1'W.). In Boston Harbor,

on the south bank of Charles River at the mouth.

(142) Point Allerton (42°18.2'N., 70°54.8'W.). About 0.4

mile east of Windmill Point on Hull Bay.

(143) Scituate (42°11.7'N., 70°43.4'W.). On the southwestern shore of Scituate Harbor.

(144) Cape Cod Canal (41°46.4'N., 70°30.0'W.). East entrance to the canal, near Sandwich, Mass.

(145) Cape Cod Coast Guard Air Station (41°37.5'N.,

70°31.5'W.). On Cape Cod at Otis Air Force Base.

(146) Provincetown (42°02.7'N., 70°11.6'W.). On southwest side of harbor, about 0.4 mile southwest of town

pier.

Coast Guard Radio Broadcasts

(147) 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 U.S. Virgin Islands. Transmissions are as follows:

(148) 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.

(149) 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.

(150) 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

(151) 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:

(152) NMF-44, Southwest Harbor, ME, VHF-FM channel

22A, 0635 and 1835 e.s.t., antennas: Cadillac Mountain,

Mount Desert Island (44°21.2'N., 68°13.5'W.), Bald

Mountain, town of Dedham (44°39.5'N., 68°36.3'W.).

(153) NMF-31, Portland, channel 22A, 0605 and 1805

e.s.t.

(154) NMF, Boston, 2670 KHz, 1140 and 2340 e.s.t.

(155) NMF-7, Boston, channel 22A, 0535 and 1735 e.s.t.,

antennas: Boston Bank Building, Boston (42°21.5'N,

71°03.5'W.), Eastern Point, Gloucester (42°34.8'N.,

70°39.9'W.).

(156) NMF-2, Woods Hole, MA, channel 22A, 0505 and

1705 e.s.t., antennas: Pilgrim Monument, Provincetown (42°03'N., 70°11'W.), Nobska Point, Woods Hole

(41°31'N., 70°39.5'W.), Brant Point, Nantucket Harbor

(41°17.5'N., 70°06'W.).

Coast Guard Maritime Safety Line

(157) For current local waterway information, port openings, closures, and restrictions from the Mississippi

River to the Atlantic Ocean, telephone 1-800-682-1796.

U.S. NAVTEX Transmitting Stations

(158) 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

■ Appendix A ■ 421
Guam. U.S. Coast Guard NAVTEX broadcast stations

and message content follow:

(159) Boston (NMF)(Station F)

(160) First Coast Guard District Broadcast Notices to

Mariners.

(161) Distress Urgent, and Safety messages.

(162) International Ice Patrol Reports (in season).

(163) Gale, storm, and hurricane warnings.

(164) Offshore marine weather forecasts for:

(165) New England continental shelf to 1000 fathoms;

(166) Gulf of Maine;

(167) Georges Bank;

(168) South of New England;

(169) South of Nova Scotia.

(170) Broadcast times: 0045, 0445, 0845, 1245, 1645,

2045 GMT.

(171) Portsmouth (NMN)(Station N)

(172) Fifth Coast Guard District Broadcast Notices to

Mariners.

(173) Distress, Urgent, and Safety messages.

(174) Gale, storm, and hurricane warnings.

(175) 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.

(176) Broadcast times: 0130, 0530, 0930, 1330, 1730,

2130 GMT.

(177) Miami (NMA)(Station A)

(178) Seventh Coast Guard District Broadcast Notices to

Mariners.

(179) Distress, Urgent, and Safety messages.

(180) Gale, storm, and hurricane warnings.

(181) Offshore marine weather forecasts for the southwest North Atlantic south of 32 N and west of 65 W.

(182) Broadcast times: 0000, 0400, 0800, 1200, 1600,

2000 GMT.

(183) San Juan (NMR) (Station R)

(184) Greater Antilles Section Broadcast Notices to Mariners.

(185) Distress, Urgent, and Safety messages.

(186) Gale, storm, and hurricane warnings.

(187) Offshore marine weather forecasts for:

(188) Puerto Rico and Virgin Islands water out 20 NM;

(189) Eastern Caribbean Sea east of 75 W.

(190) Broadcast times: 0200, 0600, 1000, 1400, 1800,

2200 GMT.

(191) New Orleans (NMG)(Station G)

(192) Eighth Coast Guard District Broadcast Notices to

Mariners.

(193) Distress, Urgent, and Safety messages.

(194) Gale, storm, and hurricane warnings.

(195) Offshore marine weather forecasts for the Gulf of

Mexico.

(196) Broadcast times: 0300, 0900, 1500, 2100 GMT.

(197) Customs Ports of Entry and Stations

(198) 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.

(199) Northeast Region:

(200) Portland District:

(201) Ports of Entry: Portland, Bangor, Bar Harbor, Bath,

Belfast, Calais, Eastport, Jonesport, Rockland, Portsmouth, N.H.

(202) Customs Station: Bucksport (supervised by Belfast

port of entry).

(203) Boston District:

(204) Ports of Entry: Boston, Gloucester, Plymouth, Salem.

(205) Customs Station: Provincetown (supervised by

Plymouth port of entry).

National Weather Service Offices

(206) 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; refer to the local telephone directory for numbers:

(207) Boston, MA: Logan International Airport, East

Boston 02128.

(208) Portland, ME: Portland International Jetport, 4 Al

McKay Avenue 04102.

Radio Weather Broadcasts

(209) 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:

(210) NMN, Portsmouth, Va.:

(211) 4426.0 kHz, 0030, 0500, and 2300 e.s.t.

(212) 6501.0 kHz, 0030, 0500, 0630, 1100, 1700, 1830,

and 2300 e.s.t.

(213) 8764.0 kHz, 0030, 0500, 0630, 1100, 1230, 1700,

1830, and 2300 e.s.t.

(214) 13089.0 kHz, 0630, 1100, 1230, 1700, and 1830

e.s.t.

(215) 17314.0 kHz, 1230 e.s.t.

(216) A Marine Weather Services Chart is available for

the area Eastport, ME to Montauk Point, N.Y.

(217) 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.

422 ■ Appendix A ■ Coast Pilot 1
NOAA Weather Radio

(218) 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 usually

transmit on 162.55 MHz, 162.475 MHz or 162.40 MHz.

Reception range is 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:

(219) WNG-543, Jonesboro, Maine (44°40'N., 67°35'W.),

162.450 MHz.

(220) KEC-93, Ellsworth, Maine, (44°32'N., 68°30'W.),

162.40 MHz.

(221) WXM-60, Dresden, Maine, (44°07'N., 69°40'W.),

162.475 MHz.

(222) KDO-95, Portland, Maine (43°45'N., 70°19'W.),

162.55 MHz.

(223) WNG-574, Gloucester, Mass. (42°37'N., 70°40'W.),

162.425 MHz.

(224) KHB-35, Boston, Mass. (42°12'N., 71°06'W.),

162.475 MHz.

(225) KEC-73, Hyannis, Mass. (41°41'N., 70°20'W.),

162.55 MHz.

(226) 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 http://www.nws.noaa.gov/

om/marine/radiofax.htm.

Marine Weather Forecasts

(227) 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 http://www.nws.noaa.

gov/om/marine/forecast.htm.

Space Environment Center (SEC)

(228) The Space Environment Center disseminates space

weather alerts and forecasts (information concerning

solar activity, radio propagation, etc.).

(229) For general information write or call:

(230) NOAA, National Weather Service

(231) National Center for Environmental Prediction

(232) Space Environment Center, W/NP9

(233) 325 Broadway

(234) Boulder, CO 80305

(235) Telephone (303) 497-3171

(236) Website: http://www.sec.noaa.gov/

Public Health Service Quarantine Stations

(237) Stations where quarantine examinations are performed:

(238) Boston, Mass., U.S. Quarantine Station, Logan International Airport, East Boston, Mass. 02128.

(239) 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

(240) Northeast Region (New York, Maine, Connecticut,

New Hampshire, Vermont, Rhode Island, Massachusetts): 850 Third Avenue, Brooklyn, NY 11232.

(241) Mid-atlantic Region (Delaware, Pennsylvania, Virginia, Maryland, Ohio, New Jersey): U.S. Customhouse,

2nd and Chestnut Streets, Philadelphia, PA 19106.

(242) Southeast Region (South Carolina, North

Carolina, and Georgia, Alabama, Louisiana, Mississippi, Florida, Puerto Rico): 60 Eighth Street, N.E., Atlanta, GA 30309.

(243) Midwest Region (Illinois, Indiana, Michigan, Wisconsin): 20 N. Michigan Avenue, Chicago, IL 60602.

(244) Southwest Region (Texas): 7920 Elmbrook Drive,

Dallas, TX 75247.

(245) 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

(246) 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.

(247) 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.

(248) Maine:

■ Appendix A ■ 423
(249) Bangor: Bangor International Airport, P.O. Box

1053, 04401.

(250) Portland: U.S. Courthouse, 156 Federal Street

04101.

(251) Massachusetts:

(252) Boston: U.S. Custom House, 02109; Logan International Airport, East Boston 02128.

(253) Animal Import Centers:

(254) Honolulu, Hawaii: 300 Ala Moana Boulevard, 96850.

(255) Miami, Fla.: 8120, NW 53rd Street, Suite 102, 33166.

(256) Rock Tavern, N.Y.: New York Animal Import Center,

Stewart Airport, Rural Route 1, Box 74, 12575.

(257) Immigration and Naturalization Service Offices

(258) Maine:

(259) Bangor: 202 Harlow Street, P.O. Box 677, 04401.

(260) Bar Harbor: Canadian National Ferry Terminal

04609.

(261) Calais: 1 Maine Street, Drawer 421, 04619.

(262) Eastport: U.S. Post Office Bldg. 04631.

(263) Lubec: Federal Building, U.S. Post Office and Border Station, Washington Street and Campobello Bridge

04652.

(264) Portland: 76 Pearl Street 04112.

(265) Massachusetts:

(266) Boston: NFPA Building, 1 Batterymarch Park,

Quincy, MA 02169-7495.

(267) Federal Communications Commission Offices

(268) District Field Office:

(269) Boston, Massachusetts: U.S. Customhouse, 165

State Street 02109.

Canadian Government Agencies

(270) Director General, Canadian Hydrographic Service,

Department of Fisheries and Oceans, Ottawa, Ontario

K1A 0E6, Canada.

(271) Hydrographic Chart Distribution Office, Department of Fisheries and Oceans, P.O. Box 8080, 1675 Russell Road, Ottawa, Ontario K1G 3H6, Canada.

(272) Canadian Communications Group, 45 Sacre-Coeur

Boulevard, Hull, Quebec K1A 0S9, Canada.

Radio shore stations providing medical advice

(273) 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 advise. (See Medical advice, chapter 1.)

(274) NMF, Sandwich, Cape Cod, MA, U.S. Coast Guard

on HF single-sideband radiotelephone channels

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

1205(12242 kHz).

(275) WCC, Chatham, Cape Cod, MA, RCA Global Communications, Inc. maintains continuous guard on 500

kHz.

Measured Courses

(276) The positions of measured courses are shown on

the charts and their descriptions are 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:

(277) Sheepscot River, west side of Barters Island 13296

(278) Casco Bay, west side of Whaleboat Island 13290

(279) 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.

424 ■ Appendix A ■ Coast Pilot 1
Appendix B

■ Appendix B ■ 425
426 ■ Appendix B ■ Coast Pilot 1

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

EASTPORT, ME (44°55'N, 67°00'W) 82 feet (25 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

TEMPERATURE (°F)

Mean 22.5 23.2 31.2 40.5 49.5 57.1 62.4 62.7 57.0 48.6 39.2 27.4 43.7 69

Mean daily maximum 30.1 30.6 37.8 47.6 57.8 66.2 71.7 71.4 64.6 55.4 45.2 34.3 51.3 69

Mean daily minimum 14.5 15.2 24.0 32.8 40.6 47.4 52.6 53.5 48.8 41.3 32.6 20.0 35.5 69

Extreme (highest) 58 65 76 84 93 93 96 94 92 82 71 60 96 69

Extreme (lowest) -16 -22 -13 8 24 34 41 40 31 19 4 -23 -23 69

PRECIPITATION (inches)

Mean amount 3.7 3.1 3.1 3.2 3.2 3.0 3.0 3.0 3.4 3.6 4.4 4.1 41.3 67

Greatest amount 11.9 6.8 7.7 7.9 9.2 8.2 6.8 9.2 8.6 9.5 8.5 9.1 67.7 67

Least amount 0.5 0.4 0.5 0.6 0.7 0.6 0.7 0.1 0.9 0.1 0.9 0.7 25.2 67

Maximum amount (24 hours) 3.5 1.9 3.3 2.8 2.9 2.6 4.1 3.4 3.3 3.8 3.6 3.2 4.1 67

Mean number of days 30 28 30 28 29 26 24 24 25 28 29 31 332 38

SNOW

Mean amount 17.3 17.9 13.2 4.5 0.1 0.0 0.0 0.0 0.0 0.1 2.3 13.8 69.2 57

Greatest amount 63.8 41.8 33.2 27.9 2.2 0.0 0.0 0.0 0.0 1.6 15.1 47.2 124.5 57

Least amount 2.6 1.9 T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4 27.2 57

Maximum amount (24 hours) 21.0 14.7 14.4 13.0 2.2 0.0 0.0 0.0 0.0 1.1 8.9 13.0 21.0 57

Mean number of days 20 20 18 8 1 0 0 0 0 1 7 18 93 38

VISIBILITY

Mean number of days with fog 4 3 5 9 12 14 17 16 13 10 5 4 112 38

BAR HARBOR, ME (44°27'N, 68°22'W) 89 feet (27.1 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

TEMPERATURE (°F)

Mean 23.6 24.7 33.0 43.4 53.6 61.9 67.3 66.2 58.9 50.0 40.2 28.6 45.9 33

Mean daily maximum 32.1 33.2 40.9 52.5 65.1 72.4 77.7 75.9 67.8 58.0 47.3 36.4 54.9 33

Mean daily minimum 14.6 15.6 24.6 33.7 42.7 51.0 56.5 56.0 49.6 41.5 32.5 20.3 36.6 33

Extreme (highest) 60 57 67 82 92 94 96 101 91 80 71 61 101 33

Extreme (lowest) -17 -16 -10 11 22 36 39 38 30 21 6 -12 -17 33

PRECIPITATION (inches)

Mean amount 4.7 4.1 4.0 4.1 3.8 3.2 2.9 2.6 4.3 4.6 5.8 5.6 50.3 34

Greatest amount 11.7 9.8 10.6 8.0 11.0 7.3 7.2 4.8 10.1 9.1 9.6 10.3 66.6 34

Least amount 0.7 0.8 0.7 0.8 0.6 0.4 0.2 0.4 1.0 1.2 1.9 1.2 35.2 34

Maximum amount (24 hours) 3.4 2.8 3.1 2.6 6.3 3.6 3.0 2.4 3.8 3.5 3.5 4.5 6.3 34

Mean number of days 31 28 30 29 29 26 26 26 27 29 29 31 341 13

SNOW

Mean amount 16.3 18.2 11.9 2.7 0.2 0.0 0.0 0.0 0.0 0.2 2.3 13.5 65.4 33

Greatest amount 44.0 43.0 44.0 13.8 6.0 0.0 0.0 0.0 0.0 3.4 15.8 53.0 104.7 33

Least amount 2.5 2.0 T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 28.8 33

Maximum amount (24 hours) 14.0 15.0 15.0 9.5 6.0 0.0 0.0 0.0 0.0 3.2 14.5 14.0 15.0 33

Mean number of days 18 17 13 3 Miss 0 0 0 0 1 2 11 65 13

VISIBILITY

Mean number of days with fog 1 2 4 4 5 7 7 7 6 5 4 1 53 13

ROCKLAND, ME (44°07'N, 69°10'W) 59 feet (18 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

TEMPERATURE (°F)

Mean 23.2 24.4 32.5 42.6 52.2 61.4 67.0 66.1 58.8 49.5 39.5 27.6 45.5 39

Mean daily maximum 32.5 34.0 41.1 52.0 62.3 71.8 77.3 76.7 69.0 59.4 47.9 36.2 55.2 39

Mean daily minimum 13.4 14.4 23.4 32.7 41.6 50.5 56.2 55.0 48.1 39.1 30.5 18.5 35.4 39

Extreme (highest) 55 60 77 85 92 98 96 99 95 88 72 60 99 39

Extreme (lowest) -18 -17 -12 10 22 28 40 38 24 16 2 -16 -18 39

PRECIPITATION (inches)

Mean amount 4.0 4.0 4.2 4.0 3.7 3.2 3.3 2.6 3.8 3.7 5.6 4.8 47.3 39

Greatest amount 10.4 8.2 11.8 8.0 8.1 8.7 10.5 5.4 9.7 9.8 9.2 8.7 63.5 39

Least amount 0.7 1.5 0.6 1.0 0.8 0.8 0.3 0.2 0.4 0.1 1.9 1.4 29.5 39

Maximum amount (24 hours) 1.1 2.3 3.2 2.6 2.6 4.1 4.6 2.9 6.2 2.8 4.2 3.1 6.2 39

Mean number of days 30 28 30 29 29 27 26 26 26 29 29 31 340 17

SNOW

Mean amount 14.5 16.8 12.7 2.2 0.1 0.0 0.0 0.0 0.0 0.1 2.1 11.6 60.1 38

Greatest amount 37.3 39.6 48.6 9.0 1.5 0.0 0.0 0.0 0.0 2.0 13.5 46.3 128.0 38

Least amount 4.4 1.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 23.1 38

Maximum amount (24 hours) 13.0 17.5 13.0 6.0 1.5 0.0 0.0 0.0 0.0 1.5 9.0 11.5 17.5 38

Mean number of days 21 21 18 6 Miss 0 0 0 0 1 5 17 89 17

VISIBILITY

Mean number of days with fog 2 2 3 4 7 7 10 9 8 6 3 2 63 17

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 427

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

BRUNSWICK, ME (43°53'N, 69°56'W) 79 feet (24.1 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1015.0 1014.8 1014.1 1013.9 1014.4 1013.3 1014.1 1015.1 1017.5 1017.3 1016.0 1015.8 1015.1 42

TEMPERATURE (°F)

Mean 21.1 23.2 33.0 43.6 53.8 63.2 69.0 67.8 59.5 49.3 39.0 26.3 45.9 45

Mean daily maximum 30.2 32.7 41.1 52.2 63.2 72.5 78.1 77.0 68.7 58.4 46.8 34.6 54.8 45

Mean daily minimum 11.4 13.2 24.3 34.5 43.9 53.4 59.3 58.0 49.8 39.7 30.8 17.6 36.5 45

Extreme (highest) 61 59 81 83 94 98 98 104 95 85 74 68 104 45

Extreme (lowest) -30 -25 -10 13 27 35 42 37 28 17 1 -21 -30 45

RELATIVE HUMIDITY

Average percentage 25.4 22.9 15.5 13.6 19.4 7.6 16.1 26.3 49.8 48.5 34.7 33.4 26.0 46

CLOUD COVER

Percent of time clear 20.9 20.0 17.5 15.1 11.7 9.5 9.5 12.9 16.9 17.8 14.3 18.3 15.3 44

Percent of time scattered 23.2 23.9 21.8 21.3 23.1 27.4 29.6 31.3 28.7 27.4 23.8 21.9 25.3 44

Percent of time broken 16.3 16.6 17.3 20.3 23.5 25.8 27.5 24.2 22.0 21.0 18.2 17.4 20.9 44

Percent of time overcast 39.5 39.5 43.4 43.4 41.6 37.3 33.4 31.5 32.4 33.8 43.7 42.4 38.5 44

PRECIPITATION (inches)

Mean amount 3.7 3.5 4.1 4.0 3.6 3.3 2.9 3.2 3.3 3.7 5.0 4.5 45.2 45

Greatest amount 10.8 7.3 10.8 8.8 8.8 6.6 7.9 9.7 11.6 8.6 14.3 9.9 67.3 45

Least amount 0.5 0.1 0.7 1.1 0.5 0.6 0.6 0.5 0.6 0.9 1.2 1.1 28.6 45

Maximum amount (24 hours) 2.7 3.0 3.3 3.3 2.8 2.8 3.2 5.8 8.0 2.8 3.4 3.7 8.0 45

Mean number of days 17 14 16 16 17 16 15 14 14 14 16 17 186 37

SNOW

Mean amount 19.0 16.8 13.5 3.2 0.3 0.0 0.0 0.0 T 0.2 3.0 15.5 71.5 45

Greatest amount 53.5 49.1 43.5 13.7 6.0 0.0 0.0 0.0 T 4.4 13.9 61.7 152.7 45

Least amount 2.8 1.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 19.7 45

Maximum amount (24 hours) 17.4 16.3 16.2 10.5 3.5 0.0 0.0 0.0 T 4.4 13.9 21.0 17.4 45

Mean number of days 14 12 10 4 Miss 0 0 0 Miss 1 5 13 59 37

WIND

Percentage with gales 0.02 0.01 0.02 0.00 0.00 0.00 0.00 0.02 0.01 0.00 0.01 0.00 0.11 46

Mean wind speed (knots) 6.5 6.7 7.2 7.1 6.6 6.0 5.6 5.2 5.5 5.9 6.0 6.4 6.2 46

Direction (percentage of observations)

North 11.7 11.5 10.0 8.4 6.2 5.3 4.6 6.1 7.8 8.7 9.6 11.3 8.4 46

North Northeast 10.5 9.9 9.1 7.9 6.1 4.4 2.9 4.3 5.5 6.9 9.3 11.1 7.3 46

Northeast 5.5 5.7 6.3 5.3 4.8 3.0 2.1 2.7 3.7 4.1 5.1 5.5 4.5 46

East Northeast 1.5 1.8 2.7 3.2 2.8 2.4 1.5 1.6 1.8 1.8 2.1 1.7 2.1 46

East 0.9 1.3 2.0 2.4 3.0 2.5 1.7 1.6 1.7 1.4 1.3 0.9 1.7 46

East Southeast 0.4 0.9 1.5 2.2 3.0 2.4 1.6 1.6 1.3 1.3 1.1 0.6 1.5 46

Southeast 0.5 0.7 1.6 2.0 2.9 2.4 2.0 1.8 1.6 1.5 1.1 0.6 1.6 46

South Southeast 1.2 1.7 2.8 4.9 6.3 5.9 5.4 4.2 3.8 3.4 2.1 1.3 3.6 46

South 3.6 4.8 7.8 11.2 14.5 15.8 17.0 15.1 12.5 10.3 6.3 3.1 10.2 46

South Southwest 5.3 6.4 7.3 9.2 12.1 15.4 17.9 15.5 13.9 10.6 7.4 5.8 10.6 46

Southwest 6.5 4.6 3.9 4.5 5.6 7.8 7.7 7.2 6.8 6.5 6.7 6.7 6.2 46

West Southwest 4.7 3.1 2.8 2.6 2.8 3.0 2.5 2.6 2.6 3.4 4.7 4.7 3.3 46

West 4.0 3.9 3.8 3.5 2.8 3.1 2.9 3.0 3.0 3.9 4.6 4.1 3.5 46

West Northwest 5.4 5.1 5.0 4.6 3.4 3.4 3.4 3.5 3.5 4.4 5.0 5.4 4.3 46

Northwest 8.8 9.9 9.6 7.8 4.9 4.7 5.2 5.0 5.1 6.6 7.9 9.5 7.1 46

North Northwest 11.8 11.5 10.7 8.9 6.1 5.2 5.8 6.3 7.3 7.7 8.9 10.9 8.4 46

Calm 18.2 17.3 13.2 11.4 12.7 13.1 15.9 17.8 18.1 17.5 17.0 17.1 15.7 46

Direction (mean speed, knots)

North 7.5 7.8 7.6 7.6 6.9 6.5 5.5 5.2 5.4 6.2 6.3 7.0 6.8 46

North Northeast 7.7 7.6 7.7 7.5 7.2 6.7 5.6 5.5 5.9 7.1 6.8 7.4 7.1 46

Northeast 7.3 7.2 7.7 7.4 6.8 6.2 5.4 5.8 6.0 7.4 6.5 7.0 6.9 46

East Northeast 5.9 6.5 6.9 6.7 6.1 5.6 4.8 5.1 5.2 6.2 6.0 6.0 6.0 46

East 4.6 6.0 5.5 5.4 5.0 4.9 3.9 4.0 4.2 4.9 5.9 4.7 4.9 46

East Southeast 7.3 7.1 7.5 6.1 5.5 5.2 4.6 5.3 5.0 6.5 6.4 7.6 5.9 46

Southeast 7.6 7.1 7.7 6.8 6.2 5.3 5.3 5.5 5.7 7.2 6.6 8.6 6.3 46

South Southeast 9.4 7.2 7.9 7.4 7.0 6.4 5.9 6.0 6.1 7.1 7.7 9.4 6.9 46

South 7.0 6.8 7.5 8.0 7.9 7.0 6.8 6.5 6.8 7.1 7.5 6.6 7.1 46

South Southwest 8.2 8.5 8.2 8.6 8.5 7.8 7.6 7.3 8.0 7.7 7.9 7.7 7.9 46

Southwest 8.1 7.9 8.0 8.2 7.9 7.7 7.2 7.1 8.1 7.7 7.6 7.8 7.7 46

West Southwest 6.9 7.6 7.9 7.2 6.9 6.3 5.7 5.4 5.9 6.4 7.1 7.4 6.8 46

West 6.4 6.8 7.2 6.6 6.4 5.5 5.0 5.0 5.1 5.8 6.1 6.3 6.1 46

West Northwest 8.4 8.7 9.0 9.1 8.6 7.2 7.1 7.2 6.6 7.4 7.7 8.8 8.1 46

Northwest 9.5 10.2 10.4 10.4 9.6 8.5 7.8 7.5 8.1 8.8 8.9 9.3 9.3 46

North Northwest 8.8 9.4 9.6 9.3 9.0 7.9 7.2 6.9 7.4 7.7 7.6 8.5 8.4 46

VISIBILITY

Mean number of days with fog 14 12 15 16 18 20 21 21 20 19 17 14 207 37

* 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
428 ■ Appendix B ■ Coast Pilot 1

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

PORTLAND, ME (43°39'N, 70°19'W) 57 feet (17.4 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1015.8 1016.0 1014.7 1014.3 1014.9 1013.6 1014.4 1015.6 1017.8 1017.7 1016.4 1016.8 1015.7 48

TEMPERATURE (°F)

Mean 21.9 23.7 32.5 43.3 53.3 62.8 68.8 67.3 58.9 48.9 39.0 26.9 45.7 48

Mean daily maximum 31.1 33.4 41.0 52.5 63.4 73.1 79.2 77.6 69.4 59.1 47.5 35.6 55.4 48

Mean daily minimum 12.2 13.6 23.5 33.5 42.7 51.9 57.9 56.4 48.0 38.1 30.0 17.7 35.6 48

Extreme (highest) 64 64 77 85 94 98 99 103 95 88 74 69 103 48

Extreme (lowest) -26 -25 -21 8 23 35 40 33 26 15 3 -21 -26 48

RELATIVE HUMIDITY

Average percentage 32.9 34.7 22.5 18.0 24.4 10.6 18.5 30.8 53.5 51.7 39.4 42.9 31.6 48

CLOUD COVER

Percent of time clear 28.2 28.9 25.5 20.0 18.0 17.8 18.0 21.3 27.7 27.5 22.5 27.2 23.5 47

Percent of time scattered 14.3 15.0 14.6 14.6 17.9 22.0 23.4 23.0 20.4 17.4 15.8 15.6 17.8 47

Percent of time broken 12.5 13.1 13.7 15.7 17.6 21.4 22.2 20.3 16.4 16.0 14.5 12.2 16.3 47

Percent of time overcast 44.9 43.0 46.2 49.7 46.4 38.8 36.4 35.4 35.4 39.0 47.2 45.1 42.3 47

PRECIPITATION (inches)

Mean amount 3.7 3.3 3.9 3.9 3.5 3.1 2.9 2.9 3.2 3.6 5.0 4.3 43.6 48

Greatest amount 11.9 7.1 9.9 9.9 9.6 6.7 7.4 15.2 9.8 12.2 13.5 9.6 66.3 48

Least amount 0.7 0.0 0.8 1.0 0.4 0.8 0.6 0.4 0.3 0.6 0.9 0.9 26.3 48

Maximum amount (24 hours) 3.5 3.2 3.4 5.2 3.3 4.0 2.5 7.7 7.4 7.4 4.7 3.5 7.7 48

Mean number of days 17 14 16 16 17 16 15 14 13 14 16 17 185 48

SNOW

Mean amount 19.5 17.2 13.2 3.1 0.0 0.0 0.0 0.0 T 0.3 2.7 15.4 71.4 48

Greatest amount 62.4 61.2 49.0 15.9 2.0 0.0 0.0 0.0 T 3.8 15.6 54.8 150.1 48

Least amount 2.4 0.8 T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.6 26.2 48

Maximum amount (24 hours) 15.9 17.1 16.9 14.0 1.3 0.0 0.0 0.0 T 3.6 9.2 22.3 17.1 48

Mean number of days 14 12 10 4 Miss 0 0 0 Miss 1 5 13 59 48

WIND

Percentage with gales 0.03 0.02 0.01 0.00 0.00 0.00 0.01 0.01 0.01 0.00 0.04 0.03 0.01 48

Mean wind speed (knots) 8.0 8.2 8.7 8.7 8.0 7.2 6.6 6.6 6.8 7.3 7.6 7.8 7.6 48

Direction (percentage of observations)

North 11.9 10.9 10.2 7.9 5.7 4.6 4.5 5.7 6.9 8.8 10.3 12.3 8.3 48

North Northeast 7.1 7.3 6.5 5.1 3.6 2.9 2.0 2.8 3.8 4.8 6.2 7.1 4.9 48

Northeast 2.7 3.1 3.9 3.8 3.6 2.9 2.0 2.4 2.6 2.7 3.0 2.7 3.0 48

East Northeast 1.4 2.5 3.3 3.8 4.8 3.7 2.3 2.7 2.7 2.6 2.4 1.2 2.8 48

East 0.9 2.2 3.9 4.8 6.5 5.4 3.9 4.2 3.6 3.3 2.3 1.2 3.5 48

East Southeast 1.0 1.6 2.6 4.5 5.7 4.4 3.7 3.8 3.0 2.7 1.8 1.0 3.0 48

Southeast 0.9 1.2 2.2 2.9 2.9 3.0 2.7 2.3 2.2 2.0 1.4 0.8 2.1 48

South Southeast 1.2 1.9 2.9 4.8 5.9 5.6 6.1 5.4 4.3 3.4 2.5 1.2 3.8 48

South 2.9 3.9 6.7 10.4 12.8 14.0 15.0 13.2 11.5 8.4 5.9 3.0 9.0 48

South Southwest 4.4 5.0 5.0 5.9 7.6 9.6 10.2 9.1 8.5 7.0 5.8 5.2 6.9 48

Southwest 7.9 5.8 4.3 4.2 4.7 5.9 6.4 6.7 7.1 7.2 7.8 8.6 6.4 48

West Southwest 10.1 8.1 6.2 5.4 5.7 7.0 7.6 7.2 7.4 8.6 8.9 10.2 7.7 48

West 11.1 10.1 8.7 7.2 7.0 7.3 8.1 7.7 8.3 8.6 10.4 10.4 8.7 48

West Northwest 9.4 9.3 9.2 8.1 6.4 6.5 6.6 7.0 6.5 6.9 8.2 9.3 7.8 48

Northwest 10.8 10.8 10.1 8.8 6.5 5.9 6.7 6.8 7.2 7.5 8.3 9.1 8.2 48

North Northwest 11.4 11.5 9.5 7.8 5.6 4.8 5.0 5.3 6.9 8.2 8.8 11.3 8.0 48

Calm 5.0 4.9 4.7 4.5 4.9 6.3 7.3 7.5 7.3 7.1 6.1 5.7 6.0 48

Direction (mean speed, knots)

North 8.1 8.7 9.2 8.9 8.1 7.0 6.5 6.7 6.8 8.0 7.7 8.1 8.0 48

North Northeast 9.5 9.8 9.5 9.8 8.7 7.9 6.6 7.1 8.0 9.0 8.3 9.0 8.9 48

Northeast 9.2 9.0 9.4 9.2 8.3 7.6 6.6 7.1 7.5 8.8 8.2 8.7 8.4 48

East Northeast 8.1 9.6 9.9 10.1 8.5 8.1 6.8 6.9 8.2 9.1 9.0 8.1 8.6 48

East 6.0 8.3 9.2 9.2 8.0 7.3 6.5 6.9 7.1 7.7 9.0 9.5 7.9 48

East Southeast 7.0 7.9 8.2 8.3 7.8 7.1 6.5 6.8 6.9 7.6 8.2 9.8 7.5 48

Southeast 8.1 6.6 8.6 8.2 7.5 6.9 6.8 6.9 7.0 8.6 8.6 9.0 7.6 48

South Southeast 10.0 8.5 9.8 9.3 9.6 8.3 8.1 8.1 8.3 8.7 9.2 9.9 8.8 48

South 8.1 8.5 9.3 9.9 9.7 9.2 8.7 8.6 8.9 8.6 8.7 8.2 9.0 48

South Southwest 8.3 8.8 8.6 8.6 8.7 8.0 7.7 7.4 7.8 7.7 8.3 8.1 8.1 48

Southwest 8.2 8.1 7.6 7.6 7.0 6.9 6.5 6.4 7.0 7.0 7.6 8.0 7.3 48

West Southwest 8.2 8.4 8.8 8.1 7.7 7.3 6.8 6.6 6.9 7.0 7.8 7.9 7.6 48

West 8.7 8.4 8.9 8.6 7.5 6.8 6.1 6.5 6.4 7.2 7.8 7.9 7.6 48

West Northwest 8.3 8.4 9.1 8.9 7.9 7.1 6.3 6.4 6.8 7.4 7.9 8.2 7.8 48

Northwest 8.5 9.0 9.9 9.8 8.8 8.0 7.2 6.9 7.4 7.7 8.4 8.8 8.5 48

North Northwest 8.2 8.5 9.4 9.6 8.8 7.6 7.2 7.0 7.2 7.8 7.6 8.1 8.2 48

VISIBILITY

Mean number of days with fog 10 9 12 14 15 16 17 17 16 15 14 12 167 48

* 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 ■ 429

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

PORTSMOUTH, NH (43°05'N, 70°49'W) 128 feet (39 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1014.7 1011.3 1011.9 1015.5 1015.3 1013.5 1012.7 1014.6 1017.3 1020.8 1015.6 1015.3 1014.8 17

TEMPERATURE (°F)

Mean 23.6 24.7 34.1 44.8 55.4 65.4 70.2 68.7 61.5 51.8 41.3 28.0 47.9 15

Mean daily maximum 31.3 32.8 41.1 53.5 64.9 74.8 79.1 77.7 70.4 60.7 48.4 35.0 56.3 15

Mean daily minimum 15.3 16.0 26.5 35.7 45.5 55.5 60.8 59.2 52.0 42.3 33.7 20.6 39.1 15

Extreme (highest) 58 66 75 90 99 95 101 95 94 87 75 62 101 15

Extreme (lowest) -16 -9 0 18 29 42 47 40 32 23 12 -9 -16 15

RELATIVE HUMIDITY

Average percentage 22.1 Miss Miss 30.2 28.0 9.9 2.1 20.6 48.3 83.3 31.4 28.4 23.4 19

CLOUD COVER

Percent of time clear 23.8 22.6 18.1 17.8 14.7 12.1 11.9 17.0 20.2 23.5 17.1 20.8 18.3 19

Percent of time scattered 21.0 19.9 21.4 21.0 23.0 25.7 27.4 29.3 25.1 24.6 19.5 19.9 23.2 19

Percent of time broken 14.3 14.6 16.5 18.2 19.4 21.3 23.5 20.9 19.4 18.2 16.5 13.5 18.1 19

Percent of time overcast 40.9 42.9 44.1 43.0 42.8 40.9 37.3 32.7 35.2 33.6 46.9 45.7 40.4 19

PRECIPITATION (inches)

Mean amount 3.9 3.8 3.3 3.4 3.2 2.8 3.1 2.2 3.7 3.6 5.0 4.4 42.8 15

Greatest amount 12.2 6.2 5.7 7.7 6.6 6.2 5.0 3.4 8.1 12.1 12.3 10.0 50.7 15

Least amount 0.8 1.0 1.7 1.0 1.0 0.8 0.6 1.3 1.1 0.9 2.8 1.4 27.6 15

Maximum amount (24 hours) 2.8 4.1 2.4 2.3 2.0 1.9 2.3 1.6 4.0 6.7 4.0 3.0 6.7 15

Mean number of days 16 15 15 16 16 15 14 14 13 12 17 17 180 15

SNOW

Mean amount 17.0 16.9 13.4 1.6 T 0.0 0.0 0.0 0.0 0.3 1.7 17.4 68.3 15

Greatest amount 43.5 43.9 25.0 7.0 T 0.0 0.0 0.0 0.0 2.0 7.9 38.4 104.1 15

Least amount 0.3 0.6 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.1 34.9 15

Maximum amount (24 hours) 17.5 14.1 13.1 4.7 T 0.0 0.0 0.0 0.0 2.0 5.5 16.8 17.5 15

Mean number of days 14 12 11 4 Miss 0 0 0 0 Miss 5 13 59 15

WIND

Percentage with gales 0.05 0.02 0.00 0.00 0.00 0.00 0.00 0.02 0.00 0.00 0.00 0.00 0.08 19

Mean wind speed (knots) 7.1 7.9 7.8 7.4 7.0 6.0 5.5 5.5 5.7 6.0 6.5 7.1 6.6 19

Direction (percentage of observations)

North 5.1 5.7 5.6 4.1 2.7 2.2 2.7 3.1 4.3 3.7 5.6 6.4 4.3 19

North Northeast 4.4 6.7 5.0 4.0 3.3 2.5 1.7 2.4 4.7 4.4 6.3 7.3 4.4 19

Northeast 2.8 3.8 5.6 4.9 4.6 4.3 2.8 3.3 4.9 4.6 3.9 3.9 4.1 19

East Northeast 1.5 2.3 3.6 3.3 4.1 2.9 2.1 1.9 2.9 3.1 2.9 1.2 2.7 19

East 0.8 2.1 3.6 3.6 3.9 3.7 2.8 2.0 2.5 2.0 1.9 0.9 2.5 19

East Southeast 0.9 1.4 2.8 4.1 5.2 4.0 3.3 2.6 3.1 2.4 1.9 0.8 2.7 19

Southeast 1.1 2.0 3.5 7.7 8.6 7.5 7.0 6.2 4.8 4.0 2.3 1.4 4.7 19

South Southeast 1.5 2.6 3.2 6.0 6.4 7.8 8.0 7.3 5.8 5.0 3.5 1.8 5.0 19

South 2.1 2.1 2.6 3.2 3.9 4.5 5.2 5.0 3.8 4.3 3.7 2.3 3.6 19

South Southwest 3.4 2.6 2.5 2.6 4.3 5.0 5.9 4.8 3.9 4.2 3.6 3.1 3.8 19

Southwest 6.7 5.4 3.8 4.8 7.6 10.0 9.0 8.9 7.7 7.2 5.7 6.2 6.9 19

West Southwest 9.4 7.6 6.3 6.3 7.4 9.0 9.9 10.0 8.2 8.4 7.6 7.7 8.2 19

West 15.1 13.2 11.2 9.4 9.0 9.5 11.6 11.0 9.8 11.0 11.1 12.2 11.1 19

West Northwest 16.1 14.6 12.5 9.3 7.4 6.0 6.9 7.4 7.6 10.0 11.7 14.7 10.3 19

Northwest 10.5 10.9 12.7 10.1 6.6 5.5 5.9 7.0 8.3 8.7 10.2 11.3 8.9 19

North Northwest 6.2 5.6 5.5 5.7 3.9 3.1 3.1 4.1 4.7 3.9 5.7 6.0 4.8 19

Calm 12.3 11.4 10.0 10.9 11.1 12.4 12.0 12.9 13.1 13.1 12.3 13.0 12.1 19

Direction (mean speed, knots)

North 7.8 8.2 7.3 7.9 6.7 6.0 5.4 5.7 6.0 6.5 7.0 7.8 7.1 19

North Northeast 8.6 9.5 8.3 8.3 7.2 6.3 4.8 6.0 6.0 6.7 7.7 8.9 7.7 19

Northeast 8.4 9.3 9.5 9.5 8.1 7.5 5.5 6.9 7.3 7.9 7.5 8.7 8.1 19

East Northeast 11.3 8.9 9.7 8.4 7.6 7.3 5.7 6.4 7.6 7.9 8.6 9.0 8.1 19

East 7.6 9.5 9.8 7.9 7.3 6.5 6.3 6.6 6.9 7.1 8.5 8.2 7.6 19

East Southeast 6.3 7.0 7.3 7.6 7.9 6.6 6.3 6.7 6.3 5.9 7.2 7.8 7.0 19

Southeast 7.0 6.5 7.4 8.0 8.2 7.5 6.7 7.2 6.4 7.1 6.6 8.4 7.4 19

South Southeast 7.3 7.9 7.1 7.5 7.8 7.4 6.8 6.5 7.0 6.6 7.0 7.8 7.1 19

South 5.9 6.2 6.0 6.3 6.2 5.9 5.8 5.7 6.1 5.8 6.1 6.2 6.0 19

South Southwest 5.9 6.4 6.3 6.5 7.7 6.0 6.4 5.4 6.4 6.1 5.8 5.6 6.2 19

Southwest 6.4 7.0 6.7 7.2 7.5 6.8 6.4 6.2 6.5 5.9 6.1 6.6 6.6 19

West Southwest 6.5 7.8 7.4 7.3 6.9 6.1 5.8 5.8 6.0 6.1 6.6 7.0 6.5 19

West 7.6 8.9 8.8 8.3 7.9 6.8 6.1 6.2 6.4 6.5 7.3 7.7 7.4 19

West Northwest 10.2 10.7 10.1 9.5 8.9 7.3 6.6 6.5 6.5 8.0 8.6 9.7 8.9 19

Northwest 9.5 10.4 10.6 10.0 9.6 7.9 7.2 7.0 7.0 8.1 8.5 9.3 9.0 19

North Northwest 7.7 8.1 7.7 8.6 7.8 6.7 6.6 6.4 6.3 7.5 7.5 7.0 7.4 19

VISIBILITY

Mean number of days with fog 12 10 13 13 14 15 16 16 15 15 16 13 168 15

* 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
430 ■ Appendix B ■ Coast Pilot 1

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

BOSTON, MA (42°22'N, 71°02'W) 200 feet (61 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1016.1 1015.8 1014.6 1014.4 1014.9 1014.1 1014.9 1016.1 1018.2 1018.3 1016.9 1016.9 1015.9 51

TEMPERATURE (°F)

Mean 29.6 30.9 38.5 48.5 58.5 68.2 73.9 72.2 64.8 55.1 45.3 34.0 51.8 50

Mean daily maximum 36.5 38.0 45.4 56.2 66.8 76.7 82.1 80.0 72.5 62.7 52.0 40.6 59.3 50

Mean daily minimum 22.2 23.3 31.0 40.3 49.8 59.1 65.3 64.0 56.6 47.0 38.2 26.9 43.8 50

Extreme (highest) 72 70 85 94 95 100 102 102 100 90 83 73 102 50

Extreme (lowest) -12 -4 1 16 34 45 50 47 37 28 15 -7 -12 50

RELATIVE HUMIDITY

Average percentage 35.8 32.8 21.1 18.8 24.3 16.2 24.4 35.6 56.8 57.6 43.6 44.2 34.3 51

CLOUD COVER

Percent of time clear 27.6 28.8 25.0 21.1 19.4 18.5 17.8 22.1 27.1 30.8 24.2 27.2 24.1 51

Percent of time scattered 14.6 14.5 15.0 16.0 17.5 22.6 24.8 25.0 20.3 18.6 16.2 14.5 18.3 51

Percent of time broken 11.9 12.6 13.9 16.2 17.7 21.4 22.3 19.5 16.8 14.8 14.4 12.5 16.2 51

Percent of time overcast 45.9 44.1 46.1 46.7 45.4 37.5 35.1 33.4 35.7 35.7 45.3 45.8 41.4 51

PRECIPITATION (inches)

Mean amount 3.7 3.5 3.9 3.6 3.3 2.9 2.8 3.6 3.2 3.2 4.3 4.1 42.8 50

Greatest amount 10.5 7.8 11.0 9.4 13.3 13.2 8.1 17.0 8.3 8.6 8.8 9.7 62.3 50

Least amount 0.6 0.7 0.6 1.2 0.5 0.4 0.5 0.8 0.3 0.3 0.6 0.8 23.7 50

Maximum amount (24 hours) 2.5 2.6 3.4 3.3 4.4 2.9 2.4 7.0 5.6 3.3 3.3 4.2 7.0 50

Mean number of days 17 15 17 17 18 15 15 14 13 13 16 17 187 50

SNOW

Mean amount 11.9 12.1 8.2 1.0 0.0 0.0 0.0 0.0 0.0 0.0 1.0 8.2 42.5 50

Greatest amount 35.9 41.3 38.9 13.3 0.5 0.0 0.0 0.0 0.0 0.2 9.0 27.9 89.2 50

Least amount 0.4 0.3 T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 6.4 50

Maximum amount (24 hours) 21.0 19.3 13.2 10.8 0.5 0.0 0.0 0.0 0.0 0.2 5.9 13.0 21 50

Mean number of days 13 11 9 3 Miss 0 0 0 0 Miss 3 11 50 50

WIND

Percentage with gales 0.15 0.16 0.21 0.06 0.03 0.00 0.00 0.04 0.06 0.02 0.27 0.13 0.09 51

Mean wind speed (knots) 12.0 12.2 12.1 11.8 10.8 10.1 9.6 9.4 9.8 10.4 11.3 11.9 10.9 51

Direction (percentage of observations)

North 7.2 7.2 6.3 4.6 4.0 3.3 2.9 4.3 5.3 5.6 6.6 7.2 5.4 51

North Northeast 2.8 4.0 4.4 3.9 4.0 3.0 1.9 3.1 3.6 4.1 3.4 3.1 3.4 51

Northeast 2.3 2.9 4.2 5.2 5.5 3.8 2.6 3.4 4.4 4.3 3.0 1.9 3.6 51

East Northeast 1.6 2.8 4.8 5.7 6.6 5.1 3.8 4.3 5.2 4.4 3.5 1.7 4.1 51

East 2.0 3.3 4.9 6.4 7.4 6.2 5.6 5.8 5.3 4.2 3.2 2.1 4.7 51

East Southeast 1.8 3.1 4.8 7.1 7.9 6.6 6.8 6.9 5.6 4.8 3.4 2.2 5.1 51

Southeast 1.9 2.2 3.6 4.2 4.9 4.6 5.6 5.7 4.5 3.4 2.8 1.8 3.8 51

South Southeast 2.2 2.2 2.8 2.9 3.2 3.1 2.9 3.2 3.1 2.6 2.8 2.2 2.8 51

South 3.9 4.0 4.4 4.9 5.7 5.6 5.8 5.1 4.8 5.4 4.6 4.1 4.9 51

South Southwest 4.2 4.3 5.2 7.3 8.5 10.3 10.4 9.1 8.0 7.0 5.9 4.4 7.1 51

Southwest 7.2 6.3 5.8 7.4 9.1 12.5 13.1 11.4 10.8 10.0 9.2 8.2 9.3 51

West Southwest 9.4 7.7 5.4 6.1 6.6 10.0 10.7 10.4 8.6 9.1 8.5 9.6 8.5 51

West 10.6 9.4 8.0 7.1 6.4 7.5 8.4 7.2 6.5 7.8 9.2 9.8 8.1 51

West Northwest 17.6 16.6 13.5 11.1 8.7 8.2 9.2 9.0 9.3 11.4 14.3 17.8 12.2 51

Northwest 5.5 14.5 13.0 9.7 6.8 6.1 6.1 6.1 8.2 9.0 11.4 14.6 10.1 51

North Northwest 9.7 9.1 8.2 6.0 4.5 3.8 3.9 4.8 6.6 6.8 7.9 9.1 6.7 51

Calm 0.5 0.4 0.5 0.6 0.5 0.6 0.5 0.4 0.6 0.6 0.6 0.4 0.5 51

Direction (mean speed, knots)

North 10.5 10.6 10.4 9.6 8.8 8.1 7.8 8.0 8.2 9.2 9.6 10.5 9.5 51

North Northeast 10.8 11.1 11.4 11.3 10.1 9.8 8.6 9.1 9.7 10.9 10.1 10.6 10.4 51

Northeast 13.0 13.6 13.9 13.3 12.0 11.0 9.3 10.4 11.5 12.8 12.5 13.1 12.2 51

East Northeast 14.5 13.0 13.1 12.1 10.8 9.8 8.8 9.0 10.1 11.2 12.0 15.0 11.2 51

East 10.5 10.6 11.1 10.7 10.1 9.2 8.8 8.8 9.1 9.8 11.1 12.0 9.9 51

East Southeast 9.1 10.3 10.7 11.4 10.6 9.8 9.6 9.3 9.0 9.3 10.2 11.6 10.0 51

Southeast 9.6 9.2 9.5 9.9 9.2 8.6 8.4 8.4 8.5 8.8 9.4 10.2 9.0 51

South Southeast 9.3 9.1 9.0 9.1 8.1 7.2 7.6 7.6 7.9 8.2 9.5 9.0 8.4 51

South 8.7 9.2 9.3 10.0 9.8 8.9 8.2 8.4 8.3 8.4 9.0 8.5 8.9 51

South Southwest 11.9 11.7 12.5 12.8 11.7 10.9 10.6 10.4 10.8 10.5 11.5 10.7 11.2 51

Southwest 12.4 12.7 12.3 12.6 11.8 11.2 10.4 10.1 10.8 10.8 11.9 12.1 11.4 51

West Southwest 11.8 11.9 11.8 11.2 10.6 10.1 10.2 9.7 10.0 10.4 11.4 11.5 10.8 51

West 12.9 13.5 13.6 12.4 11.1 10.4 9.9 9.5 10.0 11.0 11.9 12.7 11.7 51

West Northwest 13.7 13.7 13.9 13.2 11.5 10.7 10.1 9.7 10.2 11.4 12.6 13.3 12.4 51

Northwest 13.0 13.3 13.4 13.0 12.4 11.3 10.5 10.4 10.7 11.2 12.1 12.5 12.3 51

North Northwest 11.1 11.9 12.1 11.6 11.0 10.4 9.7 9.7 9.8 10.3 10.9 11.1 10.9 51

VISIBILITY

Mean number of days with fog 10 9 11 11 13 12 12 13 11 12 11 10 135 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 ■ 431

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

SOUTH WEYMOUTH, MA (42°09'N, 70°56'W) 157 feet (48 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1015.7 1015.5 1014.2 1014.5 1015.2 1014.0 1014.7 1015.6 1017.9 1018.0 1016.5 1016.6 1015.7 38

TEMPERATURE (°F)

Mean 27.6 29.2 37.5 47.8 57.9 67.0 72.8 71.2 63.3 53.3 43.7 32.2 50.6 42

Mean daily maximum 35.5 37.4 45.7 57.1 68.0 77.0 82.3 80.5 72.7 62.8 51.8 39.9 59.5 42

Mean daily minimum 19.1 20.4 28.9 38.0 47.3 56.4 62.8 61.5 53.5 43.3 35.2 24.0 41.1 42

Extreme (highest) 70 68 81 93 96 100 101 102 96 88 81 74 102 42

Extreme (lowest) -15 -10 2 15 28 38 45 37 31 18 6 -10 -15 42

RELATIVE HUMIDITY

Average percentage 31.5 29.6 17.0 20.1 27.1 14.6 21.7 31.0 54.3 55.4 40.0 40.9 31.8 42

CLOUD COVER

Percent of time clear 22.9 22.0 19.4 17.5 14.4 13.6 12.9 15.5 18.8 22.9 17.0 20.6 18.1 38

Percent of time scattered 21.1 20.2 21.6 20.5 22.8 27.4 27.8 30.7 27.0 25.8 22.7 20.6 24.0 38

Percent of time broken 15.7 15.9 16.8 19.7 23.6 24.6 28.0 24.0 21.9 19.1 18.5 16.0 20.3 38

Percent of time overcast 40.3 41.9 42.3 42.3 39.1 34.4 31.3 29.8 32.3 32.2 41.8 42.9 37.5 38

PRECIPITATION (inches)

Mean amount 4.0 3.9 3.9 3.8 3.1 2.8 2.7 3.7 3.3 3.7 4.5 4.2 44.2 42

Greatest amount 10.7 7.5 9.8 10.0 8.1 10.3 8.4 17.5 8.3 8.9 11.2 9.5 59.5 42

Least amount 0.4 0.6 0.7 1.1 0.5 0.6 0.6 0.6 0.4 0.4 0.7 1.0 25.3 42

Maximum amount (24 hours) 2.6 3.1 3.8 2.8 2.9 2.4 2.7 6.2 3.9 2.8 3.1 2.7 6.2 42

Mean number of days 18 16 18 16 17 15 14 13 14 13 16 18 188 27

SNOW

Mean amount 12.3 12.4 8.1 1.2 T 0.0 0.0 0.0 0.0 0.1 1.2 8.1 43.4 42

Greatest amount 34.8 42.8 28.4 13.3 T 0.0 0.0 0.0 0.0 3.5 9.5 29.6 89.3 42

Least amount T T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 13.6 42

Maximum amount (24 hours) 15.2 19.0 13.0 12.0 T 0.0 0.0 0.0 0.0 3.5 9.5 14.0 19.0 42

Mean number of days 13 12 10 3 Miss 0 0 0 0 Miss 3 10 51 27

WIND

Percentage with gales 0.01 0.01 0.03 0.00 0.00 0.00 0.00 0.01 0.02 0.00 0.00 0.01 0.14 39

Mean wind speed (knots) 7.2 7.4 7.7 7.7 6.6 6.1 5.3 5.1 5.3 5.9 6.5 6.9 6.5 39

Direction (percentage of observations)

North 5.3 6.2 5.7 5.2 5.1 3.5 3.4 3.9 4.4 4.5 4.6 5.3 4.8 39

North Northeast 3.5 4.8 7.2 7.1 7.1 4.9 3.4 4.6 5.7 5.0 4.5 3.4 5.1 39

Northeast 2.0 3.4 4.7 5.6 5.8 4.4 2.6 3.8 5.0 4.0 3.0 2.4 3.9 39

East Northeast 1.6 2.5 3.5 4.2 3.8 3.7 2.9 3.1 3.7 3.4 2.6 1.8 3.1 39

East 1.4 2.2 3.2 3.8 3.3 3.4 2.9 2.9 3.2 2.6 2.4 1.8 2.8 39

East Southeast 1.0 1.6 2.2 2.9 3.2 2.7 2.2 2.2 2.1 1.9 1.9 1.2 2.1 39

Southeast 1.3 1.3 1.9 2.2 2.4 1.9 1.9 2.0 2.0 1.7 1.7 1.2 1.8 39

South Southeast 2.0 2.1 2.9 3.5 4.0 3.9 3.6 3.4 3.1 3.1 2.9 2.3 3.1 39

South 4.8 5.4 6.2 7.4 9.8 9.9 11.2 9.6 8.3 7.8 6.9 4.8 7.7 39

South Southwest 7.4 6.8 7.0 10.4 14.0 16.1 15.8 14.2 11.1 10.2 8.3 7.8 10.8 39

Southwest 6.4 5.8 4.3 6.5 7.3 10.0 11.0 9.2 7.5 7.2 7.1 7.5 7.5 39

West Southwest 8.0 6.7 5.4 4.6 4.4 6.6 6.9 6.6 5.1 6.2 7.8 7.7 6.3 39

West 11.4 11.0 9.2 7.9 6.0 6.7 7.5 7.0 6.1 7.2 9.5 10.4 8.3 39

West Northwest 13.0 11.9 10.5 8.4 5.7 5.8 6.0 5.6 6.2 7.1 9.4 11.4 8.4 39

Northwest 11.2 10.0 9.5 6.3 4.6 4.0 4.0 4.2 5.4 6.9 7.8 10.8 7.1 39

North Northwest 7.8 7.5 6.5 5.1 4.4 3.1 3.0 3.8 4.3 5.3 6.4 8.1 5.4 39

Calm 12.2 10.8 10.2 8.9 9.1 9.5 11.8 14.3 16.8 16.1 13.3 12.1 12.1 39

Direction (mean speed, knots)

North 7.7 7.6 7.7 7.2 6.6 5.9 5.4 5.7 6.1 6.7 7.0 7.3 6.9 39

North Northeast 9.2 8.9 8.9 9.1 7.4 7.4 6.0 6.3 6.9 8.4 8.4 8.5 8.0 39

Northeast 9.7 10.4 9.9 9.1 7.8 7.6 6.1 6.4 6.8 8.5 7.6 8.9 8.2 39

East Northeast 7.7 8.1 8.0 8.3 6.8 6.0 5.3 5.6 5.9 6.9 6.7 7.9 6.9 39

East 6.0 5.9 6.7 6.2 5.6 5.1 4.2 4.4 4.4 5.6 5.2 6.1 5.4 39

East Southeast 5.8 6.6 7.2 6.6 5.9 5.4 4.6 5.1 5.3 6.2 6.3 6.5 5.9 39

Southeast 6.5 6.1 7.3 7.1 6.7 6.0 4.6 5.2 5.2 6.2 6.8 7.1 6.2 39

South Southeast 7.0 6.5 6.4 6.8 5.8 5.5 4.9 4.5 5.5 5.6 6.6 6.6 5.9 39

South 6.3 6.4 6.8 7.0 6.3 6.0 5.7 5.2 5.5 5.7 5.9 5.3 6.0 39

South Southwest 7.9 8.1 8.2 8.9 8.0 7.4 6.7 6.4 6.8 6.8 7.7 7.4 7.4 39

Southwest 7.8 8.3 8.4 8.8 8.0 7.2 6.9 6.5 7.3 7.3 7.9 7.2 7.5 39

West Southwest 7.2 7.9 8.6 8.1 7.5 6.8 6.2 6.0 6.4 6.9 7.3 7.5 7.2 39

West 7.9 8.4 8.9 8.5 7.3 6.4 5.8 5.7 6.1 6.4 7.6 8.1 7.4 39

West Northwest 9.2 9.5 9.8 9.9 8.3 7.3 6.6 6.7 7.0 7.5 8.5 8.7 8.5 39

Northwest 9.4 9.2 10.2 9.8 8.7 7.5 6.7 6.7 6.8 8.0 8.7 9.0 8.7 39

North Northwest 8.5 8.6 9.0 9.3 7.9 6.8 6.4 6.1 6.7 7.7 7.8 8.4 8.0 39

VISIBILITY

Mean number of days with fog 14 12 16 15 17 19 20 21 20 19 16 15 204 27

* 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
432 ■ Appendix B ■ Coast Pilot 1

COASTAL AREA OFF JONESPORT, ME

Between 44°N to 45°N and 66°W to 69°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 8.7 7.9 7.3 3.8 1.4 0.5 0.2 0.3 0.9 2.5 5.8 9.3 3.7

Wave Height > 9 feet 1 4.6 2.9 3.1 1.5 0.3 0.1 0.0 0.4 0.4 0.9 3.6 3.6 1.4

Visibility < 2 nautical miles 1 13.6 11.1 11.8 12.9 18.4 26.7 35.7 30.9 14.9 9.0 7.2 11.4 17.9

Precipitation 1 23.8 21.6 18.6 15.1 12.8 9.6 7.0 7.4 9.9 11.2 15.6 22.1 13.7

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.7 1.6 1.7 0.5 0.1 0.0 0.0 0.5

Mean Temperature (°F) 27.2 27.6 33.5 40.3 46.9 53.1 57.6 59.0 56.0 49.8 42.6 32.8 45.3

Temperature < 33° F 1 65.4 67.0 37.8 5.4 0.1 0.0 0.0 0.0 0.0 0.2 9.1 45.3 16.6

Mean RH (%) 83 83 83 83 85 88 90 90 87 82 81 83 86

Overcast or Obscured 1 43.1 37.5 38.6 39.9 40.3 41.3 41.2 38.5 32.0 34.1 41.8 44.0 39.3

Mean Cloud Cover (8ths) 5.8 5.4 5.2 5.3 5.5 5.6 5.5 5.2 4.6 5.1 5.7 5.9 5.4

Mean SLP (mbs) 1013 1014 1013 1013 1014 1013 1014 1015 1017 1017 1015 1015 1014

Ext. Max. SLP (mbs) 1047 1052 1049 1041 1043 1036 1037 1036 1040 1044 1047 1046 1052

Ext. Min. SLP (mbs) 967 966 959 974 974 981 992 987 980 977 966 969 959

Prevailing Wind Direction NW NW NW SW SW SW SW SW SW SW NW NW SW

Thunder and Lightning 1 0.2 0.2 0.3 0.3 0.2 0.6 0.6 0.5 0.3 0.3 0.2 0.2 0.4

COASTAL AREA OFF PORTLAND, ME

Between 43°N to 44°N and 66° to 71°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 10.1 10.2 7.0 3.8 1.0 0.4 0.1 0.3 0.9 2.3 6.0 8.9 3.8

Wave Height > 9 feet 1 8.8 8.2 4.3 2.0 1.1 0.8 0.3 0.3 0.8 2.0 6.1 6.1 3.2

Visibility < 2 nautical miles 1 13.0 11.8 11.8 13.3 20.9 29.2 38.9 33.0 17.2 10.0 7.6 10.5 19.5

Precipitation 1 24.8 23.1 16.2 12.5 9.3 8.3 5.4 5.5 6.9 9.0 13.8 21.5 12.3

Temperature > 69° F 0.0 0.0 0.0 0.0 0.1 0.8 3.0 3.9 0.9 0.1 0.0 0.1 0.9

Mean Temperature (°F) 31.4 30.8 35.5 40.8 46.9 53.4 59.0 60.3 57.4 51.7 44.2 36.1 47.1

Temperature < 33° F 1 51.1 53.5 25.7 3.2 0.1 0.0 0.0 0.0 0.0 0.1 4.6 30.0 12.0

Mean RH (%) 82 81 82 83 87 89 91 90 87 83 80 81 85

Overcast or Obscured 1 45.0 40.1 38.5 38.0 39.1 39.5 41.7 38.4 31.0 32.1 41.6 44.7 39.2

Mean Cloud Cover (8ths) 5.9 5.5 5.2 5.0 5.2 5.3 5.4 5.0 4.5 4.7 5.6 6.0 5.3

Mean SLP (mbs) 1014 1013 1014 1014 1015 1014 1015 1016 1018 1018 1016 1016 1015

Ext. Max. SLP (mbs) 1050 1048 1046 1041 1041 1036 1037 1041 1046 1045 1043 1046 1050

Ext. Min. SLP (mbs) 970 960 961 976 973 984 986 987 990 977 976 971 960

Prevailing Wind Direction NW NW NW W SW SW SW SW SW SW NW NW SW

Thunder and Lightning 1 0.2 0.2 0.0 0.1 0.2 0.3 0.3 0.3 0.2 0.1 0.2 0.1 0.2

COASTAL AREA OFF BOSTON, MA

Between 42°N to 43°N and 66°W to 71°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 6.6 6.5 5.1 2.8 0.8 0.5 0.2 0.5 0.6 2.0 4.8 8.4 2.8

Wave Height > 9 feet 1 8.9 9.4 7.5 4.9 2.9 1.6 0.2 1.1 2.2 5.1 8.1 10.1 4.7

Visibility < 2 nautical miles 1 8.1 9.2 9.6 12.0 22.5 26.2 29.6 25.4 14.3 8.8 5.9 6.1 15.2

Precipitation 1 18.8 19.9 12.7 9.8 7.3 7.2 4.2 4.7 5.5 6.7 11.3 18.0 9.4

Temperature > 69° F 0.1 0.1 0.0 0.0 0.3 2.3 8.9 11.0 2.4 0.4 0.1 0.1 2.6

Mean Temperature (°F) 34.2 33.9 37.6 42.8 48.7 56.9 63.8 64.9 60.8 54.5 46.9 38.7 50.6

Temperature < 33° F 1 39.4 39.5 17.5 1.4 0.2 0.0 0.0 0.0 0.0 0.0 1.9 21.4 7.9

Mean RH (%) 83 83 83 84 88 88 88 87 85 82 80 80 84

Overcast or Obscured 1 45.3 43.2 38.2 37.0 39.7 36.2 36.9 34.0 31.2 29.2 39.7 44.8 37.0

Mean Cloud Cover (8ths) 5.8 5.6 5.1 4.8 5.1 5.0 5.1 4.8 4.5 4.4 5.5 5.8 5.0

Mean SLP (mbs) 1015 1014 1014 1014 1015 1014 1015 1016 1018 1018 1017 1016 1016

Ext. Max. SLP (mbs) 1046 1060 1053 1042 1050 1044 1034 1036 1038 1048 1053 1055 1060

Ext. Min. SLP (mbs) 957 966 957 967 977 985 990 988 980 978 970 972 957

Prevailing Wind Direction NW NW NW SW SW SW SW SW SW SW NW NW SW

Thunder and Lightning 1 0.1 0.5 0.4 0.4 0.3 0.5 0.8 0.6 0.4 0.2 0.3 0.4 0.4

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
■ Appendix B ■ 433

Mean Surface Water Temperatures and Densities

Eastport, ME

44°54'N., 66°59'W.

Bar Harbor, ME

44°23'N., 88°12'W.

Portland, ME

43°40'N., 70°15'W.

Portsmouth, NH

43°05'N., 70°45'W.

Boston, MA

42°21'N., 71°03'W.

Years of Record 40 23 37 26 48

Jan Temp (°C) 3.3 1.4 0.7 2.1 1.8

Density 23.8 23.7 22.3 21.7 21.0

Feb Temp (°C) 1.7 0.4 0.1 1.3 1.2

Density 23.7 23.7 22.1 21.5 20.9

Mar Temp (°C) 1.7 1.7 1.5 2.3 3.4

Density 23.6 23.5 21.3 19.7 19.1

Apr

Temp (°C) 2.9 4.6 4.6 5.6 7.4

Density 23.3 23.2 20.5 18.1 18.8

May

Temp (°C) 4.7 7.8 8.8 9.2 11.9

Density 23.2 23.2 20.8 19.7 19.8

Jun Temp (°C) 6.8 11.3 12.7 12.7 16.0

Density 23.5 23.3 21.6 21.4 20.9

Jul Temp (°C) 9.2 13.7 15.2 15.0 18.3

Density 23.8 23.5 22.3 22.5 21.8

Aug

Temp (°C) 10.7 14.2 15.6 15.8 18.8

Density 24.0 23.6 22.5 22.9 22.0

Sep

Temp (°C) 11.0 13.1 14.4 14.6 17.5

Density 24.1 23.8 22.5 23.0 21.8

Oct Temp (°C) 10.3 11.1 11.2 11.3 13.5

Density 24.2 24.0 22.5 23.0 22.0

Nov Temp (°C) 8.6 8.3 7.3 8.2 9.1

Density 24.0 23.9 22.2 22.1 21.5

Dec Temp (°C) 5.9 4.3 3.1 4.5 4.3

Density 23.8 23.7 22.0 21.2 21.3

Mean Temp (°C) 6.4 7.6 7.9 8.6 10.3

Density 23.8 23.6 21.9 21.4 20.9

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

29.15 987 30.03 1017 30.92 1047

29.24 990 30.12 1020 31.01 1050
434 ■ Appendix B ■ Coast Pilot 1

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 ■ 435

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
436 ■ Appendix B ■ Coast Pilot 1

Gulf of Maine Distances – Calais, Maine to Cape Cod, Massachusetts

(nautical miles)

Nantucket ShoalsProvincetown, MECape Cod Canal

Plymouth, MAScituate, MABoston, MA

Lynn, MAMarblehead, MASalem, MAGloucester, MARockport, MANewburyport, MAPortsmouth, NHYork Harbor, MEPortland, MEAugusta, MEBath, MEWiscasset, MEBoothbay Harbor, MEBangor, MEBucksport, MESearsport, MERockland, MEStonington, MEBuck Harbor, MEBar Harbor, MEJonesport, MEMachiasport, MELubec, MEEastport, MECalais, ME

Calais, ME

45°11.4'N, 67°16.7'W 312 258 270 268 259 265 261 251 252 245 236 241 230 222 198 214 187 189 168 176 159 152 145 118 125 98 66 61 26 24 -

Eastport, ME

44°54.3'N., 66°59.0'W. 297 243 255 253 244 250 246 236 237 230 221 226 216 208 183 200 173 175 153 162 145 137 130 102 109 83 42 46 3 -

Lubec, ME

44°51.7'N., 66°59.0'W. 286 232 244 242 233 239 235 225 226 219 210 215 204 196 172 188 161 162 142 150 133 126 118 91 98 72 40 35 -

Machiasport, ME

44°41.9'N., 67°23.6'W. 271 214 226 224 215 221 217 207 208 200 192 197 186 178 153 169 142 144 123 132 115 107 100 73 80 52 20 -

Jonesport, ME

44°31.6'N., 67°37.0'W. 257 197 209 206 196 203 198 188 189 182 173 178 167 159 135 149 122 124 105 113 96 89 82 53 60 34 -

Bar Harbor, ME

44°23.5'N., 68°12.0'W. 243 179 190 188 177 184 179 169 170 163 154 159 148 140 115 130 103 105 86 94 77 70 62 33 39 -

Buck Harbor, ME

44°20.3'N., 68°44.2'W. 237 165 176 174 159 162 157 148 149 138 131 137 123 114 85 94 67 68 57 39 22 16 22 16 -

Stonington, ME

44°09.2'N., 68°39.8'W. 226 155 165 163 155 158 153 143 145 133 126 132 119 109 81 90 63 64 53 47 30 24 20 -

Rockland, ME

44°06.0'N., 69°05.5'W. 223 148 160 155 142 147 142 132 133 126 115 118 107 99 71 86 59 62 42 50 33 23 -

Searsport, ME

44°27.0'N., 68°54.0'W. 242 166 178 174 161 166 161 151 152 145 134 137 127 118 90 105 78 80 61 30 13 -

Bucksport, ME

44°34.3'N., 68°48.0'W. 250 175 187 182 169 174 169 159 160 153 143 145 135 126 98 113 86 89 70 17 -

Bangor, ME

44°47.7'N., 68°46.3'W. 267 192 204 199 186 191 186 176 177 170 160 162 151 144 115 131 104 106 87 -

Boothbay Harbor, ME

43°51.0'N., 69°37.6'W. 207 119 130 125 112 115 110 101 102 95 84 86 74 64 36 50 23 21 -

Wiscasset, ME

43°59.5'N., 69°40.1'W. 217 127 139 133 120 123 118 109 110 103 92 94 82 72 44 57 30 -

Bath, ME

43°54.5'N., 69°48.7'W. 213 123 137 129 115 119 114 104 105 98 88 89 78 67 40 27 -

Augusta, ME

44°18.9'N., 69°46.4'W. 240 150 164 156 142 146 141 131 132 125 115 116 104 94 66 -

Portland, ME

43°39.4'N., 70°14.7'W. 203 107 118 112 97 100 95 86 87 79 66 67 56 43 -

York Harbor, ME

43°07.9'N., 70°38.6'W. 182 75 83 75 60 63 58 48 49 42 29 25 11 -

Portsmouth, NH

43°04.6'N., 70°44.5'W. 180 73 81 73 58 61 56 46 47 40 27 22 -

Newburyport, MA

42°48.8'N., 70°52.4'W. 171 63 72 64 48 51 47 37 38 31 16 -

Rockport, MA

42°40.0'N., 70°36.5'W. 157 49 58 50 34 37 33 23 24 17 -

Gloucester, MA

42°36.6'N., 70°39.6'W. 155 45 52 43 26 26 22 11 12 -

Salem, MA

42°31.3'N., 70°52.5'W. 159 49 53 45 24 27 18 5 -

Marblehead, MA

42°30.2'N., 70°50.7'W. 156 45 48 39 22 19 14 -

Lynn, MA

42°27.3'N., 70°56.6'W. 159 47 48 40 22 13 -

Boston, MA

42°22.0'N., 71°03.0'W. 163 49 52 40 21 -

Scituate, MA

42°11.9'N., 70°43.5'W. 143 29 29 20 -

Plymouth, MA

41°57.6'N., 70°39.8'W. 144 26 20 -

Cape Cod Canal

41°46.8'N., 70°29.0'W. 144 22 -

Provincetown, MA

42°02.5'N., 70°10.0'W. 132 -

Nantucket Shoals

40°30.0'N., 69°25.0'W. -

Each distance is by the shortest route that safe navigation permits between the two ports concerned. Vessels standing along the coast must make their own adjustments for non-direct routes. For example the table shows a 

distance of 214 miles by direct route from Machiasport to Provincetown; the distance via Matinicus Rock and Cape Ann is 235 miles. Distances from Eastport to Machiasport and other ports southward are via the deep Head 

Harbour Passage, which is 8 miles farther than via the shallower Lubec Channel.
■ Appendix B ■ 437

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
438 ■ Appendix B ■ Coast Pilot 1

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
■ Appendix B ■ 439

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.
440 ■ Appendix B ■ Coast Pilot 1

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 ■ 441

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
442 ■ Appendix B ■ Coast Pilot 1

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 ■ 443
444 ■ Appendix C ■ Coast Pilot 1

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

Northern Inshore State 

Lobster Waters Area

Fisheries management; includes 

state waters of RI, MA, NH, and 

ME, but not exempted waters of 

Sakonnet River, Narragansett Bay, 

Point Judith Pond Inlet, Niingret 

Pond Inlet, Quonochontaug Pond 

Inlet, and Weekapaug Pond Inlet.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Northern Nearshore 

Lobster Waters Area

Fisheries management; located off 

the coast of ME, NH, MA, and RI in 

Federal waters (starting three miles 

offshore).

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Offshore Lobster Waters Fisheries management; large area 

in EEZ waters from US-Canada 

border to Cape Hatteras, NC; 

located off New England and MidAtlantic states, including parts of 

Gulf of Maine and Georges Bank.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Offshore Closure Area Protection of the Harbor Porpoise. 

Located in Federal waters in Gulf 

of Maine, off MA, NH and ME, 

bounded by:

42°50'N, 69°30'W;

43°10'N, 69°10'W;

43°10'N, 67°40'W;

42°10'N, 67°40'W;

42°10'N, 69°30'W; and

42°50'N, 69°30'W. Includes Cashes 

Ledge Closure Area.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Cashes Ledge Closure 

Area

Protection of the Harbor Porpoise. 

Located in Federal waters in Gulf 

of Maine, off the coast of ME, NH 

and MA.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Cashes Ledge Closure 

Area (Multispecies)

Fisheries management; defi ned by 

the following points:

43°07'N, 69°02'W;

42°49.5'N, 68°46.0'W;

42°46.5'N, 68°50.5'W;

42°43.5'N, 68°58.5'W;

42°42.5'N, 69°17.5'W;

42°49.5'N, 69°26'W; and

43°07.0'N, 69°02’W.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Cashes Ledge Essential 

Fish Habitat Closure

Fisheries management; overlaps 

Cashes Ledge, a shallow water 

feature in Gulf of Maine off NH and 

MA. Depths reach over 600 feet 

around ledge, and rise to 100 feet 

on ledge.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Northeast Closure Area Protection of the Harbor Porpoise; 

located off the coast of ME from 

shoreline at 68°5'W, south to 

43°29.6'N, 68°55.0'W, northeast to 

44°04.4'N, 67°02.7'W, north to ME 

shoreline at 67°02.7'W.

Includes both state and Federal 

waters.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

 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
■ Appendix C ■ 445

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

Mid-Coast Closure Area Protection of the Harbor Porpoise; 

extends from the north shore of 

MA up to Penobscot Bay in ME. 

Includes both state coastal and 

Federal waters.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Western Gulf of Maine 

Closure Area

Fisheries management; 

encompasses parts of Stellwagen 

Bank, Jeffreys Ledge, and Wildcat 

Knoll.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Stellwagen Bank/

Jeffreys Ledge 

Restricted Area

Fisheries and large whale 

management; located within the 

Gulf of Maine between Cape Cod 

and south ME, covering these 

two relatively shallow water areas 

(depths < 200 feet) in the Gulf of 

Maine.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Stellwagen Bank 

National Marine 

Sanctuary

Covering large area (638 square 

nautical miles) in Federal

waters between Cape Ann and

Cape Cod in Massachusetts

Bay. Includes Stellwagen Bank,

Tillies Bank, and the south part of

Jeffreys Ledge. Depths range from

65 to 600 feet. Regulations do 

not generally affect maritime or 

fi sheries activities.

National Marine Sanctuaries 

Headquarters

301–713–3125

On-Site Information

781–545–8026

Jeffrey’s Bank Essential 

Fish Habitat Closure 

Area

Fisheries management; area 

bounded by:

43°40'N, 68°50'W;

43°40'N, 68°40'W;

43°20'N, 68°40'W;

43°20'N, 68°50'W; and

43°40'N, 68°50'W.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Western Gulf of Maine 

Essential Fish Habitat

Closure Area

Fisheries management; located off 

ME, NH, and MA. Rectangular area 

that includes part of Stellwagen 

Bank and Jeffrey’s Ledge. Depths 

roughly ranging between 60 and 

600 feet.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Seasonal Area 

Management (SAM) 

West

Protection of Right Whales; 

extending north and east

from Cape Cod. Includes a

range of shallow nearshore water

by Cape Cod and deeper

water in the Gulf of Maine.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Seasonal Area 

Management (SAM) 

East

Protection of Right Whales; located 

off MA, extending from 69o24'W to 

the outer edge of the EEZ. Includes 

deep waters in the Gulf of Maine 

and shallow waters of Georges 

Bank.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Other Northeast Gillnet 

Waters Area

Protection of large whales. Large 

area off mid-Atlantic and New 

England coastline not otherwise 

part of anchored gillnet restricted 

area. Area includes most of the 

Gulf of Maine, shallow water area 

along Georges Bank, and deeper 

water area south of Georges Bank. 

In mid-Atlantic, it contains area east 

of 33o51'W.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

 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
446 ■ Appendix C ■ Coast Pilot 1

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

Harrington River Seed 

Mussel Conservation

Area

Shores, fl ats, and waters of

Harrington River and Flat Bay. 

Includes West Carrying Place Cove 

and Five Islands Cove and the 

areas surrounding Five Islands, 

Chamberly Island, and Pineo Point. 

Maine Bureau of Resource

Management

207–633–9525

Narraguagus Bay Seed 

Mussel Conservation

Area

Shores, fl ats, and waters of

Narraguagus Bay. In the waters 

between Foster Island and the 

mainland (between Fickett Point 

and Strout Point.)

Maine Bureau of Resource

Management

207–633–9525

West Bay Seed Mussel 

Conservation Area

Shores, fl ats, and waters of

West Bay and Grand Marsh Bay

Maine Bureau of Resource

Management

207–633–9525

Taunton Bay Closed 

Area

West and north of the Route 1 

bridge connecting Hancock and

Sullivan towns, including Egypt 

Bay, Taunton Bay and Hog Bay, to 

three-mile limit.

Maine Bureau of Resource

Management

207–633–9525

Jordan River Seed 

Mussel Conservation

Area

Shores, fl ats, and waters of the 

Jordan River, north of 44°28'08"N. 

Maine Bureau of Resource

Management

207–633–9525

Penobscot Bay and 

River Closed Area

All bays, inlets, rivers, and harbors

east of the west shore of 

Penobscot Bay and River.

Maine Bureau of Resource

Management

207–633–9525

Passagassawakeag 

River Closed Area

In Passagassawakeag River,

from head of tide to 2,000 feet

below Memorial (foot) Bridge.

Maine Bureau of Resource

Management

207–633–9525

Bagaduce River Closed 

Area

Includes Bagaduce River in

Towns of Castine, Penobscot

and Brooksville, and any tributaries

upstream of North BrooksvilleSedgwick Bridge in towns of 

Penobscot, Brooksville, and 

Sedgwick. Also includes Walker’s 

Brook.

Maine Bureau of Resource

Management

207–633–9525

Penobscot River Tidal waters of Penobscot River

and its tributaries above

Joshua Chamberlain Bridge.

Maine Bureau of Resource

Management

207–633–9525

Penobscot River

Fishing Closure

Tidal waters of Penobscot River

from Veazie Dam to downstream

side of Bangor Water District 

pipeline crossing, about 3,100 

feet downstream of Veazie Dam 

and identifi ed by two red posts on 

either side of Penobscot River in 

Eddington and Veazie.

Maine Bureau of Resource

Management

207–633–9525

Penobscot River

Closed Area

Penobscot River and tributaries

upstream of line from old fertilizer 

plant dock at Sandy Point, in town 

of Stockton Springs, to south point 

of Verona Island, due east to red 

painted post on east shore of 

Penobscot River in town of Orland.

Maine Bureau of Resource

Management

207–633–9525

St. George River Closed 

Area

In St. George River, above a line 

from Hooper’s Point in town of St. 

George, west across north point 

of Caldwell’s Island to a point on 

opposite shore of Gay Island in 

town of Cushing.

Maine Bureau of Resource

Management

207–633–9525

 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
■ Appendix C ■ 447

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

Medomak River Closed 

Area

All waters of Medomak River 

above the south tip of Jones Neck, 

including Broad Cove, Eastern 

Branch, and Western Branch.

Maine Bureau of Resource

Management

207–633–9525

Damariscotta River 

Closed Area

Waters of Damariscotta River,

north of the bridge between 

Newcastle and Damariscotta.

Maine Bureau of Resource

Management

207–633–9525

Great Salt Bay Marine 

Shellfi sh Preserve

Tidal portion of Damariscotta River 

and all waters of Great Salt Bay.

Maine Bureau of Resource

Management

207–633–9525

Damariscotta River 

Closed Area (crabs)

The waters of Damariscotta River 

above Fort Island.

Maine Bureau of Resource

Management

207–633–9525

Sasanoa River Closed 

Area

Sanasoa River starting at west

point of Sasanoa Point to Lower 

Hell Gate.

Maine Bureau of Resource

Management

207–633–9525

Sheepscot River

Closed Area

Waters of the Sheepscot River 

above the bridge between 

Wiscasset and Edgecomb.

Maine Bureau of Resource

Management

207–633–9525

Newcastle Conservation

Area I

Shores, fl ats and waters of

Marsh River, south of the railroad 

bridges across the river; includes 

outfall of Sherman Lake.

Maine Bureau of Resource

Management

207–633–9525

Kennebec River Closed 

Area

Waters of the Kennebec River 

above Fort Popham.

Maine Bureau of Resource

Management

207–633–9525

Kennebec River 

(Gardiner/Randolph

bridge)

Tidal waters of the Kennebec

River above Gardiner/Randolph

bridge.

Maine Bureau of Resource

Management

207–633–9525

Bond Brook

(Kennebec County)

Tidal waters of Bond Brook 

(Augusta, ME).

Maine Bureau of Resource

Management

207–633–9525

Eastern River All waters of the Eastern River. Maine Bureau of Resource

Management

207–633–9525

Royal River Closed Area Waters of the Royal River above 

Browns Point.

Maine Bureau of Resource

Management

207–633–9525

Androscoggin River 

Closed Area

All waters of Androscoggin River 

and Merrymeeting Bay and their 

tributaries.

Maine Bureau of Resource

Management

207–633–9525

Great Bay National

Estuarine Research 

Reserve

All waters of Great Bay including a 

portion extending north into Little 

Bay.

On-Site Information

603–868–1095

Great Bay National 

Wildlife Refuge

Waters surrounding Fabyan Point

at Herods Cove, extending 100

feet from shore.

U.S. Fish & Wildlife Service, 

Headquarters (202–208–6843)

NE Region (413–253–8200)

On-Site Info (603–431–7511)

Parker River National 

Wildlife Refuge

Includes most of Plum Island

Sound and part of Parker River.

U.S. Fish & Wildlife Service, 

Headquarters (202–208–6843)

NE Region (413–253–8200)

On-Site Info (978–465–5753)

Outer Boston Harbor

Restricted Gillnet Area

For protection of Right Whales.

Extending along the coast from 

Hull to Nantasket and just outside 

Boston Harbor. A nearly rectangular 

area extending about 5.5 miles 

offshore, and about 8 miles from 

northwest to southeast.

Massachusetts Division of 

Marine Fisheries

617–626–1520

 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
448 ■ Appendix C ■ Coast Pilot 1

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

Right Whale Critical 

Habitat and Adjacent

Waters Restricted Gear

Area

Encompassing all waters of Cape 

Cod Bay and also including the 

rectangular area extending north 

and west of Provincetown.

Massachusetts Division of 

Marine Fisheries

617–626–1520

Cape Cod Bay

Year-Round Fish Pot 

Trawl Floating Ground 

Line Prohibition Area

For protection of Right Whales.

Encompassing all of Cape Cod

Bay and extending a few miles

north of it.

Massachusetts Division of 

Marine Fisheries

617–626–1520

Cape Cod Bay

Restricted Area

Created for protection of Right

Whales. Encompasses all of Cape

Cod Bay, except the extreme west

edge. Extends north of the bay

about ten miles.

Massachusetts Division of 

Marine Fisheries

617–626–1520

Massachusetts Bay 

Closure Area

Created for protection of the Harbor

Porpoise. Includes area south

of Cape Ann at 42°30'N, thence 

east to 70°30'W, thence south to 

42°12'N, thence east to 70°00'W, 

thence to south boundary at 

42°00'N, thence west through Cape 

Cod to MA shoreline (maximum 

depth = 300 feet.)

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

 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
INDEX

A

Abagadasset Point 13298 · · · · · · 297

Abbot Rock 13276 · · · · · · · · · 372

Abbreviations for Broadcast · · · · · 22

Abijah Ledge 13322· · · · · · · · · 207

Abner Point 13290 · · · · · · · · · 303

Academy, Maine Maritime 13309· · 261

Acadia National Park 13312 · · · · 201

Acadia National Park 13318 · · · · 205

Adams Point 13285 · · · · · · · · · 343

Addison 13324 · · · · · · · · · · · 194

Agriculture, Department of· · · 35, 423

Aids to navigation · · · · · · · · 9, 144

Aircraft procedures for directing

surface craft · · · · · · · · · · · · · 16

Airy Ledge 13313 · · · · · · · · · · 236

Alden Rock 13290· · · · · · · · · · 313

Alden Rock 13303· · · · · · · · · · 241

Aldridge Ledge 13270· · · · · · · · 381

Allen Cove 13315 · · · · · · · · · · 234

Allen Cove 13316 · · · · · · · · · · 224

Allen Island 13301 · · · · · · · · · 268

Allen Shoal 13301 · · · · · · · · · 242

Allerton Harbor 13270 · · · · · · · 395

Alley Island 13316 · · · · · · · · · 223

Almore Cove 13392 · · · · · · · · · 184

Amendments (NMR's) · · · · · · · · · 1

American Practical Navigator

(Bowditch) · · · · · · · · · · 419

Ames Cove 13305, 13309 · · · · · · 250

Ames Ledge 13298 · · · · · · · · · 297

Amesbury 13274 · · · · · · · · · · 351

Amesbury Point 13308 · · · · · · · 246

Ammen Rock 13260 · · · · · · · · 151

AMVER · · · · · · · · · · · · · · · · 39

AMVER Reporting Required · · · · · 40

Anchorage Regulations · · · · · · · 56

Anchorages · · · · · · · · · · · · · 145

Anderson Ledge 13283 · · · · · · · 346

Andrews Island 13303 · · · · · · · 252

Andrews Island 13315 · · · · · · · 234

Andrews Point 13279 · · · · · · · · 357

Androscoggin River 13293 · · · · · 296

Anguilla Island 13326 · · · · · · · 189

Animal and Plant Health Inspection

Service · · · · · · · · · · · · · 35

Animal and Plant Health Inspection

Service (APHIS) · · · · · · · · 423

Animal Import Centers · · · · · · · 424

Annisquam 13281 · · · · · · · · · 355

Annisquam Harbor Light 13281 · · 355

Annisquam River 13281 · · · · · · 355

Appledore Island 13283· · · · · · · 346

Appledore Ledge 13283 · · · · · · · 346

Area to be avoided 13200 · · · · · · 152

Arey Cove 13305 · · · · · · · · · · 243

Arey Cove 13318 · · · · · · · · · · 205

Arey Ledges 13305 · · · · · · · · · 243

Ark, The 13293 · · · · · · · · · · · 280

Army Corps of Engineers

(USACE) · · · · · · · · · · · · 38

Arrowsic Island 13296, 13293 · · · 285

Articulated daybeacons · · · · · · · 11

Articulated lights· · · · · · · · · · · 11

Asa (Phinney) Island

13315, 13313 · · · · · · · · · 220

Ash Island 13303 · · · · · · · · · · 253

Ash Island 13318 · · · · · · · · · · 208

Ash Point 13290 · · · · · · · · · · 305

Asia Rip 13204 · · · · · · · · · · · 152

Atkins Bay 13295 · · · · · · · · · · 293

Atlantic 13313 · · · · · · · · · · · 219

Atlantic Hill 13270 · · · · · · · · · 381

Atlantic Point 13307 · · · · · · · · 255

Atlantis Canyon 12300 · · · · · · · 153

Augusta 13297 · · · · · · · · · · · 298

aurora borealis · · · · · · · · · · · 161

Automated Mutual-assistance Vessel

Rescue System (AMVER) · · · · 39

Avery Ledge 13279 · · · · · · · · · 357

Avery Rock 13326· · · · · · · · · · 186

B

Babbidge Island 13308 · · · · · · · 246

Babson Island 13316 · · · · · · · · 230

Babson Ledge 13281 · · · · · · · · 363

Bache Rock 13290 · · · · · · · · · 313

Back Beach 13276 · · · · · · · · · 374

Back Channel 13283 · · · · · 335, 340

Back Cove 13292 · · · · · · · · · · 318

Back Cove 13301 · · · · · · · · · · 274

Back Cove 13318 · · · · · · · · · · 209

Back Narrows 13293 · · · · · · · · 279

Back River 13253 · · · · · · · · · · 407

Back River 13295 · · · · · · · · · · 294

Back River 13296 · · · · · · · 285, 289

Back River 13301 · · · · · · · · · · 272

Back River Cove 13301 · · · · · · · 273

Bagaduce River 13309 · · · · · · · 261

Bailey Creek 13269 · · · · · · · · · 399

Bailey Island 13290 · · · · · · · · · 303

Bailey Ledge 13301 · · · · · · · · · 269

Bailey Ledge 13394 · · · · · · · · · 184

Baileys Mistake 13394 · · · · · · · 184

Baker Island 13321 · · · · · · · · · 213

Baker Islands 13313 · · · · · · · · 219

Baker Islet 13293 · · · · · · · · · · 279

Bakers Island Light 13275 · · · · · 367

Bald Head 13293 · · · · · · · · · · 290

Bald Head 13394, 13396 · · · · · · 175

Bald Head Cliff 13286· · · · · · · · 328

Bald Head Ledge 13293· · · · · · · 291

Bald Porcupine Island 13323 · · · · 211

Bald Rock 13318 · · · · · · · · · · 211

Bald Rock 13324 · · · · · · · · · · 202

Bald Rock Ledge 13318· · · · · · · 211

Ballast Island 13326 · · · · · · · · 190

Ballast Island Ledge 13326 · · · · · 190

Ballaststone Ledge 13290· · · · · · 302

Bangor 13309 · · · · · · · · · · · · 265

Bangs Island 13290· · · · · · 305 - 306

Bantam Ledge 13303 · · · · · · · · 241

Bantam Rock 13293 · · · · · · · · 280

Bar Harbor 13323 · · · · · · 211 - 212

Bar Harbor 13394· · · · · · · · · · 180

Bar Island 13301 · · · · · · · 268, 272

Bar Island 13305 · · · · · · · · · · 248

Bar Island 13316 · · · · · · · · · · 223

Bar Island 13323 · · · · · · · · · · 211

Bar Island 13324 · · · · · · · · · · 203

Bar Island 13326 · · · · · · · 187, 189

Bar Island Ledge 13301· · · · · · · 272

Bar Ledge 13287 · · · · · · · · · · 322

Bare Island 13315· · · · · · · · · · 235

Bare Island 13326· · · · · · · · · · 187

Barley Ledge 13309· · · · · · · · · 251

Barn Point 13283 · · · · · · · · · · 328

Barnstable 13251 · · · · · · · · · · 409

Barnstable Harbor 13251· · · · · · 409

Barred Islands 13305 · · · · · 245, 249

Barrel Rock 13269 · · · · · · · · · 399

Barrel, The 13301· · · · · · · · · · 242

Barrel, The 13303· · · · · · · · · · 241

Barter Island Ledges 13315· · · · · 235

Barter Shoal 13301 · · · · · · · · · 267

Barters Island 13296 · · · · · · · · 289

Bartlett (Smith) Cove 13309 · · · · 262

Bartlett Harbor 13308 · · · · · · · 247

Bartlett Island 13316 · · · · · · · · 222

Bartlett Narrows 13316· · · · · · · 222

Bartlett Rock 13253 · · · · · · · · 404

Bartlett Rock 13279 · · · · · · · · 357

Barton Island 13305 · · · · · · · · 248

Barton Ledge 13324 · · · · · · · · 194

Basin Cove 13290 · · · · · · · · · · 305

■ Index ■ 449

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 GeospatialIntelligence Agency are indicted by an

asterisk.
Basin Point 13290 · · · · · · · · · 305

Basin, The 13290 · · · · · · · · · · 301

Basin, The 13305 · · · · · · · · · · 248

Basket Island 13287 · · · · · · · · 322

Basket Island 13292 · · · · · · · · 309

Bass Harbor 13316 · · · · · · · · · 221

Bass Harbor Bar 13313 · · · · · · · 217

Bass Harbor Head 13313 · · · · · · 217

Bass River 13276 · · · · · · · · · · 372

Bass Rock 13282 · · · · · · · · · · 353

Bassing Beach 13269 · · · · · · · · 399

Bates Island 13290 · · · · · · · · · 306

Bath 13296 · · · · · · · · · · · · · 294

Batson Ledges 13326 · · · · · · · · 192

Batson River 13286 · · · · · · · · · 325

Bay Ledge 13303 · · · · · · · · · · 241

Bay Ledge 13315 · · · · · · · · · · 234

Bay Ledge 13324 · · · · · · · · · · 194

Bay Point 13295 · · · · · · · · · · 293

Bay View 13279 · · · · · · · · · · · 356

Bayside 13309· · · · · · · · · · · · 258

Beach Channel 13253 · · · · · · · 407

Beach Island 13305 · · · · · · · · · 249

Beach Ledge 13313 · · · · · · · · · 218

Beach Ledges 13303 · · · · · · · · 241

Beals 13326 · · · · · · · · · · · · · 191

Beals Cove 13290 · · · · · · · · · · 304

Beals Harbor 13326· · · · · · · · · 191

Bean Island 13318 · · · · · · · · · 209

Bean Ledge 13318 · · · · · · · · · 209

Bear Island 13290· · · · · · · · · · 301

Bear Island 13305· · · · · · · · · · 245

Bear Island 13316· · · · · · · · · · 230

Bear Island 13321· · · · · · · · · · 216

Bearings · · · · · · · · · · · · · · · · 1

Bearskin Neck 13279 · · · · · · · · 357

Beauchamp Point 13307 · · · · · · 256

Beaumont Ledge 13313 · · · · · · 218

Beaver Island 13293 · · · · · · · · 275

Beef Rock 13298 · · · · · · · · · · 297

Belfast 13309 · · · · · · · · · · · · 258

Belfast Bay 13309 · · · · · · · · · · 258

Bellamy River 13285 · · · · · · · · 343

Belle Isle Inlet 13270 · · · · · · · · 393

Benjamin River 13316 · · · · · · · 231

Benner Island 13301 · · · · · · · · 268

Bernard 13316 · · · · · · · · · · · 222

Berry Cove 13318 · · · · · · · · · · 210

Beverly Channel 13276 · · · · · · · 370

Beverly Cove 13276· · · · · · · · · 371

Beverly Harbor 13276 · · · · · 367, 370

Beyer Ship Ledge 13301 · · · · · · 272

Bibb Rock 13286 · · · · · · · · · · 327

Biddeford 13287 · · · · · · · · · · 322

Biddeford Pool 13287· · · · · · · · 324

Big Black Ledge 13324 · · · · · · · 204

Big Breaking Ledge 13326 · · · · · 190

Big Holly Cove 13392· · · · · · · · 185

Big Moose Island 13318 · · · · · · 205

Big Nash Island 13324 · · · · · · · 193

Bill Wallace Ground 13293 · · · · · 292

Billings Cove 13316· · · · · · · · · 231

Billingsgate Island 13250· · · · · · 412

Billingsgate Shoal 13250 · · · · · · 412

Bills Island 13313· · · · · · · · · · 235

Birch Harbor 13324 · · · · · · · · 204

Birch Island 13290 · · · · · · · · · 306

Birch Island 13293 · · · · · · · · · 276

Birch Island 13303 · · · · · · · · · 252

Birch Island 13316 · · · · · · · · · 222

Birch Island Ledge 13290 · · · · · 306

Birch Islands 13324· · · · · · · · · 194

Birch Point 13290 · · · · · · · 301, 307

Bird Rock 13316 · · · · · · · · · · 225

Biskie Head 13281 · · · · · · · · · 356

Black Bess Point 13281· · · · · · · 362

Black Duck Cove 13326 · · · · · · 192

Black Head 13326· · · · · · · · · · 191

Black Horse 13313 · · · · · · · · · 236

Black Island 13301 · · · · · · · · · 272

Black Island 13313 · · · · · · · · · 218

Black Island 13315, 13313 · · · · · 220

Black Island 13316 · · · · · · · · · 223

Black Island Ledge 13301 · · · · · 272

Black Ledge 13308 · · · · · · · · · 246

Black Ledge 13313 · · · · · · · · · 220

Black Ledge 13324 · · · · · · · · · 195

Black Ledges 13309· · · · · · · · · 233

Black Ledges 13326· · · · · · · · · 192

Black Ledges 13392· · · · · · · · · 185

Black Point 13316 · · · · · · · · · 226

Black Point Cove 13392 · · · · · · 184

Black Rock 13281· · · · · · · · · · 363

Black Rock 13301 · · · · · · · 242, 267

Black Rock 13316· · · · · · · · · · 225

Black Rock 13326· · · · · · · · · · 193

Black Rock 13394, 13396· · · · · · 178

Black Rock Channel 13270 · · · · · 383

Black Rock Channel 13275 · · · · · 376

Black Rocks (Eastern Ledges)

13326 · · · · · · · · · · · · · 190

Black Rocks 13270 · · · · · · · · · 381

Black Rocks 13283 · · · · · · · · · 330

Black Rocks 13303 · · · · · · · · · 241

Black Rocks, The 13295 · · · · · · 286

Blackmans Point 13253 · · · · · · 404

Blacksmithshop Ledge 13296 · · · 285

Blacksnake Ledge 13290 · · · · · · 302

Blackwater River 13278 · · · · · · 347

Blaney Rock 13275 · · · · · · · · · 375

Blish Point 13251· · · · · · · · · · 409

Blue Hill 13316 · · · · · · · · 224 - 225

Blue Hill Bay 13316 · · · · · · · · 221

Blue Hill Bay 13316, 13313· · · · · 226

Blue Hill Bay Light 3 13316 · · · · 223

Blue Hill Harbor 13316· · · · · · · 224

Blue Hill Rock 13313 · · · · · · · · 235

Blue Point Hill 13287· · · · · · · · 322

Bluff Head 13296 · · · · · · · · · · 294

Bluff Island 13287 · · · · · · · · · 322

Blynman Canal 13281 · · · · · 355, 362

Boden Point 13276 · · · · · · · · · 374

Boden Rocks 13276· · · · · · · · · 374

Bog Brook Cove 13392 · · · · · · · 184

Boiler Rock 13296 · · · · · · · · · 284

Boilers, The 13296 · · · · · · · · · 285

Bois Bubert Island 13324· · · · · · 195

Bold Dick 13290 · · · · · · · · · · 299

Bold Island 13315· · · · · · · · · · 233

Bold Island Ledges 13315 · · · · · 233

Bonney Chess Ledge 13324· · · · · 201

Boohoo Ledge 13275 · · · · · · · · 365

Boon Island 13286 · · · · · · · · · 331

Boon Island Ledge 13286· · · · · · 331

Boot Cove 13394 · · · · · · · · · · 184

Booth Bay 13293 · · · · · · · · · · 280

Boothbay Harbor 13296 · · · · · · 281

Boring Stone, The 13394, 13396 · · 173

Boston 13270 · · · · · · · · · · · · 380

Boston Harbor 13270· · · · · · · · 379

Boston Island 13296 · · · · · · · · 288

Boston Ledge 13270 · · · · · · · · 381

Boston Light 13270· · · · · · · · · 381

Boston Main Channel 13270,

13272 · · · · · · · · · · · · · 383

Boston North Channel 13270 · · · 382

Boston South Channel 13270 · · · 382

Boulders, The 13316 · · · · · · · · 230

Boundary Ledges 13326 · · · · · · 189

Bow Bell 13275 · · · · · · · · · · · 366

Bowden Ledge 13321 · · · · · · · · 217

Bowditch Ledge 13276 · · · · · · · 368

Bowditch Ledge Daybeacon

13276 · · · · · · · · · · · · · 367

Bowdoinham 13293 · · · · · · · · 296

Boxam Ledge 13313 · · · · · · · · 220

Brace Cove 13279· · · · · · · · · · 359

Bracketts Channel 13305· · · · · · 251

Bracy Cove 13321· · · · · · · · · · 217

Bradbury Island 13305 · · · · · · · 244

Bradford 13274 · · · · · · · · · · · 352

Bradstreet Cove 13293 · · · · · · · 276

Bragdon Island 13283 · · · · · · · 331

Branch Brook 13286 · · · · · · · · 327

Brandies, The 13313 · · · · · · · · 236

Brant Rock 13253· · · · · · · · · · 404

Brave Boat Harbor 13283· · · · · · 332

Breakers, The 13305 · · · · · · · · 243

Breaking Rocks 13278 · · · · · · · 349

Bremen 13301 · · · · · · · · · · · 275

Brewer 13309 · · · · · · · · · · · · 265

Brewster Point 13307· · · · · · · · 256

Brewster Point Ledge 13307 · · · · 256

Bridge and cable clearances· · · · · · 7

450 ■ Index ■ Coast Pilot 1
Bridge lights and clearance gages · · 11

Bridges · · · · · · · · · · · · · · · · 1

Bridges Point 13316 · · · · · · · · 231

Bridges Point Shoal 13316 · · · · · 231

Brig Ledge 13303 · · · · · · · · · · 240

Brighams Cove 13290 · · · · · · · 301

Brimbles 13276 · · · · · · · · · · · 369

Brimstone Island 13305 · · · · · · 243

Brimstone Island 13313 · · · · · · 220

Broad Canal 13272 · · · · · · · · · 391

Broad Cove 13287 · · · · · · · · · 321

Broad Cove 13290, 13292 · · · · · 308

Broad Cove 13292 · · · · · · · · · 317

Broad Cove 13301 · · · · · · · 269, 273

Broad Cove 13394, 13396 · · · · · 174

Broad Cove Rock 13290 · · · · · · 313

Broad Sound 13275· · · · · · · · · 376

Broad Sound 13290· · · · · · · · · 305

Broadcast Abbreviations · · · · · · · 22

Broken Cove 13290 · · · · · · · · · 306

Brookings Bay 13296 · · · · · · · · 284

Brooklin 13316 · · · · · · · · · · · 230

Brothers Passage 13326 · · · · · · 188

Brothers, The 13287 · · · · · · · · 321

Brothers, The 13292 · · · · · · · · 309

Brothers, The 13301 · · · · · · · · 267

Brothers, The 13326 · · · · · · · · 188

Brown Cow 13324 · · · · · · · · · 204

Brown Cow, The 13305 · · · · · · · 236

Brown Cow, The 13315 · · · · · · · 233

Browney Island 13326 · · · · · · · 192

Browns Bank 13009 · · · · · · · · 150

Browns Bank 13253 · · · · · · · · 407

Browns Head Ledge 13301 · · · · · 272

Browns Head Light 13308 · · · · · 245

Browns Island 13297 · · · · · · · · 298

Brunswick 13293 · · · · · · · · · · 296

Brush Ledge 13269 · · · · · · · · · 399

Bryant Point 13269 · · · · · · · · · 400

Buck Island 13309 · · · · · · · · · 232

Buckle Island 13313 · · · · · · · · 219

Buckle Island 13315 · · · · · · · · 235

Buckle Island 13315, 13313 · · · · 220

Bucks Harbor 13309 · · · · · · · · 231

Bucks Harbor 13326 · · · · · · · · 187

Bucks Head 13326 · · · · · · · · · 187

Bucks Ledge 13309 · · · · · · · · · 265

Bucks Neck 13326 · · · · · · · · · 187

Bucksport 13309 · · · · · · · · · · 264

Bull Ledge 13296 · · · · · · · · · · 288

Bull Rock 13392 · · · · · · · · · · 184

Bull, The 13293· · · · · · · · · · · 277

Bulldog, The 13293 · · · · · · · · · 277

Bulwark Shoal 13290 · · · · · · · · 313

Bumkin Island 13270· · · · · · · · 397

Bunker Cove 13318· · · · · · · · · 208

Bunker Cove 13326· · · · · · · · · 189

Bunker Ledge 13305 · · · · · · · · 243

Bunker Ledge 13324 · · · · · 194, 204

Bunkers Harbor 13324 · · · · · · · 204

Buoys· · · · · · · · · · · · · · · · · 11

Burial Islet 13394, 13396· · · · · · 174

Burnt Coat Harbor 13313 · · · · · 219

Burnt Coat Island 13290 · · · · · · 300

Burnt Cove 13315 · · · · · · · · · 235

Burnt Island 13296 · · · · · · · · · 281

Burnt Island 13301 · · · · · · · · · 268

Burnt Island 13303 · · · · · · · · · 253

Burnt Island 13305 · · · · · · · · · 245

Burnt Island 13313 · · · · · · · · · 235

Burnt Island Ledge 13303 · · · · · 253

Burnt Jacket Channel 13298 · · · · 296

Burnt Porcupine Island 13323 · · · 213

Bushy Islet 13290· · · · · · · · · · 301

Bustins Island 13290 · · · · · · · · 307

Bustins Ledge 13290 · · · · · · · · 307

Butter Island 13305· · · · · · · · · 245

Buttonmold Ledges 13293 · · · · · 292

Byard Point 13316 · · · · · · · · · 231

C

Cabbage Island 13293 · · · · · · · 281

Cable clearances· · · · · · · · · · · · 7

Cable ferries · · · · · · · · · · · · · · 1

Cadillac Mountain 13318 · · · · · · 205

Calais 13398 · · · · · · · · · · · · 179

Calderwood Island 13308· · · · · · 246

Caldwell Island 13301 · · · · · · · 268

Calf Island 13270 · · · · · · · · · · 382

Calf Island 13301 · · · · · · · · · · 266

Calf Island 13318 · · · · · · · · · · 208

Calf Island Bar 13318 · · · · · · · · 208

Cambridge 13272 · · · · · · · · · · 390

Camden 13307 · · · · · · · · · · · 257

Camden Harbor 13307 · · · · · · · 257

Camel Ground 13293 · · · · · · · · 291

Cameron Point 13296 · · · · · · · 284

Camp Rock 13315 · · · · · · · · · 235

Campobello Island 13394, 13396· · 177

Canal, Cape Cod 13236 · · · · · · · 408

Canoe Point 13323 · · · · · · · · · 211

Cape Ann 13279 · · · · · · · · · · 356

Cape Arundel 13286 · · · · · · · · 326

Cape Carter 13316 · · · · · · · · · 231

Cape Cod 13246· · · · · · · · · · · 409

Cape Cod Bay 13246 · · · · · · · · 403

Cape Cod Canal 13236 · · · · · · · 408

Cape Elizabeth 13292· · · · · · · · 310

Cape Harbor 13293 · · · · · · · · · 280

Cape Hedge 13279 · · · · · · · · · 359

Cape Island 13286 · · · · · · · · · 325

Cape Island 13293 · · · · · · · · · 280

Cape Jellison 13309· · · · · · · · · 261

Cape Levi 13318 · · · · · · · · · · 211

Cape Neddick 13283 · · · · · · · · 328

Cape Neddick Harbor 13283 · · · · 328

Cape Neddick Light 13283 · · · · · 328

Cape Neddick Nubble 13283 · · · · 328

Cape Newagen 13293 · · · · · · · · 280

Cape Porpoise 13286 · · · · · · · · 325

Cape Porpoise Harbor 13286 · · · · 325

Cape Rosier 13309 · · · · · · · · · 230

Cape Sable 13009 · · · · · · · · · · 150

Cape Small 13293· · · · · · · · · · 290

Cape Small Harbor 13290 · · · · · 299

Cape Wash 13392 · · · · · · · · · · 185

Cape Wash Island 13392 · · · · · · 185

Capitol Island 13293 · · · · · · · · 281

Captains Hill 13253· · · · · · · · · 406

Card Cove 13290 · · · · · · · · · · 302

Card Cove 13293 · · · · · · · · · · 281

Card Ledge 13293· · · · · · · · · · 281

Cargo Care · · · · · · · · · · · · · 162

Carlisle Island 13293 · · · · · · · · 279

Carlisle Point 13293 · · · · · · · · 279

Carlow Island 13394, 13396 · · · · 177

Carney Point 13298· · · · · · · · · 297

Carrying Place Cove 13290 · · · · · 300

Carrying Place Cove 13324 · · · · · 202

Carrying Place Cove 13394 · · · · · 184

Carrying Place Head 13290· · · · · 300

Carrying Place Island 13326 · · · · 191

Carver Cove 13308 · · · · · · · · · 246

Carvers Harbor 13305 · · · · · · · 248

Carvers Harbor Entrance Light 2

13305 · · · · · · · · · · · · · 248

Carvers Island 13305 · · · · · · · · 243

Casco Bay 13290 · · · · · · · · · · 298

Casco Bay Island 13394, 13396· · · 178

Casco Passage 13315, 13313 · · · · 220

Cashes Ledge 13260 · · · · · · · · 151

Castine 13309· · · · · · · · · · · · 261

Castine Harbor 13309 · · · · · · · 261

Castle Hill 13282, 13279 · · · · · · 353

Castle Island 13272 · · · · · · · · · 390

Castle, The 13282, 13279 · · · · · · 353

Castle, The 13324· · · · · · · · · · 201

Cat Ledge 13303 · · · · · · · · · · 242

Cat Ledges 13295 · · · · · · · · · · 287

Cathance River 13293 · · · · · · · 296

Cedar Grove 13297 · · · · · · · · · 297

Cedar Island 13283 · · · · · · · · · 346

Cedar Island 13305 · · · · · · · · · 248

Cedar Island Ledge 13283 · · · · · 346

Cedar Ledges 13290 · · · · · · · · 302

Cedar Point 13269 · · · · · · · · · 401

Center Harbor 13316 · · · · · · · · 230

Center Hill 13270· · · · · · · · · · 381

Center Hill Point 13246 · · · · · · 408

Chamberly Island 13324 · · · · · · 195

Chance Island 13326 · · · · · · · · 187

Chandler Bay 13326 · · · · · · · · 190

■ Index ■ 451
Chandler Cove 13292 · · · · · · · · 308

Chandler River 13326 · · · · · · · 189

Channel Ledge 13305· · · · · · · · 243

Channel Rock 13303 · · · · · · · · 252

Channel Rock 13305 · · · · · · · · 235

Channel Rock 13308 · · · · · · · · 246

Channel Rock 13313 · · · · · · · · 229

Channel Rock 13315 · · · · · · · · 234

Channel Rock 13316 · · · · · 223, 230

Channel Rock 13326 · · · · · · · · 192

Chappel Ledge 13276 · · · · · · · · 369

Charity Ledge 13290 · · · · · · · · 303

Charles River 13272 · · · · · · · · 390

Charles River Dam 13272 · · · · · 391

Charleston Navy Yard 13272 · · · · 389

Charlestown 13272 · · · · · · · · · 389

Chart Datum · · · · · · · · · · · · · 3

Chart Numbering System · · · · · · · 7

Chart Projections · · · · · · · · · · · 3

Chart symbols and abbreviations · · · 3

Charts and Publications-National

Ocean Service · · · · · · · · · 417

Charts and Publications-Other U.S.

Government Agencies· · · · · 418

Chatto Island 13316 · · · · · · · · 230

Chauncey Creek 13283 · · · · · · · 340

Chebeague Island 13290 · · · · · · 308

Chelsea 13272 · · · · · · · · · · · 389

Chelsea River 13272 · · · · · · · · 391

Cherry Island 13394, 13396 · · · · 178

Cherry Island Bar 13275 · · · · · · 377

Cherryfield 13324· · · · · · · · · · 197

Childrens Island 13276 · · · · · · · 367

Childrens Island Channel 13275,

13276 · · · · · · · · · · · · · 368

Chimney Rock 13287 · · · · · · · · 321

Chimney Rock 13292 · · · · · · · · 310

Chitman Point 13324· · · · · · · · 197

Chittenden Rock 13269· · · · · · · 399

Chops 13298 · · · · · · · · · · · · 296

Chops Point 13298 · · · · · · · · · 296

Christmas Cove 13293 · · · · · · · 278

Chubb Islet 13275 · · · · · · · · · 366

Citizenship and Immigration

Services · · · · · · · · · · · · · 39

City Point 13272 · · · · · · · · · · 390

Clam Cove 13307 · · · · · · · · · · 256

Clam Cove 13394, 13396 · · · · · · 177

Clam Ledges 13305 · · · · · · · · · 243

Clam Rock 13296 · · · · · · · · · · 282

Clapboard Island 13292· · · · · · · 309

Clark Cove 13293 · · · · · · · · · · 279

Clark Cove 13301 · · · · · · · · · · 266

Clark Island 13301 · · · · · · · · · 266

Clark Ledge 13396 · · · · · · · · · 176

Clark Ledges 13324· · · · · · · · · 204

Clark Ledges Daybeacon 5

13324 · · · · · · · · · · · · · 204

Clark Point 13321 · · · · · · · · · 215

Clark Point 13324 · · · · · · · · · 204

Clarks Island 13253· · · · · · · · · 407

Clarks Island 13283· · · · · · · · · 340

Clean Water Act (CWA) · · · · · · · 26

Cliff Island 13290 · · · · · · · · · · 306

Closson Point 13316 · · · · · · · · 224

Cloudiness · · · · · · · · · · · · · 162

Clough Point 13293 · · · · · · 286, 290

Clous Ledge 13296 · · · · · · · · · 289

Coast Guard · · · · · · · · · · · · · 39

Coast Guard District Offices · · · · 420

Coast Guard droppable, floatable

pumps · · · · · · · · · · · · · 19

Coast Guard Radio Broadcasts · · · 421

Coast Guard radio stations· · · · · · 20

Coast Guard Stations · · · · · · · · 421

Coast Guard vessels,

warning signals· · · · · · · · · 31

Coast Pilot · · · · · · · · · · · · 1, 417

Cobscook Bay 13394 · · · · · · · · 179

Cobscook Falls 13394· · · · · · · · 180

Cocheco River 13285 · · · · · · · · 343

Cod Ledge 13313 · · · · · · · · · · 220

Cod Ledges 13318 · · · · · · · · · 207

Cod Rock 13283 · · · · · · · · · · 336

Codhead Ledge 13326 · · · · · · · 188

Cohasset 13269 · · · · · · · · · · · 400

Cohasset Cove 13269 · · · · · · · · 399

Cohasset Harbor 13269· · · · · · · 399

Colbeth Rock 13326 · · · · · · · · 187

Colby Cove 13293· · · · · · · · · · 286

Colby Ledge 13313 · · · · · · · · · 229

Colby Pup 13313 · · · · · · · · · · 229

Cold Fronts · · · · · · · · · · · · · 157

Coles Ledge 13324 · · · · · · · · · 194

Collins Cove 13276 · · · · · · · · · 370

Collins Rock 13303 · · · · · · · · · 241

COLREGS Demarcation

Lines· · · · · · · · · · · · 55, 144

Colt Head Island 13305· · · · · · · 249

Colt Ledge 13305 · · · · · · · · · · 243

Colt Ledge 13313 · · · · · · · · · · 236

Columbia Falls 13324 · · · · · · · 194

Columbia Ledge 13312 · · · · · · · 201

Columbia Point 13270 · · · · · · · 393

Commerce, Department of · · · · · 35

Commercial Point 13270 · · · · · · 393

Commissioners Ledge 13270 · · · · 381

Compass Island 13305 · · · · · · · 249

Compass Island Ledge 13305· · · · 249

Compass roses on charts · · · · · · · 8

Conary Island 13316 · · · · · · · · 230

Conary Ledge 13316 · · · · · · · · 230

Conary Nub 13316 · · · · · · · · · 225

Conary Point 13316· · · · · · · · · 225

Concord Point 13283 · · · · · · · · 344

Condon Point 13309 · · · · · · · · 232

Coney Island 13276· · · · · · · · · 367

Coney Ledge 13276 · · · · · · · · · 369

Conomo Point 13279 · · · · · · · · 355

Constitution, U.S.S. · · · · · · · · 389

Continental Shelf · · · · · · · · · · 153

Control of shipping in time of

emergency or war · · · · · · · 31

Coolidge Point 13279· · · · · · · · 365

Coombs Islands 13315 · · · · · · · 235

Cordage 13253 · · · · · · · · · · · 406

Corea 13324 · · · · · · · · · · · · 203

Corea Harbor 13324 · · · · · · · · 203

Corps of Engineers Offices · · · · · 420

Corsair Canyon 13200 · · · · · · · 153

Corvette Ledge 13293 · · · · · · · 276

Corwin Rock 13290· · · · · · · · · 313

COSPAS-SARSAT system · · · · · · 20

Courses · · · · · · · · · · · · · · · · 1

Courthouse Point 13297 · · · · · · 297

Cousins Island 13290 · · · · · · · · 307

Cousins River 13290 · · · · · · · · 308

Cow and Calf Ledge 13316 · · · · · 224

Cow Island Ledge Light 13292 · · · 309

Cowseagan Narrows 13296,

13293 · · · · · · · · · · · · · 285

Cowyard 13253 · · · · · · · · 406 - 407

Cox Head 13295 · · · · · · · · · · 293

Cox Ledge 13290 · · · · · · · · · · 304

Cozy Harbor 13295 · · · · · · · · · 287

Crabtree Ledge 13318 · · · · · · · 209

Crabtree Neck 13318 · · · · · · · · 209

Crabtree Point Ledge 13308 · · · · 245

Cradle Cove 13305, 13309 · · · · · 250

Cranberry Harbor 13321 · · · · · · 214

Cranberry Island 13301· · · · · · · 272

Cranberry Island Ledge 13321 · · · 214

Cranberry Isles 13321 · · · · · · · 214

Cranberry Ledge 13295· · · · · · · 287

Cranberry Point 13324 · · · · · · · 203

Crane Island 13301 · · · · · · · · · 271

Crane Island 13305 · · · · · · 247 - 248

Crane River 13275 · · · · · · · · · 371

Crawford Island 13298 · · · · · · · 296

Crescent Beach 13270 · · · · · · · 381

Criehaven 13303 · · · · · · · · · · 240

Criehaven Breakwater Light 8

13303 · · · · · · · · · · · · · 240

Criehaven Harbor 13303 · · · · · · 240

Crockett Cove 13305 · · · · · · · · 243

Crockett Cove 13308 · · · · · · · · 247

Crockett Point 13307 · · · · · · · · 254

Cromwell Cove 13323 · · · · · · · 212

Crosby Ledge 13305 · · · · · · · · 243

Cross Island 13392 · · · · · · · · · 185

Cross Island Narrows 13392 · · · · 185

Cross Jack Ledge 13392 · · · · · · 184

Cross River 13293 · · · · · · · · · 289

Crotch Island 13301 · · · · · · · · 272

452 ■ Index ■ Coast Pilot 1
Crotch Island 13305, 13315 · · · · 247

Crotch Island 13315 · · · · · · · · 234

Crow Cove 13309 · · · · · · · · · · 251

Crow Island 13290 · · · · · · · · · 306

Crow Island 13292 · · · · · · · · · 308

Crow Island 13293 · · · · · · · · · 276

Crow Island 13313 · · · · · · 218 - 219

Crow Island 13321 · · · · · · · · · 214

Crow Island Ledge 13295· · · · · · 287

Crow Island Ledge 13313· · · · · · 218

Crow Islands 13295· · · · · · · · · 294

Crow Islands 13322· · · · · · · · · 206

Crow Point 13270· · · · · · · · · · 397

Crowell Rock 13287 · · · · · · · · 321

Crowninshield Point 13321 · · · · 217

Cruising schedules· · · · · · · · · · 15

Crumple Island 13326 · · · · · · · 192

Cubby Hole 13308 · · · · · · · · · 246

Cuckolds, The 13293 · · · · · · · · 280

Cultivator Shoal 13204 · · · · · · · 151

Cummings Cove 13394, 13396 · · · 177

Cundy Harbor 13290 · · · · · · · · 301

Cundys Harbor 13290 · · · · · · · 301

Curlew Rock 13326 · · · · · · · · · 192

Currant Island 13324 · · · · · · · · 196

Currents · · · · · · · · · · · · · 1, 155

Curry Cove 13394, 13396· · · · · · 175

Curtis Island 13307· · · · · · · · · 257

Cushing 13282 · · · · · · · · · · · 349

Cushing 13301 · · · · · · · · · · · 269

Cushing Island 13292 · · · · · · · 310

Customs and Border Protection · · · 40

Customs Ports of Entry and

Stations · · · · · · · · · · · · 422

Cutler 13392 · · · · · · · · · · · · 185

Cutler Peninsula 13392· · · · · · · 185

Cutthroat Shoal 13276 · · · · · · · 369

Cutts Island 13283 · · · · · · · · · 332

D

Damariscotta 13293 · · · · · · · · 279

Damariscotta Lake 13293· · · · · · 276

Damariscotta Mills 13293 · · · · · 276

Damariscotta River 13293 · · · · · 276

Damariscove Harbor 13293 · · · · 280

Damariscove Island 13293 · · · · · 280

Danford Cove 13292 · · · · · · · · 317

Danger signal · · · · · · · · · · · · 31

Dangers · · · · · · · · · · · · · · · 145

Dansbury Reef 13287 · · · · · · · · 324

Danvers River 13275 · · · · · · · · 371

Danversport 13275 · · · · · · · · · 371

Dark Harbor 13305, 13309 · · · · · 250

Dark Harbor Cove 13305, 13309 · · 250

Darling Island 13316 · · · · · · · · 225

Darling Ledge 13316 · · · · · · · · 225

Datum, Horizontal · · · · · · · · · · 3

Davis Island 13293 · · · · · · · · · 286

Davis Island 13301 · · · · · · · · · 268

Davis Ledge 13269 · · · · · · · · · 401

Davis Ledge 13275 · · · · · · · · · 368

Davis Strait 13301 · · · · · · · · · 268

Davis Strait Passage 13301 · · · · · 271

Daylight saving time · · · · · · · · 170

Days Ferry 13298 · · · · · · · · · · 296

Deadman Point 13307 · · · · · · · 257

Deadman Point 13321 · · · · · · · 214

Deckers Cove 13296 · · · · · · · · 283

Deep Cove 13301 · · · · · · · · · · 268

Deep Cove 13394, 13396 · · · · · · 175

Deep Hole Point 13326 · · · · · · · 190

Deer Island 13270 · · · · · · · · · 380

Deer Island 13282 · · · · · · · · · 350

Deer Island 13392 · · · · · · · · · 185

Deer Island 13394, 13396· · · · · · 177

Deer Island Flats 13270· · · · · · · 393

Deer Island Point 13394, 13396 · · 176

Deer Island Thorofare 13315 · · · · 233

Deer Island Thorofare Light

13315 · · · · · · · · · · · · · 233

Deer Isle 13302 · · · · · · · · · · · 229

Deer Isle 13305 · · · · · · · · · · · 244

Deer Isle-Sedgwick Bridge

13309 · · · · · · · · · · · · · 231

Defense, Department of · · · · · · · 38

Dennys Bay 13394 · · · · · · · · · 180

Dennys River 13394 · · · · · · · · 180

Dennysville 13394 · · · · · · · · · 180

Department of Agriculture· · · · · · 35

Department of Agriculture, Animal

and Plant Health Inspection

Service (APHIS) Offices · · · · 423

Department of Commerce · · · · · · 35

Department of Defense · · · · · · · 38

Department of Health and Human

Services · · · · · · · · · · · · · 38

Department of

Homeland Security· · · · · · · 39

Depths · · · · · · · · · · · · · · · · · 1

Derby Wharf 13276 · · · · · · · · · 373

Designated Critical Habitat· · · · · 139

Devils Back 13270 · · · · · · · · · 381

Devils Back 13301 · · · · · · · · · 272

Devils Elbow 13301· · · · · · · · · 272

Devils Head 13316 · · · · · · · · · 230

Devils Head 13398 · · · · · · · · · 178

Devils Head Ledge 13316 · · · · · · 230

Devils Limb 13301 · · · · · · · · · 272

Dew Point· · · · · · · · · · · · · · 162

Diamond Cove 13292 · · · · · · · · 318

Diamond Island Ledge 13292· · · · 311

Diamond Island Pass 13292 · · · · 312

Diamond Island Roads 13292· · · · 313

Diamond Rock 13305· · · · · · · · 243

Diamond Rock Ledge 13305 · · · · 243

Dice Head Light 13309 · · · · · · · 261

Dictator Ledge 13293· · · · · · · · 281

Dillingham Ledge 13307 · · · · · · 257

Dillingham Point 13307 · · · · · · 257

Dingley Island 13290 · · · · · · · · 301

Disposal areas · · · · · · · · · · · · · 7

Disposal Sites · · · · · · · · · · 8, 144

Distance Tables · · · · · · · · · · · 418

Distances · · · · · · · · · · · · · · · 2

Distress: Communication

Procedures · · · · · · · · · · · 13

Dix Island 13295 · · · · · · · · · · 293

Dix Island 13303 · · · · · · · 252 - 253

Dix Island Harbor 13303 · · · · · · 253

Dobbin Rock 13308· · · · · · · · · 245

Documentation · · · · · · · · · · · 40

Dodge Point 13293 · · · · · · · · · 279

Dodge Point 13305 · · · · · · · · · 248

Dodge Point 13307 · · · · · · · · · 254

Dodge Point 13316 · · · · · · · · · 222

Dodge Point Ledge 13307 · · · · · 254

Dodge Rock 13279 · · · · · · · · · 357

Dog Bar 13281 · · · · · · · · · · · 363

Dog Bar Channel 13281 · · · · · · 362

Dog Island 13394, 13396 · · · · · · 176

Dogfish Head 13296 · · · · · · · · 288

Dogfish Island 13308 · · · · · · · · 247

Dogfish Ledges 13308 · · · · · · · 246

Dogfish Rocks 13392 · · · · · · · · 186

Dolly Head 13324 · · · · · · · · · · 203

Donald McKay Monument

13272 · · · · · · · · · · · · · 390

Dorchester Bay 13270 · · · · · · · 393

Dorchester Bay Basin 13270 · · · · 393

Double Head Shot Islands 13392· · 185

Double Shot Island 13326 · · · · · 189

Doubling Point 13296 · · · · · · · 294

Doubling Point Light 13296 · · · · 294

Douglas Island Harbor 13324 · · · 196

Douglas Island Ledge 13324 · · · · 196

Douglas Islands 13324 · · · · · · · 196

Dover 13285 · · · · · · · · · · · · 343

Dover Point 13285 · · · · · · 342 - 343

Doyle Point 13290 · · · · · · · · · 308

Drakes Island Beach 13286 · · · · · 327

Dram Island 13318 · · · · · · · · · 209

Dram Island Ledge 13318 · · · · · 209

Drawbridge Operation Regulations · 63

Drawbridges · · · · · · · · · · · · 154

Dread Ledge 13275 · · · · · · · · · 375

Dresden Mills 13298 · · · · · · · · 297

Drisko Island 13326 · · · · · · · · 192

Drown Boys Ledges 13326 · · · · · 192

Drum Island 13313 · · · · · · · · · 218

Drums, The 13313 · · · · · · · · · 218

Drunkard Ledge 13308 · · · · · · · 246

Drunkard Ledge 13313 · · · · · · · 235

■ Index ■ 453
Drunkers Ledges 13290 · · · · · · 303

Dry Breakers 13275· · · · · · · · · 367

Dry Ledge 13295 · · · · · · · · · · 287

Dry Ledges 13290· · · · · · · · · · 300

Dry Money Ledge 13313 · · · · · · 218

Dry Point 13295 · · · · · · · · · · 287

Dry Salvages 13279 · · · · · · · · · 358

Duck Cove 13316 · · · · · · · · · · 222

Duck Creek 13250 · · · · · · · · · 412

Duck Harbor 13313· · · · · · · · · 236

Duck Island 13283 · · · · · · · · · 346

Duck Rock 13290 · · · · · · · · · · 302

Duck Rocks 13301 · · · · · · · · · 242

Ducktrap Harbor 13309 · · · · · · 258

Dudley Island 13394, 13396 · · · · 174

Dumping Grounds · · · · · · · · 8, 144

Dumping of dredged material · · · · 41

Dumpling Islands 13308 · · · · · · 246

Dunham Point 13305· · · · · · · · 244

Dunham Point Ledge 13305 · · · · 244

Durham 13285 · · · · · · · · · · · 343

Duxbury 13253 · · · · · · · · · · · 405

Duxbury Bay 13253· · · · · · · · · 405

Duxbury Bay Channels 13253 · · · 407

Duxbury Beach 13253 · · · · · · · 404

Dyer Bay 13324 · · · · · · · · · · · 201

Dyer Cove 13290 · · · · · · · · · · 302

Dyer Harbor 13324 · · · · · · · · · 202

Dyer Island 13324 · · · · · · · · · 194

Dyer Island Narrows 13324· · · · · 195

Dyer Neck 13324 · · · · · · · · · · 202

E

Eagle 13305· · · · · · · · · · · · · 245

Eagle Bar 13276 · · · · · · · · · · 369

Eagle Head 13275· · · · · · · · · · 365

Eagle Island 13276 · · · · · · · · · 367

Eagle Island 13282 · · · · · · · · · 350

Eagle Island 13287 · · · · · · · · · 322

Eagle Island 13290 · · · · · · · · · 306

Eagle Island 13305 · · · · · · · · · 245

Eagle Island 13316 · · · · · · · · · 223

Eagle Island Channel 13275 · · · · 368

Eagle Island Ledge 13290 · · · · · 306

East Barge 13316 · · · · · · · · · · 224

East Black Rock 13326 · · · · · · · 190

East Blue Hill 13316 · · · · · · · · 225

East Boothbay 13293 · · · · · · · · 278

East Boston 13272 · · · · · · · · · 389

East Braintree 13270 · · · · · · · · 395

East Brown Cow 13290 · · · · · · · 299

East Bunker Ledge 13321 · · · · · 217

East Dennis 13250 · · · · · · · · · 411

East Goose Rock 13305· · · · · · · 250

East Hampden 13309 · · · · · · · · 265

East Hue and Cry 13290 · · · · · · 313

East Machias 13326· · · · · · · · · 187

East Machias River 13326 · · · · · 187

East Penobscot Bay 13302 · · · · · 237

East Penobscot Bay 13305 · · · · · 243

East Point 13275 · · · · · · · · · · 375

East Point 13283 · · · · · · · · · · 329

East Point 13287 · · · · · · · · · · 321

East Point 13313 · · · · · · · · · · 218

East Quoddy Head 13394, 13396 · · 177

East Shag Rock 13269 · · · · · · · 399

East Sister 13283 · · · · · · · · · · 336

East Sullivan 13318· · · · · · · · · 208

Eastern Bay 13318 · · · · · · · · · 210

Eastern Bay 13326 · · · · · · · · · 192

Eastern Black Ledge 13303· · · · · 240

Eastern Branch 13293 · · · · · · · 276

Eastern Channel (Eastern River)

13309 · · · · · · · · · · · · · 264

Eastern Channel 13269· · · · · · · 399

Eastern Drunkers Ledge 13290 · · 303

Eastern Duck Rock 13301 · · · · · 242

Eastern Ear 13313 · · · · · · · · · 236

Eastern Ear Ledge 13313 · · · · · · 236

Eastern Egg Rock 13301 · · · · · · 271

Eastern Harbor 13324 · · · · · · · 193

Eastern Head 13313 · · · · · · · · 236

Eastern Head 13394 · · · · · · · · 184

Eastern Head Ledges 13394 · · · · 184

Eastern Island 13324 · · · · · · · · 202

Eastern Knubble 13392· · · · · · · 185

Eastern Ledge 13293 · · · · · · · · 278

Eastern Ledge 13303 · · · · · · · · 239

Eastern Mark Island Ledge

13315 · · · · · · · · · · · · · 233

Eastern Pitch 13324 · · · · · · · · 193

Eastern Point Harbor 13318 · · · · 209

Eastern Point Light 13281 · · · · · 361

Eastern River 13298 · · · · · · · · 297

Eastern Rocks 13283 · · · · · · · · 346

Eastern Way 13321 · · · · · · 214, 217

Eastern Way 13324 · · · · · · · · · 202

Eastham 13250 · · · · · · · · · · · 412

Eastport 13394, 13396 · · · · · · · 175

Eaton Point 13307 · · · · · · · · · 257

Ebenecook Harbor 13296· · · · · · 288

Echo soundings · · · · · · · · · · · · 8

Egg Rock 13275 · · · · · · · · · · 375

Egg Rock 13305 · · · · · · · · · · 249

Egg Rock 13315, 13313· · · · · · · 220

Egg Rock 13318 · · · · · · · · · · 207

Egg Rock 13324 · · · · · · · · · · 197

Egg Rock 13326 · · · · · · · · · · 192

Egg Rock Ledge 13305 · · · · · · · 249

Egg Rock North Ledge 13301 · · · 271

Egg Rock South Ledge 13301 · · · 271

Eggemoggin 13309 · · · · · · · · · 231

Eggemoggin Reach 13309 · · · · · 230

Electronic Navigational Chart · · · · 9

Electronic Positioning Aids · · · · · 13

Ellingwood Rock 13295 · · · · · · 292

Ellisville Harbor 13246 · · · · · · · 408

Ellsworth 13316 · · · · · · · · · · 226

Elwell Point 13303 · · · · · · · · · 253

Emergency Position Indicating

Radiobeacons (EPIRBs) · · · · 19

Emerson Point 13279 · · · · · · · 358

Emery Cove 13318 · · · · · · · · · 210

Emery Island 13307 · · · · · · · · 254

Emery Ledge 13303· · · · · · · · · 253

Emms Rock Light 9 13326 · · · · · 190

Enchanted Island 13315 · · · · · · 235

Endangered Marine and Anadromous

Species · · · · · · · · · · · · 138

Englishman Bay 13326 · · · · · · · 188

Englishman River 13326 · · · · · · 189

Enos Ledge 13269 · · · · · · · · · 399

Ensign Islands 13305 · · · · · · · · 250

Environmental Protection Agency

(EPA) · · · · · · · · · · · 41, 420

Essex 13279· · · · · · · · · · · · · 354

Essex Bay 13279 · · · · · · · · · · 354

Essex River 13279 · · · · · · · · · 354

Estes Head 13396 · · · · · · · · · · 174

Ewe Island 13313 · · · · · · · · · · 235

Ewin Narrows 13290 · · · · · · · · 304

Exclusive Economic Zone of the

United States · · · · · · · · · · 33

Exeter 13285 · · · · · · · · · · · · 344

Extratropical Cyclones · · · · · · · 156

F

Factory Island 13287 · · · · · · · · 323

Falls Point 13318 · · · · · · · · · · 209

Falmouth Foreside 13292 · · · · · 308

False Halibut Ledge 13303 · · · · · 252

Farmingdale 13297 · · · · · · · · · 298

Farnham Rock 13253· · · · · · · · 404

Farnum Point 13293 · · · · · · · · 277

Farrel Island 13315 · · · · · · · · · 235

Federal Communications

Commission · · · · · · · · · · 42

Federal Communications

Commission Offices · · · · · · 424

Federal Water Pollution Control Act

(FWPCA) · · · · · · · · · · · · 26

Fernald Cove 13321· · · · · · · · · 216

Fernald Point 13321 · · · · · 216 - 217

Ferry Beach 13287 · · · · · · · · · 322

Ferry Hill 13281 · · · · · · · · · · 356

Ferry Point 13318 · · · · · · · · · 209

Ferry, Mount Desert 13318 · · · · · 209

Fessenden Ledge 13326 · · · · · · 191

Fiddle Head 13309 · · · · · · · · · 232

Fiddler Ledge 13296 · · · · · · · · 294

454 ■ Index ■ Coast Pilot 1
Fiddler Ledge 13308 · · · · · · · · 245

Fiddler Ledge Daybeacon 13308 · · 245

Fiddler Reach 13296 · · · · · · · · 294

Fifield Point 13315 · · · · · · · · · 234

Fifteen-foot Rock 13276 · · · · · · 368

Finns Ledge 13270 · · · · · · · · · 380

Fippennies Ledge 13260 · · · · · · 151

Fir Point 13313 · · · · · · · · · · · 219

First Cliff 13269 · · · · · · · · · · 402

Fish havens · · · · · · · · · · · · 8, 38

Fish Hawk Island 13293 · · · · · · 281

Fish House Cove 13290· · · · · · · 300

Fish Point 13292 · · · · · · · · · · 309

Fish Point 13293 · · · · · · · · · · 275

Fish Point 13308 · · · · · · · · · · 246

Fish Point 13318 · · · · · · · · · · 208

Fish Point Ledge 13308 · · · · · · 246

Fisherman Island 13293 · · · · · · 280

Fisherman Island 13303 · · · · · · 252

Fisherman Island 13326 · · · · · · 192

Fisherman Island Passage 13303 · · 253

Fishermans Beach 13275· · · · · · 375

Fishery Conservation Zone · · · · · 34

Fishing Rip 13204 · · · · · · · · · 153

Fishing Rock 13286· · · · · · · · · 326

Fishtrap areas · · · · · · · · · · · · · 8

Fishtraps · · · · · · · · · · · · · · · 38

Fitch Point 13293· · · · · · · · · · 279

Five Islands 13295 · · · · · · · · · 287

Five Islands Harbor 13295 · · · · · 287

Flag Island 13290 · · · · · · · · · · 300

Flag Island Ledge 13290 · · · · · · 300

Flake Island 13313 · · · · · · · · · 237

Flanders Bay 13318· · · · · · · · · 208

Flash Island 13290 · · · · · · · · · 302

Flat Bay 13324 · · · · · · · · · · · 195

Flat Ground 13279 · · · · · · · · · 358

Flat Island 13309 · · · · · · · · · · 251

Flat Island 13322 · · · · · · · · · · 206

Flat Island 13326 · · · · · · · · · · 192

Flat Point 13290 · · · · · · · · · · 299

Flat Pond 13286 · · · · · · · · · · 328

Fletcher Neck 13287 · · · · · · · · 323

Flint Island 13324 · · · · · · · · · 194

Flint Island Narrows 13324· · · · · 194

Flip Rock 13275 · · · · · · · · · · 377

Flowers Rock 13392 · · · · · · · · 183

Flye Island 13316 · · · · · · · · · · 223

Flye Island Channel 13316 · · · · · 223

Flye Island Ledge 13316 · · · · · · 223

Flying Passage 13301 · · · · · · · · 273

Flying Point 13275 · · · · · · · · · 369

Flynns Ledge 13321 · · · · · · · · 214

Fog Island 13313 · · · · · · · · · · 235

Fog signals · · · · · · · · · · · · · · 12

Fogg Point 13290 · · · · · · · · · · 308

Folly Cove 13279 · · · · · · · · · · 357

Folly Island 13286 · · · · · · · · · 325

Folly Island 13316 · · · · · · · · · 222

Folly Ledge 13305 · · · · · · · 243, 248

Folly Point 13279 · · · · · · · · · · 357

Food and Drug Administration

(FDA) · · · · · · · · · · · · · · 38

Food and Drug Administration

(FDA) Regional Offices · · · · 423

Fore River 13292 · · · · · · · 309, 312

Forest City Landing 13292 · · · · · 317

Fort (Fort Island), The 13315 · · · 234

Fort Edgecomb 13293 · · · · · · · 286

Fort Gorges 13292 · · · · · · · · · 311

Fort Independence 13272 · · · · · 390

Fort Island 13324 · · · · · · · · · · 194

Fort Knox 13309 · · · · · · · · · · 265

Fort McClary 13283· · · · · · · · · 334

Fort Point 13281 · · · · · · · · · · 361

Fort Point 13283 · · · · · · · 330, 334

Fort Point 13290 · · · · · · · · · · 301

Fort Point 13309 · · · · · · · · · · 264

Fort Point Channel 13272 · · · · · 390

Fort Point Cove 13309 · · · · · · · 263

Fort Popham Light 13295 · · · · · 291

Fort Popham Memorial 13295 · · · 291

Fort Preble 13292· · · · · · · · · · 311

Fort Scammel 13292 · · · · · · · · 311

Fort Scammel Point Light 2

13292 · · · · · · · · · · · · · 311

Fort St. George 13301 · · · · · · · 269

Fort Warren 13270 · · · · · · · · · 382

Fort William Henry 13293 · · · · · 275

Foss Ledges 13283 · · · · · · · · · 344

Foster Channel 13326 · · · · · · · 186

Foster Island 13324· · · · · · · · · 194

Foster Island 13326· · · · · · · · · 186

Foster Ledges 13303 · · · · · · · · 241

Foster Point 13290 · · · · · · · · · 301

Fourfoot Rock 13296 · · · · · · · · 289

Fourth Cliff 13267 · · · · · · · · · 402

Fox Hill Point 13278 · · · · · · · · 347

Fox Islands 13295· · · · · · · · · · 293

Fox Islands Thorofare 13308 · · · · 245

Fox Point 13285 · · · · · · · · · · 343

Frame Point 13283 · · · · · · · · · 340

Frankfort 13309 · · · · · · · · · · 265

Frankfort Flats 13309 · · · · · · · 265

Franklin 13318 · · · · · · · · · · · 210

Franklin D. Roosevelt Memorial

Highway Bridge

13394, 13396 · · · · · · · · · 174

Franklin Island 13301 · · · · · · · 271

Frazer Point 13322 · · · · · · · · · 207

Freeman Rock 13326 · · · · · · · · 192

French Island 13290 · · · · · · · · 307

Frenchboro 13313 · · · · · · · · · 218

Frenchman Bay 13312, 13318 · · · 204

Friar Roads 13394, 13396 · · · · · 175

Friars Bay 13394, 13396 · · · · · · 175

Friars Head 13394, 13396 · · · · · 175

Friendship 13301 · · · · · · · · · · 272

Friendship Harbor 13301· · · · · · 272

Friendship Long Island 13301 · · · 272

Frost Island 13394, 13396 · · · · · 177

Frost Ledge 13394, 13396 · · · · · 177

Frost Point 13283· · · · · · · · · · 339

Fuller Rock Light 13293 · · · · · · 291

Furber Strait 13285· · · · · · · · · 343

G

Gales Ledge 13275 · · · · · · · · · 365

Gallops Island 13270 · · · · · · · · 382

Gander Island 13316 · · · · · · · · 223

Gangway Ledge 13293 · · · · · · · 281

Gangway Ledge 13301 · · · · · · · 271

Gangway, The 13269 · · · · · · · · 399

Gap Head 13279 · · · · · · · · · · 358

Garden Island 13303 · · · · · · · · 252

Garden Island Ledge 13303· · · · · 252

Garden Island South Ledge

13301 · · · · · · · · · · · · · 272

Garden Point 13324 · · · · · · · · 203

Gardiner 13297 · · · · · · · · · · · 297

Garnet Point 13394· · · · · · · · · 180

Garrison Island 13301 · · · · · · · 272

Gay Cove 13301· · · · · · · · · · · 268

Gay Island 13301 · · · · · · · · · · 269

General bearings · · · · · · · · · · · 1

General Endangered and Threatened

Marine Species · · · · · · · · 137

Geographic range · · · · · · · · · · 10

George Head Island 13315 · · · · · 235

George Island 13290 · · · · · · · · 302

Georges Bank 13200, 13204 · · · · 151

Georges Harbor 13301 · · · · · · · 268

Georges Island 13270· · · · · · · · 382

Georges Islands 13301 · · · · · · · 268

Georges Shoal 13204 · · · · · · · · 151

Georgetown Island

13296, 13293 · · · · · · · · · 285

Gerrish Island 13283 · · · · · · · · 334

Gerry E. Studds-Stellwagen Bank

National Marine Sanctuary · · 386

Gerry E. Studds-Stellwagen Bank

National Marine Sanctuary

13260 · · · · · · · · · · · · · 151

Gig Rock 13301 · · · · · · · · · · · 268

Gilbert Canyon 13200 · · · · · · · 153

Gilbert Head 13295 · · · · · · · · · 293

Gilchrist Rock 13326 · · · · · · · · 190

Gilkey Harbor 13305 · · · · · · · · 250

Gilley Ledge 13321 · · · · · · · · · 213

Gilley Thorofare 13321 · · · · · · · 215

Gilpatrick Cove 13321 · · · · · · · 216

Gilpatrick Ledge 13321 · · · · · · · 216

■ Index ■ 455
Glades, The 13269 · · · · · · · · · 399

Gleason Cove 13398 · · · · · · · · 177

Glen Cove 13307 · · · · · · · · · · 256

Glidden Ledge 13293 · · · · · · · · 279

Glidden Point 13293 · · · · · · · · 279

Global Positioning System (GPS) · · 13

Gloucester 13281 · · · · · · · · · · 361

Gloucester Breakwater Light

13281 · · · · · · · · · · · · · 361

Gloucester Harbor 13281· · · · · · 361

Gloucester Inner Harbor 13281 · · 361

Goat Island 13285 · · · · · · · · · 343

Goat Island 13295 · · · · · · · · · 294

Goat Island Light 13286 · · · · · · 325

Godfreys Cove 13283 · · · · · · · · 329

Goods Point 13324 · · · · · · · · · 202

Googins Ledge 13318· · · · · · · · 210

Goose Cove 13305 · · · · · · · · · 244

Goose Cove 13316 · · · · · · 222 - 223

Goose Cove Rock 13316 · · · · · · 222

Goose Island 13305 · · · · · · · · · 250

Goose Island 13316 · · · · · · · · · 223

Goose Ledge 13293 · · · · · · · · · 279

Goose Nest 13290· · · · · · · · · · 306

Goose Nest Ledge 13290 · · · · · · 306

Goose Rock 13296 · · · · · · · · · 284

Goose Rock 13307 · · · · · · · · · 257

Goose Rock Passage 13296 · · · · · 284

Goose Rocks Light 13308· · · · · · 245

Gooseberry Island 13290 · · · · · · 299

Gooseberry Island 13296 · · · · · · 289

Gooseberry Island 13313 · · · 219, 229

Gooseberry Island Ledge 13290 · · 299

Gooseberry Island Ledge 13313 · · 220

Gooseberry Point 13309 · · · · · · 251

Goosefare Bay 13286 · · · · · · · · 325

Goosefare Brook 13287 · · · · · · · 322

Gosport Harbor 13283 · · · · · · · 346

Gotts Cove 13295 · · · · · · · · · · 287

Gotts Island 13313 · · · · · · · · · 218

Goudy Ledge 13290· · · · · · · · · 300

Gouldsboro 13324 · · · · · · · · · 203

Gouldsboro Bay 13324 · · · · · · · 202

Government Agencies · · · · · · · · 35

Government Printing Office · · · · 418

Governors Island 13272 · · · · · · 390

Governors Island Flats 13270 · · · 393

GPS Navigation System · · · · · · · 13

Grace Rock 13298 · · · · · · · · · 296

Grace Rock 13303 · · · · · · · · · 253

Grampuses, The 13269 · · · · · · · 399

Grand Beach 13287· · · · · · · · · 322

Grand Manan Banks 13260 · · · · · 150

Grand Manan Channel 13325, 13394,

13392 · · · · · · · · · · · · · 183

Grape Island 13270 · · · · · · · · · 395

Grass Ledge 13305 · · · · · · 245, 249

Grassy Point 13392 · · · · · · · · · 185

Graves, The 13270 · · · · · · · · · 380

Graves, The 13307 · · · · · · · · · 257

Grays Rock 13276· · · · · · · · · · 369

Great Aquavitae 13276 · · · · · · · 372

Great Bar 13326 · · · · · · · · · · 190

Great Bay 13285 · · · · · · · · · · 343

Great Boars Head 13278 · · · · · · 347

Great Brewster Island 13270 · · · · 382

Great Brewster Spit 13270 · · · · · 382

Great Chebeague Island 13290,

13292 · · · · · · · · · · · · · 308

Great Cove 13326 · · · · · · · · · · 189

Great Cranberry Island 13321 · · · 214

Great Diamond Island 13292 · · · · 318

Great Duck Island 13313 · · · · · · 217

Great Egg Rock 13275 · · · · · · · 365

Great Faun 13270· · · · · · · · · · 380

Great Gott Island 13313 · · · · · · 218

Great Haste 13276 · · · · · · · · · 368

Great Head 13318· · · · · · · · · · 213

Great Head 13392· · · · · · · · · · 185

Great Hill 13286 · · · · · · · · · · 327

Great Island 13250 · · · · · · · · · 413

Great Mark Island 13290 · · · · · · 303

Great Misery Island 13275 · · · · · 365

Great Neck 13282· · · · · · · · · · 354

Great Pig Rocks 13275 · · · · · · · 369

Great Pond Cove 13326· · · · · · · 186

Great South Channel

13200, 13204 · · · · · · · · · 153

Great Spoon Island 13313 · · · · · 236

Great Spoon Ledge 13313 · · · · · 236

Great Spruce Head 13309 · · · · · 258

Great Spruce Head Island

13305· · · · · · · · · · · 245, 249

Great Spruce Island 13326 · · · · · 189

Great Spruce Ledges 13326 · · · · 190

Great Wass Island 13326 · · · · · · 192

Green (Greens) Head 13315 · · · · 234

Green Harbor 13253 · · · · · · · · 404

Green Harbor Point 13253 · · · · · 404

Green Harbor River 13253 · · · · · 404

Green Hill 13270 · · · · · · · · · · 381

Green Island 13270 · · · · · · · · · 381

Green Island 13305 · · · · · · · · · 243

Green Island 13313 · · · · · · · · · 219

Green Island 13315 · · · · · · · · · 235

Green Island 13316 · · · · · · · · · 223

Green Island 13324 · · · · · · · · · 198

Green Island 13326 · · · · · · 188, 192

Green Island 13394, 13396 · · · · · 178

Green Island Ledge 13326 · · · · · 188

Green Island Passage 13290 · · · · 305

Green Island Reef 13290 · · · · · · 305

Green Island Seal Ledges 13303 · · 241

Green Islands 13296 · · · · · · · · 288

Green Islands 13313 · · · · · · · · 218

Green Ledge 13303 · · · · · · · · · 240

Green Ledge 13305 · · · · · · 243, 249

Green Ledge 13309 · · · · · · · · · 233

Green Ledge 13313 · · · · · · · · · 235

Green Ledge 13315 · · · · · · · · · 233

Green Point 13298 · · · · · · · · · 297

Green Point Shoal 13303 · · · · · · 242

Green Rock 13281 · · · · · · · · · 363

Green Rock 13326 · · · · · · · · · 192

Greening Island 13321 · · · · · · · 214

Greenland Cove 13301 · · · · · · · 275

Greenlaw Cove 13316· · · · · · · · 230

Greenleaf Ledge 13296 · · · · · · · 289

Greens Island 13305 · · · · · · · · 248

Greens Ledge 13303 · · · · · · · · 240

Griffin Ledge 13301· · · · · · · · · 268

Griffin Ledge 13305· · · · · · · · · 243

Griffith Head 13295· · · · · · · · · 287

Griffith Head Ledge 13295 · · · · · 287

Grindel Point Light 13309 · · · · · 250

Grindstone Ledge 13303 · · · · · · 252

Grindstone Ledge 13313 · · · · · · 218

Grindstone Ledge 13322 · · · · · · 207

Grindstone Neck 13322· · · · · · · 206

Grindstone Point 13322 · · · · · · 207

Grog Island 13315 · · · · · · · · · 234

Grog Ledge 13315 · · · · · · · · · 234

Groveland 13274 · · · · · · · 350, 352

Gulf of Maine 13003 · · · · · · · · 143

Gull Ledge 13305 · · · · · · · · · · 244

Gull Rock 13301 · · · · · · · · · · 273

Gull Rock 13394, 13396 · · · · · · 174

Gull Rock Ledge 13301 · · · · · · · 242

Gull Rocks 13324 · · · · · · · · · · 197

Gully Ledge 13303 · · · · · · · · · 239

Gun Point 13290 · · · · · · · · · · 302

Gun Point Cove 13290 · · · · · · · 302

Gun Rock 13270 · · · · · · · · · · 381

Gun Rock 13394 · · · · · · · · · · 174

Gunboat Shoal 13283· · · · · · · · 336

Gunning Rocks 13301 · · · · · · · 267

Guptill Grounds 13392 · · · · · · · 184

Guptill Ledge 13322 · · · · · · · · 207

Guptill Point 13322· · · · · · · · · 207

Gurnet 13290 · · · · · · · · · · · · 304

Gurnet Point 13253· · · · · · · · · 405

Gurnet Strait 13290 · · · · · · · · 304

Gut, The 13287 · · · · · · · · · · · 324

Gut, The 13293 · · · · · · · · · · · 278

Gut, The 13321 · · · · · · · · · · · 214

H

Haddock Island 13301 · · · · · · · 272

Haddock Island Kelp Ledge

13301 · · · · · · · · · · · · · 272

Haddock Ledge 13301 · · · · · · · 242

Haddock Ledge 13309 · · · · · · · 258

456 ■ Index ■ Coast Pilot 1
Hadley Point 13318· · · · · · · · · 210

Hadlock Cove 13321 · · · · · · · · 213

Haley Cove 13283· · · · · · · · · · 346

Halftide Ledge 13296 · · · · · · · · 284

Halftide Ledge 13318 · · · · · 208, 211

Halftide Rock 13392 · · · · · · · · 184

Halftide Rocks · · · · · · · · · · · 381

Halftide Rocks 13275 · · · · · · · · 366

Halfway Rock 13275 · · · · · · · · 367

Halfway Rock 13290 · · · · · · · · 303

Halfway Rock 13313 · · · · · · · · 236

Halfway Rocks 13283 · · · · · · · · 346

Halibut Hole 13318· · · · · · · · · 208

Halibut Ledge 13305 · · · · · · · · 243

Halibut Point 13279 · · · · · · · · 357

Halibut Rock 13303· · · · · · · · · 252

Halibut Rocks 13293 · · · · · · · · 292

Halibut Rocks 13313 · · · · · · · · 229

Halibut Rocks Light 13313 · · · · · 229

Halifax Island 13326 · · · · · · · · 189

Hall Bay 13296 · · · · · · · · · · · 284

Hall Island 13301 · · · · · · · · · · 271

Hall Point 13293 · · · · · · · · · · 279

Hall Point 13318 · · · · · · · · · · 208

Hall Quarry 13318 · · · · · · · · · 216

Hallowell 13297· · · · · · · · · · · 298

Hamilton Cove 13394 · · · · · · · 184

Hampden 13309 · · · · · · · · · · 265

Hampton Beach 13278 · · · · · · · 347

Hampton Harbor 13278 · · · · · · 347

Hampton River 13278 · · · · · · · 347

Hampton Shoal Ledge 13278· · · · 348

Hancock Point 13318· · · · · · · · 209

Handiron Ledge 13318 · · · · · · · 207

Hangman Island 13270 · · · · · · · 394

Hanover 13267 · · · · · · · · · · · 402

Hanson Bay 13296 · · · · · · · · · 283

Hanus Ledge 13315, 13313· · · · · 220

Harbor and river entrances· · · · · 145

Harbor Cove 13281 · · · · · · · · · 363

Harbor Island 13290 · · · · · · · · 301

Harbor Island 13301 · · · · · · · · 271

Harbor Island 13309 · · · · · · · · 232

Harbor Island 13313 · · · · · 218 - 219

Harbor Island 13316 · · · · · · · · 230

Harbor Island Ledge 13315· · · · · 235

Harbor Island Rock 13301 · · · · · 272

Harbor Ledge 13303 · · · · · · · · 241

Harbor Ledge 13309 · · · · · · · · 232

Harbor Ledges 13303 · · · · · · · · 240

Harbor Point 13322· · · · · · · · · 207

Harbor Rock 13279 · · · · · · · · · 358

Harbormasters · · · · · · · · · · · 169

Harbour De Lute 13394, 13396 · · 175

Hardhead Island 13305 · · · · · · · 244

Harding 13290 · · · · · · · · · · · 301

Harding Ledge 13270· · · · · · · · 381

Harding Ledge 13296· · · · · · · · 289

Harding Ledge 13321· · · · · · · · 213

Hardwood Island 13313 · · · · · · 235

Hardwood Island 13316 · · · · · · 222

Hardwood Island 13326 · · · · · · 191

Hardy Rocks 13275 · · · · · · · · · 368

Hardy Shoal 13275 · · · · · · · · · 368

Harmon Harbor 13295 · · · · · · · 287

Harpswell Center 13290 · · · · · · 306

Harpswell Cove 13290 · · · · · · · 303

Harpswell Harbor 13290 · · · · · · 304

Harpswell Neck 13290 · · · · · · · 304

Harpswell Sound 13290 · · · · · · 303

Harraseeket River 13290 · · · · · · 307

Harriman Cove 13309 · · · · · · · 265

Harriman Ledge 13316 · · · · · · · 224

Harriman Point 13316 · · · · · · · 224

Harrington 13324 · · · · · · · · · 195

Harrington Bay 13324 · · · · · · · 194

Harrington River 13324 · · · · · · 195

Harris Island 13283· · · · · · · · · 331

Hart Bar 13301 · · · · · · · · · · · 267

Hart Island 13301· · · · · · · · · · 267

Hart Ledge 13301· · · · · · · · · · 266

Haskell Island 13290 · · · · · · · · 305

Haskell Ledge 13315 · · · · · · · · 233

Haste Shoal 13276 · · · · · · · · · 368

Hat Island 13313 · · · · · · · · · · 220

Hat Island Ledge 13313 · · · · · · 220

Hatchet Cove 13301 · · · · · · · · 272

Hathorn Rock 13297 · · · · · · · · 297

Havener Ledge 13301· · · · · · · · 273

Haverhill 13274· · · · · · · · · · · 352

Hawley Ledge 13315, 13313 · · · · 220

Hay Island 13293 · · · · · · · · · · 276

Hay Island Ledge 13316 · · · · · · 230

Hay Islands 13305 · · · · · · · · · 243

Hay Ledge 13301 · · · · · · · · · · 267

Haycock Harbor 13394 · · · · · · · 184

Haycock Rock 13315 · · · · · · · · 233

Head Beach 13290 · · · · · · · · · 300

Head Harbor 13313· · · · · · · · · 236

Head Harbor 13326· · · · · · · · · 191

Head Harbor Island 13326 · · · · · 191

Head Harbour 13394, 13396 · · · · 177

Head Harbour Island 13394,

13396 · · · · · · · · · · · · · 177

Head Harbour Passage

13394, 13396 · · · · · · · · · 177

Head of the Cape 13309 · · · · · · 230

Headlands, The 13279 · · · · · · · 357

Heal Cove 13296 · · · · · · · · · · 284

Heal Eddy 13295 · · · · · · · · · · 293

Health and Human Services,

Department of · · · · · · · · · 38

Heart Island 13305 · · · · · · · · · 244

Heights · · · · · · · · · · · · · · · · 2

Helicopter evacuation · · · · · · · · 17

Hen Cove 13290 · · · · · · · · · · 302

Hen Island 13290 · · · · · · · · · · 302

Hen Island Ledge 13290 · · · · · · 301

Hen Islet 13290 · · · · · · · · · · · 301

Hendricks Harbor 13295 · · · · · · 288

Hendricks Head Light 13295 · · · · 287

Hendrickson Point 13307 · · · · · 254

Henry Cove 13322 · · · · · · · · · 207

Henry Point 13309 · · · · · · · · · 262

Hermit Island 13290 · · · · · · · · 299

Heron Island 13313· · · · · · · · · 220

Heron Island 13322· · · · · · · · · 206

Heron Island Point Ledge 13313 · · 220

Heron Islands 13295 · · · · · · · · 293

Heron Neck Ledge 13305 · · · 243, 248

Heron Neck Light 13305 · · · · · · 248

Herrick Bay 13316 · · · · · · · · · 223

Herring Cove (Herring Bay) 13394,

13396 · · · · · · · · · · · · · 177

Herring Cove 13249 · · · · · · · · 415

Herring Ledge 13303 · · · · · · · · 241

Herring River 13267 · · · · · · · · 402

Hersey Neck 13394 · · · · · · · · · 180

Herseys Retreat · · · · · · · · · · · 264

Hewes Ledge 13309· · · · · · · · · 251

Hewes Point 13309 · · · · · · · · · 251

Hewett Island 13303 · · · · · · · · 253

Hick Rocks 13283· · · · · · · · · · 340

Hickey Island 13326 · · · · · · · · 188

Higgins Beach 13287 · · · · · · · · 321

High Clam Ledge 13303 · · · · · · 252

High Island 13303 · · · · · · 252 - 253

High Ledge 13303 · · · · · · · · · 240

High Pine Ledge 13253· · · · · · · 404

High Pole Hill 13249 · · · · · · · · 414

High Rock 13283 · · · · · · · · · · 344

High Sheriff 13313 · · · · · · · · · 220

Highland Light 13246 · · · · · · · 416

Highlands 13246 · · · · · · · · · · 416

Hilton Point 13293 · · · · · · · · · 290

Hilton State Park 13285 · · · · · · 342

Hingham Bay 13270 · · · · · · · · 394

Hingham Harbor 13270 · · · · · · 397

Hockamock Head 13313 · · · · · · 219

Hockomock Bay 13296 · · · · · · · 284

Hockomock Channel 13301 · · · · 273

Hodgdon Cove 13296 · · · · · · · · 284

Hodgdon Ledge 13296 · · · · · · · 289

Hodgkins Cove 13279 · · · · · · · 356

Hog Cove 13307 · · · · · · · · · · 257

Hog Cove Ledge 13307 · · · · · · · 257

Hog Island 13293 · · · · · · · · · · 279

Hog Island 13301 · · · · · · · · · · 275

Hog Island 13303 · · · · · · · · · · 242

Hog Island 13309 · · · · · · · · · · 232

Hog Island 13316 · · · · · · · · · · 230

Hog Island 13326 · · · · · · · · · · 187

Hog Island Point 13282 · · · · · · 354

Hogshead, The 13303· · · · · · · · 240

■ Index ■ 457
Holbrook Island 13309 · · · · · · · 262

Holbrook Ledge 13293 · · · · · · · 281

Holidays· · · · · · · · · · · · · · · 170

Holmes Bay 13326 · · · · · · · · · 187

Holmes Cove 13392· · · · · · · · · 184

Homeland Security Advisory

System · · · · · · · · · · · · · 32

Homeland Security,

Department of · · · · · · · · · 39

Hook of the Cape 13246 · · · · · · 409

Hop, The 13318· · · · · · · · · · · 213

Hope Island 13290 · · · · · · · · · 306

Horizontal Datum · · · · · · · · · · · 3

Horn Island 13283 · · · · · · · · · 336

Horse Island 13290 · · · · · · · · · 305

Horsehead Island 13305 · · · · · · 249

Horseman Ledge 13313 · · · · · · 236

Horseshoe Cove 13309 · · · · · · · 232

Horseshoe Ledge 13313 · · · · · · 218

Hosmer Ledge 13309 · · · · · · · · 262

Hospital Cove 13309 · · · · · · · · 262

Hospital Islands 13394, 13396 · · · 178

Hospital Point Lighted Range

13275 · · · · · · · · · · · · · 368

Hough Ledge 13301 · · · · · · · · 271

Houghs Neck 13270 · · · · · · · · 394

House Cove 13392 · · · · · · · · · 185

House Island 13275· · · · · · · · · 365

House Island 13292· · · · · · · · · 311

House Island Light 3 13292 · · · · 311

House Ledge 13275· · · · · · · · · 368

House Ledge 13305· · · · · · · · · 243

Howard Cove 13326 · · · · · · · · 186

Howard Ledges 13309 · · · · · · · 231

Howard Point 13290 · · · · · · · · 301

Howard Point 13326 · · · · · · · · 186

Howland Ledge 13253 · · · · · · · 404

Hull 13270 · · · · · · · · · · · · · 381

Hull Bay 13270 · · · · · · · · · · · 395

Hull Gut 13270 · · · · · · · · · · · 395

Hulls Cove 13323 · · · · · · · · · · 211

Humarock 13267 · · · · · · · · · · 403

Humpkins Ledge 13315 · · · · · · 234

Hunnewell Point 13295 · · · · · · 293

Hunting Island 13293 · · · · · · · 280

Hupper Shoal 13301 · · · · · · · · 242

Hurricane Island 13305 · · · · · · 248

Hurricane Ledge 13303· · · · · · · 252

Hurricane Sound 13305 · · · · · · 248

Hurricanes · · · · · · · · · · · · · 163

Hussey Rock 13286 · · · · · · · · · 324

Hussey Sound 13290 · · · · · · · · 305

Huston Cove 13293· · · · · · · · · 279

Hydrographer Canyon 13200· · · · 153

Hydrographic survey

source diagrams · · · · · · · · · 4

Hypocrite Channel 13270 · · · · · 383

Hypocrites, The 13293 · · · · · · · 280

I

Ice· · · · · · · · · · · · · · · · · · 168

Immigration and Naturalization

Service Offices· · · · · · · · · 424

Indian Cove 13326 · · · · · · · · · 187

Indian Creek 13305· · · · · · · · · 248

Indian Hill 13246 · · · · · · · · · · 408

Indian Island 13301· · · · · · · · · 272

Indian Island 13307· · · · · · · · · 256

Indian Island 13394, 13396· · · · · 178

Indian Ledge 13303· · · · · · · · · 240

Indian Point 13292 · · · · · · · · · 308

Indian Point 13296 · · · · · · · · · 294

Indian Point 13316 · · · · · · · · · 223

Indian River 13326 · · · · · · · · · 191

Indiantown Island 13296 · · · · · · 284

Inner Bar 13324 · · · · · · · · · · 198

Inner Bay Ledges 13308 · · · · · · 246

Inner Breaker 13303 · · · · · · · · 240

Inner Breakers 13275· · · · · · · · 368

Inner Dawes Ledge 13313 · · · · · 218

Inner Green Island 13290 · · · · · 305

Inner Grindstone Ledge 13303 · · · 252

Inner Heron Island 13293 · · · · · 277

Inner Heron Island Ledge 13293 · · 277

Inner Ledges 13307· · · · · · · · · 257

Inner Sand Island 13326 · · · · · · 192

Inner Seal Rock 13270 · · · · · · · 395

Inner Shag Ledge 13301 · · · · · · 268

Inner Sunk Rocks 13278 · · · · · · 348

Inner Winter Harbor 13322 · · · · 207

Interference with or Damage to

Aids to Navigation · · · · · · · 54

International Code of Signals · · · 419

International distress signals · · · · 14

International Ice Patrol (IIP) · · · · 168

Ipswich 13282 · · · · · · · · · · · 354

Ipswich Bay 13282, 13279 · · · · · 353

Ipswich Light 13282, 13279 · · · · 353

Ipswich River 13282 · · · · · · · · 354

Iron Point Ledge 13308 · · · · · · 245

Ironbound Island 13318 · · · · · · 207

Island End River 13272· · · · · · · 392

Isle au Haut 13313 · · · · · · 236 - 237

Isle au Haut Bay 13305 · · · · · · · 243

Isle au Haut Light 13313 · · · · · · 237

Isle au Haut Thorofare 13313 · · · 236

Isle of Springs 13296 · · · · · · · · 284

Isles of Shoals 13283 · · · · · · · · 345

Isles of Shoals Light 13283 · · · · · 346

Islesboro 13309 · · · · · · · · · · · 251

Islesboro Harbor 13309· · · · · · · 251

Islesboro Island 13302 · · · · · · · 249

Islesboro Ledge 13309 · · · · · · · 252

Islesford 13321 · · · · · · · · · · · 213

Israels Head 13286 · · · · · · · · · 328

J

Jack Rock 13295 · · · · · · · · · · 293

Jackknife Ledge 13295 · · · · · · · 292

Jacks Point 13293· · · · · · · · · · 279

Jackson Ledge 13324 · · · · · · · · 198

Jaffrey Point Light 4 13283· · · · · 339

Jamaica Island 13283 · · · · · · · · 341

James and Willies Ledge 13305· · · 248

Jameson Point 13301 · · · · · · · · 272

Jameson Point 13307 · · · · · · · · 254

Jamison Ledge 13290· · · · · · · · 300

Jaquish Gut 13290 · · · · · · · · · 303

Jaquish Island 13290 · · · · · · · · 303

Jasper Beach 13326· · · · · · · · · 186

Jed Islands 13316 · · · · · · · · · · 225

Jeffreys Bank 13260· · · · · · · · · 151

Jeffreys Ledge 13260 · · · · · · · · 151

Jenks Ledge 13301 · · · · · · · · · 268

Jenny Island 13290 · · · · · · · · · 302

Jenny Ledge 13290 · · · · · · · · · 302

Jericho Bay 13313 · · · · · · · · · 229

Jerry Ledge 13324 · · · · · · · · · 195

Jesuit Spring 13321· · · · · · · · · 216

Jewell Island 13290 · · · · · · · · · 306

Jewett Cove 13296 · · · · · · · · · 289

Jimmies Ledge 13283· · · · · · · · 346

Jims Head 13394 · · · · · · · · · · 184

Jo Leighton Ground 13324 · · · · · 198

Job Island 13305 · · · · · · · · · · 250

Jobs Ledge 13313 · · · · · · · · · · 220

Joe Beach Ledge 13275 · · · · · · · 375

Joes Point 13398 · · · · · · · · · · 179

John Island 13315 · · · · · · · · · 235

John Island 13316 · · · · · · · · · 222

John Ledge 13276 · · · · · · · · · 368

Johns Bay 13293 · · · · · · · 275 - 276

Johns Island 13313 · · · · · · · · · 218

Johns Island 13315, 13313 · · · · · 220

Johns Island Dry Ledge 13313 · · · 218

Johns Island Sunken Ledge

13313 · · · · · · · · · · · · · 218

Johns Ledge 13290 · · · · · · · · · 306

Johns River 13293 · · · · · · · · · 276

Johnson Bay 13394, 13396 · · · · · 174

Johnson Cove 13394, 13396 · · · · 177

Johnson Rock 13290 · · · · · · · · 305

Jones Cove 13318 · · · · · · · · · · 208

Jones Garden Island 13301 · · · · · 272

Jones Point 13293 · · · · · · · · · 277

Jones River 13253 · · · · · · · · · 405

Jonesboro 13326 · · · · · · · · · · 189

Jonesport 13326 · · · · · · · · · · 191

Jordan Island 13318 · · · · · · · · 208

Jordan Island Bar 13318 · · · · · · 208

Jordan Reef 13290 · · · · · · · · · 313

Jordan River 13318 · · · · · · · · · 211

Jordans Delight 13324 · · · · · · · 196

Jordans Delight Ledge 13324· · · · 195

458 ■ Index ■ Coast Pilot 1
Josias River 13286 · · · · · · · · · 328

Joy Bay 13324· · · · · · · · · · · · 203

Joy Cove 13324 · · · · · · · · · · · 203

Jumper Ledge 13326 · · · · · · · · 189

Juniper Cove 13276· · · · · · · · · 372

Juniper Point 13276 · · · · · · · · 372

Junk of Pork 13290 · · · · · · · · · 305

Junk of Pork 13318 · · · · · · · · · 208

Junken Ledge 13303 · · · · · · · · 241

K

Keene (Hockomock) Neck 13301· · 273

Kegs, The 13301 · · · · · · · · · · 271

Kelley Point 13326 · · · · · · · · · 190

Kelp Ledge 13293· · · · · · · · · · 278

Kelp Ledges 13270 · · · · · · · · · 382

Kelp Ledges 13301 · · · · · · · · · 268

Kelsey Point 13293 · · · · · · · · · 279

Kendall Head 13394, 13396 · · · · 177

Kenduskeag Stream 13309 · · · · · 265

Kennebec River 13293, 13298 · · · 290

Kennebunk Beach 13286 · · · · · · 327

Kennebunk River 13286 · · · · · · 326

Kennebunkport 13286 · · · · · · · 326

Kent Cove 13308 · · · · · · · · · · 246

Kent Ledge 13308 · · · · · · · · · 246

Kettle Cove 13279 · · · · · · · · · 365

Kettle Island 13279 · · · · · · · · · 365

Kidder Point 13309 · · · · · · · · · 261

Killick Stone Island 13301 · · · · · 272

Kilton Point 13326 · · · · · · · · · 189

Kimball Island 13313 · · · · · · · · 236

Kimball Rock 13313 · · · · · · · · 236

Kings Point 13321 · · · · · · · · · 215

Kingston 13253· · · · · · · · · · · 405

Kingston Bay 13253 · · · · · · · · 405

Kittery 13283 · · · · · · · · · · · · 334

Kittery Point 13283· · · · · · · · · 340

Kitts Rocks 13283 · · · · · · · · · 336

Knight Island 13326 · · · · · · · · 191

Knowles Rocks 13293 · · · · · · · 276

Knubble 13296 · · · · · · · · · · · 284

Knubble Bay 13296 · · · · · · · · · 284

Knubble Ledge 13305 · · · · · · · 243

L

Ladle, The 13324 · · · · · · · · · · 194

Lakeman Harbor 13326 · · · · · · 189

Lakeman Island 13326 · · · · · · · 189

Lamoine Beach 13318 · · · · · · · 210

Lamoine State Park 13318 · · · · · 210

Lamp Island 13316 · · · · · · · · · 223

Lamprey River 13285 · · · · · · · · 343

Lane Island 13305 · · · · · · · · · 248

Lanes Cove 13279· · · · · · · · · · 356

Lanesville 13279 · · · · · · · · · · 356

Lapstone Ledge 13326 · · · · · · · 189

Large Green Island 13303 · · · · · 241

Lark Ledges 13303 · · · · · · · · · 253

Larrabee 13326 · · · · · · · · · · · 187

Larrabee Cove 13326 · · · · · · · · 187

Lasell Island 13305 · · · · · · · · · 250

Latty Cove 13316 · · · · · · · · · · 222

Lawrys (Laireys) Narrows 13305 · · 247

Lazygut Ledge 13315 · · · · · · · · 233

Leadbetter Island 13308 · · · · · · 247

Leadbetter Narrows 13308 · · · · · 247

Lechmere Canal 13272 · · · · · · · 391

Ledge, The 13398 · · · · · · · · · · 179

Ledges Point 13316· · · · · · · · · 222

Lee Island 13295 · · · · · · · · · · 294

Legal public holidays · · · · · · · · 170

Lermond Cove 13307 · · · · · · · · 254

Lewis Rock 13321· · · · · · · · · · 217

Libby Island Light 13326 · · · · · · 186

Libby Islands 13326· · · · · · · · · 186

Liberty Point 13394, 13396· · · · · 173

Liberty Point 13398· · · · · · · · · 179

Light and fog signal characteristics· · 2

Light Lists · · · · · · · · · · · · · · 12

Light Lists (United States and

Possessions) · · · · · · · · · · 419

Lights · · · · · · · · · · · · · · · · 10

Light-sector bearings · · · · · · · · · 1

Lime Island 13305 · · · · · · · · · 250

Lincoln House (Fishing) Point

13275 · · · · · · · · · · · · · 375

Lincolnville 13309 · · · · · · · · · 258

Linekin Bay 13293 · · · · · · · · · 280

Lines Island 13298 · · · · · · · · · 296

List of Lights (Foreign Countries) · 419

Lithgow Rock 13296 · · · · · · · · 294

Little Babson Island 13316 · · · · · 230

Little Bay 13285 · · · · · · · · · · 343

Little Birch Island 13290 · · · · · · 305

Little Black Island 13313 · · · · · · 218

Little Black Ledge 13324 · · · · · · 204

Little Boars Head 13278 · · · · · · 347

Little Breaking Ledge 13326 · · · · 190

Little Brewster Island 13270 · · · · 381

Little Burnt Island 13301· · · · · · 268

Little Bustins Island 13290 · · · · · 307

Little Calf Island 13270· · · · · · · 382

Little Calf Island 13318· · · · · · · 208

Little Camp Island 13315· · · · · · 235

Little Cape Point 13326· · · · · · · 192

Little Chebeague Island 13292 · · · 308

Little Cranberry Island 13321 · · · 213

Little Deer Isle 13309· · · · · · · · 231

Little Deer Isle 13316· · · · · · · · 231

Little Diamond Island 13292 · · · · 318

Little Dochet Island 13398 · · · · · 179

Little Drisko Island 13326 · · · · · 192

Little Duck Island 13313 · · · · · · 217

Little Egg Rock 13301 · · · · · · · 271

Little Egg Rock Shoals 13301 · · · 271

Little Faun 13270· · · · · · · · · · 380

Little Franklin Ledge 13301 · · · · 271

Little French Island 13290 · · · · · 307

Little Gott Island 13313 · · · · · · 218

Little Green Island 13303 · · · 241, 253

Little Harbor 13283· · · · · · · · · 339

Little Haste 13276 · · · · · · · · · 368

Little Holly Cove 13392· · · · · · · 185

Little Island 13301 · · · · · · · · · 274

Little Kennebec Bay 13326 · · · · · 188

Little Ledge 13324 · · · · · · · · · 201

Little Machias Bay 13392 · · · · · · 185

Little Mark Island 13290 · · · · · · 303

Little Mark Island Monument Light

13290 · · · · · · · · · · · · · 303

Little Mink Islet 13394 · · · · · · · 184

Little Moose Island 13318 · · · · · 205

Little Moose Islet 13394 · · · · · · 184

Little Mystic Channel 13272 · · · · 391

Little Nahant 13275 · · · · · · · · 375

Little Neck 13282 · · · · · · · · · · 354

Little Pig Rocks 13275 · · · · · · · 369

Little Point 13293 · · · · · · · · · 279

Little Ram Island 13326 · · · · · · 189

Little River 13281· · · · · · · · · · 356

Little River 13286 · · · · · · · 325, 327

Little River 13293· · · · · · · · · · 277

Little River 13392· · · · · · · · · · 184

Little River Island 13392 · · · · · · 184

Little River Ledge 13392 · · · · · · 185

Little River Ledges 13295 · · · · · 287

Little River Rock 13287· · · · · · · 322

Little Sail Rock 13394, 13396 · · · 173

Little Salvages 13279 · · · · · · · · 358

Little Sheepscot River 13296 · · · · 284

Little Shoal 13392 · · · · · · · · · 184

Little Spoon Island 13313 · · · · · 236

Little Spruce Head Island 13305 · · 249

Little Spruce Island 13326 · · · · · 189

Little Stage Island 13286 · · · · · · 325

Little Triangle Ledge 13305 · · · · 243

Little Whaleboat Island 13290 · · · 306

Little Whaleboat Ledge 13290 · · · 306

Little White Horse Ledges

13394, 13396 · · · · · · · · · 178

Little Wood Island 13290 · · · · · · 299

Little Yarmouth Island 13290 · · · 302

Littlejohn Island 13290· · · · · · · 307

Littles Creek 13267 · · · · · · · · · 403

Lobster Cove 13281· · · · · · · · · 355

Lobster Ledge 13308 · · · · · · · · 246

Lobster pots· · · · · · · · · · · · · 153

Lobster Rock 13309· · · · · · · · · 251

Local magnetic disturbances · · · · · 8

■ Index ■ 459
Local Notice to Mariners · · · · · · · 9

Lockes Neck (Straw Point) 13283 · 345

Locust Island 13301 · · · · · · · · 273

Logan International Airport 13272· 390

Londoner 13279 · · · · · · · · · · 358

Long Beach 13275 · · · · · · · · · 375

Long Cove 13293 · · · · · · · · · · 279

Long Cove 13296 · · · · · · · · · · 289

Long Cove 13301 · · · · · · · 266, 274

Long Cove 13309 · · · · · · · · · · 261

Long Cove 13313 · · · · · · · · · · 219

Long Cove Ledge 13309 · · · · · · 260

Long Island 13270 · · · · · · · · · 382

Long Island 13292 · · · · · · · · · 308

Long Island 13313 · · · · · · · · · 218

Long Island 13316 · · · · · · · · · 224

Long Island Head Light 13270,

13272 · · · · · · · · · · · · · 382

Long Island Hub 13316· · · · · · · 224

Long Island Viaduct 13270 · · · · · 394

Long Ledge 13290 · · · · · · · · · 300

Long Ledge 13296 · · · · · · · · · 289

Long Ledge 13303 · · · · · · · · · 253

Long Ledge 13315 · · · · · · · · · 233

Long Ledge 13315, 13313 · · · · · 220

Long Ledge 13318 · · · · · · · 208, 214

Long Ledge 13392 · · · · · · 184 - 185

Long Point 13321· · · · · · · · · · 214

Long Point 13392· · · · · · · · · · 184

Long Point Cove 13392· · · · · · · 184

Long Point Island 13290 · · · · · · 302

Long Pond Shoal 13321 · · · · · · 217

Long Porcupine Island 13318 · · · 213

Long Reach 13290 · · · · · · · · · 304

Long Reach 13296 · · · · · · · · · 294

Look Point 13324 · · · · · · · · · · 194

Lookout 13313 · · · · · · · · · · · 237

Lookout Point 13246 · · · · · · · · 408

Lookout Point 13290 · · · · · · · · 306

Loran · · · · · · · · · · · · · · · · 144

LORAN-C· · · · · · · · · · · · · · · 13

Lord Rock 13316 · · · · · · · · · · 226

Louds Island 13301 · · · · · · · · · 274

Loudville 13301· · · · · · · · · · · 274

Love Cove 13296 · · · · · · · · · · 288

Lovell Island 13270 · · · · · · · · · 382

Lowell Cove 13290 · · · · · · · · · 302

Lowell Ledge 13307· · · · · · · · · 254

Lowell Rock 13307 · · · · · · · · · 256

Lowell Rock Light 2 13307 · · · · · 256

Lower Basket Ledge 13292 · · · · · 309

Lower Cape 13246 · · · · · · · · · 409

Lower Fitch Point 13293 · · · · · · 279

Lower Gangway Ledge 13303 · · · 252

Lower Goose Island 13290 · · · · · 306

Lower Hell Gate 13296 · · · · · · · 284

Lower Mark Island 13295· · · · · · 287

Lower Middle Ground 13324 · · · · 196

Lower Narrows 13301 · · · · · · · 275

Lowes Cove 13293 · · · · · · · · · 279

Lubec 13394, 13396 · · · · · · · · 174

Lubec Channel 13394, 13396· · · · 173

Lubec Narrows 13394, 13396· · · · 173

Luckse Sound 13290 · · · · · · · · 305

Lumbo Ledge 13290 · · · · · · · · 299

Luminous range · · · · · · · · · · · 10

Lunging Island 13283 · · · · · · · 346

Lunt Harbor 13313 · · · · · · · · · 218

Lurcher Shoal 13009 · · · · · · · · 150

Lydonia Canyon 13200 · · · · · · · 153

Lynn Harbor 13275 · · · · · · · · · 376

M

Machias 13326 · · · · · · · · · · · 187

Machias Bay 13326 · · · · · · · · · 186

Machias Falls 13326 · · · · · · · · 187

Machias River 13326 · · · · · · · · 187

Machias Seal Island 13392 · · · · · 183

Machiasport 13326 · · · · · · · · · 187

Mack Point 13309· · · · · · · · · · 260

Mackerel Cove 13276 · · · · · · · · 371

Mackerel Cove 13290 · · · · · · · · 303

Mackerel Cove 13313 · · · · · · · · 219

Mackerel Ledge 13303 · · · · · · · 240

Mackerel Rock 13324 · · · · · · · · 195

Mackworth Island 13292 · · · · · · 309

Mackworth Point 13292 · · · · · · 309

MacMahan 13296 · · · · · · · · · · 284

MacMahan Island 13296 · · · · · · 284

MacMahan Island Ledge 13296· · · 284

MacMahan Ledge 13296 · · · · · · 284

Maddock Cove 13295 · · · · · · · · 288

Maffitt Ledge 13270· · · · · · · · · 381

Magnetic disturbances, local · · · · · 8

Magnolia 13279· · · · · · · · · · · 365

Magnolia Harbor 13279 · · · · · · 365

Magnolia Point 13279 · · · · · · · 365

Mahar Point 13394 · · · · · · · · · 180

Mahoney Island 13316 · · · · · · · 223

Mahoney Ledge 13316 · · · · · · · 223

Maiden Cove 13292 · · · · · · · · · 317

Main Channel Way 13326· · · · · · 191

Main Harbor 13292 · · · · · · · · · 309

Maine Maritime Academy 13309 · · 261

Makertown Cove 13301· · · · · · · 266

Malaga Island 13283 · · · · · · · · 346

Malaga Island 13290 · · · · · · · · 301

Malcolm Ledge 13303 · · · · · · · 239

Malden 13272 · · · · · · · · · · · · 392

Malden Island 13295 · · · · · · · · 287

Malden River 13272· · · · · · · · · 392

Man Island 13326 · · · · · · · · · · 191

Man of War Head 13394, 13396 · · 175

Manana Island 13301 · · · · · · · · 242

Manchester 13275 · · · · · · · · · 365

Manchester Bay 13275 · · · · · · · 365

Manchester Channel 13275 · · · · 365

Manchester Harbor 13275 · · · · · 365

Manchester Point 13321 · · · · · · 216

Manning Requirements (in part) · · 137

Manomet Hill 13253 · · · · · · · · 406

Manomet Point 13246 · · · · · · · 408

Manset 13321 · · · · · · · · · · · · 215

Maple Juice Cove 13301 · · · · · · 269

Maquoit Bay 13290 · · · · · · · · · 307

Marblehead 13276 · · · · · · · · · 375

Marblehead Channel 13275 · · · · 368

Marblehead Harbor 13276· · · 367, 374

Marblehead Island 13303 · · · · · · 252

Marblehead Light 13276 · · · · · · 367

Marblehead Neck 13276 · · · · 367, 375

Marblehead Rock 13276 · · · · · · 367

Marine Broadcast Notices to

Mariners · · · · · · · · · · · · · 9

Marine Pollution · · · · · · · · · · · 26

Marine Product Dissemination

Information· · · · · · · · · · · 37

Marine Protected Areas (MPAs) · · · 34

Marine Sanitation Device

Standard· · · · · · · · · · · · 135

Marine Weather Forecast · · · · · · 423

Marine Weather Forecasts · · · · · · 36

Marine Weather Services

Charts · · · · · · · · · · · 24, 419

Mariner 13292 · · · · · · · · · · · 308

Maritime Academy, Maine 13309 · · 261

Maritime Security (MARSEC) Levels,

USCG · · · · · · · · · · · · · · 32

Mark Island 13290 · · · · · · · · · 299

Mark Island 13305 · · · · · · · · · 250

Mark Island 13315 · · · · · · · · · 233

Mark Island 13322 · · · · · · · · · 206

Mark Island 13326 · · · · · · · · · 190

Mark Island Ledge 13290 · · · 299, 303

Mark Island Ledge 13296 · · · · · · 288

Marlboro Beach 13318 · · · · · · · 210

Marsh Cove 13313 · · · · · · · · · 236

Marsh Cove Ledges 13313 · · · · · 236

Marsh Harbor 13301 · · · · · · · · 274

Marsh Island 13301· · · · · · · · · 272

Marsh Island 13326· · · · · · · · · 189

Marsh River 13293 · · · · · · · · · 290

Marsh River 13309 · · · · · · · · · 265

Marshall Island 13313 · · · · · · · 220

Marshall Point 13301 · · · · · · · · 267

Marshall Point 13309 · · · · · · · · 251

Martin Ledge 13270 · · · · · · · · 381

Martin Point 13292 · · · · · · · · · 309

Martin Point 13301 · · · · · · · · · 273

Martinsville 13301 · · · · · · · · · 266

Mary Ann Rocks 13246 · · · · · · · 408

Mason Bay 13326 · · · · · · · · · · 190

460 ■ Index ■ Coast Pilot 1
Mason Ledge 13313· · · · · · · · · 220

Massachusetts Bay 13267· · · · · · 361

Matinicus 13303 · · · · · · · · · · 240

Matinicus Harbor 13303 · · · · · · 240

Matinicus Island 13303 · · · · · · · 240

Matinicus Roads 13303 · · · · · · · 240

Matinicus Rock 13303 · · · · · · · 240

Matinicus Rock Light 13303 · · · · 240

Mayflower Ledge 13281· · · · · · · 363

Mayo Beach 13250 · · · · · · · · · 412

McFarland Island 13296 · · · · · · 282

McFarlands Cove 13293 · · · · · · 276

McFarlands Ledges 13293 · · · · · 276

McGlathery Island 13313 · · · · · · 229

McGuire Point 13293 · · · · · · · · 279

McHeard Cove 13316 · · · · · · · · 225

McIntosh Ledge 13305 · · · · · · · 249

McKenney Point 13287 · · · · · · · 321

McKown Point 13296· · · · · · · · 281

McNeil Point 13318· · · · · · · · · 209

Meadow Cove 13293 · · · · · · · · 277

Meadow Point 13318 · · · · · · · · 210

Mears Cove 13293 · · · · · · · · · 279

Measured Courses · · · · · · · · · 424

Medford 13272 · · · · · · · · · · · 392

Medical advice and/or evacuation · · 19

Medomak 13301 · · · · · · · · · · 273

Medomak River 13301 · · · · · · · 273

Meduncook River 13301 · · · · · · 272

Mercator projection · · · · · · · · · · 3

Merchant Island 13313 · · · · · · · 235

Merchant Row 13313 · · · · · · · · 235

Mere Point 13290 · · · · · · · · · · 307

Merepoint 13290 · · · · · · · · · · 307

Merepoint Bay 13290 · · · · · · · · 306

Merepoint Neck 13290 · · · · · · · 306

Merriconeag Sound 13290 · · · · · 303

Merriland River 13286 · · · · · · · 327

Merrill Ledge 13293 · · · · · · · · 289

Merrimack River 13282· · · · · · · 349

Merrimacport 13274 · · · · · · · · 352

Merriman Ledge 13309 · · · · · · · 232

Merrow Island 13296 · · · · · · · · 289

Merry Island 13293 · · · · · · · · · 279

Merrymeeting Bay 13293· · · · · · 296

Metinic Green Island 13303 · · · · 241

Metinic Island 13303 · · · · · · · · 241

Metinic Island Ledge 13301 · · · · 242

Midchannel Rock 13276 · · · · · · 369

Middle Bay 13290 · · · · · · · · · · 306

Middle Breaker 13392 · · · · · · · 184

Middle Breakers 13275 · · · · · · · 368

Middle Brewster Island 13270 · · · 382

Middle Ground 13309 · · · · · · · 262

Middle Ground 13316 · · · · · · · 224

Middle Ground 13394, 13396· · · · 173

Middle Ground Rock 13290 · · · · 302

Middle Ledge 13290 · · · · · · · · 299

Middle Ledge 13296 · · · · · · · · 289

Middle Ledge 13324 · · · · · · · · 204

Middle Mark Island 13296 · · · · · 288

Middle River 13326 · · · · · · · · · 187

Middle Rock 13305 · · · · · · · · · 244

Middle Rock 13321 · · · · · · · · · 215

Middle Shoal 13392· · · · · · · · · 183

Milbridge 13324 · · · · · · · · · · 197

Mile Ledge 13293 · · · · · · · · · · 291

Miles Island 13296 · · · · · · · · · 289

Milk Island 13279· · · · · · · · · · 359

Mill Brook 13309 · · · · · · · · · · 261

Mill Cove 13290· · · · · · · · · · · 302

Mill Cove 13316· · · · · · · · · · · 226

Mill Cove 13394, 13396· · · · · · · 177

Mill Cove 13398· · · · · · · · · · · 179

Mill Island 13316 · · · · · · · · · · 224

Mill Point 13290 · · · · · · · · · · 300

Mill Pond 13305 · · · · · · · · · · 244

Mill River 13281 · · · · · · · · · · 356

Mill River 13301 · · · · · · · · · · 269

Mill River 13324 · · · · · · · · · · 195

Millbury Ledge 13283 · · · · · · · 330

Miller Island 13293 · · · · · · · · · 279

Millet Island 13315 · · · · · · · · · 235

Milton 13270 · · · · · · · · · · · · 393

Mineclearing-Caution · · · · · · · · 28

Mingo Rock 13283 · · · · · · · · · 346

Ministerial Island 13290 · · · · · · 306

Mink Island 13316 · · · · · · · · · 225

Mink Island 13324 · · · · · · · · · 194

Mink Island 13392 · · · · · · · · · 185

Mink Islet 13394 · · · · · · · · · · 184

Minot Island 13305 · · · · · · · · · 251

Minots Ledge Light 13269 · · · · · 399

Minturn 13313 · · · · · · · · · · · 219

Misery Ledge 13276· · · · · · · · · 368

Misery Ledge 13326· · · · · · · · · 189

Mistake Harbor 13326 · · · · · · · 191

Mistake Island 13326 · · · · · · · · 191

Mitchell Cove 13316 · · · · · · · · 222

Mitchell Point 13324 · · · · · · · · 196

Mitchell Rock 13279 · · · · · · · · 357

Mitchell Rock 13290 · · · · · · · · 313

Mitchells Falls 13274 · · · · · · · · 352

Moffat Cove 13296 · · · · · · · · · 284

Money Cove 13392 · · · · · · · · · 184

Monhegan 13301 · · · · · · · · · · 242

Monhegan Harbor 13301 · · · · · · 242

Monhegan Island 13301 · · · · · · 242

Monhegan Island Light 13301 · · · 242

Monks Hill 13246 · · · · · · · · · · 406

Montgomery Point 13293 · · · · · 277

Montsweag Bay 13296 · · · · · · · 284

Monument Bar 13276 · · · · · · · 371

Moody Beach 13286 · · · · · · · · 327

Moon Head 13270 · · · · · · · · · 394

Moore Point 13290 · · · · · · · · · 307

Moores Harbor 13313 · · · · · · · 236

Moores Rock 13283· · · · · · · · · 332

Moosabec Reach 13326 · · · · · · · 190

Moose Cove 13394 · · · · · · · · · 184

Moose Island 13315· · · · · · · · · 234

Moose Island 13316· · · · · · · · · 222

Moose Island 13394, 13396· · · · · 174

Moose Neck 13324 · · · · · · · · · 193

Moose Neck 13326 · · · · · · · · · 191

Moose Peak Light 13326 · · · · · · 191

Moose River 13394 · · · · · · · · · 184

Morgan Bay 13316 · · · · · · · · · 225

Morse Cove 13309 · · · · · · · · · 263

Morse Island 13301 · · · · · · · · · 272

Morse Ledge 13301 · · · · · · · · · 272

Morse River 13293 · · · · · · · · · 293

Morton Ledge 13394 · · · · · · · · 184

Moser Ledge 13301 · · · · · · · · · 271

Moses Hill 13275 · · · · · · · · · · 365

Moshier Island 13290· · · · · · · · 307

Mosquito Harbor 13301 · · · · · · 266

Mosquito Head 13301 · · · · · · · 266

Mosquito Island 13301 · · · · · · · 267

Motions, The 13293· · · · · · · · · 280

Moulton Ledge 13324 · · · · · · · 201

Mount Agamenticus 13260 · · · · · 328

Mount Battie 13307· · · · · · · · · 257

Mount Desert 13318 · · · · · · · · 216

Mount Desert Ferry 13318 · · · · · 209

Mount Desert Island 13312· · · · · 201

Mount Desert Light 13312 · · · · · 201

Mount Desert Narrows 13318 · · · 210

Mount Desert Rock 13312 · · · · · 201

Mount Megunticook 13305· · · · · 258

Mountainville 13316 · · · · · · · · 230

Mousam River 13286 · · · · · · · · 327

Mouse Island 13296· · · · · · · · · 281

Mouse Island 13305· · · · · · · · · 250

Mowry Point 13394, 13396 · · · · · 174

Moxie Island 13313 · · · · · · · · · 237

Mud Hole 13326 · · · · · · · · · · 192

Mud Hole Channel 13326 · · · · · 192

Mulholland Point 13394, 13396 · · 174

Murphy Ledge 13301 · · · · · · · · 272

Murr Ledges 13392 · · · · · · · · · 184

Murray Rock 13283· · · · · · · · · 332

Muscle Ridge Channel 13303· · · · 252

Muscongus 13301 · · · · · · · · · 275

Muscongus Bay 13301 · · · · · · · 271

Muscongus Harbor 13301 · · · · · 275

Muscongus Sound 13301· · · · · · 274

Mussel Point 13281· · · · · · · · · 362

Mystic River 13272 · · · · · · · · · 392

N

Nahant 13275 · · · · · · · · · · · · 375

■ Index ■ 461
Nahant Bay 13275 · · · · · · · · · 375

Nahant Harbor 13275 · · · · · · · 375

Nahant Rock 13275· · · · · · · · · 377

Nantasket Beach 13270 · · · · 381, 397

Nantasket Roads 13270 · · · · · · · 382

Nantucket Shoals 13200 · · · · · · 152

Narraguagus Bay 13324 · · · · · · 195

Narraguagus River 13324· · · · · · 196

Narrow channels · · · · · · · · · · · 31

Narrows 13309 · · · · · · · · · · · 262

Narrows Island 13305 · · · · · · · 243

Narrows, The 13270 · · · · · · · · 383

Narrows, The 13293 · · · · · · · · 278

Narrows, The 13301 · · · · · · · · 273

Narrows, The 13321 · · · · · · · · 215

Narrows, The 13324 · · · · · · · · 203

Narrows, The 13398 · · · · · · · · 178

Nash Island 13324 · · · · · · · · · 193

Nash Point 13324 · · · · · · · · · · 195

Nash Rock Shoal 13270 · · · · · · 381

Naskeag 13316 · · · · · · · · · · · 230

Naskeag Harbor 13316 · · · · · · · 230

Naskeag Point 13316 · · · · · · · · 223

National Data Buoy Center

Meteorological Buoys · · · · · 36

National Environmental Satellite,

Data, and Information Service

(NESDIS) · · · · · · · · · · · · 37

National Geospatial-Intelligence

Agency · · · · · · · · · · · · · · 9

National Geospatial-Intelligence

Agency (NGA)· · · · · · · · · · 38

National Geospatial-Intelligence

Agency Procurement

Information · · · · · · · · · · 418

National Institute of Standards and

Technology · · · · · · · · · · · 24

National Marine Sanctuary Program

Regulations · · · · · · · · · · · 43

National Marine Sanctuary, Gerry E.

Studds-Stellwagen Bank · · · 386

National Marine Sanctuary, Gerry E.

Studds-Stellwagen Bank

13260 · · · · · · · · · · · · · 151

National Ocean Service (NOS)· · · · 35

National Ocean Service Offices · · · 417

National Park, Acadia 13312 · · · · 201

National Park, Acadia 13318 · · · · 205

National Weather Service (NWS) · · 36

National Weather Service

Offices · · · · · · · · · · · 36, 422

National Weather Service Port

Meteorological Officers

(PMOs) · · · · · · · · · · · · · 37

Nautical Almanac · · · · · · · · · · 419

Nautical charts · · · · · · · · · · · · 35

Nautilus Island 13309 · · · · · · · 262

Nautilus Rock 13309 · · · · · · · · 262

Naval Observatory · · · · · · · · · · 38

Naval Shipyard, Portsmouth

13283 · · · · · · · · · · · · · 333

Navigation Guidelines,

Boston Harbor · · · · · · · · 380

Navigation Guidelines,

Frenchman Bay · · · · · · · · 205

Navigation Guidelines, Portland · · 311

Navigation Guidelines,

Portsmouth · · · · · · · · · · 334

Navigation Regulations· · · · · · · 126

Navigation Rules · · · · · · · · 31, 419

Navigation Safety Regulations · · · · 95

NAVTEX · · · · · · · · · · · · · · · 22

Navy Island 13398 · · · · · · · · · 178

Neck, The 13303 · · · · · · · · · · 253

Ned Island 13322 · · · · · · · · · · 206

Negro Island 13287 · · · · · · · · · 322

Negro Island 13293 · · · · · · · · · 281

Negro Island Ledge 13287 · · · · · 323

Neponset River 13270 · · · · · · · 393

New Castle 13283 · · · · · · · · · · 334

New Castle Island 13283 · · · · · · 334

New Harbor 13301 · · · · · · · · · 274

New Harbor Dry Ledges 13301 · · · 274

New Harbor Sunken Ledges

13301 · · · · · · · · · · · · · 272

New Inlet 13267 · · · · · · · · · · 402

New Meadows 13290 · · · · · · · · 301

New Meadows River 13290 · · · · · 301

Newagen 13293 · · · · · · · · · · · 280

Newbury Neck 13316 · · · · · · · · 225

Newbury Old Town 13282 · · · · · 354

Newburyport 13282· · · · · · · · · 349

Newburyport Harbor Light

13282 · · · · · · · · · · · · · 349

Newcastle 13293 · · · · · · · · · · 279

Newcomb Ledge 13275 · · · · · · · 368

Newmarket 13285 · · · · · · · · · 343

Newport Cove 13318 · · · · · · · · 213

Newport Ledge 13318 · · · · · · · 213

Nightcap Island 13324 · · · · · · · 194

Nightcap Ledge 13324 · · · · · · · 194

Nine (9) nautical mile natural

resources boundary · · · · · · 33

Ninefoot Rock 13279 · · · · · · · · 357

NIST Time and Frequency

Dissemination Services, Special

Publication 432· · · · · · · · · 24

Nixes Mate 13270 · · · · · · · · · · 382

No Mans Island 13315 · · · · · · · 235

No Mans Land 13303 · · · · · · · · 241

NOAA Weather Radio · · · · 23, 37, 423

Nobscusset Point 13251 · · · · · · 411

No-Discharge Zone · · · · · · 348, 405

No-Discharge Zone, Casco Bay · · · 299

No-Discharge Zones · · · · · · · · · 26

Nominal range · · · · · · · · · · · · 10

Normans Woe 13281 · · · · · · · · 361

Normans Woe Rock 13281 · · · · · 361

North Atlantic Right whales · · · · 146

North Atlantic Right Whales · 386, 403

North Branch 13293 · · · · · · · · 276

North Brooksville 13309 · · · · · · 263

North Castine 13309 · · · · · · · · 263

North Cutler 13392· · · · · · · · · 185

North Deer Isle 13316 · · · · · · · 231

North Dennis 13251 · · · · · · · · 410

North Gooseberry Island 13275 · · 367

North Haven 13308· · · · · · · · · 247

North Haven Island 13302 · · · · · 237

North Islesboro 13309 · · · · · · · 251

North Jenny Ledge 13290 · · · · · 302

North Ledge 13290 · · · · · · · · · 302

North Pier 13282 · · · · · · · · · · 350

North Plymouth 13253 · · · · · · · 408

North Point 13313 · · · · · · · · · 219

North Point 13398 · · · · · · · · · 178

North Popplestone Ledge 13313 · · 235

North Quincy 13270 · · · · · · · · 394

North Ridge 13282 · · · · · · · · · 354

North River 13267 · · · · · · · · · 402

North River 13276 · · · · · · · · · 372

North Rock 13392 · · · · · · · · · 183

North Rock 13394, 13396 · · · · · 178

North Shoal 13392 · · · · · · · · · 183

North Sugarloaf 13295 · · · · · · · 293

Northeast Bank 13260 · · · · · · · 150

Northeast Grave 13270 · · · · · · · 380

Northeast Harbor 13321 · · · 213, 216

Northeast Harbor 13392 · · · · · · 186

Northeast Ledge 13307 · · · · · · · 257

Northeast Ledge 13313 · · · · · · · 218

Northeast Passage 13307 · · · · · · 257

Northeast Point 13296 · · · · · · · 284

Northeast Point 13307 · · · · · · · 257

Northeast Pond Ledge 13303· · · · 252

Northern Bay 13309 · · · · · · · · 263

Northern Island 13301 · · · · · · · 266

Northern Triangles 13303 · · · · · 241

Northport 13309 · · · · · · · · · · 258

Northwest Cove 13316 · · · · 223, 230

Northwest Harbor 13305 · · · · · · 244

Northwest Harbor 13326 · · · · · · 186

Northwest Ledge 13303 · · · · · · 253

Norton Island 13303 · · · · · · · · 252

Norton Island 13324 · · · · · · · · 194

Norton Island Ledge 13324· · · · · 194

Norton Island Ledges 13301 · · · · 266

Norwood Cove 13321 · · · · · · · · 216

Notice to Mariners · · · · · · · · · · 9

Notices to Mariners · · · · · · · · · · 9

Nova Rocks 13326 · · · · · · · · · 190

Nubble Channel 13270 · · · · · · · 383

Nubble Island 13394, 13396 · · · · 178

Nubble, The 13303 · · · · · · · · · 242

462 ■ Index ■ Coast Pilot 1
Nut Island 13270 · · · · · · · · · · 394

O

Oak Island 13290 · · · · · · · · · · 302

Oak Island 13305 · · · · · · · · · · 245

Oak Point 13316 · · · · · · · · · · 223

Oak Rock 13279 · · · · · · · · · · 358

Oaks Reef 13286 · · · · · · · · · · 326

Oar Island 13301 · · · · · · · · · · 273

Obstructions· · · · · · · · · · · · · · 2

Ocean Dumping · · · · · · · · · · · 28

Ocean Point 13293 · · · · · · · · · 281

Ocean View 13279 · · · · · · · · · 357

Ocean View Hill 13249 · · · · · · · 415

Oceanographer Canyon 13200 · · · 153

Oceanville 13315 · · · · · · · · · · 234

Odiornes Point 13283 · · · · · · · 344

Odom Ledge 13309 · · · · · · · · · 263

Ogunquit 13286 · · · · · · · · · · 328

Ogunquit Beach 13286 · · · · · · · 327

Ogunquit River 13286 · · · · · · · 327

Oil Cloth Point 13297 · · · · · · · 298

Oil Pollution · · · · · · · · · · · · · 26

Oil transfer anchorage

area · · · · · · · · · 259, 298, 310

Old Anthony Rock 13290 · · · · · · 313

Old Cellar Rock 13278 · · · · · · · 348

Old Cilley Ledge 13301 · · · · · · · 267

Old Cove 13303 · · · · · · · · · · · 240

Old Duke Ledges 13305 · · · · · · 243

Old Harbor 13270· · · · · · · · · · 393

Old Harbor 13305· · · · · · · · · · 248

Old Horse Ledge 13301· · · · · · · 268

Old Horse Ledge 13305· · · · · · · 243

Old Hump Channel 13301 · · · · · 271

Old Hump Ledge 13301 · · · · · · 271

Old Man 13324 · · · · · · · · · · · 204

Old Man 13392 · · · · · · · · · · · 185

Old Man Ledge 13301· · · · · · · · 268

Old Orchard Beach 13287 · · · · · 322

Old Prince 13286 · · · · · · · · · · 325

Old Proprietor 13287 · · · · · · · · 322

Old Soaker 13318 · · · · · · · · · · 213

Old Sow 13396 · · · · · · · · · · · 176

Old Whale Ledge 13318 · · · · · · 213

Old Woman 13324 · · · · · · · · · 204

Old Woman Ledge 13301 · · · · · · 268

Opechee Island 13315, 13313 · · · 220

Optical Phenomena· · · · · · · · · 161

Orange River 13394· · · · · · · · · 180

Orcutt Harbor 13309 · · · · · · · · 232

Orland 13309 · · · · · · · · · · · · 264

Orland River 13309 · · · · · · · · · 264

Orleans 13250 · · · · · · · · · · · 412

Orono Island 13315, 13313· · · · · 220

Orrington 13309 · · · · · · · · · · 265

Orrs Cove 13290 · · · · · · · · · · 302

Orrs Island 13290· · · · · · · · · · 302

Otis Cove 13301 · · · · · · · · · · 269

Otter Cliff Ledge 13318· · · · · · · 213

Otter Cove 13318 · · · · · · · · · · 213

Otter Cove 13324 · · · · · · · · · · 193

Otter Island 13301 · · · · · · · · · 272

Otter Island 13303 · · · · · · · · · 252

Otter Island 13305 · · · · · · · · · 243

Otter Island 13324 · · · · · · · · · 195

Otter Island Ledge 13301· · · · · · 272

Otter Island Ledge 13303· · · · · · 252

Otter Ledge 13313 · · · · · · · · · 218

Otter Point 13303· · · · · · · · · · 253

Otter Point 13318· · · · · · · · · · 213

Otter Rock Shoal 13309 · · · · · · 262

Outer Bar Island 13324· · · · · · · 203

Outer Breakers 13275 · · · · · · · 369

Outer Brewster Island 13270 · · · · 382

Outer Dawes Ledge 13313 · · · · · 218

Outer Green Island 13290 · · · · · 305

Outer Head 13295 · · · · · · · · · 287

Outer Heron Island 13293 · · · · · 277

Outer Heron Island Ledge 13293· · 277

Outer Ledges 13307 · · · · · · · · 257

Outer Minot 13269 · · · · · · · · · 399

Outer Sand Island 13326 · · · · · · 192

Outer Scrag Ledge 13305· · · · · · 236

Outer Shag Ledge 13301 · · · · · · 268

Outer Sunk Rocks 13278 · · · · · · 348

Outer Tautog Rock 13253 · · · · · 407

Oven Mouth 13293 · · · · · · · · · 289

Owls Head 13307 · · · · · · · · · · 254

Owls Head Bay 13307· · · · · · · · 253

Owls Head Harbor 13307 · · · · · · 254

Owls Head Ledge 13307 · · · · · · 254

Owls Head Light 13307· · · · · · · 254

Oxbow Cut 13285 · · · · · · · · · · 344

Oyster River 13285 · · · · · · · · · 343

P

Packaged Marine Pollutants · · · · · 27

Paddock Rock 13275 · · · · · · · · 365

Paddy Creek 13286 · · · · · · · · · 325

Palmer Cove 13276 · · · · · · · · · 373

Palmer Point 13276· · · · · · · · · 373

Pamet Harbor 13249 · · · · · · · · 413

Pamet River 13249 · · · · · · · · · 413

Pancake Ground 13281 · · · · · · · 362

Park, Salem Willows 13276· · · · · 372

Parker Cove 13309 · · · · · · · · · 252

Parker Flats 13295 · · · · · · · · · 294

Parker Head 13295 · · · · · · · · · 294

Parker Point 13290 · · · · · · · · · 308

Parker Point 13316 · · · · · · · · · 224

Parker River 13282 · · · · · · · · · 354

Passagassawakeag River 13309 · · · 258

Passamaquoddy Bay 13398 · · · · · 178

Patten Bay 13316 · · · · · · · · · · 226

Pea Island 13275 · · · · · · · · · · 375

Peaked Cliff 13246 · · · · · · · · · 408

Peaked Hill Bar 13246 · · · · · · · 416

Peaks Island 13292 · · · · · · · · · 317

Pecks Point 13318 · · · · · · · · · 210

Peddocks Island 13270 · · · · · · · 394

Pell Island 13313 · · · · · · · · · · 235

Pemaquid 13293 · · · · · · · · · · 275

Pemaquid Beach 13293· · · · · · · 275

Pemaquid Harbor 13293 · · · · · · 275

Pemaquid Ledge 13301 · · · · · · · 273

Pemaquid Neck 13301 · · · · · · · 273

Pemaquid Point 13301 · · · · · · · 273

Pemaquid River 13293 · · · · · · · 275

Pembroke 13394 · · · · · · · · · · 180

Pennamaquan River 13394 · · · · · 180

Penobscot 13309 · · · · · · · · · · 263

Penobscot Bay 13302 · · · · · · · · 237

Penobscot River 13309 · · · · · · · 263

Pepperrell Cove 13283 · · · · · · · 340

Perch Island 13293 · · · · · · · · · 281

Perkins Cove 13286· · · · · · · · · 328

Perkins Island 13295 · · · · · · · · 293

Perkins Island Ledge 13295 · · · · 294

Perkins Point 13293 · · · · · · · · 279

Perry Creek 13308 · · · · · · · · · 247

Peters Point 13316 · · · · · · · · · 225

Petit Manan Bar 13324 · · · · · · · 198

Petit Manan Island 13324 · · · · · 197

Petit Manan Light 13324 · · · · · · 197

Petit Manan Point 13324 · · · · · · 198

Petit Manan Pool 13324 · · · · · · 198

Petit Manan Reef 13324 · · · · · · 198

Pettis Rocks 13295 · · · · · · · · · 294

Phelps Bank 13204 · · · · · · · · · 152

Phillips Island 13283 · · · · · · · · 340

Phillips Point 13275 · · · · · · · · 375

Phillips Rock 13283· · · · · · · · · 336

Phippsburg 13295 · · · · · · · · · 294

Phoebe Island 13315 · · · · · · · · 235

Pickering Island 13305 · · · · · · · 244

Pickett Ledge 13275 · · · · · · · · 365

Pierce Cove 13296 · · · · · · · · · 288

Pierces Island 13283 · · · · · · · · 340

Pierson Ledge 13326 · · · · · · · · 188

Pig Cove 13293 · · · · · · · · · · · 281

Pig Island Gut Channel 13326 · · · 192

Pig Rock 13270 · · · · · · · · · · · 394

Pigeon Cove 13279 · · · · · · · · · 357

Pigeon Ground 13303 · · · · · · · 241

Pigeon Hill 13279· · · · · · · · · · 357

Pigeon Hill 13324· · · · · · · · · · 197

Pigeon Hill Bay 13324 · · · · · · · 197

Pigeon Rock 13279 · · · · · · · · · 357

Pilgrim Ledge 13275 · · · · · · · · 365

■ Index ■ 463
Pilgrim Monument 13249 · · · · · 414

Pilotage · · · · · · · · · · · · · · · 169

Pilotage, Belfast· · · · · · · · · · · 259

Pilotage, Beverly · · · · · · · · · · 371

Pilotage, Boothbay Harbor

13296 · · · · · · · · · · · · · 282

Pilotage, Boston and vicinity · · · · 386

Pilotage, Camden Harbor· · · · · · 258

Pilotage, Cobscook Bay · · · · · · · 180

Pilotage, Cobscook Bay · · · · · · · 176

Pilotage, Eastport, Cobscook Bay

and vicinity · · · · · · · · · · 176

Pilotage, Fox Islands Thorofare · · 246

Pilotage, Frenchman Bay· · · · · · 206

Pilotage, Gloucester · · · · · · · · 363

Pilotage, Kennebec River · · · · · · 292

Pilotage, Merrimack River · · · · · 351

Pilotage, Penobscot Bay and River · 238

Pilotage, Penobscot River · · · · · 264

Pilotage, Portland· · · · · · · · · · 314

Pilotage, Portsmouth · · · · · · · · 337

Pilotage, Salem · · · · · · · · · · · 372

Pilotage, Salem Harbor, Beverly

Harbor and Marblehead

Harbor· · · · · · · · · · · · · 369

Pilotage, Searsport · · · · · · · · · 260

Pine Point 13287 · · · · · · · · · · 322

Pine Tree Ledge 13290 · · · · · · · 313

Pines River 13275· · · · · · · · · · 376

Pinkham Bay 13324 · · · · · · · · 202

Pinkham Island 13290 · · · · · · · 304

Pinkham Point 13290 · · · · · · · 302

Pinkham Shoal 13293 · · · · · · · 277

Pipelaying barges · · · · · · · · · · 146

Piscataqua River 13285 · · · · · · · 341

Pitchpine Ledges 13290 · · · · · · 299

Placentia Island 13313 · · · · · · · 218

Platts Bank 13260 · · · · · · · · · 151

Pleasant Bay 13324 · · · · · · · · · 193

Pleasant Cove 13293 · · · · · · · · 279

Pleasant Cove Ledges 13293 · · · · 279

Pleasant Point 13301 · · · · · · · · 269

Pleasant Point 13394, 13396 · · · · 177

Pleasant Point Gut 13301 · · · · · 269

Pleasant River 13324 · · · · · · · · 194

Pleasure Bay 13272 · · · · · · · · · 390

Plover Hill 13282 · · · · · · · · · · 354

Plum Island 13282 · · · · · · · · · 352

Plum Island Point 13282 · · · · · · 349

Plum Island River 13282 · · · · · · 352

Plum Island Sound 13282 · · · · · 353

Plummer Island 13326 · · · · · · · 193

Plymouth 13253 · · · · · · · · · · 405

Plymouth Bay 13253 · · · · · · · · 404

Plymouth Beach 13253 · · · · · · · 405

Plymouth Harbor 13253 · · · · · · 405

Plymouth Harbor Channel

13253 · · · · · · · · · · · · · 406

Plymouth Light 13253 · · · · · · · 405

Point Allerton 13270 · · · · · · · · 381

Point Francis 13324 · · · · · · · · 203

Point Ledge 13305· · · · · · · 243, 249

Point of Main 13326 · · · · · · · · 188

Poland North Ledge 13301 · · · · · 274

Poland South Ledge 13301 · · · · · 274

Pole Island 13290 · · · · · · · · · · 302

Pollock Rock 13286· · · · · · · · · 331

Pollock Rock 13293· · · · · · · · · 276

Pomp Island 13326 · · · · · · · · · 191

Ponce Landing 13292· · · · · · · · 308

Pond Cove Island 13326 · · · · · · 189

Pond Island 13290 · · · · · · · · · 303

Pond Island 13295 · · · · · · · · · 291

Pond Island 13309 · · · · · · · · · 233

Pond Island 13316 · · · · · · · · · 223

Pond Island 13324 · · · · · · · · · 196

Pond Island Ledges 13290 · · · · · 303

Pond Island Passage 13316 · · · · · 223

Pond Island Shoal 13295 · · · · · · 292

Pond Point 13326· · · · · · · · · · 192

Pool Hill 13279 · · · · · · · · · · · 356

Pool, The 13287· · · · · · · · · · · 323

Pool, The 13321· · · · · · · · · · · 214

Pool, The 13947· · · · · · · · · · · 184

Poor Shoal 13293 · · · · · · · · · · 280

Poorhouse Cove 13293 · · · · · · · 276

Pope Head 13275 · · · · · · · · · · 368

Pope Head Shoal 13275 · · · · · · 368

Popes Folly 13394, 13396· · · · · · 174

Popes Island 13394, 13396 · · · · · 178

Popes Shoal 13394, 13396 · · · · · 178

Popham Beach 13295· · · · · · · · 293

Porcupine Dry Ledge 13323 · · · · 211

Porcupine, The 13394 · · · · · · · 184

Porcupines, The 13305 · · · · · · · 245

Porpoise Cove 13286 · · · · · · · · 325

Port Clyde 13301 · · · · · · · · · · 267

Port Series of the United States · · 419

Porter Landing 13290 · · · · · · · 307

Porter River 13275 · · · · · · · · · 371

Porterfield Ledge 13307 · · · · · · 256

Portland 13292 · · · · · · · · · · · 309

Portland Harbor 13292 · · · · · · · 309

Portland Head Light 13292· · · · · 310

Portland Lighted Whistle Buoy P

13292 · · · · · · · · · · · · · 310

Ports and Waterways

Safety-General · · · · · · · · · 80

Portsmouth 13283 · · · · · · · · · 333

Portsmouth Harbor (New Castle)

Light 13283 · · · · · · · · · · 334

Portsmouth Harbor 13283 · · · · · 333

Portsmouth Naval Shipyard

13283 · · · · · · · · · · · · · 333

Post Office Ledge 13308 · · · · · · 246

Pot Rock 13324 · · · · · · · · · · · 194

Potato Island 13305· · · · · · · · · 248

Potato Island 13313· · · · · · · · · 219

Potato Island 13315· · · · · · · · · 235

Potato Ledge 13315· · · · · · · · · 233

Potts Harbor 13290· · · · · · · · · 305

Potts Point 13290· · · · · · · · · · 305

Powder Point 13253 · · · · · · · · 407

Powderhorn Island 13296 · · · · · 289

Powderhorn Ledge 13296 · · · · · 289

Powderhorn South Ledge 13296 · · 289

Powers Rock 13275 · · · · · · · · · 368

Powwow River 13274 · · · · · · · · 351

Prairie Ledge 13281 · · · · · · · · 363

Pratts Island 13295 · · · · · · · · · 288

Preble Island 13318· · · · · · · · · 209

Preble Point 13296 · · · · · · · · · 295

Precipitation · · · · · · · · · · · · 162

precise bearings · · · · · · · · · · · · 1

Preparations for being towed by

Coast Guard · · · · · · · · · · 19

President Roads 13270 · · · · · · · 382

Pressey Cove 13305· · · · · · · · · 244

Presumpscot River 13292 · · · · · 309

Pretty Marsh Harbor 13316 · · · · 222

Prince Gurnet 13290 · · · · · · · · 304

Prince Point 13292 · · · · · · · · · 308

Print On Demand Nautical Charts · · 6

Pripet 13309 · · · · · · · · · · · · 251

Proctor Point 13275 · · · · · · · · 365

Prospect Ferry 13309 · · · · · · · · 265

Prospect Harbor 13324 · · · · · · · 203

Prospect Harbor Point 13324· · · · 203

Prospect Inner Harbor 13324 · · · 203

Prospect Point 13324 · · · · · · · · 203

Prouts Neck 13287 · · · · · · · · · 322

Provincetown 13249 · · · · · · · · 414

Provincetown Harbor 13249 · · · · 414

Public Health Service · · · · · · · · 38

Public Health Service Quarantine

Stations · · · · · · · · · · · · 423

Pudding Island 13303 · · · · · · · 240

Pulpit Harbor 13308 · · · · · · · · 247

Pulpit Ledge 13322 · · · · · · · · · 207

Pulpit Rock 13283 · · · · · · · · · 344

Pulpit Rock 13308 · · · · · · · · · 247

Pulpit Rock 13326 · · · · · · · · · 188

Pumpkin Cove Ledge 13301 · · · · 274

Pumpkin Island 13293 · · · · · · · 277

Pumpkin Island 13309 · · · · · · · 230

Pumpkin Island Ledge 13309· · · · 232

Pumpkin Nob 13292 · · · · · · · · 317

Q

Quahog Bay 13290 · · · · · · · · · 302

Quaker Head 13392· · · · · · · · · 185

Quarantine Rocks 13270 · · · · · · 394

464 ■ Index ■ Coast Pilot 1
Quarantine stations· · · · · · · · · 423

Quarantine, animal · · · · · · · 35, 423

Quarantine, human· · · · · · · 38, 423

Quarantine, plant · · · · · · · · 35, 423

Quarry Point 13293· · · · · · · · · 286

Quincy Bay 13270 · · · · · · · · · 394

Quincy Great Hill 13270 · · · · · · 394

Quincy Point 13270· · · · · · · · · 395

Quoddy (Quoddy Village) 13394,

13396 · · · · · · · · · · · · · 177

Quoddy Narrows (Quoddy Roads)

13394, 13396 · · · · · · · · · 173

Qurantine stations, human· · · · · 423

R

Raccoon Cove 13318 · · · · · · · · 210

Race Point Light 13249· · · · · · · 414

Racer Rock 13394, 13396· · · · · · 175

Racons · · · · · · · · · · · · · · · · 20

Radar · · · · · · · · · · · · · · 31, 144

Radar beacons (Racons) · · · · · · · 20

Radar Profile · · · · · · · · · · · · · 15

Radio aids to navigation· · · · · · · · 2

Radio distress procedures · · · · · · 14

Radio Facsimile Weather

Information · · · · · · · · · · 423

Radio Navigational Aids · · · · · · 419

Radio shore stations providing

medical advice· · · · · · · · · 424

Radio Weather Broadcasts · · · · · 422

Radio: Navigation Warnings,

Information and Weather · · · 20

RADIOMEDICAL · · · · · · · · 19, 424

Radiotelephone channels · · · · · · 31

Rafes Chasm 13281 · · · · · · · · · 361

Ragged Island 13290 · · · · · 299, 302

Ragged Island 13303 · · · · · · · · 240

Ragged Neck Point 13283 · · · · · 344

Ragged Point 13394, 13396 · · · · 173

Rainsford Island 13270 · · · · · · · 394

Ram Head 13270 · · · · · · · · · · 382

Ram Head Flats 13270 · · · · · · · 382

Ram Island 13287 · · · · · · 321 - 322

Ram Island 13290· · · · · · · · · · 303

Ram Island 13292· · · · · · · · · · 310

Ram Island 13293· · · · · · · · · · 280

Ram Island 13295· · · · · · · · · · 294

Ram Island 13298· · · · · · · · · · 296

Ram Island 13307· · · · · · · · · · 256

Ram Island 13309 · · · · · · · 251, 262

Ram Island 13313 · · · · · · · 218, 235

Ram Island 13326 · · · · · · · 186, 193

Ram Island Ledge 13287 · · · · · · 323

Ram Island Ledge 13296 · · · · · · 289

Ram Island Ledge 13305 · · · · · · 235

Ram Island Ledge Light 13292 · · · 310

Ram Islands 13296 · · · · · · · · · 289

Ram Islet 13275 · · · · · · · · · · 369

Rams Horn Channel 13276· · · · · 370

Rams Horn Rock 13276 · · · · · · 370

Randolph 13297 · · · · · · · · · · 297

Ranges · · · · · · · · · · · · · · · · · 2

Raspberry Island 13301· · · · · · · 267

Raspberry Island 13324· · · · · · · 194

Raynes Neck 13283 · · · · · · · · · 332

Reach, The 13305· · · · · · · · · · 248

Recommended minimum under-keel

clearances for the Port of

Portsmouth · · · · · · · · · · 334

Red Beach 13398 · · · · · · · · · · 179

Red Head 13326 · · · · · · · · · · 192

Red Point 13313 · · · · · · · · · · 219

Red Rock 13275· · · · · · · · · · · 375

Reed Cove 13290 · · · · · · · · · · 304

Reed Point 13316 · · · · · · · · · · 222

Reeds Island 13293 · · · · · · · · · 277

Regulated Navigation Areas · · · · 144

Regulated Navigation Areas and

Limited Access Areas · · · · · 111

Regulated Waters · · · · · · · · · · 32

Reid State Park 13295 · · · · · · · 287

Repairs · · · · · · · · · · · · · · · 169

Reported information · · · · · · · · · 3

Reports from ships · · · · · · · · · · 24

Reserved Channel 13272 · · · · · · 390

Resolution Island 13305 · · · · · · 249

Revere 13272 · · · · · · · · · · · · 391

Revere 13275 · · · · · · · · · · · · 377

Revere Beach 13275 · · · · · · · · 377

Rexhame 13267 · · · · · · · · · · · 402

Rich Hill 13290 · · · · · · · · · · · 301

Richmond 13298 · · · · · · · · · · 297

Richmond Island 13287 · · · · · · 321

Richmond Island Harbor 13287 · · 321

Richs Point 13313 · · · · · · · · · 236

Ridley Cove 13290 · · · · · · · · · 302

Riggs Cove 13296 · · · · · · · · · · 284

Right whales, North Atlantic · · · · 146

Ringtown Island 13313 · · · · · · · 220

Ripley Neck 13324 · · · · · · · · · 194

Rising States Ledge 13275 · · · · · 368

Riverside 13274 · · · · · · · · · · · 350

Roaring Bull 13275 · · · · · · · · · 369

Roaring Bull 13301 · · · · · · · · · 242

Roaring Bull 13322 · · · · · · · · · 206

Roaring Bull 13324 · · · · · · · · · 204

Roaring Bull Ledge 13313 · · · · · 236

Roaring Bulls 13270 · · · · · · · · 381

Roaring Rock Point 13283 · · · · · 329

Robbinston 13398 · · · · · · · · · 179

Roberts Harbor 13305 · · · · · · · 243

Roberts Islands 13305 · · · · · · · 243

Robinhood 13296 · · · · · · · · · · 285

Robinhood Cove 13296 · · · · · · · 284

Robinson Rock 13305 · · · · · · · 250

Rock Harbor 13250 · · · · · · · · · 412

Rock Harbor Creek 13250 · · · · · 412

Rockland 13307· · · · · · · · · · · 254

Rockland Breakwater Light

13307 · · · · · · · · · · · · · 254

Rockland Harbor 13307 · · · · · · 254

Rockport 13279 · · · · · · · · · · · 357

Rockport 13307 · · · · · · · · · · · 256

Rockport Harbor 13279 · · · · · · 357

Rockport Harbor 13307 · · · · · · 256

Rocks Nose 13283 · · · · · · · · · 330

Rocks Village 13274 · · · · · · · · 350

Rocky Neck 13281 · · · · · · · · · 363

Rocky Point 13253 · · · · · · · · · 406

Rodgers Island 13394, 13396 · · · · 174

Rogers Point 13324· · · · · · · · · 203

Rogue Island 13290· · · · · · · · · 300

Rogues Island 13290 · · · · · · · · 306

Rolling Island 13324 · · · · · · · · 204

Roque Bluffs 13326 · · · · · · · · · 189

Roque Island 13326· · · · · · · · · 188

Roque Island Harbor 13326 · · · · 189

Roque Island Ledge 13326 · · · · · 190

Ross Island 13301· · · · · · · · · · 272

Round Island 13315 · · · · · · 233, 235

Round Island 13315, 13313 · · · · 220

Round Island 13326 · · · · · · · · 187

Round Pond 13301 · · · · · · · · · 274

Round Rock 13278 · · · · · · · · · 349

Round Rock 13290 · · · · · · · · · 302

Round Rock 13394, 13396 · · · · · 173

Round Rock Shoal 13281· · · · · · 363

Routes· · · · · · · · · · · · · · · · 154

Rowe Point 13279 · · · · · · · · · 357

Rowley 13282 · · · · · · · · · · · · 354

Rowley River 13282· · · · · · · · · 354

Royal River 13290 · · · · · · · · · 308

Rules for the Protection of the

Marine Environment relating to

Tank Vessels Carrying Oil in

Bulk· · · · · · · · · · · · · · · 73

Rum Key 13323· · · · · · · · · · · 213

Rumell Island 13316 · · · · · · · · 222

Russ Islands 13315 · · · · · · · · · 235

Rust Island 13281· · · · · · · · · · 356

Rutherford Island 13293 · · · · · · 275

Ryder Cove 13309· · · · · · · · · · 251

Rye Harbor 13283 · · · · · · · · · 344

Rye Ledge 13283 · · · · · · · · · · 345

S

Sabbathday Harbor 13309 · · · · · 251

Sabino Head 13295 · · · · · · · · · 293

Saco 13287 · · · · · · · · · · · · · 322

Saco Bay 13287 · · · · · · · · · · · 322

■ Index ■ 465
Saco River 13287 · · · · · · · · · · 322

Saddle Island 13305 · · · · · · · · 250

Saddleback 13313· · · · · · · · · · 235

Saddleback Island 13315 · · · · · · 233

Saddleback Ledge 13290 · · · · · · 302

Saddleback Ledge Light 13305 · · · 243

Saddleback Ledge Shoal 13305· · · 243

Sagadahoc Bay 13295· · · · · · · · 293

Sagamore Beach 13246· · · · · · · 408

Sagamore Creek 13283 · · · · · · · 340

Sagamore Hill 13270 · · · · · · · · 381

Sail Rock 13394, 13396· · · · · · · 173

Sailing Directions

(Foreign Countries) · · · · · · 419

Salem 13276 · · · · · · · · · · · · 372

Salem Channel 13275 · · · · · · · 367

Salem Harbor 13276 · · · · · 367, 372

Salem Sound 13276 · · · · · · · · 367

Salem Willows Park 13276 · · · · · 372

Sales agents · · · · · · · · · · · · · 35

Sales Information· · · · · · · · · · 417

Salisbury Beach 13278 · · · · · · · 349

Salisbury Point 13282 · · · · · · · 350

Sally Island 13324 · · · · · · · · · 202

Sally Islands 13324 · · · · · · · · · 202

Salmon Falls River 13285 · · · · · 343

Salsbury Cove 13318 · · · · · · · · 210

Salt Island 13279 · · · · · · · · · · 359

Salt Island 13326 · · · · · · · · · · 187

Salt Island Ledge 13279 · · · · · · 359

Salt Marsh Cove 13293 · · · · · · · 279

Salt Pond 13316 · · · · · · · · · · 224

Salt Pond Ledge 13301 · · · · · · · 274

Salt Rock 13275 · · · · · · · · · · 365

Salter Island 13295 · · · · · · · · · 293

Sammy Rock 13275· · · · · · · · · 369

Sand Beach, The 13318· · · · · · · 213

Sand Cove 13305 · · · · · · · · · · 249

Sand Cove 13322 · · · · · · · · · · 207

Sand Cove 13324 · · · · · · · · · · 203

Sand Cove 13326 · · · · · · · · · · 192

Sand Island 13290 · · · · · · · · · 306

Sand Island 13315 · · · · · · · · · 235

Sand Island 13316 · · · · · · · · · 223

Sand Point 13316 · · · · · · · · · · 224

Sand Point 13318 · · · · · · · · · · 210

Sanders Ledge 13286 · · · · · · · · 331

Sandwich 13246, 13229 · · · · · · 409

Sandwich Harbor 13246, 13229 · · 409

Sandy Bay 13279 · · · · · · · · · · 357

Sandy Bay Ledge 13279 · · · · · · 357

Sandy Cove 13394 · · · · · · · · · 184

Sandy Ledge 13394, 13396 · · · · · 178

Sandy Point 13309 · · · · · · · · · 264

Saquish Head 13253 · · · · · · · · 407

Saquish Neck 13253 · · · · · · · · 407

Sargentville 13316 · · · · · · · · · 231

SARSAT· · · · · · · · · · · · · · · · 20

Sasanoa Point 13296 · · · · · · · · 295

Sasanoa River 13296 · · · · · · · · 284

Satan Rock 13275· · · · · · · · · · 368

Saturday Cove 13309 · · · · · · · · 258

Saugus River 13275· · · · · · · · · 376

Sauli Rock 13275 · · · · · · · · · · 366

Sawyer Cove 13316 · · · · · · · · · 222

Sawyer Cove 13326 · · · · · · · · · 191

Sawyer Island 13296 · · · · · · · · 284

Scabby Island Ledge 13326 · · · · · 188

Scabby Islands 13326 · · · · · · · · 188

Scarborough River 13287 · · · · · 322

Scargo Hill 13251· · · · · · · · · · 410

Schieffelin Point 13318· · · · · · · 208

Schoodic Harbor 13324 · · · · · · 204

Schoodic Head 13318· · · · · · · · 205

Schoodic Island 13324 · · · · · · · 204

Schoodic Ledge 13324 · · · · · · · 204

Schoodic Mountain 13312 · · · · · 201

Schoodic Peninsula 13318 · · · · · 205

Schoodic Point Observation Spot

13318 · · · · · · · · · · · · · 205

Schooner Cove 13394, 13396· · · · 177

Schooner Head 13318 · · · · · · · 213

Scituate Harbor 13269 · · · · · · · 401

Scituate Neck 13269 · · · · · · · · 399

Scorton Harbor 13246 · · · · · · · 409

Scorton Ledge 13246 · · · · · · · · 409

Scotch Island 13392 · · · · · · · · 185

Scrag Island 13305 · · · · · · · · · 249

Scrag Island 13313 · · · · · · · · · 219

Scraggy Island 13315 · · · · · · · · 235

Scraggy Ledge 13305 · · · · · · · · 236

Sculpin Ledge 13316 · · · · · · · · 224

Sculpin Ledge Channel 13270 · · · 383

Sculpin Point 13316 · · · · · · · · 224

Sea Wall Point 13326 · · · · · · · · 188

Seabrook Beach 13278 · · · · · · · 349

Seahorse Rock 13326 · · · · · · · · 192

Seal Bay 13305 · · · · · · · · · · · 243

Seal Cove 13287 · · · · · · · · · · 321

Seal Cove 13293 · · · · · · · · · · 279

Seal Cove 13303 · · · · · · · · · · 240

Seal Cove 13308 · · · · · · · · · · 246

Seal Cove 13313 · · · · · · · · · · 219

Seal Cove 13316 · · · · · · · · · · 222

Seal Cove 13318 · · · · · · · · · · 208

Seal Cove Ledge 13326 · · · · · · · 186

Seal Harbor 13303 · · · · · · · · · 253

Seal Harbor 13309 · · · · · · · · · 251

Seal Harbor 13321· · · · · · · 213, 217

Seal Island 13303 · · · · · · · 239, 253

Seal Island 13309 · · · · · · · · · · 251

Seal Island Ledge 13303 · · · · · · 253

Seal Ledge 13303 · · · · · · · · · · 240

Seal Ledge 13307 · · · · · · · 255 - 256

Seal Ledge 13308 · · · · · · · · · · 246

Seal Ledge 13313 · · · · · · · · · · 220

Seal Ledge 13316 · · · · · · · · · · 225

Seal Ledge 13326 · · · · · · · · · · 189

Seal Ledges 13301 · · · · · · · · · 271

Seal Rock 13270 · · · · · · · · · · 381

Seal Rock 13287 · · · · · · · · · · 321

Seal Rock 13293 · · · · · · · · 281, 290

Seal Rock 13326 · · · · · · · · · · 192

Seal Rocks 13283 · · · · · · · · · · 344

Seal Rocks 13295 · · · · · · · · · · 294

Search and Rescue · · · · · · · · · · 13

Searchlights · · · · · · · · · · · · · 31

Searle Rock 13275 · · · · · · · · · 368

Sears Island 13309 · · · · · · · · · 261

Sears Island Ledge 13309· · · · · · 260

Searsport 13309 · · · · · · · · · · 260

Searsport Harbor 13309 · · · · · · 260

Seashore Ledge 13326 · · · · · · · 186

Seavey Island 13283 · · · · · · · · 333

Seavey Island 13301 · · · · · · · · 268

Seavey Ledges 13301 · · · · · · · · 266

Sebasco 13290 · · · · · · · · · · · 301

Sebasco Estates 13290 · · · · · · · 300

Sebasco Harbor 13290 · · · · · · · 300

Second Cliff 13269 · · · · · · · · · 402

Second Island 13315 · · · · · · · · 234

Security Broadcast System, Boston

Harbor· · · · · · · · · · · · · 380

Security Broadcast System,

Penobscot Bay· · · · · · · · · 239

Security Broadcast System, Portland

Harbor· · · · · · · · · · · · · 311

Security Broadcast System,

Portsmouth Harbor · · · · · · 334

Sedgwick 13316· · · · · · · · · · · 231

Seguin Island 13293 · · · · · · · · 290

Seguin Ledges 13295 · · · · · · · · 292

Seguin Light 13293· · · · · · · · · 290

Seguin SSW Ledge 13293 · · · · · 291

Seiche · · · · · · · · · · · · · · · · 25

Seismic sea waves · · · · · · · · · · 24

Selected Worldwide Marine Weather

Broadcasts· · · · · · · · · 20, 419

Sellers Rock 13305 · · · · · · · · · 243

Sesuit Harbor 13250 · · · · · · · · 411

Seven Hundred Acre Island

13305 · · · · · · · · · · · · · 250

Sewall Bridge 13283 · · · · · · · · 331

Seward Neck 13394· · · · · · · · · 179

Shabbit Island 13326 · · · · · · · · 191

Shabbit Island Ledge 13326 · · · · 191

Shabby Island 13315 · · · · · · · · 233

Shackford Head 13394, 13396 · · · 174

Shag Islet 13324 · · · · · · · · · · 195

Shag Ledge 13303 · · · · · · · · · 240

Shag Ledge 13326 · · · · · · · · · 188

Shag Rock 13283 · · · · · · · · · · 346

Shag Rock 13295 · · · · · · · · · · 293

Shag Rock 13307 · · · · · · · · · · 254

466 ■ Index ■ Coast Pilot 1
Shag Rock 13326 · · · · · · · · · · 189

Shag Rocks 13270 · · · · · · · · · 381

Shag Rocks 13275 · · · · · · · · · 376

Shank Painter Bar 13249 · · · · · · 415

Shapleigh Island 13283· · · · · · · 340

Shark Island 13301 · · · · · · · · · 271

Sheep Island 13324 · · · · · · · · · 201

Sheep Island 13305 · · · · · · · · · 243

Sheep Island 13309 · · · · · · · · · 262

Sheep Island 13316 · · · · · · · · · 223

Sheep Island 13324 · · · · · · · · · 202

Sheep Island Ledge 13305 · · · · · 243

Sheep Island Shoals 13303 · · · · · 253

Sheep Porcupine Island 13323 · · · 211

Sheephead Island 13305 · · · · · · 244

Sheephead Island Ledges 13305 · · 244

Sheepscot 13293 · · · · · · · · · · 290

Sheepscot River 13293 · · · · · · · 285

Sheldrake Island 13318· · · · · · · 208

Sheldrake Ledge 13315 · · · · · · · 233

Sheriff Ledge 13313 · · · · · · · · 220

Sherman Cove 13307 · · · · · · · · 257

Shingle Island 13315 · · · · · · · · 233

Ship and Barges Ledge 13316 · · · 224

Ship Cove 13287 · · · · · · · · · · 321

Ship Cove 13292 · · · · · · · · · · 317

Ship Island 13316· · · · · · · · · · 223

Ship Reporting Systems · · · · · · 121

Shipping · · · · · · · · · · · · · · 137

Shipstern Island 13324 · · · · · · · 196

Shirttail Point 13250 · · · · · · · · 412

Shooting Ledge 13318 · · · · · · · 210

Shoppee Island 13326 · · · · · · · 189

Shoppee Point 13326 · · · · · · · · 189

Shorey Cove 13326 · · · · · · · · · 189

Short Beach 13275 · · · · · · · · · 375

Short Point 13394 · · · · · · · · · 174

Simms Rock 13324 · · · · · · · · · 198

Simonton Cove 13292 · · · · · · · 317

Sister Island 13290 · · · · · · · · · 307

Sister Island Ledge 13290 · · · · · 307

Sister Islands 13313 · · · · · · · · 218

Sister Ledge 13305 · · · · · · · · · 243

Sister Ledge 13313 · · · · · · · · · 218

Sisters, The 13287 · · · · · · · · · 321

Sisters, The 13295 · · · · · · · · · 286

Sisters, The 13301 · · · · · · · · · 268

Sixfoot Rock 13296 · · · · · · · · · 284

Skillings River 13318 · · · · · · · · 210

Skinner Head 13276 · · · · · · · · 374

Slins Island 13305 · · · · · · · · · 253

Sloop Ledge 13295 · · · · · · · · · 287

Small Point 13290 · · · · · · · · · 299

Small Point Harbor 13290 · · · · · 299

Small-craft facilities · · · · · · · · 169

Smalley Bar 13250 · · · · · · · · · 412

Smedrick Ledge 13293 · · · · · · · 280

Smith Cove 13281 · · · · · · · · · 363

Smith Cove 13305 · · · · · · · · · 243

Smith Cove 13324 · · · · · · · · · 196

Smuttynose Island 13283· · · · · · 346

Smuttynose Island 13316· · · · · · 223

Snake Island 13270 · · · · · · · · · 393

Snippershan Ledge 13303 · · · · · 239

Snow Island 13290 · · · · · · · · · 302

Snows Rock 13326 · · · · · · · · · 190

Snug Cove 13394, 13396 · · · · · · 175

Somes Harbor 13318 · · · · · · · · 216

Somes Sound 13321· · · · · · 213, 215

Sorrento 13318 · · · · · · · · · · · 209

Sorrento Harbor 13318· · · · · · · 209

Source diagrams · · · · · · · · · · · 4

South Addison 13324 · · · · · · · · 193

South Berwick 13285· · · · · · · · 343

South Blue Hill 13316 · · · · · · · 224

South Boston 13272 · · · · · · · · 390

South Breaker 13303 · · · · · 240, 252

South Brewer 13309 · · · · · · · · 265

South Bristol 13293 · · · · · · · · 278

South Brooksville 13309 · · · · · · 232

South Bunker Ledge 13318 · · · · 214

South Channel 13276 · · · · · · · 368

South Dresden 13298· · · · · · · · 297

South Freeport 13290 · · · · · · · 307

South Gardiner 13297 · · · · · · · 297

South Gooseberry Island 13275 · · 367

South Gouldsboro 13318 · · · · · · 208

South Harpswell 13290· · · · · · · 305

South Ledge 13301 · · · · · · · · · 271

South Ledge 13316 · · · · · · · · · 225

South Ledges 13290 · · · · · · · · 302

South Orrington 13309· · · · · · · 265

South Pier 13282 · · · · · · · · · · 350

South Portland 13292 · · · · · · · 309

South River 13267 · · · · · · · · · 403

South River 13276 · · · · · · · · · 373

South Robbinston 13398 · · · · · · 179

South Sugarloaf 13295 · · · · · · · 293

South Thomaston 13303 · · · · · · 253

South Trescott 13394· · · · · · · · 184

South Weymouth · · · · · · · · · · 395

Southeast Breaker 13293· · · · · · 277

Southeast Breaker 13301· · · · · · 242

Southeast Breakers 13275 · · · · · 368

Southeast Harbor 13281 · · · · · · 362

Southeast Harbor 13315 · · · · · · 234

Southeast Ledge 13325 · · · · · · · 184

Southeast Rock 13324 · · · · · · · 198

Southeast Shoal 13286 · · · · · · · 331

Southeast Shoal 13392 · · · · · · · 183

Southern Harbor 13308 · · · · · · 246

Southern Island 13301 · · · · · · · 266

Southern Mark Island 13313 · · · · 235

Southern Mark Island Ledge 13313 229

Southern Triangles 13303 · · · · · 241

Southport 13296 · · · · · · · · · · 284

Southport Island 13293 · · · · · · 280

Southwest Bank 13260 · · · · · · · 150

Southwest Breakers 13275 · · · · · 369

Southwest Harbor 13305 · · · · · · 244

Southwest Harbor 13321· · · 213 - 215

Southwest Head 13392 · · · · · · · 183

Southwest Ledge 13283 · · · · · · 346

Southwest Ledges 13303 · · · · · · 240

Southwest Rocks 13321 · · · · · · 213

Space Environment Center

(SEC) · · · · · · · · · · · 37, 423

Sparrow Island 13315 · · · · · · · 235

Sparrow Island Ledges 13315 · · · 235

Spaulding Island 13303· · · · · · · 253

Spears Rock 13307 · · · · · · · · · 255

Special Notice to Mariners · · · · · 419

Special signals · · · · · · · · · · · · 29

Spectacle Island 13270 · · · · 382, 393

Spectacle Island 13305 · · · · · · · 247

Spectacle Island 13322 · · · · · · · 206

Spectacle Island 13394, 13396 · · · 178

Spectacle Island Ledge 13309 · · · 232

Spectacle Islands 13296 · · · · · · 288

Spectacle Islands 13309 · · · · · · 232

Spiers Stand 13270 · · · · · · · · · 394

Spindle (Bass Rock), The 13275 · · 375

Spinnaker (Hog) Island 13270 · · · 395

Spinney Creek 13285 · · · · · · · · 342

Spirit Ledge 13313 · · · · · · · · · 220

Spoil areas · · · · · · · · · · · · · · · 8

Spoon Ledge 13305· · · · · · · · · 245

Spoonbowl Ledge 13290 · · · · · · 299

Sprague Ledge 13309· · · · · · · · 251

Sprague Ledge 13313· · · · · · · · 220

Sprague River 13293 · · · · · · · · 293

Spring Point 13292 · · · · · · 309, 311

Spring Point Ledge Light 13292 · · 311

Springhill Beach 13246· · · · · · · 409

Sproul Point 13293 · · · · · · · · · 276

Spruce Creek 13283 · · · · · · · · 341

Spruce Head 13303 · · · · · · · · · 253

Spruce Island 13305, 13309 · · · · 250

Spruce Island 13315 · · · · · · · · 235

Spruce Island 13394, 13396 · · · · 178

Spruce Point 13293· · · · · · · · · 281

Spruce Point 13324· · · · · · · · · 204

Spruce Point Ledges 13293· · · · · 281

Sprucehead Island 13303· · · · · · 253

Spurling Cove 13321 · · · · · · · · 214

Spurling Rock 13321 · · · · · · · · 215

Spurwink River 13287 · · · · · · · 321

Squamscott River 13285 · · · · · · 344

Squantum 13270 · · · · · · · · · · 394

Squantum Channel 13270 · · · · · 393

Squantum Point 13270 · · · · · · · 393

Square Rock 13283 · · · · · · · · · 346

Squaw Head 13309 · · · · · · · · · 261

Squaw Point 13309 · · · · · · · · · 261

■ Index ■ 467
Squire Point 13326 · · · · · · · · · 189

Squirrel Cove 13293 · · · · · · · · 280

Squirrel Island 13293· · · · · · · · 280

Squirrel Point 13295 · · · · · · · · 294

St. Andrews 13398 · · · · · · · · · 178

St. Croix Island 13398 · · · · · · · 179

St. Croix River 13398 · · · · · · · · 178

St. Elmo's fire· · · · · · · · · · · · 162

St. George 13301 · · · · · · · · · · 269

St. George River 13301 · · · · · · · 267

St. Helena Island 13315 · · · · · · 235

St. Mary Ledge 13392· · · · · · · · 184

St. Stephen 13398 · · · · · · · · · 179

Stage Head 13281· · · · · · · · · · 363

Stage Island 13287 · · · · · · · · · 322

Stage Island 13295 · · · · · · · · · 293

Stage Island Bay 13295 · · · · · · · 293

Stage Island Harbor 13286 · · · · · 325

Stage Island Shoal 13287· · · · · · 323

Stage Neck 13283· · · · · · · · · · 329

Standard Abbreviations for

Broadcast · · · · · · · · · · · · 22

Standard Time · · · · · · · · · · · 170

Stand-in Point 13308 · · · · · · · · 247

Standish Monument 13253· · · · · 406

Stanley Cove 13324· · · · · · · · · 202

Stanley Ledge 13326 · · · · · · · · 192

Staple Ledge 13313 · · · · · · · · · 218

Staple Point 13315 · · · · · · · · · 234

Star Island 13283 · · · · · · · · · · 346

Starboard 13326 · · · · · · · · · · 186

Starboard Cove 13326 · · · · · · · 186

Starboard Island 13326 · · · · · · · 186

Starboard Island Bar 13326 · · · · 186

Starboard Island Ledge 13326 · · · 186

State Park, Hilton 13285 · · · · · · 342

Stave Island 13290 · · · · · · · · · 306

Stave Island 13316 · · · · · · · · · 231

Stave Island 13318 · · · · · · · · · 208

Stave Island Bar 13318 · · · · · · · 208

Stave Island Harbor 13318 · · · · · 208

Stave Island Ledge 13290· · · · · · 306

Steele Harbor Island 13326· · · · · 191

Steep Hill 13282 · · · · · · · · · · 353

Steets Ledge 13309 · · · · · · · · · 259

Stellwagen Bank 13260· · · · · · · 151

Stellwagen Ledges 13269· · · · · · 400

Stellwagen Rock 13246 · · · · · · · 408

Stetson Rocks 13298 · · · · · · · · 295

Steuben 13324 · · · · · · · · · · · 203

Steuben Harbor 13324 · · · · · · · 203

Stevens Island 13326 · · · · · · · · 192

Stevens Rock 13287 · · · · · · · · 321

Stielman Rocks 13283 · · · · · · · 336

Stimpsons Island 13308 · · · · · · 246

Stinson Neck 13315 · · · · · · · · 234

Stockbridge Point 13290 · · · · · · 307

Stockman Island 13290· · · · · · · 306

Stockton Harbor 13309· · · · · · · 261

Stockton Springs 13309 · · · · · · 261

Stone Horse Ledge 13324 · · · · · 201

Stone Horse Rocks 13246 · · · · · 408

Stone Island 13326 · · · · · · · · · 186

Stone Island Ledge 13326 · · · · · 186

Stones Rock 13283 · · · · · · · · · 330

Stonington 13315 · · · · · · · · · 234

Storm surge · · · · · · · · · · · · · 25

Stover Cove 13324 · · · · · · · · · 196

Stover Ledge 13293· · · · · · · · · 286

Stover Ledge 13296· · · · · · · · · 289

Straitsmouth Island 13279 · · · · · 358

Stratton Island 13287 · · · · · · · 322

Strawberry Hill 13270 · · · · · · · 381

Strawberry Point 13269 · · · · · · 399

Strout Island 13324· · · · · · · · · 195

Strout Island Ledges 13324 · · · · 195

Strout Island Narrows 13324· · · · 195

Stump Cove Ledge 13316 · · · · · 231

Sturdivant Island 13292 · · · · · · 309

Sturdivant Island Ledges 13292 · · 309

Sturgeon Creek 13285 · · · · · · · 342

Submarine cables and submerged

pipelines · · · · · · · · · · · · · 7

Submarine canyons· · · · · · · · · 153

Submarine Emergency Identification

Signals and Hazard to

Submarines· · · · · · · · · · · 29

Submerged pipelines · · · · · · · · · 7

Sugar Loaves 13308 · · · · · · · · 245

Sullivan 13318 · · · · · · · · · · · 209

Sullivan Falls 13318 · · · · · · · · 209

Sullivan Harbor 13318 · · · · · · · 209

Summer Harbor 13318 · · · · · · · 208

Sunken Black Ledge 13308· · · · · 246

Sunken Duck Rock 13301 · · · · · 242

Sunken Egg Rock 13315, 13313 · · 220

Sunken Ledge 13270 · · · · · · · · 394

Sunken Ledge 13303 · · · · · · · · 252

Sunken Ledge 13318 · · · · · · · · 211

Sunken Money Ledge 13313 · · · · 218

Sunken Pond Ledge 13303 · · · · · 252

Sunset 13305 · · · · · · · · · · · · 244

Superstructure icing · · · · · · · · 160

Supplies· · · · · · · · · · · · · · · 169

Surface ship procedures for assisting

aircraft in distress · · · · · · · 16

Surface ship procedures for assisting

distressed surface vessels· · · · 16

Surry 13316· · · · · · · · · · · · · 226

Sutton 13321 · · · · · · · · · · · · 217

Sutton Island 13321 · · · · · · · · 217

Swampscott 13275 · · · · · · · · · 375

Swan Island 13298 · · · · · · · · · 297

Swans Island 13313· · · · · · · · · 219

Sylvester Cove 13305 · · · · · · · · 244

T

Tar Pouch 13269 · · · · · · · · · · 401

Tarbox Cove 13296 · · · · · · · · · 289

Tarbox Landing 13296 · · · · · · · 289

Taunton Bay 13318 · · · · · · · · · 210

Telegraph Hill 13270 · · · · · · · · 381

Temple Heights 13309 · · · · · · · 258

Temple Ledge 13290 · · · · · · · · 299

Tenants Harbor 13301 · · · · · · · 266

Tenpound Island 13303· · · · · · · 240

Tenpound Island Ledge 13281 · · · 363

Territorial Sea · · · · · · · · · · · · 33

Tewksbury Rock 13270 · · · · · · · 382

Thacher Island 13279· · · · · · · · 358

The Ark 13293 · · · · · · · · · · · 280

The Barrel 13301 · · · · · · · · · · 242

The Barrel 13303 · · · · · · · · · · 241

The Basin 13290 · · · · · · · · · · 301

The Basin 13305 · · · · · · · · · · 248

The Black Rocks 13295 · · · · · · · 286

The Boilers 13296 · · · · · · · · · 285

The Boring Stone 13394, 13396 · · 173

The Boulders 13316 · · · · · · · · 230

The Brandies 13313· · · · · · · · · 236

The Breakers 13305· · · · · · · · · 243

The Brothers 13287· · · · · · · · · 321

The Brothers 13292· · · · · · · · · 309

The Brothers 13301· · · · · · · · · 267

The Brothers 13326· · · · · · · · · 188

The Brown Cow 13305 · · · · · · · 236

The Brown Cow 13315 · · · · · · · 233

The Bull 13293 · · · · · · · · · · · 277

The Bulldog 13293 · · · · · · · · · 277

The Castle 13282, 13279 · · · · · · 353

The Castle 13324 · · · · · · · · · · 201

The Cuckolds 13293 · · · · · · · · 280

The Drums 13313· · · · · · · · · · 218

The Fort (Fort Island) 13315 · · · · 234

The Gangway 13269 · · · · · · · · 399

The Glades 13269 · · · · · · · · · · 399

The Grampuses 13269 · · · · · · · 399

The Graves 13270· · · · · · · · · · 380

The Graves 13307· · · · · · · · · · 257

The Gut 13287 · · · · · · · · · · · 324

The Gut 13293 · · · · · · · · · · · 278

The Gut 13321 · · · · · · · · · · · 214

The Headlands 13279· · · · · · · · 357

The Hogshead 13303 · · · · · · · · 240

The Hop 13318 · · · · · · · · · · · 213

The Hypocrites 13293 · · · · · · · 280

The Kegs 13301· · · · · · · · · · · 271

The Ladle 13324 · · · · · · · · · · 194

The Ledge 13398 · · · · · · · · · · 179

The Motions 13293 · · · · · · · · · 280

The Narrows 13270 · · · · · · · · · 383

The Narrows 13293 · · · · · · · · · 278

The Narrows 13301 · · · · · · · · · 273

The Narrows 13321 · · · · · · · · · 215

468 ■ Index ■ Coast Pilot 1
The Narrows 13324 · · · · · · · · · 203

The Narrows 13398 · · · · · · · · · 178

The Neck 13303· · · · · · · · · · · 253

The Nubble 13303 · · · · · · · · · 242

The Pool 13287 · · · · · · · · · · · 323

The Pool 13321 · · · · · · · · · · · 214

The Pool 13394 · · · · · · · · · · · 184

The Porcupine 13394 · · · · · · · · 184

The Porcupines 13305 · · · · · · · 245

The Reach 13305 · · · · · · · · · · 248

The Sand Beach 13318 · · · · · · · 213

The Sisters 13287· · · · · · · · · · 321

The Sisters 13295· · · · · · · · · · 286

The Sisters 13301· · · · · · · · · · 268

The Spindle (Bass Rock) 13275· · · 375

The Thrumcap 13318· · · · · · · · 213

The Thumper 13321 · · · · · · · · 213

The Tidal Falls 13318 · · · · · · · · 209

The Triangles 13309 · · · · · · · · 232

The Triangles 13315, 13313 · · · · 220

The Triangles 13316 · · · · · · · · 230

The Woodbury 13313 · · · · · · · · 221

Thief Island 13301 · · · · · · · · · 272

Thieves Ledge 13270 · · · · · · · · 381

Thomas Rock 13278 · · · · · · · · 349

Thomaston 13301 · · · · · · · · · 269

Thompson Island 13270 · · · · · · 393

Thompson Island 13301 · · · · · · 268

Thorndike Point 13303 · · · · · · · 253

Thorne Head 13298· · · · · · · · · 296

Thorne Island 13298 · · · · · · · · 296

Thorne Island Ledge 13298· · · · · 296

Thornton Point 13392 · · · · · · · 185

Thorofare 13326 · · · · · · · · · · 189

Thread of Life 13293 · · · · · · · · 276

Thread of Life Ledges 13293 · · · · 276

Three (3) nautical mile line

(charted) · · · · · · · · · · · · 33

Three and One-half Fathom Ledge

13270 · · · · · · · · · · · · · 381

Three Fathom Ledge 13303 · · · · 239

Three Rivers 13285 · · · · · · · · · 343

Thrumcap (Thrumcap Island)

13305, 13309 · · · · · · · · · 251

Thrumcap 13290 · · · · · · · · · · 305

Thrumcap 13318 · · · · · · · · · · 208

Thrumcap Island 13293 · · · · · · 276

Thrumcap Island 13309 · · · · · · 232

Thrumcap Ledge 13309 · · · · · · 232

Thrumcap, The 13318 · · · · · · · 213

Thumper, The 13321 · · · · · · · · 213

Thurston Ledges 13293· · · · · · · 275

Thurston Point 13293 · · · · · · · 275

Tibbet Island 13296· · · · · · · · · 289

Tibbett Island 13326 · · · · · · · · 193

Tibbett Narrows 13326 · · · · · · · 193

Tibbett Rock 13324 · · · · · · · · · 198

Tibbits Ledge 13293 · · · · · · · · 281

Tidal Current Charts/Atlas · · · · · 418

Tidal Current Tables · · · · · · · · 418

Tidal Falls, The 13318 · · · · · · · 209

Tide Tables · · · · · · · · · · · 36, 418

Time · · · · · · · · · · · · · · · 3, 170

Time Signals · · · · · · · · · · · · · 24

Tinker Island 13316 · · · · · · · · 223

Tinker Ledges 13316 · · · · · · · · 231

Tinkers Island 13275 · · · · · · · · 369

Tinkers Island 13394, 13396 · · · · 178

Tinkers Lower Ledge 13394,

13396 · · · · · · · · · · · · · 178

Tinkers Upper Ledge

13394, 13396 · · · · · · · · · 178

Tobias Ledge 13269 · · · · · · · · · 401

Todd Bay 13295 · · · · · · · · · · · 293

Todds Point 13398 · · · · · · · · · 178

Tom Moore Rock 13276 · · · · · · 369

Tom Rock 13295 · · · · · · · · · · 286

Tommy Island 13324 · · · · · · · · 196

Toothacher Cove 13313· · · · · · · 219

Topsham 13293 · · · · · · · · · · · 296

Torrey Castle 13316· · · · · · · · · 230

Torrey Islands 13316 · · · · · · · · 230

Torrey Ledge 13313· · · · · · · · · 235

Torrey Ledge 13316· · · · · · · · · 230

Tottman Cove 13290 · · · · · · · · 299

Towage · · · · · · · · · · · · · · · 169

Towesic Neck 13296 · · · · · · · · 295

Town River Bay 13270 · · · · · · · 396

Townsend Gut 13296 · · · · · · · · 283

Traffic Separation Scheme

(Boston) · · · · · · · · · · · · 379

Traffic Separation Scheme

(Portland) · · · · · · · · · · · 310

Traffic Separation Schemes· · · · · 145

Traffic Separation Schemes

(Traffic Lanes) · · · · · · · · · 32

Trafton Halftide Ledge 13324· · · · 196

Trafton Island 13324 · · · · · · · · 196

Trafton Island Ledge 13324· · · · · 196

Treasure Island 13293 · · · · · · · 277

Treasure Island 13318 · · · · · · · 208

Treat Island 13394, 13396 · · · · · 174

Trefethen 13292 · · · · · · · · · · 317

Trenton 13316 · · · · · · · · · · · 223

Trevett 13296 · · · · · · · · · · · · 289

Triangle Ledge 13305· · · · · · · · 243

Triangles 13316 · · · · · · · · · · · 225

Triangles, The 13309 · · · · · · · · 232

Triangles, The 13315, 13313 · · · · 220

Triangles, The 13316 · · · · · · · · 230

Tropical Cyclones · · · · · · · 157, 162

Trott Ledge 13309 · · · · · · · · · 262

Trotts Rock 13298 · · · · · · · · · 296

Trumpet Island 13316 · · · · · · · 223

Trundy Reef 13290 · · · · · · · · · 313

Truro 13249· · · · · · · · · · · · · 413

Tsunamis · · · · · · · · · · · · · · · 24

Tuck Point 13276 · · · · · · · · · · 370

Tuckanuck Ledge 13303 · · · · · · 240

Tucks Point 13275 · · · · · · · · · 365

Tug Escort System, Portland · · · · 315

Tumbler Island 13296 · · · · · · · 282

Tumbler Island Ledge 13296 · · · · 282

Tupper Ledge 13316 · · · · · · · · 226

Turbats Creek 13286 · · · · · · · · 326

Turkey Cove 13301 · · · · · · · · · 269

Turnip Island 13290 · · · · · · · · 303

Turnip Island 13293 · · · · · · · · 276

Turnip Island 13296 · · · · · · · · 284

Turnip Island Ledge 13290 · · · · · 303

Turnip Yard 13313 · · · · · · · · · 236

Turtle Head 13309· · · · · · · 251, 259

Turtle Head Cove 13309 · · · · · · 251

Turtle Island 13322 · · · · · · · · · 206

Turtle Island Ledge 13322 · · · · · 206

Twing Point 13298 · · · · · · · · · 297

Two Bush Channel 13303 · · · · · 252

Two Bush Island 13290 · · · · · · · 302

Two Bush Island 13303 · · · · 241, 252

Two Bush Island 13309 · · · · · · · 232

Two Bush Ledge 13303 · · · · · · · 241

Two Bush Ledge 13309 · · · · · · · 232

U

U.S. Army Corps of Engineers

(USACE) · · · · · · · · · · · · 38

U.S. Citizenship and Immigration

Services · · · · · · · · · · · · · 39

U.S. Coast Guard · · · · · · · · · · · 39

U.S. Coast Guard Maritime Security

(MARSEC) Levels· · · · · · · · 32

U.S. contiguous zone · · · · · · · · 33

U.S. Customs and Border

Protection · · · · · · · · · · · 40

U.S. Fishery Conservation Zone

(FCZ) · · · · · · · · · · · · · · 34

U.S. Nautical Chart Numbering

System · · · · · · · · · · · · · · 7

U.S. Naval Observatory· · · · · · · · 38

U.S.S. Cassin Young · · · · · · · · 389

U.S.S. Constitution · · · · · · · · · 389

Ultonia Ledge 13270 · · · · · · · · 381

Under-keel clearances · · · · · · · · · 2

Underwood Ledge 13292 · · · · · · 309

Uniform State Waterway Marking

System · · · · · · · · · · · · · 12

Union River 13316 · · · · · · · · · 226

Union River Bay 13316 · · · · · · · 225

Upper Basket Ledg 13292· · · · · · 309

Upper Cape 13246 · · · · · · · · · 409

Upper Flag Island 13290 · · · · · · 305

Upper Gangway Ledge 13303· · · · 252

■ Index ■ 469
Upper Goose Island 13290 · · · · · 306

Upper Hell Gate 13296 · · · · · · · 284

Upper Ledge 13392 · · · · · · · · · 185

Upper Mark Island 13296 · · · · · · 289

V

Veatch Canyon 13200· · · · · · · · 153

Verona Island 13309 · · · · · · · · 264

Verona Park 13309 · · · · · · · · · 264

Vessel Arrival Inspections· · · · · · 169

Vessel Bridge-to-Bridge

Radiotelephone Regulations · · 52

Vessel Movement Reporting

System · · · · · · · · · · · · · 92

Vessel Watering Points· · · · · · · · 38

VHF-FM Radiotelephone· · · · · · · 31

Vinalhaven 13305 · · · · · · · · · · 249

Vinalhaven Island 13302 · · · · · · 237

Visibilities· · · · · · · · · · · · · · 160

W

Waites Landing 13292 · · · · · · · 309

Waldoboro 13301 · · · · · · · · · · 273

Walkers Point 13286 · · · · · · · · 326

Wallace Cove 13394· · · · · · · · · 184

Wallace Ledge 13325 · · · · · · · · 184

Wallace Ledge 13326 · · · · · · · · 190

Warren Cove 13253 · · · · · · · · · 405

Warren Island 13305, 13309 · · · · 250

Washman Rock 13287 · · · · · · · 324

Water Cove 13290 · · · · · · · · · 303

Waterman Cove 13308 · · · · · · · 246

Waterman Ledge 13308 · · · · · · 246

Waters River 13275 · · · · · · · · · 371

Watertown 13272 · · · · · · · · · · 391

Watts Cove 13301· · · · · · · · · · 269

Watts Ledge 13287 · · · · · · · · · 321

Waukeag 13318 · · · · · · · · · · · 210

Waukeag Neck 13318 · · · · · · · · 208

Waveland 13270 · · · · · · · · · · 395

Waves · · · · · · · · · · · · · · · · 158

Weare Point 13283 · · · · · · · · · 328

Weather, Atlantic Coast, Eastport

to Cape Cod · · · · · · · · · · 156

Weather, Bar Harbor and vicinity · 212

Weather, Boston and vicinity · · · · 384

Weather, Brunswick and vicinity · · 296

Weather, Eastport and vicinity · · · 176

Weather, Portsmouth and vicinity · 336

Weather, Rockland and vicinity· · · 255

Weather, South Weymouth and

vicinity · · · · · · · · · · · · 395

Weaver Ledge 13316 · · · · · · · · 221

Webb Cove 13315 · · · · · · · · · · 234

Webber Cove 13316· · · · · · · · · 225

Webber Dry Ledge 13301 · · · · · · 272

Webber North Ledge 13301 · · · · 274

Webber Sunken Ledge 13301· · · · 272

Webhannet River 13286 · · · · · · 327

Webster Head 13305 · · · · · · · · 247

Webster Rock 13290 · · · · · · · · 303

Weir Cove 13309 · · · · · · · · · · 232

Weir River 13270 · · · · · · · · · · 397

Welker Canyon 13200 · · · · · · · 153

Wellfleet 13250 · · · · · · · · · · · 412

Wellfleet Harbor 13250 · · · · · · · 412

Wells 13286 · · · · · · · · · · · · · 327

Wells Beach 13286 · · · · · · · · · 327

Wells Harbor 13286· · · · · · · · · 327

Welshpool 13394, 13396 · · · · · · 175

Wentworth Point 13293 · · · · · · 279

Weskeag River 13303 · · · · · · · · 253

West Barge 13316· · · · · · · · · · 224

West Bay 13324 · · · · · · · · · · · 203

West Black Rock 13326 · · · · · · · 190

West Branch 13298 · · · · · · · · · 296

West Branch 13324 · · · · · · · · · 194

West Brooklin 13316 · · · · · · · · 231

West Brooksville 13309· · · · · · · 263

West Brown Cow 13290 · · · · · · 306

West Chops Point 13298 · · · · · · 296

West Cod Ledge 13290 · · · · · · · 313

West Cod Ledge Rock 13290 · · · · 313

West Cundy Point 13290 · · · · · · 302

West Georgetown 13295 · · · · · · 294

West Gouldsboro 13318 · · · · · · 208

West Gut 13270· · · · · · · · · · · 394

West Halibut Ledges 13305· · · · · 236

West Halibut Rock 13313· · · · · · 229

West Harpswell 13290 · · · · · · · 304

West Hogshead Rock 13269 · · · · 399

West Hue and Cry 13290 · · · · · · 313

West Mark Island Ledge 13315 · · · 233

West Newbury 13274 · · · · · · · · 350

West Pembroke 13394 · · · · · · · 180

West Penobscot Bay 13302 · · · · · 237

West Point 13290 · · · · · · · · · · 300

West Point 13316 · · · · · · · · · · 222

West Quoddy Head

13394, 13396 · · · · · · · · · 173

West River 13326 · · · · · · · · · · 191

West Shag Rock 13269 · · · · · · · 399

West Sister 13283· · · · · · · · · · 336

West Southport 13295 · · · · · · · 288

West Stonington (West Deer Isle)

13315 · · · · · · · · · · · · · 235

West Sullivan 13318 · · · · · · · · 210

West Tremont 13316 · · · · · · · · 222

West Trenton 13316 · · · · · · · · 223

West Willies 13269 · · · · · · · · · 399

Western (Gut) Channel 13398 · · · 178

Western Bay 13316 · · · · · · · · · 223

Western Bay 13326 · · · · · · · · · 192

Western Black Ledge 13303 · · · · 240

Western Channel 13269 · · · · · · 399

Western Channel 13275 · · · · · · 376

Western Deer Island Ledge

13315 · · · · · · · · · · · · · 234

Western Ear 13313 · · · · · · · · · 236

Western Ear Ledge 13313 · · · · · 236

Western Egg Rock 13301 · · · · · · 272

Western Harbor 13281 · · · · · · · 362

Western Head 13392 · · · · · · · · 185

Western Island 13309· · · · · · · · 233

Western Island 13324· · · · · · · · 203

Western Ledge 13293 · · · · · · · · 278

Western Passage 13324 · · · · · · · 202

Western Passage 13394, 13396 · · · 177

Western Point 13283 · · · · · · · · 329

Western Point 13321 · · · · · · · · 213

Western Reef 13324· · · · · · · · · 196

Western Way 13270· · · · · · · · · 394

Western Way 13321· · · · · · · · · 214

Weston Point 13290 · · · · · · · · 307

Westport Island 13296, 13293 · · · 285

Weymouth 13270 · · · · · · · · · · 395

Weymouth Back River 13270· · · · 396

Weymouth Fore River 13270 · · · · 395

Weymouth Point 13316 · · · · · · 226

Whale Ledge 13324 · · · · · · · · · 197

Whale Rock 13290 · · · · · · · · · 303

Whaleback 13275 · · · · · · · · · · 366

Whaleback 13303 · · · · · · · · · · 241

Whaleback Ledge 13315 · · · · · · 233

Whaleback Light 13283· · · · · · · 334

Whaleback Rock 13295 · · · · · · · 293

Whaleboat Island 13290 · · · · · · 306

Whaleboat Ledge 13290 · · · · · · 306

Whales, North Atlantic Right· · · · 146

Wheaton Island 13303 · · · · · · · 240

Wheeler Bay 13301 · · · · · · · · · 266

Wheeler Big Rock 13303 · · · · · · 242

Wheeler Rock 13303 · · · · · · · · 242

White (West) Ledge 13392 · · · · · 184

White Bull 13290 · · · · · · · · · · 299

White Head 13270 · · · · · · · · · 381

White Head 13292 · · · · · · · · · 310

White Horse 13313 · · · · · · · · · 236

White Horse Beach 13246 · · · · · 408

White Horse Island

13394, 13396 · · · · · · · · · 178

White Horse Rocks 13246 · · · · · 408

White Island 13283 · · · · · · 336, 346

White Island 13290 · · · · · · · · · 306

White Island 13316 · · · · · · · · · 230

White Island 13394, 13396 · · · · · 178

White Island Reef 13283 · · · · · · 336

White Islands 13293 · · · · · · · · 277

White Islands 13303 · · · · · · · · 248

White Ledge 13275 · · · · · · · · · 366

470 ■ Index ■ Coast Pilot 1
White Ledge 13295 · · · · · · · · · 292

White Ledge 13313 · · · · · · · · · 235

Whitehead Island 13303 · · · · · · 252

Whitehead Light 13303· · · · · · · 252

Whitehead Passage 13292 · · · · · 312

Whiting 13394 · · · · · · · · · · · 180

Whiting Bay 13394 · · · · · · · · · 180

Whitlocks Mill Light 25 13398 · · · 178

Whitmore Neck 13315 · · · · · · · 234

Whittum Island 13296 · · · · · · · 289

Widow Island 13308 · · · · · · · · 245

Widows Ledge 13392 · · · · · · · · 185

Wiggins Rock 13303 · · · · · · · · 252

Wigwam Point 13281 · · · · · · · · 355

Wildlife and Fisheries· · · · · · · · 137

Willard Point 13324 · · · · · · · · 194

Willard Rock 13290· · · · · · · · · 313

Wills Gut 13290· · · · · · · · · · · 304

Wilsons Beach 13394, 13396 · · · · 177

Windmill Point 13270 · · · · · · · 381

Windmill Point 13394, 13396 · · · 175

Winds· · · · · · · · · · · · · · · 3, 159

Winnegance 13296 · · · · · · · · · 294

Winnegance Bay 13290 · · · · · · · 301

Winnegance Creek 13296· · · · · · 294

Winslow Rocks 13298 · · · · · · · 295

Winter Harbor 13305 · · · · · · · · 243

Winter Harbor 13322· · · · · 206 - 207

Winter Island 13276 · · · · · · · · 372

Winterport 13309· · · · · · · · · · 265

Winthrop 13270 · · · · · · · · · · 393

Winthrop Beach 13270 · · · · · · · 380

Winthrop Head 13270 · · · · · · · 380

Winthrop Highlands 13275· · · · · 377

Wiscasset 13293 · · · · · · · · · · 290

Witch Island 13293 · · · · · · · · · 276

Witch Rock 13290 · · · · · · · · · 313

Wohoa Bay 13326· · · · · · · · · · 191

Wollaston Channel 13270 · · · · · 394

Wonsqueak Harbor 13324 · · · · · 204

Wood End Bar 13249 · · · · · · · · 415

Wood End Light 13249 · · · · · · · 414

Wood Island 13283 · · · · · · · · · 336

Wood Island 13290 · · · · · · · · · 299

Wood Island 13295 · · · · · · 287, 293

Wood Island Harbor 13287 · · · · · 323

Wood Island Ledge 13283 · · · · · 336

Wood Island Light 13287 · · · · · · 322

Wood Island South Ledge 13290 · · 299

Woodbridge Island 13282· · · · · · 352

Wooden Ball Island 13303 · · · · · 239

Woods Island 13298 · · · · · · · · 296

Woods Point 13316 · · · · · · · · · 224

Woolwich 13296 · · · · · · · · · · 295

Worlds End 13270 · · · · · · · · · 397

Wormell Ledges 13394, 13396 · · · 173

Wreck Island 13301· · · · · · · · · 272

Wreck Island 13315· · · · · · · · · 235

Wreck Island Ledges 13301· · · · · 272

Wreck Ledge 13305 · · · · · · · · · 243

Wreck Rock 13270 · · · · · · · · · 394

Wrecks · · · · · · · · · · · · · · · 153

Wylie Rock 13293· · · · · · · · · · 281

Wyman 13324· · · · · · · · · · · · 196

Wyman Ledge 13290 · · · · · · · · 299

Y

Yacht Basin 13315 · · · · · · · · · 234

Yarmouth 13251 · · · · · · · · · · 410

Yarmouth 13290 · · · · · · · · · · 308

Yarmouth Island 13290· · · · · · · 302

Yarmouth Ledges 13290 · · · · · · 302

Yarmouth Port 13251· · · · · · · · 409

Yeaton Cove 13324 · · · · · · · · · 202

Yellow Birch Head 13324 · · · · · · 201

Yellow Head 13326 · · · · · · · · · 187

Yellow Island 13318· · · · · · · · · 208

Yellow Ledge 13303· · · · · · · · · 252

Yellow Ledge 13313· · · · · · · · · 220

Yellow Ledge 13392· · · · · · · · · 184

Yellow Ridge Islet 13303 · · · · · · 252

Yellow Rock 13290 · · · · · · · · · 302

York Beach 13283· · · · · · · · · · 329

York Harbor 13283 · · · · · · · · · 329

York Island 13313· · · · · · · · · · 236

York Ledge 13283· · · · · · · · · · 332

York Ledge 13292· · · · · · · · · · 309

York Narrows 13315, 13313 · · · · 220

York River 13283 · · · · · · · · · · 329

York Village 13283 · · · · · · · · · 329

Young Point 13296, 13293 · · · · · 285

Youngs Bay 13318 · · · · · · · · · 210

Youngs Point 13318 · · · · · · · · 210

Z

Zephyr Ledges 13303 · · · · · · · · 241

Zephyr Rock 13303 · · · · · · · · · 241

■ Index ■ 471

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 10/31/10
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 10/31/10
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 10/31/10
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.