2009 (38th) Edition

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

Mariners No. 34/08.

Changes 1 through 23 to the previous edition (37th 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.

U.S. Department of Commerce

Carlos M. Gutierrez, Secretary

National Oceanic and Atmospheric Administration (NOAA)

Vice Admiral Conrad C. Lautenbacher, Jr., USN (Ret), 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

Washington, DC

For sale by the National Ocean Service and its sales agents

Atlantic Coast:
II ■ Coast Pilot 2

75°W 60°W

45°N

30°N

15°N

90°W 105°W 120°W 135°W

150°W

45°W

30°W

UNITED STATES

CANADA

MEXICO

Alaska

PACIFIC OCEAN

ATLANTIC OCEAN

BERING SEA

Puerto Rico

US Virgin Islands

Hawai‘ian Islands

Midway Islands

San Francisco

Los Angeles

Seattle

The Great Lakes

Houston

New Orleans

Miami

Anchorage

Charleston

Norfolk

New York

Boston

Chicago

Duluth

Coast Pilot 7

Coast Pilot 8

Coast Pilot 9

Coast Pilot 5

Coast Pilot 4

Coast Pilot 3

Coast Pilot 2

Coast Pilot 1

Coast Pilot 6

Limits of United States Coast Pilot Series

1 Eastport, ME to Cape Cod, MA

2 Cape Cod, MA to Sandy Hook, NJ

3 Sandy Hook, NJ to Cape Henry, VA

4 Cape Henry, VA to Key West, FL

5 Gulf of Mexico, Puerto Rico, and Virgin Islands

6 Great Lakes and their connecting waterways

7 California, Oregon, Washington, Hawaii, and Pacific Islands

8 Alaska: Dixon Entrance to Cape Spencer

9 Alaska: Cape Spencer to Beaufort Sea

Juneau

Coast Pilot 7

Coast Pilot 5
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 2, Atlantic Coast, Cape Cod to Sandy Hook, cancels the 37th

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 Appendix A for addresses. All amendments are also issued in National Geospatial-Intelligence Agency Notices to Mariners. Mariners may also download and print amendments from the Internet at http://nauticalcharts.noaa.gov/

nsd/cpdownload.htm.

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

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

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

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

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

sent to:

Chief, Coast Pilot Branch (N/CS51)

Office of Coast Survey

National Ocean Service, NOAA

1315 East-West Highway

Silver Spring, MD 20910-3282.

Preface ■ III

T
IV ■ Coast Pilot 2
V

Record of Changes

Change

Number*

From

LNM No.

Entered

By

Date

Entered

Change

Number*

From

LNM No.

Entered

By

Date

Entered

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

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

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

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

Chapter 3 Cape Cod To Sandy Hook · · · · · · · · · · · · · · · · · · · · · · · · · · 167

Chapter 4 Outer Cape Cod and Nantucket Sound · · · · · · · · · · · · · · · · · · · 189

Chapter 5 Vineyard Sound and Buzzards Bay · · · · · · · · · · · · · · · · · · · · · 211

Chapter 6 Narragansett Bay · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 239

Chapter 7 Block Island Sound · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 261

Chapter 8 Eastern Long Island Sound· · · · · · · · · · · · · · · · · · · · · · · · · 287

Chapter 9 Western Long Island Sound · · · · · · · · · · · · · · · · · · · · · · · · 319

Chapter 10 South Coast of Long Island · · · · · · · · · · · · · · · · · · · · · · · · · 355

Chapter 11 New York Harbor and Approaches· · · · · · · · · · · · · · · · · · · · · · 369

Chapter 12 Hudson River · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 399

Appendix A · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 415

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

Appendix C · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 451

INDEX · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 455

■ Contents ■ VII

Coast Pilot Report Form · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · (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 2
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 recently 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 2
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://chartmaker.ncd.noaa.gov.

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 information and a list of participating POD chart agents, see

6 ■ Chapter 1 ■ Coast Pilot 2

Bottom Coverage Comparison by Survey Method

Leadline (pre 1940) Single Beam (1940’s - 1980’s) Multibeam (1990’s - present)
Internet websites http:nauticalcharts.noaa.gov/pod 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

cause sufficient shoaling to create a danger to surface

navigation. The areas are charted without blue tint,

and soundings and depth curves are retained.

General Information ■ Chapter 1 ■ 7
(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

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

8 ■ Chapter 1 ■ Coast Pilot 2
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

the nearest Marine Safety Office or Marine Inspection

Office, U.S. Coast Guard.

General Information ■ Chapter 1 ■ 9
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.

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.

10 ■ Chapter 1 ■ Coast Pilot 2
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

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

General Information ■ Chapter 1 ■ 11
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 2
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, AVN-530. (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

General Information ■ Chapter 1 ■ 13
operational requirements of Coast Guard equipment

and 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

14 ■ Chapter 1 ■ Coast Pilot 2
to acknowledge receipt without interference. However,

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 2
(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 2
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 activated.

(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 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 2
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

22 ■ Chapter 1 ■ Coast Pilot 2
General Information ■ Chapter 1 ■ 23
international 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

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, AVN-530. (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

24 ■ Chapter 1 ■ Coast Pilot 2
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

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.

General Information ■ Chapter 1 ■ 25
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.

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:

26 ■ Chapter 1 ■ Coast Pilot 2
General Information ■ Chapter 1 ■ 27

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.

(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

28 ■ Chapter 1 ■ Coast Pilot 2
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

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

General Information ■ Chapter 1 ■ 29
30 ■ Chapter 1 ■ Coast Pilot 2

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

(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
General Information ■ Chapter 1 ■ 31

Channel Ship Frequency (MHz) Channel Usage Transmit Receive

1A 156.050 156.050 Port Operations and commercial (see footnote 2)

5A 156.250 156.250 Port Operations (see footnote 1)

6 156.300 156.300 Intership safety

7A 156.350 156.350 Commercial

8 156.400 156.400 Commercial (ship-to-ship only)

9 156.450 156.450 Boater Calling Commercial/Non-commercial

10 156.500 156.500 Commercial

11 156.550 156.550 Commercial. VTS in selected areas.

12 156.600 156.600 Port Operations. VTS in areas.

13 156.650 156.650 Intership Navigation (Bridge-to-bridge). (see footnote 4)

14

15

156.700

-----------

156.700

156.750

Port Operations. VTS in selected areas.

Environmental (Receive only). Used by Class C EPIRBs.

16 156.800 156.800 International Distress, Safety and Calling. (see footnote 5)

17 156.850 156.850 State control

18A 156.900 156.900 Commercial

19A 156.950 156.950 Commercial

20 157.000 161.600 Port Operations (duplex)

20A

21A

22A

157.000

157.050

157.100

157.000

157.050

157.100

Port Operations

U.S. Coast Guard only

Coast Guard Liaison/Maritime Safety Information Broadcasts. (Channel 15)

23A

24

157.150

157.200

157.150

161.800

U.S. Coast Guard only

Public Correspondence (Marine Operator)

25 157.250 161.850 Public Correspondence (Marine Operator)

26 157.300 161.900 Public Correspondence (Marine Operator)

27 157.350 161.950 Public Correspondence (Marine Operator)

28 157.400 162.000 Public Correspondence (Marine Operator)

63A 156.175 156.175 Port Operations and Commercial, VTS. (see footnote 2)

65A 156.275 156.275 Port Operations

66A 156.325 156.325 Port Operations

67 156.375 156.375 Commercial. (see footnote 3)

68 156.425 156.425 Non-Commercial

69 156.475 156.475 Non-Commercial

70 156.525 156.525 Digital Selective Calling (voice communications not allowed)

71 156.575 156.575 Non-Commercial

72 156.625 156.625 Non-Commercial (Intership only)

73 156.675 156.675 Port Operations

74 156.725 156.725 Port Operations

77 156.875 156.875 Port Operations (ship-to-ship, to and from pilots docking ships)

78A 156.925 156.925 Non-Commercial

79A 156.975 156.975 Commercial. Non-Commercial in Great Lakes only

80A 157.025 157.025 Commercial. Non-Commercial in Great Lakes only

81A

82A

83A

84

157.075

157.125

157.175

157.225

157.075

157.125

157.175

161.825

U.S. Government only-Environmental protection operations

U.S. Government only

U.S. Coast Guard only

Public Correspondence (Marine Operator)

85 157.275 161.875 Public Correspondence (Marine Operator)

86 157.325 161.925 Public Correspondence (Marine Operator)

87 157.375 161.975 Public Correspondence (Marine Operator)

88

88A

157.425

157.425

162.025

157.425

Public Correspondence only near Canadian border.

Commercial, Intership only.

Footnotes to table:

1. Houston, New Orleans and Seattle areas.

2. Available only in New Orleans/Lower Mississippi area.

3. Used for bridge-to-bridge communications in Lower Mississippi River. Intership only.

4. Ships>20m in length maintain a listening watch on this channel in US waters.

5. Ships required to carry radio, USCG, and most coast stations maintain a listening watch on this channel.
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

32 ■ Chapter 1 ■ Coast Pilot 2

SEVERE

HIGH

ELEVATED

GAURDED

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
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).

(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

General Information ■ Chapter 1 ■ 33
(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

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

34 ■ Chapter 1 ■ Coast Pilot 2
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.

(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 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

General Information ■ Chapter 1 ■ 35
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, AVN-530. (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 13 major ports in 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

Port or Waterway Voice Access Phone

Number

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.

36 ■ Chapter 1 ■ Coast Pilot 2
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 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.

General Information ■ Chapter 1 ■ 37
(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 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.

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.

38 ■ Chapter 1 ■ Coast Pilot 2
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.

(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.

General Information ■ Chapter 1 ■ 39
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.

(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

40 ■ Chapter 1 ■ Coast Pilot 2
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:

(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

www.cbp.gov. U.S. yacht owners planning cruises to

foreign ports may contact the nearest customs district

headquarters as to customs requirements.

General Information ■ Chapter 1 ■ 41
42 ■ Chapter 1 ■ Coast Pilot 2

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

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 33 (33 CFR): Navigation and Navigable

Waters

Part 26 Vessel Bridge-to-Bridge Radiotelephone

Regulations

Part 70 Interference with or Damage to Aids to Navigation

Part 80 COLREGS Demarcation Lines

Part 110 Anchorage Regulations

Part 117 Drawbridge Operation Regulations

Part 157 Rules for the Protection of the Marine

Environment relating to Tank Vessels

Carrying Oil in Bulk

Part 160 Ports and Waterways Safety-General

Part 161 Vessel Traffic Management

Part 162 Inland Waterways Navigation Regulations

Part 164 Navigation Safety Regulations (in part)

Part 165 Regulated Navigation Areas and Limited Access Areas

Part 166 Shipping Safety Fairways

Part 167 Offshore Traffic Separation Schemes

Part 169 Mandatory Ship Reporting Systems

Part 207 Navigation Regulations

Part 334 Danger Zones and Restricted Area

Regulations

Title 40 (40 CFR): Protection of Environment

Part 140 Marine Sanitation Device Standard

Title 46 (46 CFR): Shipping

Part 15 Manning Requirements

Title 50 (50 CFR): Wildlife and Fisheries

Part 222 General Endangered and Threatened Marine

Species

Part 224 Endangered Marine and Anadromous Species

Part 226 Designated Critical Habitat

Note

(3) 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:

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

160, 161, 162, 164, 165, 166, 167 and 169);

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

334);

(6) National Marine Fisheries Service, National Oceanic and Atmospheric Administration: (50 CFR 222,

224 and 226).

TITLE 33–NAVIGATION AND NAVIGABLE

WATERS

Part 26–Vessel Bridge-to-Bridge

Radiotelephone Regulations

§26.01 Purpose.

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

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

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

radiotelephone;

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

meaning of important terms in the Act;

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

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

Navigation Regulations ■ Chapter 2 ■ 43
(11) (b) Nothing in this part relieves any person from

the obligation of complying with the rules of the road

and the applicable pilot rules.

§26.02 Definitions.

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

Act–

(13) Secretary means the Secretary of the Department

in which the Coast Guard is operating;

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

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

excluding sheer;

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

machinery; and

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

pushing ahead.

(18) 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.

(19) 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.

(20) 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.

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

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

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

in length while navigating;

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

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

while navigating; and

(25) (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.

(26) (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.

(27) (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.

(28) (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).

(29) (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):

(30) (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;

(31) (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

(32) (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.

(33) (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).

(34) 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.

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

the Federal Communications Commission under section 8 of the Act, 33 U.S.C. 1207(a), to transmit any information other than information necessary for the

safe navigation of vessels or necessary tests.

44 ■ Chapter 2 ■ Coast Pilot 2
(36) (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.

(37) (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.

(38) (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.

(39) (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.

(40) 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.

(41) Section 6 of the Act states–

(42) (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.

(43) 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.

(44) (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.

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

any provision of the Act or this part;

(46) (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:

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

which an exemption is requested; and

(48) (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.

(49) (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.

(50) (b) Each vessel navigating on the Great Lakes as defined in the Inland Navigational Rules Act of 1980 (33

U.S.C. 2001 et seq.) and to which the Vessel

Bridge-to-Bridge Radiotelephone Act (33 U.S.C.

1201–1208) applies is exempt from the requirements in

33 U.S.C. 1203, 1204, and 1205 and the regulations under §§26.03, 26.04, 26.05, 26.06, and 26.07. Each of

these vessels and each person to whom 33 U.S.C.

1208(a) applies must comply with Articles VII, X, XI,

XII, XIII, XV, and XVI and Technical Regulations 1-9 of

“The Agreement Between the United States of America

and Canada for Promotion of Safety on the Great Lakes

by Means of Radio, 1973.”

Part 70–Interference with or Damage to Aids

to Navigation

§70.05–10 Revocation of License

(51) 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

Navigation Regulations ■ Chapter 2 ■ 45
§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.

§70.05–20 Report Required

(52) 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.

(53) (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.

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

waters. The waters outside the lines are COLREGS waters.

(55) (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.

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

(56) (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.

(57) (b) A line drawn from Canal Breakwater Light 4

south to the shoreline.

§80.145 Race Point, Mass., to Watch Hill, R.I.

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

section, the 72 COLREGS shall apply on the sounds,

bays, harbors, and inlets along the coast of Cape Cod

and the southern coasts of Massachusetts and Rhode

Island from Race Point to Watch Hill.

(59) (b) A line drawn from Nobska Point Light to Tarpaulin Cove Light on the southeastern side of Naushon

Island; thence from the southernmost tangent of

Naushon Island to the easternmost extremity of

Nashawena Island; thence from the southwesternmost

extremity of Nashawena Island to the easternmost extremity of Cuttyhunk Island; thence from the southwestern tangent of Cuttyhunk Island to the tower on

Gooseberry Neck charted in approximate position

41°29.1'N., 71°02.3'W.

(60) (c) A line drawn from Sakonnet Breakwater Light 2

tangent to the southernmost part of Sachuest Point

charted in approximate position 41°28.5'N., 71°14.8'W.

(61) (d) An east-west line drawn through Beavertail

Light between Brenton Point and the Boston Neck

shoreline.

§80.150 Block Island, R.I.

(62) The 72 COLREGS shall apply on the harbors of

Block Island.

§80.155 Watch Hill, R.I. to Montauk Point, N.Y.

(63) (a) A line drawn from Watch Hill Light to East

Point on Fishers Island.

(64) (b) A line drawn from Race Point to Race Rock

Light; thence to Little Gull Island Light thence to East

Point on Plum Island.

(65) (c) A line drawn from Plum Island Harbor East Dolphin Light to Plum Island Harbor West Dolphin Light.

(66) (d) A line drawn from Plum Island Light to Orient

Point Light; thence to Orient Point.

(67) (e) A line drawn from the lighthouse ruins at the

southwestern end of Long Beach Point to Cornelius

Point.

(68) (f) A line drawn from Coecles Harbor Entrance

Light to Sungic Point.

(69) (g) A line drawn from Nichols Point to Cedar Island

Light.

(70) (h) A line drawn from Threemile Harbor West

Breakwater Light to Threemile Harbor East Breakwater Light.

(71) (i) A line drawn from Montauk West Jetty Light 1 to

Montauk East Jetty Light 2.

§80.160 Montauk Point, N.Y. to Atlantic Beach, N.Y.

(72) (a) A line drawn from Shinnecock Inlet East Breakwater Light to Shinnecock Inlet West Breakwater Light

1.

(73) (b) A line drawn from Moriches Inlet East Breakwater Light to Moriches Inlet West Breakwater Light.

46 ■ Chapter 2 ■ Coast Pilot 2
(74) (c) A line drawn from Fire Island Inlet Breakwater

Light 348° true to the southernmost extremity of the

spit of land at the western end of Oak Beach.

(75) (d) A line drawn from Jones Inlet Light 322° true

across the southwest tangent of the island on the north

side of Jones Inlet to the shoreline.

§80.165 New York Harbor.

(76) A line drawn from East Rockaway Inlet Breakwater

Light to Sandy Hook Light.

Part 110–Anchorage Regulations

§110.1 General.

(77) (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).

(78) (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).

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

(80) (d) Geographic coordinates expressed in terms of

latitude or longitude, or both, are not intended for plotting on maps or charts whose referenced horizontal datum is the North American Datum of 1983 (NAD 83),

unless such geographic coordinates are expressly labeled NAD 83. Geographic coordinates without the

NAD 83 reference may be plotted on maps or charts referenced to NAD 83 only after application of the appropriate corrections that are published on the particular

map or chart being used.

§110.1a Anchorages under Ports and Waterways

Safety Act.

(81) (a) The anchorages listed in this section are regulated under the Ports and Waterways Safety Act (33

U.S.C. 1221 et seq.):

(82) (1) Section 110.155 Port of New York.

(83) (2) [Reserved]

(84) (b) [Reserved]

Subpart A–Special Anchorage Areas

§110.38 Edgartown Harbor, Mass.

(85) An area in the inner harbor easterly of the project

channel and south of Chappaquiddick Point bounded

as follows: Beginning at

(86) 41°23'19"N., 70°30'32"W.; thence along the shore to

(87) 41°22'52"N., 70°30'12"W.; thence

(88) 287°30', 1,600 feet; thence

(89) 327°30', 700 feet; thence

(90) 359°, 800 feet; thence

(91) 024°15', approximately 900 feet to the point of beginning.

(92) NOTE: The area is reserved for yachts and other

small recreational craft. Fore and aft moorings and

temporary floats or buoys for marking anchors in place

will be allowed. All moorings shall be so placed that no

vessel when anchored shall extend into waters beyond

the limits of the area. Fixed mooring piles or stakes are

prohibited.

§110.40 Silver Beach Harbor, North Falmouth,

Mass.

(93) All the waters of the harbor northward of the inner

end of the entrance channel.

§110.45 Onset Bay, Mass.

(94) Northerly of a line extending from the northernmost point of Onset Island to the easternmost point of

Wickets Island; easterly of a line extending from the

easternmost point of Wickets Island to the southwest

extremity of Point Independence; southerly of the

shoreline; and westerly of the shore line and of a line

bearing due north from the northernmost point of Onset Island.

§110.45a Mattapoisett Harbor, Mattapoisett,Mass.

(95) (a) Area No. 1 beginning at a point on the shore at

(96) 41°39'23"N., 70°48'50"W.; thence 138.5°T. to

(97) 41°38'45"N., 70°48'02"W.; thence 031°T. to

(98) 41°39'02"N., 70°47'48"W.; thence along the shore

to the point of beginning.

(99) (b) Area No. 2 beginning at a point on the shore at

(100) 41°39'24"N., 70°49'02"W.; thence 142.5°T to

(101) 41°38'10"N., 70°47'45"W.; thence 219°T. to

(102) 41°37'54"N., 70°48'02"W.; thence along the shore

to the point of beginning.

(103) NOTE: Administration of the Special Anchorage

Area is exercised by the Harbormaster, Town of

Mattapoisett pursuant to a local ordinance. The town of

Mattapoisett will install and maintain suitable navigational aids to mark the perimeter of the anchorage

area.

Navigation Regulations ■ Chapter 2 ■ 47
§110.46 Newport Harbor, Newport, R.I.

(104) (a) Area No. 1. The waters of Brenton Cove south of

a line extending from

(105) 41°28'50"N., 71°18'58"W.; to

(106) 41°28'45"N., 71°20'08"W.; thence along the shoreline to the point of beginning.

(107) (b) Area No. 2. The waters east of Goat Island beginning at a point bearing 090°, 245 yards from Goat Island Shoal Light; thence

(108) 007°, 505 yards; thence

(109) 054°, 90 yards; thence

(110) 086°, 330 yards; thence

(111) 122°, 90 yards; thence

(112) 179°, 290 yards; thence

(113) 228°, 380 yards; thence

(114) 270°, 250 yards to the point of beginning.

(115) (c) Area No. 3. The waters north of Goat Island

Causeway Bridge beginning at Newport Harbor Light;

thence 023° to the southwest corner of Anchorage E;

thence 081° following the southerly boundary of Anchorage E to the shoreline; thence south along the

shoreline to the east foot of the Goat Island Causeway

Bridge; thence west following Goat Island Causeway

Bridge to the shoreline of Goat Island; thence north following the east shore of Goat Island to the point of beginning.

§110.47 Little Narragansett Bay, Watch Hill, R.I.

(116) All of the navigable waters of Watch Hill Cove

southeasterly of a line beginning at the shore end of the

United States project groin on the southerly shore of

the cove and running 41°30' true, to the northerly

shore of the cove at a point about 200 feet west of the

west side of the shore end of Meadow Lane, with the exception of a 100-foot wide channel running from the

westerly end of the cove in a southeasterly direction to

the Watch Hill Yacht Club pier, thence along in front of

the piers on the easterly side of the cove northerly to

the shore at the north end of the cove.

§110.48 Thompson Cove on east side of Pawcatuck

River below Westerly, R.I.

(117) Eastward of a line extending from the channelward

end of Thompson Dock at the northern end of Thompson Cove 184° to the shore at the southern end of

Thompson Cove.

§110.50 Stonington Harbor, Conn.

(118) (a) Area No. 1. Beginning at the southeastern tip of

Wamphassuc Point; thence to the northwesterly end of

Stonington Inner Breakwater; thence along the breakwater to

(119) 71°54'50.5"W.; thence to

(120) 41°20'25.3"N., 71°54'50.5"W.; thence to a point on

the shoreline at

(121) 41°20'32"N., 71°54'54.8"W.; thence along the shoreline to the point of beginning.

(122) (b) Area No. 2. Beginning at a point on the shoreline at

(123) 41°19'55.8"N., 71°54'28.9"W.; thence to

(124) 41°19'55.8"N., 71°54'37.1"W.; thence to

(125) 41°20'01.6"N., 71°54'38.8"W.; thence to

(126) 41°20'02.0"N., 71°54'34.3"W.; thence along the shoreline to the point of beginning.

(127) (c) Area No. 3. Beginning at a point on the shoreline at

(128) 41°20'29.5"N., 71°54'43.0"W.; thence to

(129) 41°20'25.6"N., 71°54'48.5"W.; thence to

(130) 41°20'10.7"N., 71°54'48.5"W.; thence to the shoreline at

(131) 41°20'10.7"N.; thence along the shoreline to the

point of beginning.

(132) NOTE: A fixed mooring stake or pile is prohibited.

The General Statutes of the State of Connecticut authorizes the Harbor Master of Stonington to station

and control a vessel in the harbor.

.

(133) An area on the east side of Mason Island bounded as

follows:

(134) Beginning at the shore line on the easterly side of

Mason Island at

(135) 41°20'06"N.; thence due east about 600 feet to

(136) 41°20'06"N., 71°57'37"W.; thence due south about

2,400 feet to

(137) 41°19'42"N., 71°57'37"W.; thence due west about

1,000 feet to the shore line on the easterly side of Mason

Island at

(138) 41°19'42"N.; thence along the shore line to the

point of beginning.

(139) 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 the discretion of the

local Harbor Master.

§110.50b Mystic Harbor, Groton and Stonington,

Conn.

(140) (a) Area No. 1. Beginning at Ram Point on the westerly side of Mason Island at

(141) 41°19'44"N., 71°58'42"W.; thence to

(142) 41°19'30"N., 71°58'43"W.; thence to

(143) 41°19'36"N., 71°58'58"W.; thence to

(144) 41°19'45"N., 71°58'56"W.; thence to the point of

beginning.

48 ■ Chapter 2 ■ Coast Pilot 2
(145) (b) Area No. 2. Beginning at a point about 250 feet

southerly of Area 1 and on line with the easterly limit of

Area 1 at

(146) 41°19'27"N., 71°58'44"W.; thence to

(147) 41°19'19"N., 71°58'45"W.; thence to

(148) 41°19'25"N., 71°58'59"W.; thence to

(149) 41°19'33"N., 71°58'58"W.; thence to the point of

beginning.

(150) 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. All moorings

shall be so placed that no vessel, when anchored, shall

at any time extend beyond the limits of the areas. The

anchoring of vessels and the placing of temporary

moorings will be under the jurisdiction and at the discretion of the local Harbor Master.

§110.50c Mumford Cove, Groton, Conn.

(151) (a) Area No. 1. Beginning at a point on the easterly

shore of Mumford Cove at

(152) 41°19'36"N., 72°01'06"W.; to

(153) 41°19'30"N., 72°01'04"W.; thence to the shore at

(154) 41°19'31"N., 72°01'00"W.; and thence along the

shoreline to the point of beginning.

(155) (b) Area No. 2. Beginning at a point on the easterly

shore of Mumford Cove at

(156) 41°19'15.0"N., 72°00'54.0"W.; thence to

(157) 41°19'14.5"N., 72°00'59.0"W.; thence to

(158) 41°19'11.0"N., 72°00'58.0"W.; thence to

(159) 41°19'10.0"N., 72°00'54.0"W.; thence to

(160) 41°19'12.5"N., 72°00'52.0"W.; thence to

(161) 41°19'14.0"N., 72°00'55.0"W.; and thence to the

point of beginning.

(162) NOTE: The areas are 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 placing of temporary moorings will be under

the jurisdiction, and at the discretion, of the local Harbor Master.

§110.50d Mystic Harbor, Noank, Conn.

(163) (a) The area comprises that portion of the harbor

off the easterly side of Morgan Point beginning at a

point at

(164) 41°19'15.0"N., 71°59'13.5"W.; thence to

(165) 41°19'15.0"N., 71°59'00.0"W.; thence to

(166) 41°19'02.5"N., 71°59'00.0"W.; thence to

(167) 41°19'06.0"N., 71°59'13.5"W.; and thence to the

point of beginning.

(168) (b) The following requirements shall govern this

special anchorage area:

(169) (1) The area will be principally for use by yachts and

other recreational craft.

(170) (2) Temporary floats or buoys for marking anchors

will be allowed but fixed piles or stakes are prohibited.

All moorings shall be so placed that no vessel, when anchored, shall extend beyond the limits of the area.

(171) (3) The anchoring of vessels and the placing of temporary moorings shall be under the jurisdiction and at

the discretion of the local harbor master, Noank, Conn.

§110.51 Groton, Conn.

(172) The waters between an unnamed cove and Pine Island. (a) Beginning at a point on the shoreline of Avery

Point at

(173) 41°19'01.4"N., 72°03'42.8"W.; thence to a point in

the cove at

(174) 41°19'02.5"N., 72°03'36.2"W.; thence southeasterly

to a point at

(175) 41°18'56.2"N., 72°03'34.2"W.; thence northeasterly to

(176) 41°19'02.5"N., 72°03'19.2"W.; thence terminating

at the tip of Jupiter Point at

(177) 41°19'04.4"N., 72°03'19.7"W. DATUM: NAD 83

(178) (b) Beginning at a point on the shoreline of Pine Island at

(179) 41°18'47.1"N., 72°03'36.8"W.; thence northerly to

(180) 41°18'54.1"N., 72°03'35.4"W.; thence northeasterly

to a point at

(181) 41°19'01.2"N., 72°03'19.3"W.; thence terminating

at a point at

(182) 41°18'54.0"N., 72°03'17.5"W. DATUM NAD 83

(183) NOTE: The areas designated by (a) and (b) are principally for the use of recreational vessels. Vessels shall

be anchored so that no part of the vessel obstructs the

135 foot wide channel. Temporary floats or buoys for

marking the location of the anchor of a vessel at anchor

may be used. Fixed mooring pilings or stakes are prohibited.

§110.52 Thames River, New London, Conn.

(184) (a) Area No. 1. An area in the westerly part of

Greens Harbor bounded as follows: Beginning at a

point on the shore 100 yards southeasterly of the

southerly side of Thames Street extended; thence 84°,

420 yards; thence 156°, 425 yards; thence 240°, 210

yards to the shore; and thence northwesterly along the

shore to the point of beginning.

(185) (b) Area No. 2. An area in the westerly part of

Greens Harbor bounded as follows: Beginning at a

point on the shore 15 yards southeasterly of the southerly side of Converse Place extended; thence 54°, 170

yards; thence 114°30', 550 yards; thence 266°30', 250

yards; thence 234°, 230 yards, to the shore; and thence

northwesterly along the shore to the point of beginning.

Navigation Regulations ■ Chapter 2 ■ 49
(186) (c) Area No. 3. An area on the westerly side of the

Thames River in the vicinity of Jacobs Rock, the location of the U.S. Coast Guard Academy Sailing Center,

bounded as follows: Beginning at the point on the

shore where the north side of the Jacobs Rock causeway meets the western shoreline; thence northerly

along the western shore of the Thames River a distance

of 200 yards; thence 090°, 240 yards; thence 180°, 200

yards to the Jacobs Rock causeway; thence westerly

along the causeway to the point of beginning.

(187) Note: The area designated by paragraph (c) of this

section is principally for the use of U.S. Coast Guard

Academy and Academy-related boats. Temporary floats

or buoys for marking anchors may be used. The anchoring of vessels and the placing of moorings will be

under the jurisdiction and at the discretion of the

Chief, Waterfront Branch, U.S. Coast Guard Academy,

New London, Connecticut.

(188) (d) Area No. 4. An area in the western part of the

Thames River, north of the highway bridge, bounded as

follows: Beginning at a point 125 yards north of the

highway bridge at

(189) 41°21'56"N., 72°05'32"W.; thence easterly to

(190) 41°21'56"N., 72°05'27"W.; thence northerly to

(191) 41°22'12"N., 72°05'27"W.; thence westerly to

(192) 41°22'12"N., 72°05'47"W.; thence southeasterly to

(193) 41°22'02"N., 72°05'40"W.; thence downriver along

the charted foul grounds to the point of beginning.

§110.53 Niantic, Conn.

(194) Beginning on the shoreline at

(195) 41°18'25.3"N., 72°12'16.3"W.; thence to

(196) 41°18'23.3"N., 72°12'11.6"W.; thence to

(197) 41°18'50.7"N., 72°11'51.5"W.; thence to the shore at

(198) 41°18'56.5"N., 72°12'05.6"W.; thence along the shoreline to the point of beginning.

(199) NOTE: This area is for public use, principally for

vessels used for a recreational purpose. A temporary

float or buoy for marking the location of the anchor of a

vessel at anchor may be used. Fixed mooring piles or

stakes are prohibited.

§110.54 Long Island Sound, on west side of

entrance to Pataguanset River, Conn.

(200) An area east of Giants Neck (formerly known as

Grant Neck) described as follows: Beginning at a point

bearing

(201) 114°, 75 feet, from the outer end of the breakwater

at the south end of Giants Neck; thence

(202) 90°, 1,050 feet; thence

(203) 22°17'30", 2,140 feet; thence

(204) 283°27'15.5", 240 feet; thence

(205) 220°36'39", 1,252.6 feet; thence

(206) 295°23'16.5", 326.5 feet; thence

(207) 269°02'42.6", 240 feet; thence

(208) 261°46'50.9", 181.9 feet; thence

(209) 226°28'07.7", 275.9 feet; thence

(210) 147°43'27.7", 449.4 feet; thence

(211) 238°01'35.8", 379.6 feet; and thence approximately

(212) 156°31'05.8", 462.11 feet, to the point of beginning.

§110.55 Connecticut River, Conn.

(213) (a) West of Calves Island at Old Saybrook. Beginning at a point bearing

(214) 254°09'16", 153 yards, from Calves Island 20 Light;

thence

(215) 157°, 1,037 yards; thence

(216) 175°, 150 yards; thence

(217) 265°, 250 yards; thence

(218) 350°, 660 yards; thence

(219) 337°, 460 yards; and thence approximately

(220) 67°, 135 yards, to the point of beginning.

(221) (a–1) Area No. 1, at Essex. Beginning at a point on

the shore on the west side of Haydens Point bearing approximately 211°, 270 yards, from Haydens Point

Light; thence

(222) 270°, 160 yards; thence

(223) 000°, 140 yards; thence

(224) 300°, 190 yards; thence

(225) 330°, 400 yards; thence

(226) 090°, 60 yards; thence

(227) 150°, 350 yards; thence

(228) 120°, about 434 yards to a point on the shore;

thence along the shore to the point of beginning.

(229) (b) Area No. 2, at Essex. Beginning at

(230) 41°21'22"N., 72°22'53"W.; thence

(231) 205°30', 375 yards; thence

(232) 194°31', 100 yards; thence

(233) 185°00', 440 yards; thence

(234) 153°30', 80 yards; thence

(235) 121°00', 220 yards; thence

(236) 000°00', approximately 1060 yards to the point of

beginning.

(237) 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 are 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.

(238) (c) West of Brockway Island at Essex. That portion

of the waters northwest of a line ranging 238° from latitude 41°22'20.7", longitude 72°22'49.8" to the shoreline; southwest of a line connecting a point at latitude

41°22'20.7", longitude 72°22'49.8" and a point at latitude 41°22'28.2", longitude 72°22'56"; and southeast of

a line ranging 238° from latitude 41°22'28.2", longitude 72°22'56" to the shoreline.

50 ■ Chapter 2 ■ Coast Pilot 2
(239) NOTE: This area is principally for vessels used for a

recreational purpose. A mooring buoy is permitted.

Fixed mooring piles or stakes are prohibited.

(240) (d) Area No. 1, at Eddy Rock Light. Beginning at

(241) 41°26'38"N., 72°27'37"W.; to

(242) 41°26'12"N., 72°27'18"W.; to

(243) 41°26'11"N., 72°27'22"W.; to

(244) 41°26'23"N., 72°27'42"W.; to

(245) 41°26'36"N., 72°27'43"W.: thence extending to the

point of beginning.

(246) (e) Area No. 2, at Lord Island. Beginning at

(247) 41°26'11"N., 72°27'16"W.; thence to

(248) 41°26'03"N., 72°27'02"W.; thence to

(249) 41°25'59"N., 72°26'51"W.; thence to

(250) 41°25'58"N., 72°26'52"W.; thence to

(251) 41°26'05"N., 72°27'11"W.; thence to

(252) 41°26'10"N., 72°27'20"W.; thence extending to the

point of beginning.

(253) NOTE: The areas designated by paragraphs (d) and

(e) of this section are 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. Fixed mooring piles or

stakes are prohibited. All moorings shall be so placed

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

beyond the limits of the areas. The anchoring of vessels

and placing of mooring floats or buoys will be under

the jurisdiction, and at the discretion of the local Harbor Master. Area 2 will not be used during the shad fishing season.

(254) (e–1) Area No. 1 at Chester. Beginning at a point

about 600 feet southeasterly of the entrance of Chester

Creek, at

(255) 41°24'23"N., 72°25'41"W.; to

(256) 41°24'05"N., 72°25'41"W.; to

(257) 41°24'05"N., 72°25'32"W.; to

(258) 41°24'23"N., 72°25'32"W.; thence due west about

600 feet to the point of beginning.

(259) NOTE: The area is principally for use by yachts and

other recreational craft. A mooring buoy is allowed.

Fixed mooring piles or stakes are prohibited.

(260) (e–2) Area No. 2 at Chester. That area south of latitude 41°24'43.9", west of longitude 72°25'35", north of

latitude 41°24'33.4", and east of longitude 72°25'40.8".

(261) NOTE: Area No. 2 may not be used during the shad

fishing season, April 1 to June 15, inclusive. A mooring

buoy is permitted at other times. Fixed mooring piles

or stakes are prohibited.

(262) (f) Vicinity of Mouse Island Bar below Portland. On

the north side of the river shoreward of lines described

as follows:

(263) (1) Beginning at a point bearing 02°, 175 yards,

from Mouse Island 73 Light; thence 270°, 480 yards;

and thence due north, approximately 230 yards, to the

shore.

(264) (2) Beginning at the said point bearing 02°, 175

yards, from Mouse Island 73 Light; thence 70°, 400

yards; and thence 350°, approximately 250 yards, to the

shore.

(265) (g) Area at Portland. Beginning at a point on the

shore, about 700 feet southeasterly from the easterly

end of the New York, New Haven and Hartford Railroad

Company bridge at

(266) 41°33'55", 72°38'43"; thence 250° to

(267) 41°33'54", 72°38'46"; thence 160° to

(268) 41°33'48", 72°38'43"; thence 145° to

(269) 41°33'44", 72°38'39"; thence 055° to a point on the

shore at

(270) 41°33'47", 72°38'32"; thence along the shore to the

point of beginning.

(271) 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 are prohibited. All moorings

shall be so placed that no vessel, when anchored, shall

at any time extend beyond the limit of the area or closer

than 50 feet to the Federal channel limit. The anchoring of vessels and the placing of temporary moorings

will be under the jurisdiction, and at the discretion of

the local Harbor Master.

§110.55a Five Mile River, Norwalk and Darien,

Conn.

(272) The water area of the Five Mile River beginning at a

point on the southeast shore of Butler Island at

41°03'27.5"N., 73°26'52"W.; thence following the

shoreline northerly along the westerly side of Five Mile

River to the highway bridge at Route 136 (White

Bridge); thence easterly along the southerly side of the

highway bridge to the easterly side of Five Mile River;

thence following the shoreline southerly along the

easterly side of Five Mile River to a point on the southwest shore at Rowayton at 41°03'30"N., 73°26'47"W.,

thence 242° to the point of beginning, except those areas within the designated project channel as shown by

dotted lines on the Five Mile River on Chart No. 12368

(formerly C and GS Chart No. 221) issued by National

Oceanic and Atmospheric Administration, U.S. Department of Commerce.

(273) NOTE: Under an Act of the Connecticut State Legislature the harbor superintendent, appointed by the

Five Mile River Commission, may control moorings

and navigation including preventing vessels from anchoring in the Federal project channel.

Navigation Regulations ■ Chapter 2 ■ 51
§110.56 Noroton Harbor, Darien, Conn.

(274) (a) Beginning at a point on the southwesterly side

of Long Neck Point at

(275) 41°02'10"N., 73°28'44"W.; thence northwesterly to

(276) 41°02'17"N., 73°29'11"W.; thence in a north-northwesterly direction to the southeast side of Pratt Island

at

(277) 41°02'28"N., 73°29'17"W.; thence following the shoreline around the easterly and northerly sides of Pratt Island, the westerly and northerly sides of Pratt Cove,

and the westerly side of the Darien River to the causeway and dam at Gorham Pond on the north; thence

along the downstream side of the causeway and dam to

the easterly side of the Darien River, thence along the

easterly shoreline to the point of beginning.

(278) NOTE: An ordinance of the town of Darien, Conn.

requires the Darien Harbor Master’s approval of the location and type of any mooring placed in this special

anchorage area.

§110.58 Cos Cob Harbor, Greenwich, Conn.

(279) (a) Area A. Beginning at the mean low water line

about 2,800 feet downstream from the easterly end of

the New York, New Haven and Hartford Railroad Bridge

at

(280) 41°01'23"N., 73°35'40"W.; thence to

(281) 41°01'23"N., 73°35'42"W.; thence to

(282) 41°01'02"N., 73°35'50"W.; thence to

(283) 41°01'02"N., 73°35'48"W.; thence extending along

the mean low water line to the point of beginning.

(284) (b) Area B. Beginning at the mean low water line

about 700 feet downstream from the westerly end of the

New York, New Haven and Hartford Railroad Bridge at

(285) 41°01'42"N., 73°35'47"W.; thence to

(286) 41°01'42"N., 73°35'45"W.; thence to

(287) 41°01'23"N., 73°35'44"W.; thence to

(288) 41°01'04"N., 73°35'52"W.; thence to

(289) 41°01'02"N., 73°35'55"W.; thence to

(290) 41°01'02"N., 73°36'00"W.; thence to

(291) 41°01'05"N., 73°36'00"W.; thence along the mean

low water line to the point of beginning.

(292) NOTE: The areas are 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 into the waters beyond the limits of

the areas or closer than 50 feet to the Federal channel

limits.

§110.59 Eastern Long Island, NY.

(293) (a) Huntington Harbor. Beginning on the shoreline

at 40°54'19.5"N., 73°26'07.9"W.; thence to 40°54'19.5"N.,

73°26'02.4"W.; thence along the eastern shoreline to

the Mill Dam Road Bridge; thence along the downstream side of the bridge to the westerly side of Huntington Harbor; thence along the western shoreline to

the point of beginning.

(294) (b) Centerport Harbor. Beginning at the shoreline

at 40°54'00"N., 73°22'55.3"W.; thence to 40°54'03.8"N.,

73°22'52.1"W.; thence along the eastern shoreline to

the Mill Dam Bridge; thence along the downstream

side of the bridge to the westerly side of Centerport

Harbor; thence along the western shoreline to the

point of beginning.

(295) (c)Northport Harbor. Beginning on the shoreline at

(296) 40°54'25"N., 73°22'05"W., thence to

(297) 40°54'37.5"N., 73°21'32.9"W.; thence along the eastern shoreline to

(298) 40°53'33.1"N., 72°21'28.2"W.; thence to

(299) 40°53'25.8"N., 73°21'37.7"W.; thence along the

shoreline to the point of beginning.

(300) Note: The areas designated by paragraphs (a), (b),

and (c) of this section are principally for vessels used

for a recreational purpose. A vessel shall be anchored so

that no part of the vessel comes within 50 feet of the

marked channel. A temporary float or buoy for marking

the location of the anchor of a vessel at anchor may be

used. Fixed mooring piles or stakes are prohibited.

(301) (d) Cold Spring Harbor. That portion of the waters

of Cold Spring Harbor easterly of a line ranging from

the cupola in the extreme inner harbor through Cold

Spring Harbor Light; southerly of a line ranging from

the southernmost point of an L-shaped pier off

Wawepex Grove through the Clock Tower at Laurelton

and northerly of a line ranging from the outer end of

the Socony Mobil Oil Company’s pier at Cold Spring

Harbor through the Clock Tower at Laurelton, with the

exception of an area within a 300-foot radius of the

outer end of the Socony Mobil Oil Company’s pier.

(302) (e) Oyster Bay Harbor, New York. That portion of

Oyster Bay Harbor adjacent to the easterly side of Centre Island, westerly of a line on range with Cold Spring

Harbor Light and the Stone House on the end of Plum

Point, Centre Island.

(303) (f) Harbor of Oyster Bay, Oyster Bay, New York.

The water area north of the town of Oyster Bay enclosed by a line beginning on the shoreline at

(304) 40°52'35.5"N., 73°32'17"W.; thence to

(305) 40°52'59.5"N., 73°32'18"W.; thence to

(306) 40°53'00"N., 73°30'53"W.; thence to

(307) 40°52'39"N., 73°30'54"W.; thence to the shoreline at

(308) 40°52'25"N., 73°31'18"W.; thence following the

shoreline to the point of beginning.

52 ■ Chapter 2 ■ Coast Pilot 2
(309) (g) Harbor of Oyster Bay, New York, Moses Point to

Brickyard Point. That portion of the waters of the Harbor of Oyster Bay enclosed by a line beginning at Moses

Point on Centre Island at

(310) 40°53'11"N., 73°31'14"W.; thence to

(311) 40°53'02"N., 73°31'22"W.; thence to

(312) 40°53'02"N., 73°32'00"W.; thence to Brickyard

Point on Centre Island at

(313) 40°53'06"N., 73°32'00"W.; thence following the

shoreline to the point of beginning.

(314) Note: The anchoring of vessels and placement of

temporary moorings in anchorage areas described in

paragraph (g) of this section will be under the jurisdiction of the local Harbormaster appointed in accordance

with Article 12 of the Village Ordinance of the Village of

Centre Island, New York.

(315) (h) Coecles Harbor at Shelter Island, New York.

That portion of Coecles Harbor bounded on the North

by a line drawn between the northernmost point of

land at Sungic Point and 41°04'09"N., 72°17'54"W.,

thence eastward along the shoreline to the point of origin.

(316) (i) West Neck Harbor at Shelter Island, New York.

That portion of West Neck Harbor bounded on the

North by a line drawn between 41°02'48"N., 72°20'27"W.

and a point on Shell Beach located at 41°02'29"N.,

72°20'59"W.; thence eastward along the shoreline to

the point of origin.

§110.60 Captain of the Port, New York.

(317) (a) Western Long Island Sound. (1) Glen Island. All

waters surrounding Glen Island bound by the following

points:

(318) 40°52'53.1"N., 073°46'58.9"W.; thence to

(319) 40°52'46.6"N., 073°47'02.7"W.; thence to a line drawn

from

(320) 40°53'23.3"N., 073°47'01.5"W. to

(321) 40°53'19.0"N., 073°46'56.2"W., excluding all waters

within 25 feet of the 50-foot channel west and south of

Glen Island.

(322) (2) Echo Bay. All waters northwest of a line drawn

from

(323) 40°54'10.0"N., 073°45'52.9"W. to

(324) 40°54'25.0"N., 073°45'38.4"W.

(325) Note: An ordinance of the Town of New Rochelle

NY requires a permit from the New Rochelle Harbor

Master or the New Rochelle Superintendent of Bureau

of Marinas, Docks and Harbors before any mooring is

placed in this special anchorage area.

(326) (3) Glen Island, East. All waters east of Glen Island,

bound by the following points:

(327) 40°53'01.4"N., 073°46'51.4"W.; thence to

(328) 40°53'03.1"N., 073°46'44.4"W.; thence to

(329) 40°53'06.2"N., 073°46'38.0"W.; thence to

(330) 40°53'15.0"N., 073°46'44.00"W.; thence along the

shoreline to the point of origin.

(331) (4) City Island, Eastern Shore. All waters bound by

the following points:

(332) 40°50'12.0"N., 073°46'57.3"W.; thence to

(333) 40°50'31.9"N., 073°46'18.3"W.; thence to

(334) 40°51'17.0"N., 073°46'49.9"W.; thence to

(335) 40°51'19.8"N., 073°46'51.3"W.; thence to

(336) 40°51'47.0"N., 073°47'02.5"W.; thence to

(337) 40°51'28.5"N., 073°47'31.7"W.; thence to

(338) 40°51'25.1"N., 073°47'29.9"W.; thence along the

shoreline to the point of origin, excluding the Cable

and Pipeline Area between City and Hart Islands.

(339) (5) City Island, Western Shore. All waters bound by

the following points:

(340) 40°50'11.6"N., 073°46'58.4"W.; thence to

(341) 40°50'02.5"N., 073°47'23.3"W.; thence to

(342) 40°50'43.7"N., 073°47'56.0"W.; thence to

(343) 40°51'15.9"N., 073°47'36.0"W.; thence to

(344) 40°51'15.9"N., 073°47'28.6"W.; thence along the

shoreline to the point of origin.

(345) (6) Eastchester Bay, Western Shore. All waters

shoreward of a line connecting the following points:

(346) 40°49'31.3"N., 073°48'26.3"W.; thence to

(347) 40°50'56.4"N., 073°48'49.2"W.; thence to

(348) 40°50'55.3"N., 073°48'55.4"W.; thence along the

shoreline to the point of origin.

(349) (7) Eastchester Bay, Locust Point. All waters west

of a line drawn from

(350) 40°48'56.3"N., 073°47'56.2"W. to

(351) 40°48'34.4"N., 073°47'56.2"W.

(352) (8) Manhasset Bay, Plum Point. All waters bound

by the following points:

(353) 40°50'02.9"N., 073°43'37.3"W.; thence to

(354) 40°49'54.0"N., 073°43'14.9"W.; thence to

(355) 40°50'06.6"N., 073°42'51.0"W.; thence to

(356) 40°50'18.6"N., 073°42'51.0"W.; thence along the

shoreline to the point of origin; excluding the seaplane

restricted area described in § 162.

(357) (9) Manhasset Bay, Toms Point. All waters bound

by the following points:

(358) 40°50'20.6"N., 073°42'49.5"W.; thence to

(359) 40°50'05.3"N., 073°42'49.4"W.; thence to

(360) 40°49'58.6"N., 073°42'39.0"W.; thence to

(361) 40°49'48.9"N., 073°42'55.6"W.; thence to

(362) 40°49'49.3"N., 073°42'20.4"W.; thence to

(363) 40°50'02.5"N., 073°42'14.2"W.; thence to

(364) 40°50'11.8"N., 073°42'15.4"W.; thence along the

shoreline to the point of origin.

(365) (10) Manhasset Bay, at Port Washington. All waters bound by the following points:

(366) 40°49'44.9"N., 073°42'11.3"W.; thence to

(367) 40°49'44.3"N., 073°43'03.2"W.; thence to

(368) 40°49'06.8"N., 073°42'46.6"W.; thence to

Navigation Regulations ■ Chapter 2 ■ 53
(369) 40°49'07.0"N., 073°42'16.2"W.; thence along the

shoreline to the point of origin.

(370) (11) Manhasset Bay, West Shore. All waters bound

by the following points:

(371) 40°49'24.6"N., 073°43'40.2"W.; thence to

(372) 40°49'33.2"N., 073°43'28.3"W.; thence to

(373) 40°49'43.8"N., 073°43'53.5"W.; thence to

(374) 40°49'39.2"N., 073°43'57.9"W.; thence along the

shoreline to the point of origin.

(375) (12) Manhasset Bay, Plandome. All waters bound

by the following points:

(376) 40°48'41.6"N., 073°42'31.7"W.; thence to

(377) 40°48'43.6"N., 073°42'42.5"W.; thence to

(378) 40°48'29.0"N., 073°42'44.4"W.; thence to

(379) 40°48'27.6"N., 073°42'44.4"W.; thence along the

shoreline to the point of origin.

(380) (13) Elm Point. All waters bound by the following

points:

(381) 40°49'01.0"N., 073°45'41.9"W.; thence to

(382) 40°49'04.4"N., 073°45'45.3"W.; thence to

(383) 40°49'13.8"N., 073°45'38.7"W.; thence to

(384) 40°49'18.9"N., 073°45'28.3"W.; thence to

(385) 40°49'08.9"N., 073°45'17.5"W.; thence along the

shoreline to the point of origin.

(386) Note: Temporary floats or buoys for marking anchors in place are allowed. Fixed mooring piles or

stakes are prohibited. An ordinance of the village of

Kings Point regulates mooring and anchoring in the

area which includes this special anchorage area.

(387) (14) Little Neck Bay. All waters east of a line drawn

from

(388) 40°47'39.4"N., 73°46'27.1"W.; thence to

(389) 40°48'36.6"N., 073°45'58.5"W.; thence to

(390) 40°48'36.4"N., 073°45'48.4"W.; thence along the

shoreline to the point of origin.

(391) (15) Hempstead Harbor, Mosquito Neck. All waters

bound by the following points:

(392) 40°51'43.0"N., 073°39'37.1"W.; thence to

(393) 40°51'09.4"N., 073°39'32.4"W.; thence to

(394) 40°51'14.6"N., 073°39'08.9"W.; thence to

(395) 40°51'20.0"N., 073°38'56.1"W.; thence along the

shoreline and breakwater to the point of origin.

(396) (16) Hempstead Harbor, Sea Cliff. All waters bound

by the following points:

(397) 40°51'16.7"N., 073°38'51.9"W.; thence to

(398) 40°51'12.9"N., 073°39'07.2"W.; thence to

(399) 40°51'03.6"N., 073°39'31.6"W.; thence to

(400) 40°50'24.7"N., 073°39'26.4"W.; thence along the

shoreline to the point of origin.

(401) (b) East River and Flushing Bay. (1) Flushing Bay,

College Point North. All waters bound by the following

points:

(402) 40°47'37.5"N., 073°51'13.4"W.; thence to

(403) 40°47'10.3"N., 073°51'34.0"W.; thence to

(404) 40°47'09.1"N., 073°51'32.6"W.; thence along the

shoreline to the point of origin.

(405) (2) Flushing Bay, College Point South.

(406) All waters bound by the following points:

(407) 40°47'01.8"N., 073°51'29.2"W.; thence to

(408) 40°47'01.8"N., 073°51'33.2"W.; thence to

(409) 40°46'31.7"N., 073°51'15.9"W.; thence to

(410) 40°46'46.1"N., 073°50'58.6"W.; thence along the

shoreline to the point of origin.

(411) (3) Flushing Bay, Cape Ruth. All waters bound by

the following points:

(412) 40°46'39.9"N., 073°50'56.1"W.; thence to

(413) 40°46'29.2"N., 073°51'14.3"W.; thence to

(414) 40°46'12.3"N., 073°51'04.3"W.; thence to

(415) 40°46'15.2"N., 073°50'55.2"W.; thence along the

shoreline to the point of origin.

(416) (4) Flushing Bay, Southeast Area. All waters south

of a line drawn from 40°45'41.4"N., 073°50'57.2"W. to

40°45'51.7"N., 073°50'34.2"W.

(417) (5) Flushing Bay, Southwest Area. All waters

bound by the following points:

(418) 40°45'36.7"N., 073°51'16.3"W.; thence to

(419) 40°45'48.5"N., 073°50'58.4"W.; thence to

(420) 40°45'51.3"N., 073°50'59.2"W.; thence to

(421) 40°45'49.4"N., 073°51'07.5"W.; thence to

(422) 40°45'58.7"N., 073°51'13.4"W.; thence to

(423) 40°46'02.1"N., 073°50'20.1"W.; thence to

(424) 40°45'54.8"N., 073°51'28.7"W.; thence to

(425) 40°45'46.2"N., 073°51'35.3"W.; then northward

along the shoreline and breakwater to the point of origin.

(426) (6) Flushing Bay, West Area. All waters bound by

the following points:

(427) 40°46'51.1"N., 073°52'07.3"W.; thence to

(428) 40°47'11.2"N., 073°51'47.1"W.; thence to

(429) 40°47'01.9"N., 073°51'39.6"W.; thence to

(430) 40°46'28.3"N., 073°51'20.0"W.; thence to the point

of origin.

(431) Note: The anchoring of vessels and placing of temporary moorings in anchorage areas described in paragraphs (b)(5) and (b)(6) of this section will be under the

jurisdiction, and at the discretion of the local Harbor

Master appointed by the City of New York.

(432) (7) Bowery Bay. All waters bounded by the following points:

(433) 40°46'58.4"N., 073°53'44.1"W.; thence to

(434) 40°47'03.3"N., 073°53'37.4"W.; thence to

(435) 40°47'00.3"N., 073°53'29.3"W.; thence to

(436) 40°46'57.0"N., 073°53'29.8"W.; thence to

(437) 40°46'59.9"N., 073°53'34.2"W.; thence to

(438) 40°46'58.5"N., 073°53'35.8"W.; thence to

(439) 40°46'57.1"N., 073°53'33.8"W.; thence to

(440) 40°46'55.9"N., 073°53'35.2"W.; thence to

(441) 40°46'58.2"N., 073°53'39.0"W.; thence to

54 ■ Chapter 2 ■ Coast Pilot 2
(442) 40°46'56.1"N., 073°53'41.4"W.; thence along the

shoreline and pier to the point of origin.

(443) (c) Hudson River. (1) Yonkers, Greystone Station.

All waters bound by the following points:

(444) 40°58'19.8"N., 073°53'22.8"W.; thence to

(445) 40°58'21.1"N., 073°53'28.7"W.; thence to

(446) 40°58'42.7"N., 073°53'20.3"W.; thence to

(447) 40°58'41.8"N., 073°53'15.4"W.; thence along the

shoreline to the point of origin.

(448) (2) Yonkers, North Glenwood. All waters bound by

the followings points:

(449) 40°57'26.8"N., 073°53'46.6"W.; thence to

(450) 40°57'27.3"N., 073°53'48.8"W.; thence to

(451) 40°57'55.3"N., 073°53'34.4"W.; thence to

(452) 40°57'53.6"N., 073°53'28.6"W.; thence along the

shoreline to the point of origin.

(453) (3) Nyack. That portion of the Hudson River bound

by the following points:

(454) 41°06'06.8"N., 073°54'55,5"W.; thence to

(455) 41°06'06.8"N., 073°54'18.0"W.; thence to

(456) 41°05'00.0"N., 073°54'18.0"W.; thence to

(457) 41°05'00.0"N., 073°55'02.2"W.; thence along the

along the shoreline to the point of origin (NAD 1983),

excluding a fairway in the charted cable area that is

marked with buoys.

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

other recreational craft. A mooring buoy is permitted.

(459) (4) Manhattan, Fort Washington Point. All waters

bound by the following points:

(460) 40°51'08.1"N., 073°56'36.7"W.; thence to

(461) 40°51'09.4"N., 073°56'40.9"W.; thence to

(462) 40°52'08.3"N., 073°55'56.6"W.; thence along the

shoreline to the point of origin.

(463) (5) Yonkers, Main Street. All waters bound by the

following points:

(464) 40°56'15.4"N., 073°54'11.2"W.; thence to

(465) 40°56'16.7"N., 073°54'20.2"W.; thence to

(466) 40°56'08.9"N., 073°54'22.6"W.; thence to

(467) 40°56'07.9"N., 073°54'16.9"W.; thence to

(468) 40°56'07.0"N., 073°54'17.3"W. to

(469) (6) Yonkers, JFK Marina. All waters bound by the

following points:

(470) 40°57'28.5"N., 073°53'46.0"W.; thence to

(471) 40°57'30.5"N., 073°53'56.8"W.; thence to

(472) 40°57'07.5"N., 073°54'06.2"W.; thence to

(473) 40°57'08.0"N., 073°53'58.5"W.; thence along the

shoreline to the point of origin.

(474) Note: The areas designated by paragraphs (c)(5)

and (c)(6) are limited to vessels no greater than 20 meters in length and is primarily for use by recreational

craft on a seasonal or transient basis. These regulations

do not prohibit the placement of moorings within the

anchorage area, but requests for the placement of

moorings should be directed to the local government

to ensure compliance with local and state laws. All

moorings shall be so placed that no vessel, when anchored, will at any time extend beyond the limits of the

area. Fixed mooring piles or stakes are prohibited. Mariners are encouraged to contact the local harbormaster

for any additional ordinances and to ensure compliance

with additional applicable state and local laws.

(475) (7) Hastings-on-Hudson. All waters bound by the

following points:

(476) 40°59'56.0"N., 073°53'05.4"W.; thence to

(477) 40°59'56.3"N., 073°53'09.6"W.; thence to

(478) 41°00'05.1"N., 073°53'09.2"W.; thence to

(479) 41°00'14.7"N., 073°53'06.4"W.; thence to

(480) 41°00'14.5"N., 073°53'00.5"W.; thence along the

shoreline to the point of origin.

(481) (8) Tarrytown. All waters bound by the following

points:

(482) 41°04'21.0"N., 073°52'03.4"W.; thence to

(483) 41°04'21.0"N., 073°52'11.3"W.; thence to

(484) 41°04'13.6"N., 073°52'11.0"W.; thence to

(485) 41°04'13.6"N., 073°52'00.5"W.; thence along the

shoreline to the point of origin.

(486) (9) West Point. All waters west of a line drawn from

41°23'10.0"N., 073°57'18.1"W. to 41°23'23.5"N.,

073°57'11.5"W.

(487) (10) Haverstraw. That portion of the Hudson River

bound by the following points:

(488) 41°11'25.2"N., 073°57'19.9"W.; thence to

(489) 41°11'34.2"N., 073°57'00.8"W.; thence to

(490) 41°11'41.9"N., 073°57'07.5"W.; thence to

(491) 41°11'31.8"N., 073°57'26.5"W.; thence to

(492) 41°11'30.8"N., 073°57'24.9"W.; thence to the point

of origin.

(493) (11) Cedar Hill. All waters bounded by the following points:

(494) 42°32'33.1"N., 073°45'33.1"W.; thence to

(495) 42°32'33.1"N., 073°45'28.3"W.; thence to

(496) 42°32'49.2"N., 073°45'26.6"W.; thence to

(497) 42°32'49.3"N., 073°45'31.1"W.; thence along the

shoreline to the point of origin.

(498) (d) New York Harbor. (1) Newark Bay, Southeast.

All waters bound by the following points:

(499) 40°39'27.9"N., 074°08'07.1"W.; thence to

(500) 40°39'31.7"N., 074°08'13.4"W.; thence to

(501) 40°39'31.4"N., 074°08'24.6"W.; thence to

(502) 40°39'52.4"N., 074°08'11.7"W.; thence to

(503) 40°39'47.8"N., 074°07'59.4"W.; thence along the

shoreline to the point of origin.

(504) (2) Newark Bay, Southwest. All waters bound by

the following points:

(505) 40°38'52.1"N., 074°09'41.1"W.; thence to

(506) 40°38'51.6"N., 074°10'18.2"W.; thence to

(507) 40°38'51.0"N., 074°10'36.5"W.; thence to

(508) 40°39'16.8"N., 074°09'56.3"W.; thence to

Navigation Regulations ■ Chapter 2 ■ 55
(509) 40°39'16.2"N., 074°09'36.9"W.; thence to the point

of origin, excluding therefrom the “Pipe Line Area”.

(510) (3) Great Kills Harbor. All waters northeast of a

line connecting the following points:

(511) 40°32'06.4"N., 074°08'24.5"W.; thence to

(512) 40°32'06.9"N., 074°08'25.8"W.; thence to

(513) 40°32'19.0"N., 074°08'21.1"W.; thence to

(514) 40°32'28.1"N., 074°08'24.3"W.; thence to

(515) 40°32'40.3"N., 074°08'08.4"W.; thence to

(516) 40°32'45.2"N., 074°08'11.4"W.; thence along the

northern and eastern shoreline to the point of origin.

(517) Note: The special anchorage area is principally for

use by yachts and other recreational craft. A temporary

float or buoy for marking the location of the anchor of a

vessel at anchor may be used. Fixed mooring piles or

stakes are prohibited. Vessels shall be anchored so that

no part of the vessel comes within 50 feet of the marked

channel.

(518) (4)Jamaica Bay, Canarsie Beach. All waters bound

by the following points:

(519) 40°37'22.0"N., 073°53'43.5"W.; thence to

(520) 40°37'18.4"N., 073°53'32.9"W.; thence to

(521) 40°37'37.6"N., 073°53'06.5"W.; thence to

(522) 40°37'42.9"N., 073°53'14.4"W.; thence along the

shoreline to the point of origin.

(523) (5) Jamaica Bay, East Broad Channel. All waters

bound by the following points:

(524) 40°35'48.5"N., 073°49'12.5"W.; thence to

(525) 40°35'50.2"N., 073°49'04.7"W.; thence to

(526) 40°36'23.4"N., 073°48'56.3"W.; thence along the

shoreline to the point of origin.

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

and other recreational craft. Temporary floats or buoys

for marking anchors will be allowed.

(528) (6) Sheepshead Bay, West. All waters bound by the

following points:

(529) 40°35'00.0"N., 073°56'54.8"W.; thence to

(530) 40°34'58.9"N., 073°57'09.6"W.; thence to

(531) 40°34'56.6"N., 073°57'09.1"W.; thence to

(532) 40°34'57.5"N., 073°56'54.4"W.; thence to the point

of origin.

(533) (7) Sheepshead Bay, North. All waters bound by the

following points:

(534) 40°34'58.5"N., 073°56'00.5"W.; thence to

(535) 40°34'58.6"N., 073°56'26.0"W.; thence to

(536) 40°34'56.6"N., 073°56'26.8"W.; thence to

(537) 40°34'54.8"N., 073°56'24.8"W.; thence to

(538) 40°34'55.4"N., 073°56'10.1"W.; thence to

(539) 40°34'57.9"N., 073°56'00.5"W.; thence to the point

of origin.

(540) (8) Sheepshead Bay, South. All waters bound by

the following points:

(541) 40°34'54.2"N., 073°56'01.8"W.; thence to

(542) 40°34'53.6"N., 073°56'27.2"W.; thence to

(543) 40°34'55.8"N., 073°56'43.6"W.; thence to

(544) 40°34'54.5"N., 073°56'43.6"W.; thence to

(545) 40°34'52.0"N., 073°56'34.0"W.; thence to

(546) 40°34'53.1"N., 073°56'01.6"W.; thence to the point

of origin.

(547) (9) Lower Bay, Point Comfort. All waters bound by

the following points:

(548) 40°27'18.5"N., 074°08'24.5"W.; thence to

(549) 40°27'37.4"N., 074°08'51.8"W.; thence to

(550) 40°27'51.4"N., 074°08'31.9"W.; thence to

(551) 40°27'49.7"N., 074°07'44.9"W.; thence to

(552) 40°27'15.3"N., 074°07'45.7"W.; thence along the

shoreline to the point of origin.

(553) (10) Perth Amboy, NJ. All waters bound by the following points:

(554) 40°30'18.5"N., 074°15'45.1"W.; thence to

(555) 40°30'16.6"N., 074°15'37.8"W.; thence to

(556) 40°30'03.0"N., 074°15'43.5"W.; thence to

(557) 40°29'36.4"N., 074°16'07.9"W.; thence to

(558) 40°29'31.1"N., 074°16'20.2"W.; thence to

(559) 40°29'47.1"N., 074°16'48.8"W.; thence to

(560) 40°30'02.0"N., 074°16'40.3"W.; thence along the

shoreline to the point of origin.

(561) (e) Datum. All positions are NAD 1983.

Subpart B–Anchorage Grounds

§110.140 Buzzards Bay, Nantucket Sound, and

adjacent waters, Mass.

(562) (a) New Bedford Outer Harbor–(1) Anchorage A.

West of Sconticut Neck, and shoreward of a line described as follows: Beginning at a point 100 yards

southwest of Fort Phoenix Point; thence 154° along a

line which passes 100 yards east of New Bedford Channel Buoys 8, 6, and 4, to a point bearing approximately

130°, 225 yards, from New Bedford Channel Buoy 4;

thence 87°, 340 yards; thence 156° along a line approximately one mile to its intersection with a line ranging

87° from the cupola on Clarks Point; thence 87° to

Sconticut Neck.

(563) (2) Anchorage B. Southeast of a line ranging 222°

from the southwest corner of Fort Phoenix to the New

Bedford shore; west of a line ranging 154° from Palmer

Island Light to Butler Flats Light; and north of a line

bearing 267° from Butler Flats Light to the shore.

(564) (b) Buzzards Bay near entrance to approach channel to Cape Cod Canal–(1) Anchorage C. West of a line

parallel to and 850 feet westward from the centerline of

Cleveland Ledge Channel; north of a line bearing 129°

from the tower on Bird Island; east of a line bearing

25°30' and passing through Bird Island Reef Bell Buoy

13; and south of a line bearing 270° from Wings Neck

Light.

56 ■ Chapter 2 ■ Coast Pilot 2
(565) Each vessel must obtain permission to proceed to

Anchorage C from the U.S. Army Corps of Engineers

Cape Cod Canal Control traffic controller.

(566) (2) Anchorage D. Beginning at a point bearing

185°, 1,200 yards, from Hog Island Channel 4 Light;

thence 129° to a point bearing 209°, approximately 733

yards, from Wings Neck Light; thence 209° to Southwest Ledge Buoy 10; thence 199° along a line to its intersection with a line bearing 129° from the tower on

Bird Island; thence 309° to a point 850 feet easterly,

right angle distance, from the centerline of Cleveland

Ledge Channel; thence northeasterly along a line parallel to and 850 feet eastward from the centerline of

Cleveland Ledge Channel to its intersection with a line

bearing 218°30' from the point of beginning; thence

38°30' to the point of beginning.

(567) Each vessel must obtain permission to proceed to

Anchorage D from the U.S. Army Corps of Engineers

Cape Cod Canal Control traffic controller.

(568) (3) Anchorage L. The area of water bounded by

lines connecting the following points:

(569) 41°30'11"N., 70°48'10"W.; to

(570) 41°30'46"N., 70°48'45"W.; to

(571) 41°32'24"N., 70°45'50"W.; to

(572) 41°31'48"N., 70°45'15"W. and thence to start.

(573) (4) Anchorage M–(west side). The waters bounded

by a line connecting the following points:

(574) 41°35'35"N., 70°44'47"W.; to

(575) 41°36'24"N., 70°45'53"W.; to

(576) 41°35'00"N., 70°47'53"W.; to

(577) 41°34'12"N., 70°46'47"W. and thence to the beginning.

(578) (5) Each vessel that anchors in these anchorages

must notify the U.S. Army Corps of Engineers Cape Cod

Canal Control traffic controller when it anchors, and

provide the vessel’s name, length, draft, cargo, and its

position.

(579) (6) Each vessel anchored in these anchorages must

notify U.S. Army Corps of Engineers Cape Cod Canal

Control traffic controller when it weighs anchor.

(580) (7) No vessel may anchor unless it maintains a

bridge watch, guards and answers Channel 16 FM, and

maintains an accurate position plot.

(581) (8) No vessel may anchor unless it maintains the

capability to get underway within 30 minutes; except

with prior approval of the Coast Guard Captain of the

Port Providence.

(582) (9) No vessel may anchor in a “dead ship” status

(propulsion or control unavailable for normal operations) without the prior approval of the Coast Guard

Captain of the Port Providence.

(583) (10) No vessel may conduct lightering operations

within these anchorages.

(584) (c) Vineyard and Nantucket Sounds–(1) Anchorage E. South of a line beginning at a point bearing 180°

about 3.25 miles from Cuttyhunk Light; thence 65° to a

point bearing 180°, 0.625 mile from Nashawena

Lighted Whistle Buoy; thence 57°30' passing 600 yards

northerly of Middle Ground Lighted Bell Buoy 25A, to a

point bearing 145°, 1.25 miles from Nobska Point

Light; southwest of a line ranging 113° through West

Chop Buoy 25 to East Chop Flats Bell Buoy 23; and west

of a line bearing 163° between East Chop Flats Bell

Buoy 23 and Lone Rock Buoy 1; and northerly of a line

bearing 269° between Lone Rock Buoy 1 and a point on

the mainland at Oak Bluffs about 0.30 mile southerly of

Oak Bluffs Wharf.

(585) (2) Anchorage F. Southeast of the Elizabeth Islands, north of a line ranging 97°30' from Cuttyhunk

Light toward Nashawena Lighted Whistle Buoy to a

point 0.375 mile from that buoy; northwest of a line

bearing 57°30' from the last-named point to a point opposite the entrance to Woods Hole; and southwest of a

line from the shore of Nonamesset Island bearing 114°

and ranging through West Chop Light and East Chop

Light.

(586) (3) Anchorage G. South of a line beginning at a

point on the mainland at Oak Bluffs about 0.30 mile

southerly of Oak Bluffs Wharf bearing 89° to Lone Rock

Buoy 1; thence 113° from Lone Rock Buoy 1 to Outer

Flats Bell Buoy 17; thence 86° to Cross Rip Lightship;

thence 118°30' to Tuckernuck Shoal Bell Buoy 7;

thence ranging 149° toward Brant Point Light to the

breakwater at Brant Point.

(587) (4) Anchorage H. In the vicinity of Squash Meadow

shoal, east of a line ranging 163° through Squash

Meadow West End Buoy 21; north of lines parallel to

and 0.5 mile northerly from lines joining Lone Rock

Buoy 1, Outer Flats Bell Buoy 17, and Cross Rip Lightship; and south of a line ranging 97° from East Chop

Light toward Cross Rip Lightship.

(588) (5) Anchorage I. Northerly of a line ranging 109°

from Nobska Point Light toward Hedge Fence Lighted

Horn and Gong Buoy 16, and of a line ranging 97°30'

through Hedge Fence East End Buoy to Halfmoon

Shoal Lighted Bell Buoy 12, thence 73° to Handkerchief Shoal Buoy 16, and thence to the westernmost

point of Monomoy Island.

(589) (6) Anchorage J. East of a line bearing 329°, parallel to and 0.875 mile northeasterly of a line running

from Brant Point Light through Tuckernuck Shoal Bell

Buoy 7, from Coatue Beach to a point 1.25 miles southeasterly from a line between Halfmoon Shoal Lighted

Bell Buoy 12 and Handkerchief Shoal Buoy 16; thence

73°, parallel to and 1.25 miles southeasterly from a line

running from Halfmoon Shoal Lighted Bell Buoy 12

through Handkerchief Shoal Buoy 16, to a point

Navigation Regulations ■ Chapter 2 ■ 57
bearing 215° from Stone Horse North End Lighted Bell

Buoy 9; thence 35° to Stone Horse North End Lighted

Bell Buoy 9; thence 70° to a point bearing 207° from

Pollock Rip Lightship; and thence 27° through, and to a

point 5.0 miles northeasterly from, Pollock Rip Lightship.

(590) (7) Anchorage K. North of a line tangent to the

southeasterly edge of Monomoy Point and extending to

Bearse Shoal North End Buoy 2A and west of a line

bearing 7° from Bearse Shoal North End Buoy 2A to

Chatham Bar Buoy 2.

(591) (d) The regulations. (1) Floats or buoys for marking anchors or moorings in place will be allowed in all

areas. Fixed mooring piles or stakes are prohibited.

(592) (2) Except in cases of great emergency, no vessels

shall be anchored in New Bedford Outer Harbor, Buzzards Bay near the entrance to the approach channel to

Cape Cod Canal, or Vineyard and Nantucket Sounds,

outside of the anchorage areas defined in paragraphs

(a) to (c) of this section.

(593) (3) Anchors must not be placed outside the anchorage areas, nor shall any vessel be so anchored that any

portion of the hull or rigging will at any time extend

outside the boundaries of the anchorage area.

(594) (4) Any vessel anchoring under the circumstances

of great emergency outside any anchorage area must be

placed near the edge of the channel and in such position as not to interfere with the free navigation of the

channel, nor obstruct the approach to any pier nor impede the movement of any boat, and shall move away

immediately after the emergency ceases or upon notification by an officer of the Coast Guard.

(595) (5) A vessel upon being notified to move into the

anchorage limits or to shift its position in anchorage

grounds must get under way at once or signal for a tug,

and must change position as directed with reasonable

promptness.

(596) (6) Whenever the maritime or commercial interests of the United States so require, any officer of the

Coast Guard is hereby empowered to shift the position

of any vessel anchored within the anchorage areas, of

any vessel anchored outside the anchorage areas, and

of any vessel which is so moored or anchored as to impede or obstruct vessel movements in any channel.

(597) (7) Nothing in this section shall be construed as relieving the owner or person in charge of any vessel

from the penalties of the law for obstructing navigation

or for obstructing or interfering with range lights, or

for not complying with the navigation laws in regard to

lights, fog signals, or for otherwise violating the law.

§110.142 Nantucket Harbor, Mass.

(598) (a) The anchorage grounds. In the Nantucket Harbor, beginning at a point 210 yards, 090° from Brant

Point Light; thence easterly to

(599) 41°17'23.0"N., 70°05'14.5"W.; thence southerly to

(600) 41°17'03.0"N., 70°05'14.5"W.; thence southwesterly to

(601) 41°16'54.0"N., 70°05'23.0"W.; thence northwesterly to

(602) 41°16'55.0"N., 70°05'31.0"W.; thence northeasterly to

(603) 41°17'07.5"N., 70°05'27.0"W.; thence to the point

of beginning.

(604) (b) The regulations. The anchorage is for the use of

commercial and pleasure craft. Temporary floats or

buoys for marking anchors or moorings in place will be

allowed. Fixed mooring piles or stakes are prohibited.

The anchoring of vessels including the placing of anchors and moorings is subject to the supervision and

approval of the local harbor master.

§110.145 Narragansett Bay, R.I.

(605) (a) East Passage–(1) Anchorage A. East of

Conanicut Island, beginning at the easterly extremity

of the Dumplings; extending 009° to a point at

(606) 41°29'28.0"N., 71°21'05.5"W.; thence

(607) 356°, 5,350 feet; thence

(608) 024°, 5,700 feet; thence

(609) 012°, 1,100 feet; thence

(610) 311.5°, 2,300 feet; thence

(611) 351°, 5,350 feet; thence

(612) 270°, 3,200 feet to the easterly side of Conanicut Island; thence generally along the easterly side of the island to a point on the easterly side of the island due

west of the Dumplings; and thence due east to the point

of beginning; excluding the approach to the Jamestown

Ferry, a zone 900 feet wide to the southward of a line

ranging 103° from a point, 300 feet north of the existing ferry landing toward the spire of Trinity Church,

Newport.

(613) (i) That portion of the area to the northward of the

approach of the Jamestown Ferry shall be restricted for

the anchorage of vessels of the U.S. Navy. In that portion of the area to the southward of the approach of the

Jamestown Ferry, the requirements of the Navy shall

predominate.

(614) (ii) Temporary floats or buoys for marking anchors

or moorings in place shall be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(615) (2) Anchorage B. Off the west shore of Aquidneck

Island to north of Coggeshall Point, northerly of a line

ranging 075° from a point on the easterly end of Gould

Island, latitude 41°32'13", longitude 71°20'40.5", toward the shore of Aquidneck Island; east of a line ranging 019° from the easternmost of the Dumplings to

latitude 41°36'16", longitude 71°17'48"; thence northeast to latitude 41°36'53", longitude 71°17'07.5";

58 ■ Chapter 2 ■ Coast Pilot 2
thence east to latitude 41°36'53", longitude 71°16'40",

thence southwesterly to latitude 41°35'54", longitude

71°17'17.5"; thence southeasterly to the shore at the

easterly end of the north boundary of the cable area in

the vicinity of Coggeshall Point; excluding the cable

area in the vicinity of Coggeshall Point.

(616) (i) Anchorage B–1. Off the southerly end of Prudence Island beginning at

(617) 41°34'08.9"N., 71°19'25.8"W.; thence

(618) 019°, 1,900 feet; thence

(619) 289°, 1,900 feet; thence

(620) 199°, 1,900 feet; thence

(621) 109°, 1,900 feet to the point of beginning.

(622) (a) In this area the requirements of the Navy shall

predominate.

(623) (b) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(624) (ii) Anchorage X–1, Naval explosives and ammunition handling anchorage. The waters of Narragansett

Bay northeasterly of Gould Island within a circle having a radius of 500 yards with its center at latitude

41°33'18", longitude 71°20'03".

(625) (a) This area will be used for anchoring naval vessels carrying or transferring ammunition or explosives

under standard military restrictions as established by

the Safety Manual, Armed Services Explosive Board.

Explosives or dangerous materials include inflammable liquid or inflammable solids, oxidizing materials,

corrosive liquids, compressed gases and poisonous

substances.

(626) (b) No vessel shall anchor within 500 yards of the

explosive anchorage area when occupied by vessels carrying explosives.

(627) (c) No more than 2,000 tons Net High Explosives

limit will be handled in the anchorage area.

(628) (d) No vessel shall be so anchored in the anchorage

that it will at any time extend beyond the limits of the

area.

(629) (e) Naval vessels anchoring in the area will display

the proper signals, and will be under the supervision of

the Commander, U.S. Naval Base, Newport, Rhode Island.

(630) (3) Anchorage C.

(631) (i) [Reserved]

(632) (ii) West of Coasters Harbor Island, west of a line

bearing 351° from Tracey Ledge Buoy 5 through Seventeen-foot Spot Buoy northeast of Gull Rocks; south of a

line bearing 292° from the cupola at the Naval War College; east of a line ranging 19° from the easternmost of

the Dumplings toward Dyer Island North Point Shoal

Lighted Bell Buoy 12A; and north of latitude 41°30'22"

which parallel passes through a point 230 yards north

of Rose Island Shoal Northeast End Buoy 8.

(633) (iii) In this area the requirements of the Navy shall

predominate.

(634) (iv) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(635) (4) Anchorage D. West of Goat Island, south of a

line bearing 247° from Newport Harbor Light; east of a

line bearing 176°30' from the northwesterly end of

Rose Island; north of a line bearing 117° from the

northerly end of the ferry slip at Jamestown to longitude 71°20' and west of a line running north and south

along longitude 71°20'.

(636) (i) In this area the requirements of the Navy shall

predominate from May 1 to October 1, subject at all

times to such adjustments as may be necessary to accommodate all classes of vessels which may require anchorage room.

(637) (ii) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(638) (5) Anchorage E. South of Coasters Harbor Island,

east of a line bearing 341° from the outer end of Briggs

Wharf to the southwestern shore of Coasters Harbor Island near the War College Building; and north of a line

ranging 265° from the flagstaff at Fort Greene toward

Rose Island Light.

(639) (i) In this area the requirements of the naval service will predominate from May 1 to October 1, but will

at all times be subject to such adjustment as may be

necessary to accommodate all classes of vessels that

may require anchorage room.

(640) (ii) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(641) (b) West Passage (1) Anchorage H. North of a line

1,000 yards long bearing 88° from Bonnet Point; west

of a line bearing 3° from the eastern end of the last-described line; and south of a line ranging 302° through a

point 200 yards south of the Kearny wharf toward the

church spire at South Ferry, Boston Neck.

(642) (i) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(643) (2) Anchorage I. North of a line 1,000 yards long

bearing 88° from Bonnet Point to the shore at Austin

Hollow; east of a line bearing 183° from Dutch Island

Light; and south of a line ranging 302° through a point

200 yards south of the Kearny wharf toward the church

spire at South Ferry, Boston Neck.

(644) (i) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(645) (3) Anchorage J. At Saunderstown, south of a line

ranging 110° from the south side of the ferry wharf

Navigation Regulations ■ Chapter 2 ■ 59
toward the cable crossing sign on Dutch Island; west of

a line ranging 192° from Plum Beach Shoal Buoy 1 PB

toward the east shore of The Bonnet; and north of a line

from the shore ranging 108° toward Dutch Island Light

and the north end of the wharf at Beaver Head.

(646) (i) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(647) (4) Anchorage K. In the central and southern portion of Dutch Island Harbor, north of a line ranging

106° from Beaver Head Point Shoal Buoy 2 toward the

Jamestown standpipe; east of a line ranging 14° from

Beaver Head Point Shoal Buoy 2 toward the inshore

end of the engineer wharf, Dutch Island; southeast of a

line ranging 50° from Dutch Island Light toward the

windmill north of Jamestown; and south of a line parallel to and 100 yards southwesterly from a line ranging

132° from the engineer wharf, Dutch Island, and the

west ferry wharf, Jamestown.

(648) (i) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(649) (5) Anchorage L. North of a line ranging 101° from

a point on shore 300 yards northerly of the Saunderstown

ferry wharf toward the entrance to Round Swamp,

Conanicut Island; west of a line bearing 15° parallel to

and 1,000 feet westerly from a line joining the western

point of Dutch Island and Twenty-three Foot Rock

Buoy 4, and a line ranging 6° from Dutch Island Light

toward Warwick Light; and south of a line ranging 290°

from Sand Point, Conanicut Island, to Wickford Harbor

Light, and a line bearing 226° from Wickford Harbor

Light to Poplar Point tower.

(650) (i) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(651) (6) Anchorage M. East and north of Dutch Island,

northeast of a line ranging 316° from the inshore end

of the west ferry wharf, Jamestown, toward the north

end of Dutch Island to a point bearing 88°, 200 yards,

from the engineer wharf, Dutch Island, thence ranging

3° toward the shore of Conanicut Island at Slocum

Ledge; north of a line 200 yards off the Dutch Island

shore ranging 281° from the entrance to Round Swamp

toward a point on shore 300 yards northerly from the

Saunderstown ferry wharf; east of a line ranging 15°

from the western point of Dutch Island to Twenty-three

Foot Rock Buoy 4; and south of a line bearing 77° from

Twenty-three Foot Rock Buoy 4 to the shore.

(652) (i) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(653) (7) Anchorage N. West of the north end of

Conanicut Island, south of a line bearing 262° from

Conanicut Island Light; east of a line bearing 8° from

Twenty-three Foot Rock Buoy 4; and north of a line

ranging 290° from Sand Point toward Wickford Harbor

Light.

(654) (i) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(655) (c) Bristol Harbor–(1) Anchorage O. South of the

south line of Franklin Street extended westerly; west of

a line bearing 164°30' parallel to and 400 feet westerly

from the State harbor line between Franklin and Constitution Streets, and of a line ranging 244° from a

point on the north line of Constitution Street extended

400 feet beyond the State harbor line toward Usher

Rock Buoy 3; and north of the north line of Union

Street extended to the Popasquash Neck Shore.

(656) (i) Temporary floats or buoys for marking anchors

or moorings in place will be allowed in this area. Fixed

mooring piles or stakes will not be allowed.

(657) (d) The regulations. (1) Except in cases of great

emergency, no vessel shall be anchored in the entrances to Narragansett Bay, in Newport Harbor, or in

Bristol Harbor, outside of the anchorage areas defined

in paragraphs (a), (b) and (c) of this section.

(658) (2) Anchors must not be placed outside the anchorage areas, nor shall any vessel be so anchored that any

portion of the hull or rigging shall at any time extend

outside the boundaries of the anchorage area.

(659) (3) Any vessel anchoring under the circumstances

of great emergency outside the anchorage areas must

be placed near the edge of the channel and in such position as not to interfere with the free navigation of the

channel, nor obstruct the approach to any pier, nor impede the movement of any boat, and shall move away

immediately after the emergency ceases, or upon notification by an officer of the Coast Guard.

(660) (4) A vessel upon being notified to move into the

anchorage limits or to shift its position on anchorage

grounds must get under way at once or signal for a tug,

and must change position as directed with reasonable

promptness.

(661) (5) Whenever the maritime or commercial interests of the United States so require, any officer of the

Coast Guard is hereby empowered to shift the position

of any vessel anchored within the anchorage areas, of

any vessel anchored outside the anchorage areas, and

of any vessel which is so moored or anchored as to impede or obstruct vessel movements in any channel.

(662) (6) Nothing in this section shall be construed as relieving the owner or person in charge of any vessel

from the penalties of the law for obstructing navigation

or for obstructing or interfering with range lights, or

for not complying with the navigation laws in regard to

lights, fog signals, or for otherwise violating the law.

60 ■ Chapter 2 ■ Coast Pilot 2
§110.147 New London Harbor, Conn.

(663) (a) The anchorage grounds–(1) Anchorage A. In

the Thames River east of Shaw Cove, bounded by lines

connecting points which are the following bearings

and distances from Monument, Groton (41°21'18"N.,

72°04'48"W.): 243°, 1,400 yards; 246°, 925 yards; 217°,

1,380 yards; and 235°, 1,450 yards.

(664) (2) Anchorage B. In the Thames River southward of

New London, bounded by lines connecting points

which are the following bearings and distances from

New London Harbor Light (41°18'59"N., 72°05'25"W.):

002°, 2,460 yards; 009°, 2,480 yards; 026°, 1,175 yards;

and 008°, 1,075 yards.

(665) (3) Anchorage C. In the Thames River southward of

New London Harbor, bounded by lines connecting a

point bearing 100°, 450 yards from New London Harbor Light, a point bearing 270°, 575 yards from New

London Ledge Light (41°18'21"N., longitude

72°04'41"W.), and a point bearing 270°, 1,450 yards

from New London Ledge Light.

(666) (4) Anchorage D. In Long Island Sound approximately two miles west-southwest of New London Ledge

Light, bounded by lines connecting points which are

the following bearings and distances from New London

Ledge Light; 246°, 2.6 miles; 247°, 2.1 miles; 233°, 2.1

miles; and 235°, 2.6 miles.

(667) (5) Anchorage E. The waters at the mouth of New

London Harbor one mile southeast of New London

Ledge Light beginning at

(668) 41°17'26"N., 72°04'21"W.; thence northeasterly to

(669) 41°17'38"N., 72°03'54"W.; thence southeasterly to

(670) 41°16'50"N., 72°03'16"W.; and thence southwesterly to

(671) 41°16'38"N., 72°03'43"W.; and thence northwesterly to the point of beginning.

(672) (6) Anchorage F. The waters off the mouth of New

London Harbor two miles southeast of New London

Ledge Light beginning at

(673) 41°16'00"N., 72°03'13"W.; thence westerly to

(674) 41°16'00"N., 72°03'38"W.; thence northerly to

(675) 41°16'35"N., 72°03'38"W.; thence easterly to

(676) 41°16'35"N., 72°03'13"W.; and thence southerly to

the point of beginning.

(677) (b) The regulations–(1) Anchorage A is for barges

and small vessels drawing less than 12 feet.

(678) (2) Anchorage F is reserved for the use of naval vessels and, except in cases of emergency, no other vessel

may anchor in Anchorage F without permission from

the Captain of the Port, New London, CT.

(679) (3) Except in emergencies, vessels shall not anchor

in New London Harbor or the approaches thereto outside the anchorages defined in paragraph (a) of this section unless authorized to do so by the Captain of the

Port.

§110.148 Johnsons River at Bridgeport, Conn.

(680) (a) The anchorage grounds. In Johnsons River, beginning at

(681) point “A” 41°10'12.3"N., 73°09'50.2"W.; to

(682) point “B” 41°10'12.3"N., 73°09'52.1"W.; to

(683) point “C” 41°10'10.0"N., 73°09'54.9"W.; to

(684) point “D” 41°10'05.0"N., 73°09'56.1"W.; to

(685) point “E” 41°10'04.0"N., 73°09'55.9"W.; to

(686) point “F” 41°10'05.0"N., 73°09'54.5"W.; to

(687) point “G” 41°10'05.8"N., 73°09'54.5"W.; thence to

the point of beginning.

(688) (b) The regulations. The anchorage is for use by

commercial and pleasure craft. Temporary floats or

buoys for marking anchors or moorings will be allowed. The anchoring of vessels and placing of temporary anchors or mooring piles are under the

jurisdiction of the local harbor master. Fixed mooring

piles or stakes will not be allowed.

§110.150 Block Island Sound N.Y.

(689) (a) The anchorage ground. A 3⁄4- by 2-mile rectangular area approximately 3 miles east-northeast of

Gardiners Island with the following coordinates:

(690) 41°06'12"N., 72°00'05"W.

(691) 41°07'40"N., 72°01'54"W.

(692) 41°08'12"N., 72°01'10"W.

(693) 41°06'46"N., 71°59'18"W.

(694) (b) The regulations. This anchorage ground is for

use of U.S. Navy submarines. No vessel or person may

approach or remain within 500 yards of a U.S. Navy

submarine anchored in this anchorage ground.

§110.155 Port of New York.

(695) (a) Long Island Sound–(1) Anchorage No. 1.

Southwest of a line between Neptune Island and Glen

Island ranging from Aunt Phebe Rock Light and tangent to the north edge of Glen Island; southwest of a

line tangent to the northeast edge of Glen Island and

Goose Island breakwater; southwest of a line bearing

southeasterly from the southwest end of Goose Island

breakwater and on range with the south gable of the

Casino on the northeast end of Glen Island; west of a

line ranging from the east edge of Goose Island breakwater to the west edge of the north end of Hart Island;

west of Hart Island; and northwest of a line extending

from Hart Island Light to Locust Point; excluding from

this area, however, (i) the waters northeast of a line

ranging 303° from the southwest end of Hart Island;

northwest of a line ranging from the water tank at the

north end of Davids Island 207°40' to the northwest

end of City Island; and south of latitude 40°52'12"; and

(ii) the waters west of Hunter Island; and south of a line

ranging from the most southerly end of Glen Island

tangent to the most northerly end of Hunter Island.

Navigation Regulations ■ Chapter 2 ■ 61
(696) (i) Boats shall not anchor in this area in buoyed

channels.

(697) (ii) Boats shall be so anchored as to leave at all

times an open, usable channel, at least 50 feet wide,

west and south of Glen Island.

(698) NOTE: Special anchorage areas in this anchorage

are described in §110.60.

(699) (2) Anchorage No. 1–A. Southwest of a line ranging

from Duck Point, Echo Bay, through Bailey Rock

Lighted Buoy 3 BR; northwest of a line ranging from

Hicks Ledge Buoy 2H to Old Tom Head Rocks Buoy 4;

and north of a line ranging from Old Tom Head Rocks

Buoy 4 to the southernmost point of Davenport Neck.

(700) NOTE: The special anchorage area in this anchorage is described in §110.60(b–1).

(701) (3) Anchorage No. 1–B. West of a line ranging from

the point on the southwest side of the entrance of

Horseshoe Harbor, Larchmont, to Hicks Ledge Buoy

2H; north of a line ranging from Hicks Ledge Buoy 2H

to Duck Point; and in Echo Bay north and west of the

channel.

(702) NOTE: The special anchorage area in this anchorage is described in §110.60(b–1).

(703) (4) Anchorage No. 2. West of a line from Locust

Point tangent to the northeasterly sea wall at Throgs

Neck.

(704) NOTE: Special anchorage areas in this anchorage

are described in §110.60.

(705) (5) Anchorage No. 3. Northeast of a line from the

south side of Barker Point to Gangway Rock Bell Buoy

27; southeast of a line from Gangway Rock Bell Buoy 27

to Sands Point Reef Lighted Buoy 25; and southwest of

a line from Sands Point Reef Lighted Buoy 25 through

Sands Point Light to Sands Point.

(706) (6) Anchorage No. 4. Manhassett Bay, excluding

the seaplane restricted area described in §207.35; and

that portion of Long Island Sound northeast of a line

ranging from Stepping Stones Light through Elm

Point Buoy 2 to Elm Point; southeast of a line ranging

from Stepping Stones Light to Gangway Rock Bell

Buoy 27; and southwest of Anchorage No. 3.

(707) NOTE: Special anchorage areas in this anchorage

are described in §110.60.

(708) (7) Anchorage No. 5. In Little Neck Bay; and east of

a line ranging from Fort Totten flagpole to Hart Island

Light; and south of Anchorage No. 4.

(709) NOTE: Special anchorage areas in this anchorage

are described in §110.60.

(710) (b) East River–(1) Anchorage No. 6. On Hammond

Flats north of a line bearing 260° from the head of the

pier on Throgs Neck at the foot of Pennyfield Avenue to

the north tower of Bronx-Whitestone Bridge at Old

Ferry Point.

(711) (2) Anchorage No. 7. South of a line from Whitestone Point to the outer end of Willets Point Wharf.

(712) (3) Anchorage No. 8. North of a line bearing 259°

between the north tower of the Bronx-Whitestone

Bridge at Old Ferry Point and a point at latitude

40°47'57", longitude 73°52'16"; thence east of a line

bearing 0° to latitude 40°48'06"; thence southeast of a

line parallel to the bulkhead extending northeasterly to

latitude 40°48'20"; thence north of a line bearing 296°

to shore.

(713) (4) Anchorage No. 9. East of a line from College

Point Reef Light tangent to the west side of College

Point; and south of a line from College Point Reef Light

to Whitestone Point.

(714) (5) Anchorage No. 10. An area in Flushing Bay, beginning at a point on shore at La Guardia Airport at

(715) 40°46'49"N., 73°52'21"W.; to

(716) 40°47'20"N., 73°51'55"W.; to

(717) 40°47'38"N., 73°51'15"W.; and an area on the west

side of Bowery Bay, beginning at

(718) 40°46'58"N., 73°53'46"W.; to

(719) 40°47'03"N., 73°53'39"W.; to

(720) 40°47'00"N., 73°53'31"W.; to

(721) 40°46'55"N., 73°53'32"W.; to

(722) 40°46'49"N., 73°53'39"W.

(723) NOTE: Special anchorage areas in this anchorage

are described in §110.60.

(724) (6) Anchorage No. 11. An area in East River beginning at a point on a pierhead at

(725) 40°47'55.0"N., 73°53'19.5"W.; to

(726) 40°47'40.0"N., 73°51'58.0"W.; to

(727) 40°47'16.0"N., 73°52'15.0"W.

(728) (7) (Reserved)

(729) (8) Anchorage No. 14. In Hallets Cove, east of a line

from a point on shore 100 feet west of the southerly

prolongation of 2nd Street, Astoria, to Gibbs Point.

(730) (c) Hudson River (1) Anchorage No. 16. North of a

line on a range with the north side of the north pier of

the Union Dry Dock and Repair Company Shipyard,

Edgewater, New Jersey; west of a line ranging 25° from

a point 120 yards east of the east end of said pier to a

point (500 yards from the shore and 915 yards from the

Fort Lee flagpole) on a line ranging approximately

100°22' from the Fort Lee flagpole toward the square

chimney on the Medical Center Building at 168th

Street, Manhattan; and south of said line ranging between the Fort Lee flagpole and the square chimney on

the Medical Center Building.

(731) (i) When the use of Anchorage No. 16 is required by

naval vessels, the vessels anchored therein shall move

when the Captain of the Port directs them.

(732) (2) Anchorage No. 17. North of a line bearing 66°

from shore to a point at

62 ■ Chapter 2 ■ Coast Pilot 2
(733) 40°51'34"N., 73°56'54"W.; thence west of a line

bearing 29° to

(734) 40°52'27"N., 73°56'16"W.; thence 20° to

(735) 40°54'17"N., 73°55'23"W.; thence 15° to

(736) 40°56'20"N., 73°54'39"W.; thence south of a line

bearing 284° to shore.

(737) (i) When the use of Anchorage No. 17 is required by

naval vessels, the vessels anchored therein shall move

when the Captain of the Port directs them.

(738) (3) Anchorage No. 18–A. East of lines bearing 8°

from the northwest corner of the crib icebreaker north

of the New York Central Railroad Company drawbridge

across Spuyten Duyvil Creek (Harlem River) to a point

250 yards offshore and on line with the New York Central Railroad signal bridge at the foot of West 231st

Street, extended, at Spuyten Duyvil, Bronx, New York;

thence bearing 19° to the channelward face of the

Mount St. Vincent Dock at the foot of West 261st

Street, Riverdale, Bronx, New York.

(739) (i) When the use of Anchorage No. 18–A is required

by naval vessels, the vessels anchored therein shall

move when the Captain of the Port directs them.

(740) (4) [Reserved]

(741) (5) Anchorage No. 19. An area located east of the

Weehawken-Edgewater Channel beginning at a point

on the Manhattan shoreline at

(742) 40°46'47.8"N., 73°59'22.3"W.; to

(743) 40°46'59.8"N., 73°59'52.8"W.; to

(744) 40°47'42.5"N., 73°59'18.0"W.; to

(745) 40°48'27.0"N., 73°58'45.5"W.; to

(746) 40°49'28.0"N., 73°58'06.2"W.; to

(747) 40°50'15.5"N., 73°57'18.0"W.; to

(748) 40°51'02.3"N., 73°56'59.0"W.; to

(749) 40°51'00.8"N., 73°56'51.0"W.; thence following the

shoreline to the point of beginning.

(750) (i) No vessel may anchor in Anchorage No. 19 without permission from the Captain of the Port.

(751) (ii) Each vessel shall report its position within Anchorage No. 19 to the Captain of the Port immediately

after anchoring.

(752) (iii) No vessel may conduct lightering operations in

Anchorage No. 19 without permission from the Captain of the Port.

(753) (iv) When the use of Anchorage No. 19 is required

by naval vessels, the vessels anchored therein shall

move when the Captain of the Port directs them.

(754) (v) No vessel over 800 feet, in length overall, or 40

feet in draft may anchor in Anchorage No. 19 unless it

notifies the Captain of the Port at least 48 hours before

it arrives in New York Harbor.

(755) (vi) No vessel may occupy this anchorage for a period of time in excess of 96 hours without prior approval of the Captain of the Port.

(756) (6) Anchorage No. 19-A. An area located west of

Hyde Park enclosed by the coordinates starting at

(757) 41°48'35"N., 73°57'00"W.; to

(758) 41°48'35"N., 73°56'44"W.; to

(759) 41°47'32"N., 73°56'50"W.; to

(760) 41°47'32"N., 73°57'10"W.; thence back to

(761) 41°48'35"N., 73°57'00"W. (NAD 1983).

(762) (i) No vessel may anchor in Anchorage 19-A from

December 16 to the last day of February without permission from the Captain of the Port, New York.

(763) (ii) No vessel less than 20 meters in length may anchor in Anchorage 19-A without prior approval of the

Captain of the Port, New York.

(764) (d) Upper Bay-(1) Anchorage No. 20-A. That area

enclosed by coordinates starting at

(765) 40°42'02.5"N., 74°02'25.5"W.; to

(766) 40°42'06.5"N., 74°02'19.5"W.; to

(767) 40°42'05.0"N., 74°01'58.4"W.; to

(768) 40°41'54.5"N., 74°01'59.2"W.; thence to

(769) 40°41'53.0"N., 74°02'23.0"W.

(770) (i) See 33 CFR 110.155 (d)(6), (d)(16), and (1).

(771) (2) Anchorage No. 20-B. That area enclosed by coordinates starting at

(772) 40°41'47.0"N., 74°02'31.5"W.; to

(773) 40°41'42.0"N., 74°01'02.0"W.; to

(774) 40°41'35.3"N., 74°02'04.2"W.; to

(775) 40°41'29.9"N., 74°02'07.8"W.; to

(776) 40°41'42.6"N., 74°02'32.7"W.; thence back to the

beginning.

(777) (i) See 33 CFR 110.155 (d)(6), (d)(16), and (1).

(778) (3) Anchorage No. 20-C. That area enclosed by coordinates starting at

(779) 40°41'42.0"N., 74°02'43.0"W.; to

(780) 40°41'25.4"N., 74°02'10.7"W.; to

(781) 40°41'01.7"N., 74°02'26.2"W.; to

(782) 40°41'09.0"N., 74°02'41.5"W.; to

(783) 40°41'20.0"N., 74°02'59.2"W.; thence back to the

beginning.

(784) (i) See 33 CFR 110.155 (d)(6), (d)(16), and (1).

(785) (4) Anchorage No. 20-D. That area enclosed by coordinates starting at

(786) 40°41'09.5"N., 74°02'49.5"W.; to

(787) 40°40'59.2"N., 74°02'27.9"W.; to

(788) 40°40'44.5"N., 74°02'37.5"W.; to

(789) 40°40'42.7"N., 74°03'07.6"W.; thence back to the

beginning.

(790) (i) See 33 CFR 110.155 (d)(6), (d)(16), and (1).

(791) (5) Anchorage No. 20-E. That area enclosed by coordinates starting at

(792) 40°40'38.2"N., 74°02'59.6"W.; to

(793) 40°40'39.4"N., 74°02'40.9"W.; to

(794) 40°40'09.2"N., 74°03'00.7"W.; to

(795) 40°40'24.4"N., 74°03'24.6"W.; thence back to the

beginning.

Navigation Regulations ■ Chapter 2 ■ 63
(796) (i) See 33 CFR 110.155 (d)(6), (d)(16), and (1).

(797) (6) No vessel may occupy this anchorage for a period of time in excess of 72 hours without the prior approval of the Captain of the Port.

(798) (7) Anchorage No. 20-F. That area enclosed by coordinates starting at

(799) 40°40'12.1"N., 74°03'41.6"W.; to

(800) 40°39'53.7"N., 74°03'10.8"W.; to

(801) 40°39'34.7"N., 74°03'23.3"W.; to

(802) 40°39'49.9"N., 74°03'57.8"W.; thence back to the

beginning.

(803) (i) See 33 CFR 110.155 (d)(9), (d)(16), and (1).

(804) (8) Anchorage No. 20-G. That area enclosed by coordinates starting at

(805) 40°39'30.1"N., 74°04'08.0"W.; to

(806) 40°39'32.0"N., 74°03'53.5"W.; to

(807) 40°39'27.5"N., 74°03'42.5"W.; to

(808) 40°39'13.0"N., 74°03'51.0"W.; to

(809) 40°39'09.5"N., 74°04'23.1"W.; thence back to the

beginning.

(810) (i) See 33 CFR 110.155 (d)(9), (d)(16), and (l).

(811) (9) This anchorage is designated a naval anchorage.

The Captain of the Port may permit commercial vessels

to anchor temporarily in this anchorage, ordinarily not

more than 24 hours, when the anchorage will not be

needed for naval vessels. Upon notification of an anticipated naval arrival, any commercial vessel so anchored

must relocate at its own expense.

(812) (10) Anchorage No. 21-A. That area enclosed by coordinates starting at

(813) 40°40'22.5"N., 74°01'35.2"W.; to

(814) 40°40'20.5"N., 74°01'27.7"W.; to

(815) 40°39'48.9"N., 74°01'22.4"W.; to

(816) 40°38'54.7"N., 74°02'18.9"W.; to

(817) 40°39'03.0"N., 74°02'26.3"W.; thence back to the

beginning.

(818) (i) See 33 CFR 110.155 (d)(16) and (l).

(819) (ii) No vessel may occupy this anchorage for a period of time in excess of 96 hours without prior approval of the Captain of the Port.

(820) (11) Anchorage No. 21-B. That area enclosed by coordinates starting at

(821) 40°40'23.8"N., 74°02'10.9"W.; to

(822) 40°40'26.2"N., 74°01'49.5"W.; to

(823) 40°40'22.5"N., 74°01'35.2"W.; to

(824) 40°39'03.0"N., 74°02'26.3"W.; to

(825) 40°38'54.7"N., 74°02'18.9"W.; to

(826) 40°38'43.7"N., 74°02'30.3"W.; to

(827) 40°39'19.3"N., 74°03'03.3"W.; to

(828) 40°39'22.3"N., 74°03'02.4"W.; to

(829) 40°40'18.6"N., 74°02'25.5"W.; thence back to the

beginning.

(830) (i) See 33 CFR 110.155 (d)(16) and (l).

(831) (ii) No vessel with a draft of 10 feet (3.048 meters)

or less may occupy this anchorage without the prior

approval of the Captain of the Port.

(832) (iii) No vessel may occupy this anchorage for a period of time in excess of 96 hours without prior approval of the Captain of the Port.

(833) (12) Anchorage No. 21-C. That area enclosed by coordinates starting at

(834) 40°39'19.3"N., 74°03'03.3"W.; to

(835) 40°38'43.7"N., 74°02'30.3"W.; to

(836) 40°38'41.6"N., 74°02'32.5"W.; to

(837) 40°38'03.0"N., 74°02'48.7"W.; to

(838) 40°38'03.0"N., 74°03'03.5"W.; to

(839) 40°38'38.4"N., 74°03'15.5"W.; thence back to the

beginning.

(840) (i) See 33 CFR 110.155 (d)(16) and (l).

(841) (ii) No vessel with a draft of 33 feet (10.0584 meters) or less may occupy this anchorage without the

prior approval of the Captain of the Port.

(842) (iii) No vessel may occupy this anchorage for a period of time in excess of 96 hours without prior approval of the Captain of the Port.

(843) (13) Anchorage No. 23-A. That area enclosed by coordinates starting at

(844) 40°38'36.5"N., 74°04'13.5"W.; to

(845) 40°38'37.0"N., 74°03'49.0"W.; to

(846) 40°38'23.4"N., 74°03'37.2"W.; to

(847) 40°37'49.5"N., 74°03'25.7"W.; to

(848) 40°37'49.8"N., 74°03'50.1"W.; to

(849) 40°37'50.0"N., 74°03'50.2"W.; to

(850) 40°37'53.0"N., 74°04'07.0"W.; thence back to

(851) 40°38'36.5"N., 74°04'13.5"W.

(852) (i) See 33 CFR 110.155 (d)(16) and (l).

(853) (ii) No vessel may occupy this anchorage for a period of time in excess of 48 hours without the prior approval of the Captain of the Port.

(854) (iii) No vessel with a length overall in excess of 670

feet (204.216 meters) may occupy this anchorage without the prior approval of the Captain of the Port.

(855) (iv) No vessel with a draft of 40 feet (12.192 meters)

or more may occupy this anchorage without the prior

approval of the Captain of the Port unless it anchors

within 5 hours after ebb current begins at the Narrows.

(856) (v) See 33 CFR 334.85 for information on anchoring near the U.S. Navy restricted area adjacent to this

anchorage.

(857) (14) Anchorage No. 23-B. That area enclosed by coordinates starting at

(858) 40°37'49.8"N., 74°03'50.1"W.; to

(859) 40°37'49.5"N., 74°03'25.7"W.; to

(860) 40°37'27.0"N., 74°03'18.1"W.; to

(861) 40°37'23.0"N., 74°03'59.0"W.; to

(862) 40°37'30.0"N., 74°04'04.0"W.; to

(863) 40°37'37.5"N., 74°03'46.0"W.; thence back to

64 ■ Chapter 2 ■ Coast Pilot 2
(864) 40°37'49.8"N., 74°03'50.1"W.

(865) (i) See 33 CFR 110.155 (d)(13)(ii) and (iv), (d)(16),

and (l).

(866) (ii) No vessel with a length overall of 670 feet

(204.216 meters) or less may occupy this anchorage

without the prior approval of the Captain of the Port.

(867) (iii) See 33 CFR 334.85 for information on anchoring near the U.S. Navy restricted area adjacent to this

anchorage.

(868) (15) Anchorage No. 24. That area enclosed by coordinates starting at

(869) 40°37'23.0"N., 74°03'59.0"W.; to

(870) 40°37'27.0"N., 74°03'18.1"W.; to

(871) 40°36'40.1"N., 74°03'02.2"W.; to

(872) 40°36'25.5"N., 74°02'56.4"W.; to

(873) 40°36'21.0"N., 74°03'11.0"W.; to

(874) 40°36'25.0"N., 74°03'17.5"W.; thence back to the

beginning.

(875) (i) See 33 CFR 110.155 (d)(13) (ii) and (iv), (d)(16),

and (l).

(876) (ii) No vessel with a length overall of less than 800

feet (243.84 meters), or with a draft of less than 40 feet

(12.192 meters) may occupy this anchorage without

the prior approval of the Captain of the Port.

(877) (16) Any vessel anchored in or intending to anchor

in Federal Anchorage 20-A through 20-G, 21-A through

21-C, 23-A and 23-B, 24 or 25 must comply with the following requirements:

(878) (i) No vessel may anchor unless it notifies the Captain of the Port when it anchors, of the vessel’s name,

length, draft, and its position in the anchorage.

(879) (ii) Each vessel anchored must notify the Captain

of the Port when it weighs anchor.

(880) (iii) No vessel may conduct lightering operations

unless it notifies the Captain of the Port before it begins

lightering operations.

(881) (iv) Each vessel lightering must notify the Captain

of the Port at the termination of lightering.

(882) (v) No vessel may anchor unless it maintains a

bridge watch, guards and answers Channel 16 FM, and

maintains an accurate position plot.

(883) (vi) If any vessel is so close to another that a collision is probable, each vessel must communicate with

the other vessel and the Captain of the Port on Channel

16 FM and shall act to eliminate the close proximity situation.

(884) (vii) No vessel may anchor unless it maintains the

capability to get underway within 30 minutes except

with prior approval of the Captain of the Port.

(885) (viii) No vessel may anchor in a “dead ship” status

(propulsion or control unavailable for normal operations) without the prior approval of the Captain of the

Port.

(886) (ix) Each vessel in a “dead ship” status must engage

an adequate number of tugs alongside during tide

changes. A tug alongside may assume the Channel 16

FM radio guard for the vessel after it notifies the Captain of the Port.

(887) (x) No vessel may lighter in a “dead ship” status

without prior approval from the Captain of the Port.

(888) (e) Lower Bay–(1) Anchorage No. 25. That area enclosed by coordinates starting at

(889) 40°35'58.2"N., 74°02'18.4"W.; to

(890) 40°36'12.0"N., 74°01'29.0"W.; to

(891) 40°36'03.0"N., 74°00'52.5"W.; to

(892) 40°34'57.5"N., 74°00'25.0"W.; to

(893) 40°34'40.0"N., 74°01'03.0"W.; to

(894) 40°34'53.0"N., 74°01'56.1"W.; to

(895) 40°35'23.9"N., 74°02'04.8"W.; thence back to the

beginning.

(896) (i) See 33 CFR 110.155 (d)(16) and (l).

(897) (ii) When the use of this anchorage is required by

naval vessels, any commercial vessels anchored therein

must move when directed by the Captain of the Port.

(898) (iii) No vessel may occupy this anchorage for a period of time in excess of 96 hours without prior approval of the Captain of the Port.

(899) (f) Lower Bay–(1) Anchorage No. 26. In Sandy

Hook Bay south of a line extending from Point Comfort

to Sandy Hook Point Light.

(900) NOTE: Anchorages Nos. 49–F and 49–G in this

area are reserved for vessels carrying explosives (see

paragraphs (m) (2) and (3) of this section) and are excluded from use as general anchorages.

(901) (i) Pleasure or commercial craft may not navigate

or moor within 750 yards of the Naval Ammunition Depot Pier at Leonardo, New Jersey, nor anchor in the approach channel or the turning basin adjacent thereto.

(902) (ii) When immediate action is required and representatives of the Coast Guard are not present in sufficient force to exercise effective control of shipping, the

Commanding Officer of the Naval Ammunition Depot

at Earle, New Jersey, may control the anchorage or

movement of any vessel, foreign or domestic, to the extent he deems necessary to insure the safety and security of his command.

(903) (2) Anchorage No. 27–(i) Atlantic Ocean. Beginning at Sandy Hook Light 15 to

(904) 40°28'52"N., 74°00'03"W.; to

(905) 40°28'41"N., 73°58'54"W.; to

(906) 40°25'58"N., 73°55'00"W.; thence 180° to

(907) 40°23'46"N., thence 270° toward Highland Light

and Sandy Hook shore; thence following the easterly

shoreline of Sandy Hook to the point of beginning.

(908) (ii) Romer Shoal, Beginning at

(909) 40°27'30"N., 73°55'00"W.; thence 000° to

(910) 40°29'05"N.; thence to

Navigation Regulations ■ Chapter 2 ■ 65
(911) 40°31'25"N., 74°00'55"W.; to

(912) 40°32'11"N., 74°01'41"W.; to

(913) 40°32'12"N., 74°02'07"W.; thence 180° to

(914) 40°31'27"N.; thence to

(915) 40°30'13"N., 74°00'07"W.; thence to the point of

beginning.

(916) (iii) Flynns Knoll. Beginning at Sandy Hook Channel Lighted Bell Buoy 18; thence along the north side of

Sandy Hook Channel to Sandy Hook Channel Lighted

Buoy; thence along the southwest side of Swash Channel to Junction Buoy; thence along the east side of Chapel Hill Channel to Chapel Hill Channel Buoy 2; and

thence to the point of beginning.

(917) (3) Anchorage No. 28. West of lines bearing 154°30'

from Fort Wadsworth Light to Craven Shoal Lighted

Bell Buoy 19A, thence in succession to the buoys marking the east side of West Bank and the buoys on the west

side of Chapel Hill Channel to Southwest Spit Junction

Lighted Gong Buoy, thence 182° to a line extending

from Sandy Hook Point Light to Point Comfort; north

of the latter line and the New Jersey shore; and east of a

line bearing 353° from the head of the Keansburg

Steamboat Pier at Point Comfort, through Great Kills

Flat Buoy 4, to the Staten Island shore; excluding from

this area, however, (i) the waters west of a line ranging

from the stack on Hoffman Island 344° through the

northeast corner of the T-shaped pier at South Beach;

northwest of a line ranging from Great Kills Light 39°

and tangent to the offshore face of the T-shaped pier at

Midland Beach; and northeast of a line ranging from

the stack on Swinburne Island 301° to the shore end of

the north jetty at New Creek; and (ii) the waters west of

a line ranging from Conover Light at Leonardo, New

Jersey, 340° through Old Orchard Shoal Light; northwest of a line bearing 230° from the stack on Hoffman

Island; and northeast of a line ranging from Great Kills

Light 332° through Marine Park Light at Crooks Point.

(918) NOTE: A special anchorage area in this anchorage

is described in §110.60 (r–1).

(919) (g) (Reserved)

(920) (h) Newark Bay. (1) Anchorage No. 34. All waters

bound by the following points:

(921) 40°38'51.5"N., 074°10'35.6"W.; thence to

(922) 40°39'20.2"N., 074°09'50.8"W.; thence to

(923) 40°39'41.4"N., 074°09'30.2"W.; thence to

(924) 40°39'29.6"N., 074°08'58.0"W.; thence to

(925) 40°39'21.7"N., 074°08'50.8"W.; thence to

(926) 40°39'08.0"N., 074°08'58.9"W.; thence to

(927) 40°38'49.9"N., 074°09'20.0"W.; thence to

(928) 40°38'53.5"N., 074°09'37.1"W.; thence to

(929) 40°38'52.0"N., 074°09'41.6"W.; thence to the point

of origin (NAD 83).

(930) (2) [Reserved]

(931) (3) Anchorage No. 36. All waters bound by the following points:

(932) 40°41'13.1"N., 074°08'06.1"W.; thence to

(933) 40°41'12.7"N., 074°08'09.9"W.; thence to

(934) 40°40'51.0"N., 074°08'29.7"W.; thence to

(935) 40°40'44.7"N., 074°08'29.8"W.; thence to

(936) 40°40'34.0"N., 074°08'12.0"W.; thence to

(937) 40°40'36.6"N., 074°08'04.8"W.; thence to

(938) 40°40'54.5"N., 074°07'56.5"W.; thence to

(939) 40°41'03.3"N., 074°07'56.5"W.; thence to the point

of origin (NAD 83).

(940) (4) Anchorage No. 37. North of the Central Railroad of New Jersey bridge; east of a line ranging from a

point 200 yards east of the east pier of the east lift span

of the bridge to a point 200 yards east of the east end of

the lift span of the Pennsylvania-Leigh Valley Railroad

bridge; and south of the latter bridge.

(941) NOTE: A portion of this general anchorage is described as a special anchorage in §110.60(q).

(942) (5) Anchorage No. 38. North of the Pennsylvania-Lehigh Valley Railroad bridge; east of lines ranging

through a point 200 yards east of the east end of the lift

span of the said bridge and the red channel buoys

marking the dredged channel in Newark Bay and

Hackensack River; and south of the Central Railroad

Company of New Jersey bridge.

(943) (6) Anchorage No. 39. Between the entrance channels of the Hackensack and Passaic Rivers, northwest of

lines from the abutment of the Central Railroad of New

Jersey bridge on the west side of the Hackensack River

to Hackensack River Light 1, and thence to Newark Bay

Light 5, and east of a line from said light ranging toward the southeast corner of the Texas Company wharf,

and of a line ranging from the southeast corner of

Gross Wharf to the abutment and end of fill of the Central Railroad of New Jersey bridge on the east side of the

Passaic River.

(944) (i) Arthur Kill–(1) Anchorage No. 41. The passage

between Pralls Island and Staten Island included between a line running 29° from the extreme northwest

point of Pralls Island to a point on Staten Island and a

line from the southern point of Pralls Island to the

north side of the mouth of Neck Creek at Travis, Staten

Island.

(945) (2) Anchorage No. 42. East of lines ranging from

the head of the Tottenville Shipyard Company pier at

Tottenville, Staten Island, to the first pier of the

Outerbridge Crossing west from the Staten Island

shore, thence to Arthur Kill Light 10, thence to Arthur

Kill Light 14, and thence to Arthur Kill Lighted Buoy

16; and south of a line from thence to Smoking Point.

(946) (j) Raritan Bay–(1) Anchorage No. 44. An area in

Raritan Bay located at the junction of Arthur Kill and

Raritan River, beginning at

66 ■ Chapter 2 ■ Coast Pilot 2
(947) 40°03'07"N., 74°15'30"W.; to

(948) 40°30'01"N., 74°15'30"W.; to

(949) 40°29'27"N., 74°15'06"W.; to

(950) 40°29'24"N., 74°15'01"W.; to

(951) 40°29'15"N., 74°14'55"W.; to

(952) 40°29'14"N., 74°15'25"W.; to

(953) 40°29'48"N., 74°15'48"W.; thence to the point of

beginning.

(954) (i) The anchorage is restricted to deepdraft vessels

except that barges may moor in that portion of the anchorage southerly of latitude 40°29'22".

(955) (ii) No vessel shall occupy the deepdraft portion of

the anchorage for a longer period than 48 hours without a permit from the Captain of the Port.

(956) (2) Anchorage No. 45. West of the Raritan Bay

Channel leading into Arthur Kill; north of the Raritan

River Channel leading into Raritan River; and east of

the Cutoff Channel between Raritan River and Arthur

Kill, except that part of the said area occupied by Anchorage No. 44.

(957) (3) [Reserved]

(958) (4) Anchorage No. 46. West of the west limit of Anchorage No. 28, as defined by a line bearing 353° from

the head of the Keansburg Steamboat Pier at Point

Comfort, through Great Kills Flat Buoy 4 to the Staten

Island shore; north of Raritan Bay Channel as defined

by the buoys and lights marking the north side of the

channel, including Princess Bay; northeast of Raritan

Bay Channel leading into Arthur Kill; and south of a

line bearing 243° from the gable of a house at Ward

Point, Staten Island.

(959) (5) Anchorage No. 47. South of the Raritan River

Channel from opposite the Sun Oil Company pier at

South Amboy to Raritan River Buoy 3; thence south of

a line in the direction of Boundary Daybeacon to latitude 40°28'48.5", longitude 74°14'31.6"; thence south

of lines through Raritan Bay Light 7B, Raritan Bay

Light 3A, and the buoys marking the south side of

Raritan Bay Channel off Seguine Point to the west limit

of Anchorage No. 28 as defined by a line bearing 353°

from the head of the Keansburg Steamboat Pier

through Great Kills Flat Buoy 4 to the Staten Island

shore; and west of the latter line.

(960) (i) Vessels shall not anchor in the channel to

Keyport Harbor west of lines ranging from Keyport

Channel Buoy 1 to Keyport Channel Buoy 9, thence

through Keyport Channel Buoys 11 and 13 to the

northeast corner of the easterly steamboat wharf; and

east of a line extending from a point 400 yards west of

Keyport Channel Buoy 1 tangent to the west shore at

the mouth of Matawan Creek.

(961) (k) [Reserved]

(962) (l) General regulations. (1) No vessel in excess of

800 feet (243.84 meters) in length overall or 40 feet

(12.192 meters) in draft may anchor unless it notifies

the Captain of the Port at least 48 hours prior to entering Ambrose Channel.

(963) (2) Except in cases of great emergency, no vessel

shall be anchored in the navigable waters of the Port of

New York outside of the anchorage areas established in

this section, nor cast anchor within a cable or pipe line

area shown on a Government chart, nor be moored, anchored, or tied up to any pier, wharf, or vessel in such

manner as to obstruct or endanger the passage of any

vessel in transit by, or to or from, adjacent wharves,

piers, or slips.

(964) (3) No vessel shall occupy for a longer period than

30 days, unless a permit is obtained from the Captain of

the Port for that purpose, any anchorage for which the

time of occupancy is not otherwise prescribed in this

section. No vessel in a condition such that it is likely to

sink or otherwise become a menace or obstruction to

navigation or anchorage of other vessels shall occupy

an anchorage except in an emergency, and then only

for such period as may be permitted by the Captain of

the Port.

(965) (4) Whenever, in the opinion of the Captain of the

Port, such action may be necessary, that officer may require any or all vessels in any designated anchorage

area to moor with two or more anchors.

(966) (5) Every vessel whose crew may be reduced to

such number that it will not have sufficient men on

board to weigh anchor at any time shall be anchored

with two anchors, with mooring swivel put on before

the crew shall be reduced or released, unless the Captain of the Port shall waive the requirement of a mooring swivel.

(967) (6) Anchors of all vessels must be placed well

within the anchorage areas, so that no portion of the

hull or rigging shall at any time extend outside the

boundaries of the anchorage area.

(968) (7) Any vessel anchoring under circumstances of

great emergency outside of the anchorage areas must

be placed near the edge of the channel and in such position as not to interfere with the free navigation of the

channel nor obstruct the approach to any pier nor impede the movement of any boat, and shall move away

immediately after the emergency ceases, or upon notification by the Captain of the Port.

(969) (8) The Captain of the Port may grant a revocable

permit for the habitual maintenance and use of a given

mooring space in an anchorage area. Application information for a mooring permit is available from:

(970) Coast Guard Sector New York, Waterways Management Division, 212 Coast Guard Drive, Staten Island,

NY 10305.

Navigation Regulations ■ Chapter 2 ■ 67
(971) (i) A mooring permit is issued to an individual, for

his exclusive use, of a specific mooring, of a specific

type, at a specific location, for a specific vessel.

(972) (ii) Mooring permits shall expire on April 30 of the

year after issuance.

(973) (iii) Mooring permits are not transferable.

(974) (iv) Moorings are shown on the large scale chart

which may be seen at the office of the Captain of the

Port–New York.

(975) (v) Mooring anchor, chain, and pendant: (Note:

Contact Captain of the Port for anchor type and weight,

minimum chain size requirement, and placement of

anchor.) These requirements may be waived or modified by the Captain of the Port upon written request

from the applicant for such waiver or modification.

(976) (vi) The mooring buoy shall be white in color with

the Captain of the Port mooring permit number, in

black letters, clearly visible at all times. The buoy is to

extend not less than 1 foot above the surface of the water at all times, exclusive of flagstaffs, rings, quick

pickup devices, etc.

(977) (vii) All required equipment shall be provided by,

installed by, and remain the property of the permit

holder.

(978) (viii) Mooring equipment should be raised at least

every 2 years, inspected for deterioration and replaced

if necessary.

(979) (ix) Each person holding a mooring permit shall

make what the Captain of the Port–New York considers

reasonable use of the mooring. Nonuse of a mooring up

to 30 days during the boating season is deemed reasonable.

(980) (x) Moorings for which permits have expired without renewal or have been revoked by the Captain of the

Port–New York shall be removed by the owner within

10 days of such expiration or revocation.

(981) (xi) Granting of a Captain of the Port–New York

mooring permit does not give a right of access across

private property. Arrangements for access shall be

made by the permit holder.

(982) (xii) Each person to whom a Captain of the

Port–New York mooring permit is issued agrees to hold

harmless the United States, its officers, agents, and employees, for any death, personal injury, or damage

which may result from the use of the permit or the

rights granted under the permit.

(983) (xiii) No vessel shall continuously occupy a mooring when a vessel in regular traffic requires the berth or

when navigation would be menaced or inconvenienced

thereby.

(984) (xiv) No vessel shall moor in any anchorage in such

a manner as to interfere with the use of a duly authorized mooring buoy. Nor shall any vessel moored to a

buoy authorized by a Captain of the Port–New York

permit be moored such that any portion of that vessel

comes within 50 feet of a marked or dredged channel.

(985) (xv) No vessel shall be navigated within the limits

of an anchorage at speed exceeding 6 knots when in the

vicinity of a moored vessel.

(986) (xvi) In an emergency the Captain of the Port may

shift the position of any unattended vessel moored in or

near any anchorage.

(987) (9) Barge dispensing stations and stake boats may

be anchored in such places as the Captain of the Port

may designate.

(988) (10) Upon approval of the District Engineer, Corps

of Engineers, the Captain of the Port may permit

wrecking plant or other vessels legally engaged in recovering sunken property, or in laying or repairing pipe

lines or cables legally established, or plant engaged in

dredging operations, to anchor within channels of the

Port of New York. Permit issued by the Captain of the

Port is not necessary for plant engaged upon works of

river and harbor improvement under the supervision

of the District Engineer, but the District Engineer will

notify the Captain of the Port in advance of all such proposed work.

(989) (11) Whenever the maritime or commercial interests of the United States so require, the Captain of the

Port is hereby empowered to shift the position of any

vessel anchored within the anchorage areas, of any vessel anchored outside the anchorage areas, of any vessel

which is so moored or anchored as to impede or obstruct vessel movements in any channel or obstruct or

interfere with range lights and of any vessel which, lying at the exterior end of a pier or alongside an open

bulkhead, obstructs or endangers the passage of vessels

in transit by, or to or from, adjacent wharf property or

impedes the movements of vessels entering or leaving

adjacent slips.

(990) (12) A vessel upon being notified to move into the

anchorage limits or to shift its position on anchorage

grounds, shall get under way at once or signal for a tug,

and shall change position as directed, with reasonable

promptness.

(991) (13) Nothing in this section shall be construed as

relieving any vessel or the owner or person in charge of

any vessel from the penalties of law for obstructing

navigation or for obstructing or interfering with range

lights, or for not complying with the navigation laws in

regard to lights, fog signals, or for otherwise violating

law.

(992) (14) Any vessel prohibited by these rules from anchoring in a specific anchorage because of the vessel’s

length or draft may anchor in the anchorage with permission from the Captain of the Port.

(993) (m) Anchorages for vessels carrying explosives–

(994) (1) [Reserved]

68 ■ Chapter 2 ■ Coast Pilot 2
(995) (2) Anchorage No. 49–F (emergency naval anchorage). That portion of Sandy Hook Bay bounded by a line

bearing 170°, 3,800 yards, from a point bearing

281°30', 2,050 yards from Sandy Hook Light; thence

260°, 500 yards; thence 350°, 3,800 yards; thence 080°,

500 yards, to the point of beginning.

(996) (i) This anchorage is to be used for the anchorage of

naval vessels during emergencies only.

(997) (ii) No pleasure or commercial craft shall navigate

or moor within this area at any time when naval vessels

which are moored in the area display a red flag by day or

a red light by night.

(998) (3) Anchorage No. 49–G (naval anchorage). That

portion of Sandy Hook Bay bounded by a line bearing

208°, 1,350 yards, from a point bearing 292°30', 3,600

yards, from Sandy Hook Light; thence 298°, 620 yards;

thence 002°, 1,250 yards; thence 107°, 1,150 yards, to

the point of beginning.

(999) (i) No pleasure or commercial craft shall navigate

or moor within this area at any time when vessels

which are moored in the area display a red flag by day or

red light by night.

(1000) (n) Regulations for explosive anchorages. (1) Anchorages Nos. 49–F, and 49–G are reserved for vessels

carrying explosives. All vessels carrying explosives

shall be within these areas when anchored, except as

provided in paragraph (n)(6) of this section.

(1001) (2) A written permit shall be obtained from the

Captain of the Port before vessels carrying explosives,

or on which explosives are to be loaded, may proceed to

the anchorages provided for them; and no vessel shall

occupy a berth in such anchorage except by authority

of such permit, which permit may be revoked at any

time.

(1002) (3) Vessels used in connection with loading or unloading explosives on vessels in anchorage areas, including tugs and stevedore boats, shall carry a written

permit from the Captain of the Port. The Captain of the

Port may, in his discretion, require every person having

business on board vessels which are being loaded with

explosives, other than members of the crew, to have a

pass from the Captain of the Port in such form as he

shall prescribe. Such permit or pass shall be shown

whenever required by him or by his authorized agents.

(1003) (4) Whenever any vessel not fitted with mechanical

power anchors in the explosives anchorages while carrying explosives, the Captain of the Port may require

the attendance of a tug upon such vessel when in his

judgment such action is necessary.

(1004) (5) Vessels carrying explosives shall comply with

the general regulations in paragraph (1) of this section

when applicable.

(1005) (6) The District Engineer, Corps of Engineers, may

authorize, in writing, a vessel carrying explosives for

use on river and harbor works or on other work under

federal permit issued by the District Engineer to anchor in or near the vicinity of such work without a permit from the Captain of the Port. The District Engineer

will prescribe the quantities of such explosives allowed

on such vessel and the conditions under which they are

to be stored and handled, and will furnish the Captain

of the Port with a copy of such safety instructions together with a copy of his written authorization.

(1006) (7) Every vessel loading, unloading, transporting,

or containing explosives shall display by day a red flag

at least 16 square feet in area at its masthead, or at least

10 feet above the upper deck if the vessel has no mast,

and shall display by night a red light in the same position specified for the flag.

(1007) (8) When local regulations of any place require previous local authority for the transfer of explosives or

fireworks between vessels or between a vessel and a

wharf or other place ashore, the Captain of the Port will

permit the removal from the anchorage of such vessel

containing explosives to any place covered by such local regulations only when he is satisfied that the required local authority has been granted.

(1008) NOTE: The anchorage in this section are regulated

under Title I, Ports and Waterways Safety Act of 1972 as

stated in §110.1a(a) of this Part. The penalties for violating regulations under this Act are stated in §110.1a

(b) of this Part.

§110.156 Randall Bay, Freeport, Long Island, N.Y.

(1009) (a) The anchorage grounds. Southward of a line

312 feet south of and parallel to the south side of Casino

Street; eastward of a line 215 feet east of and parallel to

the east side of West Side Avenue, said line extending

southerly to a point 233 feet north of the prolonged

north side of Clinton Street; northeastward of a line

from the last-mentioned point to a point 243 feet

southerly of the prolonged south side of Clinton Street

and 210 feet east of the east side of Prospect Street;

eastward of a line 210 feet east of and parallel to the east

side of Prospect Street; northward of a line 25 feet

north of and parallel to the prolonged north side of Suffolk Street; westward of a line 210 feet west of and parallel to the west side of South Long Beach Avenue, said

line extending northerly to a point 222 feet south of the

prolonged south side of Queens Street; southwestward

of a line from the last-mentioned point to a point 74

feet northerly of the prolonged north side of Queens

Street and 120 feet west of the west side of Roosevelt

Avenue; and westward of a line 120 feet west of and parallel to the west side of Roosevelt Avenue.

(1010) (b) The regulations. (1) When applied for, a berth in

this anchorage, if available, may be assigned to any vessel by the Captain of the Port of New York.

Navigation Regulations ■ Chapter 2 ■ 69
(1011) (2) The Captain of the Port is authorized to issue

permits for maintaining mooring buoys within the anchorage. The method of anchoring these buoys shall be

as prescribed by the Captain of the Port.

(1012) (3) No vessel shall anchor in the anchorage in such

manner as to interfere with the use of a duly authorized

mooring buoy.

(1013) (4) No vessel shall be navigated within the anchorage at a speed exceeding six knots.

(1014) (5) In case of emergencies, the Captain of the Port

is authorized to shift the position of any unattended

vessel moored in or near the anchorage.

Part 117–Drawbridge Operation Regulations

Subpart A–General Requirements

§117.1 Purpose.

(1015) (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.

(1016) (b) Subpart A contains the general operation requirements that apply to all drawbridges.

(1017) (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.

(1018) The following definitions apply to this part:

(1019) 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.

(1020) 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.

(1021) Deviation means a District Commander’s action

authorizing a drawbridge owner to temporarily not

comply with the drawbridge opening requirements in

this part.

(1022) Drawbridge means a bridge with an operational

span that is intended to be opened for the passage of

waterway traffic.

(1023) Drawspan means the operational span of a drawbridge.

(1024) 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.

(1025) Nonstructural means that the item is not rigidly

fixed to the vessel and can be relocated or altered.

(1026) 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.

(1027) 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.

(1028) Remotely operated drawbridge means a drawbridge that is operated by remote control from a location away from the drawbridge.

(1029) 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.

(1030) Untended means that there is no drawtender at the

drawbridge.

§117.5 When the drawbridge must open.

(1031) 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.

(1032) 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:

(1033) (a) Provide the necessary drawtender(s) for the safe

and prompt opening of the drawbridge.

(1034) (b) Maintain the working machinery of the drawbridge in good operating condition.

(1035) (c) Cycle the drawspan(s) periodically to ensure operation of the drawbridge.

(1036) (d) Ensure that the drawbridge operates in accordance with the requirements of this part.

(1037) (e) Any drawbridge allowed to remain closed to

navigation prior to January 3, 2007, when necessary,

70 ■ Chapter 2 ■ Coast Pilot 2
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.

(1038) (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.

(1039) (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.

(1040) (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.

(1041) No person shall unreasonably delay the opening of

a draw after the signals required by §117.15 have been

given.

(1042) 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.

(1043) No vessel owner or operator shall–

(1044) (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

(1045) (b) Signal a drawbridge to open for any purpose

other than to pass through the drawbridge opening.

§117.15 Signals.

(1046) (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.

(1047) (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.

(1048) (3) Any of the means of signaling described in this

subpart sufficient to alert the party being signaled may

be used.

(1049) (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.

(1050) (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.

(1051) (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.

(1052) (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.

(1053) (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.

(1054) (c) Visual signals. (1) The visual signal to request

the opening of a draw is–

(1055) (i) A white flag raised and lowered vertically; or

(1056) (ii) A white, amber, or green light raised and lowered vertically.

(1057) (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–

(1058) (i) A white flag raised and lowered vertically;

(1059) (ii) A white, amber, or green light raised and lowered vertically, or

(1060) (iii) A fixed or flashing white, amber, or green light

or lights.

(1061) (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–

(1062) (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

Navigation Regulations ■ Chapter 2 ■ 71
(1063) (ii) A fixed or flashing red light or lights given not

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

(1064) (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.

(1065) (d) Radiotelephone communications. (1) Radiotelephones may be used to communicate the same information provided by sound and visual signals.

(1066) (2) The vessel and the drawtender shall monitor

the frequency used until the vessel has cleared the

draw.

(1067) (3) When radiotelephone contact cannot be initiated or maintained, sound or visual signals under this

section shall be used.

§117.17 Signaling for contiguous drawbridges.

(1068) 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 Signaling when two or more vessels are

approaching a drawbridge.

(1069) 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 Signaling for an opened drawbridge.

(1070) 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.

(1071) (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.

(1072) (b) The District Commander gives written notice of

the proposed requirement to the bridge owner.

(1073) (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.

(1074) (d) If, upon consideration of the comments received,

the District Commander determines that a radiotelephone is necessary, the District Commander notifies the

bridge owner that a radiotelephone shall be installed

and gives a reasonable time, not to exceed six months,

to install the radiotelephone and commence operation.

§117.24 Radiotelephone installation identification.

(1075) (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.

(1076) (b) The sign shall give notice of the radiotelephone

and its calling and working channels–

(1077) (1) In plain language; or

(1078) (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.

(1079) (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.

(1080) (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:

(1081) (1) Federal, State, and local government vessels

used for public safety;

(1082) (2) vessels in distress where a delay would endanger life or property;

(1083) (3) commercial vessels engaged in rescue or emergency salvage operations; and

(1084) (4) vessels seeking shelter from severe weather.

72 ■ Chapter 2 ■ Coast Pilot 2
§117.33 Closure of draw for natural disasters or

civil disorders.

(1085) 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.

(1086) (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.

(1087) (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.

(1088) (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.

(1089) (2) The request must describe the reason for the

closure and the dates and times scheduled for the start

and end of the change.

(1090) (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.

(1091) (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.

(1092) (e) The drawbridge must return to its regular operating schedule immediately at the end of the designated time period.

(1093) (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.

(1094) (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.

(1095) (a) When a drawbridge unexpectedly becomes inoperable, or should be immediately rendered inoperable because of mechanical failure or structural defect,

the drawbridge owner must notify the District Commander of the closure without delay and give the reason for the emergency closure of the drawbridge and an

estimated time when the drawbridge will be returned

to operating condition.

(1096) (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.

(1097) (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.

(1098) (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.

(1099) (b) The District Commander may:

(1100) (1) Authorize the closure of the drawbridge;

(1101) (2) Set out any conditions in addition to the requirement in paragraph (d): and

(1102) (3) Revoke an authorization and order the drawbridge returned to operation when necessary.

(1103) (c) All drawbridges authorized to remain closed to

navigation, under this section, must be maintained in

operable condition.

(1104) (d) Authorization under this section does not:

(1105) (1) Authorize physical changes to the drawbridge

structure, or

(1106) (2) Authorize removal of the operating machinery.

(1107) (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.

(1108) (a) Upon written request by the owner of a drawbridge, the District Commander may authorize a drawbridge to operate under an advance notice for opening.

The drawbridge tender, after receiving the advance notice, must open the drawbridge at the requested time

and allow for a reasonable delay in arrival of the vessel

giving the advance notice.

Navigation Regulations ■ Chapter 2 ■ 73
(1109) (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.

(1110) (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.

(1111) (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:

(1112) (1) Special operating requirements are established

in subpart B of this part for that drawbridge; or

(1113) (2) The drawbridge is remotely operated or automated.

§117.42 Remotely operated and automated

drawbridges.

(1114) (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.

(1115) (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.

(1116) (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.

(1117) (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).

(1118) 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.

(1119) (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.

(1120) (b) Penalties for violations under this part are assessed and collected under Subpart 1.07 of Part 1 of this

chapter (not published in this Coast Pilot; see 33 CFR

1.07).

Subpart B–Specific Requirements

§117.51 General.

(1121) 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.

(1122) (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.

(1123) (b) The signs shall be of sufficient size and so located as to be easily read at any time from an approaching vessel.

(1124) (c) If advance notice is required to open the draw,

the signs shall also state the name, address, and telephone number of the person to be notified.

§117.57 [Removed].

§117.59 Special requirements due to hazards.

(1125) 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.

(1126) CONNECTICUT

74 ■ Chapter 2 ■ Coast Pilot 2
§117.202 Cold Spring Brook.

(1127) The draw of the footbridge, mile 0.1 at Saybrook,

shall open within 15 minutes of a mariner’s request by

telephone. To enable mariners to request bridge openings, the owner shall maintain and monitor a telephone at the bridge and provide a means for mariners

to secure their boats upstream and downstream of the

bridge in order to use this telephone.

§117.205 Connecticut River.

(1128) (a) The owners of the AMTRAK Old Saybrook-Old

Lyme Bridge, mile 3.4, the Route 82 Bridge, mile 16.8,

and the CONRAIL Middletown-Portland Bridge, mile

32.0, shall provide, and keep in good legible condition,

clearance gauges with figures not less than twelve (12)

inches which designed, installed and maintained according to the provisions of §118.160 of this chapter.

(1129) (b) The draws of the AMTRAK Old Saybrook-Old

Lyme Bridge, mile 3.4, and the CONRAIL MiddletownPortland Bridge, mile 32.0, shall be opened as soon as

practicable for all non-commercial vessels that cannot

pass under the closed draws, but in no case shall the delay be more than 20 minutes from the time the opening

was requested.

(1130) (c) The draw of the Route 82 Bridge, mile 16.8, at

East Haddam, shall open on signal except that, from 15

May to 31 October, between 9 a.m. and 9 p.m., the draw

need open for recreational vessels on the hour and

half-hour only. The draw shall open on signal for commercial vessels at all times.

§117.207 Housatonic River.

(1131) (a) The draw of the US 1 Bridge, mile 3.5, at

Stratford, shall open on signal; except that, from 7 a.m.

to 9 a.m., Monday through Friday, and 4 p.m. to 5:45

p.m. daily, the draw need not open for the passage of

vessels. From December 1 through March 31, from 8

p.m. to 4 a.m., the draw shall open on signal if at least

six-hours notice is given by calling the number posted

at the bridge.

(1132) (b) The draw of the Metro-North (Devon) bridge,

mile 3.9 at Stratford, shall operate as follows:

(1133) (1) The draw shall open on signal; except as follows:

(1134) (i) From 7 a.m. to 9 a.m. and from 4 p.m. to 5:45

p.m. Monday through Friday except Federal holidays or

an emergency, the draw need not be opened for the passage of vessels.

(1135) (ii) From 5:30 a.m. to 7 a.m. and from 5:45 p.m. to

8:15 p.m. except Saturdays, Sundays, and Federal holidays, the draw need not be opened more than once in

any 60 minute period.

(1136) (iii) From 9 p.m. to 5 a.m., the draw shall open on

signal if notice is given before 4 p.m. on the day of the

intended passage.

(1137) (2) A delay in opening the draw shall not exceed 20

minutes for the passage of approaching trains from the

time of the request.

§117.209 Mianus River.

(1138) The draw of the Metro-North bridge, mile 1.0 at

Greenwich, shall operate as follows:

(1139) (a) From 5 a.m. to 9 p.m.–

(1140) (1) The draw shall open on signal immediately for

the passage of commercial vessels and as soon as practicable but no later than 20 minutes after the signal to

open for the passage of all other vessels.

(1141) (2) When a train scheduled to cross the bridge

without stopping has passed the Greenwich or Riverside stations and is in motion toward the bridge, the

draw shall open as soon as the train has crossed the

bridge.

(1142) (b) The draw shall open on signal from April 1

through October 31, from 9 p.m. to 5 a.m., after at least

a four-hour advance notice is given and from November

1 through March 30, from 9 p.m. to 5 a.m., after at least

a twenty-four-hour advance notice is given by calling

the number posted at the bridge.

§117.211 Mystic River.

(1143) (a) The draw of the Amtrak railroad bridge, mile 2.4

at Mystic, shall operate as follows:

(1144) (1) From April 1 to October 31, the draw shall open

on signal.

(1145) (2) From November 1 to March 31, the draw shall

open on signal from 5 a.m. to 9 p.m. From 9 p.m. to 5

a.m., the draw shall open on signal if at least eight

hours notice is given.

(1146) (3) Commercial vessels shall be passed Immediately at any time; however, the opening may be delayed

up to eight minutes to allow trains, which have entered

the drawbridge block and are scheduled to cross the

bridge without stopping, to clear the block.

(1147) (4) All other vessels shall be passed as soon as practicable but no later than 20 minutes after the signal to

open is given.

(1148) (b) The draw of the U.S. 1 Bridge, mile 2.8, at Mystic, shall open on signal except:

(1149) (1) From May 1 through October 31, from 7:40 a.m.

to 6:40 p.m., the draw need only open hourly at twenty

minutes before the hour.

(1150) (2) From November 1 through April 30, from 8

p.m. to 4 a.m., the draw shall open on signal if at least

six-hours notice is given by calling the number posted

at the bridge.

Navigation Regulations ■ Chapter 2 ■ 75
§117.213 New Haven Harbor, Quinnipiac and Mill

Rivers.

(1151) The draws of the Tomlinson bridge, mile 0.0, the

Ferry Street bridge, mile 0.7, and the Grand Avenue

bridge, mile 1.3, across Quinnipiac River, and the Chapel Street bridge, mile 0.4 across Mill River, shall operate as follows:

(1152) (a) The draws shall open on signal, except as follows:

(1153) (1) From 7:30 to 8:30 a.m., noon to 12:15 p.m.,

12:45 to 1 p.m. and 4:45 to 5:45 p.m., the draws need

not be opened.

(1154) (2) From 9 p.m. to 5 a.m. from October 1 through

April 30, the draw of the Ferry Street bridge,

Quinnipiac River, shall open on signal, unless the

drawtender is at the Grand Avenue or Chapel Street

bridges. In this event, a delay of up to one hour may be

expected.

(1155) (3) From 11 p.m. to 7 a.m., the draw of the Grand

Avenue bridge, Quinnipiac River, shall open on signal if

at least one hour notice is given to the drawtender at

the Ferry Street bridge. In the event that the

drawtender is at the Chapel Street bridge, a delay of up

to an additional hour may be expected.

(1156) (4) From 9 p.m. to 5 a.m., the draw of the Chapel

Street bridge, Mill River, shall open on signal if at least

one hour notice is given to the drawtender at Ferry

Street bridge. In the event that the drawtender is at the

Grand Avenue bridge, a delay of up to an additional

hour may be expected.

(1157) (b) Public vessels of the United States, state or local

government vessels used for public safety, commercial

vessels, and vessels in distress shall notify the operator

of the Tomlinson and the Ferry Street bridges and shall

be passed through each of the bridges listed in this section as soon as possible at any time.

(1158) (c) The sound signals for requesting the opening of

each bridge are as follows:

(1159) (1) The Tomlinson bridge, two short blasts of a

whistle or horn.

(1160) (2) The Ferry Street bridge, one short blast of a

whistle or horn.

(1161) (3) The Grand Avenue bridge, one prolonged blast

of a whistle or horn.

(1162) (4) The Chapel Street bridge, three short blasts of a

whistle or horn.

(1163) (d) The drawtender shall acknowledge sound signals in the following manner:

(1164) (1) When the draw can be opened immediately, the

same signal as the requesting signal.

(1165) (2) When the draw cannot be opened immediately,

or is open and must close, with four short blasts of a

whistle or horn, to be repeated until acknowledged by

the vessel by the same signal.

(1166) (3) When the draw can be reopened, the

drawtender shall sound the opening signal and open

the draw if any vessels are waiting to pass.

(1167) (e) The following visual signals may be used in addition to sound signals for requesting the opening of

each bridge when sound signals may not be heard. A

white flag by day or a white light by night shall be

swung in full circles at arm’s length in full sight of the

bridge and facing the draw.

(1168) (f) The drawtender shall acknowledge visual signals in the following manner:

(1169) (1) When the draw can be opened immediately, a

white flag by day or a green light by night swung up and

down vertically a number of times in full sight of the

vessel.

(1170) (2) When the draw cannot be opened immediately,

or is open and must close, a red flag by day or a red light

by night, swung back and forth horizontally in full

sight of the vessel, to be repeated until acknowledged

by the vessel by the same signal.

§117.215 Niantic River.

(1171) (a) The draw of the Amtrak bridge, mile 0.0 at

Niantic, shall open on signal; except that, from April 1

through October 31 from 8 p.m. to 4 a.m. and from November 1 through March 31 from 6 p.m. to 6 a.m., the

draw shall open on signal if at least one hour notice is

given. When a train scheduled to cross the bridge without stopping has entered the drawbridge block, a delay

in opening the draw may occur until the train has

cleared the block.

(1172) (b) The draw of the S156 Bridge, mile 0.1, at

Niantic, shall open on signal; except that, from 7 a.m.

to 8 a.m., and 4 p.m. to 5 p.m., Monday through Friday,

except holidays, the draw shall open only for the passage of commercial vessels. From December 1 through

March 31, from 8 p.m. to 4 a.m., the draw shall open on

signal if at least six hours notice is given by calling the

number posted at the bridge.

§117.217 Norwalk River.

(1173) (a) The draw of the Washington Street S136 Bridge,

mile 0.0, at Norwalk, shall operate as follows:

(1174) (1) The draw shall open on signal; except that, from

7 a.m. to 8:45 a.m., 11:45 a.m. to 1:15 p.m. and 4 p.m. to

6 p.m., Monday through Friday, except holidays, the

draw need not be opened for the passage of vessels that

draw less than 14 feet of water.

(1175) (2) The draw need not open for the passage of vessel

traffic, from 10 a.m. to 12 p.m., on the first Saturday in

December, to facilitate the running of the annual

Norwalk River Fun Run. Should inclement weather

force the postponement of the race the above bridge

closure shall be implemented the next day, the first

76 ■ Chapter 2 ■ Coast Pilot 2
Sunday after the first Saturday in December, from 10

a.m. to 12 p.m.

(1176) (3) The bridge opening signal is three short blasts.

Vessels drawing 14 feet of water or more shall add one

prolonged blast after the three short blasts.

(1177) (b) The draw of the Metro-North “WALK” bridge,

mile 0.1 at Norwalk, shall open on signal as follows:

(1178) (1) From 5 a.m. to 9 p.m., except that, from Monday

through Friday excluding holidays, the draw need not

be opened from 7 a.m. to 8:45 a.m. and 4 p.m. to 6 p.m.,

unless an emergency exists.

(1179) (2) Only once in any 60-minute period from 5:45

a.m. to 7 a.m. and 6 p.m. to 7:45 p.m.

(1180) (3) From 9 p.m. to 5 a.m., if at least four hours notice is given.

(1181) (4) A delay of up to 20 minutes may be expected if a

train is approaching so closely that it may not be safely

stopped.

§117.219 Pequonnock River.

(1182) (a) Public vessels of the United States must be

passed through as soon as possible.

(1183) (b) The Stratford Avenue Bridge, mile 0.1, at

Bridgeport, shall open on signal; except that, from 6:45

a.m. to 7:15 a.m., 7:45 a.m. to 8:15 a.m., 11:45 a.m. to

1:15 p.m., and 4:30 p.m. to 6:10 p.m., the draw need not

open for the passage of vessels. From December 1

through March 31, from 8 p.m. to 4 a.m., the draw shall

open on signal if at least six-hours notice is given by

calling the number posted at the bridge.

(1184) (c) The draw of the Metro-North “PECK” bridge,

mile 0.3 at Bridgeport, shall open on the signal of three

blasts as follows:

(1185) (1) From 5:45 a.m. to 9 p.m. except:

(1186) (i) From Monday through Friday, excluding holidays or emergencies, the draw need not be opened from

6:45 a.m. to 7:15 a.m., 7:45 a.m. to 8:15 a.m., and 4:30

p.m. to 6:10 p.m.

(1187) (ii) From Monday through Friday, excluding holidays or emergencies, the draws need not be opened

more than once during the periods 5:45 a.m. to 6:45

a.m., 7:15 a.m. to 7:45 a.m., 8:15 a.m. to 9 a.m., and

6:10 p.m. to 8:15 p.m.

(1188) (2) From 9 p.m. to 5:45 a.m., the draws shall open

on signal if at least eight hours notice is given.

(1189) (3) The draw need not open on signal if a train is approaching so closely that it may not be safely stopped,

however, the delay in opening the draw shall not exceed

7 minutes from time of the request.

(1190) (d) The draw of the Congress Street Bridge, mile

0.4 at Bridgeport, shall open on signal as follows:

(1191) (1) From 8 a.m. to 9 p.m.; except that the draw need

not open for the passage of other than commercial

vessels from 11:45 a.m. to 1:15 p.m. and for all vessels

from 4:30 p.m. to 6:10 p.m.

(1192) (2) From 9 p.m. to 8 a.m., if at least eight hours notice is given; except that the draw need not open for the

passage of vessels from 6:45 a.m. to 7:15 a.m., and from

7:45 a.m. to 8 a.m.

(1193) (3) The opening signal is two prolonged blasts followed by two short blasts.

(1194) (e) The draw of the East Washington Street bridge

mile 0.6, shall open on the signal of one prolonged blast

followed by two short blasts if at least 24 hours notice is

given.

(1195) (f) The draw of the Grand Street bridge, mile 0.9 at

Bridgeport, need not be opened for the passage of vessels. However, the draw shall be returned to operable

condition within 12 months after notification by the

District Commander to do so.

§117.221 Saugatuck River.

(1196) (a) Public vessels of the United States must be

passed through as soon as possible.

(1197) (b) The draw of the Metro-North “SAGA” Bridge,

mile 1.1 at Saugatuck shall operate as follows:

(1198) (1) Year-round need not open:

(1199) (i) Weekdays from 7 a.m. to 8:10 a.m. and 5:30 p.m.

to 7 p.m. except on federal holidays;

(1200) (ii) From 9 p.m. to 5 a.m.

(1201) (2) From October 1-May 31, open on signal:

(1202) (i) Weekdays from 8:10 a.m.-4 p.m.;

(1203) (ii) Weekends and federal holidays 7 a.m.-4 p.m.;

(1204) (iii) If at least eight hours notice is given: daily,

from 5 a.m.-7 a.m., 4 p.m.-5:30 p.m. and 7 p.m.-9 p.m.,

and weekends and federal holidays from 5:30 p.m.-7

p.m.

(1205) (3) From June 1-September 30, open on signal 5

a.m.-9 p.m., except as provided in paragraph (b)(1)(i) of

this section.

(1206) (4) A delay in opening the draw not to exceed 10

minutes may occur when a train scheduled to cross the

bridge without stopping has entered the drawbridge

block.

(1207) (c) The draw of the Route 136 Bridge, mile 1.3 at

Saugatuck shall operate as follows:

(1208) (1) Year-round, need not open weekdays, except

federal holidays, from 7 a.m. to 8:30 a.m. and 5:30 p.m.

to 7:30 p.m.

(1209) (2) From April 15-October 31, open on signal if at

least two hours notice is given, except as provided in

paragraph (c)(1) of this section.

(1210) (3) From November 1-April 14, open on signal:

(1211) (i) From 8:30 a.m. to 3 p.m. if at least eight hours

notice is given:

Navigation Regulations ■ Chapter 2 ■ 77
(1212) (ii) From 3 p.m. to 8:30 a.m., if at least 24 hours notice is given, except as provided in paragraph (c)(1) of

this section.

§117.223 Shaw Cove.

(1213) The draw of the Amtrak bridge, mile 0.0 at New

London, shall open on signal from December 1

through March 31 from 8 a.m. to 5 p.m. Monday

through Friday. From December 1 through March 31

from 5 p.m. to 8 a.m. and on Saturdays and Sundays,

the draw shall open on signal if at least eight hours notice is given. From April 1 through November 30 from 5

a.m. to 10 p.m., the draw shall open on signal; and,

from 10 p.m. to 5 a.m., the draw shall open on signal if

at least one hour notice is given. A delay of up to 10

minutes may be expected if a train is approaching so

closely that it may not be safely stopped. When a vessel

is in an emergency that may endanger life or property,

the draw shall open as soon as possible.

§117.224 Thames River.

(1214) The draw of the Amtrak bridge, mile 3.0 in New

London, shall open–

(1215) (a) Immediately on signal for public vessels of the

United States and commercial vessels; except, when a

train scheduled to cross the drawbridge, without stopping, has passed the Midway, Groton, or New London

stations and is in motion toward the drawbridge, the

drawspan must not be opened for the passage of any

vessel until the train has crossed the drawbridge; and

(1216) (b) As soon as practicable for all other vessels but

no later than 20 minutes after the signal to open is

given.

§117.225 Yellow Mill Channel.

(1217) The drawspan of the Stratford Avenue Bridge, mile

0.3 at Bridgeport, must open on signal if at least

24-hours notice is given. Public vessels of the United

States must pass through as soon as possible.

(1218) MASSACHUSETTS

§117.585 Acushnet River.

(1219) (a) The drawspan will be opened promptly, provided proper signal is given, on the following schedule:

(1220) (1) On the hour between 6:00 a.m. and 10:00 a.m.

inclusive.

(1221) (2) At a quarter past the hour between 11:15 a.m.

and 6:15 p.m. inclusive.

(1222) (3) At all other times on call.

(1223) (b) The draw will be opened at any time for vessels

whose draft exceeds 15 feet, for vessels owned or operated by the U.S. Government, the State of Massachusetts, or by local authorities.

(1224) (c) Each opening of the draw, from the time vehicular traffic flow is stopped until the flow resumes, shall

not exceed 15 minutes except for vessels whose draft

exceeds 15 feet or in extraordinary circumstances.

(1225) (d) 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 if at

least a two-hour notice is given by calling the number

posted at the bridge.

§117.587 Apponagansett River.

(1226) (a) The draw of the Padanaram Bridge, mile 1.0,

shall open on signal 1 May through 31 October from 5

a.m. to 9 p.m. daily as follows:

(1227) (1) The bridge shall open on signal, twice an hour,

on the hour and the half hour between 5 a.m. and 9 a.m.

and between 8 p.m. and 9 p.m.

(1228) (2) The bridge shall open on signal, once an hour,

on the hour between 9 a.m. and 8 p.m.

(1229) (b) At all other times the bridge shall open if at least

four (4) hours advance notice is given.

(1230) (c) The owners of this bridge shall provide and

maintain mooring facilities for vessels to make fast

while waiting for the bridge to open.

(1231) (d) 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 section 118.160 of this chapter.

§117.589 Cape Cod Canal.

(1232) The draw of the Conrail railroad bridge, mile 0.7 at

Bourne, shall operate as follows:

(1233) (a) The draw is normally in the fully open position

except for the passage of trains or for maintenance. No

signal is required if the draw is in the fully open position.

(1234) (b) If the draw is not in the fully open position, the

opening signal is one prolonged and one short blast.

(1235) (c) Signals to be sounded from the bridge are–

(1236) (1) Immediately preceding the opening of the draw,

one prolonged blast;

(1237) (2) Immediately preceding the closing of the draw,

two prolonged blasts;

(1238) (3) When a vessel has sounded the opening signal

and the draw cannot be opened immediately, five short

blasts in a rapid succession; and

(1239) (4) When the draw is closed and visibility is reduced

in foggy weather, five short blasts in rapid succession

every two minutes.

78 ■ Chapter 2 ■ Coast Pilot 2
§117.598 Eel Pond Channel.

(1240) The following requirements apply to the draw of

Eel Pond (Water Street) drawbridge at mile 0.0 at Falmouth, Massachusetts.

(1241) (a) The draw shall open at all times as soon as possible for public vessels of the United States, State or local

vessels used for public safety, and vessels in distress.

The opening signal for these vessels shall be four or

more short blast of a whistle, horn, or radio request.

(1242) (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, installed and maintained according to the provisions of section 118.160 of these regulations.

(1243) (c) The draw shall operate as follows:

(1244) (1) On signal from October 15 through May 14,

from 8 a.m. to 5 p.m. except as provided in paragraph

(c)(3)(i) of this section.

(1245) (2) Need open on signal only on the hour and half

hour as follows:

(1246) (i) From May 15 through June 14 and from September 16 through October 14, from 7 a.m. to 7 p.m.

(1247) (ii) From June 15 through September 15, from 6

a.m. to 9 p.m.

(1248) (3) The draw shall open on signal if at least 8 hours

advance notice is given:

(1249) (i) At all times on Christmas, New Years, Easter and

all Sundays in January and February.

(1250) (ii) At all other times not stipulated in paragraphs

(c)(1) and (c)(2) of this section.

§117.607 Mitchell River.

(1251) The Chatham Highway Bridge, at mile 0.2, at Chatham, Massachusetts, shall operate as follows:

(1252) (a) From May 1 through October 31, the draw shall

open on signal from 8 a.m. to 5 p.m., if at least

one-hour notice is given and from 5 p.m. to 8 a.m. the

draw shall open on signal if at least 12-hours notice is

given by calling the Chatham Harbormasters Department.

(1253) (b) From November 1 through April 30, the draw

shall open on signal if at least a 24-hours advance notice is given by calling the Chatham Harbormasters Department.

§117.619 Taunton River.

(1254) (a) The owners of the Brightman Street and Bristol

County bridges shall provide and keep in good legible

condition clearance gauges for each draw with figures

not less than twelve inches high, designed, installed,

and maintained according to the provisions of

§118.160 (not in this text).

(1255) (b) The Brightman Street Bridge, at mile 1.8, between Fall River and Somerset, shall open on signal,

except that:

(1256) (1) From June 1 through August 31, the draw need

not open for the passage of pleasure craft, 7 a.m. to 9:30

a.m. and 4 p.m. to 6:30 p.m., Monday through Friday,

except holidays. The draw shall open on signal for commercial vessel traffic at all times.

(1257) (2) From November 1 through March 31, between

6 p.m. and 6 a.m. daily, the draw shall open if at least a

one-hour advance notice is given by calling the number

posted at the bridge.

(1258) (3) 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 if at

least a two-hour advance notice is given by calling the

number posted at the bridge.

(1259) (c) The Bristol County Bridge, mile 10.3, shall open

on signal if at least twenty-four hours’ notice is given

by calling the number posted at the bridge.

§117.620 Westport River-East Branch.

(1260) The Westport Point Bridge, mile 1.2 at Westport,

shall operate as follows:

(1261) (a) Public vessels of the United States must be

passed as soon as possible.

(1262) (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, installed, and maintained, according to the provisions of §118.160 of this chapter.

(1263) (c) That the drawspan for the Westport Point Drawbridge, mile 1.2 at Westport, must open on signal if at

least 24 hours notice is given.

§117.622 West Bay

(1264) The draw of the West Bay Bridge, mile 1.2 at

Osterville, shall operate as follows;

(1265) (1) From November 1 through April 30, the draw

shall open on signal if at least a twenty-four hour advance notice is given.

(1266) (2) From May 1 through June 15, the draw shall

open on signal from 8 a.m. to 6 p.m.

(1267) (3) From June 16 through September 30, the draw

shall open on signal from 7 a.m. to 9 p.m.

(1268) (4) From October 1 through October 31, the draw

shall open on signal from 8 a.m. to 6 p.m.

(1269) (5) At all other times from May 1 through October

31, the draw shall open on signal if at least a four-hour

advance notice is given by calling the number posted at

the bridge.

Navigation Regulations ■ Chapter 2 ■ 79
(1270) NEW JERSEY

§117.709 Cheesequake Creek.

(1271) (a) The draw of the S35 Bridge, at mile 0.0, at Morgan, South Amboy, New Jersey, shall operate as follows:

(1272) (1) From April 1 through November 30 from 7 a.m.

to 8 p.m., the draw need only open on the hour. From 8

p.m. to 11 p.m. the draw shall open on signal. From 11

p.m. to 7 a.m. the draw shall open after at least a two

hour advance notice is given by calling the number

posted at the bridge.

(1273) (2) From December 1 through March 31, the draw

shall open on signal after at least a two hour advance

notice is given by calling the number posted at the

bridge.

(1274) (b) The draw of the New Jersey Transit Rail Operations railroad bridge, mile 0.2, operates as follows:

(1275) (1) The draw shall open on signal; except that, at

least four hours notice is required–

(1276) (i) From January 1 through March 31 from 6 p.m.

to 6 a.m.;

(1277) (ii) From April 1 through April 30 and November 1

through November 30 from 10 p.m. to 6 a.m. Monday

through Thursday, and midnight Sunday through 6

a.m. Monday; and

(1278) (iii) From December 1 through December 31 from

10 p.m. to 6 a.m.

(1279) (2) The owners of the bridge shall provide and keep

in good legible condition two board gages painted

white with black figures not less than eight 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 bridge that they are plainly visible to operators of

vessels approaching the bridge either up or downstream.

§117.719 Elizabeth River.

(1280) (a) The draw of the South Front Street bridge, mile

0.0 at Elizabeth, shall open on signal; except that, from

12 midnight to 7 a.m., the draw shall open on signal if

at least three hours notice is given.

(1281) (b) The draws of the South First Street bridge, mile

0.4 at Elizabeth, shall open on signal if at least three

hours notice is given.

(1282) (c) The draws of the New Jersey Transit Rail Operations railroad bridge, mile 0.7, the Baltic Street bridge,

mile 0.9, the Summer Street bridge, mile 1.3, the

South Street bridge, mile 1.8, and the Bridge Street

bridge, mile 2.1, all at Elizabeth, need not be opened for

the passage of vessels.

§117.723 Hackensack River.

(1283) (a) The following requirements apply to all bridges

across the Hackensack River:

(1284) (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. The opening signal for these

vessels is four or more short blasts of a whistle or horn,

or a radio request.

(1285) (2) The owners of each bridge shall provide and

keep in good legible condition clearance gauges for

each draw, with figures not less than 18 inches high for

bridges below the turning basin at mile 4.0, and 12

inches high for bridges above mile 4.0. The gauges

shall be designed, installed and maintained according

to the provisions of section 118.160 of this chapter.

(1286) (3) Trains and locomotives shall be controlled so

that any delay in opening the draw shall not exceed 10

minutes except as provided in paragraph (a)(1) of this

section. However, if a train moving toward the bridge

has crossed the home signal for the bridge before the

signal requesting the opening of the bridge is given, the

train may continue across the bridge and must clear

the bridge interlocks before stopping or reversing.

(1287) (4) New Jersey Transit Rail Operations’ (NJTRO)

roving crews shall consist of two qualified operators on

each shift, each having a vehicle which is equipped with

marine and railroad radios, a cellular telephone, and

emergency bridge repair and maintenance tools. This

crew shall be split with one drawtender stationed at Upper Hack and the other drawtender at the HX drawbridge. Adequate security measures shall be provided

to prevent vandalism to the bridge operating controls

and mechanisms to ensure prompt openings of NJTRO

bridges.

(1288) (5) Except as provided in paragraphs (b) through

(h) of this section, the draws shall open on signal.

(1289) (b) Except as provided in paragraph (a)(1) of this

section, the draw of the NJTRO Lower Hack Bridge,

mile 3.4 at Jersey City shall open on signal if at least

one hour advance notice is given to the drawtender at

the Upper Hack bridge, mile 6.9 at Secaucus, New Jersey. In the event the HX drawtender is at the Newark/Harrison (Morristown Line) Bridge, mile 5.8 on the

Passaic River, up to an additional half hour delay is permitted.

(1290) (c) Except as provided in paragraphs (a)(1) of this

section, the draw of the Amtrak Portal Bridge, mile 5.0,

at Little Snake Hill, need not open for the passage of

vessel traffic Monday through Friday, except Federal

holidays, from 6 a.m. to 10 a.m. and from 4 p.m. to 8

p.m. Additional bridge openings shall be provided for

commercial vessels from 6 a.m. to 7:20 a.m.; 9:20 a.m.

to 10 a.m.; 4 p.m. to 4:30 p.m. and from 6:50 p.m. to 8

p.m., if at least a one-hour advance notice is given by

calling the number posted at the bridge. At all other

times the draw shall open on signal.

80 ■ Chapter 2 ■ Coast Pilot 2
(1291) (d) Except as provided in paragraph (a)(1) of this

section, the draw of the NJTRO Upper Hack Bridge,

mile 6.9 at Secaucus, N.J. shall open on signal unless

the drawtender is at the HX bridge, mile 7.7 at

Secaucus, N.J. over the Hackensack River; then up to a

half hour delay is permitted.

(1292) (e) Except as provided in paragraph (a)(1) of this

section, the draw of the NJTRO HX bridge, mile 7.7 at

Secaucus, shall open on signal if at least one half hour

notice is given to the drawtender at the Upper Hack

Bridge.

(1293) (f) Except as provided in paragraph (a)(1) of this

section, the draw of the S46 Bridge, at mile 14.0, in Little Ferry, shall open on signal if at least a twenty-four

hour advance notice is given by calling the number

posted at the Bridge.

(1294) (g) The draw of the Harold J. Dillard Memorial

(Court Street) Bridge, mile 16.2, at Hackensack, shall

open on signal if at least four hours notice is given.

(1295) (h) The draw of the New York Susquehanna and

Western Railroad bridge, mile 16.3, and the Midtown

bridge, mile 16.5, both at Hackensack, need not be

opened for the passage of vessels, however, the draws

shall be restored to operable condition with 12 months

after notification by the District Commander to do so.

§117.734 Navesink River (Swimming River).

(1296) The Oceanic Bridge, mile 4.5, shall open on signal;

except that, from December 1 through March 31, the

draw shall open on signal, if at least a twenty-four hour

notice is given by calling the number posted at the

bridge. The owner of this bridge shall provide and keep

in good legible condition clearance gauges with figures

not less than eight inches high, designed, installed and

maintained according to the provisions of §118.160 of

this chapter.

§117.735 Newark Bay.

(1297) The following requirements apply to all bridges

across this waterway:

(1298) (a) Public vessels of the United States, state or local

vessels used for public service, and vessels in distress

shall be passed through the draw without delay. The

opening signal from these vessels is four or more short

blasts of a whistle or horn or a radio request.

(1299) (b) The owners of these bridges shall provide and

keep in good legible condition two board gages painted

white with black figures not less than 12 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

bridge that they are plainly visible to operators of vessels approaching the bridge either up or downstream.

(1300) (c) Trains and locomotives shall be controlled so

that any delay in opening the draw span 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, the train may continue across the bridge and

must clear the bridge interlocks before stopping.

§117.736 Oceanport Creek.

(1301) The drawspan for the New Jersey Transit Rail Operations Drawbridge, mile 8.4 near Oceanport, must

open on signal from May 15 through September 15 between 5 a.m. and 9 p.m.; except that, the drawspan need

not open 6 a.m. to 7:45 a.m. and 5:30 p.m. to 7:30 p.m.

on weekdays, excluding all federal holidays except for

Martin Luther King Day. The drawspan must open on

signal upon four hours notice from May 15 through

September 15 between 9 p.m. and 5 a.m., and from September 16 through May 14; except that, the drawspan

need not be opened from 6 a.m. to 7:45 a.m. and 5:30

p.m. to 7:30 p.m. on weekdays, excluding all federal

holidays except for Martin Luther King Day. Public vessels of the United States must be passed as soon as

possible at anytime.

§117.738 Overpeck Creek.

(1302) (a) The draws of the Conrail and the New York,

Susquehanna and Western railroad bridges, mile 0.0

both at Ridgefield Park, N.J. operate as follows:

(1303) (1) The draws shall open on signal if at least 24

hours notice is given.

(1304) (2) 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.

(1305) (3) The owners of these bridges shall provide and

keep in good legible condition two board gages painted

white with black figures not less than 12 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

bridge that they are plainly visible to operators of vessels approaching the bridge either up or downstream.

(1306) (b) Trains and locomotives shall be controlled so

that any delay in opening the draw span 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, the train may continue across the bridge and

must clear the bridge interlocks before stopping.

§117.739 Passaic River.

(1307) (a) The following requirements apply to all bridges

in this section across the Passaic River:

(1308) (1) The owners of these bridges shall provide, and

keep in good legible condition, clearance gauges with

figures not less than twelve (12) inches high designed,

Navigation Regulations ■ Chapter 2 ■ 81
installed and maintained according to the provisions of

§118.160 of this chapter.

(1309) (2) New Jersey Transit Rail Operations’ (NJTRO)

roving crews shall consist of an adequate number of operators to ensure NJTRO bridges are operated according to the requirements of this section.

(1310) (b) The draw of the Routes 1 & 9 (Lincoln Highway)

Bridge, mile 1.8, at Newark, shall open on signal if at

least four hours notice is given.

(1311) (c) The draw of CONRAIL’s Point-No-Point Railroad

Bridge, mile 2.6, at Newark, shall open on signal if at

least four hours notice is given to the CONRAIL Movement Desk. After the signal to open is given, the opening may be delayed no more than ten minutes.

(1312) (d) The draw of the Jackson Street Bridge, mile 4.6,

shall open on signal if at least four hours notice is given

by calling the number posted at the bridge.

(1313) (e) The draw of Amtrak’s Dock Bridge, mile 5.0, at

Harrison, shall open on signal; except that from 7:20

a.m. to 9:20 a.m. and 4:30 p.m. to 6:50 p.m., Monday

through Friday except federal holidays, the draw need

not be opened. At all other times, an opening may be

delayed no more than ten minutes, unless the

drawtender and the vessel operator, communicating by

radiotelephone, agree to a longer delay.

(1314) (f) The draw of the Bridge Street Bridge, mile 5.6,

shall open on signal if at least four hours notice is given

by calling the number posted at the bridge.

(1315) (g) The draw of the NJTRO Newark-Harrison

(Morristown Line) Bridge, mile 5.8, at Harrison, New

Jersey shall open on signal if at least one hour advance

notice is given to the drawtender at Upper Hack Bridge

mile 6.9, across the Hackensack River at Secaucus, N.J.

In the event the HX drawtender is at the Lower Hack

Bridge, mile 3.4 on the Hackensack River, at Jersey City

then up to an additional half hour delay in opening is

permitted. After the signal to open is given, the opening may be delayed no more than ten minutes. From

7:15 a.m. to 9 a.m. and from 4:30 p.m. to 6:50 p.m.,

Monday through Friday except federal holidays, the

draw need not open.

(1316) (h) The Route 208 Bridge, mile 5.8, at Harrison,

New Jersey, shall open on signal if at least 24 hours notice is given by calling the number posted at the bridge.

(1317) (i) The draw of the Clay Street Bridge, mile 6.0,

shall open on signal if at least four hours notice is given

by calling the number posted at the bridge.

(1318) (j) The draw of the NJTRO (West Arlington) Bridge,

mile 8.0, at Kearney, shall open on signal from 7 a.m. to

11 p.m. if at least eight hours notice is given. After the

signal to open is given, the opening may be delayed no

more than ten minutes. From 11 p.m. to 7 a.m., the

draw need not be opened.

(1319) (k) The draw of the Route 7 (Rutgers Street)

Bridge, mile 8.9, at Belleville, shall open on signal if at

least four hours notice is given.

(1320) (l) The draw of the Avondale Bridge, mile 10.7, at

Lyndhurst, shall open on signal if at least four hours

notice is given.

(1321) (m) The draw of the NJTRO Bridge, mile 11.7, shall

open on signal after at least a 24 hour notice is given by

calling the number posted at the bridge.

(1322) (n) The draw of the Route 3 Bridge, mile 11.8, shall

open on signal after at least a 24 hour notice is given by

calling the number posted at the bridge.

(1323) (o) The draw of the following bridges need not be

opened for the passage of vessels:

(1324) (1) Gregory Avenue Bridge, mile 14.0 at Wallington.

(1325) (2) West Eighth Street Bridge, mile 15.3 at Garfield.

(1326) (p) - (t) [Reserved]

§117.743 Rahway River.

(1327) The draw of the Conrail Bridge, mile 2.0, across the

Rahway River, at Linden, New Jersey, shall operate as

follows:

(1328) (a) The draw shall remain in the full open position

at all times, and shall only be closed for the passage of

rail traffic or the performance of maintenance authorized in accordance with subpart A of this part.

(1329) (b) The draw shall be remotely operated by a

bridge/train dispatcher located at the Conrail Dispatch

Office at Mount Laurel, New Jersey.

(1330) (c) A marine traffic light system shall be maintained at the bridge and display flashing green lights to

indicate that vessels may pass through the bridge, and

flashing red lights anytime the bridge is not in the full

open position.

(1331) (d) An infrared sensor system shall be maintained

at the bridge to determine that no conflict with vessel

traffic exists while the bridge is closing.

(1332) (e) Before the bridge may be closed from the remote location, an on-site train crewmember shall

observe the waterway for any vessel traffic. All approaching vessels shall be allowed to pass before the bridge

may close. The on-scene train crewmember shall then

communicate with the bridge/train dispatcher at the

Conrail Dispatch Office, at Mount Laurel, either by radio or telephone, to request the bridge be closed.

(1333) (f) While the bridge is moving from the full open to

full closed position, the bridge/train dispatcher shall

maintain constant surveillance of the navigational

channel at the bridge using the infrared sensor system.

(1334) (g) If the infrared sensors detect a vessel or other

obstruction approaching or under the bridge before the

draw is fully lowered and locked, the closing sequence

82 ■ Chapter 2 ■ Coast Pilot 2
shall be stopped, automatically, and the draw shall be

raised to its full open position until the channel is clear.

(1335) (h) During the downward bridge closing movement, the marine traffic light system located at the

bridge will change from flashing green to flashing red,

the public address system shall announce that the

bridge shall be closing, and the horn shall sound two

times, pause 10 seconds, then repeat two horn blasts

until the bridge is seated and fully locked down.

(1336) (i) When all rail traffic has cleared the bridge, the

bridge/train dispatcher shall sound the horn five-times

to signal that the draw is about to open.

(1337) (j) In the event of a failure, or obstruction to the infrared sensor system, the bridge shall immediately be

returned to the full open position until the problem is

corrected.

(1338) (k) In the event of a loss of communication between the on-site personnel and the bridge/train dispatcher, the bridge shall immediately be returned to

the full open position until the problem is corrected.

(1339) (l) Should the draw become inoperable from the remote site while the bridge is in the closed position, a

bridge tender, maintenance personnel, or engineer

shall be deployed to be on scene within one hour from

the time the draw becomes inoperable until the bridge

can be returned to the full open position.

(1340) (m) Trains shall be controlled so that any delay in

opening of the draw shall not exceed ten minutes after

a train has crossed the bridge; except, as provided in 33

CFR 117.31(b). However, if a train moving toward the

bridge has crossed the home signal for the bridge, the

train may continue across the bridge and must clear

the bridge interlocks before stopping.

§117.747 Raritan River, Arthur Kill, and their

tributaries.

(1341) The draws of all bridges shall open on signal; except

that, from 7:30 a.m. to 10 a.m. and 5 p.m. to 7:30 p.m.,

the draws may be opened for the passage of vessels for

periods no longer than 10 minutes or remain closed for

the passage of land traffic for no longer than 10 minutes. Public vessels of the United States and state or local vessels used for public safety shall be passed at any

time. The owners of each bridge shall maintain a tug at

the drawbridge to control and aid in the passage of vessels. The owners shall provide and keep in good legible

condition two board gages painted white with black figures not less than eight 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 bridges that

they are plainly visible to operators of vessels approaching the bridges either up or downstream.

§117.755 Shrewsbury River.

(1342) (a) The Route 36 Bridge, mile 1.8, at Highlands,

New Jersey, shall open on signal; except that:

(1343) (1) From 11 p.m. to 7 a.m. the draw shall open on

signal after at least a 4-hour advance notice is given by

calling the number posted at the bridge.

(1344) (2) From May 15 through October 15, 7 a.m. to 8

p.m., the draw need only open on the hour and half

hour.

(1345) (3) From December 1 through March 31, the draw

shall open on signal at all times after at least a 4-hour

advance notice is given by calling the number posted at

the bridge.

(1346) (4) The owners of the bridge shall provide and keep

in good legible condition, two clearance gauges, with

figures not less than eight inches high, designed, installed, and maintained according to the provisions of

§118.160 of this chapter.

(1347) (b) The draw of the Monmouth County highway

bridge, mile 4.0, at Sea Bright, shall open on signal; except that, from May 15 through September 30, on Saturdays, Sundays, and holidays, from 9 a.m. to 7 p.m.,

the draw need open only on the hour and half hour. The

draw need not be opened at any time for a sailboat, unless it is under auxiliary power or is towed by a powered

vessel. The owners of the bridge shall keep in good legible condition two clearance gages, with figures not less

than eight inches high, designed, installed and maintained according to the provisions of §118.160 of this

chapter.

§117.756 South River.

(1348) The draw of the CONRAIL bridge, mile 2.8 at South

River shall open on weekdays (exclusive of holidays)

from December 1 through the last day of February if at

least four hours notice is given. From March 1 through

November 30, and December 1 through the last day of

February on weekends and holidays the draw shall be

maintained open to navigation except for closure to accommodate passage of a train. The draw shall be

opened as soon as possible at all times for passage of a

public vessel of the United States.

(1349) NEW YORK

§117.771 Bronx River.

(1350) (a) The draw of the Bruckner Boulevard Bridge,

mile 1.1, at the Bronx, New York, shall open on signal if

at least a two-hour advance notice is given to the New

York City Department of Transportation (NYCDOT) Radio Hotline, or the NYCDOT Bridge Operations Office.

From 7 a.m. to 9 a.m. and 4 p.m. to 6 p.m., Monday

through Friday, the bridge need not be opened for the

passage of vessels.

Navigation Regulations ■ Chapter 2 ■ 83
(1351) (b) The draw of the Conrail Bridge, mile 1.6 at the

Bronx, New York, need not be opened for the passage of

vessels.

(1352) (c) The owners of the Bruckner Boulevard Bridge,

mile 1.1, and the Conrail Bridge, mile 1.6, both at the

Bronx, New York, shall provide and keep in good legible

condition two clearance gauges designed, installed and

maintained in accordance with the provisions of

§118.160 of this chapter.

§117.775 [Removed].

§117.779 Eastchester Bay (Arm of).

(1353) The draw of the highway bridge, mile 2.2 between

Rodman Neck and City Island, need not be opened for

the passage of vessels.

§117.781 East River.

(1354) The following requirements apply to the Roosevelt

Island bridge, mile 6.4 at New York City, as follows:

(1355) (a) Public vessels of the United States Government,

state or local vessels used for public safety, and vessels

in distress shall be passed through the draws of each

bridge as soon as possible without delay at anytime.

The opening signal from these vessels shall be four or

more short blasts of a whistle, horn or radio request.

(1356) (b) The owners of each bridge 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 these regulations.

(1357) (c) The draw of the Roosevelt Island bridge shall

open on signal if at least two hour advance notice is

given to the drawtender at the Grand Street/Avenue

bridge, mile 3.1 across Newtown Creek (East Branch),

the New York Department of Transportation (NYCDOT)

Radio Hotline or NYCDOT Bridge Operations Office. In

the event the drawtender is at Borden Avenue or Hunters Point Avenue bridges mile 1.2 and 1.4, respectively,

across Dutch Kills, up to an additional half hour delay

may be required.

§117.783 [Removed].

§117.787 [Suspended]

§117.788 Gowanus Canal.

(1358) (a) The draws of the Ninth Street Bridge, mile 1.4,

the Third Street Bridge, mile 1.8, the Carroll Street

Bridge, mile 2.0, and the Union Street Bridge, mile 2.1,

at Brooklyn, shall open on signal if at least a two-hour

advance notice is given to the New York City Department of Transportation (NYCDOT), Radio Hotline, or

the NYCDOT Bridge Operations Office.

(1359) (b) The draw of the Hamilton Avenue Bridge, mile

1.2, shall open on signal after at least a four-hour advance notice is given by calling (201) 400-5243. This

paragraph is effective from November 7, 2007 to January 15, 2009.

§117.789 Harlem River.

(1360) (a) The drawspan of each drawbridge across the

Harlem River, except the Spuyten Duyvil Railroad

Drawbridge, need not be opened from 5 p.m. to 10 a.m.

However, at all times, public vessels of the United

States must be passed through the drawspan of each

drawbridge, listed in this section, as soon as possible.

(1361) (b) The draws of the railroad bridges across this waterway need not open on signal from the time an express passenger train scheduled to cross the bridge is

within five minutes of the bridge until the train has

crossed the bridge.

(1362) (c)(1) The draw of the bridges at 103 Street, mile

0.0, Willis Avenue, mile 1.5, Third Avenue, mile 1.9,

Madison Avenue, mile 2.3, 145 Street, mile 2.8,

Macombs Dam, mile 3.2, 207 Street, mile 6.0, and the

two Broadway Bridges, mile 6.8, shall open on signal

from 10 a.m. to 5 p.m. if at least four hours notice is

given to the New York City Highway Radio (Hotline)

Room.

(1363) (2) The Willis Avenue Bridge, mile 1.5, the Third

Avenue Bridge, mile 1.9, and the Madison Avenue

Bridge, mile 2.3, need not open for vessel traffic at various times between 8 a.m. and 5 p.m. on the first Sunday

in May and November. The exact time and date of each

bridge closure will be published in the Local Notice to

Mariners several weeks prior to the first Sunday of both

May and November.

(1364) (d) The draw of the Triborough (125th Street)

bridge, mile 1.3, shall open on signal from 10 a.m. to 5

p.m. if at least four hours notice is given.

(1365) (e) The draw of the Metro North (Park Avenue)

Bridge, mile 2.1, shall open on signal, except as provided in paragraph (b) of this section, from 10 a.m. to 5

p.m., if at least a four-hour advance notice is given by

calling the number posted at the bridge.

(1366) (f) The draw of the Spuyten Duyvil railroad bridge,

mile 7.9, shall open on signal at any time, except as provided in paragraph (b) of this section.

§117.791 Hudson River.

(1367) (a) The draws of the bridges listed in this section

shall open as soon as possible at any time for the passage of the following vessels:

(1368) (1) Downbound vessels during a freshet of a height

exceeding an elevation determined by the District

Commander.

(1369) (2) Public vessels of the United States.

84 ■ Chapter 2 ■ Coast Pilot 2
(1370) (3) Vessels of 500 tons or more.

(1371) (4) Tugs with a tow on a hawser.

(1372) (b) The draws of the bridges listed in this section

shall not remain open for more than 15 minutes and

may remain closed for up to 10 minutes to allow accumulated land traffic to pass.

(1373) (c) The draw of the CSX Transportation bridge,

mile 146.2 between Albany and Rensselaer, shall open

on signal; except that, from December 16 through

March 31, the draw shall open on signal if at least 24

hours notice is given.

(1374) (d) The draw of the state highway bridge, mile

150.2 between Troy and Menands, need not be opened

for the passage of vessels.

(1375) (e) The draw of the highway bridge, mile 152.7 between Troy and Green Island, operates as follows:

(1376) (1) From April 1 through December 15, the draw

shall open on signal from 9 a.m. to 4 p.m.; except that,

the draw need not be opened from 6 p.m. to 7 a.m., unless notice is given before 4:30 p.m. of the time the vessel is expected to pass, and need not open from 7 a.m. to

9 a.m. and 4 p.m. to 6 p.m.

(1377) (2) From December 16 through March 31, the draw

need not be opened.

(1378) (f) The draws of the 112th Street bridge, mile 155.4

between Troy and Cohoes operate as follows:

(1379) (1) The draws shall open on signal from 9 a.m. to 4

p.m.

(1380) (2) The draws shall open on signal from 6 p.m. to 7

a.m., if notice is given, before 4:30 p.m., of the time the

vessel is expected to pass.

(1381) (3) The draws need not be opened from 7 a.m. to 9

a.m. and 4 p.m. to 6 p.m.

(1382) (4) During the period that the Federal Lock at Troy

is inoperative, the drawspans need not be opened for

the passage of vessels.

§117.793 Hutchinson River (Eastchester Creek).

(1383) (a) The following requirements apply to all bridges

across Hutchinson River (Eastchester Creek);

(1384) (1) The owners of each bridge 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 provision of §118.160 of this chapter.

(1385) (2) Trains and locomotives shall be controlled so

that any delay in opening the draw shall not exceed ten

minutes except as provided in §117.31(b). 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.

(1386) (3) Except as provided in paragraphs (b) and (c) of

this section each draw shall open on signal.

(1387) (b) The draw of the Hutchinson River Parkway

Bridge, mile 0.9, at the Bronx, New York shall open on

signal if at least a two-hour notice is given to the New

York City Department of Transportation (NYCDOT) Radio Hotline, or the NYCDOT Bridge Operations Office.

(1388) (c) The draw of the South Fulton Avenue Bridge,

mile 2.9, shall open on signal from three hours before

to three hours after the predicted high tide. For the

purposes of this section, predicted high tide occurs

four hours after predicted high water for New York

(Battery), as given in the tide tables published by private entities using data provided by the National Ocean

Service.

(1389) (1) At all other times, the bridge shall open on signal if at least four hours advance notice is given to the

Westchester County Road Maintenance Division during normal work hours or to the County’s Parkway Police at all other times.

(1390) (2) The bridge tender shall honor requests for

opening within six hours after predicated high water if

such request is given to the bridge tender while he or

she is on station (three hours before to three hours after predicted high tide).

§117.795 Jamaica Bay and Connecting Waterways.

(1391) (a) The draw of the Marine Parkway bridge, mile 3.0

over Rockaway Inlet, shall open on signal Monday

through Friday from 8 a.m., to 4 p.m. At all other times,

the draw shall open on signal if at least eight hours notice is given: however, the draw shall open on signal if

at least a one hour notice is given for the passage of U.S.

Navy or National Oceanic and Atmospheric Administration vessels.

(1392) (b) The draws of the New York City highway bridge,

mile 0.8 across Mill Basin on Belt Parkway, need not be

opened for the passage of vessels from noon to 9 p.m.

on Sundays from May 15 to September 30, Memorial

Day, Independence Day, and Labor Day. However, on

these days, from two hours before to one hour after predicted high tide, the draw shall open on signal. For the

purpose of this section, predicted high tide occurs 15

minutes later than that predicted for Sandy Hook, as

given in the tide tables published by private entities using data provided by the National Ocean Service. At all

times, public vessels of the United States and state or

local vessels used for public safety shall be passed as

soon as possible.

(1393) (c) The draw of the Beach Channel railroad bridge

shall open on signal; except that, the draw need not

open for the passage of vessel traffic, 6:45 a.m. to 8:20

a.m. and 5 p.m. to 6:45 p.m., Monday through Friday,

except Federal holidays.

Navigation Regulations ■ Chapter 2 ■ 85
§117.799 Long Island, New York Inland Waterway

from East Rockaway Inlet to Shinnecock Canal.

(1394) (a) At all times, public vessels of the United States

must be passed through the drawspan of each drawbridge listed in this section as soon as possible.

(1395) (b) The draw of each bridge listed in this section

need not be opened for sailing vessels, unless the vessels are under machinery power or under tow, if an

opening would unduly delay other vessel or vehicular

traffic.

(1396) (c) The owners of the bridges listed in this section

shall provide and keep in good legible condition two

board gages painted white with black figures not less

than eight 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 bridges that they are

plainly visible to operators of vessels approaching the

bridges either up or downstream.

(1397) (d) The draws of the West Bay Bridge, mile 0.1,

across Quantuck Canal, Beach Lane Bridge, mile 1.1,

across Quantuck Canal, Quoque Bridge, mile 1.1,

across Quoque Canal, and the Smith Point Bridge, mile

6.1, across Narrow Bay, shall open on signal, from October 1 through April 30, from 8 a.m. to 4 p.m., and

from May 1 through September 30, from 6 a.m. to 10

p.m. At all other times during these periods, the draws

shall open as soon as possible but not more than one

hour after a request to open is received.

(1398) (e) The draw of the Atlantic Beach Bridge across

Reynolds Channel, mile 0.4, shall open on signal–

(1399) (1) From October 1 through May 14;

(1400) (2) From May 15 through September 30, except

that it need be opened only on the hour and half hour

from 4 p.m. to 7 p.m. on weekdays and from 11 a.m. to 9

p.m. on Saturdays, Sundays, Memorial Day, Independence Day, and Labor Day; and

(1401) (3) From May 15 through September 30, from two

hours before to one hour after predicted high tide. Predicted high tide occurs 10 minutes earlier than that

predicted for Sandy Hook, as given in the tide table

published by the National Oceanic and Atmospheric

Administration.

(1402) (f) The draw of the Loop Parkway Bridge across

Long Creek, mile 0.7, shall open on signal every other

hour on the even hour; except that, from April 1

through October 31 on Saturdays, Sundays, and Federal holidays, the draw shall open on signal every three

hours beginning at 3 a.m. If an opening is desired at

other than a scheduled time, notice may be given from

the telephone located on either side of the bridge or via

marine radiotelephone.

(1403) (g) The draw of the Long Beach Bridge across

Reynolds Channel, mile 4.7, shall open on signal; except that:

(1404) (1) From midnight to 8 a.m. year-round, the draw

shall open on signal if at least four hours notice is

given; and

(1405) (2) From 3 p.m. to 8 p.m. on Saturdays, Sundays,

and holidays from May 15 through September 30, the

draw need be opened only on the hour and the half

hour.

(1406) (3) From 10 p.m. to midnight on July 3 each year

the draw need not open for the passage of vessel traffic.

(1407) (h) The draw of the Meadowbrook State Parkway

Bridge, mile 12.8, across Sloop Channel, shall open on

signal if at least one-half hour notice is given to the

New York State Department of Transportation, as follows:

(1408) (1) Every other hour on the even hour.

(1409) (2) From April 1 through October 31, on Saturday,

Sundays, and Federal holidays, every three hours beginning at 1:30 a.m. Notice may be given from the telephone located at the moorings on each side of the

bridge or by marine radio.

(1410) (3) From 9 p.m. to midnight, on the Fourth of July,

the Meadowbrook State Parkway Bridge need not open

for the passage of vessel traffic.

(1411) (i) The draws of the Wantagh State Parkway bridge,

mile 16.1 across Goose Creek, and the Captree State

Parkway bridge, mile 30.7 across State Boat Channel at

Captree Island, shall open on signal if at least one half

hour notice is given to the New York State Department

of Transportation, as follows:

(1412) (1) Every other hour on the even hour.

(1413) (2) From April 1 through October 31 on Saturdays,

Sundays, and Federal holidays, every three hours beginning at 3 a.m. Notice may be given from the telephone located at the moorings on each bridge or by

marine radiotelephone.

§117.800 Mill Neck Creek.

(1414) The draw of the Bayville Bridge, mile 0.1, at Oyster

Bay, New York, shall open on signal between 7 a.m. and

11 p.m., from May 1 through October 31, and between 7

a.m. and 5 p.m., Monday through Friday, from November 1 through April 30. At all other times the draw shall

open on signal provided at least a two-hour advance notice is given by calling the number posted at the bridge.

§117.801 Newtown Creek, Dutch Kills, English Kills

and their tributaries.

(1415) (a) The following requirements apply to all bridges

across Newtown Creek, Dutch Kills, English Kills, and

their tributaries:

(1416) (1) The owners of all bridges across Newtown

Creek, Dutch Kills, English Kills and their tributaries

listed under this section, shall provide and keep in good

legible condition two clearance gauges with figures not

86 ■ Chapter 2 ■ Coast Pilot 2
less than 12 inches high designed, installed and maintained according to the provisions of §118.160 of this

chapter.

(1417) (2) Trains and locomotives shall be controlled so

that any delay in opening the draw shall not exceed five

minutes. If a train moving toward the bridge has

crossed the home signal for the bridge before the request to open the bridge is given, that train may continue across the bridge, but must clear the interlock

before stopping.

(1418) (b) The draws of the Long Island Railroad bridges,

at mile 1.1, across Dutch Kills at Queens, shall open on

signal if at least six-hours advance notice is given to the

Long Island Railroad Movement Bureau, except as provided in paragraph (a)(2) of this section.

(1419) (c) The draw of the Borden Avenue Bridge, mile 1.2,

across Dutch Kills at Queens, shall open on signal if at

least a two-hour advance notice is given to the New

York City Department of Transportation (NYCDOT) Radio Hotline or NYCDOT Bridge Operations Office.

(1420) (d) The draw of the Hunters Point Avenue Bridge,

mile 1.4, across Dutch Kills at Queens, shall open on

signal if at least a two-hour advance notice is given to

the New York City Department of Transportation

(NYCDOT) Radio Hotline or the NYCDOT Bridge Operations Office.

(1421) (e) The draw of the Metropolitan Avenue Bridge,

mile 3.4, across English Kills at New York City, shall

open on signal if at least a two-hour advance notice is

given to the New York City Department of Transportation (NYCDOT) Radio Hotline or the NYCDOT Bridge

Operations Office.

(1422) (f) The draw of the Grand Street/Avenue Bridge,

mile 3.1, across Newtown Creek (East Branch) between

Brooklyn and Queens, shall open on signal if at least a

two-hour advance notice is given to the New York City

Department of Transportation (NYCDOT) Radio Hotline or the NYCDOT Bridge Operations Office.

(1423) (g)(1) The draw of the Pulaski Bridge, mile 0.6, and

the Greenpoint Avenue Bridge, mile 1.3, shall open on

signal if at least a two hour advance notice is given to

the New York City Department of Transportation Radio

(Hotline) Room.

(1424) (2) The Pulaski Bridge, mile 0.6, need not open for

vessel traffic at various times between 8 a.m. and 5 p.m.

on the first Sunday in both May and November. The exact time and date of the bridge closure will be published

in the Local Notice to Mariners several weeks prior to

the first Sunday of both May and November.

§117.805 Peekskill (Annsville) Creek.

(1425) The draw of the Conrail bridge, mile 0.0 at

Peekskill, need not be opened for the passage of vessels.

§117.813 Wappinger Creek.

(1426) The draw of the Metro-North Commuter railroad

bridge, mile 0.0 at New Hamburg, need not be opened

for the passage of vessels. However, the draw shall be

returned to operable condition within six months after

notification by the District Commander to do so.

§117.815 Westchester Creek.

(1427) The draw of the Bruckner Boulevard/Unionport

Bridge, mile 1.7, at the Bronx, New York, shall open on

signal if at least a two-hour advance notice is given to

the New York City Department of Transportation

(NYCDOT) radio hotline, or the NYCDOT Bridge Operations Office. The draw need not be opened for vessel

traffic from 7 a.m. to 9 a.m. and 4 p.m. to 6 p.m., Monday through Friday. The owner of the bridge shall provide clearance gauges according to the provisions of

§118.160 of this chapter.

(1428) NOTE: 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.

(1429) (a) Unless otherwise indicated, this part applies to

each vessel that carries oil in bulk as cargo and that is:

(1430) (1) Documented under the laws of the United

States (a U.S. vessel); or

(1431) (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).

(1432) (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.

(1433) (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.

Navigation Regulations ■ Chapter 2 ■ 87
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.

(1434) (b) The material approved for incorporation by reference in this part and the sections affected are as

follows:

(1435) International Maritime Organization (IMO), 4 Albert Embankment, London SE1 7SR, England. 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 · · · · · · · · · · · · · · · · · · · · 157.450

(1436) 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

(1437) 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

(1438) Oil Companies International Marine Forum

(OCIMF), 15th floor, 96 Victoria Street, London SW1E

5JW, England. International Safety Guide for Oil Tankers and Terminals, Fourth Edition, Chapters 6, 7 and

10, 1996 · · · · · · · · · · · · · · · · · · · · · · · · · · · · 157.435

§157.03 Definitions.

(1439) Except as otherwise stated in a subpart:

(1440) Amidships means the middle of the length.

(1441) Animal fat means a non-petroleum oil, fat, or

grease derived from animals and not specifically identified elsewhere in this part.

(1442) Ballast voyage means the voyage that a tank vessel

engages in after it leaves the port of final cargo discharge.

(1443) Breadth or B means the maximum molded breadth

of a vessel in meters.

(1444) Cargo tank length means the length from the forward bulkhead of the forwardmost cargo tanks, to the

after bulkhead of the aftermost cargo tanks.

(1445) Center tank means any tank inboard of a longitudinal bulkhead.

(1446) Clean ballast means ballast which:

(1447) (1) If discharged from a vessel that is stationary

into clean, calm water on a clear day, would not—

(1448) (i) Produce visible traces of oil on the surface of the

water or on adjoining shore lines; or

(1449) (ii) Cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shore

lines; or

(1450) (2) If verified by an approved cargo monitor and

control system, has an oil content that does not exceed

15 p.m.

(1451) Combination carrier means a vessel designed to

carry oil or solid cargoes in bulk.

(1452) 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.

(1453) 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.

(1454) Dedicated clean ballast tank means a cargo tank

that is allocated solely for the carriage of clean ballast.

(1455) 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.

(1456) 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.

(1457) 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.

(1458) 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.

(1459) Existing vessel means any vessel that is not a new

vessel.

(1460) 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.

(1461) Foreign trade means any trade that is not domestic

trade.

(1462) From the nearest land means from the baseline

from which the territorial sea of the United States is established in accordance with international law.

88 ■ Chapter 2 ■ Coast Pilot 2
(1463) Fuel oil means any oil used as fuel for machinery in

the vessel in which it is carried.

(1464) Inland vessel means a vessel that is not oceangoing

and that does not operate on the Great Lakes.

(1465) 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.

(1466) 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.

(1467) Large primary structural member includes any of

the following:

(1468) (1) Web frames.

(1469) (2) Girders.

(1470) (3) Webs.

(1471) (4) Main brackets.

(1472) (5) Transverses.

(1473) (6) Stringers.

(1474) (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.

(1475) 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.

(1476) 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.

(1477) Major conversion means a conversion of an existing vessel that:

(1478) (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;

(1479) (2) Changes the type of vessel;

(1480) (3) Substantially prolongs the vessel’s service life;

or

(1481) (4) Otherwise so changes the vessel that it is essentially a new vessel, as determined by the Commandant

(G-MOC).

(1482) 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.

(1483) New vessel means:

(1484) (1) A U.S. vessel in domestic trade that:

(1485) (i) Is constructed under a contract awarded after

December 31, 1974;

(1486) (ii) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

June 30, 1975;

(1487) (iii) Is delivered after December 31, 1977; or

(1488) (iv) Has undergone a major conversion for which:

(1489) (A) The contract is awarded after December 31,

1974;

(1490) (B) In the absence of a contract, conversion is begun after June 30, 1975; or

(1491) (C) Conversion is completed after December 31,

1977; and

(1492) (2) A foreign vessel or a U.S. vessel in foreign trade

that;

(1493) (i) Is constructed under a contract awarded after

December 31, 1975;

(1494) (ii) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

June 30, 1976;

(1495) (iii) Is delivered after December 31, 1979; or

(1496) (iv) Has undergone a major conversion for which:

(1497) (A) The contract is awarded after December 31,

1975;

(1498) (B) In the absence of a contract, conversion is begun after June 30, 1976; or

(1499) (C) Conversion is completed after December 31,

1979.

(1500) 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.

(1501) Oceangoing has the same meaning as defined in

§151.05 of this chapter.

(1502) 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.

(1503) 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.

(1504) 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.”

Navigation Regulations ■ Chapter 2 ■ 89
(1505) Oily mixture means a mixture, in any form, with

any oil content. “Oily mixture” includes, but is not limited to–

(1506) (1) Slops from bilges;

(1507) (2) Slops from oil cargoes (such as cargo tank

washings, oily waste, and oily refuse);

(1508) (3) Oil residue; and

(1509) (4) Oily ballast water from cargo or fuel oil tanks,

including any oil cargo residue.

(1510) Oil residue means–

(1511) (1) Oil cargo residue; and

(1512) (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.

(1513) 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.

(1514) 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.

(1515) Other non-petroleum oil means an oil of any kind

that is not petroleum oil, an animal fat, or a vegetable

oil.

(1516) 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.

(1517) Petroleum oil means petroleum in any form, including but not limited to, crude oil, fuel oil, sludge, oil

residue, and refined products.

(1518) 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.

(1519) Product means any liquid hydrocarbon mixture in

any form, except crude oil, petrochemicals, and liquefied gases.

(1520) 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.

(1521) Slop tank means a tank specifically designated for

the collection of cargo drainings, washings, and other

oily mixtures.

(1522) Tank means an enclosed space that is formed by the

permanent structure of a vessel, and designed for the

carriage of liquid in bulk.

(1523) Tank barge means a tank vessel not equipped with a

means of self-propulsion.

(1524) 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—

(1525) (1) Is a vessel of the United States;

(1526) (2) Operates on the navigable waters of the United

States; or

(1527) (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.

(1528) Tankship means a tank vessel propelled by mechanical power or sail.

(1529) 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.

(1530) Wing tank means a tank that is located adjacent to

the side shell plating.

§157.04 Authorization of classification societies.

(1531) (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.

(1532) (b) If a CS desires authorization to perform the

plan reviews, certifications, and inspections required

under this part, it must submit to the Commandant

(CG-543), U.S. Coast Guard, Washington, DC 20593-

0001, evidence from the governments concerned showing that they have authorized the CS to inspect and certify vessels on their behalf under the MARPOL 73/78.

(1533) (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.

(1534) (d) Acceptance as an authorized CS terminates unless the following are met:

(1535) (1) The authorized CS must have each Coast Guard

regulation that is applicable to foreign vessels on the

navigable waters of the United States.

(1536) (2) Each issue concerning equivalents to the regulations in this part must be referred to the Coast Guard

for determination.

(1537) (3) Copies of any plans, calculations, records of inspections, or other documents relating to any plan

90 ■ Chapter 2 ■ Coast Pilot 2
review, inspection, or certification performed to meet

this part must be made available to the Coast Guard.

(1538) (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.

(1539) (5) A copy of the final documentation that is issued

to each vessel that is certified under this part must be

referred to the Commandant (CG-543), U.S. Coast

Guard, Washington, D.C. 20593-0001.

Subpart B–Design,Equipment,and Installation

§157.08 Applicability of Subpart B.

(1540) NOTE: An “oil tanker” as defined in §157.03 includes barges as well as self-propelled vessels.

(1541) (a) Sections 157.10d and 157.11(g) apply to each

vessel to which this part applies.

(1542) (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.

(1543) (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.

(1544) (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.

(1545) (e) Sections 157.11 (a) through (f), 157.12, and

157.15 do not apply to a vessel, except an oil tanker,

that carries less than 1,000 cubic meters of crude oil or

products in bulk as cargo and which retains oil mixtures on board and discharges them to a reception facility.

(1546) (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 moni toring.

(1547) (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.

(1548) (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.

(1549) (i) Section 157.09(d) does not apply to any:

(1550) (1) U.S. vessel in domestic trade that is constructed

under a contract awarded before January 8, 1976;

(1551) (2) U.S. vessel in foreign trade that is constructed

under a contract awarded before April 1, 1977; or

(1552) (3) Foreign vessel that is constructed under a contract awarded before April 1, 1977.

(1553) (j) Sections 157.09 and 157.10a do not apply to a

new vessel that:

(1554) (1) Is constructed under a building contract

awarded after June 1, 1979;

(1555) (2) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

January 1, 1980;

(1556) (3) Is delivered after June 1, 1982; or

(1557) (4) Has undergone a major conversion for which:

(1558) (i) The contract is awarded after June 1, 1979;

(1559) (ii) In the absence of a contract, conversion is begun after January 1, 1980; or

(1560) (iii) Conversion is completed after June 1, 1982.

(1561) (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.

(1562) (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.

(1563) (m) Section 157.12 does not apply to a U.S. vessel

that:

(1564) (1) Is granted an exemption under Subpart F of this

part; or

(1565) (2) Is engaged solely in voyages that are:

(1566) (i) Between ports or places within the United

States, its territories or possessions;

(1567) (ii) Of less than 72 hours in length; and

(1568) (iii) At all times within 50 nautical miles of the

nearest land.

(1569) (n) Section 157.10d does not apply to:

(1570) (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);

(1571) (2) An oil spill response vessel;

Navigation Regulations ■ Chapter 2 ■ 91
(1572) (3) Before January 1, 2015–

(1573) (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

(1574) (ii) A delivering vessel that is offloading oil in bulk

as cargo in lightering activities–

(1575) (A) Within a lightering zone established under 46

U.S.C. 3715(b)(5); and

(1576) (B) More than 60 miles from the territorial sea base

line, as defined in 33 CFR 2.20.

(1577) (4) A vessel documented under 46 U.S.C., Chapter

121, that was equipped with a double hull before August 12, 1992;

(1578) (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

(1579) (6) A vessel in the National Defense Reserve Fleet

pursuant to 50 App. U.S.C. 1744.

§157.10d Double hulls on tank vessels.

(1580) (a) With the exceptions stated in §157.08(n), this

section applies to a tank vessel—

(1581) (1) For which the building contract is awarded after June 30, 1990; or

(1582) (2) That is delivered after December 31, 1993;

(1583) (3) That undergoes a major conversion for which;

(1584) (i) The contract is awarded after June 30, 1990; or

(1585) (ii) Conversion is completed after December 31,

1993; or

(1586) (4) That is otherwise required to have a double hull

by 46 U.S.C. 3703a(c).

(1587) NOTE: 46 U.S.C. 3703a(c) is shown in appendix G

to this part.

(1588) (b) Each vessel to which this section applies must

be fitted with:

(1589) (1) A double hull in accordance with this section;

and

(1590) (2) If §157.10 applies, segregated ballast tanks and

a crude oil washing system in accordance with that section.

(1591) (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:

(1592) (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:

(1593) (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.).

(1594) (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.).

(1595) (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.

(1596) (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:

(1597) (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.).

(1598) (ii) For a vessel of less than 5,000 DWT: h=B/15, but

in no case less than 0.76 meter (30 in.).

(1599) (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.

(1600) (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—

(1601) (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

92 ■ Chapter 2 ■ Coast Pilot 2
shown in Figure 157.10d(c) and specified in Paragraph

(c)(1) of this section.

(1602) (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.

(1603) (4) For a vessel to which §157.10(b) applies that is

built under a contract awarded after September 11,

1992.

(1604) (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.

(1605) (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.

(1606) (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:

(1607) (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

(1608) (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.

(1609) (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.

(1610) (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.

(1611) (e) Except as provided in Paragraph (e)(3) of this

section, a vessel must not carry any oil in any tank extending forward of:

(1612) (1) The collision bulkhead; or

(1613) (2) In the absence of a collision bulk-head, the

transverse plane perpendicular to the centerline

through a point located:

(1614) (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;

(1615) (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

(1616) (iii) On each vessel which operates exclusively as a

box or trail barge, 61 cm. (2 ft.) aft of the headlog.

(1617) (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.

(1618) (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.

(1619) (a) The purpose of this subpart is to establish mandatory safety and operational requirements to reduce

environmental damage resulting from petroleum oil

spills.

(1620) (b) This subpart applies to each tank vessel specified in §157.01 of this part that—

(1621) (1) Is 5,000 gross tons or more;

Navigation Regulations ■ Chapter 2 ■ 93
(1622) (2) Carries petroleum oil in bulk as cargo or oil

cargo residue; and

(1623) (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.

(1624) (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—

(1625) (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

(1626) (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.

(1627) (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.

(1628) (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.

(1629) (d) The tankship owner or operator shall ensure

that the performance test results, recorded in the format of Appendix 6 of the Explanatory Notes in

MSC/Circ. 644., are prominently displayed in the

wheelhouse.

(1630) (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.

(1631) Part 160 contains regulations implementing the

Ports and Waterways Safety Act (33 U.S.C. 1221) and related statutes.

§160.3 Definitions.

(1632) For the purposes of this subchapter:

(1633) 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.

(1634) 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.

(1635) Commandant means the Commandant of the United

States Coast Guard.

(1636) 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.

(1637) Deviation means any departure from any rule in

this subchapter.

(1638) 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.

(1639) ETA means estimated time of arrival.

(1640) 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.

(1641) Person means an individual, firm, corporation, association, partnership, or governmental entity.

(1642) 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.

(1643) Tanker means a self-propelled tank vessel constructed or adapted primarily to carry oil or hazardous

materials in bulk in the cargo spaces.

(1644) 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.

94 ■ Chapter 2 ■ Coast Pilot 2
(1645) Vehicle means every type of conveyance capable of

being used as a means of transportation on land.

(1646) Vessel means every description of watercraft or

other artificial contrivance used, or capable of being

used, as a means of transportation on water.

(1647) 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.

(1648) 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.

(1649) 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.

(1650) VTS Special Area means a waterway within a VTS

area in which special operating requirements apply.

§160.5 Delegations.

(1651) (a) District Commanders and Captains of the Ports

are delegated the authority to establish safety zones.

(1652) (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.

(1653) (c) Under the provisions of 33 CFR 1.05-1, District

Commanders have been delegated authority to establish regulated navigation areas.

(1654) (d) Subject to the supervision of the cognizant Captain of the Port and District Commander, Commanding

Officers, Vessel Traffic Services are delegated authority

under 33 CFR 1.01-30 to discharge the duties of the

Captain of the Port that involve directing the operation, movement and anchorage of vessels within a Vessel Traffic Service area including management of vessel

traffic within anchorages, regulated navigation areas

and safety zones, and to enforce Vessel Traffic Service

and ports and waterways safety regulations. This authority may be exercised by Vessel Traffic Center personnel. The Vessel Traffic Center may, within the Vessel

Traffic Service area, provide information, make recommendations, or to a vessel required under Part 161 of

this chapter to participate in a Vessel Traffic Service, issue an order, including an order to operate or anchor as

directed; require the vessel to comply with orders

issued; specify times of entry, movement or departure;

restrict operations as necessary for safe operation under the circumstances; or take other action necessary

for control of the vessel and the safety of the port or of

the marine environment.

§160.7 Appeals.

(1655) (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.

(1656) (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.

(1657) (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

Navigation Regulations ■ Chapter 2 ■ 95
the ruling, the Area Commander may, as a matter of

discretion, allow oral presentation on the issues.

(1658) (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.

(1659) (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.

(1660) This subpart describes the authority exercised by

District Commanders and Captains of the Ports to insure the safety of vessels and waterfront facilities, and

the protection of the navigable waters and the resources therein. The controls described in this subpart

are directed to specific situations and hazards.

§160.103 Applicability.

(1661) (a) This subpart applies to any–

(1662) (1) Vessel on the navigable waters of the United

States, except as provided in paragraphs (b) and (c) of

this section;

(1663) (2) Bridge or other structure on or in the navigable

waters of the United States; and

(1664) (3) Land structure or shore area immediately adjacent to the navigable waters of the United States.

(1665) (b) This subpart does not apply to any vessel on the

Saint Lawrence Seaway.

(1666) (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–

(1667) (1) Innocent passage through the territorial sea of

the United States;

(1668) (2) Transit through the navigable waters of the

United States which form a part of an international

strait.

§160.105 Compliance with orders.

(1669) 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.

(1670) 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.

(1671) (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–

(1672) (1) Direct the handling, loading, unloading, storage, 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

96 ■ Chapter 2 ■ Coast Pilot 2
(1673) (2) Conduct examinations to assure compliance

with the safety equipment requirements for structures.

§160.111 Special orders applying to vessel

operations.

(1674) Each District Commander or Captain of the Port

may order a vessel to operate or anchor in the manner

directed when–

(1675) (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;

(1676) (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

(1677) (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.

(1678) (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.

(1679) (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:

(1680) (1) Fails to comply with any applicable regulation;

(1681) (2) Discharges oil or hazardous material in violation of any law or treaty of the United States;

(1682) (3) Does not comply with applicable vessel traffic

service requirements;

(1683) (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.

(1684) (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.

(1685) (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.

(1686) (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.

(1687) This subpart contains requirements and procedures for submitting Notices of Arrival (NOA) and Notice of Hazardous Condition. The sections in this

subpart describe:

(1688) (a) Applicability and exemptions from requirements in this subpart;

(1689) (b) Required information in an NOA;

(1690) (c) Required changes to an NOA;

(1691) (d) Methods and times for submission of an NOA

and changes to an NOA;

(1692) (e) How to obtain a waiver; and

(1693) (f) Requirements for submission of the Notice of

Hazardous Conditions.

§160.202 Applicability.

(1694) (a) This subpart applies to U.S. and foreign vessels

bound for or departing from ports or places in the

United States.

(1695) (b) This subpart does not apply to recreational vessels under 46 U.S.C. 4301 et seq.

(1696) (c) Unless otherwise specified in this subpart, the

owner, agent, master, operator, or person in charge of a

Navigation Regulations ■ Chapter 2 ■ 97
vessel regulated by this subpart is responsible for compliance with the requirements in this subpart.

(1697) (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.

(1698) (a) Except for reporting notice of hazardous conditions, the following vessels are exempt from requirements in this subpart:

(1699) (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.

(1700) (2) Oil Spill Recovery Vessels (OSRVs) when engaged in actual spill response operations or during spill

response exercises.

(1701) (3) Vessels operating upon the following waters:

(1702) (i) Mississippi River between its sources and mile

235, Above Head of Passes;

(1703) (ii) Tributaries emptying into the Mississippi River

above mile 235;

(1704) (iii) Atchafalaya River above its junction with the

Plaquemine-Morgan City alternate waterway and the

Red River; and

(1705) (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.

(1706) (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:

(1707) (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).

(1708) (2) Vessels operating exclusively within a Captain

of the Port Zone.

(1709) (3) Vessels arriving at a port or place under force

majeure.

(1710) (4) Towing vessels and barges operating solely between ports or places in the continental United States.

(1711) (5) Public vessels.

(1712) (6) Except for tank vessels, U.S. vessels operating

solely between ports or places in the United States on

the Great Lakes.

(1713) (c) Vessels less than 500 gross tons need not submit

the International Safety Management (ISM) Code Notice (Entry (7) to Table 160.206).

(1714) (d) [Suspended]

(1715) (e) [Suspended]

(1716) (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.

(1717) As used in this subpart:

(1718) 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.

(1719) Barge means a non-self propelled vessel engaged in

commerce.

(1720) 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.

(1721) Certain dangerous cargo (CDC) includes any of the

following:

(1722) (1) Division 1.1 or 1.2 explosives as defined in 49

CFR 173.50.

(1723) (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.

(1724) (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.

(1725) (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.

(1726) (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.

(1727) (6) Class 7, “highway route controlled quantity” radioactive material or “fissile material, controlled shipment,” as defined in 49 CFR 173.403.

(1728) (7) Bulk liquefied chlorine gas and Bulk liquefied

gas cargo that is flammable and/or toxic and carried

under 46 CFR 154.7.

(1729) (8) The following bulk liquids:

(1730) (i) Acetone cyanohydrin,

(1731) (ii) Allyl alcohol,

(1732) (iii) Chlorosulfonic acid,

(1733) (iv) Crotonaldehyde,

(1734) (v) Ethylene chlorohydrin,

(1735) (vi) Ethylene dibromide,

(1736) (vii) Methacrylonitrile, and

(1737) (viii) Oleum (fuming sulfuric acid).

(1738) (9) Ammonium nitrate and ammonium nitrate

base fertilizers, in bulk, listed as a Division 5.1 material

in 49 CFR 172.101.

(1739) (10) Propylene oxide, alone or mixed with ethylene

oxide, in bulk.

98 ■ Chapter 2 ■ Coast Pilot 2
(1740) 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.”

(1741) 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.

(1742) 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.

(1743) 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.

(1744) 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.

(1745) Nationality means the state (nation) in which a

person is a citizen or to which a person owes permanent allegiance.

(1746) 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.

(1747) Persons in addition to crewmembers mean any

person onboard the vessel, including passengers, who

are not included on the list of crewmembers.

(1748) Port or place of departure means any port or place

in which a vessel is anchored or moored.

(1749) Port or place of destination means any port or

place in which a vessel is bound to anchor or moor.

(1750) 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.

(1751) 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.

(1752) 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.

(1753) (a) Each NOA must contain all of the information

items specified in Table 160.206.

(1754) (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.

(1755) (c) You may submit a copy of INS Form I–418 to

meet the requirements of entries (4) and (5) in Table

160.206.

(1756) (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.

(1757) (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.

(1758) (b) Changes in the following information need not

be reported:

(1759) (1) Changes in arrival or departure times that are

less than six (6) hours;

(1760) (2) Changes in vessel location or position of the

vessel at the time of reporting (entry (2)(vi) to Table

160.206); and

(1761) (3) Changes to crewmembers’ position or duties on

the vessel (entry (5)(v) to Table 160.206).

(1762) (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.

(1763) (a) Submission to the National Vessel Movement

Center (NVMC). Except as provided in paragraphs (b)

and (c) of this section, vessels must submit NOA

Navigation Regulations ■ Chapter 2 ■ 99
100 ■ Chapter 2 ■ Coast Pilot 2

TABLE 160.206.—NOA INFORMATION ITEMS

Required information

Vessels not

carrying

CDC

Vessels Carrying CDC

Vessels

Towing ves- sels control- ling vessels

carrying CDC

(1) Vessel Information:

(i) Name; .......................................... XX X

(ii) Name of the registered owner; ............................ XX X

(iii) Country of registry; ................................. XX X

(iv) Call sign;........................................ XX X

(v) International Maritime Organization (IMO) international number or,

if vessel does not have an assigned IMO international number, substitute with

official number; .................................... XX X

(vi) Name of the operator; ................................ XX X

(vii) Name of the charterer; and.............................. XX X

(viii) Name of classification society ............................ XX X

(2) Voyage Information:

(i) Names of last five ports or places visited; ....................... XX X

(ii) Dates of arrival and departure for last five ports or places visited;.......... XX 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;.......... XX X

(iv) For each port or place in the United States to be visited, the estimated date

and time of arrival; .................................. XX X

(v) For each port or place in the United States to be visited, the estimated date

and time of departure;................................. XX 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; and...... XX X

(vii) The name and telephone number of a 24-hour point of contact .......... XX X

(3) Cargo Information:

(i) A general description of cargo, other than CDC, onboard the vessel (e.g.:

grain, container, oil, etc);................................. XX X

(ii) Name of each certain dangerous cargo carried, including cargo UN number,

if applicable; and.................................... ......... X X

(iii) Amount of each certain dangerous cargo carried .................. ......... X X

(4) Information for each Crewmember Onboard:

(i) Full name; ....................................... XX X

(ii) Date of birth; ..................................... XX X

(iii) Nationality; ...................................... XX X

(iv) Passport or mariners document number (type of identification and number); XX X

(v) Position or duties on the vessel; and ......................... XX X

(vi) Where the crewmember embarked (list port or place and country)......... XX X

(5) Information for each Person Onboard in Addition to Crew: XX X

(i) Full name; ....................................... XX X

(ii) Date of birth; ..................................... XX X

(iii) Nationality; ...................................... XX X

(iv) Passport number; and ................................ XX X

(v) Where the person embarked (list port or place and country).............
information required by §160.206 (entries 1 through 9

in Table 160.206) to the NVMC, United States Coast

Guard, 408 Coast Guard Drive, Kearneysville, WV

25430, by:

(1764) (1) Electronic submission via the electronic Notice

of Arrival and Departure (eNOAD) and consisting of the

following three formats:

(1765) (i) A Web site that can be used to submit NOA information directly to the NVMC, accessible from the

NVMC web site at http://www.nvmc.uscg.gov;

(1766) (ii) Electronic submission of Extensible Markup

Language (XML) formatted documents via web service;

(1767) (iii) Electronic submission via Microsoft InfoPath;

contact the NVMC at sans@nvmc.uscg.gov or by telephone at 1-800-708-9823 or 304-264-2502 for more information;

(1768) (2) E-mail at sans@nvmc.uscg.gov. Workbook

available at http://www.nvmc.uscg.gov;

(1769) (3) Fax at 1-800-547-8724 or 304-264-2684. Workbook available at http://www.nvmc.uscg.gov; or,

(1770) (4) Telephone at 1-800-708-9823 or 304-264-2502.

(1771) (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.

(1772) (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).

(1773) (d) [Suspended].

§160.212 When to submit an NOA.

(1774) (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.

(1775) (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

Navigation Regulations ■ Chapter 2 ■ 101

TABLE 160.206.—NOA INFORMATION ITEMS

Required information

Vessels not

carrying

CDC

Vessels Carrying CDC

Vessels

Towing vessels

controlling ves- sels carrying

CDC

(6) Operational condition of equipment required by §164.35 of this chapter...... XX X

(7) International Safety Management (ISM) Code Notice:

(i) The date of issuance for the company’s Document of Compliance certificate

that covers the vessel; ................................. XX X

(ii) The date of issuance for the vessel’s Safety Management Certificate; and ...... XX X

(iii) The name of the Flag Administration, or the recognized organization(s)

representing the vessel flag administration, that issued those certificates ..... XX X

(8) [Suspended]

(9) International Ship and Port Facility Code (ISPS) Notice*:

(i) The date of issuance for the vessel’s International Ship Security Certificate (ISSC), if

any; · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · XX X

(ii) Whether the ISSC, if any, is an initial Interim ISSC, subsequent and consecutive In- terim ISSC, or final ISSC; · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · XX X

(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; · · · · · · · XX X

(v) The name and 24-hour contact information for the Company Security Officer; and X X X

(vi) The name of the Flag Administration, or the recognized security organization(s)

representing the vessel flag Administration that issued the ISSC. · · · · · · · · · · · XX X

*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.
before departure but at least 12 hours before entering

the port or place of destination.

(1776) (3) Times for submitting NOAs areas follows:

If your voyage time is– You must submit an NOA–

(i) 96 hours or more; or At least 96 hours before entering

the port or place of destination;

or

(ii) Less than 96 hours Before departure but at least 24

hours before entering the port or

place of destination.

(1777) (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.

(1778) (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.

(1779) (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.

(1780) (c) [Suspended]

§160.214 Waivers.

(1781) 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.

(1782) Whenever there is a hazardous condition either

aboard a vessel or caused by a vessel or its operation,

the owner, agent, master, operator, or person in charge

shall immediately notify the nearest Coast Guard Sector Office or Group Office. (Compliance with this section does not relieve responsibility for the written

report required by 46 CFR 4.05–10.)

Part 161–Vessel Traffic Management

Subpart A–Vessel Traffic Services

General Rules

§161.1 Purpose and Intent.

(1783) (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.

(1784) (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.

(1785) (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.

(1786) (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.

(1787) For the purposes of this part:

(1788) 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

102 ■ Chapter 2 ■ Coast Pilot 2
disputes, and renders assistance in emergencies in adjoining United States and Canadian waters.

(1789) 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:

(1790) (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.

(1791) (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.

(1792) (3) Vessel characteristics that affect or restrict maneuverability, such as cargo arrangement, trim, loaded

condition, underkeel clearance, speed, or similar characteristics.

(1793) 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.

(1794) 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.

(1795) Towing Vessel means any commercial vessel engaged in towing another vessel astern, alongside, or by

pushing ahead.

(1796) Vessel Movement Center (VMC) means the shorebased facility that operates the vessel tracking system

for a Vessel Movement Reporting System (VMRS) area

or sector within such an area. The VMC does not necessarily have the capability or qualified personnel to interact with marine traffic, nor does it necessarily

respond to traffic situations developing in the area, as

does a Vessel Traffic Service (VTS).

(1797) 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).

(1798) 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.

(1799) 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.

(1800) 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.

(1801) 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.

(1802) 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.

(1803) VTS Special Area means a waterway within a VTS

area in which special operating requirements apply.

(1804) VTS User means a vessel, or an owner, operator,

charterer, master, or person directing the movement of

a vessel, that is:

(1805) (a) Subject to the Vessel Bridge-to-Bridge Radiotelephone Act; or

(1806) (b) Required to participate in a VMRS within a VTS

area (VMRS User).

(1807) 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.

(1808) 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.

(1809) Each VTS User shall carry on board and maintain

for ready reference a copy of these rules.

(1810) 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

Navigation Regulations ■ Chapter 2 ■ 103
publication, contain additional information which may

assist the prudent mariner while in the appropriate

VTS area.

§161.5 Deviations from the rules.

(1811) (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.

(1812) (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.

(1813) 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:

(1814) (a) Hazardous conditions or circumstances;

(1815) (b) Vessel congestion;

(1816) (c) Traffic density;

(1817) (d) Environmental conditions;

(1818) (e) Aids to navigation status;

(1819) (f) Anticipated vessel encounters;

(1820) (g) Another vessel’s name, type, position, hazardous vessel operating conditions, if applicable, and intended navigation movements, as reported;

(1821) (h) Temporary measures in effect;

(1822) (i) A description of local harbor operations and

conditions, such as ferry routes, dredging, and so forth;

(1823) (j) Anchorage availability; or

(1824) (k) Other information or special circumstances.

§161.11 VTS measures.

(1825) (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:

(1826) (1) Designating temporary reporting points and

procedures;

(1827) (2) Imposing vessel operating requirements; or

(1828) (3) Establishing vessel traffic routing schemes.

(1829) (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.

(1830) (a) Subject to the exigencies of safe navigation, a

VTS User shall comply with all measures established or

directions issued by a VTS.

(1831) (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.

(1832) (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.

(1833) 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.

(1834) (d) As soon as practicable a VTS User shall notify

the VTS of any of the following:

(1835) (1) A marine casualty as defined in 46 CFR 4.05-1;

(1836) (2) Involvement in the ramming of a fixed or floating object;

(1837) (3) A pollution incident as defined in §151.15 of

this chapter:

(1838) (4) A defect or discrepancy in an aid to navigation;

(1839) (5) A hazardous condition as defined in §160.203 of

this chapter;

(1840) (6) Improper operation of vessel equipment required by Part 164 of this chapter;

(1841) (7) A situation involving hazardous materials for

which a report is required by 49 CFR 176.48; and

104 ■ Chapter 2 ■ Coast Pilot 2
Navigation Regulations ■ Chapter 2 ■ 105

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.
106 ■ Chapter 2 ■ Coast Pilot 2

TABLE 161.12(C)-VTS and VMRS Centers, Call Signs/MMSI, Designated Frequencies, and 

Monitoring Areas

Center MMSI1 Call Sign Designated frequency (Channel designation)-purpose2 Monitoring Area 3, 4

Port Authur6 003669955

Sabine Traffi c

(to be determined) The navigable waters south of 30°10'N, east of 94°20'W, west of 93°22'W, and, 

north of 29°10'N.

Prince William Sound 003669958

Valdez Traffi c 156.650 MHz (Ch. 13)

The navigable waters south of 61°05'N, east of 147°20'W, north of 60°N, and west 

of 146°30'W; and, all navigable waters in Port Valdez.

Puget Sound7

Seattle Traffi c 003669957

156.700 MHz (Ch. 14) The waters of Puget Sound, Hood Canal and adjacent waters south of a line connecting Nodule Point and Bush Point in Admiralty Inlet and south of a line drawn 

due east from the southernmost tip of Possession Point on Whidbey Island to the 

shoreline.

Seattle Traffi c 003669957 156.250 MHz (Ch. 5A) The waters of the Strait of Juan de Fuca east of 124°40'W excluding the waters in 

the central portion of the Strait of Juan de Fuca north and east of Race Rocks; the 

navigable waters of the Strait of Georgia east of 122°52'W; the San Juan Island 

Archipelago, Rosario Strait, Bellingham Bay; Admiralty Inlet north of a line connecting Nodule Point and Bush Point and all waters east of Whidbey Island North 

of a line drawn due east from the southernmost tip of Possession Point on Whidbey 

Island to the shoreline.

Tofi no Traffi c 003160012 156.725 MHz (Ch. 74) The waters west of 124°40'W within 50 nautical miles of the coast of Vancouver 

Island including the waters north of 48°N, and east of 127°W.

Victoria Traffi c 003160010 156.550 MHz (Ch. 11) The waters of the Strait of Georgia west of 122°52'W, the navigable waters of the 

central Strait of Juan de Fuca north and east of Race Rocks, including the Gulf 

Island Archipelago, Boundary Pass and Haro Strait.

San Francisco 003669956

San Francisco Traffi c

156.700 MHz (Ch. 14) The navigable waters of the San Francisco Offshore Precautionary Area, the 

navigable waters shoreward of the San Francisco Offshore Precautionary Area 

east of 122°42.0'W and north of 37°40.0'N extending eastward through the Golden 

Gate, and the navigable waters of San Francisco Bay and as far east as the port of 

Stockton on the San Joaquin River, as far north as the port of Sacramento on the 

Sacramento River.

San Francisco Traffi c 156.600 MHz (Ch. 12) The navigable waters within a 38 nautical mile radius of Mount Tamalpais 

(37°55.8'N, 122°34.6'W) west of 122°42.0'W and south of 37°40.0'N and excluding 

the San Francisco Offshore Precautionary Area.

St. Marys River 003669953

Soo Traffi c

156.600 MHz (Ch. 12) The waters of the St. Marys River between 45°57'N (De Tour Reef Light) and 

46°38.7'N (lle Parisienne Light), except the St. Marys Falls Canal and those navigable waters east of a line from 46°04.16'N and 46°01.57'N (La Pointe to Sims Point 

in Potagannissing Bay and Worsley Bay.)

Notes:

1

 Maritime Mobile Service Identifi er (MMSI) is a unique nine-digit number assigned that identifi es ship stations, ship earth stations, coast stations, coast earth stations, and group calls for use by a digital selective calling (DSC) radio, an INMARSAT ship earth station or AIS. AIS requirements are set forth in §§161.21 and 

164.46 of this subchapter. The requirements set forth in §§161.21 and 164.46 of this subchapter apply in those areas denoted with a MMSI number.

2

 In the event of a communication failure, diffi culties or other safety factors, the Center may direct or permit a user to monitor and report on any other designated 

monitoring frequency or the bridge-to-bridge navigational frequency, 156.650 MHz (Channel 13) or 156.375 MHz (Ch. 67), to the extent that doing so provides a 

level of safety beyond that provided by other means. The bridge-to-bridge navigational frequency, 156.650 MHz (Ch. 13), is used in certain monitoring areas where 

the level of reporting does not warrant a designated frequency.

3 All geographic coordinates (latitude and longitude) are expressed in North American Datum of 1983 (NAD 83).

4 Some monitoring areas extend beyond navigable waters. Although not required, users are strongly encouraged to maintain a listening watch on the designated monitoring frequency in these areas. Otherwise, they are required to maintain watch as stated in 47 CFR 80.148.

5

 In addition to the vessels denoted in Section 161.16 of this chapter, requirements set forth in subpart B of 33 CFR part 161 also apply to any vessel transiting VMRS 

Buzzards Bay required to carry a bridge-to-bridge radiotelephone by part 26 of this chapter.

6

 Until rules regarding VTS Lower Mississippi River and VTS Port Arthur are published, vessels are exempted of all VTS and VMRS requirements set forth in 33 

CFR part 161, except those set forth in §§161.21 and 164.46 of this subchapter.

7

 A Cooperative Vessel Traffi c Service was established by the United States and Canada within adjoining waters. The appropriate Center administers the rules issued 

by both nations; however, enforces only its own set of rules within its jurisdiction. Note, the bridge-to-bridge navigational frequency, 156.650 MHz (Ch. 13), is not 

so designated in Canadian waters, therefore users are encouraged and permitted to make passing arrangements on the designated monitoring frequencies.
(1842) (8) A hazardous vessel operating condition as defined in §161.2.

§161.13 VTS Special Area Operating Requirements.

(1843) The following operating requirements apply within

a VTS Special Area:

(1844) (a) A VTS User shall, if towing astern, do so with as

short a hawser as safety and good seamanship permits.

(1845) (b) A VMRS User shall:

(1846) (1) Not enter or get underway in the area without

prior approval of the VTS;

(1847) (2) Not enter a VTS Special Area if a hazardous vessel operating condition or circumstance exists;

(1848) (3) Not meet, cross, or overtake any other VMRS

User in the area without prior approval of the VTS; and

(1849) (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.

(1850) (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.

(1851) (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.

(1852) Unless otherwise stated, the provisions of this

subpart apply to the following vessels and VMRS Users:

(1853) (a) Every power-driven vessel of 40 meters (approximately 131 feet) or more in length, while navigating;

(1854) (b) Every towing vessel of 8 meters (approximately

26 feet) or more in length, while navigating; or

(1855) (c) Every vessel certificated to carry 50 or more

passengers for hire, when engaged in trade.

§161.17 Definitions.

(1856) As used in the subpart:

(1857) Center means a Vessel Traffic Center or Vessel

Movement Center.

(1858) 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.

(1859) (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);

(1860) (2) Establish other means of reporting for those

vessels unable to report on the designated frequency;

or

(1861) (3) Require reports from a vessel in sufficient time

to allow advance vessel traffic planning.

(1862) (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).

(1863) (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.

(1864) 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.

(1865) (d) A vessel must report:

(1866) (1) Any significant deviation from its Sailing Plan,

as defined in §161.19, or from previously reported information; or

(1867) (2) Any intention to deviate from a VTS issued measure or vessel traffic routing system.

(1868) (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).

(1869) Unless otherwise stated, at least 15 minutes before

navigating a VTS area, a vessel must report the:

(1870) (a) Vessel name and type;

(1871) (b) Position;

(1872) (c) Destination and ETA;

(1873) (d) Intended route;

Navigation Regulations ■ Chapter 2 ■ 107
108 ■ Chapter 2 ■ Coast Pilot 2

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 de- grees and minutes suffixed with E (east) or W (west); or,

D DELTA ..... Position .............. True bearing (first 3 digits) and distance (state distance) in nautical

miles from a clearly identified landmark (state landmark).

E ECHO ...... True course ............ A 3 digit group.

F FOXTROT .... Speed in knots and tenths of knots A 3 digit group.

G GOLF ...... Port of Departure ......... Name of last port of call.

H HOTEL ..... Date, time and point of entry

system.

Entry time expressed as in (B) and into the entry position

expressed as in (C) or (D).

I INDIA ...... Destination and expected time of

arrival.

Name of port and date time group expressed as in (B).

J JULIET...... Pilot ................ State whether a deep sea or local pilot is on board.

K KILO....... Date, time and point of exit from

system.

Exit time expressed as in (B) and exit position expressed as in (C) or

(D).

L LIMA ...... Route information ........ Intended track.

M MIKE ...... Radio ................ State in full names of communications stations/frequencies

guarded.

N NOVEMBER ... Time of next report ........ Date time group expressed as in (B).

O OSCAR...... Maximum present static draught

in meters. 4 digit group giving meters and centimeters.

P PAPA ...... Cargo on board .......... Cargo and brief details of any dangerous cargoes as well as harmful

substances and gases that could endanger persons or the environment.

Q QUEBEC..... Defects, damage, deficiencies or

limitations.

Brief detail of defects, damage, deficiencies or other limitations.

R ROMEO ..... Description of pollution or

dangerous goods lost.

Brief details of type of pollution (oil, chemicals, etc) or dangerous

goods lost overboard; position expressed as in (C) or (D).

S SIERRA ..... Weather conditions ........ Brief details of weather and sea conditions prevailing.

T TANGO ..... Ship’s representative and/or

owner.

Details of name and particulars of ship’s representative and/or

owner for provision of information.

U UNIFORM .... Ship size and type ......... Details of length, breadth, tonnage, and type, etc., as required.

V VICTOR ..... Medical personnel ......... Doctor, physician’s assistant, nurse, no medic.

W WHISKEY .... Total number of persons on board. State number.

X XRAY ...... Miscellaneous ........... Any other information as appropriate. [i.e., a detailed description of

a planned operation, which may include: its duration; effective area;

any restrictions to navigation; notification procedures for approach- ing vessels; in addition, for a towing operation; configuration,

length of the tow, available horsepower, etc.; for a dredge or floating

plant: configuration of pipeline, mooring configuration, number of

assist vessels, etc.].
(1874) (e) Time and point of entry; and

(1875) (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).

(1876) A vessel must report its name and position:

(1877) (a) Upon point of entry into a VMRS area;

(1878) (b) At designated points as set forth in Subpart C;

or

(1879) (c) When directed by the Center.

§161.21 Automated reporting.

(1880) (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.

(1881) (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:

(1882) (1) Notify the Center;

(1883) (2) Make voice radio Position Reports at designated

reporting points as required by §161.20(b) of this part;

and

(1884) (3) Make any other reports as directed by the Center.

§161.22 Final Report (FR).

(1885) A vessel must report its name and position:

(1886) (a) On arrival at its destination; or

(1887) (b) When leaving a VTS area.

§161.23 Reporting exemptions.

(1888) (a) Unless otherwise directed, the following vessels

are exempted from providing Position and Final Reports due to the nature of their operation:

(1889) (1) Vessels on a published schedule and route;

(1890) (2) Vessels operating within an area of a radius of

three nautical miles or less; or

(1891) (3) Vessels escorting another vessel or assisting another vessel in maneuvering procedures.

(1892) (b) A vessel described in paragraph (a) of this section must:

(1893) (1) Provide a Sailing Plan at least 5 minutes but not

more than 15 minutes before navigating within the

VMRS area; and

(1894) (2) If it departs from its promulgated schedule by

more than 15 minutes or changes its limited operating

area, make the established VMRS reports, or report as

directed.

Subpart C–Vessel Traffic Service and Vessel

Movement Reporting System Areas and

Reporting Points

(1895) 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.

(1896) 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

east including the waters of the East River to the

Throgs Neck Bridge, excluding the Harlem River.

(1897) 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 facilitate advance vessel traffic management in the

VTS area and to receive VTSNY advisories and/or assistance.

§161.30 Vessel Traffic Service Louisville.

(1898) 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.

(1899) (a) The VTS area consists of the following major

waterways and portions of connecting waterways:

Galveston Bay Entrance Channel; Outer Bar Channel;

Inner Bar Channel: Bolivar Roads Channel; Galveston

Channel; Gulf ICW and Galveston-Freeport Cut-Off

from Mile 346 to Mile 352; Texas City Channel; Texas

City Turning Basin; Texas City Canal 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.

(1900) (b) Precautionary Areas. (Table 161.35(b))

Navigation Regulations ■ Chapter 2 ■ 109
(1901) (c) Reporting Points. (Table 161.35(c))

§161.40 Vessel Traffic Service Berwick Bay.

(1902) (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 (ICW 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.

(1903) (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.

(1904) (c) Reporting Points. (Table 161.40(c))

§161.45 Vessel Traffic Service St. Marys River.

(1905) (a) The VTS area consists of the navigable waters of

the St. Marys River and lower Whitefish Bay from

45°57'N. (De Tour Reef Light) to the south, to

46°38.7'N. (Ile Parisienne Light) to the north, except

the waters of the St. Marys Falls Canal, and to the east

along a line from La Pointe to Sims Point, within

Potagannissing Bay and Worsley Bay.

(1906) (b) Reporting Points. (Table 161.45(b))

Part 162–Inland Waterways Navigation

Regulations

§162.1 General.

(1907) Geographic coordinates expressed in terms of latitude or longitude, or both, are not intended for plotting

on maps or charts whose referenced horizontal datum

is the North American Datum of 1983 (NAD 83), unless

such geographic coordinates are expressly labeled NAD

83. Geographic coordinates without the NAD 83 reference may be plotted on maps or charts referenced to

NAD 83 only after application of the appropriate corrections that are published on the particular map or chart

being used.

§162.15 Manhasset Bay, N.Y.; seaplane restricted

area.

(1908) (a) The restricted area. An area in Manhasset Bay

between the shore at Manorhaven on the north and the

southerly limit line of the special anchorage area in

Manhasset Bay, west area at Manorhaven (described in

33 CFR 110.60), on the south; its axis being a line bearing 166°50' true from latitude 40°50'17.337", longitude

73°43'03.877", which point is on the south side of Orchard Beach Boulevard at Manorhaven; and being 100

feet wide for a distance of 380 feet in a southerly direction from the south side of Orchard Beach Boulevard,

and thence flaring to a width of 300 feet at the southerly limit line.

(1909) (b) The regulations. (1) Vessels shall not anchor or

moor within the restricted area.

(1910) (2) All vessels traversing the area shall pass directly

through without unnecessary delay, and shall give seaplanes the right-of-way at all times.

§162.20 Flushing Bay near La Guardia Airport,

Flushing, N.Y.; restricted area.

(1911) (a) The area. An area in the main channel in

Flushing Bay extending for a distance of 300 feet on either side of the extended center line of Runway No.

13–31 at La Guardia Airport.

(1912) (b) The regulations. (1) All vessels traversing in the

area shall pass directly through without unnecessary

delay.

(1913) (2) No vessels having a height of more than 35 feet

with reference to the plane of mean high water shall

enter or pass through the area whenever visibility is

less than one mile.

Part 164–Navigation Safety Regulations (in

part). For a complete description of this part

see 33 CFR 164.

§164.01 Applicability.

(1914) (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.

(1915) (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–

(1916) (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;

(1917) (2) Used solely for assistance towing as defined by

46 CFR 10.103;

(1918) (3) Used solely for pollution response; or

(1919) (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

110 ■ Chapter 2 ■ Coast Pilot 2
Navigation Regulations ■ Chapter 2 ■ 111

TABLE 161.35(b)–VTS HOUSTON/GALVESTON PRECAUTIONARY AREAS

Precautionary area name Radius

(yards)

Center Points

Latitude Longitude

Bolivar Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4000 29°20.9'N 94°47.0'W

Red Fish Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4000 29°29.8'N 94°51.9'W

Bayport Channel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4000 29°36.7'N 94°57.2'W

Morgans Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2000 29°41.0'N 94°59.0'W

Upper San Jacinto Bay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°42.3'N 95°01.1'W

Baytown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°43.6'N 95°01.4'W

Lynchburg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°45.8'N 95°04.8'W

Carpenter Bayou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°45.3'N 95°05.6'W

Jacintoport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°44.8'N 95°06.0'W

Greens Bayou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°44.8'N 95°10.2'W

Hunting Bayou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°44.3'N 95°12.1'W

Sims Bayou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°43.2'N 95°14.4'W

Brady Island . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°43.5'N 95°16.4'W

Buffalo Bayou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 29°45.0'N 95°17.3'W

Note: Each Precautionary Area encompasses a circular area of the radius denoted.

TABLE 161.35(c)–VTS HOUSTON/GALVESTON REPORTING POINTS

Designa- tor Geographic name Geographic description Latitude/

Longitude Notes

1 Galveston Bay Entrance Channel . Galveston Bay Entrance CH

Lighted Buoy (LB) “IC”

29°18.2'N

94°37.6'W

2 Galveston Bay Entrance Channel . Galveston Bay Entrance Channel

LB 11 and 12

29°20.6'N

94°44.6'W

E Bolivar Land Cut ............. Mile 349 Intracoastal Waterway

(ICW)

29°22.5'N

94°46.9'W

Tows entering HSC also

report at HSC LB 25 & 26

W Pelican Cut ................. Mile 351 ICW 29°21.4'N

94°48.5'W

Tows entering HSC also

report at HSC LB 25 & 26

G Galveston Harbor ............ Galveston Channel Lt. 2 29°20.2'N

94°46.6'W

Coast Guard Base

T Texas City Channel ........... Texas City Channel Lt. 12 29°22.4'N

94°50.9'W

X Houston Ship Channel ICW

Intersection ..................

Houston Ship Channel (HSC)

LB 25 and 26

29°22.2'N

94°48.1'W

Tows entering HSC from

ICW or Texas Cut only

3 Lower Galveston Bay .......... HSC Lt. 31 and LB 32 29°23.8'N

94°48.8'W

4 Red Fish Bar ................ HSC Lt. 53 and 54 29°30.3'N

94°52.4'W

P Bayport Ship Channel ......... Bayport Ship Channel Lt. 8 and 9 29°36.8'N

94°59.5'W

Bayport Land Cut

4A Upper Galveston Bay .......... HSC Lt. 69 and 70 29°34.7'N

94°55.8'W

Tows only
112 ■ Chapter 2 ■ Coast Pilot 2

TABLE 161.35(c)–VTS HOUSTON/GALVESTON REPORTING POINTS

Designa- tor Geographic name Geographic description Latitude/

Longitude Notes

5 Morgan’s Point .............. 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
route if he or she decides that exempting it would not

allow its unsafe navigation under anticipated conditions.

(1920) (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.

(1921) (d) Provisions of §164.46 apply to some self-propelled vessels of less than 1600 gross tonnage.

§164.02 Applicability exception for foreign

vessels.

(1922) (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:

(1923) (1) Are not destined for, or departing from, a port or

place subject to the jurisdiction of the United States;

and

(1924) (2) Are in:

(1925) (i) Innocent passage through the territorial sea of

the United States; or

(1926) (ii) Transit through navigable waters of the United

States which form a part of an international strait.

§164.03 Incorporation by reference.

(1927) (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.

(1928) (b) The materials approved for incorporation by

reference in this part and the sections affected are as

follows:

Navigation Regulations ■ Chapter 2 ■ 113

TABLE 161.45(b)–VTS ST. MARYS RIVER REPORTING POINTS

Designator Geographic name Geographic description Latitude/

Longitude Notes

1 Ile Parisienne. . . . . . . . . . . . . . . . . Ile Parisienne Light . . . . . . . . . . . . . . . . . . 46°37.3’N

84°45.9’W

Downbound Only.

2 Gros Cap Reef . . . . . . . . . . . . . . . . Gros Cap Reefs Light . . . . . . . . . . . . . . . . . 46°30.6’N

84°37.1’W

Upbound Only.

3 Round Island . . . . . . . . . . . . . . . . . Round Island Light 32 . . . . . . . . . . . . . . . . 46°26.9’N

84°31.7’W

4 Pointe Louise. . . . . . . . . . . . . . . . . Pointe Louise Light . . . . . . . . . . . . . . . . . . 46°27.8’N

84°28.2’W

5 West End of Locks . . . . . . . . . . . . . West Center Pierhead Light. . . . . . . . . . . . 46°30.2’N

84°22.2’W

Upbound Only.

6 East End of Locks . . . . . . . . . . . . . East Center Pierhead Light . . . . . . . . . . . . 46°30.1’N

84°20.3’W

Downbound Only.

7 Mission Point. . . . . . . . . . . . . . . . . Light 99 . . . . . . . . . . . . . . . . . . . . . . . . . . . 46°29.2’N

84°18.1’W

8 Six Mile Point . . . . . . . . . . . . . . . . Six Mile Point . . . . . . . . . . . . . . . . . . . . . . . 46°26.1’N

84°15.4’W

9 Ninemile Point . . . . . . . . . . . . . . . Light 80 . . . . . . . . . . . . . . . . . . . . . . . . . . . 46°23.5’N

84°14.1’W

10 West Neebish Channel . . . . . . . . . Light 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . 46°16.9’N

84°12.5’W

Downbound Only.

11 Munuscong Lake Junction . . . . . . Lighted Junction Buoy. . . . . . . . . . . . . . . . 46°10.8’N

84°05.6’W

12 De Tour Reef . . . . . . . . . . . . . . . . . De Tour Reef Light. . . . . . . . . . . . . . . . . . . 46°56.9’N

83°53.7’W

(3336)
(1929) American Petroleum Institute (API), 1220 L Street

NW., Washington, DC 20005

(1930) API Specifications 9A, Specification for Wire Rope,

Section 3, Properties and Tests for Wire and Wire Rope,

May 28, 1984 . . . . . . . . . . . . . . . . . . . . . . . . . . 164.74

(1931) American Society for Testing and Materials

(ASTM), 100 Barr Harbor Drive, West Conshohocken,

PA 19428-2959.

(1932) ASTM D4268-93, Standard Test Method for Testing

Fiber Ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.74

(1933) Cordage Institute, 350 Lincoln Street, Hingham,

MA 02043

(1934) CIA-3, Standard Test Methods for Fiber Rope Including Standard Terminations, Revised, June 1980

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164.74

(1935) International Electrotechnical Commission (IEC),

3, rue de Varemb, Geneva, Switzerland.

(1936) 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

(1937) 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

(1938) Resolution MSC.74(69), Annex 3, Recommendation on Performance Standards for a Universal Shipborne Automatic Identification System (AIS), adopted

May 12, 1998 . . . . . . . . . . . . . . . . . . . . . . . . . . 164.46

(1939) SN/Circ. 227, Guidelines for the Installation of a

Shipborne Automatic Identification System (AIS),

dated January 6, 2003 · · · · · · · · · · · · · · · · · · · 164.46

(1940) 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

(1941) 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

(1942) International Telecommunication Union Radiocommunication Bureau (ITU-R), Place de Nations

CH-1211 Geneva 20 Switzerland

(1943) (1) ITU-R Recommendation M.821, Optional Expansion of the Digital Selective-Calling System for Use

in the Maritime Mobile Service, 1992 . . . . . . . 164.43

(1944) (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

(1945) 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

(1946) Radio Technical Commission for Maritime Services, 655 Fifteenth Street, NW., Suite 300, Washington, DC 20005

(1947) (1) RTCM Paper 12-78/DO-100, Minimum Performance Standards, Loran C Receiving Equipment, 1977

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164.41

(1948) (2) RTCM Paper 194-93/SC104-STD, RTCM Recommended Standards for Differential NAVSTAR GPS

Service, Version 2.1, 1994 . . . . . . . . . . . . . . . . 164.43

(1949) (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

(1950) (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.

(1951) The owner, master, or person in charge of each vessel underway shall ensure that:

(1952) (a) The wheelhouse is constantly manned by persons who–

(1953) (1) Direct and control the movement of the vessel;

and

(1954) (2) Fix the vessel’s position;

(1955) (b) Each person performing a duty described in

paragraph (a) of this section is competent to perform

that duty;

(1956) (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;

(1957) (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;

(1958) (e) Buoys alone are not used to fix the vessel’s position;

(1959) 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

114 ■ Chapter 2 ■ Coast Pilot 2
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.

(1960) (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;

(1961) (g) Rudder orders are executed as given;

(1962) (h) Engine speed and direction orders are executed

as given;

(1963) (i) Magnetic variation and deviation and gyrocompass errors are known and correctly applied by the person directing the movement of the vessel;

(1964) (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.);

(1965) (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.

(1966) (1) Current velocity and direction for the area to be

transited are known by the person directing the movement of the vessel;

(1967) (m) Predicted set and drift are known by the person

directing movement of the vessel;

(1968) (n) Tidal state for the area to be transited is known

by the person directing movement of the vessel;

(1969) (o) The vessel’s anchors are ready for letting go;

(1970) (p) The person directing the movement of the vessel sets the vessel’s speed with consideration for–

(1971) (1) The prevailing visibility and weather conditions;

(1972) (2) The proximity of the vessel to fixed shore and

marine structures;

(1973) (3) The tendency of the vessel underway to squat

and suffer impairment of maneuverability when there

is small underkeel clearance;

(1974) (4) The comparative proportions of the vessel and

the channel;

(1975) (5) The density of marine traffic;

(1976) (6) The damage that might be caused by the vessel’s

wake;

(1977) (7) The strength and direction of the current; and

(1978) (8) Any local vessel speed limit;

(1979) (q) The tests required by §164.25 are made and recorded in the vessel’s log; and

(1980) (r) The equipment required by this part is maintained in operable condition.

(1981) (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.

(1982) (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.

(1983) (u) On each passenger vessel meeting the requirements of the International Convention for the Safety of

Life at Sea, 1960 (SOLAS 60) and on each cargo vessel

meeting the requirements of SOLAS 74 as amended in

1981, the number of steering-gear power units necessary to move the rudder from 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.

(1984) (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.

(1985) (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.

(1986) (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 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.

(1987) (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:

(1988) (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).

(1989) (2) A qualified helmsman is present at the helm and

prepared at all times to assume manual control.

(1990) (3) The tanker is not operating in any of the following areas:

(1991) (i) The areas of the traffic separation schemes specified in subchapter P of the chapter.

(1992) (ii) The portions of a shipping safety fairway specified in part 166 of this chapter.

Navigation Regulations ■ Chapter 2 ■ 115
(1993) (iii) An anchorage ground specified in part 110 of

this chapter.

(1994) (iv) An area within one-half nautical mile of any

U.S. shore.

(1995) (e) A tanker equipped with an integrated navigation system, and complying with paragraph (d)(2) of

this section, may use the system with the auto pilot engaged while in the areas described in paragraphs (d)(3)

(i) and (ii) of this section. The master shall provide,

upon request, documentation showing that the integrated navigation system–

(1996) (1) Can maintain a predetermined trackline with a

cross track error of less than 10 meters 95 percent of

the time;

(1997) (2) Provides continuous position data accurate to

within 20 meters 95 percent of the time; and

(1998) (3) Has an immediate override control.

§164.15 Navigation bridge visibility.

(1999) (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:

(2000) (1) From the conning position, the view of the sea

surface must not be obscured by more than the lesser

of two ship lengths or 500 meters (1,640 feet) from

dead ahead to 10 degrees on either side of the vessel.

Within this arc of visibility any blind sector caused by

cargo, cargo gear, or other permanent obstruction

must not exceed 5 degrees.

(2001) (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.

(2002) (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.

(2003) (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.

(2004) (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.

(2005) The master or person in charge of each vessel that

is anchored shall ensure that–

(2006) (a) A proper anchor watch is maintained;

(2007) (b) Procedures are followed to detect a dragging

anchor; and

(2008) (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.

(2009) (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:

(2010) (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:

(2011) (i) Each remote steering gear control system.

(2012) (ii) Each steering position located on the navigating bridge.

(2013) (iii) The main steering gear from the alternative

power supply, if installed.

(2014) (iv) Each rudder angle indicator in relation to the

actual position of the rudder.

(2015) (v) Each remote steering gear control system

power failure alarm.

(2016) (vi) Each remote steering gear power unit failure

alarm.

(2017) (vii) The full movement of the rudder to the required capabilities of the steering gear.

(2018) (2) All internal vessel control communications and

vessel control alarms.

(2019) (3) Standby or emergency generator, for as long as

necessary to show proper functioning, including steady

state temperature and pressure readings.

(2020) (4) Storage batteries for emergency lighting and

power systems in vessel control and propulsion machinery spaces.

(2021) (5) Main propulsion machinery, ahead and astern.

(2022) (b) Vessels navigating on the Great Lakes and their

connecting and tributary waters, having once completed the test requirements of this sub-part, are considered to remain in compliance until arriving at the

next port of call on the Great Lakes.

(2023) (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.

116 ■ Chapter 2 ■ Coast Pilot 2
Lawrence Seaway or within one hour of passing Wolfe

Island.

(2024) (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:

(2025) (1) Operation of the main steering gear from

within the steering gear compartment.

(2026) (2) Operation of the means of communications between the navigating bridge and the steering compartment.

(2027) (3) Operation of the alternative power supply for

the steering gear if the vessel is so equipped.

§164.30 Charts, publications, and equipment:

General.

(2028) 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.

(2029) (a) Each vessel must have the following:

(2030) (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–

(2031) (i) Are of a large enough scale and have enough detail to make safe navigation of the area possible; and

(2032) (ii) Are currently corrected.

(2033) (2) For the area to be transited, a currently corrected copy of, or applicable currently corrected extract

from, each of the following publications:

(2034) (i) U.S. Coast Pilot.

(2035) (ii) Coast Guard Light List.

(2036) (3) For the area to be transited, the current edition

of, or applicable current extract from:

(2037) (i) Tide tables published by private entities using

data provided by the National Ocean Service.

(2038) (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.

(2039) (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.

(2040) (c) As used in this section, “currently corrected”

means corrected with changes contained in all Notices

to Mariners published by the 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.

(2041) Each vessel must have the following:

(2042) (a) A marine radar system for surface navigation.

(2043) (b) An illuminated magnetic steering compass,

mounted in a binnacle, that can be read at the vessel’s

main steering stand.

(2044) (c) A current magnetic compass deviation table or

graph or compass comparison record for the steering

compass, in the wheelhouse.

(2045) (d) A gyrocompass.

(2046) (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.

(2047) (f) An illuminated rudder angle indicator in the

wheelhouse.

(2048) (g) The following maneuvering information prominently displayed on a fact sheet in the wheelhouse:

(2049) (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.

(2050) (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.

(2051) (3) For each vessel with a fixed propeller, a table of

shaft revolutions per minute for a representative range

of speeds.

(2052) (4) For each vessel with a controllable pitch propeller, a table of control settings for a representative range

of speeds.

(2053) (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.

Navigation Regulations ■ Chapter 2 ■ 117
(2054) (6) The maneuvering information for the normal

load and normal ballast condition for–

(2055) (i) Calm weather-wind 10 knots or less, calm sea;

(2056) (ii) No current;

(2057) (iii) Deep water conditions-water depth twice the

vessel’s draft or greater; and

(2058) (iv) Clean hull.

(2059) (7) At the bottom of the fact sheet, the following

statement:

(2060) Warning.

(2061) 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:

(2062) (1) Calm weather-wind 10 knots or less, calm sea;

(2063) (2) No current;

(2064) (3) Water depth twice the vessel’s draft or greater;

(2065) (4) Clean hull; and

(2066) (5) Intermediate drafts or unusual trim.

(2067) (h) An echo depth sounding device.

(2068) (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.

(2069) (j) Equipment on the bridge for plotting relative

motion.

(2070) (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.

(2071) (1) 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.

(2072) (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.

(2073) (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.

(2074) (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.

(2075) (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.

(2076) 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.

(2077) (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.

(2078) (a) This section applies to each foreign tanker of

10,000 gross tons or more, except a public vessel, that–

(2079) (1) Transfers oil at a port or place subject to the jurisdiction of the United States; or

(2080) (2) Otherwise enters or operates in the navigable

waters of the United States, except a vessel described by

§164.02 of this part.

(2081) (b) Definitions. The terms used in this section are

as follows:

(2082) Constructed means the same as in Chapter II-1,

Regulations 1.1.2 and 1.1.3.1, of SOLAS 74.

(2083) Existing tanker means a tanker–

(2084) (1) For which the building contract is placed on or

after June 1, 1979;

(2085) (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;

(2086) (3) The delivery of which occurs on or after June 1,

1982; or

(2087) (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.

(2088) Public vessel, oil, hazardous materials, and foreign

vessel mean the same as in 46 U.S.C. 2101.

(2089) SOLAS 74 means the International Convention for

the Safety of Life at Sea, 1974, as amended.

(2090) 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).

118 ■ Chapter 2 ■ Coast Pilot 2
(2091) (c) Each tanker constructed on or after September

1, 1984, must meet the applicable requirements of

Chapter II-1, Regulations 29 and 30, of SOLAS 74.

(2092) (d) Each tanker constructed before September 1,

1984, must meet the requirements of Chapter II-1,

Regulation 29.19, of SOLAS 74.

(2093) (e) Each tanker of 40,000 gross tons or more, constructed before September 1, 1984, that does not meet

the single-failure criterion of Chapter II-1, Regulation

29.16, of SOLAS 74, must meet the requirements of

Chapter II-1, Regulation 29.20, of SOLAS 74.

(2094) (f) Each tanker constructed before September 1,

1984, must meet the applicable requirements of Chapter II-1, Regulations 29.14 and 29.15, of SOLAS 74.

§164.40 Devices to indicate speed and distance.

(2095) (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.

(2096) (b) The device must meet the following specifications:

(2097) (1) The display must be easily readable on the

bridge by day or night.

(2098) (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.

(2099) (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.

(2100) (a) Each vessel calling at a port in the continental

United States, including Alaska south of Cape Prince of

Wales, except each vessel owned or bareboat chartered

and operated by the United States, or by a state or its

political subdivision, or by a foreign nation, and not engaged in commerce, must have one of the following:

(2101) (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/D0-100 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.

(2102) (2) A satellite navigation receiver with:

(2103) (i) Automatic acquisition of satellite signals after

initial operator settings have been entered; and

(2104) (ii) Position updates derived from satellite information during each usable satellite pass.

(2105) (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.

(2106) Note: The Federal Radionavigation Plan is available

from the National Technical Information Service,

Springfield, Va. 22161, with the following Government

Accession Numbers:

(2107) Vol 1, ADA 116468

(2108) Vol 2, ADA 116469

(2109) Vol 3, ADA 116470

(2110) Vol 4, ADA 116471

(2111) (b) Each label required under paragraph (a)(1) of

this section must show the following:

(2112) (1) The name and address of the manufacturer.

(2113) (2) The following statement by the manufacturer:

(2114) 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.

(2115) 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.

(2116) (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:

(2117) (1) Twelve-channel all-in-view Differential Global

Positioning System (dGPS) receiver;

(2118) (2) Marine band Non-Directional Beacon receiver

capable of receiving dGPS error correction messages;

(2119) (3) VHF-FM transceiver capable of Digital Selective

Calling (DSC) on the designated DSC frequency; and

(2120) (4) Control unit.

Navigation Regulations ■ Chapter 2 ■ 119
(2121) (b) An AISSE must have the following capabilities:

(2122) (1) Use dGPS to sense the position of the vessel and

determine the time of the position using Universal Coordinated Time (UTC);

(2123) (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;

(2124) (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;

(2125) (4) Achieve a course error of less than 0.5 degrees

from true course over ground in the course information transmitted to a VTS;

(2126) (5) Achieve a speed error of less than 0.05 knots

from true speed over ground in the speed information

transmitted to a VTS;

(2127) (6) Receive and comply with commands broadcast

from a VTS as DSC messages on the designated DSC

frequency;

(2128) (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;

(2129) (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;

(2130) (9) Display a visual alarm to indicate to shipboard

personnel when a failure to receive or utilize the RTCM

messages occurs;

(2131) (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

(2132) (11) Display two RTCM type 16 messages, one of

which must display the position error in the position

error broadcast.

(2133) (c) An AISSE is considered non-operational if it

fails to meet the requirements of paragraph (b) of this

section.

(2134) Note: Vessel Traffic Service (VTS) areas and operating procedures are set forth in Part 161 of this chapter.

§164.46 Automatic Identification System (AIS).

(2135) (a) The following vessels must have a properly installed, operational, type approved AIS as of the date

specified:

(2136) (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.

(2137) (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):

(2138) (i) Passenger vessels, of 150 gross tonnage or more,

not later than July 1, 2003;

(2139) (ii) Tankers, regardless of tonnage, not later than

the first safety survey for safety equipment on or after

July 1, 2003;

(2140) (iii) Vessels, other than passenger vessels or tankers, of 50,000 gross tonnage or more, not later than

July 1, 2004; and

(2141) (iv) Vessels, other than passenger vessels or tankers, of 300 gross tonnage or more but less 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.

(2142) (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:

(2143) (i) Self-propelled vessels of 65 feet or more in

length, other than fishing vessels and passenger vessels

certificated to carry less than 151 passengers-for-hire,

in commercial service;

(2144) (ii) Towing vessels of 26 feet or more in length and

more than 600 horsepower, in commercial service;

(2145) (iii) Passenger vessels certificated to carry more

than 150 passengers-for-hire.

(2146) 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.

(2147) (b) The requirements for Vessel Bridge-to-Bridge

radiotelephones in §§26.04(a) and (c), 26.05, 26.06 and

26.07 of this chapter, also apply to AIS. The term “effective operating condition” used in §26.06 of this chapter

includes accurate input and upkeep of AIS data fields.

120 ■ Chapter 2 ■ Coast Pilot 2
(2148) (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.

(2149) (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.

(2150) 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.

(2151) (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.

(2152) (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.

(2153) 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.

(2154) 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–

(2155) (a) Ensure compliance with 46 CFR 4.05, “Notice of

Marine Casualty and Voyage Records,” and

(2156) (b) Ensure that the voyage records required by 46

CFR 4.05-15 are retained for–

(2157) (1) 30 days after the casualty if the vessel remains

in the navigable waters of the United States; or

(2158) (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.

(2159) For purposes of §§164.72 through 164.82, the term–

(2160) Current edition means the most recent published

version of a publication, chart, or map required by

§164.72.

(2161) 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.

(2162) 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.

(2163) Swing-meter means an electronic or electric device that indicates the rate of turn of the vessel on

board which it is installed.

(2164) 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.

(2165) Western Rivers means the Mississippi River, its

tributaries, South Pass, and Southwest Pass, to the

navigational-demarcation lines dividing the high seas

from harbors, rivers, and other inland waters of the

United States, and the Port Allen-Morgan City Alternative Route, and that part of the Atchafalaya River above

its junction with the Port Allen-Morgan City Alternative Route including the Old River and the Red River

and those waters specified by §§89.25 and 89.27 of this

chapter, and such other, similar waters as are designated by the COTP.

Navigation Regulations ■ Chapter 2 ■ 121
§164.72 Navigational-safety equipment, charts or

maps, and publications required on towing

vessels.

(2166) (a) Except as provided by §164.01(b), each towing

vessel must be equipped with the following navigational-safety equipment:

(2167) (1) Marine Radar. By August 2, 1997, a marine radar that meets the following applicable requirements:

(2168) (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–

(2169) (A) The requirements of the Federal Communications Commission (FCC) specified by 47 CFR part 80;

and

(2170) (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.

(2171) (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–

(2172) (A) The requirements of the FCC specified by 47

CFR part 80; and

(2173) (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.

(2174) (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–

(2175) (A) The requirements of the Federal Communications Commission (FCC) specified by 47 CFR part 80;

and

(2176) (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.

(2177) (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–

(2178) (A) The requirements of the FCC specified by 47

CFR part 80; and

(2179) (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.

(2180) (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.

(2181) (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.

(2182) (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.)

(2183) (4) Magnetic Compass. Either–

(2184) (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

(2185) (ii) An illuminated card-type magnetic steering

compass readable from the vessel’s main steering station.

(2186) (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.

(2187) (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.

(2188) (b) Each towing vessel must carry on board and

maintain the following:

(2189) (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.

(2190) (i) The charts or maps must be of a large enough

scale and have enough detail to make safe navigation of

the areas possible.

122 ■ Chapter 2 ■ Coast Pilot 2
(2191) (ii) The charts or maps must be either–

(2192) (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

(2193) (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.

(2194) (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 this

section, be of large enough scale, and have enough detail to make safe navigation of the areas possible, and

must be currently corrected.

(2195) (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:

(2196) (i) If the vessel is engaged in towing exclusively on

Western Rivers–

(2197) (A) U.S. Coast Guard Light List;

(2198) (B) Applicable Notices to Navigation published by

the ACOE, or Local Notices to Mariners (LNMs)

Navigation Regulations ■ Chapter 2 ■ 123

TABLE 164.72.–EQUIPMENT, CHARTS OR MAPS, AND PUBLICATIONS FOR

TOWING VESSELS OF 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 Cate- gory II1 Stabilization Category

BRAVO.

RTCM Paper 71–95/SC112– STD

Version 1.1, Display Category II1

Stabilization Category BRAVO.

RTCM Paper 71–95/SC112–

STD Version 1.1, Display Cate- gory I2 Stabilization Category

ALPHA.

Towing vessels of 300 GT or

more.

RTCM Paper 191–93/SC112–X

Version 1.2 (except the Azi- muth stabilization require- ment in paragraph 3.10).1

RTCM Paper 191–93/SC112–X

Version 1.2 (except the Azimuth

stabilization requirement in

paragraph 3.10).1

RTCM Paper 191–93/SC112–X

Version 1.2.1

Searchlight X X X

VHF-FM Radio X X X

Magnetic Compass. X3 X X

Swing-meter X3

Echo-depth-sounding Device. X X

Electronic-position-fixing device. X

Charts or Maps.

(1) Large Enough Scale . . . .

(2) Current edition or currently corrected edition.

(1) Large Enough Scale

(2) Current edition or currently

corrected edition.

(1) Large Enough Scale.

(2) Currently corrected edition.

General Publications.

(1) U.S. Coast Guard Light List

(2) Notices to Navigation or

Local Notice to Mariners.

(3) River-current Tables

(1) U.S. Coast Guard Light List

(2) Local Notice to Mariners

(3) Tidal-current Tables.

(4) Tide Tables

(5) U.S. Coast Pilot

(1) U.S. Coast Guard Light

List.

(2) Local Notice to Mariners

(3) Tidal-current Tables

(4) Tide Tables.

(5) U.S. Coast Pilot

Notes:

1Towing vessels with existing radar must meet this requirement by August 2, 1998

2Towing vessels with existing radar must meet this requirement by August 2, 1998, but do not need to meet the display and

stabilization requirement until August 2, 2001.

3A towing vessel may carry either a swing-meter or a magnetic compass.
published by the Coast Guard, for the area to be

transited, when available; and

(2199) (C) River-current tables published by the ACOE or

a river authority, if available.

(2200) (ii) If the vessel is engaged other than in towing exclusively on Western Rivers–

(2201) (A) Coast Guard Light List;

(2202) (B) Notices to Mariners published by the National

Geospatial-Intelligence Agency, or LNMs published by

the Coast Guard;

(2203) (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:

(2204) (D) Tide tables published by private entities using

data provided by the NOS; and

(2205) (E) U.S. Coast Pilot.

(2206) (c) Table 164.72, summarizes the navigationalsafety 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.

(2207) (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:

(2208) (1) The size and material of each towline must be–

(2209) (i) Appropriate for the horsepower or bollard pull of

the vessel;

(2210) (ii) Appropriate for the static loads and dynamic

loads expected during the intended service;

(2211) (iii) Appropriate for the sea conditions expected

during the intended service;

(2212) (iv) Appropriate for exposure to the marine environment and to any chemicals used or carried on board

the vessel;

(2213) (v) Appropriate for the temperatures of normal

stowage and service on board the vessel;

(2214) (vi) Compatible with associated navigational-safety

equipment; and

(2215) (vii) Appropriate for the likelihood of mechanical

damage.

(2216) (2) Each towline as rigged must be–

(2217) (i) Free of knots;

(2218) (ii) Spliced with a thimble, or have a poured socket

at its end; and

(2219) (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.

(2220) (3) The condition of each towline must be monitored through the–

(2221) (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 Specification 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;

(2222) (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;

(2223) (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);

(2224) (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–

(2225) (A) Nautical miles on, or time in service of, the towline;

(2226) (B) Operating conditions experienced by the towline;

(2227) (C) History of loading of the towline;

(2228) (D) Surface condition, including corrosion and discoloration, of the towline;

(2229) (E) Amount of visible damage to the towline;

(2230) (F) Amount of material deterioration indicated by

measurements of diameter and, if applicable, measurements of lay extension of the towline; and

(2231) (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

(2232) (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)

124 ■ Chapter 2 ■ Coast Pilot 2
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.

(2233) (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:

(2234) (1) The material and size of the terminal gear are

appropriate for the strength and anticipated loading of

the towline and for the environment;

(2235) (2) Each connection is secured by at least one nut

with at least one cotter pin or other means of preventing its failure;

(2236) (3) The lead of the towline is appropriate to prevent

sharp bends in the towline from fairlead blocks,

chocks, or tackle;

(2237) (4) There is provided a method, whether mechanical or non-mechanical, that does not endanger operating personnel but that easily releases the towline;

(2238) (5) The towline is protected from abrasion or chafing by chafing gear, lagging, or other means;

(2239) (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

(2240) (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.

(2241) The owner, master, or operator of each vessel towing alongside or pushing ahead shall ensure the face

wires, spring lines, and push gear used–

(2242) (a) Are appropriate for the vessel’s horsepower;

(2243) (b) Are appropriate for the arrangement of the tow;

(2244) (c) Are frequently inspected; and

(2245) (d) Remain serviceable.

§164.78 Navigation under way: Towing vessels.

(2246) (a) The owner, master, or operator of each vessel

towing shall ensure that each person directing and

controlling the movement of the vessel–

(2247) (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;

(2248) (2) Can fix the position of the vessel using installed

navigational equipment, aids to navigation, geographic

reference-points, and hydrographic contours;

(2249) (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.);

(2250) (4) Evaluates the danger of each closing visual or

radar contact;

(2251) (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;

(2252) (6) Knows the speed and direction of the current,

and the set, drift, and tidal state for the area to be

transited;

(2253) (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

(2254) (8) Monitors the voyage plan required by §164.80.

(2255) (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.

(2256) (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:

(2257) (1) Steering-systems. A test of the steering-gear-control system; a test of the main steering

gear from the alternative power supply, if installed; a

verification of the rudder-angle indicator relative to the

actual position of the rudder; and a visual inspection of

the steering gear and its linkage.

(2258) (2) Navigational equipment. A test of all installed

navigational equipment.

(2259) (3) Communications. Operation of all internal vessel control communications and vessel-control alarms,

if installed.

(2260) (4) Lights. Operation of all navigational lights and

all searchlights.

(2261) (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.

(2262) (6) Propulsion systems. Visual inspection of the

spaces for main propulsion machinery, of machinery,

and of devices for monitoring machinery.

Navigation Regulations ■ Chapter 2 ■ 125
(2263) (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:

(2264) (1) Navigational equipment. Tests of onboard

equipment as required by §164.25.

(2265) (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.

(2266) (c)(1) The voyage-planning requirements outlined

in this section do not apply to you if your towing vessel

is–

(2267) (i) Used solely for any of the following services or

any combination of these services–

(2268) (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:

(2269) (B) For harbor assist;

(2270) (C) For assistance towing as defined by 46 CFR

10.103;

(2271) (D) For response to emergency or pollution;

(2272) (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;

(2273) (iii) A foreign vessel engaged in innocent passage;

or

(2274) (iv) Exempted by the Captain of the Port (COTP).

(2275) (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.

(2276) (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):

(2277) (i) Applicable information from nautical charts and

publications (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 departure, all ports of call, and the destination;

(2278) (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);

(2279) (iii) Data on tides and currents for the port of departure, all ports of call, and the destination, and the

river stages and forecast, if appropriate;

(2280) (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;

(2281) (v) Pre-departure checklists;

(2282) (vi) Calculated speed and estimated time of arrival

at proposed waypoints;

(2283) (vii) Communication contacts at any Vessel Traffic

Services, bridges, and facilities, and any port specific

requirements for VHF radio;

(2284) (viii) Any master’s or operator’s standing orders detailing closest points of approach, special conditions,

and critical maneuvers; and

(2285) (ix) Whether the towing vessel has sufficient power

to control the tow under all foreseeable circumstances.

§164.82 Maintenance, failure, and reporting.

(2286) (a) Maintenance. The owner, master, or operator of

each towing vessel shall maintain operative the navigational-safety equipment required by §164.72.

(2287) (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.

(2288) (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:

(2289) (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

126 ■ Chapter 2 ■ Coast Pilot 2
dependent surveillance equipment, or navigational

lighting;

(2290) (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

(2291) (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.)

(2292) (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.

(2293) (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.

(2294) (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.

(2295) The purpose of this part is to–

(2296) (a) Prescribe procedures for establishing different

types of limited or controlled access areas and regulated navigation areas;

(2297) (b) Prescribe general regulations for different types

of limited or controlled access areas and regulated navigation areas;

(2298) (c) Prescribe specific requirements for established

areas; and

(2299) (d) List specific areas and their boundaries.

§165.5 Establishment procedures.

(2300) (a) A safety zone, security zone, or regulated navigation area may be established on the initiative of any

authorized Coast Guard official.

(2301) (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

including the following:

(2302) (1) The name of the person submitting the request;

(2303) (2) The location and boundaries of the safety zone,

security zone, or regulated navigation area;

(2304) (3) The date, time, and duration that the safety

zone, security zone, or regulated navigation area

should be established;

(2305) (4) A description of the activities planned for the

safety zone, security zone, or regulated navigation

area;

(2306) (5) The nature of the restrictions or conditions desired; and

(2307) (6) The reason why the safety zone, security zone,

or regulated navigation area is necessary.

(2308) (Requests for safety zones, security zones, and regulated navigation areas are approved by the Office of

Management and Budget under control number

1625-0020.

(2309) (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.

(2310) (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.

(2311) (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.

(2312) (c) Notification of the termination of the rule is

usually made in the same form as the notification of its

establishment.

Navigation Regulations ■ Chapter 2 ■ 127
§165.8 Geographic coordinates.

(2313) 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.

(2314) (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.

(2315) (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.

(2316) (c) Security zones. These zones have two sources of

authority—the Ports and Waterways Safety Act, 33

U.S.C. 1221–1232, and the Act of June 15, 1917, as

amended by both the Magnuson Act of August 9, 1950

(“Magnuson Act”), 50 U.S.C. 191–195, and sec. 104 the

Maritime Transportation Security Act of 2002 (Pub. L.

107-295, 116 Stat. 2064). Security zones established

under either 33 U.S.C. 1226 or 50 U.S.C. 191 may be established in waters subject to the jurisdiction of the

United States as defined in §2.38 of this chapter, including the territorial sea to a seaward limit of 12 nautical

miles from the baseline.

(2317) (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 areas.

(2318) 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).

(2319) Each District Commander may control vessel traffic in an area which is determined to have hazardous

conditions, by issuing regulations:

(2320) (a) Specifying times of vessel entry, movement, or

departure to, from, within, or through ports, harbors,

or other waters;

(2321) (b) Establishing vessel size, speed, draft limitations, and operating conditions; and

(2322) (c) Restricting vessel operation, in a hazardous

area or under hazardous conditions, to vessels which

have particular operating characteristics or capabilities which are considered necessary for safe operation

under the circumstances.

§165.13 General regulations.

(2323) (a) The master of a vessel in a regulated navigation

area shall operate the vessel in accordance with the

regulations contained in Subpart F.

(2324) (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.

(2325) 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.

(2326) Unless otherwise provided in this part–

(2327) (a) No person may enter a safety zone unless authorized by the COTP or the District Commander;

(2328) (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;

(2329) (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

(2330) (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.

128 ■ Chapter 2 ■ Coast Pilot 2
Subpart D–Security Zones

§165.30 Security zones.

(2331) (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.

(2332) (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–

(2333) (1) Vessels,

(2334) (2) Harbors,

(2335) (3) Ports and

(2336) (4) Waterfront facilities–in the United States and

all territory and water, continental or insular, that is

subject to the jurisdiction of the United States.

§165.33 General regulations.

(2337) Unless otherwise provided in the special regulations in Subpart F of this part–

(2338) (a) No person or vessel may enter or remain in a security zone without the permission of the Captain of

the Port;

(2339) (b) Each person and vessel in a security zone shall

obey any direction or order of the Captain of the Port;

(2340) (c) The Captain of the Port may take possession and

control of any vessel in the security zone;

(2341) (d) The Captain of the Port may remove any person,

vessel, article, or thing from a security zone;

(2342) (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

(2343) (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.

(2344) 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.

(2345) (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).

(2346) (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.

(2347) (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.

(2348) (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

or assist tug of sufficient capability to promptly push or

tow the tank barge away from danger of grounding or

collision in the event of—

(2349) (A) A propulsion failure;

(2350) (B) A parted towing line;

(2351) (C) A loss of tow;

(2352) (D) A fire;

(2353) (E) Grounding;

(2354) (F) A loss of steering; or

(2355) (G) Any other time a vessel may be operating in a

Hazardous Vessel Operating Condition as defined in

§161.2 of this Chapter.

(2356) (ii) Double-hull tank barges are exempt from paragraph (d)(1)(i) of this section.

(2357) (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—

(2358) (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

(2359) (B) Any tank barge operating on any water 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.

(2360) (iv) The operator of a towing vessel engaged in towing any tank barge must immediately call for an escort

Navigation Regulations ■ Chapter 2 ■ 129
or assist tug to render assistance in the event of any of

the occurrences identified in paragraph (d)(1)(i) of this

section.

(2361) (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 security calls on marine

band or VHF channel 13 or 16, upon approach to the

following places:

(2362) (i) Execution Rocks Light (USCG Light List No.

(LLNR) 21440).

(2363) (ii) Matinecock Point Shoal Buoy (LLNR 21420).

(2364) (iii) 32A Buoy (LLNR 21380).

(2365) (iv) Cable and Anchor Reef Buoy (LLNR 21330).

(2366) (v) Stratford Middle Ground Light (LLNR 21260).

(2367) (vi) Old Field Point Light (LLNR 21275).

(2368) (vii) Approach to Stratford Point from the south

(NOAA Chart 12370).

(2369) (viii) Falkner Island Light (LLNR 21170).

(2370) (ix) TE Buoy (LLNR 21160).

(2371) (x) CF Buoy (LLNR 21140).

(2372) (xi) PI buoy (LLNR 21080).

(2373) (xii) Race Rock Light (LLNR 19815).

(2374) (xiii) Valiant Rock Buoy (LLNR 19825).

(2375) (xiv) Approach to Point Judith in vicinity of Block

Island ferry route.

(2376) (xv) Buzzards Bay Entrance Light (LLNR 630).

(2377) (xvi) Buzzards Bay Midchannel Lighted Buoy

(LLNR 16055)

(2378) (xvii) Cleveland East Ledge Light (LLNR 16085).

(2379) (xviii) Hog Island buoys 1 (LLNR 16130) and 2

(LLNR 16135).

(2380) (xix) Approach to the Bourne Bridge.

(2381) (xx) Approach to the Sagamore Bridge.

(2382) (xxi) Approach to the eastern entrance of Cape Cod

Canal.

(2383) (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.

(2384) (ii) The watch officer is authorized to make modifications to the plan and validate it as necessary.

(2385) (iii) Except as provided in paragraph (d)(3)(iv) of

this section, each voyage plan must contain:

(2386) (A) A description of the type, volume, and grade of

cargo.

(2387) (B) Applicable information from nautical charts

and publications, including Coast Pilot, Coast Guard

Light List, and Coast Guard Local Notice to Mariners,

for the destination(s).

(2388) (C) Current and forecasted weather, including visibility, wind, and sea state for the destination(s).

(2389) (D) Data on tides and tidal currents for the destination(s).

(2390) (E) Forward and after drafts of the tank barge, and

under-keel and vertical clearances for each port and

berthing area.

(2391) (F) Pre-departure checklists.

(2392) (G) Calculated speed and estimated times of arrival

at proposed waypoints.

(2393) (H) Communication contacts at Vessel Traffic Service (VTS) (if applicable), bridges, and facilities, and

port-specific requirements for VHF radio.

(2394) (I) The master’s standing orders detailing closest

points of approach, special conditions, and critical maneuvers.

(2395) (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:

(2396) (A) The information described in paragraphs

(d)(3)(iii)(D) and (E) of this section.

(2397) (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.

(2398) (C) The channels of VHF radio to monitor.

(2399) (D) Other considerations such as availability of pilot, assist tug, berth, and line-handlers, depth of berth

at mean low water, danger areas, and security calls.

(2400) (4) Navigation restriction areas. Unless authorized

by the cognizant COTP, no tank barge may operate in—

(2401) (i) The waters of Cape Cod Bay south of 42°05'N.,

and east of 70°25'W.; or

(2402) (ii) The waters of Fishers Island Sound east of

72°02'W., and west of 71°55'W.

(2403) (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 passage through the

Elizabeth Islands, is not considered to be “Buzzards

Bay”.

(2404) (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-

(2405) (A) A propulsion failure;

130 ■ Chapter 2 ■ Coast Pilot 2
(2406) (B) A parted tow line;

(2407) (C) A loss of tow;

(2408) (D) A fire;

(2409) (E) Grounding;

(2410) (F) A loss of steering; or

(2411) (G) Any other time a vessel may be operating in a

Hazardous Vessel Operating Condition as defined in

§161.2 of this subchapter.

(2412) (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.

(2413) (iv) In addition to the vessels denoted in §161.16 of

this chapter, requirement 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.

(2414) (A) A WMRS Buzzards Bay user must:

(2415) (1) Not enter or get underway in the area without

first notifying the VMRS Center;

(2416) (2) Not enter VMRS Buzzards Bay if a Hazardous

Vessel Operating Condition or circumstance per §161.2

of this subchapter exists;

(2417) (3) If towing astern, do so with as short a hawser as

safety and good seamanship permits;

(2418) (4) Not meet, cross or overtake any other VMRS

user in the area without first notifying the VMRS center;

(2419) (5) Before meeting, crossing, or overtaking any

other VMRS user in the area, communicate on the designated Bessel 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(2)) or the Inland Navigation Rules (33

U.S.C. 2005).

(2420) (B) [Reserved]

(2421) (e) In addition to the authority for this part 165,

this section is also authorized under authority of section 311, Pub. L. 105-383.

§165.115 Safety and Security Zones; Pilgrim

Nuclear Power Plant, Plymouth, Massachusetts.

(2422) (a) Location. All waters of Cape Cod Bay and land

adjacent to those waters enclosed by a line beginning at

position

(2423) 41°57'05"N., 070°34'42"W.; then running southeast to position

(2424) 41°56'40.5"N., 070°41'04.5"W.; then running southwest to position

(2425) 41°56'32"N., 070°34'14"W.; then running northwest

to position

(2426) 41°56'55.5"N., 070°34'52"W.; then running northeast back to position

(2427) 41°57'05"N., 070°34'42"W.

(2428) (b) 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 authorized by the Captain of the Port Boston.

(2429) (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.

(2430) (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.

§165.121 Safety and Security Zones: High Interest

Vessels, Narragansett Bay, Rhode Island.

(2431) (a) Location. (1) All waters of Rhode Island Sound

within a 1⁄2 mile radius of any high interest vessel while

the vessel is anchored within 1⁄2 mile of the point

41°25'N., 71°23'W. in the Narragansett Bay Precautionary Area.

(2432) (2) All waters of Rhode Island Sound, Narragansett

Bay, the Providence and Taunton Rivers 2 miles ahead

and 1 mile astern, and extending 1000 yards on either

side of any high interest vessel transiting Narragansett

Bay, or the Providence and Taunton Rivers.

(2433) (3) All waters and land within a 1000-yard radius of

any high interest vessel moored at a waterfront facility

in the Providence Captain of the Port zone.

(2434) (b) High Interest Vessels defined. For purposes of

this section, high interest vessels operating in the

Providence Captain of the Port zone include the following: barges or ships carrying liquefied petroleum gas

(LPG), liquefied natural gas (LNG), chlorine, anhydrous ammonia, or any other cargo deemed to be high

interest by the Captain of the Port, Providence.

(2435) (c) Regulations. (1) Entry into or movement within

these zones, including below the surface of the water,

during times in which high interest vessels are present

and the zones are enforced is prohibited unless authorized by the COTP Providence or authorized representative.

Navigation Regulations ■ Chapter 2 ■ 131
(2436) (2) The general regulations covering safety and security zones in §§165.23 and 165.33, respectively, of

this part apply.

(2437) (3) All persons and vessels shall comply with the instructions of the COTP, and the designated on-scene

U.S. Coast Guard 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.

§165.122 Providence River, Providence, R.I.

regulated navigation area.

(2438) (a) Description of the regulated navigation area

(RNA). The Regulated Navigation Area (RNA) encompasses the deep draft channel between Narragansett

Bay Entrance Lighted Horn Buoy NB (LLNR 17675)

41°23.0'N., 71°23.4'W., and Fox Point, Providence.

(2439) (b) Regulations. (1) The following restrictions apply in the portion of the regulated area between

Conimicut Light (LLNR 18305) and Channel Light 42

(Fuller Rock Light, (LLNR 18580)).

(2440) (i) No vessel with a draft greater than 35 feet may

transit when water depth is at or below mean low water.

(2441) (ii) Vessels with drafts greater than 35 feet but less

than 38 feet may transit when water depth is other than

that on or below mean low water, provided there is sufficient depth under the keel to prevent grounding.

(2442) (iii) Vessels with drafts greater than or equal to 38

feet must obtain permission, 48 hours in advance of the

desired transit time, from the Captain of the Port, Providence to transit.

(2443) (2) Vessels with drafts greater than 35 feet must

have at least one mile of visibility to transit the regulated area between Conimicut Light (LLNR 18305) and

Channel Light 42 (LLNR 18580, Fuller Rock Light).

(2444) (3) Vessels over 65 feet in length are prohibited

from passing, meeting, or overtaking other vessels over

65 feet in length in the regulated area from:

(2445) (i) Gaspee Point to Channel Light 42, (Fuller Rock

Light, LLNR 18580).

(2446) (ii) Conimicut Point Reach (Conimicut Light,

LLNR 18305) to Channel Lighted Buoy 19, 41°43.7'N.,

71°21.8'W., (LLNR 18330) and Channel Lighted Buoy

20, 41°43.7'N., 71°21.8'W., (LLNR 18335).

(2447) (4) Vessels over 65 feet in length inbound for berths

up the Providence River, planning to transit through

the deep draft channel, are required to make Safety Signal (SECURITE) calls on both VHF channels 13 and 16

at the following geographic locations: Pilot’s Station,

Abeam of Castle Hill, Approaching the Newport bridge,

South of Prudence Island, Abeam of Sandy Point,

Abeam of Popasquash Point, Approaching the Southern End of Rumstick Neck Reach, Abeam of Conimicut

Point Light (LLNR 18305), Abeam of Gaspee Point,

Abeam of Sabin Point and upon mooring.

(2448) (5) Vessels over 65 feet in length outbound for sea

down the Providence River Channel transiting through

this regulated navigation area are required to make

SECURITE calls on VHF channels 13 and 16 at the following geographic locations: one-half hour prior to departure from the berth, at departure from the berth,

Abeam of Sabin Point, Abeam of Gaspee Point, and

Abeam of Conimicut Light (LLNR 18305).

(2449) (6) Vessels 65 feet and under in length and all recreational vessels when meeting deep draft commercial

vessel traffic in the Providence River Channel between

Conimicut Light (LLNR 18305) and Channel Light 42

(LLNR 18580, Fuller Rock Light) shall keep out of the

way of the oncoming deep draft commercial vessel.

(2450) (7) The Captain of the Port, Providence, may authorize a deviation from these regulations.

(2451) (c) Enforcement. Violations of this regulated navigation area should be reported to the Captain of the

Port, Providence, at (401) 435-2300. Persons in violation of these regulations will be subject to civil penalty

under §165.13(b) of this part.

§165.130 Sandy Hook Bay, New Jersey-security

zone.

(2452) (a) Naval Ammunition Depot Piers.–The waters

within the following boundaries are a security zone-A

line beginning on the shore at

(2453) 40°25'57"N., 74°04'32"W.; then to

(2454) 40°27'52.5"N., 74°03'14.5"W.; then to

(2455) 40°27'28.3"N., 74°02'12.4"W.; then to

(2456) 40°26'29.2"N., 74°02'53"W.; then to

(2457) 40°26'31.1"N., 74°02'57.2"W.; then to

(2458) 40°25'27.3"N., 74°03'41"W.; then along the shoreline to the beginning point.

(2459) (b) Terminal Channel. The waters within the following boundaries are a security zone-A line beginning

at

(2460) 40°27'41.2"N., 74°02'46"W.; then to

(2461) 40°28'27.0"N., 74°02'17.2"W.; then to

(2462) 40°28'21.1"N., 74°02'00"W.; then to

(2463) 40°28'07.8"N., 74°02'22"W.; then to

(2464) 40°27'39.8"N., 74°02'41.4"W.; then to the beginning.

(2465) (c) The following rules apply to the security zone

established in paragraph (b) of this section (Terminal

Channel) instead of the rule in §165.33(a):

(2466) (1) No vessel shall anchor, stop, remain or drift

without power at any time in the security zone.

(2467) (2) No vessel shall enter, cross, or otherwise navigate in the security zone when a public vessel, or any

other vessel, that cannot safely navigate outside the

132 ■ Chapter 2 ■ Coast Pilot 2
Terminal Channel, is approaching or leaving the Naval

Ammunition Depot Piers at Leonardo, New Jersey.

(2468) (3) Vessels may enter or cross the security zone, except as provided in paragraph (c)(2) of this section.

(2469) (4) No person may swim in the security zone.

§165.140 New London Harbor, Connecticut-Security

zone.

(2470) (a) Security zones:

(2471) (1) Security Zone A. The waters of the Thames

River west of the Electric Boat Corporation Shipyard

enclosed by a line beginning at a point on the shoreline

at

(2472) 41°20'16"N., 72°04'47"W.; then running west to

(2473) 41°20'16"N., 72°04'57"W.; then running north to

(2474) 41°20'26"N., 72°04'57"W.; then northwest to

(2475) 41°20'28.7"N., 72°05'01.7"W.; then north-northwest to

(2476) 41°20'53.3"N., 72°05'04.8"W.; then north-northeast to

(2477) 41°21'02.9"N., 72°05'04.9"W.; then east to a point

on the shore at

(2478) 41°21'02.9"N., 72°04'58.2"W.

(2479) (2) Security Zone B. The waters of the Thames

River, west of the Naval Submarine Base, New London,

Conn., enclosed by a line beginning at a point on the

shoreline at

(2480) 41°23'15.8"N., 72°05'17.9"W.; then to

(2481) 41°23'15.8"N., 72°05'22"W.; then to

(2482) 41°23'25.9"N., 72°05'29.9"W.; then to

(2483) 41°23'33.8"N., 72°05'34.7"W.; then to

(2484) 41°23'37.0"N., 72°05'38.0"W.; then to

(2485) 41°23'41.0"N., 72°05'40.3"W.; then to

(2486) 41°23'47.2"N., 72°05'42.3"W.; then to

(2487) 41°23'53.8"N., 72°05'43.7"W.; then to

(2488) 41°23'59.8"N., 72°05'43.0"W.; then to

(2489) 41°24'12.4"N., 72°05'43.2"W.; then to a point on

the shoreline at

(2490) 41°24'14.4"N., 72°05'38"W.; then along the shoreline to the point of beginning.

(2491) (3) All coordinates are North American Datum

1983.

(2492) (b) Special regulation. Section 165.33 does not apply to public vessels when operating in Security Zone A

or to vessels owned by, under hire to, or performing

work for the Electric Boat Division when operating in

Security Zone A.

§165.150 New Haven Harbor, Quinnipiac River,

Mill River.

(2493) (a) The following is a regulated navigation area:

The waters surrounding the Tomlinson Bridge located

within a line extending from a point A at the southeast

corner of the Wyatt terminal dock at 41°17'50"N.,

72°54'36"W.; thence along a line 126°T to point B at the

southwest corner of the Gulf facility at 41°17'42"N.,

72°54'21"W.; thence north along the shoreline to point

C at the northwest corner of the Texaco terminal dock

41°17'57"N., 72°54'06"W.; thence along a line 303°T to

point D at the west bank of the mouth of the Mill River

41°18'05"N., 72°54'23"W.; thence south along the

shoreline to point A.

(2494) (b) Regulations. (1) No person may operate a vessel

or tow a barge in this Regulated Navigation Area in violation of these regulations.

(2495) (2) Applicability. The regulations apply to barges

with a freeboard greater than ten feet and to any vessel

towing or pushing these barges on outbound transits of

the Tomlinson Bridge.

(2496) (3) Regulated barges may not transit the bridge–

(2497) (i) During the period from one hour to five hours

after high water slack,

(2498) (ii) When the wind speed at the bridge is greater

than twenty knots, and

(2499) (iii) With the barge being towed on a hawser, stern

first.

(2500) (4) Regulated barges with a beam greater than fifty

feet must be pushed ahead through the bridge.

(2501) (5) If the tug operator does not have a clear view

over the barge when pushing ahead, the operator shall

post a lookout on the barge with a means of communication with the operator.

(2502) (6) Regulated barges departing the Mill River may

transit the bridge only between sunrise and sunset.

Barges must be pushed ahead of the tug, bow first, with

a second tug standing by to assist at the bow.

(2503) (7) Nothing in this section is intended to relieve

any person from complying with–

(2504) (i) Applicable Navigation and Pilot Rules for Inland

Waters;

(2505) (ii) Any other laws or regulations;

(2506) (iii) Any order or direction of the Captain of the

Port.

(2507) (8) The Captain of the Port, New Haven, may issue

an authorization to deviate from any rule in this section if the COTP finds that an alternate operation can

be done safely.

§165.152 Coast Guard Station Fire Island, Long

Island, New York–safety zone.

(2508) (a) Location. The following waters of Fire Island

Inlet are a safety zone: Beginning at a point on shore at

(2509) 40°37.523'N., 073°15.685'W.; then north to

(2510) 40°37.593'N., 073°15.719'W.; then east to

(2511) 40°37.612'N., 073°15.664'W.; then east to

(2512) 40°37.630'N., 073°15.610'W.; then east to

(2513) 40°37.641'N., 073°15.558'W.; then southeast to

(2514) 40°37.630'N., 073°15.475'W.; then southeast to

(2515) 40°37.625'N., 073°15.369'W.; then southeast to

Navigation Regulations ■ Chapter 2 ■ 133
(2516) 40°37.627'N., 073°15.318'W.; then southeast to

point on shore at 40°37.565'N., 073°15.346'W. All coordinates are North American Datum 1983.

(2517) (b) Regulations. (1) The general regulations contained in 33 CFR §165.23 apply.

(2518) (2) All persons and vessels must comply with the

Coast Guard Captain of the Port or designated on-scene

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. Upon being hailed by siren, radio, flashing light

or other means from a U.S. Coast Guard vessel or other

vessel with on-scene patrol personnel aboard, the operator of the vessel shall proceed as directed.

§165.153 Regulated Navigation Area: Long Island

Sound Marine Inspection and Captain of the Port

Zone.

(2519) (a) Regulated Navigation Area location. All waters

of the Long Island Sound Marine Inspection and Captain of the Port (COTP) Zone, as delineated in 33 CFR

3.05-35, extending seaward 12 nautical miles from the

territorial sea baseline, are established as a regulated

navigation area (RNA).

(2520) (b) Applicability. This section applies to all vessels

operating within the RNA excluding public vessels.

(2521) (c) Definitions. The following definitions apply to

this section:

(2522) Commercial service means any type of trade or

business involving the transportation of goods or individuals, except service performed by a combatant vessel.

(2523) Ferry means a vessel that:

(2524) (1) Operates in other than ocean or coastwise service;

(2525) (2) Has provisions only for deck passengers or vehicles, or both;

(2526) (3) Operates on a short run on a frequent schedule

between two points over the most direct water route;

and

(2527) (4) Offers a public service of a type normally attributed to a bridge or tunnel.

(2528) Public vessels means vessels owned or bareboat

chartered and operated by the United States, or by a

State or political subdivision thereof, or by a foreign

nation, except when such vessel is engaged in commercial service.

(2529) Territorial sea baseline means the line defining the

shoreward extent of the territorial sea of the United

States drawn according to the principles, as recognized

by the United States, of the Convention on the Territorial Sea and the Contiguous Zone, 15 U.S.T. 1606, and

the 1982 United Nations Convention on the Law of the

Sea (UNCLOS), 21 I.L.M. 1261. Normally, the territorial sea baseline is the mean low water line along the

coast of the United States.

(2530) (d) Regulations. (1) Speed restrictions in the vicinity of Naval Submarine Base New London and Lower

Thames River. Unless authorized by the Captain of the

Port (COTP), vessels of 300 gross tons or more may not

proceed at a speed in excess of eight knots in the

Thames River from New London Harbor channel buoys

7 and 8 (Light List numbers 21875 and 21880 respectively) north through the upper limit of the Naval Submarine Base New London Restricted Area, as that area

is specified in 33 CFR 334.75(a). The U.S. Navy and

other Federal, State and municipal agencies may assist

the U.S. Coast Guard in the enforcement of this rule.

(2531) (2) Enhanced communications. Vessels of 300

gross tons or more and all vessels engaged in towing

barges must issue securité calls on marine band or Very

High Frequency (VHF) radio channel 16 upon approach to the following locations:

(2532) (i) Inbound approach to Cerberus Shoal; and

(2533) (ii) Outbound approach to Race Rock Light (USCG

Light List No. 19815).

(2534) (3) All vessels operating within the RNA that are

bound for a port or place located in the United States or

that must transit the internal waters of the United

States, must be inspected to the satisfaction of the U.S.

Coast Guard, before entering waters within three nautical miles from the territorial sea baseline. Vessels

awaiting inspection will be required to anchor in the

manner directed by the COTP. This section does not apply to vessels operating exclusively within the Long Island Sound Marine Inspection and COTP Zone, vessels

on single voyage which depart from and return to the

same port or place within the RNA, all towing vessels

engaged in coastwise trade, vessels in innocent passage

not bound for a port or place subject to the jurisdiction

of the United States, and all vessels not engaged in

commercial service whose last port of call was in the

United States. Vessels requiring inspection by the

COTP may contact the COTP via marine band or Very

High Frequency (VHF) channel 16, telephone at (203)

468-4401, facsimile at (203) 468-4418, or letter, addressed to Captain of the Port, Long Island Sound, 120

Woodward Ave., New Haven, CT 06512.

(2535) (4) All vessels operating within the RNA that are

bound for a port or place located in the United States or

that must transit the internal waters of the United

States, must obtain authorization from the Captain of

the Port (COTP) before entering waters within three

nautical miles from the territorial sea baseline. Vessels

awaiting COTP authorization to enter waters within

three nautical miles from the territorial sea baseline

will be required to anchor in the manner directed by

134 ■ Chapter 2 ■ Coast Pilot 2
the COTP. This section does not apply to vessels operating exclusively within the Long Island Sound Marine

Inspection and COTP Zone, vessels on a single voyage

which depart from and return to the same port or place

within the RNA, all towing vessels engaged in coastwise

trade, vessels in innocent passage not bound for a port

or place subject to the jurisdiction of the United States,

and all vessels not engaged in commercial service

whose last port of call was in the United States. Vessels

may request authorization from the COTP by contacting the COTP via marine band or Very High Frequency

(VHF) channel 16, telephone at (203) 468-4401, facsimile at (203) 468-4418, or letter addressed to Captain

of the Port, Long Island Sound, 120 Woodward Ave.,

New Haven, CT 06512.

(2536) (5) Vessels over 1,600 gross tons operating in the

RNA within three nautical miles from the territorial

sea baseline that are bound for a port or place located in

the United States or that must transit the internal waters of the United States must receive authorization

from the COTP prior to transiting or any intentional

vessel movements, including, but not limited to, shifting berths, departing anchorage, or getting underway

from a mooring. This section does not apply to vessels

in innocent passage not bound for a port or place subject to the jurisdiction of the United States.

(2537) (6) Ferry vessels. Vessels of 300 gross tons or more

are prohibited from entering all waters within a

1200-yard radius of any ferry vessel transiting in any

portion of the Long Island Sound Marine Inspection

and COTP Zone without first obtaining the express

prior authorization of the ferry vessel licensed operator, licensed master, COTP, or the designated COTP

on-scene patrol.

(2538) (7) Vessels engaged in commercial service. No vessel may enter within a 100-yard radius of any vessel engaged in commercial service while that vessel is

transiting, moored, or berthed in any portion of the

Long Island Sound Marine Inspection and COTP zone

without the express prior authorization of the vessel's

licensed operator, master, COTP, or the designated

COTP on-scene representative.

(2539) (8) Bridge foundations. Any vessel operating beneath a bridge must make a direct, immediate and expeditious passage beneath the bridge while remaining

within the navigable channel. No vessel may stop,

moor, anchor or loiter beneath a bridge at any time. No

vessel may approach within a 25-yard radius of any

bridge foundation, support, stanchion, pier or abutment except as required for the direct, immediate and

expeditious transit beneath a bridge.

(2540) (9) This section does not relieve any vessel from

compliance with applicable navigation rules.

§165.154 Safety and Security Zones: Long Island

Sound Marine Inspection Zone and Captain of the

Port Zone.

(2541) (a) Safety and security zones. The following areas

are safety and security zones:

(2542) (1) Dominion Millstone Nuclear Power Plant Safety

and Security Zones. (i) All waters north and north east

of a line running from Bay Point, at approximate position 41°18.57'N., 072°10.41'W., to Millstone Point at

approximate position 41°18.25'N., 072°09.96'W.

(2543) (ii) All waters west of a line starting at 41°18.700'N.,

072°09.650'W. running south to the eastern most point

of Fox Island at approximate position 41°18.400'N.,

072°09.660'W. All coordinates are North American Datum 1983.

(2544) (2) Coast Guard Vessels Safety and Security Zones.

All waters within a 100-yard radius of any anchored

Coast Guard vessel. For the purposes of this section,

Coast Guard vessels includes any commissioned vessel

or small boat in the service of the regular Coast Guard

and does not include Coast Guard Auxiliary vessels.

(2545) (b) Regulations. (1) The general regulations contained in §165.23 and §165.33 of this part apply.

(2546) (2) 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, Long Island Sound.

(2547) (3) All persons and vessels shall comply with the instructions of the Coast Guard Captain of the Port or

on-scene patrol personnel. These personnel comprise

commissioned, warrant, and petty officers of the Coast

Guard. Upon being hailed by a U.S. Coast Guard vessel

by siren, radio, flashing light, or other means, the operator of a vessel shall proceed as directed.

§165.155 Northville Industries Offshore Platform,

Riverhead, Long Island, New York-safety zone.

(2548) (a) The following area is established as a safety zone

during the specified condition:

(2549) (1) The waters within a 500 yard radius of the

Northville Industries Offshore Platform, Long Island,

New York, 1 mile North of the Riverhead shoreline at

41°00'N., 072°38'W., while a liquefied Petroleum Gas

(LPG) vessel is moored at the Offshore Platform. The

safety zone remains in effect until the LPG vessel departs the Offshore Platform.

(2550) (b) The general regulations governing safety zone

contained in 33 CFR 165.23 apply.

(2551) (c) The Captain of the Port will notify the maritime

community of periods during which this safety zone

will be in effect by providing notice of scheduled moorings at the Northville Industries Offshore Platform of

LPG vessels via Marine Safety Information Radio

Broadcast.

Navigation Regulations ■ Chapter 2 ■ 135
§165.160 Safety and Security Zones: Liquefied

Hazardous Gas Vessel, Liquefied Hazardous Gas

Facility and Designated Vessel Transits, New York

Marine Inspection Zone and Captain of the Port

Zone.

(2552) (a) Location. The following areas are safety and security zones:

(2553) (1) All waters of the New York Marine Inspection

Zone and Captain of the Port Zone within a 200-yard radius of any Liquefied Hazardous Gas (LHG) vessel or

LHG facility.

(2554) (2) [Suspended]

(2555) (b) [Suspended]

(2556) (c) Regulations. (1) The general regulations contained in 33 CFR 165.23 and 165.33 apply.

(2557) (2) All persons and vessels must comply with the

instructions of the Coast Guard Captain of the Port or

the designated on-scene patrol personnel. These personnel comprise commissioned, warrant, and petty officers of the Coast Guard onboard Coast Guard, Coast

Guard Auxiliary, local, state, and federal law enforcement vessels. Upon being hailed by U.S. Coast Guard

patrol personnel by siren, radio, flashing light, or other

means, the operator of a vessel shall proceed as directed.

(2558) (3) The Captain of the Port will notify the maritime

community of periods during which these zones will be

enforced by methods in accordance with 33 CFR 165.7

and will identify DV vessel transits by way of electronic

mail broadcast.

§165.164 Security Zones; Dignitary

Arrival/Departure New York, NY.

(2559) (a) The following areas are established as security

zones:

(2560) (1) Location. Wall Street heliport: All waters of the

East River within the following boundaries: East of a

line drawn between approximate position 40°42'01"N.,

074°00'39"W. (east of The Battery) to 40°41'36"N.,

074°00'52"W. (NAD 1983) (point north of Governors Island) and north of a line drawn from the point north of

Governors Island to the southwest corner of Pier 7

North, Brooklyn; and south of a line drawn between the

northeast corner of Pier 13, Manhattan, and the northwest corner of Pier 2 North, Brooklyn.

(2561) (2) [Reserved]

(2562) (3) Location. Marine Air Terminal, La Guardia Airport: All waters of Bowery Bay, Queens, New York,

south of a line drawn from the western end of La

Guardia Airport at approximate position 40°46'47"N.,

073°53'05"W. (NAD 1983) to the Rikers Island Bridge at

approximate position 40°46'51"N., 073°53'21"W. (NAD

1983) and east of a line drawn between the point at the

Rikers Island Bridge to a point on the shore in Queens,

New York, at approximate position 40°46'36"N.,

073°53'31"W. (NAD 1983).

(2563) (4) Location. All waters of the East River bound by

the following points: 40°44'37"N., 073°58'16.5"W. (the

base of East 35th Street, Manhattan), then east to

40°44'34.5"N., 073°58'10.5"W. (about 175 yards offshore

of Manhattan), then northeasterly to 40°45'29"N.,

073°57'26.5"W. (about 125 yards offshore of Manhattan

at the Queensboro Bridge), then northwesterly to

40°45'31"N., 073°57'30.5"W. (Manhattan shoreline at the

Queensboro Bridge), then southerly to the starting

point at 40°44'37"N., 073°58'16.5"W. All nautical positions are based on North American Datum of 1983.

(2564) (5) Location. All waters of the East River north of a

line drawn from approximate position 40°44'37"N.,

073°58'16.5"W. (the base of East 35th Street, Manhattan),

to approximate position 40°44'23"N., 073°57'44.5"W.

(Hunters Point, Long Island City), and south of the

Queensboro Bridge. All nautical positions are based on

North American Datum of 1983.

(2565) (6) The security zone will be activated 30 minutes

before the dignitaries’ arrival into the zone and remain

in effect until 15 minutes after the dignitaries’ departure from the zone.

(2566) (7) The activation of a particular zone will be announced by facsimile and marine information broadcasts.

(2567) (b) Regulations. (1) The general regulations contained in 33 CFR 165.33 apply.

(2568) (2) All persons and vessels shall comply with the instructions of the Coast Guard Captain of the Port or the

designated on-scene-patrol personnel. These personnel comprise commissioned, warrant, and petty officers of the Coast Guard. Upon being hailed by a U.S.

Coast Guard vessel using siren, radio, flashing light, or

other means, the operator of a vessel shall proceed as

directed.

§165.165 [Removed].

§165.169 Safety and Security Zones: New York

Marine Inspection Zone and Captain of the Port

Zone.

(2569) (a) Safety and security zones. The following waters

within the New York Marine Inspection Zone and Captain of the Port Zone are safety and security zones:

(2570) (1) Indian Point Nuclear Power Station (IPNPS).

All waters of the Hudson River within 300-yard radius

of the IPNPS pier in approximate position 41°16'12.4"N.,

073°57'16.2"W. (NAD 83).

(2571) (2) U.S. Coast Guard Cutters and Shore Facilities.

All waters within 100 yards of: Each moored, or anchored, Coast Guard Cutter; Coast Guard Station New

York; Staten Island, NY; Coast Guard Station Sandy

136 ■ Chapter 2 ■ Coast Pilot 2
Hook, NJ; Coast Guard Station Kings Point, NY; and

Coast Guard Aids to Navigation Team New York,

Bayonne, NJ.

(2572) (3) Commercial Waterfront Facilities. All waters

within 25 yards of each commercial waterfront facility

that is capable of accepting barge, ferry or other commercial vessels. For purposes of this section, “commercial waterfront facility” means all piers, wharves, docks

and similar structures to which barge, ferry or other

commercial vessels may be secured; areas of land or

water under and in immediate proximity to them;

buildings on such structures or contiguous to them;

and equipment and materials on such structures and in

such buildings.

(2573) (i) When a barge, ferry or other commercial vessel

is conducting transfer operations at a commercial waterfront facility, the 25-yard zone is measured from the

outboard side of the commercial vessel.

(2574) (ii) Vessels may transit through any portion of the

zone that extends into the navigable channel for the

sole purpose of direct and expeditious transit through

the zone so long as they remain within the navigable

channel, maintain the maximum safe distance from

the commercial waterfront facility and do not stop or

loiter within the zone.

(2575) (4) Liberty and Ellis Islands. All waters within 150

yards of Liberty Island, Ellis Island, and the bridge between Liberty State Park and Ellis Island.

(2576) (5) Bridge Piers and Abutments, Overhead Power

Cable Towers, Piers and Tunnel Ventilators. All waters

within 25 yards of any bridge pier or abutment, overhead power cable tower, pier or tunnel ventilators

south of the Troy, NY Locks. Vessels may transit

through any portion of the zone that extends into the

navigable channel for the sole purpose of direct and expeditious transit through the zone so long as they remain within the navigable channel, maintain the

maximum safe distance from the waterfront facility

and do not stop or loiter within the zone.

(2577) (6) New York City Passenger Ship Terminal, Hudson River, NY.

(2578) (i) Location. All waters of the Hudson River bound

by the following points: From the northeast corner of

Pier 96 where it intersects the seawall, thence west to

approximate position 40°46'23.1"N., 073°59'59.0"W.,

thence south to approximate position 40°45'55.3"N.,

074°00'20.2"W. (NAD 1983), thence east to the southeast corner of Pier 84 where it intersects the seawall,

thence north along the shoreline to the point of origin.

(2579) (ii) Enforcement period. This zone will be enforced

whenever passenger vessels are pierside at Pier 88, 90

or 92 or whenever the passenger ship terminal or the

adjacent Intrepid Sea, Air and Space Museum,

Manhattan is being used as an Emergency Operations

Center. The activation and termination of a particular

zone will be announced in accordance with 33 CFR

165.7.

(2580) (7) La Guardia Airport, Bowery and Flushing Bays,

Queens, NY.–

(2581) (i) Location: 200-Yard Zone. All waters of Bowery

and Flushing Bays within approximately 200 yards of

La Guardia Airport bound by the following points: Onshore at Steinway, Queens in approximate position

(2582) 40°46'32.1"N., 073°53'22.4"W., thence to

(2583) 40°46'52.8"N., 073°53'09.3"W., thence to

(2584) 40°46'54.8"N., 073°52'54.2"W., thence to

(2585) 40°46'59.3"N., 073°52'51.3"W., thence to

(2586) 40°47'11.8"N., 073°53'17.3"W., thence to

(2587) 40°47'13.0"N., 073°53'16.1"W. on Rikers Island,

thence easterly along the Rikers Island shoreline to approximate position

(2588) 40°47'12.9"N., 073°52'17.9"W., thence to

(2589) 40°47'16.7"N., 073°52'09.2"W., thence to

(2590) 40°47'36.1"N., 073°51'52.5"W., thence to

(2591) 40°47'35.1"N., 073°51'50.5"W., thence to

(2592) 40°47'15.9"N., 073°52'06.4"W., thence to

(2593) 40°47'14.5"N., 073°52'03.1"W., thence to

(2594) 40°47'10.6"N., 073°52'06.7"W., thence to

(2595) 40°47'01.9"N., 073°52'02.4"W., thence to

(2596) 40°46'50.4"N., 073°52'08.1"W., thence to

(2597) 40°46'26.8"N., 073°51'18.5"W., thence to

(2598) 40°45'57.2"N., 073°51'01.8"W., thence to

(2599) 40°45'51.2"N., 073°50'59.6"W., thence to

(2600) 40°45'49.5"N., 073°51'07.2"W., thence to

(2601) 40°45'58.8"N., 073°51'13.2"W., thence to

(2602) 40°46'02.3"N., 073°51'20.1"W., thence to

(2603) 40°45'48.4"N., 073°51'37.0"W., (NAD 1983) thence

along the shoreline to the point of origin.

(2604) (ii) Location: 100-Yard Zone. All waters of Bowery

and Flushing Bays within approximately 100 yards of

La Guardia Airport bound by the following points: Onshore at Steinway, Queens in approximate position

(2605) 40°46'32.1"N., 073°53'22.4"W., thence to

(2606) 40°46'50.6"N., 073°53'07.3"W., thence to

(2607) 40°46'53.0"N., 073°52'50.9"W., thence to

(2608) 40°46'57.6"N., 073°52'47.9"W., thence to

(2609) 40°47'11.8"N., 073°53'17.3"W., thence to

(2610) 40°47'13.0"N., 073°53'16.1"W., on Rikers Island,

thence easterly along the Rikers Island shoreline to approximate position

(2611) 40°47'12.9"N., 073°52'17.9"W., thence to

(2612) 40°47'16.7"N., 073°52'09.2"W., thence to

(2613) 40°47'36.1"N., 073°51'52.5"W., thence to

(2614) 40°47'35.1"N., 073°51'50.5"W., thence to

(2615) 40°47'15.9"N., 073°52'06.4"W., thence to

(2616) 40°47'14.5"N., 073°52'03.1"W., thence to

(2617) 40°47'07.9"N., 073°52'09.2"W., thence to

(2618) 40°47'01.4"N., 073°52'06.1"W., thence to

Navigation Regulations ■ Chapter 2 ■ 137
(2619) 40°46'50.0"N., 073°52'14.6"W., thence to

(2620) 40°46'22.2"N., 073°51'16.0"W., thence to

(2621) 40°45'57.2"N., 073°51'01.8"W., thence to

(2622) 40°45'52.4"N., 073°51'00.2"W., thence to

(2623) 40°45'50.6"N., 073°51'07.9"W., thence to

(2624) 40°45'58.8"N., 073°51'13.2"W., thence to

(2625) 40°46'04.0"N., 073°51'23.3"W., thence to

(2626) 40°45'51.2"N., 073°51'38.8"W., (NAD 1983) thence

along the shoreline to the point of origin.

(2627) (iii) Enforcement period. The zones described in

paragraph (a)(7) of this section will be effective at all

times. When port security conditions permit, the Captain of the Port will allow vessels to operate within that

portion of the waters described in paragraph (a)(7)(i)

that lies outside of the waters described in paragraph

(a)(7)(ii). Authorization to enter the waters that lie between the outer boundaries of the zones described in

paragraphs (a)(7)(i) and (a)(7)(ii) will be communicated by the Captain of the Port to the public by marine

broadcast, or local notice to mariners, or notice posted

at http://www.homeport.uscg.mil/newyork.

(2628) (8)John F. Kennedy Airport, Jamaica Bay, Queens,

NY.–

(2629) (i) Location: Bergen Basin. All waters of Bergen Basin north of 40°39'26.4"N.

(2630) (ii) Location: Thurston Basin. All waters of

Thurston Basin north of 40°38'21.2"N.

(2631) (iii) Location: 200-Yard Zone. All waters of Jamaica

Bay within approximately 200 yards of John F. Kennedy

Airport bound by the following points: Onshore east of

Bergen Basin, Queens in approximate position

(2632) 40°38'49.0"N., 073°49'09.1"W., thence to

(2633) 40°38'42.5"N., 073°49'13.2"W., thence to

(2634) 40°38'00.6"N., 073°47'35.1"W., thence to

(2635) 40°37'52.3"N., 073°47'55.0"W., thence to

(2636) 40°37'50.3"N., 073°47'53.5"W., thence to

(2637) 40°37'59.4"N., 073°47'32.6"W., thence to

(2638) 40°37'46.1"N., 073°47'07.2"W., thence to

(2639) 40°37'19.5"N., 073°47'30.4"W., thence to

(2640) 40°37'05.5"N., 073°47'03.0"W., thence to

(2641) 40°37'34.7"N., 073°46'40.6"W., thence to

(2642) 40°37'20.5"N., 073°46'23.5"W., thence to

(2643) 40°37'05.7"N., 073°46'34.9"W., thence to

(2644) 40°36'54.8"N., 073°46'26.7"W., thence to

(2645) 40°37'14.1"N., 073°46'10.8"W., thence to

(2646) 40°37'36.9"N., 073°45'52.8"W., thence to

(2647) 40°38'00.8"N., 073°44'54.9"W., thence to

(2648) 40°38'05.1"N., 073°45'00.3"W., (NAD 1983) thence

along the shoreline to the point of origin.

(2649) (iv) Location: 100-Yard Zone. All waters of Jamaica

Bay within approximately 100 yards of John F. Kennedy

Airport bound by the following points: Onshore east of

Bergen Basin, Queens in approximate position

(2650) 40°38'49.0"N., 073°49'09.1"W., thence to

(2651) 40°38'45.1"N., 073°49'11.6"W., thence to

(2652) 40°38'02.0"N., 073°47'31.8"W., thence to

(2653) 40°37'52.3"N., 073°47'55.0"W., thence to

(2654) 40°37'50.3"N., 073°47'53.5"W., thence to

(2655) 40°38'00.8"N., 073°47'29.4"W., thence to

(2656) 40°37'47.4"N., 073°47'02.4"W., thence to

(2657) 40°37'19.9"N., 073°47'25.0"W., thence to

(2658) 40°37'10.0"N., 073°47'03.7"W., thence to

(2659) 40°37'37.7"N., 073°46'41.2"W., thence to

(2660) 40°37'22.6"N., 073°46'21.9"W., thence to

(2661) 40°37'05.7"N., 073°46'34.9"W., thence to

(2662) 40°36'54.8"N., 073°46'26.7"W., thence to

(2663) 40°37'14.1"N., 073°46'10.8"W., thence to

(2664) 40°37'40.0"N., 073°45'55.6"W., thence to

(2665) 40°38'02.8"N., 073°44'57.5"W., thence to

(2666) 40°38'05.1"N., 073°45'00.3"W., (NAD 1983) thence

along the shoreline to the point of origin.

(2667) (v) Enforcement period. The zones described in

paragraphs (a)(8) of this section will be effective at all

times. When port security conditions permit, the Captain of the Port will allow vessels to operate within that

portion of the waters described in paragraph (a)(8)(iii)

of this section that lies outside of the waters described

in paragraph (a)(8)(iv) of this section. Authorization to

enter the waters that lie between the outer boundaries

of the zones described in paragraphs (a)(8)(iii) and

(a)(8)(iv) of this section will be communicated by the

Captain of the Port to the public by marine broadcast,

local notice to mariners, or notice posted at

http://www.homeport.uscg.mil/newyork.

(2668) (9) NYPD Ammunition Depot, Rodman Neck, Eastchester Bay, NY.–

(2669) (i) Location: 150-Yard Zone. All waters of Eastchester Bay within approximately 150 yards of Rodman

Neck bound by the following points: Onshore in approximate position

(2670) 40°51'30.4"N., 073°48'14.9"W., thence to

(2671) 40°51'29.9"N., 073°48'20.7"W., thence to

(2672) 40°51'16.9"N., 073°48'22.5"W., thence to

(2673) 40°51'07.5"N., 073°48'18.7"W., thence to

(2674) 40°50'54.2"N., 073°48'11.1"W., thence to

(2675) 40°50'48.5"N., 073°48'04.6"W., thence to

(2676) 40°50'49.2"N., 073°47'56.5"W., thence to

(2677) 40°51'03.6"N., 073°47'47.3"W., thence to

(2678) 40°51'15.7"N., 073°47'46.8"W., thence to

(2679) 40°51'23.5"N., 073°47'41.9"W., (NAD 1983) thence

southwesterly along the shoreline to the point of origin.

(2680) (ii) Location: 100-Yard Zone. All waters of Eastchester Bay within approximately 100 yards of Rodman

Neck bound by the following points: Onshore in approximate position

(2681) 40°51'30.4"N., 073°48'14.9"W., thence to

(2682) 40°51'30.1"N., 073°48'19.0"W., thence to

138 ■ Chapter 2 ■ Coast Pilot 2
(2683) 40°51'16.8"N., 073°48'20.5"W., thence to

(2684) 40°51'07.9"N., 073°48'16.8"W., thence to

(2685) 40°50'54.9"N., 073°48'09.0"W., thence to

(2686) 40°50'49.7"N., 073°48'03.6"W., thence to

(2687) 40°50'50.1"N., 073°47'57.9"W., thence to

(2688) 40°51'04.6"N., 073°47'48.9"W., thence to

(2689) 40°51'15.9"N., 073°47'48.4"W., thence to

(2690) 40°51'23.5"N., 073°47'41.9"W., (NAD 1983) thence

southwesterly along the shoreline to the point of origin.

(2691) (iii) Enforcement period. The zones described in

paragraph (a)(9) of this section will be effective at all

times. When port security conditions permit, the Captain of the Port will allow vessels to operate within that

portion of the waters described in paragraph (a)(9)(i) of

this section that lies outside of the waters described in

paragraph (a)(9)(ii) of this section. Authorization to

enter the waters that lie between the outer boundaries

of the zones described in paragraphs (a)(9)(i) and

(a)(9)(ii) of this section will be communicated by the

Captain of the Port to the public by marine broadcast,

local notice to mariners, or notice posted at

http://www.homeport.uscg.mil/newyork.

(2692) (10) Port Newark/Port Elizabeth, Newark Bay, NJ.

All waters of Newark Bay bound by the following points:

(2693) 40°41'49.9"N., 074°07'32.2"W., thence to

(2694) 40°41'46.5"N., 074°07'20.4"W., thence to

(2695) 40°41'10.7"N., 074°07'45.9"W., thence to

(2696) 40°40'54.3"N., 074°07'55.7"W., thence to

(2697) 40°40'36.2"N., 074°08'03.8"W., thence to

(2698) 40°40'29.1"N., 074°08'06.3"W., thence to

(2699) 40°40'21.9"N., 074°08'10.0"W., thence to

(2700) 40°39'27.9"N., 074°08'43.6"W., thence to

(2701) 40°39'21.5"N., 074°08'50.1"W., thence to

(2702) 40°39'21.5"N., 074°09'54.3"W., (NAD 1983) thence

northerly along the shoreline to the point of origin.

(2703) (11) Global Marine Terminal, Upper New York Bay.

All waters of Upper New York Bay between the Global

Marine and Military Ocean Terminals, west of the New

Jersey Pierhead Channel.

(2704) (12) Approaches to New York, Atlantic Ocean. The

following area is a security zone: All waters of the Atlantic Ocean between the Ambrose to Hudson Canyon

Traffic Lane and the Barnegat to Ambrose Traffic Lane

bound by the following points:

(2705) 40°21'29.9"N., 073°44'41.0"W., thence to

(2706) 40°21'04.5"N., 073°45'31.4"W., thence to

(2707) 40°15'28.3"N., 073°44'13.8"W., thence to

(2708) 40°15'35.4"N., 073°43'29.8"W., thence to

(2709) 40°19'21.2"N., 073°42'53.0"W., (NAD 1983) thence

to the point of origin.

(2710) (b) Regulations. (1) Entry into or remaining in a

safety or security zone is prohibited unless authorized

by the Coast Guard Captain of the Port, New York.

(2711) (2) Persons desiring to transit the area of a safety or

security zone may contact the Captain of the Port at

telephone number 718-354-4088 or on VHF channel 14

(156.7 MHz) or VHF channel 16 (156.8 MHz) to seek

permission to transit the area. If permission is granted,

all persons and vessels must comply with the instructions of the Captain of the Port or his or her designated

representative.

(2712) (3) Vessels not actively engaged in authorized vessel to facility transfer operations shall not stop or loiter

within that part of a commercial waterfront facility

safety and security zone extending into the navigable

channel, described in paragraph (a)(3) of this section,

without the express permission of the Coast Guard

Captain of the Port or his or her designated representative, including on-scene patrol personnel.

(2713) (4) The zone described in paragraph (a)(12) of this

section is not a Federal Anchorage Ground. Only vessels directed by the Captain of the Port or his or her

designated representative to enter this zone are authorized to anchor here.

(2714) (5) Vessels do not need permission from the Captain of the Port to transit the area described in paragraph (a)(12) of this section during periods when that

security zone is not being enforced.

(2715) (c) Enforcement. Enforcement periods for the zone

in paragraph (a)(12) of this section will be announced

through marine information broadcast or other appropriate method of communication. The Coast Guard is

enforcing the zone whenever a vessel is anchored in the

security zone or a Coast Guard patrol vessel is on-scene.

§165.170 Safety Zone: Triathlon, Ulster Landing,

Hudson River, NY.

(2716) (a) Regulated area. The following area is a safety

zone: All waters of the Hudson River, in the vicinity of

Ulster Landing, bound by the following points:

(2717) 42°00'03.7"N., 073°56'43.1"W; thence to

(2718) 41°59'52.5"N., 073°56'34.2"W; thence to

(2719) 42°00'15.1"N., 073°56'25.2"W; thence to

(2720) 42°00'05.4"N., 073°56'41.9"W; (NAD 1983); thence

along the shoreline to the point of beginning.

(2721) (b) Effective period. This section is in effect annually from 6 a.m. until 9 a.m. on the first Sunday after

July 4th.

(2722) (c) Regulations. (1) The general regulations contained in 33 CFR 165.23 apply.

(2723) (2) No vessels will be allowed to transit the safety

zone without the permission of the Captain of the Port,

New York.

(2724) (3) All persons and vessels shall comply with the instruction of the Coast Guard Captain of the Port or the

designated on-scene patrol personnel. These personnel

comprise commissioned, warrant, and petty officers of

Navigation Regulations ■ Chapter 2 ■ 139
the Coast Guard. Upon being hailed by a U.S. Coast

Guard vessel by 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.

(2725) 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.

(2726) The following definitions apply to this subpart:

(2727) Atlantic Area means that area described in 33 CFR

3.04–1 Atlantic Area.

(2728) Large U.S. naval vessel means any U.S. naval vessel

greater than 100 feet in length overall.

(2729) Naval defensive sea area means those areas described in 32 CFR part 761.

(2730) 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.

(2731) Navigable waters of the United States means those

waters defined as such in 33 CFR part 2.

(2732) Navigation rules means the Navigation Rules, International-Inland.

(2733) 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.

(2734) Pacific Area means that area described in 33 CFR

3.04–3 Pacific Area.

(2735) Restricted area means those areas established by

the Army Corps of Engineers and set out in 33 CFR part

334.

(2736) 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.

(2737) 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.

(2738) 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.

(2739) (a) Coast Guard. Any Coast Guard commissioned,

warrant or petty officer may enforce the rules and regulations contained in this subpart.

(2740) (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.

(2741) (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.

(2742) 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.

(2743) (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.

(2744) (c) The Navigation Rules shall apply at all times

within a naval vessel protection zone.

(2745) (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

140 ■ Chapter 2 ■ Coast Pilot 2
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.

(2746) (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.

(2747) (f) When conditions permit, the Coast Guard, senior naval officer present in command, or the official

patrol should:

(2748) (1) Give advance notice on VHF-FM channel 16 of

all large U.S. naval vessel movements;

(2749) (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

(2750) (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

(2751) (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.

(2752) 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 166–Shipping Safety Fairways

Subpart A–General

§166.100 Purpose.

(2753) The purpose of these regulations is to establish and

designate shipping safety fairways and fairway anchorages to provide unobstructed approaches for vessels using U.S. ports.

§166.103 Geographic Coordinates.

(2754) 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.

§166.105 Definitions.

(2755) (a) Shipping safety fairway orfairway means a lane

or corridor in which no artificial island or fixed structure, whether temporary or permanent, will be permitted. Temporary underwater obstacles may be permitted

under certain conditions described for specific areas in

Subpart B. Aids to navigation approved by the U.S.

Coast Guard may be established in a fairway.

(2756) (b) Fairway anchorage means an anchorage area

contiguous to and associated with a fairway, in which

fixed structures may be permitted within certain spacing limitations, as described for specific areas in

Subpart B.

§166.110 Modification of areas.

(2757) Fairways and fairway anchorages are subject to

modification in accordance with 33 U.S.C. 1223(c); 92

Stat. 1473.

§166.500 Areas along the Atlantic Coast.

(2758) (a) Purpose. Fairways, as described in this section

are established to control the erection of structures

therein to provide safe vessel routes along the Atlantic

Coast.

(2759) (b) Designated areas.–(1) Off New York Shipping

Safety Fairway.

(2760) (i) Ambrose to Nantucket Safety Fairway. The area

enclosed by rhumb lines, (North American Datum of

1927 (NAD-27)), joining points at:

(2761) 40°32'20"N., 73°04'57"W.

(2762) 40°30'58"N., 72°58'25"W.

(2763) 40°34'07"N., 70°19'23"W.

(2764) 40°35'37"N., 70°14'09"W.

(2765) 40°30'37"N., 70°14'00"W.

(2766) 40°32'07"N., 70°19'19"W.

(2767) 40°28'58"N., 72°58'25"W.

(2768) 40°27'20"N., 73°04'57"W.

(2769) (ii) Nantucket to Ambrose Safety Fairway. The

area enclosed by rhumb lines, NAD-27, joining points

at:

(2770) 40°24'20"N., 73°04'58"W.

(2771) 40°22'58'N., 72°58'26"W.

(2772) 40°26'07"N., 70°19'09"W.

(2773) 40°27'37"N., 70°13'46"W.

(2774) 40°22'37"N., 70°13'36"W.

(2775) 40°24'07"N., 70°19'05"W.

(2776) 40°20'58"N., 72°58'26"W.

(2777) 40°19'20"N., 73°04'58"W.

Navigation Regulations ■ Chapter 2 ■ 141
Part 167–Offshore Traffic Separation Schemes

Subpart A-General

§167.1 Purpose.

(2778) The purpose of the regulations in this part is to establish and designate traffic separation schemes and

precautionary areas to provide access routes for vessels

proceeding to and from U.S. ports.

§167.3 Geographic coordinates.

(2779) Geographic coordinates are defined using North

American 1927 Datum (NAD 27) unless indicated otherwise.

§167.5 Definitions.

(2780) (a) Area to be avoided means a routing measure

comprising an area within defined limits in which either navigation is particularly hazardous or it is exceptionally important to avoid casualties and which

should be avoided by all ships or certain classes of

ships.

(2781) (b) Traffic separation scheme (TSS) means a designated routing measure which is aimed at the separation of opposing streams of traffic by appropriate

means and by the establishment of traffic lanes.

(2782) (c) Traffic lane means an area within defined limits

in which one-way traffic is established. Natural obstacles, including those forming separation zones, may

constitute a boundary.

(2783) (d) Separation zone or line means a zone or line

separating the traffic lanes in which ships are proceeding in opposite or nearly opposite directions; or separating a traffic lane from the adjacent sea area; or

separating traffic lanes designated for particular

classes of ships proceeding in the same direction.

(2784) (e) Precautionary area means a routing measure

comprising an area within defined limits where ships

must navigate with particular caution and within

which the direction of traffic flow may be recommended.

(2785) (f) Deep-water route means an internationally recognized routing measure primarily intended for use by

ships that, because of their draft in relation to the available depth of water in the area concerned, require the

use of such a route.

(2786) (g) Two-way route means a route within defined

limits inside which two-way traffic is established,

aimed at providing safe passage of ships through waters

where navigation is difficult or dangerous.

§167.10 Operating rules.

(2787) The operator of a vessel in a TSS shall comply with

Rule 10 of the International Regulations for Preventing

Collisions at Sea, 1972, as amended.

§167.15 Modification of schemes.

(2788) (a) A traffic separation scheme or precautionary

area described in this Part may be permanently

amended in accordance with 33 U.S.C. 1223 (92 Stat.

1473), and with international agreements.

(2789) (b) A traffic separation scheme or precautionary

area in this Part may be temporarily adjusted by the

Commandant of the Coast Guard in an emergency, or

to accommodate operations which would create an undue hazard for vessels using the scheme or which

would contravene Rule 10 of the International Regulations for Preventing Collisions at Sea, 1972. Adjustment may be in the form of a temporary traffic lane

shift, a temporary suspension of a section of the

scheme, a temporary precautionary area overlaying a

lane, or other appropriate measure. Adjustments will

only be made where, in the judgment of the Coast

Guard, there is no reasonable alternative means of conducting an operation and navigation safety will not be

jeopardized by the adjustment. Notice of adjustments

will be made in the appropriate Notice to Mariners and

in the Federal Register. Requests by members of the

public for temporary adjustments to traffic separation

schemes must be submitted 150 days prior to the time

the adjustment is desired. Such Requests, describing

the interference that would otherwise occur to a TSS,

should be submitted to the District Commander of the

Coast Guard District in which the TSS is located.

Subpart B–Description of Traffic Separation

Schemes and Precautionary Areas

§167.150 Off New York Traffic Separation Scheme:

General.

(2790) The specific areas in the Off New York Traffic Separation Scheme and Precautionary Areas are described

in §§167.151, 167.152, 167.153, 167.154, and 167.155

of this chapter.

§167.151 Off New York: Precautionary areas.

(2791) (a) A circular precautionary area with a radius of

seven miles is established centered upon Ambrose

Light in geographic position:

(2792) 40°27.50'N., 73°49.90'W.

(2793) (b) A precautionary area is established between the

traffic separation scheme “Eastern Approach, off

Nantucket” and the traffic separation schemes “In the

Approach to Boston, Massachusetts.” (1) The

142 ■ Chapter 2 ■ Coast Pilot 2
precautionary area is bounded to the east by a circle of

radius 15.5 miles, centered upon geographic position:

(2794) 40°35.00'N., 69°00.00'W., and is intersected by the

traffic separation schemes “In the Approach to Boston,

Massachusetts” and “Off New York” at the following

geographic positions:

(2795) 40°50.33'N., 68°57.00'W.

(2796) 40°23.75'N., 69°14.63'W.

(2797) (2) The precautionary area is bounded to the west

by a line connecting the two traffic separation schemes

between the following geographic positions:

(2798) 40°36.75'N., 69°15.16'W.

(2799) 40°48.00'N., 69°03.33'W.

§167.152 Off New York: Eastern approach, off

Nantucket.

(2800) (a) A separation zone is established bounded by a

line connecting the following geographic positions:

(2801) 40°28.75'N., 69°14.83'W.

(2802) 40°27.62'N., 70°13.77'W.

(2803) 40°30.62'N., 70°14.00'W.

(2804) 40°31.75'N., 69°14.97'W.

(2805) (b) A traffic lane for westbound traffic is established

between the separation zone and a line connecting the

following geographic positions:

(2806) 40°36.75'N., 69°15.17'W.

(2807) 40°35.62'N., 70°14.15'W.

(2808) (c) A traffic lane for eastbound traffic is established

between the separation zone and a line connecting the

following geographic positions:

(2809) 40°22.62'N., 70°13.60'W.

(2810) 40°23.75'N., 69°14.63'W.

§167.153 Off New York: Eastern approach, off

Ambrose Light.

(2811) (a) A separation zone is established bounded by a

line connecting the following geographic positions:

(2812) 40°24.33'N., 73°04.97'W.

(2813) 40°24.20'N., 73°11.50'W.

(2814) 40°26.00'N., 73°40.93'W.

(2815) 40°27.00'N., 73°40.75'W.

(2816) 40°27.20'N., 73°11.50'W.

(2817) 40°27.33'N., 73°04.95'W.

(2818) (b) A traffic lane for westbound traffic is established

between the separation zone and a line connecting the

following geographic positions:

(2819) 40°32.33'N., 73°04.95'W.

(2820) 40°32.20'N., 73°11.50'W.

(2821) 40°28.00'N., 73°40.73'W.

(2822) (c) A traffic lane for eastbound traffic is established

between the separation zone and a line connecting the

following geographic positions:

(2823) 40°25.05'N., 73°41.32'W.

(2824) 40°19.20'N., 73°11.50'W.

(2825) 40°19.33'N., 73°04.97'W.

§167.154 Off New York: Southeastern approach.

(2826) (a) A separation zone is established bounded by a

line connecting the following geographic positions:

(2827) 40°03.10'N., 73°17.93'W.

(2828) 40°06.50'N., 73°22.73'W.

(2829) 40°22.45'N., 73°43.55'W.

(2830) 40°23.20'N., 73°42.70'W.

(2831) 40°08.72'N., 73°20.10'W.

(2832) 40°05.32'N., 73°15.28'W.

(2833) (b) A traffic lane for northwest-bound traffic is established between the separation zone and a line connecting the following geographic positions:

(2834) 40°08.98'N., 73°10.87'W.

(2835) 40°12.42'N., 73°15.67'W.

(2836) 40°24.02'N., 73°41.97'W.

(2837) (c) A traffic lane for southeast-bound traffic is established between the separation zone and a line connecting the following geographic positions:

(2838) 40°21.82'N., 73°44.55'W.

(2839) 40°02.80'N., 73°27.15'W.

(2840) 39°59.43'N., 73°22.35'W.

§167.155 Off New York: Southern approach.

(2841) (a) A separation zone is established bounded by a

line connecting the following geographic positions:

(2842) 39°45.70'N., 73°48.00'W.

(2843) 40°20.63'N., 73°48.33'W.

(2844) 40°20.87'N., 73°47.07'W.

(2845) 39°45.70'N., 73°44.00'W.

(2846) (b) A traffic lane for northbound traffic is established between the separation zone and a line connecting the following geographic positions:

(2847) 39°45.70'N., 73°37.70'W.

(2848) 40°21.25'N., 73°45.85'W.

(2849) (c) A traffic lane for southbound traffic is established between the separation zone and a line connecting the following geographic positions:

(2850) 40°20.53'N., 73°49.65'W.

(2851) 39°45.70'N., 73°54.40'W.

(2852) Note: Use of LORAN C enables masters of appropriately equipped vessels to be informed highly accurately

and continuously about the vessel’s position in the area

covered by this scheme.

Navigation Regulations ■ Chapter 2 ■ 143
Part 169–Ship Reporting Systems

Subpart A–General

§169.1 What is the purpose of this part?

(2853) 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?

(2854) As used in this part-

(2855) Administration means the Government of the

State whose flag the ship is entitled to fly.

(2856) Cargo ship means any ship which is not a passenger ship.

(2857) Flag Administration means the Government of a

State whose flag the ship is entitled to fly.

(2858) Gross tonnage means tonnage as defined under

the International Convention on Tonnage Measurement of Ships, 1969 (Incorporated by reference, see

§169.15).

(2859) Gross tons means vessel tonnage measured in accordance with the method utilized by the flag state administration of that vessel.

(2860) 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.

(2861) High speed passenger craft means a high speed

craft carrying more than 12 passengers.

(2862) 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.

(2863) Long range identification and tracking (LRIT) information or position report means report containing

the following information:

(2864) (1) The identity of the ship;

(2865) (2) The position of the ship (latitude and longitude); and

(2866) (3) The date and time of the position provided.

(2867) 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.

(2868) 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.

(2869) Mobile offshore drilling unit means a self-propelled

vessel capable of engaging in drilling operations for the

exploration or exploitation of subsea resources.

(2870) Passenger ship means a ship that carries more than

12 passengers.

(2871) Self-propelled ships means ships propelled by mechanical means.

(2872) 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.

(2873) 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?

(2874) 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?

(2875) (a) Certain material is incorporated by reference

into this part with the approval of the Director of the

144 ■ Chapter 2 ■ Coast Pilot 2
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.

(2876) (b) International Electrotechnical Commission

(IEC) Bureau Central de la Commission

Electrotechnique Internationale, 3 rue de Varembé,

P.O. Box 131, 1211 Geneva 20, Switzerland.

(2877) (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.

(2878) (2) [Reserved]

(2879) (c) International Maritime Organization (IMO), 4

Albert Embankment, London SE1 7SR, U.K.

(2880) (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.

(2881) (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.

(2882) (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.

(2883) (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.

(2884) (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

North Atlantic Right Whales

§169.100 What mandatory ship reporting systems

are established by this subpart?

(2885) 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.

(2886) Note: 50 CFR 224.103(c) contains requirements

and procedures concerning North Atlantic right whale

approach limitations and avoidance procedures.

§169.102 Who is the shore-based authority?

(2887) 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?

(2888) 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 42°39'N, 70°37'W; then northeast to 42°45'N,

70°13'W; then southeast to 42°10'N, 68°31'W; then

south to 41°00'N, 68°31'W; then west to 41°00'N,

69°17'W; then northwest to 42°05'N, 70°02'W; then

west to 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 42°39'N, 70°37'W.

§169.110 When is the northeastern reporting

system in effect?

(2889) The mandatory ship reporting system in the northeastern United States operates year-round.

§169.115 Where is the southeastern reporting

system located?

(2890) 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.

Navigation Regulations ■ Chapter 2 ■ 145
§169.120 When is the southeastern reporting

system in effect?

(2891) 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?

(2892) 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?

(2893) Participating ships must report to the shore-based

authority upon entering the area covered by a reporting system. Additional reports are not necessary for

movements made within a system or for ships exiting a

system.

§169.135 How must the reports be made?

(2894) (a) A ship equipped with INMARSAT C must report

in IM0 standard format as provided in §169.140 in table

169.140.

(2895) (b) A ship not equipped with INMARSAT C must report to the Coast Guard using other means, listed below in order of precedence–

(2896) (1) Narrow band direct printing (SITOR),

(2897) (2) HF voice communication, or

(2898) (3) MF or VHF voice communications.

(2899) (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?

(2900) Each ship report made to the shore-based authority must follow the standard reporting and format requirements listed in this section in table 169.140.

Current email addresses and telex numbers are published annually in the U.S. Coast Pilot.

Subpart C-Transmission of Long Range

Identification and Tracking Information

§169.200 What is the purpose of this subpart?

(2901) 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.

§169.205 What types of ships are required to

transmit LRIT information (position reports)?

(2902) The following ships, while engaged on an

international voyage, are required to transmit position

reports:

(2903) (a) A passenger ship, including high speed passenger craft.

(2904) (b) A cargo ship, including high speed craft, of 300

gross tonnage or more.

(2905) (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?

(2906) 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.

(2907) (a) Flag State relationship. A U.S. flag ship engaged

on an international voyage must transmit position reports wherever they are located.

(2908) (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.

(2909) (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?

(2910) 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

146 ■ Chapter 2 ■ Coast Pilot 2
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?

(2911) A ship identified in §169.205 must be equipped

with LRIT equipment-

(2912) (a) Before getting underway, if the ship is constructed on or after December 31, 2008.

(2913) (b) By the first survey of the radio installation after

December 31, 2008, if the ship is-

(2914) (1) Constructed before December 31, 2008, and

(2915) (2) Operates within-

(2916) (i) One hundred (100) nautical miles of the United

States baseline, or

(2917) (ii) Range of an Inmarsat geostationary satellite, or

other Application Service Provider recognized by the

Administration, with continuous alerting is available.

(2918) (c) By the first survey of the radio installation after

July 1, 2009, if the ship is-

(2919) (1) Constructed before December 31, 2008, and

(2920) (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?

(2921) 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?

(2922) 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.

Navigation Regulations ■ Chapter 2 ■ 147

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.

(3334)
§169.235 What exemptions are there from

reporting?

(2923) A ship is exempt from this subpart if it is-

(2924) (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,

(2925) (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

(2926) (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?

(2927) 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).

§169.245 What must a ship master do if LRIT

equipment is switched off or fails to operate?

(2928) (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.

(2929) (b) The master must also make an entry in the

ship’s logbook that states-

(2930) (1) His or her reason for switching the LRIT equipment off, or an entry that the equipment has failed to

operate, and

(2931) (2) The period during which the LRIT equipment

was switched off or non-operational.

(2932) 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

§207.20 Cape Cod Canal,Mass.; use,administration,

and navigation.

(2933) (a) Limit of canal. The canal, including approaches, extends from the Canal Station Minus 100 in

Cape Cod Bay, approximately one and six-tenths (1.6)

statute miles seaward of the Canal Breakwater Light,

through dredged channels and land cuts to Cleveland

Ledge Light in Buzzards Bay approximately four (4)

statute miles southwest of Wings Neck.

(2934) (b) Supervision. (1) The movement of ships, boats

and craft of every description through the canal and the

operation and maintenance of the waterway and all

property of the United States pertaining thereto shall

be under the supervision of the Division Engineer, U.S.

Army Engineer Division, New England, Corps of Engineers, Waltham, Massachusetts, or the authorized representative of the division engineer, the

Engineer-In-Charge of the Cape Cod Canal. The division engineer or the Engineer-In-Charge from time to

time will prescribe rules governing the dimensions of

vessels which may transit the waterway, and other special conditions and requirements which will govern the

movement of vessels using the waterway.

(2935) (2) The Engineer-In-Charge, through the marine

traffic controller on duty, will enforce these regulations and monitor traffic through the canal. The marine traffic controller on duty is the individual

responsible for interpretation of these regulations with

respect to vessels transiting the canal. Vessels transiting

the canal must obey the orders of the marine traffic

controller.

(2936) (3) The government has tugs stationed at the West

Boat Basin for emergency use on an on-call basis. A patrol vessel is manned and operational 24-hours a day.

(2937) (c) Communications. There is a marine traffic controller on duty 24 hours a day, seven days a week, in the

traffic control center located at the Canal Administrative Office. The primary method of communications

between the canal and vessels transiting will be by

VHF-FM Marine radio. The traffic controller can also be

contacted by telephone.

(2938) (1) For radio communications, call the traffic controller on channel 16 to establish contact. The transmissions will then be switched to channel 12 or 14 as

the working channel to pass information. Channel 13 is

also available at the canal office; however, the use of

channel 13 should be limited to emergency situations

or whenever vessels do not have one of the other channels. All four channels are monitored continuously by

the traffic controller. Radio discipline will be adhered

to in accordance with FCC rules and regulations.

(2939) (2) For telephone communications with the traffic

controller, call (508) 759-4431.

(2940) (3) Vessels shall maintain a radio guard on Marine

VHF-FM channel 13 during the entire passage through

the canal.

(2941) (4) All radio communications in the vicinity of the

canal are tape recorded for future reference.

(2942) (d) Vessels allowed passage. The canal is open for

passage to all adequately powered vessels properly

equipped and seaworthy, of sizes consistent with safe

148 ■ Chapter 2 ■ Coast Pilot 2
navigation as governed by the controlling depths and

widths of the channel and the vertical and horizontal

clearances of the bridges over the waterway. The granting of permission for any vessel to proceed through the

waterway shall not relieve the owners, agents and operators of full responsibility for its safe passage. No vessel

having a greater draft forward than aft will be allowed

to transit the canal. Craft of low power and wind driven

are required to have and use auxiliary power during

passage throughout the canal as defined in paragraph

(a) of this section. Low powered vessels will be required

to await slack water or favorable current for canal transit.

(2943) (e) Tows. (1) Tows shall be made-up outside the canal entrances. All vessels engaged in towing other vessels not equipped with a rudder shall use two lines or a

bridle and one tow line. If the vessel in tow is equipped

with a rudder or a ship shaped bow, one tow line may be

used. All tow lines of hawsers must be hauled as short

as practicable for safe handling of the tows. No towboat

will be allowed to enter the waterway with more than

two barges in tow unless prior approval is granted by

the Engineer-In-Charge; requests must be submitted

12 hours in advance of the passage.

(2944) (2) The maximum length of pontoon rafts using

the canal will be limited to 600 feet, and the maximum

width to 100 feet. Pontoon rafts exceeding 200 feet in

length will be required to have an additional tug on the

stern to insure that the tow is kept in line. The tugs

used must have sufficient power to handle the raft

safely.

(2945) (3) Dead ships are required to transit the canal during daylight hours and must be provided with the number of tugs sufficient to afford safe passage through the

canal. (A dead ship will not be allowed to enter the canal

unless prior approval is granted by the Engineer-In-Charge; requests must be submitted 12 hours

in advance of the passage).

(2946) (f) Dangerous Cargoes. The master or pilot of any

vessel or tow carrying dangerous cargoes must notify

the Marine Traffic Controller prior to entering the canal. Dangerous cargoes are defined as those items

listed in 33 CFR 126.10 when carried in bulk (i.e., quantities exceeding 110 U.S. gallons in one tank) plus Class

A explosives (commercial or military) as listed in 49

CFR 173.53 (commercial) and 46 CFR 146.29–100

(military), liquified natural gas and liquified petroleum

gas. Transportation of dangerous cargoes through the

canal shall be in strict accordance with existing regulations prescribed by law. In addition, vessels carrying

dangerous cargoes shall comply with the following requirements.

(2947) (1) They must have sufficient horsepower to overcome tidal currents or they will be required to wait for

favorable current conditions.

(2948) (2) Transits will be during daylight hours.

(2949) (3) No transit will be permitted when visibility conditions are unstable or less than 2 miles at the approaches and throughout the entire length of the

canal.

(2950) (4) Transits must await a clear canal for passage.

(2951) (g) Obtaining clearance. (1) Vessels under 65 feet in

length may enter the canal without obtaining clearance. All craft are required to make a complete passage

through the canal except excursion craft which may

operate and change direction within the canal in accordance with procedures coordinated with the marine

traffic controller on duty. When the railroad bridge

span is in the closed (down) position, all vessels are directed not to proceed beyond the points designated by

the stop signs posted east and west of the railroad

bridge. Vessels proceeding with a fair tide (with the

current) should turn and stem the current at the designated stop points until the railroad bridge is in the

raised (open) position.

(2952) (2) Vessels 65 feet in length and over shall not enter

the canal until clearance has been obtained from the

marine traffic controller by radio. See paragraph (c)

“Communications” for procedures. If a vessel, granted

prior clearance, is delayed or stops at the mooring basins, state pier, or the Sandwich bulkhead, a second

clearance must be obtained prior to continuing passage

through the canal.

(2953) (3) Vessels will be given clearance in the order of

arrival, except when conditions warrant one-way traffic, or for any reason an order of priority is necessary,

clearance will be granted in the following order.

(2954) (i) First-To vessels owned or operated by the United

States, including contractors’ equipment employed on

canal maintenance or improvement work.

(2955) (ii) Second-To passenger vessels.

(2956) (iii) Third-To tankers and barges docking and

undocking at the Canal Electric Terminal.

(2957) (iv) Fourth-To merchant vessels, towboats, commercial fishing vessels, pleasure boats and miscellaneous craft.

(2958) (4) Procedures in adverse weather-Vessels carrying

flammable or combustible cargoes as defined in 46 CFR

30.25 will be restricted from passage through the canal

when visibility is less than 1⁄2 mile. Other vessels may

transit the canal in thick weather by use of radar with

the understanding that the United States Government

will assume no responsibility: And provided, That

clearance has been obtained from the marine traffic

controller.

Navigation Regulations ■ Chapter 2 ■ 149
(2959) (h) Traffic lights. There are three sets of traffic

lights showing red, green, and yellow that are operated

on a continuous basis at the canal. The traffic lights apply to all vessels 65 feet in length and over. The traffic

lights are a secondary system that is operated in support of the radio communications system. The traffic

lights are located at the easterly canal entrance, Sandwich, and at the westerly entrance to Hog Island Channel at Wings Neck. A third traffic light is located at the

Canal Electric Terminal basin on the south side of the

canal in Sandwich, and applies only to vessels arriving

and departing that terminal.

(2960) (1) Westbound traffic-When the green light is on at

the eastern (Cape Cod Bay) entrance, vessels may proceed westward through the canal. When the red light is

on, any type of vessel 65 feet in length and over must

stop clear of the Cape Cod Bay entrance channel. When

the yellow light is on, vessels 65 feet in length and over

and drawing less than 25 feet may proceed as far as the

East Mooring Basin where they must stop. Prior to continuing passage through the canal, clearance must be

obtained from the marine traffic controller.

(2961) (2) Eastbound traffic-When the green light is on at

Wings Neck, vessels may proceed eastward through the

canal. When the red light is on, vessels 65 feet and over

in length and drawing less than 25 feet must keep

southerly of Hog Island Channel Entrance Buoys Nos.

1 and 2 and utilize the general anchorage areas adjacent to the improved channel. Vessel traffic drawing 25

feet and over are directed not to enter the canal channel at the Cleveland Ledge Light entrance and shall lay

to or anchor in the vicinity of Buzzards Bay Buoy No.

11 (FLW & Bell) until clearance is granted by the canal

marine traffic controller or a green traffic light at

Wings Neck is displayed. When the yellow light is on,

vessels may proceed through Hog Island Channel as far

as the West Mooring Basin where they must stop. Prior

to continuing passage through the canal, clearance

must be obtained from the marine traffic controller.

(2962) (i) Railroad Bridge Signals. The following signals at

the Buzzards Bay Railroad Bridge will be given strict

attention.

(2963) (1) The vertical lift span on the railroad bridge is

normally kept in the raised (open) position except

when it is lowered for the passage of trains, or for maintenance purposes. Immediately preceding the lowering

of the span, the operator will sound two long blasts of

an air horn. Immediately preceding the raising of the

span, the operator will sound one long blast of an air

horn. When a vessel or craft of any type is approaching

the bridge with the span in the down (closed) position

and the span cannot be raised immediately, the operator of the bridge will so indicate by sounding danger

signals of four short blasts in quick succession.

(2964) (2) When the lift span is in the down (closed) position in foggy weather or when visibility is obscured by

vapor, there will be four short blasts sounded from the

bridge every two minutes.

(2965) (j) Speed. All vessels are directed to pass mooring

and boat basin facilities, the state pier, and all floating

plant engaged in maintenance operations of the waterway at a minimum speed consistent with safe navigation. In order to coordinate scheduled rail traffic with

the passage of vessels, to minimize erosion of the canal

banks and dikes from excessive wave wash and suction,

and for the safety of vessels using the canal, the following speed regulations must be observed by vessels of all

types, including pleasure craft. The minimum running

time for the land cut between the East Mooring Basin

(Station 35) and the Administration Office in Buzzards

Bay (Station 388) is prescribed as follows:

(2966) Head Tide–60 Minutes

(2967) Fair Tide–30 Minutes

(2968) Slack Tide–45 Minutes

(2969) The minimum running time between the Administration Office (Station 388) and Hog Island Channel

westerly entrance Buoy No. 1 (Station 661) is prescribed as follows:

(2970) Head Tide–46 Minutes

(2971) Fair Tide–23 Minutes

(2972) Slack Tide–35 Minutes

(2973) The running time at slack water will apply to any

vessel which enters that portion of the canal between

stations 35 and 661, within the period of one-half hour

before or after the predicted time of slack water as

given in the National Ocean Service publication “Current Tables, Atlantic Coast, North America.” The minimum running time during a head tide or a fair tide

shall apply to any vessel which enters that portion of

the canal between Station 35 and 661 at any time other

than designated above for time requirements at slack

tide. Vessels of any kind unable to make a through transit of the land cut portion of the canal against a head

current of 6.0 knots within a maximum time limit of 2

hours 30 minutes shall be required to obtain the assistance of a helper tug at the vessel owner’s expense or

await favorable tide conditions prior to receiving clearance from the marine traffic controller. In the event

vessels within the confines of the canal fail to perform

and are unable to make sufficient headway against the

currents, the marine traffic controller may activate a

helper tug in accordance with paragraph (k) of this section.

(2974) (k) Management of vessels. (1) Vessels within the

limits of the canal shall comply with applicable navigation rules.

(2975) (2) Vessels within the limits of the canal shall comply with the applicable requirements for the use of

150 ■ Chapter 2 ■ Coast Pilot 2
pilots established by the Coast Guard, including but

not limited to those contained in 46 CFR 157.20–40.

Vessels will not be granted clearance to enter the canal

until the marine traffic controller has been notified of

the name of the pilot who will be handling the vessel.

(2976) (3) The master of a vessel will be responsible for notifying the marine traffic controller as soon as an emergency situation appears to be developing. When in the

opinion of the marine traffic controller an emergency

exists, he/she can require the master to accept the assistance of a helper vessel. Whether or not assistance is

provided by a government vessel or by a private firm

under contract to the government, the government reserves the right to seek compensation from the vessel

owners for all costs incurred.

(2977) (4) Right of Way-All vessels proceeding with the

current shall have the right of way over those proceeding against the current. All craft up to 65 feet in length

shall be operated so as not to interfere with the navigation of vessels of greater length.

(2978) (5) Passing of vessels-The passing of one vessel by

another when proceeding in the same direction is prohibited except when a leading low powered ship is unable to make sufficient headway. However, extreme

caution must be observed to avoid collision, and consideration must be given to the size of the ship to be

overtaken, velocity of current and wind, and atmospheric conditions. Masters of vessels involved shall inform the marine traffic controller on duty of

developing situations to facilitate coordination of vessel movement. Meeting or passing of vessels at the easterly end of the canal between Station Minus 40 and

Station 60 will not be permitted, except in cases of extreme emergency, in order to allow vessels to utilize

the center line range to minimize the effects of hazardous eddies and currents. Due to bank suction and tidal

set, meeting and passing of vessels at the following location will be avoided:

(2979) (i) Sagamore Bridge.

(2980) (ii) Bourne Bridge.

(2981) (iii) Railroad Bridge.

(2982) (iv) Mass. Maritime Academy.

(2983) (6) Unnecessary delay in canal-Vessels and other

type crafts must not obstruct navigation by unnecessarily idling at low speed when entering or passing

through the canal.

(2984) (7) Stopping in the waterway-Anchoring in the

Cape Cod Canal Channel is prohibited except in emergencies. For the safety of canal operations it is mandatory that the masters of all vessels anchoring in or

adjacent to the canal channel (Cape Cod Bay to Cleveland Ledge Light) for any reason, immediately notify

the marine traffic controller.

(2985) (8) Utilization of mooring and boat basins and the

Sandwich Bulkhead-Vessels mooring or anchoring in

the mooring or boat basins at the Sandwich bulkhead

must do so in a manner not to obstruct or impede vessel movements to and from facilities. These facilities

are of limited capacity and permission to occupy them

for periods exceeding 24 hours must be obtained in advance from the marine traffic controller. Mooring in

the West Boat Basin at Buzzards Bay, near the railroad

bridge, is not permitted except in an emergency.

Fishing boats, yachts, cabin cruisers and other craft

utilizing the East Boat Basin on the south side of the

canal at Sandwich, Massachusetts are not permitted to

tie up at the Corps of Engineers landing float or anchor

in a manner to prevent canal floating plant from having

ready access to the float. All vessels or barges left unattended must be securely tied with adequate lines or cables. The United States assumes no liability for

damages which may be sustained by any craft using the

bulkhead at Sandwich or the canal mooring or boat basin facilities. Vessels shall not be left unattended along

the face of the government bulkhead. A responsible

person with authority to authorize and/or accomplish

vessel movement must remain onboard at all times.

(2986) (1) Grounded, wrecked or damaged vessels. In the

event a vessel is grounded, or so damaged by accident

as to render it likely to become an obstruction and/or

hazard to navigation in the waterway, the division engineer or the division engineer’s authorized representative shall supervise and direct all operations that may

be necessary to remove the vessel to a safe locality.

(2987) (m) [Reserved]

(2988) (n) Deposit of refuse. No oil or other allied liquids,

ashes, or materials of any kind shall be thrown,

pumped or swept into the canal or its approaches from

any vessel or craft using the waterway, nor shall any refuse be deposited on canal grounds, marine structures,

or facilities.

(2989) (o) Trespass to property. Subject to the provisions

of paragraph (q) of this section trespass upon the canal

property is prohibited.

(2990) (p) Bridges over the canal. The government owns,

operates and maintains all bridges across the canal

which include one railroad bridge and two highway

bridges. The division engineer or his/her authorized

representative may establish rules and regulations governing the use of these bridges.

(2991) (q) Recreational use of canal.–(1) Policy. (i) It is the

policy of the Secretary of the Army acting through the

Chief of Engineers to provide the public with safe and

healthful recreational opportunities within all water

resource development projects administered by the

Chief of Engineers, including the canal and

Navigation Regulations ■ Chapter 2 ■ 151
government lands part thereof. Any recreational use of

the canal and those lands shall be at the users own risk.

(2992) (ii) All water resource development projects open

for recreational use shall be available to the public

without regard to sex, race, creed, color or national origin. No lessee, licensee, or concessionaire providing a

service to the public shall discriminate against any person or persons because of sex, race, creed, color or national origin in the conduct of operations under the

lease, license or concession contract.

(2993) (2) Motor vehicles. Operation of motor vehicles,

motorcycles, minibikes, mopeds, motorbikes, snowmobiles, and all types of off-road vehicles is prohibited

on government lands and service roads except in areas

specifically designated for such operation.

(2994) (3) Swimming. Swimming, skin diving, snorkeling, and scuba diving in the canal between the east entrance in Cape Cod Bay and the west entrance at

Cleveland Ledge Light are prohibited. Diving operations may be authorized by the Engineer-In-Charge in

conjunction with operation and maintenance of the canal.

(2995) (4) Camping. Overnight tenting or camping on

government land is prohibited except in areas designated by the division engineer. Bourne Scenic Park and

Scusset Beach State Reservation are designated camping areas. Persons asleep during hours of darkness in

or out of vehicles shall be considered as campers.

(2996) (5) Fishing. Persons may fish with rod and line

from the banks of the canal on Federally owned property except areas designated by the division engineer.

Fishing and lobstering by boat in the Cape Cod Canal

between the east entrance in Cape Cod Bay and the west

entrance at Cleveland Ledge Light are prohibited. Fishing by boat is permitted in the area west of the State

Pier in Buzzards Bay, provided that all craft stay out of

the channel defined by United States Coast Guard

buoys and beacons. Fish and game laws of the United

States and the Commonwealth of Massachusetts will be

enforced.

(2997) (6) Hunting. Hunting is permitted in accordance

with game laws of the United States and the Commonwealth of Massachusetts.

(2998) (7) Fires. No open fires will be allowed at any time

except by special permission and then shall be continuously overseen and in compliance with state or town

laws.

(2999) (8) Control of animals and pets. (i) No person shall

bring or have horses in camping, picnic, swimming

beaches or developed recreation areas.

(3000) (ii) No person shall bring dogs (except seeing eye

dogs), cats, or other pets into developed recreation areas unless penned, caged, or on a leash no longer than

six feet or otherwise under physical restrictive controls

at all times.

(3001) (9) Restrictions. (i) The division engineer may establish a reasonable schedule of visiting hours for all or

portions of the project area and close or restrict the

public use of all or any portion of the project by the

posting of appropriate signs indicating the extent and

scope of closure. All persons shall observe such posted

restrictions.

(3002) (ii) The operation or use of any audio or other noise

producing device including, but not limited to, communications media and vehicles in such a manner as to

unreasonably annoy, endanger persons or affect vessel

traffic through the canal is prohibited.

(3003) (10) Explosives, firearms, other weapons and fireworks. (i) The possession of loaded firearms, ammunition, projectile firing devices, bows and arrows,

crossbows, and explosives of any kind is prohibited unless in the possession of a law enforcement officer or

Government employee on official duty or used for

hunting during the hunting season as permitted under

paragraph (q)(6) of this section, or unless written permission has been received from the division engineer.

(3004) (ii) The possession or use of fireworks is prohibited

unless written permission has been received from the

division engineer.

(3005) (11) Public property. Destruction, injury, defacement or removal of public property including natural

formations, historical and archeological features and

vegetative growth is prohibited without written permission of the division engineer.

(3006) (12) Abandonment of personal property. (i) Abandonment of personal property is prohibited. Personal

property shall not be left unattended upon the lands or

waters of the project except in accordance with this

regulation. After a period of 24 hours, abandoned or

unattended personal property shall be impounded and

stored at a storage point designated by the division engineer. The division engineer shall assess a reasonable

impoundment fee, which shall be paid before the impounded property is returned to its owners.

(3007) (ii) The division engineer shall, by public or private

sales or otherwise, dispose of all lost, abandoned, or unclaimed personal property that comes into his/her custody or control. However, efforts should be made to find

the owner, the owner’s heirs or next of kin, or legal representatives. If the owner, heirs or next of kin, or legal

representative is determined but not found, the property may not be disposed of until the expiration of 120

days after the date when notice, giving the time and

place of the intended sale or other disposition, has been

sent by certified or registered mail to that person at last

known address. When diligent effort to determine the

owner, owner’s heirs or next of kin, or legal

152 ■ Chapter 2 ■ Coast Pilot 2
representative is unsuccessful, the property may be disposed of without delay, except that if it has a fair market

value of $25 or more the property generally may not be

disposed of until three months after the date it is received at the Cape Cod Canal Administrative Office. The

net proceeds from the sale of property shall be placed

into the Treasury of the United States as miscellaneous

receipts.

(3008) (13) Lost and found articles. All abandoned/lost articles shall be deposited by the finder at the Canal Administration office or with Canal ranger. The finder

shall leave his/her name, address, and phone number.

All lost articles shall be disposed of in accordance with

procedures set forth in paragraph (q)(12) of this section.

(3009) (14) Advertisement. Advertising by the use of billboards, signs, markers, audio devices or any other

means whatever is prohibited unless written permission has been received from the division engineer.

(3010) (15) Commercial activities. The engaging in or solicitation of business without the written permission of

the division engineer is prohibited.

(3011) (16) Unauthorized structures. The construction or

placing of any structure of any kind under, upon or over

the project lands or waters is prohibited unless a permit has been issued by the division engineer. Structures not under permit are subject to summary

removal by the division engineer.

(3012) (17) Special events. Prior approval must be obtained from the Engineer-In-Charge for special events,

recreational programs and group activities. The public

shall not be charged any fee by the sponsor of such

event unless the division engineer has approved in

writing the proposed schedule of fees.

(3013) (18) Interference with government employees. Interference with any government employee in the conduct of official duties pertaining to the administration

of these regulations is prohibited.

§207.50 Hudson River Lock at Troy,N.Y.; navigation.

(3014) (a) Authority of lockmaster. The lockmaster shall

be charged with the immediate control and management of the lock, and of the area set aside as the lock

area, including the lock approach channels. He shall

see that all laws, rules and regulations for the use of the

lock and lock area are duly complied with, to which end

he is authorized to give all necessary orders and directions in accordance therewith, both to employees of the

Government and to any and every person within the

limits of the lock or lock area, whether navigating the

lock or not. No one shall cause any movement of any vessel, boat, or other floating thing in the lock or approaches except by or under the direction of the

lockmaster or his assistants.

(3015) (b) Signals. Steamboats or tows desiring lockage in

either direction shall give notice to the lock tenders,

when not more than three-fourths mile from the lock,

by one long blast of (10 seconds’ duration), followed by

one short blast (of three seconds’ duration), on a whistle or horn. When the lock is ready for entrance a green

light will be shown from the river wall. An amber light

will indicate that the lock is being made ready for entrance. A red light will indicate that the approaching

vessel must wait. Whenever local conditions make it

advisable the visual signals will be supplemented by

sound signals as follows:

(3016) (1) One long blast of a horn to indicate that the vessel must wait.

(3017) (2) One short blast of a horn to indicate that the

lock is being made ready for entrance.

(3018) (3) Two short blasts of a horn to indicate permission to enter the lock.

(3019) (4) Four short and rapid blasts to attract attention,

indicate caution, and signal danger.

(3020) (c) Draft of boats. Deep-draft boats must clear the

miter sills by at least 3 inches. Boats drawing too much

water will not be allowed to lighter cargo in the entrances.

(3021) (d) Precedence at the lock. The vessel arriving first

at the lock shall be first to lock through; but precedence

shall be given to vessels belonging to the United States

and to commercial vessels in the order named. Arrival

posts or markers may be established ashore above or

below the lock. Vessels arriving at or opposite such

posts or markers will be considered as having arrived at

the lock within the meaning of this paragraph. If the

traffic is crowded in both directions; up and down

lockages will usually be made alternately, but the lock

tender may permit two or more lockages to be made at

one time in the same direction when this will not cause

unreasonable delay. In case two or more boats or tows

are to enter for the same lockage, they shall enter as directed by the lock tender. No boat shall run ahead of another while in the lock. The boat that enters first shall

leave first.

(3022) (e) Lockage of pleasure boats. The lockage of pleasure boats, house boats or like craft shall be expedited

by locking them through with commercial craft (other

than barges carrying gasoline or highly hazardous materials) in order to utilize the capacity of the lock to its

maximum. Lockage of pleasure craft may be made with

commercial craft carrying petroleum products other

than gasoline provided a clear distance of at least 100

feet between such vessels can be maintained in the

lock. If, after the arrival of such craft, no separate or

combined lockage can be accomplished within a reasonable time, not to exceed the time required for three

other lockages, then separate lockage shall be made.

Navigation Regulations ■ Chapter 2 ■ 153
(3023) (f) Stations while waiting. Boats waiting their turn

to enter the lock must lie at a sufficient distance from

the lock and in such a position as to leave sufficient

room for the passage of boats leaving the lock.

(3024) (g) Unnecessary delay. (1) Boats must not cause

delay in entering or leaving the lock. Masters and pilots

will be held to a strict accountability in this matter, and

those with tows must provide enough men to move

barges promptly. Boats failing to enter the lock with

reasonable promptness after being signaled will lose

their turn.

(3025) (2) Tugboats arriving with their tows in a condition

which will delay locking shall lose their turn if so ordered by the lock tender. Leaking boats may be excluded until put in shape to be passed through safely.

(3026) (h) Mooring. Boats in the lock or waiting in the entrance shall be moored where directed by the lock tender, by bow, stern, and spring lines, to the snubbing

posts or line hooks. Tying boats to the lock ladders is

strictly prohibited.

(3027) (i) Protection of lock gates. Boats will not be permitted to enter or leave the lock until the lock gates are

at rest in the gate recesses and the lock tender has directed the boat to start.

(3028) (j) Damage to walls, etc. All craft passing through

the lock must be free from projections or sharp corners

which might scar the walls or injure other parts.

Steamboats must be provided with suitable fenders,

etc. One man shall be kept at the head of every tow till it

has cleared the lock and guide walls, and shall use the

fender to prevent scarring the walls.

(3029) (k) Handling machinery. None but employees of

the United States will be allowed to move any valve,

gate, or other machinery belonging to the lock.

(3030) (l) Refuse in lock. Throwing ashes, refuse, or other

obstruction in the entrances or in the lock, or on the

walls thereof, and passing coal from flats or barges to a

steamboat while in the lock is prohibited.

(3031) (m) [Reserved]

(3032) (n) Trespass on United States property. Trespass on

United States property, or willful injury to the banks,

masonry, fences, trees, houses, machinery, or other

property of the United States at or near the lock is

strictly prohibited.

(3033) (o) Penalties. In addition to the penalties prescribed by law, boats which fail to comply with the regulations in this section will thereafter be refused

lockage until assurances have been received, satisfactory to the District Engineer, Corps of Engineers, New

York, New York, that the regulations will be complied

with.

§207.60 Federal Dam, Hudson River, Troy, N.Y.;

pool level.

(3034) (a) Whenever the elevation of the pool created by

the Federal dam at Troy, N.Y., shall fall to a point level

with the crest of the main spillway, the elevation of

which is 14.33 feet mean sea level, the operation of the

power plant shall cease and further operation thereof

shall be suspended until such time as the water level

rises to or above 14.43 feet mean sea level.

(3035) (b) Flashboards may be maintained on the section

of the spillway of the dam having an elevation of 14.33

feet mean sea level in order to increase the elevation of

this section to an elevation equal to that of the auxiliary

spillway, or 16.33 feet mean sea level: Provided, That

the flashboards are so erected as to drop automatically

when the pool level rises to an elevation of 18.5 feet

mean sea level, and conform in other respects to the

plans attached thereto.

(3036) (c) The tide staff to be used in determining the elevation of the pool shall be the ceramic tide staff now located on the westerly face of the east lock wall north of

the northerly gates, the zero of which is set 2 feet below

mean sea level.

(3037) (d) The regulations of the pool level and the maintenance of flashboards shall be subject to the supervision and approval of the District Engineer, New York

City.

§207.800 Collection of navigation statistics.

(3038) (a) Definitions. For the purpose of this regulation

the following terms are defined:

(3039) (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.)

(3040) (2) Offenses and Violations mean:

(3041) (i) Failure to submit a required report.

(3042) (ii) Failure to provide a timely, accurate, and complete report.

(3043) (iii) Failure to submit monthly listings of idle vessels or vessels in transit.

(3044) (iv) Failure to submit a report required by the

lockmaster or canal operator.

(3045) (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.

154 ■ Chapter 2 ■ Coast Pilot 2
(3046) (4) Person or entity means an individual, corporation, partnership, or company.

(3047) (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.

(3048) (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.

(3049) (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.

(3050) (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.

(3051) (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.

(3052) (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.

(3053) (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.

(3054) (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 dock in New Orleans.

Company B does not report any barge movement.

(3055) (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.

(3056) (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.

(3057) (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.

(3058) (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.

(3059) (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:

(3060) (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 61280, New Orleans,

LA 70161-1280.

(3061) (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.

(3062) (B) Vessels idle during the month must also be reported.

(3063) (C) Notwithstanding the above requirements, the

following waterborne vessel movements need not be

reported:

(3064) (1) Movements of recreational vessels.

(3065) (2) Movements of fire, police, and patrol vessels.

(3066) (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.

(3067) (4) Movements of dredges to or from the dredging

site. However, vessel movements of dredged material

from the dredging site to the disposal site must be reported.

(3068) (5) Specific movements granted exemption in writing by the Waterborne Commerce Statistics Center.

(3069) (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.

Navigation Regulations ■ Chapter 2 ■ 155
(3070) (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.

(3071) (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).

(3072) (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.

(3073) (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.

(3074) (3) Refer to 19 CFR part 24 for detailed information

on exemptions and ports subject to the Harbor Maintenance Tax.

(3075) (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.

(3076) (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.

(3077) (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.

(3078) (c) Penalties for Noncompliance. The following

penalties for noncompliance can be assessed for offenses and violations.

(3079) (1) Criminal Penalties. Every person or persons violating the provisions of this regulation shall, for each

and every offense, 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.

(3080) (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.

(3081) (3) Denial of Passage. In addition to these fines,

penalties, and imprisonments, the lockmaster or canal

operator can refuse to allow vessel passage.

(3082) (d) Enforcement Policy. Every means at the disposal of the Army Corps of Engineers will be utilized to

monitor and enforce these regulations.

(3083) (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.

(3084) (i) Data on purchase and sale of vessels.

(3085) (ii) U.S. Coast Guard vessel documentation and reports.

(3086) (iii) Data collected at Locks, Canals, and other facilities operated by the Corps.

(3087) (iv) Data provided by terminals on ENG Form 3926.

(3088) (v) Data provided by the other Federal agencies including the Internal Revenue Service, Customs Service, Maritime Administration, Department of

Transportation, and Department of Commerce.

(3089) (vi) Data provided by ports, local facilities, and

State or local governments.

(3090) (vii) Data from trade journals and publications.

(3091) (viii) Site visits and inspections.

(3092) (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.

(3093) (3) Administrative Assessment of Civil Penalties.

Civil penalties may be assessed in the following manner.

(3094) (i) Authorization. If the Chief of the Waterborne

Commerce Statistics Center finds that a person or entity has failed to comply with any of the provisions

specified herein, he is authorized to assess a civil penalty in accordance with the Class I penalty provisions of

33 CFR part 326. Provided, however, that the procedures in 33 CFR part 326 specifically implementing the

Clean Water Act (33 U.S.C. 1319(g)(4)), public notice,

comment period, and state coordination, shall not apply.

(3095) (ii) Initiation. The Chief of the Waterborne Commerce Statistics Center will prepare and process a

156 ■ Chapter 2 ■ Coast Pilot 2
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.

(3096) (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.

(3097) (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.

(3098) The purpose of this part is to:

(3099) (a) Prescribe procedures for establishing, amending and disestablishing danger zones and restricted

areas;

(3100) (b) List the specific danger zones and restricted areas and their boundaries; and

(3101) (c) Prescribe specific requirements, access limitations and controlled activities within the danger zones

and restricted areas.

§334.2 Definitions.

(3102) (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.

(3103) (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.

(3104) (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.

(3105) (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).

(3106) (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.

(3107) (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:

(3108) (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.

(3109) (2) Name of waterway and if a small tributary, the

name of a larger connecting waterbody.

(3110) (3) Name of closest city or town, county/parish and

state.

(3111) (4) Location of proposed or existing danger zone or

restricted area with a map showing the location, if possible.

Navigation Regulations ■ Chapter 2 ■ 157
(3112) (5) A brief statement of the need for the area, its intended use and detailed description of the times, dates

and extent of restriction.

(3113) (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.

(3114) (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:

(3115) (i) Applicable statutory authority or authorities;

(40 Stat. 266; 33 U.S.C. 1) and (40 Stat. 892; 33 U.S.C.

3).

(3116) (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.

(3117) (iii) The address of the District Engineer as the recipient of any comments received.

(3118) (iv) The identity of the applicant/proponent;

(3119) (v) The name or title, address and telephone number of the Corps employee from whom additional information concerning the proposal may be obtained;

(3120) (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.

(3121) (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:

(3122) (i) The Federal Aviation Administration (FAA)

where the use of airspace is involved.

(3123) (ii) The Commander, Service Force, U.S. Atlantic

Fleet, if a proposed action involves a danger zone off the

U.S. Atlantic coast.

(3124) (iii) Proposed danger zones on the U.S. Pacific

coast must be coordinated with the applicable commands as follows:

(3125) Alaska, Oregon and Washington:

(3126) Commander, Naval Base, Seattle

(3127) California:

(3128) Commander, Naval Base, San Diego

(3129) Hawaii and Trust Territories:

(3130) Commander, Naval Base, Pearl Harbor

(3131) (c) Public hearing. The District Engineer may conduct a public hearing in accordance with 33 CFR part

327.

(3132) (d) Environmental documentation. The District

Engineer shall prepare environmental documentation

in accordance with appendix B to 33 CFR part 325.

(3133) (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.

(3134) (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.

(3135) (a) Upon receipt of a request from any agency for

the disestablishment of a danger zone, the District Engineer shall notify that agency of its responsibility for

returning the area to a condition suitable for use by the

public. The agency must either certify that it has not

used the area for a purpose that requires cleanup or

that it has removed all hazardous materials and munitions, before the Corps will disestablish the area. The

agency will remain responsible for the enforcement of

the danger zone regulations to prevent unauthorized

entry into the area until the area is deemed safe for use

by the public and the area is disestablished by the

Corps.

(3136) (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

158 ■ Chapter 2 ■ Coast Pilot 2
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.

(3137) (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.

(3138) (b) For further information on NAD 83 and National Service nautical charts please contact; Director,

Coast Survey (N/CG2), National Ocean Service, NOAA,

1315 East-West Highway, Station 6147, Silver Spring,

MD 20910-3282.

§334.60 Cape Cod Bay south of Wellfleet Harbor,

Mass.; naval aircraft bombing target area.

(3139) (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 latitude 41°49'46", longitude 70°02'54".

(3140) (b) The regulations. (1) No vessel shall enter or remain in the danger zone at any time, except as authorized by the enforcing agency.

(3141) (2) This section shall be enforced by the Commandant, First Naval District, and such agencies as he may

designate.

§334.70 Buzzards Bay, and adjacent waters, Mass.;

danger zones for naval operations.

(3142) (a) Atlantic Ocean in vicinity of Nomans Land–

(3143) (1) The area. The waters surrounding Nomans

Land within an area bounded as follows: Beginning at

(3144) 41°12'30", 70°50'30"; thence northwesterly to

(3145) 41°15'30", 70°51'30"; thence northeasterly to

(3146) 41°17'30", 70°50'30"; thence southeasterly to

(3147) 41°16'00", 70°47'30"; thence south to

(3148) 41°12'30", 70°47'30"; thence westerly to the point

of beginning.

(3149) (2) The regulations. No vessel or person shall at

any time enter or remain within a rectangular portion

of the area bounded on the north by latitude 41°16'00",

on the east by longitude 70°47'30", on the south by latitude 41°12'30", and on the west by longitude 70°50'30",

or within the remainder of the area between November

1 and April 30, inclusive, except by permission of the

enforcing agency.

(3150) (3) The regulations in this paragraph shall be enforced by the Commandant, First Naval District, and

such agencies as he may designate.

§334.75 Thames River, Naval Submarine Base New

London, Restricted Area.

(3151) (a) The area: The open waters of the Thames River

approximately 5 nautical miles upriver from its mouth

along the boundary between Groton and Waterford,

Connecticut, within an area bounded as follows:

(3152) From a point on the eastern shore at

(3153) 41°24'14.4"N., 72°05'38.0"W., then northerly along

the coast to

(3154) 41°24'20.0"N., 72°05'37.9"W., then westerly across

the river to a point on the western shore at

(3155) 41°24'20.0"N., 72°05'55.5"W., then southerly along

the coast to a point on the western shore at

(3156) 41°24'05.0"N., 72°05'55.7"W., then easterly to the

western edge of the dredged channel to a point located at

(3157) 41°24'04.1"N., 72°05'51.2"W., then southerly along

the western edge of the dredged channel to a point at

(3158) 41°24'00"N., 72°05'52.6"W., then southerly along

the western edge of the dredged channel to a point located at

(3159) 41°23'57.1"N., 72°05'52.5"W., then southerly to

buoy “11” located at a point at

(3160) 41°23'45.6"N., 72°05'53.7"W., then southerly to

buoy “B” on the northeastern shore of Mamacoke Hill

to a point at

(3161) 41°23'33.8"N., 72°05'53.7"W., then southerly along

the shore to buoy “A” at

(3162) 41°23'25.0"N., 72°05'45.4"W., then southeasterly

to buoy “9” at a point located at

(3163) 41°23'15.0"N., 72°05'35.0"W., then easterly to a

point on the eastern shore at

(3164) 41°23'15.0"N., 72°05'17.9"W., then northerly along

the shore to a point on the eastern shore at

(3165) 41°23'15.8"N., 72°05'17.9"W., then along the following points:

(3166) 41°23'15.8"N., 72°05'22.0"W.

(3167) 41°23'25.9"N., 72°05'29.9"W.

(3168) 41°23'33.8"N., 72°05'34.7"W.

(3169) 41°23'37.0"N., 72°05'38.0"W.

(3170) 41°23'41.0"N., 72°05'40.3"W.

(3171) 41°23'47.2"N., 72°05'42.3"W.

(3172) 41°23'53.8"N., 72°05'43.7"W.

(3173) 41°23'59.8"N., 72°05'43.0"W.

(3174) 41°24'12.4"N., 72°05'43.2"W. Then to the point of

beginning on the eastern shore.

(3175) (b) The regulations.

(3176) (1) Vessels and other watercraft within the designated navigation channel may proceed through the restricted area at normal operating speeds without

stopping. Vessels and watercraft may also utilize the

Navigation Regulations ■ Chapter 2 ■ 159
water area within the restricted area located between

the western edge of the designated channel and the western shore for fishing, anchoring and other recreational

uses. However, all persons, vessels and watercraft, except U.S. military personnel and vessels must leave the

restricted area when notified by personnel of the New

London Submarine Base that such use will interfere

with submarine maneuvering, operations or security.

(3177) (2) Commercial fishermen and shell fishermen

may fish within the restricted area provided their vessels display registration numbers issued by the Naval

Submarine Base, New London, Connecticut. The registration numbers may be obtained by contacting the

Commanding Officer, Naval Submarine Base New London. All commercial fishermen and shell fishermen

must also leave the restricted area when notified by

personnel of the New London Submarine Base that

such use will interfere with submarine maneuvering,

operations or security.

(3178) (3) Vessels which are owned, operated or sponsored

by local, state municipalities or academic institutions

preparing for or participating in a water sport or water

related recreational event sponsored by those local or

state municipalities or academic institutions, or private or commercial vessels engaged in observing the

conduct of the above event shall be exempt from the restrictions above, providing:

(3179) (i) The Commanding Officer, Naval Submarine

Base New London, and the Coast Guard Captain of the

Port are advised in writing at least 48 hours in advance

of the event, or

(3180) (ii) The event was publicized in such a manner that

the local public in general had a reasonable opportunity to learn of the event 48 hours in advance.

(3181) (4) The regulations in this section shall be enforced

by the Commander, U.S. Naval Submarine Base New

London, Connecticut, and such agencies as he/she may

designate.

§334.78 Rhode Island Sound, Atlantic Ocean,

approximately 4.0 nautical miles due south of

Lands End in Newport, Rhode Island; restricted

area for naval practice minefield.

(3182) (a) The area. The open waters of Rhode Island

Sound approximately 4.0 nautical miles due south of

Lands End, Newport, Rhode Island, within an area

bounded as follows: Beginning at

(3183) 41°20'29"N., 71°19'54"W.; thence 2000 yards easterly to

(3184) 41°20'29"N., 71°18'34"W.; thence 3000 yards southerly to

(3185) 41°18'57"N., 71°18'34"W.; thence 2000 yards westerly to

(3186) 41°18'57"N., 71°19'54"W.; thence 3000 yards northerly to the point of beginning.

(3187) (b) The regulations. (1) No persons, vessels or

other watercraft will be allowed to enter the designated

area during minefield training.

(3188) (2) The practice minefield will consist of six inert

drill mines each 16 inches in diameter and 5 feet long

and one concrete sonar target 48 inches in diameter

and 48 inches high located within the designated area.

The sonar target will be permanently located in the extreme northeast corner within the designated drill

minefield area. The six drill mines will be steel with all

internal mechanisms and explosives removed and concrete filled. Drill mines will be removed from the designated area within 72 hours after each minehunting

training exercise.

(3189) (3) Training activities will be limited to minehunting operations using only onboard sonar. Neither variable depth sonar devices or mechanical minesweeping

operations will be utilized in the area.

(3190) (4) Training periods will be 2-3 days in length and

10-15 times a year, however during the time period July

1–mid-October, minehunting exercises will be held to

minimum.

(3191) (5) Notice to mariners will be issued 6–8 weeks in

advance of a scheduled practice exercise by the Commander, U.S. Naval Base, Newport, Rhode Island.

(3192) (6) The regulations of this section shall be enforced

by the Commander, U.S. Naval Base, Newport, Rhode

Island, and such agencies as he/she may designate.

§334.80 Narragansett Bay, R.I.; restricted area.

(3193) (a) Beginning at a point on the east shore of

Conanicut Island at

(3194) 41°33'15"; thence southeasterly to

(3195) 41°32'44", 71°21'17"; thence southerly to

(3196) 41°32'09", 71°21'17"; thence southeasterly to

(3197) 41°31'50", 71°21'10"; thence southeasterly to

(3198) 41°31'26", 71°20'33"; thence easterly to

(3199) 41°31'27", 71°20'06"; thence northerly to a point

on the southwesterly shore of Prudence Island at

(3200) 41°35'00"; thence northerly along the southwesterly shore of Prudence Island to a point at

(3201) 41°35'43", 71°20'15.5"; thence northwesterly to

(3202) 41°37'21", 71°20'48"; thence west to

(3203) 41°37'21", 71°21'48"; and thence south to

(3204) 41°33'54", 71°21'48".

(3205) (b) The regulations: (1) No person or vessel shall at

any time, under any circumstances, anchor or fish or

tow a drag of any kind in the prohibited area because of

the extensive cable system located therein.

(3206) (2) Orders and instructions issued by patrol craft or

other authorized representatives of the enforcing

160 ■ Chapter 2 ■ Coast Pilot 2
agency shall be carried out promptly by persons or vessels in or in the vicinity of the prohibited area.

(3207) (3) The regulations in this section shall be enforced

by the Commander U.S. Naval Base, Newport, R.I., and

such agencies as he may designate.

§334.81 Narragansett Bay, East Passage,

Coddington Cove, Naval Station Newport, Naval

Restricted Area, Newport, Rhode Island.

(3208) (a) The area. All of the navigable waters of

Coddington Cove east of a line that connects

Coddington Point at 41°31'24.0"N., 71°19'24.0"W.;

with the outer end of the Coddington Cove breakwater

on the north side of the cove at 41°31'55.7"N.,

71°19'28.2"W.

(3209) (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 area without specific permission

from the Commanding Officer, Naval Station Newport,

USN, Newport, Rhode Island or his/her authorized representative.

(3210) (c) Enforcement. The regulation in this section,

promulgated by the United States Army Corps of Engineers, shall be enforced by the United States Navy,

Commanding Officer Naval Station Newport, and/or

such agencies or persons as he/she may designate.

§334.82 Narragansett Bay, East Passage, Coasters

Harbor Island, Naval Station Newport, Newport,

Rhode Island, Restricted Area.

(3211) (a) The area. The waters within a "C-shaped" area

adjacent to and surrounding Coasters Harbor Island

beginning at Coddington Point at

(3212) 41°31'24.0"N., 71°19'24.0"W.; thence to

(3213) 41°31'21.5"N., 71°19'45.0"W.; thence to

(3214) 41°31'04.2"N., 71°19'52.8"W.; thence to

(3215) 41°30'27.3"N., 71°19'52.8"W.; thence to

(3216) 41°30'13.8"N., 71°19'42.0"W.; thence to

(3217) 41°30'10.2"N., 71°19'32.6"W.; thence to

(3218) 41°30'10.2"N., 71°19'20.0"W.; thence northerly along

the mainland shoreline to the point of origin.

(3219) (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 Federal,

local or State law enforcement vessels, are prohibited

from entering the restricted areas without permission

from the Commanding Officer Naval Station Newport,

USN, Newport, Rhode Island or his/her authorized

representative.

(3220) (c) Enforcement. (1) The regulation in this section,

promulgated by the United States Army Corps of Engineers, shall be enforced by the United States Navy,

Commanding Officer Naval Station Newport, Newport,

Rhode Island and/or other persons or agencies as

he/she may designate.

§334.85 New York Harbor, adjacent to the

Stapleton Naval Station, Staten Island, New York;

restricted area.

(3221) (a) The area. The waters of New York Harbor beginning at a point on shore at

(3222) 40°38'02"N., 074°04'24"W.; thence easterly to

(3223) 40°38'02.5"N., 074°04'09"W.; thence southerly to

(3224) 40°37'53"N., 074°04'07"W.; thence east-southeasterly to

(3225) 40°37'50"N., 074°03'50.2"W.; thence south-southeasterly to

(3226) 40°37'37.5"N., 074°03'46"W.; thence southwesterly

to the shore line at

(3227) 40°37'24.5"N., 074°04'18"W.; thence northerly

along the shore line to the point of origin.

(3228) (b) The regulations. (1) The portion of the restricted area extending from the shore out to a line 600

feet east of the U.S. Pierhead Line is closed to all persons and vessels except those vessels owned by, under

hire to or performing work for Naval Station New York,

Staten Island, New York.

(3229) (2) The portion of the restricted area beginning 600

feet seaward of the U.S. Pierhead Line is open to

transiting vessels only. Vessels shall proceed across the

area by the most direct route and without unnecessary

delay. For vessels under sail, necessary tacking shall

constitute a direct route.

(3230) (3) Commercial vessels at anchor will be permitted

to swing into the seaward portion of the restricted area

while at anchor and during the tide changes.

(3231) (c) Enforcement. The regulations in this section

shall be enforced by the Commanding Officer, Naval

Station New York, and such agencies as he/she shall

designate.

§334.102 Sandy Hook Bay, Naval Weapons Station

EARLE, Piers and Terminal Channel, Restricted

Area, Middletown, New Jersey.

(3232) (a) The area. All of the navigable waters within the

area bounded by these coordinates:

(3233) 40°25'55.6"N., 074°04'31.4"W.; thence to

(3234) 40°26'54.0"N., 074°03'53.0"W.; thence to

(3235) 40°26'58.0"N., 074°04'03.0"W.; thence to

(3236) 40°27'56.0"N., 074°03'24.0"W.; thence to

(3237) 40°27'41.7"N., 074°02'45.0"W.; thence to

(3238) 40°28'23.5"N., 074°02'16.6"W.; thence to

(3239) 40°28'21.2"N., 074°01'56.0"W.; thence to

Navigation Regulations ■ Chapter 2 ■ 161
(3240) 40°28'07.9"N., 074°02'18.6"W.; thence to

(3241) 40°27'39.3"N., 074°02'38.3"W.; thence to

(3242) 40°27'28.5"N., 074°02'10.4"W.; thence to

(3243) 40°26'29.5"N., 074°02'51.2"W.; thence to

(3244) 40°26'31.4"N., 074°02'55.4"W.; thence to

(3245) 40°25'27.1"N., 074°03'39.7"W.; and thence along

the shoreline to the point of origin (NAD 83).

(3246) The Department of the Navy plans to install buoys

along these coordinates to outline the Restricted Area.

(3247) (b) The regulation. (1) Except as set forth in subparagraph (b)(2), no persons, unauthorized vessels or

other unauthorized craft may enter the restricted area

at any time;

(3248) (2) Vessels are authorized to cross the Terminal

Channel provided that there are no naval vessels then

transiting the channel bounded by:

(3249) 40°27'41.7"N., 074°02'45.0"W.; thence to

(3250) 40°28'23.5"N., 074°02'16.6"W.; thence to

(3251) 40°28'21.2"N., 074°01'56.0"W.; thence to

(3252) 40°28'07.9"N., 074°02'18.6"W.; thence to

(3253) 40°27'39.3"N., 074°02'38.3"W.; and

(3254) (3) No person may swim in the Restricted Area.

(3255) (c) Enforcement. The regulation in this section,

promulgated by the U.S. Army Corps of Engineers,

shall be enforced by the Commanding Officer, Naval

Weapons Station Earle, and/or other persons or agencies as he/she may designate.

TITLE 40–PROTECTION OF ENVIRONMENT

Part 140–Marine Sanitation Device Standard

§140.1 Definitions.

(3256) For the purpose of these standards the following

definitions shall apply:

(3257) (a) Sewage means human body wastes and the

wastes from toilets and other receptacles intended to

receive or retain body wastes;

(3258) (b) Discharge includes, but is not limited to, any

spilling, leaking, pumping, pouring, emitting, emptying, or dumping;

(3259) (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;

(3260) (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;

(3261) (e) New vessel refers to any vessel on which construction was initiated on or after January 30, 1975;

(3262) (f) Existing vessel refers to any vessel on which

construction was initiated before January 30, 1975;

(3263) (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.

(3264) 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.

(3265) (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.

(3266) (2) In all other waters, Coast Guard-certified marine sanitation devices installed on all vessels shall be

designed and operated to either retain, dispose of, or

discharge sewage. If the device has a discharge, subject

to paragraph (d) of this section, the effluent shall not

have a fecal coliform bacterial count of greater than

1,000 per 100 milliliters nor visible floating solids. Waters where a Coast Guard-certified marine sanitation

device permitting discharge is allowed include coastal

waters and estuaries, the Great Lakes and inter-connected waterways, fresh-water lakes and impoundments accessible through locks, and other flowing

waters that are navigable interstate by vessels subject

to this regulation.

(3267) (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).

162 ■ Chapter 2 ■ Coast Pilot 2
(3268) (c) Any vessel which is equipped as of the date of

promulgation of this regulation with a Coast

Guard-certified flow-through marine sanitation device

meeting the requirements of paragraph (a)(2) of this

section, shall not be required to comply with the provisions designed to prevent the overboard discharge of

sewage, treated or untreated, in paragraph (a)(1) of this

section, for the operable life of that device.

(3269) (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.

(3270) (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.

(3271) (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.

(3272) (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.

(3273) (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. [...]

(3274) (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. [...]

(3275) (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/.

(3276) (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:

(3277) (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;

(3278) (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;

(3279) (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

Navigation Regulations ■ Chapter 2 ■ 163
portions thereof to be designated a drinking water intake zone; and

(3280) (iv) Include a statement of basis justifying the size

of the requested drinking water intake zone, for example, identifying areas of intensive boating activities.

(3281) (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.

(3282) (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.

(3283) (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):

(3284) (i) Two portions of the Hudson River in New York

State, the first is bounded by an east-west line through

the most northern confluence of the Mohawk River

which will be designated by the Troy-Waterford Bridge

(126th Street Bridge) on the south and Lock 2 on the

north, and the second of which is bounded on the north

by the southern end of Houghtaling Island and on the

south by a line between the Village of Roseton on the

western shore and Low Point on the eastern shore in

the vicinity of Chelsea, as described in Items 2 and 3 of

6 NYCRR Part 858.4.

(3285) (ii) [Reserved]

§140.5 Analytical procedures.

(3286) 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 I–Vessels in Foreign Trade

§15.1001 General.

(3287) 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.

§15.1030 New York and New Jersey.

(3288) The following U.S. navigable waters located within

the States of New York and New Jersey when the vessel

is making an intra-port transit, to include, but not limited to, a movement from a dock to a dock, from a dock

to an anchorage, from an anchorage to a dock, or from

an anchorage to an anchorage, within the following

listed operating areas:

(3289) (a) East River from Execution Rocks to New York

Harbor, Upper Bay;

(3290) (b) Hudson River from Yonkers, New York to New

York Harbor, Upper Bay;

(3291) (c) Raritan River from Grossman Dock/Arsenal to

New York Harbor, Lower Bay;

(3292) (d) Arthur Kill Channel;

(3293) (e) Kill Van Kull Channel;

(3294) (f) Newark Bay;

(3295) (g) Passaic River from Point No Point to Newark

Bay;

(3296) (h) Hackensack River from the turning basin to

Newark Bay; and

(3297) (i) New York Harbor, Upper and Lower Bay.

(3298) Note to §15.1030:

(3299) “Intra-port transit” as used in this section includes

the movement of a foreign-trade vessel inbound from

sea from the point where a State-licensed pilot ceases

providing pilotage to another point within the identified areas (i.e., a dock or anchorage). Likewise,

intra-port transit also includes the movement of a foreign-trade vessel outbound to sea from a point within

the identified areas (i.e., a dock or anchorage) to the

point where a State licensed pilot begins providing

pilotage.

§15.1040 Massachusetts.

(3300) 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:

164 ■ Chapter 2 ■ Coast Pilot 2
Navigation Regulations ■ Chapter 2 ■ 165

(3301) (a) Cape Cod Bay south of 41°48'54"N.;

(3302) (b) The Cape Cod Canal; and

(3303) (c) Buzzards Bay east of a line extending from the

southernmost point of Wilbur Point

(3304) (41°34'55"N., 70°51'15"W.) to the easternmost

point of Pasque Island

(3305) (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.

(3306) (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.

(3307) (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).

(3308) (c) No statute or regulation of any state shall be

construed to relieve a person from the restrictions,

conditions, and requirements contained in parts 222,

223, and 224 of this chapter. In addition, nothing in

parts 222, 223, and 224 of this chapter, including any

permit issued pursuant thereto, shall be construed to

relieve a person from any other requirements imposed

by a statute or regulation of any state or of the United

States, including any applicable health, quarantine, agricultural, or customs laws or regulations, or any other

National Marine Fisheries Service enforced statutes or

regulations.

Part 224–Endangered Marine and

Anadromous Species

§224.103 Special prohibitions for endangered

marine mammals.

(3309) (c) Approaching right whales.

(3310) (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:

(3311) (i) Approach (including by interception) within 500

yards (460 m) of a right whale by vessel, aircraft, or any

other means;

(3312) (ii) Fail to undertake required right whale avoidance

measures specified under paragraph (c)(2) of this section.

(3313) (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:

(3314) (i) If underway, a vessel must steer a course away

from the right whale and immediately leave the area at

slow safe speed.

(3315) (ii) An aircraft must take a course away from the

right whale and immediately leave the area at a constant airspeed.

(3316) (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:

(3317) (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.

(3318) (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.
166 ■ Chapter 2 ■ Coast Pilot 2

(3319) (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.

(3320) (iv) Paragraphs (c)(1) and (c)(2) of this section do

not apply to an aircraft unless the aircraft is conducting

whale watch activities.

(3321) (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.

Part 226–Designated Critical Habitat

§226.101 Purpose and scope.

(3322) 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

prohibitions 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.

(3323) (a) Great South Channel. The area bounded by

(3324) 41°40'N., 69°45'W.;

(3325) 41°00'N., 69°05'W.;

(3326) 41°38'N., 68°13'W.; and

(3327) 42°10'N., 69°31'W.

(3328) (b) Cape Cod Bay, Massachusetts. The area bounded

by

(3329) 42°04.8'N., 70°10'W.;

(3330) 42°12'N., 70°15'W.;

(3331) 42°12'N., 70°30'W.;

(3332) 41°46.8'N., 70°30'W. and on the south and east by

the interior shore line of Cape cod, Massachusetts.

(3333) (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.
Cape Cod To Sandy Hook

(1) The Atlantic coast from Cape Cod to Sandy Hook

embraces part of the coast of Massachusetts and all of

the coasts of Rhode Island, Connecticut, and New York.

To the mariner this area presents problems of unusual

difficulty because of the off-lying shoals, strong and

variable currents, large amounts of fog, and turbulence

of wind and sea in the great storms that so frequently

sweep it. Additionally, the mariner is faced with the

great volume of waterborne traffic that moves through

the area to and from the Port of New York.

Prominent features

(2) The principal geographic features include Georges

Bank, Nantucket and Vineyard Sounds, Buzzards Bay,

Narragansett Bay, Long Island Sound and tributaries,

and New York Harbor and tributaries including the

Hudson River.

(3) Cape Cod, a long peninsula jutting eastward from

the mainland of Massachusetts, may be likened to an

arm bent upward at the elbow. It was originally formed

by the last great glacier and has been refashioned by the

seas and wind. The outer end of The Cape, as it is called

by eastern New Englanders, is a barren region of sand

dunes with long yellow beaches, while much of the remainder of the forearm is bleak grassy country. The

southern side of the delta-like plain of Cape Cod has

been cut along high bluffs by the surf and waves. This

section of the coast is covered with growth of pitch pine

and scrub oak.

(4) Nantucket, Martha’s Vineyard, the Elizabeth Islands, and numerous smaller islands were also formed

by the glacier. The plains of Martha’s Vineyard and

Nantucket are broad grassy heaths. The Elizabeth Islands are hilly and partly wooded, and generally the

shores are low bluffs.

(5) The western shore of Buzzards Bay is of moderate

height, very gently sloping, cleared, and cultivated with

occasional groves of trees. Several towns and the city of

New Bedford are visible along the shores.

(6) Between Buzzards and Narragansett Bays the coast

is a mass of sand dunes with steep faces forming a line

along the shore. Several headlands along this stretch of

coast have fine sand beaches between them.

(7) The boundary line between Massachusetts and

Rhode Island strikes the coast just westward of Quicksand Point.

(8) Among the islands in Narragansett Bay are Rhode

(Aquidneck) Island, Conanicut, and Prudence. These

rather large islands are gently sloping, undulating, and

covered with cultivated fields and orchards, and occasional groves of trees.

(9) Westerly from Point Judith to Napatree Point is a

continuous line of beaches behind which are many

saltponds. These ponds have been formed by the sea

breaking through the outer sand barrier and then depositing sand to close the opening. The shore near the

water is low, grassy, and nearly level, but gradually rises

with a series of gentle curves to higher wooded lands

some distance back.

(10) Block Island is another formation of the glacier. A

prominent feature of the island is the entire absence of

trees. The surface when viewed from eastward has a

grassy undulating appearance, and the hills in many

places show steep sandy faces. Near the shoreline the

land is low, but rapidly rises toward the center of the island to steep hills covered only with grass and dotted

occasionally with houses.

(11) The boundary line between Rhode Island and Connecticut follows the Pawcatuck River to above the head

of navigation.

(12) The coastline of Connecticut is rockbound and

rugged, with numerous sandy beaches and occasional

salt meadows or marshland. The surface is mildly rolling near the shore. The depression of small valleys

along the shore has created a number of good harbors.

The shoreline has been well developed commercially

and residentially. It is lined with seaside resorts, State

parks, and bathing beaches.

(13) The boundary line between Connecticut and New

York follows the Byram River for slightly over 1 mile.

(14) Long Island, originally formed by the glacier and

thrusting about 105 miles eastward from New York Bay

to a point abreast of New London, faces the New England coast across Long Island Sound on the north. The

long, narrow outline of the island resembles that of a

whale. Its eastern end is split by Peconic Bay and the

35- and 25-mile peninsulas thus formed are the north

and south flukes. The island is almost a plain. On the

north coast, bluffs rise to a height of 200 feet. South of

these, extending well into the island’s midsection, run

several chains of hills. The south shore is a barrier beach

from about 30 miles west of the eastern extremity to the

Cape Cod To Sandy Hook ■ Chapter 3 ■ 167
western end, which has been developed into a series of

bathing resorts.

Disposal Sites and Dumping Grounds

(15) 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

(16) Lights and buoys are the principal guides that

mark the approaches to the important harbors. Many of

the light stations have fog signals, particularly those in

the vicinity of the larger ports.

(17) (See the Light List for a complete description of

navigational aids.)

Loran

(18) Loran C provides the mariner with good navigation

coverage along this section of the coast.

(19) Radar is an important aid in most of this area, but

should not be relied upon for ranges to the beach in areas such as the south coast of Long Island which offer a

relatively low relief. Many of the coastal buoys are

equipped with radar reflectors. Radar is of particular

importance in detecting other traffic and in the prevention of collisions during periods of low visibility, which

are common in this area.

COLREGS Demarcation Lines

(20) Lines have been established to delineate 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

(21) (See Part 160, chapter 2, for regulations governing

vessel operations and requirements for notification of

arrivals, hazardous conditions, and certain dangerous

cargoes to the Captain of the Port.)

(22) 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

limits and regulations.)

Harbor entrances

(23) The entrances to most of the harbors have dredged

channels marked with navigational aids and are easy of

access. In some cases jetties and breakwaters extend

offshore from the entrances. The entrances to the inlets along the south shore of Long Island are subject to

frequent change due to the shifting sand bars.

(24) Traffic Separation Schemes (Traffic Lanes) have

been established in the approaches to Buzzards Bay,

Narragansett Bay, and New York Harbor. (See chapters

5, 6, and 11, respectively, for details.)

(25) Vessel Traffic Service, New York, operated by the

U.S. Coast Guard, serves New York Harbor. (See 161.1

through 161.25, chapter 2, for regulations.)

Channels

(26) Federal project depth is the dredging depth of a

channel as authorized by an Act of Congress upon recommendation of the Chief of Engineers, U.S. Army.

Controlling depth in a channel is its least depth; it restricts use of the channel to drafts less than that depth.

(27) Where deepwater channels are maintained by the

Corps of Engineers and the controlling depths are

printed on the charts in tabular form, the Coast Pilot

usually gives only the project depths. Owing to constant shoaling in places, depths may vary considerably

between maintenance dredgings; consult the Notice to

Mariners for channel depths subsequent to charted information.

(28) Where secondary channels are ma

(29) intained regularly by the Corps of Engineers, the

Coast Pilot gives the controlling depths together with

the dates of the latest surveys.

(30) In the case of other channels, the controlling

depths printed in the Coast Pilot are from the latest

available reports which may, however, be several years

old.

Anchorages

(31) There are numerous anchorages in Nantucket and

Vineyard Sounds, Buzzards, Narragansett, and

Gardiners Bays, and Long Island Sound, where vessels

with good ground tackle can ride out any gale. Between

Cape Cod and Sandy Hook, the more important harbors, either commercially or as harbors of refuge, are

New Bedford, Newport, Providence, New London, New

Haven, and Bridgeport on the mainland, Greenport and

Port Jefferson on Long Island, City Island, New York,

and vast New York Harbor. (See Part 110, chapter 2, for

limits and regulations.)

Marine Protected Areas

(32) 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

168 ■ Chapter 3 ■ Coast Pilot 2
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.)

(33) Northern Inshore Lobster Waters includes the

State waters of RI, MA, NH, and ME. (See Appendix C,

for additional information.)

(34) Northern Nearshore Lobster Waters includes the

Federal waters of RI, MA, NH, and ME. (See Appendix C,

for addition information.)

(35) 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.)

(36) Southern Nearshore Lobster Waters and Mid-Atlantic Coastal Waters Area includes the State and Federal waters along the continental shelf from Long

Island to Cape Hatteras, NC. (See Appendix C, for additional information.)

Dangers

(37) The most important dangers confronting the navigator when approaching the area are the great banks

and shoals in the eastern approach. The remainder of

the isolated dangers throughout the area and in the approaches to the harbors are for the most part well

marked and charted.

Pipelaying barges

(38) 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

(156.80 MHz) for passage instructions.

North Atlantic Right Whales

(39) North Atlantic right whales are the world’s most

endangered large whale. Right whales migrate annually along the east coast between the northern feeding

grounds off New England and the southern calving

grounds off Florida, Georgia and South Carolina. Right

whales may occur along this migratory corridor from

November through April. 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 by ships. Calves

traveling north with their mothers from southern traveling grounds appear to be particularly vulnerable to

collision with ships. Ship strikes are one of the two

known sources of human-related mortality.

(40) Seasonal occurrence of North Atlantic right

whales: In seasons and in areas that right whales may

occur, vessel operators should maintain a sharp lookout for right whales. Right whales occur seasonally

throughout their range from Canada to Florida. Peak

seasons of right whale occurrence include the following areas and times: Cape Cod Bay (January through

May), the Great South Channel (March through July),

the northern edge of Georges Bank (June through

July), Stellwagen Bank (July through September),

Jeffreys Ledge (July through December), the Bay of

Fundy (Grand Manan Basin) (June through December), Platts Bank (April through June), Cashes Ledge

and Fippenies Ledge (June through December), the

southern coast of Nantucket Island (November

through April), Block Island and Rhode Island Sounds,

including the area in or proximal to the Narragansett/Buzzards Bay Traffic Separation Scheme and 30

nautical miles south of Block Island Sound (November

through April), the southern side of Long Island (November through April), and the Traffic Approach Lanes

to the Ports of New York and New Jersey (November

through April). Two areas are federally designated critical habitats for right whales. Stellwagen Bank and

Jeffreys Ledge are located in the federally designated

Gerry E. Studds Stellwagen Bank National Marine

Sanctuary. The Grand Manan Basin is a Canadian whale

conservation area. Seasonal right whale advisories and

sighting reports are broadcast periodically for these 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.

(41) Description of North Atlantic right whale: The

species reaches lengths of 45 to 55 feet and is black in

color. 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. They have broad, paddle-shaped flippers and a broad, deeply notched tail; see diagrams following.

(42) Sighting Advisory System: As weather and conditions permit, a dedicated seasonal program (January

Cape Cod To Sandy Hook ■ Chapter 3 ■ 169
170 ■ Chapter 3 ■ Coast Pilot 2
through the end of July) of overflights and vessel surveys (principally in Cape Cod Bay, the Gulf of Maine,

the Great South Channel, and Rhode Island, Block Island, and Long Island Sounds) provide whale sighting

information to the Coast Guard, NOAA Weather Radio,

Mandatory Ship Reporting (MSR) systems, and others

for broadcast purposes. Many right whales however, go

undetected. Sighting information may be obtained by

sending an e-mail to: ne.rw.sightings@noaa.gov.

(43) Amended Boston Traffic Separation Scheme: As of

July 1, 2007, the east-west leg of the Boston TSS has

been shifted approximately 12° to the north to redirect

ship traffic from an area of high whale density to an

area of considerably lower whale density. Use of the

amended Boston TSS is expected to significantly reduce the risk of adverse interactions with right whales

and other large whales. Refer to the Notices to Mariners, Chapter 11 (U.S. Coast Pilot 1) and NOS Charts

13270, 13267, 13246, 13260 and 13200 for further information about the Boston Traffic Separation Scheme.

(44) Precautions: NOAA recommends the following

precautionary measures be taken to avoid North Atlantic right whales.

When transiting right whale critical habitat and

areas of recently reported right whale sightings:

(45) As soon as possible prior to entering right whale

critical habitat, check Coast Guard Broadcast Notice to

Mariners, NAVTEX, NOAA Weather Radio, Cape Cod

Canal Vessel Traffic Control, the Bay of Fundy Vessel

Traffic Control, Mandatory Ship Reporting (MSR) system return messages (for MSR system reporting requirements, see Mandatory Ship Reporting system

later in this chapter), and other sources for recent right

whale sighting reports. Request sighting information

and safe vessel operating procedures when making initial radio contact with local harbor pilots.

(46) Review right whale identification materials and

maintain a sharp watch with lookouts familiar with

spotting whales.

(47) Reduce speed to 10 knots or less when consistent

with safe navigation.

(48) Attempt to avoid night-time transits.

(49) Minimize travel distances through the area whenever possible.

(50) Anticipate delays due to whale sightings.

(51) When the ability to spot whales is reduced (e.g.

night, fog, rain, etc.), mariners should bear in mind

that reduced speeds below 10 knots, when consistent

with safe navigation, will minimize the risk of ship

strikes.

(52) To reduce the likelihood of ship strikes with right

whales, all vessels traveling in Cape Cod Bay are advised

to use the Recommended Two-Way Whale Avoidance

Routes. The "Two-Way" routes were developed from an

analysis of historical right whale use to reduce the likelihood of ship strikes of endangered North Atlantic

right whales. 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. Local ships’ pilots may also provide additional information on the location of right whales and local safe vessel operating

procedures.

In all coastal and offshore waters along the east

coast:

(53) If a right whale sighting is reported within 20 nautical miles of a ship’s position, post a lookout familiar

with spotting whales.

(54) If a right whale is sighted from the ship, or reported

along the intended track of a large vessel, mariners

should exercise caution and proceed at speeds below 10

knots or less within 8 nautical miles of the sighting location, when consistent with safe navigation, bearing

in mind that reduced speed will minimize the risk of

ship strikes.

(55) Do not assume right whales will move out of your

way. Right whales, generally slow moving, seldom

travel faster than 5-6 knots. Consistent with safe navigation, maneuver around observed right whales or recently reported sighting locations. It is illegal to

approach closer than 500 yards of any right whale (See

50 CFR 224.103, Chapter 2).

(56) Any whale accidentally struck, any dead whale carcass, and any whale observed entangled should be reported immediately to the Coast Guard noting the

precise location and time of the accident or sighting. In

the event of a strike or sighting, the following information should be provided to the Coast Guard:

(57) location and time of the accident or sighting,

(58) speed of the vessel,

(59) size of the vessel,

(60) water depth,

(61) wind speed and direction,

(62) description of the impact,

(63) fate of the animal, and

(64) species and size, if known.

(65) Right whales can occur anywhere along the east

coast. Therefore, mariners are urged to exercise prudent seamanship in their efforts to avoid right whales.

Mandatory Ship Reporting Systems

(66) (WHALESNORTH and WHALESSOUTH), have

been established within the area of this Coast Pilot.

These Mandatory Ship Reporting (MSR) systems

Cape Cod To Sandy Hook ■ Chapter 3 ■ 171
require all vessels, 300 gross tons or greater, to report

to the U.S. Coast Guard prior to 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.

Northeastern reporting system

(68) 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

(69) 42°39'N., 70°37'W.; then northeast to

(70) 42°45'N., 70°13'W.; then southeast to

(71) 42°10'N., 68°31'W.; then south to

(72) 41°00'N., 68°31'W.; then west to

(73) 41°00'N., 69°17'W.; then northwest to

(74) 42°05'N., 70°02'W.; then west to

(75) 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 42°39'N., 70°37'W.

Southeastern reporting system

(76) 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.

Reports

(77) 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:

(78) Email: RightWhale.MSR@noaa.gov or

(79) Telex: 48156090

(80) 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 narrow band direct printing (SITOR) or HF voice.

Vessels equipped only with VHF-FM voice communications should submit reports to the nearest U.S. Coast

Guard activity or group.

(81) Mariners should check all MSR messages carefully

before transmitting. 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.

(82) Example Reports:

(83) WHALESNORTH-To: RightWhale.MSR@noaa.gov

(84) WHALESNORTH//

(85) M/487654321//

(86) A/CALYPSO/NRUS//

(87) B/031401Z APR//

(88) E/345//

(89) F/15.5//

(90) H/031410Z APR/4104N/06918W//

(91) I/BOSTON/032345Z APR//

(92) L/WP/4104N/06918W/15.5//

(93) L/WP/4210N/06952W/15.5//

(94) L/WP/4230N/07006W/15.5//

(95) WHALESSOUTH-To: RightWhale.MSR@noaa.gov

(96) WHALESSOUTH//

(97) M/412345678//

(98) A/BEAGLE/NVES//

(99) B/270810Z MAR//

(100) E/250//

(101) F/17.0//

(102) H/270810Z MAR/3030N/08052W//

(103) I/MAYPORT/271215Z MAR//

(104) L/RL/17.0//

Charts 13204, 13200

(105) Georges Bank is an extensive bank with depths of

less than 50 fathoms, extending for over 150 miles

northeastward from the offshore end of Nantucket

Shoals.

(106) In heavy weather the danger area may be considered to be the oval-shaped top of the bank which is

about 80 miles long in a northeast and southwest direction and which has a maximum width of about 50

miles. The bottom within 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

172 ■ Chapter 3 ■ Coast Pilot 2
has depths of less than 20 fathoms that it may practically all be considered to lie within a generalized

20-fathom curve.

(107) 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.

(108) The bottom is generally of sand, sometimes with

shell, and in places pebbles. Bottom samples as obtained during surveys are shown in a great many places

on the charts.

(109) 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.

(110) Georges Shoal is a ridge about 13 miles long on

which are several shallow depths of 11⁄2 to 3 fathoms.

(111) Cultivator Shoal, about 20 miles westward of Georges Shoal, 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.

(112) 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 very

little or no indication of their existence is given by

soundings. Tide rips and swirls, as well as overfalls, are

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 hourly

velocities and directions of the tidal current are shown

by means of current roses on National Ocean Service

charts.

(113) 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.

(114) 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

40 miles southeastward from Nantucket Island. They

are shifting in nature, and the depths vary from 3 to 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.

Area to be avoided

(115) 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:

(116) 41°16.5'N., 70°12.5'W.;

(117) 40°43.2'N., 70°00.5'W.;

(118) 40°44.5'N., 69°19.0'W.;

(119) 41°04.5'N., 69°19.0'W.;

(120) 41°23.5'N., 69°31.5'W.; and

(121) 41°23.4'N., 70°02.8'W.

(122) The currents in the area are strong and erratic,

reaching a velocity of 3 to 5 knots around the edges of

the shoals. 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) The tidal current over the shoals is rotary, turning

clockwise. Observations in the area indicate an average

velocity at strength of about 2.5 knots, but this probably varies appreciably from place to place. Similarly the

direction of the current at strength probably depends

on the orientation of channels between shoal areas.

(124) Since the current is rotary, there is no true slack.

Observations in the area show an average minimum of

about 0.5 knot.

(125) The tidal current near Nantucket Shoals Lighted

Whistle Buoy N is rotary, turning clockwise. The average velocity at strength is 0.8 knot; the average minimum is 0.6 knot.

(126) Hourly average velocities and directions for Davis

Bank and the area near Nantucket Shoals Lighted

Whistle Buoy N, referred to predicted times of maximum flood at Pollock Rip Channel, are furnished in the

Tidal Current Tables. However the tidal currents are

appreciably influenced by winds.

(127) Nantucket Shoals should be entirely avoided by

deep-draft vessels when possible and by light-draft vessels without local knowledge, on account of the

Cape Cod To Sandy Hook ■ Chapter 3 ■ 173
treacherous currents. There are, however, channels

through these various shoals which can be negotiated

with local knowledge and caution. In calm weather at

slack water these shoals are sometimes difficult to see,

and a vessel is liable to be taken into shoaler water than

was intended.

(128) Calm, clear days are few; when the sea is calm it is

usually foggy, and when clear, it is usually rough. Also

to be expected is a considerable amount of hazy

weather, which limits visibility.

(129) Should it become necessary to anchor in this area,

open sea anchorage may be had anywhere that depths

permit. Due consideration should be given to the close

proximity of shoals and possibility of dragging due to

the 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.

North Atlantic Right Whales

(130) Endangered North Atlantic right whales may occur

along the northern edge of Georges Bank (peak season:

June through July). (See North Atlantic Right Whales,

indexed as such, this chapter, for more information on

right whales and recommended measures to avoid collisions with whales.)

(131) Georges Bank Closure Areas, Marine Protected Areas (MPAs), extend S and E of Cape Cod to the boundary

with the Exclusive Economic Zone (EEZ). (See Appendix C, for additional information.) Nantucket Lightship

Closed Areas include waters S and E of Nantucket Island extending to the west edge of Georges Bank. (See

Appendix C, for additional information.)

(132) Nantucket Shoals Lighted Whistle Buoy N

(40°30'09"N., 69°14'48"W.) is about 57 miles south-southeastward of Nantucket Island. The buoy is equipped

with a fog signal and a racon.

(133) This buoy is located inside the traffic separation

zone of the traffic separation lanes of “Eastern Approach Off Ambrose” to the “Traffic Separation Scheme

Off New York”. (See charts 12300 and 13006.)

(134) Nantucket Shoals is made up of the following parts:

(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.

(136) Asia Rip, the shoalest point of the bank with 53⁄4

fathoms, is at the southern end. The wreck of the SS

OREGON, covered 31⁄4 fathoms, is at 40°45'N., 69°19'W.,

3 miles south-southeastward of Asia Rip.

(137) Middle Rip, with a least-found depth of 4 fathoms

and lying north-northwest of Phelps Bank, is about

13.5 miles long and 4.5 miles wide. This shoal consists

of two large parts with depths of 4 fathoms on the east

and 6 fathoms on the west, separated by a channel with

a depth of 7 fathoms and four outlying shoals of 8 to 10

fathoms.

(138) Fishing Rip, bow-shaped, with depths of 3 to 10

fathoms, is about 26 miles long north and south and 6.5

miles wide at its widest point. The north point is 20

miles 073° and the south point is 27.5 miles 136°, respectively, from Sankaty Head Light. 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 portion of the rip

in about 41°00.0'N., 69°27.0'W. and 41°01.0'N.,

69°29.7'W., respectively.

(139) The unmarked channel westward of Fishing Rip is

obstructed by three shoals in the northern section

which have least-found depths of 71⁄2, 41⁄2, and 10 fathoms. In the southern part of this channel are four

shoals with depths of 8 to 10 fathoms.

(140) Davis Bank, the innermost of the outer Nantucket

Shoals, is bow-shaped and has depths of 23⁄4 to 10 fathoms of water over it. The bank is about 30 miles long

north and south and has a greatest width of 4 miles.

The wreck of the vessel PROGRESS is off the inner edge

of the bank about 13 miles north-northeastward of the

southern end of the bank.

(141) The channel westward of Davis Bank is marked on

its west side by lighted and unlighted buoys. A radar

beacon (Racon) is at the northernmost lighted buoy.

The use of this channel should be restricted to clear

weather due to the strong currents encountered

throughout this area.

Chart 13200

(142) The inner Nantucket Shoals all lie within the

10-fathom curve. The area is very foul. Only a few of the

shoals are described. Davis South Shoal, about 20

miles south-southeast of Sankaty Head, consists of two

spots of 23⁄4 and 21⁄2 fathoms about 1.5 miles apart.

(143) Old South Shoal, consisting of two spots of 21⁄2

fathoms with a 2-fathom spot and foul ground between

them, is about 13.5 miles southeast of Sankaty Head.

This shoal is unmarked.

Charts 13200, 13237

(144) Great Rip, about 13 miles east-southeast of

Sankaty Head, has depths of 1 to 23⁄4 fathoms. This

shoal is about 7 miles long north and south and 1 to 2

174 ■ Chapter 3 ■ Coast Pilot 2
miles wide. About 1.5 miles westward of Great Rip and

separated from it by depths of 14 to 19 fathoms is an

unnamed and unmarked shoal of 11⁄2 to 21⁄2 fathoms.

Breakers are usually observed on the shoal.

(145) Rose and Crown is a boot-shaped shoal with its

southern end about 10.5 miles east of Sankaty Head.

The shoal extends about 5 miles northward and then 3

miles westward. Depths of 11⁄4 and 11⁄2 fathoms are

found in the leg of the boot, a depth of 1⁄2 fathom and

marked by a lighted whistle buoy northeastward of it

forms the heel, and a depth of 11⁄4 fathoms is found in

the toe. Northward of the toe of Rose and Crown is a

shoal with foul ground and spots of 11⁄2 and 21⁄2 fathoms. Rose and Crown breaks heavily.

(146) Bass Rip, about 2.5 miles eastward of Sankaty

Head, is about 3.5 miles long north and south. A depth

of 1⁄2 fathom is 3 miles 115° from the light. The northern end of the shoal has a depth of 2 fathoms. Old Man

Shoal extends 4.5 miles southwestward from a point

1.5 miles off the southeastern end of Nantucket Island.

Depths of 11⁄4 to 23⁄4 fathoms are found on this shoal.

(147) McBlair Shoal, the northernmost of the Nantucket

Shoals and marked on its northern side by lighted

buoys, forms part of the southern side of Great Round

Shoal Channel. Depths on this shoal vary from 21⁄4 to

31⁄2 fathoms.

(148) Great South Channel is the passage between the

easternmost of the Nantucket Shoals and the westernmost shoal spots of Georges Bank. The approximate

center of the channel extends from 40°36'N., 68°55'W.

to 41°38'N., 68°55'W. 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 and summer (peak season: April through July).

However, mariners should note that right whales may

occur in this area year-round.

North Atlantic Right Whales

(149) Great South Channel lies within the federally designated critical habitat for North Atlantic right whales,

the most endangered large whale species in the world

(fewer than 350 animals). (See chart 13200). These

slow moving animals are vulnerable to collisions with

ships, which is the leading cause of human-related

mortality for North Atlantic right whales. In some

years, more than a third of the remaining population of

North Atlantic right whales can be found in the Great

South Channel at any one time. 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.) It is

recommended that all large vessels (over 100 gross

tons) avoid operating in the critical habitat during the

peak period of right whale occurrence (April through

July). When the area cannot be avoided, the following

precautionary guidelines are recommended to reduce

the risk of ship strikes:

(150) (a) Maintain a sharp watch with lookouts familiar

with spotting whales.

(151) (b) Monitor NAVTEX or NOAA Weather Radio

transmissions for information on the location of right

whales sighted in the vicinity. Local ships’ pilots may

also provide such information when it is available.

(152) (c) Reduce speed to 10 knots or less when consistent with safe navigation. (See North Atlantic Right

whales, indexed as such, chapter 3, for more information on right whales and recommended measures to

avoid collisions with whales.)

(153) Restricted Lobster and Gillnet Marine Protected

Areas (MPAs) are in Great South Channel. (See Appendix C, for additional information.)

(154) 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 Continental Shelf. The navigator who has available

some means of echo sounding should have in mind the

various canyons found 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.

(155) The names of some of the most important submarine canyons are shown on the charts. The longitude

following the name is approximate and only given to

assist in locating the feature on the chart. Corsair Canyon, 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, having 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, having a northerly trend,

are Hydrographer Canyon, 69°00'W.; Veatch Canyon,

69°35'W.; and Atlantis Canyon, 70°15'W. Block Canyon, 71°20'W., is south-southeasterly of Block Island

Sound and has a north-northwesterly trend. Hudson

Canyon, 72°20'W., extends northwestward to the mouth

of the Hudson River. The inshore section of this canyon

is called Mud Gorge.

Wrecks

(156) Many vessels have been wrecked along this coast as

a result of collision, foundering, and other causes. Most

of the offshore wrecks have been located and wire

dragged to determine the least depth over the highest

projecting part. Dangerous wrecks for the most part

Cape Cod To Sandy Hook ■ Chapter 3 ■ 175
are marked by buoys of various colors and shapes and

often show a quick-flashing or an interrupted

quick-flashing light.

(157) Many vessels have grounded in fog on the south

side of Long Island and on Block Island. Probably many

of these wrecks could have been avoided if frequent

soundings had been taken in approaching the coast.

Vessels equipped to do so should make good use of the

electronic aids to navigation systems along the coast to

check their position frequently.

Lobster pots

(158) The coastal waters contain numerous lobster pots.

Small painted wooden buoys of various designs and colors, secured by small lines, float on the surface; in some

cases a second buoy, usually an unpainted wooden stick

or bottle and difficult to see, is attached to the lobster

pot. These buoys extend from shore out to, and in many

cases across, the sailing routes. Small yachts and motor boats are cautioned against fouling them, which is

liable to result in a sprung shaft or lost propeller.

Fishtraps and fish havens are discussed in chapter 1.

(159) Fishweirs are numerous along the outside coast

and inside waters. The stakes often become broken off

and form a hazard to navigation, especially at night.

The areas within which fishweirs are permitted have

been established under Federal authority and are

shown on charts of 1:80,000 scale and larger. The exact

locations of the weirs within the designated areas are

not shown. Strangers should proceed with caution

when crossing areas of possible fishweirs, and should

avoid crossing such areas at night.

(160) Danger zones have been established within the

area of this Coast Pilot. (See Part 334, chapter 2, for

limits and regulations.)

Drawbridges

(161) 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.

(162) 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.

(163) The mariner should be acquainted with the general

and specific regulations for drawbridges over waterways to be transited.

Routes

(164) Approaching this section of the coast is dangerous

for all vessels because of the off-lying banks and shoals,

the strong and variable currents, frequency of fog, and

the broken nature of the bottom. Soundings alone are

of little value in establishing the position of a vessel,

but the depth should be checked frequently to ensure

that the vessel clears all dangers.

(165) In thick weather especially, the greatest caution is

necessary, and vessels equipped to do so should make

good and timely use of the electronic aids to navigation

systems to check their position frequently. The depth

should never be shoaled to less than 15 fathoms without an accurate fix having been obtained, and it is advisable to remain offshore in depths of 20 fathoms or

more.

(166) 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.

(167) Vessels passing southward of the dangerous part of

Georges Bank should keep in 30 fathoms or more. Approaching this part of the bank from eastward or southward, the water shoals gradually. Approaching from the

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.

(168) Vessels equipped with echo sounding devices and

following the 100-fathom curve along the south side of

Georges Bank can frequently verify their position when

crossing the several submarine gorges or canyons.

(169) Approaching New York from the vicinity of

Nantucket Shoals Lighted Whistle Buoy N, a slight allowance should be made for a southwesterly set of the

current. Should the wind be easterly, it is customary to

allow, in order to make a course good, a set of the current with it of at least 0.5 knot.

(170) The North Atlantic Lane Routes are described in

NV PUB. 106, Atlas of Pilot Charts, North Atlantic

Ocean (including the Gulf of Mexico), published by

the National Geospatial-Intelligence Agency, Washington, D.C.

(171) Deep-draft vessels coming from Cape Hatteras,

Chesapeake Bay, Delaware Bay, or New York usually

176 ■ Chapter 3 ■ Coast Pilot 2
make Nantucket Shoals Lighted Whistle Buoy N,

thence through Great South Channel to Cape Cod or

the Gulf of Maine.

(172) Vessels of medium draft coming from the southward, or southbound from Boston or ports farther east,

may use Cape Cod Canal, or Vineyard and Nantucket

Sounds via Pollock Rip Channel. Great Round Shoal

Channel is also available, but seldom used, as an entrance to or exit from Nantucket Sound. The controlling depth for these passages is from 27 to 32 feet. They

avoid Nantucket Shoals and are used by coasting vessels. Small vessels and pleasure craft usually pass

through Long Island Sound when proceeding coastwise.

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. It must be borne in mind that the current

to which a vessel is subjected at any time is the combination of tidal current, wind current, and other currents such as those due to drainage or oceanic

circulation.

(174) Away from the immediate vicinity of the shore, the

tidal currents are generally rotary. They shift direction,

usually clockwise, at an average rate of about 30° an

hour. They attain velocities of 1 to 2.4 knots or more

throughout the Nantucket Shoals-Georges Bank area,

the larger velocities occurring generally over the

shoaler parts of the area. Between Nantucket Island

and Sandy Hook their velocities generally do not exceed 0.5 knot except in the vicinities of the entrances to

the larger bays and inland waterways, where the velocities increase as the entrances are approached. For considerable distances from the entrances, strengths of

flood and ebb set, respectively, toward and away from

those entrances, and minimums of velocity, corresponding to the slacks of reversing currents, set at

right angles to the directions of the flood and ebb

strengths.

(175) Offshore and away from the influence of the tidal

flow into and out of the Gulf of Maine and the larger

bays, the tidal current maintains an approximate uniform velocity. Shifting its direction continuously to the

right, it sets in all directions of the compass during

each tidal cycle of 12.4 hours.

(176) In the offshore area between Cape Cod and Sandy

Hook there is a resultant southward drift which is

stronger in winter than in summer and has an average

velocity less than 0.1 knot.

Wind currents

(177) Wind currents are very complicated. Their velocities and directions depend upon a number of factors

such as velocity, direction, and duration of the wind,

the proximity of the coast and the direction of the

coastline. Generally in the Northern Hemisphere the

wind-driven current sets somewhat to the right of the

wind, but in coastal waters there are many exceptions

to this general rule, the current often setting to the left

of the wind, due to the tendency of the current to follow

the direction of the coastline or to other local conditions.

(178) The velocity of the current relative to that of the

wind also varies with the location. It follows, therefore,

that local wind current information is desirable. Such

information based upon extensive current and wind observations at a number of stations is given in the Tidal

Current Tables.

(179) The largest current velocities likely to occur during storms at a number of locations offshore and in the

sounds are given as follows: Pollock Rip Entrance

Lighted Whistle Buoy PR, 2.5 knots; Stone Horse

Shoal, 4 knots; Great Round Shoal Channel Entrance

Lighted Horn Buoy GRS, Nantucket Entrance, 2.5

knots; 3 miles north of Nantucket Shoals Lighted

Whistle Buoy N, 2.5 knots; Cross Rip Shoal, 2.5 knots;

Hedge Fence Lighted Gong Buoy 22, Nantucket Sound,

2.5 knots; 3.3 miles southwestward of Cuttyhunk

Light, 2 knots; Brenton Reef, 1.5 knots; 0.5 mile south

of Bartlett Reef, Long Island Sound, 2.5 knots; 3 miles

southward of Cornfield Point, 4 knots; 3 miles north of

Nantucket Traffic Lane Lighted Whistle Buoy NB, 1.5

knots; Ambrose Light, 2 knots.

Weather, Cape Cod to Sandy Hook

(180) From Georges Bank and the shoals of Nantucket to

New York Harbor, fog, currents, winds and waves are

constant threats to safe navigation. The following text

describes the weather problems that face the mariner

when navigating these waters. This section presents an

overall, seasonal picture of the weather that can be expected in the offshore waters along the coast of the

mid-Atlantic region from Cape Cod, MA, to Sandy

Hook, NJ. Detailed information, particularly concerning navigational weather hazards, can be found in the

weather articles in the following chapters.

(181) 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

Cape Cod To Sandy Hook ■ Chapter 3 ■ 177
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.

(182) 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 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.

(183) 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.)

Extratropical Cyclones

(184) 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. Approaching from the U.S. mainland or from the

seas to the south they are usually well forecasted. 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. In the exposed waters these storms

can generate 40-foot (12 m) waves and hurricane force

winds. Each year more than 40 extratropical systems

move across or close to this coast. They average about

two to four per month, but as many as ten 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.

(185) The major winter storm track runs in a line approximately from Cape Hatteras to Cape Cod. Most of the

storms that follow this track intensify; the center of intensification is off Delaware Bay. In addition to the

forecast, certain atmospheric changes indicate a storm

is approaching. 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/3 hours indicates a strong change

while 10 mb/3 hours warns of an impending extreme

event.

(186) As a storm approaches, winds strengthen, clouds

thicken and lower and precipitation begins. Early in

the storm’s life wind waves can become steep very

quickly, making it difficult to reach port especially

when you have to navigate an inlet where breaking

waves are treacherous. In deeper waters, waves can

build to over 20 feet. During winter the possibility of

superstructure icing calls for an early course of action

based upon the latest forecast and a knowledge of your

vessel.

Cold Fronts

(187) This weather hazard usually approaches from the

west through north. Ahead of the front, winds are usually squally and often blow out of the south through

southwest. Cirrus clouds give way to Altocumulus or

Altostratus and Nimbostratus, then Cumulonimbus.

Pressure falls moderately and showers, and perhaps

thunderstorms, occur. Seas become choppy. With the

frontal passage winds shift rapidly to the west and

northwest. Strong gusts and squalls continue. Clearing

usually occurs a short distance behind the front as the

cold air moves in. Cold fronts can move through the

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.

(188) 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. These storms can inflict considerable damage on fishing vessels and small craft.

Tropical Cyclones

(189) A tropical cyclone is a warm core, low pressure system that develops over tropical oceans. It exhibits a rotary, counterclockwise circulation in the Northern

Hemisphere around a center or “eye”. In small tropical

cyclones the diameter of the area of destructive winds

may not exceed 25 miles while in the greatest storms

the diameter may reach 500 miles. At the center is a

178 ■ Chapter 3 ■ Coast Pilot 2
comparatively calm, sometimes clear, area known as

the eye. The diameter of the eye can vary from about 5

to 25 miles. Winds are usually strongest near the center. They can reach 175 knots or more in an intense

hurricane. In the North Atlantic Region (West Indies,

Caribbean Sea, Gulf of Mexico and waters off the U.S.

East Coast) the following terminology is used in tropical cyclone warnings issued by the National Hurricane

Center (National Weather Service):

(190) (1) Tropical Depression.–An organized system of

clouds and thunderstorms with a defined circulation

and maximum sustained winds of 38 miles per hour (33

knots) or less.

(191) (2) Tropical Storm.–An organized system of strong

thunderstorms with a defined circulation and maximum

sustained winds between 39 and 73 miles per hour (34

to 63 knots).

(192) (3) Hurricane.–An intense tropical weather system

with a well-defined circulation and a maximum sustained wind speed of 74 miles per hour (64 knots) or

greater.

(193) While the following term is not normally used in

tropical cyclone advisories it may appear in related

products.

(194) (1) Tropical Wave.–A minor tropical disturbance in

the easterly trade winds, which could develop into a

tropical depression but lacks evidence of a closed circulation; also known as easterly wave.

(195) Along the coast, greater damage may be inflicted by

water than by wind. Prolonged winds blowing toward

shore can increase water levels from about 3 to 10 feet

(1 to 3 m) above normal. This storm tide may begin

when the tropical cyclone center is 500 miles or more

away. It gradually increases until the winds change direction. On top of this the low pressure in the storm’s

center can create a ridge or wall of water known as a

surge. This will move in the direction of the storm’s

movement and can be disastrous. The effect may be

similar to that of a tsunami (seismic sea wave) caused

by earthquakes in the ocean floor. Storm surges can

push these tides to 20 feet (6.1 m) or more above normal. About 3 to 4 feet (1 to 1.2 m) of this is due to the

decrease of atmospheric pressure and the rest to the

strong winds. Additional water damage results from

the pounding of sea and swell. Torrential rains, generated by tropical cyclones, can cause both flash floods

and river floods from inland rains.

Tropical Cyclone climatology

(196) In an average season nine or ten tropical cyclones

develop and five of these reach hurricane strength;

about two hurricanes reach the U.S. While they may

develop in any month, June through November is generally considered the tropical cyclone season, with a

peak in August, September and October. Early and

pre-season storms, from May through mid-July, are

most likely to originate in the western Caribbean Sea

and Gulf of Mexico. From mid-July through late September this development is spread through the main

basin of the tropical Atlantic and a much more persistent westerly movement is noticeable. From late September through November, activity gradually confines

itself to the Caribbean and Gulf of Mexico. A northerly

movement, similar to early season storms, becomes

more apparent. However, because of the large reservoir

of heat available at the end of the season, these storms

are often more intense than their early season counterparts.

(197) The most common path is curved, the storms first

moving in a general westward direction, turning later

to the northwestward and finally toward the northeast.

A considerable number, however, remain in low latitudes and do not turn appreciably toward the north.

Freak movements are not uncommon, and there have

been storms that described loops, hairpin-curved

paths, and other irregular patterns. Movement toward

the southeast is rare, and, in any case, of short duration. The entire Caribbean area, the Gulf of Mexico, the

coastal regions bordering these bodies of water, and the

Atlantic Coast are subject to these storms during the

hurricane season.

(198) The average speed of movement of tropical cyclones is about 10 to 15 knots. This speed, however, varies considerably according to the storm’s location,

development and the associated surface and upper air

patterns. The highest rates of speed usually occur in

the middle and higher latitudes and range up to 40 to

50 knots. Storms are slowest during recurvature or

when looping. They can also become stationary in the

absence of steering currents.

Hurricane Warnings and Forecasts

(199) The civilian hurricane warning service for the

North Atlantic is provided by the National Hurricane

Center/Tropical Prediction Center, Miami, Florida. It

collates ship, aircraft, radar and satellite data to produce and issue tropical cyclone warnings and forecasts

for the North Atlantic Ocean, including the Caribbean

Sea and Gulf of Mexico as well as the Eastern North Pacific Ocean. Its principal product is the Tropical Cyclone Advisory message especially tailored for Marine,

Aviation, Military and public interests. They are issued

every 6-hours with intermediate bulletins provided

when needed.

(200) For tropical storms and hurricanes threatening to

cross the coast of the U.S., coastal warnings are issued

to the public by the National Hurricane Center through

local Hurricane Warning Offices in order that defense

Cape Cod To Sandy Hook ■ Chapter 3 ■ 179
against damage, and perhaps evacuation, can be implanted. Two levels of warnings are employed. The

“Hurricane Watch” is a preliminary alert that a hurricane may threaten a specified portion of the coast. It is

issued approximately 36 hours before landfall could occur. The second level is the “Hurricane Warning”,

which indicates that hurricane conditions are expected

within 24 hours in advance of landfall. It is aimed at

providing the best compromise between timeliness and

accuracy for civil defense purposes so that its warning

may be too late to allow ocean-going vessels to get underway and complete a successful evasion in open water. To compensate for this, the Marine Advisory

contains additional guidance in the form of probabilities of hurricane strikes, for coastal locations and even

offshore coordinates, and storm position forecasts for

up to 72 hours in advance.

Hurricane Havens

(201) This section is condensed from the Hurricane Havens Handbook for the North Atlantic Ocean published by the Marine Meteorology Division, Naval

Research Laboratory, Monterey, CA 93943, and available on the internet at https://www.cnmoc.navy.mil/.

While this study concentrates on New York, NY, New

London, CT, and Newport, RI, the climatology and principles of navigation can be applied to the entire region;

the navigation information can be applied to winter

storms as well. For practical purposes any tropical cyclone that approaches within 180 miles is considered a

“threat”. 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.

(202) The classical doctrine held by most mariners is that

ocean-going ships should leave ports that are threatened by a hurricane. Despite this natural caution, ships

continue to be damaged in port or after leaving port, as

a result of tropical cyclone encounters. This often

stems from the difficulty in forecasting tropical cyclone movement, although these forecasts have improved significantly in the past two decades. In addition

to evaluating the forecast it is necessary to assess the

risks of remaining in port or putting to sea according to

the circumstances of the threat, the facilities of the

port and the capabilities of the vessel and crew. For an

evaluation as to a course of action, several factors are

important. The risk of a particular port experiencing a

hurricane is often dependent on seasonal and geographic

influences. Forecasts of hurricane movements are

more reliable in some areas, particularly the lower latitudes. In the mid-latitudes where storms are often recurving, the difficulty increases. It is important to

know the sheltering capabilities of the port that is

being considered and the speed of advance of tropical

cyclones in the latitudes that you may be sailing. When

the tropical cyclone speeds approach or exceed vessel

speed, options become limited.

(203) Of the 117 tropical cyclones that threatened New

York from 1842-1995, 100 occurred from August

through October with the main threat in September.

The hurricane (winds> 64 knots) threat has a peak in

August and September; 81 of the 117 hurricanes occurred in those months. Tropical cyclones usually

move in from the south or southwest. During this same

period New Haven was threatened by 108 tropical cyclones, 91 of which occurred from August through October. Hurricanes are most likely during August and

September when 75 out of the total of 108 occurred.

The direction of approach is most likely from the south

or southwest. 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,

which advanced rapidly up the east coast, offshore near

Hatteras, across central Long Island, into Connecticut

and finally through Vermont. This hurricane’s forward

speed reached 52 knots, an advance that would be difficult to prepare for, even with today’s sophisticated

warning methods. It is the exceptionally fast-moving

storm that poses the greatest threat. For example,

based on climatology, a September storm located off

Miami would reach New York in about 3 or 4 days. However, the 1938 hurricane traveled this distance in about

30 hours. Tropical cyclones tend to accelerate as they

move north of about 30°N. Forward speeds range from

25 to 30 knots for those crossing the New York – New

England coast compared to 20 to 25 knots for those

passing offshore to the southeast.

(204) Since wind records were available in the New York

Harbor area, sustained winds have reached hurricane

force (64 knots) only once. The September 1944 hurricane produced 64-knot winds at Central Park and

70-knot winds at La Guardia. Other hurricanes that

have caused considerable damage were storms in September 1821, September 1938, August 1954 (Carol)

and September 1960 (Donna). During a recent 44-year

period along the Connecticut-Rhode Island coast, three

hurricanes produced winds that have been estimated to

have reached at least minimal hurricane strength. The

1944 hurricane, Carol and the 1938 storm were the

three. The 1938 storm was the worst as winds in the

New London area were estimated at 78 to 87 knots.

180 ■ Chapter 3 ■ Coast Pilot 2
(205) In addition to strong winds, the hurricane brings

rough seas, heavy rains, and storm surges. New York’s

Lower Bay is subject to wave action due to an open

quadrant, east through south, to the Atlantic. The size

and depth of the bay also provide sufficient fetch for a

strong wind to generate destructive waves. Deep ocean

swells approaching from the open quadrant would be

reduced by shoals at the entrance to Lower Bay, between Sandy Hook and Rockaway Point. Upper Bay,

Newark Bay, lower Hudson River and East River are

subject to limited wave action. Long Island Sound is a

deep water sound with a generous fetch in an east-west

direction. New London Harbor is well protected from

wave action. Although a west wind can produce large

seas in the Sound they are greatly reduced on entering

the harbor channel. Within Narragansett Bay wave action is severely limited by short fetch for most wind directions. Wave action generated within the Bay will

create minimal problems for ships at anchor if the

scope of chain employed is set to give the best riding

conditions.

(206) Storm tides can produce a high water level, which

in addition to inundating coastal areas, may allow wind

waves to cause destruction in areas normally unaffected by waves. Combined storm surge and tide have

produced water levels of over 10 feet (3 m) above mean

low water in the New York Harbor area and levels

greater than 15 feet (4.6 m) above mean low water in

western Long Island Sound. New London is one of the

few east coast ports to have experienced a major storm

surge in this century. The storm surge of September

21, 1938 hit New London as an apparent tidal bore (wall

of water) causing considerable destruction. This surge

was slightly greater than that expected once in a hundred years and was likely due to the fast moving nature

of this hurricane. At Newport storm tides were measured at 10.8 feet (3.3 m) above mean sea level during

the 1938 hurricane. The top winter extratropical storm

produced a 6.0-ft (1.8 m) surge on the 30th of November, 1963.

(207) In summary, New York Harbor is recommended as

a hurricane haven. It is a large national harbor with

many excellent berthing facilities and good deep-water

anchorages. Natural topographic features and numerous man-made structures offer good wind protection.

The bathymetry and orientation of the harbor relative

to the normal path of hurricanes tend to mitigate the

wind wave and ocean swell danger although storm

surge is a sufficient threat. The main New London harbor is not a haven for most vessels during a hurricane

although the inner harbor is considered safe for most

ships. The surrounding topography provides some protection from east through southeast winds for the eastern shore of the main and inner harbor, however the

lower western shore of the main harbor is very exposed

to southeast through south winds. The entire harbor is

subject to the possibility of major storm surge flooding.

The port of Newport is located inside Narragansett Bay,

which has deep water anchorages within its confines.

Although these anchorages are not well sheltered from

winds, they have proven hurricane haven properties for

ships able to steam at anchor.

(208) Flooding associated with hurricane-induced high

tides is the principle threat to small craft in the area.

They should be hoisted and secured ashore above projected flood levels whenever possible. Best protection is

inside some type of storage building to prevent possible

damage by flying objects or to prevent the possibility of

broken tie-downs in high winds. Local knowledge is the

best guide to weathering a storm in small harbors.

Waves

(209) In late March of 1984 a 968-mb Low off the New

Jersey coast generated a 33-foot (10.1 m) wave at Buoy

44005 (42.7°N., 68.3°W) while Buoy 41002 (40.1°N.,

73.0°W) measured a 47-foot (14.3 m) wave during Gloria in September 1985. Systems similar to these are

partly responsible for the rough seas encountered

along this coast from September through April. The

Buoy closest to the area, 44003, (40.8°N., 68.5°W), in

10 years of operation has measured a 29-foot (8.8 m)

wave in February and 25-foot (7.6 m) waves from October through April. It has been estimated that over the

open waters along this coast maximum significant

waves should reach 30 feet (9 m). The table below (extracted from Marine Weather of Western Washington.

Kenneth E. Lilly, Jr., Commander, NOAA, Starpath

School of Navigation, 1983) shows the relationship between significant and other wave heights.

(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 5- to 6-foot

(1.7 to 1.8 m) range while one wave in 100 should reach

17 feet.

Wave Heights from Significant Wave Heights (SWH)

Most frequent wave heights: 0.5 x SWH

Average wave heights: 0.6 x SWH

Significant wave heights (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

Cape Cod To Sandy Hook ■ Chapter 3 ■ 181
(211) 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.

(212) Rough sea conditions are usually generated by

gales out of the northwest through northeast. Waves

greater than 8 feet (2.4 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. In addition to coastal storms, cold fronts with

rapidly shifting winds can 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, periods of less than 6 seconds can

create problems for boats under 100 feet in length.

Waves of 10 feet or more with periods of 6 to 10 seconds

can affect comfort in 100- to 200-foot (30.5 to 61 m)

vessels. When wind waves reach 20 feet they become

hazardous to vessels under 200 feet in length 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

Nantucket Shoal and Georges Shoals 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.

About one-half of the waves of 10 feet (3 m) or more, in

these waters, are swells from distant storms. They are

uncomfortable to ships that roll or pitch in sympathy.

Swells with 500- to 1000-foot (152 to 305 m) wave

lengths affect ships of these lengths. When steaming

into such swells a resonance is set up until the bow digs

into the waves. The resulting pitch will cause more of a

power loss than a roll caused by a sea. Swells with wave

lengths that range from about three-fourths to twice

the ship’s length can have this effect. Pitching is heaviest when the ship’s speed produces synchronism between the period of encounter and the ship’s natural

pitching period–this often occurs at or near normal

ship speeds.

(215) When in running before a following sea, the greatest danger arises when speed is equal to that of the

waves or when the waves overtake the ship so slowly

that an almost static situation is created with the vessel

lying on the wave crest. In this latter case stability is so

reduced that a small vessel could capsize. Waves on the

quarter or astern can also result in very poor steering

quality. As seas move along the vessel from aft to forward the rudder is less effective and the boat may be

slewed across the face of a sea filling the decks with water as she broaches. She could lose her stability and

capsize, particularly if the boat is trimmed by the head.

Winds

(216) Migratory weather systems cause winds that frequently change in strength and direction. In general

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 could reach 125 knots. Sustained winds of

100 knots should occur about every 50 years on the 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 they are mainly out of the west through

north with gales occurring about 6 to 12 percent of the

time. Windspeeds, in general, increase with distance

from the coast. If winds persist for a long time over a

long fetch they will generate rough seas. Winter

windspeeds of 20 knots or more persist for more than

12 hours about 50 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 you will find southerly components in summer

and northerly ones in winter. In sheltered waters like

Buzzard Bay, Narragansett Bay and the harbors of Long

Island Sound 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 temperature, 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

182 ■ Chapter 3 ■ Coast Pilot 2
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 there is often a

warm, southerly flow of air across cool Gulf waters resulting in dense fog. Warm or stationary fronts can also

bring fog while rainfall from lows and fronts can create

an evaporation fog. Along the coast radiation fog is

common on clear, calm nights although it usually

burns off during the morning hours. In the spring,

coastal fog may occur near the mouths of rivers and

streams that are fed by cold snowmelt.

(221) Sea temperatures increase, in general, from north

to south, but the variation is usually only a few degrees

over open water. Close to the coast, water temperatures

are usually warmer in summer and colder in winter

than offshore readings. Water temperatures in summer

range from about 66° to 74°F (18.9 to 23.3°C) while in

winter the range is from about 34° to 37°F (1.1 to 2.8°C).

(222) Advection fog is most common in late spring and

early summer when south and southwest winds bring

warm humid air over the still-cold Labrador Current.

Near Georges Bank visibilities fall to less than 1 mile up

to 30 percent of the time. While these frequencies drop

to the southwest, fog remains a problem in this season.

(223) The areas along the coast, at the heads of bays

within the 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 compared to the spring and

summer maximum of sea fog. Consequently figures for

poor visibility at inland or sheltered harbors are no

guide to conditions at sea or in the approaches.

Superstructure Icing

(224) Heavy winter weather can cause ice to collect on

ships sailing these waters. At its worst superstructure

icing can sink a vessel. When air temperature drops below the freezing point of sea water (About 28.6°F)

strong winds and rough seas will cause large amounts

of sea spray to freeze to the superstructure and those

parts of the hull that escape a frequent washing by the

sea. Ice amounts increase rapidly with falling air and

sea temperatures as well as increasing windspeeds. The

most dangerous conditions exist when gales last for

several days in temperatures of 28°F or lower. The ice

buildup on a trawler can exceed 5 tons per hour.

(225) A moderate rate of ice accumulation usually occurs

when air temperatures are equal to or less than 28°F

with winds of 13 knots or more. When air temperatures

drop to 16°F 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. December, January and February are the worst months. The potential for moderate

icing exists about 5 to 10 percent of the time.

(226) 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.

(227) If you can’t avoid the weather conditions that cause

icing, experience and research have helped develop

some guidelines. The first two courses of action when

encountering potential icing conditions are to seek

shelter from the sea and to steer towards warmer water.

Once icing has begun it is prudent to slow down

enough so that little or no spray is taken aboard. It is

also important to keep ice from building up by whatever means are available. This includes crewmen using

tools or baseball bats to remove ice from the deck and

superstructure.

(228) Any effort to control the rate of accumulation will

buy time. In general heaving to with the bow into the

wind and sea as much as possible and varying the

course slightly to ensure a minimum symmetrical

build up is a good rule. However, experiments have

shown that on a trawler with its stern to the wind, loss

of stability is only about one-half of that in the ahead

condition. When the wind is 30 degrees off the bow the

loss of stability is 50 percent greater than in the ahead

condition. Also ice accumulates more rapidly on the

windward side causing a heeling into the wind. This

listing is partially offset by the action of the wind so

that a shift to a reciprocal course after icing has built

up could be disastrous. When ice builds up significantly

it is important to remember that the removal of one

ton of ice 50 feet from the vessel’s center of gravity is as

effective as removing 10 tons of ice 5 feet above the center of gravity.

Cape Cod To Sandy Hook ■ Chapter 3 ■ 183
Optical Phenomena

(229) 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 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. 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 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 apparent 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.

(230) 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. Occasionally, a complicated vertical temperature distribution may transform hilly coastlines into

impressive walls of lofty pinnacles. This phenomenon

is known as Fata Morgana. 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.

(231) 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 references to the sun.

(232) 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.

(233) 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 the reversal in

the spectrum colors, violet now 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. The solar and lunar coronas, which are observed only through high

clouds, resemble the halo 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.

(234) Refraction of sunlight takes place whenever the intervening particles are larger than the wavelength.

Thus, 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.

(235) The auroral borealis (northern lights) and St.

Elmo’s fire are two types of electrical phenomena

sometimes observed in this region. The zone of maximum 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.

(236) Generally auroras may be classified as having either a ray structure (rays, streams, draperies, corona)

or a nebulous appearance (homogeneous quiet arc, homogeneous band, pulsating arcs, pulsating surfaces,

diffuse luminous surfaces, and feeble glow). Flaming

auroras, which fall in neither category, may be added to

this list. Moreover, 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 the snow-filled

air, which is most likely when the wind is strong. St.

184 ■ Chapter 3 ■ Coast Pilot 2
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 this dew point

is above freezing, condensation will be in the form of

water. When the dew point reaches freezing, ice crystals will be deposited on cold surfaces. Knowledge of

the dew point along 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

on board ship, condensation will take place on relatively cold cargo or on the ship’s structure within the

hold where it later drips onto the cargo. Thus, if cargo

is stowed in a cool climate and the vessel sails into

warmer waters, ventilation of the hold with outside air

will likely lead to sweat damage in any cargo sensitive

to moisture. Under such conditions external ventilation should, as a rule, be closed off entirely, unless the

cargo generates internal heat, that hazard being

greater than sweat damage. In the opposite case, when

a vessel is loaded during a warm period, and moves into

cooler weather, vulnerable cargo should be ventilated.

(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.

Ice

(241) (Refer to discussion under ports affected.)

(242) During some winter months or when threatened

by icing conditions, lighted buoys may be removed

from station or replaced by unlighted buoys; unlighted

buoys, daybeacons and lights on marine sites also may

be removed. (See Light List.)

(243) 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.

(244) 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.

(245) 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.

(246) 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.

(247) 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.

(248) 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.

(249) 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:

(250) 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.

Cape Cod To Sandy Hook ■ Chapter 3 ■ 185
SIZES OF ICEBERGS

SIZE HEIGHT LENGTH

(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 ratio less than 5:1.

Tilted Blocky Blocky iceberg which has tilted to present

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 spiral 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

(251) The principal deep-draft commercial ports within

the area of this Coast Pilot are: New Bedford and Fall

River, Mass.; Tiverton and Providence, R.I.; New London and Bridgeport, Conn.; New York, Albany and Port

Jefferson, N.Y.; and Elizabeth and Newark, N.J.

(252) Other deep-draft facilities are located on Cape Cod

Canal; Narragansett Bay; off Northville and Northport,

N.Y., on Long Island Sound; and on the Hudson River

between New York City and Albany, N.Y.

Pilotage

(253) Pilotage, with few minor exceptions, is compulsory

for all foreign vessels and U.S. vessels under register

entering and departing the Port of New York and New

Jersey and other ports within the area of this Coast Pilot, and for all such vessels transiting Block Island

Sound, Narragansett Bay, and Long Island Sound. (See

207.20, chapter 2, for Pilotage Regulations on the

Cape Cod Canal.)

(254) 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.

(255) Arrangements for pilots should be made by the

ships’ agents at least 24 hours in advance at all of the

ports. New York is the only port at which the pilot boat

remains on station. Detailed information on pilotage

procedures is given in the text for the ports concerned.

Towage

(256) Tugs are available at all major ports; they can usually be obtained for the smaller ports on advance notice

if none are available locally. Arrangements for tugs

should be made in advance through ships’ agents or the

pilots. (See the text for the ports concerned as to the

availability of tugs.)

Vessel Arrival Inspections

(257) 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.

(258) Harbormasters, where appointed, are mentioned

in the text. They usually have charge of the anchorage

and berthage of vessels.

Supplies

(259) General supplies, including fuel oil, diesel oil and

fuel, gasoline, water, and marine supplies are available

at the principal ports. Similar items but in more limited quantities can be obtained at many places mentioned under descriptions of the different ports.

Repairs-salvage-wrecking

(260) Complete facilities for large vessels are available in

New York Harbor. The extent and types of facilities at

other places are shown in the text under the description of the ports.

Small-craft facilities

(261) There are numerous places where fuel, supplies,

repairs, slips for dockage, and launching ramps are

available for small craft. For the various towns and isolated places, the Coast Pilot includes generalized information about marine facilities; details are given in the

series of small-craft charts published for many places.

(262) 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

(263) 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 at New York City.

Daylight saving time

(264) Throughout the area of this Coast Pilot, clocks are

advanced 1 hour on the second Sunday of March and

186 ■ Chapter 3 ■ Coast Pilot 2
Cape Cod To Sandy Hook ■ Chapter 3 ■ 187

are set back to standard time on the first Sunday of November.

Legal public holidays

(265) 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.

(266) In addition, the following holidays are also observed in the States covered by this Coast Pilot:

(267) Lincoln’s Birthday, February 12: Connecticut, New

Jersey, and New York.

(268) Evacuation Day, March 17: Massachusetts, Boston

and Suffolk County only.

(269) Good Friday: Connecticut and New Jersey.

(270) Patriots Day, third Monday in April: Massachusetts.

(271) Rhode Island Independence Day, May 4: Rhode Island.

(272) Bunker Hill Day, June 17: Massachusetts, Boston

and Suffolk County only.

(273) Victory Day, second Monday in August: Rhode Island.

(274) General Election Day, first Tuesday after the first

Monday in November: New Jersey, New York, and

Rhode Island.
188 ■ Chapter 4 ■ Coast Pilot 2

13238

13241

13242

13244

13248

13249

13246

13237

13229

CAPE COD BAY

Cape Cod Canal

Cape Cod

NANTUCKET SOUND

Martha’s Vineyard

Provincetown

Hyannis

13229

Monomoy Point

Great Pt.

Tuckernuck Island Nantucket

Muskeget Island

13233

Muskeget Channel

Edgartown

Harwich Port

70°30’ 70°

42°

41°30’

41°

MASSACHUSETTS

Nantucket Island

Chatham Roads

Vineyard Sound

Chatham

Falmouth

HARBOR CHARTS (outlined in red) - scales 1:50,000 and larger.

CONVENTIONAL CHARTS

These specially designed charts are published with small craft information

and are labeled in green

SMALL-CRAFT CHARTS AND MARINE FACILITIES CHARTS

COAST CHARTS (outlined in purple) - scales from 1:50,001 to 1:150,000.

GENERAL CHARTS (outlined in purple) - scales from 1:150,001 to 1:600,000.

Note: not all charts are shown
Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 189

Outer Cape Cod and Nantucket

Sound

(1) This chapter describes the outer shore of Cape Cod

and Nantucket Sound including Nantucket Island and

the southern and eastern shores of Martha’s Vineyard.

Also described are Nantucket Harbor, Edgartown Harbor, and the other numerous fishing and yachting centers along the southern shore of Cape Cod bordering

Nantucket Sound.

COLREGS Demarcation Lines

(2) The lines established for this part of the coast are

described in 80.135 and 80.145, chapter 2.

Chart 13246

(3) 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, then extends northward for over 20 miles. This cape forms the

southern and eastern shores of Cape Cod Bay, the

northern shore of Nantucket Sound, and the eastern

shore of Buzzards Bay. The northern trend of Cape Cod,

forming what is sometimes called 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.

The portion of Cape Cod between Chatham and Cape

Cod Canal is known as the Upper Cape. This region is

wooded and is well settled by numerous towns and villages.

Tides and Currents

(4) 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. Strengths of flood and ebb set northward and

southward, respectively, along the coast. The time of

current changes rapidly, the strength of flood or ebb

occurring about 2 hours later off Nauset Beach Light

than off Chatham Light.

North Atlantic Right Whales

(5) Federally designated critical habitat for the endangered North Atlantic right whale lies within Cape Cod

Bay (See 50 CFR 226.101 and 226.203, chapter 2, for

habitat boundary). A Recommend two-way Whale

Avoidance Routes and a Recommended two-way Whale

Avoidance Track have been charted within Cape Cod

Bay to reduce interactions between vessels and right

whales. When right whales are present in Cape Cod Bay

(peak season: January through May), NOAA recommends that mariners use these routes and reduces

transit speed to 10 knots or less, when consistent with

safe navigation. (See North Atlantic Right Whales, indexed as such, in chapter 3 for more information on

right whales and recommended measures to avoid collisions with whales.) Caution: Full bottom coverage

surveys have not been conducted within the entire

route nor along the entire track, so uncharted dangers

may exist.

Chart 13249

(6) 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.

(7) 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. Supplies and

hull repair facilities are available in Provincetown. Engine repairs are available by arrangement.

(8) The approach and entrance to the harbor are free of

dangers and are marked by three lights and by Pilgrim

Monument, a slim stone structure 348 feet above the

water; two standpipes are about 0.2 mile westward and

a steel tank is 1.5 miles northeastward of the monument. A 2,500-foot stone breakwater is about 300 yards

southeastward of the end of the town pier (MacMillan

Wharf). 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. Numerous

fishing vessels work out of Provincetown during the

year. During the summer, floats are set out that are capable of mooring vessels up to 40 feet. Larger vessels

must tie up at permanent piers. Anchorage inside the

breakwater is reported to be fair to poor, mud bottom

with much debris. The marina close southwest of

MacMillan Wharf maintains 40 mooring buoys on the

west side of the harbor.

(9) All moorings and berthing in the harbor are under

the control of the harbormaster, who has an office at

the end of the town pier. The harbormaster monitors

VHF-FM channel 16, 24 hours a day.

(10) The Captain of the Port, Boston, has established a

fairway 100 yards wide extending from 42°02'00"N.,

70°09'35"W. to 42°02'43"N., 70°11'01"W., and in the

area extending about 100 yards around the piers in

Provincetown Harbor. Anchorage is prohibited in this

fairway.

(11) Provincetown Coast Guard Station is about 0.4

mile southwest of the town pier.

(12) The finger pier northeastward of the Coast Guard

pier is in ruins. Mariners should exercise caution while

navigating in the area.

(13) Cape Cod Canal is described in chapter 5. Complete information about the harbors and ports in Cape

Cod Bay is contained in United States Coast Pilot 1,

Atlantic Coast, Eastport to Cape Cod.

Charts 13249, 13246

(14) Between Wood End (42°01.2'N., 70°11.3'W.) and

Race Point, the westernmost point of Cape Cod, shoals

that rise abruptly from deep water extend a maximum

of about 0.6 mile from shore. 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.

(15) Peaked Hill Bar includes shoals with a least depth

of 10 feet about 3.5 miles northeast of Race Point Light.

(16) The bar is about 0.6 mile offshore and extends for

about 4 miles paralleling the coastline. This area

should be given a berth of at least 2 miles. Keeping in a

depth of 20 fathoms will ensure passing 2.5 to 3 miles

off the eastern side of Cape Cod.

Chart 13246

(17) From Race Point, the shore of Cape Cod curves

northeastward, eastward, and then southeastward for

about 9 miles to the Highlands, and is composed of

bare sand dunes of various heights. The sand dunes begin to be covered with a brownish-looking growth of

grass, and the land is higher as the Highlands are approached. The water shoals somewhat abruptly within

0.5 mile of the shore and care must be taken not to go

inside the 10-fathom curve.

(18) 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 on a high bluff

of the Highlands.

Prominent objects

(19) Prominent objects include a stone crenellated

tower, a red brick stack, and three spherical radar

domes on the summit of a ridge, 0.5 mile south of

Highland Light.

(20) The shore southward from the Highlands for 12

miles to Nauset Beach Light has a slight curve. The terrain continues hilly with narrow valleys at intervals.

From Highland Light to near the Chatham entrance

the water continues to shoal abruptly within 0.5 mile of

the shore.

(21) Two spires at Truro, 2.5 miles south of Highland

Light, are prominent. A tank stands out near the shore

about 9 miles south-southeastward of Highland Light

in South Wellfleet.

(22) Nauset Beach Light (41°51'36"N., 69°57'12"W.),

120 feet above the water, is shown from a 48-foot conical tower, the upper part red and the lower part white,

on the beach at Eastham. The buildings of a former

Coast Guard station, about 1 mile south of the light, are

conspicuous.

(23) The coast from Nauset Beach Light turns gradually

southward to Chatham, a distance of 11 miles, and becomes lower and less steep. The terrain slopes gently

back from the beach and is covered with a scanty

growth of grass.

(24) Nauset Harbor, 3.3 miles south of Nauset Beach

Light, is used by small local craft. The area offshore of

the harbor is a chain of shifting sandbars. Breakers are

present in this vicinity at all stages of the tide and even

during the calmest weather. The area is extremely dangerous for any vessel larger than a runabout or for anyone without local knowledge. Strangers should never

attempt to enter. A cluster of houses is on Nauset

Heights south of the entrance, where the ground is

somewhat higher than the land just northward.

(25) The harbor has three arms extending northward

into Nauset Bay, northwestward into Salt Pond Bay

and Salt Pond, and westward into Town Cove which is

about 2 miles long in a southwesterly direction. Private

seasonal buoys mark the channel from the entrance to

Town Cove. A marina is on the west bank about 0.5 mile

190 ■ Chapter 4 ■ Coast Pilot 2
from the head of the cove. Gasoline, water, moorings,

berths, marine supplies, and a concrete ramp are available. Craft to 25 feet can be handled for hull or engine

repairs, or dry open or covered storage. In August 1981,

depths of 4 feet were reported alongside the service

dock.

(26) The outer coast is eroding from east of North Chatham northward for about 3 miles. Waves wash across

the beach barrier into the sound in several places at

high water. A conspicuous standpipe with a red and

white checkered band around the top is about 0.6 mile

southward of Chatham Port.

Charts 13248, 13246

(27) Chatham, about 11.5 miles southward of Nauset

Beach Light, is on fairly high ground on the west side of

Chatham Harbor. Chatham Light (41°40'17"N.,

69°57'01"W.), 80 feet above the water, is shown from a

white conical tower on the west side of the harbor.

Chatham Coast Guard Station is near Chatham Light.

(28) Several spires and a tall stack at Chatham are

prominent.

(29) In January 1987, a break occurred in Nauset

Beach, the barrier beach protecting Chatham Harbor,

creating a new inlet into the harbor east of Chatham

Light. This break is now the only entrance into Chatham Harbor. The break is used by small local fishing

and pleasure craft with a smooth sea. The break is unmarked, extremely dangerous, and should be avoided

by those without local knowledge. The Coast Guard has

established a rough bar advisory light, 62 feet above the

water, on a skeleton tower near Chatham Light in

about 41°40'17.4"N., 69°57'00.1"W. to promote safety

for small-boat operators. The light has a dayboard

which is diamond-shaped, painted white with an international orange border, and with the words “Rough

Bar” in black letters. The light, when activated, is flashing yellow. 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. Currents are extremely strong and dangerous surf can build up quickly

on the outer bar with an ebb current. Shoals are constantly shifting near the break and extreme caution is

advised. Ocean waves carry into the harbor and reportedly break as far north as Tern Island. Anchoring and

even mooring in much of Chatham Harbor is not recommended. Mariners unfamiliar with the area are advised to stay east of Chatham Beach Lighted Whistle

Buoy C (41°39'12"N., 69°55'30"W.).

(30) About 2.7 miles south of Chatham Light, at what

used to be the end of Nauset Beach, is a large area of

shoals which extends southwestward to Monomoy Island. There is no marked channel through the shoals.

Small vessels with local knowledge use the area with a

smooth sea; strangers should avoid the area. These

shoals are dangerous in thick weather and vessels in

the vicinity should stay in depths of 8 fathoms or more.

(31) The passage inside the barrier beach from Chatham Light to the head of navigation in Orleans, on the

west side of Meeting House Pond, is about 7.9 miles

long and used by small-craft. The passage, marked by

private, seasonal buoys, leads northerly from the break

through Chatham Harbor, Pleasant Bay, The Narrows,

Little Pleasant Bay, and The River to Meeting House

Pond. The channel requires local knowledge.

Small-craft facility

(32) A small-craft facility is in a protected basin in the

cove between Morris Island and the mainland, about

0.5 mile south of Chatham Light. In 1992 it was reported this facility could not be reached from Chatham

Harbor due to severe shoaling south of Chatham Light.

The facility can reportedly be reached from Chatham

Roads by way of a channel south of Morris Island (see

chart 13229). Berths, gasoline, water, ice, marine supplies, launching ramp, and storage facilities are available. A hydraulic trailer can handle craft to 45 feet for

hull and engine repairs. In June 1992, depths to 2 feet

were reported in the basin.

(33) A boat basin is in Aunt Lydias Cove between Tern

Island and Chatham. In July 2007, the controlling

depth of the channel was 3 feet, thence 4.5 to 8 feet in

the basin with lesser depths along the east side. Conditions are rapidly changing. A fish pier is in the basin.

Commercial fishing boats operate from the cove. The

harbormaster can be contacted on VHF-FM channel

16.

(34) Bassing Harbor, at the north end of Chatham Harbor, is the entrance to Ryder Cove and Crows Pond. A

small-craft facility is on the south side of Ryder Cove,

about 0.5 mile inside the entrance. A town launching

ramp is close westward of the facility. Private seasonal

aids mark the channel from Chatham Harbor to the

town ramp. A 5 mph speed limit is enforced in the cove.

A forklift at the facility can haul out craft to 25 feet.

Gasoline, water, ice, marine supplies, moorings, and

storage facilities are available; hull and engine repairs

can be made. In August 1981, a reported depth of 3 feet

could be carried to the small-craft facility.

(35) Nickersons Neck, on the north side of Crows Pond

and the south side of Pleasant Bay, has a country club

on the north side.

Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 191
(36) Round Cove, at the southwest end of Pleasant Bay

has a town wharf and launching ramp. A combination

antenna and flagpole on the west bank of the cove is

conspicuous.

(37) The Narrows is a passage between Sipson Island

and the mainland and connects Pleasant Bay with Little Pleasant Bay. The passage is marked by private seasonal buoys.

(38) Little Pleasant Bay extends about 1.5 miles northward to Barley Neck. A launching ramp is on the west

bank of the entrance to Paw Wah Pond on the south

side of Namequoit Point.

(39) Namequoit River leads westward from the head of

Little Pleasant Bay to Areys Pond. In August 1981,

depths of 2 feet were reported in Namequoit River, and

the channel into the pond had depths of 3 feet. A

small-craft facility on the north side of the pond has a

50-foot marine railway, a 2-ton crane, moorings, water,

marine supplies, a launching ramp, and storage facilities; hull, rigging, and sail repairs can be made.

(40) An arm, known as The River, extends northward

from the entrance to Namequoit River for about 1 mile

to Meeting House Pond. Private seasonal buoys partially mark the channel from The River to the pond. A

town landing and launching ramp are on the north side

of the channel leading to the pond. A small-craft facility

is on the north side of the pond. In August 1981, depths

of 4 feet were reported in the channel to the pond. A hydraulic trailer at the facility can handle craft to 50 feet.

Berths and moorings in depths of 6 to 10 feet, gasoline,

water, ice, a launching ramp, and storage facilities are

available; hull and engine repairs can be made. A town

ramp is on the east side of the pond southeastward of

the small-craft facility.

Chart 13237

(41) Nantucket Sound is between the south coast of

Cape Cod on the north, Nantucket Island and part of

Martha’s Vineyard on the south, and joins Vineyard

Sound on the west to provide an inside passage.

Nantucket Sound has a length of about 23 miles in an

east-west direction and a width of 6 to 22 miles. At the

eastern entrance and within the sound are numerous

shoals. Between these shoals are well-marked channels

making the navigation of these waters comparatively

easy for powered vessels and also sailing vessels with a

fair wind. The shoals at the eastern entrance are subject to considerable shifting while those inside are

somewhat stable. Boulders are along the shores.

(42) The channel through Nantucket Sound and Vineyard Sound has a controlling depth of about 30 feet and

provides an inside passage for vessels of medium draft

to avoid Nantucket Shoals. This route is used

principally by coastwise vessels and pleasure craft. The

navigational aids are colored and numbered for passing

through the sound from the eastward.

(43) Monomoy and Nantucket Shoals are eastward and

southeastward of the eastern entrance to Nantucket

Sound. Owing to the great extent and distance offshore

of some parts of these shoals, and the strong and baffling tidal currents which set over them, their navigation in thick or foggy weather is hazardous. In clear

weather the lights and buoys render navigation of the

two principal channels, Pollock Rip and Great Round

Shoal, comparatively easy. For the purpose of description Great Round Shoal Channel will be considered as

the dividing line between Monomoy and Nantucket

Shoals.

(44) Numerous fishtraps are located in Nantucket

Sound, particularly along the southern shore of Cape

Cod. These areas may be marked by private lights.

Chart 13244

(45) Monomoy Shoals consist of numerous detached

shoals extending about 5.5 miles in an easterly direction and 9.5 miles in a southeasterly direction from

Monomoy Point, the northeast entrance point of

Nantucket Sound. Narrow sloughs separate the many

parts of the shoals. It should be remembered that the

shoals are shifting in character and are subject to

change in location and depth.

(46) A dangerous wreck, reported covered 15 feet, is off

Monomoy Island in about 41°35'07"N., 69°57'41"W.

Mariners are advised to exercise extreme caution while

navigating in the area.

(47) Bearse Shoal and Pollock Rip, extending about 5

miles eastward of Monomoy Point, are a series of sand

shoals and ridges with little water over them in places.

Pollock Rip Channel is between the shoals.

(48) Broken Part of Pollock Rip, covered 10 to 18 feet,

is eastward of Pollock Rip.

(49) Stone Horse Shoal, Little Round Shoal, and Great

Round Shoal are portions of a continuous series of

sand shoals and ridges covered 4 to 18 feet. These

shoals are directly eastward of the entrance to

Nantucket Sound and between the two main channels.

Southward and eastward of these shoals are numerous

shoal spots, including Orion Shoal, covered 16 to 19

feet.

(50) Handkerchief Shoal, extending for 5 miles southwestward from Monomoy Point, is covered 2 to 18 feet.

A spot that uncovers 2 feet is about 2.7 miles southwest

of the point. On the northwest side the water shoals

gradually and soundings will indicate an approach to

192 ■ Chapter 4 ■ Coast Pilot 2
danger, but on the southeast side the shoal rises

abruptly from the deeper water. Handkerchief Shoal is

uneven and shifting in character. Vessels should not attempt to pass northward of the buoys marking the

southern end and southeast side of the shoal.

Chart 13237

(51) Nantucket Shoals is the general name of the numerous broken shoals which extend 23 miles eastward

and 39 miles southeastward of Nantucket Island. These

extremely dangerous shoals are described in chapter 3;

caution must be exercised in this area.

(52) Halfmoon Shoal, near the center of Nantucket

Sound, is covered 9 feet. Its southern end is marked by

a lighted bell buoy. Depths of 17 and 22 feet are 2.5 and

1.5 miles, respectively, southeastward of the shoal.

Deep-draft vessels should use care to avoid them. A

lighted gong buoy is 1.3 miles east-northeast of the

22-foot spot.

(53) Cross Rip Shoal, about 2.5 miles west-southwestward of Halfmoon Shoal, has a least depth of 11 feet. Its

northern edge is marked by a lighted gong buoy. A

shoal, covered 26 feet, extends 1.2 miles eastward of the

buoy. Caution must be exercised in passing between

this shoal and the shoal making out southwestward

from Halfmoon Shoal.

(54) Horseshoe Shoal, about 7.5 miles long, bares in

places at extreme low water. Its western side is marked

by two buoys and its northern and southeastern sides

by lighted buoys. The main channel passes between the

southeastern lighted buoy and the lighted gong buoy

marking Cross Rip Shoal.

(55) L’Hommedieu Shoal, covered 3 feet, and Hedge

Fence, covered 5 feet, lie in an east-west direction in

the western end of Nantucket Sound and the eastern

end of Vineyard Sound. The water deepens abruptly at

the edge of these shoals, and soundings will give little

warning of approaching dangers. The main channel

passes southward of Hedge Fence Shoal. L’Hommedieu

Shoal is marked by buoys at its north, east, and west

ends. Hedge Fence is marked by a lighted gong buoy on

its southeastern side, and a buoy on its western end.

(56) The numerous other shoals in Nantucket Sound

are discussed with the land features near them.

Channels

(57) Two principal channels lead from the eastward into

Nantucket Sound. The northerly one is through

Pollock Rip Channel and Butler Hole, and the southerly one through Great Round Shoal Channel. Between

the numerous shoals in Nantucket Sound are two

well-marked channels leading to the eastern end of

Vineyard Sound. Muskeget Channel, discussed later in

this chapter, leads into the sound from the southward,

eastward of Chappaquiddick Island.

Chart 13244

(58) Pollock Rip Channel and Butler Hole form the

most direct channel leading from points northward of

Cape Cod to Nantucket Sound. The channel leads between Bearse Shoal and Pollock Rip, thence eastward of

Handkerchief Shoal. Since large-vessel traffic may be

encountered in this channel, fishing vessels and small

craft should avoid the area during thick or foggy

weather. The channel is well marked by navigational

aids. Mariners should consult the chart and seek local

knowledge before entering Pollock Rip Channel and

Butler Hole because numerous shoals exist in this

channel. Caution is advised when transiting the area.

(59) Submerged piling, the remains of the former

Monomoy Point Light structure, may exist about 0.3

mile southward of Monomoy Point. An abandoned

lighthouse about 1.2 miles northward of the point is

prominent.

(60) Great Round Shoal Channel, about 10 miles southward of Pollock Rip Channel, is used by many large

fishing vessels transiting Nantucket Sound from New

Bedford to Georges Bank and sometimes by sailboats

that are headed by the wind so as to prevent their working through Pollock Rip Channel. The buoyed channel

has a controlling depth of about 27 feet between Great

Round Shoal and Nantucket Shoals. Great Round

Shoal and Great Round Shoal Channel are subject to

continual change.

Chart 13237

(61) The Main Channel of Nantucket Sound leads

southward of Halfmoon Shoal, through Cross Rip

Channel, southward of Horseshoe Shoal, through the

fairway between Hedge Fence and Squash Meadow, and

thence into the eastern end of Vineyard Sound. The

channel is used by most of the vessels bound through

Nantucket Sound and is well marked by navigational

aids. With care a least depth of 30 feet can be carried

through the channel, but the draft of the vessels using

it seldom exceeds 24 feet.

(62) Cross Rip Lighted Gong Buoy 21 (41°26'51"N.,

70°17'30"W.), marks the northern edge of Cross Rip

Shoal.

(63) North Channel leads along the north side of

Nantucket Sound, on either side of Bishop and Clerks,

northward of Horseshoe Shoal, between Wreck Shoal

and Eldridge Shoal, northward of L’Hommedieu Shoal,

Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 193
and through one of the openings in the shoals westward of L’Hommedieu Shoal into Vineyard Sound. This

channel is used mostly by craft bound to points on the

north shore of Nantucket Sound and by vessels bound

through the sound during northerly winds or in winter

when the prevailing northerly winds keep the north

shore of the sound free from drift ice. The least depth in

the channel is about 16 feet. Lighted and unlighted

buoys mark the channel.

Anchorages

(64) Sailing vessels working through the sound against

a head wind usually anchor during the night, or if becalmed and drifting toward the shoals it is best to anchor and wait for a favorable current or change of wind.

The only anchorages for vessels of over 10-foot draft

that afford shelter from all winds are Nantucket Harbor, Hyannis Harbor, and Edgartown inner harbor.

Vineyard Haven, the anchorage most used by coasters,

is exposed to northeasterly winds. In northerly winds

the best anchorages are off Dennis Port, Hyannis Port,

and along the north shore. The anchorage off Falmouth is used in most winds by vessels with good

ground tackle. In easterly winds vessels sometimes anchor in smooth water westward of Handkerchief Shoal

or inside Great Point. Good shelter from easterly winds

can also be found in Chatham Roads and Edgartown

outer harbor. In southerly and westerly winds Edgartown

Harbor and Vineyard Haven are the best anchorages.

With the aid of the chart and the directions given under

the discussion of these harbors, strangers can enter the

anchorages.

(65) Several general anchorages are in Nantucket

Sound and its eastern approaches. (See 110.1 and

110.140(c)(3) through (c)(7) and (d), chapter 2, for

limits and regulations.)

Routes

(66) Because of the numerous shoals, strong tidal currents, thick fog at certain seasons, and vessels which

may be encountered in the narrow parts of the channel

through Nantucket Sound, the navigator must use

more than ordinary care when in these waters.

(67) In clear weather, day or night, the aids are readily

distinguished and sufficiently numerous to enable a

stranger to follow the channel without difficulty. The

strongest currents will be encountered in Pollock Rip

Channel, between Pollock Rip Channel Lighted Buoy 8

and Handkerchief Shoal Buoy 14, and off East and West

Chop. In some places the current sets directly on the

shoals and in a calm, sailing vessels are sometimes

obliged to anchor to prevent going aground. Most of

the shoals rise abruptly from deep water and the bottom is very irregular, so soundings alone cannot be

depended upon to keep clear of danger. Sailing vessels

with a favorable current and with some local knowledge beat through the sound against a head wind in

clear weather. If they find they are losing ground, they

come to anchor within the prescribed anchorages under the lee of one of the shoals, or in one of the harbors

until the wind or current changes.

(68) In thick weather or fog when the aids cannot be

seen, vessels in the vicinity of Pollock Rip Channel are

cautioned against anchoring in the channel or near any

of the aids. Steamers and tows passing through the

channel in thick weather depend almost entirely on radar navigation and the sound signals of the aids, making it necessary for them to pass close to the aids.

(69) Vessels off Pollock Rip Channel entrance desiring

to anchor, wind and sea permitting, should stand westward and anchor west of a line joining Pollock Rip

Channel Buoy 2A and Chatham Lighted Whistle Buoy

C. Anchorage may also be had in depths of 5 to 10 fathoms about 1 mile northeastward of Broken Part of

Pollock Rip.

(70) In Great Round Shoal Channel, the tidal currents

are not as strong as in Pollock Rip Channel. Easterly

winds make high tides and strong westerly currents.

Westerly winds make low tides and strong easterly currents.

(71) Pollock Rip Channel and Great Round Shoal Channel are subject to change; vessels of deep draft should

wait for a favorable tide.

(72) The Main Channel through Nantucket Sound is

well marked, and strangers should experience little difficulty in navigating it. Vessels must take care to avoid

the 24-foot shoal extending 1.2 miles eastward of the

buoy marking Cross Rip Shoal and the 17- to 22-foot

shoals 2.5 and 1.5 miles, respectively, southeastward of

Halfmoon Shoal.

(73) The North Channel through Nantucket Sound has

broken ground with depths of 16 to 17 feet in some

places. Strangers should not attempt this channel at

night.

Currents

(74) The Tidal Current Tables and the Narragansett Bay

to Nantucket Sound Tidal Current Charts contain detailed current information for many locations in this

area.

(75) At the eastern entrance to Pollock Rip Channel the

flood current sets about 053° and the ebb 212°.

(76) Daily predictions for Butlers Hole at the western

end of Pollock Rip Channel are published in the Tidal

Current Tables.

(77) Off the southeast end of Great Round Shoal, the

tidal current is rotary, turning clockwise. The average

velocity at strength is 1.3 knots, and the average

194 ■ Chapter 4 ■ Coast Pilot 2
minimum velocity is 0.3 knot. Tide rips and water surface agitation caused by upwelling may be observed

across the 10-fathom contour east of the entrance to

Great Round Shoal Channel. (See Tidal Current Tables

for predictions.)

(78) From the eastern entrance of Nantucket Sound to

the lighted gong buoy off Hedge Fence, the time of current becomes gradually later; the average velocity at

strength varies from about 1 to 2 knots.

Weather, Nantucket Sound and Vicinity

(79) Winter winds and waves along with spring and

early summer fogs provide weather hazards in these

waters. From October through March gales can be expected about 3 to 6 percent of the time and are frequently out of the west and northwest. Some wind and

current interactions can also create problems. The

most severe of these is found at the west entrance to the

Cape Cod Canal. Rough seas can develop here when the

tide ebbing out of the canal opposes a brisk southwest

wind. Another well known “rough spot” is the West

Chop off the north corner of Martha’s Vineyard. At a

maximum ebb or flood the current runs 3.5 knots here

and when it is opposed by the wind a nasty chop is set

up.

(80) In general, over open waters, waves of 12 feet (3.7

m) or more can be expected 5 to 15 percent of the time

from November through February. In the shallow portions of Nantucket Sound these frequencies drop, but

waves may break before reaching these heights.

(81) The characteristic advection fog, formed by warm

air over cool water, is most frequent from April through

August. At this time visibilities drop below 2 miles 10 to

18 percent of the time; May, June and July are the worst

and caution is advised, particularly near the numerous

shoal areas in these waters. In addition to affecting visibility, fog also distorts sound so the direction of warning bells and horns may be difficult to discern

accurately.

(82) Thunderstorms can occur in any season but are

most likely in spring and summer. Sometimes they appear as squall lines with strong, gusty winds preceding

the rain. Occasionally winds can gust to 60 knots.

Pilotage: Nantucket Sound

(83) Pilotage is compulsory for foreign vessels of 350

gross tons or more, U.S. vessels under register of 350

gross tons or more and tank barge towing vessels carrying 6,000 barrels or more of petroleum cargoes. Pilotage is available from Northeast Marine Pilots, Inc.,

Newport, RI, 02840; telephone 401-847-9050 (24

hours), 800-274-1216; FAX 401-847-9052; email: dispatch@nemarinepilots.com.

(84) Vessels requiring a tow usually take a tug from the

port of their departure.

(85) Monomoy Island, a national wildlife refuge on the

northeastern side of Nantucket Sound, is a low, narrow

spit covered with sand dunes. Vessels sometimes anchor off the east shore of the island in depths of 4 to 6

fathoms to await a favorable current for entering the

sound. Off Monomoy Point, the south end of the island,

shoals make off up to 5 miles eastward.

(86) Monomoy National Wildlife Refuge, a Marine

Protected Area (MPA), extends 1 mile offshore from

Monomoy and Morris Islands. (See Appendix C, for additional information.)

(87) Tidal currents average about 2 knots at strength in

the channel 0.2 mile west of Monomoy Point. The flood

current sets 170°, and the ebb 346°.

(88) The large bight formed by Monomoy Island and the

north shore of Nantucket Sound, eastward of Point

Gammon, has extensive shoals scattered throughout

and bordering the shores. Not all of the shoals are

marked by buoys.

Chart 13229

(89) Chatham Roads, at the northeast end of Nantucket

Sound, is between the extensive shoals which extend

northwestward from the northern end of Monomoy Island and the shoals extending 1.6 miles from the shore

of Cape Cod at Harwich Port. The Roads is the approach

to Stage Harbor and the prominent summer resort of

Chatham on the hilly ground at the northeast shore of

Nantucket Sound.

(90) Stage Harbor Light (41°39'30"N., 69°59'04"W.), 42

feet above the water, is shown from a modular tower on

the northeast side of Chatham Roads on the north side

of the entrance to Stage Harbor.

(91) Among the conspicuous landmarks approaching

Chatham Roads and Stage Harbor are the domes of the

National Weather Service’s installation on the eastern

side of Morris Island, a radio tower at South Chatham,

church spires, Chatham Light, and Stage Harbor Light.

(92) A dredged channel, marked by buoys, leads from

Chatham Roads for about 0.69 mile into Stage Harbor.

The entrance is in an area of shifting sandbars and is

subject to shoaling. In March 2007, the controlling

depth in the entrance channel was 3.1 feet.

(93) A narrow channel, marked by private seasonal

buoys, leads northerly from Stage Harbor through

Mitchell River to Mill Pond and has a depth of about 6

feet. This channel is crossed by a highway bridge that

has a bascule span with a clearance of 81⁄2 feet. When in

the open position the bascule span will overhang the

Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 195
channel, providing an unobstructed width of 15 feet.

(See 117.1 through 117.59 and 117.607, chapter 2,

for drawbridge regulations.)

Anchorage

(94) Good anchorage for vessels up to 18-foot draft can

be had in Chatham Roads in depths of 21 to 30 feet,

good holding ground. This anchorage is insecure for

small craft in heavy southwesterly gales. Small craft

can find a well-sheltered anchorage in Stage Harbor.

No-Discharge Zone

(95) The State of Massachusetts, with the approval of

the Environmental Protection Agency, has established

a No-Discharge Zone (NDZ) in the Stage Harbor Complex. The area covered includes Stage Harbor, north of

a line drawn across its mouth at Nantucket Sound, and

the following tributaries: Little Mill Pond, Mill Pond,

Mitchell River, Oyster Pond River, and Oyster Pond (see

chart 13229 for limits).

(96) 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).

Routes

(97) Vessels approaching Chatham Roads from the

southward should pass westward of Handkerchief

Shoal and the extensive shoals westward of Monomoy

Island. Approaching from the westward pass either side

of Bishop and Clerks and thence southward of the seasonal lighted whistle buoy off Kill Pond Bar, a shoal

covered 4 to 11 feet off the northwest entrance to Chatham Roads. When off the entrance to Chatham Roads,

steer 063° with Stage Harbor and Chatham Lights in

range. This course will lead about 500 yards southeastward of Chatham Roads Bell Buoy 3 and north of the

buoy marking Common Flat, the shoal on the eastern

side of the roads, to the Stage Harbor approach buoy

about 0.8 mile west-southwestward of Stage Harbor

Light. An anchorage may be had northward of the approach buoy in depths of about 28 feet. Boats continuing to Stage Harbor will pick up the channel entrance

buoys about 800 yards southwestward of Stage Harbor

Light. The channel is well marked.

(98) A 5 mph speed limit is enforced in the harbor.

(99) The harbor is closed by ice for short periods each

winter. Local fishermen will act as pilots for craft desiring one.

(100) The commercial fish piers in Stage Harbor are on

The Neck at the head of the dredged channel opposite

Stage Island and on the west bank of Oyster Pond River

just above the first bend about 0.7 mile above the entrance to the river.

(101) There are a marina and boatyard on the north side

of Stage Harbor adjacent to the fish piers, and a marina

on Mitchell River just west of the bridge. The marine

railway at the boatyard can haul out craft up to 50 feet

for hull and engine repairs or dry open or covered storage. Storage is also available at the bridge. Gasoline,

diesel fuel, water, ice, marine supplies, and moorings

are available at Stage Harbor and at the bridge. The marina at the bridge has a 10-ton lift; berthage in 6 feet of

water, gasoline, diesel fuel, water, ice, storage facilities,

some marine supplies and a launching ramp are also

available. A launching ramp is on Sears Point.

(102) Oyster Pond River extends from Stage Harbor for

about 0.7 mile in a northwesterly direction, thence for

0.8 mile in a northeasterly direction into Oyster Pond.

Private seasonal aids mark the channel at the bend in

the river. Shoaling to 2 feet was reported at the bend in

August 1981. On the west bank at the bend there are a

town wharf, a launching ramp, and a fish wharf. At 0.3

mile and 0.5 mile above the bend on the west bank are

two boatyards and marinas. The largest marine railway

at the yards can haul out craft up to 44 feet for hull and

engine repairs or dry open or covered storage. Gasoline, diesel fuel, water, ice, marine supplies, launching

ramps, berthage, and moorings are available.

(103) Mill Creek, 1.6 miles northwestward of Stage Harbor Light, is used only at high water by small local

craft. The entrance between the jetties was reported to

have 11⁄2 feet in 1964. The tall radio tower of Chatham

Radio Station WCC is prominent about 0.4 mile west of

the jetties. Cockle Cove has been entered by small boats

through one of the breakthroughs in the sandbar.

(104) Saquatucket Harbor, is entered about 3.5 miles

westward of Stage Harbor Light. A dredged channel

leads from Chatham Roads to an anchorage basin at the

head of the harbor. The entrance is protected by jetties.

In December 2004, the controlling depth was 4.8 feet

(5.5 feet at midchannel) to Buoy 8; thence in 2002, the

controlling depths were 6.0 feet at midchannel from

Buoy 8 to the anchorage basin with depths of 4.8 to 6

feet in the basin, except for lesser depths along the

edges. In 1993, a submerged obstruction was reported

about 10 yards south of Buoy 4. Buoys mark the channel, and a light marks the outer end of the east jetty. A

marina is on the north side of the anchorage basin.

Berths, electricity, gasoline, water, ice, a pump-out station, and a launching ramp are available. In May 2008,

an approach depth of 6 feet was reported at the marina

berths with an alongside depth of 10 feet. The marina

monitors VHF-FM channel 68. The harbormaster here

also supervises Wychmere Harbor, Allen Harbor, Herring River, and Round Cove in Pleasant Bay. A 5 mph

196 ■ Chapter 4 ■ Coast Pilot 2
speed limit is enforced in these areas. The

harbormaster can be contacted by telephone (508-

430-7532).

(105) Wychmere Harbor, 3.7 miles westward of Stage

Harbor Light, is a circular basin with a bulkheaded entrance protected by two jetties. The west jetty is

hook-shaped and marked on the end by a light. The east

jetty is short. The harbor is used by fishing and pleasure craft. The village of Harwich Port is west of the

harbor. A church spire about 0.5 mile westward of the

harbor and a hotel on the west bank of the entrance are

conspicuous.

(106) In August 1994, the reported controlling depth

across the bar was 8 feet. Inside the jetties, the channel

has a depth of 6 feet to the harbor. The channel is subject to shoaling. The outer anchorage basin, known locally as Harwich Port Harbor, has a depth of about 8

feet with good holding ground.

(107) There is a large summer club-hotel and wharf on

the west side of the jettied entrance. A town wharf is on

the east side. A boatyard is at the inner end of the channel. Berthage, gasoline, diesel fuel, water, ice, a

pump-out station, marine supplies, and storage facilities are available; hull and engine repairs can be made.

A patrol boat enforces a speed limit of 5 mph; the patrol

boat is equipped with VHF-FM channels 16, 22, and 68.

The harbormaster who supervises Wychmere Harbor

has his office at Saquatucket Harbor. He can be reached

by telephone (508-430-7532) for advice on moorings or

local conditions.

(108) Allen Harbor, about 4.8 miles west of Stage Harbor

Light, has a narrow entrance between two jetties into

Doanes Creek. Allen Harbor is at the head of the creek.

The west jetty is marked by a private seasonal light. An

elevated water tank north of the harbor is a good landmark.

(109) In April 1979, the controlling depth in the entrance

channel was 5 feet. Private seasonal buoys mark the

channel. The harbor affords good shelter for small

craft.

(110) A town landing and launching ramp at the west end

of the bridge were reported to have about 6 feet alongside. A marina and boatyard on the west side at the head

of the harbor has a 7-ton forklift and a hydraulic trailer

that can handle craft up to 34 feet for hull, engine and

electronic repairs. Open and covered storage, electricity, gasoline, diesel fuel, water, ice, a pump-out station,

marine supplies and a launching ramp are available. In

May 2008, the reported alongside depth was 5 feet. The

harbormaster who supervises Allen Harbor has his office at Saquatucket Harbor. He can be reached by telephone (508-430-7532) for local information.

Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 197
(111) Herring River, 6 miles west of Stage Harbor Light,

has a large prominent hotel on the west side and windmill on the east side of the entrance. The entrance, between two small jetties, is subject to shoaling. The

approach is marked by private seasonal buoys, and the

outer end of the west jetty is marked by a private seasonal light. In 1973, the midchannel controlling depth

was 6 feet in the entrance channel. A basin dredged in

the river just below the bridge has moorings for craft

drawing up to 3 feet. The fixed bridge, about 0.3 mile

above the mouth, has a 14-foot fixed span with a clearance of 10 feet. State Route 28 highway bridge about

0.8 mile above the mouth has a 20-foot fixed span with

a clearance of 7 feet. Limited supplies may be obtained

at Dennis Port about 0.7 mile westward of the river.

No-Discharge Zone

(112) The State of Massachusetts, with the approval of

the Environmental Protection Agency, has established

a No-Discharge Zone (NDZ) in the coastal regions of

the Town of Harwich. The NDZ includes major harbors

and contiguous beaches between and including Allen,

Wychmere, and Saquatucket harbors and to the Herring River (see chart 13229 for limits).

(113) 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).

(114) Swan Pond River, about 1.9 miles west of Herring

River, is a narrow shallow creek bordered by marsh,

which drains Swan Pond. Fishermen and pleasure craft

enter at high water. Fish wharves are on the east bank

just above the bridge about 0.3 mile above the mouth.

(115) Bass River, 9.6 miles westward of Stage Harbor

Light, is entered between two jetties. A light is on the

west jetty. A seasonal lighted bell buoy, 1.1 miles southward of the jetty light, marks the approach. A channel

marked by private seasonal buoys leads over the bar

from about 0.4 mile southward of the jetty light

through the jetties to an anchorage basin in the lower

part of the river, and thence to the highway bridge at

South Dennis, 3.1 miles above the mouth. The bridge

has a 25-foot fixed span with a clearance of 10 feet. The

entrance to the anchorage basin and the channel over

the bar are subject to shoaling. In June 2001, the

dredged entrance channel had a reported controlling

depth of 4.6 feet to the river mouth, just inside the jetties; thence in 1981, the river channel had a reported

198 ■ Chapter 4 ■ Coast Pilot 2
depth of 5 feet to South Yarmouth, thence 2 feet to the

bridge at South Dennis. In December 1992, severe

shoaling was reported across the mouth of the river.

Private seasonal buoys mark the channel to Follins

Pond, about 6.1 miles above the mouth.

(116) State Route 28 highway bridge crossing the river

between West Dennis and South Yarmouth, about 1.5

miles above the mouth, has a 30-foot fixed span with a

clearance of 15 feet.

(117) A 5 mph speed limit is enforced on the river.

(118) About 0.8 mile above the mouth, a channel leads

eastward to a lagoon; a dredged depth of 10 feet was reported in the channel and lagoon. West Dennis Yacht

Club is at the head of the lagoon.

(119) A marina and boatyard, about 0.4 mile below the

first highway bridge, has a lift that can haul out craft up

to 45 feet for hull and engine repairs or dry open and

covered storage. Electricity, gasoline, diesel fuel, water,

ice, marine supplies, a pump-out station and a launching ramp are available. In May 2008, 6 feet was reported

alongside the dock. The marina monitors VHF-FM

channel 16. Town landings and launching ramps are on

both sides of the river at and below the bridge.

(120) Rental boats, gasoline, bait, and tackle can be obtained at a fishing pier just north of the east end of the

bridge. A marina, above the pier, has berths, gasoline,

diesel fuel, water, ice, a pump-out station, a 35-ton lift,

and storage facilities; hull and engine repairs can be

made.

(121) Two fixed bridges, railroad and highway, cross the

river about 0.7 mile above the highway bridge at South

Dennis. Least clearances are: 25 feet horizontal, and 8

feet vertical.

(122) In August 1981, it was reported that about 4 feet

could be carried at high water to a marina and boatyard

on Kellys Bay, about 0.3 mile above the railroad and

highway bridges. A mobile lift at the yard can haul out

craft to 28 feet for hull and engine repairs or dry open

or covered storage. Gasoline, water, moorings, and

berths are available. In August 1981, depths of 5 to 6

feet were reported at the boatyard.

(123) Dogfish Bar, an extensive shoal area off Bass River

entrance, is covered 1 to 6 feet. A small breakwater, formerly used as a shelter for small craft, is on the easterly

end of the bar, about 1 mile southeastward of Bass River

West Jetty Light. The area around the breakwater and

northeasterly of it has shoaled. Rocks awash at low water are about 0.4 mile northwestward of the breakwater.

These rocks are marked by a private seasonal buoy. A

fish haven, marked by a private buoy, is about 2 miles

south of the breakwater, and a fishtrap marked by a private seasonal light is 1.8 miles southwest of the breakwater.

(124) Parkers River, about 1.2 miles west of Bass River, is

entered between two jetties and extends 1.3 miles

northward to Seine Pond. A motel on the east side of

the entrance is prominent. Local knowledge should be

obtained before entering the river. In December 2000,

the entrance channel had a reported controlling depth

of 4.1 feet. The entrance is reported to shoal quickly after dredging. A fixed highway bridge crosses the river

about 1 mile above the entrance.

(125) Local fishermen and pleasure craft enter and moor

in dredged slips on the east side of the river. An unnamed creek, about 0.2 mile above the mouth, leads

westward 0.5 mile to Lewis Pond. Small craft can enter

the creek only at high water. Small craft may enter the

pond but there are no moorings or services available. A

marina is on the east side of the river just below the

highway bridge; berths are available.

(126) Point Gammon, 12 miles west-northwestward of

Monomoy Point, is the eastern entrance point to

Hyannis Harbor. The point, prominent and wooded, is

marked by an abandoned lighthouse tower. A reef,

partly bare at low water, extends about 0.3 mile south of

the point. Extensive flats with rocks awash at low water

extend 1 mile northwestward of the point. Gazelle

Rock, covered 5 feet and marked by a seasonal lighted

buoy, is about 0.5 mile south-southeastward of the

point. Senator Shoal, covered 11 feet and unmarked, is

about 1 mile southeastward of the point. Hallets Rock,

covered 17 feet, is about 1 mile south of the point and

another rock, covered 13 feet, is about 1.2 miles

south-southeast of the point in the vicinity of Hallets

Rock. There are several submerged rocks in this area,

which extends in a general line running northwest and

southeast between Hallets Rock and Gazelle Rock to a

private seasonal light 0.5 mile west of the point; the

light marks a fishtrap. In 1990, a sunken wreck was reported about 0.2 mile southward of Hallets Rock in

about 41°35.3'N., 70°15.7'W.

(127) Bishop and Clerks, about 2.2 miles southward of

Point Gammon, is an extensive shoal area. The center

of the shoal is marked by a light. Several rocks awash at

low water are on the arm of the shoal that extends

about 0.9 mile south of the light. A rock, covered 5 feet,

is 0.7 mile south-southeastward of the light. The rest of

the shoal is covered 8 to 18 feet. A lighted gong buoy,

about 1.15 miles southward; an unlighted buoy, about

0.75 mile westward; and a lighted bell buoy, about 0.7

mile northeastward of the light, mark the limits of the

shoal area. Caution should be exercised when in the vicinity of this shoal.

(128) Broken Ground, a shoal area westward of the south

end of Bishop and Clerks, has depths of 14 to 18 feet.

West Southwest Ledge, 1.6 miles southwest of Point

Gammon and northwest of Bishop and Clerks, has

Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 199
depths of 13 to 18 feet. A lighted bell buoy is northward

of the ledge and marks the approach to Hyannis Harbor. A group of dangerous rocks and obstructions are

on the edge of the flat that extends northwestward from

Point Gammon and into the approach to Hyannis Harbor. A rock, covered 11 feet in about 41°37'02.9"N.,

70°17'21.1"W., is the westernmost and marked close W

by Hyannis Harbor Lighted Buoy 4.

(129) Hyannis Harbor, protected by a breakwater, is used

as a harbor of refuge by coasting vessels and pleasure

craft of less than 14-foot draft. A light is on the end of

the breakwater. The harbor is the approach to Hyannis

Port, on the west side of the harbor, Lewis Bay, and

Hyannis at the head of the northwest arm of Lewis Bay.

(130) The most prominent objects when approaching the

harbor are: the daybeacon on Great Rock, two red and

white checkered standpipes, a light blue tank, the

breakwater light, the abandoned lighthouse tower on

Point Gammon, and the square gray stone church belfry on the hill overlooking Hyannis Port to the westward.

(131) Depths of 13 to 16 feet are in the approach channel,

but it is somewhat obstructed by the flats extending

westward from Point Gammon and an extensive shoal

with numerous rocks extending southeastward from

Hyannis Point. In September 2005, reported depths of

7 to 15 feet were available in the protected basin northward of the breakwater light.

Routes

(132) Vessels approaching Hyannis Harbor from the eastward should shape a course to pass about 1,000 yards

south of Hallets Rock, exercising caution to avoid the

reported wreck mentioned earlier, thence about 317°

to a point about 0.6 mile southwestward of Great Rock

Daybeacon 4A, and thence about 012° to pass about

100 yards or more eastward of the breakwater light.

Vessels may anchor inside the breakwater on the east

edge of the mooring area in depths of 15 to 20 feet, soft

bottom. Small craft can anchor in the northern portion

of the harbor in depths of 4 to 8 feet, but care must be

taken to keep clear of a charted, submerged wreck,

marked by a buoy.

(133) Approaching from the westward, from a position

about midway between Horseshoe Shoal Buoy 7 and

Wreck Shoal Bell Buoy 8 (chart 13237), steer about

054° to pass about 1400 yards east of Hodges Rock

Buoy 2, and thence about 012° to pass about 100 yards

eastward of the breakwater light in entering the harbor.

(134) Ice seldom interferes with the movement of vessels

in Hyannis Harbor during normal winters; the prevailing northerly winds keep the harbor clear. However,

during severe winters or persistent southwesterly

winds, the harbor may be temporarily closed to

navigation. During particularly severe winters, the

harbor has been closed by ice for up to 3 months.

(135) Hyannis Port is a summer resort with many prominent homes. A privately dredged channel, with reported

depths of 6 feet in September 2005, leads to the

Hyannis Port Yacht Club landing on the west shore of

the harbor.

(136) Lewis Bay, with depths of 2 to 11 feet, extends

northeastward from Hyannis Harbor. In the northwest

corner of the bay is the channel to the summer resort of

Hyannis. The town has a hospital. Hyannis Yacht Club

is on the west of the bay. A channel, marked by private

seasonal buoys, leads westward to Hyannis Yacht Club.

The club can accommodate craft to 140 feet; a reported

dockside depth of 8 feet is available.

(137) A dredged channel leads from Hyannis Harbor into

Lewis Bay, thence to an anchorage basin north of Harbor Bluff, thence to the town wharf at Hyannis, at the

westernmost end. In February 2004, the controlling

depths were 10.5 feet (11.2 feet at midchannel) to the

anchorage basin, thence 9.6 to 13 feet in the basin,

thence 10.5 feet to the town wharf. The channel is well

marked but is subject to shoaling, especially in the vicinity of Lewis Bay Approach Channel Buoy 9. Heavy

vessel traffic should be expected during summer

months. A riprap jetty extends 1,000 feet southerly

from Dunbar Point.

(138) Vessels entering Lewis Bay must be guided by the

buoys marking the dredged channel and by the color of

the water, deepest where it is darkest.

Anchorages

(139) Vessels with drafts up to 13 feet may anchor in the

anchorage northeast of Hyannis Breakwater. Small

craft can anchor in Lewis Bay west of the channel, off

Hyannis Yacht Club and north of Dunbar Point. Limited anchorage is reported available in the basin north

of Harbor Bluff.

Small-craft facilities

(140) Several small-craft facilities and launching ramps

are along the northwestern arm of Lewis Bay northward of Harbor Bluff. (See the small-craft facilities tabulation on chart 13229 for services and supplies

available.) Limited berths are also available at the town

marina on the west side at the head of the arm. A

dockmaster is usually in attendance at this marina and

can be reached by telephone (508-790-6327) or on

VHF-FM channel 16.

(141) For local information on moorings and berthings,

the harbormaster can be contacted by telephone

(508-790-6273), through the Barnstable police department (508-775-0387), or VHF-FM channels 16 and 9. A

200 ■ Chapter 4 ■ Coast Pilot 2
police boat from the town of Barnstable and a

Yarmouth Harbor Patrol boat patrol Hyannis Harbor

during the summer. A 6 mph speed limit is enforced in

Lewis Bay north of Harbor Bluff and in Hyannis Harbor

in the channel leading to the yacht club.

(142) Ferries to Nantucket and Martha’s Vineyard berth

in the harbor at Hyannis. Barnstable Municipal Airport

is just north of the town.

(143) Westward of Hyannis Harbor breakwater the water

is shoal with numerous rocks extending well offshore.

Eddie Woods Rock, covered 5 feet and unmarked, is 0.6

mile southwestward of the breakwater light. A fishtrap

marked by a private light is about 0.4 mile south of the

rock.

(144) Squaw Island, 1 mile westward of Hyannis Harbor

Breakwater Light 5, is marked by a tower. Hyannis

Point, the southerly tip of the island, is on the eastern

side of Centerville Harbor.

(145) Southward of Hyannis Point and Centerville Harbor are numerous shoals and rocks. Southwest

Ground, the area about 1.5 miles south of Hyannis

Point, has numerous rocks and shoal spots necessitating extreme caution for vessels navigating the area.

Southwest Rock, about 1.1 miles south of Hyannis

Point, is marked by a daybeacon. Unmarked rocks,

some awash at low water and others covered 2 to 6 feet,

are between the buoy and Hyannis Point.

(146) Hodges Rock, covered 5 feet and marked by a buoy,

is 1 mile southward of Southwest Rock Daybeacon. An

unmarked rock covered 8 feet is 300 yards east of

Hodges Rock. Bearse Rock, covered 5 feet and marked

by a buoy, is 0.5 mile southwestward of Southwest Rock

Daybeacon. Channel Rock, covered 5 feet and marked

by a buoy, is 0.4 mile west of Bearse Rock. Gallatin

Rock, covered 4 feet and marked by a buoy, is 0.4 mile

southwestward of Bearse Rock. Collier Ledge, 1.5 miles

west-southwestward of Southwest Rock Daybeacon, is

awash at low water. It is marked by a lighted buoy in the

summer and an unlighted buoy in the winter.

(147) Gannet Ledge, covered 5 feet and marked by a buoy,

is 1.1 miles southwest of Hyannis Point. Gannet Rocks,

0.3 mile north of Gannet Ledge, include two unmarked

rocks 7 and 3 feet high and a rock covered 4 feet. Spindle Rock, awash at low water and marked by a buoy, is

near the head of Centerville Harbor. A rock awash at

low water and a rock covered 2 feet are 200 yards north

of the buoy. Two unmarked rocks covered 6 feet are 1.7

miles southwestward of Hyannis Point.

(148) Centerville Harbor is a bight 2 miles wide in the

north shore of Nantucket Sound westward of Hyannis

Point. A church spire and an elevated tank in

Centerville, the village inland from the head of the harbor, are used as guides for entering the harbor.

Craigville Beach, on the north side of the harbor, is a

popular bathing beach. The approach to Centerville

Harbor is obstructed by the previously mentioned

rocks and shoals. The natural channel with depths of 9

to 10 feet leads to the anchorage. Anchorage with good

holding ground may be had in depths of 15 to 21 feet;

however, vessels seldom anchor here for shelter as the

harbor is exposed to southerly winds. The shoals off the

entrance somewhat break the force of the seas from

southward, but not sufficiently to make it a safe anchorage. Strangers should not enter except in the daytime with clear weather. Ice may close the harbor in the

winter.

(149) East Bay, on the west side of Centerville Harbor,

has depths of 1 to 4 feet. Small pleasure boats enter the

bay en route to Centerville River. The entrance to East

Bay, protected by a jetty on the southwestern side, had

a reported controlling depth of about 5 feet in August

1981, but is subject to shoaling. Centerville River,

which enters the northeast side of the bay, has been privately dredged to a depth of 5 feet for a width of 40 feet

practically to the head of navigation. In September

2005, a reported depth of about 3 feet could be taken

over the bar into Centerville River. Small boats moor in

the river off Centerville, or tie up to private piers. A 6

mph speed limit is enforced in East Bay and Centerville

River.

(150) A conspicuous stone tower with a mushroomshaped top is on the north side of the river. A town landing is on the north side just above the tower. A launching ramp is on the west shore of East Bay. A

conspicuous wooden tower with a balcony on top is 0.3

mile southwestward of the jetty.

(151) Cotuit Anchorage, 6.5 miles west of Point Gammon, is an anchorage for small craft between the shoals

which make off the shore. The anchorage is exposed to

southerly winds and is seldom used except by local

craft. The channel to the anchorage is marked by

buoys, and vessels of less than 6-foot draft should experience no difficulty in keeping in the best water. Lone

Rock, covered 4 feet and marked by a buoy, is near the

southern side of the anchorage. A long shoal, covered 4

feet and marked by a buoy at its southeast end, is 0.5

mile northeastward of Lone Rock.

(152) West Bay, on the north side of Cotuit Anchorage

and 19 miles west of Stage Harbor, has a jettied entrance about 150 feet wide and is the approach to the

village of Osterville, on the east side of the bay. A private seasonal light marks the end of the east jetty. A

seasonal lighted buoy about 1 mile southeastward of

the entrance marks the approach, and an unlighted

buoy marks a 4-foot shoal about 0.7 mile south of the

entrance. Private seasonal buoys mark the channel

through West Bay. An elevated water tank, about 0.7

mile northward of the bridge at Osterville, is

Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 201
202 ■ Chapter 4 ■ Coast Pilot 2

conspicuous. In 1981-January 2001, a depth of 2.9 feet

was available in the entrance channel, thence 6 feet to

the highway bridge. The channel is subject to shoaling,

and strangers should obtain local information before

entering the bay.

(153) Ice closes the bay for about 2 months each year.

The wharves at Osterville have reported depths of 6 feet

alongside.

Small-craft facilities

(154) Small-craft facilities are on either side of the channel north of the highway bridge. Berths, moorings,

electricity, gasoline, diesel fuel, water, ice, marine supplies, a pump-out station and storage facilities are

available. Marine railways up to 40 feet and lifts to 50

tons are available; hull, engine, and electronic repairs

can be made. The Wianno Yacht Club is on the east side

of the channel at the highway bridge.

(155) Little Island, about 1 mile northward of the entrance to West Bay, separates West Bay from North Bay

to the northward. In August 1981, a reported depth of 5

feet was available in the narrow channel eastward of

Little Island into North Bay. Strangers should obtain

local information before navigating in North Bay,

which has depths of about 6 to 17 feet. The harbormaster can be contacted for local information on

moorings and berthings; telephone 508-790-6273. A 6

mph speed limit is enforced in Cotuit, North, and West

Bays by the Barnstable harbormaster and police.

(156) The highway bridge across the channel between

Osterville and Little Island has a 31-foot bascule span

with a clearance of 15 feet. (See 117.1 through 117.49

and 117.622, chapter 2, for drawbridge regulations.)

Advance arrangements for bridge openings can be

made through the Department of Public Works.

(157) Cotuit Bay, northwestward of Cotuit Anchorage, is

separated from West Bay by Osterville Grand Island.

Cotuit is a village on the west side of the bay. A church

spire and two elevated water tanks are prominent. A

town wharf, with a depth of about 5 feet at its face, and a

small-craft launching ramp are at the village. In

1981-October 2001, a privately dredged channel, with a

reported controlling depth of 4 feet, leads from Cotuit

Anchorage to off Cotuit Highlands; thence in July

2001, a winding channel, with a depth of 6 feet, curves

between Sampsons Island and Bluff Point into Cotuit

Bay. The channels into Cotuit Bay and North Bay are

marked by private seasonal buoys. A reported depth of

about 6 feet was in the channel from Cotuit Bay to

North Bay in September 2005. Seapuit River, south of

Osterville Grand Island, connects Cotuit Bay and West

Bay. The privately dredged channel in the river had a

reported controlling depth of 6 feet in 2004. Cotuit Bay

is usually closed by ice each winter.

(158) Popponesset Bay, west of Cotuit Anchorage, is

shoal with depths of 1 to 4 feet in the greater part of the

bay. In October 2001, a controlling depth of 3.3 feet was

reported in the narrow entrance channel north-northwest of Thatch Island.

(159) A small marina is on Daniels Island near the bridge

to Popponesset Island. A launching ramp, a pump-out

station, gasoline, diesel fuel, water, ice, some marine

supplies, and some services are available. A privately

marked channel with a reported depth of about 3 feet

leads to a marina on Mashpee Neck. Gasoline, water,

and engine repairs are available. A flatbed trailer at the

marina can haul out craft to 30 feet.

(160) Wreck Shoal, about 3 miles south of Cotuit Anchorage, is about 1.4 miles long in an east-west direction and about 0.3 mile wide. Depths on the shoal range

from 4 to 13 feet. A lighted bell buoy marks the east end

of the shoal and another lighted bell buoy southwestward of the shoal marks the channel between Wreck

Shoal and Eldridge Shoal. An unmarked shoal covered

8 to 15 feet is about 1.5 miles northeast of Wreck Shoal

and southward of Cotuit Anchorage approach. Broken

ground with a least known depth of 13 feet is between

this shoal and Wreck Shoal.

(161) Eldridge Shoal, about 0.9 mile south of Wreck

Shoal, is about 1 mile long in a northeasterly direction

and about 0.2 mile wide. Depths on the shoal range

from 5 to 14 feet. A buoy marks the northern side. A

channel between Eldridge and Wreck Shoals has

depths of 23 to 41 feet. A channel between Eldridge and

Horseshoe Shoals has depths of 21 feet or more.

(162) Succonnesset Shoal extends about 2.4 miles westward from Wreck Shoal to the shoal area off the shore

southwestward of Succonnesset Point. Depths of 1 to 5

feet are on the shoal. A lighted buoy is off the west end.

Between Succonnesset and Wreck Shoals is a narrow

unmarked channel. Between Succonnesset and

L’Hommedieu Shoals, a shoal area with a least depth of

9 feet is marked by a buoy.

(163) Waquoit Bay, 5 miles southwestward of Cotuit Anchorage, has depths of 1 to 8 feet. The entrance, about

250 feet wide, is between two stone jetties. A private

seasonal light marks the end of the easterly jetty. In

1971, the controlling depth in the entrance channel

was reported to be 4 feet. A seasonal lighted bell buoy,

about 0.6 mile west-southwestward of the jetties,

marks the approach, and buoys mark a 5-foot channel

for about 0.8 mile through the bay. The Waquoit Yacht

Club is on the west side at the head of the bay.

(164) The Waquoit Bay National Estuarine Research Reserve, a Marine Protected Area (MPA), includes
Waquoit Bay and associated waters and protected

wetlands. (See Appendix C, for additional information.)

No-Discharge Zone

(165) The State of Massachusetts, with the approval of

the Environmental Protection Agency, has established

a No-Discharge Zone (NDZ) in Waquoit Bay. The NDZ

includes Waquoit Bay and its tributaries and salt ponds

(see chart 13229 for limits).

(166) 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).

Small-craft facility

(167) Great River and Little River empty into the southeasterly side of Waquoit Bay. A marina is on the west

side of Little River, about 0.5 mile above its junction

with Great River. Gasoline, water, ice, a launching

ramp, limited marine supplies, and storage facilities

are available. Hull, engine, and electrical repairs can be

made; lift to 11 tons. A reported depth of about 3 feet

can be carried to the marina.

(168) Between Waquoit Bay and Falmouth Inner Harbor

about 3.6 miles to the westward, are several ponds

formed by the barrier beach, some of which have outlets. Many jetties or groins are built out from the shore

for beach erosion control.

(169) Eel Pond, about 0.8 mile westward of the entrance

to Waquoit Bay, is entered through a narrow jettied entrance. A private seasonal light on the west jetty and a

midchannel buoy about 500 yards southeastward of the

light mark the approach. The privately marked channel

into the pond had a reported controlling depth of 5.1

feet in April 2000. The channel is subject to shoaling;

extreme caution and local knowledge is advised.

(170) A boatyard is on the west side of the northeasterly

arm of Eel Pond at the mouth of Childs River. In March

2007, a reported approach depth of 4 feet was available.

Gasoline, diesel fuel, water, ice, berths with electricity,

40-foot marine railway, pump-out station, launching

ramp, storage facilities and some marine supplies are

available at the boatyard; hull, engine and electrical repairs can be made.

(171) Seapit River, about 0.8 mile southward of the

mouth of Childs River, connects the northeasterly arm

of Eel Pond with the upper part of Waquoit Bay. A reported depth of about 3 feet can be carried in Seapit

River. The river is marked by private seasonal buoys.

(172) Menauhant is a summer resort on the west side of

Eel Pond and the east side of Bournes Pond.

Menauhant Yacht Club is on the west side of Eel Pond.

A bridge, crossing the entrance to Bournes Pond, has a

45-foot fixed span with a clearance 5 feet.

(173) Green Pond, about 1 mile westward of Eel Pond

and 4.2 miles eastward of Nobska Point, has a narrow

jettied entrance which, in 2001, had a reported controlling depth of 3.5 feet. The entrance is reported to shoal

rapidly after dredging; local knowledge is advised. A

private seasonal light marks the west jetty. A seasonal

lighted buoy marks the approach, and private seasonal

buoys mark the channel above the jetties.

(174) The village of Davisville, on the east side of Green

Pond, and the village of Acapesket, on the west side of

the pond, are principally summer resorts.

(175) Menauhant Road highway bridge crossing Green

Pond about 0.3 mile inside the entrance has a 33-foot

span with a clearance of 6 feet. In August 2002, a reported depth of 3 feet was in the approach to, and inside

the marina on the west side of Green Pond just north of

the bridge. Berths, diesel fuel, water, ice, repairs, and

marine supplies are available at this facility.

(176) Chapter 5 describes other ports on the south side of

Cape Cod westward of Green Pond.

Chart 13241

(177) Nantucket Island, on the southeast side of

Nantucket Sound, is about 13 miles long, hilly, partly

wooded, and covered with vegetation that flourishes in

sandy soil. The highest part of the island, about 100 feet

high, is in the eastern part; the eastern and southern

sides have steep and sand bluffs. The northern shore is

fringed with shoals for a distance of about 1 mile. The

island was for more than a century a principal seat of

the whaling industry and since has become a famous

summer resort.

(178) Great Point, the northeastern end of Nantucket Island, is a long, low, sandy point marked by Nantucket

(Great Point) Light (41°23'25"N., 70°02'54"W.), 71 feet

above the water and shown from a white tower.

(179) Point Rip is a shoal extending 3.8 miles east-northeastward of Great Point. For 2 miles from the point, the

shoal has little water over it; farther eastward the

depths range from 12 to 18 feet. Buoys mark the northeasterly and easterly sides of the shoal. Shoal water

with depths of 16 to 22 feet extends about 1 mile northward from these buoys; a lighted bell buoy marks the

northern side of the shoal water. A rock, covered 11

feet, is 2.2 miles southeastward of Nantucket Light.

(180) Squam Head is a summer resort on the east side of

Nantucket Island, about 5 miles south of Great Point.

Several large houses show prominently from seaward.

(181) Sesachacha Pond, 6.3 miles southeastward of

Great Point, has a nonnavigable cut into it through the

Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 203
shore. From seaward, breakers mark the cut. In the

winter the entrance fills in, and each spring it is cut

through for drainage purposes.

(182) Sankaty Head Light (41°17'04"N., 69°57'58"W.),

158 feet above the water, is shown from a 70-foot white

tower, with a red band in the middle, on a high bluff on

the east side of the island.

(183) Siasconset, a village on the southeast end of the island, is marked by a prominent standpipe. The village

has seasonal bus service with Nantucket.

(184) The south shore of Nantucket Island has no harbors and is frequented only by local fishermen. A loran

tower about 0.6 mile southward of Siasconset and a

tank and several towers along the south coast are

prominent from offshore.

(185) The thorofare between the western point of Esther

Island and Tuckernuck Island is full of shifting unmarked shoals. The passage is used only by small fishing vessels and a few pleasure craft. Private seasonal

aids mark the channel.

(186) Tuckernuck Island, Esther Island, and Muskeget

Island are low sandy islands extending westward from

Nantucket Island. They are separated by sandbars,

some bare at low water, which are constantly shifting.

(187) Madaket Harbor and Hither Creek, immediately to

the southward, are on the western side of Nantucket Island. Madaket Harbor is shoal with depths of 2 to 10

feet. The northerly approach to the harbor and creek is

marked by a seasonal lighted bell buoy. The channel

that leads southward from over the bar in Nantucket

Sound is marked by private seasonal buoys, floats, and

markers. With local knowledge, a depth of about 31⁄2

feet can be carried over the bar and channel to Hither

Creek. Local knowledge is also required to enter the

harbor from the southwest. A public boat landing and a

boatyard are in Hither Creek. Gasoline, berths, a 10-ton

mobile hoist, a pump-out station, storage facilities, ice,

provisions, water, and marine supplies are available at

the boatyard; hull and engine repairs can be made.

North Atlantic Right Whales

(188) Endangered North Atlantic right whales have been

reported off the southern coast of Nantucket Island

(peak season: November through April). The Northeast

Marine 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.)

No-Discharge Zone

(189) The State of Massachusetts, with the approval of

the Environmental Protection Agency, has established

a No-Discharge Zone (NDZ) for all coastal waters of the

Town of Nantucket. The NDZ includes all coastal waters that lie within a straight line between Great Point

on Nantucket Island and the western tip of Muskeget

Island, to the limits of the Territorial Sea, and within a

straight line between the southeast point of Muskeget

Island and the southwest point of Tuckernuck Island,

and between the southwest point of Tuckernuck Island

and Smith Point on Nantucket Island (see chart 13241

for limits).

(190) 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).

Chart 13242

(191) Nantucket Harbor is near the middle of the north

shore of Nantucket Island. A shallow lagoon about 5

miles long extends northeastward from the harbor. The

harbor is the approach to the town of Nantucket on the

western shore. The principal industry is fishing. Small

coastal tankers carry fuel to Nantucket. Year-round

passenger, vehicle, and cargo ferry service is maintained between Nantucket and the mainland, to either

Woods Hole or Hyannis. A passenger ferry also operates

from Falmouth and Oak Bluffs during the summer.

(192) Prominent from offshore are: a radio tower about

1.2 miles east of Madaket Harbor; a standpipe (chart

13241) about 1.5 miles west of Nantucket; a gilded cupola atop a church clock tower, and a church belfry

about 500 yards northwestward of it; the spire of a large

white church in the town; and the navigational lights at

the entrance to Nantucket Harbor.

(193) Brant Point Light (41°17'24"N., 70°05'25"W.), 26

feet above the water, is shown from a white cylindrical

tower connected to the shore by a footbridge on the

west side of the entrance near to the harbor. A fog signal is at the light. Brant Point Coast Guard Station is

on the point.

Channels

(194) A dredged channel leads from Nantucket Sound to

deep water in Nantucket Harbor off Brant Point. In July

2005, the controlling depths were 15 feet to Buoy 9,

thence 10.7 feet to Brant Point.

(195) Shoal water extends about 1 mile offshore on both

sides of the entrance, which is protected by two breakwaters. The breakwaters are partially submerged at half

tide. The east breakwater is submerged for almost all its

length. An opening for small craft is in the east breakwater about 300 yards off Coatue Point. A light and fog

signal mark the outer end of the east breakwater, and a

buoy marks the outer end of the west breakwater.

204 ■ Chapter 4 ■ Coast Pilot 2
(196) A lighted bell buoy about 900 yards off the breakwater light marks the approach, and the channel is

marked by a 162° lighted range and buoys.

(197) A 6 mph speed limit is enforced in the harbor.

Anchorages

(198) Anchorage in Nantucket Harbor may be had in

depths of 6 to 17 feet off the south and southwest sides

of Brant Point or in depths of 12 to 17 feet in the general anchorage south of Brant Point. (See 110.1 and

110.142, chapter 2, for limits and regulations.) In general, the bottom is sticky. Although shelter is afforded

to vessels it is advisable for small craft to use heavy

tackle as the harbor becomes choppy with easterly

winds. Caution should be exercised to avoid anchoring

in the fairway and maneuvering area to the ferry wharf

or the cable area northeast of Brant Point.

(199) The long sweep of strong northeast winds down the

harbor makes anchorage for small craft off the wharves

dangerous and uncomfortable. Small craft may find

more sheltered anchorage under these conditions in

Head of the Harbor (chart 13241) or, with local knowledge, in Polpis Harbor (chart 13241).

(200) Launch service is available to craft at moorings or

at anchor in the harbor.

Routes (chart 13237)

(201) Vessels approaching Nantucket Harbor from

Pollock Rip Channel can set a direct course from Handkerchief Shoal Buoy 14 (41°29.2'N., 70°05.1'W.) to the

lighted bell buoy off the entrance. Approaching from

the channel northward of Cross Rip Lighted Horn Buoy

21 (41°26.9'N., 70°17.5'W.), pass to the eastward of

Tuckernuck Shoal Lighted Bell Buoy 1, and then head

for the lighted bell buoy off the entrance to Nantucket

Harbor.

Tides and currents

(202) The mean range of tide at Nantucket Harbor is 3

feet. The tidal current off the entrance has a velocity of

0.3 knot; the flood setting eastward and the ebb westward. The tidal current in the entrance channel sets

into the harbor at a velocity of 1.2 knots and outward

on the ebb at a velocity of 1.5 knots.

Weather, Nantucket and vicinity

(203) The climate of Nantucket is influenced directly by

the proximity of the ocean and is characterized by cool

summers and comparatively mild winters. Extremes of

either maximum or minimum temperatures are very

rare. The mild temperatures of the winter season are

neutralized to a degree by sustained periods of high

wind. The summers, though cool, are very humid.

Heavy fogs are frequent, particularly during the spring

and summer. There is a marked lag in the seasons as

compared with inland areas.

(204) July and August are relatively cool with average

maximum temperatures around 75°F (23.9°C) and average minimums about 61°F (16.1°C). The average

temperature for the island is about 50°F (10°C). January and February are the coldest months, having normal mean temperatures near freezing, that is, average

maximum of 38°F (3.3°C) and average minimum of

25°F (-3.9°C). The extreme maximum temperature for

Nantucket is 100°F (37.8°C) recorded in August 1975

while the extreme minimum is -3°F (-19.4°C) recorded

in December 1962. An average year sees 100 days with

temperatures below 32°F (0°C) and only one day with a

temperature below 5°F (-15°C). Seldom do temperatures exceed 90°F (32.2°C), a fact which has occurred

only during June, July, and August.

(205) The average wind velocity is about 11 knots with

the highest monthly averages during December through

April. Gales have occurred during every month except

June and July. Coast storms are frequent during the

winter with winds of 40 knots or more. Hurricanes,

during the late summer and fall, may cause high winds.

Since 1871, forty tropical storms or hurricanes have

passed within 50 nautical miles of Nantucket. There

have been ten direct hits. The latest was tropical storm

Esther in 1961. Esther had been a 125-knot hurricane

earlier, but was dissipating at the time it crossed the island.

(206) Precipitation is fairly evenly distributed throughout the year averaging about 41 inches (1041 mm) in

any given year. An average of 180 days each year records

precipitation with 28 days having greater than 0.50

inches (13 mm). The wettest month is December averaging 4.35 inches (111 mm) and the driest month is

June averaging only 2.2 inches (56 mm). Total snowfall

for the winter season averages about 30 inches (762

mm); however, melting is usually rapid and snow cover

rarely lasts more than a few days. The greatest snowfall

in a 24-hour period was 14.9 inches (397) in February

1952. February is the snowiest month averaging nearly

nine inches (229 mm). Snow is absent from May

through September. An average five days each year records greater than 1.5 inches (38 mm) of snowfall. An

average of 18 thunderstorms affect the island in a given

year with the greatest frequency occurring during July

and August. Fog is present about 200 days each year.

(207) Except in severe winter, the harbor is seldom

closed by local formation of ice. However, the harbor is

frequently closed by drift ice from the sound which

packs and remains across the entrance during northerly winds.

(208) (See page 426 for Nantucket climatological table.)

Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 205
(209) Nantucket Boat Basin, on the west side of Nantucket Harbor, is entered about 0.4 mile south-southwestward of Brant Point Light. The basin is enclosed on

the north and south sides by Straight Wharf and Commercial Wharf, respectively, and its entrance is protected by two long bulkheads on the east and southeast

sides. Depths in the basin range from 3 to 10 feet. About

180 slips are available in the basin, and yachts 100 feet

long and larger can be accommodated. The outer end of

the north side of Straight Wharf is used by excursion

boats. A private seasonal light is shown off the end of

the wharf and is operated only when tour boats are approaching the wharf in fog. Gasoline, diesel fuel, and

ice can be obtained on the south side of Commercial

Wharf. Water and electricity are available at each slip.

The basin’s dockmaster has his office on the outer end

of Commercial Wharf. The dockmaster can be contacted on VHF-FM channel 16.

(210) The Woods Hole-Martha’s Vineyard and Nantucket

Steamship Authority Wharf is about 0.1 mile northward of the boat basin. A private light is shown from the

roof of a shed on the northeast end of the wharf, and is

operated only when Authority vessels are approaching

the wharf in fog. The submerged ruins of a pier which

uncover at low water are between the boat basin and

the Steamship Authority Wharf. A buoy marks the ruins. Unpainted pile dolphins mark the former pierhead.

Mariners are advised to exercise caution in this area.

(211) A boatyard, about 0.2 mile southward of Nantucket

Boat Basin, has moorings, gasoline, a 23-ton mobile

hoist, storage facilities, water, and marine supplies;

hull and engine repairs can be made. The channel leading to the boatyard, marked by private seasonal buoys,

had a reported controlling depth of 6 feet in August

1981.

(212) Nantucket maintains ferry service with the mainland and daily airline service with New York and

Boston. Seasonal bus and taxi service is also available.

Chart 13241

(213) A narrow unmarked channel leads through the lagoon northeast of Nantucket Harbor to Head of the

Harbor. In September 1981, a reported depth of about 3

feet could be carried with local knowledge as far as the

village of Wauwinet on the southeast shore of Head of

the Harbor. Unmarked shoals and foul areas extend off

the several points.

(214) Polpis Harbor is at the east end of the harbor just

south of Head of the Harbor. The entrance channel,

marked by private seasonal buoys, had a reported controlling depth of 6 feet in March-April 1994.

Charts 13238, 13233, 13241, 13237

(215) Muskeget Channel is an opening 6 miles wide on

the south side of Nantucket Sound between Muskeget

and Chappaquiddick Islands. The opening is full of

shifting shoals. The best water is found close to the

eastward of Wasque Shoal and about 1.5 miles eastward

of the eastern shore of Chappaquiddick Island. Although this channel is partly buoyed, strangers should

never attempt it as tidal currents with velocities of 2 to

5 knots make navigation dangerous. The currents

through the channel are strong, having a velocity of 3.8

knots on the flood and 3.3 knots on the ebb about 1.5

miles east of Wasque Point. The flood sets

north-northeastward and ebbs south-southwestward.

(216) Wasque Shoal extends southward of Wasque Point,

the southeastern extremity of Chappaquiddick Island.

The shoal, which dries about 2 miles south of Wasque

Point, rises abruptly from the deep water of Muskeget

Channel.

(217) Mutton Shoal, 0.6 mile east of Wasque Shoal, has a

least depth of 5 feet and is marked on its southwestern

side by a lighted bell buoy. The best water in Muskeget

Channel is between Mutton and Wasque Shoals. Eastward of Mutton Shoal are numerous shoals covered 2

to 6 feet.

(218) Between Muskeget Channel and the main channel

north of Cross Rip Shoal are numerous shoals, some of

which are separated by unmarked channels. Tuckernuck

Shoal, northeast of Muskeget Channel, has a least

depth of 2 feet; it is marked on the northeastern end by

a lighted bell buoy and a buoy on the northern side.

Shovelful Shoal, westward of Tuckernuck Shoal, is

covered 3 to 17 feet. Long Shoal, northwestward of

Shovelful Shoal, is covered 3 to 16 feet. Edwards Shoal,

south of Cross Rip Shoal, has a least known depth of 10

feet. Norton Shoal, southwestward of Cross Rip Shoal

and covered 8 feet, is marked by a buoy on its north

side. Hawes Shoal, westward of Norton Shoal, has a

least depth of 1 foot; buoys mark its northwestern and

southwestern ends.

Charts 13238, 13233

(219) Martha’s Vineyard and Chappaquiddick Island have

a combined length of 18 miles; the two islands are separated by Edgartown Harbor, Katama Bay, and the narrow slough connecting them. The northern extremity

of Martha’s Vineyard is about 3 miles southeastward of

the western end of Cape Cod. Martha’s Vineyard is well

settled, especially along its northern shore, and is popular as a summer resort. Along the northern shore the

island presents a generally rugged appearance. The

southern shore is low and fringed with ponds, none of

206 ■ Chapter 4 ■ Coast Pilot 2
which has navigable outlets to the sea. Approaching

from the south, the principal landmarks are a

standpipe at Edgartown, an aerolight near the center of

the island, a church spire near Chilmark in the western

part, a tall radar tower north of Chilmark, and Gay

Head on the west side.

(220) Communication with the mainland is by ferry, airline, cable, and telephone. The principal towns are

Edgartown, Oak Bluffs, and Vineyard Haven.

(221) Cape Poge, the northeastern point of Chappaquiddick

Island, is a bare, bluff, precipitous head, which may appear from a distance to be a small island. Cape Poge

Light (41°25'10"N., 70°27'08"W.), 65 feet above the water, is shown from a white conical tower on the cape.

(222) Cape Poge Flats, extending about 1.5 miles northeastward from Cape Poge, are marked at the northeast

end by a bell buoy. The southerly edge of the white sector of West Chop Light is about 0.9 mile north of the

buoy. Shoal water extends about 0.4 mile offshore westward and northwestward of Cape Poge. A buoy, 1 mile

west-northwestward of Cape Poge Light, marks the

western side of the shoal water.

(223) Cape Poge Bay, a lagoon of considerable size in the

northern part of Chappaquiddick Island, is entered

from Edgartown Harbor. The unmarked entrance is

used mostly by local pleasure and fishing craft. In September 1981, it was reported that 4 feet could be carried through the entrance channel with local

knowledge.

(224) Edgartown Harbor, on the eastern side of Martha’s

Vineyard and westward of Cape Poge, is divided into an

outer and an inner harbor. The outer harbor is used

principally as a harbor of refuge in southerly and easterly winds and as a night anchorage. At the head of the

outer harbor, a narrow arm makes southward into

Katama Bay, forming the inner harbor. The inner harbor affords good anchorage and is the approach to

Edgartown, a fishing and resort town on the western

shore. Many yachts and pleasure craft use the harbor

during the summer.

(225) Katama Bay, used by local fishermen and small

pleasure craft, is large and shallow. Extensive shoaling

has been reported in the southerly end of the bay. A 4

mph speed limit is enforced in the bay.

Prominent features

(226) Edgartown Harbor Light (41°23'27"N., 70°30'11"W.),

45 feet above the water, is shown from a white conical

tower on the west side of the head of Edgartown outer

harbor. Also prominent are: a wooden tower and several

flagpoles about 0.2 mile northwestward of the light, a

church belfry in the town and a microwave tower 1.3

miles to the southwestward, a standpipe about 1 mile

southwestward of the light, and the numerous beach

cabanas on Chappaquiddick Point.

Channels

(227) The buoyed channel through the outer harbor is

free from dangers and has depths of 20 to 37 feet until

nearly up to Edgartown Light. Near the light the channel narrows and makes a sharp bend westward, leading

to the wharves at the town. In October 1986, depths of

16 feet could be carried from the outer harbor to off the

town. Abreast the town, the channel narrows and has

depths of 13 to 31 feet. The channel then curves southward to Katama Bay. It is bordered on the eastern side

by Middle Ground. Depths of 15 to 31 feet are found for

about 1.2 miles south of the town. The southern half of

Katama Bay is full of shoals, and is subject to frequent

changes. Also subject to change is the shoreline between the southern part of Katama Bay and the ocean.

Anchorages

(228) Anchorage with good shelter from easterly gales is

found westward of Cape Poge on the eastern side of the

outer harbor. In westerly and southerly gales vessels

find shelter in the southern end of the outer harbor

about 0.4 mile eastward or east-southeastward from

Edgartown Light. In northerly or northeasterly gales

vessels usually go to Woods Hole or Tarpaulin Cove for

sheltered anchorage. Vessels should not anchor in the

channel abreast the town where the bottom is hard

sand, the channel narrow, and tidal currents strong.

Southeast of the town, anchorage may be found south

of Middle Ground in depths of 24 to 30 feet, sticky bottom.

(229) Small craft usually anchor in the special anchorage

in the vicinity of Middle Ground. (See 110.1 and

110.38, chapter 2, for limits and regulations.)

Dangers

(230) On the western side of the outer harbor is a shoal

area extending 2.8 miles northward of Edgartown

Light. A bell buoy marks the northern edge of the

shoal; vessels entering or leaving the harbor pass eastward of this buoy. The depths over the remainder of the

shoal are irregular, and there are a rock awash and several rocks covered 3 to 5 feet. Strangers should never

attempt to pass across this shoal. The channel into

Edgartown Harbor is marked by a lighted buoy and

unlighted buoys.

(231) Sturgeon Flats, covered 2 to 18 feet, extend about

600 yards off the southeastern shore of the outer harbor between the narrow entrance to Cape Poge Bay and

the entrance to the inner harbor. In 2004, an obstruction covered 19 feet was reported in about 41°23'31"N.,

70°29'27"W.

Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 207
(232) A sandbar is making off eastward from Edgartown

Light. A buoy is on the eastern end of the shoal. Except

for this shoal, the entrance to the inner harbor is not

difficult to navigate. Middle Ground, in the inner harbor south of the town, has a least depth of 10 feet.

Routes (chart 13237)

(233) Vessels approaching Edgartown Harbor from the

eastward, from a position about 400 yards north of

Cross Rip Lighted Horn Buoy 21, can steer 267°, heading for the standpipe on Martha’s Vineyard southward

of Oak Bluffs, passing northward of Muskeget Channel

Bell Buoy 7. When Cape Poge Light bears 155°, head

south-southwestward into the harbor.

(234) Vessels approaching from the westward and passing northward of Squash Meadow can head on a 180°

course from a position about 0.5 mile southward of

Hedge Fence Lighted Gong Buoy 22 to enter the harbor. In the daytime, the channel southward of Squash

Meadow is sometimes used. Strangers in sailing vessels

seldom enter the inner harbor, as a fair wind is necessary to keep in the channel.

Tides and currents

(235) The mean range of tide is 1.9 feet. The tidal current

in the narrow part of the channel inside Edgartown

Light and off the town has a double flood and a double

ebb, and in general follows the direction of the channel.

Near the middle of each flood or ebb period there is an

approximate slack preceded and followed by maximum

of velocity. The average velocity is about 1 knot. (See

the Tidal Current Tables for predictions.) In July 2007,

it was reported that a breach had occurred on South

Beach just southward of Katama Bay. The breach has

affected the published tide and tidal current predictions so that mariners are cautioned about the accuracy of the information.

(236) Fogs are prevalent during the summer and at

times appear without warning. Drift ice from the

sound, driven into the entrance by the wind, obstructs

the entrance to sailing vessels during a part of the winter. It is reported that the harbor is normally closed by

ice during January and February. The Chappaquiddick

ferry channel is usually kept open. The tidal currents

keep the inner harbor open except for a few days at a

time during severe winters.

(237) There are no pilots for Edgartown Harbor. Tugs are

seldom used, and none is available. Fishing craft or the

harbormaster’s vessel will act as tugs in an emergency.

Harbormaster

(238) The harbormaster has control of the anchorage of

vessels in the harbor. He will usually be found at the

Edgartown Yacht Club and can be contacted by radiotelephone on VHF-FM channel 16 or by telephone

(508-627-4746). Copies of harbor regulations may be

obtained from the harbormaster.

(239) The depth at the Town Wharf is 25 feet. Depths at

the other wharves are about 11 feet. A marina,

boatyard, and a yacht club are at Edgartown. The

boatyard has a marine lift that can handle craft to 9

tons for hull and engine repairs and dry open or covered storage. Gasoline, diesel fuel, water, ice, marine

supplies, and moorings are available. Launch service to

moored craft is available.

(240) A small ferry operates between Edgartown and

Chappaquiddick Island. No schedule is maintained, but

the ferry runs on call. There is seasonal bus service to

Oak Bluffs, Vineyard Haven, and other island points.

Ferries connect Oak Bluffs and Vineyard Haven with

Woods Hole, Falmouth, Hyannis, and Nantucket.

(241) Sengekontacket Pond, about midway between

Edgartown and Oak Bluffs, has two entrances which

are subject to shoaling. The southerly entrance is the

main entrance and had a reported controlling depth of

10 feet in August 1981. There are no public landings in

the pond, and it is used by local and fishing craft only.

The south entrance is crossed by a fixed highway bridge

with a 13-foot span and a clearance of 5 feet. The fixed

highway bridge over the north entrance also has a

clearance of 5 feet.

(242) Squash Meadow is a shoal south of the main channel through Nantucket Sound and about 4 miles northwest of Cape Poge. The hard sand shoal has depths of 5

to 16 feet and is marked on its southeastern end by a

bell buoy and on its western end by a buoy.

(243) Harthaven is a small pond northward of Sengekontacket Pond. The entrance is through a privately

dredged channel between two short jetties. In August

2000, a depth of 4 feet was reported in the entrance.

The pond has depths of 2 to 6 feet. There are no services

or landings in the pond.

(244) Lone Rock, covered 4 feet and marked by a buoy, is

350 yards offshore about 750 yards southeastward of

Oak Bluffs wharf.

(245) Rhode Island Rock, covered 9 feet, is about 700

yards northward of the breakwater light.

(246) Oak Bluffs Harbor, 4.8 miles northwestward of

Edgartown Harbor Light, is a landlocked basin frequented by pleasure craft and some fishing vessels. The

entrance is protected by two breakwaters. A light is on

the end of the north breakwater. Oak Bluffs is a summer resort and fishing village on the harbor. Prominent are a church dome and a cupola in the village and

the bluff north of the entrance.

208 ■ Chapter 4 ■ Coast Pilot 2
Outer Cape Cod and Nantucket Sound ■ Chapter 4 ■ 209

(247) In 2005, the entrance channel had a reported controlling depth of 10 feet, thence depths of 11 to 14 feet

were reported in the harbor. Numerous submerged

rocks, covered 10 to 15 feet, are in the harbor approach,

in an area within 0.4 mile of shore bounded on the

north by a line extending northeasterly from the breakwaters and on the south by Lone Rock. A submerged

obstruction, covered 10 feet, is reported in this area in

about 41°27'37"N., 70°33'04"W. A buoy is about 75

yards southwest of the obstruction. The chart is the

best guide for approaching the harbor; however, it is

advised that mariners transiting the area exercise extreme caution as other uncharted rocks may exist.

(248) East Chop Yacht Club is on the north side of the

harbor, and several private piers are on the west side.

The town wharf extends along the bulkhead on the

south and east sides of the harbor. The town maintains

berths with electricity, a launching ramp, a pump-out

station, and guest moorings. Gasoline, diesel fuel, water, ice and some marine supplies are available; hull

and engine repairs can be made.

(249) Martha’s Vineyard hospital is on the beach road

close westward of the town. The harbormaster monitors VHF-FM channel 71; telephone 508-693-4355.

(250) A no-wake speed limit is enforced in the harbor.

(251) Oak Bluffs Wharf, about 0.2 mile southward of the

breakwater light, is reported to have a depth of 13 feet

at the head. Several obstructions with lesser depths

have been reported about 400 yards northeast of the

wharf face. A private seasonal light and fog signal are

operated from the seaward end of the wharf when ferry

vessels are approaching the wharf in fog. There is seasonal ferry service from the wharf to Woods Hole and

Nantucket. Seasonal ferry service is also maintained

between Falmouth, Hyannis and New Bedford. Seasonal fast ferry service is maintained from Quonset,

Rhode Island, and year-round fast ferry passenger service is maintained from New Bedford. Oak Bluffs is a

port of call for cruise ships. The Vineyard Transit Authority provides island-wide transit service year-round.

There is air service from Martha’s Vineyard Airport

about 4.5 miles southwestward of the town.

(252) A 530-foot groin, marked at its outer end by a

daybeacon and partially submerged at high water, is

about 650 yards south of the ferry wharf; caution is advised.

(253) Other ports on the north side of Martha’s Vineyard,

westward of Oak Bluffs Harbor, are described in chapter

5.
210 ■ Chapter 5 ■ Coast Pilot 2

13233

MASSACHUSETTS

Rhode Island

Massachusetts

CAPE COD BAY

Woods Hole

Gay Head

13237

13218

13238

13232

13229

13228

13230

13236

13229

Falmouth

New Bedford

13235

Nomans Land

Edgartown

Vineyard Haven

Onset

Cuttyhunk Island Nashawena Island

Pasque Island

Mattapoisett

RHODE ISLAND SOUND

71° 70°30’

42°

41°30’

41°

Martha’s Vineyard

Naushon Island

Buzzards Bay

Vineyard

Sound

Nasketucket Bay

Sippican Harbor

Cape Cod Canal

Marion

HARBOR CHARTS (outlined in red) - scales 1:50,000 and larger.

CONVENTIONAL CHARTS

These specially designed charts are published with small craft information

and are labeled in green

SMALL-CRAFT CHARTS AND MARINE FACILITIES CHARTS

COAST CHARTS (outlined in purple) - scales from 1:50,001 to 1:150,000.

GENERAL CHARTS (outlined in purple) - scales from 1:150,001 to 1:600,000.

Note: not all charts are shown
Vineyard Sound and Buzzards

Bay

(1) This chapter describes Vineyard Sound and Buzzards Bay following the Massachusetts coast of Vineyard Sound, the northwestern shore of Martha’s

Vineyard, the eastern shore of Buzzards Bay, the Cape

Cod Canal, and the western shore of Buzzards Bay. Also

described are Woods Hole, Cuttyhunk, Onset,

Wareham, and the port of New Bedford, as well as the

numerous fishing and yachting centers along the

sound and bay.

COLREGS Demarcation Lines

(2) The lines established for this part of the coast are

described in 80.145, chapter 2.

Charts 13230, 13237, 13218

(3) Vineyard Sound and Buzzards Bay are deep and

easily navigated day or night. Vineyard Sound, together

with Nantucket Sound, provides an inside route from

New York to Boston which avoids Nantucket Shoals.

Buzzards Bay, together with Cape Cod Canal and Cape

Cod Bay, provides the shortest deep-draft route between New York and Boston.

(4) Vineyard Sound is bounded on the north by the

southwestern part of Cape Cod and the Elizabeth Islands, and on the south by part of Martha’s Vineyard,

which presents a rugged and generally inaccessible

shoreline. To the west, it joins Rhode Island Sound on a

line between Cuttyhunk Island and Gay Head. To the

east, it joins Nantucket Sound on a line between

Nobska Point and West Chop and provides an inside

passage clear of Nantucket Shoals. The navigational

aids are colored and numbered for passing through the

sound from the eastward. The channel through the

sound is well marked and generally free of dangers.

(5) Deep-draft vessels entering or leaving Vineyard

Sound should stay at least 3.5 miles southward of the

southwest end of Cuttyhunk Island and pass southeast

of “NA” buoy.

Anchorages

(6) Woods Hole is the only anchorage providing shelter from all winds for vessels drawing more than 10

feet. In northerly and westerly winds, good anchorage

may be had in Tarpaulin Cove. In southerly winds, shelter can be had in Menemsha Bight, although Vineyard

Haven is generally used. Several general anchorages

are in Vineyard Sound. (See 110.1 and 110.140 (c)

(1), (c) (2), and (d), chapter 2, for limits and regulations.)

Tides and currents

(7) The mean range of tide in Vineyard Sound varies

from 1.4 feet at West Chop to 2.9 feet at Gay Head. The

time of current becomes somewhat earlier from Hedge

Fence westward through Vineyard Sound. The current

velocity increases from 1.4 knots at Hedge Fence

Lighted Gong Buoy 22 to about 3 knots off West Chop

Light, and then gradually diminishes to 1.2 knots off

Gay Head Light. (See “Current Diagram-Vineyard and

Nantucket Sounds” in the Tidal Current Tables, and the

Tidal Current Charts, Narragansett Bay to Nantucket

Sound, for the hourly velocities and directions of the

current.)

(8) At the western entrance to Vineyard Sound,

west-northwestward of Gay Head Light, the tidal current is rotary, turning clockwise. The velocity is only

0.2 to 0.5 knot. Since the tidal current is weak, winds

greatly affect it and the current frequently sets approximately with the winds.

Weather: Vineyard Sound,Buzzards Bay and vicinity

(9) Buzzards Bay is open to winds out of the south and

southwest, which are common from spring through

fall. Winds increase as they move from the surrounding

land out over the Bay. Its northeast-southwest orientation causes southwesterlies to strengthen as they funnel up from the mouth of the Bay to its head. The result

is that speeds are often double those at nearby land stations and southwesterlies may prevail even when land

stations are reporting west or northwest winds. However, as a general rule southwesterlies blow harder

close to the Elizabeth Islands than in the middle of the

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 211
Bay. The relatively shallow water of the Bay increases

the steepness of waves and their closeness to one another; this can cause a stiff chop. With southerly or

westerly gales there is a heavy sea in the westerly entrance to Vineyard Sound and heavy seas occur at times

off the entrance to Quicks Hole.

Pilotage: Vineyard Sound and Buzzards Bay

(10) Pilotage is compulsory for foreign vessels of 350

gross tons or more, U.S. vessels under register of 350

gross tons or more, and tank barge towing vessels carrying 6,000 barrels or more of petroleum cargoes. Pilotage is available from Northeast Marine Pilots, Inc.,

Newport, RI, 02840; telephone 401-847-9050 (24

hours), 800-274-1216; FAX 401-847-9052; email: dispatch@nemarinepilots.com.

Charts 13238, 13233, 13229

(11) East Chop and West Chop are prominent points on

the north side of Martha’s Vineyard and on the east and

west side of the entrance to Vineyard Haven. Both

points terminate in high wooded bluffs which show

prominently from the sounds; each is marked by a

light.

(12) West Chop Light (41°28'51"N., 70°35'59"W.), 84

feet above the water, is shown from a white conical

tower at the summit of West Chop. A fog signal is

sounded from the light station.

(13) A lighted gong buoy, 0.5 mile northeastward of the

light, and a buoy, 0.5 mile eastward of the light, mark

shoal water and rocks awash to the eastward of West

Chop. It has been reported that during strong tidal currents, the buoy may be submerged.

(14) East Chop Light (41°28'13"N., 70°34'03"W.), 79

feet above the water, is shown from a white tower on

the east side of the entrance to Vineyard Haven. East

Chop Flats, covered 5 to 18 feet, extend 0.2 mile northward and 0.5 mile eastward of East Chop. A lighted bell

buoy, about 0.5 mile east-northeastward, and a buoy,

about 350 yards northward of the light, mark the flats.

(15) Vineyard Haven Harbor is a funnel-shaped bight in

the northern side of Martha’s Vineyard between East

Chop and West Chop, about 1.4 miles long in a southwest direction and about 1.3 miles wide at the entrance. This haven, easy of access, is the most

important harbor of refuge for coasters between

Provincetown and Narragansett Bay. The depths range

from 46 feet at the entrance to 15 feet near the head of

the harbor.

(16) Although Vineyard Haven Harbor is exposed to

northeasterly winds, vessels with good ground tackle

can ride out most blows. The greatest danger encountered

by vessels at anchor in a northeast gale is from vessels

with poor ground tackle, which are likely to drift, foul

other vessels, and then go ashore.

(17) The harbor is the approach to the village of Vineyard Haven. A detached breakwater, marked on its

southeastern end by a light, is on the flats on the western side of the harbor near the head; a privately maintained fog signal is at the light. The fog signal and a

private light, on the southeast corner of the ferry wharf

at the head of the harbor, are activated when a ferry approaches the slip in a fog.

Channels

(18) The natural channel is clear; soundings are the

best guide for finding anchorage. When well inside the

entrance, the water shoals gradually toward the western shore, but the eastern shore is steep and should be

given a berth of about 0.2 mile. Channel depths of 16

feet or more are available to the ferry wharf at Vineyard

Haven.

Anchorage

(19) Vessels anchor according to draft, anywhere from

the points at the entrance to the head of the harbor.

Shallow-draft vessels favor the western shore.

(20) Vessels entering the harbor with a head wind or

light breeze, at the end of a favorable current through

the sound, should continue on in the channel until the

harbor is well opened before standing in for the anchorage. This will help clear the entrance points. Approaching from the eastward, vessels will keep clear of

Squash Meadow and East Chop Flats by keeping in the

white sector of West Chop Light. Good anchorage is

northeastward of the breakwater buoy in 20 to 23 feet.

The anchorage basin behind the breakwater has depths

of 5 to 12 feet and is usually filled to capacity during the

summer. When anchoring in the harbor, care must be

taken to avoid obstructing the approach to the ferry

slip and the approach to the oil wharves on the southerly side of the harbor.

Dangers

(21) Flats, partly bare at low water and marked by a

buoy, make off 300 yards from the eastern shore of the

harbor about 1 mile inside East Chop Light. A rock,

covered 9 feet and marked by a buoy, is 0.3 mile northward of the breakwater light.

Tides and currents

(22) The mean range of tide is 1.7 feet. The tidal currents have little velocity in the harbor; however, care

should be taken on the ebb, which sets westward, not to

approach too closely to West Chop as the current in

212 ■ Chapter 5 ■ Coast Pilot 2
that vicinity sets on the ledges eastward and northward

of the point.

(23) The harbormaster has control of the anchoring of

vessels in the inner harbor; he will usually be found at

the town dock on the west side of the harbor and can be

contacted by radiotelephone on VHF-FM channel 16, or

by telephone (508-693-1368). A 4 mph speed limit is

enforced inside the breakwater and within 150 feet of

moored craft.

(24) Pilots are not available at Vineyard Haven. A

twin-screw, 500-hp tug, also equipped for salvage work,

is based in the harbor.

(25) The ferry wharf at the head of the channel has a

depth of 24 feet reported at the outer face. The ferry slip

is on the north side and inshore end of the wharf. A private light is on the northeast corner of the wharf. The

light and a private fog signal, on the southeastern end

of the breakwater, are activated when a ferry is approaching the slip in a fog. Several other wharves, two

marinas, and a boatyard are in the harbor. A yacht club

is on the west side of the harbor, about 0.3 mile northward of the breakwater. (See the small-craft facilities

tabulation on chart 13229 for services and supplies

available.)

(26) Guest moorings, maintained by the town, are available off the municipal wharf, 200 yards northward of

the ferry wharf; other moorings can be hired from the

boatyard and marinas.

(27) The Martha’s Vineyard Hospital is on the beach

road near Oak Bluffs.

(28) The Woods Hole-Martha’s Vineyard and Nantucket

Steamship Authority maintains year-round ferry service from Woods Hole. Air service is available from

Martha’s Vineyard Airport, about 4 miles south of the

town.

(29) Lagoon Pond, eastward of the town of Vineyard Haven, has its entrance about 0.5 mile northeastward of

Vineyard Haven Breakwater Light. A short jetty,

marked by a light, extends from the northwestern end

of the jutting point on the northerly side of the entrance. In April 2004, the controlling depth through

the entrance was 6.3 feet (7.9 feet at midchannel). The

channel is marked by private buoys. The pond, used by

local and fishing craft, has depths of 5 to 25 feet with

shoaler depths near the shore. Robbins Rock is off the

west shore, about 1 mile above the bridge. The highway

bridge across the entrance has a 30-foot bascule span

with a clearance of 15 feet. (See 117.1 through

117.49, chapter 2, for drawbridge regulations.) Advance arrangements for bridge openings can be made

by contacting the harbormaster or drawtender (telephone: 617-693-1212).

Charts 13230, 13229

(30) Falmouth Harbor, the open roadstead off the south

shore of Cape Cod eastward of Nobska Point Light, affords an anchorage for vessels in 24 to 36 feet about 0.8

mile from shore. Smaller vessels can anchor closer to

the shore in 15 to 18 feet. The bottom is generally

sticky and good holding ground; the depths shoal gradually toward the shore. The anchorage affords a lee in

northerly winds; in southerly winds the sea is somewhat broken by L’Hommedieu Shoal and the shoals

westward of it so that a vessel with good ground tackle

can ride out a gale in comparative safety. (See 110.1

and 110.140 (c) (5), and (d) chapter 2, for limits and

regulations of the anchorage area.)

(31) Falmouth Harbor is frequently used by vessels with

good ground tackle that prefer this anchorage to the

anchorage in Vineyard Haven Harbor, which may be

crowded in bad weather. Vessels approaching the anchorage are cautioned to stay clear of the two shoal areas with depths of 10 to 16 feet marked by buoys which

extend westward of L’Hommedieu Shoal.

(32) Vessels can enter Falmouth Harbor from the

southward on a course of 344° with West Chop Light

astern, and pass about 0.1 mile westward of Falmouth

Harbor East Shoal Buoy 17. Vessels in the vicinity of

Nobska Point Light can pass 0.4 mile eastward of the

light on a north-northeasterly course, and when Tarpaulin Cove and Nobska Point Lights are nearly in

range, stand eastward to an anchorage.

(33) Falmouth Heights, about 3 miles east-northeast of

Nobska Point Light and east of the town of Falmouth, is

a prominent yellow bluff on the summit of which are

numerous homes and a large hotel.

(34) Falmouth Inner Harbor, westward of Falmouth

Heights, is a dredged basin about 0.7 mile long and less

than 0.1 mile wide, on the north side of Falmouth Harbor. A tall green standpipe, about 1.5 miles westward of

Falmouth, is one of the most prominent landmarks in

this vicinity. The yacht club dock and flagpole, just inside the entrance on the east side of the harbor, are conspicuous from close inshore. The harbor is entered

through a dredged channel between two jetties; a light

marks the end of the west jetty. In March 2004, the controlling depth was 7.1 feet in the entrance channel to

the inner harbor; thence 6.2 feet in the inner harbor,

except for shoaling to 3.7 feet at the upper end of the

harbor along the NW side.

Tides and currents

(35) The mean range of tide at Falmouth Heights is 1.3

feet. The tidal current in the sound about 1.5 miles

south of the harbor sets east-northeastward on the

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 213
flood at a velocity of 2.3 knots, and west-southwestward

on the ebb at 1.7 knots.

Small-craft facilities

(36) There are several small-craft facilities in Falmouth

Inner Harbor. (See the small-craft facilities tabulation

on chart 13229 for services and supplies available.)

(37) The harbormaster is at the town-operated Falmouth Marina, on the west side halfway up the harbor;

telephone 508-548-9796. The harbormaster monitors

VHF-FM channels 16, 12, and 9. A ferry operates in the

summer to Oak Bluffs from the wharf at the head of the

harbor.

(38) Nobska Point, about 29 miles westward of

Monomoy Point, is a bluff with Nobska Point Light

(41°30'57"N., 70°39'18"W.), 87 feet above the water,

shown from a white tower, at the south end. A fog signal is at the light. Nobska Point Ledges, partly bare at

low water, extends 150 yards eastward and southwestward from the point.

Charts 13233, 13229

(39) Middle Ground, covered 6 to 18 feet, is the easterly

half of a narrow, somewhat shifting ridge that extends

for about 9 miles westward from a point about 0.5 mile

northwestward of West Chop Light. A buoy is at the

northeast end, and a lighted bell buoy off the southwestern end.

(40) Lucas Shoal, covered 17 to 30 feet, is the southwestern end of the ridge. It is separated from the Middle

Ground by a natural channel with a depth of 31 feet. A

buoy marks the southwestern end of the shoal.

(41) Lake Tashmoo, a landlocked pond on the northwest side of Martha’s Vineyard, is entered through a

narrow jettied entrance which had a reported controlling depth of 21⁄2 feet in September 1981. The lake, only

used by local craft, has general depths of 3 to 10 feet. A

private seasonal light marks the east jetty and private

seasonal buoys mark the channel through a shoal area

just inside the entrance.

(42) A 4 mph speed limit is enforced in the pond. Anchoring is prohibited in the entrance channel.

(43) A small boatyard is on the easterly side of the lake; a

flatbed trailer can handle craft up to 30 feet for hull and

engine repairs. Guest moorings and limited supplies

are available.

214 ■ Chapter 5 ■ Coast Pilot 2
(44) Norton Point and Cape Higgon are prominent

bluffs on the northwest side of Martha’s Vineyard about

3 and 8 miles, respectively, southwestward of West

Chop Light.

(45) Menemsha Bight, on the northerly side of the

western end of Martha’s Vineyard 2.5 miles east of Gay

Head, affords shelter from southerly and easterly winds

in depths of 25 to 60 feet, sticky bottom. (See 110.1 and

110.140 (c) (1) and (d), chapter 2, for limits and regulations for the anchorage area.) There are no dangers in

the bight if the shore is given a berth of 0.3 mile.

(46) Menemsha Creek, on the northwestern shore of

Martha’s Vineyard and about 3 miles eastward of Gay

Head Light, is entered from Menemsha Bight through

a dredged channel that leads southeastward to

Menemsha Basin, on the north shore just inside the

entrance. From the basin, the dredged channel continues southward through the creek to Menemsha Pond,

about 1 mile above the entrance. The entrance to the

creek is protected by jetties. The east jetty is marked by

a light. A bell buoy, about 300 yards northwestward of

the light, marks the channel approach, and buoys and

daybeacons mark the channel.

(47) In October 1991-March 1992, the controlling depth

was 10 feet at midchannel to Menemsha Basin, thence

11⁄2 feet could be carried to Menemsha Pond; thence 51⁄2

to 10 feet was available in the larger northwestern part

of Menemsha Basin and 31⁄2 to 5 feet in the smaller

southeastern part, except for shoaling to 1 foot in the

southeastern corner. The channel south of Menemsha

Basin is reported to shoal rapidly after dredging; mariners are advised to seek local knowledge before attempting to go beyond Menemsha Basin.

(48) Menemsha is a small fishing village on Menemsha

Basin. Menemsha Pond, a rectangular basin about 1

mile long and 0.7 mile wide, has general depths of 2 to

18 feet, with the deepest water in the southern half of

the pond.

Tides and currents

(49) The mean range of tide in Menemsha Bight is 2.7

feet. The tidal currents through the entrance have an

estimated velocity of 3 knots or more. Slacks are reported to occur 45 minutes after local high and low waters.

(50) Guest moorings are available in Menemsha Basin,

and anchoring is permitted in the pond. Berths are also

available at the public facilities at Dutcher Dock, on the

northeast side of the basin. Commercial fishing and

charter boats berth at the dock or at the private piers on

the west side of the basin. Menemsha Coast Guard Station is on the south side of the basin. The harbormaster

controls all berthing and mooring in the basin. The

harbormaster has an office at Dutcher Dock and can be

contacted by radiotelephone on VHF-FM channel 16 or

by telephone (508-645-2846).

(51) A marina is on the east side of Menemsha Basin.

Repairs and hauling of craft to 45 feet can be arranged.

Gasoline, diesel fuel, water, ice, a launching ramp, and

marine supplies are available.

(52) Seasonal bus service is available from Menemsha to

Vineyard Haven and other points on the island.

(53) Gay Head, the westerly end of Martha’s Vineyard, is

a prominent high bluff. It is marked by Gay Head Light

(41°20'54"N., 70°50'06"W.), 170 feet above the water,

shown from a 51-foot red brick tower on the head. A

lighted gong buoy is 1.6 miles northwestward of the

light.

(54) Devils Bridge is a reef making off 0.8 mile

northwestward of Gay Head. The reef has a depth of 2

feet about 0.4 mile offshore and 17 feet at its end.

(55) Nomans Land, about 5.5 miles southward of Gay

Head, is a prominent, high, and rocky island. Except for

a small section on its northwestern side, the shore consists of clay and gravel cliffs 10 to 18 feet high with

boulders lining the shores. In the interior of the island

are many hills, the highest over 100 feet high, with

considerable marshy area between the hills. A danger

zone surrounds Nomans Land. (See 334.70, chapter 2,

for limits and regulations.)

(56) Several sunken rocks and ledges are in the passage

between Nomans Land and Martha’s Vineyard. Lone

Rock, covered 8 feet, and Old Man, a ledge covered 4

feet, are marked by buoys. A buoyed channel about 0.7

mile wide between the islands may be used by small

vessels in the daytime. Shoal water extends 0.5 mile

southward of Squibnocket Point, the southernmost

point of Martha’s Vineyard.

Charts 13230, 13229

(57) Elizabeth Islands, including Nonamesset, Uncatena,

Weepecket, Naushon, Pasque, Nashawena, Penikese, and

Cuttyhunk Islands, extend about 14 miles west-southwest from the southwest end of Cape Cod. The islands,

forming part of the northern shore of Vineyard Sound,

separate the sound from Buzzards Bay. They are hilly

and partly wooded; the shores are, in general, low

bluffs. Westward of Woods Hole are several buoyed

channels between the islands, but Quicks Hole is the

only one recommended for strangers.

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 215
Charts 13235, 13229

(58) Woods Hole is that water area lying between the

southwest tip of Cape Cod and Uncatena and

Nonamesset Island, the easternmost of the Elizabeth

Islands, with Buzzards Bay on the northwest and Vineyard Sound on the southeast; it includes Great and Little Harbors in the eastern part, and Hadley Harbor in

the western part. Woods Hole is also the approach to

the town of Woods Hole on the northeastern shore of

Great Harbor. The town is a busy commercial center

and a transshipping point for passengers and freight to

and from Nantucket and Martha’s Vineyard. During the

summer it is an active resort and frequently a port of

call by yachts passing through to Vineyard Sound or

Buzzards Bay. The deepest draft entering Great Harbor

in 1981 was 14 feet. There is considerable waterborne

commerce in seafood products and general cargo.

Prominent features

(59) The most prominent landmark approaching Woods

Hole is Nobska Point and light. A light marks the south

end of Juniper Point, the finger of land separating Little and Great Harbors. Also prominent is the house

high on Juniper Point, a standpipe 2.2 miles northward

of Nobska Point, a water tower and stacks in the town,

the dome of the Woods Hole Oceanographic Institution, and the buildings of the National Marine Fisheries

Service and the Marine Biological Laboratory.

Channels

(60) Woods Hole Passage, a dredged section through the

northern part of Woods Hole, connects Vineyard Sound

and Great Harbor with Buzzards Bay, and consists of

The Strait and a spur channel known as the Branch at

the western end of The Strait, and Broadway, the

southerly entrance to The Strait from Vineyard Sound.

In August 1989, the controlling depths were 13 feet in

The Strait, except for shoaling to 11 feet near the north

edge of the channel between Buoys 2 and 6, 12 feet (13

feet at midchannel) in the Branch, and 11 feet in Broadway. The northerly entrance from Great Harbor into

The Strait is preferred over Broadway with its sharp

turn, which is difficult in strong currents, especially for

low-powered vessels and vessels under sail.

(61) The passage through Woods Hole, between numerous ledges and shoals, is marked by navigational aids.

However, tidal currents are so strong that the passage

is difficult and dangerous without some local knowledge. Buoys in the narrowest part of the channel sometimes are towed under, and a stranger should attempt

passage only at slack water.

(62) The entrance to Great Harbor from Vineyard

Sound, between Great Ledge and Nonamesset Shoal,

has depths of over 18 feet. A 344° lighted entrance

range leads into the harbor from Vineyard Sound to the

wharves at Woods Hole in Great Harbor. A lighted bell

buoy marks the entrance and lighted and unlighted

buoys mark the channel. When entering on the range,

mariners should guard against the current from Buzzards Bay, which has a tendency to set vessels eastward.

(63) The deepest draft using the passage is 11 feet.

These channels are marked by buoys and lights, but extreme caution and slack water are required to safely

navigate them with drafts greater than 8 feet. Mariners

entering from Buzzards Bay should keep in mind that

the buoys are colored and marked for passage from

Vineyard Sound to Buzzards Bay.

Anchorages

(64) (See 110.1 and 110.140 (c) and (d), chapter 2, for

limits and regulations of the deepwater anchorages in

the vicinity of Woods Hole.) An anchorage about 0.2

mile square, with poor holding ground and irregular

depths ranging from 19 to 62 feet, is at the head of

Great Harbor. Shoals covered 5 to 9 feet are northwest

of the anchorage. Good anchorage in depths of 29 to 36

feet is also available about 200 yards northwest of the

National Marine Fisheries Service’s wharf. Small craft

can find good anchorage in Little Harbor and Hadley

Harbor.

Dangers

(65) Numerous ledges and shoals border the channel

through Woods Hole. Great Ledge, an extensive rocky

shoal awash at low water with a full northwest gale, lies

between the entrances to Little and Great Harbors; it is

marked by a buoy. Coffin Rock, eastward of Great

Ledge and covered 5 feet, is marked by a lighted buoy

120 yards eastward of the rock. Nonamesset Shoal,

covered 10 feet, extends about 0.2 mile eastward from

Nonamesset Island, at the entrance to Great Harbor.

Parker Flats extend as much as 200 yards off the eastern shore of Great Harbor northward of Juniper Point.

Most of these dangers are marked by buoys.

(66) Fringing the passage westward of Great Harbor are

many other ledges and shoals. Red Ledge, grassy, and

Grassy Island, with its surrounding ledge marked by a

light, are on the western side of Great Harbor Channel.

Middle Ledge, which uncovers 1 foot in places and is

marked by buoys, is on the south side of The Strait. A

ledge, awash at low water and marked by a light, is

about 250 yards westward of Middle Ledge. Hadley

Rock, covered 5 feet, is some 500 yards west-southwestward of the light west of Middle Ledge. A rocky

shoal area extends more than 0.3 mile westward of

Penzance Point, the southern extremity of Penzance,

216 ■ Chapter 5 ■ Coast Pilot 2
which is the curving peninsula sheltering the west and

northwest sides of Great Harbor. Most of the dangers

adjoining the passage channel are marked by navigational aids.

Tides and currents

(67) The mean range of tide is 1.4 feet off Little Harbor,

about 1.8 feet off Woods Hole Oceanographic Institution, and 3.6 feet off Hadley Harbor. Strong northwesterly winds may lower the water in the passage as much

as 2 feet.

(68) The velocity of the current is about 3.5 knots in The

Strait southward of Penzance Point. (See the Tidal Current Tables for predictions, and the Tidal Current

Charts, Narragansett Bay to Nantucket Sound, for the

hourly velocities and directions of the current.) Both

the velocity of the current and time of slack water are

affected by strong winds. At the north entrance to

Woods Hole in Buzzards Bay, the velocity of the tidal

current is 0.8 knot, whereas at the eastern entrance to

The Strait in Great Harbor, it is about 1.3 knots. In the

upper part of Great Harbor, near the National Marine

Fisheries Service’s wharf, the currents are barely perceptible, and vessels at anchor lie head to wind.

(69) Drift ice is brought through from Buzzards Bay,

but seldom interferes with navigation except in unusually severe winters, when it may close the entrance

from the bay. Small craft may experience difficulty in

severe winters, but powered vessels usually proceed

through the ice. The strong tidal currents usually keep

Great Harbor open.

Pilotage: Woods Hole

(70) Pilotage service is available for the harbor. (See Pilotage, Vineyard Sound, this chapter.)

Routes

(71) The following directions are good for mediumdraft vessels entering Woods Hole at slack water. Approaching from the eastward, pass about 0.3 mile

southward of Nobska Point on a west-southwesterly

course until on Great Harbor Lighted Range, or from a

point close to Nobska Point Lighted Bell Buoy 26, steer

279° until on the entrance range. Approaching from

the westward in Vineyard Sound, give the south side of

the Elizabeth Islands a berth of about 0.5 mile and steer

for Nobska Point Light on any bearing between 045°

and 051° until on the entrance range.

Towage

(72) A 200 hp tug is available at Woods Hole.

Wharves

(73) The ferry pier of the Woods Hole-Martha’s Vineyard

and Nantucket Steamship Authority is on the eastern

side of Great Harbor. When a ferry is approaching in

fog, a private fog signal is sounded, a private quick

flashing white light is shown from the southwest corner of the pier, and a private quick flashing yellow light

is shown from the southwest corner of the ferry slip.

The ferry to Naushon Island lands at the service wharf

about 60 yards north of the ferry pier. The buildings

and wharf of the Woods Hole Oceanographic Institution are northwestward of the ferry pier. Northwestward of the Oceanographic Institution are the

wharves of the Marine Biological Laboratory; the

wharf, basin, and buildings of the National Marine

Fisheries Service; the town pier; and several private

buildings.

(74) Depths at the principal piers vary from 11 to 30

feet. A breakwater extends about 90 yards southwestward from the south end of the National Marine Fisheries Service wharf. The front entrance range light is

near the end of the breakwater. Foul ground extends

about 50 yards northwestward of the outer end of the

breakwater.

(75) Eel Pond, an extension of Great Harbor to the

northeastward, is a basin with depths of 10 to 20 feet. In

September 2001, the narrow entrance to the pond had

a reported controlling depth of 6 feet. A highway bridge

over the entrance channel has a 31-foot bascule span

with a clearance of 5 feet. (See 117.1 through 117.59

and 117.598, chapter 2, for drawbridge regulations.)

The piers of the Marine Biological Laboratory are along

the southwest side of the pond. A boatyard in Eel Pond

has water, some marine supplies, limited berths with

electricity, and can do engine repairs. The harbormaster has an office in Falmouth.

(76) Seasonal ferry service is available from Woods Hole

to Nantucket and Oak Bluffs, Martha’s Vineyard.

Year-round ferry service is available to Vineyard Haven,

Martha’s Vineyard.

(77) Woods Hole Coast Guard Station is on the west

side of Little Harbor about 450 yards northward of Juniper Point. A dredged buoyed channel leads from Vineyard Sound to a turning basin off the Coast Guard

wharf on the west shore. In 2001, the controlling depth

was 16 feet for a width of 150 feet in the channel with 15

feet available in the basin. The east side of the harbor is

used as a mooring area for local craft. A depth of 15 feet

is available in the mooring area. Numerous rocks

awash are in this part of the harbor; extreme caution is

advised. A 6 mph speed limit is enforced in the harbor

by the Falmouth Harbormaster.

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 217
(78) Hadley Harbor, in the western portion of Woods

Hole at the northwest end of Nonamesset Island, is

suitable only for small craft. It is reached by a narrow,

crooked channel. The deeper entrance, marked by

buoys, is between ledges on both sides; the northern

ledge is marked by a private daybeacon. The inner harbor forms a well-sheltered anchorage for small craft.

(79) Two wharves, with depths of about 9 feet at their

ends, are on the western side of Hadley Harbor. A private wharf, with a depth of about 7 feet at its end, is at

the western end of Nonamesset Island.

Charts 13233, 13230, 13229

(80) Naushon Island, the largest of the Elizabeth Islands, extends west-southwestward from Uncatena and

Nonamesset Islands.

(81) Weepecket Islands, in Buzzards Bay off the northeastern part of Naushon Island, are bare and rocky.

(82) Weepecket Rock, on a rocky ledge about 0.7 mile

northeastward of the northernmost of the Weepecket

Islands, is covered 8 feet, and is marked by a lighted

gong buoy.

(83) Lackeys Bay, between Nonamesset Island and Jobs

Neck, the southeastern extremity of Naushon Island, is

shoal with numerous bare rocks.

Note

(84) In November 1990, an unexploded World War II

ordnance was reported about 0.5 mile southeastward of

Lackeys Bay in about 41°29'34.5"N., 70°41'15.0"W.

(85) Tarpaulin Cove, about 5 miles west-southwest of

Nobska Point, is a bight about 0.5 mile in diameter, in

the south shore of Naushon Island. The cove affords

shelter from northerly and westerly winds, and is frequently used. A light is on the southwest side of the

cove. Anchorage in depths of 14 to 18 feet, good holding

ground, is in the cove with the light bearing between

212° and 189°. Deep-draft vessels should anchor farther out in depths of 36 feet or more. The eastern and

northern shores should be given a berth of 200 yards.

Rocks are near the western shore and should be given a

berth of over 300 yards; buoys mark the dangers.

Charts 13233, 13230, 13229

(86) Robinsons Hole is a narrow buoyed passage from

Vineyard Sound to Buzzards Bay between the western

end of Naushon Island and the eastern end of Pasque Island. It has numerous rocks and ledges, and strong

tidal currents. The buoys often tow under, and the passage should never be attempted by strangers; it is used

occasionally by local fishermen. It has been reported

that currents sometimes reach a velocity of 5 knots in

the passage. The velocity in the narrow part is about 3

knots. The flood sets southeastward and the ebb

northwestward into Buzzards Bay. (See the Tidal Current Tables for predictions, and the Tidal Current

Charts, Narragansett Bay to Nantucket Island, for the

hourly velocities and directions of the current.)

(87) Quicks Hole, between Pasque Island and

Nashawena Island, is the only passage between Vineyard Sound and Buzzards Bay eastward of Cuttyhunk

available for vessels of over 10-foot draft. The clearly

defined entrance from Vineyard Sound, about 0.6 mile

wide, is about 4 miles southwestward of Tarpaulin Cove

and about 5 miles north of Gay Head. The passage is

used considerably by tows, especially during westerly

or southerly winds, to avoid the very heavy sea in the

entrance to Vineyard Sound, and also because a secure

anchorage from these winds can be had, if necessary,

on the north side of Nashawena Island. The passage is

considered unsafe for a long tow at night, but otherwise

it may be used by steamers either night or day.

(88) Vessels should follow a midchannel course through

the passage. The channel is nearly straight with a width

of about 0.2 mile. General depths are 30 feet or more,

but there are several shoaler spots. Rocks covered 27 to

37 feet are near the center of the channel. Because of

the broken nature of the bottom, the passage is not recommended for a stranger drawing more than 21 feet.

Buoys mark the channel.

(89) The aids in Quicks Hole are colored and numbered

for passage from Vineyard Sound to Buzzards Bay.

(90) The eastern side of Quicks Hole is foul, and no attempt should be made to pass eastward of the lighted

buoy. Felix Ledge, 0.2 mile off the eastern shore of

Nashawena Island, is covered 15 feet and marked by a

buoy.

(91) A sunken wreck, covered 30 feet, is on the west side

of the passage in about 41°26.6'N., 70°51.1'W.

(92) Lone Rock, covered 8 feet and marked by a lighted

buoy, is off the northern entrance, about 0.7 mile

northward of North Point, the northeastern extremity

of Nashawena Island. Tide rips have been observed between North Point and Lone Rock during spring tides.

Tides and currents

(93) The mean range of tide is 2.5 feet at the south end

and 3.5 feet at the north end of Quicks Hole. The tidal

currents have considerable velocity in Quicks Hole,

about 2 to 2.5 knots, and a sailing vessel should not attempt to pass through unless with a strong favorable

wind on a favorable current. Deep-draft vessels should

be careful not to be set off their courses. With a strong

westward current through Vineyard Sound, there is a

218 ■ Chapter 5 ■ Coast Pilot 2
northward current through Quicks Hole; with a strong

eastward current in Vineyard Sound, the current sets

southward through Quicks Hole. Strong winds affect

the regularity of the currents. (See the Tidal Current

Tables for predictions, and the Tidal Current Charts,

Narragansett Bay to Nantucket Sound, for the hourly

velocities and directions of the current.)

(94) Penikese Island, grassy and hilly, is about 1.3 miles

northwestward of Knox Point, the northwestern extremity of Nashawena Island. Shoal water extends from

Penikese Island to Gull Island, a small islet 0.5 mile

southeastward. No attempt should be made to pass between them. Rocky ledges extend southward and westward from Gull Island; buoys are on the southern edge

of this area. The channels to Cuttyhunk Harbor from

Buzzards Bay are southward of the ledges.

(95) Cuttyhunk Harbor is formed by the bight between

Nashawena Island and Cuttyhunk Island, the westernmost of the Elizabeth Islands. Northward of the harbor

are Penikese and Gull Islands and several ledges, which

shelter the harbor from winds from that direction. The

harbor is exposed to winds from the northeastward.

Weather-bound coasting vessels and fishermen sometimes use the anchorage in the harbor. The harbor is

the approach to the village of Cuttyhunk and to

Cuttyhunk Pond; the latter is entered through a

dredged cut in the eastern end of Cuttyhunk Island.

Copicut Neck forms the northerly side of Cuttyhunk

Pond.

(96) Prominent from offshore is a 50-foot-high monument on an island in Westend Pond on the western end

of Cuttyhunk Island.

(97) Vessels bound for Cuttyhunk Harbor generally approach from Buzzards Bay. The principal dangers are

marked by buoys. Strangers should not enter except in

the daytime with clear weather. If entering from the

northwestward, a greater draft than 10 feet should not

be taken in. The approach from northeastward is

deeper.

(98) Canapitsit Channel, between the east end of

Cuttyhunk Island and Nashawena Island, is used by

small boats and is partially marked by buoys. In December 2007, the channel had a controlling depth of 4 feet.

The buoys at this entrance are often dragged off station

by strong currents and heavy seas. The channel should

never be used during a heavy ground swell. With southerly winds, heavy seas will break across the entrance.

Channels

(99) A dredged channel leads from Cuttyhunk Harbor

into Cuttyhunk Pond to a turning basin at the western

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 219
terminal in the pond and an anchorage basin in the

eastern part of the pond north of the channel. In December 2007, the entrance channel into the pond had a

controlling depth of 2.1 feet (7.2 feet at midchannel),

thence 9.2 feet in the pond channel to the turning basin, with 8.3 to 10 feet in the turning basin. The anchorage basin had depths of 8.5 to 10 feet. The jettied

entrance is marked by a light on the north jetty and by a

buoy off the end of the submerged south jetty. A bell

buoy marks the entrance to the channel.

Anchorage

(100) Limited anchorage with reported poor holding

ground may be found in depths of 10 to 24 feet in

Cuttyhunk Harbor. The shores on both sides of the harbor are foul, and the anchorage is in the middle.

Dangers

(101) Shoals extend 0.6 mile northeastward of Cuttyhunk Island. Whale Rock and Pease Ledge uncover at

low water. Middle Ground, covered 9 feet, is 0.5 mile

north of Copicut Neck in the northwestern approach to

the harbor. Middle Ledge, covered 15 feet, is about 0.4

mile east of Middle Ground. Edwards Rock, covered 7

feet, is 250 yards northeastward of Whale Rock. These

dangers, except for Middle Ledge, are buoyed. An unmarked rocky shoal, covered 12 feet, is in the middle of

the northwestern approach about 0.2 mile southeastward of Middle Ledge. Numerous other rocks and

ledges covered 4 to 12 feet are between Cuttyhunk Island and the ledges southwestward of Penikese and

Gull Islands. The eastern point at the entrance and the

eastern shore of the harbor should be given a berth of

over 300 yards.

Routes

(102) In approaching Cuttyhunk Harbor from eastward in

Buzzards Bay, take care to avoid Lone Rock, 0.7 mile

northward of the northeastern end of Nashawena Island.

Thence pass northwestward of Cuttyhunk East Entrance

Lighted Bell Buoy CH (41°26.6'N., 70°53.4'W), and

thence to anchorage according to draft in the harbor.

(103) In approaching from westward, from a position

about midway between Ribbon Reef and the Cuttyhunk

Island monument (41°24.8'N., 70°56.8'W.), steer 051°

until abeam of Middle Ground Buoy MG, distance 600

yards. Pass midway between Middle Ground and

Penikese Island, passing northward of Middle Ledge

and the 12-foot spot southeastward of it, and then

swinging southeasterly to the harbor anchorage, or

southward to the entrance to Cuttyhunk Pond.

Tides and currents

(104) The mean range of tide at Cuttyhunk Pond entrance is 3.4 feet. The current velocity in Canapitsit

Channel is 2.6 knots on the flood which sets

south-southeastward, and 1.7 knots on the ebb which

sets northwestward. In the channel southward of

Penikese Island, the flood sets eastward and the ebb

westward at about 0.8 knot. (See Tide Tables and Tidal

Current Tables for predictions, and the Tidal Current

Charts, Narragansett Bay to Nantucket Sound, for the

hourly velocities and directions of the current.)

(105) Drift ice is carried into Cuttyhunk Harbor with

northerly winds and closes the harbor during severe

winters.

Small-craft facilities

(106) There is a service wharf on the south side of the

channel at the entrance to the pond and a marina on

the south side of the basin at the head of the channel in

the pond. A yacht club and a fishing club are on the island. Gasoline, diesel fuel, water, ice, berths with electricity, and some marine supplies are available. Limited

lodging in cottages is available on the island. The

harbormaster can be reached by telephone

(508-966-9295). There is daily launch service with New

Bedford in the summer and twice weekly in the winter;

seaplane service is also available.

Charts 13218, 13228, 13230, 13229

(107) Buzzards Bay is the approach to New Bedford,

many small towns and villages, and the entrance of

Cape Cod Canal. The bay indents the south shore of

Massachusetts, extending in a northeasterly direction

from Rhode Island Sound. The bay is enclosed on the

south side, and separated from Vineyard Sound, by the

Elizabeth Islands.

(108) The shores are irregular, rocky in character, and

broken by many bays and rivers. Large boulders are

common, in places extending a considerable distance

from shore, thus making close approach to the shore

dangerous.

(109) The bottom in the main part of the bay and approach is very broken with boulder reefs in places. Vessels should proceed with caution when crossing shoal

areas in the tributaries of the bay where the depths are

not more than about 6 feet greater than the draft. Caution must also be exercised in the vicinity of the wrecks

shown on the chart. Deep water prevails as far as Wings

Neck, above which the bay is full of shoals.

(110) Cape Cod South Closure Area, a Marine Protected

Area (MPA), includes the inshore waters of Buzzards

Bay and offshore Federal waters of the south coast of

220 ■ Chapter 5 ■ Coast Pilot 2
Massachusetts. (See Appendix C, for additional information.)

(111) Traffic Separation Scheme (Buzzards Bay) has

been established in the approach to Buzzards Bay

through Rhode Island Sound. (See charts 13218 and

12300.)

(112) The Scheme is composed basically of directed traffic lanes, each with one-way inbound and outbound

traffic lanes separated by a defined traffic separation

zone and a precautionary area. The Scheme is recommended for use by vessels approaching or departing

from Buzzards Bay, but is not necessarily intended for

tugs, tows, or other small vessels which traditionally

operate outside of the usual steamer lanes or close inshore.

(113) The Traffic Separation Scheme has been designed

to aid in the prevention of collisions at the approaches

to the 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 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.)

(114) The precautionary area in the southwest part of

Rhode Island Sound has a radius of 5.4 miles centered

on 41°06'06"N., 71°23'22"W., excluding those areas of

the circle bounded by imaginary lines extended between the outer limits of the inbound and outbound

traffic lanes. (Note that this precautionary area is common to the Traffic Separation Schemes for the approaches to both Buzzards Bay and Narragansett Bay.

The Traffic Separation Scheme for the approach to

Narragansett Bay is described in chapter 6.)

(115) The separation zone is a 1-mile-wide zone centered

in the following positions:

(116) (i) 41°10'09"N., 71°19'09"W.,

(117) (ii) 41°21'48"N., 71°07'06"W.

(118) The inbound traffic lane is a 1-mile-wide lane with

a length of about 14.8 miles. Entering the traffic lane at

a point in about 41°09'36"N., 71°18'00"W., a course of

038° follows the centerline of the traffic lane to its end,

thence steer usual courses to destination.

(119) The outbound traffic lane is a 1-mile-wide lane

with a length of about 14.8 miles. Entering the traffic

lane at a point in about 41°22'25"N., 71°08'06"W., a

course of 218° follows the centerline of the traffic lane

to a junction with the precautionary area.

(120) The Traffic Separation Scheme is not buoyed.

(121) Buzzards Bay has six entrances, but two of these

are so narrow and dangerous as to exclude their use except by small craft with local knowledge. The four

major entrances are the main channel, from westward,

passing north of Cuttyhunk Island; Cape Cod Canal

from northeastward; and Quicks Hole and Woods Hole

from the southward. The two hazardous entrances are

Canapitsit Channel, between Cuttyhunk and Nashawena Islands, and Robinsons Hole, between Pasque and

Naushon Islands.

(122) The western entrance has a clear width of 4.3 miles

between Sow and Pigs Reef and Hen and Chickens. The

bottom in this entrance is irregular and rocky, and

there are spots with depths of 17 to 34 feet. Because

these shoal areas are surrounded by deeper water, vessels of 16-foot draft or more must exercise extra caution when entering the bay. In heavy southwest gales

the sea breaks over some of these spots.

(123) The best guides for entering the bay from westward

are Buzzards Bay Entrance Light and the lighted buoys

in the entrance. Gay Head Light and Buzzards Bay Entrance Light are the guides for vessels approaching

from the southward.

(124) Buzzards Bay Entrance Light (41°23'48"N.,

71°02'01"W.), 63 feet above the water, is shown from a

tower on a red square superstructure on red piles about

4 miles 255° from the southwest corner of Cuttyhunk

Island. The name BUZZARDS is painted in white on the

sides. A fog signal and racon are at the light.

(125) Recommended Vessel Route (Buzzards Bay) has

been established in the approach to Buzzards Bay

through Rhode Island Sound.

(126) The U.S. Coast Guard Captain of the Port, Providence, in cooperation with the Southeastern Massachusetts and Rhode Island Port Safety and Security

Committees, has established a Recommended Vessel

Route for deep draft vessels and tugs/barges transiting

Rhode Island Sound, Narragansett Bay, and Buzzards

Bay. Deep draft vessels and tugs/barges are requested to

follow the designated routes. These routes were designed to provide safe, established routes for these vessels, to reduce the potential for conflict with

recreational boaters, fishing gear, and other small

craft, and to reduce the potential for grounding or collision. 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 the route.

Small vessels should exercise caution in and around

the Recommended Vessel Routes and monitor VHF

channels 16 or 13 for information concerning deep

draft vessels and tugs/barges transiting these routes.

Anchorages

(127) New Bedford Inner Harbor affords anchorage for

vessels of 25-foot draft. Cuttyhunk Harbor affords anchorage in depths of 10 to 24 feet; except for the

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 221
small-craft inner harbor, it is exposed to northerly

winds. A good anchorage sheltered from all southerly

winds may be had off the north shore of Nashawena Island eastward of Penikese and Gull Islands in depths of

40 to 48 feet. This anchorage, frequently used by tows,

is available for vessels of any draft; however, care must

be taken to stay clear of the fishtrap area in the vicinity.

Two general anchorages are off the western entrance to

Cape Cod Canal. (See 110.1 and 110.140 (b) (1), (b)

(2), and (d), chapter 2, for limits and regulations.)

No-Discharge Zone

(128) The State of Massachusetts, with the approval of

the Environmental Protection Agency, has established

a No-Discharge Zone (NDZ) in Buzzards Bay. The area

covered is bounded by the points

(129) 41°29'48"N., 71°07'13"W.

(130) 41°25'05"N., 71°05'46"W.

(131) 41°25'25"N., 71°03'32"W.

(132) 41°22'30"N., 70°59'52"W.

(133) 41°24'33"N., 70°56'57"W.

(134) 41°25'17"N., 70°54'30"W.

(135) 41°25'17"N., 70°54'12"W.

(136) 41°26'24"N., 70°51'20"W.

(137) 41°26'45"N., 70°50'23"W.

(138) 41°26'57"N., 70°48'29"W

(139) 41°26'59"N., 70°48'18"W.

(140) 41°30'35"N., 70°42'06"W.

(141) 41°30'38"N., 70°41'58"W.

(142) 41°30'55"N., 70°40'52"W.

(143) 41°31'14"N., 70°40'58"W.

(144) 41°44'15"N., 70°37'27"W. (west canal entrance), and

(145) 41°44'11"N., 70°37'21"W. (east canal entrance),

and includes all waters of Buzzards Bay (see chart

13218 for limits).

(146) 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

(147) Hen and Chickens, extending 1.4 miles southward

of Gooseberry Neck, is a reef consisting of many large

boulders, most of them baring a foot or less. The reef is

in two large groups; the southerly group is the larger.

Numerous covered rocks are well away from the visible

part of the danger. A narrow ledge covered 5 to 14 feet

extends about 0.4 mile northward from the visible part

of Hen and Chickens. A buoy is north of the ledge. Old

Cock, a rock awash, and The Wildcat, covered 5 feet

and unmarked, are in the southern shoal area. The

south edge of the shoal is marked by a buoy. Strangers

are advised to stay outside the 5-fathom curve in this

vicinity.

(148) Sow and Pigs Reef, much of which is dry or awash,

extends about 1.5 miles west-southwestward from

Cuttyhunk Island. Its outer end is marked by a lighted

bell buoy. An unmarked rock strewn shoal, covered 20

feet, is 0.9 mile westward of Cuttyhunk Island. Numerous obstructions and rocks with a least depth of 20 feet

were reported to extend as much as 3 miles southward

of Sow and Pigs Reef.

(149) Ribbon Reef, a detached ledge covered 18 feet, is

about 1.5 miles northwestward of Cuttyhunk Island.

Coxens Ledge, covered 28 feet and marked by a lighted

bell buoy, is 1.2 miles northward of Ribbon Reef.

(150) Mishaum Ledge, a group of several rocky spots

with a least depth of 8 feet, extends about 1.7 miles

southward of Mishaum Point. It is marked by a lighted

gong buoy off its southeast end. A lighted bell buoy

marks a rocky shoal covered 22 feet about 1 mile

north-northwestward of the north end of Penikese Island. An unmarked rocky shoal covered 18 feet is 0.5

mile north of the island.

Tides and currents

(151) The mean range of tide varies from 3.0 feet at

Westport Harbor to 4.2 feet at Bird Island near the head

of the bay. The tidal currents in the passages between

Buzzards Bay and Vineyard Sound have considerable

velocity and require special attention. At Hen and

Chickens Lighted Gong Buoy 3, the tidal current is rotary, turning clockwise. Tide rips occur when a sea is

running against the current. Maximum velocities are

about 0.5 knot. Minimum velocities average about 0.2

knot. (See the Tide Tables and Tidal Current Tables for

predictions, and the Tidal Current Charts, Narragansett

Bay to Nantucket Sound, for the hourly velocities and

directions of the current.)

Ice

(152) The head of Buzzards Bay and the harbors in that

vicinity are generally closed to navigation during the

winter. The approaches to the harbors on the eastern

shore are rendered dangerous by drift ice. In severe

winters the drift ice extends across the bay and joins

the local formations on the western shore, forming an

impassable barrier for short periods. Ice forms more

rapidly in the bay with winds from north to west as the

western shore forms a shelter from such winds. When

the field ice extends sufficiently out toward the channel

as to be affected by the winds from north to west, the

outer edges are broken up and carried off to the eastern

or southern shore where they form drift ice. Under ordinary circumstances a northeast wind, if continued

for 48 hours, will clear the bay of ice. Southerly winds,

especially southeastern, diminish the extent and

weaken the strength of the pack. Some of the lighted

222 ■ Chapter 5 ■ Coast Pilot 2
buoys are removed from station or replaced by

unlighted buoys when endangered by ice.

(153) The southern side of Buzzards Bay from Cuttyhunk

to Woods Hole has been discussed previously in this

chapter.

Charts 13230, 13229

(154) Quissett Harbor, 1.7 miles northeastward of the

western entrance to Woods Hole, is used by small pleasure craft. The Knob, a small hillock on the north point

of the entrance, and the homes on the eastern shore of

the harbor are prominent. A standpipe, 1.2 miles

northeastward of the entrance, is conspicuous.

(155) A seasonal lighted buoy marks the entrance, and

buoys mark the entrance channel, thence private seasonal aids mark the best water to the northeast end of

the harbor. In August 1981, a depth of about 8 feet was

reported available in the channel. Mariners are advised

to steer a midchannel course through the entire entrance channel to avoid numerous rocks on both sides

of the channel.

(156) Anchorage can be found in the middle of the harbor

in depths of 11 to 18 feet, sticky bottom. Local craft

generally moor in the northeastern part of the harbor

off the boatyard at the town of Quissett. The boatyard

has an L-shaped pier and a float which was reported to

have about 15 feet alongside. Water, ice, moorings,

some marine supplies, storage facilities, and marine

railways up to 40 feet are available; hull and engine repairs can be made. The harbormaster can be contacted

through the boatyard.

(157) Hamlin Point, 2 miles north-northeastward of

Quissett Harbor, is marked by a prominent hotel with

twin cupolas. A shoal, covered 10 feet near its outer

end, extends about 1 mile westward of the point.

Gifford Ledge, covered 9 feet, is 1.4 miles northnorthwestward of Hamlin Point. Great Sippewisset

Rock, awash and marked by a private seasonal daybeacon, is 0.4 mile offshore about 1.1 miles northward

of Hamlin Point. A shoal area, foul with rocks awash

and covered, extends 0.3 mile offshore eastward of the

daybeacon.

(158) West Falmouth Harbor, 5 miles northward of

Woods Hole, has depths of 1 to 6 feet and bares in places

at low water. The entrance is protected by a breakwater

extending about 700 feet southward of Little Island,

the north point of the entrance, and by a short jetty on

the northwest end of Chappaquoit Point. A tower and

the summer homes on Chappaquoit Point are prominent. The entrance is marked by a seasonal lighted bell

buoy and an unlighted buoy on the south side and by an

unlighted buoy on the north side; these buoys mark

reefs that extend westward from both entrance points.

Seasonal private buoys mark the channel in the harbor.

(159) In 1981, it was reported that 4 feet could be taken

through the narrow, privately marked channel in the

harbor to the anchorage basin off the town wharf at the

village of West Falmouth on the east shore of the harbor. Depths of 5 feet were reported alongside the wharf

in 1981. The harbormaster has an office at the town

wharf. A 6 mph speed limit is enforced in the harbor.

Charts 13236, 13229

(160) Wild Harbor(41°38.3'N., 70°38.9'W.), 7 miles northward of Woods Hole, is a small cove on the south side of

Nyes Neck affording anchorage in northerly or easterly

winds. A tower on Nyes Neck is prominent. The entrance is clear in midchannel, with depths of 13 to 20

feet inside. A seasonal lighted buoy marks the entrance,

and buoys mark the shoals extending from the entrance points. The shores are foul, and the easterly part

of the harbor is shoal. The reported depth in the privately dredged channel into Silver Beach Harbor to a

small basin is about 3 feet, but is subject to shoaling. A

stone jetty extends off the south side of the entrance to

the basin. The basin is a special anchorage. (See 110.1

and 110.40, chapter 2, for limits and regulations.)

(161) A town wharf and surfaced ramp are in the basin. In

August 1981, depths of 4 feet to bare were reported

alongside the wharf. Ice and provisions are available.

(162) Megansett Harbor, the approach to the towns of

North Falmouth, Megansett, and Cataumet, is entered

between Nyes Neck on the south and Scraggy Neck on

the north. The natural channel is buoyed as far as the

rock breakwater at Megansett. The breakwater is

marked at the end by a light. A yacht club and a town

wharf are just inside the breakwater. In August 1981,

depths of 4 to 5 feet were reported alongside the wharf;

water is available. The harbor has extensive shoals and

ledges, but by following the buoyed channel a draft of

about 8 feet can be carried to an anchorage in the outer

harbor in depths of 10 to 22 feet. Inside the breakwater,

anchorage is available in 6 to 12 feet, taking care to

avoid the shoals on the north side of the harbor and the

rock awash near the center in 41°39'27"N., 70°37'31"W.

Cataumet Rock, covered 6 feet and marked by a buoy, is

on the south side of the entrance; Seal Rocks are on the

north side and marked by a seasonal lighted buoy.

(163) Fiddlers Cove (41°38.9'N., 70°38.2'W.) is a

small-craft harbor on the south shore of Megansett

Harbor, about 0.5 mile east-southeastward of Cataumet

Rock. A channel, privately dredged to a reported depth

of 7 feet, leads southward to a marina and boatyard in a

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 223
dredged basin on the east side of the cove. A seasonal

lighted buoy marks the approach, and private buoys

mark the channel. Gasoline, diesel fuel, ice, a pumpout station and wet and dry storage are available; lift capacity, 35 tons. Hull, engine and electronic repairs can

be made. In April 2002, the reported approach and

alongside depth was 7 feet.

(164) Halftide Rock, awash at low water, is about 500

yards southwestward of the end of the Megansett breakwater. Rands Harbor, about 0.3 mile east of Fiddlers

Cove, is a private boat basin with little or no water.

(165) Squeteague Harbor, northward of Megansett, is entered through a narrow channel from the head of

Megansett Harbor. The privately marked channel had a

reported depth of about 2 feet in 1981; however, depths

of 5 to 7 feet are reported to be available in the channel

to the harbor; local knowledge is advised. The village of

Cataumet is on the northerly shore of the harbor.

(166) Seal Rocks, about 0.3 mile southwestward of

Scraggy Neck, on the north side of Megansett Harbor

entrance, are partly bare at half tide and marked by a

buoy about 300 yards southwest of their southern end.

Part of an old concrete barge is aground on the rocks.

Southwest Ledge, extending about 0.7 mile westward

of Seal Rocks, consists of two patches of shoals covered

by 2 to 18 feet and marked by buoys on its northern,

western, and southern sides. A rock awash is in the

northerly shoal.

(167) Pocasset Harbor and Red Brook Harbor share a

common entrance between Scraggy Neck and Wings

Neck. Bassetts Island separates Pocasset Harbor from

Red Brook Harbor. Broken ground with depths of 17 to

19 feet in places extends across the entrance. Entering

about 250 yards north of buoys marking the north side

of Southwest Ledge, vessels of about 14-foot draft can

anchor westward of Eustis Rock Buoy in depths of 20 to

30 feet. This anchorage is exposed to westerly winds.

Eustis Rock, about 0.2 mile north of Scraggy Neck, is

covered 5 feet and marked by a buoy. The area eastward

of Eustis Rock to Bassetts Island is shoal.

(168) A narrow buoyed channel, with a reported depth of

about 8 feet in August 1981, leads north of Bassetts Island to Pocasset Harbor. Barlows Landing, at the

northeast end of the harbor, has a depth of 11⁄2 feet. A

small-craft launching ramp is just south of the landing.

(169) Hospital Cove, about 0.2 mile southward of the

southern end of Bassetts Island, is entered through a

natural buoyed channel that leads southeastward from

a point about 0.4 mile east-southeastward of Eustis

Rock to a small anchorage in the cove. A depth of about

6 feet can be carried in the channel, and there are

depths of 8 to 14 feet in the anchorage. In August 1981,

a shoal at the south tip of Bassetts Island was reported

to be shifting westward in the vicinity of Buoy 3;

caution is advised. A boulder reef extends northeastward from Scraggy Neck in the approach to the cove.

Several private piers with depths of 5 to 8 feet alongside

are in the cove.

(170) Red Brook Harbor, eastward of Bassetts Island, is

approached from the northward through the channel

that leads through Pocasset Harbor, and from the

southward through the channel that leads through

Hospital Cove. Hen Cove is immediately northward of

Red Brook Harbor. The channels are buoyed. In August

1981, reported depths of 8 feet and 6 feet could be carried through the north and south channels, respectively. Because of numerous submerged rocks in and

near the edges of the channel, local knowledge is advised.

(171) A marina is on the east shore of Red Brook Harbor

about 500 yards southeastward of Handy Point; a

60-ton lift is available. A boatyard with a 35-ton mobile

lift is on the east side of the small cove, about 300 yards

south of the marina. Both facilities have berths, electricity, gasoline, diesel fuel, water, ice, marine supplies,

and storage facilities, and can make hull and engine repairs. Electronic repairs can be made at the marina.

Depths of 8 feet are reported at the marina berths and

at the boatyard berths.

(172) Wings Neck, 9 miles northward of Woods Hole, extends about 2 miles in a west-southwest direction into

Buzzards Bay. The neck is a prominent peninsula, irregular, and hilly. The anchorage areas southwestward

of the neck are discussed with the Cape Cod Canal. A

yacht club and private piers are on the east shore of the

neck. Traffic signals for the Cape Cod Canal are displayed

from a tower on Wings Neck. (See 207.20, chapter 2,

for details.)

(173) Pocasset River, between the northeastern end of

Wings Neck and Bennets Neck, is entered from the

north side of Wings Neck through a privately dredged

channel that leads southward between two jetties to a

highway bridge about 0.4 mile above the entrance. In

June 2001, a reported depth of 6 feet could be carried to

the bridge. The bridge has a fixed span with a clearance

of 7 feet. Only very small boats go above the bridge. A

boatyard is on the south side of the river at the bridge.

Water, berths with electricity, storage facilities, a

35-foot marine railway, and a 5-ton lift are available;

hull and engine repairs can be made. A town wharf and

floats are on the north side of the river at the bridge.

(174) Tobys Island, just northward of the entrance of

Pocasset River and on the south side of Phinneys Harbor, is connected to the mainland by a causeway.

(175) Phinneys Harbor, between Tobys Island on the east

and Mashnee Island on the west, is approached from

Buzzards Bay through a buoyed channel that leads

along the northerly side of Wings Neck to another

224 ■ Chapter 5 ■ Coast Pilot 2
buoyed channel into the harbor. A light is at the bend of

the approach channel. Depths of about 10 feet can be

carried in the inner channel, and greater depths are

available in the approach channel. The harbor is used

as an anchorage by small boats. Mashnee Island, once

an island, is now connected with the mainland by a

landfill causeway. A group of rocks awash, marked by a

buoy, is 0.2 mile off the east shore of the harbor, and another rock, covered 4 feet, and marked by a buoy, is 0.1

mile north of Tobys Island.

(176) The village of Monument Beach is on the east

shore. A marina is at the long town pier in the cove in

the southeastern corner of the harbor. Berthage in 5

feet is available at the pier. Gasoline, water, ice, electricity, a pump-out station, and a surfaced ramp are

available.

(177) Back River, a stream which is nearly bare except

near its entrance, empties into the north side of

Phinneys Harbor. Small craft sometimes anchor in the

entrance. A railroad bridge and a highway bridge crossing the river about 0.2 mile above the mouth have fixed

spans with a minimum clearance of 4 feet. A boatyard is

on the south bank between the bridges. In August 1981,

a depth of about 11⁄2 feet was reported available in the

river to the boatyard. A forklift is used to haul out boats

up to 26 feet at the yard, while boats up to 37 feet in

length can be hauled out on a flatbed trailer at a paved

ramp at Barlows Landing and then brought to the yard

for hull and engine repairs or dry open or covered storage. A launching ramp and marine supplies are available at the yard.

(178) Gray Gables is on the north side of the head of the

Back River.

Cape Cod Canal

(179) Cape Cod Canal is a deep-draft sea-level waterway

connecting Buzzards Bay and Cape Cod Bay. The waterway is 15 miles long from Cleveland East Ledge Light

to deep water in Cape Cod Bay. The canal shortens the

distance between points north and south of Cape Cod

by 50 to 150 miles and provides an inside passage to

avoid Nantucket Shoals. The canal is maintained by the

Federal Government as a free waterway. (See 207.20,

chapter 2, for the regulations governing the use, administration, and navigation of the Cape Cod Canal.)

(180) Traffic lights (red, green, and yellow) are located at

the easterly canal entrance at Sandwich; at the Canal

Electric Terminal basin on the south side of the canal at

Sandwich; and at the westerly entrance of Hog Island

Channel at Wings Neck. These signals apply to all vessels over 65 feet in length that desire to transit the

canal. (See 207.20 (h), chapter 2, for detailed information on signals.)

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 225
Prominent features

(181) Cleveland East Ledge Light (41°37'51"N.,

70°41'39"W.), 74 feet above the water, is shown from a

white cylindrical tower and dwelling on a red caisson

on the east side of the entrance channel approaching

Cape Cod Canal from Buzzards Bay. A racon and fog

signal are at the light station. The railroad bridge over

the canal at the village of Buzzards Bay, and the highway bridge at Bourne are also prominent.

(182) Canal Breakwater Light 6 (41°46'47"N.,

70°29'23"W.), 43 feet above the water, is shown from a

red cylindrical tower on the end of the north breakwater at the east entrance to Cape Cod Canal from Cape

Cod Bay. A fog signal is at the light. The most prominent landmark when approaching from Cape Cod Bay

is the tall lighted stack of the powerplant about 1.1

miles west-southwestward of Canal Breakwater Light

6. The high-level highway bridge across the canal at

Sagamore, 2.5 miles west of the breakwater light, is

also prominent. The breakwaters at the east entrance

to the canal should not be confused with the smaller

jetties at Sandwich Harbor, 1 mile to the southeastward, nor should the two white church spires back of

Sandwich Harbor be mistaken for the range structure

marking the entrance to the canal.

Channels

(183) A Federal project provides for a channel 32 feet

deep through the Cape Cod Canal. (See Notice to Mariners and latest editions of the chart for controlling

depths.) Deep-draft vessels should obtain the latest information as to available depths so as to pass through

the canal during maximum stages of high water if the

draft of the vessel is near the controlling depth. In

1981, it was reported that the east entrance was being

privately maintained to a depth of 40 feet to the New

England Petroleum Company wharf about 1.2 miles

west of Canal Breakwater Light 6.

(184) The approach channels from both the west and the

east are marked with lighted ranges and other navigational aids. The canal itself is lighted at night on both

banks by mercury vapor lights, generally 500 feet apart.

Anchorages

(185) General anchorages are on each side of Cleveland

Ledge Channel between Cleveland Ledge Light and

Wings Neck. (See 110.1 and 110.140 (b) and (d),

chapter 2, for limits and regulations.) In 1971, a dangerous submerged rock was reported just inside the

easterly edge of Anchorage D in about 41°40'05"N.,

70°40'17"W. In January 1984, an obstruction was reported in Anchorage C in about 41°40'00"N.,

70°41'35"W.

226 ■ Chapter 5 ■ Coast Pilot 2
(186) Mooring basins, with tieup dolphins, are at both

ends of the canal. One is on the east side of Hog Island

Channel abreast of Hog Island, where shoaling to bare

in about 41°43'49"N., 70°37'53"W. was reported in September 1979. The other is just inside the eastern entrance to the canal. A small boat basin is on the south

side of the channel just inside the eastern entrance to

the canal; depths of 8 to 13 feet were available in the basin in June 1969.

Bridges

(187) The Cape Cod Canal is crossed by three bridges.

The railroad bridge at the village of Buzzards Bay, 7.8

miles above Cleveland East Ledge Light, has a vertical-lift span with a clearance of 7 feet down and 135 feet

up. The span is normally maintained in the raised position and lowered for the passage of trains. (See 117.1

through 117.59, 117.589, and 207.20(i), chapter 2,

for drawbridge regulations.) The State Route 25/28

highway bridge at Bourne, 9 miles above Cleveland

Ledge Light, has a fixed span with a clearance of 135

feet. The U.S. 6/State Route 3 highway bridge at

Sagamore, 11.8 miles above Cleveland East Ledge

Light, has a fixed span with a clearance of 135 feet.

(188) The minimum clearance of the overhead power cables across the canal is 160 feet.

Tides and currents

(189) The mean range of tide is 3.5 feet at the railroad

bridge near the Buzzards Bay entrance and 8.7 feet at

the Cape Cod Bay entrance. The large differences in

range and timing of the tide between Buzzards Bay and

Cape Cod Bay cause strong currents in the canal. Tides

may lower the canal level 2 feet below mean low water

or even more if attended by heavy offshore winds.

(190) Daily predictions for the tidal current in Cape Cod

Canal at the railroad bridge are given in the Tidal Current Tables. Under ordinary conditions, the tidal current

has a velocity of 4.0 knots on the flood, which sets eastward, and 4.5 knots on the ebb, which sets westward.

(191) Due to the strong tidal currents in the canal, especially during spring tides, low-powered vessels should

await slack water or favorable current. Navigators are

warned to be on the alert for possible “bank suction”

and “bank cushion,” the effects of which may cause a

vessel to take a sudden and decided sheer.

Weather: Buzzards Bay and vicinity

(192) Fog is said to be less dense over Cape Cod Canal

than outside, but at times a water vapor rises from the

canal to such an extent that traffic has to be suspended.

The canal proper never has been closed by ice, but occasionally Buzzards Bay and Cape Cod Bay become so

congested with ice that navigation through the canal is

prevented.

North Atlantic Right Whales

(193) Endangered North Atlantic right whales have been

reported within the Cape Cod Canal and in the vicinity

of the Canal's east entrance. The Cape Cod Marine Traffic Controllers provide information regarding North

Atlantic right whale sightings and locations. The

Northeast Marine Pilots distribute educational material to mariners in an effort to reduce right whale ship

strikes. When right whales are present in Cape Cod Bay

(peak season: January through May), vessels transiting

Cape Cod Bay are urged to use Recommended Two-Way

Whale Avoidance Routes to reduce the likelihood of

collisions with right whales. (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: Cape Cod Canal and Buzzards Bay

(194) At the canal, Canal Traffic Control “WUA21” or

“Cape Cod Canal Control” monitors VHF-FM channels

16, 13 and 14; usually works on 14. The Masters of all

vessels required by the Coast Guard to carry a pilot are

required to notify Canal Traffic Control prior to entering the waterway with information as specified in Sec.

207.20 (k), Management of Vessels (see chapter 2).

(195) Pilotage is compulsory for Buzzards Bay for foreign

vessels of 350 gross tons or more, U.S. vessels under

register of 350 gross tons or more and towing vessels

in-tow with single hull tank barges carrying 5,000 barrels or more of petroleum and hazardous cargoes. Both

Federal and State Pilotage are available from Boston

Coastwise Pilots, Winthrop, MA 02152; telephone

617-510-0082, 508-801-4904; email: boscopilots@aol.com.

Twenty-four hour advance notice and 3 hour updates are

requested. Pilots are also available from Northeast Marine Pilots, Inc., Newport, RI, 02840; telephone

401-847-9050 (24 hours), 800-274-1216, FAX

401-847-9052; email: dispatch@nemarinepilots.com.

(196) The pilot boats NORTHEAST I and NORTHEAST III

serve the canal and are owned and operated by the

Northeast Marine Pilots, Inc. NORTHEAST I is a

38-foot boat with a black hull and white superstructure

and the word PILOT on both sides and NORTHEAST III

is a 33-foot boat with black hull and white superstructure.

(197) The pilot boats NORTHEAST II, NORTHEAST III

and NORTHEAST IV serve for boarding eastbound vessels. NORTHEAST II is a 47-foot boat and NORTHEAST

IV is a 52 foot boat; both have unpainted aluminum

hulls and superstructures with the word PILOT in red

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 227
on both sides. All Northeast pilot boats monitor

VHF-FM channels 16, 13 and 10, and work on 13 or 10.

(198) Pilots meet westbound vessels off the eastern entrance to the Cape Cod Canal in Cape Cod Bay, 1⁄2 mile

east of Lighted Bell Buoy CC, in approximate position

41°48.6'N., 70°27.0'W.

(199) Pilots meet eastbound vessels at the Brenton Reef

Pilots Station, about 1.5 miles eastward of Narragansett

Bay Entrance Lighted Whistle Buoy NB within an area

bounded by:

(200) 41°23.6'N., 71°22.4'W.,

(201) 41°22.6'N., 71°22.0'W.,

(202) 41°24.2'N., 71°20.0'W.,

(203) 41°22.6'N., 71°20.6'W. This pilot boarding area is

southward of a line extending from Point Judith to

Sakonnet Point.

(204) Pilots also meet vessels in the vicinity of Point Judith Lighted Whistle Buoy 2, within a 1-mile radius circle centered in 41°17.2'N., 71°30.4'W.

(205) Eastbound vessels can also meet pilots in the pilot

boarding area located about 1 mile NW of Buzzards Bay

Entrance Light Tower in about 41°23'48"N., 71°02'01"W.

(206) Pilot services are generally arranged for in advance

by ships’ agents or directly by shipping companies.

Launch service

(207) Launch service is also available; arrange through

Boston Coastwise Pilots or Northeast Marine Pilots,

Inc.

Towage

(208) Tugs to 2,200 hp are based at the village of Buzzards Bay; arrangements for their services are usually

made through ships’ agents. Tugs monitor VHF-FM

channel 13 when expecting a vessel, and use channel

18A as a working frequency.

Coast Guard

(209) Cape Cod Canal Coast Guard Station is on the east

side of the entrance to the canal about 1 mile northeastward of Sandwich Harbor.

Wharves

(210) State Pier, site of the Massachusetts Maritime

Academy, on the north side of Cape Cod Canal, 0.6 mile

below the railroad bridge at the village of Buzzards Bay,

is 600 feet long with about 25 feet alongside the berthing face. In August 1981, shoaling to 10 feet was reported in the basin off the berthing face in about

41°44'15"N., 70°37'35"W. In August 1981, the reported

controlling depth on the channel side of the pier was 25

feet. Permission to berth at the pier must be obtained

from the academy. Vessels should not attempt to go

alongside or leave the pier except at periods of slack

water. Passing vessels are requested to proceed slowly

to avoid damage to lines and other equipment at the

pier.

(211) The New England Petroleum Company mooring

platform, on the south side of Cape Cod Canal, 1.2

miles westward of Canal Breakwater Light 6, provides

berthing for tank vessels up to 750 feet long with drafts

of 40 feet. Vessels over 50,000 tons or 32-foot draft

moor at high water slack during daylight hours only.

Vessels under 50,000 tons moor at high water slack, day

or night. Petroleum products are pumped to storage

tanks ashore.

Supplies

(212) Gasoline, diesel fuel, water, ice, marine supplies,

and a paved ramp are available at the boat basin just inside the Cape Cod Bay entrance to the canal. Temporary

berthage and anchorage are also available at the basin.

Communications

(213) Information on operating conditions, widths,

depths, or other data on the canal is available at all

hours, day or night, by calling the canal office at Buzzards Bay (508-759-4431).

(214) Vessels which are to transit the Cape Cod Canal will

monitor channel 16 continuously to establish contact

with traffic controllers. The vessels will be asked to

switch to channel 12 or channel 14 as a working channel to pass information between the traffic controllers

and the vessel. However, channel 13 may be used only

when the above channels are not available.

(215) The radiotelephone at the Cape Cod Canal Office,

Buzzards Bay, Mass., is in continuous operation. Call

letters are WUA-21, and the frequencies are channels

13, 16, 12, and 14. Vessels equipped for communication

with the Cape Cod Canal Office are requested to keep

their radiotelephone tuned to these frequencies.

(216) Buttermilk Bay, at the northeast end of Buzzards

Bay, has depths of about 1 to 7 feet. A dredged marked

channel and Cohasset Narrows connect the bay with

Cape Cod Canal. In March 2004, the controlling depth

was 5 feet to the railroad bridge about 1.1 miles above

the channel entrance, except for severe shoaling at

midchannel and in the right quarter between Buoy 3

and Buoy 5. In 1992, a rock was reported just below the

railroad bridge in about 41°44'46"N., 70°37'22"W. Two

bridges cross Cohasset Narrows; the railroad bridge has

a bascule span with a clearance of 6 feet, but is kept in a

closed position and used as a fixed bridge. The highway

bridge, immediately above, has a fixed span with a

clearance of 9 feet. Several small piers for shallow-draft

boats are the only facilities in Buttermilk Bay. Gasoline

is available in the bay.

228 ■ Chapter 5 ■ Coast Pilot 2
(217) Butler Cove, on the western side of Cohasset Narrows southwesterly of the bridges, has depths of 3 to 5

feet.

(218) Onset Bay, between Sias Point on the north and

Hog Neck on the south, is the approach to the village of

Onset. A dredged marked channel leads westward from

Cape Cod Canal along the southerly side of the bay to a

turning basin off the village. Two anchorage areas, one

on each side of the channel, are at the head of the channel. In October 1995, the midchannel controlling

depth was 14 feet to the turning basin, thence depths of

13 to 15 feet were available in the basin; depths of 6 to 8

feet were available in the eastern anchorage basin with

71⁄2 feet available in the western anchorage basin.

(219) Wickets Island is a high and wooded islet in the

middle of the bay. The buoys in the entrance channel

are frequently towed under because of the strong currents. A rock, covered 8 feet, is near the channel entrance about 75 yards northeast of Hog Island Channel

Light 21. In 1981, two rocks, covered 4 to 5 feet, were

reported on the north edge of the channel between

Buoys 2 and 4; caution is advised.

(220) A special anchorage is in the northern part of Onset Bay. (See 110.1 and 110.45, chapter 2, for limits

and regulations.) Additional anchorages are available

at the head of the dredged channel.

(221) A 5 mph speed limit is enforced above Wickets Island.

(222) The Onset town wharf, on the north side of the

turning basin, has depths of about 14 feet at its face.

The harbormaster has an office at the wharf. The

harbormaster monitors VHF-FM channel 16 and uses

channel 9 as a working frequency; call sign KYQ-833.

Several small-craft facilities are on the north side of the

bay along the southwesterly side of Long Neck. (See the

small-craft facilities tabulation on chart 13229 for services and supplies available.) Onset has bus service.

(223) East River empties into Onset Bay southeast of Onset. A draft of 3 feet can be taken to an anchorage just

above the highway bridge which connects Onset and

Long Neck. The bridge has a fixed span with a clearance

of 11 feet.

(224) Stony Point Dike, a sandspit breakwater about 5

feet high, extends about 1.8 miles south-southwesterly

from Cedar Island Point to Abiels Ledge. The breakwater protects Hog Island Channel. Cleveland Ledge

Channel Range Front Light is on the outer end of the

breakwater. Abiels Ledge, between the channel and the

south end of the dike, is covered 3 feet. Dry Ledge, 1

mile northwestward of Abiels Ledge, bares at half tide;

it is marked by a buoy. Little Bird Island, 0.8 mile

northward, is surrounded by uneven bottom with

depths of 2 to 19 feet between it and the northerly shore

of Buzzards Bay.

(225) Wareham River, which empties into the northern

end of Buzzards Bay, is the approach to the town of

Wareham on the west bank. Great Hill, wooded, 124

feet high, and about 1.5 miles southward of Long

Beach Point, is prominent when approaching the river.

A brick stack and a standpipe in Wareham are conspicuous. The buoyed channel to the town is crooked and

twisting; in 1986, the controlling depth was about 4

feet from Wareham River Buoy 13 to the upstream

limit of the project. In October 1987, a sunken wreck

was reported in the vicinity of Wareham River Entrance

Buoy 10. A rock covered 6 feet is in the entrance about

350 yards south-southwest of Dry Ledge in about

41°41'59.9"N., 70°41'41.6"W., and several rocks and

shoal spots covered 9 to 14 feet are within 0.75 mile

west to southwest of the ledge. A shoal makes off southeasterly from Cromeset Point, 0.6 mile southward of

Long Beach Point. In August 1981, it was reported that

Long Beach Point covers at high water; caution is advised. The section near Quahaug Bar, north of Long

Beach Point, is subject to shoaling. Depths shoal to 2

and 3 feet close to the buoyed channel. Small craft

sometimes anchor just north of Long Beach Point.

Highway and railroad bridges over the river above the

wharves have 31-foot fixed spans with a clearance of 1

foot.

(226) The mean range of the tide at the entrance to

Wareham River is about 4.1 feet. The velocity of the

current is not great enough to materially interfere with

a sailing vessel having a good breeze. During the first

half of the ebb the current below the wharves of the

town sets across the flats westward of the channel, and

during the whole of the ebb it sets across the flats eastward of the channel below Long Beach Point. (See the

Tidal Current Tables for predictions.) The river ices

over for short periods during most winters.

(227) Vessels approaching Wareham River from Buzzards Bay pass 0.8 mile east of Bird Island Light and

steer 351° to the buoyed channel. Strangers should obtain local information regarding channel depths before

navigating the river.

(228) The depth at the Wareham town landing was reported to be about 41⁄2 feet in August 1981. The

Wareham Harbor Patrol patrols the harbor during the

summer boating season and enforces a speed limit of 5

knots. A boatyard, on the western side of Wareham

Neck about 0.3 mile below the bridges, has a marine

railway that can handle craft up to 45 feet for hull and

engine repairs or storage. Gasoline, diesel fuel, water,

marine supplies, and a 25-ton mobile hoist are available. In August 1981, depths of about 6 feet were reported alongside the boatyard service float. Wareham

has bus service.

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 229
(229) Marks Cove, on the west side of the channel to

Wareham River between Swifts Beach on the north

and Cromeset Neck on the south, has depths of 2 to 5

feet. The cove is used by small boats. In 1961, a 6-foot

channel was dredged by the State through the cove

from the 6-foot contour to Cedar Island at the entrance

to Cedar Island Creek.

(230) Weweantic River, entered southward of Cromeset

Neck, has a narrow and crooked channel partly obstructed by rocks. A reported depth of about 3 feet can

be carried past the rocks and as far as the highway

bridge, with local knowledge. The channel is not

marked. An overhead power cable crossing the river

about 1.4 miles above the mouth has a clearance of 51

feet. The highway bridge, which is 1.7 miles above the

mouth, has two fixed spans with a clearance of 5 feet.

The channel is through the northeasterly 45-foot span.

The river is navigable for 2 miles above the highway

bridge by small craft drawing less than 2 feet. A small

marina is just above the bridge. Gasoline, water, ice,

storage facilities, marine supplies, and hull and engine

repairs are available. A flatbed trailer at the marina can

haul out boats to 25 feet.

(231) From Wareham River to New Bedford the shore is

indented sharply by rocks and ledges extending offshore nearly 2 miles in places.

(232) Wings Cove, between Great Hill Point southeast of

Great Hill and Piney Point on the eastern side of

Sippican Neck, has depths of 8 to 17 feet in its outer

section. The cove affords protection from westerly

winds; it is used only by small local craft.

(233) Butler Point is at the southern tip of Sippican

Neck. Shoal water extends about 0.4 mile southward

from the point to Bird Island, a round, low flat island

marked by a light.

(234) Southward and westward of Bird Island are several

buoyed dangers. Bird Island Reef, covered 15 to 18

feet, is about 0.4 mile east-southeastward. About 0.5

mile southwestward is Centerboard Shoal, covered 12

feet. The Bow Bells, isolated shoals covered 11 to 18

feet, are about 0.6 to 1 mile southwest of Centerboard

Shoal. An unlighted gong buoy is about 1.15 miles

southward of Bird Island.

(235) Sippican Harbor, scene of much pleasure-boat activity, makes into the north shore of Buzzards Bay

about 3 miles southward of Wareham River. The harbor

is the approach to Marion, a small town on the western

shore. It is entered between Bird Island on the east and

Converse Point on the west. Prominent features include the abandoned lighthouse on Bird Island and the

conspicuous house and flagpole on Converse Point.

The standpipe on Sippican Neck can also be seen for a

considerable distance.

(236) The town dock at Marion, approached through a

channel marked by private seasonal buoys, has reported depths of 4 to 5 feet alongside. Two boatyards at

Marion provide limited guest moorings, electricity,

gasoline, diesel fuel, water, ice, marine supplies, a

pump-out station and a surfaced launch ramp. Mobile

hoists to 50 tons and dry winter storage are available;

hull, engine and electronic repairs can be made. In

June 2008, a reported depth of 6 feet could be carried to

the boatyard at the head of the harbor. The

harbormaster, who controls all mooring and anchoring

in the harbor, monitors VHF-FM channel 68.

(237) Mendells Rock and Seal Rocks are shoal, rocky areas, northward of Converse Point extending up to 0.2

mile off the west shore of the harbor. Planting Island, a

peninsula extending about 0.6 mile northwesterly from

Sippican Neck, is on the eastern side of the harbor. At

Ram Island, off Marion, the passage between the island

and the western shore is less than 275 yards wide. The

currents in the narrow portion of the channel have

considerable velocity at times. Little Island lies on the

western side of the channel about 0.2 mile northwestward of Ram Island. The buoyed channel has a reported

depth of about 12 feet from the entrance to Marion.

(238) Blankinship Cove and Planting Island Cove, on

the eastern side of Sippican Harbor, have a common

entrance northward of Ram Island. They have general

depths of 3 to 5 feet. Meadow Island separates the two

coves. Gibbs Rock, marked by a private seasonal

daybeacon, is 50 yards off the north point of Ram Island. A rock awash is charted 120 yards north of the

daybeacon.

(239) Hammett Cove in the northeastern part of

Sippican Harbor is shallow and used only by small local

craft. The approach to the cove is marked by private

seasonal buoys. Charted obstructions are close westward of the buoys.

(240) The mean range of tide at Marion is 4.0 feet. Ice

usually closes Sippican Harbor for about a month or

more each winter.

(241) Aucoot Cove, about 0.8 mile southwestward of

Sippican Harbor, has depths of 10 to 19 feet. A 4-foot

spot is near the center of the cove in about

41°40'23.2"N., 70°45'23"W., and the head of the cove is

foul. The harbor is protected from all winds except

southeast. An unmarked channel with depths of less

than 1 foot leads to a boatyard west of Haskell Island.

Local knowledge and a high tide are required to navigate to the boatyard, which can haul out craft up to 40

feet in length. The yard does general repairs and machine work. Gasoline, diesel fuel by truck, and marine

supplies are available. The other coves between

230 ■ Chapter 5 ■ Coast Pilot 2
Sippican and Mattapoisett Harbors are foul and seldom

entered.

Chart 13229

(242) Mattapoisett Harbor, about 3.5 miles southwest of

Sippican Harbor and 5 miles northeastward of New

Bedford Harbor, is the approach to the town of

Mattapoisett. The harbor is used by numerous yachts

during the summer. Although exposed to southeasterly

winds, the ledges at the entrance somewhat break the

sea from that direction. A light on Ned Point marks the

approach. A standpipe is in the town. Vessels anchor between Ned Point and the wharves in 13 to 17 feet.

(243) The entrance between Angelica Point and Strawberry Point on the east and Mattapoisett Neck on the

west is about 1.5 miles wide. A buoyed natural channel

leads through the numerous rocks and ledges in the

entrance to the anchorage area off the town. The channel has a depth of about 14 feet but because of the broken bottom, vessels should proceed with caution over

areas where the charted depths are not more than 6 feet

greater than the draft. Strangers should not attempt to

enter at night.

(244) There are many shoals and rocks, most of them

buoyed, off the points and in the entrance. Off the west

side of the entrance, Mattapoisett Ledge extends about

a mile southeasterly from Mattapoisett Neck. Nye

Ledge, covered 7 to 17 feet, about 0.4 mile southeastward of Mattapoisett Ledge, is marked by a seasonal

lighted bell buoy. In or near the entrance channel are

Gallatin Rock, covered 10 feet; Sunken Ledge, covered

3 feet; Snow Rock, covered 5 feet; and Barstow Rock,

covered 8 feet. Near the town wharf, a rock, covered 3

feet, is marked by a buoy.

(245) A special anchorage is in Mattapoisett Harbor. (See

110.1 and 110.45a, chapter 2, for limits and regulations.)

(246) The mean range of tide in the harbor is 3.9 feet. The

stone wharf at the town has a reported depth of 6 feet

alongside. Diesel fuel, gasoline, oil, water, ice, marine

supplies, and a surfaced ramp are available. A boatyard

in town can handle craft to 60 feet long and 7 feet in

draft at the town ramp. A 5 mph speed limit is enforced

in the mooring areas.

(247) A boatyard on the east side of the harbor provides

limited guest berths and moorings, electricity, gasoline, diesel fuel, water, ice, marine supplies, a

pump-out facility, a 35-ton mobile hoist, and storage

facilities; hull, engine, and electronic repairs are available. In June 2008, a reported depth of 5 feet could be

carried to the boatyard.

(248) Ram Island, about 1.5 miles southwestward of

Mattapoisett Harbor, is a low, grassy island connected

to Mattapoisett Neck by a narrow shoal. Rocks and

shoal water surround the island.

(249) Cormorant Rock, 0.9 mile southeastward of Ram

Island, bares at half tide and is marked by a daybeacon.

Ledges with very little water over them surround the

daybeacon at a distance of 150 yards. A rock, covered 12

feet, is about 0.2 mile northeastward of the daybeacon;

depths of 18 to 21 feet extend 0.2 mile southward. The

channel between the rock and Ram Island has depths of

about 15 feet.

(250) Nasketucket Bay is entered between Cormorant

Rock on the east and West Island on the west. Northward and westward of West Island the bay is greatly obstructed by rocks and small islands. Because of these

obstructions, only small craft proceed through the bay

to Little Bay, at the head, or up Nasketucket River. The

edges of Little Bay are foul, but excellent anchorage in

all but strong southerly winds is available in the center

of the bay in 3 to 6 feet, sticky mud. The entrance is

made treacherous by obstructions and wind and should

not be attempted without local knowledge. Numerous

rocks, including Whale Rock, are on the east side of

West Island at the entrance. A causeway connects the

western side of West Island with Long Island. A fixed

span in the causeway has a clearance of 5 feet. The

depth at the bridge is 6 feet. The approach from southward to the west side of West Island runs among many

sunken rocks and shoals, and is very dangerous. The

causeway between Long Island and Sconticut Neck, the

neck of land forming the east side of New Bedford Harbor, completely blocks passage between the two.

(251) Bare rocks and shoaling extend about 1 mile southerly of West Island, and from there to the New Bedford

Harbor entrance are numerous isolated rocks and

ledges, the most dangerous of which are buoyed.

Mosher Ledge, about 1.1 miles south of Wilbur Point,

has a least depth of 6 feet. Strangers should stay south

of the buoys marking these dangers.

(252) New Bedford Harbor, a tidal estuary at the mouth

of Acushnet River on the northwestern side of Buzzards Bay, is the approach to the city of New Bedford

and the town of Fairhaven. The harbor is about 166

miles from The Battery at New York via Long Island

Sound, and 83 miles from Boston via Cape Cod Canal.

The harbor includes all the tidewater lying northerly of

a line from Clarks Point at the southern extremity of

New Bedford to Wilbur Point at the southern end of

Fairhaven and extends to the head of navigation on

Acushnet River at Acushnet. The outer harbor consists

of the area south of the hurricane barrier at Palmer Island, and the inner harbor consists of the area north of

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 231
the barrier to a short distance above the New Bedford-Fairhaven Bridge.

(253) New Bedford is a manufacturing city on the west

side of the Acushnet River. Fairhaven is on the east side

of the river. Principal shipping includes receipt of general cargo and frozen fish; exports are general cargo.

Commercial fishing craft operate from the ports. The

deepest draft entering is about 30 feet at high water.

(254) The approach from Buzzards Bay and the entrance

to New Bedford Harbor are much obstructed by ledges

and shoals, between which are several channels leading

to the dredged entrance. The bottom is very broken,

characterized by large boulders; vessels should proceed

with caution when crossing areas off the general track

when the charted depths are not more than 6 to 8 feet

greater than the draft.

Prominent features

(255) From the main channel numerous landmarks can

be seen on the westerly side. Dumpling Rocks Light 5A

off Round Hill Point, about 3 miles west of the channel,

is conspicuous. About 0.5 mile westward of the radar

dome on Round Hill Point is a radio tower. Clarks

Point, on the west side of the channel, is marked by a

granite fort. About 0.7 mile northeast of the point is

Butler Flats Light near the edge of the shoal. A group of

three stacks is on the west side of the inner harbor. Although there are no landmarks on Sconticut Neck,

Fort Phoenix is a promontory fairly conspicuous just

east of the channel, almost opposite Palmer Island.

Several church spires are prominent in Fairhaven. A

tall radio tower is on Popes Island in the inner harbor.

A private light is on the northeast point of Palmer Island, about 0.2 mile inside the hurricane barrier. The

lights marking the eastern and western sides of the

hurricane barrier are also prominent.

(256) Butler Flats Light (41°36.2'N., 70°53.7'W.), a private aid 53 feet above the water, is shown from a white

conical tower on a black cylindrical pier about 0.7 mile

north-northeast of Clarks Point.

COLREGS Demarcation Lines

(257) The lines established for Buzzards Bay and Vineyard Sound are described in 80.145, chapter 2.

Channels

(258) A Federal project provides for a 30-foot deep channel from Buzzards Bay to the turning basin just above

the New Bedford-Fairhaven Bridge. (See Notice to Mariners and latest edition of charts for controlling

depths.) The 350-foot-wide channel is constricted to

150 feet by a hurricane barrier across the inner harbor,

protecting New Bedford Harbor, extending from the

western shore over Palmer Island to Fort Phoenix on

the east. The 150-foot gated opening will be kept in the

open position during fair weather, but is closed during

periods of high winds or high tides, or when a hurricane is expected. Lights marking the eastern and western sides of the opening are shown from the top of each

of the two gate operations houses, 48 feet above the water. A fog signal is sounded from the west barrier light.

(259) Hurricane barrier traffic lights are displayed on the

north side of the smaller, northerly house on the west

side of the entrance and adjacent to the old fort at

Clarks Point. Green lights are displayed when the gate

is open. Red lights are displayed from 20 minutes before the start of closing the gate through reopening. In

addition to the traffic lights, three flashing white strobe

lights are shown; two from atop the west barrier operating house, one facing toward the harbor and one facing toward the bay, and a third light facing toward the

bay adjacent to the old fort at Clarks Point. These synchronized lights flash every 20 seconds, but flash every

2 seconds from 20 minutes before the start of closing

the gate through reopening.

(260) The controlling depth above the turning basin to

the Coggeshall Street Bridge is about 15 feet. Above

that point in Acushnet River there is little traffic except

by launches and small craft.

Routes

(261) The main channel to New Bedford Harbor is from

Buzzards Bay Midchannel Lighted Bell Buoy BB

(41°30'33"N., 70°49'54"W.) through the buoyed channel eastward of Negro Ledge.

(262) There are several other passages with least depths

of about 21 feet that lead from Buzzards Bay to New

Bedford Harbor west of the main channel. However,

they are not as well marked as the main channel; unmarked shoals with depths of 9 to 18 feet are near the

course lines.

(263) From a position about 0.3 mile south of Mishaum

Ledge Lighted Gong Buoy 5 (chart 13230), a course can

be set to pass about 500 yards east of Dumpling Rocks

Light 5A to about 500 yards northwest of Decatur Rock

Buoy 12, thence on a 006° course to join the main

channel near Butler Flats Light.

(264) An alternate approach can be made from a position

about 0.3 mile southeastward of Wilkes Ledge Lighted

Buoy 7 on a course of 004° to join the main channel

near Butler Flats Light. The high elevated tank at Fairhaven is a good leading mark for this leg.

(265) Strangers should not attempt to enter New Bedford

Harbor except in clear weather when the aids are visible. Vessels should proceed with caution where the

charted depths are less than 6 to 8 feet greater than the

draft, because of the broken character of the bottom.

232 ■ Chapter 5 ■ Coast Pilot 2
Anchorages

(266) Before proceeding into New Bedford Harbor, vessels occasionally anchor in depths of 20 to 30 feet about

0.7 mile south of Clarks Point. Two general anchorages

are in the outer harbor. (See 110.1 and 110.140 (a)

and (d), chapter 2, for limits and regulations.) In the

inner harbor vessels may anchor in the two dredged anchorage areas on either side of the channel in depths of

25 to 30 feet.

Dangers

(267) The entrance to New Bedford Harbor is full of rocks

and ledges, some covered 3 feet or less. Obstructions

near the entrance passages are marked with buoys. The

chart is the best guide.

(268) Dumpling Rocks, bare and covered, extend 0.4

mile southeastward from Round Hill Point. A light is

on the easterly rock. A buoy marks the southeastern

portion of the shoal area around the rocks, and a gong

buoy is about 400 yards east of the light.

(269) Wilkes Ledge, 1.8 miles southeastward of Round

Hill Point, is the southernmost danger at the entrance

to the harbor. It is covered 9 feet with a wreck near the

easterly part; a lighted buoy is close south-southwestward of the wreck.

Bridges

(270) Four bridges cross Acushnet River at New Bedford.

The first, the US6/New Bedford-Fairhaven Bridge, has a

swing span with a clearance of 6 feet. (See 117.1

through 117.59 and 117.585, chapter 2, for drawbridge regulations.) The bridgetender monitors VHFFM channel 16 and works on channel 13; call sign

WHH-238. About 1 mile above this drawbridge is the

Coggeshall Street Bridge, which has a fixed span with a

clearance of 8 feet. A highway bridge with a fixed span

and a clearance of 8 feet is just below the Coggeshall

Street Bridge. About 1.3 miles above the Coggeshall

Street Bridge is a fixed bridge with a clearance of 6 feet.

Tides

(271) The mean range of tide is 3.7 feet.

Currents

(272) Tidal currents are weak. From a series of current

observations, conducted by the Corps of Engineers

over a 2-day period in October 1965 at the center of the

navigation opening of the New Bedford Hurricane Barrier, it was revealed that the maximum flooding and

ebbing velocities were about 2.4 knots; average flood

setting 344° and the ebb 144°. During flooding or ebbing a slight set towards the east barrier abutment may

be experienced. During this same period it was further

revealed that the time of slack water occurred about 30

minutes before the time of low or high water; that the

maximum ebbing velocity occurred about 2 hours after

the time of high tide; that the maximum flooding velocity occurred about 4 hours after the time of low tide;

and that, generally, the maximum current occurred at

about the same time as the most rapid change in the

vertical height of the tide was taking place.

Weather, New Bedford Harbor and vicinity

(273) The prevailing winds during the winter are from

north to west, and during the summer from south to

southwest. Thick fog is reported to close in quickly

with little warning in New Bedford Harbor.

Ice

(274) The channels and anchorage area usually are navigable throughout the year, although in prolonged periods of extreme cold weather the harbor as well as all of

Buzzards Bay may be closed to navigation because of

ice. Such conditions are infrequent and of short duration. Steamers generally can make their way through

the ice in the harbor.

Pilotage, New Bedford

(275) Pilotage is compulsory for foreign vessels of 350

gross tons or more and U.S. vessels under register of

350 gross tons or more. Pilotage for New Bedford is

available from Northeast Marine Pilots, Inc., Newport,

RI 02840; telephone 401-847-9050 (24 hours), 800-

274-1216; FAX 401-847-9052; email: dispatch@nemarinepilots.com.

(276) Pilots meet westbound vessels off the eastern

entrance to the Cape Cod Canal in Cape Cod Bay, 1⁄2

mile east of Lighted Bell Buoy CC, in approximate

position 41°48.6'N., 70°27.0'W.

(277) Pilots meet eastbound vessels at the Brenton Reef

Pilot Station, about 1.5 miles eastward of Narragansett

Bay Entrance Lighted Whistle Buoy NB within an area

bounded by

(278) 41°23.6'N., 71°22.4'W.,

(279) 41°22.6'N., 71°22.0'W.,

(280) 41°24.2'N., 71°20.0'W.,

(281) 41°22.6'N., 71°20.6'W. This pilot boarding area is

southward of a line extending from Point Judith to

Sakonnet Point. Should weather or other conditions

prevent pilot boarding in the above location, other arrangements may be made with the pilot office.

(282) The pilot boats NORTHEAST I and NORTHEAST III

serve the canal and are owned and operated by Northeast Marine Pilots, Inc. NORTHEAST I is a 38-foot boat

with black hull and white superstructure and the word

PILOT on the sides; NORTHEAST III is a 33-foot boat

with black hull and white superstructure.

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 233
(283) The pilot boats NORTHEAST II, NORTHEAST III

and NORTHEAST IV serve for boarding eastbound vessels. NORTHEAST II is a 47-foot boat and NORTHEAST

IV is a 52 foot boat; both have unpainted aluminum

hulls and superstructures with the word PILOT in red

on both sides. All Northeast pilot boats monitor

VHF-FM channels 16, 13 and 10, and work on 13 or 10.

(284) Pilot services are generally arranged for in advance

by ships’ agents.

Towage

(285) Oceangoing vessels usually require tug assistance

when docking and undocking. Tugs up to 2,200 hp are

based at New Bedford, and arrangements for their services are usually made through ships’ agents. Tugs

monitor VHF-FM channel 13 when expecting a vessel

and use channel 18A as a working frequency.

(286) New Bedford is a customs port of entry.

Quarantine,customs,immigration,and agricultural

quarantine

(287) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(288) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(289) New Bedford has several hospitals.

(290) Coast Guard vessels moor at the State Pier.

Harbor regulations

(291) The New Bedford Harbor Development Commission, through the harbormaster, enforces the harbor

regulations. The State Pier Traffic Manager is the State

authority who directs anchoring, berthing, and movement of vessels, and discharging operations at the State

Pier. Vessels are expected to proceed slowly in the vicinity of the piers. State laws forbid pollution and dumping

of refuse and rocks inside the harbor. The harbormaster has an office just north of the State Pier.

Wharves

(292) The New Bedford waterfront has many piers and

wharves. The fishing industry uses most of these facilities. Only the deep-draft facilities are described, and the

alongside depths for these facilities are reported; for information on the latest depths contact the operator. All

of the facilities described have highway connections,

and most have rail connections. Water is available at

most piers and wharves. Cargo in the port is usually

handled by ship’s tackle. A 250-ton floating “A” frame

derrick is available for heavy lifts by prior arrangement.

(293) New Bedford South Terminal Wharf: 500 yards

westward of Palmer Island; 1,600 feet long; 30 feet

alongside; 250,000 cubic feet of refrigerated storage;

receipt of seafood products; owned by several seafood

companies.

(294) Commonwealth Edison Co. Pier: 300 yards northward of South Terminal Wharf; north side 740 feet

long, with dolphins; 30 feet alongside; receipt of petroleum products; vessels usually berth with bow inshore;

owned by Commonwealth Electric and operated by

New England Petroleum Corp.

(295) State Pier: 500 yards northward of New Bedford

Gas and Edison Light Co. Pier; face 450 feet long, north

side 600 feet long, south side 775 feet long; 30 feet

alongside; 125,000 square feet covered storage; receipt

and shipment of general cargo; owned and operated by

the Commonwealth of Massachusetts, Division of Waterways.

(296) Maritime Terminal Wharf: westward of Fish Island;

600 feet long; 31 feet alongside; 3 million cubic feet of

refrigerated storage; receipt of frozen food, fish, and

chilled foodstuffs; shipment of general cargo; owned

and operated by Maritime Terminal, Inc.

(297) Bridge Terminal Wharf: northeast side of Fish Island; 450 feet long; 28 feet alongside; 500,000 cubic feet

of refrigerated space; receipt of frozen and chilled foodstuffs; owned and operated by Bridge Terminal, Inc.

(298) Frionor Processing and Distribution Center Wharf:

200 yards northwest of Fish Island; 580 feet long; 25 to

28 feet alongside; 63,400 square feet of refrigerated

space, 57,500 square feet of freezer space, 34,700

square feet of covered storage space; receipt of frozen

fish; owned and operated by Frionor Norwegian Frozen

Fish Ltd.

(299) New Bedford North Terminal Wharf: 400 yards

northwest of Fish Island; 1,000 feet long; 30 feet alongside; 14 acres of open storage; owned by New Bedford

Harbor Development Commission and operated by various tenants.

Supplies

(300) Gasoline, diesel fuel, water, provisions, and marine

supplies of all kinds are available. Diesel oil and marine

bunker fuels are available by truck. The water is excellent for drinking and boiler use; a water boat services

craft at anchor.

Repairs

(301) There are several boatyards at Fairhaven that can

make hull, engine, and electronic repairs; storage facilities are also available. The largest marine railway in

the area can handle vessels up to 210 feet. Lifts to 90

tons are available. Several repair firms in New Bedford

are available for above-the-waterline repairs and engine repairs. Derrick lighters, some with air compressors and diving equipment, are also available.

234 ■ Chapter 5 ■ Coast Pilot 2
Communications

(302) There is only rail freight service to Boston and frequent bus service to Providence, Boston, and New York.

A mail and passenger boat makes trips to Cuttyhunk

twice weekly in the winter and daily in the summer.

Seasonal passenger ferry service is also available to

Martha’s Vineyard. Air service is available to Boston,

New York, Martha’s Vineyard, Nantucket, and Cape

Cod.

(303) The coast between New Bedford Harbor and the entrance of Sakonnet River is fringed with extensive

shoals, many of them rocky and a considerable number

of them well offshore. The entrances to several inlets

are shoal and are used only by local fishing and pleasure boats.

(304) Clarks Cove, between New Bedford Harbor and

Apponagansett Bay, affords anchorage in depths of 12

to 22 feet. It is exposed to southerly weather and is seldom used. Several small piers can accommodate small

craft. Several rocks are off Moshers Point on the west

side of the cove.

(305) Apponagansett Bay, about 2 miles southwestward

of Clarks Point, shelters numerous pleasure craft and a

few fishermen in the summer, but the bay is insecure in

southeasterly gales. Nonquitt and Bayview are villages

on the south side of the entrance and South

Dartmouth is on the northerly shore. Padanaram

Breakwater is marked on the southern end by a light.

The approach to the bay is obstructed by numerous

ledges and rocks, and strangers should enter only in

the daytime with clear weather. Inside the breakwater,

the channel is marked by buoys. Dartmouth Rock, covered 4 feet, is on the northeast side of the channel. Private seasonal anchorage buoys mark the area off South

Dartmouth, which is usually very crowded in the summer. A highway bridge at the village has a swing span

with a channel width of 31 feet and a clearance of 8 feet.

(See 117.1 through 117.59 and 117.587, chapter 2,

for drawbridge regulations.) Above the bridge, small

craft anchor in a narrow channel near the eastern

shore.

(306) The harbormaster controls anchoring and berthing in the harbor and can be contacted through the police department or VHF-FM channel 16. The speed

limit in the harbor is 5 mph.

(307) Southward of the bridge is a landing at a Yacht Club

with reported depth of 10 feet alongside. Diesel fuel,

gasoline, water, ice, and some marine supplies are

available. Two nearby boatyards and a marina can provide limited guest berths, storage, complete marine

supplies, and hull, engine, electronic, rigging, and sail

repairs. The largest marine railway can handle craft to

55 feet; mobile hoists to 35 tons are also available. In

August 1981, depths of 3 to 11 feet were reported at the

slips.

(308) Round Hill Point, about 3.5 miles southwestward

of Clarks Point, is marked by a prominent round hill on

which is a white tower and a radar installation. Care

should be taken not to confuse this tower with Dumpling Rocks Light 5A. Westward of the hill is a radio

tower.

(309) Between Round Hill Point and Salters Point, 1.1

miles southwestward, Hunts Rock Breakwater extends

270 yards in a northeast-southwest direction.

(310) Mishaum Point, 1.9 miles southwestward of Round

Hill Point, is the southern point of Smith Neck. Shoal

water extends about 0.2 mile off the point.

Chart 13228

(311) Slocums River, westward of Mishaum Point, has a

bar at the entrance nearly bare at low water. The

channel inside is narrow, unmarked, and little used.

Slocums Ledge, extending 0.6 mile westward of Mishaum

Point, covered 2 to 7 feet, is marked by a buoy. Pawn

Rock uncovers 3 feet and is 0.2 mile easterly of Barneys

Joy Point, the point on the west side of the river entrance.

(312) Gooseberry Neck, about 4 miles southwestward of

Mishaum Point, is marked by several prominent towers. The neck, irregular and elongated, extends about 1

mile southward from Horseneck Beach to which it is

joined by a narrow roadway over rock fill. The water

surrounding the neck is very foul.

(313) Hen and Chickens and the dangers southward of it

have been previously discussed under the entrance to

Buzzards Bay.

(314) In addition to Hen and Chickens, numerous rocks

and reefs surround Gooseberry Neck. Shoal water extends 0.6 mile southwestward of the neck to Lumber

Rock, covered 4 feet and marked by a buoy, and over 0.5

mile westward to Browing Ledge, covered 6 feet. Little

Southwest Rock is about 0.3 mile northeastward of

Lumber Rock.

(315) Westport River empties into the large bight between Gooseberry Neck and Sakonnet Point (chart

13221). The mouth of the river is between Horseneck

Point, 2.7 miles northwest of Gooseberry Neck, and

The Knubble, a protruding mound of granite marked

by a light about 0.2 mile south of Horseneck Point. The

river is the approach to Westport Harbor, the area just

inside the entrance; the village of Westport Point, on

the north shore of the east branch of the river; and the

village of Acoaxet, westward of The Knubble. Fishing

and pleasure boats use the river as far as Westport

Point.

Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 235
(316) The bar and entrance channels are marked by

buoys. The entrance channel is narrow and crooked. In

September–December 2007, the bar and entrance

channels had controlling depths of 8.2 feet over the bar

and 9.0 feet in the entrance. Depths over the bar are

continually changing, and local information should be

obtained as to depths and best water. Numerous rocks

are in the channel below the bridge at Westport Point;

caution is advised.

(317) Boats should not try to enter during strong southerly winds as heavy seas break over the entrance bar.

About 1 mile above the entrance the river divides into

two branches. The west branch is shallow, with a narrow channel marked by private seasonal buoys, and is

used by local craft to opposite Toms Point, about 1.6

miles above the entrance. Above the Westport Point

bridge, the east branch is marked by private seasonal

buoys as far as the Hix Bridge, 4.7 miles above Westport

Point. A reported depth of about 4 feet can be carried to

this bridge with local knowledge.

(318) A highway bridge with a 49-foot bascule span and a

clearance of 21 feet at the center crosses the river at

Westport Point, about 2 miles above the mouth. (See

117.1 through 117.59 and 117.620, chapter 2, for

drawbridge regulations.) Hix highway bridge, about 6

miles above the mouth, has a 35-foot fixed span with a

clearance of 3 feet. An overhead power cable on the

north side of Hix bridge has a clearance of 37 feet.

(319) Approaching Westport River, boats must take care

to pass westward of the dangers off Gooseberry Neck

and eastward of the dangers off the river entrance. Numerous rocks and ledges are southward of the entrance

to the river. Twomile Rock, 1 mile southeastward of

Westport Harbor Entrance Light 5 on The Knubble, is

marked by a daybeacon. Shoals with depths of 5 to 18

feet are southeasterly of the rock. A buoy is 0.35 mile

south-southeast of the rock. Halfmile Rock, 3 feet

high, is 325 yards southeast of the light on The

Knubble. The shoal water surrounding the rock is

marked by a buoy. The area south of The Knubble is

very foul. Other unmarked dangers include Twomile

Ledge, extending 1 mile south of The Knubble, and covered 2 to 12 feet; Joe Burris Ledge covered 14 feet, midway between Halfmile Rock and Twomile Rock, and

Pinetree Ground, about 1 mile south of Twomile Rock,

covered 25 to 30 feet.

(320) The shore in this vicinity should be given a berth of

about 1.3 miles to avoid numerous rocks and ledges

extending about 1 mile offshore for 2.5 miles westward

of Westport Harbor.

Tides and currents

(321) The mean range of tide is 3.0 feet. The tidal current

in the entrance has a velocity of 2.5 knots, and caution

is recommended when navigating the river. (See the

Tidal Current tables for predictions.)

(322) Two piers, used by fishing and pleasure boats, are at

Westport Point. These piers have reported depths of

about 10 feet at their faces. Berthing at the piers is under the control of the harbormaster, who can be contacted through the town hall or police department.

(323) A 5 mph speed limit is enforced in the harbor.

(324) A boatyard and a marina are in the harbor. The

boatyard is on Horseneck Point about 0.5 mile west of

the highway bridge. The marina is on Westport Point

about 0.1 mile west of the highway bridge. Berths,

moorings, gasoline, diesel fuel, water, ice, launching

ramps, and marine supplies are available. The largest

marine railway is at the boatyard and can handle craft

up to 60 feet for hull and engine repairs and dry open or

covered storage.

No-Discharge Zone

(325) The State of Massachusetts, with the approval of

the Environmental Protection Agency, has established

a No-Discharge Zone (NDZ) in the coastal waters of

Westport. The NDZ includes Westport Harbor and the

East and West Branches of the Westport River (see

chart 13228 for limits).

(326) 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).

(327) Quicksand Point is about 1.5 miles west of The

Knubble. The boundary line between Massachusetts

and Rhode Island is near the point. Cutty Wow Rock,

awash at low water, is 1 mile southwestward of the

point.

(328) Briggs Point, 2 miles southwestward of Quicksand

Point, is surrounded by shoals and rocks. Halfway

Rock, 2 feet high, is 0.4 mile southeastward of the

point.

236 ■ Chapter 5 ■ Coast Pilot 2
Vineyard Sound and Buzzards Bay ■ Chapter 5 ■ 237
238 ■ Chapter 6 ■ Coast Pilot 2

MASSACHUSETTS

13224

13221

13223

Rhode Island

Massachusetts

RHODE ISLAND

13226

13227

RHODE ISLAND SOUND

13221

Sakonnet Point

Patience Island

Hope Island

Davisville Depot

Quonset Point

Wickford

Beavertail Point

Narragansett

Bay

Providence

Bristol

Fall River

Newport

Rhode Island

Hog Island

West

Passage

East

Passage

Conanicut

Island

Prudence

Island

Greenwich Bay

Sakonnet

River

71°20’ 71°10’

41°45’

41°30’

Bristol Neck Mount Hope Bay

Taunton River 13225

Providence

River

Bristol

Harbor

Warwick

Neck

HARBOR CHARTS (outlined in red) - scales 1:50,000 and larger.

CONVENTIONAL CHARTS

These specially designed charts are published with small craft information

and are labeled in green

SMALL-CRAFT CHARTS AND MARINE FACILITIES CHARTS

COAST CHARTS (outlined in purple) - scales from 1:50,001 to 1:150,000.

GENERAL CHARTS (outlined in purple) - scales from 1:150,001 to 1:600,000.

Note: not all charts are shown
Narragansett Bay

(1) This chapter describes the Sakonnet River,

Narragansett Bay, Mount Hope Bay, and Taunton and

Providence Rivers. Also discussed are the ports of Newport, Fall River, and Providence, as well as the numerous other yachting and fishing centers in this area.

COLREGS Demarcation Lines

(2) The lines established for this part of the coast are

described in 80.145, chapter 2.

Charts 13221, 13218

(3) Narragansett Bay, opening into the north side of

Rhode Island Sound 17 miles westward of Buzzards

Bay entrance, is the approach to the cities of Newport,

Providence, Fall River, and Taunton, as well as numerous towns and villages. Rhode Island (Aquidneck Island), the largest island in the bay, forms the eastern

shore of the bay proper. The entrance is between

Brenton Point, the southwestern part of Rhode Island,

on the east, and Point Judith Neck on the west. The bay

is about 18 miles long from the entrance to the mouth

of Providence River. Navigation of the bay is easy during day or night in clear weather as it is marked by navigational aids. The large Conanicut Island and

Prudence Island, and several smaller islands, divide

the bay into two passages. Sakonnet River, although

not a part of Narragansett Bay, is included with it in the

following discussion.

(4) East Passage is good for a least depth of about 60

feet for about 11 miles up the marked channel to the

entrance of the dredged channel to Providence. West

Passage is the approach to Dutch Island Harbor,

Wickford, Greenwich Bay, and Providence River. Vessels of over 16-foot draft rarely go above Dutch Island

Harbor without a pilot, but vessels of 16-foot draft or

less should have no difficulty in going to the head of the

bay and Providence River. Sakonnet River is good for a

depth of 18 feet from the mouth to Mount Hope Bay.

(5) Traffic Separation Scheme Narragansett Bay has

been established in the approach to Narragansett Bay

through Rhode Island Sound. (See charts 13223, 13221,

13218, 12300.)

(6) The Scheme is composed basically of directed traffic lanes each with one-way inbound and outbound

traffic lanes separated by a defined traffic separation

zone, and two precautionary areas, one at the southern

end and the other at the northern end of the directed

traffic lanes and separation zones. The Scheme is recommended for use by vessels approaching or departing

from Narragansett Bay, but is not necessarily intended

for tugs, tows, or other small vessels which traditionally operate outside of the usual steamer lanes or close

inshore.

(7) 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 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.)

(8) The southern precautionary area in the southwest

part of Rhode Island Sound has a radius of 5.4 miles

centered on 41°06'06"N., 71°23'22"W., excluding those

areas of the circle bounded by imaginary lines extending between the outer limits of the inbound and outbound traffic lanes. (Note that the southern

precautionary area is common to the Traffic Separation

Schemes for the approaches to both Narragansett Bay

and Buzzards Bay.) The Traffic Separation Scheme for

the approach to Buzzards Bay is described in chapter 5.

(9) The separation zone is a 2-mile-wide zone centered

upon the following positions:

(10) (i) 41°22'39"N., 71°23'22"W.,

(11) (ii) 41°11'07"N., 71°23'22"W.

(12) The inbound traffic lane is a 1-mile-wide lane with

a length of about 11.5 miles. Entering the traffic lane at

a point in about 41°11'06"N., 71°21'24"W., a course of

000° follows the centerline of the traffic lane to a junction with the northern precautionary area.

(13) The outbound traffic lane is a 1-mile-wide lane

with a length of about 11.5 miles. Entering the traffic

lane at a point in about 41°22'39"N., 71°25'24"W., a

course of 180° follows the centerline of the traffic lane

to a junction with the southern precautionary area.

Narragansett Bay ■ Chapter 6 ■ 239
(14) The northern precautionary area has a 3.55-mile

radius centered on a point in about (41°25'35"N.,

71°23'22"W.), excluding those areas of the circle

bounded by imaginary lines extending between the

outer limits of the inbound and outbound traffic lanes.

(15) A 2-mile-wide restricted area extends from the

northern limits of the Narragansett Bay Approach traffic separation zone to 41°24.7'N. This restricted area

within the precautionary area will only be closed to vessel traffic by the Naval Undersea Warfare Center Division, Newport, during periods of daylight and optimum

weather conditions for torpedo range use. The closing

of the restricted area will be indicated by the activation

of red flashing lights on naval vessels supporting the

torpedo range activities. There would be no vessel restrictions expected during inclement weather or when

the torpedo range is not in use.

(16) The Traffic Separation Scheme is not buoyed. A

group of buoys within the separation zone and the precautionary area mark the torpedo range; these buoys

are not related to the Scheme.

(17) Narragansett Bay Entrance Lighted Whistle Buoy

NB (41°23'00"N., 71°23'24"W.) is at the north end of

the separation zone and is equipped with a racon.

(18) A safety zone has been established about 2 miles

northward of Buoy NB for Liquefied Petroleum Gas

(LPG) vessels. (See 165.20, 165.23, and 165.121,

chapter 2, for limits and regulations.)

(19) Recommended Vessel Route (Narragansett Bay)

has been established in the approach to Narragansett

Bay through Rhode Island Sound.

(20) The U.S. Coast Guard Captain of the Port, Providence, in cooperation with the Southeastern Massachusetts and Rhode Island Port Safety and Security

Committees, has established a Recommended Vessel

Route for deep draft vessels and tugs/barges transiting

Rhode Island Sound, Narragansett Bay, and Buzzards

Bay. Deep draft vessels and tugs/barges are requested to

follow the designated routes. These routes were designed to provide safe, established routes for these

vessels, to reduce the potential for conflict with recreational boaters, fishing gear, and other small craft, and

to reduce the potential for grounding or collision. 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 the route. Small

vessels should exercise caution in and around the Recommended Vessel Routes and monitor VHF channels

16 or 13 for information concerning deep draft vessels

and tugs/barges transiting these routes.

Security Broadcast System, Narragansett Bay

(21) In conjunction with various maritime interests,

the Coast Guard has developed a system of recommended radiotelephone procedures for Narragansett

and Mount Hope Bays 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

(156.65 MHz) 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.

(22) Inbound vessels should make Security calls when

abeam of Narragansett Bay Entrance Lighted Whistle

Buoy NB, when off Castle Hill Light, and when at the

south end of Prudence Island (state whether bound for

Providence or Fall River). The call at Castle Hill Light

alerts outbound vessels so that they can pass East Passage Lighted Bell Buoy 11 close aboard, as during ebb

current they tend to be set toward the center of the

channel. Vessels bound for Providence should make additional Security calls when off Popasquash Neck and

when approaching Bullock Point Light BP. Vessels

bound for Fall River should call Brightman Street

Bridge when they enter Mount Hope Bay to allow sufficient time for opening of the bridge.

(23) Vessels outbound from Providence should make

Security calls when leaving their dock and when off

Popasquash Neck. Vessels outbound from Fall River

should make calls when leaving their dock, when approaching Mount Hope Bridge, and when off Gould Island.

Anchorages

(24) The principal anchorages for vessels seeking shelter are Newport Harbor in the East Passage and Dutch

Island Harbor in the West Passage. These harbors afford anchorage with good holding ground for

deep-draft vessels, and are sometimes used by coasting

vessels on the passage between Vineyard Sound and

Long Island Sound. Good anchorage will be found almost anywhere in the bay under the lee of islands or the

shore, where vessels becalmed or at night frequently

anchor. Point Judith Harbor of Refuge is just west of

Point Judith. General and explosives anchorages are in

Narragansett Bay. (See 110.1 and 110.145, chapter 2,

for limits and regulations.)

240 ■ Chapter 6 ■ Coast Pilot 2
Routes

(25) Vessels approaching from eastward should shape

their approach to pass well south of Seal Ledge and

Brenton Reef. Brenton Reef and other dangers on the

easterly side of the entrance will be avoided by keeping

Castle Hill Light bearing eastward of 003° and passing

westward of the lighted whistle buoy and the gong buoy

off Brenton Reef and the bell buoy off Butter Ball Rock.

Approaching from westward, from a position with

Point Judith Light bearing 344° distant 2 miles, vessels

may steer 028° for about 9 miles to a position 0.5 mile

west of Castle Hill Light, thence follow the navigational

lights in the bay. The recommended route, however, for

deep-draft vessels is via the Narragansett Bay Approach

Traffic Separation Scheme, which is described earlier

in this chapter.

Tides

(26) The tidal movement in Narragansett Bay with its

vertical and horizontal constituents–tide and current,

respectively–is a continuation of the tide wave of the

Atlantic Ocean. This wave sweeps into the three entrances between Sakonnet Point and Point Judith and

continues up the bay and into each of its tributaries until stopped by rapids or other obstructions. As is usual

when oceanic tidal movements enter inland waterways,

the nature of the movement is modified by the hydrographic features encountered. In this area the local features are such that the current movement in particular

is subject to considerable distortion. The mean range of

the tide varies from about 3.5 feet at the entrance to 4.6

feet at Providence. (See the Tide Tables for predictions.)

Currents

(27) The flood current in Narragansett Bay frequently

has two maximums of velocity separated by a minimum

velocity which at times becomes an ebb flow. Over the

greater part of the bay, the usual maximum flood or ebb

velocity is from 0.2 knot in the broad portions of the

waterways to 1.5 knots in the more constricted sections. Velocities of about 1.4 knots occur at the bridges

in Seekonk River, a velocity of about 1.7 knots in the

narrows at the mouth of Kickamuit River, and a velocity of 2.3 to 2.7 knots at the bridges in Sakonnet River.

In Sakonnet River, from the highway bridge to its

mouth, current velocities are small, being generally

less than 0.5 knot. (See the Tidal Current Tables for predictions, and the Tidal Current Charts, Narragansett Bay,

for hourly velocities and directions of the current.)

Weather, Narragansett Bay and vicinity

(28) In the entrance to the bay and its approaches, fogs

are more prevalent from April to October. The fogs are

brought in by winds from east through south to

southwest and are cleared off by northerly and westerly

winds. The usual duration of the fog is 4 to 12 hours,

but periods of 4 to 6 days have been known with only

short clear intervals. The head of the bay will sometimes be free from fog while the entrance is completely

shut in.

(29) Navigation of the bay and its tributaries is sometimes impeded by floating ice and in severe winters by

packs of field ice. The ice which breaks up in Providence River and Mount Hope Bay is set by north and

northeast winds down the bay through East Passage. If

there is much ice, a gorge is sometimes formed at Fort

Adams, but it is of short duration. The passages are

rarely closed for any length of time below Gould Island

in the East Passage and Dutch Island in the West Passage. During January and February, Mount Hope Bay,

Bristol Harbor, Warren, Providence River, Greenwich

Bay, and Wickford are usually closed to sailing vessels

unaided by power. The inner harbor of Newport is also

sometimes closed during these months with the exception of a channel kept open by vessels. It can get nasty

at the mouth of Narragansett Bay when strong winds

oppose the currents. Rounding Point Judith can be

rough or interminable, due to the confluence of tidal

currents. Also local wind conditions can cause the tide

to turn earlier or later than predicted in the tables.

North Atlantic Right Whales

(30) Endangered North Atlantic right whales may occur

in the Narragansett/Buzzards Bay Traffic Separation

Scheme (peak season: November though April). The

Northeast Marine 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

right whales.)

(31) The Narragansett Bay National Estuarine Research Reserve, a Marine Protected Area (MPA), includes the waters around Prudence, Patience, Dyer,

and Hope Islands in Narragansett Bay. Cape Cod South

Closure Area includes inshore waters of Narragansett

Bay and offshore Federal waters of the south coasts of

Massachusetts and Rhode Island. (See Appendix C, for

additional information.)

Pilotage, Narragansett Bay and Other Rhode

Island Waters

(32) Pilotage is compulsory for foreign vessels and U.S.

vessels under register when entering and departing

Narragansett Bay and all ports of the waters of the State

of Rhode Island.

(33) Pilots for Narragansett Bay are available from

Northeast Marine Pilots, Inc., Newport, RI;

Narragansett Bay ■ Chapter 6 ■ 241
(34) telephone 401-847-9050 (24 hours), 800-274-1216,

(35) FAX 401-847-9052,

(36) email: dispatch@nemarinepilots.com.

(37) Pilots board vessels about 1.5 miles eastward of

Narragansett Bay Entrance Lighted Whistle Buoy NB

within an area bounded by

(38) 41°23.6'N., 71°22.4'W.,

(39) 41°22.6'N., 71°22.0'W.,

(40) 41°24.2'N., 71°20.0'W.,

(41) 41°22.6'N., 71°20.6'W. This pilot boarding area is

southward of a line extending from Point Judith to

Sakonnet Point. Vessels arriving from sea should approach this boarding station via the Narragansett Bay

Traffic Separation Scheme inbound traffic lane.

(42) Vessels bound for Long Island Sound ports may

board pilots at any point south or east of the Point Judith Pilot Station, centered on 41°17.0'N., 071°30.5'W.,

and outside the waters of the State of Rhode Island.

(43) Pilots board from the Northeast Marine Pilots, Inc.

pilot boats NORTHEAST II, NORTHEAST III and

NORTHEAST IV. NORTHEAST II is a 47-foot boat and

NORTHEAST IV is a 52-foot boat; both have unpainted

aluminum hulls and superstructures with the word

PILOT in red on both sides. NORTHEAST III is a

33-foot boat with black hull and white superstructure.

A vessel should confirm her ETA by VHF-FM radio at

least 2 hours before arrival. All Northeast pilot boats

monitor VHF-FM channels 16, 13 and 10, and work on

10.

(44) Pilots for Narragansett Bay serving U.S. enrolled

vessels in coastwise trade are available from the Connecticut State Pilots (a division of Interport Pilots

Agency, Inc.), address: State Pier, New London, CT, telephone 800-346-4877 or 908-787-5554 (24 hours), cable

PORTPILOTS Port Monmouth, NJ.

(45) Connecticut State Pilots board vessels from the pilot boat CONNECTICUT PILOT, 65 feet long with blue

hull and white superstructure, and from pilot boat

CONNECTICUT PILOT II, 47 feet long with blue hull

and white superstructure. The boats monitor VHF-FM

channels 16 and 13, 2 hours prior to the vessel’s scheduled ETA, and work on channel 10. The pilots meet

ships bound for Narragansett Bay at any point south or

east of the Point Judith Pilot Station, centered on

41°17.0'N., 071°30.5'W., and outside the waters of the

State of Rhode Island.

(46) Vessels to be boarded should provide a ladder 3 feet

above the water on the lee side.

(47) Pilot services are generally arranged at least 24

hours in advance through ships’ agents or directly by

shipping companies.

Chart 13221

(48) Sakonnet River, on the easterly side of Narragansett

Bay, is between the mainland and the eastern shore of

Rhode Island. The width of the river varies from 0.7 to 2

miles except at its northern end where a least width of

0.3 mile is found. The river is little used except by fishing

vessels and small craft. Sakonnet Light (41°27'11"N.,

71°12'09"W.) is on the eastern side of the southern entrance and marks the western end of the foul ground

west-southwest of Sakonnet Point.

(49) The channel of Sakonnet River is good for a depth

of 18 feet from the mouth to Mount Hope Bay. There

are numerous shoals and outlying rocks, but the dangers are well marked by buoys. Except for the breakwater light off Sakonnet Harbor, no lighted aids are in the

river, and strangers should not attempt to navigate it at

night.

(50) Good anchorage for vessels drawing up to 17 feet

can be had in midriver just below High Hill Point in

depths of 21 to 28 feet. Although open to the southward, a heavy sea seldom reaches as far as this anchorage. In southeasterly gales the water is comparatively

smooth inside the mouth of the river. Fishermen seeking shelter frequently anchor on the flats in the bight

northward of Fogland Point in depths of 10 to 14 feet.

(51) Sakonnet Point, at the eastern entrance to

Sakonnet River, is surrounded by bare and submerged

rocks. Several islets and islands are south of the point.

Schuyler Ledge, with a least depth of 8 feet, is about 0.8

mile southward of the point, and is marked by a bell

buoy. A seasonal fishtrap area marked by private buoys

is about 0.7 mile southwest of the point.

(52) Cormorant Rock, a bare dark rock off the western

side of the entrance to the river, is about 0.8 mile south

of Sachuest Point, the southeastern extremity of

Rhode Island. Vessels should not pass between Cormorant Rock and Cormorant Reef, 0.3 mile southward of

the rock. The least depth on the reef is 4 feet; it is

marked by a bell buoy.

(53) The mean range of tide at Sakonnet Point is 3.1

feet. (See the Tide Tables for predictions.)

(54) The two bridges and the remains of the abandoned

highway bridge at the north end of Sakonnet River act

as dams to maintain the water at different levels on either side of them, causing dangerous currents through

the openings. The currents change with great rapidity

both in velocity and in direction, and are characterized

by a double flood. (See the Tidal Current Tables for predictions, and the Tidal Current Charts, Narragansett

Bay, for hourly velocities and directions of the current.)

Vessels usually pass through the draws near the times

of slack water.

242 ■ Chapter 6 ■ Coast Pilot 2
(55) The river north of Fogland Point is usually closed

by ice for short periods each winter. Ice packs occur at

the railroad bridge.

(56) Vessels proceeding up Sakonnet River should follow a midriver course to the constricted part of the

river, thence follow the channel marked by buoys into

Mount Hope Bay.

(57) Sakonnet Harbor, a small-boat harbor on the

northerly side of Sakonnet Point, about 2 miles northeastward of the entrance lighted whistle buoy, is protected by an 800-foot breakwater extending in a

northerly and easterly direction from Breakwater

Point. A light marks the outer end. In 2001, the harbor

had a controlling depth of 6.7 feet except for shoaling to

4.8 feet along the southern edge and 1.5 feet along the

NW edge. The holding ground in the harbor is reported

to be poor. A marina on the southwest side of the harbor provides berths, gasoline, diesel fuel, and electricity. In August 1981, depths of 6 feet were reported

alongside the berths.

(58) The western shore of Sakonnet River from the entrance to Sandy Point should be given a berth of 0.4

mile to avoid shoals with depths of 7 to 17 feet. Rocks

extend up to 500 yards offshore between Sachuest

Point and Flint Point, about 1 mile northward. Flint

Point Ledge, about 0.5 mile north-northeast of Flint

Point, has a least depth of 7 feet; a buoy marks the

ledge. Black Point is a rocky bluff on the western side of

the river, 2.6 miles northward of Flint Point. Sandy

Point and McCorrie Point, low and backed by high

land, are 3.9 and 5.4 miles, respectively, northward of

Flint Point.

(59) The channel passes eastward of Gould Island, a

high wooded island, 2.5 miles north-northeastward of

McCorrie Point. This Gould Island should not be confused with one of the same name in East Passage. A

rock with a depth of 1 foot is northwestward of the island and is marked by a buoy.

(60) The eastern side of Sakonnet River is bolder than

the western side. The east shore should be given a berth

of 0.7 mile from Sakonnet Point to Church Point, a flat

point with bluffs at the water, about 2.8 miles northward of Sakonnet Point. Old Bull, with a depth of 1

foot, is about 0.5 mile southward of Church Point and

marked by a buoy. A church spire at Little Compton,

about 1.7 miles east of Church Point, is prominent.

High Hill Point, about 3 miles north of Church Point,

is a prominent small hill with bluffs at the water.

Fogland Point, about 0.9 mile northward of High Hill

Point, is a projecting prominent point; the westerly and

northerly sides should be given a berth of over 200

yards. Almy Rock, bare at low water, is 0.3 mile southwest of Fogland Point. The broad bights between

Fogland Point and the bridge are shoal.

(61) Nannaquaket Pond, on the east side of Sakonnet

River eastward of Gould Island, has a narrow entrance 8

feet deep crossed by a fixed bridge with a clearance of 12

feet. The deeper water in the entrance is along the

northern shore; several rocks are off the southern

shore. The currents have considerable velocity. The

northern part of the pond has depths up to 26 feet; the

remainder has depths of about 3 feet.

(62) The Cove, on the western side of the river south of

the bridges, has a depth of about 9 feet in the entrance;

the 31-foot-wide fixed highway bridge across the entrance has a clearance of 25 feet. Depths are generally 3

to 4 feet in the cove.

(63) Tiverton is a town on the eastern bank of Sakonnet

River north and south of the bridges. Oil tankers call at

Tiverton. The oil piers northward of the bridges have

reported depths of about 32 to 35 feet alongside.

(64) Small-craft facilities at Tiverton and at Almy Point

on the west side of Sakonnet River across from Tiverton

can provide berths and mooring, electricity, gasoline,

diesel fuel, water, ice, marine supplies, storage, a

launching ramp, a pump-out, and hull, engine and

electronic repairs. Marine railways on both sides of the

river, at Tiverton and Almy Point, can handle craft to 55

feet. Mobile hoists to 35 tons are available at Almy Point.

(65) The channel at the north end of Sakonnet River, 0.6

mile above Gould Island, is restricted to a width of 100

feet between the abutments of a former highway

bridge. The fixed highway bridge, 0.8 mile to the northward, has a clearance of 65 feet. About 200 feet north of

the highway bridge, a railroad bridge across the river

has a swing span with a clearance of 12 feet in the west

opening. (See 117.1 through 117.49, chapter 2, for

drawbridge regulations.) In July 1991, the bridge was

reported to be maintained in the open position. The

overhead power cable at the railroad bridge has a clearance of 81 feet.

Chart 13223

(66) The southern shore of Rhode Island is rocky with

numerous offlying rocks and ledges. Numerous prominent residences are on the eastern side of Newport

Neck, the southwestern part of Rhode Island. A large

brick residence with several towers is on the southeastern point of Newport Neck. Easton Point is about 1.3

miles eastward of Newport Neck. A stone tower with a

short spire at each corner can be seen from offshore,

about 0.7 mile northward of Easton Point. Westward of

Easton Point is a bathing beach with a prominent pavilion. Several private landings are northward of Gooseberry Island, a small islet south of Newport Neck. Local

knowledge is required to proceed to the landings.

Narragansett Bay ■ Chapter 6 ■ 243
(67) East Passage, the principal passage in Narragansett

Bay, extends between Rhode Island on the east and

Conanicut and Prudence Islands on the west. It is the

most direct route to Newport, Bristol, Providence,

Mount Hope Bay, and Taunton River.

(68) The Newport Bridge, a fixed highway suspension

bridge, crosses East Passage about 3.6 miles above the

entrance, between Jamestown and Newport. Clearances through the 1,500-foot center span are 213 feet

at the center, 205 for the mid 1,000 feet, and 194 feet for

the remainder of the center span. A privately maintained fog signal is sounded at the bridge.

(69) Brenton Point is the southwestern extremity of

Rhode Island and the eastern entrance point of East

Passage.

(70) Brenton Reef, bare in places, extends 0.5 mile

south-southwestward of the point and is marked by a

gong buoy. Another reef extends 0.5 mile offshore just

eastward of the point; Seal Rock is at the southeastern

end of the reef.

(71) Seal Ledge, about 0.5 mile south of Seal Rock, has

depths of 12 to 30 feet and is marked by a bell buoy.

Haycock Ledge, 0.4 mile eastward of Seal Rock, has a

least depth of 11 feet.

(72) Beavertail Point is the southern extremity of

Conanicut Island, on the western side of the entrance

to East Passage. Beavertail Light (41°26'58"N.,

71°23'58"W.), 64 feet above the water, is shown from a

square granite tower attached to a white dwelling at

Beavertail Point. A fog signal is at the light. Several antennas and radar towers are north of the light. Newton

Rock, a covered rock, is about 0.1 mile southward of

the point; a bell buoy is about 0.2 mile southwestward

of the rock.

(73) Hull Cove, about 1 mile northeastward of

Beavertail Light, is rocky and exposed to southerly

winds. Castle Hill, the westernmost point of Rhode Island, is marked by Castle Hill Light; a fog signal is at

the light. Castle Hill Coast Guard Station is close east

of the light. Butter Ball Rock, about 0.2 mile south of

the light and marked by a bell buoy, uncovers 1 foot.

(74) Mackerel Cove indents the southern shore of

Conanicut Island about 1.6 miles northeastward of

Beavertail Light. A house with a cupola is prominent on

Southwest Point, the eastern entrance point of the

cove. The cove is exposed to southerly weather and is

seldom used. The Jamestown Bridge shows prominently over the bar at the head of the cove on entering

East Passage. Kettle Bottom Rock, about 0.2 mile

southeastward of Southwest Point, is bare and marked

by a gong buoy.

(75) Bull Point, the southeastern point of Conanicut Island, is rugged and rocky, and fringed by shoals which

are marked by buoys. Fort Wetherill is on the point.

The Dumplings, northeast of Bull Point, are numerous

bare and covered rocks and islets. The most southerly

islet has a tall house on it, covering almost the entire

islet.

(76) Fort Adams is on a peninsula off the north side of

Newport Neck. The buildings and masonry of the fort

are prominent on the western slope of the peninsula. A

dock extending northward from the fort is marked by a

light and fog signal.

(77) Newport Harbor, on the western shore of Rhode Island and the eastern side of East Passage, 3.5 miles

above Beavertail Light, is an important harbor of refuge for coasters, tows, and yachts. Its approach is well

marked by navigational aids, and the harbor is of easy

access day and night. A State regulatory buoy in the entrance to the inner harbor marks a “5 mph no wake”

zone. Goat Island, 0.6 mile long in a north-south direction, is a major pleasure boating center and divides

Newport Harbor into an outer and inner harbor. The

outer harbor, on the western side of Goat Island, is

northward of The Dumplings and southward of Gould

Island. The inner harbor is on the eastern side of Goat

Island and extends along the western front of Newport.

(78) A marina, hotel, recreational and service facilities,

and marine supplies are available on Goat Island.

(79) Newport, a city on the inner harbor, is one of the

principal summer resorts on the Atlantic Coast. Some

coastwise traffic uses the port, but few foreign vessels

enter it. A Naval Education and Training Center is here,

from which several Navy ships operate.

Prominent features

(80) The following objects are prominent when approaching Newport Harbor either from the southward

or northward: a hotel on Goat Island; a white building

of the yacht club near Ida Lewis Rock in the southerly

part of the harbor; church spires in the town; and the

buildings of the Naval Education and Training Center

and Naval War College on Coasters Harbor Island in the

north part of the harbor. To the westward on Conanicut

Island are several large hotels and a standpipe. Numerous navigational aids mark the passages through the

harbor.

(81) The entrance to the outer harbor from the southward is unobstructed; the entrance from northward,

passing either side of Gould Island, is clear, but the passage eastward of Rose Island is partly obstructed by the

rocks and ledges between Rose and Coasters Harbor Islands.

(82) The inner harbor has two entrances north and

south of Goat Island. A fixed highway bridge with a

40-foot span and a clearance of 14 feet connects the

Newport mainland to the northern part of Goat Island.

244 ■ Chapter 6 ■ Coast Pilot 2
This bridge limits the size of vessels that can enter the

inner harbor from the northern approach.

(83) General anchorages are in the outer and inner harbor and, except in emergencies, vessels must anchor in

these areas. (See 110.1 and 110.145, (a) (1), (a) (3)

through (a) (5), and (d), chapter 2, for limits and regulations.) Special anchorages are in Brenton Cove and

in the inner harbor east and northeast of Goat Island.

(See 110.1, 110.1a, and 110.46, chapter 2, for limits

and regulations.) Vessels of more than 18-foot draft anchor in the outer harbor in depths of 36 to 100 feet with

good holding ground.

(84) Good anchorage is in Brenton Cove, the bight eastward of Fort Adams, which is used frequently by yachts.

When entering, the western shore should be given a

berth of 200 yards.

(85) In 1981, the harbormaster requested that transient

craft anchor only in the northern part of the Brenton

Cove anchorage and in the anchorage northeast of Goat

Island.

(86) Shoals with little water over them make out nearly

300 yards from the southern shore of the inner harbor

to Ida Lewis Rock and Little Ida Lewis Rock; the latter

is marked by a daybeacon.

(87) Goat Island is marked by a light at its northern end

and a lighted bell buoy at its southern end. Buoys mark

the shoals along the southeasterly and southwesterly

sides of the island.

(88) Rose Island, privately owned, is surrounded by a

shoal with little water over it. The shoal extends about

0.4 mile northeastward of the island where it rises

abruptly from deep water. A rocky area extends southward from Rose Island and is marked by a buoy. A private light marks the southwest point of the island.

Mitchell Rock, with a depth of 14 feet and marked by a

gong buoy, is about 0.1 mile southeast of the dock on

the southeast side of the island. Citing Rock, 2 feet

high, is 350 yards east of the north end of the island and

on the edge of the shoal surrounding Rose Island.

Tracey Ledge, covered 10 feet, is about 0.3 mile eastward of Rose Island and marked by a buoy.

(89) Gull Rocks are about midway between Rose Island

and Coasters Harbor Island. Buoys mark the ends of the

shoals and rocks that extend northward and southward

of the rocks. There is deep water between Gull Rocks,

Rose Island, and Coasters Harbor Island. A rock, covered 17 feet and marked by a buoy, is about 0.3 mile

north-northwestward of Gull Rocks.

(90) Off the northern and southern sides of Coasters

Harbor Island are numerous rocks and ledges. A private light marks an obstruction in the channel south of

the island. St. Patrick Rock, covered 5 feet, is about 0.3

mile southeastward of the island. The island has numerous buildings. Two highway bridges connecting the

island to Newport have 31-foot fixed spans with clearances of 3 feet. Overhead power cables of unknown

clearance cross the harbor 0.1 mile north of the northern bridge.

(91) The western portion of the outer harbor is generally free of dangers northward of The Dumplings.

Tides

(92) The mean range of tide is 3.5 feet. (See the Tide Tables

for predictions.)

Currents

(93) In the entrance off Bull Point the flood current is

often irregular. There may be a long period of slack water preceding the flood, or there may be a double flood.

The flood reaches a strength of about 1.2 knots; the ebb

is regular and averages 1.5 knots at strength.

(94) Northward of Bull Point, tidal current velocities

seldom exceed 1 knot. In the inner harbor they are usually less than 0.5 knot. (See the Tidal Current Tables for

predictions, and the Tidal Current Charts, Narragansett

Bay, for hourly velocities and directions of the current.)

Weather, Newport and vicinity

(95) The prevailing winds are southwesterly in the summer and northwesterly in the winter. The heaviest gales

are usually from the northwest and northeast.

(96) The harbor and its approaches are navigable

throughout the year, although in severe winters ice

may interfere with navigation in the inner harbor for

short periods. Vessels and tugs keep ice well broken up

in the main channel through the inner harbor.

(97) July is the warmest month with an average maximum of 79°F (26.1°C) and average minimum of 63°F

(17.2°C). January is the coldest month, having normal

mean temperatures near freezing, that is, average maximum of 38°F (3.3°C) and average minimum of 23°F

(-5°C). The extreme maximum temperature for Newport is 98°F (36.7°C) recorded in August 1975 while the

extreme minimum is -9°F (-22.8°C) recorded in January 1982.

(98) Precipitation is fairly evenly distributed throughout the year averaging about 45 inches (1143 mm) in

any given year. The wettest month is November averaging 4.57 inches (116 mm) and the driest month is July

averaging only 2.94 inches (75 mm). Total snowfall for

the winter season averages about 20 inches (508 mm);

however, melting is usually rapid and snow cover rarely

lasts more than a few days. The greatest snowfall in a

24-hour period was 20.0 inches (508 mm) in February

1978. January is the snowiest month averaging over

seven inches (178 mm). Snow is absent from May

through September. An average of only five days each

Narragansett Bay ■ Chapter 6 ■ 245
year has snowfall amounts greater than 1.5 inches (38

mm).

(99) (See page 427 for theNewport climatological table.)

Pilotage, Newport

(100) See Pilotage, Narragansett Bay and Other Rhode Island Waters (indexed as such), early this chapter.

Quarantine, customs, immigration, and agricultural

quarantine

(101) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(102) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(103) Newport is a customs port of entry.

(104) The Coast Guard vessel documentation office at

Providence serves Newport. (See Appendix A for address.)

Harbor regulations

(105) The harbormaster, under the supervision of the

Recreation Department, is charged with the enforcement of harbor regulations, the movement of vessels,

and assignment of moorings and anchoring. The

harbormaster may be contacted through the Police Department. The speed limit inside the harbor is 5 mph.

Wharves

(106) Facilities include a city wharf and numerous private piers. The depths alongside the principal piers

range from about 7 to 18 feet.

Supplies

(107) Gasoline, diesel oil, diesel fuel, water, provisions,

and marine supplies may be obtained at Newport.

(108) Launch services are available in the harbor.

Repairs

(109) Newport has a commercial shipyard specializing in

repair, construction, and conversion of steel and aluminum vessels. The marine railway is at the shipyard in

the inner harbor and can handle vessels to 330 feet

long, 63 feet wide, and 21.6 feet in draft. Cranes to 60

tons are available.

Small-craft facilities

(110) There are numerous facilities in Newport harbor.

Mobile hoists up to 60 tons are available. Complete

small-craft hull and engine repairs can be made.

Communications

(111) Newport has bus and rail transportation. In the

summer the ferry between Block Island and Providence

calls at Newport.

(112) Jamestown is a town on the east side of Conanicut

Island in a bight on the west side of East Passage. A

standpipe in the southern part of the town and a hotel

near the waterfront are prominent. The bight is a popular summer anchorage for local craft. A marina basin

protected by a detached breakwater is in the center of

the bight. Jamestown has two boatyards. The largest

marine railway can handle craft to 80 feet, and the largest lift is 50 tons. Berths, electricity, gasoline, diesel

fuel, water, ice, some marine supplies, and complete

hull, engine, and electronic repairs are available.

(113) Potter Cove is about 1 mile above the marina basin

just north of Taylor Point. This cove should not be confused with the Potter Cove off Prudence Island. About 1

mile north of Taylor Point are the ruins of a pontoon

pier.

(114) Coddington Point is about 0.5 mile northward of

Coasters Harbor Island on the east shore of East Passage. Bishop Rock Shoal, 0.6 mile southwestward of

the point, is covered 9 feet and marked by a lighted bell

buoy. The Sisters, rocks awash westward of the point,

are marked by a buoy.

(115) Coddington Cove, eastward of Coddington Point, is

protected on its north side by a curving breakwater 0.7

mile long, marked at its end by a light and fog signal.

Two long finger piers are inside the cove; the north side

of the northerly pier is used by the Navy, and the southerly pier is used by a shipyard. Depths of 30 feet are reported alongside both piers. Navy buildings on shore

and buildings at the shipyard are conspicuous.

Restricted Area

(116) Coddington Cove is within a naval restricted area.

(See 334.81, chapter 2, for limits and regulations).

Danger Zone

(117) A prohibited area surrounds Gould Island and extends north to include waters between Conanicut Island and Prudence Island. (See 334.80, chapter 2, for

limits and regulations.)

(118) Gould Island, a military reservation, is about 2

miles north of Rose Island and 0.8 mile east of

Conanicut Island. A light is on the south end of the island. The island is sparsely wooded.

(119) Halfway Rock and Fiske Rock are about 1.8 miles

northeastward of Gould Island, on a small ledge bare at

its southern end. Halfway Rock is marked by a daybeacon

246 ■ Chapter 6 ■ Coast Pilot 2
and Fiske Rock by a buoy. Strangers should not pass between these aids.

(120) A mussel farming area is about 1.3 miles northeast

of the breakwater at Coddington Cove in the vicinity of

the pier at Lawtons. Submerged equipment and numerous buoys extend several hundred yards offshore

and for about 0.5 mile north of the pier. Caution is advised in the area.

(121) Dyer Island, about 0.8 mile eastward of the southern portion of Prudence Island, is low and brush covered. A reef, partly bare, extends 0.4 miles southward

and southwestward of the island, and is marked by a

buoy. Between the shoal area south of Dyer Island and

Rhode Island is a bar with depths of 9 to 18 feet over it.

North of Dyer Island is a reef with depths of 6 to 18 feet.

(122) Melville, a military fueling facility, is on the west

shore of Rhode Island, east of Dyer Island. Depths

alongside the fuel piers range from 30 to 35 feet. An elevated spherical tank, about 0.6 mile south-southeastward of the fuel facility, is prominent.

(123) A small-craft facility is in a basin at Coggeshall

Point, just north of Melville. Berths, gasoline, diesel

fuel, electricity, water, ice, complete marine supplies,

and a 50-ton mobile hoist are available; engine, hull,

and electronic repairs can be made. In July 1981,

depths of 9 to 15 feet were reported in the basin. A

lighted wind turbine is about 0.9 mile northeast of

Coggeshall Point.

(124) Near Arnold Point, about 2 miles north of Melville

on Rhode Island, is a large prominent lumber mill with

a conspicuous stack. A privately dredged channel with a

reported depth of about 29 feet in July 1981 leads to a

600-foot pier at the mill. In July 1981, the pier was not

in use and was reported to be in disrepair.

Chart 13224

(125) Hog Island, about 1 mile north of Arnold Point, lies

in the entrance to Bristol Harbor, dividing the waters

into two channels. The island has a rolling wooded terrain on which are a few houses and cottages. Shoal water surrounds the island extending as much as 0.4 mile

southward and 0.8 mile northward. The shoal area is

marked by lights and buoys.

(126) About 0.6 mile east-northeastward of Hog Island

Shoal Light is Musselbed Shoals, marked on the outer

end by a light. From the light structure a directional

light is shown to mark the channel to Mount Hope Bay.

Charts 13221, 13227

(127) Mount Hope Bay, in the northeastern part of

Narragansett Bay, is the approach to the city of Fall

River and Taunton River. There are two approaches to

the bay. The approach from the Sakonnet River, previously discussed, is little used. The approach from East

Passage is well marked, and with care 34 feet can be

carried in the channel into the bay.

(128) Fall River, on the eastern shore of the mouth of

Taunton River and head of Mount Hope Bay, is an important manufacturing center as well as distribution

point of petroleum products. Principal products handled through the port are petroleum products, latex,

shellac, cotton, and some lumber.

(129) Somerset, about 5.3 miles, and Dighton, about 7.5

miles above the Fall River, are towns on the west side of

Taunton River. Taunton, a manufacturing city, is at the

head of navigation about 12.5 miles above Fall River.

(130) Mount Hope Bridge crosses the entrance to Mount

Hope Bay between Bristol Point and Rhode Island. The

bridge has two lighted towers which are visible for

many miles in clear weather and a racon. It is a highlevel suspension highway bridge with a clearance of

135 feet.

(131) Mount Hope is a prominent hill on the western side

of the bay 2 miles northeastward of the suspension

bridge. The eastern and western slopes are wooded.

Spar Island is a small, low island near the center of

Mount Hope Bay.

(132) Borden Flats, the shoal area northward of the

channel in Fall River Harbor, is marked by a light

equipped with a fog signal.

(133) Three shallow streams that empty into the northern part of Mount Hope Bay are entered only by local

small craft. Kickamuit River, the westerly one, has a

narrow buoyed entrance through which the currents

have considerable velocity. The buoyed channel has a

depth of about 6 feet. Cole River, the middle of the

three, is buoyed on the east side of the entrance. South

Swansea, on the west shore of Gardners Neck, has a

boatyard with a 25-ton mobile hoist and a marine railway that can handle craft up to 50 feet for hull, engine,

and electronic repairs or storage. Berths, electricity,

gasoline, diesel fuel, water, ice, and marine supplies are

available. In August 1981, a reported depth of 6 feet

could be carried to the boatyard.

(134) A highway bridge, about 1.5 miles above the entrance, has a 41-foot fixed span with a clearance of 7

feet. Lee River, the easterly stream, is navigable to a

fixed bridge about 1.2 miles above the entrance. A shoal

in midchannel just north of the narrow opening

through the fill, 0.8 mile above Brayton Point, has a

depth of 1 foot.

Channels

(135) A Federal project provides for a channel 35 feet

deep through Mount Hope Bay to about 0.9 mile above

Narragansett Bay ■ Chapter 6 ■ 247
the Brightman Street Bridge across Taunton River at

Fall River. (See Notice to Mariners and latest editions of

the charts for controlling depths.)

(136) A dredged side channel, about 0.2 mile north of

Common Fence Point (41°39.3'N., 71°13.3'W.) at the

north end of Rhode Island, leads eastward from the

main channel into North and South Branch channels.

In April-June 2004, the side channel had a reported

controlling depth of 33.1 feet, with 20.7 feet available in

the North Branch channel, along the North Tiverton

waterfront, and 23.7 feet available in the South Branch

channel.

(137) A privately dredged side channel, about 3.3 miles

northeastward of Common Fence Point and marked by

buoys and a 326° private lighted range, leads

northwestward from the main channel to a powerplant

wharf on the east side of Brayton Point. In July 1998,

the channel had a reported controlling depth of 34 feet,

except for shoaling to 33 feet in the entrance widening

and 24 feet along the west edge of the widening.

(138) A dredged channel in Taunton River leads from

Somerset to Peters Point, 6.7 miles above the

Brightman Street Bridge, thence to Taunton, 12.5

miles above Fall River. In May 2001, the channel had a

controlling depth of 6.4 feet to Peters Point, thence 4

feet was reported to be available to Taunton. Local

knowledge is required from Dighton to Taunton. Buoys

mark the channel to about a mile beyond the Berkley

Bridge, about 3.5 miles below Taunton.

Anchorages

(139) Fall River Harbor has no designated anchorages.

Vessels may anchor on either side of the dredged approach channel in the outer harbor or at any locality in

Mount Hope Bay where depth and bottom are suitable;

the chart is the best guide.

Bridges

(140) At Fall River, two highway bridges cross Taunton

River. The first, a fixed bridge at State Pier, has a clearance of 135 feet; a privately maintained fog signal is

sounded from the bridge. The second, Brightman

Street Bridge, about 1.1 miles above the fixed bridge at

State Pier, has a bascule span with a clearance of 27

feet. The bridgetender monitors VHF-FM channel 16

and works on channel 13; call sign WQA-833. In October 2000, a replacement bascule bridge was under construction about 0.2 mile above the existing Brightman

Street Bridge with a design clearance of 60 feet.

(141) Between Fall River and Taunton, the river is

crossed by three bridges. The highway bridge at

Berkley, about 5 miles above Fall River, has a swing

span with a clearance of 7 feet. Weir Bridge, the fixed

highway bridge at Taunton, has a clearance of 10 feet;

the fixed railroad bridge, about 0.2 mile upstream from

Weir Bridge, has a clearance of 9 feet. (See 117.1

through 117.59 and 117.619, chapter 2, for drawbridge regulations.) The overhead power cables crossing Taunton River have least clearances of 145 feet at

Fall River and 65 feet near Taunton.

Caution

(142) The fender protection on the southeast side of the

Brightman Street bridge has been destroyed, and the

Captain of the Port, Providence, has ordered that outbound barges in excess of 1,000 gross tons pass

through the bridge only on the flood tide.

Tides

(143) The mean range of tide is 4.4 feet at Fall River and

2.8 feet at Taunton. (See the Tide Tables for predictions.)

Currents

(144) In Taunton River the currents generally follow the

direction of the channel and, except at bridges, do not

hinder navigation. The ebb is usually stronger than the

flood. (See the Tidal Current Tables for predictions, and

the Tidal Current Charts, Narragansett Bay, for hourly

velocities and directions of the current.)

Weather, Narragansett Bay and vicinity

(145) The prevailing winds are northeasterly for all but

the summer months, when the direction is southwesterly. The heaviest gales are usually from the northwest.

The approach channel and harbor are generally free

from ice and are navigable throughout the year.

Taunton River is commonly closed from December to

March. During severe winters the harbor and Mount

Hope Bay are occasionally frozen over, but the channels to the principal wharves are kept open by vessels

and tugs operating in the harbor.

Pilotage, Fall River

(146) See Pilotage, Narragansett Bay and Other Rhode Island Waters (indexed as such), early this chapter.

Towage

(147) Tugs to 2,200 hp are available at Fall River and tugs

to 3,300 hp are available from Providence for use at Fall

River. Vessels are usually met 2 miles below their berth.

Large vessels normally require tugs for docking and

undocking. Arrangements for tug service should be

made at least 6 hours in advance, usually through

ships’ agents or directly by shipping companies. Tugs

are dispatched 24 hours a day. The tugs monitor

VHF-FM channels 10, 13, 16, and 18A, and use channel

7A as a working frequency.

248 ■ Chapter 6 ■ Coast Pilot 2
Quarantine, customs, immigration, and agricultural

quarantine

(148) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(149) Fall River is a customs port of entry.

(150) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) Fall River has several hospitals.

(151) The Coast Guard vessel documentation office at

New Bedford, MA, serves Fall River. (See Appendix A for

address.)

(152) The harbormaster can be contacted through Fall

River City Hall.

Wharves

(153) The piers and wharves at Fall River are along the

Taunton and Sakonnet Rivers and in Mount Hope Bay.

Only the deep-draft facilities are described. For a complete description of the port facilities refer to Port Series No. 4, published and sold by the U.S. Army Corps of

Engineers. (See Appendix A for address.) The alongside

depths are reported; for information on the latest

depths contact the operator. All the facilities described

have highway connections. Fresh water is available at

most of the piers and wharves. Cargo in the port is usually handled by ship’s tackle.

(154) The speed limit is 5 knots in the channel off the

piers and wharves.

(155) Facilities at Tiverton, RI (chart 13221):

(156) Texaco Inc. Tiverton Terminal: (41°38'50"N.,

71°12'40"W.); 50-foot face, 721 feet with dolphins; 35

feet alongside; deck height, 11 feet; receipt of petroleum products; owned by Texaco, Inc.; not being operated in 1983.

(157) Northeast Petroleum Corp., Pier 1: about 250 yards

north of Texaco Inc. Terminal; 120-foot face, 700 feet

with dolphins; 32 feet alongside; deck height, 9 feet; receipt of petroleum products; owned and operated by

Northeast Petroleum Corp.

(158) Northeast Petroleum Corp., Pier 2: about 250 yards

north of Northeast Petroleum Corp., Pier 1; 40-foot

face, 700 feet with dolphins; 34 feet alongside; deck

height, 9 feet; receipt of petroleum products; owned

and operated by Northeast Petroleum Corp.

(159) Fuel Storage Co., Tiverton Terminal Pier: east side

of Mount Hope Bay, 1.5 miles northward of Northeast

Petroleum Corp., Pier 2; 50-foot face, 795 feet with dolphins; 35 feet alongside; deck height, 9 feet; receipt of

petroleum products; owned and operated by Fuel Storage Co.

(160) Facilities at Fall River, east side of Taunton River

(chart 13227): Borden and Remington Corp. Wharf:

(41°42'10"N., 71°10'09"W.); 380-foot face, 28 feet

alongside; deck height, 10 feet; receipt of latex and

caustic soda; owned by Tillotson Co. and operated by

Borden and Remington Corp.

(161) State Pier: 0.2 mile northeast of Borden and

Remington Corp. Wharf; 398-foot face, 18 to 35 feet

alongside; lower side 620 feet long, 35 feet alongside;

deck heights, 17 feet; 85,000 square feet covered storage, about 7 acres of open storage; receipt and shipment of general and roll-on/roll-off cargo; owned by

the Commonwealth of Massachusetts, operated by Fall

River Line Pier, Inc.

(162) The battleship USS MASSACHUSETTS, World

War II memorial, and three other U.S. Navy vessels are

berthed just northward of the State Pier.

(163) Shell Oil Co. Wharf: about 2 miles above State Pier;

570-foot face, 700 feet with dolphins; 30 feet alongside;

deck height, 13 feet; receipt and shipment of petroleum

products, receipt of naphtha; owned and operated by

Shell Oil Co.

(164) Facilities on west side of Taunton River (chart

13227):

(165) Brayton Point Station Dock: (41°42'33"N.,

71°11'21"W.); 1,017 feet long; 34 feet alongside; deck

height, 15 feet; coal unloading tower serves conveyor

belt system, unloading rate 1,000 tons per hour; receipt

of fuel oil and coal; owned and operated by New England Power Co.

(166) Montaup Electric Co. Wharf: about 2.5 miles above

Brayton Station Dock; 645 feet long, 34 feet alongside;

deck height, 10 feet; two coal unloading towers serve

conveyor belts, combined unloading rate 1,200 tons

per hour; receipt of coal and fuel oil; owned and operated by Montaup Electric Co.

Supplies

(167) Provisions, marine supplies, gasoline, and water

can be obtained in Fall River. Water is available at most

of the berths.

Repairs

(168) Fall River has no drydocking or major repair facilities for deep-draft vessels; the nearest such facilities are

at Boston, MA.

(169) Fall River has two small shipyards, on the west side

of the harbor about 0.6 mile above the fixed bridge and

on the east side of the harbor about 0.9 mile below the

fixed bridge. The northerly shipyard has a marine railway that can handle vessels to 100 feet long with drafts

of 7 feet forward and 13 feet aft. The yard can make repairs to wooden, steel, and aluminum vessels at their

berths. The southerly yard specializes in the construction and conversion of steel vessels. Cranes to 250 tons

are available for hauling out vessels. In August 1981,

depths of 22 to 23 feet were reported alongside.

Narragansett Bay ■ Chapter 6 ■ 249
Small-craft facilities

(170) Small-craft facilities are at Fall River, Somerset

opposite Fall River, Taunton, and at Dighton. Berths,

electricity, gasoline, water, ice, storage, launching

ramps, marine supplies, and hull and engine repairs

are available. The largest marine railways, at Dighton,

can handle craft to 55 feet; mobile hoists to 35 tons are

also available at Fall River.

Communications

(171) Fall River has railroad freight service and bus service.

Chart 13224

(172) Bristol Harbor, between Bristol Neck on the east

end and Popasquash Neck on the west, is in a cove

about 2 miles long and 1.3 miles wide at its southern

end, narrowing to 0.4 mile wide at its northern end.

The harbor proper, the northern part of the cove, has

depths of 15 to 17 feet.

(173) Bristol is a town on the eastern side of the harbor.

In approaching the harbor the most prominent mark is

Mount Hope Bridge. Also prominent are the navigation

lights, a stone tower, a stack, and an elevated tank on

high ground back of the town. The town has bus service. A ferry operates daily from Bristol to Prudence Island, and summer ferry service is available to Hog

Island.

(174) Hog Island is in the middle of the entrance to Bristol Harbor. A natural channel with depths of 19 to 25

feet extends on each side of the island. Excellent anchorage may be found in the harbor abreast the town in

depths of 15 to 17 feet, soft bottom. A general anchorage is in Bristol Harbor. (See 110.1 and 110.145 (c)

and (d), chapter 2, for limits and regulations.)

(175) Usher Rocks, about 0.7 mile northeastward of

Popasquash Point, are bare at low water. A buoy is eastward of the rocks and a lighted bell buoy is on the western side of the western passage to the harbor.

(176) The mean range of tide at Bristol is 4.1 feet.

(177) Depths alongside the piers and wharves range from

9 to 13 feet.

(178) A Coast Guard vessel is moored at Bristol. The

Coast Guard pier is marked by a light.

(179) A marina and yacht club are on the west side of the

harbor. Guest moorings, electricity, water, ice, marine

supplies, and hull and engine repairs are available. A

mobile hoist at the marina can handle craft to 42 feet

long. Launching ramps are available on the east side of

the harbor. In 1993, a reported depth of about 8 feet

could be carried to the marina.

(180) Potter Cove, on the northeast side of Prudence Island, is a small nearly landlocked harbor. Buoys mark

the entrance channel off Gull Point. In November

2002, a sunken wreck in about 41°38.2'N., 71°19.2'W.

was about 0.75 mile southeast of the entrance to Potter

Cove. The north and south ends of Prudence Island are

a State park. Ohio Ledge, about 2.5 miles northward of

Potter Cove, has a least depth of 8 feet and is marked on

its southeast side by a bell buoy.

(181) Warren River, emptying into the head of

Narragansett Bay westward of Bristol Neck, is the approach to the towns of Warren and Barrington, and

Barrington River, which joins Warren River at Warren.

A church spire in Warren is prominent.

(182) From the bay, the channel to Warren passes between numerous shoals and rocks and is crooked and

winding, but well marked. A depth of about 9 feet is in

the channel to the lower wharves at Warren, and the

same depth is in Barrington River to the fixed highway

bridge about 0.5 mile above the entrance.

(183) In November 2002, a sunken wreck in about

41°43.65'N., 71°17.25'W. is on the west side of Warren

River.

(184) A State regulatory buoy, about 0.9 mile above the

mouth of Warren River, marks a “Slow no wake” zone.

(185) An excellent anchorage may be found at the mouth

of the Warren River about 0.2 mile from the eastern

shore in depths of 14 to 15 feet, soft bottom. There is

not room for anchorage in the river for any but small

craft. Abreast the lower end of Warren the channel is

about 0.1 mile wide, with depths of 13 to 17 feet in

midchannel, and small vessels can anchor temporarily

at this point.

(186) Vessels approaching the river must take care to

avoid Rumstick Shoal, which extends nearly 0.6 mile

south of Rumstick Point, the southernmost point of

Rumstick Neck and the western entrance point of the

river. The shoal has depths of 2 to 12 feet and is marked

by buoys. Rumstick Rock, 6 feet high, and Rumstick

Ledge, with rocks that uncover 1 to 5 feet, are on the

westerly side of the shoal.

(187) About 0.5 mile above the mouth of Barrington

River is a fixed highway bridge with a clearance of 9

feet. In 2004, the highway bridge was being demolished; a new fixed highway bridge with a design clearance of 10 feet was under construction at the same

location; upon completion it will replace the demolished bridge and a temporary highway bridge. The temporary highway bridge is in use just south of the

demolished bridge, and has a clearance of 9 feet. About

100 yards upstream from the highway bridge is a fixed

bicycle bridge with a 30-foot span on the east side of the

river and a clearance of 5 feet. In 1978, rocks were reported under the bicycle bridge.

250 ■ Chapter 6 ■ Coast Pilot 2
(188) The mean range of tide at Warren is 4.6 feet. The

tidal current off the town of Warren has a velocity of

about 1 knot. Strong currents may be encountered in

Barrington River.

(189) The harbormaster controls docking, mooring, and

anchoring, and can be contacted through the Warren

Police Department.

(190) A shipyard on the east side of the Warren River at

Warren has a hydraulic lift that can handle vessels to

300 tons or 130 feet long. In August 1981, a reported

depth of 7 feet could be carried to the shipyard.

(191) Berths, electricity, gasoline, diesel fuel, water, ice,

and marine supplies are available in Warren. Depths reported alongside the major wharves range from 7 to 20

feet. A yacht club is on the point near the confluence of

the two rivers. Several boatyards are in the vicinity;

mobile hoists to 25 tons are available. Covered storage

and complete engine, electronic, and hull repairs are

available.

Charts 13224, 13225

(192) Providence River, which empties into the head of

Narragansett Bay between Nayatt Point and Conimicut

Point, is the approach to the city of Providence, numerous towns and villages, and to Seekonk River.

(193) Providence is at the head of navigation on the Providence River, about 7 miles above the entrance, at the

junction of the Providence and Seekonk Rivers. The

port area includes both sides of the upper navigable

channel of the river. The port’s chief waterborne commerce is in petroleum products, cement, lumber, steel

scrap metal, general cargo, and automobiles.

(194) Occupessatuxet Cove, on the west side of the river

north of Conimicut Point, is a shallow bight south of

Gaspee Point. The cove is frequented only by small

craft with local knowledge.

(195) Pawtuxet Cove, used by pleasure and fishing craft,

on the west side of Providence River, is entered about 1

mile northward of Gaspee Point through a dredged

channel. The entrance channel leads westward to the

cove, thence the channel turns northward and leads to

a turning basin at the head of the cove. An anchorage

basin extends southward from the entrance channel.

The entrance channel is marked by lighted and

unlighted buoys. A State regulatory buoy, at the junction of the entrance channel and the channel to the

head, marks a “Slow-no-wake” zone. In February 2006,

the controlling depths were 6 feet in the entrance

channel, thence 3.9 feet (6 feet at midchannel) to the

turning basin at the head of the cove with 4.7 to 6 feet

in the basin; 3.6 to 6 feet was available in the anchorage

basin southward of the entrance channel. In 1976, a

rock awash was in about 41°45'25"N., 71°23'10"W., on

the west edge of the anchorage basin. A 12-foot-high

protective dike along the east side of the anchorage basin extends southward from Marsh Island, on the

south side of the entrance channel, to Rock Island.

Pawtuxet is a village on the west side of the cove.

(196) The harbormaster in the cove controls anchoring

and berthing; he can be contacted through the

Warwick City Hall. Berths, electricity, gasoline, diesel

fuel, water, ice, marine supplies, and a 15-ton mobile

hoist are available. A flatbed trailer can haul out craft to

50 feet long for complete hull and engine repairs.

(197) A yacht club is on the west side of Providence River

about 1 mile northward of the entrance to Pawtuxet

Cove. Gasoline and guest berths are available.

(198) A privately dredged channel leads from the main

channel in Providence River, eastward of Pawtuxet, to a

small-craft facility about 0.45 mile southwestward of

Fields Point (41°47.2'N., 71°22.9'W.). The channel is

marked by buoys and, in December 1998, had a reported controlling depth of 8 feet. The ruins of the piers

of a former Naval Reserve facility are on the south side

of Fields Point immediately eastward of the yacht club;

this area should be avoided.

(199) Bullock Cove, on the east side of Providence River

2 miles north of Conimicut Point, is the scene of considerable pleasure boat activity. A dredged channel

leads from the Providence River to a mooring basin on

the east side of Bullock Point, thence northward 0.5

mile to a mooring and turning basin. In March 2002,

the controlling depths were 0.2 feet in the east half and

6.1 feet in west half of the entrance channel to the

mooring basin east of Bullock Point, thence 3.3 to 6

feet in the basin, thence 3.8 feet to the upper basin and

1.3 to 3.9 feet in the basin. The entrance channel is

marked by buoys and daybeacons. In September 1982, a

sunken wreck was reported on the west side of the

channel at Bullock Point. There are numerous

small-craft facilities in Bullock Cove. The largest marine railway, on Bullock Neck about 300 yards northward of Bullock Point, can handle craft up to 60 feet;

berths, electricity, gasoline, diesel fuel, water, ice, storage, launching ramps, marine supplies, a pump-out facility, a 45-ton mobile crane, a 99-ton mobile hoist, and

hull, engine and electronic repairs are available. Sail

repairs can be arranged nearby.

(200) Seekonk River, which branches off northeasterly

from Providence River at Providence, is the approach

to Phillipsdale and Pawtucket. The head of navigation

is at Pawtucket, 5 miles above the mouth. Commerce

on the river is chiefly in petroleum products. A marina

at Pawtucket can provide berths, electricity, water, gasoline, storage facilities, marine supplies, and hull and

engine repairs. A flatbed trailer at the marina can haul

Narragansett Bay ■ Chapter 6 ■ 251
out craft to 40 feet long. In July 1981, a reported depth

of 12 feet was available alongside the marina berths.

Prominent features

(201) Conimicut Light (41°43'01"N., 71°20'42"W.), 58

feet above the water, is shown from a white conical

tower on a brown cylindrical pier on the west side of the

entrance to Providence River. A fog signal is sounded at

the light station. An abandoned lighthouse on Nayatt

Point is also prominent in the approach to the river.

Channels

(202) The Federal project for Providence River provides

for a channel 40 feet deep from just below Prudence Island Light to Fox Point near the junction of Providence and Seekonk Rivers. (See Notice to Mariners and

latest editions of the charts for controlling depths.) The

channel is well marked with navigational aids.

(203) A hurricane barrier crosses the Providence River

about 200 yards above Fox Point. The barrier includes

three gates which normally will be kept in the opened

position until the approach of hurricane weather. The

clearances at each of the three river gates are: horizontal, 20 feet; vertical (gate fully opened), 21 feet at mean

high water; and depth over the gate sill, 12.9 feet at

mean low water. Red lights mark the channel ends of

each gate.

(204) Seekonk River empties into the easterly side of

Providence River at Fox Point. A marked dredged channel leads from Cold Spring Point, about 1.3 miles

above Fox Point, to a point about 150 yards southward

of Division Street Bridge at Pawtucket, about 2.9 miles

above Cold Spring Point. The lower section of the river,

from Fox Point to Cold Spring Point, is crooked and

winding and marked by buoys. Local knowledge and

use of the chart are required to carry the best water.

Three areas of submerged boulders with angle iron

protrusions, the remains of the approaches and pivot

pier of a former swing bridge, are in the river channel

at Cold Spring Point in about 41°49'36"N., 71°22'49"W.,

41°49'36.5"N., 71°22'50"W., and 41°49'37"N., 71°22'51"W.

The shoreward areas have a least depth of 31⁄2 feet, and

the area at about midchannel has a least depth of 12

feet. In May 2006, the controlling depths were 4.7 feet

(7.7 feet at midchannel) to Buoy 27, thence 4.3 feet (5.5

feet at midchannel) to the head of the project just below Division Street Bridge. A 5 mph no wake zone,

marked by State regulatory buoys, is in the entrance

channel and above Cold Spring Point.

Anchorages

(205) Vessels anchor as directed by the harbormaster on

the edge of the channel between Fields Point and Fox

Point. Eastward of Fox Point, a few vessels may anchor

in the area where a portion of Green Jacket Shoal was

removed. Preferred small-craft anchorages are in Bullock Cove and Pawtuxet Cove.

Dangers

(206) Numerous rocks and ledges border Providence

River Channel on either side. Navigational aids mark

the shoal areas off Bullock Point, about 1.5 miles above

the mouth; off Sabin Point, about 3 miles above the

Mouth; off Pomham Rocks, about 3.5 miles above the

mouth; off Fuller Rock, about 5 miles above the mouth

and Green Jacket Shoal, east of Fox Point about 7.4

miles above the mouth.

(207) Providence River channel, between Narragansett

Bay Entrance Lighted Whistle Buoy NB and Fox Point,

is a regulated navigation area. (See 165.1 through

165.13, and 165.122, chapter 2, for limits and regulations.)

Bridges

(208) There are no bridges over Providence River between the mouth and the principal wharves. In November 2003, a fixed highway bridge with a design

clearance of 35 feet was under construction close south

of the Fox Point Hurricane Barrier. Point Street Bridge,

about 0.3 mile above Fox Point, has a fixed span with a

clearance of 7 feet. Two overhead power cables cross

the river between this bridge and the Fox Point Hurricane Barrier; least clearance is 60 feet. A fixed highway

bridge about 300 yards north of Point Street Bridge has

a clearance of 26 feet.

(209) In Seekonk River, an overhead power cable crossing at India Point, 0.5 mile above the mouth, has a

clearance of 130 feet. Just above India Point several

bridges cross the river within 0.9 mile. The name of the

bridge, type, and clearance follows: Washington Bridge

South, bascule span maintained in closed position, 40

feet; Washington Bridge North, fixed span, 42 feet; Tunnel Bridge, bascule span, 17 feet; and New Red Bridge,

fixed span, 42 feet. Just below the State Pier at

Pawtucket are overhead power cables with clearances

of 125 feet. (See 117.1 through 117.49, chapter 2, for

drawbridge regulations.)

Tides

(210) The mean range of tide at Providence is 4.6 feet,

and the maximum range due to the combined effect of

wind and other causes may reach 8 feet or more at

times.

Currents

(211) Tidal currents are weak in the approach channel

and the harbor, except in the constricted parts of

252 ■ Chapter 6 ■ Coast Pilot 2
Seekonk River. At India Street Bridge the tidal currents

have velocities of about 1.4 knots. In Seekonk River the

double flood is very pronounced. The velocity near the

middle of the flood period is generally less than 0.5

knot and is sometimes in an ebb direction. (See the

Tidal Current Tables for predictions, and the Tidal Current Charts, Narragansett Bay, for hourly velocities and

directions of the current.)

Weather, Providence and vicinity

(212) The proximity of Narragansett Bay and the Atlantic

Ocean plays an important part in determining the climate for Providence and vicinity. In winter, the temperatures are modified considerably, and a good many of

the major storms drop their precipitation in the form

of rain, rather than snow. In summer, many days that

would otherwise be uncomfortably warm are cooled by

refreshing seabreezes. At other times of the year, sea

fog may be advected over land by onshore winds. In

fact, most cases of dense fog are produced in this way;

but the number of such days is few, averaging 2 or 3

days per month.

(213) The temperature for the entire year averages

around 51°F (10.6°C). January is the coldest month averaging 29°F (-1.7°C), and July the hottest month averaging 73°F (22.8°C). Freezing temperatures occur on

the average about 117 days per year and the days with

minimums below 5°F (-15°C) average six each year. An

average nine days each year record maximums in excess of 90°F (32.2°C). The all-time maximum for Providence is 104°F (40°C) recorded in August 1975 and the

all-time minimum is -13°F (-25°C) recorded in January

1976.

(214) Measurable precipitation occurs on about 178 days

each year. November is the wettest month averaging

4.48 inches (114 mm) and June the driest averaging

2.89 inches (74 mm). Average annual precipitation is

45.12 inches (1144 mm).

(215) Thunderstorms are responsible for much of the

rainfall from May through August. They usually produce heavy, and sometimes even excessive, amounts of

rainfall but since the duration is relatively short, damage is ordinarily light. The summer thunderstorms are

frequently accompanied by extremely gusty winds,

which may cause some damage to property, especially

small pleasure and fishing craft.

(216) The first measurable snowfall of winter usually comes in October. The month of greatest snowfall is usually February which averages about ten inches (254

mm). It is unusual for the ground to remain well covered with snow for any long period of time. The average

annual snowfall total is 45 inches (1143 mm). Snow has

fallen in every month, October through May. About

seven days each year have snowfall greater than 1.5

inches (38 mm).

(217) In early fall, severe coastal storms of tropical origin

sometimes bring destructive winds to this area. Even at

other times of the year, it is usually coastal storms that

produce the most severe weather. Between 1871 and

1996, twelve tropical storms have come within 25 miles

of Providence. In August 1991, Hurricane Bob passed

within 20 miles east of the city with 85-knot winds.

Only twelve hours earlier, Bob was packing winds in excess of 100 knots. In September 1960, Hurricane

Donna passed about 20 miles west of the city. At the

time, Donna had maximum winds of 90 knots. Coastal

areas of Rhode Island, Connecticut, and Long Island

were raked with winds in excess of 100 knots compliments of Hurricane Donna.

Ice

(218) The approach channel and the harbor are generally

free of ice and navigable throughout the year. During

severe winters, the harbor and several miles of Providence River and Upper Narragansett Bay are occasionally broken over, but the ice is usually broken up in the

channels to the principal wharves by the traffic in the

harbor.

(219) The National Weather Service maintains an office

at the T.F. Green State Airport; barometers may be

compared here. (See Appendix A for address.)

(220) (See page 428 for the Providence climatological table.)

Pilotage, Providence

(221) See Pilotage, Narragansett Bay and Other Rhode Island Waters (indexed as such), early this chapter.

Towage

(222) Tugs up to 3,300 hp are available at Providence.

Large vessels normally require tugs for docking and

undocking. Arrangements for tug service should be

made 4 hours in advance, and usually through ships’

agents or directly by shipping companies. Tugs are dispatched 24 hours a day. Tugs monitor VHF-FM channels 10, 13, 16, and 18, and use channel 7A as a working

frequency.

(223) Providence is a customs port of entry.

Quarantine, customs, immigration, and agricultural

quarantine

(224) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(225) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(226) Providence has several hospitals.

Narragansett Bay ■ Chapter 6 ■ 253
Coast Guard

(227) A marine safety office is in Providence. (See Appendix A for address.)

(228) Harbor regulations are enforced by the harbormaster/port director, whose headquarters are at the

municipal wharf. The harbormaster regulates the

movement and anchoring of vessels in the harbor. The

speed limit in the harbor is 5 knots.

Wharves

(229) The piers and wharves of the port of Providence are

along both sides of the Providence River below Fox

Point. Only the deep-draft facilities are described. For a

complete description of the port facilities refer to Port

Series No. 4, published and sold by the U.S. Army Corps

of Engineers. (See Appendix A for address.) The alongside depths are reported; for information on the latest

depths contact the operator. All the facilities described

have highway connections, and most have rail connections. Water is available at most of the piers and

wharves. Cargo in the port is usually handled by ship’s

tackle. Cranes to 200 tons are available.

(230) Facilities on the east side of Providence River:

(231) Mobil Oil Corp. Wharf: (41°46'56"N., 71°22'19"W.);

1,225-foot face, 700 feet of berthing space; 20 to 38 feet

alongside; deck height, 8 feet; pipelines to storage

tanks; receipt and shipment of petroleum products,

bunkering vessels; owned and operated by Mobil Oil

Corp.

(232) Amoco Oil Co. Wharf: at Kettle Point about 0.9 mile

above Mobil Oil Corp. Wharf; 500-foot face, 700 feet

with dolphins; 36 feet alongside; deck height, 12 feet;

receipt and shipment of petroleum products, bunkering vessels; owned by Amoco Oil Co., operated by

Amoco Oil Co. and Atlantic Richfield Co.

(233) Wilkes-Barre Pier: about 2 miles above Mobil Oil

Corp. Wharf; 75-foot face, 700 feet of berthing space

with dolphins; 40 feet alongside; deck height, 9 feet; receipt of petroleum products and naphtha; owned by

Providence and Worcester Railroad Co., operated by

Union Oil Co. of California, Getty Refining and Marketing Co., and Astroline Corp.

(234) In January 1982, fill operations and pier construction were in progress at the site of the future rail/ship

cargo terminal just south of the Wilkes-Barre Pier.

(235) Facilities on the west side of Providence River

(236) Municipal Wharf, Berths 5 and 6: (41°47'25"N.,

71°22'54"W.); 1,283-foot face; 35 to 40 feet alongside;

deck height, 101⁄2 feet; two 45-ton container cranes; 60

acres open storage; electrical shore power connections;

receipt and shipment of general and containerized

cargo and heavy equipment; owned by city of Providence, operated by Cranes Associates.

(237) Municipal Wharf, Berths 1, 2, 3, and 4: immediately

NW of Berths 5 and 6; 2,190-foot face, 35 to 40 feet

alongside; deck height, 101⁄2 feet; cranes to 200 tons;

47,000 square feet of covered storage; 12 acres open

storage; electrical shore power connections; receipt

and shipment of general cargo, lumber, paper products,

automobiles, petroleum products, liquefied petroleum

gas, scrap metal, pig iron, and caustic soda; owned by

city of Providence; various operators.

(238) New England Bituminous Wharf: about 500 yards

above Municipal Wharf; 384-foot face, 30 feet alongside; deck height, 101⁄2 feet; receipt of asphalt; owned

and operated by New England Bituminous, Division of

John J. Hudson, Inc.

(239) Lehigh Portland Cement Co. Wharf: about 600

yards above Municipal Wharf; 350-foot face, 20 feet

alongside; deck height, 101⁄2 feet; receipt of bulk cement; owned by city of Providence, operated by Lehigh

Portland Cement Co.

(240) Lone Star Industries Wharf: about 750 yards above

Municipal Wharf; 210-foot face, 28 to 30 feet alongside;

deck height, 12 feet; receipt of bulk cement; owned and

operated by Lone Star Industries, Inc.

(241) Algonquin LNG Wharf: about 0.4 mile above Municipal Wharf; 450-foot face, 25 feet alongside; deck

height, 12 feet; receipt of liquefied natural gas; owned

by Providence Gas Co., operated by Algonquin LNG,

Inc.

(242) Texaco U.S.A., Harbor Junction Pier: about 0.7 mile

above Municipal Wharf; 80-foot face, south side 1,040

feet long, 720 feet usable, 32 feet alongside; north side

1,040 feet long, 600 feet usable, 25 feet alongside; deck

height, 9 feet; receipt and shipment of petroleum products, bunkering vessels; owned and operated by Texaco,

Inc.

(243) Promet Marine Services Pier: about 1 mile above

Municipal Wharf; 120-foot face, 37 to 31 feet alongside;

south side 596 feet long, 22 feet alongside; north side

596 feet long, 37 feet alongside; deck height, 12 feet;

cranes to 100 tons; 11 acres of open storage; receipt and

shipment of general cargo and dry bulk materials; repairs to vessels; owned and operated by Promet Marine

Services Corp.

(244) Northeast Petroleum Corp. Pier: about 1.2 miles

above Municipal Wharf; south side 620 feet long, 600

feet of berthing space; 30 feet alongside; deck height,

11 feet; receipt of petroleum products; owned and operated by Northeast Petroleum Corp.

(245) C. H. Sprague & Son Co. Pier: about 1.25 miles

above Municipal Wharf; north side 500 feet long, 520

feet with platforms, 37 feet alongside; deck height, 12

feet; receipt and shipment of petroleum products;

bunkering vessels; owned and operated by C. H.

Sprague & Son Co.

254 ■ Chapter 6 ■ Coast Pilot 2
(246) The principal wharves at Pawtucket have depths of

9 to 14 feet alongside.

Supplies

(247) Gasoline, diesel fuel, diesel oil, bunker fuels, provisions, and marine supplies of all kinds are available. Oil

bunkering facilities, for deep-draft vessels, are available

at most of the petroleum companies facilities in Providence. Fuel tank barges are also available for bunkering

vessels anywhere in the harbor. Water is available at

most of the wharves and piers.

Repairs

(248) Providence has no facilities for drydocking deepdraft vessels; the nearest such facilities are at Boston,

Mass. Repairs to boilers, machinery, electrical equipment, and hull can be obtained in the port. Several

well-equipped machine and welding shops are also

available. Some of these concerns also maintain portable equipment for making above-waterline repairs to

vessels at their berths.

Small-craft facilities

(249) Small-craft facilities at Bullock Cove and Pawtuxet

have been discussed earlier in this chapter. A marina on

the west side of Providence River between Pawtuxet

and Fields Point can provide berths, electricity, gasoline, diesel fuel, water, ice, storage, marine supplies,

and hull and engine repairs; a flatbed trailer can haul

out craft to 60 feet long. In July 1981, 10 feet was reported in the approach to the marina, with 3 to 6 feet

alongside.

Communications

(250) Providence is served by rail, bus, and air. A ferry operates daily in the summer to Newport and Block Island.

Chart 13223

(251) West Passage, between Conanicut and Prudence

Islands on the east and Boston Neck on the west, is the

approach to Dutch Island Harbor, Wickford, Quonset

Point, and East Greenwich. Vessels may also go to Providence by West Passage, although the route through

East Passage is deeper and generally used. The following directions for West Passage to Providence River are

good for a draft of 19 feet, but local knowledge is required for a draft greater than 12 feet. Approaching

from the eastward, pass clear of Brenton Reef Light and

steer for the lighted gong buoy off Whale Rock until

southwest of Beavertail Light, and thence lay down a

northerly course in midchannel with Dutch Island

ahead. On the southward approach from off Point Judith Light, a north-northeasterly course will bring the

vessel to the lighted gong buoy off Whale Rock. (See

also chart 13218). At night a careful study of the light

characteristics is necessary as the lights marking East

Passage will be seen on the starboard bow when approaching from Point Judith.

(252) The course should pass westward of, and 500 yards

off, Dutch Island; thence through the Jamestown-North Kingston Bridge opening; and thence

northerly until about 0.8 mile westward of, and abeam,

the south tangent of Hope Island. From here a

north-northeasterly course will make the buoys marking the entrance of the natural channel westward of

Pine Hill Point on Prudence Island. Then a heading toward Warwick Light until abeam the lighted bell buoy

off Northwest Point on Patience Island will bring the

vessel in position to swing northeasterly and easterly to

the dredged channel to Providence.

(253) Narragansett Pier, on the west side of West Passage

about 3 miles west-southwestward of Beavertail Point,

is a summer resort. The large hotels and a square granite tower are prominent. A municipal bathing beach

and pavilion at the Upper Pier are prominent from an

easterly direction.

(254) River Ledge, about 0.9 mile northeastward of

Narragansett Pier, has a least depth of 9 feet and is

marked by a buoy. Whale Rock, on the western side of

the passage about 0.8 mile northeast of River Ledge, is

marked by a lighted gong buoy to the eastward. Little

Whale, covered 4 feet, is about 200 yards north of Whale

Rock. Strangers should pass eastward of the lighted

gong buoy off Whale Rock.

(255) Bonnet Shores Beach is on the north shore of the

bight formed by Bonnet Point, the point about 1.5

miles north of Whale Rock. A bathing pavilion at the

beach is prominent from a southeasterly direction.

(256) The Bonnet, a prominent hill with the shoreward

face bold and rocky, is north of Bonnet Point. The shore

between Bonnet Point and South Ferry, 1.3 miles

northward, should be given a berth of 400 yards. Pilings extend 130 yards eastward just south of the old

pier at South Ferry. A 200-foot L-shaped pier of the University of Rhode Island is about 150 yards southeastward of the old pier. In July 1981, depths of 20 feet were

reported along the outer face with 10 feet reported

along the inner face. The buildings of the university, a

church spire, and a standpipe are prominent from

southward to north of Dutch Island.

(257) Fox Hill, on the southern side of the entrance to

Dutch Island Harbor, 2.5 miles north of Beavertail

Point, is a point which terminates to the northward in

Beaverhead, a bluff rocky face.

Narragansett Bay ■ Chapter 6 ■ 255
(258) Dutch Island Harbor is in the West Passage of

Narragansett Bay about 3 miles north of Beavertail

Light. The harbor is a semicircular indentation 0.5 by 1

mile in extent in the west side of Conanicut Island.

(259) A boatyard in the southeastern part of the harbor

has a marine railway that can handle craft up to 50 feet

for hull and engine repairs. Berths, electricity, gasoline, diesel fuel (by truck), water, ice, storage, a launching ramp, some marine supplies, and a 20-ton lift are

available.

(260) Dutch Island, a State park about 3.2 miles north of

Beavertail Point, is surrounded by shoals and foul

ground. A bell buoy is off the northern end of the island

and a lighted gong buoy is off the southern end. A

square white tower on the southern end of the island is

prominent marked by a light.

(261) Dutch Island Harbor may be approached from

northward or southward. The southward entrance is

good for a depth of about 28 feet; the northern entrance

has an extensive shoal with depths of 15 to 18 feet. As

the harbor is of easy access, it is frequently used as a

harbor of refuge. Excellent anchorage may be had in

depths of 12 to 48 feet, sticky bottom. A harbormaster

controls all mooring and berthing. Vessels of over

18-foot draft seeking anchorage should give the eastern

shore of the harbor a berth of at least 0.4 mile. The eastern shore of Dutch Island should be given a berth of

100 yards.

(262) General anchorages are in West Passage of

Narragansett Bay. (See 110.1 and 110.145 (b) and (d),

chapter 2, for limits and regulations.)

(263) A bell buoy marks the shoal area off the northern

side of Dutch Island. The piers off the east side of the island are in ruins. A shoal extends about 200 yards westward and 350 yards northward of Beaverhead. At its

northern extremity this shoal rises abruptly from

depths of about 40 feet to a depth of 8 feet; a buoy marks

the shoal. The southeastern part of the harbor has a

shallow cove.

(264) Tidal currents of 1 to 1.5 knots may be encountered

in the vicinity of Dutch Island. Elsewhere in West Passage velocities are usually less than 1 knot. (See the

Tidal Current Tables for predictions, and the Tidal Current Charts, Narragansett Bay, for hourly velocities and

directions of the current.)

(265) Saunderstown is on the western shore of West Passage abreast Dutch Island. A former ferry dock off the

town is in ruins. A yacht club is at Saunderstown.

(266) The Jamestown-North Kingstown Bridge crossing

the passage from just north of Plum Beach has a fixed

span with a clearance of 135 feet; a private fog signal is

sounded from the west pier of the main channel opening. A replacement fixed highway bridge with a clearance of 135 feet is about 300 feet north of the

aforementioned highway bridge. The northerly fixed

highway bridge will replace the current southerly fixed

highway bridge at an unspecified future date.

(267) From the bridge northward, Great Ledge extends

along the west shore of Conanicut Island for about 1.5

miles. This ledge is from 175 to 500 yards offshore, culminating in America Ledge at its northern end. Numerous rocks are on Great Ledge. Between Plum Beach

and Rome Point, on the west side of the passage, 1.2

miles north of the bridge, are several rocks, including

Red Rock and Old Sergeant. Bare and covered rocks

are northeastward and eastward of Rome Point.

(268) Fox Island, 0.4 mile northeast of Rome Point and

southward of Wickford Harbor, is small and low. A shoal

with numerous submerged rocks including Seal Rock

extends southward of the island. A narrow channel,

suitable only for small craft, is between this shoal and

the shoals extending northeastward of Rome Point.

Halfway Ledge with a depth of 18 feet is about 0.5 mile

east of Fox Island.

(269) Wickford Harbor, on the western side of

Narragansett Bay 8 miles above Beavertail Light, comprises an outer and an inner harbor. The outer harbor is

a broad bight between Quonset Point on the north and

Wild Goose Point, about 0.6 mile westward of Fox Island, on the south. The entrance is about 2 miles wide.

Depths in the middle and southern parts of the outer

harbor average 13 to 17 feet. The inner harbor entrance

is between Poplar Point, 1.3 miles northwest of Fox Island on the south, and Sauga Point, about 0.4 mile

north of Poplar Point, on the north. The harbor is used

chiefly by recreational craft, and by oyster and lobster

boats. The town of Wickford is on the southwestern

side of the inner harbor.

(270) Several prominent landmarks are visible when approaching Wickford Harbor. A standpipe at North

Kingston (chart 13221), and a church spire in Wickford

may be seen for many miles. An abandoned lighthouse

on Poplar Point and the light off the point are prominent.

(271) The channel to the inner harbor, marked by buoys,

is restricted to a width of about 150 yards by the breakwaters and the shoals off Sauga and Poplar Points. The

north breakwater is marked by a light. The channel

leads to the junction of three coves, Fishing Cove to

the northward, Mill Cove to the northwestward, and

Wickford Cove to the southwestward. A State regulatory buoy just inside the jetties marks a “Slow no

wake” zone.

(272) Wickford Cove is the scene of considerable pleasure-boat activity. A dredged channel in the cove extends between flats, many of which are dry at low water,

to a highway bridge about 0.9 mile above the breakwaters. Numerous piles, used as moorings, border the

256 ■ Chapter 6 ■ Coast Pilot 2
channel for about 0.35 mile below the highway bridge.

In March 2001, the channel had a controlling depth of

5.3 feet.

(273) A marked dredged channel in Mill Cove leads to an

anchorage basin about 0.7 mile above the breakwaters.

In March 2001, the channel had a controlling depth of

11.3 feet to the dock off of Cedar Tree Point, thence 6.6

feet to the head of the project except for gradual shoaling to bare in the north half of the channel between

Cornelius Island and Point Wharf. The anchorage basin

had depths of 41⁄2 to 6 feet.

(274) Good anchorage may be had in the middle and

southern parts of outer Wickford Harbor in depths of

14 to 17 feet. The northern part of the outer harbor has

numerous rocks and ledges with a depth of 6 feet. General Rock, with a depth of 9 feet over it, is the southerly

limit of this shoal, 0.9 mile north-northeastward of Fox

Island. A rock with a depth of 8 feet over it is about 500

yards westward of General Rock. Brig Ledge, about 0.5

mile north of General Rock, is covered 9 feet. The

southern shore of the outer harbor is foul. Charles

Rock, with a depth of 4 feet, is just inside of the northern breakwater and marked by a buoy.

(275) Vessels approaching Wickford Harbor from the

southward, after passing through the main span of the

Jamestown-North Kingston Bridge, steer 340°. When

northeastward of Fox Island, steer for Wickford Harbor

Light on any bearing between 313° and 290°, anchoring 0.2 mile or more southeastward of the light in

depths of 13 to 15 feet, soft bottom.

(276) In severe winters the inner harbor is closed by ice,

but the outer harbor is usually open although drift ice

is occasionally encountered.

(277) Wickford has several small-craft facilities and

boatyards. The largest marine railway, on the east of

Wickford Cove, can handle craft up to 60 feet. Berths,

electricity, gasoline, diesel fuel, water, ice, marine supplies, a launching ramp, mobile hoists to 30 tons, and

hull, engine, and electronic repairs are available; wet

and dry storage is also available. In July 1981, a reported depth of about 7 feet could be carried to the marine railway at Wickford Cove.

(278) Quonset Point, on the north side of Wickford Harbor, is marked by elevated tanks. Near the eastern end

of the point are the conspicuous buildings of the Quonset Point Industrial Park. The piers at Quonset Point,

and at Davisville, about 1.5 miles northward, are usually approached from East Passage until north of

Conanicut Island, thence through a buoyed dredged

channel to a turning basin off the point from which a

channel leads to the piers at Davisville. A depth of about

33 feet can be carried in the channel to the turning basin. With the exception of 27- and 30-foot spots, depths

of 32 to 35 feet are available throughout the basin;

depths of 30 feet are reported alongside the pier. In December 1965, the controlling depth in the channel to

Davisville was 31 feet, thence 27 feet in the turning basin or 28 feet for a middle width of 800 feet through the

basin to the piers; depths of 29 feet were available on

the southwest side of Pier 1 and in the slip between

Piers 1 and 2.

(279) Hope Island, about 1.6 miles north of Conanicut

Point, has low grassy hills with a few trees. The island is

a State estuarine sanctuary and is off limits to visitors

during the bird nesting season. Bare and submerged

rocks surround the island for about 0.2 mile. Despair

Island is on the outer end of a rocky ledge extending 0.2

mile northeastward of Hope Island; a buoy is off the

northeast side of the ledge. Scup Rock and Round Rock

are off the eastern side of Hope Island, and Gooseberry

Island and Seal Rock are off the western side. A hazardous reef with piles and a boiler awash on it is about 0.4

mile southwestward of the southwest point of Hope Island; a lighted buoy marks the area.

(280) Allen Harbor is 2 miles north of Quonset Point.

The harbor is entered through a buoyed channel which

has a depth of about 8 feet. Depths of 8 to 10 feet are inside.

(281) Calf Pasture Point is on the north side of the entrance to Allen Harbor. Abreast the point and for some

distance northward of it, a shoal extends 0.5 mile from

shore.

Chart 13224

(282) Potowomut River, entering the west side of West

Passage, 1.7 miles north of Calf Pasture Point, is separated from Greenwich Bay on the north by Potowomut

Neck. A dredged channel leads through the entrance of

the river. In December 2004, the channel had a controlling depth of 2.7 feet. Caution is necessary to avoid

rocks with depths of 1 foot over them in the entrance.

Strangers should not enter the river.

(283) Round Rock, about 0.7 mile eastward of Potowomut

River entrance, uncovers 3 feet and is marked by a seasonal lighted buoy close eastward. Several other rocks,

awash and submerged, lie between Round Rock and the

entrance to the river; caution is advised.

(284) The natural channel of West Passage extends between the shoal area eastward of Round Rock and the

shoal area westward of Patience Island. The channel

has depths of 21 to 70 feet. Buoys mark the entrance

from the southward, and a lighted bell buoy marks the

northwestward edge of the shoal off Patience Island.

The channel is the approach from southward to Greenwich Bay, Warwick Point, and the channel from West

Passage to Providence River.

Narragansett Bay ■ Chapter 6 ■ 257
(285) Patience Island, 0.2 mile west of the northern end

of Prudence Island, is surrounded by shoals and foul

ground. The island is a State park and estuarine sanctuary.

(286) Warwick Point, the southernmost point of Warwick

Neck, 0.7 mile northwest of Patience Island, is marked

by a light and fog signal.

(287) Greenwich Bay, at the northwestern end of

Narragansett Bay, is entered between Warwick Neck

and Potowomut Neck. Shoal water borders the shore of

the bay, but the general depths are 10 feet or more.

(288) Warwick Cove, between Warwick Neck and Horse

Neck, is in the northeastern part of Greenwich Bay. A

marked dredged channel leads from the bay to an anchorage basin at the head of the cove; other anchorage

basins in the cove are on the west side of the channel,

0.5 mile above the channel entrance, and on each side

of the channel 0.7 mile above the channel entrance. A

State regulatory buoy off Horse Neck marks a 5 mph

speed limit. In August-September 2003, the controlling depths were 3.5 feet (6.0 feet at midchannel) from

the entrance to the anchorage basin at the head of the

cove, except for shoaling to 0.8 foot in the left outside

quarter of the channel just above Buoy 5. The anchorage basin, 0.5 mile above the entrance, had depths of

4.7 to 6.0 feet and the two anchorage basins, 0.7 mile

above the entrance, had depths of 5.6 feet to 6.0 feet.

The anchorage basin at the head of the cove had a depth

of 5.1 feet with gradual shoaling to 2.2 feet towards the

northeast end. The cove is the scene of considerable

pleasure boat activity.

(289) The harbormaster in the cove controls berthing

and anchorage; contact can be made through the

Warwick City Hall. The cove has several marinas and

boatyards. Berths, electricity, gasoline, water, ice, storage, launching ramps, marine supplies, and hull and

engine repairs are available. The largest mobile hoist,

on the west side of the cove about 0.8 mile above the

mouth, can handle craft up to 20 tons.

(290) Brush Neck Cove, about 0.5 mile west of Warwick

Cove, is fronted by a flat with a general depth of about 2

feet. This channel is used by small local craft at high

water as far as the pier at Oakland Beach. Oakland

Beach, on Horse Neck, between Brush Neck and Warwick

Coves, is a summer resort with bus communication.

(291) Apponaug Cove, in the northwestern part of Greenwich Bay, is entered through a marked dredged channel that leads from the bay to an anchorage basin on

the southwest side of the channel just below a fixed

railroad bridge about 0.7 mile above the channel entrance. A State regulatory buoy at the entrance to the

cove marks a 5 mph speed zone. In September 2005,

the controlling depth was 6 feet to Buoy 8, thence 2.5

feet to the head of the channel, about 150 yards below

the railroad bridge. The anchorage basin had depths of

5.2 to 6 feet. In 1979, depths of less than 1 foot were

above the bridge. Small-craft facilities can be found in

the cove and at the west end of Greenwich Bay southwest of the entrance channel to the cove. (See

small-craft facilities tabulation on chart 13221 for services and supplies available.)

(292) Chepiwanoxet Island, on the western side of the

bay northward of the entrance to Greenwich Cove, is a

small neck of land with a yellow bluff facing eastward.

From this island, shoals with little water over them extend about 500 yards northward and 300 yards eastward and southeastward. Shoals extend about 300

yards northward and westward of Long Point, the

northwestern extremity of Potowomut Neck.

(293) Greenwich Cove, in the southwest end of Greenwich Bay, is about 1.3 miles long and 300 to 600 yards

wide. Buoys mark the entrance channel into the cove.

State regulatory buoys at the entrance mark a “Slow

no wake” zone. On the western shore is the town of

East Greenwich. Depths of about 7 to 11 feet are available in the cove to about 0.5 mile from the head. Good

anchorage may be had off some of the small-craft facilities on the west side of the cove in depths of 8 to 11 feet.

(294) The mean range of tide is 4.0 feet.

(295) The cove has several boatyards. Berths, electricity,

gasoline, water, diesel fuel, ice, marine supplies, wet

and dry storage, launching ramps, lifts to 21 tons, and

complete engine and hull repairs are available. The

harbormaster in the cove controls anchoring and

berthing; contact can be made through the Warwick

City Hall.

(296) From Sandy Point, the eastern extremity of

Potowomut Neck, shoals with depths of 2 to 9 feet extend northeasterly for about 0.6 mile. Extensive shoals

extend off the eastern side of Warwick Neck to Ohio

Ledge. Rocky Point is on the eastern side of the neck,

1.7 miles north-northeastward of Warwick Point.

(297) The natural channel between the shoals off

Warwick Neck and the shoals northward of Patience

and Prudence Islands has depths of 19 to 50 feet. A buoy

marks the shoal off Providence Point, the northernmost point of Prudence Island.

Chart 13218

(298) The shoreline of Point Judith Neck between West

Passage and Point Judith should be given a berth of at

least 0.6 mile. From Narragansett Pier to Black Point, a

rocky promontory 1.9 miles southward, the shoreline

is a rugged rocky ledge with deep water close inshore.

The waters between Black Point and Point Judith are

boulder-strewn and shoal up gradually.

258 ■ Chapter 6 ■ Coast Pilot 2
(299) Three very prominent landmarks are Point Judith

Light, the elevated water tank 1.7 miles north of Point

Judith, and Hazard’s Tower, a high, square stone tower

0.5 mile south of Narragansett Pier. Closer inshore the

stone bathing pavilion at the State-operated Scarborough Beach, 0.5 mile south of Black Point, and an

open stone tower on a house 0.4 mile north of Black

Point are prominent.

Narragansett Bay ■ Chapter 6 ■ 259
260

■ Chapter 7■ Coast Pilot 2

13217

Block Island

13219

13215 13209

13212

13214

13205

CONNECTICUT RHODE ISLAND

Montauk Point

NORTH ATLANTIC

OCEAN

12354

Watch Hill

New London

Point Judith

Fishers Island

Gardiners

Bay

12358

Fishers Island Sound

Gardiners Island

Great Peconic

Bay

Stonington

Mystic

41°

41°30

’

71°30

’

72° 72°30

’

Block Island Sound

Long Island Sound

Connecticut River

Little Peconic

Bay

Long Island

Point Judith Harbor Groton

Greenport

HARBOR CHARTS (outlined in red) - scales 1:50,000 and larger.

CONVENTIONAL CHARTS

These specially designed charts are published with small craft information

and are labeled in green

SMALL-CRAFT CHARTS AND MARINE FACILITIES CHARTS

COAST CHARTS (outlined in purple) - scales from 1:50,001 to 1:150,000.

GENERAL CHARTS (outlined in purple) - scales from 1:150,001 to 1:600,000.

Note: not all charts are shown
Block Island Sound

(1) This chapter describes Block Island Sound, Fishers

Island Sound, Gardiners Bay, Little Peconic Bay, Great

Peconic Bay, and the ports and harbors in the area, the

more important of which are Point Judith Harbor,

Great Salt Pond, Stonington, Mystic Harbor, and

Greenport.

COLREGS Demarcation Lines

(2) The lines established for this part of the coast are

described in 80.150 and 80.155, chapter 2.

Charts 13205, 13215

(3) Block Island Sound is a deep navigable waterway

forming the eastern approach to Long Island Sound,

Fishers Island Sound, and Gardiners Bay from the Atlantic Ocean. The sound is a link for waterborne commerce between Cape Cod and Long Island Sound. It has

two entrances from the Atlantic: an eastern entrance

from Rhode Island Sound between Block Island and

Point Judith, and a southern entrance between Block

Island and Montauk Point. The sound is connected

with Long Island Sound by The Race and other passages to the southwestward, and with Fishers Island

Sound by several passages between rocky reefs from

Watch Hill Point to East Point, Fishers Island.

(4) The north shoreline of Block Island Sound and

Fishers Island Sound from Point Judith to New London

is generally rocky and broken with short stretches of

sandy beach. Many inlets and harbors, especially in the

vicinity of Fishers Island, afford harbors of refuge for

vessels. Most of the rocks and shoals near the channels

are marked with navigational aids.

(5) The southern part of Block Island Sound is

bounded by Block Island on the east, the eastern extremity of Long Island, and Gardiners Island on the

west. Plum Island and Fishers Island are at the western

end of the sound.

(6) The deep water in the central part of Block Island

Sound will accommodate vessels of the greatest draft.

(7) Westward of Gardiners Island, enclosed between

the northeastern and eastern ends of Long Island, are

Gardiners Bay, Shelter Island Sound, Little Peconic

Bay, and Great Peconic Bay. This area is well protected

but generally shallow, and is not suited for deep-draft

vessels. The shoreline is marked by many indentations

and shallow harbors. These waters are much used by

commercial fishing vessels and small pleasure craft because of the protection afforded and the many anchorages.

(8) Recommended Vessel Route (Block Island Sound)

has been established for Block Island Sound.

(9) The U.S. Coast Guard Captain of the Port, Providence, in cooperation with the Southeastern Massachusetts and Rhode Island Port Safety and Security

Committees, has established a Recommended Vessel

Route for deep draft vessels and tugs/barges transiting

Rhode Island Sound, Narragansett Bay, and Buzzards

Bay. Deep draft vessels and tugs/barges are requested to

follow the designated routes. These routes were designed to provide safe, established routes for these vessels, to reduce the potential for conflict with

recreational boaters, fishing gear, and other small

craft, and to reduce the potential for grounding or collision. 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 the route.

Small vessels should exercise caution in and around

the Recommended Vessel Routes and monitor VHF

channels 16 or 13 for information concerning deep

draft vessels and tugs/barges transiting these routes.

(10) Block Island North Reef is a sand shoal with

depths of 14 feet or less extending 1 mile northward

from Sandy Point at the north end of Block Island. The

shoal should be avoided by all vessels; its depths change

frequently, and its position is also subject to a slow

change. It is practically steep-to on all sides, so that

soundings alone cannot be depended on to clear it. A

lighted bell buoy is 1.5 miles northward of the point.

(11) Southwest Ledge, 5.5 miles west-southwestward of

Block Island Southeast Light, has a least known depth

of 21 feet and is marked on its southwest side by Southwest Ledge Lighted Whistle Buoy 2. Rocky patches with

least depths of 27 and 29 feet extend 1.5 miles northeastward from the ledge. The sea breaks on the shoaler

places on the ledge in heavy weather.

(12) Several other dangers that must be guarded

against are northward and westward of Southwest

Ledge Lighted Whistle Buoy 2. These dangers are:

Block Island Sound ■ Chapter 7 ■ 261
37-foot sounding, marked by a lighted buoy, about 2.2

miles 280° from the lighted whistle buoy, and two rocks

covered 21 and 22 feet, about 0.75 mile north of the

lighted whistle buoy.

(13) The deepest passage in the southern entrance to

Block Island Sound is just westward of Southwest

Ledge and has a width of over 2 miles; this is the best

passage for deep draft vessels. The area between Southwest Ledge Lighted Whistle Buoy 2 and Block Island

Sound South Entrance Obstruction Lighted Buoy BIS

is known locally as Montauk Channel. Mariners should

keep in mind that vessels with a draft in excess of 38

feet will not be allowed to transit this area. Further, pilots using Montauk Channel shall consider draft, sea

and swell, wind, visibility, current and vessel traffic.

When these conditions pose a threat to the safety of any

person, vessel, prudent navigation or safety of the environment, Montauk Channel shall not be used.

(14) Between the inner patch of rocks and the shoals,

which extend 0.9 mile from Block Island, is a channel

1.3 miles wide, with a depth of about 34 feet. Vessels using this channel should round the southwest end of

Block Island at a distance of 1.5 miles. It is not advisable to use this passage during heavy weather.

(15) The entrance between Point Judith and Block Island is used by vessels coming from the bays and

sounds eastward to Long Island Sound. The route generally used is through The Race. Tows of light barges

and vessels of 14 feet or less draft sometimes go

through Fishers Island Sound, especially during daylight with a smooth sea. This entrance is clear with the

exception of Block Island North Reef and the numerous

large boulders extending about 4 miles south-southeastward of Point Judith. The coast from Point Judith

nearly to Watch Hill should be given a berth of over 1

mile, avoiding the broken ground with depths less than

30 feet.

Tides and currents

(16) (Full tidal information, including daily predictions, is given in the Tide Tables.)

(17) The effect of strong winds, in combination with the

regular tidal action, may at times cause the water to fall

several feet below or rise the same amount above the

plane of reference of the chart. The mean range of tide

throughout Block Island Sound varies from about 3

feet at Point Judith to 2 feet at Montauk Point.

(18) Tidal current data for a number of locations in

Block Island Sound are given in the Tidal Current Tables. Current directions and velocities throughout the

sound for each hour of the tidal cycle are shown on

Tidal Current Charts, Block Island Sound and Eastern

Long Island Sound.

(19) The tidal currents throughout Block Island Sound

have considerable velocity; the greatest velocities occur in the vicinity of The Race and in the entrances between Montauk Point, Block Island, and Point Judith.

Soundings alone cannot be depended upon to locate

the position; the shoaling is generally abrupt in approaching the shores or dangers.

(20) In the middle of the passage between Point Judith

and Block Island, the velocity is 0.7 knot. The flood sets

westward, and the ebb eastward.

(21) In the passage between Block Island and Montauk

Point, the flood sets generally northwestward and the

ebb southeastward. In the middle of the passage the velocity is 1.5 knots on the flood and 1.9 knots on the ebb.

About 1.2 miles eastward of Montauk Point, the flood

sets 346°, ebb 162°, with a velocity of 2.8 knots.

(22) In Block Island Sound and in the eastern part of

Long Island Sound, fogs are generally heaviest with

southeast winds. In these waters the usual duration of a

fog is from 4 to 12 hours, but periods of from 4 to 6 days

have been known with very short clear intervals. In the

autumn, land fogs, as they are termed locally, sometimes occur with northerly breezes, but are generally

burned off before midday.

(23) The Race may be said to be the only locality where

tidal currents have any decided influence on the movements of the ice. Large quantities of floe ice usually

pass through The Race during the ebb, especially if the

wind is westerly, and in severe winters this ice causes

some obstruction in Block Island Sound and around

Montauk Point. These obstructions are the most extensive around the middle of February.

Weather, Block Island Sound and vicinity

(24) Land influences the weather only at the northern

edge of the Sound, with a northerly wind. Otherwise

the waters are open, similar to the nearby ocean. Winds

from all other directions have ample time to increase in

strength and the Sound can be as turbulent as any water off the coast. Wind speeds can be double those found

on the coast, especially in winter, when average speeds

of 16 to 17 knots are common. Gales occur up to 5 percent of the time in winter and are most likely from the

west and northwest. Seas built by winds from the

southeast through southwest are usually highest since

there is no land to interfere with the fetch. Seas of 10

feet (3 m) or more are likely 5 to 7 percent of the time in

winter.

(25) Because of relatively cold water, summer fog occurs two to three times more often in these waters than

in either Narragansett or Buzzard Bays. For example,

in June visibilities drop below 1⁄2 mile nearly 9 percent

of the time.

262 ■ Chapter 7 ■ Coast Pilot 2
North Atlantic Right Whales

(26) Endangered North Atlantic right whales may occur

in Block Island Sound, in particular in the

Narragansett/Buzzards Bay Traffic Separation Scheme.

They may also occur 30 nautical miles south of Block

Island Sound (peak season: November through April).

The Northeast Marine 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.)

Pilotage: Block Island Sound and Long Island Sound

(27) Pilotage is compulsary for foreign vessels under

register in Block Island Sound and Long Island Sound.

A vessel traversing Block Island is enroute to or from

Long Island Sound. See Pilotage, Long Island Sound

(indexed as such), chapter 8. Vessels bound for Long Island Sound ports may board pilots at any point south or

east of the Point Judith Pilot Station, centered on

41°17.0'N., 071°30.5'W., and outside the waters of the

State of Rhode Island, and at any point south of the

Montauk Point Pilot Station, centered on 41°02.0'N.,

071°42.0'W.

Chart 13217

(28) Block Island, 5 miles long, is hilly with elevations

up to about 200 feet. The shore of the island is fringed

in most places by boulders and should be given a berth

of over 0.5 mile even by small craft; the shoaling is generally abrupt in approaching the island.

Weather, Block Island and vicinity

(29) Block Island, formed by glaciers, consists of nearly

7,000 acres (2,830 hectares) and lies in the Atlantic

Ocean about 12 miles east-northeast of Long Island and

about the same distance south of Charlestown, RI.

Hence, the climate is typically maritime, but under

conditions of extreme cold or heat the effect is felt on

the island as well as on the mainland. Temperatures of

-10°F (-23.3°C, February 1992) and 95°F (35°C, August

1948) have been recorded.

(30) Summers are usually dry. Recorded rainfall for any

one month ranges from a trace to 11.51 inches (292

mm). November is the wettest month averaging 4.08

inches (104 mm) and June is the driest averaging 2.46

inches (64 mm).

(31) The warmest month is July with an average high of

76.5°F (24.7°C) and an average low of 63.7°F (17.6°C).

The coolest months are January and February. Each average 32°F (0°C). The island is too small to build up

cumulonimbus clouds, and local thunderstorms do not

occur. Fog occurs on one out of four days in the early

summer, when the ocean is relatively cold and foggy

days average about 22 each year.

(32) Winters are distinguished for their comparative

mildness; maximums average 36°F to 42°F (2.2°C to

5.6°C) and minimums average 26°F (-3.3°C) in January

and February. Since the surface winds are usually easterly when snow begins it soon changes to rain or melts

rapidly after it piles up. The ocean temperatures are of

course always somewhat above freezing and not far off

shore are relatively high.

(33) The ocean has a dampening effect on hot winds in

summer and an accelerating effect on cold winds from

the mainland in the winter. Katabatic winds from

Narrangansett Bay and Long Island reach as high as 35

knots when anticyclonic conditions prevail on the

mainland in winter. The wind velocity averages 15

knots for the year, but the mean is 17 knots in the winter, when gales are frequent. In the early fall most of the

tropical storms moving up the coast affect the island to

some extent. Since 1871 and 1996, 13 storms have

come within 25 miles of Block Island. In August 1991,

the center of Hurricane Bob passed about ten miles to

the west of the island with 85- knot winds.

(34) (See page 429 for Block Island climatological table.)

Communications

(35) A ferry operates daily from Galilee to Great Salt

Pond or Old Harbor, carrying mail, passengers, freight,

and vehicles. There is summer ferry service from Old

Harbor to Providence, via Newport, and to New London. The island has telephone service to the mainland.

Air service is also available.

(36) Block Island Southeast Light (41°09'10"N.,

71°33'04"W.), 261 feet above the water, is shown from a

red-brick octagonal, pyramidal tower attached to a

dwelling to Mohegan Bluffs on the southeast point of

the island.

(37) About 0.2 mile southeast of the light is the wreck of

the large tanker SS LIGHTBURNE. The wreck is

marked by a buoy. At Clay Head, on the northeast side

of Block Island, is a lone white house on top of the bluff.

Two nearby silos are conspicuous.

(38) Block Island North Light(41°13'39"N., 71°34'33"W.),

58 feet above the water, is shown from a brown tower

on a gray granite dwelling on Sandy Point at the north

end of the island.

(39) Old Harbor, frequently used as a harbor of refuge,

is an artificial harbor formed by two breakwaters on the

east side of Block Island, 1.4 miles northward of Block

Island Southeast Light. In May 2007, the controlling

Block Island Sound ■ Chapter 7 ■ 263
depths were 7.2 feet (13.2 feet at midchannel) in the entrance channel, thence 12.1 to 15 feet in the anchorage

basin, with lesser depths along the edges. Depths of

11.3 to 15 feet were available in the inner harbor. The

harbor is occupied by pleasure craft during the summer. The eastern part of the inner harbor is left clear

for the passage of the ferry to the wharf. The basin in

the southeast corner of the inner harbor is usually occupied by fishing boats and local craft which tie up

along the sides. Gasoline, diesel fuel, and berths are

available. The harbormaster has an office at the Old

Harbor town dock.

(40) The east breakwater extends about 300 yards

northward of the entrance of the inner harbor, and is

marked at its end by a light and fog signal. A bell buoy is

0.55 mile northward of the breakwater. A light marks

the end of the breakwater on the west side at the entrance to the inner harbor.

(41) Great Salt Pond (New Harbor), on the west side of

Block Island, is the best harbor in Block Island Sound

for vessels of 15-foot draft or less. In easterly gales

when the sea is too heavy to enter Old Harbor, a landing

can be made at Great Salt Pond. The entrance, about 2

miles south-southwestward of Block Island North

Light, is a dredged cut through the narrow beach. The

southwestern side of the entrance is protected by a

jetty, which is marked by a light and a fog signal at its

outer end.

(42) In May 2007, the controlling depth was 5.4 feet in

the left half of the channel and 1.3 feet in the right half

of the channel, with shoaling to bare in the right outside quarter just shoreward of the inner end of the

breakwater. Local knowledge is advised before entering.

(43) The usual anchorage in Great Salt Pond is near the

southeast end, off the ferry landing, in 15 to 48 feet,

taking care to leave a fairway to the landing. A channel

with a reported depth of about 8 feet in July 1981 leads

to Trim Pond, where local fishing craft are moored.

(44) Small-craft facilities in Great Salt Pond can provide

berths, electricity, gasoline, diesel fuel, water, ice, and

marine supplies. The marina about 0.3 mile westward

of the ferry landing had a reported depth of 16 feet at

the face of the dock in July 1981. Sail and engine repairs are available nearby.

Tides and currents

(45) The mean range of tide is about 2.6 feet.

(46) Tidal currents in the entrance to Great Salt Pond

have a velocity of 0.3 knot. (See Tidal Current Tables for

predictions.)

No-Discharge Zone

(47) The State of Rhode Island, with the approval of the

Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in Great Salt Pond. The

NDZ includes all waters east of a line from the landward

end of the jetty located at the northwestern channel entrance to the red marker located approximately 600 feet

northwest of the United States Coast Guard facility

dock (see chart 13217 for limits).

(48) 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).

Chart 13219

(49) Point Judith Light (41°21'39"N., 71°28'53"W.), 65

feet above the water, is shown from an octagonal tower,

51 feet high, with the lower half white, upper half

brown. The station has a fog signal. About 100 yards

north of the light is Point Judith Coast Guard Station.

A lighted whistle buoy is about 2.4 miles southward of

the light. (See chart 13218.)

(50) The area around Point Judith, including the approaches to Point Judith Harbor of Refuge, is irregular

with rocky bottom and indications of boulders. Caution

is advised to avoid the shoal spots, even with a smooth

sea, and to exercise extra care where the depths are not

more than 6 feet greater than the draft.

(51) Point Judith Harbor of Refuge, on the west side of

Point Judith, is formed by a main V-shaped breakwater

and two shorearm breakwaters extending to the shore.

The harbor is easy of access for most vessels except with

a heavy southerly sea. It is little used by tows. The only

soft bottom in the harbor is found in the southern part

of the deeper water enclosed by the main breakwater.

On the north side the shoaling is gradual; the 18-foot

curve is about 0.3 to 0.5 mile offshore.

(52) Near the central part of the harbor are two shoals;

the northernmost one has depths of 14 to 18 feet, and

the southernmost one has depths of 14 to 16 feet and is

marked by a buoy.

(53) The area within the V-shaped breakwater affords

protected anchorage for small craft. The breakwater

should be given a berth of 200 yards to avoid broken

and hard bottom; a rocky shoal area about 100 yards

wide, paralleling the west side of the main breakwater

northward from the angle should be avoided. A good

berth for a vessel is on a line between Point Judith Harbor of Refuge East Entrance Light 3 and Point Judith

Harbor of Refuge West Entrance Light 2, midway between them in 22 to 30 feet. This position falls on the

264 ■ Chapter 7 ■ Coast Pilot 2
edge of the east-west thorofare used by pleasure craft

and fishing boats.

(54) In August 1984, a submerged obstruction was reported about 270 yards southeast of Point Judith Harbor of Refuge West Entrance Light 2 in about

41°21'37"N., 71°30'40"W. A dangerous wreck, covered

41⁄2 feet, is about 450 yards westward of Point Judith

Harbor of Refuge East Entrance Light 3 in 41°21.6'N.,

71°29.1'W.

(55) The southern entrance to the Harbor of Refuge,

known locally as the East Gap, is 400 yards wide; in July

1981, it had a reported controlling depth of about 24

feet with deeper water in the western half of the channel.

(56) The western entrance to the Harbor of Refuge,

known locally as the West Gap, is 500 yards wide; in

July 1981, it had a reported controlling depth of about

18 feet, with lesser depths on the north side of the entrance.

Tides and Currents

(57) The mean range of tide in the Harbor of Refuge is

3.1 feet. The tidal currents have a velocity of about 0.7

knot at the south entrance. The currents off the west

entrance are rotary, with a velocity at strength of 0.5

knot. (See Tidal Current Tables for predictions.)

(58) Considerably stronger currents have been reported

to develop especially when the tide is ebbing.

(59) Point Judith Pond is a saltwater tidal pond entered

between two rock jetties at The Breachway in the

northwestern part of Point Judith Harbor of Refuge.

The east jetty is marked near its seaward end by a

daybeacon. The pond extends 3.3 miles northerly to the

town of Wakefield. It is used extensively by small fishing vessels and pleasure craft, and numerous fish

wharves are inside the entrance. The north end of Point

Judith Pond affords good anchorage for boats of 4 feet

draft or less during a heavy blow.

(60) The village of Galilee on the east side of the entrance and Jerusalem on the west side at Succotash

Point have State piers and numerous small piers

chiefly used by fishermen. A State fisheries laboratory

is just above the State pier at Jerusalem. A State pier

superintendent controls the State piers at Galilee and

Jerusalem; his office is at the head of the Galilee State

Pier.

(61) A channel with three dredged sections marked by

buoys and a daybeacon extends from Point Judith Harbor of Refuge along the west side of the pond to the

State Pier at Jerusalem, and thence northerly to the

turning basin at Wakefield. A branch channel, on the

east side, extends northeasterly from the entrance to the

pond to the State Pier at Galilee, and into anchorage

areas westward of Galilee and southward of Little

Comfort Island.

(62) In March 2006-April 2007, the controlling depths

were 11.8 feet (13.7 feet at midchannel) to the junction

with the Galilee branch channel, thence 13.1 feet to the

State Pier at Jerusalem, thence 2.3 feet to the turning

basin at Wakefield with 5.5 to 6 feet in the basin; deeper

water can be carried in the channel from Jerusalem to

Wakefield; however, local knowledge is advised. The

east branch channel had a controlling depth of 14.7 feet

to the State Pier at Galilee, thence 14.1 feet to the end

of the project at Buoy 3 southward of Little Comfort Island; the anchorage westward of Galilee had depths of

10 feet.

Tides and Currents

(63) The mean range of tide in the pond is 2.8 feet and

occurs later than in the Harbor of Refuge by about 10

minutes just inside the entrance and 30 minutes at the

north end. The tidal currents in the entrance have a velocity of 1.8 knots on the flood and 1.5 knots on the ebb,

and cause slight rips and overfalls at changes of tide.

Higher current velocities are reported to occur. (See

Tidal Current Tables for predictions.)

(64) Several boatyards and marinas are at Galilee, Jerusalem, Wakefield, and at Snug Harbor, on the west side

of the pond about 0.8 mile above the entrance. Berths,

electricity, gasoline, diesel fuel, water, ice, marine supplies, storage, launching ramps, and hull and engine

repairs are available. The largest marine railway in the

area, at the southern end of the waterfront at Snug

Harbor, can handle craft up to 150 feet long or 400 tons.

In July 1981, a reported depth of 12 feet could be carried to the railway.

(65) Daily ferry service is available to Block Island from

Galilee. Daily bus service is operated to Providence.

(66) Potter Pond, shallow and landlocked, is joined with

Point Judith by a narrow channel near Snug Harbor.

Local knowledge should be obtained before using this

channel, which has depths of 2 to 4 feet and is crossed

by overhead power and telephone cables with a clearance of 30 feet at the channel entrance and by a fixed

highway bridge with a clearance of 5 feet about 0.4 mile

above the entrance. A current of more than 3 knots develops through the channel on the ebb. The mean

range of tide in the pond is about 1 foot, and it occurs

about 2.5 hours later than in the Harbor of Refuge.

Chart 13215

(67) From Point Judith to Watch Hill the shore is low

and for the most part consists of sandy beaches which

are broken by several projecting rocky points. Back

Block Island Sound ■ Chapter 7 ■ 265
from the immediate shore are areas of cultivation interspersed with rolling grass-covered or wooded hills.

Except for Point Judith Pond, most pond outlets are

used only by small local craft. The coast is fringed by

broken ground and boulders in places, which should be

avoided by deep-draft vessels where the depths are less

than 36 to 42 feet.

(68) Matunuck is a summer resort about 3 miles west of

Point Judith. Southwest of Matunuck Point is Nebraska Shoal, a patch of boulders covered 18 feet and

marked by a buoy. The shoal is at the south end of broken ground, with depths less than 30 feet offshore; the

water deepens abruptly around the patch.

(69) Charlestown Breachway, 4.5 miles westward of

Matunuck Point, is a narrow inlet which leads to

Ninigret Pond, also known as Charlestown Pond, to

the westward, and the village of Charlestown to the

northward. In 1994, a reported depth of about 11⁄2 feet

could be taken in the inlet, with depths of about 3 to 6

feet inside. The southern part of Ninigret Pond is

mostly mud flats. Local knowledge is required in entering and moving about inside. A small-craft facility is at

Charlestown, and one is at the western end of Ninigret

Pond; berths, gasoline, electricity, marine supplies, and

launching ramps are at both facilities.

(70) Quonochontaug, 10.8 miles westward of Point Judith, is a summer settlement at the outlet of

Quonochontaug Pond. In July 1981, a reported depth

of about 3 feet could be carried in Quonochontaug

Breachway, with depths of 15 to 20 feet reported in the

pond. Vessels favor the west side of the entrance to

avoid rocks in the easterly half of the entrance.

(71) Weekapaug Point, 12.5 miles west of Point Judith,

is bold, rocky, and prominent from the southwest and

southeast. Two stone jetties, 1,500 feet long, protect

the entrance to Winnapaug Pond just westward of the

point. In July 1981, a reported depth of about 5 feet

could be carried in Weekapaug Breachway to the pond;

vessels favor the west side of the breachway above the

bridge. Reported depths in Winnapaug Pond vary from

bare to 10 feet. There are numerous shoals and sandbars. Southerly winds cause breakers at the ends of the

jetties; extreme caution is advised. The fixed bridge

over the entrance has a clearance of 6 feet.

(72) Old Reef, with a depth of 5 feet over it, is about 1.5

miles west of Weekapaug Point and about 0.5 mile offshore.

266 ■ Chapter 7 ■ Coast Pilot 2
Chart 13214

(73) Watch Hill, about 17.5 miles west of Point Judith,

is a high bare bluff on its easterly side with several large

hotels and summer houses.

(74) Watch Hill Light (41°18.2'N., 71°51.5'W.), 61 feet

above the water, is shown from a square gray granite

tower, 45 feet high, attached to a white building with a

red roof, on Watch Hill Point.

(75) Gangway Rock, awash at low water, is part of a

boulder reef extending about 0.2 mile southward from

Watch Hill Light. A lighted bell buoy marks the south

end of the reef. A submerged rock is about 50 yards

northward of the buoy.

(76) Watch Hill Passage is the principal entrance to

Fishers Island Sound from eastward, and the only one

used by strangers. It has a least depth of about 17 feet. A

spot with 12 feet over it in the passage is marked by a

buoy; the best channel is northward of this buoy, giving

it a berth of about 150 yards.

(77) Watch Hill Reef, on the southwest side of Watch

Hill Passage, has rocks that bare and is marked by a

gong buoy.

(78) Sugar Reef Passage, between Watch Hill Reef and

Sugar Reef, has a width of 0.3 mile; the least depths are

about 22 feet.

(79) Sugar Reef, some 500 to 600 yards in extent, is covered 2 to 12 feet and should be avoided; it is marked by a

buoy off its north side.

(80) Catumb Passage, between Sugar Reef and Catumb

Rocks, has a width of 150 yards; its least depth is 13 feet.

(81) Catumb Rocks, the highest of which are awash, are

marked by buoys on the north, southeast, and southwest sides. Rocks covered 1 to 18 feet extend 0.8 mile

westward of Catumb Rocks to the buoy that marks the

east side of Lords Passage. This passage, about 0.3 mile

wide, has a least depth of 16 feet.

(82) Wicopesset Rock, on the northwesterly side of

Lords Passage, is the easterly part of foul ground extending about 0.3 mile to Wicopesset Island, which is

low and rocky.

(83) Wicopesset Passage, between Wicopesset Island

and East Point, is narrow and is obstructed by a rock in

the middle marked by a buoy; it is suitable only for

small craft and should not be used by strangers. A bell

buoy marks the southern entrance. Extreme caution is

recommended when using the passage as the ebb current is apt to set boats on the foul ground.

(84) Information about the tides and tidal currents in

the passages is given with the discussion of Fishers Island Sound.

Block Island Sound ■ Chapter 7 ■ 267
Charts 13214, 13212

(85) Fishers Island, 6 miles long, is hilly and sparsely

wooded. Chocomount, 136 feet high, is the highest

point on the island. East Point, at the east end of the island, is marked by several large houses. The former

Coast Guard station at East Harbor, about 1 mile from

East Point of Fishers Island, is prominent; numerous

buildings on the western part of Fishers Island and a

large yellow hotel building are conspicuous. The radar

antenna on Mount Prospect, near the west end of the

island, south shore, is the most prominent landmark

on Fishers Island from seaward. The south side of the

island is fringed with foul ground which rises abruptly

from depths of 42 to 48 feet, but by giving the shore a

berth of 0.5 mile, all dangers will be avoided.

(86) Race Point Ledge, partly bare at low water, extends

about 0.2 mile southwestward from Race Point, the

southwest extremity of Fishers Island, and is marked at

its end by a buoy. Inside the buoy are boulders with 2 to

9 feet over them. The passage between the buoy and

Race Rock Light has very irregular bottom; the least

depth is about 20 feet. It is suitable only for small vessels with a comparatively smooth sea.

(87) Race Rock, on the northeast side of The Race, is

nearly 200 yards in diameter, with a depth of 8 feet. A

ridge with a least depth of 28 feet extends about 120

yards SSW of Race Rock. Another ridge, extending in a

north-south direction with a least depth of 38 feet is

about 320 yards east of Race Rock.

(88) Race Rock Light (41°14'37"N., 72°02'49"W.), 67

feet above the water, is shown from a granite tower attached to a dwelling on a granite pier on the rock. A fog

signal is sounded at the station. The fog signal is reported at times to be inaudible when a vessel is approaching from eastward and is close southward of

Fishers Island.

Charts 13209, 13212

(89) The Race, the main entrance to Long Island Sound

from eastward, extends between Fishers Island and Little Gull Island, between which is a width of about 3.5

miles. The only dangers are Valiant Rock, nearly in the

middle, and Little Gull Island with its reefs.

Current

(90) In the middle of The Race, the flood sets 295° and

the ebb 100°, with average velocities of 2.9 knots and

3.5 knots, respectively. There are always strong rips and

swirls in the wake of all broken ground in The Race,

268 ■ Chapter 7 ■ Coast Pilot 2
except for about one-half hour at slack water. The rips

are exceptionally heavy during heavy weather, and especially when a strong wind opposes the current, or the

current sets through against a heavy sea. (Predicted

times of slack water and times and velocities of

strength of current are given in the Tidal Current Tables.)

(91) During the flood stage of the tide, a significant eddy

exists on the northwest side of Valiant Rock.

(92) Little Gull Reef, with little depth and foul ground,

extends 0.3 mile east-northeastward from Little Gull

Island and is marked at the northeast end by a buoy.

Mariners are advised that the buoy is sometimes submerged by the strong current and deep-draft vessels

should avoid this locality. Little Gull Island Light

(41°12'22"N., 72°06'24"W.), 91 feet above the water, is

shown from a gray granite tower, 81 feet high, attached

to a red dwelling on a pier. A fog signal is at the light.

The light and Race Rock Light are the guides, as

soundings cannot be depended upon.

(93) In passing north of Valiant Rock, vessels should

keep from 0.5 to 0.8 mile southwestward of Race Rock

Light, and craft passing southward of Valiant Rock

should hold to a course about 1 mile northeastward of

Little Gull Island Light.

(94) Cerberus Shoal, 6 miles southeast of Race Rock

Light, is about 0.4 mile in diameter, with a least depth

of 19 feet on a small rocky patch near its north end. The

seas break on this shoal during heavy swells. It is

marked by a lighted gong buoy. Near the shoal, tide rips

are unusually strong.

(95) Great Gull Island, 0.6 mile southwest of Little Gull

Island, was formerly a military reservation, but is now

privately owned. The pier on the north side is in ruins.

A lookout tower on the island is conspicuous.

(96) Valiant Rock, with a least depth of 20 feet, is surrounded by shoal area, and the 10-fathom curve surrounding the rock marks the area which should be

avoided by deep-draft vessels and preferably all vessels,

on account of the heavy swirls and rips. A lighted whistle buoy is northward of the rock.

(97) The Sluiceway, the passage between Great Gull Island and Plum Island, has several known dangers and

very irregular bottom with boulders, and should be

avoided. The velocity of the tidal current in the passage

is 2.6 knots on the flood, and 3.2 knots on the ebb; flood

sets 299°, and ebb 133°. Considerably higher velocities

occur at times, and tide rips are very bad in heavy

weather. Boulders covered 3 to 10 feet are between Old

Silas Rock and Plum Island. Old Silas Rock, marked by

a buoy, is awash at high water. Middle Shoal Rock, 0.3

mile northeastward of Old Silas Rock, has a depth of 8

feet.

(98) Bedford Reef is broken ground, on which the least

found depths are 14 to 16 feet, extending about 1.5

miles southward from broken ground lying between

Great Gull and Plum Islands. It should be avoided. Constellation Rock, on the southeasterly extension on this

broken ground, has 17 feet over it, is marked by a buoy,

and lies 1.9 miles southward of Little Gull Island Light.

Chart 13209

(99) Montauk Point, the easterly extremity of Long Island, is a high sandy bluff, on the summit of which is

the light. The land is grass covered, with a height of 165

feet at Prospect Hill, 2 miles westward of the point. The

south side of the point is bold, the 10-fathom curve is

about 0.5 mile from shore; depths of 24 feet and less extend 0.8 mile off the northeast side of the point.

(100) Montauk Point Light (41°04'15"N., 71°51'26"W.),

168 feet above the water, is shown from a white octagonal, pyramidal tower with a brown band midway of its

height and a covered way to a gray dwelling. A fog signal is at the light.

(101) Surrounding Montauk Point for about 4 miles is a

shoal area that has been closely surveyed (see also chart

13215); the bottom is very broken, and extra caution

should be observed where the depths are less than 10

feet greater than the draft. In general, the shoals are a

series of long narrow ridges, in places only a few yards

wide, and their positions are indicated by the rips over

them at the strength of the tidal currents.

(102) Montauk Shoal, about 2.5 miles south-southeastward of the light, has least depths of 30 feet. Great Eastern Rock, 1.5 miles east-northeast of the light, has a

least depth of 25 feet. Phelps Ledge, just northerly of

Great Eastern Rock, is covered by 24 feet. Endeavor

Shoals, about 2.3 miles northeast of the light, are covered by 19 to 24 feet on a narrow ridge about 0.4 mile

long. A lighted gong buoy is off the eastern end of the

ridge.

(103) Vessels drawing up to 20 feet can avoid the dangers

eastward and northeastward of Montauk Point in

smooth weather by giving the point a berth of over 1

mile and avoiding Great Eastern Rock.

(104) Broken ground with rocky bottom and boulders extends about 2 miles off the north coast west of Montauk

Point. Shagwong Reef, with a least depth of 8 feet and

marked by a lighted bell buoy, is the northern limit of

this area. Shagwong Rock, with a least depth of 71⁄2 feet

and marked by a lighted buoy, and Washington Shoal,

with a least depth of 15 feet, are between the shore and

Shagwong Reef. The principal danger outside Shagwong

Reef is a shoal with a depth of 30 feet, 5.3 miles

northwestward of Montauk Point.

Block Island Sound ■ Chapter 7 ■ 269
Pilotage Pickup Locations Off Montauk Point

(105) Pilots generally, or by prearrangement, meet a ship

“off Montauk Point”. The following pilot associations

meet vessels “off Montauk Point” at the location indicated. For telephone number, FAX number, cable address, description of the boat, frequencies, etc., consult

the name of the association under Pilotage, Narraganset Bay and Other Rhode Island Waters (indexed as

such), chapter 6; Pilotage, Long Island Sound (indexed

as such), chapter 8; and Pilotage, New York Harbor and

Approaches (indexed as such), chapter 11.

(106) Pilots boarding vessels for Block Island Sound include: Sound Pilots, Inc. (Division of Northeast Marine

Pilots, Inc.), Connecticut State Pilots and the Constitution State Pilots Association. They will board vessels at

any point south of Montauk Point Pilot Station, centered on 41°02.0'N., 071°42.0'W.

(107) Mariners are also reminded that vessels with a draft

in excess of 38 feet will not be allowed to transit the

Montauk Channel (as defined by the area between

Southwest Ledge Lighted Whistle Buoy 2 and Block Island Sound South Entrance Obstruction Lighted Buoy

BIS). Further, pilots using Montauk Channel shall consider: draft, sea and swell, wind, visibility, current and

vessel traffic. When these conditions pose a threat to

the safety of any person, vessel, prudent navigation or

safety of the environment, Montauk Channel shall not

be used.

(108) Montauk Harbor, in the northern part of Lake

Montauk, is entered through a dredged channel on the

northern shore about 3 miles west of Montauk Point.

The entrance is protected by jetties, each of which is

marked by a light, and the west jetty has a fog signal. A

lighted bell buoy, about 0.3 mile north of the entrance,

marks the approach to the harbor. In March 2008, the

controlling depths in the channel were 8.2 feet to the

yacht basin east of Star Island, thence 9 to 12 feet in the

boat basin northwestward of Star Island. The channel is

marked by private seasonal buoys.

(109) Star Island, just inside Montauk Harbor, is connected to the mainland by a causeway. A private light is

shown from the eastern side of the island. Depths of 3

feet closer to shore to 12 feet in the middle are reported

in the yacht basin off the eastern side of the island; caution is advised in selecting anchorage because lesser

depths may be found. A privately marked channel with

a reported controlling depth of 7 feet in June 1999,

leads from the yacht basin to the southern part of Lake

Montauk where there are depths of 6 to 8 feet in the

center.

COLREGS Demarcation Lines

(110) The lines established for Montauk Harbor are described in 80.155, chapter 2.

Tides and Currents

(111) The mean range of tide is 1.9 feet.

(112) Tidal currents at the entrance to Montauk Harbor

have a velocity of 1.2 knots on the flood and about 0.5

knot on the ebb. They are reported to decrease rapidly

after entering the harbor and are practically negligible

near the yacht club landing on the east side of Star Island. (See Tidal Current Tables for predictions.)

(113) Montauk Coast Guard Station is at the northern

end of Star Island.

Small-craft facilities

(114) There are several small-craft facilities on both sides

of the entrance to Montauk Harbor, and a yacht club

and several marinas are on the east side of Star Island.

Gasoline, diesel fuel, water, ice, marine supplies, and

space for transients are available. Lifts to 80 tons can

handle craft for complete engine and hull repairs. Groceries and other supplies may be obtained at the village

of Montauk.

(115) Fort Pond Bay is a semicircular bight about 1 mile

wide on the north side of Long Island, 5 miles westward

of Montauk Point. The bay is free of dangers, but flats

with 8 to 12 feet over them make out 0.2 mile from its

eastern shore. The bay affords anchorage in 40 to 50

feet, soft bottom, but is exposed to northerly and northwesterly winds; the shoaling is abrupt on its east and

south sides.

(116) Montauk, a summer resort at the southeast end of

the bay, is the terminus of the Long Island Railroad. A

depth of 10 feet was reported alongside the commercial

pier on the east side of the bay. There are no public

piers available.

(117) Napeague Bay, 8 miles westward of Montauk Point,

is shallow in the western and southwestern part. Promised Land Channel, the buoyed passage southward of

Gardiners and Cartwright Islands, has a least centerline depth of about 14 feet; however, the depth is continually changing due to the shifting shoals.

(118) The tidal currents have a velocity of about 1.5 knots

through all the channels between the shoals. It is not advisable for vessels drawing more than 10 feet to attempt

the passage without local knowledge, and then only

when the buoys can be seen.

(119) Napeague Harbor, a small-craft refuge in the

southwest part of Napeague Bay, can be entered

through privately dredged channels northward and

southward of Hicks Island. In June 1981, the reported

270 ■ Chapter 7 ■ Coast Pilot 2
controlling depths were 4 feet in the northerly and

southerly entrances. Depths in the central part of the

harbor range from 11⁄2 to 7 feet; the chart is the best

guide. The harbor is especially useful in northeasterly

weather when the adjoining bays are unsafe. There are

no landings in the harbor.

(120) Promised Land is a former fishing village on the

southwest side of Napeague Bay. A depth of about 4 feet

can be carried to the landing at the yacht club, 1.3

miles westward of Promised Land.

(121) Gardiners Island, 11 miles westward of Montauk

Point, is partly wooded and has an elevation of 130 feet

near its middle. Cartwright Island is narrow, low, and

sandy, and extends 1 mile in a southerly direction off

the south tip of Gardiners Island. Its size and shape are

subject to considerable change by storms.

(122) Crow Head is the high bluff at the western end of

Gardiners Island. Shoal water with depths of 9 to 16

feet extends 1.8 miles southwestward from Cherry Hill

Point, the westerly end of Gardiners Island, and terminates at Crow Shoal. The shoal has depths of 3 to 11

feet and is marked by a buoy. An obstruction covered 12

feet is 200 yards eastward of the buoy.

(123) The bight between the southern part of Gardiners

Island and Crow Shoal is Cherry Harbor. It has depths

of 24 to 27 feet with mud bottom and affords shelter

from northeasterly winds. Bostwick Bay is the bight on

the northwest side of Gardiners Island. It affords excellent anchorage in easterly winds in depths of about 25

feet, but is exposed to all westerly winds.

(124) Gardiners Point, a low spit, is at the northerly end

of a very shoal bar which extends 1.5 miles northnorthwestward from Gardiners Island. This shoal is

steep-to on its north and west sides and is marked by a

lighted gong buoy. A rock with a depth of 2 feet over it is

about 0.8 mile eastward of the north point of Gardiners

Island and is marked by a buoy.

(125) The Ruins, a concrete structure on Gardiners

Point, is Government property and formerly a naval

aircraft bombing target; it is prohibited to the public.

The Ruins and the area within 300 yards radius of it is

dangerous due to the possible existence of undetonated

explosives.

(126) A restricted anchorage for U.S. Navy submarines is

about 3 miles eastward of Gardiners Island. (See 110.1

and 110.150, chapter 2, for limits and regulations.)

(127) Gardiners Bay is at the western end of Block Island

Sound from which it is separated by Gardiners Island.

The bay is an excellent anchorage easily entered day or

night, and is the approach to Shelter Island Sound and

the Peconic Bays. The principal entrance is northward

of Gardiners Point. The entrance from Long Island

Sound is through Plum Gut. The entrance southward

of Gardiners Island is used by fishing vessels.

(128) The principal guides for the entrance to Gardiners

Bay from Block Island Sound are the lighted gong buoy

north of Gardiners Point, Little Gull Light, and Orient

Point Light. The white church spires at Orient and Sag

Harbor are prominent. When past the lighted gong

buoy north of Gardiners Point, vessels can select the

anchorage in Gardiners Bay which affords the best lee

in the prevailing winds.

(129) The principal dangers in approaching Gardiners

Bay from the northward are the broken ground between Constellation Rock and Plum Island, and the

shoal making out to Gardiners Point. In the bay, Crow

Shoal should be avoided. In general, the shoaling is

rather abrupt in approaching these dangers and gradual in approaching the shoals on the western side of the

bay.

No-Discharge Zone

(130) The State of New York, with the approval of the Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in the Peconic Estuary. The

NDZ includes all open waters, harbors and creeks of the

Peconic Estuary west of a line from Orient Point to

Montauk Point (see chart 13209 for limits).

(131) 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).

(132) Plum Island, about 2 miles westward of Great Gull

Island, is 2.5 miles long, hilly, and bare of trees except

near the southwest end, and has several large buildings, a prominent tank and flagpole, and is marked on

its western point by Plum Gut Light. The island is a

Government reservation and closed to the public.

(133) The bight in the southeast side of Plum Island is

foul to Plum Island Rock, which is 0.5 mile from shore

abreast of the middle of the island, has 1 foot over it and

is marked by a buoy.

(134) Plum Gut Harbor, on the southwest side of Plum

Island, has an entrance between jetties with private

seasonal lights on dolphins off the outer ends. The

lights are shown daily from sundown to 0130. A private

fog signal at the west jetty light is sounded occasionally

when Department of Agriculture vessels are navigating

in the area. A depth of about 14 feet is in the entrance.

Small yachts seeking shelter in an emergency lie alongside the wharves. The harbor is under the supervision of

the Department of Agriculture and the Coast Guard,

and may be used only with permission.

COLREGS Demarcation Lines

(135) The lines established for Plum Gut Harbor are described in 80.155, chapter 2.

Block Island Sound ■ Chapter 7 ■ 271
(136) Plum Gut, the entrance to Gardiners Bay from

Long Island Sound, is nearly 0.6 mile wide and has sufficient water for vessels of the deepest draft; in the passage are several rocks with depths of 17 to 19 feet over

them. In December 2002, an obstruction in 64 feet of

water, marked with three orange floats, was reported in

about 41°10'06"N., 72°12'54"W. Tidal currents set

through the passage with great velocity. Steamers, or

sailing vessels with a strong favorable wind, should

have no difficulty in passing through.

(137) Velocities of the current on flood and ebb are 3.5

and 4.3 knots, respectively. The flood sets northwestward

and the ebb southeastward. Heavy tide rips occur. In

November 1983, NOAA Ships RUDE and HECK reported that during the flood a countercurrent normally

develops along the north shore of Plum Island. This

countercurrent is most prevalent within 0.5 mile of the

island. Caution is recommended when using this passage.

(138) Oyster Pond Reef, extending about 0.5 mile eastnortheastward from Orient Point, is marked by a light

and fog signal. Caution is recommended regarding the

fog signal, as it may be difficult to hear at times, particularly with an easterly wind. Numerous boulders and

little depth are between the light and Orient Point.

Midway Shoal, about 0.5 mile east of the light, has 17

feet over it and is marked by a lighted buoy.

(139) When using Plum Gut it is well to give Plum Island

and Orient Point Light a berth of 0.2 mile. The best water in the passage will be found on a 295° course, passing Pine Point and the buoy marking Midway Shoal at a

distance of 350 yards and passing midway between Orient Point Light and Plum Gut Light on the western end

of Plum Island.

(140) A channel, with a reported controlling depth of 7

feet in 1999, leads to a research basin operated by the

U.S. Department of Agriculture on the south side of

Orient Point, about 1 mile southwest of Orient Point

Light. A ferry operates between here, Plum Island and

New London.

Small-craft facility

(141) A small-craft facility is about 0.1 mile westward of

the wharf. Berths, electricity, gasoline, diesel fuel, water, ice, and a launching ramp are available. In June

1981, a reported depth of about 6 feet could be carried

to the facility.

(142) Acabonack Harbor, at the southeast end of Gardiners

Bay, is entered through a privately maintained and

marked channel with a reported controlling depth of 8

feet in the entrance in 1996.

(143) Hog Creek Point, on the southerly side of

Gardiners Bay, is generally flat, with bluffs

approximately 25 feet in height. Lionhead Rock, off the

point and marked by a buoy, is awash at high water.

Fishtraps are westward of the point.

(144) Threemile Harbor, on the south side of Gardiners

Bay 1.7 miles southwestward of Hog Creek Point, is entered through a channel with two privately dredged

sections. In September 1980, a portion of the wooden

bulkhead on the west side of the entrance collapsed

into the channel. In 1981, it was reported that by favoring the east side of the entrance channel a depth of 8

feet could be carried to a point opposite Maidstone

Park, thence in 1996, a reported depth of 6 feet could be

carried to the basin at the head of the harbor. The approach to the harbor is marked by a seasonal lighted

bell buoy, and the channel is marked by lighted and

unlighted buoys. The jetties at the harbor entrance are

marked on the outer ends by private lights. A public

commercial landing with reported depths of 8 feet is on

the east side of the channel about 0.6 mile above the entrance. A 5 mph speed limit is enforced in the harbor.

Anchorage

(145) Anchorage is available in Threemile Harbor in

depths of 9 to 14 feet with soft bottom and good holding

ground; this is a good anchorage during strong winds.

Tides and currents

(146) The range of tide in the entrance to the harbor is

2.4 feet. The tidal current has a velocity of about 3

knots through the entrance.

Small-craft facilities

(147) Small-craft facilities on the east and south sides of

Threemile Harbor can provide berths, electricity, gasoline, diesel fuel, water, ice, launching ramps, storage,

lifts to 40 tons, and hull and engine repair. Provisions

can be obtained at the town of East Hampton, 3.5 miles

south of Threemile Harbor.

(148) In June 1989, the public pier maintained by the

town of East Hampton at the head of the harbor had reported depths of 7 feet at its face and 4 feet on its west

side.

COLREGS Demarcation Lines

(149) The lines established for Threemile Harbor are described in 80.155, chapter 2.

Chart 12358

(150) Shelter Island Sound and Peconic Bays extend

westward from Gardiners Bay about 22 miles to Riverhead, the head of navigation on Peconic River. They are

much frequented by yachts and other small craft in the

272 ■ Chapter 7 ■ Coast Pilot 2
summer. Fishtraps and oyster stakes are on many of the

shoals.

(151) A depth of about 26 feet can be carried through the

channel north of Shelter Island and through Little

Peconic Bay as far as Robins Island, and about 13 feet

through the channel south of Shelter Island. Across the

bar between Little and Great Peconic Bays about 13 feet

can be carried. With local knowledge greater depths

can be carried in the channels and across the bar. A

depth of about 6 feet can be taken to South Jamesport

and Riverhead.

Tides and currents

(152) The mean range of tide is about 2.5 feet. The tidal

currents have considerable velocity wherever the channel is narrowed. The velocity in the narrower places is

about 1.8 knots.

(153) Ice obstructs navigation in the coves and shallow

harbors during January and February. In severe winters, drift ice is reported to interfere with navigation for

short periods of time. In the south arm of Shelter Island Sound, the ice is heavy enough at times to destroy

structures exposed to it.

(154) Diesel fuel, gasoline, ice, water, marine supplies,

and other provisions can best be obtained at Greenport

and Sag Harbor. Several boatyards, shipyards, marine

railways, and enclosed basins with excellent repair facilities are at Greenport.

(155) Ram Head is a prominent sandy bluff on the western shore of Gardiners Bay. A lower bluff is nearly 1.5

miles westward of Ram Head with numerous houses

along the top. A shoal with 7 to 17 feet over it extends

about 2.4 miles southeastward from Ram Head.

(156) A boulder with 1 foot over it is 230 yards from shore

about 0.3 mile northeastward of the northern point of

the entrance to Coecles Harbor. Other boulders with

little depth are between this boulder and Ram Head.

(157) The entrance to Coecles Harbor is at the south end

of Ram Head; the channel is marked by private seasonal

buoys and a private seasonal light. In April 1996, the reported controlling depth in the privately maintained

entrance channel was 8 feet. The speed limit is 5 mph.

A marina and boatyard are in the harbor. A mobile hoist

at the boatyard can haul out craft up to 35 tons; gasoline, water, ice, diesel fuel, marine supplies, sewage

pumpout, berths, guest moorings, storage facilities,

and complete engine and hull repairs are available. In

June 1981, a reported depth of 51⁄2 feet could be carried

to the marina and boatyard. In August 2003, a dangerous rock was reported about 250 yards south of Buoy 10

at 41°04'11.5"N., 72°18'22.5"W. Care should be taken to

avoid this hazard.

(158) A special anchorage is in Coecles Harbor. (See

110.1 and 110.60(y), chapter 2, for limits and regulations.)

COLREGS Demarcation Lines

(159) The lines established for Coecles Harbor are described in 80.155, chapter 2.

(160) Extensive flats make off from Ram Head and the

shore between it and Hay Beach Point, the northernmost point of Shelter Island, which is a low flat with a

clump of scrub at its end and backed by wooded highland. Long Beach Point is a low spit eastward of Hay

Beach Point. A bar with little depth extends southwesterly from Long Beach Point to the ruins of a former

lighthouse of which only the 10-foot concrete foundation remains. A private light marks the ruins.

(161) Shoals with depths of 10 to 12 feet extend 0.5 mile

eastward from Long Beach Point. The south and west

sides of this shoal have depths of 12 to 15 feet, and rise

abruptly from the channel. The limits of the shoal

south of the point are marked by buoys. The bar has extended southward enough to be a real danger to small

craft.

COLREGS Demarcation Lines

(162) The lines established for the Long Island bays are

described in 80.155, chapter 2.

(163) Orient Harbor, about 4 miles northwestward of

Ram Head, is an excellent anchorage; the depths range

from over 20 feet in its southern part to 16 feet at its

northern end. Orient is a village at the northeast end of

Orient Harbor. At the end of the main wharf the depth

is 81⁄2 feet. The eastern part of Orient Harbor has depths

of 7 to 9 feet. Fish traps are on the shoals.

(164) About 0.4 mile northeastward of Cleaves Point, at

the southwest end of Orient Harbor, the shore has been

cut through to a small pond which is used as a private

basin for small craft. The entrance, between two jetties,

has a depth of about 3 feet over the bar, with about 6

feet in the basin. Permission is required before anchoring in the basin. Rocks are 0.2 mile south of the entrance.

(165) Hallock Bay makes eastward from Orient Harbor

on the north side of Long Beach Point. A channel,

marked by uncharted private daybeacons, leads into

the bay. The bay is shallow and dangers and shoaling

have been reported. Local knowledge is advised prior to

entering.

(166) Gull Pond is 0.3 mile westward of Cleaves Point at

the southwest end of Orient Harbor. In July 1981, a reported depth of 4 feet could be carried through the

Block Island Sound ■ Chapter 7 ■ 273
entrance, with depths of 10 to 15 feet reported in the

pond. A State launching ramp is available in the pond.

(167) Greenport is an important town and the terminus

of a branch of the Long Island Railroad. The white

church spires, near the northern end of town, and a

tank and TV radio tower in the center of town are prominent.

(168) Greenport Harbor is formed on the northeast by a

5-foot-high breakwater, which extends 0.2 mile southeastward from Youngs Point, nearly to the 18-foot

curve, and is marked at its outer end by a light. The

depths at the wharves range from 5 to 20 feet. The railroad wharf on the south side of the waterfront can accommodate a vessel up to 100 feet.

(169) Stirling Basin, on the northeast side of Greenport,

is a part of Greenport Harbor. In July 1981, the reported

controlling depth was 8 feet in the entrance channel

with 10 to 12 feet in the mooring areas. The entrance

channel is marked by private seasonal buoys. Two

smaller privately dredged channels with depths of

about 9 feet reported are in the northeastern part of the

basin.

(170) The harbormaster for Greenport Harbor controls

mooring and berthing in the basin. The speed limit is 5

mph.

Small-craft facilities

(171) Small-craft facilities at Greenport can provide

berths, electricity, gasoline, diesel fuel, water, ice, storage, marine supplies, a pump-out facility, and hull and

engine repairs. The largest marine railway, at a shipbuilding company at the southeast end of the waterfront, can handle craft up to 500 tons and 15 feet in

draft. Mobile hoists to 50 tons are available. A

well-equipped machine shop is also in the town.

(172) A ferry operates between Greenport and Shelter Island. During the summer, bus service is available from

Greenport to Orient Point where there is ferry service

to New London.

(173) Dering Harbor, southward of Greenport and at the

northwest end of Shelter Island, is a favorite anchorage

for yachts and motorboats. The entrance to the harbor,

marked by private buoys, is partially constricted by a

disposal area in about mid-entrance and shoal area

with a reported depth of 4 feet in June 1981 that extends from the southwestern entrance point to near

the disposal area; caution is advised. In April 1989, it

was reported that about 10 feet could be carried into

the harbor with local knowledge. Depths of 10 to 14 feet

are available in the central part of the harbor, with

much lesser depths around the edges. Moorings and

float landings for small craft are in the bight at the

southwest end of the harbor. Vessels too large to enter

can anchor outside the harbor in depths of 14 to 30 feet.

The speed limit is 5 mph.

Small-craft facilities

(174) Small-craft facilities, on the west side of the harbor,

can provide berths, electricity, gasoline, diesel fuel, water, ice, marine supplies, sewage pumpout, and hull and

outboard engine repairs. A launching ramp is also

available.

(175) Shelter Island Heights is on the southwestern side

of Dering Harbor.

(176) Fanning Point is on the north shore at the southwest end of Greenport. A shoal extends 300 yards off the

point and is marked by a seasonal lighted buoy. Four

dolphins, part of a former oil facility, are northward of

the point. Currents of 2 knots, running fair with the

channel, have been reported in the vicinity of Fanning

Point.

(177) Conkling Point, on the north shore 1 mile southwestward of Fanning Point, is low and sandy at the end

and has deep water as close as 150 yards. A marina on

the southwest side of the point had a reported depth of

6 feet in the approach in February 2006. Berths and

moorings, electricity, diesel fuel, water, ice, marine

supplies, a pump-out, a launching ramp, a 30-ton mobile hoist and winter storage are available. Hull and engine repairs can be made.

(178) Mill Creek is the entrance to Hashamomuck Pond,

about 1.1 miles westward of Conkling Point. In July

1981, the privately dredged entrance channel into the

creek had a controlling depth of 4 feet, thence 31⁄2 feet

was reported in the channel along the northwest shore

of Mill Creek. The entrance channel is marked by private seasonal buoys. About 400 yards eastward of the

creek is a small bight entered through a channel with a

depth of about 4 feet and marked by private seasonal

lights and buoys. In May 1992, severe shoaling was reported across the entrance.

(179) Jennings Point, the western end of Shelter Island,

is high and wooded. Rocks are off the point close-to,

and it should be given a berth of over 150 yards. A

lighted buoy is off the point. A gazebo on the point is

prominent.

(180) The town of Southold is at the head of Southold

Bay, which is the bight at the western end of Shelter Island Sound westward of Jennings Point. For about a

mile northeastward of the entrance jetty, shoals with

12 feet or less extend nearly 0.4 mile from shore and are

generally steep-to. The southwest part of the bay is

shoal for about 0.3 mile from shore. Anchorage can be

selected east-southeast of the jetty at a distance of from

0.2 to 0.4 mile, in 12 to 18 feet.

274 ■ Chapter 7 ■ Coast Pilot 2
(181) A small jettied basin is about 0.5 mile northeast of

Southold entrance. The overhead power cable crossing

the entrance has a clearance of 31 feet. There are no

public landings in the basin.

(182) In April 1989, the reported controlling depth was

about 3 feet in the privately maintained channels in

Town Creek, Jockey Creek, and Goose Creek. The common entrance to Town Creek and Jockey Creek is

marked by private seasonal buoys. The highway bridge

at the mouth of Goose Creek has a clearance of 9 feet

and the bridge that crosses Jockey Creek has a 45-foot

fixed span with a vertical clearance of 61⁄2 feet.

(183) On the shore south of Southold entrance jetty is a

prominent white tower.

Small-craft facilities

(184) There are several small-craft facilities on the

creeks and along the west shore of Southold Bay from

Paradise Point to Conkling Point. Berths, electricity,

gasoline, water, ice, marine supplies, launching ramps,

storage, lifts, and cranes are available. Provisions can

be obtained at Southold.

(185) Paradise Point, on the west side of Shelter Island

Sound, is low and wooded, and from the point a sloping

sandspit extends about 0.3 mile eastward and is marked

by a lighted buoy. Southward of Paradise Point, shoals

with depths of 10 to 15 feet extend from the west shore

to midsound; the southeast point of the shoals is

marked by a buoy.

(186) The channel south of Shelter Island has numerous

shoals, but is easily followed by vessels of 13 feet or less

draft when the buoys can be seen. The channel is used

by vessels going to Sag Harbor. Vessels operating between Greenport and Sag Harbor prefer the inside

route around the western end of Shelter Island. The

tidal current in the channel between Shelter Island and

North Haven Peninsula has a velocity of about 2.4

knots. The approach from Gardiners Bay is across a

shoal or bar which extends in a southeasterly direction

from Ram Head to the south shore, the depths on

which vary from 7 to 11 feet about 1.6 miles from Ram

Head, and thence 13 to 17 feet to the buoys which mark

the entrance.

(187) Dangerous Rock, awash at low water in surrounding depths of about 12 feet, is 0.2 mile south of the

channel.

(188) A shoal extends 0.3 to 0.4 mile north of the shore of

Cedar Point which is marked by a light. The shoal has

boulders, and its edge is marked by buoys.

(189) Shoals with boulders and little water over them in

places extend nearly 0.5 mile southeastward from

Nicoll Point. Buoys mark the limit of the channel in

this area.

(190) Northwest Harbor, between Cedar Island Light and

Barcelona Point, is strewn with boulders covered by 4

to 6 feet.

(191) Sand Spit, an extensive shoal partly bare at halftide, is between Mashomack Point, the southeastern

extremity of Shelter Island, and Sag Harbor. The spit is

marked by buoys and a light.

(192) A group of rocks locally known as Gull Island,

showing bare at half-tide, is nearly 0.4 mile northeastward of the breakwater at Sag Harbor.

(193) Sag Harbor, about 2.5 miles southwestward of the

light on Cedar Point, is protected on the northeast by a

breakwater marked at the outer end by a light. A spherical tank, a radio tower, and several flagpoles are prominent landmarks.

(194) In entering Sag Harbor, do not round the breakwater too closely, as a depth of about 6 feet is found near

its end. Anchor eastward or northeastward of the end of

the former ferry wharf, locally known as Long Wharf. A

5 mph speed limit is enforced.

(195) In July 1974, the dredged channel into Sag Harbor

had a controlling depth of 8 feet (10 feet at midchannel)

through the entrance to the turning basin, 9 feet in the

turning basin, 5 feet in the southerly anchorage area,

and 7 feet in the main anchorage area. In 1991, the

channel was no longer being maintained. The channel

to Sag Harbor Cove is about 8 feet deep; this channel

and the cove are marked by private seasonal lights and

buoys. A fixed bridge at the entrance has a clearance of

21 feet. Berths, electricity, gasoline, diesel fuel, storage, marine supplies, water, ice, launching ramps, and

complete engine, hull, rigging, and sail repairs are

available at Sag Harbor; a 30-ton mobile hoist, near the

inner end of the breakwater, can haul out craft up to

about 60 feet.

(196) Smith Cove, a small bight on the south side of

Shelter Island, is a good anchorage for small craft in

northerly weather. Depths range from 11 to 30 feet. A

marina on the west side of the cove can provide moorings, limited berths, gasoline, electricity, water, and

some marine supplies. In June 1981, a depth of 6 feet

was reported alongside the pier at the marina. A ferry

operates between South Ferry on the southwest side of

the cove to North Haven Peninsula.

(197) West Neck Harbor and West Neck Bay are shallow

bodies of water on the southwest side of Shelter Island.

In June 1989, it was reported that a depth of 2 feet could

be carried over the bar and into the harbor from Shelter Island Sound. The entrance is close eastward of the

seaward end of a peninsula, marked by a private lighted

buoy, that separates the harbor from the sound, and the

channel follows along the north side of this peninsula.

The channel is marked by private buoys. The harbor

has numerous private landings. A boatyard with a

Block Island Sound ■ Chapter 7 ■ 275
marine railway can handle craft up to 40 feet for hull

and engine repairs. Berths, gasoline, water, ice, a

launching ramp, and some marine supplies are available.

Anchorage

(198) A special anchorage is in West Neck Harbor. (See

110.1 and 110.60 (y-1), chapter 2, for limits and regulations.)

(199) Noyack (Noyac) Bay is between North Haven Peninsula and Jessup Neck and southward of the western

end of Shelter Island. No dangers will be encountered if

the shores are given a berth of 0.4 mile.

(200) Mill Creek, in the southern part of Noyack Bay, is

entered through a privately dredged channel that leads

to a basin. The channel is marked by private seasonal

lights and buoys. In 1991, the reported controlling

depth was 8 feet in the channel; thence in 1981, 6 feet

in the basin. A clubhouse on the west side of the entrance is prominent.

Small-craft facilities

(201) Small-craft facilities in the creek can provide

berths, electricity, gasoline, water, ice, storage, a

launching ramp, marine supplies, and hull and engine

repairs; a 25-ton mobile hoist is available.

(202) Jessup Neck is a long narrow strip, partly high and

wooded, separating Noyack Bay from Little Peconic

Bay. The north end of the neck is a sandspit from which

a shoal with 4 to 12 feet over it extends nearly 0.4 mile

north-northwestward. A lighted buoy marks the outer

end of the shoal area.

(203) A shoal with depths of 5 to 7 feet extends 1.5 miles

southwestward from Great Hog Neck, on the northwest side at the entrance to Little Peconic Bay; this

shoal is marked by a seasonal lighted buoy.

(204) Heavy tide rips occur southeast of Great Hog Neck

during the flood with a southwesterly wind. At such

times, small craft can avoid the worst of them by favoring the shore on the northwest side of the passage.

(205) Richmond Creek and Corey Creek are at the head

of Hog Neck Bay. A depth of about 7 feet can be taken in

the privately dredged channel leading to a basin in

Richmond Creek; the channel is marked by private seasonal buoys. In August 1999, the dredged channel leading into and connecting with small boat channels in

Corey Creek had a controlling depth of 4 feet. In 1964,

controlling depths in the small-boat channels inside

Corey Creek were 51⁄2 to 6 feet. The entrance channel is

marked by private buoys.

(206) Little Peconic Bay is about 5 miles long. The

southerly shore of the bay is clear if given a berth of 0.4

mile, but shoals extend 0.6 mile from the south end of

the bay.

(207) An aquaculture site, marked by private seasonal

buoys, is at the south end of Little Peconic Bay about 1

mile north-northwest of the entrance to North Sea

Harbor.

(208) A prominent sandy bluff, known locally as Holmes

Hill, is just west of the entrance to North Sea Harbor.

In 2002, the reported controlling depth through the

dredged channel and into the harbor was 7 feet. The

channel is marked by private seasonal buoys and by a

private seasonal light at the entrance. This is an excellent harbor of refuge for small craft with drafts not exceeding 31⁄2 feet. The bottom is soft with good holding

ground.

(209) A marina in the harbor has gasoline, ice, water,

some marine supplies, and a lift that can handle craft to

10 tons; hull and engine repairs can be made.

(210) Wooley Pond, 1 mile northeastward of North Sea

Harbor, is entered through a dredged channel which, in

2000, had a reported depth of 8 feet. The channel is

marked by private seasonal buoys and by a private seasonal light on the north side of the entrance.

(211) A marina in the pond can provide berths, electricity, gasoline, water, ice, storage, marine supplies, and

hull and engine repairs; a 45-foot marine railway and a

12-ton forklift are available. In June 1981, depths of 5 to

6 feet were reported available at the marina.

(212) Nassau Point, the long neck on the northwest side

of Little Peconic Bay, has high bluffs on the eastern

side. A shoal with little depth over it extends 0.5 mile

southward from Nassau Point and is marked by a

lighted buoy.

(213) Cutchogue Harbor, between Nassau Point and New

Suffolk, is used by local boats drawing 6 to 10 feet. On

the east shore of the harbor, northwestward of Nassau

Point, three channels leading into the ponds have been

dredged by private interests. At the middle of the three

channels, 0.9 mile northwest of the extremity of

Nassau Point, are several private wharves. The channel

leads between two jetties, and a depth of about 3 feet

can be carried into the pond and 1 foot to some of the

wharves.

(214) Haywater Cove, Broadwater Cove, Mud Creek, and

East Creek, used by local interests and sharing a common entrance, are at the head of Cutchogue Harbor.

The entrance channel and the channels through these

waterways have been privately dredged. In August

1999, a reported depth of 6 feet was available in the entrance channel; thence in 1966, 6 feet in East Creek and

7 feet in Haywater Cove and Broadwater Cove; thence

in 1976, 6 feet in Mud Creek. Shoaling is reported to occur in these areas; caution is advised.

276 ■ Chapter 7 ■ Coast Pilot 2
(215) A depth of 8 feet can be taken within 100 feet of the

wharves at New Suffolk by passing eastward and about

200 yards northward of the buoy westward of Nassau

Point and steering westward for the wharves. A small

basin, with a depth of about 8 feet reported in 1981, is

northward of the wharf. In July 1981, shoaling to 2 feet

was reported in the southern part of Cutchogue Harbor, about 0.4 mile east of New Suffolk.

(216) A larger basin at the north end of New Suffolk, locally known as School House Creek, extends to the

highway. The entrance channel is protected by a short

rock jetty, covered at high water, on the south. The

depth to the boatyard at the head of the basin was reported to be about 4 feet in June 1981. Berths, gasoline,

storage, marine supplies, hull and engine repairs, and a

30-ton mobile hoist are available at the boatyard.

(217) Wickham Creek, locally known as Boatmens Harbor, 0.7 mile north of New Suffolk, is entered through a

privately dredged entrance channel with a reported

controlling depth of 8 feet in 2002. The channel is

marked by private seasonal buoys and bush stakes. Gasoline, water, ice, storage, a launching ramp, and some

marine supplies are available in the basin. A flatbed

trailer can haul out craft to 32 feet.

(218) In southeast gales, local craft of less than 6-foot

draft seek shelter in the small cove, locally known as

Horseshoe Cove, in the northeast part of Cutchogue

Harbor.

(219) The through channel in North Race, northward of

Robins Island, is marked and used only by light-draft

boats. South Race, the channel southward of Robins Island, has a controlling depth of about 13 feet and is

marked by buoys.

(220) An aquaculture site, marked by private buoys, is 0.6

mile southwest of the south end of Robins Island.

(221) Tide rips occur between the mainland and the

south end of Robins Island when the tidal current sets

against the wind.

(222) Great Peconic Bay, about 5 miles in diameter, is

used mostly by local motorboats from Shinnecock Canal and by yachts. The bay is generally clear, but extensive shoals make off from the shores, except on its

south side. Shinnecock Canal, the entrance from the

south, is described in chapter 10.

(223) Rodgers Rock, about 1.3 miles west-southwestward of Cow Neck and about 1.2 miles south-southwest

of Robins Island, has a depth of 6 feet over it and is

marked on the northeast side by a buoy. Robins Island

Rock, 0.8 mile westward of the south end of Robins Island, is awash at low water. It is marked by a buoy. Caution is recommended in this vicinity.

(224) Sebonac Creek, on the southeast side of Great

Peconic Bay, is used extensively by yachts, and serves as

a yacht harbor for the town of Southampton. A

privately dredged channel, marked by private seasonal

lights and buoys, leads into the creek and had a reported controlling depth of 8 feet in June 1981. The

landings are at West Neck, a small settlement northeastward of Ram Island in Bullhead Bay. An obstruction buoy is locally maintained during the summer to

mark a rock, covered 11⁄2 feet, about 100 feet westward

of the town landing. In June 1981, a reported depth of 5

feet could be carried to the town landing. A 5 mph

speed limit is enforced.

(225) Cold Spring Pond, about 1.6 miles southwestward

of Sebonac Creek and 1.1 miles eastward of Shinnecock

Canal entrance, is entered through a privately dredged

channel which had a reported depth of 6 feet in 2001. In

May 1992, severe shoaling was reported in the entrance. The entrance channel to the pond is marked by

a private seasonal light and buoy. An overhead power

cable at the entrance to the pond has a clearance of 34

feet.

(226) James Creek, on the north shore of Great Peconic

Bay opposite the entrance to Shinnecock Canal, is entered through a privately dredged channel that had a

reported controlling depth of 6 feet in 1999. The entrance is marked by private seasonal buoys. Small-craft

facilities on the creek can provide berths, electricity,

gasoline, water, ice, some marine supplies, a pump-out

station, launching ramps, storage, and hull and engine

repairs. A flatbed trailer can haul out craft to 30 feet.

(227) South Jamesport is a village on Miamogue Point,

3.4 miles southwestward of James Creek. Local knowledge is necessary to avoid the shoals in this area, and

strangers should take soundings frequently to keep in

the best water.

Small-craft facility

(228) A small-craft facility at South Jamesport can provide berths, electricity, gasoline, water, ice, launching

ramps, storage, marine supplies, and hull and engine

repairs; a 25-ton mobile hoist is available. In 1999, a reported depth of 6 feet could be taken to the facility. The

town has railroad passenger and bus service.

(229) Peconic River empties into the western end of

Flanders Bay, about 1.5 miles westward of South

Jamesport. The river is entered through a dredged

channel marked by private seasonal lights that leads

from Flanders Bay to the head of navigation at Riverhead, about 2.4 miles above the channel entrance. The

dredged channel is approached from deep water in

Great Peconic Bay through a marked channel. In

March 2001, the controlling depth was 4.3 feet (5.7 feet

at midchannel) in the dredged channel. A fixed highway bridge with a clearance of 25 feet crosses the river

about 0.9 mile above the mouth.

Block Island Sound ■ Chapter 7 ■ 277
(230) Flanders Bay is the scene of considerable small

boat activity. Small-craft facilities are at Riverhead;

limited berths, electricity, gasoline, water and a pumpout station are available.

(231) Meetinghouse Creek, Terrys Creek, and Reeves

Creek, which empty into the northwestern part of

Flanders Bay, are entered through privately dredged

channels. In June 1981, the channels had reported controlling depths of 5 feet. The entrance channel leading

to, and connecting with, Terrys Creek and Meetinghouse Creek is marked by private seasonal buoys and a

private seasonal light. A marina is on Meetinghouse

Creek. Berths, electricity, gasoline, water, ice, a 5-ton

forklift, 30-ton mobile hoist, launching ramp, storage

facilities, and hull and engine repairs are available. In

June 1981, a reported depth of 7 feet was available at

the marina.

(232) Reeves Bay, on the southwest side of Flanders Bay,

is entered through a privately dredged channel that

leads to the town of Flanders on the south side of the

bay. In August 1999, the channel had a reported controlling depth of 2 feet. Other dredged channels lead

from the entrance channel into several arms of the bay.

A boatyard at Flanders has gasoline, storage facilities,

marine supplies, and a 10-ton marine railway; hull and

engine repairs can be made.

Chart 13214

(233) Fishers Island Sound extends between the mainland of Connecticut and Fishers Island, and forms one

of the entrances into Long Island Sound that is used to

some extent by light tows and other vessels up to

14-foot draft. The sound has numerous shoals and lobster trap buoys, and the entire area is exceedingly

treacherous, characterized by boulder patches that rise

abruptly from deep water. Vessels should follow the

deeper channels between the shoals and proceed with

caution if obliged to cross shoal areas. In general, all

shoal spots or abrupt changes of depth are indications

of boulders and should be avoided as anchorages.

Tides and currents

(234) In Watch Hill Passage the tidal currents are strong

and necessitate caution in navigating. Buoys may be

towed under. The flood current sets nearly in the direction of the channel, but has a tendency to northward

and the ebb a tendency to southward. The northerly

and southerly set is more marked between Napatree

Point and Latimer Reef Light.

(235) In Sugar Reef and Catumb Passages the tidal currents set obliquely across the axis of the channel. The

flood sets northwestward and the ebb southeastward.

The tidal currents in Sugar Reef Passage are about the

same velocity as in Watch Hill Passage, but are stronger

in Catumb Passage.

(236) In Lords Passage the tidal currents set diagonally

across the channel and have a velocity of nearly 2 knots,

the ebb being greater than the flood.

(237) In the main channel of Fishers Island Sound, the

flood sets westward and the ebb eastward. In the main

channel between Napatree Point and Wicopesset Island, the velocity of flood is 1.7 knots and ebb 2.2 knots.

The flood sets 284° and the ebb 113°.

(238) In the channel south of Ram Island Reef, the velocities of flood and ebb are 1.3 and 1.6 knots, respectively.

The flood sets 255° and the ebb 088°. The direction and

velocity of the current are affected by strong winds that

may change the duration of flood or ebb.

(239) The strong tidal currents prevent the formation of

heavy local ice, except in shoal tributaries. The only ice

to give trouble is that set in from Long Island Sound by

wind and current. The ice formations in Little

Narragansett Bay are sufficiently heavy to be destructive to structures exposed to them.

(240) On the south side of Fishers Island Sound, off the

north side of East Point on Fishers Island, are Seal

Rocks, partly bare at low water and marked by a buoy. A

rocky patch covered 11 feet and marked by a buoy is

about 500 yards northeastward of Seal Rocks. Youngs

Rock, about 0.4 mile westward of Seal Rocks, has about

1 foot over it and is marked by a buoy. A rocky patch extends about 400 yards to the east-northeastward.

(241) East Harbor and Chocomount Cove, in the north

shore of Fishers Island, are sometimes used as anchorages by small craft. There is considerable foul ground

in East Harbor and in the approach to Chocomount

Cove. The harbor and cove are exposed to northerly

winds. A former Coast Guard Station with a boathouse

and dock is prominent near the south side of East Harbor. Several small private piers with about 6 feet at

their ends are in East Harbor.

(242) The north shore of Fishers Island from East Harbor

around into West Harbor has several private landings.

(243) East Clump is a cluster of rocks partly bare at high

water and marked by a buoy about 0.8 mile north of

Fishers Island. From East Clump for some 2.8 miles

westward to North Dumpling, there are rocky islets and

dangers which must be avoided. These are 0.5 to 0.8

mile off the Fishers Island shore, and most are buoyed.

North Dumpling, an islet marked by a light and fog signal, is surrounded by rocks awash and foul ground.

Seaflower Reef, marked by a light, is near the middle of

the western entrance of Fishers Island Sound and 0.8

mile northwestward of North Dumpling Light.

278 ■ Chapter 7 ■ Coast Pilot 2
(244) West Harbor, on the north side of Fishers Island

southeastward of North Dumpling Light, affords shelter from southerly winds. In April-May 2002, the

dredged channel leading into the harbor along the west

shore had a controlling depth of 10.2 feet. Foul ground

extends across the entrance of West Harbor to near the

eastern edge of the dredged channel; the northern limits of the foul ground are buoyed.

(245) A yacht club wharf and another small-craft facility

are on the southwest side of the harbor. Gasoline, diesel

fuel, water, ice, and hull and engine repairs are available. A marine railway can handle craft up to 40 feet.

The head of the harbor is used by boats drawing less

than 5 feet which enter by the narrow unmarked channel southward of Goose Island.

(246) Hay Harbor, at the west end of Fishers Island, is

used by small craft.

(247) Silver Eel Cove (Silver Eel Pond) is on the west

side of Fishers Island, 0.6 mile northeastward of Race

Point. The entrance, about 75 feet wide and jettied, is

marked by a private light and has a depth of about 11

feet, with similar depths inside. Submerged fender pilings are reported on both sides of the entrance. Dolphins are on the northeast side of the cove, and the

channel is clear between them and the wharves on the

southwest side. Vessels must go to the wharves as there

is no room for anchorage. There is very little dockage

available. The entrance is difficult with northwesterly

or westerly winds. A lighted whistle buoy is about 450

yards off the entrance. A ferry which operates between

Fishers Island and New London lands here. During the

summer, a Coast Guard unit is stationed inside the entrance to the cove.

(248) On the north side of Fishers Island Sound are: Little Narragansett Bay, and Pawcatuck River leading to

the towns of Westerly and Pawcatuck; Stonington Harbor and the town of Stonington; and Mystic Harbor

leading to the towns of Noank and Mystic.

(249) Napatree Beach, 1.3 miles long between Watch Hill

Point and Napatree Point, is bare. Sandy Point, about

1.4 miles north-northwestward of Napatree Point, is at

the northwestern end of a long and narrow sand island

in Little Narragansett Bay. An extensive sandspit makes

off from the northeasterly and southwesterly sides of

the island; give these areas a good berth. The island is

subject to continual change; caution is advised.

(250) Napatree Point Ledge, a boulder reef with little

depth, extends nearly 0.4 mile southward of the point.

It is marked by a lighted bell buoy. A sunken wreck is

about 0.3 mile eastward of the ledge in about 41°18'N.,

71°53'W.

(251) The west side of Napatree Point should not be approached closer than 175 yards to avoid a stone jetty

which is covered at high water. Between Napatree Point

and the Stonington outer breakwater is an extensive

flat on which the depths are 3 to 10 feet, rocky bottom.

Middle Ground, the western part of the flat, is marked

by the outer breakwater, which has a light at its western

end. A fog signal is at the light.

(252) A depth of 17 feet can be taken to an anchorage inside this breakwater, giving the light on the breakwater

a berth of more than 250 yards. In anchoring, give the

inside of the breakwater a berth of over 300 yards to

avoid shoals and fishweirs. This anchorage provides

good shelter except in southwesterly and westerly

winds, although it is seldom used.

(253) Little Narragansett Bay, at the eastern end of

Fishers Island Sound, is entered at its extreme western

end southward of Stonington Point. The channel, with

dredged sections, extends generally southeasterly

across the bay into Pawcatuck River to Westerly. In July

2002, the controlling depth was 8.4 feet from the entrance to a point just southwest of Little Narragansett

Bay Entrance Lighted Buoy 5 where the channel has

been encroached upon by the shoaling off Sand Point.

Deep water is available, with local knowledge, north of

the channel opposite the shoal. The channel continues

eastward of Little Narragansett Bay Entrance Lighted

Buoy 5 to Little Narragansett Bay Entrance Buoy 9 with

a controlling depth of 5.7 feet, thence 7.1 feet to the entrance of Pawcatuck River.

(254) Caution should be exercised in entering Little

Narragansett Bay. Shoal water extends for about 200

yards off Stonington Point, and the shoal area north of

Sandy Point is subject to continual change. Strangers

are advised to obtain local information before entering

because of rocks and shoal water near the edges of the

channel.

Tides and currents

(255) In the dredged channel northward of Sandy Point,

the currents have a velocity of 1.3 knots. The flood sets

eastward and the ebb westward. (See the Tidal Current

Tables for predictions and Tidal Current Charts, Block

Island Sound and Eastern Long Island Sound, for

hourly velocities and directions.)

(256) Watch Hill Cove, in the southeastern part of Little

Narragansett Bay, is used by small craft. In August

1996, the buoyed dredged channel leading to the cove

had a controlling depth of 6 feet (9 feet at midchannel)

Depths of 6 to 10 feet are inside the cove and at the

wharves.

Anchorage

(257) A special anchorage is in the cove. (See 110.1 and

110.47, chapter 2, for limits and regulations.)

Block Island Sound ■ Chapter 7 ■ 279
(258) A yacht club and town dock are in Watch Hill Cove;

berths, guest moorings, electricity, diesel fuel, and water are available. In July 1981, a depth of 10 feet was reported at the face of the town dock.

(259) Pawcatuck River, entered just south of Pawcatuck

Point, extends about 4 miles to Westerly. In 1997, the

controlling depth was 3.9 feet (6.4 feet at midchannel)

from the entrance channel to Pawcatuck River Channel

Buoy 17 (41°20'48"N., 71°49'48"W.), thence 3.9 feet

(5.1 feet at midchannel) for about 1.6 miles to a point

about 41°22'12"N., 71°49'55"W., thence 3.3 feet at

midchannel to Westerly. The channel is well-marked.

Tides and currents

(260) About 1 mile above the entrance to Pawcatuck

River the tidal current has a velocity of 0.6 knot on the

flood, and 0.5 knot on the ebb.

Ice

(261) The river is generally closed by ice from January to

March.

(262) Colonel Willie Cove, 0.5 mile above Pawcatuck

Point, has a boatyard with a marine railway that can

handle craft up to 50 feet for hull and engine repairs.

Berths with electricity, gasoline, diesel fuel, water, ice,

storage facilities, a pump-out station, marine supplies,

and a 30-ton lift are also available. Mariners enroute to

the boatyard should use the chart as a guide.

Anchorage

(263) A special anchorage is in Thompson Cove, 2 miles

above Pawcatuck Point. (See 110.1 and 110.48, chapter 2, for limits and regulations.) A yacht club pier is in

the cove. Private seasonal buoys mark the approach to

the pier.

(264) Westerly, 4 miles above Pawcatuck Point, is an important manufacturing town.

Small-craft facilities

(265) There are numerous small-craft facilities along

both sides of the Pawcatuck River and at the head at

Westerly and Pawcatuck, just across the river. The largest marine railway in the area is at Avondale and it can

handle craft to 55 feet. Berths, electricity, gasoline, diesel fuel, water, ice, storage facilities, launching ramps,

lifts, some repairs and marine supplies are available.

Depths of 7 to 9 feet are reported at the town dock at

Pawcatuck.

280 ■ Chapter 7 ■ Coast Pilot 2
(266) Wequetequock Cove is a shallow cove at the northern end of Little Narrangansett Bay. A narrow unmarked channel leads eastward of Elihu Island into the

cove. A depth of about 4 feet can be taken as far as Goat

Island, about a mile above Sandy Point. A fixed railroad

bridge with a clearance of 6 feet crosses the cove about

0.2 mile above Goat Island. A small-craft facility is on

the west side of the cove near the head. Water, ice,

berths, gasoline, storage facilities, launching ramp,

4-ton forklift, marine supplies, and hull and engine repairs are available. In July 1981, a reported depth of 2

feet could be carried to the facility.

(267) Stonington Harbor, 3 miles northwestward of Watch

Hill Point, is protected by breakwaters on each side.

Each of the breakwaters is marked at its seaward end by

a light. The controlling depth to the inner harbor is

about 11 feet. Anchorage can be selected inside the

west breakwater in depths of 15 to 18 feet, taking care

to keep the south end of Wamphassuc Point bearing

northward of 270°. Vessels drawing up to 8 feet can find

anchorage in the inner harbor. A rock that bares at low

water is about 50 yards southward of the fishing wharf

and is marked by a private buoy.

Anchorages

(268) Special anchorages are in Stonington Harbor. (See

110.1 and 110.50, chapter 2, for limits and regulations.)

(269) Stonington Harbor is approached from southeastward and westward. Vessels with local knowledge

sometimes cross Noyes Shoal from southwestward.

The southeastern approach is best, with fewer dangers,

and the navigational aids serve as excellent guides to

avoid them. In daytime with clear weather, no difficulty

should be experienced in entering any of the approaches.

(270) From southeastward, the course from south of

Napatree Point Ledge should be west-northwestward

until off the buoy at the southwest end of Middle

Ground, from which a northerly course can be shaped

past the breakwater lights and into the harbor.

(271) From southwestward, a northeasterly course can

be shaped from the lighted bell buoy south of Ram Island Reef to south of White Rock, and thence eastward

past the north side of Noyes Rock to the harbor.

(272) The inner breakwater, about 400 yards northward

of Stonington Point on the east side of the entrance, extends westward about 250 yards and is marked by a

light.

(273) Stonington is on the east side of the harbor. Traffic

is mostly fishing and recreational craft. The wharves

have depths of 7 to 12 feet alongside. Following

southerly weather, a surge is felt by vessels tied to the

southern side of the seaward pier.

(274) A boatyard is in the northeast part of the harbor.

Berths, electricity, gasoline, diesel fuel, water, ice, storage, 40-ton lift, marine supplies, and hull, engine, and

electronic repairs are available. In July 1981, a reported

depth of 7 feet could be carried to the yard.

(275) A harbormaster is at Stonington.

(276) A railroad causeway, with two fixed spans each having a clearance of 4 feet, crosses Stonington Harbor 0.4

mile above Stonington. Overhead power cables at the

openings have clearances of 41 feet.

(277) Noyes Rock, 0.4 mile southward of Wamphassuc

Point, has a least depth of 7 feet. Noyes Shoal, with 10

to 18 feet over it, is nearly 1.5 miles long in a

west-northwesterly direction; it is marked by a bell

buoy near its eastern end.

No-Discharge Zone

(278) The State of Connecticut, with the approval of the

Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in the Connecticut portion

of the Pawcatuck River, Little Narragansett Bay, portions of Fishers Island Sound and Stonington Harbor.

The area covered extends from Wamphassuc Point due

south past Noyes Shoal to the boundary between Connecticut and New York, easterly following the state

boundary to the intersection of the Connecticut, New

York and Rhode Island State lines, and following the

boundary between Connecticut and Rhode Island to

U.S. Route 1 over the Pawcatuck River and including all

Connecticut waters seaward of U.S. Route 1 (see chart

13214 for limits).

(279) 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).

(280) Latimer Reef, about 0.6 mile south of Noyes Shoal,

is a very broken and rocky area 0.4 mile long. It is

marked by a light at its west end and a buoy at its east

end. The eastern end of the reef has a least found depth

of 6 feet.

(281) Latimer Reef Light (41°18'16"N., 71°56'00"W.), 55

feet above the water, is shown from a white conical

tower, brown midway of its height, on a brown cylindrical foundation. A fog signal is at the light.

(282) A detached 11-foot spot, marked by a buoy, is about

0.4 mile northeast of Latimer Reef Light.

(283) Eel Grass Ground, about 0.8 mile northwestward

of Latimer Reef Light, is a shoal with a least depth of 6

feet, marked by buoys. White Rock, about 0.8 mile

northeastward of Eel Grass Ground, is bare and prominent. Red Reef, covered 2 feet, is 0.2 mile north of

Block Island Sound ■ Chapter 7 ■ 281
White Rock and marked by a buoy. Ellis Reef, 0.4 mile

northwestward of Eel Grass Ground, is marked on its

east side by a daybeacon.

(284) Mason Island, 2.5 miles west of Stonington Harbor, is joined to the mainland by a fixed bridge with an

18-foot span and a clearance of 3 feet; the sound end of

the island is strewn with boulders. A special anchorage

is on the east side of Mason Island. (See 110.1 and

110.50a, chapter 2, for limits and regulations.) An anchorage for small craft is on the west side of the south

end of Mason Island where depths range from 8 to 11

feet; caution and local knowledge are required to use

this anchorage because of the boulders in the area. A

dangerous rock is off the east side of Mason Point, the

southern extremity of Mason Island, in 41°19'21.6"N.,

71°58'05.0"W.

(285) Enders Island, 0.3 mile eastward of the southern

end of Mason Island, is connected to it by a fixed bridge

with a 15-foot span and a clearance of 6 feet.

(286) Ram Island Reef, 1.8 miles westward of Latimer

Reef Light, has two detached parts: the southerly section is covered 8 feet and marked by a lighted bell buoy,

and the northerly section, covered by 6 feet, is marked

by a daybeacon. Passage between the reef and island is

unsafe because of shoals.

(287) Ram Island, about 0.4 mile southwest of Mason Island, is wooded and grass-fringed. A shoal, on which

are two rocky islets, extends about 0.2 mile northeastward from Ram Island. Ram Island Shoal, extending

nearly 0.5 mile westward from Ram Island, has little

water over it and many rocks bare at low water.

Whaleback Rock and the islet 300 yards northwestward

of it are bare.

(288) The narrow but deep channel along the north side

of Ram Island Shoal is the easterly entrance to Mystic

Harbor. Between the shoal and Groton Long Point is an

area of foul ground and several dangerous rocks, including Whale Rock, which bares at low water, at the

northwesterly end of Ram Island Shoal. This rock is

marked by a seasonal lighted buoy. Leading across the

shoal is the buoyed channel, good for about 11 feet,

which is used by vessels entering Mystic Harbor from

westward.

(289) A rock covered 6 feet is about 0.5 mile SW of Whale

Rock; about 0.65 mile SW of that rock is Intrepid Rock,

with 19 feet over it and marked by a buoy, which should

be avoided. Mouse Island, marked by several dwellings,

is 150 yards southwestward of Morgan Point.

(290) In November 1983, a rock, covered about 2 feet,

was reported 0.2 mile west of Mouse Island in about

41°18'52"N., 71°59'50"W.

(291) Morgan Point is located on the west side at the entrance of Mystic Harbor. A privately maintained and

marked channel leading to the piers in West Cove at

Noank westward of the point had a least depth of 4 feet

reported in July 1981.

(292) Groton Long Point, on which is a summer settlement, is about 0.9 mile southwestward of Morgan

Point. A reef extends nearly 300 yards southwestward

from the point and is marked by a buoy. About 0.3 mile

to the west a rock awash at low water is 175 yards off the

southwest end of Groton Long Point. It is marked by a

buoy.

(293) Mystic Harbor, about 6 miles westward of Watch

Hill Point, is the approach to the towns of Noank and

Mystic. A dredged channel leads from Fishers Island

Sound through Mystic Harbor and into Mystic River to

Mystic Seaport Museum Wharf, about 0.6 mile above

the bascule bridge. An anchorage basin is on the east

side of the river opposite Willow Point. In September

2006, the controlling depth was 7.3 feet to the head of

the project except shoaling to 5.7 feet on the northwest

edge; the anchorage basin had depths of 4 of 9 feet with

lesser depths along the east edge.

Anchorages

(294) Special anchorages are in Mystic Harbor. (See

110.1, 110.50b, and 110.50d, chapter 2, for limits

and regulations.)

Routes

(295) To enter from eastward, lay a west-northwesterly

course from south of the lighted bell buoy marking

Napatree Point Ledge for a little over 3 miles to about

400 yards south of the buoy marking the south end of

Cormorant Reef. From here steer 261° for 0.8 mile

until Mason Point is abeam. Then follow the buoyed

channel.

(296) From westward, proceed cautiously from about

100 yards or more southward of the buoy southward of

Groton Long Point on an easterly course for about 0.5

mile to Mystic Harbor Channel Buoy 1, then steer a

northerly course through the buoyed channel into

Mystic Harbor, rounding Noank Light 5 at a distance of

about 75 yards.

(297) Noank is a town on the west side of the channel

through Mystic Harbor. The mean range of the tide is

about 2.3 feet. There are several small-craft facilities at

Noank and in West Cove. Berths, electricity, gasoline,

diesel fuel, water, ice, storage facilities, launching

ramps, a pump-out station, 30- and 60-ton lifts, and

marine supplies are available; hull, engine, sail, and

electronic repairs can be made. A harbormaster is at

Noank.

(298) Mystic River flows into Mystic Harbor from northward just below Mystic. The river is used by recreational craft, the local fishing fleet, and by transient

282 ■ Chapter 7 ■ Coast Pilot 2
craft visiting Mystic Seaport. An anchorage area with

depths of 31⁄2 to 7 feet is in the lower part of the river between Willow Point and Murphy Point. Ice usually

closes the river during January and February.

(299) Willow Point, 0.6 mile below Mystic, has several

small-craft facilities that can provide berths, electricity, water, ice, some engine parts, and marine supplies.

A 12-ton crane and 30-ton mobile hoist are available;

hull and engine repairs can be made.

(300) A channel, privately marked by daybeacons, leads

from the vicinity of Willow Point for 0.3 mile in an easterly direction, thence about 0.4 mile northeastward to

a marina on the west side of the mouth of Pequotsepos

Brook, just below the Amtrak railroad bridge. Berths,

electricity, water, ice, storage, marine supplies, a

12-ton mobile hoist, and hull and engine repairs are

available. In July 1981, a reported depth of 4 feet could

be carried in the channel to the marina.

Small-craft facilities

(301) Several small-craft facilities are on the northern

end of Mason Island. Berths with electricity, gasoline,

diesel fuel, water, ice, storage facilities, marine supplies, a pump-out station, 35-ton lift, and hull and

engine repairs are available. In 1993, a reported depth

of 4 feet could be carried to the facilities.

(302) The Amtrak railroad bridge over Mystic River below Mystic has a swing span with a clearance of 8 feet.

The U.S. Route 1 highway bridge at Mystic has a bascule span with a clearance of 4 feet. (See 117.1 through

117.59 and 117.211, chapter 2, for drawbridge regulations.) The bridgetenders monitor VHF-FM channel

13; call signs KJA–842 and KXR–912, respectively.

(303) Mystic, a town about 2 miles above Noank, has several small-craft facilities. Berths, electricity, gasoline,

diesel fuel, water, ice, marine supplies, storage facilities, mobile hoists, a 60-ton lift, and marine railways up

to 110 feet are available; hull and engine repairs can be

made.

(304) A harbormaster is at Mystic.

(305) The Mystic Seaport Museum is about 0.6 mile

above the highway bridge at Mystic. The whaler

CHARLES W. MORGAN, full-rigged training ship

JOSEPH CONRAD, and Grand Banks fishing schooner

L. A. DUNTON are permanently moored at the museum

and open to the public. Along the waterfront of the museum property, a mid-19th Century coastal village has

been recreated with shops and lofts of that period.

Block Island Sound ■ Chapter 7 ■ 283
Collections of maritime relics are on exhibit in several

formal museum buildings.

(306) Above the Mystic Seaport Museum, the channel is

very narrow and is marked by privately maintained seasonal buoys; boats of about 5-foot drafts can be taken to

the Narrows, and thence depths are 1 and 2 feet to Old

Mystic. Twin fixed highway bridges crossing the Narrows have clearances of 25 feet. The stream follows the

east bank to the next narrows and the west bank to a

marina in the bight about 0.3 mile below Old Mystic.

Charts 13213, 13212, 13214

(307) Mumford Cove is entered about 2 miles west of

Mystic Harbor. A privately dredged channel leads

northward from the entrance to the head of the cove;

two spur channels lead eastward from the main channel, about 0.3 mile and 0.6 mile, respectively, above the

entrance. The channels are marked by private seasonal

buoys and daybeacons. In July 1981, the channels had a

reported controlling depth of 2 feet.

Anchorages

(308) Special anchorages are in the cove. (See 110.1 and

110.50c, chapter 2, for limits and regulations.)

(309) Venetian Harbor is a yacht basin on the east side of

the entrance to Mumford Cove. A channel 75 feet wide

leads through stone breakwaters into a basin with

depths of about 3 to 7 feet. A submerged jetty extends

along the channel from the outer end of the east breakwater. The entrance to the harbor is marked by a light

on the outer end of the west breakwater.

(310) Horseshoe Reef, 0.5 mile southward of Mumford

Cove entrance, is awash at low water, and is marked by

a buoy. Broken and rocky grounds extend from the reef

to the shore eastward of Mumford Point.

(311) Vixen Ledge, with a depth of 10 feet and marked by

a buoy, is about 1 mile west of Horseshoe Reef. Pine Island is bluff and grassy, about 1.3 miles west of

Mumford Point. It is surrounded by shoal water and

rocky bottom, and is marked off the southwest side by a

lighted bell buoy. A rock, covered 6 feet, in 41°18'35"N.,

72°03'16"W., is about 0.3 mile northwestward of Vixen

Ledge.

Anchorage

(312) A special anchorage is on the north side of Pine Island. (See 110.1 and 110.51, chapter 2, for limits and

regulations.)

(313) The cove indenting the mainland northward of

Pine Island and eastward of Avery Point, is entered between Avery Point and westward of Pine Island. The entrance to the cove is marked by two buoys just inside

and eastward of Avery Point. Depths shoal from about

10 feet in the entrance to about 1 foot at the head of the

cove. A breakwater, marked at its end by a private light,

extends southeasterly from the east end of Avery Point.

A yacht club, marina, and State launching ramp are in

the cove. An unmarked rock awash is about 500 yards

060° from the former lighthouse tower at Avery Point.

Berths, guest moorings, gasoline, electricity, water, ice,

marine supplies, and a 14-ton mobile hoist are available at the marina; hull and engine repairs can be

made. In March 2000, a reported depth of 71⁄2 feet could

be carried to the marina.

(314) Special purpose buoys maintained by the City of

Groton show a speed limit of 5 m.p.h. in the area.

Anchorage

(315) A special anchorage is in the cove. (See 110.1 and

110.51, chapter 2, for limits and regulations.)

284 ■ Chapter 7 ■ Coast Pilot 2
Block Island Sound ■ Chapter 7 ■ 285
286

■ Chapter 8■ Coast Pilot 2

12362

12370

12371

12373

13211

12375

12377

13213

Block Island

Sound

CONNECTICUT

12374

NORTH

ATLANTIC

OCEAN

Norwich

Essex

Hartford

12358

Orient Point

Port Jefferson

New London

12354

72°30’ 73° 72°

41°30’

41°

New Haven

LONG ISLAND

LONG ISLAND SOUND

Mattituck Inlet

Housatonic River

Branford Harbor

Guilford Harbor

Westbrook Harbor

Connecticut River

Niantic Bay

12378

12372

12372

HARBOR CHARTS (outlined in red) - scales 1:50,000 and larger.

CONVENTIONAL CHARTS

These specially designed charts are published with small craft information

and are labeled in green

SMALL-CRAFT CHARTS AND MARINE FACILITIES CHARTS

COAST CHARTS (outlined in purple) - scales from 1:50,001 to 1:150,000.

GENERAL CHARTS (outlined in purple) - scales from 1:150,001 to 1:600,000.

Note: not all charts are shown

Thames River
Eastern Long Island Sound

(1) This chapter describes the eastern portion of Long

Island Sound following the north shore from Thames

River to and including the Housatonic River, and then

the south shore from Orient Point to and including

Port Jefferson. Also described are the Connecticut

River; the ports of New London, New Haven, and

Northville; and the more important fishing and yachting centers on Niantic River and Bay, and in Westbrook

Harbor, Guilford Harbor, Branford Harbor, and Mattituck

Inlet.

COLREGS Demarcation Lines

(2) The lines established for Long Island Sound are described in 80.155 chapter 2.

Chart 12354

(3) Long Island Sound is a deep navigable waterway

lying between the shores of Connecticut and New York

and the northern coast of Long Island.

(4) In this region are boulders and broken ground, but

little or no natural change in the shoals. The waters are

well marked by navigational aids so that strangers

should experience no difficulty in navigating them. As

all broken ground is liable to be strewn with boulders,

vessels should proceed with caution in the broken areas where the charted depths are not more than 6 to 8

feet greater than the draft. All of the more important

places are entered by dredged channels; during fog,

vessels are advised to anchor until the weather clears

before attempting to enter. The numerous oyster

grounds in this region are usually marked by stakes

and flags. These stakes may become broken off and

form obstructions dangerous to small craft. Mariners

should proceed with caution especially at night.

Caution

(5) Submarine operating areas are in the approaches

to New London Harbor, Connecticut River, and off the

northern shore of Long Island. As submarines may be

operating submerged in these areas, vessels should

proceed with caution.

Anchorages

(6) New London Harbor is the most important of the

anchorages sought for shelter in the eastern part of

Long Island Sound. Niantic Bay and the approach between Bartlett Reef and Hatchett Reef are used to some

extent by small vessels when meeting unfavorable

weather or reaching the eastern part of the sound.

Small vessels can select anchorage eastward or westward of Kelsey Point Breakwater, also in Duck Island

Roads. Off Madison there is anchorage sheltered from

northerly winds. New Haven Harbor is an important

harbor of refuge.

No-Discharge Zone

(7) The State of Connecticut, with the approval of the

Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in Eastern Long Island

Sound. The area covered extends from the western border of Greenwich at Byram Point, southeastward following the boundary between Connecticut and New

York to a point in Long Island Sound, thence easterly

following the boundary between Connecticut and New

York to a point due south of Hoadley Point at the eastern border of Branford, thence due north to Hoadley

Point at the eastern border of Branford. This portion of

Long Island Sound includes: Greenwich Harbor, Captain Harbor, Stamford Harbor, Norwalk Harbor,

Bridgeport Harbor, Black Rock Harbor, Housatonic

River, New Haven Harbor and Branford Harbor. (See

charts 12363 and 12354 for limits).

(8) 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

(9) The time of tide is nearly simultaneous throughout

Long Island Sound, but the range of tide increases from

about 2.5 feet at the east end to about 7.3 feet at the

west end. Daily predictions of the times and heights of

high and low waters for New London, Bridgeport, and

Willets Point are given in the Tide Tables.

(10) The effect of strong winds, in combination with the

regular tidal action, may at times cause the water to fall

several feet below the plane of reference of the charts.

Eastern Long Island Sound ■ Chapter 8 ■ 287
Currents

(11) In the eastern portion of Long Island Sound the

current turns from 1⁄2 to 11⁄2 hours earlier along the

north shore than in the middle of the sound.

(12) Proceeding westward from The Race in the middle

of the sound, the velocity of current is 1.8 knots off

Cornfield Point, about 1 knot off New Haven, 1 knot off

Eatons Neck, 0.4 knot between Peningo Neck and

Matinecock Point, and 0.5 knot eastward of Hart Island.

(13) About 1.5 miles east-southeastward of Bartlett

Reef, the velocity of flood is 1.2 knots and ebb 1.6 knots.

The flood current sets 285° and the ebb 062°.

(14) At a point about 3 miles southward of Cornfield

Point, the flood current sets 256° with a velocity of 2

knots and the ebb sets 094° with a velocity of 1.7 knots.

(15) About 1 mile north of Stratford Shoal (Middle

Ground) Light, the velocity is 1 knot, the flood setting

westward and the ebb eastward. (See Tidal Current Tables for predictions.) Current directions and velocities

at various places throughout the eastern portion of

Long Island Sound for each hour of the tidal cycle are

shown on the Tidal Current Charts, Block Island Sound

and Eastern Long Island Sound.

Weather, Long Island Sound and vicinity

(16) Weather is most favorable from mid-May to

mid-October, when the most common hazards are

thunderstorms and fog. There is also a rare threat of a

tropical cyclone. During June, July and August on the

average, there are 20 to 25 days per month with conditions generally considered ideal even for small boaters.

Fog is most likely in spring and early summer. Fog, or

the lack of it, at inland locations is not a guide to conditions in the Sound or its approaches. Areas along the

coast, at the heads of bays and within rivers may be relatively clear, while offshore the fog is thick. For example, on exposed Block Island heavy fog is encountered

about 10 to 12 percent of the time from April though

August compared to 1 to 3 percent at Westhampton.

Thunderstorms on the other hand are more likely over

land, but can be viscous in the Sound, especially in a

squall line preceding a cold front in spring and early

summer. Winter winds are mostly out of the west

through north, but gales blow less than 5 percent of the

time in these somewhat sheltered waters. Waves are restricted by limited fetch except to the east. However,

choppy conditions can create problems.

Ice

(17) In ordinary winters the floating and pack ice in

Long Island Sound, while impeding navigation, does

not render it absolutely unsafe, but in exceptionally severe winters the reverse is true; none but powerful

steamers can make their way.

(18) Drift ice, which is formed principally along the

northern shore of the sound under the influence of the

prevailing northerly winds, drifts across to the southern side and accumulates there, massing into large

fields, and remains until removed by southerly winds,

which drive it back to the northerly shore.

(19) In ordinary winters ice generally forms in the western end of the sound as far as Eatons Neck; in exceptionally severe winters ice may extend to Falkner Island

and farther eastward.

Effects of winds on ice

(20) In Long Island Sound northerly winds drive the ice

to the southern shore of the sound and southerly winds

carry it back to the northern shore. Northeasterly

winds force the ice westward and cause formations

heavy enough to prevent the passage of vessels of every

description until the ice is removed by westerly winds.

These winds carry the ice eastward and, if of long duration, drive it through The Race into Block Island

Sound, thence it goes to sea and disappears.

(21) In New Haven Harbor, the influence of the northerly winds clear the harbor and its approaches unless

the local formation is too heavy to be moved. Southerly

winds force the drift ice in from the sound and prevent

the local formations from leaving the harbor. Tides

have little effect upon the ice. Additional information

concerning ice conditions in the waters adjoining Long

Island Sound is given under the local descriptions.

(22) Vessel Traffic Service, New York, operated by the

U.S. Coast Guard, serves New York Harbor (see

161.501 through 161.580, chapter 2, for regulations).

Pilotage, Long Island Sound

(23) Pilotage is compulsory in Long Island Sound for

foreign vessels and U.S. vessels under register.

(24) The pilot boat sets radio guard at least 1 hour before a vessel’s ETA.

(25) Vessels to be boarded should provide a ladder 3 feet

above the water on the lee side.

(26) Pilot services are generally arranged at least 24

hours in advance through ships’ agents or directly by

shipping companies.

(27) Pilotage, in the waters of Long Island Sound, is

available from, but not limited to:

(28) Sound Pilots, Inc. (a division of Northeast Marine

Pilots, Inc.), 243 Spring Street, Newport RI 02840, telephone 401-847-9050 (24 hours), 800-274-1216, FAX

401-847-9052, Cable RISPILOT, Newport. Pilot boats

are RHODE ISLAND PILOT, 35-foot, black hull, white

superstructure, word PILOT on sides and NORTHEAST

IV, 49-foot, gray hull, gray superstructure, word PILOT

on both sides. The boats monitor channels 16, 10, 13,

14; work on 10.

288 ■ Chapter 8 ■ Coast Pilot 2
(29) Interport Pilots Agency, Inc., http://www.interportpilots.com, 906 Port Monmouth Road, Port

Monmouth, NJ 07758, telephone (24 hours)

732-787-5554, email interport@verizon.net. Pilot boat

is CONNECTICUT PILOT, 65-foot with blue hull and

white superstructure. The boat monitors VHF-FM

channels 16 and 13, works on 11, and is equipped with

AIS.

(30) Constitution State Pilots Association, 500 Waterfront Street, New Haven, CT 06512, telephone

203-627-5058. The pilot boat CONSTITUTION, is

65-foot, with black hull, white superstructure, and the

word PILOT on sides. The boat monitors 16, 13, and 9A;

works on 13 or 9A.

(31) Long Island Sound State Pilots Association, Inc.,

1440 Whalley Avenue, Suite 123, New Haven, CT

06515, telephone 203-772-0101, FAX 302-629-9392,

Cable LISPILOT, New Haven. The pilot boat OLYMPIC

has a white hull, red superstructure, and displays the

word PILOT in black letters. The boat monitors channel 16; works on 11.

(32) See Pilotage, New London-Groton (indexed as

such), this chapter; Pilotage, New Haven (indexed as

such), this chapter; Pilotage, Bridgeport (indexed as

such), chapter 9; Pilotage, Offshore Terminal,

Northville-Riverhead (indexed as such), this chapter;

and Pilotage, Offshore Terminal, Northport (indexed as

such), chapter 9.

No-Discharge Zone

(33) The State of Connecticut, with the approval of the

Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in the waters between Eastern Point in Groton to Hoadley Point in Guilford. The

area covered extends from Groton Point due south to

the border between Connecticut and New York, then

west following the state border to a point on that line

due south of Hoadley Point, then due north to Hoadley

Point, and includes the navigable reaches of the

Hammonasset River, Menunketesuck River, Niantic

River and Thames River that drain into Long Island

Sound, and the Connecticut River within state boundaries (see chart 12354 for limits).

(34) 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).

Eastern Long Island Sound ■ Chapter 8 ■ 289
Charts 13213, 13212, 12372

(35) New London Harbor, near the east end of Long Island Sound at the mouth of the Thames River, is an important harbor of refuge. Vessels of deep draft can find

anchorage here in any weather and at all seasons.

(36) Waterborne commerce in New London Harbor and

on the Thames River is chiefly in petroleum products,

chemicals, coal, copper, lumber, seafood products and

general cargo.

(37) Security Zones have been established in New London

Harbor. (See 165.1 through 165.7, 165.30, 165.33, and

165.140, chapter 2, for limits and regulations.)

(38) New London is a city on the west bank of Thames

River about 2.5 miles above the mouth. The town of

Groton on the east bank is connected to New London by

a highway bridge and a railroad bridge. The main harbor comprises the lower 3 miles of Thames River from

Long Island Sound to the bridges, and includes Shaw

Cove, Greens Harbor, and Winthrop Cove. It is approached through the main entrance channel extending from deep water in Long Island Sound to deep

water in the upper harbor. The harbor is generally used

by vessels drawing 9 to 30 feet; the deepest draft entering is about 36 feet. Petroleum products, seafood products, copper, lumber and other forest products are the

principal waterborne commodities handled at the port.

(39) Greens Harbor, a small-craft shelter just north of

the entrance, has general depths of 6 to 17 feet. Special

anchorages are in the harbor. (See 110.1 and 110.52,

chapter 2, for limits and regulations.)

(40) New London Coast Guard Station and Fort

Trumbull State Park are on the west side of the main

channel northward of Greens Harbor.

(41) Shaw Cove is a dredged basin about 0.8 mile northward of Greens Harbor. In February 1986, the controlling depth was 15 feet in the entrance channel through

the south draw of the bridge, thence depths of 11 to 15

feet were available in the basin. The railroad bridge

over the entrance has a swing span with clearances of

61⁄2 feet. (See 117.1 through 117.59 and 117.223,

chapter 2, for drawbridge regulations.)

(42) Winthrop Cove, northward of Shaw Cove, is part of

the main waterfront channel. The fixed railroad bridge

near the head of this cove has a clearance of 4 feet.

Prominent features

(43) New London Ledge Light(41°18'18"N., 72°04'42"W.),

58 feet above the water, is shown from a red brick building on a square white pier on the west side of New London Ledge; a fog signal is sounded at the station.

(44) Other prominent features in approaching New

London Harbor are: New London Harbor Light, on the

west side of the entrance channel; the monument at

Fort Griswold; the microwave tower atop a building in

downtown New London; the large sheds at the shipyard

on the east side of the river opposite Fort Trumbull

State Park and the highway bridge at New London.

Channels

(45) A U.S. Navy project for New London Harbor provides for a channel 40 feet deep to Fort Trumbull,

thence 38 feet to State Pier No. 1, thence 36 feet to the

U.S. Navy Submarine Base. A Federal project provides

for a channel 23 feet deep in the waterfront channels

north of Fort Trumbull and in Winthrop Cove. (See Notice to Mariners and latest editions of the charts for

controlling depths.) Lighted and unlighted buoys and a

354° lighted range mark the channel. The range does

not mark the center of the lower end of the channel.

(46) Pine Island Channel, northeastward of New London Ledge Light, between Pine Island and Black Ledge,

has a rocky and very broken bottom on which the least

found depth is 9 feet. It is used some by local vessels between New London Harbor and Fishers Island Sound,

but should be avoided by any vessel drawing more than

10 feet.

Anchorages

(47) General and naval anchorages are in the approaches to, and in, New London Harbor. (See 110.1

and 110.147, chapter 2, for limits and regulations.)

Special anchorages are in Greens Harbor and in the vicinity of the U.S. Coast Guard Academy. (See 110.1 and

110.52, chapter 2, for limits and regulations.)

Dangers

(48) On the west side of the approach to New London

Harbor, foul ground extends about 1 mile from shore in

the vicinity of Goshen Point (chart 13211). The southerly and southeasterly limits of this area are marked by

buoys. The area has numerous rocky patches and boulders, some showing above water, and should be avoided

by small craft. Rapid Rock, marked by a buoy on its

southeast side, is about 1.6 miles southwestward of

New London Ledge Light. It has a least depth of 12 feet.

An unmarked ledge covered 35 feet is about 100 yards

south by eastward of Rapid Rock and is the outermost

shoal to the southward. Sarah Ledge, 0.7 mile northeastward of Rapid Rock and marked by a buoy, has a

least depth of 14 feet and is the easternmost shoal on

the west side of the main channel approach.

(49) On the east side of the main channel foul ground

extends about 1 mile offshore. New London Ledge,

marked by New London Ledge Light, has a least depth

of 7 feet. Black Ledge, just to the northeastward of New

London Ledge, has a rocky islet, 2 feet high, on it.

290 ■ Chapter 8 ■ Coast Pilot 2
Depths are 5 to 18 feet on the ledge. Buoys mark the

shoal area.

(50) Broken ground fringes the shore southwestward of

New London Harbor Light. A rock with 3 feet over it is

located about 0.1 mile from shore in the bight just

southward of the light and shoal soundings extend as

far as 0.2 mile from shore where an 8-foot sounding is

located.

(51) White Rock, an islet in Greens Harbor, is 250 yards

from the 18-foot curve on the western edge of the channel. Hog Back, a small ledge awash at low water, is 150

yards southwestward of White Rock and about 0.3 mile

from the western shore, and is marked by a buoy.

Rocks, covered 2 to 6 feet, are in the middle of the

northern part of Greens Harbor. Melton Ledge, northward of White Rock, with one-half foot over it, is 125

yards eastward of Powder Island and is marked by a

buoy; a rock awash is close westward of Melton Ledge.

Bridges

(52) Four bridges cross the Thames River below

Norwich: three near Winthrop Point and one about 0.2

miles southward of Fort Point. The first is the railroad

bridge, which has a bascule span with a clearance of 30

feet. (See 117.1 through 117.59 and 117.224, chapter 2, for drawbridge regulations.) The bridgetender of

the railroad bridge monitors VHF-FM channel 13; call

sign KT-5473. In 1998, it was reported that cross currents of 1 to 2 knots can be encountered in the vicinity

of this bridge. Just above it are two high-level fixed

bridges with clearances of 135 feet, and 7.9 miles farther up the Thames is a fixed highway bridge with a

clearance of 75 feet. A RACON is in the center of the

main channel span on the southernmost of two

high-level fixed bridges.

(53) Overhead power cables with a clearance of 160 feet

cross the river about 5.5 miles below Norwich.

Tides and currents

(54) The mean range of tide at New London is 2.6 feet.

Daily predictions are given in the Tide Tables.

(55) The tidal currents follow the general direction of

the channel and usually are not strong. At Winthrop

Point, on the west side of the river at New London, the

velocity is 0.4 knot, and at Stoddard Hill, about 6.5

miles above New London, 0.7 knot on the flood and 0.4

knot on the ebb. During freshets or when the river is

high and the wind is from the north, the current can

have considerable southerly set even on the flood. Current directions and velocities at various places on the

Thames River for each hour of the tidal cycle are shown

on the Tidal Current Charts, Block Island Sound and

Eastern Long Island Sound.

(56) Ice obstructs navigation about 2 months each year

above the naval station, which is some 5 miles above

New London Ledge Light, but seldom forms below the

station. In extremely severe winters, however, heavy ice

from the sound, driven in by winds, has been known to

extend about 1.8 miles above the entrance. Between

New London and the mouth of the river small vessels

may navigate with comparative safety in ordinary winters; and even in severe weather it is rare that navigation for small vessels stops for more than a week.

Steamers can nearly always enter and leave with safety.

Drift ice sometimes forms a decidedly dangerous obstruction in the approaches through Long Island

Sound during severe winters, especially during February and March; and small vessels are much hindered in

their movements during January, February, and

March.

(57) Freshets usually occur in the river in the spring. It

is reported that they seldom exceed 2 feet above high

water at Norwich.

(58) New London Harbor and Thames River are easy of

access by day or night, but local knowledge is required

to take drafts greater than 20 feet above the submarine

base.

Pilotage, New London-Groton

(59) Pilotage is compulsory in Long Island Sound for

foreign vessels and U.S. vessels under register. See Pilotage, Long Island Sound (indexed as such),chapter 8.

Pilotage for New London is available from Constitution

State Pilots Association (CSPA), 500 Waterfront Street,

New Haven, CT 06512, telephone 203-627-5058, FAX

860-434-1441. Pilot boat CONSTITUTION is 65-foot,

with black hull, white superstructure, and the word

PILOT on sides. The boat monitors 16, 13, and 9A,

works on 13 or 9A. The CSPA should be contacted prior

to arrival for the location of the pilot boarding area.

(60) Pilotage for New London is also available from

Long Island Sound State Pilots Association, Inc.

(LISSPA), 1440 Whalley Avenue, Suite 123, New Haven,

CT 06515, telephone 203-772-0101, FAX 302-629-9392,

Cable LISPILOT, New Haven. The pilot boat OLYMPIC

has a white hull, red superstructure, and displays the

word PILOT in black letters. The boat monitors channel 16 and works on channel 11. Prior to arrival, the

LISSPA should be contacted for the location of the pilot

boarding area.

(61) Pilotage for New London is also available from

Sound Pilots, Inc. (SPI) (a division of Northeast Marine

Pilots, Inc.), 243 Spring Street, Newport, RI 02840,

telephone 401-847-9050 (24 hours), 800-274-1216,

FAX 401-847-9052, Cable RISPILOT, Newport, RI

02840. The pilot boats are NORTHEAST II, 49-foot,

with grey hull and superstructure and the word PILOT

Eastern Long Island Sound ■ Chapter 8 ■ 291
on the side; or RHODE ISLAND PILOT, 35-foot, with

black hull and white superstructure and the word

PILOT on the side; or NORTHEAST I, 49-foot, similarly

marked as the RHODE ISLAND PILOT. The SPI pilots

meet a ship bound for a Long Island Sound port, off

Point Judith, but will also meet a ship off Montauk

Point by prearrangement. See Pilotage, Narragansett

Bay and Other Rhode Island Waters (indexed as such),

chapter 6, and Pilotage Pickup Locations Off Montauk

Point (indexed as such), chapter 7.

(62) Interport Pilots Agency, Inc., http://www.interportpilots.com, 906 Port Monmouth Road, Port

Monmouth, NJ 07758, telephone 732-787-5554 (24

hours), email interport@verizon.net. Pilot boat is

CONNECTICUT PILOT, 65-foot, blue hull with white

superstructure, and the word PILOT on both sides. The

boat monitors VHF-FM channels 16 and 13 two hours

prior to the vessel’s scheduled ETA, works on channel

11, and is equipped with AIS. Interport Pilots meet

ships bound for New London at the Montauk Point Pilot Station, the Point Judith Pilot Station, or 2 miles

south of New London Ledge.

Towage

(63) Tugs to 3,200 hp are available at New London. Vessels usually proceed to the upper harbor without assistance, although a tug may be required when entering

with a head wind and contrary current. Large vessels

normally require tugs for docking and undocking.

(64) New London is a customs port of entry.

Quarantine, customs, immigration, and agricultural

quarantine

(65) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(66) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) New London has several

hospitals.

(67) Harbor regulations are in force for New London

Harbor. The harbormaster has authority to berth vessels, shifting them if necessary, but occasion for doing

so seldom arises.

Wharves

(68) New London Harbor has more than 30 wharves and

piers. Most of these facilities are used as repair berths,

and for mooring recreational craft, fishing vessels,

barges, ferries, and government vessels. Depths alongside these facilities range from 10 to 40 feet. Only the

deep-draft facilities are described. For a complete description of the port facilities refer to Port Series No. 4,

published and sold by the U.S. Army Corps of Engineers. (See Appendix A for address.) The alongside

depths are reported; for information on the latest

depths contact the private operator.

(69) Amerada Hess Corp. Wharf (41°20'09"N.,

72°04'58"W.): on the east side of the river opposite

Greens Harbor; T-head pier with 55-foot face, 960 feet

of berthing space with dolphins; 40 feet alongside; deck

height, 8 feet; pipelines to storage tanks; fresh water

connection; railroad and highway connections; receipt

and shipment of petroleum products and receipt of molasses; bunkering vessels; owned and operated by Hess

Oil and Chemical Division, Amerada Hess Corp.

(70) Admiral Shear State Pier: the more easterly of the

two long piers southwestward of the Thames River

bridges, about 1.3 miles northward of Amerada Hess

Corp. Wharf; 200-foot face, 26 feet alongside; west side

1,000 feet, 23 to 27 feet alongside; east side 1,020 feet,

34 to 38 feet alongside; deck height, 10 feet; 90,000

square feet of covered storage, 20 acres of open storage;

electricity, potable and feed water connections on pier;

railroad and highway connections; receipt and shipment of general cargo, copper, zinc, steel and wood

products; owned by the State of Connecticut and operated by Logistec U.S.A. Inc., a division of Logistec Stevedoring of Montreal.

(71) Supplies of all kinds are available. Gasoline and

diesel oil can be obtained from oil companies on 48

hours’ notice by tank truck. Water is available at most

of the piers, wharves, and marinas.

Repairs

(72) A shipbuilding company at New London can perform all kinds of repairs on steel-hulled vessels. The

company has floating drydocks with lifting capacities

from 1,000 to 10,000 tons. The company’s largest

drydock is on the west side of the river, and has a maximum pontoon length of 300 feet, a width between

wingwalls of 110 feet, and is about 0.9 mile north of the

Thames River bridges.

(73) Cranes to 70 tons and floating derricks to 25 tons

are available at New London.

(74) Several companies in New London are in the business of wrecking, salvage, and marine contracting

work. They are equipped with pumps, divers’ outfits,

floating equipment, and other gear.

Small-craft facilities

(75) There are numerous small-craft facilities in Greens

Harbor and Shaw Cove. (See the small-craft facilities

tabulation on chart 12372 for services and supplies

available.)

Communications

(76) New London has good railroad and bus communications. Automobile-passenger ferry service is available

292 ■ Chapter 8 ■ Coast Pilot 2
to Block Island, Fishers Island, and to Orient Point,

Long Island.

(77) Thames River above New London has a dredged

channel to Norwich, the head of navigation. In July-August 2006, the controlling depth was 25 feet from the

bridges at New London to the north end of the turning

basin opposite Smith Cove, thence 7.1 feet (14.9 feet at

midchannnel) to Stoddard Hill, thence 15 feet to the

turning basin at Norwich with 12 feet in the turning

basin except for shoaling to lesser depths near the upper limits of the basin. The channel is well marked by

navigational aids.

Caution

(78) The dikes along the Thames River from Easter

Point (41°28.2'N., 72°04.5'W.) to Norwich are submerged at half tide.

Pilotage, Thames River

(79) For Pilotage for the river see Pilotage, New London-Groton (indexed as such) earlier this chapter.

(80) The U.S. Coast Guard Academy is on the west side

of Thames River about 1 mile north of the center of

New London. The administration building, with its

white tower and clock, and the lighted chapel spire are

very prominent, but are not visible until almost abeam

of the academy. Depths alongside the 410-foot-long

academy pier were reported in 2005, to be 30 feet at the

face, 30 feet along the south side, and 30 to 34 feet on

the north side.

(81) The U.S. Naval Submarine Base is on the east side

of the Thames River about 2.5 miles above New London.

(82) A restricted area is off the U.S. Naval Submarine

Base. (See 334.75, chapter 2, for limits and regulations.)

(83) Just below Gales Ferry, on the east side about 4

miles above the bridges, are the crew training quarters

and boathouses of Harvard and Yale Universities. Opposite Gales Ferry is the town of Bartlett, site of a prominent power plant with two tall and conspicuous stacks.

A privately dredged channel with depths of about 19

feet leads to the dock and coal tipple.

(84) At Montville Station, just above Bartlett, is a dock

with a depth of 23 feet at the face. The northeast end of

the dock is in ruins. Overhead power cables with a

clearance of 160 feet cross the river 0.5 mile above the

station near Kitemaug.

(85) Allyn Point, on the east side about 5 miles above

New London, is the site of a large private pier for receiving liquid chemicals, with a reported depth of about 30

feet alongside. It is marked by an elevated water sphere

and several small tanks on the pier.

(86) Fort Point, on the east side 8 miles above New London, has a long fuel pier marked by privately maintained red lights, and on shore is a building with

several stacks. Numerous piles are in the water southward of the pier. The fixed highway bridge crossing the

river about 0.2 miles south of Fort Point has a clearance of 75 feet.

(87) The red brick buildings of the Norwich State Hospital are on a bluff just north of Fort Point and are a

conspicuous landmark.

(88) At Thamesville, on the west side of the river about

1 mile below Norwich, are two finger piers each with

breasting dolphins used to receive petroleum products

from barges. Depths of 20 to 25 feet are reported alongside the face of the piers.

(89) Norwich, a city at the head of navigation on

Thames River at its junction with Shetucket River and

Yantic River, is about 11 miles above New London. In

1981, waterborne commerce to Norwich consisted of petroleum products. Small boats generally anchor in

Shetucket River just above the fixed bridges at Norwich,

which have a minimum clearance of 11 feet.

Charts 13211, 13212, 12372

(90) Bartlett Reef Light (41°16'28"N., 72°08'14"W.), 35

feet above the water and shown from a skeleton tower

with a red and white diamond-shaped daymark, is

about 3.3 miles southwestward of New London Ledge

Light and marks the south end of Bartlett Reef. A fog

signal is at the light. The reef, about 1.3 miles long in a

general north-south direction and about 0.3 mile wide,

is covered 2 to 18 feet and has rocks awash near its

northern end. The north end of the reef is marked by a

buoy. A lighted bell buoy and an unlighted buoy are

about 0.9 mile southward and about 0.3 mile eastward

of the light, respectively.

(91) A general anchorage is about 0.8 mile northeastward of Bartlett Reef Light. (See 110.1 and 110.147

(a) (4), and (b), chapter 2, for limits and regulations.)

(92) Twotree Island, small and bare, about 1.4 miles

northwestward of Bartlett Reef Light, is surrounded by

shoals. A buoy marks rocks awash that extend off the

northern end of the island.

(93) Twotree Island Channel leads northward of Bartlett Reef and Twotree Island. With an adverse current in

the sound, this channel is used to some extent by light

tows and sailboats with a leading wind in the daytime,

as the tidal currents turn about 1 hour earlier along the

north shore than in the middle of the sound. About 0.3

mile southwestward of Seaside, the tidal currents have

Eastern Long Island Sound ■ Chapter 8 ■ 293
a velocity of 1.2 knots, and ebb 1.6 knots. Flood sets

westerly and the ebb easterly. The channel is buoyed,

but strangers are advised to use it with caution and

should never attempt to beat through.

(94) From Goshen Point (41°18.0'N., 72°06.8'W.) westward, there are scattered boulders which extend offshore as much as 0.2 mile in places. Jordan Cove, 1.5

miles west of Goshen Point, is foul in its northerly half,

and the southerly part is obstructed by Flat Rock, bare

at low water and marked by a buoy, and High Rock,

which shows at high water and is marked by a buoy.

(95) Millstone Point, on the east side at the entrance of

Niantic Bay, is occupied by the buildings of the Millstone Nuclear Power Station. A 389-foot red and white

stack at the station and a radio tower on the point are

the most conspicuous landmarks in the area. A cove

with depths of 2 to 17 feet is on the west side of the

point. A rock with 1 foot over it lies 60 feet off the

mouth of the cove. The station maintains channel

markers and a range for occasional barge traffic. A

dredged area for the power station’s water intakes is 0.2

mile northwest of the cove.

Charts 13211, 12372

(96) White Rock is an islet on the east side of the entrance to Niantic Bay 0.5 mile westward of Millstone

Point. Little Rock, two rocks partly bare at low water, is

150 yards east of White Rock. Rocks with a least depth

of 8 feet extend 0.25 mile northwest from Millstone

Point. A rock, covered 11 feet, is about 300 yards

south-southeast of White Rock and is marked by a

lighted bell buoy.

(97) Niantic Bay, 4.5 miles westward of New London

Harbor, is a good anchorage sheltered from easterly,

northerly, and westerly winds. It is a harbor of refuge in

northerly gales and can be used by small vessels and

tows. The general depth of the bay is about 19 feet; the

water shoals gradually northward. The entrance is 1.5

miles wide, and the dangers are marked by buoys or

show above water.

(98) Niantic and Crescent Beach are summer resorts

with railroad communication at the north end and

northwest side of the bay.

(99) The Niantic Bay Yacht Club basin at Crescent

Beach is protected on the south, east, and partially on

the north side by a U-shaped breakwater; a private seasonal light is near the outer end of the breakwater.

294 ■ Chapter 8 ■ Coast Pilot 2
(100) A special anchorage is on the west side of Niantic

Bay off Crescent Beach. (See 110.1 and 110.53, chapter 2, for limits and regulations.)

(101) Niantic River empties into the northeast end of

Niantic Bay and is entered through a dredged channel

that leads from the bay, thence through a narrow passage at the entrance, and thence to a point about 300

yards northward of the entrance to Smith Cove. In

2004-February 2006, the controlling depths were 4.6

feet (7.9 feet at midchannel) to the highway bascule

bridge about 0.4 mile above the channel entrance,

thence 5.4 feet at midchannel to the head of the channel. The channel is marked by daybeacons and seasonal

buoys. Two bridges cross the narrow passage at the entrance. The more southerly is the Amtrak bridge, with a

45-foot bascule span and a clearance of 11 feet; the

State Route 156 highway bridge, about 0.1 northward,

has a bascule span with a clearance of 32 feet. (See

117.1 through 117.59 and 117.215, chapter 2, for

drawbridge regulations.) The bridgetender at each

bridge monitors VHF-FM channel 13; call signs

KGA-511 and KXR-911, respectively.

(102) Strangers attempting to enter Niantic River are

cautioned to pass through the bridges either at slack

water or against the current.

(103) Above the head of the dredged channel, small craft

can navigate for about another 1.5 miles to Golden

Spur (East Lyme) with local knowledge. The river

from westward of Sandy Point to the stone bulkhead at

Golden Spur is deep and clear; vessels generally follow

the west bank. Pine Grove, Sandy Point, and Saunders

Point are summer resorts on Niantic River.

Tides and currents

(104) The mean range of tide is about 2.7 feet in Niantic

Bay.

(105) The tidal currents through the bridges set fair with

the channel; the flood velocity is 1.6 knots and the ebb

velocity, 0.8 knot. It has been reported that much

greater velocities may be expected under storm and

freshet conditions. (See Tidal Current Tables for predictions.) Current directions and velocities for the entrance to the Niantic River for each hour of the tidal

cycle are shown on the Tidal Current Charts, Block Island Sound and Eastern Long Island Sound.

(106) Ice generally closes the river to navigation for

about 3 months during the winter.

(107) Smith Cove is on the west side of Niantic River

about 1.5 miles above the channel entrance. A channel,

marked by private daybeacons, leads westward from the

river channel into the cove. In February 1999, the

channel had a reported depth of 5 feet.

Small-craft facilities

(108) There are several small-craft facilities just above

the entrance at Niantic and Waterford, on the west side

and east side of Niantic River, respectively, and in

Smith Cove. (See the small-craft facilities tabulation

on chart 12372 for services and supplies available.)

(109) Harbormasters are at Niantic and Waterford. A 6

mph speed limit is enforced on the river.

(110) Black Point, on the west side at the entrance to

Niantic Bay, is flat with bluffs at the water and is occupied by many summer cottages. Broken ground with a

least found depth of 20 feet extends 0.6 mile south of

the southwest side of the point.

(111) The bight between Black Point and Hatchet Point,

about 2.3 miles to the westward, has many rocks showing above high water. Griswold Island, on the northeast side of the bight, is high and prominent. Rocks

extend 0.35 mile southward and 0.2 mile southwestward of the island. The southwest rocks are marked by a

buoy. South Brother, in the center, and North Brother,

in the northwestern part of the bight, are prominent

bare rocks. A rock, covered 6 feet, is 250 yards off the

west side of Black Point. Blackboys, two rocks awash

are 0.4 mile southward of Griswold Island. A rock, covered 3 feet and marked by a buoy, is about 0.2 mile

southward of Blackboys. Johns Rock, covered 5 feet, is

0.3 mile off the northwest side of the bight, about 0.5

mile west-southwestward of South Brother.

(112) Strangers entering the bight should proceed with

caution, as the bottom is broken; the best route is to

pass southward and westward of the buoy southward of

Blackboys, and pass on either side of South Brother.

Seal Rock, 160 yards south of the end of Giants Neck, is

marked by a buoy on the south side.

Anchorage

(113) A special anchorage is east of Giants Neck. (See

110.1 and 110.54, chapter 2, for limits and regulations.) An unmarked rock is within the anchorage area,

about 0.1 mile south of Giants Neck; depth over the

rock is not known.

(114) Hatchett Point has several large dwellings. A reef

extends about 0.2 mile off the southwest side of the

point.

(115) Hatchett Reef, 0.6 to 1 mile south-southwestward

of Hatchett Point, has a least depth of 5 feet and is

marked by buoys. Close to the southeast side of the reef

the depths are 30 to 48 feet. A bar with 10 to 16 feet over

it extends westward from Hatchett Reef to Saybrook

Bar.

Eastern Long Island Sound ■ Chapter 8 ■ 295
Charts 12375, 12377, 12378, 12372

(116) Connecticut River rises in the extreme northern

part of New Hampshire, near the Canadian border, and

flows southerly between the States of Vermont and New

Hampshire and across Massachusetts and Connecticut

to Long Island Sound. It is approximately 375 miles long

and is one of the largest and most important rivers in

New England. The head of commercial navigation is at

Hartford, about 45 miles from the mouth. Waterborne

commerce on the river is mostly in petroleum products

and chemicals.

(117) The river water is fresh at and above Deep River.

Each year after the spring freshets, shoals with least

depths of 10 feet are found in places on bars in the upper river; dredging to remove such shoals is begun as

soon as the water subsides.

(118) Between the entrance and Middletown the river

banks are hard and in some places rocky, but between

Middletown and Hartford the river flows through alluvial bottom land, where freshets and ice jams may

cause shoaling.

Channels

(119) A Federal project for Connecticut River provides

for a 15-foot jettied entrance channel and 15-foot

dredged cuts across the bars to Hartford, 45 miles

above the entrance. (See Notice to Mariners and the latest editions of the charts for controlling depths.)

(120) The channel above the jettied entrance channel

usually follows the banks on the outside of the curves of

the river, except through the dredged cuts across the

bars which are marked by navigational aids.

(121) Saybrook Breakwater Light (41°15'48"N.,

72°20'34"W.), 58 feet above the water, is shown from a

white conical tower, 49 feet high, on a brown cylindrical pier on the south end of the west jetty at the entrance to Connecticut River. A fog signal is at the light.

Anchorages

(122) Secure anchorage can be had eastward or northeastward of Lynde Point Light. Farther up anchorage

can be selected in the wider parts of the channel. Special anchorages are at Old Saybrook, Essex, Chester,

Lord Island, Eddy Rock Shoal in the vicinity of Connecticut River Light 45, and Mouse Island Bar vicinity.

(See 110.1 and 110.55, chapter 2, for limits and regulations.)

Dangers

(123) Saybrook Outer Bar, which obstructs the mouth of

the Connecticut River, is shifting, with depths of 4 to 12

feet extending nearly 2 miles off the mouth; it is

marked off its southeastern end by a lighted bell buoy.

(124) In March 1976, obstructions were reported in the

channel at the railroad bascule bridge 3 miles above the

mouth of the Connecticut River; a least depth of 13 feet

is reported in the channel in area 40 to 50 feet from the

east abutment of the bridge. Mariners requiring

greater depths are advised to avoid this area of the

channel during passages.

Bridges

(125) Several drawbridges and fixed bridges cross Connecticut River between the entrance and Hartford. The

distance above the mouth, type, and clearance of each

bridge follows: 3 miles, Amtrak railroad with bascule

span, 19 feet; 3.5 miles, Raymond E. Baldwin (IS 95)

Bridge, fixed highway, 81 feet; 14.6 miles, State Route

82 highway with swing span at East Haddam, 22 feet;

27.8 miles, ConRail railroad with swing span at

Middletown, 25 feet; 32.2 miles, Arrigoni Bridge (State

Route 66), fixed highway, 89 feet; 41.2 miles, Wm. H.

Putnam Bridge (State Route 3), fixed highway near

Wethersfield, 80 feet over main channel; 44 miles,

Charter Oak Bridge (U.S. 5/State Route 15), a fixed

highway bridge at Hartford, 69 feet for a width of 215

feet; 44.9 miles, Founders Bridge, fixed highway, 49

feet; 45.2 miles, Bulkeley Bridge (I-84), fixed highway,

39 feet; and 46 miles, Conrail fixed railroad, 28 feet.

(See 117.1 through 117.59 and 117.205, chapter 2,

for drawbridge regulations.) The bridgetender of the

Amtrak bascule railroad bridge at mile 3 monitors

VHF-FM channel 13; call sign KT-5414. Vessels requesting the opening of this bridge are cautioned to

confirm by radiotelephone that the bascule span is

safely raised and stabilized before making passage. The

bridgetender of the highway swing bridge at East

Haddam at mile 14.6 monitors VHF-FM channel 13;

call sign KXR-913.

(126) Overhead power cables across the Connecticut

River have a least clearance of 100 feet, except for the

one at Laurel, 24.2 miles above the mouth, which has a

clearance of 65 feet.

Tides

(127) The time of tide becomes later and the range diminishes in progressing up the river. High water and

low water at Hartford occur about 4.5 and 6 hours later,

respectively, than at the entrance. The mean range of

the tide is 3.5 feet at Saybrook jetty, 2.5 feet at Haddam,

and 1.9 feet at Hartford.

Currents

(128) At the entrance the currents have considerable velocity at times and always require careful attention, as

296 ■ Chapter 8 ■ Coast Pilot 2
the tidal current of the sound often sets directly across

the direction of the current setting out or in between

jetties. This condition is reported to be especially dangerous during the first 3 hours of ebb tide. (Consult the

Tidal Current Tables for times and velocities of currents at a number of locations in Connecticut River. In

addition, see Tidal Current Charts and Tidal Current

Diagrams, Long Island Sound and Block Island Sound,

for current directions and velocities at various places in

the Connecticut River for each hour of the tidal cycle.)

(129) During the ebb, a strong current runs from the

Lyme Landing toward the center of the railroad bridge.

Towboats with vessels in tow should steer for the east

pier of the draw and should not swing out for the draw

until almost in it, to avoid being set to the west side of

the channel. Because of river discharge, the ebb current usually will be considerably stronger than the

flood. Ebb current velocities of 1 knot or more have

been observed under normal conditions on the bars in

Connecticut River between Higganum and Hartford;

the velocities of the flood currents are much less.

(130) Freshets occur principally in the spring, when the

snow is melting, although occasional floods have occurred in every month of the year except July and September. At Hartford the usual rise due to spring

freshets is between 16 and 24 feet. The highest freshets

are generally of short duration, but the period during

which the river at Hartford is at the level of 8 feet or

more above mean low water averages nearly 2 months

of each year. Below Middletown the height of the crest

of a freshet decreases rapidly. At the mouth the variation in water level is due to the tides.

(131) Ice closes the river to navigation a part of every

winter for wooden hull boats. The duration of closing is

about 2 months.

Weather, Hartford and vicinity.

(132) Hartford is well inside the northern temperate climatic zone in a prevailing west to east movement of air

carrying the majority of weather systems into Connecticut from the west. The average wintertime position of

the “Polar Front” boundary between cold dry polar air

and warm moist tropical air is just south of New England, which helps to explain the extensive winter storm

activity and the day-to-day variability of local weather.

In the summer, the “Polar Front” has an average position along the New England-Canada border and Hartford has a warm and pleasant climate.

(133) The location of Hartford, relative to the continent

and ocean, is also significant. Rapid weather changes

result when storms move northward along the

Mid-Atlantic Coast, frequently producing strong and

persistent northeast winds associated with storms

known locally as “coastals” or “northeasters”. Seasonally, weather characteristics vary from the cold and

dry continental-polar air of winter to the warm, maritimes air of summer, the one from Canada, the other

from the Gulf of Mexico, Caribbean Sea, or Atlantic

Ocean.

(134) Summer thunderstorms develop in the Berkshire

Mountains to the west and northwest, and move over

the Connecticut Valley and, when accompanied by

wind and hail, sometimes cause considerable damage

to crops. Thunderstorm days average 20 each year.

June, July, and August are the most favored months.

During the winter, rain often falls through cold air

trapped in the valley and creates extremely hazardous

ice conditions. On clear nights in the late summer or

early autumn, cool air drainage into the valley and the

moisture from the Connecticut River produce steam

and/or ground fog which becomes quite dense

throughout the valley and temporarily hampers transportation. An average 162 days each year report fog.

(135) Fog is reported to develop locally in the vicinity of

the nuclear power plant’s efflux at Haddam Neck and

around Gildersleeve Island.

(136) The average annual temperature for Hartford is

50°F (10°C). The warmest month is July with an average temperature of 74°F (23.3°C) and the coolest is

January with an average temperature of 26°F (-3.3°C).

The warmest temperature on record is 102°F (38.9°C)

recorded in July 1966 and the coolest temperature on

record is -26°F (-3.3°C) recorded in January 1961. Each

month, except June, July, and August has recorded

temperatures below freezing. Each month, June

through September, has recorded temperatures in excess of 100°F (37.8°C). An average of 18 days each year

records temperatures in excess of 90°F (32.2°C) and an

average of 134 days each year has a temperature of 32°F

(0°C) or cooler. An average of eleven days each year has

temperatures of 5°F (-15°C) or lower.

(137) The average annual precipitation for Hartford is

44.20 inches (1123 mm). Precipitation is fairly uniform

with the difference between the wettest and driest

month being less than one inch (25.4 mm). The wettest

month is November, averaging 4.07 inches (104 mm)

and the driest month is February averaging 3.13 inches

(80 mm). Average snowfall, on an annual basis, totals

44 inches (1118). February 1961 holds the record of the

greatest snowfall in a 24-hour period with 14.3 inches

(363 mm).

(138) The National Weather Service office is at Bradley

International Airport, northwest of Hartford. (See page

430 for Hartford climatological table.)

Eastern Long Island Sound ■ Chapter 8 ■ 297
Routes

(139) To enter Connecticut River from eastward, pass

southward of Hatchett Reef and Saybrook Bar, until

Saybrook Breakwater Light bears 315°. Steer for

Saybrook Breakwater Light on this course through the

buoyed opening between the south end of Saybrook Bar

and the east end of Long Sand Shoal to the entrance

channel between the jetties.

(140) To enter from westward, pass 1 mile southward of

Falkner Island Light on course 076°. This will lead

about 0.4 mile northward of the lighted bell buoy on

the western end of Long Sand Shoal and about 0.2 mile

southward of the lighted bell buoy southward of Cornfield Point. Then steer about 067°, with Saybrook

Breakwater Light a little on the port bow to the entrance channel between the jetties.

(141) Boating regulations for waters within the State of

Connecticut can be found at http://www.dep.state.ct.us

/rec/boating/guide.htm.

Pilotage, Connecticut River

(142) Pilotage is compulsory in Long Island Sound for

foreign vessels and U.S. vessels under register. See Pilotage, Long Island Sound (indexed as such), chapter 8.

Pilotage for the Connecticut River is available from

Connecticut River Pilots Association (CRPA), 104

Nehantic Trail, Old Saybrook, CT 06475, telephone

(203) 388-4167. Pilot boat TRUDEE II is 36-foot, with

black hull, white superstructure, and with the word

PILOT on the house, forward. The boat monitors channels 16 and 13; works on 13. The CRPA pilot boards vessels abeam of the marina at the south end of Saybrook

Point.

(143) Pilot services are arranged in advance through

ships’ agents or directly by shipping companies. A

24-hour advance notice is requested.

(144) Hartford is a customs port of entry.

Wharves

(145) The Connecticut River has more than 20 commercial piers and wharves, most of which handle petroleum

products from barges or coastal tankers. Most of the facilities below Rocky Hill, about 34 miles above

Saybrook Point, are marginal-type wharves, while

those above Rocky Hill are finger-type piers with

breasting dolphins. Depths of 11 to 15 feet are reported

alongside these facilities.

Supplies and repairs

(146) Gasoline, diesel fuel, water, ice, and marine supplies are available at the principal towns and landings

along the Connecticut River. Boatyards along the river

can make engine, hull, and electronic repairs.

Charts 12375, 12372

(147) Old Saybrook is a village on the west side of Connecticut River, about 1.4 miles northward of Saybrook

Breakwater Light. There are several small-craft facilities along the west side of the river from Saybrook

Point to Ferry Point, about 2 miles to the northward.

(See the small-craft facilities tabulation on chart 12372

for services and supplies available.)

(148) A “Slow no-wake” speed limit is enforced at Old

Saybrook between the railroad bridge and Buoy 20,

0.25 mile above the Connecticut Turnpike Bridge.

(149) North Cove, a dredged small-boat basin that affords

excellent anchorage, is entered through a dredged

channel that leads westward from the main channel

about 0.4 mile northward of Saybrook Point. In February-March 1999, the controlling depths were 2.2 feet (5

feet at midchannel) in the entrance channel to the basin, thence in September 2005, depths of 2 to 4 feet

were in the basin. The entrance channel is marked by

private buoys.

(150) From Saybrook Point to Hartford local knowledge

is required to carry the best water. Small craft should

have no difficulty in following the channel.

(151) Lieutenant River, leading to Old Lyme, enters the

east side of Connecticut River about 1.4 miles northward of Saybrook Point. Pipe stakes mark the south

side of the channel across the bar at the entrance. A

midchannel depth of about 3 feet can be carried over

the bar to about 0.2 mile above the second bridge. A

railroad bridge with a 33-foot fixed span and a clearance of 11 feet crosses the river 0.4 mile above the entrance. An overhead power cable with a reported

clearance of about 10 feet is on the north side of the

bridge. About 0.3 mile above that bridge is a highway

bridge with a 24-foot fixed span and a clearance of 6

feet. A harbormaster is at Old Lyme.

(152) The passage to the east and north of Calves Island,

about 1 mile above the railroad bridge crossing Connecticut River, is used extensively for mooring small

craft in the summer. This passage is subject to shoaling, particularly on the north side of Calves Island; caution is advised. A small-craft facility is on the east side

of the passage just above the entrance. Berths, electricity, water, ice, marine supplies, storage facilities, a

25-ton lift, and some repairs are available. In July 2002,

depths of 18 feet were reported at the facility.

(153) Lord Cove has its entrance about 300 yards northward of Calves Island. In July 1981, a depth of 31⁄2 feet

was available through the unmarked entrance. The

marshlands surrounding Lord Cove and the other

coves between Essex and the river mouth at Saybrook

are frequented by duck hunters in October and November. Because of danger of gunfire, mariners are

298 ■ Chapter 8 ■ Coast Pilot 2
cautioned not to stray too close to the numerous duck

blinds that exist in this area.

(154) The dredged section of the main channel in Connecticut River westward of Calves Island has numerous

obstructions and sunken rocks close to its edges; mariners are advised to exercise caution and to avoid the

edges of the channel.

(155) Haydens Point, about 4.6 miles above Saybrook

Point, is marked by a light. Foul ground is between the

light and the shore.

(156) Essex, a town on the west bank about 5 miles above

Saybrook Point, is the scene of considerable small-boat

activity. Depths alongside the town landing are about 6

feet. Essex Cove is the area off the main river channel

skirting the waterfront at Essex. A dredged channel,

marked by private buoys, leads from the main channel

through the cove, and thence rejoins the main channel

to the northward. In February-March 1999, a controlling depth of 5.8 feet was available in the buoyed channel. A 5 mph speed limit is enforced. A privately marked

small-boat channel leads westward from the dredged

buoyed channel in Essex Cove to a yacht basin in Middle Cove, northward of Thatchbed Island. In February

1999, the small-boat channel had a reported midchannel controlling depth of 61⁄2 feet.

Small-craft facilities

(157) Essex has excellent small-craft facilities. (See the

small-craft facilities tabulation on chart 12372 for services and supplies available.)

Anchorages

(158) Special anchorages are at Essex. (See 110.1 and

110.55 (a), (a-1), (b), and (c), chapter 2, for limits

and regulations.)

(159) Hamburg Cove and Eightmile River, which empties into the north end of the cove, indent the east side

of Connecticut River, 6 miles above Saybrook Point. A

dredged channel leads from Connecticut River to a

turning basin at Hamburg, a village at the head of navigation. In June 2002, the controlling depth was 4.5 feet

in the channel with 1.9 feet in the basin except for

shoaling at the north end and along the east edge.

There are boulders in places outside the dredged channel, and the entrance channel is outlined by grassy flats

on each side. Buoys mark the entrance, and private seasonal buoys and daybeacons mark the remainder of the

channel to Hamburg. The center of the turning basin

has piles used for moorings.

Small-craft facility

(160) A small-craft facility, on the east side of the basin,

has sewage pump-out, water, ice, and some marine

supplies. A 35-ton travel lift is available for hull and engine repairs.

Charts 12377, 12378

(161) Eustasia Island, 8.5 miles above Saybrook Point,

divides the Connecticut River into two channels. A

light off the southeast end of the island marks the junction of the two channels. The eastern channel crossing

Potash Barthrough a dredged cut is better marked and

easier to follow. The western channel leads to Pratt

Creek, westward of the southerly end of Eustasia Island, and to the landing at Deep River and thence

crosses Chester Creek Bar through a swash channel to

Chester Creek. A sand shoal and a rocky reef, both bare

at low water, are north of Eustasia Island, between the

main channel east of the island and Chester Creek.

(162) A rock, covered 3 feet, is on the south side of the entrance to Chester Creek in about 41°24'24.1"N.,

72°25'46.6"W.

Small-craft facilities

(163) There are several small-craft facilities on Pratt

Creek and Chester Creek. Berths and moorings, electricity, gasoline, diesel fuel, ice, marine supplies, a

pump-out, storage and a launching ramp are available

in the area. Lifts to 55 tons are available for complete

hull, engine, and electronic repairs.

Anchorages

(164) Special anchorages are off Chester Creek. (See

110.1 and 110.55 (e–1) and (e–2), chapter 2, for limits and regulations.)

(165) The Chester-Hadlyme vehicular ferry crosses the

river near Fort Hill, 2 miles above Eustasia Island. The

ferry operates from April through November.

(166) Special anchorages are northeastward of Connecticut River Light 45 (41°26.2'N., 72°27.6'W.), about 12.8

miles above Saybrook Point. (See 110.1 and 110.55

(d) and (e), chapter 2, for limits and regulations.)

(167) On the east side of the river, the turret of the opera

house at East Haddam, 13.3 miles above Saybrook

Point, is prominent. A marina is on the west side of the

river just above the swing bridge between East Haddam

and Tylerville. Limited guest berths, limited marine

supplies, electricity, water, and ice are available. In

March 1990, a reported depth of 5 feet was available in

the marina basin.

(168) The shoal off the west side of the river, just north of

East Haddam, is reported to be increasing.

(169) Salmon Cove, on the east side of the river, 1 mile

above East Haddam, is reported to be navigable only by

Eastern Long Island Sound ■ Chapter 8 ■ 299
small craft at high tide. The entrance to the cove is subject to shoaling. Considerable grass in the channel and

cove makes boat operation difficult.

(170) Overhead power cables with a least clearance of 86

feet cross the cove about 1.2 miles above the mouth.

Small-craft facility

(171) A small-craft facility is on the west side of the river

about 1.1 miles above East Haddam. Berths, electricity,

water, ice, a 10-ton mobile hoist, and a launching ramp

are available; hull and engine repairs can be made. In

March 1990, a depth of 6 feet was reported at the facility.

(172) Haddam Island divides the Connecticut River

about 3.2 miles above East Haddam. The main river

channel leads eastward of the island through a dredged

cut known as Haddam Island Bar Channel. A pinnacle

rock, covered 13 feet, is in the approach to Haddam Island Bar Channel in 41°29'31"N., 72°30'49"W.

(173) The passage westward of Haddam Island is closed

by a bare sand shoal lying between the island’s southerly tip and the westerly shore of the river.

(174) The shoal off the east side of the river opposite

Higganum Creek, 5.5 miles above East Haddam, is extending westward.

(175) A rock breakwater extends southward from the east

side of the river, 1 mile above Higganum Creek. In

1969, the shoal, about 200 yards southward of the

breakwater, was found to be extending southward.

(176) A boatyard is on the north side of the river at Cobalt, about 3.5 miles above Higganum Creek. Storage

facilities and a 15-ton hoist are available. In October

1990, a reported depth of 7 feet could be carried to the

facility.

(177) After passing through the channel in Paper Rock

Shoal, 9.7 miles above East Haddam, favor the south

side of the river to about 300 yards southeastward of

Bodkin Rock, then cross to the north side and pass it

close-to.

(178) About 0.5 mile westward of Bodkin Rock, a dredged

section of the channel leads along the southerly shore

of Connecticut River and southward of Mouse Island

Bar.

Anchorages

(179) Special anchorages are along the north and east

sides of the river, between Bodkin Rock and Portland.

(See 110.1 and 110.55 (f) and (g), chapter 2, for limits

and regulations.)

Caution

(180) Caution is recommended when rounding the point

on the south side of the river, about 1.5 miles above

Bodkin Rock, to avoid a submerged crib that extends

northward from the point.

(181) Portland, 26.3 miles above Saybrook Point, has

several boatyards with marine railways; the largest railway can handle craft to 60 feet for engine and hull repairs. Gasoline, water, berths with electricity, ice,

storage facilities, marine supplies, a pump-out station,

launching ramps, and lifts to 50 tons are available at

Portland. In March 1990, depths of 7 to 9 feet were reported available.

(182) Berthing and water are available at Harbor Park in

Middletown, across the river from Portland. Depths of

18 feet are reported to be available along the wharves.

(183) Two small-craft facilities are on the east side of the

river at Gildersleeve, about 2.5 miles above Portland.

Gasoline, diesel fuel, berths with electricity, water, ice,

storage facilities, marine supplies, a launching ramp,

and 15- and 35-ton lifts are available, and hull and engine repairs can be made.

(184) From Belamose, 6.5 miles above Portland, northward to Hartford, the land is much lower, and the Connecticut River narrows, its curves become more

pronounced, and both of its shores have numerous

wood-stake-and-rock groins.

(185) A marina on the east side of the river opposite

Belamose has gasoline, berths, electricity, water, ice,

marine supplies, and a 15-ton lift; engine and hull repairs can be made. In July 1983, the privately marked

channel into the marina basin had a reported controlling depth of 7 feet.

(186) At Rocky Hill, 1 mile above Belamose, a seasonal

vehicular ferry crosses the river to South Glastonbury.

A small-craft launching ramp is just above the ferry

landing.

(187) The cove at Crow Point, on the west side of the

river about 5.7 miles above Belamose, is used to obtain

land fill. Dredging in the cove is uneven, but the bottom is soft ooze. In July 1981, it was reported that the

entrance had shoaled to bare and could be used only by

small outboards.

(188) A rock, covered 5 feet, is on the south side of the

dredged channel about 0.8 mile above Crow Point in

about 41°42'43.0"N., 72°37'46.5"W.; and a shoal that

bares is in 41°43'11"N., 72°38'52"W., on the west side of

Connecticut River, about 1.9 miles above Crow Point.

(189) Wethersfield Cove, on the west side of the river 14

miles above Portland, is entered through a narrow

dredged channel that leads to a dredged anchorage basin about 0.3 mile above the entrance. In 1986, the controlling depth was 4.9 feet (5.1 feet at midchannel);

thence in 1983, 6 feet were available in the basin. The

channel is marked by daybeacons. The Interstate 91

highway bridge over the entrance has a fixed span with

300 ■ Chapter 8 ■ Coast Pilot 2
a clearance of 38 feet. The speed limit in the channel

and cove is 5 knots. Ice, transient berthing, and some

supplies can be obtained at the yacht club on the south

side of the cove. A town marina is on the east side of the

cove; a launching ramp is available at the facility. The

Wethersfield harbormaster can be contacted through

the local police department or town hall.

(190) The only remaining commercial docks at Hartford

are the bulk fuel handling facility of the Hartford Electric Light Company’s powerplant on the west side of the

river, about 0.2 mile below the Charter Oak Bridge, and

the Hartford Gas Company’s barge unloading facilities

on the west side of the river, about 0.5 mile above the

Charter Oak Bridge. A public facility with floating

docks is on the west side of the river just below the

Founders Bridge. A flood control dike is along the west

side of the river from just north of the Charter Oak

Bridge to the Bulkeley Bridge.

(191) Connecticut River above Hartford is practically unimproved, but is navigable about 30 miles to Holyoke

for boats not exceeding 3-foot draft, when the river is

not low. The channel is constantly shifting.

Chart 12354

(192) Long Sand Shoal extends 6 miles westward from

off the entrance of Connecticut River and has a greatest

width of nearly 0.3 mile. The general depths on the

shoal are 4 to 15 feet; bottom is hard and lumpy. Shoaling is abrupt on both sides, but especially on the south

side, where the 5-fathom curve is only 100 yards from it

in places. The shoal is marked at its eastern end by a

buoy, and on the south side and west end by lighted

sound buoys.

(193) A fairway lighted whistle buoy is 4.5 miles south of

Cornfield Point.

(194) At the western end of Long Sand Shoal and 1 mile

southward is an area about 0.6 mile long with rocky

and broken bottom, and with a least found depth of 21

feet.

(195) Sixmile Reef, about 3 miles southwestward of

Long Sand Shoal, is an area of migrating sandwaves

about 2.5 miles long in a west-northwesterly direction

with depths of 22 to 32 feet. Shoaling is abrupt in

places. A lighted bell buoy is off the southerly edge of

this reef. With extreme low tides, due to northerly and

westerly winds, this shoal may be dangerous to vessels

with 15-foot draft. Tide rips occur on the reef whenever

the direction of the tidal currents is opposed to that of

the wind. This is especially true during spring tides and

a southwest wind.

(196) A ridge with depths of 29 to 37 feet is near the middle of Long Island Sound southward of Sixmile Reef

and 5 miles north-northwestward of Horton Point

Light. It is marked by a lighted whistle buoy equipped

with a racon.

Charts 12375, 12372

(197) Cornfield Point, 2 miles westward of Saybrook

Breakwater Light, is marked by a large red-roofed stone

building. Rocky shoals and foul ground extend about

0.5 mile southerly from this point and for about 1.9

miles westerly. Cornfield Point Shoal, a small rocky

patch covered 3 feet, is about 0.4 mile south of the

point. Westward of this shoal are Hen and Chickens,

bare in spots at low water, and Crane Reef, an area of

broken ground with a least depth of 3 feet. These dangers are buoyed. About 0.5 mile westward of the point is

Halftide Rock, surrounded by foul ground and marked

by a private daybeacon.

Charts 12374, 12372

(198) Westbrook Harbor is the western part of the open

bight between Cornfield Point and Menunketesuck Island. It has many unmarked submerged rocks and is

seldom used as an anchorage; the anchorage in Duck

Island Roads is better. The bight is characterized by

boulders.

(199) Westbrook, a town on the north side of Westbrook

Harbor, is marked on its east side by an elevated tank. A

harbormaster is at Westbrook and can be contacted

through the town hall.

(200) Menunketesuck Island is the outermost of several

low narrow islands connected to the mainland at low

water on the west side of Westbrook Harbor. It has

boulders at the south end. A boulder reef extends nearly

0.5 mile south-southeastward from the point to the

18-foot curve. Tide rips frequently occur on this reef. A

private seasonal buoy is about 0.3 mile southeastward

of Menunketesuck Island.

(201) Between Menunketesuck Island and Hammonasset

Point, about 4 miles westward, broken ground extends

about 1.5 miles offshore. A boulder reef extends 0.5

mile southward from Duck Island to the 18-foot curve

and is marked by a buoy. A rock with 1 foot over it is on

this reef about 300 yards south of Duck Island. Tide rips

have been reported to extend from the vicinity of these

rocks to the buoy. During strong flood currents and a

southwest wind, tide rips extend from the shoal water

southwest of Duck Island to the vicinity of Southwest

Reef over 1 mile southwestward. Caution is advised

when navigating small boats in this vicinity during

these conditions.

Eastern Long Island Sound ■ Chapter 8 ■ 301
(202) Duck Island Roads, between Menunketesuck Island and Kelsey Point, is a harbor of refuge protected

by breakwaters 1,100 feet northward and nearly 0.5

mile westward from Duck Island, with the added protection of Kelsey Point Breakwater on Stone Island

Reef. A prominent landmark on Duck Island is a stone

chimney. Both breakwaters extending from Duck Island are marked by lights.

(203) The dredged anchorage enclosed by the breakwaters extending northward and westward from Duck Island is subject to shoaling. General depths of 3 to 8 feet

are in the protected area, and 4 to 16 feet in the western

end. In addition to the area inside the breakwaters, a

small area northward and northeastward of Duck Island North Breakwater Light can be used as an anchorage in southwesterly weather.

(204) The western entrance of Duck Island Roads is easy

of access and should be used by vessels with greater

draft than 8 feet.

Routes

(205) Pass southward of Duck Island and keep the light

on the end of Kelsey Point Breakwater bearing northward of 264° until Duck Island West Breakwater Light

2DI bears 010°, then steer northward. Approaching

from westward, the only dangers are the two 16-foot

spots south-southwestward of Kelsey Point Breakwater

Light, the southerly of which is marked by a buoy.

(206) The eastern entrance of Duck Island Roads is obstructed by a sand shoal with a least depth of 8 feet

about 0.3 mile eastward of Duck Island, and by boulder

reefs which extend about 0.2 mile off the western side

of Menunketesuck Island. This entrance is easy of access for vessels drawing up to 8 feet.

(207) Anchorage in 18 to 24 feet, bottom generally sticky,

can be had between the Duck Island West Breakwater

Light 2DI and the 17-foot rocky patches southeastward

of Kelsey Point. This anchorage is exposed to winds

southward of east and west.

(208) Patchogue River, used chiefly by fishing and recreational craft, empties into Duck Island Roads just west

of Menunketesuck Island. A channel leads from deep

water in Duck Island Roads to the first fixed highway

bridge, about 0.6 mile above the mouth. The approach

channel is marked by buoys, and the river channel is

marked by private aids. A light is on the outer end of the

breakwater on the west side of the river mouth. In

2003, the controlling depths were 3.5 feet (6.8 feet at

midchannel) to the head of the project about 60 yards

below the first fixed highway bridge. The anchorage basin had depths of 5.7 feet.

Small-craft facilities

(209) Several small-craft facilities are on the river. (See

the small-craft facilities tabulation on chart 12372 for

services and supplies available.)

(210) Menunketesuck River, sharing the same entrance

channel as Patchogue River, is a shallow stream westward of Patchogue River. In July 1981, a depth of about

8 feet was reported to the first fixed highway bridge

crossing the river above which depths of less than 1

foot are reported. A shoal was reported extending south

from shore at the junction of Patchogue and

Menunketesuck Rivers; caution is advised. The junction is marked by a private seasonal buoy. Small-craft

facilities on the river can provide berths, electricity,

gasoline, diesel fuel, water, ice, storage, marine supplies, a pump-out station, and engine, hull and electronic repairs; a 12-ton mobile hoist and a 75-ton lift

are available. The privately maintained channel in the

river is reported to be marked by seasonal private aids;

local knowledge is advised.

(211) A 6 mph speed limit is enforced on both rivers.

(212) Kelsey Point Breakwater extends on Stone Island

Reef over 0.6 mile south-southeastward from Stone Island and is marked by a light. The least depth on the

rocky broken ground southwestward of the light is 16

feet. The outer spot is marked by a buoy. Stone Island,

at the north end of the breakwater, is mostly covered at

high water. Some rocks bare at low water are between

the island and the shore. Tide rips frequently occur in

the area southwestward from the end of the breakwater

to the bell buoy. Depths of 18 feet or less near Kelsey

Point Breakwater indicate areas of broken rocky bottom which should be avoided in anchoring. The broken

ground east of the breakwater includes depths of 12

feet close to it; the 18-foot patch 0.2 mile

east-northeast of the end of the breakwater; East Ledge

with depths of 2 to 17 feet, which extends 0.4 mile

southward from Kelsey Point; and the broken ground

with depths of 8 to 17 feet which extends over 0.4 mile

southeastward from Kelsey Point.

(213) The bight at the entrance of Clinton Harbor and

westward of Kelsey Point Breakwater affords anchorage, but is exposed to southeasterly and southwesterly

winds.

(214) Clinton Harbor, the bight westward of Kelsey Point

Breakwater, is the entrance to Hammonasset River, a

stream used chiefly by fishing and recreational craft.

Wheeler Rock, with 1 foot over it, just outside the bar,

is marked by a lighted buoy. The channel is marked by

buoys to Cedar Island and thence by seasonal private

buoys to the anchorage basin at Clinton. Buoys are

shifted often due to changing channel conditions. Local knowledge is advised. Depths of 5 to 8 feet were

302 ■ Chapter 8 ■ Coast Pilot 2
available in the anchorage basin on the northeast side

of the channel east of the wharves at Clinton. From opposite the basin to the upstream limit of the Federal

project, the southwest and south side of the channel is

obstructed by a series of pilings. Boats may be moored

between the pilings, caution is advised. Above the

dredged channel, the midchannel controlling depth is

about 2 feet in the Hammonasset River to the overhead

pipeline and bridge crossing about 2 miles above

Clinton. Private daybeacons mark this section of the

channel.

(215) Several boatyards and marinas are in the harbor.

(See the small-craft facilities tabulation on chart 12372

for services and supplies available.) Mooring facilities

are available by arrangement with the town dockmaster

who can be contacted through the town hall or police

department. A 6 mph speed limit is enforced in the harbor. The town maintains a fireboat at Clinton Harbor.

The vessel can be contacted through the Clinton Police

Department or the Coast Guard.

(216) Northeastward of Cedar Island in Clinton Harbor

are two narrow crooked channels close together, with

depths of about 1 foot. The eastern one is usually

marked by bush stakes; it leads to a marina and

boatyard just inside the mouth of Hammock River. The

western channel, marked by a private range, leads to a

boatyard on Indian River.

(217) Hammonasset Point, on the southwest side of

Clinton Harbor, is a low marshy area with many

wooded knolls. The end of the point is a rocky knoll.

Hammonasset State Park is marked by a conspicuous

flagstaff and the buildings at the recreational center. In

the summer it is an active resort. Broken ground with

rocky irregular bottom and least depths of 10 to 11 feet

extends 0.5 mile southward of Hammonasset Point.

(218) West Rock is the outermost of the bare rocks which

extend a short distance off the east end of Hammonasset Point. A reef, with two bare rocks and a groin

on its inner part, extends 0.3 mile southwestward from

the point and is marked by a buoy, northeastward of

which tide rips frequently occur. When rounding the

point, vessels should not pass between the buoy and

Hammonasset Point.

(219) Madison Reef, over 2 miles westward of Hammonasset Point, extends over a mile east and west. This

reef consists of several rocky patches with depths of 4 to

17 feet, with deeper water between them. Charles Reef,

with a least depth of 7 feet, is about 0.5 mile southwest

of Madison Reef and marked by a buoy.

(220) Kimberly Reef, about 1.9 miles southward of

Charles Reef, is an area of broken ground with a least

depth of 12 feet. Rocks with a least depth of 20 feet,

marked by a lighted bell buoy, are about 0.2 mile south

of the shoal. A bank with depths of 14 to 28 feet extends

about 1.5 miles west of Kimberly Reef to Falkner Island.

(221) Vessels of 10-foot draft can anchor northward of

Madison Reef, but should proceed with caution to avoid

the rocky patches at lesser depths.

(222) Tuxis Island, northward of Madison Reef and 0.2

mile south of Middle Beach, is high and rocky. Between

the island and the shore the water is shallow and the

ground foul. Rocks awash are 200 to 600 yards eastward

of the island, and an islet is 100 yards westward of the

island. A steel bulkhead in ruins, the top of which is

awash at high water, extends from shore to Gull Rock, a

high bare ledge about 300 yards east-northeastward of

Tuxis Island.

(223) Madison, a town on the railroad, has one landing

which bares alongside at low water and is in disrepair. A

few small craft moor in the cove on its north side.

Rocks, bare at low water, are 100 yards eastward of the

landing. A beach club building, with a small stone landing, is northward of Tuxis Island. A church with a

prominent tower and gilded dome is 0.8 mile northward of Tuxis Island.

Charts 12373, 12372

(224) Guilford Harbor, a bight 5.5 miles westward of

Hammonasset Point, is used only by small craft. East

River and Sluice Creek empty into Guilford Harbor

from the northward. The approach to the harbor is obstructed by rocks and foul ground. The outermost dangers are: Half Acre Rock, about 0.8 mile southeastward

of the entrance channel, which shows at high water;

scattered rocks, some bare at low water and others with

7 to 16 feet over them, extending about a mile eastward

from Half Acre Rock; Outer White Top, about 0.6 mile

southwestward of Half Acre Rock, and several rocks

northward of it bare at low water; and Indian Reef, extending about 1 mile southwestward of Outer White

Top, the highest part of which is covered at high water.

Indian Reef is marked on its south and southwestern

sides by buoys. Stakes and fish traps may exist northward of Riding Rock, 0.6 mile northwestward of Half

Acre Rock.

(225) The approach channel to Guilford Harbor, marked

by buoys, leads along the southeasterly side of Indian

Reef, thence westward of Half Acre Rock to a dredged

channel about 0.5 mile northwestward of Half Acre

Rock. The dredged channel leads northward through

the harbor and eastward of Guilford Point to a junction

with Sluice Creek and East River, about 0.6 mile above

the channel entrance. At the junction, the dredged

channel leads northwesterly into Sluice Creek for

about 0.1 mile and northeasterly into East River for

Eastern Long Island Sound ■ Chapter 8 ■ 303
about 0.4 mile to an anchorage basin. Buoys and a private range mark the dredged channel to the junction.

In August 2004, the controlling depths in the dredged

channel were 3.2 feet to the junction of East River and

Sluice Creek, thence 1.5 feet in Sluice Creek, thence 6

feet in the left half of the channel and 2.2 feet in the

right half, to the anchorage basin with 1 to 6 feet in the

basin except for shoaling to bare toward the northeast

limit and in the south half of the entrance into the basin. Deeper water is available with local knowledge.

(226) In 1988, a submerged obstruction was reported

about 0.3 mile southwest of Half Acre Rock in about

41°15'06"N., 72°39'36"W.

(227) At high water and with local knowledge, small

boats can go above the anchorage basin in East River to

the fixed railway bridge, about 1.3 miles above the basin. The bridge has a clearance of 4 feet. An overhead

power cable with a clearance of 45 feet is about 0.3

miles below the bridge. A town marina, just above the

entrance to Sluice Creek, has berths with electricity,

water, ice and a launching ramp. In 1993, depths of 11⁄2

to 6 feet were reported alongside the marina.

(228) A 5 mph speed limit is enforced in the harbor.

(229) West River empties into the western side of

Guilford Harbor 0.2 mile westward of Guilford Point. A

railroad bridge about 0.7 mile above the mouth has a

clearance of 6 feet. Guilford is the town above the railroad bridge. In September 1988-July 1989, a depth of

41⁄2 feet was reported in West River entrance channel;

the channel is marked by buoys and a 321° lighted

range.

(230) There are two boatyards with several marinas and

marine railways on West River. The largest marine railway can handle craft up to 40 feet; berths with electricity, water, ice, gasoline, diesel fuel, limited supplies, a

12-ton mobile crane, a 25-ton lift, and complete engine

and hull repairs are available.

(231) Falkner Island and Goose Islands, with Stony Island to the southward, are about 3 miles south of

Guilford Harbor. Each is surrounded by reefs and rocks

that bare at low water. A depth of about 16 feet can be

carried between Goose Islands and Falkner Island by

staying in the middle of the passage and avoiding the

8-foot and 11-foot spots, about 0.35 mile 244° and 0.4

mile 300° from the light on Falkner Island, respectively,

and the shoals and reefs extending from the islands.

Falkner Island Light (41°12'43"N., 72°39'13"W.), 94 feet

above the water, is shown from a 46-foot white octagonal tower near the center of Falkner Island. A lighted

gong buoy marks the shoal off the northern end of

Falkner Island, and a lighted bell buoy is off the southern end of Stony Island.

(232) From Indian Reef westward are rocky shoals and islets extending from 0.2 to 0.7 mile off Vineyard Point

and Sachem Head. Chimney Corner Reef, about 0.3

mile south of Sachem Head and marked by a buoy, is a

rocky broken area on which the least depth is 9 feet.

Westward of it are Goose Rocks Shoals, on which are

Goose Rocks, the northerly of which is bare and the

southerly one covered at high water. The outer limit of

Goose Rocks Shoals is marked by a lighted bell buoy. To

ensure clearing the westerly end of Goose Rocks

Shoals, care must be taken not to round the buoy too

closely.

(233) Sachem Head Harbor, an anchorage for small craft

on the southwest side of Sachem Head, is 0.3 mile long

and 0.1 mile wide, and has depths of 3 to 8 feet at the

floats and in the moorings; it is sheltered except from

westerly winds. The island forming the south point at

the entrance is connected with the shore by a bridge. A

yacht clubhouse is on the island. From the north point

of the island a breakwater extends 100 yards in a northwesterly direction; a rock awash, marked by a private

seasonal light, is off the end of the breakwater. A rock

covered at half tide is 50 yards off the southeast side of

the harbor, about 350 yards eastward of the end of the

breakwater.

(234) The approach to Sachem Head Harbor for small

craft from eastward is along the south side of the rocks

making off from the south side of Sachem Head. Approaching eastward of Goose Rocks, give the rocks a

berth of over 300 yards. The approach from westward is

clear between Goose Rocks and Leetes Rocks.

(235) Uncas Point, the western extremity of Sachem

Head, is marked by a rocky islet on its west side and a

privately maintained seasonal light. Just northward of

the islet a stone jetty with a bulkhead on its north side

extends about 100 yards in a northwesterly direction

from the shore. Vessels can anchor in the angle near

the shore where the depth is about 41⁄2 feet.

(236) Joshua Cove, northwestward of Sachem Head, is

little used, but affords good anchorage in its entrance

for small vessels in northerly or easterly winds in 6 to

10 feet, soft bottom. The approach from southwestward

is clear between Goose Rocks and Leetes Rocks.

(237) Leetes Rocks, midway between Sachem Head and

the north end of The Thimbles, are two rocks bare at

low water, with an area of broken ground around them.

A 9-foot spot is about 200 yards southward of the southerly rock, and a 3-foot spot is 0.3 mile northeast of the

southerly rock.

(238) Leetes Island Quarry is a prominent feature on the

south side of Hoadley Point; on the north side of the

cove eastward of the point are the ruins of an old dock.

(239) The Thimbles, about 1.6 miles west of Sachem

Head, comprise many islands, islets, and rocks that

bare. All of the area, extending over 2 miles from

Hoadley Point southwestward to East Reef, is foul with

304 ■ Chapter 8 ■ Coast Pilot 2
rocky bottom and many shoals. To lesser extent, the

area from East Reef for 2 miles westward and

northwestward to Branford Harbor entrance is dotted

with islets and rocks. The whole area is suitable only for

small pleasure craft, which are very active here in summer. Many oyster stakes are encountered; these do not

mark channels and caution should be used to avoid

fouling them. Caution also is advised to avoid fouling

the pipelines and cables in the area.

(240) The outermost of The Thimbles proper is Outer Island, marked by a house chimney. A boat landing protected by a stone jetty is on the northeast side of this

island, and an unmarked rock, bare at lowest tides, is

200 yards eastward. The reefs southwestward of Outer

Island, to and including East Reef and Browns Reef,

are buoyed.

(241) From eastward a buoyed channel leads through

The Thimbles. The channel passes between Wayland

Island and a buoy marking the foul area southward of

Cat Island. The channel extends between Davis Island

and Dogfish Island, thence north of East Crib and

West Crib into the more open water westward of The

Thimbles; it is good for about 13 feet.

(242) Stony Creek, a village on the railroad, extends

southward to Flying Point (41°15.5'N., 72°45.1'W.). A

dredged channel west of Flying Point leads north to a

turning basin at Stony Creek. The channel is marked by

private buoys. In March 2001, the controlling depth

was 4.3 feet in the entrance channel to Buoy 5, thence

3.0 feet to the head of the project with 2.7 to 4.5 feet in

the basin. Rocks were reported in the northwest corner

of the basin. Gasoline, marine supplies, inside storage,

and a small-craft launching ramp are available at marinas eastward of the turning basin; small craft can be

hauled out on a flatbed trailer for hull and engine repairs. The village dock is on the southeast side of the

turning basin.

(243) Between the rocks westward of Rogers Island and

Blackstone Rocks, a privately dredged channel, about

0.9 mile westward of Flying Point, leads northeastward

to a quarry wharf on the west side of a dredged basin. In

1995, the reported controlling depths were 14 feet from

the channel entrance to the basin, thence a depth of 14

feet was available in the basin except for lesser depths

along the north and west edges. The entrance channel

is marked by a private 028° range consisting of a front

and middle light and a rear daybeacon.

(244) Thimble Island Harbor, in the western part of The

Thimbles, affords good shelter for small craft between

Pot Island and Money Island on the east and High Island and West Crib on the west. Although open southwestward, the sea from that direction loses much of its

force before reaching the inner harbor. A rock with 3

feet over it and marked by a buoy is 80 yards off the east

side of High Island, just above its south end. Vessels

sometimes anchor near midchannel, between this rock

and the north end of Pot Island in depths of 13 to 18

feet, soft bottom, but care should be taken to avoid the

cables in the area. The harbor is easy of access between

Outer Island and Inner Reef.

(245) Pine Orchard, about 3 miles westward of Sachem

Head, is a summer resort extending northward and

westward of Brown Point. A breakwater extending

about 300 yards southeastward from Brown Point protects a yacht basin entered through a privately dredged

channel that leads from southward of St. Helena Island

north-northwestward to the basin. In July 1994, the entrance channel and basin had reported depths of 5 feet.

The basin approach northward of St. Helena Island has

depths of 3 to 5 feet. Gasoline, diesel fuel, ice, and water

may be obtained at the yacht club landing.

(246) From Brown Point to Branford Harbor, 2.5 miles

westward, bare rocks and shoals extend up to about 2

miles offshore. A seawall extends westward from Brown

Point, and the shore is thickly settled. A rock bare at

half tide is 600 yards westward of Brown Point and 300

yards from shore.

(247) Rocks bare at low water are eastward of Haycock

Point, and rocks that bare at half tide are off the southeast side and southwest end of Green Island. The foul

ground extends about 0.6 mile south-southwestward

from Haycock Point, including Foot Rocks which are

partly above water.

(248) Branford Reef, about 1.8 miles southward of Indian Neck and 5 miles eastward of New Haven entrance,

is marked by a light. This reef is surrounded by shoal

water for a distance of 150 to 450 yards from the light.

(249) Deep water is between Branford Reef and Negro

Heads, a reef bare in one place at low water about 0.9

mile northward. Shoreward of Negro Heads are Spectacle Island, Sumac Island, and Clam Island, together

with numerous rocks bare and covered.

(250) A private boat landing is on the northwest side of

Clam Island. Small craft can enter Maltby Cove between the bare rocks off the southwest end of Clam Island and Jeffrey Rock, favoring the northwest side of

Clam Island. Private markers are sometimes at the entrance. The northwest side of the cove is foul, the principal danger being a rock bare at low water near the

middle, northwestward of Clam Island; the rock is

sometimes marked by a seasonal private spindle.

(251) Jeffrey Point, the eastern point at the entrance of

Branford Harbor, has a bare rock close to its western

end.

(252) Branford Harbor is a shallow cove between Jeffrey

Point and Johnson Point. Vessels up to 10-foot draft can

select anchorage in the harbor southward of the Mermaids in 10 to 14 feet, protected against all but

Eastern Long Island Sound ■ Chapter 8 ■ 305
southerly and southwesterly winds. Boats up to 5-foot

draft can select a well-sheltered anchorage in the upper

part of the harbor above the Mermaids. The harbor is

used chiefly for recreational boating and by the small

local lobster fishing fleet.

(253) The dangers in the approach and entrance to

Branford Harbor either show above water or are

marked by buoys. Cow and Calf, 1.3 miles southwestward of Jeffrey Point, are two boulders close together

bare at low water. Boulders, reported covered 10 feet,

are about 0.2 mile northward of Cow and Calf. Five

Foot Rock, 0.5 mile northeastward of Cow and Calf, has

5 feet over it. Taunton Rock, 0.9 mile northeastward of

Cow and Calf near the middle of the entrance to

Branford Harbor, is large but low and bare. Blyn Rock,

midway between Johnson Point and Taunton Rock, is

covered at extreme high tide. Bird Rock, 0.2 mile

northward of Blyn Rock, has 5 feet over it.

(254) Little Mermaid, showing a little above high water,

and Big Mermaid, a high rock marked by a light, are

near the middle of Branford Harbor. Two bare rocks are

near the head of the harbor. A rock, bare at low water

and usually marked by stakes, is about 100 feet

north-northeastward of the north end of Lovers Island.

Routes

(255) To enter Branford Harbor from eastward, pass

southward of the lighted buoy marking Negro Heads,

steer about 306° heading for Taunton Rock, and enter

between Taunton and Jeffrey Rocks; or a 333° course

with Branford Reef Light astern will lead into the harbor between Jeffrey and Taunton Rocks. From westward, pass southward and over 100 yards eastward of

the lighted bell buoy marking Cow and Calf, thence

westward of the buoys marking Blyn Rock and Bird

Rock to the buoyed channel in the harbor.

(256) Local craft pass northwestward of Cow and Calf

Shoal and midway between Johnson Point and Blyn

Rock.

(257) Branford River, narrow and crooked, extends

northeasterly from Branford Harbor. In January-February 2001, the controlling depth in the dredged channel was 6.5 feet from Branford Harbor to the upstream

limit of the dredged channel, except for depths between

5.0 and 6.4 feet in the left half of the channel about

1,200 feet below the project head.

(258) At low water the channel above Branford Point is

defined by bare shoals on each side. During the summer numerous stakes used as moorings mark both

sides of the channel. A privately dredged channel and

basin at a marina 0.5 mile east of Branford Point had reported depths of 9 feet in March 1999.

(259) The principal waterborne commerce at Branford is

in petroleum products. There are several marinas and

boatyards on the river. (See the small-craft facilities

tabulation on chart 12372 for services and supplies

available.)

(260) A 5 mph speed limit is enforced on the river.

(261) The harbormaster at Branford controls all moorings and anchoring; he can be contacted through the

small-craft facilities.

(262) Johnson Point is the western entrance point to

Branford Harbor; a rock covered 2 feet is about 100

yards off its south side. A small privately dredged basin

on the southwest side of the point is well protected in

all but southerly winds. In 1971, it was reported that 4

feet could be carried to and in the basin.

(263) Gull Rocks, about 0.3 mile westward of Johnson

Point, consist of small islets and submerged rocks that

extend about 0.5 mile southwestward from shore on

the easterly side of the entrance to a large cove. A rock,

bare at half tide, is in the northwestern part of the cove

about 350 yards southward of Short Beach. The northwest end of the cove has a yacht club landing with a reported depth of 2 feet alongside.

(264) Farm River Gut, a small bight on the west side of

the cove, is a good anchorage for small craft. Depths

range from 4 to 5 feet in the eastern part of the gut with

shoaling to bare in the northern and western parts. Two

rocks awash are on the north side of the gut about 125

yards inside the entrance. The gut offers good protection from all but easterly winds, mud bottom. A marine

railway at a boatyard on the north side of the gut can

handle boats to 36 feet for hull repairs; storage facilities

are available. The yard can be reached only at high tide.

Old Clump is a bare rock about 400 yards south of the

bight.

(265) Farm River, locally known as East Haven River,

about 1.5 miles westward of Branford Harbor, is used by

local craft. In July 1981, it was reported that depths of 3

feet could be carried in the river to the fixed bridge with

a clearance of 4 feet about 1 mile above the mouth. Several boatyards on the river provide gasoline, berths,

electricity, water, storage, and limited marine supplies;

diesel fuel can be delivered by truck. A 10-ton mobile

hoist and a 12-ton crane can handle vessels for complete engine and hull repairs.

(266) East Indies Rocks, about 0.4 mile south of the entrance to Farm River, cover at half tide and are marked

by a buoy to the eastward; a rocky shoal with a least

depth of 5 feet is 0.2 mile to the eastward. A small ledge,

bare at low water, is midway between East Indies Rocks

and the south side of Mansfield Point, the western entrance point to Farm River. Darrow Rocks, a group of

bare rocks, are on the east side of the entrance to the

river. The westernmost rocky knoll is marked by a

306 ■ Chapter 8 ■ Coast Pilot 2
flagstaff. A ledge, bare at low water, with a buoy off its

southern end, is 200 yards south of the flagstaff.

(267) Mansfield Point and the shore westward of the entrance to Farm River are thickly settled. Bus communication is available to New Haven.

Charts 12371, 12372

(268) New Haven Harbor, an important harbor of refuge,

is about 68 miles from New York, 179 miles from

Boston via Cape Cod Canal, and 171 miles from

Nantucket Shoals Lighted Whistle Buoy N (LNB). It

comprises all the tidewater northward of the breakwaters constructed across the mouth of the bay, including

the navigable portions of the West, Mill, and

Quinnipiac Rivers. It is about 2 miles wide. The inner

harbor, northward of Sandy Point and Fort Hale, is

shallow for the most part, except where the depths have

been increased by dredging. The main entrance channel, between Middle Breakwater and the East Breakwater, leads northward to Tomlinson Bridge at New

Haven. Anchorage basins for medium draft vessels are

on the west side of the channel north of Sandy Point.

Waterborne commerce in the harbor consists of petroleum products, scrap metal, lumber, automobiles, gypsum, paper and pulp products, steel products,

chemicals, rock salt, and general cargo.

(269) New Haven, at the head of the harbor, is an important manufacturing city.

Prominent features

(270) On the approach from well offshore in clear

weather, the prominent landmarks are: on East Rock

(41°19.7'N., 72°54.4'W.), the Soldiers and Sailors Monument; in New Haven, the Knights of Columbus Building, a tall rectangular structure with circular pillars at

its corners; the lighted stack of the powerplant on the

east side of the harbor opposite City Point. The lights

on the ends of the breakwaters, the aerolight at

Tweed-New Haven Airport, and the abandoned tower

on Lighthouse Point are also prominent.

(271) Southwest Ledge Light (41°14'04"N., 72°54'44"W.),

57 feet above the water, is shown from a white octagonal

house on a brown cylindrical pier at the westerly end of

East Breakwater. A fog signal is sounded at the light.

Channels

(272) A Federal project for New Haven Harbor provides

for an entrance channel 35 feet deep to a point just below the junction of Mill River and Quinnipiac River.

The channel is well marked. (See Notice to Mariners

and latest editions of the charts for controlling depths.)

(273) West River, on the west side of the main channel

about 3 miles above Southwest Ledge Light, has a

dredged channel marked by buoys to just below the

first highway bridge (Kimberly Avenue Bridge), about

1.2 miles above the channel entrance. In 2005, the

midchannel controlling depth was 7.3 feet to just below

the Kimberly Avenue highway bridge, thence 4.9 feet to

just above the bridge, the head of navigation. An anchorage area is on the south side of the channel about

0.9 mile above the entrance; in 2005, the controlling

depth was 4.2 feet. Principal waterfront facilities are at

City Point.

(274) Mill River, on the west side of Fair Haven about 4

miles above Southwest Ledge Light, is entered from

the main channel through a dredged entrance channel

that branches into an east and west fork to the Grand

Avenue Bridge, 0.6 mile above the mouth. In 2000, the

controlling depths were 6.2 feet (8.2 feet at midchannel) to the Chapel Street Bridge about 0.25 mile

above the entrance, thence 9 feet through the east

bridge opening and 6.3 feet through the west bridge

opening, thence 6.5 feet to the junction with the east

and west forks, thence 1.4 feet at midchannel in the

east fork for about 320 yards and 4.9 feet at midchannel

in the west fork for about 480 yards, thence in 1980, 1

foot at midchannel in the east fork and 1.5 feet at

midchannel in the west fork to the head of the channel.

(275) Quinnipiac River, on the east side of Fair Haven

about 4 miles above Southwest Ledge Light, has a

dredged channel to Grand Avenue Bridge, about 1 mile

above the mouth. In November-December 1993, the

controlling depth was 15 feet at midchannel to the

Ferry Street Bridge about 0.5 mile above the mouth,

thence 12 feet at midchannel to the Grand Avenue

Bridge except for shoaling along the edges.

Anchorages

(276) Inside West Breakwater and the southwest part of

Middle Breakwater, anchorage is available for vessels

up to a 19-foot draft. Caution should be exercised to

avoid the fish stakes in this area. Vessels anchoring in

the area should also be aware that water levels may

drop significantly following a long continuous northwesterly wind.

(277) Vessels may anchor northward of Southwest Ledge

Light in depths of 18 to 20 feet, soft bottom in places.

Care should be taken to avoid the ledges northward of

the East Breakwater. Deep-draft vessels awaiting berthing assignments can anchor about 1 mile southward of

the sea buoy; holding ground is excellent.

(278) Morris Cove, on the east side of the main channel

just above Lighthouse Point, affords good anchorage

and is used by yachts, but is rough in westerly and

southerly winds. In July 1981, isolated, uncharted

Eastern Long Island Sound ■ Chapter 8 ■ 307
40-foot spots were reported in the cove. Caution is advised when anchoring. New Haven Coast Guard Station is on the north side of the jutting point, about 1.5

miles northward of Lighthouse Point.

(279) An anchorage basin on the west side of the main

channel southward of New Haven Long Wharf is sometimes used, but considerable shoaling is gradually extending into the anchorage from westward. A sunken

barge with 5 feet over it is in this anchorage about 550

yards southward of New Haven Long Wharf. In February-March 1985, depths of 10 to 5 feet were available in

the anchorage basin with lesser depths along the edges.

(280) Small craft and scows may anchor northward of the

New Haven Long Wharf (Naval Reserve Pier), northwest

of the main channel where depths range from about 5

to 6 feet.

(281) No special regulations prescribe the limits within

which vessels must anchor, except that the dredged

channels must be kept clear.

Dangers

(282) Townshend Ledge, 2.7 miles southeastward of

Southwest Ledge Light, has a least depth of 18 feet and

is marked by a lighted bell buoy.

(283) Stony Islet, 2.2 miles eastward of Southwest Ledge

Light, is low, bare, and surrounded by ledges bare at

low water to a distance of about 100 yards. A partly bare

ledge is about 0.2 mile north-northwestward of Stony

Islet. From this ledge and Stony Islet westward to the

entrance of New Haven Harbor, an area of foul ground

with many rocks bare at low water extends about 0.5

mile offshore. This area should be avoided.

(284) Shoals with 16 to 18 feet over them extend over 0.5

mile southeastward from the breakwaters on both sides

of the dredged entrance channel. A spoil area with reported depths of 15 feet is on the eastern side of the entrance channel. An 18-foot spot is on the east side of the

main channel, at the first turn westward of Southwest

Ledge Light.

(285) The bights on the west shore of New Haven Harbor

from Pond Point northward are shoal with bare rocks

and foul ground in most of them. The shore is rocky at

Woodmont, about 2 miles northeastward of Pond

Point.

(286) Black Rock, bare at low water and marked by a seasonal buoy, is 0.2 mile off the north end of Morris Cove.

Opposite, on the west side, is a breakwater, partly covered, extending from Sandy Point and marked by a

light. Shag Bank, a flat extending about 0.5 mile northward from Sandy Point, has a sand tip about 0.1 mile

long.

Bridges

(287) Tomlinson Bridge, at the head of the main harbor

at the confluence of Mill and Quinnipiac Rivers, has a

vertical lift span with a clearance of 13 feet down and 61

feet up. Just above this bridge is a fixed highway bridge

with a clearance of 60 feet. The bridgetender of the

Tomlinson Bridge monitors VHF-FM channel 13; call

sign KXJ-688. An overhead power cable with a clearance of 91 feet crosses the channel just above the fixed

highway bridge.

(288) A regulated navigation area is at Tomlinson Bridge.

(See 165.1 through 165.13, and 165.150, chapter 2,

for limits and regulations.)

(289) Over Mill River, about 0.3 mile above the entrance,

is the Chapel Street Bridge with a swing span having a

clearance of 71⁄2 feet. The fixed highway bridge at Grand

Avenue has a clearance of 6 feet over the east fork and a

clearance of 2 feet over the west fork. Bridges above this

point have minimum clearance of 2 feet. Small

unmasted boats go as far as the bridge at State Street,

0.5 mile above Grand Avenue. Overhead power cables

crossing the west fork have a minimum clearance of 80

feet.

(290) The Ferry Street Bridge over Quinnipiac River, 0.6

mile above the Tomlinson Bridge, has a bascule span

with a clearance of 25 feet. The Grand Avenue Bridge,

0.5 mile farther upstream, has a center-pier swing span

with a clearance of 9 feet. Above this are several fixed

bridges and trestles.

(291) Kimberly Avenue Bridge over West River has a fixed

span with a clearance of 23 feet.

(292) (See 117.1 through 117.59 and 117.213, chapter

2, for drawbridge regulations.)

Tides

(293) The mean range of tide is 6.2 feet. Extreme tides

have been recorded as reaching more than 2.5 feet below the plane of mean low water and more than 8 feet

above the same datum.

Currents

(294) In the entrance between the breakwaters, the tidal

current has a velocity on flood of 1.4 knots, and ebb 0.9

knot. The flood sets 319° and the ebb 152°. In the draw

of Tomlinson Bridge, the velocity is 0.4 knot. The flood

sets 015° and the ebb 215°. Ebb velocities are increased

by freshets. (Consult the Tidal Current Tables for predicted times and velocities of currents.)

Ice

(295) Ice generally obstructs navigation to some extent

for low-powered vessels from December to March and

sometimes extends to the mouth of the harbor. During

severe winters the accumulation of ice is local. Except

308 ■ Chapter 8 ■ Coast Pilot 2
in severe weather, powered vessels can always enter and

leave the harbor without much difficulty. In New Haven Harbor northerly winds tend to clear the harbor of

ice if the formation is light; southerly winds are apt to

force in drift ice from the sound.

Weather, New Haven and vicinity

(296) New Haven’s climate is typical of coastal areas of

southern New England. It is vigorous without being

overly severe. New Haven is located at the widest part of

Long Island Sound, and the tempering effect of the water is most pronounced in this vicinity. During the

summer season, the sea breeze holds temperatures 5 to

15°F (3 to 8°C) lower in the afternoon; during the winter season, minimum temperatures in the southern

section of the city are usually 5 to 10°F (3 to 6°C)

higher than those reported from northern sections.

The highest summertime temperatures occur with a

moderate northerly wind. The lowest winter readings

also occur with a northerly wind. The average temperature for New Haven is 51.7°F (10.9°C). July is the

warmest month with average extremes of 81°F

(27.2°C) and 64°F (17.8°C). January is the coldest

month with average extremes of 37°F (2.8°C) and 22°F

(-5.6°C). The warmest temperature on record is 100°F

(37.8°C) recorded in August 1948 and again in July

1957. The coldest temperature on record is -7°F

(-21.7°C) recorded in January 1961.

(297) Precipitation is quite evenly distributed throughout the year with only a 1.25 inch (32 mm) spread between the wettest and driest months. The annual

average precipitation is 42 inches (1067 mm). The wettest month, December, averages 4.24 inches (108 mm)

and the driest month, June, averages 2.93 inches (74

mm). The elevation of the land increases northward

from the station and results in somewhat higher

amounts of precipitation in the northern suburbs as

well as a few more thunderstorms each year. During

the winter, a variety of precipitation is found in most

storms. It is common to have rain along the shore,

freezing rain and sleet a short distance inland, and

snow in the northern parts of the city. Heavy snow is

rather uncommon in the immediate coastal area and

usually melts in a few days. Farther inland, the snow

becomes progressively heavier and a layer of snow covers the ground most of the winter. Annual average

snowfall totals 34 inches (864 mm). February is the

snowiest month averaging over nine inches (229 mm).

Snow has fallen in each month, October through May.

The 24-hour record snowfall is 17.1 inches (434 mm)

recorded in April 1957.

(298) Prevailing wind direction varies with the seasons.

From late spring until fall, winds are predominantly

south to southwest due to the effect of the sea breeze.

During the winter, the prevailing winds are northerly.

Strong southeast winds cause unusually high tides and

some local flooding in low-lying coastal areas two or

three times a year.

(299) Since 1871, 17 tropical systems have passed within

50 miles of New Haven, Connecticut. The most infamous perhaps, was the hurricane of 1938. This storm

passed with 15 miles west of the city on September 21

raking the city with 85-knot winds while moving at a

forward speed in excess of 40 knots. Most recently, hurricane Gloria passed within 20 miles to the west on

September 27, 1985. Highest winds at time of landfall

were barely hurricane strength but two days prior, Gloria had been supporting winds in excess of 125 knots.

Due to geographical orientation, all tropical systems

approach the coastline from the south or southwest.

(300) The National Weather Service maintains an office

at the Tweed-New Haven Airport, about 3 miles southeast of the city. (See page 429 for New Haven climatological table.)

Routes

(301) To enter New Haven Harbor from eastward, it is

safer for large vessels to pass southward of Branford

Reef and Townshend Ledge to the entrance channel. To

enter from westward, pass northward of Stratford

Shoal Light at a distance of 1.8 miles and head for the

entrance channel.

(302) The passage eastward of East Breakwater has boulder patches and is very broken, but can be used by small

craft drawing less than 6 feet, taking care to avoid the

foul ground along the northeast side of the passage.

This passage is buoyed, and local vessels of 10- to

12-foot draft use it at high water. Avoid Quixes Ledge,

which extends about 200 yards southeastward from the

eastern end of the breakwater, and pass about 100 yards

eastward of the breakwater. The principal danger inside

the breakwater is the reef, marked by a buoy, that extends 300 yards southwestward from Lighthouse

Point. Adams Fall, a rock with 5 feet over it and marked

by a buoy, is 0.4 mile southwestward of Lighthouse

Point.

Pilotage, New Haven

(303) Pilotage is compulsory in Long Island Sound for

foreign vessels and U.S. vessels under register. See Pilotage, Long Island Sound (indexed as such), chapter 8.

(304) Pilotage for New Haven is also available from Constitution State Pilots Association (CSPA), 500 Waterfront Street, New Haven, CT 06512, telephone

203-627-5058. Pilots of CSPA board vessels from a

launch or the tug, at New Haven Harbor Lighted Whistle Buoy NH.

Eastern Long Island Sound ■ Chapter 8 ■ 309
(305) Pilotage for New Haven is also available from Long

Island Sound State Pilots Association, Inc. (LISSPA),

1440 Whalley Avenue, Suite 123, New Haven, CT

06515, telephone 203-772-0101, FAX 302-629-9392,

Cable LISPILOT, New Haven. The pilot boat OLYMPIC

has a white hull, red superstructure, and displays the

word PILOT in black letters. The boat monitors channel 16 and works on channel 11. Vessels should contact

the LISSPA prior to arrival for the location of the pilot

boarding area.

(306) Pilotage for New Haven is also available from

Sound Pilots, Inc. (SPI) (a division of Northeast Marine

Pilots, Inc.), 243 Spring Street, Newport, RI 02840,

telephone 401-847-9050 (24 hours), 800-274-1216, FAX

401-847-9052, Cable RISPILOT, Newport, RI 02840. The

pilot boats are NORTHEAST II, 49-foot, with grey hull

and superstructure and the word PILOT on the side; or

RHODE ISLAND PILOT, 35-foot, with black hull and

white superstructure and the word PILOT on the side;

or NORTHEAST I, 49-foot, similarly marked as the

RHODE ISLAND PILOT. The SPI pilots meet a ship

bound for a Long Island Sound port, off Point Judith,

but will also meet a ship off Montauk Point, by prearrangement. See Pilotage, Narragansett Bay and Other

Rhode Island Waters (indexed as such), chapter 6, and

Pilotage Pickup Locations Off Montauk Point (indexed

as such), chapter 7.

(307) Interport Pilots Agency, Inc., http://www.interportpilots.com, 906 Port Monmouth Road, Port Monmouth,

NJ 07758, telephone 732-787-5554 (24 hours), email

interport@verizon.net. Pilot boat is CONNECTICUT

PILOT, 65-foot, blue hull with white superstructure,

and the word PILOT on both sides. The boat monitors

VHF-FM channels 16 and 13 two hours prior to the vessel's scheduled ETA, works on channel 11, and is

equipped with AIS. Interport Pilots meet ships bound

for New Haven at the Montauk Point Pilot Station or

the Point Judith Pilot Station. Interport Pilots will also

board vessels at New Haven Harbor Lighted Whistle

Buoy NH or at the New Haven lightering anchorage

from a commercial launch or tug.

(308) Pilot services are arranged in advance through

ships’ agents or directly by shipping companies.

Towage

(309) Tugs up to 1,800 hp are available at New Haven, and

tugs to 4,000 hp can be obtained by prior arrangement.

Vessels usually proceed to the harbor without assistance. Large vessels normally require tugs for docking

and undocking. Arrangements for tug service should

be made 24 hours in advance, usually through ships’

agents or directly by shipping companies. The tugs

monitor VHF-FM channels 13 and 16 and use channel

19A as a working frequency; call sign KEE-234.

(310) Launch service to ships at anchor is available.

Launches monitor VHF-FM channel 16 (156.80 MHz)

and use channel 19A (156.95 MHz) as a working frequency.

(311) New Haven is a customs port of entry.

Quarantine, customs, immigration, and agricultural

quarantine

(312) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(313) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(314) New Haven has many public and private hospitals.

Coast Guard

(315) The Captain of the Port maintains an office in New

Haven. The nearest vessel documentation office is in

Bridgeport, Conn. (See Appendix A for addresses.)

(316) The harbormaster at New Haven has charge of the

anchoring of vessels; he can be contacted through the

local police department.

(317) The city police maintain a harbor patrol during the

summer.

Wharves

(318) The deep-draft facilities at the Port of New Haven

are along the north and east sides of the inner portion

of New Haven Harbor. Facilities for smaller vessels and

barges are along the sides of the harbor and in Mill,

Quinnipiac, and West Rivers. Depths alongside the facilities in Quinnipiac River range from about 5 to 15

feet; Mill River, 12 to 13 feet; and West River about 12 to

18 feet. Only the deep-draft facilities are described. For

a complete description of the port facilities refer to Port

Series No. 4, 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 private operator. All the facilities have direct highway connections, and most have railroad connections. Water and

electrical shore power connections are available at

most piers and wharves.

(319) General cargo at the port is usually handled by

ship’s tackle; special handling equipment, if available,

is mentioned in the description of the particular facility. Cranes up to 250 tons and warehouses and cold

storage facilities adjacent to the waterfront are available.

(320) Wyatt Light Oil Pier: north end of harbor 0.35 mile

northeastward of New Haven Long Wharf; 150-foot

face, 715 feet of berthing space with dolphins, 38 feet

alongside; deck height, 11 feet; receipt and shipment of

petroleum products; owned and operated by Wyatt, Inc.

310 ■ Chapter 8 ■ Coast Pilot 2
(321) Wyatt Heavy Oil Wharf: 50 yards east of Wyatt Light

Oil Pier; west side 210 feet, 480 feet of berthing space

with dolphins; 30 feet alongside; deck height, 11 feet;

receipt and shipment of petroleum products, receipt of

asphalt; owned and operated by Wyatt, Inc.

(322) Gulf Refining and Marketing Co. Wharf: on each

side of harbor, 200 yards south of Tomlinson Bridge;

60-foot face, 735 feet of berthing space with dolphins;

35 feet alongside; deck height, 13 feet; vessels normally

moor starboardside-to; receipt and shipment of petroleum products; owned and operated by Gulf Oil Refining and Marketing Co.

(323) Gulf Refining and Marketing Co. Pier: 100 yards

southward of Gulf Refining and Marketing Co. Wharf;

north side 400 feet, 25 feet alongside; south side 380

feet, 25 feet alongside; deck height, 10 feet; receipt and

shipment of petroleum products; owned and operated

by Gulf Refining and Marketing Co.

(324) ARCO Petroleum Products Co. Wharf: 300 yards

southwestward of Gulf Refining and Marketing Co.

Pier; 110-foot face, 760 feet with dolphins; 35 feet

alongside; deck height, 15 feet; vessels normally moor

starboardside-to; receipt and shipment of petroleum

products; owned and operated by ARCO Petroleum

Products Co.

(325) New Haven Terminal, Scrap Metal Dock: 275 yards

southward of ARCO Petroleum Products Co. Wharf;

640-foot face; 35 feet alongside; deck height, 14 feet;

two 30-ton traveling gantry cranes, crawler cranes to

250 tons; receipt and shipment of general and

containerized cargo and steel products, shipment of

scrap metal, receipt of copper, zinc, and lumber; owned

and operated by New Haven Terminal, Inc.

(326) New Haven Terminal Pier: 50 yards southward of

Scrap Metal Dock; north and south sides, 650 feet usable, can accommodate tankers up to 700 feet; 35 and

39 feet alongside, north and south sides, respectively;

deck height, 13 feet; cranes up to 50 tons; 36,000

square feet covered storage; receipt and shipment of

general cargo, receipt of petroleum products, petrochemicals, chemicals, copper, zinc, lumber, and steel

products; owned and operated by New Haven Terminal,

Inc.

(327) Exxon Co. Terminal Wharf: 175 yards southward of

New Haven Terminal Pier; 80-foot face, 700 feet with

dolphins; 35 feet alongside; deck height, 13 feet; vessels

normally moor starboardside-to; receipt and shipment

of petroleum products; owned and operated by Exxon

Co., U.S.A.

Supplies

(328) Oil bunkering terminals at New Haven are maintained by the major oil companies. Fuel oil and diesel

oil in the usual commercial grades are obtainable.

Barges are available for bunkering in the anchorages

outside the breakwaters or at the piers; 24-hour advance notice is required, and arrangements should be

made through ships’ agents. Water, provisions, and marine supplies can be procured.

Repairs

(329) New Haven has no facilities for making major repairs or for drydocking deep-draft vessels; the nearest

such facilities are at Boston, Mass., and New York. Machine shops in the area can make limited repairs to machinery and boilers, and fabricate shafts and other

pieces of equipment.

Small-craft facilities

(330) There are excellent facilities on the east and west

sides of the harbor and on West and Quinnipiac Rivers.

(See the small-craft facilities tabulation on chart 12372

for services and supplies available.)

Charts 12370, 12364

(331) Pond Point, about 5 miles southwestward of the

New Haven Harbor entrance, has a rocky shoal with little depth over the greater part of it that extends about

0.3 mile southward. It is marked by a buoy. A prominent white mast is on the point.

(332) Welches Point, 0.8 mile westward of Pond Point,

forms the east side of the entrance of the Gulf. A reef extends 0.2 mile southward from the point and is marked

by a buoy. Several scattered rocks extend a southeasterly direction for about 0.5 mile from the buoy.

(333) The Gulf, a bight between Welches Point and

Charles Island, about 6.5 miles westward of New Haven

Harbor entrance, affords anchorage in 6 to 15 feet and

is sheltered in all but southerly and southeasterly

winds. The entrance is clear. The shoaling is gradual,

and soundings are the best guide on the northwest side

of the bight; the western side of Welches Point and the

reefs around Charles Island extending to the mainland

should be approached with caution, as the shoaling is

abrupt. The mean range of tide is about 6.6 feet.

(334) Milford Harbor, comprising the lower portion of

the Wepawaug River, is entered at the mouth of the

river between two jetties at the head of The Gulf. The

westerly jetty extends southward from Burns Point,

and the easterly jetty is marked by Milford Harbor

Light 10. The harbor is used chiefly for recreational

boating, and occasionally for the receipt of shellfish

and fish. The National Marine Fisheries Service, U.S.

Department of Commerce, maintains a laboratory and

research vessel base on the west side of the harbor,

about 0.2 mile northward of Burns Point.

Eastern Long Island Sound ■ Chapter 8 ■ 311
(335) A dredged channel leads from The Gulf through the

jettied entrance to a point about 400 feet above the

town wharf, 0.6 mile above Burns Point. In October-November 2005, the controlling depths were 4.5

feet (6.5 feet at midchannel) to the Town Dock, thence

7.1 feet in the anchorage basin along the west side of

the channel. The channel is marked by a light and

lighted and unlighted buoys.

Small-craft facilities

(336) Milford Harbor has several small-craft facilities.

(See the small-craft facilities tabulation on chart 12364

for services and supplies available.)

(337) A 5 mph speed limit is enforced in the harbor.

(338) Charles Island, on the southwest side at the entrance to The Gulf, is low and partly covered with trees.

The island is connected to the mainland by The Bar, a

narrow neck about 0.5 mile long and surrounded by

rocks awash and shoals. A buoy marks the end of a shoal

that extends 250 yards east-northeastward from the island, and a lighted bell buoy marks the end of a rocky

area that extends 0.4 mile southward from the island.

Northward of Charles Island is a good anchorage in 10

to 16 feet, sheltered from southerly to southwesterly

winds.

(339) Between Charles Island and Stratford Point, about

3 miles southwestward, several summer resorts are

along the shore and the Housatonic River empties into

Long Island Sound just above the point. The shoals

which extend southward from Stratford Point toward

Stratford Shoal Light (see chart 12354) consist of narrow ridges of hard sand with deeper water between, and

have oyster beds marked with stakes. Depths of 12 feet

or less extend 1 mile offshore.

(340) Stratford Point Light (41°09'07"N., 73°06'12"W.),

52 feet above the water, is shown from a white conical

tower, with brown band midway of its height, from the

southerly part of the point.

Chart 12370

(341) Housatonic River rises in the Berkshire Hills of

western Massachusetts and Connecticut, and empties

into Long Island Sound about 10 miles southwestward

of the New Haven Harbor entrance. The river is joined

by the nonnavigable Naugatuck River in the vicinity of

Derby, Conn. Housatonic River is navigable to a point

about 1 mile above Shelton, Conn., where it is closed by

a power dam. The head of navigation for all practical

purposes is at the towns of Derby and Shelton, 11.5

miles above the entrance. Small vessels can anchor in

the river abreast of Stratford, where the channel has an

available width of about 500 feet. The waterborne commerce on the river is principally in barge shipments of

aggregate, fuel oil to the power plant at Devon, and seasonal commercial shellfishing. Navigation above

Devon is limited to recreational boating.

(342) On the east side of the entrance to Housatonic

River, a breakwater extends out from Milford Point

across the bar and is marked at its south end by

Housatonic River Breakwater Light 2A. The inner section of the breakwater is awash at high water.

Channels

(343) A Federal project provides for an 18-foot dredged

channel from Long Island Sound between the breakwater

on the east and Stratford Point on the west upriver for

about 4.3 miles to the lower end of Culver Bar. (See Notice to Mariners and the latest editions of the charts for

controlling depths.) Above the lower end of Culver Bar,

the river channel extends through several dredged sections across river bars to the towns of Derby and

Shelton about 11.5 miles above the river entrance. In

February-September 2005, the controlling depths were

2.2 feet in the buoyed channel from the lower end of

Culver Bar and across Mill Bar to the naturally deep

river channel, thence 5.7 feet in the dredged channels

across lower Oronoque Bar and 3.0 feet across upper

Oronoque Bar, thence 5.5 feet across Camp Meeting

Bar, thence 6.2 feet across Drews Bar except for shoaling to 3.9 feet in the lower part of the dredged channel

along the left edge, thence 7 feet across Mouthrops Bar

and Hidelom Rock Bar, thence 7 feet in the left outside

quarter of the dredged channel across Twomile Island

Bar with shoaling to bare in the remainder of the channel, thence 7 feet in the dredged channel near Sow and

Pigs Jetty. The channel is marked to a point about 2.5

miles below Derby and Shelton.

(344) Stratford is a town on the west side of the river 2.3

miles above the entrance. The principal wharf has a

depth of about 9 feet at its end. The harbormaster at

Stratford controls anchorages and moorings, and has

jurisdiction from the entrance of the river to the

Shelton town line. Harbor regulations may be obtained

from the harbormaster who may be contacted through

the Stratford police or at the Town Hall.

(345) Stratford has several small-craft facilities. (See the

small-craft facilities tabulation on chart 12364 for services and supplies available.)

(346) Devon is on the east side about 1 mile above

Stratford. Local small craft anchor near the east bank

of the river, just north of the highway bridge, in depths

up to 10 feet. A 40-foot marine railway at a small–craft

facility at Devon can haul out craft for engine and hull

repairs; gasoline, water, ice, marine supplies, and

312 ■ Chapter 8 ■ Coast Pilot 2
storage are available. In July 1981, depths of 4 feet were

reported alongside the facility.

(347) Shelton, a town on the west side of the river about

11.5 miles above the entrance is connected to Derby by

two bridges; the town has several important factories.

In 1971, the wharves at Derby and Shelton were in ruins and unsuitable for craft of any size.

Bridges

(348) About 1 mile above Stratford is U.S. Route 1 highway bridge with a bascule span having a clearance of 32

feet. Two bridges cross the river about 0.3 mile farther

up: the first, Interstate Route 95 fixed highway bridge,

has a clearance of 65 feet, and the second, a railroad

bridge with a bascule span, has a clearance of 19 feet.

The bridgetenders of the U.S. Route 1 bridge and the

railroad bridge monitor VHF-FM channel 13; call signs

KXJ-695 and KU-6035, respectively. An overhead power

cable with a clearance of 135 feet crosses at the railroad

bridge. Other cables, near Pecks Mill, 1.5 miles above,

have minimum clearance of 79 feet.

(349) The fixed highway bridge about 3.7 miles above

Stratford has a clearance of 85 feet. In 2005, a fixed replacement bridge with a design clearance of 79 feet was

under construction at the site of the existing bridge. At

Shelton, two fixed highway bridges and a fixed railroad

bridge have a least clearance of 17 feet. In April 1983,

the railroad bridge suffered severe structural damage.

The area should be avoided, but if transit is necessary,

extreme caution should be exercised.

(350) (See 117.1 through 117.59 and 117.207, chapter

2, for drawbridge regulations.)

Tides

(351) The mean range of tide is 5.5 feet at Stratford and 5

feet at Shelton. The time of the tide becomes later and

the range diminishes in progressing up the river. At

Stratford the tide is about 0.8 hour later than at the entrance whereas at Shelton high water is about 1.8

hours later and low water about 2.8 hours later than at

the entrance. The river water is fresh about 6 miles

above the entrance.

Currents

(352) At the entrance near the end of the breakwater the

flood has a strong westerly set. Between Milford Point

and Crimbo Point, flood and ebb have a velocity of

about 1.2 knots. The flood sets about 330° and the ebb

135°. Just north of the draw of the railroad bridge above

Stratford, the velocity of flood is 1.1 knots and of ebb,

1.3 knots. In the openings of the bridge the flood current has some easterly set, but the ebb sets fair with the

openings. Between that bridge and Shelton the tidal

current has a velocity of about 1 knot. Because of the

drainage flow of the river, the ebb is usually greater and

the flood less than 1 knot. (Consult the Tidal Current

Tables for current predictions and further details.)

(353) Spring freshets at Shelton rise 10 feet or more

above mean high tide.

(354) Ice closes the river above Stratford during the

winter and sometimes extends to the entrance.

Routes

(355) The channel in Housatonic River is narrow and

crooked, with little depth on either side, and across the

bars in the channel are dredged cuts 100 feet wide. The

tidal currents are strong, especially in the lower part of

the river, and strangers are advised to take a pilot.

Small craft, without a pilot, should proceed with caution and preferably on a rising tide.

(356) When entering the river during a flood current,

care must be taken to avoid being set on the shoals on

the west side by strong westerly currents. In the vicinity of Milford Point care should be exercised to avoid a

shoal that reportedly extends from Milford Point to the

eastern edge of the channel. Care should also be exercised off the extreme northern end of Nells Island as a

shoal is reported to have encroached into the channel.

By steering a midchannel course no difficulty should

be encountered.

(357) Pilots and tugs can be obtained at New Haven.

(358) A 5 mph speed limit is enforced on the river near

anchorage and mooring areas and near boat slips.

Chart 12354

(359) Stratford Shoal Middle Ground, 5.4 miles south of

Stratford Point and covered 9 to 18 feet, is marked by

Stratford Shoal (Middle Ground) Light (41°03'35"N.,

73°06'05"W.), 60 feet above the water and shown from a

gray granite octagonal tower projecting from a house

on a pier, and by buoys that mark the outer ends of

shoal areas extending 1 mile north, 0.9 mile northeast,

and 0.5 mile south of the light. A fog signal is at the

light.

North Shore of Long Island

(360) From Orient Point (41°09.6'N., 72°14.0'W.), for

about 11 miles to Horton Point, the south shore of

Long Island Sound is generally bluff and rocky. The

10-fathom curve is from 0.3 to 0.8 mile from shore, and

the shoaling is generally abrupt. The outlying dangers

are Orient Shoal and the rocky patch northward of

Horton Point.

Eastern Long Island Sound ■ Chapter 8 ■ 313
(361) The prominent features are Browns Hills, a tower

at Rocky Point, a tank and television tower at

Greenport, and Horton Point Light.

(362) Several rocky shoals, including Orient Shoal with

a least depth of 7 feet, are offshore in the vicinity of

Rocky Point, about 5 miles westward of Orient Point.

The north end of Orient Shoal is marked by a buoy.

(363) Horton Point Light (41°05'06"N., 72°26'44"W.),

103 feet above the water, is shown from a white square

tower attached to a dwelling on the northwest part of

the point. The former lighthouse tower is close by,

southwestward of the present light.

(364) A rocky shoal with a least found depth of 26 feet is

1.6 miles northward of Horton Point. The shoal is a

ridge having a northeast-southwest direction, with

abrupt shoaling on its northwest and southeast sides.

(365) From Horton Point for about 32 miles to Old Field

Point, the shore is fringed with shoals that extend off a

greatest distance of 1.5 miles and rise abruptly from the

deep water of Long Island Sound. Boulders are found

near the shore on the shoals which extend off 0.5 mile

in places. A sand shoal, about 0.5 mile in extent with a

least depth of 22 feet, is about 1.1 miles northwestward

of Duck Pond Point.

(366) The bluffs begin about 1 mile westward of Goldsmith Inlet and reach their greatest elevation just eastward of Duck Pond Point. A valley, formed by a break in

the bluffs, is just westward of the point; a bathing pavilion is on the beach. Boulders that bare at low water are

on the shoals that fringe the shore between Duck Pond

Point and Mattituck Inlet.

Chart 12358

(367) Mattituck Inlet, 6.7 miles southwestward of Horton Point Light, is entered between two short jetties.

The inlet is marked by a long break in the bluffs. The

outer end of the west jetty is marked by a light. A gong

buoy about 1 mile north of the jetty light marks the entrance of the inlet. The sides of the channel are sandy,

and, although shoaling is liable to occur at the entrance, strangers can enter the inlet without great danger. In June 2006, the controlling depth was 6.3 feet

from the entrance to about 0.3 mile above the mouth of

Mattituck Creek, with shoaling to 1.4 feet along the

right edge of the channel, thence 4.9 feet at midchannel for about 1.8 miles to the turning basin at

Mattituck with 5.5 to 7 feet available in the basin. The

channel is marked by buoys and private markers. The

overhead power cable about 1 mile above the entrance

has a clearance of 78 feet.

Tides and currents

(368) The tidal currents have an estimated velocity of

about 3 knots in the narrow parts of the entrance of

Mattituck Inlet. Slack waters occur possibly 1 hour after the time of high and low water. With northerly and

westerly winds, the sea is rough in the entrance. The

mean range of tide is 5.2 feet at the entrance. The inlet

is sometimes closed by ice during portions of cold winters.

(369) Several marinas and a boatyard are inside the inlet.

A 70-ton mobile hoist at the boatyard can haul out craft

for engine, hull, and radio repairs. Marine supplies,

gasoline, diesel fuel, water, and covered and wet storage

can be obtained. A transient dock, operated by the

Mattituck Park Commission, is at the head of the inlet;

depths of about 6 feet are at the dock. A dockmaster is

at the dock; water is available.

(370) Mattituck is a village on the railroad at the head of

the inlet. Provisions can be obtained.

(371) Jacobs Point is about 11 miles southwestward of

Horton Point Light.

Offshore Terminal, Riverhead

(372) An offshore platform for the delivery and receipt of

petroleum products is in open roadstead, off Northville,

NY (and Riverhead, NY), about 1.2 miles northward of

Jacobs Point. It is owned and operated by TOSCO Corporation, Riverhead, NY.

(373) A safety zone surrounds the offshore facility. (See

165.155, chapter 2, for limits and regulations.)

(374) The facility consists of a 45- by 100-foot steel platform structure with breasting dolphins and mooring

dolphins providing two berths; one on the northeast

side and one on the southwest side. The deck height is

24.5 feet. The northeast berth has depths alongside of

64 feet, and can accommodate tankers up to 225,000

DWT and up to 1,150-foot length, of 62-foot maximum

draft.

(375) The southwest berth has depths alongside of 50

feet, and can accommodate tankers of up to 42,000

DWT and up to 600-foot length, of 42-foot maximum

draft. Barges mooring in this berth must be at least 220

feet long.

(376) A private fog signal is on the platform. Private

lights are on the northeast and northwest corners, and

two lights mark the center of the platform. Lights are

also on each of the dolphins.

Wharf

(377) An 800-foot barge pier is just east of Jacobs Point

and southward of the platform. The pier is used for receipt and shipment of petroleum products and has tank

storage for 51⁄4 million barrels. Depth alongside is 13

314 ■ Chapter 8 ■ Coast Pilot 2
feet. Lesser depths surround the area and a shoal with

depths of 10 feet is in the recommended southwest approach to the west pier berth. Vessels with draft greater

than 12 feet should exercise caution when approaching

the pier and should endeavor to arrive or depart at high

water.

Prominent feature

(378) The numerous light green oil storage tanks on

Jacobs Point are prominent.

Communications

(379) Vessels transiting Long Island Sound or approaching the facility may do so through a VHF-FM marine

operator. Available marine operator stations’ name and

channel are:

(380) Riverhead 28

(381) New Bedford 26

(382) New London 26

(383) Bridgeport 24.

(384) Upon the approach of an incoming vessel, the

platform, voice call “TOSCO Corporation Offshore Platform”, or “Riverhead Platform”, or “TOSCO’s Riverhead

Terminal”, monitors VHF-FM channels 16, 13 and 19A;

works channel 19A.

(385) Vessels calling at the platform are moored at any

time, weather conditions permitting. The tidal current

periods are substantially the same as at The Race.

Strong winds from the north and northwest are experienced during the winter and spring. Tidal currents during maximum ebb and flood may reach 3 knots. The

mean range of tide is 5.4 feet.

(386) Vessels awaiting berth at the platform will normally anchor north of the platform. A vessel drawing

more than 50 feet of water may wish to anchor in

deeper water northwest of the platform. Pilots are familiar with the best anchorages. Holding ground is

good and a scope of 8 shots (120 feet) is considered adequate.

Pilotage, Offshore Terminal, Northville-Riverhead

(387) Pilotage is compulsory in Long Island Sound for

foreign vessels and U.S. vessels under register. For

these vessels, pilotage to this terminal is available

from:

(388) Sound Pilots, Inc. (a division of Northeast Marine

Pilots, Inc.).

(389) Interport Pilots Agency, Inc.

(390) For U.S. enrolled vessels in the coastwise trade, pilotage to this terminal is available from:

(391) Interport Pilots Agency, Inc.

(392) Constitution State Pilots Association,

(393) Long Island Sound State Pilots Association, Inc., and

(394) Sound Pilots, Inc. (a division of Northeast Marine

Pilots, Inc.).

(395) See Pilotage, Long Island Sound (indexed as such),

early this chapter, and Pilotage, New York Harbor and

Approaches, (indexed as such), chapter 11.

(396) The pilot serves as docking master and remains on

board on standby while the vessel is moored at the platform. Pilot services are arranged in advance through

ships’ agents or directly by shipping companies.

Tugs

(397) Tug service is available from New Haven, Providence, Brooklyn, or Staten Island on advance notice.

Normally two or three tugs are used for docking and

one or two tugs for undocking.

Launch service

(398) J & H Launch Service, Port Jefferson (516-331-5336),

provides transfer service for vessels at anchor or alongside the platform.

Supplies

(399) Fueling of a ship alongside the platform is not permitted. A ship may fuel while at anchor from a barge.

Water is not available from this facility. Stores may be

brought on board via launch while alongside or at anchor.

(400) New York City is the quarantine, customs, immigration, and agricultural quarantine port of entry for

Northville. Officials are stationed in New York City.

(See Appendix A for addresses.) Arrangements for such

inspections must be made by ships’ agents in advance,

usually not less than 24 hours Monday through Friday

and 48 hours on Saturday and Sunday. Officials will

board vessels in the anchorage prior to arrival within

the vicinity of the offshore mooring facility.

Chart 12354

(401) Between Mattituck Inlet and Port Jefferson the

shore is fringed with rock shoals extending in places

1.5 miles offshore. The outer ends of the shoals are

marked by buoys.

(402) Horse in Bank, 7.3 miles westward of Mattituck Inlet, is an area of white patches in the brush-covered

bluff at Friars Head. The feature is at the western end of

Roanoke Point Shoal and 14 miles westward of Horton

Point Light.

(403) The valley of Wading River, about 20 miles westward of Horton Point Light, forms a broad break in the

high bluffs. The entrance to Wading River is protected

by a short jetty on the west side. In July 1981, a

Eastern Long Island Sound ■ Chapter 8 ■ 315
reported depth of about 3 feet could be carried in the

river to a town launching ramp 0.1 mile above the entrance. A small canal, about 350 yards westward of the

entrance to Wading River, leads southward to the site of

a nuclear power station. The canal, closed to general

navigation, had a reported depth of about 12 feet in

June 1989.

(404) Tuttles White Bank is a high white bluff 0.6 mile

westward of Wading River.

Charts 12362, 12364

(405) Mount Sinai Harbor, 22.5 miles westward of

Mattituck Inlet, is marked by a low break in the beach

nearly 1 mile long. The approach to the harbor is

marked by a buoy. The entrance is protected by two jetties, the outer parts of which are awash at high water.

Caution should be exercised when rounding them. The

jetties are each marked on the outer end by a private

light. In June 1981, a depth of about 8 feet was reported

available through the entrance. The northern part of

the harbor has general depths of 10 to 20 feet. A channel marked by private buoys leads eastward from the

entrance to small-craft facilities on the north shore of

the harbor. The southern part of the harbor is shoal;

the chart is the guide.

(406) Several small-craft facilities are in the harbor. (See

the small-craft facilities tabulation on chart 12364 for

services and supplies available.)

(407) A speed limit of 6 mph is enforced in the harbor by

the Suffolk County Police.

(408) Mount Misery, 180 feet high, between Mount Sinai

Harbor and Port Jefferson, slopes off gradually toward

the sound where the bluffs are about 60 feet high and

very prominent. Sand banks dug out by sand and gravel

companies are very conspicuous.

(409) Port Jefferson Harbor, on the south shore of Long

Island Sound eastward of Old Field Point, is entered

through a dredged channel that leads between two jetties to a docking area near the southwestern end of the

harbor; the jetties are each marked by a light. The approach is marked by a lighted whistle buoy, about 1.1

miles northwest of the entrance. Two stacks on the

west side near the head of the harbor are conspicuous

landmarks. A 12 mph speed limit is enforced in the

main entrance channel, and a 5 mph speed limit is enforced at the head of the harbor in the vicinity of the

mooring areas and wharves.

(410) A 121°-301° measured nautical mile is westward

of the entrance to Port Jefferson Harbor on Old Field

Beach. The front markers are orange posts about 8 feet

high; the rear markers are rectangles mounted on legs

about 12 feet high, painted red with a 6-inch black vertical stripe in the middle.

(411) The approach to Port Jefferson Harbor is clear, taking care to avoid Mount Misery Shoal with depths of 7

to 12 feet, about 0.8 mile north-northeast of the east

jetty light.

(412) In December 2007, the controlling depth was 23.5

feet (26 feet at midchannel) in the dredged channel

through Port Jefferson Harbor to the docking area off

an oil wharf at the southern end. Shoaling to 10 feet is

near the southwest corner of the southern limit of the

project. The channel is marked by lighted and

unlighted buoys and a 146° lighted range. In September 1982, it was reported that due to the closeness of

the range lights it may be difficult to determine when

they are in line. It was further reported that the range

may be obscured by vessels tied up at the oil wharf on

the west side of the harbor.

(413) Shoals with little depth are on both sides of the

channel from the entrance to Port Jefferson to Lighted

Bell Buoy 5 inside the entrance. The ground from the

east jetty to the lighted bell buoy is broken, with shoals

covered 4 to 11 feet. The lighted bell buoy cannot be

seen over the breakwater at low tide by small vessels approaching the harbor.

(414) The mean range of tide is 6.6 feet.

Currents

(415) In the channel between the jetties the velocity of

the tidal currents is 2.6 knots on flood and 1.9 on ebb;

flood sets 151° and the ebb 323°. It is reported that on

the ebb there is a current with a velocity of 1 to 2 knots

across the entrance to the harbor.

(416) Ice forms over the entire harbor and interrupts

navigation in very cold weather, but does not endanger

shipping in the harbor.

Pilotage, Port Jefferson

(417) Pilotage is compulsory in Long Island Sound for

foreign vessels and U.S. vessels under register. For

these vessels, pilotage is available from:

(418) Sound Pilots, Inc. (a division of Northeast Marine

Pilots, Inc.).

(419) For U.S. enrolled vessels in the coastwise trade, pilotage is available from:

(420) Interport Pilots Agency, Inc.

(421) Constitution State Pilots Association,

(422) Long Island Sound State Pilots Association, Inc.,

and

(423) Sound Pilots, Inc. (a division of Northeast Marine

Pilots, Inc.).

316 ■ Chapter 8 ■ Coast Pilot 2
(424) See Pilotage, Long Island Sound (indexed as such),

early this chapter, and Pilotage, New York Harbor and

Approaches, (indexed as such), chapter 11.

(425) Pilot services are arranged in advance through

ships’ agents or directly by shipping companies.

Tugs

(426) Tug service is available from New Haven, Providence, Brooklyn, or Staten Island on advance notice.

Normally, two tugs are used for docking and one for

undocking.

(427) Port Jefferson is a town at the southern end of the

harbor. The principal industries of the port are the

shipping of sand and gravel and the distribution of petroleum products.

Small-craft facilities

(428) There are small-craft facilities at the head of the

harbor. (See the small-craft facilities tabulation on

chart 12364 for services and supplies available.) A

launching ramp is at the head of the harbor.

Wharves

(429) Depths ranging from 2 to 29 feet are reported

alongside the commercial wharves and piers at the

head of the harbor. The oil wharf on the west side of the

harbor, about 400 yards from the head, has depths of 29

feet alongside the face and 20 feet along the north side.

The power plant wharf, about 150 yards northwestward, has depths of 29 feet alongside.

Communications

(430) Port Jefferson is served by railroad and bus. A ferry

operates to Bridgeport, Conn.

(431) Conscience Bay is entered through a long, narrow

channel at the northwest end of Port Jefferson Harbor.

The bay and entrance have depths of 1 to 2 feet.

Strangers should not attempt to enter as there are

many rocks at the entrance.

(432) Setauket Harbor, on the western side of Port Jefferson Harbor, has a narrow crooked channel. In June

1981, a reported depth of about 21⁄2 feet was available in

the channel to the boatyard at Setauket. The entrance

from Port Jefferson is marked by private seasonal

buoys. Gasoline, moorings, and limited marine supplies are available at the boatyard; a flatbed trailer can

haul out craft to 32 feet long.

(433) Setauket is a village on the south shore of Setauket

Harbor about 1 mile above the entrance.

No-Discharge Zone

(434) The State of New York, with the approval of the Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in the Port Jefferson Harbor

Complex. The NDZ includes Port Jefferson Harbor,

Setauket Harbor, Little Bay, the Narrows and Conscience Bay. The boundary line extends from the easternmost point at Old Field Beach northerly to the

westernmost point at White Beach (see chart 12362 for

limits).

(435) 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).

Eastern Long Island Sound ■ Chapter 8 ■ 317
318

■ Chapter 9■ Coast Pilot 2

12367

12365

12366 12335

12342

12368

12369

NEW YORK NEW JERSEY

NORTH ATLANTIC OCEAN

k

Throgs Nec

Old Field Point

12364

Port Washington

12339

12338

Brooklyn

Manhattan

12363

New York City

41°

73°30’ 74°

LONG ISLAND

NEW YORK CONNECTICUT

Hudson River

Bridgeport

Norwalk

Stamford Greenwich

New Rochelle

Norwalk Harbor

Smithtown Bay

Huntington Bay

Oyster Bay

Captain Harbor

Mamaroneck Harbor

Hempstead Harbor

Harlem River

LONG ISLAND SOUND

East River

HARBOR CHARTS (outlined in red) - scales 1:50,000 and larger.

CONVENTIONAL CHARTS

These specially designed charts are published with small craft information

and are labeled in green

SMALL-CRAFT CHARTS AND MARINE FACILITIES CHARTS

COAST CHARTS (outlined in purple) - scales from 1:50,001 to 1:150,000.

GENERAL CHARTS (outlined in purple) - scales from 1:150,001 to 1:600,000.

Note: not all charts are shown
Western Long Island Sound

(1) This chapter describes the western part of Long Island Sound along the north shore from Bridgeport to

Throgs Neck, the south shore from Old Field Point to

Willets Point, and the East and Harlem Rivers. Also described are the many bays and their tributaries that

make into this part of the sound including Bridgeport

Harbor, Stamford Harbor, Captain Harbor, Mamaroneck Harbor, Norwalk Harbor, Eastchester Bay, Huntington Bay, Oyster Bay, Hempstead Harbor, Manhasset

Bay, Flushing Bay, and New Rochelle Harbor, and the

commercial and small-craft facilities found in these

waters.

COLREGS Demarcation Lines

(2) The lines established for Long Island Sound are described in 80.155, chapter 2.

Chart 12363

(3) Western Long Island Sound is that portion of the

deep navigable waterway between the shores of Connecticut and New York and the northern coast of Long

Island westward of the line between Bridgeport and Old

Field Point.

(4) This region has boulders and broken ground, with

little or no natural change in the shoals. The waters are

well marked by navigational aids so that strangers

should experience no difficulty in navigating them. As

all broken ground is liable to be strewn with boulders,

vessels should proceed with caution when in the vicinity of broken areas where the charted depths are less

than 6 to 8 feet greater than the draft. All of the more

important places are entered through dredged channels. During fog, vessels are advised to anchor until the

weather clears before attempting to enter. The numerous oyster grounds in this region are usually marked by

stakes and flags. These stakes may become broken off

and form obstructions dangerous to small craft which,

especially at night, should proceed with caution when

crossing oyster areas.

Anchorages

(5) There is anchorage for large vessels in the bight

outside Bridgeport Harbor Light. Cockenoe Harbor is

sometimes used by small vessels, but Sheffield Island

Harbor is preferred and is sometimes used by tows.

Westward of Norwalk Islands, seagoing vessels can anchor toward the north shore and, with good ground

tackle, hold on in northerly winds. Captain Harbor affords good shelter, but is rarely used except by local vessels. On the south shore, Huntington Bay and

Hempstead Harbor are available for large vessels; Oyster Bay is also used, and Manhasset Bay is available for

light-draft vessels. City Island Harbor is a fine resort for

coasters.

No-Discharge Zone

(6) The State of Connecticut, with the approval of the

Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in Western Long Island

Sound. The area covered extends from the western border of Greenwich at Byram Point, southeastward following the boundary between Connecticut and New

York to a point in Long Island Sound, thence easterly

following the boundary between Connecticut and New

York to a point south of Hoadley Point at the eastern

border of Branford, thence due north to Hoadley Point

at the eastern border of Branford. This portion of Long

Island Sound includes: Greenwich Harbor, Captain

Harbor, Stamford Harbor, Norwalk Harbor, Bridgeport

Harbor, Black Rock Harbor, Housatonic River, New Haven Harbor and Branford Harbor. (See charts 12363

and 12354 for limits).

(7) 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

(8) The time of tide is nearly simultaneous throughout

Long Island Sound, but the range of tide increases from

about 2.5 feet at the east end to about 7.3 feet at the

west end. Daily predictions of the times and heights of

high and low waters for New London, Bridgeport, and

Willets Point are given in the Tide Tables.

(9) The effect of strong winds, in combination with the

regular tidal action, may at times cause the water to fall

several feet below the plane of reference of the charts.

Western Long Island Sound ■ Chapter 9 ■ 319
Currents

(10) About 1.3 miles northward of Eatons Neck Light

the ebb runs about 5 hours longer than the flood. The

current has a velocity of 1.4 knots; the flood sets 283°

and the ebb sets 075°.

(11) The direction and velocity of the currents are affected by strong winds which may increase or diminish

the periods of flood or ebb. Directions and velocities

from Point Judith to Throgs Neck for each hour of the

tidal cycle will be found in Tidal Current Charts, Long

Island Sound and Block Island Sound. Currents in East

River are described in the latter part of this chapter.

Weather, Western Long Island Sound and vicinity

(12) These waters are more protected than the eastern

Sound resulting in fewer gales. However, winters are

colder and summers warmer due to this sheltering effect. Fog is not so frequent either and tends to burn off

quicker than farther east. Winter winds of 16 knots or

more are likely about 12 to 15 percent of the time and

are predominantly from the west through northwest.

Harbors such as Cold Spring, Oyster Bay, Hempstead

and Manhasset offer additional shelter. In summer

thunderstorms may develop on 4 to 5 days per month.

These are most likely during the afternoon or evening.

(13) In Long Island Sound the north and south shores

are equally subject to fog, except that on spring and

summer mornings, when there is little or no wind, fog

will often hang along the Connecticut shore while it is

clear offshore and southward.

(14) In the western end of Long Island Sound, although

fogs are liable to occur at any time, they are not encountered so often nor do they generally last so long as

farther eastward.

Ice

(15) In ordinary winters the floating and pack ice in

Long Island Sound, while impeding navigation, does

not render it absolutely unsafe, but in exceptionally severe winters the reverse is true; then only the powerful

steamers can make their way.

(16) Drift ice, which is formed principally along the

northern shore of the sound under the influence of the

prevailing northerly winds, drifts across to the southern side and accumulates there, massing into large

fields, and remains until removed by southerly winds

which drive it back to the northerly shore.

(17) In ordinary winters ice generally forms in the western end of the sound as far as Eatons Neck; in exceptionally severe winters ice may extend to Falkner Island

and farther eastward.

Effects of winds on ice

(18) In Long Island Sound northerly winds drive the ice

to the southern shore of the sound and southerly winds

carry it back to the northern shore. Northeasterly

winds force the ice westward and cause formations

heavy enough to prevent the passage of vessels of every

description until the ice is removed by westerly winds.

These winds carry the ice eastward and, if of long

enough duration, drive it through The Race into Block

Island Sound, from where it goes to sea and disappears.

(19) In Bridgeport Harbor winds from north to northwest clear the harbor of drift ice, and those from southeast through south to southwest force the ice into the

harbor from the sound. The outer buoys may be carried

out of position by heavy ice during severe winters.

(20) Additional information concerning ice conditions

in the waters adjoining Long Island Sound is given under the local descriptions.

(21) Vessel Traffic Service, New York, operated by the

U.S. Coast Guard, serves New York Harbor (see

161.501 through 161.580, chapter 2, for regulations).

Pilotage, Western Long Island Sound

(22) Pilotage is compulsory in Long Island Sound for

foreign vessels and U.S. vessels under register. For vessels entering Long Island Sound from the east (from

sea via Block Island Sound) see Pilotage, Long Island

Sound (indexed as such), chapter 8. For vessels entering Long Island Sound from the west (East River) see

Pilotage, New York and Approaches to New York (indexed as such), chapter 11.

Charts 12369, 12364

(23) Bridgeport Harbor, on the north side of Long Island Sound north-northwestward of Stratford Shoal

(Middle Ground) Light and about 52 miles from New

York, consists of two widely separated units. The main

harbor and its branches serve the east and central portions of the city of Bridgeport, and Black Rock Harbor

and its tributaries serve the western part. Black Rock

Harbor and Cedar Creek are described under separate

headings. Waterborne commerce at Bridgeport consists mostly of petroleum products, lumber, sand and

gravel, building materials, and scrap iron.

Prominent features

(24) The large red and white horizontally banded stack

of a powerplant on Tongue Point is the most prominent

landmark in this area. Other prominent landmarks include a group of stacks on Steel Point; the towers of a

high-voltage line; several church spires; a gas tank with

320 ■ Chapter 9 ■ Coast Pilot 2
a red and white checkered band at the top, on the west

side of Pequonnock River; the radio towers at Pleasure

Beach; and Bridgeport Harbor Light 13A. The rays of an

aerolight about 1.3 miles northwestward of Stratford

Point can be seen from offshore.

(25) Bridgeport Harbor Channel Approach Lighted

Whistle Buoy BH (41°06'14"N., 73°11'44"W.), is 3.3 miles

south-southwest of Bridgeport Harbor Light 13A and

marks the entrance to the channel.

(26) Bridgeport Harbor Light 13A (41°09'24"N.,

73°10'48"W.), 50 feet above the water, is shown from a

black skeleton tower with small white house, on a black

base, on the west side of the entrance channel near the

end of the west breakwater.

Channels

(27) From deep water in Long Island Sound the dredged

channel extends north-northeastward between two

converging breakwaters into the main harbor, and

thence into the three tributaries, Johnsons Creek, Yellow Mill Channel, and Pequonnock River. Federal project depth is 35 feet in the main channel to just below

the Connecticut Turnpike bridge. (See Notice to Mariners and latest edition of the chart for controlling

depths.)

(28) A powerplant is at Tongue Point. A privately

dredged channel leads from the main channel to the

powerplant’s offshore oil wharf on the south side of the

point. In 1980, the channel, except for a 17-foot depth

on the southwesterly side of the widener, had a reported controlling depth of about 26 feet; depths of 29

to 35 feet were reported alongside the wharf. Another

privately dredged channel, used by barges, leads from

the main channel to the powerplant’s facilities on the

east side of the point. In July 1978, the controlling

depth in the channel was 10 feet.

(29) Johnsons Creek, northward of Pleasure Beach, is

entered eastward of Tongue Point through a marked

dredged channel leading to anchorage basins; two on

the west side, and one at the head of the creek. The

highway bridge 0.2 mile above the entrance has a swing

span with a clearance of 7 feet. (See 117.1 through

117.49, chapter 2, for drawbridge regulations.) Private

yacht clubs and two oil-receiving piers are on the creek.

(30) Yellow Mill Channel is entered through a dredged

channel that leads for about 0.8 mile north-northeastward from just above the first bend in the main channel

to the head of the creek. Flats, largely bare at low water,

are on both sides of the channel. The Stratford Avenue

highway bridge about 0.3 mile above the entrance has a

bascule span with a clearance of 11 feet. (See 117.1

through 117.59 and 117.225, chapter 2, for drawbridge regulations.) About 0.1 mile above the bascule

bridge is a fixed turnpike bridge with a clearance of 39

feet. Depths at the wharves are 8 to 15 feet.

(31) Pequonnock River, the most westerly of the tributaries, is easily followed by small craft, but larger vessels may need the assistance of a tug to get around the

sharp bends. The river is entered through a dredged

channel that leads northward from the main channel

just below Connecticut Turnpike bridge to the head of

navigation just below the Berkshire Avenue Dam,

about 1.1 miles above the entrance. Depths at some of

the wharves are 10 to 15 feet.

Bridges

(32) Type, distance above Steel Point, and clearance of

the bridges over Pequonnock River follow: Connecticut

Turnpike, fixed, 300 yards, 65 feet; Stratford Avenue,

vertical-lift, 500 yards, 8 feet down and 68 feet up, Peck

Railroad bridge, bascule, 0.5 mile, 26 feet; Congress

Street bridge, bascule, 0.6 mile, 8 feet; highway bridge,

bascule, 0.7 mile, 4 feet; (See 117.1 through 117.59

and 117.219, chapter 2, for drawbridge regulations.)

The bridgetender at the railroad bridge monitors

VHF-FM channel 13; call sign KU–6033.

Anchorages

(33) Bridgeport Harbor has two anchorage areas inside

the breakwaters. One with depths of 23 to 40 feet is on

the east side of the main channel northwestward of

Pleasure Beach, and the other with depths of 15 to 25

feet is on the west side of the main channel just northeastward of Tongue Point. A rock covered 10 feet is in

the west anchorage in about 41°10'17"N., 73°10'56"W.

The rest of the harbor area consists of broad and shallow sand flats. Vessels seeking shelter from strong

northerly winds sometimes anchor off the entrance;

the holding ground is good.

(34) A general anchorage is in Johnsons Creek. (See

110.1 and 110.148, chapter 2, for limits and regulations.)

Dangers

(35) The entrance is clear, and the only dangers are the

previously discussed shoals on the east, south of

Stratford Point, and on the west, the Penfield Reef

shoals.

Tides

(36) The mean range of tide is 6.8 feet. (See the Tide Tables for daily predictions of the times and heights of

high and low waters.)

Currents

(37) The velocity of flood or ebb is about 0.7 knot in the

entrance between the breakwaters. (See the Tidal

Western Long Island Sound ■ Chapter 9 ■ 321
Current Tables for predictions.) Inside the harbor the

currents are generally weak.

(38) Ice does not interfere seriously with navigation in

Bridgeport Harbor, although its tributaries are closed

at times. The winds from the north and northwest clear

the harbor of drift ice, and those from the southeast

through the southwest force the ice into the harbor

from the sound. The outer buoys may be carried out of

position by heavy ice during severe winters.

Weather, Bridgeport and vicinity

(39) The terrain of the mainland is of glacial origin and

rises in a rolling, mostly wooded, manner to the foothills of the Berkshires, 30 miles to the north, and the

Catskills, about 60 to 70 miles to the northwest. There

is some foehn effect (chinook) with north and northwest winds, and the upslope effect with the approach of

a coastal low is quite pronounced. The most pronounced topographical effect, however, is that of the

land-sea breeze which is most pronounced in the

spring, summer, and early autumn. The land-sea

breeze effect during this period will inevitably cause a

shift in the wind direction, even with a moderately

strong isobaric flow.

(40) As a result of the sea breeze, mean monthly temperatures during the summer average 3 to 5 degrees (2

to 3°C) lower than nearby inland stations. Likewise,

temperatures during the fall and winter are moderated

several degrees owing to the proximity of Long Island

Sound. The average annual temperature at Bridgeport

is 52°F (11.1°C). The average high is 60°F (15.6°C) and

the average low is 44°F (6.7°C). July is the warmest

month with average extremes of 82°F (27.8°C) and

66°F (18.9°C). January is the coolest with average extremes of 37°F (2.8°C) and 23°F (-5°C). The record

high temperature is 103°F (39.4°C) set in July 1957

while the all-time low temperature is -7°F (-21.7°C) recorded in January 1984.

(41) Precipitation is slightly heavier than at nearby inland stations the year around since coastal low-pressure systems move quite consistently on a track to the

south of Bridgeport. One of the greater hazards along

the coastal areas in the vicinity of Bridgeport is the accumulation of water (especially during periods of high

tide) with the approach of a slowly moving, deepening,

low-pressure system from the south. Severe storms occasionally cause inundation of 4 to 5 feet (1.2 to 1.5 m).

The average annual precipitation is 41 inches (1041

mm). Precipitation is evenly distributed throughout

the year with the difference between the wettest

(March) and driest month (February) averaging only

0.89 inches (23 mm). Snowfall averages 26 inches (660

mm) per year and has fallen from October through

May. The greatest 24-hour snowfall on record was 16

inches (406 mm) recorded in February 1969.

(42) Bridgeport has been directly affected by 18 tropical

storms since 1871. In recent years, tropical storm Belle

passed over the site in August 1976. Highest winds

were only 60 knots. One day earlier, Belle was packing

winds of 105 knots. In September 1985, Hurricane Gloria passed about five miles west of the Bridgeport

weather station placing the site in the roughest sector

of the storm. Highest gusts approached 75 knots and

highest sustained winds were 64 knots. Two days earlier, Gloria had supported winds of 125 knots.

(43) The National Weather Service maintains an office

at the Bridgeport Municipal Airport; barometers may

be compared here. (See Appendix A for address.) (See

page 431 for the Bridgeport climatological table.)

Pilotage, Bridgeport

(44) Pilotage is compulsory in Long Island Sound for

foreign vessels and U.S. vessels under register. See Pilotage, Long Island Sound (indexed as such), chapter 8.

(45) Pilotage for Bridgeport is also available from Constitution State Pilots Association (CSPA), 500 Waterfront Street, New Haven, CT 06512, telephone

203-627-5058. Pilots of CSPA board vessels from a

launch or the tug, at Bridgeport Harbor Channel Approach Lighted Whistle Buoy BH.

(46) Pilotage for Bridgeport is also available from Long

Island Sound State Pilots Association, Inc. (LISSPA),

1440 Whalley Avenue, Suite 123, New Haven, CT

06515, telephone 203-772-0101, FAX 302-629-9392,

Cable LISPILOT, New Haven. The pilot boat OLYMPIC

has a white hull, red superstructure, and displays the

word PILOT in black letters. The boat monitors channel 16 and works on channel 11. Among other locations, the LISSPA pilot will meet a ship 3 miles south of

Watch Hill, RI, in about 41°15'00"N., 71°51'30"W.

(47) Pilotage for Bridgeport is also available from

Sound Pilots, Inc. (SPI) (a division of Northeast Marine

Pilots, Inc.), 243 Spring Street, Newport, RI 02840,

telephone 401-847-9050 (24 hours), 800-274-1216.

FAX 401-847-9052, Cable RISPILOT, Newport, RI

02840. The pilot boats are NORTHEAST II, 49-foot,

with grey hull and superstructure and the word PILOT

on the side; or RHODE ISLAND PILOT, 35-foot, with

black hull and white superstructure and the word

PILOT on the side; or NORTHEAST I, 49-foot, similarly

marked as the RHODE ISLAND PILOT. The SPI pilots

meet a ship bound for a Long Island Sound port off

Point Judith, but will also meet a ship off Montauk

Point by prearrangement. See Pilotage, Narragansett

Bay and Other Rhode Island Waters (indexed as such),

322 ■ Chapter 9 ■ Coast Pilot 2
chapter 6, and Pilotage Pickup Locations Off Montauk

Point (indexed as such), chapter 7.

(48) Interport Pilots Agency, Inc., http://www.interportpilots.com, 906 Port Monmouth Road, Port

Monmouth, NJ 07758, telephone 732-787-5554 (24

hours), email interport@verizon.net. Pilot boat is

CONNECTICUT PILOT, 65-foot, blue hull with white

superstructure, and the word PILOT on both sides. The

boat monitors VHF-FM channels 16 and 13 two hours

prior to the vessel's scheduled ETA, works on channel

11, and is equipped with AIS. Interport Pilots meet

ships bound for Bridgeport at the Montauk Point Pilot

Station or the Point Judith Pilot Station. Interport Pilots will also board vessels at Bridgeport Harbor Channel Approach Lighted Whistle Buoy BH or at the

Bridgeport Anchorage from a commercial launch or

tug.

(49) Pilot services are generally arranged in advance

through ships’ agents or directly by shipping companies.

Towage

(50) Tug service is available from New Haven, Providence, Brooklyn, or Staten Island on advance notice.

Deep-draft vessels usually require tugs for mooring in

Bridgeport Harbor.

(51) Launch service is available to vessels at anchor.

(52) Bridgeport is a customs port of entry.

Quarantine, customs, immigration, and agricultural

quarantine

(53) (See chapter 3, Vessel Arrival Inspections, and

Appendix A for addresses.)

(54) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(55) Bridgeport has several hospitals.

Harbormaster

(56) The control of the port is vested in the harbormaster, who maintains an office at the Bridgeport City

Hall and can also be contacted through the Bridgeport

Police Department.

Wharves

(57) Bridgeport has three principal privately owned and

operated deep-draft facilities; one is on the south side of

Tongue Point and the other two are on the east side of

the harbor opposite Tongue Point. Facilities for smaller

vessels and barges are along the sides of the harbor, and

on Johnsons Creek, Yellow Mill Channel, and Pequonnock River. Most of the facilities at Bridgeport are of the

marginal-type wharf, particularly those in the constricted tributaries. Only the deep-draft facilities are

described. For a complete description of the port facilities refer to Port Series No. 4, 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 private operators. All of these facilities have

highway connections, and most have water connections.

(58) Cargo in the port is usually handled by ship’s

tackle; special handling equipment, if available, is mentioned in the description of the particular facility.

(59) United Illuminating Co. Fuel Oil Dock: on the

south side of Tongue Point; an offshore wharf with

345-foot breasting face, 900 feet with dolphins; 31 to 37

feet alongside; deck height, 20 feet; receipt of fuel oil;

owned and operated by United Illuminating Co.

(60) Shell Oil Co. Dock: on the east side of the harbor

opposite Tongue Point; 190-foot face, 700 feet with

shore moorings; 35 feet alongside; deck height, 13 feet;

vessels usually moor portside-to; receipt and shipment

of petroleum products; owned by Shell Oil Co. and operated by Shell Oil Co. and International Petroleum

Terminals Co.

(61) Cilco Terminal Co. Wharf: 0.3 mile northwestward

of Shell Oil Co. Dock; 930-foot face; 33 feet alongside;

deck height, 13 feet; 90,000 square feet covered storage, 16 acres of open storage; receipt and shipment of

general cargo; receipt of lumber, steel products, and

pumice, and shipment of scrap metal; owned and operated by Cilco Terminal Co., Inc.

(62) The city-owned recreational pier, seldom used for

mooring vessels, is on the northwest end of Pleasure

Beach; the end of the pier has depths of about 20 feet.

(63) The municipal dock, a marginal-type wharf, is on

the west side of Pequonnock River, just below the Connecticut Turnpike Bridge. A ferry to Port Jefferson ties

up at the dock.

Supplies

(64) Diesel oil, diesel fuel, gasoline, bunker fuel No. 6,

lubricants, water, provisions, and marine supplies can

be obtained at Bridgeport.

Repairs

(65) Bridgeport has no facilities for making major repairs or for drydocking deep-draft vessels; the nearest

facilities are at the ports of Boston, Mass., and New

York, N.Y. Bridgeport, however, does have facilities for

making above- and below-the-waterline repairs to fishing boats, tugs, and recreational craft, and excellent

hull and engine repair facilities for small craft. The

largest marine railway in the area can handle vessels to

120 feet and 400 tons. A 10-ton crane is available. Oil

pollution control equipment is also available.

Western Long Island Sound ■ Chapter 9 ■ 323
Communications

(66) Bridgeport is served by air, rail, and bus. Ferry service to Port Jefferson is available year round.

(67) Black Rock Harbor, part of Bridgeport Harbor, although not connected with it other than by Long Island

Sound, is entered through a dredged channel about 2

miles westward of the main harbor entrance to Bridgeport. The channel leads northward through Black Rock

Harbor, and thence to the head of Cedar Creek where it

divides into East Branch and West Branch. Black Rock

Harbor and Cedar Creek are the approach by water to

the large factories of the western part of the city of

Bridgeport. The Federal project depth in the dredged

channel is 18 feet from the entrance to the head of the

project. (See Notice to Mariners and latest edition of

the chart for controlling depths.) The channel is

marked by buoys and lights for about 1.7 miles above

the entrance.

(68) Anchorage in depths of 18 to 22 feet and exposed to

southeasterly and northeasterly winds can be found off

the entrance, northeast of the bar that makes out from

Shoal Point to Black Rock. Small craft drawing less

than 6 feet can select anchorage on either side of the

dredged channel as far as the yacht club on the east side

of Grover Hill.

(69) Depths of 8 to 18 feet are reported alongside some

of the wharves in Black Rock Harbor.

(70) To avoid a shoal off the point separating East

Branch and West Branch at the head of Cedar Creek,

enter East Branch, pass about 100 feet off the wharf on

the southeast side below the entrance, and head up the

middle. To enter the West Branch, pass 100 feet off the

wharves on the southeast side of the branch.

(71) Fayerweather Island, on the eastern side of the entrance of Black Rock Harbor, is marked at its south end

by the white tower of an abandoned lighthouse. A

breakwater and a seawall connect its northern part

with the shore eastward.

(72) Burr Creek, northward of the town of Black Rock,

on the west side of the channel, is the site of a large marina. Berths, gasoline, diesel fuel, electricity, water, ice,

a lift, and repair facilities are available. In April 1986,

depths of about 4 to 5 feet were reported at the face of

the gasoline dock and alongside the boat slips. Burr

Creek has many shoals; mariners are advised to seek local knowledge before entering.

(73) Several small-craft facilities are in Black Rock

Harbor. (See the small-craft facilities tabulation on

chart 12364 for services and supplies available.)

(74) Ash Creek, about 0.7 mile westward of Fayerweather

Island, is entered through a privately dredged channel

protected on its southwest side by a jetty. The entrance

channel is marked by private buoys and a private

seasonal 314° lighted range. The channel leads

northwestward to the Fairfield Municipal Marina. Gasoline, water, and ice are available. In April 1986, depths

of 10 feet were reported in the entrance channel, with 4

feet reported alongside the boat slips. A 5 mph speed

limit is enforced in the creek.

(75) Penfield Reef, on which there are rocks bare at low

water, is about 1.4 miles south of Black Rock Harbor

and 1.3 miles eastward of Shoal Point, to which it is

joined by a bar that bares at low water. Black Rock,

marked by a daybeacon, is the outermost danger of this

reef. A dangerous submerged rock, reported covered 1

foot, is about 40 yards southward of the daybeacon. The

Little Cows, about 0.2 mile northward of Black Rock,

consist of rocks awash, and is marked by a buoy.

(76) Penfield Reef Light (41°07'00"N., 73°13'18"W.), 51

feet above the water, is shown from a white tower on a

granite dwelling on a pier, on the south side of the reef,

south of the entrance to Black Rock Harbor. A fog signal is sounded at the light.

(77) A reef, partly bare at low water and with little depth

over any part of it, extends over 0.5 mile southward

from Pine Creek Point, 1.1 miles southwest of Shoal

Point. A lighted bell buoy is off the south end of the

shoal.

(78) Southport Harbor, about 1 mile westward of Pine

Creek Point, comprises the lower portion of Mill River

and is used primarily for recreational boating. A breakwater, marked at its end by a light, is off the east side of

the entrance to the harbor. The harbor is entered

through a dredged channel that leads from Long Island

Sound to a harbor basin and anchorage, about 1.1 miles

above the channel entrance. In December 2004-March

2005, the controlling depth in the entrance channel

was 7.5 feet (8.9 feet at midchannel) to the anchorage

basin, thence 8.8 feet in the anchorage basin except for

shoaling to 5 feet near the southwestern edge. The

channel is marked on its west side by a light, and by

buoys up to the breakwater. Caution is advised to avoid

oyster stakes in the area southeastward of the harbor

entrance. The mean range of tide is about 7 feet. A 5

mph speed limit is enforced in the harbor.

(79) Southport is a village on the west side of the harbor. A yacht club landing and the town dock are on the

west side of the harbor; depths of about 6 feet are alongside the town dock, and about 6 to 8 feet alongside the

yacht club landing. Gasoline, diesel fuel, ice, water, and

some marine supplies can be obtained. Minor engine

repairs can be made. The harbormaster can be contacted through the Fairfield Police Department.

(80) Frost Point, 1 mile westward of Southport entrance, is marked by many residences and several private piers in disrepair on its southeast side. A reef partly

324 ■ Chapter 9 ■ Coast Pilot 2
bare at low water extends about 0.4 mile southward

from the point.

(81) Sherwood Point, a mile westward of Frost Point, is

marked by a bare boulder on the reef which extends

about 250 yards off the point. A rocky patch, on which

the least depth found is 11 feet, is about 0.8 mile southward of the point.

Charts 12368, 12364

(82) Saugatuck River, 6 miles westward of Penfield Reef

Light and northward of Cockenoe Island, has its entrance between Cedar Point on the east and Bluff Point

on the west. The river is shallow, full of ledges and boulders, and is used chiefly for receipt of petroleum products, sand and gravel, and for recreational boating. The

mean range of tide is 7 feet. Freshets do not appreciably

affect the height of the water in the navigable part of

the river. During the winter, ice usually covers the entire river to its mouth.

(83) Anchorage exposed to southeasterly winds can be

had in the entrance to Saugatuck River in 12 to 22 feet,

about 0.4 mile southward of Cedar Point.

(84) The channel in Saugatuck River is narrow and

crooked; vessels should proceed with caution, preferably on a rising tide. In August-September 2001, a reported depth of about 4 feet could be carried in the river

from the entrance to about 0.7 mile above the Connecticut Turnpike Bridge at Saugatuck. The 4-foot channel

to Westport had a controlling depth of 1 foot, with

shoaling to bare in the east branch. The channel is

buoyed to Stony Point, about 1.9 miles above the entrance. A 5 mph speed limit is enforced on the river.

(85) Compo Yacht Basin is in the bight about 0.3 mile

northwestward of Cedar Point. In April 1995, the privately dredged channel that leads to the basin had a reported depth of 8 feet with 7 feet reported in the basin.

The channel is marked by private buoys and a private

lighted entrance range. A yacht club with landing and

mooring facilities is in the basin. Gasoline, berths,

electricity, and water are available at the landing.

(86) A yacht club in a privately dredged basin on the

west side of Bluff Point has berths with electricity, gasoline, and ice. In 1982, depths of 7 feet were reported in

the approach with 10 feet alongside the berths.

(87) Duck Creek, on the west side of the river about 0.6

mile above Bluff Point, is the site of a private yacht

club. The reported controlling depth in the creek was

about 7 feet in July 1981. The entrance and basin are

privately marked.

(88) Bermuda Lagoon, southward of Duck Creek, is a

large privately owned and maintained basin for the use

of the residents in the immediate area.

(89) Saugatuck, a village in the town of Westport, is 2.5

miles above the entrance. Commercial traffic consists

mostly of barges that call at a sand and gravel company

at Saugatuck; depths at the wharf are about 5 feet.

(90) At Saugatuck the river is crossed by railroad bridge

having a bascule span with a clearance of 13 feet. Overhead power cables at the bridge have a clearance of 192

feet. The Connecticut Turnpike Bridge, 0.1 mile above,

has a fixed span with a clearance of 59 feet. About 0.1

mile farther up is a highway swing bridge with a clearance of 7 feet. (See 117.1 through 117.59 and

117.221, chapter 2, for drawbridge regulations.)

(91) Westport is a town at the head of navigation on the

Saugatuck River, about 1.4 miles above Saugatuck.

(92) There are several small-craft facilities on the river

in the vicinity of the bridges. Gasoline, water, marine

supplies, and a 3-ton lift are available; hull and engine

repairs can be made. Depths of 6 feet are reported

alongside the facilities.

(93) Norwalk Islands, privately owned with the exception of Shea and Grassy Islands, which are owned by the

city of Norwalk, and Cockenoe Island, which is owned

by the town of Westport, are 1 to nearly 2 miles off the

north shore of Long Island Sound and extend from

Georges Rock to Greens Ledge Light, a distance of 6

miles. Cockenoe Harbor and Sheffield Island Harbor,

the two approaches to Norwalk River, are good anchorages for drafts of 9 to 12 feet and are easily made. The

bottom is very irregular around the islands and rocks

in the group; vessels should proceed with caution when

crossing shoal areas and avoid all broken ground. In

the vicinity are some oyster stakes and spars, which occasionally are towed under or broken off; caution is recommended, especially at night, for small craft.

(94) Cockenoe Island, at the eastern end of Norwalk Islands, is marked on its south side by two knolls; the remainder of the island is low and level. A bar, dry in

places at low water but with general depths of 1 to 2

feet, connects the island with the mainland at Seymour

Point.

(95) Cockenoe Shoal is an extensive and dangerous area

which extends 1.3 miles eastward and east-southeastward from Cockenoe Island. The entire area is exceedingly broken and should be avoided by strangers, even

in small craft. Cockenoe Reef extends about 0.5 mile

eastward from the northern end of Cockenoe Island;

rocks that uncover about 3 feet are near the outer end

of the reef. Georges Rock, awash at lowest tides, is at

the eastern end of the shoal; a lighted buoy is off the

northeast side of the rock. A lighted bell buoy marks

the southeast end of the shoal.

(96) Channel Rock, covered 11⁄2 feet, is about 0.2 mile

southwestward of Cockenoe Island and is marked by a

buoy to the southward. Peck Ledge, on the western side

Western Long Island Sound ■ Chapter 9 ■ 325
of Cockenoe Harbor entrance, is marked by Peck Ledge

Light and Norwalk East Approach Gong Buoy 5.

(97) Cockenoe Harbor, westward of Cockenoe Island, is

marked by Peck Ledge Light. The best anchorage is in

depths of 12 to 25 feet, northward and northwestward

of the light.

Routes

(98) To enter Cockenoe Harbor from the eastward, pass

southward of Cockenoe Island Shoal Lighted Bell Buoy

24, steer 254° until Peck Ledge Light bears northward

of 285°, then steer for the light until up with Norwalk

East Approach Buoy 4 that marks Channel Rock, and

then pass eastward and northward of the light at a distance of 200 to 300 yards.

(99) To enter Cockenoe Harbor from the westward, give

the edge of the shoals southward of the Norwalk Islands

a good berth until Peck Ledge Light bears westward of

348°, and then steer north and pass 400 yards eastward

of the light and midway between Norwalk East Approach Buoy 4 that marks Channel Rock and Norwalk

East Approach Gong Buoy 5.

(100) The islands and rocks on the west side of Cockenoe

Harbor include Calf Pasture Island, with several

houses and a few trees; Sheep Rocks, which uncover 2

feet; East White Rock, high and white; and Grassy

Hammock Rocks, which uncover and are marked by a

light.

(101) The larger islands southwestward are in general

hilly and partly settled. Chimon Island is marked by

several houses; Copps Island by large boulders that extend east from it; and Sheffield Island, the westernmost of the group, by an abandoned lighthouse tower.

(102) Rocks that uncover extend nearly 0.3 mile southwestward of Sheffield Island.

(103) Greens Ledge is a rock and sand ridge that extends

1.1 miles southwestward from Sheffield Island. Depths

of 10 to 15 feet extend about 400 yards westward and

southwestward from Green Ledge Light. A rocky ledge,

on which the least found depth is 21 feet, extends 0.8

mile west-southwestward from the light. Another

rocky ledge, with a least depth of 20 feet, is about 0.4

mile south-southeastward from the light.

(104) Greens Ledge Light (41°02'30"N., 73°26'38"W.), 62

feet above the water, is shown from a conical tower, the

upper half white and lower half brown, on a black cylindrical pier on the north side of the west end of the

ledge. A fog signal is sounded at the light.

(105) Cable and Anchor Reef covers an area about 0.4

mile in diameter about 2 miles southeastward of

Greens Ledge Light. The least found depth is 22 feet. A

lighted bell buoy marks the southern side.

(106) Sheffield Island Harbor, entered between Greens

Ledge and the mainland, is the main approach to

Norwalk Harbor and Norwalk River. Anchorage in

depths of 12 to 20 feet can be found northwestward of

Sheffield Island. The shoal flats on the north side of the

harbor have rocks and boulders in places.

(107) Norwalk River empties through Norwalk Harbor

into the north side of Long Island Sound, northward of

the Norwalk Islands and about 40 miles east of New

York.

Channels

(108) Norwalk Harbor and River are entered through a

dredged channel that extends 3 miles northeasterly

from Sheffield Island Harbor between Manresa Island

on the west and White Rock and numerous islets and

foul ground on the east, to the first highway bridge at

South Norwalk, and thence northerly for another 1.3

miles to the basin at the head of navigation at Norwalk.

The tall stack on Manresa Island, marked on top by red

lights, is very prominent and can be seen for many

miles from sea.

(109) A Federal project provides for a depth of 12 feet

from Sheffield Island Harbor to the State Route 136

bridge, thence 10 feet to a 10-foot basin at the head of

navigation at Norwalk; an anchorage basin opposite

Fitch Point has a project depth of 10 feet. (See Notice to

Mariners and latest editions of charts for controlling

depths.) The channel is marked by buoys and lights to

the South Anchorage Basin.

Caution

(110) Chemically contaminated material has been buried

in the navigation channel off Oyster Shell Point about

140 yards below Interstate Route 95 bridge. The material is covered with a layer of noncontaminated dredged

material not less than 3 feet thick.

Bridges

(111) Three bridges cross Norwalk River between South

Norwalk and Norwalk. The first, State Route 136 highway bascule bridge at South Norwalk, has a clearance of

8 feet. The second, the Metro-North railroad swing

bridge just above the highway bridge, has a clearance of

16 feet; an overhead power cable with a clearance of 203

feet crosses the river near the railroad bridge. The

third, a turnpike highway fixed bridge, about 0.6 mile

above the railroad bridge, has a clearance of 60 feet.

(See 117.1 through 117.59 and 117.217, chapter 2,

for drawbridge regulations.) The bridgetenders at the

State Route 136 bridge and the railroad bridge monitor

VHF-FM channel 13; call signs KXJ-707 and KU–6035,

respectively.

326 ■ Chapter 9 ■ Coast Pilot 2
(112) Tavern Island, with several houses and foul ground

on all sides, is just northwestward of the dredged channel entrance to Norwalk Harbor.

(113) Gregory Point, marked by a clubhouse and wharf,

is on the east side of Norwalk Harbor 1.9 miles above

the channel entrance. The boat basin immediately eastward of Gregory Point, locally known as Norwalk Cove,

is entered through a privately maintained channel. In

March 1987, the controlling depth was 8 feet in the

channel, thence in July 1981, 6 feet in the eastern part

of the basin. A 220-yard-long detached timber breakwater is on the north side of channel entrance.

(114) East Norwalk Harbor, at the town of East Norwalk,

is on the east side of the river about 2 miles above the

main channel entrance. The harbor is entered through

a dredged channel that leads westward of Fitch Point to

the head and to North Anchorage Basin on the westerly

side of the harbor. A Federal project provides for a

depth of 6 feet from Fitch Point Light 1 to and in an anchorage basin at East Norwalk. (See Notice to Mariners

and latest editions of charts for controlling depths.)

The channel is marked to near the southern end of the

basin.

(115) South Norwalk is an important commercial and

manufacturing city on the west side of Norwalk River,

about 3 miles above the channel entrance. The depths

at the wharves below the bridges range from 5 to 10

feet. Commercial traffic is mainly in building materials, petroleum products, and shell fishing.

(116) Norwalk, 1.3 miles above South Norwalk, is a city

on both sides of the river at the head of navigation. The

wharves have depths of about 7 feet alongside. The

channel from South Norwalk to Norwalk is winding,

with extensive flats on both sides, and requires local

knowledge to follow it even at high water.

(117) Local regulations provide penalties for exceeding

the posted 5 mph speed limit or for dumping refuse in

the harbor. These regulations are enforced by the Marine Division of the Norwalk Police Department. Police

patrol boats operate the year round and are equipped to

handle radio traffic on VHF-FM channel 16 (156.80

MHz).

(118) The harbormaster at Norwalk can be reached

through the police department.

Tides

(119) The mean range of tide is about 7 feet.

Currents

(120) The tidal currents in Long Island Sound off

Norwalk have a velocity of about 1 knot. In Norwalk

River, off Gregory Point, the velocity of current is about

0.6 knot. The currents in the harbor follow the direction of the channel, the ebb current being somewhat

stronger than the flood. (See the Tidal Current Tables

for predictions.)

(121) The channel up to South Norwalk is navigable

throughout the year. The harbor and river above South

Norwalk are covered with ice during a part of the winter. A channel is ordinarily kept open to the highway

bridge, but the East Norwalk Channel and the channel

in the river are usually closed for about 6 weeks each

winter.

Pilotage, Norwalk

(122) Pilots which service New London-Groton and/or

New Haven service Norwalk. See Pilotage, New London-Groton (indexed as such), chapter 8; and/or Pilotage, New Haven (indexed as such), chapter 8.

Small-craft facilities

(123) There are excellent small-craft facilities at South

Norwalk, East Norwalk, and in Norwalk Cove. (See the

small-craft facilities tabulation on chart 12364 for services and supplies available.)

Communications

(124) Rail and bus lines serve the city and area.

(125) Wilson Cove, on the north side of Sheffield Island

Harbor, is entered about 0.6 mile northwestward of the

dredged channel entrance to Norwalk Harbor between

Wilson Point on the north and Bell Island on the

southwest. The ruins of a former oil-receiving pier are

on the southwestern extremity of Wilson Point. A yacht

club is on the east side of the cove, about 150 yards

northward of the wharf ruins, and a marina is at the

head of the cove. Gasoline, limited marine supplies, ice,

an 18-ton crane, a 20-ton mobile hoist, and engine and

hull repair facilities are available at the marina. In

1989, the privately dredged channel leading to the marina had a reported controlling depth of 21⁄2 feet (5 feet

at midchannel).

(126) Noroton Point, at the southern end of Bell Island,

is marked by a flagpole and a prominent house with a

cupola. Rocks, bare at low water, are about 300 yards

northward of the point. Pine Point, just westward of

Noroton Point, has a wharf in ruins at its southern end.

A shoal with depths of 8 to 12 feet extends about 0.3

mile from the shore westward of Noroton Point. The

bottom is broken with boulders in places, and small

vessels crossing the shoal should proceed with caution.

Ballast Reef, about 0.2 mile westward of Pine Point and

off the southeast side of the entrance to Fivemile River,

is almost bare at low water and extends 300 yards off

Roton Point; a buoy marks the outer end of the reef.

Western Long Island Sound ■ Chapter 9 ■ 327
(127) Fivemile River, a narrow inlet about 0.6 mile westward of Noroton Point and about 0.9 mile northward of

Greens Ledge Light, is entered through a dredged

channel that leads northward into the river for about

0.7 mile. The river is shallow except in the dredged

channel and rocks exposed 2 feet at low water have

been reported on the east side of the channel near the

channel edge in about 41°03'37"N., 73°26'47"W. In

February-March 2006, the controlling depth was 2.9

feet (4.2 feet at midchannel) to the head of the dredged

channel. The channel is marked by buoys at the entrance and by a buoy on the east side about 0.3 mile

above the entrance.

(128) In July 1981, depths of 2 to 5 feet were reported

alongside the small-craft facility wharves on the east

side of the river. The river is used chiefly by pleasure

craft. The mean range of tide is about 7 feet.

(129) A special anchorage is in Fivemile River. (See

110.1 and 110.55a, chapter 2, for limits and regulations.)

(130) Rowayton is a village at the head of Fivemile River.

Several small-craft facilities are on the east side of the

river. (See the small-craft facilities tabulation on chart

12364 for services and supplies available.)

(131) Scott Cove, about 0.8 mile westward of Fivemile

River and about a mile northwest of Greens Ledge

Light, is a rocky shelter with a channel good for about 6

feet to the shallow area northward. There are rocks and

broken ground in the entrance. The channel into

Zieglers Cove, just west of Scott Cove and south of

Great Island, is good for about 9 feet. A rock, covered 5

feet, is reported to lie almost in mid-entrance to this

cove. Local knowledge is required to navigate both

coves.

(132) Long Neck Point, about 2 miles southwestward of

Fivemile River, has many summer residences and boat

landings on both of its sides. Shoals extend about 0.3

mile off the point. An unmarked sunken wreck is about

0.5 mile southeastward of Long Neck Point; depth over

the wreck is unknown.

(133) From Long Neck Point to Shippan Point, about 2.6

miles to the southwestward, there are many reefs and

boulders, and the bottom is very broken, necessitating

caution. This area is the approach to several shallow

coves, none of which is commercially important.

(134) Goodwives (Darien) River is a small and shallow

stream on the west side of Long Neck Point. Foul

ground with rocks bare at low water extends nearly 200

yards off the west side of Long Neck Point, about 0.3

mile above the south end of the point. A private seasonal, 342° lighted range and buoys mark the best water to a yacht club and basin on the southeast side of

Noroton Neck. In April 2002, a depth of 4.5 feet could

be carried to the yacht club landing thence in 1981, 3

feet through The Gut to the boat club landing just

above Peartree Point. Above the boat club landing, the

river is practically dry at low water. Goodwives River

and its entrance is a special anchorage. (See 110.1 and

110.56, chapter 2, for limits and regulations.) A 5 mph

speed limit is enforced on the river.

(135) Smith Reef, about 0.9 mile southwestward of Long

Neck Point, consists of two rocks that uncover 2 feet.

The south end of the reef is marked by a lighted buoy.

Bold Rock, which uncovers 4 feet, is on the east edge of

the rocky ridge extending northward from the reef.

Many oyster stakes are on the ridge.

(136) Cove Harbor, northward of Smith Reef and about 1

mile westward of Long Neck Point, has depths of about

5 to 10 feet. Local knowledge is necessary to avoid several rocky areas in the approach to the harbor and to

the basin at the northwestern end of the harbor at Cove

Mills. A depth of about 1 foot can be carried across the

bar at the entrance to the basin; private buoys, one of

which is a seasonal speed limit buoy, mark the approach. A municipal marina is in the basin.

(137) Westcott Cove, just westward of Cove Harbor, has a

dredged channel marked by buoys that leads along its

westerly side to a basin 0.5 mile above the channel entrance, thence for 0.2 mile through the south arm of

the basin. The east side of the entrance to the basin is

protected by a jetty marked on the outer end by a private light. In June 1985, the channel had a midchannel

controlling depth of 4 feet. A yacht club is in the northwesterly arm of the basin, and a municipal marina is in

the southeasterly arm. Gasoline diesel fuel, and water

are available at a marina on the west side of the south

arm of the basin.

(138) Stamford Harbor, on the north side of Long Island

Sound about 33 miles east of New York, comprises the

bay north of a line from Shippan Point on the east

through Stamford Harbor Ledge Obstruction Light to

the west shore north of Greenwich Point. The harbor is

shoal, and the approach is obstructed to a large extent

by ledges and rocks. Shippan Point, the eastern point

at the entrance, is surrounded by rocks which show at

low water. Barges and small coastal tankers constitute

the main waterborne traffic in the harbor. Petroleum

products, scrap metal, sand and gravel, and crushed

rock are the principal products handled in the harbor.

(139) Stamford is a manufacturing city on the peninsula

at the head of the harbor.

Prominent features

(140) Stamford Harbor Ledge Obstruction Light

(41°00.8'N., 73°32.6'W.), 80 feet above the water,

shown from a white conical tower on a red cylindrical

pier, is a private light visible from a considerable distance offshore. Also prominent are a microwave tower

328 ■ Chapter 9 ■ Coast Pilot 2
westward of the city and the large brown office buildings locally known as Harbor Plaza on Ware Island.

Stamford Harbor West Breakwater Light 3

(41°00'54"N., 73°32'18'W.), 47 feet above the water, is

shown from a tower with a square green daymark at the

east end of the west breakwater. Stamford Harbor East

Breakwater Light 4 (41°00.9'N., 73°32.1"W.), 28 feet

above the water, is shown from a skeleton tower with a

triangular red daymark at the west end of the east

breakwater.

Channels

(141) Stamford Harbor is entered through a dredged entrance channel that leads northward from Long Island

Sound between two detached breakwaters to a point

about 1 mile above the entrance to a junction with the

dredged channels leading into East Branch and West

Branch. A Federal project provides for depths of 18 feet

to a point about 0.5 mile below the junction of the

branches, thence 15 feet to the junction, thence in the

West Branch 15 feet to and in the turning basin; thence

in the East Branch, 15 feet to Light 1, thence 12 feet to

the head of the project about 0.6 mile above the hurricane barrier. (See Notice to Mariners and latest edition

of charts for controlling depths.) The 100-foot-wide

channel in East Branch is constricted to 90 feet by a

hurricane barrier that crosses the channel about 300

yards northward of Ware Island. The 90-foot gated

opening in the barrier will be kept in the open position

during fair weather, but will be closed on the approach

of a storm or unusually high tides. A red light marks

the channel end of each breakwater. A lighted sign on

either side of the barrier is used to indicate whether the

barrier is in the open or closed position. A flashing red

light is shown from the control tower when the gate is

about to be closed. The channels are well marked by

navigational aids, and, in addition, the entrance channel is marked by a 358° lighted range.

Anchorages

(142) A dredged anchorage area with depths of 12 to 18

feet is north of the breakwaters and just westward of

the line of the range lights, about 0.1 mile eastward of

Highwater Rock. Small craft can anchor off the yacht

club and southward or southeastward of Rhode Island

Rocks in depths of 5 to 7 feet. All anchorages in the

outer harbor are exposed to southerly and southwesterly winds.

Dangers

(143) The Cows comprise a cluster of rocks, almost bare

at low water, about 0.8 mile south-southeast of Shippan

Point. Between them and the point is an area of foul

ground and rocks bare and awash that extends 0.4 mile

southward of Shippan Point. A lighted bell buoy is

about 0.2 mile south of The Cows. Harbor Ledge, about

200 yards south of the west breakwater, consists of

rocks and a ledge marked by a private light.

Tides

(144) The range of tide is 7.2 feet.

Currents

(145) The flood current at the entrance to the harbor has a

velocity of 0.4 knot and sets 329°; the ebb has a velocity

of 0.8 knot and sets 134°. Inside the harbor the currents have little velocity and usually set fair with the

channel.

Ice

(146) The channel in West Branch is usually navigable

throughout the year, but in East Branch it is closed by

ice for several weeks during severe winters. Ice forms

in the harbor during most winters and usually extends

to a point just northward of the breakwaters. The channels are kept open as far as practicable by passing traffic.

(147) Prevailing winds are from the south and southwest

in the summer and from northeast during the winter

season.

(148) No particular directions are required. The range favors the west side of the channel and does not show

plainly until eastward of Stamford Harbor West Breakwater Light. In East Branch, caution is advised when

making the turn abreast Ware Island to avoid a rock

nearly awash at high water, eastward of the channel

line.

(149) The harbormaster at Stamford can be contacted

through the Stamford Police Department. A police boat

makes routine patrols of the harbor during the boating

season. A 6 mph speed limit is enforced in the harbor.

Wharves

(150) The commercial wharves along East Branch and

West Branch are of the bulkhead and apron type, all are

privately owned, and some are open to the public. Spur

tracks from the railroad serve the facilities in East

Branch.

Small-craft facilities

(151) There are excellent facilities for small craft in both

East and West Branches. (See the small-craft facilities

tabulation on chart 12364 for services and supplies

available.)

Western Long Island Sound ■ Chapter 9 ■ 329
(152) Dolphin Cove, 0.6 mile west of the entrance channel to Stamford Harbor, is a privately owned Lagoon

and marine facility. No anchoring is allowed.

Charts 12367, 12364

(153) Captain Harbor, on the north shore of Long Island

Sound westward of Greenwich Point and northward of

Great and Little Captain Islands, affords shelter from

all winds for vessels drawing 12 feet or less. The depths

at the anchorage in the deeper part of the harbor, about

0.5 mile northward of Great and Little Captain Islands,

are 15 to 30 feet. Vessels of less than 7-foot draft anchor

on the flats. The bottom is soft, but the entire harbor

and entrances are characterized by boulders. Strangers

should proceed with caution, especially on the flats and

other shoal areas. The eastern entrance to Captain Harbor, between Flat Neck Point and Little Captain Island,

is the clearer and better one for strangers. The western

entrance, northwestward of Great Captain Island, is

easy of access, but the broken ground there requires

caution.

(154) Greenwich Point, 1.7 miles southwestward of

Stamford Harbor West Breakwater Light, is characterized by a low grassy hill. Reefs extend 0.3 mile southeastward from Greenwich Point. Woolsey Rock near

the easterly end of the reefs is bare at low water. A buoy

marks these dangers.

(155) Flat Neck Point, the western end of Greenwich

Point, is wooded. A reef with bare and submerged rocks

extends nearly 0.3 mile southwestward and westward

from Flat Neck Point. About 0.2 mile northwestward of

the point, the boiler of a wreck, marked by a private seasonal buoy, shows above high water.

(156) Greenwich Cove opens into Captain Harbor from

eastward, north of Flat Neck Point. The cove is used for

mooring local craft. Depths decrease from 8 feet in the

outer cove to less than 3 feet in the eastern part of the

cove. Old Greenwich is on Greenwich Cove.

(157) Cos Cob Harbor, on the northeast side of Captain

Harbor, has a dredged channel through it which extends 1.3 miles northward through the Mianus River to

the head of navigation at Mianus. In August 2003, the

controlling depth was 6 feet at midchannel to the bascule railroad bridge, thence 2.8 feet (4.8 feet at

midchannel) to the fixed highway bridge, thence 4.8

feet at midchannel (except for shoaling to 1.1 feet in the

lat 300 feet of the dredged channel) to the head of navigation at Mianus. Shoaling is reported to be abrupt

along both edges of the channel. The channel is buoyed

to the first bridge; above this point the channel may be

followed by steering a midchannel course between the

marsh banks.

Anchorages

(158) Special anchorages are in Cos Cob Harbor. (See

110.1 and 110.58, chapter 2, for limits and regulations.)

(159) There are several dangers off the entrance of Cos

Cob Harbor that must be avoided; most are buoyed.

These include Newfoundland Reef, covered 4 feet, a

mile northeastward of Little Captain Island; Red Rock,

which uncovers 7 feet, 0.5 mile west of Newfoundland

Reef; Hitchcock Rock, awash at low water, 0.3 mile

northwestward of Newfoundland Reef; and Pecks Rock,

bare at low water, 0.2 mile north of Hitchcock Rock.

(160) The Riverside Yacht Club, on the east side of Cos

Cob Harbor and about 0.5 mile below the first bridge, is

prominent.

(161) Mianus River is crossed by the Metro-North railroad bascule bridge with a clearance of 20 feet, and by a

highway fixed bridge with a clearance of 45 feet, about

0.4 mile to the northward. (See 117.1 through 117.59

and 117.209, chapter 2, for drawbridge regulations.)

(162) Several marinas and boatyards are along the west

side of the river from above the railroad bridge to the

head of navigation. (See the small-craft facilities tabulation on chart 12364 for services and supplies available.)

(163) Mianus, at the head of navigation on the river, is

the site of an abandoned sand and gravel wharf.

(164) Indian Harboris a narrow inlet on the north side of

Captain Harbor, about 1 mile west of Cos Cob Harbor. A

channel with a depth of about 7 feet passes about 200

feet westward of Tweed Island and follows the west bank

to the bulkhead on the west side of the cove 300 yards

above the entrance. Small craft can anchor in the channel just above this point, favoring the bulkhead. A large

prominent white residence with red roof and adjacent

white clock tower is on the point separating Smith

Cove and Indian Harbor. A 5 mph speed limit is enforced in the harbor.

(165) Depths of 6 feet or less extend 250 yards southward

from the point separating Smith Cove and Greenwich

Harbor. Bare ledges extend 200 feet southward of the

point. The yacht club on the point usually maintains

lights on a flagstaff during the summer. The depth is

about 7 feet at the landing of the Indian Harbor Yacht

Club.

(166) Greenwich Harbor, on the north side of Captain

Harbor and northeastward of Field Point, is entered

through a dredged channel that leads northward 1.2

miles to the head. The channel is buoyed for about 0.8

mile. In August 2007, the controlling depth in the

channel was 7.2 feet, with shoaling to 5.7 feet at the

head of the channel. Depths of 1.1 to 5.7 feet were available in the northerly basin, except for shoaling to bare

330 ■ Chapter 9 ■ Coast Pilot 2
in the northwest corner, and depths of 3.1 to 7.0 feet

were available in the southerly basin, except for shoaling to bare along the west edge.

(167) A 5 mph speed limit is enforced in the harbor.

(168) Greenwich is a city on the railroad at the head of

the harbor. The wharves are along the point on the east

side of Greenwich Harbor. The harbormaster at Greenwich can be contacted through the Greenwich Police

Department. A police boat patrols the harbor during

the summer season.

(169) Several private yacht and boat clubs are in Greenwich Harbor. Gasoline and diesel fuel are available at a

small-craft facility on the west side of the harbor at

Grass Island. During the summer, a ferry operates from

the town landing at the head of the harbor to Little

Captain Island, Great Captain Island, and Calf Islands.

(170) Byram Harbor, a bight used by small craft, is at the

northwest end of Captain Harbor, just northward of

Calf Islands. Wilson Head, 2 feet high, on a reef that

uncovers, is in the middle of the entrance of the bight

and is marked by a buoy off the eastern end. The entrance to Byram Harbor from eastward lies between Otter Rocks and Bowers Island. Otter Rocks, which

uncover 3 feet, are marked by a lighted buoy about 150

yards to the southward; a submerged rock is close

northward of the buoy. Bowers Island, just eastward of

Calf Islands, is marked by a clump of trees and surrounded by a drying reef; a buoy marks the north end of

the reef. A rocky ledge makes out from the point 300

yards northwestward of Otter Rocks, and is marked by a

buoy. Private small-craft facilities are on the west side

of the harbor.

(171) The southeastward approach to Byram Harbor is

buoyed. A narrow channel also leads to the harbor from

southwestward, passing southward of Huckleberry Islands and between the northwest one of the Calf Islands

and the two nearest rocks, which are sometimes

marked by a private daybeacon. The rocks 90 yards off

the southwest end of Huckleberry Islands are bare at

low water.

(172) Grassy Rocks, 0.3 mile westward of the southerly

tip of Calf Islands, uncover 7 feet. The four large ledges

northwestward and westward of Grassy Rocks generally

show at low water.

(173) Jones Rocks, partly bare at high water, are at the

southeast end of the foul ground that extends over 0.2

mile southeastward from the south end of Calf Islands.

The rocks are marked by a light.

(174) Cormorant Reef, northward of Great Captain Island, partly bare at high water, has a rock 4 feet high on

Western Long Island Sound ■ Chapter 9 ■ 331
the eastern end. A buoy is off the southern end of the

reef.

(175) Great Captain Island, 2.6 miles southwestward of

Greenwich Point, is 0.4 mile long, fringed with reefs,

and marked near its southeast end by a light. A municipal bathing beach and ferry landing are on the island.

The landing has reported depths of about 3 feet. A buoy

marks the reef making off 0.3 mile from the southwestern end. The passage between Great and Little Captain

Islands is foul and not recommended.

(176) Great Captain Island Light (40°58'57"N.,

73°37'23"W.), 62 feet above the water, is shown from a

skeleton tower with a red and white diamond-shaped

daymark on the southeast part of the island. A fog signal is sounded at the light.

(177) Little Captain Island, a summer resort about 0.6

mile northeast of Great Captain Island, has a municipal

bathing beach and ferry landing. The landing has reported depths of about 8 feet. A reef extends about 250

yards northeasterly to Wee Captain Island. An area of

boulders and broken ground extends 0.4 mile eastward

and northeastward from the island and is marked by a

lighted gong buoy. Hen and Chickens, a group of rocks

and boulders about 0.4 mile northeastward of Little

Captain Island, is marked by a buoy on the north side.

Tides

(178) The mean range of tide is 7.3 feet.

Currents

(179) The tidal current in the entrance between Little

Captain Island and Flat Neck Point has a velocity of

about 0.7 knot. Between Jones Rocks and Cormorant

Reef the estimated velocity is 1 knot.

Ice

(180) Ice forms in the winter in all the coves and over the

greater part of Captain Harbor. It sometimes extends

out of the line of Little and Great Captain Islands.

(181) From eastward, a course of about 298° midway between the buoys marking the shoals off Flat Neck Point

on the east and Wee Captain Island on the west will

bring a vessel to a point 0.2 mile north of Hen and

Chickens Buoy 1A. From here a heading of 250°, with

the southerly tip of Calf Islands ahead, will lead to anchorage off the entrance of Greenwich Harbor.

(182) From westward, a course of 014° for Jones Rocks

Light 3 will lead into the Captain Harbor anchorage.

Proceed with caution when crossing the broken rocky

area on which the least found depth is 12 feet, extending 0.4 mile westward from the western end of Great

Captain Island. Vessels should pass 100 yards

southeastward of Jones Rocks Light, and over 100 yards

northward of the buoy northwestward of Cormorant

Reef, and steer 070° in the harbor.

(183) Port Chester Harbor, about 1.2 miles westward of

Great Captain Island, is the entrance to Byram River

which leads to the city of Port Chester and the town of

Byram (East Port Chester). The harbor entrance is between the breakwater that extends southward from

Byram Point on the north and North Manursing Island on the south; a light is on the outer end of the

breakwater. The lower section of the river forms the

boundary between New York and Connecticut.

(184) The harbor is entered from Long Island Sound

through a dredged channel that leads northward for 1.2

miles to a turning basin in Byram River, and thence for

another 0.15 mile to just below the Mill Street fixed

bridge, the head of practical navigation on the river. In

August-September 2005, the controlling depths were

8.8 feet at midchannel to the first fixed bridge about 0.8

mile above the entrance, thence 6.1 feet at midchannel

to the basin, thence 8.2 feet in the basin, thence in

1993, 3 feet at midchannel to just below the head of

navigation about 30 yards below the second fixed

bridge (Mill Street fixed bridge). The channel is marked

to a point about 0.3 mile above the entrance.

(185) The New England Thruway fixed bridge, with a

clearance of 60 feet, crosses the river about 0.8 mile

above the channel entrance.

(186) The approach to Port Chester is obstructed by

rocks, but is not difficult with the aid of the chart. From

southward it is safer to pass eastward of Bluefish

Shoal. Fourfoot Rocks may be passed on either side,

remembering that the buoy is at the south end of the

rocks. Entering the harbor, pass westward of Great

Captain Rocks, eastward of Manursing Island Reef, and

150 feet southward of Port Chester Light 4 on the end

of the breakwater. The channel in Byram River is fairly

well defined at low water, but requires local knowledge

for the best water; strangers should take it on a rising

tide and proceed with caution.

Tides

(187) The mean range of tide is 7.2 feet.

(188) Principal commerce is in building materials, fuel

oil, and petroleum products, carried in vessels drawing

5 to 14 feet. Barges discharge oil cargoes at a terminal

with reported depths of 12 feet alongside.

332 ■ Chapter 9 ■ Coast Pilot 2
Small-craft facilities

(189) There are several small-craft facilities in Port Chester Harbor, and on the Byram River at Port Chester and

Byram. (See the small-craft facilities tabulation on

chart 12364 for services and supplies available.)

(190) The area from Great Captain Island southwestward

is fringed with rocks, bare and submerged, and foul

ground. Great Captain Rocks, part of a reef 0.3 mile

southeastward of Port Chester Light, uncover 5 to 6

feet; a buoy marks the southern end of the reef. Transport Rock, about 0.3 mile south-southwestward of

Manursing Island, is part of several ledges generally

bare at high water which extend some 0.3 mile offshore. An opening suitable for small craft leads to Rye

Beach; it is buoyed.

(191) Playland, a recreational center at Rye Beach, about

2.4 miles southwest of Great Captain Island, has prominent twin towers at the entrance which are conspicuous from a southeasterly direction. Westward and close

to the north breakwater is a former ferry landing in disrepair. A breakwater extends eastward from the south

end of Rye Beach. The area between the former ferry

landing and the south breakwater is reserved for swimming.

(192) Forbes Rocks, about 0.4 mile south of the Rye

Beach breakwater, are partly bare at low water, on a reef

with depths of 4 to 11 feet that extends 250 yards to the

southward and eastward. A buoy marks the east end of

the reef. A channel good for a depth of 9 feet leads

southward of buoyed Forlies Rocks to the ruins of a

wharf at Oakland Beach. Another channel with a least

depth of 8 feet leads southward from Oakland Beach to

the sound.

(193) Porgy Shoal, about 0.8 mile south of the Rye Beach

breakwater, has a least found depth of 5 feet; it is

marked by a lighted buoy.

(194) Scotch Caps are three rocky islets 1.4 miles southwestward from Porgy Shoal and on the northwest side

of the extensive reefs which make out 0.9 mile southwestward of Milton Point. The southerly end of the

reefs is marked by a lighted bell buoy about 0.6 mile

southward of Scotch Caps. The entire area of the reef

northward and northeastward of the lighted bell buoy

is very broken and should be avoided even by small

craft in the absence of local knowledge.

(195) West Rock, just south of the south end of Scotch

Caps, is marked by a buoy.

(196) Milton Harbor, between Peningo Neck and Hen Island, is used as a summer anchorage by small pleasure

craft. It is protected from all but southwesterly winds.

The harbor depths decrease from 8 feet between Scotch

Caps and the southwest end of Hen Island to 6 feet

abreast Milton Point.

(197) Foul ground is on the northwest side near Hen Island; otherwise the principal danger in the harbor is a

rock bare at low water and marked by a buoy a little

northward of midway between Milton Point and the

northeast end of Hen Island. The best entrance is between the buoys 0.4 mile southwestward of Scotch

Caps.

(198) A yacht club and landing are near the southwest

end of Milton Point. Near the clubhouse is a prominent

white flagstaff from which lights are exhibited from

sunset to sunrise during the summer.

(199) A dredged channel, marked by buoys, leads

through the harbor from about 400 yards northward of

Milton Point to the city boat basin and marina below

Mill Pond. In October 2006, the midchannel controlling depth was 1.9 feet to the boat basin, thence 1.2 feet

at midchannel in the basin's north channel and 4.5 feet

at midchannel in the basin’s south channel; in

1980-1981, depths of 2 to 6 feet were available in the

center of the basin. Two boatyards are in the harbor.

The largest marine railway can handle craft up to 40

feet in length; gasoline, water, ice, marine supplies, and

complete engine and hull repairs are available. The city

harbormaster is at the boat basin.

(200) Mamaroneck Harbor, an open bight between Hen

Island and Delancey Point, is exposed to southerly

winds, but affords shelter against northerly weather.

Depths in the outer harbor range from 7 to 12 feet. Important dangers are buoyed; these include Outer

Steamboat Rock, near the dredged channel entrance,

and Ship Rock, about 0.5 mile southeastward of Outer

Steamboat Rock.

(201) About 1 mile northwest of Outer Steamboat Rock is

the incinerator tower, a red brick building with a large

glass tower, which is a prominent landmark.

(202) The harbor is entered through a dredged channel

that leads about 0.5 mile west-northwestward to the intersection with two dredged branch channels leading

to basins northward and westward of the junction. The

entrance channel and the branch channel to the northern basin are marked by lighted and unlighted buoys.

(203) In May 2007, the controlling depths in the dredged

channels were 9.7 feet in the entrance channel to the

junction with the branch channels, thence 8.4 feet in

the channel leading northward to the east basin,

thence 9 feet in the smaller anchorage at the southwest

side of the basin with 6 feet in the larger basin northeastward (except for shoaling to 0.5 foot in the far

northeast corner), thence 6 feet from the junction to

the western basin with 6 feet in the basin. The basins

are usually filled with moorings of local craft.

Western Long Island Sound ■ Chapter 9 ■ 333
Caution

(204) A pipeline covered about 6 feet crosses the western

branch channel about 50 yards above the junction.

Mariners are advised to exercise caution and reduce

speed while transiting this area.

Tides

(205) The mean range of tide is 7.3 feet.

(206) The harbormaster has an office on the south side of

Harbor Island. The harbormaster controls all moorings

and can be contacted on VHF-FM channel 16; call sign

WZX-8038. A speed limit of 5 mph is enforced in the

harbor. A village police boat patrols the harbor during

the summer season.

(207) The town of Mamaroneck extends from both sides

of the harbor. Petroleum products, carried by barges,

are the main commerce in the harbor.

No-Discharge Zone

(208) The State of New York, with the approval of the Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in Mamaroneck Harbor. The

NDZ includes waters north of a line drawn in a northeasterly direction from the southern tip of the sea wall

at Orienta Point to a point on the mainland immediately north of Spike Island (see chart 12364 for limits).

(209) 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).

Supplies and repairs

(210) There are numerous boatyards and marinas in

Mamaroneck Harbor. (See the small-craft facilities tabulation on chart 12364 for services and supplies available.)

(211) Foul ground extends southwesterly from eastward

of Delancey Point to the Larchmont Harbor breakwater

off Edgewater Point, on the east side of the harbor entrance; a light is on the end of the breakwater. Hen and

Chickens, a reef bare at low water in places, lies off the

harbor entrance; surrounding depths are 8 to 17 feet on

the outer parts of the reef. About 0.3 mile westward of

the breakwater light is Dauntless Rock, covered 8 feet,

and surrounded by depths of 14 to 16 feet. These dangers are buoyed.

(212) Larchmont Harbor is between Edgewater Point

and Umbrella Point and about 2.5 miles northward of

334 ■ Chapter 9 ■ Coast Pilot 2
Execution Rocks Light. The harbor is the headquarters

of the Larchmont Yacht Club. Anchorage depths range

from about 12 feet in the entrance to 5 feet near Great

Knob, an islet in the north central part of the harbor. In

summer the harbor is full of mooring buoys for small

yachts. The rocks on the west side are marked, whereas

unmarked shoals extend 200 yards from the eastern

shore. The anchorage for larger vessels is westward of

the breakwater.

(213) Umbrella Rock, marked by a buoy, is 250 yards

eastward of Umbrella Point. A few rocks of a breakwater, which was started on Umbrella Rock, are awash at

high water. North Ledge, bare at half tide, is near the

western shore southeastward of the yacht club; it is

marked by a private daybeacon. The principal landing,

with a reported depth of about 6 feet alongside, is on

the southeast side of the yacht club and is lighted from

sunset to sunrise.

(214) Larchmont Harbor may be entered on either side of

Hen and Chickens. The easterly entrance, about 100

yards southwestward of the end of the breakwater, is

about 300 yards wide and has a depth of about 15 feet.

(215) Horseshoe Harbor is a small cove just westward of

Larchmont Harbor. A prominent gray building is at the

head. The cove is used as a small-boat anchorage.

(216) Echo Bay, about 1 mile southwestward of Umbrella

Point and 2 miles northwestward of Execution Rocks

Light, is the principal approach to New Rochelle. The

bay is entered between Premium Point on the northeast and Davenport Neck on the southwest. Hicks

Ledge, about 0.5 mile off the entrance, is covered 6 feet

and marked on the south side by a buoy.

(217) Middle Ground, an extensive shoal with a reef that

uncovers 6 feet, lies about 0.5 mile south-southwestward of Hicks Ledge. Emerald Rock, covered 9 feet, is

off the west side of the shoal and marked by a buoy. A

buoy marks the north end of the shoal.

(218) Bailey Rock, which uncovers 4 feet, is near the end

of a reef that extends about 200 yards off the point of

Davenport Neck. The rock is marked by a lighted buoy.

(219) The bay is an anchorage for small craft and generally is fully occupied during the summer. Depths range

from 4 to 15 feet. Small craft can anchor in the shallow

cove on the northeast side of the harbor, entering between Harrison Island and the rocky, grassy islet off

the northwest side of Echo Island. Vessels can anchor

in the general anchorages on either side of the entrance, in depths of 20 to 24 feet. (See 110.1 and

110.155 (a) (2), (a) (3), and (1), chapter 2, for limits

and regulations.) Vessels should not anchor near the

sewer outlet in the middle of the bay. A special anchorage is in Echo Bay. (See 110.1 and 110.60 (b-1), chapter 2, for limits and regulations.)

(220) A 4 mph speed limit is enforced in Echo Bay.

(221) A dredged channel, on the northwest side of Echo

Bay, leads to a municipal wharf and turning basin at

Beaufort Point. The channel is marked by buoys to the

turning basin. In October 1985, the controlling depth

was 81⁄2 feet at midchannel to the basin, with 61⁄2 to 7

feet in the basin.

(222) The area northward of the turning basin, locally

known as Ferris Creek, is shoal with extensive mud

flats that bare at low water. Southwesterly of the turning basin, the depth varies from 9 feet to bare at the

head of the harbor.

(223) New Rochelle is a city on the western shore of Echo

Bay.

(224) The municipal wharf is on the northeast side of

Beaufort Point. The city police patrol boats usually

moor alongside the wharf. A small-craft facility and a

municipal marina are in the northern part of Echo Bay.

Berths, electricity, gasoline, diesel fuel, water, ice, and

lifts to 25 tons are available; hull and engine repairs can

be made. The municipal marina monitors VHF-FM

channel 16.

(225) Pine Island, between Davenport Neck and Middle

Ground, is rocky, covered with brush, and occupied by

several cottages. A small private landing is on the west

side of the island. Two bare rocks and a long bare ledge

are southwestward of the island.

Charts 12366, 12364

(226) Davids Island, southward of Davenport Neck, is the

site of ruins of Fort Slocum, an inactive U.S. Government reservation now owned by the city of New Rochelle. The island is marked by a tank on its north end

and a square chimney on its southeast end. A ferry landing on the west side of the island was in disrepair in

1987. Reefs partly bare at low water, marked by a lighted

buoy, extend about 0.2 mile northward of Davids Island.

(227) Davids Island is surrounded on its east and south

sides by a foul area of islands and rocks, the passages

between which should not be used by strangers, even in

small craft. Huckleberry Island, at the eastern end of

the group, is wooded. Pea Island, about 0.3 mile southeastward of Davids Island, is grass covered, and rocks

bare at low water are southeastward of it. Columbia Island has been improved by a seawall, making it about

150 feet square, with a pier 150 feet long on the west

side.

(228) An obstruction, covered 17 feet, has been reported

in about 40°52.4'N., 073°45.4'W. about 0.3 mile

south-southeastward of Pea Island. Mariners are advised to exercise caution while navigating in this area.

(229) Execution Rocks, about 1.4 miles eastward of

Davids Island, consist of many boulders and shoals of

Western Long Island Sound ■ Chapter 9 ■ 335
considerable extent, marked by a light and buoys. Broken bottom, covered 5 to 19 feet, extends about 0.7 mile

northward from the light.

(230) Execution Rocks Light (40°52'41"N., 73°44'16"W.),

62 feet above the water, is shown from a white stone

tower with a brown band midway of its height, attached

to a granite dwelling.

(231) Middle Reef, 0.5 mile southward of Davids Island,

has some boulders which show at high water. East

Nonations and South Nonations are rocks that uncover 4 feet between Middle Reef and Hart Island.

South Nonations is marked on its south side by a

lighted bell buoy.

(232) Aunt Phebe Rock, 300 yards west of Davids Island,

is bare at half tide and marked by a light. In May 1976,

an obstruction covered 4 feet was reported about 400

yards northwestward of the light. Mariners are advised

to exercise caution while navigating in this area.

(233) Goose Island, between Davids Island and Glen Island, is almost completely surrounded by a rock breakwater, and has several bare rocks to the westward and

southward. A house on pilings is prominent on the island.

(234) Glen Island, 0.4 mile west of Davids Island, is a

public park used as a pleasure resort. Special permits

are required prior to using the launching ramp on the

island. A light is on the north end of the island. A beach

protected by two jetties is on the southeast end of the

island. The channel on the northwest side of Glen Island is much used as an anchorage by small craft, particularly those bound to the club on Travers Island to

the westward. The channel has a depth of about 7 feet. A

no wake speed limit is enforced. Glen Island Channel,

marked by buoys, is on the south-southwest side of the

island. The channel entrance is between Hog Island

and Glen Island and runs along the southwest edge of

Glen Island to the channel between Travers Islands and

Glen Island. In 1990, the controlling depth in the channel was 61⁄2 feet except for a 21⁄2 foot shoal spot in the

west side of the channel about 100 yards northwest of

Glen Island Channel Buoy 6.

(235) New Rochelle Harbor lies between the mainland,

and westward of Davenport Neck, and Glen Island; it is

off the southerly part of the city of New Rochelle. However, the main access of New Rochelle is through Echo

Bay, previously discussed.

(236) New Rochelle Harbor is entered between Glen Island and Davenport Neck. An approach channel, with a

depth of about 13 feet, leads from south-southwest of

Davids Island northward to a point abreast the former

ferry wharf on the island, thence through deeper natural water between Aunt Phebe Rock and Corning Rock

northward to the entrance to the harbor. A reef, bare at

low water, makes off the west side of Davids Island

opposite the buoy marking Corning Rock. Another approach channel, through deeper water, leads from the

northeast between Davids Island and Davenport Neck

to the entrance. Both channels are well marked. In

1990, the narrow dredged channel in the harbor had a

controlling depth of 51⁄2 feet (61⁄2 feet at midchannel) to

within 100 yards of the dam at the head.

Anchorage

(237) Anchorage is not recommended in the harbor because of its congestion. General and special anchorages

are in adjacent waters southerly, extending as far as

City Island and Locust Point. (See 110.1, 110.60 (b),

(c), (c-1), and (d) through (f), and 110.155 (a) (1),

(a) (4), and (1), chapter 2, for limits and regulations.)

(238) Several yacht clubs, marinas, and boatyards are in

New Rochelle Harbor. (See the small-craft facilities

tabulation on chart 12364 for services and supplies

available.)

(239) A bascule bridge connecting Glen Island with Neptune Island has a clearance of 13 feet. (See 117.1 through

117.49, chapter 2, for drawbridge regulations.) Just

south of the bridge is a yacht club on the east side of

Neptune Island.

(240) Orchard Beach, about 1 mile southwestward of

Davids Island, is a park developed by the State of New

York on the filled-in area between Hunter Island, to the

north, and Rodman Neck, to the south. The inshore water areas off the crescent beach are a swimming area

and are closed to general navigation. The swimming

area is marked by private buoys. A bathing pavilion and

a flagstaff are prominent. Chimney Sweeps, two prominent bare rocks, are about 0.4 mile east of the beach.

(241) Hart Island, about 1.8 miles southwest of Execution Rocks Light, is the site of a New York Department

of Correction facility. A stack on the southern part of

the island and the buildings on the island are prominent. A reef extends about 200 yards southeastward

from the south end of the island and is marked by a

light. Caution is advised to avoid the 9-foot obstruction

and the wreck with 13 feet over it which are 0.3 mile

west of the light.

(242) Rat Island is a high bare rock about 0.4 mile west of

Hart Island. The Blauzes, 13 feet high, are a part of the

reef which extends 0.3 mile northwestward from the

north end of Hart Island.

(243) The channel between City Island and Rodman Neck

is used extensively as an anchorage by small pleasure

craft during the summer. A no wake speed limit is enforced. Boat clubs and railways for small craft are on

the northwest side of City Island. The shores are generally fringed with boulders and should be approached

with caution. The north shores of High Island and City

336 ■ Chapter 9 ■ Coast Pilot 2
Island northeastward of the bridge are very foul, and

boats should avoid the shoals with depths less than 12

feet on that side.

(244) City Island is connected with Rodman Neck by a

highway swing bridge, kept in the closed position, with

a clearance of 12 feet. (See 117.779, chapter 2, for

drawbridge regulations.) Currents at the bridge are

variable and at times exceed 1.5 knots. (See the Tidal

Current Tables.)

(245) City Island Harbor, also called Hart Island Roads,

is between Hart Island and City Island. It is well sheltered from easterly and westerly winds and is an important anchorage for coasting vessels in the western end

of Long Island Sound. Besides serving as a harbor of

refuge, it is often used by vessels desiring pilots or

towboats, or awaiting orders. A spire in the center of

City Island and a steeple in the northerly part of the island are conspicuous objects.

(246) In September 1993, a submerged wreck was reported in about 40°50'36"N., 73°46'30"W.

(247) City Island, on the northeast side of Eastchester

Bay, is narrow and over 1 mile in length. It is thickly

settled and has a commercialized appearance. The west

side is residential, and the east side is industrialized

with several shipyards and other marine-related facilities.

Pilotage, City Island

(248) A pilot boat of United New York New Jersey Sandy

Hook Pilot Association moors at City Island. See Pilotage, New York Harbor from Long Island Sound (indexed as such), chapter 11.

(249) High Island is 200 yards northeastward of the

north end of City Island to which it is connected by a

fixed footbridge with a clearance of 11 feet. The ground

under the bridge is reported to bare about 1 foot at low

water. A 528-foot-high radio tower, marked on top by

red lights, is prominent on High Island.

Anchorages

(250) The usual anchorage for deep-draft vessels is

southeastward of City Island, southward of a line joining the south ends of Hart and City Islands. When anchoring, avoid Deep Reef, a small rocky patch covered

25 feet. Other general and special anchorages are in

the vicinity. (See 110.1, 110.60, and 110.155, chapter 2, for limits and regulations.)

(251) A long pier in ruins and a wide stone pier, the top of

which is used as a parking area, are at the south end of

City Island at Belden Point. The western shore of Hart

Island and the wharves on City Island should be given a

berth of about 150 yards.

Tides

(252) The mean range of tide is 7.2 feet.

Currents

(253) The tidal current has a velocity of about 0.3 knot.

(254) Ice seldom interferes with navigation of powered

vessels.

Supplies

(255) Gasoline, lubricants, and marine supplies of all

kinds are available at City Island. Water is piped to

some of the wharves; ice, electrical connections, guest

moorings, and dry and wet storage are readily available.

Small-craft facilities

(256) Many boatyards are on the east and northwest sides

of City Island. (See the small-craft facilities tabulation

on chart 12364 for services and supplies available.)

Communications

(257) Buses serve the subway system of New York City.

(258) Eastchester Bay, between City Island and Throgs

Neck, has general depths of 7 to 10 feet in the lower part

and 3 to 5 feet in the upper part. The shores of the bay

are fringed with boulders, and there are many shoals

and several wrecks. Caution is essential, especially

where the depths are not more than 3 feet greater than

the drafts. Hutchinson River empties into the north

end of the bay.

(259) A channel marked by buoys leads through

Eastchester Bay from 1.1 miles west of Belden Point to

the mouth of Hutchinson River. A dredged channel

marked by buoys leads from the mouth for about 2.8

miles to the head of navigation at the city of Pelham.

(260) In July 2007, the midchannel controlling depths

were 4.8 feet from Eastchester Bay Channel Lighted

Buoy 2 to the Hutchinson River Parkway Bridge,

thence 2.5 feet at midchannel to the junction of the

East Y and West Y at Pelham, thence 2.8 feet in the entrance to East Y with shoaling to bare at the northern

end and shoaling to bare in West Y; mariners are cautioned that depths along the sides of the channel are

considerably less than midchannel.

Anchorages

(261) Special anchorages are in Eastchester Bay. (See

110.1 and 110.60 (d), (e), and (f), chapter 2, for limits and regulations.)

(262) The dangers in Eastchester Bay are few: Big Tom,

on the east side near the entrance, is bare at low water,

and other rocks around it show at extreme low tides;

Western Long Island Sound ■ Chapter 9 ■ 337
these are buoyed. Cuban Ledge, covered at half tide, is

marked by a daybeacon and Cuban Ledge Lighted Buoy

2 close southwestward. Numerous rocks and shoals are

on both sides of the channel near the entrance to

Hutchinson River.

(263) Bridges and overhead cables crossing Hutchinson

River are listed by type, distance above the dredged

channel entrance, and clearance as follows: bascule,

0.35 mile, 13 feet; rolling lift, 0.5 mile, 8 feet; overhead

power cable at bridge, 130 feet; bascule, 0.9 mile, 30

feet; fixed, 1.9 miles, 50 feet; fixed, 2.1 miles, 50 feet;

overhead pipeline, 2.5 miles, 130 feet; bascule, 2.6

miles, 6 feet. (See 117.1 through 117.59 and

117.793, chapter 2, for drawbridge regulations.)

(264) The Pelham Parkway bascule bridge, 0.35 mile

above the entrance and the Amtrak lift bridge, 0.5 mile

above the entrance, are equipped with radiotelephones.

The bridgetenders monitor VHF-FM channel 13; call

signs KU–9758, KU–6095, and KXS–298, respectively.

(265) Eastchester is a village on the west side of the

Hutchinson River about 1.5 miles above Pelham Highway Bridge. Commerce on the river to Eastchester is in

building materials, fuel oil, and petroleum products.

Pelham is on the east side of the river above

Eastchester.

(266) Weir Creek is a bight on the west side of the bay

near the entrance.

(267) There are numerous small-craft facilities in

Eastchester Bay. (See the small-craft facilities tabulation on chart 12364 for services and supplies available.)

(268) Locust Point is about 0.8 mile southeastward of

Weir Creek. A cove just southwestward of the point provides small-boat shelter. Rocks, bare at low water, are

on the north side of the approach. The entrance has a

depth of about 5 feet. Inside the cove, depths range

from 20 feet at the south end to about 4 feet at the

north end. A yacht club and marina are in the cove. A

marina at the head of the cove has a mobile hoist that

can handle craft to 30 tons for engine and hull repairs.

Gasoline, water, ice, and marine supplies are available

at the marina; depths of about 7 to 10 feet are reported

at the wharf.

(269) The northern approach viaduct of the Throgs Neck

Bridge crosses the cove from Locust Point to Throgs

Neck. The fixed spans of the viaduct have a minimum

clearance of 123 feet.

Tides and currents

(270) The mean range of tide is about 7 feet. Tidal currents have a velocity of 0.4 knot in the vicinity of Big

Tom, and 0.8 knot at Pelham Bridge.

Charts 12363, 12364

(271) Old Field Point, about 5 miles southward of

Stratford Shoal (Middle Ground) Light, is a low bluff

with a light and an abandoned tower on its summit.

Boulders extend a short distance off the point, and the

light should be given a berth of about 0.3 mile, even by

small craft. A gong buoy is 0.6 mile northward of the

point. Depths of 14 to 18 feet are found about 0.4 mile

northward of the light.

(272) Crane Neck Point, 2 miles westward of Old Field

Point, is a bare conspicuous bluff about 90 feet high

and covered on top with brush.

(273) Smithtown Bay, a broad open bight on the south

side of the sound, extends 7 miles westward from Crane

Neck Point. Rocky shoals extend 1 mile in places from

the shore, the water shoaling abruptly from 51 feet in

places. A good summer anchorage in 30 to 50 feet sheltered from easterly winds is found about 1 mile southward of Crane Neck Point.

(274) Stony Brook Harbor is a narrow shallow bay in the

southeastern part of Smithtown Bay. The approach to

the harbor from the bay is over a bar which extends 0.8

mile off the entrance; the outer end of the bar is marked

by a seasonal lighted buoy and the approach to the harbor is marked by private lighted buoys. In June 1981,

31⁄2 feet was reported over the bar. A private seasonal

daybeacon is on the east side of the entrance to the harbor. Two branch channels lead from the entrance into

the harbor; one leads southwestward to a steel

bulkheaded yacht club wharf and pavilion at the village

of Stony Brook, 0.5 mile inside the entrance, and the

other, Porpoise Channel, leads westward to a yacht

club at the northwestern end of the harbor; gasoline is

available at both clubs. In 1994, a depth of 6 feet was reported in both the southwesterly channel and Porpoise

Channel. The channels are marked by private seasonal

lighted and unlighted buoys and a private seasonal

daybeacon. The buoys are periodically moved to mark

the best water.

(275) A speed limit of 5 mph is enforced in Stony Brook

Harbor and Porpoise Channel.

(276) Small-craft facilities are in the harbor. (See the

small-craft facilities tabulation on chart 12364 for services and supplies available.)

(277) The railroad station is about 1 mile from the wharf

at Stony Brook.

(278) A high bluff is between Stony Brook Harbor and

Nissequogue River, another between Nissequogue

River and Sunken Meadow Creek, and bluffs in places

between Sunken Meadow Creek and Northport Bay.

338 ■ Chapter 9 ■ Coast Pilot 2
(279) Nissequogue River, a shallow crooked stream

about 4 miles westward of the entrance to Stony Brook

Harbor, is entered through a privately dredged channel

that leads southward from Smithtown Bay for about

1.4 miles into the river. In 1995, the channel had a reported controlling depth of 8 feet. Rocks and shoals,

bare at low water, are on the bar outside the entrance.

Private seasonal lighted buoys mark the channel.

Strong tidal currents are reported in the channel. A

speed limit of 5 mph is enforced on the river. Guest

moorings, gasoline, water, and limited supplies are

available at a marina on the west side of the river, about

0.9 mile above the channel entrance. In 1995, a depth

of 3 feet was reported alongside the marina. A State

hospital, a group of buildings with green roofs, and two

large red brick chimneys are prominent about 0.5 mile

southwestward of the river entrance. Farther westward, a brick building and a stack are also prominent.

The railroad station is at Kings Park.

Charts 12365, 12364

(280) Northport Basin, about 10.5 miles westward of Old

Field Point Light and 2.7 miles southeastward of Eatons Neck Point, is a small privately maintained basin

with general depths of 7 to 20 feet, and formed by gravel

dredges working into the high bank; greater depths are

available. In 1977, the privately dredged entrance channel had a controlling depth of 12 feet. The channel is

marked by a private lighted buoy and unlighted buoys;

submerged jetties extend northward from the east and

west sides of the entrance. A dangerous rock is close

northward of the seaward end of the west jetty. The four

stacks of a power and light company on the east side of

the basin are prominent. A town launching ramp is in

the basin.

(281) An aquaculture site, marked by a private buoy, is

about 1.2 miles northwestward of the entrance to

Northport Basin.

Offshore Terminal, Northport

(282) An offshore platform for the receipt of oil, is off

Northport. The terminal is owned and operated by

Long Island Lighting Company (LILCO), Northport,

NY. The platform, with off-lying mooring buoys, is

about 1.6 miles northward of the entrance to Northport

Basin and about 2.4 miles eastward of Eatons Neck

Light. Submerged pipelines extend from the shore to

the platform. The platform is marked at its eastern end

by a private light, and at the western end by a private

light and fog signal.

(283) Upon the scheduled approach of an incoming vessel, the platform, voice call “LILCO Northport Power

Station” or “LILCO Dock at Northport”, monitors

VHF-FM channel 19.

Pilotage, Offshore Terminal, Northport

(284) Pilotage is compulsory in Long Island Sound for

foreign vessels and U.S. vessels under register. For

these vessels, pilotage to this terminal is available

from:

(285) Sound Pilots, Inc. (a division of Northeast Marine

Pilots, Inc.).

(286) Connecticut State Pilots (a division of Interport Pilots Agency, Inc.).

(287) For U.S. enrolled vessels in the coastwise trade, pilotage to this terminal is available from

(288) Connecticut State Pilots (a division of Interport Pilots Agency, Inc.),

(289) Constitution State Pilots Association,

(290) Long Island Sound State Pilots Association, Inc.,

and

(291) Sound Pilots, Inc. (a division of Northeast Marine

Pilots, Inc.).

(292) See Pilotage, Long Island Sound (indexed as such),

chapter 8, and Pilotage, New York Harbor and Approaches (indexed as such), chapter 11.

(293) The pilot serves as docking master and remains on

board on standby while the vessel is moored at the platform. Pilot services are arranged in advance through

ships’ agents or directly by shipping companies.

Tugs

(294) Tug service is available from New Haven, Providence, Brooklyn, or Staten Island on advance notice.

(295) Eatons Neck is a prominent wooded headland with

elevations of 100 feet or more, and marked at its north

end by a light and tower of Eatons Neck Coast Guard

Station.

(296) Eatons Neck Light (40°57'14"N., 73°23'43"W.), 144

feet above the water, is shown from a 73-foot white

stone tower; a fog signal is at the light.

(297) The northwest end of the neck is a spit in the form

of a hook which encloses Eatons Neck Basin. Eatons

Neck Coast Guard Station is at the head of the basin.

The basin is entered through a privately dredged cut

between two small riprap jetties about 0.5 mile southwestward of the light; the jetties are covered at half

tide. The channel between the jetties is buoyed, and

there are buoys farther inside the basin. The basin is

subject to frequent changes and the buoys in the basin

are not charted because they are frequently shifted in

position. In March-April 1994, depths of 10 feet could

be carried through the entrance. In July 1987, shoaling

to an unknown depth was reported in the entrance

channel.

Western Long Island Sound ■ Chapter 9 ■ 339
Caution

(298) Eatons Neck Basin Channel is maintained expressly to enhance the Eatons Neck Coast Guard Station’s rescue response. Further, Eatons Neck Basin has

become one of the most congested small-boat anchorages in the area in the summer. Mariners are cautioned

that heavy wakes from rescue craft departing the station may be experienced by small craft anchoring in

this area.

(299) Shoals with depths of 4 to 18 feet extend about 0.9

mile northward of Eatons Neck, and broken ridges extend northward for another 1.8 miles. The northern

end of each area is marked by a buoy.

(300) Huntington Bay, just westward of Eatons Neck, is

the approach to Northport Bay and Harbor, Centerport

Harbor, Huntington Harbor, and Lloyd Harbor. The

bay, protected against all but northerly winds, is an excellent anchorage for large vessels. Depths range from

36 to 25 feet, fairly close to its southern end, and anchorage can be selected according to draft and wind direction.

(301) An obstruction covered by 23 feet is about 0.8 mile

southwestward of Eatons Neck Light.

(302) A 017°56'–197°56' measured half nautical mile is

on the west side of Eatons Neck. Triangular orange

shore ranges mark the ends of the course.

(303) Anchorage with shelter from northwesterly winds

can be had for small vessels at the southwesterly end of

Huntington Bay, 0.4 mile northeastward of Huntington Harbor Light, in 18 to 36 feet. The arms of the bay

provide secure harbors; Northport Bay is used generally by the larger vessels.

Tides

(304) The mean range of tide is 7.4 feet.

Currents

(305) In Huntington Bay the velocity of the tidal current

is 0.5 knot off East Fort Point and 0.4 knot in the entrance to Northport Bay. (See the Tidal Current Tables

for predictions.)

(306) Duck Island Harbor is a shallow cove on the north

side of Northport Bay westward of Duck Island Bluff.

Depths range from 6 to 9 feet in the entrance. The

south side of Duck Island Bluff and the southeast side

of Winkle Point should be given berths of 300 and 400

yards, respectively, to avoid shoal water and inshore

rocks.

(307) A 5 mph speed limit is enforced in Duck Island Harbor.

(308) Northport Bay, which opens off the southeast end

of Huntington Bay, provides good anchorage in 20 to 50

feet in its western part, and in 8 to 11 feet in the eastern

half. The entrance to the bay is marked by a lighted

buoy, and the entrance channel, privately dredged to

about 12 feet, is buoyed.

(309) An amber light, maintained at the public landing

by the town of Northport, is a conspicuous mark at

night for vessels making the wharves at Northport.

(310) A privately dredged channel at the eastern end of

Northport Bay leads to a dredge basin formerly used by

a sand and gravel company on the north side of Bluff

Point. Several private landings and moorings are in the

basin. In 1994, the channel had a reported controlling

depth of 8 feet.

(311) Northport Harbor is at the southeastern end of

Northport Bay and is entered by a dredged channel that

leads along the waterfront of Northport and an anchorage basin west of the village. The channel is marked by

private seasonal buoys. In 1994, the controlling depth

was 5 feet in the channel with 5 to 6 feet available in the

anchorage basin. A channel leads from the town landing to a boatyard and marina at the southeast end of the

harbor and is marked by private seasonal buoys. In

1995, reported depths of 5 feet were available in the

channel. The boatyard channel is marked by buoys and

by a lighted buoy at the entrance; these aids are seasonal and privately maintained. An alternate channel,

marked by private buoys, with a reported controlling

depth of 2 feet in September 1990, leads from opposite

the public landing along the west side of the harbor to

the head. A 5 mph speed limit marker is in the entrance

to the harbor.

(312) Bird Island, a bird sanctuary in the southern part

of the harbor, is a low, grass-covered, man-made island.

Ice

(313) During severe winters, ice may close the harbor for

about 2 months.

Anchorage

(314) Vessels select anchorage according to draft in the

harbor; bottom is soft.

(315) A special anchorage is in Northport Harbor. (See

110.1 and 110.60 (a-2), chapter 2, for limits and regulations.)

(316) Northport is a village with bus communications on

the eastern shore of Northport Harbor. Depths at the

principal wharves are about 6 to 8 feet. The greatest

depth that can be taken to Northport is about 14 feet at

high water.

Small-craft facilities

(317) Several small-craft facilities are on the east side

and the head of the harbor, and a yacht club is on the

340 ■ Chapter 9 ■ Coast Pilot 2
west side. (See the small-craft facilities tabulation on

chart 12364 for services and supplies available.)

(318) Centerport Harbor is a shoal bight on the south

shore of Northport Bay just eastward of the entrance.

The harbor serves the small-boat interests of the village

of Centerport. In June 1981, a reported depth of about 7

feet could be taken through the privately dredged channel to the spit extending southwesterly from Little

Neck, thence about 3 feet to a boatyard on the west side

of the harbor just below the bridge. The channel is

marked by private seasonal buoys. Berths, moorings,

electricity, water, storage, marine supplies, and a

launching ramp are available. A flatbed trailer can haul

out craft to 32 feet; hull and engine repairs can be

made.

Anchorage

(319) A special anchorage is in Centerport Harbor. (See

110.1 and 110.60 (a-1), chapter 2, for limits and regulations.)

(320) Huntington Harbor, at the southwest end of Huntington Bay, is entered through a marked channel that

leads to an anchorage off Huntington Town Dock,

about 2 miles above the channel entrance. A depth of

about 8 feet can be carried in the channel. Huntington

Harbor Light (40°54'39"N., 73°25'52"W.), 42 feet above

the water and shown from a square concrete tower attached to a dwelling on a rectangular pier, is on the

west side of the entrance to Huntington Harbor and on

the south side of the entrance to Lloyd Harbor. A fog

signal is at the light.

(321) The channel is marked by a light and by lighted,

unlighted, and private unlighted buoys. Some of the

private buoys are seasonal.

(322) The wharf just southward of Huntington Town

Dock South is used by sand and gravel barges. The bay

constable has an office at the head of the harbor immediately southward of Huntington Town Dock North.

(323) A boulder reef, on the west side of the entrance, extends out to Huntington Harbor Light. An obstruction,

reported covered 41⁄2 feet, is 0.35 mile eastward of the

light.

(324) In March 1991, a dangerous wreck was reported between Buoys 9 and 11 in about 40°53'54.9"N.,

73°25'46.1"W.

Currents

(325) The tidal currents in the entrance channel have an

estimated velocity of 2 knots.

Anchorage

(326) A special anchorage is in Huntington Harbor. (See

110.1 and 110.60 (a), chapter 2, for limits and regulations.)

No-Discharge Zone

(327) The State of New York, with the approval of the Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in the Greater Huntington-Northport Bay Complex. The water bodies included

are Lower Huntington Bay, Northport Bay, Centerport

Harbor, Northport Harbor, Duck Island Harbor and

Price Bend. The northern boundary line extends from

the southernmost point at East Beach (Lloyd Harbor)

easterly to the southernmost point at West Beach

(Sand City Beach) (see chart 12365).

(328) 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).

(329) A 5-mph speed limit is enforced in the harbor.

(330) Huntington and Halesite are villages at the head of

the harbor. The yacht club landing on the east side of

the harbor has a depth of about 10 feet alongside. Gasoline, diesel fuel, berths, electricity, water, and ice can be

obtained here. Yachts may anchor off the landing, but

must keep clear of the channel.

(331) Coindre Hall, a large brick building with a red roof

and numerous chimneys at the entrance to the harbor,

and Huntington Hospital, well lighted at night, at the

head of the harbor are prominent.

Small-craft facilities

(332) There are several marinas, boatyards, and private

boat clubs in Huntington Harbor. (See the small-craft

facilities tabulation on chart 12364 for services and

supplies available.)

(333) Lloyd Harbor extends westward from Huntington

Bay nearly to Oyster Bay, from which it is separated by a

narrow strip of land. Vessels can anchor just inside the

entrance, in depths of 7 to 11 feet. The entrance to the

harbor is marked by buoys. A speed limit of 5 mph is

enforced in the harbor.

(334) Oyster Bay, on the south side of Long Island Sound

about 5 miles westward of Eatons Neck Light, lies between Lloyd Neck and Rocky Point and is the approach

to Cold Spring Harbor and Oyster Bay Harbor. The harbor is marked by Cold Spring Harbor Light

(40°54'48"N., 73°29'36"W.), 37 feet above the water,

and shown from a skeleton tower on a caisson with a

red triangular daymark. The entrance and harbor are

characterized by extensive shoals, boulder reefs, and

Western Long Island Sound ■ Chapter 9 ■ 341
broken ground making off from the shores. Vessels

should proceed with caution if obliged to approach or

cross shoal areas. The bay south of Cold Spring Harbor

Light is a secure harbor, available for vessels of less

than 18-foot draft.

(335) Lloyd Neck, between Huntington and Oyster Bays,

is high and wooded, and has a high, yellow bluff on its

north side 0.8 miles eastward of Lloyd Point. Many

patches of boulders having least depths of 2 to 8 feet extend 0.2 to 0.5 mile offshore from East Fort Point to

Lloyd Point. Small craft skirting this shore should keep

well outside the line of buoys.

(336) Lloyd Point, the north end of Lloyd Neck, is a low

spit. A rocky shoal extends 0.5 mile north-northeastward from Lloyd Point. A seasonal lighted gong buoy

about 1 mile northward of Lloyd Point marks the

northern limit of the 30-foot curve in this vicinity.

(337) Morris Rock, about 0.5 mile eastward of Lloyd

Point, is covered by a least depth of 2 feet. The rock is

marked by a buoy.

(338) The long jetty, about 0.6 mile southwestward of

Lloyd Point, forms the southern entrance point to The

Sand Hole, a pond that has been dredged into the spit

by a sand and gravel company. The pond is State controlled and may be entered by steering a midchannel

course through the entrance. It is used considerably by

local boats as an anchorage and harbor of refuge. The

holding ground is good.

(339) In June 1981, reported depths of about 12 feet were

in the entrance channel and about 4 to 22 feet in the basin.

(340) Rocky Point, the northern promontory of Centre

Island, is a small bluff on whose summit is a large

prominent house. An extensive foul area with depths of

2 to 17 feet extends about 1 mile northward of Rocky

Point. A bell buoy marks the northern end of this foul

area. This area is dangerous and should be avoided.

(341) A shoal area with depths of 4 to 11 feet extends eastward from Rocky Point nearly across Oyster Bay and is

marked near its eastern end by Cold Spring Harbor

Light. Small craft with local knowledge cross the shoal

at a distance of about 0.4 mile westward of the light, but

strangers should not attempt it.

Tides

(342) The mean range of tide is 7.4 feet.

Currents

(343) About 0.4 mile northwest of Cold Spring Harbor

Light the velocity is about 0.5 knot; about 0.2 mile

north of Cove Point, 1.2 miles southwestward, it is

about 0.8 knot. For predictions, the Tidal Current Tables should be consulted.

Ice

(344) During severe winters ice has been known to extend the full length of the bay during part of January

and February.

(345) Plum Point, the easternmost point of Centre Island, is marked at its south end by a small stone tower;

boat landings are on the southwest side of the point. A

yacht club with a prominent flagstaff is about 0.3 mile

west of Plum Point. The yacht club landing has reported depths of about 91⁄2 feet.

(346) Cooper Bluff, at the northeast end of Cove Neck is

prominent. A boulder reef extends nearly 0.3 mile

northward from Cove Point at the northwest end of

Cove Neck, and is marked by a seasonal lighted buoy.

(347) Cold Spring Harbor, the southeasterly end of Oyster Bay, extends about 2.3 miles southward of Cooper

Bluff. The tower on top of a dome of a seminary on the

hill of West Neck, on the east side of the harbor, is

prominent. A depth of about 14 feet can be carried to

near the head of the harbor by giving the shores a berth

of about 0.3 mile.

(348) The village of Cold Spring Harbor is on the eastern

shore near the head of the harbor. An oil company pier

at the village has a depth of about 13 feet alongside. A

small-craft facility is on the east side of the cove at the

head of Cold Spring Harbor. Gasoline, diesel fuel, water, ice, marine supplies, berthings, and dry storage are

available. A reported depth of about 3 feet is available

alongside the facility. A town launching ramp is available in the harbor.

(349) A speed limit of 5 mph is enforced in the harbor.

Anchorages

(350) Special anchorages are in Cold Spring Harbor and

Oyster Bay Harbor. (See 110.1 and 110.60 (t), (u),

(u-2) and (u-3), chapter 2, for limits and regulations.)

(351) Oyster Bay Harbor, a long, crooked arm in the

western side of Oyster Bay, has a channel with a depth

over 30 feet leading into the area westward of Moses

Point. Good anchorage is available southward of Moses

Point. West of this point, the channel is narrow and

suitable only for vessels drawing less than 10 feet. Vessels of less than 7-foot draft can anchor in the bight between Cove Neck and the wharf at Oyster Bay, and also

in West Harbor, the large bight on the northwest side of

Centre Island.

(352) A speed limit of 5 m.p.h. is enforced in the harbor.

(353) The village of Oyster Bay, on the shore south of

Oyster Bay Harbor, has rail communication. A channel,

marked by private seasonal buoys, leads southwestward

from deep water in Oyster Bay Harbor to an oyster

wharf in about 40°52'37"N., 73°31'32"W., thence west

342 ■ Chapter 9 ■ Coast Pilot 2
to a boat basin. The oyster wharf has reported depths of

about 10 feet along the face and southeast side. Parallel

to and about 200 feet off the northwest side of the wharf

is a row of sunken barges. An oil receiving wharf is

about 125 yards southward of the oyster wharf.

(354) Oyster Bay National Wildlife Refuge, a Marine

Protected Area (MPA), includes the waters of Oyster

Bay and Mill Neck Creek. (See Appendix C, for additional information.)

Small-craft facility

(355) A small-craft facility is close eastward of the entrance to the boat basin. Gasoline, diesel fuel, berthing

with electricity, water, ice, marine supplies, dry and wet

storage, and a 10-ton hoist are available; hull, engine,

and electronic repairs can be made.

(356) Brickyard Point, about 0.5 mile westward of Moses

Point, should be given a berth of at least 0.2 mile off its

westerly side to avoid several dangerous rocks to the

northwestward of the point. None of these rocks is

marked. Extensive privately owned oyster beds, marked

by stakes, are in this area.

(357) Mill Neck Creek, at the northwest end of Oyster Bay

Harbor, is crossed by a highway bridge having a bascule

span with a clearance of 9 feet. The area westward of the

bridge has depths of 2 to 13 feet. (See 117.1 through

117.59 and 117.800, chapter 2, for drawbridge regulations.)

(358) Oak Neck Creek, northwest of Mill Neck Creek, is

entered at high water as the creek is practically bare at

low water.

Charts 12367, 12364

(359) Oak Neck Point (40°54.9'N., 73°34.1'W.), 4 miles

west-southwestward of Lloyd Point, is marked by many

large residences. Several stone jetties extend a short

distance from the shore just westward of the point. A

shoal, strewn with boulders and marked by a buoy, extends 0.3 mile from the shore for part of the distance

between Oak Neck Point and Matinecock Point to the

westward.

(360) Frost Creek, locally known as Guthries Creek, 2

miles westward of Oak Neck Point, has a channel at the

entrance which is well defined when the water is below

half tide. The creek is protected by a stone jetty that extends a short distance from the shore about 50 yards

eastward of the channel. The channel has a reported

depth of about 1 foot near the entrance. The creek is

not recommended without local knowledge.

(361) Peacock Point is just west of Frost Creek. A stone

jetty to protect a private boat landing extends a short

distance from the west side of the point.

(362) Matinecock Point, 1.1 miles westward of Frost

Creek, is marked on its western side by a stone pier in

ruins. A shoal extends about 600 yards off the point and

is marked at its end by a lighted gong buoy which is removed if endangered by ice.

Charts 12366, 12364

(363) Hempstead Harbor, 4 miles wide at the entrance

between Matinecock Point and Prospect Point, is free

from dangers if the shores, between the entrance and

Mosquito Cove, are given a berth of 0.3 mile. It is much

used by vessels seeking shelter in any but strong northerly winds and affords excellent anchorage with good

holding ground. Vessels can anchor in any part of the

harbor according to draft and direction of wind. A good

anchorage for vessels drawing less than 20 feet is just

inside a line from Mott Point to the breakwater at Glen

Cove Landing. Small vessels can anchor behind the

breakwater. Vessels should avoid anchoring in the pipeline area between Glenwood Landing and Bar Beach.

On the western shore above and below Bar Beach are

large sand and gravel plants. On the eastern shore are

several villages.

(364) A 5 mph speed limit is enforced in the harbor.

(365) Waterborne commerce in the harbor is in sand,

gravel, petroleum products, and building material. Vessels engaged in this commerce usually draw from 3 to

12 feet.

Anchorage

(366) A special anchorage is in Hempstead Harbor. (See

110.1 and 110.60 (u-1), chapter 2, for limits and regulations.)

(367) Weeks Point, on the eastern side near the entrance,

is marked by a breakwater which protects a private boat

landing. Nearly 0.5 mile southward of Weeks Point is

the entrance to a basin protecting a private wharf

which has a reported depth of 8 feet at the end. The basin shoals to the head, and there are rocks bare at low

water near the northern end.

(368) Glen Cove is a city with rail and bus communication on Glen Cove Creek, about 1 mile back from the

eastern shore of the bay. The breakwater extends 500

yards west-southwestward from Glen Cove Landing

and is marked at its end by a light. The anchorage behind the breakwater is known as Glen Cove Harbor, the

depths ranging from 18 to 22 feet behind its outer half

and 7 to 9 feet near shore.

Western Long Island Sound ■ Chapter 9 ■ 343
(369) Glen Cove Creek, 0.6 mile southward of the breakwater, has a dredged channel from Mosquito Cove to

the head. In 1994, the controlling depth was 21⁄2 feet in

the right half of the channel with shoaling to less than a

foot in the left half for about 0.6 mile above the entrance. The remainder of the project is not being maintained. An overhead power cable near the head has a

clearance of 65 feet. The entrance is buoyed.

Small-craft facilities

(370) There are several small-craft facilities in Glen Cove

Creek. (See the small-craft facilities tabulation on

chart 12364 for services and supplies available.)

(371) A dredged channel, entered between Bar Beach and

Glenwood Landing, leads alongside Glenwood Landing

to South Glenwood Landing at Motts Cove. In 1991, the

controlling depth in the dredged channel was 7 feet. A

natural channel continues south through extensive

flats for about 0.5 mile with a depth of about 5 feet. Local knowledge is advised.

(372) Sea Cliff is a village on the steep hill on the south

side of Glen Cove Creek. From Sea Cliff southerly to the

northerly wharves at Glenwood Landing, a shoal extends 300 yards from the east side of the harbor and is

marked by a buoy at the north end and a light at the

south end. A dredged entrance channel, marked by two

private lights, leads from deep water in the harbor

northeastward to a municipal marina just north of

Glenwood Landing. In November 1999, the reported

controlling depths were 8 feet in the entrance channel,

thence 7 feet in the marina basin.

(373) Glenwood Landing is a village on the eastern shore

abreast Bar Beach. The stacks of a powerplant are

prominent. A private light is shown from the outer end

of an unloading boom when the boom is in operation.

An overhead power cable crossing from the powerplant

to Bar Beach has a clearance of 90 feet. Depths of about

8 to 10 feet are available at the Glenwood Landing

wharves.

(374) A boatyard, reached only at high water, is at South

Glenwood Landing. Craft to 30 tons can be hauled out

for minor hull repairs.

Tides

(375) The mean range of tide is 7.3 feet.

Currents

(376) In the channel west of the breakwater the tidal currents are weak and variable. At Bar Beach the tidal currents have a velocity of about 0.8 knot through the

narrow channel. (See the Tidal Current Tables for predictions.)

Ice

(377) In severe winters ice has been known to close navigation for about 6 weeks during January and February.

(378) The shore between Prospect Point and Mott Point

(40°51.4'N., 73°40.6'W.), to the southeastward, is marked

by prominent bluffs. A shoal with boulders extends 0.2

mile from shore between the points and for a short distance south of Mott Point. Buoys mark the limits of the

shoal eastward and northeastward of Mott Point. Picket

Rock, with 2 feet over it, is 350 yards offshore northward of Mott Point. An obstruction covered 16 feet is

about 0.7 mile north-northwestward of the point in

40°52'05.5"N., 73°40'59.1"W.

(379) Prospect Point, marked by prominent houses on

the bluff, has a rocky shoal making out nearly 0.4 mile

northward from it. The shoal rises abruptly from a

depth of 60 feet. The north end of the shoal is marked

by a lighted gong buoy that is 0.8 mile eastward of Execution Rocks Light. About 0.2 mile eastward of the

buoy are rocky patches with depths of 17 to 18 feet. An

obstruction with 23 feet over it is east-northeastward

from the buoy.

(380) Sands Point, 0.7 mile west of Prospect Point, is

marked by a daybeacon. A boulder reef extends about

0.3 mile off the point and is marked by a lighted buoy.

The boulders show at low water for a distance of about

300 yards from shore. A stone tower is a prominent object on this point.

(381) Barker Point, about 1 mile south-southwest of

Sands Point, is a high bluff on the northeast side of the

entrance of Manhasset Bay. Gangway Rock, marked by

a light and gong buoy, is at the northwesterly end of a

broken line of rocks and shoal water which extends 0.6

mile northwestward from Barker Point. Success Rock,

awash at low water and marked by a buoy, is about 0.2

mile southeastward of the light.

(382) Manhasset Bay, between Barker Point and Hewlett

Point, affords excellent shelter for vessels of about 12

feet or less draft, and is much frequented by yachts in

the summer. The depths in the outer part of the bay

range from 12 to 17 feet, and 7 to 12 feet in the inner

part inside Plum Point. The extreme south end of the

bay is shallow with extensive mudflats. Depths of about

6 to 2 feet can be taken through a natural channel almost to the head of the bay. A 5 mph speed limit is enforced.

(383) Waterborne commerce is in petroleum products,

carried in vessels drawing 6 to 10 feet.

Anchorages

(384) General and special anchorages are in Manhasset

Bay. (See 110.1, 110.60 (g) through (j), and 110.155

344 ■ Chapter 9 ■ Coast Pilot 2
(a) (6) and (l), chapter 2, for limits and regulations.)

The bottom is soft and affords good holding ground.

(385) A seaplane restricted area is off Manorhaven. (See

162.15, chapter 2, for limits and regulations.)

Tides

(386) The mean range of tide is 7.3 feet.

(387) Plum Point is a low spit extending southward from

the eastern shore about 0.6 mile southward of Barker

Point. A seasonal lighted entrance buoy is about 150

yards southward of Plum Point. The bight eastward of

Plum Point is shoal.

(388) Port Washington is a village with rail communication on the south side of a shoal bight about 1.2 miles

southeastward of Plum Point. An apartment complex

on Tom Point, 0.9 mile east of Plum Point, is prominent. Depths of about 8 feet can be carried in the

buoyed approach from the lighted buoy off Plum Point

to the docks at Port Washington, thence through the

unmarked channel along the east side of the bight to its

north end northeastward of Tom Point. In 1979, shoaling to 11⁄2 feet was reported in the approach to the

wharves east of Tom Point in about 40°50'04"N.,

73°42'17"W. In June 1981, depths of 5 feet were reported on the north side of the town dock with 2 and 4

feet on the west and south sides, respectively. Depths at

the other wharves are reported to range from 4 to 9

feet. The town’s Bay Constable monitors VHF-FM

channels 9 and 16 from the town dock.

Small-craft facilities

(389) There are extensive small-craft facilities at Port

Washington and to the eastward and westward of Tom

Point at Manorhaven. (See the small-craft facilities tabulation on chart 12364 for services and supplies available.)

(390) Hewlett Point (40°50.3'N., 73°45.2'W.) is on the

west side of the entrance to Manhasset Bay. A boulder

reef, mostly bare at low water and marked by a lighted

buoy at its northern end, extends about 0.2 mile northward from the point.

Anchorages

(391) General and special anchorages are between

Hewlett Point and Elm Point, about 1.3 miles southeastward of Stepping Stones Light. (See 110.1, 110.60

(j)(1), and 110.155 (a)(6) and (l), chapter 2, for limits and regulations.)

(392) Stepping Stones Light (40°49'28"N., 73°46'29"W.),

46 feet above the water, is shown from a red brick

structure on a granite pier, with a white horizontal

band on the southwest face, 1.3 miles southwest of

Hewlett Point. The Stepping Stones, a dangerous boulder reef which dries in places, extend 0.8 mile southeastward from the light to the Long Island shore. In

August 1976, a submerged rock, covered 18 feet, was

reported 100 yards west-northwestward of Stepping

Stones Light.

(393) Kings Point Coast Guard Station is located at the

northern end of the Kings Point boat basin.

(394) Kings Point, marked by a private light, is 1.6 miles

south-southwestward of Hewlett Point and is the site of

the U.S. Merchant Marine Academy. The 172-foot

unguyed steel flagpole at the academy is said to be the

country’s tallest; the top of the pole is 216 feet above

the water. A boat basin, partially enclosed by an

L-shaped pier, is at the point. In 1991, the basin had reported depths of 12 to 14 feet.

(395) Little Neck Bay is entered between Kings Point and

Willets Point, 1.2 miles to the south-southwestward.

Depths are 10 to 12 feet in the entrance, decreasing

gradually to the head, about 2 miles inland, where the

bay divides into two branches which almost dry; there

are boulders in places close to the shores.

(396) The shores of Little Neck Bay are thickly settled,

and there are many private boat landings. A much used

anchorage, in depths of 21⁄2 to 7 feet, is in the cove midway along the east side of the bay.

Small-craft facility

(397) A small-craft facility is on the west side of the bay.

Water, ice, and limited marine supplies are available. In

June 1981, the facility had a reported depth of 4 feet

alongside.

Anchorages

(398) General and special anchorages are in Little Neck

Bay. (See 110.1, and 110.60 (k), and 110.155 (a)(7)

and (l), chapter 2, for limits and regulations.)

Charts 12366, 12339, 12335

(399) East River is a 14-mile-long tidal strait that connects Long Island Sound with New York Upper Bay and

separates the western end of Long Island from the New

York mainland. The Sound entrance is between Throgs

Neck and Willets Point; the Upper Bay entrance is between The Battery and Governors Island. Hell Gate,

about halfway between Throgs Neck and The Battery, is

noted for its strong tidal currents. Harlem River extends northward from Hell Gate to the Hudson River.

Both sides of the East River, from The Battery to Port

Morris, a distance of 9 miles, present an almost

Western Long Island Sound ■ Chapter 9 ■ 345
continuous line of wharves except where shoals or currents prevent access.

Channels

(400) A Federal project provides for main-channel depths

of 35 feet from Throgs Neck to the inactive New York

Naval Shipyard, about 2 miles from the western entrance, and thence 40 feet to deep water in New York

Upper Bay.

Caution

(401) Mariners transiting East River in the vicinity of

Rikers Island and/or South Brother Island Channel are

advised of the following:

(402) East River Main Channel Lighted Buoy 5 has been

established northeast of Rikers Island in 40°47'47"N.,

73°51'59"W. to assure that no vessel penetration of air

space exists over that portion of the East River which

coincides with the glide path of the northeast-southwest

runway of La Guardia Airport. Vessels with mast

heights in excess of 125 feet shall pass 100 yards to the

north of this buoy so as to avoid interference with the

glide path.

(403) Vessels transiting South Brother Island Channel

and using the turning basin at its southern terminus

shall ballast prior to entry, and are cautioned that mast

heights in excess of 125 feet may penetrate the glide

path to the northwest-southeast runway to La Guardia

Airport. If mast heights cannot be lowered below 125

feet, La Guardia Air Traffic Control Tower shall be notified by telephone (212-779-0242) prior to terminal departure or channel entry.

Anchorages

(404) Several general and special anchorages are in East

River. (See 110.1, 110.60, and 110.155, chapter 2, for

limits and regulations.)

Tides

(405) The mean range of tide in East River is 7.1 feet at

Willets Point, 5.1 feet in Hell Gate, and 4.6 feet at The

Battery. (See the Tide Tables for daily predictions for

The Battery.)

Currents

(406) In East River the flood current sets eastward and

the ebb sets westward. Note: this is the direct opposite

of conditions in Long Island Sound where the flood is

generally westward and the ebb eastward.

(407) The velocity of current is 0.7 knot at Throgs Neck,

1.6 knots at Port Morris, 4 knots in Hell Gate, 3 knots at

Brooklyn Bridge, and 1.5 knots north of Governors

346 ■ Chapter 9 ■ Coast Pilot 2
Island. In Hell Gate (off Mill Rock) the velocity is 3.4

knots for the eastward current and 4.6 knots for the

westward current.

(408) The direction and velocity of the currents are affected by strong winds which may increase or diminish

the periods of flood or ebb. The currents generally set

with the channel, but heavy swirls are found in Hell

Gate.

Tides and currents

(409) (See the Tidal Current Tables for the daily predictions of slack water and times and velocities of

strengths of currents in Hell Gate and at other places

on the East River.)

(410) Mariners should exercise caution and discretion in

the use of published tidal current predictions. Also,

previously available Tidal Current Charts for New York

Harbor have been withdrawn.

Pilotage, East River

(411) See Pilotage, New York Harbor from Long Island

Sound (indexed as such), chapter 11.

Towage

(412) Vessels intending to employ a tug should arrange

to do so before proceeding westward of Rikers Island.

Charts 12366, 12364

(413) Throgs Neck, on the northwest side of the entrance

to East River, is marked by a light. Throgs Neck Light

(40°48'16"N., 73°47'26"W.), 60 feet above the water, is

shown from a skeleton tower with a black and white diamond-shaped daymark on the outer end of the neck.

The shoal ground which extends 0.1 mile southward

and eastward from the light is marked by a lighted bell

buoy.

(414) Fort Schuyler, on the outer end of Throgs Neck, is

used as a base for the State University of New York

Maritime College. The 550-foot-long wharf, on the

southwest side of the fort, is used to moor the school’s

training ship. Depths of about 25 feet are reported

alongside the face.

(415) Throgs Neck Bridge, a highway suspension bridge

with a channel clearance of 138 feet and 152 feet at the

center, crosses East River from Throgs Neck to the

Long Island Shore.

(416) Willets Point, 0.7 mile southeastward across the

entrance to East River from Throgs Neck, is marked by

Fort Totten, the granite walls of which are prominent.

Little Bay, westward of Willets Point, has general

depths of 6 to 10 feet and is used by local small craft.

Depths of about 9 feet can be taken in the buoyed channel to the piers on the Little Bay side of Willets Point.

Anchorage

(417) A general anchorage is in Little Bay. (See 110.1

and 110.155 (b)(2) and (1), chapter 2, for limits and

regulations.)

(418) The southern approach viaduct of the Throgs Neck

Bridge crosses the west part of Little Bay. The fixed

spans of the viaduct have a minimum clearance of 30

feet.

(419) In March 1996, a sunken wreck was west of Throgs

Neck in 40°48'32"N., 73°48'40"W.

(420) Whitestone Point, 2 miles westward of Willets

Point, is a small bluff marked by a light. The town of

Whitestone is between Little Bay and Whitestone

Point. Several private boat clubs are at Whitestone. In

June 1981, reported depths alongside the boat club

docks ranged from 1⁄2 to 6 feet.

(421) The Bronx-Whitestone Bridge is a suspension

structure that crosses East River from Old Ferry Point

on the Bronx side to a Long Island landing 0.4 mile

southwestward of Whitestone Point; the channel clearance is 135 feet.

(422) In March 1989, a submerged obstruction was reported in the East River just west of the BronxWhitestone Bridge in about 40°48.1'N., 73°50.1'W.

(423) Powell Cove, between the Long Island end of the

Bronx-Whitestone Bridge and Tallman Island, 0.6 mile

to the westward, has general depths of 2 to 5 feet. Pier

ruins are on the east side of the cove entrance. Tallman

Island, now joined to the Long Island shore, is marked

by the prominent tanks of the NYC DEP Water Pollution Control Plant.

(424) Old Ferry Point is on the north side of East River 2

miles westward of Throgs Neck. The bight between

Throgs Neck and Old Ferry Point affords anchorage,

with good holding ground, in depths of 15 to 35 feet;

the water shoals abruptly from 18 feet, 0.3 mile from

shore, to depths of 4 to 5 feet. Several private landings

are on the north side of this bight. Tug and barge companies maintain unlit commercial mooring buoys in

Anchorage Ground 6 for their own vessels.

(425) Westchester Creek, on the north side of East River,

is entered through a dredged channel that leads northward through a shallow bight between Old Ferry Point

and Clason Point (chart 12339), 0.7 mile to the westward, to the head of navigation at Westchester, about

2.3 miles above the channel entrance. In September

2007, the controlling depths were 1.8 feet (3.4 feet at

midchannel) from the entrance to the Bruckner Expressway bascule bridge, thence 6.0 feet (6.5 feet at

midchannel) to just below the head of the project. The

Western Long Island Sound ■ Chapter 9 ■ 347
channel is buoyed to a point about 1 mile above the entrance. Waterborne traffic on the creek consists chiefly

of petroleum products, sand and gravel, and crushed

rock.

(426) Several highway bridges, three fixed and one bascule, cross Westchester Creek at Unionport, 1.5 miles

above the channel entrance. The Bruckner Expressway

bascule bridge has a clearance of 14 feet, and the fixed

bridges have a least clearance of 52 feet. (See 117.1

through 117.59 and 117.815, chapter 2, for drawbridge regulations.) The bridgetender at the Bruckner

Expressway bridge monitors VHF-FM channel 13; call

sign KX-8289.

Small-craft facilities

(427) There is a small-craft facility on the west side of the

creek at Unionport. Water, limited supplies and storage

facilities are available.

Chart 12339

(428) Clason Point (40°48.3'N., 73°50.9'W.) is on the

north side of East River about 3 miles west of Throgs

Neck. Pugsley Creek, which empties into Westchester

Creek and East River along the east side of Clason

Point, is very shallow and should not be entered without local knowledge. Small boats anchor on the flats

west of Clason Point. A flagstaff at the yacht club on

Clason Point is prominent.

(429) College Point is on the Long Island side of East

River opposite Clason Point. College Point Reef, covered 6 feet and marked by a light, is 0.2 mile

north-northeastward of the point.

(430) The town of College Point is south of the point and

on the east side of the entrance to Flushing Bay. The

wharves on the west side of the town have depths

alongside ranging from 1⁄2 to 10 feet. The shallow bight

north of the town has depths of 2 to 5 feet and is used as

a small-boat anchorage.

Small-craft facilities

(431) Several small-craft facilities are at College Point.

Marine railways to 45 feet, mobile cranes to 35 tons,

water, ice, marine supplies, storage, and hull and engine repairs are available.

Tides

(432) The mean range of tide at College Point is 6.5 feet.

(433) Flushing Bay extends southeast between the town

of College Point and La Guardia Airport, 0.6 mile to the

southwest. Flushing Creek flows into the east side of

the head of the bay. A dredged channel, marked by

buoys and lights, extends from East River through the

bay to the mouth of the creek and thence upstream for

about 0.8 mile to the I.R.T. (Roosevelt Ave.) railroad

bridge. A turning basin is on the west side of the

dredged channel west of the entrance to Flushing

Creek. A small-craft anchorage area extends northwest

from the turning basin. In April-May 2007, the controlling depths were 9.1 feet (14.1 feet at midchannel)

through the bay channel to the turning basin, thence

8.3 to 15 feet in the turning basin and 1.6 to 6 feet in the

anchorage area, thence 5.5 feet (9.3 feet at midchannel)

to the Northern Boulevard bridge, thence shoaling to

bare to the I.R.T. railroad bridge. There is shoaling

northwest of Buoy 2, in the eastern part of the anchorage area. Flushing Bay is mostly shallow, with depths of

less than 6 feet outside the channel.

(434) Depths of 8 to 14 feet are between the east side of

the channel and the town of College Point. Small craft

anchor south of College Point in depths of 4 to 8 feet.

Anchorages

(435) General and special anchorages are in Flushing

Bay. (See 110.1, 110.60 (1) through (1–2), (m)

through (m–2), and 110.155 (b–5), chapter 2, for

limits and regulations.)

(436) A restricted area is in a portion of the southern part

of the channel through Flushing Bay. (See 162.20,

chapter 2, for limits and regulations.)

(437) A 0.6-mile-long dike, covered at high water and

marked at either end by a light, runs close along the

west side of the channel to within 0.3 mile of the head

of the bay.

(438) The L-shaped pier at the head of Flushing Bay partially encloses a small-boat basin. In July 2004, depths

of 9 to 12 feet, with shoaling near the western edge,

were available in the turning basin just west of the

small-boat basin. Inside the small-boat basin, depths of

about 7 feet were reported in June 1981. The marina to

the westward has a reported depth of about 5 feet inside. Gasoline, diesel fuel, berths, electricity, water, ice,

storage, and a 30-ton hoist are available; limited electronic and engine repairs can be made.

Ice

(439) Ice generally obstructs navigation in Flushing Bay

and Flushing Creek during a part of January and February.

(440) The twin fixed Whitestone Expressway highway

bridges over Flushing Creek, 0.2 mile above the mouth,

have a clearance of 34 feet. The Northern Boulevard

Bridge, 0.4 mile above the mouth, has a fixed span with

a clearance of 35 feet.

348 ■ Chapter 9 ■ Coast Pilot 2
(441) Flushing is on the east side of Flushing Creek.

Waterborne traffic consists chiefly of sand, gravel,

crushed rock, and petroleum products. Drafts of inbound and outbound vessels seldom exceed 12 feet.

Vessels must go directly to the marginal wharves because the creek has no room for anchorage.

(442) The east entrance to Rikers Island Channel, between Rikers Island and the mainland, is obstructed by

a lighted runway approach to La Guardia Airport. The

approach to Bowery Bay is from westward of Rikers Island.

(443) Bronx River, on the north side of East River, has a

project depth of 10 feet and is subject to shoaling

throughout. It is entered through a dredged channel

that leads north-northwestward through a shallow

bight between Clason Point and Hunts Point, 1.1 miles

to the westward, to the head of river navigation at East

172nd Street, about 2.3 miles above the channel entrance. (See Notice to Mariners and latest editions of

charts for controlling depths.)

(444) Waterborne traffic on the Bronx River consists

chiefly of sand, gravel, and crushed rock.

Tides

(445) The mean range of tide is 6.9 feet at Hunts Point

and at Westchester Avenue Bridge.

(446) Bronx River is crossed by four bridges to East

172nd Street. Bruckner Expressway Bridge, 1.7 miles

above the entrance, has a bascule span with a clearance

of 27 feet. (See 117.1 through 117.59 and 117.771,

chapter 2, for drawbridge regulations.) Westchester Avenue Bridge, 2 miles above the entrance, has a fixed

span with a clearance of 18 feet. The elevated railway

structure over Westchester Avenue Bridge has a fixed

span with a clearance of 61 feet. The railroad bridge, 2.1

miles above the entrance, has a rolling-lift span with a

clearance of 8 feet, but the draw is no longer opened.

(See 117.771(b), chapter 2, for drawbridge regulations.) The Bruckner Expressway Bridge is equipped

with radiotelephone. The bridgetender can be contacted on VHF-FM channel 13; call sign KX–8189.

(447) Hunts Point is on the north side of East River

about 4 miles west of Throgs Neck. A marginal wharf

extends 0.3 mile northeastward from the point; depths

of 17 to 24 feet are reported alongside. Small craft anchor in depths of 9 to 17 feet on the flats east of the

wharf.

(448) Rikers Island, in the middle of East River between

Hunts Point and La Guardia Airport, is partly occupied

by buildings of the Department of Correction of New

York. The island is about a mile long, southeast to

northwest, and 0.6 mile wide. The larger part of the

island, southeast of the buildings, is used as a trash

dump.

(449) East River main channel, project depth 35 feet,

leads northward of Rikers Island. A much-used general

anchorage, with depths of 21 to 30 feet, is between the

south side of the channel and the flats off the north side

of the island. (See 110.1 and 110.155 (b) (6) and (1),

chapter 2, for limits and regulations.)

Caution

(450) East River Main Channel Lighted Buoy 5 has been

established northeast of Rikers Island in 40°47'47"N.,

73°51'59"W. to assure that no vessel penetration of air

space exists over that portion of the East River which

coincides with the glide path of the northeast-southwest runway of La Guardia Airport. Vessels with mast

heights in excess of 125 feet shall pass 100 yards to the

north of this buoy so as to avoid interference with the

glide path.

(451) North Brother Island, 0.3 mile northwest of Rikers

Island, is occupied by the ruins of former municipal

buildings. East River main channel leads northward

and westward of the island; a light marks the main

channel side of the island.

(452) The buoyed channel between North Brother Island

and South Brother Island, 0.1 mile to the southward,

has a controlling depth of about 25 feet. Shoaling to 16

feet exists on the south side of the channel in about

40°47'54"N., 73°53'47"W. The channel is marked by a

light off the north side of South Brother Island. The

channel is narrow and subject to strong currents and

should not be used by vessels of limited maneuverability.

(453) A ledge, partly bare at low water, extends 0.2 mile

southward from South Brother Island; the outer part of

the ledge is marked by a light.

(454) Port Morris, 0.2 mile westward across East River

main channel from North Brother Island, has rail terminals to and from which car floats are taken through

East River.

(455) South Brother Island Channel, marked by lighted

and unlighted buoys, leads from deep water east of

North Brother Island and along the west side of Rikers

Island to a turning basin on the west side of Bowery

Bay. In February 2007, the controlling depth was 29.9

feet in the entrance channel to the turning basin,

thence 33.4 feet in the turning basin.

Caution

(456) Vessels transiting South Brother Island Channel

and using the turning basin at its southern terminus

shall ballast prior to entry, and are cautioned that mast

Western Long Island Sound ■ Chapter 9 ■ 349
heights in excess of 125 feet may penetrate the glide

path of the northwest-southeast runway of La Guardia

Airport. If mast heights cannot be lowered below 125

feet, La Guardia Air Traffic Control Tower shall be notified by telephone (212-779-0242) prior to terminal departure or channel entry.

(457) Bowery Bay, across Rikers Island Channel from

Rikers Island, has depths of about 10 feet. A special anchorage is in the west part of the bay. (See 110.1,

110.60 (n) and 110.155 (b) (5) and (1), chapter 2, for

limits and regulations.) A pipeline area is in the southeast part of the anchorage area. A fixed highway bridge

crosses Rikers Island Channel and Bowery Bay and connects Rikers Island with the Borough of Queens, New

York; clearance over the channel is 52 feet for a width of

125 feet.

(458) Bowery Bay may be approached from the East River

main channel from the northward through South

Brother Island Channel and from the northwestward

through a 100-yard-wide channel which leads between

the ledges that make off from Lawrence Point on the

southwest and South Brother Island on the northeast.

The controlling depth in the 100-yard-wide channel is

about 19 feet. Caution is advised in the northwestern

approach as the channel is narrow, the bottom is rocky

and uneven, and tidal currents are strong.

(459) Lawrence Point, on the southeast side of East River

0.7 mile westward of Rikers Island, is occupied by an

extensive gas and electric plant. A light marks the outer

part of the ledge, partly bare at low water, which extends 0.3 mile northeastward from the point.

(460) Randalls Island and Wards Island are on the northwestern side of East River between Port Morris and Hell

Gate, separating that river from Harlem River, which is

described later. The islands provide recreational facilities for the residents of the city of New York.

(461) Bronx Kill, which separates Randalls Island from

Port Morris, is a narrow passage that extends westward

from the East River to the Harlem River. A fixed railroad bridge with a clearance of 68 feet and a fixed highway bridge with a clearance of 51 feet cross the passage.

Bronx Kill is navigable but not recommended as a

route of travel. It is shoal and obstructed throughout.

(462) Sunken Meadow is the reclaimed area now joined

to the northeast end of Wards Island and southeast end

of Randalls Island.

(463) Little Hell Gate, which formerly separated Wards

Island from Randalls Island and formed a passage from

East River to Harlem River, has been mostly filled in

and together with Sunken Meadow joins Wards Island

with Randalls Island.

(464) Hell Gate Bridge, which crosses East River from

Wards Island to Long Island 7.1 miles from The Battery,

has a fixed railroad span with a clearance of 134 feet.

(465) Negro Point is the southernmost point of Wards Island. Triborough Bridge, which crosses East River

from Negro Point to Long Island 6.8 miles from The

Battery, has a highway suspension span with a clearance of 138 feet. In June 2002, the bridge was under reconstruction; fixed workmen scaffolding has

temporarily reduced the vertical clearance about 3 feet.

(466) Holmes Rock and Hog Back are two bare rocks,

which are on the eastern and northern parts, respectively, of a reef in the bight on the south side of Wards

Island westward of Negro Point. The western extremity

of this reef is marked by a light.

(467) Hallets Point, on the Long Island side of East River

about 0.3 mile southwestward of Negro Point, is

marked by a light. There are main-channel depths close

to the point.

(468) Hell Gate is the part of East River between Wards

Island and Roosevelt Island, 0.7 mile to the southwest.

The crooked channel, the strong tidal currents, and the

heavy traffic in Hell Gate require extra caution on the

part of the navigator to avoid accident or collision. Vessels navigating Hell Gate on a rising tide sometimes

find it necessary to pass starboard-to-starboard because

of the strong currents between Negro Point and Hallets

Point. This situation may arise when one of the vessels

does not maneuver readily or is handling a tow. Northeastward of Negro Point and southwestward of Hallets

Point, the customary port passings are made.

(469) Mill Rock, on the northwestern side of the main

channel through Hell Gate, is 0.2 mile southwest of

Wards Island and the same distance northwest of

Hallets Point. The islet is marked by lights on its north

and south ends.

Charts 12339, 12342

(470) Harlem River, which joins East River in Hell Gate

between Wards Island and Manhattan Island, extends

northward about 7 miles and connects with Hudson

River through Spuyten Duyvil Creek. The channel

through Harlem River is narrow, tortuous, and navigable only for powered vessels. By taking care to avoid

several isolated 11- to 13-foot spots, a depth of about 14

feet can be carried to the Hudson River; the chart is the

guide.

(471) Traffic is heavy in Harlem River. Vessels with

heights too great to pass under the closed drawbridges

should make the passage against the current.

350 ■ Chapter 9 ■ Coast Pilot 2
Bridges

(472) There are more than a dozen draw and fixed bridges

over Harlem River. The minimum clearance under

closed drawspans is 24 feet except at the railroad bridge

over the entrance from Hudson River where it is only 5

feet. Clearance under raised vertical-lift spans exceed

100 feet. (See 117.1 through 117.59 and 117.789,

chapter 2, for drawbridge regulations.) Minimum

clearances under fixed bridges exceeds 100 feet at the

center of the spans.

(473) Four bridges over the Harlem River, the 103rd

Street lift bridge, the Triborough lift bridge, the Park

Avenue lift bridge, and the Conrail swing bridge at

Spuyten Duyvil, at 0.1 mile, 1 mile, and 1.7 miles, and

6.7 miles, respectively, above the entrance, are

equipped with radiotelephones. The bridgetenders

monitor VHF-FM channel 13; call signs KIL-820,

KGW-326, and KA-5059, and KU-9797, respectively.

The Conrail bridge is maintained in the open position

except for the passage of trains or for maintenance.

Tides

(474) The mean range of tide in Harlem River is 5.1 feet

in Hell Gate and 3.6 feet at the entrance from Hudson

River.

Currents

(475) The tidal currents in Harlem River run southward

from Hudson River to East River while the east-going

current is running in Hell Gate; and the reverse. The

south-going current in Harlem River is considered the

flood. The times of slack water are subject to variations

depending upon freshet conditions in Hudson River.

The velocity of the current is 2 knots or more in the

narrower parts of the channel. (See the Tidal Current

Tables for predictions.)

Chart 12339

(476) Roosevelt Island (Welfare Island), 1.6 miles long

and 0.1 mile wide, is in the middle of East River southwest of Hell Gate. A gray stone tower is on the north

end of the island.

(477) East River main channel, with project depth of 35

feet, is on the west side of Roosevelt Island. The channel east of the island is narrower and has a controlling

depth of about 19 feet.

(478) The currents in both channels off Roosevelt Island

are strong, and caution is advised while navigating in

these areas.

(479) The 36th Avenue highway bridge which crosses the

eastern channel from Roosevelt Island to Long Island

5.6 miles from The Battery has a vertical-lift span with

clearances of 40 feet down and 99 feet up. (See 117.1

through 117.59 and 117.781, chapter 2, for drawbridge

regulations.) The bridgetender monitors VHF-FM channel 13; call sign KX–8184.

(480) Queensboro Bridge, which crosses from Manhattan Island to Roosevelt Island and thence to Long Island 5.0 miles from The Battery, has fixed spans with

clearances of 131 feet over the main channel and 133

feet over the eastern channel. An overhead cable car

with overhead power cables crosses the main channel

immediately north of the bridge. The low point of travel

of the cabin is not less than 135 feet.

Chart 12335

(481) Roosevelt Island Reef (Welfare Island Reef), with

bare islets, rocks awash, and submerged rocks, extends

0.3 mile southwestward from the island. Belmont Island, near the southwest end of the reef, is marked by a

light.

Chart 12338

(482) Newtown Creek is entered on the eastern side of

East River 3.6 miles from The Battery. The creek extends 3.3 miles eastward and southward and has several

short tributaries or basins. Traffic is fairly heavy and

consists chiefly of petroleum products, sand, gravel,

and crushed rock; drafts of vessels navigating the creek

seldom exceed 15 feet.

(483) Tributary basins are Dutch Kills, on the north side

of Newtown Creek 0.8 mile from East River; Whale

Creek, on the south side opposite Dutch Kills; Maspeth

Creek, on the east side 2.2 miles from East River; East

Branch, on the east side 2.5 miles from the river; and

English Kills, which extends westward and southward

from the East Branch entrance and forms the last 0.8

mile of Newtown Creek.

Channels

(484) A Federal project provides for a 23-foot channel in

Newtown Creek from the East River to and in a turning

basin about 240 yards above the Kosciusko Memorial

Bridge, thence 20 feet in East Branch and in English

Kills to the Metropolitan Avenue bridge, and thence 12

feet in English Kills to the head of the project at

Montrose Avenue. (See Notice to Mariners and latest

edition of chart for controlling depths.)

Tides

(485) The mean range of tide in Newtown Creek is 4.1

feet.

Western Long Island Sound ■ Chapter 9 ■ 351
Currents

(486) The tidal current is weak and variable.

(487) Pulaski Bridge, which crosses Newtown Creek 0.5

mile above the mouth, has a bascule span with a clearance of 39 feet at the fenders and 46 feet at the center.

The bridgetender monitors VHF-FM channel 13; call

sign KX–8178.

(488) Dutch Kills, which is about 0.5 mile long, is

crossed by the following drawbridges: Long Island Railroad bridge, Borden Avenue bridge, and Hunters Point

Avenue bridge. Minimum clearance under the closed

drawspans is 2 feet. (See 117.1 through 117.59 and

117.801, chapter 2, for drawbridge regulations.) In

July 2002, Long Island Railroad bridge was reported inoperable as a swing bridge and closed to vessel traffic.

Clearance under the fixed bridge is 83 feet.

(489) Greenpoint Avenue Bridge, 1.1 miles above the

mouth of Newton Creek, has a bascule span with a

clearance of 24 feet at the fenders and 30 feet at the center. Kosciusko Memorial Bridge, 1.8 miles from the

mouth, has a fixed span with a clearance of 125 feet.

Metropolitan Avenue Bridge, which crosses English

Kills 3 miles from the mouth of Newtown Creek, has a

bascule span with a clearance of 10 feet at the center.

Montrose Avenue Bridge, at the head of English Kills,

has a swing span with a clearance of 4 feet. The

bridgetenders at the Greenpoint Avenue and Metropolitan Avenue bridges monitor channel 13; call signs

KX–8182 and KX–8179, respectively. (See 117.1

through 117.59 and 117.801, chapter 2, for drawbridge regulations.)

(490) Grand Avenue Bridge, which crosses East Branch,

has a swing span with a clearance of 8 feet. (See 117.1

through 117.59 and 117.801, chapter 2, for drawbridge regulations.) The bridgetender can be contacted

on VHF-FM channel 13; call sign KX–8187.

Chart 12335

(491) From abreast the entrance to Newtown Creek, the

35-foot-project main channel of East River crosses

from the west side of the river to the east side. Depths of

24 feet extend as much as 0.2 mile from the piers on the

west side. Poorhouse Flats Lighted Range (Front

Light; 40°43.5'N., 73°57.8'W.), bearing 161°, is on the

Brooklyn side of the river and marks the best water in

the crossover.

(492) Williamsburg Bridge, which crosses East River 2

miles northeast of The Battery, has a suspension span

with a clearance of 133 feet.

(493) The site of the inactive New York Naval Shipyard is

in Wallabout Bay, on the Brooklyn side of East River 1.7

miles northeast of The Battery.

(494) Manhattan Bridge, which crosses East River 1 mile

northeast of The Battery, has a suspension span with a

clearance of 134 feet. The clearance under the maintenance platform installed at the west channel edge is

115 feet.

(495) Brooklyn Bridge, which crosses East River 0.7 mile

northeast of The Battery, has a suspension span with a

clearance of 127 feet.

(496) East River Deepwater Lighted Range (Front Light;

40°41.9'N., 74°00.1'W.), bearing 078°, is on the Brooklyn side of the river and marks the best water in the

40-foot-project main channel which leads from deep

water in New York Upper Bay to the East River. The

range line passes about midway between The Battery

and Governors Island, 0.5 mile to the southward.

(497) The channel between The Battery and Governors

Island is very congested and subject to strong currents.

Caution should be exercised while navigating in the

area.

352 ■ Chapter 9 ■ Coast Pilot 2
Western Long Island Sound ■ Chapter 9 ■ 353
354

■ Chapter 10■ Coast Pilot 2

12352

12353

12326

12352

NORTH ATLANTIC OCEAN

Patchogue Bay Shore

Oceanside

Great

Peconic Bay

Hampton Bays

Lindenhurst

40°30’

72°30’ 73°

NEW YORK CONNECTICUT LONG ISLAND SOUND

LONG ISLAND

Great South Bay

East Rockaway Inlet Jones Inlet

Fire Island Inlet

Moriches Inlet

Westhampton

Shinnecock Inlet

41°

73°30’

HARBOR CHARTS (outlined in red) - scales 1:50,000 and larger.

CONVENTIONAL CHARTS

These specially designed charts are published with small craft information

and are labeled in green

SMALL-CRAFT CHARTS AND MARINE FACILITIES CHARTS

COAST CHARTS (outlined in purple) - scales from 1:50,001 to 1:150,000.

GENERAL CHARTS (outlined in purple) - scales from 1:150,001 to 1:600,000.

Note: not all charts are shown
South Coast of Long Island

(1) This chapter describes the south coast of Long Island from Shinnecock Inlet to and including East

Rockaway Inlet; several other inlets making into the

beach along this part of the coast; and the canals, bays,

and tributaries inside the beach. Also described are the

towns of Patchogue and Oceanside, including Oceanside oil terminals; Bay Shore, a large fishing center;

and the many smaller communities which support a

large small-craft activity.

Caution

(2) Eelgrass is found in most of the waters described in

this chapter. Eelgrass nets are often placed at the entrances to canals and are sometimes difficult to see.

(3) Fishtrap areas are in Moriches, Shinnecock, Tiana,

Quantuck, and Great South Bays.

COLREGS Demarcation Lines

(4) The lines established for this part of the coast are

described in 80.160, chapter 2.

Weather, South Coast of Long Island and vicinity

(5) The south coast of Long Island is open to weather

from the south and southeast, but somewhat sheltered

to the west through north. Waves of 8 feet (>2.5 m) or

more are most likely in winter when they may be encountered about 6 to 10 percent of the time near the

coast. During this period gales are encountered less

than 5 percent of the time but are more likely a few

hundred miles out to sea. Fogs are more apt to occur in

late spring and early summer with Ambrose Light recording a June maximum. Visibilities of less than 2

miles are observed about 5 to 10 percent of the time

from May through July. These frequencies are higher at

the eastern end in May and June and between

Westhampton and Ambrose in July. Locally, Shinnecock

Inlet is particularly rough when southerly winds climb

to 15 knots or more during ebb tide; breakers fill the

entrance.

North Atlantic Right Whales

(6) Endangered North Atlantic right whales may occur

within 30 nautical miles of the south coast of Long Island, including the approaches to New York Harbor

(peak season: November through April). (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 12300

(7) The south coast of Long Island has a general trend

of 247° for 68 miles from Montauk Point to Fire Island

Inlet, and thence trends 263° for 36 miles to the western end of Coney Island in the Lower Bay of New York

Harbor. It is a clear shore and may be safely approached

as close as 1 mile with not less than 30 feet anywhere

between Montauk Point and Rockaway Inlet, except off

Fire Island Inlet and the inlet’s westward side where

the shore should be given a berth of at least 1.5 miles.

When viewed from seaward it presents only a few prominent features. It is composed of a series of sand dunes

backed by low dark woods.

(8) Shinnecock, Moriches, Great South, and Hempstead Bays are inside the beach along the south coast of

Long Island and form an inside route for boats of about

3-foot draft. The three main inlets from the sea to these

bays are Fire Island Inlet, Jones Inlet, and East

Rockaway Inlet. These inlets and all auxiliary channels

within the south coast of Long Island have numerous

wrecks, obstructions, frequent and extensive changes,

and, although marked in many areas, should not be

used without local knowledge.

(9) Two small inlets, Shinnecock Inlet and Moriches

Inlet, which broke through in 1938 and 1931, respectively, are also used by small boats for entrance to these

bays, but their use is not advisable without local knowledge.

Chart 12352

(10) Shinnecock Canal, 31.5 miles southwestward of

Montauk Point, is about 1 mile long and connects

Great Peconic Bay with Shinnecock Bay. The canal is

owned and maintained by Suffolk County of New York.

It is a partly dredged cut and is protected at the north

entrance by two jetties; the east jetty is marked by a

light. In April 1985, the east timber jetty was reported

to be deteriorating. Protruding timbers and floating

debris may be encountered; caution is advised. A lock

about midway in the canal is 250 feet long, 41 feet wide,

South Coast of Long Island ■ Chapter 10 ■ 355
with a depth of 12 feet over the sills. Tide gates are parallel to and westward of the lock. The lock gates and

tide gates are constructed so that tidal action opens

them to allow the current to set south through the canal and closes them to prevent water from Shinnecock

Bay to flow back into Great Peconic Bay. The lock gates

are tended 24 hours and are opened mechanically when

the tidal current is flowing northward to allow the passage of boats. Red and green traffic lights are at each

end of the lock. Vessels are allowed to enter the lock

only on the green signal.

(11) The fixed bridges and overhead power cables across

the canal have a least clearance of 22 feet. Mast-stepping cranes are available at both ends of the canal.

Currents

(12) The maximum recorded current is 4.3 knots,

southerly, through the lock and tide gates at peak flow

when the gates are open. At the railroad bridge, the

current has an average speed of 1.5 knots, but it has

been reported that greater speeds may be experienced.

(See Tidal Current Tables for predictions.) At times of

high southerly current i.e., when the gates are open,

there exists a dangerous eddy system extending from

the south end of the lock southerly for approximately

200 yards. Tidal currents throughout the entire canal

can be dangerous; caution is advised.

(13) A 5 mph speed limit is enforced in the canal.

(14) On the east side of Shinnecock Canal just south of

the jetties is a boat basin in which the depth ranges

from 7 to 10 feet. There are several small-craft facilities

on both sides of the canal. (See the small-craft facilities

tabulation on chart 12352 for services and supplies

available.)

(15) Hampton Bays, a station on the Long Island Railroad just west of Shinnecock Canal, is the nearest post

office. Canoe Place, the settlement at the canal, has

gasoline and some supplies. Small craft and fishing vessels berth in the basins along both sides of the canal.

(16) Long Island Intracoastal Waterway.–A Federal

project provides for a 6-foot channel from Shinnecock

Canal to Great South Bay. The cuts provide an inland

waterway along the south side of Long Island. This waterway, from the south end of Shinnecock Canal to a

point in Great South Bay opposite Patchogue, a distance of about 29.2 miles, is subject to frequent shoaling; mariners are advised to obtain local knowledge.

(17) Shinnecock Inlet, 31 miles westward from

Montauk Point along the south coast of Long Island, is

the easternmost entrance from the Atlantic to

Shinnecock Bay and the inland water route along the

south shore of Long Island. The approach to the inlet is

marked by a lighted whistle buoy. The inlet should not

be attempted without local knowledge because of the

frequent changes in channel depths.

Currents

(18) Tidal currents through the inlet can be dangerous;

caution is advised.

(19) In January 1988, an obstruction was reported

about 175 yards east of Shinnecock Inlet West Breakwater Light 1A.

COLREGS Demarcation Lines

(20) The lines established for Shinnecock Inlet are described in 80.160, chapter 2.

(21) Shinnecock Light (40°50'31"N., 72°28'42"W.), 75

feet above the water, is shown from a red skeleton tower

on the west side of the inlet. A fog signal is at the light.

Private lights are on the jetties at the entrance to the

inlet, and uncharted buoys mark the channel.

(22) The jetties extend about 120 yards beyond the

lights marking them.

Small-craft facilities

(23) There are small-craft facilities just westward of

Shinnecock Light. Berths, gasoline, diesel fuel, water,

ice, and some marine supplies are available.

(24) A fish haven and a U.S. Naval Oceanographic platform painted orange and white, are about 2.4 miles

south and 3.4 miles south-southwestward, respectively, of Shinnecock Inlet entrance.

(25) Ponquogue Point, low and sandy, is 1.2 miles

northwestward of Shinnecock Light. The west channel

from inside Shinnecock Inlet enters the Long Island

Intracoastal Waterway southeast of the point and has a

depth of about 8 feet. The Ponquogue Bridge, a highway bridge crossing Shinnecock Bay at Ponquogue

Point, has a fixed span with a clearance of 55 feet.

(26) Shinnecock Coast Guard Station is on Ponquogue

Point. An antenna tower, 229 feet above the water and

marked by red lights, is also on the point.

(27) Entrances to the small coves on the northeast side

and the east end of Shinnecock Bay have depths of

about 3 feet.

Small-craft facilities

(28) There are numerous small-craft facilities along the

shore and in the creeks making into the north shore of

Shinnecock Bay from Ponquogue Point to West Point,

the eastern entrance point to Tiana Bay. (See the

small-craft facilities tabulation on chart 12352 for services and supplies available.)

356 ■ Chapter 10 ■ Coast Pilot 2
(29) Pine Neck, 2.3 miles westward of Ponquogue Point

and on the west side of Tiana Bay, is low, flat, and sandy.

A shoal extends southward from Pine Neck Point and is

marked on the south end by a lighted buoy. About 0.5

mile east of Pine Neck, a privately dredged channel

marked by private buoys leads to a basin at Tiana

Beach, a small summer resort on the south side of

Shinnecock Bay. In July 1981, depths of about 2 feet

were reported in the channel and basin.

(30) Weesuck Creek, on the north side near the western

end of Shinnecock Bay, is entered through a privately

dredged channel that leads to the head of the cove at

East Quogue. In April 1999, the channel, marked by

private seasonal buoys, had a reported controlling

depth of about 5 feet. There are two boatyards on the

west side near the head of the creek. Berths, electricity,

water, marine supplies, storage facilities, and lifts to 30

tons are available. The largest marine railway can handle craft up to 65 feet in length; hull and engine repairs

can be made.

(31) Quogue Canal connects Shinnecock Bay with

Quantuck Bay. The canal is crossed by a highway bascule bridge with a clearance of 15 feet and by overhead

power and TV cables with clearances of 75 feet. (See

117.1 through 117.59 and 117.799 (a) through (d),

chapter 2, for drawbridge regulations.) A 5 mph speed

limit is enforced in the canal.

(32) Quantuck Bay joins Quogue Canal with Quantuck

Canal. Quantuck Creek, at the head of the bay, is

crossed by a fixed bridge, which is the head of navigation except for small pulling boats.

(33) Quantuck Canal connects Quantuck Bay and

Moriches Bay. The canal is crossed by two highway bascule bridges with a least clearance of 10 feet. (See

117.1 through 117.59 and 117.799 (a) through (d),

chapter 2, for drawbridge regulations). The overhead

power cable at Potunk Point has a clearance of 77 feet.

A 5 mph speed limit is enforced in the canal.

(34) About 300 yards northeastward of the bridge at

Potunk Point, a privately dredged channel leads to a

yacht basin at Westhampton Beach. The channel is

along the west bank in the bight and is marked by private seasonal lights and buoys. A dredged cut leads up

to Main Street in Westhampton Beach. A reported

depth of about 4 feet can be carried to the yacht basin

just before reaching the Stevens Lane Bridge, which

has a fixed span with a clearance of about 7 feet. Berths,

electricity, and a launching ramp are at the yacht basin.

Gasoline, ice, and marine supplies are available at a marina on the east bank of the bight; engine and hull repairs can be made. A forklift can handle craft to 6 tons.

In June 1981, a reported depth of 2 feet was available at

the marina.

(35) Moriches Bay extends for about 8 miles from

Quantuck Canal to Narrow Bay and provides an inside

passage for small boats. The general depths in the bay

range from 5 to 7 feet, but the southern part is shoal.

(36) When navigating the Long Island Intracoastal Waterway through Moriches Bay northeast of Moriches

Inlet, extreme care must be taken due to changing

shoaling conditions.

(37) Speonk Point, near the eastern end of Moriches

Bay on the north shore, is marked by several

bulkheaded jetties and a prominent flagstaff.

(38) Seatuck Cove, on the north side of Moriches Bay,

about 1 mile westward of Speonk Point, is entered

through a privately dredged channel that leads northward for about 1.1 miles and then forks into three

branch channels: East Branch, the easterly branch;

Seatuck Creek, the northerly branch; and Little

Seatuck Creek, the westerly branch. In June 1981, the

controlling depth in the entrance channel and in the

three branches was 7 feet. Private seasonal buoys mark

the entrance channel to the fork and the channel in

East Branch to the small-craft facilities just inside the

entrance.

(39) A landing at Eastport is on the point just above the

fork between East Branch and Seatuck Creek. In June

1981, depths of 2 to 3 feet were reported at the landing.

Berths, moorings, electricity, gasoline, diesel fuel, water, ice, some marine supplies, and a pump-out are

available at small-craft facilities on East Branch. Lifts

to 15 tons can handle craft for engine and hull repairs.

Depths of 3 feet are reported alongside.

(40) Hart Cove, westward of Seatuck Cove, is entered

through a privately dredged channel, marked by private seasonal buoys, that leads to the head of the cove.

In June 1981, the channel had a reported controlling

depth of 4 feet.

Small-craft facilities

(41) Small-craft facilities are near the head on the west

side of the cove. Gasoline, water, ice, storage, marine

supplies, a launching ramp, and a 30-ton mobile hoist

are available; hull and engine repairs can be made.

(42) Tuthill Cove, locally known as West Cove, on the

north side of Moriches Bay, 1.5 miles westward of

Seatuck Cove, is entered through a privately dredged

and partially marked channel that leads to the head of

the cove; in 1986, the channel had a reported controlling depth of 2 feet. Several privately dredged channels

lead from the main channel to small-craft facilities on

the east side of the cove. (See the small-craft facilities

tabulation on chart 12352 for services and supplies

available.) A Coast Guard Station is on the east side of

South Coast of Long Island ■ Chapter 10 ■ 357
the entrance to Tuthill Cove. East Moriches is on the

north side of the cove.

(43) Tuthill Point is on the west side of the entrance to

Tuthill Cove.

(44) Moriches Inlet, 44 miles westward of Montauk

Point, is a shallow entrance from seaward to the deeper

water in Moriches Bay. The jettied entrance is subject

to frequent change. Mariners are advised not to attempt to navigate this inlet at any time without local

knowledge. Both east and west jetties are marked by a

light and the approach to the inlet is marked by a

lighted whistle buoy.

(45) A fish haven, marked by a buoy, is about 2.5 miles

south-southwestward of Moriches Inlet East Breakwater Light.

COLREGS Demarcation Lines

(46) The lines established for Moriches Inlet are described in 80.160, chapter 2.

(47) Fire Island extends west from Moriches Inlet for

about 28 miles along the south shore of Long Island to

Fire Island Inlet. With the exception of the State park

occupying its westernmost 4.6 miles, all of Fire Island

is part of the Fire Island National Seashore, a Marine

Protected Area (MPA). (See Appendix C, for additional

information.)

(48) Orchard Neck Creek, 1.7 miles west of Tuthill

Point, is extensively used by local small craft as a mooring basin. A reported depth of about 3 feet is available to

the head of navigation. A private seasonal lighted buoy

marks the entrance.

Small-craft facility

(49) A small-craft facility is on the west side of the creek

near its head. Gasoline, water, marine supplies, and a

12-ton lift are available; hull and engine repairs can be

made. In June 1981, a depth of about 2 feet was reported alongside the facility.

(50) Areskonk Creek, immediately westward of Orchard

Neck Creek, is used as a harbor by yachtsmen. A privately dredged channel, marked by private seasonal

buoys, leads to the head of the creek. In June 1981, the

channel had a reported controlling depth of 8 feet.

(51) Senix Creek, 0.6 mile westward of Orchard Neck

Creek, has a narrow entrance. With local knowledge, a

reported depth of about 4 feet can be carried in the

channel to about 0.5 mile above the entrance.

Small-craft facilities

(52) Small-craft facilities near the head of the creek

have berths, electricity, storage, and a 6-ton lift; hull

and engine repairs can be made. A marine railway can

haul out vessels up to 32 feet in length.

(53) Mud (West Senix) Creek, westward of Senix Creek,

had a reported controlling depth of about 5 feet in June

1981. The creek is used mostly by local residents. A marina on the east side of the creek near the head has

berthage, electricity, gasoline, water, and a 15-ton lift;

hull and engine repairs can be made.

(54) Forge River, at the northwest end of Moriches Bay

about 0.5 mile westward of the common entrance to

Senix and Mud Creeks, is entered through a privately

dredged channel that leads from the Intracoastal Waterway to the town dock and turning basin at Mastic,

about 1.5 miles above the entrance west of Masury

Point, thence for about 0.2 mile to the head of navigation. In 1981-1999, the reported controlling depths

were 6 feet from the Intracoastal Waterway to the head

of navigation. Favor the east side of the channel at the

entrance. The channel is marked to the turning basin

by private seasonal lighted and unlighted buoys. The

town dock is available only to the local residents, however, overnight transient berths are available.

(55) Old Neck Creek empties into the easterly side of

Forge River about 0.5 mile above the entrance. A privately dredged channel leads from the river to the head

of the creek. In June 1981, the channel had a reported

controlling depth of 7 feet. A marina, just inside the

easterly entrance to the creek, has berths, gasoline, water, ice, marine supplies, a small-craft launching ramp,

and a 15-ton mobile hoist; hull, engine, and electrical

repairs can be made.

(56) Narrow Bay extends for about 3 miles from

Moriches Bay to Bellport Bay, and provides a continuation of the inside passage for small boats. The bridge

across the bay eastward of Smith Point has a bascule

span with a clearance of 18 feet. (See 117.1 through

117.59 and 117.799 (a) through (d), chapter 2, for

drawbridge regulations.) Caution is recommended

when in the vicinity of the bridge because of the piling

near the channel. The bridge is an excellent radar target from 5 to 10 miles.

(57) Bellport Bay extends for about 3 miles from Narrow Bay to Great South Bay and provides a continuation of the inside passage for small boats. The bay is

shoal in its southern part, but has depths of 5 to 7 feet

in the northern part.

(58) Carmans River, on the northeast side of Bellport

Bay, has a depth of about 2 feet through the entrance.

Sometimes bush stakes are placed on each of the shoals

making off from the points at the entrance. Enter in

midriver between these stakes, favor the east side for a

distance of 0.5 mile, and then follow midriver; caution

is advised. The river, marked at the entrance by private

358 ■ Chapter 10 ■ Coast Pilot 2
seasonal lighted buoys, is entered between Long Point

on the west and Sandy Point on the east. Some of the

land areas on both sides of the river just above the entrance are part of the Werthein National Wildlife Refuge, a Marine Protected Area (MPA); landing is not

permitted. (See Appendix C, for additional information.) A 5 mph speed limit is enforced on the river.

Small-craft facility

(59) A small-craft facility is on the west side of the river

about 0.6 mile above the entrance. Electricity, water,

some marine supplies, a 12-ton lift, and storage facilities are available; hull and engine repairs can be made.

(60) Beaverdam Creek, on the north side of Bellport Bay

about 1.5 miles westward of Carmans River, is entered

through a privately dredged approach channel marked

by private seasonal buoys. In August 1999, the channel

had a reported controlling depth of 7 feet.

Small-craft facility

(61) A small-craft facility is at the head of the creek and

can provide berths, storage, supplies, and a 30-ton lift;

engine repairs can be made.

(62) The wharf of a yacht club is on the northwest side of

Bellport Bay at the town of Bellport, about 0.5 mile

westward of the entrance to Beaverdam Creek. In June

1981, depths of 6 to 8 feet were reported in the basin behind the wharf with about 21⁄2 to 3 feet alongside. Water

and a launching ramp are available. A seasonal passenger ferry operates between the yacht club and Bellport

Beach on Fire Island.

(63) A dockmaster manages the village dock adjacent to

the yacht club.

(64) Great South Bay, on the south shore of Long Island, extends from Bellport Bay on the east to South

Oyster Bay on the west. It is about 20 miles long and

about 4 miles across its widest part. It can be entered

through Fire Island Inlet, from Great Peconic Bay via

the inside route, and from westward through

Hempstead Bay. The southeast and southwest portions

of the bay are shoal. The central portion has, for the

most part, depths ranging from 61⁄2 to 10 feet. In April

2008, there was shoaling to less than 1 foot in the channel between Fire Island Inlet and Farm Shoals Channel. Lights, daybeacons, and lighted and unlighted

buoys mark the channels.

(65) Abets Creek and Mud Creek, on the northeast side

of Great South Bay, had reported depths of 4 feet in

1981 and 6 feet in April 1999, respectively. The entrance to each creek is marked by a private seasonal

lighted buoy and stakes. A 5-mph speed limit is enforced in Abets Creek.

Small-craft facilities

(66) Small-craft facilities in the creeks can provide

berths, gasoline, water, storage, and hull and engine repairs. A 7-ton marine railway is available in Abets

Creek, and mobile lifts up to 30 tons are available in

Mud Creek. Diesel fuel, ice, and a pumpout station are

available in Mud Creek.

(67) Swan River, about 0.4 mile westward of Mud Creek,

is entered through a privately dredged channel that

leads to the head of navigation about 1 mile above the

mouth. In 1981, the channel had a reported controlling

depth of 4 feet. In September 1985, a shoal was reported

to be encroaching from the west side of the channel at

the mouth of the river. A private seasonal lighted buoy

marks the entrance, and poles mark the channel above

the entrance.

(68) Several small-craft facilities are on Swan River.

(See the small-craft facilities tabulation on chart 12352

for services and supplies available.)

(69) Patchogue River, on the north side of Great South

Bay, 3.7 miles west of Bellport and 0.9 mile westward of

Swan River, is entered through a dredged channel that

leads from Great South Bay, thence through Patchogue

Bay, and thence to the head of river navigation about 1

mile above the mouth. In May 2006, the midchannel

controlling depth was 5.8 feet in the entrance channel

to the west breakwater light, thence 2.2 feet in the

channel through the harbor to the head of navigation.

The channel is marked by a lighted and unlighted

buoys from the bay to the jettied entrance. The west

side of the entrance is protected by a breakwater with a

light on the outer end, and the east side by a bulkhead

and short jetty extending southward from it; a private

light is near the end of the jetty.

(70) Patchogue, on Patchogue River, is the principal

town on Great South Bay. Depths at the wharves and

piers at Patchogue range from 3 to 9 feet.

(71) Passenger ferry service, summer only, is maintained from Patchogue to Davis Park and Watch Hill on

Fire Island.

Small-craft facilities

(72) Several marinas and boatyards are on both sides of

the river at Patchogue. (See the small-craft facilities

tabulation on chart 12352 for services and supplies

available.)

(73) Corey Creek, 0.6 mile westward of Patchogue River,

is entered between two jetties each marked by a private

seasonal light. In June 1981, depths of 3 feet were

South Coast of Long Island ■ Chapter 10 ■ 359
available in the creek. A marina, on the east side of the

creek just inside the entrance, has berths, electricity,

gasoline, marine supplies, water, ice, storage, and a

16-ton lift; hull, engine, and electronic repairs can be

made. Depths of 5 feet were reported at the marina in

September 1985.

(74) Brown Creek, locally known as Browns River, 3

miles westward of Patchogue, is entered between two

short jetties extending out to a depth of about 4 feet.

The jetties are marked by lights. In March-April 2005,

the midchannel controlling depth was 5.4 feet to the

old town dock, thence 3.5 feet to the upstream limit of

the project; thence in 1993, 2 feet at midchannel to a

point about 0.3 mile below the Sayville Highway

Bridge; thence in 1971, with local knowledge, about 2

feet to the head of navigation at the bridge. In 1976, a

large rock, covered 61⁄2 feet, was reported at the entrance to the dredged channel. Local interests advise

that mariners steer a centerline course from a point

about 0.75 mile south of the jetty light through the entrance channel.

Small-craft facilities

(75) There are several small-craft facilities on the creek.

Berths, electricity, gasoline, diesel fuel, water, marine

supplies, mobile hoists to 80 tons, and hull and engine

repairs are available. A marine railway can handle vessels to 15 feet long.

(76) Passenger ferry service, summer only, is available

from Sayville to Fire Island Pines, Sailors Haven,

Cherry Grove, and Barrett Beach on Fire Island.

(77) Green Creek, about 1 mile west of Brown Creek, is

used by many clam boats. Depths of about 5 feet were

reported available in the creek in 1981. Mariners are

advised to use care when entering the creek, especially

during strong southwest winds. Inside the creek, gasoline, water, marine supplies, storage, a 30-ton lift, and

complete hull, engine, and electronic repairs are available. A 4-mph speed limit is enforced in the creek.

(78) Green Harbor is a privately maintained two-part

harbor just westward of the entrance to Green Creek.

The entrance to the outer basin and the connecting

channel between the outer and inner basins are very

narrow. In September 1985, depths were reported to be

about 6 feet. Limited berthing is available in the outer

basin. A boatyard is in the inner basin.

(79) Connetquot River, locally known as Great River, is

3 miles westward of Brown Creek. In June 1981, a reported depth of 5 feet (with local knowledge) could be

carried from Nicoll Bay to the boatyards on the east

side of the river, thence about 2 feet to the head of navigation at the railroad; favor the east bank of the river

above the boatyards. A shoal with depths of 2 feet

extends northeast from Nicoll Island on the southwest

side of the river entrance. A private light marks the entrance to the river. A prominent mansion with a tower,

now part of a private school, is on the north shore of the

entrance.

Small-craft facilities

(80) There are several small-craft facilities on the east

side of the river. (See the small-craft facilities tabulation on chart 12352 for services and supplies available.)

(81) Great Riveris a village on the west side of the river.

(82) Watch Hill, part of Fire Island National Seashore, is

across Great South Bay from Patchogue. A privately

dredged channel with a reported depth of 3 feet in August 1999, leads from Great South Bay to a seasonally

operated marina. The channel is marked by private seasonal lighted buoys and a lighted range. Berths, electricity, water, ice, some supplies, and a pumpout station

are available. A passenger ferry operates between

Watch Hill and Patchogue.

(83) Cherry Grove, a summer resort across Great South

Bay from Connetquot River, has a boat landing extending out to a depth of 5 feet. Seasonal ferry service is

maintained with Sayville.

(84) Point o’ Woods, Ocean Beach, Fair Harbor, and

Saltaire are summer resorts on Great South Bay westward of Cherry Grove. Provisions are available at most

of these resorts. Year-round ferry service is maintained

between Ocean Beach, Saltaire, and Bay Shore, a town

northwestward on the north shore of Great South Bay,

while there is seasonal service between the rest of these

settlements and Bay Shore. A privately dredged channel with a reported depth of 9 feet in 1981 leads southward to Fair Harbor. A private light marks the channel.

(85) On the north shore of Great South Bay, in the vicinity of Nicoll Point, is Heckscher State Park. A boat

basin and a small-craft launching ramp are at the park

in a cove about 1.6 miles west of Nicoll Point. The park

is open during daylight hours only. A 5 mph speed limit

is enforced.

(86) Sailors Haven, across Great South Bay from Nicoll

Point, is part of the Fire Island National Seashore. A

privately dredged and marked channel with a depth of

about 4 feet leads from Great South Bay to a seasonally

operated marina at which berthing, water, ice, and

some supplies are available. A seasonal passenger ferry

operates between Sailors Haven and Sayville.

(87) Islip is on the south side of Long Island just inland

from Great South Bay and opposite the Fire Island National Seashore, about halfway between New York city

and Montauk Point.

360 ■ Chapter 10 ■ Coast Pilot 2
(88) At Islip the average annual temperature is 53°F

(11.7°C). The average high is 61°F (16.1°C) and the average low is 44°F (6.7°C). July is the warmest month

with an average high of 82°F (27.8°C) and an average

low of 67°F (19.4°C). January is the coolest month with

an average high of 39°F (3.9°C) and an average low of

24°F (-4.4°C). The warmest temperature on record for

Islip is 101°F (38.3°C) recorded in July 1991 and the

coldest temperature on record is -7°F (-21.7°C) recorded in January 1984. On average, seven days each

year record high temperatures in excess of 90°F

(32.2°C) and 98 days record minimum temperatures

below 32°F (0°C). An average of only two days each year

has an extreme minimum below 5°F (-15°C).

(89) Precipitation is both moderate and distributed

evenly throughout the year. August is the wettest

month with an average precipitation total of five inches

(127 mm) and February the driest with just over three

inches (76 mm). Average annual precipitation is about

45 inches (1143 mm). Most of the rainfall from June

through September comes from thunderstorms, therefore, is usually of brief duration, but relatively intense.

Thunderstorm days average 25 each year. From October to April, however, precipitation is generally associated with widespread storm areas, so that day-long rain

or snow is common.

(90) Snow falls an average 30 days each year and averages 21 inches (533 mm) in any given year. The snowiest month is February with an average of six inches

(152 mm). Snow has fallen in each month, November

through April. The greatest 24-hour total snowfall was

eight inches (203 mm) which fell in March 1993.

(91) Tropical storms have influenced the area fourteen

times since 1871. Most recently, Hurricane Gloria

passed within 10 miles west of Islip in September 1985.

Gloria made landfall about halfway between Kennedy

and Islip and provided sustained winds of 75 knots at

time of landfall for the Islip area. Only two days earlier,

Gloria was a 125-knot hurricane.

(92) (See page 432 for the Islip climatological table.)

(93) The Long Island U.S. Courthouse (40°45’35"N.,

73°11’25"W.), is prominent feature in East Islip, across

Champlin Creek from Islip. The building is rectangular

with a cone-shaped entrance and is constructed of

white and gray panels and is 281 feet high; reported to

be visible from 20 miles offshore.

(94) Great Cove, on the north side of Great South Bay

about 4 miles westward of Nicoll Point, has depths of 4

to 8 feet. A line of private orange and white spar buoys

across the mouth of Great Cove marks a shellfish closure area.

(95) Orowoc Creek, which enters the northeast part of

the cove, leads to the boat basin and wharves at the

town of Islip. The channel in the cove is sometimes

marked by stakes, and had a reported depth of about 6

feet in June 1981. A private light marks the westerly

edge of the 3-foot shoal on the east side of the channel

near the entrance to the creek.

Small-craft facilities

(96) Small-craft facilities on the creek can provide gasoline, water, ice, storage, marine supplies, and complete

engine and hull repairs. A 55-foot marine railway and a

25-ton mobile hoist are available.

(97) Several fish packing plants are on the creek.

(98) Penataquit Creek and Watchogue Creek, locally

known as West Creek, about 0.5 mile westward of

Orowoc Creek, empty into the northwest end of Great

Cove through a common entrance. Bay Shore is a large

fishing center on the northwest shore of Great Cove at

the head of the creeks. The common entrance is protected on its westerly side by a bulkheaded sandspit,

which forms a well-protected boat basin. The entrance

channel leads between the northeast end of the

sandspit and the point to the east. A private light marks

the entrance to the creeks. The channel had a reported

depth of 6 feet in June 1981. A 4 mph speed limit is enforced on the creeks.

(99) The ferry landing near the entrance of Penataquit

Creek had a reported depth of about 5 feet at its end in

June 1981. From the landing, ferries connect with

Ocean Beach and Saltaire year round and with Point o’

Woods, Kismet, Fair Harbor, Dunewood, Atlantique,

Sea View and Ocean Bay Park during the summer.

Small-craft facilities

(100) There are several small-craft facilities in Penataquit and Watchogue Creeks. (See the small-craft facilities tabulation on chart 12352 for services and

supplies available.)

(101) There are several creeks and a dredged boat basin

between Watchogue Creek and Conklin Point to the

southwestward. These waterways are for the most part

privately maintained and for the exclusive use of the local property owners.

(102) Fire Island Inlet, about 28 miles westward along

the south coast of Long Island from Moriches Inlet, is

the only direct entrance from the Atlantic to Great

South Bay. The inlet is subject to frequent changes and

has been moving westward for many years. Mariners

are warned to beware of extreme tidal turbulence especially during times of tidal change and should seek

South Coast of Long Island ■ Chapter 10 ■ 361
local knowledge of the latest conditions before entering. Navigation of the inlet is difficult even with relatively calm seas, and for small craft it can be extremely

dangerous. During heavy weather, the entrance usually

is obstructed by breakers.

COLREGS Demarcation Lines

(103) The lines established for Fire Island Inlet are described in 80.160, chapter 2.

(104) Fire Island Light (40°37'57"N., 73°13'07"W.), 167

feet above the water, is shown from a black and white

horizontally banded tower about 4 miles east-northeastward of Democrat Point. Fire Island Coast Guard

Station is about 1.9 miles west-southwestward of the

light. A water tower, about 208 feet high, marked by

floodlights and visible for 16 miles, is about 0.1 mile

southwest of the Fire Island Coast Guard Station.

(105) The Robert Moses Causeway Bridge over Fire Island Inlet, 2.1 miles inside the entrance, has a clearance of 65 feet at the 464-foot center span. The bridge is

an excellent radar target at a range of more than 12

miles.

(106) Two boat basins at the Robert Moses (Fire Island)

State Park are entered just westward of the southern

end of the bridge. Berths and water are available in the

basins between sunrise and sunset. In June 1981,

depths of 7 feet and 6 feet were reported available in the

east and west basins, respectively.

Currents

(107) The currents in Fire Island Inlet, after crossing the

bar, have a velocity of about 2.4 knots at full strength

and are influenced greatly by the force and direction of

the wind. (Consult the Tidal Current Tables for predictions.) In the bay, currents have little velocity except in

the narrow channels between the shoals and within a

radius of 3 miles from Fire Island Coast Guard Station

where their estimated velocity is 1 to 1.5 knots.

(108) Fire Island Inlet remains open throughout the

year, but ice does become a problem in the inland channels through Great South Bay from early January

through about mid-March.

(109) The area between Fire Island Inlet and Jones Inlet

is characterized by low, sandy beaches and numerous

islands fringed by vast stretches of marshy ground.

Many shallow areas, irregular in outline, are a serious

menace to the navigation of light-draft vessels. An extensive network of bays, creeks, coves, channels, and

inlets covers the entire area.

(110) The channel connecting Great South Bay with

Jones Inlet, East Bay, and South Oyster Bay is narrow,

treacherous, and has numerous short bends. Caution

should be exercised when navigating in these areas in

small boats.

(111) Several channels lead from Fire Island Inlet to

places in Great South Bay and connecting inside waterways. From the Robert Moses Causeway Bridge, located

just inside the inlet, the channel leads northeastward

off the eastern tip of Oak Beach. It then connects with

Farm Shoals Channel to the southeastward and later

with East Channel, which follows the buoyed channel

along the north side of Great South Beach and joins

with the inside passage south of Nicoll Bay. It has a

depth of about 7 feet although in April 2008, there was

shoaling to less than 1 foot between Fire Island Inlet

and Farm Shoals. Range Channel, just westward of

East Channel, has a depth of about 6 feet. West Channel, just westward of Fire Islands, has a depth of about

7 feet. Dickerson Channel, northeastward of Captree

Island, had a reported depth of 4 feet in June 1981.

These channels are marked with buoys that are shifted

in position with changing conditions.

(112) From Fire Island Inlet the State Boat Channel

leads westward through Great South Bay and South

Oyster Bay to Zacks Bay at Jones Beach State Park,

thence westward in Hempstead Bay through winding

channels, well marked by lights, buoys, and daybeacons

to Reynolds Channel at Point Lookout, just west of

Jones Inlet. Two buoys mark submerged obstructions

on the south side of the entrance to the channel. In

2005, shoaling was reported in the channel just E of

Buoy 76.

(113) The speed of vessels is limited to 10.4 knots (12

mph) in the channel and 3.5 knots (4 mph) in the areas

designated as basin or anchorage.

(114) A marina on the south side of the channel at the

eastern end of Captree Island has berthage, gasoline,

diesel fuel, water, and ice.

(115) The Robert Moses Causeway Bridge over the State

Boat Channel, connecting Oak Beach with Captree Island, has twin bascule spans with a clearance of 29 feet

at the center. (See 117.1 through 117.59 and 117.799

(a) through (c) and (i), chapter 2, for drawbridge regulations.) The twin fixed spans of this bridge and causeway over the inside passage in Great South Bay

between Captree Island and Conklin Point have a clearance of 60 feet for a middle width of 460 feet.

(116) A shellfish closure area, marked by private yellow

buoys, extends from the Robert Moses Causeway at

Conklin Point westward for about 6.8 miles to

Narraskatuck Creek.

(117) Oak Island Channel, locally known as Babylon Cut,

extends northwestward from the State Boat Channel

from a point opposite the northeastern end of Oak

362 ■ Chapter 10 ■ Coast Pilot 2
Island to Great South Bay and Babylon Cove. In 1981,

the channel, marked by seasonal buoys, had a reported

controlling depth of 6 feet except for shoaling to an unknown extent in the channel opposite Grass Island.

From a point about 1.7 miles above the State Boat

Channel, Oak Island Channel connects with a privately

dredged and marked channel, locally known as East

West Channel, that leads westward and parallels the

northern shore of Great South Bay for about 6 miles to

South Oyster Bay. In June 1981, East West Channel had

a reported controlling depth of about 4 feet. Several

channels, some leading northward into the waterways

on the north side of Great South Bay and some leading

southward to the State Boat Channel, connect with

East West Channel. These connecting channels are discussed later in this chapter.

(118) Babylon is a town on the north shore of Great

South Bay. A flag pole and a church spire are prominent. The public landing, about 0.3 mile northward of

Sampawams Point and at the mouth of Sampawams

Creek, had a reported depth of 6 feet at the end in 1993.

Approaching around Sampawams Point, give the point

a berth of 0.3 mile when southeastward of it and head

northwestward to the wharf.

(119) Sampawams Creek, just northward of the wharf,

has been dredged to reclaim adjacent lands and is

bulkheaded on the west side. The entrance is marked by

private seasonal buoys and a private light. It is used as

an anchorage by small craft and has a depth of about 5

feet through the entrance and greater depths inside.

Boats also anchor between the public landing and

Sampawams Point. This anchorage becomes choppy

during easterly or southeasterly winds.

Small-craft facilities

(120) There are several small-craft facilities on the creek.

(See the small-craft facilities tabulation on chart 12352

for services and supplies available.)

(121) Carlls River, westward of Sampawams Point, in

June 1981, had a reported controlling depth of 5 feet in

the privately dredged entrance channel leading northward from East West Channel. In June 1982, shoaling

to an unknown extent was reported in the channel.

Small-craft facilities

(122) Small-craft facilities on the river have berthage,

gasoline, water, marine supplies, a 9-ton lift, and a

40-ton mobile hoist; hull and engine repairs can be

made. In 1993, depths of 5 to 6 feet were reported

alongside at the facilities.

(123) West Babylon Creek, locally known as Mud Creek,

is about 1 mile westward of Sampawams Point. In June

1981, the privately dredged and marked entrance channel leading northward from East West Channel had a

reported controlling depth of 4 feet.

(124) Several small-craft facilities are on the creek. (See

the small-craft facilities tabulation on chart 12352 for

services and supplies available.) Several creeks to the

westward have been improved in a similar manner.

(125) In July 1980, a submerged obstruction was reported about 0.55 mile southwest of the mouth of West

Babylon Creek in about 40°40'00"N., 73°20'38"W.

(126) Oak Beach is primarily a summer resort and fishing village on the north side of Fire Island Inlet. The

channel to the village pier, passing eastward of Oak Island, has a depth of about 9 feet. A tall lighted mast on

the south side of Oak Beach is prominent.

(127) Cedar Island Beach and Gilgo Beach, westward of

Oak Beach, are maintained and operated by the County

and Township authorities and are not part of the Long

Island State Park System.

(128) Neguntatogue Creek, on the north side of Great

South Bay at the town of Lindenhurst, has several

small-craft facilities. In June 2000, the reported controlling depth in the entrance to the creek was 4 feet.

Berths, electricity, gasoline, diesel fuel, water, ice, storage, and marine supplies are available; hull and engine

repairs can be made.

(129) Fox Creek Channel, privately dredged and marked

by private seasonal aids, leads from the mouth of

Neguntatogue Creek across Great South Bay to a junction with the State Boat Channel just eastward of Cedar

Island. In June 1982, the reported controlling depth

was 3 feet.

(130) Strongs Creek, westward of Neguntatogue Creek,

in June 1981, had a controlling depth of 7 feet in the

privately dredged entrance channel leading northward

from East West Channel.

Small-craft facilities

(131) Small-craft facilities in the creek have storage and

a 12-ton mobile hoist; hull and engine repairs can be

made.

(132) Great Neck Creek, westward of Strongs Point, has

a depth of about 7 feet in the privately dredged entrance

channel leading northward from East West Channel;

greater depths are inside.

(133) Woods Creek is westward of Howell Point and

Howell Creek. In 2005, the reported controlling depth

in the entrance was 3 feet. Gasoline is available just inside the entrance and a small-craft facility at the head

of the creek can provide limited berths, electricity,

South Coast of Long Island ■ Chapter 10 ■ 363
gasoline, water, some marine supplies, a pump-out station, winter storage, and a 30-ton lift; hull, engine and

electrical repairs can be made.

(134) Amityville Creek, on the north side of the western

extremity of Great South Bay, had a reported controlling depth of about 3 feet in June 1981. The entrance to

the creek is marked on the west side by a private light.

Several boatyards on the creek have marine railways,

the largest of which can handle craft up to 50 feet in

length; gasoline, water, ice, storage, marine supplies,

and complete engine and hull repairs are available.

(135) Amityville is a small town on the north shore of

Great South Bay at its western extremity . The village

wharf bares at low water at its face. Amityville Cut extends southward from Amityville Creek and joins the

State Boat Channel near Gilgo Beach. The privately

maintained and marked channel had a reported controlling depth of 8 feet in 1993.

(136) Narraskatuck Creek, 0.5 miles westward of Amityville

Creek had a reported depth of about 3 feet in June 1981.

Small-craft facilities

(137) The small-craft facilities on the creek have gasoline, berths, electricity, water, ice, storage, and marine

supplies. Mobile hoists can handle craft up to 20 tons;

hull, engine, and electrical repairs can be made.

(138) Carman Creek, about 0.8 mile westward of

Amityville Creek, is used by boats drawing 4 to 5 feet.

(139) South Oyster Bay, lying between Great South Bay

and Hempstead Bay, is shoal over its greater part. A

channel marked by buoys and daybeacons, good for a

draft of 4 feet at high water, extends through the bay.

Through traffic uses the State Boat Channel and connecting lanes on the south side of the Bay.

(140) Gilgo Heading, a channel and basin between the

State Boat Channel and Gilgo Beach, has a depth of

about 7 feet.

Chart 12352

(141) Hempstead Bay is on the south side of Long Island

inside the beach extending from the west end of Great

South Bay to Far Rockaway. The bay has many sloughs

that are subject to change in the vicinity of the inlets

and where dredging is done to reclaim land. Navigational aids marking the main channels of the bay are

maintained by the town of Hempstead. Many shoal

spots, some to a foot or less, have been reported at several areas of the rivers and channels.

Chart 12352

(142) Jones Beach State Park, on the south coast of Long

Island, comprises about 2,500 acres and is under the

jurisdiction of the Long Island State Park and Recreation Commission. A prominent red brick water tower,

204 feet high, with a pyramid top, 3.5 miles eastward of

Jones Inlet, is the center of Central Mall. The tower,

flood-lighted at night, is visible 16 miles. Zachs Bay, a

dredged basin above Jones Beach State Park, has

depths of 4 to 29 feet. The eastern part of Zachs Bay is

used as an anchorage; a swimming area marked by private buoys is in the western part of the bay.

(143) Stone Creek, marked by seasonal buoys and with a

reported depth of about 2 feet in June 1981, leads

northward from Sloop Channel and eastward of Green

Island to the village of Seaford at the head of Seaford

Creek. In August 1992, severe shoaling to an unknown

depth was reported north of Great Island Channel

Lighted Buoy Z2.

Small-craft facilities

(144) There are many small-craft facilities at Seaford and

in the vicinity. Berthage, electricity, gasoline, water,

ice, storage, marine supplies, and small-craft launching ramps are available. The largest mobile hoist is 30

tons; hull, engine and electrical repairs can be made.

(145) The Wantagh State Parkway bridge crosses Sloop

Channel from Jones Beach State Park to Green Island

and has a fixed span with a clearance of 15 feet; the

bridge is temporary. A permanent bascule bridge is being built close southwest of the existing temporary

bridge with a design clearance of 14 feet. The other

bridges, which are part of the Wantagh State Parkway,

have the following clearances: 16 feet for the bascule

span over Goose Creek between Green Island and Great

Island; and 12 feet for the fixed span across Island

Creek. (See 117.1 through 117.59 and 117.799 (a)

through (c) and (i), chapter 2, for drawbridge regulations.)

Caution

(146) The current is reported to be swift during periods

of maximum flood and ebb at the bridge crossing the

Sloop Channel from Green Island to Jones Beach State

Park, and has a tendency to set boats into the bridge

abutments. Mariners are advised to avoid this part of

the channel during these periods and to use the secondary route in Goose Creek, north of Green Island.

(147) A privately marked channel, locally known as Racehorse Channel, with a depth of about 6 feet, leads

northward from Sloop Channel and westward of Green

364 ■ Chapter 10 ■ Coast Pilot 2
Island to the western entrance of Island Creek. Olivers

Channel, marked by private buoys and daybeacons,

leads westward from near the north end of Racehorse

Channel to East Bay.

(148) A fish haven, marked by a private buoy, is near the

middle of East Bay.

Small-craft facilities

(149) On the north side of East Bay, there are several

small-craft facilities at the head of Bellmore Creek and

on the west side of Nicks Point. (See the small-craft facilities tabulation on 12352 for services and supplies

available.)

(150) Sloop Channel, the main channel leading east

from Jones Inlet, extends along the north side of Short

Beach and Jones Beach State Park. The channel is

marked by buoys and daybeacons. In June 1981, shoaling to 3 feet was reported on the south side of Sloop

Channel from about 0.3 mile southwest of Meadowbrook State Parkway Bridge to about 0.45 mile northeast of the bridge. In 2005, shoaling to bare was

reported in the channel south of Short Beach Island,

obstructing the eastern entrance and part of the western entrance.

(151) A channel with reported depths of 3 to 4 feet in

June 1981 leads between Snipe Island and Egg Island

into Haunts Creek on the western side of Deep Creek

Meadow and joins Sloop Channel northwestward of

Jones Beach State Park.

(152) The channel joining Haunts Creek east of East

Crow Island and leading northward through Broad

Creek Channel to East Bay, and thence to Merrick

Creek, has a depth of about 1 foot. The channel joining

Sloop Channel just west of the Meadowbrook State

Parkway Bridge leads north through Swift Creek and

Neds Creek to East Bay; the channel bares at low water

about 0.7 mile north-northeastward of the bridge between West Crow Island and Pettit Marsh. The channel

between False Channel Meadow and Pettit Marsh has a

depth of about 5 feet and leads to Freeport Creek, discussed later in this chapter.

(153) The Meadowbrook State Parkway Bridge has the

following clearances: 21 feet for the bascule span across

Sloop Channel between Jones Beach State Park and

Jones Island, 14 feet for the 29-foot fixed span between

West Crow Island and Pettit Marsh, and 12 feet for the

29-foot fixed span between Pettit Marsh and Fighting

Island. (See 117.1 through 117.59 and 117.799 (a)

through (c) and (h), chapter 2, for drawbridge regulations.)

(154) The Loop Parkway Bridge has the following clearances: 20 feet for the fixed span over Swift Creek between West Crow Island and Meadow Island, 21 feet for

the bascule span between Meadow Island and Alder Island, and 20 feet for the 29-foot fixed span over

Reynolds Channel between Alder Island and Point

Lookout. (See 117.1 through 117.59 and 117.799 (a)

through (c) and (f), chapter 2, for drawbridge regulations.) In August 1998, a replacement fixed bridge was

under construction across Swift Creek, between West

Crow Island and Meadow Island, just south of the existing bridge with a design clearance of 20 feet.

(155) Jones Inlet, about 12 miles westward along the

south coast of Long Island from Fire Island Inlet, is the

principal entrance from the Atlantic to the inside passages and towns in Hempstead Bay. The inlet, which is

used mostly by pleasure craft and fishermen, should

not be attempted without local knowledge because the

channel and depths are constantly changing.

(156) The approach is marked by a lighted whistle buoy.

(157) A light is at the outer end of the jetty on the east

side of the entrance to Jones Inlet. A small-craft basin is

inside the inlet on the north side of Jones Beach;

berths, electricity, water, and a pump-out station are

available. Jones Beach Coast Guard Station is in the

small-craft basin.

(158) In February-March 2008, the controlling depth was

8.1 feet in the channel from Point Lookout (40°35.6'N.,

73°34.6'W.) to the Loop Parkway Bridge over Long

Creek. The buoys and soundings in Jones Inlet are not

charted because of continual changes; caution and local knowledge are advised.

Currents

(159) The tidal current in the inlet has a velocity of about

3 knots. (See Tidal Current Tables for predictions.)

Tides

(160) The mean range of tide is 3.6 feet.

COLREGS Demarcation Lines

(161) The lines established for Jones Inlet are described

in 80.160, chapter 2.

(162) Point Lookout is a village on the east end of the

barrier beach on the west side of Jones Inlet. A large

lighted tank in the western part of the town is prominent.

Small-craft facilities

(163) Small-craft facilities are on either side of the

bridge. (See the small-craft facilities tabulation on

chart 12352 for services and supplies available.)

(164) Long Creek, marked by seasonal lighted and

unlighted buoys, leads northward from Jones Inlet between Alder Island and Meadow Island, and between

South Coast of Long Island ■ Chapter 10 ■ 365
Smith Meadow and Pine Marsh to Freeport. The channel below the Loop Parkway Bridge has been improved

by dredging as previously mentioned. The channel

above the bridge at the intersection with Sea Dog

Creek is subject to frequent change; local information

should be obtained before using these waters. The

channel above the intersection with Sea Dog Creek had

a reported depth of about 12 feet in June 1981. A channel between Pine Marsh and Pettit Marsh, with a reported depth of about 12 feet in June 1981, joins with

The Narrows and Long Creek about 1 mile northward

of the Bay of Fundy.

(165) Freeport Creek, leading northward from The Narrows, had a controlling depth of 31⁄2 feet in January

1980. In July 1993, a visible wreck was reported near

the mouth of the creek, just east of Buoy Q9, in about

40°37'53"N., 73°33'55"W. Great Sand Creek, between

Pettit Marsh and False Channel Meadow, had a reported

depth of about 5 feet in June 1981. Several boatyards

and marinas are along Freeport Creek where gasoline,

diesel fuel, water, and marine supplies may be obtained;

complete engine and hull repairs can be made.

(166) Hudson Channel, extending northward to the piers

at Freeport, had a reported depth of about 4 feet in June

1981. Woodcleft Canal, westward of Hudson Channel,

had a depth of about 13 feet.

(167) Freeport is a city on the north shore of Baldwin

Bay with rail and bus communications to New York

City and other points on Long Island.

Small-craft facilities

(168) Many small-craft facilities are at Freeport. (See the

small-craft facilities tabulation on chart 12352 for services and supplies available.)

Anchorages

(169) A general anchorage is in Randall Bay at the northeast end of Baldwin Bay. (See 110.1 and 110.156,

chapter 2, for limits and regulations.)

(170) A channel with a reported depth of about 7 feet in

June 1981, passes through Scow Creek to Baldwin Harbor. A channel connecting Baldwin Harbor with

Randall Bay had a reported depth of about 5 feet in June

1981.

(171) Milburn Creek, a dredged channel extending

northward to Baldwin from Baldwin Bay, had reported

depths of about 5 feet in June 1981. The entrance to the

channel is marked by private seasonal barrel buoys. A

dredged channel with a reported depth of about 8 feet

in June 1981 in the northern part of Middle Bay leads to

Parsonage Cove.

(172) Reynolds Channel extends westward from Jones

Inlet to East Rockaway Inlet and is the main thorofare

of the route between the inlets. The channel is crossed

by several bridges.

Currents

(173) Strong currents exist in the western portion of

Reynolds Channel, and caution must be exercised

when approaching the drawbridges, particularly with a

fair current; the signal to open the bridge should be

given sufficiently in advance so the bridge can be

cleared of traffic and the draw opened before the vessel

arrives there. The currents of the two inlets meet at the

entrance of the channel leading west from Cinder

Creek.

(174) A 5 mph speed limit is enforced in the channel between Middle Island and Point Lookout.

(175) A secondary channel extending northwestward

through Cinder Creek and westward of Parsonage Island to middle Bay had a reported depth of about 3 feet

in June 1981. The channel is not marked.

(176) Garrett Lead, the primary channel extending

northeastward from Reynolds Channel to Middle Bay,

is marked by a lighted buoy, a light, buoys, and

daybeacons. In June 1981, the channel had a reported

controlling depth of 5 feet.

Chart 12352

(177) Long Beach is a seaside resort on the outer beach

about 4 miles west of Point Lookout. The waterfront on

the bayside is bulkheaded.

(178) The highway bridges crossing Reynolds Channel

between Long Beach and Island Park have bascule

spans with clearances of 20 feet. The railroad bridge

about 0.2 mile westward of the highway bridges has a

bascule span with a clearance of 14 feet. (See 117.1

through 117.59 and 117.799 (a) through (c) and (g),

chapter 2, for drawbridge regulations.)

(179) A dock of the Long Beach Hospital is on the south

side of Reynolds Channel about 0.3 mile eastward of the

highway bridge; medical aid to boatmen is available

here. The dock is marked by a square white sign with a

large red cross.

(180) Just westward of the railroad bridge, a dredged

channel passes through Island Park. In June 1981, the

channel had a reported controlling depth of about 6

feet. The fixed footbridge and highway bridge crossing

the channel have a least clearance of 7 feet. Several

wharves are available at Island Park.

(181) Hog Island Channel, the main route to the towns

of Oceanside and East Rockaway, joins Reynolds Channel southwestward of Island Park and leads westward of

Island Park, then eastward of West, East, and North

366 ■ Chapter 10 ■ Coast Pilot 2
Meadows. East Rockaway Channel, privately marked

and an alternate and shallower route to the towns, joins

Hog Island Channel about 0.8 mile and 2.4 miles above

Reynolds Channel. Oceanside and East Rockaway are

along the east and west sides, respectively, of the northern part of East Rockaway Channel.

(182) In June 1981, the reported controlling depth in

Hog Island Channel was 10 feet to the oil dock at a

powerplant about 1.75 miles above the junction with

Reynolds Channel, thence about 8 feet to the northern

junction with East Rockaway Channel. In June 1981,

East Rockaway Channel had a reported controlling

depth of 6 feet to its head.

(183) Mariners of vessels transiting Hog Island Channel

in the vicinity of the public beach at the village of Island

Park are requested to proceed at a speed that will create

minimum wave wash and wake, and avoid damage to

the beach facilities.

(184) There are numerous marginal-type petroleum

wharves along the eastern side of Hog Island Channel

between 1.75 and 2.25 miles above the junction with

Reynolds Channel. In June 1981, depths of 6 to 10 feet

were reported alongside the wharves; oil barges and

coastal tankers berth at or near high tide and ground

out at low tide when alongside.

Small-craft facilities

(185) There are extensive small-craft facilities along the

south and southeast sides of Island Park, and also on

East Rockaway Channel at Oceanside and East

Rockaway. (See the small-craft facilities tabulation on

chart 12352 for services and supplies available.)

(186) Broad Channel, which joins Reynolds Channel

eastward of Hicks Beach and leads to Hewlett Bay and

Macy Channel, had a reported depth of about 3 feet in

June 1981.

(187) Woodsburgh Channel, which joins Broad Channel

about 0.5 mile northward of Hicks Beach and leads

northwestward to Woodsburgh, had a reported controlling depth of 3 feet in June 1981. The two fixed

bridges over Woodmere Channel northwestward of

Brosewere Bay have a least clearance of 11 feet.

(188) Atlantic Beach is an oceanfront and bayside community on the east side of East Rockaway Inlet. Facilities for mooring are eastward and westward of the

highway bridge. Gasoline, diesel fuel, water, provisions,

and other supplies are available.

(189) Bannister Creek, just east of the Atlantic Beach

Bridge, has depths of 7 to 12 feet. Bridge Creek extends

west just above the mouth of Bannister Creek. A small

boatyard on the creek can haul out craft up to 6 tons for

hull and engine repairs; water, a pump-out, and some

marine supplies are available.

(190) The highway bridge crossing Reynolds Channel to

Atlantic Beach just inside East Rockaway Inlet has a

bascule span with a clearance of 25 feet. (See 117.1

through 117.59 and 117.799 (a) through (c) and (e),

chapter 2, for drawbridge regulations.) The bridgetender

monitors VHF-FM channel 13; call sign KFL–348.

(191) East Rockaway Inlet, about 8 miles westward

along the south coast of Long Island from Jones Inlet,

is the westernmost entrance from the Atlantic to

Hempstead Bay and the inland water route along the

south shore of Long Island. The inlet is subject to frequent changes, but is reported to be usually safer to

navigate than Jones or Fire Island Inlets. The aids

marking the inlet are periodically moved to mark the

best water; local knowledge is advised.

(192) Two large identical apartment buildings are prominent about 0.8 mile north-northeastward of the jetty

light.

Currents

(193) The tidal current in the inlet has a velocity of about

2.3 knots. (See the Tidal Current Tables for predictions.) Caution should be exercised when passing

through the inlet and bridge at times of maximum current.

Tides

(194) The mean range of tide is 4.1 feet in East Rockaway

Inlet and from about 2 to 4 feet in Hempstead Bay.

South Coast of Long Island ■ Chapter 10 ■ 367
368

■ Chapter 11■ Coast Pilot 2

NEW JERSEY

12402

12333

12332

12331

12350

12337

12401

LONG ISLAND

Raritan Bay

Upper Bay

Lower Bay

Port Monmouth

NORTH

ATLANTIC

OCEAN

Manhattan

Brooklyn

Hoboken

Jersey City

12334

Newark

Elizabethport

Perth Amboy

New York City

Great Kills

40°30’

73°45’ 74° 74°15’

Hackensack River

Passaic River

Bayonne

Kill Van Kull Arthur Kill

Raritan River

STATEN ISLAND

Sandy Hook Bay

Sandy Hook

Rockaway Inlet

Jamaica Bay

Hudson River

HARBOR CHARTS (outlined in red) - scales 1:50,000 and larger.

CONVENTIONAL CHARTS

These specially designed charts are published with small craft information

and are labeled in green

SMALL-CRAFT CHARTS AND MARINE FACILITIES CHARTS

COAST CHARTS (outlined in purple) - scales from 1:50,001 to 1:150,000.

GENERAL CHARTS (outlined in purple) - scales from 1:150,001 to 1:600,000.

Note: not all charts are shown
New York Harbor and Approaches

(1) This chapter describes New York Harbor and its approaches and the areas adjacent to it bounded by and

including Jamaica Bay to the eastward and Sandy Hook

Bay to southward. Included in the text in addition to

the facilities at New York City and Staten Island are the

New Jersey ports of Perth Amboy, Port Elizabeth, Port

Newark, Bayonne, and others which are accessible

through tributaries that empty into New York Harbor

such as Arthur Kill, Kill Van Kull, Passaic River, and

Hackensack River. The Hudson River above New York

City is discussed in chapter 12, and the East River, the

approach to New York Harbor from Long Island Sound,

is discussed in chapter 9.

COLREGS Demarcation Lines

(2) The lines established for New York Harbor are described in 80.165, chapter 2.

Charts 12326, 12327, 12401

(3) The approach to New York Harbor from seaward is

generally along the south coast of Long Island or the

east coast of New Jersey, although the harbor is easily

approached from any direction between east and south.

During the approach, the south shore of Long Island

will be seen to northward and the low sandy beaches of

the New Jersey shore will be observed to westward. The

Long Island shore is readily identified by sand hillocks

and thickly settled beach communities, whereas the

New Jersey shore is characterized by long sandy

stretches and many summer resort settlements.

Prominent features

(4) The four most prominent landmarks, which can be

seen for a long distance at sea, are the Fire Island Light

and a tower at Jones Beach on the Long Island shore,

and the Highlands of Navesink and the microwave

tower at Atlantic Highlands on the north end of the

New Jersey coast. When nearing the Lower Bay of New

York Harbor, Ambrose Light will be seen; it marks the

entrance to Ambrose Channel which is the principal

deepwater passage through the Lower Bay.

(5) The south coast of Long Island from Fire Island Inlet to Rockaway Inlet has a general 263° trend for 30

miles. It is a clean shore and may be approached as

close as 1 mile, with not less than 30 feet except off the

inlets where the shore should be given a berth of at

least 1.5 miles. This coast is characterized by sandy

beaches and summer resorts at the eastern end, and

amusement parks and densely settled communities at

the western end.

(6) The shoreline is broken by three prominent and

navigable inlets which lead to the inland waterway

along the south shore of Long Island. Fire Island Inlet

is at the eastern extremity, and its entrance is marked

by lights and buoys. Jones Inlet is about 12 miles to the

west of Fire Island Inlet. The entrance is prominently

indicated by the 202-foot lighted tower at Jones Beach

on the eastern side and by an elevated tank at Point

Lookout on the west side of the inlet. Jones Beach State

Park is on the east side of the inlet; a lighted tower in

the park is a conspicuous landmark.

(7) East Rockaway Inlet, about 8 miles westward of

Jones Inlet, is the extreme western entrance to the inland waterway. The inlet entrance is marked by a breakwater with a light on its seaward end. The shoreline

between the two inlets is closely built up with large

communities. Elevated tanks, towers, and other tall

structures are prominent in this area.

(8) A fish haven is about 2 miles offshore midway between East Rockaway Inlet and Rockaway Point.

(9) Rockaway Point, 17 miles westward of Jones Inlet,

is the southwestern extremity of Long Island and the

eastern entrance to New York Lower Bay. A breakwater,

marked at its seaward end by a light, extends southward

from the point. Rockaway Inlet forms a large deep entrance to Jamaica Bay.

(10) In August 2008, the demolition of Ambrose Light

was reported to have commenced and a temporary

lighted whistle buoy at 40°26'54"N., 73°47'48"W. was

established.

(11) Sandy Hook, the southern entrance point to New

York Harbor, is low and sandy. A Coast Guard station

and two radio towers are near the northern extremity

of Sandy Hook. The towers and a large green standpipe

to the southeast are the most prominent objects on the

northern end of Sandy Hook. Southward of the

standpipe are several houses and Sandy Hook Light

(40°27'42"N., 74°00'07"W.), 88 feet above the water and

New York Harbor and Approaches ■ Chapter 11 ■ 369
shown from a white stone tower, 85 feet high. This

light, established in 1764, is the oldest in continuous

use in the United States.

(12) The most prominent landmark southward of the

entrance to New York Harbor is the high wooded ridge

forming the Highlands of Navesink. A tall condominium on the ridge and a microwave tower at Atlantic

Highlands to the west are also prominent. The brownstone towers of the abandoned Navesink Lighthouse on

the easternmost spur of the highlands are 73 feet above

the ground and about 246 feet above the water. The

northerly tower is octagonal, and the southerly tower is

square. A private seasonal light is shown from the

northerly tower.

COLREGS Demarcation Lines

(13) The lines established for New York Harbor are described in 80.165, chapter 2.

(14) Soundings will be found most useful to warn vessels of too close an approach to the shore in approaching New York Harbor. Many vessels have been wrecked

on the coast of New Jersey and Long Island through

failure to take frequent soundings when the position

was uncertain. Depth is a better indication of position

off this part of the coast than the character of the bottom, as the same characteristics may be found in widely

different positions. A frequent use of soundings and

close study of the charts will always give sufficient

warning of danger. If a vessel is not certain of her position, the depth should not be shoaled to less than 15

fathoms on the south coast of Long Island eastward of

Fire Island Light, or 11 fathoms between Fire Island

Light and Barnegat Lighted Buoy B (39°45'48"N.,

73°46'04"W.), or 9 fathoms southward of Barnegat

Lighted Buoy B.

(15) From the position of the two shores relative to each

other and to the entrance to New York Harbor it follows

that a course of 215° will deepen the water if the vessel

is on the Long Island side of the approach and will shoal

if she is off the New Jersey coast. A course of 035° will

deepen the water if the vessel is off the New Jersey side

of the approach and will shoal if she is off the Long Island coast.

(16) Eastward of Fire Island Light the water shoals quite

rapidly toward the Long Island shore, but inside a line

drawn from Nantucket Traffic Lane Lighted Horn Buoy

NA to Barnegat Lighted Buoy B, there is no marked difference in the soundings as either shore is approached

except in Mud Gorge.

(17) Modern surveys show the existence of a canyon, evidently cut by the Hudson River in prehistoric days,

across the Continental Shelf, extending about 120

miles southeastward from off Sandy Hook. The inshore

section is called the Mud Gorge and the offshore section the Hudson Canyon. In some sections of this cut

the depths are considerably greater than those adjacent

to it and the walls are very steep. The use of soundings

permits a very accurate determination of a ship’s position by the comparison of the soundings with the depth

curves on the charts. The bottom of the Mud Gorge is

usually of mud; on both sides of it sand predominates.

(18) Cholera Bank, about 15 miles southeastward of

Ambrose Channel Lighted Whistle Buoy A, is about 2

miles long in an east-west direction and has a least

depth of 10 fathoms. The bank is raised very little above

the general level of the bottom, however, because the

bottom is rocky in character, soundings will give useful

indications in thick or foggy weather. During the summer numerous vessels may be seen on this bank.

Caution

(19) Telegraphic companies report serious interruptions of international telegraphic communications resulting from repeated breaking of their cables by

vessels anchoring southeastward and eastward of the

Pilot Cruising Area for Ambrose and Sandy Hook channels. The companies state that they will be glad to compensate any vessel, which, having fouled the cable, cuts

away its anchor and chain in order to save the cable

from interruption. Vessels making New York in thick

weather and finding it necessary to anchor before entering Ambrose Channel should anchor in the area

southward of Scotland Lighted Whistle Buoy S

(40°26'33"N., 73°55'01"W.) and westward of 73°48'00"W.

Tides

(20) The mean range of tide at Sandy Hook is 4.7 feet.

(See the Tide Tables for daily tide predictions.)

Currents

(21) The important currents affecting navigation in the

approach to New York Harbor are those due to winds.

The largest velocity likely to occur under storm conditions is about 1.5 knots. A sudden reversal in the direction of the wind produces a corresponding change in

the current, either diminishing or augmenting the velocity. Sustained winds do not maintain the currents at

the maximum velocities. The velocity is about 0.2 knots

at Ambrose Light. The largest velocity likely to occur is

2 knots.

(22) Between Nantucket and Cape May away from the

immediate vicinity of the shore, the tidal currents are

generally rotary. They shift direction, usually clockwise, at an average rate of about 30° an hour, and have

velocities generally less than 0.3 knot except in the vicinities of the entrances to the larger inland waterways

where the velocities increase as the entrances are

370 ■ Chapter 11 ■ Coast Pilot 2
approached. For a considerable distance from the inlets, strengths of flood and ebb set respectively toward

and away from those entrances, and minimums of velocity, corresponding to the slacks of reversing currents, set at right angles to the direction of flood and

ebb strengths.

(23) Offshore and away from the influence of the tidal

flow into and out of the larger bays, the tidal current

maintains an approximately uniform velocity. Shifting

its direction continuously to the right, it sets all directions of the compass during each tidal cycle of 12.4

hours. (See the Tidal Current Tables for the predicted

times and velocities of the tidal currents at a number of

locations in the coastal waters.)

(24) Between Nantucket Island and Sandy Hook there is

a general drift of the sea south-southwestward. The average velocity of this movement is about 0.1 knot.

(25) Approaching New York Harbor from the vicinity of

Nantucket Shoals Lighted Whistle Buoy N, a slight allowance should be made for a southwesterly set of the

current. With an easterly wind it is customary to allow,

in order to make the course good, a set of the current

with it of at least 0.5 knot.

(26) The effect of the wind on the current should always

be considered. The largest velocities likely to occur

during storms are 2.5 knots about 3 miles northward of

Nantucket Shoals Lighted Whistle Buoy N and 1.5

knots 3 miles north of Nantucket Traffic Lane Lighted

Horn Buoy NA and off Five Fathom Bank.

(27) Between Gay Head and Montauk Point the tidal

currents set northward on the flood and southward on

the ebb. The estimated velocity at strength where the

depth is about 25 fathoms is 0.5 knot; closer inshore

and near the entrance this velocity increases.

(28) Three miles north of Nantucket Traffic Lane

Lighted Horn Buoy NA the tidal currents have a mean

velocity at strength of about 0.2 knot in a westward direction on the flood and an eastward direction on the

ebb.

Weather, New York Harbor and approaches

(29) Winds play an important role by affecting currents

in the harbor. During the winter west and northwest

winds prevail with northerlies and southwesterlies in

secondary roles. The strongest winds are out of the

west through northwest at 13 to 15 knots, from January through April. The sheltering effect of the land is

apparent when looking at frequencies of winds of 28

knots or more. They blow at Ambrose Light about 8 to 9

percent of the time compared to 1 percent at Kennedy

Airport and Floyd Bennett Field. Summer winds are often out of the south and southwest with a 10 to 12 knot

New York Harbor and Approaches ■ Chapter 11 ■ 371
afternoon peak. Fog in the harbor area is more closely

related to land type fogs. In winter it is common on

clear, calm mornings and more frequent than at

Ambrose Light. Southerlies can also bring winter fogs of

the advection type. During the spring and early summer

the harbor as well as its approaches are susceptible to

advection fog, riding in on east through south winds. A

morning peak still exists in the harbor, while Ambrose

Light exhibits an afternoon maximum.

North Atlantic Right Whales

(30) Endangered North Atlantic right whales may occur

within the approaches to New York Harbor within 30

nautical miles of the New York and New Jersey coasts

(peak season: November through April). The Sandy

Hook 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.)

(31) Gateway National Recreation Area and harbor porpoise protection Marine Protected Areas (MPAs) extend

from the waters off Long Island along the New Jersey

shoreline. (See Appendix C, for additional information.)

(32) Information about the coast south of Sandy Hook

is contained in United States Coast Pilot 3, Atlantic

Coast, Sandy Hook to Cape Henry.

Charts 12326, 12327, 12401, 12402

(33) New York Harboris the principal entrance by water

to New York City and the surrounding ports. The harbor is divided by The Narrows into Lower Bay and Upper Bay. The Battery, the southern tip of Manhattan, is

at the junction of East River and Hudson River. The

main channel from the sea to the deepwater terminals

in Hudson River has a project depth of 45 feet.

(34) Traffic Separation Scheme Off New York has been

established in the approaches to New York Harbor from

the sea. (See charts 12300 and 12326.) (See also 167.1

through 167.155, chapter 2, for limits and regulations.)

(35) (See Traffic Separation Schemes, chapter 1, for additional information, and chapter 3 for a discussion of

North Atlantic Lane Routes.)

Pilot Boat Cruising Area, New York Harbor

(36) The pilot boat maintains station in the triangle-shaped cruising area east of Scotland Lighted

Whistle Buoy S. See Pilotage, New York Harbor and Approaches (indexed as such), this chapter.

Caution

(37) Numerous fishing floats have been reported in the

approach to New York Harbor in the Traffic Separation

Scheme precautionary area.

(38) Shipping safety fairways have been established

connecting the eastern approach off Ambrose of Traffic

Separation Scheme Off New York and the eastern approach off Nantucket of Traffic Separation Scheme Off

New York. (See 166.100 through 166.500, chapter 2,

for limits and regulations.)

Vessel Traffic Service, New York

(39) New York Harbor has a Vessel Traffic Service. (See

§161.1 through §161.25, chapter 2, for regulations.)

(40) Recommended minimum under-keel clearance for

selected areas of the Harbor Safety, Navigation and

Operations Committee of the Port of New York and

New Jersey.–In order to prevent groundings and to

promote the safety and environmental security of the

waterway resources of the Port of New York and New

Jersey, the Harbor Operations Committee of the Port

of New York and New Jersey recommends that all entities responsible for the safe movement of vessels in and

through the waters of the Port of New York and New

Jersey operate vessels in such a manner as to maintain

a minimum clearance of two feet between the deepest

draft of their vessel and channel bottom in the following named channels:

(41) Lower Bay:

(42) 1) Ambrose Channel (3 ft minimum under-keel

clearance due to wave and sea action)

(43) 2) Sandy Hook Channel

(44) 3) Chapel Hill Channel

(45) Upper Bay:

(46) 1) Anchorage Channel (The Narrows to The Battery)

(47) 2) Bay Ridge Channel

(48) 3) Red Hook Channel

(49) 4) Buttermilk Channel

(50) North River:

(51) 1) The Battery to 79th Street

(52) East River:

(53) 1) The Battery to Throgs Neck Bridge

(54) Kill Van Kull:

(55) 1) Constable Hook Reach

(56) 2) Bergen Point Reach

(57) 3) North of Shooters Island Reach

(58) 4) Elizabethport Reach

(59) Newark Bay:

(60) 1) Newark Bay Reach - Bergen Point to Droyers

Point

(61) Hackensack River:

(62) 1) Droyers Point to the turning basin at Marion

372 ■ Chapter 11 ■ Coast Pilot 2
(63) Passaic River:

(64) 1) Kearney Point

(65) Arthur Kill:

(66) 1) Gulfport Reach

(67) 2) Pralls Island Reach

(68) 3) Tremley Point Reach

(69) 4) Fresh Kills Reach

(70) 5) Port Reading Reach

(71) 6) Port Socony Reach

(72) 7) Outer Bridge Reach

(73) Raritan Bay:

(74) 1) Raritan Bay West Reach

(75) 2) Raritan Bay East Reach

(76) 3) Seguine Point Bend

(77) 4) Red Bank Reach

(78) 5) Ward Point Reach

(79) A recommended standard of “always afloat” will apply to all other areas, including berths, in the Port District that abut the above listed channels. Ship related

factors such as squat, turning heel and other dynamic

motions should be considered and, if expected, added to

this figure to insure a minimum clearance of two feet

will be maintained throughout a given transit.

Conformance

(80) The owner, master, or person in charge of each vessel has the ultimate responsibility for maintaining this

minimum recommended under-keel clearance. Additionally, persons directing the movement of vessels

share this responsibility and are expected to advise

owners, operators and persons in charge of vessels if, in

their judgement, a vessel is not in conformance with

these standards.

(81) If at any time a vessel’s under-keel clearance is not

in conformance with this recommendation and owners, masters, or others in charge of the vessel desire to

proceed against the pilot’s recommendation, pilots are

urged to report this to the USCG Captain of the Port via

VTS New York. Through VTS New York, the COTP will

foster communications between the concerned parties

in effort to arrive at agreed upon conditions for safe

vessel passage.

(82) It should be recognized that there may be instances

when the master, pilot and COTP evaluate a situation

and agree that a vessel movement can be made safely

even though inconsistent with this recommendation.

Such movements may be allowed and should be coordinated through VTS NY so as to insure the transit of the

vessel in question can be assisted as appropriate.

(83) If at any time VTS NY believes a proposed vessel

transit may not conform to this recommendation, they

will request an assessment be conducted prior to granting a vessel permission to transit within the VTS NY

Area. This assessment process will include a review of

real-time water level information from the P.O.R.T.S.®

.

(84) Physical Oceanographic Real-Time System

(P.O.R.T.S.®

) is an information acquisition and dissemination technology developed by the National

Ocean Service, NOAA. The Port of New York and New

Jersey Physical Oceanographic Real-Time System can

be contacted via telephone (728) 815-9668/9684 or the

Internet at: http://www.co-ops.nos.noaa.gov.

(85) Also to be considered are the vessel’s intended track

including particular areas of inadequate water depth

with the pilot’s plan for their avoidance, any other local

conditions which might further restrict vessel movement, as well as special traffic routing measures that

might be required. If VTS NY deems this assessment to

be necessary, the VTS Watch Officer will request on

VHF-FM that the pilot contact VTS via land-line or cellular telephone. Discussion on under-keel clearance

plans shall not be conducted on VHF-FM. It is in the

best interest of all parties to insure situations of marginal under-keel clearance are identified and thoroughly discussed well prior to a vessel’s underway time.

These guidelines were adopted by the Harbor Operations Committee on 20 September 1995 and became effective 1 January 1996.

Traffic in New York Harbor

(86) In the East River between the Brooklyn Bridge and

Poorhouse Flats Range, shallow-draft vessels customarily keep to the west (Manhattan) side of the channel

whether northbound or southbound, thereby reserving

the east (Brooklyn) side of the channel for deep-draft

vessels. Vessels transiting East River should be aware of

this practice and anticipate northbound shallow-draft

vessels crossing from east to west in the vicinity of

Corlears Hook, and from west to east in the vicinity of

Newtown Creek.

(87) The New York City Department of Transportation

ferries generally follow a prescribed route between The

Battery and St. George on Staten Island, placing them

to the extreme right-hand side of the channel. All mariners are strongly encouraged not to transit close

aboard of the ferry slips at The Battery and St. George

due to ferries maneuvering.

Channels

(88) Ambrose Channel, the principal entrance, extends

from the sea to deep water in Lower Bay. Thence, Anchorage Channel, an extension of Ambrose Channel

leads through Upper Bay to The Battery. Hudson River

Channel continues northward from The Battery for

about 5 miles to West 59th Street, Manhattan. Project

depth for these channels is 45 feet.

New York Harbor and Approaches ■ Chapter 11 ■ 373
(89) In addition to the usual aids, Ambrose Channel in

its outer portion is also marked by West Bank Light,

shown from a brown conical tower on a black cylindrical pier, in range with Staten Island Light, which is

shown from a light-colored octagonal brick tower on a

gray limestone base on the high ground of Staten Island at Richmond.

(90) Lower Bay is that part of New York Harbor extending from Sandy Hook westward to Raritan River and

northward to The Narrows.

Local magnetic disturbance

(91) Differences of as much as 5° from the normal variation have been reported in Lower Bay in the vicinity of

40°29.6'N., 74°04.2'W.

(92) Sandy Hook Channel, project depth 35 feet, provides a secondary route from the sea to deep water in

Lower Bay; it connects with Raritan Bay Channel to

the westward, Chapel Hill Channel to the north, and

Terminal Channel to the south. Chapel Hill Channel

has a project depth of 30 feet. The entrance to Sandy

Hook Channel is marked by Scotland Lighted Whistle

Buoy S, equipped with a radar beacon (Racon). The

channels are well marked with navigational aids. (See

Notice to Mariners and the latest editions of charts for

controlling depths.)

(93) Swash Channel, a natural buoyed passage between

Ambrose Channel and Sandy Hook Channel, has a controlling depth of 18 feet, but care is necessary to avoid

spots with a least depth of 13 feet near the sides of the

channel and a spot cleared to a depth of 14 feet in about

the middle of the channel. A lighted range, the rear

marker of which is Staten Island Light, leads on a bearing of 305° to the junction with Chapel Hill Channel.

(94) False Hook Channel, along and close to the eastern

shore of Sandy Hook, joins Sandy Hook Channel eastward of the north end of Sandy Hook. The channel has

depths of 9 to over 20 feet. Strangers should not use the

channel.

(95) Fourteen Foot Channel enters Lower Bay just

north of Ambrose Channel. The channel has a depth of

about 15 feet and is unmarked.

Anchorages

(96) General, explosives, naval, and special anchorages

have been prescribed for the Port of New York by Federal Regulations. (See 110.1, 110.60, and 110.155,

chapter 2, for limits and regulations.)

(97) Vessels are especially cautioned against anchoring

in the vicinity of the pipeline and cable areas as shown

on the charts. The pipeline area across The Narrows

supplies the water for Staten Island. Extensive cable

areas are in the vicinity of Governors Island, The Battery, and Ellis Island. (See also chart 12334.)

(98) The Harbor Safety, Operations and Navigation

Committee of the Port of New York and New Jersey has

issued the following recommendations to address the

inadequate number of inshore anchorages within the

harbor:

(99) Ships awaiting berths will use the offshore anchorages at Ambrose;

(100) All vessels will limit use of Stapleton, Bay Ridge

and Gravesend Bay anchorages to the following operations: lightering or loading, bunkering, receiving

stores or parts, repairs, Coast Guard inspections, crew

changes, or emergencies;

(101) Ships will return to the offshore anchorage upon

completion of these operations to await berth;

(102) Tugs and barges not engaged in operations described above will refrain from using the deep water anchorages at Stapleton, Bay Ridge (south of Buoy 26)

and Gravesend Bay (west of Buoys “A”, “B” and “C”)

when there is suitable room east of the Gravesend Bay

buoys, north of Buoy 26 in Bay Ridge, in the North

River Anchorage, or suitable anchorage in Raritan Bay

or Perth Amboy.

(103) These recommendations are intended to minimize

vessel delays and allow efficient use of current anchorage areas. All vessels are requested to observe these

recommendations.

Dangers

(104) There are five shoal areas in the entrance to New

York Harbor which are subject to change in depths and

should be avoided by strangers. False Hook, off the

northeastern side of Sandy Hook, has depths of 4 to 18

feet. Flynns Knoll, between Swash, Sandy Hook, and

Chapel Hill Channels, has depths of 9 to 18 feet. Romer

Shoal, between Ambrose and Swash Channels, has

depths of 4 to 13 feet and is marked by Romer Shoal

Light; a fog signal is sounded from the light station.

East Bank, northward and eastward of Ambrose Channel, has depths of 6 to 15 feet. West Bank, westward of

Ambrose Channel between West Bank (Range Front)

Light and Fort Wadsworth, has depths from bare to 18

feet. Rocks and obstructions with depths of 18 to 28 feet

lie between West Bank and the western limit of

Ambrose channel.

(105) The tip of Sandy Hook is changeable, and the area

around it is subject to severe shoaling; caution should

be exercised in the area.

(106) Mariners are cautioned to maintain a sharp lookout for floating debris in the harbor and channels.

374 ■ Chapter 11 ■ Coast Pilot 2
Tides

(107) The mean range of tide in New York Harbor is 4.7

feet at Sandy Hook and 4.6 feet at The Battery. Daily

predictions for both places are given in the Tide Tables.

Currents

(108) The flood current entering Lower Bay from the sea

attains a velocity of about 2 knots in Ambrose Channel

entrance, near the outer extremities of Sandy Hook,

Coney Island, and The Narrows. It sets generally parallel to the lower straight section of Ambrose Channel

and tends to continue to that direction where the channel bends toward The Narrows, setting more or less diagonally across the upper straight section of Ambrose

Channel. At the beginning of the flood, the current sets

in at the bottom and near the shores while it is still ebbing at the surface in Ambrose Channel.

(109) The ebb in Lower Bay is generally stronger than the

flood by 10 percent or more. At its strength it sets from

The Narrows approximately parallel to the upper

straight end of the lower straight section.

(110) In the channel northward of Governors Island,

cross currents may be encountered. During the first 2

hours of flood in this channel (eastward), the current

in Hudson River is still ebbing (southward). In the first

1.5 hours of ebb (westward) in the channel north of

Governors Island, the current in Hudson River is still

flooding (northward). At such times large vessels must

take special care in navigating the channel. It is reported that the most dangerous time is about 2 hours

after high water at The Battery. At this time the current

is setting north in the Hudson River and westward

from the East River. The effect on a large vessel coming

from southward and turning into the East River is to

throw her stern to port and her bow to starboard, thus

causing a sheer to starboard toward the shoals off the

north end of Governors Island. When coming from

northward in the Hudson River the same effect tends to

prevent the vessel from turning and to cause her to

overrun her course. These cross currents are known locally as The Spider.

(111) At the seaward end of Ambrose Channel the velocity of the flood current is 1.7 knots and of the ebb current 2.3 knots.

(112) When the ebb is strong the currents in both

Ambrose and Swash Channels tend to set toward

Romer Shoal. Caution should be maintained to prevent

being set onto Romer Shoal when using either channel. On the flood and especially with a westerly wind,

caution should be exercised to prevent being set onto

Romer Shoal when using Swash Channel.

(113) In The Narrows the velocity of the flood current is

about 1.7 knots and of the ebb current 2 knots. (See

Tidal Current Tables for the daily predictions of slack

water and strength of current.)

(114) In the entrance to Hudson River the velocity of the

flood and ebb currents is 1.4 knots. Off Grants Tomb,

the flood and ebb strengths are 1.6 and 1.9 knots, respectively.

(115) In October 1991, tidal currents in The Narrows, Arthur Kill, Kill Van Kull, and Hell Gate were reported to

deviate significantly from official predictions published

by the National Ocean Service. Mariners should exercise caution and discretion in the use of published tidal

current predictions for these locations. Also, previously available Tidal Current Charts for New York Harbor have been withdrawn.

Ice

(116) Navigation of the channels in the Port of New York

and New Jersey is not restricted by ice. The main channels do not freeze over, and any ice in the smaller waterways is well broken up by tugs and general traffic.

Freshwater ice is brought down the Hudson River in

large floes during periods of thaws or winter freshets.

Occasionally there are large accumulations of ice at

Spuyten Duyvil where Harlem River joins the Hudson,

and at such times it is difficult for low-powered vessels

or tows to make much headway. Under conditions of

strong winds the slips on the exposed side of the channel become packed with drift ice, causing difficulty

when maneuvering in the slip or when berthing. During extremely severe winters navigation is interfered

with seriously for only short periods of time.

Weather, New York and vicinity

(117) New York City, an area exceeding 300 square statute miles (777 square km), is located on the Atlantic

coastal plain at the mouth of the Hudson River. The terrain is flat and diversified by numerous waterways; all

but one of the city’s five boroughs are situated on islands. Elevations range from less than 50 feet (15.2 m)

over most of Manhattan, Brooklyn, and Queens to almost 300 feet (91.4 m) in the northern part of

Manhattan and the Bronx, and over 400 feet (122 m) in

Richmond (Staten Island).

(118) Despite its nearness to the ocean and the numerous bays and rivers nearby, New York City has a climate

which more closely resembles the continental type of

climate than it does the maritime type. Its modified

continental climate follows from the fact that weather

conditions affecting the city usually approach from a

westerly direction and not from the ocean on the east.

Some important exceptions to this must be noted,

since the oceanic influence is by no means entirely absent. During the summer, local “sea breezes,” winds

blowing onshore from the cool water surface often

New York Harbor and Approaches ■ Chapter 11 ■ 375
moderate the afternoon heat; and most often in winter,

coastal storms, accompanied by easterly winds, produce, on occasion, considerable amounts of precipitation.

(119) From November through April the prevailing

winds are from the northwest; for the remainder of the

year the prevailing winds are southwesterly. Gales with

velocities of 35 knots or more are predominately from

the northwest.

(120) At New York/Kennedy the average annual temperature is 54°F (12.2°C). The average high is 61°F (16.1°C)

and the average low is 47°F (8.3°C). July is the warmest

month with an average high of 83°F (28°C) and an average low of 69°F (20.6°C). January is the coolest

month with an average high of 39°F (3.9°C) and an average low of 26°F (-3.3°C). The warmest temperature

on record for New York/Kennedy is 104°F (40°C) recorded in July 1966 and the coldest temperature on record is -2°F (-18.9°C) recorded in January 1985. On

average, ten days each year record high temperatures

in excess of 90°F (32.2°C) and 78 days record minimum

temperatures below 32°F (0°C). An average of only one

day each year has an extreme minimum below 5°F

(-15°C).

(121) Precipitation is both moderate and distributed

evenly throughout the year with a spread of only 1.06

inches (28 mm) between the wettest and driest

months. May is the wettest month with an average precipitation total of 3.92 inches (991 mm) and February

the driest with 2.86 inches (74 mm). Average annual

precipitation is about 41 inches (1041 mm). Most of the

rainfall from June through September comes from

thunderstorms, therefore, is usually of brief duration,

but relatively intense. Thunderstorm days average 24

each year. From October to April, however, precipitation is generally associated with widespread storm areas, so that day-long rain or snow is common.

(122) Snow falls an average 30 days each year and averages 22 inches (559 mm) in any given year. The snowiest month is February with an average of eight inches

(203 mm). Snow has fallen in each month, October

through April. The greatest 24-hour total snowfall was

20 inches (508 mm) which fell in February 1969.

(123) Tropical storms have influenced the area fourteen

times since 1871. Most recently, Hurricane Gloria

passed within 20 nautical miles east of the Kennedy airport in September 1985. Gloria had winds approaching

75 knots at time of landfall, about halfway between

Kennedy airport and Islip. Only two days earlier, Gloria

was a more respectable 125-knot hurricane.

(124) The National Weather Service maintains several offices in New York where barometers can be compared.

(See Appendix A for addresses.)

(125) (See page 433 for the Manhattan climatological table and 434 for the Kennedy Airport climatological table.)

Pilotage, New York Harbor and Approaches

(126) Foreign vessels and U.S. vessels under register entering or departing from the Port of New York and New

Jersey must employ a pilot licensed by the State of New

York or New Jersey. Enrolled vessels must have on

board or employ a pilot licensed by the Federal Government.

(127) Pilotage service for vessels entering the Port of

New York and New Jersey through Lower Bay and

intra-harbor movements is available from the United

New York New Jersey Sandy Hook Pilot Association,

201 Edgewater Street, Staten Island, NY 10305, telephone 718 448-3900, FAX 718 876-8055 e–mail:

pilotoffice@sandyhookpilots.com.

(128) The pilot boat maintains station in the triangular-shaped cruising area east of Scotland Lighted Whistle Buoy S. All traffic passes through a precautionary

area transiting to the pilot station and most vessels

choose to approach the pilot station triangle by passing

to the south of the southeast corner of the pilot area.

Traffic within the precautionary area may consist of

vessels making the transition between operating in

Ambrose or Sandy Hook Channel and one of the traffic

lanes. Mariners are advised to exercise extreme care in

navigating within this area. The pilot boats have a black

hull and white superstructure, with the name PILOT

NO. 1 or PILOT NO. 2 in yellow on each side; and fly a

blue flag. A pilot boat is always on station; boarding is

made from a smaller boat. The pilot boat monitors

VHF-FM channels 16, 13, and 73; works on 73.

(129) Pilot services are arranged in advance through

ships’ agents. A 24-hour advance notice of ETA, with a

3-hour update is requested.

(130) Pilotage for these waters for U.S. enrolled vessels in

coastwise trade is also available from the Interport Pilots Agency, Inc., http://www.interportpilots.com, 906

Port Monmouth Road, Port Monmouth, NJ

07758-0236, telephone 732-787-5554 (24 hours), email

interport@verizon.net. The Interport Pilots office

monitors VHF-FM channels 16 and 65A during business hours. Pilot boats are KEN JOHNSON, 47-foot,

blue hull and white superstructure with the word

PILOT displayed on both sides, and INTERPORT

PILOT, 50-foot with the same colors. Boats monitor

VHF-FM channels 16 and 13 one and a half hours prior

to the vessel’s scheduled ETA, work on channel 65A,

and are equipped with AIS and transmit ‘PILOTBOAT

(NAME)'.

(131) Vessels are generally boarded to the south of the

charted designated pilot area, at 40°26'09"N., 73°49'37"W.

376 ■ Chapter 11 ■ Coast Pilot 2
Arrangements for pilot services are made 24 hours in

advance, with 6 hours ETA update, through ship’s

agents or directly to Interport Pilots Agency, Inc.

Pilotage, New York Harbor from Long Island

Sound

(132) Foreign vessels and U.S. vessels under register entering or departing from the Port of New York and New

Jersey from Long Island Sound must employ a pilot licensed by the State of New York. Enrolled vessels must

have on board or employ a pilot licensed by the Federal

Government. Pilotage service for vessels entering the

Port of New York and New Jersey from Long Island

Sound is available from the United New York New Jersey Sandy Hook Pilot Association (see above). The pilot

boat boarding area is off Execution Rocks. The pilot

boat ties up at a pier on the east side of City Island about

0.4 mile northward of Belden Point. The pilot station,

on the pier, and the pilot boat monitor VHF-FM channel 13 when vessels are scheduled to arrive. The 48-foot

pilot boat has a black hull with the word PILOT in red

letters on each side of the house. Arrangements for pilots are made in advance either directly by the vessel or

through ships’ agents. Notification is mandatory 24

hours prior to arrival and ETA updates are required 12

and 6 hours prior to arrival.

(133) Masters of vessels entering the Port of New York

and New Jersey are requested, prior to the time of

boarding, to contact the pilot boat to ascertain a proper

boarding speed, make a lee for the pilot boat, and have a

pilot ladder over the side about 1 meter above the water.

(134) Pilotage for U.S. enrolled vessels in the coastwise

trade is available from the United New York New Jersey

Sandy Hook Pilot Association (see above) and Interport

Pilots Agency, Inc. (see above). Pilot boats are KEN

JOHNSON, 47-foot with blue hull and white superstructure with the word PILOT displayed on both sides,

and INTERPORT PILOT, 50-foot with the same colors.

Boats monitor VHF-FM channels 16 and 13 two hours

prior to the vessel’s scheduled ETA, work on channel

65A, and are equipped with AIS. Interport Pilots board

vessels bound from Long Island Sound into New York

Harbor via the East River at any LIS port, Montauk

Point, Point Judith Pilot Station, or in the vicinity of

Execution Rocks.

Pilotage, Hudson River

(135) See Pilotage, Hudson River (indexed as such),

chapter 12.

Towage

(136) The Port of New York and New Jersey has several

towing companies with radio-equipped tugs with over

4,000 hp. Arrangements for tugs are usually made in

advance by ships’ agents. Fireboats are stationed

throughout the harbor.

(137) New York is a customs port of entry and the headquarters of the Regional Commissioner.

Quarantine, customs, immigration, and agricultural

quarantine

(138) (See chapter 3, Vessel Arrival Inspections, and

Appendix A for addresses.)

(139) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

Coast Guard

(140) A Coast Guard station is at Rosebank on Staten Island. A Coast Guard Command Center including a Captain of the Port office and Marine Inspection Office are

at Fort Wadsworth, Staten Island. Additional information can be found at http://homeport.uscg.mil/mycg/

portal/ep/home.do.

Harbor regulations

(141) The administration of the Port of New York and

New Jersey and the enforcement of its laws are vested

in no single body, but are divided among various departments of the Federal, State, and Municipal Governments.

Speed

(142) The Coast Guard desires to warn masters and pilots

of all types of vessels that possible action may result

against their licenses and criminal procedures may be

exercised, when the wash of a vessel proceeding at excessive speed in confined waters endangers life, limb,

or property. Damage to vessels moored at docks and

terminals has been reported. The parting of a mooring

line may cause a serious oil fire or damage to pipelines

or barges which are being loaded or discharged at

chemical and petroleum company terminals. Damage

caused by excessive speed may also lead to a possible

suit by the injured party against owners, masters, or pilots for monetary recovery.

(143) The New York City Department of Ports and Terminals administers the piers along the New York waterfront within the city limits. The office is at The

Battery Maritime Building.

(144) The Port Authority of New York and New Jersey is

an executive body appointed by the Governors of New

York and New Jersey. The Authority’s Port Department

serves as a bistate port development, operations, maintenance, and promotion organization. The Port Authority administers piers in Manhattan, Brooklyn,

New York Harbor and Approaches ■ Chapter 11 ■ 377
Hoboken, Port Newark, and Port Elizabeth. The office

of the Authority is at the 233 Park Avenue South, New

York, NY 10003.

Wharves

(145) The Port of New York and New Jersey has over

1,100 waterfront facilities. Most of these facilities are

privately owned and operated, and the rest are owned

or operated by either the railroads serving the port, the

Port Authority of New York and New Jersey, the City of

New York, the States of New York and New Jersey, the

Federal Government, or other municipalities.

(146) The major steamship passenger terminal, the New

York City Passenger Ship Terminal, is along the east

side of the Hudson River (North River) above The Battery. Containership terminals are throughout the port,

but principally at Elizabeth, Newark, Jersey City, and

Weehawken, N.J. Other containership facilities are at

Howland Hook, Staten Island, and Brooklyn. Breakbulk general cargo terminals are throughout the port

but principally along the east side of Upper New York

Bay, on the East River, and at Port Newark. Petroleum

and other liquid cargo facilities are along Arthur Kill,

on the Passaic and Hackensack Rivers, and along Newtown Creek, Brooklyn.

(147) General cargo in the port is usually handled to and

from vessels by ship’s tackle. Heavy lifts up to 500 tons,

floating cranes up to 500 tons, and derricks are available in port. Most of the waterfront facilities throughout the port have highway and railroad connections.

(148) The wharves and piers of New York City along the

waterfronts of the Hudson and East Rivers are numbered beginning at The Battery and follow in sequence

eastward along the East River and northward along the

Hudson River. For a complete description of the waterfront facilities throughout the Port of New York and

New Jersey refer to Port Series No. 5, published and

sold by the U.S. Army Corps of Engineers. (See Appendix A for address.)

Supplies

(149) Provisions and supplies of all kinds are available in

the Port of New York and New Jersey. All grades of

heavy marine bunker fuel, lubricants, and diesel fuel

can be obtained. Large vessels are usually bunkered at

their berths by tank barges or self-propelled tankers.

Water is available at most of the piers and wharves.

Repairs

(150) The Port of New York and New Jersey has extensive

facilities for making all types of repairs to vessels of all

sizes. The shipyards at Brooklyn, Hoboken, Staten Island and Queens can drydock some of the largest

ocean-going vessels, and can make major repairs to

hull, electronic equipment, machinery, and propulsion

plants. Also within the port area, a number of firms

without waterfront facilities are engaged in various

types of marine repair work. These firms maintain

ships and portable equipment for making

above-waterline repairs and for installation of equipment, gear, and machinery on all types of craft at berth.

Several salvage companies also perform all types of salvage work.

(151) The largest floating drydock, east of Red Hook

Channel and on the east side of Erie Basin, has a lifting

capacity of 16,000 tons, an overall length of 580 feet, a

maximum clear inside width of 100 feet, and a depth of

28 feet over the keel blocks. The largest graving dock is

on the east side of Wallabout Bay at the site of the former New York Naval Shipyard. The dock has a clear

length of 1,092 feet, clear gate width of 143 feet, top and

bottom inside widths of 150 feet, and 34 feet over the

keel blocks; cranes to 200 tons are available. The largest marine railway, on the east side of East Mill Basin in

Jamaica Bay, can handle vessels up to 300 tons of 120

feet long.

Communications

(152) The Port of New York and New Jersey is served by

three trunkline and one short-line railroads, numerous

trucking firms engaged in long- and short-haul freight

service, and several bus companies. Over 100 steamship companies connect the port with the principal

U.S. and foreign ports.

(153) Three major airports, John F. Kennedy (New York)

International, La Guardia, and Newark, provide frequent

scheduled service between New York and domestic and

overseas points.

Chart 12350

(154) Rockaway Inlet, the entrance to Jamaica Bay, is between Rockaway Point on the southeast side and

Manhattan Beach and Barren Island on the north side.

The inlet is obstructed by a shifting sandbar. A jetty,

marked near the outer end by a light, extends south

from Rockaway Point. The entrance channel extends

westward of the jetty and is marked by lighted and

unlighted buoys. The channel has depths of about 12

feet or more at midchannel. A shoal with depths of less

than 1 foot and marked by breakers is west of the entrance channel. Obstructions covered 19 feet are about

0.4 mile south of the jetty light in 40°32'01"N.,

73°56'27"W., about 0.7 mile south-southwest of the

jetty light in 40°31'44"N., 73°56'58"W., and about 1.1

miles southwest of the jetty light in 40°31'36"N.,

73°57'29"W. An obstruction covered 15 feet is located

378 ■ Chapter 11 ■ Coast Pilot 2
about 0.3 mile west-southwest of the jetty light in

40°32'16"N., 73°56'48"W.

(155) There are two sunken wrecks farther inside the inlet; the first in 40°34'09"N., 73°53'56"W., about 0.6 mile

westward of the Gil Hodges Memorial Bridge, has 15-

and 9-foot depths immediately westward and southward, respectively, from it; the second is in

40°34'30"N., 73°52'30"W., about 0.4 mile eastward of

the bridge.

(156) In July 1980, shoaling to about 3 feet was reported

in the inlet about 1.75 miles west of the Gil Hodges Memorial Bridge in about 40°34'21"N., 73°55'29.5"W.

(157) Gil Hodges Memorial (Marine Parkway) Bridge,

crossing Rockaway Inlet between Rockaway Point and

Barren Island, has a vertical lift span with a clearance of

55 feet down and 152 feet up. The bridgetender monitors VHF-FM channel 13 (156.65 MHz); call sign,

KIL–819. (See 117.1 through 117.59 and 117.795,

chapter 2, for drawbridge regulations.)

Tides and currents

(158) The mean range of tide at Rockaway Inlet is about 5

feet. In the entrance channel near Rockaway Point the

tidal current has a velocity of about 2.2 knots. The ebb

attains a greater velocity than the flood and probably

exceeds 3 knots at times. In August 1975, a strong

east-to-west current, believed to have been the result of

tidal flow, was observed at the entrance to Rockaway Inlet near the seaward end of the jetty. This current is of

sufficient strength to cause a vessel to veer suddenly off

course when entering or exiting the channel. South of

Barren Island the velocity is about 2 knots; east of Barren Island it is about 1.5 knots. (See Tidal Current Tables for predictions.)

(159) Jamaica Bay is on the south shore of Long Island

about 15 miles southeastward of The Battery, New York

City. The bay is characterized by numerous meadows,

hassocks, and marshes. The north and east shores are

bordered by marshlands which extend inland for a

short distance. Several small tidal creeks enter the bay

from the north. Channels and basins have been

dredged to project depths of 12 to 20 feet for use of craft

operating in the bay. Rockaway Beach forms the south

shore. The bay is about 7 miles long and 3.5 miles wide,

and covers an area of about 22.5 square miles. The

greater portion of the bay is in the Boroughs of Brooklyn and Queens, New York City, and a small section of

the eastern extremity, consisting of parts of Motts Basin and Head of Bay, is in Nassau County.

New York Harbor and Approaches ■ Chapter 11 ■ 379
Anchorages

(160) Special anchorages are in Jamaica Bay. (See 110.1,

and 110.60 (s) and (s–1), chapter 2, for limits and regulations.)

(161) The commercial vessel traffic in Jamaica Bay consists of motor tankers, barges, and tugs. The bay is used

extensively by pleasure craft.

(162) Jamaica Bay has excellent transportation facilities.

Highways connect with all of Long Island and New York

City, and a branch of the New York City subway system

crosses the central part of the bay and extends eastward

and westward along the Rockaway peninsula with stations at Far Rockaway and Inwood serving the Motts

Basin area.

(163) Ice is a problem in Jamaica Bay, mainly in the tributaries and basins, from early January to about

mid-March.

(164) Sheepshead Bay, on the northern side of the eastern extremity of Coney Island and northward of

Manhattan Beach, is well protected and is used by numerous pleasure and party fishing craft. The entrance

channel is marked by buoys. In June 2002, the channel

had a depth of 6 feet except for shoaling to 3.7 feet along

the west edge of the channel, just north of Buoy 7. In

July 2002, depths of 7 to 9 feet were available inside the

bay to the bridge near the head of navigation except for

shoaling to 2 feet along the edges. A private light marks

the outer limit of a sewer outfall that extends southward from the bay.

Anchorages

(165) Special anchorages are in Sheepshead Bay. (See

110.1 and 110.60(x), chapter 2, for limits and regulations.)

Small-craft facility

(166) A small-craft facility in the bay can handle craft to

11⁄2 tons. Mooring, electricity, diesel fuel, water, ice,

marine supplies and storage are available.

(167) Plumb Beach Channel, northward of Rockaway Inlet, is the common approach to Gerritsen Inlet, Shell

Bank Creek, Gerritsen Creek, and Mill Creek. A fixed

highway bridge with a clearance of 35 feet crosses the

inlet. The channel is marked by buoys. It was reported

that with local knowledge a depth of 12 feet can be carried at midchannel through the channel and inlet to

the head of Shell Bank Creek. Mariners are advised to

follow the buoys through the inlet closely. A shoal area

with a least depth of 2 feet is about 0.1 mile southeastward of Plumb Beach Channel Buoy 7.

(168) From the highway bridge over Gerritsen Inlet,

Shell Bank Creek leads westerly and Gerritsen Creek

and Mill Creek lead northwesterly. There are dangerous pilings and remains of old barges along the south

side of Shell Bank Creek, and several submerged

wrecks in Gerritsen and Mill Creeks. The fixed highway

bridge over Mill Creek is in ruins; mariners are advised

to exercise caution in this area as some parts of the

bridge structure have fallen into the water and are an

obstruction to navigation.

Small-craft facilities

(169) Small-craft facilities on Shell Bank Creek can provide berths with electricity, gasoline, diesel fuel, water,

ice, marine supplies, lifts to 60 tons, and a 90-foot marine railway; complete hull and engine repairs are

available.

(170) Dead Horse Bay makes into the southwest side of

Barren Island eastward of the highway bridge across

Gerritsen Inlet. A marina, on the north side of the bay,

has berths and moorings.

(171) Island Channel leads northerly from just eastward

of Barren Island to Bergen Beach, thence northeasterly

in North Channel to Howard Beach. In March-April

1998, depths of about 12 feet can be carried to Howard

Beach. The channels are marked by lighted and

unlighted buoys.

(172) Big Fishkill Channel and Pumpkin Patch Channel

lead in a northeasterly direction from Runway Channel

just west of Ruffle Bar and join North Channel 0.3 mile

west of the North Channel Bridge at Howard Beach.

(173) Mill Basin is northward of Barren Island on the

west side of Jamaica Bay. Commercial traffic in the basin consists of occasional barge shipments of petroleum. In May 1981, a reported depth of 13 feet could be

taken to the north end of the basin.

Small-craft facilities

(174) Small-craft facilities in the basin can provide

berths with electricity, gasoline, water, ice, marine supplies, and complete hull and engine repairs; a 50-ton

marine railway and lifts to 20 tons are available.

(175) The Shore Parkway bascule highway bridge with a

clearance of 34 feet crosses Mill Basin between Barren

Island and Brooklyn. (See 117.1 through 117.59 and

117.795, chapter 2, for drawbridge regulations.) The

bridgetender monitors VHF-FM channel 13; call sign

KX–8185. Mariners are requested to avoid causing

bridge openings during peak commuter hours of 0700

to 0900 and 1600 to 1800 Monday through Friday.

(176) East Mill Basin is about 0.4 mile northeastward of

Mill Basin. In May 1981, a reported midchannel depth

of 13 feet could be taken to the head of the basin.

Small-craft facilities in the basin can provide berths

380 ■ Chapter 11 ■ Coast Pilot 2
with electricity, water, marine supplies, a 15-ton forklift, a 100-ton travel lift and marine railways to 300

tons; complete hull and engine repairs are available.

(177) Bergen Beach is a community about 2 miles north

of Barren Island. Paerdegat Basin, just north of Bergen

Beach, has a midchannel depth of about 11 feet. A fixed

highway bridge across the basin near the mouth has a

clearance of 29 feet. A marina at the head of the basin

can haul out craft up to 15 tons. Gasoline, marine supplies, and water are available. No repairs are available

for the public. In May 1981, a reported depth of 8 feet

could be taken to the marina. Several yacht clubs are

also in the basin.

(178) Canarsie, a town on the northwestern shore of Jamaica Bay, is a part of New York City. Canarsie Pier, on

the northwest shore of Jamaica Bay between Paerdegat

Basin and Fresh Creek, has two prominent flagpoles

near its center. The pier is structurally unsafe, and

landing is not permitted. The pier is a part of Gateway

National Recreation Area.

(179) Fresh Creek, 0.6 mile northeastward of the pier at

Canarsie, has a midchannel depth of about 8 feet. A

highway bridge across the creek near the entrance has

a 43-foot fixed span with a clearance of 21 feet. Hendrix

Creek, 0.4 mile northeastward of Fresh Creek, is the

site of a water pollution control plant. Sludge vessels

operate from the pier at the southwestern entrance to

the creek. Old Mill Creek, 1.1 miles northeastward of

Fresh Creek, bares at low water just above the entrance. Fresh, Hendrix, and Old Mill Creeks were little

used in 1971.

(180) Howard Beach, about 2.5 miles eastward of

Canarsie, on the north side of Jamaica Bay, has several

basins for boats. North Channel Bridge, just south of

Howard Beach, has a fixed span with a clearance of 26

feet.

(181) Shellbank Basin, extending northward about 1

mile from North Channel and just west of Howard

Beach, had a reported controlling depth of 5 feet in May

1981. The basin has numerous small piers, float landings, and other small-craft facilities along the west

side. Berths with electricity, water, a 15-ton lift, and

complete hull and engine repairs are available. The bascule span of a former highway bridge across the basin

has been permanently removed leaving a channel

width of 40 feet.

(182) Hawtree Basin, about 0.2 mile eastward of

Shellbank Basin, has a depth of about 11 feet. A fixed

pedestrian bridge, about 0.3 mile above the mouth, has

a clearance of 17 feet.

(183) A railroad bridge across North Channel, at Hamilton Beach, 0.5 mile east of the North Channel Bridge,

has a fixed span with a clearance of 26 feet.

(184) Rockaway Beach is a popular summer resort on the

barrier beach forming the southern extremity of Jamaica Bay. Train and bus transportation is available to

New York City. Excursion boats operate between New

York and Rockaway Beach during the summer only.

(185) Beach Channel is on the north side of Rockaway

Beach. A Federal project provides for a channel 18 feet

deep from Rockaway Inlet to about 700 yards above Gil

Hodges Memorial Bridge, thence 15 feet deep to the

junction with Grass Hassock Channel.

(186) A 056°–236° measured nautical mile is along the

south shore of Jamaica Bay parallel with the concrete

and wood flood barrier of Beach Channel Drive southward of Nova Scotia Bar. The structures are maintained by the Brooklyn Power Squadron; the front

markers are black and yellow chevrons, and the rear

markers are orange squares.

(187) Cross Bay Memorial Bridge, crossing Beach Channel at Rockaway Beach, has a fixed span with a clearance of 52 feet. The railroad bridge over Beach

Channel, 0.5 mile eastward, has a swing span with a

clearance of 26 feet. (See 117.1 through 117.49, chapter 2, for drawbridge regulations.) East Broad Channel

is closed to navigation at the railroad trestle of this

bridge.

(188) Barbadoes Basin is adjacent to the Beach Channel

railroad bridge. A facility in the southeast corner of the

basin receives broken concrete by barge for recycling.

(189) Vernam Basin is northeast of Barbadoes Basin. A

facility in the southwest corner of the basin receives petroleum products by barge. In April 2007, the controlling depth at the facility was reported to be 15 feet. A

facility in the southeast corner of the basin receives

sand, gravel and stone by barge. A small-craft facility in

the basin has berths, electricity, water, open storage,

and lifts to 72 tons. Repairs for fishing boats can be

made.

(190) Winhole Channel, a natural channel marked by

buoys, seasonal lights, and a daybeacon, extends 1 mile

northward to Grassy Bay from the junction of Beach

Channel with Grass Hassock Channel. Winhole Channel has a least depth of about 11 feet, except for reported shoaling to 4 feet extending into the channel

northeast from Winhole Channel Light 3 in about

40°36.8'N., 73°48.4'W. Winhole Channel Shoal Daybeacon marks the center of a shoal near the north end

of the channel. The daybeacon should not be passed

close aboard. A lighted buoy marks the junction of

Beach, Grass Hassock, and Winhole Channels.

(191) Grass Hassock Channel joins Beach Channel off

Brant Point and continues in a northeasterly direction

to Head of Bay. In March-April 1998, the controlling

depth was 12 feet (15 feet at midchannel). The shallowest water is abeam Brant Point between Buoy 14 and

New York Harbor and Approaches ■ Chapter 11 ■ 381
Buoy 16 and at the junction with Negro Bar Channel in

the vicinity of Lighted Buoy 23.

(192) Sommerville Basin, about 1.2 miles eastward of

the railroad bridge at Rockaway Beach, has depths of 27

to 40 feet inside. In May 1981, depths of about 15 feet

were reported in the approach. Several charted sunken

wrecks are in the basin. A boatyard at the head of the

basin has berths, electricity, gasoline, water, ice, limited marine supplies, storage facilities, a launching

ramp, a 45-foot marine railway, and a 7-ton mobile

hoist; engine and hull repairs can be made.

(193) Motts Basin, a tidal inlet in the eastern part of Jamaica Bay, entered through Negro Bar Channel, partially separates the communities of Inwood and Far

Rockaway. Two branch channels lead from inside the

entrance to the northeasterly and southeasterly ends of

the basin. In March-April 1998, the controlling depth

was 10 feet (15 feet at midchannel) in the entrance

channel, thence 11 feet (15 feet at midchannel) in the

northeastern branch, thence 9 feet (15 feet at midchannel) in the southeastern branch to just below the

head of each channel. Ice may obstruct vessel movement in the basin during severe winters.

(194) Overhead power cables across Motts Basin have the

following clearances: one over the northerly arm, 70

feet; two over the southerly arm, least clearance 92 feet;

and one over the cut on the south side of the southerly

arm, 60 feet. A retractable boom is on the south shore

of the basin about 90 yards northwest of the overhead

cable tower. A light is shown from the boom when it is

extended into the water.

(195) Depths alongside the wharves in Motts Basin range

from 10 to 20 feet. Waterborne commerce in the basin

is chiefly in petroleum products.

(196) Head of Bay joins Grass Hassock Channel near

Northwest Point and extends in a northeasterly direction on the south side of John F. Kennedy (New York)

International Airport. Depths of about 15 feet are in

the entrance channel and channel in the bay; aids mark

the channels. In April 2007, it was reported that a draft

of 16 feet could be taken to the facilities at Uncle

Daniels Point, 14 feet could be taken to facilities on

Motts Creek, and 14 feet could be taken to facilities at

Norton Point. Several small marinas in the bay can

provide berths, electricity, water, ice, marine supplies,

storage facilities, and a launching ramp; minor engine

and hull repairs can be made.

(197) Thurston Basin, at the northeastern extremity of

Head of Bay, has reported depths of 10 feet at the entrance decreasing to 2 feet at the head.

(198) Grassy Bay, along the southwestern side of John F.

Kennedy (New York) International Airport in the

northeastern part of Jamaica Bay, is blocked at the

southeastern end by an airport runway. The runway

continues into the marshlands on the southerly side of

the bay.

(199) Bergen Basin, at the northern extremity of Grassy

Bay, has depths of about 15 feet with lesser depths in

the eastern arm of the basin. The entrance is marked by

buoys. Conspicuous are a yellow brick circular tank

about 40 feet high on the southwestern side of the entrance and the numerous oil storage tanks at the head

of the basin on the eastern shore. Coastal tankers and

sand-and-gravel barge tows account for most of the

commerce in the basin. In January 1988, a sunken

wreck was reported in the eastern arm of the basin in

about 40°39.7'N., 73°49.1'W.

Chart 12402

(200) Coney Island, on the northern side of the entrance

to New York Harbor, is a large summer amusement resort. Numerous stacks, towers, and amusement rides,

including a red steel parachute tower 303 feet high, are

prominent on the island. Coney Island Light

(40°34.6'N., 74°00.7'W.), 75 feet above the water, is

shown from a white square skeleton tower on Norton

Point, the westernmost extremity of the island.

(201) Coney Island Channel is a buoyed passage along

the south side of Coney Island that leads from deep water in Lower Bay to Rockaway Inlet. In July 2002, the

controlling depth was 11.7 feet. It is used principally by

vessels going to Jamaica Bay and Coney Island.

(202) Gravesend Bay, northward of Coney Island, affords

good anchorage; a general anchorage is in the bay. (See

110.1 and 110.155(e), chapter 2, for limits and regulations.) The southeasterly part of the bay is shoal with

depths of 1 to 6 feet.

(203) Coney Island Creek is at the southeastern end of

Gravesend Bay and on the north side of Coney Island.

Commercial traffic on the creek consists mainly of occasional barge shipments of sand and gravel. The area

northward of the entrance to the creek is being filled,

and piling is along the northern side of the creek at the

filling site. Numerous obstructions and wrecks are in

the creek. In February 1991, depths of about 9 feet were

available to just below the Cropsey Avenue bridge,

about 1 mile above the entrance, but local knowledge is

required to carry the best water, thence shoaling to

bare to a point about 0.2 mile above the Cropsey Avenue

bridge. The creek is crossed by four fixed bridges having a least clearance of 2 feet. A boatyard about 0.8 mile

above the creek entrance provides berths, electricity,

gasoline, water, ice, storage, marine supplies, and hull

and engine repairs. Lifts to 14 tons are available. In May

1981, a reported depth of 4 feet could be carried to the

boatyard.

382 ■ Chapter 11 ■ Coast Pilot 2
(204) A buoyed channel with a least depth of 10 feet leads

from deep water northward of Coney Island to off the

docks in the eastern part of Gravesend Bay.

Small-craft facility

(205) A small-craft facility on Gravesend Bay can provide

berths, electricity, gasoline, diesel fuel, water, ice, storage, marine supplies, and hull and engine repairs. Lifts

up to 30 tons are available. In May 1981, a reported

depth of 15 feet could be carried to the marina.

Charts 12334, 12402, 12327

(206) The Narrows, connecting Lower Bay and Upper

Bay of New York Harbor, has a clear width of over 0.6

mile at its narrowest point between Fort Wadsworth

and Fort Hamilton. The Verrazano Narrows Bridge, a

fixed suspension span, crosses The Narrows at these

two points linking Staten Island with Brooklyn. The

bridge has a vertical clearance of 215 feet for a

midchannel width of 2,000 feet. Note: A traveling maintenance platform, when in operation, reduces the vertical clearances by 15 feet. A fog signal is sounded from

the eastern end of the bridge.

Coast Guard Station

(207) Coast Guard Station New York is on the east side of

Staten Island about 0.6 mile northwest of the

Verrazano Narrows Bridge.

(208) Upper Bay is that portion of New York Harbor between The Narrows and The Battery. Anchorage Channel, marked by lighted buoys, is the main passage

through the middle of the bay. Bay Ridge Flats is a

shoal area with depths of 8 to 20 feet east of Anchorage

Channel. Gowanus Flats is at the north end of Bay

Ridge Flats. Jersey Flats, the area on the New Jersey

side west of Anchorage Channel, is much shoaler with

depths up to 9 feet. Channels have been dredged

through these shoal areas to provide access to the piers

on both sides of the bay.

Channels

(209) Bay Ridge Channel, Red Hook Channel, and Buttermilk Channel follow the Brooklyn piers from The

Narrows to East River. Midchannel depths in these

channels are generally 25 to 40 feet with lesser depths

on the sides; the area is subject to shoaling. See the latest chart for guidance. Caution should be exercised

when docking and undocking vessels along the southeasterly side of Bay Ridge Channel because the current

may flow in a direction opposite to the normal channel

flow, especially between the piers. The Brooklyn Cruise

Terminal is at Pier 12 on Atlantic Basin. Commuter

ferry services operate extensively in Buttermilk

Channel.

(210) Gowanus Bay, at the junction of Bay Ridge and Red

Hook Channels, is a bight in the Brooklyn shore at the

mouth of Gowanus Canal. A dredged channel leads

from Gowanus Bay to the Hamilton Avenue Bridge,

about 1 mile above the mouth of the bay. In April 1990,

the controlling depths were 21 feet (25 feet at

midchannel) to Sigourney Street, about 0.15 mile below the head of the project, thence 22 feet to the Hamilton Avenue Bridge.

(211) The improved section of Gowanus Canal above

Hamilton Avenue has depths of about 8 to 12 feet. The

Third Street, Carroll Street, and Union Street bridges

across the canal have the following minimum clearances: drawbridges, 3 feet; fixed bridges, 90 feet. The

fixed bridge across that part of the canal which extends

southward along Fifth Street has a clearance of 20 feet.

(See 117.1 through 117.59 and 117.787, chapter 2,

for drawbridge regulations.)

(212) The Hamilton Avenue and Ninth Street drawbridges, 1 and 1.2 miles above the entrance of Gowanus

Bay, respectively, are equipped with radiotelephones.

The bridgetenders monitor VHF-FM channel 13; call

signs KX–8183 and KX–8186, respectively.

(213) Erie Basin, just north of Gowanus Bay, is entered

from Red Hook Channel. The entrance is marked by a

light and the basin is marked by private lighted and

unlighted buoys.

(214) East River is a 14-mile-long tidal strait that connects Upper Bay with Long Island Sound. For description of East River and the route to New York Harbor

from Long Island Sound, see East River (indexed as

such), chapter 9.

(215) Governors Island is at the Upper Bay entrance to

East River. The hexagonal-shaped Fort Jay is prominent on the northeast side of the island, and the circular Castle William is on the northwest side. The main

channel is westward of the island. Lights and fog signals are near the southern tip and on the northwest

side of the island, on top of Castle William.

(216) Liberty Island, on the eastern part of Jersey Flats

across the main channel from Governors Island, is

marked by the Statue of Liberty, a colossal structure

more than 305 feet high; the figure facessoutheastward.

In 2000, depths of 15 to 21 feet were available in the

dredged area near the pier on the west side of the island. The U.S. Park Police marine unit operates from a

floating platform on the northwest end of Ellis Island.

(217) Robbins Reef Light (40°39'26"N., 74°03'55"W.) 56

feet above the water, is shown from a conical tower,

New York Harbor and Approaches ■ Chapter 11 ■ 383
with the lower half brown and the upper half white, on

the southeastern part of Jersey Flats.

(218) Pierhead Channel leads from the main channel

about 0.7 mile southward of Liberty Island, thence

along the New Jersey pierhead line to Kill Van Kull. The

channel, through connecting branch channels, leads to

the Army Corps of Engineers Caven Point facility, New

York Waterway ferry terminal, Claremont Terminal,

New York Regional Railroad, Global Terminal and Container Services and Northeast Auto Marine Terminal.

In November 2006, the controlling depths were 7.2 feet

from the northern entrance to Buoy 19, thence 10.2

feet (16.9 feet at midchannel) to Kill Van Kull except for

shoaling to 5.2 feet off the eastern end of Northeast

Auto Marine Terminal. The Peninsula at Bayonne Harbor, south of Northeast Auto Marine Terminal, can also

be reached through a channel northward of Robbins

Reef Light. The channels are well-marked with navigational aids. Note that the buoyage system changes

southward of the Peninsula at Bayonne Harbor.

Charts 12327, 12401

(219) Sandy Hook Bay is the southern part of Lower Bay,

westward of Sandy Hook and eastward of Point

Comfort. The bay is an excellent anchorage, the depths

of water ranging from 30 feet just inside Sandy Hook to

15 feet near its southern part; the shoaling is gradual

and the bottom is good holding ground. The best anchorage during easterly and southeasterly winds is in

the eastern part of the bay. Vessels of more than 24-foot

draft will not find good anchorage out of the channel

until above Fort Wadsworth. Extensive shoals make off

northward and eastward from Point Comfort, but as

the depths of water decrease gradually, soundings will

give sufficient warning of too close an approach to the

shore. Shallow-draft vessels can reportedly find satisfactory anchorage in Horseshoe Cove, on the east side

of the bay. In August 1999, the spit of land that forms

Horseshoe Cove was reported visible only at extreme

low water. Shoals extend an additional 200 yards southeastward from the end of the charted spit to about

40°26.7'N., 73°59.9'W. Mariners are cautioned not to

navigate over this finger of land. Heavy fish traps extend out to a depth of 20 feet in places on the shoals on

the southwest side of Sandy Hook Bay between Atlantic

Highlands and Point Comfort.

(220) A 110°-290° measured nautical mile is on the

south side of Sandy Hook Bay off the Municipal Yacht

Basin. The private range markers are reported to be difficult to identify.

384 ■ Chapter 11 ■ Coast Pilot 2
(221) Sandy Hook, the southern point at the entrance to

New York Harbor and the northern point of the New

Jersey coast, is low and sandy. The hook, including

Plum Island at the mouth of the Shrewsbury River, is

part of Gateway National Recreation Area. Large areas

of the park are bird nesting areas, and landing is not

permitted. A light, Sandy Hook Coast Guard Station,

standpipe and a radio tower on the north end of Sandy

Hook are prominent. The area around Sandy Hook is

changeable and subject to severe shoaling; extreme

caution is advised.

Charts 12325, 12324

(222) Shrewsbury River and Navesink River empty

through a common entrance into the southern extremity of Sandy Hook Bay eastward of the Highlands of

Navesink.

(223) A Federal project provides depths of 12 feet from

Sandy Hook Bay to a point just above the bascule bridge

at Highlands, thence 9 feet in Shrewsbury River to the

Branchport Avenue Bridge at Long Branch, about 7.4

miles above the mouth. The Navesink River has a project depth of 6 feet from where it connects with the

Shrewsbury River to the head of the project at Red

Bank, about 4.9 miles above the mouth. (See Notice to

Mariners and the latest editions of charts for controlling depths.)

Caution

(224) All cables within the area in about 40°24.2'N.,

73°59.0'W., in Shrewsbury River have been abandoned.

Mariners are cautioned that the cables remain in place.

No-Discharge Zone

(225) The State of New Jersey, with the approval of the

Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in the waters of the

Shrewsbury and Navesink Rivers. The NDZ extends

south from the Highlands/Route 36 Bridge and covers

all waters of the Shrewsbury and Navesink Rivers (see

chart for limits).

(226) Within the NDZ, discharge of sewage, whether

treated or untreated, from all vessels is prohibtited.

Outside the NDZ, discharge of sewage is regulated by

40 CFR 140 (see chapter 2).

Tides

(227) The mean range of tide is as follows: Highlands, 3.8

feet; Red Bank, 3 feet; Sea Bright, 1.7 feet; Branchport,

New York Harbor and Approaches ■ Chapter 11 ■ 385
1.7 feet. Strong southerly and westerly winds lower the

water surface, and northerly and easterly winds raise it.

Currents

(228) At Highlands bridge, the currents have a velocity of

about 2.6 knots. At Sea Bright bridge the velocity is

about 1.6 knots.

Ice

(229) Navigation in Shrewsbury and Navesink Rivers is

generally suspended because of ice from December to

March, inclusive.

Supplies

(230) Gasoline, lubricants, marine supplies, and provisions can be obtained at most of the towns along the

shores of the Shrewsbury and Navesink Rivers.

Communications

(231) Railroad, ferry, or bus connects with New York to

points on the New Jersey coast.

(232) Highlands is a summer resort on the west side of

Shrewsbury River 1.5 miles inside the entrance. There

are good small-craft facilities here. (See the small-craft

facilities tabulation on chart 12324 for services and

supplies available.)

(233) The railroad bridge across Shrewsbury River at

Highlands is in ruins; caution is advised. The State

Route 36 highway bridge (Highlands Bridge) 100 yards

above the railroad bridge has a bascule span with a

clearance of 35 feet. (See 117.1 through 117.59 and

117.755, chapter 2, for drawbridge regulations.) The

fender system from the center pier of the railroad

bridge to the east side of the highway bascule opening

is continuous. The east side of the river northward of

the bridge and the west side 0.3 mile southward of the

bridges are used as anchorages for small craft.

Caution

(234) Caution should be exercised at the junction of the

Shrewsbury and Navesink Rivers, about 0.6 mile southward of the State Route 36 highway bridge at Highlands, to avoid the submerged stone jetty. Craft

entering Navesink River should pass westward of the

lighted junction buoy. The submerged jetty is marked

by three seasonal buoys.

(235) The State Route 520 highway bridge (Sea Bright

Bridge) over Shrewsbury River between Rumson and

Sea Bright has a bascule span with a clearance of 15

386 ■ Chapter 11 ■ Coast Pilot 2
feet at the abutment. (See 117.1 through 117.59 and

117.755, chapter 2, for drawbridge regulations.)

Small-craft facilities

(236) There are numerous small-craft facilities at Sea

Bright. (See the small-craft facilities tabulation on

chart 12324 for services and supplies available.)

(237) Pleasure Bay, at the southeast end of Shrewsbury

River, is crossed by a fixed highway bridge with a clearance of 25 feet. Branchport is a small town on the east

side of Pleasure Bay at the head of navigation.

Small-craft facilities

(238) There are numerous small-craft facilities in Pleasure Bay. (See the small-craft facilities tabulation on

chart 12324 for services and supplies available.)

(239) The privately dredged and marked channels in Little Silver Creek, Town Creek, Oceanport Creek, Parker

Creek, and Blackberry Creek had controlling depths of

about 5 feet in 1965-67.

(240) A fixed highway bridge with a clearance of 24 feet

crosses the westerly part of Shrewsbury River, just eastward of its junction with Parker and Oceanport Creeks.

(241) The tributaries that empty into the southeasterly

and southwesterly sides of Shrewsbury River are

crossed by bridges with the following clearances:

Manhassett Creek, fixed highway, 6 feet; Troutmans

Creek, fixed highway, 6 feet; Oceanport Creek, Conrail

railroad (Oceanport Bridge) with swing span, 4 feet;

and Parker Creek, fixed railroad, 4 feet. (See 117.1

through 117.59 and 117.736, chapter 2, for drawbridge regulations.)

(242) The channel in Navesink River is crooked but well

marked by seasonal buoys. The Oceanic highway bridge

across the river between Rumson and Locust Point has

a bascule span with a clearance of 22 feet. (See 117.1

through 117.59 and 117.734 for drawbridge regulations.)

(243) Rumson is a town on the south side about 1.7 miles

above the entrance to Navesink River. Small-craft facilities just west of the bridge at Rumson can provide

berths, electricity, gasoline, water, ice, and storage.

Hull and engine repairs can be made, and a 7-ton mobile hoist is available. In May 1981, a reported depth of

5 feet could be carried to the boatyards.

(244) Fair Haven is on the south side of Navesink River

about 1 mile above the bridge at Rumson. A boatyard

and two yacht clubs are at Fair Haven. The boatyard can

provide berths, electricity, gasoline, water, ice, storage,

marine supplies, and hull, engine, and radio repairs;

lifts to 15 tons are available. In June-September 1987, a

reported depth of about 7 feet could be taken to the

boatyard.

(245) Red Bank, a town near the head of navigation on

the Navesink River, has several small-craft facilities.

(See the small-craft facilities tabulation on chart 12324

for services and supplies available.) The town has railroad connections with New York.

(246) The dredged channel that extends for 1.5 miles

above the landings at Red Bank had a reported midchannel controlling depth of 2 feet to the second highway bridge, and thence less than 1 foot for the rest of

the dredged section in 1985. The channel is privately

marked by buoys and stakes. The Route 35 highway

bridge crosses the river 4.8 miles above the mouth and

has a fixed span with a clearance of 12 feet. A railroad

bridge crosses the river 450 yards southwest of the

Route 35 bridge and has a fixed span with a clearance of

9 feet.

Charts 12327, 12401, 12402

(247) Atlantic Highlands is a town on the south side of

Sandy Hook Bay about 2 miles west of Sandy Hook. A

breakwater, marked by a light at its eastern end, forms

an anchorage basin. In June 2002, depths of 4.9 to 8 feet

were available in the basin. The entrance to the basin is

marked by a private 270° lighted range.

Small-craft facilities

(248) Small-craft facilities in the basin can provide

berths, electricity, gasoline, diesel fuel, water, ice, storage, marine supplies, launching ramps, pump-out station and hull and engine repair; mobile lifts up to 50

tons are available.

(249) The basin is used by numerous pleasure and party

fishing craft. Numerous piles and ruins of former

wharves are westward of the basin.

(250) Terminal Channel, entered from Sandy Hook

Channel about 1 mile west-southwestward of Sandy

Hook, leads south-southwestward to a turning basin

and to two deepwater ammunition handling piers of

the U.S. Naval Ammunition Depot at Leonardo, N.J., a

town on the south side of Sandy Hook Bay. Federal project depth is 45 feet in the channel and turning basin.

(See Notice to Mariners and latest editions of the charts

for controlling depths.) The channel is marked by a private 207°30' lighted range and by lighted and

unlighted buoys. A dredged and marked side channel

leads southward from the southeastern end of the turning basin to an ammunition barge-loading pier; depths

of about 11 feet can be carried to and alongside the pier.

New York Harbor and Approaches ■ Chapter 11 ■ 387
The deepwater piers and barge pier are connected to

the shore by a trestle that extends 1.6 miles across the

flats from Leonardo. The waters adjacent to the piers

and trestle are prohibited to navigation. (See 110.155

(f) (1), chapter 2, for rules and regulations.)

(251) Security zones have been established in the vicinity of the U.S. Naval Ammunition Depot and Terminal

Channel. (See 165.1 through 165.7, 165.30, 165.33,

and 165.130, chapter 2, for limits and regulations.)

(252) A restricted area surrounds Terminal Channel,

turning basin, and piers of the U.S. Naval Ammunition

Depot. (See 334.1 through 334.6 and 334.102, chapter 2, for limits and regulations.)

(253) A dredged channel, about 0.4 mile eastward of the

trestle at Leonardo, leads southward from Sandy Hook

Bay to the entrance and basin of a State marina. In July

2007, the controlling depths were 0.8 foot (1.7 feet at

midchannel) to the breakwater; thence in 1991-June

2002, 2.2 feet at midchannel to the basin; thence in

1983, a reported depth of 6 feet was in the basin. The

channel is marked by private aids to navigation.

(254) Berths, electricity, and water are available in the

basin. A boatyard with a 45-foot marine railway is about

0.5 mile eastward of the boat basin; complete hull and

engine repairs can be made.

(255) Compton Creek, 4 miles westward of Sandy Hook,

is used extensively as a harbor of refuge by small fishing

craft. The creek is entered through a dredged channel

that leads from Sandy Hook Bay, thence through Belford (Shoal) Harbor, and thence to about 0.4 mile

above the mouth. In May 2008, the midchannel controlling depth was 10.4 feet to the turn in the channel

at 40°26'02"N., 74°04'47"W., thence 1.9 feet (2.7 feet at

midchannel) except shoaling to 0.5 foot within 40 feet

of the head of the project. The entrance channel is

marked by lighted and unlighted buoys. A passenger

ferry terminal is located on the east side of the channel

with service to Manhattan. The creek is navigable by

small boats for about 1 mile. Several fixed bridges over

the creek have a minimum clearance of 2 feet. A seasonal auxiliary marine police station is on the east side

of the creek.

(256) A boatyard is on the south side of Compton Creek

about 0.45 mile above the mouth. Marine supplies, hull

and engine repair facilities, and a 90-foot marine railway are available. A town dock, supervised by a

dockmaster, is just downriver of the boatyard.

(257) Port Monmouth, a village at the head of Compton

Creek, is a shipping point for fresh fish, shellfish, and

inedible animal products. Several private landings and

a town landing are available.

(258) Pews Creek, about 1 mile northwest of Compton

Creek, is marked at the entrance by a private light. In

May 1981, it was reported that 31⁄2 feet could be carried

to a marina in the creek. Berths with electricity, gasoline, water, ice, marine supplies, a pump-out station,

storage, a 15-ton lift, a 40-foot marine railway, and hull

and engine repairs are available. A highway bridge

crosses the creek about 0.2 mile above the mouth and

has a 31-foot fixed span with a clearance of 12 feet.

(259) Staten Island forms the northwest side of Lower

Bay. The high wooded ridge of the island has elevations

of 100 to over 400 feet. South Beach and Midland

Beach are summer resorts and amusement areas on

the southeast side of the island. A public pier for

small-craft is located between the resorts.

(260) Staten Island Flats are extensive shoals making off

from the southeast side of Staten Island. Parts of these

flats are Old Orchard Shoal and West Bank, which border on the main channel up the bay. Hoffman Island

and Swinburne Island (see also chart 12349), artificial

islands on West Bank, are part of Gateway National

Recreation Area; landing is not permitted. A channel,

used by local vessels of less than 8-foot draft, leads

westward of West Bank. From the gong buoy 0.6 mile

southward of Fort Wadsworth, steer southwestward

through the dredged channel and then steer a course

for Old Orchard Shoal Light.

Charts 12331, 12327

(261) Raritan Bay is that part of Lower Bay lying westward of Point Comfort and southward of Staten Island.

The bay is full of shoals with depths of 7 to 18 feet.

Channels

(262) A Federal project provides for a 35-foot channel extending through Lower Bay, the northern part of

Raritan Bay, to the junction with Arthur Kill. (See Notice to Mariners and latest editions of the charts for

controlling depths.)

Anchorages

(263) General anchorages are in Raritan Bay. (See 110.1

and 110.155 (j) chapter 2, for limits and regulations.)

Tides

(264) The mean range of tide in Raritan Bay is about 5

feet.

Ice

(265) In ordinary winters ice does not seriously interfere

with navigation in Raritan River or Arthur Kill, but in

severe winters the ice sometimes prevents the movements of vessels for periods of 2 weeks at a time. In

easterly winds the drift ice in Lower Bay collects in

Raritan Bay and obstructs navigation, but usually only

388 ■ Chapter 11 ■ Coast Pilot 2
for a short time, as the prevailing westerly winds drive

the ice out of the bay.

Pilotage, Raritan River and Arthur Kill

(266) Pilotage for ports in the States of New York and

New Jersey is compulsory for foreign vessels and U.S.

vessels under register. Pilotage for vessels bound for

Perth Amboy, South Amboy, or up the Raritan River

and Arthur Kill is available from the United New York

New Jersey Sandy Hook Pilot Association. Pilotage is

also available from the Interport Pilots Agency, Inc. See

Pilotage, New York Harbor and Approaches (indexed as

such) earlier this chapter.

Towage

(267) Tugs are used by the larger vessels and are available

in New York. (See Towage, New York Harbor, discussed

earlier in this chapter.)

(268) Customs, quarantine, immigration, and agricultural quarantine inspections are discussed earlier in

this chapter under New York Harbor.

Supplies

(269) Water can be had at most of the wharves in Perth

Amboy and South Amboy. Provisions and marine supplies can be had at Perth Amboy, Tottenville, New

Brunswick, and South Amboy.

Chart 12331

(270) Great Kills Harbor, a shallow bight on the south

side of Staten Island northwestward of Old Orchard

Shoal Light, is used as an anchorage by small craft. The

harbor is entered through a dredged channel that leads

from deep water in Lower New York Bay along the

southwesterly side of Crookes Point, thence along the

westerly side of the harbor to the head. In November

2005, the controlling depths were 6.3 feet to a point

abeam the southern tip of Crookes Point, thence shoaling to bare across the channel at Buoy 6, thence 6.1 feet

to the mouth of the harbor with lesser depths along the

easterly side, thence 9.7 feet in the harbor channel to

the head of the project. Greater depths are available

outside the channel; the chart is the best guide. The

channel is marked by buoys and a light. Great Kills

Light (40°31.3'N., 74°07.9'W.), 35 feet above the water,

is shown from a skeleton tower with a red and white diamond-shaped daymark on a red concrete base east of

the channel entrance.

Anchorage

(271) A special anchorage is in Great Kills Harbor. (See

110.1 and 110.6 (r-1), chapter 2, for limits and regulations.)

(272) Great Kills, on the west side of Great Kills Harbor,

has several small-craft facilities with berths, electricity,

gasoline, diesel fuel, water, ice, storage, and marine

supplies. A public launching ramp is located in the

northeast corner of the harbor.

(273) Lemon Creek, 0.2 mile westward of Seguine Point,

is a narrow shallow stream used only by local boats

which enter at high water. The midchannel controlling

depth over the bar is about 2 feet with deeper water inside. The abutment of a former bridge is on the south

side of the creek just inside the mouth. Overhead power

cables crossing the creek at the bridge abutment have a

clearance of 47 feet.

(274) A small marina on the creek can haul out craft up

to 8 tons for minor engine and hull repairs; berths,

electricity, water, ice, and outside storage are available.

(275) A prominent tower of a former lighthouse with a

statue on top is on the south side of Staten Island, 0.8

mile westward of Seguine Point. Prominent buildings

are near the point at Red Bank, 0.3 mile southwestward

of the tower.

(276) Keansburg, on Point Comfort on the south side of

Raritan Bay, is a summer resort. The wharves on the

west side of Point Comfort are in ruins and no longer

used.

(277) A special anchorage is adjacent to the amusement

pier. (See 110.1 and 110.6 (z), for limits and regulations.)

(278) Waackaack Creek and Thorns Creek, about 0.6

mile southwest of Point Comfort, have a common entrance protected by floodgates. The gates are lowered,

thereby closing the harbor, when tides above 41⁄2 feet

are sustained for a period of time. An overhead power

cable with a clearance of 32 feet crosses the creek entrance at the floodgates. Small-craft facilities on

Thorns Creek provide berths, electricity, ice, water,

gasoline, marine supplies, and a 20-ton forklift and a

12-ton mobile hoist for hull and engine repairs. In May

1982, the channels into the creeks were reported

dredged to 7 feet.

(279) Keyport Harbor, 3 miles westward of Point Comfort, is a shallow harbor on the south side of Raritan

Bay between Conaskonk Point and Matawan Point. A

buoyed approach channel leads southward from the

bay to a dredged marked channel that leads through

the harbor to the mouth of Matawan Creek. In July

2005, the dredged channel had a controlling depth of

4.8 feet (6.5 feet at midchannel).

New York Harbor and Approaches ■ Chapter 11 ■ 389
(280) Matawan Creek, entered at the head of Keyport

Harbor, is used mostly by local craft. In July 2005, the

controlling depth was 3.7 feet to the first highway

bridge, thence 2.0 feet to the Route 35 highway bridge,

thence in 1981, 2 feet to shoaling to bare was reported

to the railroad bridge about 1.5 miles above the mouth.

Greater depths are available with local knowledge. (See

chart 12327.) Three fixed bridges, one railroad and two

highway, cross the creek; least clearances are 49 feet

horizontal and 6 feet vertical. Least clearance of overhead power cables crossing the creek is 54 feet.

(281) Keyport is a town on the east side of the entrance to

Matawan Creek.

Small-craft facilities

(282) There are several small-craft facilities on Matawan

Creek and on the southeast side of Keyport Harbor at

Keyport. Berths with electricity, gasoline, diesel fuel,

water, ice, marine supplies, sewage pump-out, lifts to

30 tons, marine railways to 40 feet, and complete hull

and engine repairs are available. Vessels proceed to the

small-craft facilities at Keyport at high water.

Tide

(283) The mean range of tide is about 5 feet.

(284) A privately dredged channel, about 25 feet wide in

places, leads about 0.3 mile southwesterly from the

mouth of Matawan Creek to a marina basin at the entrance to Luppatatong Creek. In May 1981, a reported

depth of 4 feet was available to the marina.

(285) Cheesequake Creek and Stump Creek, sharing a

common entrance and leading southwesterly and

southeasterly, respectively, are on the south side of

Raritan Bay 6 miles westward of Point Comfort. The entrance is between two stone jetties. The east jetty is

awash at high water. The outer ends of jetties are

marked by a light. A dredged channel leads between the

jetties to the Conrail railroad bridge about 0.3 mile

above the jetties. In September 2003, the controlling

depth was 5 feet, except an extensive severe shoal that

bares gradually from about midchannel to the lower

half of the east jetty. In 1987, the reported controlling

depth was 31⁄2 feet in Stump Creek.

Tide

(286) The mean range of tide is about 5 feet.

(287) Local boats from Lower Bay usually head for a

point about 1.6 miles east-northeastward of the jetties,

and then shape a course to enter between the jetties at

the entrance to Cheesequake and Stump Creeks.

Caution

(288) Caution should be exercised to avoid the sunken

wrecks, 0.2 mile eastward of the east jetty.

(289) The State Route 35 highway bridge, 0.2 mile inside

the jetties, has a bascule span with a clearance of 25

feet. The overhead power cable just north of the bridge

has a clearance of 89 feet. The Conrail bridge, 0.3 mile

inside the jetties, has a bascule span with a clearance of

3 feet. The bridgetender monitors VHF-FM channel 13;

call sign KT-3859. (See 117.1 through 117.59 and

117.709, chapter 2, for drawbridge regulations.) The

twin fixed highway bridges over Cheesequake Creek,

1.1 miles inside the jetties, have clearances of 16 feet.

(290) Laurence Harbor is a summer resort on the east

side of Stump Creek, and Morgan is a settlement on the

west side of Cheesequake Creek.

Small-craft facilities

(291) There are small-craft facilities that can provide

berths with electricity, gasoline, diesel fuel, water, ice,

marine supplies, a pump-out station, storage facilities,

lifts to 35 tons, and a 50-foot marine railway; complete

hull and engine repairs are available.

Chart 12332

(292) Raritan River empties into the western end of

Raritan Bay between Perth Amboy and South Amboy.

The channel from South Amboy to New Brunswick is

11 miles long and very crooked, but is well marked with

navigational aids. Waterborne commerce on the river

is in coal, ore, and petroleum products.

Channels

(293) Vessels enter Raritan River from the east by way of

Great Beds Reach and from the north by way of Arthur

Kill via Raritan River Cutoff Channel. A Federal project

provides for a 20-foot channel in Raritan River Cutoff, a

25-foot channel from Great Beds Reach in Raritan Bay

to the head of Red Root Reach about 1.9 miles above

Garden State Parkway bridge, and thence a 15-foot

channel to the junction with Washington Canal. (See

Notice to Mariners and latest editions of the charts for

controlling depths.) Above Washington Canal, the controlling depth in Raritan River was about 9 feet at

midchannel to New Brunswick in 1962.

(294) A dredged channel in Titanium Reach and South

Channel branches south from Raritan River about 0.6

mile above Garden State Parkway bridge. The Federal

project depths are 25 feet in Titanium Reach and 15 to

10 feet in South Channel to Crossman Dock. (See Notice to Mariners and latest editions of the charts for

390 ■ Chapter 11 ■ Coast Pilot 2
controlling depths.) In 1991, the channels were not being maintained near project depth and the project

above Crossman Dock was not being maintained.

(295) A dredged channel in Washington Canal branches

south from Raritan River about 4.3 miles above Garden

State Parkway bridge and connects with South River. A

dredged channel leads south for about 3.4 miles in

South River. In 1961, the midchannel controlling

depths were 12 feet in Washington Canal, thence 10

feet in South River to the first highway bridge, thence 8

feet for about 1 mile, thence 1⁄2 foot to a point 800 yards

north of the highway bridge at Old Bridge.

(296) A sunken drydock, marked by a light, is on the east

side of the river, 1.5 miles above the Garden State Parkway fixed bridge. The wreck extends 60 feet into the

channel and is visible at all stages of the tide.

Bridges

(297) Several drawbridges and fixed bridges cross

Raritan River and South River. The distances above the

mouth of the Raritan River and clearances follow:

ConRail bridge with center-pier swing span, 0.4 mile, 8

feet, overhead power cable at the bridge has a clearance

of 140 feet; Victory Highway Bridge, 1.6 miles, fixed

span with a clearance of 110 feet; Thomas Edison

Memorial Bridge with high-level fixed span, 1.9 miles,

135 feet. In 1999, a second span was under construction adjacent to and just west of the existing Thomas

Edison Bridge. The new bridge will have a fixed span

with a design clearance of 110 feet. Garden State Parkway with fixed span, 2 miles, 135 feet; overhead power

cable near Crab Island, 5.2 miles, 128 feet; New Jersey

Turnpike with fixed span, 8.7 miles, 45 feet; overhead

power cables, 8.9 miles, 114 feet; and U.S. Highway No.

1 Bridge with two fixed spans, 9.6 miles, 90 feet. The

highway bridge over South River at the town of South

River has a fixed span with a clearance of 25 feet. The

railroad bridge, 0.4 mile upstream, has a swing span

with a clearance of 4 feet. (See 117.1 through 117.59,

117.747, and 117.756, chapter 2, for drawbridge regulations.) In January 1987, the fender system of the

south draw of the ConRail swing bridge sustained significant damage and may be protruding into the channel. Mariners are advised to exercise caution and

navigate the north draw only. Mariners are requested to

avoid bridge openings of this bridge during peak commuter hours of 0700 to 0815 and 1700 to 1815, Monday

through Friday. The bridgetender monitors VHF-FM

channel 13; call sign KT-4204.

New York Harbor and Approaches ■ Chapter 11 ■ 391
Tides and currents

(298) The mean range of tide is about 5 feet at South

Amboy, 5.8 feet at New Brunswick, and 5.5 feet at the

highway bridge on South River at the town of South

River. (For predictions, consult the Tide Tables.) The

tidal current has a velocity of about 1.5 knots at the Victory Highway Bridge at Perth Amboy.

(299) South Amboy is a city on the south side of the entrance to Raritan River. Waterborne commerce at the

port is in fuel oils, coal, sand, and gravel. Depths alongside the wharves and piers range from about 6 to 30

feet. Water, provisions, and marine supplies can be obtained here, and berths with electricity, water, ice, and

winter dry storage are available at a boat club.

(300) Sayreville is 6 miles above South Amboy on the

south bank of the Raritan River. Most of the wharves

are privately owned.

(301) South River is a town on the west side of South

River 7.5 miles above South Amboy. A marina about

200 yards north of the highway bridge at Old Bridge

provides berths, water, marine supplies, a 2-ton lift, and

engine repairs. In May 1981, a reported depth of about 1

foot could be carried to the marina.

(302) The Delaware and Raritan Canal, closed to navigation since 1933, had its entrance to the Raritan River at

New Brunswick.

(303) Highland Park is across Raritan River opposite

New Brunswick. In 1981, a reported depth of about 31⁄2

feet was available from the head of the Federal project

to Highland Park, the practical head of navigation.

Charts 12333, 12331

(304) Arthur Kill is the narrow body of water separating

Staten Island from New Jersey. The cities of Perth

Amboy, Tottenville, Elizabeth, many large factories,

and oil refineries and storage facilities are on its shores.

Northern Arthur Kill and Kill Van Kull are the major

channels for bulk, containerized, and petroleum cargo

in New York Harbor.

Channels

(305) Federal project depth in Arthur Kill is 35 feet except for the Elizabethport Reach which is 41 feet. (See

Notice to Mariners and latest editions of charts for controlling depths.)

Caution

(306) Numerous sunken and visible wrecks are adjacent

to both sides of the channel in Arthur Kill; caution is

advised.

(307) A liquefied petroleum gas (LPG) facility is on the

west side of Arthur Kill immediately south of Morses

Creek. A moving safety zone has been established

around loaded LPG vessels transiting between Scotland

Lighted Whistle Buoy S at the entrance to Sandy Hook

Channel and the LPG facility. (See 165.1 through

165.7, 165.20 through 165.25, and 165.160, chapter

2, for limits and regulations.)

Anchorages

(308) General anchorages are in Arthur Kill. (See 110.1

and 110.155 (i), chapter 2, for limits and regulations.)

Tides and currents

(309) The mean range of tide in Arthur Kill is about 5

feet. Throughout Arthur Kill the flood sets from

Raritan Bay to Newark Bay and the ebb in reverse direction. Velocities of current vary with the location from

about 1 to 1.5 knots.

(310) In October 1991, tidal currents in Arthur Kill were

reported to deviate significantly from official predictions

published by the National Ocean Service. Mariners

should exercise caution and discretion in the use of

published tidal current predictions.

Chart 12331

(311) Perth Amboy is on the point at the junction of

Raritan River and Arthur Kill at the western end of

Raritan Bay. The principal wharves are along the west

bank of Arthur Kill. The greatest draft entering is about

30 feet. The wharves have depths of 14 to 30 feet alongside. Good anchorage is found abreast some wharves in

30 feet.

Anchorage

(312) A special anchorage is south of Perth Amboy. (See

110.1 and 110.60 (aa), chapter 2, for limits and regulations.)

(313) Perth Amboy is a customs port of entry.

Repairs

(314) Several ship and boat repair yards are in Perth

Amboy. Small-craft engine and hull repairs can be

made.

Supplies

(315) Diesel oil, diesel fuel, gasoline, water, lubricants,

and marine supplies are available at Perth Amboy.

(316) Outerbridge Crossing Bridge, 1.7 miles above Ward

Point, has a fixed span with a clearance of 143 feet across

Arthur Kill between Perth Amboy and Tottenville. A

392 ■ Chapter 11 ■ Coast Pilot 2
racon and private fog signal are at the bridge. A marina

at Tottenville provides berths, electricity, water, storage

facilities, and a 15-ton mobile hoist for do-it-yourself

repairs. In May 1981, a reported depth of about 5 feet

could be carried to the facility.

(317) Port Socony, on the east side of Arthur Kill 2.9

miles above Ward Point, is a bulk oil storage terminal. A

privately maintained dredged channel leads from the

main channel in Arthur Kill to the oil company dock. In

1999, a reported depth of 26 feet was alongside the

south half of the dock with 15 to 21 feet reported alongside the north half.

(318) Smith Creek enters Arthur Kill from northward

about 3.3 miles above Ward Point. The entrance channel is privately marked by buoys. In 1981, a reported

depth of 3 feet was available to just above the first bend

in the channel. The creek is used principally by small

craft.

Small-craft facilities

(319) Several small-craft facilities are along Smith

Creek. Berths with electricity, gasoline, water, ice, marine railways to 40 feet, and partial hull and engine repairs are available.

(320) Port Reading, 4.5 miles above Ward Point on the

north side of Arthur Kill, has several oil storage facilities. Depths of 18 to 36 feet are reported alongside.

(321) Fresh Kills enters Arthur Kills from eastward

about 6 miles above Ward Point. Fresh Kills is used as a

New York City garbage landfill and is closed to all navigation except garbage scows.

Chart 12333

(322) Rahway River enters Arthur Kill from westward,

about 7.2 miles above Ward Point, and extends westward

for about 4.5 miles to the town of Rahway. It is used

only by small craft. In May 1981, a reported depth of 5

feet could be taken to Lamberts Wharf about 2.1 miles

above the mouth and about 0.5 mile above the New Jersey Turnpike bridge.

(323) Name or location, type of span, distance above

mouth, and clearances of the bridges over Rahway

River are as follows: East Rahway, bascule, 1.7 miles, 6

feet; Linden and Carteret, fixed, 1.8 miles, 36 feet; Lawrence Street, fixed, 3.8 miles, 6 feet; U.S. Route 1/9,

fixed, 3.9 miles, 23 feet; Milton Avenue, fixed 42-foot

span, 4.2 miles, 4 feet; Monroe Avenue, fixed 30-foot

span, 4.4 miles, 7 feet. (See 117.1 through 117.59 and

117.743, chapter 2, for drawbridge regulations.)

(324) An overhead power cable with a clearance of 165

feet crosses Arthur Kill about 1.7 miles north of the

Rahway River entrance.

(325) The Goethals Bridge, 10 miles above Ward Point,

has a fixed span with a clearance of 137 feet over Arthur

Kill just southward of Elizabethport. The railroad

bridge, 200 yards above Goethals Bridge, has a vertical

lift span with a clearance of 31 feet down and 135 feet

up. The bridgetender at the railroad bridge monitors

VHF-FM channel 13; call sign KXS-237.

(326) Elizabethport, about 11 miles above Ward Point, is

the eastern part of the city of Elizabeth. It is at the

northern end of Arthur Kill at its junction with Newark

Bay.

(327) Most of the wharves along the Elizabeth waterfront

are of the bulkhead-marginal type. Depths alongside

range from 3 to 32 feet. Waterborne commerce at these

wharves is in petroleum, sand and gravel, chemicals

and petrochemicals, and vegetable and animal oils.

(328) Elizabeth River enters Arthur Kill from westward

at Elizabethport. The overhead power cable just above

the entrance has a reported clearance of 23 feet. South

Front Street Bridge, just above the mouth of the river,

has a bascule span with a clearance of 3 feet; South

First Street Bridge, 0.5 mile above the mouth has a bascule span with a clearance of 5 feet; and Elizabethport

railroad bridge, 0.8 mile above the mouth, has a bascule span with a clearance of 14 feet. (See 117.1

through 117.59 and 117.719, chapter 2, for drawbridge regulations.) The bridges above the railroad

bridge have a least clearance of 3 feet.

(329) Kill Van Kull separates the southern shore of the

city of Bayonne from Staten Island and connects the

Upper Bay of New York Harbor with Newark Bay and Arthur Kill. Kill Van Kull is a major channel for petroleum and bulk cargo in New York Harbor, and has

extensive through traffic and large factories on its

shores.

Channels

(330) A Federal project provides for a 45-foot dredged

channel leading through Kill Van Kull and a 41-foot

dredged channel north of Shooters Island to Arthur

Kill. The dredged channel south of Shooters Island has

a project depth of 30 feet. (See Notice to Mariners and

latest editions of charts for controlling depths.)

(331) Shoals, obstructions, and numerous wrecks are

along both sides of the dredged channel in Kill Van

Kull. Numerous sunken and visible wrecks are in the

channel southward of Shooters Island; caution is advised. Kill Van Kull channel, between Newark Bay and

the Upper Bay of New York Harbor, is a regulated

New York Harbor and Approaches ■ Chapter 11 ■ 393
navigation area. (See 165.1 through 165.13, and

165.165, chapter 2, for limits and regulations.)

(332) Bayonne Bridge, a fixed span with a minimum

clearance of 138 feet over the channel (151 feet centerline), crosses Kill Van Kull from just east of Bergen

Point, the southwestern end of the city of Bayonne, and

connects with Staten Island.

Tides and currents

(333) The mean range of tide in Kill Van Kull is about 4.5

feet. The flood current sets westward and the ebb eastward. In the bight on the south side of the channel between West New Brighton and Port Richmond there is

more or less of an eddy when the current is at strength.

(334) In October 1991, tidal currents in Kill Van Kull

were reported to deviate significantly from official predictions published by the National Ocean Service. Mariners should exercise caution and discretion in the use

of published tidal current predictions.

(335) Constable Hook and Port Johnson, on the north

shore of Kill Van Kull, are parts of the city of Bayonne.

They are commercially important for the shipment of

petroleum and other products. A dredged channel 23

feet deep, marked by buoys, leads from the easterly end

of Kill Van Kull to the wharf on the north side of Constable Hook.

(336) Several private yacht and boat clubs, and a public

marina are on the southwestern shore of Bayonne

above Bergen Point. A 90-ton crane at the marina can

haul out craft for engine and hull repairs; berths, electricity, gasoline, water, ice, and marine supplies are

available.

(337) New Brighton, Port Richmond, and Mariners Harbor are on the south shore of Kill Van Kull. The largest

of several shipyards and floating drydocks on the south

shore can handle vessels up to 6,400 tons, 400 feet long,

85 feet wide, and 26 feet in draft. All kinds of repairs can

be made.

Charts 12333, 12337

(338) Newark Bay has a length of about 4 miles from Kill

Van Kull to the junction of the two channels leading to

Passaic and Hackensack Rivers. The greater part of the

bay is very shoal, but a dredged channel leads through

the bay to the rivers. The channel is well marked by

lights and buoys. Strangers in small vessels should

have no difficulty when using the chart as a guide.

Deep-draft vessels should employ a pilot.

394 ■ Chapter 11 ■ Coast Pilot 2
Channels

(339) Federal project depth in the main channel leading

to the branch channels to the Port Elizabeth Marine

Terminal and Port Newark Terminal is 40 feet, and

thence 35 feet to the junction of Passaic and

Hackensack Rivers. (See Notice to Mariners and latest

editions of charts for controlling depths.)

Anchorages

(340) General and special anchorages are in Newark Bay.

(See 110.1, 110.60 (q), (r), and 110.155 (h), chapter

2, for limits and regulations.)

Tides

(341) The mean range of tide in Newark Bay is about 5

feet.

Ice

(342) Ice sometimes closes navigation during a part of

January and February.

(343) The Port Elizabeth Marine Terminal operated by

the Port Authority of New York and New Jersey, is on

Newark Bay in Elizabeth, N.J., on the south side of Elizabeth Channel south of Port Newark. The facility is

about 8 miles from The Narrows via Kill Van Kull. It is

adjacent to the New Jersey Turnpike and Newark Airport in the heart of the New Jersey industrial area,

about 25 minutes by highway from Manhattan.

(344) The terminal has 25 deep-draft berths with depths

of 32 to 40 feet reported alongside, and deck heights of

12 feet. In 1996, a rock with 36 feet of water over it was

reported in about 40°40'26.6"N., 74°7'57.1"W., about

200 yards NNE of Buoy 14.

(345) A large container-handling complex with extensive

lift-on/lift-off and roll-on/roll-off systems is at the terminal. Included in this complex are cranes up to 50

tons, mobile straddle carriers with 32-ton capacities,

cargo-handling buildings with more than 1-million

square feet of storage space, and a large area for open

storage. ConRail provides the terminal with direct rail

services. Excellent cargo handling and storage facilities

are available.

Channels

(346) Federal project depth in Elizabeth Channel, leading to the terminal from the main channel in Newark

Bay, is 40 feet. (See Notice to Mariners and latest editions of charts for controlling depths.)

(347) Port Newark Terminal, operated by the Port Authority of New York and New Jersey, is on the western

side of Newark Bay 2.7 miles above the south entrance,

northward of the Port Elizabeth Marine Terminal. It is

in the heart of the New Jersey industrial area, adjacent

to the New Jersey Turnpike and Newark Airport. There

are 37 deep-draft berths; reported depths alongside, 32

to 35 feet; deck heights, 11 to 12 feet; many transit and

storage areas and excellent cargo handling facilities,

used for the receipt and shipment of general cargo,

metals, vegetable oils, petroleum, automobiles and machinery, and for the receipt of bananas, rubber products, lumber and pulpwood, and chemicals. ConRail

provides the terminal with direct rail service.

Channels

(348) Federal project depth in Port Newark Channel and

Port Newark Pierhead Channel, leading to the terminal

from the main channel in Newark Bay, is 40 feet. (See

Notice to Mariners and latest editions of charts for controlling depths.)

(349) The New Jersey Turnpike (Interstate 78) bridge, 0.7

mile above the entrance to Port Newark Terminal, has a

fixed span with a clearance of 135 feet. The railroad

bridge, 0.2 mile above the New Jersey Turnpike bridge,

has a vertical-lift span with a clearance of 35 feet down

and 135 feet up. (See 117.1 through 117.59 and

117.735, chapter 2, for drawbridge regulations.) The

bridgetender at the railroad bridge monitors VHF-FM

channel 13; call sign KS–9968.

(350) A marina on the east side of Newark Bay about 0.9

mile above the New Jersey Turnpike bridge provides

berths, gasoline, diesel fuel, water, electricity, ice, storage, marine supplies, and a 25-ton lift; hull and engine

repairs can be made.

Chart 12337

(351) Passaic River, which flows into the northwest end

of Newark Bay, is used by vessels to Passaic, a manufacturing city at the head of navigation 13 miles above the

mouth. Above the Wall Street bridge at Passaic the

river is obstructed by boulders partly showing above

the water for 1.5 miles to the Dundee Dam. The city of

Newark extends along the river for a distance of nearly

5 miles above the mouth. The towns of Belleville,

Arlington, Rutherford, and Nutley, and several villages

are on the river between Newark and Passaic. The channel entrance is well marked. Waterborne commerce on

the river consists of barge shipments of sand, gravel,

and petroleum products.

Channels

(352) A Federal project provides for a 30-foot channel

from Newark Bay to a point about 0.5 mile above the

Lincoln Highway Bridge; thence 20 feet to the Jackson

New York Harbor and Approaches ■ Chapter 11 ■ 395
Street bridge; thence 16 feet to the ConRail bridge at

Arlington; thence 10 feet to the Eighth Street Bridge at

Passaic. (See Notice to Mariners and latest editions of

charts for controlling depths.)

Bridges

(353) More than 20 draw and fixed bridges cross the

Passaic River between the mouth and Passaic. The minimum clearance of the bridges with fixed spans is 15

feet at the Union Avenue Bridge, 13.2 miles above the

mouth. In 1980, the draws of the railroad bridge at

Arlington, 7.2 miles above the mouth, were so restricted that mariners were advised to utilize the west

fixed span, clearance 35 feet. The minimum clearance

of the bridges with drawspans is 7 feet. (See 117.1

through 117.59 and 117.739, chapter 2, for drawbridge regulations.) The bridgetenders at the railroad

drawbridges 2.3, 4.3, 5.0, 7.0, and 10.2 miles above the

entrance monitor VHF-FM channel 13. The call signs

for the railroad bridges at mile 2.3 and mile 4.3 are

KR-6938 and WRY-593, respectively. The Second Street

and Eighth Street bascule span highway bridges and

the Gregory Avenue swing span highway bridge at

Passaic remain in the closed position with a clearance

of 5 feet for the bascule spans and 12 feet for the swing

span. The fixed highway bridge between Passaic and

Garfield has a clearance of 5 feet. The minimum clearance of the cables over Passaic River is 135 feet.

(354) The center pier and approach spans of a former

railroad swing bridge remain in Passaic River channel

about 1.1 miles above the mouth. An obstruction, covered 15 feet, was reported in the channel east of the

center pier. Mariners should use extreme caution when

passing between the former bridge remains. In 1981,

the unused railroad swing bridge at Harrison was reportedly being maintained in the open position.

Tides

(355) The mean range of tide in Passaic River from the

mouth to Passaic is about 5 feet.

(356) Freshets overcome the flood current down as far as

Newark and sometimes to the mouth of the river. Ordinary freshets usually of a few hours duration cause a

rise of about 2 feet and a current velocity of about 3

knots at Newark. Destructive freshets occasionally occur at intervals of years, generally in the spring and fall.

Small-craft facilities

(357) There are several boatyards along the Passaic River

between the entrance and Passaic. A marine railway at

Arlington can handle vessels to 40 feet long for complete engine and hull repairs. Berths, electricity,

gasoline, water, ice, storage, and marine supplies are

available along the river below Kearny.

(358) Hackensack River flows into the northeast end of

Newark Bay and is navigable for about 17.8 miles to the

dams at New Milford.

Channels

(359) A Federal project provides for a 30-foot channel

from Newark Bay to a 25-foot turning basin about 0.3

mile above the ConRail bridge at Marion. (See Notice to

Mariners and latest editions of charts for controlling

depths.) Above this point in 1948-February 1971,

depths of 11 feet were available for varying widths with

local knowledge to the N.Y.S. & W.R.R. bridge at

Hackensack, 14.2 miles above the mouth. The channel

is well marked with aids.

Bridges

(360) More than 15 draw and fixed bridges cross the

Hackensack River between the mouth and Hackensack.

The minimum clearance of the bridges with fixed spans

is 35 feet at the State Route 46 bridge at Little Ferry

about 11.5 miles above the mouth. The minimum

clearance of the bridges with drawspans is 2 feet at

Hackensack, 14.2 miles above the mouth. (See 117.1

through 117.59 and 117.723, chapter 2, for drawbridge regulations.) The fixed bridges above Hackensack have a minimum clearance of 2 feet. The

minimum clearance of the cables over Hackensack

River to Hackensack is 89 feet; thence 26 feet to the

dams at New Milford.

(361) In September 1980, the fender system of the Court

Street swing bridge 14.1 miles above the mouth was reported to be in poor condition. Mariners should exercise

caution when transiting the bridge. Only one barge at a

time should transit the bridge.

(362) The railroad drawbridges over the Hackensack

River are equipped with radiotelephones. The bridgetenders monitor VHF-FM channel 13. The call signs of

the railroad bridges, identified by mileage above the

mouth, follow: mile 2.6, KQ-7198; mile 2.9, KR-6939;

mile 4.4, KMC-297; mile 4.7, KR-6972; mile 6.0,

KR-7035; and mile 6.7, KR-7034. To expedite opening

of the ConRail bridge 2.6 miles above the entrance,

mariners are requested to give 1 hour advance notice

by calling 201-963-2552.

Tides and currents

(363) The mean range of tide is about 5 feet at the mouth

of Hackensack River, 5.3 feet at Little Ferry, and 5.3 feet

at Hackensack. (See the Tide Tables for predictions.)

The river has little freshet flow, and the tidal currents

are rarely affected by it.

396 ■ Chapter 11 ■ Coast Pilot 2
Small-craft facilities

(364) There are several boatyards and marinas on the

Hackensack River at Little Ferry and at Carlstadt, opposite Secaucus. A mobile hoist at Carlstadt can handle

boats to 50 tons, and a marine railway can handle craft

to 32 feet long for complete engine and hull repairs.

Berths, electricity, gasoline, water, ice, storage, and

marine supplies are available.

(365) Berrys Creek Canal flows into the Hackensack

River from westward 6.8 miles above the mouth. A

midchannel depth of about 11 feet is available to the

bridge about 1 mile above the entrance. Two fixed highway bridges with a least clearance of 35 feet cross the

creek just above the entrance. The bridge about 1 mile

above the entrance has a clearance of 40 feet, and the

overhead power cable close southward of the bridge has

a clearance of 45 feet. The overhead power cable 0.8

mile upstream from the bridge has a clearance of 54

feet.

(366) Overpeck Creek flows into the Hackensack River

from eastward 11.1 miles above the mouth. The bridges

at the entrance have bascule and swing spans with a

minimum clearance of 3 feet. (See 117.1 through

117.59 and 117.738, chapter 2, for drawbridge regulations.) A dam, about 0.8 mile above the mouth, forms

the head of navigation on the creek.

New York Harbor and Approaches ■ Chapter 11 ■ 397
398 ■ Chapter 12 ■ Coast Pilot 2

12347

NEW YORK

NEW JERSEY

12348

12343

12341

12345

12346

Troy

Hudson

Saugerties

West Point

Ossining

New York City

Yonkers

Newburgh

Poughkeepsie

Kingston

Albany

74°30’ 74° 73°30’

42°30’

42°

41°30’

41°

CONNECTICUT

NEW YORK

MASSACHUSETTS

CONNECTICUT

LONG ISLAND SOUND

12335

HARBOR CHARTS (outlined in red) - scales 1:50,000 and larger.

CONVENTIONAL CHARTS

These specially designed charts are published with small craft information

and are labeled in green

SMALL-CRAFT CHARTS AND MARINE FACILITIES CHARTS

COAST CHARTS (outlined in purple) - scales from 1:50,001 to 1:150,000.

GENERAL CHARTS (outlined in purple) - scales from 1:150,001 to 1:600,000.

Note: not all charts are shown

Hudson River
Hudson River

(1) This chapter describes the Hudson River from New

York City to Troy, N.Y., and includes the principal cities

of Yonkers, Newburgh, Poughkeepsie, Kingston, and

Albany.

(2) Mileages shown in this chapter for the Hudson

River as Mile 0.9E, Mile 12W, etc., are the nautical

miles above The Battery; the letters N, S, E, and W denote by compass points the side of the river where each

feature is located. Mile 0.0 is a point at the mouth of the

Hudson River in 40°42.1'N., 74°01.5'W.

(3) It is to be understood that the mileages given are

approximations. The values are not intended to be finite. The intended degree of accuracy is only supposed

to be enough to put the user of the chart into the general vicinity of the cited object, for the purpose of locating the object.

Charts 12335, 12341, 12345-12346, 12343,

12347-12348

(4) Hudson River, sometimes called North River in

New York City, has its source in the Adirondack Mountains, about 275 miles along its course from a junction

with East River at The Battery, N.Y., and flows in a general southerly direction into New York Upper Bay. Troy

Lock and Dam, 134 miles above The Battery, permits

vessels to pass from tidewater to the upper river and the

New York State Canal System. The river water is usually fresh as far south as Poughkeepsie, halfway from

Troy Lock and Dam to The Battery.

(5) New York City extends along the eastern bank of

Hudson River for a distance of about 14 miles above

The Battery. For about 5 miles northward from The

Battery, the New York waterfront is an almost continuous line of wharves and piers, some of which can accommodate the largest transatlantic liners.

(6) On the opposite side of Hudson River from New

York City are Jersey City, Hoboken, Weehawken, West

New York, Guttenberg, Edgewater, Fort Lee and

Englewood Cliffs. The shoreline from Jersey City to

Edgewater is lined with ruined piers and piling fields.

Mariners must check with local authorities and property owners for approval prior to mooring.

Channels

(7) The lower Hudson River has depths of 43 feet or

more in midchannel from deep water in Upper New

York Bay off Ellis Island to the upper limit of New York

City’s major wharves at 59th Street, about 5.3 miles

above the entrance. Above this point, the Federal project depth is 32 feet to Albany, except for that section of

the channel along the New Jersey WeehawkenEdgewater waterfront between 85th Street and 156th

Street, Manhattan, where the project depth is 30 feet.

(See Notice to Mariners and latest editions of charts for

controlling depths.)

Seasonal buoyage

(8) The lighted buoys marking the Hudson River channel are replaced during the winter by smaller lighted

ice buoys or unlighted buoys.

Bridges

(9) The bridges over Hudson River from New York to

Albany have either fixed or suspension spans.

(10) The limiting bridge clearance over the lower Hudson River is 139 feet, at the Tappan Zee Bridge (IS

87/287). The middle Hudson River has a limiting

bridge clearance of 134 feet at the Mid-Hudson Bridge

(US Route 44) at Poughkeepsie. The upper Hudson

River has a limiting bridge clearance of 135 feet at the

Castleton-on-Hudson Bridge (New York State Thruway/IS 90 E-W). The least clearance of the overhead cables is 145 feet.

Anchorages

(11) General anchorages begin 5 miles above The Battery and extend upriver for about 10 miles. (See 110.1

and 110.155, chapter 2, for limits and regulations.)

(12) Vessels proceeding from New York to Albany occasionally anchor overnight in the vicinity of Kingston,

79 miles above The Battery and 47 miles below Albany,

to await daylight hours for passing through the constricted part of the river.

(13) A buoyed anchorage, 400 feet wide and 2,400 feet

long, with depths of 32 feet is on the east side of the

channel just above Stuyvesant, 111 miles above The

Battery and 15 miles below Albany.

Hudson River ■ Chapter 12 ■ 399
Dangers

(14) Numerous fishtraps are planted each spring, usually from about mid-March to mid-May, during the seasonal run of shad to the spawning grounds in the upper

Hudson. The charts show the fishtrap areas in the

30-mile stretch beginning about 5 miles above The Battery and extending upriver to Stony Point; Corps of Engineers permits are required for the placing of shad

nets and poles in the charted areas. Outer limits of the

nets usually are marked by flags during the day and by

lights during the night. Caution is advised when navigating a fishtrap area because broken-off poles from

previous traps may remain under the surface.

(15) Navigation of the river is easy as far north as

Kingston, but above Kingston it is more difficult because of the numerous steep-to shoals and middle

grounds. In general tows are apt to follow the shoreline

which is most favorable as regards wind and current;

with a strong northwest wind, tows will follow the west

shore regardless of the direction in which they are traveling.

Recreational Boaters Navigating Near Commercial

Shipping Channels

(16) Large commercial vessels and tugs with tows are

often restricted in their ability to maneuver- as defined

in Rule 3 of the Inland Navigation Rules- and therefore

have the right of way over all recreational boats including sailboats. In accordance with Rule 9 of the Inland

Navigation Rules, vessels less than 20 meters in length

shall not cross ahead or otherwise impede the passage

of any vessel that can safely navigate only within a narrow channel or fairway. Accordingly, recreational vessels should avoid commercial shipping channels and

whenever possible transit them as near to the outer

limit of the channel or fairway that lies on the vessel’s

starboard as is safe and practical. If it becomes necessary to cross a channel, check for other vessels and pass

astern of oncoming vessels. Be aware that tugs often

tow barges and other objects on long submerged towlines which are difficult to see and should never cross

between a tug and its tow. Additional information is

available at: http://www.uscgboating.org/safety/publications.htm

Speed and Wake Damage

(17) Speed and wake damage complaints are an ongoing

issue due to the increasing usage by both commercial

and recreational users. While there are no federal regulations that address vessel speed limits outside of federal anchorage grounds, all vessel operators are

expected to operate at a safe speed and in a manner that

does not put others at risk. Licensed commercial mariners are further expected to be familiar with ongoing

evolutions within the port and honor the requests of

other waterway users as a professional courtesy. This

information is published at: http://homeport.uscg.mil

and in the weekly Local Notice to Mariners at:

http://www.navcen.uscg.gov/lnm/d1/ or by Safety Radio Broadcasts (See Chapter Radio: Navigation Warnings, Information and Weather). Title 46 Part 185.304

of the Code of Federal Regulations, states: "The operator of a vessel should pay special attention in regards to

the potential caused by their wake." The operation of a

vessel in a negligent manner is a violation of federal law

that may carry a monetary penalty. In addition, vessel

operators may incur civil liability for the damage

caused to other persons or property. Parties alleging

the creation of an excessive wake may document their

concerns via videotape or pictures. This type of

documentation could be the basis for opening a civil

penalty case.

No-Discharge Zone

(18) The State of New York, with the approval of the Environmental Protection Agency, has established a

No-Discharge Zone (NDZ) in the waters of the Hudson

River. The NDZ extends from the Battery in Manhattan,

New York to the federal dam at Troy, New York (see

charts for limits).

(19) 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

(20) The tides in Hudson River are affected by freshets,

winds, and droughts. Because of these variables the

predictions given in the Tide Tables for points above

George Washington Bridge are based upon averages for

the 6-month period, May to October, when the freshwater discharge is at a minimum.

(21) The mean range of tide is 4.5 feet at The Battery, 3.7

feet at Yonkers, 2.8 feet at Newburgh, 3.1 feet at

Poughkeepsie, 3.7 feet at Kingston, 4.6 feet at Albany,

and 4.7 feet at Troy. (Daily predictions for The Battery

and Albany are given in the Tide Tables.)

Currents

(22) The currents in Hudson River are influenced by the

same variables that affect the tides. The times of slack

water and the velocities and durations of flood and ebb

are subject to extensive changes; the times of strengths

are less likely to be affected. The currents usually set

fair with the channels except in the vicinities of bends

and wharves.

(23) Velocities of currents are 1.4 knots flood and 1.4

knots ebb northwest of The Battery, 1.6 and 2.2 knots at

400 ■ Chapter 12 ■ Coast Pilot 2
George Washington Bridge, 0.9 and 1.1 knots at

Newburgh, 1.1 and 1.2 knots at Poughkeepsie, 1.3 and

1.6 knots at Kingston, and 0.3 knot flood and 0.8 knot

ebb at Albany. Near Troy Lock and Dam, the current

does not flood and the ebb has a velocity of 0.7 knot.

These values are for the summer when the freshwater

discharge is at a minimum.

(24) Daily current predictions for The Narrows, New

York Harbor, are given in the Tidal Current Tables. Predictions for places along Hudson River may be obtained

by applying the differences and ratios listed for these

places in the tables.

(25) During the summer of 2004, tidal observations

were made in the Hudson River near Haverstraw and it

was found that there were significant differences in the

timing of the tidal current phases as compared with the

predicted tidal current phases. The greatest time difference was observed in the slack before ebb, which on average may occur one hour later than the predictions

given in the 2005 Tidal Current Tables. The National

Ocean Service’s (NOAA) Center for Operational Oceanographic Products and Services (CO-OPS) issued special daily tidal current predictions for the Hudson River

at eight locations, where data were collected during

2005, in the 2007 edition of the Atlantic Coast of North

America Tidal Current Tables. Mariners should exercise

caution when using the published tidal current

predictions.

Ice

(26) In even extremely severe winters, Coast Guard icebreakers and continuous river traffic maintain an open

channel to Albany. The ice season usually starts in early

January and ends in mid-March. Normally shipping is

affected most seriously in the Hudson River between

Tappan Zee and Albany. Modern vessels experience little difficulty maneuvering through the ice, but may be

slowed by other river traffic. In addition to the problem

of getting through the ice, aids to navigation are covered or dragged off station by moving ice.

Freshets

(27) During March, April, and May, freshets have

reached heights above normal high water of as much as

18 feet at Albany and 25 feet at Troy Lock and Dam. At

the time of the larger freshets the tide may be completely masked, the water continuing to rise and fall for

a period of several days without any tidal oscillation. At

the time of smaller freshets the range of tide is greatly

diminished and the times of high and low waters are

somewhat delayed.

(28) During the smaller freshets, the flood current disappears and the ebb current has a velocity of about 1.5

knots. The larger freshets produce an ebb current that

varies from 1.5 to nearly 5 knots depending on the size

of the freshet and the stage of the tide.

Pilotage, Hudson River

(29) Pilotage is compulsory on the Hudson River for

foreign vessels and U.S. vessels under register. Pilotage

north of Yonkers is available from Hudson River Pilots

Association, 201 Edgewater Street, Staten Island, NY

10305, telephone (718) 815-4316, FAX (718) 876-8055.

The pilot boat, JOHN E. FLYNN, is 40 feet with a black

hull, white superstructure, and the word PILOT in red

letters, each side. The boat berths at Yonkers, and when

underway monitors VHF-FM channel 13, works channels 13 or 18A. The pilot boat meets vessels in midriver

(40°56'21"N., 73°54'41"W.) off Yonkers. Arrangements

for pilot services are made in advance through ships’

agents; at least 24-hour advance notice is requested.

(30) Vessels transiting between New York Harbor and

Yonkers or between Long Island Sound and Yonkers are

serviced by United New York New Jersey Sandy Hook

Pilot Association.

(31) U.S. enrolled vessels in the coastwise trade

transiting between New York Harbor and Yonkers or

between Long Island Sound and Yonkers are also

served by Interport Pilots Agency, Inc.

(32) On the Hudson River, pilots maintain bridge-tobridge communication on channel 13.

(33) Vessels transiting the river to destinations beyond

the city of Kingston, NY will be required to embark another pilot at the Hyde Park Pilot Station (41°49'55"N.,

073°56'32"W.) located on the eastern shore of Hudson

River in Mills-Norrie State Park. For vessels awaiting

daylight transits north of Kingston, a federal anchorage is located just south of the pilot station. The pilot

station is manned only while boarding ships in transit

and maintains a watch on VHF-FM channel 13 an hour

prior to ETA for Norrie Point. The Hudson River Pilot

office may be reached at (718) 448-3900.

Towage

(34) Tugs are available in New York Harbor and at Albany. (See chapter 11, and Albany later in this chapter.)

Quarantine, customs, and immigration

(35) Matters pertaining to these services for places

along Hudson River are handled at the Port of New

York or at Albany. (See chapter 11, New York Harbor,

and Albany later in this chapter.)

Chart 12335

(36) Hudson River averages about 0.6 mile in width

along this 5-mile stretch above The Battery. The chart

Hudson River ■ Chapter 12 ■ 401
covers most of the principal wharves on the New York

City side and those of Jersey City, Hoboken, and

Weehawken on the west, or New Jersey, side. New York

Harbor is a commercial/recreational waterway. This

section of the Hudson River is used by commercial

shipping, tugs and barges, sightseeing vessels, dinner

boats, commuter ferries and recreational vessels including hand-powered vessels. Cruise ships operate

from the NYC Passenger Ship Terminal Piers 88-92.

NYC Department of Sanitation vessels operate from

Piers 97 and 99. Con Edison receives fuel shipments at

Pier 98.

Morris Canal Basin

(37) The basin is located north of Liberty State Park.

Two marinas, two commuter ferries, one sailing

school, one yacht club and various charter boats operate from the basin. Commercial operators occupy the

northwest corner of the basin while tour boats operate

from the Central Railroad of New Jersey Pier at the

southeast entrance to the basin.

Anchorage

(38) There are no special anchorages or commercial anchorage grounds in this part of the Hudson River. Vessels anchoring inside of the pierhead line shall be

lighted in accordance with the Inland Navigation Rules

and should check with local authorities for any additional requirements. Hudson River Park extends from

Battery Park City to 59th Street. They provide mooring

facilities south of Pier 40. The Hudson River Park

dockmaster may be contacted at (212) 627-2020 for

availability.

Small Craft Facilities

(39) Facilities at Manhattan are located at North Cove

Yacht Harbor and Pier 59. Facilities in New Jersey are

located in Morris Canal Basin, Jersey City, Hoboken

and Weehawkin; sailing schools-Jersey City, Hoboken

and Manhattan.

Caution

(40) Commuter ferries operate between several sites in

New Jersey and Manhattan. Extra caution should be

used while transiting during the morning and evening

rush hours. Hand-powered vessels operate from the

New Jersey and New York shores of the Hudson River.

Several swimming events are held along the

Manhattan shoreline throughout the summer.

Chart 12341

(41) On the New Jersey side of the river are Guttenberg,

Mile 5.5W; Edgewater, Mile 7.5W; and Fort Lee, Mile

9.5W. Small-craft facilities at Edgewater can provide

berths, electricity, gasoline, diesel fuel, water, ice, limited marine supplies, storage, and hull and engine repairs. The largest mobile hoist can handle craft up to 25

tons. Commuter ferries operate between Edgewater

and Pier 79 in Manhattan.

(42) The New York side of the river is mostly parkway for

the length of the chart. The 79th Street Boat Basin, at

Mile 5.5E, opposite Guttenberg, can provide berths,

electricity, gasoline, diesel fuel, water, ice, marine supplies and minor engine repairs. In 1987, a sunken

wreck was reported just northwest of the entrance to

the marina in about 40°47.2'N., 73°59.2'W.

(43) Sailors and Soldiers Monument, Mile 6.2E, is a

prominent landmark at 89th Street and Riverside

Drive, Manhattan.

(44) General Grants Tomb, Mile 7.7E, is prominent at

123rd Street and Riverside Drive, Manhattan.

(45) George Washington Bridge, Mile 10, crosses Hudson River from Fort Lee, N.J., to Fort Washington

Point, New York City. The suspension span is nearly 0.6

mile long from shore to shore with a clearance of 195

feet, and the tops of the towers are about 600 feet above

the water. When the traveller platform is in use, the

bridge clearance is reduced to 180 feet.

Anchorage

(46) Two general anchorages are located south of the

George Washington Bridge. (See 110.155(c)(1),

(c)(5), and (1), chapter 2, for limits and regulations.) A

special anchorage is on the north side of George Washington Bridge at North Manhattan. (See 110.1 and

110.60 (o-3), chapter 2, for limits and regulations.)

Chart 12345

(47) From Fort Lee, N.J., the rocky cliffs of Palisades

State Park and adjoining Tallman Mountain State Park

extend up the west side of the river for about 12 miles to

Piermont, N.Y. The Palisades are 300 to 500 feet high

and in places are thickly wooded with scrub.

(48) Spuyten Duyvil Creek, entered at Mile 12E, is

marked by the railroad swing bridge over the mouth.

The creek is the Hudson River entrance to Harlem

River, which is described in chapter 9. Currents are

swift and erratic around the mouth of the creek.

Small Craft Facilities

(49) Englewood Boat Basin, on the New Jersey side opposite Spuyten Duyvil Creek, can accommodate craft to

402 ■ Chapter 12 ■ Coast Pilot 2
50 feet long; berths, gasoline, diesel fuel, and water are

available. Alpine Boat Basin is located at about

40°56'11"N., 73°55'05"W. A boat launching ramp for

registered, trailer-towed boats under 24 feet in length,

jet skis and car-top boats (canoes and kayaks) is available at Hazard’s Launching Ramp south of the George

Washington Bridge. On the New York side, Dykman

Marina is located at Tubby Hook. The Riverdale Yacht

Club and the Yonkers Paddling and Rowing Club are

about 200 yards north of the Yonkers Municipal Pier.

Commuter ferries operate between the Yonkers Municipal Pier and Battery Park in Manhattan.

(50) Yonkers, Mile 16E, adjoins the north side of New

York City. Waterborne commerce is in petroleum products, sugar and syrup products, cement, sand, and

other building materials.

(51) A sugar refining plant (40°55'41"N., 73°54'21"W.)

has a 400-foot marginal wharf with depths of 28 to 30

feet alongside and a deck height of 10 feet. The plant

has 20,000 tons of covered storage and is served by a

conveyor system with two 20-ton hoppers for the receipt of raw sugar. Vessels berth outboard of two floating cranes moored at the face of the wharf.

(52) Several other private facilities at Yonkers, used

mainly by barges, have reported depths of 12 to 30 feet

alongside.

(53) The U.S. Volunteer Life Saving Corporation maintains small craft at Yonkers for search and rescue work.

They can be contacted through the Coast Guard in New

York.

Chart 12346

(54) Alpine is a prominent landing at Mile 16W. A boat

basin here, operated by the Palisades Interstate Park

Commission, affords shelter for numerous small craft;

berths, gasoline, electricity, and water are available. In

May 1981, 4 feet was reported in the basin.

Anchorages

(55) A special anchorage adjoins a yacht club on the

Yonkers side of the Hudson River, 17 miles above The

Battery; another special anchorage is about 0.5 mile to

the northward. (See 110.1 and 110.60 (o) and (o-1),

chapter 2, for limits and regulations.)

(56) Several private boat clubs are at Greystone Station,

just north of Yonkers; guest moorings are available.

(57) Hastings-on-Hudson, Mile 19E, has a prominent

water tank at its waterfront. A yacht club, north of the

waterfront, is adjoined by a special anchorage. (See

110.1 and 110.60 (p), chapter 2, for limits and

regulations.) Limited guest berths are available. In

1981, a reported depth of 4 feet could be carried to the

fuel dock.

(58) The boundary line between the States of New Jersey and New York extends northwestward from a point

on the west side of Hudson River at Mile 19. The river is

0.8 mile wide at this point.

(59) Dobbs Ferry is a town at Mile 20.5E. A stack on the

waterfront and several cupolas are prominent.

(60) Irvington, Mile 22E, has a large lumber terminal at

the southern end of the waterfront, and a small private

wharf at the northern end. In May 1981, alongside

depths of 7 to 10 feet were reported at the lumber

wharf. A private boat club is just north of the terminal

wharves; guest moorings are available.

(61) At Piermont, Mile 22W, an earthen embankment

extends 0.8 mile channelward from the shore to

Piermont Pier. ConRail has a terminus at the inner end

of the embankment; several buildings in Piermont are

prominent. A T-head pier, used by Columbia University

to moor its geological research vessels, extends from

the outer end of Piermont Pier; depths of about 16 feet

are reported alongside the face. The ruins of a former

ferry slip and other piers and several visible wrecks are

on the south side of Piermont Pier.

Chart 12343

(62) A foul area extends about 300 yards northward

from the outer end of Piermont Pier. A sunken wreck is

in this area about 200 yards northward from the end of

the pier; caution is advised.

(63) In May 1981, shoaling to an unknown extent was

reported in the area from the outer end of Piermont

Pier north to Lower Nyack Landing, Mile 24.6W; caution is advised.

Small-craft facilities

(64) Several small-craft facilities are just northward of

Piermont Pier. Berths, electricity, water, ice, storage,

marine supplies, mobile hoists up to 10 tons, and hull

and engine repairs are available. In May 1981, reported

depths of 4 feet could be carried to the facilities. A

scuba diving team of the Piermont Volunteer Fire Department is available for underwater search and rescue

work. They can be contacted through the Piermont Police Department; telephone 914-359-0240.

(65) Tappan Zee is the 2-mile-wide part of Hudson River

between Piermont and Croton Point, 8 miles to the

northward.

(66) Tappan Zee Bridge IS 87/287, Mile 23.5, crosses

Tappan Zee from Nyack to Tarrytown. The fixed span

Hudson River ■ Chapter 12 ■ 403
over the main channel has a clearance of 139 feet. The

470-foot east and west spans, on either side of the main

span, have clearances of 123 feet. Three auxiliary openings for small boats have clearances of 11 feet. A

RACON is atop the center of the main channel span of

the southernmost bridge.

(67) Tarrytown, Mile 24E, has about 1 mile of developed

waterfront, part of which has been improved by dredging.

(68) An abandoned lighthouse is a prominent landmark

in Tarrytown. In April 2004, the controlling depths in

the dredged channel in Tarrytown Harbor were 7.4 feet

(7.9 feet at midchannel) in the southwest connecting

channel, thence 8.1 feet (8.7 feet at midchannel) in the

northwest connecting channel, and 6.5 feet (7.1 feet at

midchannel) in the waterfront channel. An obstruction, consisting of rocks, is on the east edge of the waterfront channel in about 41°04.8'N., 73°52.2'W. Both

access channels are buoyed.

(69) Tarrytown Harbor usually is open to navigation

throughout the year, but in severe winters ice floes

from the upper river may temporarily block the channels.

Anchorage

(70) A special anchorage is at Tarrytown. (See 110.1

and 110.60 (p-1), chapter 2, for limits and regulations.)

(71) Several waterfront terminals, with depths of 10 feet

alongside, are available at Tarrytown, and there are rail

connections nearby. The wharves are used mostly for

the receipt of petroleum products, sand, gravel, and

crushed rock.

(72) A marina is southward of the principal wharves;

berths, gasoline, diesel fuel, electricity, water, ice, marine supplies, and a 15-ton mobile hoist are available.

Two private boat clubs are southward of the marina; a

launching ramp is available.

(73) Nyack is on the west side of Tappan Zee at Mile 25W.

Small-craft facilities at Nyack include a boatyard with a

marine railway that can handle craft to 40 feet long for

complete engine and hull repairs; the railway, just

south of Lower Nyack Landing, can only be used at high

tide. Storage facilities and marine supplies are available. A boat club on the north side of the waterfront can

provide guest moorings. In May 1981, it was reported

that 41⁄2 feet could be carried to the gasoline dock.

(74) In May 1981, shoaling to an unknown extent was

reported in the area from Lower Nyack Landing south

to the outer end of Piermont Pier, Mile 22W.

Anchorage

(75) A special anchorage is at Nyack. (See 110.1 and

110.60 (o-2), chapter 2, for limits and regulations.)

(76) Upper Nyack, about 0.6 mile north of Nyack, has a

boatyard with a 50-ton mobile hoist and a 20-ton fixed

crane. The boatyard wharf has depths of about 5 feet at

the face. Berths, electricity, gasoline, water, diesel fuel,

ice, marine supplies, and complete engine and hull repairs are available.

(77) Hook Mountain, 730 feet high, is on the west side of

Tappan Zee at Mile 27W. The summit is only 0.3 mile

inland and is very prominent from the river.

(78) Ossining is on the east side of Tappan Zee at Mile

29E. In May 1981, depths of 5 to 6 feet were reported on

the flats off the oil storage receiving facility piers at

Ossining. Sing Sing Prison, a State penitentiary, is on

the low flat shore on the south side of Ossining. Two

water towers near the prison are prominent. A marina

at the north end of town can handle craft to 15 tons for

hull and engine repairs; marine supplies are available.

There are also two boat clubs and a yacht club at

Ossining; gasoline, water, ice, and guest berths are

available. In May 1981, a reported depth of 4 feet could

be carried to the yacht club gasoline dock.

(79) From Hook Mountain, Mile 27W, northward to

Haverstraw, Mile 33W, the west bank of the Hudson

River rises precipitously to heights of more than 800

feet.

(80) Croton Point, Mile 30E, is a long peninsula that extends 1.5 miles channelward from the main shore.

Croton Point Park is on the southwest part of the peninsula. There are several prominent brick buildings at

Harmon, near the inner end of Croton Point.

(81) Haverstraw Bay is the wide stretch of Hudson River

between Croton Point and Stony Point, 5 miles to the

northward; the greatest width is about 2.5 miles. The

extensive flats in the eastern half of the bay have depths

of 5 to 9 feet. The dredged channel through Haverstraw

Bay is marked by seasonal lighted buoys and two

lighted ranges.

(82) Croton-on-Hudson, on the east side of Haverstraw

Bay at Mile 31.5E, has a yacht club.

(83) High Tor, 820 feet high, is on the west side of

Haverstraw Bay at Mile 32W.

(84) Haverstraw, on the west side of Haverstraw Bay at

Mile 33W., has several abandoned brickyards along its

waterfront. Prominent on Bowline Point (41°12.2'N.,

73°57.6'W.) are the cement stacks and large red rectangular buildings of a powerplant. A T-shaped pier, operated by the powerplant and marked by private lights,

extends off Bowline Point.

(85) Two marginal wharves, used by barges and operated by sand, stone, and gravel companies, are about

404 ■ Chapter 12 ■ Coast Pilot 2
0.7 mile southward of Bowline Point. In May 1981,

depths of 71⁄2 feet were reported alongside the wharves.

A small private boat club is in the cove immediately

northward of the more northerly wharf.

Anchorage

(86) A special anchorage is at Haverstraw. (See 110.1

and 110.60 (p–3), chapter 2, for limits and regulations.)

(87) Grassy Point is on the west side of Haverstraw Bay

at Mile 34W. A gypsum pier, marked on its outer end by

a private light, is on the south side of the point; depths

of about 31 feet are reported alongside.

Small-craft facilities

(88) Numerous small-craft facilities are north and

south of Grassy Point. Berths, electricity, gasoline, diesel fuel, water, ice, storage, marine supplies, lifts to 40

tons, and engine and hull repairs are available. In August 2001, a reported depth of 17 feet could be carried

into the cove south of the point.

(89) Stony Point, Mile 35W, is marked at the outer end

by a light.

(90) Verplanck Point, Mile 35.5E, is marked on its

northwestern side by prominent gray eroded banks of

tailings from a trap-rock plant. Two oil receiving facilities at Verplanck Point have depths of 8 to 12 feet reported alongside.

Small-craft facilities

(91) Small-craft facilities on the point can provide

berths, electricity, gasoline, diesel fuel, water, ice, storage, and limited marine supplies; lifts to 30 tons are

available for hull and engine repairs. In May 1981, reported depths of 4 feet could be carried to the facilities.

(92) Indian Point, on the east side of Hudson River, 1.7

miles northward of Verplanck Point, is the site of a nuclear powerplant. A tall red and white banded stack,

lighted on top, and two large domes are conspicuous on

the point.

(93) Tomkins Cove, a town at Mile 36W, has a large

stone quarry, a rock crusher, and a trap-rock plant. The

offshore pier connected to the shore by a conveyor system has 700 feet of berthing space with dolphins;

depths of 15 to 25 feet are reported alongside. Crushed

rock is shipped by barge. Numerous beached barges

south of the pier are prominent. A powerplant pier, just

northward of the wharf, consists of four cement

steel-filled cells, the center two of which are connected

to each other and the shore by a steel catwalk. Depths of

about 40 feet were reported alongside.

(94) An overhead power cable with a clearance of 160

feet crosses the Hudson River north of Tompkins Cove.

(95) Peekskill is at the head of a shallow bight at Mile

38E. A dredged U-shaped channel extends northeastward from deep water in Hudson River to the wharf

area and thence northwestward back to deep water. The

southern channel is marked by buoys and a light. In

1990, the controlling depths were 5 feet in the south

channel, 41⁄2 feet in the north channel, and 21⁄2 feet in

the channel west of the wharves except for shoaling to

11⁄2 feet near the ramps in the southeast corner of the

turn leading from the south channel to the waterfront.

(96) A yacht club at Peekskill has guest berths, electricity, water, ice, and engine repairs.

Caution

(97) In August 1985, it was reported that the channel on

the north side of Peekskill Bay was obstructed by a

sewer outfall extending across from the entrance to

Annsville Creek; caution is advised.

(98) Annsville Creek is a very shallow creek on the

north side of Peekskill. The railroad bridge over the entrance has a bascule span with a clearance of 31⁄2 feet.

The bridge is maintained in the closed position. (See

117.805, chapter 2, for drawbridge regulations.) The

highway bridge about 0.2 mile above the railroad

bridge has a fixed span with a clearance of 19 feet.

(99) An oil receiving pier at Roa Hook, on the north side

of Peekskill, has a reported depth of about 13 feet

alongside.

(100) Dunderberg Mountain, 1,110 feet high, is a densely

wooded mountain at Mile 38W. The mountain slopes

eastward to Jones Point, which is low and flat.

(101) The river becomes much narrower at Jones Point

and has an average width of 0.3 mile for the next 8 miles

between the bases of the highlands on both sides. When

approaching the sharp turns in this reach, caution

should be exercised and a warning signal should be

given.

(102) Iona Island, formerly a naval depot at Mile 40W, is

controlled by the Palisades Interstate Park Commission. A light, shown from a skeleton tower on the north

side of the island, is conspicuous.

(103) A rock, with a depth of 10 feet over it and marked by

a buoy, is 0.2 mile north-northwestward of the northernmost point of Iona Island. When descending the

river, particularly with a strong fair current, a careful

watch should be maintained to avoid being set on this

rock.

(104) Bear Mountain State Route 6, Mile 40.3W, is 1,305

feet high and has its summit about 1 mile inland. There

are wharves at Day Line Park, on the riverbank at the

foot of the mountain.

Hudson River ■ Chapter 12 ■ 405
(105) Anthonys Nose, 900 feet high, is a steep, thickly

wooded hill at Mile 40.5E.

(106) Bear Mountain Bridge, Mile 40.6 crosses the Hudson River from Bear Mountain to Anthonys Nose. The

suspension span has a clearance of 155 feet.

(107) Con Hook, a small island at Mile 43W, is marked on

its channel side by a light. A rock, with a depth of 7 feet

over it and marked by a seasonal lighted buoy, is about

0.3 mile southward of Con Hook. When descending the

river, particularly with a fair current, there is a tendency to set toward the rock; caution is advised.

(108) A tower at Highland Falls, Mile 44W, is prominent.

Highland Falls has a small marina with transient

berths for small craft up to 35 feet. The reported depth

alongside the dock is 30 feet; electricity and water is

available. A launching ramp is at the marina.

(109) A yacht club at Garrison, Mile 45E, has depths of

about 20 feet alongside its fuel dock. Craft up to 60 feet

in length can be accommodated at the slips; gasoline,

water, electricity, and some marine supplies are available.

(110) West Point, Mile 45W, is the site of the U.S. Military Academy. The academy is easily recognized from the

prominence of the buildings and the road leading up the

hillside from the railroad station and wharfs on the riverbank.

Anchorage

(111) A special anchorage is at West Point. (See 110.1

and 110.60 (p-2), chapter 2, for limits and regulations.)

(112) The northeastern extremity of West Point descends

to Gees Point, a rocky feature which is marked by a

light. About 0.2 mile south of Gees Point, another light

marks the outer edge of a rocky shallow area along the

west bank.

(113) Worlds End, a sharp bend in the Hudson River at

Mile 46, has depths of more than 100 feet. Extreme caution should be exercised when passing through Worlds

End; the view is obstructed and vessels should reduce

speed and sound a warning signal.

(114) Constitution Island is on the upper side of Worlds

End at Mile 46.5E. Magazine Point, on the channel side

of the island, is marked by a light.

(115) Crows Nest, Mile 47W, is 1,403 feet high and prominent. A boat club is at Cold Spring, Mile 47.3E.

(116) Little Stony Point, Mile 48E, is the site of a rock

quarry.

(117) Storm King Mountain, 1,355 feet high, is prominent at Mile 49W.

(118) Breakneck Point, on the opposite side of Hudson

River from Storm King Mountain, is marked by one

highway tunnel and two railroad tunnels; the lights are

prominent at night. Behind Breakneck Point is Breakneck Ridge, 1,196 feet high.

(119) Cornwall-on-Hudson is at Mile 50W. The wharf at

Cornwall is in ruins. A boat club and a yacht club, about

0.6 mile southeastward of the wharf in ruins, can provide gasoline, water, and ice; guest moorings and a

launching ramp are available. In May 1981, the reported depths were 10 feet at the gasoline dock and 3

feet in the basin.

(120) Pollepel Island, Mile 50E, is a private estate with

buildings that resemble a medieval castle. A light is

shown from a skeleton tower 0.1 mile off the west side

of the island.

(121) Newburgh, Mile 53W, is a major petroleum distribution center. Most of the piers of the major oil companies are at New Windsor, the southern end of the 2-mile

waterfront at Newburgh. Depths at the piers are reported to range from about 14 feet at the northern end

to 35 feet at the southern end of the waterfront.

(122) The yacht club landing near the north end of the

Newburgh waterfront has reported depths of about 10

feet alongside. The marine railways here can handle

craft up to 46 feet for minor engine and hull repairs;

berths, electricity, gasoline, diesel fuel, water, ice,

launching ramps, and marine supplies are available. A

shipbuilding company at Newburgh can make emergency repairs to commercial vessels. A marine railway

at the yard can handle vessels to 140 feet, and cranes to

150 tons are available.

(123) Beacon, on the east bank of the Hudson River opposite Newburgh, has some manufacturing facilities.

An oil pier at the southern end of the waterfront has a

reported depth of 5 feet alongside. A seasonal swimming area in the river at Beacon is marked by private

buoys. The Newburg-Beacon Bridge (IS 84), two

spanned fixed highway bridges, with a clearance of 147

feet for a middle 760-foot width and 172 feet at the center, crosses the river between Beacon and Newburgh. A

private fog signal is at the bridge and a RACON is atop

the center of the main channel span of the southernmost bridge.

(124) Two submerged obstructions are reported about

150 yards south of seasonal Lower Hudson River

Lighted Buoy 52, Mile 55. A submerged obstruction,

covered 1⁄2 foot, is reported about 700 yards west of

Buoy 52.

(125) Chelsea, Mile 56.5E, has a boatyard and yacht club;

berths, electricity, gasoline, water, ice, marine supplies,

and complete hull and engine repairs are available. A

12-ton mobile crane is available for do-it-yourself repairs.

(126) Danskammer Point, Mile 58W, is marked by a conspicuous powerplant with two large buildings, four

stacks, a radio tower, and an oil receiving pier. There

406 ■ Chapter 12 ■ Coast Pilot 2
are numerous brickyards on both sides of the river between Newburgh and Danskammer Point, but most of

them have been abandoned.

Chart 12347

(127) Wappinger Creek is entered at Mile 58.5E through

a channel that leads to just below Wappingers Falls, 1.6

miles above the entrance. In 1977, it was reported that

the creek had silted in and was no longer navigable.

(128) The railroad bridge across the mouth of Wappinger

Creek has a bascule span with a clearance of 1 foot. (See

117.813, chapter 2, for drawbridge regulations.) The

nearby overhead cables have a clearance of 43 feet over

the creek. The fixed highway bridge about 300 yards

above the railroad bridge has a clearance of 12 feet. An

overhead power cable at the bridge has a clearance of

47 feet. An overhead power cable with a clearance of 31

feet crosses the creek about 1.5 miles above the mouth.

(129) Diamond Reef, with a depth of 5 feet over it and

marked by a seasonal lighted buoy, lies in about the

middle of Hudson River 0.2 mile above the entrance to

Wappinger Creek. Between Diamond Reef and

Poughkeepsie the west side of the river should be favored to avoid two 18-foot spots which are buoyed.

(130) A marina at New Hamburg, just north of the entrance to Wappinger Creek, has berths, electricity, gasoline, water, ice, a 12-ton lift, and marine supplies; hull

and engine repairs can be made. In June 1981, depths of

20 feet were reported alongside the gasoline dock and 3

feet alongside the berths.

(131) A boat club at Marlboro, Mile 59.7W, can provide

gasoline and water.

(132) Poughkeepsie, Mile 66E, is an important industrial

center specializing in manufactured goods, oil, and

lumber.

(133) Mid Hudson Bridge (U.S. 44), a fixed span with a

clearance of 134 feet, and a fixed railroad bridge with a

clearance of 167 feet, 0.5 mile northward, cross the

river at Poughkeepsie; both bridges are well lighted at

night. The Mid Hudson Bridge is equipped with a private fog signal and a racon in the middle of the span.

Submerged pilings, covered 2 feet, are reported to exist

on the westerly side of the Hudson River between the

second and third abutments of the railroad bridge.

(134) Several bulk oil receiving wharves with reported

depths of 13 to 20 feet alongside are on the east shore

about 1 mile south of the Mid Hudson Highway Bridge.

A town park and a small-craft launching ramp are

about 0.2 mile north of the highway bridge.

(135) A marina, on the east side of the river near Mile

68E, has berths, electricity, gasoline, water, ice, a

launching ramp, marine supplies, and a 20-ton crane;

hull, engine, and electronic repairs can be made. In August 2001, 17 feet was reported alongside the docks.

(136) Hyde Park, Mile 71E, is the birthplace of Franklin

Delano Roosevelt, the 32nd President of the United

States. The residence and library are about 0.4 mile inland.

Anchorage

(137) A special anchorage is just west of Hyde Park. (See

110.1 and 110.155 (c)(6), chapter 2, for limits and

regulations.)

(138) The Hyde Park Pilot Station (41°49'55"N.,

073°56'32"W.) is located on the eastern shore of the

Hudson River in Mills-Norrie State Park just above the

anchorage. Vessels transiting the river to destinations

above Kingston, NY will be required to embark another

pilot at this point. The pilot station is manned only

while boarding ships in transit and maintains a watch

on VHF-FM channel 13 an hour prior to ETA for Norrie

Point. The Hudson River Pilot office may be reached at

(718) 448-3900.

(139) The Poughkeepsie Yacht Club, about 0.5 mile

north of the anchorage area, has berths, electricity,

gasoline, diesel fuel, water, a 15-ton mobile hoist, ice,

and a sewage pump-out facility. In 1981, 8 feet was reported available alongside the gasoline dock.

(140) Esopus Island, Mile 73, is marked by a light on the

south end. A ledge, partly bare at low water and extending about 300 yards from the north end, is marked by a

buoy. The better channel is westward of the island. A

prominent large graystone building is on the west side

of the river above Esopus, about 1 mile north of Esopus

Island.

(141) Indian Kill flows into the Hudson River at Mile

73.8E. At the entrance to Indian Kill is a small-boat basin operated by the State of New York as part of Taconic

State Park. Private seasonal lights and buoys mark the

entrance to the boat basin. In June 1981, the reported

controlling depth was 71⁄2 feet in the entrance channel

with 51⁄2 feet available in the basin. Gasoline, diesel fuel,

water, ice, a sewage pump-out facility, and a 20-foot

concrete launching ramp are available in the basin.

Supplies can be obtained nearby.

(142) A shoal about 0.6 mile long and 150 yards wide with

a least depth of about 16 feet is just west of the center of

the channel, about 1.1 miles above Indian Kill entrance. The shoal is marked by a seasonal lighted buoy

about midway along the east edge.

(143) Esopus Meadows Light, Mile 75.8, 52 feet above

the water, is shown from a white brick lighthouse on

the west side of the main channel. Shoals with depths

less than 3 feet extend as much as 0.4 mile from either

shore from about 1 mile below the light to Rondout

Hudson River ■ Chapter 12 ■ 407
Creek at Kingston. The shoal area on the east side of the

river is marked by buoys.

(144) Rondout Creek is entered from the Hudson River

at Mile 79W through a dredged channel that leads between two long, submerged jetties to Eddyville, about 3

miles above the channel entrance. The jetties are

marked by lights at the outer ends and by seasonal

daybeacons. In August 2005, the controlling depth was

12.5 feet from the entrance to the second highway

bridge about 1.1 miles above the mouth, thence 9.2 feet

to the southwest end of Gumaer Island, thence 5.2 feet

to the head of the dredged channel at Eddyville. The

channel is partially marked by buoys. The head of practical navigation is at the lock of the abandoned Delaware and Hudson Canal, 3.3 miles above the entrance.

The lower 2-mile portion of Rondout Creek serves as a

harbor for Kingston.

(145) Kingston is partly on the lowlands adjacent to the

north bank of Rondout Creek and partly on the elevated

plateau to the north and westward of it. Waterborne

traffic consists chiefly of sand, gravel, crushed rock,

brick, and petroleum products.

Bridges

(146) Rondout Creek is crossed by a fixed highway bridge

with a clearance of 56 feet, about 1 mile above the entrance, a highway suspension bridge with a clearance of

86 feet, about 0.1 mile above the fixed bridge, and the

Conrail fixed railroad bridge with a clearance of 144

feet, about 2 miles above the entrance. An overhead

power cable with a clearance of 75 feet crosses the

creek about 0.45 mile above the railroad bridge.

Tides

(147) The mean range of tide at the entrance to Rondout

Creek is about 3.7 feet.

Small-craft facilities

(148) There are several small-craft facilities on Rondout

Creek. Berths, electricity, gasoline, diesel fuel, water,

ice, marine supplies, launching ramps, a sewage

pump-out facility, and wet and dry storage are available

as far upstream as Eddyville. Lifts to 35 tons and a

75-foot marine railway can handle craft for hull and engine repairs.

Charts 12347, 12348

(149) In the Hudson River above Kingston many shoals

with depths less than 3 feet are in midriver or extend

from the shore on either side. The bottom is rocky at

many of the bar crossings. Most of the channels

through the critical areas are marked with lights and

buoys, but strangers in all except small boats are advised to take a pilot. Pilots are engaged at New York.

Chart 12347

(150) Kingston Point, Mile 80W, is an oil terminal. Tugs

and barges drawing 15 to 20 feet transport petroleum

products both up and down the river from this terminal.

(151) Kingston-Rhinecliff Bridge State Route 199

crosses the Hudson River at Mile 82.7. The fixed channel spans have a clearance of 135 feet. A private fog signal is at the bridge and a RACON is in the center of the

west channel span.

(152) Esopus Creek is entered at Mile 88.5W. The entrance is between two dikes; both are marked by lights.

Saugerties is on the north bank of the creek about 1

mile above the entrance. In June 2005, the controlling

depth was 5.1 feet to the steamboat wharf about 0.7

mile above the entrance. The mean range of tide is

about 4 feet. Above the steamboat wharf several shoals

bare at low water and there are many large boulders.

Small craft, with local knowledge, use this area as an

anchorage, but it should be avoided by strangers. A dam

crosses the creek about 1.3 miles above the entrance.

Small-craft facilities

(153) Small-craft facilities below the steamboat wharf

can provide berths, electricity, gasoline, diesel fuel, water, ice, outside storage, and some marine supplies. A

forklift can handle craft to 2 tons for engine and hull repairs; launching ramps are also available. In June 1981,

depths of 15 to 20 feet were reported alongside the fuel

dock.

(154) A rescue vessel of the Ulster County Sheriff’s Department is at Saugerties. The Sheriff’s office can be

contacted through the Coast Guard on VHF-FM channel 16 or directly by telephone (914-338-3640).

(155) In March 2004, shoaling to 9 feet was reported at

the southern boundary of Green Flats. Vessels are advised to transit along the centerline of the channel in

the vicinity of Hudson River Lighted Buoy 94.

(156) The Maelstrom is a dangerous whirlpool on the

east side of the main channel about 2 miles north of

Esopus Creek.

(157) Several large cement manufacturing plants that

have prominent buildings and elevators are near

Cementon, Mile 92.5W. Another cement factory is at

Dewitt Point, 2 miles above Cementon. A wharf just below the point has a reported depth of 30 feet at the face.

408 ■ Chapter 12 ■ Coast Pilot 2
The landing for North Germantown is across the river

opposite this wharf.

(158) Catskill Creek, marked at the entrance by buoys, is

entered at Mile 97.5W. Catskill is about 1 mile above

the mouth. In June 2005, the centerline controlling

depth was 6.3 feet to about 100 yards below the highway bridge, 0.9 mile above the mouth. The bridge has a

fixed span with a vertical clearance of 11 feet. An overhead power cable about 200 yards above the bridge has

a clearance of 60 feet. The north edge of the channel

leads close to the end of the wharf at the entrance, then

passes 75 feet off the first small pier, lying 200 yards inside the end of the wharf, and then passes close to the

next small pier on the north side. The best water is then

in midcreek when approaching the first sharp bend to

avoid a rock with 4 feet over it about 50 feet off the

western end of the wharf. The channel then favors the

south bank until about 350 yards from the highway

bridge, then follows the north bank to the highway

bridge.

(159) A long wharf extends along the north side of Catskill Creek from the entrance to Catskill.

Small-craft facilities

(160) Several small-craft facilities are on the creek.

Berths, electricity, gasoline, diesel fuel, storage facilities, water, ice, marine supplies, a sewage pump-out facility, and lifts to 20 tons are available; hull and engine

repairs can be made.

(161) Rip Van Winkle Bridge State Route 23 crosses the

Hudson River at Mile 98.7. The fixed span over the

channel has a clearance of 142 feet. A private fog signal

is at the bridge and a RACON is the center of the main

channel span. High-voltage power cables with a clearance of 145 feet cross the river about 2.4 miles above

the bridge. Red lights are atop the suspension towers

on both sides of the river.

(162) Hudson, Mile 102E, is on a slope that rises from the

east bank of the Hudson River. Waterborne commerce

is in petroleum products. The bulk petroleum pier has

reported depths of about 10 feet alongside. Gasoline,

berths, electricity, water, and a launching ramp are

available at a boat club at Hudson. In June 1981, depths

of 20 feet were reported alongside the gasoline dock.

(163) Athens is on the west side of the Hudson River opposite Hudson. An asphalt receiving facility and a bulk

petroleum storage facility are at Athens. Barges call at

these facilities, which have reported depths of about 7

to 15 feet alongside. In June 1981, shoaling to an unknown extent was reported north of Middle Ground

Flats; barges approach Athens through the channel

south of the flats only. In October 1990, shoaling to an

unknown extent was reported in the area between Athens and Middle Ground Flats.

Small-craft facility

(164) A small-craft facility at the north end of town has

berths, electricity, gasoline, water, ice, and limited marine supplies, and can make minor engine repairs.

Chart 12348

(165) Coxsackie is at Mile 108W. Berths, gasoline, electricity, water, and ice are available at a yacht club at the

north end of town. A State-owned 20-foot concrete

launching ramp is also available at Coxsackie.

(166) Cement and coal are shipped and gypsum is received at facilities about 1 mile above Coeymans; the

marginal wharf has 666 feet of berthing space with dolphins and 32 feet reported alongside.

Anchorage

(167) A 32-foot buoyed anchorage basin is on the east

bank of the river north of Stuyvesant about 3.1 miles

above Coxsackie.

(168) A boatyard at New Baltimore, Mile 113.5W, can

provide berths, electricity, gasoline, diesel fuel, water,

storage, and marine supplies. A launching ramp and a

20-ton mobile hoist are available; hull and engine repairs can be made. In June 1981, a reported depth of 20

feet was available at the fuel dock with 6 feet at the

berths.

(169) Coeymans, Mile 115W, has a boatyard that can provide berths, electricity, gasoline, diesel fuel, water, ice,

and a 12-ton lift; hull and engine repairs can be made.

(170) A submerged jetty, marked by daybeacons, is just E

of Coeymans.

Anchorage

(171) A special anchorage is at Coeymans. (See 110.1

and 110.60 (v), chapter 2, for limits and regulations.)

(172) The Conrail fixed railroad bridge with a clearance

of 139 feet crosses the Hudson River at Mile 117.8. An

overhead power cable just southward of the bridge has

a clearance of 185 feet. The Castleton-on-Hudson

Bridge (New York State Thruway, IS 90 E-W), a fixed

highway bridge, about 150 yards above the railroad

bridge has a clearance of 135 feet.

(173) Castleton-on-Hudson, Mile 119E, has a boat club

that can provide berths, electricity, gasoline, diesel

fuel, water, ice, and a launching ramp. Gin poles are

available at the boat club for stepping masts. In June

Hudson River ■ Chapter 12 ■ 409
1982, depths of 9 feet were reported alongside the

docks.

(174) The Castleton Fire Department maintains a rescue

vessel at the boat club for emergency medical assistance,

firefighting, lifesaving, and damage control. The rescue

vessel can be contacted through the Coast Guard on

VHF-FM channel 16, or by telephone (518-272-5501).

Anchorage

(175) A special anchorage is at Mile 120W, just below Cedar Hill. (See 110.1 and 110.60 (w), chapter 2, for

limits and regulations.)

(176) Overhead power cables crossing the river at Mile

122.9 and Mile 123.1 have clearances of 169 and 194

feet, respectively.

(177) Albany, Mile 126W, is the capital of New York State

and the principal port on the river above New York City.

The port of Albany is the terminus for deep-draft vessels on the Hudson River and serves as a transshipping

point for the immediate vicinity, large areas of New

England, and most of the areas accessible by waterways.

(178) Waterborne commerce at the port is mostly in petroleum products, but grain, automobiles, coal, molasses, scrap iron, aggregates, lumber, wood byproducts,

bananas, steel, chemicals, and general cargo are also

handled.

(179) The Albany Port District includes the lower harbor

between points about 0.2 mile below and 1.9 miles

above the entrance to Island Creek (42°36'26"N.,

73°45'50"W.), and the upper harbor extending northward of this point to the northern limits of Albany on

the west side and Rensselaer on the east side.

Channels

(180) The Federal project depth is 32 feet from New York

Harbor to Albany. Above the Port of Albany, the project

depth is 14 feet to the Troy Lock and Dam. (See Notice

to Mariners and latest editions of the charts for controlling depths.)

Anchorages

(181) The restricted width of the river at Albany is not

sufficient to permit vessels to swing at anchor without

interfering with passing craft. However, in an emergency, vessels sometimes anchor in midstream to wait

for berthing space.

Bridges

(182) The Dunn Memorial fixed highway bridge with a

clearance of 60 feet crosses Hudson River at Albany at

Mile 126.4. The Conrail/Amtrak railroad bridge has a

swing span with a clearance of 25 feet. (See 117.1

through 117.59 and 117.791, chapter 2, for drawbridge

regulations.) An overhead power cable at the railroad

bridge has a clearance of 135 feet.

Tides

(183) The mean range of tide at Albany is 4.6 feet. (For

daily predictions see Tide Tables.) Tidal currents for

Hudson River are described at the beginning of this

chapter.

Weather, Albany and vicinity

(184) The climate at Albany is primarily continental in

character, but is subject to some modification from the

maritime climate which prevails in the extreme southeastern portion of New York State. The moderating effect on temperatures is more pronounced during the

warmer months than in the cold winter season when

outbursts of cold air sweep down from Canada with

greater vigor than at other times of the year. In the

warmer portion of the year temperatures rise rapidly

during the daytime to moderate levels. As a rule, temperatures fall rapidly after sunset so that the nights are

relatively cool. Very occasionally, the area experiences

extended periods of oppressive heat up to a week or

more in duration.

(185) The highest temperature of record is 100°F

(37.8°C) recorded both in July and September 1953.

The extreme minimum temperature at Albany is -28°F

(-33.3°C) recorded in January 1971. The average temperature for Albany is 48°F (8.9°C). The average high is

58°F (14.4°C) and the average low is 37°F (2.8°C). July

is the warmest month with an average high of 83°F

(28.3°C) and an average low of 60°F (15.6°C). January

is the coldest month with an average high of 31°F

(-0.6°C) and an average low of 13°F (-10.6°C). An average of 11 days each year records maximum temperatures in excess of 90°F (32.2°C) and an average of 147

days record extreme minimums below 32°F (0°C). An

average of 22 days each year will have an extreme minimum below 5°F (-15°C).

(186) Precipitation is sufficient to serve the economy of

the region in most years, and only occasionally do periods of drought become a threat. A considerable portion

of the rainfall in the warmer months is from showers

associated with thunderstorms, but hail is not usually

of any consequence. Average annual precipitation totals nearly 36 inches (914 mm) and is evenly distributed throughout the year. The difference between the

driest month, February, and the wettest month, June,

averages exactly one inch (25.4 mm). Precipitation falls

an average 205 days each year with the early winter season being the most likely time. Thunderstorms occur

410 ■ Chapter 12 ■ Coast Pilot 2
on average 24 days each year with June, July, and August being the most favored period.

(187) Winters are usually cold and occasionally fairly severe. Maximum temperatures during the colder winter

months often are below freezing, and nighttime low

temperatures frequently drop to 10°F (-12.2°C) or

lower. Sub-zero temperatures (<-17.8°C) occur rather

infrequently, about a dozen times a year. Snowfall in

the area is quite variable and over some of the higher

nearby areas ranges up to 75 inches (1905 mm) or more

for a season. Snow flurries are quite frequent during

the cold months. The average annual snowfall is 63

inches (1600 mm) and snow can be expected each

month, October through May. January is the snowiest

month averaging over 16 inches (406 mm). The

24-hour snowfall record is 22 inches (559 mm), and occurred in March 1993.

(188) On the whole, wind velocities are moderate. The

north-south Hudson River Valley has had a marked effect on the lighter winds and the warm months usually

average out as a south wind. Destructive winds occur

infrequently.

(189) The area enjoys one of the highest percentages of

sunshine that can be found in the State. This is true of

the Hudson Valley area from Albany southward to the

coast with slightly more sunshine progressively southward. Seldom does the area experience extended periods of cloudy days or extended periods of smog.

Occasionally during the warm months, there are short

periods when high humidity associated with temperatures above 85°F (29.4°C) is rather uncomfortable.

(190) Tornadoes are rather rare in the Albany area; six

have been reported since 1826. Since 1871, eight tropical storms have approached within 25 miles of Albany.

All have approached from the southwest, therefore

have been greatly modified by the time traveled over

land. The last storm to directly influence the Albany

area was the remnants of Hurricane Gracie in September 1959. By the time Gracie reached Albany, it had

completed the extra tropical transition and highest

sustained winds were only 30 knots.

(191) (See page 436 for Albany climatological table.)

Pilotage, Albany

(192) See Pilotage, Hudson River (indexed as such), earlier this chapter.

Towage

(193) Tugs up to 6,800 hp, based at New York City, and

tugs up to 1,800 hp, based at Rensselaer, are available at

Albany. Arrangements for tugs are usually made in advance by ships’ agents.

(194) Albany is a customs port of entry.

Quarantine, customs, immigration, and agricultural

quarantine

(195) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(196) Quarantine is enforced in accordance with the regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(197) Albany has several hospitals.

Harbor regulations

(198) Local rules and regulations for the port are handled

by the Albany Port District Commission.

Wharves

(199) There are about 30 waterfront facilities at Albany

and Rensselaer; most are located on the west side of the

Hudson River at Albany. All have highway connections

and, with the exception of the petroleum berths, railroad connections. Cargo is generally handled by ships’

tackle. Crawler and truck cranes up to 140 tons can be

rented. The alongside depths given for each facility are

reported; for information on the latest depths, contact

the operator. Only the major facilities are described.

For a complete description of the port facilities refer to

Port Series No. 6, published and sold by the U.S. Army

Corps of Engineers. (See Appendix A for address.)

(200) West side of Hudson River below Island Creek

(42°36'26"N., 73°45'50"W.):

(201) Sears Oil Co. Tanker Wharf: about 1.2 miles southward of Island Creek; offshore wharf, 191 feet with dolphins; 31 feet alongside; deck height, 10 feet; pipelines

extend from wharf to storage tanks, total capacity of 2

million barrels; receipt of petroleum products; owned

and operated by Sears Oil Co., Inc.

(202) Texaco North Wharf: about 0.85 mile southward of

Island Creek; offshore wharf, 230 feet with dolphins; 32

feet alongside; deck height, 14 feet; pipelines extend

from wharf to storage tanks, total capacity of 838,000

barrels; receipt and shipment of petroleum products;

owned and operated by Texaco Inc.

(203) West side of Hudson River above Island Creek:

(204) Agway Petroleum Wharf: about 0.1 mile northward

of Island Creek; offshore wharf, 260 feet with dolphins;

30 feet alongside; deck height, 11 feet; pipelines extend

from wharf to storage tanks, total capacity of 334,000

barrels; receipt and shipment of petroleum products;

owned and operated by Agway Petroleum, Inc.

(205) Cibro Petroleum Ship Dock: about 0.5 mile northward of Island Creek; bulkhead wharf, 1000 feet; 28 to

32 feet alongside; deck height, 161⁄2 feet; pipelines extend from wharf to storage tanks, total capacity of

about 193,000 barrels of asphalt, 955,000 barrels of fuel

oil, and 450,000 barrels of crude oil; receipt of crude oil

Hudson River ■ Chapter 12 ■ 411
and petroleum products; receipt and shipment of asphalt; owned by Albany Port District Commission and

operated by Cibro Petroleum Products, Inc.

(206) Albany Port District Commission Berths 1

through 9: provide 3,770 feet of continuous berthing;

depths of 32 feet alongside; deck heights, 161⁄2 feet; water and electrical shore power connections; owned by

Albany Port District Commission.

(207) Berths 7, 8, and 9: about 0.8 mile northward of Island Creek; 1,270-foot marginal wharf; 101⁄2-millionbushel grain elevator; special grain-handling equipment; conveyor-belt loading system, rate 1,340 long

tons per hour; pipelines extend from wharf to molasses

storage tanks; total capacity of 41⁄2 million gallons; shipment of grain; receipt and shipment of molasses;

operated by Albany Port District Commission, National

Molasses Co., and Cargill, Inc.

(208) Berths 5 and 6: immediately northward of Berth 7;

750-foot marginal wharf; 60,000 square feet covered

storage; 35 acres open storage; pipelines extend from

wharf to storage tanks, total capacity of 71⁄2 million gallons of molasses and 1 million gallons of liquid fertilizer; receipt and shipment of general cargo and liquid

fertilizer; receipt of molasses; operated by Albany Port

District Commission, Pacific Molasses Co., and Allied

Chemical Corp.

(209) Berth 4: immediately northward of Berth 5;

425-foot marginal wharf; 26,000 square feet of covered

storage; 28 acres open storage; receipt and shipment of

general cargo; receipt of automobiles; operated by Albany Port District Commission.

(210) Berth 3: immediately northward of Berth 4;

425–foot marginal wharf; 72,000 square feet of covered

storage; receipt of bananas; operated by Albany Port

District Commission and United Brands, Inc.

(211) Berth 2: immediately northward of Berth 3;

300-foot marginal wharf; 28 acres open storage; receipt

and shipment of general cargo; receipt of automobiles;

operated by Albany Port District Commission.

(212) Berth 1: immediately northward of Berth 2;

600–foot marginal wharf; 45,000 square feet of covered

storage; receipt and shipment of general cargo; receipt

of automobiles; operated by Albany Port District Commission.

(213) Mobil Oil Corp. Ship Dock: about 200 yards northward of Berth 1; offshore wharf, 200 feet with dolphins;

29 feet alongside; deck height, 16 feet; freshwater connections; pipelines extend from wharf to storage tanks,

storage tanks have a total capacity of 21⁄4 million barrels; receipt of petroleum products; owned and operated by Mobil Oil Corp.

(214) East Side of Hudson River:

(215) Amerada Hess Corp. Wharf: about 0.3 mile northward of Island Creek; offshore wharf, 290 feet with

dolphins; 30 feet alongside; deck height, 8 feet; pipelines extend from wharf to storage tanks, total capacity

of 1 million barrels; receipt of petroleum products;

owned by Amerada Hess Corp., operated by Amerada

Hess Corp. and Sun Refining and Marketing Co.

(216) Ultramar Petroleum Wharf: about 0.5 mile northward of Island Creek; offshore wharf; 180 feet with dolphins; 12 feet alongside; deck height, 11 feet; pipelines

extend from wharf to storage tanks, total capacity of 1

million barrels; receipt and shipment of petroleum

products; owned and operated by Ultramar Petroleum,

Inc.

(217) Atlantic-Richfield Co. Rensselaer Wharf: about

0.65 mile northward of Island Creek; offshore wharf,

295 feet with dolphins; 33 feet alongside; deck height,

11 feet; water connections; pipelines extend from wharf

to storage tanks, total capacity 11⁄2 million barrels; receipt of petroleum products; owned by Atlantic-Richfield Co., operated by Atlantic-Richfield Co.,

Gulf Oil Products Co. and Amoco Oil Co.

(218) Petroleum Fuel and Terminal Co. Rensselaer Marine Terminal: about 0.75 mile northward of Island

Creek; offshore wharf, 375 feet with dolphins; 32 feet

alongside; deck height, 14 feet; pipelines extend from

wharf to storage tanks, total capacity of 668,000 barrels; receipt and shipment of petroleum products;

owned and operated by Petroleum Fuel and Terminal

Co.

(219) Bray Terminals: about 0.8 mile northward of Island

Creek; offshore wharf, 250 feet with dolphins; 23 feet

alongside; deck height, 12 feet; water and electrical

shore power connections; receipt and shipment of petroleum products; pipelines extend from wharf to storage tanks, total capacity of 646,000 barrels; owned by

Bray Terminals, Inc., operated by Bray Terminals, Inc.,

and Getty Refining and Marketing Co.

(220) Port of Albany Rensselaer Wharf: about 1.25 miles

above Island Creek; marginal wharf, 1,205 feet; 32 feet

alongside; deck height, 161⁄2 feet; pipeline extends from

wharf to storage tank, total capacity 500,000 gallons; 20

acres open storage; 43,000 square feet covered storage;

receipt of caustic soda, shipment of scrap metal; owned

by Albany Port District Commission, operated by Albany Port District Commission and Ashland Chemical

Co.

Supplies

(221) Bunkering services for deep-draft vessels are not

available at Albany; this service is obtained in New

York. Diesel fuel, through metered pumps, is available

for small vessels; water, marine supplies, and provisions are available.

412 ■ Chapter 12 ■ Coast Pilot 2
Repairs

(222) There are no drydocks or marine railway facilities

for ocean-going vessels at the port of Albany. All types

of repairs not requiring hauling out are available for

steel and wooden hulls; machinery and boiler repairs

and machine shop work are available.

(223) A marine repair facility at Cohoes, on the west side

of the river 8 miles above Albany and 1.5 miles above

the Troy Lock and Dam, is equipped to make all types of

above-the-waterline repairs to tugs, barges, and other

small vessels. The State of New York operates a drydock

adjacent to Lock 3 of the Erie Canal at Waterford, just

north of Cohoes. The graving dock is 450 feet long, 42

feet wide at the entrance, and has a depth of 14 feet over

the keel blocks.

Small-craft facilities

(224) A yacht club is on the east side of the Hudson River

at Rensselaer at Mile 126.4, about 0.2 mile south of the

fixed highway bridge; berths, electricity, gasoline, diesel fuel, and water are available. In June 1981, reported

depths of 15 feet were available on the west side of the

yacht club dock with 8 feet on the east side. A municipal

launching ramp is at Mile 127.2W.

Communications

(225) Albany is served by air and rail communications.

The Delaware and Hudson Railroad serves facilities on

the west side of the river while ConRail serves facilities

on both sides of the river. The Albany Port Railroad

Corporation, a terminal switching line, serves the waterfront facilities and property owned by the Albany

Port District Commission and connects with the main

line railroads.

(226) The Patroon Island Bridge (IS 90), a fixed highway bridge, with a clearance of 60 feet crosses the Hudson River just above Albany at Mile 127.8.

(227) The Troy-Menands Bridge (State Route 378), a

fixed highway bridge, crossing the Hudson River at

South Troy, Mile 130.5, has a clearance of 61 feet. The

overhead power cables between Albany and Troy have a

least clearance of 87 feet. Red lights are shown from the

suspension towers on both sides of the river.

(228) Troy, Mile 132E, is a manufacturing center.

Watervliet, on the west side of the river opposite Troy, is

the site of the United States Arsenal with a 755-foot

stone bulkhead. The harbor extends from the southern

limits of the city of Troy to the Troy Lock and Dam. Vessels usually berth on arrival, because the narrow width

of the river and character of the bottom are not suitable

for anchorage.

(229) The Congress Street Bridge (State Route 2) connecting Watervliet and Troy, at Mile 132.2, has a fixed

span with a clearance of 55 feet. The highway-railroad

bridge 0.5 mile upstream has a lift span with a clearance

of 24 feet down and 129 feet up. (See 117.1 through

117.59 and 117.791, chapter 2, for drawbridge regulations.) The bridge collapsed in 1977 and was being removed in 1978. In 1979, a vertical lift highway bridge

with a design clearance of 29 feet down and 60 feet up

was under construction on the alinement of the destroyed bridge. In 1978, the Green Island Bridge (State

Route 7), a fixed highway bridge, with a design clearance of 60 feet was under construction at Mile 132.9. A

rock ledge is on the east side of the river at the highway-railroad bridge in about 42°44'07"N., 73°41'22"W.

(230) Well-equipped wharves at Troy have berthing space

of about 2,400 feet and depths of 9 to 14 feet alongside.

A mile-long concrete bulkhead extends along the waterfront. The only public docking facility is at the State

barge canal terminal. The oil storage terminals on the

island under the railroad bridge have depths up to 14

feet alongside. Facilities for repairs to hulls, machinery, and boiler equipment are available for vessels not

requiring hauling out.

(231) The Troy Lock and Dam is about 8 miles above Albany. The lock dimensions are: length 492.5 feet; width

44.4 feet; depth over upper miter sill 16.3 feet at normal

pool level; and depth over lower miter sill 13 feet at lowest low water. The lift at the lowest stages is 17.3 feet.

The mean range of tide is about 4.7 feet below the lock.

(See 207.50 and 207.60, chapter 2, for navigation regulations for the lock and operating regulations for the

dam.)

Caution

(232) The area within about 500 feet below the Troy Dam

is extremely dangerous because of the turbulence

caused by water discharge from the dam. The danger

area is marked by buoys.

(233) The Hudson River above the Troy Lock and Dam

joins with the New York State Canal System to form a

connecting waterway westward to Lake Erie and Lake

Ontario, and northward to Lake Champlain.

(234) The New York State Canal System, comprising

Erie Canal, Oswego Canal, Cayuga and Seneca Canal,

and Champlain Canal, is under the jurisdiction of the

State of New York. Navigation on the State canals is free

except for mooring, dockage, wharfage, storage, or use

of canal equipment or facilities for which a permit is required. Detailed data regarding movement through the

New York State Canal System may be obtained from the

New York State Canal Corporation, Office of Canals,

200 Southern Boulevard, P.O. Box 189, Albany, NY

12201-0189, telephone 1-800-4CANAL4 or visit website

http://www.canals.state.ny.us.

Hudson River ■ Chapter 12 ■ 413
Controlling dimensions of channels, locks, and

bridges

(235) The Great Lakes-Hudson River Waterway Improvement is that part of the barge canal system including the Erie Canal from Waterford west to Three

Rivers and thence the Oswego Canal to Lake Ontario.

This section of the system, funded by the U.S. Government and maintained by the State of New York, has a

project depth of 14 feet at normal pool level between

locks and 13 feet at normal pool level through all locks

and guard gates. These channels have widths of 104 feet

in earth cuts, 120 feet in rock cuts, and 200 feet in river

and lake sections.

(236) Elsewhere in the New York State Canal System, the

project depth is 12 feet in all channels and through all

locks and guard gates. These channels have widths of

75 feet in earth cuts, 94 feet in rock cuts, and generally

200 feet in canalized rivers.

(237) Usable dimensions of the locks in the New York

State Canal System are 300 feet in length and 431⁄2 feet

in width. The locks and guard gates have depths of 12

feet over the sills at normal pool level, except 13 feet

over the sills in the Great Lakes-Hudson River Waterway Improvement.

(238) The least clearance of bridges and cables over the

Great Lakes-Hudson River Waterway Improvement is

20 feet. The least clearance of bridges and cables over

the other waterways of the New York State Canal System is 15 feet.

(239) The navigation season is normally from the first

part of May to the latter part of November.

(240) Erie Canal, a 294-mile waterway, extends from the

pool of the Troy dam in the Hudson River at Waterford

westerly through the Mohawk River and landcuts to

Oneida Lake, thence through Oneida, Seneca, and Clyde

Rivers, landcuts, an artificial channel, and Tonawanda

Creek to Niagara River at Tonawanda. The Niagara River

connects the Erie Canal with Lake Erie at Buffalo.

(241) Oswego Canal, a 21-mile waterway, extends northward from the Erie Canal, 141 miles westward of the

Troy dam, to Oswego where it joins Lake Ontario. For

the most part the canal follows the Oswego River from

its confluence with the Oneida and Seneca Rivers.

(242) Cayuga and Seneca Canal extends southward from

the Erie Canal 177 miles west to the Troy dam. The canal

follows the improved Seneca River to Cayuga Lake and

extends through the lake to Ithaca at the south end.

From the north end of Cayuga Lake, the canal follows

Seneca River west to Seneca Lake and extends through

the lake to Watkins Glen at the south end. A 2.2-mile canal extends south from Watkins Glen to Montour Falls.

These lakes are two of the so-called Finger Lakes of central New York and are each about 30 miles in length.

(243) Champlain Canal, a 52-mile waterway, follows the

Hudson River northward from Waterford for about 32

miles to Fort Edward, thence through a landcut and

Wood Creek to Whitehall at the entrance to Lake

Champlain.

(244) Lake Champlain, about 97 miles long from Whitehall to the Canadian border and up to 10 miles wide at

its widest part, has considerable water commerce between the ports along its shores. The controlling depth

is about 12 feet at low lake level through the main

channel to the Canadian border and to the principal

ports. The least overhead clearance is 92 feet at a fixed

bridge at Crown Point, about 32 miles above Whitehall.

(245) An international waterway for commerce is available between the United States and Canada by the use of

Champlain Canal, Lake Champlain, and the Riviere

Richelieu and Canal de Chambly, which extend from

the northerly end of Lake Champlain for about 70 miles

in Canadian waters to the St. Lawrence River, 40 miles

below Montreal. The size of vessels that can navigate

this route is controlled by the least dimensions of the

Canal de Chambly locks which are: usable length, 111

feet, 5 inches; width, 23 feet; depth over sills, 61⁄2 feet.

Bridges over the waterway are provided with draws; the

least overhead clearance of cables is 120 feet. The least

clearance for bridges across Canal de Chambly in the

vicinity of the city of St. Jean, Quebec, is 29 feet. The

navigation season is from about the middle of April to

the middle of November.

(246) Permit requirements and toll charge information

for Canal de Chambly and St. Ours Lock may be obtained from the Superintendent, Quebec Canals (see

Appendix A for address).

Charts and Coast Pilot Information

(247) The National Ocean Service’s nautical chart coverage of the New York State Canal System is as follows:

chart 14786, all the canals from the Hudson River at

Troy, N.Y., westward to Lyons, N.Y., and to Lake Ontario

at Oswego; chart 14788, Oneida Lake; and chart 14791,

Cayuga and Seneca Lakes. Charts of Lake Champlain

are published by NOS.

(248) Coast Pilot information for the above waterways is

contained in United States Coast Pilot 6 (formerly

known as the Great Lakes Pilot), also published by NOS.

(249) Coverage of the canal system from Syracuse, west

to the Niagara River at Tonawanda, NY, is contained in

New York State Canal Guide, available from Mid-Lakes

Navigation Company, Ltd., Box 61, Skaneateles, NY

13152, 1-800-545-4318; 315-685-8500.

(250) Charts and pilot information for the Riviere

Richelieu, Canal de Chambly and other Canadian waters

are available from the Canadian Hydrographic Chart

Distribution Office (see Appendix A for address).

414 ■ Chapter 12 ■ Coast Pilot 2
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

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 (AVN-530)

(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 Bldg., 14th Street and Constitution Avenue,

NW, Room 5805, Washington, DC 20230-0001.

(9) Silver Spring: Chief, Office of Coast Survey, National Ocean Service, NOAA, 1315 East-West Highway,

Silver Spring, MD 20910-3282.

(10) Norfolk: Director, Atlantic Marine Center, National

Ocean Service, NOAA, 439 West York Street, Norfolk,

Va. 23510-1114.

(11) Seattle: Director, Marine Operations Center (Pacific), National Ocean Service, NOAA, 1801 Fairview

Avenue East, Seattle, WA 98102-3767.

Charts and Publications-National Ocean

Service

Nautical Charts (See Chart Catalogs)

(12) United States Coastal and Intracoastal waters, and

possessions.

(13) Great Lakes, Lake Champlain, New York State Canals, and the St. Lawrence River–St. Regis to Cornwall,

Canada.

(14) Publications (See the publication Dates of Latest

Editions for latest editions and prices)

Reporting chart deficiencies

(15) Users are requested to report all discrepancies and

suggested additions to NOAA nautical charts, including

depth information in privately maintained channels

and basins; obstructions, wrecks, and other dangers;

new landmarks or the nonexistence or relocation of

charted ones; uncharted fixed private aids to navigation; and deletions or additions of small-craft facilities.

All such reports should be sent to:

(16) Chief, Marine Chart Division (N/CS2)

(17) National Ocean Service, NOAA

(18) 1315 East-West Highway

(19) Silver Spring, MD 20910-3282.

(20) The Marine Chart Division also maintains a

website, http://ocsdata.ncd.noaa.gov/dr/, where the

public can report NOAA nautical chart and Coast Pilot

discrepancies or suggested changes.

(21) Note: Reported discrepancies and suggested

changes to NOAA’s nautical charts are also examined

for possible revisions to the corresponding NOAA Coast

Pilot.

Chart validity

(22) CAUTION: A NOAA nautical chart is not a valid

document until its publication is announced in the

NGA Weekly Notice to Mariners. This also applies to

NOAA nautical publications such as Coast Pilot. The

date of a chart is also of vital importance to the navigator. When charted information becomes obsolete, further use of the chart for navigation may be dangerous.

■ Appendix A ■ 415
Coast Pilots

(23) U.S. Coast Pilot 1, Atlantic Coast, Eastport to Cape

Cod.

(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://chartmarker.ncd.noaa.

gov/nsd/ports.html).

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: www.nautical

charts.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).

416 ■ Appendix A ■ Coast Pilot 2
Classified NGA publications and charts are available to

authorized users from National Geospatial-Intelligence Agency Combat Support Center (Attn: PMSR),

Washington, DC 20315-0020. NGA Customer Assistance Office may be contacted at 1-800-826-0342 or

287-2495 (Autovon).

Nautical Charts

(51) U.S. Waters:

(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, Mobile, 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 National Geospatial-Intelligence Agency (see National Geospatial-Intelligence Agency Procurement Information above).

(64) Radio Navigational Aids, Pub. 117: Published by

National Geospatial-Intelligence Agency (see National

Geospatial-Intelligence Agency Procurement Information above).

(65) The Nautical Almanac, the Air Almanac, and Astronomical Almanac: Published by U.S. Naval Observatory; for sale by Government Printing Office. (see

Government Printing Office, early this appendix.)

(66) American Practical Navigator (Bowditch)(Pub. 9):

Published by National Geospatial-Intelligence Agency

(see National Geospatial-Intelligence Agency Procurement Information above).

(67) International Code of Signals (Pub. 102): Published by National Geospatial-Intelligence Agency (see

National Geospatial-Intelligence Agency Procurement

Information above).

(68) Marine Product Dissemination Information:

maintained by the National Weather Service on the

internet, (http://www.nws.noaa.gov/om/marine/home.

htm).

(69) Navigation Rules: Navigation Rules, International-Inland (COMDTINST M16672.2 series): Published by the U.S. Coast Guard; for sale by Government

Printing Office. (see Government Printing Office, early

this appendix.)

(70) Federal Requirements for Recreational Boats:

Published by U.S. Coast Guard; available without

charge by contacting the toll free Boating Safety Hotline (telephone, 800-368-5647).

(71) Port Series of the United States: Published and

sold by U.S. Army Corps of Engineers, Institute for Water Resources, Navigation Data Center, (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

(72) For Tide and Tidal Current Predictions:

(73) Products and Services Division (N/OPS3)

(74) Room 7115

(75) 1305 East-West Highway

(76) Silver Spring, MD 20910-3281

(77) TEL 301-713-2815 Exts. 123, 122 (voice)

(78) FAX 301-713-4500 (24 hours)

■ Appendix A ■ 417
(79) EMAIL Tide.Predictions@noaa.gov

For Tide Observations, Datums and Levels,

Benchmark Sheets:

(80) Products and Services Division (N/OPS3)

(81) Room 7317

(82) 1305 East-West Highway

(83) Silver Spring, MD 20910-3281

(84) TEL 301-713-2877 Exts. 128, 176

(85) FAX 301-713-4437 (24 hours)

(86) EMAIL Stephen.Lyles@noaa.gov

(87) PORTS®Information and Data

(88) Products and Services Division (N/OPS3)

(89) Room 7317

(90) 1305 East-West Highway

(91) Silver Spring, MD 20910-3281

(92) TEL 301-713-2877 Exts. 128, 176

(93) FAX 301-713-4437 (24 hours)

(94) EMAIL Stephen.Lyles@noaa.gov

Publishers of Tide Tables and Tidal Current Tables:

(95) ProStar Publications Inc.

(96) 8643 Hayden Place

(97) Culver City, CA 90232-2901

(98) TEL (800) 481-6277

(99) FAX (800) 481-6277

(100) International Marine

(101) P.O. Box 547

(102) Backlick, OH 43004

(103) TEL (800) 626-4729

U.S. Army Corps of Engineers (USACE) Offices

(104) New England District Office: 696 Virginia Road,

Concord, MA 01742-2751.

(105) The New England District covers all of New England except western Vermont and small portions of

Massachusetts and Connecticut along their western

boundaries, and includes small portions of southeastern New York, all embraced in the drainage basins tributary to Long Island Sound and the Atlantic Ocean east

of the New York-Connecticut State line. It also includes

Fishers Island, N.Y.

(106) New York District Office: 26 Federal Plaza, New

York, NY 10278-00090.

(107) The New York District includes western Vermont,

small portions of western Massachusetts and Connecticut, eastern and south-central New York, including

Long Island, and northeastern New Jersey embraced in

the drainage basins tributary to Lake Champlain and

the St. Lawrence River system east thereof and to the

Atlantic Ocean from the New York-Connecticut State

line to, but not including, Manasquan Inlet, N.J.

(108) It exercises jurisdiction, however, over all matters

pertaining to the improvement of the Great Lakes to

Hudson River waterway. Under the direction of the Secretary of the Army, the district engineer, as Supervisor

of New York Harbor, also exercises jurisdiction under

the laws enacted for the preservation of the tidal waters

of New York Harbor, its adjacent or tributary waters,

and the waters of Long Island Sound.

Environmental Protection Agency (EPA) Offices

(109) Regional offices and States in the EPA coastal regions:

(110) Region I (New Hampshire, Vermont, Maine, Massachusetts, Connecticut, Rhode Island): J. F. Kennedy

Federal Bldg., Room 2203, Boston, Mass. 02203.

(111) Region II (New Jersey, New York, Puerto Rico, Virgin Islands): 26 Federal Plaza, Room 1009, New York,

N.Y. 10278.

(112) Region III (Delaware, Maryland, Virginia, District

of Columbia, Pennsylvania): 841 Chestnut Street, Philadelphia, PA 19107.

(113) Region IV (Alabama, Florida, Georgia, Mississippi,

South Carolina, North Carolina): 345 Courtland Street,

NE., Atlanta, Ga. 30365.

(114) Region V (Illinois, Indiana, Michigan, Minnesota,

Ohio, Wisconsin): 230 South Dearborn Street, Chicago, Ill. 60604.

(115) Region VI (Louisiana, Texas): 1445 Ross Avenue,

Dallas, TX 75270.

(116) Region IX (California, Hawaii, Guam): 215

Fremont Street, San Francisco, Calif. 94105

(117) Region X (Alaska, Oregon, Washington): 1200

Sixth Avenue, Seattle, Wash. 98101.

U.S. Coast Guard Navigation Center (NAVCEN)

(118) 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.

(119) 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.

(120) For further information and/or operational questions regarding GPS, DGPS, OR LORAN-C, contact:

(121) Commanding Officer

(122) U.S. Coast Guard Navigation Center

(123) 7323 Telegraph Road

(124) Alexandria, VA 22315

(125) TEL: 703-313-5900; FAX: 703-313-5920;

418 ■ Appendix A ■ Coast Pilot 2
(126) Email: NISWS@navcen.uscg.mil;

(127) Website: http://www.navcen.uscg.gov/

Coast Guard District Offices

(128) Commander, First Coast Guard District, 408 Atlantic Avenue, Boston, MA, 02210-3350. 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 40°18'N., east of 74°30'W., and northeast of a line from 40°18'N., 74°30.5'W. north-northwesterly to the New York, New Jersey and Pennsylvania

boundaries at Tristate; all U.S. Naval reservations on

shore at Newfoundland; the ocean area encompassed

by the Search and Rescue boundary between Canada

and the United States easterly to 63°W.; thence due

south to 41°N.; thence southwesterly along a line bearing 219°T to the point of intersection at 37°00'N.,

67°13'W. with a line bearing 122°T from the New Jersey

shoreline at 40°18'N. (just south of the Shrewsbury

River); thence northwesterly along this line to the

coast.

(129) Note: A Marine Safety Office combines the functions of the Captain of the Port and Marine Inspection

Office.

(130) The symbol (D) preceding an office indicates that a

Documentation Office is at the same address.

(131) Coast Guard Marine Safety Offices

(132) (D) Boston, MA: 447 Commercial Street, 02109-1096.

(133) Portland, ME: 103 Commercial Street, 04101-4726.

(134) Providence, RI: 20 Risho Avenue, East Providence,

RI 02914-1208.

(135) Group/MSO Long Island Sound: 120 Woodward Avenue, New Haven, CT 06512-3698.

(136) New York: 212 Coast Guard Drive, Staten Island,

NY 10305-5005.

Coast Guard Stations

(137) The stations listed are in the area covered by this

Coast Pilot. They have search and rescue capabilities

and may provide lookout, communication, and/or patrol functions to assist vessels in distress. The National

VHF-FM Distress System provides continuous coastal

radio coverage outwards to 20 miles on channel 16. After contact on channel 16, communications with the

Coast Guard should be on channel 22A. If channel 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.

(138) Massachusetts:

(139) Cape Cod Canal (41°46.4'N., 70°30.0'W.). East entrance to the canal, near Sandwich, Mass.

(140) Cape Cod Coast Guard Air Station (41°37.5'N.,

70°31.5'W.). On Cape Cod at Otis Air Force Base.

(141) Provincetown (42°02.7'N., 70°11.6'W.). On southwest side of harbor, about 0.4 mile southwest of town

pier.

(142) Chatham (41°40.3'N., 69°57.0'W.). Southeastern

Cape Cod, near Chatham Light.

(143) Woods Hole (41°31.2'N., 70°40.0'W.). On west side

of Little Harbor, about 450 yards northward of Juniper

Point.

(144) Brant Point (41°17.4'N., 70°05.5'W.). On west side

of entrance to Nantucket Harbor, near Brant Point

Light.

(145) Menemsha (41°21.0'N., 70°45.9'W.). West end of

Martha’s Vineyard, near Menemsha Light.

(146) Rhode Island:

(147) Castle Hill (41°27.7'N., 71°21.5'W.). On west shore

of Newport Neck, near Castle Hill Light.

(148) Point Judith (41°21.7'N., 71°28.9'W.). On Point Judith near Point Judith Light, 0.5 mile east of Point Judith Harbor of Refuge.

(149) Connecticut:

(150) New London (41°20.7'N., 72°05.7'W.). At Fort

Trumbull, on west side of main channel northward of

Greens Harbor.

(151) New Haven (41°16.4'N., 72°54.2'W.). On the north

side of the jutting point, about 1.5 miles northward of

Lighthouse Point.

(152) New York:

(153) Fishers Island (41°15.4'N., 72°01.9'W.). In Silver

Eel Pond, on east end of island (manned during summer months only).

(154) Eatons Neck (40°57.3'N., 73°23.9'W.). Near Eatons

Neck Light, north shore of Long Island, east side of entrance to Huntington Bay.

(155) Montauk Point (41°04.3'N., 71°56.1'W.). In Montauk

Harbor, Long Island.

(156) Shinnecock (40°51.0'N., 72°30.3'W.). East side of

Ponquogue Point, 1.3 miles northwest of Shinnecock

Inlet.

(157) Moriches (40°47.3'N., 72°45.0'W.). On the east side

of the entrance to Tuthill Cove.

(158) Fire Island (40°37.5'N., 73°15.6'W.). Near west end

of island, 1.9 miles west-southward of Fire Island Light.

(159) Jones Beach (40°35.4'N., 73°33.4'W.). Near west

end of Jones Beach.

(160) Kings Point (40°48.8'N., 73°45.9'W.) at the entrance to Little Neck Bay.

(161) New York (40°36.7'N., 74°03.7'W.). On the west

side of the Narrows, about 0.5 mile above Fort

Wadsworth at Rosebank, Staten Island.

(162) New Jersey:

■ Appendix A ■ 419
(163) Sandy Hook (40°28.2'N., 74°00.8'W.). On the Bay

side, 0.5 mile south of the northern extremely of Sandy

Hook.

Coast Guard Radio Broadcasts

(164) 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:

(165) 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.

(166) 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.

(167) Safety broadcasts are preceded by the 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

(168) 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 (VHF-FM channel 22A control

stations are given, followed by remote antenna sites.):

(169) NMF, Boston, 2670 kHz, 1140 and 2340 e.s.t.

(170) 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.).

(171) NMF-2, Woods Hold, 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, Nantucker Harbor

(41°17.5'N., 70°06'W.).

(172) NMY-41, East Moriches, Long Island, 2670 kHz

0710 and 1910 e.s.t., antenna: 1.5 miles north of

Moriches Inlet (40°47.3'N., 72°44.9'W.).

(173) Channel 22A, 0710 and 1919 e.s.t., antennas: atop

Montauk Point Light, 1.2 miles northwest of

Shinnecock Inlet (40°50.9'N., 72°30.2'W.), and Fire Island CG Station (40°37.3'N., 73°15.7'W.).

(174) NMK, Atlantic City , 2670 kHz, 0603 and 1803 e.s.t.,

antenna: Cape May.

(175) Channel 22A 0603 and 1803 e.s.t., antennas:

Manasquan, Barnegat, Atlantic City, and Fortescue.

Coast Guard Maritime Safety Line

(176) 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

(177) NAVTEX coverage is reasonably continuous to 200

NM off the U.S. East, Gulf and West Coasts; Puerto

Rico; Southwest Alaska; Hawaii; and 300-400 NM off

Guam. U.S. Coast Guard NAVTEX broadcast stations

and message content follow:

(178) Boston (NMF)(Station F)

(179) First Coast Guard District Broadcast Notices to

Mariners.

(180) Distress Urgent, and Safety messages.

(181) International Ice Patrol Reports (in season).

(182) Gale, storm, and hurricane warnings.

(183) Offshore marine weather forecasts for:

(184) New England continental shelf to 1000 fathoms;

(185) Gulf of Maine;

(186) Georges Bank;

(187) South of New England;

(188) South of Nova Scotia.

(189) Broadcast times: 0045, 0445, 0845, 1245, 1645,

2045 GMT.

(190) Portsmouth (NMN)(Station N)

(191) Fifth Coast Guard District Broadcast Notices to

Mariners.

(192) Distress, Urgent, and Safety messages.

(193) Gale, storm, and hurricane warnings.

(194) 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.

(195) Broadcast times: 0130, 0530, 0930, 1330, 1730,

2130 GMT.

(196) Miami (NMA)(Station A)

(197) Seventh Coast Guard District Broadcast Notices to

Mariners.

(198) Distress, Urgent, and Safety messages.

(199) Gale, storm, and hurricane warnings.

(200) Offshore marine weather forecasts for the southwest North Atlantic south of 32°N and west of 65°W.

(201) Broadcast times: 0000, 0400, 0800, 1200, 1600,

2000 GMT.

(202) San Juan (NMR)(Station R)

(203) Greater Antilles Section Broadcast Notices to Mariners.

(204) Distress, Urgent, and Safety messages.

(205) Gale, storm, and hurricane warnings.

(206) Offshore marine weather forecasts for:

(207) Puerto Rico and Virgin Islands water out 20 NM;

(208) Eastern Caribbean Sea east of 75°W.

(209) Broadcast times: 0200, 0600, 1000, 1400, 1800,

2200 GMT.

420 ■ Appendix A ■ Coast Pilot 2
(210) New Orleans (NMG)(Station G)

(211) Eighth Coast Guard District Broadcast Notices to

Mariners.

(212) Distress, Urgent, and Safety messages.

(213) Gale, storm, and hurricane warnings.

(214) Offshore marine weather forecasts for the Gulf of

Mexico.

(215) Broadcast times: 0300, 0900, 1500, 2100 GMT.

(216) Customs Ports of Entry and Stations

(217) 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.

(218) Northeast Region

(219) Boston District:

(220) Port of Entry: New Bedford and Fall River, Mass.;

New London, Hartford, New Haven, and Bridgeport,

Conn.

(221) Customs Station: Provicetown, Mass. (supervised

by Plymouth port of entry).

(222) Providence District:

(223) Ports of Entry: Newport and Providence, R.I.

(224) New York Region

(225) New York District:

(226) Ports of Entry: Albany and New York, N.Y.; Perth

Amboy, N.J.

National Weather Service Offices

(227) 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.

(228) Bridgeport, CT: Sikorsky Memorial Airport,

Stratford, CT 06497.

(229) Hartford, CT: Bradley International Airport, Windsor Locks, CT 06096.

(230) Newark, NJ: Newark International Airport, Building 51, Room 421, 07114.

(231) New York, NY: 30 Rockeller Plaza, Mezzanine Floor

Room 9, 10112.

(232) Providence, RI: T.F. Green Airport, 562 Airport

Road, Warwick, RI 02886.

Radio Weather Broadcasts

(233) Taped or direct broadcasts of marine weather forecasts and storm warnings are made by commercial and

Coast Guard radio stations in the area covered by this

Coast Pilot. The Coast Guard broadcasts coastal and

offshore marine weather forecasts at the times and frequencies indicated:

(234) NMN, Portsmouth, Va.:

(235) 4426.0 kHz, 0030, 0500, and 2300 e.s.t.

(236) 6501.0 kHz, 0030, 0500, 0630, 1100, 1700, 1830,

and 2300 e.s.t.

(237) 8764.0 kHz, 0030, 0500, 0630, 1100, 1230, 1700,

1830, and 2300 e.s.t.

(238) 13089.0 kHz, 0630, 1100, 1230, 1700, and 1830

e.s.t.

(239) 17314.0 kHz, 1230 e.s.t.

(240) Marine Weather Services Charts are available for

the areas covered by this Coast Pilot:

(241) Eastport, ME to Montauk Point, N.Y.

(242) Montauk Point, NY to Manasquan, NJ.

(243) VHF-FM weather broadcast schedules of Coast

Guard radio stations are also listed in the description of

Coast Guard Radio Broadcasts found elsewhere in this

appendix.

NOAA Weather Radio

(244) National Weather Service VHF-FM radio stations

provide mariners with continuous FM broadcasts of

weather warnings, forecasts, radar reports, and surface

weather observations. These stations usually transmit

on 162.55, 162.475, or 162.40 MHz. Reception range is

up to 40 miles from the antenna site, depending on the

terrain, type of receiver, and antenna used. The following VHF-FM radio stations with location of antenna are

in or near the area covered by this Coast Pilot:

(245) KHB-35, Boston, Mass. (42°12'N., 71°06'W.), 162.475

MHz.

(246) KEC-73, Hyannis, Mass. (42°41'N., 70°20'W.), 162.55

MHz.

(247) WXJ-39, Providence, R.I. (41°48'N., 71°28'W.), 162.40

MHz.

(248) WXJ-42, Meriden, Conn. (41°33'N., 72°50'W.), 162.40

MHz.

(249) KHB-47, New London, Conn. (41°26'N., 72°08'W.),

162.44 MHz.

(250) WXM-80, Riverhead, NY (40°53'N., 72°43'W.), 162.475

MHz.

(251) KWO-35, New York, N.Y. (40°45'N., 73°58'W.), 162.55

MHz.

(252) The National Weather Service provides Radio Facsimile Weather Information for east coast waters

through the Coast Guard Communications Station

Boston (NMF). Broadcasts are made on the following

frequencies: 4235 (02z, 08z), 6340.5, 9110, 12750 (14z)

kHz. For carrier frequency, subtract 1.9 kHz. Fax

schedules are transmitted at 0243 and 1405 GMT, and

provide area coverage and descriptions of services. For

further information, go to www.nws.noaa.gov/om/marine/radiofax.htm.

Marine Weather Forecasts

(253) Scheduled coastal marine forecasts are issued four

times daily by National Weather Service Offices. For

■ Appendix A ■ 421
further information on coastal marine forecasts as well

as additional types of forecasts, go to www.nws.noaa.

gov/om/marine/forecast.htm.

Space Environment Center (SEC)

(254) The Space Environment Center disseminates space

weather alerts and forecasts (information concerning

solar activity, radio propagation, etc.).

(255) For general information write or call:

(256) NOAA, National Weather Service

(257) National Center for Environmental Prediction

(258) Space Environment Center, W/NP9

(259) 325 Broadway

(260) Boulder, CO 80305

(261) Telephone (303) 497-3171

(262) Website: http://www.sec.noaa.gov/

Public Health Service Quarantine Stations

(263) Stations where quarantine examinations are performed:

(264) Boston: U.S. Quarantine Station. Logan International Airport, East Boston, Mass. 02128.

(265) New York: U.S. Quarantine Station, International

Arrivals Bldg., J.F. Kennedy International Airport, Jamaica, NY 11430-1081.

(266) 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

(267) Northeast Region (New York, Maine, Connecticut,

New Hampshire, Vermont, Rhode Island): 830 Third

Avenue, Brooklyn, NY 11232.

(268) Mid-Atlantic Region (Delaware, Pennsylvania, Virginia, Maryland, Ohio, New Jersey): U.S. Customhouse,

2nd and Chestnut Streets, Philadelphia, PA 19106.

(269) Southeast Region (South Carolina, North Carolina,

Georgia, Alabama, Louisiana, Mississippi, Florida,

Puerto Rico): 60 Eight Street, N.E., Atlanta, GA 30309.

(270) Midwest Region (Illinois, Indiana, Michigan, Wisconsin): 20 N. Michigan Avenue, Chicago, IL 60602.

(271) Southwest Region (Texas): 3032 Bryan Street, Dallas, TX 75204.

(272) 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

(273) 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.

(274) 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.

(275) Connecticut:

(276) Wallingford: Federal Bldg., P.O. Box 631, 06492.

(277) Massachusetts:

(278) Boston: U.S. Custom House 02109; Logan International Airport, East Boston 02128.

(279) New Jersey:

(280) Hoboken: 209 River Street 07030.

(281) New York:

(282) Albany: 80 Wolf Road, Suite 503, 12205.

(283) New York: 26 Federal Plaza 10007.

(284) New York; John F. Kennedy International Airport,

International Arrivals Bldg., Jamaica 11430.

(285) Rhode Island:.

(286) Warwick: 48 Quaker Lane, West Warwick 02893.

Animal Import Centers:

(287) Honolulu, Hawaii: 300 Ala Moana Boulevard,

96850.

(288) Miami, Fla.: 8120 NW 53rd Street, Suite 102,

33166.

(289) Rock Tavern, N.Y.: New York Animal Import Center,

Stewart Airport, Rural Route 1, Box 74, 12575.

Immigration and Naturalization Service Offices

(290) Connecticut:

(291) Hartford: Ribicoff Federal Bldg., 450 Main Street

06103-3060.

(292) Massachusetts:

(293) Boston: John F. Kennedy Federal Bldg., Government Center 02203.

(294) New Jersey:

(295) Newark: Federal Bldg., 970 Broad Street 07102.

(296) New York:

422 ■ Appendix A ■ Coast Pilot 2
(297) Albany: U.S. Post Office and Courthouse, 445

Broadway 12207.

(298) Flushing: Flushing Federal Savings Bldg., 136-21

Roosevelt Avenue 11354.

(299) New York: 26 Federal Plaza 10278.

(300) Rhode Island:

(301) Providence: John O. Pastore Federal Bldg.-U.S.

Post Office, Exchange Terrace 02903.

Federal Communications Commission Offices

(302) District Field Offices:

(303) Boston, Massachusetts: U.S. Customhouse, 165

State Street 02109.

(304) New York, N.Y., 201 Varick Street 10014.

Canadian Government Agencies

(305) Director General, Canadian Hydrographic Service,

Department of Fisheries and Oceans, Ottawa, Ontario,

KIA OE6, Canada.

(306) Hydrographic Chart Distribution Office, Department of Fisheries and Oceans, P.O. Box 8080, 1675 Russell Road, Ottawa, Ontario, K1G 3H6, Canada.

(307) Canadian Coast Guard, Department of Fisheries

and Oceans, 340 Slater Street, Ottawa, Ontario K1A

ON7, Canada.

(308) Canadian Communications Group, 45 Sacre-Coeur

Boulevard, Hull, Quebec K1A 0S9, Canada.

Radio shore stations providing medical

advice

(309) Messages to shore stations may be transmitted in

code groups or plain language; messages should be

signed by the master and be prefixed RADIOMEDICAL.

The following stations will provide radio services for

medical advice. (See Medical advice, chapter 1.)

(310) NMF, Sandwich, Cape Code 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).

(311) WCC, Chatham, Cape Cod, MA, RCA Global Communications, Inc. maintains a continuous guard on

500 kHz.

Measured Courses

(312) The positions of measured courses are shown on

the chart and their description is included in the Coast

Pilots when information is reported to the National

Ocean Service. Courses are located in the following

places covered by this Coast Pilot:

(313) Beach Channel, along south shore of Jamaica Bay

12350.

(314) Captain Harbor, on south side of Great Captain Island 12367.

(315) Eatons Neck, on west side of Eatons Neck 12365.

(316) Port Jefferson, off Port Jefferson Harbor 12362.

(317) Sandy Hook Bay, on south side of Sandy Hook Bay

off Municipal Yacht Basin 12327.

(318) The pages in the text describing the courses can be

obtained by referring to the index for the geographic

places; chart numbers follows the names.

■ Appendix A ■ 423
424 ■ Appendix A ■ Coast Pilot 2
Appendix B

■ Appendix B ■ 425
426 ■ Appendix B ■ Coast Pilot 2

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

NANTUCKET, MA (41°15'N, 70°04'W) 43 feet (13.1 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1016.0 1015.6 1014.0 1014.6 1015.6 1014.7 1015.6 1015.9 1018.1 1017.7 1016.4 1017.1 1016.0 29

TEMPERATURE (°F)

Mean 31.5 31.6 36.8 44.5 52.8 61.8 68.5 68.5 62.7 54.3 45.9 36.4 49.6 34 

Mean daily maximum 38.0 37.9 42.9 51.0 59.7 68.5 75.1 74.9 69.4 61.0 52.2 42.9 56.1 34 

Mean daily minimum 24.5 24.7 30.2 37.4 45.4 54.5 61.4 61.6 55.5 47.0 39.1 29.4 42.6 34 

Extreme (highest) 63 58 62 77 84 90 92 100 86 82 74 60 100 34 

Extreme (lowest) -1 0 7 20 28 35 47 39 34 22 18 -3 -3 34 

RELATIVE HUMIDITY

Average percentage 35.5 30.7 15.1 21.4 31.2 22.2 30.9 34.5 56.1 51.7 38.7 45.8 34.5 29

CLOUD COVER

Percent of time clear 20.6 21.7 22.7 21.9 20.4 17.7 16.3 20.9 25.0 26.4 18.3 18.7 20.9 29

Percent of time scattered 14.3 16.1 16.0 15.8 16.8 20.1 20.5 20.9 19.6 20.0 18.4 18.7 18.1 29

Percent of time broken 12.8 13.7 13.5 14.0 16.2 19.3 20.1 19.3 17.2 16.8 16.8 14.8 16.2 29 

Percent of time overcast 52.3 48.6 47.9 48.3 46.5 42.9 43.0 39.0 38.2 36.8 46.4 47.9 44.8 29 

PRECIPITATION (inches)

Mean amount 4.0 3.6 3.7 3.5 3.2 2.2 2.5 3.2 3.4 3.4 4.1 4.3 41.4 34 

Greatest amount 8.2 7.9 8.8 8.4 10.3 6.8 7.4 6.7 9.4 7.4 7.8 9.7 60.3 34 

Least amount 1.1 0.7 0.6 1.3 0.5 0.0 0.0 0.0 0.0 0.8 1.2 1.3 25.3 34 

Maximum amount (24 hours) 2.7 2.2 2.3 3.1 6.4 2.6 4.3 3.3 4.9 3.0 4.9 4.2 6.4 34 

Mean number of days 19 16 18 15 15 12 12 13 12 13 16 19 180 28 

SNOW

Mean amount 7.7 8.7 6.3 0.8 0.0 0.0 0.0 0.0 0.0 T 0.2 5.9 29.6 28 

Greatest amount 38.9 35.1 40.2 9.5 0.0 0.0 0.0 0.0 0.0 T 2.7 24.7 73.4 28 

Least amount T T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T T 28 

Maximum amount (24 hours) 12.8 14.9 13.6 7.3 0.0 0.0 0.0 0.0 0.0 T 2.2 15.5 14.9 28 

Mean number of days 11 10 8 2 0 0 0 0 0 Miss 2 9 42 28 

WIND

Percentage with gales 0.22 0.42 0.41 0.34 0.03 0.00 0.00 0.04 0.17 0.14 0.28 0.27 0.38 29

Mean wind speed (knots) 12.4 12.8 12.9 12.4 11.1 10.2 9.4 9.3 10.0 11.0 11.4 12.0 11.3 29

Direction (percentage of observations)

North 8.1 7.8 7.3 6.8 5.1 3.5 3.6 4.9 6.0 7.1 7.6 7.6 6.3 29 

North Northeast 3.6 4.1 5.0 7.0 5.2 4.7 3.2 5.4 8.1 7.4 5.8 3.8 5.3 29 

Northeast 2.9 4.4 4.4 4.7 5.1 4.9 3.5 5.3 8.1 7.9 4.6 3.4 4.9 29 

East Northeast 3.0 3.7 4.4 4.1 5.1 3.7 2.6 3.3 6.1 5.9 4.1 3.7 4.1 29 

East 2.7 3.6 4.6 3.8 3.9 3.1 2.9 3.4 4.9 5.0 3.7 3.8 3.8 29 

East Southeast 2.6 3.5 4.0 3.3 4.0 3.1 2.9 3.5 3.5 4.2 3.5 2.8 3.4 29 

Southeast 2.9 3.0 3.6 3.9 5.2 4.1 3.8 3.8 3.4 3.5 3.9 2.8 3.7 29 

South Southeast 3.2 3.5 3.4 4.3 5.0 5.0 5.3 5.2 5.0 4.2 4.2 3.6 4.3 29 

South 4.0 4.0 4.9 6.1 6.9 8.5 9.3 8.8 7.1 5.4 5.6 5.0 6.3 29 

South Southwest 4.6 3.9 4.6 6.7 9.9 12.9 13.1 11.8 7.4 5.3 4.6 3.7 7.4 29 

Southwest 4.6 5.6 6.5 10.4 13.9 18.6 18.8 15.0 11.0 8.6 6.4 4.4 10.3 29 

West Southwest 6.2 6.9 7.8 12.0 12.5 13.1 14.6 12.7 9.7 9.0 6.5 6.3 9.8 29 

West 7.9 8.4 8.0 7.7 5.5 5.8 6.7 6.4 6.1 6.4 7.1 7.0 6.9 29 

West Northwest 14.3 13.4 10.5 6.3 3.7 3.3 3.3 3.8 4.1 6.7 11.5 13.6 7.9 29

Northwest 16.3 13.6 11.1 6.2 3.5 2.2 2.4 2.6 3.5 6.0 11.6 16.3 8.0 29

North Northwest 11.4 8.8 8.9 6.0 4.2 2.4 2.5 3.1 4.5 5.5 7.6 10.5 6.3 29

Calm 2.1 1.6 1.2 1.1 1.4 1.3 1.7 1.7 1.8 2.0 1.7 2.0 1.6 29

Direction (mean speed, knots)

North 11.9 12.4 12.9 13.2 11.2 10.1 9.8 9.8 11.2 11.8 11.6 11.8 11.7 29 

North Northeast 13.3 14.1 15.1 15.0 13.0 12.1 11.0 11.5 11.9 12.5 11.7 11.8 12.8 29 

Northeast 13.9 13.4 13.9 13.0 12.9 11.8 10.0 10.5 10.3 12.3 10.2 11.0 11.9 29 

East Northeast 12.9 12.6 13.5 12.7 11.7 10.4 9.1 9.4 10.3 10.8 11.0 11.5 11.4 29 

East 12.3 12.8 13.1 12.2 10.4 9.3 7.9 8.4 9.0 9.6 10.6 11.3 10.6 29 

East Southeast 11.7 13.7 14.0 12.3 11.0 9.8 8.6 9.2 10.3 11.5 12.0 13.0 11.5 29 

Southeast 12.8 13.4 12.9 12.4 10.9 9.5 8.6 8.5 9.6 10.6 11.5 13.3 11.0 29 

South Southeast 12.8 13.4 12.7 12.2 10.4 9.6 8.5 9.0 10.0 9.6 10.9 12.8 10.7 29 

South 11.4 12.1 12.1 11.8 9.8 9.4 9.2 8.8 9.5 9.5 11.6 11.3 10.3 29 

South Southwest 12.7 12.7 13.0 12.4 11.1 10.2 10.1 9.6 10.6 10.7 11.7 12.1 11.0 29 

Southwest 12.3 12.0 11.5 11.9 11.3 10.4 10.1 9.5 9.8 11.3 11.7 12.0 10.8 29 

West Southwest 12.6 12.7 13.0 12.8 12.1 10.9 10.0 9.9 10.5 11.7 12.5 13.5 11.6 29 

West 12.4 13.6 12.9 12.0 10.4 10.1 9.2 8.8 8.8 10.6 11.3 12.2 11.2 29 

West Northwest 13.0 13.8 13.1 11.8 9.9 9.9 8.7 7.9 9.0 10.6 11.9 12.2 11.9 29 

Northwest 12.8 13.0 13.4 12.2 10.5 9.9 8.5 8.2 9.4 11.9 11.6 12.4 12.1 29 

North Northwest 13.1 12.5 13.2 12.1 11.4 10.1 9.6 10.5 11.4 12.2 12.4 12.6 12.2 29 

VISIBILITY

Mean number of days with fog 14 12 15 16 19 21 23 22 17 14 14 13 200 28

* 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 ■ 427

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

NEWPORT, RI (41°32'N, 71°21'W) 10 feet (3 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1019.6 1018.2 1017.3 1017.8 1017.8 1015.7 1016.2 1017.7 1019.8 1018.7 1017.0 1018.3 1017.9 2

TEMPERATURE (°F)

Mean 30.8 31.6 38.2 47.0 56.2 65.0 71.1 70.9 64.6 55.2 45.9 35.3 51.1 34 

Mean daily maximum 38.1 38.9 45.6 55.1 64.4 72.9 78.6 78.1 72.1 62.8 53.0 42.4 58.6 34 

Mean daily minimum 23.0 23.8 30.3 38.4 47.4 56.6 63.1 63.2 56.6 47.1 38.3 27.6 43.1 34 

Extreme (highest) 65 65 74 86 89 93 96 98 93 81 75 65 98 34 

Extreme (lowest) -9 -3 3 10 25 37 41 41 35 26 11 -5 -9 34 

CLOUD COVER

Percent of time clear 11.7 10.6 6.6 10.2 10.1 10.3 18.6 13.9 15.7 15.6 12.4 11.3 12.3 3 

Percent of time scattered 26.0 29.0 27.5 26.1 29.5 22.4 15.0 17.5 19.1 19.9 22.2 31.9 23.7 3 

Percent of time broken 24.0 21.2 22.4 19.9 26.7 26.9 29.4 26.6 23.6 26.2 29.7 17.1 24.5 3 

Percent of time overcast 38.3 39.2 43.5 43.8 33.8 40.4 37.0 42.0 41.6 38.3 35.7 39.7 39.5 3 

PRECIPITATION (inches)

Mean amount 3.8 3.6 4.4 4.2 3.5 3.0 2.9 3.2 3.6 3.3 4.5 4.3 45.0 35

Greatest amount 11.8 6.5 10.6 10.5 8.9 9.2 6.4 12.9 10.6 6.4 9.8 8.9 63.4 35

Least amount 0.9 0.8 1.1 1.1 0.8 0.6 0.8 0.4 0.2 1.5 0.8 0.9 27.6 35

Maximum amount (24 hours) 2.7 2.6 4.4 3.7 4.8 3.0 3.2 4.4 7.8 2.7 3.9 3.1 7.8 35

Mean number of days 16 15 16 16 16 14 14 14 13 12 15 17 178 14

SNOW

Mean amount 7.2 6.6 2.5 0.2 0.0 0.0 0.0 0.0 0.0 T 0.5 3.4 20.3 32 

Greatest amount 30.5 28.0 15.0 5.0 0.0 0.0 0.0 0.0 0.0 T 6.0 13.6 44.5 32 

Least amount 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.5 32 

Maximum amount (24 hours) 10.0 20.0 6.5 5.0 0.0 0.0 0.0 0.0 0.0 T 6.0 11.0 20.0 32 

Mean number of days 7 8 4 1 0 0 0 0 0 Miss 1 5 26 14 

WIND

Percentage with gales 0.47 0.00 0.16 0.00 0.00 0.00 0.00 0.15 0.00 0.17 0.00 0.19 0.10 2

Mean wind speed (knots) 8.9 9.4 8.7 8.4 7.1 6.1 5.1 5.6 6.2 7.3 9.2 9.0 7.5 2

Direction (percentage of observations)

North 10.4 12.9 9.9 7.7 7.6 3.0 6.4 7.5 10.1 8.2 8.8 13.7 8.8 2 

North Northeast 4.9 6.4 8.4 6.5 8.3 6.3 4.6 4.9 8.4 6.0 7.8 7.8 6.6 2 

Northeast 8.0 10.1 8.7 13.7 12.0 6.4 8.0 8.5 9.9 10.8 6.3 5.5 9.0 2 

East Northeast 1.9 3.3 2.3 1.7 1.2 0.5 1.6 2.1 2.6 2.2 1.3 0.6 1.8 2 

East 2.8 3.3 5.4 2.9 4.9 3.4 3.6 2.4 1.8 1.8 1.5 1.3 3.0 2 

East Southeast 0.8 0.8 1.9 2.6 2.3 1.4 1.0 1.9 1.9 2.0 1.0 1.5 1.6 2 

Southeast 2.7 1.3 5.4 7.2 6.3 5.5 6.2 4.3 4.7 6.8 2.9 2.8 4.7 2 

South Southeast 0.6 1.5 2.0 3.1 2.5 1.1 3.3 1.9 3.7 2.0 1.9 0.8 2.0 2 

South 3.9 3.1 6.2 6.5 6.3 8.8 10.7 9.3 10.2 7.0 3.1 2.1 6.6 2 

South Southwest 5.4 4.3 6.8 10.2 11.4 14.6 12.7 13.0 9.4 8.0 4.8 3.6 8.8 2 

Southwest 15.7 20.6 12.2 20.5 20.6 28.9 21.2 21.1 18.5 21.3 20.3 13.3 19.6 2 

West Southwest 7.4 5.1 4.2 3.2 4.8 6.7 4.6 6.7 3.7 6.7 10.9 10.8 6.1 2 

West 14.3 7.8 8.7 4.1 3.5 2.7 3.4 3.3 4.7 5.2 8.4 12.0 6.4 2 

West Northwest 3.9 3.8 4.8 2.4 2.1 3.9 3.1 1.9 2.3 2.3 6.1 6.8 3.5 2

Northwest 15.3 11.2 10.9 4.4 4.0 5.1 5.9 8.1 6.0 6.8 12.2 14.0 8.6 2

North Northwest 1.9 4.5 2.0 2.7 2.1 1.3 3.3 2.8 1.5 2.8 2.7 3.2 2.6 2

Calm 0.0 63.7 0.2 0.7 57.9 0.3 0.7 0.1 0.5 56.8 80.7 0.2 20.3 2

Direction (mean speed, knots)

North 8.2 9.3 8.8 7.4 6.2 5.7 5.5 4.7 6.9 6.9 6.7 9.7 7.5 2 

North Northeast 9.6 8.7 10.5 7.4 6.5 4.6 5.3 5.1 6.2 11.7 11.3 8.5 8.0 2 

Northeast 8.5 8.4 8.0 9.6 6.8 5.3 5.0 5.2 5.2 7.1 7.3 7.0 7.1 2 

East Northeast 6.7 10.1 8.5 7.4 6.7 6.0 4.9 6.1 3.6 4.3 4.5 5.7 6.5 2 

East 7.5 6.6 7.2 6.5 6.4 5.4 5.1 5.1 4.8 4.4 5.4 4.3 6.0 2 

East Southeast 4.6 7.6 6.7 8.7 6.2 4.9 6.0 5.8 4.2 3.8 9.0 9.9 6.3 2 

Southeast 8.0 7.6 6.3 8.2 6.8 5.7 4.9 5.7 3.9 5.8 9.4 9.5 6.4 2 

South Southeast 4.0 10.8 8.9 6.9 7.0 4.3 4.6 5.7 5.1 6.2 9.8 5.2 6.5 2 

South 8.7 7.5 8.5 7.0 7.0 5.5 5.1 5.4 7.7 7.0 8.7 8.8 6.8 2 

South Southwest 8.2 7.5 9.2 9.3 7.0 5.7 5.2 6.1 6.9 7.6 9.7 10.3 7.2 2 

Southwest 10.2 11.4 11.2 9.5 8.2 6.6 5.7 6.2 7.1 7.9 10.5 9.3 8.4 2 

West Southwest 9.9 10.0 9.1 10.1 6.9 6.7 4.9 5.7 5.7 7.1 9.4 10.1 8.1 2 

West 9.2 9.7 7.4 7.9 7.2 7.4 5.3 5.0 5.2 7.7 10.8 9.3 8.2 2 

West Northwest 7.3 7.8 9.0 8.7 7.9 6.9 3.6 4.5 4.0 5.4 8.2 9.1 7.3 2 

Northwest 9.3 9.2 7.7 6.4 7.4 7.6 4.6 5.1 6.4 8.0 8.4 8.8 7.8 2 

North Northwest 7.1 9.6 8.7 7.9 7.6 6.9 4.6 5.3 7.8 7.4 8.7 7.4 7.4 2 

VISIBILITY

Mean number of days with fog 3 4 5 6 9 10 12 9 7 6 4 2 77 14

* 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 2

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

PROVIDENCE, RI (41°44’N, 71°26’W) 56 feet (17.1 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1016.8 1016.8 1015.2 1014.7 1015.4 1014.5 1015.3 1016.3 1018.4 1018.7 1017.3 1017.9 1016.4 48

TEMPERATURE (°F)

Mean 28.8 30.3 38.0 48.4 58.1 67.4 73.1 71.6 63.7 53.7 44.1 33.2 51.0 48 

Mean daily maximum 36.8 38.4 46.1 57.7 67.8 77.0 82.2 80.6 73.2 63.5 52.5 41.0 59.8 48 

Mean daily minimum 20.3 21.6 29.3 38.7 47.9 57.3 63.6 62.1 53.8 43.4 35.2 24.8 41.6 48 

Extreme (highest) 69 72 80 98 94 97 102 104 100 88 81 70 104 48 

Extreme (lowest) -13 -7 1 14 29 41 48 40 32 20 6 -10 -13 48 

RELATIVE HUMIDITY

Average percentage 43.1 43.0 26.8 21.8 29.1 20.3 28.3 38.0 58.6 61.6 47.5 53.7 39.3 48

CLOUD COVER

Percent of time clear 27.2 28.4 24.8 21.3 19.0 18.5 17.2 21.4 25.3 30.4 24.3 27.0 23.7 48 

Percent of time scattered 13.4 13.0 14.3 13.8 15.9 19.5 20.8 20.3 18.5 16.7 15.7 13.4 16.3 48 

Percent of time broken 11.5 11.4 11.6 14.7 16.1 18.4 20.6 19.4 14.8 13.6 12.4 11.0 14.7 48 

Percent of time overcast 44.2 43.9 45.1 45.0 43.4 37.5 35.0 33.3 36.2 35.2 43.3 45.1 40.6 48 

PRECIPITATION (inches)

Mean amount 3.9 3.5 4.2 4.0 3.5 2.8 3.0 3.9 3.4 3.5 4.4 4.2 45.1 48 

Greatest amount 11.6 7.1 8.8 12.7 10.5 11.0 8.0 11.1 7.9 11.8 11.0 10.7 67.5 48 

Least amount 0.5 0.3 0.5 1.4 0.7 0.0 0.3 0.7 0.7 0.4 0.8 0.5 25.4 48 

Maximum amount (24 hours) 2.9 2.5 3.1 4.3 5.1 2.9 4.7 6.3 4.7 5.3 3.5 3.4 6.3 48 

Mean number of days 16 15 16 16 16 14 14 14 13 12 15 17 178 48 

SNOW

Mean amount 9.8 10.1 7.1 0.7 0.0 0.0 0.0 0.0 0.0 0.1 1.0 6.5 35.2 48 

Greatest amount 31.7 30.9 31.6 7.6 0.3 0.0 0.0 0.0 0.0 2.5 8.0 19.8 70.7 48 

Least amount 0.2 T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.2 48 

Maximum amount (24 hours) 10.4 18.3 14.7 7.3 0.3 0.0 0.0 0.0 0.0 2.5 8.0 10.6 18.3 48 

Mean number of days 12 10 8 2 Miss 0 0 0 0 Miss 3 10 45 48 

WIND

Percentage with gales 0.05 0.01 0.07 0.01 0.00 0.01 0.00 0.03 0.03 0.02 0.05 0.08 0.03 48

Mean wind speed (knots) 9.5 9.8 10.3 10.2 9.1 8.5 8.0 7.8 8.0 8.2 8.9 9.3 9.0 48

Direction (percentage of observations)

North 9.6 9.8 10.0 7.1 6.6 5.1 4.8 5.9 8.3 8.6 8.7 9.7 7.8 48 

North Northeast 5.5 6.3 6.9 6.9 6.3 4.7 3.1 4.6 5.9 6.8 5.6 5.4 5.7 48 

Northeast 3.1 4.3 5.7 6.2 6.5 4.2 3.0 4.2 5.7 5.0 4.1 3.4 4.6 48 

East Northeast 1.8 2.4 3.0 3.1 3.5 2.6 1.7 2.6 3.0 2.4 2.5 1.9 2.6 48 

East 0.9 1.4 1.8 2.0 2.0 1.7 1.4 1.7 1.7 1.5 1.5 1.2 1.6 48 

East Southeast 0.9 1.2 1.4 1.8 1.6 1.3 1.3 1.3 1.3 1.3 1.3 1.1 1.3 48 

Southeast 1.6 2.2 3.6 4.2 6.0 4.1 4.2 3.4 3.1 2.7 2.3 1.7 3.3 48 

South Southeast 2.5 3.5 5.5 7.7 10.2 9.1 7.9 6.5 5.6 4.7 4.0 2.2 5.8 48 

South 4.7 5.1 6.6 8.6 10.9 12.6 11.5 10.4 8.5 7.3 6.6 4.7 8.1 48 

South Southwest 5.1 4.3 4.9 6.3 7.3 9.6 11.4 10.1 8.2 6.4 5.8 5.3 7.1 48 

Southwest 6.2 6.1 4.9 6.3 7.5 10.6 13.0 11.1 8.9 8.4 7.8 7.1 8.2 48 

West Southwest 7.9 6.9 5.2 5.6 6.0 7.9 8.7 8.1 7.0 7.6 8.0 8.5 7.3 48 

West 8.5 7.0 5.9 6.3 5.0 6.2 6.5 7.1 6.5 7.3 8.1 8.2 6.9 48 

West Northwest 13.4 12.7 11.4 8.9 6.2 6.9 7.3 7.3 6.9 8.4 10.0 12.2 9.3 48

Northwest 13.9 13.0 11.5 9.2 5.8 5.9 6.2 6.2 7.9 8.0 10.2 12.7 9.2 48

North Northwest 9.9 9.6 8.9 7.1 5.1 4.3 4.8 5.5 6.8 7.8 8.5 10.2 7.3 48

Calm 4.9 4.3 3.0 2.7 3.4 3.1 3.3 4.1 4.7 6.1 5.1 4.9 4.1 48

Direction (mean speed, knots)

North 9.9 10.2 10.5 10.0 9.2 8.3 7.8 7.9 8.3 8.6 9.1 9.3 9.2 48 

North Northeast 10.3 11.0 11.3 11.3 10.0 9.8 8.5 8.8 9.7 10.3 9.6 9.8 10.2 48 

Northeast 9.6 10.1 10.9 11.0 10.2 9.6 8.4 9.0 9.2 10.0 9.3 10.0 9.9 48 

East Northeast 7.7 8.6 9.1 9.5 8.7 8.2 7.1 7.6 8.0 9.0 8.7 8.3 8.4 48 

East 6.0 6.7 7.5 7.6 7.2 6.7 6.0 6.4 6.0 6.2 6.7 7.4 6.8 48 

East Southeast 7.2 8.1 9.0 8.2 7.4 7.3 6.8 7.7 6.8 8.6 9.0 8.1 7.9 48 

Southeast 8.4 8.9 9.3 10.0 9.1 8.8 8.8 8.5 8.7 8.5 8.8 9.5 9.0 48 

South Southeast 8.1 9.0 9.7 10.4 9.6 8.9 9.0 8.8 8.5 8.6 8.7 8.7 9.1 48 

South 8.1 8.2 8.8 9.3 8.7 8.2 8.1 8.0 8.1 7.9 8.6 8.0 8.3 48 

South Southwest 10.2 9.5 10.5 10.6 10.0 8.8 8.8 8.5 9.0 9.0 10.0 10.0 9.4 48 

Southwest 9.6 10.3 10.8 11.1 10.4 9.3 8.8 8.4 8.8 9.1 9.7 9.3 9.4 48 

West Southwest 9.2 9.8 10.3 10.3 9.3 8.8 8.0 8.0 8.1 8.1 9.2 8.9 8.9 48 

West 9.5 9.8 10.2 9.2 8.4 8.3 7.4 7.5 7.2 7.8 8.6 9.1 8.6 48 

West Northwest 11.1 11.7 11.6 11.7 10.1 9.2 8.3 8.0 8.0 8.9 10.1 10.8 10.2 48 

Northwest 11.0 11.3 11.5 11.5 10.4 9.3 8.6 8.1 8.3 9.2 10.1 10.9 10.3 48 

North Northwest 10.7 10.6 11.5 11.1 9.8 8.9 8.1 8.4 8.2 8.7 9.9 10.4 9.9 48 

VISIBILITY

Mean number of days with fog 11 10 13 13 15 16 17 17 15 14 13 12 166 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

BLOCK ISLAND, RI (41°10’N, 71°35’W) 108 feet (32.9 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

TEMPERATURE (°F)

Mean 32.0 32.0 37.6 45.9 54.6 63.9 70.3 70.1 64.0 55.2 46.6 36.7 50.9 47 

Mean daily maximum 37.9 37.9 43.3 52.1 61.0 70.3 76.5 76.0 69.9 61.0 52.2 42.6 56.9 47 

Mean daily minimum 25.5 25.7 31.4 39.2 47.8 57.0 63.7 63.7 57.6 48.9 40.6 30.2 44.4 47 

Extreme (highest) 62 62 74 92 85 90 92 95 89 80 72 64 95 47 

Extreme (lowest) -7 -10 7 18 34 41 51 45 39 30 16 -4 -10 47 

PRECIPITATION (inches)

Mean amount 3.4 3.2 3.8 3.6 3.2 2.4 2.7 3.6 3.1 2.9 4.0 3.9 40.3 47

Greatest amount 8.8 6.8 8.5 9.2 6.0 8.6 7.0 9.7 11.5 8.7 9.1 8.1 59.5 47

Least amount 0.2 0.5 0.7 0.8 0.7 T 0.3 0.1 0.2 0.8 0.8 0.8 24.0 47

Maximum amount (24 hours) 3.3 2.8 2.7 2.6 3.6 4.3 3.3 4.2 6.5 6.5 3.4 4.3 6.5 47

Mean number of days 16 15 16 16 16 14 14 14 13 12 15 17 178 18

SNOW

Mean amount 6.1 6.2 5.4 0.4 0.0 0.0 0.0 0.0 0.0 T 0.2 2.8 21.0 35 

Greatest amount 44.1 16.9 24.1 3.9 0.0 0.0 0.0 0.0 0.0 T 2.5 10.4 65.0 35 

Least amount T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.0 35 

Maximum amount (24 hours) 21.2 16.7 11.0 3.6 0.0 0.0 0.0 0.0 0.0 T 2.1 4.8 21.2 35 

Mean number of days 11 11 9 2 0 0 0 0 0 Miss 1 8 42 18 

VISIBILITY

Mean number of days with fog 2 1 2 1 1 3 3 3 2 1 1 2 22 18

NEW HAVEN, CT (41°16’N, 72°53’W) 23 feet (7 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

TEMPERATURE (°F)

Mean 29.4 31.3 38.0 48.2 57.5 67.2 72.7 71.6 64.7 54.8 44.4 33.2 51.7 28 

Mean daily maximum 36.6 38.7 45.4 56.9 66.5 75.8 80.8 79.8 73.3 63.8 52.0 40.3 59.7 28 

Mean daily minimum 21.7 23.5 30.1 39.1 48.0 58.1 64.1 62.9 55.6 45.4 36.2 25.6 43.1 28 

Extreme (highest) 65 67 73 87 92 96 100 100 91 84 76 65 100 28 

Extreme (lowest) -7 -5 5 17 32 40 51 43 34 24 14 -3 -7 28 

PRECIPITATION (inches)

Mean amount 3.2 3.3 3.8 3.7 3.4 2.9 3.0 3.4 3.3 3.4 3.9 4.2 42.1 29

Greatest amount 8.3 4.7 10.7 6.5 6.4 12.6 8.7 10.9 7.9 10.0 8.5 7.8 57.2 29

Least amount 0.2 1.0 1.5 1.5 0.7 0.1 0.8 0.9 0.6 0.2 0.3 0.9 27.6 29

Maximum amount (24 hours) 2.6 2.7 3.7 2.3 2.3 5.2 4.5 3.6 5.0 3.8 4.3 2.9 5.2 29

Mean number of days 17 16 17 17 17 15 14 14 13 13 16 17 186 14

SNOW

Mean amount 8.6 9.4 6.7 1.3 T 0.0 0.0 0.0 0.0 0.1 0.8 6.9 33.8 29 

Greatest amount 21.9 25.3 26.9 19.3 T 0.0 0.0 0.0 0.0 1.3 5.0 18.8 63.9 29 

Least amount 1.4 0.6 T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 11.8 29 

Maximum amount (24 hours) 13.9 16.1 13.0 17.1 T 0.0 0.0 0.0 0.0 1.3 5.0 14.2 17.1 29 

Mean number of days 19 18 15 4 Miss 0 0 0 0 1 5 15 77 14 

VISIBILITY

Mean number of days with fog Miss 0 Miss Miss 0 0 0 Miss 0 0 0 Miss 1 14

* 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 2

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

HARTFORD, CT (41°56'N, 72°41'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) 1017.3 1016.8 1015.3 1014.4 1015.3 1014.3 1015.2 1016.2 1018.3 1018.9 1017.3 1018.1 1016.5 47

TEMPERATURE (°F)

Mean 25.8 28.3 37.1 49.0 59.6 68.6 73.7 71.6 63.2 52.7 42.0 30.1 50.3 47 

Mean daily maximum 34.1 37.0 46.1 59.9 71.4 80.0 84.8 82.4 74.3 63.9 50.9 38.1 60.4 47 

Mean daily minimum 17.0 19.1 27.7 37.6 47.4 56.7 62.2 60.2 51.6 41.0 32.6 21.5 39.7 47 

Extreme (highest) 66 73 87 96 97 101 102 101 101 91 83 74 102 47 

Extreme (lowest) -26 -21 -8 9 28 37 44 36 27 17 1 -14 -26 47 

RELATIVE HUMIDITY

Average percentage 48.2 43.4 28.2 18.5 28.0 17.5 27.0 36.9 57.9 64.1 47.8 56.4 39.7 47

CLOUD COVER

Percent of time clear 20.6 22.9 20.9 17.6 16.4 15.5 15.1 18.1 22.2 26.7 18.6 19.7 19.5 47 

Percent of time scattered 16.2 16.0 15.5 15.2 16.3 19.6 21.5 22.3 18.7 17.6 16.8 15.9 17.6 47 

Percent of time broken 14.9 14.2 14.6 17.1 19.5 22.8 24.1 21.6 17.7 15.9 15.8 13.4 17.6 47 

Percent of time overcast 44.4 43.5 44.9 45.1 41.9 36.1 33.3 32.4 36.3 34.9 44.5 47.2 40.3 47 

PRECIPITATION (inches)

Mean amount 3.4 3.1 3.8 3.8 3.7 3.5 3.2 4.0 3.7 3.6 4.0 3.8 44.2 47

Greatest amount 9.6 7.2 9.4 9.9 12.0 13.6 8.4 21.8 9.0 11.6 8.5 8.3 64.5 47

Least amount 0.3 0.4 0.2 1.3 0.7 0.2 1.0 0.5 0.8 0.3 0.5 0.7 29.0 47

Maximum amount (24 hours) 2.2 2.1 2.5 2.9 4.8 5.8 2.9 7.7 5.1 4.3 3.3 2.9 7.7 47

Mean number of days 17 15 17 16 16 14 13 13 13 12 15 17 178 46

SNOW

Mean amount 12.4 11.5 9.1 1.4 0.0 0.0 0.0 0.0 0.0 0.0 2.0 9.7 46.1 47 

Greatest amount 37.0 32.2 43.3 14.3 1.3 0.0 0.0 0.0 0.0 1.7 8.7 35.4 88.2 47 

Least amount 0.2 0.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 17.0 47 

Maximum amount (24 hours) 14.1 14.3 14.0 14.1 1.3 0.0 0.0 0.0 0.0 1.7 7.6 13.5 14.3 47 

Mean number of days 14 11 10 3 Miss 0 0 0 0 Miss 4 12 54 46 

WIND

Percentage with gales 0.01 0.01 0.03 0.01 0.00 0.00 0.00 0.01 0.00 0.00 0.02 0.01 0.04 47

Mean wind speed (knots) 7.7 8.2 8.6 8.5 7.5 6.9 6.3 6.1 6.3 6.8 7.3 7.5 7.3 47

Direction (percentage of observations)

North 13.3 13.5 12.2 10.2 9.6 8.0 8.2 11.0 12.7 12.2 12.7 13.9 11.5 47 

North Northeast 6.8 7.3 8.1 7.3 7.0 5.2 4.2 5.8 6.9 6.9 6.3 6.7 6.5 47 

Northeast 2.7 3.6 4.7 4.9 5.1 3.8 3.0 3.6 4.1 4.0 3.1 2.7 3.8 47 

East Northeast 0.7 1.3 1.6 2.1 2.3 1.7 1.3 1.7 1.8 1.5 1.3 0.8 1.5 47 

East 0.6 0.9 1.4 1.7 1.7 1.4 1.2 1.2 1.3 1.5 1.1 0.7 1.2 47 

East Southeast 0.7 0.9 1.3 1.5 1.8 1.3 1.2 1.2 1.3 1.0 1.0 0.9 1.2 47 

Southeast 1.9 2.0 2.1 2.4 3.4 3.1 2.9 2.5 2.6 2.2 1.9 1.9 2.4 47 

South Southeast 3.6 3.7 4.5 5.9 7.7 8.3 7.2 6.5 6.2 5.5 4.2 3.3 5.6 47 

South 8.7 8.9 9.6 13.3 16.6 18.1 16.9 14.9 12.8 12.6 10.8 9.0 12.7 47 

South Southwest 5.1 4.9 4.3 6.0 7.7 9.6 9.3 8.8 7.6 6.9 6.3 5.9 6.9 47 

Southwest 4.8 3.9 2.9 3.6 4.3 6.1 7.5 6.5 5.3 4.7 5.5 5.9 5.1 47 

West Southwest 4.5 4.1 3.6 3.9 3.6 4.2 5.0 4.5 3.7 4.2 5.0 4.7 4.3 47 

West 5.5 5.5 5.1 5.1 4.1 5.0 5.7 5.3 4.9 5.1 5.8 5.0 5.2 47 

West Northwest 10.5 10.2 10.6 8.7 6.0 6.0 6.1 5.8 6.2 7.2 9.2 9.6 8.0 47 

Northwest 14.9 14.4 14.3 11.7 8.1 7.9 7.5 7.9 8.2 9.9 11.4 13.9 10.8 47 

North Northwest 10.1 10.4 10.3 8.3 6.6 5.8 6.9 6.9 8.3 8.0 9.1 9.8 8.4 47 

Calm 5.6 4.6 3.6 3.4 4.2 4.4 6.2 6.2 6.3 6.1 5.6 5.6 5.2 47 

Direction (mean speed, knots)

North 7.4 7.7 8.0 7.9 7.0 6.3 5.7 5.9 6.3 6.6 7.0 7.3 7.0 47 

North Northeast 7.4 7.8 8.6 8.5 7.6 6.5 5.8 6.0 6.4 7.1 6.7 7.3 7.2 47 

Northeast 5.8 7.2 8.3 8.5 7.0 7.2 5.8 6.5 6.1 7.2 6.3 5.9 7.0 47 

East Northeast 4.4 5.4 6.2 7.4 6.8 6.0 5.1 5.4 5.5 6.1 5.5 5.0 5.9 47 

East 3.2 4.2 5.8 5.8 5.7 5.3 4.5 4.9 4.4 5.5 4.8 3.5 5.0 47 

East Southeast 4.2 4.9 5.9 7.1 6.1 5.4 5.1 5.6 5.2 5.0 5.5 4.8 5.5 47 

Southeast 4.8 5.3 6.6 7.3 6.3 5.7 5.4 5.6 5.5 5.3 5.6 5.0 5.8 47 

South Southeast 6.1 7.0 7.5 7.8 7.2 7.1 6.5 6.2 6.2 6.4 6.3 6.2 6.8 47 

South 7.2 7.6 8.1 8.7 8.3 7.6 7.2 6.8 7.1 7.2 7.4 6.9 7.5 47 

South Southwest 7.7 7.9 8.5 8.8 8.6 8.0 7.5 7.2 8.0 7.9 7.8 7.8 7.9 47 

Southwest 8.6 8.5 8.6 8.6 8.5 7.8 7.6 7.4 7.7 7.7 8.6 7.9 8.0 47 

West Southwest 7.7 7.6 8.7 8.1 7.6 7.2 6.9 6.5 6.5 6.8 7.5 7.2 7.3 47 

West 8.1 8.8 8.8 8.4 7.4 7.0 6.7 6.1 6.3 6.7 7.3 7.9 7.5 47 

West Northwest 10.2 10.9 11.3 10.6 9.3 8.3 7.3 6.8 7.6 8.4 9.5 10.3 9.5 47 

Northwest 10.4 11.0 10.8 10.7 9.7 8.2 7.3 7.1 7.8 8.8 9.8 10.2 9.6 47 

North Northwest 8.4 8.8 9.1 8.8 7.8 7.0 6.3 6.0 6.5 7.1 7.9 8.0 7.8 47 

VISIBILITY

Mean number of days with fog 12 10 12 12 13 15 16 17 16 14 13 12 162 46

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 431

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

BRIDGEPORT, CT (41°10'N, 73°08'W) 26 feet (7.9 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1018.0 1017.5 1016.0 1014.9 1016.0 1015.1 1015.8 1016.9 1018.9 1019.5 1018.1 1018.7 1017.1 40

TEMPERATURE (°F)

Mean 30.1 31.3 38.7 48.9 58.8 68.2 74.2 73.0 65.9 55.7 45.6 34.6 52.2 47 

Mean daily maximum 36.8 38.3 46.0 57.1 67.3 76.7 82.2 80.9 74.0 64.0 52.9 41.3 59.9 47 

Mean daily minimum 22.8 23.8 30.8 40.1 49.9 59.3 65.7 64.7 57.2 46.9 37.8 27.4 44.0 47 

Extreme (highest) 65 67 84 91 92 96 103 100 99 85 78 65 103 47 

Extreme (lowest) -7 -5 4 18 31 41 49 44 36 26 16 -4 -7 47 

RELATIVE HUMIDITY

Average percentage 55.3 50.0 34.5 24.4 35.2 26.4 33.4 43.8 63.5 69.9 55.8 62.4 46.5 47

CLOUD COVER

Percent of time clear 24.5 25.2 23.5 20.9 17.8 18.6 16.6 19.4 23.5 28.8 22.8 24.2 22.2 32 

Percent of time scattered 14.8 15.5 15.2 15.5 17.3 20.6 22.7 23.9 20.2 19.2 17.3 15.3 18.1 32 

Percent of time broken 13.4 13.0 14.3 16.3 17.8 19.8 22.5 20.6 17.2 15.8 14.3 12.8 16.5 32 

Percent of time overcast 43.2 42.0 42.9 41.7 41.2 34.7 31.8 29.8 33.4 31.4 40.7 43.6 38.0 32 

PRECIPITATION (inches)

Mean amount 3.1 2.9 3.8 3.6 3.6 3.0 3.5 3.7 3.1 3.2 3.7 3.5 41.4 47 

Greatest amount 11.2 6.6 9.4 10.7 9.5 17.7 12.8 13.2 7.4 10.7 10.2 7.8 73.9 47 

Least amount 0.4 0.4 0.6 0.6 0.4 0.0 0.4 0.7 0.7 0.3 0.3 0.3 23.0 47 

Maximum amount (24 hours) 4.3 2.3 4.2 3.1 3.2 6.1 5.9 4.6 4.4 4.7 3.1 3.6 6.1 47 

Mean number of days 17 16 17 17 17 15 14 14 13 13 16 17 186 39 

SNOW

Mean amount 7.4 7.7 4.8 0.4 T 0.0 0.0 0.0 0.0 0.0 0.6 4.9 25.9 47 

Greatest amount 26.2 27.9 21.8 6.0 T 0.0 0.0 0.0 0.0 0.5 6.6 20.8 59.8 47 

Least amount 0.5 T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 6.8 47 

Maximum amount (24 hours) 15.7 15.9 11.1 6.0 T 0.0 0.0 0.0 0.0 0.5 6.2 15.0 15.9 47 

Mean number of days 11 10 8 2 Miss 0 0 0 0 Miss 2 9 42 39 

WIND

Percentage with gales 0.21 0.21 0.15 0.09 0.02 0.02 0.00 0.04 0.06 0.12 0.16 0.13 0.15 40

Mean wind speed (knots) 11.0 11.4 11.4 11.0 9.9 9.1 8.6 8.6 9.5 10.1 10.7 10.9 10.2 40

Direction (percentage of observations)

North 7.7 7.7 7.9 6.1 4.9 4.4 4.7 5.9 7.8 8.5 7.7 8.4 6.8 40 

North Northeast 5.1 5.2 4.7 4.0 3.6 3.3 3.3 5.0 7.0 6.6 5.9 5.6 4.9 40 

Northeast 7.9 7.0 6.3 5.2 5.3 4.0 3.6 5.4 8.2 8.9 8.3 8.7 6.6 40 

East Northeast 5.6 6.4 6.9 6.5 6.8 4.3 3.3 3.7 4.7 4.7 4.5 5.3 5.2 40 

East 2.9 4.5 6.8 7.1 9.0 6.6 4.6 4.3 4.3 4.0 3.2 2.4 4.9 40 

East Southeast 1.4 2.1 3.6 4.4 5.4 5.0 4.3 3.7 3.7 2.9 2.1 1.5 3.3 40 

Southeast 0.9 1.5 2.1 2.8 3.4 3.9 3.4 3.4 3.1 2.4 1.8 1.2 2.5 40 

South Southeast 0.8 1.0 1.6 2.6 3.3 3.5 4.2 3.8 3.4 2.5 1.7 1.3 2.5 40 

South 1.5 2.1 3.0 4.8 5.6 6.4 7.3 7.1 5.3 3.9 2.9 1.7 4.3 40 

South Southwest 2.0 2.4 3.9 5.6 7.5 8.8 10.6 9.1 6.6 4.2 3.3 2.0 5.5 40 

Southwest 4.7 5.8 7.0 9.2 10.7 15.0 15.3 14.1 10.8 8.4 6.4 4.4 9.3 40 

West Southwest 8.4 8.3 6.6 8.6 10.4 13.4 13.6 11.1 8.2 8.6 8.7 7.7 9.5 40 

West 12.3 9.3 6.8 6.6 5.6 6.3 6.6 6.2 5.9 8.7 10.8 11.9 8.1 40 

West Northwest 13.4 11.1 9.1 7.6 4.6 4.0 4.3 4.3 5.6 8.2 11.6 13.4 8.2 40 

Northwest 13.4 12.9 11.4 8.6 5.9 4.7 4.6 5.1 6.4 7.9 10.2 11.5 8.6 40 

North Northwest 9.3 10.0 9.9 8.0 5.6 4.5 4.6 5.3 6.4 7.6 8.3 9.6 7.4 40 

Calm 3.0 3.1 2.5 2.4 2.4 2.2 2.1 2.8 2.6 2.4 2.6 3.5 2.6 40 

Direction (mean speed, knots)

North 9.9 10.5 11.2 10.8 9.7 9.1 7.7 7.5 8.4 9.2 8.8 9.5 9.4 40 

North Northeast 10.0 10.9 10.7 10.2 10.2 9.0 7.7 8.2 9.1 9.2 9.2 9.5 9.5 40 

Northeast 10.8 11.3 11.1 11.1 10.2 9.5 8.1 8.7 9.9 10.4 10.3 10.9 10.3 40 

East Northeast 10.6 12.2 12.3 12.4 10.5 10.3 9.1 9.5 11.0 11.4 11.1 10.8 11.1 40 

East 9.6 10.8 12.0 11.5 10.4 9.1 8.3 9.2 10.3 10.7 11.4 9.7 10.4 40 

East Southeast 8.9 9.7 9.9 10.6 9.1 9.1 8.5 9.4 10.1 10.6 11.1 11.2 9.7 40 

Southeast 8.6 9.1 9.0 8.7 8.8 8.0 8.0 8.1 9.4 9.5 10.9 9.4 8.8 40 

South Southeast 8.2 9.8 9.4 8.9 8.3 7.7 7.7 7.8 8.9 9.1 10.1 10.3 8.6 40 

South 8.5 8.9 9.0 9.3 9.2 8.6 8.4 8.0 8.8 8.7 9.3 9.2 8.7 40 

South Southwest 10.8 9.1 10.8 11.1 10.6 9.7 9.6 9.4 10.3 10.8 12.4 11.0 10.2 40 

Southwest 10.7 10.6 10.5 10.8 10.2 9.4 9.3 9.4 10.6 11.3 11.9 11.8 10.3 40 

West Southwest 11.6 10.9 10.4 10.1 9.6 8.9 8.8 9.4 10.4 11.4 11.4 11.8 10.2 40 

West 12.2 11.6 11.5 10.1 9.0 8.3 7.8 8.1 9.4 10.6 11.6 11.9 10.5 40 

West Northwest 12.6 13.6 14.0 13.4 11.4 10.4 9.2 8.9 9.6 10.8 12.0 12.5 12.0 40 

Northwest 12.6 13.7 13.9 14.0 12.5 11.3 9.5 9.5 9.7 10.8 11.6 12.2 12.2 40 

North Northwest 11.6 12.4 12.7 12.5 11.2 10.5 9.3 8.8 9.3 10.1 10.8 11.4 11.1 40 

VISIBILITY

Mean number of days with fog 12 12 14 14 16 16 16 17 15 14 13 13 172 39

* 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 2

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

ISLIP, NY (40°47'N, 73°07'W) 85 feet (25.9 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1018.5 1018.1 1017.4 1015.6 1016.0 1015.0 1016.1 1017.4 1019.3 1019.5 1019.8 1019.4 1017.6 12

TEMPERATURE (°F)

Mean 31.7 32.8 39.8 49.4 59.4 68.6 74.4 72.8 65.1 54.9 45.7 36.0 52.7 12 

Mean daily maximum 39.0 40.1 47.6 57.3 68.2 76.9 81.7 80.4 72.9 63.7 53.8 43.5 60.6 12 

Mean daily minimum 23.9 25.0 31.5 41.0 50.1 59.8 66.7 64.9 56.7 45.6 37.1 28.0 44.4 12 

Extreme (highest) 67 67 82 86 95 95 101 94 91 85 78 66 101 12 

Extreme (lowest) -7 2 8 24 34 46 50 45 38 28 11 7 -7 12 

RELATIVE HUMIDITY

Average percentage 60.4 55.7 49.1 30.6 34.8 25.2 36.0 49.0 67.9 70.2 72.7 68.7 51.4 12

CLOUD COVER

Percent of time clear 23.8 27.0 25.5 20.7 20.2 17.2 14.1 18.1 23.4 31.3 22.7 23.2 22.2 12 

Percent of time scattered 16.0 16.0 16.6 17.4 20.2 24.4 23.8 24.7 22.1 19.4 20.2 17.4 19.9 12 

Percent of time broken 17.5 16.2 17.3 19.4 21.4 25.9 27.6 28.5 21.1 18.6 20.8 17.0 21.0 12 

Percent of time overcast 39.7 37.4 36.8 38.9 34.7 28.9 30.0 24.3 29.2 27.0 33.3 38.1 33.1 12 

PRECIPITATION (inches)

Mean amount 3.4 3.1 3.8 3.0 4.2 3.6 3.6 4.9 3.3 3.5 4.1 3.6 44.6 12

Greatest amount 6.2 5.5 5.5 5.0 10.1 7.8 8.3 13.7 5.0 8.7 8.0 6.0 65.3 12

Least amount 1.3 1.1 1.3 1.2 0.7 0.5 1.2 0.4 0.8 0.3 1.2 0.9 34.4 12

Maximum amount (24 hours) 1.6 2.3 2.5 1.8 4.0 3.5 2.6 6.7 2.2 3.9 2.6 2.6 6.7 12

Mean number of days 15 13 15 16 15 12 13 12 13 11 14 15 164 12

SNOW

Mean amount 5.9 6.0 4.4 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.8 3.3 20.7 12 

Greatest amount 13.5 20.0 13.3 3.0 0.0 0.0 0.0 0.0 0.0 0.0 7.6 10.4 33.8 12 

Least amount T T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 11.8 12 

Maximum amount (24 hours) 5.7 7.0 8.0 3.0 0.0 0.0 0.0 0.0 0.0 0.0 7.6 9.2 8.0 12 

Mean number of days 8 8 6 1 0 0 0 0 0 0 1 6 30 12 

WIND

Percentage with gales 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.04 0.00 0.53 12

Mean wind speed (knots) 8.3 8.6 8.9 8.4 7.6 7.5 6.5 6.3 6.6 7.0 8.2 8.2 7.7 12

Direction (percentage of observations)

North 5.8 7.3 8.3 5.3 5.3 5.2 4.7 5.6 8.5 8.3 7.0 6.8 6.5 12 

North Northeast 4.3 6.2 5.8 5.5 4.4 3.3 3.1 4.1 4.9 6.8 5.1 5.5 4.9 12 

Northeast 5.5 4.0 3.7 4.9 4.5 2.5 3.2 4.3 4.9 3.7 4.4 4.5 4.2 12 

East Northeast 3.1 3.1 3.0 4.4 4.2 3.2 2.2 4.3 4.2 2.6 3.1 3.5 3.4 12 

East 1.7 3.8 3.4 3.7 3.2 3.0 3.1 2.9 3.8 2.5 2.2 2.4 3.0 12 

East Southeast 1.6 1.6 2.5 4.6 3.8 2.7 2.8 2.2 2.0 2.5 2.2 1.5 2.5 12 

Southeast 1.4 1.5 3.4 4.4 4.6 2.4 2.9 1.7 2.5 2.8 2.4 1.2 2.6 12 

South Southeast 1.1 1.4 3.1 4.2 4.2 3.2 4.2 3.0 2.7 3.0 1.9 1.3 2.8 12 

South 2.8 2.7 4.9 6.0 7.1 8.0 9.4 8.5 6.2 4.3 3.7 2.3 5.6 12 

South Southwest 3.9 5.1 6.5 6.8 8.9 12.4 12.2 9.6 8.1 5.5 5.6 3.5 7.4 12 

Southwest 7.7 7.7 6.8 8.7 11.1 14.8 14.3 14.1 9.8 9.5 10.1 7.3 10.2 12 

West Southwest 8.0 6.1 4.0 4.9 5.4 7.6 7.2 6.9 6.2 6.2 9.1 9.0 6.7 12 

West 9.5 7.4 4.6 5.0 4.0 3.4 3.6 2.8 4.0 5.9 8.0 9.7 5.6 12 

West Northwest 12.6 11.2 7.6 6.5 4.8 4.8 3.1 3.7 3.4 6.3 7.5 11.3 6.8 12 

Northwest 11.0 11.5 11.4 8.3 6.1 6.0 4.3 4.0 5.0 6.0 8.1 9.5 7.6 12 

North Northwest 7.3 10.4 10.7 7.9 6.0 7.7 5.4 6.3 7.0 6.3 7.7 8.2 7.5 12 

Calm 12.6 9.8 10.3 9.0 12.3 10.3 14.8 16.4 16.7 18.0 12.2 12.9 13.0 12 

Direction (mean speed, knots)

North 8.3 9.4 9.3 8.1 7.8 7.7 6.9 6.6 7.5 7.8 7.8 8.7 8.1 12 

North Northeast 9.3 8.4 9.7 9.6 9.0 8.3 6.8 7.6 7.6 8.8 8.9 9.2 8.7 12 

Northeast 9.1 9.2 11.2 10.6 9.5 8.3 7.3 8.2 8.5 9.7 9.5 9.7 9.3 12 

East Northeast 8.8 9.2 10.9 9.3 8.5 6.7 6.7 7.8 7.6 8.3 9.0 8.8 8.5 12 

East 7.4 8.2 8.7 8.3 7.8 7.3 5.6 6.3 7.0 6.9 7.6 9.4 7.5 12 

East Southeast 8.1 9.7 9.2 9.0 8.1 7.9 7.2 7.2 8.3 8.0 9.8 10.2 8.4 12 

Southeast 9.2 9.8 9.7 9.3 9.3 8.4 8.3 8.8 8.4 9.6 11.0 8.5 9.2 12 

South Southeast 9.0 9.7 9.6 8.3 8.2 8.0 7.2 7.6 8.1 8.6 11.2 8.8 8.4 12 

South 7.6 7.4 7.9 7.7 7.8 7.5 7.1 7.3 6.9 7.6 8.8 7.0 7.5 12 

South Southwest 9.6 9.4 10.2 10.0 9.1 9.5 8.8 8.2 8.7 9.2 9.4 9.4 9.2 12 

Southwest 9.3 9.0 9.7 9.4 9.4 9.0 8.7 8.0 9.1 9.1 9.4 9.1 9.0 12 

West Southwest 8.8 8.2 8.3 7.6 7.5 7.3 6.8 6.8 6.8 7.8 7.7 8.0 7.6 12 

West 9.2 8.3 9.1 7.8 7.4 7.0 6.0 5.6 6.2 6.9 8.4 8.8 7.9 12 

West Northwest 10.9 10.3 11.3 10.2 8.7 8.2 8.2 7.3 7.8 9.2 10.6 10.4 9.9 12 

Northwest 11.0 11.2 11.3 10.6 9.8 9.4 8.1 8.7 9.4 9.7 11.9 11.7 10.5 12 

North Northwest 9.6 10.8 10.5 10.1 8.8 8.7 8.2 7.7 8.3 8.8 9.6 9.8 9.4 12 

VISIBILITY

Mean number of days with fog 15 14 16 16 18 16 22 19 17 15 14 14 196 12

* 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 ■ 433

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

NEW YORK (MANHATTAN), NY (40°47'N, 73°58'W) 131 feet (40 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1017.5 1016.8 1015.6 1015.2 1015.3 1015.4 1015.8 1016.8 1018.0 1018.7 1017.2 1017.3 1016.6 18

TEMPERATURE (°F)

Mean 32.2 33.8 42.6 52.9 63.2 72.0 77.3 75.9 68.2 57.6 47.8 37.1 55.1 33 

Mean daily maximum 38.1 40.4 49.9 61.5 72.0 80.4 85.5 83.9 76.1 65.2 54.1 42.7 62.5 33 

Mean daily minimum 25.7 26.7 34.7 43.9 53.8 63.0 68.6 67.4 59.9 49.6 41.0 30.8 47.2 33 

Extreme (highest) 68 75 85 96 97 101 104 99 99 88 81 72 104 33 

Extreme (lowest) -2 -2 8 21 36 46 53 50 40 29 17 -1 -2 33 

RELATIVE HUMIDITY

Average percentage 61.2 60.3 58.5 55.3 62.7 65.2 64.2 66.0 67.8 65.6 65.4 64.2 63.0 18

CLOUD COVER

Percent of time clear 22.7 25.0 26.8 19.2 20.3 24.4 26.4 18.1 15.0 39.3 25.3 18.8 23.5 2 

Percent of time scattered 22.3 19.6 26.2 21.2 30.0 35.0 36.7 35.6 28.5 26.6 18.7 26.4 27.1 2 

Percent of time broken 16.6 15.2 13.3 18.8 19.1 20.2 20.6 23.3 21.5 12.7 15.7 18.8 17.9 2 

Percent of time overcast 38.5 40.2 33.8 40.8 30.6 20.4 16.3 22.9 35.0 21.4 40.3 36.1 31.4 2 

PRECIPITATION (inches)

Mean amount 3.5 3.1 4.0 3.8 4.3 3.6 4.4 4.1 4.0 3.4 4.4 3.7 46.7 32

Greatest amount 10.5 6.0 10.4 8.2 10.2 9.3 11.7 12.3 9.3 7.8 12.4 9.9 67.0 32

Least amount 0.5 0.5 0.9 1.2 0.5 1.1 1.2 0.1 1.3 0.1 0.3 0.5 26.0 32

Maximum amount (24 hours) 3.4 2.9 3.4 3.4 3.9 3.0 3.4 4.6 5.5 4.0 7.4 2.4 7.4 32

Mean number of days 15 13 15 15 15 14 13 13 12 11 14 16 165 28

SNOW

Mean amount 7.1 8.6 3.8 0.4 T 0.0 0.0 0.0 0.0 T 0.4 3.3 23.6 33 

Greatest amount 20.3 26.4 17.4 9.6 T 0.0 0.0 0.0 0.0 T 4.7 11.5 52.8 33 

Least amount 0.2 T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 5.6 33 

Maximum amount (24 hours) 11.5 15.5 10.2 9.6 T 0.0 0.0 0.0 0.0 T 4.4 6.7 15.5 33 

Mean number of days 9 8 6 1 Miss 0 0 0 0 Miss 2 7 33 28 

WIND

Percentage with gales 0.00 000 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.02 0.02 0.05 0.01 18

Mean wind speed (knots) 9.1 9.2 9.3 8.5 7.3 6.8 6.6 6.6 7.2 7.7 8.3 9.1 8.0 18

Direction (percentage of observations)

North 9.9 9.9 9.8 9.3 7.4 6.6 6.3 8.7 10.2 8.2 8.3 8.2 8.6 18 

North Northeast 2.0 2.3 1.4 1.6 1.5 1.3 1.4 1.7 2.0 2.3 2.2 1.9 1.7 18 

Northeast 9.0 11.8 13.9 12.3 14.2 9.7 9.4 10.8 14.0 12.8 11.1 11.5 11.6 18 

East Northeast 1.1 1.9 1.8 1.8 1.7 2.0 1.2 1.9 2.3 1.1 1.9 1.6 1.7 18 

East 2.5 2.5 4.6 5.1 4.9 4.9 3.9 3.7 6.7 6.2 4.4 3.8 4.3 18 

East Southeast 0.5 0.4 0.7 0.8 1.0 0.8 0.8 0.7 0.9 0.9 0.5 0.3 0.7 18 

Southeast 2.6 3.3 6.1 7.8 10.6 9.0 8.8 7.1 7.4 5.1 4.0 3.4 6.6 18 

South Southeast 0.4 1.0 1.5 1.6 2.7 3.0 2.0 1.6 2.0 1.4 1.4 0.7 1.6 18 

South 3.3 4.1 5.2 5.6 8.2 11.1 10.6 10.1 6.9 6.3 5.0 3.6 6.9 18 

South Southwest 0.9 1.0 1.4 1.0 1.7 2.0 2.3 2.0 1.8 1.4 1.8 1.5 1.6 18 

Southwest 13.3 12.7 8.3 13.0 13.9 19.0 19.4 19.7 14.3 14.8 14.1 12.3 14.6 18 

West Southwest 2.7 2.2 1.7 2.5 2.3 2.5 2.9 2.0 1.8 3.4 5.2 3.3 2.4 18 

West 20.6 16.4 13.7 11.4 10.7 11.0 13.1 14.3 12.4 15.5 16.3 17.3 14.1 18 

West Northwest 5.7 5.1 4.9 4.1 2.4 2.7 2.8 2.1 2.5 3.5 3.9 5.4 3.8 18 

Northwest 21.0 20.0 19.2 18.2 11.2 10.2 10.4 9.5 10.9 12.1 15.0 20.8 15.1 18 

North Northwest 3.1 4.4 5.2 2.1 2.6 1.4 2.4 2.2 2.4 2.8 2.6 3.2 2.9 18 

Calm 1.4 1.1 0.7 1.8 3.0 2.8 2.2 2.2 1.5 2.1 2.3 1.6 1.8 18 

Direction (mean speed, knots)

North 7.9 8.1 8.7 7.8 6.7 6.5 5.8 6.1 6.1 6.5 7.2 7.8 7.2 18 

North Northeast 8.6 7.5 8.7 7.3 6.8 6.1 6.6 7.1 8.2 7.5 9.0 8.3 7.7 18 

Northeast 9.9 10.2 9.4 9.7 8.7 7.5 6.8 7.5 8.7 8.5 9.0 9.9 8.8 18 

East Northeast 9.1 9.4 10.3 9.1 7.6 7.6 7.1 7.4 8.3 7.6 9.8 10.5 8.7 18 

East 7.1 7.6 7.3 7.2 6.2 5.9 5.8 5.8 6.6 6.4 7.1 7.9 6.7 18 

East Southeast 9.2 6.6 7.8 8.4 6.4 6.6 6.4 5.3 7.2 6.7 7.6 7.3 7.0 18 

Southeast 7.9 8.2 8.2 8.2 7.4 6.8 7.0 6.7 6.9 6.9 7.7 7.7 7.4 18 

South Southeast 9.7 8.8 9.3 7.4 7.6 7.4 7.0 7.2 8.1 8.5 7.3 8.3 7.8 18 

South 8.1 9.2 8.9 7.7 7.5 7.2 7.4 7.2 7.3 7.7 7.6 7.9 7.6 18 

South Southwest 9.7 9.6 8.8 8.8 7.6 7.8 8.1 8.4 8.8 8.4 8.7 8.5 8.5 18 

Southwest 8.3 8.5 8.2 8.0 7.5 7.2 7.0 7.1 7.1 7.7 8.0 8.2 7.6 18 

West Southwest 9.6 8.7 8.4 8.1 7.4 7.0 6.9 7.8 8.5 9.0 8.6 8.9 8.3 18 

West 9.2 9.0 9.3 8.0 6.8 6.2 6.0 5.8 6.2 7.5 8.3 9.0 7.8 18 

West Northwest 12.1 11.4 11.4 10.4 8.1 7.2 7.2 6.9 9.7 10.4 10.8 11.0 10.2 18 

Northwest 10.0 10.4 10.5 9.9 8.1 7.6 6.6 6.6 7.0 8.9 9.6 10.4 9.2 18 

North Northwest 10.0 9.9 10.6 8.9 7.7 7.2 6.9 6.1 7.4 8.1 8.9 9.9 8.8 18 

VISIBILITY

Mean number of days with fog 0 0 0 0 0 0 0 0 0 0 1 Miss 1 28

* 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
434 ■ Appendix B ■ Coast Pilot 2

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

NEW YORK (KENNEDY AIRPORT), NY (40°39'N, 73°47'W) 13 feet (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) 1018.0 1017.4 1015.9 1015.1 1015.8 1014.9 1015.7 1016.6 1018.5 1018.9 1017.9 1018.5 1016.9 48

TEMPERATURE (°F)

Mean 32.5 33.5 41.2 50.8 60.6 70.0 76.0 75.0 67.8 57.2 47.5 37.5 54.2 34 

Mean daily maximum 38.6 39.9 48.1 58.3 68.1 77.4 83.1 82.1 75.0 64.5 54.0 43.5 61.1 34 

Mean daily minimum 26.0 26.6 33.8 42.8 52.5 62.1 68.5 67.5 60.1 49.5 40.6 31.1 46.8 34 

Extreme (highest) 69 68 85 90 99 99 104 101 98 85 77 70 104 34 

Extreme (lowest) -2 0 7 20 34 45 55 46 41 30 19 2 -2 34 

RELATIVE HUMIDITY

Average percentage 54.7 48.7 33.8 26.1 32.5 23.9 31.7 41.0 59.6 63.5 54.0 60.4 44.2 47

CLOUD COVER

Percent of time clear 23.6 24.7 23.7 22.3 18.4 18.2 17.5 19.2 24.4 29.3 22.8 22.9 22.2 48 

Percent of time scattered 16.1 16.6 16.3 16.7 18.8 21.7 25.0 24.7 21.2 19.9 17.9 17.3 19.3 48 

Percent of time broken 14.2 14.5 16.0 17.5 20.0 22.3 23.8 22.7 20.1 17.1 16.7 14.7 18.3 48 

Percent of time overcast 42.0 40.5 40.2 38.9 37.7 32.3 27.9 28.1 29.6 29.1 37.9 41.2 35.5 48 

PRECIPITATION (inches)

Mean amount 3.2 2.8 3.5 3.6 3.9 3.0 3.7 3.5 3.3 2.8 3.4 3.5 40.8 34

Greatest amount 8.3 4.8 8.1 9.5 10.7 8.0 8.4 8.3 9.6 6.5 9.5 6.7 59.1 34

Least amount 0.4 1.0 0.9 1.3 0.6 T 0.5 0.2 0.9 0.9 0.3 0.6 25.3 34

Maximum amount (24 hours) 2.5 2.4 2.4 3.1 2.8 2.8 3.2 3.7 4.4 3.2 3.9 2.5 4.4 34

Mean number of days 15 13 16 16 15 14 13 13 12 11 14 16 168 34

SNOW

Mean amount 6.7 8.0 3.4 0.5 0.0 0.0 0.0 0.0 0.0 T 0.4 3.4 22.4 34 

Greatest amount 20.1 24.7 15.5 8.2 0.0 0.0 0.0 0.0 0.0 T 3.7 22.4 48.9 34 

Least amount T T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T 1.3 34 

Maximum amount (24 hours) 13.0 19.9 9.0 8.0 0.0 0.0 0.0 0.0 0.0 T 3.2 18.0 19.9 34 

Mean number of days 8 8 5 1 0 0 0 0 0 Miss 2 6 30 34 

WIND

Percentage with gales 0.06 0.11 0.05 0.08 0.01 0.03 0.00 0.02 0.04 0.02 0.10 0.10 0.18 48

Mean wind speed (knots) 11.4 11.5 11.8 11.2 9.9 9.4 8.9 8.7 9.0 9.5 10.6 11.0 10.2 48

Direction (percentage of observations)

North 7.3 7.6 7.3 6.3 5.4 4.9 5.0 5.9 6.7 7.2 6.2 7.1 6.4 48 

North Northeast 5.3 6.6 6.0 5.2 4.8 4.3 4.1 5.9 6.9 7.6 5.9 6.2 5.7 48 

Northeast 5.4 5.6 5.5 4.7 5.3 3.9 4.0 5.3 7.3 7.2 5.4 6.3 5.5 48 

East Northeast 4.2 4.9 5.4 4.6 4.7 3.6 3.2 4.3 6.5 5.3 4.9 4.7 4.7 48 

East 2.8 3.7 4.1 4.7 4.8 3.9 2.9 2.9 4.0 3.6 3.2 2.6 3.6 48 

East Southeast 1.4 1.9 3.2 4.1 4.9 3.8 3.1 2.7 3.1 2.4 2.2 1.1 2.8 48 

Southeast 1.1 1.7 2.5 3.7 4.6 4.0 3.2 3.0 2.7 2.4 2.0 1.3 2.7 48 

South Southeast 1.3 2.4 3.7 5.2 6.6 5.9 6.2 5.2 4.9 3.1 2.5 1.5 4.1 48 

South 4.5 5.4 8.5 12.4 14.8 17.6 16.7 14.3 10.4 7.9 6.7 4.0 10.3 48 

South Southwest 5.0 5.3 5.9 7.6 9.8 13.5 14.4 12.8 9.5 7.7 6.0 4.7 8.5 48 

Southwest 5.9 5.5 4.1 5.2 6.3 8.0 10.0 10.3 7.9 7.9 7.2 6.7 7.1 48 

West Southwest 9.7 7.9 5.6 5.9 6.1 7.2 8.7 8.5 7.3 8.4 10.0 10.6 8.0 48 

West 10.8 8.3 6.1 5.4 4.4 4.4 4.8 5.1 5.2 6.6 9.1 10.5 6.7 48 

West Northwest 12.5 10.2 9.1 6.7 4.1 3.9 3.8 3.6 4.4 6.8 9.8 11.6 7.2 48 

Northwest 13.3 12.6 12.7 9.5 5.8 4.9 4.1 4.3 5.4 7.6 10.1 12.2 8.5 48 

North Northwest 8.4 9.4 8.9 7.2 5.8 4.9 4.5 4.3 6.1 6.6 7.6 8.3 6.8 48 

Calm 1.3 0.9 1.1 1.3 1.8 1.2 1.5 1.7 1.4 1.7 1.3 1.0 1.4 48 

Direction (mean speed, knots)

North 10.4 10.9 11.2 10.9 10.0 9.4 8.4 8.6 9.3 9.3 9.4 10.3 9.9 48 

North Northeast 10.3 10.2 11.5 11.2 10.0 9.6 8.4 8.9 9.2 9.3 9.6 9.9 9.8 48 

Northeast 10.0 10.6 11.2 11.0 9.8 9.0 7.7 8.2 8.4 9.3 9.3 9.6 9.5 48 

East Northeast 8.6 9.6 10.8 10.0 8.9 7.7 6.9 7.0 8.0 8.4 8.5 8.4 8.6 48 

East 7.8 8.9 10.0 9.3 8.4 7.4 6.5 7.1 7.3 8.0 8.6 8.1 8.2 48 

East Southeast 7.8 8.6 9.6 9.7 8.5 8.2 7.1 7.7 8.0 8.6 9.4 10.0 8.6 48 

Southeast 9.3 9.7 10.2 9.7 9.2 9.3 9.2 8.8 9.1 9.3 10.5 9.9 9.4 48 

South Southeast 10.7 10.2 10.5 10.7 10.1 9.5 9.7 9.4 9.7 9.3 10.2 11.6 10.0 48 

South 9.7 9.2 10.9 11.3 10.9 10.4 10.2 9.9 10.0 9.2 10.3 9.7 10.3 48 

South Southwest 10.0 9.8 9.9 10.6 9.9 9.6 9.7 9.4 9.4 9.3 9.5 9.8 9.7 48 

Southwest 9.5 9.6 10.0 9.4 9.3 8.6 8.4 8.2 8.9 9.0 9.5 9.7 9.1 48 

West Southwest 10.4 10.6 11.5 10.7 9.3 8.7 8.2 8.4 8.4 9.2 10.3 10.0 9.6 48 

West 13.1 13.0 13.1 12.6 10.2 8.7 8.3 8.3 9.1 10.1 11.7 11.8 11.2 48 

West Northwest 14.0 14.4 15.1 13.9 12.3 11.2 10.3 9.4 10.2 11.6 13.0 13.6 13.0 48 

Northwest 14.3 14.8 14.6 14.1 12.7 11.9 10.4 10.3 11.0 12.1 13.2 13.6 13.3 48 

North Northwest 12.1 13.0 12.8 12.5 11.5 11.3 9.7 9.8 10.5 10.7 11.7 11.9 11.7 48 

VISIBILITY

Mean number of days with fog 10 9 11 11 13 12 13 12 11 10 11 10 133 34

* 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 ■ 435

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

NEWARK, NJ (40°42'N, 74°10'W) 26 feet (7.9 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1018.3 1017.9 1016.1 1015.1 1015.6 1015.0 1015.5 1016.5 1018.5 1019.1 1018.0 1018.9 1017.0 48

TEMPERATURE (°F)

Mean 31.6 33.3 41.6 52.2 62.8 72.0 77.2 75.6 68.0 57.3 46.7 35.7 54.7 61 

Mean daily maximum 38.5 40.7 49.7 61.3 72.1 81.1 86.0 84.1 76.7 66.2 54.3 42.5 63.0 61 

Mean daily minimum 24.2 25.4 33.1 42.7 52.9 62.3 68.0 66.5 58.8 47.9 38.6 28.4 45.9 61 

Extreme (highest) 74 76 89 94 98 102 105 103 105 93 85 72 105 61 

Extreme (lowest) -8 -7 6 16 33 41 52 45 35 25 15 -1 -8 61 

RELATIVE HUMIDITY

Average percentage 57.8 54.0 35.9 26.2 31.0 24.8 30.0 39.7 59.8 65.7 54.9 64.5 45.2 48

CLOUD COVER

Percent of time clear 24.1 24.2 23.8 21.3 18.3 18.5 18.5 20.1 23.5 29.8 24.1 22.9 22.4 48 

Percent of time scattered 16.5 17.5 18.1 18.9 21.2 25.5 25.9 26.8 23.3 21.2 18.5 17.3 20.9 48 

Percent of time broken 14.6 14.5 15.5 18.4 20.1 22.0 24.4 22.7 20.1 17.2 16.9 14.8 18.5 48 

Percent of time overcast 44.8 43.7 42.7 41.4 40.3 33.9 31.2 30.4 33.1 31.8 40.5 45.1 38.2 48 

PRECIPITATION (inches)

Mean amount 3.4 2.9 4.0 3.6 3.8 3.2 4.2 4.1 3.6 3.0 3.7 3.4 43.4 61

Greatest amount 10.1 5.8 11.1 11.1 10.2 6.4 9.9 11.8 10.2 8.2 11.5 9.4 65.5 61

Least amount 0.4 0.7 1.1 0.9 0.5 0.0 0.8 0.3 0.1 0.2 0.5 0.2 26.0 61

Maximum amount (24 hours) 2.9 2.3 2.7 2.8 3.9 2.9 3.5 5.9 4.7 3.9 6.7 2.7 6.7 61

Mean number of days 16 14 16 16 16 15 14 13 12 12 14 16 174 61

SNOW

Mean amount 8.9 9.2 3.7 0.7 T 0.0 0.0 0.0 0.0 T 0.6 3.9 27.0 61 

Greatest amount 31.6 33.4 26.0 13.8 T 0.0 0.0 0.0 0.0 0.3 5.7 29.1 33.4 61 

Least amount 0.1 T T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 7.0 1.9 61 

Maximum amount (24 hours) 27.4 20.0 17.6 12.8 T 0.0 0.0 0.0 0.0 0.3 5.7 25.9 27.4 61 

Mean number of days 11 9 7 1 Miss 0 0 0 0 Miss 2 7 37 61 

WIND

Percentage with gales 0.01 0.02 0.01 0.03 0.01 0.01 0.00 0.01 0.03 0.03 0.04 0.03 0.02 48

Mean wind speed (knots) 9.7 9.9 10.3 9.7 8.8 8.3 7.8 7.6 7.9 8.3 8.9 9.4 8.9 48

Direction (percentage of observations)

North 5.8 6.4 6.5 5.5 5.0 4.4 5.0 5.4 7.1 6.2 5.8 6.0 5.8 48 

North Northeast 9.3 8.8 8.4 6.5 6.4 5.8 5.6 7.6 10.1 10.6 9.1 9.9 8.2 48 

Northeast 5.6 6.7 6.1 5.4 6.1 4.4 4.0 5.0 5.9 6.2 4.6 5.3 5.4 48 

East Northeast 2.5 3.3 4.5 4.1 3.9 2.6 2.5 2.5 3.4 3.5 2.7 2.3 3.2 48 

East 1.7 2.4 3.4 4.1 4.4 3.4 2.3 2.5 2.9 2.5 2.5 1.6 2.8 48 

East Southeast 1.3 2.2 3.9 5.7 6.6 5.3 3.3 3.1 3.6 3.0 2.5 1.2 3.5 48 

Southeast 1.1 1.8 3.7 5.5 6.9 6.4 5.5 4.9 4.3 3.5 2.5 1.3 4.0 48 

South Southeast 1.7 2.2 3.5 4.5 5.8 6.2 6.8 5.8 4.7 3.5 2.5 2.0 4.1 48 

South 3.3 3.9 4.1 4.8 5.6 6.8 7.9 7.7 5.9 4.6 4.6 3.6 5.2 48 

South Southwest 5.7 5.3 4.8 6.3 7.7 8.9 9.3 9.0 8.2 8.5 7.4 6.1 7.3 48 

Southwest 9.8 7.7 6.1 8.3 10.3 13.1 13.0 13.6 12.1 11.8 11.8 10.7 10.7 48 

West Southwest 11.5 9.1 7.0 7.1 7.5 8.9 10.3 9.3 7.7 9.0 9.6 10.5 9.0 48 

West 9.7 8.1 6.6 5.9 4.7 5.8 6.6 6.2 6.1 6.7 8.6 9.7 7.0 48 

West Northwest 11.5 10.6 10.5 8.6 5.7 6.0 6.4 5.8 5.6 6.3 9.1 11.2 8.1 48 

Northwest 11.1 12.5 12.2 9.7 6.7 6.1 6.0 5.2 6.1 6.7 9.2 10.4 8.5 48 

North Northwest 6.7 7.3 8.0 6.7 5.3 4.6 4.2 4.7 4.9 5.7 5.5 6.5 5.8 48 

Calm 1.9 1.9 1.1 1.2 1.5 1.4 1.7 1.7 1.7 2.0 2.2 1.8 1.7 48 

Direction (mean speed, knots)

North 9.2 10.1 10.5 9.9 8.8 8.6 7.7 7.8 8.4 8.5 8.5 9.2 9.0 48 

North Northeast 9.5 9.6 9.7 9.6 9.4 8.9 7.7 8.3 8.6 8.9 8.8 9.2 9.0 48 

Northeast 9.3 9.3 9.8 9.9 9.1 8.4 7.6 8.0 8.6 8.6 8.4 8.9 8.9 48 

East Northeast 7.8 8.4 9.1 9.0 8.1 7.9 6.9 7.0 7.8 8.5 7.9 8.2 8.2 48 

East 5.4 6.2 7.3 6.9 6.3 6.3 5.7 5.9 6.2 6.8 6.9 5.7 6.4 48 

East Southeast 6.3 6.8 8.1 8.2 7.4 7.1 6.8 6.7 7.4 7.6 7.9 7.6 7.4 48 

Southeast 6.9 7.1 8.1 8.4 8.0 7.9 7.7 7.7 7.8 7.5 7.6 6.9 7.8 48 

South Southeast 6.4 7.3 7.7 7.7 7.7 7.5 7.6 7.8 7.6 6.9 7.1 7.4 7.5 48 

South 5.9 6.3 6.9 7.1 7.2 7.1 7.1 7.1 6.9 6.4 6.7 6.0 6.8 48 

South Southwest 7.3 7.7 8.1 8.6 8.1 7.9 7.6 7.4 7.3 7.1 7.4 7.5 7.6 48 

Southwest 8.3 8.7 9.6 9.2 8.7 8.4 7.8 7.5 7.4 7.7 8.0 8.0 8.2 48 

West Southwest 9.7 9.6 10.3 9.9 9.5 8.6 8.1 7.7 7.7 8.2 9.1 8.8 8.9 48 

West 10.1 10.3 10.9 10.3 9.3 8.3 7.8 6.9 7.6 8.2 9.4 9.7 9.2 48 

West Northwest 12.2 12.5 13.0 12.3 10.7 9.6 9.1 8.7 8.8 10.1 11.6 12.0 11.2 48 

Northwest 13.0 13.5 13.8 13.5 11.9 11.1 9.9 9.6 10.2 11.1 12.4 12.9 12.3 48 

North Northwest 12.0 12.3 12.1 12.2 11.1 10.6 9.5 9.2 9.9 10.7 11.1 11.5 11.2 48 

VISIBILITY

Mean number of days with fog 9 9 10 9 11 10 9 10 11 11 9 10 118 61

* 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
436 ■ Appendix B ■ Coast Pilot 2

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

ALBANY, NY (42°45'N, 73°48'W) 292 feet (89 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1018.2 1017.4 1015.8 1014.9 1015.1 1014.3 1015.3 1016.3 1018.6 1019.0 1017.4 1018.4 1016.8 51

TEMPERATURE (°F)

Mean 22.1 24.1 34.3 46.9 57.9 66.8 71.8 69.6 61.3 50.8 39.8 27.2 47.8 50 

Mean daily maximum 30.8 33.2 43.4 57.6 69.5 78.2 83.2 80.7 72.5 61.7 48.1 35.0 58.0 50 

Mean daily minimum 12.9 14.4 24.6 35.7 45.8 54.9 59.9 57.9 49.7 39.4 30.9 18.8 37.2 50 

Extreme (highest) 65 67 86 92 94 99 100 99 100 89 82 71 100 50 

Extreme (lowest) -28 -21 -21 10 26 36 40 34 24 16 5 -22 -28 50 

RELATIVE HUMIDITY

Average percentage 57.4 59.4 32.5 24.4 26.2 18.0 28.1 38.0 60.8 65.4 49.4 58.9 42.5 51

CLOUD COVER

Percent of time clear 16.4 18.0 16.7 15.7 14.1 12.7 13.4 16.0 19.4 22.4 12.0 14.0 15.9 51 

Percent of time scattered 13.7 14.4 14.4 14.8 15.8 20.3 22.9 22.0 19.8 17.0 13.9 12.5 16.8 51 

Percent of time broken 14.4 14.9 16.4 18.0 19.9 25.0 27.1 24.7 20.2 18.2 16.5 14.5 19.1 51 

Percent of time overcast 51.3 48.6 47.9 46.6 43.8 35.5 29.7 31.0 34.6 36.7 52.3 54.6 42.8 51 

PRECIPITATION (inches)

Mean amount 2.3 2.2 2.8 3.0 3.4 3.2 3.1 3.3 3.0 2.9 3.1 2.9 35.7 50

Greatest amount 6.4 5.0 5.9 7.9 8.9 7.3 6.9 7.3 7.8 8.8 8.0 6.7 47.1 50

Least amount 0.4 0.2 0.2 1.1 1.0 0.6 0.4 0.7 0.4 0.2 0.5 0.6 21.5 50

Maximum amount (24 hours) 1.7 1.6 2.0 2.0 2.1 3.4 2.7 4.0 3.4 2.8 2.2 3.1 4.0 50

Mean number of days 22 18 19 17 18 15 15 14 14 14 18 21 205 50

SNOW

Mean amount 16.2 14.4 10.9 2.5 0.1 0.0 0.0 0.0 0.0 0.2 4.1 14.2 62.5 50 

Greatest amount 47.8 34.5 34.7 17.7 1.6 0.0 0.0 0.0 0.0 6.5 24.6 57.5 106.7 50 

Least amount 0.6 1.8 T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 21.1 50 

Maximum amount (24 hours) 13.4 17.3 22.0 17.3 1.6 0.0 0.0 0.0 0.0 6.5 21.8 13.9 22.0 50 

Mean number of days 19 16 13 4 Miss 0 0 0 0 1 7 17 77 50 

WIND

Percentage with gales 0.01 0.04 0.02 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.01 0.00 0.12 51

Mean wind speed (knots) 8.5 8.8 9.1 9.1 7.8 7.2 6.5 6.0 6.4 6.9 7.9 8.2 7.7 51

Direction (percentage of observations)

North 9.7 10.1 9.8 8.8 7.9 6.6 6.0 7.7 7.9 8.1 7.5 8.9 8.2 51 

North Northeast 4.3 5.0 5.4 4.6 4.5 3.5 2.8 3.7 3.7 3.5 3.9 4.2 4.1 51 

Northeast 2.2 2.3 2.6 2.4 2.5 2.1 1.6 2.0 2.0 1.9 1.8 1.9 2.1 51 

East Northeast 1.4 1.2 1.3 1.2 1.4 1.0 0.9 1.2 1.0 0.9 1.1 1.0 1.1 51 

East 0.9 1.1 1.1 1.3 1.4 1.2 1.1 1.4 1.3 1.1 0.9 1.1 1.2 51 

East Southeast 0.6 0.8 0.7 1.0 1.1 1.2 1.3 1.3 1.3 1.1 0.9 0.7 1.0 51 

Southeast 1.9 2.2 2.8 3.2 3.7 4.1 4.0 3.9 4.0 3.3 2.8 2.5 3.2 51 

South Southeast 9.7 9.3 10.0 12.4 12.9 13.7 13.5 12.2 13.2 12.1 12.9 10.6 11.9 51 

South 12.3 10.9 9.6 11.6 15.2 18.1 18.0 16.1 16.2 15.4 13.9 13.9 14.3 51 

South Southwest 2.5 2.5 2.3 3.0 3.9 4.9 5.2 4.8 4.4 4.3 3.3 3.1 3.7 51 

Southwest 1.8 1.6 1.5 2.0 2.4 2.9 3.2 2.6 2.4 1.9 2.2 1.9 2.2 51 

West Southwest 3.2 3.0 3.0 3.3 3.3 3.6 3.7 3.6 2.6 3.1 3.5 3.2 3.2 51 

West 9.8 9.9 10.1 10.5 8.9 9.0 8.7 7.6 7.3 7.6 9.2 9.0 9.0 51 

West Northwest 17.2 18.1 18.5 16.2 11.0 9.7 9.5 8.1 9.0 11.0 14.5 16.5 13.2 51 

Northwest 8.1 7.8 8.4 7.2 6.0 5.2 5.4 5.2 5.1 5.8 7.3 7.6 6.6 51 

North Northwest 5.3 5.1 5.2 4.5 4.3 3.5 3.5 4.3 4.0 4.3 4.0 4.4 4.4 51 

Calm 9.2 9.2 7.9 6.7 9.3 9.6 11.8 14.2 14.5 14.5 10.1 9.7 10.6 51 

Direction (mean speed, knots)

North 7.2 7.5 7.7 7.7 7.2 6.7 6.1 6.5 6.7 6.9 6.7 6.8 7.0 51 

North Northeast 7.7 8.4 8.7 9.0 8.6 7.6 7.2 7.1 7.6 8.1 7.4 7.3 8.0 51 

Northeast 5.5 6.8 6.8 8.3 7.3 6.8 6.1 5.9 6.0 5.9 6.2 5.7 6.5 51 

East Northeast 4.7 4.8 5.9 6.5 5.9 5.6 4.6 4.7 4.8 5.5 4.9 5.0 5.3 51 

East 3.5 3.7 4.3 4.8 4.4 4.4 3.8 3.5 3.4 4.0 4.2 3.3 4.0 51 

East Southeast 4.3 5.8 6.5 6.5 6.1 5.4 5.1 5.1 5.1 5.6 5.5 5.4 5.5 51 

Southeast 7.5 7.9 9.1 8.6 7.7 7.3 6.9 6.8 7.3 7.2 7.9 7.3 7.6 51 

South Southeast 9.5 9.6 10.3 10.6 9.3 8.6 8.1 7.7 8.5 8.8 9.5 9.2 9.1 51 

South 8.6 8.5 8.9 9.1 8.5 7.8 7.3 7.1 7.5 7.7 8.3 8.4 8.1 51 

South Southwest 6.9 6.6 7.5 7.7 6.6 6.1 5.8 5.8 6.0 6.4 6.7 6.5 6.4 51 

Southwest 6.8 6.7 7.2 6.7 6.1 5.9 5.4 5.0 5.5 5.7 6.5 6.4 6.0 51 

West Southwest 9.5 9.8 9.2 9.0 8.6 7.7 7.0 6.7 7.1 8.2 8.5 9.0 8.3 51 

West 11.7 11.8 11.8 11.5 9.9 9.0 8.3 8.2 8.4 9.2 10.3 11.2 10.2 51 

West Northwest 12.8 13.3 13.0 12.6 11.3 10.4 9.6 9.0 9.8 10.5 11.6 12.4 11.7 51 

Northwest 10.3 10.5 10.3 10.2 9.0 8.6 8.1 7.8 7.8 9.0 9.6 10.0 9.4 51 

North Northwest 6.9 7.0 7.2 7.4 7.4 7.2 6.6 6.1 6.4 6.6 7.2 6.8 6.9 51 

VISIBILITY

Mean number of days with fog 10 9 11 9 12 13 14 17 17 15 13 12 152 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 ■ 437

COASTAL AREA OFF CHATHAM, MA

Between 41°N to 42°N and 66°W to 70°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 7.5 7.2 5.3 2.6 0.8 0.3 0.1 0.2 0.7 1.6 4.1 7.1 2.5

Wave Height > 9 feet 1 11.8 11.7 9.6 6.5 2.7 0.9 0.3 1.1 2.6 5.6 10.1 11.1 5.0

Visibility < 2 nautical miles 1 6.8 9.0 10.5 13.8 24.8 36.0 41.3 30.4 14.9 7.0 5.4 4.2 18.9

Precipitation 1 17.7 17.4 10.9 9.3 6.9 4.5 3.9 4.2 5.3 6.6 9.6 14.3 7.8

Temperature > 69° F 0.0 0.1 0.0 0.0 0.2 0.8 6.2 9.7 4.0 0.6 0.0 0.1 2.5

Mean Temperature (°F) 38.1 37.9 39.5 43.4 49.3 56.0 62.5 64.6 61.5 55.9 49.4 42.1 52.8

Temperature < 33° F 1 22.2 24.7 10.2 0.8 0.2 0.0 0.0 0.0 0.0 0.0 0.4 9.8 3.9

Mean RH (%) 83 82 82 84 88 89 90 89 84 81 80 80 85

Overcast or Obscured 1 48.7 47.6 42.7 40.9 43.4 43.6 43.8 36.8 29.9 27.0 37.9 46.3 39.0

Mean Cloud Cover (8ths) 6.2 6.0 5.4 5.0 5.2 5.4 5.4 5.0 4.4 4.4 5.4 6.1 5.2

Mean SLP (mbs) 1015 1014 1014 1015 1015 1016 1016 1017 1019 1018 1017 1016 1016

Ext. Max. SLP (mbs) 1043 1048 1055 1056 1051 1039 1042 1043 1048 1047 1042 1047 1056

Ext. Min. SLP (mbs) 962 957 964 964 973 981 990 988 985 970 975 964 957

Prevailing Wind Direction NW NW NW SW SW SW SW SW SW W W NW SW

Thunder and Lightning 1 0.3 0.3 0.4 0.3 0.3 0.5 0.7 0.6 0.3 0.4 0.3 0.1 0.4

COASTAL AREA SOUTH OF NANTUCKET, MA

Between 40°N to 41°N and 66°W to 70°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 8.1 7.2 5.7 2.8 0.6 0.3 0.2 0.4 1.2 2.9 4.9 7.4 3.2

Wave Height > 9 feet 1 14.5 13.5 10.6 7.7 3.2 1.4 0.6 1.1 2.5 5.2 8.8 11.5 6.3

Visibility < 2 nautical miles 1 6.6 8.8 9.9 13.6 23.5 27.5 27.8 17.2 8.9 5.0 4.7 4.2 14.3

Precipitation 1 15.6 13.9 9.8 9.1 6.3 4.7 4.3 4.9 5.4 7.0 9.7 13.4 8.3

Temperature > 69° F 0.1 0.0 0.1 0.1 0.6 5.9 27.3 39.5 19.3 3.9 0.4 0.1 8.3

Mean Temperature (°F) 39.9 39.8 41.1 45.1 51.6 59.9 66.9 68.7 65.3 58.8 51.8 44.1 53.1

Temperature < 33° F 1 17.2 19.2 7.8 1.2 0.2 0.0 0.1 0.1 0.0 0.0 0.3 6.3 4.0

Mean RH (%) 83 83 83 85 87 88 89 87 84 81 81 82 85

Overcast or Obscured 1 45.5 42.4 37.8 35.7 38.6 36.9 34.9 27.6 25.8 26.1 35.2 42.2 35.6

Mean Cloud Cover (8ths) 6.0 5.7 5.2 4.7 5.0 4.9 4.9 4.5 4.3 4.5 5.4 5.9 5.1

Mean SLP (mbs) 1015 1015 1015 1015 1016 1016 1016 1017 1018 1018 1016 1016 1016

Ext. Max. SLP (mbs) 1044 1049 1054 1049 1047 1040 1037 1040 1050 1051 1047 1056 1056

Ext. Min. SLP (mbs) 962 965 967 961 976 983 987 987 986 972 972 963 961

Prevailing Wind Direction NW NW NW W SW SW SW SW NE W NW NW W

Thunder and Lightning 1 0.5 0.4 0.3 0.3 0.5 0.6 0.7 0.9 0.8 0.6 0.5 0.3 0.5

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
438 ■ Appendix B ■ Coast Pilot 2

COASTAL AREA SOUTH OF MARTHA’S VINYARD, MA

Between 40°N to 42°N and 70°W to 72°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 5.9 5.0 3.8 1.9 0.9 0.3 0.1 0.3 1.2 2.3 4.0 5.8 2.4

Wave Height > 9 feet 1 10.8 12.4 8.5 5.6 2.1 1.0 0.5 0.8 2.6 3.3 5.4 6.6 4.9

Visibility < 2 nautical miles 1 6.6 7.2 9.9 11.6 17.2 19.0 19.6 10.9 7.5 4.6 4.2 4.9 10.7

Precipitation 1 12.4 12.2 9.4 8.6 7.2 4.5 4.0 4.8 6.2 5.8 9.3 12.3 7.8

Temperature > 69° F 0.1 0.1 0.0 0.0 0.4 6.3 42.6 51.6 18.5 1.8 0.2 0.2 11.1

Mean Temperature (°F) 37.5 36.3 40.0 45.2 52.5 62.1 69.5 70.5 65.6 58.1 49.6 41.9 53.3

Temperature < 33° F 1 27.0 29.8 11.1 0.6 0.1 0.0 0.0 0.0 0.0 0.1 1.7 12.5 6.1

Mean RH (%) 80 80 81 82 84 86 85 84 82 78 78 77 82

Overcast or Obscured 1 40.1 37.9 36.0 35.4 34.9 31.2 31.6 25.9 27.8 24.4 32.1 37.3 32.7

Mean Cloud Cover (8ths) 5.4 5.2 4.8 4.6 4.8 4.6 4.8 4.3 4.4 4.2 5.0 5.4 4.8

Mean SLP (mbs) 1016 1017 1016 1016 1016 1015 1016 1017 1018 1018 1017 1018 1016

Ext. Max. SLP (mbs) 1050 1049 1050 1040 1040 1038 1042 1046 1046 1044 1046 1050 1050

Ext. Min. SLP (mbs) 962 958 975 975 976 985 987 987 982 982 973 981 958

Prevailing Wind Direction NW NW W W SW SW SW SW SW W W NW SW

Thunder and Lightning 1 0.2 0.2 0.2 0.3 0.5 0.6 1.1 0.8 0.4 0.4 0.2 0.2 0.5

COASTAL AREA AROUND LONG ISLAND, NY

Between 40°N to 42°N and 72°W to 75°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 4.0 3.4 2.9 1.5 0.7 0.2 0.1 0.3 0.5 1.8 2.7 4.5 1.8

Wave Height > 9 feet 1 4.1 5.2 3.8 2.7 0.7 0.5 0.2 0.5 1.0 2.0 2.7 3.5 2.2

Visibility < 2 nautical miles 1 7.1 7.7 10.2 9.3 15.4 12.3 9.8 5.9 5.1 5.5 4.6 5.3 8.2

Precipitation 1 11.3 11.5 9.4 8.7 8.0 4.9 5.6 4.9 6.1 6.1 9.1 10.6 8.0

Temperature > 69° F 0.1 0.1 0.0 0.2 2.0 16.8 63.1 67.9 28.6 2.4 0.1 0.1 15.6

Mean Temperature (°F) 36.2 35.6 40.5 46.9 55.5 65.1 72.0 72.2 67.3 58.5 49.5 40.4 53.7

Temperature < 33° F 1 31.6 32.3 10.8 0.7 0.0 0.0 0.0 0.0 0.0 0.0 2.1 17.4 7.5

Mean RH (%) 82 82 80 79 84 83 83 80 80 79 77 79 81

Overcast or Obscured 1 33.4 32.7 32.5 31.4 32.2 27.9 26.4 23.7 24.6 22.4 27.9 31.1 28.8

Mean Cloud Cover (8ths) 4.9 4.7 4.6 4.6 4.7 4.6 4.5 4.2 4.2 4.0 4.6 4.8 4.5

Mean SLP (mbs) 1017 1017 1015 1015 1016 1015 1016 1016 1018 1018 1017 1018 1016

Ext. Max. SLP (mbs) 1050 1050 1050 1045 1042 1040 1040 1037 1037 1044 1045 1046 1050

Ext. Min. SLP (mbs) 959 961 961 977 989 981 988 986 978 970 966 981 959

Prevailing Wind Direction NW NW NW W SW SW SW SW SW W NW NW SW

Thunder and Lightning 1 0.2 0.1 0.1 0.3 0.8 1.0 1.3 0.9 0.9 0.3 0.6 0.1 0.5

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 ■ 439

Mean Surface Water Temperatures and Densities

Cape Cod Canal(east entrance)41°46'N., 70°30'W.Cape Cod Canal(west entrance)41°44’N., 70°37’W.Woods Hole, MA41°31'N., 70°40'W.Newport, RI41°30'N., 71°20'W.New London, CT41°22'N., 70°06'W.Bridgeport, CT41°10'N., 73°11'W.Plum Island, NY(Long Island Sound)41°10'N., 72°12'W.Montauk, NY(Fort Pond Bay)41°03'N., 71°58'W.Willets Point, NY(East River)40°48'N., 73°47'W.

New York, NY(The Battery)40°42'N., 74°01'W.

Bear Mountain, NY(Hudson River)41°19'N., 73°59'W.New York, NY(Fort Hamilton)40°37'N., 74°02'W.Sandy Hook, NJ 40°28'N., 74°01'W.

Years of Record 16 15 27 16 24 7 10 23 39 44 5 12 33

Jan Temp (°C) 1.1 0.8 1.2 2.3 2.8 3.9 2.9 2.2 1.9 2.8 0.7 2.1 1.4

Density 23.5 23.2 23.2 22.7 13.6 19.5 21.6 22.5 18.8 15.5 -0.6 16.6 17.0

Feb Temp (°C) 0.4 0.4 0.5 1.6 2.4 3.6 1.3 1.5 1.0 2.0 0.4 1.2 1.4

Density 23.5 23.2 23.2 22.5 12.4 18.4 21.6 22.4 18.5 15.4 -0.8 17.3 16.9

Mar Temp (°C) 1.8 2.2 2.4 3.1 4.3 5.8 2.4 3.1 2.8 3.7 1.8 2.4 4.1

Density 23.4 23.1 23.1 22.5 10.1 18.1 21.4 22.3 18.3 13.6 -0.7 14.8 15.9

Apr

Temp (°C) 5.3 6.1 6.8 6.3 9.3 10.1 5.6 6.6 7.0 7.6 7.6 6.5 9.1

Density 23.3 22.9 23.2 22.3 9.2 17.7 20.9 21.7 17.7 12.1 -0.8 12.5 14.9

May

Temp (°C) 9.4 10.4 11.8 10.9 14.3 15.7 9.7 10.8 12.2 12.9 14.1 11.8 14.6

Density 23.1 22.9 23.3 22.8 10.4 17.6 20.8 21.8 17.7 13.7 -0.9 15.2 16.2

Jun Temp (°C) 12.8 15.0 17.0 16.3 19.2 21.7 14.6 16.1 17.1 18.3 20.6 17.0 20.2

Density 23.2 23.0 23.5 23.1 13.9 18.0 21.3 22.2 18.1 15.7 -0.8 17.0 17.7

Jul Temp (°C) 14.7 17.6 20.9 19.8 22.1 24.8 18.8 20.1 20.3 21.9 24.2 20.8 23.4

Density 23.4 23.2 23.6 23.5 17.4 19.1 21.8 22.6 18.6 17.0 -0.4 18.1 19.0

Aug

Temp (°C) 16.2 18.7 21.6 20.6 22.5 26.3 20.3 21.1 22.1 22.9 25.2 21.8 23.5

Density 23.4 23.3 23.5 23.4 18.7 19.8 22.2 22.8 19.1 17.5 -0.2 19.0 19.1

Sep

Temp (°C) 15.9 17.4 19.7 18.6 20.3 24.4 19.3 19.6 21.2 21.4 23.8 19.8 20.8

Density 23.4 23.3 23.6 23.5 19.2 19.9 24.7 23.1 19.2 17.5 0.2 18.7 19.2

Oct Temp (°C) 13.3 13.9 15.6 15.3 16.2 19.6 15.8 15.9 16.8 16.8 17.8 15.3 15.1

Density 23.5 23.3 23.6 23.4 18.7 20.1 22.4 23.1 19.0 17.3 0.0 17.9 19.1

Nov Temp (°C) 9.4 9.6 10.5 11.3 10.9 13.9 11.5 11.0 11.1 11.4 10.8 9.8 9.4

Density 23.4 23.2 23.5 23.1 16.2 20.0 22.0 22.9 19.0 16.2 -0.5 16.8 18.4

Dec Temp (°C) 4.7 4.3 4.9 5.8 5.5 8.0 6.4 5.7 5.1 6.0 3.8 4.9 3.8

Density 23.5 23.2 23.3 22.9 14.1 19.7 21.8 22.6 18.8 15.3 -0.5 16.5 17.5

Mean Temp (°C) 8.8 9.7 11.1 11.0 12.5 14.8 10.7 11.1 11.6 12.9 12.6 11.1 12.2

Density 23.4 23.2 23.4 23.0 14.5 19.0 21.9 22.5 18.6 15.8 -0.5 16.7 17.6

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
440 ■ Appendix B ■ Coast Pilot 2

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
■ Appendix B ■ 441

Coastwise Distances – Cape Code, Massachusetts to New York, New York

(nautical miles)

Port Newark, NJElizabethport, NJPerth Amboy, NJNew York City, NYMontauk Point, NYPort Jefferson, NYGreenport, NYSag Harbor, NYMontauk, NYStamford, CTSouth Norwalk, CTBridgeport, CTStratford, CTNew Haven, CTHartford, CTNew London, CTStonington, CTGreat Salt Pond, RIProvidence, RIFall River, MANewport, RINew Bedford, MAWoods Hole, MAVineyard Haven, MANantucket, MANantucket Shoals, MACape cod Canal (E. Ent.)

Cape Cod Canal (E. Ent.)

41°46.8'N., 70°29.0'W. 193 191 202 182 76 134 99 100 85 152 151 138 132 127 140 89 77 66 74 69 54 31 22 43 69 144 -

Nantucket Shoals, MA

40°30.0'N., 69°25.0'W. 227 225 223 223 113 178 142 143 127 196 195 182 176 171 187 136 126 114 131 126 111 111 92 88 85 -

Nantucket, MA

41°17.2'N., 70°05.7'W. 208 206 216 196 89 149 113 114 99 167 166 153 147 140 155 103 92 80 91 77 71 53 33 29 -

Vineyard Haven, MA

41°27.3'N., 70°35.8'W. 183 181 191 171 63 123 87 88 74 141 140 127 121 114 129 77 67 54 65 51 45 28 7 -

Woods Hole, MA

41°31.4'N., 70°40.4'W. 178 176 186 166 59 118 82 83 69 136 135 123 117 109 125 72 61 50 57 44 38 15 -

New Bedford, MA

41°38.1'N., 70°55.1'W. 178 176 186 166 60 118 80 81 66 136 135 122 113 111 124 74 58 48 58 54 38 -

Newport, RI

41°29.8'N., 71°19.8'W. 151 149 159 139 35 91 56 57 42 109 108 95 90 84 98 48 34 23 21 16 -

Fall River, MA

41°42.4'N., 71°09.8'W. 166 164 174 154 51 107 71 72 58 125 124 110 105 100 113 63 49 38 21 -

Providence, RI

41°48.5'N., 71°24.0'W. 171 169 179 159 56 112 76 77 63 130 129 115 110 105 118 68 55 43 -

Great Salt Pond, RI

41°11.1'N., 71°34.9'W. 133 131 141 121 15 74 37 39 23 92 91 78 72 65 80 29 19 -

Stonington, CT

41°19.9'N., 71°54.6'W. 121 119 129 109 19 61 28 29 18 79 77 64 59 52 66 12 -

New London, CT

41°21.4'N., 72°05.4'W. 116 114 124 104 28 56 25 27 20 74 73 60 54 49 62 -

Hartford, CT

41°45.0'N., 72°39.0'W. 143 141 151 131 75 84 62 64 66 102 101 86 81 74 -

New Haven, CT

41°17.4'N., 72°54.5'W. 80 78 88 68 62 23 47 49 51 37 36 25 15 -

Stratford, CT

41°11.3'N., 73°07.3'W. 69 67 77 57 65 15 52 54 56 27 26 10 -

Bridgeport, CT

41°10.3'N., 73°10.8'W. 64 62 72 52 74 15 58 60 62 22 21 -

South Norwalk, CT

41°05.7'N., 73°24.7'W. 52 50 60 40 84 23 71 73 75 11 -

Stamford, CT

41°01.8'N., 73°32.3'W. 45 43 53 33 85 24 72 74 76 -

Montauk, NY

41°02.8'N., 71°57.5'W. 117 115 125 105 16 58 22 21 -

Sag Harbor, NY

41°00.2'N., 72°17.7'W. 115 113 123 103 32 56 11 -

Greenport, NY

41°06.0'N., 72°21.5'W. 114 112 122 102 30 54 -

Port Jefferson, NY

40°57.0'N., 73°04.5'W. 64 62 72 52 68 -

Montauk Point, NY

41°01.7'N., 71°47.3'W. 126 124 123 20 -

New York City, NY

40°42.0'N., 74°01.0'W. 12 10 20 -

Perth Amboy, NJ

40°30.3'N., 74°15.7'W. 15 10 -

Elizabethport, NJ

40°38.8'N., 74°11.2'W. 5 -

Port Newark, NJ

40°41.8'N., 74°09.0'W. -
442 ■ Appendix B ■ Coast Pilot 2

Inside Route Distances – Greenport, New York to Manasquan Inlet, New Jersey

(nautical miles)

Manasquan Inlet, NJNew York (The Battery)Rockaway PointEast Rockaway InletLong BeachFreeportJones InletJones BeachAmityvilleBabylonFire Island InletBayshorePatchogueBellportMoriches InletWesthampton BeachShinnecock InletShinnecock Canal (north end)RiversideSag HarborGreenport

Greenport

41°06.0'N., 72°21.5'W. 116 107 94 85 80 77 76 72 66 61 62 57 48 42 34 28 21 16 21 11 -

Sag Harbor

41°00.2'N., 72°17.7'W. 117 108 95 86 81 78 77 73 67 62 63 58 49 43 35 29 22 17 22 -

Riverside

40°55.0'N., 72°39.4'W. 108 99 86 77 72 69 68 64 58 53 54 49 40 34 26 20 13 8 -

Shinnecock Canal

40°53.9'N., 72°30.3'W. 100 91 78 69 64 61 60 56 50 45 46 41 32 26 18 12 5 -

Shinnecock Inlet

40°50.3'N., 72°28.6'W. 97 88 75 66 61 58 58 54 47 42 44 39 29 23 15 9 -

Westhampton Beach

40°48.2'N., 72°38.4'W. 89 80 67 58 53 49 49 45 39 34 35 30 21 15 7 -

Moriches Inlet

40°45.8'N., 72°45.3'W. 85 76 63 54 49 46 45 42 35 30 32 27 17 11 -

Bellport

40°45.1'N., 72°56.0'W 75 66 53 44 38 35 35 31 24 19 21 16 6 -

Patchogue

40°45.5'N., 73°01.2'W. 72 63 50 41 36 32 32 28 22 17 18 13 -

Bay Shore

40°42.8'N., 73°14.2'W. 60 51 38 29 24 21 21 17 10 5 9 -

Fire Island Inlet

40°37.8'N., 73°18.6'W. 60 51 38 29 24 21 20 16 12 8 -

Babylon

40°41.2'N., 73°18.9'W. 57 48 35 26 21 18 17 13 6 -

Amityville

40°39.6'N., 73°24.8'W. 51 42 29 20 15 12 11 7 -

Jones Beach

40°36.2'N., 73°30.8'W. 44 35 22 13 8 4 4 -

Jones Inlet

40°34.4'N., 73°34.9'W. 41 32 19 10 5 4 -

Freeport

40°37.6'N., 73°34.9'W. 42 33 20 11 6 -

Long Beach

40°35.7'N., 73°39.4'W. 36 27 14 5 -

East Rockaway

40°34.9'N., 73°45.4'W. 31 22 9 -

Rockaway Point

40°32.4'N., 73°56.5'W. 27 13 -

New York (The Battery)

40°42.0'N., 74°01.0'W. 40 -

Manasquan Inlet, New Jersey

40°06.1'N., 74°01.9'W. -
■ Appendix B ■ 443

Distances on the Hudson River – New York, NY to Troy Lock, NY

(nautical miles)

Troy LockWatervlietTroyRensselaerAlbanyCoeymansCoxsackieAthensHudsonCatskillSaugertiesKingstonHyde ParkPoughkeepsieNewburghWest PointPeekskillHaverstrawOssiningNyakTarrytownYonkersNew York (The Battery)

New York (The Battery)

40°42.0'N., 74°01.0'W. 134 132 132 126 126 115 108 102 102 99 89 80 71 66 53 45 38 33 29 25 24 16 -

Yonkers

40°56.1'N., 73°54.3'W. 118 116 116 110 110 100 93 86 86 83 74 64 55 50 37 29 23 18 14 10 9 -

Tarrytown

41°04.7'N., 73°52.2'W. 110 108 108 102 102 92 85 78 78 75 66 56 47 42 29 21 15 9 6 2 -

Nyack

41°05.4'N., 73°54.9'W. 110 108 108 102 102 92 85 78 78 75 66 57 48 43 29 22 15 10 6 -

Ossining

41°09.6'N., 73°52.3'W. 106 104 104 98 98 88 80 74 74 71 62 52 43 38 25 17 11 5 -

Haverstraw

41°11.8'N., 73°57.5'W. 102 100 100 94 94 84 76 70 70 67 58 48 39 34 21 13 6 -

Peekskill

41°17.3'N., 73°56.0'W. 96 94 94 88 88 78 71 64 64 61 52 43 34 29 15 8 -

West Point

41°23.1'N., 73°57.3'W 89 87 87 81 81 70 63 57 57 54 45 35 26 21 8 -

Newburgh

41°30.1'N., 74°00.3'W. 81 79 79 73 73 62 55 49 49 46 37 27 18 13 -

Poughkeepsie

41°42.3'N., 73°56.5'W. 68 66 66 60 60 49 42 36 36 33 24 14 5 -

Hyde Park

41°47.3'N., 73°56.9'W. 63 61 61 55 55 44 37 31 31 28 19 9 -

Kingston

41°55.1'N., 73°59.0'W. 56 54 54 48 48 38 30 24 24 21 12 -

Saugerties

42°04.4'N., 73°56.7'W. 46 44 44 38 38 28 21 14 14 11 -

Catskill

42°13.0'N., 73°52.1'W. 37 35 35 29 29 19 11 5 5 -

Hudson

42°15.3'N., 73°48.1'W. 32 30 30 24 24 14 7 1 -

Athens

42°15.6'N., 73°48.5'W. 32 30 30 24 24 14 6 -

Coxsackie

42°21.0'N., 73°47.6'W. 26 24 24 18 18 7 -

Coeymans

42°28.5'N., 73°47.4'W. 18 16 16 10 10 -

Albany

42°37.9'N., 73°45.3'W. 8660 -

Rensselaer

42°37.9'N., 73°45.1'W. 866 -

Troy

42°43.7'N., 73°41.8'W. 20-

Watervliet

42°43.7'N., 73°41.9'W. 2 -

Troy Lock

41°45.1'N., 73°41.1'W. -
444 ■ Appendix B ■ Coast Pilot 2

Distance of Visibility for Objects Having Various Elevations 

Height 

(feet)

Distance

(nautical miles)

Distance 

(statute miles)

Height 

(meters)

Height 

(feet)

Distance 

(nautical miles)

Distance 

(statute miles)

Height 

(meters)

1 1.2 1.3 0.3 120 12.8 14.7 36.6 

2 1.7 1.9 0.6 125 13.1 15.1 38.1 

3 2.0 2.3 0.9 130 13.3 15.4 39.6 

4 2.3 2.7 1.2 135 13.6 15.6 41.2 

5 2.6 3.0 1.5 140 13.8 15.9 42.7 

6 2.9 3.3 1.8 145 14.1 16.2 44.2 

7 3.1 3.6 2.1 150 14.3 16.5 45.7 

8 3.3 3.8 2.4 160 14.8 17.0 48.8 

9 3.5 4.0 2.7 170 15.3 17.6 51.8 

10 3.7 4.3 3.1 180 15.7 18.1 54.9 

11 3.9 4.5 3.4 190 16.1 18.6 57.9 

12 4.1 4.7 3.7 200 16.5 19.0 61.0 

13 4.2 4.9 4.0 210 17.0 19.5 64.0 

14 4.4 5.0 4.3 220 17.4 20.0 67.1 

15 4.5 5.2 4.6 230 17.7 20.4 70.1 

16 4.7 5.4 4.9 240 18.1 20.9 73.2 

17 4.8 5.6 5.2 250 18.5 21.3 76.2 

18 5.0 5.7 5.5 260 18.9 21.7 79.3 

19 5.1 5.9 5.8 270 19.2 22.1 82.3 

20 5.2 6.0 6.1 280 19.6 22.5 85.3 

21 5.4 6.2 6.4 290 19.9 22.9 88.4 

22 5.5 6.3 6.7 300 20.3 23.3 91.4 

23 5.6 6.5 7.0 310 20.6 23.7 94.5 

24 5.7 6.6 7.3 320 20.9 24.1 97.5 

25 5.9 6.7 7.6 330 21.3 24.5 100.6 

26 6.0 6.9 7.9 340 21.6 24.8 103.6 

27 6.1 7.0 8.2 350 21.9 25.2 106.7 

28 6.2 7.1 8.5 360 22.2 25.5 109.7 

29 6.3 7.3 8.8 370 22.5 25.9 112.8 

30 6.4 7.4 9.1 380 22.8 26.2 115.8 

31 6.5 7.5 9.5 390 23.1 26.6 118.9 

32 6.6 7.6 9.8 400 23.4 26.9 121.9 

33 6.7 7.7 10.1 410 23.7 27.3 125.0 

34 6.8 7.9 10.4 420 24.0 27.6 128.0 

35 6.9 8.0 10.7 430 24.3 27.9 131.1 

36 7.0 8.1 11.0 440 24.5 28.2 134.1 

37 7.1 8.2 11.3 450 24.8 28.6 137.2 

38 7.2 8.3 11.6 460 25.1 28.9 140.2 

39 7.3 8.4 11.9 470 25.4 29.2 143.3 

40 7.4 8.5 12.2 480 25.6 29.5 146.3 

41 7.5 8.6 12.5 490 25.9 29.8 149.4 

42 7.6 8.7 12.8 500 26.2 30.1 152.4 

43 7.7 8.8 13.1 510 26.4 30.4 155.5 

44 7.8 8.9 13.4 520 26.7 30.7 158.5 

45 7.8 9.0 13.7 530 26.9 31.0 161.5 

46 7.9 9.1 14.0 540 27.2 31.3 164.6 

47 8.0 9.2 14.3 550 27.4 31.6 167.6 

48 8.1 9.3 14.6 560 27.7 31.9 170.7 

49 8.2 9.4 14.9 570 27.9 32.1 173.7 

50 8.3 9.5 15.2 580 28.2 32.4 176.8 

55 8.7 10.0 16.8 590 28.4 32.7 179.8 

60 9.1 10.4 18.3 600 28.7 33.0 182.9 

65 9.4 10.9 19.8 620 29.1 33.5 189.0 

70 9.8 11.3 21.3 640 29.5 34.1 195.1 

75 10.1 11.7 22.9 660 30.1 34.6 201.2 

80 10.5 12.0 24.4 680 30.5 35.1 207.3 

85 10.8 12.4 25.9 700 31.0 35.6 213.4 

90 11.1 12.8 27.4 720 31.4 36.1 219.5 

95 11.4 13.1 29.0 740 31.8 36.6 225.6 

100 11.7 13.5 30.5 760 32.3 37.1 231.7 

105 12.0 13.8 32.0 780 32.7 37.6 237.7 

110 12.3 14.1 33.5 800 33.1 38.1 243.8 

115 12.5 14.4 33.1 820 33.5 38.6 249.9 

This table gives the approximate geographic range of visibility for an object which may be seen by an observer. It is necessary to add to the 

distance for the height of any object the distance corresponding to the height of the observer’s eye above sea level.

Example – determine the geographic visibility of an object 65 feet above the water, for an observer whose eye is 35 feet above the water:

 9.4 nautical miles = Height of object (65 feet)

 6.9 nautical miles = Height of observer (35 feet)

16.3 nautical miles = Computed geographic visibility
■ Appendix B ■ 445

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
446 ■ Appendix B ■ Coast Pilot 2

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 ■ 447

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.
448 ■ Appendix B ■ Coast Pilot 2

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 ■ 449

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
450 ■ Appendix B ■ Coast Pilot 2

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 ■ 451
452 ■ Appendix C ■ Coast Pilot 2

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

Other Northeast Gillnet 

Waters Area

Protection of large whales; large 

area including most of Gulf of 

Maine, shallow water area along 

Georges Bank, and deeper water 

area south of Georges Bank. In 

Mid-Atlantic it contains area E of 

33°51'W.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Southern Nearshore 

Lobster Waters

Fisheries management; located 

in state and Federal waters along 

continental shelf off the Mid-Atlantic 

coast, stretching from Long Island 

to Cape Hatteras. 

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Mid-Atlantic Coastal 

Waters Area

Protection of large whales; large 

area from NY to NC. Bounded by: 

south shore of Long Island (72°30' 

W), south to 33°51' N, thence W to 

NC-SC border.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Closed Area I Habitat 

Closure Areas

Fisheries management; two 

separate areas east of Cape 

Cod–north area located along edge 

of Georges Bank in 300 to 500-foot 

depths and south area located in 

southeast part of Georges Bank in 

30-foot depths or more.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Closed Area I Fisheries management; located 

~32 miles southeast of Cape Cod 

on Georges Bank. Depths range 

from ~60 to >300 feet

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Closed Area II Habitat 

Closure Area

Fisheries management; no location 

data available.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Georges Bank Seasonal 

Closure Area

Fisheries management; large area 

extending south and east from 

Cape Cod to EEZ boundary.

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 ■ 453

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

Nantucket Lightship 

Habitat Closure Area

Fisheries management; large 

rectangular area south and east of 

Nantucket Island (< 300 feet deep).

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Nantucket Lightship 

Closed Area

Fisheries management; located on 

west edge of Georges Bank, south 

and southeast of Nantucket Island, 

in Nantucket Shoals. Contains 

gentle rising slope from south to 

north, from ~240 to < 20 feet.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Closed Area II Fisheries management; ~134 miles 

east of Cape Cod and extending 

east to the US-Canada boundary, 

with depths ~200 to 1000 feet, as 

it extends along edge of Georges 

Bank.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Great South Channel 

Sliver Restricted Area

Protection of Right Whales; located 

on west boundary of Great South 

Channel, a funnel-shaped feature 

at south extreme of the Gulf of 

Maine, between Georges Bank and 

Cape Cod. Generally located in 

depths < 325 feet.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Great South Channel 

Restricted Gillnet Area

Protection of Right Whales; located 

in Great South Channel, a funnelshaped feature at south extreme 

of the Gulf of Maine, between 

Georges Bank and Cape Cod. This 

site is generally located N of the

325-foot isobath.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Great South Channel 

Restricted Lobster Area

Protection of Right Whales; located 

in Great South Channel, a funnelshaped feature at south extreme 

of the Gulf of Maine, between 

Georges Bank and Cape Cod. 

Average depth ~570 feet.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

GOM Rolling Closure 

Area I

Fisheries management; rectangular 

area extending east from the tip 

of Cape Cod. Area mostly > 600 

feet deep.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Monomoy National 

Wildlife Refuge

Includes eastern Nantucket Sound 

extending 1 mile from the west 

shore of North and South Monomoy 

Islands, and south portion of Morris 

Island, extending offshore.

US Fish and Wildlife Service, 

Headquarters 202–208–6843

NE Regional Offi ce

413–253–8200

On-Site Info

508–945–0594

Waquoit Bay National 

Estuarine Research 

Reserve

Includes most navigable waters 

of Waquoit Bay and associated 

waters, in addition to various 

wetlands and protected lands 

around bay.

MA Department of Conservation 

and Recreation

617–626–1250

On-Site Info 

508–457–0495

Cape Cod South 

Closure Area

Protection of Harbor Porpoises; 

located off south coast of RI and 

MA, including both inshore waters 

of Narragansett Bay and Buzzards 

Bay, and off-shore Federal waters.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Narragansett Bay 

National Estuarine 

Research Reserve

Includes Prudence, Patience, Dyer 

and Hope Islands, and 1,591 acres 

of open water adjoining islands to 

18-foot depth.

RI Department of Environmental 

Management 401–222–6800

On-Site Info

401–683–6780

 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
454 ■ Appendix C ■ Coast Pilot 2

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

Stewart B. McKinney 

National Wildlife Refuge

Comprised of 11 units, and spans 

70 miles of CT coastline. Includes 

30 miles of coastline, extending 3.5 

miles offshore.

US Fish and Wildlife Service, 

Headquarters 202–208–6843

NE Regional Offi ce

413–253–8200

On-Site Info

631–286–0485

Oyster Bay National 

Wildlife Refuge

Located on north shore of Long 

Island, 20 miles east of NY City. 

Includes west half of Oyster Bay 

entrance, Cold Spring Harbor, 

and most of harbor around Centre 

Island, including Mill Neck Creek. 

South 0.5 mile of Harbor is 

excluded from NWR.

US Fish and Wildlife Service, 

Headquarters 202–208–6843

NE Regional Offi ce

413–253–8636

On-Site Info

860–399–2513

Fire Island National 

Seashore

Located on S shore of Long Island, 

includes 26 of 32 mile Fire Island. 

From Moriches Inlet to Robert 

Moses State Park, including Great 

South Bay, Bellport Bay, and 

Moriches Bay. Offshore to 1000 

feet, and averaging 4000 feet 

distance on bay side.

National Park Service, 

Headquarters 202–208–4747 

NE Region 

215–597–7018

On-Site Info 

631–687–4750

Gateway National 

Recreation Area

26,000-acre site extending through 

three NY City boroughs and into 

north NJ, including areas of Breezy 

Point, Sandy Hook, Staten Island, 

and nearly all of Jamaica Bay. 

Offshore to 0.25 mile.

National Park Service, 

Headquarters 202–208–6843 

NE Region 

215–597–8787

On-Site Info 

718–354–4606

Wertheim National 

Wildlife Refuge

On southeast shore of Long Island, 

bisected by the Carmans River.

US Fish and Wildlife Service, 

Headquarters 202–208–6843

NE Regional Offi ce

413–253–8200

On-Site Info

631–286–0485

Seatuck National 

Wildlife Refuge

Located on south shore of Long 

Island, 41 miles east of New 

York City, south of Islip. Refuge 

extends 400 feet into Great South 

Bay between Town Beach and 

Champlin Creek.

US Fish and Wildlife Service, 

Headquarters 202–208–6843

NE Regional Offi ce

413–253–8200

On-Site Info

631–286–0485

Mudhole Closure Gillnet restricted area for protection 

of harbor porpoises. From 40°30'N 

where it intersects with NJ shore, 

east to 73°20'W, then south to 

40°05'N, then west to NJ shoreline.

National Marine Fisheries 

Service, Headquarters

301–713–2379

NE Regional Offi ce 

978–281–9300

Waters off New Jersey 

Closure

Harbor porpoise protection; located 

along NJ and Long Island coasts, 

including state and Federal waters 

< 300 feet. Bounded by line 

from RI shoreline at 41°18.2'N., 

71°51.5'W to Race Point, Fishers 

Island, NY, then SE to intersection 

with three mile line east of Montauk 

Point, then following three mile line 

to intersection with 72°30'W, to 

intersection with 38°47'N, then W 

along 38°47'N to DE shoreline.

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

X

X

X

X
INDEX

A

Abbreviations for Broadcast · · · · · 22

Abets Creek 12352 · · · · · · · · · 359

Abiels Ledge 13236 · · · · · · · · · 229

Acabonack Harbor 13209· · · · · · 272

Academy, Massachusetts Maritime

13236 · · · · · · · · · · · · · 228

Academy, U.S. Coast Guard 13213 · 293

Academy, U.S. Merchant Marine

12366 · · · · · · · · · · · · · 345

Academy, U.S. Military 12343 · · · 406

Acapesket 13229 · · · · · · · · · · 203

Acoaxet 13228 · · · · · · · · · · · 235

Acushnet River 13229 · · · · · · · 231

Adams Fall 12371 · · · · · · · · · · 309

Agriculture, Department of· · · 35, 422

Aids to navigation · · · · · · · · 9, 168

Air Almanac· · · · · · · · · · · · · 417

Aircraft procedures for directing

surface craft · · · · · · · · · · 16

Albany 12348 · · · · · · · · · · · · 410

Alder Island 12352 · · · · · · · · · 365

Allen Harbor 13223· · · · · · · · · 257

Allen Harbor 13229· · · · · · · · · 197

Allyn Point 12372· · · · · · · · · · 293

Almy Point 13221· · · · · · · · · · 243

Almy Rock 13221 · · · · · · · · · · 243

Alpine 12346 · · · · · · · · · · · · 403

Ambrose Channel 12327 · · · · · · 373

Amendments (NMR's) · · · · · · · · · 1

America Ledge 13223· · · · · · · · 256

American Practical Navigator

(Bowditch) · · · · · · · · · · 417

Amityville 12352 · · · · · · · · · · 364

Amityville Creek 12352 · · · · · · · 364

Amityville Cut 12352 · · · · · · · · 364

AMVER · · · · · · · · · · · · · · · · 40

AMVER Reporting Required · · · · · 40

Anchorage Channel 12327 · · · · · 373

Anchorage Channel 12334 · · · · · 383

Anchorage Regulations · · · · · · · 47

Anchorages · · · · · · · · · · · · · 168

Angelica Point 13229 · · · · · · · · 231

Animal and Plant Health Inspection

Service · · · · · · · · · · · · · 35

Animal and Plant Health Inspection

Service (APHIS) · · · · · · · · 422

Animal Import Centers · · · · · · · 422

Annsville Creek 12343 · · · · · · · 405

Anthonys Nose 12343· · · · · · · · 406

Apponagansett Bay 13229 · · · · · 235

Apponaug Cove 13224 · · · · · · · 258

Area to be avoided 13200 · · · · · · 173

Areskonk Creek 12352 · · · · · · · 358

Areys Pond 13248· · · · · · · · · · 192

Arlington 12337 · · · · · · · · · · 395

Army Corps of Engineers (USACE) · 38

Arnold Point 13223 · · · · · · · · · 247

Arthur Kill 12333, 12331 · · · · · · 392

Articulated daybeacons · · · · · · · 11

Articulated lights· · · · · · · · · · · 10

Ash Creek 12369 · · · · · · · · · · 324

Asia Rip 13204 · · · · · · · · · · · 174

Astronomical Almanac · · · · · · · 417

Athens 12347 · · · · · · · · · · · · 409

Atlantic Beach 12352 · · · · · · · · 367

Atlantic Highlands 12401, 12327· · 387

Atlantis Canyon 12300 · · · · · · · 175

Aucoot Cove 13236 · · · · · · · · · 230

Aunt Lydias Cove 13248 · · · · · · 191

Aunt Phebe Rock 12366 · · · · · · 336

auroral borealis · · · · · · · · · · · 184

Automated Mutual-assistance Vessel

Rescue System (AMVER) · · · · 40

Avery Point 13213 · · · · · · · · · 284

B

Babylon 12352 · · · · · · · · · · · 363

Babylon Cove 12352 · · · · · · · · 363

Back River 13236 · · · · · · · · · · 225

Bailey Rock 12367 · · · · · · · · · 335

Baldwin 12352 · · · · · · · · · · · 366

Baldwin Bay 12352 · · · · · · · · · 366

Baldwin Harbor 12352 · · · · · · · 366

Ballast Reef 12368 · · · · · · · · · 327

Bannister Creek 12352 · · · · · · · 367

Bar, The 12370 · · · · · · · · · · · 312

Barbadoes Basin 12350 · · · · · · · 381

Barcelona Point 12358 · · · · · · · 275

Barker Point 12366 · · · · · · · · · 344

Barlows Landing 13236· · · · · · · 224

Barneys Joy Point 13228 · · · · · · 235

Barren Island 12350 · · · · · · · · 378

Barrington 13224· · · · · · · · · · 250

Barrington River 13224 · · · · · · 250

Barstow Rock 13229 · · · · · · · · 231

Bartlett 12372 · · · · · · · · · · · 293

Bartlett Reef 13211, 13212 · · · · · 293

Bass Rip 13237 · · · · · · · · · · · 175

Bass River 13229 · · · · · · · · · · 198

Bassetts Island 13236· · · · · · · · 224

Bassing Harbor 13248 · · · · · · · 191

Battery, The 12327 · · · · · · · · · 372

Bay of Fundy 12352· · · · · · · · · 366

Bay Ridge Channel 12334 · · · · · 383

Bay Ridge Flats 12334 · · · · · · · 383

Bay Shore 12352 · · · · · · · · · · 361

Bayonne 12333 · · · · · · · · · · · 394

Bayonne Bridge 12333 · · · · · · · 394

Bayview 13229 · · · · · · · · · · · 235

Beach Channel 12350 · · · · · · · 381

Beacon 12343 · · · · · · · · · · · · 406

Bear Mountain Bridge 12343· · · · 406

Bear Mountain State Route 6

12343 · · · · · · · · · · · · · 405

Bearings · · · · · · · · · · · · · · · · 1

Bearse Rock 13229 · · · · · · · · · 201

Bearse Shoal 13244· · · · · · · · · 192

Beaufort Point 12367 · · · · · · · · 335

Beaverdam Creek 12352 · · · · · · 359

Beaverhead 13223 · · · · · · · · · 256

Beavertail Light 13223 · · · · · · · 244

Beavertail Point 13223 · · · · · · · 244

Bedford Reef 13212 · · · · · · · · · 269

Belamose 12378 · · · · · · · · · · 300

Belden Point 12366· · · · · · · · · 337

Belford (Shoal) Harbor 12401,

12327 · · · · · · · · · · · · · 388

Bell Island 12368 · · · · · · · · · · 327

Belleville 12337 · · · · · · · · · · · 395

Bellmore Creek 12352 · · · · · · · 365

Bellport 12352 · · · · · · · · · · · 359

Bellport Bay 12352 · · · · · · · · · 358

Bellport Beach 12352· · · · · · · · 359

Belmont Island 12335 · · · · · · · 351

Bennets Neck 13236 · · · · · · · · 224

Bergen Basin 12350 · · · · · · · · 382

Bergen Beach 12350 · · · · · · · · 381

Bergen Point 12333· · · · · · · · · 394

Bermuda Lagoon 12368 · · · · · · 325

Berrys Creek Canal 12337 · · · · · 397

Big Fishkill Channel 12350· · · · · 380

Big Mermaid 12373· · · · · · · · · 306

Big Tom 12366 · · · · · · · · · · · 337

Bird Island 12365 · · · · · · · · · · 340

Bird Island 13236 · · · · · · · · · · 230

Bird Island Reef 13236 · · · · · · · 230

Bird Rock 12373 · · · · · · · · · · 306

Bishop and Clerks 13229 · · · · · · 199

Bishop Rock Shoal 13223 · · · · · 246

Black Ledge 13213 · · · · · · · · · 290

Black Point 13211 · · · · · · · · · 295

Black Point 13218 · · · · · · · · · 258

Black Point 13221 · · · · · · · · · 243

Black Rock 12369· · · · · · · · · · 324

Black Rock 12371· · · · · · · · · · 308

■ Index ■ 455

The numbers of the largest scale charts

on which the names appear follow the indexed items. Some geographic names are

indexed more than once when more than

one place has the same geographic name.

Charts published by the National Geospatial-Intelligence Agency are indicted by

an asterisk.
Black Rock Harbor 12369 · · · · · 324

Blackberry Creek 12324 · · · · · · 387

Blackboys 13211 · · · · · · · · · · 295

Blackstone Rocks 12373 · · · · · · 305

Blankinship Cove 13236 · · · · · · 230

Blauzes, The 12366 · · · · · · · · · 336

Block Canyon 12300 · · · · · · · · 175

Block Island 13217 · · · · · · · · · 263

Block Island North Light 13217 · · 263

Block Island North Reef 13215 · · · 261

Block Island Sound 13205, 13215 · 261

Block Island Southeast Light

13217 · · · · · · · · · · · · · 263

Bluefish Shoal 12367 · · · · · · · · 332

Bluff Point 12365 · · · · · · · · · · 340

Bluff Point 12368 · · · · · · · · · · 325

Bluff Point 13229 · · · · · · · · · · 202

Blyn Rock 12373 · · · · · · · · · · 306

Bodkin Rock 12377, 12378 · · · · · 300

Bold Rock 12368 · · · · · · · · · · 328

Bonnet Point 13223 · · · · · · · · 255

Bonnet Shores Beach 13223 · · · · 255

Bonnet, The 13223 · · · · · · · · · 255

Borden Flats 13227 · · · · · · · · · 247

Bostwick Bay 13209 · · · · · · · · 271

Bournes Pond 13229 · · · · · · · · 203

Bow Bells, The 13236· · · · · · · · 230

Bowers Island 12367 · · · · · · · · 331

Bowery Bay 12339 · · · · · · · · · 350

Branch 13235, 13229 · · · · · · · · 216

Branchport 12324 · · · · · · · · · 387

Branford Harbor 12373· · · · · · · 305

Branford Point 12373· · · · · · · · 306

Branford Reef 12373 · · · · · · · · 305

Branford River 12373· · · · · · · · 306

Brant Point 12350 · · · · · · · · · 381

Brant Point Light 13242 · · · · · · 204

Brayton Point 13227 · · · · · · · · 247

Breachway, The 13219 · · · · · · · 265

Breakneck Point 12343 · · · · · · · 406

Breakneck Ridge 12343· · · · · · · 406

Breakwater Point 13221 · · · · · · 243

Brenton Cove 13223 · · · · · · · · 245

Brenton Point 13223 · · · · · · · · 244

Brenton Reef 13223· · · · · · · · · 244

Brickyard Point 12365 · · · · · · · 343

Bridge and cable clearances· · · · · · 7

Bridge Creek 12352· · · · · · · · · 367

Bridge lights and clearance gages · · 11

Bridgeport 12369 · · · · · · · · · · 320

Bridgeport Harbor 12369· · · · · · 320

Bridges · · · · · · · · · · · · · · · · 1

Brig Ledge 13223 · · · · · · · · · · 257

Briggs Point 13228 · · · · · · · · · 236

Bristol 13224 · · · · · · · · · · · · 250

Bristol Harbor 13224 · · · · · · · · 250

Bristol Neck 13224 · · · · · · · · · 250

Bristol Point 13221 · · · · · · · · · 247

Broad Channel 12352· · · · · · · · 367

Broad Creek Channel 12352 · · · · 365

Broadcast Abbreviations · · · · · · · 22

Broadwater Cove 12358 · · · · · · 276

Broadway 13235, 13229 · · · · · · 216

Broken Ground 13229 · · · · · · · 199

Broken Part of Pollock Rip 13244 · 192

Bronx Kill 12339 · · · · · · · · · · 350

Bronx River 12339 · · · · · · · · · 349

Bronx-Whitestone Bridge 12366 · · 347

Brooklyn Bridge 12335 · · · · · · · 352

Brosewere Bay 12352 · · · · · · · · 367

Browing Ledge 13228 · · · · · · · 235

Brown Creek 12352· · · · · · · · · 360

Brown Point 12373 · · · · · · · · · 305

Browns Reef 12373 · · · · · · · · · 305

Brush Neck Cove 13224 · · · · · · 258

Bull Point 13223 · · · · · · · · · · 244

Bullhead Bay 12358· · · · · · · · · 277

Bullock Cove 13224· · · · · · · · · 251

Bullock Point 13224 · · · · · · · · 252

Buoys· · · · · · · · · · · · · · · · · 11

Burns Point 12370 · · · · · · · · · 311

Burr Creek 12369· · · · · · · · · · 324

Butler Cove 13236 · · · · · · · · · 229

Butler Flats Light 13229 · · · · · · 232

Butler Hole 13244 · · · · · · · · · 193

Butler Point 13236 · · · · · · · · · 230

Butter Ball Rock 13223· · · · · · · 244

Buttermilk Bay 13236 · · · · · · · 228

Buttermilk Channel 12334 · · · · · 383

Buzzards Bay 13218 · · · · · · · · 220

Byram (East Port Chester) 12367 · 332

Byram Harbor 12367 · · · · · · · · 331

Byram Point 12367 · · · · · · · · · 332

Byram River 12367 · · · · · · · · · 332

C

Cable and Anchor Reef 12368 · · · 326

Cable clearances· · · · · · · · · · · · 7

Cable ferries · · · · · · · · · · · · · · 1

Calf Islands 12367 · · · · · · · · · 331

Calf Pasture Island 12368 · · · · · 326

Calf Pasture Point 13223 · · · · · · 257

Calves Island 12375· · · · · · · · · 298

Canadian Government Agencies · · 423

Canal Breakwater Light 6 13236 · · 226

Canal de Chambly · · · · · · · · · 414

Canal, Cayuga and Seneca · · · · · 414

Canal, Champlain· · · · · · · · · · 414

Canal, Delaware and Raritan

12332 · · · · · · · · · · · · · 392

Canal, Erie · · · · · · · · · · · · · 414

Canal, Oswego · · · · · · · · · · · 414

Canapitsit Channel 13229, 13230 · 219

Canarsie 12350 · · · · · · · · · · · 381

Canoe Place 12352 · · · · · · · · · 356

Cape Cod 13246· · · · · · · · · · · 189

Cape Cod Canal 13236 · · · · · · · 225

Cape Higgon 13233· · · · · · · · · 215

Cape Poge 13238 · · · · · · · · · · 207

Cape Poge Bay 13238 · · · · · · · · 207

Cape Poge Flats 13238 · · · · · · · 207

Captain Harbor 12367 · · · · · · · 330

Captree Island 12352 · · · · · · · · 362

Cargo Care · · · · · · · · · · · · · 185

Carlls River 12352 · · · · · · · · · 363

Carlstadt 12337 · · · · · · · · · · · 397

Carman Creek 12352 · · · · · · · · 364

Carmans River 12352· · · · · · · · 358

Cartwright Island 13209 · · · · · · 271

Castle Hill 13223 · · · · · · · · · · 244

Castle William 12334 · · · · · · · · 383

Castleton-on-Hudson 12348 · · · · 409

Castleton-on-Hudson Bridge

(New York State Thruway, IS 90

E-W) 12348 · · · · · · · · · · 409

Cat Island 12373 · · · · · · · · · · 305

Cataumet 13236 · · · · · · · 223 - 224

Cataumet Rock 13236 · · · · · · · 223

Catskill 12347· · · · · · · · · · · · 409

Catskill Creek 12347 · · · · · · · · 409

Catumb Passage 13214 · · · · · · · 267

Catumb Rocks 13214 · · · · · · · · 267

Cayuga and Seneca Canal · · · · · 414

Cedar Creek 12369 · · · · · · · · · 324

Cedar Hill 12348 · · · · · · · · · · 410

Cedar Island 12374 · · · · · · · · · 303

Cedar Island 13236 · · · · · · · · · 230

Cedar Island Beach 12352 · · · · · 363

Cedar Island Creek 13236 · · · · · 230

Cedar Island Point 13236· · · · · · 229

Cedar Point 12358 · · · · · · · · · 275

Cedar Point 12368 · · · · · · · · · 325

Cementon 12347 · · · · · · · · · · 408

Centerboard Shoal 13236· · · · · · 230

Centerport Harbor 12365· · · · · · 341

Centerville 13229 · · · · · · · · · · 201

Centerville Harbor 13229· · · · · · 201

Centerville River 13229· · · · · · · 201

Centre Island 12365 · · · · · · · · 342

Cerberus Shoal 13209 · · · · · · · 269

Champlain Canal · · · · · · · · · · 414

Channel Rock 12368 · · · · · · · · 325

Channel Rock 13229 · · · · · · · · 201

Chapel Hill Channel 12401,

12327 · · · · · · · · · · · · · 374

Chappaquiddick Island 13238 · · · 206

Chappaquoit Point 13229· · · · · · 223

Charles Island 12370 · · · · · · · · 312

Charles Reef 12374 · · · · · · · · · 303

Charles Rock 13223· · · · · · · · · 257

Charlestown 13215 · · · · · · · · · 266

Charlestown Breachway 13215 · · · 266

456 ■ Coast Pilot 2 ■ Index
Charlestown Pond 13215 · · · · · · 266

Chart Datum · · · · · · · · · · · · · 3

Chart Numbering System · · · · · · · 7

Chart Projections · · · · · · · · · · · 3

Chart symbols and abbreviations · · · 3

Charts and Publications-National

Ocean Service · · · · · · · · · 415

Charts and Publications-Other U.S.

Government Agencies· · · · · 416

Chatham 13229, 13248 · · · · · · · 195

Chatham 13248 · · · · · · · · · · · 191

Chatham Harbor 13248 · · · · · · 191

Chatham Light 13248 · · · · · · · 191

Chatham Port 13246 · · · · · · · · 191

Chatham Roads 13229 · · · · · · · 195

Cheesequake Creek 12331 · · · · · 390

Chelsea 12343 · · · · · · · · · · · 406

Chepiwanoxet Island 13224 · · · · 258

Cherry Grove 12352 · · · · · · · · 360

Cherry Harbor 13209 · · · · · · · · 271

Cherry Hill Point 13209 · · · · · · 271

Chester Creek 12377 · · · · · · · · 299

Chester Creek Bar 12377 · · · · · · 299

Childs River 13229 · · · · · · · · · 203

Chilmark 13233· · · · · · · · · · · 207

Chimney Corner Reef 12373 · · · · 304

Chimney Sweeps 12366 · · · · · · 336

Chimon Island 12368· · · · · · · · 326

Chocomount 13214· · · · · · · · · 267

Chocomount Cove 13214· · · · · · 278

Cholera Bank 12326 · · · · · · · · 370

Church Point 13221 · · · · · · · · 243

Cinder Creek 12352· · · · · · · · · 366

Citing Rock 13223 · · · · · · · · · 245

Citizenship and Immigration

Services · · · · · · · · · · · · · 39

City Island 12366 · · · · · · · · · · 337

City Island Harbor 12366· · · · · · 337

City Point 12371 · · · · · · · · · · 307

Clam Island 12373 · · · · · · · · · 305

Clarks Cove 13229 · · · · · · · · · 235

Clarks Point 13229 · · · · · · · · · 232

Clason Point 12339 · · · · · · · · · 348

Clay Head 13217 · · · · · · · · · · 263

Clean Water Act (CWA) · · · · · · · 26

Cleaves Point 12358 · · · · · · · · 273

Cleveland East Ledge Light

13236 · · · · · · · · · · · · · 226

Clinton 12374· · · · · · · · · · · · 302

Clinton Harbor 12374 · · · · · · · 302

Coast Guard · · · · · · · · · · · · · 40

Coast Guard Academy, U.S.

13213 · · · · · · · · · · · · · 293

Coast Guard District Offices · · · · 419

Coast Guard droppable, floatable

pumps · · · · · · · · · · · · · 19

Coast Guard Marine Safety Offices · 419

Coast Guard Radio Broadcasts · · · 420

Coast Guard radio stations· · · · · · 20

Coast Guard Station, Jones Beach · 365

Coast Guard Stations · · · · · · · · 419

Coast Guard vessels, warning

signals · · · · · · · · · · · · · 30

Coast Pilot · · · · · · · · · · · · · · · 1

Coast Pilots · · · · · · · · · · · · · 416

Coasters Harbor Island 13223 · · · 245

Coatue Point 13242· · · · · · · · · 204

Cobalt 12377 · · · · · · · · · · · · 300

Cockenoe Harbor 12368 · · · 325 - 326

Cockenoe Island 12368 · · · · · · · 325

Cockenoe Reef 12368 · · · · · · · · 325

Cockenoe Shoal 12368 · · · · · · · 325

Cockle Cove 13229 · · · · · · · · · 196

Coddington Cove 13223 · · · · · · 246

Coddington Point 13223 · · · · · · 246

Code of Federal Regulations

(CFR) · · · · · · · · · · · · · · 43

Code of Signals, International · · · 417

Coecles Harbor 12358 · · · · · · · 273

Coeymans 12348 · · · · · · · · · · 409

Coffin Rock 13235, 13229 · · · · · 216

Coggeshall Point 13223 · · · · · · 247

Cohasset Narrows 13236 · · · · · · 228

Cohoes 14786 · · · · · · · · · · · · 413

Cold Fronts · · · · · · · · · · · · · 178

Cold Spring 12343 · · · · · · · · · 406

Cold Spring Harbor 12365 · · · · · 342

Cold Spring Point 13225, 13224 · · 252

Cold Spring Pond 12358 · · · · · · 277

Cole River 13221 · · · · · · · · · · 247

College Point 12339 · · · · · · · · 348

College Point Reef 12339 · · · · · · 348

Collier Ledge 13229 · · · · · · · · 201

Colonel Willie Cove 13214 · · · · · 280

COLREGS Demarcation Lines · 46, 168

Columbia Island 12366 · · · · · · · 335

Commerce, Department of · · · · · 35

Common Fence Point 13221 · · · · 248

Common Flat 13229 · · · · · · · · 196

Compass roses on charts · · · · · · · 8

Compo Yacht Basin 12368 · · · · · 325

Compton Creek 12401, 12327 · · · 388

Con Hook 12343 · · · · · · · · · · 406

Conanicut Island 13221 · · · · 239, 246

Conaskonk Point 12331 · · · · · · 389

Coney Island 12402· · · · · · · · · 382

Coney Island Channel 12402 · · · · 382

Coney Island Creek 12402 · · · · · 382

Congress Street Bridge (State Route 2)

12348 · · · · · · · · · · · · · 413

Conimicut Light 13224· · · · · · · 252

Conimicut Point 13224· · · · · · · 251

Conklin Point 12352 · · · · · · · · 362

Conkling Point 12358 · · · · · · · 274

Connecticut River 12375, 12377,

12378 · · · · · · · · · · · · · 296

Connetquot River 12352 · · · · · · 360

Conscience Bay 12362 · · · · · · · 317

Constable Hook 12333 · · · · · · · 394

Constellation Rock 13212 · · · · · 269

Constitution Island 12343 · · · · · 406

Continental Shelf · · · · · · · · · · 175

Control of shipping in time of

emergency or war · · · · · · · 32

Converse Point 13236 · · · · · · · 230

Cooper Bluff 12365 · · · · · · · · · 342

Copicut Neck 13229, 13230 · 219 - 220

Copps Island 12368 · · · · · · · · · 326

Corey Creek 12352 · · · · · · · · · 359

Corey Creek 12358 · · · · · · · · · 276

Corlears Hook 12335 · · · · · · · · 373

Cormorant Reef 12367 · · · · · · · 331

Cormorant Reef 13214 · · · · · · · 282

Cormorant Reef 13221 · · · · · · · 242

Cormorant Rock 13221· · · · · · · 242

Cormorant Rock 13229· · · · · · · 231

Cornfield Point 12375 · · · · · · · 301

Cornfield Point Shoal 12375 · · · · 301

Cornwall-on-Hudson 12343 · · · · 406

Corps of Engineers, U.S. Army · · · 418

Corsair Canyon 13200 · · · · · · · 175

Cos Cob Harbor 12367 · · · · · · · 330

COSPAS-SARSAT system · · · · · · 20

Cotuit 13229 · · · · · · · · · · · · 202

Cotuit Anchorage 13229 · · · · · · 201

Cotuit Bay 13229 · · · · · · · · · · 202

Cotuit Highlands 13229 · · · · · · 202

Courses · · · · · · · · · · · · · · · · 1

Cove Harbor 12368 · · · · · · · · · 328

Cove Neck 12365 · · · · · · · · · · 342

Cove Point 12365 · · · · · · · · · · 342

Cove, The 13221 · · · · · · · · · · 243

Cow and Calf 12373· · · · · · · · · 306

Cow Neck 12358 · · · · · · · · · · 277

Cows, The 12368 · · · · · · · · · · 329

Coxens Ledge 13228 · · · · · · · · 222

Coxsackie 12348 · · · · · · · · · · 409

Craigville Beach 13229 · · · · · · · 201

Crane Neck Point 12363 · · · · · · 338

Crane Reef 12375 · · · · · · · · · · 301

Crescent Beach 13211 · · · · · · · 294

Crimbo Point 12370 · · · · · · · · 313

Cromeset Neck 13236 · · · · · · · 230

Cromeset Point 13236 · · · · · · · 229

Crookes Point 12331 · · · · · · · · 389

Cross Rip Channel 13237· · · · · · 193

Cross Rip Shoal 13237 · · · · · · · 193

Croton Point 12343· · · · · · · · · 404

Croton-on-Hudson 12343 · · · · · 404

Crow Head 13209 · · · · · · · · · · 271

Crow Point 12378· · · · · · · · · · 300

Crow Shoal 13209 · · · · · · · · · 271

Crows Nest 12343· · · · · · · · · · 406

Crows Pond 13248 · · · · · · · · · 191

■ Index ■ 457
Cruising schedules· · · · · · · · · · 15

Cuban Ledge 12366· · · · · · · · · 338

Cultivator Shoal 13204 · · · · · · · 173

Currents · · · · · · · · · · · · · 1, 177

Customs and Border Protection · · · 41

Customs Ports of Entry and

Stations · · · · · · · · · · · · 421

Cutchogue Harbor 12358· · · · · · 276

Cutty Wow Rock 13228 · · · · · · · 236

Cuttyhunk 13229, 13230 · · · · · · 219

Cuttyhunk Harbor 13229, 13230· · 219

Cuttyhunk Island 13229, 13230 · · 219

Cuttyhunk Pond 13229, 13230 · · · 219

D

Dam, Troy 12348 · · · · · · · · · · 413

Danger signal · · · · · · · · · · · · 32

Danger Zones and Restricted Area

Regulations · · · · · · · · · · 157

Dangerous Rock 12358 · · · · · · · 275

Daniels Island 13229 · · · · · · · · 202

Danskammer Point 12343 · · · · · 406

Darrow Rocks 12373 · · · · · · · · 306

Dartmouth Rock 13229· · · · · · · 235

Datum, Horizontal · · · · · · · · · · 3

Dauntless Rock 12367 · · · · · · · 334

Davenport Neck 12367 · · · · · · · 335

Davids Island 12366 · · · · · · · · 335

Davis Bank 13204· · · · · · · · · · 174

Davis Island 12373 · · · · · · · · · 305

Davis Park 12352 · · · · · · · · · · 359

Davis South Shoal 13200 · · · · · · 174

Davisville 13223 · · · · · · · · · · 257

Davisville 13229 · · · · · · · · · · 203

Day Line Park 1234 · · · · · · · · · 405

Daylight saving time · · · · · · · · 186

Dead Horse Bay 12350 · · · · · · · 380

Deep Creek Meadow 12352 · · · · · 365

Deep Reef 12366 · · · · · · · · · · 337

Deep River 12377 · · · · · · · · · · 299

Defense, Department of · · · · · · · 38

Delancey Point 12367 · · · · · · · 333

Delaware and Hudson Canal

12347 · · · · · · · · · · · · · 408

Delaware and Raritan Canal

12332 · · · · · · · · · · · · · 392

Democrat Point 12352 · · · · · · · 362

Dennis Port 13229 · · · · · · · · · 198

Department of Agriculture· · · · · · 35

Department of Agriculture, Animal

and Plant Health Inspection

Service (APHIS) Offices · · · · 422

Department of Commerce · · · · · · 35

Department of Defense · · · · · · · 38

Department of Health and Human

Services · · · · · · · · · · · · · 39

Department of Homeland Security · 39

Depths · · · · · · · · · · · · · · · · · 1

Derby 12370 · · · · · · · · · · · · 313

Dering Harbor 12358 · · · · · · · · 274

Designated Critical Habitat· · · · · 166

Despair Island 13223 · · · · · · · · 257

Devils Bridge 13233 · · · · · · · · 215

Devon 12370 · · · · · · · · · · · · 312

Dew Point· · · · · · · · · · · · · · 185

Dewitt Point 12347 · · · · · · · · · 408

Diamond Reef 12347 · · · · · · · · 407

Dickerson Channel 12352 · · · · · 362

Dighton 13221 · · · · · · · · · · · 247

Disposal areas · · · · · · · · · · · · · 7

Disposal Sites · · · · · · · · · · 8, 168

Distances · · · · · · · · · · · · · · · 2

Distress: Communication

Procedures · · · · · · · · · · · 13

Doanes Creek 13229 · · · · · · · · 197

Dobbs Ferry 12346 · · · · · · · · · 403

Documentation · · · · · · · · · · · 41

Dogfish Bar 13229 · · · · · · · · · 199

Dogfish Island 12373 · · · · · · · · 305

Dolphin Cove 12368 · · · · · · · · 330

Drawbridge Operation

Regulations · · · · · · · · · · · 70

Drawbridges · · · · · · · · · · · · 176

Dry Ledge 13236 · · · · · · · · · · 229

Duck Creek 12368 · · · · · · · · · 325

Duck Island 12374 · · · · · · · · · 302

Duck Island Bluff 12365 · · · · · · 340

Duck Island Harbor 12365 · · · · · 340

Duck Island Roads 12374· · · · · · 302

Duck Pond Point 12354 · · · · · · 314

Dumping Grounds · · · · · · · · 8, 168

Dumping of dredged material · · · · 42

Dumpling Rocks 13229· · · · · · · 233

Dumplings, The· · · · · · · · · · · 244

Dunbar Point 13243 · · · · · · · · 200

Dundee Dam 12337· · · · · · · · · 395

Dunderberg Mountain 12343· · · · 405

Dutch Island 13223· · · · · · · · · 256

Dutch Island Harbor 13223 · · · · 256

Dutch Kills 12338 · · · · · · · · · 351

Dyer Island 13223 · · · · · · · · · 247

E

East Bank 12402, 12327 · · · · · · 374

East Bay 12352 · · · · · · · · · · · 365

East Bay 13229 · · · · · · · · · · · 201

East Branch 12338 · · · · · · · · · 351

East Branch 12352 · · · · · · · · · 357

East Branch 12368 · · · · · · · · · 329

East Branch 12369 · · · · · · · · · 324

East Broad Channel 12350 · · · · · 381

East Channel 12352 · · · · · · · · 362

East Chop 13238 · · · · · · · · · · 212

East Chop Flats 13238 · · · · · · · 212

East Clump 13214 · · · · · · · · · 278

East Creek 12358 · · · · · · · · · · 276

East Crib 12373· · · · · · · · · · · 305

East Crow Island 12352 · · · · · · 365

East Fort Point 12365 · · · · · · · 342

East Greenwich 13224 · · · · · · · 258

East Haddam 12377 · · · · · · · · 299

East Hampton 13209 · · · · · · · · 272

East Harbor 13214 · · · · · · · · · 278

East Indies Rocks 12373 · · · · · · 306

East Ledge 12374 · · · · · · · · · · 302

East Mill Basin 12350· · · · · · · · 380

East Moriches 12352 · · · · · · · · 358

East Nonations 12366 · · · · · · · 336

East Norwalk 12368 · · · · · · · · 327

East Norwalk Harbor 12368 · · · · 327

East Passage 13223 · · · · · · · · · 244

East Point 13214 · · · · · · · 268, 278

East Quogue 12352 · · · · · · · · · 357

East Reef 12373· · · · · · · · · · · 304

East River 12366, 12339,

12335· · · · · · · · · · · 345, 383

East River 12373 · · · · · · · · · · 303

East River 13236 · · · · · · · · · · 229

East River Deepwater Lighted Range

12335 · · · · · · · · · · · · · 352

East Rockaway 12352· · · · · · · · 366

East Rockaway Channel 12352 · · · 367

East Rockaway Inlet 12352 · · · · · 367

East West Channel 12352· · · · · · 363

East White Rock 12368 · · · · · · · 326

Eastchester 12366 · · · · · · · · · 338

Eastchester Bay 12366 · · · · · · · 337

Eastham 13246 · · · · · · · · · · · 190

Easton Point 13223· · · · · · · · · 243

Eastport 12352 · · · · · · · · · · · 357

Eatons Neck 12365 · · · · · · · · · 339

Eatons Neck Basin 12365· · · · · · 339

Echo Bay 12367· · · · · · · · · · · 335

Echo Island 12367 · · · · · · · · · 335

Echo soundings · · · · · · · · · · · · 8

Eddie Woods Rock 13229· · · · · · 201

Eddyville 12347 · · · · · · · · · · · 408

Edgartown 13238 · · · · · · · · · · 207

Edgartown Harbor 13238· · · · · · 207

Edgartown Harbor Light 13238 · · 207

Edgewater 12341 · · · · · · · · · · 402

Edgewater Point 12367 · · · · · · · 334

Edwards Rock 13229, 13230 · · · · 220

Edwards Shoal 13241· · · · · · · · 206

Eel Grass Ground 13214 · · · · · · 281

Eel Pond 13229 · · · · · · · · · · · 203

Eel Pond 13235, 13229 · · · · · · · 217

Egg Island 12352 · · · · · · · · · · 365

Eightmile River 12375 · · · · · · · 299

Eldridge Shoal 13229· · · · · · · · 202

458 ■ Coast Pilot 2 ■ Index
Electronic Navigational Chart · · · · 9

Electronic Positioning Aids · · · · · 13

Elihu Island 13214 · · · · · · · · · 281

Elizabeth 12333· · · · · · · · · · · 393

Elizabeth Islands 13230 · · · · · · 215

Elizabeth River 12333 · · · · · · · 393

Elizabethport 12333 · · · · · · · · 393

Ellis Reef 13214· · · · · · · · · · · 282

Emerald Rock 12367 · · · · · · · · 335

Emergency Position Indicating

Radiobeacons (EPIRBs) · · · · 19

Endangered and Threatened Marine

Species · · · · · · · · · · · · 165

Endangered Marine and Anadromous

Species · · · · · · · · · · · · 165

Endeavor Shoals 13209· · · · · · · 269

Enders Island 13214 · · · · · · · · 282

English Kills 12338· · · · · · · · · 351

Environmental Protection Agency

(EPA) · · · · · · · · · · · · · · 42

Environmental Protection Agency

(EPA) Offices · · · · · · · · · 418

Erie Basin 12334 · · · · · · · · · · 383

Erie Canal· · · · · · · · · · · · · · 414

Esopus 12347 · · · · · · · · · · · · 407

Esopus Creek 12347 · · · · · · · · 408

Esopus Island 12347 · · · · · · · · 407

Esopus Meadows Light 12347 · · · 407

Essex 12375· · · · · · · · · · · · · 299

Essex Cove 12375 · · · · · · · · · · 299

Esther Island 13241 · · · · · · · · 204

Eustasia Island 12377 · · · · · · · 299

Eustis Rock 13236 · · · · · · · · · 224

Exclusive Economic Zone of the

United States · · · · · · · · · · 34

Execution Rocks 12366· · · · · · · 335

Extratropical Cyclones · · · · · · · 178

F

Fair Harbor 12352 · · · · · · · · · 360

Fair Haven 12324 · · · · · · · · · · 387

Fair Haven 12371 · · · · · · · · · · 307

Fairhaven 13229 · · · · · · · · · · 232

Falkner Island 12373 · · · · · · · · 304

Fall River 13227 · · · · · · · · · · 247

Falmouth 13230, 13229 · · · · · · 213

Falmouth Harbor 13230 · · · · · · 213

Falmouth Heights 13230, 13229 · · 213

Falmouth Inner Harbor 13230,

13229 · · · · · · · · · · · · · 213

False Channel Meadow 12352 · · · 365

False Hook 12401, 12327· · · · · · 374

False Hook Channel 12401,

12327 · · · · · · · · · · · · · 374

Fanning Point 12358 · · · · · · · · 274

Far Rockaway 12350 · · · · · · · · 382

Farm River 12373· · · · · · · · · · 306

Farm River Gut 12373 · · · · · · · 306

Farm Shoals Channel 12352 · · · · 362

Fayerweather Island 12369 · · · · · 324

Federal Communications

Commission · · · · · · · · · · 42

Federal Communications Commission

Offices · · · · · · · · · · · · · 423

Federal Water Pollution Control Act

(FWPCA) · · · · · · · · · · · · 26

Felix Ledge 13229, 13230· · · · · · 218

Ferry Point 12375 · · · · · · · · · 298

Fiddlers Cove 13236 · · · · · · · · 223

Fields Point 13225 · · · · · · · · · 251

Fighting Island 12352 · · · · · · · 365

Fire Island 12352 · · · · · · · · · · 358

Fire Island Inlet 12352 · · · · · · · 361

Fire Island Light 12352· · · · · · · 362

Fire Island National Seashore

12352 · · · · · · · · · · · · · 358

Fire Islands 12352 · · · · · · · · · 362

Fish havens · · · · · · · · · · · · 8, 38

Fish weirs · · · · · · · · · · · · · · 176

Fishers Island 13214 · · · · · · · · 267

Fishers Island Sound 13214 · · · · 278

Fishery Conservation Zone · · · · · 34

Fishing Cove 13223· · · · · · · · · 256

Fishing Rip 13204 · · · · · · · · · 174

Fishtrap areas · · · · · · · · · · · · · 8

Fishtraps · · · · · · · · · · · · · · · 38

Fiske Rock 13223 · · · · · · · · · · 246

Fitch Point 12368· · · · · · · · · · 327

Five Foot Rock 12373· · · · · · · · 306

Fivemile River 12368 · · · · · · · · 328

Flanders 12358 · · · · · · · · · · · 278

Flanders Bay 12358· · · · · · · · · 278

Flat Neck Point 12367 · · · · · · · 330

Flat Rock 13211, 13212· · · · · · · 294

Flint Point 13221 · · · · · · · · · · 243

Flint Point Ledge 13221 · · · · · · 243

Flushing 12339 · · · · · · · · · · · 349

Flushing Bay 12339· · · · · · · · · 348

Flushing Creek 12339 · · · · · · · 348

Flying Point 12373 · · · · · · · · · 305

Flynns Knoll 12401, 12327 · · · · · 374

Fog signals · · · · · · · · · · · · · · 12

Fogland Point 13221 · · · · · · · · 243

Food and Drug Administration

(FDA) · · · · · · · · · · · · · · 39

Food and Drug Administration (FDA)

Regional Offices · · · · · · · · 422

Foot Rocks 12373· · · · · · · · · · 305

Forbes Rocks 12367 · · · · · · · · 333

Forge River 12352 · · · · · · · · · 358

Forlies Rocks 12367 · · · · · · · · 333

Fort Adams 13223 · · · · · · · · · 244

Fort Hill 12377 · · · · · · · · · · · 299

Fort Jay 12334 · · · · · · · · · · · 383

Fort Lee 12341 · · · · · · · · · · · 402

Fort Phoenix 13229· · · · · · · · · 232

Fort Point 12372 · · · · · · · · · · 293

Fort Pond Bay 13209 · · · · · · · · 270

Fort Schuyler 12366 · · · · · · · · 347

Fort Slocum 12366 · · · · · · · · · 335

Fort Totten 12366 · · · · · · · · · 347

Fort Trumbull State Park 13213 · · 290

Fort Wadsworth 12334 · · · · · · · 377

Fort Washington Point 12341 · · · 402

Fort Wetherill 13223 · · · · · · · · 244

Fourfoot Rocks 12367 · · · · · · · 332

Fourteen Foot Channel 12402,

12327 · · · · · · · · · · · · · 374

Fox Creek Channel 12352 · · · · · 363

Fox Hill 13223 · · · · · · · · · · · 255

Fox Island 13223 · · · · · · · · · · 256

Fox Point 13225 · · · · · · · · · · 252

Freeport 12352 · · · · · · · · · · · 366

Freeport Creek 12352 · · · · · · · 366

Fresh Creek 12350 · · · · · · · · · 381

Fresh Kills 12331 · · · · · · · · · · 393

Friars Head 12354 · · · · · · · · · 315

Frost Creek 12367 · · · · · · · · · 343

Frost Point 12369· · · · · · · · · · 324

Fuller Rock 13225 · · · · · · · · · 252

G

Gales Ferry 12372 · · · · · · · · · 293

Galilee 13219 · · · · · · · · · · · · 265

Gallatin Rock 13229· · · · · · 201, 231

Gangway Rock 12366 · · · · · · · · 344

Gangway Rock 13214 · · · · · · · · 267

Gannet Ledge 13229 · · · · · · · · 201

Gannet Rocks 13229 · · · · · · · · 201

Gardiners Bay 13209 · · · · · · · · 271

Gardiners Island 13209 · · · · · · · 271

Gardiners Point 13209 · · · · · · · 271

Gardners Neck 13221· · · · · · · · 247

Garrett Lead 12352 · · · · · · · · · 366

Garrison 12343 · · · · · · · · · · · 406

Gaspee Point 13224· · · · · · · · · 251

Gay Head 13233 · · · · · · · · · · 215

Gazelle Rock 13229· · · · · · · · · 199

Gees Point 12343 · · · · · · · · · · 406

General bearings · · · · · · · · · · · 1

General Grants Tomb 12341 · · · · 402

General Rock 13223 · · · · · · · · 257

Geographic range · · · · · · · · · · 10

George Washington Bridge

12341 · · · · · · · · · · · · · 402

Georges Bank 13200, 13204 · · · · 172

Georges Rock 12368 · · · · · · · · 325

Georges Shoal 13204 · · · · · · · · 173

Gerritsen Creek 12350 · · · · · · · 380

Gerritsen Inlet 12350· · · · · · · · 380

■ Index ■ 459
Giants Neck 13211 · · · · · · · · · 295

Gibbs Rock 13236· · · · · · · · · · 230

Gifford Ledge 13229 · · · · · · · · 223

Gil Hodges Memorial (Marine Parkway)

Bridge 12350 · · · · · · · · · 379

Gilbert Canyon 13200 · · · · · · · 175

Gildersleeve 12378 · · · · · · · · · 300

Gilgo Beach 12352 · · · · · · · · · 363

Gilgo Heading 12352 · · · · · · · · 364

Glen Cove 12366 · · · · · · · · · · 343

Glen Cove Creek 12367· · · · · · · 344

Glen Cove Harbor 12366 · · · · · · 343

Glen Cove Landing 12366 · · · · · 343

Glen Island 12366 · · · · · · · · · 336

Glenwood Landing 12366 · · · · · 344

Global Positioning System (GPS) · · 13

Goat Island 13214 · · · · · · · · · 281

Goat Island 13223 · · · · · · · · · 244

Goethals Bridge 12333 · · · · · · · 393

Golden Spur (East Lyme) 13211 · · 295

Goodwives (Darien) River 12368 · · 328

Goose Creek 12358 · · · · · · · · · 275

Goose Island 12366 · · · · · · · · · 336

Goose Island 13214 · · · · · · · · · 279

Goose Islands 12373 · · · · · · · · 304

Goose Rocks 12373 · · · · · · · · · 304

Goose Rocks Shoals 12373 · · · · · 304

Gooseberry Island 13223 · · · 243, 257

Gooseberry Neck 13228 · · · · · · 235

Goshen Point 13212 · · · · · · · · 290

Goshen Point 13212, 13211 · · · · 294

Gould Island 13221 · · · · · · · · · 243

Gould Island 13223 · · · · · · · · · 246

Government Agencies · · · · · · · · 35

Government Printing Office · · · · 416

Governors Island 12334 · · · · · · 383

Gowanus Bay 12334 · · · · · · · · 383

Gowanus Canal 12334 · · · · · · · 383

Gowanus Flats 12334 · · · · · · · · 383

GPS Navigation System · · · · · · · 13

Grants Tomb 12341· · · · · · · · · 402

Grass Hassock Channel 12350 · · · 381

Grass Island 12352 · · · · · · · · · 363

Grassy Bay 12350 · · · · · · · · · · 382

Grassy Hammock Rocks 12368· · · 326

Grassy Island 13235, 13229 · · · · 216

Grassy Point 12343 · · · · · · · · · 405

Grassy Rocks 12367· · · · · · · · · 331

Gravesend Bay 12402 · · · · · · · · 382

Gray Gables 13236 · · · · · · · · · 225

Great Captain Island 12367· · · · · 332

Great Captain Rocks 12367· · · · · 333

Great Cove 12352 · · · · · · · · · · 361

Great Eastern Rock 13209 · · · · · 269

Great Gull Island 13212 · · · · · · 269

Great Harbor 13235, 13229 · · · · 216

Great Hill 13236 · · · · · · · · · · 229

Great Hill Point 13236 · · · · · · · 230

Great Hog Neck 12358 · · · · · · · 276

Great Island 12368 · · · · · · · · · 328

Great Kills 12331 · · · · · · · · · · 389

Great Kills Harbor 12331· · · · · · 389

Great Knob 12367 · · · · · · · · · 335

Great Lakes-Hudson River Waterway

Improvement · · · · · · · · · 414

Great Ledge 13223 · · · · · · · · · 256

Great Ledge 13235, 13229 · · · · · 216

Great Neck Creek 12352 · · · · · · 363

Great Peconic Bay 12358 · · · · · · 277

Great Point 13241 · · · · · · · · · 203

Great Rip 13237 · · · · · · · · · · 174

Great River 12352 · · · · · · · · · 360

Great River 13229 · · · · · · · · · 203

Great Rock 13229· · · · · · · · · · 200

Great Round Shoal 13244 · · · · · 192

Great Round Shoal Channel 13244 193

Great Salt Pond (New Harbor)

13217 · · · · · · · · · · · · · 264

Great Sand Creek 12352 · · · · · · 366

Great Sippewisset Rock 13229 · · · 223

Great South Bay 12352 · · · · · · · 359

Great South Beach 12352 · · · · · 362

Great South Channel 13200,

13204 · · · · · · · · · · · · · 175

Green Creek 12352 · · · · · · · · · 360

Green Flats 12347 · · · · · · · · · 408

Green Harbor 12352 · · · · · · · · 360

Green Island 12352 · · · · · · · · · 364

Green Island 12373 · · · · · · · · · 305

Green Island Bridge (State Route 7)

12348 · · · · · · · · · · · · · 413

Green Jacket Shoal 13225 · · · · · 252

Green Pond 13229 · · · · · · · · · 203

Greenport 12358 · · · · · · · · · · 274

Greenport Harbor 12358 · · · · · · 274

Greens Harbor 13213· · · · · · · · 290

Greens Ledge 12368 · · · · · · · · 326

Greenwich 12367 · · · · · · · · · · 331

Greenwich Bay 13224 · · · · · · · 258

Greenwich Cove 12367 · · · · · · · 330

Greenwich Cove 13224 · · · · · · · 258

Greenwich Harbor 12367· · · · · · 330

Greenwich Point 12367· · · · · · · 330

Gregory Point 12368 · · · · · · · · 327

Greystone Station 12346 · · · · · · 403

Griswold Island 13211 · · · · · · · 295

Groton 13213 · · · · · · · · · · · · 290

Groton Long Point 13214 · · · · · 282

Guilford 12373 · · · · · · · · · · · 304

Guilford Harbor 12373, 12372 · · · 303

Guilford Point 12373 · · · · · · · · 303

Gulf, The 12370· · · · · · · · · · · 311

Gull Island 12358 · · · · · · · · · · 275

Gull Island 13229, 13230 · · · · · · 219

Gull Point 13224 · · · · · · · · · · 250

Gull Pond 12358 · · · · · · · · · · 273

Gull Rock 12374 · · · · · · · · · · 303

Gull Rocks 12373 · · · · · · · · · · 306

Gull Rocks 13223 · · · · · · · · · · 245

Gut, The 12368 · · · · · · · · · · · 328

Guttenberg 12341 · · · · · · · · · 402

H

Hackensack River 12337 · · · · · · 396

Haddam Island 12377 · · · · · · · 300

Hadley Harbor 13235, 13229 · · · · 218

Hadley Rock 13235, 13229 · · · · · 216

Halesite 12365 · · · · · · · · · · · 341

Half Acre Rock 12373· · · · · · · · 303

Halfmile Rock 13228 · · · · · · · · 236

Halfmoon Shoal 13237 · · · · · · · 193

Halftide Rock 12375 · · · · · · · · 301

Halftide Rock 13236 · · · · · · · · 224

Halfway Ledge 13223 · · · · · · · · 256

Halfway Rock 13223 · · · · · · · · 246

Halfway Rock 13228 · · · · · · · · 236

Hallets Point 12339· · · · · · · · · 350

Hallets Rock 13229 · · · · · · · · · 199

Hallock Bay 12358 · · · · · · · · · 273

Hamburg 12375 · · · · · · · · · · 299

Hamburg Cove 12375 · · · · · · · 299

Hamilton Beach 12350 · · · · · · · 381

Hamlin Point 13229 · · · · · · · · 223

Hammett Cove 13236 · · · · · · · 230

Hammock River 12374 · · · · · · · 303

Hammonasset Point 12374· · · · · 303

Hammonasset River 12374 · · · · · 302

Hammonasset State Park 12374 · · 303

Hampton Bays 12352 · · · · · · · · 356

Handkerchief Shoal 13244 · · · · · 192

Handy Point 13236 · · · · · · · · · 224

Harbor Bluff 13229 · · · · · · · · · 200

Harbor entrances · · · · · · · · · · 168

Harbor Ledge 12368 · · · · · · · · 329

Harbormasters · · · · · · · · · · · 186

Harlem River 12339, 12342 · · · · 350

Harmon 12343 · · · · · · · · · · · 404

Harrison Island 12367 · · · · · · · 335

Hart Cove 12352 · · · · · · · · · · 357

Hart Island 12366· · · · · · · · · · 336

Hart Island Roads 12366 · · · · · · 337

Hartford 12378 · · · · · · · · · · · 301

Harthaven 13238 · · · · · · · · · · 208

Harwich Port 13229 · · · · · · · · 197

Hashamomuck Pond 12358 · · · · 274

Haskell Island 13236 · · · · · · · · 230

Hastings-on-Hudson 12346 · · · · 403

Hatchett Point 13211· · · · · · · · 295

Hatchett Reef 13211 · · · · · · · · 295

Haunts Creek 12352 · · · · · · · · 365

Haverstraw 12343 · · · · · · · · · 404

Haverstraw Bay 12343 · · · · · · · 404

460 ■ Coast Pilot 2 ■ Index
Hawes Shoal 13241 · · · · · · · · · 206

Hawtree Basin 12350 · · · · · · · · 381

Hay Beach Point 12358· · · · · · · 273

Hay Harbor 13214 · · · · · · · · · 279

Haycock Ledge 13223 · · · · · · · 244

Haycock Point 12373 · · · · · · · · 305

Haydens Point 12375 · · · · · · · · 299

Haywater Cove 12358· · · · · · · · 276

Head of Bay 12350 · · · · · · · · · 382

Head of the Harbor 13241 · · · · · 206

Health and Human Services,

Department of · · · · · · · · · 39

Heckscher State Park 12352 · · · · 360

Hedge Fence 13237· · · · · · · · · 193

Heights · · · · · · · · · · · · · · · · 2

Helicopter evacuation · · · · · · · · 17

Hell Gate 12339· · · · · · · · · · · 350

Hell Gate Bridge 12339· · · · · · · 350

Hempstead Bay 12352 · · · · · · · 364

Hempstead Harbor 12366 · · · · · 343

Hen and Chickens 12367 · · · 332, 334

Hen and Chickens 12375 · · · · · · 301

Hen and Chickens 13218 · · · · · · 222

Hen Cove 13236 · · · · · · · · · · 224

Hen Island 12367 · · · · · · · · · · 333

Hendrix Creek 12350 · · · · · · · · 381

Herring River 13229 · · · · · · · · 198

Hewlett Bay 12352 · · · · · · · · · 367

Hewlett Point 12366 · · · · · · · · 345

Hicks Beach 12352 · · · · · · · · · 367

Hicks Island 13209 · · · · · · · · · 270

Hicks Ledge 12367 · · · · · · · · · 335

Higganum Creek 12377 · · · · · · 300

High Hill Point 13221 · · · · · · · 243

High Island 12366 · · · · · · · · · 337

High Island 12373 · · · · · · · · · 305

High Rock 13211, 13212 · · · · · · 294

High Tor 12343 · · · · · · · · · · · 404

Highland Falls 12343 · · · · · · · · 406

Highland Light 13246 · · · · · · · 190

Highland Park 12332 · · · · · · · · 392

Highlands 12324 · · · · · · · · · · 386

Highlands 13246 · · · · · · · · · · 190

Highlands of Navesink 12326· · · · 370

Highwater Rock 12368 · · · · · · · 329

Hitchcock Rock 12367 · · · · · · · 330

Hither Creek 13241· · · · · · · · · 204

Hoadley Point 12373 · · · · · · · · 304

Hoboken 12335 · · · · · · · · · · · 402

Hodges Rock 13229· · · · · · · · · 201

Hoffman Island 12402, 12327 · · · 388

Hog Back 12339 · · · · · · · · · · 350

Hog Back 13213 · · · · · · · · · · 291

Hog Creek Point 13209· · · · · · · 272

Hog Island 13224 · · · · · · · 247, 250

Hog Island Channel 12352 · · · · · 366

Hog Neck 13236 · · · · · · · · · · 229

Hog Neck Bay 12358 · · · · · · · · 276

Holmes Hill 12358 · · · · · · · · · 276

Holmes Rock 12339 · · · · · · · · 350

Holyoke · · · · · · · · · · · · · · · 301

Homeland Security Advisory

System · · · · · · · · · · · · · 32

Homeland Security, Department of · 39

Hook Mountain 12343 · · · · · · · 404

Hook of the Cape 13246 · · · · · · 189

Hope Island 13223 · · · · · · · · · 257

Horizontal Datum · · · · · · · · · · · 3

Horse in Bank 12354 · · · · · · · · 315

Horse Neck 13224 · · · · · · · · · 258

Horseneck Beach 13228 · · · · · · 235

Horseneck Point 13228· · · · · · · 235

Horseshoe Cove 12327, 12401 · · · 384

Horseshoe Cove 12358 · · · · · · · 277

Horseshoe Harbor 12367 · · · · · · 335

Horseshoe Reef 13213 · · · · · · · 284

Horseshoe Shoal 13237· · · · · · · 193

Horton Point Light 12354 · · · · · 314

Hospital Cove 13236 · · · · · · · · 224

Housatonic River 12370 · · · · · · 312

Howard Beach 12350 · · · · · · · · 381

Huckleberry Island 12366 · · · · · 335

Hudson 12347 · · · · · · · · · · · 409

Hudson Canyon 12300, 12326 · · · 175

Hudson Canyon 12326 · · · · · · · 370

Hudson Channel 12352· · · · · · · 366

Hudson River 12335, 12341,

12345-12346, 12343,

12347-12348 · · · · · · · · · 399

Hudson River Channel 12327 · · · 373

Hull Cove 13223 · · · · · · · · · · 244

Huntington 12365 · · · · · · · · · 341

Huntington Bay 12365 · · · · · · · 340

Huntington Harbor 12365 · · · · · 341

Hunts Point 12339 · · · · · · · · · 349

Hunts Rock Breakwater 13229 · · · 235

Hurricane · · · · · · · · · · · · · · 179

Hurricane Havens · · · · · · · · · 180

Hurricane Havens Handbook for the

North Atlantic Ocean · · · · · 180

Hurricane Warnings and

Forecasts · · · · · · · · · · · 179

Hutchinson River 12366 · · · · · · 337

Hyannis 13229 · · · · · · · · · · · 200

Hyannis Harbor 13229 · · · · · · · 200

Hyannis Point 13229 · · · · · · · · 201

Hyannis Port 13229· · · · · · · · · 200

Hyde Park 12347 · · · · · · · · · · 407

Hydrographer Canyon 13200· · · · 175

Hydrographic survey source

diagrams · · · · · · · · · · · · · 4

I

Ice· · · · · · · · · · · · · · · · · · 185

Ida Lewis Rock 13223· · · · · · · · 245

Immigration and Naturalization

Service Offices· · · · · · · · · 422

India Point 13225· · · · · · · · · · 252

Indian Harbor 12367 · · · · · · · · 330

Indian Kill 12347 · · · · · · · · · · 407

Indian Point 12343 · · · · · · · · · 405

Indian Reef 12373 · · · · · · · · · 303

Indian River 12374 · · · · · · · · · 303

Inland Waterways Navigation

Regulations · · · · · · · · · · 110

International Code of Signals · · · 417

International distress signals · · · · 14

International Ice Patrol (IIP) · · · · 185

Intrepid Rock 13214 · · · · · · · · 282

Inwood 12350· · · · · · · · · · · · 382

Iona Island 12343· · · · · · · · · · 405

Irvington 12346· · · · · · · · · · · 403

Island Channel 12350 · · · · · · · 380

Island Creek 12352 · · · · · · · · · 365

Island Park 12352· · · · · · · · · · 366

Islip 12352 · · · · · · · · · · · · · 360

J

Jacobs Point 12358 · · · · · · · · · 314

Jamaica Bay 12350 · · · · · · · · · 379

James Creek 12358 · · · · · · · · · 277

Jamestown 13223· · · · · · · · · · 246

Jamestown-North Kingstown Bridge

13223 · · · · · · · · · · · · · 256

Jeffrey Point 12373 · · · · · · · · · 305

Jeffrey Rock 12373 · · · · · · · · · 305

Jennings Point 12358· · · · · · · · 274

Jersey City 12335 · · · · · · · · · · 402

Jersey Flats 12334 · · · · · · · · · 383

Jerusalem 13219 · · · · · · · · · · 265

Jessup Neck 12358 · · · · · · · · · 276

Jobs Neck 13233 · · · · · · · · · · 218

Jockey Creek 12358· · · · · · · · · 275

Joe Burris Ledge 13228· · · · · · · 236

John F. Kennedy (New York)

International Airport 12350· · 382

Johns Rock 13211 · · · · · · · · · 295

Johnson Point 12373 · · · · · · · · 306

Johnsons Creek 12369 · · · · · · · 321

Jones Beach Coast Guard Station · 365

Jones Beach State Park 12352 · · · 364

Jones Inlet 12352 · · · · · · · · · · 365

Jones Island 12352 · · · · · · · · · 365

Jones Point 12343 · · · · · · · · · 405

Jones Rocks 12367 · · · · · · · · · 331

Jordan Cove 13211, 13212 · · · · · 294

Joshua Cove 12373 · · · · · · · · · 304

Juniper Point 13235, 13229 · · · · 216

■ Index ■ 461
K

Katama Bay 13238 · · · · · · · · · 207

Keansburg 12331 · · · · · · · · · · 389

Kellys Bay· · · · · · · · · · · · · · 199

Kelsey Point 12374 · · · · · · · · · 302

Kelsey Point Breakwater 12374 · · 302

Kettle Bottom Rock 13223 · · · · · 244

Keyport 12331 · · · · · · · · · · · 390

Keyport Harbor 12331 · · · · · · · 389

Kickamuit River 13221 · · · · · · · 247

Kill Pond Bar 13229 · · · · · · · · 196

Kill Van Kull 12333 · · · · · · · · · 393

Kimberly Reef 12374 · · · · · · · · 303

Kings Park 12363 · · · · · · · · · · 339

Kings Point 12366 · · · · · · · · · 345

Kingston 12347· · · · · · · · · · · 408

Kingston Point 12347 · · · · · · · 408

Kingston-Rhinecliff Bridge State

Route 199 12347 · · · · · · · 408

Kitemaug 12372 · · · · · · · · · · 293

Knob, The 13229 · · · · · · · · · · 223

Knox Point 13229, 13230· · · · · · 219

Knubble, The 13228 · · · · · · · · 235

L

L’Hommedieu Shoal 13237· · · · · 193

La Guardia Airport 12339 · · · · · 349

Lackeys Bay 13233 · · · · · · · · · 218

Lagoon Pond 13238 · · · · · · · · 213

Lake Champlain · · · · · · · · · · 414

Lake Montauk 13209 · · · · · · · · 270

Lake Tashmoo 13233 · · · · · · · · 214

Larchmont Harbor 12367 · · · · · 334

Latimer Reef 13214· · · · · · · · · 281

Laurel 12377 · · · · · · · · · · · · 296

Laurence Harbor 12331 · · · · · · 390

Lawrence Point 12339 · · · · · · · 350

Lawtons 13223 · · · · · · · · · · · 247

Lee River 13221· · · · · · · · · · · 247

Leetes Island Quarry 12373 · · · · 304

Leetes Rocks 12373· · · · · · · · · 304

Legal public holidays · · · · · · · · 187

Lemon Creek 12331 · · · · · · · · 389

Leonardo 12327· · · · · · · · · · · 387

Lewis Bay 13229 · · · · · · · · · · 200

Lewis Pond 13229 · · · · · · · · · 199

Liberty Island 12334 · · · · · · · · 383

Lieutenant River 12375· · · · · · · 298

Light and fog signal characteristics· · 2

Light Lists · · · · · · · · · · · · · · 12

Light Lists (United States and

Possessions) · · · · · · · · · · 417

Lighthouse Point 12371 · · · · · · 309

Lights · · · · · · · · · · · · · · · · 10

Light-sector bearings · · · · · · · · · 1

Lindenhurst 12352 · · · · · · · · · 363

Lionhead Rock 13209· · · · · · · · 272

List of Lights (Foreign Countries) · 417

Little Bay 12366 · · · · · · · · · · 347

Little Bay 13229 · · · · · · · · · · 231

Little Bird Island 13236 · · · · · · 229

Little Captain Island 12367· · · · · 332

Little Compton 13221 · · · · · · · 243

Little Cows, The 12369 · · · · · · · 324

Little Ferry 12337 · · · · · · · · · 397

Little Gull Island 13212 · · · · · · 269

Little Gull Reef 13212 · · · · · · · 269

Little Harbor 13235, 13229· · · · · 217

Little Hell Gate 12339 · · · · · · · 350

Little Ida Lewis Rock 13223 · · · · 245

Little Island 13229 · · · · · · 202, 223

Little Island 13236 · · · · · · · · · 230

Little Mermaid 12373· · · · · · · · 306

Little Narragansett Bay 13214 · · · 279

Little Neck Bay 12366 · · · · · · · 345

Little Peconic Bay 12358 · · · · · · 276

Little Pleasant Bay 13248· · · · · · 192

Little River 13229· · · · · · · · · · 203

Little Rock 13211 · · · · · · · · · · 294

Little Round Shoal 13244 · · · · · 192

Little Seatuck Creek 12352· · · · · 357

Little Silver Creek 12324 · · · · · · 387

Little Southwest Rock 13228· · · · 235

Little Stony Point 12343 · · · · · · 406

Little Whale 13223 · · · · · · · · · 255

Lloyd Harbor 12365 · · · · · · · · 341

Lloyd Neck 12365· · · · · · · · · · 342

Lloyd Point 12365 · · · · · · · · · 342

Lobster pots· · · · · · · · · · · · · 176

Local magnetic disturbances · · · · · 8

Local Notice to Mariners · · · · · · · 9

Lock and Dam, Troy 12348 · · · · · 413

Locust Point 12324 · · · · · · · · · 387

Locust Point 12366 · · · · · · · · · 338

Lone Rock 13229 · · · · · · · · · · 201

Lone Rock 13233 · · · · · · · 215, 218

Lone Rock 13238 · · · · · · · · · · 208

Long Beach 12352 · · · · · · · · · 366

Long Beach Point 12358 · · · · · · 273

Long Beach Point 13236 · · · · · · 229

Long Creek 12352 · · · · · · · · · 365

Long Island 13229 · · · · · · · · · 231

Long Island Intracoastal Waterway

12352 · · · · · · · · · · · · · 356

Long Neck Point 12368· · · · · · · 328

Long Point 12352· · · · · · · · · · 359

Long Point 13224· · · · · · · · · · 258

Long Sand Shoal 12354 · · · · · · 301

Long Shoal 13241 · · · · · · · · · 206

Loran · · · · · · · · · · · · · · · · 168

LORAN-C· · · · · · · · · · · · · · · 13

Lord Cove 12375 · · · · · · · · · · 298

Lords Passage 13214 · · · · · · · · 267

Lovers Island 12373 · · · · · · · · 306

Lower Bay 12327 · · · · · · · · · · 374

Lower Nyack Landing 12343 · · · · 403

Lucas Shoal 13233 · · · · · · · · · 214

Lumber Rock 13228 · · · · · · · · 235

Luminous range · · · · · · · · · · · 10

Luppatatong Creek 12331 · · · · · 390

Lydonia Canyon 13200 · · · · · · · 175

M

Mackerel Cove 13223 · · · · · · · · 244

Madaket Harbor 13241 · · · · · · · 204

Madison 12374 · · · · · · · · · · · 303

Madison Reef 12374 · · · · · · · · 303

Maelstrom, The 12347 · · · · · · · 408

Magazine Point 12343 · · · · · · · 406

Magnetic disturbances, local · · · · · 8

Maidstone Park 13209 · · · · · · · 272

Main Channel 13237 · · · · · · · · 193

Maltby Cove 12373 · · · · · · · · · 305

Mamaroneck 12367· · · · · · · · · 334

Mamaroneck Harbor 12367 · · · · 333

Mandatory Ship Reporting

System· · · · · · · · · · · · · 171

Manhasset Bay 12366· · · · · · · · 344

Manhassett Creek 12324 · · · · · · 387

Manhattan Beach 12350 · · · · · · 380

Manhattan Bridge 12335 · · · · · · 352

Manning Requirements· · · · · · · 164

Manorhaven 12366 · · · · · · · · · 345

Manresa Island 12368 · · · · · · · 326

Mansfield Point 12373 · · · · · · · 307

Manursing Island Reef 12367· · · · 332

Marine Broadcast Notices to

Mariners · · · · · · · · · · · · · 9

Marine Pollution · · · · · · · · · · · 26

Marine Product Dissemination

Information · · · · · · · · 37, 417

Marine Protected Areas (MPAs) · · · 35

Marine Sanitation Device

Standard· · · · · · · · · · · · 162

Marine Weather Forecasts · · · 37, 421

Marine Weather Services

Charts · · · · · · · · · · · 24, 417

Mariners Harbor 12333· · · · · · · 394

Marion 12337 · · · · · · · · · · · · 396

Marion 13236 · · · · · · · · · · · · 230

Maritime Academy, Massachusetts

13236 · · · · · · · · · · · · · 228

Maritime Security (MARSEC) Levels,

USCG · · · · · · · · · · · · · · 32

Marks Cove 13236 · · · · · · · · · 230

Marlboro 12347· · · · · · · · · · · 407

Marsh Island 13224· · · · · · · · · 251

Martha’s Vineyard 13233 · · · · · · 206

Mashnee Island 13236 · · · · · · · 224

462 ■ Coast Pilot 2 ■ Index
Mashomack Point 12358 · · · · · · 275

Mashpee Neck 13229 · · · · · · · · 202

Mason Island 13214· · · · · · · · · 282

Mason Point 13214 · · · · · · · · · 282

Maspeth Creek 12338· · · · · · · · 351

Massachusetts Maritime Academy

13236 · · · · · · · · · · · · · 228

Mastic 12352 · · · · · · · · · · · · 358

Masury Point 12352 · · · · · · · · 358

Matawan Creek 12331 · · · · · · · 390

Matawan Point 12331· · · · · · · · 389

Matinecock Point 12367 · · · · · · 343

Mattapoisett 13229 · · · · · · · · · 231

Mattapoisett Harbor 13229 · · · · · 231

Mattapoisett Ledge 13229 · · · · · 231

Mattapoisett Neck 13229 · · · · · · 231

Mattituck 12358 · · · · · · · · · · 314

Mattituck Inlet 12358· · · · · · · · 314

Matunuck 13215 · · · · · · · · · · 266

Matunuck Point 13215 · · · · · · · 266

McBlair Shoal 13237 · · · · · · · · 175

McCorrie Point 13221 · · · · · · · 243

Meadow Island 12352· · · · · · · · 365

Meadow Island 13236· · · · · · · · 230

Measured Courses · · · · · · · · · 423

Medical advice and/or evacuation · · 19

Meeting House Pond 13248 · · · · 192

Meetinghouse Creek 12358· · · · · 278

Megansett 13236 · · · · · · · · · · 223

Megansett Harbor 13236 · · · · · · 223

Melton Ledge 13213 · · · · · · · · 291

Melville 13223 · · · · · · · · · · · 247

Menauhant 13229 · · · · · · · · · 203

Mendells Rock 13236 · · · · · · · · 230

Menemsha 13233 · · · · · · · · · · 215

Menemsha Basin 13233 · · · · · · 215

Menemsha Bight 13233 · · · · · · 215

Menemsha Creek 13233 · · · · · · 215

Menemsha Pond 13233 · · · · · · · 215

Menunketesuck Island 12374 · · · 301

Menunketesuck River 12374 · · · · 302

Mercator projection · · · · · · · · · · 3

Merchant Marine Academy, U.S.

12366 · · · · · · · · · · · · · 345

Merrick Creek 12352 · · · · · · · · 365

Miamogue Point 12358 · · · · · · · 277

Mianus 12367 · · · · · · · · · · · · 330

Mianus River 12367· · · · · · · · · 330

Mid Hudson Bridge (U.S. 44)

12347 · · · · · · · · · · · · · 407

Middle Bay 12352 · · · · · · · · · · 366

Middle Beach 12374 · · · · · · · · 303

Middle Cove 12375 · · · · · · · · · 299

Middle Ground 12367 · · · · · · · 335

Middle Ground 13214 · · · · · · · 279

Middle Ground 13229, 13230· · · · 220

Middle Ground 13233 · · · · · · · 214

Middle Ground 13238 · · · · · · · 208

Middle Ground Flats 12347· · · · · 409

Middle Ledge 13229, 13230 · · · · 220

Middle Ledge 13235 · · · · · · · · 216

Middle Reef 12366 · · · · · · · · · 336

Middle Rip 13204 · · · · · · · · · · 174

Middle Shoal Rock 13212· · · · · · 269

Middletown 12378 · · · · · · · · · 300

Midland Beach 12402, 12327 · · · · 388

Midway Shoal 13209 · · · · · · · · 272

Milburn Creek 12352 · · · · · · · · 366

Milford Harbor 12370 · · · · · · · 311

Milford Point 12370 · · · · · · · · 312

Military Academy, U.S. 12343 · · · 406

Mill Basin 12350 · · · · · · · · · · 380

Mill Cove 13223· · · · · · · · · · · 256

Mill Creek 12350 · · · · · · · · · · 380

Mill Creek 12358 · · · · · · · 274, 276

Mill Creek 13229 · · · · · · · · · · 196

Mill Neck Creek 12365 · · · · · · · 343

Mill Pond 12367 · · · · · · · · · · 333

Mill River 12371 · · · · · · · · · · 307

Mill Rock 12339 · · · · · · · · · · 350

Millstone Point 13211, 13212 · · · 294

Milton Harbor 12367 · · · · · · · · 333

Milton Point 12367 · · · · · · · · · 333

Mineclearing-Caution · · · · · · · · 28

Minimum under-keel clearance · · 372

Minimum under-keel clearance for

selected areas of the Harbor

Safety, Navigation and Operations

Committee of the Port of

New York and New Jersey · · · 372

Mishaum Ledge 13228 · · · · · · · 222

Mishaum Point 13229 · · · · · · · 235

Mitchell River 13229 · · · · · · · · 196

Mitchell Rock 13223 · · · · · · · · 245

Mohegan Bluffs 13217 · · · · · · · 263

Money Island 12373 · · · · · · · · 305

Monomoy Island 13237· · · · · · · 195

Monomoy Point 13244 · · · · · · · 192

Monomoy Shoals 13244 · · · · · · 192

Montauk 13209 · · · · · · · · · · · 270

Montauk Harbor 13209· · · · · · · 270

Montauk Point 13209· · · · · · · · 269

Montauk Shoal 13209 · · · · · · · 269

Montville Station 12372 · · · · · · 293

Monument Beach 13236 · · · · · · 225

Monument, Sailors and Soldiers

12341 · · · · · · · · · · · · · 402

Morgan 12331 · · · · · · · · · · · 390

Morgan Point 13214 · · · · · · · · 282

Moriches Bay 12352 · · · · · · · · 357

Moriches Inlet 12352 · · · · · · · · 358

Morris Cove 12371 · · · · · · · · · 307

Morris Island 13248 · · · · · · · · 191

Morris Rock 12365 · · · · · · · · · 342

Morses Creek 12333 · · · · · · · · 392

Moses Point 12365 · · · · · · · · · 342

Mosher Ledge 13229 · · · · · · · · 231

Moshers Point 13229 · · · · · · · · 235

Mosquito Cove 12366· · · · · · · · 344

Mott Point 12366 · · · · · · · · · · 344

Motts Basin 12350 · · · · · · · · · 382

Motts Creek 12350 · · · · · · · · · 382

Mount Hope 13221 · · · · · · · · · 247

Mount Hope Bay 13221· · · · · · · 247

Mount Hope Bridge 13221 · · · · · 247

Mount Misery 12362 · · · · · · · · 316

Mount Misery Shoal 12362 · · · · · 316

Mount Prospect 13214 · · · · · · · 268

Mount Sinai Harbor 12362 · · · · · 316

Mouse Island 13214· · · · · · · · · 282

MSR (North Atlantic right whales) · 171

Mud (West Senix) Creek 12352· · · 358

Mud Creek 12352 · · · · · · · 359, 363

Mud Creek 12358 · · · · · · · · · · 276

Mud Gorge 12300, 12326· · · · · · 175

Mud Gorge 12326· · · · · · · · · · 370

Mumford Cove 13213, 13212,

13214 · · · · · · · · · · · · · 284

Muskeget Channel 13233· · · · · · 206

Muskeget Island 13241 · · · · · · · 204

Musselbed Shoals 13224 · · · · · · 247

Mutton Shoal 13233 · · · · · · · · 206

Mystic 13214 · · · · · · · · · · · · 283

Mystic Harbor 13214 · · · · · · · · 282

Mystic River 13214 · · · · · · · · · 282

Mystic Seaport Museum 13214· · · 283

N

Namequoit Point 13248 · · · · · · 192

Namequoit River 13248 · · · · · · 192

Nannaquaket Pond 13221 · · · · · 243

Nantucket (Great Point) Light

13241 · · · · · · · · · · · · · 203

Nantucket 13242 · · · · · · · · · · 204

Nantucket Harbor 13242 · · · · · · 204

Nantucket Island 13241 · · · · · · 203

Nantucket Shoals 13204, 13200,

13237 · · · · · · · · · · · · · 173

Nantucket Shoals 13237 · · · · · · 193

Nantucket Shoals Lighted Whistle

Buoy N 13204, 13200 · · · · · 174

Nantucket Sound 13237 · · · · · · 192

Napatree Beach 13214 · · · · · · · 279

Napatree Point 13214· · · · · · · · 279

Napatree Point Ledge 13214 · · · · 279

Napeague Bay 13209 · · · · · · · · 270

Napeague Harbor 13209 · · · · · · 270

Narragansett Bay 13221 · · · · · · 239

Narragansett Pier 13223 · · · · · · 255

Narraskatuck Creek 12352 · · · · · 364

Narrow Bay 12352 · · · · · · · · · 358

Narrow channels · · · · · · · · · · · 32

■ Index ■ 463
Narrows 13214 · · · · · · · · · · · 284

Narrows, The 12334, 12402 · · · · 383

Narrows, The 12352 · · · · · · · · 366

Narrows, The 13248 · · · · · · · · 192

Nashawena Island 13229, 13230,

13233 · · · · · · · · · · · · · 218

Nasketucket Bay 13229 · · · · · · · 231

Nasketucket River 13229 · · · · · · 231

Nassau Point 12358· · · · · · · · · 276

National Data Buoy Center

Meteorological Buoys · · · · · 37

National Environmental Satellite, Data,

and Information Service

(NESDIS) · · · · · · · · · · · · 38

National Geospatial-Intelligence

Agency · · · · · · · · · · · · · · 9

National Geospatial-Intelligence

Agency (NGA)· · · · · · · · · · 38

National Geospatial-Intelligence Agency

Procurement Information · · 416

National Hurricane Center/Tropical

Prediction Center · · · · · · · 179

National Institute of Standards and

Technology · · · · · · · · · · · 24

National Ocean Service (NOS)· · · · 35

National Ocean Service Offices · · · 415

National Seashore, Fire Island

12352 · · · · · · · · · · · · · 358

National Weather Service (NWS) · · 37

National Weather Service

Offices · · · · · · · · · · · 37, 421

National Weather Service Port

Meteorological Officers

(PMOs) · · · · · · · · · · · · · 38

Naugatuck River 12370· · · · · · · 312

Nauset Bay 13246· · · · · · · · · · 190

Nauset Beach 13248 · · · · · · · · 191

Nauset Beach Light 13246 · · · · · 190

Nauset Harbor 13246 · · · · · · · · 190

Naushon Island 13233 · · · · · · · 218

Nautical Almanac · · · · · · · · · · 417

Nautical charts · · · · · · · · · · · · 36

Naval Observatory · · · · · · · · · · 39

Navesink River 12325, 12324· · · · 385

Navigation and Navigable Waters · · 43

Navigation Guidelines,

Narragansett Bay · · · · · · · 240

Navigation Regulations· · · · · · · 148

Navigation Rules · · · · · · · · 30, 417

Navigation Safety Regulations · · · 110

NAVTEX · · · · · · · · · · · · · · · 22

Nayatt Point 13224 · · · · · · · · · 251

Nebraska Shoal 13215 · · · · · · · 266

Neck, The 13229 · · · · · · · · · · 196

Ned Point 13229 · · · · · · · · · · 231

Neds Creek 12352· · · · · · · · · · 365

Negro Bar Channel 12350 · · · · · 382

Negro Heads 12373 · · · · · · · · · 305

Negro Ledge 13229 · · · · · · · · · 232

Negro Point 12339 · · · · · · · · · 350

Neguntatogue Creek 12352 · · · · 363

Neptune Island 12366 · · · · · · · 336

New Baltimore 12348· · · · · · · · 409

New Bedford 13229 · · · · · · · · · 232

New Bedford Harbor 13229· · · · · 231

New Brighton 12333 · · · · · · · · 394

New Brunswick 12332 · · · · · · · 390

New Hamburg 12347 · · · · · · · · 407

New Haven 12371· · · · · · · · · · 307

New Haven Harbor 12371 · · · · · 307

New London 13213 · · · · · · · · · 290

New London Coast Guard Station

13213 · · · · · · · · · · · · · 290

New London Harbor 13213· · · · · 290

New London Ledge 13213 · · · · · 290

New London Ledge Light 13213 · · 290

New Milford 12337 · · · · · · · · · 396

New Rochelle 12367 · · · · · · · · 335

New Rochelle Harbor 12366 · · · · 336

New Suffolk 12358 · · · · · · · · · 277

New Windsor 12343 · · · · · · · · 406

New York City Department of Ports

and Terminals · · · · · · · · · 377

New York Harbor 12327· · · · 369, 372

New York Maritime College

12366 · · · · · · · · · · · · · 347

New York Naval Shipyard 12335 · · 352

New York State Canal System · · · 413

Newark 12337· · · · · · · · · · · · 395

Newark Bay 12333, 12337 · · · · · 394

Newburg-Beacon Bridge (IS 84)

12343 · · · · · · · · · · · · · 406

Newburgh 12343 · · · · · · · · · · 406

Newfoundland Reef 12367 · · · · · 330

Newport 13223 · · · · · · · · · · · 244

Newport Harbor 13223 · · · · · · · 244

Newport Neck 13223 · · · · · · · · 243

Newton Rock 13223 · · · · · · · · 244

Newtown Creek 12338 · · · · · · · 351

Niantic 13211 · · · · · · · · · · · · 294

Niantic Bay 13211 · · · · · · · · · 294

Niantic River 13211· · · · · · · · · 295

Nickersons Neck 13248· · · · · · · 191

Nicks Point 12352 · · · · · · · · · 365

Nicoll Bay 12352 · · · · · · · 360, 362

Nicoll Island 12352 · · · · · · · · · 360

Nicoll Point 12352 · · · · · · · · · 360

Nicoll Point 12358 · · · · · · · · · 275

Nine (9) nautical mile natural

resources boundary · · · · · · 34

Ninigret Pond 13215 · · · · · · · · 266

Nissequogue River 12363· · · · · · 339

NIST Time and Frequency

Dissemination Services, Special

Publication 432· · · · · · · · · 25

NOAA Weather Radio · · · · 24, 37, 421

Noank 13214 · · · · · · · · · · · · 282

Nobska Point 13230, 13229 · · · · 214

Nobska Point Ledges 13230,

13229 · · · · · · · · · · · · · 214

No-Discharge

Zone · · · 264, 287, 289, 319, 385

No-Discharge Zone 12364 · · · · · 334

No-Discharge Zone 12335, 12341,

12343, 12348 · · · · · · · · · 400

No-Discharge Zone 12362 · · · · · 317

No-Discharge Zone 12365 · · · · · 341

No-Discharge Zone 13209 · · · · · 271

No-Discharge Zone 13214 · · · · · 281

No-Discharge Zone 13218 · · · · · 222

No-Discharge Zone 13228, 13218 · 236

No-Discharge Zone 13229· · · 198, 203

No-Discharge Zone 13229, 13237 · 196

No-Discharge Zone 13241, 13237 · 204

No-Discharge Zones · · · · · · · · · 26

Nomans Land 13233 · · · · · · · · 215

Nominal range · · · · · · · · · · · · 10

Nonamesset Island 13235,

13229 · · · · · · · · · · · · · 216

Nonamesset Shoal 13235, 13229 · · 216

Nonquitt 13229 · · · · · · · · · · · 235

Noroton Neck 12368 · · · · · · · · 328

Noroton Point 12368 · · · · · · · · 327

North Atlantic Right

Whales· · · · · · · · · · 169, 189,

204, 263, 355, 372

North Atlantic Right Whales

13200 · · · · · · · · · · · · · 175

North Bay 13229 · · · · · · · · · · 202

North Brother 13211 · · · · · · · · 295

North Brother Island 12339 · · · · 349

North Channel 12350· · · · · · · · 380

North Channel 13237· · · · · · · · 193

North Chatham 13246 · · · · · · · 191

North Cove 12375 · · · · · · · · · 298

North Dumpling 13214· · · · · · · 278

North Falmouth 13236 · · · · · · · 223

North Germantown 12347 · · · · · 409

North Haven Peninsula 12358 · · · 275

North Ledge 12367 · · · · · · · · · 335

North Manursing Island 12367· · · 332

North Point 13233 · · · · · · · · · 218

North Race 12358· · · · · · · · · · 277

North River 12335, 12341,

12345-12346, 12343,

12347-12348 · · · · · · · · · 399

North Sea Harbor 12358 · · · · · · 276

Northport 12365 · · · · · · · · · · 340

Northport Basin 12365 · · · · · · · 339

Northport Bay 12365 · · · · · · · · 340

Northport Harbor 12365 · · · · · · 340

Northwest Harbor 12358 · · · · · · 275

Northwest Point 12350 · · · · · · · 382

Norton Point 12350· · · · · · · · · 382

464 ■ Coast Pilot 2 ■ Index
Norton Point 12402· · · · · · · · · 382

Norton Point 13233· · · · · · · · · 215

Norton Shoal 13241 · · · · · · · · 206

Norwalk 12368 · · · · · · · · · · · 327

Norwalk Cove 12368 · · · · · · · · 327

Norwalk Harbor 12368 · · · · · · · 326

Norwalk Islands 12368 · · · · · · · 325

Norwalk River 12368 · · · · · · · · 326

Norwich 12372 · · · · · · · · · · · 293

Notice to Mariners · · · · · · · · · · 9

Notices to Mariners · · · · · · · 9, 417

Nova Scotia Bar 12350 · · · · · · · 381

Noyack (Noyac) Bay 12358 · · · · · 276

Noyes Rock 13214 · · · · · · · · · 281

Noyes Shoal 13214 · · · · · · · · · 281

Nutley 12337 · · · · · · · · · · · · 395

Nyack 12343 · · · · · · · · · · · · 404

Nye Ledge 13229 · · · · · · · · · · 231

Nyes Neck 13236 · · · · · · · · · · 223

O

Oak Beach 12352 · · · · · · · · · · 363

Oak Bluffs 13238 · · · · · · · · · · 208

Oak Bluffs Harbor 13238 · · · · · · 208

Oak Island 12352 · · · · · · · · · · 362

Oak Island Channel 12352 · · · · · 362

Oak Neck Creek 12365 · · · · · · · 343

Oak Neck Point 12367 · · · · · · · 343

Oakland Beach 12367· · · · · · · · 333

Oakland Beach 13224· · · · · · · · 258

Obstructions· · · · · · · · · · · · · · 2

Occupessatuxet Cove 13224 · · · · 251

Ocean Beach 12352· · · · · · · · · 360

Ocean Dumping · · · · · · · · · · · 28

Oceanographer Canyon 13200 · · · 175

Oceanport Creek 12324· · · · · · · 387

Oceanside 12352 · · · · · · · · · · 366

Offshore Terminal, Northport

12365 · · · · · · · · · · · · · 339

Offshore Terminal, Riverhead

12358 · · · · · · · · · · · · · 314

Offshore Traffic Separation

Schemes· · · · · · · · · · · · 142

Ohio Ledge 13224 · · · · · · · · · 250

Oil Pollution · · · · · · · · · · · · · 27

Old Bridge 12332 · · · · · · · · · · 391

Old Bull 13221 · · · · · · · · · · · 243

Old Clump 12373 · · · · · · · · · · 306

Old Cock 13228 · · · · · · · · · · · 222

Old Ferry Point 12366 · · · · · · · 347

Old Field Point 12363 · · · · · · · 338

Old Greenwich 12367· · · · · · · · 330

Old Harbor 13217· · · · · · · · · · 263

Old Lyme 12375 · · · · · · · · · · 298

Old Man 13233 · · · · · · · · · · · 215

Old Man Shoal 13237 · · · · · · · · 175

Old Mill Creek 12350 · · · · · · · · 381

Old Mystic 13214 · · · · · · · · · · 284

Old Neck Creek 12352 · · · · · · · 358

Old Orchard Shoal 12402, 12327· · 388

Old Reef 13215 · · · · · · · · · · · 266

Old Saybrook 12375 · · · · · · · · 298

Old Sergeant 13223· · · · · · · · · 256

Old Silas Rock 13212 · · · · · · · · 269

Old South Shoal 13200 · · · · · · · 174

Olivers Channel 12352 · · · · · · · 365

Onset 13236 · · · · · · · · · · · · 229

Onset Bay 13236 · · · · · · · · · · 229

Optical Phenomena· · · · · · · · · 184

Orchard Beach 12366· · · · · · · · 336

Orchard Neck Creek 12352 · · · · · 358

Orient 12358 · · · · · · · · · · · · 273

Orient Harbor 12358 · · · · · · · · 273

Orient Point 13209 · · · · · · · · · 272

Orient Shoal 12354 · · · · · · · · · 314

Orion Shoal 13244 · · · · · · · · · 192

Orleans 13248 · · · · · · · · · · · 191

Orowoc Creek 12352 · · · · · · · · 361

Ossining 12343 · · · · · · · · · · · 404

Osterville 13229 · · · · · · · · · · 201

Osterville Grand Island 13229 · · · 202

Oswego Canal · · · · · · · · · · · · 414

Otter Rocks 12367 · · · · · · · · · 331

Outer Island 12373 · · · · · · · · · 305

Outer Steamboat Rock 12367 · · · 333

Outer White Top 12373 · · · · · · · 303

Overpeck Creek 12337 · · · · · · · 397

Oyster Bay 12365 · · · · · · · 341 - 342

Oyster Bay Harbor 12365· · · · · · 342

Oyster Pond 13229 · · · · · · · · · 196

Oyster Pond Reef 13209 · · · · · · 272

Oyster Pond River 13229 · · · · · · 196

P

P.O.R.T.S.®· · · · · · · · · · · · · 373

Packaged Marine Pollutants · · · · · 28

Padanaram Breakwater 13229 · · · 235

Paerdegat Basin 12350 · · · · · · · 381

Palisades State Park 12345 · · · · · 402

Palmer Island 13229 · · · · · · · · 232

Paper Rock Shoal 12377 · · · · · · 300

Paradise Point 12358 · · · · · · · · 275

Parker Creek 12324· · · · · · · · · 387

Parker Flats 13235, 13229 · · · · · 216

Parkers River 13229 · · · · · · · · 199

Parsonage Cove 12352 · · · · · · · 366

Parsonage Island 12352 · · · · · · 366

Passaic 12337 · · · · · · · · · · · · 395

Passaic River 12337· · · · · · · · · 395

Patchogue 12352 · · · · · · · · · · 359

Patchogue Bay 12352· · · · · · · · 359

Patchogue River 12352 · · · · · · · 359

Patchogue River 12374 · · · · · · · 302

Patience Island 13224 · · · · · · · 258

Patroon Island Bridge (IS 90)

12348 · · · · · · · · · · · · · 413

Paw Wah Pond 13248· · · · · · · · 192

Pawcatuck Point 13214· · · · · · · 280

Pawcatuck River 13214 · · · · · · · 280

Pawn Rock 13228 · · · · · · · · · · 235

Pawtucket 13224 · · · · · · · · · · 251

Pawtuxet 13224 · · · · · · · · · · · 251

Pawtuxet Cove 13224 · · · · · · · · 251

Pea Island 12366 · · · · · · · · · · 335

Peacock Point 12367 · · · · · · · · 343

Peaked Hill Bar 13246 · · · · · · · 190

Peartree Point 12368 · · · · · · · · 328

Pease Ledge 13229, 13230 · · · · · 220

Peck Ledge 12368· · · · · · · · · · 325

Pecks Mill 12370 · · · · · · · · · · 313

Pecks Rock 12367· · · · · · · · · · 330

Peconic River 12358 · · · · · · · · 277

Peekskill 12343 · · · · · · · · · · · 405

Pelham 12366· · · · · · · · · · · · 338

Penataquit Creek 12352 · · · · · · 361

Penfield Reef 12369· · · · · · · · · 324

Penfield Reef Light 12369 · · · · · 324

Penikese Island 13229, 13230 · · · 219

Peningo Neck 12367 · · · · · · · · 333

Penzance 13235, 13229· · · · · · · 216

Penzance Point 13235, 13229 · · · 216

Pequonnock River 12369 · · · · · · 321

Pequotsepos Brook 13214 · · · · · 283

Perth Amboy 12331· · · · · · · · · 392

Peters Point 13221 · · · · · · · · · 248

Pettit Marsh 12352 · · · · · · · · · 365

Pews Creek 12401, 12327 · · · · · 388

Phelps Bank 13204 · · · · · · · · · 174

Phelps Ledge 13209· · · · · · · · · 269

Phillipsdale 13224 · · · · · · · · · 251

Phinneys Harbor 13236 · · · · · · 224

Physical Oceanographic Real-time

System (P.O.R.T.S.®

)· · · · · · 373

Picket Rock 12366 · · · · · · · · · 344

Pierhead Channel 12334 · · · · · · 384

Piermont 12346· · · · · · · · · · · 403

Piermont Pier 12346 · · · · · · · · 403

Pilot Boat Cruising Area, New York

Harbor 12326 · · · · · · · · · 372

Pilotage · · · · · · · · · · · · · · · 186

Pilotage Pickup Locations Off

Montauk Point · · · · · · · · 270

Pilotage, Albany· · · · · · · · · · · 411

Pilotage, Block Island Sound and

Long Island Sound · · · · · · 263

Pilotage, Bridgeport · · · · · · · · 322

Pilotage, Cape Cod Canal and

Buzzards Bay · · · · · · · · · 227

Pilotage, City Island · · · · · · · · 337

Pilotage, Connecticut River · · · · 298

■ Index ■ 465
Pilotage, East River · · · · · · · · · 347

Pilotage, Fall River · · · · · · · · · 248

Pilotage, Hudson River · · · · 377, 401

Pilotage, Long Island Sound · · · · 288

Pilotage, Nantucket Sound · · · · · 195

Pilotage, Narragansett Bay and Other

Rhode Island Waters · · · · · 241

Pilotage, New Bedford · · · · · · · 233

Pilotage, New Haven · · · · · · · · 309

Pilotage, New London-Groton · · · 291

Pilotage, New York Harbor and

Approaches · · · · · · · · · · 376

Pilotage, New York Harbor from Long

Island Sound · · · · · · · · · 377

Pilotage, Newport· · · · · · · · · · 246

Pilotage, Norwalk · · · · · · · · · · 327

Pilotage, Offshore Terminal,

Northport · · · · · · · · · · · 339

Pilotage, Offshore Terminal,

Northville-Riverhead · · · · · 315

Pilotage, Port Jefferson · · · · · · · 316

Pilotage, Providence · · · · · · · · 253

Pilotage, Raritan River and

Arthur Kill· · · · · · · · · · · 389

Pilotage, Thames River · · · · · · · 293

Pilotage, Vineyard Sound and

Buzzards Bay · · · · · · · · · 212

Pilotage, Woods Hole · · · · · · · · 217

Pine Creek Point 12369 · · · · · · 324

Pine Grove 13211 · · · · · · · · · · 295

Pine Island 12367· · · · · · · · · · 335

Pine Island 13213· · · · · · · · · · 284

Pine Island Channel 13213 · · · · · 290

Pine Marsh 12352· · · · · · · · · · 366

Pine Neck 12352 · · · · · · · · · · 357

Pine Neck Point 12352 · · · · · · · 357

Pine Orchard 12373 · · · · · · · · 305

Pine Point 12368 · · · · · · · · · · 327

Pine Point 13209 · · · · · · · · · · 272

Pinetree Ground 13228· · · · · · · 236

Piney Point 13236 · · · · · · · · · 230

Pipelaying barges · · · · · · · · · · 169

Planting Island 13236 · · · · · · · 230

Planting Island Cove 13236 · · · · 230

Playland 12367 · · · · · · · · · · · 333

Pleasure Bay 12324 · · · · · · · · · 387

Plum Gut 13209 · · · · · · · · · · 272

Plum Gut Harbor 13209 · · · · · · 271

Plum Island 13209 · · · · · · · · · 271

Plum Island Rock 13209 · · · · · · 271

Plum Point 12365 · · · · · · · · · 342

Plum Point 12366 · · · · · · · · · 345

Plumb Beach Channel 12350· · · · 380

Pocasset Harbor 13236 · · · · · · · 224

Pocasset River 13236 · · · · · · · · 224

Point Comfort 12331 · · · · · · · · 389

Point Gammon 13229 · · · · · · · 199

Point Judith Harbor of Refuge

13219 · · · · · · · · · · · · · 264

Point Judith Light 13219 · · · · · · 264

Point Judith Neck 13218 · · · · · · 258

Point Judith Pond 13219 · · · · · · 265

Point Lookout 12352 · · · · · · · · 365

Point o’ Woods 12352· · · · · · · · 360

Point Rip 13241· · · · · · · · · · · 203

Pollepel Island 12343 · · · · · · · · 406

Pollock Rip 13244 · · · · · · · · · 192

Pollock Rip Channel 13244· · · · · 193

Polpis Harbor 13241 · · · · · · · · 206

Pomham Rocks 13225 · · · · · · · 252

Pond Point 12370· · · · · · · · · · 311

Ponquogue Point 12352 · · · · · · 356

Poorhouse Flats Lighted Range

12335 · · · · · · · · · · · · · 352

Popasquash Neck 13224 · · · · · · 250

Popes Island 13229 · · · · · · · · · 232

Poplar Point 13223 · · · · · · · · · 256

Popponesset Bay 13229· · · · · · · 202

Popponesset Island 13229 · · · · · 202

Porgy Shoal 12367 · · · · · · · · · 333

Porpoise Channel 12363 · · · · · · 338

Port Authority of New York and

New Jersey· · · · · · · · · · · 377

Port Chester 12367 · · · · · · · · · 332

Port Chester Harbor 12367· · · · · 332

Port Elizabeth Marine Terminal

12333 · · · · · · · · · · · · · 395

Port Jefferson 12362 · · · · · · · · 317

Port Jefferson Harbor 12362 · · · · 316

Port Johnson 12333 · · · · · · · · 394

Port Monmouth 12401, 12327 · · · 388

Port Morris 12339 · · · · · · · · · 349

Port Newark Terminal 12337 · · · · 395

Port Reading 12331· · · · · · · · · 393

Port Richmond 12333 · · · · · · · 394

Port Series of the United States · · 417

Port Socony 12331 · · · · · · · · · 393

Port Washington 12366 · · · · · · 345

Portland 12378 · · · · · · · · · · · 300

Ports and Waterways

Safety-General · · · · · · · · · 94

Pot Island 12373 · · · · · · · · · · 305

Potash Bar 12377 · · · · · · · · · · 299

Potowomut Neck 13224 · · · · · · 257

Potowomut River 13224 · · · · · · 257

Potter Cove 13223 · · · · · · · · · 246

Potter Cove 13224 · · · · · · · · · 250

Potter Pond 13219 · · · · · · · · · 265

Potunk Point 12352 · · · · · · · · 357

Poughkeepsie 12347 · · · · · · · · 407

Powder Island 13213 · · · · · · · · 291

Powell Cove 12366 · · · · · · · · · 347

Pratt Creek 12377 · · · · · · · · · 299

precise bearings · · · · · · · · · · · · 1

Premium Point 12367 · · · · · · · 335

Preparations for being towed by

Coast Guard · · · · · · · · · · 19

Print On Demand Nautical Charts · · 6

Promised Land 13209 · · · · · · · 271

Promised Land Channel 13209· · · 270

Prospect Hill 13209· · · · · · · · · 269

Prospect Point 12366 · · · · · · · · 344

Providence 13224, 13225 · · · · · · 251

Providence Point 13224 · · · · · · 258

Providence River 13224, 13225· · · 251

Provincetown 13249 · · · · · · · · 189

Provincetown Harbor 13249 · · · · 189

Prudence Island 13221 · · · · · · · 239

Prudence Island 13224 · · · · · · · 250

Public Health Service · · · · · · · · 39

Public Health Service Quarantine

Stations · · · · · · · · · · · · 422

Pugsley Creek 12339 · · · · · · · · 348

Pumpkin Patch Channel 12350 · · 380

Q

Quahaug Bar 13236 · · · · · · · · 229

Quantuck Bay 12352 · · · · · · · · 357

Quantuck Canal 12352 · · · · · · · 357

Quantuck Creek 12352 · · · · · · · 357

Quarantine stations· · · · · · · · · 422

Quarantine stations, human · · · · 422

Quarantine, animal · · · · · · · 35, 422

Quarantine, human· · · · · · · 39, 422

Quarantine, plant · · · · · · · · 35, 422

Queensboro Bridge 12339 · · · · · 351

Quicks Hole 13229, 13230 · · · · · 218

Quicksand Point 13228 · · · · · · · 236

Quinnipiac River 12371 · · · · · · 307

Quissett 13229 · · · · · · · · · · · 223

Quissett Harbor 13229 · · · · · · · 223

Quixes Ledge 12371 · · · · · · · · 309

Quogue Canal 12352 · · · · · · · · 357

Quonochontaug 13215 · · · · · · · 266

Quonochontaug Breachway 13215 · 266

Quonochontaug Pond 13215 · · · · 266

Quonset Point 13223 · · · · · · · · 257

R

Race Point 13214, 13212 · · · · · · 268

Race Point 13249 · · · · · · · · · · 190

Race Point Ledge 13214, 13212 · · 268

Race Rock 13214, 13212 · · · · · · 268

Race Rock Light 13212, 13214 · · · 268

Race, The 13209, 13212 · · · · · · 268

Racehorse Channel 12352 · · · · · 364

Racons · · · · · · · · · · · · · · · · 20

466 ■ Coast Pilot 2 ■ Index
Radar · · · · · · · · · · · · · · 30, 168

Radar beacons (Racons) · · · · · · · 20

Radar Profile · · · · · · · · · · · · · 15

Radio aids to navigation· · · · · · · · 2

Radio distress procedures · · · · · · 14

Radio Facsimile Weather

Information · · · · · · · · · · 421

Radio Navigational Aids · · · · · · 417

Radio shore stations providing

medical advice· · · · · · · · · 423

Radio Weather Broadcasts · · · · · 421

Radio: Navigation Warnings,

Information and Weather · · · 20

RADIOMEDICAL · · · · · · · · 19, 423

Radiotelephone channels · · · · · · 30

Rahway 12333 · · · · · · · · · · · 393

Rahway River 12333 · · · · · · · · 393

Ram Head 12358 · · · · · · · · · · 273

Ram Island 12358· · · · · · · · · · 277

Ram Island 13214· · · · · · · · · · 282

Ram Island 13229· · · · · · · · · · 231

Ram Island 13236· · · · · · · · · · 230

Ram Island Reef 13214 · · · · · · · 282

Ram Island Shoal 13214 · · · · · · 282

Randall Bay 12352 · · · · · · · · · 366

Randalls Island 12339 · · · · · · · 350

Rands Harbor 13236 · · · · · · · · 224

Range Channel 12352 · · · · · · · 362

Ranges · · · · · · · · · · · · · · · · · 2

Rapid Rock 13213· · · · · · · · · · 290

Raritan Bay 12331 · · · · · · · · · 388

Raritan Bay Channel 12401,

12327 · · · · · · · · · · · · · 374

Raritan River 12332 · · · · · · · · 390

Rat Island 12366 · · · · · · · · · · 336

Recommend two-way Whale Avoidance

Routes · · · · · · · · · · · · · 189

Recommended two-way Whale

Avoidance Track · · · · · · · · 189

Recreational Boaters Navigating Near

Commercial Shipping

Channels · · · · · · · · · · · 400

Red Bank 12324 · · · · · · · · · · 387

Red Bank 12331 · · · · · · · · · · 389

Red Brook Harbor 13236 · · · · · · 224

Red Hook Channel 12334 · · · · · 383

Red Ledge 13235, 13229 · · · · · · 216

Red Reef 13214 · · · · · · · · · · · 281

Red Rock 12367· · · · · · · · · · · 330

Red Rock 13223· · · · · · · · · · · 256

Reeves Bay 12358 · · · · · · · · · · 278

Reeves Creek 12358· · · · · · · · · 278

Regional Tide and Tidal Current

Table· · · · · · · · · · · · · · 416

Regulated Navigation Areas · · · · 168

Regulated Navigation Areas and

Limited Access Areas · · · · · 127

Regulated Waters · · · · · · · · · · 33

Rensselaer 12348 · · · · · · · · · · 410

Repairs-salvage-wrecking· · · · · · 186

Reported information · · · · · · · · · 3

Reports from ships · · · · · · · · · · 24

Reynolds Channel 12352 · · · · · · 366

Rhode Island 13221· · · · · · · · · 239

Rhode Island Rock 13238· · · · · · 208

Rhode Island Rocks 12368 · · · · · 329

Rhode Island Sound 13218 · · 220, 239

Ribbon Reef 13230 · · · · · · · · · 222

Richmond Creek 12358· · · · · · · 276

Riding Rock 12373 · · · · · · · · · 303

Right whales, North Atlantic · · · · 169

Rikers Island 12339· · · · · · · · · 349

Rikers Island Channel 12339 · · · · 349

Rip Van Winkle Bridge State Route 23

12347 · · · · · · · · · · · · · 409

River Ledge 13223 · · · · · · · · · 255

River, The 13248 · · · · · · · · · · 192

Riverhead 12358 · · · · · · · · · · 277

Riviere Richelieu · · · · · · · · · · 414

Roa Hook 12343 · · · · · · · · · · 405

Roanoke Point Shoal 12354 · · · · 315

Robbins Reef Light 12334 · · · · · 383

Robbins Rock 13238 · · · · · · · · 213

Robert Moses (Fire Island) State Park

12352 · · · · · · · · · · · · · 362

Robins Island 12358 · · · · · · · · 277

Robins Island Rock 12358 · · · · · 277

Robinsons Hole 13229, 13230 · · · 218

Rock Island 13224 · · · · · · · · · 251

Rockaway Beach 12350 · · · · · · · 381

Rockaway Inlet 12350 · · · · · · · 378

Rockaway Point 12350 · · · · 369, 378

Rocky Hill 12378 · · · · · · · · · · 300

Rocky Point 12354 · · · · · · · · · 314

Rocky Point 12365 · · · · · · · · · 342

Rocky Point 13224 · · · · · · · · · 258

Rodgers Rock 12358 · · · · · · · · 277

Rogers Island 12373 · · · · · · · · 305

Rome Point 13223 · · · · · · · · · 256

Romer Shoal 12402, 12327· · · · · 374

Rondout Creek 12347 · · · · · · · 408

Roosevelt Island (Welfare Island)

12339 · · · · · · · · · · · · · 351

Roosevelt Island Reef (Welfare Island

Reef) 12335 · · · · · · · · · · 351

Rose and Crown 13237 · · · · · · · 175

Rose Island 13223 · · · · · · · · · 245

Roton Point 12368 · · · · · · · · · 327

Round Cove 13248 · · · · · · · · · 192

Round Hill Point 13229 · · · · · · 235

Round Rock 13223 · · · · · · · · · 257

Round Rock 13224 · · · · · · · · · 257

Routes· · · · · · · · · · · · · · · · 176

Rowayton 12368 · · · · · · · · · · 328

Ruffle Bar 12350 · · · · · · · · · · 380

Ruins 13209 · · · · · · · · · · · · 271

Rules for the Protection of the Marine

Environment · · · · · · · · · · 87

Rumson 12324 · · · · · · · · 386 - 387

Rumstick Ledge 13224 · · · · · · · 250

Rumstick Neck 13224 · · · · · · · 250

Rumstick Point 13224 · · · · · · · 250

Rumstick Rock 13224 · · · · · · · 250

Rumstick Shoal 13224 · · · · · · · 250

Rutherford 12337· · · · · · · · · · 395

Ryder Cove 13248· · · · · · · · · · 191

Rye Beach 12367 · · · · · · · · · · 333

S

Sabin Point 13224 · · · · · · · · · 252

Sachem Head 12373 · · · · · · · · 304

Sachem Head Harbor 12373 · · · · 304

Sachuest Point 13221 · · · · · · · 242

Sag Harbor 12358 · · · · · · · · · 275

Sag Harbor Cove 12358 · · · · · · 275

Sailing Directions

(Foreign Countries) · · · · · · 417

Sailors and Soldiers Monument

12341 · · · · · · · · · · · · · 402

Sailors Haven 12352 · · · · · · · · 360

Sakonnet Harbor 13221 · · · · · · 243

Sakonnet Point 13221 · · · · · · · 242

Sakonnet River 13221 · · · · · · · 242

Sales agents · · · · · · · · · · · · · 36

Sales Information· · · · · · · · · · 415

Salmon Cove 12377· · · · · · · · · 299

Salt Pond 13246 · · · · · · · · · · 190

Salt Pond Bay 13246 · · · · · · · · 190

Saltaire 12352 · · · · · · · · · · · 360

Salters Point 13229· · · · · · · · · 235

Sampawams Creek 12352 · · · · · 363

Sampawams Point 12352· · · · · · 363

Sampsons Island 13229· · · · · · · 202

Sand Hole, The 12365 · · · · · · · 342

Sand Spit 12358 · · · · · · · · · · 275

Sands Point 12366 · · · · · · · · · 344

Sandy Hook 12327, 12401 · · 369, 385

Sandy Hook Bay 12327, 12401 · · · 384

Sandy Hook Channel 12327 · · · · 374

Sandy Point 12371 · · · · · · · · · 308

Sandy Point 13211 · · · · · · · · · 295

Sandy Point 13214 · · · · · · · · · 279

Sandy Point 13215 · · · · · · · · · 261

Sandy Point 13221 · · · · · · · · · 243

Sandy Point 13224 · · · · · · · · · 258

Sankaty Head Light 13241 · · · · · 204

Saquatucket Harbor 13229 · · · · · 196

Sarah Ledge 13213 · · · · · · · · · 290

SARSAT· · · · · · · · · · · · · · · · 20

Sauga Point 13223 · · · · · · · · · 256

Saugatuck 12368 · · · · · · · · · · 325

Saugatuck River 12368 · · · · · · · 325

■ Index ■ 467
Saugerties 12347 · · · · · · · · · · 408

Saunders Point 13211 · · · · · · · 295

Saunderstown 13223 · · · · · · · · 256

Saybrook Outer Bar 12375 · · · · · 296

Sayreville 12332 · · · · · · · · · · 392

Scarborough Beach 13218 · · · · · 259

School House Creek 12358 · · · · · 277

Schuyler Ledge 13221 · · · · · · · 242

Sconticut Neck 13229 · · · · · · · 231

Scotch Caps 12367 · · · · · · · · · 333

Scott Cove 12368 · · · · · · · · · · 328

Scow Creek 12352 · · · · · · · · · 366

Scraggy Neck 13236 · · · · · · · · 223

Scup Rock 13223 · · · · · · · · · · 257

Sea Bright 12324 · · · · · · · · · · 386

Sea Cliff 12366 · · · · · · · · · · · 344

Sea Dog Creek 12352 · · · · · · · · 366

Seaflower Reef 13214 · · · · · · · · 278

Seaford 12352· · · · · · · · · · · · 364

Seaford Creek 12352 · · · · · · · · 364

Seal Ledge 13223 · · · · · · · · · · 244

Seal Rock 13211 · · · · · · · · · · 295

Seal Rock 13223· · · · · 244, 256 - 257

Seal Rocks 13214 · · · · · · · · · · 278

Seal Rocks 13236 · · · · · · · 224, 230

Seapit River 13229 · · · · · · · · · 203

Seapuit River 13229 · · · · · · · · 202

Search and Rescue · · · · · · · · · · 13

Searchlights · · · · · · · · · · · · · 30

Sears Point 13229 · · · · · · · · · 196

Seaside 13211, 13212 · · · · · · · · 293

Seatuck Cove 12352 · · · · · · · · 357

Seatuck Creek 12352 · · · · · · · · 357

Sebonac Creek 12358· · · · · · · · 277

Secaucus 12337· · · · · · · · · · · 397

Security Broadcast System,

Narragansett Bay · · · · · · · 240

Seekonk River 13224, 13225 · 251 - 252

Seiche · · · · · · · · · · · · · · · · 25

Seine Pond 13229· · · · · · · · · · 199

Seismic sea waves · · · · · · · · · · 25

Selected Worldwide Marine Weather

Broadcasts · · · · · · · · · · · 20

Senator Shoal 13229 · · · · · · · · 199

Sengekontacket Pond 13238 · · · · 208

Senix Creek 12352 · · · · · · · · · 358

Sesachacha Pond 13241 · · · · · · 203

Setauket 12362 · · · · · · · · · · · 317

Setauket Harbor 12362 · · · · · · · 317

Seymour Point 12368 · · · · · · · 325

Shag Bank 12371 · · · · · · · · · · 308

Shagwong Reef 13209 · · · · · · · 269

Shagwong Rock 13209 · · · · · · · 269

Shaw Cove 13213 · · · · · · · · · · 290

Sheep Rocks 12368 · · · · · · · · · 326

Sheepshead Bay 12350 · · · · · · · 380

Sheffield Island 12368 · · · · · · · 326

Sheffield Island Harbor

12368 · · · · · · · · · · 325 - 326

Shell Bank Creek 12350 · · · · · · 380

Shellbank Basin 12350 · · · · · · · 381

Shelter Island Heights 12358· · · · 274

Shelter Island Sound 12358 · · · · 272

Shelton 12370 · · · · · · · · · · · 313

Sherwood Point 12369 · · · · · · · 325

Shetucket River 12372 · · · · · · · 293

Shinnecock Bay 12352 · · · · · · · 356

Shinnecock Canal 12352 · · · · · · 355

Shinnecock Inlet 12352 · · · · · · 356

Shinnecock Light 12352 · · · · · · 356

Ship Reporting Systems · · · · · · 144

Ship Rock 12367 · · · · · · · · · · 333

Shippan Point 12368 · · · · · · · · 328

Shipping Safety Fairways· · · · · · 141

Shoal Point 12369 · · · · · · · · · 324

Shooters Island 12333 · · · · · · · 393

Short Beach 12352 · · · · · · · · · 365

Short Beach 12373 · · · · · · · · · 306

Shovelful Shoal 13241 · · · · · · · 206

Shrewsbury River 12325, 12324 · · 385

Sias Point 13236 · · · · · · · · · · 229

Siasconset 13241 · · · · · · · · · · 204

Silver Beach Harbor 13236 · · · · · 223

Silver Eel Cove (Silver Eel Pond)

13214 · · · · · · · · · · · · · 279

Sing Sing Prison 12343 · · · · · · 404

Sippican Harbor 13236 · · · · · · · 230

Sippican Neck 13236 · · · · · · · · 230

Sisters, The 13223 · · · · · · · · · 246

Sixmile Reef 12354 · · · · · · · · · 301

Slocums Ledge 13228 · · · · · · · 235

Slocums River 13228 · · · · · · · · 235

Sloop Channel 12352 · · · · · · · · 365

Sluice Creek 12373 · · · · · · · · · 303

Sluiceway, The 13212· · · · · · · · 269

Small-craft facilities · · · · · · · · 186

Smith Cove 12358 · · · · · · · · · 275

Smith Cove 12367 · · · · · · · · · 330

Smith Cove 13211 · · · · · · · · · 295

Smith Creek 12331 · · · · · · · · · 393

Smith Meadow 12352· · · · · · · · 366

Smith Neck 13229 · · · · · · · · · 235

Smith Point 12352 · · · · · · · · · 358

Smith Reef 12368· · · · · · · · · · 328

Smithtown Bay 12363 · · · · · · · 338

Snipe Island 12352 · · · · · · · · · 365

Snow Rock 13229· · · · · · · · · · 231

Snug Harbor 13219· · · · · · · · · 265

Somerset 13221 · · · · · · · · 247, 250

Sommerville Basin 12350 · · · · · 382

Source diagrams · · · · · · · · · · · 4

South Amboy 12332 · · · · · · · · 392

South Beach 12402, 12327 · · · · · 388

South Beach 13233 · · · · · · · · · 208

South Brother 13211 · · · · · · · · 295

South Brother Island 12339 · · · · 349

South Brother Island Channel

12339 · · · · · · · · · · · · · 349

South Dartmouth 13229 · · · · · · 235

South Dennis 13229 · · · · · · · · 199

South Ferry 12358 · · · · · · · · · 275

South Ferry 13223 · · · · · · · · · 255

South Jamesport 12358 · · · · · · 277

South Nonations 12366 · · · · · · 336

South Norwalk 12368 · · · · · · · 327

South Oyster Bay 12352 · · · · · · 364

South Race 12358 · · · · · · · · · 277

South River 12332 · · · · · · 391 - 392

South Swansea 13221 · · · · · · · 247

South Wellfleet 13246 · · · · · · · 190

South Yarmouth 13229· · · · · · · 199

Southold 12358· · · · · · · · · · · 274

Southold Bay 12358 · · · · · · · · 274

Southport 12369 · · · · · · · · · · 324

Southport Harbor 12369 · · · · · · 324

Southwest Ground 13229 · · · · · 201

Southwest Ledge 13215 · · · · · · 261

Southwest Ledge 13236 · · · · · · 224

Southwest Ledge Light 12371 · · · 307

Southwest Point 13223 · · · · · · · 244

Southwest Reef 12374 · · · · · · · 301

Southwest Rock 13229 · · · · · · · 201

Sow and Pigs Reef 13230 · · · · · · 222

Space Environment Center (SEC) · · 38

Spar Island 13221· · · · · · · · · · 247

Special Notice to Mariners · · · · · 417

Special signals · · · · · · · · · · · · 30

Spectacle Island 12373 · · · · · · · 305

Speed and Wake Damage · · · · · · 400

Speonk Point 12352 · · · · · · · · 357

Spider, The 12327· · · · · · · · · · 375

Spindle Rock 13229· · · · · · · · · 201

Spoil areas · · · · · · · · · · · · · · · 8

Spuyten Duyvil Creek 12345 · · · · 402

Squam Head 13241 · · · · · · · · · 203

Squash Meadow 13238 · · · · · · · 208

Squaw Island 13229 · · · · · · · · 201

Squeteague Harbor 13236 · · · · · 224

Squibnocket Point 13233· · · · · · 215

St. Elmo’s fire· · · · · · · · · · · · 184

St. George 12334 · · · · · · · · · · 373

St. Helena Island 12373 · · · · · · 305

St. Patrick Rock 13223 · · · · · · · 245

Stage Harbor 13229 · · · · · · · · 195

Stage Island 13229 · · · · · · · · · 196

Stamford 12368· · · · · · · · · · · 328

Stamford Harbor 12368 · · · · · · 328

Standard Abbreviations for

Broadcast · · · · · · · · · · · · 22

Standard Time · · · · · · · · · · · 186

Star Island 13209 · · · · · · · · · · 270

State Boat Channel 12352 · · · · · 362

State Park, Heckscher 12352 · · · · 360

State Park, Robert Moses

468 ■ Coast Pilot 2 ■ Index
(Fire Island) 12352 · · · · · · 362

Staten Island 12327· · · · · · · · · 388

Staten Island Flats 12327· · · · · · 388

Staten Island Light 12402, 12327 · 374

Statue of Liberty 12334· · · · · · · 383

Stepping Stones 12366 · · · · · · · 345

Stirling Basin 12358 · · · · · · · · 274

Stone Creek 12352 · · · · · · · · · 364

Stone Horse Shoal 13244· · · · · · 192

Stone Island 12374 · · · · · · · · · 302

Stone Island Reef 12374 · · · · · · 302

Stonington 13214 · · · · · · · · · 281

Stonington Harbor 13214 · · · · · 281

Stonington Point 13214 · · · · · · 279

Stony Brook 12363 · · · · · · · · · 338

Stony Brook Harbor 12363 · · · · · 338

Stony Creek 12373 · · · · · · · · · 305

Stony Island 12373 · · · · · · · · · 304

Stony Islet 12371 · · · · · · · · · · 308

Stony Point 12343 · · · · · · · · · 405

Stony Point 12368 · · · · · · · · · 325

Stony Point Dike 13236 · · · · · · 229

Storm King Mountain 12343· · · · 406

Storm surge · · · · · · · · · · · · · 25

Strait, The 13235, 13229 · · · · · · 216

Stratford 12370 · · · · · · · · · · · 312

Stratford Point 12370 · · · · · · · 312

Stratford Shoal (Middle Ground)

Light 12354 · · · · · · · · · · 313

Stratford Shoal Middle Ground

12354 · · · · · · · · · · · · · 313

Strawberry Point 13229 · · · · · · 231

Strongs Creek 12352 · · · · · · · · 363

Strongs Point 12352 · · · · · · · · 363

Stump Creek 12331· · · · · · · · · 390

Sturgeon Flats 13238· · · · · · · · 207

Stuyvesant 12348 · · · · · · · · · · 409

Submarine cables and submerged

pipelines · · · · · · · · · · · · · 7

Submarine canyons· · · · · · · · · 175

Submarine Emergency Identification

Signals and Hazard to

Submarines· · · · · · · · · · · 29

Submerged pipelines · · · · · · · · · 7

Success Rock 12366 · · · · · · · · 344

Succonnesset Point 13229 · · · · · 202

Succonnesset Shoal 13229 · · · · · 202

Succotash Point 13219 · · · · · · · 265

Sugar Reef 13214 · · · · · · · · · · 267

Sugar Reef Passage 13214 · · · · · 267

Sumac Island 12373 · · · · · · · · 305

Sunken Ledge 13229 · · · · · · · · 231

Sunken Meadow 12339 · · · · · · · 350

Sunken Meadow Creek 12363 · · · 338

Superstructure Icing · · · · · · · · 183

Supplies· · · · · · · · · · · · · · · 186

Surface ship procedures for assisting

aircraft in distress · · · · · · · 16

Surface ship procedures for assisting

distressed surface vessels· · · · 16

Swan Pond 13229· · · · · · · · · · 198

Swan Pond River 13229 · · · · · · 198

Swan River 12352· · · · · · · · · · 359

Swash Channel 12327 · · · · · · · 374

Swift Creek 12352 · · · · · · · · · 365

Swifts Beach 13236 · · · · · · · · · 230

Swinburne Island 12402, 12327 · · 388

T

Tallman Island 12366· · · · · · · · 347

Tallman Mountain State Park 12345 402

Tappan Zee 12343· · · · · · · · · · 403

Tappan Zee Bridge IS 87/287

12343 · · · · · · · · · · · · · 403

Tarpaulin Cove 13233· · · · · · · · 218

Tarrytown 12343 · · · · · · · · · · 404

Taunton 13221 · · · · · · · · · · · 247

Taunton River 13221 · · · · · · · · 247

Taunton Rock 12373 · · · · · · · · 306

Tavern Island 12368 · · · · · · · · 327

Taylor Point 13223 · · · · · · · · · 246

Terminal Channel 12401,

12327· · · · · · · · · · · 374, 387

Tern Island 13248· · · · · · · · · · 191

Territorial Sea · · · · · · · · · · · · 34

Terrys Creek 12358 · · · · · · · · · 278

Thames River 13213, 13212 · · · · 290

Thamesville 12372 · · · · · · · · · 293

Thatch Island 13229 · · · · · · · · 202

Thatchbed Island 12375 · · · · · · 299

The Bar 12370 · · · · · · · · · · · 312

The Battery 12327 · · · · · · · · · 372

The Blauzes 12366 · · · · · · · · · 336

The Bonnet 13223 · · · · · · · · · 255

The Bow Bells 13236 · · · · · · · · 230

The Breachway 13219 · · · · · · · 265

The Cove 13221· · · · · · · · · · · 243

The Cows 12368 · · · · · · · · · · 329

The Dumplings 13223 · · · · · · · 244

The Gulf 12370 · · · · · · · · · · · 311

The Gut 12368 · · · · · · · · · · · 328

The Knob 13229 · · · · · · · · · · 223

The Knubble 13228· · · · · · · · · 235

The Little Cows 12369 · · · · · · · 324

The Maelstrom 12347 · · · · · · · 408

The Narrows 12334, 12402 · · · · · 383

The Narrows 12352 · · · · · · · · · 366

The Narrows 13248 · · · · · · · · · 192

The Neck 13229· · · · · · · · · · · 196

The Race 13209, 13212 · · · · · · · 268

The River 13248 · · · · · · · · · · 192

The Sand Hole 12365 · · · · · · · · 342

The Sisters 13223· · · · · · · · · · 246

The Sluiceway 13212 · · · · · · · · 269

The Spider 12327 · · · · · · · · · · 375

The Strait 13235, 13229 · · · · · · 216

The Thimbles 12373 · · · · · · · · 304

The Wildcat 13228 · · · · · · · · · 222

Thimble Island Harbor 12373 · · · 305

Thimbles, The 12373 · · · · · · · · 304

Thompson Cove 13214 · · · · · · · 280

Thorns Creek 12331 · · · · · · · · 389

Three (3) nautical mile line

(charted) · · · · · · · · · · · · 34

Threemile Harbor 13209 · · · · · · 272

Throgs Neck 12366 · · · · · · · · · 347

Throgs Neck Bridge 12366 · · · · · 347

Thurston Basin 12350 · · · · · · · 382

Tiana Beach 12352 · · · · · · · · · 357

Tidal Current Tables · · · · · · · · 416

Tide Tables · · · · · · · · · · · 36, 416

Time · · · · · · · · · · · · · · · · · · 3

Time Signals · · · · · · · · · · · · · 24

Time, Standard Time · · · · · · · · 186

Tiverton 13221 · · · · · · · · · · · 243

Tobys Island 13236 · · · · · · · · · 224

Tom Point 12366 · · · · · · · · · · 345

Tomb, General Grant 12341 · · · · 402

Tomkins Cove 12343 · · · · · · · · 405

Toms Point 13228 · · · · · · · · · 236

Tongue Point 12369 · · · · · · · · 321

Tottenville 12331 · · · · · · · · · · 392

Towage · · · · · · · · · · · · · · · 186

Town Cove 13246 · · · · · · · · · · 190

Town Creek 12324 · · · · · · · · · 387

Town Creek 12358 · · · · · · · · · 275

Townshend Ledge 12371 · · · · · · 308

Tracey Ledge 13223· · · · · · · · · 245

Traffic Separation Scheme

(Buzzards Bay) · · · · · · · · 221

Traffic Separation Scheme

Narragansett Bay · · · · · · · 239

Traffic Separation Scheme Off

New York · · · · · · · · · · · 372

Traffic Separation Schemes

(Traffic Lanes) · · · · · · · 33, 168

Transport Rock 12367 · · · · · · · 333

Triborough Bridge 12339· · · · · · 350

Trim Pond 13217 · · · · · · · · · · 264

Tropical Cyclone climatology· · · · 179

Tropical Cyclones · · · · · · · · · · 178

Tropical Depression· · · · · · · · · 179

Tropical Storm · · · · · · · · · · · 179

Tropical Wave · · · · · · · · · · · · 179

Troutmans Creek 12324 · · · · · · 387

Troy 12348 · · · · · · · · · · · · · 413

Troy Lock and Dam 12348 · · · · · 413

Troy-Menands Bridge

(State Route 378) 12348 · · · 413

Truro 13246· · · · · · · · · · · · · 190

Tsunamis · · · · · · · · · · · · · · · 25

Tuckernuck Island 13241· · · · · · 204

■ Index ■ 469
Tuckernuck Shoal 13241 · · · · · · 206

Tuthill Cove 12352 · · · · · · · · · 357

Tuthill Point 12352 · · · · · · · · · 358

Tuttles White Bank 12354 · · · · · 316

Tuxis Island 12374 · · · · · · · · · 303

Twomile Ledge 13228· · · · · · · · 236

Twomile Rock 13228 · · · · · · · · 236

Twotree Island 13211, 13212 · · · · 293

Twotree Island Channel 13211,

13212 · · · · · · · · · · · · · 293

Tylerville 12377 · · · · · · · · · · · 299

U

U.S. Army Corps of Engineers

(USACE) · · · · · · · · · · · · 38

U.S. Army Corps of Engineers (USACE)

Offices · · · · · · · · · · · · · 418

U.S. Citizenship and Immigration

Services · · · · · · · · · · · · · 39

U.S. Coast Guard · · · · · · · · · · · 40

U.S. Coast Guard Academy 13213 · 293

U.S. Coast Guard Maritime Security

(MARSEC) Levels· · · · · · · · 32

U.S. contiguous zone · · · · · · · · 34

U.S. Customs and Border Protection 41

U.S. Fishery Conservation Zone

(FCZ) · · · · · · · · · · · · · · 34

U.S. Merchant Marine Academy

12366 · · · · · · · · · · · · · 345

U.S. Military Academy 12343 · · · · 406

U.S. Nautical Chart Numbering

System · · · · · · · · · · · · · · 7

U.S. Naval Observatory· · · · · · · · 39

U.S. Naval Submarine Base 13213 · 293

Umbrella Point 12367 · · · · · · · 334

Umbrella Rock 12367· · · · · · · · 335

Uncas Point 12373 · · · · · · · · · 304

Uncle Daniels Point 12350 · · · · · 382

Under-keel clearances · · · · · · 2, 372

Uniform State Waterway Marking

System · · · · · · · · · · · · · 12

Unionport 12366 · · · · · · · · · · 348

Upper Bay 12334 · · · · · · · · · · 383

Upper Nyack 12343 · · · · · · · · · 404

USACE · · · · · · · · · · · · · · · 418

Usher Rocks 13224 · · · · · · · · · 250

V

Valiant Rock 13212 · · · · · · · · · 269

Veatch Canyon 13200· · · · · · · · 175

Venetian Harbor 13214 · · · · · · · 284

Vernam Basin 12350 · · · · · · · · 381

Verplanck Point 12343 · · · · · · · 405

Verrazano Narrows Bridge 12327,

12402, 12334 · · · · · · · · · 383

Vessel Arrival Inspections· · · · · · 186

Vessel Bridge-to-Bridge

Radiotelephone Regulations · · 43

Vessel Movement Reporting System 107

Vessel Traffic Management · · · · · 102

Vessel Traffic Service,

New York · · · 168, 288, 320, 372

Vessel Watering Points· · · · · · · · 39

VHF-FM Radiotelephone· · · · · · · 30

Vineyard Haven 13238 · · · · · · · 212

Vineyard Haven Harbor 13238 · · · 212

Vineyard Point 12373· · · · · · · · 304

Vineyard Sound 13218 · · · · · · · 211

Visibilities· · · · · · · · · · · · · · 183

Vixen Ledge 13213 · · · · · · · · · 284

W

Waackaack Creek 12331 · · · · · · 389

Wading River 12354 · · · · · · · · 315

Wakefield 13219 · · · · · · · · · · 265

Wallabout Bay 12335 · · · · · · · · 352

Wamphassuc Point 13214 · · · · · 281

Wappinger Creek 12347 · · · · · · 407

Wappingers Falls 12347 · · · · · · 407

Waquoit Bay 13229 · · · · · · · · · 202

Ward Point 12331· · · · · · · · · · 392

Ware Island 12368 · · · · · · · · · 329

Wareham 13236 · · · · · · · · · · 229

Wareham River 13236 · · · · · · · 229

Warren 13224· · · · · · · · · · · · 250

Warren River 13224 · · · · · · · · 250

Warwick Cove 13224 · · · · · · · · 258

Warwick Neck 13224 · · · · · · · · 258

Warwick Point 13224 · · · · · · · · 258

Washington Canal 12332 · · · · · · 391

Washington Shoal 13209 · · · · · · 269

Wasque Point 13233 · · · · · · · · 206

Wasque Shoal 13233 · · · · · · · · 206

Watch Hill 12352 · · · · · · · · · · 360

Watch Hill 13214 · · · · · · · · · · 266

Watch Hill Cove 13214 · · · · · · · 279

Watch Hill Passage 13214 · · · · · 267

Watch Hill Point 13214· · · · · · · 267

Watch Hill Reef 13214 · · · · · · · 267

Watchogue Creek 12352 · · · · · · 361

Waterford 13211 · · · · · · · · · · 295

Waterford 14786 · · · · · · · · · · 413

Watervliet 12348 · · · · · · · · · · 413

Wauwinet 13241 · · · · · · · · · · 206

Waves · · · · · · · · · · · · · · · · 181

Wayland Island 12373 · · · · · · · 305

Weather, Block Island and vicinity · 263

Weather, Block Island Sound and

vicinity · · · · · · · · · · · · 262

Weather, Bridgeport and vicinity · · 322

Weather, Buzzards Bay and

vicinity · · · · · · · · · · · · 227

Weather, Cape Cod to

Sandy Hook · · · · · · · · · · 177

Weather, Great South Bay and

vicinity · · · · · · · · · · · · 360

Weather, Hartford and vicinity · · · 297

Weather, Long Island Sound and

vicinity · · · · · · · · · · · · 288

Weather, Nantucket and vicinity · · 205

Weather, Nantucket Sound and

Vicinity · · · · · · · · · · · · 195

Weather, Narragansett Bay and

vicinity · · · · · · · · · · 241, 248

Weather, New Bedford Harbor and

vicinity · · · · · · · · · · · · 233

Weather, New Haven and vicinity · 309

Weather, New York and vicinity · · 375

Weather, New York Harbor and

approaches · · · · · · · · · · 371

Weather, Providence and vicinity· · 253

Weather, South Coast of Long Island

and vicinity · · · · · · · · · · 355

Weather, Vineyard Sound, Buzzards

Bay and vicinity · · · · · · · · 211

Weather, Western Long Island Sound

and vicinity · · · · · · · · · · 320

Wee Captain Island 12367 · · · · · 332

Weehawken 12335 · · · · · · · · · 402

Weekapaug Breachway 13215 · · · 266

Weekapaug Point 13215 · · · · · · 266

Weeks Point 12366 · · · · · · · · · 343

Weepecket Islands 13233 · · · · · · 218

Weepecket Rock 13230 · · · · · · · 218

Weesuck Creek 12352 · · · · · · · 357

Weir Creek 12366· · · · · · · · · · 338

Welches Point 12370 · · · · · · · · 311

Welker Canyon 13200 · · · · · · · 175

Wepawaug River 12370 · · · · · · · 311

Wequetequock Cove 13214 · · · · · 281

Werthein National Wildlife Refuge

12352 · · · · · · · · · · · · · 359

West Babylon Creek 12352 · · · · · 363

West Bank 12402, 12327 · · · 374, 388

West Bank Light 12402, 12327 · · · 374

West Bay 13229 · · · · · · · · · · · 201

West Branch 12368 · · · · · · · · · 329

West Branch 12369 · · · · · · · · · 324

West Channel 12352 · · · · · · · · 362

West Chop 13238 · · · · · · · · · · 212

West Cove 12352 · · · · · · · · · · 357

West Cove 13214 · · · · · · · · · · 282

West Creek 12352· · · · · · · · · · 361

West Crib 12373 · · · · · · · · · · 305

West Crow Island 12352 · · · · · · 365

West Dennis 13229 · · · · · · · · · 199

West Falmouth 13229 · · · · · · · 223

West Falmouth Harbor 13229 · · · 223

470 ■ Coast Pilot 2 ■ Index
West Harbor 12352 · · · · · · · · · 342

West Harbor 13214 · · · · · · · · · 279

West Island 13229 · · · · · · · · · 231

West Neck 12358 · · · · · · · · · · 277

West Neck 12365 · · · · · · · · · · 342

West Neck Bay 12358 · · · · · · · · 275

West Neck Harbor 12358 · · · · · · 275

West Passage 13223· · · · · · · · · 255

West Point 12343 · · · · · · · · · · 406

West River 12371 · · · · · · · · · · 307

West River 12373 · · · · · · · · · · 304

West Rock 12367 · · · · · · · · · · 333

West Rock 12374 · · · · · · · · · · 303

West Southwest Ledge 13229 · · · 199

Westbrook 12374 · · · · · · · · · · 301

Westbrook Harbor 12374 · · · · · · 301

Westchester 12366 · · · · · · · · · 347

Westchester Creek 12366· · · · · · 347

Westcott Cove 12368 · · · · · · · · 328

Westend Pond 13229, 13230 · · · · 219

Westerly 13214 · · · · · · · · · · · 280

Westhampton Beach 12352· · · · · 357

Westport 12368 · · · · · · · · · · · 325

Westport Harbor 13228· · · · · · · 235

Westport Point 13228· · · · · · · · 235

Westport River 13228· · · · · · · · 235

Wethersfield Cove 12378 · · · · · · 300

Weweantic River 13236· · · · · · · 230

Whale Creek 12338 · · · · · · · · · 351

Whale Rock 13214 · · · · · · · · · 282

Whale Rock 13223 · · · · · · · · · 255

Whale Rock 13229 · · · · · · · · · 231

Whale Rock 13229, 13230 · · · · · 220

Whaleback Rock 13214 · · · · · · · 282

Whales, North Atlantic right · · · · 169

WHALESNORTH · · · · · · · · · · 171

WHALESSOUTH · · · · · · · · · · 171

Wheeler Rock 12374 · · · · · · · · 302

White Rock 12368 · · · · · · · · · 326

White Rock 13211 · · · · · · · · · 294

White Rock 13213 · · · · · · · · · 291

White Rock 13214 · · · · · · · · · 281

Whitestone 12366· · · · · · · · · · 347

Whitestone Point 12366 · · · · · · 347

Wickets Island 13236 · · · · · · · · 229

Wickford 13223 · · · · · · · · · · · 256

Wickford Cove 13223 · · · · · · · · 256

Wickford Harbor 13223· · · · · · · 256

Wickham Creek 12358 · · · · · · · 277

Wicopesset Island 13214 · · · · · · 267

Wicopesset Passage 13214 · · · · · 267

Wicopesset Rock 13214· · · · · · · 267

Wilbur Point 13229· · · · · · · · · 231

Wild Goose Point 13223 · · · · · · 256

Wild Harbor 13236 · · · · · · · · · 223

Wildcat, The 13228 · · · · · · · · · 222

Wilkes Ledge 13229· · · · · · · · · 233

Willets Point 12366· · · · · · · · · 347

Williamsburg Bridge 12335 · · · · 352

Willow Point 13214· · · · · · · · · 283

Wilson Cove 12368 · · · · · · · · · 327

Wilson Head 12367 · · · · · · · · · 331

Wilson Point 12368· · · · · · · · · 327

Winds· · · · · · · · · · · · · · · 3, 182

Wings Cove 13236 · · · · · · · · · 230

Wings Neck 13236 · · · · · · · · · 224

Winhole Channel 12350 · · · · · · 381

Winkle Point 12365· · · · · · · · · 340

Winnapaug Pond 13215 · · · · · · 266

Winthrop Cove 13213 · · · · · · · 290

Wood End 13249 · · · · · · · · · · 190

Woodcleft Canal 12352 · · · · · · · 366

Woodmere Channel 12352 · · · · · 367

Woodmont 12371 · · · · · · · · · · 308

Woods Creek 12352· · · · · · · · · 363

Woods Hole 13229 · · · · · · · · · 216

Woods Hole 13235, 13229 · · · · · 216

Woodsburgh 12352 · · · · · · · · · 367

Woodsburgh Channel 12352 · · · · 367

Wooley Pond 12358· · · · · · · · · 276

Woolsey Rock 12367 · · · · · · · · 330

Worlds End 12343 · · · · · · · · · 406

Wreck Shoal 13229 · · · · · · · · · 202

Wrecks · · · · · · · · · · · · · · · 175

Wychmere Harbor 13229· · · · · · 197

Y

Yantic River 12372 · · · · · · · · · 293

Yellow Mill Channel 12369 · · · · · 321

Yonkers 12345 · · · · · · · · · · · 403

Youngs Point 12358 · · · · · · · · 274

Youngs Rock 13214· · · · · · · · · 278

Z

Zachs Bay 12352 · · · · · · · · · · 364

Zieglers Cove 12368 · · · · · · · · 328

■ 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)

U.S DEPARTMENT OF COMMERCE

NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION

NOAA Form 77-6

COAST PILOT REPORT

SUBMIT TO:

NATIONAL OCEAN SERVICE, NOAA (N/CS51)

1315 EAST-WEST HIGHWAY, STATION 6230

SILVER SPRING, MD 20910-3282

FAX: 301-713-9312

INTERNET: Coast.Pilot@noaa.gov

OMF Approval number 0648-0007 Expires 12/31/10
REQUEST FOR SURVEYS OR CHART CHANGE

List area for which surveys and/or changes in chart format, scale, or layout are needed. Include the name and geographic position of the area, the chart number of the largest scale chart that covers the area, and the reason for the request.

(Continue on plain paper)

ADDITIONAL INFORMATION FOR THE COAST PILOT

We are particularly interested in information about unusually strong current; prominent landmarks; objects which provide

particularly good radar return; sheltered anchorages (be explicit on direction of weather and type of bottom observed); drawbridge operation changes (e.g, drawbridge remains permanently in open position); changes in pilot pick-up points; changes in

radio frequencies monitored by pilots, marine exchanges, harbor masters, or drawbridges.

This information is required as part of NOAA's function to maintain marine nautical charts. The information obtained will be used to update the Coast

Pilot. Your response is voluntary and will be a matter of public record. Public reporting burden for this collection is estimated to average thirty minutes

per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information,

including suggestions for reducing this burden, to the National Ocean Service (N/CS51), 1315 East-West Highway, Silver Spring, MD 20910-3282;

and to the Office of Management and Budget, Paperwork Reduction Project (0648-0007) Washington, DC 20503.
This record of your experience and observations when

traversing the coast, entering port, and/or navigating

inside waters will be used to update the Coast Pilot.

OBSERVER: NAME AND ADDRESS

TEL. (Daytime)

DATE OF OBSERVATION

DATE OF SUBMISSION

VESSEL NAME AND ADDRESS

GEOGRAPHIC LOCATION

(Refer to charted objects by distance and bearing and/or include latitude/longitude, as applicable)

CHART NUMBER COAST PILOT NUMBER and EDITION NUMBER

CHANGES TO EXISTING COAST PILOT TEXT

Give recommended revised language for the book. Identify affected text by page, paragraph(s), and line number(s). State the

source of the information if other than personal observation.

(Continue on plain paper)

U.S DEPARTMENT OF COMMERCE

NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION

NOAA Form 77-6

COAST PILOT REPORT

SUBMIT TO:

NATIONAL OCEAN SERVICE, NOAA (N/CS51)

1315 EAST-WEST HIGHWAY, STATION 6230

SILVER SPRING, MD 20910-3282

FAX: 301-713-9312

INTERNET: Coast.Pilot@noaa.gov

OMF Approval number 0648-0007 Expires 12/31/10
REQUEST FOR SURVEYS OR CHART CHANGE

List area for which surveys and/or changes in chart format, scale, or layout are needed. Include the name and geographic position of the area, the chart number of the largest scale chart that covers the area, and the reason for the request.

(Continue on plain paper)

ADDITIONAL INFORMATION FOR THE COAST PILOT

We are particularly interested in information about unusually strong current; prominent landmarks; objects which provide

particularly good radar return; sheltered anchorages (be explicit on direction of weather and type of bottom observed); drawbridge operation changes (e.g, drawbridge remains permanently in open position); changes in pilot pick-up points; changes in

radio frequencies monitored by pilots, marine exchanges, harbor masters, or drawbridges.

This information is required as part of NOAA's function to maintain marine nautical charts. The information obtained will be used to update the Coast

Pilot. Your response is voluntary and will be a matter of public record. Public reporting burden for this collection is estimated to average thirty minutes

per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information,

including suggestions for reducing this burden, to the National Ocean Service (N/CS51), 1315 East-West Highway, Silver Spring, MD 20910-3282;

and to the Office of Management and Budget, Paperwork Reduction Project (0648-0007) Washington, DC 20503.
This record of your experience and observations when

traversing the coast, entering port, and/or navigating

inside waters will be used to update the Coast Pilot.

OBSERVER: NAME AND ADDRESS

TEL. (Daytime)

DATE OF OBSERVATION

DATE OF SUBMISSION

VESSEL NAME AND ADDRESS

GEOGRAPHIC LOCATION

(Refer to charted objects by distance and bearing and/or include latitude/longitude, as applicable)

CHART NUMBER COAST PILOT NUMBER and EDITION NUMBER

CHANGES TO EXISTING COAST PILOT TEXT

Give recommended revised language for the book. Identify affected text by page, paragraph(s), and line number(s). State the

source of the information if other than personal observation.

(Continue on plain paper)

U.S DEPARTMENT OF COMMERCE

NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION

NOAA Form 77-6

COAST PILOT REPORT

SUBMIT TO:

NATIONAL OCEAN SERVICE, NOAA (N/CS51)

1315 EAST-WEST HIGHWAY, STATION 6230

SILVER SPRING, MD 20910-3282

FAX: 301-713-9312

INTERNET: Coast.Pilot@noaa.gov

OMF Approval number 0648-0007 Expires 12/31/10
REQUEST FOR SURVEYS OR CHART CHANGE

List area for which surveys and/or changes in chart format, scale, or layout are needed. Include the name and geographic position of the area, the chart number of the largest scale chart that covers the area, and the reason for the request.

(Continue on plain paper)

ADDITIONAL INFORMATION FOR THE COAST PILOT

We are particularly interested in information about unusually strong current; prominent landmarks; objects which provide

particularly good radar return; sheltered anchorages (be explicit on direction of weather and type of bottom observed); drawbridge operation changes (e.g, drawbridge remains permanently in open position); changes in pilot pick-up points; changes in

radio frequencies monitored by pilots, marine exchanges, harbor masters, or drawbridges.

This information is required as part of NOAA's function to maintain marine nautical charts. The information obtained will be used to update the Coast

Pilot. Your response is voluntary and will be a matter of public record. Public reporting burden for this collection is estimated to average thirty minutes

per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information,

including suggestions for reducing this burden, to the National Ocean Service (N/CS51), 1315 East-West Highway, Silver Spring, MD 20910-3282;

and to the Office of Management and Budget, Paperwork Reduction Project (0648-0007) Washington, DC 20503.