2023 (55
th
) Edition
This edition cancels the 54
th
Edition and includes all previously
published corrections.
Weekly updates to this edition are available at:
nauticalcharts.noaa.gov/publications/coast-pilot/index.html
U.S. Department of Commerce
Gina M. Raimondo, Secretary of Commerce
National Oceanic and Atmospheric Administration (NOAA)
Richard W. Spinrad, Ph.D., Under Secretary of Commerce for Oceans
and Atmosphere
National Ocean Service
Nicole R. LeBoeuf, Assistant Administrator for Ocean Services
and Coastal Zone Management
Atlantic Coast:
Cape Henry, Virginia to
Key West, Florida
UNITED STATES
Coast
Pilot
®
II U.S. Coast Pilot 4 25 AUG 2024
36°N
34°N
32°N
30°N
28°N
26°N
82°W
ST. LUCIE INLET
LAKE OKEECHOBEE
VIRGINIA
Cape Fear
Cape Hatteras
Jacksonville
Savannah
Miami
Key West
76°W 74°W80°W
St. Augustine
Jacksonville
Norfolk
Charleston
78°W
4
5
6
7
8
9
11
10
Coast Pilot 4 - Chapter Index
Chapter 4 – Cape Henry to Cape Lookout
Chapter 5 – Cape Lookout to Cape Fear
Chapter 6 – Cape Fear to Charleston Harbor
Chapter 7 – Charleston Harbor to Savannah River
Chapter 8 – Savannah River to St. Johns River
Chapter 9 – St. Johns River
Chapter 10 – St. Johns River to Miami
Chapter 11 – Miami to Key West
Chapter 12 – Intracoastal Waterway
(not shown, Norfolk Virginia to Key West Florida,
including Okeechobee Waterway)
ATL ANTIC OCEAN
NORTH CAROLINA
SOUTH CAROLINA
GEORGIA
FLORIDA
Elizabeth City
Wilmington
Cape Lookout
25 AUG 2024 ¢ Preface III
Preface
T
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 NOAA nautical charts. The publication is continually
updated and maintained from inspections conducted by NOAA survey vessels and fi eld parties, corrections published
in Notices to Mariners, information from other Federal agencies, State and local governments, maritime and pilots’
associations, port authorities, and concerned mariners.
NOAA’s Offi ce of Coast Survey encourages public feedback regarding its suite of nautical charting products and services
through ASSIST, Coast Survey’s stakeholder engagement and feedback tool. This allows customers to submit questions or
comments or to report an error with NOAA’s nautical charts and products.
Customers can access ASSIST at www.nauticalcharts.noaa.gov/customer-service/assist/
Those who prefer to communicate by telephone can contact Coast Sur
vey at 1–888–990–6622.
Coast Pilot Updates
Check for weekly critical updates for this edition at nauticalcharts.noaa.gov/publications/coast-pilot/index.html
(See 33 CFR 164.33 Charts and Publications, chapter 2, for regulations.)
Customers may print the specifi cally aff ected paragraphs to revise this book, or download an updated fi le (PDF) of
the entire volume.
A Weekly Record of Updates is provided directly preceding the index.
Coast Pilot corrections are no longer published in the NGA Notice to Mariners eff ective 01 January 2021. Additional
information regarding the NGA policy change can be referenced at msi.nga.mil/NTM in the Notice to Mariners 52/20
Hydrogram and Marine Information sections.
IV ¢
U.S. Coast Pilot 4 25 AUG 2024
25 AUG 2024
Contents
V
Contents
Preface � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � III
Chapter 1: General Information � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 1
Chapter 2: Navigation Regulations � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 35
Chapter 3: Cape Henry to Key West � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 179
Chapter 4: Cape Henry to Cape Lookout � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 203
Chapter 5: Cape Lookout to Cape Fear � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 225
Chapter 6: Cape Fear to Charleston Harbor � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 239
Chapter 7: Charleston Harbor to Savannah River � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 259
Chapter 8: Savannah River to St� Johns River � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 275
Chapter 9: St� Johns River � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 295
Chapter 10: St� Johns River to Miami � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 313
Chapter 11: Miami to Key West� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 345
Chapter 12: Intracoastal Waterway � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 361
Navigation Rules � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 401
Appendix A � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 427
Weekly Record of Updates� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 435
Index � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � 439
VI
Contents
25 AUG 2024
25 AUG 2024
U.S. Coast Pilot 4, Chapter 1 ¢ 1
General Information
(1)
UNITED STATES COAST PILOT®
(2) The United States Coast Pilot, published by the
National Oceanic and Atmospheric Administration
(NOAA), is a series of ten nautical books (volumes) that
encompasses a wide variety of information important to
navigators of U.S. coastal/intracoastal waters and the
waters of the Great Lakes. The Coast Pilot is intended to
be used as a supplement to NOAA nautical charts. Much
of the content cannot be shown graphically on the charts
and is not readily available elsewhere. Topics which are
covered include environmental factors of weather, climate,
ice conditions, tides, water levels, currents, prominent
coastal features and landmarks. Specic information
on vertical clearances, wharf descriptions, small-craft
facilities, hazards, dredged channels and depths are also
provided. Navigation services and regulations are also
identied including pilotage, towing, anchorages, routes
and trafc separation schemes, environmental protection,
and other Federal laws.
(3) New editions of each volume are issued annually.
Fully updated les are posted weekly on the Internet, and
are also available through NOAA Certied Chart Agents
at www.nauticalcharts.noaa.gov.
(4) Amendments to this publication are available at
nauticalcharts.noaa.gov/publications/coast-pilot/index.
html.
(5) <Deleted Paragraph>
(5)
Using the Coast Pilot
(6) Chapter 1 contains denitions of general and
standard terms used throughout the volume, discussions
of NOAA charting products and services, descriptions of
maritime services by various U.S. Government agencies,
Notices to Mariners and other information pertinent to
safe navigation.
(7) Chapter 2 contains selected extracts from the Code
of Federal Regulations (CFR) that affect mariners.
(8) Chapter 3 contains general information that is
peculiar to the region covered by a particular Coast Pilot
volume. For example, practical information regarding
offshore currents and dangers, coastal aids to navigation,
prominent landmarks and the general character of the
coast and depths helpful in approaching the region.
(9) In Chapter 4 and the remaining numbered
chapters, the detailed description of the region begins.
A map precedes each chapter and outlines the nautical
charts used in the area to be discussed. In these chapters, as
much as possible, the coastal description is in geographic
sequence, north to south on the east coast, east to west on
the gulf coast, clockwise around each of the Great Lakes
and south to north on the west coast and Alaskan coast.
Features are described as they appear on the largest scale
chart, with that chart number prominently shown in blue.
(10) Appendix A contains contact information regarding
the various products, services and agencies detailed
throughout the volume.
(11) Navigation Rules— preceding Appendix A,
contains the International (72 COLREGS) and Inland
Navigation Rules, technical Annexes, and associated
Federal rules and regulations.
(12) The Weekly Record of Updates is intended as a log
for critical updates applied to this volume.
(13) The Index contains geographic names mentioned
throughout a Coast Pilot volume. These names are
boldfaced and indexed along with the number of the
largest scale chart on which the entire feature appears.
Asterisks preceding a chart number in the index of
Coast Pilot 5 indicate charts published by the National
Geospatial-Intelligence Agency, and in the index of Coast
Pilot 6, charts published by the Canadian Hydrographic
Service.
(14)
Bearings
(15) Bearings and courses are in degrees true and are
measured clockwise from 000° (north) to 359°. The
bearings of an aid to navigation (e.g., directional light,
light sector, range) are given as viewed from the bridge
of a vessel toward the light.
(16)
Bridges and Cables
(17) Vertical clearances of bridges and overhead cables
are in feet above mean high water unless otherwise stated;
clearances in Coast Pilot 6 are in feet above Low Water
Datum unless otherwise stated. When the water level
is above Low Water Datum, the bridge and overhead
cable clearances given in the Coast Pilot and shown on
the charts should be reduced accordingly. Clearances
of drawbridges are for the closed position, although the
open clearances are also given for vertical-lift bridges.
Whenever a bridge span over a channel does not open fully
to an unlimited clearance position, a minimum clearance
for the sections over the channel is given; the same applies
to swing and pontoon bridges with openings less than 50
feet horizontally. Clearances given in the Coast Pilot are
those approved for nautical charting and are supplied by
the U.S. Coast Guard (bridges) and U.S. Army Corps of
2 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
Engineers (cables). See charts for horizontal clearances
of bridges, as these are generally given in the Coast Pilot
only when they are less than 50 feet (15 meters). Tables
listing structures across waterways, found in some Coast
Pilots, show both horizontal and vertical clearances.
Submarine cables are rarely mentioned.
(18)
Cable ferries
(19) Cable ferries are guided by cables fastened to
shore and sometimes propelled by a cable rig attached
to the shore. Generally, the cables are suspended during
crossings and dropped to the bottom when the ferries dock.
Where specic operating procedures are known they are
mentioned in the text. Since operating procedures vary,
mariners are advised to exercise extreme caution and
seek local knowledge. DO NOT ATTEMPT TO PASS
A MOVING CABLE FERRY.
(20)
Courses
(21) These are true and are given in degrees clockwise
from 000° (north) to 359°. The courses given are the
courses to be made good.
(22)
Currents
(23) Stated current velocities are the averages at strength.
Velocities are in knots, which are nautical miles per hour.
Directions are the true directions to which the currents set
(see chapter 3, this book).
(24)
Depths
(25) Depth is the vertical distance from the chart datum
to the bottom and is expressed in the same units (feet,
meters or fathoms) as those soundings found on the chart.
(See Chart Datum, this chapter, for further detail.) The
controlling depth is the least known depth of a channel.
This depth is determined by periodic hydrographic
surveys and restricts use of the channel to drafts less
than that depth. The centerline controlling depth applies
only to the channel centerline or close proximity; lesser
depths may exist in the remainder of the channel. The
midchannel controlling depth is the controlling depth
of only the middle half of the channel. Federal project
depth is the original design dredging depth of a channel
planned by the U.S. Army Corps of Engineers (USACE)
and may be deeper than current conditions. For this reason,
project depth must not be confused with controlling depth.
Depths alongside wharves usually have been reported by
owners and/or operators of the waterfront facilities and
have not been veried by Government surveys. Since
these depths may be subject to change, local authorities
should be consulted for the latest controlling depths.
(26) For all maintained channels with controlling depths
detailed on charts in tabular form, the Coast Pilot usually
states only the project depths. For all other channels which
may be depicted on charts with depth legends, notes or
soundings, the Coast Pilot will list where to nd the most
recent information on the latest known surveys. Depths
may vary considerably between maintenance dredging.
(27)
Under-keel clearances
(28) It is becoming increasingly evident that economic
pressures are causing mariners to navigate through waters
of barely adequate depth, with under-keel clearances
being nely assessed from the charted depths, predicted
tide levels and depths recorded by echo sounders.
(29) It cannot be too strongly emphasized that even
charts based on modern surveys may not show all sea-
bed obstructions or the shoalest depths, and actual tide
levels may be appreciably lower than those predicted.
(30) In many ships an appreciable correction must be
applied to shoal soundings recorded by echo sounders
due to the horizontal distance between the transducers.
This separation correction, which is the amount by which
recorded depths therefore exceed true depths, increases
with decreasing depths to a maximum equal to half the
distance apart of the transducers; at this maximum the
transducers are aground. Ships whose transducers are
more than 6 feet (1.8 meters) apart should construct
a table of true and recorded depths using the Traverse
Tables. (Refer to the topic on echo soundings elsewhere
in chapter 1.)
(31) Other appreciable corrections, which must be
applied to many ships, are for settlement and squat. These
corrections depend on the depth of water below the keel,
the hull form and the speed of the ship.
(32) Settlement causes the water level around the ship
to be lower than would otherwise be the case. It will
always cause echo soundings to be less than they would
otherwise be. Settlement is appreciable when the depth is
less than seven times the draft of the ship and increases
as the depth decreases and the speed increases.
(33) Squat denotes a change in trim of a ship underway,
relative to her trim when stopped. It usually causes the
stern of a vessel to sit deeper in the water. However, it is
reported that in the case of mammoth ships, squat causes
the bow to sit deeper. Depending on the location of the
echo sounding transducers, this may cause the recorded
depth to be greater or less than it ought to be. Caution
and common sense are continuing requirements for
safe navigation.
(34)
Distances
(35) These are in nautical miles unless otherwise stated. A
nautical mile is one minute of latitude, or approximately
2,000 yards, and is about 1.15 statute miles.
(36) Coast Pilot 6 is in statute miles unless otherwise
stated. A statute mile is 5,280 feet or about 0.87 nautical
mile.
(37)
Geographic Coordinates
(38) Geographic coordinates listed in the Coast Pilot are
referred to North American Datum of 1983 (NAD 83)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 3
unless otherwise noted for certain CFR extracts in chapter
2.
(39)
Heights
(40) 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.
(41) Coast Pilot 6 is in feet (meters) above the chart
datum used for that purpose on the charts, usually Low
Water Datum.
(42)
Light and Sound Signal Characteristics
(43) 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.
(44)
Obstructions
(45) Wrecks and other obstructions are mentioned only if
they are relatively permanent and in or near normal trafc
routes.
(46)
Radio Navigational Aids
(47) For detailed information on Radio Navigation Aids
see the United States Coast Guard Light Lists and
the National Geospatial-Intelligence Agency’s Radio
Navigational Aids, Publication 117.
(48)
Ranges
(49) 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.)
(50)
Reported information
(51) Information received by NOAA from various
sources concerning depths, dangers, currents, facilities,
and other topics, which has not been veried by
Government surveys or inspections, is often included in
the Coast Pilot; such unveried information is qualied
as “reported” and should be regarded with caution.
(52)
Tides
(53) Tidal information, including real-time water levels,
tide predictions and tidal current predictions are available
at tidesandcurrents.noaa.gov.
(54)
Time
(55) 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.)
(56)
Winds
(57) 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.
(58) <Deleted Paragraph>
(58)
NAUTICAL CHARTS
(59) NOAA produces and maintains a suite of over 1,000
nautical charts that cover the U.S. coastal waters, the
Great Lakes and U.S. territories. These charts provide
a graphic representation of water depths, the shoreline,
prominent topographic and man-made features, aids to
navigation and other navigational information useful to
the mariner. NOAA’s charts are available in a variety of
digital formats designed to meet the specic requirements
of all mariners. Paper copies may also be obtained through
one of NOAA’s Print-on-Demand partners.
(59) <59-60 Deleted>
(60)
Paper Print on Demand Nautical Charts
(61) <Deleted Paragraph>
(61) The content of Print-On-Demand (POD) charts is
updated weekly by NOAA with the most current U.S.
Coast Guard Local Notice to Mariners and other critical
safety information. POD charts are printed under the
authority of NOAA and shipped through partnerships
between NOAA and commercial providers. POD
information and a list of participating POD chart agents
can be found at nauticalcharts.noaa.gov/publications/
print-agents.html#paper-charts-mobile.
(62) <Deleted Paragraph>
(62)
Portable Document Format (PDF) Nautical Charts
(63) <Deleted Paragraph>
(63) Almost all of NOAA’s nautical charts may be
downloaded for free as Portable Document Format
(PDF) les at nauticalcharts.noaa.gov/charts/noaa-
raster-charts.html#full-size-nautical-charts. The PDF
nautical charts are exact replicas of the images used to
produce POD and Raster Navigational Charts (RNC).
As such, they also have all the latest updates based on
U.S. Coast Guard Local Notices to Mariners, National
Geospatial-Intelligence Agency Notices to Mariners and
other critical safety information.
(64) Most PDF charts can be printed at the proper scale
from any plotter accommodating a 36-inch paper width.
When printed properly, PDF charts and POD charts are
very similar, but PDF charts have not yet been approved
to meet Federal regulations for paper chart carriage
requirements as POD charts have.
4 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
(65)
BookletCharts
(66) The NOAA BookletChart™ is a product that can
be printed by the users for free. They are made to help
recreational boaters locate themselves on the water.
BookletCharts are reduced in scale and divided into pages
for convenience but otherwise contain all the information
of the full-scale nautical charts and are updated weekly.
For more information visit nauticalcharts.noaa.gov/
charts/noaa-raster-charts.html#booklet-charts.
(67)
Raster Navigational Charts (NOAA RNC®)
(68) NOAA Raster Navigational Charts (NOAA RNC®)
are geo-referenced digital images of NOAA’s entire suite
of paper charts. NOAA RNCs are ofcial data that can
be used in many types of electronic charting systems
(ECS), including Raster Chart Display Systems (RCDS)
and some Electronic Chart Display and Information
Systems (ECDIS). Current regulations support the use
of RNCs as a primary means of navigation when ENCs
are not available, but they require an accompanying
minimal set of up-to-date paper charts. They can integrate
position information from the Global Positioning System
(GPS) and other navigational sensors, such as radar and
automatic identication systems (AIS) to show a vessel's
track, waypoints, and planned routes. NOAA RNCs
and their weekly updates are available free of charge
at nauticalcharts.noaa.gov/charts/noaa-raster-charts.
html.
(69)
Electronic Navigational Charts (NOAA ENC®)
(70) NOAA Electronic Navigational Charts (NOAA
ENC®) are databases of charted objects and their attributes
with standardized content, structure and format. They
comply with International Hydrographic Organization
(IHO) specications stated in IHO Publication S-57. They
may be used as an alternative to paper charts required on
SOLAS class vessels.
(71) ENCs are intended for use in electronic charting
systems (ECS) as well as Electronic Chart Display and
Information Systems (ECDIS). ECDIS are programmable
to show as much or as little data as the user requires.
They can integrate position information from the Global
Positioning System (GPS) and other navigational sensors,
such as radar and automatic identication systems (AIS)
to show a vessel's track, waypoints and planned routes.
Using this information ECDIS can use ENCs to give
warning of impending danger in relation to the vessel's
position and movement. NOAA ENCs and their updates
are available free of charge at nauticalcharts.noaa.gov/
charts/noaa-enc.html.
(72)
Nautical Chart—New Editions and Corrections
(73) New editions of paper Print-on-Demand (POD)
charts are available on the Monday after NOAA clears a
new edition for release. Once the authorized POD chart
is available, it meets federal chart carriage requirements,
and should be put into service immediately. It should be
updated from the last correction and cleared through
dates shown in the lower left corner of the chart.
(74) The chart date is of vital importance to the navigator.
When charted information becomes obsolete, further
use of the chart for navigation is dangerous. Natural and
articial changes, many of them critical, are occurring
constantly; therefore it is important that navigators use
up-to-date charts. Nautical charts and publications are
available for purchase from authorized POD agents and
their sales outlets.
(75) NOAA’s “Nautical Chart Update” website allows
mariners to update their nautical charts from one database
that includes information from NOAA, NGA U.S. Notice
to Mariners, U.S. Coast Guard Local Notices to Mariners
and the Canadian Coast Guard Notices to Mariners at:
nauticalcharts.noaa.gov/charts/chart-updates.html.
(76)
Nautical Chart Numbering System
(77) This chart numbering system, adopted by NOAA
and National Geospatial-Intelligence Agency (NGA),
provides for a uniform method of identifying charts
published by both agencies. Nautical charts published
by NGA and by the Canadian Hydrographic Service are
identied in the Coast Pilot by an asterisk preceding the
chart number.
(78)
Chart Scale
(79) The scale of a chart is the ratio of a given distance
on the chart to the actual distance that it represents on
the earth. For example, one unit of measurement on a
1:10,000 scale chart is equal to 10,000 of the same unit
on the earth's surface. Large scale charts show greater
detail of a relatively small area. Small scale charts show
less detail but cover a larger area. Certain hydrographic
information may be omitted on smaller scale charts.
Mariners should always obtain the largest scale
coverage for near shore navigation.
(80) The scales of nautical charts range from 1:2,500 to
about 1:5,000,000. Graphic scales are generally shown
on charts with scales of 1:80,000 or larger, and numerical
scales are given on smaller scale charts. NOAA charts are
classied according to scale as follows:
(81) Sailing charts, scales 1:600,000 and smaller, are
for use in xing the mariner’s position approaching
the coast from the open ocean or for sailing between
distant coastwise ports. On such charts the shoreline and
topography are generalized and only offshore soundings,
principal lights, outer buoys and landmarks visible at
considerable distances are shown.
(82) General charts, scales 1:150,000 to 1:600,000, are
for coastwise navigation outside of outlying reefs and
shoals.
(83) Coast charts, scales 1:50,000 to 1:150,000, are
for inshore navigation leading to bays and harbors of
considerable width and for navigating large inland
waterways.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 5
(84) Harbor charts, scales larger than 1:50,000, are for
harbors, anchorage areas and the smaller waterways.
(85) Special charts, at various scales, cover the
Intracoastal waterway and miscellaneous small-craft
areas.
(86)
Chart Projections
(87) The Mercator projection used on most nautical
charts has straight-line meridians and parallels that
intersect at right angles. On any particular chart the
distances between meridians are equal throughout, but
distances between parallels increase progressively from
the equator toward the poles so that a straight line between
any two points is a rhumb line. This unique property of
the Mercator projection is one of the main reasons why
it is preferred by the mariner.
(88) The Polyconic projection is used on most U.S.
nautical charts of the Great Lakes. On this projection,
parallels of latitude appear as non-concentric circles, and
meridians appear as curved lines converging toward the
pole and concave to the central meridian. The scale is
correct along any parallel and along the central meridian
of the projection. Along other meridians the scale
increases with increased difference of longitude from
the central meridian.
(89)
Chart Datum, Tidal Waters
(90) Chart Datum is the particular tidal level to which
soundings and depth curves on a nautical chart or
bathymetric map are referred. The tidal datum of Mean
Lower Low Water is used on all NOAA charts, except for
charts in the Great Lakes and non-tidal inland waterways.
For information on Chart Datum, Great Lakes System,
see Coast Pilot 6, chapter 3.
(91)
Horizontal Datum
(92) Nautical charts are constructed based on one of a
number of horizontal datums which are adopted to best
represent individual regions around the world. Note that
the terms horizontal datum, horizontal geodetic datum,
and horizontal control datum are synonymous.
(93) The exact placement of lines of latitude and longitude
on a nautical chart is dependent on the referenced
horizontal datum. Charts of the United States are currently
referenced primarily to the North American Datum of
1983 (NAD 83), and the World Geodetic System 1984
(WGS 84). WGS 84 is equivalent to the NAD 83 for
charting purposes.
(94) NAD 83 and WGS 84 have replaced the North
American Datum of 1927 and other regional datums as
the primary horizontal datum to which NOAA charts are
referenced. Since some geographic positions may still be
referenced to the older datums, NOAA has included notes
on charts which show the amount to shift those positions
in latitude and longitude to t the chart’s NAD 83 or WGS
84 projection.
(95) It should be noted that the physical shift between
positions on older datums and NAD 83/WGS 84 was
signicant. Mariners should always be certain the
positions they are plotting on a nautical chart are on the
same datum as the chart.
(96)
Chart Accuracy
(97) The value of a nautical chart depends upon the
accuracy of the surveys on which it is based. The chart
reects what was found by eld surveys and what has been
reported to NOAA. It also represents general conditions
at the time of surveys or reports and does not necessarily
portray present conditions. Signicant changes may have
taken place since the date of the last survey or report.
(98) Each sounding represents an actual measure of depth
and location at the time the survey was made, and each
bottom characteristic represents a sampling of the surface
layer of the sea bottom at the time of the sampling. Areas
where sand and mud prevail, especially the entrances and
approaches to bays and rivers exposed to strong tidal
current and heavy seas, are subject to continual change.
(99) In coral regions and where rocks and boulders
abound, it is always possible that surveys may have
failed to nd every obstruction. Thus, when navigating
such waters, customary routes and channels should be
followed, and areas where irregular and sudden changes
in depth indicate conditions associated with pinnacle
rocks, coral heads, or boulders should be avoided.
(100) Information charted as “reported” should be treated
with caution when navigating the area, because the actual
conditions have not been veried by government surveys.
(101)
Source Diagrams and Zone of Confidence Diagrams
(102) The age and accuracy of hydrographic survey data
that support nautical charts can vary. Depth information
on nautical charts, paper or digital, is based on data from
the latest available hydrographic survey, which in many
cases may be quite old. Diagrams are provided on nautical
charts to assist mariners in assessing hydrographic
survey data and the associated level of risk to navigate
in a particular area. There are currently two types of
diagrams shown on NOAA paper and raster navigational
charts (RNCs) of 1:500,000 scale and larger—Zone of
Condence (ZOC) Diagrams and Source Diagrams.
ZOC information (designated CATZOC) is also found
on electronic navigational charts (ENCs). This provides
consistency in the display of source data between ENCs
and newer paper charts.
(103) Both types of diagrams consist of a graphic
representation of the extents of hydrographic surveys
within the chart and accompanying table of related survey
quality categories. CATZOC information on an ENC,
unlike the diagrams on a paper chart or RNC, is displayed
over the ENC data using symbols rather than letters.
These symbols are displayed on a separate layer, which
can be viewed when planning a route, then switched off
until needed again at another time.
6 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
(104) On ZOC Diagrams, the quality of the hydrographic
data is assessed according to six categories; ve quality
categories for assessed data (A1, A2, B, C and D) and a
sixth category (U) for data that has not yet been assessed.
On the ENC, the categories are shown using a rating
system of stars—the higher the quality, the greater the
number of stars. Assessment of hydrographic data quality
and classication into zones of condence is based on
a combination of: survey date, position accuracy, depth
accuracy and sea oor coverage (the survey’s ability to
detect objects on the seaoor.)
(105) Source Diagrams 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 reects the conguration of the
bottom depends on the following factors: survey
technology employed (sounding and navigation
equipment), survey specications in effect (prescribed
survey line spacing and sounding interval) and type of
bottom (e.g., rocky with existence of submerged
pinnacles, at sandy, coastal deposits subject to frequent
episodes of deposition and erosion). Source diagrams
will be replaced with ZOC diagrams as new editions are
created.
(108)
Chart Symbols, Abbreviations and Terms
(109) The standard symbols and abbreviations approved
for use on nautical charts produced by the U.S.
Government are described in U.S. Chart No. 1: Symbols,
Abbreviations and Terms used on Paper and Electronic
Navigational Charts. This reference, jointly maintained
by the National Geospatial-Intelligence Agency (NGA)
and NOAA, is available at nauticalcharts.noaa.gov/
publications/us-chart-1.html.
(110) The publication Chart 1: Symbols, Abbreviations
and Terms published by the Canadian Hydrographic
Service, is available online at charts.gc.ca/publications/
chart1-carte1/index-eng.asp.
(111) Some symbols and abbreviations used on foreign
charts, including reproductions of foreign charts made by
NGA, are different than those used on U.S. charts. It is
recommended that mariners who use foreign charts also
obtain the symbol sheet or Chart No. 1 produced by the
appropriate foreign agency.
(112) Mariners are warned that the buoyage systems,
shapes and colors used by other countries often have a
different signicance than the U.S. system.
(113)
Areas with Blue Tint
(114) 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.
(115)
Bridge and Cable Clearances
(116) For bascule bridges whose spans do not open to a
full vertical position, unlimited overhead clearance is not
Zone of Confi dence Diagrams
ZOC CATEGORIES
ZOCDATE
POSITION
ACCURACY
DEPTH
ACCURACY
SEAFLOOR COVERAGE
A1 2008–2016 ± 16.4 ft
= 1.6 feet + 1%
depth
All signifi cant seafl oor
features detected
A2 —± 65.6 ft
= 3.3 feet + 2%
depth
All signifi cant seafl oor
features detected
B 2005 ± 164.0 ft
= 3.3 feet + 2%
depth
Uncharted features
hazardous to surface
navigation are not
expected but may exist
C— ± 1640.4 ft
= 6.6 feet + 2%
depth
Depth anomalies may be
expected
D—
Worse than
ZOC C
Worse than
ZOC C
Large depth anomolies
may be expected
U
Unassessed – The quality of the bathymetric data has yet to be assessed.
C
D
U
D
D
124°16' 124°06'14'12' 10' 08'
44'
46'
48'
50'
40°
42'
40°
52'
B
D
A2
A1
(106)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 7
Source Diagrams
Referring to the accompanying sample Source Diagram to the
right and the previous discussion of survey methods over time,
transiting from Point X to Point Y, along the track indicated by
the dotted line, would have the following information available
about the relative quality of the depth information shown on
the chart.
Point X lies in an area surveyed by NOAA between 1900-1939.
The sounding data in this area would have been collected by
leadline. Depths between sounding points can only be inferred,
and undetected features might exist between the sounding
points in areas of irregular relief — caution should be exercised.
The transit then crosses an area surveyed by NOAA between
1940-1969. The sounding data in this area would have been
collected by continuous recording single beam echo sounder.
It is possible that features could have been missed between
sounding lines, although echo sounders record all depths along
a sounding line with varying beam widths.
The transit ends in an area charted from miscellaneous surveys.
These surveys may be too numerous to depict or may vary in
age, reliability, origin or technology used. No inferences about
the fi tness of the data can be made in this area from the diagram.
Referring again to the accompanying sample Source Diagram,
and the previous discussion of survey methods over time, a
mariner could choose to transit from Point X to Point Y, along
the track shown with a dashed line.
The transit starts again in an area surveyed by NOAA between 1900-1939. The sounding data in this area would have
been collected by leadline. Depths between sounding points can only be inferred, and undetected features might still exist
between the sounding points in areas of irregular relief — caution should be exercised.
The transit then crosses an area surveyed by NOAA between 1990–present, with partial bottom coverage. The data is
collected in metric units and acquired by continuous recording single beam echo sounder. It is possible that features
could have been missed between the sounding lines, although echo sounders record all depths along a sounding line with
varying beam widths.
The transit then crosses into an area surveyed by NOAA etween 1990–present, having full bottom coverage. This area of
the charted diagram is shaded with a blue screen to draw attention to the fact that full bottom coverage has been achieved.
The data in this area would have been collected in metric units and acquired by side scan sonar or multibeam sonar
technology. Undetected features in this area, at the time of the survey, would be unlikely.
The transit ends in
an area charted from miscellaneous surveys. These surveys may be too numerous to depict or may vary
in age, reliability, origin or technology used. No inferences about the 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
survey information that is more recent and collected with modern technology.
(107)
8 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
available for the entire charted horizontal clearance when
the bridge is open, due to the inclination of the drawspans
over the channel.
(117) Charted in black text, vertical clearances of overhead
cables are for the lowest wires at mean high water as
authorized and permitted by the U.S. Army Corps of
Engineers (USACE). Reported clearances received from
sources other than the USACE are labeled as such. When
provided, safe vertical clearances are shown in magenta
text and indicate the highest points of a ship that can pass
under an overhead power cable without risk of electrical
discharge from the cable to the ship or without making
contact with a bridge. Vessels with masts, stacks, booms
or antennas should allow sufcient clearance under
power cables to avoid arcing.
(118)
Submarine Cables and Submerged Pipelines
(119) Submarine cables and submerged pipelines cross
many waterways used by both large and small vessels, but
all of them may not be charted. For inshore areas, they
usually are buried beneath the seabed, but for offshore
areas they may lie on the ocean oor. Warning signs are
often posted to warn mariners of their existence.
(120) The installation of submarine cables or pipelines in
U.S. waters or the Continental Shelf of the United States
is under the jurisdiction of one or more Federal agencies,
depending on the nature of the installation. They are
shown on the charts when the necessary information is
reported to NOAA and they have been recommended for
charting by the responsible agency. The chart symbols
for submarine cable and pipeline areas are usually shown
for inshore areas, whereas chart symbols for submarine
cable and pipeline routes may be shown for offshore
areas. Submarine cables and pipelines are not described
in the Coast Pilots.
(121) In view of the serious consequences resulting
from damage to submarine cables and pipelines, vessel
operators should take special care when anchoring,
shing or engaging in underwater operations near areas
where these cables or pipelines may exist or have been
reported to exist. Mariners are also warned that the areas
where cables and pipelines were originally buried may
have changed and they may be exposed; extreme caution
should be used when operating vessels in depths of water
comparable to the vessel’s draft.
(122) Certain cables carry high voltage, while many
pipelines carry natural gas under high pressure or
petroleum products. Electrocution, re or explosion with
injury, loss of life or a serious pollution incident could
occur if they are broached.
(123) Vessels fouling a submarine cable or pipeline should
attempt to clear without undue strain. Anchors or gear
that cannot be cleared should be slipped, but no attempt
should be made to cut a cable or a pipeline.
(124)
Artificial Obstructions to Navigation
(125) Disposal areas are designated by the U.S. Army
Corps of Engineers for depositing dredged material
where there is sufcient depth not to cause shoaling
or create a danger to surface navigation. The areas are
charted without blue tint, and soundings and depth curves
are retained.
(126) Disposal sites are areas established by Federal
regulation (40 CFR 220 through 228) in which dumping of
dredged and ll material and other nonbuoyant objects is
allowed with the issuance of a permit. Dumping of dredged
and ll material is supervised by the U.S. Army Corps of
Engineers and all other dumping by the Environmental
Protection Agency (EPA). (See U.S. Army Corps of
Engineers and Environmental Protection Agency, this
chapter, and Appendix A for ofce addresses.)
(127) Dumping grounds are also areas that were
established by Federal regulation (33 CFR 205).
However, these regulations have been revoked and the
use of the areas discontinued. These areas will continue
to be shown on nautical charts until such time as they are
no longer considered to be a danger to navigation.
(128) Disposal Sites and Dumping Grounds are rarely
mentioned in the Coast Pilot, but are shown on nautical
charts. Mariners are advised to exercise caution in the
vicinity of all dumping areas.
(129) Spoil areas are for the purpose of depositing dredged
material, usually near and parallel to dredged channels.
Spoil areas are usually charted from survey drawings
from U.S. Army Corps of Engineers after-dredging
surveys, though they may originate from private or other
Government agency surveys. On nautical charts, spoil
areas are tinted blue, labeled and have all soundings and
depth curves omitted from within their boundaries. Spoil
areas present a hazard to navigation and even the smallest
craft should avoid crossing them.
(130) Fish havens are articial shelters constructed of
various materials including rocks, rubble, derelict barges/
oil rigs and specially designed precast structures. This
material is placed on the sea oor to simulate natural
reefs and attract sh. Fish havens are often located near
shing ports or major coastal inlets and are usually
considered hazards to shipping. Before such a reef
may be built, the U.S Army Corps of Engineers must
issue a permit specifying the location and depth over
the reef. Constructed of rigid material and projecting
above the bottom, they can impede surface navigation
and therefore represent an important feature for charting.
Fish havens may be periodically altered by the addition
of new material, thereby possibly increasing the hazard.
They are outlined and labeled on charts and show the
minimum authorized depth when known. Fish havens are
tinted blue if they have a minimum authorized depth of
11 fathoms or less. If the minimum authorized depth is
unknown and they are in depths greater than 11 fathoms,
they are considered a danger to navigation. Navigators
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 9
should be cautious about passing over sh havens or
anchoring in their vicinity.
(131) 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 sh stakes that may exist
in these areas are obstructions to navigation and may be
dangerous. The limits of shtrap areas and a cautionary
note are usually charted. Navigators should avoid these
areas.
(132)
Local Magnetic Disturbances
(133) 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.
(134)
Compass Roses
(135) 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.
(136)
Echo Soundings
(137) The echo sounder on a ship 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.
(138) Observational errors include misinterpreting false
echoes from schools of sh, seaweed, etc., but the most
serious error that 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.
(139)
NOTICES TO MARINERS
(140) Notices to Mariners are published to advise
operators 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.
(141) Local Notices to Mariners are issued by each Coast
Guard District Commander for the waters under their
jurisdiction. (See Appendix A for Coast Guard district(s)
covered by this volume.) These notices are usually
published weekly and are available at navcen.uscg.gov.
(142) U.S. Notice to Mariners, published weekly by the
National Geospatial-Intelligence Agency, are 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 are available at msi.nga.mil/NGAPortal/
MSI.portal.
(143) Broadcast Notices to Mariners are made by the
Coast Guard to report deciencies and important changes
in aids to navigation. (See Navigational Warnings,
Information and Weather, this chapter.)
(144) The Special Notice to Mariners is an annual
publication containing important information for mariners
on a variety of subjects which supplements information not
usually found on charts and in navigational publications.
It includes excerpts from various Federal laws and
regulations regarding marine pollution reporting, aids to
navigation and Vessel Trafc Service (VTS) procedures.
There are tips for trip planning, updates to the Rules of
the Road and information on local hazards. Also included
are points of contact, phone numbers and email addresses
for various subject matter experts to assist the mariner in
locating further information.
(145) 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
10 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
States that are not normally used by oceangoing vessels
will require the Local Notices to Mariners to keep charts
and related publications up to date.
(146)
AIDS TO NAVIGATION
(147)
U.S. Aids to Navigation System
(148) The navigable waters of the United States are marked
to assist navigation using the U.S. Aids to Navigation
System, a system consistent with the International
Association of Marine Aids to Navigation and Lighthouse
Authorities (IALA) Maritime Buoyage System. The
IALA Maritime Buoyage System is followed by most of
the world's maritime nations and will improve maritime
safety by encouraging conformity in buoyage systems
worldwide. IALA buoyage is divided into two regions
made up of Region A and Region B. All navigable waters
of the United States follow IALA Region B, except U.S.
possessions west of the International Date Line and
south of 10° north latitude, which follow IALA Region
A. Lateral aids to navigation in Region A vary from those
located within Region B. Nonlateral aids to navigation
are the same as those used in Region B. Appropriate
nautical charts and publications should be consulted to
determine whether the Region A or Region B marking
schemes are in effect for a given area.
(149) As standard protocol, the U.S. Coast Guard
reported assigned positions of aids to navigation uses
the North American Datum of 1983 (NAD 83). Due to
the development of new navigational systems and the
retirement of old systems, the World Geodetic System
1984 (WGS 84) has become the preferred standard.
In 2020, the U.S. Coast Guard Chief of the Ofce of
Navigation Systems (CG-NAV) announced that all
geographic coordinates for aids to navigation assigned
positions will be reported using WGS 84.
(150)
Reporting Defects in Aids to Navigation
(151) Promptly notify the nearest Coast Guard District
Commander if an aid to navigation is observed to be
missing, sunk, capsized, out of position, damaged,
extinguished or showing improper characteristics.
(152) Aids to navigation in United States waters of the
Great Lakes and their connecting waters, except for the
St. Lawrence River, are maintained by the U.S. Coast
Guard. Local jurisdiction for the region is assigned to
the Commander, Ninth Coast Guard District. The Lake
Champlain region and the Hudson River are under
the jurisdiction of the Commander, First Coast Guard
District. (See Appendix A for the addresses.)
(153) It is unlawful to establish or maintain any aid similar
to those maintained by the U.S. Coast Guard without
rst obtaining permission from the Coast Guard District
Commander. The licensed ofcer in command of a vessel
which collides with any aid must report the fact promptly
to the nearest U.S. Coast Guard Sector.
(154)
Lights
(155) The range of visibility of lights as given in the U.S.
Coast Guard Light Lists and as shown on the charts is the
nominal range, which is the maximum distance at which
a light may be seen in clear weather (meteorological
visibility of 10 nautical miles) expressed in nautical
miles. The Light Lists give the nominal ranges for all U.S.
Coast Guard lighted aids except range and directional
lights.
(156) Luminous range is the maximum distance at which
a light may be seen under the existing visibility conditions.
By use of the diagram in the Light Lists, luminous range
may be determined from the known nominal range, and
the existing visibility conditions. Neither the nominal nor
the luminous ranges do not take into account elevation,
observer’s height of eye, or the curvature of the earth.
(157) Geographic range is a function of only the
curvature of the earth and is determined solely from the
heights above sea level of the light and the observer’s eye;
therefore, to determine the actual geographic range for
a height of eye, the geographic range must be corrected
by a distance corresponding to the height difference,
the distance correction being determined from a table
of “distances of visibility for various heights above sea
level”, found in the United States Coast Guard Light List.
(158) The maximum distances at which lights can be seen
may at times be increased by abnormal atmospheric
refraction and may be greatly decreased by unfavorable
weather conditions such as fog, rain, haze or smoke. All
except the most powerful lights are easily obscured by
such conditions. In some conditions of the atmosphere
white lights may have a reddish hue. During weather
conditions which tend to reduce visibility, colored
lights are more quickly lost to sight than white lights.
Navigational lights should be used with caution because
of the following conditions that may exist.
(159) A light may be extinguished and the fact not reported
to the Coast Guard for correction, or a light may be located
in an isolated area where it will take time to correct.
(160) In regions where ice conditions prevail the lantern
panes of unattended lights may become covered with ice
or snow, which will greatly reduce the visibility and may
also cause colored lights to appear white.
(161) Brilliant shore lights used for advertising and other
purposes, particularly those in densely populated areas,
make it difcult to identify a navigational light.
(162) At short distances ashing lights may show a faint
continuous light between ashes.
(163) The distance of an observer from a light cannot be
estimated by its apparent intensity. The characteristics of
lights in an area should always be checked in order that
powerful lights visible in the distance not be mistaken
for nearby lights showing similar characteristics at low
intensity such as those on lighted buoys.
(164) The apparent characteristic of a complex light may
change with the distance of the observer, due to color
and intensity variations among the different lights of the
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 11
group. The characteristic as charted and shown in the
Light List may not be recognized until nearer the light.
(165) Motion of a vessel in a heavy sea may cause a light
to alternately appear and disappear, and thus give a false
characteristic.
(166) Where lights have different colored sectors, be
guided by the correct bearing of the light; do not rely on
being able to accurately observe the point at which the
color changes. On either side of the line of demarcation
of colored sectors there is always a small arc of uncertain
color.
(167) On some bearings from the light, the range of
visibility of the light may be reduced by obstructions. In
such cases, the obstructed arc might differ with height of
eye and distance. When a light is cut off by adjoining land
and the arc of visibility is given, the bearing on which the
light disappears may vary with the distance of the vessel
from which observed and with the height of eye. When
the light is cut off by a sloping hill or point of land, the
light may be seen over a wider arc by a ship far off than
by one closer.
(168) Arcs of circles drawn on charts around a light are not
intended to give information as to the distance at which
it can be seen, but solely to indicate, in the case of lights
which do not show equally in all directions, the bearings
between which the variation of visibility or obscuration
of the light occurs.
(169) Lights of equal candlepower but of different colors
may be seen at different distances. This fact should be
considered not only in predicting the distance at which a
light can be seen, but also in identifying it.
(170) Lights should not be passed close aboard, because in
many cases riprap mounds are maintained to protect the
structure against ice damage and scouring action.
(171) Many prominent towers, tanks, smokestacks,
buildings and other similar structures, charted as
landmarks, display ashing and/or xed red aircraft
obstruction lights. Lights shown from landmarks are
charted only when they have distinctive characteristics
to enable the mariner to positively identify the location
of the charted structure.
(172)
Articulated Lights
(173) An articulated light is a vertical pipe structure
supported by a submerged buoyancy chamber and
attached by a universal coupling to a weighted sinker
on the seaoor. The light, allowed to move about by
the universal coupling, is not as precise as a xed aid.
However, it has a much smaller watch circle than a
conventional buoy, because the buoyancy chamber tends
to force the pipe back to a vertical position when it heels
over under the effects of wind, wave or current.
(174) Articulated lights are primarily designed to mark
narrow channels with greater precision than conventional
buoys.
(175)
Daybeacons
(176) Daybeacons are unlighted aids afxed to stationary
structures. They are marked with dayboards for daytime
identication. The dayboards aid navigation by presenting
one of several standard shapes and colors which have
navigational signicance. Dayboards are sometimes
referred to as daymarks.
(177) Daybeacons are found on-shore and in shallow
water. They are frequently used to mark channel edges.
(178)
Articulated Daybeacons
(179) Articulated daybeacons are similar to articulated
lights, described above, except they are unlighted.
(180)
Buoys
(181) The aids to navigation depicted on charts comprise a
system consisting of xed and oating aids with varying
degrees of reliability. Therefore, prudent mariners will not
rely solely on any single aid to navigation, particularly a
oating aid.
(182) The approximate position of a buoy is represented
by the dot or circle associated with the buoy symbol.
The approximate position is used because of practical
limitations in positioning and maintaining buoys and
their sinkers in precise geographical locations. These
limitations include, but are not limited to, inherent
imprecisions in position xing methods, prevailing
atmospheric and sea conditions, the slope of and the
material making up the seabed, the fact that buoys are
moored to sinkers by varying lengths of chain and the
fact that buoy body and/or sinker positions are not under
continuous surveillance, but are normally checked only
during periodic maintenance visits which often occur
more than a year apart. The position of the buoy body
can be expected to shift inside and outside of the charting
symbol due to the forces of nature. The mariner is also
cautioned that buoys are liable to be carried away, shifted,
capsized, sunk, etc. Lighted buoys may be extinguished
or sound signals may not function as a result of ice,
running ice or other natural causes, collisions or other
accidents.
(183) For the foregoing reasons, a prudent mariner must
not rely completely upon the charted position or operation
of oating aids to navigation but will also utilize bearings
from xed objects and aids to navigation on shore.
Further, a vessel attempting to pass close aboard always
risks collision with a yawing buoy or with the obstruction
the buoy marks.
(184) Buoys may not always properly mark shoals or other
obstructions due to shifting of the shoals or of the buoys.
Buoys marking wrecks or other obstructions are usually
placed on the seaward or channelward side and not directly
over a wreck. Since buoys may be located some distance
from a wreck they are intended to mark, and since sunken
wrecks are not always static, extreme caution should be
exercised when operating in the vicinity of such buoys.
12 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
(185)
Automatic Identification System (AIS) Aids to Navi-
gation
(186) AIS is an automatic communication and identication
system intended to improve the safety of navigation
by assisting the efcient operation of a Vessel Trafc
Services (VTS), ship reporting, ship-to-ship and ship-to-
shore operations. AIS is increasingly being used as an aid
to navigation. An AIS-equipped aid to navigation may
provide a positive identication of the aid. It may also
have the capability to transmit an accurate position and
provide additional information such as actual tide height
and/or weather information.
(187) The AIS message may represent an aid to navigation
that physically exists (physical AIS Aid to Navigation)
or the message, transmitted from a remote location, may
represent an aid to navigation that does not physically
exist (virtual AIS Aid to Navigation). A virtual aid to
navigation is a digital information object promulgated
by an authorized service provider that can be presented
on navigational systems.
(188) Physical AIS aids to navigation are charted with the
symbol for the physical aid (such as a buoy or light) with
a magenta circle surrounding the symbol and labeled AIS.
Virtual aids to navigation are charted with a small central
dot with a topmark symbol indicating the purpose of the
aid, surrounded by a magenta circle and labeled V-AIS.
Temporary AIS aids to navigation and stations remotely
transmitting an AIS signal are not charted. See U.S. Chart
No. 1, Section S, for additional information and
examples.
(190)
Bridge Lights and Clearance Gages
(191) 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.
(192) Bridge lights are xed 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 that are in or adjacent
to a navigation channel are marked on all channel sides
by red lights. On each channel span of a xed 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
conned by bridge piers, the red lights on the span are
omitted, since the pier lights then mark the channel edges.
For multiplespan xed bridges, the main-channel span
may also be marked by three white lights in a vertical
line above the green range lights.
(193) 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.
(194) 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.
(195)
Sound Signals
(196) Caution should be exercised in the use of sound
signals for navigation purposes. They should be
considered solely as warning devices.
(197) Sound travels through the air in a variable manner,
even without the effects of wind, and, therefore the
hearing of sound signals cannot be implicitly relied upon.
(198) Experience indicates that distances must not be
judged only by the intensity of the sound; that occasionally
there may be areas close to a sound signal in which it is
not heard; and that fog may exist not far from a station, yet
not be seen from it, so the signal may not be operating. It
is not always possible to start a sound signal immediately
when fog is observed.
(199)
Channel Markers
(200) 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.
(201) 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.
(202) Temporary changes in aids are not included on the
charts.
(203)
Light Lists
(204) The Coast Guard Light Lists are a means for
communicating aids to navigation information to
the maritime public. They are updated weekly and
available for download on the United States Coast
Guard Navigation Center’s website at www.navcen.
uscg.gov. Mariners should refer to these lists for detailed
V-AIS
AIS
V-AIS
G
C″1″
Examples of Charted AIS Aids to Navigation
Physical AIS
Aid to Navigation
Virtual AIS Aid to Navigation
(189)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 13
information regarding the characteristics and visibility
of lights, and the description of light structures, buoys,
sound signals and electronic aids.
(205)
ELECTRONIC POSITIONING SYSTEMS
(206) Global Positioning System (GPS)permits land, sea,
and airborne users to determine their three-dimensional
position, velocity and time 24 hours a day, in all weather,
anywhere in the world. The basic system is dened as a
constellation of satellites, the navigation payloads which
produce the GPS signals, ground stations, data links
and associated command and control facilities, that are
operated and maintained by the Department of Defense.
Please report GPS problems or anomalies at navcen.uscg.
gov or contact the USCG Navigation Information Service
at 703–313–5900.
(207)
LORAN-C
(208) LORAN, an acronym for LOng RAnge Navigation,
was an electronic aid to navigation consisting of
shore-based radio transmitters. In accordance with the
Department of Homeland Security Appropriations Act,
the U.S. Coast Guard terminated the transmission of all
LORAN-C signals as of August 2010, rendering them
unusable and permanently discontinued. For more details,
visit navcen.uscg.gov. The Coast Guard strongly urges
mariners accustomed to using LORAN-C for navigation
to shift to a GPS navigation system and become familiar
with its operation. NOAA is removing LORAN-C lines
of position from all of its charts as new editions are
published.
(209)
SEARCH AND RESCUE
(210)
Coast Guard Search and Rescue
(211) The Coast Guard conducts and/or coordinates search
and rescue operations for surface vessels or aircraft that
are in distress or overdue. Search and rescue vessels and
aircraft have special markings, including a wide slash
of red-orange and a small slash of blue on the forward
portion of the hull or fuselage. Other parts of aircraft,
normally painted white, may have other areas painted
red to facilitate observation. The cooperation of vessel
operators with Coast Guard helicopters, xed-wing
aircraft, and vessels may mean the difference between life
and death for some seaman or aviator; such cooperation
is greatly facilitated by the prior knowledge on the part of
vessel operators of the operational requirements of Coast
Guard equipment and personnel, of the international
distress signals and procedures and of good seamanship.
(212) <Deleted Paragraph>
(212)
Search and Rescue Great Lakes
(213) The United States Coast Guard has established
a toll-free search and rescue telephone number for the
Great Lakes. The number is intended for use when the
telephone number of the nearest Coast Guard station
is unknown or when that station cannot be contacted.
The toll-free number should not be used without rst
attempting to contact the nearest Coast Guard station.
In all Great Lakes States the telephone number is 800-
321-4400. This number is to be used for public reports of
distress incidents, suspicious sightings, pollution or other
maritime concerns.
(214)
Radiotelephone Distress Message
(215) Distress calls indicate a vessel or aircraft is
threatened by grave and imminent danger and requests
immediate assistance. They have absolute priority over
all other transmissions. All stations which hear a distress
call must immediately cease any transmission capable of
interfering with the distress trafc and continue to listen
on the frequency used for the emission of the distress call.
This call should not be addressed to a particular station,
and acknowledgment of receipt should not be given
before the distress message which follows it is sent.
(216) Distress calls are made on VHF-FM channel 16
(MAYDAY). For less serious situations than warrant
the distress procedure, the radiotelephone urgency
signal consisting of three repetitions of the word PAN-
PAN (pronounced PAWN-PAWN), or the safety signal
SECURITE (pronounced SECURITAY) spoken three
times, are used as appropriate. For complete information
on emergency radio procedures, see 47 CFR 80 or Radio
Navigational Aids, Pub. 117.
(217)
Global Maritime Distress and Safety System
(GMDSS)
(218) This international system, developed by the
International Maritime Organization (IMO), is based on a
combination of satellite and terrestrial radio services and
has changed international distress communications from
being primarily ship-to-ship based to primarily ship-to-
shore (Rescue Coordination Center) based. Prior to the
GMDSS, the number and types of radio safety equipment
required to be carried by vessels depended upon the
tonnage. Under GMDSS, the number and type of radio
safety equipment vessels are required to carry depend
on the areas in which they travel; GMDSS sea areas are
dened by governments. All GMDSS-regulated ships
must carry a satellite Emergency Position Indicating
Radio Beacon (EPIRB), a NAVTEX receiver (if they
travel in any areas served by NAVTEX), an Inmarsat-C
SafetyNET receiver (if they travel in any areas not served
by NAVTEX), a DSC-equipped VHF radiotelephone,
two or more VHF handhelds and a search and rescue
radar transponder (SART).
14 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
(219)
Automated Mutual Assistance Vessel Rescue Sys-
tem (AMVER)
(220) AMVER is a worldwide voluntary ship reporting
system operated by the United States Coast Guard to
promote safety of life and property at sea. AMVER’s
mission is to quickly provide search and rescue (SAR)
authorities, on demand, accurate information on the
positions and characteristics of vessels near a reported
distress. Any merchant vessel anywhere on the globe, on
a voyage of greater than 24 hours duration, is welcome
in the AMVER system and family. International
participation is voluntary regardless of the vessel’s ag
of registry, the nationality of the owner or company or
ports of call.
(221) According to U.S. Maritime Administration
(MARAD) regulations, U.S. ag merchant vessels of
1,000 gross tons or more operating in foreign commerce
and foreign ag vessels of 1,000 gross tons or more for
which an Interim War Risk Insurance Binder has been
issued under the provisions of Title XII, Merchant Marine
Act, 1936, must report and regularly update their voyages
and positions to AMVER in accordance with instructions
set forth in the AMVER Ship Reporting System Manual.
For more information contact AMVER Maritime
Relations U.S. Coast Guard, 1 South Street Battery Park
Building, New York, NY 10004; Phone: 212–668–7764,
Fax: 212-668-7684, Telex: 127594-AMVER NYK, or go
to amver.com.
(222)
COSPAS-SARSAT
(223) COSPAS: Space System for Search of Distress
Vessels - SARSAT: Search and Rescue Satellite-Aided
Tracking. COSPAS-SARSAT is an international satellite
system designed to provide distress alert and location data
to assist search and rescue operations using satellites and
ground facilities to detect and locate the signals of distress
beacons operating on 406 MHz. For more information on
the Cospas-Sarsat System go to cospas-sarsat.int.
(224)
Digital Selective Calling (DSC)
(225) The U.S. Coast Guard offers VHF and MF/HF
radiotelephone service to mariners as part of the Global
Maritime Distress and Safety System. This service,
called digital selective calling (DSC), allows mariners to
instantly send an automatically formatted distress alert
to the Coast Guard or other rescue authority anywhere in
the world. Digital selective calling also allows mariners
to initiate or receive distress, urgency, safety and routine
radiotelephone calls to or from any similarly equipped
vessel or shore station, without requiring either party to
be near a radio loudspeaker. Each ship or shore station
equipped with a DSC terminal has a unique Maritime
Mobile Station Identity (MMSI). This is a nine-digit
number that specically identies a ship, coast station,
or group of stations. The DSC system alerts an operator
when a distress call is received. It will provide the
operator with a pre-formatted message that can include
the distressed vessel’s nine-digit MMSI, location, nature
of distress, desired mode of communication and preferred
working frequency.
(226)
Emergency Position Indicating Radiobeacons
(EPIRB)
(227) EPIRBs emit a radio signal that can be used to locate
mariners in distress. SARSAT satellites can locate the
position of a 406 MHz EPIRB which greatly increases a
mariner’s chances of survival. While orbiting the earth,
the satellites continuously monitor EPIRB frequencies.
When SARSAT receives an EPIRB signal, it determines
the beacon's position that is ultimately relayed to the
nearest Coast Guard Rescue Coordination Center where
rescue units are dispatched to the scene.
(228) Mariners should ensure that their EPIRB is in
working condition and stowed properly at all times to
avoid non-distress emissions. Mariners are required to
register their 406 MHz EPIRBs for improved search
and rescue response and keep the registration current
at all times. Registration can be accomplished online at
beaconregistration.noaa.gov.
(229) <Deleted Paragraph>
(229)
EPIRB Types
Type Frequency Description
Cat I 406 MHz Float-free, automatically activated EPIRB.
Detectable by satellite anywhere in the world.
Recognized by the Global Maritime and Distress
Safety System (GMDSS).
Cat II 406 MHz Similar to Category I, except is manually activated.
Some models are also water activated.
(230) <Deleted Paragraph>
(230)
Medical Advice
(231) Ships at sea with no medical personnel embarked
and experiencing a medical emergency onboard can
receive medical advice via radiotelex, radiotelephony
or Inmarsat. Messages are generally addressed
RADIOMEDICAL followed by the name of the coast
station to which the message is sent. The priority of the
message should depend on the severity of the ailment.
In extreme emergency, the urgency signal (PAN-PAN)
should precede the address. Messages are sent using
distress and safety frequencies.
(232)
Vessel Identification
(233) Coast Guard search and rescue aircraft and surface
craft use radar to assist in locating disabled vessels.
Wooden and berglass vessels are often poor radar
targets. Operators of disabled craft that are the object of a
search are requested to hoist, as high above the waterline
as possible, a radar-reecting device. If no special radar-
reecting device is aboard, an improvised device can be
used. This should consist of metallic objects of irregular
shape. The more irregular the shape, the better will be the
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 15
U.S. VHF Channels
Channel
Ship Frequency (MHz)
Channel UsageTransmit Receive
01A 156.050 156.050 Port Operations and Commercial, VTS (Available only in New Orleans/Lower Mississippi area)
05A 156.250 156.250 Port Operations or VTS in the Houston, New Orleans and Seattle areas
06 156.300 156.300 Intership Safety
07A 156.350 156.350 Commercial
08 156.400 156.400 Commercial (Intership only)
09 156.450 156.450 Boater Calling; Commercial and 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 selected areas
13 156.650 156.650
Intership Navigation Safety (bridge-to-bridge) Ships greater than 20m maintain a listening watch on this channel in US
waters.
14 156.700 156.700 Port Operations; VTS in selected areas
15 – 156.750 Environmental (Receive only) Used by Class C EPIRBs
16 156.800 156.800
International Distress, Safety and Calling. Ships required to carry radio, USCG, and most coast stations maintain a
listening watch on this channel.
17 156.850 156.850 State and local government maritime control
18A 156.900 156.900 Commercial
19A 156.950 156.950 Commercial
20 157.000 161.600 Port Operations (duplex)
20A 157.000 157.000 Port Operations
21A 157.050 157.050 U.S. Coast Guard only
22A 157.100 157.100 Coast Guard Liaison and Maritime Safety Information Broadcasts (Broadcasts announced on channel 16)
23A 157.150 157.150 U.S. Coast Guard only
24 157.200 161.800 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 (Available only in New Orleans/Lower Mississippi area)
65A 156.275 156.275 Port Operations
66A 156.325 156.325 Port Operations
67 156.375 156.375
Commercial. Used for bridge-to-bridge communications in lower Mississippi River (Intership only.)
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 (Intership only)
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 157.075 157.075 U.S. Government only (environmental protection operations)
82A 157.125 157.125 U.S. Government only
83A 157.175 157.175 U.S. Coast Guard only
84 157.225 161.825 Public Correspondence (Marine Operator)
85 157.275 161.875 Public Correspondence (Marine Operator)
86 157.325 161.925 Public Correspondence (Marine Operator)
87 157.375 157.375 Public Correspondence (Marine Operator)
88A 157.425 157.425 Commercial (Intership only)
AIS 1 161.975 161.975 Automatic Identifi cation System (AIS)
AIS 2 162.025 162.025 Automatic Identifi cation System (AIS)
Boaters should normally use channels listed as Non-Commercial. Channel 16 is used for calling other stations or for distress alerting. Channel 13 should be used to
contact a ship when there is danger of collision. All ships of length 20m or greater are required to guard VHF-FM channel 13, in addition to VHF-FM channel 16, when
operating within U.S. territorial waters.
Note that the letter “A” indicates simplex use of the ship station transmit side of an international duplex channel, and that operations are diff erent than international
operations on that channel. Some VHF transceivers are equipped with an International - U.S. switch for that purpose. “A” channels are generally only used in the United
States, and use is normally not recognized or allowed outside the U.S. The letter “B” indicates simplex use of the coast station transmit side of an international duplex
channel. The U.S. does not currently use “B” channels for simplex communications in this band.
(241)
16 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
radar-reective quality. For quick identication at night,
shine spotlights straight up. If aircraft are involved, once
you are identied, turn lights away so as not to blind
aircraft crew.
(234)
Float Plan
(235) Small craft operators should prepare a oat plan
before starting a trip and leave it ashore with a yacht club,
marina, friend or relative. It is advisable to regularly use
a checking-in procedure by radio or telephone for each
point specied in the oat plan. A oat plan is vital for
determining if a boat is overdue and will assist in locating
a missing vessel in the event search and rescue operations
become necessary.
(236)
NAVIGATIONAL WARNINGS, INFORMATION AND
WEATHER
(237) Marine radio warnings and weather are disseminated
by many sources and through several types of transmissions.
For complete information on radio warnings and weather,
see Radio Navigational Aids, Pub. 117 and the National
Weather Service (NWS) publication Worldwide Marine
Radiofacsimile Broadcast Schedules.
(238) Radio navigational warning broadcasts are
designed to provide the mariner with up-to-date marine
information vital to safe navigation. There are three
types of broadcasts: coastal and local, long range and
worldwide.
(239) Coastal and local warnings are generally restricted
to ports, harbors and coastal waters and involve items of
local interest. Usually, local or short-range warnings are
broadcast from a single coastal station, frequently by voice
and also radiotelegraph, to assist small craft operators in
the area. The information is often quite detailed. Foreign
area broadcasts are frequently in English as well as the
native language. In the United States, short-range radio
navigational warnings are broadcast by the U.S. Coast
Guard Districts via NAVTEX and subordinate coastal
radio stations.
(240) Long range warnings are intended primarily to assist
mariners on the high seas by promulgating navigational
safety information concerning port and harbor approaches,
coastlines and major ocean areas. Long-range radio
navigational warnings are usually broadcast by means of
radiotelegraphy and in many instances by radio-
teletypewriter. A NAVAREA system of navigational
warning areas has been developed providing worldwide
coverage using standard format and procedures. The U.S.
(247)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 17
(258)
Standard Abbreviations Used in Broadcasts
Aids to Navigation
AERO RBN — Aeronautical Radiobeacon
ART DBN — Articulated Daybeacon
ART LT — Articulated Light
DESTR — Destroyed
DISCONTD — Discontinued
ESTAB — Established
ELB — Exposed Location Buoy
FOG SIG — Fog Signal Station
LNB — Large Navigation Buoy
LT — Light
LLNR — Light List Number
LBB — Lighted Bell Buoy
LB — Lighted Buoy
LGB — Lighted Gong Buoy
LHB — Lighted Horn Buoy
LWB — Lighted Whistle Buoy
ODAS — Ocean Data Acquisition System
PRIV MAINTD — Privately Maintained
RACON — Radar Beacon
RA REF — Radar Reector
TRUB — Temporarily Replaced by
Unlighted Buoy
TRLB — Temporarily Replaced by
Lighted Buoy
WHIS — Whistle
Light Characteristics
AL — Alternating
CHAR — Characteristic
FL(2+1) — Composite Group-Flashing
OC(2+1) — Composite Group-Occulting
Q — Continuous Quick-Flashing
FFL — Fixed and Flashing
F — Fixed
FL(3) — Group-Flashing
OC(2) — Group-Occulting
IQ — Interrupted Quick-Flashing
ISO — Isophase
MO(A) — Morse Code
OC — Occulting
FL — Single-Flashing
Colors (Color refers to light characteristics of Aids to Navigation only)
B — Black
BU — Blue
G — Green
OR — Orange
R — Red
W — White
Y — Yellow
Organizations
CCGD(#) — Commander, Coast Guard
District (#)
CG — Coast Guard
COE — Corps of Engineers
NGA — National Geospatial-Intelligence
Agency
NOS — National Ocean Service
NWS — National Weather Service
Vessels
A/C — Aircraft
F/V — Fishing Vessel
LNG — Liquified Natural Gas Carrier
M/V — Motor Vessel*
P/C — Pleasure Craft
R/V — Research Vessel
S/V — Sailing Vessel
* M/V includes: Steam Ship, Container Vessel,
Cargo Vessel, etc.
Compass Directions
N — North
S — South
E — East
W — West
NE — Northeast
NW — Northwest
SE — Southeast
SW — Southwest
Various
ANCH — Anchorage
ANCH PROHIB — Anchorage Prohibited
APPROX — Approximate
ATLC — Atlantic
AUTH — Authorized
AVG — Average
BRG — Bearing
BKW — Breakwater
BNM — Broadcast Notice to Mariners
CHAN — Channel
CFR — Code of Federal Regulations
CONT — Continue
DEG — Degrees (temp, geo-position)
DIA — Diameter
ED — Edition
EFF — Effect/Effective
ENTR — Entrance
EXPLOS ANCH — Explosive Anchorage
FM(S) — Fathoms
FT — Foot/Feet
HBR — Harbor
HT — Height
HZ — Hertz
HOR CL — Horizontal Clearance
HR — Hour
COLREGS — International Regulations for
Preventing Collisions at Sea
KHZ — Kilohertz
KM — Kilometer
KT(S) — Knot(s)
LAT — Latitude
LNM — Local Notice to Mariners
LONG — Longitude
MAINTD — Maintained
MAX — Maximum
MHZ — Megahertz
MB — Millibar
MM — Millimeter
MIN — Minute (time, geo position)
MOD — Moderate
MT —Mountain, Mount
NM — Nautical Mile(s)
NTM — Notice to Mariners
OBSTR — Obstruction
OCCASION — Occasion/Occasionally
OPAREA — Operating Area
PAC — Pacific
PT(S) — Point(s)
POS — Position
PA —Position Approximate
PRES — Pressure
PRIV — Private/Privately
PROHIB — Prohibited
PUB — Publication
RGE — Range
REP — Reported
RESTR — Restricted
RK — Rock
ST — Saint
SEC — Second (time, geo position)
SIG STA — Signal Station
STA — Station
SM — Statute Mile(s)
S SIG STA — Storm Signal Station
TEMP — Temporary
TSTORM — Thunderstorm
THRU — Through
T — True
UNCOV — Uncovers
UTC — Universal Coordinate Time
UMIB — Urgent Marine Information
Broadcast
VEL — Velocity
VERT CL — Vertical Clearance
VIS — Visibility
YD — Yard(s)
WARN — Warning
WX — Weather
WK — Wreck
18 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
participates as Area Coordinator for both NAVAREA IV
(Western North Atlantic) and NAVAREA XII (Eastern
North Pacic).
(242) The United States also maintains worldwide coverage
using the HYDROLANT/HYDROPAC Navigational
Warning System outside of NAVAREAs IV and XII.
(243)
NAVTEX
(244) NAVTEX is a standard international method of
broadcasting notices to mariners and marine weather
forecasts using small, low cost receivers designed to be
installed in the pilothouse of a vessel. NAVTEX receivers
screen incoming messages, inhibiting those which had
been previously received or are of a category not of interest
to the user, and print the rest on adding machine-size
paper. NAVTEX not only provides marine information
previously available only to those knowledgeable in
Morse code but also allows any mariner who cannot
man a radio full time to receive safety information at any
hour. All NAVTEX transmissions are made on 518 kHz.
Mariners who do not have NAVTEX receivers but have
Simplex Teletype Over Radio (SITOR) radio equipment
can also receive these broadcasts by operating it in the
Forward Error Correction (FEC) mode and tuning to 518
kHz.
(245) Information broadcast over NAVTEX includes
offshore weather forecasts, offshore marine advisory
warnings, search and rescue information and navigational
information that applies to waters from the line of
demarcation (separating Inland Rules from COLREG
Rule waters) to 200 miles offshore. Navigational
information that affects the safety of navigation of deep
draft (15 feet or more) vessels within the U.S. Inland
Rules waters will also be included. Gulf Stream location
is also included from Miami and Portsmouth. Coastal
and high seas weather forecasts are not being broadcast
over NAVTEX. The Safety of Life at Sea Convention,
as amended in 1988, requires vessels regulated by that
convention to carry NAVTEX receivers.
(246) See Appendix A, U.S. NAVTEX Transmitting
Stations, for a list of NAVTEX broadcast stations and
message content covered by this Coast Pilot.
(248)
Broadcast Notice to Mariners
(249) The U.S. Coast Guard broadcasts marine safety
information on VHF-FM channel 22A (157.1 MHz).
These safety broadcasts contain information such as
notices to mariners, storm warnings, distress warnings
and other pertinent information that is vital for safe
navigation. Following a preliminary call on VHF-FM
channel 16 (156.8 MHz), mariners are instructed to
shift to VHF-FM channel 22A simplex (157.1 MHz).
Operators of vessels who plan to transit U.S. waters and
who do not have VHF radios tunable to U.S. channel 22A
are urged to obtain the necessary equipment.
(250)
NOAA Weather Radio Broadcasts
(251) NOAA Weather Radio provides continuous
broadcasts of the latest weather information directly
from (NWS) ofces. 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 stations operate
24 hours daily, and messages are repeated every 4 to 6
minutes and are routinely revised every 1 to 3 hours or
more frequently if necessary. 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. They 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.)
(252)
Commercial Maritime Coast Stations and Weather
Nets
(253) Commercial maritime coast stations, which provide
communications services, broadcast weather information
to ships at sea as a public service, or make forecast
information available on demand, either free or for a
nominal fee. These transmissions are most commonly
performed using HF SITOR and Pactor/E-Mail; however,
several of these stations also offer services via Inmarsat
satellite and other means.
(254) There are also a number of maritime weather nets
operating on commercial marine VHF, MF and HF,
where weather information is exchanged. These nets are
extremely popular in areas of the world that have a large
yachting population and where weather is dynamic, such
as in the Caribbean, and typically incorporate volunteers
ashore.
(255) Information on commercial maritime coast stations,
including schedules and frequencies, is available in the
Radio Navigational Aids, Pub. 117.
(256)
Standard Abbreviations for Broadcasts
(257) A listing of Standard Abbreviations for Textual
Maritime Safety Broadcasts can be found in this chapter.
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.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 19
(259)
Voluntary Observing Ship Program (VOS)
(260) The Voluntary Observing Ship program is organized
for the purpose of obtaining weather and oceanographic
observations from moving ships. An international
program under World Meteorological Organization
auspices, the VOS has over 5000 vessels participating
from 23 countries. Any vessel willing to take and transmit
observations in marine areas can join the program.
Weather observations are essential to meteorologists
preparing weather forecasts for coastal, offshore and high
seas areas. For more information on the VOS, including a
comprehensive observing handbook, visit vos.noaa.gov.
(261)
National Institute of Standards and Technology
(NIST)
(262) The National Institute of Standards and Technology
maintains the standards for time and frequency for most
users in the United States. NIST provides a variety of
services designed to deliver time and frequency signals
to the people who need them. The signals are broadcast
via several mediums, including high and low frequency
radio, the Internet and telephone lines. Broadcasts of time
and frequency signals are made by stations operating in
the part of the radio spectrum that is properly known as
high frequency (HF) but is commonly called shortwave.
Station WWV is located just north of Fort Collins,
Colorado, and station WWVH is located on the island of
Kaua‘i, Hawaii. Both stations broadcast continuous time
and frequency signals on 2.5, 5, 10 and 15 MHz; WWV
also broadcasts on 20 MHz.
(263) NIST Time and Frequency Services, Special
Publication 432 gives a detailed description of the
signals and services offered by NIST, how they work and
how you can use them. The publication is available for
download at nist.gov/pml/div688/generalpubs.cfm.
(264)
CAUTIONARY INFORMATION
(265)
Hurricanes and Tropical Storms
(266) Hurricanes, tropical storms and other major storms
may cause considerable damage to marine structures, aids
to navigation and moored vessels, resulting in submerged
debris in unknown locations. Fixed aids to navigation
may have been damaged or destroyed. Buoys may have
been moved from charted positions, damaged, sunk,
extinguished or otherwise made inoperative. Mariners
should not rely upon the position or operation of an aid
to navigation. Charted soundings, channel depths and
shoreline may not reect actual conditions following
these storms. Wrecks and submerged obstructions may
have been displaced from charted locations. Pipelines
may have become uncovered or moved. Mariners are
urged to exercise extreme caution and are requested to
report aids to navigation discrepancies and hazards to
navigation to the U.S. Coast Guard.
(267)
Destructive Waves
(268) 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.
(269) Tsunamis (seismic sea waves) are ocean waves
generated by any rapid large-scale disturbance of the sea
water. Most tsunamis are generated by earthquakes, but
they may also be caused by volcanic eruptions, landslides,
undersea slumps or meteor impacts.
(270) The waves radiate outward in all directions from
the disturbance and can propagate across entire ocean
basins. Tsunami waves are distinguished from ordinary
ocean waves by their great length between peaks, often
exceeding 100 miles in the deep ocean, and by the long
interval of time between these peaks, ranging from ve
minutes to an hour. The speed at which tsunamis travel
depends on the ocean depth. A tsunami can exceed 500
knots in the deep ocean but slows to 20 or 30 knots in the
shallow water near land. In less than 24 hours, a tsunami
can cross the entire Pacic Ocean.
(271) In the deep ocean, a tsunami is barely noticeable and
will only cause a small and slow rising and falling of the
sea surface as it passes. Only as it approaches land does
a tsunami become a hazard. As the tsunami approaches
land and shallow water, the waves slow down and become
compressed, causing them to grow in height. In the best
of cases, the tsunami comes onshore like a quickly rising
tide and causes a gentle ooding of low-lying coastal
areas. In the worst of cases, a bore will form.
(272) A bore is a wall of turbulent water that can exceed
several yards in height and can rush onshore with great
destructive power. Behind the bore is a deep and fast-
moving ood that can pick up and sweep away almost
anything in its path. Minutes later, the water will drain
away as the trough of the tsunami wave arrives, sometimes
exposing great patches of the sea oor, then the water
will rush in again as before, causing additional damage.
This destructive cycle may repeat many times before the
hazard nally passes. Sometimes the rst 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.
(273) Tsunamis do not have a season and do not occur
regularly or frequently. Yet they pose a major threat to the
coastal populations of the Pacic and other world oceans
and seas. Nothing can be done to prevent them, but their
adverse impact can be reduced with proper planning. The
loss of life and property can be lessened if shipmasters
and others acquaint themselves with the behavior of these
waves so that intelligent action can be taken when they
become imminent.
(274) <Deleted Paragraph>
20 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
(274) NOAA oversees the U.S. Tsunami Program with
its mission to provide a 24-hour detection and warning
system and increase public awareness about the threat of
tsunamis. The NOAA National Weather Service operates
two tsunami warning centers The West Coast/Alaska
Tsunami Warning Center in Palmer, Alaska, and the
Richard H. Hagemeyer Pacic Tsunami Warning Center
in ‘Ewa Beach, Hawaii: www.tsunami.gov. These centers
continuously monitor data from seismological and tidal
stations, evaluate earthquakes that have the potential to
generate tsunamis and disseminate tsunami information
and warning bulletins to government authorities and the
public.
(275) A tsunami warning is issued when a potential tsunami
with signicant inundation is imminent or expected.
Warnings alert the public that widespread, dangerous
coastal ooding accompanied by powerful currents is
possible and may continue for several hours after arrival
of the initial wave. Warnings also alert emergency
management ofcials to take action for the entire tsunami
hazard zone. When a tsunami warning has been issued,
use a NOAA Weather Radio or stay tuned to a Coast
Guard emergency frequency station or a local radio or
television station for updated emergency information.
(276)
Storm Surge
(277) <Deleted Paragraph>
(277) 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 dept,h 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.
(278) 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.
(279) <Deleted Paragraph>
(279) The combined effect of seiche and surge sometimes
makes it difcult 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.
(280) <Deleted Paragraph>
(280)
Immersion Hypothermia
(281) 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.
(282)
SURVIVAL TIME VERSUS WATER TEMPERATURE
Water Temperature
(°F)
Exhaustion or
Unconsciousness
Expected Time of
Survival
32 15 minutes 15 to 45 minutes
32 to 41 15-30 minutes 30 to 90 minutes
41 to 50 30-60 minutes 1 to 3 hours
50 to 59 1-2 hours 1 to 6 hours
59 to 68 2-7 hours 2 to 40 hours
68 to 77 3-12 hours 3 hours to indenite
77 and above indenite indenite
(283) 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 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 otation 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.
(284) 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 rst. The whole
revival process may take hours and require medical help.
(285)
Wind Chill and Frostbite
(286) 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.
(287) 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 rst
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 21
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 ngers 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.
(288) 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,
ngers, ears, nose, chin and cheeks.
(289) 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.
(290)
MARINE POLLUTION
(290) <Deleted Paragraph>
(291)
The Federal Water Pollution Control Act (Clean
Water Act)
(291) <Deleted Paragraph>
(292) 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 the waters within the United States.
(293) <Deleted Paragraph>
(293)
No-Discharge Zones
(294) 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 trafc by regulated vessels (vessels
with installed toilets) are, by regulation, NDZs. Rivers
that do not support interstate navigation vessel trafc
are also NDZs by regulation. Water bodies that can be
designated as NDZs by States and EPA include the Great
Lakes and their connecting waterways, freshwater lakes
and impoundments accessible through locks and other
owing waters that support interstate navigation by
vessels subject to regulation.
(295) Inside NDZ waters, discharge of any sewage,
whether treated or untreated, is completely prohibited.
(296) Discharge of sewage in waters not designated as
NDZs is regulated by the Marine Sanitation Device
Standard (see 40 CFR 140 in chapter 2.)
(297) Additional information concerning the regulations
may be obtained from water.epa.gov.
(298)
Oil Spill Reporting
(299) Reporting requirements for any oil discharge,
noxious liquid substance or harmful substance occurring
in waters under U.S. jurisdiction are found in 33 CFR
153, subpart B (not in this Coast Pilot.) Any person in
charge of a vessel or an onshore/offshore facility must,
as soon as they have knowledge of any discharge of oil or
a hazardous substance, immediately notify the National
Response Center (NRC) at 800-424-8802 or NRC@uscg.
mil.
(300)
Ocean Dumping
(301) The Marine Protection Research and Sanctuaries
Act of 1972, as amended (33 USC 1401 et seq.),
regulates the dumping of all material, except sh waste,
into ocean waters. Radiological, chemical and biological
warfare agents and other high level radioactive wastes
are expressly banned from ocean disposal. The USACE
issues permits for the disposal of dredged spoils; the
EPA 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.
(301) <Deleted Paragraph>
(302)
SELECT NAVIGATION RULES
(303)
Improper use of searchlights
(304) No person shall ash or cause to be ashed 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.
(305)
Use of Radar
(306) <Deleted Paragraph>
(306) 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 tted and operational,
including long-range scanning to obtain early warning
of risk of collision and radar plotting or equivalent
systematic observation of detected objects.
22 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
(307) <Deleted Paragraph>
(307) This rule places an additional responsibility on
vessels that are equipped and manned to use radar to do
so while underway during periods of reduced visibility
without in any way relieving commanding ofcers of
the responsibility of carrying out normal precautionary
measures.
(308) <Deleted Paragraph>
(308) Navigation Rules, International-Inland, Rules 6, 7,
8, and 19 apply to the use of radar.
(309)
Danger signal
(310) 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 sufcient action is being taken
by the other to avoid collision, the vessel in doubt shall
immediately indicate such doubt by giving at least ve
short and rapid blasts on the whistle. Such signal may be
supplemented by a light signal of at least ve short and
rapid ashes.
(311)
Narrow channels
(312) Navigation Rules, International-Inland, Rule 9(b)
states that a vessel of less than 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.
(313)
REGULATED WATERS
(314)
Traffic Separation Schemes (Traffic Lanes)
(315) To increase the safety of navigation, particularly
in converging areas of high trafc density, routes
incorporating trafc separation have been adopted by
the IMO in certain areas of the world. In the interest of
safe navigation, it is recommended that through trafc
use these schemes, as far as circumstances permit, by
day and by night and in all weather conditions. When
approved or established, trafc separation scheme details
are announced in Notice to Mariners and later depicted on
appropriate charts and included in the U.S. Coast Pilot.
See 33 CFR 167, chapter 2, for regulations.
(316) The 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 trafc separation scheme, IMO will consider whether
the scheme complies with the design criteria for trafc
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 sufcient accuracy to navigate the scheme in
accordance with Rule 10 of the International Regulations
for Preventing Collisions at Sea (72 COLREGS).
(317) The IMO approved routing measures which affect
shipping in or near U.S. waters are:
Figure 1: Off shore extent of the maritime zones recognized under international law
09-3603-1
No national rights
1 nautical mile (nm) = 1852 meters
Sovereign rights to
the continental shelf
Sovereign
Territory
Sovereign rights to the water
column and continental shelf
Scale of Rights
Sovereignty extends
to the air space,
water column,
seabed and subsoil
allowing for the right
of innocent passage
Sovereign rights for exploring, exploiting,
conserving and managing living and
non-living resources of the water column and
underlying continental shelf
To outer edge of continental margin
up to a maximum of 350nm from the
TSB or 100nm beyond the 2,500m
isobath, whichever is greatest
Water column beyond national jurisdiction
To 200nm inherent sovereign rights for
exploring and exploiting non-living
resources of seabed and subsoil,
plus sedentary species
Beyond 200nm
submission required
to the Commission
on the Limits of the
Continental Shelf to
confi rm rights
Seabed and subsoil non-living
resources administered by the
International Seabed Authority
Limited
enforcement
zone
Territorial
Sea
Contiguous
Zone
Exclusive Economic Zone
Continental Shelf The Area
The High Seas
State/
Territory
Coastal Waters
3nm
Territorial
Sea
Baseline
12nm 24nm 200nm
(321)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 23
(318)
IMO-Approved Trafc Separation Routes
Portland, Maine (approaches to)
Boston, Massachusetts (approaches to)
Narragansett Bay, Rhode Island (approaches to)
Buzzards Bay, Massachusetts (approaches to)
New York, New York
Delaware Bay
Chesapeake Bay (approaches to)
Cape Fear River (approaches to)
Galveston Bay (approaches to)
Off San Francisco, California
Los Angeles/Long Beach, California (approaches to)
Strait of Juan de Fuca (approaches to and in)
Puget Sound (approaches to and in)
Haro Strait, Boundary Pass and the Strait of Georgia
Prince William Sound, Alaska
(319)
Maritime Zones
(320) The maritime zones recognized under international
law include internal waters, territorial sea, contiguous
zone, exclusive economic zone, continental shelf, the
high seas and the Area (see Figure 1). The following
zones are depicted on NOAA's nautical charts: internal
waters, territorial sea, contiguous zone and exclusive
economic zone. The limits of these zones are subject to
modication as depicted on future charts; limits shown
on the most recent chart edition take precedence.
(322)
Internal Waters
(323) Internal waters are the waters (harbors, bays and
rivers) on the landward side of the baseline from which
the breadth of the territorial sea is measured. The United
States has full sovereignty over its internal waters and
ports as if they were part of its land territory. NOAA's
nautical charts depict the baseline from which the limits
of the U.S. territorial sea, contiguous zone and exclusive
economic zone are measured as well as the Three Nautical
Mile Line and Natural Resources Boundary, as described
below.
(324)
Territorial Sea
(325) The territorial sea of the United States extends
beyond the land territory and internal waters and
also includes the Commonwealth of Puerto Rico,
Guam, American Samoa, the U.S. Virgin Islands, the
Commonwealth of the Northern Mariana Islands and
any other territory or possession over which the United
States exercises sovereignty. (Presidential Proclamation
No. 5928. December 27, 1988.) The United States
exercises sovereignty over the territorial sea that extends
to the airspace over the area and to the bed and subsoil.
Under customary international law as reected in the
1982 United Nations Convention on the Law of the
Sea (UNCLOS), the territorial sea of the United States
extends to 12 nautical miles (nm) from the baseline from
which the breadth of the territorial sea is measured;
determined in accordance with international law except
as otherwise established in a maritime boundary treaty
of the United States. While the United States may adopt
certain laws and regulations, vessels of all countries
navigating through the territorial sea enjoy the right of
innocent passage; vessels and aircraft of all countries
enjoy the right of transit passage through international
straits.
(326)
Contiguous Zone
(327) The contiguous zone of the United States is a
zone measured 24 nm from the territorial sea baseline
and is contiguous to the territorial sea of the United
States, including the Commonwealth of Puerto Rico,
Guam, American Samoa, the U.S. Virgin Islands, the
Commonwealth of the Northern Mariana Islands and
any other territory or possession over which the United
States exercises sovereignty. (Presidential Proclamation
No. 7219. August 2, 1999.) Under customary law as
reected in UNCLOS, the U.S. may exercise the control
necessary to prevent infringement of its customs, scal,
immigration or sanitary laws and regulations within its
territory or territorial sea and to punish infringement of
these laws and regulations committed within its territory
or territorial sea. The United States may also prescribe
and enforce laws against foreign agged vessels and
nationals to protect the underwater cultural heritage to
the outer boundary of the contiguous zone (24 nm).
(328)
Exclusive Economic Zone
(329) The exclusive economic zone of the United States
extends no more than 200 nm from the territorial sea
baseline and is adjacent to the 12 nm territorial sea of the
United States, including the Commonwealth of Puerto
Rico, Guam, American Samoa, the U.S. Virgin Islands,
the Commonwealth of the Northern Mariana Islands and
any other territory or possession over which the United
States exercises sovereignty. (Presidential Proclamation
No. 5030 of March 10, 1983 and Federal Register, volume
60 - number 163, August 23, 1995, “Exclusive Economic
Zone and Maritime Boundaries: Notice of Limits”) As
such, the exclusive economic zone overlaps the 12 nm-24
nm contiguous zone.
(330) Within the EEZ, the U.S. has (a) sovereign rights
for the purpose of exploring, exploiting, conserving
and managing natural resources, whether 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; (b) jurisdiction as provided for in international and
domestic laws with regard to the establishment and use
of articial islands, installations, and structures, marine
scientic research, and the protection and preservation of
24 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
the marine environment; and (c) other rights and duties
provided for under international and domestic laws.
(331) Note: In certain U.S. sheries laws, the term
“exclusive economic zone” (EEZ) is used. While its
outer limit is the same as the EEZ on NOAA charts, the
inner limit generally extends landward to the seaward
boundary of the coastal states of the U.S.
(332)
Three Nautical Mile Line
(333) The Three Nautical Mile Line, as measured from the
territorial sea baseline and previously identied as the
outer limit of the U.S. territorial sea, is retained on charts
because it continues to be used in certain Federal laws.
(334) Note: Since the “coast line,” a term used in the
Submerged Lands Act, and the baseline are determined
using the same criteria under international law, the
Three Nautical Mile Line is generally the same as the
seaward boundary of states under the Submerged Lands
Act. There are exceptions; therefore, the Three Nautical
Mile Line does not necessarily depict the seaward limit
of states under the Submerged Lands Act.
(335)
Natural Resources Boundary
(336) The 9 nm Natural Resources Boundary is the
seaward limit of the submerged lands of Puerto Rico,
Texas and the Gulf coast of Florida. It coincides with the
inner limit of the U.S. outer continental shelf under the
Outer Continental Shelf Lands Act.
(337)
Notification of Arrival and Vessel Response Plans
(338) A Notication of Arrival (NOA) must be submitted
by all U.S. and foreign vessels bound for or departing
from ports or places in the United States. (See 33 CFR
160 – Subpart C, chapter 2). Additionally, tank vessels
and non-tank vessels are required to submit an oil spill
response plan. (See 33 CFR 155– Subparts D and J, not
contained in this Coast Pilot.)
(339)
Marine Protected Area (MPA)
(340) Marine Protected Areas (MPAs) are particular places
in ocean, coastal and estuarine ecosystems where vital
natural and cultural resources are given greater protection
than in surrounding waters. MPAs have been established
in the U.S. for more than a century. Currently, there are
over 1,700 MPAs in U.S. marine waters and the Great
Lakes, with levels of protection ranging from a few "no-
take" areas that prohibit all extractive uses to the more
common multiple use areas that allow vessel access,
anchoring, shing and non-consumptive activities. MPAs
are managed by dozens of Federal, state, tribal and local
authorities. For detailed information on MPA locations,
types, interactive map, purposes and legal restrictions,
visit marineprotectedareas.noaa.gov.
(341)
Archaeological Resource Preservation
(342) Under Federal and state laws it is illegal to destroy,
deface, collect, transport, sell or trade archaeological,
cultural, submerged and historic resources without
authorization. Applicable laws include, but are not limited
to, the Historic Sites Act, the Archaeological Resource
Protection Act, the National Historic Preservation Act
the Abandoned Shipwreck Act, and the Sunken Military
Craft Act. These laws protect archaeological resources
on lands administered by the National Park Service, U.S.
Fish and Wildlife Service, Bureau of Land Management,
and National Marine Sanctuaries as well as state, private
and Native lands.
(343)
DEPARTMENT OF AGRICULTURE
(344)
Animal and Plant Health Inspection Service
(345) The Animal and Plant Health Inspection Service
is responsible for protecting the Nation’s animal
population, food and ber 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.
(346) The Service also provides an inspection and
certication 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.)
(347)
DEPARTMENT OF COMMERCE
(348)
National Oceanic and Atmospheric Administration
(NOAA)
(349) 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.
(350) NOAA provides services to the nation and the public
through ve major organizations: the National Ocean
Service; the National Weather Service; the National
Marine Fisheries Service; the National Environmental
Satellite, Data and Information Service (NESDIS); and
NOAA Research; and numerous special program units.
In addition, NOAA research and operational activities are
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 25
supported by the Nation’s seventh uniformed service, the
NOAA Corps, a commissioned ofcer corps of men and
women who operate NOAA ships and aircraft and serve
in scientic and administrative positions.
(351)
National Ocean Service (NOS)
(352) The National Ocean Service's primary concern is
the health and safety of our Nation's coastal and oceanic
environment. Within NOS, the Ofce of Coast Survey
is responsible for producing and maintaining the suite
of over 1000 nautical charts and the Coast Pilots that
cover the coastal waters of the U.S. and its territories.
Nautical charts are published primarily for the use of
the mariner but serve the public interest in many other
ways. Cartographers in Coast Survey receive and
compile information from a variety of government and
non-governmental sources for portrayal on nautical
charts and the Coast Pilots. In addition, Coast Survey
hydrographers, as well as private contractors, conduct
new surveys that are used to update these products. The
principal facilities of Coast Survey are located at NOAA
headquarters in Silver Spring, MD; Norfolk, VA (Marine
Operations Center Atlantic); and Seattle, WA (Western
Regional Center).
(353) The Center for Operational Oceanographic
Products and Services (CO-OPS) collects and
distributes observations and predictions of water levels
and currents to ensure safe, efcient and environmentally
sound maritime commerce. Users can nd a variety of
information, including observed water level and currents
data, tide and current predictions, sea level trends and
coastal inundation information. TIdes and Currents
information is available at tidesandcurrents.noaa.gov.
(354) PORTS® (Physical Oceanographic Real-Time
System) is a decision support tool that improves the
safety and efciency of maritime commerce and coastal
resource management. Data from PORTS® supports
navigation safety, improves the efciency of U.S.
ports and harbors, and ensures the protection of coastal
marine resources. PORTS® collects and disseminates
observations of water levels, currents, salinity, bridge
air gap and meteorological parameters (e.g., winds,
atmospheric pressure, air and water temperatures) that
mariners need to navigate safely and allows seaport and
terminal facilities to make good decisions. PORTS®
data and information is provided via the internet at
tidesandcurrents.noaa.gov/ports_info.html and, in some
areas, via telephone voice response.
(355)
NOAA Tide Predictions and Tidal Current Predic-
tions
(356) NOAA discontinued the annual printed Tide Tables
and Tidal Current Tables in 2020, and has transitioned to
providing this information digitally online. The online
prediction service equals or exceeds the accuracy of the
historically printed publications. Tide and tidal current
predictions needed for navigation can be generated in
real-time for any time period required by the mariner, for as
short as one day, or as long as an entire year. All predictions
for U.S. waters are available at tidesandcurrents.noaa.
gov.
(357) U.S. Coast Guard regulations do not consider access
to NOAA's online prediction service "while navigating"
as meeting carriage requirements. In order to use
predictions from these services, the predictions must be
generated in advance and either be stored on the user’s
device as an electronic le (PDF, screen image, data table,
etc.), or as a printed page.
(358) NOAA Tide Predictions - tidesandcurrents.noaa.
gov/tide_predictions.html - allows the generation of
predicted tides for more than 3000 locations along the
U.S. coastline. Tide predictions may be generated as times
and heights of high and low tides for all locations, or as
interval predictions (hourly, 15-minute, 6-minute, etc.)
for many locations. Tide predictions may be generated
for past, present, or future dates; with lengths of 1 day
to 1 month, or the full calendar year. The Users Guide
- tidesandcurrents.noaa.gov/PageHelp.html - describes
the displays, formats, additional capabilities, and uses of
this online service.
(359) Caution –When using Tide Predictions, slack water
should not be confused with high or low water. For ocean
stations there is often little difference between the time
of high or low water and the start of ood/ebb 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
relationship of the times of high or low water to the ood
and ebb of the current depends upon a number of factors
unique to each location; no simple general rule can be
given which applies to every location. For navigation
or other activities which depend on slack water, tidal
current predictions should be used to provide times of
slack water.
(360) NOAA Tidal Current Predictions
–tidesandcurrents.noaa.gov/noaacurrents/Regions -
allows the generation of predicted currents for more
than 2500 locations along the U.S. coastline. Tidal
current predictions may be generated as times and
speeds of ood/ebb currents and times of slack water
for all locations; or as interval predictions of speed
(hourly, 30-minute, 6-minute) for many locations. Tidal
current predictions may be generated for past, present or
future dates; with length of 1 day to 2 weeks, or the full
calendar year. The Users Guide - tidesandcurrents.noaa.
gov/noaacurrents/Help - describes the displays, formats,
additional capabilities, and uses of this online service.
(361)
National Weather Service (NWS)
(362)
National Data Buoy Center Meteorological Buoys
(363) The National Data Buoy Center (NDBC) deploys
moored meteorological buoys that provide weather data
directly to the mariner as well as to marine forecasters.
26 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
(363) <Deleted Paragraph>
(364) 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 oating “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.
(365) To avoid cutting or damaging a mooring, 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.
(366) For further information relating to these buoys visit
ndbc.noaa.gov.
(367)
Marine Weather Forecasts
(368) The NWS provides marine weather forecasts and
warnings for the U.S. coastal waters, the Great Lakes,
offshore waters and high seas areas. Scheduled marine
forecasts are issued four times daily from National
Weather Service Ofces with local areas of responsibility
around the United States, Guam, American Samoa and
Puerto Rico. (See Appendix A for NWS Ofces located
in the area covered by this Coast Pilot.)
(369) 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
ood, 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 nws.noaa.gov/om/marine/
home.htm.)
(370) 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. Pacic 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.)
(371) In coastal areas, the programming is tailored to the
needs of the marine community. Each coastal marine
forecast covers a specic 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 ofce concerned. This signal is transmitted
for 13 seconds preceding an announcement of a severe
weather warning.
(372) Marine weather warnings are displayed to small-
craft operators and others within sight of the shore by the
ags, pennants and lights of the Coastal Warning
Display program. These displays are meant to warn the
public of approaching storm conditions and visually
communicate that citizens should take personal
responsibility for individual safety in the face of an
approaching storm. Anyone observing the signals
displayed by the program is urged to tune to the NWS
radio broadcasts for the latest information. (See National
Weather Service Coastal Warning Displays illustration
for additional information.)
(374) 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, nws.
noaa.gov/om/marine/home.htm.
(375) 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.
(376) Information on how ships, commercial shermen,
offshore industries and others in the coastal zone may
participate in the marine observation program is available
from National Weather Service Port Meteorological
Ofcers (PMOs). PMOs 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’
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 27
NATIONAL WEATHER SERVICE COASTAL WARNING DISPLAYS
DAYTIME SIGNALS
SMALL CRAFT
ADVISORY
GALE
WARNING
STORM
WARNING
HURRICANE
WARNING
NIGHT (LIGHT) SIGNALS
GALE
WARNING
STORM
WARNING
SMALL CRAFT
ADVISORY
HURRICANE
WARNING
SMALL CRAFT ADVISORY: An advisory issued by coastal and Great
Lakes Weather Forecast Of ces (WFO) for areas included in the
Coastal Waters Forecast or Nearshore Marine Forecast (NSH) products.
Thresholds governing the issuance of small craft advisories are speci c
to geographic areas. A Small Craft Advisory may also be issued when
sea or lake ice exists that could be hazardous to small boats. There is
no precise de nition of a small craft. Any vessel that may be adversely
affected by Small Craft Advisory criteria should be considered a small
craft. Other considerations include the experience of the vessel operator,
and the type, overall size, and sea worthiness of the vessel. There is no
legal de nition of “small craft”. The Small Craft Advisory is an advisory in
Coastal Waters and Nearshore forecasts for sustained winds, frequent
gusts, or sea/wave conditions, exceeding de ned thresholds speci c to
geographic areas. A Small Craft Advisory may also be issued when sea or
lake ice exists that could be hazardous to small boats.
Eastern (ME to SC, Lake Erie, Lake Ontario) – Sustained winds or
frequent gusts ranging between 25 and 33 knots (except 20 to 25 knots,
lower threshold area dependent, to 33 knots for harbors, bays, etc.) and/or
seas or waves 5 to 7 feet and greater, area dependent.
Central (MN to OH) – Sustained winds or frequent gusts (on the Great
Lakes) between 22 and 33 knots inclusive, and/or seas or waves greater
than 4 feet.
Southern (GA to TX and Caribbean) – Sustained winds of 20 to 33 knots,
and/or forecast seas 7 feet or greater that are expected for more than 2
hours.
Western (WA..CA) - Sustained winds of 21 to 33 knots, potentially in com-
bination with wave heights exceeding 10 feet (or wave steepness values
exceeding local thresholds).
Alaska (AK) – Sustained winds or frequent gusts of 23 to 33 knots. A
small craft advisory for rough seas may be issued for sea/wave conditions
deemed locally signi cant, based on user needs, and should be no lower
than 8 feet.
Hawaii (HI), Samoa – Sustained winds 25 knots or greater and seas 10
feet or greater.
Guam and the Northern Mariana Islands – Sustained winds 22 to 33 knots
and/or combined seas of 10 feet or more. “Frequent gusts”are typically
long duration conditions (greater than 2 hours).
For a list of NWS Weather Of ces by Region, refer to the following web-
site: http://www.nws.noaa.gov/organization.php
GALE WARNING: To indicate winds within the range 34 to 47 knots are
forecast for the area.
STORM WARNING: To indicate winds 48 knots and above, no matter how
high the speed, are forecast for the area. However, if the winds are associ-
ated with a tropical cyclone (hurricane), the STORM WARNING indicates
that winds within the range 48-63 knots are forecast.
HURRICANE WARNING: Issued only in connection with a tropical
cyclone (hurricane) to indicate that winds 64 knots and above are forecast
for the area.
NOTE: A “HURRICANE WATCH” is an announcement issued by the
National Weather Service via press and television broadcasts whenever a
tropical storm or hurricane becomes a threat to a coastal area. The “Hur-
ricane Watch” announcement is not a warning, rather it indicates that the
hurricane is near enough that everyone in the area covered by the “Watch”
should listen to their radios for subsequent advisories and be ready to take
precautionary action in case hurricane warnings are issued.
NOTE: A SPECIAL MARINE WARNING is issued whenever a severe local
storm or strong wind of brief duration is imminent and is not covered by ex-
isting warnings or advisories. No visual displays will be used in connection
with the Special Marine Warning Bulletin; boaters will be able to receive
thesespecial warnings by keeping tuned to a NOAA Weather Radio station
or to Coast Guard and commercial radio stations that transmit marine
weather information.
(373)
28 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
operations. (For further information on the Voluntary
Observing Ship Program and PMOs, go to vos.noaa.gov.)
(377)
Space Weather Prediction Center (SWPC)
(378) The Space Weather Prediction Center provides real-
time monitoring and forecasting of solar and geophysical
events that impact satellites, power grids, communications,
navigation and many other technological systems. (See
Space Weather Prediction Center in Appendix A.)
(379)
National Environmental Satellite, Data, and Infor-
mation Service (NESDIS)
(380) Among its functions, NESDIS archives, processes
and disseminates the non-real-time 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.
(381)
DEPARTMENT OF DEFENSE
(382)
National Geospatial-Intelligence Agency (NGA)
(383) 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 NGA
Procurement Information in Appendix A.)
(383) <Deleted Paragraph>
(384)
Army Corps of Engineers
(385) 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 ll materials in these waters.
(386) Restricted areas in most places are dened and
regulations governing them are established by the
USACE. The regulations are enforced by the authority
designated in the regulations, and the areas are shown
on the large-scale charts of the National Ocean Service.
Copies of the regulations may be obtained at the District
ofces of the USACE. The regulations also are included
in the appropriate Coast Pilot.
(387) 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 Ofces. (See Appendix A for addresses.)
(388) The USACE has general supervision of location,
construction and manner of maintenance of all shtraps,
weirs, pounds or other shing structures in the navigable
waters of the United States. Where state and/or local
controls are sufcient to regulate these structures,
including that they do not interfere with navigation,
the USACE 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.
(389) Fish havens, articial reefs constructed to attract
sh, can be established in U.S. coastal waters only as
authorized by a USACE permit; the permit species the
location, extent and depth over these mounds of rubble.
(390)
Naval Observatory
(391) The United States Naval Observatory (USNO)
provides a wide range of astronomical data and products
and serves as the ofcial source of time for the U.S.
Department of Defense and a standard of time for
the entire United States. The USNO provides earth
orientation products such as the latest 24-hour and 48-
hour sets of GPS satellite orbits, the latest determinations
and predictions for polar motion and information for GPS
users. The USNO also maintains a reference for precise
time (USNO Master Clock) and monitors the GPS
constellation. For extensive information on the USNO
products available, visit: https://www.public.navy.mil/
tfor/cnmoc/Pages/usno_test_page.aspx or contact by
telephone at 202-762-1467.
(392)
DEPARTMENT OF HEALTH AND HUMAN SER-
VICES
(393)
Food and Drug Administration (FDA)
(394) 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 trafc must
obtain potable water for drinking and culinary purposes
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 29
only at watering points found acceptable to the FDA.
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.
(395)
Public Health Service
(396) The Public Health Service administers foreign
quarantine procedures at U.S. ports of entry.
(397) 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.
(398) 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.
(399) Ill person means a person who:
(400) 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
(401) 2. Has diarrhea, dened 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.
(402) 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.
(403) Specic 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.)
(404)
DEPARTMENT OF HOMELAND SECURITY
(405)
Citizenship and Immigration Services
(406) The U.S. Citizenship and Immigration Service
(USCIS) is the federal agency that oversees lawful
immigration to the United States. the Service enhances
security and improves the efciency of national
immigration services by exclusively focusing on the
administration of benet applications. No person may
enter the United States until they have been inspected by
an immigration ofcer. A list of the ofces covered by
this Coast Pilot is given in Appendix A.
(407)
U.S. Coast Guard
(408) The U.S. 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 1990, 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; maintenance and issuance of Light
Lists and Local Notices to Mariners; and operation of
ice-breaking facilities.
(409) Issuance of certicates of registry (more commonly
referred to as Certicates of Documentation) with
endorsements indicating eligibility of vessels that
measure at least 5 net tons to engage in various trades
for commercial vessels and certain recreational vessels
that are numbered either by the Coast Guard or by a state
having an approved numbering system (the latter is the
most common) and the administration of the various laws
pertaining thereto are functions of the Coast Guard and
specically the National Vessel Documentation Center.
Owners of vessels may obtain the necessary information
from the National Vessel Documentation Center either by
mail to the National Vessel Documentation Center, 792
T.J. Jackson Drive, Falling Waters, WV 25419-9502; via
toll free number: 800-799-8362; or via online at: dco.
uscg.mil/Our-Organization/Deputy-for-Operations-
Policy-and-Capabilities-DCO-D/National-Vessel-
Documentation-Center/.
(410)
U.S. Customs and Border Protection
(411) The U.S. Customs and Border Protection administers
certain laws relating to:
(412) – entry and clearance of vessels and permits for
certain vessel movements between points in the United
States
30 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
(413) – prohibitions against coastwise transportation of
passengers and merchandise
(414) – salvage
(415) – dredging and towing by foreign vessels
(416) – certain activities of vessels in the shing trade
(417) – regular and special tonnage taxes on vessels
(418) – landing and delivery of foreign merchandise
(including unlading, appraisement, lighterage, drayage,
warehousing and shipment in bond)
(419) – collection of customs duties, including duty on
imported pleasure boats and yachts and 50% duty on
foreign repairs to American vessels engaged in trade
(420) – customs treatment of sea and ship's stores while in
port and the baggage of crewmen and passengers
(421) – illegally imported merchandise
(422) – remission of penalties or forfeiture if customs or
navigation laws have been violated.
(423) Customs and Border Protection also cooperates
with many other Federal agencies in the enforcement
of statutes for which they are responsible for. Customs
districts and ports of entry are listed in Appendix A.
(424) The Customs and Border Protection ofce may
issue, without charge, a cruising license, normally valid
for one year, to a yacht of a foreign country that 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
ling manifests and obtaining permits to proceed as well
as from payment of tonnage tax and entry and clearance
fees at all but the rst port of entry. These vessels must
not engage in trade, violate the laws of the United States
or visit a vessel not yet inspected by a Customs Agent and
does, within 24 hours of arrival at each port or place in
the United States, report the fact of arrival to the nearest
customhouse. Countries that have reciprocal agreements
granting these privileges to U.S. yachts are:
(425)
Countries with U.S. Cruising License Reciprocity
Argentina Honduras
Australia Ireland
Austria Italy
Bahama Islands Jamaica
Belguim Liberia
Bermuda Marshall Islands
Canada Netherlands
Denmark New Zealand
Finland Norway
France Sweden
Germany Switzerland
Great Britain Turkey
Greece
(426) Further information concerning cruising licenses
may be obtained from the headquarters port for the
customs district in which the license is desired or at cbp.
gov. U.S. yacht owners planning cruises to foreign ports
may contact the nearest customs district headquarters as
to customs requirements.
(427)
ENVIRONMENTAL PROTECTION AGENCY (EPA)
(428) The U.S. EPA provides coordinated governmental
action to ensure the protection of the environment by
abating and controlling pollution on a systematic basis.
The ocean dumping permit program of the EPA 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.).
(429) 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 ll 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 EPA.
(430) U.S. Army Corps of Engineers regulations relating
to the above are contained in 33 CFR 323 and 324; EPA
regulations are in 40 CFR 220 though 228. (See Disposal
Sites, this chapter.)
(431) Persons or organizations who want to le for an
application for an ocean dumping permit should write
the EPA Regional Ofce for the region in which the port
of departure is located. (See Appendix A for addresses of
regional ofces and States in the EPA coastal regions.)
(432) The letter should contain the name and address of the
applicant, name and address of person or rm, 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.
(433) Everyone who writes EPA will be sent information
about a nal application for a permit as soon as possible.
This nal 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.
(434)
FEDERAL COMMUNICATIONS COMMISSION
(FCC)
(435) 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 eld ofces in the
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 31
principal U.S. ports. (See Appendix A for addresses.)
Information concerning ship radio regulations and service
documents may be obtained from the Federal
Communications Commission, Washington, DC 20554,
or from any of the eld ofces.
(452) <452-456 Deleted>
32 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
(436)
Measurements and Equivalencies
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
pound (avoirdupois) — 453.59 gram
kilometer — 1,000 meters
knot — 1.6877 feet per second / 0.5144 meters per second
acre — 43,560 square feet / 4,046.82 square meters
gram — 0.0022046 pound (avoirdupois) / 0.035274 ounce
meter — 39.37 inches / 3.281 feet / 1.0936 yards
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)
miles/hour (statute) — 1.466 feet per second / 0.44704 meters per second
Conversion Factors
Linear
inches — muiltiply by 25.40 — millimeters
inches — multiply by 2.540 — centimeters
centimeters — multiply by 0.032808 — feet
feet — multiply by 30.48 — centimeters
feet — multiply by 0.3048 — meters
feet — multiply by 0.00016458 — nautical miles
yard — multiply by 0.9144 — meters
meters — multiply by 3.2808 — feet
meters — multiply by 1.094 — yards
meters — multiply by 0.0005399 — nautical miles
statute miles — multiply by 0.86897 — nautical miles
statute miles — multiply by 1.6093 — kilometers
statute miles — multiply by 1,609.3 — meters
nautical miles — multiply by 1.151 — statute miles
Area
acres — multiply by 4,046.9 — square meters
acres — multiply by 43,560 — square feet
acres — multiply by 0.404685 — hectare
hectare — multiply by 2.471054 — acres
hectare — multiply by 10,000 — square meters
hectare — multiply by 1.07639x10
5
— square feet
square feet — multiply by 0.0929 — square meters
square feet — multiply by 0.00002296 — acres
square meters — multiply by 10.764 — square feet
square meters — multiply by 0.0002471 — acres
Depths
fathoms — multiply by 1.8288 — meters
feet — multiply by 0.3048 — meters
meters — multiply by 0.54681 — fathoms
meters — multiply by 3.2808 — feet
Rate
feet/second — multiply by 0.5925 — knots
feet/second — multiply by 0.6818 — miles/hour
feet/second — multiply by 30.48 — centimeters/second
statute miles/hour — multiply by 0.8689 — knots
statute miles/hour — multiply by 1.467 — feet/second
statute miles/hour — multiply by 0.447 — meters/second
knots — multiply by 1.151 — miles/hour
knots — multiply by 0.5144 — meters/second
knots — multiply by 1.6878 — feet/second
centimeters/second — multiply by 0.01944 — miles/hour
centimeters/second — multiply by 0.02237 — miles/hour
centimeters/second — multiply by 0.032808 — feet/second
Mass
grams — multiply by 0.035275 — ounces
grams — multiply by 0.002205 — pounds
ounces — multiply by 28.349 — grams
pounds — multiply by 0.45359 — kilograms
short tons — multiply by 2,000 — pounds
short tons — multiply by 0.89286 — long tons
short tons — multiply by 0.9072 — metric tons
long tons — multiply by 2,240 — pounds
long tons — multiply by 1.12 — short tons
long tons — multiply by 1.016 — metric tons
metric tons — multiply by 1,000 — kilograms
metric tons — multiply by 0.9842 — long tons
metric tons — multiply by 1.1023 — short tons
metric tons — multiply by 2,204.6 — pounds
Volume
barrels (petroleum) — multiply by 42 — gallons (US)
barrels (petroleum) — multiply by 158.99 — liters
barrels (liquid, US) — multiply by 31.5 — gallons (US)
barrels (liquid, US) — multiply by 26.229 — gallons (British)
barrels (liquid, US) — multiply by 119.24 — liters
gallons (US) — multiply by 0.02381 — barrels (petroleum)
gallons (US) — multiply by 3.7854 — liters
liters — multiply by 0.26417 — gallons (US)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 1 ¢ 33
(437)
34 ¢ U.S. Coast Pilot 4, Chapter 1 25 AUG 2024
25 AUG 2024
U.S. Coast Pilot 4, Chapter 2 ¢ 35
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 signied by the following [...]
(2) Extracts from the following titles are contained in
this chapter.
(3)
Title 15: Commerce and Foreign Trade
Part 922—National Marine Sanctuary Program Regulations
Title 33: Navigation and Navigable Waters
Part 26—Vessel Bridge-to-Bridge Radiotelephone Regulations
Part 80—COLREGS Demarcation Lines
Part 81—72 COLREGS: Implementing Rules
Part 82—72 COLREGS: Interpretive Rules
Part 88—Annex V: Pilot Rules
Part 89—Inland Navigation Rules: Implementing Rules
Part 90—Inland Rules: Interpretive Rules
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 (in part)
Part 160—Ports and Waterways Safety-General
Part 162—Inland Waterways Navigation Regulations
Part 164—Navigation Safety Regulations (in part)
Part 165—Regulated Navigation Areas and Limited Access Areas
Part 167—Offshore Traffic Separation Schemes
Part 169—Ship Reporting Systems
Part 207—Navigation Regulations
Part 334—Danger Zones and Restricted Area Regulations
Title 40: Protection of Environment
Part 140—Marine Sanitation Device Standard
Title 46: Shipping
Part 15—Manning Requirements
Title 50: Wildlife and Fisheries
Part 222—General Endangered and Threatened Marine Species
Part 224—Endangered Marine and Anadromous Species
Part 226—Designated Critical Habitat
(4) 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:
(5) National Oceanic and Atmospheric
Administration–15 CFR 922; 50 CFR 222, 224 and 226
(6) United States Coast Guard–33 CFR 26, 80, 81,
82, 88, 89, 90, 110, 117, 157, 160, 162, 164, 165, 167 and
169; 46 CFR 15
(7) United States Army Corps of Engineers–33 CFR
207 and 334
(8) Environmental Protection Agency–40 CFR 140
(9)
TITLE 15–COMMERCE AND FOREIGN TRADE
(10)
Part 922–National Marine Sanctuary
Program Regulations
(11)
Subpart A—Regulations of General Applicabil-
ity
(12)
§922.1 Purposes and applicability of the regula-
tions.
(13) (a) The purposes of this part are:
(14) (1) To implement title III of the Marine Protection,
Research, and Sanctuaries Act of 1972, as amended (16
U.S.C. 1431 et seq., also known as the National Marine
Sanctuaries Act (NMSA or Act)), the Florida Keys National
Marine Sanctuary and Protection Act (FKNMSPA) (Pub.
L. 101–605) and the Hawaiian Islands National Marine
Sanctuary Act (sections 2301–2307 of Pub. L. 102–587);
and
(15) (2) To implement the designations of the national
marine sanctuaries, for which site specic regulations
appear in subparts F through T of this part, by regulating
activities affecting them, consistent with their respective
terms of designation, in order to protect, restore, preserve,
manage, and thereby ensure the health, integrity and
continued availability of the conservation, recreational,
ecological, historical,scientic, educational, cultural,
archeological and aesthetic resources and qualities of
these areas.
(16) (b) The regulations of this part are binding on any
person subject to the jurisdiction of the United States.
Designation of a national marine sanctuary beyond
the U.S. territorial sea does not constitute any claim to
territorial jurisdiction on the part of the United States.
The regulations of this part shall be applied in accordance
with generally recognized principles of international law,
1 and in accordance with treaties, conventions, and other
agreements to which the United States is a party. No
36 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
regulation of this part shall apply to a person who is not
a citizen, national, or resident alien of the United States,
unless in accordance with:
(17) (1) Generally recognized principles of international
law;
(18) (2) An agreement between the United States and the
foreign state of which the person is a citizen; or
(19) (3) An agreement between the United States and the
ag state of the foreign vessel, if the person is a crew
member of the vessel.
(20) (c) Unless noted otherwise, the regulations in this
subpart and subpart D of this part apply to all national
marine sanctuaries immediately upon designation.
(21)
§922.2 Mission, goals, and special policies.
(22) (a) In accordance with the standards set forth in
the Act, the mission of the Ofce of National Marine
Sanctuaries (Ofce) is to identify, designate, protect,
restore, and manage areas of the marine environment
of special national, and in some cases international,
signicance due to their conservation, recreational,
ecological, historical, scientic, educational, cultural,
archeological, or aesthetic resources and qualities.
(23) (b) The goal of the Ofce is to carry out the mission
of the Act in a manner consistent with the purposes and
policies of the Act (16 U.S.C. 1431(b)); the Florida Keys
National Marine Sanctuary and Protection Act (Pub.
L. 101–605) which designated Florida Keys National
Marine Sanctuary; the Hawaiian Islands National Marine
Sanctuary and Protection Act (Pub. L. 102–587), which
designated Hawaiian Islands Humpback Whale National
Marine Sanctuary; the Oceans Act of 1992 (Pub. L.
102–587), which designated Stellwagen Bank National
Marine Sanctuary; and the National Marine Sanctuaries
Preservation Act of 1996 (Pub. L. 104–283), which added
Stetson Bank to Flower Garden Banks National Marine
Sanctuary.
(24) (c) Management efforts will be coordinated to the
extent practicable with other countries managing marine
protected areas;
(25) (d) Program regulations, policies, standards,
guidelines, and procedures developed pursuant to the Act
concerning the identication, evaluation, registration,
and treatment of historical resources shall be consistent,
to the extent practicable, with the declared national policy
for the protection and preservation of these resources
as stated in the National Historic Preservation Act of
1966, 54 U.S.C.300101 et seq., the Archeological and
Historical Preservation Act of 1974, 54 U.S.C. 312501
et seq., and the Archeological Resources Protection Act
of 1979 (ARPA), 16 U.S.C. 470aa et seq. The same
degree of regulatory protection and preservation planning
policy extended to historical resources on land shall be
extended, to the extent practicable, to historical resources
in the marine environment within the boundaries of
designated national marine sanctuaries. The management
of historical resources under the authority of the Act shall
be consistent, to the extent practicable, with the Federal
archeological program by consulting the Uniform
Regulations, ARPA (43 CFR part 7) and other relevant
Federal regulations. The Secretary of the Interior’s
Standards and Guidelines for Archeology may also be
consulted for guidance.
(26)
§922.3 Issuance of regulations for fishing.
(27) If a proposed Sanctuary includes waters within the
exclusive economic zone, the Secretary shall notify the
appropriate Regional Fishery Management Council(s).
The appropriate Council(s) shall have one hundred and
eighty (180) days from the date of such notication to
make recommendations and, if appropriate, prepare
draft shing regulations for the area within the exclusive
economic zone and submit them to the Secretary. In
preparing its recommendations and draft regulations, the
Council(s) shall use as guidance the national standards
of section 301(a) of the Magnuson-Stevens Fishery
Conservation and Management Act (16 U.S.C. 1851)
to the extent that they are consistent and compatible
with the goals and objectives of the proposed Sanctuary
designation. Any shing activities not proposed for
regulation under section 304(a)(5) of the NMSA may
be listed in the draft Sanctuary designation document
as being subject to regulation, without following the
procedures specied in section 304(a)(5) of the NMSA.
If the Secretary subsequently determines that regulation
of shing is necessary, then NOAA will follow the
procedures specied in section 304(a)(5) of the NMSA.
(28)
§922.4 Boundaries.
(29) The boundaries for each of the fteen National
Marine Sanctuaries covered by this part are described in
subparts F through T, respectively.
(30) §922.5 Allowed activities.
(31) All activities (e.g., shing, boating, diving, research,
education) may be conducted unless prohibited or
otherwise regulated in subparts F through T of this
part, subject to any emergency regulations promulgated
pursuant to § 922.7, § 922.112(b), § 922.165, § 922.185,
§ 922.196, § 922.204, or § 922.214 subject to all
prohibitions, regulations, restrictions, and conditions
validly imposed by any Federal, State, tribal, or local
authority of competent jurisdiction, including, but not
limited to, Federal, Tribal, and State shery management
authorities, and subject to the provisions of section 312
of the NMSA. The Director may only directly regulate
shing activities pursuant to the procedure set forth in
section 304(a)(5) of the NMSA.
(32) §922.6 Prohibited or otherwise regulated
activities.
(33) Subparts F through T set forth sitespecic regulations
applicable to the activities specied therein.
(34) §922.7 Emergency regulations.
(35) (a) Where necessary to prevent or minimize the
destruction of, loss of, or injury to a Sanctuary resource or
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 37
quality, or minimize the imminent risk of such destruction,
loss, or injury, any and all such activities are subject to
immediate temporary regulation, including prohibition.
(36) (b) This section does not apply to the following
national marine sanctuaries with site-specic regulations
that establish procedures for issuing emergency
regulations:
(37) (1) Cordell Bank National Marine Sanctuary, §
922.112(e).
(38) (2) Florida Keys National Marine Sanctuary, §
922.165.
(39) (3) Hawaiian Islands Humpback Whale National
Marine Sanctuary, § 922.185.
(40) (4) Thunder Bay National Marine Sanctuary, §
922.196.
(41) (5) Mallows Bay—Potomac River National Marine
Sanctuary, § 922.204.
(42) (6) Wisconsin Shipwreck Coast National Marine
Sanctuary, § 922.214.
(43) §922.8 Penalties.
(44) (a) Each violation of the NMSA or the other statutes
designating national marine sanctuaries listed in §
922.2(b), any regulation in this part or any permit issued
pursuant thereto, is subject to a civil penalty. Each day
of a continuing violation constitutes a separate violation.
(b) Regulations setting forth the procedures governing
administrative proceedings for assessment of civil
penalties, permit sanctions and denials for enforcement
reasons, issuance and use of written warnings, and release
or forfeiture of seized property appear at 15 CFR part 904.
(45) §922.9 Response costs and damages.
(46) Under section 312 of the Act, any person who
destroys, causes the loss of, or injures any Sanctuary
resource is liable to the United States for response costs
and damages resulting from such destruction, loss, or
injury. Any vessel used to destroy, cause the loss of,
or injure any Sanctuary resource is liable in rem to the
United States for response costs and damages resulting
from such destruction, loss, or injury.
(47) § 922.10 Pre-existing authorizations or rights and
certications of pre-existing authorizations or rights.
(48) Any valid lease, permit, license, or right of
subsistence use or of access that is in existence on the
effective date of nal regulations for a designation or
revised terms of designation of any National Marine
Sanctuary may not be terminated by the Director. The
Director may, however, regulate the exercise of such
leases, permits, licenses, or rights consistent with the
purposes for which the Sanctuary was designated.
(49)
Subpart F–Monitor National Marine Sanctuary
(50)
§922.60 Boundary.
(51) The Monitor National Marine Sanctuary (Sanctuary)
consists of a vertical water column in the Atlantic Ocean
one mile in diameter (0.593 square nautical miles (nmi2)
or (0.785 sq. mi.)) extending from the surface to the
seabed, the center of which is at the following coordinates
35.00639, –75.40889.
(52)
§922.61 Prohibited or otherwise regulated activi-
ties.
(53) Except as may be permitted by the Director, the
following activities are prohibited and thus are unlawful
for any person to conduct or to cause to be conducted
within the Sanctuary:
(54) (a) Anchoring in any manner, stopping, remaining,
or drifting without power at any time;
(55) (b) Any type of subsurface salvage or recovery
operation;
(56) (c) Diving of any type, whether by an individual or
by a submersible;
(57) (d) Lowering below the surface of the water any
grappling, suction, conveyor, dredging or wrecking
device;
(58) (e) Detonating below the surface of the water any
explosive or explosive mechanism;
(59) (f) Drilling or coring the seabed;
(60) (g) Lowering, laying, positioning or raising any type
of seabed cable or cable-laying device;
(61) (h) Trawling; or
(62) (i) Discharging waster material into the water in
violation of any Federal statute or regulation.
(63)
§922.62 Permit procedures.
(64) (a) A person may conduct an activity otherwise
prohibited by § 922.61 if such activity is specically
authorized by and conducted in accordance with the
scope, purpose, terms and conditions of a permit issued
under this section and subpart D of this part.
(65) (b) Applications for permits should be addressed
to the Director, Ofce of National Marine Sanctuaries;
ATTN: Superintendent, Monitor National Marine
Sanctuary, c/o The Mariners’ Museum, 100 Museum
Drive, Newport News, VA 23606.
(66) (c) In addition to the requirements of subpart D of
this part, the Director may not issue a permit under this
section unless the Director also nds that the extent to
which the conduct of the proposed activity may diminish
the value of the Monitor as a source of historic, cultural,
aesthetic and/or maritime information is appropriate in
relation to goals of the proposed activity.
(67) (d) In considering any application submitted pursuant
to this section, the Director shall seek and consider the
views of the Advisory Council on Historic Preservation.
38 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(68)
Subpart I-Gray's Reef National Marine Sanctu-
ary
(69)
§922.90 Boundary.
(70) The Gray’s Reef National Marine Sanctuary
(Sanctuary) consists of approximately 16.68 square
nautical miles (nmi2) (22 sq. mi.) of ocean waters and the
submerged lands thereunder, off the coast of Georgia. The
Sanctuary boundary includes all waters and submerged
lands within the geodetic lines connecting the following
coordinates beginning at Point 1 and continuing to each
subsequent point in numerical order ending at Point 5.
(Coordinates listed are unprojected (geographic) and
based on the North American Datum of 1983.):
(71) (1) N 31.36273 degrees W 80.92120 degrees
(72) (2) N 31.42106 degrees W 80.92120 degrees
(73) (3) N 31.42106 degrees W 80.82814 degrees
(74) (4) N 31.36273 degrees W 80.82814 degrees
(75) (5) N 31.36273 degrees W 80.92120 degrees
(76)
Appendix A to Subpart I of Part 922—Boundary
Coordinates for the Gray’s Reef National Marine
Sanctuary Research Area
(77) [Coordinates listed in this Appendix are unprojected
(Geographic) and based on the North American Datum of
1983.]
(78) The research area boundary is dened by the
coordinates provided in Table 1 and the following textual
description. The research area boundary extends from
Point 1, the southwest corner of the sanctuary, to Point 2
along a straight line following the western boundary of the
Sanctuary. It then extends along a straight line from Point
2 to Point 3, which is on the eastern boundary of GRNMS.
The boundary then follows the eastern boundary line of
the sanctuary southward until it intersects the line of the
southern boundary of GRNMS at Point 4, the southeastern
corner of the sanctuary. The last straight line is dened
by connecting Point 4 and Point 5, along the southern
boundary of the GRNMS.
(79) TABLE 1—COORDINATES FOR THE
RESEARCH AREA
(80) (1) 31.362732°N, 80.921200°W
(81) (2) 31.384444°N, 80.921200°W
(82) (3) 31.384444°N, 80.828145°W
(83) (4) 31.362732°N, 80.828145°W
(84) (5) 31.362732°N; 80.921200°W
(85)
Subpart P–Florida Keys National Marine Sanc-
tuary
(86)
§922.160 Purpose.
(87) (a) The purpose of the regulations in this subpart is to
implement the comprehensive management plan for the
Florida Keys National Marine Sanctuary by regulating
activities affecting the resources of the Sanctuary or
any of the qualities, values, or purposes for which the
Sanctuary is designated, in order to protect, preserve
and manage the conservation, ecological, recreational,
research, educational, historical, and aesthetic resources
and qualities of the area. In particular, the regulations
in this part are intended to protect, restore, and enhance
the living resources of the Sanctuary, to contribute
to the maintenance of natural assemblages of living
resources for future generations, to provide places for
species dependent on such living resources to survive
and propagate, to facilitate to the extent compatible
with the primary objective of resource protection all
public and private uses of the resources of the Sanctuary
not prohibited pursuant to other authorities, to reduce
conicts between such compatible uses, and to achieve
the other policies and purposes of the Florida Keys
National Marine Sanctuary and Protection Act and the
National Marine Sanctuaries Act.
(88) (b) Section 304(e) of the NMSA requires the Secretary
to review management plans and regulations every ve
years, and make necessary revisions. Upon completion
of the ve year review of the Sanctuary management
plan and regulations, the Secretary will repropose the
regulations in their entirety with any proposed changes
thereto, including those regulations in subparts A and E
of this part that apply to the Sanctuary. The Governor of
the State of Florida will have the opportunity to review
the reproposed regulations before they take effect and if
the Governor certies such regulations as unacceptable,
they will not take effect in State waters of the Sanctuary.
(89)
§922.161 Boundary.
(90) The sanctuary consists of an area of approximately
2,872 square nautical miles (nmi2) (3,803 sq. mi.) of
coastal and ocean waters, and the submerged lands
thereunder, surrounding the Florida Keys in Florida.
Appendix I to this subpart sets forth the precise Sanctuary
boundary.
(91)
§922.163 Prohibited activities–Sanctuary-wide.
(92) (a) Except as specied in paragraph (b) through (e)
of this section, the following activities are prohibited and
thus are unlawful for any person to conduct or to cause to
be conducted:
(93) (1) Mineral and hydrocarbon exploration,
development and production. Exploring for, developing,
or producing minerals or hydrocarbons within the
Sanctuary.
(94) (2) Removal of, injury to, or possession of coral
or live rock. (i) Moving, removing, taking, harvesting,
damaging, disturbing, touching, breaking, cutting, or
otherwise injuring, or possessing (regardless of where
taken from) any living or dead coral, or coral formation,
or attempting any of those activities, except as permitted
under 50 CFR part 622.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 39
(95) (ii) Harvesting, or attempting to harvest, any live rock
from the Sanctuary, or possessing (regardless of where
taken from) any live rock within the Sanctuary, except as
authorized by a permit for the possession or harvest from
aquaculture operations in the Exclusive Economic Zone,
issued by the National Marine Fisheries Service pursuant
to applicable regulations under the appropriate Fishery
Management Plan, or as authorized by the applicable State
authority of competent jurisdiction within the Sanctuary
for live rock cultured on State submerged lands leased
from the State of Florida, pursuant to applicable State
law. See §370.027, Florida Statutes and implementing
regulations.
(96) (3) Alteration of or construction on, the seabed.
Drilling into, dredging, or otherwise altering the seabed
of the Sanctuary, or engaging in prop-dredging; or
constructing, placing or abandoning any structure,
material, or other matter on the seabed of the Sanctuary,
except as an incidental result of:
(97) (i) Anchoring vessels in a manner not otherwise
prohibited by this part (see §§922.163(a)(5)(ii) and
922.164(d)(1)(v));
(98) (ii) Traditional shing activities not otherwise
prohibited by this part;
(99) (iii) Installation and maintenance of navigational
aids by, or pursuant to valid authorization by, any Federal,
State, or local authority of competent jurisdiction;
(100) (iv) Harbor maintenance in areas necessarily
associated with Federal water resource development
projects in existence on July 1, 1997, including
maintenance dredging of entrance channels and repair,
replacement, or rehabilitation of breakwaters or jetties;
(101) (v) Construction, repair, replacement, or
rehabilitation of docks, seawalls, breakwaters, piers, or
marinas with less than ten slips authorized by any valid
lease, permit, license, approval, or other authorization
issued by any Federal, State, or local authority of
competent jurisdiction.
(102) (4) Discharge or deposit of materials or other matter.
(i) Discharging or depositing, from within the boundary
of the Sanctuary, any material or other matter, except:
(103) (A) Fish, sh parts, chumming materials, or bait used
produced incidental to and while conducting a traditional
shing activity in the Sanctuary;
(104) (B) Water generated by routine vessel operations
(e.g., deck wash down and graywater as dened in section
312 of the FWPCA), excluding oily wastes from bilge
pumping; or
(105) (C) Cooling water from vessels or engine exhaust;
(106) (ii) Discharging or depositing, from beyond the
boundary of the Sanctuary, any material or other matter
that subsequently enters the Sanctuary and injures a
Sanctuary resource or quality, except:
(107) (A) Those listed in paragraph (a)(4)(i)(A) through
(a)(4)(i)(C) of this section;
(108) (B) Sewage incidental to vessel use and gnerated by
a marine sanitation device approved in accordance with
section 312 of the Federal Water Pollution Control Act
(FWPCA) as amended, 33 U.S.C. 1322 et seq.;
(109) (C) Those authorized under Monroe County land use
permits.
(110) (D) Those authorized under State permits.
(111) (5) Operation of Vessels. (i) Operating a vessel in
such a manner as to strike or otherwise injure coral,
seagrass, or any other immobile organism attached to the
seabed, including, but not limited to, operating a vessel
in such a manner as to cause prop-scarring.
(112) (ii) Having a vessel anchored on living coral other
than hardbottom in water depths less than 40 feet when
visibility is such that the seabed can be seen.
(113) (iii) Except in ofcially marked channels, operating
a vessel at a speed greater than 4 knots or in a manner
which creates a wake:
(114) (A) Within an area designated idle speed only/no
wake;
(115) (B) Within 100 yards of navigational aids indicating
emergent or shallow reefs (international diamond warning
symbol);
(116) (C) Within 100 yards of the red and white “divers
down” ag (or the blue and white “alpha” ag in Federal
waters);
(117) (D) Within 100 yards of residential shorelines; or
(118) (E) Within 100 yards of stationary vessels.
(119) (iv) Operating a vessel in such a manner as to injure
or take wading, roosting, or nesting birds or marine
mammals.
(120) (v) Operating a vessel in a manner which endangers
life, limb, marine resources, or property.
(121) (vi) Having a marine sanitation device that is not
secured in a manner that prevents discharges or deposits
of treated and untreated sewage. Acceptable methods
include, but are not limited to, all methods that have been
approved by the U.S. Coast Guard (at 33 CFR 159.7(b)
and (c)).
(122) (6) Conduct of diving/snorkeling without ag. Diving
or snorkeling without ying in a conspicuous manner the
red and white “divers down” ag (or the blue and white
“alpha” ag in Federal waters).
(123) (7) Release of exotic species. Introducing or releasing
an exotic species of plant, invertebrate, sh, amphibian,
or mammals into the Sanctuary.
(124) (8) Damage or removal of markers. Marking,
defacing, or damaging in any way or displacing, removing,
or tampering with any ofcial signs, notices, or placards,
whether temporary or permanent, or with any navigational
aids, monuments, stakes, posts, mooring buoys, boundary
buoys, trap buoys, or scientic equipment.
(125) (9) Movement of, removal of, injury to, or possession
of Sanctuary historical resources. Moving, removing,
injuring, or possessing, or attempting to move, remove,
injure, or possess, a Sanctuary historical resource.
(126) (10) Take or possession of protected wildlife. Taking
any marine mammal, sea turtle, or seabird in or above the
Sanctuary, except as authorized by the Marine Mammal
Protection Act, as amended, (MMPA), 16 U.S.C. 1361 et
40 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
seq., the Endangered Species Act, as amended, (ESA), 16
U.S.C. 1531 et seq., and the Migratory Bird Treaty Act,
as amended, (MBTA) 16 U.S.C. 703 et seq.
(127) (11) Possession or use of explosives or electrical
charges. Possessing, or using explosives, except
powerheads, or releasing electrical charges within the
Sanctuary.
(128) (12) Harvest or possession of marine life species.
Harvesting, possessing, or landing any marine life species,
or part thereof, within the Sanctuary, except in accordance
with rules 68B-42 of the Florida Administrative Code, and
such rules shall apply mutatis mutandis (with necessary
editorial changes) to all Federal and State waters within
the Sanctuary.
(129) (13) Interference with law enforcement. Interfering
with, obstructing, delaying or preventing an investigation,
search, seizure, or disposition of seized property in
connection with enforcement of the Acts or any regulation
or permit issued under the Acts.
(130) (b) Notwithstanding the prohibitions in this section
and in §922.164, and any access and use restrictions
imposed pursuant thereto, a person may conduct an
activity specically authorized by, and conducted in
accordance with the scope, purpose, terms, and conditions
of, a National Marine Sanctuary permit issued pursuant
to §922.166.
(131) (b) Notwithstanding the prohibitions in this section
and in § 922.164, and any access and use restrictions
imposed pursuant thereto, a person may conduct an
activity specically authorized by and conducted in
accordance with the scope, purpose, terms, and conditions
of a National Marine Sanctuary permit issued pursuant to
§ 922.166 and subpart D of this part.
(132) (c) Notwithstanding the prohibitions in this section
and in § 922.164, and any access and use restrictions
imposed pursuant thereto, a person may conduct an
activity specically authorized by any valid Federal,
State, or local lease, permit, license, approval, or other
authorization issued after the effective date of these
regulations, provided that the applicant complies with §
922.36, the Director noties the applicant and authorizing
agency that he or she does not object to issuance of the
authorization, and the applicant complies with any terms
and conditions the Director deems reasonably necessary
to protect Sanctuary resources and qualities. Amendments
of authorizations in existence on the effective date of
these regulations constitute authorizations issued after
the effective date of these regulations.
(133) (2) In the event of threatened or actual destruction
of, loss of, or injury to a Sanctuary resource or quality
resulting from an untoward incident, including but not
limited to spills and groundings caused by the Department
of Defense, the cognizant component shall promptly
coordinate with the Director for the purpose of taking
appropriate actions to prevent, respond to or mitigate the
harm and, if possible, restore or replace the Sanctuary
resource or quality.
(134) (e) The following prohibitions do not apply to
Federal, State and local ofcers while performing
enforcement duties in their ofcial capacities or
responding to emergencies that threaten life, property, or
the environment:
(135) (1) Those contained in paragraph (a)(4) of this section
only as it pertains to discharges of sewage incidental to
vessel use and generated by a marine sanitation device
approved in accordance with section 312 of the Federal
Water Pollution Control Act (FWPCA), as amended, 33
U.S.C. 1322 et seq.; and
(136) (2) Those contained in paragraph (a)(5) of this
section.
(137) (f) In no event may the Director issue a certication,
authorization, or permit under §§ 922.10, 922.163(c),
and 922.166 and subpart D of this part, respectively,
authorizing, or otherwise approving, the exploration
for, leasing, development, or production of minerals
or hydrocarbons within the Sanctuary, the disposal of
dredged material within the Sanctuary other than in
connection with beach renourishment or Sanctuary
restoration projects, or the discharge of untreated or
primary treated sewage, and any purported authorizations
issued by other authorities for any of these activities
within the Sanctuary shall be invalid.
(138) (g) Any amendment to these regulations shall not
take effect in Florida State waters until approved by the
Board of Trustees of the Internal Improvement Trust
Fund of the State of Florida. Any shery regulations
in the Sanctuary shall not take effect in Florida State
waters until established by the Florida Marine Fisheries
Commission.
(139)
§922.164 Additional activity regulations by Sanctu-
ary area.
(140) In addition to the prohibitions set forth in §922.163,
which apply throughout the Sanctuary, the following
regulations apply with respect to activities conducted
within the Sanctuary areas described in this section and
in Appendix (II) through (VII) to this subpart. Activities
located within two or more overlapping Sanctuary areas
are concurrently subject to the regulations applicable to
each overlapping area.
(141) (a) Areas To Be Avoided. Operating a tank vessel
or a vessel greater than 50 meters in registered length is
prohibited in all areas to be avoided, except if such vessel
is a public vessel and its operation is essential for national
defense, law enforcement, or responses to emergencies
that threaten life, property, or the environment. Appendix
VII to this subpart sets forth the geographic coordinates
of these areas.
(142) (b) Existing Management Areas.–(1) Key Largo and
Looe Key Management Areas. The following activities
are prohibited within the Key Largo and Looe Key
Management Areas (also known as the Key Largo and
Looe Key National Marine Sanctuaries) described in
Appendix II to this subpart:
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 41
(143) (i) Removing, taking, damaging, harmfully
disturbing, breaking, cutting, spearing or similarly
injuring any coral or other marine invertebrate, or any
plant, soil, rock, or other material, except commercial
taking of spiny lobster and stone crab by trap and
recreational taking of spiny lobster by hand or by hand
gear which is consistent with these regulations and
the applicable egulations implementing the applicable
Fishery Management Plan.
(144) (ii) Taking any tropical sh.
(145) (iii) Fishing with wire sh traps, bottom trawls,
dredges, sh sleds, or similar vessel-towed or anchored
bottom shing gear or nets.
(146) (iv) Fishing with, carrying or possessing, except
while passing through without interruption or for law
enforcement purposes: pole spears, air ries, bows
and arrows, slings, Hawaiian slings, rubber powdered
arbaletes, pneumatic and spring-loaded guns or similar
devices known as spearguns.
(147) (2) Great White Heron and Key West National
Wildlife Refuge Management Areas. Operating a personal
watercraft, operating an airboat, or water skiing except
within Township 66 South, Range 29 East, Sections 5, 11,
12 and 14; Township 66 South, Range 28 East, Section
2; Township 67 South, Range 26 East, Sections 16 and
20, all Tallahassee Meridian, are prohibited within the
marine portions of the Great White Heron and Key West
National Wildlife Refuge Management Areas described
in Appendix II to this subpart:
(148) (c) Wildlife Management Areas. (1) Marine portions
of the Wildlife Management Areas listed in Appendix III
to this subpart or portions thereof may be designated
“idle speed only/no-wake”, “no-motor” or “no-access
buffer” zones or “closed.” The Director, in cooperation
with other Federal, State, or local resource management
authorities, as appropriate, shall post signs conspicuously,
using mounting posts, buoys, or other means according
to location and purpose, at appropriate intervals and
locations, clearly delineating an area as an “idle speed
only/no wake”, a “no- motor”, or a “no-access buffer”
zone or as “closed”, and allowing instant, long-range
recognition by boaters. Such signs shall display the
ofcial logo of the Sanctuary.
(149) (2) The following activities are prohibited within the
marine portions of the Wildlife Management Areas listed
in Appendix III to this subpart:
(150) (i) In those marine portions of any Wildlife
Management Area designated an “idle speed only/no
wake” zone in Appendix III to this subpart, operating a
vessel at a speed greater than idle speed only/no wake.
(151) (ii) In those marine portions of any Wildlife
Management Area designated a “no-motor” zone in
Appendix III to this subpart, using internal combustion
motors or engines for any purposes. A vessel with an
internal combustion motor or engine may access a “no-
motor” zone only through the use of a push pole, paddle,
sail, electric motor or similar means of propulsion.
(152) (iii) In those marine portions of any Wildlife
Management Area designated a “no-access buffer” zone
in Appendix III of this subpart, entering the area by
vessel.
(153) (iv) In those marine portions of any Wildlife
Management Area designated as closed in Appendix III
to this subpart, entering or using the area.
(154) (3) The Director shall coordinate with other Federal,
State, or local resource management authorities, as
appropriate, in the establishment and enforcement of
access restrictions described in paragraph (c)(2) (i)–
(iv) of this section in the marine portions of Wildlife
Management Areas.
(155) (4) The Director may modify the number and
location of access restrictions described in paragraph
(c)(2) (i)–(iv) of this section within the marine portions
of a Wildlife Management Area if the Director nds
that such action is reasonably necessary to minimize
disturbances to Sanctuary wildlife, or to ensure protection
and preservation of Sanctuary wildlife consistent with
the purposes of the Sanctuary designation and other
applicable law governing the protection and preservation
of wildlife resources in the Sanctuary. The Director will
effect such modication by:
(156) (i) Publishing in the Federal Register, after notice
and an opportunity for public comments in accordance, an
amendment to the list of such areas set forth in Appendix
III to this subpart, and a notice regarding the time and
place where maps depicting the precise locations of such
restrictions will be made available for public inspection,
and
(157) (ii) Posting ofcial signs delineating such restrictions
in accordance with paragraph (c)(1) of this section.
(158) (d) Ecological Reserves, Sanctuary Preservation
Areas, and Special Use (Research only) Areas. (1) The
following activies are prohibited within the Ecological
Reserves described in Appendix IV to this subpart, within
the Sanctuary Preservation Areas described in Appendix
V to this subpart, and within the Special Use (Research
only Areas) described in Appendix V to this subpart, and
within the Special Use (Research only Areas) described
in Appendix VI to this subpart:
(159) (i) Discharging or depositing any material or other
matter except cooling water or engine exhaust.
(160) (ii) Possessing, moving, harvesting, removing,
taking, damaging, disturbing, breaking, cutting, spearing,
or otherwise injuring any coral, marine invertebrate,
sh, bottom formation, algae, seagrass or other living
or dead organism, including shells, or attempting any of
these activities. However, sh, invertebrates, and marine
plants may be possessed aboard a vessel in an Ecological
Reserve or Sanctuary Preservation Area, provided such
resources can be shown not to have been harvested
within, removed from, or taken within, the Ecological
Reserve or Sanctuary Preservation Area, as applicable,
by being stowed in a cabin, locker, or similar storage area
prior to entering and during transit through such reserves
or areas, provided further that in an Ecological Reserve
42 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
or Sanctuary Preservation Area located in Florida State
waters, such vessel is in continuous transit through the
Ecological Reserve or Sanctuary Preservation Area.
(161) (iii) Except for catch and release shing by trolling in
the Conch Reef, Alligator Reef, Sombrero Reef, and Sand
Key SPAs, shing by any means. However, gear capable
of harvesting sh may be aboard a vessel in an Ecological
Reserve or Sanctuary Preservation Area, provided such
gear is not available for immediate use when entering
and during transit through such Ecological Reserve or
Sanctuary Preservation Area, and no presumption of
shing activity shall be drawn therefrom.
(162) (iv) Touching living or dead coral, including but not
limited to, standing on a living or dead coral formation.
(163) (v) Anchoring in the Tortugas Ecological Reserve. In
all other Ecological Reserves and Sanctuary Preservation
Areas, placing any anchor in a way that allows the anchor
or any portion of the anchor apparatus (including the
anchor, chain or rope) to touch living or dead coral, or any
attached living organism. When anchoring dive boats, the
rst diver down must inspect the anchor to ensure that
it is not touching living or dead coral, and will not shift
in such a way as to touch such coral or other attached
organism. No further diving shall take place until the
anchor is placed in accordance with these requirements.
(164) (vi) Except in the Tortugas Ecological Reserve
where mooring buoys must be used, anchoring instead of
mooring when a mooring buoy is available or anchoring
in other than a designated anchoring area when such areas
have been designated and are available.
(165) (vii) Except for passage without interruption though
that area, for law enforcement purposes, or for purposes
of monitoring pursuant to paragraph (d)(2) of this section,
violating a temporary access restriction imposed by the
Director pursuant to paragraph (d)(2) of this section.
(166) (viii) Except for passage without interruption through
the area, for law enforcement purposes, or for purposes
of monitoring pursuant to paragraph (d)(2) of this
section: entering the Tortugas South area of the Tortugas
Ecological Reserve; or entering the Tortugas North area
of the Tortugas Ecological Reserve without a valid access
permit issued pursuant to §922.167 or entering or leaving
the Tortugas North area with a valid access permit issued
pursuant to §922.167 without notifying FKNMS staff at
the Dry Tortugas National Park ofce by telephone or
radio no less than 30 minutes and no more than 6 hours,
before entering and upon leaving the Tortugas Ecological
Reserve.
(167) (ix) Tying a vessel greater than 100 feet (30.48
meters) LOA, or tying more than one vessel (other than
vessels carried on board a vessel) if combined lengths
would exceed 100 feet (30.48 meters) LOA, to a mooring
buoy or to a vessel tied to a mooring buoy in the Tortugas
Ecological Reserve.
(168) (2) The Director may temporarily restrict access
to any portion of any Sanctuary Preservation Area or
Ecological Reserve if the Director, on the basis of the best
available data, information and studies, determines that a
concentration of use appears to be causing or contributing
to signicant degradation of the living resources of the
area and that such action is reasonably necessary to allow
for recovery of the living resources of such area. The
Director will provide for continuous monitoring of the
area during the pendency of the restriction. The Director
will provide public notice of the restriction by publishing
a notice in the Federal Register, and by such other means
as the Director may deem appropriate. The Director may
only restrict access to an area for a period of 60 days,
with one additional 60 day renewal. The Director may
restrict access to an area for a longer period pursuant to
a notice and opportunity for public comment rulemaking
under the Administrative Procedure Act. Such restriction
will be kept to the minimum amount of area necessary to
achieve the purpose thereof.
(169) (e) Special-use Areas. (1) The Director may set aside
discrete areas of the Sanctuary as Special-use Areas,
and, by designation pursuant to this paragraph, impose
the access and use restrictions specied in paragraph
(e)(3) of this section. Special-use Areas are described
in Appendix VI to this subpart, in accordance with the
following designations and corresponding objectives:
(170) (i) “Recovery area” to provide for the recovery of
Sanctuary resources from degradation or other injury
attributable to human uses;
(171) (ii) “Restoration area” to provide for restoration of
degraded or otherwise injured Sanctuary resources;
(172) (iii) “Research-only area” to provide for scientic
research or education relating to protection and
management through the issuance of a Sanctuary General
permit for research pursuant to §922.166; and
(173) (iv) “Facilitated-use area” to provide for the
prevention of use or user conicts or the facilitation of
access and use, or to promote public use and understanding,
of Sanctuary resources through the issuance of special-
use permits.
(174) (2) A Special-use Area shall be no larger than the size
the Director deems reasonably necessary to accomplish
the applicable objective.
(175) (3) Persons conducting activities within any
Special-use Area shall comply with the access and
use restrictions specied in this paragraph and made
applicable to such area by means of its designation as a
“recovery area,”“restoration area,”“research-only area,”
or “facilitated-use area.” Except for passage without
interruption through the area or for law enforcement
purposes, no person may enter a Special-use Area
except to conduct or cause to be conducted the following
activities:
(176) (i) In such area designated as a “recovery area”
or a “restoration area,” habitat manipulation related to
restoration of degraded or otherwise injured Sanctuary
resources, or activities reasonably necessary to monitor
recovery of degraded or otherwise injured Sanctuary
resources;
(177) (ii) In such area designated as a “research only
area,” scientic research or educational use specically
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 43
authorized by and conducted in accordance with the scope,
purpose, terms and conditions of a valid National Marine
Sanctuary General or Historical Resources permit, or
(178) (iii) In such area designated as a “facilitated-use
area,” activities specied by the Director or specically
authorized by and conducted in accordance with the
scope, purpose, terms, and conditions of a valid Special-
use permit.
(179) (4)(i) The Director may modify the number of,
location of, or designations applicable to, Special-use
Areas by publishing in the Federal Register, after notice
and an opportunity for public comment in accordance
with the Administration Procedure Act, an amendment
to Appendix VI to this subpart, except that, with respect
to such areas designated as a “recovery area,”“restoration
area,” or “research only area,” the Director may modify
the number of, location of, or designation applicable
to, such areas by publishing a notice of such action in
the Federal Register if the Director determines that
immediate action is reasonably necessary to:
(180) (A) Prevent signicant injury to Sanctuary resources
where circumstances create an imminent risk to such
resources;
(181) (B) Initiate restoration activity where a delay in time
would signicantly impair the ability of such restoration
activity to succeed;
(182) (C) Initiate research activity where an unforeseen
natural event produces an opportunity for scientic
research that may be lost if research is not initiated
immediately.
(183) (ii) If the Director determines that a notice of
modication must be promulgated immediately in
accordance with paragraph (e)(4)(i) of this section, the
Director will, as part of the same notice, invite public
comment and specify that comments will be received
for 15 days after the effective date of the notice. As
soon as practicable after the end of the comment period,
the Director will either rescind, modify or allow the
modication to remain unchanged through notice in the
Federal Register.
(184) (5) In addition to paragraph (e)(3) of this section no
person shall conduct activities listed in paragraph (d) of
this section in “Research-only Areas.”
(185) (f) Additional Wildlife Management Areas,
Ecological Reserves, Sanctuary Preservation Areas, or
Special-use Areas, and additional restrictions in such
areas, shall not take effect in Florida State waters unless
rst approved by the Board of Trustees of the Internal
Improvement Trust Fund of the State of Florida.
(186) (g) Anchoring on Tortugas Bank. Vessels 50 meters
or greater in registered length, are prohibited from
anchoring on the portion of Tortugas Bank within the
Florida Keys National Marine Sanctuary west of the Dry
Tortugas National Park that is outside of the Tortugas
Ecological Reserve. The boundary of the area closed to
anchoring by vessels 50 meters or greater in registered
length is formed by connecting in succession the points at
the following coordinates (based on the North American
Datum of 1983):
(187) (1) 24°32.00'N., 83°00.05'W.
(188) (2) 24°37.00'N., 83°06.00'W.
(189) (3) 24°39.00'N., 83°06.00'W.
(190) (4) 24°39.00'N., 83°00.05'W.
(191) (5) 24°32.00'N., 83°00.05'W
(192)
§922.165 Emergency regulations.
(193) Where necessary to prevent or minimize the
destruction of, loss of, or injury to a Sanctuary resource
or quality, or minimize the imminent risk of such
destruction, loss, or injury, any and all activities are
subject to immediate temporary regulation, including
prohibition. Emergency regulations shall not take effect in
Florida territorial waters until approved by the Governor
of the State of Florida. Any temporary regulation may be
in effect for up to 60 days, with one 60-day extension.
Additional or extended action will require notice and
comment rulemaking under the Administrative Procedure
Act, notice in local newspapers, Notice to Mariners, and
press releases.
(194)
§922.166 Permits other than for access to the Tortu-
gas Ecological Reserve–application procedures and
issuance criteria.
(195) (a) A person may conduct an activity otherwise
prohibited by § 922.163 or § 922.164 if the activity is
specically allowed by and conducted in accordance
with the scope, purpose, terms and conditions of a permit
issued under this section and subpart D of this part.
(196) (1) Applications for permits should be addressed
to the Director, Ofce of National Marine Sanctuaries;
ATTN: Superintendent, Florida Keys National Marine
Sanctuary, 33 East Quay Road, Key West, FL 33040.
(197) (2) For activities proposed to be conducted within
any of the areas described in § 922.164 (b) through (e), the
Director shall not issue a permit unless he or she further
nds that such activities will further and are consistent
with the purposes for which such area was established,
as described in §§ 922.162 and 922.164 and in the
management plan for the Sanctuary.
(198) (3) A person may conduct an activity otherwise
prohibited by § 922.163 or § 922.164, if such activity
is specically allowed by and conducted in accordance
with the scope, purpose, terms and conditions of a permit
issued under this section and subpart D of this part, and
any additional permit issuance criteria and requirements
in paragraphs (b), (c), (f), and (i) through (m) of this
section.
(199) (4) For activities proposed to be conducted within
any of the areas described in §922.164(b)–(e), the
Director shall not issue a permit unless he or she further
nds that such activities will further and are consistent
with the purposes for which such area was established,
as described in §§922.162 and 922.164 and in the
management plan for the Sanctuary.
44 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(200) (b) National Marine Sanctuary Survey/Inventory of
Historical Resources Permit.
(201) (1) A person may conduct an activity prohibited by
§§922.163 or 922.164 involving the survey/inventory
of Sanctuary historical resources if such activity is
specically authorized by, and is conducted in accordance
with the scope, purpose, terms and conditions of, a
Survey/Inventory of Historical Resources permit issued
under this paragraph (b). Such permit is not required
if such survey/inventory activity does not involve any
activity prohibited by §§922.163 or 922.164. Thus,
survey/inventory activities that are non-intrusive, do
not include any excavation, removal, or recovery of
historical resources, and do not result in destruction of,
loss of, or injury to Sanctuary resources or qualities do not
require a permit. However, if a survey/inventory activity
will involve test excavations or removal of artifacts or
materials for evaluative purposes, a Survey/Inventory of
Historical Resources permit is required. Regardless of
whether a Survey/Inventory permit is required, a person
may request such permit. Persons who have demonstrated
their professional abilities under a Survey/Inventory
permit will be given preference over other persons in
consideration of the issuance of a Research/Recovery
permit. While a Survey/Inventory permit does not grant
any rights with regards to areas subject to pre-existing
rights of access which are still valid, once a permit is
issued for an area, other survey/inventory permits will not
be issued for the same area during the period for which
the permit is valid.
(202) (2) The Director, at his or her direction, may issue
a Survey/Inventory permit under this paragraph (b),
subject to such terms and conditions as he or she deems
appropriate, if the Director nds that such activity:
(203) (i) Satises the requirements for a permit issued
under paragraph (a)(3) of this section;
(204) (ii) Either will be non-intrusive, not include any
excavation, removal, or recovery of historical resources,
and not result in destruction of, loss of, or injury to
Sanctuary resources or qualities, or if intrusive, will
involve no more than the minimum manual alteration
of the seabed and/or the removal of artifacts or other
material necessary for evaluative purposes and will cause
no signicant adverse impacts on Sanctuary resources or
qualities; and
(205) (iii) That such activity will be conducted in accordance
with all requirements of the Programmatic Agreement for
the Management of Submerged Cultural Resources in the
Florida Keys National Marine Sanctuary among NOAA,
the Advisory Council on Historic Preservation, and the
State of Florida (hereinafter SCR Agreement), and that
such permit issuance is in accordance with such SCR
Agreement.
(206) Copies of the SCR Agreement may also be examined
at, and obtained from, the Sanctuaries and Reserves
Division, Ofce of Ocean and Coastal Resource
Management, National Ocean Service, National Oceanic
and Atmospheric Administration, 1305 East-West
Highway, 12th oor, Silver Spring, MD 20910; or from
the Florida Keys National Marine Sanctuary Ofce, P.O.
Box 500368, Marathon, FL 33050.
(207) (c) National Marine Sanctuary Research/Recovery
of Sanctuary Historical Resources Permit.
(208) (1) A person may conduct any activity prohibited
by §§922.163 or 922.164 involving the research/
recovery of Sanctuary historical resources if such
activity is specically authorized by, and is conducted in
accordance with the scope, purpose, terms and conditions
of, a Research/Recovery of Historical Resources permit
issued under this paragraph (c).
(209) (2) The Director, at his or her discretion, may issue
a Research/Recovery of Historical Resources permit,
under this paragraph (c), and subject to such terms and
conditions as he or she deems appropriate, if the Director
nds that:
(210) (i) Such activity satises the requirements for a
permit issued under paragraph (a)(3) of this section;
(211) (ii) The recovery of the resource is in the public
interest as described in the SCR Agreement;
(212) (iii) Recovery of the resource is part of research to
preserve historic information for public use; and
(213) (iv) Recovery of the resource is necessary or
appropriate to protect the resource, preserve historical
information, and/or further the policies and purposes
of the NMSA and the FKNMSPA, and that such permit
issuance is an accordance with, and that the activity will
be conducted in accordance with, all requirements of the
SCR Agreement.
(214) (d) National Marine Sanctuary Special-use Permit.
(215) (1) A person may conduct any commercial or
concession-type activity prohibited by §§922.163 or
922.164, if such activity is specically authorized by, and
is conducted in accordance with the scope, purpose, terms
and conditions of, a Special-use permit issued under this
paragraph (d). A Special-use permit is required for the
deaccession/transfer of Sanctuary historical resources.
(216) (2) The Director, at his or her discretion, may issue
a Special-use permit in accordance with this paragraph
(d), and subject to such terms and conditions as he or
she deems appropriate and the mandatory terms and
conditions of section 310 of the NMSA, if the Director
nds that issuance of such permit is reasonably
necessary to: establish conditions of access to and use
of any Sanctuary resource; or promote public use and
understanding of any Sanctuary resources. No permit
may be issued unless the activity is compatible with the
purposes for which the Sanctuary was designated and can
be conducted in a manner that does not destroy, cause the
loss of, or injure any Sanctuary resource, and if for the
deaccession/transfer of Sanctuary Historical Resources,
unless such permit issuance is in accordance with, and
that the activity will be conducted in accordance with,
all requirements of the SCR Agreement.
(217) (3) The Director may assess and collect fees for
the conduct of any activity authorized by a Special-
use permit issued pursuant to this paragraph (d). No
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 45
Special-use permit shall be effective until all assessed
fees are paid, unless otherwise provided by the Director
by a fee schedule set forth as a permit condition. In
assessing a fee, the Director shall include:
(218) (i) all costs incurred, or expected to be incurred,
in reviewing and processing the permit application,
including, but not limited to, costs for:
(219) (A) Number of personnel;
(220) (B) Personnel hours;
(221) (C) Equipment;
(222) (D) Biological assessments;
(223) (E) Copying; and
(224) (F) Overhead directly related to reviewing and
processing the permit application;
(225) (ii) All costs incurred, or expected to be incurred,
as a direct result of the conduct of the activity for which
the Special-use permit is being issued, including, but not
limited to:
(226) (A) The cost of monitoring the conduct both during
the activity and after the activity is completed in order to
assess the impacts to Sanctuary resources and qualities;
(227) (B) The use of an ofcial NOAA observer, including
travel and expenses and personnel hours; and
(228) (C) Overhead costs directly related to the permitted
activity; and
(229) (iii) an amount which represents the fair market value
of the use of the Sanctuary resource and a reasonable
return to the United States Government.
(230) (4) Nothing in this paragraph (d) shall be considered
to require a person to obtain a permit under this paragraph
for the conduct of any shing activities within the
Sanctuary.
(231) (e) Applications. (1) Application for permits
should be addressed to the Director, Ofce of Ocean
and Coastal Resource Management; ATTN: Sanctuary
Superintendent, Florida Keys National Marine Sanctuary,
PO Box 500368, Marathon, FL 33050. All applications
must include:
(232) (i) A detailed description of the proposed activity
including a timetable for completion of the activity
and the equipment, personnel and methodology to be
employed;
(233) (ii) The qualications and experience of all
personnel;
(234) (iii) The nancial resources available to the applicant
to conduct and complete the proposed activity;
(235) (iv) A statement as to why it is necessary to conduct
the activity within the Sanctuary;
(236) (v) The potential impacts of the activity, if any, on
Sanctuary resources and qualities;
(237) (vi) The benet to be derived from the activity; and
(238) (vii) Such other information as the Director may
request depending on the type of activity.
(239) Copies of all other required licenses, permits,
approvals, or other authorizations must be attached to
the application.
(240) (2) Upon receipt of an application, the Director may
request such additional information from the applicant
as he or she deems reasonably necessary to act on the
application and may seek the views of any persons. The
Director may require a site visit as part of the permit
evaluation. Unless otherwise specied the information
requested must be received by the Director within 30 days
of the postmark date of the request. Failure to provide
such additional information on a timely basis may be
deemed by the Director to constitute abandonment or
withdrawal of the permit application.
(241) (f) A permit may be issued for a period not exceeding
ve years. All permits will be reviewed annually to
determine to the permittee’s compliance with permit
scope, purpose, terms and conditions and progress
toward reaching the stated goals and appropriate action
taken under paragraph (g) of this section if warranted.
A permittee may request permit renewal pursuant to the
same procedures for applying for a new permit. Upon
the permittee’s request for renewal, the Director shall
review all reports submitted by the permittee as required
by the permit conditions. In order to renew the permit,
the Director must nd that the:
(242) (1) Activity will continue to further the purposes for
which the Sanctuary was designated in accordance with
the criteria applicable to the initial issuance of the permit;
(243) (2) Permittee has at no time violated the permit, or
these regulations; and
(244) (3) The activity has not resulted in any unforeseen
adverse impacts to Sanctuary resources or qualities.
(245) (g) The Director may amend, suspend, or revoke a
permit for good cause. The Director may deny a permit
application, in whole or in part, if it is determined that
the permittee or applicant has acted in violation of a
previous permit, of these regulations, of the NMSA or
FKNMSPA, or for other good cause. Any such action shall
be communicated in writing to the permittee or applicant
by certied mail and shall set forth the reason(s) for the
action taken. Procedures governing permit sanctions and
denials for enforcement reasons are set forth in subpart
D of 15 CFR part 904.
(246) (h) The applicant for or holder of a National Marine
Sanctuary permit may appeal the denial, conditioning,
amendment, suspension or revocation of the permit in
accordance with the procedures set forth in §922.50.
(247) (i) A permit issued pursuant to this section other
than a Special-use permit is nontransferable. Special-
use permits may be transferred, sold, or assigned with
the written approval of the Director. The permittee
shall provide the Director with written notice of any
proposed transfer, sale, or assignment no less than 30
days prior to its proposed consummation. Transfers,
sales, or assignments consummated in violation of this
requirement shall be considered a material breach of the
Special-use permit, and the permit shall be considered
void as of the consummation of any such transfer, sale,
or assignment.
(248) (j) The permit or a copy thereof shall be maintained
in legible condition on board all vessels or aircraft used
46 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
in the conduct of the permitted activity and the displayed
for inspection upon the request of any authorized ofcer.
(249) (k) Any permit issued pursuant to this section shall
be subject to the following terms and conditions:
(250) (1) All permitted activities shall be conducted in a
manner that does not destroy, cause the loss of, or injure
Sanctuary resources or qualities, except to the extent that
such may be specically authorized.
(251) (2) The permittee agrees to hold the United States
harmless against any claims arising out of the conduct of
the permitted activities.
(252) (3) All necessary Federal, State, and local permits
from all agencies with jurisdiction over the proposed
activities shall be secured before commencing eld
operations.
(253) (l) In addition to the terms and conditions listed in
paragraph (k) of this section, any permit authorizing the
research/recovery of historical resources shall be subject
to the following terms and conditions:
(254) (1) A professional archaeologist shall be in charge
of planning, eld recovery operations, and research
analysis.
(255) (2) An agreement with a conservation laboratory shall
be in place before eld recovery operations are begun,
an approved nautical conservator shall be in charge of
planning, conducting, and supervising the conservation
of any artifacts and other materials recovered.
(256) (3) A curation agreement with a museum or
facility for curation, public access and periodic public
display, and maintenance of the recovered historical
resources shall be in place before commencing eld
operations (such agreement for the curation and display
of recovered historical resources may provide for the
release of public artifacts for deaccession/transfer if
such deaccession/transfer is consistent with preservation,
research, education, or other purposes of the designation
of the designation and management of the Sanctuary.
Deaccession/transfer of historical resources requires
a Special-use permit issued pursuant to paragraph (d)
of this section and such deaccession/transfer shall be
executed in accordance with the requirements of the SCR
Agreement).
(257) (4) The site’s archaeological information is fully
documented, including measured drawings, site maps
drawn to professional standards, and photographic
records.
(258) (m) In addition to the terms and conditions listed in
paragraph (k) and (l) of this section, any permit issued
pursuant to this section is subject to such other terms
and conditions, including conditions governing access
to, or use of, Sanctuary resources, as the Director deems
reasonably necessary or appropriate and in furtherance of
the purposes for which the Sanctuary is designated. Such
terms and conditions may include, but are not limited to:
(259) (1) Any data or information obtained under the
permit shall be made available to the public.
(260) (2) A NOAA ofcial shall be allowed to observe any
activity conducted under the permit.
(261) (3) The permittee shall submit one or more reports on
the status, progress, or results of any activity authorized
by the permit.
(262) (4) The permittee shall submit an annual report to
the Director not later than December 31 of each year on
activities conducted pursuant to the permit. The report
shall describe all activities conducted under the permit
and all revenues derived from such activities during the
year and/or term of the permit.
(263) (5) The permittee shall purchase and maintain
general liability insurance or other acceptable security
against potential claims for destruction, loss of, or injury
to Sanctuary resources arising out of the permitted
activities. The amount of insurance or security should be
commensurate with an estimated value of the Sanctuary
resources in the permitted area. A copy of the insurance
policy or security instrument shall be submitted to the
Director.
(264)
§922.167 Permits for access to the Tortugas Eco-
logical Reserve.
(265) (a) A person may enter the Tortugas North area of
the Tortugas Ecological Reserve other than for passage
without interruption through the reserve, for law
enforcement purposes, or for purposes of monitoring
pursuant to paragraph (d)(2) of §922.164, if authorized
by a valid access permit issued pursuant to §922.167.
(266) (b)(1) Access permits must be requested at least
72 hours but no longer than one month before the date
the permit is desired to be effective. Access permits do
not require written applications or the payment of any
fee. Permits may be requested via telephone or radio by
contacting FKNMS at any of the following numbers:
(267) Key West ofce: telephone: 305-292-0311
(268) Marathon ofce: telephone: 305-743-2437
(269) (2) The following information must be provided, as
applicable:
(270) (i) Vessel name.
(271) (ii) Name, address, and telephone number of owner
and operator.
(272) (iii) Name, address, and telephone number of
applicant.
(273) (iv) USCG documentation, state license, or
registration number.
(274) (v) Home port.
(275) (vi) Length of vessel and propulsion type (i.e., motor
or sail).
(276) (vii) Number of divers.
(277) (viii) Requested effective date and duration of permit
(2 weeks, maximum).
(278) (c) The Sanctuary Superintendent will issue a permit
to the owner or to the owner's representative for the vessel
when all applicable information has been provided. The
Sanctuary Superintendent will provide a permit number
to the applicant and conrm the effective date and
duration period of the permit. Written conrmation of
permit issuance will be provided upon request.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 47
(279)
§922.168 [Reserved]
(280)
Appendix I to Subpart P of Part 922–Florida
Keys National Marine Sanctuary Boundary
Coordinates(Appendix based on North American
Datum of 1983)
(281) (1) The boundary of the Florida Keys National
Marine Sanctuary–
(282) (a) Begins at the northeasternmost point of Biscayne
National Park located at approximately 25°39'N.,
80°05'W., then runs eastward to the point at 25°39'N.,
80°04'W.; and
(283) (b) Then runs southward and connects in succession
the points at the following coordinates:
(284) (i) 25°34'N., 80°04'W.,
(285) (ii) 25°28'N., 80°05'W., and
(286) (iii) 25°21'N., 80°07'W.;
(287) (iv) 25°16'N., 80°08'W.;
(288) (c) Then runs southwesterly approximating the 300-
foot isobath and connects in succession the points at the
following coordinates:
(289) (i) 25°07'N., 80°13'W.,
(290) (ii) 24°57'N., 80°21'W.,
(291) (iii) 24°39'N., 80°52'W.,
(292) (iv) 24°30'N., 81°23'W.,
(293) (v) 24°25'N., 81°50'W.,
(294) (vi) 24°22'N., 82°48'W.,
(295) (vii) 24°37'N., 83°06'W.,
(296) (viii) 24°46'N., 83°06'W.,
(297) (ix) 24°46'N., 82°54'W.,
(298) (x) 24°44'N., 81°55'W.,
(299) (xi) 24°51'N., 81°26'W., and
(300) (xii) 24°55'N., 80°56'W.;
(301) (d) Then follows the boundary of Everglades
National Park in a southerly then northeasterly direction
through Florida Bay, Buttonwood Sound, Tarpon Basin,
and Blackwater Sound;
(302) (e) After Division Point, then departs from the
boundary of Everglades National Park and follows the
western shoreline of Manatee Bay, Barnes Sound, and
Card Sound;
(303) (f) Then follows the southern boundary of Biscayne
National Park to the southeastern most point of Biscayne
National Park; and
(304) (g) Then follows the eastern boundary of Biscayne
National Park to the beginning point specied in
paragraph (a).
(305) (2) The shoreward boundary of the Florida Keys
National Marine Sanctuary is the mean high-water mark
except around the Dry Tortugas where the boundary
is coterminous with that of the Dry Tortugas National
Park, formed by connecting in succession the point at the
following coordinates:
(306) (a) 24°34'00"N., 82°54'00"W.;
(307) (b) 24°34'00"N., 82°58'00"W.;
(308) (c) 24°39'00"N., 82°58'00"W.;
(309) (d) 24°43'00"N., 82°54'00"W.;
(310) (e) 24°43'00"N., 82°52'00"W.;
(311) (f) 24°43'00"N., 82°48'00"W.;
(312) (g) 24°42'00"N., 82°46'00"W.;
(313) (h) 24°40'00"N., 82°46'00"W.,
(314) (i) 24°37'00"N., 82°48'00"W.; and
(315) (j) 24°34'00"N., 82°54'00"W.
(316) (3) The Florida Keys National Marine Sanctuary
also includes the area located within the boundary formed
by connecting in succession the points at the following
coordinates:
(317) (a) 24°33'N., 83°09'W.;
(318) (b) 24°33'N., 83°05'W.;
(319) (c) 24°18'N., 83°05'W.;
(320) (d) 24°18'N., 83°09'W.; and
(321) (e) 24°33'N., 83°09'W.;
(322)
Appendix II to Subpart P of Part 922–Existing Man-
agement Areas Boundary Coordinates
(323) (1) The boundary of each of the Existing Management
Areas is formed by connecting in succession the points at
the following coordinates:
(324) National Oceanic and Atmospheric Administration
(325)
Key Largo Management Area
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 25°19.45'N. 80°12.00'W.
2 25°16.02'N. 80°08.07'W.
3 25°07.05'N. 80°12.05'W.
4 24°58.03'N. 80°19.08'W.
5 25°02.02'N. 80°25.25'W.
6 25°19.45'N. 80°12.00'W.
(326)
Looe Key Management Area
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 24°31.62'N. 81°26.00'W.
2 24°33.57'N. 81°26.00'W.
3 24°34.15'N. 81°23.00'W.
4 24°32.20'N. 81°23.00'W.
5 24°31.62'N. 81°26.00'W.
(327)
United States Fish and Wildlife Service
Great White Heron National Wildlife Refuge
[Based on the North American Datum of 1983]
Point Latitude Longitude
1 24°43.8'N. 81°48.6'W.
2 24°43.8'N. 81°37.2'W.
3 24°49.2'N. 81°37.2'W.
4 24°49.2'N. 81°19.8'W.
5 24°48.0'N. 81°19.8'W.
6 24°48.0'N. 81°14.4'W.
48 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
United States Fish and Wildlife Service
Great White Heron National Wildlife Refuge
[Based on the North American Datum of 1983]
Point Latitude Longitude
7 24°49.2'N. 81°14.4'W.
8 24°49.2'N. 81°08.4'W.
9 24°49.8'N. 81°08.4'W.
10 24°43.8'N. 81°14.4'W.
11 24°43.2'N. 81°14.4'W.
12 24°43.2'N. 81°16.2'W.
13 24°42.6'N. 81°16.2'W.
14 24°42.6'N. 81°21.0'W.
15 24°41.4'N. 81°21.0'W.
16 24°41.4'N. 81°22.2'W.
17 24°43.2'N. 81°22.2'W.
18 24°43.2'N. 81°22.8'W.
19 24°43.8'N. 81°22.8'W.
20 24°43.8'N. 81°24.0'W.
United States Fish and Wildlife Service
Great White Heron National Wildlife Refuge
[Based on the North American Datum of 1983]
Point Latitude Longitude
21 24°43.2'N. 81°24.0'W.
22 24°43.2'N. 81°26.4'W.
23 24°43.8'N. 81°26.4'W.
24 24°43.8'N. 81°27.0'W
25 24°43.2'N. 81°27.0'W.
26 24°43.2'N. 81°29.4'W.
27 24°42.6'N. 81°29.4'W.
28 24°42.6'N. 81°30.6'W.
29 24°41.4'N. 81°30.6'W.
30 24°41.4'N. 81°31.2'W.
31 24°40.8'N. 81°31.2'W.
32 24°40.8'N. 81°32.4'W.
33 24°41.4'N. 81°32.4'W.
34 24°41.4'N. 81°34.2'W.
(330)
Appendix III to Subpart P of Part 922—Wildlife Management Areas Access Restrictions
Area Access restrictions
Bay Keys No-motor zone (300 feet) around one key; idle speed only/no-wake zones in tidal creeks.
Boca Grande Key South one-half of beach closed (beach above mean high water closed by Department of Interior).
Woman Key One-half of beach and sand spit on southeast side closed (beach and sand spit above mean high water closed
by Department of the Interior).
Cayo Agua Keys Idle speed only/no-wake zones in all navigable tidal creeks.
Cotton Key No-motor zone on tidal at.
Snake Creek No-motor zone on tidal at.
Cottrell Key No-motor zone (300 feet) around entire key.
Little Mullet Key No-access buffer zone (300 feet) around entire key.
Big Mullet Key No-motor zone (300 feet) around entire key
Crocodile Lake No-access buffer zone (100 feet) along shoreline between March 1 and October 1.
East Harbor Key No-access buffer zone (300 feet) around northernmost island.
Lower Harbor Keys Idle speed only/no-wake zones in selected tidal creeks.
Eastern Lake Surprise Idle speed only/no-wake zone east of highway U.S. 1.
Horseshoe Key No-access buffer zone (300 feet) around main island (main island closed by Department of Interior).
Marquesas Keys (i) No-motor zones (300 feet) around three smallest keys on western side of chain;
(ii) no-access buffer zone (300 feet) around one island at western side of chain;
(iii) idle speed only/no-wake zone in southwest tidal creek.
Tidal at south of Marvin Key No-access buffer zone on tidal at.
Mud Keys (i) Idle speed only/no-wake zones in the two main tidal creeks;
(ii) two smaller creeks on west side closed.
Pelican Shoal No-access buffer zone-out to 50 meters from shore between April 1 and August 31
(shoal closed by the Florida Game Freshwater Fish Commission).
Rodriguez Key No-motor zone on tidal ats.
Dove Key No-motor zone on tidal ats; area around the two small islands closed.
Tavernier Key No-motor zone on tidal ats.
Sawyer Keys Tidal creeks on south side closed.
Snipe Keys (i) Idle speed only/no-wake zone in main tidal creek; (ii) no-motor zone in all other tidal creeks.
Upper Harbor Key No-access buffer zone (300 feet) around entire key.
East Content Keys Idle speed only/no-wake zones in tidal creeks between southwesternmost keys.
West Content Keys Idle speed only/no-wake zones in selected tidal creeks; no-access buffer zone in one cove.
Little Crane Key No-access buffer zone (300 feet) around entire key.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 49
United States Fish and Wildlife Service
Great White Heron National Wildlife Refuge
[Based on the North American Datum of 1983]
Point Latitude Longitude
35 24°40.8'N. 81°34.2'W.
36 24°48.0'N. 81°35.4'W.
37 24°39.6'N. 81°35.4'W.
38 24°39.6'N. 81°36.0'W.
39 24°39.0'N. 81°36.0'W.
40 24°39.0'N. 81°37.2'W.
41 24°37.8'N. 81°37.2'W.
42 24°37.8'N. 81°37.8'W.
43 24°37.2'N. 81°37.8'W.
44 24°37.2'N. 81°40.2'W
45 24°36.0'N. 81°40.2'W
46 24°36.0'N. 81°40.8'W.
47 24°35.4'N. 81°40.8'W.
48 24°35.4'N. 81°42.0'W.
49 24°36.0'N. 81°42.0'W.
50 24°36.0'N. 81°48.6'W.
51 24°43.8'N. 81°48.6'W.
(328)
Key West National Wildlife Refuge
[Based on the North American Datum of 1983]
Point Latitude Longitude
1 24°40.0'N. 81°49.0'W.
2 24°40.0'N. 82°10.0'W.
3 24°27.0'N. 82°10.0'W.
4 24°27.0'N. 81°49.0'W.
5 24°40.0'N. 81°49.0'W.
(329) (2) When differential Global Positioning Systems
data becomes available, these coordinates may be
published in the Federal Register to reect the increased
accuracy of such data.
(331)
Appendix IV to Subpart P of Part 922–Ecological
Reserves Boundary Coordinates
(332) (1) The boundary of the Western Sambo Ecological
Reserve is formed by connecting in succession the points
at the following coordinates:
(333)
Western Sambo
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 24°33.70'N. 81°40.80'W.
2 24°28.85'N. 81°41.90'W.
3 24°28.50'N. 81°43.70'W.
4 24°33.50'N. 81°43.10'W.
(334) (2) The Tortugas Ecological Reserve consists of two
discrete areas, Tortugas North and Tortugas South.
(335) (3) The boundary of Tortugas North is formed by
connecting in succession the points at the following
coordinates:
(336)
Tortugas North
Point Latitude Longitude
1 24°46.00'N. 83°06.00'W.
2 24°46.00'N. 82°54.00'W.
3 24°45.80'N. 82°48.00'W.
4 24°43.53'N. 82°48.00'W.
5 24°43.53'N. 82°52.00'W.
6 24°43.00'N. 82°54.00'W.
7 24°39.00'N. 82°58.00'W.
8 24°39.00'N. 83°06.00'W.
9 24°46.00'N. 83°06.00'W.
(337) (4) The boundary of Tortugas South is formed by
connecting in succession the points at the following
coordinates:
(338)
Tortugas South
Point Latitude Longitude
1 24°33.00'N. 83°09.00'W.
2 24°33.00'N. 83°05.00'W.
3 24°18.00'N. 83°05.00'W.
4 24°18.00'N. 83°09.00'W.
5 24°33.00'N. 83°09.00'W.
(339)
Appendix V to Subpart P of Part 922–Sanctuary
Preservation Areas Boundary Coordinates
(340) The boundary of each of the Sanctuary Preservation
Areas (SPAs) is formed by connecting in succession the
points at following coordinates:
(341)
Alligator Reef
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 24°50.98'N. 80°36.84'W.
2 24°50.51'N. 80°37.35'W.
3 24°50.81'N. 80°37.63'W.
4 24°51.23'N. 80°37.17'W.
5 24°50.98'N. 80°36.84'W.
Catch and release shing by trolling only is allowed in this SPA.
(342)
Carysfort/South Carysfort Reef
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 25°13.78'N. 80°12.00'W.
2 25°12.03'N. 80°12.98'W.
3 25°12.24'N. 80°13.77'W.
4 25°14.13'N. 80°12.78'W.
50 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
Carysfort/South Carysfort Reef
[Based on differential Global Positioning System data]
Point Latitude Longitude
5 25°13.78'N. 80°12.00'W.
(343)
Cheeca Rocks
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 24°54.42'N. 80°36.91'W.
2 24°54.25'N. 80°36.77'W.
3 24°54.10'N. 80°37.00'W.
4 24°54.22'N. 80°37.15'W.
5 24°54.42'N. 80°36.91'W.
(344)
Cofns Patch
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 24°41.47'N. 80°57.68'W.
2 24°41.12'N. 80°57.53'W.
3 24°40.75'N. 80°58.33'W.
4 24°41.06'N. 80°58.48'W.
5 24°41.47'N. 80°57.68'W.
(345)
Conch Reef
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 24°57.48'N. 80°27.47'W.
2 24°57.34'N. 80°27.26'W.
3 24°56.78'N. 80°27.52'W.
4 24°56.96'N. 80°27.73'W.
5 24°57.48'N. 80°27.47'W.
Catch and release shing by trolling only is allowed in this SPA.
(346)
Davis Reef
[Based on differential Global Positioning Systems data]
Point Latitude Longitude
1 24°55.61'N. 80°30.27'W.
2 24°55.41'N. 80°30.05'W.
3 24°55.11'N. 80°30.35'W.
4 24°55.34'N. 80°30.52'W.
5 24°55.61'N. 80'30.27'W.
(347)
Dry Rocks
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 25°07.59'N. 80°17.91'W.
2 25°07.41'N. 80°17.70'W.
3 25°07.25'N. 80°17.82'W.
4 25°07.41'N. 80°18.09'W.
Dry Rocks
[Based on differential Global Positioning System data]
Point Latitude Longitude
5 25°07.59'N. 80°17.91'W.
(348)
Grecian Rocks
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 25°06.91'N. 80°18.20'W.
2 25°06.67'N. 80°18.06'W.
3 25°06.39'N. 80°18.32'W.
4 25°06.42'N. 80°18.48'W.
5 25°06.81'N. 80°18.44'W.
6 25°06.91'N. 80°18.20'W.
(349)
Eastern Dry Rocks
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 24°27.92'N. 81°50.55'W.
2 24°27.73'N. 81°50.33'W.
3 24°27.47'N. 81°50.80'W.
4 24°27.72'N. 81°50.86'W.
5 24°27.29'N. 81°50.55'W.
(350)
The Elbow
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 25°08.97'N. 80°15.63'W.
2 25°08.95'N. 80°15.22'W.
3 25°08.18'N. 80°15.64'W.
4 25°08.50'N. 80°16.07'W.
5 25°08.97'N. 80°15.63'W.
(351)
French Reef
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 25°02.20'N. 80°20.63'W.
2 25°01.81'N. 80°21.02'W.
3 25°02.36'N. 80°21.27'W.
4 25°02.20'N. 80°20.63'W.
(352)
Hen and Chickens
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 24°56.38'N. 80°32.86'W.
2 24°56.21'N. 80°32.63'W.
3 24°55.86'N. 80°32.95'W.
4 24°56.04'N. 80°33.19'W.
5 24°56.38'N. 80°32.86'W.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 51
(353)
Looe Key Management Area
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 24°33.24'N. 81°24.03'W.
2 24°32.70'N. 81°23.85'W.
3 24°32.52'N. 81°24.70'W.
4 24°33.12'N. 81°24.81'W.
5 24°33.24'N. 81°24.03'W.
(354)
Molasses Reef
[Based on differential Global Positioning Systems data]
Point Latitude Longitude
1 25°01.00'N. 80°22.53'W.
2 25°01.06'N. 80°21.84'W.
3 25°00.29'N. 80°22.70'W.
4 25°00.72'N. 80°22.83'W.
5 25°01.00'N. 80°22.53'W.
(355)
Newfound Harbor Key
[Based on differential Global Positioning System data]
Point Latitude Longitude
1 24°37.10'N. 81°23.34'W.
2 24°36.85'N. 81°23.28'W.
3 24°36.74'N. 81°23.80'W.
4 24°37.00'N. 81°23.86'W.
5 24°37.10'N. 81°23.34'W.
(356)
Rock Key
[Based on differential Global Positioning Systems data]
Point Latitude Longitude
1 24°27.48'N. 81°51.35'W.
2 24°27.30'N. 81°51.15'W.
3 24°27.21'N. 81°51.60'W.
4 24°27.45'N. 81°51.65'W.
5 24°27.48'N. 81°51.35'W.
(357)
Sand Key
[Based on differential Global Positioning Systems data]
Point Latitude Longitude
1 24°27.58'N. 81°52.29'W.
2 24°27.01'N. 81°52.32'W.
3 24°27.02'N. 81°52.95'W.
4 24°27.61'N. 81°52.94'W.
5 24°27.58'N. 81°52.29'W.
Catch and release shing by trolling only is allowed in this SPA.
(358)
Sombrero Key
[Based on differential Global Positioning Systems data]
Point Latitude Longitude
1 24°37.91'N. 81°06.78'W.
2 24°37.50'N. 81°06.19'W.
3 24°37.25'N. 81°06.89'W.
4 24°37.91'N. 81°06.78'W.
Catch and release shing by trolling only is allowed in this SPA.
(359)
Appendix VI to Subpart P of Part 922–Special-Use
Areas Boundary Coodinates and Use Designations
(360) The boundary of each of the Special-Use Areas is
formed by connecting in succession the points at the
following coordinates:
(361)
Conch Reef
(Research Only)—[Based on differential Global Positioning
Systems data]
Point Latitude Longitude
1 24°56.83'N. 80°27.26'W.
2 24°57.10'N. 80°26.93'W.
3 24°56.99'N. 80°27.42'W.
4 24°57.34'N. 80°27.26'W.
5 24°56.83'N. 80°27.26'W.
(362)
Eastern Sambo
(Research Only)—[Based on differential Global Positioning
Systems data]
Point Latitude Longitude
1 24°29.84'N. 81°39.59'W.
2 24°29.55'N. 81°39.35'W.
3 24°29.37'N. 81°39.96'W.
4 24°29.77'N. 81°40.03'W.
5 24°29.84'N. 81°39.59'W.
(363)
Looe Key
(Research Only)—[Based on differential Global Positioning
Systems data]
Point Latitude Longitude
1 24°34.17'N. 81°23.01'W.
2 24°33.98'N. 81°22.96'W.
3 24°33.84'N. 81°23.60'W.
4 24°34.23'N. 81°23.68'W.
5 24°34.17'N. 81°23.01'W.
(364)
Tennessee Reef
(Research Only)—[Based on differential Global Positioning
Systems data]
Point Latitude Longitude
1 24°44.77'N. 80°47.12'W.
2 24°45.57'N. 80°46.98'W.
52 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
Tennessee Reef
(Research Only)—[Based on differential Global Positioning
Systems data]
Point Latitude Longitude
3 24°44.68'N. 80°46.59'W.
4 24°44.95'N. 80°45.74'W.
5 24°44.77'N. 80°47.12'W.
(365)
Appendix VII to Subpart P of Part 922–Areas To Be
Avoided Boundary Coordinates
(366)
In The Vicinity of the Florida Keys
[Reference Charts: United States 11466, 27th Edition—September 1, 1990
and United States 11450, 4th Edition—August 11, 1990]
Point Latitude Longitude
1 25°45.00'N. 80°06.10'W.
2 25°38.70'N. 80°02.70'W.
3 25°22.00'N. 80°03.00'W.
4 25°06.38'N. 80°10.48'W.
5 24°56.37'N. 80°19.26'W.
6 24°37.90'N. 81°47.30'W.
7 24°29.20'N. 81°17.30'W.
8 24°22.30'N. 81°43.17'W.
9 24°28.00'N. 81°43.17'W.
10 24°28.70'N. 81°43.50'W.
11 24°29.80'N. 81°43.17'W.
12 24°33.10'N. 81°35.15'W.
13 24°33.60'N. 81°26.00'W.
14 24°38.20'N. 81°07.00'W.
15 24°43.20'N. 80°53.20'W.
16 24°46.10'N. 80°46.15'W.
17 24°51.10'N. 80°37.10'W.
18 24°57.50'N. 80°27.50'W.
19 25°09.90'N. 80°16.20'W.
20 25°24.00'N. 80°09.10'W.
21 25°31.50'N. 80°07.00'W.
22 25°39.70'N. 80°06.85'W.
23 25°45.00'N. 80°06.10'W.
(367)
In the Vicinity of Key West Harbor
(Reference Chart: United States 11434, 21st Edition–August 11, 1990.)
24 24°27.95'N. 81°48.65'W.
25 24°23.00'N. 81°53.50'W.
26 24°26.60'N. 81°58.50'W.
27 24°27.75'N. 81°55.70'W.
28 24°29.35'N. 81°53.40'W.
29 24°29.35'N. 81°50.00'W.
30 24°27.95'N. 81°48.65'W.
(368)
Area Surrounding the Marquesas Keys
[Reference Chart: United States 11434, 21st Edition—August 11, 1990]
Point Latitude Longitude
31 24°26.60'N. 81°59.55'W.
32 24°23.00'N. 82°03.50'W.
33 24°23.60'N. 82°27.80'W.
34 24°34.50'N. 82°37.50'W.
35 24°43.00'N. 82°26.50'W.
36 24°38.31'N. 81°54.06'W.
37 24°37.91'N. 81°53.40'W.
38 24°36.15'N. 81°51.78'W.
39 24°34.40'N. 81°50.60'W.
40 24°33.44'N. 81°49.73'W.
41 24°31.20'N. 81°52.10'W.
42 24°28.70'N. 81°56.80'W.
43 24°26.60'N. 81°59.55'W.
(369)
Area Surrounding the Dry Tortugas Islands
(Reference Chart: United States 11434, 21st Edition–August 11, 1990.)
44 24°32.00'N. 82°53.50'W.
45 24°32.00'N. 83°00.05'W.
46 24°39.70'N. 83°00.05'W.
47 24°45.60'N. 82°54.40'W.
48 24°45.60'N. 82°47.20'W.
49 24°42.80'N. 82°43.90'W.
50 24°39.50'N. 82°43.90'W.
51 24°35.60'N. 82°46.40'W.
52 24°32.00'N. 82°53.50'W.
(370)
TITLE 33–NAVIGATION AND NAVIGABLE
WATERS
(371)
Part 26–Vessel Bridge-to-Bridge Radiotele-
phone Regulations
(372)
§26.01 Purpose.
(373) (a) The purpose of this part is to implement the
provisions of the Vessel Bridge-to-Bridge Radiotelephone
Act. This part –
(374) (1) Requires the use of the vessel bridge-to-bridge
radiotelephone;
(375) (2) Provides the Coast Guard’s interpretation of the
meaning of important terms in the Act;
(376) (3) Prescribes the procedures for applying for an
exemption from the Act and the regulations issued under
the Act and a listing of exemptions.
(377) (b) Nothing in this part relieves any person from the
obligation of complying with the rules of the road and the
applicable pilot rules.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 53
(378)
§26.02 Definitions.
(379) For the purpose of this part and interpreting the Act
–
(380) Act means the "Vessel Bridge-to-Bridge
Radiotelephone Act", 33 U.S.C. sections 1201-1208;
(381) Length is measured from end to end over the deck
excluding sheer;
(382) Power-driven vessel means any vessel propelled by
machinery; and
(383) Secretary means the Secretary of the Department in
which the Coast Guard is operating;
(384) Territorial sea means all waters as dened in
§2.22(a)(1) of this chapter.
(385) Towing vessel means any commercial vessel engaged
in towing another vessel astern, alongside, or by pushing
ahead.
(386) Vessel Trac Services (VTS) means a service
implemented under Part 161 of this chapter by the United
States Coast Guard designed to improve the safety and
efciency of vessel trafc and to protect the environment.
The VTS has the capability to interact with marine trafc
and respond to trafc situations developing in the VTS
area.
(387) Vessel Trac Service Area or VTS Area means the
geographical area encompassing a specic 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 Trafc
Centers or to identify different operating requirements.
(388) 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 trafc
management within the VTS area.
(389)
§26.03 Radiotelephone required.
(390) (a) Unless an exemption is granted under §26.09 and
except as provided in paragraph (a)(4) of this section, this
part applies to:
(391) (1) Every power-driven vessel of 20 meters or over
in length while navigating:
(392) (2) Every vessel of 100 gross tons and upward
carrying one or more passengers for hire while navigating:
(393) (3) Every towing vessel of 26 feet or over in length
while navigating; and
(394) (4) Every dredge and oating 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 oating plant under the control
of a dredge.
(395) (b) Every vessel, dredge, or oating 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.
(396) (c) The radiotelephone required by paragraph (b)
of this section must be carried on board the described
vessels, dredges, and oating plants upon the navigable
waters of the United States.
(397) (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).
(398) (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):
(399) (1) The lower Mississippi River from the territorial
sea boundary, and within either the Southwest Pass safety
fairway or the South Pass safety fairway specied in
33 CFR 166.200, to mile 242.4 AHP (Above Head of
Passes) near Baton Rouge;
(400) (2) The Mississippi River-Gulf Outlet from the
territorial sea boundary, and within the Mississippi River-
Gulf outlet Safety Fairway specied in 33 CFR 166.200,
to that channel’s junction with Inner Harbor Navigation
Canal; and
(401) (3) The full length of the Inner Harbor Navigation
Canal from its junction with the Mississippi River to that
canal’s entry to Lake Pontchartain at the New Seabrook
vehicular bridge.
(402) (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 Trafc 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).
(403) 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.
(404)
§26.04 Use of the designated frequency.
(405) (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.
(406) (b) Each person who is required to maintain a
listening watch under section 5 of the Act shall, when
necessary, transmit and conrm, on the designated
frequency, the intentions of his vessel and any other
information necessary for the safe navigation of vessels.
(407) (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.
(408) (d) On the navigable waters of the United States,
channel 13 (156.65 MHz) is the designated frequency
54 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
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.
(409) (e) On those navigable waters of the United States
within a VTS area, an additional designated VTS
frequency is an additional designated frequency required
to be monitored in accordance with §26.05.
(410) (85 Stat. 164; 33 U.S.C. 1201-1208; 49 CFR 1.46(n)
(2))
(411)
§26.05 Use of radiotelephone.
(412) 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.
(413)
§26.06 Maintenance of radiotelephone; failure of
radiotelephone. Section 6 of the Act states–
(414) (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.
(415)
§26.07 Communications.
(416) No person may use the service of, and no person
may serve as, a person required to maintain a listening
watch under section 5 of the Act, 33 U.S.C. 1204, unless
the person can communicate in the English language.
(417)
§26.08 Exemption procedures.
(418) (a) The Commandant has redelegated to the Assistant
Commandant for Prevention Policy, 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.
(419) (b) Any person may petition for an exemption from
any provision of the Act or this part;
(420) (c) Each petition must be submitted in writing
to Commandant (CG–DCO–D), Attn: Deputy for
Operations Policy and Capabilities, U.S. Coast Guard
Stop 7318, 2703 Martin Luther King Jr. Avenue SE.,
Washington, DC 20593–7318, and must state:
(421) (1) The provisions of the Act or this part from which
an exemption is requested; and
(422) (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.
(423)
§26.09 List of exemptions.
(424) (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.
(425) (b) Each vessel navigating on the Great Lakes as
dened 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.”
(426)
Part 80–COLREGS Demarcation Lines
(427)
§80.01 General basis and purpose of demarcation
lines.
(428) (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.
(429) (b) The waters inside of the lines are Inland Rules
waters. The waters outside the lines are COLREGS
waters.
(430) (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.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 55
(431)
§80.510 Chesapeake Bay Entrance, Va.
(432) A line drawn from Cape Charles Light to Cape
Henry Light.
(433)
§80.515 Cape Henry, Va. to Cape Hatteras, N.C.
(434) (a) A line drawn from Rudee Inlet Jetty Light 2 to
Rudee Inlet Jetty Light 1.
(435) (b) A line formed by the centerline of the highway
bridge across Oregon Inlet.
(436)
§80.520 Cape Hatteras, N.C. to Cape Lookout, N.C.
(437) (a) A line drawn from Hatteras Inlet Lookout Tower
at 35°11.85'N., 75°43.9'W. 255° true to the eastern end
of Ocracoke Island.
(438) (b) A line drawn from the westernmost extremity
of Ocracoke Island at 35°04.0'N., 76°00.8'W. to the
northeasternmost extremity of Portsmouth Island at
35°03.7'N., 76°02.3'W.
(439) (c) A line drawn across Drum Inlet parallel with the
general trend of the highwater shoreline.
(440)
§80.525 Cape Lookout, N.C. to Cape Fear, N.C.
(441) (a) A line drawn from Cape Lookout Light to the
seaward tangent of the southeastern end of Shackleford
Banks.
(442) (b) A line drawn from Morehead City Channel Range
Front Light to the seaward extremity of the Beaufort Inlet
west jetty.
(443) (c) A line drawn from the southernmost extremity
of Bogue Banks at 34°38.7'N., 77°06.0'W. across Bogue
Inlet to the northernmost extremity of Bear Beach at
34°38.5'N., 77°07.1'W.
(444) (d) A line drawn from the easternmost extremity
on the southern side of New River Inlet at 34°31.5'N.,
77°20.6'W., to the seaward tangent of the shoreline on
the northeast side on New River Inlet.
(445) (e) A line drawn across New Topsail Inlet between
the closest extremities of the shore on either side of the
inlet parallel with the general trend of the highwater
shoreline.
(446) (f) A line drawn from the seaward extremity of the
jetty on the northeast side of Masonboro Inlet to the
seaward extremity of the jetty on the southeast side of
the Inlet.
(447) (g) Except as provided elsewhere in this section from
Cape Lookout to Cape Fear, lines drawn parallel with
the general trend of the highwater shoreline across the
entrance of small bays and inlets.
(448)
§80.530 Cape Fear, N.C. to Little River Inlet, N.C.
(449) (a) A line drawn from the abandoned lighthouse
charted in approximate position 33°52.4'N., 78°00.1'W.
across the Cape Fear River Entrance to Oak Island Light.
(450) (b) Except as provided elsewhere in this section from
Cape Fear to Little River Inlet, lines drawn parallel with
the general trend of the highwater shoreline across the
entrance to small inlets.
(451)
§80.703 Little River Inlet, S.C. to Cape Romain, S.C.
(452) (a) A line drawn from the westernmost extremity of
the sand spit on Bird Island to the easternmost extremity
of Waties Island across Little River Inlet.
(453) (b) From Little River Inlet, a line drawn parallel with
the general trend of the highwater shoreline across Hog
Inlet; thence a line drawn across the seaward ends of the
Murrels Inlet jetties; thence a line drawn parallel with the
general trend of the highwater shoreline across Midway
Inlet, Pawleys Inlet, and North Inlet.
(454) (c) A line drawn from the charted position of Winyah
Bay North Jetty End Buoy 2N south to the Winyah Bay
South Jetty.
(455) (d) A line drawn from Santee Point to the seaward
tangent of Cedar Island.
(456) (e) A line drawn from Cedar Island Point west to
Murphy Island.
(457) (f) A north-south line drawn from the northernmost
extremity of Cape Island Point to Murphy Island.
(458)
§80.707 Cape Romain, S.C. to Sullivans Island, S.C.
(459) (a) A line drawn from the westernmost point on Cape
Romain to the southeasternmost point on Raccoon Key.
(460) (b) A line drawn from the westernmost extremity of
Raccoon Key to the northernmost extremity of Northeast
Point.
(461) (c) A line drawn from the southernmost extremity of
Bull Island to the easternmost extremity of Capers Island.
(462) (d) A line formed by the overhead power cable from
Capers Island to Dewees Island.
(463) (e) A line formed by the overhead power cable from
Dewees Island to Isle of Palms.
(464) (f) A line formed by the centerline of the highway
bridge between Isle of Palms and Sullivans Island over
Breach Inlet.
(465)
§80.710 Charleston Harbor, S.C.
(466) (a) A line formed by the submerged north jetty from
the shore to the west end of the north jetty.
(467) (b) A line drawn from across the seaward extremity
of the Charleston Harbor Jetties.
(468) (c) A line drawn from the west end of the South Jetty
across the South Entrance to Charleston Harbor to shore
on a line formed by the submerged south jetty.
(469)
§80.712 Morris Island, S.C. to Hilton Head Island,
S.C.
(470) (a) A line drawn from the easternmost tip of Folly
Island to 32°41′37″N., 079°53′03″W. (abandoned
lighthouse tower) on the northside of Lighthouse Inlet;
thence west to the shoreline of Morris Island.
(471) (b) A line drawn from the seaward tangent of Folly
Island across Stono River to the shoreline of Sandy Point.
56 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(472) (c) A line drawn from the southernmost extremity of
Seabrook Island 257° true across the North Edisto River
Entrance to the shore of Botany Bay Island.
(473) (d) A line drawn from the microwave antenna tower
on Edisto Beach charted in approximate position latitude
32°28.3'N. longitude 80°19.2'W. across St. Helena Sound
to the abandoned lighthouse tower on Hunting Island.
(474) (e) A line formed by the centerline of the highway
bridge between Hunting Island and Fripp Island.
(475) (f) A line drawn from the westernmost extremity of
Bull Point on Capers Island to Port Royal Sound Channel
Range Rear Light, 32°13.7'N., 80°36.0'W.; thence 259°
true to the easternmost extremity of Hilton Head at
32°13.0'N., 80°40.1'W.
(476)
§80.715 Savannah River.
(477) A line drawn from the southernmost tank on Hilton
Head Island charted in approximate position 32°06.7'N.,
80°49.3'W. to Bloody Point Range Rear Light; thence to
Tybee Light.
(478)
§80.717 Tybee Island, Ga. to St. Simons Island, Ga.
(479) (a) A line drawn from the southernmost extremity
of Savannah Beach on Tybee Island 255° true across
Tybee Inlet to the shore of Little Tybee Island south of
the entrance to Buck Hammock Creek.
(480) (b) A straight line drawn from the northeasternmost
extremity of Wassaw Island 031° true through Tybee
River Daybeacon 1 to the shore of Little Tybee Island.
(481) (c) A line drawn approximately parallel with the
general trend of the highwater shorelines from the
seaward tangent of Wassaw Island to the seaward tangent
of Bradley Point on Ossabaw Island.
(482) (d) A north-south line (longitude 81°08.4'W.) drawn
from the southernmost extremity of Ossabaw Island to St.
Catherine Island.
(483) (e) A north-south line (longitude 81°10.6'W.) drawn
from the southernmost extremity of St. Catherines Island
to Northeast Point on Blackbeard Island.
(484) (f) A line following the general trend of the seaward
highwater shoreline across Cabretta Inlet.
(485) (g) A north-south line (longitude 81°16.9'W.) drawn
from the southwesternmost point on Sapelo Island to
Wolf Island.
(486) (h) A north-south line (longitude 81°17.1'W.) drawn
from the southeasternmost point of Wolf Island to the
northeasternmost point on Little St. Simons Island.
(487) (i) A line drawn from the northeastern extremity of
Sea Island 045° true to Little St. Simons Island.
(488) (j) An east-west line from the southernmost extremity
of Sea Island across Goulds Inlet to St. Simons Island.
(489)
§80.720 St. Simons Island, Ga. to Amelia Island, Fla.
(490) (a) A line drawn from St. Simons Light to the
northernmost tank on Jekyll Island charted in approximate
position latitude 31°05.9'N., longitude 81°24.5'W.
(491) (b) A line drawn from the southernmost tank on
Jekyll Island charted in approximate position latitude
31°01.6'N., longitude 81°25.2'W. to coordinate latitude
30°59.4'N., longitude 81°23.7'W. (0.5 nautical mile east
of the charted position of St. Andrew Sound Lighted
Buoy 32); thence to the abandoned lighthouse tower
on the north end of Little Cumberland Island charted in
approximate position 30°58.5'N., 81°24.8'W.
(492) (c) A line drawn across the seaward extremity of the
St. Marys River Entrance Jetties.
(493)
§80.723 Amelia Island, Fla. to Cape Canaveral, Fla.
(494) (a) A line drawn from the southernmost extremity of
Amelia Island to the northeasternmost extremity of Little
Talbot Island.
(495) (b) A line formed by the centerline of the highway
bridge from Little Talbot Island to Fort George Island.
(496) (c) A line drawn across the seaward extremity of the
St. Johns River Entrance Jetties.
(497) (d) A line drawn across the seaward extremity of the
St. Augustine Inlet Jetties.
(498) (e) A line formed by the centerline of the highway
bridge over Matanzas Inlet.
(499) (f) A line drawn across the seaward extremity of the
Ponce de Leon Inlet Jetties.
(500)
§80.727 Cape Canaveral, Fla. to Miami Beach, Fla.
(501) (a) A line drawn across the seaward extremity of the
Port Canaveral Entrance Channel Jetties.
(502) (b) A line drawn across the seaward extremity of the
Sebastian Inlet Jetties.
(503) (c) A line drawn across the seaward extremity of the
Fort Pierce Inlet Jetties.
(504) (d) A north-south line (longitude 80°09.7'W.) drawn
across St. Lucie Inlet.
(505) (e) A line drawn from the seaward extremity of
Jupiter Inlet North Jetty to the northeast extremity of the
concrete apron on the south side of Jupiter Inlet.
(506) (f) A line drawn across the seaward extremity of the
Lake Worth Inlet Jetties.
(507) (g) A line drawn across the seaward extremity of the
Boynton Inlet Jetties.
(508) (h) A line drawn from Boca Raton Inlet North Jetty
Light 2 to Boca Raton Inlet South Jetty Light 1.
(509) (i) A line drawn from Hillsboro Inlet Light to
Hillsboro Inlet Entrance Light 2; thence to Hillsboro Inlet
Entrance Light 1; thence west to the shoreline.
(510) (j) A line drawn across the seaward extremity of the
Port Everglades Entrance Jetties.
(511) (k) A line formed by the centerline of the highway
bridge over Bakers Haulover Inlet.
(512)
§80.730 Miami Harbor, Fla.
(513) A line drawn across the seaward extremity of the
Miami Harbor Government Cut Jetties.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 57
(514)
§80.735 Miami, Fla. to Long Key, Fla.
(515) (a) A line drawn from the southernmost extremity of
Fisher Island 212° true to the point latitude 25°45.0'N.,
longitude 80°08.6'W., on Virginia Key.
(516) (b) A line formed by the centerline of the highway
bridge between Virginia Key and Key Biscayne.
(517) (c) A line drawn from Cape Florida Light to the
northernmost extremity on Soldier Key.
(518) (d) A line drawn from the southernmost extremity on
Soldier Key to the northernmost extremity of the Ragged
Keys.
(519) (e) A line drawn from the Ragged Keys to the
southernmost extremity of Angelsh Key following the
general trend of the seaward shoreline.
(520) (f) A line drawn on the centerline of the Overseas
Highway (U.S. 1) and bridges from latitude 25°19.3'N.,
longitude 80°16.0'W., at Little Angelsh Creek to the
radar dome charted on Long Key at approximate position
latitude 24°49.3'N., longitude 80°49.2'W.
(521)
§80.740 Long Key, Fla. to Cape Sable, Fla.
(522) A line drawn from the microwave tower charted on
Long Key at approximate position latitude 24°48.8'N.,
longitude 80°49.6'W. to Long Key Light 1; thence to
Arsenic Bank Light 2; thence to Sprigger Bank Light 5;
thence to Schooner Bank Light 6; thence to Oxfoot Bank
Light 10; thence to East Cape Light 2; thence through
East Cape Daybeacon 1A to the shoreline at East Cape.
(523)
Part 81–72 COLREGS: IMPLEMENTING RULES
(524)
§81.1 Definitions.
(525) As used in this part:
(526) 72 COLREGS refers to the International Regulations
for Preventing Collisions at Sea, 1972, done at London,
October 20, 1972, as rectied by the Proces-Verbal of
December 1, 1973, as amended.
(527) A vessel of special construction or purpose means a
vessel designed or modied to perform a special function
and whose arrangement is thereby made relatively
inexible.
(528) Interference with the special function of the vessel
occurs when installation or use of lights, shapes, or sound-
signaling appliances under 72 COLREGS prevents or
signicantly hinders the operation in which the vessel is
usually engaged.
(529)
§81.3 General.
(530) Vessels of special construction or purpose which
cannot fully comply with the light, shape, and sound
signal provisions of 72 COLREGS without interfering
with their special function may instead meet alternative
requirements. The Chief of the Prevention Division in
each Coast Guard District Ofce makes this determination
and requires that alternative compliance be as close as
possible with the 72 COLREGS. These regulations set
out the procedure by which a vessel may be certied for
alternative compliance. The information collection and
recordkeeping requirements in §§81.5 and 81.18 have
been approved by the Ofce of Management and Budget
under OMB control No. 1625-0019.
(531)
Alternative Compliance
(532)
§81.5 Application for a Certificate of Alternative
Compliance.
(533) (a) The owner, builder, operator, or agent of a vessel
of special construction or purpose who believes the vessel
cannot fully comply with the 72 COLREGS light, shape,
or sound signal provisions without interference with
its special function may apply for a determination that
alternative compliance is justied. The application must
be in writing, submitted to the Chief of the Prevention
Division of the Coast Guard District in which the vessel
is being built or operated, and include the following
information:
(534) (1) The name, address, and telephone number of the
applicant.
(535) (2) The identication of the vessel by its:
(536) (i) Ofcial number;
(537) (ii) Shipyard hull number;
(538) (iii) Hull identication number; or
(539) (iv) State number, if the vessel does not have an
ofcial number or hull identication number.
(540) (3) Vessel name and home port, if known.
(541) (4) A description of the vessel's area of operation.
(542) (5) A description of the provision for which
the Certicate of Alternative Compliance is sought,
including:
(543) (i) The 72 COLREGS Rule or Annex section number
for which the Certicate of Alternative Compliance is
sought;
(544) (ii) A description of the special function of the vessel
that would be interfered with by full compliance with the
provision of that Rule or Annex section; and
(545) (iii) A statement of how full compliance would
interfere with the special function of the vessel.
(546) (6) A description of the alternative installation that
is in closest possible compliance with the applicable 72
COLREGS Rule or Annex section.
(547) (7) A copy of the vessel's plans or an accurate scale
drawing that clearly shows:
(548) (i) The required installation of the equipment under
the 72 COLREGS,
(549) (ii) The proposed installation of the equipment for
which certication is being sought, and
(550) (iii) Any obstructions that may interfere with the
equipment when installed in:
(551) (A) The required location; and
(552) (B) The proposed location.
58 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(553) (b) The Coast Guard may request from the applicant
additional information concerning the application.
(554)
§81.9 Certificate of Alternative Compliance: Con-
tents.
(555) The Chief of the Prevention Division issues the
Certicate of Alternative Compliance to the vessel based
on a determination that it cannot comply fully with 72
COLREGS light, shape, and sound signal provisions
without interference with its special function. This
Certicate includes—
(556) (a) Identication of the vessel as supplied in the
application under §81.5(a)(2);
(557) (b) The provision of the 72 COLREGS for which the
Certicate authorizes alternative compliance;
(558) (c) A certication that the vessel is unable to comply
fully with the 72 COLREGS lights, shape, and sound
signal requirements without interference with its special
function;
(559) (d) A statement of why full compliance would
interfere with the special function of the vessel;
(560) (e) The required alternative installation;
(561) (f) A statement that the required alternative
installation is in the closest possible compliance with
the 72 COLREGS without interfering with the special
function of the vessel;
(562) (g) The date of issuance;
(563) (h) A statement that the Certicate of Alternative
Compliance terminates when the vessel ceases to be
usually engaged in the operation for which the certicate
is issued.
(564)
§81.17 Certificate of Alternative Compliance: Termi-
nation.
(565) The Certicate of Alternative Compliance
terminates if the information supplied under §81.5(a) or
the Certicate issued under §81.9 is no longer applicable
to the vessel.
(566)
§81.18 Notice and record of certification of vessels
of special construction or purpose.
(567) (a) In accordance with 33 U.S.C. 1605(c), a notice
is published in the Federal Register of the following:
(568) (1) Each Certicate of Alternative Compliance
issued under §81.9; and
(569) (2) Each Coast Guard vessel determined by the
Commandant to be a vessel of special construction or
purpose.
(570) (b) Copies of Certicate of Alternative Compliance
and documentation concerning Coast Guard vessels
are available for inspection at Marine Transportation
Systems Directorate, U.S. Coast Guard Headquarters,
(CG-5PW), Stop 7509, 2703 Martin Luther King Avenue
SE., Washington, DC 20593-7509.
(571) (c) The owner or operator of a vessel issued a
Certicate shall ensure that the vessel does not operate
unless the Certicate of Alternative Compliance or a
certied copy of that Certicate is on board the vessel
and available for inspection by Coast Guard personnel.
(572)
Exemptions
(573)
§81.20 Lights and sound signal appliances.
(574) Each vessel under the 72 COLREGS, except the
vessels of the Navy, is exempt from the requirements of
the 72 COLREGS to the limitation for the period of time
stated in Rule 38 (a), (b), (c), (d), (e), (f), and (g) if:
(575) (a) Her keel is laid or is at a corresponding stage of
construction before July 15, 1977; and
(576) (b) She meets the International Regulations for
Preventing Collisions at Sea, 1960 (77 Stat. 194, 33
U.S.C. 1051-1094).
(577)
Part 82—72 COLREGS: INTERPRETATIVE RULES
(578)
§82.1 Purpose.
(579) This part contains the interpretative rules concerning
the 72 COLREGS that are adopted by the Coast Guard
for the guidance of the public.
(580)
§82.3 Pushing vessel and vessel being pushed:
Composite unit.
(581) Rule 24(b) of the 72 COLREGS states that when
a pushing vessel and a vessel being pushed ahead are
rigidly connected in a composite unit, they are regarded
as a power-driven vessel and must exhibit the lights under
Rule 23. A “composite unit” is interpreted to be a pushing
vessel that is rigidly connected by mechanical means to
a vessel being pushed so they react to sea and swell as
one vessel. “Mechanical means” does not include the
following:
(582) (a) Lines.
(583) (b) Hawsers.
(584) (c) Wires.
(585) (d) Chains.
(586)
§82.5 Lights for moored vessels.
(587) For the purposes of Rule 30 of the 72 COLREGS, a
vessel at anchor includes a barge made fast to one or more
mooring buoys or other similar device attached to the sea
or river oor. Such a barge may be lighted as a vessel at
anchor in accordance with Rule 30, or may be lighted on
the corners in accordance with 33 CFR 83.30(h) through
(l).
(588)
§82.7 Sidelights for unmanned barges.
(589) An unmanned barge being towed may use the
exception of COLREGS Rule 24(h). However, this
exception only applies to the vertical sector requirements.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 59
(590)
Part 88—ANNEX V: PILOT RULES
(591)
§88.01 Purpose and applicability.
(592) This part applies to all vessels operating on United
States inland waters and to United States vessels operating
on the Canadian waters of the Great Lakes to the extent
there is no conict with Canadian law.
(593)
§88.03 Definitions.
(594) The terms used in this part have the same meaning
as the terms dened in part 83 of this subchapter.
(595)
§88.05 Law enforcement vessels.
(596) (a) Law enforcement vessels may display a ashing
blue light when engaged in direct law enforcement or
public safety activities. This light must be located so
that it does not interfere with the visibility of the vessel's
navigation lights.
(597) (b) The blue light described in this section may
be displayed by law enforcement vessels of the United
States and the States and their political subdivisions.
(598)
§88.07 Public safety activities.
(599) (a) Vessels engaged in government sanctioned
public safety activities, and commercial vessels
performing similar functions, may display an alternately
ashing red and yellow light signal. This identication
light signal must be located so that it does not interfere
with the visibility of the vessel's navigation lights.
The identication light signal may be used only as an
identication signal and conveys no special privilege.
Vessels using the identication light signal during public
safety activities must abide by the Inland Navigation
Rules, and must not presume that the light or the exigency
gives them precedence or right of way.
(600) (b) Public safety activities include but are not
limited to patrolling marine parades, regattas, or special
water celebrations; trafc control; salvage; reghting;
medical assistance; assisting disabled vessels; and search
and rescue.
(601)
Part 89—INLAND NAVIGATION RULES: IMPLE-
MENTING RULES
(602)
Subpart A—Certificate of Alternative Compliance
(603)
§89.1 Definitions.
(604) As used in this subpart:
(605) Inland Rules refers to the Inland Navigation Rules
contained in the Inland Navigational Rules Act of 1980
(Pub. L. 96-591) and the technical annexes established
under that act.
(606) A vessel of special construction or purpose means a
vessel designed or modied to perform a special function
and whose arrangement is thereby made relatively
inexible.
(607) Interference with the special function of the vessel
occurs when installation or use of lights, shapes, or sound-
signaling appliances under the Inland Rules prevents or
signicantly hinders the operation in which the vessel is
usually engaged.
(608)
§89.3 General.
(609) Vessels of special construction or purpose which
cannot fully comply with the light, shape, and sound
signal provisions of the Inland Rules without interfering
with their special function may instead meet alternative
requirements. The Chief of the Prevention Division in
each Coast Guard District Ofce makes this determination
and requires that alternative compliance be as close as
possible with the Inland Rules. These regulations set
out the procedure by which a vessel may be certied for
alternative compliance. The information collection and
recordkeeping requirements in §§89.5 and 89.18 have
been approved by the Ofce of Management and Budget
under OMB control No. 1625-0019.
(610)
§89.5 Application for a Certificate of Alternative
Compliance.
(611) (a) The owner, builder, operator, or agent of a vessel
of special construction or purpose who believes the vessel
cannot fully comply with the Inland Rules light, shape,
or sound signal provisions without interference with
its special function may apply for a determination that
alternative compliance is justied. The application must
be in writing, submitted to the Chief of the Prevention
Division of the Coast Guard District in which the vessel
is being built or operated, and include the following
information:
(612) (1) The name, address, and telephone number of the
applicant.
(613) (2) The identication of the vessel by its:
(614) (i) Ofcial number;
(615) (ii) Shipyard hull number;
(616) (iii) Hull identication number; or
(617) (iv) State number, if the vessel does not have an
ofcial number or hull identication number.
(618) (3) Vessel name and home port, if known.
(619) (4) A description of the vessel's area of operation.
(620) (5) A description of the provision for which
the Certicate of Alternative Compliance is sought,
including:
(621) (i) The Inland Rules Rule or Annex section number
for which the Certicate of Alternative Compliance is
sought;
(622) (ii) A description of the special function of the vessel
that would be interfered with by full compliance with the
provision of that Rule or Annex section; and
60 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(623) (iii) A statement of how full compliance would
interfere with the special function of the vessel.
(624) (6) A description of the alternative installation that is
in closest possible compliance with the applicable Inland
Navigation Rules Rule or Annex section.
(625) (7) A copy of the vessel's plans or an accurate scale
drawing that clearly shows:
(626) (i) The required installation of the equipment under
the Inland Rules,
(627) (ii) The proposed installation of the equipment for
which certication is being sought, and
(628) (iii) Any obstructions that may interfere with the
equipment when installed in:
(629) (A) The required location; and
(630) (B) The proposed location.
(631) (b) The Coast Guard may request from the applicant
additional information concerning the application.
(632)
§89.9 Certificate of Alternative Compliance: Con-
tents.
(633) The Chief of the Prevention Division issues the
Certicate of Alternative Compliance to the vessel based
on a determination that it cannot comply fully with Inland
Rules light, shape, and sound signal provisions without
interference with its special function. This Certicate
includes:
(634) (a) Identication of the vessel as supplied in the
application under §89.5(a)(2);
(635) (b) The provision of the Inland Rules for which the
Certicate authorizes alternative compliance;
(636) (c) A certication that the vessel is unable to comply
fully with the Inland Rules light, shape, and sound
signal requirements without interference with its special
function;
(637) (d) A statement of why full compliance would
interfere with the special function of the vessel;
(638) (e) The required alternative installation;
(639) (f) A statement that the required alternative
installation is in the closest possible compliance with the
Inland Rules without interfering with the special function
of the vessel;
(640) (g) The date of issuance;
(641) (h) A statement that the Certicate of Alternative
Compliance terminates when the vessel ceases to be
usually engaged in the operation for which the certicate
is issued.
(642)
§89.17 Certificate of Alternative Compliance: Termi-
nation.
(643) The Certicate of Alternative Compliance
terminates if the information supplied under §89.5(a) or
the Certicate issued under §89.9 is no longer applicable
to the vessel.
(644)
§89.18 Record of certification of vessels of special
construction or purpose.
(645) (a) Copies of Certicates of Alternative Compliance
and documentation concerning Coast Guard vessels are
available for inspection at the ofces of the Marine
Transportation Systems Directorate, U.S. Coast Guard
Headquarters (CG-5PW), Stop 7509, 2703 Martin Luther
King Avenue SE., Washington, DC 20593-7509.
(646) (b) The owner or operator of a vessel issued a
Certicate shall ensure that the vessel does not operate
unless the Certicate of Alternative Compliance or a
certied copy of that Certicate is on board the vessel
and available for inspection by Coast Guard personnel.
(647)
Subpart B—Waters Upon Which Certain Inland
Navigation Rules Apply
(648)
§89.21 Purpose.
(649) Inland Navigation Rules 9(a)(ii), 14(d), and 15(b)
apply to the Great Lakes, and along with 24(i), apply
on the “Western Rivers” as dened in Rule 3(1), and to
additional specically designated waters. The purpose of
this Subpart is to specify those additional waters upon
which Inland Navigation Rules 9(a)(ii), 14(d), 15(b), and
24(i) apply.
(650)
§89.23 Definitions.
(651) As used in this subpart:
(652) Inland Rules refers to the Inland Navigation Rules
contained in the Inland Navigational Rules Act of 1980
(Pub. L. 96-591, 33 U.S.C. 2001 et. seq.) and the technical
annexes established under that Act.
(653)
§89.25 Waters upon which Inland Rules 9(a)(ii),
14(d), and 15(b) apply.
(654) Inland Rules 9(a)(ii), 14(d), and 15(b) apply on
the Great Lakes, the Western Rivers, and the following
specied waters:
(655) (a) Tennessee-Tombigbee Waterway.
(656) (b) Tombigbee River.
(657) (c) Black Warrior River.
(658) (d) Alabama River.
(659) (e) Coosa River.
(660) (f) Mobile River above the Cochrane Bridge at St.
Louis Point.
(661) (g) Flint River.
(662) (h) Chattahoochee River.
(663) (i) The Apalachicola River above its conuence with
the Jackson River.
(664)
§89.27 Waters upon which Inland Rule 24(j) applies.
(665) (a) Inland Rule 24(j) applies on the Western Rivers
and the specied waters listed in §89.25 (a) through (i).
(666) (b) Inland Rule 24(j) applies on the Gulf Intracoastal
Waterway from St. Marks, Florida, to the Rio Grande,
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 61
Texas, including the Morgan City-Port Allen Alternate
Route and the Galveston-Freeport Cutoff, except that a
power-driven vessel pushing ahead or towing alongside
shall exhibit the lights required by Inland Rule 24(c),
while transiting within the following areas:
(667) (1) St. Andrews Bay from the Hathaway Fixed
Bridge at Mile 284.6 East of Harvey Locks (EHL) to the
DuPont Fixed Bridge at Mile 295.4 EHL.
(668) (2) Pensacola Bay, Santa Rosa Sound and Big
Lagoon from the Light “10” off of Trout Point at Mile
176.9 EHL to the Pensacola Fixed Bridge at Mile 189.1
EHL.
(669) (3) Mobile Bay and Bon Secour Bay from the
Dauphin Island Causeway Fixed Bridge at Mile 127.7
EHL to Little Point Clear at Mile 140 EHL.
(670) (4) Mississippi Sound from Grand Island Waterway
Light “1” at Mile 53.8 EHL to Light “40” off the West
Point of Dauphin Island at Mile 118.7 EHL.
(671) (5) The Mississippi River at New Orleans,
Mississippi River-Gulf Outlet Canal and the Inner Harbor
Navigation Canal from the junction of the Harvey Canal
and the Algiers Alternate Route at Mile 6.5 West of
Harvey Locks (WHL) to the Michoud Canal at Mile 18
EHL.
(672) (6) The Calcasieu River from the Calcasieu Lock at
Mile 238.6 WHL to the Ellender Lift Bridge at Mile 243.6
WHL.
(673) (7) The Sabine Neches Canal from mile 262.5 WHL
to mile 291.5 WHL.
(674) (8) Bolivar Roads from the Bolivar Assembling
Basin at Mile 346 WHL to the Galveston Causeway
Bridge at Mile 357.3 WHL.
(675) (9) Freeport Harbor from Surfside Beach Fixed
Bridge at Mile 393.8 WHL to the Bryan Beach Pontoon
Bridge at Mile 397.6 WHL.
(676) (10) Matagorda Ship Channel area of Matagorda
Bay from Range “K” Front Light at Mile 468.7 WHL to
the Port O'Connor Jetty at Mile 472.2 WHL.
(677) (11) Corpus Christi Bay from Redsh Bay Day
Beacon “55” at Mile 537.4 WHL when in the Gulf
Intracoastal Waterway main route or from the north
end of Lydia Ann Island Mile 531.1A when in the Gulf
Intracoastal Waterway Alternate Route to Corpus Christi
Bay LT 76 at Mile 543.7 WHL.
(678) (12) Port Isabel and Brownsville Ship Channel south
of the Padre Island Causeway Fixed Bridge at Mile 665.1
WHL.
(679)
Part 90—INLAND RULES: INTERPRETATIVE
RULES
(680)
§90.1 Purpose.
(681) This part contains the interpretative rules for the
Inland Rules. These interpretative rules are intended as a
guide to assist the public and promote compliance with
the Inland Rules.
(682)
§90.3 Pushing vessel and vessel being pushed:
Composite unit.
(683) Rule 24(b) of the Inland Rules states that when a
pushing vessel and a vessel being pushed ahead are rigidly
connected in a composite unit, they are regarded as a
power-driven vessel and must exhibit the lights prescribed
in Rule 23. A “composite unit” is interpreted to be the
combination of a pushing vessel and a vessel being push
ahead that are rigidly connected by mechanical means
so they react to sea and swell as one vessel. Mechanical
means does not include lines, wires, hawsers, or chains.
(684)
§90.5 Lights for moored vessels.
(685) A vessel at anchor includes a vessel made fast to one
or more mooring buoys or other similar device attached to
the ocean oor. Such vessels may be lighted as a vessel at
anchor in accordance with Rule 30, or may be lighted on
the corners in accordance with 33 CFR 88.30(h) through
(l).
(686)
§90.7 Sidelights for unmanned barges.
(687) An unmanned barge being towed may use the
exception of COLREGS Rule 24(h). However, this
exception only applies to the vertical sector requirements
for sidelights.
(688)
Part 110–Anchorage Regulations
(689)
§110.1 General.
(690) (a) The areas described in subpart A of this part are
designated as special anchorage areas for the purposes of
rule 30 (33 CFR 83.30) and rule 35 (33 CFR 83.35) of the
Inland Navigation Rules, 33 CFR chapter I, subchapter
E. 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. Vessels of less than 20 meters are not
required to exhibit anchor lights or shapes required by
rule 30 of the Inland Navigation Rules.
(691) (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).
(692) (c) All bearings in the part are referred to true
meridian.
(693) (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
62 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
only after application of the appropriate corrections that
are published on the particular map or chart being used.
(694)
Subpart A–Special Anchorage Areas
(695)
§110.72b St. Simons Island, Ga.
(696) The area beginning at a point southwest of Frederica
River Bridge, St. Simons Island Causeway at
(697) 31°09'58"N., 81°24'55"W.; thence southwesterly to
(698) 31°09'42"N., 81°25'10"W.; thence westerly to the
shoreline at
(699) 31°09'45"N., 81°25'20"W.; thence northeasterly
along the shoreline to
(700) 31°10'02"N., 81°25'00"W.; thence southeasterly to
the point of origin.
(701)
§110.72d Ashley River, SC.
(702) All waters on the southwest portion of the Ashley
River encompassed within the following points:
Beginning at
(703) 32°46'40"N, 79°57'27"W; thence continuing north-
northeasterly to
(704) 32°46'44"N, 79°57'25"W; thence continuing
southeasterly to
(705) 32°46'40"N, 79°57'22"W; thence continuing
southeasterly to
(706) 32°46′27″N, 79°57′03″W; thence continuing west-
southwesterly to
(707) 32°46'25"N, 79°57'09"W; thence continuing
northwesterly to the beginning point at
(708) 32°46'40"N, 79°57'27"W. All coordinates are North
American Datum 1983.
(709)
§110.73 St. Johns River, Fla.
(710) (a) Area A. The waters lying within an area bounded
by a line beginning at a point located at the west bank of
St. Johns River at
(711) 30°15'11", 81°41'23"; thence to
(712) 30°15'13", 81°41'14"; thence to
(713) 30°15'03", 81°41'11"; thence to
(714) 30°15'04", 81°41'20"; and thence to the point of
beginning.
(715) (b) Area B. The waters lying within an area bounded
by a line beginning at
(716) 30°15'03", 81°41'28"; thence to
(717) 30°15'02", 81°41'10"; thence to
(718) 30°14'56", 81°41'08"; thence to
(719) 30°14'54.5", 81°41'10.5"; and thence to the point of
beginning.
(720)
§110.73a Indian River at Sebastian, Florida.
(721) Beginning at a point on the shoreline at
(722) 27°49'40"N., 80°28'26"W.; thence 060° to
(723) 27°49'46"N., 80°28'13"W.; thence 156° to
(724) 27°49'31"N., 80°28'05"W.; thence 242° to
(725) 27°49'25"N., 80°28'18"W.; thence northerly along
the shoreline to the point of beginning.
(726) Note: This area is principally for use by commercial
shing vessels less than 65 feet in length.
(727)
§110.73b Indian River at Vero Beach, Fla.
(728) (a) Area A. Beginning at a point located on the
eastern shore of Fritz Island at
(729) 27°39'32.5"N., 80°22'20.6"W., following the
shoreline northward to the northwest point at
(730) 27°39'46"N., 80°22'25.9"W., thence due east to a
point on Orchid Island at approximately
(731) 27°39'46"N., 80°22'16.2"W., thence southerly along
the shoreline of Orchid Island to
(732) 27°39'32.5"N., 80°22'13.4"W., thence due west to
the point of beginning.
(733) (b) Area B. Beginning at a point located at the
entrance channel marker No. 2 at
(734) 27°39'12"N., 80°22'17.3"W., thence northeasterly to
channel marker No. 4 at
(735) 27°39'21"N., 80°22'15.8"W., thence due east to
Orchid Island at approximately
(736) 27°39'21"N., 80°22'11.8"W., thence southerly along
the western shoreline of Orchid Is. to
(737) 27°39'12"N., 80°22'15.6"W., thence due west to the
point of beginning.
(738) (c) Vessels shall be so anchored so that no part of the
vessel obstructs the turning basin or channels adjacent to
the special anchorage areas.
(739)
§110.73c. Okeechobee Waterway, St. Lucie River,
Stuart, FL.
(740) The following is a special anchorage area: Beginning
on the Okeechobee Intracoastal Waterway between mile
marker 7 and 8 on the St. Lucie River, bounded by a line
beginning at
(741) 27°12'06.583"N., 80°15'33.447"W.; thence to
(742) 27°12'07.811"N., 80°15'38.861"W.; thence to
(743) 27°12'04.584"N., 80°15'41.437"W.; thence to
(744) 27°11'49.005"N., 80°15'44.796"W.; thence to
(745) 27°11'47.99"N., 80°15'44.78"W; thence to
(746) 27°11'42.51"N., 80°15'49.36"W; thence to
(747) 27°11'41.40"N., 80°15'47.70"W.; thence to
(748) 27°11'40.44"N., 80°15'44.64"W.; thence to
(749) 27°11'43.49"N., 80°15'40.74"W.; thence to
(750) 27°11'46.82"N., 80°15'37.9647"W.; thence to
(751) 27°11'47.881"N., 80°15'38.271"W.; thence back
to the original point. All coordinates reference Datum
NAD:83.
(752) Note: This area is principally used by recreational
vessels. The mooring of vessels in this area is administered
by the local Harbormaster, City of Stuart, Florida.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 63
(753)
Subpart B–Anchorage Grounds
(754)
§110.170 Cape Fear, N.C.
(755) (a) The anchorage grounds. All coordinates in this
section are based on the World Geodetic System (WGS
84).
(756) (1) Anchorage A. The corner coordinates of the
anchorage are:
(758) (2) Anchorage B. Explosives Anchorage. The corner
coordinates of the anchorage follow:
(760) (b) Denitions. As used in this section —Cargoes
of particular hazard means ‘‘cargo of particular hazard’’
as dened in § 126.3 of this title. Class 1 (explosive)
materials means Division 1.1, 1.2, 1.3, and 1.4
explosives, as dened in 49 CFR 173.50. Dangerous
cargo means‘‘certain dangerous cargo’’ as dened in §
160.204 of this title. U.S. naval vessel means any vessel
owner, operated, chartered, or leased by the U.S. Navy;
and any vessel under the operational control of the U.S.
Navy or Combatant Command.
(761) (c) General regulations. (1) Vessels in the Atlantic
Ocean near Cape Fear River Inlet awaiting berthing space
within the Port of Wilmington shall only anchor within the
anchorage grounds dened and established in paragraph
(a) of this section, except in cases of emergency.
(762) (2) Vessels anchoring under circumstances of
emergency outside the anchorage areas shall be shifted to
new positions within the anchorage grounds immediately
after the emergency ceases.
(763) (3) Vessels may anchor anywhere within the
anchorage grounds provided such anchoring does not
interfere with the operations of any other vessel at
anchorage; except a vessel may not anchor within 1,500
yards of a vessel carrying or handling dangerous cargoes,
cargoes of a particular hazard, or Class 1 (explosive)
materials. Vessels shall lie at anchor with as short of a
chain or cable as conditions permit.
(764) (4) Prior to entering the anchorage grounds, all
vessels must notify the Coast Guard Captain of the Port
Sector North Carolina (COTP) via VHF–FM channel 16.
(765) (5) No vessel may anchor within the anchorage
grounds for more than 72 hours without the prior approval
of the COTP. To obtain this approval, contact the COTP
via VHF–FM channel 16.
(766) (6) The COTP may close the anchorage grounds and
direct vessels to depart the anchorage during periods of
severe weather or at other times as deemed necessary in
the interest of port safety or security.
(767) (7) The COTP may prescribe specic conditions
for vessels anchoring within the anchorage grounds,
including but not limited to, the number and location of
anchors, scope of chain, readiness of engineering plant
and equipment, usage of tugs, and requirements for
maintaining communications guards on selected radio
frequencies.
(768) (d) Regulations for vessels handling or carrying
dangerous cargoes, cargoes of a particular hazard, or
Class 1 (explosive) materials. This paragraph applies
to every vessel, except U.S. naval vessels, handling
or carrying dangerous cargoes, cargoes of a particular
hazard, or Class 1 (explosive) materials
(769) (1) Unless otherwise directed by the Captain of
the Port, each commercial vessel handling or carrying
dangerous cargoes, cargoes of a particular hazard, or
Class 1 (explosive) materials must be anchored within
Anchorage B of paragraph (a)(2) of this section.
(770) (2) Vessels requiring the use of Anchorage B of
paragraph (a)(2) of this section must display by day a
red ag (Bravo ag) in a prominent location and by night
a xed red light. In lieu of a xed red light, by night a red
ag may be illuminated by spotlight.
(771)
§110.173 Port of Charleston, S.C.
(772) (a) The anchorage grounds. (1) Commercial
Anchorage A. This anchorage is located adjacent to the
western edge of Folly Island Channel and southwest
of Rebellion Reach and is bounded by the following
coordinates:
(773) 32°45'34"N., 79°52'12"W.; to
(774) 32°46'17"N., 79°53'21"W.; to
(775) 32°45'51"N., 79°53'23"W.; to
(776) 32°45'34"N., 79°52'55"W.; thence back to
(777) 32°45'34"N., 79°52'12"W.
(778) (2) Commercial Anchorage B. This anchorage is
located adjacent to the south side of South Channel and
bounded by the following coordinates:
(779) 32°45'28"N., 79°53'40"W.; to
(780) 32°45'28"N., 79°54'46"W.; to
(781) 32°45'19"N., 79°54'46"W.; to
(782) 32°45'12"N., 79°54'06"W.; to
(783) 32°45'16"N., 79°53'40"W.; thence back to
(784) 32°45'28"N., 79°53'40"W.
(785) (3) Commercial Anchorage C. This anchorage is
located 1,800 yards, 118° true from St. Michaels Church
Table 1 - to Paragraph (a)(1)
Point Latitude Longitude
1 33°47′59.09″N. 78°14′58.67″W.
2 33°47′59.09″N. 78°06′24.74″W.
3 33°46′01.22″N. 78°06′58.67″W.
4 33°46′01.22″N. 78°14′24.74″W.
(757)
Table 2 - to Paragraph (a)(2)
Point Latitude Longitude
1 33°47′59.09″N. 78°17′14.00″W.
2 33°47′59.09″N. 78°14′58.67″W.
3 33°46′01.22″N. 78°14′58.67″W.
4 33°46′01.22″N. 78°17′14.00″W.
(759)
64 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
Spire and has a diameter of 500 yards. Vessels using this
anchorage must anchor in the center.
(786) (4) Commercial Anchorage D. This anchorage is
located 051°30' true, 1,375 yards from St. Michaels
Church Spire and has a diameter of 1,400 feet. The use
of this anchorage is limited to loaded vessels for a period
of not more than 24 hours.
(787) (b) The regulations. (1) Except in cases of great
emergency, no vessel shall be anchored in the main
ship channels as dened by broken lines marking their
boundaries on NOAA Chart 11524. Vessels must be
anchored in such a way as not to interfere with the free
navigation of channels in the port, including Cooper,
Ashley, Wando Rivers, and Town Creek, nor to obstruct
the approach to any pier or entrance to any slip, nor to
impede the movement of any vessel or craft.
(788) (2) Vessels using the anchorages opposite the eastern
waterfront of Charleston shall place their anchors as near
as possible in the center of the anchorage. Vessels not
using a designated commercial anchorage shall not place
their anchors within the main ship channels, nor shall be
so anchored as to swing within 400 feet of any wharf or
pier on the eastern waterfront of Charleston. Vessels may
be so anchored as to swing into the main ship channels
only if they are so placed with reference to the customary
winds, tides, and currents of the harbor, as to swing only
during slack water, and that during this period there shall
remain in the waters adjacent to the channel an area of
sufcient depth as to permit the safe passage of loaded
vessels.
(789) (3) No vessel may anchor within the designated
anchorages for more than 72 hours without the prior
approval of the Captain of the Port.
(790) (4) No vessel may anchor unless it maintains a
bridge watch, guards and answers Channel 16 FM, and
maintains an accurate position plot.
(791) (5) If any anchored vessel is so close to another that a
collision is probable, each vessel must communicate with
the other vessel and the Captain of the Port on Channel
16 FM and shall act to eliminate the close proximity
situation.
(792) (6) No vessel may anchor unless it maintains the
capability to get underway within 4 hours.
(793) (7) No vessel may anchor in a “dead ship” status
(propulsion or control unavailable for normal operations)
without the prior approval of the Captain of the Port.
(794) (8) Dragging of anchors in or across main ship
channels and cable areas is prohibited.
(795) (9) Vessels which, through force of great emergency,
are anchored contrary to the foregoing regulations in this
section shall be shifted to new berths in accordance with
such regulations at the earliest opportunity.
(796) (10) A vessel, upon notication from the Captain of
the Port to shift its position in anchorage grounds must
get underway at once or signal for a tug, and must change
position as directed with reasonable promptness.
(797) (11) No vessel may conduct lightering operations in
an anchorage without permission from the Captain of the
Port.
(798) (12) When the use of an anchorage is required by
naval vessels, the vessels anchored therein shall move
when the Captain of the Port directs them.
(799) (13) Nothing in this section shall be construed as
relieving the owner or person in charge of any vessel
from the penalties of law for obstructing navigation, or
for obstructing or interfering with range lights, or for not
complying with the navigation laws in regard to lights,
fog signals, etc.
(800)
§110.179 Skidaway River, Isle of Hope, Ga.
(801) (a) The anchorage ground. An area in Skidaway
River beginning at a point on the mean low water line
400 feet south of Brady Boat Works, thence 076°30', 300
feet to a buoy; thence 152°30', 900 feet to a buoy; thence
251°00', 450 feet to the mean low water line at Wymberly
Yacht Club dock.
(802) (b) The regulations. (1) Except in cases of great
emergency, no vessels shall anchor in Skidaway River
between the north end of Barbee’s dock and southward
to Day Marker 48 except in the anchorage area hereby
dened and established: Provided, however, that vessels
may moor to any lawfully constructed wharf.
(803) (2) Except in cases of great emergency, no vessel
shall be anchored where it can swing within 50 feet of
any lawfully constructed wharf or within 50 feet of the
mean low water line, nor shall any vessel be so anchored
that any portion of the hull or rigging shall at any time
extend outside the boundary of the anchorage area.
(804) (3) Any vessel anchoring under circumstances of
great emergency outside the anchorage area should be
placed in such a position as not to interfere with the free
navigation of the channel nor obstruct the approach to any
lawfully constructed wharf nor impede the movement of
any boat, and shall move away immediately after the
emergency ceases or upon notication of the District
Commander.
(805) (4) No vessels with an overall length greater than 65
feet will use the anchorage area except in cases of great
emergency.
(806) (5) Vessels operating within the anchorage area will
not exceed a speed of ve (5) miles per hour.
(807)
§110.182 Atlantic Ocean off Fort George Inlet, near
Mayport, Fla.
(808) (a) The Anchorage areas–(1) Anchorages for aircraft
carriers and other deep draft vessels. Four circular areas
each with a radius of 600 yards and with their centers
located at:
(809) “A”–30°25'35"N., 81°21'23"W.;
(810) “B”–30°26'13"N., 81°21'13"W.;
(811) “C”–30°26'19"N., 81°20'27"W.;
(812) “D”–30°26'55"N., 81°20'47"W.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 65
(813) (2) Anchorages for destroyers and other ships of
similar size. Six circular areas each with a radius of 300
yards and with their centers located at:
(814) “1”–30°24'38"N., 81°21'57"W.;
(815) “2”–30°24'57"N., 81°21'58"W.;
(816) “3”–30°24'56"N., 81°21'38"W.;
(817) “4”–30°25'13"N., 81°22'05"W.;
(818) “5”–30°25'13"N., 81°21'43"W;
(819) “6”–30°25'07"N., 81°21'24"W.
(820) (3) Explosives anchorage. The circular area “A”
described in paragraph (a)(1) of this section is also
designated as an explosives anchorage for use during
periods when ammunition must be handled outside the
limits of the U.S. Naval Station, Mayport, Fla.
(821) (b) The regulations for all designated areas. (1)
Usage of these areas by naval vessels shall predominate
only when necessary for military requirements; at such
times other vessels shall remain clear of the areas.
(822) (2) Prudent assignment of the anchorage areas shall
be made by the Commanding Ofcer, U.S. Naval Station,
Mayport, Fla.
(823) (c) Additional regulations for Explosives Anchorage
Area “A.” (1) When occupied by a vessel handling
explosives, no other vessel may enter the area unless
authorized by the enforcing agency.
(824) (2) Only one vessel handling explosives may anchor
in the area at one time. A patrol craft shall be utilized to
assure that other vessels remain clear when explosives are
exposed or being transferred to and from the anchorage.
(825) (3) No more than 500,000 pounds net high explosives
or equivalent may be exposed in the area at any one time.
(826) (d) The regulations in this section shall be enforced
by the Commanding Ofcer, U.S. Naval Station, Mayport,
Fla., or other agencies that he may designate.
(827)
§110.183 St. Johns River, Florida.
(828) (a) The anchorage grounds–
(829) (1) Anchorage A. (Upper Anchorage) The Anchorage
is established within the following coordinates, the area
enclosed by a line starting at the south shore westerly of
the entrance to Miller Creek at
(830) 30°18'43.8"N., 81°38'15.0"W.; thence to
(831) 30°18'52.8"N., 81°38'15.0"W.; thence to
(832) 30°18'47.6"N., 81°37'47.6"W.; thence to
(833) 30°18'55.0"N., 81°37'29.0"W.; thence to
(834) 30°19'06.0"N., 81°37'27.0"W.; thence to
(835) 30°19'06.0"N., 81°37'02.0"W.; thence to
(836) 30°19'01.2"N., 81°37'02.0"W.; thence returning to
the point of beginning.
(837) (2) Anchorage B. (Lower Anchorage) The Anchorage
is established within the following coordinates, the area
enclosed by a line starting at a point on the eastern shore
of the river at ‘Floral Bluff’ at
(838) 30°21'00.0"N., 81°36'41.0"W.; thence to
(839) 30°20'00.0"N., 81°37'03.0"W.; thence to
(840) 30°21'00.0"N., 81°37'06.0"W.; thence to
(841) 30°21'50.0"N., 81°36'56.0"W.; thence to
(842) 30°21'54.0"N., 81°36'48.0"W.; thence to returning
to the point of beginning.
(843) (b) The regulations.
(844) (1) Except in cases of emergency, only vessels
meeting the conditions and restrictions of this paragraph
will be authorized by the Captain of the Port to anchor in
the St. Johns River, as depicted on NOAA chart 11491,
between the entrance buoy (STJ) and the Main Street
Bridge (in position 30°19'20"N., 81°39'32"W). Vessels
unable to meet any of the following conditions and
restrictions must obtain specic authorization from the
Captain of the Port prior to anchoring in Anchorage A or
B.
(845) (2) All vessels intending to enter and anchor in
Anchorage A or B shall notify the Captain of the Port
prior to entering.
(846) (3) Anchorages A and B are temporary anchorages.
Additionally, Anchorage B is used as a turning basin.
Vessels may not anchor for more than 24 hours in either
anchorage without specic written authorization from the
Captain of the Port.
(847) (4) All vessels at anchor must maintain a watch
on VHF-FM channels 13 and 16 by a person uent in
English, and shall make a security broadcast on channel
13 upon anchoring and every 4 hours thereafter.
(848) (5) Anchorage A is restricted to vessels less than 250
feet in length.
(849) (6) Anchorage B is restricted to vessels with a draft
of 24 feet or less, regardless of length.
(850) (7) Any vessel transferring petroleum products
within Anchorage B shall have a pilot or Docking Master
aboard, and employ sufcient assist tugs to assure the
safety of the vessel at anchor and any vessels transiting
the area.
(851) (8) Any vessel over 300 feet in length within
Anchorage B shall have a Pilot or Docking Master
aboard, and employ sufcient assist tugs to assure the
safety of the vessel at anchor and any vessels transiting
the area.
(852)
§ 110.184 Atlantic Ocean, Offshore Jacksonville, FL.
(853) (a) Location. All waters of the Atlantic Ocean
encompassed within a radius of 1,400 feet of the following
coordinates based on North American Datum 1983:
(854) (1) Anchorage Ground 1 with a center point in
position 30°26″48.6′N., 81°17″14.9′W.
(855) (2) Anchorage Ground 2 with a center point in
position 30°26″20.5′N., 81°17″30.8′W.; and
(856) (3) Anchorage Ground 3 with a center point in
position 30°26″20.2′N., 81°16″57.8′ W.
(857) (b) The regulations. (1) Commercial vessels in the
Atlantic Ocean near the Port of Jacksonville desiring
to anchor must anchor only within the anchorage area
dened and established in paragraph (a) of this section,
except in cases of emergency.
(858) (2) All vessels within the designated anchorage area
must maintain a 24-hour bridge watch by a licensed or
66 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
credentialed deck ofcer procient in English, monitoring
VHF–FM channel 16. This individual must conrm that
the ship’s crew performs frequent checks of the vessel’s
position to ensure the vessel is not dragging anchor.
(859) (3) Vessels may anchor anywhere within the
designated anchorage area, provided that: Such anchoring
does not interfere with the operations of any other vessels
currently at anchorage; and all anchor and chain or cable
is positioned in such a manner to preclude dragging.
(860) (4) No vessel may anchor in a ‘‘dead ship’’ status
(that is, propulsion or control unavailable for normal
operations) without the prior approval of the Captain of
the Port (COTP). Vessels which are planning to perform
main propulsion engine repairs or maintenance, must
immediately notify the COTP on VHF–FM Channel 22A.
Vessels must also report marine casualties in accordance
with 46 CFR 4.05–1.
(861) (5) No vessel may anchor within the designated
anchorage for more than 72 hours without the prior
approval of the COTP. To obtain this approval, contact
the COTP on VHF–FM Channel 22A.
(862) (6) The COTP may close the anchorage area and
direct vessels to depart the anchorage during periods of
adverse weather or at other times as deemed necessary in
the interest of port safety or security.
(863) (7) Commercial vessels anchoring under emergency
circumstances outside the anchorage area must shift to
new positions within the anchorage area immediately
after the emergency ceases.
(864)
§110.185 Atlantic Ocean, off the Port of Palm
Beach, FL
(865) (a) The anchorage grounds. (1) Anchorage A. The
waters lying within an area bounded by a line beginning
at
(866) 26°50'00"N., 80°01'12"W.; thence westerly to
(867) 26°50'00"N., 80°01'30"W.; thence southerly to
(868) 26°47'30"N., 80°01'30"W.; thence easterly to
(869) 26°47'30"N., 80°01'12"W.; and thence northerly to
the point of beginning.
(870) (2) Anchorage B. The waters lying within an area
bounded by a line beginning at
(871) 26°45'06"N., 80°01'12"W.; thence westerly to
(872) 26°45'06"N., 80°01'42"W.; thence southerly to
(873) 26°43'48"N., 80°01'42"W.; thence easterly to
(874) 26°43'48"N., 80°01'12"W.; and thence northerly to
the point of beginning.
(875) (b) The regulations. (1) Vessels in the Atlantic Ocean
near Lake Worth Inlet awaiting berthing space at the Port
of Palm Beach, shall only anchor within the anchorage
areas hereby dened and established, except in cases of
great emergency.
(876) (2) Vessels anchoring under circumstances of great
emergency outside the anchorage areas shall be shifted
to new positions within the anchorage areas immediately
after the emergency ceases.
(877)
§110.186 Port Everglades, Florida.
(878) (a) The anchorage grounds. The anchorage grounds,
the center of which is located approximately two and one
half miles northeast of the entrance of Port Everglades,
is an area bounded by a line connecting points with the
following North American Datum 83 coordinates:
(879) 26°08'26.93"N., 080°04'28.24"W.
(880) 26°08'08.56"N., 080°04'16.15"W.
(881) 26°07'56.00"N., 080°04'17.48"W.
(882) 26°07'56.00"N., 080°02'42.62"W.
(883) 26°07'19.50"N., 080°02'53.15"W.
(884) 26°07'19.50"N., 080°04'28.80"W.
(885) 26°06'35.16"N., 080°04'28.80"W.
(886) 26°06'35.16"N., 080°04'38.69"W.
(887) 26°08'26.93"N., 080°04'28.24"W
(888) (b) The regulations. (1) Commercial vessels in the
Atlantic Ocean in the vicinity of Port Everglades shall
anchor only within the anchorage area hereby dened
and established, except in cases of emergency.
(889) (2) Prior to entering the anchorage area, all vessels
shall notify the Coast Guard Captain of the Port, via the
Port Everglades Harbormaster, on VHF-FM channel 14.
(890) (3) All vessels within the designated anchorage area
shall maintain a 24-hour bridge watch by a licensed or
credentialed deck ofcer procient in English, monitoring
VHF-FM channel 16. This individual shall conrm that
the ship's crew performs frequent checks of the vessel's
position to ensure the vessel is not dragging anchor.
(891) (4) Vessels may anchor anywhere within the
designated anchorage area provided that: such anchoring
does not interfere with the operations of any other vessels
currently at anchorage; and all anchor and chain or cable
is positioned in such a manner to preclude dragging over
reefs.
(892) (5) No vessel may anchor in a “dead ship” status (i.e.,
propulsion or control unavailable for normal operations)
without the prior approval of the Captain of the Port.
Vessels experiencing casualties such as a main propulsion,
main steering or anchoring equipment malfunction or
which are planning to perform main propulsion engine
repairs or maintenance, shall immediately notify the
Coast Guard Captain of the Port via Coast Guard Sector
Miami on VHF-FM channel 16.
(893) (6) No vessel may anchor within the designated
anchorage for more than 72 hours without the prior
approval of the Captain of the Port. To obtain this
approval, contact the Coast Guard Captain of the Port, via
the Port Everglades Harbor Master, on VHF-FM channel
14.
(894) (7) The Coast Guard Captain of the Port may close
the anchorage area and direct vessels to depart the
anchorage during periods of adverse weather or at other
times as deemed necessary in the interest of port safety
or security.
(895) (8) Commercial vessels anchoring under emergency
circumstances outside the anchorage area shall shift to
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 67
new positions within the anchorage area immediately
after the emergency ceases.
(896) (9) Whenever the maritime or commercial interests
of the United States so require, the Captain of the Port,
U.S. Coast Guard, Miami, Florida, may direct relocation
of any vessel anchored within the anchorage area. Once
directed, such vessel must get underway at once or signal
for a tug, and must change position as directed.
(897)
§110.188 Atlantic Ocean off Miami and Miami
Beach, Fla.
(898) (a) The anchorage areas. (1) Anchorage A. All area
of the Atlantic Ocean, encompassed by a line connecting
the points of the following North America Datum 83
coordinates:
(899)
Anchorage A
25°47'57.687"N. 080°05'37.225" W.
25°47'57.341"N. 080°05'26.466"W.
25°46'31.443"N. 080°05'27.069"W.
25°46'31.557"N. 080°05'37.868"W.
(900) (2) Anchorage B. All area of the Atlantic Ocean,
encompassed by a line connecting the points of the
following North America Datum 83 coordinates:
(901)
Anchorage B
25°48'13.841"N. 080°04'59.155"W.
25°48'04.617"N. 080°04'04.582"W.
25°46'32.712"N. 080°04'28.387"W.
25°46'43.770"N. 080°05'02.360"W.
(902) (b) The regulations. (1) Vessels in the Atlantic Ocean
in the vicinity of Port of Miami must anchor only within
the anchorage areas hereby dened and established,
except in cases of emergency.
(903) (2) Prior to entering the anchorage areas, all vessels
must notify the Coast Guard Captain of the Port via VHF-
FM channel 16.
(904) (3) All vessels within the designated anchorages
must maintain a 24-hour bridge watch by a licensed or
credentialed deck ofcer procient in English, monitoring
VHF-FM channel 16. This individual must conrm that
the ship’s crew performs frequent checks of the vessel’s
position to ensure the vessel is not dragging anchor.
(905) (4) Vessels may anchor anywhere within the
designated anchorage areas provided that: Such anchoring
does not interfere with the operations of any other vessels
currently at anchorage; and all anchor and chain or cable
is positioned in such a manner to preclude dragging over
reefs.
(906) (5) No vessel may anchor in a "dead ship" status (that
is, propulsion or control unavailable for normal operations)
without the prior approval of the Captain of the Port.
Vessels experiencing casualties, such as main propulsion,
main steering, or anchoring equipment malfunction, or
which are planning to perform main propulsion engine
repairs or maintenance, must immediately notify the
Coast Guard Captain of the Port via Coast Guard Sector
Miami on VHF-FM channel 16.
(907) (6) No vessel may anchor within the designated
anchorages for more than 72 hours without the prior
approval of the Captain of the Port. To obtain this
approval, contact the Coast Guard Captain of the Port
via VHF-FM channel 16.
(908) (7) The Coast Guard Captain of the Port may close
the anchorage areas and direct vessels to depart the
anchorage during periods of adverse weather or at other
times as deemed necessary in the interest of port safety
or security.
(909) (8) Commercial vessels anchoring under emergency
circumstances outside the anchorage areas must shift to
new positions within the anchorage areas immediately
after the emergency ceases.
(910) (9) Whenever the maritime or commercial interests
of the United States so require, the Captain of the Port,
U.S. Coast Guard, Miami, Florida, may direct relocation
of any vessel anchored within the anchorage areas. Once
directed, such vessel must get underway at once or signal
for a tug, and must change position as directed.
(911)
§110.189a Key West Harbor, Key West, Fla.; naval
explosives anchorage area.
(912) (a) The anchorage ground. A circular area with its
center at latitude 24°30'50.6", longitude 81°50'31.6" with
a radius of 300 yards, for use for ammunition exceeding
the prescribed limits for pier-side handling.
(913) (b) The regulations. (1) When occupied by a vessel
handling explosives, no other vessel may enter the area
unless authorized by the enforcing agency.
(914) (2) Only one vessel handling explosives may anchor
in the area at one time.
(915) (3) No more than 300,000 pounds net of high
explosives or equivalent may be handled in the area at
any one time.
(916) (4) The regulations in this section shall be enforced
by the Commander, U.S. Naval Base, Key West, Fla., and
any other agencies he may designate.
(917)
Part 117–Drawbridge Operation Regulations
(918)
Subpart A–General Requirements
(919)
§117.1 Purpose.
(920) (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.
68 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(921) (b) Subpart A contains the general operation
requirements that apply to all drawbridges.
(922) (c) Subpart B contains specic requirements for
operation of individual drawbridges. These requirements
are in addition to or vary from the general requirements in
Subpart A. Specic 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.
(923)
§117.3 [Removed].
(924)
§117.4 Definitions.
(925) The following denitions apply to this part:
(926) 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.
(927) 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.
(928) Deviation means a District Commander's action
authorizing a drawbridge owner to temporarily not
comply with the drawbridge opening requirements in
this part.
(929) Drawbridge means a bridge with an operational span
that is intended to be opened for the passage of waterway
trafc.
(930) Drawspan means the operational span of a
drawbridge.
(931) Lowerable means a non-structural vessel
appurtenance that is or can be made exible, hinged,
collapsible, or telescopic so that it can be mechanically
or manually lowered.
(932) Nonstructural means that the item is not rigidly xed
to the vessel and can be relocated or altered.
(933) 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.
(934) Public vessel means a vessel that is owned and
operated by the United States Government and is not
engaged in commercial service, as dened in 46 U.S.C.
2101.
(935) Remotely operated drawbridge means a drawbridge
that is operated by remote control from a location away
from the drawbridge.
(936) 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.
(937) Untended means that there is no drawtender at the
drawbridge.
(938)
§117.5 When the drawbridge must open.
(939) 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.
(940)
§117.7 General requirements of drawbridge own-
ers.
(941) Except for drawbridges that have been authorized,
before January 3, 2007, to remain closed to navigation or
as otherwise specied in subpart B, drawbridge owners
must:
(942) (a) Provide the necessary drawtender(s) for the safe
and prompt opening of the drawbridge.
(943) (b) Maintain the working machinery of the
drawbridge in good operating condition.
(944) (c) Cycle the drawspan(s) periodically to ensure
operation of the drawbridge.
(945) (d) Ensure that the drawbridge operates in accordance
with the requirements of this part.
(946) (e) Any drawbridge allowed to remain closed to
navigation prior to January 3, 2007, when necessary, must
be returned to operable condition within the designated
time set forth by the District Commander and will become
subject to the requirements of this part.
(947)
§117.8 Permanent changes to drawbridge opera-
tion.
(948) (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.
(949) (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.
(950) (c) If the District Commander decides that a change
may be needed, he or she will begin a rulemaking to
implement the change.
(951)
§117.9 Delaying opening of a draw.
(952) No person shall unreasonably delay the opening of
a draw after the signals required by §117.15 have been
given.
(953)
Note
(954) 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 dened in
Subpart B for each affected bridge. Land and water trafc
should pass over or through the draw as soon as possible
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 69
in order to prevent unnecessary delays in the opening and
closure of the draw.
(955)
§117.11 Unnecessary opening of the draw.
(956) No vessel owner or operator shall -
(957) (a) Signal a drawbridge to open if the vertical
clearance is sufcient 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
(958) (b) Signal a drawbridge to open for any purpose
other than to pass through the drawbridge opening.
(959)
§117.15 Signals.
(960) (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.
(961) (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.
(962) (3) Any of the means of signaling described in this
subpart sufcient to alert the party being signaled may be
used.
(963) (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.
(964) (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.
(965) (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 ve
short blasts sounded in rapid succession.
(966) (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.
(967) (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 ve 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.
(968) (c) Visual signals. (1) The visual signal to request
the opening of a draw is–
(969) (i) A white ag raised and lowered vertically; or
(970) (ii) A white, amber, or green light raised and lowered
vertically.
(971) (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–
(972) (i) A white ag raised and lowered vertically;
(973) (ii) A white, amber, or green light raised and lowered
vertically, or
(974) (iii) A xed or ashing white, amber, or green light
or lights.
(975) (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 –
(976) (i) A red ag 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
(977) (ii) A xed or ashing red light or lights given not
more than 30 seconds after the vessel’s opening signal.
(978) (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.
(979) (d) Radiotelephone communications. (1)
Radiotelephones may be used to communicate the same
information provided by sound and visual signals.
(980) (2) The vessel and the drawtender shall monitor the
frequency used until the vessel has cleared the draw.
(981) (3) When radiotelephone contact cannot be initiated
or maintained, sound or visual signals under this section
shall be used.
(982)
§117.17 Signalling for contiguous drawbridges.
(983) When a vessel must pass two or more drawbridges
close together, the opening signal is given for the rst
bridge. After acknowledgment from the rst 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.
(984)
§117.19 Signalling when two or more vessels are
approaching a drawbridge.
(985) 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.
(986)
§117.21 Signalling for an opened drawbridge.
(987) 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.
70 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(988)
§117.23 Installation of radiotelephones.
(989) (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.
(990) (b) The District Commander gives written notice of
the proposed requirement to the bridge owner.
(991) (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.
(992) (d) If, upon consideration of the comments received,
the District Commander determines that a radiotelephone
is necessary, the District Commander noties 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.
(993)
§117.24 Radiotelephone installation identification.
(994) (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.
(995) (b) The sign shall give notice of the radiotelephone
and its calling and working channels-
(996) (1) In plain language; or
(997) (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.
(998) Note: It is recommended that the radiotelephone
sign be similar in design to the Service Signs established
by the Federal Highway Administration (FHWA) in U.S.
Road Symbol Signs using Reective Blue and Reective
White colors. Color and design information is available
from the District Commander of the Coast Guard District
in which the bridge is located.
(999)
§117.31 Drawbridge operations for emergency
vehicles and emergency vessels.
(1000) (a) Upon receiving notication 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.
(1001) (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 conict with local emergency management
procedures which have been approved by the cognizant
Coast Guard Captain of the Port:
(1002) (1) Federal, State, and local government vessels
used for public safety;
(1003) (2) vessels in distress where a delay would endanger
life or property;
(1004) (3) commercial vessels engaged in rescue or
emergency salvage operations; and
(1005) (4) vessels seeking shelter from severe weather.
(1006)
§117.33 Closure of draw for natural disasters or
civil disorders.
(1007) 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.
(1008)
§117.35 Temporary change to a drawbridge operat-
ing schedule.
(1009) (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 temporary deviation from regulations” in the Federal
Register.
(1010) (b) If the time period for a temporary change to the
operating schedule of a drawbridge will be greater than
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.
(1011) (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.
(1012) (2) The request must describe the reason for the
deviation and the dates and times scheduled for the start
and end of the change.
(1013) (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.
(1014) (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.
(1015) (e) The drawbridge must return to its regular operating
schedule immediately at the end of the designated time
period.
(1016) (f) If the authorized deviation 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 authorized schedule changes.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 71
(1017) (g) The District Commander will also announce the
change to the operating schedule in the Local Notice to
Mariners and other appropriate local media.
(1018)
§117.36 Closure of drawbridge for emergency
repair.
(1019) (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.
(1020) (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.
(1021) (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.
(1022)
§117.37 [Removed].
(1023)
§117.39 Authorized closure of drawbridge due to
infrequent requests for openings.
(1024) (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.
(1025) (b) The District Commander may:
(1026) (1) Authorize the closure of the drawbridge;
(1027) (2) Set out any conditions in addition to the
requirement in paragraph (d): and
(1028) (3) Revoke an authorization and order the drawbridge
returned to operation when necessary.
(1029) (c) All drawbridges authorized to remain closed to
navigation, under this section, must be maintained in
operable condition.
(1030) (d) Authorization under this section does not:
(1031) (1) Authorize physical changes to the drawbridge
structure, or
(1032) (2) Authorize removal of the operating machinery.
(1033) (e) Drawbridges authorized under this section
to remain closed to navigation and to be untended are
identied in subpart B of this part.
(1034)
§117.40 Advance notice for drawbridge opening.
(1035) (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.
(1036) (b) If the request is approved, a description of the
advanced notice for the drawbridge will be added to
subpart B of this part.
(1037)
§117.41 Maintaining drawbridges in the fully open
position.
(1038) (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.
(1039) (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
trafc, the drawbridge must be tended unless:
(1040) (1) Special operating requirements are established
in subpart B of this part for that drawbridge; or
(1041) (2) The drawbridge is remotely operated or
automated.
(1042)
§117.42 Remotely operated and automated draw-
bridges.
(1043) (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.
(1044) (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.
(1045)
§117.43 [Removed].
(1046)
§117.45 [Removed].
(1047)
§117.47 Clearance gauges.
(1048) (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.
(1049) (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).
(1050) 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.
(1051)
Note
(1052) Clearance gauge requirements, if any, for
drawbridges other than those referred to in this section
are listed in Subpart B under the appropriate bridge.
72 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1053)
§117.49 Process of violations.
(1054) (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.
(1055) (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).
(1056)
Subpart B–Specific Requirements
(1057)
§117.51 General.
(1058) 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.
(1059)
§117.53 [Removed].
(1060)
§117.55 Posting of requirements.
(1061) (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.
(1062) (b) The signs shall be of sufcient size and so located
as to be easily read at any time from an approaching
vessel.
(1063) (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 notied.
(1064)
§117.57 [Removed].
(1065)
§117.59 Special requirements due to hazards.
(1066) For the duration of occurrences hazardous to safety
or navigation, such as oods, 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.
(1067)
§117.261 Atlantic Intracoastal Waterway from St.
Marys River to Key Largo.
(1068) (a) General. Public vessels of the United States and
tugs with tows must be passed through the drawspan of
each drawbridge listed in this section at any time.
(1069) (b) [Reserved]
(1070) (c) [Reserved]
(1071) (d) Bridge of Lions (SR A1A) bridge, mile 777.9 at
St. Augustine. The draw shall open on signal; except that,
from 7 a.m. to 6 p.m. the draw need open only on the
hour and half hour; however, the draw need not open at 8
a.m., 12 noon, and 5 p.m. Monday through Friday except
federal holidays. From 7 a.m. to 6 p.m. on Saturdays,
Sundays and federal holidays the draw need only open
on the hour and half hour.
(1072) (e)–(g) [Reserved]
(1073) (h) George Musson/Coronado Beach (SR 44) bridge,
mile 845 at New Smyrna Beach. The George Musson/
Coronado Beach (SR 44) bridge, mile 845, shall open on
signal, except that from 7 a.m. to 7 p.m., the draw shall
open on the hour and half-hour, seven days a week.
(1074) (i) [Reserved]
(1075) (j) NASA Railroad bridge, mile 876.6 at Kennedy
Space Center.
(1076) (1) The draw is not constantly tended.
(1077) (2) The draw is normally in the fully open position
displaying ashing green lights to indicate that vessels
may pass.
(1078) (3) When a train approaches the bridge, it stops and
the operator initiates a command to lower the bridge.
The lights go to ashing red and the draw lowers and
locks, providing scanning equipment reveals nothing
under the draw. The draw remains down until a manual
raise command is initiated, or will raise automatically 5
minutes after the intermediate track circuit is no longer
occupied by a rail car.
(1079) (4) After the train has cleared, the draw opens and
the lights return to ashing green.
(1080) (k) [Reserved]
(1081) (l) [Reserved]
(1082) (m) [Reserved]
(1083) (n) A1A North Causeway Bridge, mile 964.8 at Fort
Pierce. The draw shall open on the hour and half-hour.
(1084) (o) [Reserved]
(1085) (p) [Reserved]
(1086) (q) Indiantown Road bridge, mile 1006.2. The draw
shall open on the hour and half hour.
(1087) (r) Donald Ross bridge, mile 1009.3, at North Palm
Beach. The draw shall open on the hour and half hour.
(1088) (s) PGA Boulevard bridge, mile 1012.6 at North
Palm Beach. The draw shall open on the hour and on the
half hour.
(1089) (t) Parker (US–1) bridge, mile 1013.7, at Riviera
Beach. The draw shall open on the quarter and three-
quarter hour.
(1090) (u) Flagler Memorial (SR A1A) Bridge, mile 1021.8,
at West Palm Beach. (1) The draw shall open on the
quarter and three-quarter hour.
(1091) (2) When the security zone is enforced, the draw is
allowed to remain closed to navigation from 2:15 p.m. to
5:30 p.m. with the exception of a once an hour opening at
2:15 p.m., 3:15 p.m., 4:15 p.m. and 5:15 p.m., weekdays
only, if vessels are requesting an opening. At all other
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 73
times the draw shall open on the quarter and three-quarter
hour.
(1092) (v) Royal Park (SR 704) Bridge, mile 1022.6, at West
Palm Beach. (1) The draw shall open on the hour and
half-hour.
(1093) (2) When the security zone is enforced, the draw is
allowed to remain closed to navigation from 2:15 p.m. to
5:30 p.m. with the exception of a once an hour opening at
2:30 p.m., 3:30 p.m., 4:30 p.m. and 5:30 p.m., weekdays
only, if vessels are requesting an opening. At all other
times the draw shall open on the hour and half-hour.
(1094) (w) Southern Boulevard (SR 700/80) Bridge, mile
1024.7, at West Palm Beach. (1) The draw shall open on
the quarter and three-quarter hour.
(1095) (2) When the security zone is enforced, the draw may
be closed without advance notice to permit uninterrupted
transit of dignitaries across the bridge. At all other times
the bridge shall open on the quarter and three-quarter hour,
or as directed by the on-scene designated representative.
(1096) (x) Ocean Avenue bridge, mile 1031.0, at Lantana.
The draw shall open on the hour and half-hour.
(1097) (y) Ocean Avenue bridge, mile 1035.0, at Boynton
Beach. The draw shall open on the hour and half-hour.
(1098) (z) [Reserved]
(1099) (z-1) Atlantic Avenue (SR 806) bridge, mile 1039.6,
at Delray Beach. The draw shall open on the quarter and
three-quarter hour.
(1100) (z-2) Linton Boulevard bridge, mile 1041.1, at
Delray Beach. The draw shall open on the hour and half-
hour.
(1101) (z-3) Spanish River bridge, mile 1044.9, at Boca
Raton. The draw shall open on the hour and half-hour.
(1102) (aa) Palmetto Park bridge, mile 1047.5, at Boca
Raton. The draw shall open on the hour and half-hour.
(1103) (aa-1) Boca Club, Camino Real bridge, mile 1048.2,
at Boca Raton. The draw shall open on the hour, twenty
minutes past the hour and forty minutes past the hour.
(1104) (bb) Broward County (1) Hillsboro Boulevard
bridge (SR 810), mile 1050.0 at Deereld Beach. The
draw shall open on the hour and half-hour.
(1105) (2) NE 14th Street bridge, mile 1055.0 at Pompano.
The draw shall open on the quarter-hour and three-quarter
hour.
(1106) (3) Atlantic Boulevard (SR 814) bridge, mile 1056.0
at Pompano. The draw shall open on the hour and half-
hour.
(1107) (4) Commercial Boulevard (SR 870) bridge, mile
1059.0, at Lauderdale-by-the-Sea. The draw shall open
on the hour and half-hour.
(1108) (5) Oakland Park Boulevard bridge, mile 1060.5 at
Fort Lauderdale. The draw shall open on the quarter-hour
and three-quarter hour.
(1109) (6) East Sunrise Boulevard (SR 838) bridge, mile
1062.6, at Fort Lauderdale. The draw shall open on the
hour and half-hour. On the rst weekend in May, the draw
need not open from 4 p.m. to 6 p.m. on Saturday and
Sunday, and, on the rst Saturday in May, the draw need
not open from 9:45 p.m. to 10:45 p.m.
(1110) (7) East Las Olas bridge, mile 1064 at Fort
Lauderdale. The draw shall open on the quarter-hour
and three-quarter hour. On the rst weekend in May, the
draw need not open from 4 p.m. to 6 p.m. on Saturday
and Sunday, and, on the rst Saturday in May, the draw
need not open from 9:45 p.m. to 10:45 p.m.
(1111) (8) SE 17th Street (Brooks Memorial) bridge, mile
1065.9 at Fort Lauderdale. The draw shall open on the
hour and half hour.
(1112) (9) Dania Beach Boulevard bridge, mile 1069.4 at
Dania Beach. The draw shall open on the hour and half-
hour.
(1113) (10) Sheridan Street bridge, mile 1070.5, at Fort
Lauderdale. The draw shall open on the quarter-hour and
three-quarter hour.
(1114) (11) Hollywood Beach Boulevard (SR 820) bridge,
mile 1072.2 at Hollywood. The draw shall open on the
hour and half-hour.
(1115) (12) Hallandale Beach Boulevard (SR 824) bridge,
mile 1074.0 at Hallandale. The draw shall open on the
quarter-hour and three-quarter hour.
(1116) (cc)-(kk) [Reserved]
(1117) (ll) N.E. 163rd Street (SR826) bridge, mile 1078.0 at
Sunny Isles. The draw shall open on signal; except that,
from 7 a.m. to 6 p.m. on Monday through Friday except
federal holidays, and from 10 a.m. to 6 p.m. on Saturdays,
Sundays, and federal holidays, the draw need open only
on the quarter-hour and three-quarter-hour.
(1118) (mm) Broad Causeway bridge, mile 1081.4 at Bay
Harbor Islands. The draw shall open on signal; except
that, from 8 a.m. to 6 p.m., the draw need open only on
the quarter-hour and three-quarter-hour.
(1119) (mm-1) West 79th Street Bridge. The draw of the
West 79th Street Bridge, at Miami, Florida will open on
signal, except that from 7 a.m. to 7 p.m. Monday through
Friday, except Federal holidays, the draw need only open
on the hour and half hour.
(1120) (nn) West 79th Street Bridge, mile 1084.6, at Miami,
Florida. The draw shall operate as follows:
(1121) (1) Monday through Friday (except on Federal
holidays):
(1122) (i) 7 a.m. to 10 a.m. the draw need only open on the
hour.
(1123) (ii) 10 a.m. to 4 p.m. the draw need only open on the
hour and half hour.
(1124) (iii) 4 p.m. to 7 p.m. the draw need only open on the
hour.
(1125) (iv) 7 p.m. to 7 a.m. the draw shall open on signal.
(1126) (2) Saturday, Sunday, and Federal holidays the draw
shall open on signal.
(1127) (oo)-(pp) [Reserved].
(1128) (qq) [Reserved]
(1129) (rr)-(ss) [Reserved].
(1130) Editorial Note: For Federal Register citations
affecting §117.261, see the List of CFR Sections Affected,
which appears in the Finding Aids section of the printed
volume and at www.govinfo.gov.
74 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1131)
§117.263 Banana River.
(1132) (a) The draw of the Mathers (SR A-1-A) Bridge,
mile 0.5 at Indian Harbor Beach, shall open on signal;
except that, from 10 p.m. to 6 a.m. Monday through
Friday except Federal holidays, the draw shall open on
signal if at least two hours notice is given.
(1133) (b) The draw of the NASA Causeway bridge, mile
27.6 at Cape Canaveral, shall open on signal if at least
four hours notice is given to the NASA Security Ofce
by telephone or in person.
(1134)
§117.269 Biscayne Bay.
(1135) The Venetian Causeway Bridge (East), across
Miami Beach Channel. The draw shall open on signal,
except that from 7 a.m. to 7 p.m. daily, including Federal
holidays, the draw need only open on the hour and half
hour.
(1136)
§117.272 [Removed].
(1137)
§117.273 Canaveral Barge Canal.
(1138) (a) The drawspan of the Christa McAuliffe
Drawbridge, SR 3, mile 1.0, across the Canaveral Barge
Canal need only open daily for vessel trafc on the hour
and half-hour from 6 a.m. to 10 p.m.; except that from
6:15 a.m. to 8:15 a.m. and from 3:10 p.m. to 5:59 p.m.,
Monday through Friday, except Federal holidays, the
drawspan need not open. From 10:01 p.m. to 5:59 a.m.,
everyday, the drawspan must open on signal if at least 3
hours notice is given to the drawtender. The drawspan
must open as soon as possible for the passage of public
vessels of the United States and tugs with tows.
(1139) (b) The drawspans of the SR401 Drawbridges, mile
5.5 at Port Canaveral, must open on signal; except that,
from 6:30 a.m. to 8 a.m. and 3:30 p.m. to 5:15 p.m. Monday
through Friday except Federal holidays and from 11 a.m.
to 2 p.m. on Saturdays and Sundays, the drawspans need
not be opened for the passage of vessels. From 10 p.m.
to 6 a.m., the drawspans must open on signal if at least
three hours notice is given. The drawspans must open as
soon as possible for the passage of public vessels of the
United States and tugs with tows.
(1140)
§117.289 Hillsboro Inlet.
(1141) The drawspans of the SR A-1-A Drawbridge, mile
0.3 at Hillsboro Beach, must open on signal; except that,
from 7 a.m. to 6 p.m., the drawspan need be opened only
on the hour, quarter-hour, half-hour, and three-quarter
hour. Public vessels of the United States and tugs with
tows must be passed at anytime.
(1142) §117.293 Indian Creek.
(1143) The draw of the 63rd Street Bridge across Indian
Creek, mile 4.0 at Miami Beach, FL, shall open on signal
except that:
(1144) (a) Each day from 7 a.m. to 7 p.m., except Federal
holidays, the draw need open only on the hour and half-
hour;
(1145) (b) From 7:10 a.m. to 9:55 a.m. and 4:05 p.m. to 6:59
p.m., Monday through Friday except Federal holidays,
the draw need not open for the passage of vessels.
(1146) (c) In February of each year during the period
seven days prior to the City of Miami Beach Yacht and
Brokerage Show and the four days following the show,
from 10 a.m. to 4 p.m., the bridge need not open except
for 10 minutes at the top of the hour. At all other times
the bridge shall operate on its normal schedule.
(1147)
§117.295 Kissimmee River. [Removed]
(1148)
§117.299 Loxahatchee River.
(1149) The draw of the Florida East Coast Railway Bridge
across the Loxahatchee River, mile 1.2 at Jupiter, operates
as follows:
(1150) (a) The bridge is not constantly tended.
(1151) (b) The draw is normally in the fully open position,
displaying ashing green lights to indicate that vessels
may pass.
(1152) (c) When a train approaches, the lights go to ashing
red and a horn starts four blasts, pauses, and then continues
four blasts. After an eight minute delay, the draw lowers
and locks, providing the scanning equipment reveals
nothing under the draw. The draw remains down for a
period of eight minutes or while the approach track circuit
is occupied.
(1153) (d) After the train has cleared, the draw opens and
the lights return to ashing green.
(1154)
§117.304 Miami Beach Channel.
(1155) The draw of the East 79th Street Bridge, mile 2.20, at
Miami Beach, Florida. The draw shall operate as follows:
(1156) (a) Monday through Friday (except on Federal
holidays):
(1157) (1) 7 a.m. to 10 a.m. the draw need only open on the
hour.
(1158) (2) 10 a.m. to 4 p.m. the draw need only open on the
hour and half hour.
(1159) (3) 4 p.m. to 7 p.m. the draw need only open on the
hour.
(1160) (4) 7 p.m. to 7 a.m. the draw shall open on signal.
(1161) (b) Saturday, Sunday, and Federal holidays the draw
shall open on signal.
(1162)
§117.305 Miami River.
(1163) (a) General. Public vessels of the United States,
tugs, tugs with tows, and vessels in a situation where a
delay would endanger life or property shall, upon proper
signal, be passed through the draw of each bridge listed
in this section at any time.
(1164) (b) The draws of the S.W. First Street Bridge, mile
0.9, up to and including the N.W. 27th Avenue Bridge,
mile 3.7 at Miami, shall open on signal; except that, from
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 75
7:35 a.m. to 8:59 a.m. and 4:45 p.m. to 5:59 p.m., Monday
through Friday, except Federal holidays, the draws need
not open for the passage of vessels.
(1165) (c) The draws of the Miami Avenue Bridge, mile 0.3,
and the S.W. Second Avenue Bridge, mile 0.5, at Miami,
shall open on signal; except that, from 7:35 a.m. to 8:59
a.m., 12:05 p.m. to 12:59 p.m. and 4:35 p.m. to 5:59
p.m., Monday through Friday, except Federal holidays,
the draws need not open for the passage of vessels.
(1166) (d) The draw of the Brickell Avenue Bridge, mile
0.1, at Miami, shall open on signal; except that, from 7
a.m. to 7 p.m., Monday through Friday except Federal
holidays, the draw need open only on the hour and half-
hour. From 7:35 a.m. to 8:59 a.m., 12:05 p.m. to 12:59
p.m. and 4:35 p.m. to 5:59 p.m., Monday through Friday
except Federal holidays, the draw need not open for the
passage of vessels.
(1167)
§117.307 Miami River, North Fork.
(1168) The draw of the FDOT Railroad Bridge, mile 5.3 at
Miami, shall open on signal if at least 48-hour notice is
given to CSX System Operating Headquarters 800-232-
0144.
(1169)
§117.309 [Removed].
(1170)
§117.313 New River.
(1171) (a) The draw of the S.E. Third Avenue bridge, mile
1.4 at Fort Lauderdale shall open on signal; except that,
from 7:30 a.m. to 9 a.m. and 4:30 p.m. to 6 p.m., Monday
through Friday, except Federal holidays the draw need
not open. Public vessels of the United States, tugs with
tows, and vessels in distress shall be passed at any time.
(1172) (b) The draw of the Andrews Avenue bridge, mile
2.3 at Fort Lauderdale, shall open on signal; except that,
from 7:30 a.m. to 9 a.m. and 4:30 p.m. to 6 p.m., Monday
through Friday, except Federal holidays, the draw need
not open. The draw need not open for inbound vessels
when the draw of the Florida East Coast Railroad bridge,
mile 2.5 at Fort Lauderdale is in the closed position for
the passage of a train. Public vessels of the United States,
tugs with tows, and vessels in distress shall be passed at
any time.
(1173) (c) The draw of the Florida East Coast (FEC)
Railroad Bridge across the New River, mile 2.5, at Fort
Lauderdale shall operate as follows:
(1174) (1) The drawbridge shall be maintained in the fully
open-to navigation position for vessels at all times, except
during periods when it is closed for the passage of rail
trafc, inspections, and to perform periodic maintenance
authorized in accordance with subpart A of this part.
(1175) (2) The drawbridge shall not be closed to navigation
for more than 60 consecutive minutes.
(1176) (3) Notwithstanding paragraph (c)(1) of this section,
the drawbridge shall open and remain open to navigation
for a xed 10-minute period each hour from 5 a.m. to
11:59 p.m., except that the drawbridge shall be open at
the following times which shall serve as the hourly xed
10-minute period:
(1177)
Table 1: 7 a.m. until 7:10 a.m.
8 a.m. until 8:10 a.m.
4 p.m. until 4:10 p.m.
6 p.m. until 6:10 p.m.
10 p.m. until 10:10 p.m.
(1178) (i) Additionally, in each hour from 12:00 p.m. to
2:59 p.m., the drawbridge shall open and remain open to
navigation for an additional 10-minute period.
(1179) (ii) The 10-minute opening periods shall be
published on a quarterly basis by the drawbridge owner
and reected on the drawbridge owner’s website and
mobile application.
(1180) (4) The drawbridge shall have a drawbridge tender
onsite at all times who is capable of physically tending and
operating the drawbridge by local control, if necessary, or
when ordered by the Coast Guard.
(1181) (i) The drawbridge tender shall provide estimated
times of drawbridge openings and closures, upon request.
(1182) (ii) Operational information will be provided 24
hours a day on VHF–FM channels 9 and 16 or by telephone
at (305) 889–5572. Signs shall be posted visible to marine
trafc and displaying VHF radio contact information,
website and application information, and the telephone
number for the bridge tender.
(1183) (5) In the event of a drawbridge operational failure,
or other emergency circumstances impacting normal
drawbridge operations, the drawbridge owner shall
immediately notify the Coast Guard Captain of the Port
Miami and provide an estimated time of repair and return
to normal operations.
(1184) (6) A drawbridge log shall be maintained including
drawbridge opening and closing times. The drawbridge
log should include reasons for those drawbridge closings
that interfere with scheduled openings in this section. This
drawbridge log shall be maintained by the drawbridge
owner and upon request, be provided to the Coast Guard.
(1185) (7) A website and mobile application shall be
maintained by the drawbridge owner and publish:
(1186) (i) Drawbridge opening times required by this
paragraph (c);
(1187) (ii) Timely updates to schedules; including but not
limited to impacts due to emergency circumstances,
repairs, and inspections;
(1188) (iii) At least 24-hour advance notice for each schedule
in order to facilitate planning by maritime operators; and
(1189) (iv) To the extent reasonably practicable, at least
60-minutes advance notice of schedule changes or delays.
(1190) (8) The drawbridge shall display the following
lights:
(1191) (i) When the drawbridge is in the fully open position,
green lights shall be displayed to indicate that vessels
may pass.
76 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1192) (ii) When rail trafc approaches the block signal, the
lights shall go to ashing red, then the drawbridge lowers
and locks, and the lights shall remain ashing red.
(1193) (iii) After the rail trafc has cleared the drawbridge,
the drawbridge shall open and the lights return to green.
(1194) (9) The bridge shall remain open to maritime trafc
when trains are not crossing.
(1195) (d) [Reserved]
(1196) (e) The draw of the Marshal (Seventh Avenue)
bridge, mile 2.7 at Fort Lauderdale shall open on signal;
except that, from 7:30 a.m. to 9 a.m. and 4:30 p.m. to 6
p.m., Monday through Friday, except Federal holidays,
the draw need not open. Public vessels of the United
States, tugs with tows, and vessels in distress shall be
passed at any time.
(1197)
§117.315 New River, South Fork.
(1198) (a) The draw of the Davie Boulevard (SW. Twelfth
Street) bridge, mile 0.9 at Fort Lauderdale shall open on
signal; except that, from 7:30 a.m. to 9 a.m. and 4:30
p.m. to 6 p.m., Monday through Friday, except Federal
holidays, the draw need not open. Public vessels of the
United States, tugs with tows, and vessels in distress shall
be passed at any time.
(1199) (b) The draw of the SR84 bridge, mile 4.4 at Fort
Lauderdale, shall open on signal if at least 24 hours notice
is given. Public vessels of the United States, regularly
scheduled cruise vessels, tugs with tows, and vessels
in distress shall be passed through the draw as soon as
possible.
(1200)
§117.317 Okeechobee Waterway.
(1201) (a) Exempt Vessels. This term means public vessels
of the United States and tugs with tows.
(1202) (b) Evans Crary (SR A1A) bridge, mile 3.4 at Stuart.
The draw shall open on signal; except that from December
1 through May 1, from 7 a.m. to 6 p.m., Monday through
Friday, except federal holidays, the draw need open only
on the hour and half-hour. On Saturdays, Sundays, and
federal holidays, December 1, through May 1, from 8
a.m. to 6 p.m., the draw need open only on the hour, 20
minutes after the hour, and 40 minutes after the hour.
Exempt vessels shall be passed at any time.
(1203) (c) Florida East Coast Railroad bridge, mile 7.4 at
Stuart. The draw shall operate as follows:
(1204) (1) The bridge is not constantly tended.
(1205) (2) The draw is normally in the fully open position,
displaying ashing green lights to indicate that vessels
may pass.
(1206) (3) When a train approaches the bridge, the
navigation lights go to ashing red and a horn sounds
four blasts, pauses, and then repeats four blasts. After an
eight minute delay, the draw lowers and locks, providing
the scanning equipment reveals nothing under the draw.
The draw remains down for a period of eight minutes or
while the approach track circuit is occupied.
(1207) (4) After the train has cleared, the draw opens and
the lights return to ashing green.
(1208) (d) The SR 707 (Dixie Highway) Bridge, mile 7.5
at Stuart, shall open on signal; except when the adjacent
railroad bridge is in the closed position, the draw need
not open. The draw must open immediately upon opening
of the railroad bridge to pass all accumulated vessels
requesting an opening.
(1209) (e) Seaboard System Railroad bridge, mile 28.2 at
Indiantown. The draw of the CSX Railroad Bridge, mile
28.2 at Indiantown, FL, shall operate as follows:
(1210) (1) The swing bridge is not tendered locally, but will
be monitored and operated by a remote operator.
(1211) (2) Marine radio communication shall be maintained,
by the remote operator, with mariners near the bridge
for the safety of navigation. Visual monitoring of the
waterway shall be maintained with the use of cameras.
Detection sensors shall be installed for the detection of
vessels entering the radius of the swing span of the bridge
while in operation.
(1212) (3) From 7 a.m. to 7 p.m., the bridge will be
maintained in the open to navigation position and will
display green lights to indicate that the span is fully open.
(1213) (4) When a train approaches, the remote operator
shall monitor for vessels in the vicinity of the bridge.
Provided the sensors do not detect a vessel entering the
swing radius of the bridge, the operator shall initiate the
closing sequence, which includes the sounding of a horn.
The span will remain in the closed position for the entire
time the track circuit is occupied displaying red lights.
(1214) (5) After the train has cleared the track circuit, the
span shall open and green lights will be displayed.
(1215) (6) From 7 p.m. to 7 a.m., the bridge will be in the
closed to navigation position and will open if at least a
three hour advance notice is requested via marine radio
channel 9 VHF or telephone (813) 677–3974.
(1216) (7) The bridge shall not be operated from the remote
location in the following events: Failure or obstruction of
the detection sensors, remote actuation systems, cameras,
or marine radio communications, or when directed by the
Coast Guard. In these situations, a bridge operator must
be onsite and locally operate the bridge.
(1217) (f) Florida East Coast Railroad bridge, mile 38.0, at
Port Mayaca.
(1218) (1) The bridge is not constantly tended.
(1219) (2) The draw is normally in the fully open position,
displaying ashing green lights to indicate that vessels
may pass.
(1220) (3) When a train approaches the bridge, it will
stop and a crew member will observe the waterway for
approaching vessels, which will be allowed to pass. Upon
manual signal, the bridge lights will go to ashing red,
and the horn will sound four blasts, pause, then repeat
four blasts, then the draw will lower and lock, providing
scanning equipment reveals nothing under the span.
(1221) (4) After the train has cleared, the draw will open,
and the lights will return to ashing green.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 77
(1222) (g) Belle Glade Dike (SR 71) bridge, mile 60.7
between Torry Island and Lake Shore. The draw shall
open on signal from 7 a.m. to 6 p.m. Monday through
Thursday, and from 7 a.m. to 7 p.m. Friday through
Sunday. At all other times, the draw need not be opened
for passage of vessels.
(1223) (h) Seaboard System Railroad bridge, mile 78.3 at
Moore Haven. The draw shall open on signal; except that,
from 10 p.m. to 6 a.m. the draw need not be opened for
the passage of vessels.
(1224) (i) Highway bridges at Moore Haven (mile 78.4),
La Belle (mile 103.0), Denaud (mile 108.2), Alva (mile
116.0), and Olga (mile 126.3). The draws shall open on
signal; except that, from 10 p.m. to 6 a.m. the draws shall
open on signal if at least three hours notice is given.
(1225) (j) Caloosahatchee River Bridge (SR 29), Mile 103,
Labelle, Florida. The Caloosahatchee River bridge (SR
29), mile 103, shall open on signal, except that from 7
a.m. to 9 a.m. and from 4 p.m. to 6 p.m., Monday through
Friday, except Federal holidays, the bridge need not open.
Exempt vessels shall be passed at any time.
(1226)
§117.319 Oklawaha River.
(1227) (a) The draw of the Sharpes Ferry (SR 40) bridge,
mile 55.1 shall open on signal if at least three hours notice
is given.
(1228) (b) The draw of the Moss Bluff (SR464) bridge, mile
66.0, need not open for the passage of vessels.
(1229) (c) The draw of the Muclan Farms bridge, mile 63.9,
need not open for the passage of vessels.
(1230)
§117.324 Rice Creek.
(1231) The CSX Railroad Swing Bridge, mile 0.8, in
Putnam County, FL. shall open with a 24-hour advance
notice to CSX at 1–800–232–0142.
(1232)
§117.325 St. Johns River.
(1233) (a) The drawspan for the Main Street (US1/SR 90)
drawbridge, mile 24.7 at Jacksonville, must open on
signal except that, from 7 a.m. to 8:30 a.m. and from
4:30 p.m. to 6 p.m., Monday through Saturday except
Federal holidays, the drawspan need not be opened for
the passage of vessels.
(1234) (b) The draw of the Florida East Coast automated
railroad bridge, mile 24.9, shall operate as follows:
(1235) (c) The draw for the Buffalo Bluff CSX automated
Railroad Bridge, St. Johns River, mile 94.5 at Satsuma,
Putnam County, FL shall operate as follows: (1) The
bridge is not tendered locally, but will be operated and
monitored by a remote tender. (2) The bridge shall have
local and mechanical override capabilities over the
remote operation. (3) Marine radio communication shall
be maintained with mariners near the bridge for the safety
of navigation. Visual monitoring of the waterway shall
be maintained with the use of cameras and the detection
of vessels under the span shall be accomplished with
detection sensors. (4) The span is normally in the fully
open position and will display green lights to indicate that
the span is fully open. (5) When a train approaches, the
remote tender shall monitor for vessels approaching the
bridge. The remote tender shall warn approaching vessels
via marine radio, channel 9 VHF of a bridge lowering.
The remote tender may also be contacted via telephone
at (386) 649–8538. (6) Provided the sensors do not detect
a vessel under the span, the tender shall initiate the span
lowering sequence, which includes the sounding of a horn
and the displaying of red lights. The span will remain in
the down position for a minimum of eight minutes or for
the entire time the approach track circuit is occupied. (7)
After the train has cleared the bridge track circuit, the
span shall open and the green lights will be displayed.
(1236) (1) The bridge shall be constantly tended and have
a mechanical override capability for the automated
operation. A radiotelephone shall be maintained at the
bridge for the safety of navigation.
(1237) (2) The draw is normally in the fully open position,
displaying ashing green lights to indicate that vessels
may pass.
(1238) (3) When a train approaches, large signs on both
the upstream and downstream sides of the bridge ash
“Bridge Coming Down,” the lights go to ashing red, and
siren signals sound. After an eight minute delay, the draw
lowers and locks if there are no vessels under the draw.
The draw remains down for a period of eight minutes or
while the approach track circuit is occupied.
(1239) (4) After the train has cleared, the draw opens and
the lights return to ashing green.
(1240)
§117.329 St. Marys River.
(1241) The draws of US17 bridge, mile 23.0, and the
Seaboard System Railroad bridge, mile 23.1, both at
Kingsland, shall open on signal if at least 48 hours notice
is given.
(1242)
§117.331 Snake Creek.
(1243) The draw of the Snake Creek Bridge, at Islamorada,
Florida, will open on signal, except that from 7 a.m. to 6
p.m., the draw need open only on the hour.
(1244)
§117.335 Taylor Creek.
(1245) The draw of US441 bridge, mile 0.3 at Okeechobee,
shall open on signal if at least two hours notice is given.
(1246)
§117.337 Trout River.
(1247) The draw of the CSX Railroad Bridge across the
Trout River, mile 0.9 at Jacksonville, operates as follows:
(1248) (a) The bridge is not tended.
(1249) (b) The draw is normally in the fully open position,
displaying green lights to indicate that vessels may pass.
(1250) (c) As a train approaches, provided the scanners do
not detect a vessel under the draw, the lights change to
ashing red and a horn continuously sounds while the
draw closes. The draw remains closed until the train
passes.
78 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1251) (d) After the train clears the bridge, the lights continue
to ash red and the horn again continuously sounds while
the draw opens, until the draw is fully open and the lights
return to green.
(1252)
§117.351 Altamaha River.
(1253) (a) The draws of all bridges, except the Seaboard
System Railroad bridge, mile 59.4 at Doctortown, shall
open on signal if at least 24 hours notice is given.
(1254) (b) The draw of the Seaboard System Railroad
bridge, mile 59.4 at Doctortown, shall open on signal if
at least seven days notice is given.
(1255)
§117.353 Atlantic Intracoastal Waterway, Savannah
River to St. Marys River.
(1256) (a) General. Public vessels of the United States
and tugs with tows must, upon proper signal, be passed
through the drawspan of each drawbridge in this section
at anytime.
(1257) (b) [Reserved]
(1258) (c) Skidaway Bridge, SR 204, mile 592.9 near
Savannah. The draw will open as necessary on the hour
from 7 a.m. to 9 a.m. (7, 8, and 9 a.m.) and on the half-
hour between 4:30 p.m. to 6:30 p.m. (4:30, 5:30, and
6:30 p.m.), daily; Monday through Friday except Federal
holidays. The draw shall open at any time for Public
vessels of the United States, tugs with tows, and vessels in
distress. At all other times, the draw will open on signal.
(1259)
§117.363 Ocmulgee River.
(1260) The draws of each bridge shall open on signal if at
least 24 hours notice is given.
(1261)
§117.365 Oconee River.
(1262) The draw of the SR46 bridge, mile 44.3 near
Soperton, shall open on signal if at least 24 hours notice
is given.
(1263)
§117.369 Satilla River.
(1264) The draw of the Seaboard System Railroad bridge,
mile 25.7 at Woodbine, shall open on signal if at least 24
hours notice is given.
(1265)
§117.371 Savannah River.
(1266) (a) The draw of the Houlihan (US 17) Bridge, mile
21.6 at Port Wentworth, Georgia, shall open if at least a 24-
hour advance notice is given. Openings can be arranged
by contacting Georgia Department of Transportation
Savannah Area Ofce at 1–912–651–2144.
(1267) (b) The draw of the CSX Transportation Railroad
Bridge, mile 27.4 near Hardeeville, South Carolina, shall
open if at least a 24-hour advance notice is given. Openings
can be arranged by contacting CSX Transportation at
1–800–232–0144.
(1268) (c) The draw of the CSX Transportation railroad
bridge, mile 60.9, near Clyo, Georgia, shall open on signal
if at least 48 hours advance notice is given. Openings
can be arranged by contacting CSX Transportation on
Channel 16 VHF or by telephone at 1-800-232-0146.
VHF radiotelephone communications will be maintained
at the dispatcher’s ofce in Savannah, Georgia.
(1269) (d) The draw of the Seaboard System Railroad
bridge, mile 195.4 near Augusta, shall open on signal if
at least three hours notice is given.
(1270)
§117.373 St. Marys River.
(1271) See §117.329, St. Marys River, listed under Florida.
(1272)
§117.820 Atlantic Intracoastal Waterway (Alternate
Route), Great Dismal Swamp Canal.
(1273) The draw of the Great Dismal Swamp Canal Bridge,
mile 28.0 at South Mills, NC, shall operate as follows:
(1274) (a) The draw shall remain in the open position for
navigation. The draw shall only be closed for pedestrian
crossings or periodic maintenance authorized in
accordance with Subpart A of this part.
(1275) (b) The bridge shall be operated by the Park Service
Rangers at the Great Dismal Swamp Visitors Center.
Operational information will be provided 24 hours a day
on marine channel 13.
(1276) (c) The bridge shall not be operated when the
operator's visibility is impaired.
(1277) (d) Before the bridge closes for any reason, the
operator will monitor waterway trafc in the area.
The bridge shall only be closed if the operator's visual
inspection shows that the channel is clear and there are no
vessels transiting in the area. While the bridge is moving,
the operator shall maintain constant surveillance of the
navigation channel.
(1278) (e) Before closing the draw, the horn will sound ve
short blasts. Five short blasts of the horn will continue
until the bridge is seated and locked down to vessels.
(1279) (f) When pedestrian trafc has cleared, the horn will
sound one prolonged blast followed by one short blast to
indicate the draw is opening to vessel trafc.
(1280)
§117.821 Atlantic Intracoastal Waterway, Alber-
marle Sound to Sunset Beach.
(1281) (a) The drawbridges across the Atlantic Intracoastal
Waterway in North Carolina shall open on signal for
commercial vessels at all times and on signal for pleasure
vessels, except at the times and during the periods
specied in this paragraph:
(1282) (1) Onslow Beach Swing Bridge, mile 240.7, at Cap
Lejeune, NC, between 7 a.m. and 7 p.m., the draw need
only open on the hour and half-hour.
(1283) (2) S.R. 50 Bridge, mile 260.7, at Surf City, NC,
between 7 a.m. and 7 p.m., the draw need only open on
the hour.
(1284) (3) Figure Eight Swing Bridge, mile 278.1, at Scotts
Hill, NC, the draw need only open on the hour and half-
hour.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 79
(1285) (4) S.R. 74 Bridge, mile 283.1, at Wrightsville
Beach, NC, between 7 a.m. and 7 p.m., the draw need
only open on the hour; except that from 7 a.m. to 9 a.m.
on the second Saturday of July of every year, from 7 a.m.
to 11 a.m. on the third and fourth Saturday of September
of every year, and from 7 a.m. to 10:30 a.m. on the last
Saturday of October of every year or the rst or second
Saturday of November of every year, the draw need not
open for vessels due to annual races.
(1286) (5) S.R. 1172 Bridge, mile 337.9, at Sunset Beach,
NC, shall open on the hour on signal between 7 a.m. to 9
p.m.
(1287) (b) If a pleasure vessel is approaching a drawbridge
which is only required to open on the hour or on the
hour and half hour, and cannot reach the drawbridge on
the hour or on the half hour, drawtender may delay the
required opening up to 10 minutes past the hour or half
hour.
(1288)
§117.822 Cape Fear River.
(1289) The draw of the Cape Fear Memorial Bridge, mile
26.8, at Wilmington need not open for the passage of
vessels from 7 a.m. to 9 a.m. on the second Saturday
of July of every year, and from 7 a.m. to 11 a.m. on the
rst or second Sunday of November of every year to
accommodate annual races.
(1290)
§117.823 Gallants Channel.
(1291) The draw of the US 70 bridge, mile 0.1, at Beaufort,
shall open as follows:
(1292) (a) From 6 a.m. to 10 p.m., the draw need only open
on the hour and on the half-hour; except that Monday
through Friday the bridge need not open between the
hours of 6:30 a.m. to 8 a.m. and 4:30 p.m. to 6 p.m.
(1293) (b) From 10 p.m. to 6 a.m., the bridge shall open on
signal.
(1294)
§117.824 Neuse River.
(1295) (a) The draw of the Atlantic and East Carolina
Railway bridge, mile 80.0, at Kinston shall open on signal
if at least 24 hours notice is given.
(1296)
§117.825 Newport River.
(1297) The draw of the Atlantic and East Carolina Railway
bridge, mile 13.0 at Newport, need not be opened for the
passage of vessels.
(1298)
§117.829 Northeast Cape Fear River.
(1299) (a) The draw of the Isabel S. Holmes Bridge, at
mile 1.0, at Wilmington, North Carolina will operate as
follows:
(1300) (1) The draw will be closed to pleasure craft from
6 a.m. to 6 p.m. every day except at 10 a.m. and 2 p.m.
when the draw will open for all waiting vessels.
(1301) (2) The draw will open on signal for Government
and commercial vessels at all times.
(1302) (3) The draw will open for all vessels on signal from
6 p.m. to 6 a.m.
(1303) (4) From 7 a.m. to 9 a.m. on the second Saturday of
July of every year, from 12 p.m. to 11:59 p.m. on the last
Saturday of October or the rst or second Saturday of
November of every year, and from 7 a.m. to 11 a.m. on
the rst or second Sunday of November of every year, the
draw need not open for vessels to accommodate annual
races.
(1304) (5) From 7 p.m. on February 1, 2020, through 12:01
a.m. on June 30, 2021, the draw will be maintained in
the closed-to-navigation position. The draw will open on
signal, if at least a twenty-four hour notice is given, for
scheduled openings at 6 a.m., 10 a.m., 2 p.m. and 7 p.m.;
except for bridge closures authorized in accordance with
(a)(4) of this section. The draw will open on signal, if at
least a twenty-four hour notice is given, for vessels unable
to transit through the bridge during a scheduled opening,
due to the vessel's draft; except for bridge closures
authorized in accordance with (a)(4) of this section.
(1305) (b) The CSX Hilton Railroad Bridge, mile 1.5 in
Wilmington, NC shall operate as follows:
(1306) (1) The draw of the bridge to be remotely operated
by the controller at the Navassa Railroad Bridge mile 34.0
across the Cape Fear River.
(1307) (2) The draw shall be left in the open position to
vessels and will only be closed for the passage of trains
and to perform periodic maintenance authorized in
accordance with Subpart A of this part.
(1308) (3) Trains shall be controlled so that any delay in
opening of the draw shall not exceed ten minutes except
as provided in 117.31(b).
(1309) (4) The CSX Hilton Railroad Bridge shall not be
operated by the controller at the CSX Navassa Railroad
in the event of failure or obstruction of the motion
sensors, laser scanners, video cameras or marine-radio
communications. In these situations, a bridge tender must
be called to operate the bridge on-site.
(1310) (5) When rail trafc has cleared, the horn will
automatically sound one prolonged blast followed by
one short blast to indicate that the CSX Hilton Railroad
Bridge is moving to the full open position to vessels.
During open span movement, the channel trafc lights
will ash red, until the bridge is in the full open position
to vessels. In the full open position to vessels, the bridge
channel trafc lights will ash green, allowing vessels to
pass safely.
(1311) (6) During closing span movement, the channel
trafc lights will ash red, the horn will sound ve short
blasts, and an audio voice-warning device will announce
bridge movement. Five short blasts of the horn will
continue until the bridge is seated and locked down.
When the bridge is seated and in the locked down position
to vessels, the channel trafc lights will continue to ash
red.
(1312) (c) The draw of the Seaboard System Railroad
Bridge across the Northeast Cape Fear River, mile 27.0,
80 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
at Castle Hayne, North Carolina shall open on signal if at
a least 4 hours notice is given.
(1313)
§117.831 Pamlico and Tar Rivers.
(1314) The draws of the US17-264 bridge, mile 37.2 at
Washington, and the Boyds Ferry bridge, mile 44.8 at
Grimesland, shall open on signal if at least 24 hours
notice is given. The bridge owners shall restore constant
attendance when so directed by the District Commander.
(1315)
§117.833 Pasquotank River.
(1316) (a) The draw of the Albermarle & Chesapeake railroad
bridge, mile 47.7, at Elizabeth City, North Carolina, shall
be maintained in the open position; the draw may close
only for the crossing of trains and maintenance of the
bridge. When the draw is closed, a bridgetender shall be
present to reopen the draw after the train has cleared the
bridge.
(1317) (b) The draw of the US 158 Highway Bridge, mile
50.7, at Elizabeth City, shall open on signal; except that
between 7 a.m. and 9 a.m., and 4 p.m. and 6 p.m., Monday
through Friday, the draw need open only at 7:30 a.m.,
8:30 a.m., 4:30 p.m., and 5:30 p.m. for any pleasure
vessels waiting to pass.
(1318)
§117.835 Perquimans River.
(1319) The draw of the US17 bridge, mile 12.0 at Hertford,
shall open on signal from 8 a.m. to midnight from April
1 through September 30 and from 10 a.m. to 10 p.m.
from October 1 through March 31. The draw need not be
opened at all other times.
(1320)
§117.837 Roanoke River.
(1321) The draw of the Seaboard System Railroad bridge,
mile 94.0 at Palmyra, need not be opened for the passage
of vessels.
(1322)
§117.841 Smith Creek.
(1323) The draw of the S117-S133 bridge, mile 1.5 at
Wilmington, need not open for the passage of vessels.
(1324)
§117.843 Trent River.
(1325) (a) The draw of the U.S. 70 Bridge, mile 0.0, at New
Bern:
(1326) (1) Shall open on the hour and the half hour from
6 a.m. to 10 p.m., except during the times authorized in
accordance with (a) (2) of this section.
(1327) (2) Shall remain closed from 7:30 a.m. to 8:30 a.m.
and from 4:30 p.m. to 6 p.m., Monday through Friday;
except holidays.
(1328) (3) Shall open on signal from 10 p.m. to 6 a.m.
(1329) (4) Shall open upon request at all times for vessels
as dened in § 117.31.
(1330)
§117.911 Atlantic Intracoastal Waterway, Little
River to Savannah River.
(1331) (a) General. Public vessels of the United States
and tugs with tows, upon proper signal, will be passed
through the drawspan of each drawbridge listed in this
section at any time.
(1332) (b) [Reserved]
(1333) (c) Ben Sawyer (SR703) bridge across Sullivan’s
Island Narrows, mile 462.2 between Sullivan’s Island and
Mount Pleasant. The draw shall open on signal, except
that the draw need not open from 7 a.m. to 9 a.m. and from
4 p.m. to 6 p.m. Monday through Friday except federal
holidays. On Saturdays, Sundays, and federal holidays,
from 9 a.m. to 7 p.m., the draw need open only on the
hour.
(1334) (d) SR 171/700 (Wappoo Cut) Bridge across Wappoo
Creek, mile 470.8, at Charleston, SC. The draw shall open
on signal; except that the draw need not open from 6 a.m.
to 9:29 a.m. and 3:31 p.m. to 7 p.m., Monday through
Friday, except Federal holidays. Between 9:30 a.m.
and 3:30 p.m., Monday through Friday, except Federal
holidays, the draw need open only once an hour on the
half hour.
(1335) (e) John Limehouse Bridge across the Stone River,
mile 479.3 at Johns Island. The draw of the John
Limehouse Bridge shall open on signal; except that the
draw need not open from 6:30 a.m. to 9 a.m. and from 4
p.m. to 6:30 p.m., Monday through Friday except Federal
holidays. Between 9 a.m. and 4 p.m., Monday through
Friday except Federal holidays, the draw need open only
on the hour and half-hour. The draw shall open as soon as
possible for the passage of tugs with tows, public vessels
of the United States and vessels in a situation where a
delay would endanger life or property.
(1336) (f) The Lady’s Island Bridge (Woods Memorial),
across the Beaufort River, Mile 536.0 at Beaufort. The
draw shall operate as follows:
(1337) (1) On Monday through Friday, except Federal
holidays:
(1338) (i) From 6:30 a.m. to 9 a.m. and 3 p.m. to 6 p.m., the
draw need not open to navigation; and,
(1339) (ii) Between 9 a.m. to 3 p.m., the draw need open
only on the hour.
(1340) (2) During the months of April, May, October, and
November from Monday through Friday, except Federal
holidays, the Lady’s Island Bridge (Woods Memorial)
shall operate as follows:
(1341) (i) From 7 a.m. to 9 a.m. and 4 p.m. to 6 p.m., the
draw need not open to navigation; and,
(1342) (ii) Between 9 a.m. to 4 p.m., the draw need open
only on the hour and half hour.
(1343) (3) At all other times the draw shall open on signal.
(1344)
§117.913 Ashepoo River.
(1345) The draw of the Seaboard System Railroad bridge,
mile 32.0 at Ashepoo, need not be opened for the passage
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 81
of vessels. However, the draw shall be returned to
operable condition within six months after notication
by the District Commander to do so.
(1346)
§117.915 Ashley River.
(1347) (a) The draws of the US17 Highway Bridges (Ashley
River Bridges), mile 2.4 and 2.5 at Charleston, SC shall
open on signal; except that, from 4 p.m. to 9 a.m. daily, the
draws shall open only if at least 12 hours notice is given.
The draws of either bridge shall open as soon as possible
for the passage of vessels in an emergency involving
danger to life or property.
(1348) (b) The draw of the Seaboard System Railroad
bridge, mile 12.0 near Drayton Hall, shall open on signal
from 7 a.m. to 11 p.m. From 11 p.m. to 7 a.m., the draw
shall open on signal if at least three hours notice is given.
(1349)
§117.917 Battery Creek.
(1350) The draw of the State highway bridge, mile 2.1
between Beaufort and Parris Island, shall open on signal
if at least 24 hours notice is given.
(1351)
§117.921 Broad River.
(1352) (a) The draw of the S170 bridge, mile 14.0 near
Beaufort, shall open on signal if at least 24 hours notice
is given.
(1353) (b) The draw of the Seaboard System Railroad
bridge, mile 17.0 near Whale Branch, shall open on signal
if at least 24 hours notice is given.
(1354)
§117.923 Congaree River.
(1355) The draw of the Southern Railway bridge, mile 4.3
at Moye’s Station, shall open on signal if at least 24 hours
notice is given.
(1356)
§117.925 Cooper River.
(1357) The draw of the Seaboard System Railroad bridge,
mile 42.8 near Cordesville, shall open on signal if at least
six hours advance notice is given.
(1358)
§117.927 Coosaw River (Whale Branch).
(1359) The draw of the Seaboard System Railroad bridge,
mile 5.3 at Seabrook, and the draw of the US21 bridge,
mile 7.0 at Beaufort, shall open on signal from 6 a.m. to
8 p.m. Monday through Friday if at least 24 hours notice
is given. At all other times, the draw need not be opened
for the passage of vessels.
(1360)
§117.929 Durham Creek.
(1361) The removable span of the Seaboard System Railroad
bridge, mile 1.7 at Bushy Park, shall be removed to allow
the passage of dredges and construction equipment if at
least 20 days notice is given. When notied by the City of
Charleston of an emergency in the Bushy Park Reservoir,
the span shall be removed as soon as possible to permit
the passage of dredges and construction equipment.
(1362)
§117.933 Pee Dee River.
(1363) The draws of the Seaboard System Railroad bridges,
mile 72.6 near Poston and mile 107.2 near Pee Dee, need
not be opened for the passage of vessels.
(1364)
§117.935 Rantowles Creek.
(1365) The draw of the Seaboard System Railroad bridge,
1.1 near Rantowles, need not be opened for the passage
of vessels.
(1366)
§117.936 Savannah River.
(1367) See §117.371, Savannah River, listed under
Georgia.
(1368)
§117.937 [Suspended]
(1369)
§117.938 Waccamaw River.
(1370) The draw of the Waccamaw Coast Line Railroad
bridge, mile 44.4 at Conway, shall open on signal; except
that from 8 a.m. to 6 p.m. Monday through Friday, the
draw shall open on signal if at least one hour notice is
given.
(1371)
§117.939 Wando River.
(1372) The draw of the S41 bridge, mile 10.0 near Cainhoy,
shall open on signal if at least 12 hours notice is given.
(1373)
§117.997 Atlantic Intracoastal Waterway, South
Branch of the Elizabeth River to the Albermarle and
Chesapeake Canal.
(1374) (a) The draw of the Belt Line Railroad Bridge,
mile 2.6, in Portsmouth and Chesapeake will operate as
follows:
(1375) (1) The bridge will be left in the open position at
all times and will only be lowered for the passage of
trains and to perform periodic maintenance authorized
in accordance with subpart A of this part.
(1376) (2) The bridge will be operated by the controller at
the Berkley Yard ofce.
(1377) (3) The controller will monitor waterway trafc in
the area of the bridge and directly beneath the bridge with
closed circuit cameras mounted on top of the bridge and
with surface navigational radar.
(1378) (4) When the bridge closes for any reason, the
controller will announce 30 minutes in advance, 15
minutes in advance, and immediately proceeding the
actual lowering, over marine channel 13, that the Belt
Line Railroad Bridge is closing for river trafc. In each of
these three announcements, the bridge/train controller will
request all concerned river trafc to please acknowledge
on marine channel 13.
(1379) (5) The bridge shall only be operated from the
remote site if closed circuit visual and radar information
shows there are no vessels in the area and no opposing
radio communications have been received.
82 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1380) (6) While the Belt Line Bridge is moving from the
full open position to the full closed position, the bridge/
train controller will maintain constant surveillance of the
navigational channel to ensure no conict with maritime
trafc exists. In the event of failure of a camera or the
radar system, or loss of marine-radio communications,
the bridge shall not be operated by the off-site bridge/
train controller from the remote location.
(1381) (7) If the off-site bridge/train controller's visibility
of the navigational channel is less than 3/4 of a mile, the
bridge shall not be operated from the remote location.
(1382) (8) When the draw cannot be operated from the
remote site, a bridgetender must be called to operate the
bridge in the traditional on-site manner.
(1383) (9) The Belt Line mid-channel lights will change
from green to red anytime the bridge is not in the full
open position.
(1384) (10) During the downward and upward span
movement, a warning alarm will sound until the bridge
is seated and locked down or in the full open position.
(1385) (11) When the bridge has returned to its full up
position, the midchannel light will turn from red to
green, and the controller will announce over marine radio
channel 13, “Security, security, security, the Belt Line
bridge is open for river trafc.” Operational information
will be provided 24 hours a day on marine channel 13 and
via telephone 757–271–1741 or 757–633–2241.
(1386) (b) The draw of the Norfolk and Western railroad
bridge across the South Branch of the Elizabeth River,
mile 3.6 at Portsmouth-Chesapeake, shall be maintained
in the open position; except the draw may close for the
crossing of trains and maintenance of the bridge. When
the draw is closed, a drawtender shall be present and the
draw shall open on signal.
(1387) (c) The draw of the Gilmerton (US13/460) bridge,
mile 5.8, in Chesapeake:
(1388) (1) Shall open on signal at any time for commercial
vessels carrying liquied ammable gas or other
hazardous materials.
(1389) (2) From 6:30 a.m. to 8:30 a.m. and from 3:30 to 5:30
p.m., Monday through Friday, except Federal holidays:
(1390) (i) Need not open for the passage of recreational or
commercial vessels that do not qualify under paragraph
(d)(2)(ii) of this section.
(1391) (ii) Need not open for commercial cargo vessels,
including tugs, and tugs with tows, unless 2 hours
advance notice has been given to the Gilmerton Bridge
at 757–485–5567.
(1392) (3) Shall open on signal at all other times.
(1393) (d) The draw of the Norfolk Southern #7 Railroad
Bridge, mile 5.8 in Chesapeake, shall operate as follows:
(1394) (1) The draw shall be remotely controlled by the
operator at the Norfolk Southern #5 Railroad Bridge
ofce over the Eastern Branch of the Elizabeth River, at
mile 1.1, in Norfolk.
(1395) (2) The draw shall be left in the open position to
vessels and will only be closed for the passage of trains
and to perform periodic maintenance authorized in
accordance with subpart A of this part.
(1396) (3) Trains shall be controlled so that any delay in
opening of the draw shall not exceed ten minutes except
as provided in §117.31(b).
(1397) (4) Before the bridge closes for any reason, the off-
site remote operator will monitor waterway trafc in
the area with closed circuit cameras and motion sensors
mounted on the bridge. The bridge will only be closed if
the off-site remote operator's visual inspection shows that
the channel is clear and there are no vessels transiting in
the area.
(1398) (5) While the bridge is moving from the full open
position to the full closed position, the off-site remote
operator will maintain constant surveillance of the
navigation channel to ensure that no conict with maritime
trafc exists. In the event of failure or obstruction, the off-
site remote operator will stop and return the bridge to the
full open position to vessels. In the event of a failure or
obstruction, a bridge tender must be called by the off-site
remote operator and must be on-site within 30 minutes of
the call to operate the bridge.
(1399) (6) During closing of the span, the channel trafc
lights will change from ashing green to ashing red,
the horn will sound twice, and an audio voice warning
device will announce bridge movement, then two repeat
blasts of the horn will sound until the bridge is seated and
locked down. When the bridge is seated and locked down
to vessels, the channel trafc lights will ash red.
(1400) (7) During the open span movement, the channel
trafc lights will ash red, the horn will sound twice,
followed by a pause, and then ve repeat blasts of the
horn will sound until the bridge is in the full open position
to vessels. In the full open position to vessels, the bridge
channel trafc lights will turn from ashing red to ashing
green then an audio warning device will announce bridge
movement by stating “Security, security, security, the
Norfolk Southern #7 Railroad Bridge at mile 5.8 is open
for river trafc”
(1401) (8) Operational information will be provided 24
hours a day on marine channel 13 and via telephone 757-
924-5320.
(1402) (e) The draw of the I-64 bridge across the South
Branch of the Elizabeth River, mile 7.1 at Chesapeake,
shall open on signal if at least 24 hours notice is given.
(1403) (f) The draw of the Dominion Boulevard (US 17)
bridge, mile 8.8, in Chesapeake:
(1404) (1) Shall open on signal at any time for commercial
vessels carrying liquied ammable gas or other
hazardous materials.
(1405) (2) From 7 a.m. to 9 a.m. and from 4 p.m. to 6 p.m.,
Monday through Friday, need not open for the passage
of recreational vessels, and need open for commercial
cargo vessels not carrying hazardous materials, including
tugs and tugs with tows, only when notice has been given
at least 2 hours in advance to the Dominion Boulevard
Bridge at 757-547-0521.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 83
(1406) (3) From 6 a.m. to 7 a.m. and from 9 a.m. to 4 p.m.,
Monday to Friday, and from 6 a.m. to 6 p.m. on Saturdays,
Sundays, and Federal holidays, the draw need only be
opened every hour on the hour, except the draw shall
open on signal for commercial vessels that qualify under
paragraphs (g)(1) or (g)(2) of this section.
(1407) (4) If any vessel is approaching the bridge and cannot
reach the draw exactly on the hour, the drawtender may
delay the opening up to ten minutes past the half hour
for the passage of the approaching vessel and any other
vessels that are waiting to pass.
(1408) (5) Shall open on signal at all other times.
(1409) (g) The draw of the S168 bridge, mile 12 at
Chesapeake (Great Bridge), shall open on signal; except
that, from 6 a.m. to 7 p.m., the draw need be opened only
on the hour. If any vessel is approaching the bridge and
cannot reach the draw exactly on the hour, the drawtender
may delay the hourly opening up to 10 minutes past
the hour for the passage of the approaching vessel and
any other vessels that are waiting to pass. Vessels in an
emergency condition which presents danger to life or
property shall be passed at any time.
(1410) (h) The draw of the Albemarle & Chesapeake
Railroad bridge, mile 13.9, in Chesapeake, Virginia, shall
be maintained in the open position; the draw may close
only for the crossing of trains and maintenance of the
bridge. When the draw is closed, a bridgetender shall be
present to reopen the draw after the train has cleared the
bridge.
(1411) (i) The draw of the Centerville Turnpike (SR 170)
bridge across the Albemarle and Chesapeake Canal, mile
15.2, at Chesapeake:
(1412) (1) Shall open on signal at any time for commercial
vessels carrying liqueed ammable gas or other
hazardous materials.
(1413) (2) From 6:30 a.m. to 8.:30 a.m. and from 4 p.m. to
6 p.m., Monday through Friday, except Federal holidays:
(1414) (i) Need not open for the passage of recreational or
commercial vessels that do not qualify under paragraph
(i)(2)(ii) of this section.
(1415) (ii) Need not open for commercial cargo vessels,
including tugs, and tugs with tows, unless 2 hours advance
notice has been given to the Centerville Turnpike bridge
at 757-547-3632.
(1416) (3) From 8:30 a.m. to 4 p.m., Monday through
Friday, except Federal holidays, the draw need only be
opened on the hour and half-hour.
(1417) (4) If any vessel is approaching the bridge and
cannot reach the draw exactly on the hour or half-hour,
the drawtender may delay the opening ten minutes past
the hour or half-hour for the passage of the approaching
vessel and any other vessels that are waiting to pass.
(1418) (5) Shall open on signal at all other times.
(1419)
§117.999 Blackwater River.
(1420) The draw of the S189 bridge, mile 9.2 at South Quay,
need not be opened for the passage of vessels.
(1421)
Note
(1422) Call signs and radio channels for drawbridges
equipped with radiotelephones are included with the
bridge descriptions in chapters 4 through 12.
(1423)
Part 157–Rules for the Protection of the Marine
Environment relating to Tank Vessels Carrying
Oil in Bulk.
(1424)
Subpart A–General
(1425)
§157.01 Applicability.
(1426) (a) Unless otherwise indicated, this part applies to
each vessel that carries oil in bulk as cargo and that is:
(1427) (1) Documented under the laws of the United States
(a U.S. vessel); or
(1428) (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 dened in 33 U.S.C. 2701(8).
(1429) (b) This part does not apply to a vessel exempted
under 46 U.S.C. 2109 or 46 U.S.C. 3702.
(1430)
§157.02 Incorporation by reference: Where can I get
a copy of the publications mentioned in this part?
(1431) (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 specied 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 Headquarters.
Contact Commandant (CG–ENG), Attn: Ofce of Design
and Engineering Standards, U.S. Coast Guard Stop 7509,
2703 Martin Luther King Jr. Avenue SE., Washington,
DC 20593–7509; telephone 202–372–1375. The material
is also available from the sources indicated in this section.
(1432) (b) International Maritime Organization (IMO)—4
Albert Embankment, London SE1 7SR, United Kingdom.
(1433) (1) IMCO Assembly Resolution A.393(X),
adopted on 14 November 1977, Recommendation on
International Performance and Test Specications For
Oily Water Separating Equipment and Oil Content Meters
(“A.393(x)”), incorporation by reference approved for
§157.12.
84 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1434) (2) IMO Assembly Resolution A.496(XII), Adopted
on 19 November 1981, Agenda Item 11, Guidelines and
Specications for Oil Discharge Monitoring and Control
Systems for Oil Tankers (“A.496(XII)”), incorporation
by reference approved for §157.12.
(1435) (3) IMO Assembly Resolution A.586(14), Adopted
on 20 November 1985, Agenda item 12, Revised
Guidelines and Specications for Oil Discharge
Monitoring and Control Systems for Oil Tankers
(“A.586(14)”), incorporation by reference approved for
§157.12.
(1436) (4) IMO Marine Environment Protection Committee
Resolution MEPC.13 (19), adopted on 9 December 1983,
Guidelines for Plan Approval and Installation Survey of
Oil Discharge Monitoring and Control Systems for Oil
Tankers and Environmental Testing of Control Sections
Thereof (“MEPC.13(19)”), incorporation by reference
approved for §157.12.
(1437) (5) IMO Marine Environment Protection Committee
Resolution MEPC.108(49), Adopted on 18 July 2003,
Revised Guidelines and Specications for Oil Discharge
Monitoring and Control Systems for Oil Tankers
(“MEPC.108(49)”), incorporation by reference approved
for §157.12.
(1438) (6) 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 (“A.601(15)”),
incorporation by reference approved for §157.450.
(1439) (7) 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 (“A.744(18)”), incorporation by reference approved
for §157.430.
(1440) (8) 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
(“A.751(18)”), incorporation by reference approved for
§157.445.
(1441) (9) MARPOL Consolidated Edition 2011, Annex I,
Regulations for the prevention of pollution by oil, chapter
4—Requirements for the cargo area of oil tankers, Part
A—Construction, Regulation 22, “Pump-room bottom
protection,” (Annex I, Regulation 22) incorporation by
reference approved for §157.14.
(1442) (10) MARPOL Consolidated Edition 2011, Annex I,
Regulations for the prevention of pollution by oil, chapter
4—Requirements for the cargo area of oil tankers, Part
A—Construction, Regulation 23, “Accidental oil outow
performance,” (Annex I, Regulation 23) incorporation by
reference approved for §157.20.
(1443) (c) Oil Companies International Marine Forum
(OCIMF) 27 Queen Anne's Gate, London, SW1H 9BU,
England].
(1444) (1) International Safety Guide for Oil Tankers and
Terminals, Fourth Edition, chapters 6, 7, and 10, 1996,
incorporation by reference approved for §157.435.
(1445) (2) [Reserved]
(1446)
§157.03 Definitions.
(1447) Except as otherwise stated in a subpart:
(1448) Amidships means the middle of the length.
(1449) Animal fat means a non-petroleum oil, fat, or grease
derived from animals and not specically identied
elsewhere in this part.
(1450) Ballast voyage means the voyage that a tank vessel
engages in after it leaves the port of nal cargo discharge.
(1451) Breadth or B means the maximum molded breadth
of a vessel in meters.
(1452) Cargo tank length means the length from the forward
bulkhead of the forwardmost cargo tanks, to the after
bulkhead of the aftermost cargo tanks.
(1453) Center tank means any tank inboard of a longitudinal
bulkhead.
(1454) Clean ballast means ballast which:
(1455) (1) If discharged from a vessel that is stationary into
clean, calm water on a clear day, would not–
(1456) (i) Produce visible traces of oil on the surface of the
water or on adjoining shore lines; or
(1457) (ii) Cause a sludge or emulsion to be deposited
beneath the surface of the water or upon adjoining shore
lines; or
(1458) (2) If veried by an approved oil discharge
monitoring and control system, has an oil content that
does not exceed 15 p.m.
(1459) Combination carrier means a vessel designed to
carry oil or solid cargoes in bulk.
(1460) 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.
(1461) Deadweight or DWT means the difference in metric
tons between the lightweight displacement and the total
displacement of a vessel measured in water of specic
gravity 1.025 at the load waterline corresponding to the
assigned summer freeboard.
(1462) Dedicated clean ballast tank means a cargo tank that
is allocated solely for the carriage of clean ballast.
(1463) 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.
(1464) 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.
(1465) 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
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 85
the cargo tank length from the outer skin of the vessel as
prescribed in §157.10d.
(1466) 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.
(1467) Existing vessel means any vessel that is not a new
vessel.
(1468) 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 eeting area or commercial facility,
and used solely for restricted service, such as making up
or breaking up larger tows.
(1469) Foreign trade means any trade that is not domestic
trade.
(1470) From the nearest land means from the baseline from
which the territorial sea of the United States is established
in accordance with international law.
(1471) Fuel oil means any oil used as fuel for machinery in
the vessel in which it is carried.
(1472) Inland vessel means a vessel that is not oceangoing
and that does not operate on the Great Lakes.
(1473) 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.
(1474) 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.
(1475) Large primary structural member includes any of the
following:
(1476) (1) Web frames.
(1477) (2) Girders.
(1478) (3) Webs.
(1479) (4) Main brackets.
(1480) (5) Transverses.
(1481) (6) Stringers.
(1482) (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.
(1483) 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.
(1484) 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.
(1485) Major conversion means a conversion of an existing
vessel that:
(1486) (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;
(1487) (2) Changes the type of vessel;
(1488) (3) Substantially prolongs the vessel's service life;
or
(1489) (4) Otherwise so changes the vessel that it is essentially
a new vessel, as determined by the Commandant (CG–
CVC).
(1490) MARPOL 73/78 means the International Convention
for the Prevention of Pollution from Ships, 1973,
as modied 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.
(1491) New vessel means:
(1492) (1) A U.S. vessel in domestic trade that:
(1493) (i) Is constructed under a contract awarded after
December 31, 1974;
(1494) (ii) In the absence of a building contract, has the keel
laid or is at a similar stage of construction after June 30,
1975;
(1495) (iii) Is delivered after December 31, 1977; or
(1496) (iv) Has undergone a major conversion for which:
(1497) (A) The contract is awarded after December 31,
1974;
(1498) (B) In the absence of a contract, conversion is begun
after June 30, 1975; or
(1499) (C) Conversion is completed after December 31,
1977; and
(1500) (2) A foreign vessel or a U.S. vessel in foreign trade
that;
(1501) (i) Is constructed under a contract awarded after
December 31, 1975;
(1502) (ii) In the absence of a building contract, has the keel
laid or is at a similar stage of construction after June 30,
1976;
(1503) (iii) Is delivered after December 31, 1979; or
(1504) (iv) Has undergone a major conversion for which:
(1505) (A) The contract is awarded after December 31,
1975;
(1506) (B) In the absence of a contract, conversion is begun
after June 30, 1976; or
(1507) (C) Conversion is completed after December 31,
1979.
(1508) 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.
(1509) Oceangoing has the same meaning as dened in
§151.05 of this chapter.
(1510) Ocer in charge of a navigational watch means
any ofcer 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.
86 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1511) 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.
(1512) Oil cargo residue means any residue of oil cargo
whether in solid, semi-solid, emulsied, or liquid form
from cargo tanks and cargo pump room bilges, including
but not limited to, drainages, leakages, exhausted oil,
muck, clingage, sludge, bottoms, parafn (wax), and
any constituent component of oil. The term “oil cargo
residue” is also known as “cargo oil residue.”
(1513) Oil residue means–
(1514) (1) Oil cargo residue; and
(1515) (2) Other residue of oil whether in solid, semi-solid,
emulsied, or liquid form resulting from drainages,
leakages, exhausted oil and other similar occurrences
from machinery spaces.
(1516) 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.
(1517) 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.
(1518) Oily mixture means a mixture, in any form, with any
oil content. “Oily mixture” includes, but is not limited to–
(1519) (1) Slops from bilges;
(1520) (2) Slops from oil cargoes (such as cargo tank
washings, oily waste, and oily refuse);
(1521) (3) Oil residue; and
(1522) (4) Oily ballast water from cargo or fuel oil tanks,
including any oil cargo residue.
(1523) Other non-petroleum oil means an oil of any kind
that is not petroleum oil, an animal fat, or a vegetable oil.
(1524) 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.
(1525) Petroleum oil means petroleum in any form,
including but not limited to, crude oil, fuel oil, sludge,
oil residue, and rened products.
(1526) 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
eeting or assist towing vessels.
(1527) Product means any liquid hydrocarbon mixture in
any form, except crude oil, petrochemicals, and liqueed
gases.
(1528) 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.
(1529) Slop tank means a tank specically designated for
the collection of cargo drainings, washings, and other oily
mixtures.
(1530) Tank means an enclosed space that is formed by
the permanent structure of a vessel, and designed for the
carriage of liquid in bulk.
(1531) Tank barge means a tank vessel not equipped with a
means of self-propulsion.
(1532) 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–
(1533) (1) Is a vessel of the United States;
(1534) (2) Operates on the navigable waters of the United
States; or
(1535) (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 shing
vessel or sh tender vessel of not more than 750 gross
tons when engaged only in the shing industry.
(1536) Tankship means a tank vessel propelled by
mechanical power or sail.
(1537) Vegetable oil means a non-petroleum oil or fat not
specically identied elsewhere in this part that is derived
from plant seeds, nuts, kernels, or fruits.
(1538) Wing tank means a tank that is located adjacent to
the side shell plating.
(1539)
§157.04 Authorization of classification societies.
(1540) (a) The Coast Guard may authorize any classication
society (CS) to perform certain plan reviews, certications,
and inspections required by this part on vessels classed by
that CS except that only U.S. classication societies may
be authorized to perform those plan reviews, inspections,
and certications for U.S. vessels.
(1541) (b) If a CS desires authorization to perform the plan
reviews, certications, and inspections required under
this part, it must submit to the Commandant (CG–CVC),
Attn: Ofce of Commercial Vessel Compliance, U.S.
Coast Guard Stop 7501, 2703 Martin Luther King Jr.
Avenue SE., Washington, DC 20593–7501, 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.
(1542) (c) The Coast Guard noties the CS in writing
whether or not it is accepted as an authorized CS. If
authorization is refused, reasons for the refusal are
included.
(1543) (d) Acceptance as an authorized CS terminates
unless the following are met:
(1544) (1) The authorized CS must have each Coast Guard
regulation that is applicable to foreign vessels on the
navigable waters of the United States.
(1545) (2) Each issue concerning equivalents to the
regulations in this part must be referred to the Coast
Guard for determination.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 87
(1546) (3) Copies of any plans, calculations, records of
inspections, or other documents relating to any plan
review, inspection, or certication performed to meet
this part must be made available to the Coast Guard.
(1547) (4) Each document certied under §§157.116(a)(2),
157.118(b)(1)(ii), and 157.216(b)(1)(11) must be marked
with the name or seal of the authorized CS.
(1548) (5) A copy of the nal documentation that is issued
to each vessel that is certied under this part must be
referred to the Commandant (CG–CVC), Attn: Ofce
of Commercial Vessel Compliance, U.S. Coast Guard
Stop 7501, 2703 Martin Luther King Jr. Avenue SE.,
Washington, DC 20593–7501.
(1549)
Subpart B–Design, Equipment, and Installation
(1550)
§157.08 Applicability of Subpart B.
(1551) NOTE: An “oil tanker” as dened in §157.03
includes barges as well as self-propelled vessels.
(1552) (a) Sections 157.10d and 157.11(g) apply to each
vessel to which this part applies.
(1553) (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.
(1554) (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.
(1555) (d) Sections in subpart B of 33 CFR part 157 that
are not specied 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.
(1556) (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.
(1557) (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 specic gravity
and cohesive and adhesive characteristics, that inhibit
effective product/water separation and monitoring.
(1558) (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.
(1559) (h) Sections 157.19 and 157.21 do not apply to a tank
barge that is certicated by the Coast Guard for limited
short protected coastwise routes if the barge is otherwise
constructed and certicated for service exclusively on
inland routes.
(1560) (i) Section 157.09(d) does not apply to any:
(1561) (1) U.S. vessel in domestic trade that is constructed
under a contract awarded before January 8, 1976;
(1562) (2) U.S. vessel in foreign trade that is constructed
under a contract awarded before April 1, 1977; or
(1563) (3) Foreign vessel that is constructed under a contract
awarded before April 1, 1977.
(1564) (j) Sections 157.09 and 157.10a do not apply to a
new vessel that:
(1565) (1) Is constructed under a building contract awarded
after June 1, 1979;
(1566) (2) In the absence of a building contract, has the keel
laid or is at a similar stage of construction after January
1, 1980;
(1567) (3) Is delivered after June 1, 1982; or
(1568) (4) Has undergone a major conversion for which:
(1569) (i) The contract is awarded after June 1, 1979;
(1570) (ii) In the absence of a contract, conversion is begun
after January 1, 1980; or
(1571) (iii) Conversion is completed after June 1, 1982.
(1572) (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.
(1573) (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.
(1574) (m) Section 157.12 does not apply to a U.S. vessel
that:
(1575) (1) Is granted an exemption under Subpart F of this
part; or
(1576) (2) Is engaged solely in voyages that are:
(1577) (i) Between ports or places within the United States,
its territories or possessions;
(1578) (ii) Of less than 72 hours in length; and
(1579) (iii) At all times within 50 nautical miles of the
nearest land.
(1580) (n) Section 157.10d does not apply to:
(1581) (1) A vessel that operates exclusively beyond the
navigable waters of the United States and the United
States Exclusive Economic Zone, as dened in 33 U.S.C.
2701(8);
(1582) (2) An oil spill response vessel;
(1583) (3) Before January 1, 2015–
(1584) (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
88 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1585) (ii) A delivering vessel that is ofoading oil in bulk
as cargo in lightering activities–
(1586) (A) Within a lightering zone established under 46
U.S.C. 3715(b)(5); and
(1587) (B) More than 60 miles from the territorial sea base
line, as dened in 33 CFR 2.20.
(1588) (4) A vessel documented under 46 U.S.C., chapter
121, that was equipped with a double hull before August
12, 1992;
(1589) (5) A barge of less than 1,500 gross tons as measured
under 46 U.S.C., chapter 145, carrying rened 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
(1590) (6) A vessel in the National Defense Reserve Fleet
pursuant to 50 App. U.S.C. 1744.
(1591) (o) Section 157.11(h) applies to every oil tanker
delivered on or after January 1, 2010, meaning an oil
tanker—
(1592) (1) For which the building contract is placed on or
after January 1, 2007;
(1593) (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 July 1, 2007;
(1594) (3) The delivery of which is on or after January 1,
2010; or
(1595) (4) That has undergone a major conversion—
(1596) (i) For which the contract is placed on or after
January 1, 2007;
(1597) (ii) In the absence of a contract, the construction
work of which is begun on or after July 1, 2007; or
(1598) (iii) That is completed on or after January 1, 2010.
(1599)
§157.10d Double hulls on tank vessels.
(1600) (a) With the exceptions stated in §157.08(n), this
section applies to a tank vessel–
(1601) (1) For which the building contract is awarded after
June 30, 1990; or
(1602) (2) That is delivered after December 31, 1993;
(1603) (3) That undergoes a major conversion for which;
(1604) (i) The contract is awarded after June 30, 1990; or
(1605) (ii) Conversion is completed after December 31,
1993; or
(1606) (4) That is otherwise required to have a double hull
by 46 U.S.C. 3703a(c).
(1607) Note: The double hull compliance dates of 46
U.S.C. 3703a(c) are set out in appendix G to this part.
To determine a tank vessel's double hull compliance date
under OPA 90, use the vessel's hull conguration (i.e.,
single hull; single hull with double sides; or single hull
with double bottom) on August 18, 1990.
(1608) (b) Each vessel to which this section applies must be
tted with:
(1609) (1) A double hull in accordance with this section; and
(1610) (2) If §157.10 applies, segregated ballast tanks and a
crude oil washing system in accordance with that section.
(1611) (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:
(1612) (1) Double sides must extend for the full depth of
the vessel's side or from the uppermost deck, disregarding
a rounded gunwale where tted, 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 specied as follows:
(1614) (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.).
(1615) (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.).
(1616) (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 tted under a construction or conversion
contract awarded prior to June 30, 1990.
(1617) (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 specied as follows:
(1618) (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.).
(1619) (ii) For a vessel of less than 5,000 DWT: h=B/15,
but in no case less than 0.76 meter (30 in.).
(1620) (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 tted under
a construction or conversion contract awarded prior to
June 30, 1990.
(1621) (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 dened,
tanks containing oil must be located inboard of the outer
shell–
(1613)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 89
(1622) (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 specied in Paragraph
(c)(2) of this section. At levels greater than 1.5h above
the base line, not less than the distance w, as shown in
Figure 157.10d(c) and specied in Paragraph (c)(1) of
this section.
(1623) (ii) For a vessel of less than 5,000 DWT: Not less
the distance h above the line of the mid-ship at bottom,
as shown in Figure 157.10d(c)(3)(ii) and specied in
Paragraph (c)(2) of this section. At levels greater than h
above the line of the mid-ship at bottom, not less than
the distance w, as shown in Figure 157.10d(c)(3)(ii) and
specied in Paragraph (c)(1) of this section.
(1625) (4) For a vessel to which §157.10(b) applies that is
built under a contract awarded after September 11, 1992.
(1626) (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.
(1627) (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.
(1628) (d) A vessel of less than 10,000 DWT that is
constructed and certicated for service exclusively on
inland or limited short protected coastwise routes must be
tted with double sides and a double bottom as follows:
(1629) (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
(1630) (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.
(1631) (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 specied in paragraphs (d)(1) and
(d)(2) of this section, provided that the double side and
double bottom tanks were tted under a construction or
conversion contract awarded prior to June 30, 1990.
(1632) (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.
(1633) (e) Except as provided in Paragraph (e)(3) of this
section, a vessel must not carry any oil in any tank
extending forward of:
(1634) (1) The collision bulkhead; or
(1635) (2) In the absence of a collision bulk-head, the
transverse plane perpendicular to the centerline through
a point located:
(1636) (i) The lesser of 10 meters (32.8 ft.) or 5 percent of
the vessel length, but in no case less than 1 meter (39 in.),
aft of the forwarded perpendicular;
(1637) (ii) On a vessel of less than 10,000 DWT tons that
is constructed and certicated 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
(1638) (iii) On each vessel which operates exclusively as a
box or trail barge, 61 cm. (2 ft.) aft of the headlog.
(1639) (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.
(1640) (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).
(1641)
Subpart G–Interim Measures for Certain Tank
Vessels Without Double Hulls Carrying Petro
-
leum Oils
(1642)
§157.400 Purpose and applicability.
(1643) (a) The purpose of this subpart is to establish
mandatory safety and operational requirements to reduce
environmental damage resulting from petroleum oil
spills.
(1644) (b) This subpart applies to each tank vessels specied
in §157.01 of this part that–
(1645) (1) Is 5,000 gross tons or more;
(1646) (2) Carries petroleum oil in bulk as cargo or oil cargo
residue; and
(1647) (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).
(1624)
90 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1648)
§157.445 Maneuvering performance capability.
(1649) (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–
(1650) (1) For a foreign ag tankship, a letter from the ag
administration or an authorized classication society, as
described in §157.04 of this part, stating the requirements
in Paragraph (a) of this section have been met; or
(1651) (2) For a U.S. ag tankship, results from the vessel
owner conrming the completion of the tests or a letter
from an authorized classication society, as described in
§157.04 of this part, stating the requirements in Paragraph
(a) of this section have been met.
(1652) (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.
(1653) (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.
(1654) (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.
(1655) (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.
(1656)
Part 160–Ports and Waterways Safety-General
(1657)
Subpart A–General
(1658)
§160.1 Purpose.
(1659) (a) This subchapter contains regulations
implementing the Ports and Waterway Safety Act (33
U.S.C. 1221) and related statutes.
(1660)
§160.3 Definitions.
(1661) For the purposes of this subchapter:
(1662) Bulk means material in any quantity that is shipped,
stored, or handled without the benet of package, label,
mark or count and carried in integral or xed independent
tanks.
(1663) Captain of the Port means the Coast Guard ofcer
designated by the Commandant to command a Captain
of the Port Zone as described in part 3 of this chapter.
(1664) Commandant means the Commandant of the United
States Coast Guard.
(1665) Deviation means any departure from any rule in this
subchapter.
(1666) Director, Vessel Trac Services means the Coast
Guard ofcer designated by the Commandant to command
a Vessel Trafc Service (VTS) as described in part 161 of
this chapter.
(1667) District Commander means the Coast Guard ofcer
designated by the Commandant to command a Coast
Guard District as described in part 3 of this chapter.
(1668) ETA means estimated time of arrival.
(1669) 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.
(1670) Person means an individual, rm, corporation,
association, partnership, or governmental entity.
(1671) 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 Pacic Islands,
the Commonwealth of the Northern Marianas Islands,
and any other commonwealth, territory, or possession of
the United States.
(1672) Tanker means a self-propelled tank vessel constructed
or adapted primarily to carry oil or hazardous materials in
bulk in the cargo spaces.
(1673) 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.
(1674) Vehicle means every type of conveyance capable of
being used as a means of transportation on land.
(1675) Vessel means every description of watercraft or other
articial contrivance used, or capable of being used, as a
means of transportation on water.
(1676) Vessel Trac Services (VTS) means a service
implemented under Part 161 of this chapter by the United
States Coast Guard designed to improve the safety and
efciency of vessel trafc and to protect the environment.
The VTS has the capability to interact with marine trafc
and respond to trafc situations developing in the VTS
area.
(1677) Vessel Trac Service Area or VTS Area means the
geographical area encompassing a specic 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 Trafc
Centers or to identify different operating requirements.
(1678) 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
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 91
port entry, to report beyond this area to facilitate trafc
management within the VTS area.
(1679) VTS Special Area means a waterway within a VTS
area in which special operating requirements apply.
(1680)
§160.5 Delegations.
(1681) (a) District Commanders and Captains of the Ports
are delegated the authority to establish safety zones.
(1682) (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.
(1683) (c) Under the provisions 33 CFR §1.05–1, District
Commanders have been delegated authority to establish
regulated navigation areas.
(1684) (d) Subject to the supervision of the cognizant
Captain of the Port and District Commander, Directors,
Vessel Trafc 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 Trafc Service
area including management of vessel trafc within
anchorages, regulated navigation areas and safety zones,
and to enforce Vessel Trafc Service and ports and
waterways safety regulations. This authority may be
exercised by Vessel Trafc Center personnel. The Vessel
Trafc Center may, within the Vessel Trafc Service
area, provide information, make recommendations, or,
to a vessel required under Part 161 of this chapter to
participate in a Vessel Trafc 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.
(1685)
§160.7 Appeals.
(1686) (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
ofcial who issued it or in whose name it was issued.
This request may be made orally or in writing, and the
decision of the ofcial receiving the request may be
rendered orally or in writing.
(1687) (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 ve 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.
(1688) (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 ve
working days from the date of receipt to submit rebuttal
materials. Following submission of all materials, the
Area Commander issues a ruling, in writing, on the
appeal. Prior to issuing the ruling, the Area Commander
may, as a matter of discretion, allow oral presentation on
the issues.
(1689) (d) Any person who receives an unfavorable ruling
on an appeal taken under paragraph (c) of this section,
may appeal to the Commandant (CG–5P), Attn: Assistant
Commandant for Prevention, U.S. Coast Guard Stop 7501,
2703 Martin Luther King Jr. Avenue SE., Washington,
DC 20593–7501. 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 5 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 nal
agency action.
(1690) (e) If the delay in presenting a written appeal would
have signicant 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 ve days of the oral presentation
to the Coast Guard ofcial 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 ofcial to whom the
92 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
appeal is directed may stay the effect of the action while
the ruling is being appealed.
(1691)
Subpart B–Control of Vessel and Facility Opera-
tions
(1692)
§160.101 Purpose.
(1693) 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 specic situations and hazards.
(1694)
§160.103 Applicability.
(1695) (a) This subpart applies to any-
(1696) (1) Vessel on the navigable waters of the United
States, except as provided in paragraphs (b) and (c) of
this section;
(1697) (2) Bridge or other structure on or in the navigable
waters of the United States; and
(1698) (3) Land structure or shore area immediately adjacent
to the navigable waters of the United States.
(1699) (b) This subpart does not apply to any vessel on the
Saint Lawrence Seaway.
(1700) (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–
(1701) (1) Innocent passage through the territorial sea of the
United States;
(1702) (2) Transit through the navigable waters of the
United States which form a part of an international strait.
(1703)
§160.105 Compliance with orders.
(1704) Each person who has notice of the terms of an order
issued under this subpart must comply with that order.
(1705)
§160.107 Denial of entry.
(1706) 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.
(1707)
§160.109 Waterfront facility safety.
(1708) (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–
(1709) (1) Direct the handling, loading, unloading, storage,
stowage, and movement (including the emergency
removal, control, and disposition) of explosives or
other dangerous articles and substances, including oil
or hazardous material as those terms are dened 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
(1710) (2) Conduct examinations to assure compliance with
the safety equipment requirements for structures.
(1711)
§160.111 Special orders applying to vessel opera-
tions.
(1712) Each District Commander or Captain of the Port may
order a vessel to operate or anchor in the manner directed
when–
(1713) (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;
(1714) (b) The District Commander or Captain of the Port
determines that the vessel does not satisfy the conditions
for vessel operation and cargo transfers specied in
§160.113; or
(1715) (c) The District Commander or Captain of the Port
has determined that such order is justied 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.
(1716)
§160.113 Prohibition of vessel operation and cargo
transfers.
(1717) (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.
(1718) (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:
(1719) (1) Fails to comply with any applicable regulation;
(1720) (2) Discharges oil or hazardous material in violation
of any law or treaty of the United States;
(1721) (3) Does not comply with applicable vessel trafc
service requirements;
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 93
(1722) (4) While underway, does not have at least one
deck ofcer on the navigation bridge who is capable of
communicating in the English language.
(1723) (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.
(1724) (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.
(1725)
§160.115 Withholding of clearance.
(1726) (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 46 U.S.C. 70036.
(1727)
Subpart C–Notification of Arrival, Hazardous
Conditions, and Certain Dangerous Cargoes
(1728)
§160.201 General.
(1729) This subpart contains requirements and procedures
for submitting a notice of arrival (NOA), and a notice
of hazardous condition. The sections in this subpart
describe:
(1730) (a) Applicability and exemptions from requirements
in this subpart;
(1731) (b) Required information in an NOA;
(1732) (c) Required updates to an NOA;
(1733) (d) Methods and times for submission of an NOA,
and updates to an NOA;
(1734) (e) How to obtain a waiver; and
(1735) (f) Requirements for submission of the notice of
hazardous condition.
(1736) Note to §160.201. For notice-of-arrival requirements
for the U.S. Outer Continental Shelf, see 33 CFR part
146.
(1737)
§160.202 Definitions.
(1738) Terms in this subpart that are not dened in this
section or in §160.3 have the same meaning as those
terms in 46 U.S.C. 2101. As used in this subpart—
(1739) Agent means any person, partnership, rm, company
or corporation engaged by the owner or charterer of a
vessel to act in their behalf in matters concerning the
vessel.
(1740) Barge means a non-self propelled vessel engaged in
commerce.
(1741) Boundary waters mean the waters from main shore
to main shore of the lakes and rivers and connecting
waterways, or the portions thereof, along which the
international boundary between the United States and the
Dominion of Canada passes, including all bays, arms, and
inlets thereof, but not including tributary waters which in
their natural channels would ow into such lakes, rivers,
and waterways, or waters owing from such lakes, rivers,
and waterways, or the waters of rivers owing across the
boundary.
(1742) 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.
(1743) Certain dangerous cargo (CDC) includes any of the
following:
(1744) (1) Division 1.1 or 1.2 explosives as dened in 49
CFR 173.50.
(1745) (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.
(1746) (3) Division 2.3 “poisonous gas”, as listed in 49 CFR
172.101 that is also a “material poisonous by inhalation”
as dened in 49 CFR 171.8, and that is in a quantity in
excess of 1 metric ton per vessel.
(1747) (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.
(1748) (5) A liquid material that has a primary or subsidiary
classication of Division 6.1 “poisonous material” as
listed 49 CFR 172.101 that is also a “material poisonous
by inhalation,” as dened 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.
(1749) (6) Class 7, “highway route controlled quantity”
radioactive material or “ssile material, controlled
shipment,” as dened in 49 CFR 173.403.
(1750) (7) All bulk liqueed gas cargo carried under 46 CFR
151.50-31 or listed in 46 CFR 154.7 that is ammable
and/or toxic and that is not carried as certain dangerous
cargo residue (CDC residue).
(1751) (8) The following bulk liquids except when carried
as CDC residue:
(1752) (i) Acetone cyanohydrin;
(1753) (ii) Allyl alcohol;
(1754) (iii) Chlorosulfonic acid;
94 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1755) (iv) Crotonaldehyde;
(1756) (v) Ethylene chlorohydrin;
(1757) (vi) Ethylene dibromide;
(1758) (vii) Methacrylonitrile;
(1759) (viii) Oleum (fuming sulfuric acid); and
(1760) (ix) Propylene oxide, alone or mixed with ethylene
oxide.
(1761) (9) The following bulk solids:
(1762) (i) Ammonium nitrate listed as Division 5.1
(oxidizing) material in 49 CFR 172.101 except when
carried as CDC residue; and
(1763) (ii) Ammonium nitrate based fertilizer listed as a
Division 5.1 (oxidizing) material in 49 CFR 172.101
except when carried as CDC residue.
(1764) Certain dangerous cargo residue (CDC residue)
includes any of the following:
(1765) (1) Ammonium nitrate in bulk or ammonium nitrate
based fertilizer in bulk remaining after all saleable cargo
is discharged, not exceeding 1,000 pounds in total and
not individually accumulated in quantities exceeding two
cubic feet.
(1766) (2) For bulk liquids and liqueed gases, the cargo
that remains onboard in a cargo system after discharge
that is not accessible through normal transfer procedures,
with the exception of the following bulk liqueed gas
cargoes carried under 46 CFR 151.50-31 or listed in 46
CFR 154.7:
(1767) (i) Ammonia, anhydrous;
(1768) (ii) Chlorine;
(1769) (iii) Ethane;
(1770) (iv) Ethylene oxide;
(1771) (v) Methane (LNG);
(1772) (vi) Methyl bromide;
(1773) (vii) Sulfur dioxide; and
(1774) (viii) Vinyl chloride.
(1775) 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 specied period. This includes “time charterers” and
“voyage charterers.”
(1776) 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.
(1777) Embark means when a crewmember or a person in
addition to the crew joins the vessel.
(1778) Ferry schedule means a published document that:
(1779) (1) Identies locations a ferry travels to and from;
(1780) (2) Lists the times of departures and arrivals; and
(1781) (3) Identies the portion of the year in which the
ferry maintains this schedule.
(1782) Foreign vessel means a vessel of foreign registry
or operated under the authority of a country except the
United States.
(1783) 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.
(1784) Gross tons means the tonnage determined by the
tonnage authorities of a vessel's ag 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.
(1785) 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,
re, explosion, grounding, leaking, damage, injury or
illness of a person aboard, or manning-shortage.
(1786) Nationality means the state (nation) in which a
person is a citizen or to which a person owes permanent
allegiance.
(1787) Operating exclusively within a single Captain
of the Port zone refers to vessel movements within
the boundaries of a single COTP zone, e.g., from one
dock to another, one berth to another, one anchorage
to another, or any combination of such transits. Once a
vessel has arrived in a port in a COPT zone, it would not
be considered as departing from a port or place simply
because of its movements within that specic port.
(1788) 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.
(1789) Persons in addition to crewmembers mean any
person onboard the vessel, including passengers, who
are not included on the list of crewmembers.
(1790) Port or place of departure means any port or place
in which a vessel is anchored or moored.
(1791) Port or place of destination means any port or place
in which a vessel is bound to anchor or moor.
(1792) 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.
(1793) Time charterer means the party who hires a vessel
for a specic amount of time. The owner and his crew
manage the vessel, but the charterer selects the ports of
destination.
(1794) 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.
(1795)
§160.203 Applicability.
(1796) (a) This subpart applies to the following vessels that
are bound for or departing from ports or places within
the navigable waters of the United States, as dened in
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 95
Table 160.206 – NOA Information Items
Required Information
Vessels neither
carrying CDC nor
controlling another
vessel carrying CDC
Vessels carrying
CDC or controlling
another vessel
carrying CDC
(1) Vessel Information
(i) Name X X
(ii) Name of the registered owner X X
(iii) Country of registry X X
(iv) Call sign X X
(v) International Maritime Organization (IMO) international number or, if vessel does not have an
assigned IMO international number, substitute with of cial number
X X
(vi) Name of the operator X X
(vii) Name of the charterer X X
(viii) Name of classi cation society or recognized organization X X
(ix) Maritime Mobile Service Identity (MMSI) number, if applicable X X
(x) Whether the vessel is 300 gross tons or less (yes or no) X X
(xi) USCG Vessel Response Plan Control Number, if applicable X X
(2) Voyage Information
(i) Names of last ve foreign ports or places visited X X
(ii) Dates of arrival and departure for last ve foreign ports or places visited X X
(iii) For the port or place of the United States to be visited, list the names of the receiving facility, the port or
place, the city, and the state
X X
(iv) For the port or place in the United States to be visited, the estimated date and time of arrival X X
(v) For the port or place in the United States to be visited, the estimated date and time of departure X X
(vi) The location (port or place and country) or position (latitude and longitude or waterway and mile marker) of
the vessel at the time of reporting
X X
(vii) The name and telephone number of a 24-hour point of contact X X
(viii) Whether the vessel’s voyage time is less than 24 hours (yes or no) X X
(ix) Last port or place of departure X X
(x) Dates of arrival and departure for last port or place of departure X X
(3) Cargo Information
(i) A general description of cargo, other than CDC, on board the vessel (e.g. grain, container, oil, etc.) X X
(ii) Name of each CDC carried, including cargo UN number, if applicable – X
(iii) Amount of each CDC carried – X
(4) Information for each Crewmember On Board
(i) Full name X X
(ii) Date of birth X X
(iii) Nationality X X
(iv) Passport* or mariners document number (type of identi cation and number) X X
(v) Position or duties on the vessel X X
(vi) Where the crewmembers embarked (list port or place and country) X X
(5) Information for each Person On Board in Addition to Crew
(i) Full name X X
(ii) Date of birth X X
(iii) Nationality X X
(iv) Passport number* X X
(v) Where the person embarked (list port or place and country) X X
(6) Operational condition of equipment required by 33 CFR part 164 of this chapter (see note to table) X X
(7) International Safety Management (ISM) Code Notice
(i) The date of expiration for the company’s Document of Compliance certi cate that covers the vessel X X
(ii) The date of expiration for the vessel’s Safety Management Certi cate X X
(iii) The name of the Flag Administration, or the recognized organization(s) representing the vessel Flag
Administration, that issued those certi cates
X X
(8) International Ship and Port Facility Code (ISPS) Notice
(i) The date of issuance for the vessel’s International Ship Security Certi cate (ISSC), if any X X
(ii) Whether the ISSC, if any, is an initial Interim ISSC, subsequent and consecutive Interim ISSC, or nal ISSC X X
(iii) Declaration that the approved ship security plan, if any, is being implemented X X
(iv) If a subsequent and consecutive Interim ISSC, the reasons therefore X X
(v) The name and 24-hour contact information for the Company Security Of cer X X
(vi) The name of the Flag Administration, or the recognized security organization(s) representing the vessel
Flag Administration that issued the ISSC
X X
Note to Table 160.206. For items with an asterisk (*), see paragraph (b) of this section. Submitting a response for item 6 indicating that navigation equipment is not
operating properly does not serve as notice to the District Commander, Captain of the Port, or Vessel Traf c Center, under 33 CFR 164.53.
(1832)
96 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
33 CFR 2.36(a), which includes internal waters and the
territorial seas of the United States, and any deepwater
port as dened in 33 CFR 148.5:
(1797) (1) U.S. vessels in commercial service, and
(1798) (2) All foreign vessels.
(1799) (b) Unless otherwise specied in this subpart, the
owner, agent, master, operator, or person in charge of
a vessel regulated by this subpart is responsible for
compliance with the requirements in this subpart.
(1800) (c) 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.
(1801)
§160.204 Exemptions and exceptions.
(1802) (a) Except for reporting notice of hazardous
conditions, the following vessels are exempt from
requirements in this subpart:
(1803) (1) A passenger or offshore supply vessel when
employed in the exploration for or in the removal of oil,
gas, or mineral resources on the continental shelf.
(1804) (2) An oil spill response vessel (OSRV) when
engaged in actual spill response operations or during spill
response exercises.
(1805) (3) After December 31, 2015, a vessel required by
33 CFR 165.830 or 165.921 to report its movements, its
cargo, or the cargo in barges it is towing.
(1806) (4) A United States or Canadian vessel engaged in the
salving operations of any property wrecked, or rendering
aid and assistance to any vessels wrecked, disabled, or
in distress, in waters specied in Article II of the 1908
Treaty of Extradition, Wrecking and Salvage (35 Stat.
2035; Treaty Series 502).
(1807) (5) The following vessels neither carrying certain
dangerous cargo nor controlling another vessel carrying
certain dangerous cargo:
(1808) (i) A foreign vessel 300 gross tons or less not engaged
in commercial service.
(1809) (ii) A vessel operating exclusively within a single
Captain of the Port zone. Captain of the Port zones are
dened in 33 CFR part 3.
(1810) (iii) A U.S. towing vessel and a U.S. barge operating
solely between ports or places of the contiguous 48 states,
Alaska, and the District of Columbia.
(1811) (iv) A public vessel.
(1812) (v) Except for a tank vessel, a U.S. vessel operating
solely between ports or places of the United States on the
Great Lakes.
(1813) (vi) A U.S. vessel 300 gross tons or less, engaged
in commercial service not coming from a foreign port or
place.
(1814) (vii) Each ferry on a xed route that is described
in an accurate schedule that is submitted by the ferry
operator, along with information in paragraphs (a)(5)
(vii)(A) through (J) of this section, to the Captain of the
Port for each port or place of destination listed in the
schedule at least 24 hours in advance of the rst date
and time of arrival listed on the schedule. At least 24
hours before the rst date and time of arrival listed on
the ferry schedule, each ferry operator who submits a
schedule under paragraph (a)(5)(vii) of this section must
also provide the following information to the Captain of
the Port for each port or place of destination listed in the
schedule for the ferry, and if the schedule or the following
submitted information changes, the ferry operator must
submit an updated schedule at least 24 hours in advance
of the rst date and time of arrival listed on the new
schedule and updates on the following items whenever
the submitted information is no longer accurate:
(1815) (A) Name of the vessel;
(1816) (B) Country of registry of the vessel;
(1817) (C) Call sign of the vessel;
(1818) (D) International Maritime Organization (IMO)
international number or, if the vessel does not have an
assigned IMO international number, the ofcial number
of the vessel;
(1819) (E) Name of the registered owner of the vessel;
(1820) (F) Name of the operator of the vessel;
(1821) (G) Name of the vessel’s classication society or
recognized organization, if applicable;
(1822) (H) Each port or place of destination;
(1823) (I) Estimated dates and times of arrivals at and
departures from these ports or places; and
(1824) (J) Name and telephone number of a 24-hour point
of contact.
(1825) (b) A vessel less than 500 gross tons is not required
to submit the International Safety Management (ISM)
Code Notice (Entry 7 in Table 160.206 of §160.206).
(1826) (c) A U.S. vessel is not required to submit the
International Ship and Port Facility Security (ISPS)
Code Notice information (Entry 8 in Table 160.206 of
§160.206).
(1827)
§160.205 Notices of arrival.
(1828) The owner, agent, Master, operator, or person in
charge of a vessel must submit notices of arrival consistent
with the requirements in this subpart.
(1829)
§160.206 Information required in an NOA.
(1830) (a) Information required. With the exceptions
noted in paragraph (b) of this section, each NOA must
contain all of the information items specied in Table
160.206. Vessel owners and operators should protect any
personal information they gather in preparing notices
for transmittal to the National Vessel Movement Center
(NVMC) to prevent unauthorized disclosure of that
information.
(1831) (b) Exceptions. If a crewmember or person on board
other than a crewmember is not required to carry a
passport for travel, then passport information required in
Table 160.206 by items (4)(iv) and (5)(iv) need not be
provided for that person.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 97
(1833)
§160.208 Updates to a submitted NOA.
(1834) (a) Unless otherwise specied in this section,
whenever events cause NOA information submitted for
a vessel to become inaccurate, or the submitter to realize
that data submitted was inaccurate, the owner, agent,
Master, operator, or person in charge of that vessel must
submit an update within the times required in §160.212.
(1835) (b) Changes in the following information need not
be reported:
(1836) (1) Changes in arrival or departure times that are less
than six (6) hours;
(1837) (2) Changes in vessel location or position of the
vessel at the time of reporting (entry (2)(vi) to Table
160.206); and
(1838) (3) Changes to crewmembers' position or duties on
the vessel (entry (4)(vii) to Table 160.206).
(1839) (c) When reporting updates, revise and resubmit the
NOA.
(1840)
§160.210 Methods for submitting an NOA.
(1841) (a) National Vessel Movement Center (NVMC).
Except as otherwise provided in this paragraph or
paragraph (b) of this section, vessels must submit NOA
information required by §160.206 to the NVMC using
methods currently specied at www.nvmc.uscg.gov,
which includes submission through the NVMC electronic
Notice of Arrival and Departure (eNOAD) World Wide
Web site, and XML, which includes the Excel Workbook
format. These data may also be submitted using other
methods that may be added as future options on www.
nvmc.uscg.gov. XML spreadsheets may be submitted
via email to [email protected]. If a vessel operator
must submit an NOA or an update, for a vessel in an area
without internet access or when experiencing technical
difculties with an onboard computer, and he or she has
no shore-side support available, the vessel operator may
fax or phone the submission to the NVMC. Fax at 1–800–
547–8724 or 304–264–2684. Workbook available at
www.nvmc.uscg.gov; or, telephone at 1–800–708–9823
or 304–264–2502.
(1842) (b) Saint Lawrence Seaway. 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 using
methods specied at www.nvmc.uscg.gov.
(1843)
§160.212 When to submit an NOA.
(1844) (a) Submission of an NOA. (1) Except as set out in
paragraphs (a)(2) and (a)(3) of this section, all vessels
must submit NOAs within the times required in paragraph
(a)(4) of this section.
(1845) (2) Towing vessels, when in control of a vessel
carrying CDC and operating solely between ports or
places of the contiguous 48 states, Alaska, and the District
of Columbia, must submit an NOA before departure but
at least 12 hours before arriving at the port or place of
destination.
(1846) (3) U.S. vessels 300 gross tons or less, arriving from
a foreign port or place, and whose voyage time is less
than 24 hours must submit an NOA at least 60 minutes
before departure from the foreign port or place. Also,
Canadian vessels 300 gross tons or less, arriving directly
from Canada, via boundary waters, to a United States port
or place on the Great Lakes, whose voyage time is less
than 24 hours must submit an NOA at least 60 minutes
before departure from the Canadian port or place.
(1847) (4) Times for submitting NOAs are as follows:
(1848)
If your voyage time is – Then you must submit an NOA –
(i) 96 hours or more; or At least 96 hours before arriving at the
port or place of destination; or
(ii) Less than 96 hours Before departure but at least 24 hours
before arriving at the port or place of
destination.
(1849) (b) Submission of updates to an NOA. (1) Except
as set out in paragraphs (b)(2) and (b)(3) of this section,
vessels must submit updates in NOA information within
the times required in paragraph (b)(4) of this section.
(1850) (2) Towing vessels, when in control of a vessel
carrying CDC and operating solely between ports or
places in the contiguous 48 states, Alaska, and the District
of Columbia, must submit updates to an NOA as soon as
practicable but at least 6 hours before entering the port
or place of destination.
(1851) (3) U.S. vessels 300 gross tons or less, arriving from
a foreign port or place, whose voyage time is—
(1852) (i) Less than 24 hours but greater than 6 hours,
must submit updates to an NOA as soon as practicable,
but at least 6 hours before entering the port or place of
destination.
(1853) (ii) Less than or equal to 6 hours, must submit
updates to an NOA as soon as practicable, but at least 60
minutes before departure from the foreign port or place.
(1854) (4) Times for submitting updates to NOAs are as
follows:
(1855)
If your remaining voyage time is –
Then you must submit updates to an
NOA –
(i) 96 hours or more; As soon as practicable, but at least
24 hours before arriving at 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 arriving at the port or
place of destination; or
(iii) Less than 24 hours As soon as practicable, but at least
12 hours before arriving at the port or
place of destination.
(1856)
§160.214 Waivers.
(1857) The Captain of the Port may waive, within that Captain
of the Port's designated zone, any of the requirements of
98 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
this subpart for any vessel or class of vessels upon nding
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.
(1858)
§160.215 Force majeure.
(1859) When a vessel is bound for a port or place of the
United States under force majeure, it must comply with
the requirements in this section, but not other sections
of this subpart. The vessel must report the following
information to the nearest Captain of the Port as soon as
practicable:
(1860) (a) The vessel Master's intentions;
(1861) (b) Any hazardous conditions as dened in §160.202;
and
(1862) (c) If the vessel is carrying certain dangerous cargo
or controlling a vessel carrying certain dangerous cargo,
the amount and name of each CDC carried, including
cargo UN number if applicable.
(1863)
§160.216 Notice of hazardous conditions.
(1864) (a) Whenever there is a hazardous condition either
on board a vessel or caused by a vessel or its operation,
the owner, agent, master, operator, or person in charge
must immediately notify the nearest Coast Guard Sector
Ofce or Group Ofce, and in addition submit any report
required by 46 CFR 4.05-10.
(1865) (b) When the hazardous condition involves cargo
loss or jettisoning as described in 33 CFR 97.115, the
notication required by paragraph (a) of this section must
include–
(1866) (1) What was lost, including a description of cargo,
substances involved, and types of packages;
(1867) (2) How many were lost, including the number of
packages and quantity of substances they represent;
(1868) (3) When the incident occurred, including the time
of the incident or period of time over which the incident
occurred;
(1869) (4) Where the incident occurred, including the exact
or estimated location of the incident, the route the ship
was taking, and the weather (wind and sea) conditions at
the time or approximate time of the incident; and
(1870) (5) How the incident occurred, including the
circumstances of the incident, the type of securing
equipment that was used, and any other material failures
that may have contributed to the incident.
(1871)
Part 162–Inland Waterways Navigation
Regulations
(1872)
§162.1 General.
(1873) 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.
(1874)
§162.5 Definitions.
(1875) The following denition applies to this part:
(1876) Merchant mariner credential or MMC means
the credential issued by the Coast Guard under 46
CFR part 10. It combines the individual merchant
mariner's document, license, and certicate of registry
enumerated in 46 U.S.C. subtitle II part E as well as the
STCW endorsement into a single credential that serves
as the mariner's qualication document, certicate of
identication, and certicate of service.
(1877)
§162.65 All waterways tributary to the Atlantic
Ocean south of Chesapeake Bay and all waterways
tributary to the Gulf of Mexico east and south of St.
Marks, FL.
(1878) (a) Description. This section applies to the following:
(1) Waterways. All navigable waters of the United States,
natural or articial, including bays, lakes, sounds, rivers,
creeks, intracoastal waterways, as well as canals and
channels of all types, which are tributary to or connected
by the other waterways with the Atlantic Ocean south
of Chesapeake Bay or with the Gulf of Mexico east and
south of St. Marks, Florida.
(1879) (2) United States property. All river and harbor lands
owned by the United States in or along the waterways
described in paragraph (a)(1) of this section, including
lock sites and all structures thereon, other sites for
Government structures and for the accommodation and
use of employees of the United States, and rights of way
and spoil disposal areas to the extent of Federal interest
therein.
(1880) (3) Vessels and rafts. The term “vessel” as used in
this section includes all oating things moved over these
waterways other than rafts.
(1881) (b) Waterways-(1) Fairway. A clear channel shall
at all times be left open to permit free and unobstructed
navigation by all types of vessels and rafts that normally
use the various waterways or sections thereof. The
District Commander may specify the width of the fairway
required in the various waterways under his charge.
(1882) (2) Stoppage in waterway, anchorage or mooring. (i)
No vessels or rafts shall anchor or moor in any of the land
cuts or other narrow parts of the waterway, except in case
of an emergency. Whenever it becomes necessary for a
vessel or raft to stop in any such portions of the waterway
it shall be securely fastened to one bank and as close to the
bank as possible. This shall be done only at such a place
and under such conditions as will not obstruct or prevent
the passage of other vessels or craft. Stoppages shall be
only for such periods as may be necessary.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 99
(1883) (ii) No vessel or raft will be allowed to use any portion
of the fairway as a mooring place except temporarily as
authorized above without the written permission from the
District Commander.
(1884) (iii) When tied up, all vessels must be moored by
bow and stern lines. Rafts and tows shall be secured at
sufciently close intervals to insure their not being drawn
away from the bank by winds, currents or the suction of
passing vessels. Tow lines shall be shortened so that the
different parts of the tow shall be as close together as
possible. In narrow sections, no vessel or raft shall be
tied abreast of another.
(1885) (iv) Lights shall be displayed in accordance with
provisions of the Navigation Rules, (33 CFR subchapter
E).
(1886) (v) No vessel, even if fastened to the bank as
prescribed in paragraph (b)(2)(i) of this section, shall be
left without a sufcient crew to care for it properly.
(1887) (vi) Vessels will not be permitted to load or unload
in any of the land cuts except as a regular established
landing or wharf without written permission secured in
advance from the District Commander.
(1888) (vii) No vessel, regardless of size, shall anchor in a
dredged channel or narrow portion of a waterway for the
purpose of shing, if navigation is obstructed, thereby.
(1889) (viii) Except in cases of emergency the dropping
of anchors, weights, or other ground tackle, within
areas occupied by submarine cable or pipe crossings, is
prohibited. Such crossings will ordinarily be marked by
signboards on each bank of the shore or indicated on coast
charts.
(1890) (3) Speed. (i) Vessels shall proceed at a speed
which will not endanger other vessels or structures and
will not interfere with any work in progress incident
to maintaining, improving, surveying or marking the
channel.
(1891) (ii) Ofcial signs indicating limited speeds through
critical portions of the waterways shall be strictly obeyed.
(1892) (iii) Vessels approaching and passing through a
bridge shall so govern their speed as to insure passage
through the bridge without damage to the bridge or its
fenders.
(1893) (4) Assembly and handling of tows.
(1894) (i) All vessels drawing tows and equipped with
rudders shall use two tow lines or a bridle and shorten
them to the greatest possible extent so as to have full
control at all times. The various parts of a tow shall be
securely assembled with the individual units connected
by lines as short as practicable. If necessary, as in the
case of lengthy or cumbersome tows or tows in restricted
channels, the District Commander may require that tows
be broken up and may require the installation of a rudder,
drag or other approved steering device on the tow in order
to avoid obstructing navigation or damaging the property
of others, including aids to navigation maintained by the
United States or under its authorization, by collision or
otherwise.
(1895) (ii) No tow shall be drawn by a vessel that has
insufcient power or crew to permit ready maneuverability
and safe handling.
(1896) (iii) Tows desiring to pass a bridge shall approach the
opening along the axis of the channel so as to pass through
without danger of striking the bridge or its fenders. No
vessel or tow shall navigate through a drawbridge until
the movable span is fully opened.
(1897) (iv) In the event that it is evident to the master of
a towing vessel that a tow cannot be safely handled
through a bridge, it will be brought to anchor and the
towed vessels will be taken through the bridge in small
units, or singly if necessary, or the tow will wait until
navigation conditions have improved to such an extent
that the tow can pass through the bridge without damage.
(1898) (5) Projections from vessels. No vessel carrying a
deck load which overhangs or projects over the side of
said vessel, or whose rigging projects over the side of the
vessel so as to endanger passing vessels, wharves or other
property, will enter or pass through any of the narrow
parts of the waterway.
(1899) (6) Meeting and passing. Vessels, on meeting
or overtaking, shall give the proper signals and pass
in accordance with the Navigation Rules, (33 CFR
subchapter E). Rafts shall give to vessels the side
demanded by proper signal. All vessels approaching
dredges, or other plant engaged on improvements to a
waterway, shall give the signal for passing and slow down
sufciently to stop if so ordered or if no answering signal
is received. On receiving the answering signal, they shall
then proceed to a pass at a speed sufciently slow to
insure safe navigation.
(1900)
NOTE
(1901) The Corps of Engineers also has regulations dealing
with this section in 33 CFR 207.
(1902)
Part 164–Navigation Safety Regulations (in
part). For a complete description of this part
see 33 CFR 164.
(1903)
§164.01 Applicability.
(1904) (a) This part (except as specically 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.
(1905) (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 –
100 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(1906) (1) Used solely within a limited geographic area,
such as a eeting-area for barges or a commercial facility,
and used solely for restricted service, such as making up
or breaking up larger tows;
(1907) (2) Used solely for assistance towing as dened by
46 CFR 10.103;
(1908) (3) Used solely for pollution response; or
(1909) (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 specied
route if he or she decides that exempting it would not
allow its unsafe navigation under anticipated conditions.
(1910) (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.
(1911) (d) Provisions of §164.46 apply to some self-
propelled vessels of less than 1600 gross tonnage.
(1912)
§164.02 Applicability exception for foreign vessels.
(1913) (a) Except for §164.46(c), none of the requirements
of this part apply to foreign vessels that:
(1914) (1) Are not destined for, or departing from, a port or
place subject to the jurisdiction of the United States; and
(1915) (2) Are in:
(1916) (i) Innocent passage through the territorial sea of the
United States; or
(1917) (ii) Transit through navigable waters of the United
States which form a part of an international strait.
(1918)
§164.03 Incorporation by reference.
(1919) (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 specied in
this section, the Coast Guard must publish notice of
the 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 more information
on the availability of this material at NARA, call 202-
741-6030, or go to: www.archives.gov/federal-register/
cfr/ibr-locations.html. Also, it is available for inspection
at the Commandant (CG-NAV), U.S. Coast Guard Stop
7418, Attn: Ofce of Navigation Systems, 2703 Martin
Luther King Jr. Ave. SE., Washington, DC 20593-7418,
telephone 202–372–1565, and is available from the
sources listed below.
(1920) (b) American Petroleum Institute (API), 1220 L
Street NW., Washington, DC 20005-4070, 202-682-
8000, www.api.org:
(1921) (1) API Specication 9A, Specication for Wire
Rope, Section 3, Properties and Tests for Wire and Wire
Rope, May 28, 1984, IBR approved for §164.74.
(1922) (2) [Reserved]
(1923) (c) ASTM International, 100 Barr Harbor Drive,
West Conshohocken, PA 19428-2959, 610-832-9585,
www.astm.org:
(1924) (1) ASTM D4268-93, Standard Test Method for
Testing Fiber Rope, IBR approved for §164.74.
(1925) (2) [Reserved]
(1926) (d) Cordage Institute, 350 Lincoln Street, Hingham,
MA 02043.
(1927) (1) CIA-3, Standard Test Methods for Fiber Rope
Including Standard Terminations, Revised, June 1980,
IBR approved for §164.74.
(1928) (2) [Reserved]
(1929) (e) International Maritime Organization (IMO), 4
Albert Embankment, London SE1 7SR, United Kingdom,
www.imo.org:
(1930) (1) IMO Resolution A342(IX), Recommendation on
Performance Standards for Automatic Pilots, November
12, 1975, IBR approved for §164.13.
(1931) (2) IMO Resolution A.917(22), Guidelines for
the Onboard Operational Use of Shipborne Automatic
Identication System (AIS), January 25, 2002, IBR
approved for §164.46.
(1932) (3) SN/Circ.227, Guidelines for the Installation
of a Shipborne Automatic Identication System (AIS),
January 6, 2003, IBR approved for §164.46.
(1933) (4) SN/Circ.244, Guidance on the Use of the UN/
LOCODE in the Destination Field in AIS Messages,
December 15, 2004, IBR approved for §164.46.
(1934) (5) SN/Circ.245, Amendments to the Guidelines for
the Installation of a Shipborne Automatic Identication
System (AIS)(SN/Circ.227), December 15, 2004, IBR
approved for §164.46.
(1935) (6) SOLAS, International Convention for the Safety
of Life at Sea, 1974, and 1988 Protocol relating thereto,
2000 Amendments, effective January and July 2002,
(SOLAS 2000 Amendments), IBR approved for §164.46.
(1936) (7) 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 on December 12, 2002, IBR
approved for §164.46.
(1937) (8) SN.1/Circ.289, Guidance on the Use of AIS
Application-Specic Messages, June 2, 2010, IBR
approved for §164.46.
(1938) (f) National Marine Electronics Association
(NMEA), 7 Riggs Avenue, Severna Park, MD 21146,
800-808-6632, www.nmea.org:
(1939) (1) NMEA 0400, Installation Standard for Marine
Electronic Equipment used on Moderate-Sized Vessels,
Version 3.10, February 2012, IBR approved for §164.46.
(1940) (2) [Reserved]
(1941) (g) Radio Technical Commission for Maritime
Services (RTCM), 1611 N. Kent St., Suite 605, Arlington,
VA 22209, 703-527-2000, www.rtcm.org:
(1942) (1) RTCM Paper 12-78/DO-100, Minimum
Performance Standards, Loran C Receiving Equipment,
1977, IBR approved for §164.41.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 101
(1943) (2) 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, IBR approved for §164.72.
(1944) (3) 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, IBR approved
for §164.72.
(1945) (h) International Electrotechnical Commission
(IEC), 3, rue de Varembe, Geneva, Switzerland, +41 22
919 02 11, http://www.iec.ch/. Email: [email protected].
(1946) (1) IEC 62065 (IEC 62065 2002–03), Maritime
navigation and radiocommunication equipment and
systems—Track control systems— Operational and
performance requirements, methods of testing and
required test results, First Edition, dated 2002, IBR
approved for § 164.13(d).
(1947) (2) IEC 62065 (IEC 62065 2014–02), Maritime
navigation and radiocommunication equipment and
systems—Track control systems— Operational and
performance requirements, methods of testing and
required test results, Edition 2.0, dated 2014, IBR
approved for § 164.13(d).
(1948)
§164.11 Navigation under way: General.
(1949) The owner, master, or person in charge of each vessel
underway shall ensure that:
(1950) (a) The wheelhouse is constantly manned by persons
who–
(1951) (1) Direct and control the movement of the vessel;
and
(1952) (2) Fix the vessel’s position;
(1953) (b) Each person performing a duty described in
paragraph (a) of this section is competent to perform that
duty;
(1954) (c) The position of the vessel at each x is plotted on
a chart of the area and the person directing the movement
of the vessel is informed of the vessel’s position;
(1955) (d) Electronic and other navigational equipment,
external xed aids to navigation, geographic reference
points, and hydrographic contours are used when xing
the vessel’s position;
(1956) (e) Buoys alone are not used to x the vessel’s
position;
(1957) 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 xed by other
means, buoys cannot be used to x a position: however,
if no other aids are available, buoys alone may be used
to establish an estimated position.
(1958) (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;
(1959) (g) Rudder orders are executed as given;
(1960) (h) Engine speed and direction orders are executed
as given;
(1961) (i) Magnetic variation and deviation and gyrocompass
errors are known and correctly applied by the person
directing the movement of the vessel;
(1962) (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.)
(1963) (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.
(1964) (l) Current velocity and direction for the area to be
transited are known by the person directing the movement
of the vessel;
(1965) (m) Predicted set and drift are known by the person
directing movement of the vessel;
(1966) (n) Tidal state for the area to be transited is known
by the person directing movement of the vessel;
(1967) (o) The vessel’s anchors are ready for letting go;
(1968) (p) The person directing the movement of the vessel
sets the vessel’s speed with consideration for -
(1969) (1) The prevailing visibility and weather conditions;
(1970) (2) The proximity of the vessel to xed shore and
marine structures;
(1971) (3) The tendency of the vessel underway to squat and
suffer impairment of maneuverability when there is small
underkeel clearance;
(1972) (4) The comparative proportions of the vessel and
the channel;
(1973) (5) The density of marine trafc;
(1974) (6) The damage that might be caused by the vessel’s
wake;
(1975) (7) The strength and direction of the current; and
(1976) (8) Any local vessel speed limit;
(1977) (q) The tests required by §164.25 are made and
recorded in the vessel’s log; and
(1978) (r) The equipment required by this part is maintained
in operable condition.
(1979) (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.
(1980) (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
102 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
waters, and except as required by paragraph (u) of this
section.
(1981) (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.
(1982)
§164.13 Navigation underway: tankers.
(1983) (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 certicated as a tanker.
(1984) (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 an engineer with an appropriately endorsed license
or merchant mariner credential.
(1985) (c) Each tanker must navigate with at least two
deck ofcers with an appropriately endorsed license or
merchant mariner credential on watch on the bridge,
one of whom may be a pilot. In waters where a pilot
is required, the second ofcer, must be an individual
holding an appropriately endorsed license or merchant
mariner credential and assigned to the vessel as master,
mate, or ofcer in charge of a navigational watch, who is
separate and distinct from the pilot.
(1986) (d) This paragraph (d) has preemptive effect over
State or local regulation within the same eld. A tanker
may navigate using a heading or track control system
only if:
(1987) (1) The tanker is at least one-half nautical mile (1,012
yards) beyond the territorial sea baseline, as dened in 33
CFR 2.20;
(1988) (i) Not within waters specied in 33 CFR part
110 (anchorages), or; (ii) Not within waters specied as
precautionary areas in 33 CFR part 167, and;
(1989) (2) There is a person, competent to steer the vessel,
present to assume manual control of the steering station
at all times including, but not limited to, the conditions
listed in 46 CFR 35.20–45(a) through (c); and
(1990) (3) The system meets the heading or track control
specications of either IEC 62065 (2002–03) or IEC
62065 (2014–02) (incorporated by reference, see
§164.03).
(1991)
§164.15 Navigation bridge visibility.
(1992) (a) The arrangement of cargo, cargo gear, and trim
of all vessels entering or departing from U.S. ports
must be such that the eld of vision from the navigation
bridge conforms as closely as possible to the following
requirements:
(1993) (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.
(1994) (2) From the conning position, the horizontal eld 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.
(1995) (3) From each bridge wing, the eld of vision must
extend over an arc from at least 45 degrees on the opposite
bow, through dead ahead, to at least dead astern.
(1996) (4) From the main steering position, the eld of
vision must extend over an arc from dead ahead to at
least 60 degrees on either side of the vessel.
(1997) (b) A clear view must be provided through at least
two front windows at all times regardless of weather
conditions.
(1998)
§164.19 Requirements for vessels at anchor.
(1999) The master or person in charge of each vessel that is
anchored shall ensure that–
(2000) (a) A proper anchor watch is maintained;
(2001) (b) Procedures are followed to detect a dragging
anchor; and
(2002) (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.
(2003)
§164.25 Tests before entering or getting underway.
(2004) (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:
(2005) (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:
(2006) (i) Each remote steering gear control system.
(2007) (ii) Each steering position located on the navigating
bridge.
(2008) (iii) The main steering gear from the alternative
power supply, if installed.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 103
(2009) (iv) Each rudder angle indicator in relation to the
actual position of the rudder.
(2010) (v) Each remote steering gear control system power
failure alarm.
(2011) (vi) Each remote steering gear power unit failure
alarm.
(2012) (vii) The full movement of the rudder to the required
capabilities of the steering gear.
(2013) (2) All internal vessel control communications and
vessel control alarms.
(2014) (3) Standby or emergency generator, for as long as
necessary to show proper functioning, including steady
state temperature and pressure readings.
(2015) (4) Storage batteries for emergency lighting and
power systems in vessel control and propulsion machinery
spaces.
(2016) (5) Main propulsion machinery, ahead and astern.
(2017) (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.
(2018) (c) Vessels entering the Great Lakes from the St.
Lawrence Seaway are considered to be in compliance
with this subpart if the required tests are conducted
preparatory to or during the passage of the St. Lawrence
Seaway or within one hour of passing Wolfe Island.
(2019) (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:
(2020) (1) Operation of the main steering gear from within
the steering gear compartment.
(2021) (2) Operation of the means of communications
between the navigating bridge and the steering
compartment.
(2022) (3) Operation of the alternative power supply for the
steering gear if the vessel is so equipped.
(2023)
§164.30 Charts, publications, and equipment:
General.
(2024) 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.
(2025)
§164.33 Charts and publications.
(2026) (a) Each vessel must have the following:
(2027) (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–
(2028) (i) Are of a large enough scale and have enough
detail to make safe navigation of the area possible; and
(2029) (ii) Are currently corrected.
(2030) (2) For the area to be transited, a currently corrected
copy of, or applicable currently corrected extract from,
each of the following publications:
(2031) (i) U.S. Coast Pilot.
(2032) (ii) Coast Guard Light List.
(2033) (3) For the area to be transited, the current edition
of, or applicable current extract from:
(2034) (i) Tide tables published by private entities using
data provided by the National Ocean Service.
(2035) (ii) Tidal current tables published by private entities
using data provided by the National Ocean Service, or
river current publication issued by a river authority.
(2036) (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.
(2037) (c) As used in this section, “currently corrected”
means corrected with changes contained in all Notices to
Mariners published by National Geospatial-Intelligence
Agency, or an equivalent foreign government publication,
reasonably available to the vessel, and that is applicable
to the vessel’s transit.
(2038)
§164.35 Equipment: All vessels.
(2039) Each vessel must have the following:
(2040) (a) A marine radar system for surface navigation.
(2041) (b) An illuminated magnetic steering compass,
mounted in a binnacle, that can be read at the vessel’s
main steering stand.
(2042) (c) A current magnetic compass deviation table or
graph or compass comparison record for the steering
compass, in the wheelhouse.
(2043) (d) A gyrocompass.
(2044) (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.
(2045) (f) An illuminated rudder angle indicator in the
wheelhouse.
(2046) (g) The following maneuvering information
prominently displayed on a fact sheet in the wheelhouse:
(2047) (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
104 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
note on the diagram stating that turns to port and starboard
are essentially the same, may be substituted.
(2048) (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.
(2049) (3) For each vessel with a xed propeller, a table of
shaft revolutions per minute for a representative range of
speeds.
(2050) (4) For each vessel with a controllable pitch propeller,
a table of control settings for a representative range of
speeds.
(2051) (5) For each vessel that is tted 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.
(2052) (6) The maneuvering information for the normal
load and normal ballast condition for–
(2053) (i) Calm weather–wind 10 knots or less, calm sea;
(2054) (ii) No current;
(2055) (iii) Deep water conditions–water depth twice the
vessel’s draft or greater; and
(2056) (iv) Clean hull.
(2057) (7) At the bottom of the fact sheet, the following
statement:
(2058)
WARNING
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:
(1) Calm weather—wind 10 knots or less, calm sea;
(2) No current;
(3) Water depth twice the vessel’s draft or greater;
(4) Clean hull; and
(5) Intermediate drafts or unusual trim.
(2059) (h) An echo depth sounding device.
(2060) (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.
(2061) (j) Equipment on the bridge for plotting relative
motion.
(2062) (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.
(2063) (l) An indicator readable from the centerline conning
position showing the rate of revolution of each propeller,
except when operating on the Great Lakes and their
connecting and tributary waters.
(2064) (m) If tted 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.
(2065) (n) If tted 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.
(2066) (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.
(2067)
§164.37 Equipment: Vessels of 10,000 gross tons or
more.
(2068) (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 rst.
(2069)
Note
(2070) 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.
(2071) (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.
(2072)
§164.38 Automatic radar plotting aids (ARPA). (See
33 CFR 164.)
(2073)
§164.39 Steering gear: Foreign tankers.
(2074) (a) This section applies to each foreign tanker of
10,000 gross tons or more, except a public vessel, that–
(2075) (1) Transfers oil at a port or place subject to the
jurisdiction of the United States; or
(2076) (2) Otherwise enters or operates in the navigable
waters of the United States, except a vessel described by
§164.02 of this part.
(2077) (b) Denitions. The terms used in this section are as
follows:
(2078) Constructed means the same as in chapter II-1,
Regulations 1.1.2 and 1.1.3.1, of SOLAS 74.
(2079) Existing tanker means a tanker–
(2080) (1) For which the building contract is placed on or
after June 1, 1979;
(2081) (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;
(2082) (3) The delivery of which occurs on or after June 1,
1982; or
(2083) (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.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 105
(2084) Public vessel, oil, hazardous materials, and foreign
vessel mean the same as in 46 U.S.C. 2101.
(2085) SOLAS 74 means the International Convention for
the Safety of Life at Sea, 1974, as amended.
(2086) Tanker means a self-propelled vessel dened as a
tanker by 46 U.S.C. 2101(38) or as a tank vessel by 46
U.S.C. 2101(39).
(2087) (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.
(2088) (d) Each tanker constructed before September
1, 1984, must meet the requirements of chapter II-1,
Regulation 29.19, of SOLAS 74.
(2089) (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.
(2090) (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.
(2091)
§164.40 Devices to indicate speed and distance.
(2092) (a) Each vessel required to be tted with an Automatic
Radar Plotting Aid (ARPA) under §164.38 of this part
must be tted with a device to indicate speed and distance
of the vessel either through the water or over the ground.
(2093) (b) The device must meet the following specications:
(2094) (1) The display must be easily readable on the bridge
by day or night.
(2095) (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.
(2096) (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.
(2097)
§164.41 Electronic position fixing devices.
(2098) (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 a satellite navigation
receiver with–
(2099) (1) Automatic acquisition of satellite signals after
initial operator settings have been entered; and
(2100) (2) Position updates derived from satellite
information during each usable satellite pass.
(2101) (b) 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 Conuence 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 nding by
the Commandant under this subparagraph must submit
a written application describing the device to the
Commandant (CG-DCO-D), Attn: Deputy for Operations
Policy and Capabilities, U.S. Coast Guard Stop 7318,
2703 Martin Luther King Jr. Avenue SE., Washington,
DC 20593-7318. 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.
(2102) Note: The Federal Radionavigation Plan is available
from the National Technical Information Service,
Springeld, Va. 22161, with the following Government
Accession Numbers:
(2103) Vol 1, ADA 116468
(2104) Vol 2, ADA 116469
(2105) Vol 3, ADA 116470
(2106) Vol 4, ADA 116471
(2107)
§164.42 Rate of turn indicator.
(2108) Each vessel of 100,000 gross tons or more constructed
on or after September 1, 1984, shall be tted with a rate
of turn indicator.
(2109)
§164.43 [Removed]
(2110)
§164.46 Automatic Identification System.
(2111) (a) Denitions. As used in this section—
(2112) Automatic Identication Systems or AIS means a
maritime navigation safety communications system
standardized by the International Telecommunication
Union (ITU), adopted by the International Maritime
Organization (IMO), that—
(2113) (1) Provides vessel information, including the vessel's
identity, type, position, course, speed, navigational status
and other safety-related information automatically to
appropriately equipped shore stations, other ships, and
aircraft;
(2114) (2) Receives automatically such information from
similarly tted ships, monitors and tracks ships; and
(2115) (3) Exchanges data with shore-based facilities.
(2116) Gross tonnage means tonnage as dened under the
International Convention on Tonnage Measurement of
Ships, 1969.
(2117) International voyage means a voyage from a
country to which the present International Convention
for the Safety of Life at Sea applies to a port outside such
country, or conversely.
(2118) Properly installed, operational means an Automatic
Identication System (AIS) that is installed and operated
using the guidelines set forth by the International
Maritime Organization (IMO) Resolution A.917(22)
and Safety of Navigation Circulars (SN/Circ.) 227, 244,
245, and SN.1/Circ.289; or National Marine Electronics
Association (NMEA) Installation Standard 0400-3.10 in
106 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
lieu of SN/Circ.227 and 245 (incorporated by reference,
see §164.03).
(2119) (b) AIS carriage—(1) AIS Class A device. The
following vessels must have on board a properly installed,
operational Coast Guard type-approved AIS Class A
device:
(2120) (i) A self-propelled vessel of 65 feet or more in
length, engaged in commercial service.
(2121) (ii) A towing vessel of 26 feet or more in length
and more than 600 horsepower, engaged in commercial
service.
(2122) (iii) A self-propelled vessel that is certicated to
carry more than 150 passengers.
(2123) (iv) A self-propelled vessel engaged in dredging
operations in or near a commercial channel or shipping
fairway in a manner likely to restrict or affect navigation
of other vessels.
(2124) (v) A self-propelled vessel engaged in the movement
of—
(2125) (A) Certain dangerous cargo as dened in subpart C
of part 160 of this chapter, or
(2126) (B) Flammable or combustible liquid cargo in bulk
that is listed in 46 CFR 30.25-1, Table 30.25-1.
(2127) (2) AIS Class B device. Use of a Coast Guard type-
approved AIS Class B device in lieu of an AIS Class A
device is permissible on the following vessels if they are
not subject to pilotage by other than the vessel Master or
crew:
(2128) (i) Fishing industry vessels;
(2129) (ii) Vessels identied in paragraph (b)(1)(i) of
this section that are certicated to carry less than 150
passengers and that—
(2130) (A) Do not operate in a Vessel Trafc Service (VTS)
or Vessel Movement Reporting System (VMRS) area
dened in Table 161.12(c) of §161.12 of this chapter, and
(2131) (B) Do not operate at speeds in excess of 14 knots;
and
(2132) (iii) Vessels identied in paragraph (b)(1)(iv) of this
section engaged in dredging operations.
(2133) Note to paragraph (b): Under 33 U.S.C. 1223(b)
(3) and 33 CFR 160.111, a Coast Guard Captain of the
Port (COTP) may restrict the operation of a vessel if he
or she determines that by reason of weather, visibility,
sea conditions, port congestion, other hazardous
circumstances, or the condition of such vessel, the
restriction is justied in the interest of safety. In certain
circumstances, if a COTP is concerned that the operation
of a vessel not subject to §164.46 would be unsafe, the
COTP may determine that voluntary installation of AIS
by the operator would mitigate that concern. Fishing
industry vessels include shing vessels, sh processing
vessels, and sh tender vessels as dened in 46 U.S.C.
2101.
(2134) (c) SOLAS provisions. The following self-propelled
vessels must comply with International Convention for
Safety of Life at Sea (SOLAS), as amended, chapter V,
regulation 19.2.1.6 (Positioning System), 19.2.4 (AIS
Class A), and 19.2.3.5 (Transmitting Heading Device)
or 19.2.5.1 (Gyro Compass) as applicable (Incorporated
by reference, see §164.03):
(2135) (1) A vessel of 300 gross tonnage or more, on an
international voyage.
(2136) (2) A vessel of 150 gross tonnage or more, when
carrying more than 12 passengers on an international
voyage.
(2137) (d) Operations. The requirements in this paragraph
are applicable to any vessel equipped with AIS.
(2138) (1) Use of AIS does not relieve the vessel of the
requirements to sound whistle signals or display lights or
shapes in accordance with the International Regulations
for Preventing Collisions at Sea, 1972 (72 COLREGS),
28 U.S.T. 3459, T.I.A.S. 8587, or Inland Navigation
Rules, 33 CFR part 83; nor of the radio requirements
of the Vessel Bridge-to-Bridge Radiotelephone Act, 33
U.S.C. 1201-1208, part 26 of this chapter, and 47 CFR
part 80.
(2139) (2) AIS must be maintained in effective operating
condition, which includes—
(2140) (i) The ability to reinitialize the AIS, which requires
access to and knowledge of the AIS power source and
password;
(2141) (ii) The ability to access AIS information from the
primary conning position of the vessel;
(2142) (iii) The accurate broadcast of a properly assigned
Maritime Mobile Service Identity (MMSI) number;
(2143) (iv) The accurate input and upkeep of all AIS data
elds and system updates; and
(2144) (v) For those vessels denoted in paragraph (b) of this
section, the continual operation of AIS and its associated
devices (e.g., positioning system, gyro, converters,
displays) at all times while the vessel is underway or at
anchor, and, if moored, at least 15 minutes prior to getting
underway; except when its operation would compromise
the safety or security of the vessel or a security incident
is imminent. The AIS should be returned to continuous
operation as soon as the compromise has been mitigated
or the security incident has passed. The time and reason
for the silent period should be recorded in the ship's
ofcial log and reported to the nearest Captain of the
Port or Vessel Trafc Center (VTC).
(2145) (3) AIS safety-related text messaging must
be conducted in English and solely to exchange or
communicate pertinent navigation safety information
(analogous to a SECURITE broadcast). Although not
prohibited, AIS text messaging should not be relied upon as
the primary means for broadcasting distress (MAYDAY)
or urgent (PAN PAN) communications. (47 CFR 80.1109,
Distress, urgency, and safety communications).
(2146) (4) AIS application-specic messaging (ASM) is
permissible, but is limited to applications adopted by the
International Maritime Organization (such as IMO SN.1/
Circ.289) or those denoted in the International Association
of Marine Aids to Navigation and Lighthouse Authorities'
(IALA) ASM Collection for use in the United States or
Canada, and to no more than one ASM per minute.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 107
(2147) Note 1 to §164.46(d): The Coast Guard has
developed the “USCG AIS Encoding Guidance” to help
ensure consistent and accurate data encoding (input)
by AIS users. This Guide is available at our “AIS
Frequently Asked Questions” (FAQ #2) World Wide
Web page at www.navcen.uscg.gov/ais-frequently-asked-
questions#2. Although of great benet, the interfacing
or installation of other external devices or displays
(e.g., transmitting heading device, gyro, rate of turn
indicator, electronic charting systems, and radar), is not
currently required except as denoted in §164.46(c). Most
application-specic messages require interfacing to an
external system that is capable of their portrayal, such as
equipment certied to meet Radio Technical Commission
for Maritime Services (RTCM) electronic chart system
(ECS) standard 10900 series.
(2148) (e) Watchkeeping. AIS is primarily intended for use
by the Master or person in charge of the vessel, or by
the person designated by the Master or person in charge
to pilot or direct the movement of the vessel, who must
maintain a periodic watch for AIS information.
(2149) (f) Portable AIS. 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 device may be transmitting on
board a vessel at any one time.
(2150) (g) AIS Pilot Plug. The AIS Pilot Plug on any vessel
subject to pilotage by other than the vessel Master or crew
must be readily available and easily accessible from the
primary conning position of the vessel and permanently
afxed (not an extension cord) and adjacent (within 3
feet) to a 120-volt 50/60 Hz AC power receptacle (NEMA
5-15).
(2151) (h) Exceptions. The following vessels may seek up
to a 5-year deviation from the AIS requirements of this
section by requesting a deviation under §164.55.
(2152) (1) Vessels that operate solely within a very conned
area (e.g., less than a 1 nautical-mile radius, shipyard, or
barge eeting facility);
(2153) (2) Vessels that conduct only short voyages (less
than 1 nautical mile) on a xed schedule (e.g., a bank-to-
bank river ferry service or a tender vessel);
(2154) (3) Vessels that are not likely to encounter other AIS-
equipped vessels;
(2155) (4) Vessels whose design or construction makes it
impracticable to operate an AIS device (e.g., those that
lack electrical power, have an exposed or open cabin, or
are submersible); or
(2156) (5) Vessels denoted in paragraph (b)(2) that seek a
deviation from requirements in paragraphs (d)(2)(ii) and
(e) of this section because their AIS Class B device lacks
a display.
(2157) (i) Prohibition. Except for maritime support
stations (see 47 CFR 80.5) licensed by the Federal
Communications Commission (FCC), broadcasts from
AIS Class A or B devices on aircraft, non-self propelled
vessels or from land are prohibited.
(2158) (j) Implementation date. Those vessels identied
in paragraphs (b) and (c) of this section that were not
previously subject to AIS carriage must install AIS no
later than March 1, 2016.
(2159)
§164.51 Deviations from rules: Emergency.
(2160) 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.
(2161)
§164.53 Deviations from rules and reporting: Non-
operating equipment.
(2162) (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 part
160 of this chapter.
(2163) (b) If the vessel’s automatic identication system
(AIS), 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
Trafc Service, to the Vessel Trafc Center, as soon as
possible.
(2164)
§164.55 Deviations from rules: Continuing opera-
tion or period of time.
(2165) 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 species.
(2166)
§164.61 Marine casualty reporting and record
retention.
(2167) When a vessel is involved in a marine casualty as
dened in 46 CFR 4.03–1, the master or person in charge
of the vessel shall–
(2168) (a) Ensure compliance with 46 CFR 4.05, “Notice
of Marine Casualty and Voyage Records;” and
(2169) (b) Ensure that the voyage records required by 46
CFR 4.05–15 are retained for–
(2170) (1) 30 days after the casualty if the vessel remains
in the navigable waters of the United States; or
(2171) (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.
108 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(2172)
§164.70 Definitions.
(2173) For purposes of §§164.72 through 164.82, the term
–
(2174) Current edition means the most recent published
version of a publication, chart, or map required by
§164.72.
(2175) 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 (USACE) are
currently corrected editions if issued within the previous
5 years.
(2176) 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.
(2177) Merchant mariner credential or MMC means
the credential issued by the Coast Guard under 46
CFR part 10. It combines the individual merchant
mariner's document, license, and certicate of registry
enumerated in 46 U.S.C. subtitle II part E as well as the
STCW endorsement into a single credential that serves
as the mariner's qualication document, certicate of
identication, and certicate of service.
(2178) Swing-meter means an electronic or electric device
that indicates that rate of turn of the vessel on board which
it is installed.
(2179) 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.
(2180) 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 specied by §§89.25 and 89.27 of this chapter,
and such other, similar waters as are designated by the
COTP.
(2181)
§164.72 Navigational-safety equipment, charts or
maps, and publications required on towing vessels.
(2182) (a) Except as provided by §164.01(b), each towing
vessel must be equipped with the following navigational-
safety equipment:
(2183) (1) Marine Radar. By August 2, 1997, a marine radar
that meets the following applicable requirements:
(2184) (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–
(2185) (A) The requirements of the Federal Communications
Commission (FCC) specied by 47 CFR part 80; and
(2186) (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.
(2187) (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–
(2188) (A) The requirements of the FCC specied by 47
CFR part 80; and
(2189) (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.
(2190) (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–
(2191) (A) The requirements of the Federal Communications
Commission (FCC) specied by 47 CFR part 80; and
(2192) (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.
(2193) (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–
(2194) (A) The requirements of the FCC specied by 47
CFR Part 80; and
(2195) (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.
(2196) (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.
(2197) (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.
(2198) (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 trafc
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 109
on other VHF-FM channels or when participating in a
Vessel Trafc 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 Faireld Road; Gettysburg, PA
17325-7245.)
(2199) (4) Magnetic Compass. Either–
(2200) (i) An illuminated swing-meter or an illuminated
card-type magnetic steering compass readable from the
vessel’s main steering station, if the vessel engages in
towing exclusively on Western Rivers; or
(2201) (ii) An illuminated card-type magnetic steering
compass readable from the vessel’s main steering station.
(2202) (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.
(2203) (6) Electronic Position-Fixing Device. An electronic
position-xing device, 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.
(2204) (b) Each towing vessel must carry on board and
maintain the following:
(2205) (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:
(2206) (i) The charts or maps must be of a large enough
scale and have enough detail to make safe navigation of
the areas possible.
(2207) (ii) The charts or maps must be either–
(2208) (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
(2209) (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.
(2210) (iii) The charts or maps may be, instead of charts
or maps required by paragraphs (b)(1) (i) and (ii) of this
section, currently corrected marine charts or maps, or
applicable extracts, published by a foreign government.
These charts or maps, or applicable extracts, must contain
information similar to that on the charts or maps required
by paragraphs (b)(1) (i) and (ii) of the section, be of
large enough scale, and have enough detail to make safe
navigation of the areas possible, and must be currently
corrected.
(2211) (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:
(2212) (i) If the vessel is engaged in towing exclusively on
Western Rivers–
(2213) (A) U.S. Coast Guard Light List;
(2214) (B) Applicable Notices to Navigation published
by the ACOE, or Local Notices to Marines (LNMs)
published by the Coast Guard, for the area to be transited,
when available; and
(2215) (C) Tidal-current tables published by private entities
using data provided by the NOS, or river-current tables
published by a river authority;
(2216) (ii) if the vessel is engaged other than in towing
exclusively on Western Rivers–
(2217) (A) Coast Guard Light List;
(2218) (B) Notices to Mariners published by National
Geospatial-Intelligence Agency, or LNMs published by
the Coast Guard;
(2219) (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:
(2220) (D) Tide tables published by private entities using
data provided by the NOS; and
(2221) (E) U.S. Coast Pilot.
(2222) (c) Table 164.72, following, summarizes the
navigational-safety equipment, charts or maps, and
publications required for towing vessels of 12 meters or
more in length engaged in towing:
(2223)
§164.74 Towline and terminal gear for towing
astern.
(2224) (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:
(2225) (1) The size and material of each towline must be–
(2226) (i) Appropriate for the horsepower or bollard pull of
the vessel;
(2227) (ii) Appropriate for the static loads and dynamic
loads expected during the intended service;
(2228) (iii) Appropriate for the sea conditions expected
during the intended service;
(2229) (iv) Appropriate for exposure to the marine
environment and to any chemicals used or carried on
board the vessel;
(2230) (v) Appropriate for the temperatures of normal
stowage and service on board the vessel;
(2231) (vi) Compatible with associated navigational-safety
equipment; and
(2232) (vii) Appropriate for the likelihood of mechanical
damage.
(2233) (2) Each towline as rigged must be–
(2234) (i) Free of knots;
(2235) (ii) Spliced with a thimble, or have a poured socket
at its end; and
(2236) (iii) Free of wire clips except for temporary repair,
for which the towline must have a thimble and either
110 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
ve wire clips or as many wire clips as the manufacturer
species for the nominal diameter and construction of the
towline, whichever is more.
(2237) (3) The condition of each towline must be monitored
through the–
(2238) (i) Keeping on board the towing vessel or in
company les of a record of the towline’s initial minimum
breaking strength as determined by the manufacturer,
by a classication (“class”) society authorized in
§157.04 of this chapter, or by a tensile test that meets
API Specications 9A, Specication 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;
(2239) (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 les 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
Specication 9A, Section 3; ASTM D 4268 (incorporated
by reference, see §164.03); or Cordage Institute CIA 3,
Standard Test Methods;
(2240) (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);
(2241) (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–
(2242) (A) Nautical miles on, or time in service of, the
towline;
(2243) (B) Operating conditions experienced by the towline;
(2244) (C) History of loading of the towline;
(2245) (D) Surface condition, including corrosion and
discoloration, of the towline;
(2246) (E) Amount of visible damage to the towline;
(2247) (F) Amount of material deterioration indicated
by measurements of diameter and, if applicable,
measurements of lay extension of the towline; and
(2248) (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
(2249) (v) Keeping on board the towing vessel or in
company les of a record of the material condition of
the towline when inspected under paragraphs (a)(3)(iii)
and (iv) of this section. Once this record lapses for three
months or more, except when a vessel is laid up or out
of service or has not deployed its towline, the owner,
master, or operator shall retest the towline or remove it
from service.
(2250) (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:
(2251) (1) The material and size of the terminal gear are
appropriate for the strength and anticipated loading of
the towline and for the environment;
(2252) (2) Each connection is secured by at least one nut
with at least one cotter pin or other means of preventing
its failure;
(2253) (3) The lead of the towline is appropriate to prevent
sharp bends in the towline from fairlead blocks, chocks,
or tackle;
(2254) (4) There is provided a method, whether mechanical
or non-mechanical, that does not endanger operating
personnel but that easily releases the towline;
(2255) (5) The towline is protected from abrasion or chang
by chang gear, lagging, or other means;
(2256) (6) Except on board a vessel towing in ice on Western
Rivers or one using a towline of synthetic or natural ber,
there is tted a winch that evenly spools and tightly winds
the towline; and
(2257) (7) If a winch is tted, 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.
(2258)
§164.76 Towline and terminal gear for towing
alongside and pushing ahead.
(2259) The owner, master, or operator of each vessel towing
alongside or pushing ahead shall ensure the face wires,
spring lines, and push gear used–
(2260) (a) Are appropriate for the vessel’s horsepower;
(2261) (b) Are appropriate for the arrangement of the tow;
(2262) (c) Are frequently inspected; and
(2263) (d) Remain serviceable.
(2264)
§164.78 Navigation under way: Towing vessels.
(2265) (a) The owner, master, or operator of each vessel
towing shall ensure that each person directing and
controlling the movement of the vessel–
(2266) (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;
(2267) (2) Can x the position of the vessel using installed
navigational equipment, aids to navigation, geographic
reference-points, and hydrographic contours;
(2268) (3) Does not x 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
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 111
with vessels can move or sink them or set them adrift.
Although they may corroborate a position xed by other
means, they cannot x a position; however, if no other
aids are available, buoys alone may establish an estimated
position.);
(2269) (4) Evaluates the danger of each closing visual or
radar contact;
(2270) (5) Knows and applies the variation and deviation,
where a magnetic compass is tted and where charts or
maps have enough detail to enable this type of correction;
(2271) (6) Knows the speed and direction of the current, and
the set, drift, and tidal state for the area to be transited;
(2272) (7) Proceeds at a safe speed taking into account
the weather, visibility, density of trafc, draft of tow,
possibility of wake damage, speed and direction of the
current, and local speed and direction of the current, and
local speed-limits; and
(2273) (8) Monitors the voyage plan required by §164.80.
(2274) (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.
(2275)
§164.80 Tests, inspections, and voyage planning.
(2276) (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:
(2277) (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 verication of
the rudder-angle indicator relative to the actual position
of the rudder; and a visual inspection of the steering gear
and its linkage.
(2278) (2) Navigational equipment. A test of all installed
navigational equipment.
(2279) (3) Communications. Operation of all internal vessel
control communications and vessel-control alarms, if
installed.
(2280) (4) Lights. Operation of all navigational lights and
all searchlights.
(2281) (5) Terminal gear. Visual inspection of tackle; of
connections of bridle and towing pendant, if applicable;
of chang gear; and the winch brake, if installed.
(2282) (6) Propulsion systems. Visual inspection of the
spaces for main propulsion machinery, of machinery, and
of devices for monitoring machinery.
(2283) (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:
(2284) (1) Navigational equipment. Tests of onboard
equipment as required by §164.25.
(2285) (2) Terminal gear. Visual inspection of tackle; of
connections of bridle and towing pendant, if applicable;
of charting gear; and of the winch brake, if installed.
(2286) (c)(1) The voyage-planning requirements outlined
in this section do not apply to you if your towing vessel
is–
(2287) (i) Used solely for any of the following services or
any combination of these services–
(2288) (A) Within a limited geographic area, such as
eeting-area for barges or a commercial facility, and used
for restricted service, such as making up or breaking up
larger tows:
(2289) (B) For harbor-assist;
(2290) (C) For assistance towing as dened by 46 CFR
10.103;
(2291) (D) For response to emergency or pollution;
(2292) (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;
(2293) (iii) A foreign vessel engaged in innocent passage;
or
(2294) (iv) Exempted by the Captain of the Port (COTP).
(2295) (2) If you think your towing vessel should be
exempt from these voyage planning requirements for a
specied 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.
(2296) (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):
(2297) (i) Applicable information from nautical charts and
publication (also see paragraph (b) of section 164.72),
including Coast Pilot, Coast Guard Light List, and Coast
Guard Local Notice to Mariners for the port of departure,
all ports of call, and the destination;
(2298) (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);
(2299) (iii) Data on tides and currents for the port of
departure, all ports of call, and the destination, and the
river staged and forecast, if appropriate;
(2300) (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;
(2301) (v) Pre-departure checklists;
112 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(2302) (vi) Calculated speed and estimated time of arrival
at proposed waypoints;
(2303) (vii) Communication contacts at any Vessel Trafc
Services, bridges, and facilities, and any port-specic
requirements for VHF radio;
(2304) (viii) Any master's or operator's standing orders
detailing closest points of approach, special conditions,
and critical maneuvers; and
(2305) (ix) Whether the towing vessel has sufcient power
to control the tow under all foreseeable circumstances.
(2306)
§164.82 Maintenance, failure, and reporting.
(2307) (a) Maintenance. The owner, master, or operator
of each towing vessel shall maintain operative the
navigational-safety equipment required by §164.72.
(2308) (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, trafc, and the dictates of
good seamanship–in deciding whether it is safe for the
vessel to proceed.
(2309) (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 Trafc 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 Trafc Center
as soon as practicable:
(2310) (1) Any absence or malfunction of vessel-operating
equipment for navigational safety, such as propulsion
machinery, steering gear, radar, gyrocompass, echo depth-
sounding or other sounding device, automatic dependent
surveillance equipment, or navigational lighting;
(2311) (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
(2312) (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.)
(2313) (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
(2316)
TABLE 164.72 – Equipment, Charts or Maps, and Publications of Towing Vessels for 12 Meters or More in Length
Western Rivers
U.S. Navigable Waters
(other than Western Rivers)
Waters seaward of Navigable
Waters and 3 NM or more from
shore on the Great Lakes
Marine Radar:
Towing Vessels of less
than 300 GT
RTCM Paper 71-95/SC112-STD
Version 1.1
Display Category II
1
Stabilization Category BRAVO
RTCM Paper 71-95/SC112-STD
Version 1.1
Display Category II
1
Stabilization Category BRAVO
RTCM Paper 71-95/SC112-STD
Version 1.1
Display Category I
2
Stabilization Category ALPHA
Towing Vessels of 300
GT or more
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
(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 X
3
X X
Swing Meter X
3
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
Notices to Mariners
(3) River-current Tables
(1) U.S. Coast Guard Light List
(2) Local Notices to Mariners
(3) Tidal-current Tables
(4) Tide Tables
(5) U.S. Coast Pilot
(1) U.S. Coast Guard Light List
(2) Local Notices to Mariners
(3) Tidal-current Tables
(4) Tide Tables
(5) U.S. Coast Pilot
Notes:
1
Towing vessels with existing radar must meet this requirement by August 2, 1998.
2
Towing vessels with existing radar must meet this requirement by August 2, 1998 but do not need to meet the display and stabilization
requirements until August 2, 2001.
3
A towing vessel may carry either a swing-meter or a magnetic compass.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 113
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 satises §164.72(a), does not necessitate either a
deviation or an authorization.
(2314) (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.
(2315) (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 specied
time if he or she decides that they would not impair the
safe navigation of the vessel under anticipated conditions.
(2317)
Part 165–Regulated Navigation Areas and Lim-
ited Access Areas
(2318)
Subpart A–General
(2319)
§165.1–Purpose of part.
(2320) The purpose of this part is to–
(2321) (a) Prescribe procedures for establishing different
types of limited or controlled access areas and regulated
navigation areas;
(2322) (b) Prescribe general regulations for different types
of limited or controlled access areas and regulated
navigation areas;
(2323) (c) Prescribe specic requirements for established
areas; and
(2324) (d) List specic areas and their boundaries.
(2325)
§165.3 Definitions.
(2326) The following denitions apply to this part:
(2327) Credential means any or all of the following:
(2328) (1) Merchant mariner's document.
(2329) (2) Merchant mariner's license.
(2330) (3) STCW endorsement.
(2331) (4) Certicate of registry.
(2332) (5) Merchant mariner credential.
(2333) Merchant mariner credential or MMC means
the credential issued by the Coast Guard under 46
CFR part 10. It combines the individual merchant
mariner's document, license, and certicate of registry
enumerated in 46 U.S.C. subtitle II part E as well as the
STCW endorsement into a single credential that serves
as the mariner's qualication document, certicate of
identication, and certicate of service.
(2334)
§165.5 Establishment procedures.
(2335) (a) A safety zone, security zone, or regulated
navigation area may be established on the initiative of
any authorized Coast Guard ofcial.
(2336) (b) Any person may request that a safety zone,
security zone, or regulated navigation area be established.
Except as provided in paragraph (c) of this section, each
request must be submitted in writing to either the Captain
of the Port or District Commander having jurisdiction
over the location as described in 33 CFR 3, and include
the following:
(2337) (1) The name of the person submitting the request;
(2338) (2) The location and boundaries of the safety zone,
security zone, or regulated navigation area;
(2339) (3) The date, time, and duration that the safety zone,
security zone, or regulated navigation area should be
established;
(2340) (4) A description of the activities planned for the
safety zone, security zone, or regulated navigation area;
(2341) (5) The nature of the restrictions or conditions
desired; and
(2342) (6) The reason why the safety zone, security zone,
or regulated navigation area is necessary.
(2343) (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.
(2344) (Requests for safety zones, security zones, and
regulated navigation areas are approved by the Ofce
of Management and Budget under control number 1625-
0020)
(2345)
§165.7 Notification.
(2346) (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. Notication may be made by
marine broadcasts, local notice to mariners, local news
media, distribution in leaet form, and on-scene oral
notice, as well as publication in the Federal Register.
(2347) (b) Notication 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.
(2348)
§165.8 Geographic coordinates.
(2349) 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
114 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
only after application of the appropriate corrections that
are published on the particular map or chart being used.
(2350)
§165.9 Geographic application of limited and con-
trolled access areas and regulated navigation areas.
(2351) (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.
(2352) (b) Safety zones and regulated navigation areas.
These zones and areas are created under the authority of
46 U.S.C. 70001–70041. Safety zones established under
46 U.S.C. 70116 and regulated navigation areas may be
established in waters subject to the jurisdiction of the
United States as dened in §2.38 of this chapter, including
the territorial sea to a seaward limit of 12 nautical miles
from the baseline.
(2353) (c) Security zones. These zones have two sources
of authority–46 U.S.C. chapter 700, and the Act of June
15, 1917, as amended by both the Magnuson Act of
August 9, 1950 (“Magnuson Act”), 46 U.S.C. 70051–
54, and sec. 104 the Maritime Transportation Security
Act of 2002 (Pub. L. 107-295, 116 Stat. 2064). Security
zones established under either 46 U.S.C. 70116 or 46
U.S.C. 70051 may be established in waters subject to the
jurisdiction of the United States as dened in §2.38 of this
chapter, including the territorial sea to a seaward limit of
12 nautical miles from the baseline.
(2354) (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 dened in §2.38 of this chapter,
including the territorial sea to a seaward limit of 12
nautical miles from the baseline.
(2355)
Subpart B–Regulated Navigation Areas
(2356)
§165.10 Regulated navigation area.
(2357) A regulated navigation area is a water area within
a dened boundary for which regulations for vessels
navigating within the area have been established under
this part.
(2358)
§165.11 Vessel operating requirements (regula-
tions).
(2359) Each District Commander may control vessel
trafc in an area which is determined to have hazardous
conditions, by issuing regulations–
(2360) (a) Specifying times of vessel entry, movement, or
departure to, from, within, or through ports, harbors, or
other waters;
(2361) (b) Establishing vessel size, speed, draft limitations,
and operating conditions; and
(2362) (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.
(2363)
§165.13 General regulations.
(2364) (a) The master of a vessel in a regulated navigation
area shall operate the vessel in accordance with the
regulations contained in Subpart F.
(2365) (b) No person may cause or authorize the operation
of a vessel in a regulated navigation area contrary to the
regulations in this Part.
(2366)
Subpart C–Safety Zones
(2367)
§165.20 Safety zones.
(2368) 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 xed limits or it may be described as a zone around a
vessel in motion.
(2369)
§165.23 General regulations.
(2370) Unless otherwise provided in this part–
(2371) (a) No person may enter a safety zone unless
authorized by the COTP or the District Commander;
(2372) (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;
(2373) (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
(2374) (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.
(2375)
Subpart D–Security Zones
(2376)
§165.30 Security zones.
(2377) (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.
(2378) (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–
(2379) (1) Vessels,
(2380) (2) Harbors,
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 115
(2381) (3) Ports, and
(2382) (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.
(2383)
§165.33 General regulations.
(2384) Unless otherwise provided in the special regulations
in Subpart F of this part–
(2385) (a) No person or vessel may enter or remain in a
security zone without the permission of the Captain of
the Port;
(2386) (b) Each person and vessel in a security zone shall
obey any direction or order of the Captain of the Port;
(2387) (c) The Captain of the Port may take possession and
control of any vessel in the security zone;
(2388) (d) The Captain of the Port may remove any person,
vessel, article, or thing from a security zone;
(2389) (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
(2390) (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.
(2391)
Subpart E–Restricted Waterfront Area
(2392)
§165.40 Restricted Waterfront Areas.
(2393) 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.
(2394)
§165.501 Chesapeake Bay entrance and Hampton
Roads, VA and adjacent waters-Regulated Naviga
-
tion Area.
(2395) (a) Location. The waters enclosed by the shoreline
and the following lines are a Regulated Navigation Area:
(2396) (1) Oshore zone. A line drawn due East from the
mean low water mark at the North Carolina and Virginia
border at 36°33'03"N., 75°52'00"W., to the Territorial
Seas boundary line at 36°33'05"N., 75°36'51"W., thence
generally Northeastward along the Territorial Seas
boundary line to 38°01'39"N., 74°57'18"W., thence due
West to the mean low water mark at the Maryland and
Virginia border at 38°01'39"N., 75°14'30"W., thence
South along the mean low water mark on the Virginia
coast, and eastward of the Colregs Demarcation Lines
across Chincoteague Inlet, Assawoman Inlet, Gargathy
Inlet, Metompkin Inlet, Wachapreague Inlet, Quinby
Inlet, Great Machipongo Inlet, Sand Shoal Inlet, New
Inlet, Ship Shoal Inlet and Little Inlet, to the Colregs
Demarcation Line across the mouth of Chesapeake Bay,
continuing south along the Virginia low water mark and
eastward of the Colregs Demarcation Line across Rudee
Inlet to the point of beginning. All positions reference
NAD 83.
(2397) (2) Inland zone. The waters enclosed by the shoreline
and the following lines:
(2398) (i) A line drawn across the entrance to Chesapeake
Bay between Wise Point and Cape Charles Light, and
then continuing to Cape Henry Light.
(2399) (ii) A line drawn across the Chesapeake Bay between
Old Point Comfort Light and Cape Charles City Range
"A" Rear Light.
(2400) (iii) A line drawn across the James River along the
eastern side of U.S. Route 17 highway bridge, between
Newport News and Isle of Wight County, Virginia.
(2401) (iv) A line drawn across Chuckatuck Creek along
the northern side of the north span of the U.S. Route
17 highway bridge, between Isle of Wight County and
Suffolk, Virginia.
(2402) (v) A line drawn across the Nansemond River along
the northern side of the Mills Godwin (U.S. Route 17)
Bridge, Suffolk, Virginia.
(2403) (vi) A line drawn across the mouth of Bennetts
Creek, Suffolk, Virginia.
(2404) (vii) A line drawn across the Western Branch of the
Elizabeth River along the eastern side of the West Norfolk
Bridge, Portsmouth, Virginia.
(2405) (viii) A line drawn across the Southern Branch of
the Elizabeth River along the northern side of the I-64
highway bridge, Chesapeake, Virginia.
(2406) (ix) A line drawn across the Eastern Branch of the
Elizabeth River along the western side of the west span
of the Campostella Bridge, Norfolk, Virginia.
(2407) (x) A line drawn across the Lafayette River along the
western side of the Hampton Boulevard Bridge, Norfolk,
Virginia.
(2408) (xi) A line drawn across Little Creek along the
eastern side of the Ocean View Avenue (U.S. Route 60)
Bridge, Norfolk, Virginia.
(2409) (xii) A line drawn across Lynnhaven Inlet along the
northern side of Shore Drive (U.S. Route 60) Bridge,
Norfolk, Virginia.
(2410) (b) Denitions. In this section:
(2411) CBBT means the Chesapeake Bay Bridge Tunnel.
(2412) Coast Guard Patrol Commander is a Coast Guard
commissioned, warrant or petty ofcer who has been
designated by the Commander, Coast Guard Sector
Virginia.
(2413) Designated representative of the Captain of the Port
means a person, including the command duty ofcer at
the Coast Guard Sector Virginia or the Coast Guard or
Navy Patrol Commander who has been authorized by the
Captain of the Port to act on his or her behalf and at his
or her request to carry out such orders and directions as
needed. All patrol vessels shall display the Coast Guard
Ensign at all times when underway.
(2414) I-664 Bridge Tunnel means the Monitor Merrimac
Bridge Tunnel.
116 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(2415) Inland waters means waters within the COLREGS
Line of Demarcation.
(2416) Thimble Shoal Channel consists of the waters
bounded by a line connecting Thimble Shoal Channel
Lighted Bell Buoy 1TS, thence to Thimble Shoal Lighted
Gong Buoy 17, thence to Thimble Shoal Lighted Buoy
19, thence to Thimble Shoal Lighted Buoy 21, thence to
Thimble Shoal Lighted Buoy 22, thence to Thimble Shoal
Lighted Buoy 18, thence to Thimble Shoal Lighted Buoy
2, thence to the beginning.
(2417) Thimble Shoal North Auxiliary Channel consists of
the waters in a rectangular area 450 feet wide adjacent
to the north side of Thimble Shoal Channel, the southern
boundary of which extends from Thimble Shoal Channel
Lighted Buoy 2 to Thimble Shoal Lighted Buoy 18.
(2418) Thimble Shoal South Auxiliary Channel consists of
the waters in a rectangular area 450 feet wide adjacent
to the south side of Thimble Shoal Channel, the northern
boundary of which extends from Thimble Shoal Channel
Lighted Bell Buoy 1TS, thence to Thimble Shoal Lighted
Gong Buoy 17, thence to Thimble Shoal Lighted Buoy
19, thence to Thimble Shoal Lighted Buoy 21.
(2419) (c) Applicability. This section applies to all vessels
operating within the Regulated Navigation Area,
including naval and public vessels, except vessels that
are engaged in the following operations:
(2420) (1) Law enforcement.
(2421) (2) Search and rescue.
(2422) (3) Servicing aids to navigation.
(2423) (4) Surveying, maintenance, or improvement of
waters in the Regulated Navigation Area.
(2424) (d) Regulations .(1) Anchoring restrictions. No
vessel over 65 feet long may anchor or moor in the
inland waters of the Regulated Navigation Area outside
an anchorage designated in §110.168 of this title, with
these exceptions:
(2425) (i) The vessel has the permission of the Captain of
the Port.
(2426) (ii) Only in an emergency, when unable to proceed
without endangering the safety of persons, property, or
the environment, may a vessel anchor in a channel.
(2427) (iii) A vessel may not anchor within the connes of
Little Creek Harbor, Desert Cove, or Little Creek Cove
without the permission of the Captain of the Port or
designated representative. The Captain of the Port shall
consult with the Commander, Joint Expeditionary Base
Little Creek-Fort Story, before granting permission to
anchor within this area.
(2428) (2) Anchoring detail requirements. A self-propelled
vessel over 100 gross tons, which is equipped with an
anchor or anchors (other than a tugboat equipped with
bow fenderwork of a type of construction that prevents an
anchor being rigged for quick release), that is underway
within two nautical miles of the CBBT or the I-664
Bridge Tunnel shall station its personnel at locations on
the vessel from which they can anchor the vessel without
delay in an emergency.
(2429) (3) Secondary towing rig requirements on inland
waters. (i) A vessel over 100 gross tons may not be
towed in the inland waters of the Regulated Navigation
Area unless it is equipped with a secondary towing rig,
in addition to its primary towing rig, that:
(2430) (A) Is of sufcient strength for towing the vessel.
(2431) (B) Has a connecting device that can receive a
shackle pin of at least two inches in diameter.
(2432) (C) Is tted with a recovery pickup line led outboard
of the vessel's hull.
(2433) (ii) A tow consisting of two or more vessels, each of
which is less than 100 gross tons, that has a total gross
tonnage that is over 100 gross tons, shall be equipped
with a secondary towing rig between each vessel in the
tow, in addition to its primary towing rigs, while the tow
is operating within this Regulated Navigation Area. The
secondary towing rig must:
(2434) (A) Be of sufcient strength for towing the vessels.
(2435) (B) Have connecting devices that can receive a
shackle pin of at least two inches in diameter.
(2436) (C) Be tted with recovery pickup lines led outboard
of the vessel's hull.
(2437) (4) Thimble Shoals Channel controls. (i) A vessel
drawing less than 25 feet may not enter the Thimble
Shoal Channel, unless the vessel is crossing the channel.
Masters should consider the squat of their vessel based
upon vessel design and environmental conditions.
Channel crossings shall be made as perpendicular to the
channel axis as possible.
(2438) (ii) Except when crossing the channel, a vessel in the
Thimble Shoal North Auxiliary Channel shall proceed in
a westbound direction.
(2439) (iii) Except when crossing the channel, a vessel in
the Thimble Shoal South Auxiliary Channel shall proceed
in an eastbound direction.
(2440) (5) Restrictions on vessels with impaired
maneuverability—(i) Before entry. A vessel over 100
gross tons, whose ability to maneuver is impaired by
heavy weather, defective steering equipment, defective
main propulsion machinery, or other damage, may
not enter the Regulated Navigation Area without the
permission of the Captain of the Port.
(2441) (ii) After entry. A vessel over 100 gross tons, which
is underway in the Regulated Navigation Area, that has
its ability to maneuver become impaired for any reason,
shall, as soon as possible, report the impairment to the
Captain of the Port.
(2442) (6) Requirements for navigation charts, radars,
and pilots. No vessel over 100 gross tons may enter the
Regulated Navigation Area, unless it has on board:
(2443) (i) Corrected paper or electronic charts of the
Regulated Navigation Area.
(2444) (ii) An operative radar during periods of reduced
visibility;
(2445) (iii) When in inland waters, a pilot or other person
on board with previous experience navigating vessels on
the waters of the Regulated Navigation Area.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 117
(2446) (7) Emergency procedures. (i) Except as provided in
paragraph (d)(7)(ii) of this section, in an emergency any
vessel may deviate from the regulations in this section to
the extent necessary to avoid endangering the safety of
persons, property, or the environment.
(2447) (ii) A vessel over 100 gross tons with an emergency
that is located within two nautical miles of the CBBT or
I-664 Bridge Tunnel shall notify the Captain of the Port
of its location and the nature of the emergency, as soon
as possible.
(2448) (8) Vessel speed limits—(i) Little Creek. A vessel
may not proceed at a speed over ve knots between the
Route 60 bridge and the mouth of Fishermans Cove
(Northwest Branch of Little Creek).
(2449) (ii) Southern Branch of the Elizabeth River. A vessel
may not proceed at a speed over six knots between the
junction of the Southern and Eastern Branches of the
Elizabeth River and the Norfolk and Portsmouth Belt Line
Railroad Bridge between Chesapeake and Portsmouth,
Virginia.
(2450) (iii) Norfolk Harbor Reach. Nonpublic vessels of
300 gross tons or more may not proceed at a speed over 10
knots between the Elizabeth River Channel Lighted Gong
Buoy 5 of Norfolk Harbor Reach (southwest of Sewells
Point) at approximately 36°58'00"N., 076°20'00"W,
and gated Elizabeth River Channel Lighted Buoys 17
and 18 of Craney Island Reach (southwest of Norfolk
International Terminal at approximately 36°54'17"N.,
and 076°20'11"W.
(2451) (9) Port security requirements. This paragraph shall
only apply when the Commandant or the Captain of the
Port sets MARSEC Level 2 or 3, as detailed in 33 CFR
part 101, for any area, operation, or industry within the
Regulated Navigation Area. Vessels in excess of 300
gross tons, including tug and barge combinations in
excess of 300 gross tons (combined), shall not enter the
Regulated Navigation Area, move within the Regulated
Navigation Area, or be present within the Regulated
Navigation Area, unless they comply with the following
requirements:
(2452) (i) Obtain authorization to enter the Regulated
Navigation Area from the designated representative of
the Captain of the Port prior to entry. All vessels entering
or remaining in the Regulated Navigation Area may be
subject to a Coast Guard boarding.
(2453) (ii) Report any departure from or movement
within the Regulated Navigation Area to the designated
representative of the Captain of the Port prior to getting
underway.
(2454) (iii) The designated representative of the Captain of
the Port is the Sector Command Center (SCC) which shall
be contacted on VHF-FM channel 12, or by calling (757)
668-5555.
(2455) (iv) In addition to the authorities listed in this part,
this paragraph is promulgated under the authority under
46 U.S.C. 70116.
(2456) (e) Waivers. (1) The Captain of the Port may, upon
request, waive any regulation in this section.
(2457) (2) An application for a waiver must state the need for
the waiver and describe the proposed vessel operations.
(2458) (f) Control of vessels within the regulated navigation
area. (1) When necessary to avoid hazard to vessel trafc,
facility or port infrastructure, or the public, the Captain
of the Port may prohibit entry into the regulated area,
direct the movement of vessel or vessels, or issue orders
requiring vessels to anchor or moor in specic locations.
(2459) (2) If needed for the maritime, commercial or safety
and security interests of the United States, the Captain of
the Port may direct a vessel or vessels to move from its
current location to another location within the Regulated
Navigation Area, or to leave the Regulated Navigation
Area completely.
(2460) (3) The master of a vessel within the Regulated
Navigation Area shall comply with any orders or
directions issued to the master's vessel by the Captain of
the Port.
(2461)
§165.514 Safety Zone: Atlantic Intracoastal Wa-
terway and Connecting Waters, Vicinity of Marine
Corps Base Camp Lejeune, North Carolina.
(2462) (a) Location. The following area is a safety zone: All
waters of the Atlantic Intracoastal Waterway (AICW) and
connecting waters, from Bogue Sound—New River Light
58 (LLNR 39210) at approximate position 34°37′57″N.,
077°12′18″W, and continuing in the AICW southwest to
Bogue Sound—New River Daybeacon 70 (LLNR 39290)
at approximate position 34°33′07″N., 077°20′30″W. All
coordinates reference Datum: NAD 1983.
(2463) (b) Regulations. Notwithstanding the provisions
of 33 CFR 334.440 (e)(2)(i), no vessel may enter the
safety zone described in paragraph (a) of this section
while weapons ring exercises are in progress, except
as provided in paragraph (c) of this section or unless
permitted by the Captain of the Port (COTP) Nort
Carolina.
(2464) (1) Red warning ags or red warning lights will be
displayed on towers located at both ends of the safety
zone (Bear Creek and Cedar Point) while ring exercises
are in progress. The ags or lights will be displayed by
8 a.m. on days where ring exercises are scheduled, and
will be removed at the end of the ring exercise.
(2465) (2) A Coast Guard or U.S. Navy vessel will patrol
each end of the safety zone to ensure the public is aware
that ring exercises are in progress and that the ring area
is clear of vessel trafc before weapons are red.
(2466) (c) General information.
(2467) (1) Announcements. The COTP North Carolina
will announce the specic times and locations of ring
exercises by Broadcast Notice to Mariners and Local
Notice to Mariners. Normally, weapons ring for each
ring exercise is limited to a 2-nautical-mile portion of
the safety zone. The COTP may issue general permission
to transit all or specied parts of the safety zone outside
of the actual ring area or if ring is temporarily stopped.
118 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
This general permission will be announced in a Local
Notice to Mariners and Broadcast Notice to Mariners.
(2468) (2) Camp Lejeune Artillery Operations. Artillery
weapons ring over the AICW from Marine Corps Base
Camp Lejeune will be suspended and vessels permitted to
transit the specied 2-nautical-mile ring area for a 1-hour
period beginning at the start of each odd-numbered hour
local time (e.g., 9 a.m.; 1 p.m.). A vessel may not enter
the specied ring area unless it will be able to complete
its transit of the ring area before ring exercises are
scheduled to re-start.
(2469) (3) Atlantic Ocean Naval Gunnery live re operations.
Naval gunnery live re operations over the AICW from
off shore on the Atlantic Ocean may be conducted for
periods not to exceed 4 hours, then suspended and vessels
permitted to transmit the specied two-mile ring area
for a minimum of one hour before ring may resume.
A vessel may not enter the specied ring area unless it
will be able to complete its transit of the ring area before
ring exercises are scheduled to re-start.
(2470) (d) Contact information. U.S. Navy safety vessels
may be contacted on VHF marine band radio channels
13 (156.65 MHz) and 16 (156.8 MHz). The Captain of
the Port may be contacted at Sector North Carolina by
telephone at 877-229-0770 or 910-770-2200.
(2471)
§165.515 Safety Zone: Cape Fear River, Wilmington,
North Carolina.
(2472) (a) Location. The following area is a safety zone:
(2473) (1) The waters of the Cape Fear River bounded by a
line connecting the following points:
(2474) 34°14'12"N., 77°57'10"W.
(2475) 34°14'12"N., 77°57'06"W.
(2476) 34°13'54"N., 77°57'00"W.
(2477) 34°13'54"N., 77°57'06"W.
(2478) (2) The safety zone boundary can be described
as follows: starting at the stern of the Battleship USS
NORTH CAROLINA, across the Cape Fear River to the
north end of the Coast Guard moorings, down along the
east bank of the Cape Fear River to the bow of the tug
CAPTAIN JOHN TAXIS Memorial (Chandler’s Wharf),
back across the Cape Fear River to Eagle Island, and then
up along the west bank of the Cape Fear River to the stern
of the Battleship USS NORTH CAROLINA.
(2479) (b) Denitions. The designated representative of the
Captain of the Port is any Coast Guard commissioned,
warrant, or petty ofcer who has been authorized by the
Captain of the Port, North Carolina to act on his behalf.
(2480) (c) General information. The Captain of the Port
and the Command Duty Ofcer at Sector North Carolina
can be contacted at telephone number 877-229-0770 or
910-772-2200. The Coast Guard Patrol Commander and
the senior boarding ofcer on each vessel enforcing the
safety zone can be contacted on VHF-FM channels 16
and 81.
(2481) (d) Regulation. Except for persons or vessels
authorized by the Coast Guard Patrol Commander, no
person or vessel may enter or remain in the regulated area.
(2482) (1) The operator of any vessel in the immediate
vicinity of this safety zone shall:
(2483) (i) Stop the vessel immediately upon being directed
to do so by any commissioned, warrant, or petty ofcer
on board a vessel displaying a Coast Guard Ensign.
(2484) (ii) Proceed as directed by any commissioned,
warrant, or petty ofcer on board a vessel displaying a
Coast Guard Ensign.
(2485) (2) Any spectator vessel may anchor outside of the
regulated area specied in paragraph (a) of the section,
but may not block a navigable channel.
(2486) (e) Eective date. The Captain of the Port will issue
a Marine Safety Information Broadcast and a Notice to
Mariners to notify the public when this section is in effect.
(2487)
§165.518 Security Zone; Waters of the Fifth Coast
Guard District.
(2488) (a) Denitions. As used in this section–
(2489) Designated Representative means any U.S. Coast
Guard commissioned, warrant or petty ofcer who has
been authorized by the District Commander or local
Captain of the Port (COTP), as dened in 33 CFR part
3, subpart 3.25, to act on his or her behalf.
(2490) Escorted vessel means a vessel, other than a U.S.
naval vessel as dened in §165.2015, that is accompanied
by one or more Coast Guard assets or Federal, State or
local law enforcement agency assets as listed below:
(2491) (1) Coast Guard surface or air asset displaying the
Coast Guard insignia.
(2492) (2) Coast Guard Auxiliary surface asset displaying
the Coast Guard Auxiliary insignia.
(2493) (3) State and/or local law enforcement asset
displaying the applicable agency markings and or
equipment associated with the agency.
(2494) State and/or local law enforcement ocers means
any State or local government law enforcement ofcer
who has authority to enforce State criminal laws.
(2495) (b) Location. The following area is a security zone:
500-yard radius around escorted vessels in the navigable
waters of the Fifth Coast Guard District as dened in 33
CFR 3.25–1, from surface to bottom.
(2496) (c) Regulations. (1) No vessel may approach within
500 yards of an escorted vessel within the navigable
waters of the Fifth Coast Guard District, unless traveling
at the minimum speed necessary to navigate safely.
(2497) (2) No vessel may enter within a 100-yard radius of
an escorted vessel within the navigable waters of the Fifth
Coast Guard District, without approval from the District
Commander, Captain of the Port or their designated
representatives.
(2498) (3) Moored or anchored vessels, which are overtaken
by a moving zone, must remain stationary at their location
until the escorted vessel maneuvers at least 500 yards
past.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 119
(2499) (4) Vessels restricted in their ability to maneuver
may request permission of the District Commander,
Captain of the Port or designated representative to enter
the security zone in order to ensure safe passage in
accordance with the Navigation Rules (COLREGS and
their associated Annexes and Inland Navigation Rules
(33 CFR subchapter E)).
(2500) (5) The local COTP may notify the maritime and
general public by marine information broadcast of the
periods during which individual security zones have been
activated by providing notice in accordance with 33 CFR
165.7.
(2501) (6) When moored, a security zone around an escorted
vessel may also be enforced by Coast Guard, State or
Local law enforcement personnel shoreside.
(2502) (7) Persons desiring to transit within 100 yards of
an escorted vessel in the Fifth Coast Guard District must
contact the local Captain of the Port on VHF channel 16
(156.800 MHz),VHF channel 13 (156.650 MHz) or at
telephone numbers:
(2503) Philadelphia: 215-271-4807
(2504) Maryland-National Capital Region: 410-576-2693
(2505) Virginia: 757-668-5555 or 757-484-8192
(2506) North Carolina: 877-229-0770 or 910-772-2200
(2507) (8) If permission is granted to transit within 100
yards of an escorted vessel, all persons and vessels must
comply with the instructions of the District Commander,
Captain of the Port or their designated representative.
(2508)
§165.520 [Removed]
(2509)
§ 165.529 Safety Zone; Gallants Channel, Beaufort,
NC.
(2510) (a) Denitions. For the purposes of this section—
(2511) Captain of the Port means the Commander, Coast
Guard Sector North Carolina.
(2512) Participant means an individual or vessel involved
with the Crystal Coast Triathlon.
(2513) Representative means any Coast Guard
commissioned, warrant or petty ofcer who has been
authorized to act on the behalf of the Captain of the Port.
(2514) (b) Location. The following area is a safety zone: all
navigable waters of Gallants Channel from the Route 70
Bridge in Beaufort, NC, at N 34°43′38″, W 076°40′04″
then North-West to Russel Slough Channel Day-Beacon
10 (LLNR34860) at N 34°43′58″, W 076°40′27.5″.
(2515) (c) Regulations. (1) The general regulations
governing safety zones in § 165.23 apply to the area
described in paragraph (b) of this section.
(2516) (2) With the exception of the participants, entry
into or remaining in this safety zone is prohibited unless
authorized by the COTP, Sector North Carolina or a
designated representative.
(2517) (3) No vessel may be present in the safety zone when
it is subject to enforcement, and any vessel in violation
of that prohibition must depart the zone immediately.
(2518) (4) The COTP North Carolina can be reached through
the Coast Guard Sector North Carolina Command Duty
Ofcer, Wilmington, North Carolina, at telephone
number 910–343–3882.
(2519) (5) The Coast Guard can be contacted on VHF–FM
marine band radio channel 13 (165.65 MHz) and channel
16 (156.8 MHz).
(2520) (d) Enforcement. The U.S. Coast Guard may be
assisted in the patrol and enforcement of the safety zone
by Federal, State, and local agencies.
(2521) (e) Enforcement period. This section will be enforced
the second Saturday in May, from 8 a.m. through 10 a.m.
The enforcement period may change, but a notice will be
provided if there is a change in the enforcement period.
(2522)
§165.530 Safety Zone: Cape Fear and Northeast
Cape Fear Rivers, NC.
(2523) (a) Location. The following area is a moving safety
zone during the specied conditions: The waters of the
Cape Fear and Northeast Cape Fear Rivers for 500 yards
ahead and astern, and 75 yards abeam of a vessel carrying
hazardous materials when designated by the Captain of
the Port, North Carolina.
(2524) (b) General Information. (1) The Captain of the Port
and the Command Duty Ofcer at Sector North Carolina
can be contacted at telephone number 877-229-0770
or 910-772-2200. The Coast Guard Patrol Commander
enforcing the safety zone can be contacted on VHF–FM
channels 16 and 81.
(2525) (2) The Captain of the Port may authorize and
designate any Coast Guard commissioned, warrant, or
petty ofcer to act on his behalf in enforcing this safety
zone.
(2526) (3) Sector North Carolina will notify the maritime
community of periods during which this safety zone will
be in effect by providing advance notice of scheduled
arrivals and departures of loaded hazardous materials
vessels via a marine broadcast Notice to Mariners.
(2527) (c) Regulation. The general regulations governing
safety zones contained in §165.23 apply.
(2527.001)
§ 165.562 Safety Zone; Hurricanes, Tropical Storms,
and other Storms with High Winds; Captain of the
Port Zone Sector North Carolina.
(2527.002) (a) Regulated Areas. All navigable waters of the
United States within Sector North Carolina COTP Zone
as described in 33 CFR 3.25–20, during specied port
conditions. Port conditions and safety zone activation
may vary for different regions of the regulated area at
different times, based on storm conditions and projected
track.
(2527.003) (b) Denitions. (1) Captain of the Port means the
Commander, Coast Guard Sector North Carolina.
(2527.004) (2) Representative means any Coast Guard
commissioned, warrant, or petty ofcer or civilian
employee who has been authorized to act on the behalf
of the Captain of the Port.
120 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(2527.005) (3) Port Condition WHISKEY means a condition
set by the COTP when National Weather Service (NWS)
weather advisories indicate sustained gale force winds
(39–54 mph/34–47 knots) from a tropical or hurricane
force storm are predicted to make landfall at the Port of
Wilmington or Port of Morehead City within 72 hours.
(2527.006) (4) Port Condition X–RAY means a condition set
by the COTP when NWS weather advisories indicate
sustained gale force winds (39–54 mph/34–47 knots)
from a tropical or hurricane force storm are predicted to
make landfall at the port within 48 hours.
(2527.007) (5) Port Condition YANKEE means a condition set
by the COTP when NWS weather advisories indicate that
sustained gale force winds (39–54 mph/ 34–47 knots)
from a tropical or hurricane force storm are predicted to
make landfall at the port within 24 hours.
(2527.008) (6) Port Condition ZULU means a condition set by
the COTP when NWS weather advisories indicate that
sustained gale force winds (39–54 mph/ 34–47 knots)
from a tropical or hurricane force storm are predicted to
make landfall at the port within 12 hours.
(2527.009) (7) Port Condition RECOVERY means a condition
set by the COTP when NWS weather advisories indicate
that sustained gale force winds (39–54 mph/ 34–47 knots)
from a tropical or hurricane force storm are no longer
predicted for the designated area. This port condition
remains in effect until the regulated areas are deemed
safe and reopened to normal operations.
(2527.010) (c) Regulations—(1) Port Condition WHISKEY. All
vessels must exercise due diligence in preparation for
potential storm impacts. Ports and waterfront facilities
are encouraged to remove all debris and secure potential
ying hazards. All self-propelled oceangoing vessels
over 500 gross tons (GT), all oceangoing tank barges
and their supporting tugs, and all tank barges over 200
GT wishing to remain in port should seek approval from
the COTP prior to Port Condition X-Ray.
(2527.011) (2) Port Condition X–RAY. All vessels and port
facilities are encouraged to ensure potential ying debris
and hazardous materials are removed or secured. All self-
propelled oceangoing vessels over 500 gross tons (GT),
all oceangoing tank barges and their supporting tugs, and
all tank barges over 200 GT without COTP approval to
remain in port must depart prior to the setting of Port
Condition Yankee. Vessels with COTP permission to
remain in port must implement their approved mooring
arrangement.
(2527.012) (3) Port Condition YANKEE. Affected ports are
closed to all inbound vessel trafc. All self-propelled
oceangoing vessels over 500 gross tons (GT), all
oceangoing tank barges and their supporting tugs, and all
tank barges over 200 GT must have departed designated
ports within the Sector North Carolina COTP zone unless
they have received COTP approval to remain in port.
(2527.013) (4) Port Condition ZULU. Affected ports and
waterways are closed to all vessel trafc unless
specically authorized by the COTP or representative.
Cargo operations are suspended, including bunkering and
lightering. The COTP may grant cargo transfer waivers
unless a Cargo of Particular Hazard or Certain Dangerous
Cargo is involved.
(2527.014) (5) Port Condition RECOVERY. Designated areas are
closed to all commercial trafc and recreational vessels
65-feet in length and greater. Based on assessments of
channel conditions, navigability concerns, and hazards to
navigation, the COTP may permit vessel movements with
restrictions. Restrictions may include, but are not limited
to, preventing or delaying vessel movements, imposing
draft, speed, size, horsepower or daylight restrictions, or
directing the use of specic routes. Vessels permitted to
transit the regulated area shall comply with the lawful
orders or directions given by the COTP or designated
representative.
(2527.015) (6) Safety Zones Notice. Coast Guard Sector North
Carolina will attempt to notify the maritime community
of periods during which these safety zones will be in
effect via Broadcast Notice to Mariners, Marine Safety
Information Broadcast, or by on-scene designated
representatives.
(2527.016) (7) Regulated Area Notice. The Coast Guard will
provide notice of the regulated area via Broadcast Notice
to Mariners, Marine Safety Information Broadcast, or by
on-scene designated representatives.
(2527.017) (8) Exception. This regulation does not apply to
authorized law enforcement agencies operating within
the regulated area.
(2528)
Subpart F–Specific Regulated Navigation Areas
and Limited Access Areas
(2529)
§165.701 Vicinity, Kennedy Space Center, Merritt
Island, Florida–security zone.
(2530) (a) The water, land, and land and water within the
following boundaries are a security zone–The perimeter
of the Cape Canaveral Barge Canal and the Banana River
at 28°24'33"N., 80°39'48"W.; then due west along the
northern shoreline of the barge canal for 1,300 yards;
then due north to 28°28'42"N., 80°40'30"W., on Merritt
Island. From this position, the line proceeds irregularly
to the eastern shoreline of the Indian River to a position
1,300 yards south of the NASA Causeway at 28°30'54"N.,
80°43'42"W. (the line from the barge canal to the eastern
shoreline of the Indian River is marked by a three-strand
barbed-wire fence); then north along the shoreline of the
Indian River to the NASA Causeway at 28°31'30"N.,
80°43'48"W. The line continues west on the southern
shoreline of the NASA Causeway to NASA Gate 3
(permanent), then north to the northern shoreline of the
NASA Causeway and east on the northern shoreline of
the causeway back to the shoreline on Merritt Island
at position 28°31'36"N., 80°43'42"W.; then northwest
along the shoreline to 28°41'01.2"N., 80°47'10.2"W.
(Blackpoint); then due north to channel marker #6 on
the Intracoastal Waterway (ICW), then northeast along
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 121
the southern edge of the ICW to the western entrance to
the Haulover Canal. From this point, the line continues
northeast along the southern edge of the Haulover Canal
to the eastern entrance to the canal; then due east to a point
in the Atlantic Ocean 3 miles offshore at 28°44'42"N.,
80°37'51"W.; then south along a line 3 miles from the
coast to Wreck Buoy “WR6”, then to Port Canaveral
Channel Lighted Buoy 10, then west along the northern
edge of the Port Canaveral Channel to the northeast
corner of the intersection of the Cape Canaveral Barge
Canal and the ICW in the Banana River at 28°24'36"N.,
80°38'42"W. The line continues north along the east side
of the Intracoastal Waterway to daymarker “35” thence
North Westerly one quarter of a mile south of NASA
Causeway East (Orsino Causeway) to the shoreline on
Merritt Island at position 28°30.95'N., 80°37.6'W., then
south along the shoreline to the starting point.
(2531) (b) The area described in paragraph (a) of this section
is closed to all vessels and persons, except those vessels
and persons authorized by the Commander, Seventh
Coast Guard District, or the COTP Jacksonville, Florida,
whenever space vehicles are to be launched by the United
States Government from Cape Canaveral.
(2532) (c) COTP Jacksonville, Florida, closes the security
zone, or specic portions of it, by means of locally
promulgated notices. The closing of the area is signied
by the display of a red ball from a 90-foot pole near the
shoreline at approximately 28°35'00"N., 80°34'36"W.,
and from a 90-foot pole near the shoreline at approximately
28°25'18"N., 80°35'00"W. Appropriate Local Notices to
Mariners will also be broadcast on 2670 kHz.
(2533)
§165.704 Safety Zone: Savannah River, Savannah,
Georgia.
(2534) (a) Location. The following area is a safety zone:
Two hundred foot radius around Garden City Terminal,
approximate position 32°08"N., 81°9.5"W., and around
all cargo ships loaded with military equipment and
transiting the Savannah River.
(2535) (b) Enforcement date. This regulation was
enforceable beginning at 12 p.m. on December 14, 1990.
(2536) (c) Regulation. In accordance with the general
regulations in §165.23, entry into the zone is subject to
the following requirements.
(2537) (1) All persons and vessels in the vicinity of the
safety zone shall immediately obey any direction or
order of the Captain of the Port or a representative of the
Captain of the Port.
(2538) (2) The ‘‘representative of the Captain of the Port’’ is
any Coast Guard commissioned, warrant or petty ofcer
who has been designated by the Captain of the Port,
Savannah, GA to act on his behalf. A representative of
the Captain of the Port may be contacted on board any
Coast Guard vessel assigned to enforce the safety zone.
(2539) (3) Before entering the safety zone, a vessel operator
shall contact the Captain of the Port or a representative
of the Captain of the Port to determine what restrictions,
if any, have been imposed on vessels in the safety zone.
The Captain of the Port may be contacted by telephone
via the Command Duty Ofcer at 912–652–4353. Coast
Guard vessels assisting in the enforcement of the safety
zone may be contacted on VHF-FM channels 13 or 16,
or vessel operators may determine restrictions in effect
for the safety zone by coming alongside a Coast Guard
vessel patrolling the perimeter of the safety zone.
(2540) (4) The Captain of the Port will issue a Marine Safety
Information Broadcast Notice to Mariners to Notify the
maritime community of the safety zone and restrictions
imposed.
(2541)
§165.705 Security Zones: Port Canaveral Harbor,
Cape Canaveral Air Force Station, FL.
(2542) (a) Regulated areas—(1) Security Zone A. East
(Trident) Basin, Port Canaveral Harbor, at Cape Canaveral
Air Force Station, Brevard County, Florida: All waters of
the East Basin north of latitude 28°24′36″N.
(2543) (2) Security Zone B. Middle Basin, Port Canaveral
Harbor, at Cape Canaveral Air Force Station, Brevard
County, Florida: All waters within the following
coordinates inside the Middle Basin: Starting at Point 1 in
position 28°24′54.49″N, 080°36′39.13″W; thence south
to Point 2 in position 28°24′53.27″N, 080°36′39.15″W;
thence east to Point 3 in position 28°24′53.25″N,
080°36′30.41″W; thence south to Point 4 in position
28°24′50.51″N, 080°36′30.41″W; thence southeast to
Point 5 in position 28°24′38.15″N, 080°36′17.18″W;
thence east to Point 6 in position 28°24′38.16″N,
080°36′14.92″W; thence northeast to Point 7 in position
28°24′39.36″N, 080°36′13.37″W; thence following the
land based perimeter boundary to the point of origin.
These coordinates are based on North American Datum
1983.
(2544) (b) Denitions. The term ‘‘designated representative’’
means personnel designated by or assisting the Captain
of the Port (COTP) Jacksonville in the enforcement
of the security zone. This includes Coast Guard Patrol
Commanders, Coast Guard coxswains, petty ofcers, and
other ofcers operating Coast Guard vessels and federal,
state, and local law ofcers designated by or assisting
the COTP Jacksonville in the enforcement of regulated
navigation areas and security zones.
(2545) (c) Regulations. (1) The general regulations
governing security zones found in §165.33 apply to the
security zones described in paragraph (a) of this section.
(2546) (2) All persons and vessels are prohibited from
entering, transiting through, anchoring in, or remaining
within the security zone unless authorized by the COTP
Jacksonville or a designated representative.
(2547) (3) Persons desiring to enter, transit through, anchor
in, or remain within the security zone may request
permission from the COTP Jacksonville by telephone at
904–714–7557, or a designated representative via VHF-
FM radio on channel 16. If authorization is granted, all
persons and vessels receiving such authorization must
122 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
comply with the instructions of the COTP Jacksonville
or the designated representative.
(2548)
§165.706 Safety Zone; Hurricanes, Tropical Storms
and Other Disasters in South Florida.
(2549) (a) Regulated Areas. All navigable waters, as dened
in 33 CFR 2.36, within Sector Miami COTP zone,
Miami, Florida, as described in 33 CFR 3.35–10, during
specied conditions.
(2550) (b) Denitions. (1) The term ‘‘designated
representative’’ means Coast Guard Patrol Commanders,
including Coast Guard coxswains, petty ofcers, and
other ofcers operating Coast Guard vessels, and Federal,
state, and local ofcers designated by or assisting the
COTP Miami, in the enforcement of the regulated areas.
(2551) (2) Port Condition WHISKEY means a condition set
by the COTP when weather advisories indicate sustained
tropical storm force winds from a tropical or hurricane
force storm are predicted to make landfall at the port
within 72 hours.
(2552) (3) Port Condition X-RAY means a condition set
by the COTP when weather advisories indicate sustained
tropical storm force winds from a tropical or hurricane
force storm are predicted to make landfall at the port
within 48 hours.
(2553) (4) Port Condition YANKEE means a condition
set by the COTP when weather advisories indicate that
sustained tropical storm force winds from a tropical or
hurricane force storm are predicted to make landfall at
the port within 24 hours.
(2554) (5) Port Condition ZULU means a condition set
by the COTP when weather advisories indicate that
sustained tropical storm force winds from a tropical or
hurricane force storm are predicted to make landfall at
the port within 12 hours.
(2555) (c) Regulations—(1) Port Condition WHISKEY. All
vessel and port facilities must exercise due diligence in
preparation for potential storm impacts. Slow-moving
vessels may be ordered to depart to ensure safe avoidance
of the incoming storm upon the anticipation of the
setting of Port Condition X-RAY. Ports and waterfront
facilities shall begin removing all debris and securing
potential ying hazards. Container stacking plans shall
be implemented. Waterfront facilities that are unable to
reduce container-stacking height to no more than four
high must submit a container stacking protocol to the
COTP.
(2556) (2) Port Condition X-RAY. All vessels and port
facilities shall ensure that potential ying debris is
removed or secured. Hazardous materials/pollution
hazards must be secured in a safe manner and away from
waterfront areas. Facilities shall continue to implement
container-stacking protocol. Containers must not exceed
four tiers, unless previously approved by the COTP.
Containers carrying hazardous materials may not be
stacked above the second tier. All oceangoing commercial
vessels greater than 500-gross tons must prepare to depart
ports and anchorages within the affected regulated area.
These vessels shall depart immediately upon the setting
of Port Condition YANKEE. During this condition, slow-
moving vessels may be ordered to depart to ensure safe
avoidance of the incoming storm. Vessels that are unable
to depart the port must contact the COTP to request and
receive permission to remain in port. Vessels with COTP’s
permission to remain in port must implement their pre-
approved mooring arrangement. Terminal operators shall
prepare to terminate all cargo operations. The COTP may
require additional precautions to ensure the safety of the
ports and waterways.
(2557) (3) Port Condition YANKEE. Affected ports would
be closed to inbound vessel trafc. All oceangoing
commercial vessels greater than 500-gross tons must have
departed designated ports within the Sector Miami COTP
zone. Appropriate container stacking protocol must be
completed. Terminal operators must terminate all cargo
operations not associated with storm preparations. Cargo
operations associated with storm preparations include
moving cargo within or off the port for securing purposes,
crane and other port/facility equipment preparations, and
similar activities, but do not include moving cargo onto
the port or vessel loading/discharging operations unless
specically authorized by the COTP. All facilities shall
continue to operate in accordance with approved Facility
Security Plans and comply with the requirements of the
Maritime Transportation Security Act (MTSA).
(2558) (4) Port Condition ZULU. All port waterfront
operations are suspended, except nal preparations
that are expressly permitted by the COTP as necessary
to ensure the safety of the ports and facilities. Coast
Guard Port Assessment Teams will conduct nal port
assessments.
(2559) (5) Emergency Restrictions for Other Disasters. Any
natural or other disasters that are anticipated to affect the
Sector Miami COTP zone will result in the prohibition
of facility operations and commercial vessel trafc
transiting or remaining in the affected port.
(2559.001)
§ 165.707 Safety Zone; Hurricanes, Tropical Storms
and Other Disasters in Florida Keys.
(2559.002) (a) Regulated Areas. All navigable waters, regulated
facilities, and waterfront facilities within the Key West
Captain of the Port (COTP) zone, Key West, Florida (as
described in 33 CFR 3.35–40).
(2559.003) (b) Denitions. As used in this section:
(2559.004) Authorized Law Enforcement Agencies means
Federal, State, and local law enforcement agencies that
have received specic authorization from or are operating
in concert with the Coast Guard to conduct operations
related to the safety, security and stability of the Key West
COTP zone.
(2559.005) Designated Representative means Coast Guard
Patrol Commanders, including Coast Guard coxswains,
petty ofcers, and other ofcers operating Coast Guard
vessels, and Federal, State, and local ofcers designated
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 123
by or assisting the COTP in the enforcement of the
regulated areas.
(2559.006) Port ConditionWHISKEY means a condition set by
the COTP when weather advisories indicate sustained
gale force winds (39–54 mph/34–47 knots) from a
tropical or hurricane force storm are predicted to make
landfall at the port within 72 hours.
(2559.007) Port Condition X–RAY means a condition set by the
COTP when weather advisories indicate sustained gale
force winds (39–54 mph/34–47 knots) from a tropical or
hurricane force storm are predicted to make landfall at
the port within 48 hours.
(2559.008) Port Condition YANKEE means a condition set
by the COTP when weather advisories indicate that
sustained gale force winds (39–54 mph/ 34–47 knots)
from a tropical or hurricane force storm are predicted to
make landfall at the port within 24 hours.
(2559.009) Port Condition ZULU means a condition set by the
COTP when weather advisories indicate that sustained
gale force winds (39–54 mph/ 34–47 knots) from a
tropical or hurricane force storm are predicted to make
landfall at the port within 12 hours.
(2559.010) Regulated Facilities means shoreside facilities
regulated by the Coast Guard under the Ports and
Waterways Safety Act,6 Maritime Transportation and
Security Act,7 Clean Water Act,8 and the Oil Pollution
Act of 1990,9 and regulations in 33 CFR parts 105, 154,
156, and 158.
(2559.011) Waterfront Facilities means any land structure or
shore area immediately adjacent to the navigable waters
of the Key West COTP zone.
(2559.012) (c) Regulations—(1) Port Condition WHISKEY.
All vessels, regulated facilities, and waterfront facilities
within the Key West COTP zone must exercise due
diligence in preparation for potential storm impacts. All
regulated facilities and waterfront facilities must begin
removing all debris and securing potential ying hazards.
Oceangoing vessels greater than 300 gross tons (GT)
must make plans to depart no later than the setting of
Port Condition Yankee unless authorized by the COTP.
Oceangoing vessels greater than 300 GT intending to
remain in port must contact the COTP prior to the setting
port condition X–Ray.
(2559.013) (2) Port Condition X–RAY. All vessels, regulated
facilities, and waterfront facilities within the Key West
COTP zone must ensure that potential ying debris is
removed or secured. Hazardous materials/pollution
hazards must be secured in a safe manner and away from
waterfront areas. Vessels greater than 300 GT without an
approval to remain in port must depart prior to the setting
of Port Condition YANKEE. Vessels with the COTP’s
permission to remain in port must implement their
preapproved mooring arrangement. Regulated facilities
must prepare to terminate all cargo operations.
(2559.014) (3) Port Condition YANKEE. Affected ports are
closed to inbound vessel trafc. All oceangoing vessels
greater than 300 GT must have departed designated ports
within the Key West COTP zone. Regulated facilities must
terminate all cargo operations, not associated with storm
preparations, unless specically authorized by the COTP.
All MTSA regulated facilities must continue to operate
in accordance with their approved Facility Security Plans
and comply with the requirements of the MTSA.
(2559.015) (4) Port Condition ZULU. The port is closed to
all vessel trafc except as specically authorized by
the COTP. Regulated facilities must cease all cargo
operations, including bunkering and lightering. Waivers
may be granted except for when Cargo of Particular
Hazard or Certain Dangerous Cargo are involved.
(2559.016) (5) Emergency Restrictions for Other Disasters. Any
natural or other disasters that are anticipated to affect the
Key West COTP zone will result in the prohibition of
regulated facility operations and vessel trafc transiting
or remaining in the affected port.
(2559.017) (6) Safety Zones Notice. Coast Guard Sector Key
West will notify the maritime community, to the furthest
extent practicable, of the periods during which the
safety zone described in paragraph (a) will be subject
to enforcement via Broadcast Notice to Mariners or by
on-scene designated representatives.
(2559.018) (7) Exception. This regulation does not apply to
authorized law enforcement agencies operating within
the regulated area.
(2560)
§165.708 Safety/Security Zone; Charleston Harbor
and Cooper River, Charleston, SC.
(2561) (a) Regulated area. The following boundaries are
established as a safety and security zone during specied
conditions:
(2562) (1) All waters 200 yards ahead and astern and
100 yards to each side of a vessel transporting nuclear
materials while the vessel transits from Charleston
Harbor Entrance, approximate position (32°37.1'N.,
079°35.5'W.) to the Charleston Naval Weapons Station
(position 32-55.4N, 079-56.0W) on the Cooper River.
All coordinates referenced use datum: NAD 1983.
(2563) (2) All waters within 100 yards of the vessel
described in paragraph (a)(1) of this section while the
vessel is conducting cargo operations at the Charleston
Naval Weapons Station.
(2564) (b) Captain of the Port Charleston will announce
the activation of the safety/security zones described
in paragraph (a) of this section by Broadcast Notice to
Mariners. The general regulations governing safety and
security zones contained in §§165.23 and 165.33 apply.
(2565)
§165.709 Security Zone; Charleston Harbor, Cooper
River, South Carolina.
(2566) (a) Regulated area. The Coast Guard is establishing
a xed security zone on all waters of the Cooper River,
bank-to-bank and surface to bottom, from the Don Holt
I-526 Bridge to the intersection of Foster Creek at a line
on 32 degrees 58 minutes North Latitude.
(2567) (b) Enforcement period. This section will be enforced
when security assets are on scene and Sector Charleston
124 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
has notied the maritime community that an Enforcement
Period is in effect. Sector Charleston will notify the
maritime community by broadcast Notice to Mariners
on VHF Marine Band Radio, channel 16 (156.8 MHz),
or Marine Safety Information Bulletins, or actual notice
from on scene security assets enforcing the security zone.
(2568) (c) Regulations. During enforcement of the security
zone described in paragraph (a) of this section, vessels or
persons are prohibited from entering, transiting, mooring,
anchoring, or loitering within the security zone unless
authorized by the Captain of the Port Charleston, South
Carolina or his or her designated representative.
(2569) (1) Persons desiring to transit the Regulated Area may
contact the Captain of the Port via VHF-FM channel 16
or by telephone at 843-720-3240 and request permission
to transit the security zone.
(2570) (2) If permission to transit the security zone is
granted, all persons and vessels must comply with the
instructions of the Captain of the Port or his or her
designated representative.
(2571)
§165.714 Regulated Navigation Area: Atlantic
Ocean, Charleston, SC.
(2572) (a) Location. The following area is a Regulated
Navigation Area: A trapezoid at the water surface, and
the entire water column from surface to seabed inclusive
of the vessel, bounded by the following four coordinates:
(2573)
Western boundary 32°42'56"N., 79°47'34"W
Southern boundary 32°42'32"N., 79°46'42"W
Eastern boundary 32°43'26"N., 79°45'27"W
Northern boundary 32°43'56"N., 79°46'08"W
(2574) (NAD 83)
(2575) (b) Regulations. In accordance with the general
regulations in §165.23 of this part, all vessels and persons
are prohibited from anchoring, diving, laying cable or
conducting salvage operations in this zone except as
authorized by the Captain of the Port.
(2576)
§165.720 Safety Zone; natural and other disasters
in Ports of Jacksonville, Fernandina, and Canaveral,
Florida.
(2577) (a) Regulated areas. The following areas are
established as safety zones during the specied conditions:
(2578) (1) Fernandina, FL. All waters within the
Cumberland Sound and Amelia River encompassed
within the following locations: starting at the demarcation
line drawn across the seaward extremity of the St. Marys
River Entrance Jetties; thence following the shoreline
north to Stafford Island; thence north to Point 1 in position
30°50'00″ N., 81°29′10″ W.; thence west to Point 2 in
position 30°50′00″ N., 81°30′47″ W.; thence southwest
to Kings Bay in position 30°48′42″ N., 81°31′27″ W.;
thence south following the shoreline south to point 3 in
position 30°40′30″ N., 81°28′38″ W.; thence southwest
to R “18” at Point 4 30°39′57″ N., 81°29′04″ W.; thence
southeast to Point 5 30°39′48″ N., 81°28′57″ W.; thence
following the shoreline northeast back to origin.
(2579) (2) Jacksonville, FL. All waters within the Port
of Jacksonville, FL encompassed within the following
locations: starting at the demarcation line drawn across
the seaward extremity of the St. Johns River Entrance
Jetties, thence following the northern riverbank west to
the Sister's Creek Bridge, thence following the riverbank
west to the Interstate 95 Trout River Bridge, thence
following the riverbank south to the Henry H. Buckman
Bridge, thence following the eastern riverbank back to
origin.
(2580) (3) Canaveral, FL. All waters within the Canaveral
Barge Canal in Port Canaveral, FL encompassed within
the following locations: starting at the demarcation line
drawn across the seaward extremity of the Port Canaveral
Entrance Channel Jetties, thence following the northern
shoreline west to the SR401 Bridge, thence following the
southern shoreline back to origin.
(2581) (4) All coordinates are North American Datum 1983.
(2582) (b) Denition. (1) The term “designated
representative” means Coast Guard Patrol Commanders,
including Coast Guard coxswains, petty ofcers, and
other ofcers operating Coast Guard vessels, and Federal,
state, and local ofcers designated by or assisting the
Captain of the Port Jacksonville in the enforcement of
the regulated area.
(2583) (2) Hurricane Port Condition YANKEE. Set when
weather advisories indicate that sustained Gale Force
winds from a tropical or hurricane force storm are
predicted to make landfall at the port within 24 hours.
(2584) (3) Hurricane Port Condition ZULU. Set when
weather advisories indicate that sustained Gale Force
winds from a Tropical or hurricane force storm are
predicted to make landfall at the port within 12 hours.
(2585) (c) Regulations. (1) Hurricane Port Condition
YANKEE. All commercial, oceangoing vessels and
barges over 500 GRT as measured under Title 46 United
States Code Section 14502 or an alternate tonnage
established as 6,000 gross tonnage as measured under
46 U.S.C. 14302 (GT ITC) are prohibited from entering
in any of the regulated areas designated as being in Port
Condition YANKEE within the COTP Zone Jacksonville.
Oceangoing commercial vessel trafc outbound will be
authorized to transit through the regulated areas until Port
Condition ZULU. Additionally, in the Port of Canaveral,
no vessel, regardless of size or service, will be allowed
to transit through the Port Canaveral Barge Canal upon
the setting of Port Condition YANKEE.
(2586) (2) Hurricane Port Condition ZULU. All
commercial, oceangoing vessels and barges over 500
GRT as measured under Title 46 United States Code
Section 14502 or an alternate tonnage established as
6,000 gross tonnage as measured under 46 U.S.C. 14302
(GT ITC) are prohibited from transiting or remaining in
any of the regulated areas designated as being in Port
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 125
Condition ZULU within COTP Zone Jacksonville. All
ship-to-shore cargo operations must cease 6 hours prior
to setting Port Condition Zulu.
(2587) (3) Emergency regulation for other disasters. Any
natural or other disasters that are to affect the Jacksonville
COTP Zone will result in the prohibition of commercial
vessel trafc over 500 GRT as measured under Title 46
United States Code Section 14502 or an alternate tonnage
established as 6,000 gross tonnage as measured under 46
U.S.C. 14302 (GT ITC) transiting or remaining in any of
the regulated areas predicted to be effected as designated
by the COTP Jacksonville.
(2588) (4) Persons and vessels desiring to enter, transit
through, anchor in, or remain in the regulated area may
contact the Captain of the Port Jacksonville via telephone
at (904) 564-7513, or a designated representative via
VHF radio on channel 16, to request authorization. If
authorization to enter, transit through, anchor in, or
remain in the regulated area is granted by the Captain of
the Port Jacksonville or a designated representative, all
persons and vessels receiving such authorization must
comply with the instructions of the Captain of the Port
Jacksonville or a designated representative.
(2589) (5) Coast Guard Sector Jacksonville will attempt to
notify the maritime community of periods during which
these safety zones will be in effect via Broadcast Notice
to Mariners or by on-scene designated representatives.
(2590)
§165.722 Security Zone: St. Johns River, Jackson-
ville, Florida.
(2591) (a) Location. The water located within the following
area is established as a security zone: beginning at the
shoreline of the St. Johns River at the northernmost
property line of Naval Air Station Jacksonville next to
Timuquana Country Club, at
(2592) 30°14'39.5"N., 81°40'45"W.; thence northeasterly
to
(2593) 30°14'42"N., 81°40'42"W.; thence south remaining
400 feet from the shoreline at mean high water; thence
past Piney Point and Black Point to the northern edge of
Mulberry Cover Manatee refuge, 400 feet from Naval Air
Station Jacksonville boat ramp, at
(2594) 30°13'00"N., 81°40'23.5"W.; thence southwesterly
in a straight line to position
(2595) 30°12'14"N., 81°40'42"W.; thence southerly,
remaining 400' seaward of the mean high water shoreline
to
(2596) 30°11'40"N., 81°41'15.5"W.; thence northwest to
the point at the end of the property line of Naval Air
Station Jacksonville just north of the Buckman Bridge at
position
(2597) 30°11'42.30"N., 81°41'23.66"W.; thence
northeasterly along the mean high water shoreline of
the St. Johns River and Mulberry Cove to the point of
beginning. Datum: NAD 83
(2598) (b) In accordance with the general regulations in
§165.33 of this part, no person or vessel may enter or
remain in the zone without the permission of the Captain
of the Port Jacksonville, Florida. All other portions of
§165.33 remain applicable.
(2599) (c) This regulation does not apply to Coast Guard
vessels and authorized law enforcement vessels operating
within the Security Zone.
(2600)
§165.726 Regulated Navigation Areas; Miami River,
Miami, Florida.
(2601) (a) Location. The following are Regulated Navigation
Areas:
(2602) (1) All the waters of the Miami River, Miami,
Florida, from the Brickell Avenue Bridge, in approximate
position 25°46′19″ N, 80°11′4″ W, inland to the South
Florida Water Management District's salinity dam in
approximate position 25°48′4″ N, 80°15′6″ W.
(2603) (2) The Tamiami Canal from its intersection with
the Miami River in approximate position 25°47′7″
N, 80°14′7″ W to the N.W. 37th Avenue bridge in
approximate position 25°48′5″ N, 80°15′5″ W. All
coordinates referenced use datum: NAD 83.
(2604) (b) Regulations. The restrictions in this paragraph
apply to vessels operating within the regulated navigation
areas in paragraph (a) of this section unless authorized
to deviate by the Captain of the Port, Miami, Florida, or
a Coast Guard commissioned, warrant, or petty ofcer
designated by him.
(2605) (1) All rafted vessels (inboard and outboard) must be
properly moored in accordance with applicable municipal
laws and regulations.
(2606) (2) At no time shall any vessels be rafted more than
two abreast.
(2607) (3) Neither single nor rafted vessels shall extend
greater than 54 feet into the main river (measured from
the dock) without permission of the Captain of the Port.
(2608) (4) A minimum channel width of 65 feet shall be
maintained at all times on the Miami River from the
Brickell Avenue Bridge west to the Tamiami Canal. A
minimum channel width of 45 feet shall be maintained at
all times on the Miami River west of the junction of the
Miami River and the Tamiami Canal to the South Florida
Water Management District’s salinity dam, as well as
on the Tamiami Canal from its mouth to the N.W. 37th
Avenue Bridge.
(2609) (5) All moored and rafted vessels shall provide safe
access from the shore.
(2610) (6) All moored and rafted vessels shall provide clear
and ready access for land-based reghters to safely and
quickly reach outboard rafted vessels.
(2611) (7) No vessels shall moor or raft in any manner as
to impede safe passage of another vessel to any of the
tributaries of the Miami River.
(2612) (8) Nothing in these regulations shall prohibit
the U.S. Army Corps of Engineers from requiring the
relocation or movement of vessels in a declared ood
emergency.
126 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(2613)
§165.728 Jacksonville, Florida–Safety Zones.
(2614) (a) The water, land, and land and water within the
following boundaries are established as Safety Zones
during the specied conditions:
(2615) (1) Zone A: 200 yards in all directions around any
specied Maritime Prepositioned Ship as it transits
between the St. Johns River entrance sea buoy (STJ)
and its berth inside the Mayport Basin (Ribault Bay),
Mayport, Florida. The prescribed safety zone will also
be in effect as the vessel transits to its berth at Blount
Island Marine Terminal, Jacksonville, Florida.
(2616) (2) Zone B: 100 yards in all directions on land and
200 yards on water from the eastern end of Transit Shed
#2 to the east shore of Alligator Creek at Blount Island
Terminal, Jacksonville, Florida.
(2617) (3) Zone C: 100 yards in all directions on land
from Gate berth #1 and all waters within the Back River
(locally known as the Gate Slip) on Blount Island,
Jacksonville, Florida, commencing from a line drawn
between the southwesterly most shore point 30°23'34"N.,
81°30'52"W. and the southeasterly most shore point
30°23'38"N., 81°30'36"W.
(2618) (b) The areas described in paragraph (a) of this
section may be closed to all vessels and persons, except
those vessels and persons authorized by the Commander,
Seventh Coast Guard District or the Captain of the Port,
Jacksonville, Florida, whenever specied Maritime
Prepositioned Ships are transiting the St. Johns River
(Zone A), moored at Blount Island (Zone B), or moored
at Gate Terminal (Zone C).
(2619) (c) The general regulations governing safety zones
contained in 33 CFR 165.23 apply.
(2620) (d) The Captain of the Port Jacksonville, Florida will
activate the safety zones or specic portions of them by
issuing a local broadcast notice to mariners. The closing
of the area at Blount Island, described above, will be
signied by the display of a rotating yellow light located
on the waterfront at Blount Island Marine Terminal or at
the Gate Terminal Berth #1.
(2621)
§165.729 Jacksonville Harbor, Florida-Security
Zone.
(2622) (a) The water, land, and land and water within the
following boundaries are established as Security Zones
during the specied conditions:
(2623) (1) Zone A: 200 yards in all directions around any
specied Maritime Prepositioned Ship as it transits
between the St. Johns River entrance sea buoy (STJ) and
its berth inside the Mayport Naval Basin (Ribault Bay),
Mayport, Florida. The prescribed security zone will also
be in effect as the vessel transits to its berth at Blount
Island Marine Terminal, Jacksonville, Florida.
(2624) (2) Zone B: 100 yards in all directions on land and
200 yards on water from the eastern end of Transit Shed
#2 to the east shore of Alligator Creek at Blount Island
Terminal, Jacksonville, Florida.
(2625) (3) Zone C: 100 yards in all directions on land
from Gate berth #1 and all waters within the Back River
(locally known as the Gate Slip) on Blount Island,
Jacksonville, Florida, commencing from a line drawn
between the southwesterly most shore point 30°23'34"N.,
81°30'52"W. and the southeasterly most shore point
30°23'38"N., 81°30'36"W.
(2626) (b) The areas described in paragraph (a) of this
section may be closed to all vessels and persons, except
those vessels and persons authorized by the Commander,
Seventh Coast Guard District or the Captain of the Port,
Jacksonville, Florida, whenever specied Maritime
Prepositioned Ships are transiting the St. Johns River
(Zone A), moored at Blount Island (Zone B), or moored
at Gate Terminal (Zone C).
(2627) (c) The general regulations governing safety zones
contained in 33 CFR 165.33 apply.
(2628) (d) The Captain of the Port Jacksonville, Florida will
activate the safety zones or specic portions of them by
issuing a local broadcast notice to mariners. The closing
of the area at Blount Island, described above, will be
signied by the display of a rotating yellow light located
on the waterfront at Blount Island Marine Terminal or at
the Gate Terminal Berth #1.
(2629)
§165.730 Kings Bay, GA-Regulated navigation area.
(2630) Vessels transiting in the water bounded by the line
connecting the following points must travel no faster than
needed for steerageway:
(2631) 30°48'00.0"N., 081°29'24.0"W.
(2632) 30°46'19.5"N., 081°29'17.0"W.
(2633) 30°47'35.0"N., 081°30'16.5"W. and thence to the
point of beginning.
(2634)
§165.731 Security Zone: Cumberland Sound, Geor-
gia.
(2635) (a) Denition. The term “designated representative”
means Coast Guard Patrol Commanders, including
Coast Guard coxswains, petty ofcers, and other ofcers
operating Coast Guard vessels, and Federal, state, and
local ofcers designated by or assisting the Captain of the
Port (COTP) Jacksonville, Florida, in the enforcement of
the regulated areas.
(2636) (b) Location. A permanent security zone is established
within the following coordinates, the area enclosed by a
line starting at:
(2637) 30°44'55"N., 81°29'39"W.; thence to
(2638) 30°44'55"N., 81°29'18"W.; thence to
(2639) 30°46'35"N., 81°29'18"W.; thence to
(2640) 30°47'02"N., 81°29'34"W.; thence to
(2641) 30°47'21"N., 81°29'39"W.; thence to
(2642) 30°48'00"N., 81°29'42"W.; thence to
(2643) 30°49'07"N., 81°29'56"W.; thence to
(2644) 30°49'55"N., 81°30'35"W.; thence to
(2645) 30°50'15"N., 81°31'08"W.; thence to
(2646) 30°50'14"N., 81°31'30"W.; thence to
(2647) 30°49'58"N., 81°31'45"W.; thence to
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 127
(2648) 30°49'58"N., 81°32'03"W.; thence to
(2649) 30°50'12"N., 81°32'17"W.; thence following the
land based perimeter boundary to the point of origin.
(2650) (c) Regulations. (1) No person or vessel may enter
or remain within the security zone without the permission
of the COTP Jacksonville or designated representative.
(2651) (2) All persons and vessels authorized to enter the
security zone shall immediately obey any direction or order
of the COTP Jacksonville or designated representative.
(2652) (3) This regulation does not apply to persons or
vessels operating under the authority of the United States
Navy or to authorized law enforcement agencies.
(2653)
§165.732 Escorted Submarines Sector Jacksonville
Captain of the Port Zone.
(2654) (a) Location. The following areas are regulated
navigation areas (RNA) whenever any Navy submarine
(foreign or domestic) is being escorted by the Coast
Guard within the Sector Jacksonville Captain of the Port
Zone territorial seas:
(2655) (1) All waters within 1 nautical mile of any Navy
submarine operating within the Sector Jacksonville
Captain of the Port Zone territorial seas; and
(2656) (2) All waters within 1 nautical mile of the charted
center of the navigation channel from the southern tip of
Crab Island in the Cumberland Sound, Georgia, to the
St. Marys Entrance Channel and its approach extending
eastward to lighted buoy “STM.”
(2657) (b) Regulations. All persons and vessels located
within a RNA created by paragraph (a) shall follow
all lawful orders and/or directions given to them by
designated Coast Guard representatives.33 CFR 165,
subpart B, contains additional provisions applicable to
the RNA created in paragraph (a) of this section.
(2658) (c) Notication. The Coast Guard escort will attempt,
when necessary and practicable, to notify any persons
or vessels inside or approaching the vicinity of a RNA
created in paragraph (a) of this section of its existence
via VHF channel 16 and/or any other means reasonably
available.
(2659)
§165.749 Security Zone: Escorted Vessels, Savan-
nah, Georgia, Captain of the Port Zone.
(2660) (a) Denitions. The following denitions apply to
this section:
(2661) COTP means Captain of the Port Savannah, GA.
(2662) Designated representatives means Coast Guard
Patrol Commanders including Coast Guard coxswains,
petty ofcers and other ofcers operating Coast Guard
vessels, and Federal, State, and local ofcers designated
by or assisting the COTP, in the enforcement of the
security zone.
(2663) Escorted vessel means a vessel, other than a large
U.S. naval as dened in 33 CFR 165.2015, that is
accompanied by one or more Coast Guard assets or other
Federal, State, or local law enforcement agency assets
clearly identiable by lights, vessels markings, or with
agency insignia as listed below:
(2664) (1) Coast Guard surface or air asset displaying the
Coast Guard insignia.
(2665) (2) State and/or local law enforcement asset
displaying the applicable agency markings and/or
equipment associated with the agency.
(2666) (3) When escorted vessels are moored, dayboards
or other visual indications such as lights or buoys may
be used. In all cases, broadcast notice to mariners will be
issued to advise mariners of these restrictions.
(2667) Minimum safe speed means the speed at which a
vessel proceeds when it is fully off plane, completely
settled in the water and not creating excessive wake. Due
to the different speeds at which vessels of different sizes
and congurations may travel while in compliance with
this denition, no specic speed is assigned to minimum
safe speed. In no instance should minimum safe speed
be interpreted as a speed less than that required for a
particular vessel to maintain steerageway. A vessel is not
proceeding at minimum safe speed if it is:
(2668) (1) On a plane;
(2669) (2) In the process of coming up onto or coming off
a plane; or
(2670) (3) Creating an excessive wake.
(2671) (b) Regulated Area. All navigable waters, as dened
in 33 CFR 2.36, within the Captain of the Port Zone,
Savannah, Georgia 33 CFR 3.35-15.
(2672) (c) Security Zone. A 300-yard security zone is
established around each escorted vessel within the
regulated area described in paragraph (b) of this section.
This is a moving security zone when the escorted vessel
is in transit and becomes a xed zone when the escorted
vessel anchored or moored. A security zone will not
extend beyond the boundary of the regulated area in this
section.
(2673) (d) Regulations. (1) The general regulations for
security zones contained in §165.33 of this part apply to
this section.
(2674) (2) A vessel may request the permission of the COTP
Savannah or a designated representative to enter the
security zone described in paragraph (c) of this section.
If permitted to enter the security zone, a vessel must
proceed at the minimum safe speed and must comply with
the orders of the COTP or a designated representative. No
vessel or person may enter the inner 50-yard portion of
the security zone closed to the vessel.
(2675) (e) Notice of Security Zone. The COTP will inform
the public of the existence or status of the security zone
around escorted vessels in the regulated area by Broadcast
Notice to Mariners. Coast Guard assets or other Federal,
State or local law enforcement agency assets will be
clearly identied by lights, vessels markings, or with
agency insignia. When escorted vessels are moored,
dayboards or other visual indications such as lights or
buoys may be used.
(2676) (f) Contact Information. The COTP Savannah may
be reached via phone at 912-652-4353. Any on scene
128 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
Coast Guard or designated representative assets may be
reached via VHF-FM channel 16.
(2677)
§165.751 Security Zone: LNG mooring slip, Savan-
nah River, Savannah, Georgia.
(2678) (a) Security Zone. The following area is a
security zone: All the waters from surface to bottom
of the northeastern most mooring dolphin located
at approximately 32°05.01' North, 080°59.38' West,
to the southeastern most mooring dolphin located at
approximately 32°04.79' North, 080°59.35' West, and
continues west along the North and South shoreline of the
mooring slip to the shoreline of the right descending bank
of the Savannah River. All marine trafc is prohibited
from entering this zone unless authorized by the Captain
of the Port (COTP).
(2679) (b) Applicability. This section applies to all vessels
including naval and other public vessels, except vessels
that are engaged in the following operations:
(2680) (1) Law enforcement, security, or search and rescue;
(2681) (2) Servicing aids to navigation;
(2682) (3) Surveying, maintenance, or improvement of
waters in the security zone; or
(2683) (4) Actively engaged in escort, maneuvering, or
support duties for an LNG tankship.
(2684) (c) Regulations. In accordance with the general
regulations in §165.33 of this part, entry into or movement
within this zone is prohibited unless authorized by the
Captain of the Port Savannah or vessels engaged in
activities dened in paragraph (b).
(2685) (d) Reporting of Violations. Violations of this section
should be reported to the Captain of the Port, Savannah,
at (912) 652-4353.
(2686)
§165.756 Regulated Navigation Area; Savannah
River, Georgia.
(2687) (a) Regulated Navigation Area (RNA). The Savannah
River between Fort Jackson (32°04.93'N., 081°02.19'W.)
and the Savannah River Channel Entrance Sea Buoy is
a regulated navigation area when an LNG tankship in
excess of heel is transiting the area or moored at the LNG
facility. All coordinates are North American Datum 1983.
(2688) (b) Denitions. The following denitions apply to
this section:
(2689) Bare steerage way means the minimum speed
necessary for a ship to maintain control over its heading.
(2690) Bollard pull means an industry standard used for
rating tug capabilities and is the pulling force imparted by
the tug to the towline. It means the power that an escort
tug can apply to its working line(s) when operating in a
direct mode.
(2691) Direct mode means a towing technique dened as a
method of operation by which a towing vessel generates
towline forces by thrust alone at an angle equal to or
nearly equal to the towline, or thrust forces applied
directly to the escorted vessel’s hull.
(2692) Heel means the minimum quantity of liqueed
natural gas (LNG) retained in an LNG tankship after
unloading at the LNG facility to maintain temperature,
pressure, and/or prudent operations. A quantity of LNG
less than ve percent (5%) of the LNG tankship's carrying
capacity shall be presumed to be heel.
(2693) Indirect mode means a towing technique dened as a
method of operation by which an escorting towing vessel
generates towline forces by a combination of thrust and
hydrodynamic forces resulting from a presentation of the
underwater body of the towing vessel at an oblique angle
to the towline. This method increases the resultant bollard
pull, thereby arresting and controlling the motion of an
escorted vessel.
(2694) LNG tankship means a vessel as described in 46
CFR 154.
(2695) Operator means the person who owns, operates, or
is responsible for the operation of a facility or vessel.
(2696) Savannah River Channel Entrance Sea Buoy means
the aid to navigation labeled R W “T” Mo (A) WHIS on
the National Oceanic and Atmospheric Administration's
(NOAA) Nautical Chart 11512.
(2697) Standby means readily available at the facility
and equipped to provide a ready means of assistance to
maintain a safe zone around LNG tankships, provide
emergency reghting assistance, and aid the LNG
tankship in the event of an emergency departure.
(2698) Underway means that a vessel is not at anchor, not
made fast to the shore, or not aground.
(2699) (c) Applicability. This section applies to all vessels
operating within the RNA, including naval and other
public vessels, except vessels that are engaged in the
following operations:
(2700) (1) Law enforcement, security, or search and rescue;
(2701) (2) Servicing aids to navigation;
(2702) (3) Surveying, maintenance, or improvement of
waters in the RNA; or
(2703) (4) Actively engaged in escort, maneuvering, or
support duties for an LNG tankship.
(2704) (d) Regulations–(1) Requirements for vessel
operations while a LNG tankship, carrying LNG in
excess of heel, is underway within the RNA. (i) Except
for a vessel that is moored at a marina, wharf, or pier,
and remains moored, no vessel 1,600 gross tons or greater
may come within two nautical miles of a LNG tankship,
carrying LNG in excess of heel, which is underway
within the Savannah River shipping channel without the
permission of the Captain of the Port (COTP).
(2705) (ii) All vessels less than 1,600 gross tons shall keep
clear of transiting LNG tankships.
(2706) (iii) The owner, master, or operator of a vessel
carrying liqueed natural gas (LNG) shall:
(2707) (A) Comply with the notice requirements of 33 CFR
part 160. The COTP may delay the vessel's entry into the
RNA to accommodate other commercial trafc.
(2708) (B) Obtain permission from the COTP before
commencing the transit into the RNA.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 129
(2709) (C) Not enter or get underway within the RNA if
visibility during the transit is not sufcient to safely
navigate the channel, and/or wind speed is, or is expected
to be, greater than 25 knots.
(2710) (D) While transiting the RNA, LNG Tankships of
cargo capacity over 120,000 m3, carrying LNG in excess
of heel, shall have a minimum of two escort towing
vessels with a minimum of 100,000 pounds of bollard
pull, 4,000 horsepower, and capable of safely operating
in the indirect mode. At least one of the towing vessels
shall be FiFi Class 1 equipped.
(2711) (2) Requirements while LNG tankships are moored
inside the LNG facility slip. (i) An LNG Tankship of
cargo capacity over 120,000 m3, moored inside the LNG
facility slip shall have two standby towing vessels with
a minimum capacity of 100,000 pounds of bollard pull,
4,000 horsepower, and the ability to operate safely in the
indirect mode. At least one of the towing vessels shall be
FiFi Class 1 equipped. The standby towing vessels shall
take appropriate action in an emergency.
(2712) (ii) If two LNG tankships of cargo capacity over
120,000 m3 are moored inside the LNG facility slip,
each vessel shall provide a standby towing vessel that
is FiFi Class 1 equipped with a minimum capacity of
100,000 pounds of bollard pull and 4,000 horsepower
that is available to assist.
(2713) (3) Requirements for other vessels while within the
RNA. (i) Vessels 1,600 gross tons or greater shall at a
minimum, transit at bare steerageway when within an
area 1,000 yards on either side of the LNG facility slip
to minimize potential wake or surge damage to the LNG
facility and vessel(s) within the slip.
(2714) (ii) Vessels 1,600 gross tons or greater shall make
a broadcast on channel 13 at the following points on the
Savannah River;
(2715) (A) Buoy ‘‘33’’ in the vicinity of Fields Cut for
inbound vessels;
(2716) (B) Buoy ‘‘53’’ in the vicinity of Fort Jackson for
outbound vessels.
(2717) (iii) Vessels 1,600 gross tons or greater shall not meet
nor overtake within the area adjacent to either side of the
LNG facility slip when an LNG tankship is present within
the slip.
(2718) (iv) Except for vessels involved in those operations
noted in paragraph (c) of this section entitled Applicability,
no vessel shall enter the LNG facility slip at any time
without the permission of the Captain of the Port. The
Coast Guard will issue a Broadcast Notice toMariners on
channel 16 upon enforcement of this RNA.
(2719) (
(2720)
§165.759 Security Zones; Ports of Jacksonville,
Fernandina, and Canaveral, Florida.
(2721) (a) Regulated area. Moving security zones are
established 100 yards around all tank vessels, cruise ships,
and military pre-positioned ships during transits entering
or departing the ports of Jacksonville, Fernandina, and
Canaveral, Florida. These moving security zones are
activated when the subject vessels pass the St. Johns
River Sea Buoy, at approximate position 30°23'35"N.,
81°19'08"W., when entering the port of Jacksonville,
or pass Port Canaveral Channel Entrance Buoys #3 or
#4, at respective approximate positions 28°22.7'N.,
80°31.8'W., and 28°23.7'N., 80°29.2'W., when entering
Port Canaveral. Fixed security zones are established 100
yards around all tank vessels, cruise ships, and military
pre-positioned ships docked in the Ports of Jacksonville,
Fernandina, and Canaveral, Florida.
(2722) (b) Regulations. In accordance with the general
regulations §165.33 of this part, entry into these zones
is prohibited except as authorized by the Captain of the
Port, or a Coast Guard commissioned, warrant, or petty
ofcer designated by him. The Captain of the Port will
notify the public of any changes in the status of this zone
by Marine Safety Radio Broadcast on VHF Marine Band
Radio, channel 22 (157.1 MHz).
(2723) (c) Denition. As used in this section: cruise ship
means a passenger vessel, except for a ferry, greater than
100 feet in length that is authorized to carry more than
12 passengers for hire.
(2724) (d) Authority. In addition to 46 U.S.C. 70034 and 46
U.S.C. 70051, the authority for this section includes 46
U.S.C. 70116.
(2725)
§165.760 Security Zones; Port of Palm Beach, Port
Everglades, and Port of Miami, Florida.
(2726) (a) Denitions. (1) As used in this section, passenger
vessel is a vessel greater than 100 feet in length and over
100 gross tons that is authorized to carry more than 12
passengers for hire making voyages lasting more than 24
hours, except for a ferry.
(2727) (2) As used in this section, a vessel carrying cargoes
of particular hazard is dened in 33 CFR part 126 and a
vessel carrying liqueed hazardous gas (LHG) is dened
in 33 CFR part 127.
(2728) (b) Locations. The following areas are security
zones (all coordinates are North American Datum 1983):
(2729) (1) Fixed and moving security zones around vessels
in the Port of Palm Beach, Port Everglades, and Port of
Miami, Florida. Moving security zones are established
100 yards around all passenger vessels, vessels carrying
cargoes of particular hazard, or vessels carrying liqueed
hazardous gas (LHG) during transits entering or departing
the Port of Palm Beach, Port Everglades, or Port of Miami.
These moving security zones are activated when the
subject vessel passes: Lake Worth Lighted Buoy LW, at
approximate position 26°46′22″N., 80°00′37″W., when
entering the Port of Palm Beach; passes Port Everglades
Lighted Buoy PE, at approximate position 26°05′30″N.,
080°04′46″W., when entering Port Everglades; and
passes Miami Lighted Buoy M, at approximate position
25°46′05″N., 080°05′01″W., when entering Port of
Miami. These moving security zones remain active
whenever a passenger vessel, vessels carrying cargoes
130 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
of particular hazard, or vessels carrying LHG is underway
westward of the above mentioned buoys. Fixed security
zones are established 100 yards around all passenger
vessels, vessels carrying cargoes of particular hazard, or
vessels carrying LHG, while the vessel is moored in the
Port of Palm Beach, Port Everglades, or Port of Miami,
Florida. Persons and vessels may pass within 100 yards
of a moored passenger vessel, vessel carrying cargoes of
particular hazard, or vessel carrying LHG that is moored
within or alongside a Federal channel as long as the
passage occurs outside of the on scene law enforcement
vessel. Persons and vessels shall pass north of the on
scene law enforcement vessel when north of the Port of
Miami, south of the on scene law enforcement vessel
when south of the Port of Miami and east of the on scene
law enforcement vessel in Port Everglades.
(2730) (2) Fixed security zone in Port of Miami, Florida.
A xed security zone encompasses all waters between
Watson Park and Star Island from the MacArthur
Causeway south to Port of Miami. The western boundary
is formed by an imaginary line from points 25°46′45″ N,
080°10′52″ W, northwest to 25°46′46″N., 080°10′54″W.,
northeast to 25°46′53″N., 80°10′50″W., and extending
northeast ending at Watson Island at 25°47′00″ N,
080°10′40″ W. The eastern boundary is formed by an
imaginary line approximately 100 yards west of the
Fisher Island Ferry terminal, in approximate position
25°46′20″N., 080°09′07″W., extending southwest across
the Main Channel to Port of Miami, at 25°46′16″N.,
080°09′11″W. The xed security zone is in effect when
two or more passenger vessels, vessels carrying cargoes
of particular hazard, or vessels carrying LHG, enter or
moor within this zone.
(2731) (i) When the security zone is in effect, persons and
vessels shall not enter or transit the security zone along
the Miami Main Channel unless authorized by Captain
of the Port of Miami or a designated representative.
(2732) (ii) Persons and vessels may transit the Miami Main
Channel when only one passenger vessel, one vessel
carrying cargoes of particular hazard or one vessel
carrying LHG is berthed.
(2733) (iii) Law enforcement vessels can be contacted on
VHF Marine Band Radio, channel 16 (156.8 MHz).
(2734) (3) Fixed security zones in Port Everglades. A xed
security zone encompasses Mid-Port to North-Port in Port
Everglades and includes all waters west of an imaginary
line starting at the southernmost point 26°05′24″N.,
080°06′57″W., on the northern tip of Berth 22, to the
northernmost point 26°06′01″N., 080°07′09″W., near the
west side of the 17th Street Bridge and then move west to
the northwestern most point at 26°06′01″N., 080°07′10″W.
An additional xed security zone encompasses the waters
west of the Intracoastal Waterway to the pier face of
Port Everglades from Mid-Port south to the northern
tip of the Dania Cut-Off Canal and includes the waters
westward of the line connecting the following points to
the pier face of Port Everglades: Starting at 26°05′25″N.,
080°06′58″W., on the northern tip of Berth 22 at Mid-Port,
to a point directly east along the Intracoastal Waterway,
26°05′25″N., 080°06′54″W., then southeast along the
Intracoastal Waterway to 26°05′10″N., 080°06′49″W.,
then southwest along the Intracoastal Waterway to
26°04′43″N., 080°06′53″W., then south along the
Intracoastal Waterway to 26°03′54″N., 080°06′52″W.,
and then west to the Port Everglades pier face just north of
the Dania Cut-Off Canal at 26°03′54″N., 080°06′55″W.
(2735) (i) Persons and vessels may transit the Intracoastal
Waterway; however, persons and vessels are not
authorized to enter the xed security zone westward of
the Intracoastal Waterway without authorization from
Captain of the Port Miami or a designated representative.
On occasion, a passenger vessel, vessel carrying cargoes
of particular hazard, or vessel carrying LHG may moor
and encroach into the Intracoastal Waterway. When this
occurs, persons and vessels shall transit the Intracoastal
Waterway east of the on scene law enforcement vessel.
(2736) (ii) Periodically, vessels may be required to
temporarily hold their positions while large commercial
trafc operates in this area. Vessels near the security zone
must follow the orders of the Captain of the Port or the
designated representative.
(2737) (iii) Law enforcement vessels can be contacted on
VHF Marine Band Radio, channel 16 (156.8 MHz).
(2738) (c) Regulations. (1) Prior to commencing any
movement, the person directing the movement of a
passenger vessel, a vessel carrying cargoes of particular
hazard, or a vessel carrying LHG is encouraged to make
a security broadcast on VHF Marine Band Radio channel
16 (156.8 MHz) to advise mariners of the moving security
zone activation and intended transit.
(2739) (2) In accordance with the general regulations
§165.33, entry into these zones is prohibited, except
as authorized by the Captain of the Port of Miami or a
designated representative. Vessels such as pilot boats,
tug boats, and contracted security vessels may assist the
Coast Guard Captain of the Port by monitoring these
zones strictly to advise mariners of the restrictions. The
Captain of the Port will notify the public of the security
zone via signs or by Marine Safety Radio Broadcasts on
VHF Marine Band Radio channel 16 (156.8 MHz) when
applicable.
(2740) (3) Persons and vessels desiring to enter or transit the
xed or moving security zones may contact the Captain
of the Port Miami at (305) 535–4472 or on VHF Marine
Band Radio channel 16 (156.8 MHz) to seek permission
to transit the area. If permission is granted, all persons and
vessels must comply with the instructions of the Captain
of the Port or the designated representative.
(2741) (4) The Captain of the Port Miami may waive any of
the requirements of this section for any vessel upon nding
that the vessel or class of vessel, operational conditions,
or other circumstances are such that application of this
section is unnecessary or impractical for the purpose of
port security, safety, or environmental safety.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 131
(2742)
§165.761 Security Zones; Port of Key West, Florida.
(2743) (a) Denitions. (1) As used in this section, passenger
vessel is a vessel greater than 100 feet in length and over
100 gross tons that is authorized to carry more than 12
passengers for hire making voyages lasting more than 24
hours, except for a ferry.
(2744) (2) As used in this section, a vessel carrying cargoes
of particular hazard is dened in 33 CFR part 126 and a
vessel carrying liqueed hazardous gas (LHG) is dened
in 33 CFR part 127.
(2745) (b) Location. The following area is a security zone:
Fixed and moving security zones around vessels in the
Port of Key West, Florida. A moving security zones is
established 100 yards around all passenger vessels,
vessels carrying cargoes of particular hazard, or vessels
carrying liqueed hazardous gas (LHG) during transits
entering or departing the Port of Key West, Florida. A
moving security zones is activated when the subject
vessel passes Key West Entrance Lighted Whistle Buoy
KW, at approximate position 24°27′26″N., 081°48′00″W.
This moving security zone remains active whenever a
passenger vessel, vessels carrying cargoes of particular
hazard, or vessels carrying LHG is underway westward
of the above mentioned buoys. Fixed security zones
are established 100 yards around all passenger vessels,
vessels carrying cargoes of particular hazard, or vessels
carrying LHG, while the vessel is moored in the Port of
Key West, Florida.
(2746) (c) Regulations. (1) Prior to commencing any
movement, the person directing the movement of a
passenger vessel, a vessel carrying cargoes of particular
hazard, or a vessel carrying LHG, is encouraged to make
a security broadcast on VHF Marine Band Radio, channel
16 (156.8 MHz) to advise mariners of the moving security
zone activation and intended transit.
(2747) (2) In accordance with the general regulations
§165.33, entry into these zones is prohibited except as
authorized by the Captain of the Port of Key West or
a designated representative. Vessels such as pilot boats,
tug boats, and contracted security vessels may assist the
Coast Guard Captain of the Port by monitoring these
zones strictly to advise mariners of the restrictions. The
Captain of the Port will notify the public of the security
zone via signs or by Marine Safety Radio roadcasts on
VHF Marine Band Radio, channel 16 (156.8 MHz) when
applicable.
(2748) (3) Persons and vessels desiring to enter in, transit
through, anchor in, or remain within the xed or moving
security zones may contact the Captain of the Port Key
West at (305) 292–8727 or on VHF Marine Band Radio
channel 16 (156.8 MHz) to seek permission to transit
the area. If permission is granted, all persons and vessels
must comply with the instructions of the Captain of the
Port or the designated representative.
(2749) (4) The Captain of the Port Key West may waive
any of the requirements of this section for any vessel
upon nding that the vessel or class of vessel, operational
conditions, or other circumstances are such that
application of this section is unnecessary or impractical
for the purpose of port security, safety, or environmental
safety.
(2749.001)
§165.764 Security Zone; Coast Guard Sector Key
West, Trumbo Point Annex, Key West Harbor, Key
West, FL.
(2749.002) <Deleted Paragraph>
(2749.003) (a) Location. The following area is a security zone:
All waters within 100 yards of the Coast Guard Sector
Key West, from surface to bottom, encompassed by a
line that extends north 100 yards into the Fleming Key
Channel from point 24°34′02″ N, 81°47′52.7″ W; thence
westerly, maintaining 100 yards from the Coast Guard
property; thence southerly, 100 yards from the end of the
piers to 24°33′50.6″ N 81°48′11.0″ W; thence easterly to
24°33′48.8″ N, 081°47′54.8″ W, and along the shore line
back to the beginning point. These coordinates are based
on North American Datum 1983.
(2749.004) (b) Denitions. As used in this section, vessel
means every description of watercraft or other articial
contrivance used, or capable of being used, as a means of
transportation on water, except U.S. Coast Guard or U.S.
naval vessels.
(2749.005) (c) Regulations. (1) Under the general security zone
regulations in subpart D of this part, no person or vessel
may enter or remain in the security zone described in
paragraph (a) of this section without the permission of
the Captain of the Port, other than Government-owned
vessels.
(2749.006) (2) While anchoring, loitering, or shing activities
are prohibited, vessels may transit the following portions
of the security zone at safe speed:
(2749.007) (i) Fleming Key Cut, extending from the northwest
corner of Pier D–3 of U.S. Coast Guard Key West,
eastward beneath the Fleming Key bridge.
(2749.008) (ii) Key West Bight Channel, which extends easterly
from the Main Ship Channel into Key West Bight, the
northerly edge of which channel passes 25 feet south of
the U.S. Coast Guard Sector Key West piers on the north
side of the Bight.
(2750)
§165.765 Regulated Navigation Area; Port Ever-
glades Harbor, Fort Lauderdale, Florida.
(2751) (a) Location. The following area in Port Everglades
harbor is a regulated navigation area; all waters of Port
Everglades harbor, from shore to shore, encompassed by
a line commencing at the south mid-point tip of Harbor
Heights approximately 26°05.67'N., 080°06.684'W.;
thence south across Bar Cut to a point north of the
Nova University Marina approximately 26°05.552'N.,
80°06.682'W., thence southwesterly to a point near the
center of Lake Mabel approximately 26°05.482'N.,
080°06.793'W., thence northwesterly to a point near the
Quick Flashing Red #12 approximately 26°05.666'N.,
080°06.947'W., thence east to south mid-point tip
132 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
of Harbor Heights (starting point) approximately
26°05.687'N., 080°06.684'W.
(2752) (b) Regulations. Vessels less than 150 meters
entering and transiting through the regulated navigation
area shall proceed at a slow speed. Nothing in this section
alleviates vessels or operators from complying with all
state and local laws in the area including manatee slow
speed zones. Nor should anything in this section be
construed as conicting with the requirement to operate
at safe speed under the Inland Navigation Rules, (33 CFR
subchapter E).
(2753) (c) Denition. As used in this section, slow speed
means the speed at which a vessel proceeds when it is
fully off plane, completely settled in the water and not
creating excessive wake. Due to the different speeds
at which vessels of different sizes and congurations
may travel while in compliance with this denition, no
specic speed is assigned to slow speed. A vessel is not
proceeding at slow speed if it is;
(2754) (1) On a plane;
(2755) (2) In the process of coming up on or coming off of
plane; or
(2756) (3) Creating an excessive wake.
(2757)
§ 165.769 Security Zone; Escorted Vessels, Charles-
ton, South Carolina, Captain of the Port
(2758) (a) Denitions. The following denitions apply to
this section:
(2759) COTP means Captain of the Port Charleston, SC.
(2760) Designated representative means Coast Guard
Patrol Commanders including Coast Guard coxswains,
petty ofcers and other ofcers operating Coast Guard
vessels, and federal, state, and local ofcers designated
by or assisting the COTP, in the enforcement of the
security zone.
(2761) Escorted vessel means a vessel, other than a large
U.S. naval vessel as dened in 33 CFR 165.2015, that
is accompanied by one or more Coast Guard assets or
other Federal, State or local law enforcement agency
assets clearly identiable by lights, vessel markings, or
with agency insignia as listed below:
(2762) Coast Guard surface or air asset displaying the Coast
Guard insignia.
(2763) State and/or local law enforcement asset displaying
the applicable agency markings and/or equipment
associated with the agency.
(2764) When escorted vessels are moored, dayboards or
other visual indications such as lights or buoys may be
used. In all cases, broadcast notice to mariners will be
issued to advise mariners of these restrictions.
(2765) Minimum safe speed means the speed at which a
vessel proceeds when it is fully off plane, completely
settled in the water and not creating excessive wake. Due
to the different speeds at which vessels of different sizes
and congurations may travel while in compliance with
this denition, no specic speed is assigned to minimum
safe speed. In no instance should minimum safe speed
be interpreted as a speed less than that required for a
particular vessel to maintain steerageway. A vessel is not
proceeding at minimum safe speed if it is:
(2766) (1) On a plane;
(2767) (2) In the process of coming up onto or coming off
a plane; or
(2768) (3) Creating an excessive wake.
(2769) (b) Regulated area. All navigable waters, as dened
in 33 CFR 2.36, within the Captain of the Port Zone,
Charleston, South Carolina 33 CFR 3.35-15.
(2770) (c) Security zone. A 300-yard security zone is
established around each escorted vessel within the
regulated area described in paragraph (b) of this section.
This is a moving security zone when the escorted vessel
is in transit and becomes a xed zone when the escorted
vessel is anchored or moored. A security zone will not
extend beyond the boundary of the regulated area of this
section.
(2771) (d) Regulations. (1) The general regulations for
security zones contained in § 165.33 of this part applies
to this section.
(2772) (2) A vessel may request the permission of the COTP
Charleston or a designated representative to enter the
security zone described in paragraph (c) of this section.
If permitted to enter the security zone, a vessel must
proceed at the minimum safe speed and must comply with
the orders of the COTP or a designated representative. No
vessel or person may enter the inner 50-yard portion of
the security zone closest to the vessel.
(2773) (e) Notice of security zone. The COTP will inform
the public of the existence or status of the security zones
around escorted vessels in the regulated area by Broadcast
Notice to Mariners. Coast Guard assets or other Federal,
State or local law enforcement agency assets will be
clearly identied by lights, vessel markings, or with
agency insignia. When escorted vessels are moored,
dayboards or other visual indications such as lights or
buoys may be used.
(2774) (f) Contact information. The COTP Charleston may
be reached via phone at (843) 724-7616. Any on scene
Coast Guard or designated representative assets may be
reached via VHF-FM channel 16.
(2775)
§ 165.775 Regulated Navigation Area; Launch Area
Offshore Cape Canaveral, FL.
(2776) (a) Location (1) The following area is a regulated
navigation area (RNA): All waters offshore Cape
Canaveral from surface to bottom, encompassed by
a line connecting the following points beginning with
Point 1 at 28°48′54″ N, 80°28′40″ W; thence southwest to
Point 2 at 28°43′20″ N, 80°41′00″ W; thence south along
the shoreline to Point 3 at 28°25′18″ N, 80°34′43″ W;
thence continuing south offshore to Point 4 at 28°11′00″
N, 80°29′00″ W; thence east to Point 5 at 28°10′00″ N,
80°21′13″ W; thence north along the 12 nautical mile
line back to Point 1. Coordinates are in World Geodetic
System (WGS) 1984. These coordinates are based on
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 133
the furthest north and south trajectories of typical rocket
launch vehicles originating from Cape Canaveral.
(2777) (2) Restrictions may be enforced anywhere within
the boundaries of the RNA. Restrictions will be based on
the risk assessment of the Captain of the Port Jacksonville
and informed by the mission specic launch exclusion
areas provided by U.S. Space Launch Delta 45 (SLD
45). There are ve launch hazard areas that cover rocket
launches. Launch hazard areas include all navigable
waters within the following coordinates, encompassed by
a line starting at Point 1 connecting the following points:
(2778) (i) Northeast Launch Hazard Area.
(2780) (ii) East Northeast Launch Hazard Area.
(2782) (iii) Large East Launch Hazard Area.
(2784) (iv) Small East Launch Hazard Area.
(2786) (v) Southeast Launch Hazard Area.
(2788) (d) Notice of activation of RNA. The COTP
Jacksonville will inform the public of the activation
or status of the RNA and specic exclusion areas, by
Broadcast Notice to Mariners on VHF–FM channel 16,
Public Notice of Enforcement, on-scene presence, and
by the display of a yellow ball from a 90- foot pole near
the shoreline at approximately 28°35′00″ N, 080°34′36″
W and from a 90-foot pole near the shoreline at
approximately 28°55′18″ N, 080°35′00″ W. Coast Guard
assets or other Federal, State, or local law enforcement
assets will be clearly identied by lights, markings, or
with agency insignia.
(2789) (e) Contact information. The COTP Jacksonville
may be reached by telephone at (904) 564–7513. Any on
scene Coast Guard or designated representative assets
may be reached on VHF–FM channel 16.
(2790) (b) Denitions. The following denition applys
to this section: Designated representative means Coast
Guard Patrol Commanders including Coast Guard
coxswains, petty ofcers and other ofcers operating
Coast Guard vessels, Coast Guard Representatives in the
Merril Operations Center, and Federal, state, and local
ofcers designated by or assisting the Captain of the Port
(COTP) Jacksonville in the enforcement of the RNA.
(2791) (c) Regulations. (1) The COTP Jacksonville or a
designated representative may restrict vessel movement
including but not limited to transiting, anchoring, or
mooring within this RNA to protect vessels from hazards
associated with rocket launches. These restrictions are
temporary in nature and will only be enacted and enforced
prior to and just after a launch.
(2792) (2) The COTP Jacksonville may activate restrictions
within any single area, a combination of areas, or establish
ad hoc areas within the RNA boundary area. Activation
of prescribed or ad hoc Launch Hazard Areas will be
based on the risk assessment of the Captain of the Port
Jacksonville and informed by the mission specic launch
exclusion areas provided by SLD 45 to account for the
specic risks posed by individual launches.
(2793)
§165.777 Security Zone; West Basin, Port Canaveral
Harbor, Cape Canaveral, Florida.
(2794) (a) Regulated area. The following area is a security
zone: All waters of the West Basin of Port Canaveral
Harbor northwest of an imaginary line between two points:
28°24'57.88"N., 80°37'25.69"W. to 28°24'37.48"N.,
80°37'34.03"W.
Northeast Launch Hazard Area
Table 1 - to Paragraph (a)(2)(i)
Point Latitude Longitude
1 28°47′47″N. 80°27′48″W.
2 28°42′18″N. 80°34′55″W.
3 28°39′13″N. 80°37′49″W.
4 28°32′29″N. 80°33′53″W.
5 28°34′00″N. 80°29′00″W.
6 28°39′43″N. 80°21′57″W.
(2779)
East Northeast Launch Hazard Area
Table 2 - to Paragraph (a)(2)(ii)
Point Latitude Longitude
1 28°43′53″N. 80°24′50″W.
2 28°36′10″N. 80°35′20″W.
3 28°31′46″N. 80°33′40″W.
4 28°34′42″N. 80°28′40″W.
5 28°40′45″N. 80°22′28″W.
(2781)
Large East Launch Hazard Area
Table 3 - to Paragraph (a)(2)(iii)
Point Latitude Longitude
1 28°40′32″N. 80°22′21″W.
2 28°39′14″N. 80°37′48″W.
3 28°27′00″N. 80°31′55″W.
4 28°27′35″N. 80°18′27″W.
(2783)
Small East Launch Hazard Area
Table 4 - to Paragraph (a)(2)(iv)
Point Latitude Longitude
1 28°39′42″N. 80°21′56″W.
2 28°39′00″N. 80°31′00″W.
3 28°38′00″N. 80°36′58″W.
4 28°32′00″N. 80°33′45″W.
5 28°31′51″N. 80°20′41″W.
(2785)
Southeast Launch Hazard Area
Table 5 - to Paragraph (a)(2)(v)
Point Latitude Longitude
1 28°37′00″N. 80°29′00″W.
2 28°35′48″N. 80°34′59″W.
3 28°25′18″N. 80°34′43″W.
4 28°11′00″N. 80°29′00″W.
5 28°10′00″N. 80°21′13″W.
6 28°19′36″N. 80°23′10″W.
7 28°22′11″N. 80°20′17″W.
(2787)
134 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(2795) (b) Requirement. (1) This security zone will be
activated 4 hours prior to the scheduled arrival of a cruise
ship at the West Basin of Port Canaveral Harbor during
MARSEC Levels 2 and 3 or when the COTP determines
there is a specied credible threat during MARSEC Level
1. This security zone will not be deactivated until the
departure of all cruise ships from the West Basin. The
zone is subject to enforcement when it is activated.
(2796) (2) Under general security zone regulations of 33
CFR 165.33, no vessel or person may enter or navigate
within the regulated area unless specically authorized
by the COTP or the COTP's designated representative.
Any person or vessel authorized to enter the security zone
must operate in strict conformance with any direction
given by the COTP or a designated representative and
leave the security zone immediately if so ordered.
(2797) (3) The public will be notied when the security
zone is activated by the display of a red ball on a 50-
foot pole located at the east end of Cruise Ship terminal
10. This red ball will be lowered when the security zone
is deactivated. To ensure boaters are given sufcient
knowledge of the security zone, the Coast Guard will
continuously broadcast the activations of the zone and law
enforcement vessels will be on scene to inform boaters
that the zone has been activated. Vessels encroaching on
the security zone will be issued a Public Notice which
clearly states the location of the security zone and the
times it will be enforced. This will be the boater's rst
warning prior to enforcement action being taken.
(2798) (c) Denitions. The following denition applies to
this section:
(2799) Designated representative means Coast Guard
Patrol Commanders including Coast Guard coxswains,
petty ofcers and other ofcers operating Coast Guard
vessels, and federal, state, and local law enforcement
ofcers designated by or assisting the COTP in the
enforcement of the security zone.
(2800) (d) Captain of the Port Contact Information. If you
have any questions about this regulation, please contact
the Sector Command Center at (904) 564-7513.
(2801) (e) Enforcement periods. This section will only be
subject to enforcement when the security zone described
in paragraph (a) is activated as specied in paragraph (b)
(1) of this section.
(2802)
§165.780 Safety Zone; Marine Safety Unit Savan-
nah Safety Zone for Heavy Weather and other
Natural Disasters, Savannah Captain of the Port
Zone, Savannah, GA.
(2803) (a) Regulated areas. The following areas are
established as safety zones during the specied conditions:
(2804) (1) Savannah, GA. All waters within the Port of
Savannah, GA, encompassed within following locations:
starting at the demarcation line drawn across the
seaward extremity of the Savannah River entrance, and
encompassing all of the waters of the Savannah River,
Savannah GA.
(2805) (2) Brunswick, GA. All waters starting at the
demarcation line drawn across the seaward extremity of
the Brunswick River entrance, and encompassing all of
the waters of the Brunswick River, Brunswick GA.
(2806) (3) All coordinates are North American Datum 1983.
(2807) (b) Denition. (1) The term ‘‘designated
representative’’ means Coast Guard Patrol Commanders,
including Coast Guard coxswains, petty ofcers, and
other ofcers operating Coast Guard vessels, and Federal,
state, and local ofcers designated by or assisting the
Captain of the Port Savannah in the enforcement of the
regulated area.
(2808) (2) Hurricane Port Condition YANKEE. Set when
weather advisories indicate that sustained Gale Force
winds from a tropical or hurricane force storm are
predicted to make landfall at the port within 24 hours.
(2809) (3) Hurricane Port Condition ZULU. Set when
weather advisories indicate that sustained Gale Force
winds from a tropical or hurricane force storm are
predicted to make landfall at the port within 12 hours.
(2810) (c) Regulations. (1) Hurricane Port Condition
YANKEE. All commercial, oceangoing vessels and barges
over 500 GT are prohibited from entering the regulated
areas designated as being in Port Condition YANKEE;
within 24 hours of anticipated landfall of gale force winds
(39 mph) from tropical or hurricane force storm; or upon
the Coast Guard setting Port Condition YANKEE for
inbound ocean going commercial vessel trafc over 500
GT. Oceangoing commercial vessel trafc outbound will
be authorized to transit through the regulated areas until
Port Condition ZULU.
(2811) (2) Hurricane Port Condition ZULU. All commercial,
oceangoing vessels and barges over 500 GT are prohibited
from entering the regulated areas designated as being in
Port Condition ZULU; within 12 hours of anticipated
landfall of a tropical storm or hurricane; or upon the
Coast Guard setting Port Condition ZULU, unless written
permission is obtained from the Captain of the Port. All
ship-to-shore cargo operations must cease six hours prior
to setting Port Condition Zulu.
(2812) (3) Emergency Waterway Restriction for Other
Disasters. Any natural or other disasters that are
anticipated to affect the COTP Savannah AOR will result
in the prohibition of commercial vessel trafc transiting
or remaining in any of the two regulated areas predicted
to be affected as designated by the COTP Savannah.
(2813) (4) Persons and vessels desiring to enter, transit
through, anchor in, or remain in the regulated area may
contact the Captain of the Port Savannah via telephone
at (912)–247–0073, or a designated representative via
VHF radio on channel 16, to request authorization. If
authorization to enter, transit through, anchor in, or
remain in the regulated area is granted by the Captain
of the Port Savannah or a designated representative, all
persons and vessels receiving such authorization must
comply with the instructions of the Captain of the Port
Savannah or a designated representative.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 135
(2814) (5) Coast Guard Marine Safety Unit Savannah will
attempt to notify the maritime community of periods
during which these safety zones will be in effect via
Broadcast Notice to Mariners or by on-scene designated
representatives.
(2815) (6) The Coast Guard will provide notice of the
regulated area via Broadcast Notice to Mariners or by on
scene designated representatives.
(2816) (7) This regulation does not apply to authorized
law enforcement agencies operating within the regulated
area.
(2817)
§ 165.785 Security Zone; Presidential Security
Zone, Palm Beach, FL.
(2818) (a) Regulated areas. The following areas are security
zones:
(2819) (1) Center zone. All waters of Lake Worth Lagoon from
surface to bottom within the following points: Beginning
at Point 1 in position 26°41′21″N, 80°02′39″W; thence
east to Point 2 in position 26°41′21″N, 80°02′13″W;
thence south following the shoreline to Point 3 in position
26°39′58″N, 80°02′20″W; thence west to Point 4 in
position 26°39′58″N, 80°02′38″W, thence back to origin
at Point 1.
(2820) (2) West zone. All waters of Lake Worth Lagoon from
surface to bottom within the following points: Beginning
at Point 1 in position 26°41′21″N, 80°02′39″W; thence
west to Point 2 in position 26°41′21″N, 80°03′00″W;
thence south following the shoreline to Point 3 in position
26°39′58″N, 80°02′55″W; thence east to Point 4 in
position 26°39′58″N, 80°02′38″W, thence back to origin
at Point 1.
(2821) (3) East zone. All waters of the Atlantic Ocean from
surface to bottom within the following points: Beginning
at Point 1 in position 26°41′21″N, 80°02′01″W; thence
south following the shoreline to Point 2 in position
26°39′57″N, 80°2′09″W; thence east to Point 3 in
position 26°39′57″N, 80°01′36″W; thence north to Point
4 in position 26°41′22″N, 80°01′29″W, thence back to
origin at Point 1.
(2822) (b) Denition. The term ‘‘designated representative’’
means Coast Guard Patrol Commanders, including
Coast Guard coxswains, petty ofcers, and other ofcers
operating Coast Guard vessels, as well as Federal, state,
and local ofcers designated by or assisting the COTP
Miami with enforcing the security zone.
(2823) (c) Regulations—(1) Center zone. All persons and
vessels are prohibited from entering, transiting, anchoring
in, or remaining within the security zone unless authorized
by the COTP Miami or a designated representative.
(2824) (2) West zone. All persons and vessels are required
to transit the security zone escorted by an on-scene
designated representative at a steady speed and may
not slow down or stop except in the case of unforeseen
mechanical failure or other emergency. Any persons or
vessels forced to slow or stop in the zone shall immediately
notify the COTP Miami via VHF channel 16.
(2825) (3) East zone. All persons and vessels are required to
transit the security zone at a steady speed and may not slow
down or stop except in the case of unforeseen mechanical
failure or other emergency. Any persons or vessels forced
to slow or stop in the zone shall immediately notify the
COTP Miami via VHF channel 16.
(2826) (4) Contacting Captain of the Port. Persons who
must notify or request authorization from the COTP
Miami may do so by telephone at (305) 535–4472 or
may contact a designated representative via VHF radio
on channel 16. If authorization to enter, transit through,
anchor in, or remain within the security zone is granted
by the COTP Miami or a designated representative, all
persons and vessels receiving such authorization must
comply with the instructions of the COTP Miami or the
designated representative.
(2827) (d) Enforcement period. This section will be enforced
when the President of the United States, members of the
First Family, or other persons under the protection of the
Secret Service are present or expected to be present at
the Mar-a-Lago Club in Palm Beach, Florida. The Coast
Guard will rely on the methods described in §165.7 to
notify the public prior to activation of any of the security
zones described in paragraph (a) of this section. Coast
Guard patrol assets will also be on-scene with ashing
energized blue lights when the center, west, or east
security zone is in effect.
(2828)
§165.790 Regulated Navigation Area; Biscayne Bay
Causeway Island Slip, Miami Beach, FL.
(2829) (a) Regulated area. The following area is a Regulated
Navigation Area: All waters of Biscayne Bay Causeway
Island Slip within the following points: Beginning at Point
1 in position 25°46′18″ N, 080°08′50″ W; thence east to
Point 2 in position 25°46′19″ N, 080°08′47″ W; thence
southeast to Point 3 in position 25°46′10″ N, 080°08′41″
W; thence west to Point 4 in position 25°46′10″ N,
080°08′45″ W; thence back to origin at Point 1.
(2830) (b) Applicability. This section applies to all vessels
operating within the RNA, except vessels that are engaged
in law enforcement or search and rescue operations.
(2831) (c) Regulations. (1) The general regulations
governing Regulated Navigation Areas found in 33 CFR
165.10, 165.11, and 165.13, including the Regulated
Navigation Area described in paragraph (a) of this section
and the following regulations, apply.
(2832) (2) All persons and vessels are required to transit
the Regulated Navigation Area at a speed that creates
minimum wake, seven miles per hour or less, to prevent
damage to Coast Guard assets, disrupting operations,
and/or injuring Coast Guard personnel.
(2833) (3) All persons and vessels are required to avoid
passing other vessels making way within the Regulated
Navigation Area.
(2834) (d) Enforcement. The Coast Guard may be assisted in
the patrol and enforcement of the Regulated Navigation
Area by other Federal, State, and local agencies.
136 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(2835)
Subpart G-Protection of Naval Vessels
(2836)
§165.2010 Purpose.
(2837) 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.
(2838)
§165.2015 Definitions.
(2839) The following denitions apply to this subpart:
(2840) Atlantic Area means that area described in 33 CFR
3.04–1 Atlantic Area.
(2841) Large U.S. naval vessel means any U.S. naval vessel
greater than 100 feet in length overall.
(2842) Naval defensive sea area means those areas described
in 32 CFR part 761.
(2843) 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.
(2844) Navigable waters of the United States means those
waters dened as such in 33 CFR part 2.
(2845) Navigation rules means the Navigation Rules,
International-Inland.
(2846) Ocial patrol means those personnel designated
and supervised by a senior naval ofcer 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.
(2847) Pacic Area means that area described in 33 CFR
3.04–3 Pacic Area.
(2848) Restricted area means those areas established by the
Army Corps of Engineers and set out in 33 CFR part
334.
(2849) Senior naval ocer present in command is, unless
otherwise designated by competent authority, the senior
line ofcer 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.
(2850) 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.
(2851) Vessel means every description of watercraft or other
articial contrivance used, or capable of being used, as
a means of transportation on water, except U.S. Coast
Guard or U.S. naval vessels.
(2852)
§165.2020 Enforcement authority.
(2853) (a) Coast Guard. Any Coast Guard commissioned,
warrant or petty ofcer may enforce the rules and
regulations contained in this subpart.
(2854) (b) Senior naval ocer 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 sufcient force to exercise
effective control in the vicinity of large U.S. naval vessels,
the senior naval ofcer 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 ofcer present in command may directly
assist any Coast Guard enforcement personnel who are
present.
(2855)
§165.2025 Atlantic Area.
(2856) (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.
(2857) 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.
(2858) (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 oating dry dock, except
when the large naval vessel is moored or anchored within
a restricted area or within a naval defensive sea area.
(2859) (c) The Navigation Rules shall apply at all times
within a naval vessel protection zone.
(2860) (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 ofcer present in
command, or the ofcial patrol. When within a naval
vessel protection zone, no vessel or person is allowed
within 100 yards of a large U.S. naval vessel unless
authorized by the Coast Guard, the senior naval ofcer
present in command, or ofcial patrol.
(2861) (e) To request authorization to operate within 100
yards of a large U.S. naval vessel, contact the Coast
Guard, the senior naval ofcer present in command, or
the ofcial patrol on VHF-FM channel 16.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 137
(2862) (f) When conditions permit, the Coast Guard, senior
naval ofcer present in command, or the ofcial patrol
should:
(2863) (1) Give advance notice on VHF-FM channel 16 of
all large U.S. naval vessel movements;
(2864) (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
(2865) (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
(2866) (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.
(2867) 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 ofcer present in command, or
the ofcial patrol.
(2868)
Part 167-Offshore Traffic Separation Schemes
(2869)
Subpart A-General
(2870)
§167.1 Purpose.
(2871) The purpose of the regulations in this part is to
establish and designate trafc separation schemes and
precautionary areas to provide access routes for vessels
proceeding to and from U.S. ports.
(2872)
§167.3 Geographic coordinates.
(2873) Geographic coordinates are dened using North
American 1927 Datum (NAD 27) unless indicated
otherwise.
(2874)
§167.5 Definitions.
(2875) (a) Area to be avoided means a routing measure
comprising an area within dened 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.
(2876) (b) Trac separation scheme (TSS) means a
designated routing measure which is aimed at the
separation of opposing streams of trafc by appropriate
means and by the establishment of trafc lanes.
(2877) (c) Trac lane means an area within dened limits
in which one-way trafc is established. Natural obstacles,
including those forming separation zones, may constitute
a boundary.
(2878) (d) Separation zone or line means a zone or line
separating the trafc lanes in which ships are proceeding
in opposite or nearly opposite directions; or separating
a trafc lane from the adjacent sea area; or separating
trafc lanes designated for particular classes of ships
proceeding in the same direction.
(2879) (e) Precautionary area means a routing measure
comprising an area within dened limits where ships
must navigate with particular caution and within which
the direction of trafc ow may be recommended.
(2880) (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.
(2881) (g) Two-way route means a route within dened
limits inside which two-way trafc is established, aimed
at providing safe passage of ships through waters where
navigation is difcult or dangerous.
(2882)
§167.10 Operating rules.
(2883) 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.
(2884)
§167.15 Modification of schemes.
(2885) (a) A trafc 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.
(2886) (b) A trafc 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 trafc 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 trafc 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.
138 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(2887)
Subpart B-Description of Traffic Separation
Schemes and Precautionary Areas
(2888)
§167.250 In the approaches to the Cape Fear River:
General.
(2889) The trafc separation scheme (TSS) in the
approaches to the Cape Fear River consists of two parts:
A precautionary area and a TSS. The specic areas in the
approaches to Narragansett Bay, RI, and
(2890) Buzzards Bay, MA, are described in §§167.251 and
167.252. The geographic coordinates in §§167.251 and
167.252 are dened using North American Datum 1983
(NAD 83), which is equivalent to WGS 1984 datum.
(2891)
§167.251 In the approaches to the Cape Fear River:
Precautionary area.
(2892) A precautionary area is established bounded by a line
connecting the following geographical positions: from
(2893) 33°47.65'N., 78°04.78'W.; to
(2894) 33°48.50'N., 78°04.27'W.; to
(2895) 33°49.53'N., 78°03.10'W.; to
(2896) 33°48.00'N., 78°01.00'W.; to
(2897) 33°41.00'N., 78°01.00'W.; to
(2898) 33°41.00'N., 78°04.00'W.; to
(2899) 33°44.28'N., 78°03.02'W.; then by an arc of 2
nautical miles radius, centered at
(2900) 33°46.03'N., 78°05.41'W.; then to the point of origin
at 33°47.65'N., 78°04.78'W.
(2901)
§167.252 In the approaches to the Cape Fear River:
Traffic Separation Scheme.
(2902) (a) A trafc separation zone is established bounded
by a line connecting the following geographical positions:
(2903) 33°44.94'N., 78°04.81'W.
(2904) 33°32.75'N., 78°09.66'W.
(2905) 33°34.50'N., 78°14.70'W.
(2906) 33°45.11'N., 78°04.98'W.
(2907) (b) A trafc lane for northbound trafc is established
between the separation zone and a line connecting the
following geographic positions:
(2908) 33°32.75'N., 78°05.99'W.
(2909) 33°44.38'N., 78°03.77'W.
(2910) (c) A trafc lane for southbound trafc is established
between the separation zone and a line connecting the
following geographic positions:
(2911) 33°36.22'N., 78°18.00'W.
(2912) 33°46.03'N., 78°05.41'W.
(2913) Note to §167.252: A pilot boarding area is located
inside the precautionary area. Due to heavy ship trafc,
mariners are advised not to anchor or linger in the
precautionary area except to pick up or disembark a pilot.
(2914)
Part 169–Ship Reporting Systems
(2915)
Subpart A–General
(2916)
§169.1 What is the purpose of this part?
(2917) 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
trafc services, search and rescue, weather forecasting
and prevention of marine pollution.
(2918)
§169.5 How are terms used in this part defined?
(2919) As used in this part–
(2920) Administration means the Government of the State
whose ag the ship is entitled to y.
(2921) Cargo ship means any ship which is not a passenger
ship.
(2922) Flag Administration means the Government of a
State whose ag the ship is entitled to y.
(2923) Gross tonnage means tonnage as dened under the
International Convention on Tonnage Measurement of
Ships, 1969 (Incorporated by reference, see §169.15).
(2924) Gross tons means vessel tonnage measured in
accordance with the method utilized by the ag state
administration of that vessel.
(2925) 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=3.7xdispl.1667, where “V” is the
maximum speed and “displ” is the vessel displacement
corresponding to the design waterline in cubic meters.
(2926) High speed passenger craft means a high speed craft
carrying more than 12 passengers.
(2927) 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.
(2928) Long range identication and tracking (LRIT)
information or position report means report containing
the following information:
(2929) (1) The identity of the ship;
(2930) (2) The position of the ship (latitude and longitude);
and
(2931) (3) The date and time of the position provided.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 139
(2932) 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.
(2933) Mandatory ship reporting system means a ship
reporting system that requires the participation of specied
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.
(2934) Mobile oshore drilling unit means a self-propelled
vessel capable of engaging in drilling operations for the
exploration or exploitation of subsea resources.
(2935) Passenger ship means a ship that carries more than
12 passengers.
(2936) Self-propelled ships means ships propelled by
mechanical means.
(2937) Shore-based authority means the government
appointed ofce or ofces that will receive the reports
made by ships entering each of the mandatary ship
reporting systems. The ofce or ofces 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 trafc
service.
(2938) 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.
(2939)
§169.10 What geographic coordinates are used?
(2940) 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.
(2941)
§169.15 Incorporation by reference: Where can I get
a copy of the publications mentioned in this part?
(2942) (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 specied 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, Ofce of
Navigation Systems (CG-5532), 2100 2nd St. SW., Stop
7580, Washington, DC 20593-7580, and is available from
the sources indicated in this section.
(2943) (b) International Electrotechnical Commission
(IEC) Bureau Central de la Commission Electrotechnique
Internationale, 3 rue de Varembé, P.O. Box 131, 1211
Geneva 20, Switzerland.
(2944) (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.
(2945) (2) [Reserved]
(2946) (c) International Maritime Organization (IMO), 4
Albert Embankment, London SE1 7SR, U.K.
(2947) (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.
(2948) (2) IMO Resolution MSC. 210(81), adopted on
May 19, 2006, Performance Standards and Functional
Requirements for the Long-Range Identication and
Tracking of Ships, incorporation by reference approved
for §§169.215 and 169.240.
(2949) (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 Identication and Tracking of Ships,
incorporation by reference approved for §§169.215 and
169.240.
(2950) (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.
(2951) (5) International Convention on Tonnage
Measurement of Ships, 1969, incorporation by reference
approved for §169.5.
(2952)
Subpart B–Establishment of Two Mandatory
Ship Reporting Systems for the Protection of
Northern Right Whales
(2953)
§169.100 What mandatory ship reporting systems
are established by this subpart?
(2954) 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
140 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
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 identied as
WHALESNORTH. The other system is located in the
southeast and is identied as WHALESSOUTH.
(2955) Note:50 CFR 224.103(c) contains requirements and
procedures concerning northern right whale approach
limitations and avoidance procedures.
(2956)
§169.102 Who is the shore-based authority?
(2957) The U.S. Coast Guard is the shore-based authority
for these mandatory ship reporting systems.
(2958)
§169.105 Where is the northeastern reporting
system located?
(2959) 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
(2960) 42°39'N., 70°37'W.; then northeast to
(2961) 42°45'N., 70°13'W.; then southeast to
(2962) 42°10'N., 68°31'W.; then south to
(2963) 41°00'N., 68°31'W.; then west to
(2964) 41°00'N., 69°17'W.; then northwest to
(2965) 42°05'N., 70°02'W.; then west to
(2966) 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
(2967) 42°39'N., 70°37'W.
(2968)
§169.110 When is the northeastern reporting sys-
tem in effect?
(2969) The mandatory ship reporting system in the
northeastern United States operates year-round.
(2970)
§169.115 Where is the southeastern reporting
system located?
(2971) 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.
(2972)
§169.120 When is the southeastern reporting sys-
tem in effect?
(2973) 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.
(2974)
§169.125 What classes of ships are required to
make reports?
(2975) 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.
(2976)
§169.130 When are ships required to make reports?
(2977) 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.
(2978)
§169.135 How must the reports be made?
(2979) (a) A ship equipped with INMARSAT C must report
in IM0 standard format as provided in §169.140 in table
169.140.
(2980) (b) A ship not equipped with INMARSAT C must
report to the Coast Guard using other means, listed below
in order of precedence–
(2981) (1) Narrow band direct printing (SITOR).
(2982) (2) HF voice communication, or
(2983) (3) MF or VHF voice communications.
(2984) (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.
(2985)
§169.140 What information must be included in the
report?
(2986) 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.
(2987)
TABLE 169.140 – Requirements for Ship Reports
Telegraphy Function Information required
Name of
system
System identier 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 ag of the vessel.
B Date and time of
event
A 6-digit group giving day of
month (rst two digits), hours
and minutes (last four digits)
E True course A 3-digit group indicating true
course.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 141
TABLE 169.140 – Requirements for Ship Reports
Telegraphy Function Information required
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
sufxed with N (north) or S
(south) and a 5-digit group
giving longitude in degrees
and minutes sufxed with
E (east) or W (west); or (2)
True bearing (rst 3 digits)
and distance (state distance)
in nautical miles from a
clearly identied 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.
(2988)
Subpart C-Transmission of Long Range Identifi-
cation and Tracking Information
(2989)
§169.200 What is the purpose of this subpart?
(2990) 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
identication and position information electronically.
This requirement enables the Coast Guard to obtain long
range identication 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.
(2991)
§169.205 What types of ships are required to trans-
mit LRIT information (position reports)?
(2992) The following ships, while engaged on an
international voyage, are required to transmit position
reports:
(2993) (a) A passenger ship, including high speed passenger
craft.
(2994) (b) A cargo ship, including high speed craft, of 300
gross tonnage or more.
(2995) (c) A mobile offshore drilling unit while underway
and not engaged in drilling operations.
(2996)
§169.210 Where during its international voyage
must a ship transmit position reports?
(2997) 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 identied
in §169.205.
(2998) (a) Flag State relationship. A U.S. ag ship engaged
on an international voyage must transmit position reports
wherever they are located.
(2999) (b) Port State relationship. A foreign ag 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.
(3000) (c) Coastal State relationship. A foreign ag 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.
(3001)
§169.215 How must a ship transmit position re-
ports?
(3002) A ship must transmit position reports using Long
Range Identication and Tracking (LRIT) equipment that
has been type-approved by their Administration. To be
type-approved by the Coast Guard, LRIT equipment must
meet the requirements of IMO Resolutions A.694(17),
MSC.210(81), and MSC.254(83), and IEC standard IEC
60945 (Incorporated by reference, see §169.15).
(3003)
§169.220 When must a ship be fitted with LRIT
equipment?
(3004) A ship identied in §169.205 must be equipped with
LRIT equipment–
(3005) (a) Before getting underway, if the ship is constructed
on or after December 31, 2008.
(3006) (b) By the rst survey of the radio installation after
December 31, 2008, if the ship is–
(3007) (1) Constructed before December 31, 2008, and
(3008) (2) Operates within–
(3009) (i) One hundred (100) nautical miles of the United
States baseline, or
(3010) (ii) Range of an Inmarsat geostationary satellite, or
other Application Service Provider recognized by the
Administration, with continuous alerting is available.
(3011) (c) By the rst survey of the radio installation after
July 1, 2009, if the ship is–
(3012) (1) Constructed before December 31, 2008, and
(3013) (2) Operates within the area or range specied 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 specied in paragraph (b)(2) of this section,
however, a ship must install LRIT equipment by the rst
survey of the radio installation after December 31, 2008.
(3014)
§169.225 Which Application Service Providers may
a ship use?
(3015) A ship may use an application Service Provider (ASP)
recognized by its administration. Some Communication
Service Providers may also serve as an ASP.
142 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(3016)
§169.230 How often must a ship transmit position
reports?
(3017) 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.
(3018)
§169.235 What exemptions are there from report-
ing?
(3019) A ship is exempt from this subpart if it is–
(3020) (a) Fitted with an operating automatic identication
system (AIS), under 33 CFR 164.46, and operates only
within 20 nautical miles of the United States baseline,
(3021) (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
(3022) (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.
(3023)
§169.240 When may LRIT equipment be switched
off?
(3024) 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).
(3025)
§169.245 What must a ship master do if LRIT equip-
ment is switched off or fails to operate?
(3026) (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.
(3027) (b) The master must also make an entry in the ship's
logbook that states–
(3028) (1) His or her reason for switching the LRIT
equipment off, or an entry that the equipment has failed
to operate, and
(3029) (2) The period during which the LRIT equipment
was switched off or non-operational.
(3030) 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 notications 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 [email protected].
(3031)
Part 207–Navigation Regulations
(3032)
§207.160 All waterways tributary to the Atlantic
Ocean south of Chesapeake Bay and all waterways
tributary to the Gulf of Mexico east and south of St.
Marks, FL; use, administration, and navigation.
(3033) (a) Description. This section applies to the following:
(3034) (1) Waterways. All navigable waters of the United
States, natural or articial, including bays, lakes, sounds,
rivers, creeks, intracoastal waterways, as well as canals
and channels of all types, which are tributary to or
connected by other waterways with the Atlantic Ocean
south of Chesapeake Bay or with the Gulf of Mexico east
and south of St. Marks, Florida.
(3035) (2) Locks. All Government owned or operated locks
and hurricane gate chambers and appurtenant structures
in any of the waterways described in paragraph (a) (1) of
this section.
(3036) (3) United States property. All river and harbor lands
owned by the United States in or along the waterways
described in paragraph (a) (1) of this section, including
lock sites and all structures thereon, other sites for
Government structures and for the accommodation and
use of employees of the United States, and rights of way
and spoil disposal areas to the extent of Federal interest
therein.
(3037) (4) Vessels and rafts. The term “vessels” as used in
this section includes all oating things moved over these
waterways other than rafts.
(3038) (b) Authority of District Engineers. The use,
administration, and navigation of these waterways,
Federal locks and hurricane gate chambers shall be under
the direction of the ofcers of the Corps of Engineers,
United States Army, detailed in charge of the respective
sections, and their authorized assistants. The cities in
which the U.S. District Engineers are located are as
follows:
(3039) U.S. District Engineer, Norfolk, Virginia.
(3040) U.S. District Engineer, Wilmington, North Carolina.
(3041) U.S. District Engineer, Charleston, South Carolina.
(3042) U.S. District Engineer, Savannah, Georgia.
(3043) U.S. District Engineer, Jacksonville, Florida.
(3044) (c) [Reserved].
(3045) (d) Bridges. (For regulations governing the operation
of bridges, see 33 CFR 117.1, 117.240, and 117.245.)
(3046) (e) Locks–(1) Authority of Lockmasters
(3047) (i) Locks Staed with Government Personnel. The
provisions of this subparagraph apply to all waterways
in this Section except for the segment of the Atlantic
Intracoastal Waterway identied in (e)(1)(ii). The
lockmaster shall be charged with the immediate control
and management of the lock, and of the area set aside as
the lock area, including the lock approach channels. He/
she shall see that all laws, rules and regulations for the use
of the lock and lock area are duly complied with, to which
end he/she is authorized to give all necessary orders and
directions in accordance therewith, both to employees
of the Government and to any and every person within
the limits of the lock and lock area, whether navigating
the lock or not. No one shall cause any movement of
any vessel, boat, or other oating thing in the lock
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 143
or approaches except by or under the direction of the
lockmaster or his/her assistants.
(3048) (ii) Locks Staed with Contract Personnel. The
provisions of this subparagraph apply to the segment
of the Atlantic Intracoastal Waterway comprising the
Albemarle and Chesapeake Canal and the Dismal Swamp
Canal including Great Bridge Lock, Chesapeake, Virginia;
Deep Creek Lock, Chesapeake, Virginia; and South Mills
Lock, North Carolina. Contract personnel shall give all
necessary orders and directions for operation of the locks.
No one shall cause any movement of any vessel, boat
or other oating thing in the locks or approaches except
by or under the direction of the contract lock operator.
All duties and responsibilities of the lockmaster set forth
in this Section shall be performed by the contract lock
operator except that the responsibility for enforcing all
laws, rules and regulations shall be vested in a government
employee designated by the Norfolk District Engineer.
The District Engineer will notify waterway users and the
general public through appropriate notices and media
concerning the location and identity of the designated
government employee.
(3049) (2) Signals. Vessels desiring lockage in either
direction shall give notice to the lockmaster at not more
than three-quarters of a mile nor less than one-quarter of
a mile from the lock, by two long and two short blasts
of a whistle. When the lock is available, a green light,
semaphore or ag will be displayed; when not available,
a red light, semaphore or ag will be displayed. No
vessels or rafts shall approach within 300 feet of any lock
entrance unless signalled to do so by the lockmaster.
(3050) (3) Precedence at locks. (i) The vessel arriving rst
at a lock shall be rst to lock through; but precedence
shall be given to vessels belonging to the United States
and to commercial vessels in the order named. Arrival
posts or markers may be established ashore above or
below the locks. Vessels arriving at or opposite such posts
or markers will be considered as having arrived at the
locks within the meaning of this paragraph.
(3051) (ii) The lockage of pleasure boats, house boats or
like craft shall be expedited by locking them through with
commercial craft (other than barges carrying petroleum
products or highly hazardous materials) in order to utilize
the capacity of the lock to its maximum. If, after the
arrival of such craft, no separate or combined lockage can
be accomplished within a reasonable time not to exceed
the time required for three other lockages, then separate
lockage shall be made.
(3052) (4) Entrance to and exit from locks. No vessel or
raft shall enter or leave the locks before being signalled
to do so. While waiting their turns, vessels or rafts must
not obstruct trafc and must remain at a safe distance
from the lock. They shall take position in rear of any
vessels or rafts that may precede them, and there arrange
the tow for locking in sections if necessary. Masters
and pilots of vessels or in charge of rafts shall cause no
undue delay in entering or leaving the lock, and will be
held to a strict accountability that the approaches are not
at any time unnecessarily obstructed by parts of a tow
awaiting lockage or already passed through. They shall
provide sufcient men to move through the lock promptly
without damage to the structures. Vessels or tows that fail
to enter the locks with reasonable promptness after being
signalled to do so will lose their turn.
(3053) (5) Lockage of vessels. (i) Vessels must enter and
leave the locks carefully at slow speed, must be provided
with suitable lines and fenders, must always use fenders
to protect the walls and gates, and when locking at night
must be provided with suitable lights and use them as
directed.
(3054) (ii) Vessels which do not draw at least six inches
less than the depth on miter sills or breast walls, or which
have projections or sharp corners liable to damage gates
or walls, shall not enter a lock or approaches.
(3055) (iii) No vessel having chains or lines either hanging
over the sides or ends, or dragging on the bottom, for
steering or other purposes, will be permitted to pass a
lock or dam.
(3056) (iv) Power vessels must accompany tows through
the locks when so directed by the lockmaster.
(3057) (v) No vessel whose cargo projects beyond its sides
will be admitted to lockage.
(3058) (vi) Vessels in a sinking condition shall not enter a
lock or approaches.
(3059) (vii) The passing of coal from ats or barges to
steamers while in locks is prohibited.
(3060) (viii) Where special regulations for safeguarding
human life and property are desirable for special
situations, the same may be indicated by printed signs,
and in such cases such signs will have the same force as
other regulations in this section.
(3061) (ix) The lockmaster may refuse to lock vessels which,
in his judgment, fail to comply with this paragraph.
(3062) (6) Lockage of rafts. Rafts shall be locked through
in sections as directed by the lockmaster. No raft will
be locked that is not constructed in accordance with the
requirements stated in paragraph (g) of this section. The
party in charge of a raft desiring lockage shall register
with the lockmaster immediately upon arriving at the lock
and receive instructions for locking.
(3063) (7) Number of lockages. Tows or rafts locking in
sections will generally be allowed only two consecutive
lockages if one or more single vessels are waiting for
lockage, but may be allowed more in special cases. If tows
or rafts are waiting above and below a lock for lockage,
sections will be locked both ways alternately whenever
practicable. When there are two or more tows or rafts
awaiting lockage in the same direction, no part of one
shall pass the lock until the whole of the one preceding it
shall have passed.
(3064) (8) Mooring. (i) Vessels and rafts when in the lock
shall be moored where directed by the lockmaster by
bow, stern and spring lines to the snubbing posts or hooks
provided for that purpose, and lines shall not be let go
until signal is given for vessel or raft to leave. Tying boats
to the lock ladders is prohibited.
144 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(3065) (ii) The mooring of vessels or rafts near the
approaches to locks except while waiting for lockage, or
at other places in the pools where such mooring interferes
with general navigation of the waterway is prohibited.
(3066) (9) Maneuvering locks. The lock gates, valves, and
accessories will be moved only under the direction of
the lockmaster; but if required, all vessels and rafts using
the locks must furnish ample help on the lock walls for
handling lines and maneuvering the various parts of the
lock under the direction of the lockmaster.
(3067) (f) [Reserved]
(3068) (g) Rafts, logging. (1) Rafts will be permitted
to navigate a waterway only if properly and securely
assembled. The passage of “bag” or “sack” rafts, “dog”
rafts, or of loose logs over any portion of a waterway, is
prohibited. Each section of a raft will be secured within
itself in such a manner as to prevent the sinking of any
log, and so fastened or tied with chains or wire rope
that it cannot be separated or bag out so as to materially
change its shape. All dogs, chains and other means used in
assembling rafts shall be in good condition and of ample
size and strength to accomplish their purposes.
(3069) (2) No section of a raft will be permitted to be towed
over any portion of a waterway unless the logs oat
sufciently high in the water to make it evident that the
section will not sink en route.
(3070) (3) Frequent inspections will be made by the person
in charge of each raft to insure that all fastenings remain
secure, and when any one is found to have loosened, it
shall be repaired at once. Should any log or section be
lost from a raft, the fact must be promptly reported to the
District Engineer, giving as denitely as possible the exact
point at which the loss occurred. In all cases the owner
of the lost log or section will take steps immediately to
remove the same from the waterway.
(3071) (4) The length and width of rafts shall not exceed
such maximum dimensions as may be prescribed by the
District Engineer.
(3072) (5) All rafts shall carry sufcient men to enable them
to be managed properly, and to keep them from being an
obstruction to other craft using the waterway. To permit
safe passage in a narrow channel rafts will, if necessary,
stop and tie up alongside the bank. Care must be exercised
both in towing and mooring rafts to avoid the possibility
of damage to aids to navigation maintained by the United
States or under its authorization.
(3073) (6) When rafts are left for any reason with no one in
attendance, they must be securely tied at each end and at
as many intermediate points as may be necessary to keep
the timbers from bagging into the stream, and must be
moored so as to conform to the shape of the bank. Rafts
moored to the bank shall have lights at 500-foot intervals
along their entire length. Rafts must not be moored at
prominent projections of the bank, or at critical sections.
(3074) (7) Logs may be stored in certain tributary streams
provided a clear channel at least one-half the width of the
channel be left clear for navigation along the tributary.
Such storage spaces must be protected by booms and, if
necessary to maintain an open channel, piling should also
be used. Authority for placing these booms and piling
must be obtained by written permit from the District
Engineer.
(3075) (8) The building, assembling, or breaking up of a
raft in a waterway will be permitted only upon special
authority obtained from the District Engineer, and under
such conditions as he may prescribe.
(3076) (h) Dumping of refuse or oil in waterway, obstructions.
Attention is invited to the provisions of sections 13 and 20
of the River and Harbor Act of March 3, 1899 (30 Stat.
1152, 1154; 33 U.S.C. 407, 415), and of sections 2, 3, and
4 of the Oil Pollution Act of June 7, 1924 (43 Stat. 604,
605; 33 U.S.C. 432-434), which prohibit the depositing of
any refuse matter in these waterways or along their banks
where liable to be washed into the waters; authorize the
immediate removal or destruction of any sunken vessel,
craft, raft, or other similar obstruction, which stops or
endangers navigation; and prohibit the discharge of oil
from vessels into the coastal navigable waters of the
United States.
(3077) (i) Damage. Masters and owners of vessels using
the waterways are responsible for any damage caused
by their operations to canal revetments, lock piers and
walls, bridges, hurricane gate chambers, spillways, or
approaches thereto, or other Government structures, and
for displacing or damaging of buoys, stakes, spars, range
lights or other aids to navigation. Should any part of a
revetment, lock, bridge, hurricane gate chamber, spillway
or approach thereto, be damaged, they shall report the fact,
and furnish a clear statement of how the damage occurred,
to the nearest Government lockmaster or bridge tender,
and by mail to the District Engineer, U.S. Engineer Ofce
in local charge of the waterway in which the damage
occurred. Should any aid to navigation be damaged, they
shall report that fact immediately to the Superintendent
of Lighthouses at Norfolk, Virginia, if north of New
River Inlet, North Carolina; to the Superintendent of
Lighthouses at Charleston, South Carolina, if between
New River Inlet, North Carolina, and St. Lucie Inlet,
Florida; to the Superintendent of Lighthouses at Key
West, Florida, if between St. Lucie Inlet and Suwanee
River, Florida; and to the Superintendent of Lighthouses,
New Orleans, Louisiana, if between Suwanee River and
St. Marks, Florida.
(3078) (j) Trespass on property of the United States.
Trespass on waterway property or injury to the banks,
locks, bridges, piers, fences, trees, houses, shops or any
other property of the United States pertaining to the
waterway, is strictly prohibited. No business, trading or
landing of freight or baggage will be allowed on or over
Government piers, bridges, or lock walls.
(3079) (k) Copies of regulations. Copies of the regulations
in this section will be furnished free of charge upon
application to the nearest District Engineer.
(3080)
§207.169 Oklawaha River, navigation lock and dam
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 145
at Moss Bluff, Fla.; use, administration and naviga-
tion.
(3081) (a) The owner of or agency controlling the lock shall
not be required to operate the navigation lock except from
7 a.m. to 7 p.m. during the period of February 15 through
October 15 each year, and from 8 a.m. to 6 p.m. during
the remaining months of the year. During the above hours
and periods the lock shall be opened upon demand for the
passage of vessels. The hours of operation are based on
local time.
(3082) (b) The owner of or agency controlling the lock
shall place signs of such size and description as may be
designated by the District Engineer, U.S. Army Engineer
District, Jacksonville, Fla., at each side of the lock
indicating the nature of the regulations of this section.
(3083)
§207.170 Federal Dam, Oklawaha River, Moss Bluff,
Fla.; pool level.
(3084) (a) The level of the pool shall normally be maintained
at elevation 56.5 feet above sea level: Provided, That the
level of the pool may be raised to not exceeding 58.5 feet
above sea level at such times as may be authorized in
writing by the District Engineer, Jacksonville, Fla., and
subject to such conditions as he may specify.
(3085) (b) When in the opinion of the District Engineer,
an emergency exists requiring the lowering of the pool
level to an elevation less than 56.5 above sea level either
to safeguard the dikes or to increase the discharge from
Lake Grifn in times of high water, the discharge past the
dam shall be regulated in such manner as he may direct
until he shall declare the emergency passed.
(3086)
§207.170a Eugene J. Burrell Navigation Lock in
Haines Creek near Lisbon, Florida; use, administra
-
tion and navigation.
(3087) (a) The owner of or agency controlling the lock shall
not be required to operate the navigation lock except from
7 a.m. to 12 noon, and from 1 p.m. to 7 p.m., during
the period of February 15 through October 15 each year;
and from 8 a.m. to 12 noon, and from 1 p.m. to 6 p.m.,
during the remaining months of each year. During the
above hours and periods the lock shall be opened upon
demand for the passage of vessels.
(3088) (b) The owner of the lock shall place signs, of such
size and description as may be designated by the District
Engineer, U.S. Army Engineer District, Jacksonville,
Florida, at each side of this lock indicating the nature of
the regulations of this section.
(3089)
§207.170b Apopka-Beauclair Navigation Lock in
Apopka-Beauclair Canal in Lake County, Florida;
use, administration and navigation.
(3090) (a) The owner of or agency controlling the lock shall
not be required to operate the navigation lock except from
7:00 a.m. to 12:00 noon, and from 1:00 p.m. to 7:00 p.m.,
during the period of February 15 through October 15 each
year; and from 8:00 a.m. to 12 noon, and from 1:00 p.m.
to 6:00 p.m., during the remaining months of each year.
During the above hours and periods the lock shall be
opened upon demand for the passage of vessels.
(3091) (b) The owner of the lock shall place signs, of such
size and descriptions as may be designated by the District
Engineer, U.S. Army Engineer District, Jacksonville,
Florida, at each side of this lock indicating the nature of
the regulations.
(3092)
§207.170c Kissimmee River, navigation locks
between Lake Tohopekaliga and Lake Okeechobee,
Fla.; use, administration and navigation.
(3093) (a) The owner of or agency controlling the locks
shall be required to open the navigation locks upon
demand for passage of vessels during the following hours
and periods:
(3094) Locks S–61, S–65, and S–65E:
(3095) Monday through Friday, all year; 7:00 a.m. to 6:00
p.m.
(3096) Saturday and Sunday, Mar. 1 through Oct. 31; 5:30
a.m. to 7:30 p.m.
(3097) Saturday and Sunday, Nov. 1 through Feb. 28; 5:30
a.m. to 6:30 p.m.
(3098) Lock S–65A:
(3099) Seven days a week, all year; 8:00 a.m. to 5:00 p.m.
(3100) Locks S–65B, S–65C, and S–65D:
(3101) Monday through Friday, all year; 8:00 a.m. to 5:00
p.m.
(3102) Saturday and Sunday, Mar. 1 through Oct. 31; 5:30
a.m. to 7:30 p.m.
(3103) Saturday and Sunday, Nov. 1 through Feb. 28; 5:30
a.m. to 6:30 p.m.
(3104) (b) The owner of or agency controlling the locks
shall place signs, of such size and description as may be
designated by the District Engineer, U.S. Army Engineer
District, Jacksonville, Florida, at each side of the locks
indicating the nature of the regulations of this section.
(3105)
§207.170d Taylor Creek, navigation lock (S-
193) across the entrance to Taylor Creek at Lake
Okeechobee, Okeechobee, Fla.; use, administration
and navigation.
(3106) (a) The owner of or agency controlling the lock shall
not be required to operate the navigation lock except from
5:30 a.m. to 8:00 p.m. daily. During the above hours the
lock shall be opened upon demand for the passage of
vessels.
(3107) (b) The owner of the lock shall place signs, of such
size and description as may be designated by the District
Engineer, U.S. Army Engineer District, Jacksonville,
Florida at each side of this lock indicating the nature of
the regulations of this section.
(3108)
§207.800 Collection of navigation statistics.
(3109) (a) Denitions. For the purpose of this regulation the
following terms are dened:
146 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(3110) (1) Navigable waters of the United States means
those waters of the United States that are subject to the
ebb and ow 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 329for a more
complete denition of this term.)
(3111) (2) Oenses and Violations mean:
(3112) (i) Failure to submit a required report.
(3113) (ii) Failure to provide a timely, accurate, and
complete report.
(3114) (iii) Failure to submit monthly listings of idle vessels
or vessels in transit.
(3115) (iv) Failure to submit a report required by the
lockmaster or canal operator.
(3116) (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 specied period of time and/or for
a specied remuneration from the lessee. Commercial
movements on an affreightment basis are not considered
a lease or charter of a particular vessel.
(3117) (4) Person or entity means an individual, corporation,
partnership, or company.
(3118) (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.
(3119) (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.
(3120) (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:
(3121) Company A is the barge owner, and the barge
transports corn from Minneapolis, MN to New Orleans,
LA, with eeting at Cairo, IL.
(3122) (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.
(3123) (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.
(3124) (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
ling the report. Company B is responsible for ling 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.
(3125) (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.
(3126) (v) Fleeting: Barge is deposited at a New Orleans
eeting area by Company A and towed by Company B
from eeting area to New Orleans area dock for unloading.
Company A, as barge owner, reports entire movements
from Minneapolis to the unloading dock in New Orleans.
Company B does not report any barge movement.
(3127) (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.
(3128) (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 led.
(3129) (i) For vessels under lease/charter agreements, the
lessee or charterer of any commercial vessel engaged
in commercial transportation will be responsible for the
ling of said reports until the lease/charter expires.
(3130) (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.
(3131) (2) The following Vessel Information Reports are to
be led with the Army Corps of Engineers, at the address
specied on the ENG Form, and are to include:
(3132) (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 Ofce Box 62180, New Orleans,
LA 70161-1280.
(3133) (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, shing 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.
(3134) (B) Vessels idle during the month must also be
reported.
(3135) (C) Notwithstanding the above requirements, the
following waterborne vessel movements need not be
reported:
(3136) (1) Movements of recreational vessels.
(3137) (2) Movements of re, police, and patrol vessels.
(3138) (3) Movements of vessels exclusively engaged in
construction (e.g., piledrivers and crane barges). Note:
however, that movements of supplies, materials, and
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 147
crews to or from the construction site must be timely
reported.
(3139) (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.
(3140) (5) Specic movements granted exemption in
writing by the Waterborne Commerce Statistics Center.
(3141) (D) ENG Forms 3925 and 3925b shall be completed
and led 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.
(3142) (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.
(3143) (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).
(3144) (1) The name of the shipper of the commodity, and
the shipper 0146’s Internal Revenue Service number or
Social Security number, must be reported on the form.
(3145) (2) If a specic exemption applies to the shipper, the
shipper should list the appropriate exemption code. The
specic exemption codes are listed in the directions for
ENG Form 3925.
(3146) (3) Refer to 19 CFR part 24 for detailed information
on exemptions and ports subject to the Harbor Maintenance
Tax.
(3147) (ii) Annual Reports. Annually an inventory of vessels
available for commercial carriage of domestic commerce
and vessel characteristics must be led on ENG Forms
3931 and 3932.
(3148) (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 notication of the transaction,
the former company of record remains responsible until
proper notice is received by the Corps.
(3149) (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 specied on ENG
Forms 3102b, 3102c, and/or 3102d to the lockmaster,
canal operator, or his designated representative in the
manner and detail dictated.
(3150) (c) Penalties for Noncompliance. The following
penalties for noncompliance can be assessed for offenses
and violations.
(3151) (1) Criminal Penalties. Every person or persons
violating the provisions of this regulation shall, for each
and every offenses, be liable to a ne 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.
(3152) (2) In addition, any person or entity that fails to
provide timely, accurate, and complete statements or
reports required to be submitted by the regulation in
this section may also be assessed a civil penalty of up to
$6,270 per violation under 33 U.S.C. 555, as amended.
(3153) (3) Denial of Passage. In addition to these nes,
penalties, and imprisonments, the lockmaster or canal
operator can refuse to allow vessel passage.
(3154) (d) Enforcement Policy. Every means at the disposal
of the Army Corps of Engineers will be utilized to monitor
and enforce these regulations.
(3155) (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.
(3156) (i) Data on purchase and sale of vessels.
(3157) (ii) U.S. Coast Guard vessel documentation and
reports.
(3158) (iii) Data collected at Locks, Canals, and other
facilities operated by the Corps.
(3159) (iv) Data provided by terminals on ENG Form 3926.
(3160) (v) Data provided by the other Federal agencies
including the Internal Revenue Service, Customs Service,
Maritime Administration, Department of Transportation,
and Department of Commerce.
(3161) (vi) Data provided by ports, local facilities, and State
or local governments.
(3162) (vii) Data from trade journals and publications.
(3163) (viii) Site visits and inspections.
(3164) (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 led after
the fact. If the reports are not led 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.
(3165) (3) Administrative Assessment of Civil Penalties.
Civil penalties may be assessed in the following manner.
(3166) (i) Authorization. If the Chief of the Waterborne
Commerce Statistics Center nds that a person or
entity has failed to comply with any of the provisions
specied 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 specically implementing the
Clean Water Act (33 U.S.C. 1319(g)(4)), public notice,
comment period, and state coordination, shall not apply.
148 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(3167) (ii) Initiation. The Chief of the Waterborne
Commerce Statistics Center will prepare and process a
proposed civil penalty order which shall state the amount
of the penalty to be assessed, described by reasonable
specicity the nature of the violation, and indicate the
applicable provisions of 33 CFR part 326.
(3168) (iii) Hearing Requests. Recipients of a proposed
civil penalty order may le a written request for a hearing
or other proceeding. This request shall be as specied 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, modication,
or revocation of the proposed order. Thereafter, the
Director of the Water Resources Center shall issue a nal
order.
(3169) (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.
(3170)
Part 334–Danger Zones and Restricted Area
Regulations
(3171)
§334.1 Purpose.
(3172) The purpose of this part is to:
(3173) (a) Prescribe procedures for establishing, amending
and disestablishing danger zones and restricted areas;
(3174) (b) List the specic danger zones and restricted areas
and their boundaries; and
(3175) (c) Prescribe specic requirements, access
limitations and controlled activities within the danger
zones and restricted areas.
(3176)
§334.2 Definitions.
(3177) (a) Danger zone. A dened water area (or areas)
used for target practice, bombing, rocket ring 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.
(3178) (b) Restricted area. A dened 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.
(3179)
§334.3 Special policies.
(3180) (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.
(3181) (b) Food shing 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 shing industry. Whenever the proposed
establishment of a danger zone or restricted area may affect
shing 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),
(3182) (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.
Notication 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.
(3183)
§334.4 Establishment and amendment procedures.
(3184) (a) Application. Any request for the establishment,
amendment or revocation of a danger zone or restricted
area must contain sufcient information for the District
Engineer to issue a public notice, and as a minimum must
contain the following:
(3185) (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.
(3186) (2) Name of waterway and if a small tributary, the
name of a larger connecting waterbody.
(3187) (3) Name of closest city or town, county/parish and
state.
(3188) (4) Location of proposed or existing danger zone
or restricted area with a map showing the location, if
possible.
(3189) (5) A brief statement of the need for the area, its
intended use and detailed description of the times, dates
and extent of restriction.
(3190) (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
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 149
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 Ofce 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.
(3191) (2) Content. The public notice and Federal Register
documents must include sufcient information to give a
clear understanding of the proposed action and should
include the following items of information:
(3192) (i) Applicable statutory authority or authorities; (40
Stat. 266; 33 U.S.C. 1) and (40 Stat. 892; 33 U.S.C. 3)
(3193) (ii) A reasonable comment period. The public notice
should x a limiting date within which comments will be
received, normally a period not less than 30 days after
publication of the notice.
(3194) (iii) The address of the District Engineer as the
recipient of any comments received.
(3195) (iv) The identity of the applicant/proponent;
(3196) (v) The name or title, address and telephone number
of the Corps employee from whom additional information
concerning the proposal may be obtained;
(3197) (vi) The location of the proposed activity accompanied
by a map of sufcient detail to show the boundaries of the
area(s) and its relationship to the surrounding area.
(3198) (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:
(3199) (i) The Federal Aviation Administration (FAA)
where the use of airspace is involved.
(3200) (ii) The Commander, Service Force, U.S. Atlantic
Fleet, if a proposed action involves a danger zone off the
U.S. Atlantic coast.
(3201) (iii) Proposed danger zones on the U.S. Pacic coast
must be coordinated with the applicable commands as
follows:
(3202) Alaska, Oregon and Washington:
(3203) Commander, Naval Base, Seattle
(3204) California:
(3205) Commander, Naval Base, San Diego
(3206) Hawaii and Trust Territories:
(3207) Commander, Naval Base, Pearl Harbor
(3208) (c) Public hearing. The District Engineer may
conduct a public hearing in accordance with 33 CFR
part 327.
(3209) (d) Environmental documentation. The District
Engineer shall prepare environmental documentation in
accordance with appendix B to 33 CFR part 325.
(3210) (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 Ofce 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.
(3211) (f) Final decision. The Chief of Engineers will notify
the District Engineer of the nal decision to either approve
or disapprove the regulations. The District Engineer will
notify the applicant/proponent and publish a public notice
of the nal decision. Concurrent with issuance of the
public notice the Ofce of the Chief of Engineers will
publish the nal decision in the Federal Register and
either withdraw the proposed regulation or issue the nal
regulation as appropriate. The nal rule shall become
effective no sooner than 30 days after publication in the
Federal Register unless the Chief of Engineers nds that
sufcient cause exists and publishes that rationale with
the regulations.
(3212)
§334.5 Disestablishment of a danger zone.
(3213) (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.
(3214) (b) Upon receipt of the certication 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 nal rule revoking a restricted area or
danger zone regulation. The disestablishment/revocation
of the danger zone or restricted area regulation removes
a restriction on a waterway.
(3215)
§334.6 Datum.
(3216) (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.
(3217) (b) For further information on NAD 83 and National
Service nautical charts please contact:
(3218) Director, Coast Survey (N/CG2)
(3219) National Ocean Service, NOAA
150 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(3220) 1315 East-West Highway, Station 6147
(3221) Silver Spring, MD 20910-3282.
(3222)
§334.290 Elizabeth River, Southern Branch, Va.,
naval restricted areas
(3223) (a) The areas–(1) St. Helena Annex Area. Beginning
at a point at St. Helena Annex of the Norfolk Naval
Shipyard, on the eastern shore of Southern Branch
of Elizabeth River, at latitude 36°49'43", longitude
76°17'26.5"; thence in a southwesterly direction to a
point on the eastern boundary of Norfolk Harbor 40-
foot channel at latitude 36°49'42", longitude 76°17'33";
thence in a southerly direction along the eastern boundary
of Norfolk Harbor 40-foot channel to latitude 36°49'28",
longitude 76°17'27"; thence easterly to the shore at
latitude 36°49'28", longitude 76°17'22"; and thence,
northerly along the shore to the point of beginning.
(3224) (2) Norfolk Naval Shipyard Area. Beginning at a
point on the shore at the northeast corner of the Norfolk
Naval Shipyard, at latitude 36°49'43.5", longitude
76°17'41.5"; thence due east approximately 100 feet to
the western boundary of Elizabeth River channel; thence
in a southerly direction along the western boundary of the
channel to the point where it passes through the draw of
the Norfolk and Portsmouth Belt Line Railroad bridge,
thence in a southwesterly direction along the northerly
side of the bridge to the western shore of Southern
Branch of Elizabeth River; and thence along the shore in
a northerly direction to the point of beginning.
(3225) (3) Southgate Terminal Area. Beginning at a point
at the northeast corner of Southgate Terminal Annex of
Norfolk Naval Shipyard, at
(3226) 36°48'23", 76°17'39"; thence east to
(3227) 36°48'23", 76°17'29"; thence southerly along the
western boundary of Norfolk Harbor 35-foot channel to
(3228) 36°48'04", 76°17'33"; thence west to
(3229) 36°48'04", 76°17'41"; and thence along the shore in
a northerly direction to the point of beginning.
(3230) (b) The regulations. (1) No vessels other than Naval
vessels and other vessels authorized to move to and from
piers at the Norfolk Naval Shipyard and its two annexes
described in paragraph (a) (1) and (3) of this section, and
no person other than persons embarked in such vessels,
shall enter the restricted areas.
(3231) (2) This section shall be enforced by the Commander,
Norfolk Naval Shipyard, Portsmouth, Va. and such
agencies as he may designate.
(3232)
§334.305 Little Creek Harbor, Fisherman’s Cove,
Joint Expeditionary Base Little CreekFort Story,
Little Creek, Virginia, Restricted Areas.
(3233) (a) The Little Creek Restricted Areas. The Little
Creek Restricted Areas consist of two distinct areas:
The Outer Harbor Restricted Area and the Inner Harbor
Restricted Area. The datum for the coordinates in this
section is NAD–83.
(3234) (1) The Outer Harbor Restricted Area. The waters
within an area beginning at 36°55′57.7″N., 76°10′35″W.;
thence southwesterly to a point at 36°55′53″N.,
76°10′44″W., thence southerly to 36°55′21.2″N.,
76°10′42″W.; thence southwesterly to 36°55′18.3″N.,
76°10′49″W.; thence northwesterly to a point in
Fisherman’s Cove at 36°55′22″N., 76°11′15.5″W.;
thence southerly to 36°55′19.2″N., 76°11′16″W., thence
easterly near the southern shoreline of Fisherman’s
Cove, to 36°55′15.8″N., 76°10′58.8″W.; and ending at
36°55′18″N., 76°10′30″W.; thence to the point of origin.
(3235) (2) The Inner Harbor Restricted Area. The waters
within Little Creek Harbor south of a line beginning
at 36°55′15.8″N., 76°10′58.8″W.; and ending at
36°55′18″N., 76°10′30″W.
(3236) (b) The regulations—(1) The Outer Harbor
Restricted Area. (i) All privately owned vessels, properly
registered and bearing identication in accordance
with Federal and/or State laws and regulations, and all
Government owned vessels (public vessels) may enter
or exit the waters described in paragraph (a)(1) of this
section at any time and transit inbound/outbound of the
marked dredged channel leading to Little Creek Harbor
between jetties 8 miles westward of Cape Henry Light.
All vessels transiting inbound/outbound of the channel
except for those vessels listed in paragraph (c)(2) of
this section shall proceed at speeds commensurate with
minimum wake. Any vessel equipped with a marine radio
can monitor VHF–FM channel 12 for message trafc
from Little Creek Port Control.
(3237) (ii) When Commanding Ofcer, Joint Expeditionary
Base Little Creek-Fort Story is ordered to implement
Force Protection Conditions (FPCONs) Charlie/Delta,
or when specic authority is granted by the District
Engineer, all vessel trafc movement can be restricted
except for those vessels that meet the criteria in paragraph
(c)(2) of this section. FPCONs are a system of protective
measures used by the Department of Defense (DOD)
installations to guard against and deter terrorist attack.
Senior commanders assign the FPCONs for their region,
and installation commanders may raise FPCONS and
tighten security measures based on local conditions. In
the event FPCONs Charlie/Delta is implemented by the
Commanding Ofcer, Joint Expeditionary Base Little
Creek, which requires the restriction of vessel trafc
movement in the Outer Harbor Restricted Area, the
installation will coordinate with the U.S. Coast Guard,
Fifth District; Army Corps of Engineers, Norfolk District;
and state and local law enforcement and governmental
authorities. The installation will also disseminate
information to the public and local news media outlets.
Information on whether vessel trafc movement has been
restricted in the Outer Harbor Restricted Area due to the
implementation of FPCONs Charlie/Delta will also be
published and disseminated by the U.S. Coast Guard.
(3238) (2) The Inner Harbor Restricted Area. All vessels
or persons intending to transit inbound/outbound of the
Inner Harbor Restricted Area shall request permission
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 151
from Little Creek Harbor Port Control using VHF–FM
channel 12 prior to transiting and will provide their
destination/intentions with the exception of those vessels
that meet the criteria in paragraph (c)(2) of this section.
The Inner Harbor Restricted Area is limited to those
privately owned vessels or persons calling upon the
commercial/private piers located within the Inner Harbor
and government owned vessels (public vessels) transiting
to and from U.S. Navy or U.S. Coast Guard facilities and
authorized DOD patrons of the U.S. Navy recreational
marina. No other vessels or persons may enter or exit
this area unless specic authorization is granted by
Commanding Ofcer, Joint Expeditionary Base Little
Creek-Fort Story, and/or other persons or agencies as he/
she may designate.
(3239) (3) All vessels or persons transiting inbound/
outbound of the Inner Harbor Restricted Area are subject
to all applicable federal and state laws including laws
or regulations designed to protect the naval facility and
persons or vessels assigned therein. Federal and state
law enforcement ofcials may at any time take action to
ensure compliance with their respective laws. In addition,
this regulation authorizes Navy security personnel,
designated by Commander, Joint Expeditionary Base
Little Creek-Fort Story or persons authorized to act in
his/her behalf, the authority to ascertain the identity
and intent of any vessels and/or persons transiting the
restricted area that indicate by way of appearance or
action they are a possible threat to government assets. If
a determination is made that the vessel and/or persons are
a threat to government assets located within the restricted
area, Navy security units may take actions as provided
by law or regulation that are deemed necessary to protect
government personnel and assets located within the
restricted area.
(3240) (c) Enforcement. (1) The regulation in this section
shall be enforced by the Commanding Ofcer, Joint
Expeditionary Base Little Creek-Fort Story, U.S. Coast
Guard, local/state law enforcement, and/or persons or
agencies as he/she may designate during emergency
situations.
(3241) (2) Federal and state law enforcement vessels and
personnel may enter anywhere in the restricted area at
any time in the operation of their statutory missions or to
enforce their respective laws.
(3242) (3) Nothing in this regulation is deemed to preempt
33 CFR 165.501.
(3243) (4) Vessels or persons calling upon the commercial/
private piers located within the Inner Harbor with proper
identication and clearance will be allowed entry subject
to the same provisions described in paragraph (b) of this
section. Commanding Ofcer, Joint Expeditionary Base
Little Creek-Fort Story reserves the right to temporarily
deny entry in emergency situations, elevated DOD Force
Protection conditions in the Harbor, or other safety of
navigation constraints.
(3244)
§334.320 Chesapeake Bay entrance; naval restrict-
ed area.
(3245) (a) The area. Beginning at a point on the south shore
of Chesapeake Bay at longitude 76°03'06"; thence to
(3246) 37°01'18", 76°02'06"; thence to
(3247) 37°00'18", 75°55'54"; thence to
(3248) 36°58'00", 75°48'24"; thence to
(3249) 36°51'48", 75°51'00"; thence to the shore at longitude
75°58'48", and thence northwesterly and southwesterly
along the shore at Cape Henry to the point of beginning.
(3250) (b) The regulations. (1) Anchoring, trawling,
crabbing, shing, and dragging in the area are prohibited,
and no object attached to a vessel or otherwise shall be
placed on or near the bottom.
(3251) (2) This section shall be enforced by the Commandant,
Fifth Naval District, Norfolk, Va.
(3252)
§334.380 Atlantic Ocean south of entrance to Ches-
apeake Bay off Dam Neck, Virginia Beach, Virginia,
naval firing range.
(3253) (a) The danger zone. All of the water within a sector
extending seaward a distance of 7,500 yards between
radial lines bearing 035° true and 092° true, respectively,
from a point on the shore at latitude 36°47'33"N, longitude
75°58'23"W.
(3254) (b) The regulations. (1) Vessels shall proceed
through the area with caution and shall remain therein
no longer than necessary for purpose of transit.
(3255) (2) When ring is in progress during daylight hours,
red ags will be displayed at conspicuous locations on
the beach. When ring is in progress during periods
of darkness, red ashing lights will be displayed from
conspicuous locations which are visible from the water a
minimum distance of four (4) nautical miles.
(3256) (3) Firing on the ranges will be suspended as long as
any vessel is within the danger zone.
(3257) (4) Lookout posts shall be manned by the activity or
agency operating the ring range at Fleet Combat Center.
After darkness, night vision systems will be utilized by
lookouts to aid in locating vessels transiting the area.
(3258) (5) There shall be no ring on any ranges during
the periods of low visibility which would prevent the
recognition of a vessel (to a distance of 7,500 yards)
which is properly displaying navigational lights, or which
would preclude a vessel from observing the red range
ags or lights.
(3259) (6) The regulations in this section shall be enforced
by the Commanding Ofcer, Fleet Combat Training
Center, Atlantic, Dam Neck, Virginia Beach, Virginia,
and other such agencies as he/she may designate.
(3260)
§334.390 Atlantic Ocean south of entrance to
Chesapeake Bay; firing range.
(3261) (a) The danger zone. (1) A section extending seaward
for a distance of 12,000 yards between two radial lines
bearing 030° True and 083° True, respectively, from
152 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
a point on shore at 36°46′48″N., 75°57′24″W.; and an
adjacent sector extending seaward for a distance of 15
nautical miles between two radial lines bearing 083°
True and 150° True, respectively, from the same shore
position. The datum for these coordinates is WGS-1984.
(3262) (b) The regulation. (1) To accommodate ingress and
egress within the southern approach to the Chesapeake
Bay Federal navigation channels, no live re exercise
will take place within the area northeast of, and dened
by a line intersecting points 36°47′59″N., 75°46′05″W.
and 36°44′25″N., 75°38′57″W., and this area is open to
unrestricted surface navigation.
(3263) (2) Within the remainder of the danger zone vessels
shall proceed through the area with caution and shall
remain therein no longer than necessary for the purpose
of transit.
(3264) (3) When ring is in progress during daylight hours,
red ags will be displayed at conspicuous locations on
the beach. When ring is in progress during periods
of darkness, red ashing lights will be displayed from
conspicuous locations on the beach which are visible
from the water a minimum distance of four (4) nautical
miles.
(3265) (4) Firing on the ranges will be suspended as long as
any vessel is within the danger zone.
(3266) (5) Lookout posts will be manned by the activity or
agency operating the ring range at the Naval Air Station
Oceana, Dam Neck Annex, in Virginia Beach, Virginia.
After darkness, night vision systems will be utilized by
lookouts to aid in locating vessels transiting the area.
(3267) (6) There shall be no ring on the range during periods
of low visibility which would prevent the recognition of
a vessel (to a distance of 7,500 yards) which is properly
displaying navigation lights, or which would preclude a
vessel from observing the red range ags or lights.
(3268) (7) Throughout the entire danger zone anchoring,
dredging, trawling and any bottom disturbing activities
should be conducted with caution due to the potential of
unexploded ordnance (UXO) and other munitions and
explosives of concern (MEC) on the bottom.
(3269) (c) Enforcement. The regulation in this section shall
be enforced by the Commander, Naval Air Force Atlantic,
U.S. Fleet Forces Command, Norfolk, Virginia, and such
agencies as he or she may designate.
(3270)
§334.400 Atlantic Ocean south of entrance to
Chesapeake Bay off Camp Pendleton, Virginia;
naval restricted area.
(3271) (a) The area. Beginning at a point on the shore at
Camp Pendleton at
(3272) 36°48'19"N, 75°57'49"W; thence easterly 200 yards
to
(3273) 36°48'20"N, 75°57'42"W; thence northerly 400
yards to
(3274) 36°48'32"N, 75°57'45"W: thence westerly 200
yards to
(3275) 36°48'31"N, 75°57'53"W; and thence southerly 400
yards along the shore to the point of beginning.
(3276) (b) The regulations. (1) Persons or vessels, other
than those vessels owned and operated by the United
States shall not enter the area except by permission of
the Commanding Ofcer, U.S. Naval Amphibious Base,
Little Creek, Norfolk, Virginia.
(3277) (2) This section shall be enforced by the Commanding
Ofcer, U.S. Naval Amphibious Base, Little Creek,
Norfolk, Virginia, and such agencies as he may designate.
(3278)
§ 334.405 South of entrance to Chesapeake Bay off
Camp Pendleton, Virginia; firing range.
(3279) (a) The danger zone. An area directly from Camp
Pendleton extending offshore as designated by lines
drawn as follows: Beginning at latitude 36°49'00"N.,
longitude 75°58'04"W.; thence to latitude 36°49'19"N.,
longitude 75°57'41"W.; thence to latitude 36°49'21"N.,
longitude 75°57'32"W.; thence to latitude 36°49'13"N.,
longitude 75°56'44"W.; thence to latitude 36°49'22"N.,
longitude 75°55'48"W.; thence to latitude 36°49'12"N.,
longitude 75°55'46"W.; thence to latitude 36°49'02"N.,
longitude 75°55'45"W.; thence to latitude 36°48'52"N.,
longitude 75°55'45"W.; thence to latitude 36°48'54"N.,
longitude 75°56'42"W.; thence to latitude 36°48'41"N.,
longitude 75°57'28"W.; thence to latitude 36°48'41"N.,
longitude 75°57'37"W.; thence to latitude 36°48'57"N.,
longitude 75°58'04"W. The datum for these coordinates
is WGS84.
(3280) (b) The regulations. (1) Persons and vessels shall
proceed through the area with caution and shall remain
therein no longer than necessary for purpose of transit.
(3281) (2) When ring is in progress during daylight hours,
red ags will be displayed at conspicuous locations on the
beach. No ring will be done during the hours of darkness
or low visibility.
(3282) (3) Firing on the ranges shall be suspended as long
as any persons or vessels are within the danger zone.
(3283) (4) Lookout posts shall be manned by the activity
or agency operating the ring range State Military
Reservation, Camp Pendleton.
(3284) (5) There shall be no ring on the range during periods
of low visibility which would prevent the recognition of
a vessel (to a distance of 7,500 yards) which is properly
displaying navigation lights, or which would preclude a
vessel from observing the red range ags or lights.
(3285) (c) Enforcement. The regulations in this section shall
be enforced by the Adjutant General of Virginia, and such
agencies as he or she may designate.
(3286)
§334.410 Albemarle Sound, Pamlico Sound, and ad-
jacent waters, N.C.; danger zones for naval aircraft
operations.
(3287) (a) Target areas–(1) North Landing River (Currituck
Sound). The waters of North Landing River within a
radius of 1,000 yards from a target located at latitude
36°31'00", longitude 76°01'40".
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 153
(3288) (2) Northern part of Currituck Sound. Beginning
at a point bearing 65°30', 1,025 yards, from Currituck
Sound Light 69; thence 86°, 6,000 yards; thence 193°,
4,425 yards; thence 267°30', 2,775 yards; and thence to
the point of beginning. The target is located at latitude
36°27'16", longitude 75°56'30".
(3289) Note: All bearings in this section are referred to true
meridian.
(3290) (b) Target and bombing area along south shore of
Albemarle Sound. Beginning at
(3291) 36°00'43", 76°19'20"; thence to
(3292) 36°02'40", 76°04'26", thence to
(3293) 36°00'12", 76°04'26"; thence to
(3294) 35°59'35", 76°19'20", and thence to the point of
beginning. This area is divided into three subareas A, B,
and C as follows: Area A, beginning at
(3295) 36°00'43", 76°19'20"; thence to
(3296) 36°01'20", 76°14'30"; thence to
(3297) 35°59'45", 76°14'30"; thence to
(3298) 35°59'35", 76°19'20", and thence to the point of
beginning. Area B, beginning at
(3299) 36°01'20", 76°14' 30"; thence to
(3300) 36°02'18", 76°07'15"; thence to
(3301) 36°00'05", 76°07'15"; thence to
(3302) 35°59'45", 76°14'30"; and thence to the point of
beginning. Area C, beginning at
(3303) 36°02'18", 76°07'15"; thence to
(3304) 36°02'40", 76°04'26"; thence to
(3305) 36°00'12", 76°04'26"; thence to
(3306) 36°00'05", 76°07'15"; and thence to the point of
beginning.
(3307) (c) Naval Aviation Ordnance test area in Pamlico
Sound in vicinity of Long Shoal. A circular area with
radius of one and one-half miles having its center at
latitude 35°32'18", longitude 75°40'39".
(3308) (d) The regulations–(1) Target areas. The area
described in paragraph (1)(a) of this section will be used
as a dive bombing target by naval aircraft. In peacetime,
munitions will be limited to miniature bombs which
contain only small explosive charges for producing
smoke puffs to mark points of impact. All operations
will be conducted during daylight hours, and the area
will be open to navigate at night. No persons or vessels
shall enter this area during the hours of daylight without
special permission from the enforcing agency. The area
will be patrolled and vessels will be warned not to enter.
“Buzzing” by plane will warn vessels that they are in a
danger zone, and upon being so warned vessels which
have inadvertently entered the area shall immediately
leave the area.
(3309) (2) Target and bombing area. The area described
in paragraph (b) of this section will be used as a target
and bombing area for both day and night operations.
Dummy ammunition, waterlled or smoke bombs and
inert rockets will be used, except during wartime when
live ammunition, bombs and rockets may be used. The
area will be open to navigation except for periods when
ordnance exercises are being conducted by naval aircraft.
In area B described in paragraph (b) of the section the
placing of nets, traps, buoys, pots, shponds, stakes, or
other equipment which may interfere with target vessels
operating in the area shall not be permitted. The area will
be patrolled and persons and vessels shall clear the area
under patrol upon being warned by the surface patrol
craft or when “buzzed” by patrolling aircraft. As a further
means of warning vessels of naval aircraft operations
in the area described in paragraph (b) of this section, a
cluster of ashing red lights at night and a large red ag by
day will be displayed from the range observation tower
located in the approximate center of the shore side of this
area.
(3310) (3) Naval Aviation Ordnance test area. The area
described in paragraph (c) of this section shall be closed to
persons and navigation except for such military personnel
and vessels as may be directed by the enforcing agency
to enter on assigned duties.
(3311) (4) Enforcing agency. The regulations in this section
shall be enforced by the Commander, Naval Air Force,
U.S. Atlantic Fleet, and such agencies as he/she shall
designate.
(3312)
§334.412 Albermarle Sound, Pamlico Sound, Har-
vey Point and adjacent waters, NC; restricted area.
(3313) (a) The area. Beginning on the north shore of
Albemarle Sound and the easternmost tip of Harvey
Point; thence southeasterly to Daybeacon 3; thence
southeasterly to
(3314) 36°03'06"N., 76°16'43"W.; thence southwesterly to
(3315) 36°02'18"N., 76°19'30"W.; thence northwesterly to
(3316) 36°04'18"N., 76°20'20"W.; thence 23°5' True to the
shore; and thence northeasterly along the shore to the
point of beginning.
(3317) (b) The regulations. The restricted area described
in this section is the inactive Harvey Point target range
which was disestablished as a danger zone. The area will
be open to public access for recreational and commercial
uses, except that dredging, clamming, crabbing, seining,
and anchoring of all vessels and any other activity which
could result in disturbing or penetrating the bottom is
prohibited.
(3318) (c) Enforcing agency. The regulations in this section
shall be enforced by the Commander, Naval Air Force,
U.S. Atlantic Fleet, and such agencies as he/she shall
designate.
(3319)
§334.420 Pamlico Sound and adjacent waters, N.C.;
danger zones for Marine Corps operations.
(3320) (a) Bombing and rocket ring area in Pamilico
Sound in vicinity of Brant Island–(1) The area. The waters
within a circular area with a radius of 3.0 statute miles
having its center on the southern side of Brant Island at
latitude 35°12'30", longitude 76°26'30".
(3321) (2) The regulations. The area shall be closed to
navigation and personnel at all times except for vessels
engaged in operational and maintenance work as directed
154 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
by the enforcing agency. Prior to bombing or ring
operations the area will be “buzzed” by plane. Upon
being so warned vessels working in the area shall leave
the area immediately.
(3322) (b) Bombing, rocket ring, and strang areas in
Pamlico Sound and Neuse River–(1) The areas. (i) The
waters within a circular area with a radius of 1.8 statute
miles having its center at
(3323) 35°02'12"N., 76°28'00"W.
(3324) (ii) The waters within a circular area with a radius
of 0.5 statute mile having its center at
(3325) 35°04'12"N., 76°28'24"W.
(3326) (iii) The waters within a circular area with a radius
of 0.5 statute mile having its center at
(3327) 35°01'42"N., 76°25'48"W.
(3328) (iv) The waters within a circular area with a radius
of 0.5 statute mile having its center at
(3329) 34°58'48"N., 76°26'12"W.
(3330) (v) The waters within a circular band with an inner
radius of 1.8 statute miles and an outer radius of 2.5 statute
miles having its center at 35°02'12"N., 76°28'00"W.
(3331) (2) The regulations. (i) The area described in
paragraph (b)(1) of this section will be used as bombing,
rocket ring, and strang areas. Live and dummy
ammunition will be used. The area shall be closed to
navigation and all persons at all times except for such
vessels as may be directed by the enforcing agency to
enter on assigned duties. The area will be patrolled and
vessels “buzzed” by the patrol plane prior to the conduct
of operations in the area. Vessels or personnel which have
inadvertently entered the danger zone shall leave the area
immediately upon being so warned.
(3332) (ii) The areas described in paragraphs (b)(1)(ii), (iii)
and (iv) of this section shall be used for bombing, rocket
ring, and strang areas. Practice and dummy ammunition
will be used. All operations will be conducted during
daylight hours, and the areas will be open to navigation
at night. No vessel or person shall enter these areas during
the hours of daylight without special permission from
the enforcing agency. The areas will be patrolled and
vessels “buzzed” by the patrol plane prior to the conduct
of operations in the areas. Vessels or personnel which
have inadvertently entered the danger zones shall have
leave the area immediately upon being warned.
(3333) (iii) The areas described in paragraph (b)(1)(v) of
this section shall be used as a strang area. Practice and
dummy ammunition will be used. Operations will be
conducted on ve consecutive days (Monday through
Friday) per month during the months of February through
November between the hours of 4 p.m. to 11 p.m. The
block training dates will be scheduled two weeks in
advance of the actual training start date. Marine Corps
Air Station Cherry Point will have a call-in number for
public use to provide information on the current use of
the training area. The Notication to Mariners System
will also be utilized to inform the public on the status of
the training area. No vessel or person shall enter the area
during the scheduled block training session except for
such vessels as may be directed by the enforcing agency
to enter on assigned duties. The area will be patrolled and
vessels "buzzed" by the patrol plane prior to the conduct
of operations in the area. Vessels or personnel which have
inadvertently entered the danger zone shall leave the area
immediately upon being so warned.
(3334) (c) Enforcing agency. The regulations of this section
shall be enforced by the Commander, Marine Corps
Air Bases, East, Cherry Point, North Carolina, or his
authorized representatives.
(3335)
§334.430 Neuse River and tributaries at Marine
Corps Air Station Cherry Point, North Carolina;
restricted area and danger zone.
(3336) (a) The restricted area. That portion of Neuse River
within 500 feet of the shore along the reservation of the
Marine Corps Air Station, Cherry Point, North Carolina,
extending from the mouth of Hancock Creek to a point
approximately 6,800 feet west of the mouth of Slocum
Creek, and all waters of Hancock and Slocum Creeks and
their tributaries within the boundaries of the reservation.
(3337) (b) The danger zone. The waters within an area
beginning at
(3338) 34°55'24.3"N., 76°51'11.6"W.; thence northeasterly
across Hancock Creek to
(3339) 34°55'30.9"N., 76°50'59.5"W.; continuing
northeasterly to
(3340) 34°56'00.2"N., 76°50'06.3"W.; thence northwesterly
to the Neuse River shoreline at
(3341) 34°56'13.1"N., 76°50'28.3"W.; continuing
northwesterly to
(3342) 34°56'35.8"N., 76°51'07.8"W.; thence southwesterly
along the shorelines to
(3343) 34°56'06.4"N., 76°51'32.7".; thence southeasterly
along Hancock Creek shoreline to the point of origin.
(3344) (c) The regulations. (1) Except in cases of extreme
emergency, all persons or vessels, other than those
operated by the United States Navy or United States
Coast Guard, are prohibited from entering the restricted
area without prior permission of the enforcing agency.
(3345) (2) Entry points into the danger zone will be
prominently marked with signage indicating the boundary
of the danger zone.
(3346) (3) Firing will take place both day and night at
irregular periods throughout the year. Appropriate
warnings will be issued through ofcial government and
civilian channels servicing the region. Such warnings
will specify the time and duration of operations and give
such other pertinent information as may be required in
the interest of safety. Upon completion of ring or if the
schedules ring is cancelled for any reason, the warning
signals marking the danger zone will be removed.
(3347) (4) Except as otherwise provided in this section the
danger zone will be open to general public access. Vessels,
watercraft, and other vehicles may proceed through the
danger zone.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 155
(3348) (5) The regulation in this section shall be enforced
by the Commanding Ofcer, Marine Corps Air Station
Cherry Point, North Carolina, and/or persons or agencies
as he/she may designate.
(3349)
§334.440 New River, N.C., and vicinity; Marine Corps
Firing Ranges.
(3350) (a) Atlantic Ocean east of New River Inlet. The
waters of the Atlantic Ocean within a sector bounded on
the north by a line bearing 105° from
(3351) 34°37'25"N., 77°10'35"W.; on the east and south by
the arc of a circle having a radius of 25,000 yards centered
at
(3352) 34°34'15"N., 77°16'10"W.; on the west by a line
bearing 205° from
(3353) 34°32'37"N., 77°18'34"W., and on the northwest by
the shore.
(3354) Note: All bearings in this section are referred to true
meridian.
(3355) (b) New River. The ring ranges include all waters
to the high waterline within eight sections described as
follows:
(3356) (1) Trap Bay Sector. Bounded on the south by a line
running from Cedar Point 280° to New River Light 70,
thence 254° to Hatch Point; and on the northwest by a
line running from Wilkins Bluff 232° to Hall Point.
(3357) (2) Courthouse Bay Sector. Bounded on the southeast
by the northwest boundary of the Traps Bay Sector and
on the west by Sneads Ferry Bridge.
(3358) (3) Stone Bay Sector. Bounded on the east by Sneads
Ferry Bridge and on the north by a line running from a
point on the east side of New River opposite the head of
Sneads Creek 291°30' to the south side of the mouth of
Stone Creek.
(3359) (4) Stone Creek Sector. The northwest portion of
Stone Bay, bounded on the south by the north boundary
of the Stone Bay Sector; and on the east by longitude
77°26'.
(3360) (5) Grey Point Sector. Bounded on the south by the
north boundary of the Stone Bay Sector; on the west by
the east boundary of the Stone Creek Sector; and on the
northeast by a line running from Town Point 113° to the
south side of the mouth of French Creek.
(3361) (6) Farnell Bay Sector. Bounded on the south by the
northeast boundary of the Grey Point Sector, including
French Creek up to longitude 77°20'; and on the north
by a line running from Hadnot Point 285°30' to Holmes
Point.
(3362) (7) Morgan Bay Sector. Bounded on the south by
the north boundary of the Farnell Bay Sector, including
Wallace Creek up to longitude 77°22'; and on the
northwest by a line running from Paradise Point 243°30'
to Ragged Point.
(3363) (8) Jacksonville Sector. Bounded on the southeast
by the northwest boundary of the Morgan Bay Sector,
including Southwest Creek up to the point where it
narrows to 200 feet in width, and Northeast Creek up to
longitude 77°23'30"; and on the north by an east-west line
passing through New River Day Beacon 41.
(3364) (c) The regulations. (1) No person shall enter or
remain in the water in any closed section after notice
of ring therein has been given. Sailing vessels and any
water-craft having a speed of less than 5 knots shall keep
clear of any closed sector at all times after notice of ring
therein has been given. Vessels propelled by mechanical
power at a speed greater than 5 knots may enter the
sectors without restriction except when the ring signals
are being displayed. When these signals are displayed,
vessels shall clear the closed sectors immediately and no
vessels shall enter such sectors until the signals indicate
that ring has ceased.
(3365) (2) Firing will take place both day and night at
irregular periods throughout the year. Insofar as training
requirements will permit, underwater explosions will
be restricted in the Atlantic Ocean sector (described in
paragraph (a) of this section) during the periods May 1
and June 5, inclusive, and November 22 to December 15,
inclusive.
(3366) (3) Two days in advance of the day when ring in
any sector except the Stone Creek sector is scheduled to
begin, the enforcing agency will warn the public of the
contemplated ring, stating the sector or sectors to be
closed, through the public press and the United States
Coast Guard and, in the case of the Atlantic Ocean sector,
the Cape Fear Pilots Association at Southport, and the
Pilots Association at Morehead City, North Carolina.
The Stone Creek sector may be closed without advance
notice.
(3367) (4) Towers at least 50 feet in height will be erected
near the shore at the northeast and southwest limits of
the Atlantic Ocean sector, and towers at least 25 feet in
height will be erected near the easterly shore at the upper
and lower limits of each New River sector. On days when
ring is to take place a red ag will be displayed on each
of the towers marking the sector or sectors to be closed.
These ags will be displayed by 8:00 a.m., and will be
removed when ring ceases for the day. Suitable range
markers will be erected indicating the bearings of the
north and west limits of the Atlantic Ocean sector.
(3368) (5) During the night ring, red lights will be
displayed on the towers; and, in the case of the Atlantic
Ocean sector, searchlights will be employed as barrier
lights to enable safety observers to detect vessels which
may attempt to enter the danger zone.
(3369) (6) No person shall enter or remain within a
2-acre area surrounding a waterborne refueling training
operation, in either the Grey Point Sector, Farnell Bay
Sector, or Morgan Bay Sector as described in paragraph
(b) of this section, for the duration of the training
operation after a notice to conduct a waterborne refueling
training operation has been published in the local notice
to mariners and has been broadcast over the Marine Band
radio network. The 2-acre area surrounding a waterborne
refueling training operation will be patrolled and persons
156 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
and vessels shall clear the area under patrol upon being
warned by the surface patrol craft.
(3370) (d) Target and bombing area in Atlantic Ocean
in vicinity of Bear Inlet–(1) The water within an area
described as follows: Beginning at
(3371) 34°37'32"N., 77°12'03"W.; thence to
(3372) 34°36'58"N., 77°11'25"W.; thence to
(3373) 34°37'44"N., 77°10'35"W.; thence to
(3374) 34°32'27"N., 77°06'30"W.; thence to
(3375) 34°28'55"N., 77°15'05"W.; thence to
(3376) 34°34'50"N., 77°15'10"W.; thence to the point of
beginning.
(3377) (2) The regulations. Vessels may proceed along
established waterways except during military training
periods. Warning of military training periods will be
given through Notices to Mariners and by displaying
one hour prior to commencement a red danger streamer
during daylight hours or a red light at night, from a ag
pole 40 feet in height located at the U.S. Coast Guard Life
Boat Station, Bogue Inlet, Swansboro, North Carolina,
and from observation tower 40 feet in height located
at the northern end of Onslow (Hurst) Beach. Prior to
bombing and ring operations, the area will be searched
by plane. Watercraft in the area will be warned by aircraft
“buzzing” of the impending target practice. Upon being
so warned, all persons and vessels shall leave the area as
quickly as possible by the most direct route.
(3378) (e) Inland waters in the Browns Inlet area between
Bear Creek and Onslow Beach Bridge over the Atlantic
Intracoastal Waterway–(1) The area. Navigable waters
between Bear Creek and Onslow Beach Bridge to include
all inlets, streams, bays, and water therein contained,
bounded on the north by Bear Creek, on the east and south
by the Atlantic Ocean, to the meridian 77°16'20"; thence
by this meridian to latitude 34°34'31"; and thence by a
line bearing 44° from this point until the line intersects
Bear Creek.
(3379) (2) The regulations. (i) No person shall enter or
remain in the waters of this area due the possibility of
unexploded projectiles.
(3380) (ii) Vessels may proceed through the Atlantic
Intracoastal Waterway in the area without stopping
except in cases of extreme emergencies.
(3381) (iii) All navigable waters in the area between the
south bank of Bear Creek and the north bank of the north
connecting channel between the Atlantic Intracoastal
Waterway and Browns Inlet shall be closed to navigation
at all times. There are highly sensitive unexploded
projectiles within the limits of this area.
(3382) (iv) Vessels may proceed through the north
connecting channel and the south connecting channel
(Banks Channel) in the area between the Atlantic
Intracoastal Waterway and Browns Inlet to the Atlantic
Ocean without stopping during periods of nonmilitary
use. Caution should be used when proceeding through
these waters due to the presence of unexplored projectiles
lying in this area.
(3383) (v) Navigable waters in the area between the south
connecting channel (Banks Channel) leading to Browns
Inlet and Onslow Beach Bridge on both sides of the
Atlantic Intracoastal Waterway are open to unrestricted
navigation during periods of nonmilitary use. An
unknown element of risk exists in this area due to the
possible presence of unexploded projectiles.
(3384) (vi) Warning of impending military use of the area
will be contained in weekly Notice to Mariners.
(3385) (vii) Vessels having specic authority from the
Commanding General, Marine Corps Base, Camp
Lejeune, North Carolina, may enter the area.
(3386) (f) Enforcing agency. The regulations of this section
shall be enforced by the Commanding General, Marine
Corps Base, Camp Lejeune, North Carolina, or his
authorized representatives.
(3387)
§334.450 Cape Fear River and tributaries at Sunny
Point Army Terminal, Brunswick County, North
Carolina; restricted area.
(3388) (a) The area. That portion of Cape Fear River
due west of the main ship channel extending from
U.S. Coast Guard buoy No. 35 (34°02'03.218"N.,
77°56'28.755"W.) at the north approach channel to
Sunny Point Army Terminal to U.S. Coast Guard buoy
No. 27 (33°58'16.12"N., 77°56'59.736"W.) at the south
approach channel to Sunny Point Army Terminal and all
waters of its tributaries therein.
(3389) (b) Except in cases of extreme emergency, all
persons or vessels of any size or rafts other than those
authorized by the Commander, Sunny Point Army
Terminal, are prohibited from entering this area without
prior permission of the enforcing agency.
(3390) (c) The regulations in this section shall be enforced by
the Commander, Sunny Point Army Terminal, Southport,
North Carolina, and such agencies as he may designate.
(3391)
§334.460 Cooper River and tributaries at Charles-
ton, SC.
(3392) (a) The areas:
(3393) (1) That portion of the Cooper River beginning on
the west shore at
(3394) 32°52'37"N., 79°58'06"W.; thence to
(3395) 32°52'37"N., 79°58'03"W.; thence to
(3396) 32°52'27"N., 79°68'01"W.; thence to
(3397) 32°52'06"N., 79°57'54"W.; at the west channel edge,
thence to
(3398) 32°51'48.5"N., 79°57'41.5"W.; thence to
(3399) 32°51'33"N., 79°57'27"W.; thence to
(3400) 32°51'19"N., 79°57'05"W.; thence to
(3401) 32°51'01"N., 79°56'07"W.; thence to
(3402) 32°50'50"N., 79°56'02"W.; thence to
(3403) 32°50'48"N., 79°56'07"W.; on the west shore, thence
north along the shoreline including the reach of Noisett
Creek to the eastern boundary of the Navy Base to the
beginning point at the west shore at
(3404) 32°52'37"N., 79°58'06"W.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 157
(3405) (2) The reach of Shipyard Creek upstream from a
line 300 feet from and parallel to the upstream limit of
the Improved Federal Turning Basin.
(3406) (3) That portion of the interior Shipyard Creek
commencing at 32°49'50"N., 79°56'10"W., being a point
at the southern tip of the shoreline where the northern
shore of Shipyard Creek joins the Cooper River, thence
going along the northern shore of Shipyard Creek to
the southern portion of the existing restricted area in
paragraph (a)(2) of this section; thence along said line
being 300 feet from and parallel to the upstream limit of
the Improved Federal Turning Basin for a distance of 15
feet, thence to the most northerly point of the Improved
Federal Turning Basin, thence along the northeastern
edge for the Improved Turning Basin to the northeast
edge of the main channel of Shipyard Creek to a point
lying in the mouth of Shipyard Creek where it reaches the
Cooper River at the northeast edge of the main channel
of the Shipyard Creek and 79°56'10"W., thence to the
beginning point at 32°49'50"N., 79°56'10"W.
(3407) (4) That portion of the Cooper River surrounding
Pier Yankee beginning at a point on the west shore of the
Cooper River at
(3408) 32°50'00"N., 79°56'10.5"W.; thence to
(3409) 32°50'00"N., 79°55'55"W.; thence to
(3410) 32°49'54"N., 79°55'55"W.; thence to
(3411) 32°49'50"N., 79°56'10"W.; thence north along the
shore to the beginning point at the west shore of the
Cooper River at
(3412) 32°50'00"N., 79°56'10.5"W.
(3413) (5) That portion of the Cooper River beginning on
the west channel edge at
(3414) 32°52'06"N., 79°57'54"W.; thence to the east shore
at
(3415) 32°52'13"N., 79°57'30"W.; thence along the eastern
shore to
(3416) 32°51'30"N., 79°56'15.5"W.; thence to
(3417) 32°51'01"N., 79°55'50"W.; thence to
(3418) 32°50'52"N., 79°56'03.5"W.; thence to
(3419) 32°51'01"N., 79°56'07"W.; thence to
(3420) 32°51'19"N., 79°57'05"W.; thence to
(3421) 32°51'33"N., 79°57'27"W.; thence to
(3422) 32°51'48.5"N., 79°57'41.5"W.; thence to the
beginning point at the west channel edge at
(3423) 32°52'06"N., 79°57'54"W.
(3424) (6) That portion of the Cooper River beginning on
the west shore at
(3425) 32°50'48"N., 79°56'07"W.; thence to
(3426) 32°50'50"N., 79°56'02"W.; thence to
(3427) 32°50'32"N., 79°55'55"W.; thence to
(3428) 32°50'00"N., 79°55'55"W.; thence to
(3429) 32°50'00"N., 79°56'10.5"W.; on the west shore,
thence along the shoreline to the beginning point on the
west shore at
(3430) 32°50'48"N., 79°56'07"W.
(3431) (7) That portion of Goose Creek beginning at a point
on the west shore of Goose Creek at its intersection with
the Cooper River at
(3432) 32°54'32"N., 79°57'04"W.; thence proceeding along
the western shoreline of Goose Creek for approximately
6.9 miles to its intersection with the Seaboard Coastline
Railroad at
(3433) 32°55'34"N., 79°59'30"W.; thence in a northwesterly
direction along the Seaboard Coastline Railroad to
(3434) 32°55'37"N., 79°59'32"W.; thence proceeding along
the eastern shoreline of Goose Creek in a southeasterly
direction to
(3435) 32°54'33"N., 79°56'59"W.; thence back to
(3436) 32°54'32"N., 79°57'04"W.
(3437) (8) That portion of the Cooper River, extending
from the mouth of Goose Creek, to a point approximately
ve-hundred (500) yards north of Red Bank Landing, a
distance of approximately 4.8 miles and, the tributaries
to the Cooper River within the area enclosed by the
following arcs and their intersections:
(3438) (i) Radius=8,255' center of radius,
(3439) 32°55'45"N., 79°45'23"W.
(3440) (ii) Radius=3,790' center of radius,
(3441) 32°55'00"N., 79°55'41"W.
(3442) (iii) Radius=8,255' center of radius,
(3443) 32°55'41"N., 79°56'15"W.
(3444) (iv) Radius=8,255' center of radius,
(3445) 32°56'09"N., 79°56'19"W.
(3446) (9) That portion of the Cooper River beginning on
the western shoreline at
(3447) 32°54'37"N., 79°57'01"W.; thence proceeding
along the western shoreline in a northerly direction for
approximately 4.8 miles to
(3448) 32°57'32"N., 79°55'27"W.; thence in a southerly
direction for approximately 100 yards to
(3449) 32°57'29"N., 79°55'23"W., thence in a southwesterly
direction, paralleling the shoreline to
(3450) 32°56'48"N., 79°55'48"W.; thence in an easterly
direction for approximately 50 yards to
(3451) 32°56'49"N., 79°55'46"W., thence in a southerly
direction, paralleling the shoreline, to
(3452) 32°56'40"N., 79°55'40"W.; thence in a westerly
direction for approximately 50 yards to
(3453) 32°56'39"N., 79°55'42"W.; thence in a southwesterly
direction, paralleling the shoreline, to
(3454) 32°56'15"N., 79°56'07"W.; thence in a southwesterly
direction to
(3455) 32°56'05"N., 79°56'17"W.; thence in a westerly
direction, for approximately 50 yards to
(3456) 32°56'05"N., 79°56'19"W.; thence in a southerly
direction, paralleling the shoreline to
(3457) 32°55'45"N., 79°56'19"W.; thence in a southwesterly
direction to
(3458) 32°55'42"N., 79°56'13"W.; thence in a southeasterly
direction, parallel the shoreline, to
(3459) 32°55'18"N., 79°55'55"W.; thence in a southwesterly
direction to
(3460) 32°55'16"N., 79°56'00"W.; thence in a southwesterly
direction paralleling the shoreline to
(3461) 32°54'35"N., 79°56'57"W., thence back to
(3462) 32°54'37"W., 79°57'01"W.
158 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(3463) (10) That portion of the Cooper River beginning at
a point near the center of the Cooper River at
(3464) 32°55'03"N., 79°55'42"W.; thence easterly to
(3465) 32°55'03"N., 79°55'35"W.; thence southerly to
(3466) 32°54'52"N., 79°55'33"W.; thence westerly to
(3467) 32°54'53"N., 79°55'42"W.; thence northerly to
(3468) 32°55'03"N., 79°55'42"W.
(3469) (11) That portion of Foster Creek beginning at a
point on the southern shoreline of Foster Creek at its
intersection with Back River at
(3470) 32°58'30"N., 79°56'33"W.; thence proceeding along
the southern shoreline to the terminus of Foster Creek;
thence back down its northern shoreline of Foster Creek
(3471) 32°58'34"N., 79°56'34"W.; thence back to
(3472) 32°58'30"N., 79°56'33"W.
(3473) (12) Danger zone. That portion of Foster Creek
beginning at the point of the southern shoreline of an
unnamed tributary of Foster Creek at its intersection with
Foster Creek at 32°59'16"N., 79°57'23"W.; thence back
proceeding along the eastern shoreline to the terminus of
the tributary at 32°59'49"N., 79°57'29"W.; thence back
down the western shoreline of the unnamed tributary to
32°59'15"N., 79°57'26"W. The waters and associated
marshes in this danger zone area are subject to impact
by rounds and ricochets originating from a small arms
range when ring is in progress.
(3474) (13) Danger Zone. Those portions of unnamed
tributaries and associated marshes of Back River and
Foster Creek that are generally described as lying south
of the main shoreline and extending southward to the
northern shoreline of Big Island (U.S. Naval Reservation).
Specically, the area beginning at a point on the main
shoreline which is the northern shore of an unnamed
tributary of Back River at 32°59'19"N., 79°56'52"W.,
southwesterly to a point on or near the northern shoreline
of Big Island at 32°59'11"N., 79°56'59"W.; thence
northwesterly to a point on the main shoreline, which
is the northern shore of an unnamed tributary of Foster
Creek, at 32°59'16"N., 79°57'11"W.; thence easterly
along the main shoreline, which is the northern shore
of the unnamed tributaries of Foster Creek and Back
River, back to the point of beginning at 32°59'19"N.,
79°56'52"W. The waters and associated marshes in this
danger zone area are subject to impact by rounds and
ricochets originating from a small arms range when ring
is in progress.
(3475) (b) The regulations:
(3476) (1) Unauthorized personnel, vessels and other
watercraft shall not enter the restricted areas described
in paragraphs (a)(1), (a)(2), and (a)(4) of this section at
any time.
(3477) (2) Personnel, vessels and other watercraft entering
the restricted area described in paragraph (a)(5) of this
section, shall proceed at normal speed and under no
circumstances anchor, sh, loiter, or photograph until
clear of the restricted area.
(3478) (3) Personnel, vessels and other watercraft may be
restricted from using any or all of the area described in
paragraphs (a)(3) and (a)(6) of this section without rst
obtaining an escort or other approval from Commander,
Naval Base, Charleston, when deemed necessary and
appropriately noticed by him/her for security purposes
or other military operations.
(3479) (4) Personnel, vessels and other watercraft, other
than those specically authorized by Commanding
Ofcer, U.S. Naval Weapons Station, Charleston, SC,
entering the restricted area described in paragraph (a)(8)
of this section shall proceed at normal speed, and under
no circumstances anchor, sh, loiter, or photograph in any
way until clear of the restricted area.
(3480) (5) Personnel, vessels and other watercraft, other
than those specically authorized by Commanding
Ofcer, U.S. Naval Weapons Station, Charleston, SC,
entering the areas described in paragraphs (a)(9) and (a)
(10) of this section are prohibited from entering within
one-hundred (100) yards of the west bank of the Cooper
River, in those portions devoid of any vessels or man-
made structures. In those areas where vessels or man-
made structures are present, the restricted area will be
100 yards from the shoreline or 50 yards beyond those
vessels or other man-made structures, whichever is the
greater. This includes the area in paragraph (a)(10) of this
section.
(3481) (6) In the interest of National Security, Commanding
Ofcer, U.S. Naval Weapons Station, Charleston, SC,
may at his/her discretion, restrict passage of persons,
watercraft and vessels in the areas described in paragraphs
(a)(7), (a)(8) and (a)(11) of this section until such time as
he/she determines such restriction may be terminated.
(3482) (7) All restricted areas and all danger zones and the
approaches leading to the danger zones will be marked
with suitable warning signs.
(3483) (8) The regulations described in paragraphs (b)(1),
(2) and (3) of this section shall be enforced by Commander,
Naval Base, Charleston, and such agencies as he/she may
designate.
(3484) (9) The regulations in this section for the danger
zones described in paragraphs (a)(12) and (a)(13) of this
section and the regulations described in paragraphs (b)
(4), (5) and (6) of this section, shall be enforced by the
Commanding Ofcer, Naval Weapons Station Charleston,
SC, and such agencies as he/she may designate.
(3485) (10) It is understood that none of the restrictions
herein will apply to properly marked Federal vessels
performing ofcial duties. It is further understood that
Federal employees will not take photographs from within
the above described restricted areas.
(3486) (11) The unauthorized entering or crossing of the
danger zones described in paragraphs (a)(12) and (a)
(13) of this section by all persons, watercraft and vessels
is prohibited at all times unless specically authorized
by the Commanding Ofcer of the U.S. Naval Weapons
Station Charleston, SC.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 159
(3487)
§334.470 Cooper River and Charleston Harbor, S.C.:
restricted areas.
(3488) (a) The Restricted Areas. (1) Area No. 1 is that
portion of the Cooper River beginning near the westerly
shore north of Shipyard Creek at
(3489) “a” 32°50'14"N., 79°56'11"W.; thence to
(3490) “b” 32°50'14"N., 79°55'37"W.; thence to
(3491) “c” 32°49'41"N., 79°55'37"W.; thence to
(3492) “d” 32°49'41"N., 79°55'52"W.; thence to
(3493) “e” 32°49'47"N., 79°56'09"W.; and thence returning
to
(3494) “a” 32°50'14"N., 79°56'11"W.
(3495) (2) Area No. 2 is that portion of the Cooper River
beginning at a point west of Shutes Folly Island at
(3496) “a” 32°46'27"N., 79°55'31"W.; thence to
(3497) “b” 32°46'39"N., 79°55'11"W.; thence to
(3498) “c” 32°46'39"N., 79°54'51"W.; thence to
(3499) “d” 32°46'28"N., 79°54'47"W.; thence to
(3500) “e” 32°46'17"N., 79°54'51"W.; thence to
(3501) “f” 32°46'17"N., 79°55'11"W.; and thence returning
to
(3502) “a” 32°46'27"N., 79°55'31"W.
(3503) (b) The regulations. (1) There shall be no introduction
of magnetic material or magneto-electric eld sources
within the area.
(3504) (2) No person shall enter or remain in the water
within the restricted areas. Ships transiting the areas will
proceed without delay and shall not, except as noted
below, lie to or anchor within the areas.
(3505) (i) Pleasure craft under 50 feet LOA will not normally
be affected; however, such craft may be required to stand
clear upon notication, in the event they are interfering
with range operation.
(3506) (ii) Anchored commercial ships will be allowed to
swing into the restricted area at the Shutes Folly Island
site when the range is not in use. Shutes Folly Island
Range usage will be indicated by range house display of
the international DELTA signal ag.
(3507) (iii) This section shall be enforced by the
Commandant, Sixth Naval District, Charleston, South
Carolina, and such agencies as he may designate.
(3508)
§334.475 Brickyard Creek and tributaries and the
Broad River at Beaufort, SC.
(3509) (a) The areas: (1) That section of the Atlantic
Intracoastal Waterway (AIWW), beginning at the
conuence of the AIWW and Albergottie Creek, being
that point on the west side of the AIWW navigational
channel at 32°27'25"N., 80°41'16"W., thence continuing
in a northerly direction along the western channel edge
of the AIWW to
(3510) 32°27'32"N., 80°41'20"W., thence to
(3511) 32°27'36"N., 80°41'20"W., thence to
(3512) 32°27'39"N., 80°41'20"W., thence to
(3513) 32°27'50"N., 80°41'24"W., thence to
(3514) 32°28'12"N., 80°41'27"W., thence to
(3515) 32°28'15"N., 80°41'27"W., thence to
(3516) 32°28'30"N., 80°41'31"W., thence to
(3517) 32°28'40"N., 80°41'31"W., thence to
(3518) 32°28'44"N., 80°41'27"W., thence to
(3519) 32°28'55"N., 80°41'31"W., thence to
(3520) 32°29'34"N., 80°41'24"W., thence to
(3521) 32°29'38"N., 80°41'16"W., thence to
(3522) 32°29'49"N., 80°41'31"W. on the east shore of the
Marine Corps Air Station (MCAS), at its intersection with
the Station's property boundary line, thence heading south
along the eastern shoreline of the MCAS to a point along
the northern shoreline of Mulligan Creek at 32°29'24"N.,
80°41'52"W., thence southwesterly across Mulligan
Creek to the shoreline of the MCAS, at 32°29'16"N.,
80°42'14"W., thence continuing along the eastern
shoreline to its intersection with Albergottie Creek, at
32°27'14"N., 80°42'03"W., thence continuing along
the southern shoreline of the MCAS to the intersection
of Salt Creek with U.S. Highway 21, at 32°27'00"N.,
80°43'55"W., thence back down the southern creek
edge of Salt and Albergottie Creeks, thence back to the
starting point at the conuence of Albergottie Creek and
the AIWW, at 32°27'25"N., 80°41'16"W. Note: Situated
within the boundaries of the area described in paragraph
(a)(1) of this section are the areas described in paragraphs
(a)(2), (a)(3), (a)(4), (a)(5) and the danger zone described
in paragraph (a)(10) of this section. Since additional
regulations apply to these sections, they are excluded
from the area described in paragraph (a)(1) given that
they are more strictly regulated.
(3523) (2) That portion of Mulligan Creek located on the
southern side of the MCAS runway, beginning at a point
on the eastern shoreline of Mulligan Creek at 32°29'24"N.,
80°41'52"W., thence southwesterly across Mulligan
Creek to the shoreline of the MCAS at 32°29'16"N.,
80°42'14"W., thence continuing in a northerly direction
along the eastern shoreline of the MCAS, thence in a
northeasterly direction along the southern side of the
MCAS runway, thence back down the eastern shoreline
of Mulligan Creek to its starting point at 32°29'24"N.,
80°41'52"W.
(3524) (3) That area adjacent to the Atlantic Intracoastal
Waterway (AIWW), situated within the boundaries of the
area described in paragraph (a)(1) of this section, beginning
at a point on the west side of the AIWW navigational
channel at 32°27'50"N., 80°41'24"W., thence continuing
in a northerly direction along the western channel edge of
the AIWW to 32°28'04"N., 80°41'27"W., thence turning
in a westerly direction and continuing to 32°28'04"N.,
80°42'00"W., on the eastern shore of the MCAS, thence
heading in a southward direction along the shoreline to
32°27'50"N., 80°41'52"W., thence turning in a westerly
direction and returning back to the starting point on
the west edge of the AIWW channel at 32°27'50"N.,
80°41'24"W.
(3525) (4) That area contiguous to Albergottie Creek,
situated within the boundaries of the area described in
paragraph (a)(1) of this section, beginning at a point on
160 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
the southern shoreline of the MCAS at 32°27'07"N.,
80°42'28"W., thence continuing in a northerly direction
along the shoreline, up to the shoreline adjacent to Kimes
Avenue and back down the opposite shoreline in a southerly
direction to a point at 32°27'03"N., 80°42'57"W., thence
turning in an easterly direction and returning back to the
starting point at 32°27'07"N., 80°42'28"W.
(3526) (5) That area contiguous to Salt Creek, situated within
the boundaries of the area described in paragraph (a)(1) of
this section, beginning at a point on the southern shoreline
of the MCAS and the edge of Salt Creek at 32°27'07"N.,
80°43'26"W., thence continuing in a northerly direction
along the shoreline of the MCAS and continuing on to
its intersection again with Salt Creek and adjacent to
U.S. Highway 21, thence turning and continuing along
the shoreline of Salt Creek in an easterly direction and
returning back to the starting point at 32°27'07"N.,
80°43'26"W.
(3527) (6) That section of the Atlantic Intracoastal Waterway
(AIWW), beginning at the conuence of the AIWW and
Albergottie Creek, being that point on the west side
of the AIWW navigational channel at 32°27'25"N.,
80°41'16"W., thence continuing in a northerly direction
along the western channel edge of the AIWW to
(3528) 32°27'32"N., 80°41'20"W., thence to
(3529) 32°27'36"N., 80°41'20"W., thence to
(3530) 32°27'39"N., 80°41'20"W., thence to
(3531) 32°27'50"N., 80°41'24"W., thence to
(3532) 32°28'12"N., 80°41'27"W., thence to
(3533) 32°28'15"N., 80°41'27"W., thence to
(3534) 32°28'30"N., 80°41'31"W., thence to
(3535) 32°28'40"N., 80°41'31"W., thence to
(3536) 32°28'44"N., 80°41'27"W., thence to
(3537) 32°28'55"N., 80°41'31"W., thence to
(3538) 32°29'34"N., 80°41'24"W., thence to
(3539) 32°29'38"N., 80°41'16"W., thence crossing the
AIWW channel in a southeasterly direction to a point on
the east side of the AIWW and the marsh edge of bank,
at 32°29'34"N., 80°41'13"W., thence southward along
the edge of the AIWW and the waterward marsh edge of
Ladies Island to a point on the west shoreline of Pleasant
Point Peninsular, at 32°27'28"N., 80°41'13"W., thence
back across the AIWW navigational channel to the point
of beginning, at 32°27'25"N., 80°41'16"W.
(3540) (7) That portion of Mulligan Creek, beginning
at its northern mouth and conuence with McCalleys
Creek, at 32°30'28"N., 80°41'34"W., thence proceeding
in a westerly direction along the northern shoreline of
Mulligan Creek to its intersection with Perryclear Drive
bridge crossing, at 32°30'18"N., 80°42'00"W., thence
back down the southern shoreline to its starting point at
McCalleys Creek, at 32°30'28"N., 80°41'34"W.
(3541) (8) That portion of Mulligan Creek, beginning at
the Perryclear Drive bridge crossing, at 32°30'18"N.,
80°42'00"W., thence proceeding in a southwesterly
direction along the northern shoreline of Mulligan
Creek to the terminus of its western tributary, thence
back down its southern shoreline to the terminus of its
eastern terminus located at the northern end on the MCAS
runway, at 32°29'42"N., 80°42'25"W., thence back down
the southern shoreline to its starting point at Perryclear
Drive bridge crossing, at 32°30'18"N., 80°42'00"W.
(3542) (9) (Laurel Bay Military Family Housing Area, Broad
River). That section of the Broad River, beginning on the
western shoreline of Laurel Bay Military Family Housing
Area boundary line, at 32°26'56"N., 80°48'10"W., thence
proceeding in a northerly direction along the shoreline to
the housing area northern boundary line at 32°28'15"N.,
80°48'36"W., thence proceeding a distance of 500 feet
into the Broad River, at 32°28'15"N., 80°48'39"W., thence
proceeding in a southerly direction and maintaining a
distance of 500 feet from the shoreline to 32°26'56"N.,
80°48'18"W., thence back towards the shoreline to the
point of beginning at 32°26'56"N., 80°48'10"W.
(3543) (10) (Danger Zone). That portion of Mulligan
Creek located adjacent to the MCAS ring range and
the restricted area described in paragraph (a)(2) of this
section, beginning at a point on the western shoreline
of Mulligan Creek at 32°29'16"N., 80°42'14"W., thence
northeasterly across Mulligan Creek to the opposite
shoreline at 32°29'24"N., 80°41'52"W., thence continuing
in a southeasterly direction to an upland island bordering
the northern shoreline of Mulligan Creek at 32°29'09"N.,
80°41'49"W., thence turning in a southwesterly direction
and crossing Mulligan Creek to a point on the eastern
shoreline of the MCAS at 32°29'06"N., 80°42'07"W.,
thence continuing along the eastern shoreline of the
MCAS to its starting point at 32°29'16"N., 80°42'14"W.
(3544) (b) The regulation: (1) Unauthorized personnel,
vessels and other watercraft shall not enter the restricted
areas described in paragraphs (a)(2), (a)(3), (a)(4), (a)(5)
and (a)(8) of this section at any time.
(3545) (2) The public shall have unrestricted access and use
of the waters described in paragraph (a)(6) of this section
whenever the MCAS is in Force Protection Condition
Normal, Alpha or Bravo. Whenever the facility is in
Force Protection Condition Charlie or Delta, personnel,
vessels and other watercraft entering the restricted area
described in paragraph (a)(6) of this section shall proceed
at normal speed and shall under no circumstances anchor,
sh, loiter or photograph in any way until clear of the
restricted area.
(3546) (3) The public shall have unrestricted access and
use of the waters described in paragraphs (a)(1), (a)
(7), and (a)(9) of this section whenever the MCAS is
in Force Protection Condition Normal Alpha or Bravo.
Whenever the facility is in Force Protection Condition
Charlie or Delta, personnel, vessels and other watercraft
are prohibited from entering the waters described in
paragraphs (a)(1), (a)(7), and (a)(9) of this section,
unless they rst obtain an escort or other approval from
the Commander, MCAS, Beaufort, South Carolina.
(3547) (4) Unauthorized personnel, vessels and other
watercraft shall not enter the danger zone described in
paragraph (a)(10) of this section at any time.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 161
(3548) (5) All restricted areas and danger zones will be
marked with suitable warning signs.
(3549) (6) It is understood that none of the restrictions
herein will apply to properly marked Federal vessels
performing ofcial duties.
(3550) (7) It is further understood that unauthorized
personnel will not take photographs from within the
above described restricted areas.
(3551) (c) Enforcement: The regulation in this section,
promulgated by the United States Army Corps of
Engineers, shall be enforced by the Commanding Ofcer,
MCAS Beaufort, or persons or agencies as he/she may
authorize including any Federal Agency, State, Local or
County Law Enforcement agency, or Private Security
Firm in the employment of the facility, so long as the
entity undertaking to enforce this Restricted Area has the
legal authority to do so under the appropriate Federal,
State or local laws.
(3552)
§334.480 Archers Creek, Ribbon Creek, and Broad
River; U.S. Marine Corps Recruit Depot, Parris Island,
South Carolina; danger zones.
(3553) (a) The areas. (1) The danger zone on Archers Creek
(between the Broad River and Beaufort River), Ribbon
Creek, and the Broad River shall encompass all navigable
waters of the United States, as dened at 33 CFR part
329, adjacent to the existing rie range. This area is
bounded by a line connecting the following coordinates:
Commencing from the shoreline at the southernmost
portion of the area, at
(3554) 32°19'59"N., 80°42'54"W., thence to a point at
(3555) 32°20'05"N., 80°43'16"W., thence to a point at
(3556) 32°21'40"N., 80°44'54"W., thence to a point at
(3557) 32°22'20"N., 80°43'52"W., thence to a point on the
shoreline at
(3558) 32°21'34"N., 80°42'48"W., thence follow the mean
high water line southwesterly around Horse Island
approximately 2.3 nautical miles to a point at
(3559) 32°21'22"N., 80°42'30"W., thence to a point on the
shoreline at
(3560) 32°20'56"N., 80°41'50"W., thence follow the mean
high water line southwesterly approximately 2.2 nautical
miles to terminate at the southernmost portion of the area
(the starting point).
(3561) (2) The danger zone on the Broad River shall
encompass all navigable waters of the United States,
as dened at 33 CFR part 329, adjacent to the existing
pistol range. This area is bounded by a line connecting the
following coordinates: Commencing from the shoreline
at the easternmost portion of the area, at
(3562) 32°19'36"N., 80°42'34"W., thence to a point at
(3563) 32°19'23"N., 80°42'50"W., thence to a point at
(3564) 32°19'06"N., 80°43'31"W., thence to a point at
(3565) 32°19'28"N., 80°43'54"W., thence to a point at
(3566) 32°19'59"N., 80°43'28"W., thence to a point on the
shoreline at
(3567) 32°20'10"N., 80°43'10"W., and thence follow the
mean high water line southeasterly approximately 0.75
nautical miles to terminate at the easternmost portion of
the area (the starting point)
(3568) (b) The regulations. (1) All persons, vessels, or
other watercraft are prohibited from entering, transiting,
anchoring, or drifting within the danger zones described
in paragraph (a) of this section when the adjacent rie or
pistol ranges on U.S. Marine Corps Recruit Depot Parris
Island are in use.
(3569) (2) Firing over these ranges will normally take place
between the hours of 6 a.m. and 5 p.m., Monday through
Friday, and from 6 a.m. to 12 p.m. on Saturday, National
holidays excepted, and at other times as designated and
properly published by the Commanding General, U.S.
Marine Corps Recruit Depot Parris Island.
(3570) (3) Warning signs indicating the periods when the
rie range is in use will be posted by the entrances to
Archers Creek and Ribbon Creek. In addition, warning
signs will be placed along the shoreline on the Broad
River near the upstream and downstream boundaries of
both the rie range and the pistol range.
(3571) (4) Warning ags shall be own from the top of the
lookout tower and on the rie range and pistol range during
actual ring. In addition, a sentry lookout will be on duty
during actual ring and a patrol boat will be accessible
for clearing the area and warning all approaching vessels
of the danger zone and the schedule of ring.
(3572) (5) During storms or similar emergencies these areas
shall be opened to vessels to reach safety without undue
delay for the preservation of life and property.
(3573) (c) Enforcement. The regulations in this section shall
be enforced by the Commanding General, U.S. Marine
Corps Recruit Depot Parris Island and/ or such persons
or agencies as he/she may designate.
(3574)
§334.490 Atlantic Ocean off Georgia Coast; air-to-
air and air-to-water gunnery and bombing ranges
for fighter and bombardment aircraft, United States
Air Force.
(3575) (a) The danger zones–(1) For ghter aircraft. An
area approximately 30 miles offshore between Wassaw
Sound and Brunswick, Georgia, described as follows:
Beginning at
(3576) 31°55'30", 80°24'00"; thence 090° true to longitude
80°16'00"; thence southwesterly to
(3577) 31°10'00", 80°43'00"; thence 270° to longitude
80°51'00"; and then northeasterly to the point of
beginning.
(3578) (2) For bombardment aircraft. An area approximately
70 miles off shore between Savannah Beach and
Brunswick, Georgia, described as follows: Beginning at
(3579) 32°00'00", 79°43'00"; thence 090° true to longitude
79°07'00"; thence southwesterly to
(3580) 31°10'00", 79°24'00"; thence 270° true to longitude
80°00'00"; and thence northeasterly to the point of
beginning.
162 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(3581) (b) The regulations. (1) The danger zones shall
be open to navigation except when aerial gunnery or
bombing practice is being conducted.
(3582) (2) Prior to conducting each practice, the entire area
will be patrolled by aircraft to warn any persons and
watercraft found in the vicinity that such practice is about
to take place. The warning will be by “buzzing,” (i.e.,
by ying low over the person or watercraft.) Any person
or watercraft shall, upon being so warned, immediately
leave the area designated and shall remain outside the
area until practice has ceased.
(3583) (3) The regulations in this section shall be enforced
by the Commanding Ofcer, 2d Bombardment Wing,
Hunter Air Force Base, Savannah, Georgia, and such
agencies as he may designate.
(3584)
§334.500 St. Johns River, Atlantic Ocean, Sherman
Creek; restricted areas and danger zone, Naval Sta
-
tion Mayport, Florida.
(3585) (a) The areas. (1) The St. Johns River restricted
area and the Atlantic Ocean restricted area described in
paragraphs (a)(2) and (a)(3) of this section, respectively,
are contiguous but each area is described separately for
clarication.
(3586) (2) St. Johns River restricted area. This restricted area
shall encompass all navigable waters of the United States,
as dened at 33 CFR 329, within the area bounded by a
line connecting the following coordinates: Commencing
from the shoreline at
(3587) 30°23'52.97"N., 81°25'36.51"W.; thence to
(3588) 30°23'56.71"N., 81°25'36.51"W.; then the line
meanders irregularly, follow the shoreline at a distance
of 380 feet seaward from the mean high water line to a
point at
(3589) 30°23'54.20"N., 81°24'14.11"W., thence proceed
directly to
(3590) 30°23'46.33"N., 81°24'03.73"W., then the line
meanders irregularly, follow the shoreline at a distance
of 380 feet seaward from the mean high water line to a
point at
(3591) 30°23'53.08"N., 81°23'34.00"W., thence follow the
arc of a circle with a radius of 466 feet, centered at
(3592) 30°23'48.52"N., 81°23'33.30"W., to a point on the
jetty at
(3593) 30°23'50.06"N., 81°23'28.26"W.
(3594) (3) Atlantic Ocean restricted area. From the last
point identied in paragraph (a)(2) of this section,
(3595) 30°23'50.06"N., 81°23'28.26"W., proceed to a point
at
(3596) 30°23'49.12"N., 81°23'28.10"W., then the line
meanders irregularly, follow the shoreline at a distance
of 380 feet seaward from the mean high water line to a
point at
(3597) 30°22'54.37"N., 81°23'44.09"W., thence proceed
directly to shore to terminate at
(3598) 30°22'54.46"N., 81°23'48.44"W.
(3599) (4) Sherman Creek restricted area. This restricted
area shall encompass all navigable waters of the United
States, as dened at 33 CFR part 329, to include Sherman
Creek, its tributaries and associated tidal marshes located
within the NAVSTA Mayport area boundaries described
in this section. The restricted area is completely encircled
by roadways and is bordered on the south by Wonderwood
Expressway, on the west by SR A1A, on the north by
Perimeter Road, and on the east by Mayport Road.
(3600) (5) Danger zone. The danger zone shall encompass
all navigable waters of the United States, as dened at
33 CFR part 329, within the area bounded by a line
connecting the following coordinates: Commencing
from the shoreline at
(3601) 30°24'00.31"N., 81°25'06.02"W.; thence to
(3602) 30°24'11.16"N., 81°25'03.90"W.; thence to
(3603) 30°24'00.62"N., 81°24'10.13"W.; thence to a point
on the shoreline riprap at
(3604) 30°23'41.26"N., 81°24'08.82"W.
(3605) (b) The regulations–(1) St. Johns River restricted
area. All persons, vessels, or other craft are prohibited
from entering, transiting, drifting, dredging, or anchoring
within the area described in paragraph (a)(2) of this section
without the permission of the Commanding Ofcer,
NAVSTA Mayport or his/her authorized representative.
This restriction will be in place 24 hours a day, seven
days a week. Warning signs notifying individuals of
the restricted area boundary and prohibiting entry into
the area will be posted at 500-foot intervals along the
property boundary.
(3606) (2) Atlantic Ocean restricted area. All persons,
vessels, or other craft are prohibited from entering,
transiting, drifting, dredging, or anchoring within the
area described in paragraph (a)(3) of this section without
the permission of the Commanding Ofcer, NAVSTA
Mayport or his/her authorized representative. This
restriction will be in place 24 hours a day, seven days a
week. Warning signs notifying individuals of the restricted
area boundary and prohibiting entry into the area will be
posted at 500-foot intervals along the property boundary.
(3607) (3) Sherman Creek restricted area. All persons,
vessels, or other craft are prohibited from entering,
transiting, drifting, dredging, or anchoring within
the area described in paragraph (a)(4) of this section
without the permission of the Commanding Ofcer,
NAVSTA Mayport or his/her authorized representative.
This restriction will be in place 24 hours a day, seven
days a week. Warning signs notifying individuals of the
restricted area boundary and prohibiting entry into the
area will be posted at 500-foot intervals along the property
boundary where practicable (e.g., not in the wetlands). In
addition, a oating Small Craft Intrusion Barrier will be
placed across Sherman Creek just east of the A1A bridge
and another will be placed across tributaries to Sherman
Creek just north of the Wonderwood Expressway.
(3608) (4) Danger zone. During periods of munitions
movement at wharves Bravo and Charlie, no person or
vessel shall be allowed to remain within the 1,250-foot
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 163
Explosive Safety Quantity-Distance arcs generated by
the activity. NAVSTA Mayport will not announce or
publish notication prior to enforcing this regulation
due to the unacceptable security threat posed by advance
public notice of military munitions movements.
(3609) (c) Enforcement. The regulations in this section
shall be enforced by the Commanding Ofcer, NAVSTA
Mayport and/or such persons or agencies as he/she may
designate. Military vessels will patrol the areas identied
in this section 24 hours a day, 7 days a week. Any person
or vessel encroaching within the areas identied in this
section will be asked to immediately leave the area.
Failure to do so will result in the forceful removal of the
person or vessel from the area in question.
(3610)
§334.505 St. Johns River, U.S. Coast Guard Station
Mayport, Sector Jacksonville, Florida; restricted
area.
(3611) (a) The area. The restricted area encompasses
all navigable waters of the United States as dened at
33 CFR part 329, within the area bounded by a line
connecting the following coordinates: Commencing
from the shoreline at
(3612) 30°23.315366′N, 081°26.056735′W; thence directly
to
(3613) 30°23.325775′N, 081°26.071548′W; thence directly
to
(3614) 30°23.266063′N, 081°26.132775′W; thence to
(3615) 30°23.215082′N, 081°26.1287404′W; thence
proceed directly to a point on the shoreline at
(3616) 30°23.204522′N, 081°26.111753′W thence
following the mean high water line to the point of
beginning. The datum for these coordinates is WGS84.
(3617) (b) The regulation. (1) The restricted area described
in paragraph (a) of this section is only open to U.S.
Government vessels. U.S. Government vessels include,
but are not limited to, U.S. Coast Guard, U.S. Coast
Guard Auxiliary, Department of Defense, National
Oceanic and Atmospheric Administration, state and
local law enforcement, emergency services and vessels
under contract with the U.S. Government. Warning signs
notifying individuals of the restricted area boundary and
prohibiting all unauthorized entry into the area will be
posted along the property boundary.
(3618) (2) All persons, vessels and other craft are prohibited
from entering, transiting, drifting, dredging or anchoring
within the restricted area described in paragraph (a) of
this section without prior approval from the Commanding
Ofcer, U.S. Coast Guard Station Mayport or his/her
designated representative.
(3619) (3) Fishing, trawling, net-shing and other aquatic
activities are prohibited in the restricted area without
prior approval from the Commanding Ofcer, U.S.
Coast Guard Station Mayport or his/her designated
representative.
(3620) (4) The restrictions described in paragraph (b) of this
section are in effect 24 hours a day, 7 days a week.
(3621) (c) Enforcement. The regulations in this section shall
be enforced by the Commanding Ofcer, U.S. Coast
Guard Station Mayport and/or such persons or agencies
as he/she may designate.
(3622)
§334.510 U.S. Navy Fuel Depot Pier, St. Johns River,
Jacksonville, Fla.; restricted area.
(3623) (a) The area is described as:
(3624) (1) A line running at 238.5° true and paralleling the
pier at 100 feet is extended from the eastern edge of the
mooring platform No. 59 to the western edge of platform
No. 65. From these points the boundaries are extended to
the shoreline along lines running at 328.5°.
(3625) (2) The easterly waterward coordinate being:
(3626) 30°23'58.0"N., 81°37'15.0"W.
(3627) (3) The westerly waterward coordinate being:
(3628) 30°23'53.0"N., 81°37'24.4"W.
(3629) (b) The regulations. (1) The use of waters as
previously described by private and/or commercial
oating craft or persons is prohibited with the exception of
vessels or persons that have been specically authorized
to do so by the Ofcer in Charge of the Navy Fuel Depot.
(3630) (2) This regulation shall be enforced by the Ofcer
in Charge, U.S. Navy Fuel Depot, Jacksonville, Florida,
and such agencies as the ofcer in charge may designate.
(3631)
§334.515 Blount Island Command and Marine
Corps Support Facility - Blount Island; Jacksonville,
Florida restricted areas.
(3632) (a) The areas. (1) The restricted areas shall
encompass all navigable waters of the United States, as
dened at 33 CFR 329, contiguous to the area identied
as Blount Island Command and Marine Corps Support
Facility-Blount Island (MCSF-BI). The three areas are
contiguous but each area is described separately below
for clarication.
(3633) (2) Area 1. Commencing from the shoreline at the
northwest portion of the facility, at 30°24'46.10"N.,
81°32'19.01"W., thence proceed 200 yards in
a northwesterly direction to 30°24'49.84"N.,
81°32'23.12"W. From this point the line meanders
irregularly, following the shoreline at a distance of
200 yards from the mean high water line to a point
30°23'36.75"N., 81°30'26.42"W., thence southwesterly
to a point at 30°23'34.44"N., 81°30'28.80"W., thence
west southwesterly to a point at 30°23'33.68"N.,
81°30'32.61"W.
(3634) (3) Area 2. This includes all waters within the area
generally identied as the U.S. Marine Corps Slipway
but which is also known as the Back River area and
the waters out to a distance of 100 yards from the
entranceway. From the last point identied in paragraph
(a)(2) of this section, 30°23'33.68"N., 81°30'32.61"W.,
proceed west southwesterly to a point at 30°23'30.93"N.,
81°30'57.14"W.
(3635) (4) Area 3. From the last point identied in paragraph
(a)(3) of this section, 30°23'30.93"N., 81°30'57.14"W.,
164 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
the line meanders irregularly in a westerly direction,
following the shoreline at a distance of 100 yards from
the mean high water line to a point at 30°23'26.34"N.,
81°31'49.73"W., thence proceed north to terminate at a
point on the shoreline at 30°23'29.34"N., 81°31'49.79"W.
(3636) (b) The regulations. (1) With the exception of local,
State and federal law enforcement entities, all persons,
vessels, and other craft are prohibited from entering,
transiting, anchoring, or drifting within the areas described
in paragraph (a) of this section for any reason without the
permission of the Commanding Ofcer, Marine Corps
Support Facility-Blount Island, Jacksonville, Florida, or
his/her authorized representative.
(3637) (2) The restriction noted in paragraph (b)(1) of this
section is in effect 24 hours a day, 7 days a week.
(3638) (3) Warning signs will be posted near the MCSF-
BI shoreline advising boaters of the restrictions in this
section.
(3639) (c) Enforcement. (1) The regulations in this section
shall be enforced by the Commanding Ofcer, Marine
Corps Support Facility-Blount Island, Jacksonville,
Florida, and/or such persons or agencies as he/she may
designate.
(3640) (2) Enforcement of the regulations in this section
will be accomplished utilizing the Department of Defense
Force Protection Condition (FPCON) System. From the
lowest security level to the highest, Force Protection
Conditions levels are titled Normal, Alpha, Bravo,
Charlie and Delta. The regulations in this section will be
enforced as noted in paragraph (b) of this section, or at
the discretion of the Commanding Ofcer.
(3641)
§334.520 Lake George, Fla.; naval bombing area.
(3642) (a) The danger zone. An area in the eastern part of
Lake George described as follows: Beginning at
(3643) 29°13'16", 81°34'28"; thence along a line parallel to
the navigation channel to
(3644) 29°20'05", 81°36'15"; thence along a line about
three-fths mile southerly from the Putnam-Volusia
County line to
(3645) 29°20'19", 81°35'12"; thence to
(3646) 29°18'36", 81°33'53"; thence to
(3647) 29°13'22", 81°32'38"; and thence to the point
of beginning. The area will be marked by appropriate
warnings signs at the ve corners and at the midpoint of
the longer side.
(3648) (b) The regulations. (1) Bombing operations will
be conned, as nearly as practicable, to the north-south
center line of the danger zone, keeping well clear of the
navigation channel.
(3649) (2) Prior to each bombing operation the danger zone
will be patrolled by naval aircraft which will warn all
persons and vessels to leave the area by “zooming” a safe
distance to the side and at least 500 feet above the surface.
Upon being so warned, such persons and vessels shall
leave the danger zone immediately and shall not re-enter
the danger zone until bombing operations have ceased.
(3650) (3) At intervals of not more than three months,
public notices will be issued that bombing operations
are continuing. Such notices will appear in the local
newspaper and in “Notice to Mariners.”
(3651) (4) The regulations in this section shall not deny
passage through Lake George by regular cargo-carrying
vessels proceeding along established lanes for such
vessels. When any such vessel is within the danger zone
the ofcer in charge of the bombing operations will cause
the cessation or postponement of such operations until the
vessel has cleared the area. The vessel shall proceed on
its normal course and shall not delay its progress.
(3652) (5) The regulations in this section shall be enforced
by the Commander, Naval Air Bases, Sixth Naval
District, Naval Air Station, Jacksonville, Florida, and
such agencies as he may designate.
(3653)
§334.525 Atlantic Ocean off John F. Kennedy Space
Center, FL; Restricted Area.
(3654) (a) The area. The restricted area shall encompass
all navigable waters of the United States, as dened at
33 CFR 329, contiguous to the area offshore of the John
F. Kennedy Space Center (KSC), Florida. The area is
bounded by a line connecting the following coordinates:
Commencing from the shoreline at the southwest portion
of the area, at 28°35'00.5"N., 80°34'26.9"W., thence
directly to 28°35'43.0"N., 80°32'56.3"W., thence follow
the mean high water line northerly at a distance of 1.5
nautical miles to a point at 28°43'34.0"N., 80°39'05.6"W.,
thence proceed westerly to terminate at a point on the
shoreline at 28°43'34.0"N., 80°41'11.3"W.
(3655) (b) The regulation. (1) The area described in
paragraph (a) of this section will be closed when it is
deemed necessary by the Director, KSC or his/her
designee during launch operations or to address any
perceived threat to the facilities. With the exception of
local, State, and Federal law enforcement entities, all
persons, vessels, and other craft are prohibited from
entering, transiting, anchoring, or drifting within the
restricted area when it is closed, unless they have the
permission of the Director, KSC or his/her designee.
(3656) (2) Due to the nature of this restricted area, closures
may occur with little advance notice. Closure of the area
shall be noticed by warning statements displayed on the
electronic marquee signs located at the gates of the KSC
and on an electronic marquee sign located on the north
side of the Port Canaveral ship channel between the
Trident and Poseidon wharfs during the duration of the
closure. If time permits, additional information will be
published in area newspapers and announced on marine
radio broadcast.
(3657) (c) Enforcement. The regulations in this section shall
be enforced by the Director, KSC and/or such persons or
agencies as he/she may designate.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 165
(3658)
§334.530 Canaveral Harbor adjacent to the Navy
pier at Port Canaveral, FL.; restricted area.
(3659) (a) The area. The waters of Canaveral Harbor within
a line circumscribing the water approaches to the Navy
pier along the northeasterly edge of the Canaveral Harbor
turning basin at a distance of 200 feet from all portions of
the pier including the dolphins 200 feet off the northwest
end and 75 feet off the southeast end of the pier.
(3660) (b) The regulations. (1) All unauthorized vessels and
personnel are prohibited from the area during specied
periods.
(3661) (2) The area will be closed when a red square ag
(bravo), and depending on the status of the hazardous
operation, either an amber or red beacon, steady burning
or rotating, day or night, when displayed from any of the
three berths along the wharf.
(3662) (3) Lighted signs indicating the restricted area will
be placed on the pier and adjacent thereto.
(3663) (4) The regulations in this section shall be enforced
by the Commanding Ofcer, U.S. Naval Ordnance Test
Unit, AFMTC, Patrick Air Force Base, Florida.
(3664)
§334.540 Banana River at the Eastern Range, 45th
Space Wing, Cape Canaveral Air Force Station, FL;
Restricted Area.
(3665) (a) The area. The restricted area shall encompass
all navigable waters of the United States, as dened at
33 CFR part 329, within the Banana River contiguous
to the area offshore of Cape Canaveral Air Force Station,
Florida. The area is bounded by a line connecting the
following coordinates: Commencing from the shoreline
at the southeast portion of the area, at approximately
(3666) 28°25.17'N., 80°36.24'W.; thence directly to
(3667) 28°25.18'N., 80°36.65'W.; thence directly to
(3668) 28°25.25'N., 80°36.66'W.; thence directly to
(3669) 28°25.22'N., 80°38.36'W.; thence directly to
(3670) 28°26.23'N., 80°38.25'W.; thence directly to
(3671) 28°26.23'N., 80°38.47'W.; thence to reach the south
side of the Kennedy Space Center NASA Causeway East
Roadway at approximately 28°30.74'N., 80°36.63'W.
(3672) (b) The regulation. (1) The area described in
paragraph (a) of this section will be closed when it is
deemed necessary by the Commander, 45th Space Wing
or his/her designee to address any perceived threat to the
local area. With the exception of local, State, and Federal
law enforcement entities, all persons, vessels, and other
craft are prohibited from entering, transiting, anchoring,
or drifting within the restricted area when it is closed
without the permission of the Commander, 45th Space
Wing or his/her designee.
(3673) (2) Due to the nature of this restricted area, closures
may occur with very little advance notice. Closure of
the area shall be noticed by the display of a red beacon
located at the southern entrance to Cape Canaveral Air
Force Station. Information will be provided via marine
radio broadcast during the duration of the area closure.
(3674) (c) Enforcement. The regulations in this section shall
be enforced by the Commander, 45th Space Wing, Patrick
Air Force Base, Florida and/or such persons or agencies
as he/she may designate.
(3675)
§334.550 [Removed]
(3676)
§334.560 Banana River at Patrick Air Force Base,
Fla., restricted area.
(3677) (a) The area. The waters within an area beginning at
a point located at
(3678) 28°16'19"N., 80°36'28"W.; proceed west to
(3679) 28°16'19"N., 80°36'35"W.; thence, southwesterly to
(3680) 28°14'34"N., 80°37'08"W.; thence, southerly to
(3681) 28°12'44"N., 80°37'18"W.; thence, east to
(3682) 28°12'44"N., 80°37'11"W.
(3683) This encompasses an area reaching from the northern
extent described to the southern extent described and
extending from the mean high water line waterward a
minimum distance of approximately 600 feet.
(3684) (b) The regulations. (1) All unauthorized persons
and watercraft shall stay clear of the area at all times.
(3685) (2) The regulations in this section shall be enforced
by the Commander, 45th Space Wing, Patrick Air Force
Base, Florida, and such agencies as he/she may designate.
(3686)
§334.570 Banana River near Orsino, FL; restricted
area.
(3687) (a) The area. That part of Banana River N of
the NASA Banana River Causeway near Orsino and
extending above the head of said river to the N and
westerly to Kennedy Parkway North.
(3688) (b) The regulations. (1) All unauthorized craft and
personnel shall stay clear of the area at all times.
(3689) (2) The regulations in this section shall be enforced
by the Director, John F. Kennedy Space Center, NASA,
Cocoa Beach, Fla.
(3690)
§334.580 Atlantic Ocean near Port Everglades, Fla.;
naval restricted area.
(3691) (a) The area. Beginning at a point at
(3692) 26°05'30"N., 80°03'30"W.; proceed west to
(3693) 26°05'30"N., 80°06'30"W.; thence, southerly to
(3694) 26°03'00"N., 80°06'42"W., thence, east to
(3695) 26°03'00"N., 80°05'44"W.; thence, south to
(3696) 26°01'36"N., 80°05'44"W.; thence, east to
(3697) 26°01'36"N., 80°03'30"W.; thence, north to the point
of beginning.
(3698) (b) The regulations. (1) Anchoring, trawling,
dredging, or attaching any object to the submerged sea
bottom shall be prohibited in the above described area.
(3699) (2) The regulations of this section shall be enforced
by the Facility Director, Naval Surface Warfare Center,
Detachment Dania, Florida, and such agencies as he/she
may designate.
166 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(3700)
§334.590 Atlantic Ocean off Cape Canaveral, Fla.;
Air Force Missile Testing Area, Patrick Air Force
Base, FL.
(3701) (a) The danger zone. An area in the Atlantic Ocean
immediately offshore from Cape Canaveral dened by
a line 3 nautical miles from shore, said area terminating
in the north at a line on a bearing of 070° from a point
on shore at approximate latitude 28°35' north and in the
south at a line on a bearing of 115° from a point on the
shore at approximate latitude 28°25' north.
(3702) (b) The regulations. (1) All unauthorized persons
and vessels are prohibited from operating within the
danger zone during ring periods to be specied by the
Commander, Air Force Missile Test Center, Patrick Air
Force Base.
(3703) (2) Warning signals will be used to warn persons
and vessels that the danger zone is active. These signals
will be in the form of a large red ball and a red ashing
high intensity beacon. One signal will be located on a
90-foot pole near the shoreline at the north end of the
danger zone, and one signal will be located on a 90-foot
pole near the shoreline about one-half mile north of the
south limit of the danger zone. An amber rotating beacon
and warning sign will be erected on the north side of the
Port Canaveral ship channel to indicate to vessels about
to leave the harbor that the danger zone is in use.
(3704) (3) When the signals in paragraph (b)(2) of this
section are displayed, all persons and vessels, except those
authorized personnel and patrol vessels, will immediately
leave the danger zone by the most direct route and stay
out until the signals are discontinued.
(3705) (4) The regulations in this paragraph shall be
enforced by the Commander, Air Force Missile Test
Center, Patrick Air Force Base, Fla., and such agencies
as he may designate.
(3706)
§334.595 Atlantic Ocean off Cape Canaveral; 45th
Space Wing, Cape Canaveral Air Force Station, FL;
Restricted Area.
(3707) (a) The area. The restricted area shall encompass
all navigable waters of the United States, as dened at
33 CFR part 329, contiguous to the area offshore of
Cape Canaveral Air Force Station, Florida. The area is
bounded by a line connecting the following coordinates:
Commencing from the shoreline at the northwest portion
of the area, at
(3708) 28°35.008'N., 80°34.448'W.; thence directly to
(3709) 28°35.716'N., 80°32.938'W., thence following the
mean high water line at a distance of 1.5 nautical miles
offshore proceed southerly to a point at
(3710) 28°24.187'N., 80°33.443'W., thence proceeding
(3711) 28°24.69'N., 80°35.05'W.
(3712) (b) The regulation. (1) The area described in
paragraph (a) of this section will be closed when it is
deemed necessary by the Commander, 45th Space Wing
or his/her designee to address any perceived threat to the
local area. With the exception of local, State, and Federal
law enforcement entities, all persons, vessels, and other
craft are prohibited from entering, transiting, anchoring,
or drifting within the restricted area when it is closed
without the permission of the Commander, 45th Space
Wing or his/her designee.
(3713) (2) Due to the nature of this restricted area, closures
may occur with very little advance notice. Closure of the
area shall be noticed by the display of a red ball and
red beacon from a 90-foot pole near the shoreline at
approximately
(3714) 28°35.0'N., 80°34.8'W and from a 90-foot pole near
the shoreline at approximately
(3715) 28°25.3'N., 80°35.0'W. Information will be provided
via marine radio broadcast and a warning statement
displayed on an electronic marquee sign located on the
north side of the Port Canaveral ship channel between
the Trident and Poseidon Wharf during the duration of
the area closure.
(3716) (c) Enforcement. The regulations in this section shall
be enforced by the Commander, 45th Space Wing, Patrick
Air Force Base, Florida and/or such persons or agencies
as he/she may designate.
(3717)
§334.600 Trident Basin Adjacent to Canaveral
Harbor at Cape Canaveral Air Force Station, Brevard
County, Florida Danger Zone.
(3718) (a) The Danger Zone. From the west side of the
access channel at latitude 28°24'37", longitude 80°35'35"
to the east side of the access channel at latitude 28°24'37",
longitude 80°35'26" and the entire basin.
(3719) (b) The regulations. (1) No unauthorized person
or vessel shall enter the area. The area will be used for
loading and unloading explosives. The entrance to the
basin will be marked by suitable boundary signs.
(3720) (2) The regulations will be enforced by the
Commanding Ofcer, Naval Ordnance Test Unit,
Patrick Air Force Base, Florida, or such agencies he may
designate.
(3721)
§334.605 Meloy Channel, U.S. Coast Guard Base
Miami Beach, FL; restricted area.
(3722) (a) The area. The restricted area shall encompass
all navigable waters of the United States as dened at
33 CFR part 329, within the area bounded by a line
connecting the following coordinates: Commencing
from the shoreline at
(3723) 25°46′20.07″N, 80°08′50.94″W; thence to
(3724) 25°46′22.69″N, 80°08′44.01″W; thence to
(3725) 25°46′22.02″N, 80°08′42.14″W; thence to
(3726) 25°46′12.23″N, 80°08′35.33″W; thence to
(3727) 25°46′09.13″N, 80°08′40.74″W; thence to
(3728) 25°46′11.63″N, 80°08′43.36″W; thence to
(3729) 25°46′17.22″N, 80°08′47.17″W; thence to
(3730) 25°46′17.15″N, 80°08′47.62″W; thence to
(3731) 25°46′17.63″N, 80°08′49.33″W; thence to
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 167
(3732) 25°46′18.91″N, 80°08′50.24″W; thence proceed
directly to a point on the shoreline at
(3733) 25°46′18.76″N, 80°08′50.71″W thence following
the mean high water line to the point of beginning.
(3734) (b) The regulations. (1) The restricted area described
in paragraph (a) of this section is only open to U.S.
Government vessels. U.S. Government vessels include,
but are not limited to, U.S. Coast Guard and Coast Guard
Auxiliary vessels, Department of Defense vessels, state
and local law enforcement and emergency services vessels,
and vessels under contract with the U.S. Government.
Warning signs notifying individuals of the restricted area
boundary and prohibiting all unauthorized entry into the
area will be posted along the property boundary and, as
appropriate, on the piers of the MacArthur Causeway
Bridge adjacent to the restricted area.
(3735) (2) All persons, vessels, and other craft are prohibited
from entering, transiting, drifting, dredging, or anchoring
within the restricted area described in paragraph (a)
of this section without prior approval from the Base
Commander, U.S. Coast Guard Base Miami Beach or
his/her designated representative.
(3736) (3) Fishing, trawling, net-shing, and other aquatic
activities are prohibited in the restricted area without prior
approval from the Base Commander, U.S. Coast Guard
Base Miami Beach or his/her designated representative.
(3737) (4) The restrictions described in paragraph (b) of this
section are in effect 24 hours a day, 7 days a week.
(3738) (c) Enforcement. The regulations in this section shall
be enforced by the Base Commander, U.S. Coast Guard
Base Miami Beach and/or such persons or agencies as he/
she may designate.
(3739)
§334.610 Key West Harbor, at U.S. Naval Base, Key
West, Fla.; naval restricted areas and danger zone.
(3740) (a) The areas. (1) All waters within 100 yards of the
south shoreline of the Harry S. Truman Annex, beginning
at a point on the shore at
(3741) 24°32'45.3"N., 81°47'51"W.; thence to a point 100
yards due south of the south end of Whitehead Street of
(3742) 24°32'42.3"N., 81°47'51"W.; thence extending
westerly, paralleling the southerly shoreline of the Harry
S. Truman Annex, to
(3743) 24°32'37.6"N., 81°48'32"W.; thence northerly to the
shore at
(3744) 24°32'41"N., 81°48'31"W. (Area #1).
(3745) (2) All waters within 100 yards of the westerly
shoreline of the Harry S. Truman Annex and all waters
within a portion of the Truman Annex Harbor, as dened
by a line beginning on the shore at
(3746) 24°33'00"N., 81°48'41.7"W.; thence to a point 100
yards due west at
(3747) 24°33'00"N., 81°48'45"W.; thence northerly,
paralleling the westerly shoreline of the Harry S. Truman
Annex, including a portion of the Truman Annex Harbor
entrance, to
(3748) 24°33'23"N., 81°48'37"W.; thence southeasterly to
the shore (sea wall) at
(3749) 24°33'19.3"N., 81°48'28.7"W. (Area #2).
(3750) (3) All waters within 100 yards of the U.S. Coast
Guard Station and the westerly end of Trumbo Point
Annex beginning at the shore at
(3751) 24°33'47.6"N., 81°47'55.6"W.; thence westerly to
(3752) 24°33'48"N., 81°48'00.9"W.; thence due south to
(3753) 24°33'45.8"N., 81°48'00.9"W.; thence westerly to
(3754) 24°33'47"N., 81°48'12"W.; thence northerly to
(3755) 24°34'06.2"N., 81°48'10"W.; thence easterly to a
point joining the restricted area around Fleming Key at
(3756) 24°34'03.3"N., 81°47'55"W. (Area #3).
(3757) (4) Beginning at the last point designated in area
3 at 24°34.0550'N., 81°47.9166'W.; proceed in a
northwesterly direction to a point at
(3758) 24°34.2725'N., 81°48.1304'W.; thence northeasterly
to
(3759) 24°34.3562'N., 81°48.0192'W.; thence northwesterly
direction to
(3760) 24°34.4506'N., 81°48.1444'W.; thence northwesterly
to
(3761) 24°34.5619'N., 81°48.1873'W.; thence northeasterly
to
(3762) 24°34.9084'N., 81°48.0945'W.; thence northeasterly
to
(3763) 24°34.9809'N., 81°47.9400'W.; proceed in a general
northerly direction maintaining a distance of 100 yards
from the shoreline of Fleming Key, continue around
Fleming Key to a point easterly of the southeast corner
of Fleming Key at
(3764) 24°34.0133'N., 81°47.6250'W.; thence easterly to
(3765) 24°33.9600'N., 81°47.3333'W.; thence southerly to
a point on the shore at
(3766) 24°33.9117'N., 81°47.3450'W. The Department of
the Navy plans to install buoys along that portion of the
restricted area boundary which marks the outer edge of
the explosive hazard safety distance requirements.
(3767) (5) All waters contiguous to the southwesterly
shoreline of Boca Chica Key beginning at a point on the
southwest shoreline at
(3768) 24°33'24"N., 81°42'30"W.; proceed due south 100
yards to
(3769) 24°33'20.4"N., 81°42'30"W.; thence, maintaining a
distance 100 yards from the shoreline, proceed westerly
and northerly to
(3770) 24°34'03"N., 81°42'47"W.; thence due north to a
point at the easterly end of the U.S. Highway 1 (Boca
Chica Channel) bridge at
(3771) 24°34'39"N., 81°42'47"W. (Area #5).
(3772) (6) Danger zone. All waters within an area along the
northeast side of the Naval Air Station on Boca Chica Key
dened by a line beginning at
(3773) 24°35.472'N., 81°41.824'W.; thence proceed in a
northerly direction to a point at
(3774) 24°36.289'N., 81°41.437'W.; thence proceed
westerly to a point at
168 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(3775) 24°36.392'N., 81°41.970'W.; thence to a point on
shore at
(3776) 24°35.698'N., 81°41.981'W.
(3777) (b) The regulations: (1) Entering or crossing
Restricted Areas #1 and #4 and the Danger Zone (Area
#6) described in paragraph (a) of this section, by any
person or vessel, is prohibited.
(3778) (2) Privately owned vessels, properly registered and
bearing identication in accordance with Federal and/
or State laws and regulations may transit the following
portions of restricted area #2, #3 and #5. NOTE: All
vessels entering the areas at night must display lights as
required by Federal laws and Coast Guard regulations
or, if no constant lights are required, then the vessel must
display a bright white showing all around the horizon,
(3779) (i) The channel, approximately 75 yards in width,
extending from the northwest corner of Pier D-3 of
Trumbo Point Annex, eastward beneath the Fleming Key
bridge and along the north shore of Trumbo Point Annex
(area #3).
(3780) (ii) A channel of 150 feet in width which extends
easterly from the main ship channel into Key West Bight,
the northerly edge of which channel passes 25 feet south
of the Trumbo Point Annex piers on the north side of the
Bight. While the legitimate access of privately owned
vessels to facilities of Key West Bight is unimpeded, it is
prohibited to moor, anchor, or sh within 50 feet of any
U.S. Government-owned pier or craft (area #3).
(3781) (iii) The dredged portion of Boca Chica channel
from its seaward end to a point due south of the east end
of the Boca Chica Bridge (area #5).
(3782) (iv) All of the portion of Restricted Area No. 2 that
lies between the Truman Annex Mole and the Key West
Harbor Range Channel. The transit zone extends to the
northwesterly corner of the Truman Annex Mole, thence
to the northwesterly end of the breakwater at
(3783) 24°33'21.3"N., 81°48'32.7"W.
(3784) (3) Stopping or landing by any person and/or any
vessel, other than Government-owned vessels and
specically authorized private craft in any of the restricted
areas or danger zone described in paragraph (a) of this
section is prohibited.
(3785) (4) Vessels using the restricted channel areas
described in paragraph (b)(2)(i), (ii), (iii), and (iv) of
this section shall proceed at speeds commensurate with
minimum wake.
(3786) (c) The regulations in this section shall be enforced
by the Commanding Ofcer, Naval Air Station, Key
West, Florida, and such agencies as he/she may designate.
(3787)
§334.620 Straits of Florida and Florida Bay in vicin-
ity of Key West, FL; operational training area, aerial
gunnery range, and bombing and strafing target
areas, Naval Air Station, Key West, FL.
(3788) (a) The danger zones–(1) Operational training
area. Waters of the Straits of Florida and Gulf of Mexico
southwest, west and northwest of Key West bounded
as follows: Beginning at latitude 25°45'00", longitude
82°07'00"; thence southeast to
(3789) 24°49'00", 81°55'00"; thence southwest to
(3790) 24°37'30", 82°00'30"; thence westerly to
(3791) 24°37'30", 82°06'00"; thence southerly to
(3792) 24°28'30", 82°06'00"; thence southerly to
(3793) 24°25'00", 82°06'30"; thence easterly to
(3794) 24°25'00", 81°57'00"; thence southwesterly to
(3795) 23°30'00", 82°19'00"; thence westerly to
(3796) 23°30'00", 82°46'00"; thence northwesterly to
(3797) 23°52'30", 83°11'00"; thence northerly to
(3798) 24°25'00", 83°11'00"; thence easterly to
(3799) 24°25'00", 83°08'00"; thence clockwise along the
arc of a circle with a radius of 92 miles centered at
(3800) 24°35'00", 81°41'15" to
(3801) 25°45'05", 82°23'30"; thence east to point of
beginning.
(3802) (2) Bombing and strang target areas.
(3803) (i) A circular area immediately west of Marquesas
Keys with a radius of two nautical miles having its center
at
(3804) 24°33.4'N., 82°10.9'W., not to include land area and
area within Marquesas Keys. The target located within
this area, a grounded LSIL will be used for bombing and
aircraft rocket exercises.
(3805) (ii) A circular area located directly west of Marquesas
Keys with a radius of three statute miles having its center
at
(3806) 24°35.6'N., 82°11.6'W., not to include land area
within Marquesas Keys. The targets located within
this area, pile-mounted platforms, will be used as high
altitude horizontal bombing range utilizing live ordnance
up to and including 1,800 pounds of high explosives. In
general, these explosives will be of an air-burst type,
above 1,500 feet.
(3807) (iii) A circular area located west of Marquesas Keys
with a radius of two nautical miles having its center at
(3808) 24°34'30", 82°14'00".
(3809) (b) The regulations. (1) In advance of scheduled air or
surface operations which, in the opinion of the enforcing
agency, may be dangerous to watercraft, appropriate
warnings will be issued to navigation interests through
ofcial government and civilian channels or in such other
manner as the District Engineer, Corps of Engineers,
Jacksonville, Florida, may direct. Such warnings
will specify the location, type, time, and duration of
operations, and give such other pertinent information as
may be required in the interests of safety.
(3810) (2) Watercraft shall not be prohibited from passing
through the operational training area except when the
operations being conducted are of such nature that the
exclusion of watercraft is required in the interest of safety
or for accomplishment of the mission, or is considered
important to the national security.
(3811) (3) When the warning to navigation interests states
that bombing and strang operations will take place
over the designated target areas or that other operations
hazardous to watercraft are proposed to be conducted
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 169
in a specically described portion of the overall area,
all watercraft will be excluded from the target area or
otherwise described zone of operations and no vessel
shall enter or remain therein during the period operations
are in progress.
(3812) (4) Aircraft and naval vessels conducting operations
in any part of the operational training area will exercise
caution in order not to endanger watercraft. Operations
which may be dangerous to watercraft will not be
conducted without rst ascertaining that the zone of
operations is clear. Any vessel in the zone of operations
will be warned to leave and upon being so warned the
vessel shall leave immediately.
(3813) (5) The regulations in this section shall be enforced
by the Commandant, Sixth Naval District, Charleston,
S.C., and such agencies as he may designate.
(3814)
TITLE 40–PROTECTION OF ENVIRONMENT
(3815)
Part 140–Marine Sanitation Device Standard
(3816)
§140.1 Definitions.
(3817) For the purpose of these standards the following
denitions shall apply:
(3818) (a) Sewage means human body wastes and the wastes
from toilets and other receptacles intended to receive or
retain body wastes;
(3819) (b) Discharge includes, but is not limited to, any
spilling, leaking, pumping, pouring, emitting, emptying,
or dumping;
(3820) (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;
(3821) (d) Vessel includes every description of watercraft
or other articial contrivance used, or capable of being
used, as a means of transportation on waters of the United
States;
(3822) (e) New vessel refers to any vessel on which
construction was initiated on or after January 30, 1975;
(3823) (f) Existing vessel refers to any vessel on which
construction was initiated before January 30, 1975;
(3824) (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.
(3825)
§140.2 Scope of standard.
(3826) 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 nds
that compliance would not be in the interest of national
security.
(3827)
§140.3 Standard.
(3828) (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
trafc subject to this regulation, or in rivers not capable
of navigation by interstate vessel trafc subject to this
regulation, marine sanitation devices certied 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-certied ow-through treatment
devices which have been secured so as to prevent such
discharges.
(3829) (2) In all other waters, Coast Guard-certied
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 efuent shall not have
a fecal coliform bacterial count of greater than 1,000 per
100 milliliters nor visible oating solids. Waters where a
Coast Guard-certied 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 owing waters that are navigable interstate by
vessels subject to this regulation.
(3830) (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
ve years, for new and existing vessels, respectively,
after promulgation of implementing regulations by the
Secretary of Defense under section 312(d) of the Act).
(3831) (c) Any vessel which is equipped as of the date of
promulgation of this regulation with a Coast Guard-
certied ow-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.
(3832) (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 specied in paragraph (a)(1) of this section, shall be
designed and operated to either retain, dispose of, or
discharge sewage, and shall be certied by the U.S. Coast
Guard. If the device has a discharge, the efuent shall not
have a fecal coliform bacterial count of greater than 200
170 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
per 100 milliliters, nor suspended solids greater than 150
mg/1.
(3833) (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 certied 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.
(3834) (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,
certied 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.
(3835) (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
certication pursuant to section 312(g)(2) of the Act.
(3836)
§140.4 Complete prohibition.
(3837) (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
afrmative determination pursuant to section 312(f)(3)
of the Act. Upon receipt of an application under section
312(f)(3) of the Act, the Administrator will determine
within 90 days whether adequate facilities for the safe and
sanitary removal and treatment of sewage from all vessels
using such waters are reasonably available. Applications
made by States pursuant to section 312(f)(3) of the Act
shall include:
(3838) (1) A certication that the protection and enhancement
of the waters described in the petition require greater
environmental protection than the applicable Federal
standard;
(3839) (2) A map showing the location of commercial and
recreational pump-out facilities;
(3840) (3) A description of the location of pump-out
facilities within waters designated for no discharge;
(3841) (4) The general schedule of operating hours of the
pump-out facilities;
(3842) (5) The draught requirements on vessels that may be
excluded because of insufcient water depth adjacent to
the facility;
(3843) (6) Information indicating that treatment of wastes
from such pump-out facilities is in conformance with
Federal law; and
(3844) (7) Information on vessel population and vessel
usage of the subject waters.
(3845) (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 specied 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
identication of water recreational areas, drinking water
intakes, aquatic sanctuaries, identiable sh-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 nding 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 nding,
and shall deny the application. If the Administrator makes
a nding 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 ndings
together with a notice of proposed rule making, and then
shall proceed in accordance with 5 U.S.C. 553. If the
Administrator's nding 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 nding differs
in scope from that requested in the State's application.
(3846) (1) For the following waters the discharge from a
vessel of any sewage (whether treated or not) is completely
prohibited pursuant to CWA section 312(f)(4)(A):
(3847) (i) Boundary Waters Canoe Area, formerly
designated as the Superior, Little Indian Sioux, and
Caribou Roadless Areas, in the Superior National Forest,
Minnesota, as described in 16 U.S.C. 577–577d1.
(3848) (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/.
(3849) (2)(i) For the marine waters of the State of California,
the following vessels are completely prohibited from
discharging any sewage (whether treated or not):
(3850) (A) A large passenger vessel;
(3851) (B) A large oceangoing vessel equipped with a
holding tank which has not fully used the holding tank's
capacity, or which contains more than de minimis amounts
of sewage generated while the vessel was outside of the
marine waters of the State of California.
(3852) (ii) For purposes of paragraph (b)(2) of this section:
(3853) (A) “Marine waters of the State of California”
means the territorial sea measured from the baseline as
determined in accordance with the Convention on the
Territorial Sea and the Contiguous Zone and extending
seaward a distance of three miles, and all enclosed
bays and estuaries subject to tidal inuences from the
Oregon border (41.999325 North Latitude, 124.212110
West Longitude, decimal degrees, NAD 1983) to the
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 171
Mexican border (32.471231 North Latitude, 117.137814
West Longitude, decimal degrees, NAD 1983). A map
illustrating these waters can be obtained from EPA
or viewed at http://www.epa.gov/region9/water/no-
discharge/overview.html.
(3854) (B) A “large passenger vessel” means a passenger
vessel, as dened in section 2101(22) of title 46, United
States Code, of 300 gross tons or more, as measured under
the International Convention on Tonnage Measurement
of Ships, 1969, measurement system in 46 U.S.C. 14302,
or the regulatory measurement system of 46 U.S.C. 14502
for vessels not measured under 46 U.S.C. 14302, that has
berths or overnight accommodations for passengers.
(3855) (C) A “large oceangoing vessel” means a private,
commercial, government, or military vessel of 300
gross tons or more, as measured under the International
Convention on Tonnage Measurement of Ships, 1969,
measurement system in 46 U.S.C. 14302, or the
regulatory measurement system of 46 U.S.C. 14502 for
vessels not measured under 46 U.S.C.14302, that is not
a large passenger vessel.
(3856) (D) A “holding tank” means a tank specically
designed, constructed, and tted for the retention of
treated or untreated sewage, that has been designated and
approved by the ship's ag Administration on the ship's
stability plan; a designated ballast tank is not a holding
tank for this purpose.
(3857) (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:
(3858) (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 inow;
(3859) (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 ows in million gallons per day
(MGD) or the metric equivalent;
(3860) (iii) Include a map, either a USGS topographic
quadrant map or a NOAA nautical chart, as applicable,
clearly marking by latitude and longitude the waters or
portions thereof to be designated a drinking water intake
zone; and
(3861) (iv) Include a statement of basis justifying the size
of the requested drinking water intake zone, for example,
identifying areas of intensive boating activities.
(3862) (2) If the Administrator nds that a complete
prohibition is appropriate under this paragraph, he or
she shall publish notice of such nding together with a
notice of proposed rulemaking, and then shall proceed
in accordance with 5 U.S.C. 553. If the Administrator's
nding 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 nding differs in scope
from that requested in the State's application.
(3863) (3) If the Administrator nds that a complete
prohibition is inappropriate under this paragraph, he or
she shall deny the application and state the reasons for
such denial.
(3864) (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):
(3865) (i) Two portions of the Hudson River in New York
State, the rst is bounded by an east-west line through the
most northern conuence 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.
(3866) (ii) [Reserved]
(3867)
§140.5 Analytical procedures.
(3868) In determining the composition and quality of
efuent 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.
(3869)
TITLE 50–WILDLIFE AND FISHERIES
(3870)
Part 222–General Endangered and Threatened
Marine Species
(3871)
Subpart A–Introduction and General Provisions
(3872)
§222.101 Purpose and scope of regulations.
(3873) (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 denitions. Specically, parts 223 and 224 pertain
172 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
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.
(3874) (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).
(3875) (c) No statue or regulation of any state shall be
construed to relieve a person from the restrictions,
conditions, and requirements contained in parts 222,
223, and 224 of this chapter. In addition, nothing in parts
222, 223, and 224 of this chapter, including any permit
issued pursuant thereto, shall be construed to relieve
a person from any other requirements imposed by a
statute or regulation of any state or of the United States,
including any applicable health, quarantine, agricultural,
or customs laws or regulations, or any other National
Marine Fisheries Service enforced statutes or regulations.
(3876)
Part 224–Endangered Marine and Anadromous
Species
(3877)
§224.103 Special prohibitions for endangered
marine mammals.
(3878) (a) [Reserved]
(3879) (b) Approaching endangered humpback whales
in Alaska—(1) Prohibitions. Except as provided under
paragraph (b)(2) of this section, it is unlawful for any
person subject to the jurisdiction of the United States
to commit, to attempt to commit, to solicit another to
commit, or to cause to be committed, within 200 nautical
miles (370.4 km) of Alaska, or within inland waters of the
state, any of the acts in paragraphs (b)(1)(i) through (b)(1)
(iii) of this section with respect to endangered humpback
whales (Megaptera novaeangliae):
(3880) (i) Approach, by any means, including by
interception (i.e., placing a vessel in the path of an
oncoming humpback whale so that the whale surfaces
within 100 yards (91.4 m) of the vessel), within 100 yards
(91.4 m) of any humpback whale;
(3881) (ii) Cause a vessel or other object to approach within
100 yards (91.4 m) of a humpback whale; or
(3882) (iii) Disrupt the normal behavior or prior activity
of a whale by any other act or omission. A disruption
of normal behavior may be manifested by, among other
actions on the part of the whale, a rapid change in direction
or speed; escape tactics such as prolonged diving,
underwater course changes, underwater exhalation, or
evasive swimming patterns; interruptions of breeding,
nursing, or resting activities, attempts by a whale to shield
a calf from a vessel or human observer by tail swishing
or by other protective movement; or the abandonment of
a previously frequented area.
(3883) (2) Exceptions. The following exceptions apply
to this paragraph (b), but any person who claims the
applicability of an exception has the burden of proving
that the exception applies:
(3884) (i) Paragraph (b)(1) of this section does not apply
if an 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.
(3885) (ii) Paragraph (b)(1) of this section does not apply
to the extent that a vessel is restricted in its ability to
maneuver and, because of the restriction, cannot comply
with paragraph (b)(1) of this section.
(3886) (iii) Paragraph (b)(1) of this section does not apply to
commercial shing vessels lawfully engaged in actively
setting, retrieving or closely tending commercial shing
gear. For purposes of this paragraph (b), commercial
shing means taking or harvesting sh or shery resources
to sell, barter, or trade. Commercial shing does not
include commercial passenger shing operations (i.e.
charter operations or sport shing activities).
(3887) (iv) Paragraph (b)(1) of this section does not apply
to state, local, or Federal government vessels operating
in the course of ofcial duty.
(3888) (v) Paragraph (b)(1) of this section does not affect
the rights of Alaska Natives under 16 U.S.C. 1539(e).
(3889) (vi) Paragraph (b) of this section shall not take
precedence over any more restrictive conicting Federal
regulation pertaining to humpback whales, including
the regulations at 36 CFR 13.1102-13.1188 that pertain
specically to the waters of Glacier Bay National Park
and Preserve.
(3890) (3) General measures. Notwithstanding the
prohibitions and exceptions in paragraphs (b)(1) and
(2) of this section, to avoid collisions with endangered
humpback whales, vessels must operate at a slow, safe
speed when near a humpback whale. “Safe speed” has the
same meaning as the term is dened in 33 CFR 83.06 and
the International Regulations for Preventing Collisions at
Sea 1972 (see 33 U.S.C. 1602) with respect to avoiding
collisions with humpback whales.
(3891) (c) Approaching right whales –
(3892) (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
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 173
to commit, to solicit another to commit, or cause to be
committed any of the following acts:
(3893) (i) Approach (including by interception) within 500
yards (460 m) of a right whale by vessel, aircraft, or any
other means;
(3894) (ii) Fail to undertake required right whale avoidance
measures specied under paragraph (c)(2) of this section.
(3895) (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:
(3896) (i) If underway, a vessel must steer a course away
from the right whale and immediately leave the area at
slow safe speed.
(3897) (ii) An aircraft must take a course away from the
right whale and immediately leave the area at a constant
airspeed.
(3898) (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:
(3899) (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.
(3900) (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.
(3901) (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 the approach.
(3902) (iv) Paragraphs (c)(1) and (c)(2) of this section do
not apply to an aircraft unless the aircraft is conducting
whale watch activities.
(3903) (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.
(3904)
§224.105 Speed restrictions to protect North Atlan-
tic Right Whales.
(3905) (a) The following restrictions apply to: All vessels
greater than or equal to 65 ft (19.8 m) in overall length
and subject to the jurisdiction of the United States, and
all other vessels greater than or equal to 65 ft (19.8 m) in
overall length entering or departing a port or place subject
to the jurisdiction of the United States. These restrictions
shall not apply to U.S. vessels owned or operated by,
or under contract to, the Federal Government. This
exemption extends to foreign sovereign vessels when they
are engaging in joint exercises with the U.S. Department
of the Navy. In addition, these restrictions do not apply to
law enforcement vessels of a State, or political subdivision
thereof, when engaged in law enforcement or search and
rescue duties.
(3906) (1) Southeast U.S. (south of St. Augustine, FL to north
of Brunswick, GA): Vessels shall travel at a speed of 10
knots or less over ground during the period of November
15 to April 15 each year in the area bounded by the
following: Beginning at 31°27'00.0"N., 80°51'36.0"W.;
thence west to charted mean high water line then south
along charted mean high water line and inshore limits of
COLREGS limit to a latitude of 29°45'00.0"N., thence
east to 29°45'00.0"N., 80°51'36.0"W.; thence back to
starting point. (Fig. 1).
(3907) (2) Mid-Atlantic U.S. (from north of Brunswick,
Georgia to Rhode Island): Vessels shall travel 10 knots
or less over ground in the period November 1 to April 30
each year:
(3908) (i) In the area bounded by the following:
33°56'42.0"N., 77°31'30.0"W.; thence along a NW
bearing of 313.26° True to charted mean high water line
then south along mean high water line and inshore limits
of COLREGS limit to a latitude of 31°27'00.0"N.; thence
east to
(3909) 31°27'00.0"N., 80°51'36.0"W.; thence to
(3910) 31°50'00.0"N., 80°33'12.0"W.; thence to
(3911) 32°59'06.0"N., 78°50'18.0"W.; thence to
(3912) 33°28'24.0"N., 78°32'30.0"W.; thence to
(3913) 33°36'30.0"N., 77°47'06.0"W.; thence back to
starting point.;
(3914) (ii) Within a 20-nm (37 km) radius (as measured
seaward from COLREGS delineated coast lines and the
center point of the port entrance) (Fig. 2) at the
(3915) (A) Ports of New York/New Jersey:
(3916) 40°29'42.2"N., 73°55'57.6"W.;
(3917) (B) Delaware Bay (Ports of Philadelphia and
Wilmington): 38°52'27.4"N., 75°01'32.1"W.;
(3918) (C) Entrance to the Chesapeake Bay (Ports of
Hampton Roads and Baltimore): 37°00'36.9"N.,
75°57'50.5"W.; and
(3919) (D) Ports of Morehead City and Beaufort, NC:
34°41'32.0"N., 76°40'08.3"W.; and
(3920) (iii) In Block Island Sound, in the area bounded by
the following coordinates: Beginning at
(3921) 40°51'53.7"N., 70°36'44.9"W.; thence to
(3922) 41°20'14.1"N., 70°49'44.1"W.; thence to
(3923) 41°04'16.7"N., 71°51'21.0"W.; thence to
(3924) 40°35'56.5"N., 71°38'25.1"W.; thence back to
starting point. (Fig. 2).
(3925) (3) Northeast U.S. (north of Rhode Island):
(3926) (i) In Cape Cod Bay, MA: Vessels shall travel at a
speed of 10 knots or less over ground during the period
of January 1 to May 15 in Cape Cod Bay, in an area
beginning at 42°04'56.5"N., 70°12'00.0"W.; thence north
to 42°12'00.0"N., 70°12'00.0"W.; thence due west to
charted mean high water line; thence along charted mean
high water within Cape Cod Bay back to beginning point.
(Fig. 3).
(3927) (ii) O Race Point: Vessels shall travel at a speed of
10 knots or less over ground during the period of March 1
174 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
to April 30 each year in waters bounded by straight lines
connecting the following points in the order stated (Fig.
3):
(3928) 42°30'00.0"N., 69°45'00.0"W.; thence to
(3929) 42°30'00.0"N., 70°30'00.0"W.; thence to
(3930) 42°12'00.0"N., 70°30'00.0"W.; thence to
(3931) 42°12'00.0"N., 70°12'00.0"W.; thence to
(3932) 42°04'56.5"N., 70°12'00.0"W.; thence along charted
mean high water line and inshore limits of COLREGS
limit to a latitude of 41°40'00.0"N., thence due east to
41°41'00.0"N., 69°45'00.0"W.; thence back to starting
point.
(3933) (iii) Great South Channel: Vessels shall travel at a
speed of 10 knots or less over ground during the period
of April 1 to July 31 each year in all waters bounded by
straight lines connecting the following points in the order
stated (Fig. 3):
(3934) 42°30'00.0"N., 69°45'00.0"W.
(3935) 41°40'00.0"N., 69°45'00.0"W.
(3936) 41°00'00.0"N., 69°05'00.0"W.
(3937) 42°09'00.0"N., 67°08'24.0"W.
(3938) 42°30'00.0"N., 67°27'00.0"W.
(3939) 42°30'00.0"N., 69°45'00.0"W.
(3940) (b) Except as noted in paragraph (c) of this section,
it is unlawful under this section:
(3941) (1) For any vessel subject to the jurisdiction of the
United States to violate any speed restriction established
in paragraph (a) of this section; or
(3942) (2) For any vessel entering or departing a port or
place under the jurisdiction of the United States to violate
any speed restriction established in paragraph (a) of this
section.
(3943) (c) A vessel may operate at a speed necessary
to maintain safe maneuvering speed instead of the
required ten knots only if justied because the vessel
is in an area where oceanographic, hydrographic and/
or meteorological conditions severely restrict the
maneuverability of the vessel and the need to operate at
such speed is conrmed by the pilot on board or, when a
vessel is not carrying a pilot, the master of the vessel. If
a deviation from the ten-knot speed limit is necessary, the
reasons for the deviation, the speed at which the vessel is
operated, the latitude and longitude of the area, and the
time and duration of such deviation shall be entered into
the logbook of the vessel. The master of the vessel shall
attest to the accuracy of the logbook entry by signing and
dating it.
(3944) (d) No later than January 1, 2019, the National
Marine Fisheries Service will publish and seek comment
on a report evaluating the conservation value and
economic and navigational safety impacts of this section,
including any recommendations to minimize burden of
such impacts.
(3945)
Part 226–Designated Critical Habitat
(3946)
§226.101 Purpose and scope.
(3947) 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 §224.101
of this chapter if endangered. For regulations pertaining
to the designation of critical habitat, see part 424 of this
title; for regulations pertaining to prohibitions against the
adverse modication or destruction of critical habitat, see
part 402 of this title. Additional information regarding
designated critical habitats that is not provided in this
section may be obtained upon request to the Ofce of
Protected Resources (see §222.102, denition of “Ofce
of Protected Resources”).
(3948)
§ 226.203 Critical habitat for North Atlantic right
whales (Eubalaena glacialis).
(3949) Critical habitat is designated for North Atlantic right
whales as described in this section. The textual descriptions
in paragraph (b) of this section are the denitive source
for determining the critical habitat boundaries. The maps
of the critical habitat units provided in paragraph (c) of
this section are for illustrative purposes only.
(3950) (a) Physical and biological features essential to the
conservation of endangered North Atlantic right whales.
(3951) (1) Unit 1. The physical and biological features
essential to the conservation of the North Atlantic
right whale, which provide foraging area functions in
Unit 1 are: The physical oceanographic conditions and
structures of the Gulf of Maine and Georges Bank region
that combine to distribute and aggregate C.nmarchicus
for right whale foraging, namely prevailing currents
and circulation patterns, bathymetric features (basins,
banks, and channels), oceanic fronts, density gradients,
and temperature regimes; low ow velocities in Jordan,
Wilkinson, and Georges Basins that allow diapausing
C.nmarchicus to aggregate passively below the
convective layer so that the copepods are retained in the
basins; late stage C.nmarchicus in dense aggregations
in the Gulf of Maine and Georges Bank region; and
diapausing C.nmarchicus in aggregations in the Gulf of
Maine and Georges Bank region.
(3952) (2) Unit 2. The physical features essential to the
conservation of the North Atlantic right whale, which
provide calving area functions in Unit 2, are:
(3953) (i) Sea surface conditions associated with Force 4 or
less on the Beaufort Scale,
(3954) (ii) Sea surface temperatures of 7°C to 17°C, and
(3955) (iii) Water depths of 6 to 28 meters, where these
features simultaneously co-occur over contiguous areas
of at least 231 nmi2 of ocean waters during the months
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 175
of November through April. When these features are
available, they are selected by right whale cows and
calves in dynamic combinations that are suitable for
calving, nursing, and rearing, and which vary, within the
ranges specied, depending on factors such as weather
and age of the calves.
(3956) (b) Critical habitat boundaries. Critical habitat
includes two areas (Units) located in the Gulf of Maine
and Georges Bank Region (Unit 1) and off the coast of
North Carolina, South Carolina, Georgia and Florida
(Unit 2).
(3957) (1) Unit 1. The specic area on which are found
the physical and biological features essential to the
conservation of the North Atlantic right whale include
all waters, seaward of the boundary delineated by the line
connecting the geographic coordinates and landmarks
identied herein:
(3958) (i) The southern tip of Nauset Beach (Cape Cod)
(41°38.39′N., 69°57.32′W.).
(3959) (ii) From this point, southwesterly to 41°37.19′N.,
69°59.11′W.
(3960) (iii) From this point, southward along the eastern
shore of South Monomoy Island to 41°32.76′N.,
69°59.73′W.
(3961) (iv) From this point, southeasterly to 40°50′N.,
69°12′W.
(3962) (v) From this point, east to 40°50′N., 68°50′W.
(3963) (vi) From this point, northeasterly to 42°00′N.,
67°55′W.
(3964) (vii) From this point, east to 42°00′N., 67°30′W.
(3965) (viii) From this point, northeast to the intersection
of the U.S.-Canada maritime boundary and 42°10′N.
(3966) (ix) From this point, following the U.S.-Canada
maritime boundary north to the intersection of
44°49.727′N., 66°57.952′W.; From this point, moving
southwest along the coast of Maine, the specic area
is located seaward of the line connecting the following
points:
(3967)
Latitude Longitude
44°49.727'N. 66°57.952'W.
44°49.67'N. 66°57.77'W.
44°48.64'N. 66°56.43'W.
44°47.36'N. 66°59.25'W.
44°45.51'N. 67°02.87'W.
44°37.07'N. 67°09.75'W.
44°27.77'N. 67°32.86'W.
44°25.74'N. 67°38.39'W.
44°21.66'N. 67°51.78'W.
44°19.08'N. 68°02.05'W.
44°13.55'N. 68°10.71'W.
44°08.36'N. 68°14.75'W.
43°59.36'N. 68°37.95'W.
43°59.83'N. 68°50.06'W.
43°56.72'N. 69°04.89'W.
Latitude Longitude
43°50.28'N. 69°18.86'W.
43°48.96'N. 69°31.15'W.
43°43.64'N. 69°37.58'W.
43°41.44'N. 69°45.27'W.
43°36.04'N. 70°03.98'W.
43°31.94'N. 70°08.68'W.
43°27.63'N. 70°17.48'W.
43°20.23'N. 70°23.64'W.
43°04.06'N. 70°36.70'W.
43°02.93'N. 70°41.47'W.
43°02.55'N. 70°43.33'W.
(3968) (x) From this point (43°2.93′N., 70°41.47′W.)
on the coast of New Hampshire south of Portsmouth,
the boundary of the specic area follows the coastline
southward along the coasts of New Hampshire and
Massachusetts along Cape Cod to Provincetown
southward along the eastern edge of Cape Cod to the
southern tip of Nauset Beach (Cape Cod) (41°38.39′N.,
69°57.32′W.) with the exception of the area landward of
the lines drawn by connecting the following points:
(3969)
Latitude Longitude
42°59.986'N. 70°44.654'W. to Rye Harbor
42°59.956'N. 70°44.737'W. Rye Harbor
42°53.691'N. 70°48.516'W. to Hampton Harbor
42°53.519'N. 70°48.748'W. Hampton Harbor
42°49.136'N. 70°48.242'W. to Newburyport Harbor
42°48.964'N. 70°48.282'W. Newburyport Harbor
42°42.145'N. 70°46.995'W. to Plum Island Sound
42°41.523'N. 70°47.356'W. Plum Island Sound
42°40.266'N. 70°43.838'W. to Essex Bay
42°39.778'N. 70°43.142'W. Essex Bay
42°39.645'N. 70°36.715'W. to Rockport Harbor
42°39.613'N. 70°36.60'W. Rockport Harbor
42°20.665'N. 70°57.205'W. to Boston Harbor
42°20.009'N. 70°55.803'W. Boston Harbor
42°19.548'N. 70°55.436'W. to Boston Harbor
42°18.599'N. 70°52.961'W. Boston Harbor
42°15.203'N. 70°46.324'W. to Cohasset Harbor
42°15.214'N. 70°47.352'W. Cohasset Harbor
42°12.09'N. 70°42.98'W. to Scituate Harbor
42°12.211'N. 70°43.002'W. Scituate Harbor
42°09.724'N. 70°42.378'W. to New Inlet
42°10.085'N. 70°42.875'W. New Inlet
42°04.64'N. 70°38.587'W. to Green Harbor
42°04.583'N. 70°38.631'W. Green Harbor
41°59.686'N. 70°37.948'W. to Duxbury Bay/
Plymouth Harbor
176 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
(3983)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 2 ¢ 177
(3984)
178 ¢ U.S. Coast Pilot 4, Chapter 2 25 AUG 2024
Latitude Longitude
41°58.75'N. 70°39.052'W. Duxbury Bay/
Plymouth Harbor
41°50.395'N. 70°31.943'W. to Ellisville Harbor
41°50.369'N. 70°32.145'W. Ellisville Harbor
41°45.87'N. 70°28.62'W. to Sandwich Harbor
41°45.75'N. 70°28.40'W. Sandwich Harbor
41°44.93'N. 70°25.74'W. to Scorton Harbor
41°44.90'N. 70°25.60'W. Scorton Harbor
41°44.00'N. 70°17.50'W. to Barnstable Harbor
41°44.00'N. 70°13.90'W. Barnstable Harbor
41°45.53'N. 70°09.387'W. to Sesuit Harbor
41°45.523'N. 70°09.307'W. Sesuit Harbor
41°45.546'N. 70°07.39'W. to Quivett Creek
41°45.551'N. 70°07.32'W. Quivett Creek
41°47.269'N. 70°01.411'W. to Namskaket Creek
41°47.418'N. 70°01.306'W. Namskaket Creek
41°47.961'N. 70°0.561'W. to Rock Harbor Creek
41°48.07'N. 70°0.514'W. Rock Harbor Creek
41°48.432'N. 70°0.286'W. to Boat Meadow River
41°48.483'N. 70°0.216'W. Boat Meadow River
41°48.777'N. 70°0.317'W. to Herring River
41°48.983'N. 70°0.196'W. Herring River
41°55.501'N. 70°03.51'W. to Herring River, inside
Welleet Harbor
41°55.322'N. 70°03.191'W. Herring River, inside
Welleet Harbor
41°53.922'N. 70°01.333'W. to Blacksh Creek/
Loagy Bay
41°54.497'N. 70°01.182'W. Blacksh Creek/
Loagy Bay
41°55.503'N. 70°02.07'W. to Duck Creek
41°55.753'N. 70°02.281'W. Duck Creek
41°59.481'N. 70°04.779'W. to Pamet River
41°59.563'N. 70°04.718'W. Pamet River
41°03.601'N. 70°14.269'W. to Hatches Harbor
41°03.601'N. 70°14.416'W. Hatches Harbor
41°48.708'N. 69°56.319'W. to Nauset Harbor
41°48.554'N. 69°56.238'W. Nauset Harbor
41°40.685'N. 69°56.781'W. to Chatham Harbor
41°40.884'N. 69°56.28'W. Chatham Harbor
(3970) (xi) In addition, the specic area does not include
waters landward of the 72 COLREGS lines (33 CFR part
80) described below.
(3971) (A) Portland Head, ME to Cape Ann, MA.
(3972) (1) A line drawn from the northernmost extremity of
Farm Point to Annisquam Harbor Light.
(3973) (2) [Reserved]
(3974) (B) Cape Ann MA to Marblehead Neck, MA.
(3975) (1) A line drawn from Gloucester Harbor
Breakwater Light to the twin towers charted at latitude
42°35′06.177"N., longitude 70°41′32.330"W.
(3976) (2) A line drawn from the westernmost extremity of
Gales Point to the easternmost extremity of House Island;
thence to Bakers Island Light; thence to Marblehead
Light.
(3977) (C) Hull, MA to Race Point, MA.
(3978) (1) A line drawn from Canal Breakwater Light 4
south to the shoreline.
(3979) (2) [Reserved]
(3980) (2) Unit 2. Unit 2 includes marine waters from
Cape Fear, North Carolina, southward to 28°N latitude
(approximately 31 miles south of Cape Canaveral,
Florida) within the area bounded on the west by the
shoreline and the 72 COLREGS lines, and on the east by
rhumb lines connecting the following points in the order
stated from north to south.
(3981)
Latitude Longitude
33°51'N. at shoreline
33°42'N. 77°43'W.
33°37'N. 77°47'W.
33°28'N. 78°33'W.
32°59'N. 78°50'W.
32°17'N. 79°53'W.
31°31'N. 80°33'W.
30°43'N. 80°49'W.
30°30'N. 81°01'W.
29°45'N. 81°01'W.
29°15'N. 80°55'W.
29°08'N. 80°51'W.
28°50'N. 80°39'W.
28°38'N. 80°30'W.
28°28'N. 80°26'W.
28°24'N. 80°27'W.
28°21'N. 80°31'W.
28°16'N. 80°31'W.
28°11'N. 80°33'W.
28°00'N. 80°29'W.
28°00'N. at shoreline
(3982) (c) Overview maps of the designated critical habitat
for the North Atlantic right whale follow.
25 AUG 2024
U.S. Coast Pilot 4, Chapter 3 ¢ 179
Cape Henry to Key West
(1) The Atlantic Coast of the United States from Cape
Henry to Cape Florida is low and sandy, backed by woods.
From Cape Florida to Key West the coast is formed by a
long chain of small islands known as the Florida Keys.
The Florida Reefs extend seaward of the keys and are
nearly parallel to them.
(2) The coastline of Virginia from Cape Henry southward
to the boundary of North Carolina is rm land for 13 miles;
then it becomes a barrier beach, covered with sand dunes
for 11 miles. The boundary between Virginia and North
Carolina is the only marked boundary on this section
of the coast. The easternmost boundary monument is a
granite shaft 6 feet high about 0.5 mile west of the beach.
(3) The coastline of North Carolina is a long barrier
beach. The islands are known as the Outer Banks. The
banks are constantly shifting sand dunes varying in height.
Three capes, with their offshore shoals, project from the
islands, namely: Hatteras, Lookout and Fear. Behind the
barrier beach a chain of sounds, including Currituck,
Roanoke, Albemarle, Pamlico, Core and Bogue, stretch
along the entire 300 miles of coastline of the state.
(4) Bordering the sounds on the mainland is a belt
from 30 to 80 miles wide, where the land is level and
sometimes swampy. On the north a portion of the Dismal
Swamp spreads across the border of Virginia into North
Carolina. Between Albemarle Sound and Pamlico
River the swamplands are locally known as Dismals
and Pocosins. They occur on the divides or watersheds
between the rivers and sounds. In the southeast section
of North Carolina are the Savannas, treeless prairie land
with a thick growth of grass and wild owers; they have
been formed by a lack of drainage and a close impervious
soil.
(5) The coastline of South Carolina from Little River
Inlet to Winyah Bay is practically an unbroken beach.
Cape Romain, just south of Winyah Bay, and the shoal
extending seaward from it, form the southern point of
indentations that have their northern point at Cape Fear.
From Winyah Bay to Savannah River, the boundary
between South Carolina and Georgia, the coastline is
a border of sandy barrier islands. The large sounds so
characteristic of the North Carolina coast are missing.
(6) The coastline of Georgia between Savannah River
on the north and St. Marys River on the south is partly
submerged at ood tide and is broken by tidal rivers
and marshes covered with dense grasses. The most
important sandy islands off the coast are Tybee, Wassaw,
Ossabaw, St. Catherines, Sapelo, St. Simons, Jekyll and
Cumberland.
(7) The coastline of Florida is a long, low, barrier beach
from the border of Georgia south to Cape Florida. Many
of the leading tourist resorts have been built on this beach,
while the business districts are often on the mainland.
(8) Under the sand and the lagoons is a limestone
called Coquina, which is soft while in its native state
but becomes a hard building stone when exposed to the
air.
(9) Below Cape Florida the Florida Keys and Florida
Reefs extend for about 134 miles in a southwesterly
curve to Sand Key Light and about 58 miles in a westerly
direction to Loggerhead Key. These keys and reefs are of
sand, shell and coral formation. The keys are generally
low and covered with mangrove.
(10)
Disposal sites and dumping grounds
(11) These areas are rarely mentioned in the Coast Pilot
but are shown on the nautical charts. (See Dump Sites and
Dumping Grounds, chapter 1, and charts for limits.)
(12)
Aids to navigation
(13) Lights are on or near the dangerous capes, at the
entrance to the harbors, and along the Florida Reefs.
The critical dangers are buoyed. Radar, though always a
valuable navigational aid, is generally of less assistance in
navigation along this coast due to the relatively low relief;
the accuracy of radar ranges to the beach cannot be relied
upon. Coastal buoys equipped with radar reectors are
of help in this regard. It is sometimes possible to obtain
a usable radar return from the larger lighthouses, but
positive target identication is usually difcult. There
are numerous aerolights along the coast that are useful
for navigation, but they should not be confused with the
marine lights.
(14)
COLREGS Demarcation Lines
(15) Lines have been established to delineate those waters
upon which mariners must comply with the International
Regulations for Preventing Collisions at Sea, 1972 (72
COLREGS) and those waters upon which mariners must
comply with the Inland Navigation Rules Act of 1980
(Inland Rules). The waters inside of the lines are Inland
Rules Waters, and the waters outside of the lines are
COLREGS Waters. (See 33 CFR Part 80, chapter 2,
for specic lines of demarcation.)
180 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
(16)
Ports and Waterways Safety
(17) (See 33 CFR Part 160, chapter 2, for regulations
governing vessel operations and requirements for
notication of arrivals, departures, hazardous conditions,
and certain dangerous cargoes to the Captain of the Port.)
(18)
Harbor entrances
(19) The entrance to every harbor on this stretch of the
coast is more or less obstructed by a shifting sandbar
over which the channel depth is changeable. The entrance
channels of the larger and more important harbors have
been improved by dredging; in some cases jetties have
been built from both sides of the entrance. Many of the
dredged channels in this area have a tendency to shoal
soon after dredging because of the shifting sandy bottom.
(20) The buoys on many of the bars are not charted
because they are moved from time to time to indicate
the changing channel. They are liable to be dragged out
of position and cannot always be replaced immediately,
so a stranger must use the greatest caution. If possible, a
stranger should enter a harbor or inlet on a rising tide.
(21) The tidal currents have considerable velocity in all
of the entrances, and their direction is affected by the
force and direction of the wind; sailing vessels entering
the harbors and sounds require a fair working breeze
during the ebb. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(22) Strangers should not attempt to enter the harbors
without the assistance of a pilot during easterly gales
when the sea breaks on most of the bars.
(23)
Depths
(24) Between Cape Henry and Jupiter Inlet frequent
soundings will give the mariner timely warning of his
approach to the land from seaward.
(25) Northward of Cape Hatteras the 20-fathom curve is
from 13 to 45 miles offshore, but inside of 15 fathoms the
depths are irregular and many holes of limited extent are
inside the general limits of corresponding depths; 10 to
14 fathoms are found in places only 1.5 miles offshore.
This irregularity of depth is apt to confuse the mariner and
lead him into danger in thick weather; the greatest caution
should therefore be used inside of a depth of 20 fathoms.
By keeping over 6 miles from the beach all dangers will
be avoided, but the strong currents that sometimes set
along the shore must be considered, especially after a
gale.
(26) Southeastward of Cape Hatteras, and off the end
of the shoals that extend seaward about 8 miles, the
20-fathom curve is from 12 to 15 miles offshore, and the
30-fathom curve is only a short distance farther. In thick
weather, soundings of 20 fathoms or less should warn the
mariner to keep offshore.
(27) From Cape Hatteras to Jupiter Inlet, the 20-fathom
curve is fairly regular and for a greater part of the distance
is from 40 to 55 miles offshore. Northward of St. Johns
River, the water shoals uniformly to the 10-fathom curve,
which, excepting in the two great bights between Cape
Hatteras and Cape Fear, is from 10 to 30 miles offshore.
Vessels bound for any of the harbors between Cape Fear
and St. Johns River should approach the land with caution
when in 10 fathoms of water; inside the 10-fathom curve
depths are irregular and spots of 5 fathoms or less will
be found from 6 to 12 miles offshore. In thick weather
vessels standing along the coast should keep a general
depth of 10 fathoms between Cape Fear and St. Johns
River.
(28) In a heavy sea, depths of less than 6 fathoms show
discolored water; deep-draft vessels should be cautious
about passing over such spots.
(29) Southward of St. Johns River, the 20-fathom curve
draws inshore gradually and at Jupiter Inlet is only 4 miles
from the beach, and the 100-fathom curve a little over 8
miles. Southward of Jupiter Inlet, both curves draw closer
inshore, and along the Florida Reefs the 20-fathom curve
is close in to the reefs, while the 100-fathom curve is at an
average distance of about 7 miles outside the reefs. The
10-fathom curve between St. Johns River and Jupiter Inlet
is irregular and of no use in determining distance from
shore. Approaching Florida Reefs southward of Jupiter
Inlet, soundings are of little use unless taken frequently
as the water shoals rapidly from seaward.
(30) In the approach to the Bahama Banks along the Straits
of Florida, the discolored water is the best indication the
mariner has to warn him of shoal water; the 100-fathom
curve at some points is only 1 or 2 miles from the shoal
water of the banks.
(31)
Tropical waters
(32) The most remarkable feature is the exceeding clarity
of the sea water, enabling the bottom to be seen from
aloft at considerable depths and at some distance. The
navigation of the banks is consequently conducted almost
entirely by the eye, but care must be taken not to run with
the sun ahead of the vessel as that prevents the banks from
being seen.
(33) The charts indicate clearly the positions of the many
shoal heads, but considerable experience is required in
identifying the patches by the color of the water. Small
clouds, moving slowly and known to the pilots as Flyers,
are apt to deceive the inexperienced, their reection on
the surface of the sea over the clear white sandy bottom
has every appearance of rocky shoals. It is prudent to
avoid a dark spot.
(34) Bank Blink is a phenomenon in tropical waters
described as a bright reected light hanging over the
clear white sandbanks, serving to point them out from
a considerable distance. From experience, it has been
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 181
found to be untrustworthy, however, and should not be
depended on in place of a lookout aloft. Soundings, dead
reckoning, and xes should be carefully checked and
evaluated.
(35)
Anchorages
(36) Vessels may nd refuge at a number of places along
the coast according to draft. The more important places are
Lookout Bight, Beaufort Inlet, Cape Fear River, Winyah
Bay, Charleston Harbor, Port Royal Sound, Savannah
River, Sapelo Sound, St. Simons Sound, Cumberland
Sound, St. Johns River, Fort Pierce Inlet, Lake Worth
Inlet, Port Everglades, Miami and Key West. A number
of anchorage areas have been established by federal
regulations within the area of this Coast Pilot. (See 33
CFR Part 110, chapter 2, for limits and regulations.)
(37)
Dangers
(38) Along the coast are a number of wrecks that are
obstructions to navigation. Most of the dangerous wrecks
are marked with lighted buoys. A careful check should be
made of the chart to ensure that dangerous wrecks are not
along the routes selected.
(39) Trawlers or other vessels should exercise caution
while dragging the ocean oor within a 25-mile radius of
Cape Canaveral, FL, since it is known that missile debris
exist in the area, some of which may contain unexploded
ordnance.
(40) Mariners are also cautioned against possible hazards
of a weather rocket impact area that extends more than
50 miles offshore at Cape Canaveral, FL. Falling rocket
casings may be hazardous during the hours of 1930-2100
e.s.t., Monday through Friday.
(41)
Pipelaying barges
(42) 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 that extend out about 3,500 to
5,000 feet in all directions and that may be marked by
lighted anchor buoys. The exposed pipeline behind the
pipelaying barge and the area in the vicinity of anchors
are hazardous to navigation and should be avoided. The
pipeline and anchor cables also represent a submerged
hazard to navigation. It is suggested, if safe navigation
permits, for all types of vessels to pass well ahead of
the pipelaying barge or well astern of the jetbarge.
The pipelaying barge, jetbarge and attending vessels
may be contacted on VHF-FM channel 16 for passage
instructions.
(43) Danger zones have been established within the area
of this Coast Pilot. (See 33 CFR Part 334, chapter 2, for
limits and regulations.)
(44)
Drawbridges
(45) The general regulations that apply to all drawbridges
are given in 33 CFR 117.1 through 117.49, chapter 2,
and the specic regulations that apply only to certain
drawbridges are given in 33 CFR 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.
(46) The drawbridge opening signals (See 33 CFR 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 specic
drawbridge regulations. The specic regulations also
address matters such as restricted operating hours and
required advance notice for openings.
(47) The mariner should be acquainted with the general
and specic regulations for drawbridges over waterways
to be transited.
(48)
Area to Be Avoided
(49) The Florida Keys Particularly Sensitive Sea Area
(PSSA) is an IMO-designated zone that encircles the sea
area around all of the Florida Keys. The PSSA includes
the entire Florida Keys National Marine Sanctuary as
well as Biscayne National Park at the northeastern end
of the Keys. The PSSA is bounded by a line connecting
the following points:
(50)
In the Vicinity of the Florida Keys
1
25°45.00'N., 080°06.10'W
2
25°38.70'N., 080°02.70'W
3
25°22.00'N., 080°03.00'W
4
25°06.35'N., 080°10.47'W
5
24°56.35'N., 080°19.25'W
6
24°37.90'N., 080°47.30'W
7
24°29.20'N., 081°17.30'W
8
24°22.30'N., 081°43.17'W
9
24°28.00'N., 081°43.17'W
10
24°28.70'N., 081°43.50'W
11
24°29.80'N., 081°43.17'W
12
24°33.10'N., 081°35.15'W
13
24°33.60'N., 081°26.00'W
14
24°38.20'N., 081°07.00'W
15
24°43.20'N., 080°53.20'W
16
24°46.10'N., 080°46.15'W
17
24°51.10'N., 080°37.10'W
18
24°57.50'N., 080°27.50'W
19
25°09.90'N., 080°16.20'W
20
25°24.00'N., 080°09.10'W
182 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
21
25°31.50'N., 080°07.00'W
22
25°39.70'N., 080°06.85'W
23
25°45.00'N., 080°06.10'W
In the Vicinity of Key West Harbor
24
24°27.95'N., 081°48.65'W
25
24°23.00'N., 081°53.50'W
26
24°26.60'N., 081°58.50'W
27
24°27.75'N., 081°55.70'W
28
24°29.35'N., 081°50.00'W
29
24°27.95'N., 081°48.65'W
Area Surrounding the Marquesas Keys
30
24°26.60'N., 081°59.55'W
31
24°23.00'N., 082°03.50'W
32
24°23.60'N., 082°27.80'W
33
24°34.50'N., 082°37.50'W
34
24°43.00'N., 082°26.50'W
35
24°38.31'N., 081°54.06'W
36
24°37.91'N., 081°53.40'W
37
24°36.15'N., 081°51.78'W
38
24°34.40'N., 081°50.60'W
39
24°33.44'N., 081°49.73'W
40
24°31.20'N., 081°52.10'W
41
24°28.70'N., 081°56.80'W
42
24°26.60'N., 081°59.55'W
Area Surrounding the Dry Tortugas
43
24°32.00'N., 082°53.50'W
44
24°32.00'N., 083°00.05'W
45
24°39.70'N., 083°00.05'W
46
24°45.60'N., 082°54.40'W
47
24°45.60'N., 082°47.02'W
48
24°42.80'N., 082°43.90'W
49
24°39.50'N., 082°43.90'W
50
24°35.60'N., 082°46.40'W
51
24°32.00'N., 082°53.50'W
(51) The Dry Tortugas are a group of small keys and
reefs 63 miles west from Key West. The group is about
11 miles long, in a northeast to southwest direction,
and 6 miles wide. Pulaski Shoal, at the northeast end
of the group, is 12 miles northwest of Rebecca Shoal.
Pulaski Shoal Light (24°41'36"N., 82°46'23"W.), 56
feet above the water, is shown from a small black house
on a hexagonal pyramidal skeleton tower on piles on the
east side of the shoal.
(52) The keys are low and irregular, and have a thin
growth of mangrove. In general, they rise abruptly from
deep water and have fairly good channels between them.
They are continually changing in size and shape. (Dry
Tortugas is described in United States Coast Pilot 5.)
(53)
Coral Reefs
(54) The Florida Reef Tract and its associated ecosystems
extend in a sweeping arc north and east from Tortugas
Bank near Key West, Florida, to St. Lucie Inlet on
the southeast coast of Florida. Much of the southern
reef tract, from Biscayne Bay south, is managed by
Biscayne National Park (BNP) and the Florida Keys
National Marine Sanctuary (FKNMS). The Florida
Department of Environmental Protection (FDEP)
manages the northern reef tract from the northern border
of Biscayne National Park northward to St. Lucie Inlet
and includes all state waters from the mean high water
line out to 3 miles. The seaward extent of the reef tract
north of Biscayne National Park is approximately 3
miles from the shoreline. The reefs may be difcult to
identify topside and can be hazardous because they are
not marked by breakers in smooth weather.
(55) Vessel grounding and anchoring incidents can
cause signicant damage to reef habitats, potentially
changing their biological composition and, as a result, the
environmental health of coral reefs. Mariners are urged
to use caution when navigating in these areas and to use
mooring buoys (if available) for anchoring or anchor in
sand beyond the reef edge. For additional information
on the Florida Reef Tract, visit dep.state..us/coastal/
programs/coral/ripr.htm (FDEP) and oridakeys.noaa.
gov (FKNMS).
(56)
North Atlantic Right Whales
(57) The North Atlantic right whale is one of the world’s
most endangered large whale species. North Atlantic right
whales are found primarily in continental shelf waters
between Florida and Nova Scotia. They migrate annually
along the east coast between the feeding grounds off New
England and Canada and the calving grounds off Florida,
Georgia and South Carolina. Because right whales mate,
rest, feed and nurse their young at the surface and often
do not move out of the way of oncoming ships, they are
highly vulnerable to being struck. Pregnant females and
females with nursing calves appear to be particularly
vulnerable to collisions with ships. Ship strikes and
shing gear entanglements are the two known sources
of human-related mortality. Intentionally approaching
within 500 yards of right whales is prohibited and is a
violation of federal law. (See 50 CFR 224.103, chapter
2 for limits, regulations and exceptions.)
(58) Description of North Atlantic right whale: Right
whales are large baleen whales. Adults are generally 45
to 55 feet in length and can weigh up to 70 tons. The body
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 183
(59)
184 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
is mostly black, but irregularly shaped white patches may
be present on the ventral surface. The best eld
identication marks are a broad back with no dorsal n,
irregular bumpy white patches (callosities) on the head,
and a distinctive two-column V-shaped blow when
viewed from directly behind or in front of the whale. The
whales have broad, paddle-shaped ippers and a broad,
deeply notched tail. (See diagrams and photographs.)
Right whales are slow moving and seldom travel faster
than 5 or 6 knots. They can stay submerged for 10 to 20
minutes and may appear suddenly when surfacing to
breathe. They are often seen alone or in small groups. At
times, right whales form large courtship groups of 20 to
30 animals.
(60) Seasonal occurrence of North Atlantic right
whales–During seasons and in areas where right whales
may occur, vessel operators should maintain a sharp
lookout for whales and reduce speeds when consistent
with safe navigation. In any given year oceanographic
variability may affect the seasonal distribution of right
whales. In 1986, right whales were frequently sighted
within the Stellwagen Bank National Marine Sanctuary
throughout the summer, and in the early spring of 1998 a
large number of right whales were documented near the
Narragansett/Buzzards Bay Trafc Separation Scheme.
Two areas in U.S. waters have been designated as critical
habitats for North Atlantic right whales; the northeastern
foraging area and southeastern calving area. (See 50 CFR
226.203, chapter 2 for limits, regulations and exceptions).
(61)
Seasonal occurrence of North Atlantic right whales
Location Season Comments
Central Gulf of
Maine (Jordan
Basin, Cashes
Ledge)
April to June
October to
December
Cape Cod Bay December to May
Great South
Channel, northern
edge of Georges
Bank
March to July
Bay of Fundy,
Scotian Shelf
(Browns Bank,
Roseway Basin)
July to October Most of the
population can be
found in this area
during this time.
Jeffreys Ledge October to
December
Whales are
frequently sighted
in this area.
Stellwagen Bank
National Marine
Sanctuary
Year-round Peak sightings
occur in the
early spring with
infrequent sightings
in the summer.
New York to North
Carolina
November to April The migration
corridor between
right whale habitats
is within 30 miles of
the Atlantic coast.
Seasonal occurrence of North Atlantic right whales
Location Season Comments
South Carolina,
Georgia and Florida
calving area
November to April Calving right
whales have been
sighted as far north
as Cape Fear, NC
and as far south as
Miami, FL with rare
sightings in the Gulf
of Mexico.
(62) Mandatory Speed Restrictions: Vessels 65 feet or
greater in length overall (LOA) are subject to mandatory
speed restrictions of 10 knots or less in seasonal management
areas (SMA) along the U.S. East Coast during times when
right whales are likely to be present (See following maps
for locations of SMAs). The Northeastern SMA speed
restrictions are in place from January 1 through May 15
in Cape Cod Bay, from March 1 through April 30 off
Race Point and from April 1 through July 31 in the Great
South Channel. Speed restrictions in the Mid-Atlantic
U.S. SMAs are in place from November 1 to April 30 and
include Block Island Sound, entry into the Ports of New
York/New Jersey, Delaware Bay, Entrance to Chesapeake
Bay, and the Ports of Morehead City and Beaufort, NC,
and within a continuous boundary approximately 20
nautical miles from shore around the major ports of
Wilmington, NC, Charleston, SC, and Savannah, GA.
Speed restrictions are in place in the Southeastern U.S.
SMA from November 15 to April 15; this area extends
from shore approximately 30 nautical miles eastward and
contains the major ports of Brunswick, GA, Fernandina
Beach, FL, and Jacksonville, FL. (See 50 CFR 224.105,
chapter 2 for regulations, limitations and exceptions and
complete description of the SMAs.) Boundaries of the
SMAs are shown on NOAA Electronic Navigational
Charts US2EC02M, US2EC03M, US2EC04M and
US2GC12M. NOAA Fisheries may also establish
voluntary Dynamic Management Areas (DMAs) when
right whales are present in areas and times not covered
by the SMAs. Information about established DMAs
will be announced over NOAA’s customary maritime
communication media. Mariners are encouraged to avoid
or reduce speeds to 10 knots or less while transiting
through DMAs.
(63)
Area to be avoided
(64) In order to signicantly reduce the risk of ship strikes
to the North Atlantic right whale, an area to be avoided
was established in the Great South Channel, east of the
Boston Harbor trafc lanes. Ships of 300 gross tons and
above should avoid the area bounded by lines connecting
the following geographical positions:
(65) 41°44'08"N., 69°34'50"W.;
(66) 42°10'00"N., 68°31'00"W.;
(67) 41°24'53"N., 68°31'00"W.; and
(68) 40°50'28"N., 68°58'40"W. between the period of
April 1 through July 31.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 185
(69) Early Warning and Sighting Advisory Systems:
As weather and conditions permit, dedicated seasonal
programs of aerial and vessel surveys are conducted in
the northeast and southeast U.S. to provide whale sighting
information to mariners. Surveys typically occur in the
following locations at the specied times: a) Cape Cod
Bay, the Gulf of Maine, the Great South Channel, and
Rhode Island, Block Island and Long Island Sounds from
January through July; b) South Carolina/North Carolina
border south to Crescent Beach, FL, from December
through March. Survey planes occasionally use VHF-
FM channel 16 to contact ships directly if whales have
been spotted in close proximity to that vessel. However,
many right whales go undetected by surveys. Seasonal
right whale advisories and sighting reports are broadcast
periodically for these and surrounding areas by Coast
Guard Broadcast Notice to Mariners, NAVTEX, NOAA
Weather Radio, Cape Cod Canal Vessel Trafc Control
and the Bay of Fundy Vessel Trafc Control and are
included in the return message from the Right Whale
Mandatory Ship Reporting (MSR) systems. General
sighting information may be obtained by sending an
e-mail to ne.rw[email protected] (northeast) or se.
rw[email protected] (southeast).
(70) Precautions when transiting right whale habitat
and areas of recently reported right whale sightings:
NOAA recommends the following precautionary
measures be taken to avoid adverse interactions with
North Atlantic right whales:
(71) Before entering right whale habitat (See “Seasonal
Occurrence” table), check Coast Guard Broadcast
Notices to Mariners, NAVTEX, NOAA Weather Radio,
Mandatory Ship Reporting (MSR) system, Cape Cod
Canal Vessel Trafc Control and the Bay of Fundy
Vessel Trafc Control as well as other sources for recent
right whale sighting reports. Local ship pilots also have
information on whale sightings and safe local operating
procedures.
(72) Review right whale identication materials and
maintain a sharp watch with lookouts familiar with
spotting whales. Although right whales are large, their
dark color and lack of a dorsal n can make them difcult
to spot.
(73) Avoid transiting through the right whale habitats
and areas where right whales have recently been sighted.
If transiting between ports within critical habitats,
minimize transit distance. Route around observed or
recently reported right whales and anticipate delays due
to prudent seamanship in response to whale sightings.
Avoid transits at night or during periods of low visibility.
(74) If a right whale is sighted from the ship or reported
along the intended track of the ship, mariners should
exercise caution, post a lookout and reduce speed to 10
knots when consistent with safe navigation. If a right
whale is sighted, a vessel must steer a course away from
the right whale and immediately leave the area at slow
safe speed. Do not assume right whales will move out
of the way of an approaching vessel. Mariners should
keep in mind that it is illegal to approach a right whale
closer than 500 yards. (See 50 CFR 224.103, chapter 2
for limits, regulations and exceptions.)
(75) Any whale accidentally struck, dead whale carcass,
and sighting of an injured or entangled whale should
be reported immediately to the Coast Guard or NOAA
National Marine Fisheries Service noting the precise
location, date and time of the accident or sighting. Call
866–755–6622 for reports to NOAA for the area from
Virginia to Maine or 877–942–5343 (877–WHALE–
HELP) for the area from North Carolina to Florida. In the
event of a strike or sighting of a dead, injured or entangled
whale, the following information should be provided:
(76) location, date, and time of the accident or sighting
of a carcass or an entangled whale,
(77) speed and course of the vessel,
(78) vessel specications such as size and propulsion,
(79) water depth,
(80) environmental conditions such as visibility, wind
speed and direction,
(81) description of the impact,
(82) fate of the animal, and
(83) species and size, if known.
(84) Recommended two-way routes to avoid whales: To
reduce the possibility of vessel strikes with right whales,
two-way routes were developed for vessels entering
and transiting through Cape Cod Bay and arriving and
departing the ports of Brunswick, GA, Fernandina Beach,
FL, and Jacksonville, FL. The routes were developed from
an analysis of historical right whale sightings and are
designed to reduce the likelihood of adverse interactions
between large vessels and right whales. The routes are
found on the latest NOAA Nautical Charts. In July
2007, the northern leg of the Boston Trafc Separation
Scheme (TSS) was shifted to direct ship trafc away from
an area of high whale density. Use of the modied TSS
is expected to considerably reduce the risk of striking a
whale.
(85)
Mandatory Ship Reporting systems (MSR) WHALES-
NORTH and WHALESSOUTH
(86) Mandatory Ship Reporting (MSR) systems require
all vessels 300 gross tons or greater to report to the U.S.
Coast Guard upon entering two designated reporting areas
off the east coast of the United States. (See 33 CFR 169,
chapter 2, for limits and regulations.) Sovereign immune
vessels are exempt from the requirement to report but are
encouraged to participate.
(87) 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.
186 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
(88) Mariners should check all MSR messages carefully
before transmittal to ensure the message includes the
correct address and format. Additional greeting or
comments in the message will preclude message receipt
by the MSR system. Failure to receive a timely return
message from the MSR system that provides locations of
recent right whale sightings and precautionary guidance
should be reported to the local Sector Ofce of the U.S.
Coast Guard.
(89) Northeastern reporting system/southeastern
reporting system (See 33 CFR 169.105 and 169.115,
chapter 2, for limits.)
(90) 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:
(91) Email: [email protected] or Telex:
48156090.
(92) Vessels not equipped with INMARSAT C
or Telex should submit reports to the U.S. Coast
Guard’s Communication Area Master Station Atlantic
(CAMSLANT) via HF voice frequencies on 4125 kHz,
6215 kHz, 8291 kHz, 12290 kHz and 16420 kHz or by
calling 1-800-742-8519x0. Vessels equipped only with
VHF-FM voice communications should submit reports
to the nearest U.S. Coast Guard Sector Ofce.
(93)
Right Whale MSR - Mandatory Ship Reporting
Example report:
WHALESNORTH
WHALES?NORTH//
M/487654321//
A/CALYPSO/NRUS//
B/031401Z APR//
E/345//
F/10.0//
H/031410Z APR/4104N/06918W//
I/BOSTON/032345Z APR//
L/WP/4104N/06918W/15.5//
L/WP/4210N/06952W/15.5//
L/WP/4230N/07006W/15.5//
WHALESSOUTH
WHALESSOUTH//
M/412345678//
A/BEAGLE/NVES//
B/270810Z MAR//
E/250//
F/10.0//
H/270810Z MAR/3030N/08052W//
I/MAYPORT/271215Z MAR//
L/RL/17.0//
Vessels should report via INMARSAT C or via
alternate satellite communications to one of the
following addresses:
Email: [email protected]
Telex: 48156090
(94) Mariners should check all MSR messages carefully
before transmittal to ensure the messages include the
correct address and correct format. Additional comments
in the message will preclude message receipt by the MSR
system. Failure to receive a timely return message from
the MSR system, providing locations of recent right whale
sightings and precautionary guidance, should be reported
to the local Sector Ofce of the U.S. Coast Guard.
(95)
Inside navigation
(96) Navigation on the waterways covered by this volume
requires a knowledge of the channel conditions and other
factors restricting navigation. General items of interest to
the vessel operator are indicated in the paragraphs that
follow; details are given in the text.
(97)
Speed
(98) Regulations are given in 33 CFR 162.65, chapter 2.
(99)
Bends or curves
(100) In the Intracoastal and adjoining waterways there are
many sharp bends that are dangerous to vessels meeting
or passing. On approaching a bend, a vessel should
reduce speed sufciently to be able to stop within half
the distance to a ship coming from the opposite direction.
Under no circumstances should a vessel attempt to
overtake and pass another at a bend. Even with sufcient
view of the channel ahead and after proper exchange
and understanding of signals, the overtaken vessel may
suddenly veer from current action. This is even more
pronounced with larger vessels and tows.
(101)
Crosscurrents
(102) Where two streams cross, the current will have a
greater velocity in the deeper channel. This is noticeable
along the Intracoastal Waterway where it follows a dredged
canal cutting across a winding stream. Crosscurrents will
also be noticed where either an inlet from the ocean or a
drainage canal enter the waterway.
(103) Crosscurrents are especially strong at New River
Inlet and Bogue Inlet, NC. Failure to allow for cross
currents when passing these and other inlets is the cause
of many rescue calls to the Coast Guard.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 187
(104)
Spoil banks
(105) Nature quickly covers her scars. This is true of the
spoil banks made by dredging. In the northern areas when
awash these banks are often covered by grass, while in the
southern areas they are covered by bushes and sometimes
fairly large trees.
(106) Water hyacinth is a oating freshwater plant which
infests numerous streams tributary to the South Atlantic
and Gulf coasts. It has bright green leaves and a purple
ower. It propagates from seeds and suckers, spreads
quickly in most localities and may cause complete
suspension of navigation if not removed. The hyacinths
form in mats or jams and oat around driven by the wind
or current. In open water these mats often resemble small
islands. At times some of the bays and tributaries may be
changed in appearance because of hyacinth jams. Where
the water is apt to be brackish, an attempt can be made
to force a boat through the mat. In doing so, however,
care should be taken that any logs that might be oating
in the weeds are not struck with force enough to damage
the hull. Snakes may also be found on the hyacinth mats.
The work of removing this growth is undertaken by the
various Corps of Engineers districts and the State of
Florida by the processes of spraying and cutting and the
use of booms.
(107)
Mangrove
(108) Three distinct types of mangrove are found in the
southern section of this area. Yellow or white mangrove
grows to a height of about 4 feet and is found principally
on the sand ats in front of the fast land. Along the shores
of Biscayne Bay, the red mangroves commonly grow to
a height of 20 to 30 feet, with occasional stands 40 to 50
feet tall along the mainland coast south of Miami. Along
the shores of Florida Bay, red mangroves generally grow
10 to 15 feet tall but occasionally grow to 25 feet. They
are rooted in water most of the time. Black mangrove
grows on sand ridges and higher ground that cover only
at very high water or storm tides. The black mangrove
sometimes grows to a height of 50 to 60 feet.
(109)
Stumps and sunken logs
(110) Reports are frequently made that vessels have struck
shoals or rocks in rivers that have later proved to be stumps
or sunken logs. Mariners are warned against navigating
too close to the banks of streams where submerged
stumps are known or may be expected to exist.
(111)
Hurricane moorings
(112) On receiving advisory notice of a tropical disturbance
small boats should seek shelter in a small winding stream
whose banks are lined with trees, preferably cedar or
mangrove. Moor with bow and stern lines fastened to
the lower branches; if possible snug up with good chang
gear. The knees of the trees will act as fenders and the
branches, having more give than the trunks, will ease the
shocks of the heavy gusts. If the banks are lined only with
small trees or large shrubs, use clumps of them within
each hawser loop. Keep clear of any tall pines as they
generally have shallow roots and are more apt to be blown
down.
(113)
Manatees
(114) The West Indian manatee is a herbivorous marine
mammal that is protected at the federal level by the Marine
Mammal Protection Act of 1972 and the Endangered
Species Act of 1973. These acts make it illegal to harass,
hunt, capture or kill any marine mammal, including all
dolphins, whales and manatees. The manatee is a large
(approximately 8 to 10 feet in total length) and slow-
moving marine mammal with a torpedo-like body and
a paddle-shaped tail. These animals mainly inhabit the
estuarine and inland waters of Florida, although they have
been sighted in the Atlantic Ocean and Gulf of Mexico
and have been seen as far north as Massachusetts and
as far west as Texas. Due to their sensitivity to colder
temperatures, in the winter manatees move from cooler
waters and congregate, sometimes in large numbers, in
warmer rivers and springs, streams and canals and near
the cooling water discharge outlets of power plants and
other industrial sources. During the spring and autumn
months, many manatees undertake extensive migrations
along the Atlantic and Gulf Coasts. Manatee distribution
in the warmer months of the year is typically more
widespread.
(115) Manatees need to surface regularly to breathe,
approximately every 2 to 10 minutes, but are capable
of holding their breath for up to 20 minutes. Calves are
approximately 3 feet in length at birth and stay with the
mother for a period of up to 2 years. During this time, they
nurse regularly from the mother and take more frequent
breaths than a larger adult. This mother-calf bond is very
important and critical to the survival of the calf; it is
very important that the mother and calf do not become
separated. Manatees are typically solitary in nature, found
as a cow-calf pair or found in small groups. However,
when a female is in estrus, she may be accompanied by
large numbers of males, typically referred to as a mating
herd.
(116) Statewide aerial surveys (synoptic surveys) are
conducted following signicant cold weather to provide
a minimum population estimate for manatees in Florida
waters. In January 2009, the synoptic survey resulted
in a total count of 3,802 manatees on both the east and
west coasts of Florida. This is a minimum count, and
it is reasonable to assume that some manatees were not
detected during the surveys. Manatees are quite docile and
have no natural enemies but are an endangered species,
mostly due to collisions with boats that have caused as
many as 95 deaths per year. Watercraft-related mortality
may result from injuries caused by the propeller and/or
impact from a collision with a vessel. As such, manatee
protection speed zones (ranging from no entry zones to
188 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
30 miles per hour zones) exist around the State of Florida
to provide additional protection in areas of high manatee
use and high watercraft-related mortality.
(117) The Florida Manatee Sanctuary Act authorizes the
Florida Fish and Wildlife Conservation Commission
(FWC) and, in some cases, local governments to regulate
motorboat speed and operation in areas frequently used
by manatees. The regulated zones are marked by large
reective signs or buoys. In these zones, boat operators
must operate their vessels at or below the established
limits, and no person may intentionally or negligently
annoy, molest, harass, disturb, collide with, injure or
harm manatees. Maps of the state zones are available on
the internet at MyFWC.com. Questions about the state
regulations should be directed to the FWC Imperiled
Species Management Section, 620 South Meridian
Street, Tallahassee, FL 32399. Regulated zones within
the area covered by this Coast Pilot are in the St. Johns
River generally between Lake George and Lake Monroe
(includes the area around Blue Springs Run) and in the
northern stretch of the river generally between the river
mouth at Mayport and the Doctors Lake and Julington
Creek area; and throughout most of the Atlantic Coast
counties between Duval and Miami-Dade (as well as in
many of the Gulf Coast counties between Collier and
Citrus).
(118) The U.S. Fish and Wildlife Service has established
regulated zones within the Merritt Island National
Wildlife Refuge to protect the large number of manatees
that occupy these waters from April through mid-
November. “Idle speed” and/or “slow speed/minimum
wake” areas are in Haulover Canal, Bairs Cove on the
southeast side of Haulover Canal, Banana Creek at the
north end of Merritt Island and in the channel and basin at
the Kennedy Athletic and Recreation Society marina on
the west side of Banana River 1.5 miles north of Canaveral
Barge Canal. The area on the east side of Banana River
immediately south of the NASA Parkway is closed to
all motorized craft from April 1 through November
14 annually. The regulated zones are well marked by
signs that indicate the speed limit. The regulations are
contained in 50 CFR 26 (not carried in this Coast Pilot).
Maps delineating the regulated zones are available from
the Merritt Island National Wildlife Refuge, P.O. Box
6504, Titusville, FL 32780.
(119)
Tides
(120) On the outer coast the mean range of tide increases
from 2.8 feet at Cape Henry to 5.9 feet at Edisto Beach.
In the sounds and rivers south to Florida the range is
generally greater, reaching 8.0 feet or more at some
locations. Along the east coast of Florida the average
tide range is about 2.5 feet, and in the Florida Keys
the ranges vary from 0.2 feet to 2.4 feet. See the Tidal
Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(121)
Currents
(122) It appears that, except during northerly and
northeasterly winds, a current of about 0.5 knot average
velocity, setting northeastward with the trend of the coast,
may be expected outside the 10-fathom curve between
Cape Canaveral and Cape Hatteras. Farther offshore the
velocity of the northeastward ow increases as the axis
of the Gulf Stream is approached.
(123) Strong currents are produced by the wind along the
coast during northeasterly and southerly gales, reversing
or greatly increasing the normal current. Their velocity
and direction depend upon the direction, strength and
duration of the wind. See the Tidal Current prediction
service at tidesandcurrents.noaa.gov for specic
information about times, directions, and velocities of the
current at numerous locations throughout the area. Links
to a user guide for this service can be found in chapter 1
of this book.
(124) The Gulf Stream System is the most famous of
the principal ocean currents. The name was rst used
by Benjamin Franklin in 1769. In general, as the swift
current of the Gulf Stream issues into the sea through
Straits of Florida, its waters are characterized by a deep
blue color, high salinity, high temperature in the upper
stratum and presence of phosphorescence. Except near
shoals where waves may stir up bottom sediments, Gulf
Stream water is very clear, enabling visual penetration
to unusually great depths. At its junction with coastal
seawater, the edges may frequently be recognized in
moderate weather by ripples, as well as by the difference
in color. Northward, in the cooler regions, the evaporation
from its surface, when the temperature of the air is lower
than that of the water, is apparent as “sea smoke.” In
addition, the stream may carry with it some Gulf weed
(Sargassum), which is olive brown, branched seaweed
with berrylike air vessels.
(125) The upstream extent of the Gulf Stream System can
be traced to the Yucatan Strait where a well-established
current enters the Gulf of Mexico. The current in the Gulf
of Mexico is called the Loop Current. The position of the
Loop Current is quite variable, but there is some evidence
of a cyclical pattern of about 290 days. The Loop Current
begins with a short ow pattern protruding into the Gulf
of Mexico, then it slowly builds up, gradually protruding
northward and westward into the Gulf and reaching as far
as 28°N and 90°W before shedding a large warm ring. The
remaining Loop Current has a shortened ow path and
begins the process anew. The large detached warm ring
will drift about 1.5 miles per day west to southwestward
into the western Gulf of Mexico where it will eventually
dissipate. Gulf of Mexico warm rings average about 120
miles in diameter. The warm ring has a clockwise ow
with a maximum current close inside its periphery of 0.5
to 1.5 knots.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 189
(126) After entering the Straits of Florida between Cuba
and the Florida Keys, the Gulf Stream System’s path
becomes much more stable. The major variation of the
current from off Key West to off Little Bahama Bank
appears to be a meandering of the axis of the current
within the narrow connes of the Straits. The current
within the Straits and slightly to the north is frequently
referred to as the Florida Current.
(127) Shortly after emerging from the Straits of Florida,
the Gulf Stream is joined by the Antilles Current, which
ows northwesterly along the open ocean side of the
West Indies. The Antilles Current, like the Gulf Stream,
carries warm, highly saline waters of clear indigo blue.
The union of the two currents gives rise to a broad and
deep current possessing about the same characteristics as
the Florida Current except that the velocity is somewhat
reduced. The Gulf Stream from the Florida Straits ows
northward, then northeastward, paralleling the general
trend of the 100-fathom contour up to Cape Hatteras.
From 32°N to Cape Hatteras the stream shows some
lateral meandering that does not generally exceed one
stream width, or about 40 miles.
(128) Beyond Cape Hatteras the Gulf Stream ows
eastward away from the coast and into much deeper
water. As it moves into progressively deeper water, the
stream is subject to increased meandering that can have
as large a north-south extent as 270 miles. The wavelike
meanders of the stream propagate eastward at speeds of
about 3 to 5 miles per day. These meanders occasionally
shed detached current rings or eddies that are found
north and south of the stream and that are respectively
warmer and cooler than the surrounding waters. Rings
are generally formed east of 65°W.
(129) Warm rings average about 70 miles in diameter and
are found north of the stream between it and the continental
shelf. Warm rings rotate in a clockwise direction with a
maximum ow of about 1.6 knots located about 2/3-3/4
from the center of the eddy. Warm rings generally move
about 1.5 miles per day westward after formation in the
region between the stream and the continental shelf to
about 70°W. From 70°W the rings generally move
southwestward along the continental shelf and eventually
are absorbed into the stream near Cape Hatteras. Many
warm rings are absorbed by the stream well before they
reach Cape Hatteras. About 20 warm rings are formed each
year and average about a 20-week life cycle. Cold rings
average about 60 miles in diameter and are found south of
the stream in the Sargasso water region. Cold rings rotate
in a counterclockwise direction with a maximum ow of
about 1.6 knots located 2/3-3/4 from the center. Cold ring
velocities can be signicantly higher than 1.6 knots. Cold
rings tend to move about 1.5 miles per day southwestward
after formation and are eventually absorbed back into the
Gulf Stream. About 20 cold rings are formed each year
and average about a 1.5-year life cycle.
(130) Eastward of the Grand Banks of Newfoundland,
the whole surface is slowly driven eastward and
northeastward by the prevailing westerly winds to the
coastal waters of northwestern Europe. For distinction,
this broad and variable wind-driven surface movement
is sometimes referred to as the North Atlantic Drift.
(131) On its western or inner side, the Gulf Stream is
separated from the coastal waters by a zone of rapidly
falling temperature, to which the term north wall (west
wall from Georgia south) has been applied. The abrupt
change in the temperature of the waters separated by the
north wall (west wall) is frequently very striking and is
a denite indication of the edge of the stream. It is most
clearly marked north of Cape Hatteras but extends, more
or less well dened, from the Straits of Florida to the
Grand Banks of Newfoundland. In the vicinity of the
Grand Banks, the north wall represents the dividing line
between the warm current of the Gulf Stream and the cold
waters of the Labrador Current, which according to
observations, turns sharply, between 42°-43°N and 51°-
52°W, and ows parallel to the Gulf Stream.
(132) Throughout the whole stretch from the Florida Keys
to past Cape Hatteras the stream ows with considerable
velocity. Characteristic average surface speed is on the
order of 2.5 knots, increasing to about 4.5 knots off Cape
Florida where the cross-sectional area of the channel is
least. These values are for the axis of the stream where the
current is a maximum, the speed of the stream decreasing
gradually from the axis as the edges of the stream are
approached. The axis of the stream is estimated to be
about 3 to 15 miles seaward of the north wall. Both the
speed and position of the axis of the stream uctuate from
day to day, hence description of both position and speed
are averages.
(133) Crossing the stream at Jupiter or Fowey Rocks, an
average allowance of 2.5 knots in a northerly direction
should be made for the current.
(134) Crossing the stream from Habana, a fair allowance
for the average current between 100-fathom curves is 1
knot in an east-northeasterly direction.
(135) A vessel bound from Cape Hatteras to Habana, or the
Gulf ports, crosses the stream off Cape Hatteras. A fair
allowance to make in crossing the stream is 1 to 1.5 knots
in a northeasterly direction for a distance of 40 miles from
the 100-fathom curve.
(136) Earlier systematic observations on the Gulf Stream
dealt with the temperature of the water rather than its
motion, and the axis was taken to be along the line of
highest temperature obtained. Later the axis was taken
to mark the line of greatest velocity. Ordinarily it is
assumed that these two axes coincide, but this is by no
means certain. The thermometer, although it indicates the
limits of the stream in a general way, is therefore only an
approximate guide to the velocity of the currents.
(137) The lateral boundaries of the current within the
Straits of Florida are fairly well xed, but as the stream
crosses 32°N its eastern boundary becomes somewhat
vague. On the western side the limits can be dened
approximately since the waters of the stream differ in
color, temperature, salinity, and ow from the inshore
coastal waters. On the east, however, the Antilles Current
190 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
combines with the Gulf Stream so that its waters here
merge gradually with the waters of the open Atlantic.
Observations of the National Ocean Service indicate that,
in general, the average position of the inner edge of the
Gulf Stream from the Straits of Florida to Cape Hatteras
lies inside the 100-fathom curve.
(138) At the western end of the Straits of Florida the limits
of the Gulf Stream are not well dened. Between Fowey
Rocks and Jupiter Inlet the inner edge lies very close to
the shoreline.
(139) Along the Florida Reefs between Alligator Reef and
Dry Tortugas the distance of the northerly edge of the
Gulf Stream from the edge of the reefs gradually increases
toward the westward. Off Alligator Reef it is quite close
inshore, while off Rebecca Shoal and Dry Tortugas it is
possibly 15 to 20 miles south of the 100-fathom curve.
Between the reefs and the northern edge of the Gulf
Stream the currents are ordinarily tidal and are subject
at all times to considerable modication by local winds
and barometric conditions. This neutral zone varies in
both length and breadth; it may extend along the reefs a
greater or lesser distance than stated, and its width varies
as the northern edge of the Gulf Stream approaches or
recedes from the reefs.
(140)
Location of the Gulf Stream
(141) The approximate position of the Gulf Stream for
various regions is shown on National Ocean Service
charts for Straits of Florida; the Gulf of Mexico; Cape
Canaveral to Key West; and Havana to Tampa Bay. The
axis and the position of the inner edge of the Gulf Stream
is depicted from Cape Hatteras to Straits of Florida.
(142) Up-to-date information on the location, width, and
maximum surface temperature of the Gulf Stream System
is available in a variety of ways. Such information is
broadcast by NOAA Weather Radio stations from Key
West, Florida, to Cape Hatteras, North Carolina. The times
of these broadcasts and their formats vary from station to
station, but in general, all give the distance to the inshore
edge of the Stream with reference to a navigational light
or buoy, the width of the Stream when that is known
and the maximum temperature. This information is
derived largely from infrared satellite imagery, and it is
unfortunately not available during the warmer summer
months south of about Jupiter Inlet. (See Appendix A for
a list of NOAA Weather Radio stations.)
(143) Gulf Stream System analysis from the Gulf of
Mexico to Cape Hatteras can be accessed through
NOAA’s Operational Model Archive and Distribution
System (NOMADS) at ecowatch.ncddc.noaa.gov.
(144) Gulf Stream location information is included in
the coastal waters forecast synopsis, generated by the
National Weather Services Weather Forecast Ofces in
Florida. These ofces are in Melbourne, Miami and Key
West, and the synopsis is available on their respective
websites at nws.noaa.gov/om/marine/marine_map.htm.
(145) Wind-driven currents are very complicated.
Their velocities and directions depend upon a number
of factors such as the velocity, direction and duration of
the wind, the proximity of the coast and the direction
of the coastline. Generally in the Northern Hemisphere
the wind-driven current sets somewhat to the right of the
wind, but in coastal waters there are many exceptions to
this general rule, the current often setting to the left of
the wind, due to the tendency of the current to follow the
direction of the coastline or to other local conditions.
(146) The velocity of the wind current relative to that
of the wind also varies with the locality. See the Tidal
Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(147)
Weather
(148) From hurricanes to “Nor’easters” these coastal
waters are plagued with potential weather hazards year
round. The Gulf Stream, local currents and numerous
shoals complicate matters. The following text describes
the weather problems that face the mariner. The
individual chapters contain information on local weather
hazards. Government radio stations that transmit weather
information and National Weather Service ofces
are listed in Appendix A. Climatological tables for
coastal locations and ocean areas, compiled from ship
observations, follow Appendix A. This text was produced
by the National Oceanographic Data Center.
(149)
Extratropical cyclones
(150) One of the more frequent weather features the
mariner encounters along the coast is the winter storm or
“Nor’easter.” These extratropical systems can develop
in any month. Their size can vary from an insignicant
wave along a front to a gigantic circulation that covers
most of the western North Atlantic. Winds can reach
hurricane force and seas of 40 feet (12 m) and more
have been encountered. While these storms are usually
well forecasted they can develop or deepen explosively,
particularly off Cape Hatteras, over the Gulf Stream,
giving rise to the term “Hatteras Storms.”
(151) These winter storms, present in all months, are most
frequent and intense from November through March.
December, January and February are the heart of the
season, when an average of four to six storms per month
roam these waters. Many systems develop in the Gulf of
Mexico, move across central or northern Florida, then
up the East Coast. Some of the most intense storms have
developed early and late in the season. In March 1962 a
slow-moving, late winter coastal storm combined with
spring tides and wrought tremendous destruction from
Florida to New England. Persistent northeasterlies and
a long fetch raised spring tides to near record levels and
generated high seas in the open ocean. Several ships were
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 191
caught, including a tanker that broke in two off Cape
Hatteras. During the Veterans Day storm in November
1968 a ship near Ocracoke Inlet ran into 35-foot seas in
60-knot winds.
(152) In March 1993, the “Storm of the Century,” a slow-
moving late winter coastal storm, combined with spring
tides and wrought tremendous destruction from Florida
to New England. From hurricane-type storm surge and
winds along the upper Gulf Coast of Florida to record
snowfalls in the southern and central Appalachians and
a rst-time-ever interruption of air travel at every airport
east of the Mississippi, the March 1993 extratropical low
pressure system will be a storm long remembered.
(153)
Cold fronts
(154) These often sharp boundaries between relatively
warm air ahead and cold air behind usually approach
this coast from the west through north. Ahead of the
front, winds are usually squally and often blow out of
the south through southwest. Cirrus clouds give way
to Altocumulus or Altostratus and Nimbostratus, then
Cumulonimbus. Pressure falls moderately, and showers,
and perhaps thunderstorms, occur. Seas become choppy.
With the frontal passage winds shift rapidly to the
west and northwest. Strong gusts and squalls continue.
Clearing usually occurs a short distance behind the front
as the cold air moves in. Cold fronts can move through the
northern part of the area quite rapidly. Their speeds vary
from about 10 to 20 knots in summer up to 40 knots in
winter. Often, cold fronts remain north of this coast. Their
frequency decreases with latitude. During the winter
season strong arctic and polar outbreaks occasionally
push southward to Florida and in rare instances cold
fronts reach the Florida Keys. In other seasons these
outbreaks are not strong enough to reach the southern
part of this coast.
(155) During the spring and summer when the air
ahead of the cold front may be very unstable, a line of
thunderstorms, known as a squall line, may develop.
These instability lines can form 50 to 300 miles (93 to
555 km) ahead of a fast-moving front. They may even
contain tornadoes or waterspouts. These storms can
inict considerable damage on shing vessels and small
craft.
(156)
Tropical cyclones
(157) A tropical cyclone is a warm-core, low-pressure
system that develops over tropical oceans. It exhibits
a rotary, counterclockwise circulation in the Northern
Hemisphere around a center or “eye.” In small tropical
cyclones the diameter of the area of destructive winds may
not exceed 25 miles (46 km), while in the greatest storms
the diameter may reach 500 miles (925 km). At the center
is a comparatively calm, sometimes clear, area known
as the eye. The diameter of the eye can vary from about
5 to 25 miles (9 to 46 km). Winds are usually strongest
near the center. They can reach 175 knots or more in
an intense hurricane. In the North Atlantic Region (West
Indies, Caribbean Sea, Gulf of Mexico and waters off
the U.S. east coast) the following terminology is used
in tropical cyclone warnings issued by the National
Hurricane Center (National Weather Service):
(158) (1) Tropical Depression. A tropical cyclone in which
the maximum sustained surface wind (1-minute mean) is
33 knots or less.
(159) (2) Tropical Storm. A tropical cyclone in which
the maximum sustained surface wind (1-minute mean)
ranges from 34 knots to 63 knots.
(160) (3) Hurricane. A tropical cyclone in which the
maximum sustained surface wind (1-minute mean) is 64
knots or more.
(161) While the following term is not normally used
in tropical cyclone advisories it may appear in related
products.
(162) Tropical wave–A minor cyclonic circulation in the
easterly tradewinds, which could develop into a tropical
depression but lacks evidence of a closed circulation; also
known as easterly wave.
(163) With the advances in observations through satellite,
a hybrid storm, called a subtropical cyclone, has been
discovered. The character of this storm lies between the
tropical and extratropical cyclone. It is often short lived
and dissipates without developing beyond the depression
stage. Those that intensify occasionally change character
and become tropical storms or hurricanes. While
subtropical they are designated as a depression or storm
(no upper wind limit) similar to tropical systems.
(164) Along the coast greater damage may be inicted by
water than by wind. Prolonged winds blowing toward
shore can increase water levels from about 3 to 10 feet
(1 to 3 m) above normal. This storm tide may begin
when the tropical cyclone center is 500 miles (925 km)
or more away. It gradually increases until the winds
change direction. On top of this the low pressure in the
storm’s center can create a ridge or wall of water known
as a surge. This will move in the direction of the storm’s
movement and can be disastrous. The effect may be
similar to that of a tsunami (seismic sea wave) caused
by earthquakes in the ocean oor. Storm surges can push
these tides to 20 feet (6 m) or more above normal. About
3 or 4 feet (0.9 or 1.2 m) of this is due to the decrease
of atmospheric pressure and the rest to the strong winds.
Additional water damage results from the pounding of
sea and swell. Torrential rains, generated by tropical
cyclones, can cause both ash oods and river oods
from inland rains.
(165)
Tropical cyclone climatology
(166) In an average season nine or ten tropical cyclones
develop and ve 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
192 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
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 connes 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.
(167) The most common path is curved, the storms rst
moving in a general westward direction, turning later to
the northwestward and nally 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.
(168) 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
and 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.
(169)
Hurricane warnings and forecasts
(170) The civilian hurricane warning service for the North
Atlantic is provided by the National Hurricane Center/
Tropical Prediction Center, Miami, Florida. They collate
ship, aircraft, radar and satellite data to produce and issue
tropical cyclone warnings and forecasts for the North
Atlantic Ocean, including the Caribbean Sea and Gulf of
Mexico. The principal product is the Tropical Cyclone
Advisory message especially tailored for marine,
aviation, military and public interests. They are issued
every 6 hours with intermediate bulletins provided when
needed.
(171) 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 Ofces in order that
defense against damage, and perhaps evacuation, can be
implemented. Two levels of warnings are employed. The
“Hurricane Watch” is a preliminary alert that a hurricane
may threaten a specied portion of the coast. It is issued
approximately 36 hours before landfalls could occur.
The second level is the “Hurricane Warning,” which
indicates that hurricane conditions are expected within
24 hours in advance of landfall. It is aimed at providing
the best compromise between timeliness and accuracy for
civil defense purposes to allow for 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.
(172)
Hurricane havens
(173) The text for this section has been condensed from the
Hurricane Havens Handbook for the North Atlantic
Ocean, published by the Marine Meteorology Division,
Naval Research Laboratory, Monterey, CA 93943, and
available at nrlmry.navy.mil/pubs.htm. The navigational
information may be applied to extratropical cyclones as
well. Summaries for individual ports, where available,
can be found in the appropriate chapters. The complete
publication is available through the National Technical
Information Service, Springeld, VA 22161 (ntis.gov).
(174) 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 difculty in forecasting tropical cyclone movement,
although these forecasts have improved signicantly 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 inuences. Forecasts of hurricane
movements are more reliable in some areas, particularly
the lower latitudes. In the midlatitudes where storms are
often recurving, the difculty 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.
(175) Large changes in the balance of these factors that
may affect a leave/stay decision are evident all along
the Atlantic coast. At Charleston, SC, for example the
threat of a hurricane is moderate as is the average forecast
error. The speed of storm advance is relatively low for
both average and extreme values. These factors suggest
a relatively low risk of damage at sea if an evasion is
executed as early as possible. Ports in the Mayport area
have the potential of being fairly good hurricane havens
despite their conspicuous lack of shelter, because of the
rarity of serious hurricane threats and the prospects of
a safe escape to sea when needed; this is due to the low
speeds of advance of near-coastal storms and relatively
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 193
low forecast error. Two ports with a high risk of hurricane
threats, Key West and Morehead City, show a large contrast
in the remaining leave/stay decision factors. Hurricanes
at Key West appear predictable and easy to evade at
sea. However, the combination of unpredictability and
relatively high speed of advance of near-coastal storms
affecting North Carolina marks Morehead City as a less
secure port to occupy during the hurricane season than
Key West, and one from which evasion at sea carries a
higher risk of damage.
(176) In the northeast, certain ports have the potential to
offer good hurricane haven qualities because of the low
risk of a hurricane threat in conjunction with topographic
shelter. In addition the risk of misjudging the threat,
due to relatively large forecast errors, is considerable.
Furthermore, the risk of sustaining damage in attempting
to evade at sea is increased by the usually fast-moving
storms. This combination should encourage mariners in
this region to regard evasion at seas as a last resort.
(177) Along the U.S. Gulf of Mexico coast there is a
reduced exibility in evasion options created by the shape
of the Gulf. This biases the leave/stay decision in favor of
an early departure, which effectively reduces the accuracy
of the threat prediction. The large range of possible
speeds of storms affecting the coast from Pensacola to
New Orleans should encourage even earlier departure.
The net result is that Gulf ports should be considered
“high risk” ports similar to Key West and Morehead
City. Additionally, local factors in the Gulf area further
diminish the security of many ports. For example, the
strong impact of the storm surge, in many places, leads
to the closure of ports due to sudden silting of their long,
dredged approach channels.
(178) A sudden unexpected change in the speed or
direction of movement of a tropical cyclone, or a change
in its intensity, may call for a hasty departure from port
in deteriorating weather.
(179) However, limitations in manpower, port tug
facilities or the state of readiness of the ship’s machinery
will increase the risk of the vessel being damaged during
departure. Furthermore, the chances of gaining sufcient
sea room in heavy weather to avoid damage after leaving
port are also decreased. The odds for preventing serious
damage to the vessel in these circumstances swing in
favor of using the resources available to secure the ship
rmly to her berth. These measures should include laying
anchors into the channel or basin to hold her away from
the pier or wharf face. This is particularly important in
preventing damage to both vessel and pier if storm tides
ood the wharf. These tidal effects will require lines to
the pier to be tended until the hurricane threat is well
passed. Certain merchant vessels may also consider
ballasting down if the bottom at the berth is likely to be
clear of obstacles. Under pressure of these circumstances,
proceeding to anchor or moor is a less attractive alternative
unless both the resources to accomplish the move safely
and the assurance of an authenticated hurricane mooring
or anchorage are available.
(180) Of the 81 tropical cyclones that threatened Cape
Hatteras (came within 50 nautical miles (93 km)) during
the period 1842–1995, 67 occurred during the months
of August, September and October. As with the entire
Atlantic basin, the main threat is in September. Due to the
location of the Cape, its extension out into the Atlantic
from the mainland, the predominant direction from which
storms arrive is from the south or southeast. Since 1950,
32 storms have come within 50 nm (93 km) of the Cape.
Perhaps the two most memorable storms of recent times
are hurricane Donna in 1960 and hurricane Gloria in 1985.
Donna, in September 1960, came ashore near Morehead
City with highest sustained winds of 95 knots and passed
about 50 nm miles (93 km) west of Cape Hatteras while
maintaining that intensity. Gloria passed directly over the
Cape on September 27, 1985, with 90-knot winds. The
maximum wind at Cape Point was 64 knots.
(181) Of the 60 tropical cyclones that threatened Charleston
during the period 1842-1995, 46 occurred during the
months August, September, and October. By far the
greatest threat is in September. The predominate direction
from which the storm arrives is from the Southwest and
usually has weakened greatly since making initial landfall
along the Gulf Coast and crossing several hundred miles
(> 450 km) of land. Since 1950, 23 storms have come
within 50 nm (93 km) of Charleston. Perhaps the two most
memorable storms of recent times are hurricane David in
1979 and hurricane Hugo in 1989. David came ashore
near Savannah Beach, Georgia and raked the Charleston
area with gusts of 85 knots. Ten years later, Hugo came
ashore at Sullivans Island, just north of Charleston, with
peak winds of 120 knots. Downtown Charleston reported
winds of 76 knots with gusts to 94 knots while the airport
had sustained winds of 68 knots with gusts to 85 knots.
The maximum one-minute wind at Bulls Bay, near the
point of impact, was estimated in excess of 120 knots.
(182) Of the 59 tropical cyclones that threatened Daytona
Beach during the period 1842–1995, 47 occurred during
the months August, September and October. By a narrow
margin, the greatest occurrence is in September. The
predominant direction from which the storm arrives
is from the south or southwest. Since 1950, 22 storms
have come within 50 nm of Daytona Beach. Hurricane
Donna is likely the most memorable storm to affect the
Daytona Beach area in recent memory. On September
11, 1960, Donna crossed the central Keys moving to
the northwest and abruptly turned northward crossing
the southwest Florida coast near Naples. From there,
Donna continued north-northeastward, up the spine of
the peninsula, moving back out over open water north
of Daytona Beach. The maximum wind at landfall was
estimated near 135 miles per hour (60 m/s) with gusts
to 150 miles per hour (67 m/s), and winds were still 90
miles per hour (40 m/s) by the time the storm reached the
Daytona Beach area.
(183) Of the 58 tropical cyclones that threatened Miami
during the period of 1842–1995, 52 occurred during
the months of August, September and October. At this
194 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
latitude, along with the proximity of the Caribbean Sea
and much warmer water, October is the most likely month
of occurrence. The predominant direction from which the
storm arrives is from the south or southeast. Since 1950,
approximately 24 storms have come within 50 nm of
Miami. Hurricane Cleo in 1964 and Hurricane Andrew
in 1992 are likely the most noteworthy storms to impact
Miami. Hurricane Cleo was a very small storm and did
little damage. Cleo passed near Miami on August 27, 1964
with maximum winds of 110 miles per hour (49 m/s) and
gusts to 135 miles per hour (60 m/s). Hurricane Andrew
passed just south of Miami on August 24, 1992. Andrew
ravaged Homestead, Florida in the early morning hours
with winds in excess of 150 knots on a path that traveled
across south Florida in approximately four hours.
(184)
Tropical cyclones at sea
(185) Few experiences rival that of encountering a full-
blown hurricane at sea. However, even if there were no
transmitted advisories, nature provides its own tropical
warnings. Several days before its arrival, the hurricane
heralds its existence.
(186) Swells that were passing the ship at ten to fteen
per minute increase in length and now pass at about two
to ve per minute. The direction from which they arrive
marks the relative bearing of the storm.
(187) A second rough x may be obtained by adding 115°
(Northern Hemisphere) to the direction from which the
wind is blowing.
(188) Another indicator is the barometer. In the tropics
there is a normal rise and fall of barometric pressure with
the high points at about 1000 and 2100 LST. When the
storm is 500 to 1,000 miles (925 to 1850 km) away the
barometer may rise slightly and then a pumping action
may begin. When it starts a steady fall, activity is brewing.
(189) When the storm is about 300 to 600 miles (555 to
1,110 km) away, white, brous, cirrus clouds (“mare’s
tails”) appear in a nearly cloudless sky. These seem
to converge in the direction from which the storm is
approaching, particularly at sunrise and sunset. The
barometer continues to fall. The cirrus gives way to a veil
of cirrostratus followed by altostratus, then stratocumulus.
Mist-like rain is interrupted by an occasional shower as
the barometer drops about 4 millibars. Winds become
gusty and increase to about 22 to 40 knots. On the horizon
appears a dark wall of heavy cumulonimbus, the bar of the
storm. Portions of this cloud occasionally break off and
drift across the sky accompanied by gusty rain squalls.
As the bar approaches, from the direction of the storm’s
center, the barometer falls more rapidly. Windspeeds
increase. Seas become steeper. Squall lines sweep past
in ever-increasing number and intensity.
(190) The arrival of the bar is accompanied by dark skies,
nearly continuous squalls, a steep-falling barometer and
rapidly increasing winds. The hurricane center may still
be 100 miles (185 km) away. As the center approaches,
winds whip through the superstructure. Seas become
mountainous. Wave tops are blown off to mingle with
torrential rain that lls the air with water. Visibility drops
to near zero. Survival becomes the prime consideration.
(191) The eye brings a sudden drop in winds. Rain stops
and skies may clear enough to see the sun. Mountainous
seas approach from all sides. The barometer reaches its
lowest point, which may be 50 to 100 millibars below
normal. As the wall cloud on the opposite side of the eye
arrives, the full fury of the storm returns as suddenly as it
ceased, with winds blowing from the opposite direction.
The sequence of conditions is reversed and passes more
quickly as the circulation is usually smaller in the rear of
the storm.
(192)
Maneuvering for a tropical cyclone
(193) Knowledge is the most important aid when a
tropical cyclone is threatening. It is vital to know the
storm’s position, intensity and projected movement and
how to react to this information. By plotting the center
as provided in the warnings, possibly even adjusting its
position with a radar x or local signs, its position in
relation to the vessel can be determined.
(194) Shipboard radar provides the mariner with an
advantage, and if radio-facsimile charts are available
the advantage is even greater. The mariner is even
more fortunate if his ship has the appropriate satellite
receiving-recorder, either facsimile or photographic, to
position the cloud patterns of the storm as it moves. If,
despite warning systems and forecasts, a storm catches
up with the ship, prepare for the worst.
(195) There are three major schools of thought concerning
ship handling in hurricanes. They may be described as
active, passive and defensive:
(196) Active: Take an evasive course and get out of the
storm.
(197) Passive: Shut down and wallow.
(198) Defensive: Just maintain steerageway, keeping the
wind and seas either off the bow or the quarter.
(199) The course of action will depend on the size and
intensity of the storm, the nature and condition of the ship,
the proximity to shoal water, and other factors that can
only be determined by the master. While the vessel can
still make considerable way through the water, a course
should be selected to take it as far as possible from the
center. If the vessel can move faster than the storm, it is
a relatively simple matter to outrun the storm if sea room
permits. But when the storm is faster, the solution is not
as simple. In this case, the vessel, if ahead of the storm,
will pass closer to the center. The problem is to select a
course that will produce the greatest possible minimum
distance. This is best determined by means of a relative
movement plot.
(200) In the Northern Hemisphere, that part of the
circulation to the right of the storm track (facing in the
direction toward which the storm is moving) is called
the dangerous semicircle. It is considered dangerous
because (1) the actual wind speed is greater than that
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 195
due to the pressure gradient alone, since it is augmented
by the forward motion of the storm, and (2) the direction
of the wind and sea is such as to carry a vessel into the
path of the storm (in the forward part of the semicircle).
The circulation to the left of the storm track is known as
the navigable semicircle, where the wind is slowed by
the storm’s motion and vessels are pushed away from the
path. Seas are usually lower in this portion. In an ideal
situation the following general guidelines could be used:
(201)
Right or dangerous semicircle
(202) Bring the wind broad on the starboard bow (045°
relative), hold course and make as much way as possible.
If obliged to heave to, do so with head to the sea.
(203)
Left or navigable semicircle
(204) Bring the wind onto the starboard quarter (135°
relative), hold course and make as much way as possible.
If obliged to heave to, do so with stern to the sea.
(205)
On storm track, ahead of center
(206) Bring the wind two points abaft the starboard quarter
(157½° relative), hold course and make as much way
as possible. When well within the navigable semicircle,
maneuver as indicated above.
(207)
On storm track, behind center
(208) Avoid the center by the best practical course,
keeping in mind the tendency of tropical cyclones to
curve northward and eastward.
(209) If the storm maintains its direction and speed, the
ship’s course should be maintained as the wind shifts. In
all cases, one should be alert to changes in the direction
of movement of the storm center, particularly in the area
where the track normally curves toward the north.
(210) If it becomes necessary for a vessel to heave to, the
characteristics of the vessel should be considered. A ship
is concerned primarily with damage by direct action of
the sea. A good general rule is to heave to with head to
the sea in the dangerous semicircle or stern to the sea in
the navigable semicircle. This will result in the greatest
amount of headway from the storm center, and the least
amount of leeway toward it. If a vessel handles better with
the sea astern or on the quarter, it may be placed in this
position in the navigable semicircle or in the rear half of
the dangerous semicircle; movement should be slow. It
has been reported that when the wind reaches hurricane
speed and the seas become confused, some ships ride out
the storm best if the engines are stopped and the vessel is
permitted to seek its own position. In this way, it is said,
the ship rides with the storm instead of ghting against it.
(211) In a sailing vessel, while attempting to avoid a storm
center, one should steer courses as near as possible to
those prescribed above for power vessels. However, if
it becomes necessary for such a vessel to heave to, the
wind is of greater concern than the sea. A good general
rule always is to heave to on whichever tack permits the
shifting wind to draw aft. In the Northern Hemisphere
this is the starboard tack in the dangerous semicircle and
the port tack in the navigable semicircle.
(212)
Waves
(213) In early March of 1980 a series of frontal atmospheric
waves moved across Florida from the Gulf of Mexico.
One persisted until it reached the Gulf Stream where it
deepened rapidly into a powerful extratropical storm as
it headed east-northeastward. Off Cape Hatteras three
ships reported 40-foot seas (12 m) while several others
encountered wave heights of 25 to 35 feet (8 to 11 m).
The National Data Buoy Center’s buoy 41001 (35.0°N.,
72.0°W.) recorded a maximum wave height of 33 feet (10
m). Extratropical and tropical cyclones are responsible
for potentially similar conditions in the deep waters off
this entire coast year-round. Fortunately these situations
are infrequent. However, it has been calculated that in an
average 5-year period, signicant wave heights of 40 to
50 feet (12 to 15 m) and extremes of 70 to 90 feet (21 to
27 m) are possible. These gures decrease with latitude
(40 feet and 70 feet (12 and 21 m) off southern Florida).
(214) 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 signicant and other wave heights.
(215)
Wave Heights from Signicant Wave Heights (SWH)
Most frequent wave heights 0.5 x SWH
Average wave heights 0.6 x SWH
Signicant wave height
(average height of highest 33%)
1.0 x SWH
Height of highest 10% of the waves 1.3 x SWH
One wave in 1,175 waves 1.9 x SWH
One wave in 300,000 waves 2.5 x SWH
(216) This table can be used to project a range of wave
heights that might be expected in deep water. If signicant
wave heights of 10 feet (3 m) are forecast then the most
frequently observed waves should be in the 5 to 6 foot
(2 to 3 m) range while one wave in 100 should reach 17
feet (5 m). A giant or rogue wave might reach 25 feet
(8 m) in these circumstances. These rogue or “killer”
waves occur when the large number of different waves
that make up a sea occasionally reinforce each other. This
action creates a wave that is much steeper and higher
than the surrounding waves. These rogue waves often
occur in a stormy sea and are described by mariners who
have experienced them, as coming out of nowhere and
disappearing just as quickly. If signicant wave heights
are observed at 20 feet (6 m) then a rogue wave could
reach 50 feet (15 m) if the water depth could support it.
(217) In general, sea conditions are roughest from about
October through March or April. Seas of 8 feet (>2 m)
or more can be expected along deep water coastal routes
north of Florida about 15 to 30 percent of the time and 5
to 15 percent of the time off Florida.
196 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
(218) 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 rst begin
to blow or early in a storm’s life. The ship no longer
rides easily but is slammed. Steep waves are particularly
dangerous to small craft. When wave heights are greater
than 5 feet (1.5 m), periods of less than 6 seconds can
create problems for boats under 100 feet (30 m) in length.
Waves of 10 feet (3 m) or more with periods of 6 to 10
seconds can affect comfort in vessels 100 to 200 feet (30
to 60 m) in length and provide a rough ride for larger
ships.
(219) Waves moving into shallow water become steeper
and break when the depth is about 1.3 times the wave
height. Areas such as Diamond Shoals and Mantilla Shoal
are dangerous in heavy weather as are most of the inlets
along this coast. Wave steepness is also increased by tidal
currents, particularly when they oppose the wind. See
the Tidal Current prediction service at tidesandcurrents.
noaa.gov for specic information about times, directions,
and velocities of the current at numerous locations
throughout the area. Links to a user guide for this service
can be found in chapter 1 of this book.
(220) Swells can create problems for larger vessels.
About one-half of the waves of 10 feet (3 m) or more,
in these waters, are swells from distant storms. They are
uncomfortable to ships that roll or pitch in sympathy.
Swells with 500- to 1,000-foot (152 to 305 m) wave
lengths affect ships of these lengths. When steaming into
such swells a resonance is set up until the bow digs into
the waves. The resulting pitch will cause more of a power
loss than a roll caused by a sea. Swells with wave lengths
that range from about three-fourths to twice the ship’s
length can have this effect. Pitching is heaviest when the
ship’s speed produces synchronism between the period
of encounter and the ship’s natural pitching period. This
often occurs at or near normal ship speeds.
(221) When running before a following sea the greatest
danger arises when your speed is equal to that of the
waves or when the waves overtake the ship so slowly that
an almost static situation is created with the vessel lying
on the wave crest. In this latter case, stability is so reduced
that a small vessel could capsize. Waves on the quarter
or astern can also result in very poor steering quality. As
seas move along the vessel from aft to forward the rudder
is less effective and the boat may be slewed across the
face of a sea lling the decks with water as she broaches.
She could lose her stability and capsize, particularly if the
boat is trimmed by the head.
(222) The Gulf Stream not only affects the winds of coastal
storms but modies waves by their interaction with the
currents. This interaction is enhanced in the North Wall,
a narrow, horizontal band of extreme water temperature
change marking the north edge of the Gulf Stream.
The North Wall also indicates the region where strong
northeasterly currents will be encountered; they reach a
maximum value 10 to 20 miles (19 to 37 km) farther
into the Gulf Stream. Particularly during February and
March, when water temperature gradients are steepest to
the north, a coastal storm may draw cold Arctic air across
the slope water and along the coast to Cape Hatteras by
strong northeasterly winds.
(223) An 18° to 20°F (10° to 11°C) jump in water temperature
occurs creating highly unstable air and increased surface
winds with more gustiness and turbulence. Higher waves
are generated by the windspeed increase, and these waves
are likely to be more confused due to the turbulence.
In addition to this wave height increase, more serious
changes in the wave characteristics are produced by the
currents. Northeasterly seas encounter opposing currents
of 3 to 5 knots and, as is commonly observed in inlets
when incoming waves encounter an ebbing tide, the result
is sharply increased wave heights and much steeper wave
slopes. If the opposing current is sufciently strong the
waves will even break. This steepening action causes
problems for small craft navigating inlets with waves
only a few feet high; with 20- to 30-foot (6 to 9 m) waves
the result may be dangerous to any ship.
(224) To avoid this problem it is suggested that in late
winter and spring mariners cross the Gulf Stream as far
east as possible, where it is likely that the cold air would
have modied somewhat and thus reduce the instability
effect.
(225)
Visibilities
(226) Visibilities are generally good throughout the
year, particularly offshore south of Charleston. Fog is
the principal restriction to visibility. Onshore and along
the coast this is often a radiation type fog, which forms
shortly after sunset on cool, calm, clear nights. These fogs
generally do not extend any great distance seaward, but
may seriously restrict harbor activities. They often burn
off during the morning hours. Sea fogs occasionally drift
onshore on hot summer days, persisting for many hours
in a shallow layer along the coast. Foggy conditions vary
widely at coastal locations depending upon exposure. In
general, the number of days that visibilities fall to ¼
mile or less ranges from 20 to 40 days annually, north of
Cape Canaveral. These conditions are most likely from
October through April.
(227) West of the Gulf Stream sea fog may occur over
cooler waters when warm air is brought in from the south.
These conditions are most likely over coastal waters from
Norfolk to Charleston during January, February and
March. During these months visibilities drop below ½
mile on 1 to 5 percent of all ship observations. Conditions
are worst from Cape Henry to Cape Hatteras. In addition
to fog, precipitation occasionally reduces visibility over
both land and water while haze and smoke sometimes
restrict it over land.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 197
(228)
Winds
(229) Along most of the southern Atlantic Coast, winds
are determined by migratory high and low pressure
systems; in summer the semipermanent Azores High is
an important factor. Most of the Florida coast lies in the
easterly trade wind system at least part of the year. Other
inuences include the Appalachian Mountains and local
coastal topography. Strongest winds are generated by the
tropical and Extratropical low pressure systems and cold
fronts. Locally, thunderstorms can cause short periods of
strong, gusty winds.
(230) In the offshore waters, gales are most likely from
October through April. North of about 30°N., along the
coastal routes, they can be expected 5 to 10 percent of the
time. Winds are variable although those with northerly
and westerly components are most frequent. To the
south, gale frequencies drop off to about 5 percent or
less, decreasing with latitude; south of 30°N., winds in
the 22- to 33-knot range are encountered about 10 to 15
percent of the time. Winds are variable but southwesterlies
through northeasterlies are common. Easterlies become
increasingly frequent south of Jacksonville. Summer
winds in offshore waters are steadier but weaker, mainly
due to the dominance of the Azores High. North of
30°N., southerlies and southwesterlies prevail. Gales are
infrequent and even windspeeds in the 22- to 33-knot
range occur less than 10 percent of the time. South of
Jacksonville, easterlies and southeasterlies predominate
with average speeds of about 8 to 10 knots. It isn’t usually
until late September, when the Azores High recedes,
accompanied by an increase in migratory pressure
systems, that winds become stronger and more variable.
(231) Coastal winds are more complex due to topographical
inuences and the land-sea breeze effect. Along the coast
a daily shift in wind direction is often observed. During
the warmest part of the day winds blow from the ocean
toward shore (known as a sea breeze), and during the
coolest, from the land toward the sea (land breeze).
Offshore winds, unless they are exceptionally strong,
are generally considered most favorable for coastal
navigation. Onshore winds have a more pronounced
effect upon the surface, particularly when they have
been blowing from the same direction for a long period
of time. A strong sea breeze can cause heavy or choppy
seas and swells, and frequently makes navigation difcult
for small vessels.
(232) Windspeeds along the southeastern coast of the U.S.
are generally moderately light, averaging 8 to 12 knots
over the year. Monthly averages vary in summer from 6
to 10 knots and 8 to 15 knots in winter. Wide departures
from these averages should be expected in all seasons.
In the immediate coastal area, the windward side of the
promontories may be lashed by gales and heavy seas,
while the lee side is relatively protected. Averages do not
show these variations. The area from Cape Hatteras to
Cape Henry, exposed as it is to the ocean, is subject to
severe northeasterly ocean storms as well as migratory
continental pressure systems. Cape Hatteras is particularly
exposed to the winds, with open sea from north through
east to southwest. South of Cape Hatteras gales are much
less frequent, occurring generally on less than 15 days
annually. The frequency of calms is dependent upon
season, exposure, and time of day. They are least frequent
during the afternoon when they occur less than 5% of the
time along the entire southeastern Atlantic coast; in many
locations calms are recorded less than 2% of the time.
During the morning hours, particularly in summer and
fall, they occur 5 to more than 15% of the time. Calms are
least frequent at Cape Hatteras. Daytona Beach records
the largest range in July, August and September, when
morning calms occur about 25% of the time, compared
to less than 2% of the time during the afternoon.
(233) Extreme windspeeds are a hazard in any month.
Though winds greater than 34 knots are infrequent, they
have been recorded all along the southeastern U.S. coast
almost any time of the year. Gales usually accompany
sharply dened frontal systems, tropical storms,
hurricanes and severe local thunderstorms.
(234)
Temperature
(235) The temperature regime of the southern Atlantic
coast varies from temperate in the north to subtropical in
the south. The gradation from north to south is regular,
increasing with decreasing latitude. Another interesting
variation is the general modication process of the ocean
and coastal temperatures by each other. Along the coast,
sheltered land stations have warmer summers and cooler
winters than stations with greater exposure to the water.
(236) Temperatures along the southeastern seaboard
region are conducive to a long season of small-craft
operation. The southern Atlantic coast annual mean air
temperatures range from 59.5°F (15.3°C) at Norfolk, VA,
to 77.7°F (25.4°C) at Key West, FL. January is the coldest
month at most stations; July the warmest. Mean monthly
air temperatures range from 39.9°F (4.4°C) at Norfolk in
January to 84.5°F (29.2°C) at Key West in July.
(237) Over the water the coldest month is February and the
warmest is August. Exposed coastal stations experience
mean air temperatures more like those over the water. The
daily variation in temperature ranges from 10° to 17°F
(5.6° to 9.5°C) at coastal stations throughout the year and
is less over the water. The largest daily variation occurs
during the winter and early spring and the smallest during
late summer and fall.
(238) Very little data on extreme temperatures for the ocean
areas are available. At coastal stations temperatures above
100°F (37.8°C), while not common, have been recorded.
The highest during the period of record considered was
105°F (40.6°C) at Jacksonville, FL, in July. The lowest
recorded temperature was 5°F (-15°C) at Norfolk, VA, in
January.
198 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
(239)
Precipitation
(240) Along the southeastern Atlantic coast precipitation
is moderately heavy, averaging about 45 to 60 inches
(1,143 to 1,524 mm) a year. Monthly departures may be
large in any individual year, but over a long period of
record, a fairly uniform pattern prevails. Since the area
is within both temperate and subtropical regions, the
precipitation pattern shows differences in both type and
amount from north to south. Irregularities are often due
to differences of exposure at the observing stations. Year-
to-year variation is caused by overall departures from the
average, general circulation.
(241) In the northern part of the area, maximum rainfall
occurs normally during July and August, with a minimum
in November. In the southern section, however, maximums
occur in September or October and the least in February.
Average monthly totals at most stations range from 2 to
6 inches (51 to 152 mm) throughout the year. During the
months of greatest hurricane frequency, excessive rains
of 9 to 15 inches (229 to 381 mm) in a 24-hour period
have recorded. These may occur at any point along the
coast, but are most common in the southern part of the
area.
(242) The monthly mean number of days with 0.01 inch
(0.254 mm) or more of precipitation in the northern part
of the area ranges from about 8 days per month in the
fall to 10 to 12 days per month in the summer and winter.
In the central part of the area the most rainy days are
in summer, 11 to 16 days per month, and the least in
spring and fall, 6 to 9 days per month. The most rainy
days along the Florida coast, 14 to 18 days per month,
generally occur in late summer and early fall, and the
minimum number, 5 to 8 days per month, from February
through April.
(243) Much of the precipitation, like cloudiness, is
associated with cyclonic activity throughout the year.
During the winter, precipitation is usually steady but may
come with an occasional thunderstorms along a front.
Frontal systems originating or developing in the Gulf
region result from the interaction of a moist tropical air
mass with colder continental masses. They move eastward
or northeastward and bring extensive precipitation to
the seaboard region. During the summer, when the area
is dominated by the Azores High and cumulus clouds
predominate, precipitation is localized and is showery in
nature. Heaviest precipitation occurs over land and near
coastal waters in the afternoon; over open water it is most
likely during the night.
(244) Thunderstorms along the coast occur on an average
of from 40 days per year in the north to 80 days per year in
the south. Maximum occurrence is June through August,
and an average of 7 to 18 thunderstorms per month
occur during this season. In summer, cumulus clouds
frequently develop into thunderstorms over the land and
drift seaward late in the afternoon.
(245) Snow falls from December through March in the
northern part of the area on 1 or 2 days per month. So far
as coastal operations are concerned, snow conditions are
not signicant since most of the area is entirely free from
snow year round.
(246)
Cloudiness
(247) Mean cloudiness over the area is moderate to
moderately high throughout the year, averaging from
35 to 65 percent sky cover. In general, however, the
cloudiest month is January in the northern sections and
over most of the water areas and may be any month
from June through September in the south. At most
locations in the north the least cloudiness occurs in
October, and in the extreme southern part in February
or March. Since the air is usually moist, only a small
decrease in temperature may cause condensation and
cloud formation. At the edge of the warm, northward-
moving Gulf Stream and the cool, southward-moving
countercurrent that skirts the shore from Cape Hatteras,
NC, to Jacksonville, FL, sharp contrasts in temperatures
result in the formation of heavy stratus clouds thay may
appear very much as a cold front. These clouds may
persist for days at a time if the wind is light and may be
carried inland by northeasterly winds. Such cloudiness
is common during the spring when the gradient between
shore water and Gulf Stream temperatures are steepest.
The fact that maximum cloudiness for the year occurs
during the winter at the northern coastal stations may be
explained by the maximum frequency of storms passing
northward or northeastward from the central or south-
central section during the season. These rarely affect the
extreme southern part of the area.
(248) Much of the cloudiness over the entire area is of
the cumulus type, resulting from either the unstable
conditions that accompany cyclonic activity in all
seasons, or the general air mass instability during the
summer. Such clouds frequently form over land during
the day and drift seaward at night.
(249)
Immersion hypothermia
(250) Immersion hypothermia is the loss of heat when a
body is immersed in water. With few exceptions, humans
die if their normal rectal temperature of approximately
99.7°F drops below 78.6°F. Cardiac arrest is the most
common direct cause of death. Except in tropical waters
warmer than 68° to 77°F, the main threat to life during
prolonged immersion is cold or cold and drowning
combined.
(251) Cold lowers body temperature, which in turn slows
the heartbeat, lowers the rate of metabolism and increases
the amount of carbon dioxide in the blood. Resulting
impaired mental capacity is a major factor in death by
hypothermia. Numerous reports from shipwrecks and
accidents in cold water indicate that people can become
confused and even delirious, further decreasing their
chances of survival. The length of time that a human
survives in water depends on the water temperature and,
to a lesser extent, on a person’s behavior. The table below
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 199
shows the approximate human survival time in the sea.
Body type can cause deviations, since thin people become
hypothermic more rapidly than fat people. Extremely fat
people may survive almost indenitely in water near 32°F
if they are warmly clothed.
(252)
Survival Time Versus Water Temperature
Water
Temperature
Exhaustion or
Unconsciousness
Expected Time
of Survival
32°F 15 minutes 15 to 45 minutes
32° – 41°F 15 to 30 minutes 30 to 90 minutes
41° – 50°F 30 to 60 minutes 1 to 3 hours
50° – 59°F 1 to 2 hours 1 to 6 hours
59° – 68°F 2 to 7 hours 2 to 40 hours
68° – 77°F 3 to 12 hours 3 hours – indenite
77°F and above indenite indenite
(253) The cooling rate can be slowed by the person’s
behavior and insulated gear. In a study that closely
monitored more than 500 immersions in the waters
around Victoria BC, temperatures ranged from 39°F to
60°F. Using this information it was reasoned that if the
critical heat loss areas could be protected, survival time
would increase. The Heat Escape Lessening Posture
(HELP) was developed for those in the water alone and
the Huddle for small groups. Both require a life preserver.
HELP involves holding the upper arms rmly against the
sides of the chest, keeping the thighs together, and raising
the knees to protect the groin area. In the Huddle, people
face each other and keep their bodies as close as possible.
These positions improve survival time in 48°F water to
4 hours, approximately two times that of a swimmer and
one and one-half times that of a person in the passive
position. The U.S. Coast Guard has an easy to remember
rule of thumb for survival time: 50 percent of people
submersed in 50°F water, will die within 50 minutes.
(254) Near-drowning victims in cold water (less than 70°F)
show much longer periods of revivability than usual. Keys
to a successful revival are immediate cardiopulmonary
resuscitation (CPR) and administration of pure oxygen.
Don’t bother with total rewarming at rst. The whole
revival process may take hours and require medical help.
Don’t give up!
(255)
Wind chill and frostbite
(256) When the body is warmer than its surroundings it
begins to lose heat. The rate of loss depends on barriers
such as clothing and insulation, the speed of air movement
and the air temperature. Heat loss increases dramatically
in moving air that is colder than skin temperature (91.4°F).
Even a light wind increases heat loss while a strong wind
can actually lower the body temperature if the rate of loss
is greater than the body’s heat replacement rate.
(257) The equivalent wind chill temperature relates
a particular wind and temperature combination to
whatever temperature would produce the same heat loss
at about 3 knots, the normal speed of a person walking.
At extremely cold temperatures, wind and temperature
effect may account for only two-thirds of the heat loss
from the body. For example, in 40°F temperatures about
one-third of the heat loss from the body occurs through
the lungs in the process of breathing. On the other hand,
heat loss is not as great in bright sunlight.
(258) When the skin temperature drops below 50°F, there
is a marked constriction of the blood vessels leading
to vascular stagnation, oxygen want and some cellular
damage. The rst indication that something is wrong is
a painful tingling. Swelling of varying extent follows,
provided freezing has not occurred. Excruciating pain
may be felt if the skin temperature is lowered rapidly, but
freezing of localized portions of the skin may be painless
when the rate of change is slow. Cold allergy is a term
applied to the welts which may occur. Chilblains usually
affect the ngers and toes and appear as reddened, warm,
itching, swollen patches. Trench foot and immersion foot
present essentially the same picture. Both result from
exposure to cold and lack of circulation. Wetness can
add to the problem as water and wind soften the tissues
and accelerate heat loss. The feet swell, discolor and
frequently blister. Secondary infection is common and
gangrene may result.
(259) 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.
(260) Frostbite usually begins when the skin temperature
falls within the range of 14°F to 4°F. Ice crystals form
in the tissues and small blood vessels. Once started,
freezing proceeds rapidly and may penetrate deeply. The
rate of heat loss determines the rate of freezing, which
is accelerated by wind, wetness, extreme cold and poor
blood circulation. Parts of the body most susceptible to
freezing are those with surfaces large in relation to their
volume, such as toes, ngers, ears, nose, chin and cheeks.
(261)
Dew point
(262) The temperature at which condensation to water
droplets occurs is called the dew point. If this dew point
is above freezing, condensation will be in the form of
water. When the dew point reaches freezing, ice crystals
will be deposited on cold surfaces. Knowledge of the dew
point along the cargo temperature and moisture content is
vital for hold ventilation decisions. It is also a parameter
used in forecasting fog formation.
(263)
Cargo care
(264) 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 sufciently 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
200 ¢ U.S. Coast Pilot 4, Chapter 3 25 AUG 2024
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.
(265) A safe rule for ventilation directed toward moisture
control may be stated as follows: Whenever accurate
measurements show the outside air has a dew point
below the dew point of the air surrounding the cargo to be
protected, such outside air is capable of removing moisture
from the hold and the ventilation process can be safely
started. Whenever the reverse is true, and the outside dew
point is higher than the dew point temperature around the
cargo, then ventilation will increase the moisture content
of the hold and may readily result in sweating within the
ship. The above does not take into account possible fumes
or gases in the compartment. In such case discretion must
be used.
(266)
Principal ports
(267) The ports within the area of this Coast Pilot that have
deep-draft commercial trafc are Morehead City, NC;
Wilmington, NC; Georgetown, SC; Charleston, SC; Port
Royal, SC; Savannah, GA; Brunswick, GA; Fernandina
Beach, FL; Jacksonville, FL; Port Canaveral, FL; Fort
Pierce, FL; Port of Palm Beach (near West Palm Beach),
FL; Port Everglades (Fort Lauderdale), FL; Miami, FL;
and Key West, FL. The larger ports of the group are
Wilmington, Charleston, Savannah, Jacksonville, Port
Everglades and Miami. Jacksonville is the largest port
on the east coast south of Hampton Roads and is a major
ship repair center.
(268)
Pilotage, general
(269) Pilotage is compulsory for all foreign vessels and
U.S. vessels under register in the foreign trade at the ports
where state pilots are available. Pilotage is optional for
coastwise vessels who have on board a pilot properly
licensed by the Federal Government. Only at Wilmington,
Charleston, Savannah and Jacksonville is there a pilot
station that is manned 24 hours daily; at the other ports,
arrangements for pilots must be made well in advance.
Detailed information on pilotage procedures is given in
the text for the ports concerned.
(270) Local boatmen or shermen competent to act as pilots
for parts of the Intracoastal Waterway and interior waters
can usually be found at the larger cities and towns along
the route or near the entrances to the various tributaries.
(271)
Towage
(272) Tugs are available at most of the major ports; they
can usually be obtained for the smaller ports on advance
notice if none are available locally. Arrangements for tugs
should be made in advance through the ships’ agents or
the pilots. See the text for the ports concerned as to the
availability of tugs.
(273)
Vessel arrival inspections
(274) Quarantine, customs, immigration and agricultural
quarantine ofcials 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, ofcials
usually board vessels at their berths.
(275) Harbormasters are appointed for some of the
principal ports. They have charge of enforcing harbor
regulations and in some instances are in charge of the
anchorage and berthing of vessels.
(276)
Supplies
(277) Fuel oil, diesel oil and all other supplies and
services for large vessels are available at Morehead
City, Wilmington, Charleston, Savannah, Jacksonville,
Port Everglades and Miami. Fuel oil and diesel oil are
available locally, or can be barged or trucked in from
another port, at Georgetown, Port Royal, Brunswick,
Fernandina Beach, Fort Pierce, Port of Palm Beach
and Key West; other supplies and services for ships are
limited at these ports.
(278)
Repairs
(279) Large oceangoing vessels can be drydocked and have
major repair work done at Cainhoy (Near Charleston),
Savannah and Jacksonville with the largest drydock
capacity of 33,000 tons (Jacksonville). Smaller vessels
from 300 to 1,200 tons may also be drydocked at New
Bern, Wilmington, Johns Island, Mayport and Miami and
at Safe Harbor. (See text for details.)
(280)
Small-craft facilities
(281) Supplies and repair facilities for small craft are at all
the ports and at numerous places along the Intracoastal
Waterway and on the tributaries branching from it. For
isolated places and small cities, the Coast Pilot describes
the more important of these facilities; for large port areas,
where individual facilities are too numerous to mention,
the information given is more general. Additional
information may be obtained from the series of small-
craft charts published for the many places and from
various local small-craft guides.
(282) 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).)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 3 ¢ 201
(283)
Standard time
(284) The area covered by this Coast Pilot uses eastern
standard time (e.s.t.), which is 5 hours slow of Coordinated
Universal Time (UTC). For example, when it is 1000
UTC, it is 0500 along this coast.
(285)
Daylight saving time
(286) Throughout the area of this Coast Pilot, clocks are
advanced 1 hour on the second Sunday of March and are
set back to standard time on the rst Sunday of November.
(287)
Legal public holidays
(288) 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, rst 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.
(289) In the areas covered by this Coast Pilot, other
holidays are observed: Lee-Jackson Day, third Monday
in January, in Virginia; Robert E. Lee’s Birthday, January
19, in all states except Virginia; Arbor Day, third Friday in
January, Florida; Good Friday, Florida; Easter Monday,
North Carolina; April 2, Pascua Florida Day, Florida;
April 12, Halifax Day, North Carolina; April 14, Pan
American Day, Florida; April 26, Confederate Memorial
Day, Georgia and Florida; May 10, Confederate
Memorial Day, North Carolina and South Carolina; May
20, Mecklenburg Day, North Carolina; June 3, Jefferson
Davis’ Birthday, South Carolina, Georgia, and Florida;
General Election Day, rst Tuesday after the rst Monday
in November, all states.
202 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
11545
37°N
36°N
77°W
76°W
ALBEMARLE SOUND
Elizabeth City
Edenton
Washington
New Bern
Oriental
Beaufort
Belhaven
CURRITUCK SOUND
PAMLICO SOUND
CHOWAN
RIVER
ALLIGATOR RIVER
JAMES RIVER
OREGON INLET
ATL ANTIC OCEAN
VIRGINIA
NORTH CAROLINA
11555
12204
12207
Cape Lookout
Cape Hatteras
Cape Henry
12206
12205
11553
P
A
M
L
I
C
O
R
I
V
E
R
N
E
U
S
E
R
I
V
E
R
Nor folk
Newport News
11554
CHESAPEAKE BAY
OCRACOKE INLET
35°N
Chart Coverage in Coast Pilot 4—Chapter 4
NOAA’s Online Interactive Chart Catalog has complete chart coverage
http://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml
25 AUG 2024
U.S. Coast Pilot 4, Chapter 4 ¢ 203
Cape Henry to Cape Lookout
(1)
ENCs - US3DE01M, US3SC10M
Charts - 12200, 11520
(1) This chapter describes a 190-mile section of the
Virginia and North Carolina coastline between Cape
Henry and Cape Lookout, known as the Outer Banks,
and the series of sounds and tributary waters behind the
banks through which the Intracoastal Waterway passes
from Chesapeake Bay southward. The Outer Banks, a line
of long, low and narrow islands, include the Portsmouth
Islands, the uninhabited Core Banks and Bodie, Hatteras
and Ocracoke Islands, parts of which comprise the Cape
Hatteras National Seashore. The Intracoastal Waterway
is described in chapter 12.
(2) There are no deepwater ports along this stretch of
the coast. Oregon, Hatteras and Ocracoke Inlets provide
the main entrances to the shallow, sandy-bottom waters
behind the Outer Banks. These inlets are used principally
by shing vessels.
(3) Discussed in this chapter are the waters of Albemarle
Sound and its tributaries Little, Perquimans, Chowan and
Roanoke Rivers and the towns of Hertford, Edenton and
Plymouth; Croatan and Roanoke Sounds, Roanoke Island
and the towns of Kitty Hawk, Nags Head, Manteo and
Wanchese; Pamlico Sound and the towns of Rodanthe,
Avon, Buxton, Hatteras and Ocracoke, which are on
the western side of The Outer Banks; Pamlico River
and the towns of Swanquarter, Bath and Washington;
Neuse River and the town of New Bern; and Core
Sound, Cedar Island and the towns of Atlantic, Sealevel,
Davis and Marshallberg. These ports and waters support
considerable trafc in barges and pleasure craft and a
large shing and boatbuilding industry.
(4) There are many off-lying shoals and other hazards
along this coast including Diamond Shoals and Cape
Lookout Shoals. Deep-draft vessels should give these
dangers a wide berth.
(5) Many restricted and danger areas are located
offshore and in the inland waters. (See 33 CFR 165 and
334, chapter 2 for rules and regulations.)
(6) The low sandy beaches of the coastline do not present
any good radar targets. However, four Navy-maintained
offshore towers, 16 to 32 miles east to northeast of Oregon
Inlet, are reported to be prominent and to be good radar
targets. The towers, each 72 feet high and marked by
lights and sound signals, are in about
(7) 35°57'00"N., 75°15'58"W.;
(8) 36°13'35"N., 75°15'01"W.;
(9) 36°03'53"N., 74°58'59"W.; and
(10) 35°47'11"N., 75°05'42"W.
(11) The Trafc Separation Scheme at the entrance to
Chesapeake Bay is described in United States Coast
Pilot 3, Atlantic Coast–Sandy Hook to Cape Henry.
(18)
METEOROLOGICAL TABLE – COASTAL AREA OFF NORFOLK, VIRGINIA
Between 36°N to 38°N and 72°W to 76°W
WEATHER ELEMENTS
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
YEARS OF
RECORD
Wind > 33 knots ¹ 4.9 5.5 4.7 2.3 0.5 0.4 0.2 0.3 1.1 2.1 3.6 5.0 2.5
Wave Height > 9 feet ¹ 9.2 9.6 8.0 4.7 2.1 1.5 0.9 1.3 2.8 5.5 6.5 9.8 4.9
Visibility < 2 nautical miles ¹ 3.1 4.4 4.8 4.7 5.2 3.6 1.6 1.3 1.3 1.7 1.7 1.9 2.9
Precipitation ¹ 9.3 8.3 6.9 5.5 4.9 4.3 4.2 4.1 4.7 5.6 6.3 7.7 5.9
Temperature > 69° F 1.0 0.9 1.3 4.3 16.1 61.5 96.3 96.9 76.8 25.9 6.6 1.7 33.7
Mean Temperature (°F) 47.6 47.6 50.4 56.2 63.3 71.9 77.6 77.9 73.9 66.1 58.6 51.6 62.3
Temperature < 33° F ¹ 6.2 5.5 1.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 1.8 1.2
Mean RH (%) 76 76 76 78 81 82 82 81 79 76 74 75 78
Overcast or Obscured ¹ 38.3 36.7 33.9 27.9 26.0 22.7 21.0 19.8 20.7 22.7 26.3 34.2 27.3
Mean Cloud Cover (8
ths
) 5.2 5.1 4.8 4.3 4.4 4.4 4.4 4.4 4.2 4.2 4.5 5.1 4.6
Mean SLP (mbs) 1019 1017 1017 1016 1016 1016 1017 1017 1018 1018 1018 1019 1017
Ext. Max. SLP (mbs) 1047 1047 1039 1040 1038 1036 1035 1037 1036 1044 1044 1045 1047
Ext. Min. SLP (mbs) 982 978 978 987 990 991 996 995 993 990 986 986 978
Prevailing Wind Direction N NW N SW S SW SW SW NE N N NW N
Thunder and Lightning ¹ 0.6 0.7 0.9 1.0 1.7 1.8 2.7 2.7 1.4 1.0 0.7 0.6 1.3
¹ Percentage Frequency
204 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
(12)
North Atlantic right whales
(13) Endangered North Atlantic right whales are often
seen within 30 miles of the Virginia and North Carolina
coasts from November through April. (See North
Atlantic right whales, indexed as such, in chapter 3
for more information on right whales and recommended
measures to avoid collisions.)
(14) All vessels 65 feet or greater in length overall (LOA)
and subject to the jurisdiction of the United States are
restricted to speeds of 10 knots or less in the Seasonal
Management Area existing around the entrance to the
Chesapeake Bay and the Ports of Morehead City and
Beaufort, North Carolina, between November 1 and April
30. The areas are dened as the waters within a 20-nm
radius of 37°00'36.9"N., 75°57'50.5"W. (Chesapeake
Bay) and 34°41'32.0"N., 76°40'08.3"W. (Morehead City
and Beaufort). (See 50 CFR 224.105 in chapter 2 for
regulations, limitations and exceptions.)
(15)
COLREGS demarcation lines
(16) The lines established for this part of the Virginia and
North Carolina coasts are described in 33 CFR 80.515
and 80.520, chapter 2.
(17) Weather, Cape Henry to Cape Lookout and
vicinity. This stretch of coast is subject to strong winds
and rough seas from both tropical and extratropical
storms and occasionally to dense spring sea fog that hugs
coastal routes landward of the Gulf Stream. Rough
weather and numerous shoals have combined to give the
seas off the Outer Banks the reputation of “Graveyard of
the Atlantic.”
(19) Winter (November through April) provides the
greatest likelihood of rough weather, due to the frequent
extratropical storms. Fueled by the Gulf Stream, about
3 to 6 storms per month affect these waters. Their
predominant movement is toward the northeast or east at
25 to 30 knots. Not all of these systems are severe weather
producers, but in winter, gales blow about 5 percent of
the time near Diamond Shoals and up to 10 percent to
the east and northeast. From December through March,
seas of 8 feet (2.4 m) or more are encountered about 20
to 25 percent of the time near Diamond Shoals and even
more often to the east. Conditions improve somewhat
in other directions. Maximum wave heights have been
estimated at more than 40 feet (12 m). Steep waves of 5
feet or more (1.5 m) with periods of less than 6 seconds
are uncommon. However, those of 5 feet or more (1.5 m)
with 6- to 9-second periods occur about 30 percent of the
time creating problems for vessels in the 100- to 400-foot
(31 to 122 m) range. Winter storms also produce rain and
snow that can hamper visibility along the routes through
this region. Visibilities drop below 0.5 mile (<0.9 km)
less than 3 percent of the time, except in late winter and
spring.
(20) During March, April and May the air is often warmer
than the water between Cape Charles and Oregon Inlet,
sometimes creating sea fog; visibilities drop below 0.5
mile (<0.9 km) about 2 to 5 percent of the time in spring.
Farther out to sea the warmer Gulf Stream inhibits fog
formation. To the south, fog occasionally develops west
of the Gulf Stream.
(21) Tropical cyclones, while infrequent, can create
havoc when they strike. Hurricanes are most likely along
this coast during August and September.
(22) In addition to winds of 100 knots or more and waves
of 30 feet (9 m) or more, hurricanes can generate extreme
storm tides, which cause damage to coastal facilities.
These tides can also occur in severe extratropical storms.
From the Virginia-North Carolina border to Cape Lookout
it has been estimated that in an average 100-year period,
tides could reach 8 to 10 feet (2.4 to 3 m) above mean sea
level. South to the North Carolina-South Carolina border,
they could reach 10 to a little more than 13 feet (3 to 4 m)
above mean sea level.
(23)
ENC - US4NC32M
Chart - 12207
(24) The summer resort of Virginia Beach is about 5
miles southward of Cape Henry Light. Many high-rise
buildings and two water tanks are prominent. Some of
these are lighted at night. A hotel cupola, 3.4 miles south
of Cape Henry Light, is distinctive.
(25) Rudee Inlet, at the southern end of Virginia Beach
and about 6 miles south of Cape Henry Light, is protected
by two jetties at the entrance. A dredged channel leads
between the jetties to a basin just inside the jetties, thence
westward to a safety area about 0.2 mile above the jetties,
thence northwestward to Lake Rudee. While dredging
operations attempt to maintain Rudee Inlet channel to a
depth of 10 feet, the inlet is subject to continual shoaling.
Rudee Inlet is marked by lighted buoys and a light.
(26) The inlet leads northward toLake Rudee, and
southward toLake Wesley. Two xed highway bridges,
an east span and a west span, both with a clearance of 28
feet, cross the arm of the inlet leading to Lake Rudee.
Several overhead power and telephone cables with a least
known clearance of 54 feet cross eastward of the bridge.
A municipal marina and two private marinas are on the
north shore of Lake Rudee west of the bridge. Berths,
electricity, gasoline, diesel fuel, water, ice and marine
supplies are available; engine and electrical repairs can
be made.
(27)
Local magnetic disturbance
(28) Differences of as much as 6° from the normal
variation have been observed 3 to 17 miles offshore from
Cape Henry to Currituck Beach Light.
(29) A naval restricted area extends northward,
eastward and southeastward from Cape Henry. (See 33
CFR 334.320, chapter 2, for limits and regulations.)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 4 ¢ 205
(30) A naval prohibited area is off Camp Pendleton, 7.4
miles southward of Cape Henry. (See 33 CFR 334.400,
chapter 2, for limits and regulations.)
(31) Firing range danger zones are between 7 and 9 miles
southward of Cape Henry. (See 33 CFR 334.380, 334.390
and 334.405, chapter 2, for limits and regulations.)
(32) Two radar towers and a blue water tank, 158 feet
above the water, are prominent at the Dam Neck Naval
Station about 9 miles southward of Cape Henry Light.
(33) Sandbridge Beach, about 11 miles south of Cape
Henry Light, has a tower and a green water tank that are
prominent. There are about 3 miles of beach residences
south of Sandbridge Beach.
(34) Part of Back Bay National Wildlife Refuge extends
from 15 to 18.5 miles south of Cape Henry Light along
The Outer Banks.
(35) False Cape, so called because of its resemblance to
Cape Henry when approaching from southward, is about
22 miles southward of Cape Henry Light. Several spots
with depths of 10 to 17 feet are 0.8 to 1.5 miles offshore
from False Cape.
(36) Sand dunes in this area have a tendency to alternately
erode and then build up again as the seasons change,
generally working to the southward; they should not be
depended upon as navigational marks.
(37)
Corolla to Wimble Shoals
(38) Currituck Beach Light (36°22'37"N., 75°49'47"W.),
158 feet above the water, is shown from a red conical
tower on the beach near the settlement of Corolla.
(39)
Local magnetic disturbance
(40) Differences of as much as 11° from the normal
variation have been observed 5 to 7 nautical miles
offshore from Currituck Beach Light to Wimble Shoals
(36°22.6'N., to 35°35.0'N.).
(41) Many homes are prominent along the beach
from Duck to Whalebone, 17 miles and 31 miles
south of Currituck Beach Light, respectively. Wright
Monument, a high stone memorial on the highest of the
Kill Devil Hills, 3.5 miles southward of Kitty Hawk, is
very prominent and is a good landmark on this low sandy
coast. Water tanks at Kill Devil Hills and Nags Head,
1 mile north and 5.6 miles south of Wright Monument,
respectively, are also prominent.
(42) Bodie Island Light (35°49'07"N., 75°33'48"W.),
156 feet above the water, is shown from a conical tower
with alternate white and black horizontal bands above
the granite base, about 2 miles northward of the southern
end of Bodie Island and 36 miles southward of Currituck
Beach Light.
(43) Oregon Inlet, about 2.5 miles southward of Bodie
Island Light, is entered over a shifting bar. A lighted
whistle buoy marks the approach; other buoys, not
charted, are frequently shifted in position to mark the
best water. A sh haven is about 4.5 miles southeast of
the lighted whistle buoy. The inlet, used by local shing
vessels but not recommended to strangers, requires
continuous dredging; it deepens with northwest winds
and lls in with northeast winds.
(44)
Current
(45) Tidal currents in the inlet are reported to be as much
as 5 knots, but with southwesterly winds as much as
6 to 8 knots. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(46) The Herbert C. Bonner (State Route 12) highway
bridge crosses the inlet and is under construction (2016).
Oregon Inlet Jetty Light (35°46'26"N., 75°31'30"W.),
28 feet above the water, is shown from a pile with a black
and white diamond-shaped daymark.
(47) Three marked dredged channels with a federal
project depth of 12 feet lead from Oregon Inlet into
Pamlico Sound. Oregon Inlet Channel leads westward
from the inlet to a junction with Old House Channel,
which then leads southwestward into Pamlico Sound.
From the junction, the inlet channel continues northward
to a junction with Roanoke Sound Channel, which
continues northward to a turning basin at Manteo. A side
channel of the same project depth leads westward to a
turning basin at Wanchese at the south end of Roanoke
Island. A connecting channel with a project depth of 6
feet continues northward into Albemarle Sound from the
north end of the Roanoke Sound Channel. (For detailed
channel information and minimum depths as reported
by the U.S. Army Corps of Engineers (USACE), use
NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.)
(48) On the southern end of Bodie Island, just west of the
bridge, there is a National Park Service small-boat basin
operated by a concessionaire and the Oregon Inlet Coast
Guard Station. A channel, marked by lights, buoys and
daybeacons, leads east-northeastward passing through
Walter Slough, ending at the small-boat basin. A 150-
foot radio tower at the Coast Guard Station can be seen
from the approach. In 2011, the controlling depth was 3.2
feet in the channel with 4.4 feet in the basin.
(49) Pea Island, on the south side of the entrance to
Oregon Inlet, and the waters to the westward of the island,
have been designated as a National Wildlife Refuge. Pea
Island is the northern extension of Hatteras Island.
(50) Roanoke Island, close westward of Bodie Island,
separates Roanoke Sound on the east from Croatan Sound
on the west.
(51) Wanchese is a small town near the south end of
Roanoke Island. A dredged channel leads southwest from
Roanoke Sound Channel to the waterfront of the town
and a large boat basin. Within the basin, gasoline, diesel
206 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
fuel, water, limited marine supplies and small charter
boats are available. A 75-ton mobile lift here can haul
out vessels to 120 feet for hull and engine repairs. Just
south of the entrance to the boat basin, a marine railway
can handle vessels up to 50 feet; there is also a launching
ramp here.
(52) On the western side of Roanoke Island, just south of
Baum Creek, a basin with facilities can provide transient
berths, gasoline, diesel fuel, electricity, water, surfaced
launching ramp hull and engine repairs. A marine railway
is avialable that can handle craft up to 60 feet; there is
also a 25-ton mobile lift.
(53) The Washington Baum highway bridge over
Roanoke Sound connects Roanoke Island with Bodie
Island and U.S. Route 64-264 highway to Norfolk. It has
a xed span with a clearance of 65 feet.
(54) An unnamed creek on Roanoke Island just north of
the bridge is privately dredged with a controlling depth
of 4.5 feet in 2006. A marina in the creek has transient
berths, water, electricity, ice, diesel fuel, gasoline, pump-
out station and limited marine supplies.
(55) Manteo, the principal town on Roanoke Island and
the seat of Dare County, is at the head of Shallowbag
Bay, which indents the island near its northeast end.
Berths, electricity, water, ice, diesel fuel, gasoline, a
pump-out station, a marine railway that can handle craft
to 35 feet in length, marine supplies and a launching ramp
are available in Manteo. Oil is barged into an oil terminal
at Manteo.
(56) Fort Raleigh National Historic Site is at the
northern end of Roanoke Island in Fort Raleigh City.
(57) Nags Head is a summer resort on the east side of
Roanoke Sound, 3.5 miles northeastward of Manteo.
Other inland waters are described in another section.
(58) Platt Shoals, consisting of several spots covered 30
to 39 feet, are east-southeastward of Oregon Inlet and
2.5 to 4 miles offshore. Between the shoals and the shoal
water off the shore the depths are 30 to 71 feet. In easterly
gales the shoaler spots are marked by breakers.
(59) Wimble Shoals. 15 miles southward of Oregon
Inlet, are a number of ridges extending offshore about 4
miles, with depths ranging from 21 to 36 feet. In easterly
gales the shoaler parts are marked by breakers. A lighted
buoy is outside the shoals.
(60)
Local magnetic disturbance
(61) Differences of as much as 8° from the normal
variation have been observed in 35°32.0'N., 75°21.2'W.
Differences of as much as 3° from the normal variation
have been observed 6 to 12 miles offshore from Wimble
Shoals to Cape Hatteras.
(62) A microwave tower at Waves about 12.8 miles
southward of Oregon Inlet Light is a prominent object.
(63)
Cape Hatteras
(64) Cape Hatteras, where the coast makes a sharp
turn westward, is low and sandy. Cape Hatteras Light
(35°15'02"N., 75°31'44"W.), 192 feet above the water, is
shown from a black and white spirally banded tower on
red brick base. About 1.5 mile north-northwest of Cape
Hatteras Light, a microwave tower and green water tower
in close proximity to each other are prominent.
(65) Weather, Cape Hatteras and vicinity. Due to its
maritime exposure and proximity to the Gulf Stream this
area has a marine climate with an average of only ve
days when summer temperatures climb above 90°F
(32.2°C); freezing temperatures are about one-half as
frequent as at inland stations and average only 29 days
each year. In addition, rain occurs on 8 to 12 days per
month on the average. Rainfall reaches a maximum in
July, August and September when it often occurs as brief,
heavy showers or thunderstorms. Occasionally rains are
(66)
METEOROLOGICAL TABLE – COASTAL AREA OFF HATTERAS, NORTH CAROLINA
Between 34°N to 36°N and 73° to 77°W
WEATHER ELEMENTS
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
YEARS OF
RECORD
Wind > 33 knots ¹ 6.3 6.8 5.5 3.5 1.1 0.7 0.4 0.7 1.6 3.5 3.7 5.5 3.2
Wave Height > 9 feet ¹ 11.9 13.2 11.4 7.6 4.2 2.4 1.6 1.7 4.4 9.0 8.7 11.3 7.1
Visibility < 2 nautical miles ¹ 2.8 2.8 2.3 1.4 1.5 1.0 0.9 1.0 0.9 0.9 1.2 1.7 1.5
Precipitation ¹ 8.6 8.3 6.7 5.1 5.5 5.3 5.9 5.8 5.4 6.0 6.3 7.7 6.4
Temperature > 69° F 5.6 5.0 9.1 23.9 58.6 91.1 99.4 99.4 93.7 58.6 26.2 10.4 49.3
Mean Temperature (°F) 55.4 55.6 58.6 64.3 70.9 76.5 80.3 80.4 77.5 71.0 64.5 58.6 68.0
Temperature < 33° F ¹ 1.5 1.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.2
Mean RH (%) 75 74 74 74 77 80 81 80 77 74 73 74 76
Overcast or Obscured ¹ 36.0 35.7 32.1 23.8 22.6 21.4 19.7 19.6 20.5 23.4 24.5 31.8 25.8
Mean Cloud Cover (8
ths
) 5.4 5.2 5.0 4.3 4.5 4.6 4.7 4.6 4.6 4.7 4.7 5.2 4.8
Mean SLP (mbs) 1018 1018 1016 1017 1016 1016 1017 1017 1018 1017 1018 1019 1017
Ext. Max. SLP (mbs) 1047 1047 1046 1039 1038 1036 1036 1040 1036 1043 1045 1044 1047
Ext. Min. SLP (mbs) 974 977 973 981 990 988 997 992 990 985 984 987 973
Prevailing Wind Direction N N N SW SW SW SW SW NE N N N N
Thunder and Lightning ¹ 0.8 1.0 1.5 1.8 2.8 3.0 4.2 3.7 2.1 1.5 1.3 0.9 2.1
¹ Percentage Frequency
25 AUG 2024 U.S. Coast Pilot 4, Chapter 4 ¢ 207
prolonged and are associated with offshore storms, either
tropical or extratropical. Both types can generate strong
winds and extreme tides along the Outer Banks where the
average elevation is less than 10 feet (3 m) above mean
sea level.
(67) The average temperature for Cape Hatteras is 62.6°F
(17°C). July is the warmest month with average extremes
of 85°F (29.4°C) and 72°F (22.2°C). January is the coldest
month with average extremes of 53°F (11.7°C) and 38°F
(3.3°C). The warmest temperature on record is 96°F
(35.6°C) recorded in July 1992. The coldest temperature
on record is 6°F (-14.4°C) recorded in January 1985.
(68) The annual average precipitation is 57 inches
(1,448 mm). The wettest month, August, averages 6.24
inches (158 mm) and the driest month, April, averages
3.27 inches (83 mm). Due to the coastal location, the
annual average snowfall totals only two inches (51
mm). Historical distribution is relatively uniform for the
months December through March, each averaging about
one-half inch (13 mm). Snow has fallen in each month,
November through April. The 24-hour record snowfall is
8.2 inches (208 mm) recorded in December 1989.
(69) Prevailing wind direction varies with the seasons.
During the cooler season, prevailing winds are from
the north through northeast and during the summer,
southwest winds are dominant.
(70) Since 1842, 81 tropical systems have passed within
50 nautical miles of Cape Hatteras, North Carolina. The
most infamous of recent time was Hurricane Gloria in
1985. Gloria passed nearly overhead on the morning of
September 27th. Highest winds reported were 119 knots
at Cape Point. Less than 48 hours earlier, the lowest
pressure ever recorded in a North Atlantic storm had been
documented by a reconnaissance aircraft (919 mb). Due
to geographical orientation, nearly all tropical systems
approach the coastline from the south or southeast.
(71) Diamond Shoals extend off Cape Hatteras in a
southeasterly direction for about 9 miles. Depths of 3
feet have been found on the shoaler parts. Outer Diamond
Shoal consists of irregular patches usually marked by
breakers with depths of 3 to 18 feet. A buoy marks the
east extremity of Outer Diamond Shoal.
(72)
Caution
(73) Hydrography is not charted on Diamond Shoals due
to the changeable nature of the area. Navigation in the
area is extremely hazardous for all types of craft. During
strong winds the currents set across the shoals with great
velocity.
(74) The difculty of making proper allowance for the
Gulf Stream and the strong currents near the shoals
may cause considerable error in the reckoning. When
approaching in thick weather and uncertain of the
position, care should be taken to stay in at least 120 feet,
or preferably 180 feet. Diamond Shoals Lighted Buoy
12 (35°09'05"N., 75°17'33"W.) marks the remaining
structure of Diamond Shoals Light and is the guide for
clearing the shoals.
(75) The submerged wreckage of the Civil War Ironclad
MONITOR, about 7.7 miles south of the eastern
limit of Diamond Shoals, has been designated USS
Monitor National Marine Sanctuary by the Secretary
of Commerce. The sanctuary, administered by the
Administrator, NOAA, Department of Commerce,
is about 1 mile in diameter centered in 35°00'23"N.,
75°24'32"W. (See 15 CFR 922, chapter 2, for limits and
regulations.)
(76) From Cape Hatteras to Cape Lookout the coast trends
generally southwestward for 64 miles and is broken by
several inlets. For 6 miles from Cape Hatteras it is thickly
wooded near the beach, and between the woods and the
beach is a range of sand dunes 10 to 40 feet high. For the
remainder of the distance the coast is a narrow barrier
beach with numerous sand dunes. The coast is fairly bold,
and depths of 4 to 7 fathoms will be found within 0.5 mile
offshore, except off Hatteras Inlet, where shoals extend
out 1.2 miles, and off Ocracoke Inlet, where they make
out 1.6 miles.
(77) Hatteras Inlet, 11 miles westward of Cape Hatteras
Light, is entered over a shifting bar that is subject to
continual change; local knowledge is recommended.
The approach is marked by a lighted whistle buoy; buoys
marking the channel over the bar are not charted because
they are frequently shifted in position. Hatteras Inlet
Light (35º11'52"N., 75º43'56"W.), 48 feet above the
water, is shown from a skeleton tower on a black house.
(78) Hatteras, a town 3 miles northeast of Hatteras
Inlet, has many stores, lodging and restaurants. There
are several small wharves in the basin at Hatteras where
berths, gasoline, diesel fuel and limited marine supplies
can be obtained. A mobile lift can handle craft up to 45
feet for emergency repairs. Extensive repairs can be made
at Wanchese.
(79) Hatteras Inlet Channel is a dredged channel that
leads from Hatteras Inlet to Rollinson Channel in the
vicinity of the basin entrance at Hatteras. The channel is
reported to shoal rapidly between dredgings and should
only be used with local knowledge. The channel is
marked by lights, buoys and daybeacons. The positions
of the buoys are frequently shifted to mark the best
water. About 1 mile southwest of the basin at Hatteras,
a marked side channel leads southeast to another basin
used by the Hatteras Inlet Coast Guard Station and the
North Carolina State Ferry. The ferry carries vehicles and
passengers across Hatteras Inlet to Ocracoke Island.
(80) Rollinson Channel, the approach to Hatteras from
Pamlico Sound, is discussed later in this chapter.
(81)
Current
(82) The tidal currents in the channel through the inlet
are inuenced by winds and attain velocities of about
2 knots. See the Tidal Current prediction service at
tidesandcurrents.noaa.gov for specic information
208 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(83) Other channels in Pamlico Sound are described in
another part of this chapter.
(84)
Okracoke Inlet to New Drum Inlet
(85) Ocracoke Inlet, 27 miles west-southwest of Cape
Hatteras Light, is entered over a shifting bar between
the southern end of Ocracoke Island and the northern
end of Portsmouth Island; the bar is subject to frequent
changes. An unlighted buoy marks the approach. Other
buoys marking the inlet are frequently shifted in position;
local knowledge is advised.
(86) Ocracoke Light (35°06'32"N., 75°59'10"W.), 75
feet above the water, is shown from a white tower near a
clump of woods on the western part of Ocracoke Island
and about 3 miles northeastward of Ocracoke Inlet.
Ocracoke Coast Guard Station is 0.4 mile north of the
light.
(87) Several channels or sloughs lead from Ocracoke
Inlet through the shoals to deep water in Pamlico Sound.
Teaches Hole Channel follows the western side of
Ocracoke Island and connects with Silver Lake through
a dredged channel at Ocracoke. It also joins Big Foot
Slough Channel northwest of Ocracoke, which leads
to Pamlico Sound. Teaches Hole Channel is subject
to frequent changes; buoys are frequently shifted in
position. Big Foot Slough Channel is reported to shoal
considerably between dredgings. Strong currents have
been experienced in these channels. Mariners are advised
to exercise caution while navigating in the area.
(88) A swash channel, marked by a light and daybeacons,
connects Big Foot Slough Channel with Nine Foot Shoal
Channel. which leads off in a northwesterly direction.
The controlling depth is about 5 feet through the swash
channel to Pamlico Sound. Some local vessels use this
channel as a short cut, but Big Foot Slough Channel is
the recommended channel.
(89) There are other unmarked shallow channels leading
from Ocracoke Inlet to Pamlico Sound, but they should
not be used without local knowledge because of the
shifting shoals.
(90) The town of Ocracoke, 3.5 miles inside the inlet,
is frequented by numerous shing vessels. Supplies in
limited quantities are available. Gasoline, diesel fuel,
water and ice may be obtained at the piers.
(91) A toll ferry transports passengers and autos daily
from Ocracoke to a ferry landing on the north side of
Cedar Island, about 12 miles by road north of Atlantic on
the mainland and also to a ferry landing at Swanquarter,
about 25 miles north-northwest of Ocracoke. There
are several motels and restaurants in the village. There
are numerous points of interest on the island, and the
National Park Service has a museum at the village and
also maintains camp sites for tourists. Facilities for
repairing boats are limited.
(92) Silver Lake, a circular basin at Ocracoke, affords
good anchorage in depths of 12 feet and has several
wharves extending from the shore to depths of 10 or
more feet. Vessels are requested to anchor only in the
southern end of the lake so as not to interfere with ferry
trafc. Diesel fuel, gasoline, marine supplies, a pump-
out station, water, ice, berthing with electricity and a
launching ramp are available nearby. The National Park
Service piers on the north side of the basin have berths
with electricity and water.
(93) Portsmouth is a small abandoned town overseen by
the National Park Service on the west shore of Ocracoke
Inlet. A spire and a cupola here are prominent landmarks.
The inactive Coast Guard Station, the largest building, is
near the inlet.
(94)
Current
(95) The currents in the inlet and connecting channels
are inuenced by the winds. The ebb current usually has
a greater velocity than the ood. Velocities up to 4 knots
have been observed.
(96) New Drum Inlet, 19 miles southwestward of
Ocracoke Inlet, is an opening in the barrier beach
leading to deep water in Core Sound. The channel is
not maintained by dredging and is constantly shifting.
In 1983, the inlet was reported to be dangerous and not
recommended for use by anyone.
(97)
Cape Lookout
(98) Cape Lookout is the extremity of a long and very
narrow sand beach projecting into the sea where the
coast angles sharply westward. Cape Lookout Light
(34°37'22"N., 76°31'28"W.), 156 feet above the water,
is shown from a black and white diagonally checkered
tower on the north point of the cape.
(99) Cape Lookout Shoals extend about 9 miles south-
southeastward from the cape where they are marked by
a lighted buoy. Their greatest width is about 2 miles, and
depths over the shoals range from 2 to 18 feet. Lookout
Breakers is the local name for the ridge, covered 2 feet,
about 4 miles out on the shoals south of the cape. Between
Lookout Breakers and the cape are several other spots
which break heavily.
(100) Outside the shoals proper is an irregular shoal
with a depth of 29 feet over it in about 34°25'26"N.,
76°23'41"W.; thence about 3 miles south-southeastward
there is a wreck cleared to 39 feet. These can be avoided
by passing south of Cape Lookout Lighted Buoy 14,
about 18 miles south-southeastward of the cape. In thick
weather a vessel should stay in 14 fathoms or more if
uncertain of its position. A number of wrecks and sh
havens with varying depths over them are in the vicinity
of the shoals; some are marked.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 4 ¢ 209
(101)
Lookout Bight to Barden Inlet
(102) Lookout Bight, on the west side of Cape Lookout,
affords good anchorage, immediately outside the Bight,
for large vessels, except with winds from south through
west to northwest. Power Squadron Spit, the west side
of Lookout Bight, is subject to continual change and is
partially protected by a rubblestone breakwater awash at
low water and hardly visible when a heavy sea is running;
its outer end is marked by a lighted buoy north of its
seaward end. Mariners should give it a wide berth in bad
weather.
(103) Large oceangoing vessels usually anchor north or
northwest of the breakwater in 39 to 45 feet, soft sand
and mud bottom.
(104) For vessels able to navigate through the narrow
entrance, good anchorage for small to medium vessels
can be had in the inner bight; deeper water may be found
by favoring the western side of the bight along Power
Squadron Spit. Good holding ground of soft mud can be
found throughout the area, but caution must be observed
on the eastern side of the bight with shifting shoals that
can bare at low water. Prevailing swell from all directions
is effectively excluded, but the surrounding terrain is too
low to greatly restrain the force of wind. A severe blow
could cause a vessel to drag, but most boats drop an extra
anchor if the wind reaches gale force from any direction.
(105) A marked channel extends from deep water in
Lookout Bight through Barden Inlet and Lighthouse
Bay to deep water in Back Sound. The channel is very
unstable and has a tendency to ll; strangers should use
extreme caution. Due to shoaling a marked channel no
longer connects Barden Inlet to Back Sound; caution and
local knowledge are advised.
(106) The channels in Back Sound and Core Sound are
described in another section.
(107)
INLAND WATERS
(108)
COLREGS Demarcation Lines
(109) The lines established for the inlets, rivers, and bays
of this part of the coast are described in 33 CFR 80.515
through 80.525, chapter 2.
(110)
ENC - US4NC32M
Chart - 12207
(111) Currituck Sound is a narrow and shoal body of
water that extends for 25 miles in a north-south direction
behind the barrier beach near Currituck Beach Light. The
southern part of the sound is navigable for craft drawing
4 or 5 feet to the junction with Albemarle Sound, but
navigation among the extensive shoals depends on local
knowledge of the channels and on the level of the water.
The northern part of the sound is practically unnavigable
due to dense grass. There are no periodic tides in
Currituck Sound; the water level depends upon the force
and direction of the winds.
(112) There are several small-craft facilities on Knotts
Island at the northern end of Currituck Sound. Berths,
electricity, water, ice and launching ramps are available.
(113)
ENC - US4NC32M
Chart - 12207
(114) Back Bay and its connections with Currituck Sound
extending a little over 10 miles northward from the
northeastern end of the sound. This shoal bay is navigable
only for small boats. Northward of Back Bay are shallow
Shipps Bay and North Bay. Facilities with small-boat
launching ramps, and some with gasoline, water, ice, and
bait and tackle, are along the western shore of Back Bay.
(115) North Landing River extends in a north-
northwesterly direction from the north end of Currituck
Sound. The river is a part of the Intracoastal Waterway
and is described in chapter 12.
(116) Naval aircraft bombardment target areas are in
North Landing River off Troublesome Point, and in
Currituck Sound east of Bell Point. (See 33 CFR 334.410,
chapter 2, for limits and regulations.)
(117)
Whale Head Bay to Sampson Point
(118) Several landings are on the east shore of Whale
Head Bay, just southward of Currituck Beach Light
(36°22'37"N., 75°49'47"W.).
(119) A cable area, marked by private daybeacons, crosses
Currituck Sound from Corolla to Aydlett.
(120) The landing at Poplar Branch, on the western shore
of Currituck Sound, about 6 miles south-southwestward
of Currituck Beach Light, is frequented by local shermen
and duck hunters. In 1983, depths of 3 feet were reported
in the approach to the pier and 7 feet alongside. In 1983,
a midchannel controlling depth of 2 feet was reported in
the channel to Gaffy Landing, about 2 miles south of
Poplar Branch.
(121) Piper Hill, on the outer beach, about 4 miles east
of Poplar Branch, is approached through Lone Oak
Channel and Beasley Bay. Lights mark the channel. In
1983, the reported midchannel controlling depth was 2
feet. Dense grass covers the whole area.
(122) Wright Memorial Highway Bridge crosses the
south end of Currituck Sound between Sampson Point
and the outer beach. The bridge has 40-foot xed span
with a vertical clearance of 35 feet. An overhead power
cable at the bridge has a vertical clearance of 60 feet over
the navigation channel.
210 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
(123)
Albemarle Sound
(124) Albemarle Sound is about 45 miles long in an
east-west direction, and in width ranges from 11 miles
near its eastern end to 3 miles about 10 miles from the
western end. The sound has good navigable depths for
any vessel able to pass through the canals and, with its
numerous tributaries, forms the approach to many towns
and landings.
(125) There are depths of 10 to 18 feet along the routes
from North River and Pasquotank River to Croatan
Sound and Alligator River, and less water farther
eastward. Fish stakes and nets extending long distances
from shore are often found on the shoals, especially at
the northern entrance to Croatan Sound. The shores of
Albemarle Sound are low and generally wooded; there
are no prominent natural features.
(126) A danger zone for naval aircraft operations is on the
south side of Albemarle Sound, westward of the entrance
to Alligator River. (See 33 CFR 334.410, chapter 2, for
limits and regulations.)
(127) A restricted area is on the north side of Abermarle
Sound just south of Harvey Neck. The area is marked by
lights with diamond shaped, white and orange dayboards
with the words DANGER BOMBING AREA. (See 33
CFR 334.412, chapter 2, for limits and regulations.)
(128) The eastern end of Albemarle Sound, which is
separated from the Atlantic Ocean by the barrier beach
about 15 miles north of Bodie Island Light, is connected
northward with Currituck Sound and southward with
Croatan and Roanoke Sounds and by the latter sounds
with Pamlico Sound.
(129) Westward of Laurel Point, about 33 miles from the
east end of Albemarle Sound, the water is usually fresh
or slightly brackish. The rise and fall of the water level
depends on the direction of the winds.
(130)
Kitty Hawk Bay
(131) Kitty Hawk Bay, with depths of about 3 to 8 feet, is
at the east end of Albemarle Sound. Daybeacons mark the
best water into the bay. Kitty Hawk is a small town on the
north side of the bay. There are several private landings
along its shores. A public marina is at Avalon Beach at the
southeastern end of the bay; berths, electricity, water, ice
and a launching ramp are available during the summer.
(132) North River, on the north side of Albemarle Sound
near the eastern end, is a part of the Intracoastal Waterway
and is described in chapter 12.
(133)
Pasquotank River
(134) Pasquotank River Entrance Light PR
(36°09'23"N., 75°58'38"W.), 23 feet above the water,
shown from a multi-pile structure with a black and
white diamond-shaped daymark, marks the entrance to
Pasquotank River. A light is about 2.2 miles westward
of the entrance light. The river, entered between Wade
Point on the west and Camden Point on the east, and
Elizabeth City are described in connection with the
Dismal Swamp Route of the Intracoastal Waterway,
chapter 12.
(135)
Flatty Creek to Creswell
(136) Flatty Creek, about 7.5 miles westward of
Pasquotank River Entrance Light PR, is shoal and little
used.
(137) Little River is on the north side of Albemarle Sound
and 4 miles westward of Flatty Creek. The channel at
the entrance is about 0.3 mile wide between shoals
and is marked by a daybeacon. The river has a general
northwesterly trend to the village of Nixonton, which
is on the east bank 7 miles above the entrance. There
are no facilities at the village. In 2015, shoaling was
reported to the village. Spits, with little water over them
and generally steep-to, make out some distance in places
from the shores, especially off the points. The channel in
the upper reaches of the river is well marked by the outer
ends of the shweir stakes that make out from shore.
A launching ramp and limited supplies are available to
sport shermen in Hall Creek, about 1.5 miles above
Nixonton.
(138) Perquimans River, on the north side of Albemarle
Sound, about 4 miles westward of Little River, has its
entrance between Harvey Point on the west and Reed
Point on the east. A light is about 1.2 miles southward of
Reed Point, and a light is close eastward of Harvey Point.
Numerous submerged piles are south and southeastward
of Harvey Point. A depth of about 8.8 feet can be carried
to Hertford, about 11.5 miles above the entrance, thence
about 7 feet for about 1 mile to the railroad bridge.
(139) The U.S. Route 17 bypass highway bridge crosses
Perquimans River between Ferry Point and Crow Point,
about 10.5 miles above the entrance. The bridge has two
xed spans with a vertical clearance of 33 feet. The U.S.
Route 17 highway swing bridge, about 0.6 mile above the
xed bridges, crosses the narrowest part of the river at
Hertford. The swing span has a vertical clearance of 7 feet
in the north and south draws. The railroad bridge, about
0.7 mile above the swing bridge, has a xed span with a
horizontal clearance of 22 feet and a vertical clearance of
3 feet. (See 33 CFR 117.1 through 117.59 and 117.835,
chapter 2, for drawbridge regulations.)
(140) Obstructions have been reported near midriver about
0.5 mile and 1 mile below the highway xed bridge.
(141) Hertford, on the southwest bank of Perquimans
River, has rail connections with the Class I Railway and
highway connections with U.S. Route 17 to Edenton and
Elizabeth City. Oil is barged into Hertford to an oil pier on
the south side of the river just above the highway swing
bridge. The river water is fresh at Hertford.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 4 ¢ 211
(142) Above Hertford the river is narrow and crooked but
has fairly good depths for about 8 miles to a point near
Goodwin Creek. Navigation is restricted to very small
boats, about a mile above the highway swing bridge, by
the railroad bridge, which has a 22-foot xed span with
a clearance of 3 feet.
(143) Yeopim River, 6 miles west of Perquimans River,
has depths of 3 to 9 feet. Local knowledge is advised.
A shoal area, marked at its southeastern extremity by
a daybeacon, extends from the entrance. The area near
the center of the shoal is foul with stumps and other
obstructions and should be avoided. In crossing the shoal,
mariners should leave the daybeacon to the eastward and
slightly favor Drummond Point, the southern entrance
point of Yeopim River.
(144) Six miles southwestward from Drummond Point,
State Routes 32-37 highway bridge crosses Albemarle
Sound between Sandy Point on the north shore and
Leonards Point on the south. The xed span has a vertical
clearance of 65 feet. About 4 miles west of the highway
bridge, an overhead power cable crosses the sound and
has a clearance of 94 feet over the main channel and 54
feet elsewhere.
(145) Edenton Bay is on the north side of Albemarle
Sound. Edenton, a town at the head of the small bay, has
rail and highway communications with Norfolk and the
south. Lumber is shipped by rail, truck, and by barge. The
main industries are peanuts, lumber, veneer, inks, textiles,
plywood and boatbuilding. The river water is fresh.
(146) Two large water tanks in the town are the most
prominent objects from the sound. Also prominent is a
radio tower near the city wharf.
(147) A dredged channel leads from deep water in
Albemarle Sound to the head of the bay where it separates
into dredged reaches leading in northwesterly and
northeasterly directions along the town waterfront. The
channel is well marked by lights and daybeacons.
(148) The inner anchorage, close eastward of the channel
entrance, has a depth of 9 feet but is small. The larger
anchorage is on the western side of the entrance.
Numerous sh stakes, some of which are covered at low
water, are reported inside the 12-foot contour on the west
side of the entrance to Edenton Bay from Reedy Point
eastward.
(149) The town dock, at the head of the entrance channel, is
marked by a light. In 2013, a depth of 8 feet was reported
alongside the dock. Available amenities include berths,
gasoline, pump-out station, electricity, water and ice. A
sh wharf and an oil wharf are close westward of the city
wharf; depths of 10 feet were reported alongside in 1983.
(150) Pembroke Creek is a small nontidal stream owing
easterly into the head of Edenton Bay. U.S. Route 17
highway bridge, 0.6 mile above the mouth of the creek,
has a 20-foot xed span with a clearance of 5 feet. With
local knowledge a draft of 5 feet can be carried to the
bridge. In 1978, a submerged obstruction was reported
in the channel near the mouth of the creek in about
36°03'25"N., 76°37'04"W.
(151) Chowan River empties into the western end of
Albemarle Sound from northward and with its tributaries
forms one of the largest rivers in North Carolina. In 1977,
the controlling depth was 12 feet to Winton, about 32 miles
above the mouth, and to the conuence of Blackwater and
Nottoway Rivers, 45 miles above the mouth. For about
17 miles above its mouth, Chowan River has an average
width of 1.5 miles. Snags, many of which are underwater,
are generally found on the shoals in this part of the river;
the worst place, known as Stumpy Reach, is between
Colerain Landing and Bennetts Creek, a distance of
about 6 miles. The channel must be followed closely
passing through this reach.
(152) Chowan River is marked by lights and daybeacons
to a point about a mile below Winton.
(153) Trafc on the river is mainly in pulpwood barges,
and there is some commercial shing. Gasoline, limited
supplies, and launching ramps are available for small
craft at various marinas along the river as far as Winton.
(154) Salmon Creek is a small stream that ows easterly
into the west side of Chowan River just above the mouth.
The entrance to the creek is a good harbor for boats of
drafts up to 6 feet. Avoca is a village on the south bank
about a mile above the entrance. In 1963, the controlling
depth was 7 feet to Avoca, thence 5 feet for another 0.5
mile.
(155) The U.S. Route 17 highway bridge, between
Emperor Landing and Edenhouse Point, about 2 miles
above the mouth of Chowan River, has a xed span with
a clearance of 65 feet.
(156) Gasoline, berthing, limited supplies and a launching
ramp are available at a marina in Rockyhock Creek on
the east bank of the river about 6 miles above the mouth.
Depths in the approaches and alongside were reported to
be 4 feet in 1983.
(157) Colerain Landing, on the west bank of the Chowan
River, 12 miles above the entrance, is the site of a large
herring factory. Just above it is an oil dock. The village
of Colerain is on a hill 0.5 mile inland.
(158) Limited supplies, gasoline and a launching ramp are
available at a marina on the south bank of the river about
20 miles above the mouth.
(159) Tunis is a landing on the south bank of Chowan
River 30 miles above the mouth. An overhead power
cable at Tunis has a clearance of 74 feet. Gasoline, limited
supplies, and a launching ramp are available at a marina
on the west side of Catherine Creek just above the
overhead power cable.
(160) Winton is a small town on the west bank of the river
32 miles above the mouth. U.S. Route 13 highway bridge
at Winton has a xed span with a clearance of 35 feet. A
small wharf is below the bridge on the south bank and
eastward of a ramp used by barges for loading pulpwood.
(161) Meherrin River joins the Chowan River from
westward 2.5 miles above Winton. A cable ferry crosses
Meherrin River about 0.4 mile above the mouth. The ferry,
operated during daylight hours only, carries passengers
and vehicles. The ferry is guided by a cable that passes
212 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
over pulleys 3 feet above the water at each end of the
ferry and then runs below the water surface about 15 feet
from each end of the ferry. The cable is dropped to the
bottom when the ferry is not underway. Warning signs are
posted 1 mile from each side of the crossing. DO NOT
ATTEMPT TO PASS A MOVING CABLE FERRY.
(162) Murfreesboro is a small town 10.5 miles above the
mouth. U.S. Route 258 highway bridge here has a xed
span with a clearance of 24 feet. In 1965, the controlling
depth was 10 feet to Murfreesboro; the turning basin here
had a controlling depth of about 12 feet.
(163) About 13 miles above Winton, Chowan River is
formed by the conuence of Blackwater River and
Nottoway River near the Virginia state line. In 1983–
2003, the controlling depth in Blackwater River was
reported to be 8.3 feet to Franklin, VA. There are reports
of numerous snags in the river. Small craft are able to reach
Burdette, VA, 10.5 miles above Franklin. A highway
bridge across Blackwater River, 8 miles above its mouth
at South Quay, has a swing span with a clearance of 15
feet. (See 33 CFR 117.1 through 117.59 and 117.999,
chapter 2, for drawbridge regulations.) Five other bridges
cross the river between Franklin and Burdette; the xed
bridges have a minimum channel width of 22 feet and a
minimum clearance of 12 feet. Navigation of Nottoway
River is restricted by seven xed bridges; the minimum
channel width of the bridges is 13 feet and the clearance
7 feet.
(164) Roanoke River rises in the Blue Ridge Mountains,
west of Roanoke, VA, and ows southeasterly into
Batchelor Bay, a shoal bight at the southwestern end
of Albemarle Sound; about halfway it is joined by the
Dan River, its principal tributary. There are a number of
ood control and power dams on the rivers. The largest
of these, about 17 miles below Clarksville, VA, forms the
John H. Kerr Reservoir. The reservoir extends upstream
about 48 miles on the Roanoke and about 30 miles on the
Dan River. Another dam is at Roanoke Rapids about 120
miles from the mouth of the river.
(165) In 1977, the midchannel controlling depth was 10
feet at midchannel from Albemarle Sound to Plymouth,
thence 2½ feet to Hamilton, 52 miles above the mouth,
with shoaling to bare between Hamilton and Palmyra
Landing, 67 miles above the mouth. The river is marked
by lights and daybeacons to a mile below Plymouth. In
1982, a foul area was reported between Daybeacon 12
and Light 13. Trafc on the river is mainly in petroleum
products, and some plywood products hauled by barges.
(166) A xed highway bridge, which spans the Roanoke,
Middle and Cashie Rivers, crosses the Roanoke 2.5 miles
above the mouth with a clearance of 50 feet.
(167) Plymouth is an important town 6 miles above the
mouth of Roanoke River. The town has good highway
and rail connections. Water, gasoline, diesel fuel, marine
supplies and a launching ramp are available. There are
several small wharves at Plymouth with 12 feet reported
alongside. A veneer factory is on the river front below the
town, and 1 mile above the town is the large wharf of a
pulpmill, which has 15 to 18 feet of water alongside.
(168) Williamston is 26 miles above the mouth of the river.
U.S. Routes 13 and 17 highway bridge at Williamston has
a xed span with a clearance of 45 feet. Just below the
bridge are a fertilizer plant and an oil dock. Several oil
piers are above the bridge. Logs and oil comprise most
of the shipping.
(169) About 9 miles above Hamilton, a xed bridge with
a clearance of 14 feet crosses the river.
(170) Cashie River ows southeasterly for about 50 miles
to its intersection with the Thorofare, connecting Cashie
and Roanoke Rivers; thence it ows northeasterly for
about 6 miles and empties into Batchelor Bay. In 1977,
the midchannel controlling depth was 9 feet to Windsor.
Mariners are advised, however, that shoaling and many
obstructions have been reported in Cashie River. A xed
highway bridge, which spans the Cashie, Middle and
Roanoke Rivers, crosses the Cashie River about 1 mile
above Batchelor Bay and has a clearance of 16 feet.
(171) A cable ferry crosses Cashie River about 6 miles
above the mouth. The ferry, operated during daylight
hours only, carries passengers and vehicles. The ferry is
guided by a cable that passes over pulleys 3 feet above
the water at each end of the ferry and then runs below the
water surface about 15 feet from each end of the ferry.
The cable is dropped to the bottom when the ferry is not
underway. Warning signs are posted 1 mile from each
side of the crossing. DO NOT ATTEMPT TO PASS A
MOVING CABLE FERRY.
(172) The Thorofare has several sharp bends, and at its
junction with the Cashie River there are two small islands.
Pass eastward of the islands. The head of navigation in
Cashie River is the xed highway bridge at Windsor.
Gasoline is available. An overhead power cable crossing
the river about 0.5 mile below the bridge has a clearance
of 55 feet.
(173) Kendrick Creek is on the south side of Albemarle
Sound just westward of the overhead power cable that
crosses the sound. Several sheries with gasoline and
marine supplies and a launching ramp are on the creek.
The entrance is marked by a light and daybeacon.
(174) The channel into Kendrick Creek is marked on either
side by rows of piles. There are stumps in places on the
shoals at the mouth of the creek. An overhead power cable
just above the mouth has a clearance of 77 feet. Mackeys
is a small town 0.5 mile above the entrance. The highway
bridge about 0.5 mile above Mackeys has a 34-foot xed
span with a clearance of 8 feet. An overhead power cable
just south of the bridge has a reported clearance of 9 feet.
(175) Bull Bay is on the south side of Albemarle Sound,
about 13 miles eastward of Kendrick Creek. Bunton
Creek (Bull Creek) and Deep Creek empty into the
western side of the bay. A channel, with a reported depth
of 5 feet in 1983, leads through the ats to the entrance
of Bunton and Deep Creeks.
(176) Scuppernong River empties into the eastern end
of Bull Bay from southeastward. Lights and daybeacons
25 AUG 2024 U.S. Coast Pilot 4, Chapter 4 ¢ 213
mark the channel from the bay to Columbia. A marina
on the south side of the river, 3 miles above the mouth,
has berths with electricity, gasoline, diesel fuel, pump-
out station, water, ice, some marine supplies, wet and
dry storage and a launching ramp. A 25-ton mobile lift is
available; hull and engine repairs can be made. In 2013,
the reported approach depth was 6 feet.
(177) Columbia, a small town 4 miles above the mouth of
the river, has two inactive oil docks and several landings.
The landings have depths of 14 to 16 feet alongside but
are in poor condition and not able to accommodate more
than one boat at a time. A marina on the east side of
the river has gasoline, diesel fuel, berthing and water. In
2013, the reported alongside depth was 8 feet.
(178) The U.S. Route 64 highway bridge, about 4.3 miles
above the entrance, has a 35-foot xed span with a
clearance of 12 feet; the navigation span of this bridge is
removable.
(179) Cross Landing Bridge, 12 miles above the mouth
of Scuppernong River, has a xed span with a channel
width of 32 feet and a clearance of 5 feet. Spruills Bridge,
15 miles above the mouth near Creswell, has a 32-foot
removable span with a clearance of 6 feet. An overhead
power cable at the bridge has a clearance of 25 feet.
(180)
Alligator River to Little Alligator River
(181) Alligator River is on the south side of Albemarle
Sound directly opposite Pasquotank River. For about 18
miles above the mouth, Alligator River has a southerly
direction, is 2 to 3 miles wide, and has general depths of
8 to 11 feet. Above this, the river has a further length of
about 24 miles and is narrow and crooked but, in 1983,
had a reported centerline controlling depth of 8 feet to
Cherry Ridge Landing; the upper part, however, is too
narrow to turn in.
(182) Good anchorages in depths of about 6 to 8 feet are
reported in Milltail Creek, Whipping Creek and Swan
Creek, which make into the east side of Alligator River
about 10 miles, 19 miles and 20 miles above its mouth,
respectively. Mariners should take care to avoid stumps
along the banks of these creeks.
(183) The entrance to Alligator River is full of shoals,
but the channel of the Intracoastal Waterway, described
in chapter 12, has been dredged through the shoals and
along the entire length of the wider part of the river.
Numerous sh stakes are reported to exist on the east
side of the river extending about 0.5 mile offshore.
(184) On the eastern side of Alligator River and just above
the mouth is the entrance to East Lake and South Lake ,
which in 1983 had reported depths of 6 feet. The village
of East Lake is on the east side of Alligator River, 4 miles
above the mouth. U.S. Route 64 highway bridge crossing
the river at East Lake has a swing span with a clearance of
14 feet. VHF-FM channel 16 and 13 are monitored at the
bridge. (See 33 CFR 117.1 through 117.59 and 117.821,
chapter 2, for drawbridge regulations.)
(185) Little Alligator River empties into Alligator River
from westward just inside the entrance. The narrow,
crooked channel of Little Alligator River, in 1983, had
a reported controlling depth of 4 feet to the head of the
river, 6 miles above the mouth. The river is reported to
be a good anchorage for boats drawing 3 feet or less.
(186)
Croatan Sound
(187) Croatan Sound, between Roanoke Island and the
mainland, connects Albemarle and Pamlico Sounds. The
dredged channel is well marked, but strangers should
not attempt passage at night. Fish stakes are numerous
in season.
(188) Height of water in Croatan Sound depends entirely
on the wind, which under exceptional conditions may
lower or raise the level as much as 1.5 feet from normal;
easterly winds lower the water and westerly winds raise
it. Strong northerly or southerly winds produce currents
that are especially marked when the wind shifts suddenly
to the opposite direction.
(189) There is a good harbor in Peter Mashoes Creek,
westward of Croatan Sound Light 3CS, but entrance is
possible only for small craft. The xed highway bridge
(U.S. Routes 64 and 264) between Redstone Point on
the mainland and Weir Point on Roanoke Island has a
clearance of 44 feet.
(190) A xed highway bridge across Croatan Sound about
2.75 miles southward of the U.S. Routes 64/264 xed
highway bridge has a clearance 66 feet.
(191) Roanoke Sound and the towns on the east side of
Roanoke Island are described in another section.
(192)
Pamlico Sound
(193) Pamlico Sound, the largest body of water in North
Carolina, extends from Roanoke Island to Cedar Island.
On the east it is separated from the Atlantic Ocean by a
narrow barrier beach extending from Oregon Inlet to the
southern end of Portsmouth Island. To the west it is joined
by the Pamlico and Neuse Rivers and to the south by
Core Sound. It is about 65 miles long and has a maximum
width of about 25 miles. Oregon, Hatteras and Ocracoke
Inlets pierce the narrow beach, giving access to the ocean,
but all are blocked by inside bars with little water over
them; they are described in another section.
(194)
Caution
(195) Numerous shtraps, stakes and pound nets have been
reported in Pamlico Sound; some may be submerged.
Small craft should use caution when operating outside the
main channel. Pamlico Sound Light PS (35°25'29"N.,
75°50'01"W.), 35 feet above the water, shown from a
skeleton tower on a multi-pile structure with a red and
white octagonal-shaped daymark, marks a dangerous
wreck, reported covered 12 feet.
214 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
(196) The northern and western shores of Pamlico Sound
are broken by numerous small bays and two large rivers,
Pamlico River and Neuse River. General depths in the
middle of the sound are 14 to 24 feet, but shoals extend
miles from shore in many places. Bluff Shoal, northward
of Ocracoke Inlet, has 7 to 12 feet over it and extends
completely across the sound; it is marked by a light.
(197) In the exposed parts of the sound, strong winds from
any direction raise a short, choppy sea uncomfortable to
small craft and even dangerous to open boats but protected
anchorage for small craft can be found in the many bays
along the northern shore and along the southern shore in
several sloughs that lead to sheltered berths in the lee of
shoals. Middletown Anchorage and the anchorage in the
bight formed by the hook of Royal Shoal can be made
either day or night, with caution.
(198)
Current
(199) Currents are negligible except in the vicinity of the
inlets.
(200)
Stumpy Point Bay to Rodanthe
(201) Stumpy Point Bay, on the west side of Pamlico
Sound 10 miles from the south end of Roanoke Island and
about 11 miles southwestward of Oregon Inlet, affords
good anchorage in depths of about 2 to 3 feet. A dredged
channel leads from Pamlico Sound into the bay and splits
into two channels at Light 10. One channel leads north
to a ferry dock and the other leads northwest to a turning
basin at Lake Worth, the small town at the head of the
bay.The channels are well marked by lights, buoys and
daybeacons. Two shhouses at the upper end of the basin
have diesel fuel, gasoline, water, ice and marine supplies.
(202) Long Shoal River, which ows southerly into
Pamlico Sound about 8 miles southwestward of Stumpy
Point Bay, is 1.5 miles wide at the mouth and is a good
anchorage for vessels with drafts of 8 feet or less. Shoals
with 1 to 2 feet over them on both sides of the entrance
break up the sea from southward. Long Shoal, to the
east of the entrance, and Pingleton Shoal, on the west,
are marked by lights, and daybeacons mark the points of
shoals in the entrance. With the aid of the chart, strangers
should have little difculty entering Long Shoal River in
daytime. The danger zone of a naval ordnance test area is
centered at targets on Long Shoal. (See 33 CFR 334.410,
chapter 2, for limits and regulations.)
(203) Rodanthe is a town on the narrow barrier beach
on the east side of Pamlico Sound 12 miles southward
of Oregon Inlet and nearly opposite Stumpy Point
Bay. Chicamacomico Channel is a dredged channel
leading from the sound to the basin at Rodanthe.The
channel approach and channel are marked by lights and
daybeacons.Two landings are in the basin in addition to
the bulkhead area.
(204)
Avon to Nebraska
(205) Avon is a town on the barrier beach on the southeast
side of Pamlico Sound 5.7 miles northward of Cape
Hatteras Light. Shoal water extends about 3 miles from
shore. A dredged channel leads from Pamlico Sound
to the basin at Avon. The channel is subject to extreme
shoaling; local knowledge is advised. The channel is
marked by lights. Gasoline and diesel fuel are available
at a shhouse landing in the basin.
(206) Cape Channel (Buxton Harbor Channel), a
natural opening in the shoal about 5 miles southwestward
of Avon, was formerly part of a channel leading to Avon.
It is now used by local shermen passing from Pamlico
Sound to anchorage north of Buxton. Local knowledge
is advised. The channel is partially marked by lights and
daybeacons.
(207) Buxton is a small town about a mile north-northwest
of Cape Hatteras Light. The town of Frisco is about 4 miles
westward, on the southeast side of Pamlico Sound. There
are no wharves at either place, and anything but light-
draft vessels must anchor well offshore. Local shermen
usually approach Buxton through Cape Channel.
(208) Rollinson Channel, about 12 miles southwestward
of Avon, is a dredged channel leading from deep water in
Pamlico Sound to the basin at Hatteras; it also joins with
Hatteras Inlet Channel, which leads to Hatteras Inlet. The
channel is well marked by lights. The lights were reported
to be difcult to distinguish from the background lights
on shore; caution is advised, and strangers should not
attempt passage at night. A light, off the end of Oliver
Reef, is about 1.5 miles southwestward of the Pamlico
Sound entrance to Rollinson Channel.
(209) Hatteras Inlet, Hatteras Inlet Channel and the
facilities at Hatteras were described previously in another
section.
(210) Far Creek (35°30.5'N., 75°58.0'W.) is on the
northwest side of Pamlico Sound between Pingleton Shoal
and Gibbs Shoal. A dredged channel leads from deep
water in the sound to the basin at the town of Engelhard.
The channel is marked by lights and daybeacons.
(211) An oil dock and several piers, with depths of 7 to
12 feet alongside, are on the south side of the basin just
below U.S. Route 264 xed highway bridge at Engelhard.
There is barge trafc in oil, grain and sand and gravel.
Fishing vessels unload here, and seafood is shipped from
the town by truck. Gasoline, diesel fuel, ice and some
marine supplies are available.
(212) An oyster sanctuary is just south of Gibbs Shoal
Light GBS. The sanctuary is marked by several white
buoys with orange diamonds worded DANGER
SUBMERGED ROCKS. Mariners should use caution
when transiting this area.
(213) Middletown Anchorage, a broad open bight in the
northwestern shore of Pamlico Sound just southward of
Far Creek, has depths of 9 to 13 feet and is sheltered
25 AUG 2024 U.S. Coast Pilot 4, Chapter 4 ¢ 215
from eastward by Gibbs Shoal, which has 1 to 4 feet
over it. There is no shelter from southeasterly or southerly
winds. The anchorage is large and easy of access and
is used by tows and other vessels. Middletown, a short
distance inland from the anchorage, is reached by light-
draft boats by way of Middletown Creek. In 1983, the
reported controlling depth over the bar and to the xed
bridge over the creek at Middletown was 3 feet. Vessels
must pass south of the light on the southeast end of Gibbs
Shoal in entering. Gasoline is obtainable in the town.
(214)
Caution
(215) Caution should be used in approaching Middletown
Anchorage at night, as the low marshy shore extends long
distances from the woods in places and does not show
well. In rough weather vessels with drafts less than 4 feet
prefer to pass inside Gull Shoal Light GS when bound
southwestward from Middletown Anchorage. They enter
Wysocking Bay, pass westward of Gull Rocks, and thence
eastward of the light 0.4 mile eastward of Hog Island.
(216) Wysocking Bay, about 7.5 miles southwestward
of Far Creek, indents the north shore of Pamlico Sound
northwestward of Gull Shoal Light GS. It is a convenient
anchorage for small craft drawing less than 5 feet when
following the north shore of the sound. In 1983, the bay
had reported depths of 5 feet from the entrance to its
head. The entrance is obstructed by shoals. Daybeacons
and lights mark the channel that leads northward of Gull
Shoal and into the bay. Gull Rocks, on the south side
of the entrance to the bay, are covered at ordinary water
levels.
(217) Nebraska Canal leads from the head of Wysocking
Bay to a xed bridge south of Nebraska, 2 miles inland.
The privately maintained canal is marked by a light at its
entrance and in 1983 had a reported depth of 1 foot. Local
knowledge is advised in the canal.
(218)
Bluff Point to Deep Bay
(219) Bluff Point Shoal Light (35°19'19"N., 76°07'13"W.),
15 feet above the water, shown from a multi-pile structure
with a white and black diamond-shaped daymark, marks
the end of the shoal making eastward about 1.8 miles
from Bluff Point. The point, low and marshy, separates
East Bluff Bay and West Bluff Bay, two unimportant
bights southwestward of Wysocking Bay. A daybeacon
marks the 4-foot shoal 2 miles south-southeastward of
Bluff Point. Extending southward from Bluff Point is
a large area of shoal water, a tongue of which, called
Bluff Shoal, extends completely across Pamlico Sound.
Depths of Bluff Shoal are 7 to 12 feet. A light is near the
middle of the shoal. Close northward of this light is a
wreck reported covered 4 feet. A 12-foot slough through
the shoal is about 1 mile northward of the light.
(220) Juniper Bay, on the north side of Pamlico Sound 4
miles westward of Bluff Point, is about 1.5 miles wide
at the entrance but narrows gradually toward its head to
a narrow, crooked stream 3 miles above the entrance.
Shoals extend from both shores. A light marks the shoal
extending from the east point at the entrance. The bay has
considerable trafc in small craft with drafts less than 5
feet; these make the passage to and from Belhaven by
way of Swanquarter Narrows, Swanquarter Bay and The
Haulover to Deep Bay.
(221) Great Island, on the west side of the approach to
Juniper Bay, is low and grassy. A light marks the shoal
extending southeast from the island. Great Island
Narrows, between Great Island and the mainland to the
north, had a reported centerline controlling depth of 5
feet in 1983. A light marks the western entrance to the
narrows.
(222) Swanquarter Bay, northwestward of Great Island,
is about 2 miles wide at the mouth but narrows gradually
toward its head 4 miles above. Oyster beds are numerous
in the bay. A water tank, painted orange, near the northwest
end of town in about 35°24.5'N., 76°19.9'W., is reported
prominent from the bay.
(223) A privately dredged channel leads through
Swanquarter Bay to a ferry terminal basin at Swanquarter
just north of Long Point. In 1983, the channel had a
reported controlling depth of 5 feet. Another dredged
channel leads from near the northern end of the bay to a
boat basin at Swanquarter. In 2003, the controlling depth
in the entrance channel and in the basin was 7.9 feet. The
channels through Swanquarter Bay are marked by lights
and a daybeacon.
(224) Swanquarter, the seat of Hyde County, is the center
of trade for much of this area. Gasoline, diesel fuel, water,
marine supplies and a launching ramp are available in
the basin. The town has highway connections with U.S.
Route 264.
(225) A dredged channel leads through a land cut, known
as The Haulover, from the west side of Swanquarter
Bay, about 3.5 miles above the entrance, and connects
with Deep Bay to the westward. In 2001, the reported
controlling depth through The Haulover was 13 feet. A
light is at each end of the cut. Local vessels use this route.
(226) Rose Bay, westward of Swanquarter Bay on the
north side of the entrance to Pamlico River, is 1.8 miles
wide at the entrance, but shoals extending from both sides
restrict the entrance channel to a width of 0.6 mile. A
small marina is at the head of the bay. Berths, gasoline,
water, limited marine supplies and two launching ramps
are available. A light is at the entrance, and daybeacons
and lights mark the best water in the bay. The bay is used
mostly by local shing boats.
(227) Deep Bay, leading eastward from just inside the
entrance of Rose Bay, is the approach to The Haulover, a
dredged land cut to Swanquarter Bay that was described
previously. Local vessels use this route. The Blowout is a
privately maintained channel cut through the narrow neck
of Judith Island from Deep Bay to Deep Cove on the
Pamlico Sound side. The channel is used considerably by
local shermen; strangers should not attempt it. In 1983,
216 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
the reported controlling depth through The Blowout was
1½ to 2 feet.
(228)
Pamlico River – Tar River
(229) Pamlico River and Tar River are the two names
applied to the same river; it is known as the Pamlico
below Washington, NC, and as the Tar above that point.
The river rises in Person County, ows in a general
southeasterly direction, and empties into the northwestern
part of Pamlico Sound.
(230) Just west of Core Point, 20 miles above the mouth, a
dredged channel leads to Washington, and, in Tar River, a
natural channel leads for about 15 miles to the entrance to
Hardee Creek, thence for another 3 miles to Greenville.
The channel is marked by lights to Washington.
(231) Pamlico River is nontidal; variations in the water
level at Washington, due to prevailing winds, seldom
exceed 2 feet. The extreme range of the ood or freshet
stage for Tar River is 34 feet at Tarboro, 75 miles above
the mouth. For the lower section, the extreme range due
to winds is 8.5 feet.
(232)
Pungo River to Goose Creek
(233) Pungo River empties into Pamlico River from
northward about 5 miles above the mouth. The channel
through the lower 15 miles of the river, part of the
Intracoastal Waterway, is well marked by lights and
daybeacons. Above the Intracoastal Waterway, the river
narrows. In 1983, the reported centerline controlling
depth in this section of the river was 5 feet to Leechville,
a town 18 miles above the mouth. The U.S. Route 264
highway bridge at Leechville has a 30-foot xed span
with a clearance of 7 feet. An overhead power cable on the
north side of the bridge has a clearance of about 28 feet.
Tributaries to the Pungo River include several navigable
creeks. The most important in order of ascension are
Wright, Slade, Pungo, Pantego and Wilkerson, which
empty into the northeast end of the river. The route of the
Intracoastal Waterway, described in chapter 12, follows
Pungo River from Wilkerson Creek to and across Pamlico
River.
(234) Wright Creek empties into the west side of Pungo
River 2 miles above the mouth and about 8 miles south of
Belhaven. The creek is entered from deep water in Pungo
River through a dredged channel that leads to a turning
basin at the head of North Prong, about 1.1 miles above
the entrance. In 1982, the channel had a midchannel
controlling depth of 8 feet, thence 4.5 feet in the basin.
The channel is marked by lights, daybeacons and a buoy.
(235) Two small marinas are on North Prong. Berths with
electricity, diesel fuel, limited marine supplies, gasoline
and launching ramps are available; minor hull repairs can
be made.
(236) Slade Creek, which empties into Pungo River from
eastward about 4 miles above the mouth, in 2006, had
reported depths of 3.6 feet or more. A pile was reported in
the creek entrance about 0.2 mile north-northwest of July
Point at about 35°27'32"N., 76°33'21"W. An unmarked
sh haven is about 1 mile northwest of the creek entrance
in about 35°28'15"N., 76°34'18"W.
(237) Pungo Creek empties into Pungo River from
westward about 8 miles above the mouth of the river and
1.5 miles southwestward of Belhaven. A highway bridge,
2.5 miles above the mouth of the creek, has a xed span
with a clearance of 15 feet. The overhead power cable just
north of the bridge has a clearance of 35 feet. In 1983,
the creek had reported depths of 7 feet or more to the
bridge and thence 5 feet for about 2 miles. A light and a
daybeacon mark the entrance to the creek.
(238) Pantego Creek, just northward of Pungo Creek,
empties into Pungo River northward about 9 miles
above the mouth of the river. Timber breakwaters, in fair
condition, extend from both shores of the entrance. The
outer ends of the breakwaters are marked by lights.
(239) A dredged channel leads from Pungo River through
the breakwaters and to the basin at Belhaven just below
State Route 92 highway bridge. In 2000, the reported
midchannel controlling depth to the basin was 8.9 feet.
Above the dredged channel, in 1963, there were depths
of about 7 feet for 1 mile above the bridge, thence 4 feet
to the highway bridge at the town of Pantego; lights and
daybeacons mark the dredged channel. State Route 92
highway bridge at Belhaven has a 32-foot xed span with
a clearance of 13 feet.
(240) Belhaven, on the northeastern side of the entrance
to Pantego Creek, has an excellent harbor for small craft.
The town is connected with the interior by highway and
railroad. Seafood, grain and lumber are shipped from
here. Marine supplies can be obtained in the town, and
hotel accommodations are available.
(241) Berthage, electricity, gasoline, diesel fuel, water, ice
and marine supplies can be obtained at the small-craft
facilities on the north side of the creek at Belhaven, just
inside of the breakwater. One of the facilities has a marine
railway that can handle craft up to 60 tons for engine and
hull repairs. A launching ramp is also available.
(242) Goose Creek, opposite the entrance to Pungo River,
empties into Pamlico River from southward about 7 miles
above the mouth of the river. The dredged channel of the
Intracoastal Waterway crosses the shoals, that obstruct
the mouth of the creek, and passes southward to Upper
Spring Creek and the land cut which connects with Bay
River.
(243)
South Creek to Washington
(244) South Creek, about 11 miles above the entrance to
Pamlico River, empties into the river from the southward.
The deeper entrance is southward of Indian Island and
the shoal extending westward from that island to Hickory
Point (35°21.8'N., 76°41.9'W.), the north point at the
entrance to the creek. In 1983, a reported draft of 5 feet
25 AUG 2024 U.S. Coast Pilot 4, Chapter 4 ¢ 217
could be taken through the channel across the shoal west
of Indian Island; a light and a daybeacon mark the best
water. The creek has depths of 7 feet or more for 4 miles
above Hickory Point. Above this point, a dredged channel
leads to Aurora. The channel is marked by daybeacons
to Aurora.
(245) Aurora is a town on the west side of South Creek,
about 7 miles above Hickory Point. An oil dock here is
in ruins. State Route 33 highway bridge, with a 37-foot
xed span and a clearance of 5 feet, crosses the creek at
Aurora.
(246) A channel, marked by private daybeacons, leads to a
barge slip at a phosphate plant on the north side of South
Creek about 3.9 miles southwest of Hickory Point. In
1983, the slip had reported depths of 10 feet.
(247) Bond Creek and Muddy Creek share a common
entrance close eastward of South Creek, about 1 mile
southward of Hickory Point. The town of South Creek,
about 0.5 mile above the entrance, is bordered on the
west by Bond Creek and on the east by Muddy Creek.
The entrance is marked by daybeacons. A crabmeat
packinghouse is on the east side of town. In 1983, a
reported depth of 5 feet could be taken in Bond Creek for
about 2.3 miles. In 1990, an obstruction was reported in
Bond Creek in about 35°20'26"N., 76°41'49"W. Gasoline
and diesel fuel are available at the crabmeat packinghouse
pier on Muddy Creek.
(248) North Creek empties into Pamlico River directly
opposite South Creek. The channel had a reported
centerline depth of 4 feet for about 1.5 miles in 1983 and
is marked by a light and daybeacons, but its navigation
should not be attempted by strangers. In East Fork, the
channel, in 1983, had a reported centerline depth of 5 feet
for 1.5 miles above the entrance.
(249) A ferry, operated by the State Roads Commission,
crosses Pamlico River about 15 miles above the mouth.
The marked channels leading to the northern terminal in
Gaylord Bay, about 3.5 miles westward of North Creek,
and to the southern terminal about 3 miles westward of
Hickory Point, had reported depths of 7 feet in 1983.
(250) A privately dredged channel leads to a basin of
a phosphate plant on the south side of Pamlico River,
about 15.5 miles above the mouth and 4 miles westward
of Hickory Point. The channel is marked by private
daybeacons. In 1983, the reported controlling depth
was 10 feet. The structures at the plant are the most
conspicuous objects in the area.
(251) Durham Creek empties into Pamlico River from
southward 17.5 miles above the mouth and 6.5 miles
westward of Hickory Point. In 1983, local knowledge
was advised to pass over the bar across the entrance to the
creek, thence depths of 3 feet were reported available to
Bonnerton, 4 miles above the entrance. A xed highway
bridge with a clearance of 2 feet crosses the creek at
Bonnerton. A daybeacon marks the entrance.
(252) Bayview is a resort on the north bank of Pamlico
River 6.5 miles northwestward of Hickory Point and
about 2 miles eastward of the entrance to Bath Creek.
Small tourist cabins are available, and a good secondary
road connects with State Route 92 highway northward.
The nearest rail connections are at Washington, about 20
miles distant by highway. Gasoline and some supplies are
available at Bayview, and there is a small-boat launching
ramp. All of the docks at Bayview are in ruins. A sh haven,
marked by yellow buoys, is about 0.7 mile southwest of
Bayview in about 35°25'55"N., 76°48'25"W.
(253) Bath Creek, opposite Durham Creek, ows
southward into Pamlico River 8 miles northwestward of
Hickory Point. In 1983, the reported controlling depths
were 5 feet to the bridge at the town of Bath, thence 4
feet for about another 1.7 miles. The most difcult part of
the channel to Bath is the entrance, where a shoal extends
halfway across from the west side and drops off abruptly.
The channel is marked by lights and daybeacons to a point
about 0.35 mile southward of the highway bridge. The
outer edge of the shoal is marked by a light. Numerous
sh traps are off the creek entrance during the shing
season from January through May.
(254) The State Route 92 highway bridge at Bath has a
37-foot xed span with a clearance of 13 feet. Overhead
cables close northward of the bridge have a clearance of
24 feet. A marina, on the bulkhead just below the east side
of the bridge, can provide transient berths and electricity
and has a reported depth of 9 feet alongside the berths.
Gasoline and other supplies are available in Bath.
(255) Back Creek empties into the east side of Bath Creek
about 1 mile above its mouth. A highway bridge with
a 41-foot xed span and a clearance of 7 feet crosses
the creek about 0.5 mile above the mouth. An overhead
power cable with a clearance of 43 feet crosses the creek
just west of the bridge. A marina, on the north side of
the creek, just below the bridge has a reported approach
depth of 5 feet and 7 feet alongside the berths. The marina
can provide gasoline, water, ice, marine supplies and a
surfaced launching ramp.
(256) Pamlico River above Bath Creek is usually fresh.
(257) Blounts Creek ows northward into Blounts Bay,
which is on the south side of Pamlico River, about 25
miles above the mouth. A highway bridge, 0.2 mile above
the entrance of the creek, has a 36-foot xed span with
a clearance of 15 feet. Overhead power and telephone
cables immediately southward of the bridge have a
reported clearance of 10 feet. The entrance to the creek
is marked by a daybeacon; however, local knowledge
is advised. Above the entrance, the creek, in 1963, had
depths of 5½ feet or more for about 1 mile above the
bridge and 3 feet for an additional 2 miles. A small-craft
facility at Cotton Patch Landing, 1.5 miles above the
bridge, can provide transient slips, gasoline, pump-out
station, electricity, water, ice, a surfaced ramp, engine
repairs and dry and wet storage. The facility monitors
VHF-FM channel 16. A store here can also provide
marine supplies of all types.
(258) Broad Creek is on the north side of Pamlico River
opposite Blounts Bay. The channel is marked by lights,
daybeacons, and “no wake” markers. A private marina
218 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
is on the east side of the creek. Pump-out services and
transient berths with electricity, water, and launch ramps
are available. A private yacht club and two marinas are
on the west side of the creek. Gasoline and diesel fuel
are available and transient berths. The reported approach
depth is 6 feet, and VHF-FM channel 16 is monitored. A
full-service boatyard is located in the area with a lift to
30 tons; hull, engine and electronic repairs can be made.
(259) Whichard Beach is on the south side of the Pamlico
River about 4 miles above Blounts Bay and about 0.4
mile above Fork Point at the junction of Pamlico River
and Chocowinty Bay. A marina at Whichard Beach
has berths, gasoline, limited marine supplies, water,
ice, provisions and launching ramps. Hull and outboard
engine repairs can be made.
(260) Runyon Creek is on the north side of Pamlico
River at Washington, NC. The Route 32 highway bridge
and the railroad bridge crossing the creek just above the
mouth have 18-foot xed spans and a clearance of 4 feet.
In 1983, there was reported depth of 4 feet available in
the channel immediately north of the highway bridge. A
launching ramp near the bridge is available.
(261) Washington, 32 miles above the mouth of Pamlico
River, is the seat of Beaufort County and an important
business center with communications extending to nearly
all points on Pamlico River and Pamlico Sound. The town
has restaurants, hotels and motels. Marine supplies are
available.
(262) Two swing bridges cross the river at Washington.
The railroad bridge has a vertical clearance of 7 feet;
the west draw is closed to navigation. The U.S. Route
17 highway bridge, about 0.7 mile above, has a vertical
clearance of 6 feet. (See 33 CFR 117.1 through 117.59
and 117.831, chapter 2, for drawbridge regulations.) An
overhead power cable close westward of the highway
bridge has a clearance of 75 feet. About 0.6 mile west
of the bridge is another overhead power cable with a
reported clearance of 82 feet. The U.S. Route 17 Bypass
xed bridge crosses the river 0.4 mile above the overhead
power cable.
(263) A county hospital is at Washington.
(264) The Washington City Docks are on the north side
of the Pamlico River, between the railroad bridge and
highway bridge. The bulkhead extends approximately
1,700 feet and has both small craft slips and tie-
up dockage. Approximately 15 transient berths are
available and supplies include water, pump-out facility
and electricity; some marine supplies are within walking
distance of the docks. The reported approach depth to the
docks is 10 feet with 8 feet alongside the docks. Boats up
to 60 feet can be accommodated in the outermost slip. The
North Carolina Estuarium is located at the waterfront.
(265) Washington has rail connections with two Class I
railroads and highway connections with U.S. Route 17
and NC Route 32.
(266)
Jones Bay
(267) Mouse Harbor, Big Porpoise Bay, and Middle
Bay are small unmarked shallow bays on the east side
of Goose Creek Island on the western side of Pamlico
Sound between Pamlico Point Light PP (35°18'49"N.,
76°27'00"W.) and Jones Bay. The light marks the south
side of the entrance to Pamlico River and is shown 25 feet
above the water from a multi-pile structure with a white
and black diamond-shaped daymark. Mouse Harbor Ditch
and Leary Canal are two small-boat passages that connect
Mouse Harbor with Clark Creek on Pamlico River and
Big Porpoise Bay with Middle Bay. These passages are
not being maintained and are used only by shallow-draft
skiffs; local knowledge is advised. The three bays are
frequented only by local shermen.
(268) Jones Bay is on the western side of Pamlico Sound
about 7 miles southward of Pamlico Point Light PP and
just northward of the entrances of Bay and Neuse Rivers.
In 1983, the bay had reported depths of 6 feet or more
for 4 miles above its mouth. The entrance is somewhat
obstructed by shoals through which a marked channel
leads into the bay. On the north side, near the head of the
bay, is the town of Hobucken. Small craft bound for the
town can land in the cove 0.8 mile above Drum Creek,
which indents the north shore of the bay about 3.5 miles
above the entrance.
(269) Ditch Creek, on the opposite side of Jones Bay from
Drum Creek, leads to an old canal through which small
boats can be taken at high water to Bay River. Hobucken
is discussed further in chapter 12 in connection with the
Intracoastal Waterway, which crosses the head of Jones
Bay and links it with Goose Creek on the north and Bay
River on the south. Hobucken Coast Guard Station
fronts the Intracoastal Waterway at Hobucken.
(270) The approach to Jones Bay from eastward is over or
around Brant Island Shoal, which extends for 10 miles
in a southeasterly direction from the north side of the
entrance to the bay. For 6 miles southeastward to Brant
Island Slue Light 1, the shoal has depths of 2 to 3 feet;
between that light and Brant Island Shoal Light BI at
the outer end are depths of 5 to 8 feet. Shoaling to 2 feet
was reported west of the slue, mariners are advised to
navigate this area with caution and local knowledge is
recommended. The wreck of the GOVERNOR SCOTT
FERRY is about 0.7 mile east of Light BI and is marked
by a light. In 1991, a sunken wreck was reported between
Brant Island Shoal and Royal Shoal in about 35°07'14"N.,
76°12'44"W. Other wrecks and obstructions are west and
south of Brant Island Shoal Light BI.
(271) The danger zone of a bombing and rocket ring
area is in Pamlico Sound westward of the entrance to
Jones Bay. Numerous lights and daybeacons mark the
perimeter of the danger zone. (See 33 CFR 334.420,
chapter 2, for limits and regulations.)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 4 ¢ 219
(272)
Bay River to Rattan Bay
(273) Bay River about 10 miles southward of Pamlico
Point Light PP empties into the western part of Pamlico
Sound between Jones Bay and the mouth of Neuse River.
The natural channel, from the entrance to off the mouth of
Trent Creek about 12 miles above the entrance, is marked
by lights and daybeacons and, in 1963, had depths of 9
feet or more. It can be followed readily. Above this point,
a dredged channel leads to Bayboro, which is practically
the head of navigation. In 1983, the reported controlling
depth was 10 feet. The dredged channel is marked by
daybeacons to Stonewall. An overhead power cable
crossing the river about 0.3 mile below Bayboro has a
clearance of 75 feet.
(274) The route of the Intracoastal Waterway is along Bay
River for 4 miles, thence northward through Gale Creek.
(275) Vandemere is a town on the north side of Bay
River 8 miles above the mouth. Gasoline, diesel fuel, a
launching ramp and some supplies are available. There
are two marine railways that can haul out vessels up to
65 feet in length for hull repairs, and there is a machine
shop with engine repair service. In 1983, the reported
controlling depth was 8 feet to Vandemere, and thence 8
feet alongside the piers and 4 feet at end of railways.
(276) Stonewall is a small town on the south side of the
river 14 miles above the mouth; most of its docks are in
ruins.
(277) Bayboro. 15 miles above the mouth of the river,
has docks in fair condition on the east side of the creek
leading to Mill Pond. In 1983, depths of 7 feet were
reported alongside the oil and sh docks. Gasoline, ice
and some supplies are obtainable here. Navigation above
Bayboro is restricted by xed bridges at the town.
(278) Neuse River rises in the northern part of North
Carolina and ows for about 250 miles in a general east-
southeasterly direction into the western end of Pamlico
Sound. Its mouth is about 5 miles wide but is reduced to
a navigable width of about 2 miles by shoals that extend
from either side. The river has natural depths of 13 feet
or more for 25 miles above its mouth. Strangers should
not attempt to navigate the river above this point. The
river channel is marked by lights, buoys and daybeacons
to about 4 miles above the city of New Bern, 34 miles
above its mouth.
(279)
Tides
(280) Neuse River has practically no tide, the variation
in water level being due principally to winds. Easterly
winds cause high water and westerly winds low water,
the maximum variations with heavy gales amounting to
about 2 feet above or below the normal in the lower part
of the river and about 3 or 4 feet at New Bern. Freshets of
10 to 20 feet occur in the upper reaches of the river above
New Bern but have little effect at or below the town.
(281) Broad Creek empties into the north side of Neuse
River about 4 miles above the mouth. In 1983, the
reported controlling depth in the creek was 5 feet for 2.5
miles, thence 4 feet to Whortonsville. A light marks the
entrance to the creek. Grace Harbor is an articial basin
with an entrance channel that is located about 1.4 miles
west of the entrance light on the south side of the creek. A
full-service marina is located there with transient berths,
water, ice, electricity, gasoline, diesel fuel, a pump-out
facility and wet storage. In 2012, the reported approach
and alongside depths were 8 feet. Pamlico is a village on
the south side of the creek, 3 miles above the entrance.
Whortonsville is on the east side of the entrance to Brown
Creek about 0.5 mile northeast of Pamlico and on the
opposite side of Broad Creek. Berthage, electricity,
water, limited marine supplies and a launching ramp are
available at the pier, which has a depth of 5 feet alongside.
(282) South River ows into the south side of Neuse River
about 8 miles above the mouth. The entrance is marked
by lights. In 2001, the channel had a reported midchannel
depth of 10 feet for about 3 miles; thence in 2000, there
was 6 feet for another 4.5 miles.
(283) The danger zones of bombing, rocket ring and
strang areas are center around and in the vicinity
of Rattan Bay, on the south side of the Neuse River
entrance. (See 33 CFR 334.420, chapter 2, for limits and
regulations.)
(284)
Garbacon Shoal to Brice Creek
(285) Garbacon Shoal extends halfway across Neuse
River from the southern shore 10 miles above the mouth,
leaving a clear width of about 0.8 mile between the 12-
foot contours. The outer end of the shoal is marked by a
light.
(286) Whittaker Creek, on the north side of Neuse
River opposite Garbacon Shoal, is marked by lights and
daybeacons. In 2003, the privately dredged entrance
channel had a reported controlling depth of 6.1 feet.
An uncharted private range marks the entrance channel.
Several small-craft facilities are in the creek.
(287) Oriental is a small town at the entrance to Smith
Creek on the north bank of the Neuse River about 11
miles above the mouth. Fishing is the principal industry
and seafood is trucked to the interior. The harbor is
protected by a rubble-mound breakwater marked by a
light off the end.
(288) A dredged channel, marked by lights and daybeacons,
leads from Neuse River to a basin at Oriental. The harbor
provides excellent anchorage for small craft. Two marinas
are in the harbor and basin.
(289) A xed highway bridge 0.2 mile above the entrance
to Smith Creek has a clearance of 45 feet. An abandoned
railroad bridge, in ruins, crosses Morris Creek about
1 mile above the highway bridge. Greens Creek joins
Smith Creek at Dewey Point just above the highway
220 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
bridge. Good anchorage was reported in Greens Creek
for vessels drawing less than 4 feet.
(290) Adams Creek empties into the south side of Neuse
River about 13 miles above the mouth. The creek is part
of the Intracoastal Waterway and is described in chapter
12.
(291) Clubfoot Creek ows into Neuse River from
southward about 15 miles above the mouth. The approach
is marked by a daybeacon and the entrance by a light and
daybeacons. The channel southward of the light is narrow
with shoals rising abruptly on both sides. Depths in the
channel, in 2002, were reported to be 4.5 feet or more
for 3 miles above the light. A marina on the west shore
of Clubfoot Creek, at the entrance to Mitchell Creek, has
berths, electricity, gasoline, diesel fuel, pump-out station,
water, and ice.
(292) Dawson Creek, on the north side of Neuse River
about 14 miles above the mouth, is entered through a
dredged channel, marked by daybeacons, that leads from
the river to the mouth of the creek. In 1983, the reported
controlling depth was 5 feet. A highway bridge with a
32-foot xed span and a clearance of 13 feet crosses the
mouth of the creek at Janeiro.
(293) A ferry crosses Neuse River about 18 miles above
the mouth between Cherry Point and Minnesott Beach.
(294) Hancock Creek is on the south side of Neuse River
about 20 miles above the mouth. In 1983, the reported
controlling depths were 7 feet through the narrow
entrance channel to the Marine Corps Air Station basin
just inside the mouth, thence 12 feet in the basin. Lights
and daybeacons mark the channel. A launching ramp and
pier are on the east side of the creek about 1.5 miles above
the mouth.
(295) A restricted area surrounds the shoreline of the
Cherry Point Marine Corps Air Station, from Hancock
Creek to Slocum Creek. A danger zone is around the
mouth of Hancock Creek. (See 33 CFR 334.430, chapter
2, for limits and regulations.)
(296) A water tank at the air station is conspicuous.
(297) Slocum Creek, on the south side of Neuse River 22
miles above the mouth, in 1983, had a reported controlling
depth of 4 feet for 4 miles to the forks. Along the East
Prong, a foot bridge across the creek obstructs passage
for further navigation. A light and daybeacons mark the
critical parts of the channel at the entrance to the creek. A
bridge with 45-foot xed span and a vertical clearance of
16 feet crosses 3 miles above the entrance. An overhead
cable with a clearance of 39 feet crosses the creek just
north of the bridge.
(298) Beard Creek is on the north side of Neuse River
opposite Slocum Creek. The mouth of the creek is marked
by a daybeacon. The reported controlling depth from the
entrance to the highway bridge, 2.3 miles upstream, was
4 feet in 1983. Good anchorage may be found off the
eastern side of the entrance.
(299) Goose Creek, on the northeast side of Neuse River
27 miles above the mouth, in 2000, had reported depths
of 4.4 feet or more to Wood Landing, 3 miles above
the entrance. Upper Broad Creek, on the northeast side
of Neuse River 28 miles above the mouth, had reported
depths of 5 feet or more, in 1983, to Lees Landing 4 miles
above the entrance. The entrance is marked by lights and
a daybeacon.
(300) Faireld Harbour is a resort and residential
community on the east side of Northwest Creek, about
1 mile west of Upper Broad Creek. The entrance to
Northwest Creek is marked by a light; depths of 4 feet can
be carried through the unmarked creek. A marina is on the
east side of the creek, about 0.7 mile above the entrance.
In 1983, depths of about 6 feet were alongside the marina
piers; berths, electricity, gasoline, diesel fuel, water, ice,
pump-out station and launching ramp are available.
(301) New Bern, a city on the west bank of Neuse River 34
miles above the mouth, is the seat of Craven County and
an important center for this area. The city has many points
of historical interest including Tryon Palace, an 18th
century restoration. A county hospital is here, and there
are numerous restaurants, hotels and motels. Gasoline,
diesel fuel, pump-out station, berthing with electricity,
water, ice, marine supplies and provisions are available.
Hull, engine and electronic repairs can be made; lift to
30 tons.
(302) The rectangular lighted clock tower atop City Hall
is visible for about 6 miles downriver and is an excellent
landmark. Vessels proceeding up the river to New Bern
are advised to stay in the channel because of the numerous
sh traps scattered indiscriminately throughout the
unmarked areas. The river is slightly brackish except
during freshets.
(303) Weather, New Bern and vicinity. New Bern’s
climate is inuenced by both the Atlantic Ocean and
Pamlico Sound, particularly in the winter. Winds blowing
from a southerly or easterly direction have a moderating
effect on temperatures.
(304) The long hot summers begin in May when afternoon
temperatures occasionally reach 90°F (32.2°C) and reach
a peak in July when they average 89°F (31.7°C); they
begin to fall off by the end of September. The average
high temperature in New Bern is 73°F (22.8°C) and the
average low is 52°F (11.1°C). July is the warmest month,
with an average high of 80°F (26.7°C) and an average
low of 71°F (21.7°C). January is the coolest month, with
an average high of 55°F (12.8°C) and an average low of
34°F (1.1°C). Each month, May through September has
recorded temperatures in excess of 100°F (37.8°C), while
each month, October through May, has had temperatures
below freezing. The warmest temperature on record in
New Bern is 106°F (41.1°C) recorded in July 1952 while
the coldest temperature on record is -4°F (-20°C) recorded
on Christmas Morning 1989. The average number of days
with a maximum temperature of 90°F (32.2°C) or warmer
is 41 while the average number of days with a minimum
temperature of 32°F (0°C) or cooler is 50.
(305) A marina on the south side of Trent River just
southwestward of the railroad bridge has three 100-foot-
long piers with depths of 9 feet alongside. Berths,
25 AUG 2024 U.S. Coast Pilot 4, Chapter 4 ¢ 221
electricity, gasoline, diesel fuel, water and dry storage are
available; hull and engine repairs can be made.
(306) New Bern is served by two Class I railroads. The city
is also served by commercial airlines.
(307) U.S. Route 17 highway bridge over Neuse River just
below New Bern has a xed span with a clearance of 65
feet. The railroad bridge, 1.7 miles above the highway
bridge, has a swing span with a clearance of 0 feet at
extreme high water and 2 feet at low water. In 1984,
the northeast draw of the bridge was reported closed to
navigation. The overhead power cable at the railroad
bridge has a clearance of 50 feet over the main channel.
(308) A small-craft repair facility is on the northeast side
of the river just above the bridge at Bridgeton, opposite
New Bern. A 35-ton mobile hoist and surfaced ramp are
available. Hull, engine, sail, electrical and electronic
repairs can be made.
(309) Trent River empties into Neuse River on the south
side of New Bern. The river channel above New Bern is
marked by lights and daybeacons for a distance of about
5.5 miles.
(310) U.S. Route 70 highway bascule bridge over Trent
River at the mouth has a clearance of 14 feet. (See 33
CFR 117.1 through 117.59 and 117.843, chapter 2, for
drawbridge regulations.) The railroad bridge, about 0.2
mile westward of the highway bridge has a swing span
with a clearance of 5 feet. (See 33 CFR 117.1 through
117.49, chapter 2, for drawbridge regulations.) Fixed twin
highway bridges about 0.3 mile southwest of the railroad
swing bridge have clearances of 45 feet. Overhead power
cables cross Trent River about 1.8, 4.8, 8.8 and 14 miles
above its mouth; clearances are 55 feet, 48 feet, 55 feet
and 63 feet, respectively.
(311) At Pollocksville, 15 miles above the mouth, U.S.
Route 17 highway bridge has a 48-foot xed span with a
clearance of 5 feet.
(312) Brice Creek enters Trent River from the east
about 1.7 miles above the mouth. In 1983, the reported
controlling depth to the highway bridge 1 mile above the
mouth was 5 feet. The highway bridge has a 35-foot xed
channel span with a clearance of 15 feet. An overhead
power cable with a clearance of 14 feet is just north of
the bridge.
(313)
West Bay
(314) West Bay is a large irregularly shaped body of water
on the southwest side of Pamlico Sound west of Cedar
Island and just southeastward of Neuse River entrance.
The shores of the bay and its numerous branches are
marshy, and it is of little importance other than for its
oyster beds. In 1983, a reported depth of 6 feet could be
taken into the three principal arms of the bay through
narrow and devious channels. Lights and daybeacons
mark the entrance to West Bay and the channels in West
Thorofare Bay and Long Bay, the middle and west arms,
respectively.
(315) The danger zones of bombing, rocket ring and
strang areas are on the west side of West Bay and Long
Bay. (See 33 CFR 334.420, chapter 2, for limits and
regulations.)
(316) Hooked-shaped Royal Shoal extends northwestward
from the vicinity of Ocracoke Inlet. The shoal, which
bares in one place and is covered 1 to 4 feet elsewhere, is
marked by three lights along the north side; a fourth light
marks a wreck on the south side. Tows and other vessels
sometimes anchor inside the hook when the seas are too
rough to make headway in the sound. In 1983, however,
it was reported that this anchorage was not a good one.
(317) A dangerous sunken wreck is reported to be about 0.4
mile north of Royal Shoal Light 5RS in about 35°09.8'N.,
76°09.5'W. Caution is advised.
(318)
Core Sound
(319) Core Sound extends southwesterly along and just
inside the barrier beach from the south side of Pamlico
Sound to Cape Lookout, a distance of about 27 miles; the
width varies between 2 and 3 miles. The channel through
Core Sound is heavily shoaled with portions impassable;
local knowledge is advised. Behind Cape Lookout, Core
Sound is joined by Back Sound and The Straits, both of
which connect with Beaufort Harbor.
(320)
Channels
(321) The main route from Pamlico Sound to Beaufort
Harbor with the best water is through the Neuse River and
the Intracoastal Waterway. The channels in Core Sound
have shoaled and local knowledge is required to safely
pass.
(322) From The Straits, the main route to Beaufort Harbor
leads southwestward to the junction with the alternate
route, westward of Harkers Island, thence westward along
the north side of Middle Marshes to abeam Lenoxville
Point where it turns sharply northward and then westward
into Taylor Creek. The route is then westward through
Taylor Creek to the wharves at Beaufort.
(323)
Currents
(324) Tidal currents of 1 to 2 knots may be experienced
in the southern part of Core Sound.See the Tidal
Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(325) The channels from Core Sound to Beaufort Inlet via
The Straits and Back Sound are described later in this
chapter.
222 ¢ U.S. Coast Pilot 4, Chapter 4 25 AUG 2024
(326)
Wainwright Slue to White Point
(327) Wainwright Slue is a small anchorage used by
local mariners in the northeastern entrance to Core
Sound. Shelter from the sea is provided by surrounding
shoals that have depths of 1 to 3 feet over them. The
marked channel into Core Sound at Wainwright Slue has
been discontinued due to shoaling. Local knowledge is
advised.
(328) Cedar Island Bay, off the northeast side of Cedar
Island, makes into the northwest side of Core Sound. The
bay is used mainly by shing boats. An improved channel
leads from the entrance, about 2.8 miles southwestward
of Wainwright Island, to a small-craft basin on the west
side of the bay. The channel is marked by lights and
buoys. Gasoline, diesel fuel and water can be obtained at
the pier at the head of the basin. A radar dish antenna and
a telephone tower are conspicuous on the south entrance
point to the bay.
(329) The terminal of the Ocracoke-Cedar Island ferry is
at the north end of Cedar Island about 5.2 miles westward
of Wainwright Island. The passenger and vehicle ferry
operates daily to Ocracoke on the outer beach.
(330) Thorofare Bay, on the northwest side of Core Sound
and 8 miles from the northeastern entrance, indents the
eastern shore of Cedar Island about 3 miles southward
of Cedar Island Bay. The bay is connected with West
Thorofare Bay by a land cut known as the Thorofare.
(331) A dredged channel leads through Thorofare Bay, and
thence through the Thorofare to West Thorofare Bay. This
passage provides a convenient route to local shermen
from Core Sound to West Bay and to the mouth of Neuse
River. In 2001, the reported midchannel controlling depth
was 3 feet from West Thorofare Bay to Core Sound.
The critical part of the channel is marked by lights and
daybeacons.
(332) A xed highway bridge near the eastern end of the
Thorofare has a clearance of 45 feet.
(333) A marked, dredged channel leads northeastward
from the main channel to a basin at Atlantic, a town
on the northwest side of Core Sound about 2 miles
southwestward of the eastern entrance to Thorofare Bay.
The basin at Atlantic is used mainly by shing boats.
Gasoline, diesel fuel, water, ice, provisions and limited
marine supplies are available. A spur channel leads to
a marine railway just southward of the basin; craft up
to 45 feet can be handled for hull repairs. A cluster of
four aluminum-colored fuel storage tanks on the beach
and a tall church spire are prominent from seaward.
The marked, dredged channel continues from Atlantic
northeastward to White Point, thence for another 0.3
mile to a basin.
(334) U.S. Route 70 highway connects with Beaufort and
Morehead City.
(335)
Sealevel to Shell Point
(336) Sealevel is a small shing community about 3 miles
southwestward of Atlantic on the west shore of Core
Sound. A restaurant and a motel are in town. A dredged
channel leads from the sound to a basin at Sealevel. In
2001, the reported controlling depth was 3 feet to the
basin and 4 feet in the basin. The channel is marked by a
light and a buoy.
(337) A private hospital is in Sealevel.
(338) A pier, used mainly by shing vessels, is in the basin;
depths of 8 feet are reported alongside. Gasoline, diesel
fuel, water and ice are available. Limited amounts of
marine supplies can be obtained in town.
(339) Sealevel is connected with Beaufort and Morehead
City by U.S. Route 70 highway.
(340) Davis, another small shing community, 5 miles
southwestward of Sealevel, ships seafood to the interior
by truck. A dredged channel leads from Core Sound to a
basin at Davis. In 1982, the controlling depth to the basin
was 3 feet, with 3 to 4 feet in the basin. Gasoline, diesel
fuel, water and ice are available at a pier in the basin;
depths of 4 feet are reported alongside. There are cabins
and a restaurant at Davis; limited amounts of marine
supplies also can be obtained here.
(341) Davis is connected with Beaufort and Morehead
City by U.S. Route 70 highway.
(342) A pier, with reported depth of 6 feet alongside, is on
the north side of Oyster Creek, about 1 mile northward
of Davis. The entrance channel into the creek is marked
by a light and a daybeacon. A machine shop, near the pier,
is available for engine repairs. U.S. Route 70 highway
bridge, about 0.4 mile above the entrance, crosses Oyster
Creek just above the pier. The bridge has a 41-foot xed
span with a clearance of 7 feet.
(343) Marshallberg, about 6 miles southwestward
of Davis, is on the west shore of Core Sound and on
the north side of the eastern entrance to The Straits.
A dredged channel leads from the main channel in
Core Sound to a basin at Marshallberg. In 1978, the
midchannel controlling depth was 6 feet to and in the
basin. The channel is marked by daybeacons. A boatyard
on the south side of the basin has two marine railways.
The longest can handle craft to 200 tons or 200 feet for
complete hull and engine repairs. In 1983, depths of 9
feet were reported alongside the boatyard. A boatyard is
immediately westward of the marina. A marine railway
here can handle vessels up to 125 feet in length for
complete hull and engine repairs. Depths of 6 feet are
reported alongside the marina and boatyard. A boatyard,
about 900 yards west of the mouth of Sleepy Creek. 0.6
mile northwest of the basin at Marshallberg, has a marine
railway that can handle craft up to 20 tons or 50 feet long
for hull repairs. In 1983, the reported controlling depth to
the railway was 4 feet.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 4 ¢ 223
(344) Back Sound, southward of Harkers Island, and
The Straits, which parallel Back Sound on the opposite
side of the island, provide two marked routes from Core
Sound to a junction with the Morehead City Harbor
Channel at Beaufort Inlet. The northern route leads
westward through The Straits and along the northerly side
of Middle Marshes; the southerly route leads westward
through Back Sound and along the southerly side of
Middle Marshes. Both routes have several shoals close
to the channels. The chart is the best guide.
(345) The improved channel from Back Sound to Lookout
Bight has been discussed previously.
(346) The Straits, with an average width of about 0.5 mile,
but in places only 100 yards wide in the channel, also
affords a through passage from Core Sound to Beaufort
Harbor. The passage has been discussed previously in
this chapter. A highway bridge over the western end of
The Straits has a swing span with a channel width of 36
feet and a clearance of 14 feet. The overhead power cable
close eastward of the xed bridge has a clearance of 70
feet.
(347) Westmouth Bay is a cove on The Straits side of
Harkers Island. A marine railway at a boatbuilding yard
at the head of the bay can handle vessels to 40 feet for
hull repairs. The town of Harkers Island in the central
part of the island, has piers both on Back Sound and at the
head of Westmouth Bay; depths to the piers were reported
to be 2 feet in 2000. Berths, electricity, gasoline, diesel
fuel, water, ice, launching ramp, wet and dry storage and
some provisions may be obtained at the piers, and there
is also a small machine shop. In Westmouth Bay, depths
to the piers were reported to be 3 feet in 1983. Gasoline,
diesel fuel, water, ice and some marine supplies may be
obtained at the piers.
(348) Several marinas are at Shell Point, at the eastern
end of Harkers Island. Berths, electricity, gasoline, diesel
fuel, water, ice, marine supplies, launching ramps, and
wet and dry storage is available.
(349) Seafood is shipped by truck and boat from Harkers
Island.
(350) A marina on the southwest point of the island has
gasoline, water, ice and some marine supplies.
224 ¢ U.S. Coast Pilot 4, Chapter 5 25 AUG 2024
76°W
35°N
34°30'N
34°N
Morehead City
New Bern
Wilmington
PAMLICO SOUND
ONSLOW BAY
NEUSE RIVER
CAPE FEAR RIVER
MASONBORO INLET
NEW RIVER INLET
Cape Fear
Beaufort
NORTH CAROLINA
76°30'W
77°W
77°30'W78°W
Chart Coverage in Coast Pilot 4—Chapter 5
NOAA’s Online Interactive Chart Catalog has complete chart coverage
http://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml
WHITE OAK RIVER
BOGUE INLET
Jacksonville
NEW RIVER
Cape Lookout
NEW TOPSAIL INLET
ATL ANTIC OCEAN
25 AUG 2024
U.S. Coast Pilot 4, Chapter 5 ¢ 225
Cape Lookout to Cape Fear
(1) This chapter describes the deepwater ports of
Morehead City and Wilmington and the smaller ports of
Beaufort, Swansboro, Jacksonville, Wrightsville Beach,
Wrightsville, Carolina Beach and Southport. These
smaller ports are principally engaged in barge, shing
and small-craft trafc.
(2) Also discussed are the waters of Cape Fear River
and its tributaries; Bogue, Stump and Topsail Sounds; and
Beaufort, Bogue and New River Inlets, including some of
the lesser inlets.
(3) The section of the Intracoastal Waterway from
Morehead City to Cape Fear River is described in chapter
12.
(4)
COLREGS Demarcation Lines.
(5) The lines established for this part of the coast are
described in 33 CFR 80.525, chapter 2.
(6)
Weather
(7) The southwesterly curve of this coastline often
enables it to escape direct hits from both extratropical
and tropical cyclones. This sheltering effect is reected
in the mean wind speeds of Wilmington (7.7 knots) and
Morehead City (8.2 knots) compared to that of Cape
Hatteras (9.9 knots). This coast is also subjected to less
rain and cloudiness than the Outer Banks.
(8) From November through March gales blow about 1
to 3 percent of the time in deeper waters. Shoreward of the
100 fathom line, from October through April, maximum
winds of 45 to 55 knots have been encountered while seas
of 6 feet (2 m) or more occur 30 to 45 percent of the time;
maximum seas are in the 20- to 35-foot (6 to 11 m) range.
Hurricanes can bring stronger winds and higher waves
but usually affect this portion of the coast about once in
15 to 20 years. An exception occurred when Hurricane
Bonnie ravaged the coastline from Cape Fear to Cape
Lookout in August 1998 with maximum winds of 115
knots and near-record rainfall totals. Hurricanes Bertha
and Fran, in 1996, made landfall within miles of each
other only six weeks apart. Both ravaged the coastline
from the south of Wilmington to Cape Lookout. Bertha
made landfall near Surf City, North Carolina, in the late
afternoon of July 12th with maximum winds of 90 knots.
Then at midnight on September 6th, Fran made landfall
near Cape Fear with maximum winds of 100 knots. Both
storms created severe wind damage, major ooding and
near-record storm surges for the area. In September 1985,
Gloria generated winds estimated at 110 knots and 40-
foot (12 m) seas in these waters as it paralleled the coast
before making initial landfall over Cape Hatteras.
(9) Fog is most likely during late winter and early spring
when warm air occasionally moves across the relatively
cool water shoreward of the Gulf Stream. Visibilities drop
below 0.5 mile (0.9 km) about 2 to 3 percent of the time.
Radiation fog may drift out over the coastal waters from
fall through spring when land stations record visibilities
below 0.5 mile (0.9 km) on 1 to 4 days per month.
(10)
North Atlantic Right whales
(11) Endangered North Atlantic right whales are often
seen within 30 miles of the North Carolina coast and may
also be seen in the approaches of the deepwater ports of
Morehead City and Wilmington from November through
April. (See North Atlantic Right Whales, indexed as
such, in chapter 3 for more information on right whales
and recommended measures to avoid collisions.)
(12) All vessels 65 feet or greater in length overall (LOA)
and subject to the jurisdiction of the United States are
restricted to speeds of 10 knots or less in two seasonal
management areas between November 1 and April 30.
The rst area, around the Ports of Morehead City and
Beaufort, North Carolina, is dened as the waters within
a 20-nm radius of 34°41'32.0"N., 76°40'08.3"W. The
second is a continuous 20-nm management area running
from Wilmington, North Carolina, to beyond Savannah,
Georgia. The area is dened as the waters contained by
the following points:
(13)
North Atlantic Right Whale Management Area
From Wilmington, NC to beyond Savannah, GA
Point Latitude Longitude
A 34°10.5'N. 77°49.2'W.
B 33°56.7'N. 77°31.5'W.
C 33°36.5'N. 77°47.1'W.
D 33°28.4'N. 78°32.5'W.
E 32°59.1'N. 78°50.3'W.
F 31°50.0’N. 80°33.2’W.
G 31°27.0’N. 80°51.6’W., thence
due west to the
shore.
See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.
226 ¢ U.S. Coast Pilot 4, Chapter 5 25 AUG 2024
(14)
ENC - US3SC10M
Chart - 11520
(15) From Cape Lookout the coast extends 8 miles in
a northwesterly direction and then curves gradually
westward and southward to Cape Fear. This section,
nearly 100 miles long, is similar to that between Capes
Hatteras and Lookout, but the strips of land that form
it are separated from the mainland by much narrower
bodies of water. As a consequence, the thick woods of
the mainland can be seen from much farther seaward.
The beach areas from Beaufort Inlet to Bogue Inlet and
from New River Inlet to Cape Fear are undergoing rapid
development. Many multistoried buildings can be seen in
these areas.
(16) Depths along this stretch of coast are regular, and 4
to 6 fathoms can be taken to within 1.5 miles of the beach.
The 10-fathom curve, about 10 miles offshore, is nearly
parallel to the shore until eastward of Cape Fear where
it bends southeastward around Frying Pan Shoals. The
20-fathom curve is from 20 to 45 miles offshore.
(17) There are numerous charted wrecks along this
section of the coast, some extending as much as 75 miles
offshore; the more dangerous ones are marked.
(18) A danger zone, near the northern end of Onslow
Bay, extends offshore from Bear Inlet to about 8 miles
southward of New River Inlet. (See 33 CFR 334.440,
chapter 2, for limits and regulations.)
(19) Between Beaufort Inlet and Cape Fear River are
several inlets through which 4 to 10 feet can be carried
to sheltered anchorage, but all are obstructed by shifting
bars on which the sea breaks when at all rough. A sea
breeze, even if light, will cause a heavy break on the
bars, while a land breeze may be heavy without making
the bars dangerous. Strangers bound southward in small
craft should not leave a sheltered anchorage with the wind
anywhere between southeast and southwest and should
nd anchorage as soon as possible after the wind begins
to blow from those directions. The best guide for entering
or leaving the inlets is the appearance of the water, as
breakers always form on the shoal areas; strangers should
not attempt to enter an inlet when breakers form entirely
across it.
(20) This section of the coast, due to its low relief,
presents no good radar targets except for the structure of
Frying Pan Shoals platform tower.
(21)
Beaufort Inlet to Morehead City
(22) Beaufort Inlet is about 220 miles southwestward
of the Chesapeake Bay entrance and the same distance
northeastward of Charleston. It is the approach to
Morehead City Harbor, the most important coastal
harbor between Cape Henry and the Cape Fear River.
The ports of Morehead City and Beaufort are on the west
and east sides of the harbor, respectively.
(23) Morehead City, about 4 miles above the Beaufort
Inlet channel entrance, is a modern resort city, with
marine, shopping and service facilities and hotels, motels
and restaurants. It is 249 miles south of Norfolk, VA, and
154 miles north of Wilmington, NC, by coastwise routes.
(24) The port of Morehead City, the rst deep-draft port
south of Norfolk, VA, serves as a cargo transshipment
point for oceangoing vessels, barges plying the
Intracoastal Waterway, rail and trucks. The primary
export is phosphate. The primary imports are sulfur
products, rubber, steel, general cargo, scrap metal, ore,
mica and schist.
(25)
Prominent features
(26) The A-frame phosphate building and the tallest
water tank at the State Ports Authority Terminal, Highway
70 bridge over the Newport River, and water tanks at
Beaufort and Atlantic Beach and on Harkers Island are
the most conspicuous landmarks from seaward. It is
reported that under ideal conditions Cape Lookout Light
and the conguration of Cape Lookout prove of some
value as radar targets in making the approach to Beaufort
Inlet; these targets, however, should not be relied upon
too strongly.
(27) Fort Macon State Park is on the west side of
Beaufort Inlet. The Fort Macon Coast Guard Base is close
westward of the fort on Fort Macon Creek.
(28)
Coast Guard
(29) A Marine Safety Detachment is at the Fort Macon
Coast Guard Base. (See Appendix A for address.)
(30)
COLREGS demarcation lines
(31) The lines established for Beaufort Inlet are described
in 33 CFR 80.525, chapter 2.
(32)
Channels
(33) A federal project provides for a channel 47 feet
deep over the bar at Beaufort Inlet, thence 45 feet to a
turning basin off the North Carolina State Ports Authority
Terminal at Morehead City with 45 feet in the turning
basin’s east leg and 35 feet in the west and northwest
legs. For detailed channel information and minimum
depths as reported by the U.S. Army Corps of Engineers
(USACE), use NOAA Electronic Navigational Charts.
Surveys and channel condition reports are available
through a USACE hydrographic survey website listed in
Appendix A. The entrance and main channels and all of
Beaufort Inlet are subject to continual change. Lighted
ranges and lighted buoys mark the main channel. Lights,
buoys and daybeacons mark the minor channels.
(34)
Anchorages
(35) Vessels required to anchor to await a pilot are advised
to select an anchorage on a line approximately ½ to 1 mile
east of Beaufort Inlet Channel Lighted Buoys 5 and 6.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 5 ¢ 227
Good anchorage for large vessels may also be found in
the area from the sea buoy eastward to Cape Lookout in
good sand-shell holding bottom. All of the anchorages
are exposed from the southwest quadrant.
(36)
Dangers
(37) Cape Lookout Shoals, previously described in
chapter 4, are the principal danger in the approach to
Beaufort Inlet. A dump site for dredged material is just
west of the entrance channel. Lesser depths than charted
may exist in these areas; caution is advised. A number of
wrecks, some of which are marked, are in the approaches.
A sh haven is about 3.8 miles west-northwestward of the
sea buoy.
(38)
Current
(39) Tidal currents along Beaufort Inlet Channel attain
velocities of up to about 2 knots. They usually set along
the channels, except at the entrance to Morehead City
Channel, they usually set across the channel near the end
of the ood period and beginning of the next ebb. See
the Tidal Current prediction service at tidesandcurrents.
noaa.gov for specic information about times, directions,
and velocities of the current at numerous locations
throughout the area. Links to a user guide for this service
can be found in chapter 1 of this book.
(40) Heavy swells build up in Beaufort Inlet Channel
with northerly or southerly winds, making boating
hazardous and entry or departure of ships difcult
during unfavorable tidal conditions. Tidal conditions are
hazardous near and under the causeway north of the State
Ports Authority Terminal. It was reported in 1983 that
the current will attain a velocity of 4 to 5 knots off the
southwest corner of the State Ports Authority Terminal,
and whirlpools will develop off the southeast corner at
maximum tides. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area.
(41)
Weather, Cherry Point/Morehead City and vicinity
(42) The marine inuence at Cherry Point/Morehead City
is reected by the average number of days the temperature
reaches 90°F (32.2°C) (35 days) and falls to 32°F (0°C)
or below (40 days). In midsummer, average highs reach
the upper 80s (30.1° to 32.2°C) with nighttime lows about
10° to 15°F (5.6° to 8.4°C) cooler. Winters are mild as
maximum temperatures usually climb to the mid 50s (12.2°
to 13.3°C) with nighttime readings in the mid 30s (1.1° to
2.2°C). July is the warmest month with an average high
of 88°F (31.1°C) and an average low of 72°F (22.2°C).
January is the coolest month with an average high of
55°F (12.8°C) and an average low of 36°F (2.2°C). The
warmest temperature on record is 104°F (40°C) recorded
in June 1993 while the lowest temperature on record is
-2°F (-18.9°C) recorded in January 1985. Each month,
May through September, has recorded temperatures of
100°F (37.8°C), while each month, October through
April, has had temperatures below freezing. The average
number of days with a maximum temperature of 90°F
(32.2°C) or greater is 35, while the average number of
days with a minimum temperature of 32°F (0°C) or cooler
is 40.
(43) More than one-third of the average 55 inches (1,397
mm) of rain falls during July, August and September, often
as heavy, brief showers or thunderstorms. Measurable
precipitation falls on 4 to 7 days per month on the
average. July is the wettest month averaging 7.37 inches
(187.2 mm), while April is the driest month averaging
2.68 inches (68.1 mm) of rainfall. Over 9 inches (228.6
mm) of precipitation fell during one 24-hour period in
September 1946.
(44) Snowfall averages only 2.5 inches (63.5 mm) each
year and has fallen in each month, November through
April. The greatest 24-hour snowfall was 16 inches
(406.4 mm), which occurred in March 1980.
(45) Visibilities are usually good although a steady
southerly blow can produce haze and mist.
(46) The southerly exposure of Cherry Point/Morehead
City, with only a slender, low barrier island as protection,
makes it vulnerable to the destructive winds and tides of
hurricanes. An average of 1.2 tropical cyclones annually
have passed within 150 miles (278 km) of Morehead City
from 1842 to 1995. Most approach from the southwest
or south. The principal threat of destructive winds and
exceptionally high tides comes from tropical cyclones
that originate in the tropical North Atlantic during August
and September, particularly those that recurve northward
so that the last 300 miles (556 km) or more of their
approach lies over water and that subsequently strike or
pass close to the port. They also pose an additional threat
of destructive tidal currents if they accelerate to forward
speeds of 20 knots or more after recurving and make
landfall within 100 miles (185 km) west of the port. The
strongest recorded winds at Morehead City were 77 knots,
with gusts to 112 knots during Helene in September 1958.
This was probably exceeded during Ione in September
1955, but no record was made; sustained winds were
estimated at 82 knots with gusts to 93 knots. See the Tidal
Current prediction service at tidesandcurrents.noaa.gov
for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(47) The exposure to the destructive winds and tides of
many recurving tropical cyclones makes Morehead City
unsuitable as a hurricane haven for both small craft and
large ocean-going vessels. There are no sheltered berths
or hurricane anchorages for deep-draft vessels. These
ships should evade at sea if hurricane-force winds (64
knots or more) are expected. Vessels with a large sail area
should evade if winds of 48 knots or more are expected.
Small recreational craft should, if possible, be removed
from the water and rmly secured in a sheltered location
ashore when a “hurricane watch” is issued. Bearing in
228 ¢ U.S. Coast Pilot 4, Chapter 5 25 AUG 2024
mind that bridges will remain closed to waterborne trafc
during a hurricane threat, larger shallow-draft vessels
should secure in those creeks and waterways farther
inland, which offer the shelter of surrounding woodland.
(48) Peletier and Spooners Creeks off the Intracoastal
Waterway in Bogue Sound are bounded by good piling,
and the nearby woodland offers some protection from
destructive winds. Damage is more likely, this close to the
open ocean, from a storm surge, which may be associated
with seas overtopping Bogue Banks in the case of a near
strike by a hurricane. Furthermore, recent development
along Bogue Banks presents the strong possibility
that approaches to these creeks, via the Intracoastal
Waterway, will be blocked with debris from mobile home
parks and other structures on the dunes for a considerable
period after a hurricane strike. For these reasons, many
craft, including shing vessels, prefer to secure to trees
along the Adams Creek Canal section of the Intracoastal
Waterway just south of the Core Creek xed highway
bridge. More detailed information may be found in the
Hurricane Havens Handbook for the North Atlantic
Ocean as mentioned in chapter 3.
(49)
Pilotage, Morehead City
(50) Pilotage is compulsory for all foreign vessels and
U.S. vessels under register in the foreign trade. Pilotage
is optional for U.S. coastwise vessels that have on board
a pilot licensed by the Federal Government.
(51) Pilotage is available from Morehead City Pilots
Association, Inc., Maritime Building, 113 Arendell Street,
Morehead City, NC 28557, telephone 252–726–4068, fax
252–726–9044, radiotelephone VHF-FM channels 14
and 16. Channels are not stationed 24 hours; however,
pilots will conrm one hour prior to requested ship ETA.
(52) The pilot boat is 44 feet long and has a black hull
with a white top and the word PILOT displayed on the
sides of the house. The pilot boat displays a white light
over a red light at night. The pilot boat monitors VHF-FM
channels 13, 14 and 16 and works channel 14. Pilots will
conrm one hour prior to ship arrival. Pilots board vessels
from the pilot boat, day or night, at Pilot Boarding Area
1, east of Beaufort Inlet Channel in position 34°37'30"N.,
76°39'24"W. Vessels should maintain a speed of about 5
to 7 knots and provide a pilot ladder 1 meter above the
water.
(53) Arrangements for pilot services are usually made
well in advance through ship’s agents or direct to the
pilot ofce. Vessels are requested to call one hour prior
to arrival.
(54)
Towage
(55) Tugs up to 4,000 hp are available; tugs are required
for docking oceangoing vessels. Arrangements for such
services are usually made well in advance through ships’
agents.
(56)
Quarantine, customs, immigration and agricultural
quarantine
(57) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(58) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.) There is a county hospital in
Morehead City.
(59) Beaufort-Morehead City is a customs port of entry.
(60)
Coast Guard
(61) A Marine Safety Detachment is at the Fort Macon
Coast Guard Base. (See Appendix A for address.)
(62)
Harbor regulations
(63) The port of Morehead City is administered by
the North Carolina State Ports Authority, which is
represented by the Director of the North Carolina State
Ports Authority Terminal. The Director’s ofce is at the
terminal. A no-wake zone is adjacent to the State Port.
(64)
Wharves
(65) The facilities described at the port of Morehead
City include the North Carolina State Ports Authority
Terminal and a privately operated liquid terminal on the
east side of the basin on Radio Island.
(66) The alongside depths for the facilities described are
reported depths. (For information on the latest depths,
contact the State Ports Authority or the private operator.)
Unless otherwise indicated, the facilities mentioned are
owned and/or operated by the State Ports Authority.
(67) Most of the other facilities in the port are used by
shing vessels and small craft.
(68) Facility on Radio Island:
(69) Radio Island Terminal Tanker Wharf
(34°42'53"N., 76°41'29"W.): on the west side of Radio
Island; 100-foot face, 650 feet with dolphins; 38 feet
alongside; deck height, 12 feet; handles sulfur and liquid
fertilizer.
(70) Facilities on north side of Bogue Sound:
(71) North Carolina State Ports Authority Berth No.
1 (34°43'06"N., 76°41'44"W.): 350-foot south face, 80-
foot east face; 40 feet alongside; deck height, 10 feet, 2
feet at ramps at west end of south face.
(72) North Carolina State Ports Authority, Berths Nos.
2 and 3, adjoining Berth No. 1 to the southwest; 1,000-foot
face; 40 feet alongside; deck height, 10 feet; shiploader
with overhead clearance of 45 feet; belt-conveyor system,
loading rate 3,000 tons per hour; handles phosphoric acid
and dry bulk materials including phosphate; operated by
North Carolina State Ports Authority and Morehead City
Exports Terminals.
(73) North Carolina State Ports Authority Berths
Nos. 4 and 5: adjoining Berths Nos. 2 and 3 to the west;
1,281-foot face; 35 feet alongside; deck height, 10 feet;
25 AUG 2024 U.S. Coast Pilot 4, Chapter 5 ¢ 229
mobile cranes to 30 tons; handle general cargo, asphalt,
salt, and shmeal; various operators.
(74) North Carolina State Ports Authority Berths
Nos. 6 and 7: adjoining Berths Nos. 4 and 5 to westward;
1,090-foot face; 35 feet alongside; deck height, 10 feet;
two traveling 115-ton gantry cranes; use of mobile
equipment from Berths Nos. 4 and 5; handles general
cargo and dry bulk materials including lumber, steel,
paper products, machinery, potash, urea, shmeal, and
heavy lift items; various operators.
(75) North Carolina State Ports Authority Berths Nos.
8 and 9: adjoining Berths Nos. 6 and 7 to the northward;
1,350-foot face with 100-foot roll-on/roll-off ramp at
north end; 35 feet alongside; deck height, 10 feet, 8 feet
at roll-on/roll-off ramp; use of gantry cranes from Berths
Nos. 6 and 7 and mobile equipment from Berths Nos.
4 and 5; handles general, heavy-lift, containerized, and
roll-on/roll-off cargo.
(76) A Navy staging area and three LST loading ramps
are at the southern end of Radio Island. Three rows
of mooring dolphins separate the loading ramps. A
submerged groin extends southward along the easterly
side of the easterly row of dolphins.
(77)
Supplies
(78) Bunker C fuel oil is available by truck at North
Carolina State Ports Authority. Diesel fuel is obtained
by truck. Marine supplies and provisions are available in
Morehead City.
(79)
Repairs
(80) There are no drydocking or major repair facilities for
deep-draft vessels in the port; the nearest facilities are at
Newport News and Norfolk, VA. Several machine shops,
off the waterfront, can make limited above-the-waterline
repairs. The largest of these shops is equipped to perform
general welding and fabricating and produce shafts up to
20 feet in length.
(81) A boatyard about 0.55 mile west of North Carolina
State Ports Authority Berths Nos. 8 and 9 has a 300-ton
vertical lift. A 10-ton crane is at the yard. Hull and engine
repairs can be made to small vessels.
(82)
Small-craft facilities
(83) Most of the small-craft facilities are along the
southern waterfront of Morehead City. A yacht basin is
on the north side of the city, off the northwest side of
the North Carolina State Ports Authority Terminal. Other
small-craft facilities are at nearby Beaufort and Radio
Island and westward of the city along the Intracoastal
Waterway.
(84) Restaurants and living accommodations are along
the Morehead City waterfront.
(85)
Communications
(86) The port is served by U.S. Route 70 and State Route
24. The city is linked to the Norfolk Southern Railway
System through the Atlantic and Carolina Coastal
Railway. The 3-mile Beaufort and Morehead Railroad
connects the city with nearby Radio Island.
(87) Beaufort (pronounced BO-furt), on the eastern side
of Morehead City Harbor, has considerable shing and
boatbuilding activity. It is reached from Beaufort Inlet
through Beaufort Channel and from the Intracoastal
Waterway through Gallants Channel. The Taylor Creek
Channel is described in chapter 4.
(88) A Federal project provides for channel depths of 15
feet in Beaufort Channel, 12 feet in Gallants Channel
from the Intracoastal Waterway to the rst turn just
north of Town Creek, thence 15 feet in the lower part
of the channel to the junction with Beaufort Channel,
and thence 15 feet from the junction through a 12-foot
basin in front of the town of Beaufort, and thence through
Taylor Creek to a point 0.2 mile westward to Lenoxville
Point. The channels are subject to shoaling between
dredging, and lesser depths may be found. (See Notice
to Mariners and latest editions of charts for controlling
depths.) The channels are well marked by lights, buoys
and daybeacons. A submerged groin extends southward
between the westerly edges of Beaufort Channel and the
easterly row of dolphins at the southeastern end of Radio
Island.
(89) A channel leads eastward from Gallants Channel to
a basin at the head of Town Creek, north of Beaufort.
(90) Beaufort is connected to Radio Island by a highway
bascule bridge with a vertical clearance of 13 feet, crossing
Gallants Channel. (See 33 CFR 117.1 through 117.49 and
117.823.) In 2017, a bridge was under construction north
of the bascule bridge. Once construction is complete, the
existing bridge will be removed and replaced by the new
bridge. An overhead power cable close northward of the
bascule bridge has an authorized clearance of 87 feet
(safe clearance 77 feet). The bridges over the Intracoastal
Waterway are described in chapter 12.
(91)
Small-craft facilities
(92) Most of the facilities are along the southwest
waterfront of Beaufort. There are also facilities near the
northern end of Radio Island. Machine shops in Beaufort
can make engine repairs.
(93)
Bogue Sound to Browns Inlet
(94) Bogue Sound extends about 22 miles westward
along the coast from Beaufort Inlet to Bogue Inlet. It is
shallow and separated from the ocean by Bogue Banks,
a wooded beach 0.1 to 1 mile wide. The sound is about
2 miles wide midway of its length but narrow at each
end; the western end has numerous marshy islets. The
Intracoastal Waterway route is through the north side of
the sound. The mean range of tide in Bogue Sound is
about 2.5 feet near the inlets and about a foot where the
tides meet near the middle. Strong south and southwest
230 ¢ U.S. Coast Pilot 4, Chapter 5 25 AUG 2024
winds may raise the tide a foot or more, and north to
northwest winds lower it the same amount.
(95) Bogue Inlet, 22 miles west of Beaufort Inlet, is the
seaward approach to the town of Swansboro, which can be
seen from outside. The entrance is used almost exclusively
by local shermen. The inlet is between a high wooded
ridge on the west and a long low spit on the east. On the
inside of the spit, about a mile eastward of the inlet, is
Emerald Isle Coast Guard Station. The entrance to the
inlet, obstructed by a shifting bar extending about 0.5
mile seaward, is subject to frequent change. The channel
is marked by uncharted lighted and unlighted buoys that
are frequently shifted to mark the best water. Strangers
should wait for a rising tide and never attempt to enter
when the bar is breaking. If local shermen happen to be
coming in, it is advisable to follow them. The channels
inside the inlet are also subject to considerable change,
particularly during southeast and southwest storms.
(96) The mean range of tide is 2.2 feet in the inlet;
high water occurs 2 hours earlier than at the head of
the marshes inside. See the Tide prediction service at
tidesandcurrents.noaa.gov. Links to a user guide for this
service can be found in chapter 1 of this book.
(97) A sh haven, covered 15 feet, is about 4 miles
southeastward of Bogue Inlet in about 34°36'42"N.,
77°02'18"W.
(98) Swansboro, a small town on the west bank of White
Oak River 3 miles north of Bogue Inlet, is reached by the
shifting channel from the inlet and from Bogue Sound
and Cape Fear River through the Intracoastal Waterway.
Numerous shermen base at Swansboro. Swansboro
is described in more detail in connection with the
Intracoastal Waterway, chapter 12.
(99) For 4 miles above Swansboro, White Oak River
has a width of 1 mile or more through which there is
a narrow tortuous channel between the ats and oyster
rocks. Farther up, the river is narrow and deep and leads
between marshes to the xed bridge at the town of Stella,
about 8 miles above Swansboro. The river above State
Route 24 highway bridge is unmarked and has many logs
and snags; navigation is limited to shallow-draft skiffs
only.
(100) Bear Inlet and Browns Inlet, 3 and 6 miles westward
of Bogue Inlet, respectively, are unmarked and used by
local boats only; neither is recommended to strangers.
(101) The danger zones of ring ranges are in the ocean
between Bear Inlet and New River Inlet and in New
River. (See 33 CFR 334.440, chapter 2, for limits and
regulations.) A Sea Turtle Sanctuary, Marine Protected
Area (MPA), extends from Bogue Inlet to New River
Inlet.
(102)
New River Inlet to Chaney Creek
(103) New River Inlet, 35 miles westward of Beaufort
Inlet, is considered dangerous by local pilots, and
entrance should not be attempted except under the most
favorable conditions. A strong ebb current from the inlet
causes a break on the bar when there is a sea outside. The
break is especially bad when the ebb sets against a south
or southeast wind.
(104) The bar channel is subject to continual change,
and local knowledge is advised. The inlet is marked
at the entrance by a lighted whistle buoy; other buoys
marking the bar channel are not charted because they are
frequently shifted in position. Caution is advised when
navigating the area. A sh haven, marked by a buoy, is
about 1.9 miles southwestward of the southern entrance
point to New River Inlet.
(105) New River has a width of 1 to 2 miles from the
head of the marshes above the inlet to within 2 miles of
Jacksonville, above which it is a narrow stream. There
is practically no periodic tide in the river. It has been
reported, however, that the wind can vary the height of the
water 3 to 4 feet at the State Route 172 highway bridge,
3 miles above the Intracoastal Waterway.
(106) A dredged channel in New River leads from the
Intracoastal Waterway to a point about 0.65 mile below
U.S. Route 17 highway bridge at Jacksonville. The
channel is well marked by lights and daybeacons. Spoil
areas, some discontinued, extend close along the easterly
side of the channel for almost its entire length.
(107) Fulcher Landing, used mainly by shermen, is
on the west side of New River about 1.5 miles above
the Intracoastal Waterway. There are numerous piers at
seafood-packing houses at the landing where water and
electricity may be obtained; temporary dockage may
be available at some piers. Cabins and a restaurant are
nearby, and a public boat ramp is available.
(108) State Route 172 highway bridge over New River, 3
miles above the Intracoastal Waterway, has a xed span
with a clearance of 65 feet.
(109) A marina is just below the bridge on the south side
of the river; berths, gasoline, pump-out, water and limited
marine supplies are available. In 2010, an approach depth
of 6 feet with an alongside depth of 5 feet was reported.
(110) Jacksonville, on the east bank of New River about
17 miles above the Intracoastal Waterway, is a city with a
county hospital. Limited amounts of marine supplies are
available here. Pulpwood is shipped by rail and also by
barge down the Intracoastal Waterway.
(111) There are several barge docks and a marina on the
east side of the river at Jacksonville. Berthage, electricity,
gasoline, diesel fuel, water, ice, marine supplies and a
launching ramp are available at the marina. A trailer can
haul out craft to 28 feet for hull and engine repairs.
(112) Jacksonville has highway connections with U.S.
Route 17 and State Routes 24, 53 and 258.
(113) A xed highway bridge with a clearance of 65 feet
crosses New River at the southern entrance to Wilson
Bay, about 1.5 miles below Jacksonville. At Jacksonville,
a highway bridge with a 28-foot xed span crosses the
river, with a clearance of 13 feet. Above this bridge, the
U.S. Route 17 highway bridge has a 40-foot xed span
with a clearance of 15 feet. Between these two bridges
25 AUG 2024 U.S. Coast Pilot 4, Chapter 5 ¢ 231
are overhead power and communication cables with a
least reported clearance of 24 feet. Approximately 200
yards north of the U.S. Route 17 bridge another overhead
power cable with a 25-foot reported clearance crosses
New River at Chaney Creek.
(114) A small-craft facility 600 yards below the U.S. Route
17 highway bridge is on the west side of the river; berths,
gasoline, pump-out, electricity, water, marine supplies,
surfaced launching ramp, engine repairs and a 6-ton lift
are available. An approach depth of 3 feet and alongside
depth of 5 feet were reported in 2002.
(115) Chaney Creek extends eastward about 300 yards
north of the U.S. Route 17 bridge. A privately marked
channel leads to a marina about 0.7 mile above the mouth.
Depths of 1 to 3 feet can be carried to the xed bridges
just above the marina. The xed spans have minimum
clearances of 8 feet horizontal and 6 feet vertical. The
marina has berths with electricity, gasoline, water, ice and
marine supplies; hull and engine repairs can be made.
(116)
New Topsail Inlet to Wrightsville
(117) New Topsail Inlet, 19 miles southwestward of New
River Inlet, is entered through a marked channel over
a shifting bar. The bar channel leads to a junction with
two dredged channels inside the entrance. The buoys
marking the bar channel are frequently shifted in position
to mark the best water and therefore not charted; caution
is advised. The inlet should not be entered by strangers.
A southwesterly or northwesterly storm totally changes
the conguration of the inlet. Information on existing
conditions can be had by contacting the Wrightsville
Beach Coast Guard Station.
(118) An unmarked sh haven is about 2.2 miles eastward
of the northern entrance point to New Topsail Inlet.
(119) The dredged channels inside the entrance are well
marked. One channel leads northeastward through
Topsail Sound for about 5.5 miles to a junction with
the Intracoastal Waterway. Howards Channel leads
northwestward for about 1.1 miles to a junction with
the Intracoastal Waterway. Both channels are subject
to continual change and aids mark the best water; local
knowledge is advised.
(120) Topsail Sound extends northeastward from New
Topsail Inlet along the northwesterly side of the barrier
beach. There are several marinas on the southeasterly
side of the sound where berthage, electricity, gasoline,
water, ice, and limited amounts of marine supplies can
be obtained. Hull, engine, and electronic repairs can be
made; launching ramps are available.
(121) Little (Old) Topsail Inlet, 1.5 miles southwestward
of New Topsail Inlet, is constantly changing and was
reported closed in 1983. The shore on both sides is a low
sand beach without distinguishing marks.
(122) Rich Inlet, about 4.5 miles southwestward of New
Topsail Inlet, is constantly changing and was reported
closed in 1983.
(123) An unmarked sh haven is about 2.7 miles southward
of the southern entrance point to Rich Inlet.
(124) Mason Inlet is 8.5 miles southwestward of New
Topsail Inlet. The inlet was restored in 2002 with 12 feet
reported at the entrance, thence 10 feet to the Intracoastal
Waterway. The inlet is subject to continual change and
local knowledge is advised.
(125) Wrightsville Beach is a summer resort about 11.5
miles southwestward of New Topsail Inlet. Two tanks
and many multistoried buildings on the beach and on
Harbor Island are prominent from seaward. The facilities
on the inside of the barrier beach are reached through
Masonboro Inlet.
(126) Wrightsville Beach Coast Guard Station is at the
southern end of Wrightsville Beach at Masonboro Inlet.
(127) Masonboro Inlet, about 12.5 miles southwestward
of New Topsail Inlet and 22.3 miles north-northeastward
of Cape Fear, is protected by jetties. A lighted whistle
buoy is off the entrance.
(128) A channel leads between the jetties at Masonboro
Inlet, thence northward through dredged Banks Channel
and Motts Channel to a junction with the Intracoastal
Waterway at Wrightsville. The buoys marking the bar
channel are frequently shifted to mark the best water and
therefore not charted; caution and local knowledge are
advised. Banks and Motts Channels are well marked by
lights, buoys and daybeacons.
(129) Strong tide rips form on the ebb current.
(130) The municipal dock at Wrightsville Beach, just
southward of U.S. Route 74-76 highway bridge, is 120
feet long with a reported depth of 4 feet alongside; water
and electricity are available. Charter shing boats use the
wharf. There is bus service between Wrightsville Beach,
Wrightsville and Wilmington.
(131) Several small-craft facilities are on the north side
of Motts Channel between Wrightsville Beach and
Wrightsville.
(132) Other marinas along the Intracoastal Waterway at
Wrightsville are discussed in chapter 12.
(133)
Carolina Beach Inlet to New Inlet
(134) Carolina Beach Inlet is about 7 miles south of
Masonboro Inlet. A lighted whistle buoy marks the
approach to the inlet. The inlet is marked by unlighted
buoys and is used as an access to the Intracoastal
Waterway. A 452-foot tower is prominent at 34°05.0'N.,
77°53.1'W. in the inlet approach. The inlet is subject to
continual change and should be used only with local
knowledge.
(135) Carolina Beach is a resort about 3 miles southward
of Carolina Beach Inlet and 12 miles northward of Cape
Fear. A dredged channel, marked with daybeacons,
connects the landlocked basin at the town with Myrtle
Grove Sound and the Intracoastal Waterway.
(136) Some of the more prominent landmarks that can be
seen from seaward along this section of the coast are a
232 ¢ U.S. Coast Pilot 4, Chapter 5 25 AUG 2024
group of four towers centered in 34°03.8'N., 77°54.8'W.,
about 2 miles north-northwestward of Carolina Beach;
a water tank at Carolina Beach; a tank and radar domes
at Kure Beach, 3.8 miles and 5 miles southward of the
towers, respectively; and the stack, microwave tower, and
buildings of the nuclear powerplant on the west side of the
Cape Fear River, 7.4 miles southwestward of the towers.
(137) New Inlet, about 17.5 miles south of Masonboro
Inlet and 4.7 miles north-northeast of Cape Fear, is
constantly changing and was reported closed in 1983.
(138)
Cape Fear to Frying Pan Shoals
(139) Cape Fear is a low, sharp, sandy point 85 miles
southwestward of Cape Lookout at the southern
extremity of Smith Island. This island, on the eastern
side of the entrance of Cape Fear River, is mostly low
and marshy but on the western side has a thick growth of
trees and a 99-foot-high octagonal tower of an abandoned
light. A marina near the abandoned light has berths with
electricity, gasoline, diesel fuel, a pump-out station and
marine supplies. In 2006, an approach and alongside
depth of 7.5 feet was reported.
(140) Frying Pan Shoals, extending south-southeastward
from Cape Fear, are bare in spots near the shore and have
general depths of 2 to 12 feet in an unbroken line to a point
10 miles from the cape; for 6 miles farther the shoals are
broken with depths ranging from 10 to 20 feet. A natural
channel, known as Frying Pan Shoals Slue, cuts through
the shoals about 11.5 miles southward of Cape Fear. The
slue is marked at the northeastern approach by a lighted
whistle buoy, about midway of its length by two buoys,
and at its southwestern approach by a lighted buoy. A
depth of about 20 feet can be carried through the channel
with the aid of the chart. The channel is used by shing
boats and other small craft.
(141)
Cape Fear River
(142) Cape Fear River, 370 miles long and the approach to
the city of Wilmington, empties into the sea immediately
westward of Cape Fear. Barge trafc is active as far as
Fayetteville, about 125 miles above the mouth.
(143) Wilmington, 24 miles above the mouth, on the
east bank of Cape Fear River, is the leading port of
North Carolina. It is 363 miles south of Norfolk, VA,
and 315 miles north of Jacksonville, FL, by coastwise
routes. Exports are tobacco, woodpulp, bulk cement,
fabricated metal products and scrap metal. Imports are
petroleum products, fertilizers, ferrous and non-ferrous
ores, lumber, paper, salt, sulfur, textiles, iron and steel
products, fabricated metal products and bulk chemicals.
There are many tourist attractions and points of historical
interest in the city and vicinity, including the USS
NORTH CAROLINA, a World War II memorial, which
is berthed on the west bank of Cape Fear River opposite
Wilmington.
(144)
Prominent features
(145) Oak Island Light (33°53'34"N., 78°02'06"W.), 169
feet above the water, is shown from a cylindrical tower,
upper part black, middle white, and lower part gray, on Oak
Island on the western side of Cape Fear River entrance.
It is the most conspicuous object in the approach. The
abandoned lighthouse, known as “Old Baldy,” on the
west side of Smith Island, and the buildings of the Oak
Island Coast Guard Station, westward of Fort Caswell,
are also conspicuous.
(146) Water tanks at Yaupon Beach and Southport and at
Kure Beach and two silver radar domes about 1.3 miles
southward of the tank at Kure Beach are visible well to
seaward. The oodlights at the buildings on the beach
about 1 mile westward of Oak Island Light are reported
to be highly visible at night. The lights on the stack and
microwave tower and on the buildings of the nuclear
powerplant, on the west side of Cape Fear River 2.5 miles
above Southport, are prominent at night.
(147) Frying Pan Shoals platform tower (33°29'06"N.,
77°35'24"W.) is reported to be a good radar target in the
approach to Cape Fear River. It is also reported that under
ideal conditions the conguration of Cape Fear and Oak
Island Light prove of some value as radar targets when
closer in; these targets, however, should not be relied
upon too strongly.
(148)
COLREGS demarcation lines
(149) The lines established for Cape Fear River are
described in 33 CFR 80.530, chapter 2.
(150)
Channels
(151) A federal project provides for a channel 44 feet deep
over the bar to a point just south of Southport, thence 42
feet to the Lower Anchorage Basin at Wilmington, thence
38 feet in the Upper Anchorage Basin, thence 32 feet to
Hilton Bridge, thence 25 feet to the upstream limit of
the federal project. For detailed channel information and
minimum depths as reported by the U.S. Army Corps of
Engineers (USACE), use NOAA Electronic Navigational
Charts. Surveys and channel condition reports are
available through a USACE hydrographic survey website
listed in Appendix A.The channel is well marked with
lighted ranges and other aids.
(152) Western Bar Channel, close to Fort Caswell on
the western side of the entrance to Cape Fear River, is
used considerably by small craft bound westward along
the coast. This unmarked channel had a reported depth
of 8 feet in 1983, and the best water was about 50 yards
offshore. The channel is not stable, and local knowledge
is advised for boats drawing over 6 feet. Abreast Oak
Island Coast Guard Station, the shore should not be
approached closer than 0.3 miles. A dredged channel
leads from Cape Fear River to the Coast Guard wharf.
The channel is marked by daybeacons and lights.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 5 ¢ 233
(153) A ferry, operated by the NC State Highway
Commission, crosses the river from Price Creek about
4.5 miles above the mouth to Federal Point on the east
side of the river about 3.5 miles northeast of the ferry
landing on Price Creek. The channels leading to the ferry
terminals are marked by pilings with reectors and are
maintained by the Highway Commission.
(154) An overhead power cable with a clearance of 216
feet over the main channel crosses Cape Fear River about
18.8 miles above the mouth.
(155) U.S. Route 74/76 highway lift bridge with a clearance
of 65 feet down and 135 feet up crosses Cape Fear River
at Wilmington, about 23.5 miles above the mouth. The
bridgetender monitors VHF-FM channel 16 and works
on channels 13 and 18; telephone 910–251–5773. (See
33 CFR 117.1 through 117.49, chapter 2, for drawbridge
regulations.) Bridges crossing Cape Fear River above
Wilmington are discussed later in this chapter.
(156)
Anchorages
(157) Fair anchorage is available in the Cape Fear River
abreast the town of Southport. The holding ground is
good, but because of strong tidal currents vessels should
anchor with a good scope of chain. This anchorage is
sometimes used as a harbor of refuge in the winter by
coasting vessels.
(158) Vessels awaiting entrance to the river may nd
good holding ground in about 7 fathoms within 0.6 mile
southeastward of the sea buoy (Cape Fear River Entrance
Lighted Whistle Buoy CF). The area to the northwestward
of the sea buoy is reported to be rocky and foul, and some
vessels have lost anchors or broken ukes in the area.
(159)
Dangers
(160) Frying Pan Shoals are the principal danger in the
approaches to Cape Fear River. Isolated wrecks, some
marked, and obstructions with varying depths over them
are in the approaches.
(161) In 2007, a rock was reported with shoaling to 28 feet
at 33°42'38"N., 78°02'08"W.
(162) Bald Head Shoal and Jay Bird Shoals (Middle
Ground) are dangerous shoals on either side of the bar
channel.
(163) Caution should be exercised in Cape Fear River at
times when tides are higher than normal and after heavy
rains as logs and oating debris may be encountered.
(164) A restricted area of the Sunny Point Army Terminal
is 9 miles above the mouth of Cape Fear River. (See 33
CFR 334.450, chapter 2, for limits and regulations.)
(165)
Routes
(166) On the approach to Cape Fear River from northward,
the safer course, and the one generally used by deep-draft
vessels is outside of Frying Pan Shoals Lighted Buoy 16.
(167) From southward, deep-draft vessels should set a
course to pass outside the broken ground extending
offshore between Cape Romain and Winyah Bay. When
clear of this broken ground, the course can be shaped
for Cape Fear River Entrance Lighted Whistle Buoy CF.
When approaching from southward an overrun of as much
as 0.5 knot may be expected except during northeasterly
winds.
(168)
Traffic Separation Scheme
(169) Trafc Separation Scheme (Approaches to Cape
Fear River)has been established for the control of
maritime trafc and aid in the prevention of collisions,
but is not intended in any way to supersede or alter the
applicable Navigation Rules. (See 33 CFR 167.1 through
167.15 and 167.250 through 167.252, chapter 2, for limits
and regulations and Trafc Separation Schemes, chapter
1, for additional information.)
(170) The scheme provides for inbound-outbound trafc
lanes to enter or depart the Cape Fear River.
(171) (1) 33°45'56"N., 78°04'48"W.
(172) (2) 33°32'45"N., 78°09'39"W.
(173) (3) 33°34'30"N., 78°14'42"W.
(174) (4) 33°45'06"N., 78°04'58"W.
(175) Northbound trafc:
(176) (5) 33°32'45"N., 78°05'59"W.
(177) (6) 33°44'22"N., 78°03'46"W.
(178) Southbound trafc:
(179) (7) 33°36'13"N., 78°18'00'W.
(180) (8) 33°46'02"N., 78°05'24"W.
(181) A precautionary area is established close northeast
of the trafc separation scheme:
(182) (1) 33°47'38"N., 78°04'46"W.
(183) (2) 33°48'30"N., 78°04'16"W.
(184) (3) 33°49'31"N., 78°03'06"W.
(185) (4) 33°48'00"N., 78°01'00"W.
(186) (5) 33°41'00"N., 78°01'00"W.
(187) (6) 33°41'00"N., 78°04'00"W.
(188) (7) 33°44'16"N., 78°03'01"W.; thence by an arc of
a 2 mile radius centered on Cape Fear River Entrance
Lighted Whistle Buoy CF (33°46'17"N., 78°03'02"W.).
A racon is at the buoy. A pilot boarding area is inside
the precautionary area. Due to heavy trafc, mariners are
advised not to anchor or linger in the precautionary area
except to pick up or disembark a pilot.
(189)
Current
(190) The tidal currents on the bar run with considerable
velocity and as a rule set nearly in the direction of the
channels, but on the last of the ood and rst of the ebb
they set to the eastward across the channel, and on the
beginning of the ood they set to the westward. In the
river their set is generally in the direction of the channel.
The relative velocities of ood and ebb depend upon the
stage of the river. During freshets the ood at times is
completely overcome by the river current and the ebb is
greatly increased. At low-river stages, a strong ood is
felt for a considerable distance above Wilmington, where
it runs 5½ hours to nearly 7 hours of ebb; downriver
from Wilmington, the periods of ood and ebb become
234 ¢ U.S. Coast Pilot 4, Chapter 5 25 AUG 2024
more nearly equal. Current predictions for a number of
locations in Cape Fear River may be obtained from the
Tidal Current prediction service at tidesandcurrents.
noaa.gov. Links to a user guide for this service can be
found in chapter 1 of this book.
(191) Weather, Wilmington and vicinity. A maritime
location makes Wilmington’s climate unusually mild
for its latitude. Warm, humid summers are tempered by
sea breezes while cold winter outbreaks are moderated
by winds off a relatively warm ocean. The average
temperature in Wilmington is 64°F (17.8°C). The average
high is 74°F (23.3°C) and the average low is 53°F
(11.7°C). July is the warmest month with an average high
of 90°F (32.2°C) and an average low of 72°F (22.2°C).
January is the coolest month with an average high of
56°F (13.3°C) and an average low of 36°F (2.2°C). The
warmest temperature on record is 104°F (40°C) recorded
in June 1952 while the coldest temperature on record is
0°F (-17.8°C) recorded on Christmas morning, 1989.
Each month, June, July and August, has had maximum
temperatures in excess of 100°F (37.8°C), and each
month, October through April, has recorded temperatures
below freezing. During any given year, 46 days will have
maximums above 90°F (32.2°C), while 42 days will have
minimums below 32°F (0°C).
(192) Sea fog is likely from November through April
with southerly or southeasterly winds. It may hang on
for several days until a west wind brings clearing. After
a warm day with a large nighttime drop in temperature,
fog may settle on the river but will usually burn off in
the forenoon. It may be thick on the bar and outside
while clear on the river from 2 or 3 miles (3.2 to 4.8 km)
above the entrance. Rainy days are common throughout
the year, with a slight maximum in summer. However,
summer precipitation is often in the form of a brief,
heavy shower or thunderstorm in the late afternoon.
Average annual precipitation in Wilmington is 55 inches
(1,397 mm), and precipitation falls an average 153 days
each year. July is the wettest month, averaging nearly 8
inches (203.2 mm), mostly from thunderstorms. April is
the driest month, averaging under 3 inches (76.2 mm).
Average annual snowfall is less than 2 inches (51 mm),
but snow has fallen in each month November through
April. The greatest snowfall during any 24-hour period
occurred in December 1989 when nearly 10 inches (254
mm) fell.
(193) Since 1842, 66 tropical storms have come within
50 miles (93 km) of Wilmington, North Carolina, 26 of
these storms since 1950. The most noteworthy in recent
time was Hurricane Bonnie, which made landfall at
Cape Fear with 115-knot maximum winds early in the
afternoon of August 26th 1998. The storm center shifted
northeastward up the coastline and nally moved inland
over neighboring Pender and Onslow Counties. Due to
the slow forward speed (less than 10 knots most of the
time), rainfall amounts were staggering, and isolated
reports in excess of 20 inches (508 mm) were noted. Wind
damage inland was minimal but coastal damage from Surf
City to Cape Lookout was major due to a combination
of the storm and the occurrence of two abnormally high
tides. Bonnie took almost the same path as Hurricane
Bertha had taken only two years prior. Hurricane Bertha
made landfall northeast of Wilmington in Pender County
with 90-knot winds on July 12th, 1996. Six weeks later,
Hurricane Fran made landfall at Cape Fear on September
2nd packing 100-knot winds.
(194) Freshets occur any time from November through
April, but no appreciable rise in the water level has been
reported at Wilmington. They do have a marked effect
on the tidal currents and sometimes overcome the ood
current entirely in the river almost to the entrance. The
velocity of the ebb current is greatly increased during
freshets. See the Tidal Current prediction service at
tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(195)
Pilotage, Wilmington
(196) Pilotage is compulsory from the bar to the limit
of navigation on the Cape Fear River (which is above
Wilmington) for all foreign vessels and U.S. vessels
under register in the foreign trade. Pilotage is optional for
U.S. coastwise vessels that have on board a pilot licensed
by the Federal Government. Pilotage is available from
the Wilmington Cape Fear Pilots Association, P.O. Box
10070, Southport, NC 28461, telephone 910-457-6909 or
910-367-8473, email: [email protected].
(197) The Association maintains two pilot boats, CAPE
FEAR PILOT II, 52 feet long and CAPE FEAR PILOT
III, 52 feet long; each boat has a dark hull and white house
with the word “PILOT” on the sides.
(198) <Deleted Paragraph>
(199) Pilots board vessels day or night about 1 mile seaward
of Cape Fear River Entrance Lighted Whistle Buoy CF
(33°46'17"N., 78°03'02"W.); the buoy is equipped with
a racon. Vessels drawing more than 38 feet are taken in
on a rising tide; boarding times may be obtained through
the pilots or the vessels agents. Vessels should maintain
a speed of about 6 to 8 knots and provide a pilot ladder
1.5 meters above the water.
(200) The pilots monitor VHF-FM channels 16 and 12 for
working. Arrangements for pilots can be made through
ships’ agents or direct to the Association. Use telephone
or VHF-FM channels 16 or 12. At least 2 hours advance
notice of arrival is requested.
(201)
Towage
(202) Vessels seldom nd it necessary to employ tugs
between the sea buoy and the turning basin off the
southerly part of Wilmington, but tugs are generally used
to assist in docking and movement within the port or to
upriver facilities. Inbound vessels are usually met by the
tugs just below the terminal they are bound for or off the
25 AUG 2024 U.S. Coast Pilot 4, Chapter 5 ¢ 235
State Ports Authority Terminal wharf. Tugs up to 3,800
hp are available.
(203)
Quarantine, customs, immigration and agricultural
quarantine
(204) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(205) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See
Public Health Service, chapter 1.) A county hospital is at
Wilmington.
(206) Wilmington is a customs port of entry.
(207)
Coast Guard
(208) A Sector Ofce is in Wilmington. (See Appendix A
for address.)
(209)
Harbor Regulations
(210) There are no formal harbor regulations at Wilmington
or Southport. The State Ports Authority Terminal in
Wilmington is administered by the North Carolina State
Ports Authority. The Operations Manager maintains an
ofce at the State Ports Authority Terminal.
(211)
Wharves
(212) Only the major port facilities at Wilmington are
described. These include North Carolina State Ports
Authority Terminal wharf, the port’s only general cargo
facility, several oil terminals and bulk-handling facilities
for cement, asphalt products, molasses, liquid chemicals,
sulfur, fertilizers and liquid sugar. Most of the piers
and wharves have railroad and highway connections,
water and electricity. Cargo is generally handled by
ship’s tackle; special handling equipment, if available,
is mentioned in the description of the particular facility.
The alongside depths given for each facility described
are reported depths. (For information on the latest depths,
contact the operator.) There are many smaller facilities at
Wilmington that are used by barges and small vessels, as
vessel repair berths and for scrapping operations; these
facilities are not described.
(213) East side of Cape Fear River:
(214) Gold Bond Building Products Wharf (34°10'25"N.,
77°57'27"W.): 30-foot face, 810 feet of berthing space
with anchors; 35 feet alongside; deck height, 11 feet;
electric conveyor, unloading rate 1,000 tons per hour;
handles gypsum.
(215) Exxon Co. USA Wharf (34°10'35"N., 77°57'26"W.):
82-foot T-head pier, 836 feet with dolphins; 40 feet
alongside; deck height, 13 feet; handles petroleum
products and bunkering vessels; owned and operated by
Exxon Co. USA.
(216) Mobile Oil Corp. Wharf: about 0.35 mile north of
Exxon Co. USA Wharf; 40-foot T-head pier, 240 feet with
dolphins; 34 feet alongside; deck height, 11 feet; handles
petroleum products and asphalt; owned and operated by
Mobil Oil Corp. and American Oil Corp.
(217) Petroleum Fuel and Terminal Co. Wharf: about
0.3 mile northward of Mobil Oil Corp. Wharf; 120-
foot T-head pier, 800 feet with mooring dolphins, 32
feet alongside; deck height, 10 feet; handles petroleum
products and petrochemicals; bunkering vessels; owned
and operated by Petroleum Fuel and Terminal Co., and
Carolina Power and Light Co.
(218) North Carolina State Ports Authority Fuel
Wharf: about 0.25 mile northward of Petroleum Fuel and
Terminal Co. Wharf; 122-foot T-head pier, 350 feet with
dolphins; 34 feet alongside; deck height, 16 feet; handles
petroleum products and petrochemicals; operated by
Koch Fuels, Inc.
(219) North Carolina State Ports Authority: Berths 6,
7, and 8 (34°11'38"N., 77°57'20"W.): 1,640-foot face; 39
feet alongside; deck height, 12 feet; four 40-ton container
cranes; traveling, revolving gantry cranes to 225 tons;
140-ton mobile crane; handles general and containerized
cargo, heavy-lift items and various dry bulk commodities.
(220) North Carolina State Ports Authority: Berths 1, 2,
3, 4, and 5: 2,900-foot face; 34 feet alongside; deck height,
12 feet; use of cargo handling equipment from Berths 6,
7, and 8; handles general and containerized cargo, heavy-
lift items and various dry bulk commodities; operated by
North Carolina State Ports Authority and Cargill, Inc.
(221) North Carolina State Ports Authority: Berths A
and B; adjoining Berths 1, 2, 3, 4, and 5 to northward;
1,213-foot face; 38 feet alongside; deck height, 12 feet;
use of cargo handling equipment from Berths 6, 7, and
8; general and containerized cargo, heavy-lift items and
various dry bulk commodities.
(222) Paktank Corp. Wharf: 0.1 mile northward of the
northern end of States Ports Authority Berths A and B;
70-foot T-head pier, 1,010 feet with mooring dolphins;
38 feet alongside; deck height, 12 feet; handles liquid
chemicals.
(223) Chevron U.S.A. Wharf: about 0.25 mile northward
of the northern end of State Ports Authority Berths A and
B; 35-foot T-head pier, 240 feet with dolphins; 24 feet
alongside; deck height, 10 feet; handles asphalt.
(224) Amerada Hess Corp. Wharf: about 0.6 mile
northward of the northern end of State Ports Authority
Berths A and B; 60-foot T-head pier, 550 feet with
mooring dolphins; 34 feet alongside; deck height, 8 feet;
handles petroleum products.
(225) Cape Fear Terminal Wharf: about 0.85 mile
northward of the northern end of State Ports Authority
Berths A and B; three T-head piers, 30, 151, and 60 feet
long, 620 feet total with dolphins; 34 feet alongside;
deck height, 10 feet; handles petroleum products and
petrochemicals; various operators.
(226) Cape Fear Community College Wharf
(34°14'23"N., 77°57'09"W.): 287-foot face, 322 feet
usable with dolphin; 20 feet alongside; deck height, 10
feet; mooring for college training vessels.
(227) East side of Northeast Cape Fear River:
(228) Seaboard System Railroad Co. Diesel Fuel Wharf
(34°14'30"N., 77°57'10"W.): at the mouth of the river;
236 ¢ U.S. Coast Pilot 4, Chapter 5 25 AUG 2024
198-foot face, 450 feet with mooring dolphins; 28 feet
alongside; deck height, 11 feet; handles diesel fuel and
liquid fertilizer; operated by Seaboard System Railroad
and Trans Carolina Terminal Corp.
(229) Almont Shipping Co., North Berth: about 0.25
mile north of Seaboard System Railroad Co. Diesel Fuel
Wharf; 523-foot face, 600 feet with dolphins; 35 feet
alongside; deck height, 10 feet; traveling gantry crane
with clamshell bucket, electric belt conveyor, unloading
rate 450 tons per hour; handles fertilizer, iron and chrome
ores.
(230) West side of Northeast Cape Fear River:
(231) Horton Iron and Metal Co. Pier: about 1.6 miles
above Point Peter (34°14'27"N., 77°57'20"W.); 235-foot
face, 27 feet alongside; north and south sides 750 feet
long with 400 feet of berthing space, 27 feet alongside;
deck height, 10 feet; cranes to 50 tons; handles scrap
metal.
(232) W.R. Grace and Co. Wharf: about 2.3 miles above
Point Peter; 45-foot T-head pier, 790 feet with mooring
dolphins; 25 feet alongside; deck height, 12 feet; handles
anhydrous ammonia and liquid fertilizer.
(233) West side of Cape Fear River below Wilmington:
(234) Pzer Inc. Pier: 5.7 miles above the mouth of Cape
Fear River, and about 400 yards above the Southport
ferry slip; 200-foot face, 670 feet with dolphins; 35 feet
alongside; handles petroleum products and other liquid
cargo.
(235) Military Ocean Terminal (Wharf No. 1, No. 2,
and No. 3): at Sunny Point, about 9 miles above the
mouth; three identical 2,000-foot long wharves, about
0.4 miles apart; 20 to 34 feet alongside; deck heights,
16 feet; open storage areas; cranes up to 40 tons; truck
unloading and railroad trackage at each wharf; highway
connections; terminal railroad connects with Seaboard
System Railroad; handles military supplies.
(236)
Supplies
(237) All manner of marine supplies and provisions are
obtainable at Wilmington. Potable water is available at
most of the berths. Bunker C oil is available to oceangoing
vessels at Exxon Company U.S.A. Wharf, Petroleum
Fuel and Terminal Co. Wharf and Amerada Hess Corp.
Wharf and by barge. Diesel oil is available by truck.
(238)
Repairs
(239) There are several machine shops at Wilmington, on
and off the waterfront, that can fabricate shafts, perform
welding and repair shafts and propellers. The largest
propeller that can be repaired is 8 feet in diameter; the
largest shaft that can be produced is 36 inches by 21 feet.
(240)
Small-craft facilities
(241) Berths and other facilities for small craft are limited
at Wilmington due to the heavy commercial trafc.
Extensive small-craft facilities are at Southport, which
is mentioned later in the chapter. Municipal ramps are
eastward of the channel just north of U.S. Route 74/76
highway lift bridge.
(242)
Communications
(243) Wilmington is served by U.S. Routes 17, 117, 74–
76, 421, and State Routes 132 and 133 and has railroad
connections with a Class II railroad. A commercial airline
serves the local airport.
(244) Southport, on the west bank of Cape Fear River 3
miles above the mouth, is a town where marine supplies
can be obtained. Along its waterfront there are several
sh wharves, service wharves, a yacht basin and a small-
boat harbor, as well as restaurants and motels. Berthage
with electricity, gasoline, diesel fuel, water, ice, a pump-
out station and marine supplies are available at these
facilities. The Wilmington Cape Fear Pilots Association
maintains an ofce and a lookout tower (33°55.0'N.,
78°01.2'W.) adjacent to the town pier.
(245) From Southport the Intracoastal Waterway leads
northward and follows the main ship channel in Cape
Fear River to a point about 11.5 miles above the mouth
of the river where it leaves the main ship channel and
leads northeasterly to the west end of a landcut, known as
Snows Cut, thence through the landcut to Myrtle Grove
Sound.
(246) A dredged channel in Cape Fear River above
Wilmington leads northwesterly for 3.5 miles to a turning
basin at Navassa, thence to Fayetteville, the head of
navigation, 100 miles above Wilmington. Three locks
and dams are between Navassa and Fayetteville. A copy
of the operating schedule for the locks is available from
the U.S. Army Corps of Engineers, Wilmington District.
(See Appendix A for address.) The locks have a usable
length of 200 feet, a width of 40 feet and a depth over
miter sills of 9 feet.
(247) U.S. Route 421 highway bridge over Cape Fear
River opposite Wilmington has a xed span with a
clearance of 55 feet. An overhead power cable 0.25 mile
above the Route 421 bridge has a clearance of 125 feet.
The railroad bridge at Navassa has a bascule span with a
clearance of 6 feet. (See 33 CFR 117.1 through 117.49,
chapter 2, for drawbridge regulations.) The least known
high water clearance of the xed bridges crossing Cape
Fear River between Navassa and Fayetteville is 13 feet.
(248) Black Riverows into Cape Fear River about 12
miles above Wilmington. It has been reported that drafts
of not more than 3 feet can be taken toStill Bluff, about
10.4 miles above the mouth.
(249) Northeast Cape Fear River empties into Cape
Fear River from northward at Point Peter (34°14'27"N.,
77°57'20"W.), near the northern end of Wilmington.
Above the turning basin, about 2 miles above the mouth,
it is reported that natural depths of 6 feet can be taken for
42 miles and thence 3 feet for 7 miles to Crooms Bridge.
Trafc on the river is mainly in petroleum products.
(250) U.S. Route 117 highway bridge over Northeast Cape
Fear River 0.6 mile above its mouth has a bascule span
25 AUG 2024 U.S. Coast Pilot 4, Chapter 5 ¢ 237
with a clearance of 40 feet. VHF-FM channels 16 and 13
are monitored at the bridge. The Hilton railroad bridge,
about 1 mile above the mouth, has a bascule span with
a clearance of 4 feet. State Route 117 highway bridge at
Castle Hayne, about 23.4 miles above the mouth, has a
xed span with a clearance of 23 feet at low water stage.
The railroad bridge just above it has a swing span with a
clearance of 7 feet at low water stage. (See 33 CFR 117.1
through 117.59 and 17.829, chapter 2, for drawbridge
regulations.) The twin xed spans of the Interstate
Route 40 bridge, close above the railroad bridge, have a
clearance of 28 feet.
(251) Smith Creek empties into Northeast Cape Fear
River from eastward about 1.5 miles above the river
mouth. The creek may at times be foul with stumps, logs
and submerged piling from the entrance to its head. U.S.
Route 117 highway bridge, 1.3 miles above the mouth,
has a swing span with a channel width of 45 feet and a
clearance of 3 feet. (See 33 CFR 117.1 through 117.59
and 117.841, chapter 2, for drawbridge regulations.) The
Seaboard System Railroad (SCL) bridge, about 2 miles
above the mouth, has a xed span with a clearance of 12
feet. An overhead power cable just above the bridge has
a clearance of 30 feet.
(252)
Freshets
(253) Low-water stages prevail in the rivers above
Wilmington from 2 to 4 months during the summer, and
freshets usually occur as often as once a month during the
remainder of the year, but with no regularity.
238 ¢ U.S. Coast Pilot 4, Chapter 6 25 AUG 2024
80°W
79°W
78°W
79°30'W
78°30'W
33°N
33°30'N
Myr tle Beach
Southport
Georgetown
L ONG BAY
WINYAH BAY
BULLS BAY
INTRACOASTAL WATERWAY
NORTH INLET
Cape Fear
Cape Romain
SOUTH CAROLINA
NORTH CAROLINA
Charleston
MURRELLS INLET
LITTLE RIVER INLET
CAPERS INLET
Chart Coverage in Coast Pilot 4—Chapter 6
NOAA’s Online Interactive Chart Catalog has complete chart coverage
http://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml
DEWEES INLET
ATL ANTIC OCEAN
25 AUG 2024
U.S. Coast Pilot 4, Chapter 6 ¢ 239
Cape Fear to Charleston Harbor
(1) This chapter describes the coast of North and South
Carolina from Cape Fear to Charleston Harbor.
(2) Also discussed are the deepwater ports of Charleston
and Georgetown, SC; several smaller ports of which
Wando and Mount Pleasant are the more important;
Winyah Bay and its tributary rivers; the waters of Ashley,
Wando and Cooper Rivers and their tributaries; several
of the minor rivers; and the shallow inlets that make into
this section of the coast, including Shallotte, Little River,
Dewees, North, Price and Capers.
(3) The section of the Intracoastal Waterway from Cape
Fear River to Charleston Harbor is described in chapter
12.
(4) There are numerous wrecks along this section of the
coast; the most dangerous are marked.
(5)
COLREGS demarcation lines
(6) The lines established for this part of the coast are
described in 33 CFR 80.530 through 80.710, chapter 2.
(7)
Weather
(8) This stretch of coast lies close to one of the main
winter storm tracks while tropical cyclones are infrequent
but dangerous visitors. Along with rough seas, fog can be
a problem in winter.
(9) During December, January and February,
extratropical cyclones from the Gulf of Mexico often
move across northern Florida and then northeastward,
just off the South Carolina coast on their way to Cape
Hatteras. While these storms, and frontal systems from
more northerly storms, produce gale force winds that
occur less than 5 percent of the time, wave heights of 8
feet (2.4 m) or more occur 20 to 30 percent of the time
and wave heights of 25 feet (7.6 m) have been recorded.
Weather conditions can also get rough in April when
warm air from the Gulf of Mexico collides with cold
arctic air.
(10) Occasionally warm tropical air blows across the
cooler waters that lie shoreward of the Gulf Stream in
this area. Visibilities below 0.5 mile (0.9 km) are reported
about 1 to 3 percent of the time in winter, compared to
less than 1 percent farther out. These poor visibilities are
most likely from December through March.
(11) Tropical cyclones are most likely along this coast
from June through October. Although a few have
occurred in May, November and December, the peak
threat is in September and October. On the average about
one or two storms threaten this coast each year. Many of
these tropical cyclones have recurved and are heading
northward or northeastward at about 15 to 18 knots.
Hurricane force winds are most likely when the storm is
over open water.
(12)
North Atlantic Right Whales
(13) Endangered North Atlantic Right Whales often occur
within 30 miles of the North Carolina and South Carolina
coasts from November through April. (See North
Atlantic Right Whales, indexed as such, in chapter 3
for more information on right whales and recommended
measures to avoid collisions.)
(14) All vessels 65 feet or greater in length overall (LOA)
and subject to the jurisdiction of the United States are
restricted to speeds of 10 knots or less in a continuous
20-nm Seasonal Management Area between November 1
and April 30. The area is dened as the waters contained
by the following points:
(15)
North Atlantic Right Whale Management Area
From Wilmington, NC to beyond Savannah, GA
Point Latitude Longitude
A 34°10.5'N. 77°49.2'W.
B 33°56.7'N. 77°31.5'W.
C 33°36.5'N. 77°47.1'W.
D 33°28.4'N. 78°32.5'W.
E 32°59.1'N. 78°50.3'W.
F 31°50.0’N. 80°33.2’W.
G 31°27.0’N. 80°51.6’W., thence
due west to the
shore.
See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.
(16)
ENC - US3SC10M
Chart - 11520
(17) From Cape Fear the coast curves gradually westward
and southward for 80 miles to Winyah Bay Entrance. This
section of the coast is a sand beach, with numerous sand
dunes, separated from the heavily wooded mainland by
small streams and marshes. From offshore, the woods
appear to extend to the outer beach. The coast is clear,
and a depth of 3 fathoms can be taken to within a mile of
the beach, except at Murrells Inlet where, about 2 miles
offshore, there is a 16-foot spot. The 10-fathom curve is
from 11 to 25 miles offshore, and inside it the water shoals
gradually as the shore is approached.
240 ¢ U.S. Coast Pilot 4, Chapter 6 25 AUG 2024
(18) The character of the coast changes from Winyah
Bay to Charleston Harbor. Here the coastline trends
southwestward for about 45 miles and is a border of sandy
barrier islands with off-lying shoal areas that include
Romain Shoal, Bull Breakers and Rattlesnake Shoal.
These shoal areas should be given a wide berth. The
10-fathom curve along this section of the coast extends
from 11 to 21 miles offshore.
(19)
Lockwoods Folly Inlet to Tubbs Inlet
(20) Lockwoods Folly Inlet is entered over a shifting
bar 11 miles westward of Cape Fear River. Strangers
should not attempt it as the inlet is enclosed by breakers
at virtually all stages of tide and wind. Due to frequent
changes, mariners are advised to seek local knowledge
before entering the inlet. The approach to the inlet is
marked by a lighted whistle buoy. The buoys marking the
inlet are not charted, because they are frequently shifted
in position to mark the best water. There are three charted
wrecks, all showing at low water, near the entrance to the
inlet; two are at the mouth, and the other is about 0.3 mile
to the westward 200 yards offshore. A high sand dune is
east of the inlet.
(21) Lockwoods Folly River is navigable from the ocean
to the Intracoastal Waterway, at the head of the marshes
inside the inlet, and thence to a xed highway bridge
at Supply, which is at the practical head of navigation
16 miles above the waterway. The channel is narrow,
bordered on both sides by oyster bars covered at high
water, and not maintained. The river channel is marked
by daybeacons to a pier at Varnumtown, about 1.6
miles northward of the Intracoastal Waterway where
gasoline and water can be obtained. The river is used by
commercial shrimp boats to Varnumtown.
(22) An explosives anchorage is centered about 3.5
miles southwestward of Lockwoods Folly Inlet. (See 33
CFR 110.170, chapter 2, for limits and regulations.)
(23) Shallotte Inlet, 19 miles westward of Cape Fear
River, is entered over a shifting bar and has a winding
entrance.The bar channel is subject to continual change,
and the buoys marking it are shifted frequently to mark the
best water and therefore not charted. The inlet, used only
by local shermen and not recommended to strangers,
provides an access from the sea to the Intracoastal
Waterway and to Shallotte River. The river is navigable
to the town of Shallotte, about 8 miles above the inlet.
The river from the Intracoastal Waterway to Shallotte is
shoal to bare in several areas; extreme caution is advised.
The mean range of tide is about 3 feet at Shallotte.
(24) Berthage, electricity, gasoline, water, ice and
wet and dry storage are available at the marina on the
west bank of Shallotte River, about 0.6 mile above the
Intracoastal Waterway. Hull and engine repairs can be
made. The facility at Bowen Point is also described with
the Intracoastal Waterway in chapter 12.
(25) Tubbs Inlet, 6 miles westward of Shallotte Inlet,
is seldom used. It is unmarked and not recommended to
strangers.
(26)
Little River Inlet to Murrells Inlet
(27) Little River Inlet, 28 miles westward of Cape Fear
River, is entered between Waties Island on the west
and Bird Island on the east. A lighted buoy is off the
entrance and several dangerous wrecks are south and
west of the entrance. The entrance is protected by jetties,
each marked on the outer end by a light. The bar channel
is subject to continual change and the buoys marking it
are shifted frequently to mark the best water and therefore
not charted. Once past the jetties, a marked channel leads
northwestward for about 1.8 miles to a junction with the
Intracoastal Waterway. There is a large sand bar centered
at 33°51'25"N., 78°32'50"W. Extreme caution is advised
when entering and leaving the inlet. The mean range of
tide at the inlet is about 5 feet.
(28) Three sh havens, marked by a buoy, are about
2.5 miles southeastward of Little River Inlet in about
38°48.9'N., 78°30.2'W.
(29) Between Little River Inlet and Murrells Inlet are
many piers, most of which are marked by lights and
extend out some 400 to 1,000 feet into the ocean.
(30) Myrtle Beach, a summer resort, is on the outer beach
nearly 20 miles southwestward of Little River Inlet and
32 miles north-northeastward from Georgetown Light.
Numerous tanks in the area are conspicuous. Hotels and
motels along the beach are also prominent. Several radio
antennas close-to, marked by red lights, can be seen
seaward.
(31) Murrells Inlet, 12 miles southwest of Myrtle Beach
and 20 miles north-northeastward of Georgetown Light,
connects with Main Creek and Oaks Creek, which drain
a considerable area of marsh between the mainland and
the outer beach. The entrance to the inlet is protected
by jetties. A lighted buoy is off the entrance, and lights
mark the outer ends of the jetties. The dredged entrance
channel and the channel through Main Creek to a turning
basin about 2.9 miles above the entrance are marked by
lights and daybeacons. Safe passage is marked by aids
to navigation to about 33°32'00"N., 79°02'05"W. Inside
the inlet, where the channel turns sharply to northward
into Main Creek, the tide rips are strong at full ebb or
ood current. Local shermen use this inlet, but strangers
should not enter without local knowledge. An unmarked
shoal area to 6 feet was reported in 2023 just southwest
of the entrance channel; caution is advised.
(32) There are three marinas on Main Creek; two are at
the landing, and the other is eastward of the landing on
the west side of the barrier beach. Berthage, electricity,
gasoline, diesel fuel, water, ice, launching ramps and
some marine supplies are available at all facilities; hull
repairs can be made at all the facilities. Depths in the
approaches and alongside the piers at the marinas are
25 AUG 2024 U.S. Coast Pilot 4, Chapter 6 ¢ 241
reported to be about 3 feet. Restaurants and motels are
available.
(33) Three sh havens, marked by buoys, are about 3.8
miles east-southeastward, about 10 miles southeastward
and about 5.3 miles southward of Murrells Inlet.
(34)
Winyah Bay to Great Pee Dee River
(35) North Inlet, about 14 miles southward of Murrells
Inlet and 6 miles northward of Georgetown Light,
connects with Winyah Bay by way of both Town Creek
and Jones Creek. Some local shermen use the inlet,
but strangers should not. In 2010, the controlling depth
over the bar was 3.3 feet. The inlet and the creeks are
unmarked. There is little water on the Winyah Bay side,
and navigation is restricted to shallow-draft craft. In
1983, Jones Creek, the southerly of the two, was found
to bare in places, and numerous oyster bars were reported.
(36) Winyah Bay is the rst harbor southward of Cape
Fear River, a distance of 70 miles, that is navigable for
vessels drawing up to 18 feet. It is entered between North
Island and South Island. The entrance is protected by
jetties. The entrance is not safe for small craft except in
favorable weather. Heavy tide rips prevail near the ends
of the jetties, and heavy seas run in moderate weather.
The south jetty is visible only at low water.
(38) Georgetown, 14 miles above the entrance to
Winyah Bay, is on the north bank about 1.5 miles above
the entrance to Sampit River. It is 392 miles south of
Norfolk and 247 miles north of Jacksonville by coastwise
routes. It has schools, banks, motels, markets, restaurants,
a hospital and many landmarks of historical interest.
(39)
Prominent features
(40) Georgetown Light (33°13'21"N., 79°11'06"W.), 85
feet above the water, is shown from a white cylindrical
tower on the north side of Winyah Bay entrance. Four
400-foot stacks, at a generating plant west of Winyah Bay
and about 4 miles southwestward of Georgetown, have
prominent strobe lights at the tops. There are few other
prominent objects in the vicinity, and the land is low on
both sides of the entrance.
(41)
COLREGS demarcation lines
(42) The lines established for Winyah Bay are described
in 33 CFR 80.703, chapter 2.
(43)
Channels
(44) Federal project depth is 27 feet from the sea to
South Island Bend; thence 27 feet to Range C; thence 27
feet to Range D; thence the project provides for a depth
of 27 feet to the turning basin off the three deepwater
terminals on Sampit River. The channel is well marked by
Winyah Bay Entrance, South Carolina
Image courtesy of United States Coast Guard (2014)
N
South Jetty
Sand Island
North Island
North Jetty
(37)
242 ¢ U.S. Coast Pilot 4, Chapter 6 25 AUG 2024
lighted ranges, buoys and other aids. South Island Bend
Channel is subject to shoaling and the buoys marking it
have been shifted to mark the best water. (For detailed
channel information and minimum depths as reported
by the U.S. Army Corps of Engineers (USACE), use
NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.)
(45) An unmarked dredged side channel leads from the
main river channel along the easterly and northerly sides
of the horseshoe-shaped bypassed portion of Sampit
River fronting the city of Georgetown to the north end
of another turning basin on the westerly side of the
horseshoe. Mariners are advised to exercise caution
to avoid submerged pilings along the east side of the
channel. The turning basin, marked by lights and buoys,
can also be entered from the main river channel. (For
detailed channel information and minimum depths as
reported by the U.S. Army Corps of Engineers (USACE),
use NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.) The
channel has a tendency to shoal between dredgings.
(46)
Anchorages
(47) There are no anchorages in Winyah Bay or
Sampit River for deep-draft vessels. The recommended
anchorage, as reported by the local pilots, is 0.5 mile
northeast of the sea buoy (Winyah Bay Lighted Whistle
Buoy WB) in about 6 fathoms, sand and mud bottom.
(48)
Dangers
(49) The principal dangers in the approach to Winyah
Bay are East Bank, covered 6 feet and marked by a
buoy, about 2 miles south of the end of the south jetty;
an unmarked shoal, with a least depth of 14 feet, about 4
miles southward of East Bank; Hector Wreck, cleared
to a depth of 9 feet and marked by a lighted buoy, about
12 miles southward of the sea buoy (Winyah Bay Lighted
Buoy WB); a wreck, with 19 feet over it and marked
by a lighted bell buoy, about 13 miles southeastward
of the sea buoy; a sh haven marked by private buoys
about 5 miles northeast of the sea buoy; and obstructions,
reported covered 26 feet, 300 yards northward of the sea
buoy. Vessels approaching the entrance at night should
remain in the vicinity of the sea buoy until the pilot
boards. Some vessels, mistaking Winyah Bay Range B
Lights for Range A Lights, have approached the entrance
too closely at night and only with difculty have cleared
the outer end of the south jetty. Mariners are advised to
familiarize themselves with the characteristics of these
ranges before making the approach.
(50) The local pilots report that at high water the north
jetty at the entrance to Winyah Bay is partially submerged
and only the three rock mounds along the south jetty
are visible. At low water, parts of the south jetty just
inshore of the outermost mound remain submerged.
Extreme caution is advised. The pilots also report that
the southwest tip of North Island just inside the jetties
is building up and is encroaching southward to near the
easterly edge of the channel; caution is advised.
(51)
Current
(52) The tidal currents are affected by variations in
the ow of the tributary rivers. The velocity is greatest
between the jetties where the average is between 2 and 3
knots. Tidal ebb currents were reported in the area from
6 to 7 knots, most notable in Range C and South Island
Bend; the sets of which are along axis to the channels.
The set is alongshore at the entrance close to Lighted Bell
Buoy 4. During freshets in the rivers, also with westerly
winds, the velocity of the ebb current between the jetties
is reported to be very strong at times and the channel
buoys between the jetties are nearly towed under. In the
channel in Winyah Bay, from the entrance to Georgetown,
the tidal current averages about 2 knots, but during
freshets the ebb current is considerably stronger and the
ood weaker. Near the mouth of Sampit River, the tidal
current averages about 1 knot with somewhat stronger
ebb current velocities during freshets. When approaching
the turning basin from Sampit Point Channel, it has
been reported that the ood current sets towards South
Carolina State Ports Authority Terminal Pier 31 with
considerable velocity and the ebb current sets towards the
small island northeast of State Pier 31. Outside the jetties,
with fresh to strong northeast winds, a strong southerly
current is reported to set across the entrance channel and
with southerly and southwesterly winds a northerly set
is experienced. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(53)
Weather, Myrtle Beach and vicinity
(54) The climate is usually mild and except in severe
winters little ice is seen and then only along the banks. The
channels are never obstructed. Fog is observed during the
fall and spring and usually sets in during southwesterly
weather, when it may persist for several days. Nighttime
fog, due to a large drop in temperature, usually burns off
in the forenoon. Sea fog sometimes hangs offshore or in
the entrance when it is clear inside.
(55) Winter temperatures average near 60°F (15.6°C)
during the day and in the upper 30's (2.8° to 3.9°C) at
night. Temperatures drop to freezing or below only on
about 28 days per year; a 4°F (-15.6°C) temperature was
recorded one February. Precipitation averages about 3
to 4 inches (76 to 102 mm) per month during the winter
and falls on 4 to 6 days per month; snow is rare and about
one-half inch (13 mm) is recorded annually.
(56) Summer maximum temperatures usually climb to
the upper 80's (30.6° to 31.7°C), while minimums range
25 AUG 2024 U.S. Coast Pilot 4, Chapter 6 ¢ 243
in the 70's (21.7° to 22.8°C). Temperatures reach 90°F
(32.2°C) or higher on about 55 days annually; a reading
of 104°F (40°C) was recorded in both June and August.
June through August is generally considered the rainy
season; about half of the 50-inch (1,270 mm) annual
average occurs during these months.
(57) Since 1842, 55 tropical storms have come within
50 miles (93 km) of Myrtle Beach, South Carolina, 18
of these storms since 1950. The most noteworthy likely
was Hurricane Hazel, which made landfall just north
of Myrtle Beach near the border with North Carolina
around mid-day on October 15, 1954. With a forward
speed of nearly 50 mph (80 km/h), Hazel destroyed nearly
everything in its path. Making landfall north of Myrtle
Beach lessened damage to the local area, but damage was
catastrophic at the nearby North Carolina communities.
(58)
Routes
(59) Vessels from the northward usually make for the sea
buoy from Frying Pan Shoals Lighted Buoy 16. When
coming from the southward, they should stay outside
Cape Romain Shoal Buoy 6CR and Hector Wreck
Lighted Buoy WR4, shaping for the entrance, taking care
to avoid the wreck, marked by a lighted bell buoy, about 9
miles east-northeastward of Hector Wreck Lighted Buoy
WR4. Some vessels in closing the entrance have mistaken
the ranges and come too close to the south jetty; they
should remain in the vicinity of the sea buoy until the
pilot boards.
(60)
Pilotage, Georgetown
(61) Pilotage is compulsory for all foreign vessels and for
U.S. vessels under register in the foreign trade. Pilotage is
optional for U.S. vessels in the coastwise trade that have
on board a pilot licensed by the Federal Government.
Pilotage is limited to vessel drafts of 21 feet or less.
(62) Georgetown Bar & Harbor Pilots, P.O. Box 594,
Georgetown, SC 29440; telephone 843–527–4136,
FAX 843–527–4177; serve the entrance through the bar,
Winyah Bay and vicinity.
(63) The pilot boat, WINYAH BAY, is 48 feet long and
has a black hull and white superstructure. The alternate
pilot boat, PILOT FISH, is 31 feet long and has a black
hull and white superstructure. The pilot boats monitor
VHF-FM channel 16 and use channel 9 as a working
frequency. Vessels are requested to contact the pilot
boat approximately 2 hours before scheduled inbound
transit for pilot boarding information. Pilots will board
day or night from the pilot boat just east of the sea buoy,
Winyah Bay Lighted Whistle Buoy WB in 33°11'37"N.,
79°05'11"W.
(64) Arrangements for pilots should be made in advance
by telephone and/or fax, by radiotelephone or through
ships’ agents.
(65)
Towage
(66) Tugs up to 2,000 hp are available in Georgetown,
and up to 4,000 hp are available with 24-hour notice. Tugs
are required for docking and undocking large oceangoing
vessels; tugs meet vessels just below Georgetown.
Arrangements for such services are usually made well in
advance through ships’ agents.
(67)
Quarantine, customs, immigration and agricultural
quarantine
(68) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(69) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.) There is a county hospital at
Georgetown.
(70) Georgetown is a customs port of entry.
(71)
Coast Guard
(72) Georgetown Coast Guard Station is on the west bank
of the Great Pee Dee River about 0.25 mile south of U.S.
Route 17 highway bridge.
(73)
Harbor regulations
(74) The South Carolina State Ports Authority exercises
jurisdiction over the port facilities through the manager
of the State Ports Authority Terminal at Georgetown. The
manager’s ofce is at the terminal.
(75)
Wharves
(76) Only the major port facilities at Georgetown are
described. The wharves have highway connections, and
most have railroad connections and water and electrical
shore power available. General cargo is handled at the port
by ship’s tackle; special handling equipment, if available,
is mentioned in the description of the particular facility.
The alongside depths given for each facility described
are reported depths. (For information on the latest depths,
contact the manager.) There are several seafood-handling
and small-craft service wharves along the city waterfront.
(77) Georgetown Terminal Pier 32 (33°22'00"N.,
79°17'30"W.): northwest side of bypassed portion of
Sampit River; marginal wharf with 600-foot face; 712
feet usable with dolphins; 27 feet alongside; deck height,
15 feet; cranes to 90 tons; handles scrap metal, ore,
charcoal, and steel products; owned by South Carolina
State Ports Authority and operated by Georgetown Steel
Corp.
(78) Georgetown Terminal Pier 31, Berth 2
(33°21'47"N., 79°17'19"W.): south-southwest side of
bypassed portion of Sampit River; 700-foot face; 27 feet
alongside; deck height, 10 feet; handles conventional
general cargo, salt, lumber, and steel; operated by South
Carolina State Ports Authority and International Salt Co.
(79) Georgetown Terminal Pier 31, Berth 1
(33°21'35"N., 79°17'15"W.): north side of turning basin;
244 ¢ U.S. Coast Pilot 4, Chapter 6 25 AUG 2024
marginal type wharf with 500-foot face; 27 feet alongside;
deck height, 12 feet; handles conventional general cargo,
lumber, steel, and paper products; operated by the South
Carolina State Ports Authority and Marine Contracting
and Towing Co.
(80) Pier 31 Cement Berth: on north side of turning
basin just west of Pier 31, Berth 1 92-foot face; 192
feet of berthing space with dolphins; 27 feet alongside;
deck height, 11 feet; handles cement; operated by Delta
Cement Co.
(81) International Paper Co., Ship Dock: north side
of turning basin, about 350 yards westward of Pier 31:
marginal type wharf with 475-foot face; 27 feet alongside;
deck height, 10 feet; handles paper products.
(82) International Paper Co., Upper Wharf: north side
of Sampit River about 0.9 mile westward of Pier 31; 350-
and 153-foot faces, 1,653 feet usable berthing space with
dolphins; 10 feet alongside; deck height, 10 feet; mooring
barges.
(83)
Supplies
(84) Marine supplies and provisions can be obtained at
Georgetown. Diesel fuel is trucked to the deepwater piers
or barged in from Charleston.
(85)
Repairs
(86) There are no facilities available at the port of
Georgetown for making major repairs or drydocking
large, deep-draft vessels; the nearest such facilities are
at Charleston, SC. The International Paper Co. has two
marine railways at its marine repair piers on the north
side of Sampit River, about 0.3 mile westward of the
State Ports Authority Terminal. These facilities are for
maintaining and repairing company-owned oating
equipment but are available to the public in an emergency
or by prior arrangement. Each railway can handle vessels
up to 95 tons.
(87) There are machine repair shops in Georgetown;
minor above-the-waterline hull and engine repairs can
be made.
(88)
Small-craft facilities
(89) There are several facilities on the east side of the
bypassed portion of the river along the city waterfront.
Gasoline, diesel fuel, berthage with electricity, water, ice,
provisions, marine supplies, pump-out station and wet
and dry storage are available. A 7½-ton lift and hull and
engine repairs are available. Another marina is at Belle
Isle Garden on the west side of Winyah Bay, about 3.3
miles below Georgetown. Berths, electricity, pump-out
station, gasoline, diesel fuel, ice, water, a launching ramp
and marine supplies are available. In 2011, the reported
approach depth was 4 feet.
(90)
Communications
(91) Georgetown is served by several good highways and
by the Class II railroad.
(92) Above Georgetown the principal landing on Sampit
River is at Sampit about 10 miles above the river mouth.
U.S. Routes 17 and 701 highway bridge crossing the river
at Georgetown has a xed span with a clearance of 65
feet. The overhead power cable about 0.9 mile above the
bridge has a clearance of 61 feet. In 1975, the reported
controlling midchannel depth from the bridge to Sampit
Landing was 7½ feet. Sampit River above Georgetown
is not marked.
(93) Waccamaw River rises at Lake Waccamaw, NC,
and ows southwestward into Winyah Bay just above
Georgetown. The river is little used, except for that section
that is a part of the route of the Intracoastal Waterway
described in chapter 12. The route of the waterway leaves
Waccamaw River near Enterprise Landing, about 24
miles above the mouth.
(94) From Enterprise Landing to near Conway, 36 miles
above the mouth, the river is marked by daybeacons.
Above Conway the river is obstructed by logs, snags
and sandbars. The head of the tidal reach is at Bellamys
Landing, 80 miles above the mouth. The freshet range at
Conway is about 13.5 feet.
(95)
Bridges
(96) About a mile below Conway, the US 501 Bridge,
a xed bridge with a clearance of 35 feet, crosses the
Waccamaw River. The US 501 (business) Bridge, at
Conway, is a xed bridge with a clearance of 36 feet.
(97)
Cables
(98) An overhead power cable with a clearance of 76
feet crosses the Waccamaw River about 3 miles above
Enterprise Landing. An overhead cable of unknown
clearance crosses the river about 0.8 mile below the US
501 Bridge. An overhead cable of unknown clearance
crosses the river at Savannah Bluff, about 400 yards
below the US 501 Bridge. An overhead power cable with
a clearance of 59 feet crosses the river just above the US
501 Bridge.
(99) Great Pee Dee River rises in the North Carolina
mountains and ows generally southeastward into
Winyah Bay just westward of Waccamaw River. A marina
at Georgetown Landing on the west side of the Great
Pee Dee River, just below the U.S. Route 17 xed bridge,
provides berths, electricity, gasoline, diesel fuel, water,
ice, pump-out station, wet storage and marine supplies.
In 2011, the reported approach depth was 12 feet. U.S.
Route 17 xed highway bridge over Great Pee Dee River
just above the mouth at Georgetown has a clearance of
20 feet. About 300 yards north, the xed portions of the
former Route 17 swing bridge remain on both sides of the
channel as shing piers. The channel between the piers is
marked by daybeacons. The velocity of the current at the
former bridge is about 1 knot. At Yauhannah, 28 miles
above the mouth, the river is crossed by U.S. Route 701
xed highway bridge with a clearance of 25 feet.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 6 ¢ 245
(100) The railroad bridge nearPoston, about 62 miles
above the mouth, is the head of commercial navigation.
The river is unmarked.
(101) Black River empties into Great Pee Dee River from
northward about 3 miles above the mouth of the latter
and is navigable for a distance of 44 miles. The river is
unmarked. The bridges over Black River have minimum
channel widths of 16 feet and minimum clearances of 1
foot. (See 33 CFR 117.1 through 117.49, chapter 2, for
drawbridge regulations.) The mean range of tide in Great
Pee Dee River is 3.3 feet at the mouth and 0.2 feet at the
mouth of Little Pee Dee River, 33 miles above. Mingo
Creek ows into Black River about 22 miles above the
mouth of the latter. When last ascertained, the controlling
depth in this creek was 8 feet. The mean range of tide is
2 feet, and the freshet range is 4.5 feet.
(102)
Santee River to Bulls Bay
(103) Between Winyah Bay and Charleston Harbor are
several rivers and inlets that are changeable in character,
and local knowledge is essential to enter even under
favorable conditions. Some dry at low water, and in the
others the depths range between 1 and 6 feet. Suitable
anchorages for small craft can be found inside these
inlets or in their tributary waters. At most entrances, the
channels trend in northerly directions, and shoals and
breakers generally mark the channel edges inside the
bars. Entrances to North Santee River and Bulls Bay are
less difcult of navigation than the other entrances in this
locality, but these should be entered only at high water
under favorable weather conditions.
(104) Between Winyah Bay entrance and Cape Romain,
broken ground, with depths of less than 5 fathoms, extends
11 miles offshore. In addition, East Bank, Hector Wreck
and a 14-foot spot about 6 miles offshore, all previously
mentioned as dangers in the approach to Winyah Bay,
should be avoided.
(105) Santee River, formed by the conuence of Congaree
River and Wateree River, ows generally southeast and
enters the ocean between Winyah Bay and Cape Romain.
Its two mouths, known as North Santee River and South
Santee River, are both obstructed by shifting bars with
little depth. In the tidal reach are several privately owned
landings that are used infrequently. The river is closed to
navigation at Wilson Landing, 75 miles above the mouth,
by the Santee Dam.
(106) Vessels bound for Santee River are advised to enter
by way of Winyah Bay and the Intracoastal Waterway.
Navigation between the coast and points on Santee River
above the dam is possible by way of Cooper River and
the Santee-Cooper project. The U.S. Route 17 twin xed
highway bridges over North and South Santee Rivers,
about 12 miles above the mouths, have clearances of
29 feet over North Santee River and 15 feet over South
Santee River.
(107) Cape Romain, the southeasterly extremity of Cape
Island, is about 14.5 miles southwestward of the entrance
to Winyah Bay. Cape Romain National Wildlife Refuge,
a Marine Protected Area (MPA), extends about 20 miles
along the coast from Cape Romain to Bull Island.
(108) Cape Romain Shoal, with depths of 4 to 18 feet over
it, extends 4 miles southeastward from Cape Romain.
The outer end of the shoal is marked by a buoy. The
twin towers of an abandoned lighthouse, the taller 165
feet high, stand on the east end of Lighthouse Island,
northwestward of Cape Romain. A 335-foot microwave
tower and a 108-foot lookout tower at McClellanville,
about 6 miles inland, are also conspicuous from seaward.
(109) Cape Romain Harbor, with depths of 1 to 2 feet, is
an unimportant cove indenting the western shore of Cape
Island. The harbor, used only by small local shing craft,
is approached from northward through a narrow, crooked,
unmarked channel leading from sea around the north end
of Cape Island. In 1983, the reported controlling depth
was 3 feet. In 1983, the approach leading from the south
between Cape Romain and Lighthouse Island to Cape
Romain Harbor was reported closed. Casino Creek is
one of several creeks and connecting passages that lead
from inside of Cape Island to the Intracoastal Waterway;
in 1983, the reported controlling depth was 1½ feet
in Casino Creek. The use of the creeks requires local
knowledge; the chart is the best guide.
(110) Five Fathom Creek, about 4.2 miles westward of
the southwestern extremity of Cape Island, is entered
westward of Sandy Point at the western end of Raccoon
Key.The creek, narrow and crooked at its upper end, is
marked by a light and daybeacons. In 2014, the entrance
to Five Fathom Creek from Bulls Bay had a reported
controlling depth of 4 feet; thence in 1983, a reported
controlling depth of 3½ feet to the Intracoastal Waterway.
In 1985, shoaling to an unknown extent was reported just
north of Sandy Point. The outer bar is subject to change;
caution and local knowledge is advised.
(111) A dredged channel just northeast of Sandy Point
at Sandy Point Beach connects to Five Fathom Creek
through Clark Creek. The channel is marked by buoys.
(112) Bulls Bay, southwest of Raccoon Key, is entered
between Sandy Point on the north and Northeast Point
on the south. The bay is broad and shallow and has
numerous shoals, many of which are bare at low water.
A 56-foot steel skeleton re lookout tower west of the
bay is conspicuous from seaward. In 1983, the narrow
channel into Bull Creek, at the southwest side of the bay,
had a reported controlling depth of about 7 feet over the
bar, thence 2 feet from Northeast Point to Bull Narrows.
In 1983, it was reported that shoaling to bare extends
1.1 miles eastward from Northeast Point. The creek is
used occasionally as an anchorage. Local knowledge is
advised. Bull Breakers extend 4 miles southward from
Bull Island, on the southwest side of the entrance to Bulls
Bay, and are marked at their outer end by a buoy. The
131-foot steel skeleton lookout tower of the former Bull
Island Lifeboat Station is prominent.
246 ¢ U.S. Coast Pilot 4, Chapter 6 25 AUG 2024
(113)
Price Inlet to Breach Inlet
(114) Price Inlet (32°52.5'N., 79°39.1'W.), between Bull
Island and Capers Island, had a reported depth of about
3 feet over the bar in 1983. The channel is unmarked,
and breakers have been observed across the entire area.
The controlling depth in Price Creek from the inner edge
of the bar to the Intracoastal Waterway was reported to
be 5 feet in 1983. The inlet, the best between Bulls Bay
and Charleston, is used by local shermen. With average
weather conditions, there are heavy breakers on the shoal
on the eastern side of the channel and small breakers on
the west side. Good anchorage is available in Price Creek.
An overhead power cable with a clearance of 85 feet
crosses Price Creek about 0.5 mile above the mouth.
(115) Capers Inlet, between Capers Island and Dewees
Island, in June 1983, had a reported depth of about
1½ feet over the bar, and breakers extended across the
entire entrance. In June 1983, the reported controlling
depth was 8 feet in Capers Creek from the inner edge
of the bar to the Intracoastal Waterway. The channel is
narrow and unmarked. Because of the shoal that extends
eastward on the south side of the inlet and breaks the
southwesterly seas, the channel can be entered when the
wind is southwest. A shoal bare at about half tide extends
southward along the eastern side of the inlet. There are
numerous stumps and snags outside the high waterline
in Capers Creek. An overhead power cable over Capers
Inlet has a clearance of 86 feet.
(116) Dewees Inlet, between Dewees Island and Isle of
Palms, had a depth of about 2 feet over the bar in 1983,
thence deeper water inside to the Intracoastal Waterway
via Dewees Creek. The channel is narrow, unmarked and
seldom used. Breakers extend across the entrance to the
inlet. An overhead power cable over Dewees Inlet has a
clearance of 87 feet.
(117) A water tower at the pleasure resort near the southwest
end of the Isle of Palms and a lookout tower on Dewees
Island are prominent. An unmarked shing pier projects
seaward from the resort. Two wrecks, about 0.35 mile
apart, are off the eastern shore of the Isle of Palms about
1.5 miles 107°30', and 1.6 miles 120°30' respectively,
of the water tower. The wrecks are believed to be the
remains of Confederate ships that were apparently sunk
by Union forces as they sought to slip into blockaded
Charleston Harbor; they are unmarked and are covered
6 feet and 4 feet, respectively. An obstruction, covered
9 feet and unmarked, is about 2.55 miles 125° from the
water tower. Caution is advised in this area.
(118) Breach Inlet is between Isle of Palms and Sullivans
Island. There is very little water over the bar, and breakers
extend entirely across the entrance under almost all
weather conditions. Currents are extremely strong in this
Charleston Harbor Entrance, South Carolina
Image courtesy of United States Coast Guard (2014)
North Jetty
Ravenel Bridge
Fort Sumter
Charleston Light
N
(125)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 6 ¢ 247
inlet. A highway bridge over the inlet has a xed span
with a clearance of 5 feet.
(119)
Charleston Harbor
(120) Charleston Harbor, 264 miles southwestward of
Cape Hatteras and 65 miles northeastward of Savannah
River, is the approach to the city of Charleston and to the
Cooper, Wando and Ashley Rivers. The harbor is easy of
access day or night in clear weather and is one of the best
harbors of refuge on the South Atlantic coast. Charleston
Harbor Wildlife Sanctuary is a Marine Protected Area
(MPA).
(121)
Caution
(122) The areas generally to the east and southeast of
Charleston Harbor are used extensively by the U.S. Navy
and other military services to conduct various types of
surface, subsurface and aircraft training exercises. Fleet
Area Control and Surveillance Facility (FACSFAC),
Jacksonville, FL, exercises cognizance of the operating
areas, makes area assignments, ensures promulgation of
ring notices, issues schedules and prescribes necessary
additional regulations.
(123) The entrance to Charleston Harbor is between
converging jetties. The north jetty is almost completely
submerged at MHW. There are no lights on the jetties, and
smaller craft approaching from the north close to shore
at MHW should exercise extreme caution not to confuse
the south jetty for the north jetty. It is recommended all
vessels align seaward of Lighted Buoy 18 before nal
approach to the jetty entrance.
(124) Charleston, the largest port in South Carolina, is at
the conuence of Cooper and Ashley Rivers. The distance
from the end of the jetties to the southernmost wharves
at Charleston is about 7 miles. The city is a center of a
rich agricultural district for which it is the distributing
point. Numerous manufacturing plants are in and near the
city. The principal wharves are along the west bank of
Cooper River and the east bank of the Wando River.
Imports are building cement, plywood, wool, bananas,
nonferrous ores, chemicals, fertilizer, frozen meats,
automobiles, steel products, naval stores and petroleum
products. Exports are soybeans, clay, paper products,
corn, woodpulp, lumber, heavy machinery, chemicals,
fertilizer, textiles, automobiles and general cargo.
(126)
Prominent features
(127) The entrance to Charleston Harbor is between
converging jetties that extend nearly 3 miles seaward.
Prominent to the northward of the entrance are several
tanks on Sullivans Island and one on Isle of Palms and
the Charleston Light.Fort Moultrie and the town of
Sullivans Island are on the north side of the entrance; the
155-foot conical tower of the abandoned old Charleston
Lighthouse on Morris Island is south of the entrance;
Fort Sumter is on the southwest side of the channel just
inside the entrance.
(128) The twin diamond-shaped towers of the (U.S. Route
17) Ravenel xed bridge are reported to be 575 feet tall
and clearly visible to the mariner before entering the
channel. The bridge is brightly lit at night. Lighted buoys
mark the west and east sides of the channel, respectively.
(129) Charleston Light (32°45'29"N., 79°50'36"W.) 163
feet above water, is shown from a triangular tower, upper
half black, lower half white, on Sullivans Island.
(130)
COLREGS demarcation lines
(131) The lines established for Charleston Harbor are
described in 33 CFR 80.710, chapter 2.
(132)
Charleston Harbor Navigational Guidelines
(133) In recent years, a substantial number of oceangoing
vessels of increased size and draft have begun calling
at the Port of Charleston. Although the waterways of
Charleston Harbor compare favorably with other ports of
the same approximate volume of shipping, the maritime
interests of the port have prudently considered the
publication of a number of safe navigational practices
and procedures that have evolved in recent years. These
practices and procedures are known as the Charleston
Harbor Navigational Guidelines.
(134) It is recommended that all vessels, particularly
those that must navigate in the channel because of draft
constraints, hereafter referred to as deep-draft vessels,
strictly adhere to these guidelines. Nothing in them shall
supersede nor alter any applicable laws or regulations. In
construing and complying with these guidelines, regard
shall be had to all dangers to navigation and collision and
to any special circumstances, including the limitations of
the vessels involved, that may make a departure from the
guidelines necessary to avoid immediate danger.
(135) For purposes of these guidelines, poor-handling
vessels are those that, because of their conguration,
history of loss of controllability or steering characteristics
or low power, are unable to consistently navigate within
the channel half width or cannot maintain a speed of 8
knots through the water. If an adequate number of tugs are
made fast to provide maneuverability, power and a capable
speed through the water of at least 8 knots, the assisted
vessel will not be considered a poor handling vessel.
Tandem tows, except for small scows and nondescript
vessels that operate outside the main channel, should not
be attempted.
(136) For the purposes of these guidelines, the inbound
approach to the (U.S. Route 17) Ravenel xed bridge
spans over Hog Island Reach commences at Lighted
Buoy 28 on Rebellion Reach. Inbound vessels intending
to transit the Cooper River upstream of the xed bridge
should give a security call on VHF-FM channel 13 upon
entering Mount Pleasant range (32°44.4'N., 79°50.7'W.).
(137) Commercial vessels outbound from piers above
the xed bridge should give a similar security call when
248 ¢ U.S. Coast Pilot 4, Chapter 6 25 AUG 2024
unmoored or beginning the downbound transit. Poor-
handling vessels intending to transit reaches of the Cooper
River above Rebellion Reach should be prepared to delay
their transit to allow other vessels to clear outbound or
to allow full-powered and more maneuverable vessels to
precede them.
(138) Inbound poor-handling vessels should not proceed
in Rebellion Reach past Buoy 28 but rather should anchor
or heave-to out of the channel to await the passage of
outbound vessels or more maneuverable inbound vessels.
(139) Outbound poor-handling vessels should not depart
their berths until inbound vessels have passed clear of
their berths or until other vessels scheduled to depart have
left their berths and have preceded them down the reaches
of the Cooper River.
(140) The maritime interests at the Port of Charleston
construe that the navigation safety regulations contained
in Title 33, Code of Federal Regulations, 33 CFR Part
162.65, exist to preserve the safety of the port and
waterways of Charleston. These regulations are supported
by these local interests, and reports of violations of those
regulations on the part of noncomplying vessel operators
will be reported to Coast Guard authorities.
(141)
Draft limitations
(142) Tidal ranges average 5.2 feet in most harbor locations.
Bar and harbor pilots at Charleston consider actual depths
based upon recent soundings, the state of the tide and the
need for under-keel clearances to allow for both static and
dynamic hydraulic effects between harbor bottom, hull
and the ship’s propeller(s). The pilots generally require a
four-foot margin for clearance between the lowest point
on the vessel’s hull and the harbor bottom for vessels
transiting Charleston’s waterways at normal harbor
speeds. The pilot ofce provides guidance on all vessel
movements in which the vessel’s deepest draft is greater
than 36 feet and for tank vessels with deepest drafts over
34 feet.
(143)
Low visibility
(144) Not infrequently, portions of Charleston Harbor
are affected by poor visibility. This occurs during line
squalls of heavy rain accompanying the passage of frontal
systems, rare snow squalls and fog. Fog associated with
a generalized weather pattern occasionally settles over
the entire port area including the fairways offshore. Fog
over only a part of the harbor, however, is a reasonably
frequent occurrence. Vessels, having unmoored in good
visibility, may nd during their transit that visibility
has become reduced to a few yards. Similarly, vessels
proceeding inbound from the sea buoy may commence
the transit in good visibility only to lose it while transiting
the Charleston Harbor.
(145) These aforementioned reduced visibility conditions
may last for only several hours or they may extend to
several days. The purpose of these guidelines is not
to amend or negate the application of the Rules of the
Road and good navigational practice but to assist vessels
underway in transiting the harbor expeditiously and
with minimum risk to themselves and to the port. The
Commissioners of Pilotage for the Port of Charleston have
issued policy guidance to pilots that whenever visibility
is less than 1,000 yards, pilots should not knowingly get
a vessel underway outbound, or proceed inbound inshore
of Lighted Buoys 27 and 28 on Rebellion Reach, unless
an emergency or other special circumstance exists. The
pilots licensed by the Commissioners are required to
comply with such policy.
(146) During periods of low visibility, the Charleston
Branch Pilots provide information to Navy Port Services
Division and the National Weather Service on actual
visibility conditions experienced at the Pilot Ofce,
located on the Battery (32°46.4'N., 79°55.5'W.), on board
the Association pilot boats, and on board oceangoing
vessels being piloted by Charleston Branch Pilots. The
pilot ofce monitors VHF-FM channels 13, 14, 16 and
18A on a continuous basis.
(147) The Charleston Branch Pilots Ofce provides
information on visibility and vessel movements to
mariners when requested and when such information
is available. The Charleston Branch Pilots do not
accept responsibility for nancial losses resulting from
information that is provided by their ofce, nor do they
accept liability in the event that deaths, injuries and/or
property damages may result from the use or misuse of
information provided by the pilot ofce. The pilot ofce
is, however, in the best position to determine when
reduced visibility exists in the Lower Harbor. At times
when reduced visibility exists, regulatory action by the
Coast Guard Captain of the Port may be necessary. The
Charleston Branch Pilots Association may contact the
Captain of the Port and recommend such action as may
be necessary consistent with the policy guidance of the
Commissioners of Pilotage.
(148) At no time shall the Navigation Rules, International-
Inland be abridged or amended by these low-visibility
navigational guidelines. These guidelines are intended to
enhance safety under conditions wherein navigation is
not otherwise constrained.
(149)
Areas of particular concern
(150) Four areas in the Cooper River are considered to be
particularly troublesome. These areas are listed in order
of ascension when proceeding from sea.
(151) (1) Intracoastal Waterway (32°45.7'N.,
79°52.3'W.). This represents the eastern conjunction of
this waterway with Rebellion Reach. Westbound vessels
proceeding on the waterway into Charleston Harbor are
not readily visible to vessels inbound from sea until they
are clear of the northernmost part of Sullivans Island. This
waterway is extensively used by tows, and its junction
with the harbor of Charleston is subject to strong and
unpredictable crosscurrents at various stages of the tide.
Westbound tows intending to enter Charleston Harbor
25 AUG 2024 U.S. Coast Pilot 4, Chapter 6 ¢ 249
from the Intracoastal Waterway should give a security
call on VHF-FM channel 13 15 minutes prior to entry
or upon clearing the Ben Sawyer Bridge (32°46.3'N.,
79°50.5'W.) and adjust speed so as to enter the harbor
when the channel is clear. Every effort, including holding,
should be made to avoid unduly restricting deep-draft
vessels transiting the main ship channel and to allow them
to clear this area when either inbound or outbound.
(152) (2) Drum Island Turn (32°48.8'N., 79°54.9'W.).
Navigation of this turn is complicated by (a) poor
visibility caused by Drum Island blocking the view of
vessels approaching one another, (b) close proximity,
700 yards, to the xed bridge span over Hog Island
Reach, and the vulnerability of the bridge to collision
in the event vessel control is lost and (c) crosscurrents
on ebb tide from the conuence of the Cooper and
Wando Rivers. Vessels should make every effort to avoid
meeting at this turn, which includes Hog Island Reach
above Lighted Buoy 41, north of the Ravenel Bridge.
Commercial vessels should give another Security call
on VHF-FM channel 13, 15 minutes prior to arriving at
this turn. The vessel with the fair tide should initiate a
proposal for meeting or passing and the vessel stemming
the tide should hold as necessary. Any departure from
this procedure should be agreed to by both vessels in a
timely manner. Poor-handling vessels should not attempt
to navigate this turn, except when a suitable number of
tugs are immediately available for assistance, because
such vessels are likely to become unmanageable, raising
a substantial risk of collision with the bridge abutments
and, thereby, becoming a threat to the lives of persons in
the vehicles on the bridge. Local knowledge is necessary
to predict current effects as they tend to set across the
channel on both the ood and ebb.
(153) (3) Shipyard Creek Junction (32°49.7'N.,
79°55.8'W.). This junction is complicated by the
movement of vessel trafc in and out of Shipyard Creek
and by ebb currents of unusually high velocity. Upbound
low-powered vessels, particularly tugs with deep-draft
tows, should not attempt transit of this area, except on
ood tide, as their speed over the ground will be so slow
that they will effectively restrict the main channel for
hours. Tankships moored at the oil terminal facing on
the lower portion of Daniel Island Reach are susceptible
to current surges and suction from passing deep-draft
vessels. Tankships mooring at that facility should employ
an array of suitable mooring lines including wire ropes
and winches with manually or hydraulically set brakes.
It is recommended that a listening watch be maintained
on VHF-FM channel 13 so that mooring lines can be
tended during the passing of deep-draft vessels whose
security broadcasts have announced their intention to
transit the upper Cooper River. In addition, vessels so
moored may advise the Ofce of the Charleston Branch
Pilots Association of their working frequencies so that
such VHF communications between piloted vessels and
moored vessels may be facilitated.
(154) (4) North Charleston and Filbin Creek Reaches
(32°52.2'N., to 32°53.8'N., 79°57.9'W.). The main
channel in these reaches is immediately adjacent to the
pier heads of a number of oil terminals that receive tank
vessels. The channel in these reaches is minimally 500
feet in width, thus the passage of deep-draft vessels
often occurs in close proximity to moored tank vessels
transferring bulk liquid inammable, combustible and
hazardous cargoes.
(155) The presence of the Route I-526 highway bridge
and its vertical structures that are surrounded by a “rip-
rap” protective fender system further restricts navigation.
When tank vessels are moored at any of these facilities,
the situation becomes complicated by the wake effect
and suction from passing vessels upon cargo hose and
mooring lines of moored tank vessels and the possible
loss of visibility of the bridge structure owing to the
disbursement of large quantities of water vapor into the
atmosphere from a nearby industrial plant.
(156) To provide the maximum distance between moored
and passing vessels, the area encompassed by these
reaches should be limited to one- way trafc with respect
to the transit of deep-draft vessels past any tank vessel
moored at one or more of the several oil terminal docks.
Likewise, no deep-draft vessel should overtake and pass
another vessel in these reaches in the vicinity of moored
tank vessels.
(157) Deep-draft commercial vessels intending to transit
these reaches should make a security call on VHF-FM
channel 13 — 15 minutes prior to the intended transit
and shall adjust speed so as to avoid a meeting or passing
situation in the vicinity of moored tank vessels. While
passing moored tank vessels, transiting deep-draft vessels
shall give due regard for the wake and suction effects
upon the moored vessels. Local knowledge is necessary
to predict current effects as they tend to set across the
channel on both ood and ebb.
(158) Poor-handling vessels should be assisted by a
suitable number of assist tugs when transiting these
reaches to avoid collision with tank vessels moored at the
oil terminals. It is recommended that moored tank vessels
maintain a listening watch on VHF-FM channel 13 to
be alert to the intentions of deep-draft vessels to transit
these reaches, and thereby have line handlers prepared to
tend mooring lines during the transit. In addition, vessels
so moored should advise the Ofce of the Charleston
Branch Pilots Association of their working frequencies so
that such VHF communications between piloted vessels
and moored vessels may be facilitated.
(159) To prevent problems that might arise from failure
to exchange information necessary for safe meeting and
passing on the river, the Coast Guard Captain of the Port
conducts spot check monitoring of VHF-FM channel 13.
(159.001) (5) Pier Bravo to Snow Point (32°55.6’N.,
79°56.1’W. to 32°56.8’N., 79°55.7’W.)
(159.002) The Cooper River portion of the Charleston Harbor
Federal Project, which contains provisions for quarterly
condition surveys and regular maintenance dredging,
250 ¢ U.S. Coast Pilot 4, Chapter 6 25 AUG 2024
terminates at the northern edge of the Ordnance Reach
turning basin. North of this point, the length of river
between Pier Bravo and the Department of Defense
facility in the vicinity of Snow Point, constitutes an area
of increased navigational risk due to a combination of
variable hydrographic data, xed structures, and critical
military assets. To promote safe navigation, ships that are
10,000 gross tons or more, or ships with a draft exceeding
25 feet, should employ a tethered two-tug escort while
transiting this segment of the river. The two-tug escort
should be tethered to the satisfaction of the Charleston
Branch Pilots in a safe location well prior to entering this
area. Once well clear, the tethered two-tug escort may be
released, also to the satisfaction of the pilots.
(160)
Seagoing tugs and barges
(161) Seagoing tugs and barges arriving at or departing
Charleston Harbor should, upon arrival, make a security
call 15 minutes prior to entering Fort Sumter Range or,
upon departing a dock or anchorage, make a security
call 15 minutes before getting underway. Such security
calls should be made on VHF-FM channel 13. It is
recommended that such vessels further call the Charleston
Branch Pilots’ Association on VHF-FM channel 16 to
ascertain the presence and movement of other vessels on
the bar and in the harbor.
(162)
Small-craft precautions
(163) Small craft should comply with the Federal
Regulations of 33 CFR 162.65(b), chapter 2. Small craft
should take precautions whenever anchoring or mooring
in close proximity to the main shipping channels by
always maintaining a proper lookout, displaying proper
navigational lights and exercising good seamanship. Such
small craft are subject to the hydraulic and hydrodynamic
effects generated by deep-draft vessels passing in the main
shipping channels even when such deep-draft vessels
are proceeding at minimally slow speeds necessary to
maintain steerageway. These effects can cause extreme
surging and, in shallow water, can generate high waves.
Vessels anchored in shallow water seeing the approach of
a deep-draft vessel should get underway and meet these
potential hydraulic and dynamic effects in a safe and
seamanlike manner. Small craft should never anchor by
the stern nor should they moor to the rock jetties, aids to
navigation or bridge abutments.
(164)
Procedures for docking and undocking in Charles-
ton Harbor
(165) The procedures for docking and undocking deep-draft
vessels in Charleston Harbor have been developed by the
Charleston Harbor Navigation Safety Committee. These
procedures were developed with conventional vessels in
mind; they do not preclude case-by-case consideration
of other vessels representing the application of advanced
technology in vessel controllability systems or any other
mitigating circumstances. The general rules regarding
vessels moored at commercial vessel berths are:
(166) (1) Vessels to be docked must have a 50-foot
horizontal clearance at both bow and stern from vessels
already docked at berths adjacent to the intended berthing
space.
(167) (2) The South Carolina State Ports Authority
Terminal Tariff No. 8, Rule 34-170, requires calling at
Authority berths to use tugs.
(168) (3) The following mooring assist tug guidelines are
recommended for vessels calling at Charleston Harbor
Terminals:
(169) Columbus Street Terminal: Vessels calling at all
berths at the SCSPA Columbus Street Terminal present
a risk of allision with the U.S. Route 17 Arthur Ravenel
Bridge span over Town Creek, which is situated less than
1,400 feet from the furthest inland berth at that Terminal,
if the movements of those vessels are not safely arrested
and controlled during docking and undocking maneuvers.
Therefore, an appropriate number and capability of
tugs should be employed to assist with the movement
of the vessels of various dimension and draft with due
consideration to the tidal currents and the direction of
vessel movement, i.e., inbound or outbound. See the Tidal
Current prediction service at tidesandcurrents.noaa.gov
for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(170) (a) For docking or undocking, vessels over 50,000
Dead Weight Tons (DWT) should employ two tugs:
(171) 1. A tractor tug as an escort tug capable of rendering
assistance through its inuence on the speed and direction
of travel of the vessel in the event of a casualty, steering or
propulsion failure, and thereby reducing the possibility of
an allision. The tractor tug should not be less than 4,000
hp; and
(172) 2. A tug employed to control the vessel’s head. The
tug should not be less than 3,300 hp, unless the vessel is
tted with a fully functional bow thruster, in which case
a 3,000-hp tug may be used.
(173) Vessels over 50,000 DWT should not moor starboard
side to on ebb tide.
(174) (b) For docking or undocking, vessels between
30,000 DWT and 50,000 DWT should employ two tugs:
(175) 1. Either a tractor or conventional tug, not less than
3,300 hp, as an escort tug;
(176) 2. A second tug capable of assisting the vessel’s
head.
(177) Vessels between 30,000 DWT and 50,000 DWT
should not moor starboard side to on ebb tide.
(178) (c) For docking or undocking, vessels less than
30,000 DWT should employ a tug, not less than 3,300
hp, as an escort and a second tug capable of assisting the
vessel’s head.
(179) (d) Tugs employed to the guidelines as escort
tugs shall meet up with inbound vessels not later than
Rebellion Reach.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 6 ¢ 251
(180) Allied Terminal: Vessels over 40 feet in draft, when
docking, shall arrive at the terminal in such time so as to
complete mooring operations prior to the commencement
of ebb tide. There are no undocking restrictions. Vessels
with a draft of 34 feet or less may dock at any time.
(181) Shipyard River Coal Terminal, Chevron,
Braswell and Detyens Shipyards, Salmons: There are
no undocking restrictions at these facilities. Docking
shall be accomplished on ood tide only (off mouth of
Shipyard Creek).
(182) McCalloy: Docking shall be accomplished at ood
tide only (off mouth of Shipyard Creek). Vessels over
535 feet in length shall undock only during daylight. The
maximum length of vessels that can be accommodated is
580 feet. There are no other undocking restrictions.
(183) Navy Facilities: Former Naval Station Pier “K”;
north side; docking and undocking of vessels shall be
during slack water or ood tide. South side; docking
and undocking of vessels shall be on slack water only.
Navy small craft are exempt from this restriction. Naval
Weapons Station (NWS), Pier “A,” 950’“Bob Hope”–
class, ood tide only.
(184) South Carolina State Ports Authority North
Charleston Terminal (“Port Terminal”), Grain Dock
and the Navy Weapons Station “TC” Dock: There
are no undocking restrictions. There are no docking
restrictions on vessels less than 700 feet in length. Ships
700 feet and over should not be docked starboardside-to
during ebb tide.
(185) Koch, Alcoa, Fina, North Hess, Marathon, Shell:
No restrictions on docking or undocking, except that deep
loaded tankships shall not be docked starboardside-to
during ebb tide.
(186) There are no restrictions at any other commercial
terminal in Charleston Harbor (i.e., Amoco, Westvaco)
provided that adequate depths of water are maintained at
dockside.
(187) In construing and complying with these docking
restrictions, regard shall be had to all special circumstances
that may make a departure from these guidelines necessary
to avoid danger.
(188) Tidal conditions at certain selected locations are
available from the Tidal Current prediction service at
tidesandcurrents.noaa.gov. Links to a user guide for this
service can be found in chapter 1 of this book. For specic
tidal conditions at the various berths, mariners are urged
to consult the docking tug companies.
(189)
Channels
(190) The entrance to Charleston Harbor is between
converging jetties, the inner portions of which are
submerged. The north jetty is almost completely
submerged at MHW from offshore to about 32°44'28"N.,
79°49'56"W., thence submerged to shore; caution is
advised. Mariners should align seaward of Lighted Buoy
18 on their nal approach. An opening in the south jetty
is marked by buoys and had a reported controlling depth
of 20 feet in 2009. For detailed channel information and
minimum depths as reported by the U.S. Army Corps of
Engineers (USACE), use NOAA Electronic Navigational
Charts. Surveys and channel condition reports are
available through a USACE hydrographic survey website
listed in Appendix A.
(191) A federal project provides for a channel 54 feet deep
over the Bar (Ft. Sumter Range) and through the Harbor
entrance and thence 52 feet deep into the major reaches
of Cooper River, Wando River and Town Creek to Goose
Creek, 13.6 miles above the mouth; and a connecting
channel into Shipyard Creek 30 to 45 feet deep. A 35-
foot Navy-maintained channel extends from the head of
the federal project in Cooper River to a turning basin
at a naval facility, about 2.6 miles above Goose Creek;
thence 30 feet for another 0.8 mile. The channels require
constant dredging to maintain them at or near project
depths, due to the silting of Cooper River. (For detailed
channel information and minimum depths as reported
by the U.S. Army Corps of Engineers (USACE), use
NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.)
South Channel, from the main channel to off the Battery,
is no longer maintained.The channels are well marked by
lighted ranges and other aids to navigation. Charleston
Entrance Lighted Buoy C (32°35'39"N., 79°32'16"W.)
is about 15 miles southeast of Charleston Light and is
equipped with a racon.
(192)
Anchorages
(193) The principal anchorage for deep-draft vessels is in
the triangle westward of the junction of Rebellion Reach
of the main channel with South Channel. (See 33 CFR
110.173, chapter 2, for limits and regulations.)
(194)
Dangers
(195) A dangerous submerged obstruction with a least
depth of 9 feet is southeast of the outer end of the south
jetty located at 32°42’43”N., 79°48’37”W.; caution is
advised.
(196) A regulated navigation area extends northeastward
and southeastward along the northern side of the entrance
channel from Charleston Entrance Channel Lighted
Buoy 16. (See 33 CFR 165.714, chapter 2, for limits
and regulations.)
(197)
Marine Protected Area (MPA)
(198) Charleston Bump Closed Area-Highly Migratory
Species, portion of Exclusive Economic zone (EEZ)
extends from southern north carolina to southern Georgia
near Jeckyll Island.
(199)
Caution
(200) Vessels approaching Charleston Harbor must guard
against an inshore set which may amount to a knot or more
due to indraft of current into the various inlets. In this
252 ¢ U.S. Coast Pilot 4, Chapter 6 25 AUG 2024
area, preceding a northeasterly or following a southerly
gale, a hazy atmospheric condition may be encountered,
that results in low visibility of lights even in ne weather
when it is clear overhead. During the periods when this
condition prevails, it is reported that excessive inshore
sets have been experienced.
(201) Rattlesnake Shoal, 3 miles offshore and the same
distance east-northeastward of the north jetty at the
entrance to Charleston Harbor, is about 2 miles long east
and west; its least depth is 10 feet. A buoy is east of the
outer end of the shoal.
(202) Two unmarked rectangular drill mineelds are about
8 miles northward and 5 miles north-northeastward of the
sea buoy (Charleston Entrance Lighted Buoy C). Depths
of 30 feet were reported in the northern mineeld in
1969. A lighted buoy is about 1.5 miles southeastward
of the northern mineeld and marks a wreck and sh
haven area. There are several drill mineelds westward
and southwestward of the sea buoy. There are also several
unmarked charted dangers inside the sea buoy; caution is
advised in this area.
(203)
Routes
(204) From northward, the safer approach to Charleston
Harbor, and the one generally used by deep-draft vessels,
is outside Frying Pan Shoals Lighted Buoy 16. The course
should be shaped west-southwesterly to pick up Cape
Romain Shoal Buoy 6CR and then the Charleston sea
buoy. From southward, a northeast course, from a point
about 3 miles southeastward of Savannah Light, will lead
to the Charleston sea buoy.
(205)
Current
(206) Off the entrance to Charleston Harbor the tidal
currents are rotary with velocities of about 1 knot. Near
the entrance to the jetties the current sets fair with the
channel at strengths of ood and ebb and can be expected
to set across the channel with a velocity of about 0.2
knot about 3 hours after strength of ood and ebb, setting
northeastward and southwestward, respectively. See the
Tidal Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(207) It is reported that tide rips, hazardous to small craft,
may be encountered off the jetties when wind and current
are opposed.
(208) It is reported that with a west-northwesterly storm
the ebb current off Fort Sumter and north of Drum Island
attains a velocity of about 4 knots.
(209) In the channel between the west end of the south
jetty and the submerged jetty, the average velocities of the
current at strengths of ood and ebb are about 1.2 knots
and 2.8 knots, respectively.
(210) Daily predictions for Charleston Harbor, off Fort
Sumter, are available from the Tidal Current prediction
service at tidesandcurrents.noaa.gov. Predictions for a
number of other locations in the harbor and tributaries
can also be obtained through the prediction service.
Tidal Current Charts are available for Charleston Harbor,
including the entrance thereto, and Wando, Cooper and
Ashley Rivers. Links to a user guide for this service can
be found in chapter 1 of this book.
(211)
Weather, Charleston and vicinity
(212) The temperate climate is modied by its exposure to
the ocean. This is most noticeable in winter, when
minimum temperatures are often 5° to 10°F warmer on
the peninsula than at the airport. Summers are warm and
humid although sea breezes keep 100°F (37.8°C) readings
a rarity. This is the rainiest season but most of the
precipitation falls as brief, heavy showers or
(213)
METEOROLOGICAL TABLE – COASTAL AREA OFF CHARLESTON, SOUTH CAROLINA
Between 32°N to 34°N and 75°W to 81°W
WEATHER ELEMENTS
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
YEARS OF
RECORD
Wind > 33 knots ¹ 4.3 4.8 4.1 2.0 0.9 0.5 0.3 0.6 1.3 3.1 3.1 4.0 2.4
Wave Height > 9 feet ¹ 8.9 9.6 8.7 4.7 3.0 2.3 1.1 1.7 4.3 7.6 7.3 7.9 5.5
Visibility < 2 nautical miles ¹ 1.4 1.5 1.1 0.6 0.8 0.6 0.8 0.9 0.8 0.8 0.8 1.0 0.9
Precipitation ¹ 7.0 6.5 6.1 3.6 4.7 5.0 5.1 6.0 5.5 5.8 5.1 6.1 5.5
Temperature > 69° F 11.5 11.7 18.4 40.9 79.9 98.0 99.8 99.7 98.5 77.1 42.5 18.7 59.1
Mean Temperature (°F) 59.9 60.5 63.4 68.4 73.8 78.4 81.5 81.5 79.3 73.8 67.8 62.4 71.1
Temperature < 33° F ¹ 0.4 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1
Mean RH (%) 74 74 73 73 76 80 80 80 77 74 72 72 76
Overcast or Obscured ¹ 32.1 31.8 28.0 18.9 19.4 19.5 17.3 18.5 20.2 21.5 21.6 28.2 23.0
Mean Cloud Cover (8
ths
) 5.2 5.1 4.8 4.0 4.3 4.5 4.6 4.7 4.7 4.6 4.6 5.0 4.7
Mean SLP (mbs) 1019 1018 1017 1017 1017 1016 1018 1017 1017 1017 1018 1019 1018
Ext. Max. SLP (mbs) 1045 1045 1044 1040 1039 1036 1037 1038 1036 1042 1044 1044 1045
Ext. Min. SLP (mbs) 980 977 980 985 991 995 998 996 995 988 987 983 977
Prevailing Wind Direction N N N SW SW SW SW SW NE NE N N SW
Thunder and Lightning ¹ 1.0 1.3 1.7 1.6 2.9 3.1 3.9 4.3 2.7 1.9 1.3 0.9 2.2
¹ Percentage Frequency
25 AUG 2024 U.S. Coast Pilot 4, Chapter 6 ¢ 253
thundershowers. Prevailing winds are generally southerly
in summer and spring, compared to the more frequent
northerlies of fall and winter. Gales are infrequent and are
most likely associated with local spring storms or
hurricanes, which may also produce severe thunderstorms
and tornadoes. From late September through early
November weather is often sunny and pleasant except for
the threat of a hurricane, which also exists in summer.
(214) The average temperature at Charleston is 66°F
(18.9°C) with an average high of 76°F (24.4°C) and an
average low of 56°F (13.3°C) based on the 1981–2010
climate normals. January is the coolest month with an
average high of 59°F(15°C) and an average low of 38°F
(3.3°C). July is the warmest month with an average high
of 91°F (32°C) and an average low of 73°F (22°C).
The warmest temperature on record is 105°F (40.6°C)
recorded in August 1999, and the coolest temperature on
record is 6°F (-14.4°C) recorded in January 1985. May,
June, July and August have each recorded temperatures
in excess of 100°F(37.8°C),while eachmonth November
through April has recorded temperatures below freezing.
Temperatures above 90°F (32.2°C) can be expected on
57 days during any given year while temperatures below
32°F (0°C) can be expected on 31 days during any given
year. The local climate varies signicantly between
the coast and the airport region. The lessening Atlantic
inuence further inland results in almost twice as many
90°F (32.2°C) days in summer and nearly three times
as many freezing nights in winter, as compared to the
Charleston peninsula
(215) The average annual precipitation of Charleston
is 51 inches (1,295 mm). August is the wettest month
with 7.15 inches (181.6 mm) on average. November
is the driest month averaging, about 2.43 inches (61.7
mm). In general, the airport receives about 6 to 7 more
inches (152 to 178 mm) of precipitation annually than
the peninsula. Precipitation is largely from afternoon
thunderstorms, although substantially higher amounts are
seen with tropical systems. Snowfall is rare in Charleston,
averaging less than one inch (25.4 mm) in any given
year. However snow has fallen in each month November
through March. The greatest snowfall in a 24-hour period
was 6 inches (152.4 mm) in December 1989.
(216) Charleston Harbor offers few of the characteristics
of a haven during hurricane force winds. The following
recommendations along with more detailed information
can be found in the Hurricane Havens Handbook for
the North Atlantic Ocean mentioned in chapter 3. Large
ships should evade at sea or seek shelter elsewhere when
a hurricane threatens. During a severe tropical storm
(50–63 knots), some moorings along the Cooper River,
Shipyard Creek and Town Creek may be adequate unless
the vessel has a large sail area. While anchorage for deep-
draft vessels is available in the triangle westward of the
conuence of Rebellion Reach (of the main channel) with
South Channel, use of this anchorage is not recommended
because of the restricted scope while riding at anchor,
the hazards of collision and the difculty of leaving if
necessary.
(217) The topography of the entire harbor area is nearly
at and atsea level provides little shelter from wind and
tide. The highest accurate storm tide on record was 12.5
feet (3.8 m) above mean lower low water (MLLW) during
Hurricane Hugo in September 1989. Smaller vessels,
shing boats and sailing craft should stay fast or seek
shelter along the west side of the Cooper River, northward
of the Battery.
(218) The ofcial hurricane season runs from June through
November, however the most likely time for the region
to be impacted by tropical systems is from August
through October. Since 1851, 56 tropical cyclones have
come within 50 miles (93 km) of Charleston. The most
noteworthy of recent memory was Hurricane Hugo in
1989. Hugo made landfall near Sullivan’s Island, north
of Charleston, early in the morning of September 22nd.
Highest sustained winds in Charleston were 68 knots with
gusts to 85 knots, however local reports noted gusts as
high as 94 knots.
(219) The National Weather Service Ofce is located at
the Municipal Charleston International Airport about 10
miles outside of the city. Barometers may be compared
there.
(220)
Pilotage, Charleston
(221) Pilotage is compulsory for all foreign vessels and
for all U.S. vessels under register in the foreign trade.
This compulsory pilotage is regulated pursuant to 46
USC 8501 and Title 54, chapter 15 of the 1976 South
Carolina Code, as amended, and chapter 136 of the
South Carolina Code of Regulations. The state pilotage
regulatory agency is the Commissioners of Pilotage, Port
of Charleston, P.O. Box 20096, Charleston, SC 29413;
telephone 843–577–8659.
(222) Pilotage is optional for U.S. vessels in the coastwise
trade that have on board a pilot licensed by the Federal
Government pursuant to the Federal pilotage requirements
of 46 USC 8502 and 46 CFR 15. Both federal and state
pilotage is available from the Charleston Branch Pilots
Association, 6 Concord Street, Charleston, SC 29401,
telephone 843–577–6695, FAX 843–577–0632. The
Association maintains four offshore pilot boats, the
FORT SUMTER, FORT MOULTRIE, FORT JOHNSON
and FORT RIDLEY. They also have two boats, the SIS
and the PALMETTO STATE, used primarily as a shuttle
and for other harbor work. These four boats have black
hulls and aluminum superstructures and have the word
“PILOT” on their sides.
(223) Pilots board vessels day or night from the pilot
boats in the vicinity of the sea buoy Charleston Entrance
Lighted Buoy C (32°35'39"N., 79°32'16"W.) for PILOT
AREA “A”, in the vicinity of Charleston Entrance
Lighted Buoy 2 (32°36'37"N., 79°34'18"W.) for PILOT
AREA “B” and in the vicinity of Charleston Entrance
Lighted Buoy 6 (32°39'23"N., 79°40'02"W.) for PILOT
254 ¢ U.S. Coast Pilot 4, Chapter 6 25 AUG 2024
AREA “C.” Vessels are requested to maintain a speed
of 8 to 10 knots and provide a ladder 2 meters above the
water on the leeward side. The pilot boats are equipped
with radar and maintain radiotelephone communications
on VHF-FM channels 13, 14, 16 and 18A. The pilot
ofce at Charleston monitors these channels on a 24-
hour basis. Pilots may be obtained directly by telephone,
FAX (above), through the Charleston Marine Operator
or by prior arrangement through ships’ agents. The usual
practice is for ship agents to fax orders directly to the pilot
ofce, at 843–557–0632. At least 3 hours advance notice
for orders of arrival at the sea buoy and departure from
the port is required.
(224) Public vessels such as Navy and Coast Guard
ships are exempt from pilotage requirements but their
commanding ofcers frequently request pilots in an
advisory capacity. When pilots are taken, naval vessels
may use either federally licensed civilian employees of
the Navy or pilots from the Charleston Branch Pilots
Association as pilots on their vessels. The Port Services
Division of U.S. Naval Station, Charleston, coordinates
pilotage for naval vessels through the two groups of
pilots.
(225)
Towage
(226) Tugs are required for docking and undocking. Tugs
up to 5,100 hp are available at all hours by arrangements
through ships’ agents. They usually meet vessels bound
for Charleston proper at or near the Customhouse Reach
and vessels bound for North Charleston at or near North
Charleston Reach. Tugs can also be engaged for salvage
or deep-sea towing.
(227)
Quarantine, customs, immigration and agricultural
quarantine.
(228) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(229) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.) The quarantine ofce is in
the federal building. There are several large public and
private hospitals in Charleston.
(230) Charleston is a customs port of entry.
(231)
Coast Guard
(232) A Sector Ofce is at the Coast Guard Station
(32°46.4'N., 79°56.6'W.) on the east side of the Ashley
River. (See Appendix A for address.)
(233)
Harbor regulations
(234) The Coast Guard exercises jurisdiction over the Port
of Charleston through the Captain of the Port. The South
Carolina State Ports Authority exercises jurisdiction over
the authority’s facilities through its Executive Director
at the headquarters building, located at 176 Concord
Street. The ports authority berthing ofce is manned
at all times and can be reached at 843–557–8659. The
Commissioners of Pilotage, Port of Charleston, have
issued policy guidelines for safe vessel movement to the
pilots regulated by that state agency in the Commissioners
of Pilotage Policies and Procedures Manual. Chapter
136 of South Carolina State Code of Regulations contains
regulations concerning vessel trafc restrictions, docking
and undocking.
(235)
Wharves
(236) Only the major facilities at Charleston and North
Charleston are described. These facilities are all
northward of the Battery along the west side of Cooper
River and Town Creek and in Shipyard Creek and the east
bank of the Wando River. All of the berths have highway
connections and most have either direct or beltline rail
connections with the Class I or Class II railroad system.
Water is also available at most berths. General cargo at the
port can be handled by ship’s tackle or special equipment,
which is available at most facilities. Special equipment, if
available, is mentioned in the description of the particular
facility.
(237) There are many smaller facilities in Charleston that
are used by barges and small vessels and as vessel-repair
berths; these are not described.
(238) Facilities at Charleston proper, along the west
side of Cooper River and Town Creek, northward of
the Battery (32°46'08"N., 79°55'44"W.):
(239) State Pier 2, Union Pier: 0.75 mile north of the
Battery; 2,620 feet of berthing space with dolphin off
of the south end; 35 feet alongside; deck height, 12
feet; passenger terminal; owned and operated by South
Carolina State Ports Authority.
(240) State Pier 8, Columbus Street Terminal: about 1.4
miles north of the Battery; 3,440 feet of berthing space;
40 feet alongside; deck height, 12 feet; handles general
cargo and heavy lift items; owned and operated by South
Carolina State Ports Authority. Three container cranes are
also available.
(241) State Pier 9: joining State Pier 8 to the northward;
marginal type wharf with 437-foot face and 30-foot
apron; 35 feet alongside; deck height, 12 feet.
(242) Allied Terminal Wharf and Barge Dock: 3.4
miles northward of the Battery, just below the entrance
to Shipyard Creek; offshore wharf with 78-foot face,
1,000 feet of berthing space with mooring dolphins; 40
feet alongside; deck height, 10 feet; handles asphalt and
petroleum products; bunkering vessels.
(243) Facilities in Shipyard Creek, on the west side
of Cooper River about 3.8 miles northward of the
Battery:
(244) Kinder-Morgan Bulk Terminal: south side of
Shipyard Creek, just inside the entrance; marginal wharf
with 390-foot face; 44 feet alongside; deck height, 14
feet; one 16-ton electric crane; handles miscellaneous
liquid and dry bulk commodities including coal and
stone.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 6 ¢ 255
(245) Kinder-Morgan Bulk Terminal: west side of
Shipyard Creek about 400 yards westward of Shipyard
River Terminal Wharf; 130-foot face, berthing for 660-
foot vessels with dolphins; 44 feet alongside; deck height,
13 feet; handles petroleum products and bunkering
vessels.
(246) Facilities at North Charleston, along the west side
of Cooper River, northward of the Battery:
(247) Thomas Cement Terminal: (32°52'47"N.,
79°58'05"W.): L-shaped offshore wharf with 250-foot
face, 550 feet with dolphins; 40 feet alongside; deck
height, 11.5 and 16.5 feet; handles petroleum products.
(248) AlcoaTerminal Wharf: about 250 yards of
northward of Koch Terminal Wharf; 520-foot face, 700
feet of berthing space with dolphins; 40 feet alongside;
deck height, 14 feet; handles liquid chemicals and
alumina.
(249) Shell Oil Wharf: about 550 yards northward of Koch
Terminal Wharf; offshore wharf with 142-foot face, 257
feet of berthing space with dolphins; 40 feet alongside;
deck height, 13 feet; handles petroleum products.
(250) Marathon Petroleum Co. Wharf: about 300 yards
northward of Texaco Wharf; offshore wharf with 50-
foot face, 275 feet with dolphins; 40 feet alongside; deck
height, 14 feet; handles petroleum products .
(251) Buckeye:about 200 yards northward of Marathon
Petroleum Co. Wharf; offshore wharf with 68-foot face,
600 feet of berthing space with mooring dolphins; 40
feet alongside; deck height, 12 feet; handles petroleum
products.
(252) Amerada Hess Corp. North Terminal: about 200
yards northward of Marathon Petroleum Co. Wharf;
offshore wharf with 68-foot face, 600 feet of berthing
space with mooring dolphins; 40 feet alongside; deck
height, 12 feet; handles petroleum products.
(253) Westvaco Corp. Wharf: about 0.65 mile northward
of Amerada Hess Corp. North Terminal; marginal-type
wharf with 480-foot face; 655 feet usable with dolphins;
40 feet alongside; deck height, 12 feet; handles paper
products.
(254) State Pier 15, South Carolina State Ports
Authority North Charleston Terminal: joining
Westvaco Corporation wharf to the northward; marginal
wharf with 2,460-foot face; 40 feet alongside; deck
height, 12 feet; six container cranes, container handlers
and toploaders; handles general cargo, RO/RO, and
frozen products; owned and operated by South Carolina
State Ports Authority.
(255) South Carolina State Ports Authority Grain
Wharf: about 0.4 mile northward of State Pier 15;
marginal type wharf with 380-foot face; 40 feet alongside;
deck height, 12 feet; handles dry bulk cargo; operated by
South Carolina Farm Bureau Marketing Association.
(256) Naval Weapons Station TC Dock: about 0.2 mile
northward of the South Carolina State Ports Authority
Grain Wharf: marginal type wharf with a 1,500-foot face;
40 feet alongside. (For further information contact the
operator.)
(257) The piers at the former Navy Base and Navy Yard are
now under the operation of other government agencies
and private corporations. The Maritime Administration
uses several of these piers as lay berths for their ships. The
U.S. Coast Guard also berths vessels at these piers. Pier
“Zulu” is used by commercial vessels for cargo handling.
Detyens Shipyard operates drydock facilities and berths
at the former Navy Yard.
(258) Cargo facilities on east bank of Wando River, east
of Cooper River:
(259) Wando Welch Terminal: about 1.7 miles north of
Drum Island; 3,800-foot face; 45 feet alongside; deck
height, 15½ feet; twelve 40-long ton container cranes,
container handlers and toploaders; handles containerized
general cargo; operated by South Carolina State Ports
Authority.
(260)
Supplies
(261) All types of marine supplies and provisions can be
obtained in Charleston. Water is available at most of the
berths; diesel fuel is available by barge or truck.
(262)
Repairs
(263) Detyens Shipyard, Inc., offers drydocking services at
its facilities at the former Navy Yard. Another commercial
repair facility with a 1,000-ton capacity marine railway
is on the south side of Stono River on the Intracoastal
Waterway at Mile 476.4. This facility is discussed in
chapter 12.
(264) Several shops, on and off the waterfront, can make
above-the-waterline hull repairs and repairs to gasoline
and diesel engines and electronic equipment anywhere in
the harbor; the largest shafts that can be produced are 30
feet by 48 inches.
(265) Wrecking and salvage gear is available at Charleston
for normal operations, and special equipment can be
brought in.
(266) Repair facilities for small craft are on the Wando and
Stono Rivers.
(267)
Communication
(268) The port of Charleston is served by a Class I and
a Class II railroad system, which connect with most
of the wharves either directly or through three beltline
railroads. A number of steamship lines connect the
port with principal foreign ports; frequent sailings are
maintained by most of the lines. The Municipal Airport
12 miles northwestward of the Battery is served by four
commercial airlines. Truck and bus lines serve the port.
There are excellent highway connections with Interstate
Route 26 and U.S. Routes 17, 701, 52, 52A and 78.
(269)
Ashley River to Cooper River
(270) Ashley River empties into Charleston Harbor from
the northwestward on the southwest side of Charleston.
256 ¢ U.S. Coast Pilot 4, Chapter 6 25 AUG 2024
(271)
Channels
(272) A dredged channel in Ashley River leads from
a point about 1 mile southeastward of the Battery
(32°46'08"N., 79°55'44"W.) to a turning basin 5.8 miles
above the Battery. About 1 mile above the U.S. Route
17 bascule bridges, trestle ruins extend from the west
side of the channel to about midchannel; extreme caution
is advised. Local knowledge is advised for vessels
navigating above the turning basin. The river is marked
lights and buoys to the rst bridge and by daybeacons
to the xed highway bridge 8.4 miles above the Battery.
For detailed channel information and minimum depths as
reported by the U.S. Army Corps of Engineers (USACE),
use NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.
(273) Coast Guard Sector Charleston is on the east side
of Ashley River, about 0.9 mile above the Battery.
(274) A municipal marina is on the northeast side of the
Ashley River 1.3 miles above the Battery and 0.3 mile
north of the entrance to Wappoo Creek, which is a part
of the Intracoastal Waterway. Electricity, gasoline, diesel
fuel, water, ice, pump-out station, launching ramp, marine
supplies and wet storage are available. In 2003, depths
of 13 feet were reported alongside the berths. A marina,
about 600 yards northeast of the municipal marina, has
electricity, gasoline, diesel fuel, water, ice, pump-out
station, marine supplies, wet storage and engine repairs
available. In 1983, good anchorage for small craft was
reported on the east side of the river just northward of
the municipal marina.
(275) A special anchorage area is across the river from
the municipal marina. (See 33 CFR 110.1 and 110.72d,
chapter 2, for limits and regulations.)
(276) A slow, no-wake speed zone is marked by a buoy
just south of the municipal marina.
(277)
Bridges
(278) Several bridges cross the Ashley River above the
Battery. A xed bridge with a clearance of 56 feet crosses
about 1.5 miles above the Battery. The two U.S. Route
17 highway bascule bridges, 100 yards apart, cross about
2 miles above the Battery. The rst has a clearance of
18 feet and the second, 14 feet. State Route 7 highway
xed bridge, 6.2 miles above the Battery, has a clearance
of 50 feet at the center span. The overhead power cable
0.4 mile above the bridge has a clearance of 70 feet at
the two main spans. The xed highway bridge about 8.4
miles above the Battery has a clearance of 35 feet. The
railroad bridge, 10 miles above the Battery, has a bascule
span with a clearance of 3 feet. The overhead power cable
just below this bridge has a clearance of 74 feet. (See 33
CFR 117.1 through 117.59 and 117.915, chapter 2, for
drawbridge regulations.)
(279) An overhead power cable with a clearance of 70 feet
crosses the Ashley River about 0.6 mile below Greggs
Landing.
(280) Shem Creek, on the lower east side of Charleston
Harbor, is entered through a dredged channel leading
from Mount Pleasant Channel. The channel, marked
by lights and daybeacons, leads west and then north to a
terminal basin just below the Route 17 highway bridge at
Mount Pleasant. Shem Creek can be approached from
westward via unmarked Hog Island Channel, used by
local boatmen only at high water. A marina about 1.2
miles above the dredged channel entrance has gasoline,
water, ice and a launching ramp. Other wharves on the
creek are used by shing vessels. U.S. Route 17 highway
bridge has a 38-foot xed span with a clearance of 12 feet.
(281) Cooper River enters Charleston Harbor from
northward on the eastern side of Charleston; the main
channel of the harbor extends several miles up this river.
Drum Island is 2 miles above the mouth of the river. The
channel on the westerly side of this island is known as
Town Creek.
(282) A restricted area crosses the channel between
Shutes Folly Island and Charleston, about 0.3 mile
northward of the Battery. (See 33 CFR 334.470, chapter
2, for limits and regulations.)
(283)
Bridges
(284) Two xed bridges, about 5.7 miles above the mouth
and parallel to each other, span Town Creek, Drum Island
and Cooper River on the east side of Charleston. The
clearances for both bridges are Town Creek, 65 feet for a
width of 250 feet; Cooper River, 186 feet for a width of
1,000 feet.
(285) The I-526 xed highway bridge has a clearance
of 155 feet and crosses Cooper River, at Filbin Creek
Reach, about 6.7 miles above the two xed bridges. An
overhead power cable crosses Cooper River just north
of the highway bridge with a least clearance of 104
feet. The I-526 xed highway bridge over the Wando
River has a vertical clearance of 138 feet and crosses
the Wando River about 3.5 miles abut the junction of
the Cooper and Wando Rivers. Reference PORTS®
(Physical Oceanographic Real-Time System) for real-
time water levels, current and other oceanographic and
meterological data at tidesandcurrents.noaa.gov/ports.
html.
(286) Shipyard Creek joins Cooper River from the west
3.8 miles above the Battery. There is considerable trafc
in oil, bulk fertilizer materials and ore on this waterway.
(287) Facilities of the U.S. Government extend along
the west side of the Cooper River from 4 to 8 miles
above the Battery. The large water tank, red and white, is
conspicuous at the facility.
(288) Restricted areas are in the northern portion of
Shipyard Creek and in the Cooper River at the U.S.
Government facility. (See 33 CFR 334.460 and 334.470,
chapter 2, for limits and regulations.)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 6 ¢ 257
(289) North Charleston, just north of the government
facility, is the site of several oil wharves, a general
cargo terminal, several bulk commodity wharves and the
U.S. Army Storage Activity; these facilities have been
described earlier under Wharves.
(290)
Cooper River
(291) Depths of 20 feet or more are generally available
in the Cooper River from the upper limit of the Navy-
maintained channel about 3.4 miles above Goose Creek
to The Tee , 26 miles above the Battery. There is ship
trafc to and from the Amoco Terminal about 14 miles
above the Battery, ship movement is subject to certain
restrictions by the Pilots’ Association. There is daylight-
only ship trafc upstream as far as the Nucor Steel
Terminal about 18.5 miles above the Battery. These ships
are limited in size to 580 feet long with a 25 foot draft
and subject to certain tidal and current restrictions by the
Pilots’ Association. This section of the river is bordered
by marshland, with occasional bluffs 15 to 20 feet high.
A restricted area is off the U.S. Naval Ammunition
Depot, on the west side of Cooper River about 10 miles
northward of the Battery. (See 33 CFR 334.460, chapter
2, for limits and regulations.)
(292) An overhead power cable with a clearance of 75 feet
crosses Cooper River about 21.1 miles above the Battery.
(293) In East Branch the channel is narrow and follows
the ebbtide bends to Pompion Hill Chapel, 6 miles above
The Tee. In West Branch, the rst bend west of The Tee
is a bad spot; deep water is on the inner side of the bend.
The railroad bridge has a bascule span with a clearance of
10 feet. (See 33 CFR 117.1 through 117.59 and 117.925,
chapter 2, for drawbridge regulations.) Extreme caution
is necessary at the bridge; the current is strong, and about
40 minutes is needed to open the draw. An overhead
power cable at the bridge has a clearance of 85 feet. The
mean range of tide at the bridge is 4.2 feet.
(294) Light-draft vessels can navigate to Columbia, SC,
by way of the West Branch, Lake Moultrie, Lake Marion
and the Congaree River. The last 18 miles are treacherous
because of the twisting channel and varying water levels
caused by a dam above Columbia. The lakes are fouled
by submerged trees; navigation should not be attempted
by strangers.
(295)
Wando River
(296) Wando River empties from the northeast into
Cooper River eastward of Drum Island.
(297) Wando River Terminal, previously described, is on
the east side of Wando River about 1.7 miles above Drum
Island. The channel to the facility is marked by lighted
buoys.
(298) A xed highway bridge with a clearance of 138 feet
is about 3.5 miles above Drum Island.
(299) Nowell Creek empties into the west side of Wando
River, about 4.5 miles above Drum Island. The creek,
about 5.5 miles above its mouth, joins Beresford Creek.
Together they form a connection between Wando River
and Cooper River. In 1973, shoaling to 2 feet was reported
on the east side of the entrance to Nowell Creek.
(300) An overhead power cable with a clearance of 145
feet crosses Wando River about 8.9 miles above Drum
Island.
(301) Cainhoy is a town on Wando River about 9 miles
above Drum Island. Depths of about 17 feet can be taken
to Cainhoy and thence, with local knowledge, 11 feet to
the mouth of Guerin Creek 1.5 miles above State Route
41 highway bridge at Cainhoy, thence 8 feet for another
3.4 miles, thence 2 feet to Ward Bridge. The channel is
marked as far as Cainhoy by buoys and unlighted ranges.
(302) State Route 41 bridge about 0.4 mile above Cainhoy
and has a xed span with a vertical clearance of 55 feet.
An overhead power cable with a clearance of 85 feet is
at the bridge.
(303) Wando River continues for about 7 miles to Ward
Bridge at the head of navigation. An overhead power
cable crossing the river about a mile south of the bridge
has a clearance of 30 feet. Guerin Creek ows into
Wando River from the northeast about 2 miles above
Cainhoy. Guerin Bridge, a xed structure at the head of
navigation, is some 3 miles above the mouth of the creek.
258 ¢ U.S. Coast Pilot 4, Chapter 7 25 AUG 2024
81°W
80°W80°30'W 79°30'W
32°N
32°30'N
Beaufort
Savannah
BROAD RIVER
WASSAW SOUND
TYBEE ROADS
Hilton Head
ST. HELENA SOUND
CHARLESTON INLET
STONO INLET
ATL ANTIC OCEAN
SOUTH CAROLINA
GEORGIA
NORTH EDISTO RIVER
SOUTH EDISTO RIVER
Charleston
Chart Coverage in Coast Pilot 4—Chapter 7
NOAA’s Online Interactive Chart Catalog has complete chart coverage
http://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml
25 AUG 2024
U.S. Coast Pilot 4, Chapter 7 ¢ 259
Charleston Harbor to Savannah
River
(1)
ENC - US3GA10M
Chart - 11480
(2) This chapter describes the coastline from Charleston
Harbor to Savannah River. The coast, low and timbered,
trends in a southwesterly direction for 65 miles and is
broken by St. Helena, Port Royal and Calibogue Sounds
and by numerous inlets from which there is access to the
interior by way of the rivers emptying into them. Shoal
water extends 3 to 8 miles offshore.
(3) Numerous sh havens, some marked by private
buoys, are from 3 to 12 miles off the coasts of South
Carolina and Georgia.
(4) This section of the coast, due to its low relief,
presents no good radar targets.
(5) Included in this chapter are the deepwater ports of
Savannah and Port Royal; the shing and small-craft
port of Beaufort, SC; Stono and North Edisto Rivers; the
tributary waters of the various sounds of which South
Edisto, Coosaw, Beaufort, Broad and Savannah Rivers
are the more important; and several small towns along
these waterways.
(6) The section of the Intracoastal Waterway from
Charleston to Savannah is described in chapter 12.
(7)
Caution
(8) The areas generally to the east and southeast of
Charleston Harbor are used extensively by the U.S. Navy
and other military services to conduct various types of
surface, subsurface and aircraft training exercises. The
Commander, Submarine Group Six, Charleston, SC, has
cognizance of the operating areas through the Charleston
Operating Area Coordinator (COAC).
(9)
COLREGS Demarcation Lines
(10) The lines established for this part of the coast are
described in 33 CFR 80.712 through 80.715, chapter 2.
(11)
Weather
(12) A major winter storm track extending east-
northeastward from the Gulf of Mexico crosses this
coastline. Often these extratropical systems are in a
developing stage and intensify after crossing the Gulf
Stream in the Atlantic. Therefore, gale force winds are
infrequent in these coastal waters; they blow 1 to 3 percent
of the time from November through March. Maximum
winds for most months are in the 40- to 50-knot range
generated by extratropical or tropical storms and cold
fronts in spring. Steep waves are infrequent, but waves
of 8 feet (2.4 m) or more can be expected about 15 to
30 percent of the time from November through March.
Maximum heights are in the 18- to 25-foot (5 to 8 m)
range.
(13) Tropical cyclones are most likely from June through
October with a peak threat during September and October.
About one to two cyclones threaten this coast in an average
year. Many of these storms have recurved, and some have
traveled across the Gulf states and weakened. However
heavy rains, storm tides, strong winds, high waves and
even tornadoes are a possibility when a tropical cyclone
is near.
(14) Coastal fog can plague the mariner, particularly in
late winter and spring when warm air moves in over the
still cool, coastal waters. Beyond 50 miles (93 km) the
warmer waters of the Gulf Stream tend to inhibit sea
fog. In those areas, a midwinter cold air outbreak could
produce fog. Visibilities are also restricted in rain and
showers.
(15)
North Atlantic Right Whales
(16) North Atlantic Right Whales are often within 30
miles of the South Carolina and Georgia coasts including
the approaches to Charleston and Savannah harbors from
November through April. (See North Atlantic Right
Whales indexed as such, in chapter 3 for more information
on Right Whales and recommended measures to avoid
collisions.)
(17) All vessels 65 feet or greater in length overall (LOA)
and subject to the jurisdiction of the United States are
restricted to speeds of 10 knots or less in a continuous
20-nm Seasonal Management Area between November 1
and April 30. The area is dened as the waters contained
by the following points:
(18)
North Atlantic Right Whale Management Area
From Wilmington, NC to beyond Savannah, GA
Point Latitude Longitude
A 34°10.5'N. 77°49.2'W.
B 33°56.7'N. 77°31.5'W.
C 33°36.5'N. 77°47.1'W.
D 33°28.4'N. 78°32.5'W.
E 32°59.1'N. 78°50.3'W.
F 31°50.0’N. 80°33.2’W.
G 31°27.0’N. 80°51.6’W., thence
due west to the
shore.
260 ¢ U.S. Coast Pilot 4, Chapter 7 25 AUG 2024
North Atlantic Right Whale Management Area
From Wilmington, NC to beyond Savannah, GA
Point Latitude Longitude
See 50 CFR 224.105 in chapter 2 for regulations, limitations, and exceptions.
(19)
Lighthouse Inlet to Steamboat Creek
(20) Lighthouse Inlet (32°41.2'N., 79°53.0'W.), between
Morris Island and Folly Island, has no channel across the
bar. The inlet is unmarked; entrance should be attempted
only with local knowledge on a rising tide with a smooth
sea. Small craft pass into Charleston Harbor by way of
Lighthouse Creek and also into numerous sloughs north
of Folly Island.
(21) Stono Inlet, 10 miles southwestward of Charleston
Harbor entrance, is entered over a shifting bar between
Folly Island and Kiawah Island. The inlet is subject to
continual change and should not be attempted without
local knowledge. The entrance buoys are not charted,
because they are frequently shifted in position to mark
the best water. Local shermen use the inlet.
(22) A sh haven, marked by a buoy and covered 15
feet, is in about 32°29.0'N., 80°00.3'W., about 5.6 miles
southwestward of the drill mineeld.
(23) Stono River, which joins Stono Inlet from
northward, is of little commercial importance except in its
upper reach above Elliott Cut, where it forms part of the
Intracoastal Waterway. In 2005, the reported controlling
depth was 8.5 feet from inside the inlet bar for about
13 miles to a junction with the Intracoastal Waterway
at Elliott Cut. Vessels usually enter the river by way of
the waterway from Charleston. In the summer, numerous
pleasure craft use Stono River and Folly River to reach
Folly Beach. The highway bridge about a mile below
Elliott Cut has a xed span with an authorized clearance
of 65 feet. An overhead power cable about 0.95 mile
below the bridge has a clearance of 91 feet at the center
of the river.
(24) A marina on the west side of Stono River, just north
of the highway bridge, provides berths with electricity,
gasoline, diesel fuel, water, ice, marine supplies, pump-
out station and wet storage. In 2012, 9 feet was reported
alongside.
(25) Folly River ows into Stono Inlet from the northeast
and Kiawah River from the west. Folly River is used
by pleasure craft and local shermen desiring to reach
Folly Beach. A channel marked by buoys leads about
2.3 miles upriver from the junction with Stono River at
Bird Key. The channel is subject to continual change and
local knowledge is advised when transiting the area. On
the southeast side of the river about 2 miles above the
entrance, a seafood plant has diesel fuel, water, ice and
marine supplies. State Route 171 highway bridge about
3.1 miles above the entrance is under construction (2012).
An overhead power cable close southwest of the bridge
has a clearance of 54 feet. Folly Creekenters Folly River
from the north about 2.7 miles above the mouth. State
Route 171 highway bridge about 2.9 miles above the
creek mouth is under construction (2012). An overhead
power cable at the bridge has a clearance of 48 feet and
another overhead power cable 0.4 mile above the bridge
also has a clearance of 48 feet.
(26) North Edisto River, about 10 miles southwestward
of Stono Inlet and 20 miles southwestward of Charleston
Harbor entrance, is of little commercial importance and
rarely used. Shoals extend offshore from the entrance as
much as 3 miles and form a shifting bar. Flats, which bare
at low water and are continually changing in character,
are on both sides of the entrance; caution is advised. The
entrance is marked by a lighted buoy and the channel by
a 314° lighted range and by buoys that are moved, when
practicable, to indicate the best water. The entrance is
well dened by breakers. A water tank about 1.7 miles
northeastward of the entrance is prominent.
(27) Two tributaries of North Edisto River, Wadmalaw
River from eastward and Dawho River from westward,
are part of the Intracoastal Waterway. Bohicket Creek
entrance is about 2.5 miles above the entrance to North
Edisto River. Rockville, a town about 1.1 miles above the
mouth of Bohicket Creek, has several piers and wharves
with 5 to 11 feet of water alongside at which fresh water
can be obtained. A marina at Rockville has berths with
electricity and 16 feet reported alongside; gasoline,
diesel fuel, water, ice, marine supplies and a 3-ton lift
are available. Hull, engine and radio repairs are available.
In 1980, the centerline controlling depth was 9 feet up the
creek to Rockville. Adams Creek, west of Rockville, has
several shrimp-boat piers and wharves with depths of 6 to
9 feet alongside. A boatyard close to the piers has a marine
railway that can handle craft to 75 feet for hull and engine
repairs. A 60-ton mobile lift can handle craft to 55 feet for
hull and engine repairs. A marina, about 3.3 miles above
the mouth of Bohicket Creek has various services and a
reported centerline controlling depth of 6 feet in 1991.
Steamboat Creek entrance, 6 miles above North Edisto
River entrance, is marked by a light and daybeacons.
(28)
Current
(29) On the bar the direction of the current is generally
across the channel. The ood current sets about westward
and the ebb eastward; both have considerable velocity.
Inside the bar, in the channel between the breakers, the
ebb current is to be guarded against, especially when
it sets across the north breakers. Predicted currents for
the North Edisto River entrance may be obtained from
the Tidal Current prediction service at tidesandcurrents.
noaa.gov. Links to a user guide for this service can be
found in chapter 1 of this book.
(30)
St. Helena Sound
(31) The entrance to St. Helena Sound is 7 miles
wide between Bay Point, the southern extremity of
25 AUG 2024 U.S. Coast Pilot 4, Chapter 7 ¢ 261
Edisto Island, on the northeast and Hunting Island
on the southwest. The 132-foot Hunting Island Light
(32°22'32"N., 80°26'16"W.) and the elevated tank on the
northern part of Hunting Island make good landmarks.
There are several channels through the shoals that extend
about 6 miles seaward from the sound entrance. In 1983,
the buoyed channel had a reported depth of 15 feet;
caution is advised. The mean range of tide on the bar
and in the entrance to the sound is about 6 feet. In 1973,
a survey revealed depths of 1 foot to 14 feet less than
those charted across the entrance to St. Helena Sound.
Caution is advised in navigating this area. In 1992, a
partially submerged wreck was 2.0 miles northeast of
South Edisto River Approach Lighted Buoy A in about
32°26.0'N., 80°16.0'W.
(32) Most important of the several navigable rivers
emptying into the sound are South Edisto, Ashepoo,
Coosaw, Morgan and Harbor Rivers; the rst three are
links in the route of the Intracoastal Waterway. The
Ashepoo-Combahee-Edisto (ACE) Basin National
Estuarine Research Reserve and National Wildlife
Refuge are Marine Protected Areas (MPA) in the central
portion of St. Helena Sound.
(33)
COLREGS Demarcation Lines
(34) The lines established for St. Helena Sound are
described in 33 CFR 80.712, chapter 2.
(35) South Edisto River, which empties into St. Helena
Sound immediately westward of Bay Point, is of little
commercial importance. The approach to the river is
marked by buoys. The river above its junction with
Dawho River, about 18 miles above Bay Point, is known
as Edisto River. Big Bay Creekis unmarked and empties
into the east side of South Edisto River just above Bay
Point. A marina about 0.3 mile above the creek entrance
on the south side has transient berths, gasoline, diesel fuel,
pump-out, water, ice and supplies. It has been reported
that small craft have run aground at night when making
Big Bay Creek from the northward by using the street and
house lights on Edisto Beach as guides; extreme caution
is advised.
(36) Edisto Beach State Park is about 2 miles
northeastward of Bay Point. A marked channel into South
Edisto River, about 3 miles southeastward of Bay Point,
has depths of 12 to 16 feet over the ocean bar.
(37) An unmarked sh haven is on the northeast side of
South Edisto River about 4.5 miles above Bay Point in
about 32°32.3'N., 80°23.3'W.
(38) The Intracoastal Waterway leads through South
Edisto River from landcuts at Fenwick Cut and Watts
Cut, about 5.3 miles and 11.3 miles above Bay Point,
respectively. This section of the river, between Fenwick
Cut and Watts Cut, is marked in accordance with
Intracoastal Waterway markings. In 1983, the reported
depth from Bay Point to the junction with the Intracoastal
Waterway at Fenwick Cut was 10 feet, and from Watts
Cut to Willtown Bluff, about 20 miles above Bay Point,
the reported depth was 10 feet.
(39) The river is usually entered from the Intracoastal
Waterway; the entrance from the ocean is rarely used.
(40)
Current
(41) Currents at the entrance have a velocity of about 2
knots; predictions may be obtained from the Tidal Current
prediction service at tidesandcurrents.noaa.gov. Links to
a user guide for this service can be found in chapter 1 of
this book. A draft of about 3 feet can be taken for about
8 miles above Willtown Bluff to Jacksonboro.
(42) Ashepoo River, about 4.5 miles westward of Bay
Point, ows into St. Helena Sound from northward on
the west side of Otter Islands. A highway bridge over
the river, 13 miles above the mouth, has a xed span with
a clearance of 20 feet. The side piers of a former swing
bridge adjacent westward of the xed bridge are used as
shing piers. An overhead power cable just westward of
the bridge has a clearance of 63 feet, and another overhead
power cable 4 miles above the bridge has a clearance of
84 feet. Mariners are advised to navigate with caution,
because depths vary greatly in the river.
(43) Coosaw River, which enters the head of St. Helena
Sound from westward, is important only as a link in the
Intracoastal Waterway. The river channel is irregular in
depth, partly because of the phosphate dredges that once
operated here.
(44)
Combahee River to Lucy Point Creek
(45) Combahee River, 3 miles above the mouth of the
Coosaw River, had a reported controlling depth of 11.4
feet, in 2001, for a distance of about 9 miles above the
entrance. The river is navigable for craft drawing up to
5 feet to U.S. Route 17 highway bridge 20 miles above
the entrance. The highway bridge has a xed span with
a clearance of 14 feet. The mean range of tide is 6.4 feet
at Fields Point, about 5.6 miles above the mouth of the
river, and 4.4 feet at the highway bridge.
(46) New Chehaw River, on the north side of the
entrance to Combahee River, is unimportant and has no
trafc. Old Chehaw River enters the Combahee River
from northward about 2 miles above New Chehaw River.
The town of Wiggins is about a mile above the junction
of Old and New Chehaw Rivers.
(47) Bull River enters Coosaw River from the northward
about 5 miles above the latter’s mouth. Two miles above
its mouth, Bull River divides into Williman Creek and
Wimbee Creek, which pass north and south, respectively,
of Williman Islands and rejoin 4.5 miles above the lower
junction. The upper section of Williman Creek where it
rejoins Wimbee Creek is known as Schooner Channel.
(48) Chisolm is a small town on the south bank of
Wimbee Creek about 1.5 miles above the lower junction
with Williman Creek. In 1983, the reported controlling
depth to Chisolm was 8 feet. A section of a former railroad
262 ¢ U.S. Coast Pilot 4, Chapter 7 25 AUG 2024
bridge, now used as a shing pier, is on the west side
of Wimbee Creek, 1 mile above the upper junction with
Schooner Channel. An overhead power cable with a
clearance of 80 feet crosses the creek at this point. In
1983, the reported controlling depth was 8 feet to the
shing pier by way of Bull River, Williman Creek and
Schooner Channel; between Chisolm and the upper
junction with Schooner Channel, Wimbee Creek is nearly
dry in places at low water.
(49) Parrot Creek, which enters Coosaw River on the
south side directly opposite Bull River, is a 2-mile link
between Coosaw and Morgan Rivers. The reported
controlling depth through the creek was 11 feet in 1994–
1999. Daybeacons mark the north entrance. In 1999,
shoaling to bare was reported just north-northwest of
Daybeacon 2 in the north entrance to Parrot Creek.
(50) Lucy Point Creek, about 2 miles westward of Parrot
Creek, also connects Coosaw and Morgan Rivers. In
1994–1999, the reported controlling depth in the creek
was 8 feet, for about 0.3 mile. Currents in the creek
are reported to be very changeable and unpredictable.
A highway bridge crossing the creek 0.3 mile from the
entrance has a xed span with a clearance of 14 feet. The
adjacent power and telephone cables have a clearance of
28 feet. There is a surfaced launching ramp close north
of the xed bridge. A daybeacon marks the entrance.
(51)
Morgan River
(52) Morgan River ows into St. Helena Sound from
westward. The river is about 8 miles long and at its head
connects with Chowan Creek, a tributary of Beaufort
River. At the divide, this passage is nearly dry at low
water where U.S. Route 21 highway bridge has a 28-foot
xed span with a clearance of 4 feet. The mean range
of tide near the head of Morgan River is about 7 feet.
A marina on the south side of the river about 4.9 miles
above the mouth has gasoline, diesel fuel, a pump-out
facility, ice, water supplies and berths with electricity.
Hull, engine and electronic repairs can be made. In 2013,
the reported approach depth was 15 feet. Cofn Creek,
on the south side of Morgan River near the mouth, has a
shrimp-packing plant 1.7 miles above the creek mouth.
Village Creek, about 0.8 mile above Cofn Creek, has
two shrimp-packing plants where diesel fuel and supplies
may be obtained in an emergency only. Edding Creek is
about 1.5 miles west of Village Creek.
(53) On Jenkins Creek, about 2.1 miles westward of
Edding Creek, are two shrimp-packing plants on the east
side of the creek about 1.5 to 2 miles above the mouth.
In 1994–1999, the reported controlling depth was 11 feet
to these plants where diesel fuel, water and ice can be
obtained in an emergency.
(54) On the south shore of the Morgan River, west of
Jenkins Creek, a marina has berths, electricity, gasoline,
diesel fuel, water, ice, wet and dry storage, marine
supplies, launching ramp and a pump-out station. Hull,
engine and electronic repairs can be made; a 50-ton lift
is available.
(55)
Johnson Creek to Skull Inlet
(56) Johnson Creek, at the northern end of Hunting
Island, was reported closed at low water in 1973.
Extensive shoals, bare at low water, are eastward and
northeastward of the mouth of the creek. The area should
be used only at high water by shallow-draft vessels with
local knowledge.
(57) Fripp Inlet, reported to be marked by private buoys,
is south of St. Helena Sound between Hunting Island and
Fripp Island. Two spherical water tanks on cylindrical
supports, on Fripp Island southwestward of the inlet,
are prominent. The entrance is well dened by breakers
and ats that show at low water. The entrance is subject
to continual change; entrance should not be attempted
without local knowledge. A highway bridge across the
inlet has a xed span with a clearance of 15 feet. On
Old House Creek, about 0.3 mile westward of the bridge
and on the south side of the inlet, is a marina where
gasoline, diesel fuel, water, ice, a launching ramp, some
marine supplies and a 2-ton mobile hoist are available.
In 1983, the reported controlling depth was 6 feet from
the entrance to the marina 1.6 miles above the mouth
and 12 feet alongside the oat. Just southeastward of the
marina is the Fripp Island Sea Rescue Heliport. In cases
of emergency, the heliport can be contacted through the
marina or Fripp Island security on VHF-FM channel 16;
telephone 843–838–2832, 843–838–2334.
(58) Harbor River, at the head of the inlet, connects with
St. Helena Sound to the eastward. Story River connects
Fripp Inlet with Trenchards Inlet and Station Creek to the
westward. In 1983, the reported controlling depth was 5
feet in Harbor River and 5 feet in Story River. U.S. Route
21 highway bridge over Harbor River, 0.5 mile above the
mouth, has a swing span with a clearance of 15 feet—the
bridge is under construction (2019). An overhead power
cable crossing along the southwest side of the bridge has
a clearance of 110-feet. Wards Creek, on the north side
of Harbor River 0.25 mile above the highway bridge, has
a shrimp-packing plant about 1.2 miles above the mouth
where emergency supplies may be obtained. In 1983, the
reported controlling depth was 4 feet.
(59) Skull Inlet, 3 miles southwest of Fripp Inlet, is a
narrow passage with little water over the bar.
(60)
Pritcharts Inlet to Beaufort
(61) Pritchards Inlet (32°17.0' N., 80°33.0' W.), 5 miles
northeast of Port Royal Sound, is a narrow passage from
the ocean to Moon Creek that connects with the upper
part of Trenchards Inlet; there is very little water over the
bar.
(62) Trenchards Inlet, just northeast of Port Royal
Sound, has a bar that extends about 2 miles from shore;
25 AUG 2024 U.S. Coast Pilot 4, Chapter 7 ¢ 263
the narrow unmarked channel over the bar had a reported
controlling depth of 3 feet in 1983. Local knowledge is
advised. This inlet is connected at its head by Station
Creek, which joins Port Royal Sound to the westward.
(63) Port Royal Sound, one of the largest deepwater
harbors on the Atlantic Coast between Cape Henry and
Key West, has an entrance about 2 miles wide between
Bay Point on the northeast and Hilton Head on the
southwest. It is about 50 miles southwest of Charleston
and is the ocean entrance to Port Royal and Beaufort.
(64)
COLREGS demarcation lines
(65) The lines established for Port Royal Sound are
described in 33 CFR 80.712, chapter 2.
(66)
Prominent feature
(67) Three water tanks on Hilton Head Island are the most
prominent objects at the entrance to Port Royal Sound.
The entrance is between shoals that extend up to 10 miles
offshore. The land on both sides of the entrance is low and
marshy and fringed by sand beaches and timbered land.
The breaking shoals are prominent. Port Royal Sound
Lighted Buoy P (32°05'08"N., 80°35'02"W.) marks the
entrance.
(68)
Channels
(69) A federal project provides for a dredged channel
27 feet deep across the bar and through the sound to
Bay Point, thence 24 feet in Beaufort River to a 27-foot
turning basin in Battery Creek at Port Royal. For detailed
channel information and minimum depths as reported
by the U.S. Army Corps of Engineers (USACE), use
NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.
(70) Several unmarked channels, all requiring local
knowledge, lead through the breakers. South Channel
to the westward of the dredged channel and Southeast
Channel, between Martins Industry and St. Michaels
Breaker just north of it, are the more important. The
dredged channel is well marked by lights, lighted ranges
and buoys. The channel in Beaufort River, from the
dredged channel northward to Beaufort, is part of the
Intracoastal Waterway and had a reported controlling
depth of 12 feet in 1983.
(71)
Anchorages
(72) Port Royal Sound has natural depths of from 26 to
50 feet and is sometimes used as a harbor of refuge in
winter. The best anchorage is off the mouth of Beaufort
River westward of Bay Point northwest of Lighted Buoy
25. The holding ground on the rocky bottom south of Bay
Point is poor. There is also good anchorage in 22 to 26
feet to the eastward of the dredged channel off the mouth
of Chowan Creek.
(73)
Dangers
(74) The breaking shoals extending almost 10 miles off
Bay Point, eastward of the entrance channel, and for about
8 miles off Hilton Head Island, are the principal dangers.
In thick weather, vessels should not approach the entrance
too closely before picking up the pilot, especially on the
ood, when the current sets directly onto the shoals:
Martins Industry, the outermost shoal; St. Michaels
Breakers, just north of it; and the Great North Breakers,
between it and Bay Point. Gaskin Banks,Fishing Bank
and Joiner Bank are to the westward of the entrance
channel. In 1995, a submerged wreck was about 1.5 miles
southwest of Port Royal Sound Lighted Whistle Buoy
P, in about 32°04'05"N., 80°36'14"W., and submerged
obstructions were about 0.35 mile southward and 1
mile south-southwestward of Lighted Whistle Buoy P.,
in about 32°04'51"N., 80°34'57"W., and 32°04'18"N.,
80°35'31"W., respectively.
(75) Danger zones of rie and pistol ranges are in Broad
River, Archers Creek and Ribbon Creek. (See 33 CFR
334.480, chapter 2, for limits and regulations.)
(76)
Current
(77) The tidal currents on the bar have a velocity of 1.5
knots, off Hilton Head 1.8 knots and at Beaufort River
entrance 1.4 knots. Winds greatly inuence the velocity of
the tidal current, especially on the runout after prolonged
easterlies, which on the ebb often reaches 5 knots. The
current generally sets fair with the channel, except at the
turn from the entrance channel into Bay Point Reach,
where a strong current sets diagonally across the channel.
Here, on the ebb, vessels should exercise caution lest they
be set onto St. Michaels Breakers, eastward of the bar
channel. The tidal currents in the sound have a velocity
of 2 knots or more at times. The tide rips on Fishing Rip
sometimes have the appearance of breakers. Predictions
for a number of places in Port Royal Sound and vicinity
are available from the Tidal Current prediction service at
tidesandcurrents.noaa.gov. Links to a user guide for this
service can be found in chapter 1 of this book.
(78)
Weather, Beaufort, Port Royal Sound and vicinity
(79) Beaufort and Port Royal Sound have a pleasant
climate where summers are warm and humid while
winters are mild. Winds are generally from the northeast
in fall and winter and southerly in spring and summer;
the average wind speed is around 10 knots.
(80) The average high temperature at Beaufort is 76°F
(24.4°C) while the average low is 57°F (13.9°C). July is
the warmest month with an average high of 91°F (32.8°C)
and an average low of 74°F (23.3°C). January is the
coolest month with an average high of 58°F (14.4°C) and
an average low of 39°F (3.9°C). Each month June, July
and August has reported temperatures in excess of 100°F
(37.8°C), and the all-time warmest temperature of 106°F
(41.1°C) occurred in June 1985 and July 1986. Each
264 ¢ U.S. Coast Pilot 4, Chapter 7 25 AUG 2024
month October through April has recorded minimums of
freezing or lower, and the coolest reading on record is
5°F (-15°C), recorded in January 1985. In any given year,
90°F (32.2°C) or warmer temperatures can be expected
on 56 days while temperatures below freezing can be
expected on 25 days.
(81) Summer is the rainy season (June–August), during
which 38 percent of the annual rainfall is accumulated on
about 7–9 days per month, mostly in the form of showers
and thunderstorms. The annual average precipitation
for Beaufort is 50 inches (1,270 mm). August is the
wettest month, averaging over 7 inches (178 mm), and
November is the driest month, averaging 2.4 inches (61
mm). Snowfall is rare in Beaufort, averaging less than 1
inch (25 mm) each year. Snow has fallen in each month
December through March, and nearly 6.5 inches (165.1
mm) fell in one 24-hour period during February 1973.
(82) Since 1842, 66 tropical storms have come within 50
miles (93 km) of Beaufort, South Carolina, 25 of these
storms since 1950. The most noteworthy in recent time
was in 1959 when Hurricane Gracie made landfall just
east of Beaufort near Edisto Island at noon on September
29. The Marine Corps Air Station at Beaufort reported
sustained winds of 84 knots with gusts to 120 knots. Wind
damage for the Beaufort area was the worst on record and
ooding was extensive.
(83) Fog occurs mostly in the winter and may be
experienced from October to April or after a very warm
day when there is a sharp drop in temperature at night. It
usually burns off in the forenoon. Easterly winds bring
in the fog and westerly winds clear it away.
(84)
Pilotage, Beaufort/Port Royal
(85) Pilotage is compulsory for all foreign vessels and for
U.S. vessels under register in the foreign trade. Pilotage
is optional for U.S. vessels that have on board a pilot
licensed by the Federal Government. Pilotage is available
from the Port Royal Branch Pilots Association, P.O. Box
404, Port Royal, SC 29935; telephone, 843–597–0017.
The pilot boards vessels at Port Royal Lighted Buoy P
(32°05'08"N., 80°35'02"W.) from a 40-foot pilot boat
equipped with VHF-FM channel 16. Pilotage is available
24 hours a day. Arrangements should be made in advance
by telephone or through the ship’s agent. A 24-hour notice
of arrival time is requested.
(86)
Towage
(87) There are no tugs at Port Royal or Beaufort. If
required, they may be obtained from Charleston or
Savannah by prior arrangements through ships’ agents.
(88)
Quarantine, customs, immigration and agricultural
quarantine
(89) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(90) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.)
(91)
Harbor regulations
(92) There are no harbor regulations at Port Royal and
Beaufort. The State Ports Authority Terminal at Port
Royal is under the jurisdiction of the Director of the South
Carolina State Ports Authority.
(93)
Wharves
(94) The South Carolina State Ports Authority Terminal
(Pier 21), on the northeast side of the turning basin in
Battery Creek at Port Royal, is the only deepwater facility
in the area. It is owned by the Authority and operated by
Port of Port Royal, Inc. The 500-foot marginal wharf at the
terminal had reported depths of 27 feet alongside in June
1983. A transit shed and a warehouse with 60,000 square
feet and 8,500 square feet of storage area, respectively,
are available at the terminal. The terminal has highway
and railroad connections. Lumber and agri-chemicals are
shipped from the terminal. The other facilities at Port
Royal include several small wharves and piers used by
shing vessels. There are only small-craft facilities at
Beaufort; these are described later in this chapter.
(95)
Supplies
(96) Some marine supplies and provisions are available
through ship chandlers in Savannah. Bunker C fuel oil
and diesel oil are brought in by barge or truck from
Savannah. Freshwater is piped to the South Carolina State
Ports Authority Terminal.
(97)
Repairs
(98) There are no drydocking or major repair facilities
for oceangoing vessels at Port Royal and Beaufort; the
nearest such facilities are at Charleston and Savannah.
(99)
Communications
(100) Rail freight and bus connections are available. There
are good highways to the outer islands and to Savannah,
Charleston, and inland places.
(101) Beaufort River, which ows into Port Royal Sound
from northward just inside Bay Point, is the approach to
the U.S. Marine Corps Recruit Training Depot on Parris
Island, Port Royal and Beaufort. The river is a link in
the Intracoastal Waterway; above the improved portion
depths of 12 feet or more can be taken to the city of
Beaufort.
(102) Station Creek joins Beaufort River from eastward 1
mile above Bay Point. An inside route used only by local
shermen leads from Port Royal Sound to St. Helena
Sound through Station Creek, Story River and Harbor
River. In 1983, the reported controlling depths were 5
feet in Story River, and Harbor River and in 1999, the
reported controlling depth in Station Creek was 3.5 feet.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 7 ¢ 265
(103) Cowen (Chowan) Creek, which empties into
Beaufort River from northeastward about 5 miles above
Bay Point, connects at its head with Morgan River.
Passage to Morgan River is restricted about 5 miles above
the mouth of Cowen Creek by U.S. Route 21 highway
bridge and by the shoals in that vicinity.
(104) Parris Island, on the west side of the entrance to
Beaufort River, is the site of a U.S. Marine Corps Recruit
Training Depot. The dock on Parris Island opposite the
mouth of Cowen Creek had a reported least depth of 6
feet alongside in 1983. The remains of an old U.S. Naval
graving dock are adjacent to the pier. Several tanks and
the many large buildings on the island are prominent.
(105) Battery Creek empties into Beaufort River from
northwestward 7 miles above Bay Point. Above the
turning basin at Port Royal, the creek, in 1999, had a
reported depth of 12 feet to State Route 802 highway
bridge, and thence in 1983, 7 feet in a narrow winding
channel to about a half mile below the railroad bridge.
At this point, 4.4 miles above the mouth, overhead power
cables crossing the creek have a clearance of 12 feet. The
highway bridge has a xed span with a clearance of 45
feet.
(106) Archers Creek, a narrow passage leading westward
from the mouth of Battery Creek to Broad River, is shoal
at its eastern end. There is exposed piling at its western
end. About midway of its length, a highway bridge has
a 34-foot xed span with a clearance of 16 feet. An
overhead power cable is close eastward of the bridge;
clearance is not known. The creek, along with Ribbon
Creek, is included in the danger zone of a rie range. (See
33 CFR 334.480, chapter 2, for limits and regulations.)
(107) Port Royal, a town on the north bank of the entrance
to Battery Creek, is one of the oldest settlements on the
Atlantic and of marked historical interest. The large
modern State Ports Authority Terminal, described earlier,
is here. Several plants above and below the terminal
process shrimp, crab, oysters and sh for shipment inland.
Port Royal is the terminus of a branch of the Seaboard
System Railroad.
(108) Beaufort (pronounced Bew-fert), on the point
of land jutting eastward into Beaufort River 11 miles
above Bay Point, is a city of great historical interest.
The city can also be reached from the northward via
the Intracoastal Waterway. There are motels, banks, a
hospital and numerous small businesses. A good portion
of the commercial life of the city is dependent on the
proximity of a U.S. Naval hospital, the Marine Corps
Recruit Training Depot, and the Marine Corps Air Station.
It has good highway connections with the mainland and
the other islands and beaches. It is served by a Class II
railroad. Principal commodities handled are sh, crabs
and oysters, which are trucked inland after processing,
and truck farming. There is fair anchorage in the stream
off the wharf westward of U.S. Route 21 highway bridge.
(109) The hospital at Beaufort maintains a pier with a
oating landing stage on the south side of Beaufort,
westward approximately 1.5 miles from U.S. Route
21 highway bridge. In 1989, the alongside depth was
reported as 12 feet. A phone on the pier connects directly
to the emergency room.
(110)
Small-craft facilities
(111) A municipal marina is on the south side of Beaufort,
just west of U.S. Route 21 highway bridge. Another
marina is on the south side of Factory Creek. These
facilities can provide gasoline, diesel fuel, transient
berths, electricity, water, ice, launching ramps, pump-out
station, marine supplies and wet and dry storage.
(112)
Broad River to Skull Creek
(113) Broad River, which enters Port Royal Sound on the
west side of Parris Island, extends northwestward about
16 miles. The river is not difcult to navigate as far as
Whale Branch, about 13 miles above the entrance. A
danger zone of a pistol range is on the west side of Parris
Island. (See 33 CFR 334.480, chapter 2, for limits and
regulations.) State Route 170 highway swing bridge with
a clearance of 12 feet crosses Broad River about 7 miles
above the entrance. (See 33 CFR 117.1 through 117.59
and 117.921, chapter 2, for drawbridge regulations.) In
2004, a replacement xed bridge was under construction
with a design clearance of 45 feet. Archers Creek, about 4
miles above the entrance of Broad River, connects Broad
River with Beaufort River to the eastward; the creek was
described earlier in this chapter.
(114) The railroad bridge, which crosses Broad River
about 15 miles above the entrance and 2 miles above
the junction with Whale Branch is in ruins. The center
swing structure remains and many of the plings from
the bridge remain and are deteriorating. The fendering
system for the bridge is gone and there are no lights—
mariners should use caution transiting through the bridge.
Pocotaligo River, Tuliny River, and Coosawhatchie
River are shallow streams that empty into the head of
Broad River.
(115) Whale Branch, which connects Broad River with
Coosaw River to the eastward, had a reported midchannel
controlling depth of 4.1 feet to U.S. Route 21 highway
bridge in 2001; thence in 2003, 5.4 feet was reported
to Coosaw River. Overhead power cables crossing the
branch have a minimum clearance of 40 feet; the cable
with this least clearance crosses the branch immediately
eastward of U.S. Route 21 highway bridge about 5.5 miles
above the mouth. The U.S. Route 21 highway bridge, 1.5
miles above the railroad bridge, has a xed span with a
clearance of 20 feet.
(116) Brickyard Creek, 5 miles eastward of the highway
bridges over Whale Branch, connects Coosaw River
with Beaufort River to the southward and is a link in the
Intracoastal Waterway.
(117) Chechessee River empties into Port Royal Sound
from westward. The State Route 170 highway bridge
crossing the river 10 miles above the mouth has a xed
266 ¢ U.S. Coast Pilot 4, Chapter 7 25 AUG 2024
span with a clearance of 20 feet. In 1983, the reported
controlling depth was 20 feet from the mouth of the
Chechessee River to just above Copp Landing on the
Colleton River, 5 miles above the mouth. These rivers
are of no commercial importance.
(118) Mackay Creek joins Chechessee River from
westward about 1 mile above its mouth. The creek,
partially marked by a private light and daybeacons,
connects Port Royal Sound with Calibogue Sound. This
passage is more difcult, narrow and erratic than the
route through Skull Creek. Local knowledge is advised.
In 2004, the reported controlling depth in Mackay Creek
was 8.3 feet. U.S. Route 278 highway bridge over
Mackay Creek from Buckingham Landing to Last End
Point has twin xed spans with clearances of 25 feet. An
overhead power cable crossing the river just north of the
bridge has a clearance of 43 feet.
(119) Skull Creek, a link in the Intracoastal Waterway,
enters Port Royal Sound from southwestward about 4
miles above Hilton Head and is described in chapter 12.
(120) Pinckney Island National Wildlife Refuge, is a
Marine Protected Area on Pinckney Island, between
Mackay Creek and Skull Creek.
(121)
Calibogue Sound
(122) Calibogue Sound is entered between Hilton Head
Island and Daufuskie Island, about 5 miles northward of
Tybee Light (32°01'20"N., 80°50'44"W.). The entrance
over the bar is obstructed by shifting shoals through
which are several crooked channels. The best channel
extends from Tybee Roads northward between Bloody
Point Range Front Light and the northwest end of the
submerged breakwater 1.9 miles northeast of Tybee Light.
The channel into the sound is marked by a daybeacon,
lighted and unlighted buoys. There are ample depths
inside the bar.
(123)
COLREGS demarcation lines
(124) The lines established for Calibogue Sound are
described in 33 CFR 80.715, chapter 2.
(125) Cooper River, of importance only as a section of
the Intracoastal Waterway, empties into Calibogue Sound
from westward about 3 miles above the entrance to the
sound.
(126)
May River to Broad Creek
(127) May River, which empties into Calibogue Sound
from westward about 6 miles above the entrance, is the
approach to the town of Bluffton, 7 miles above the mouth.
The reported controlling depth in the river to Bluffton was
6.0 feet in 2004. The river is marked by daybeacons as far
as Bluffton. Brighton Beach, a small town about 3 miles
downriver from Bluffton, has two small-boat launching
ramps. The overhead power cable near Buck Point has
a clearance of 35 feet over the narrow northern channel
and 68 feet over the southern channel. The clearances
for the power cable west of Bluffton are 53 feet over the
northern channel and 48 feet over the southern. Passage is
sometimes made from May River to Cooper River by way
of unmarked Bull Creek. The tides meet in Bull Creek,
forming ats. In 1999–2004, the creek had a reported
controlling depth of about 6 feet to the junction of Savage
Creek, thence the reported depth was 1 foot to a junction
with May River.
(128) Broad Creek ows into Calibogue Sound from
eastward, about 1.2 miles above the entrance to the sound,
and extends 6 miles into Hilton Head Island. In 2004–
2005, the reported controlling depth was 8.1 feet for a
distance of 5 miles. The creek is marked by private lights
and daybeacons for about 5.3 miles above the mouth.
(129) The xed highway bridge, 3.3 miles above the
mouth to Broad Creek, has a clearance of 65 feet.
(130) There are several marinas along Broad Creek with
berths, electricity, gasoline, diesel fuel, pumpout, water,
ice and wet storage available. Electronic, engine and hull
repairs can also be made.
(131)
Savannah River
(132) Savannah River, the boundary between the states of
South Carolina and Georgia, is 65 miles southwestward
of Charleston Harbor and 105 miles northward of the
entrance to St. Johns River. It is navigable for deep-draft
vessels to the upper end of Savannah Harbor, 19 miles
above the outer ends of the entrance jetties, and for barges
to the city of Augusta, 172 miles above the entrance.
(133) Savannah, on the south bank of Savannah River
about 15 miles above the outer end of the jetties, is
the second-largest city and chief port of the State of
Georgia. It is a leading southern port and is the main
distributing point for the surrounding country. The city
has considerable coastwise and foreign trade and is
connected with coastal cities to the north and south by
the Intracoastal Waterway, which crosses Savannah River
several miles below the waterfront terminals. The climate
is equable, and high-velocity winds are infrequent. The
water-borne commerce is of a widely varied nature.
Imports include petroleum products, sugar, lumber,
cement, gypsum, fertilizer materials, nonferrous ores,
textiles, plywood, molten sulfur, chemicals, agricultural
machinery and iron and steel products; exports include
petroleum products, kaolin clay, woodpulp, vegetable oil,
peanuts, grain, naval stores, paper products, tall oil, oil
seeds, scrap iron and agricultural machinery.
(134)
Prominent features
(135) Tybee Light (32°01'20"N., 80°50'44"W.), 144 feet
above water, is shown from an octagonal brick tower,
upper and lower thirds black, with a white center, on the
northeast end of Tybee Island.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 7 ¢ 267
(136) Prominent from seaward, are the water tank at Tybee
Island, the ashing red lights atop the three WBMQ radio
towers on Oatland Island, the large chemical plant
southwestward of Mackey Point, and the ve 200-foot-
high tanks on Elba Island, about 9 miles above the
entrance.
(137)
COLREGS demarcation lines
(138) The lines established for Savannah River are
described in 33 CFR 80.715, chapter 2.
(139)
Channels
(140) A dredged channel leads northwestward through
Tybee Roads, thence westward between submerged
jetties into the Savannah River. The dredged channel
continues for 16 miles to a turning basin at Kings Island,
thence for about 2.5 miles to the head of the project, about
500 yards below the US 17/SR 25 highway bridge. The
channel is well marked by lighted ranges, lights, lighted
and unlighted buoys. For detailed channel information
and minimum depths as reported by the U.S. Army
Corps of Engineers (USACE), use NOAA Electronic
Navigational Charts. Surveys and channel condition
reports are available through a USACE hydrographic
survey website listed in Appendix A.
(141) A 2.1-mile-long sediment trap is in Back River on
the north side of Hutchinson Island. A tide gate is at the
head of the sediment trap.
(142)
Anchorages
(143) Most vessels anchor northward or northeastward
of the virtual sea buoy, Tybee V-AIS T (31°57'52"N.,
80°43'10"W.), where depths range from 19 to 45 feet with
good holding ground. It is recommended that no vessel—
regardless of size—anchor within a two mile radius of
Tybee V-AIS T. There is no anchorage in Savannah River,
except in an emergency. Due to strong currents and heavy
river trafc, small vessels should not anchor in the river.
(144)
Dangers
(145) The set of the tidal current in and out of the various
sounds and inlets should be carefully considered by
vessels approaching Savannah by the inshore route. There
are several unmarked obstructions in the approaches. The
danger area of an Air Force air-to-air and air-to-water
gunnery and bombing range is about 15 miles seaward
of the light. (See 33 CFR 334.490, chapter 2, for limits
and regulations.)
(146) The entrance to the Savannah River is protected by
jetties. The north jetty is unmarked and awash at mean
high water and marked about 0.2 mile seaward of its east
end by a light. The south jetty is submerged at mean high
water and marked at the east end by a light.
(147) Moored vessels on the Savannah River are subject
to strong surging. Surging can happen at any time but is
aggravated by passing ships. All lines should be sufcient
in number for the size of the vessel and adequately
tensioned such that no movement is allowed at the dock.
These forces are compounded by narrow channels, tidal
range, current velocity and low tides. The entire shoreline
of the Savannah River is subject to these strong surges.
Mooring boats on or near both the Georgia and South
Carolina riverbanks, particularly in the areas between the
entrance jetties and Savannah City front, puts beachgoers,
their boats and any other property potentially in extreme
danger from passing large commercial ships. Mariners
are strongly advised to always maintain situational
awareness in all parts of the river, especially when in the
vicinity of large commercial ships.
(148)
Regulated navigation areas
(149) Regulations described below are found in chapter
2. General regulations which preceed the specic
regulations are also found in chapter 2 at 33 CFR 165.1
through 165.33. A safety zone has been established in the
Savannah River around the Garden City Terminal (near
Kings Island Turning Basin) and around cargo ships
loaded with military equipment transiting the river—see
33 CFR 165.704. Security zones have been established
surrounding escorted vessels transiting the Captain
of the Port Zone Savannah—see 33 CFR 165.749. A
security zone has been established at the LNG mooring
slip on Elba Island—see 33 CFR 165.751. A regulated
navigation area is in effect at certain times between
Tybee Roads approach channel and Fort Jackson (near
the eastern end of Hutchinson Island.)—see 33 CFR
165.756. Safety zones will be established at certain times
for heavy weather in the Savannah River—see 33 CFR
165.780.
(150)
Bridges
(151) An overhead power cable with a clearance of 221
feet crosses the main channel of the Savannah River
at Fig Island about 10.3 miles above the mouth. The
Eugene Talmadge Memorial Highway bridge near the
western edge of the city waterfront, 13 miles above the
mouth, has a xed span with a clearance of 185 feet
over the center span width of 500 feet. U.S. Route 17A
highway served by this bridge also crosses Back River
to the northeastward over a trestle with a 34-foot xed
span that has a clearance of 10 feet. The railroad bridge
crosses Back River about 1.2 miles above the Eugene
Talmadge Memorial Highway bridge on a trestle with
a 30-foot xed span that has a clearance of 11 feet; an
overhead power cable on the south side of this bridge
has a clearance of 15 feet. An overhead power cable
with a clearance of 208 feet crosses the main channel of
the Savannah River at Port Wentworth about 4.3 miles
above the Eugene Talmadge Memorial Highway bridge,
and another cable with a clearance of 55 feet crosses
the mouth of Middle River just to the east of the main
channel. The US 17/SR 25 (Houlihan) highway bridge
(under construction 2022) crosses the waterway about
a mile above Port Wentworth at the head of the federal
268 ¢ U.S. Coast Pilot 4, Chapter 7 25 AUG 2024
project. The highway continues on across Middle River
and Little Back River. A bridge across Middle River has a
17-foot xed span with a clearance of 5 feet, and a bridge
across Little Back River has a 40-foot xed span with a
clearance of 8 feet.
(152)
Current
(153) The velocity of the ebb current from the entrance
jetties to Savannah is from 2.2 to 3.1 knots. The ood
current has a velocity of from 1.6 to 2.4 knots. The
current is considerably inuenced by winds and freshets.
The predicted times of slack water and the times and
velocities of strength of ood and ebb at the entrance
to Savannah River are available from the Tidal Current
prediction service at tidesandcurrents.noaa.gov. Links to
a user guide for this service can be found in chapter 1 of
this book. On the outer reaches, a strong cross current
exists. These occur when heavy rain falls upriver or when
the water is released from the New Savannah Bluff Lock
and Dam.
(154) Currents set in the direction of the channel except
at the entrance near Tybee Light, where the ood sets
northwestward across the channel. Between the jetties
the ood sets 260°. Freshets occasionally occur in the
spring but do not endanger shipping at the wharves. Cross
currents also exist where tributaries intersect the river.
(155) A tide gate structure crosses Back River about 2.3
miles above its junction with Savannah River. The tide
gate allows water to enter Back River above the structure
on the tidal ood, and at high water slack the gate is
closed and the accumulated water is allowed to ow back
into the Savannah River northwestward of Hutchinson
Island. The tide gate operates automatically, and the
area immediately upstream and downstream has been
designated a restricted area and is marked by buoys and
signs.
(156)
Weather, Savannah and vicinity
(157) This area features a temperate climate with mild
winters and warm, humid summers. The average high
temperature at Savannah is 77°F (25°C) and the average
low is 56°F (13.3°C). July is the warmest month with
an average high of 92°F (33.3°C) and an average low
of 72°F (22.2°C). January is the coolest month with
an average high of 60°F (15.6°C) and an average low
of 39°F (3.8°C). Each month, May through September
has recorded temperatures in excess of 100°F (37.8°C)
while each month, October through April has recorded
temperatures of freezing or lower. The record high
temperature at Savannah is 105°F (40.6°C) set in July
1986 and the all-time minimum is 3°F (-16.1°C) recorded
in January 1985. The average number of occurrences of
maximum temperatures of 90°F (32.2°C) or warmer
is 76 days for any one year and the average number
days of occurrences of 32°F (0°C) or colder minimum
temperature is 24 days (based on the 1981-2010 climate
averages). The local climate varies signicantly between
the coast and the city region. The lessening Atlantic
inuence upriver results in about twice as many 90°F
(32.2°C) days in summer and twice as many freezing
nights in winter, as compared to the coast.
(158) Average annual rainfall in the Savannah area is about
48 inches (1219 mm). In general, the city receives about
5 to 6 more inches (127 to 152 mm) of precipitation on 5
to 10 more days, annually, than the coast. Summer tends
to be the rainiest season with near 38 percent of annual
average precipitation occurring during these months.
Precipitation is largely from afternoon thunderstorms,
although substantially higher amounts are seen with
tropical systems. Rainfall during late fall is at an annual
minimum. Precipitation during winter is typically more
uniformly distributed than in summertime. Measurable
snow and ice storms are a rarity. In fact, it is not
uncommon for some years to pass without any frozen
precipitation occurring.Average annual rainfall in the
Savannah area is about 48 inches (1219 mm). In general,
the city receives about 5 to 6 more inches (127 to 152
mm) of precipitation on 5 to 10 more days, annually,
than the coast. Summer tends to be the rainiest season
with near 38 percent of annual average precipitation
occurring during these months. Precipitation is largely
from afternoon thunderstorms, although substantially
higher amounts are seen with tropical systems. Rainfall
during late fall is at an annual minimum. Precipitation
during winter is typically more uniformly distributed than
in summertime. Measurable snow and ice storms are a
rarity. In fact, it is not uncommon for some years to pass
without any frozen precipitation occurring.
(159) Winds can exceed 35 knots in strong to severe
thunderstorms, which sometimes organize into squall
lines either ahead of, or along a cold front. Thunderstorms
can be particularly violent during spring when cold and
warm air masses collide.
(160) Dense fog at the airport occurs on an average of 4 to
5 days per month from September through January. This
is usually a radiation fog so that visibilities are poorest
in the early morning hours but improve during the day.
Along the coast, this type of fog is less frequent, but a
more persistent sea fog may hamper visibility in winter
and spring.
(161) The ofcial hurricane season runs from June through
November. However, the most likely time for the region
to be impacted by tropical systems is from August through
October. Since 1842, 85 tropical storms and hurricanes
have come within 50 miles (93 km) of Savannah,
Georgia, with 37 of these storms hitting since 1950.
Due to the geographical location and the indentation of
the Georgia coastline, direct landfalls in/near Savannah
are rare, especially recently, although historical records
show a higher number of hurricane strikes during the
mid-late 1800s. Typically, hurricanes approaching from
the Atlantic result in the highest storm surge, especially
storms that make landfall just south of Savannah.
However, storms making landfall along the Gulf Coast
can still signicantly impact the area with storm surge,
25 AUG 2024 U.S. Coast Pilot 4, Chapter 7 ¢ 269
high winds, heavy rain and/or tornadoes. More recently,
Hurricanes Matthew (2016) and Irma (2017) resulted in
the highest recorded storm tide levels since 1935, with
12.56 (3.8 m) and 12.24 feet (7.3 m) above MLLW at the
Ft. Pulaski tide gauge. Hurricane Matthew also produced
peak winds of over 90 mph (78 knots) on Tybee Island,
near the entrance of the Savannah River channel. Rainfall
totals from tropical systems typically reach 10+ inches
(500+ mm).
(162) The National Weather Service Ofce serving the
Savannah area is located at the Charleston International
Airport, where barometers are compared.
(163)
Pilotage, Savannah
(164) Pilotage is compulsory for all foreign vessels over
200 gross tons and U.S. vessels under register in the
foreign trade. Pilotage is optional for U.S. vessels in the
domestic trade, which have on board a pilot licensed
by the Federal Government. Pilotage is available from
the Savannah Bar Pilots Association, Inc.,130 Houston
Street, Savannah, GA 31412, telephone 912–236–
0226, FAX 912–236–6571, or email: Dispatcher@
savannahpilots.com. The pilots maintain three pilot boats;
the 64-foot GEORGIA, the 56-foot SAVANNAH and
the 55-foot CAROLINA. All have blue hulls and white
superstructures, y the code ag H, and are equipped
with VHF-FM channels 16, 14 and 13. The boats are in
direct communication with the pilot ofce in Savannah.
Communications on channels 16 and 14 are monitored
by the pilot’s ofce on a 24-hour basis and by the pilot
boats at all hours when working ships. All vessels should
contact the Savannah Pilot Ofce on VHF-FM channel
14 no later than 2 hours prior to arrival for pilot boarding
instruction. Pilots will board from the pilot boat in the
vicinity of one of the following pilot boarding areas to be
determined by the pilots based on vessels draft, height of
tide, and vessel trafc. “A” (31°56'04"N., 80°34'38"W.)
“B” (31°56'42"N., 80°41'20”W.) Vessels instructed to
proceed to Pilot Boarding Area “B” for boarding should
plan to approach south of Tybee Range in order not to
impede any trafc that may be underway in the channel.
Arriving vessels will be contacted by the pilot boat 1
hour prior to boarding for instructions concerning course,
speed and pilot ladder arrangements.
(165) Ships are taken in day or night; deeper draft vessels
are taken in on a rising tide. Pilots are arranged for in
advance by telephone or FAX (above), through the
Savannah Pilot Ofce, through VHF-FM channel 14 or
through ships’ agents.
(166) The Savannah River Pilots Association participates
in the North Atlantic right whale Early Warning System
(see North Atlantic right whales, indexed as such, chapter
3.)
(167) Pilotage for enrolled and public vessels is available
from Coastal Line Handling and Piloting, P.O. Box
15095, Savannah, GA 31416, telephone 912–344–4996,
or 24 hours at 912–657–5772. A six-hour advance notice
is requested. Coastal Line Handling and Piloting monitors
VHF-FM channels 16 and 18A.
(168)
Towage
(169) Tugs up to 7,000 hp are available at Savannah on a
24-hour basis; services must be arranged for in advance.
Vessels usually proceed from the bar to Savannah without
assistance. Tugs are available for docking, undocking
and when shifting berths. Vessels are met by tugs just
below their assigned berths or elsewhere in the harbor as
required.
(170)
Quarantine, customs, immigration and agricultural
quarantine
(171) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(172) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.) There are public and private
hospitals in the city.
(173)
Coast Guard
(174) A Marine Safety Unit is in Savannah. (See
Appendix A for address.) Tybee Coast Guard Station
is on the north side of Cockspur Island at the mouth of
the river, and Savannah Coast Guard Air Station is at
Hunter Army Aireld, south of the city.
(175) Savannah is a customs port of entry.
(176)
Harbor regulations
(177) The Savannah Port Authority has jurisdiction over
Savannah Harbor and the port district. Port and harbor
regulations are enforced within the port and port district
by the harbormaster, who can be reached at City Hall
or through the Savannah Port Authority, and by the
county and municipal police forces. Copies of the port
and harbor regulations are available from the Savannah
Port Authority, 42 E. Bay Street. A speed limit of 4 mph,
against the current, and 6 mph, with the current, is in force
within the harbor limits. The Georgia Ports Authority
owns and operates the state docks and warehouses.
(178)
Wharves
(179) There are numerous wharves of all types at
Savannah; only the major ones are described. Most of the
facilities have highway and railroad connections as well
as water and electrical shore power. The smaller facilities
at Savannah are used by barges and small vessels and
as vessel repair berths; these are not described. Cargo is
generally handled by ship’s tackle; special cargo handling
equipment, if available, is mentioned in the description of
the particular facility. The alongside depths given for each
facility described are reported depths. (For information
on the latest depths, contact the operator.)
(180) Facilities on the south side of Savannah River
below the Eugene Talmadge Memorial Bridge:
270 ¢ U.S. Coast Pilot 4, Chapter 7 25 AUG 2024
(181) Southern LNG, Elba Island Wharf (32°04'55"N.,
80°59'20"W.): Two unloading docks located in 40 acre
slip perpendicular to Savannah River shipping channel;
Slip maintained to 42 feet at MLW; North and South docks
each have 1,300 feet of berthing space with dolphins;
unloading platform with gangway; deck height 21 feet
at MLW; pipeline extends to ve storage tanks with total
capacity of 3.4 million barrels; import and export of
liqueed natural gas; owned and operated by Southern
LNG, Inc.
(182) ST Services, Savannah Terminal, East Tank
Farm, Dock No. 1 (32°04'48"N., 81°02'32"W.): 54-
foot face, 600 feet of berthing space with dolphins;
24 feet alongside; deck height, 17 feet; storage tanks,
543,850-barrel capacity; receipt of petroleum products;
owned and operated by ST Services.
(183) Phillips 66 Co., Savannah Terminal Wharf
(32°04'46"N., 81°02'38"W.): 87-foot face; 605 feet
of berthing space with dolphins; 34 feet alongside;
deck height, 15 feet; storage tanks with 150,000-barrel
capacity; receipt of petroleum products; owned and
operated by 76 Lubricants Co., a division of Tosco Corp.
(184) GP Gypsum Corp., Savannah Wharf (32°04'45"N.,
81°03'08"W.): 514-foot face; 746 feet of berthing space
with dolphins; 39 feet alongside; deck height, 13.9 feet; 3
shipside receiving hoppers, 800-tons per hour unloading
rate; open storage, 250,000-ton capacity; railway track
connection to CSX Transportation, Inc.; receipt of
gypsum rock and limestone by conventional bulk vessels;
owned and operated by GP Gypsum Corp.
(185) Savannah Bulk Terminal, LLC. Wharf, Berth
2 (32°04'45"N., 81°03'54"W.): 80-foot face; 1,100 feet
of berthing space with dolphins; 36 feet alongside; deck
height, 13 feet; open storage area for 250,000 tons;
vessel-loading spout, 1,100 tons per hour loading rate;
receipt and shipment of multiple dry bulk commodities,
operated by East Coast Terminal Co.
(186) East Coast Terminal Co. Wharf, Berths 3-7
(32°04'42"N., 81°04'06"W.): 1,800-foot face; 1,800 feet
of berthing space; 34 to 36 feet alongside; deck height, 13
feet; four transit sheds, total 304,900 square feet; 28 acres
open storage; pipeline extends from wharf to storage tank
in rear, 1 million-gallon capacity; receipt and shipment of
conventional and containerized general Cargo operated
by East Coast Terminal Co. & Stevedoring Savannah,
LLC.
(187) Georgia Ports Authority, Ocean Terminal, Berths
1-2 (32°05'11"N., 81°05'54"W.): 1,178-foot face; 1,250
feet of berthing space with dolphin; 42 feet alongside;
deck height, 15 feet; two transit sheds, total 171,950
square feet storage; surfaced open storage at rear; receipt
and shipment of conventional and containerized general
cargo; owned and operated by Georgia Ports Authority.
(188) Facilities on the north side of Savannah River
at Hutchinson Island below the Eugene Talmadge
Memorial Bridge:
(189) Crescent Towing, Savannah Wharf (32°05'03"N.,
81°05'22"W.): 375-foot face; 375 feet of berthing space;
15 feet alongside; deck height, 13 feet; mooring company-
owned oating equipment; owned by International Paper
Realty Corp. of South Carolina, and operated by Crescent
Towing.
(190) Savannah Marine Services Wharf (32°05'09"N.,
81°05'42"W.): 200-foot face; 200 feet of berthing space;
8 to 15 feet alongside; deck height, 13 feet; several diesel
crawler cranes up to 65-ton capacity, one 45-ton and
one 18-ton mobile cranes; mooring vessels for repair;
mooring oating drydock; mooring company-owned
oating equipment; owned and operated by Savannah
Marine Services, Inc.
(191) Facilities on the Southwest side of Savannah
River above Eugene Talmadge Memorial Bridge:
(192) Georgia Ports Authority, Ocean Terminal, Berth
13 (32°05'26"N., 81°06'08"W.): 975-foot face; 975 feet
of berthing space; 42 feet alongside; deck height, 15 feet;
three transit sheds, total 350,460 square feet storage; about
2 acres surfaced open storage with 83 acres of backup
open storage; receipt and shipment of conventional and
containerized general cargo.
(193) Georgia Ports Authority, Ocean Terminal,
Berths 14-17 (32°05'25"N., 81°06'18"W.): 1,128-foot
face (Berths 14 and 15); 1,041-foot face (Berths 16 and
17); 34 feet alongside; deck height, 15 feet; transit sheds,
total 327,700 square feet storage; receipt and shipment of
conventional and containerized general cargo; mooring
vessels.
(194) Georgia Ports Authority, Ocean Terminal,
Berths 18-20 (32°05'38"N., 81°06'22"W.): 1,666-foot
face; 1,666 feet of berthing space; 38 to 42 feet alongside;
deck height, 15 feet; transit shed, total 57,000 square feet
storage; surfaced open storage area; receipt and shipment
of conventional and containerized general cargo; receipt
of liquid latex.
(195) Colonial Terminals, Savannah Plant No. 1, Dock
1 (32°05'47"N., 81°06'32"W.): 60-foot face; 683 feet of
berthing space with dolphins; 38 feet alongside; deck
height, 12.5 feet; storage tanks to about 1.66-million
barrel capacity; receipt and shipment of petroleum
products, petrochemicals, and chemicals; loading harbor-
bunkering barges with bunker C and marine diesel fuel;
owned and operated by Colonial Terminals, Inc.
(196) Colonial Terminals, Savannah Plant No. 2, Dock
2 (32°06'06"N., 81°06'58"W.): 210-foot face; 750 feet
of berthing space with dolphins; 38 feet alongside; deck
height, 15 feet; storage tanks to 770,000 barrel capacity;
shipment and occasional receipt of dry bulk commodities,
including kaolin and fertilizer; shipment of liquid kaolin;
owned and operated by Colonial Terminals, Inc.
(197) IMTT Savannah North Wharf (32°06'36"N.,
81°07'26"W.): 240-foot face; 675 feet of berthing space
with dolphins; 38 to 40 feet alongside; deck height, 12
feet; pipelines extend from wharf to storage tanks, total
capacity 1.1-million barrels; receipt of crude oil; shipment
of petroleum products; shipment and occasional receipt
of asphalt; owned and operated by International Matex
Tank Terminals, Inc.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 7 ¢ 271
(198) Metro Ports Savannah Wharf (32°06'46"N.,
81°07'48"W.): 350-foot face (Dock B); 750 feet of
berthing space with dolphins; 70-foot face (Dock A); 36
feet alongside; deck height, 14 feet; covered storage to
100,000 square feet; 8 acres open storage; receipt and
shipment of miscellaneous dry bulk commodities; receipt
and shipment of break bulk commodities, including
logs, steel, and gypsum board; owned by Metropolitan
Stevedoring Company.
(199) NGC, Inc., dba National Gypsum (32°06'56"N.,
81°07'48"W.): 400-foot face; 650 feet of berthing space
with dolphins; 28 feet alongside; deck height, 12.3 feet;
open storage for 100,000 tons; one receiving hopper for
self-unloading vessels served by electric belt conveyor
system; receipt of gypsum rock; owned and operated by
NGC, Inc., dba National Gypsum.
(200) Georgia Ports Authority, Garden City Terminal,
Berth 50 (32°07'02"N., 81°07'52"W.): 80-foot face; 620
feet of berthing space with dolphins; deck height, 15 feet;
pipelines extend from wharves to storage tanks, 2-million
barrel capacity; one 2-ton telescopic boom for handling
hose; railway connection to CSX Transportation, Inc.,
and Norfolk Southern Corp.; receipt and shipment of
petroleum products, petrochemicals, and chemicals;
receipt of vegetable oil, liquid fertilizer, and liquid latex;
owned by Georgia Ports Authority; and operated by
Vopak Terminal Savannah, Inc.
(201) Georgia Ports Authority, Garden City Terminal,
Container Berth 6 (32°07'12"N., 81°08'00"W.): 1,690-
foot face; 1,690 feet of berthing space; 42 feet alongside;
deck height, 15 feet; 395 acres surfaced open storage area;
49,500 square feet covered storage area; container cranes
to 50 long tons; gantry cranes to 40 long tons; toplifts to
43 tons; stackers to 7.5 tons; forklifts to 25 tons; railway
connection to CSX Transportation, Inc., and Norfolk
Southern Corp.; receipt and shipment of containerized
and roll-on/roll-off general cargo; owned and operated
by Georgia Ports Authority.
(202) Georgia Ports Authority, Garden City Terminal,
Container Berths 1-5 (32°07'36"N., 81°08'12"W.):
2,369-foot face (Berths 4-5); 2,369 feet of berthing space;
2,478-foot face (Berths 1-3); 2,478 feet of berthing space;
42 feet alongside; deck height, 15 feet; container cranes
to 50 long tons; gantry cranes to 40 long tons; toplifts to
43 tons; stackers to 7.5 tons; forklifts to 25 tons; railway
connection to CSX Transportation, Inc., and Norfolk
Southern Corp.; receipt and shipment of containerized
and roll-on/roll-off general cargo; owned and operated
by Georgia Ports Authority.
(203) Georgia Ports Authority, Garden City Terminal,
Container Berth 62 (32°08'11"N., 81°08'36"W.): 135-
foot face; 682 feet of berthing space with dolphins; 36
feet alongside; deck height, 15 feet; pipeline extends
from wharf to 17-million gallon storage tanks; one
swivel-jointed pipeline loading arm; railway connection
to CSX Transportation, Inc., and Norfolk Southern Corp.;
receipt of anhydrous ammonia; owned by Georgia Ports
Authority, and operated by PCS Phosphate.
(204) Facilities on the west side of Savannah River
(Port Wentworth):
(205) Savannah Sugar Renery Wharf (32°08'48"N.,
81°08'33"W.): 288-foot face; 30 feet alongside; 600 feet
of berthing space with dolphin; deck height, 18 feet;
pipeline extends from wharf to storage tanks, 3.66-million
gallons capacity; 150,000-ton covered storage area;
crawler cranes to portable 15-ton receiving hoppers
serving electric belt conveyors, extending to renery in
rear; receipt of raw sugar, molasses, and fuel oil for plant
consumption, owned and operated by Imperial Sugar
Company, Division of Louis Dreyfus Commodities,
LLC.
(206) Atlantic Wood Industries Wharf (32°08'51"N.,
81°08'35"W.): 217-foot face; 26 feet alongside; 400 feet
of berthing space with shore moorings; deck height, 12
feet; 35 acres open storage; forklifts to 10-tons; mobile
cranes to 50-tons; shipment of timber and timber products;
owned and operated by Atlantic Wood Industries, Inc.
(207) Georgia Steamship Co., Savannah Wharf
(32°09'09"N., 81°09'06"W.): 200-foot face; 36 feet
alongside; 800 feet of berthing space with dolphins; deck
height, 16 feet; 48 acres open storage; 230,000 square feet
covered storage; forklifts to 9 tons; receipt and shipment
of conventional general cargo, paper rolls, lumber,
plywood, supplies and equipment; owned and operated
by Georgia Steamship Co., subsidiary of Georgia-Pacic
Corp.
(208)
Supplies
(209) All kinds of marine supplies and provisions are
available at Savannah. Large vessels are usually bunkered
at berth in the harbor from barges. Fresh water is available
at most of the berths.
(210)
Repairs
(211) There are two major marine repair facilities at
Savannah that can make all types of hull, engine,
electrical, and electronic repairs to oceangoing vessels.
Both facilities are on the southwest side of the river,
about 200 feet and 0.85 mile above the Eugene Talmadge
Memorial Bridge, respectively. A graving dock, 540 feet
long, 73 feet wide, and 20 feet over the keel blocks at
mean low water, is at the more northerly facility; cranes
up to 50 tons are available here. The other facility has a
180-foot marine railway; cranes to 60 tons are available
here. Machine, electronic, electrical, sheet metal and
welding repair shops are off the waterfront at Savannah.
Floating cranes up to 75 tons are available.
(212)
Communications
(213) Savannah has excellent rail, water, highway and air
transportation facilities. Two railroads operate out of the
city. There is regular scheduled steamship service to all
parts of the world and considerable shipping coastwise
and along the Intracoastal Waterway. Two major airlines,
several bus lines and numerous truck lines serve Savannah.
272 ¢ U.S. Coast Pilot 4, Chapter 7 25 AUG 2024
The city has highway connections with Interstate Routes
16 and 95 and with U.S. Routes 17, 17A and 80.
(214)
Small-craft facilities
(215) Water and electricity are available at the Municipal
Dock, the only small-craft facility at Savannah. The
dockmaster can be contacted at City Hall. The nearest
place where gasoline, diesel fuel and other services can
be obtained is on the Intracoastal Waterway south of
Savannah at Thunderbolt, or at Isle of Hope. (See chapter
12 for details.)
(216)
<Deleted Chart Header>
(217) The Savannah River above Savannah is navigable
to the city of Augusta, 172 miles (198 statute miles)
above the mouth. A federal project provides for a 9-foot
channel over a width of 90 feet from near U.S. Route 17
highway bridge, 18.8 miles (21.6 statute miles) above
the mouth, to Augusta. (For detailed channel information
and minimum depths as reported by the U.S. Army
Corps of Engineers (USACE), use NOAA Electronic
Navigational Charts. Surveys and channel condition
reports are available through a USACE hydrographic
survey website listed in Appendix A.) Daybeacons mark
some of the shoal and critical spots in the river, but the
best guide for the mariner is the use of the chart to carry
the best water. The river is swift and tortuous; daybeacons
are sometimes carried away. Numerous foul areas exist
near the shore, and oating debris is a constant danger to
navigation. Local knowledge is advised.
(218) The freshet variation above the normal pool level of
the New Savannah Bluff Lock and Dam, 162.7 miles
(187.2 statute miles) above the mouth, is about 13 feet
ordinarily, with an extreme of 34 feet. The lock is 360
feet long and 56 feet wide and has a depth over the lower
miter sill of 10 feet. The depth over the upper miter sill at
normal pool level is 13½ feet; the vertical lift is 15 feet.
Anyone desiring lockage must contact the lock operator
at least 24 hours in advance at the New Savannah Bluff
Lock and Dam Ofce, 706-798-4644, or the James B.
Messerly Wastewater Treatment Plant, 706-793-1691.
Calls to either location should be made between 0800
and 1630, Monday through Friday, except on designated
holidays for City of Augusta ofces. The lock will be
operated seven days a week between the hours of 0800
and sunset on appointment. There is no navigation lock
in the dam about 4 miles above Augusta.
(219)
Bridges
(220) Between U.S. Route 17 highway bridge and the
lock and dam, the limiting clearances of the drawbridges
are 7 feet and 27 feet for the xed bridges. Between the
lock and the head of navigation the limiting drawbridge
clearances are 12 feet and the xed bridges 26 feet at
normal pool level. The bridgetender of the railroad
bridge at Clyo, about 53 miles above the mouth, monitors
VHF-FM channel 16 and works on channel 13; call sign,
WKB-679. (See 33 CFR 117.1 through 117.59, 117.371,
and 117.937, chapter 2, for drawbridge regulations.)
Overhead power cables with clearances of 76 feet and
53 feet cross the river 169.7 miles (195.3 statute miles)
and 174.8 miles (201.1 statute miles) above the mouth,
respectively.
(221) There are numerous landings between Savannah and
Augusta without wharves or rail connections. At New
Savannah Bluff Lock, fuel, supplies and services can be
arranged for by telephone. Fuel, supplies and services are
available at Augusta.
(222) A city wharf, a Georgia State barge terminal and an
oil terminal are at Augusta.
(223) The barge terminal has a depth of 9 feet alongside
and a transit shed with 40,000 square feet of storage
space. Modern freight-handling equipment up to 10-ton
lifting capacity is available, and the terminal is served by
rail and truck connections.
(224) The trafc on the river above Savannah is mainly
barges carrying petroleum products.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 7 ¢ 273
274 ¢ U.S. Coast Pilot 4, Chapter 8 25 AUG 2024
81°W
80°W
ALTAMAHA SOUND
OSSABAW SOUND
WASSAW SOUND
DOLBY SOUND
ST. JOHNS RIVER
ST. MARYS RIVER
ST. ANDREW SOUND
ST. SIMONS SOUND
SAVANNAH RIVER
GEORGIA
FLORIDA
Fernandina Beach
Savannah
81°30'W
Jacksonville
ATL ANTIC OCEAN
30°N
30°30'N
31°N
32°N
Chart Coverage in Coast Pilot 4—Chapter 8
NOAA’s Online Interactive Chart Catalog has complete chart coverage
http://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml
11502
ST. CATHERINES SOUND
SAPELO SOUND
11488
11502
NASSAU SOUND
Brunswick
31°30'N
25 AUG 2024
U.S. Coast Pilot 4, Chapter 8 ¢ 275
Savannah River to St. Johns River
(1) This chapter describes the coasts of South Carolina,
Georgia, and Florida from Savannah River to St. Johns
River and includes the deepwater ports of Brunswick, GA,
and Fernandina Beach, FL. Also discussed are Wassaw,
Ossabaw, St. Catherines, Sapelo, Doboy, Altamaha, St.
Simons, St. Andrew, Jekyll, Cumberland and Nassau
Sounds, and their tributaries, and several of the small
towns along these waterways.
(2) The Intracoastal Waterway for this section of the
coast is described in chapter 12.
(3)
Weather
(4) The southerly latitude and maritime exposure
inuence the climate of this coast. Winters are mild and
short. Polar air masses are moderated although unusually
strong, cold air outbreaks can cause foggy conditions
along the coast. Cold spells seldom last more than 2 or 3
days. The occasional winter storm results in strong winds
and rough seas from October through April. Waves of 8
feet (2.4 m) or more are reported about 20 to 30 percent of
the time in deep water, but gales occur less than 1 percent
of the time. However, winds of 40 to 50 knots have been
recorded in all of these months.
(5) From May through September peak winds offshore
are usually in the 30- to 40-knot range, although they
could climb higher in a severe thunderstorm or tropical
cyclone. Despite the low latitude, tropical cyclones are
infrequent along this coast. They are most likely from
June through October, and one can be expected to move
through some part of Georgia each year, usually from
the Gulf of Mexico. This fact holds coastal effects to a
minimum. The most dangerous are those from the east
through south. Because this portion of the coast lies
parallel to the mean track of most recurving storms,
the incidence of coastal crossing tropical cyclones is
extremely low. In addition to strong winds, high tides
and rough seas, these storms can trigger torrential rains,
severe thunderstorms and even tornadoes or waterspouts.
In general, however, summers are warm, but a persistent
cooling sea breeze is usually present from afternoon
into the early evening. Showers and thunderstorms are
common along this coast and can reduce visibilities for
brief periods. Obstructions to visibilities are most likely
to be caused during winter and early spring by fog. This
occurs when warm air moves across the cool coastal
waters that lie shoreward of the Gulf Stream. Visibilities
of less than 0.5 mile (0.9 km) have been observed about 3
to 5 percent of the time from December through February
in these waters.
(6)
ENCs - US4GA11M, US4FL50M
Charts - 11502, 11488
(7) The coast from Savannah River to St. Johns River
extends in a south-southwesterly direction for about 100
miles. Islands separated by numerous sounds and rivers
constitute the entire coast. In general these islands are
heavily wooded with marshy areas bordering them on
their western sides. The 5-fathom curve extends about
7 miles offshore except in the vicinity of St. Simons
Sound where 5 fathoms can be found as much as 12 miles
offshore.
(8) Caution must be observed along this section of the
coast because of the inshore sets caused by the numerous
rivers and sounds.
(9) Private lighted and unlighted buoys mark several
sh havens that have been established as much as 27 miles
offshore along this section of the coast.
(10) This section of the coast, due to its low relief,
presents no good radar targets.
(11)
COLREGS demarcation lines
(12) The lines established for this part of the coast are
described in 33 CFR 80.717 through 80.723, chapter 2.
(13)
Dangers
(14) Danger areas for air-to-air and air-to-water gunnery
and bombing ranges are off the Georgia coast; see 33
CFR 334.490, chapter 2, for limits and regulations.
(15)
Tybee Island to Wassaw Island
(16) From Savannah River to Wassaw Sound, a distance
of about 7 miles, the coast is formed by the shores of
Tybee Island, and Little Tybee Island which lie in a
southwesterly direction. Dangerous shoals extend from
the shores of the islands for a distance of 4.5 miles.
(17) On the north side of Tybee Island, the South Channel
of the Savannah River extends from the main channel at
the east end of Cockspur Island to the southwest end
of Elba Island where it again joins the main channel.
The east entrance is marked by lights. In 1979, the east
entrance had a controlling depth of 2 feet, thence in 1975,
the reported controlling depth was 5 feet to the junction
with the Intracoastal Waterway. In 1983, it was reported
that greater depths could be carried through the east
entrance with local knowledge. McQueens Island is west
276 ¢ U.S. Coast Pilot 4, Chapter 8 25 AUG 2024
of Tybee Island along the south side of South Channel.
Fort Pulaski National Monument includes Cockspur
and McQueens Islands. Fort Pulaski on Cockspur Island
was built during the period 1829–1847. Tybee Coast
Guard Station is on the north side of Cockspur Island.
The Intracoastal Waterway crosses the South Channel
through Elba Island Cut. The highway bridge crossing
the channel between Cockspur and McQueens Islands
has a 36-foot xed span with a clearance of 10 feet. A
xed highway bridge with a clearance of 35 feet crosses
the channel between Elba Island and Savannah, 1.5
miles northwestward of Elba Island Cut. An overhead
power cable with a clearance of 60 feet is immediately
southeastward of the bridge.
(18) Tybee Island, a summer resort at the eastern end
of Tybee Island, is conspicuous from seaward. An inside
approach to the beach is made from South Channel
through Lazaretto Creek and Tybee Creek, U.S. Route
80 highway xed bridge crosses Lazaretto Creek just
inside its entrance from South Channel; clearance is 35
feet. An overhead power cable with a clearance of 55
feet crosses the creek about 300 yards southward of the
bridge. In 1979, the controlling depth in Lazaretto Creek
was 6 feet from South Channel to about 0.2 mile south
of Route 80 highway bridge; thence in 1983, 3 feet was
reported to the junction with Tybee Creek; and thence 10
feet was reported in Tybee Creek to Tybee Island.
(19) Small craft occasionally transit the Tybee Inlet
entrance. Due to breakers and dangerous, shifting shoals,
caution is advised when transiting the area.
(20) In 1986, a partially submerged wreck was reported
about 0.3 mile south of the bridge in about 32°00'40"N.,
80°53'00"W.
(21) Chimney Creek extends north from Tybee Creek.
A sh camp on the creek has berths with electricity,
gasoline, water, ice, limited marine supplies and a 4-ton
lift. In 1983, 2 feet was reported available in the creek,
but local knowledge is advised.
(22) The remaining portions of Tybee and Little Tybee
Islands are generally low and marshy, although they have
many wooded hummocks with numerous creeks winding
among them. Several creeks ow into the sea, but they
are of little importance as their mouths are obstructed by
shoals with crooked channels of 2 to 3 feet in depth.
(23) The southwest part of Little Tybee Island, separated
from the main body by a stretch of marsh, is Beach
Hammock. It is distinguishable by a large and heavily
wooded hummock that marks the northern point of the
entrance to Wassaw Sound.
(24) The entrance to Wassaw Sound is about 9.5 miles
southward of Tybee Light (32°01'20"N., 80°50'44"W.).
Shoals extend offshore a distance of 4 to 4.5 miles from
the entrance, forming a shifting bar. In June 1983, the
reported controlling depth was 10 feet through the marked
bar channel. The entrance, used only by small boats, is
marked by a lighted buoy and the bar channel by lighted
and unlighted buoys. A private unlighted buoy marks a
sh haven about 5 miles eastward of the entrance buoy.
(25) In 1994, a sunken wreck about 1.2 miles southeast
of Wassaw Sound Buoy 9 was reported in about
31°53'00.5"N., 80°52'57.4"W. At low water, the pilot
house is fully exposed.
(26)
COLREGS demarcation lines
(27) The lines established for Wassaw Sound are
described in 33 CFR 80.717, chapter 2.
(28) After crossing the bar at the entrance to Wassaw
Sound, a channel with depths of 19 to 38 feet leads
through the southern part of the sound and for about 6
miles up Wilmington River to the Intracoastal Waterway.
The channel is marked by lights in its southern part.
(29)
Current
(30) The tidal currents in Wassaw Sound reach velocities
up to 2.2 knots. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(31) Bull River ows into Wassaw Sound from
northward. It is connected with the South Channel of the
Savannah River 5 miles below the city of Savannah by St.
Augustine Creek, the upper part of Wilmington River and
Elba Island Cut. The mouth of the river is obstructed by
shoals. In 1983, the reported controlling depth was 10 feet
from the mouth through St. Augustine Creek to a junction
with the Intracoastal Waterway. The entrance is marked
by a daybeacon. U.S. Route 80 highway bridge, 5.7 miles
above the mouth, has a xed span with a clearance of 20
feet. An overhead power cable with a clearance of 55
feet crosses the river close northwestward of the bridge.
A marina on the west side of the river, close south of the
bridge has berths, electricity, gasoline and diesel fuel,
water, ice and some boat repairs.
(32) Wilmington River ows into Wassaw Sound from
northwestward. The upper end of the river from the
junction with Skidaway River is part of the Intracoastal
Waterway. Turner Creek, which connects the Wilmington
and Bull Rivers, had a reported controlling depth of 4.9
feet in 2004, until its junction with Richardson Creek.
U.S. Route 80 highway bridge over Turner Creek, 1.6
miles above the mouth, has a xed span with a clearance
of 35 feet. An overhead power cable on the northeastern
side of the bridge has a clearance of 55 feet. The highway
bridge 3 miles above the mouth has a clearance of 34
feet. An overhead power cable on the southwest side
of the bridge has a clearance of 55 feet. Boatyards and
marinas on Turner Creek can handle craft to 60 feet for
hull, engine and electronic repairs. Gasoline, pump-out
station, wet and dry storage, water, ice and berths with
electricity are available.
(33) From Turner Creek, Richardson Creek winds
generally in a westward direction for about 4 miles
to Wilmington River. Two highway bridges crossing
25 AUG 2024 U.S. Coast Pilot 4, Chapter 8 ¢ 277
Richardson Creek about 2.3 miles from its eastern
entrance have xed spans with a minimum width of 13
feet and a minimum clearance of 5 feet. Overhead power
cables at the bridges and 0.3 mile westward have reported
minimum clearances of 32 feet. The velocity of the tidal
current at the entrance to Wilmington River varies from
1 to 2 knots. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(34) The coast between Wassaw and Ossabaw Sounds is
formed by Wassaw Island, which is triangular in shape
and has a length of about 4.5 miles and a width of about
3.5 miles in its widest part. In general, the island is low
and marshy; the strip of rm land forming the coastline is
only 0.3 to 0.8 mile wide. The rm land is heavily wooded
and has a broad sand beach backed by sand dunes. From
this shore dangerous shoals extend to a distance of 3 to 4
miles. The marshy portion of the island is cut by numerous
creeks winding among the heavily wooded hummocks.
Romerly Marsh Creek, and Odingsell River separate
the island from the islands to the westward.
(35)
Ossabaw Sound
(36) Ossabaw Sound, entered between the southern
end of Wassaw Island on the north and Bradley Point
(31°49.4'N., 81°02.9'W.) on the south, is a broad opening
in the coast about 15 miles southwestward of Tybee
Light. Most of the sound is shallow, and shifting shoals
extend seaward about 4 miles. The entrance to the sound
is marked by a lighted buoy. North Channel and South
Channel lead through the shoals into the sound. North
Channel is marked by buoys and daybeacons, and South
Channel is marked by a buoy, a daybeacon and a light.
Small local shing craft are the principal trafc seaward
from the sound. Strangers are advised not to enter as
breakers sometimes extend clear across the entrance.
Vernon River, Ogeechee River and numerous smaller
rivers and creeks enter the sound.
(37)
Fish haven
(38) A sh haven is about 2 miles east-southeastward of
Ossabaw Sound Entrance Lighted Buoy OS.
(39)
Vernon River
(40) Vernon River enters Ossabaw Sound from the
northwestward. The Intracoastal Waterway traverses a
portion of this river. Burnside River, Little Ogeechee
River and several creeks enter the Vernon River.
Montgomery, a town on Vernon River 5 miles above
the mouth, has highway connections with Savannah.
(41)
Ogeechee River
(42) Ogeechee River ows into the western part of
Ossabaw Sound. The river drains an extensive area and
is subject to ood conditions that continually change the
channel. Navigation to the Seaboard System Railroad
bridges, about 27 miles above the sound, is possible with
local knowledge. The rst railroad bridge has a 40-foot
xed span with a clearance of 7 feet. The second railroad
bridge, parallel to and immediately northward of the rst,
has a lift span with a clearance of 4 feet down and 41
feet up. (See 33 CFR 117.1 through 117.59 and 117.367,
chapter 2, for drawbridge regulations.) The overhead
power cable close northward of the more northerly bridge
has a clearance of 50 feet.
(43) A marina, with reported depths of 19 feet alongside
the berths, is just above Fort McAllister on the south
side of the river, about 11 miles above the entrance. The
marina can provide gasoline, diesel fuel, ice, marine
supplies, transient berths, pump-out station, a surfaced
ramp and wet and dry storage, and a 45-ton railway and
16-ton lift are available.
(44)
Current
(45) The currents in the Ogeechee River and Ossabaw
Sound have considerable velocity, particularly the
ebb setting out of the river. Current predictions for
several locations in Ossabaw Sound and vicinity can
be obtained from the Tidal Current prediction service at
tidesandcurrents.noaa.gov. Links to a user guide for this
service can be found in chapter 1 of this book.
(46)
Ossabaw Island to Timmons River
(47) The coastline between Ossabaw Sound and St.
Catherines Sound is formed by the eastern shore of
Ossabaw Island, which lies in a southwesterly direction
and has a length of 8 miles and a width of 6 miles. The
eastern half of the island is heavily wooded. The north
end forms the south shore of Ossabaw Sound.
(48) The seaward side of the island appears unbroken by
streams and shows as a white sand beach backed by heavy
woods. Dangerous shoals extend offshore nearly 5 miles.
(49) The southwestern point of the island borders on St.
Catherines Sound and is thickly wooded. The western
half is almost entirely marshy and is cut up by numerous
creeks that provide access to the higher ground to the
eastward. On the west the island is separated from the
marshes of the mainland by Bear River and Florida
Passage.
(50) St. Catherines Sound is about 24 miles
southwestward of Tybee Light. The entrance is over a
shifting bar that extends 5 miles offshore. The entrance
lighted buoy is about 7 miles offshore. In 1983, the
reported controlling depth in the marked bar channel was
278 ¢ U.S. Coast Pilot 4, Chapter 8 25 AUG 2024
8 feet. The points on its northern and southern sides are
wooded.
(51)
COLREGS demarcation lines
(52) The lines established for St. Catherines Sound are
described in 33 CFR 80.717, chapter 2.
(53) There are no towns on the sound, and strangers
seldom enter. Except for light-draft shing craft, little
trafc crosses St. Catherines Bar. Channels with depths
of 13 to 38 feet lead from inside the bar into the entrances
of its tributaries. The main body of the sound is exposed
and becomes quite rough in moderately bad weather.
Protected anchorage for small vessels is in Walburg
Creek on the south side of the entrance to the sound.
(54)
Current
(55) Tidal currents have considerable velocity at the
entrance and in the tributary rivers. See the Tidal
Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(56) The Intracoastal Waterway crosses St. Catherines
Sound just inside the entrance and affords passage
northward through Bear River and Florida Passage to
Ossabaw Sound and southward through North Newport
River and Johnson Creek to Sapelo Sound.
(57) Three main rivers enter the sound. Bear River
and North Newport River, which form a portion of
the Intracoastal Waterway, ow into the sound from
the northwestward and southwestward, respectively.
Medway River enters the sound from the westward. In
1983, there was a reported controlling depth of 10 feet
to Sunbury, a small settlement on the western shore 7
miles above the mouth of Medway River. Water can be
obtained at the wharf, which serves an oyster plant and
has a depth of 6½ feet alongside.
(58) Ashley Creek makes into the south side of Medway
River about 3 miles above the mouth. A sh camp, about
2.7 miles above the mouth of the creek at Yellow Bluff,
has berths with electricity, gasoline, water, a 2-ton mobile
lift and limited marine supplies. In 1983, a reported depth
of about 3 feet could be carried to the sh camp dock.
(59) Kilkenny Creek empties into the west side of Bear
River about 3.3 miles above the mouth. A sh camp,
about 1.8 miles above the mouth of the creek, has berths,
gasoline, diesel fuel, electricity, water, ice, pump-out
station and wet and dry storage. In 2002, a reported depth
of 10 feet could be carried to the sh camp.
(60) Belfast, a town on Belfast River, is reached by
way of the Medway River and Belfast River. In 1983,
the reported controlling depth in Belfast River was 4 feet
to Belfast. A pile of rocks, bare about 3 feet at low water,
stands in the midchannel with surrounding depths of 8½
feet off the bluff at Belfast.
(61) A marina, on the north side of North Newport River
about 8.6 miles above the mouth at Colonels Island, has
berths with electricity, gasoline, diesel fuel, water, ice,
a 3½-ton mobile lift, engine repairs and limited marine
supplies. In 1983, a reported depth of about 10 feet could
be carried to the marina via Timmons River.
(62)
Fish haven
(63) A sh haven, with a minimum depth of 3 feet, is on
the north side of Timmons River about 1.9 miles above
its mouth; caution is advised.
(64)
St. Catherines Island
(65) St. Catherines Island, which forms the coast from
St. Catherines Sound to Sapelo Sound, lies in a nearly
north and south line and has a length of 9 miles and a
width at its widest part of about 3 miles. The island is
at, and much of it is marshy with the higher part heavily
wooded.
(66) When viewed from a distance seaward, only dense
woods in level silhouette are to be seen on St. Catherines
Island. Closer inspection reveals a white sand beach, with
sand dunes 20 feet high near the center of the island that
show up from some directions. A prominent sand dune, 3
miles south of the north end of the island and about 1 mile
north of McQueen Inlet, is reported to show well from
seaward. McQueen Inlet, the only break in the shoreline
visible from seaward, is unimportant, as it is blocked by
shoals at low water. Dangerous shoals extend offshore for
5 miles.
(67) The island is separated from the marshes lying
between it and the mainland by Walburg Creek, Johnson
Creek and South Newport River. The entrance to Sapelo
Sound is between the south point of this island and the
north point of Blackbeard Island.
(68)
Sapelo Sound to Darien River
(69) Sapelo Sound is about 33 miles southwestward of
Tybee Light.
(70)
COLREGS demarcation lines
(71) The lines established for Sapelo Sound are described
in 33 CFR 80.717, chapter 2.
(72) A lighted buoy is 15 miles off the entrance. About 8
miles from the entrance the break in the shore can be seen
on a clear day. The tower of the abandoned lighthouse is
10 miles southwestward of the sound. Vessels should stay
in a depth of over 5 fathoms until the bar channel buoys
are seen because shoals extend about 5 miles offshore.
(73) With the aid of the chart, and on a rising tide
and a smooth sea, vessels should have no difculty in
entering during daylight by following the buoys. In
2001, a changeable area with shoaling to about 1 foot
was reported in about 31°32'29"N., 81°08'01"W., 0.75
25 AUG 2024 U.S. Coast Pilot 4, Chapter 8 ¢ 279
mile eastward of Experiment Shoal. A swash channel
between Experiment Shoal and St. Catherines Island has
a least depth of 1 foot. Another unmarked channel south
of the main channel has a reported depth of 8 feet and is
used by shing boats.
(74) No towns of any importance are on the sound or
tributaries. In northeasterly weather, anchorage can be
made in the lower part of South Newport River with fair
protection.
(75)
Current
(76) In the entrance to the sound the velocities of ood and
ebb are 2.1 and 2.5 knots, respectively. The Tidal Current
Tables should be consulted for current predictions. See
the Tidal Current prediction service at tidesandcurrents.
noaa.gov for tidal differences on Sapelo River and its
tributaries. Links to a user guide for this service can be
found in chapter 1 of this book.
(77) The Intracoastal Waterway enters Sapelo Sound
from the northward through South Newport River and
continues southward to Doboy Sound through Sapelo
River, Front River, Creighton Narrows and Old Teakettle
Creek.
(78) South Newport River ows into the sound from
northward just inside the entrance. In 1983, the reported
controlling depth in the river was 5 feet through Cross
Tide Creek to its junction with North Newport River,
thence 5 feet down that river to the Intracoastal Waterway.
Sapelo River, entering the sound from westward, is used
only by small shing boats, except for the lower part
below Front River, which forms a part of the Intracoastal
Waterway.
(79) In 2014, a draft of 7.5 feet could be carried from the
deeper waters of Sapelo River into the mouth of Front
River, at the head of which a dredged channel through
Creighton Narrows offers passage to Old Teakettle
Creek and thence to Doboy Sound. The Intracoastal
Waterway follows this route.
(80) Mud River, owing into the head of Sapelo Sound
from southward, is a broad shallow body of water.
(81) Julienton River enters Sapelo River from the
northwest about 3 miles above the mouth. Shrimp boats
base at Shellman Bluff on Broro River, locally known as
Shellman Creek, which enters Julienton River about 4.5
miles above its mouth. Berths with electricity, gasoline,
water, ice, two 2-ton lifts and limited marine supplies
are available. In 1983, it was reported that with local
knowledge 5 feet could be carried up Julienton River and
Broro River to the shrimp dock. Other facilities are at
Continment Bluff and Dallas Bluff on Julienton River, a
short distance above Broro River. These include gasoline,
diesel fuel, water, ice, provisions and lodging.
(82) Pine Harbor is on Sapelo River about 10.5 miles
above the mouth. In 1983, the reported controlling depth
was 1 foot from the junction of Sapelo River and the
Intracoastal Waterway to the landing at Pine Harbor.
(83) The coastline from Sapelo Sound to Doboy Sound is
formed by the shores of Blackbeard Island and Sapelo
Island. Blackbeard Creek, which empties into Cabretta
Inlet. From all directions, they appear as a single island
and are described as such. Taken together they are 10
miles long in a south-southwesterly direction and 4 miles
wide. Large portions of both islands are heavily wooded.
These islands present no well-marked distinguishing
features, except the usual sand beach backed by dense
woods in level outline and the abandoned lighthouse
tower near the south point of Sapelo Island. The western
part of Sapelo Island consists almost entirely of broad
marshes with numerous creeks. Most important of these
is Duplin River, which has deep water for several miles
and affords means of communication to the island. Sapelo
Island is separated from the marshes lying between it and
the mainland by Mud River and New Teakettle Creek.
(84) Blackbeard Island and the marshes surrounding
Blackbeard Creek make up Blackbeard Island National
Wildlife Refuge.
(85) Grays Reef National Marine Sanctuary has
been established to protect and preserve the live bottom
ecosystem and other natural resources of Grays Reef. The
sanctuary comprises a 16.68-square-mile area about 18
miles east of Sapelo Island. (See 15 CFR 922, chapter 2,
for limits and regulations.)
(86) Doboy Sound is 45 miles southwestward of Tybee
Light and 16 miles northeastward of St. Simons Light.
The entrance, between Sapelo Island and Wolf Island,
is about 1 mile wide and obstructed by shifting shoals
extending about 4.5 miles offshore. When approaching
the sound, vessels should stay in a depth of 5 fathoms or
more until the entrance buoys are sighted. If there is too
much sea to cross the bar, vessels are advised to enter via
St. Simons Sound and the Intracoastal Waterway.
(87) A cluster of sh havens is eastward of Doboy Sound;
the outermost is marked by a private unlighted buoy
about 20 miles eastward of the entrance to the sound. A
sunken wreck is about 6.5 miles east of the entrance to
the sound in about 31°21'24"N., 81°09'06"W.
(88) The marked channel over the bar at the entrance
to Doboy Sound is not considered safe for strangers
except on a rising tide and a smooth sea. The bar has
been changing over the past years. In 1983, the reported
controlling depth was 5 feet. An unmarked swash channel
with a least depth of 5 feet makes into the sound close
under the south point of Sapelo Island. The channels are
used by local shrimp boats.
(89) Doboy Sound extends northwestward about 5 miles
from the bar with a width of about 0.8 mile.
(90)
Current
(91) Tidal currents in the sound have a velocity of 2 knots
at the entrance. Predicted currents may be obtained from
the Tidal Current prediction service at tidesandcurrents.
noaa.gov. Links to a user guide for this service can be
found in chapter 1 of this book.
280 ¢ U.S. Coast Pilot 4, Chapter 8 25 AUG 2024
(92)
Anchorage
(93) Good anchorage is found anywhere in the channel
of the sound upstream from Commodore Island except
in the cable area.
(94) The Intracoastal Waterway enters Doboy Sound
through Old Teakettle Creek and passes southward
through North River, Darien River, Rockdedundy River
and Little Mud River to Altamaha Sound.
(95) Duplin River, entering Doboy Sound from northward,
is a small stream about 5 miles long. Submerged piling
extends off the northwest side of the entrance. In 1983,
the reported midchannel controlling depth was 9 feet
from the entrance to Pumpkin Hammock, thence 6 feet
for another 2 miles. A ferry from the mainland docks on
the eastern bank of the river, 0.3 mile upstream from the
entrance. The dock has a depth of 15 feet alongside.
(96) Sapelo Island is locally known as Lighthouse
Creek. The town is reached on high tide only. In an
emergency some services and supplies can be obtained
here. In 1983, the reported depth was less than 2 feet at
the creek entrance and bare halfway to the town.
(97) Old Teakettle Creek enters the sound from
northward about 1 mile northwestward of Duplin River
and forms a part of the Intracoastal Waterway. Shellbluff
Creek, which enters Old Teakettle Creek from the
westward about 0.7 mile from its northern entrance, in
1983, had a reported controlling depth of 5 feet to the
small packing plant at Valona. The docks are privately
owned by a shrimp-boatbuilding yard with a small marine
railway for hauling them out. Diesel fuel, water and ice
are available.
(98) Atwood Creek and Hudson Creek are small
streams emptying into the head of Doboy Sound from
the northwestward. In 1983, the reported controlling
depth in Atwood Creek was 5 feet for a distance of 2
miles, and 6 feet in Hudson Creek to the mouth of the
small creek leading to a small shrimp-packing plant at
Meridia Landing, which is about 1.5 miles by road
from Meridian. Gasoline, diesel fuel, water and ice are
available from the plant only in an emergency. A ferry to
Sapelo Island docks in Hudson Creek. In 1981, a sunken
wreck was reported in Hudson Creek about 1.4 miles
above the mouth.
(99) Carnigan River enters the head of the sound from
southwestward and is connected with North River by a
branch known as Buzzard Roost Creek. North River
enters Doboy Sound west of Doboy Island. It extends
westward 6 miles to the town of Ridgeville, where it joins
May Hall Creek, which, running southward, connects
with Darien River 5 miles above its mouth. Overhead
power cables with a minimum clearance of 51 feet cross
May Hall Creek at Ridgeville and 0.5 mile above its
junction with Darien River. A small-boat landing at the
town has gasoline, diesel fuel and water. Doboy Island
is wooded and has several buildings on its southwest end.
A small private landing is on the west side of the island.
(100) Back River, on the southern side of Doboy and
Commodore Islands, forms another seldomly used
entrance from the sound to North and Darien Rivers.
(101) South River, also little used, empties into Doboy
Sound from southwestward about 0.8 mile inside the
entrance. It extends in a general westerly direction for
3 miles, where it joins Little Mud River, a part of the
Intracoastal Waterway.
(102) Darien River extends southwestward for a distance
of 11.5 miles, where it joins the Altamaha River. Care is
necessary when navigating this river due to the shoals
and numerous oating snags. Water is fresh in the river at
Darien after the ebb has been running for about 3 hours.
The best route from Doboy Sound to the Darien River is
via the Intracoastal Waterway.
(103) Darien is 9 miles above Doboy Island on the north
bank of Darien River. Fishing and pulpwood are the main
industries. Some shrimp and shad shermen base here. A
good highway passes through the town from Savannah to
Brunswick, 18 miles away. Gasoline, diesel fuel, ice, fresh
water and supplies are available. Two marine railways,
owned by a packing company, can haul out shing boats
up to 75 feet. The reported depth of water alongside the
wharves was 8 to 15 feet in 1983. U.S. Route 17 highway
bridge crossing the river at the town has a xed span
with a clearance of 31 feet. The overhead cable about 100
yards west of the bridge has a clearance of 51 feet.
(104)
Wolf Island to Buttermilk Sound
(105) Between Doboy Sound and Altamaha Sound is Wolf
Island, which is about 2.5 miles long in a north-south
direction. Wolf Island including Egg Island, part of the
Wolf Island National Wildlife Refuge, are almost entirely
marsh. They are designated Federal Wildlife Wilderness
Areas and reported not accessible to the public.
(106) Altamaha Sound is 48 miles southwestward of
Tybee Light and 12 miles northeastward of St. Simons
Light. The entrance and the sound are obstructed by
shoals that are dangerous to navigation. A shifting channel
through the shoals extends 4 miles from the entrance. It
is advisable to enter Altamaha Sound via the Intracoastal
Waterway.
(107) Altamaha River is formed by the conuence of the
Oconee River and Ocmulgee River, 138 miles above
its mouth, and ows in a general southeasterly direction
entering the western end of Altamaha Sound. The river is
subject to freshets, and depths change radically. In 2016,
the controlling depth to the conuence was 3 feet. Depths
are less during the summer low-water period.
(108) U.S. Route 17 highway bridge over South Altamaha
River, 2.5 miles south of Darien, has a xed span with a
clearance of 35 feet. An overhead power cable on the west
side of the bridge has a clearance of 55 feet. Interstate
Route 95 highway bridge crossing South Altamaha River,
about 1.2 miles westward of U.S. Route 17 highway
bridge, has a clearance of 35 feet. (See 33 CFR 117.1
25 AUG 2024 U.S. Coast Pilot 4, Chapter 8 ¢ 281
through 117.59, 117.351, 117.363, and 117.365, chapter
2, for drawbridge regulations for drawbridges crossing
the Altamaha, Oconee, and Ocmulgee Rivers.)
(109) Little Mud River enters Altamaha Sound from
northward about 2.5 miles inside the entrance. The
Intracoastal Waterway passes through it. Buttermilk
Sound, which enters Altamaha Sound from the
southwestward, has an average width of 0.5 mile. At its
head the sound connects with Frederica River and Mackay
River; the latter connects with Back River. These three
rivers enter the western end of St. Simons Sounds from
northward, and Mackay River with Buttermilk Sound
forms part of the Intracoastal Waterway.
(110)
ENC - US4GA11M
Chart - 11502
(111) The coast between Altamaha and St. Simons Sounds
is formed by the shores of Little St. Simons Island, Sea
Island and St. Simons Island. These islands are separated
only by stretches of marsh traversed by small streams and
from seaward appear as one body of land, although from
certain points the marshes, alternating with patches of
trees, give the land an unusually broken appearance.
(112) St. Simons Island is the main body of land between
the two sounds, and in general description the other two
islands may be considered as parts of it. The three taken
together are 11 miles long and 6 miles wide at the northern
end, diminishing gradually to 2.5 miles near the southern
end. Immediately along the coast and in the central parts
it is heavily wooded. Between the two wooded portions
is a stretch of marsh from 1 to 1.5 miles wide extending
nearly the whole length of the island, and to the westward
it is separated from the mainland by extensive marshes,
through which ow the Frederica and Mackay Rivers,
joining Altamaha and St. Simons Sounds.
(113)
Hampton River to Blackbank River
(114) The northern portion of St. Simons Island is marshy
and traversed by Hampton River, a sizable stream
owing in an easterly and southeasterly direction, which
separates St. Simons and Little St. Simons Islands
and enters the sea 5 miles below Altamaha Sound.
The dangerous shoals on both sides of the channel are
unmarked; strangers should not attempt entrance from
seaward without local knowledge. In 2003, the reported
controlling depth was 10.5 feet from Buttermilk Sound
to Village Creek.
(115) Village Creek ows into Hampton River from the
southward, about 1.5 miles above its mouth. It goes
through a stretch of marsh separating Sea Island and St.
Simons Island. After a crooked course of several miles, it
joins the Blackbank River, a narrow and twisting stream
St. Simons Sound Entrance, Georgia
Image courtesy of United States Coast Guard (2014)
N
Brunswick
Jekyll Island
St. Simons Island
(118)
282 ¢ U.S. Coast Pilot 4, Chapter 8 25 AUG 2024
owing to the southward between the two islands and
entering the sea 4 miles south of Hampton River. In 1983,
the reported controlling depth was 4 feet for about 4.6
miles above the mouth, thence 1 foot to and through the
cut to Blackbank River and the Sea Island Bridge. Village
Creek is dry above the cut at low water. The highway
bridge crossing Blackbank River to Sea Island has a 15-
foot xed span with a clearance of 7 feet; overhead cables
about 200 feet south of the bridge have a clearance of
16 feet.
(116)
ENC - US4GA11M
Chart - 11502
(117) St. Simons Sound, 0.8 mile wide at the entrance, is
61 miles southwestward of Tybee Light and 27 miles
northward of Amelia Island Light. The sound forms a
good harbor and is the approach to the city of Brunswick
and Colonels Island. The entrance is obstructed by
dangerous shifting shoals, forming a bar that extends for
a distance of 5.5 miles offshore. A dredged channel
through the bar has a federal project depth of 38 feet. A
lighted buoy marks the entrance.
(119) Brunswick is on the eastern bank of East River
and Academy Creek opposite Andrews Island, 7.5
miles above St. Simons Light. It is 4.5 miles west of the
Intracoastal Waterway route, which connects it with ports
to the north and south. The city is the second-largest port
of commercial importance in Georgia. It is 104 miles
south of Savannah and 82 miles north of Jacksonville
by coastwise routes. The principal commodities handled
in the port are seafood, wood pulp, wood pellets, salt,
chicken feed, petroleum products, fertilizer, chemicals
and roll on/roll off cargo of all types. The principal
industries are seafood processing, steel fabrication, uff
and wood pulp, chemicals and roll on/roll off cargo.
(120) Brunswick Harbor comprises the improved
channel across the bar, St. Simons Sound, Brunswick
River, South Brunswick River and Turtle River.
(121) Brunswick River enters the sound from
southwestward just inside the entrance and provides
access for oceangoing vessels to the city of Brunswick.
For a distance of 2.8 miles above its mouth, the river has
an average width of 1.3 miles, but the deepwater channel
averages only 0.3 mile in width. Above Brunswick Point
the river has an average width of 0.7 mile to Andrews
Island, which divides it into two branches. The southern
branch is known as Turtle River and the northern branch,
on which the city of Brunswick is situated, is known as
East River to the mouth of Academy Creek.
(122)
Bridges
(123) The only bridge crossing the main channel is the
Sidney Lanier (U.S. Route 17) highway bridge at
Brunswick, 5.4 miles above the mouth, which has a xed
span with an authorized clearance of 185 feet. State Route
303 highway bridge, crossing Turtle River just above
the head of the improvement, has a xed span with a
clearance of 35 feet at the center; the nearby overhead
power cable clearance is 55 feet over the main channel.
The twin xed spans of Interstate 95 highway bridge, 0.6
mile upstream, have a clearance of 35 feet. There is little
river trafc above these bridges.
(124)
Prominent features
(125) St. Simons Light (31°08'03"N., 81°23'37"W.),
104 feet above the water, is shown from a white conical
tower attached to a brick dwelling on the north side of the
entrance to the sound. The abandoned lighthouse on the
north end of Little Cumberland Island, at the entrance to
St. Andrew Sound, and the ve tanks on Jekyll Island can
be seen to the southward. Near the beach eastward and
northeastward of St. Simons Light are many homes and
summer residences extending to the vicinity of Hampton
River. The three water tanks on St. Simons Island about
0.4 mile and 3.5 miles north of the light, the towers of
the xed bridge crossing Brunswick River and the tall
stacks of the Hercules Powder Company in Brunswick
and the pulpmill complex in northwestern Brunswick are
prominent.
(126)
COLREGS demarcation lines
(127) The lines established for St. Simons Sound are
described in 33 CFR 80.720, chapter 2.
(128)
Brunswick Harbor navigational guidelines
(129) The Brunswick Bar Pilots, with the concurrence of
various maritime interests, have established voluntary
navigational safety guidelines for the Port of Brunswick.
These guidelines are intended to minimize the risk of
collision or grounding by vessels using the various
waterways associated with the Port of Brunswick. They
are not intended to supersede or contravene any law,
regulation or rule promulgated by competent authority.
(130) (1) Transiting the Sidney Lanier (U.S. Route
17) Bridge: The advice and recommendations of the
Brunswick Bar Pilots should be followed by mariners
intending to transit the Sidney Lanier Bridge. Specically:
(131) (2) Transiting St. Simons Sound and the
Intracoastal Waterway (IW): The convergence of
the deep draft ship channel of St. Simons Sound and
the IW can pose signicant hazards to oceangoing
ships and tugs and tows transiting these waterways. To
preclude unplanned encounters between vessels in these
waterways, it is recommended that every transiting vessel
initiate a SECURITE call on VHF-FM channel 13 at the
following locations:
(132) (a) Inbound-upon passing the St. Simons Lighted
Buoy STS;
(133) (b) Upon departing any dock in the Port of Brunswick;
(134) (c) Northbound on the IW - upon passing Jekyll
Creek Light 19:
(135) (d) Southbound on the IW - upon transiting the xed
bridge over the Mackay River at Lanier Island (IW statue
25 AUG 2024 U.S. Coast Pilot 4, Chapter 8 ¢ 283
mile 674.5). The context of the SECURITE call should
include: The identity of the vessel, its destination, expected
ETA to the aforementioned converging waterways and
any special information concerning its maneuverability.
(136) (3) Docking or undocking vessels at Colonels
Island: The Georgia Ports Authority facility on Colonels
Island is a major terminal for automobile importation.
This terminal has three berths, each parallel to the south
bank of the South Brunswick River, and is accessed from
the Turtle River via a 0.9-mile channel approximately
400 feet in width. Vehicle carriers calling at this facility
are brought up the full length of the channel stern rst
with tug assistance. Docking and undocking from either
berth should not be attempted whenever the wind is from
the northeast at 25 knots or greater.
(137) (4) Meeting and passing on narrow waterways:
Oceangoing vessels over 400 feet LOA or drawing more
than 20 feet and tug and tows with a combined tonnage
of over 500 GRT should not meet or pass vessels of like
size on the following narrow waterways in the Port of
Brunswick area:
(138) (a) Cedar Hammock Range
(139) (b) Turtle River Lower Range
(140) (c) Colonels Island Terminal Access Channel
(141) (d) The St. Simons Outer Bar.
(141.001) (5) Stability discipline while entering/departing:
It is advised that masters ensure vessels arriving at the Port
of Brunswick have an adequate safe margin of stability
in accordance with the stability handbook provided by
the shipbuilder and/or approved by class. Every vessel
shall be able to answer any helm or telegraph order at
any time during the transit into, out of, or within the
port in accordance with Federal Navigation Regulations.
Mariners are advised that this periodic shoaling in the
channel has the potential to reduce safety margins in the
event vessels have reduced draft prior to arrival to meet
draft restrictions. Masters are advised to keep vessels
well within safe margins of stability if draft is reduced to
prevent the deterioration of navigational safety.
(142)
Channels
(143) A federal project provides for a channel 38 feet
deep through the bar, thence 36 feet deep in Brunswick
River and East River; and 30 feet deep in Turtle River
to the LCP Chemicals-Georgia Wharf. For detailed
channel information and minimum depths as reported
by the U.S. Army Corps of Engineers (USACE), use
NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.
(144) The channel through the bar is marked by lighted
buoys, two 303° directional lights and a 285° lighted
range. The channels inside the sound are marked with
lighted ranges, lights and lighted buoys.
(145)
Dangers
(146) An unmarked wreck, covered 25 feet, is in
31°03'10"N., 81°13'45"W., about 1.4 miles eastward of
the entrance to the bar channel. Several sh havens are
north, south and east of the approach to the bar channel.
Sediment traps, designed to trap advancing littoral
material, are on the north side of the entrance channel.
These traps may shoal at a rapid rate, spilling over into the
adjacent navigation channel; mariners should exercise
caution when operating near them.
(147) A rock ledge, about 600 to 800 feet long and covered
23 feet, is parallel to the south side of Cedar Hammock
Range in about 31°06'27"N., 81°25'53"W.
(147.001) The entire shoreline of the Brunswick River is
subject to strong surges. Using the minimum speed
necessary to safely steer large commercial vessels,
there will be potential to create some adverse effects in
the waterway on or near both the Georgia riverbanks,
particularly in the areas between the East River turning
basin at the Turtle River junction. This area is subject
to increased cross current that puts boats, and any other
property, potentially in danger from passing commercial
ships. Mariners are strongly advised to always maintain
situational awareness in all parts of the river, especially
in the vicinity of large commercial ships.
(148)
Anchorages
(149) There is good anchorage anywhere along the sides
of the channel off the range lines in St. Simons Sound
or Brunswick River. Depths of 22 to 79 feet may be
found in the sound between Jekyll Island and St. Simons
Islands and depths of 17 to 30 feet in the Brunswick River
directly westward of Jekyll Island. In the area westward
of the Brunswick Harbor Range, across the channel from
Brunswick, anchorage is only for small craft.
(150)
Current
(151) Tidal currents normally follow the general direction
of the dredged channel across the bar with a velocity of
2 knots. During northeasterly weather there is a strong
southerly set across the bar channel and in southeasterly
weather a strong northerly set. Current predictions for a
number of locations in the vicinity of St. Simons Sound
may be obtained from the Tidal Current prediction service
at tidesandcurrents.noaa.gov. Links to a user guide for
this service can be found in chapter 1 of this book.
(152)
Weather, Brunswick and vicinity
(153) The effect of the Atlantic on Brunswick is reected in
warmer winter-minimum and cooler summer-maximum
temperatures than inland locations. There is even a slight,
but noticeable, difference between the immediate coast
and the city. On St. Simons Island temperatures are a
few degrees cooler than in Brunswick, particularly in
summer. This results in more 90°F (32.2°C) days in the
city, but this average of 78 days is still a 15- to 20-day
284 ¢ U.S. Coast Pilot 4, Chapter 8 25 AUG 2024
improvement over cities farther inland. However, St.
Simons records about 16 days each year where minimums
drop to freezing or below, compared to about 11 days
in the city. The average high temperature in Brunswick
is 76°F (24.4°C) and the average low is 59°F (15°C).
July is the warmest month, with an average high of 90°F
(32.2°C) and an average low of 75°F (23.9°C). January is
the coldest month, with an average high of 61°F (16.1°C)
and an average low of 43°F (6.1°C). Each month May
through August has record temperatures at or above
100°F (37.8°C), and the all-time extreme maximum is
103°F (39.4°C), recorded in June 1985 and July 1980.
Each month November through March has recorded
temperatures below freezing, and the recorded minimum
is 6°F (-14.4°C), recorded in January 1985.
(154) Rainfall differences between coastal and land sites
are less noticeable than temperature differences, and
approximately 50 inches (1270 mm) is recorded annually
at Brunswick. Nearly half the annual precipitation occurs
as showers and thunderstorms on about 8 to 10 days
per month from June through September. September is
the wettest month, averaging 7.3 inches (185.4 mm) of
rainfall, while November is the driest, averaging less than
2.5 inches (63.5 mm). Snowfall is almost nonexistent
but has been recorded in each month December through
March. Four inches (101.6 mm) fell in December 1989.
Fog is common from November through March. On the
coast, visibilities drop below 0.5 mile (0.9 km) on 2 to 4
days per month. This type of fog is most frequent in the
early morning hours and usually lifts by late afternoon.
Any quick drop in temperature may bring fog.
(155) Since 1842, 69 tropical storms have come within 50
miles (93 km) of Brunswick, Georgia, 22 of these storms
since 1950. No major hurricane has made a direct hit
at Brunswick, but numerous weaker storms have made
their presence known. The distribution of direction is
rather uniform. Nearly as many storms have made initial
landfall in the northeastern Gulf of Mexico and crossed
northern Florida before affecting the Brunswick area as
those that approach the city from the south or southeast.
(156)
Pilotage, Brunswick
(157) Pilotage is compulsory for all foreign vessels and
U.S. vessels over 200 gross tons. Pilotage is optional for
U.S. vessels in coastwise trade that have on board a pilot
licensed by the Federal Government.
(158) The area is served by Brunswick Bar Pilots
Association, at 8 Glynn Ave. Brunswick, GA 31527;
telephone 912–280–9464 (24 hours), fax 912–280–
monitors VHF-FM channels 12 and 16 between 8:00
a.m. and 5:00 p.m. The Brunswick Coast Guard Station
on VHF-FM channel 16 will relay messages; telephone,
912–267–7999.
(159) The pilot boats are stationed in Frederica River just
below the causeway bridge. The pilot boats monitor VHF-
FM channels 12, 13 and 16. The pilot boats are GLYNN
and BRUNSWICK, both 50 feet long, with gray hull and
superstructure, and black trim with the word PILOT on
the superstructure. Both boats display the standard day
and night pilot signals. The pilot boarding and cruising
area is one nautical mile southeast of St. Simons Lighted
Buoy STS (31°02'49"N., 81°14'25"W.). Pilots board 24
hours a day from the pilot boats. Some occasional delays
may be incurred because of seasonal fog. Incoming
vessels are requested to rig the pilot ladder 1.5 meters
above the water, and cruise at a speed of about 8 knots.
(160) Pilotage should be arranged in advance, normally,
through ships’ agents; a 2-hour minimum ETA is required.
(161)
North Atlantic right whales
(162) Recommended two-way Whale Avoidance Routes
have been established in St. Simons Sound to reduce the
likelihood of ship strikes of endangered North Atlantic right
whales. All vessels are encouraged to use recommended
routes when traveling into or out of Brunswick Harbor.
The Brunswick Bar Pilots Association participates in the
North Atlantic right whale Early Warning System. (See
North Atlantic right whales, indexed as such, in chapter
3 for more information on right whales and recommended
measures to avoid collisions.)
(163) All vessels 65 feet or greater in length overall (LOA)
and subject to the jurisdiction of the United States are
restricted to speeds of 10 knots or less in the Southeastern
United States Seasonal Management Area between
November 15 and April 15. The area is dened as the
waters bounded to the north by 31°27'N., to the south
by 29°45'N., and to the east by 80°51.6'W. (See 50 CFR
224.105 in chapter 2 for regulations, limitations, and
exceptions.) Consult USCG Local Notice to Mariners
and USCG NAVTEX for information on Dynamic
Management Areas that are established to protect
aggregations of right whales.
(164) Approaches to St. Simon Sound lie within the
WHALESSOUTH Mandatory Ship Reporting Area.
Each self-propelled ship of 300 gross tons or greater
entering WHALESSOUTH from November 15 through
April 16 must participate in the WHALESSOUTH
Mandatory Ship Reporting System (See 33 CFR 169,
chapter 2, for limits and regulations, and chapter 3 for
sample reports). Sovereign immune vessels are exempt
from the requirement to report but are encouraged to
participate.
(165)
Towage
(166) Tugs up to 3,000 hp are available on a 24-hour basis;
tugs are required for docking and undocking oceangoing
vessels. Arrangements for tugs are made in advance
through ships’ agents.
(167)
Quarantine, customs, immigration, and agricultural
quarantine
(168) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 8 ¢ 285
(169) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.) Brunswick has a city hospital.
(170) Brunswick is a customs port of entry.
(171) Harbor regulations are under the control of the
Georgia Ports Authority, who can be contacted through
the port authority ofce or by telephone 912–264–7295.
(172)
Wharves
(173) Only the major deepwater port facilities at Brunswick
are described. These include the facilities along the
southwest side of the city that are owned and operated by
the Georgia Ports Authority, and one privately operated
facility on the east side of Turtle River above Brunswick.
These facilities have rail and highway connections, and
water and electrical shore power connections. Cargo
is generally handled by ship’s tackle; special handling
equipment, if available, is mentioned in the description
of the particular facility. The alongside depths given
for each facility described are reported depths. (For
information on the latest depths, contact the operator.)
The remainder of the facilities along the Brunswick
waterfront and on the east side of Turtle River are used
for servicing commercial shing vessels and small craft
and for handling seafood and barge trafc; these are not
described.
(174) East side of East River:
(175) Brunswick Lanier Terminal (31°07'42"N.,
81°29'33"W.): 250 feet of berthing space with dolphins;
deck height, 13 feet; pipeline to three storage tanks
with 310,000 barrels capacity; railway and highway
connections; receipt and shipment of petroleum products,
bunkering vessels; owned by Georgia Ports Authority and
operated by Blackwater Terminals.
(176) Brunswick Lanier Dock (31°07'48"N.,
81°29'34"W.); 500 feet of berthing space; deck height,
13 feet; portable conveyor with 20,000-ton capacity to
open storage area; covered storage area to 46,000 tons;
railway and highway connections; receipt of dry bulk
commodities including gypsum rock, cement, fertilizer
and perlite; owned by Georgia Ports Authority and
operated by Marine Port Terminals, Inc., Division of
Logistec Stevedoring U.S.A., Inc.
(177) Brunswick East River Terminal, Berths 1, 2,
and 3 (31°07'56"N., 81°29'36"W.): 1,665 of berthing
space; deck height, 13 feet; 46-ton gantry crane, 156-
ton pedestal crane, full portal ship-unloading tower with
750 tons per hour rate, 18-ton mobile crane, receiving
hopper to covered storage to 100,000 tons, open storage
to 40,000 tons, forklifts to 30 tons; railway and highway
connections; receipt and shipment of conventional,
break-bulk, and roll-on/roll-off general cargo and dry
bulk commodities; owned by Georgia Ports Authority
and operated by Marine Port Terminals, Inc., Division of
Logistec Stevedoring U.S.A., Inc.
(178) Brunswick Oil Wharf (31°10'26"N., 81°31'15"W.):
200 feet of berthing space with dolphins; 20 feet alongside;
deck height, 12 feet.
(179) South side of South Brunswick River:
(180) Colonels Island Terminal RO/RO Berths 1, 2 and
3 (31°07’55”N., 81°32’12”W.): 1,850 feet of berthing
space; 36 feet alongside; deck height, 14.5 feet; 650
acres paved open storage; auto cargo and import roll-
on/roll-off facility; owned and operated by the Georgia
Ports Authority. There are ve major vehicle processing
centers operating at this facility.
(181)
Supplies
(182) Provisions and some marine supplies are available at
Brunswick. Oceangoing vessels can obtain oil by barge
and diesel oil by truck. Gasoline and diesel fuel are
available to commercial shing vessels and recreational
craft.
(183)
Repairs
(184) There are no drydocking or major repair facilities for
oceangoing vessels in the port; the nearest such facilities
are at Jacksonville, FL, or Savannah, GA. Machine,
welding and electrical shops off the waterfront can make
limited above-the-waterline repairs.
(185) There are no special facilities at the port for use in
wrecking or salvage operations. Such equipment can be
obtained from Savannah or Jacksonville.
(186)
Communications
(187) The port is served by the several bus, rail and truck
lines and by Interstate I-95, U.S. Highway Routes 17, 82
and 341. Commercial ights operate out of the Brunswick
Golden Isles Airport in Brunswick and the airport on St.
Simons Island, about 6 miles east of Brunswick.
(188)
Small-craft facilities
(189) Gasoline, diesel fuel, water, ice, a pump-out station,
marine supplies and lift to 50 tons and hull, engine and
electronic repairs are available at Brunswick. Facilities
along the Intracoastal Waterway, eastward of the city, are
described in chapter 12.
(190) St. Simons Island and St. Simons are summer resort
towns on the southeast and south sides of St. Simons
Island, respectively. The concrete T-head shing pier at
St. Simons had reported depths of 14 to 21 feet alongside
in 1983.
(191) Frederica River joins St. Simons Sound from the
northward about 1 mile inside the entrance. Above its
junction with Mackay River at the north end of Lanier
Island, Frederica River extends northeastward for about
7 miles and rejoins Mackay River. This section is an
alternate route of the Intracoastal Waterway. In 2004–
2007, the reported midchannel controlling depth in
Frederica River was 4.4 feet.
(192) The xed highway bridge crossing Frederica River
from St. Simons Island to Lanier Island has a clearance
286 ¢ U.S. Coast Pilot 4, Chapter 8 25 AUG 2024
of 9 feet. A strong east-to-west ebb current sets across
the channel.
(193) During ood tide, the current ows northward in
the direction of the channel and is very strong. Vessels
should exercise great caution while passing through this
bridge, especially with a light tow proceeding south.
When proceeding with the tide, tows should stop at the
dolphins to await favorable current or be broken up and
taken through singly.
(194) On Lanier Island, just south of the highway bridge,
there is a marina with a 420-foot pier with reported
approach depth of 15 feet in 2013. The marina can
provide berths, electricity, gasoline, diesel fuel, water,
ice, marine supplies, pump-out station, launching ramp
and wet and dry storage; full repairs can be made.
(195) A special anchorage is close southwest of the
highway bridge. (See 33 CFR 110.72b, chapter 2, for
limits and regulations.)
(196) Mackay River, which enters the sound from
northward, is crossed about 1.5 miles above the mouth, at
Lanier Island, by a xed highway bridge with a clearance
of 65 feet. The overhead power cables near the bridge
have a least clearance of 97 feet. Mackay River joins
Frederica River at the north end of Lanier Island; the
rivers then join St. Simons Sound close southward of the
island. Mackay River is part of the Intracoastal Waterway.
(197) Little River is west of Mackay River and ows
into Back River. A highway bridge about 0.7 mile above
the mouth has a 30-foot xed span with a clearance of 6
feet. An overhead power cable immediately south of the
bridge has a clearance of 33 feet.
(198) Back River, an alternate route of the Intracoastal
Waterway, enters St. Simons Sound from northward.
In 2004, the channel in Back River had a midchannel
controlling depth of 2.5 feet to its junction with Mackay
River. The xed highway bridge about 1.5 miles above
the mouth has a clearance of 40 feet. Above the bridge
the channel to the head of the improvement is marked by
daybeacons.
(199) Terry Creek ows into Back River 0.5 mile above
the highway bridge and leads westward 1.5 miles to the
city of Brunswick and to a basin on the east side of the
city. The channel through Terry Creek has been dredged
for a distance of about 1.1 miles from Back River, at
which point it junctions with a dredged section that leads
northwestward into Dupree Creek for about 0.35 mile. In
2004, the reported midchannel controlling depth in Terry
Creek was 2.6 feet; thence in 1995 depths of less than 1
foot were in Dupree Creek. About 1.3 miles above the
mouth, Terry Creek is crossed by a highway bridge with
30-foot xed span and a clearance of 6 feet. The overhead
power cable close southward of the bridge has a clearance
of 26 feet. The basin is within the city limits of Brunswick
and offers good protection from storms. There is a small
boat-launching ramp available.
(200) Plantation Creek and Clubbs Creek offer a
protected short cut between Back River and Brunswick
River and can be used safely by small craft on a rising
tide. In 2004, the reported midchannel controlling depth
was 3.3 feet in Plantation Creek and 1.5 feet in Clubbs
Creek.
(201) South Brunswick River enters Turtle River from
westward opposite Andrews Island. The I-95 highway
bridge, 2.8 miles above the mouth, has twin spans with
a clearance of 15 feet. State Route 303 highway bridge,
3 miles above the mouth, has a 36-foot xed span with a
clearance of 15 feet. Overhead power cables on the east
and west sides of the latter bridge have a least clearance
of 30 feet.
(202) Fancy Bluff Creek, a tug and barge route from
Little Satilla River, enters South Brunswick River from
the southwest 1.3 miles above the mouth. U.S. Routes 17
and 84 highway bridge, about 2.3 miles from the north
entrance, has a xed span with a clearance of 18 feet. The
overhead power cable close southwest of the bridge has a
clearance of 44 feet. A railroad bridge with a 20-foot xed
span and a 10-foot clearance is about 0.2 mile northward
of the highway bridge. The reported controlling depth
through the creek to Little Satilla River was 4 feet in
1983.
(203) Cedar Creek enters Brunswick River from the
south, about 1.2 miles from Brunswick Point. State
Route 50 highway bridge, 1 mile above the entrance,
has a 30-foot xed span with a clearance of 10 feet. An
overhead power cable immediately west of the bridge has
a clearance of 35 feet. In 2005, the reported controlling
depth was 1.0 foot.
(204) Jekyll Creek enters Brunswick River from
southward about 2.5 miles above its mouth. With Jekyll
and St. Andrew Sounds, it forms part of the Intracoastal
Waterway to Fernandina Beach. (See chapter 12.)
(205)
Jekyll Island to Cumberland River
(206) From St. Simons Island to St. Andrew Sound the
coast is formed by the shores of Jekyll Island which
extends nearly north and south for a distance of 6.5 miles
and has a width of 2 miles. Jekyll Island is a State Park;
several large park buildings, formerly private homes, are
on the west side of the island, and on the east side are
large motels and recreational buildings, bath houses and
the large prominent Aquarama (a large indoor swimming
pool and auditorium). The island is wooded all along
its eastern shore, and dark woods that are quite level
in silhouette stand out in the background. Several sh
havens are within 13 miles eastward and southeastward
of Jekyll Island. Shoals extend 3 to 5 miles offshore.
Three conspicuous gold spherical water tanks on top of
slender green standpipes are about 2.2, 3.1 and 4.6 miles
from the north end of the island. The towers of the lift
bridge over the Intracoastal Waterway on the west side
of the island can be seen offshore.
(207) The western portion of Jekyll Island at the north
and south ends is marshy, bordered by Brunswick
River, Jekyll Creek and Jekyll Sound. A marina on the
25 AUG 2024 U.S. Coast Pilot 4, Chapter 8 ¢ 287
Intracoastal Waterway on the west side of the island is
described in chapter 12.
(208) St. Andrew Sound, between Jekyll Island and Little
Cumberland Island, is about 7 miles southward of St.
Simons Sound and 17 miles northward of St. Marys
Entrance.
(209)
COLREGS demarcation lines
(210) The lines established for St. Andrew Sound are
described in 33 CFR 80.720, chapter 2.
(211) The entrance to the sound is over a shifting bar that
extends about 5 miles offshore. Vessels should stay in
5 fathoms or more until the outer buoy is sighted. The
channel into the sound is marked by buoys. Vessels with a
draft of about 10 feet should have little difculty entering
the sound. In 1983, the reported controlling depth was 12
feet in the buoyed entrance channel. The entrance is used
only by local shrimp boats. An abandoned lighthouse is
on the north end of Little Cumberland Island.
(212) In 1985, a sunken wreck was reported about 1.9
miles eastward of the abandoned lighthouse in about
30°58'32"N., 81°22'37"W.
(213) In the sound are extensive shoals, between which
channels lead to the principal tributaries: Jekyll Sound
on the north, Satilla River on the west and Cumberland
River on the south.
(214)
Current
(215) The current velocity is about 2 knots in the
entrance. See the Tidal Current prediction service at
tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(216) The best anchorage in the sound is in the channel
on the western side of Little Cumberland Island. The
anchorage has depths of 17 to 27 feet with good holding
ground. Good anchorage is also found in the entrance of
Jekyll Point.
(217) The Intracoastal Waterway, which crosses the sound,
enters from the northward through Jekyll Creek and
Jekyll Sound and passes southward through Cumberland
River to Cumberland Sound and into Amelia River.
(218) Jekyll Sound, which enters St. Andrew Sound from
northward just inside the entrance, has many shoals.
Three channels lead to its three principal tributaries.
(219) Good anchorage is found in the entrance to Jekyll
Sound westward of Jekyll Point. Jekyll Creek enters
the sound from northward, forming a part of the
Intracoastal Waterway. Its northern part connects with
Brunswick River. Jointer Creek enters Jekyll Sound
from northwestward. It is crooked and has several narrow
branches, all of which except Cedar Creek are blocked by
the Jekyll Island Highway. A small boat can navigate from
Brunswick River to Jekyll Sound by way of Cedar and
Jointer Creeks, or through Turtle River, South Brunswick
River, Fancy Bluff Creek and Little Satilla River.
(220) Little Satilla River enters Jekyll Sound from
westward. In 1983, it was reported that with local
knowledge about 10 feet could be taken from the entrance
to Fancy Bluff Creek. Small craft going to landings on the
river enter from South Brunswick River through Fancy
Bluff Creek.
(221) Satilla River enters St. Andrew Sound from the
westward through a narrow channel in the shoals. In
1963 and 1975, shoaling to 1 foot was reported to exist
just below the bend 9 miles above the entrance. Satilla
River Marsh Island Natural Area, a Marine Protected
Area (MPA), is about 1.5 miles upstream of St. Andrews
Sound on the south bank of the Satilla River. Shrimp
boats going to Woodbine, 22 miles above the mouth,
use Bailey Cut, which was reported to have a controlling
depth of about 4 feet, in 1983, at its eastern entrance.
The river is crossed by twin xed highway bridges with
clearances of 44 feet about 19.2 miles above the mouth.
U.S. Route 17 highway bridge at Woodbine has a xed
span with a clearance of 43 feet. A railroad bridge adjacent
to the westward has a swing span with a clearance of 5
feet. (See 33 CFR 117.1 through 117.59 and 117.369,
chapter 2, for drawbridge regulations.) Overhead power
cables are 0.8 mile and 0.5 mile east of the bridges.
The easternmost cable has a clearance of 57 feet, and
clearance for the other cable is not known. The overhead
power cable between the bridges has a clearance of 61
feet. Trafc in the area consists mainly of sand tows and
shrimp shermen. A boatyard and shrimp dock on the
south bank about 0.4 mile east of the highway bridge has a
marine railway that can haul out craft up to 70 feet. There
is 8 to 10 feet of water at the 90-foot T-head pier. Diesel
fuel and freshwater are on the dock, and gasoline can be
obtained by truck. Hull and engine repairs can be made in
an emergency. Food, lodging and marine supplies can be
obtained in the town. The water is brackish at Woodbine
with no worms and fresh water above Burnt Fort. In 1963,
the controlling depth was about 6 feet from Woodbine to
Burnt Fort,45 miles above the mouth of the river. State
Route 252 highway bridge at Burnt Fort has a xed span
with a clearance of 17 feet.
(222) The mean range of tide is 6.7 feet about 5 miles
above the mouth and 3.2 feet at Burnt Fort. The freshet
variation at Waycross, 142 miles above the mouth, is
about 12 feet. There is reported to be no appreciable rise
at Woodbine during freshets.
(223) Cumberland River enters St. Andrew Sound from
southward just inside Little Cumberland Island. Its general
direction is southerly for a distance of 11 miles, where
it joins Cumberland Sound. The Intracoastal Waterway
follows this route, which is well marked by ranges in the
more difcult sections.
(224) Brickhill River branches from Cumberland
River about 5 miles above the mouth and rejoins
it at Cumberland Dividings. Floyd Creek enters
Cumberland River from westward about 4.5 miles above
288 ¢ U.S. Coast Pilot 4, Chapter 8 25 AUG 2024
the north end of Little Cumberland Island, and joins with
Satilla River through a cut to form an alternate passage
to the Intracoastal Waterway.
(225) Crooked River enters Cumberland River from the
westward about 10.6 miles above the mouth. A State
park boat landing is at Elliotts Bluff, 4.3 miles above the
mouth. Local shing boats tie up at the private piers just
above the park. In 1983, the reported controlling depth
was 4 feet to the boat landing.
(226)
ENC - US4GA11M
Chart - 11502
(227) Between St. Andrew Sound and St. Marys Entrance,
the coastline, extending in a southerly direction for about
16 miles, is formed by the shores of Little Cumberland
and Cumberland Islands. These two islands are separated
only by a stretch of marsh and Christmas Creek, and
appear as one island from seaward. The coastline shows
a broad white sand beach backed by an almost continuous
range of sand dunes with dense woods backing them.
(228) The north end of Little Cumberland Island, heavily
wooded, has a prominent buff colored bluff and is marked
by an abandoned lighthouse.
(229) Cumberland Island is almost entirely covered by
woods, though somewhat marshy to the westward. The
island is separated from the mainland by extensive marshes
through which ow the Cumberland and Brickhill Rivers.
The extreme southern point of the island, which forms
the north side of the entrance to Cumberland Sound, has
several conspicuous sand dunes. Cumberland Island
National Seashore, an MPA, extends seaward about .25
mile.
(230) From the north end for about 9 miles from the
entrance to St. Andrew Sound, the coast is bordered by
dangerous shoals extending 3 to 5 miles offshore. For the
remaining distance to St. Marys Entrance there is a depth
of 3 fathoms to within 1 mile of the beach.
(231)
St. Marys Entrance and Cumberland Sound
(232) St. Marys Entrance and Cumberland Sound are
16 miles southward of St. Andrew Sound and 19 miles
northward of St. Johns River. The sound is the approach
to the city of Fernandina Beach, the city of St. Marys, the
Naval submarine support base in Kings Bay and an inland
passage to St. Andrew Sound through its connection with
the Cumberland River.
(234) Fernandina Beach, the principal city on
Cumberland Sound, is on the east bank of Amelia River,
2 miles south of the entrance. Principal cargoes exported
include forest products, machinery, yachts, steel and
aluminum products. Principal cargoes imported include
steel rebar and wire, hardwoods, oats and containerized
St. Marys Entrance, Georgia/Florida
Image courtesy of United States Coast Guard (2014)
C
u
m
b
e
r
l
a
n
d
I
s
l
a
n
d
A
m
e
l
i
a
I
s
l
a
n
d
Amelia River
Intracoastal Waterway
N
(233)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 8 ¢ 289
commodities. Some coastwise and foreign shipping
serve the port. A large shrimp boat eet operates out of
Fernandina Beach.
(235)
Prominent features
(236) Amelia Island Light (30°40'23"N., 81°26'33"W.),
107 feet above the water, is shown from a 64-foot
white conical tower 2 miles southward of the entrance
to Cumberland Sound. It is reported that the light is
difcult to distinguish above the surrounding tree line
during the daytime. Also prominent from seaward are the
homes along the beach 2 to 3 miles south of the entrance,
the condominiums about 5 miles south of the entrance,
and a 295-foot-high processing tower southward of the
entrance, about 0.9 mile 309° from Amelia Island Light.
The tower is marked at night by ashing red lights.
The smoke from the stacks of the paper companies at
Fernandina Beach and St. Marys make them easily visible
from all directions.
(237) Fort Clinch, on the north end of Amelia Island, is
a state park, museum, and recreation area. The old fort
and a large red brick building near the inshore end of the
south entrance jetty are conspicuous. Camping facilities
are at the northwest end of the island on the east side of
the channel to Fernandina Harbor. A public boat launch
is south of the campground adjacent to the state park.
(238) The entrance to Cumberland Sound is between two
stone jetties. The jetties are reported to be in very poor
condition with both almost entirely submerged at mean
high water. The north jetty is marked off its outer end by
a lighted buoy. White buoys with orange bands worded
JETTY mark the approximate location of the north and
south jetties. Mariners are advised to exercise caution in
this area, as the jetties can be a hazard to navigation when
visibility is limited. Currents are strong off the ends of the
jetties. The natural channel between the jetties is subject
to frequent change.
(239) St. Marys Entrance Lighted Buoy STM
(30°42'54"N., 81°14'39"W.) is 8.2 miles eastward of St.
Marys Entrance. The channel through the bar and the
channels inside the sound are well marked with lights,
lighted buoys and ranges.
(240)
COLREGS Demarcation Lines
(241) The lines established for St. Marys River are
described in 33 CFR 80.720, chapter 2.
(242)
Channels
(243) A federal project provides for a depths of 44 to
46 feet in the entrance channel and northward through
Cumberland Sound to Kings Bay. A large turning basin,
marked by lighted buoys, is at the western end of the
entrance channel, about 1.7 miles above the jetties, and
has a project depth of 42 feet. Another channel, with
project depths of 29 to 36 feet, leads southward in Amelia
River, from St. Marys Entrance to a turning basin near
Fernandina Beach. For detailed channel information and
minimum depths as reported by the U.S. Army Corps of
Engineers (USACE), use NOAA Electronic Navigational
Charts. Surveys and channel condition reports are
available through a USACE hydrographic survey website
listed in Appendix A.
(244) Fishing vessels going northward out of the sound use
the natural channel off the end of the north jetty marked
by a buoy. Strangers are warned against using it as there
is danger of being set into the end of the jetty.
(245)
Anchorages
(246) Commercial vessels anchor 1 nautical mile north of
St. Marys Entrance Lighted Buoy 2 in about 42 to 46
feet of water, and sand and shingle bottom. Inside the
entrance fair anchorage is along the sides of the channels
in Cumberland Sound and in the Amelia River according
to draft.
(247)
Regulated navigation areas
(248) A security zone is on the west side of Cumberland
Sound, beginning at Mill Creek and continuing north
surrounding the entrance to Kings Bay and Crab Island
and ending at Cherry Point. See 33 CFR 165.1 through
165.40 and 165.731, chapter 2, for limits and regulations.
Regulated navigation areas are also in Cumberland
Sound in the vicinity of Kings Bay. See 33 CFR 165.1
through 165.40 and, 165.730 and 165.732, chapter 2, for
limits and regulations.)
(249)
Current
(250) The tidal currents at the entrance have considerable
velocity and are dangerous at times, especially on the
ood, which generally sets northwestward, and on the
ebb, which sets southeastward except during northeast
winds when there is a strong southerly set off the end
of the jetties on both tides. It has been reported that
this set sometimes attains a velocity exceeding 5 knots.
Maximum current velocities are reported to be 2.0 to 3.9
knots in St. Marys Entrance and 1.0 to 2.5 knots in the
Cumberland Sound channel. Large vessels are cautioned
not to enter the entrance channel before the pilot boards.
Freshets in the St. Marys River may cause the ebb to
run 7 or 8 hours. Current predictions for Cumberland
Sound vicinity may be obtained from the Tidal Current
prediction service at tidesandcurrents.noaa.gov. Links to
a user guide for this service can be found in chapter 1 of
this book.
(251)
Weather, Cumberland Sound and vicinity
(252) The climate features short, mild winters and warm,
humid summers with fog likely on cool, clear winter
mornings. About 50 inches (1270 mm) of rain falls on
some 70 days annually. Much of the precipitation occurs in
showers or thunderstorms from June through September.
Temperatures climb above 90°F (32.2°C) on about 55
days and drop to 32°F (0°C) or below on just 10 days,
on the average. By far the biggest threat to this pleasant
290 ¢ U.S. Coast Pilot 4, Chapter 8 25 AUG 2024
climate are hurricanes, which are most likely from June
through November. While the area is vulnerable to this
threat, direct landfalling hurricanes are rare, and those
that pass offshore cause relatively minor damage.
(253) The most dangerous tropical cyclones are those that
cross the coast from the east through southeast and those
that approach from the south through southwest. During
hurricane Dora (September 1964) winds of 85 knots or
more extended from St. Augustine to Fernandina Beach.
Unusually high tides were generated by prolonged
onshore winds. The Amelia River tide gauge recorded
readings to 10 feet (3 m) above normal. From experience
it can be suggested that, when winds reach 50 knots or
more and tides surge to 8 to 10 feet (2 to 3 m) above
normal at the Amelia River gauge, there is a likelihood of
sudden shoaling in the St. Marys River entrance. A severe
threat to shipping should be anticipated when a hurricane
is expected to make landfall within 90 miles (167 km)
south, or 30 miles (56 km) north, or when a severe tropical
storm (50-63 knots) is expected to make landfall within
60 miles (111 km) south, or 20 miles (37 km) north of
the St. Marys River entrance. If adequate shelter is not
available at Fernandina Beach, it is suggested that shelter
be looked for in the reaches of principal rivers that are
protected from the south and east by wooded high bluffs.
For example, shelter can be found at Mush Bluff on
Crooked River and behind the bluffs 4 miles (7 km) above
St. Marys River. For more detailed information see the
Hurricane Haven Handbook for the North Atlantic
Ocean as mentioned in chapter 3.
(254)
Pilotage, St. Marys, Fernandina Beach, and Kings
Bay
(255) Pilotage for St. Marys, Fernandina Beach, and Kings
Bay is compulsory for all foreign vessels and U.S. vessels
under register in foreign trade and drawing more than
7 feet of water. Pilotage is optional for U.S. vessels in
coastwise trade that have on board a pilot licensed by
the Federal Government. Sovereign vessels calling Kings
Bay are served by the Navy Pilots based in Kings Bay.
(256) The area is served by the Fernandina Pilots. Pilots
for the port of Fernandina are dispatched by the St.
Johns Bar Pilots (Jacksonville Pilots). The ofce/station
is manned 24/7 and monitors VHF-FM channels 14, 13
and 16 and works channel 11 for vessels calling the port
of Fernandina. A 24-hour ETA lead time is requested with
conrmation 2 hours prior to arrival at the pilot station.
Station address is 4910 Ocean Street, Mayport, FL 32233;
telephone 904–249–5631; fax 904–249–7523; dispatcher
904–246–6716. (See Pilotage, Jacksonville, indexed as
such, chapter 9, for radiotelephone frequencies used by
the St. Johns Bar Pilots.)
(257) The Fernandina pilot boat, PILOT 1, is 35 feet
long and has a black hull, white superstructure and the
word PILOT displayed on the side of the pilot house; the
standard day and night pilot identity signals are displayed.
The pilot boat monitors VHF-FM channels 11, 13 and 16
and works channel 11. Pilot boarding area for vessels
drawing more than 36 feet is in the vicinity of St. Marys
Entrance Lighted Buoy STM. Vessels with a draft of 23
feet (7 meters) or less should remain north of the buoyed
entrance channel and are boarded 0.5 nautical mile north
of Lighted Buoy 6. Vessels should rig their ladder 1 meter
above the water, speed 6 knots.
(258) Pilots are normally obtained by telephone, by
VHF-FM radiotelephone through Jacksonville Marine
Operator, or by previous arrangements through ship’s
agents.
(259) The Fernandina Pilots participate in the North
Atlantic right whale Early Warning System. (See North
Atlantic right whales, indexed as such, chapter 3.)
(260)
Towage
(261) Tugs are available for docking and undocking.
Arrangements for tugs are made through ships’ agent or
the pilots; 24-hour advance notice is requested.
(262)
Quarantine, customs, immigration and agricultural
quarantine
(263) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(264) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See
Public Health Service, chapter 1.) A county hospital is at
Fernandina Beach.
(265) The Port of Fernandina Beach is a seaport with
cargo processing responsibilities. Customs and Border
Protection enforces the import and export laws and
regulations of the United States. The Port also preforms
agriculture inspections. The ofce is located at 403
North Third Street, Fernandina Beach, FL. 32034, and
the telephone number is 904–261–6154.
(266)
Harbor regulations
(267) All vessels should proceed through the harbor at
slow speed, to minimize wake, as there are many craft
moored along the waterfront.
(268)
Wharves
(269) The Ocean Highway and Port Authority of Nassau
County owns a two-berth shipping terminal along the
waterfront of the City of Fernandina Beach (30°40'42"N.,
81°27'50"W.). The terminal has a total berthing space of
1,200 feet with reported alongside depths of 36 feet. The
port complex is approximately 23 acres and includes
open and covered storage, two gantry cranes, one mobile
harbor crane, three rubber-tired gantry cranes and three
reach stackers. There are highway and a rail connections
to Class I railroads.
(270) There are numerous smaller facilities along the
waterfront which are used for the receipt of seafood and
servicing of commercial shing vessels and small craft;
these facilities are not described. A deep-draft wharf at
Kings Bay is described later in this chapter.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 8 ¢ 291
(271) West Rock Wharf (30°40'58"N., 81°27'37"W.):
east side of Amelia River about 1.5 miles above the
Amelia River entrance; offshore wharf with 365 feet of
berthing space with dolphins; 35 feet alongside; deck
height, 14 feet; hose-handling equipment; handles fuel
oil for plant consumption.
(272) Rayonier Wharf: east side of Amelia River, about
1.3 miles southward West Rock Wharf; Rayonier Wharf
is inactive except for small barge trafc.
(273)
Supplies
(274) Provisions and some marine supplies are available
at Fernandina Beach. Bunker C oil and diesel oil for
oceangoing vessels can be obtained by barge or truck
from Jacksonville.
(275)
Repairs
(276) There are no drydocking or major repair facilities
for oceangoing vessels at Fernandina Beach; the nearest
such facilities are at Jacksonville, FL. Machine, welding,
and electrical shops off the waterfront can make limited
above-the-waterline repairs.
(277) No special facilities are available for wrecking or
salvage operations. Such equipment can be obtained from
Jacksonville.
(278)
Communications
(279) Fernandina Beach is served by State Route A1A
which connects to I-95, a Class I railroad (freight service
only), and an airport. There are bus connections to
Jacksonville where there are passenger rail connections.
Ferryboat service is available to Cumberland Island.
(280)
Small-craft facilities
(281) The municipal marina is on the east side of Amelia
River, about 2.3 miles southward of the channel entrance
and 0.5 mile northward of Rayonier Wharf. Berthage
with electricity, gasoline, diesel fuel, water, ice, marine
supplies, pump-out and a launching ramp are available.
(282) The Intracoastal Waterway enters Cumberland
Sound from the Cumberland River and continues through
the Amelia River on the south.
(283) Beach Creek extends northward into Cumberland
Island from a point just inside the entrance to Cumberland
Sound. In 1978, 2 feet was reported at the entrance, and
the creek dried about 0.2 mile below Dungeness.
(284) Kings Bay is in the northwesterly part of Cumberland
Sound, about 5 miles above its southerly entrance. A
Naval submarine support base here has a oating drydock
and a 2,000-foot concrete pile wharf with depths of 40
feet reported alongside in 1983; deck height is about
14 feet. A rail spur line connects the terminal with the
Class I railroad; two transit sheds and two 10-ton mobile
hoists are available. The facility is owned by the U.S.
Government.
(285) St. Marys River, the principal tributary of
Cumberland Sound, enters from westward and is a portion
of the boundary between Georgia and Florida. It is used
primarily by shrimp shermen and tugs towing fuel oil
as far as St. Marys. Above St. Marys a vessel with a draft
of 10 feet or less should have little difculty going as far
as Kings Ferry, 32 miles above the mouth, on a rising
tide. The river is very crooked, and some of the turns
are sharp. Caution is advised when entering the river,
especially in late afternoon, as the indenite shoreline of
the surrounding marshlands make the unmarked channel
in the rst reach difcult to negotiate. Unpredictable
currents have been reported in the entrance to the river,
at the junctions with Jolly and North Rivers, and along
the piers at St. Marys. Refer to the table at the end of this
chapter for tidal information. The water is fresh above the
railroad bridge, 20 miles above the mouth. A pilot for the
river is available at Fernandina Beach.
(286) The twin xed spans of U.S. Route I-95 highway
bridge with a clearance of 33 feet crosses St. Marys
River about 15.2 miles above the mouth. U.S. Route 17
highway bridge at Wilds Landing, 20 miles above the
mouth of the river, has a swing span with a clearance of
5 feet. The railroad bridge just upstream has a swing span
with a clearance of 5 feet. (See 33 CFR 117.1 through
117.59, 117.329, and 117.373, chapter 2, for drawbridge
regulations.) Overhead power cables close upstream of
the bridge have a least clearance of 55 feet.
(287) A good haven for small vessels, particularly in
northeasterly weather, can be found at the town of St.
Marys, on the northbank of St. Marys River 4 miles
above the mouth. The larger wharves here are used by
shing boats and have depths of about 13 feet alongside.
Diesel fuel, electricity, water, ice and a pump-out station
are available. It is reported that strong currents, the large
tidal range, and the exposure to winds from all but north
make mooring at these wharves hazardous for strangers.
(288) North River branches from St. Marys River about
2 miles above its mouth. Small craft can obtain refuge in
bad weather by anchoring near the pulp mill 1 mile up
the river, or near the bridges 16 miles above St. Marys on
the St. Marys River.
(289) Bells River branches from St. Marys River about
1.5 miles above the town of St. Marys. It ows in an
easterly direction to its junction with the Amelia River
at Fernandina Beach. In 1983, the reported controlling
depth was about 4 feet. Chester, a town on the river, has
a number of small docks that were reported in ruins in
1983.
(290) Jolly River branches eastward from Bells River
about 6 miles above its mouth, and empties into
Cumberland Sound at the mouth of St. Marys River. In
1983, the reported controlling depth was about 7 feet.
(291) Lanceford Creek branches from Amelia River
west of Fernandina Beach. The southern entrance where
it joins Amelia River dries clear across. In 1983, it was
reported that with local knowledge a depth of about 7
feet could be carried from the creek’s eastern entrance,
junction with Bells River, to the docks at Black Rock.
The creek widens off the docks into tidal ats that abare
292 ¢ U.S. Coast Pilot 4, Chapter 8 25 AUG 2024
at low water. Small boats cross from the creek to Amelia
River at high tide through Soap Creek, which passes
through numerous mud ats and oyster beds that bare
at low tide.
(292)
ENC - US4FL50M
Chart - 11488
(293) From St. Marys Entrance to St. Johns River the coast
is formed by the shores of Amelia, Talbot, Little Talbot
and Fort George Islands. Amelia Island is nearly north
and south, with a length of about 12 miles and a width
varying from 1 to 2.5 miles. The island is low and gently
undulating with heavy woods along the shore.
(294) From seaward no prominent natural features
distinguish Amelia Island from other land in the vicinity.
It shows a long line of dark woods, irregular in outline,
with numerous tall trees rising conspicuously above the
general level. In front of these woods a range of sand
dunes, partly covered with coarse grass and scrub, backs
the broad stretch of white sand beach. Several landmarks
are prominent along this stretch of the coast; these were
mentioned with the discussion of Fernandina Beach
earlier in this chapter. About 3 miles south-southeast of
Amelia Island Light is a pier extending 800 feet into the
ocean.
(295) The western portion of Amelia Island is marshy.
Separating the island from the mainland is a broad
stretch of marsh through which ow the Amelia and
South Amelia Rivers connecting Cumberland Sound and
Nassau Sound.
(296) Nassau Sound is 10 miles southward of Amelia
Island Light and 6 miles northward of St. Johns River.
The entrance is obstructed by shifting shoals that extend
about 1.5 miles seaward and form a shallow bar. Breakers
form across the entire entrance. Small craft are advised
not to attempt passage through the shoals without local
information. The mean range of tide in Nassau Sound is
5.4 feet.
(297) South Amelia River and Nassau River are the
principal tributaries of Nassau Sound. South Amelia
River enters from the northward and is a portion of the
Intracoastal Waterway.
(298) Nassau River enters Nassau Sound from the
northwestward. Occasional sunken logs and numerous
shoals are a menace to navigation. Two xed bridges, with
a least vertical clearance of 15 feet, cross Nassau River
1 mile above the mouth. In 1993, a partially submerged
wreck was reported in the middle of the river, about 0.7
mile from the conuence with South Amelia River in
about 30°31'48"N., 81°28'18"W. Nassauville is a small
settlement on the north bank of the river, 7 miles above the
entrance to the sound, with private piers adjoining private
homes and a shing camp. Local knowledge is necessary
to carry the best water to Nassauville and Christopher
Creek, where there is a private marine railway that can
haul out craft up to 50 feet in an emergency.
(299) Alligator Creek connects South Amelia River and
Nassau River. Its twisting channel leads through tidal ats
and between oyster bars.
(300) Sawpit Creek enters the sound from the westward.
Route A1A highway bridge, crossing the creek about 0.3
mile above the mouth, has a 38-foot xed span with a
clearance of 15 feet. A portion of this creek forms a part
of the Intracoastal Waterway.
(301) Talbot Island, about 5 miles in length and 1.5 miles
in width, is partly wooded and partly marshy. Along the
marshy eastern shore ow several creeks thas separate
Talbot and Little Talbot Islands. Talbot Island, Little
Talbot Island and Fort George Island form a state park
and recreation area and are connected to Amelia Island
and the mainland by a paved highway and bridges. The
road also leads to Jacksonville along the north bank of
the St. Johns River with a ferry connection at Fort George
Island to the south bank of Mayport.
(302) Little Talbot Island, a strip of low at land about
4 miles long and averaging about 0.8 mile wide, lies in
a north-south direction. The island is wooded along its
outer coast. From seaward it shows a strip of dark woods
with many conspicuous sand dunes near the beach. Its
south end runs off in a low point of bare sand bordering
on Fort George Inlet.
(303) Fort George Inlet is a narrow body of water
separating Little Talbot and Fort George Islands. The
inlet changes rapidly due to shifting sands at its entrance
and should never be used without local knowledge.
The Heckscher Drive (State Routes 105-A1A) highway
bridge near the entrance to the inlet has a 38-foot xed
span with a clearance of 15 feet at the center. An overhead
power cable at the bridge has a clearance of 40 feet. A sh
camp is on the west bank immediately above the bridge.
Limited supplies, water, ice and a launching ramp are
available.
(304) Fort George Island is westward and southward of
Fort George Inlet. Its eastern shore, forming the coastline,
shows a broad strip of white sand beach backed by a range
of high hills. The island is separated from the mainland by
Sisters Creek. Fort George Island, formerly called Pilot
Town, is a town on the St. Johns River near the south end
of the island opposite Mayport.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 8 ¢ 293
294 ¢ U.S. Coast Pilot 4, Chapter 9 25 AUG 2024
11490
29°N
30°N
81°W
DOCTORS LAKE
Jacksonville
LAKE MONROE
LAKE JESUP
LAKE GEORGE
LAKE WOODRUFF
FLORIDA
Green Cove Springs
Palatka
Welaka
Crescent City
Sanford
81°30'W
29°30'N
Chart Coverage in Coast Pilot 4—Chapter 9
NOAA’s Online Interactive Chart Catalog has complete chart coverage
http://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml
LAKE HARNEY
CRESCENT LAKE
ATL ANTIC OCEAN
25 AUG 2024
U.S. Coast Pilot 4, Chapter 9 ¢ 295
St. Johns River
(1)
ENC - US5FL51M
Chart - 11490
(2) St. Johns River, the largest in eastern Florida, is
about 248 miles long and is an unusual major river in
that it ows from south to north over most of its length.
It rises in the St. Johns Marshes near the Atlantic coast
below latitude 28°00'N., ows in a northerly direction
and empties into the sea north of St. Johns River Light in
latitude 30°24'N. The river is the approach to the city of
Jacksonville. Deep-draft vessels go as far as just below
the Main Street Bridge. Southward of the Jacksonville
bridges, commercial trafc is light and barges may be
present occasionally. Many pleasure craft navigate this
part of the river, usually going only as far as Sanford,
though small boats have navigated the river as far as Lake
Washington, 188 miles south of Jacksonville.
(3)
Intracoastal Waterway
(4) The Intracoastal Waterway crosses the St. Johns
River at nearly right angles about 5 miles above the
mouth, at about 30°23.1'N., 81°27.8'W.
(5) Jacksonville has expanded by consolidation to
include most of Duval County and is now the largest city
in the United States in terms of area; its extent along the
St. Johns River is from the ocean to the town of Orange
Park on the west side of the river and to Julington Creek
on the east side. Most of the marine terminals are on the
west side of the river. The deepwater port is the largest
on the east coast of Florida. It is a major southeastern
bulk-handling, distribution and railroad center. General,
automobile and bulk cargoes are handled, and Jacksonville
is a leading southeastern container port. The principal
exports are paper products, phosphate rock, fertilizers,
chemicals, citrus products, naval stores, automobiles,
scrap metal, feed and general cargo. The principal imports
are petroleum products, coffee, iron and steel products,
limestone, pulpwood, cement, automobiles, lumber,
chemicals, alcoholic beverages and general cargo.
(6)
Caution
(7) With the exception of north-easterly or northerly
winds, the prevailing current in this area is northerly, felt
until well inside the 10-fathom curve.
(8)
Fish havens
(9) Numerous sh havens are eastward of the entrance to
St. Johns River; the outermost is about 31 miles eastward
of St. Johns Light.
(10)
Prominent features
(11) St. Johns Light (30°23'10"N., 81°23'53"W.), 83
feet above the water, is shown from a white square tower
on the beach about 1 mile south of St. Johns River north
jetty. A tower at Jacksonville Beach is prominent off
the entrance, and water tanks are prominent along the
beaches southward of St. Johns Light.
(12)
COLREGS Demarcation Lines
(13) The lines established for St. Johns River are described
in 33 CFR 80.723, chapter 2.
(14)
St. Johns River navigational guidelines
(15) After consultation with the Jacksonville Marine
Transportation Exchange, JMTX, the Coast Guard
Captain of the Port has developed certain guidelines
to enhance safe navigation in the St. Johns River. It is
recommended that all vessels, particularly those that
must navigate in the channel because of draft restraints,
strictly adhere to them. Nothing in these guidelines shall
supersede or alter any applicable laws or regulations. In
construing and complying with these guidelines, regard
shall be had to all dangers to navigation and collision and
to any special circumstances, including the limitations of
the vessels involved, which may make a departure from
the guidelines necessary to avoid immediate danger.
(16) Local knowledge of the river and of local practices
is deemed essential for the safe movement of vessels.
Experience and knowledge at least comparable to that
required for a Federal Pilot’s License is recommended
for the person in charge of the movement of vessels that
do not take pilots.
(17)
Vessels movements
(18) General Provisions—All time limits are subject to
change due to weather conditions, low-powered vessels,
emergencies or ship handling characteristics. All times
refer to the ood/ebb currents as published for St. Johns
River Entrance, Florida.
(19) For purposes of these guidelines, low-powered
vessels are those that are unable to maintain a speed of at
least 8 knots through the water. Poor-handling vessels
296 ¢ U.S. Coast Pilot 4, Chapter 9 25 AUG 2024
are those that because of their conguration or steering
characteristics are unable to consistently navigate within
the channel half-width.
(20)
Inbound vessels
(21) Sea Buoy to Main Street Bridge—vessels with a
draft over 33 feet but no more than 36 feet (fresh water)
shall start in no sooner than 15 minutes before start of
a ood current on the bar. Vessels with a draft greater
than 36 feet (fresh water) shall start in no sooner than 30
minutes after start of ood current on the bar. Stop taking
in vessels with draft over 33 feet (fresh water) one hour
before start of ebb current.
(22)
Outbound vessels
(23) Main Street Bridge to N.B. Broward Bridge—
vessels that are over 34 feet of draft (at their berth)
sailing between Main Street Bridge and the N.B. Broward
Bridge shall sail no sooner than 1½ (one and one-half)
hours after ood current. Vessels over 32 feet of draft
sailing during times of ebb current in Chaseville Turn will
take tug escort if required by the pilot. Cut off time is the
beginning of ebb current. Vessels leaving Blount Island
with a draft of over 36 feet (at their berth) shall have a
sailing time no sooner than the start of ood current. Cut
off time is the beginning of ebb current.
(24)
Docking and undocking
(25) Due to the unique characteristics at the following
facilities, it is necessary to establish specic times for
docking and undocking of vessels as follows:
(26)
Inbound vessels sailing to:
(27) All shipyard berths
(28) Blount Island Command
(29) WesPac Jacksonville LNG Terminal
(30) JEA Northside Generating Station
(31) U.S. Gypsum Company Berth
(32)
Outbound vessels sailing from:
(33) Blount Island Channel
(34) JEA Northside Generating Station
(35) U.S. Gypsum Company Berth
(36) These times are generally set by the docking masters.
Other berths may require specic times for docking or
undocking and will be considered on a case-by-case
basis.
(37)
Tows
(38) All low-powered tows or vessels (speed less than
8 knots through water) will start no sooner than one
hour before ood current and stop two hours before ebb
current. Vessels towed on a hawser have been found to
demonstrate poor handling characteristics. When due
to draft size they are required to navigate in the main
channel, particular care should be exercised to ensure
that they can, when necessary, navigate in their channel
half-width and stop if required. It is recommended that
they proceed at a moderate speed and avoid making a
passage of the river with a strong fair tide. Under normal
weather conditions, vessels up to 350 feet in length can
generally be towed satisfactorily with these tide and
speed conditions. It is required that barges in excess of
350 feet in length towed on a hawser take assist tug(s).
It is recommended that towed vessels operating under
adverse conditions, including strong fair tides, employ
sufcient assist tugs or other equivalent measure to
ensure the required degree of control. Deep-draft inbound
tows are considered by knowledgeable local mariners to
handle best when brought in at the beginning of the ood
current. All tows should operate with tow lines shortened
up as close as possible. Tandem tows, except for small
scows and nondescript vessels that can operate outside
the main channel, are considered unmanageable and
should not be attempted.
(39) Tows Transiting Downtown Bridges.
(40) Barges over 250' on a hawser should have at least
one assist boat of sufcient horsepower to safely pass
through the bridge draws.
(41) Barges over 300 feet towed on a hawser must confer
with the Captain of the Port ofce prior to transiting the
downtown bridges.
(42) Dredge pipe tows over 600 feet must advise Captain
of The Port prior to transiting the downtown bridges.
(43) Slack water or a slightly opposing current has been
found to be benecial for safe handling of hawser tows
while transiting the downtown bridges.
(44) Vessels proceeding into and out of Pablo Creek.
Passage through the entrance to Pablo Creek is difcult
at some stages of the current cycle. Unless it is certain
that the vessel in question can be safely operated through
the entrance without regard to the state of the current then
the vessel’s passage through this area should be made at
slack water. Deeper-draft vessels should transit this area
at high water slack.
(45)
Dead ship movements
(46) Dead ship condition is the condition in which the
main propulsion plant, boilers and auxiliaries are not in
operation due to the absence of power.
(47) A dead ship movement can pose a risk to the port’s
safety and security due to the possibility of a towing vessel
losing its ability to direct and move a towed vessel; the
dead ship could go adrift, unmanned, and thus be unable
to avoid accident. Furthermore, if a dead ship contains oil
or other hazardous substances, an environmental incident
could occur if tanks were to rupture.
(48) The Captain of the Port maintains awareness of water
events, to include dead ship tow movements. As such, a
Captain of the Port order may be used to control, stop or
prevent a particular dead ship tow based on demonstrated
risks to safety of life, property, or navigation, as described
in 33 CFR 6.04-8 (not carried in the Coast Pilot).
25 AUG 2024 U.S. Coast Pilot 4, Chapter 9 ¢ 297
(49) Owners, agents, or other parties responsible for
vessels requesting to enter, depart or transit dead ship
within the Jacksonville, FL, Marine Safety Zone, as
described in 33 CFR 3.35-20 (not carried in the Coast
Pilot) may request a dead ship tow plan review by the
Captain of the Port but are ultimately responsible for the
safety of the evolution. Parties are highly encouraged to
submit dead ship tow plans to the U.S. Coast Guard for
review and to contact the Captain of the Port to issue a
Broadcast Notice to Mariners to enhance public maritime
awareness.
(50) The following considerations should be taken into
account (not all inclusive):
(51) a. Length/tonnage of dead ship
(52) b. Towing arrangement (pushing ahead, stern, or
side tow)
(53) c. Sufcient tugs
(54) d. Communication arrangements
(55) e. Contingency/emergency procedures
(56) f. Commercial trafc (St. Johns Bar Pilots
Association may assist as POC)
(57) g. Marine events (USCG Sector Jacksonville
Waterways Management Division may assist as POC)
(58) h. Wind speed
(59) i. Tides/currents
(60) j. Visibility/daylight hours
(61) k. Draft
(62) l. Air draft in relation to vertical clearances of bridges
or other overhead limitations along transit.
(63)
Communications and areas of concern
(64) The entrance channel between the jetties is marked
by St. Johns Bar Cut Range. Currents that often set across
the ends of the jetties are discussed under Tides and
Currents in this chapter. Vessels arriving at the bar should
give a Security call on VHF-FM channel 13 – 30 minutes
before entering the jetties. So as not to delay river trafc,
low-powered or poor-handling vessels intending to enter
the river should be prepared to delay up to 45 minutes,
if necessary, to allow other vessels to clear outbound or
to allow full-powered and more maneuverable vessels to
precede them through the jetties. Entry into the St. Johns
River through the jetties must be with careful regard to
wake and speed in consideration of persons shing off
the jetties and adjacent shoreline.
(65) Seagoing tows sometimes makeup inside the jetties.
Tows intending to makeup in this area should give a
Security call on VHF-FM channel 13 at least 45 minutes
prior to commencing operations and give consideration
to the vessels that must transit the area.
(66) Vessels intending to get underway from a berth
should give a Security call on VHF-FM channel 13
advising of their intentions at least 30 minutes prior to
letting go. Low-powered and/or poor-handling vessels
should be prepared to delay up to 30 minutes to allow full-
powered and more maneuverable vessels to precede them
as this will avoid undue delay for overall river trafc.
(67)
Areas of particular concern
(68) Four areas in the St. Johns River are considered to
be particularly troublesome. These areas are listed in
order of ascension when proceeding from sea. Vessels
should make every effort to avoid meeting at these areas
and should give Security calls on VHF-FM channel
13 – 15 minutes prior to arriving at any one of these
areas. The vessel with the fair current should initiate a
proposal for meeting or passing and the vessel stemming
the current should hold as necessary. Any departure from
this procedure should be agreed to by both vessels in a
timely manner.
(69) (1) Intracoastal Waterway (30°23.1'N.,
81°27.8'W.). This waterway is used extensively by tows,
and its junction with the St. Johns River is subject to
strong and unpredictable crosscurrents at various stages
of the tide. The situation is further complicated by repair
docks on the north side that may require speed reductions
to reduce wake. Tows intending to enter the main river
channel from the Intracoastal Waterway should give a
Security call on VHF-FM channel 13 – 30 minutes prior
to entry and adjust speed so as to enter the river when the
channel is clear. Every effort, including holding, should
be made to avoid unduly restricting full-powered vessels
and allow them to clear this area when either inbound or
outbound.
(70) (2) Dames Point Turn (30°23.1'N., 81°33.6'W.).
Navigation of this sharp turn is complicated by
crosscurrents coming from the old channel behind Blount
Island that tend to set a vessel deep into the bend on both
the ood and ebb. In addition, the channel in this area is
used as a turning basin for vessels using Blount Island
terminal and the waterfront facilities in the old channel
to the west of Blount Island.
(71) (3) Trout River Cut (30°23.3'N., 81°37.6'W.). This
dredged channel extends through rock formations, and
deep loaded vessels must exercise great care not to leave
the channel in this area. Local knowledge is necessary
to predict current effects as they tend to set across the
channel on both the ood and ebb. Poor-handling vessels
should use an assist tug when transiting the area of Trout
River Cut and Chaseville Turn to avoid being set on
vessels transferring at the many oil terminals on the west
bank of the river.
(72) (4) Commodore Point (30°19.1'N., 81°37.7'W.).
The nearly 90-degree turn at Commodore Point is
complicated by the Hart Bridge, with its piers located
in the turn, as well as the Matthews Bridge just to the
north. Poor-handling vessels, or those whose engines
are questionable for any reason, should use assist tugs to
avoid being set on the support piers of either bridge.
(73) Smaller vessels continuing up the river are advised
that about 2 miles above Commodore Point, at a bend in
the river at Hendricks Point (30°19.1'N., 81°39.8'W.), a
series of four bridges is within a 0.7 mile reach. Mariners
should ensure that they can clear the closed bridges or
that they can navigate safely between the bridges when
298 ¢ U.S. Coast Pilot 4, Chapter 9 25 AUG 2024
opening. There is limited stopping and turning room once
committed to the transit of the area, which is subject to
strong currents in the constricted bend.
(74)
Channels
(75) A Federal project provides for a channel 40 to 50 feet
deep from the ocean to Pilot Town Cut Range, thence 40
feet deep to Long Branch Range, thence 34 to 40 feet in
Terminal Channel. The main channel is maintained at or
near project depths. For detailed channel information and
minimum depths as reported by the U.S. Army Corps of
Engineers (USACE), use NOAA Electronic Navigational
Charts. Surveys and channel condition reports are
available through a USACE hydrographic survey website
listed in Appendix A.
(76) A lighted buoy is about 3 miles off the entrance to
the river. The entrance channel, between two converging
rubblestone jetties, and the channel in the river are marked
by lights, lighted ranges, lighted and unlighted buoys.
(77)
Anchorages
(78) Anchorage grounds for deep-draft vessels waiting
outside the entrance to St. Johns River are 0.5 to 3.5 miles
north of the entrance. (See 33 CFR 110.182, chapter 2, for
limits and regulations of the anchorage areas.) Anchorage
south of the entrance is not recommended due to heavy
shrimpboat activity.
(79) Temporary anchorages are in the St. Johns River
in the vicinity of Jacksonville. (See 33 CFR 110.183,
chapter 2, for limits and regulations.) Special small-
craft anchorages are 4.5 miles south of Jacksonville.
(See 33 CFR 110.1 and 110.73, chapter 2, for limits and
regulations.)
(80) Merchant ships are normally anchored either in the
area off Talleyrand Docks and Terminals, locally termed
the lower anchorage, or in the area off Commodore Point,
known as the upper anchorage. Though these are the only
practical anchorages available, the holding ground is only
fair and both anchorages are somewhat constricted.
(81)
Bridges
(82) Seven bridges cross the St. Johns River at downtown
Jacksonville. A xed highway bridge with a clearance
of 169 feet (174 feet for 200 feet each side of the bridge
centerline) crosses the river just above Blount Island
at Dames Point. The xed Matthews highway bridge,
0.5 mile north of Commodore Point, has a clearance
of 146 feet across the main (Terminal) channel and 86
feet at the center of the span across Arlington Channel.
At Commodore Point, the Hart suspension bridge has
a clearance of 135 feet, with 141 feet at the center.
Main Street (Alsop) highway bridge, the rst of four
bridges at Hendricks Point, has a vertical-lift span with
clearances of 40 feet down and 135 feet up; the second,
Acosta highway bridge, 0.3 mile upstream from the
Main Street bridge, has a xed span with a clearance
of 74 feet; the third, the railroad bridge adjacent to the
Acosta bridge, has a bascule span with a clearance of 5
feet; the fourth, the Fuller Warren highway bridge, has
a xed span with a clearance of 75 feet at the center.
(See 33 CFR 117.1 through 117.59 and 117.325, chapter
2, for drawbridge regulations.) The bridge tenders at
Hendricks Point monitor VHF-FM channel 16 and work
on channel 17; call sign, Main Street (Alsop) WHV-528.
The bridgetender of the FEC bridge monitors VHF-FM
channel 16 and works on channel 13; call sign, KXR-936.
Per the FCC, monitoring VHF-FM channel 9 is required
for all movable bridges in the State of Florida.
(83) Overhead power cables with a clearance of 175 feet
cross the river about 9 miles above the entrance at Blount
Island.
(84)
Routes
(85) Along the coast from Charleston to Jacksonville,
the course between the outer lighted sea buoys is from
10 to 15 miles offshore. Vessels making for St. Johns
River entrance should guard against an inshore set
which may amount to a knot or more due to the currents
into the inlets. In thick weather, vessels approaching
from the northeastward should be mindful of the fact
that deep holes may be encountered which may lead
them to believe that they are farther offshore than they
actually are. Approaching from the southward, vessels
clear Hetzel Shoal off Cape Canaveral, Florida, before
shaping a course for St. Johns River entrance. A set of
0.5 to 0.8 knot in a northerly direction parallel with the
coast may be expected in this area due to the prevailing
current, except with northerly or northeasterly winds.
Southbound light-draft vessels can avoid the northerly
set due to the prevailing current by following the coast at
a distance of from 3 to 5 miles to abeam Ponce de Leon
Inlet Light, and then shaping the course to pass outside
of Hetzel Shoal Lighted Buoy 8.
(86)
Current
(87) The tidal currents are strong in St. Johns River as far
as Jacksonville. The currents at the entrance between the
jetties require special attention. The Bar Pilots report that
1 hour after the beginning of a blow from any direction
from north through east to south, a very strong current
sets with the wind across the end of the jetties, and the
condition is usually dangerous; when such winds reach
gale force, the positions of the buoys should not be relied
upon as they may drag from station.
(88) The velocity of the current between the jetties is 2
knots on the ood and 4 knots on the ebb; at Mayport,
2.2 knots on the ood and 4 knots on the ebb; at Mile
Point, 2.7 miles above the mouth, about 2.8 knots. At
downtown Jacksonville (Commodore Point), the velocity
of current is about 1.0 knot; however, in 1967 a naval
vessel reported being forced against the Acosta highway
bridge by ood currents estimated to exceed 5 knots.
Caution should be exercised in this area. The ood is
increased by northeasterly and easterly winds and the
25 AUG 2024 U.S. Coast Pilot 4, Chapter 9 ¢ 299
ebb by southwesterly and westerly winds. See the Tidal
Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(89) The tidal currents above Jacksonville average less
than a knot. The winds have considerable effect on the
water level and velocity of the currents. Strong northerly
and northeasterly winds raise the water level about 2
feet at Jacksonville, about 1 foot at Palatka, and about
1.5 feet at the mouth of Dunns Creek. Strong southerly
and southwesterly winds lower the water level about 1 to
1.5 feet, increase the ebb, and decrease or may interrupt
the ood. The currents in Deep Creek are weak, being
due primarily to the winds and tide. There is a moderate
drainage current in the Oklawaha River. The wind has no
appreciable effect on the water level at the head of Dunns
Creek and in Lake Crescent.
(90) The river water may be fresh at Jacksonville at low
water with westerly winds, while with northeasterly
winds the water may be brackish to Palatka.
(91)
Freshets
(92) The ood stages in the river usually occur during the
fall and are about 1 foot above ordinary low-water level
at Jacksonville, 2 feet at Palatka, 3 feet at Lake George,
5 feet at Sanford and 6.5 feet at Lake Harney.
(93)
Weather, Jacksonville and vicinity
(94) Jacksonville is near the northern boundary of the
trade winds in summer. Winds off the water produce a
maritime inuence that tempers the heat of summer and
cold of winter. Winter storms and severe cold waves often
remain north of the area. Occasionally a “nor'easter” will
skirt the Florida coast bringing 15- to 30-knot winds, low
stratus clouds and drizzle. These are most likely in late
summer and fall. This area lies within the hurricane belt
although hurricane-force winds are rare, since most
storms either remain offshore or have tracked inland and
weakened.
(96) The average high temperature in Jacksonville is
79°F (26.1°C) and the average low is 59°F (15°C). By
a fraction of a degree, July is the warmest month with
an average high of 92°F (33.3°C) and an average low
of 73°F (22.8°C). January is the coolest month with
an average high of 65°F (18.3°C) and an average low
of 43°F (6.1°C). Each month May through August has
recorded temperatures in excess of 100°F (37.8°C), and
the all-time maximum temperature is 103°F (39.4°C)
recorded in June 1950, June 1954 and again in July 1981.
Below-freezing temperatures have been recorded from
November through March, and the record minimum is
7°F (-13.9°C) recorded in January 1985. On average, 83
days each year have a maximum temperature of 90°F
(32.2°C) or greater while only 15 days can be expected
to have minimums of 32°F (0°C) or below.
(97) Over one-third of the annual average rainfall of 53
inches (1,346.2 mm) falls during the summer months of
June, July and August. September is the wettest month
averaging 7.67 inches (194.8 mm) and November is the
driest month averaging about 2 inches (50.8 mm). Most
of the summer rainfall is due to convective activity or
precipitation of a tropical origin. Snowfall is almost
unheard of; however small amounts have fallen in each
month December through March. The greatest 24-hour
snowfall was 1.5 inches (38.1 mm) falling in February
1958.
(98) On the average the Jacksonville area is threatened
(tropical cyclone) within 50 nm (93 km) once or twice
each year. While this may occur in any month it is
most likely from June through October, with a peak in
September and October. Most storms have crossed over
(95)
METEOROLOGICAL TABLE – COASTAL AREA OFF JACKSONVILLE, FLORIDA
Between 29°N to 32°N and 78°W to 82°W
WEATHER ELEMENTS
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
YEARS OF
RECORD
Wind > 33 knots ¹ 2.4 3.4 2.1 1.0 0.5 0.5 0.1 0.5 1.4 2.2 1.8 2.1 1.5
Wave Height > 9 feet ¹ 5.9 7.1 4.6 2.6 2.1 1.4 0.6 1.2 3.8 6.1 4.5 4.5 3.7
Visibility < 2 nautical miles ¹ 1.1 0.9 0.8 0.4 0.4 0.6 0.3 0.5 0.5 0.6 0.6 0.8 0.6
Precipitation ¹ 5.2 5.4 4.1 3.1 3.3 3.9 3.3 4.3 5.5 4.8 4.0 4.6 4.3
Temperature > 69° F 23.9 24.7 38.6 64.3 93.0 99.6 99.9 99.9 99.5 89.4 62.0 34.8 69.3
Mean Temperature (°F) 63.7 64.6 67.5 71.7 76.2 80.1 82.5 82.4 80.9 76.3 71.0 66.4 73.6
Temperature < 33° F ¹ 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Mean RH (%) 73 73 73 73 75 79 79 79 78 73 71 72 75
Overcast or Obscured ¹ 26.3 24.9 20.6 15.4 12.9 15.5 11.2 13.0 17.2 17.8 16.9 22.6 17.9
Mean Cloud Cover (8
ths
) 4.9 4.7 4.4 3.9 3.9 4.4 4.1 4.3 4.6 4.5 4.4 4.7 4.4
Mean SLP (mbs) 1020 1019 1018 1018 1017 1016 1018 1017 1016 1016 1018 1020 1018
Ext. Max. SLP (mbs) 1040 1045 1040 1036 1037 1031 1035 1034 1033 1040 1046 1045 1046
Ext. Min. SLP (mbs) 985 990 983 992 996 995 998 997 995 978 994 995 978
Prevailing Wind Direction NW NW S S S SW SW E NE NE N N NE
Thunder and Lightning ¹ 0.9 1.1 1.5 1.2 2.7 3.2 4.4 4.5 3.5 2.1 1.1 0.8 2.3
¹ Percentage Frequency
300 ¢ U.S. Coast Pilot 4, Chapter 9 25 AUG 2024
some portion of the Florida peninsula and weakened. The
COTP Jacksonville zone should not be considered a safe
hurricane haven during hurricane conditions.
(99) Since 1842, 69 tropical cyclones have come within
50 miles (93 km) of Jacksonville; 21 of those storms have
done so since 1950. Hurricane Dora, for example, was
one of the worst storms to affect this area. In the early
morning hours of September 10, 1964, Hurricane Dora
made landfall north of St. Augustine. At Mayport, winds
reached 65 knots with gusts to 80 knots while the airport
recorded 71-knot sustained winds. Dora provided the rst
sustained hurricane wind speeds in the 80-year period of
record for the Weather Bureau Air Station at Jacksonville.
Unusually high tides were produced by onshore winds
that exceeded 50 knots for some 12 hours. Water levels
reached 5 to 7 feet (1.5 to 2.1 m) above mean sea level
on the coast and along the St. Johns River.
(100) Storm tides are more frequent than destructive winds
and, along the coast, are the major threat to shipping and
residents. Storm surges vary signicantly over short
distances. Maximum heights occur along the beaches and
the entrance jetties at Mayport, then decrease rapidly up
the St. Johns River. In October 1944, an overland hurricane
combined with an offshore nor’easter to generate tides
that reached 12.3 feet (3.75 m) above mean sea level at
Jacksonville Beach and 7.3 feet (2.2 m) above mean sea
level on McCoy Creek (30°19'23"N., 81°40'03"W.) at
Stockton Street in Jacksonville. For more details see the
Hurricane Havens Handbook for the North Atlantic
Ocean as discussed in chapter 3.
(101) In general, prevailing winds are northeasterly in
fall and winter and southwesterly in spring and summer,
although afternoon sea breezes often bring winds off
the water in these latter seasons. Windspeeds are often
highest from September through April when they exceed
17 knots about 3 to 8 percent of the time. Local climatic
variations are most noticeable in the heat of summer.
Along the beach, on 20 to 30 days annually, temperatures
reach the 90s (°F) compared to 70 to 80 days near the city.
Fog is mainly a wintertime phenomena, rolling in with
any easterly wind but often remaining across the entrance
when it has cleared elsewhere. In calm weather, smog
from fertilizer and paper plants often obscures the channel
above Dame Point. Radiation type fog, which may occur
near the city, usually burns off by noon. On the average,
there are 25 to 35 days annually when visibilities drop
below 0.5 mile; November through February are the most
likely months. Summertime showers and thunderstorms
are responsible for much of the precipitation in the area.
Thunderstorms are most likely during June, July and
August, when they occur on about 10 to 16 days per
month.
(102) The National Weather Service station is at
Jacksonville International Airport, about 6.5 miles
north-northwestward of the entrance to Trout River,
and barometers can be compared there or checked by
telephone.
(103)
Pilotage, Jacksonville
(104) Pilotage is compulsory for all foreign vessels and for
U.S. vessels under register. Pilotage is optional for U.S.
coastwise vessels that have on board a pilot licensed by
the Federal Government. Pilotage is available from St.
Johns Bar Pilot Association, 4910 Ocean Street, Mayport,
FL; telephone 904–249–5631, FAX 904–249–7523;
email [email protected]. Federal Pilots for inner
harbor shifts and docking services can be reached at
904–757–6900 Florida Docking Masters Association or
on VHF-FM channel 7A and 904-642-9880.
(105) The pilot station (above address) is just below the
ferry terminal (30°23.7'N., 81°25.8'W.), on the port hand
entering from sea, about 3 miles above St. Johns River
entrance. The pilot station monitors VHF-FM channels
16, 13 and 14; works on 14. The pilot boats are 50 foot,
with orange hull, gray superstructure and the word PILOT
on the sides. The boats monitor and work on VHF-FM
channel 14. Pilots monitor VHF-FM channel 17A for
docking vessels not requesting tugs or docking master.
(106) Vessels are requested to report their estimated
time of arrival (ETA) in the vicinity of (30°21'53"N.,
81°10'32"W.) St.Johns River VAIS PILOT AREA “A”
and in the vicinity of (30°23'35"N., 81°19'08"W.) St.Johns
River VAIS PILOT AREA “B”, and their draft, by radio
to the pilot station at least 2 hours and again 1 hour prior
their ETA of the pilot boarding areas. Pilots report that
many times they can hear radio calls but vessels are
unable to pick up the pilots return transmissions; pilot
boarding speed is 8 to 10 knots. A boarding ladder should
be rigged 10 feet above the water. Arrangements for pilots
are generally arranged in advance through ship’s agents
or directly by shipping companies.
(107) The St. Johns Bar Pilots Association, 4910 Ocean
Street, Atlantic Beach, FL 32233; telephone 904-249-
5631, participates in the North Atlantic Right Whale
Early Warning System. (See North Atlantic Right Whales,
indexed as such, chapter 3).
(108)
Towage
(109) Tugs up to 5,100 hp and docking pilots are available
24 hours a day at Jacksonville. Tugs use VHF-FM
channels 7A, 10, 13, 16, 18A and 19. Docking pilots use
VHF-FM channels 7A, 13, 16, 18A, and 19A
(110)
Quarantine, customs, immigration and agricultural
quarantine
(111) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(112) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.) Vessels are usually boarded at
their berths. There are public and private hospitals in and
about Jacksonville. Deratization and fumigation services
are available.
(113) Jacksonville is a customs port of entry.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 9 ¢ 301
(114)
Coast Guard
(115) A sector ofce is in Jacksonville. (See Appendix A
for address.) Mayport Coast Guard Station is on the east
side of the river about 2.7 miles above the mouth at the
southerly end of the waterfront at Mayport.
(116)
Harbor regulations
(117) There is no harbormaster for the city of Jacksonville.
The Jacksonville Port Authority, a State agency
and corporation, operates the Talleyrand Docks and
Terminals and the Blount Island Terminal; the berthing
of vessels and other aspects of the direct operation of
these terminals is controlled by the Director of Marine
Division. The operating staff of the port authority is
directed by a managing director; the ofces are at the
Port Central Ofce Building, 2701 Talleyrand Avenue,
near Talleyrand Docks and Terminals.
(118) The south side of Blount Island and Back River on
Blount Island are within a safety zone and security zone.
(See 33 CFR 165.1 through 165.33, 165.728 and 165.729,
chapter 2, for limits and regulations.) The southeast and
east sides of Blount Island are within a restricted area.
(See 33 CFR 334.1 through 334.6 and 334.515, chapter
2, for limits and regulations.)
(119)
Wharves
(120) Of the 24 principal piers and wharves described for
the port, 6 are operated by the Jacksonville Port Authority
and the others are privately owned and operated. Most of
the terminals have excellent highway connections. Three
switching railroads connect the terminals and the three
major railroads serving Jacksonville. General cargo at the
port is usually handled by port cranes, and equipment is
available for all lifts. Crawler and truck cranes with lifting
capacities to 100 tons are available.
(121) With one exception, only the deep-draft piers and
wharves are described. Actual depths at berths may differ
from published authorized depths. Users are requested
to conrm depths with agents, tug operators or pilot
organizations before arrival.
(122) St. Johns Boat Company: on the St. Johns River
between the Atlantic Ocean and the Intracoastal Waterway
with no approach restrictions;100-ton travel lift up to 24-
foot beam, 300-ton railway up to 50-foot beam, 400-foot
plus commercial dock area; visit website, stjohnsboatco.
com for more information.
(123) BAE Systems Shipyard: St. Johns River and the
Intracoastal Waterway intersection; channel depth is 40
feet approaching the berths with no overhead obstructions.
Actual depths alongside the various berths range from 15
to 33 feet. Telephone: 904–251–3111.
(124) Blount Island Command (BIC): ve berths,
capable of berthing vessels in excess of 1,000 feet along
both sides of Back River (BIC), at the southeast end of
Blount Island; maximum draft permitted alongside is
38 feet; deck height, 10 feet; one 40-ton crane; water
and electrical connections; receipt and shipment of
miscellaneous bulk materials, notably gypsum and lime
rock, mooring vessels and harbor tugs and handling
heavy-lift items; used by commercial and government
vessels; owned and operated by the United States Marine
Corps.
(125) Blount Island Terminal: offers eight berths. Berths
20 and 22, two docks on the west side of Blount Island are
operated by the Jacksonville Port Authority and are used
for the loading and unloading of automobiles; 36 feet
alongside. Berths 30 to 35 are on the St. Johns River main
ship channel, 10 miles above St. Johns River entrance;
5,250-foot bulkhead wharf, 40 feet alongside, deck
height, 9 feet, cranes to 45 tons; handles containerized,
conventional, and roll-on/roll-off general cargo,
automobiles, steel products, craft paper and linerboard
rolls; operated by Jacksonville Port Authority.
(126) St. Johns River Coal Terminal: on main St. John
River channel east of Jacksonville Port Authority berths,
10 miles above St. Johns River entrance; 808-foot
bulkhead wharf; 40 feet alongside; deck height, 9 feet;
45-ton clamshell bucket unloader, unloads coal on to a
conveyor system which transports coal to a coal-red
generation station 3.5 miles inland, unloading rate 750
to 1,500 tons per hour; operated by St. Johns River Power
Park.
(127) JEA Northside Generating Station: northwestern
side of Blount Island Channel, 1.15 miles northeast of
the WesPac LNG Jacksonville Terminal and 0.2 mile
southwest of the Blount Island highway bridge; offshore
wharf with 60-foot face, 700-foot length with mooring
dolphins; 36 feet alongside; deck height, 13½ feet;
predominantly coal for plant consumption; operated by
JEA.
(128) WesPac LNG Jacksonville: previous site of Celotex
Company. west side of Blount Island Channel (old river
channel), 0.35 mile northward of the southwest tip of
Blount Island; site is used for vessel layups.
(129) Martin Marietta: on the west side of Dames
Point Bridge, south of TraPac Terminal on the St.
Johns River;60-foot face, 700-foot length with mooring
bollards, 40 feet alongside; handles aggregates.
(130) TraPac Terminal: 1,200-foot face, apron width
150 feet, depth 40 feet alongside, deck height,10
feet, six container cranes (two 50-ton, four 40-ton),
six 40-ton rubber tired gantry cranes, on-dock rail
connection via CSX; handles containerized cargo. For
further information, e-mail [email protected] or
telephone: 904-696-4900.
(131) JAXPORT Cruise Terminal: northwest of TraPac
Terminal at Dunn Creek; 1,289 feet long; 40 feet
alongside, deck height, 9 feet, apron 80 feet wide. For
further information, visit jaxport.com/cruise.
(132) Buckeye Terminal: 0.3 mile east-northeast of
Drummond Point; offshore wharf with 300-foot face,
800 feet with mooring dolphins; 38 feet alongside; deck
height, 12 feet; handles petroleum products, Bunker C,
and occasional loading of harbor bunkering barges.
302 ¢ U.S. Coast Pilot 4, Chapter 9 25 AUG 2024
(133) Marathon Terminal: extending from Drummond
Point; offshore wharf with 143-foot face, 1,000-foot
berth with dolphins; 38 feet alongside; deck height, 12
feet; hose-handling derrick; petroleum products and
loading harbor bunkering-barges; operated by Gulf Oil
Rening and Marketing Co. and American Oil Co.
(134) Navy Fuel Depot: at east entrance to Trout River,
offshore wharf with 300-foot face, 800 feet with mooring
bollards; 38 feet alongside; deck height, 12 feet; handles
petroleum products.
(135) U.S. Gypsum Co. Pier: just south of Trout River
entrance on west side of St. Johns River at 30°23'01.5"N.,
81°37'55.0"W.; pier 616 feet long and 42 feet wide,
berthing only along south side, usable space 455 feet
with dolphins; 26 feet alongside; deck height, 6 feet;
self-unloading vessels discharge into a hopper served by
a conveyor system, which extends full length of pier to
an open storage area ashore, delivery rate 1,000 tons per
hour; handles gypsum rock.
(136) Nu Star Energy Terminal: 0.34 mile southward of
U.S. Gypsum Co. Pier, west side of river; offshore wharf
with 80-foot face, 1,000 feet with mooring dolphins; 38
feet alongside; deck height, 12 feet; handles petroleum
products; operated by Nu Star Energy.
(137) Keystone Terminal: southwest of Nustar Terminal
at Chaseville Turn, 800-foot face, deck height,10 feet, 40
feet alongside, handles bulk aggregates and wood chips;
operated by Keystone Industries, LLC.
(138) J. Dillon Kennedy Generating Station Wharf:
30°21'53"N., 81°37'22"W.; offshore wharf with 101-
foot face 220-foot berth with two dolphins; 36 feet
alongside; deck height, 10 feet; handles fuel oil for
plant consumption; operated by Jacksonville Electric
Authority.
(139) Transmontaigne Petroleum Terminal: west side
of river, 0.29 mile southeastward of J. Dillon Kennedy
Generating Station Wharf; offshore wharf with 140-foot
face, 750-foot berth with dolphins; 34 feet alongside;
deck height, 13 feet; hose-handling derrick; handles
asphalt products.
(140) Centerpoint Terminal: west side of river, 0.16 mile
south of Transmontaigne Petroleum Terminal. Terminal
Wharf; 50-foot face, 280-foot berth with dolphins; 38 feet
alongside; deck height,12 feet; hose-handling derricks;
handles petroleum products; operated by Centerpoint
Terminal.
(141) Jacksonville Port Authority, Toyota 8th Street
Terminal: west side of river at 30°20'42"N., 81°37'20"W.;
700-foot bulkhead wharf; 38 feet alongside; deck height,
9 feet; handles automobiles; operated by Joyserv Co. Ltd.
(142) Jacksonville Port Authority, Talleyrand Docks
and Terminals, Berths 3, 4, 5, 6, 7 and 8 (Berth 8 being the
most northerly of the six): bulkhead wharf providing 4,100
feet of continuous berthing space immediately northward
of the JPA 8th Street Terminal; deck height, 9 feet; 40
feet alongside; handles containerized cargo, conventional
general cargo, refrigerated cargo, automobiles, molasses,
bagged coffee beans, caustic soda, lumber, steel products,
chemicals and lignin sulfonate; Berth 1 also handles
petroleum products; Municipal Docks railway connects
the terminal with all trunkline carriers serving the port.
(143) Crowley American Transport Trumbull Asphalt
Dock: west side of river 0.7 mile north of the Matthews
Highway Bridge; 425-foot face; 22 feet alongside; deck
height, 9 feet; receipt of asphalt.
(144) Crowley American Transport Barge Dock: west
side of river immediately south of Owens Corning Asphalt
Dock and 0.5 mile north of the Matthews Highway
Bridge; 3 mooring dolphins extend out in a line from
the West bank 430 feet; 260-foot face; 23 feet alongside;
deck height, 9 feet; 3 deck roll-on/roll-off ramp; handles
containerized roll on/roll off general cargo, automobiles,
and heavy-lift items.
(145) Commodore’s Point Terminal Wharf; North
Florida Shipyard/Southeast Drydock Facility: west
side of the river at Commodore Point; 700-foot face; 28
feet alongside; deck height, 5½ feet; handles conventional
general cargo, petroleum products, chemicals, bulk
cement, bananas and fertilizer; various operators.
(146)
Supplies
(147) Supplies of all kinds in any quantity can be
obtained, and all types of marine services are available
in Jacksonville. Fresh water is piped to the terminals. Fuel
oil and diesel oil are available at the oil terminal wharves
and by tank barge; most vessels bunker by barge while
alongside except petroleum products.
(148)
Repairs
(149) A small shipyard is on the river at the junction with
Sisters Creek (Intracoastal Waterway) and has a 4,000-
ton marine railway and oating drydock. A yard about
3 miles above the mouth of the St. Johns River has a
200-ton and a 500-ton marine railway that can handle
vessels up to 100 feet in length with complete shipyard
facilities available. A shipyard on the west bank of the
river at Commodore Point has a oating drydock with a
2,800-ton lift capacity for vessels up to 389 feet in length
and 3 wet berths for vessels up to 700 feet in length and
25-foot draft with complete shipyard facilities available.
(150) In addition to the shipyards, Jacksonville has all types
of specialized marine manufacturing, sales and repair
rms that handle such items as electronic equipment,
electric motors and other components, ventilation and
air conditioning systems, shafts and propellers, etc.
(151)
Small-craft facilities
(152) Excellent facilities are available in Jacksonville.
The municipal marina at Metro Park is on the north
side of the river about 1.2 miles west of Commodore
Point. Additionally, the city has oating docks at
the Jacksonville Landing along the north side of the
river between Main Street and Acosta bridges. A city
dockmaster may be reached at 904–630–0839. Public
restrooms are at Jacksonville Landing and Metro Park.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 9 ¢ 303
A large illuminated fountain is in a city park on the south
bank of the river between the Main Street and Acosta
bridges. Small craft should exercise caution, as currents
become quite strong in this section of the river. There are
a number of other modern well-equipped marinas and
boatyards in Jacksonville; the major facilities are on the
Intracoastal Waterway, Ortega River and Trout River.
Supplies, services and repairs are available for all types
of yachts. Other small-craft facilities on St. Johns River
above Jacksonville are in Goodbys Creek, Doctors Inlet
and Julington Creek.
(153)
Communications
(154) The port is served by three railroads. The Jacksonville
Port Authority operates its own switching railroad, which
serves the Talleyrand Docks and Terminals. Excellent
highways reach the city, and there is a toll expressway
system providing rapid transportation within the city;
the primary highways leading from Jacksonville are
Interstate Highways 10 and 95 and U.S. Routes 1, 17
and 90. Jacksonville International Airport, operated by
the Jacksonville Port Authority about 10 miles northward
of the heart of the city, is served by six airlines. Both
passenger and air freight service is available. There are
also three general-aviation airports in the city. Numerous
steamship lines connect with most of the principal foreign
and domestic ports. Barge service is available for the
Intracoastal Waterway, coastwise, and up the St. Johns
River as far as Sanford.
(155)
ENC - US5FL51M
Chart - 11490
(156) Mayport Basin is on the south side of the St. Johns
River just inside the entrance jetties and westward of St.
Johns Point. A deep channel leads along the inshore end
of the south jetty to the basin. It is marked by a 255° lighted
range, lights and lighted and unlighted buoys. Due to the
relatively short distance between the lights of the range,
sensitivity is poor. Mariners are advised to use the range
with caution. Dangerous cross-currents are reported to
exist in the entrance to Mayport Basin; mariners are
advised to enter at slack water or at a recommended speed
of 13 knots. The waters of the turning basin are within a
prohibited area of the U.S. Naval Station Reservation;
commercial and pleasure vessels are prohibited from
entering except in cases of extreme emergency. (See 33
CFR 334.500, chapter 2, for limits and regulations.)
(157) Mayport is a town on the south bank of St. Johns
River, 3 miles inside the entrance jetties. It has a ferry
connection with the town of Fort George Island across
the river. The wharves at Mayport are private and are
used by shing vessels. A Coast Guard station is at the
southerly end of the waterfront. There is a marina and
a yacht basin with reported depths of about 10 feet.
Gasoline, diesel fuel, water, ice, restrooms, charter boat
hire, showers, electricity, wet and dry storage and marine
supplies are available. Hull, engine and electronic repairs
can be made. Restaurants are nearby.
(158)
Blount Island to Trout River
(159) The Intracoastal Waterway crosses the St. Johns
River 5.3 miles from the entrance through Sisters Creek
on the north and Pablo Creek on the south.
(160) A shipbuilding and drydock company is on the north
side of the river and on the east side of Sisters Creek. The
rm builds steel-hulled tugs and shing vessels and does
all kinds of repair work on commercial and Government
vessels; work on pleasure craft, except very large yachts,
is not done here. There is a 4,000-ton marine railway,
several mobile cranes, complete shop facilities, and
berths for vessels of up to 585 feet. The marine railway
is on the St. Johns side of the yard, while the construction
work is done on the Sisters Creek side. This rm has built
a vessel 220 feet long.
(161) Blount Island, low and sandy with fringing marshes,
is on the north side of the St. Johns River about 9 miles
above the entrance. The Jacksonville Port Authority
terminal near the southwestern tip of the island and
Gate Maritime Terminal in Back River (Blount Island)
at the southeastern tip of the island have been described
under “Wharves” for the Port of Jacksonville. Back
River is a restricted area and security zone. (See 33 CFR
334.515 and 33 CFR 165.729, chapter 2, for limits and
regulations.)
(162) Blount Island Channel, a cutoff bend of the St.
Johns River, extends from the main river channel around
the northern side of Blount Island and rejoins the main
channel at the southwestern tip of the island. The channel
is practically divided near its midpoint by three low xed
bridges with least clearances of 19 feet horizontally and
8 feet vertically. Overhead power cables, with clearances
of 175 feet, are on both sides of the southwesternmost
highway bridge. The federal project depth for the
channel is 30 feet, but the controlling depth is usually
considerably less than project depth. (For detailed
channel information and minimum depths as reported
by the U.S. Army Corps of Engineers (USACE), use
NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.) Two
deep-draft private wharves on the marked western leg of
Blount Island Channel are described under Jacksonville
“Wharves.”
(163) A xed highway bridge with a clearance of 169 feet
crosses St. Johns River just above Blount Island at Dames
Point.
(164) Broward River, on the north side and 13 miles from
the entrance to St. Johns River, has depths of 1 to 3 feet
to Cedar Heights. The Heckscher Drive (State Route
105) highway bridge at the mouth has a xed span with a
clearance of 20 feet. Overhead power cables at the bridge
have a least clearance of 34 feet.
304 ¢ U.S. Coast Pilot 4, Chapter 9 25 AUG 2024
(165) The offshore wharf and shore facilities of a U.S. Navy
Fuel Depot are 1.2 miles southwestward of Drummond
Point on the northwest side of the St. Johns River, just
below the mouth of the Trout River. Pipelines extend
from the wharf to storage tanks onshore. The fuel depot
is in a restricted area. (See 33 CFR 334.510, chapter 2,
for limits and regulations.)
(166) Trout River, north of downtown Jacksonville, has
depths of 7 feet to the mouth of Ribault River and 3 feet
to the highway bridge 4.5 miles above the mouth. The
entrance is marked by daybeacons. A small repair yard
is on the east side of a small cove on the south side of
the river about 0.4 mile above the entrance. The yard
has berths, electricity, water, two 6-ton lifts and a marine
railway that can handle craft up to 85 feet long or 200
tons; hull and engine repairs can be made. Depths of 8
feet are reported in the approach and alongside. The Main
Street (U.S. Route 17) highway bridge 0.9 mile above the
entrance has a xed span with a clearance of 29 feet. The
highway bridge, adjacent to the westward, except for the
channel span, remains as a shing pier. The overhead
power cable at the bridge has a clearance of 38 feet. The
railroad bridge just upstream has a swing span with a
channel width of 46 feet and a clearance of 2 feet. (See
33 CFR 117.1 through 117.59 and 117.337, chapter 2,
for drawbridge regulations.) The overhead power cable,
0.5 mile above the bridge, has a clearance of 45 feet. The
Interstate 95 highway bridge, 2 miles above the mouth,
has a xed span with a clearance of 34 feet.
(167) State Route 115 highway bridge, 4.5 miles above
the mouth, has a 40-foot xed span with a clearance of
18 feet. The overhead power cable just westward of the
bridge has a clearance of 45 feet.
(168) Groups of piles, sunken wrecks and barges are near
the shores of Trout River. There are numerous private
piers and landings on the river. The Jacksonville City Zoo
is on the north side of the river downstream of the rst
bridge.
(169)
<Deleted Chart Header>
(170) St. Johns River south of Jacksonville bridges.
Many pleasure craft ply the river south of Jacksonville,
going as far as Sanford. Commercial trafc is light and
consists of barges hauling petroleum products for oil
company distributors and fuel oil for power plants; the
oil barges are loaded at Jacksonville and towed to Palatka
and Sanford.
(171) The route from Jacksonville to Sanford, a distance
of 123 miles, is well marked by lights and daybeacons
and is comparatively easy to navigate with the aid of the
charts. However, if a local pilot is desired, shermen
from Jacksonville, Palatka, Welaka or Sanford will
serve. The upper reaches of the river are partly obstructed
by hyacinths at certain times of the year, and oating
obstructions are a continual menace to navigation. A
program for eradication of noxious aquatic plant growth,
consisting mostly of spraying, is carried on jointly by
the USACE and the Florida Game and Fresh Water Fish
Commission. The unimproved creeks tributary to the St.
Johns River may be obstructed by logs and hyacinths.
(172) Fish traps, pilings and remains of old wharves are
generally found close inshore or on the bars in midstream.
Fish traps are usually constructed of small poles and are
frequently destroyed and rebuilt. In some cases, they
extend several feet above high water and can be avoided
in daylight hours. In some places they have been broken
off below the water and are a serious menace to small
craft.
(173)
Channels
(174) A federal project provides for a channel 13 feet deep
from Jacksonville for 48 miles to Palatka, thence 12 feet
deep for 75 miles to Sanford, and thence 5 feet deep for
about 18 miles to Lake Harney. This project, however, has
not been maintained in recent years because of the light
commercial trafc. For detailed channel information and
minimum depths as reported by the U.S. Army Corps of
Engineers (USACE), use NOAA Electronic Navigational
Charts. Surveys and channel condition reports are
available through a USACE hydrographic survey website
listed in Appendix A.
(175)
Bridges
(176) General drawbridge regulations and opening signals
for bridges over the St. Johns River and tributaries are
given in 33 CFR 117.1 through 117.49, chapter 2.
Special drawbridge regulations for certain bridges that
supplement the general regulations are referenced with
the area description of the waterway.
(177)
Ortega River to East Tocoi
(178) Ortega River is about 2 miles south of Fuller
Warren Bridge (30°18.9'N., 81°40.3'W.) on the west side
of the St. Johns River. It is the major yachting center in
the Jacksonville area. In 1983, the reported controlling
depth was 6 across the bar at the entrance, thence 7 feet
to the railroad bridge, thence 5½ feet for a distance of 1.4
miles above the second highway bridge.
(179) The Grand Avenue (State Route 211) highway
bridge, at the entrance to Ortega River connecting Ortega
and St. Johns Park has a bascule span with a clearance of
9 feet. The Roosevelt Boulevard (U.S. Route 17) highway
bridge, 0.7 mile upstream, has dual xed spans each with
a clearance of 45 feet. The northern 180-foot section
of the former highway bascule bridge immediately
westward remains as a shing pier. An overhead power
cable with a clearance of 65 feet is at the shing pier. The
railroad bridge immediately westward of the shing pier
has a 40-foot bascule span with a clearance of 2 feet. The
Timquana Road highway bridge crossing the river 1.9
miles above the railroad bridge has a xed span with a
clearance of 20 feet.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 9 ¢ 305
(180) A modern well-equipped marina and boatyard are
on the northwest side of the Ortega River about 0.4 mile
above the rst bridge. The marina has about 235 slips and
20 berths and can accommodate boats up to 60 feet in
length with a reported approach and alongside depth of 6
feet in 2007. Gasoline, ice, water, electricity and showers
are available with a shopping center and restaurants
nearby. The boatyard, closed Sundays, makes complete
hull and engine repairs; a 50-ton travel lift is available.
(181) Another marina on the northwest bank of the Ortega
River just northeastward of the twin highway bridges has
berths for 75 boats to 52 feet in length, with reported
depths of 10 feet in 1983. A 25-ton mobile lift and a 3½-
ton forklift are available for complete repairs. Gasoline
and oil, diesel fuel, water, ice, electricity and other
supplies and services are available. On the southwest side
of this bridge is the yard of a yacht-building corporation.
About 0.2 mile above the twin bridges, on the northwest
side, there is another marina for yachts with a reported
approach depth of 4.5 feet and alongside depth of 7.0 feet
in 2004 that can provide berths with electricity, gasoline,
diesel fuel, water, ice, a pump-out station and marine
supplies. A 50-ton lift is available for hull, engine and
electronic repairs. A shopping center and a cafeteria are
within three blocks of the marina.
(182) Cedar River, a tributary of the Ortega, enters from
the northward about 1.5 miles above the mouth. In 1983,
the reported controlling depth was 6 feet from the entrance
to the highway bridge 1.4 miles above the entrance. The
Blanding Boulevard highway bridge, 0.6 mile above the
mouth, has twin xed spans with a horizontal clearance
of 30 feet and a vertical clearance of 16 feet. An overhead
power cable 100 yards above the bridge has a clearance
of 43 feet. The San Juan Avenue highway bridge, 1.4
miles above the mouth, has a 39-foot xed span with a
clearance of 11 feet at the center.
(183) On the west side of St. Johns River, 4 miles southward
of Fuller Warren Bridge at the entrance to Pirates Cove,
is the private Florida Yacht Club. Special anchorages are
off the entrance to Pirates Cove. (See 33 CFR 110.1 and
110.73, chapter 2, for limits and regulations.)
(184) Goodbys Creek, on the east side of the St. Johns
River about 7 miles southward of Fuller Warren Bridge,
has reported depths of about 2 feet to just above the
twin bridges of State Route 13, about 0.3 mile above
the entrance; the twin 32-foot spans have a clearance
of 11 feet. The entrance is marked by a light. Unlighted
buoys and pilings border the channel. Local knowledge
is advised. Two small marinas are on the north side of
the creek, on either side of the bridges; gasoline and oil,
berths, water, ice and some marine supplies are available.
The lower marina has a 15-ton hoist; hull, engine and
electronic repairs can be made. In 1983, with local
knowledge, 6 feet was available to the lower marina.
(185) Jacksonville Naval Air Station extends along
the west side of the St. Johns River about 0.7 mile
northwestward of and 2.5 miles south-southwestward of
Piney Point. A large pier is close south of Piney Point.
In 1982, the dredged channel leading to the pier had a
controlling depth of 14 feet to the outer end of the pier
except for shoaling to 13 feet along the northeast edge of
the basin, thence 16 feet north and 11 feet south of the
pier. Another dredged channel leads to a small basin at
the station about 2.4 miles southward of Piney Point. In
1978, the controlling depth was 9 feet in the channel and
6 feet in the basin except for shoaling to 3 feet at the west
end.
(186) The twin xed spans of Highway 295 bridge, with
clearances of 65 feet, cross the St. Johns River just below
the Naval Air Station, 2.5 miles southward of Piney Point.
(187) In 1985, a sunken wreck was reported near the
Highway 295 bridge in about 30°11'21"N., 81°39'33"W.
In 1996, a submerged wreck was about 1,000 yards
southward of the bridge, in about 30°11.0'N., 81°41.0'W.
(188) Orange Park, 10 miles south of Fuller Warren
Bridge on the west bank of the St. Johns River, is a winter
resort.
(189) Doctors Inlet, 10.5 miles southward of Fuller
Warren Bridge, is the entrance to Doctors Lake from
the St. Johns River. In 1983, the inlet had a reported
controlling depth of 12 feet, thence general depths of 7
to 12 feet to the head of the lake. Because of extensive
shoals on both sides of the inlet, midchannel courses must
be steered from abeam of Light 10 until through the inlet.
The lake is an excellent shing ground for sportsmen and
a haven for small boats in stormy weather. U.S. Route 17
xed highway bridge with a clearance of 37 feet crosses
the mouth of Doctors Inlet.
(190) There is a well-equipped marina on the south side of
Doctors Inlet immediately west of the highway bridge.
There are 35 covered slips for boats of up to about 40
feet and 7 open 24-foot slips; depths to the berths are
reported to be about 5 feet. Gasoline pumps are on a
bulkhead about 300 feet long; sailboats too large for the
open slips may moor here. Ice, water, electricity and some
marine supplies are available. Also, on the south side of
the inlet just eastward of the bridge is another marina.
The entrance channel is marked by private daybeacons. In
1990, the reported alongside depth was 6 feet. Ice, water,
electricity and some marine supplies are available. A 20-
ton mobile lift is available, and hull repair can be made.
(191) In 1983, many pilings, visible at low tide but
submerged at high tide, were reported in Doctors Lake:
several along the northern lakeshore between Orange
Point and Macks Point, others off Cane Point, Dixton
Siding and Catsh Point. An old target area and submerged
pilings are reported in Mill Cove.
(192) Swimming Pen Creek, with two small arms at its
head, is entered through an unmarked channel at the
south end of Doctors Lake. A xed highway bridge with
a clearance of 9 feet crosses the creek about 0.4 mile
above the entrance. Based on local knowledge depths of
about 4 feet can be carried to the bridge, thence about 1
to 2 feet to the head of east and west arms. An overhead
power cable with a clearance of 31 feet crosses the creek
306 ¢ U.S. Coast Pilot 4, Chapter 9 25 AUG 2024
just above the bridge. Piles, some submerged, are in the
creek; exercise extreme caution.
(193) Julington Creek, 13 miles south of Fuller Warren
Bridge on the east bank, had a reported controlling
depth of 5 feet in 1983 to State Route 13 xed highway
bridge about a mile inside the entrance, thence 4½ feet
for another 1.3 miles. The xed highway bridge has a
clearance of 14 feet. An overhead power cable with a
clearance of 42 feet crosses the creek at the bridge on the
east side.
(194) On the north bank of the creek, just westward of the
bridge is a sh camp with berths, electricity, gasoline,
water, ice, launching ramp and limited marine supplies
and a marina with berths, gasoline, diesel fuel, water,
ice and marine supplies. A 15-ton mobile lift is available
and hull repairs can be made. On the eastward side of the
bridge is a marina with berths, electricity, gasoline, water,
ice and marine supplies. A 10-ton mobile lift is available,
and all types of repairs can be made. The southern city
limit of Jacksonville follows the north side of Julington
Creek.
(195) Black Creek, 18 miles southward of Fuller Warren
Bridge at Jacksonville, is navigable for vessels of about
8-foot draft for about 15 miles to the town of Middleburg.
In 1983, the reported controlling depth was 7 feet to the
railroad bridge. The creek is used by small craft as a
refuge during hurricanes. The trees along the bank form
an excellent windbreak. Just inside the entrance are U.S.
Route 17 twin xed highway bridges with clearances of
30 feet. About 2.2 miles above the highway bridge an
overhead power cable has a clearance of 47 feet. The
railroad bridge, 5 miles above the mouth, has a 44-foot
xed span with a clearance of 20 feet. Above the railroad
bridge up Black Creek to Middleburg are numerous bridge
and cable crossings. The minimum vertical clearances
are: 20 feet in Black Creek to the junction with North
Fork and South Fork, 16 feet in North Fork and 13 feet in
South Fork. The bridges’ minimum horizontal clearances
are: 40 feet in Black Creek to North Fork and South Fork,
30 feet in North Fork and 40 feet in South Fork.
(196) Green Cove Springs, a town on the west bank of
the St. Johns River about 20 miles south of Jacksonville’s
Fuller Warren Bridge, has a number of private piers and
a public concrete T-pier owned by the city. A hotel and
restaurant are three blocks up the street leading from the
foot of the municipal pier. A customs station is at Green
Cove Springs.
(197) The many long piers and the extensive group of
buildings and other facilities just southeastward of Green
Cove Springs were formerly part of a U.S. Naval Station
but are now included in a privately owned industrial park;
the northwesternmost pier is used by a small shipyard
that builds steel barges, and the other piers are used for
the dismantling of vessels by a scrap metal company. A
large orange and white checkered tank in the industrial
park is prominent from the river. A marina at pier 11 has
berths, electricity, water, ice and 30-ton mobile lift; all
types of repairs can be made. A boatyard that repairs
company-owned tugs and barges is southwest of the
long piers on the west side of the entrance to Red Bay
Creek. The yard has a 1,000-ton synchrolift drydock, and
transfer can be made.
(198) A section of a former bridge 2 miles southeastward
of Green Cove Springs extends out into the river 500
yards and is marked by a private light at its end. State
Route 13 highway bridge, 0.5 mile upstream, crosses the
river from Red Bay Point to Smith Point; it has a xed
span with a clearance of 45 feet. There are submerged
obstructions in the river from Magnolia Point, 4 miles
below the bridge, to Smith Point. The areas are outlined
on the chart and should be avoided.
(199) Trout Creek and Sixmile Creek have a common
entrance 24 miles south of Fuller Warren Bridge. These
creeks are navigable for about 3 or 4 miles upstream.
In 1983, the reported controlling depth was 4½ feet to
Hardwood on Trout Creek, and a depth of 4 feet could
be carried with local knowledge for about 2.2 miles
on Sixmile Creek. State Route 13 highway bridge, 0.5
mile above the entrance of Trout Creek, has a 40-foot
xed span with a clearance of 17 feet. Berths, gasoline,
electricity, water, ice, minor repairs, limited marine
supplies and launching ramps are available at small
sh camps in Palmo Cove, at the head of the common
entrance, in Trout Creek, just above the bridge, and in
Florence Creek, about 1 mile northwestward of Palmo
Cove. State Route 13 highway bridge, 1 mile above the
entrance to Sixmile Creek, has a 40-foot xed span with
a clearance of 12 feet. An overhead power cable with
a clearance of 40 feet crosses the creek just below the
bridge.
(200) East Tocoi, 32 miles south of Fuller Warren Bridge,
is a small sh camp on the east side of the river. Gasoline,
ice and water are available.
(201)
Ninemile Point to Dead Lake
(202) Ninemile Point, south of Jacksonville, is a sharp
point at a wide bend of the river. An overhead power cable
across the outside bend about 1.5 miles east of the point
has a clearance of 38 feet.
(203) Rice Creek, 44 miles south of Jacksonville, is used
occasionally by fuel barges going to the paper plant, about
2.3 miles above the mouth, near the head of its southerly
branch. Paper from the plant is shipped by rail and barge.
The creek is entered through a dredged channel that leads
westward from St. Johns River to near the head of the
southerly branch. The channel is marked by a 273.3°
lighted approach range, lights and daybeacons. The
railroad bridge, 0.8 mile above the mouth, has a swing
span with a channel width of 40 feet and a clearance of
2 feet. (See 33 CFR 117.1 through 117.49 and 117.324,
chapter 2, for drawbridge regulations.) U.S. Route 17
highway bridge, 1.0 mile above the mouth, has twin
xed spans with a clearance of 46 feet. The overhead
25 AUG 2024 U.S. Coast Pilot 4, Chapter 9 ¢ 307
power cables at the bridge and 1.1 miles westward have
clearances of 60 feet and 59 feet, respectively.
(204) Putnam County Barge Port, about 0.6 mile southward
of the entrance to Rice Creek, has a 410-foot marginal
wharf with 8 feet reported alongside. Water, electricity,
railroad connections and warehouse space are available.
Trafc is mostly in paper products. Transient pleasure
craft may moor alongside the wharf at their own risk.
(205) An overhead power cable, with a clearance of 91 feet
over the main channel and 60 feet elsewhere, crosses St.
Johns River about 1.6 miles southward of the channel into
Rice Creek.
(206) Palatka is an important upriver town on the St.
Johns River 48 miles south of Jacksonville. There are
several sawmills; wood chips are shipped from them by
rail to the papermill on Rice Creek. The marina here has
good facilities for yachts. There are over 30 berths with
water and electricity at nger piers in front of a large
building about 0.3 mile southwestward of U.S. Route 17
highway bridge. Gasoline and limited marine supplies are
available. The city pier, just northeastward of the marina,
has berths, electricity and water. Only overnight berthing
is permitted. U.S. Route 17 xed highway bridge across
St. Johns River at Palatka has a clearance of 65 feet.
(207) Wilson Cove, 0.7 mile south of Palatka, is very
shallow and fouled by hulks, piling and concrete-ballast
blocks.
(208) Overhead power cables with an authorized clearance
of 90 feet cross the St. Johns River at Rivercrest.
(209) An overhead power cable with a clearance of 90 feet
crosses the river at 29°37'20"N., 81°35'52"W., near Bray
Creek.
(210) Along the southern shore of the St. Johns River,
about 4.5 miles above Palatka between San Mateo and
Edgewater, submerged piling of old piers are a menace to
inshore navigation. Keep at least 150 yards off this shore.
A submerged pile is on the northwest side of the river
opposite Edgewater, in about 29°36'00"N., 81°36'30"W.
(211) A 25-ton mobile lift is available at San Mateo for
do-it-yourself repairs.
(212) In 2002, shoaling to 5.4 feet was reported in St. John
River between Murphy Island Daybeacon 18 and Light
20.
(213) Dunns Creek, 6.5 miles above Palatka, is the
approach to Crescent Lake and is used by pleasure and
shing boats. In 2021, the controlling depth for 7.5 miles
to the lake was 3 feet. Northeast storms raise the height
of water in the creek. Some of the bends in the creek are
sharp.
(214) The eastern entrance at Polly Creek is just to the
west of the mouth of Dunns Creek.
(215) Murphy Creek crosses Dunns Creek 0.5 mile
inside the entrance. The easterly section of the creek
is obstructed by a row of submerged pilings in Dunns
Creek.
(216) U.S. Route 17 xed highway bridge, crosses Dunns
Creek 0.9 mile above the mouth is under construction
(2019). Overhead power and television cables are north
of the bridge with a reported clearance of 36 feet.
(217) Crescent Lake is about 11 miles long and has a
maximum width of about 2 miles. The general depths are
between 7 and 13 feet, gradually shoaling toward shore.
There are no periodic tides in the lake; the range of tide in
Dunns Creek becomes zero near its end. Sudden squalls
in the lake cause a chop dangerous to small boats. In
the center of the lake, the bottom is soft mud. Near the
shore, the bottom changes to hard sand. Large patches of
hyacinth drift about the lake with the changing wind. The
lake appears to be free of sunken logs, but when navigating
near the shore a close watch should be maintained for
broken-off piling and sunken logs. On the west side of
the lake, about 1 mile above Crescent City, is a motel and
shing resort where berths with electricity, water, ice,
gasoline and limited marine supplies are available.
(218) Crescent City is on the west side of the lake about
6.5 miles from the north end. There are a municipal pier
and a number of private piers, some of which are in ruins.
The municipal pier had 10 feet reported alongside in
1983.
(219) In 1983, it was reported that a draft of 2 feet could
be taken into and for a distance of 5 miles up Haw Creek
at the head of Crescent Lake. Above this point navigation
is obstructed by trees and logs. About 3 miles above the
mouth is the hulk of a gunboat sunk during the Civil War.
(220) Dead Lake is about one mile long and 0.5 mile wide
at the head of Crescent Lake and, in 1963, had a general
depth of 8 feet in the center. St. Johns Park and the ruins of
a dock are on the northeast shore. Considerable hyacinths
are found at times in the lake.
(221)
Buffalo Bluff to Astor
(222) There are many shing camps, resorts and small
marinas along the St. Johns River as far as Lake George;
most have gasoline pumps, and some have moorage and
other facilities. A recreation map showing the various
facilities may be obtained from the Putnam County
Chamber of Commerce, Box 550, Palatka, FL 32077.
(223) At Buffalo Bluff, 9.8 miles above Palatka, the St.
Johns River is crossed by the railroad bridge, which has
a bascule span with a clearance of 7 feet. There are three
boatyards at Stokes Landing, 1.6 miles southward of
the railroad bridge at Buffalo Bluff. The southernmost
has a 40-ton marine railway and complete yard facilities
for hull, engine and electrical repairs. The other two
boatyards are used for shipbuilding and maintenance of
company-owned tugs and barges.
(224) The entrance to the Cross Florida Greenway is on
the west side of the St. Johns River 2.4 miles southward of
the railroad bridge at Buffalo Bluff. The canal is primarily
open to barge trafc but also pleasure and shing boats.
It extends from St. Johns River for 93 miles to the Gulf
of Mexico at a point about 3.0 miles north of the Crystal
River power plant.
308 ¢ U.S. Coast Pilot 4, Chapter 9 25 AUG 2024
(225) The Henry Holland Buckman Lock and Rodman
Dam is the easternmost lock and is about 1.5 miles
westward of the canal entrance from the St. Johns River.
The lock is 84 feet wide and 600 feet long has a depth
of 14 feet over the gate sills and a lockage time of 15 to
20 minutes; it is operated from 0800 to 1130 and 1200
to 1600 daily until the entire barge canal is completed.
Trafc lights are in operation at both ends of the lock. (See
33 CFR 207.160, chapter 2, for regulations.) Rodman
Dam, across the Oklawaha River about 8 miles above its
junction with the St. Johns River, blocks navigation of
the Oklawaha River above the dam, as there is no lock;
the upper Oklawaha River is reached through the eastern
entrance of the barge canal from the St. Johns River,
through Henry Holland Buckman Lock, thence through
Lake Ocklawaha, the pool formed by Rodman Dam.
(226) In 1983, the canal had been completed from the St.
Johns River to the lock and for about 4.7 miles westward
of the lock, where it enters Lake Ocklawaha. This
completed section of the canal is unmarked; it is crossed
about 1.6 miles westward of Henry Holland Buckman
Lock by State Route 19 xed highway bridge with a
clearance of 68 feet; an overhead cable east of the bridge
has a clearance of 85 feet. In traversing Lake Ocklawaha
to the upper Oklawaha River, prior to completion of the
dredged barge canal, it is advisable to follow the course of
the Oklawaha River bed through the lake, which is marked
by aids to navigation installed by the Corps of Engineers;
the markers, on iron pipes, are red on the right side of
the river and green on the left side when going down
the lake (away from Henry Holland Buckman Lock).
Caution should be exercised since numerous oating
obstructions may be encountered in the lake. The lake
extends about 13 miles to the site of the Eureka Lock
and Dam, construction of which has been suspended, but
which has a navigation bypass; boats of less than 3-foot
draft can continue up the Oklawaha River from Eureka
Lock and Dam to the junction with Silver Springs Run,
a distance of about 17 miles; navigation of the river from
Silver Springs Run to Moss Bluff Lock and Dam, about
12 miles, and from Moss Bluff Lock to Lake Grifn,
about 8 miles, may not be feasible at times due to low
water. Vessel operators should verify water levels with
the Moss Bluff lockmaster (telephone 352-288-4171).
Navigation regulations for the Moss Bluff Lock and Dam
are given in 33 CFR 207.169, chapter 2.
(227) Information on the pool level above Moss Bluff
Dam is given in 33 CFR 207.170, chapter 2. State Route
316 xed highway bridge across the barge canal and
Oklawaha River about 1 mile above the Eureka Dam
has a clearance of 65 feet at the canal. The minimum
clearances of the several highway swing bridges across
the Oklawaha River above Eureka Dam are 8 feet vertical
and 34 feet horizontal. (See 33 CFR 117.1 through 117.59
and 117.319, chapter 2, for drawbridge regulations.)
(228) In 1986, the federal government de-authorized the
Cross Florida Barge Canal project and in 1990 turned the
right of way over to the State of Florida. It is operated
by the Ofce of Greenways and Trails under the State
of Florida Department of Environmental Protection.
For current information on the Cross Florida Greenway,
contact the Ofce of Greenways and Trails at 850–488–
3701 in Tallahassee, FL.
(229) At the settlement of Saratoga, on the east side of the
St. Johns River 2.3 miles southward of the Cross Florida
Barge Canal entrance, there is a small private wharf with
clock faces on the cupola of the shelter roof.
(230) A marine resort is on the east side of the river 0.9
mile southeastward of the charted cupola at Saratoga.
There is a long landing and oat here for moorage of
about 100 boats, with reported depths of 8 feet. Gasoline
and oil, diesel fuel, water, electricity, ice and limited
marine supplies are available.
(231) Welaka is a town on the east side of the St. Johns
River, 18 miles above Palatka and 66 miles south of
Jacksonville. There are several shing camp landings,
with depths of 5 to 7 feet alongside, where gasoline,
water, ice and some marine supplies can be obtained. A
marine railway can haul out boats up to 35 feet for general
repairs. Provisions are available.
(232) Oklawaha River has its source in the system of
large lakes in the central part of the peninsula of Florida
and ows in a general northerly direction, then eastward,
emptying into the St. Johns River 19 miles south of
Palatka. Do not confuse the entrance of Bear Creek to
the southward with the mouth of the river. The river is
navigable for about 8 miles above the mouth to Rodman
Dam; this is the head of navigation, as the dam has no
lock. The upper Oklawaha River and Rodman pool are
reached from the St. Johns River through the Cross
Florida Barge Canal. (See the preceding description of
that waterway.)
(233) The depths and the speed of the downstream current
in Oklawaha River below Rodman Dam are uncertain and
will vary with the amount of water discharged from the
dam’s spillway. In 1983, it was reported that a depth of
4 feet could be taken to the dam. The river is extremely
winding and is obstructed by shoals; snags and hyacinths
may be encountered. State Route 19 xed bridge crosses
the river about 2.5 miles above the mouth with a clearance
of 34 feet at low water stage.
(234) A ferry consisting of a tug and barge crosses St. Johns
River 4.2 miles south of Welaka just below Mt. Royal. An
overhead power cable with a clearance of 65 feet crosses
the river at this point. Gasoline can be obtained at several
shing camps along the river between Fort Gates, about
5.3 miles south of Welaka, and Georgetown.
(235) Georgetown is a small town on the east bank of
St. Johns River at the north end of Lake George, 8 miles
south of Welaka. A ferry consisting of a tug and barge
crosses the river between the town and Drayton Island.
A marine railway that can handle craft up to 35 feet for
hull and engine repairs is about 0.1 mile southeastward
of the ferry landing. Fish camps at Georgetown have
gasoline, water, ice and limited marine supplies.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 9 ¢ 309
(236) Lake George, the rst of the larger lakes on St. Johns
River 75 miles south of Jacksonville, is about 10 miles
long and 5.5 miles wide. The bottom is fairly uniform
with depths of 8 to 12 feet in the center, shoaling rather
abruptly near the shores. The improved channel; marked
by a 347° lighted range at the north end and a 166.8°
lighted range at the south end, lights, and daybeacons;
cuts through the middle of the lake. In strong northerly
and southerly winds the water becomes very rough.
Small patches of hyacinth drift about the lake with the
changing winds. Numerous old pilings are found near the
lake shore in 2 to 8 feet of water. The creeks emptying
into the lake are shoal. A naval bombing area is in the
eastern part of the lake. (See 33 CFR 334.520, chapter
2, for limits and regulations.)
(237) In 1982, guide piles at the south end of Lake George
between Lights 15 and 17 were reported in disrepair and
extending into the channel.
(238) Astor is a small village 4.5 miles south of Zinder
Point at the south end of Lake George. State Route 40
highway bridge across the St. Johns River has a bascule
span with a clearance of 20 feet; in the open position
the draw overhangs the west side of the channel above
a height of 72 feet. The bridgetender monitors VHF-FM
channel 16 and works on channel 13; call sign, WXY 904.
The nearby overhead power cable has a clearance of 50
feet. In 2008, the cable was reported to have sagged below
its authorized clearance.
(239) There are good overnight accommodations here on
both sides of the river just south of the bridge. There
are restaurants and motels with landings, and gasoline is
pumped from several fuel piers. There are reported depths
of 7 to 13 feet at the piers.
(240)
Lake Dexter to Lake Harney
(241) The main channel of St. Johns River ows through
the northwest portion of Lake Dexter, 92 miles south of
Jacksonville. This very shallow lake is 3.7 miles long and
about 0.9 mile in its widest part. In 1983, it was reported
that a draft of 3 feet could be carried eastward through
Lake Dexter, Tick Island Creek, Lake Woodruff,
Spring Garden Creek and the northern portion of
Spring Garden Lake to De Leon Springs. The channel
and aids to navigation are privately maintained. De Leon
Springs is a privately owned tourist attraction and is one
of the larger freshwater springs in Florida.
(242) On the St. Johns River 14.6 miles south of Dexter
Point, at Crows Bluff, the river is crossed by State
Route 44 highway bridge, which has a bascule span with
a clearance of 15 feet at the center. An overhead power
cable with a clearance of 83 feet crosses the river 0.3 mile
north of the bridge. A marina is on the east side of the
river 0.2 mile north of the bridge; berths with electricity,
water, ice, gasoline, launching ramp, hull and engine
repairs, and a 20-ton mobile lift are available. On the
east side of the river just north of the bridge is a small
park with boat basin, small piers and launching ramp.
In 1975, general depths of about 7 feet were reported in
the basin. Water can be obtained at the park. Just south
of the bridge, gasoline is available at a landing that had a
reported depth of 4½ feet alongside in 1983.
(243) Several shing resorts are between the bridge at
Crows Bluff and Lake Beresford; berths, electricity,
pump-out stations, gasoline, diesel fuel, water, ice, some
marine supplies and launching ramps are available, and
hull and engine repairs can be made.
(244) Lake Beresford is a small lake, 2.2 miles long north
and south and 0.5 mile wide, on the east side of the St.
Johns River, 107 miles south of Jacksonville. A yacht club,
sh camp and boatyard are on the west side of the lake,
and two sh camps are on the east side. Gasoline, water,
and ice are available at the sh camps. The boatyard has
a 32-foot marine railway, 4-ton marine lift, 32 berths with
reported depths of 5 to 7 feet alongside, wet and covered
storage, marine supplies, water, and electricity; hull and
engine repairs can be made. Beresford is a small town
and landing near the north end of the lake. In 1983, the
reported controlling depth was 3 feet to and alongside the
dock of a sh camp at the town.
(245)
Manatees
(246) A motorboat prohibited zone for the protection of
manatees is in Blue Springs Run, and regulated speed
zones are at its junction with St. Johns River, about 2
miles above Lake Beresford. (See Manatees, chapter 3.)
(247) Wekiva River, 115 miles south of Jacksonville,
had a reported controlling depth of 3 feet in 1983 for a
distance of about 3 miles above the mouth; above this
point the river is little used and is obstructed by trees,
logs and hyacinth. The entrance is difcult to distinguish.
(248) The improved channel of St. Johns River enters
Lake Monroe 120 miles south of Jacksonville. Near
the west end of the lake the river is crossed by three
bridges. The railroad bascule span and the U.S. Route 17
highway swing span have a minimum clearance of 7 feet.
In 1993, a replacement xed highway bridge was under
construction for the Route 17 swing span. The overhead
power cables below and above these bridges have a
minimum clearance of 49 feet. On the north side of the
river just east of the highway bridge is the small dredged
basin of a state park with reported depths of about 5 feet
in 1980. Berths and launching ramps are available. The
Interstate Route 4 xed bridge, nearest the lake, has a
clearance of 45 feet.
(249) Enterprise is a town on the north shore of Lake
Monroe. A channel, marked by daybeacons, leads to the
wharf of a powerplant west of the town. In 1984, the
centerline controlling depth was 7½ feet.
(250) Sanford, 123 miles south of Jacksonville, is an
important city and railroad center on the south side
of Lake Monroe in the heart of the celery district.
Commercial barge trafc consists of petroleum products
from Jacksonville; there are three oil company receiving
310 ¢ U.S. Coast Pilot 4, Chapter 9 25 AUG 2024
piers westward of the yacht harbor. The modern well-
equipped yacht harbor has gasoline, diesel fuel (schedule
ahead), water, ice, electricity, launching ramp, pump-out
station, wet and dry storage, marine supplies and a lift
to 35 tons; engine and electronic repairs can be made.
In 2004, the reported approach depth was 9 feet with 4
feet alongside. A large motel is adjacent to the harbor.
Another small-craft facility available in the Sanford area
is at a boatworks just off the St. Johns River about 3
miles eastward of the city; the facility is on the south
bank of Indian Mound Slough, just northwestward of
the highway bridge at 28°48'06"N., 81°12'49"W. In 2004,
reported depths of 5.5 feet and 6.5 feet were available
in the approach and alongside the berths, respectively.
Gasoline, diesel fuel, water, electricity, marine supplies
and a pump-out station are available. Boats 75 feet long
can use the docks and moorings; a marine railway can haul
boats 60 feet long. Hull, engine and electronic repairs can
be made; lift to 50 tons. A wharf 200 feet long provides
covered storage for over 50 boats up to 60 feet in length.
(251)
St. Johns River above Sanford
(252) The route from Lake Monroe to Lake Harney, a
distance of 15 miles, is difcult during periods of high
water when the banks are ooded, at which time a local
pilot should be taken.
(253) State Route 415 highway bridge crossing the St.
Johns River, 3 miles east of Sanford, is a dual xed span
with a vertical clearance of 25 feet. An overhead power
cable at the bridge has a clearance of 69 feet.
(254) At the entrance to Lake Jesup, 6 miles east of
Sanford, State Route 46 highway bridge crosses the
channel entering the lake. It has a 47-foot xed span with
a clearance of 14 feet. A section of the old bridge just
downstream extends 45 feet from the west shore and is
used as a shing pier. Lake Jesup is about 8.5 miles long
with a greatest width of 2.2 miles. It is very shallow at the
entrance and little used. General depths in the lake are 6 to
8 feet. An overhead power cable, about 6.1 miles upriver
from Lake Jesup to Lake Harney, crosses the river with a
clearance of 65 feet.
(255) St. Johns River ows from Lake Harney, 140 miles
south of Jacksonville. The lake is about 3.6 miles long
with a greatest width of 2.2 miles. It is uniformly 6 to 7
feet deep except along the shores where it shoals. Boats
do not generally go above the lake.
(256) Above Lake Harney the St. Johns River continues
generally southward through Lake Poinsett, Winder,
Washington, Sawgrass and Hellen Blazes, then into St.
Johns Marshes.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 9 ¢ 311
312 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
11490
11488
30°N
29°N
28°N
27°N
26°N
81°W
LAKE OKEECHOBEE
Daytona Beach
Cape Canaveral
Melbourne
Fort Pierce
West Palm Beach
Fort Lauderdale
Miami
Boynton Beach
Bimini Islands
79°W
78°W80°W
St. Augustine
Chart Coverage in Coast Pilot 4—Chapter 10
NOAA’s Online Interactive Chart Catalog has complete chart coverage
http://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml
FLORIDA
New Smyrna Beach
SEBASTIAN INLET
ST. LUCIE INLET
JUPITER INLET
ATL ANTIC OCEAN
MANTANZAS INLET
ST. AUGUSTINE INLET
ST. JOHNS RIVER
25 AUG 2024
U.S. Coast Pilot 4, Chapter 10 ¢ 313
St. Johns River to Miami
(1) This chapter describes the Florida coast southward
from the St. Johns River (30°24'N., 81°24'W.) to Miami
(25°46'N., 80°08'W.) and includes the deepwater ports
at Port Canaveral, Fort Pierce, Port of Palm Beach, Port
Everglades and Miami. Information for offshore navigation
is given rst, followed by a detailed description of the
coast, inlets and seaports. The Intracoastal Waterway for
this section of the coast is described in chapter 12.
(2)
COLREGS demarcation lines
(3) The lines established for this part of the coast are
described in 33 CFR 80.723 through 80.730, chapter 2.
(4)
Weather
(5) The most dangerous navigational weather hazards
along this coast are tropical cyclones, but extratropical
lows (nor'easters) can produce gale to storm Force winds,
especially in the waters north of Jupiter Inlet from October
through March. Tropical cyclones primarily occur from
June through November with mid-August through
October being the busiest time period. There is about a
30 to 50 percent chance that at least one tropical cyclone
will affect these waters each year; a 10 to 15 percent
chance exists that it will be a hurricane. The frequency of
landfalling tropical cyclones increases south of Daytona
Beach. On average, Miami will experience hurricane-
force winds once in about seven years, compared to once
in 13 years from Cape Canaveral northward. During
the Fort Lauderdale hurricane of 1947, sustained winds
reached 105 knots and gusted to 135 knots at Hillsboro
Lighthouse, while Miami recorded 106-knot winds with
130-knot gusts in the October hurricane of 1950. Storm
surges in severe hurricanes can reach 15 feet (4.6 m) or
more above mean sea level. In deep water, waves of 30
to 40 feet (9 to 12 m) are possible. Early and late in the
hurricane season, storms are often likely to approach the
area from the western Caribbean either on a northerly or
northeasterly heading. Midseason storms may either be
recurving toward the north through northeast or moving
west-northwestward.
(6) In general weather along this coast poses few
problems for mariners. Gales are usually encountered less
than 1 percent of the time with maximum winds reaching
35 to 50 knots from October through March. The easterly
trade winds are common throughout much of the year
with average speeds of 10 to 15 knots. Only infrequently
will a severe cold front or winter storm affect these
waters. These cold fronts bring large temperature drops
and strong, gusty winds. Northwesterly and northerly
winds are usually the strongest. Maximum waves of 18
to 25 feet (5.5 to 7.6 m) can be expected in deep waters
from September through February while waves of more
than 6 feet (1.8 m) occur 8 to 15 percent of the time from
about October through March. Thunderstorms are most
likely from May through October and may be associated
with easterly waves or tropical cyclones. Tornadoes and
waterspouts have been reported in all months; they are
not usually as violent as the tornadoes of the midwest.
(7)
ENC - US3GA10M
Chart - 11480
(8) The coast from St. Johns River to Cape Canaveral
trends south-southeastward for 125 miles. Three inlets, St.
Augustine, Matanzas and Ponce de Leon indent the coast.
From St. Johns River to Ponce de Leon Inlet the coast
is bold in appearance, with an almost continuous range
of sand dunes backed by woods. The section southward
of Ponce de Leon Inlet for 25 miles is formed by a very
narrow strip of lowland lying between the sea and Indian
River North and Mosquito Lagoon. From seaward this
coast shows a low line of sand dunes partially covered
by grass and scrub trees with distant woods showing over
them. The only natural object distinctive in appearance
is Turtle Mound, a green hillock about 10 miles south
of Ponce de Leon Inlet. When seen from northward and
eastward, it is quite conspicuous but is less marked when
viewed from other directions. The woods in the vicinity
of Cape Canaveral are farther back from the beach and are
less distinct when seen from seaward. Many landmarks
are available along this stretch of the coast that may be
used by southbound vessels proceeding close inshore to
avoid the Gulf Stream.
(9) The depths from St. Johns River to Cape Canaveral
are irregular. Depths of 5 to 7 fathoms are 1 mile offshore,
while a depth of 3 fathoms is within 0.4 mile of the shore
except off the entrances to St. Johns River, St. Augustine
Inlet and Ponce de Leon Inlet and from about 7 miles
north of False Cape to Cape Canaveral.
(10) A 179°–359° measured nautical mile is just
southward of the entrance to St. Johns River; the markers
are located northward and southward of St. Johns Light.
A submerged instrument platform that extends about 6
feet off the bottom is 5.8 miles south of St. Johns River
in about 30°18.1'N., 81°23.0'W. Shoal spots with depths
of 33 to 38 feet over them are from 4 to 6 miles offshore
and from 12 to 16 miles north-northeastward of St.
Augustine Light. These shoals are about 8 miles long in a
314 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
southeasterly direction and about 2.5 miles wide. A swash
channel with depths of 40 to 50 feet is inside these shoals
and about 2 miles from the beach.
(11) Off Ponce de Leon Inlet 10 fathoms will be found
within 2 miles of the beach. A wreck with 35 feet over
it and shoals with a least depth of 35 feet are 5 to 7
miles north-northeastward of Ponce de Leon Inlet, and
privately marked and unmarked sh havens extend 11
miles offshore northeastward and 13 miles offshore
southeastward of the inlet. A dangerous sunken wreck
is about 1.7 miles east-southeast of the inlet. Going
southward the 10-fathom curve gradually works offshore
to a distance of 10 miles off False Cape. From about 7
miles north of False Cape to Cape Canaveral there are
dangerous shoals.
(12) Northeastern reporting system/Southeastern
reporting system (See 33 CFR 169.105 and 169.115,
chapter 2, for limits.)
(13)
ENC - US3FL30M
Chart - 11460
(14) From Cape Canaveral to Fort Pierce Inlet, the coast
trends generally south-southeastward for 62 miles and
is broken only by Sebastian Inlet. The inlet is a narrow
dredged channel, not distinguishable from any distance
offshore except by the highway bridge across the inlet
and by the sand spoil bank on the north side which is bare
and a little higher than other sand dunes in the vicinity.
This section of the coast is formed almost entirely by a
low, narrow strip of sand, covered with vegetation, which
lies at a distance of 1 to 2 miles from the mainland, from
which it is separated by the shallow waters of Banana
and Indian Rivers, a part of the Intracoastal Waterway.
From seaward the coast shows a line of sand dunes
partly covered with grass and scrub palmetto. At several
places buildings show prominently from seaward. In the
background the heavy woods on the mainland may be
seen. Shoals extend 10 miles offshore with a least depth
of 23 feet about 2.5 miles north-northwestward of Bethel
Shoal Lighted Buoy 10, which is about 47 miles south-
southeastward of Cape Canaveral Light.
(15) A coral habitat area of particular concern (HAPC)
is centered about 22 miles, 055° from the entrance to Fort
Pierce Inlet.
(16) The northern part of the Florida Reef Tract lies just
off the coast from St. Lucie Inlet thence south to Biscayne
Bay. Mariners are urged to exercise caution when
navigating in the area of the reef and to not anchor on or
near the reef. See Coral Reefs, chapter 3, for additional
information.
(17) From Fort Pierce Inlet to Lake Worth Inlet, the coast
trends generally south-southeastward for 43 miles and is
broken by St. Lucie and Jupiter Inlets. This section of the
coast is formed by a low, narrow strip of sand, covered
with vegetation, and separated from the mainland by the
shallow waters of Indian River and by the Intracoastal
Waterway connection between the Indian River and Lake
Worth. From seaward the coast shows a line of sand
dunes partly covered with grass and scrub palmetto. In
the background the heavy woods on the mainland may
be seen. Buildings show prominently from seaward.
(18) From Lake Worth Inlet the general trend of the
coast is south for 60 miles to the Miami Harbor entrance.
The coastline is broken by Port Everglades, several
unimportant inlets, Bakers Haulover Inlet and the entrance
to Miami Harbor. It is formed almost entirely by a low
sand beach covered with grass and scrub palmetto in back
of which it is wooded. Conspicuous from seaward are the
buildings and piers at Palm Beach and Hillsboro Inlet
Entrance Light and the large buildings and tanks along
the beach from Palm Beach southward, especially at Fort
Lauderdale, Hollywood, Miami Beach and Miami.
(19) This section of the coast is also fairly bold, and the
20-fathom curve runs parallel to the beach at a distance
of about 2 miles until in the vicinity of the Miami Harbor
entrance where the curve of the shore becomes south-
southwestward and the 20-fathom curve is about 4 miles
offshore. Between Port Everglades and the Miami Harbor
entrance shoaling is rapid, depths of 6 to 8 fathoms being
found in places 1.5 miles from the beach.
(20)
ENC - US4FL50M
Chart - 11488
(21) The coast between St. Johns River and St. Augustine
Inlet is straight with the 5-fathom curve about 0.5 mile
offshore except at the entrances. Offshore shoals along
this route have been described previously.
(22) The rst 10 miles south of St. Johns River are marked
by the water tanks and multistoried buildings at most of
the beach resorts. The buildings, amusement park and
pier at Jacksonville Beach and the spherical elevated
water tank at Ponte Verda Beach, about 6.5 miles and 9
miles southward of the river entrance, respectively, are
very prominent. Otherwise the coast is unmarked except
for St. Johns Light and St. Augustine Light.
(23)
ENC - US4FL50M
Chart - 11488
(24) St. Augustine Inlet is 30 miles south of the St.
Johns River entrance. St. Augustine, the oldest city in
the United States and a popular winter resort with several
ne hotels, is 2 miles inside the entrance.
(25)
Prominent features
(26) St. Augustine Light (29°53'08"N., 81°17'19"W.),
161 feet above the water, is shown from a conical tower
with a black and white spirally banded shaft on the north
end of Anastasia Island, 1.5 miles south of the entrance
to St. Augustine Inlet.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 315
(27) Other prominent features are an elevated water
tank about 200 yards southeast of the light, the towers
of the Vilano Beach (State Route A1A) xed bridge on
the Tolomato River, a radio tower 1.3 miles southward
of the light, the lighted cross and the radio tower in the
northern part of the city and a cupola on the south end of
a large building in the city. Castillo de San Marcos may
be seen after entering the inlet.
(28)
Channels
(29) The entrance channel to St. Augustine Inlet, protected
by a jetty on the south side, is subject to frequent change
in depth and direction due to current and storm action.
Dangerous and shifting shoals extend 1 mile seaward. A
lighted whistle buoy marks the approach, and buoys mark
the channel. These aids are not charted since they are
moved frequently with changing conditions to mark the
best water. Mariners are advised to seek local knowledge
prior to entering.
(30)
Anchorages
(31) There is good anchorage in the Matanzas River at
St. Augustine both below and above the bridge. This
anchorage, however, is not used as a harbor refuge because
during strong northeasterly and northwesterly winds the
sea makes the bar impassable even for small vessels. A
more protected anchorage with a hard sand bottom is
reported in Salt Run, close south-southeastward of St.
Augustine Inlet. The mariner should favor the eastern
shore for the best water and lee. Private buoys mark the
channel into Salt Run.
(32)
Routes
(33) The shore should be given a berth of at least 2 miles
when approaching St. Augustine Inlet in order to stay
outside of the outer sea buoy. No strangers should attempt
to enter without a pilot as the channel shifts frequently.
(34)
Weather, St. Augustine and vicinity
(35) While this area lies within the northern portion of
the trades, local effects often determine the winds. In
general there is a northerly component in winter and a
southerly one in summer. The onshore trades are often
reinforced by the local sea breeze, which results in
strongest winds blowing during the afternoon. From
May through September, winds of 17 knots or more
occur about 1 to 5 percent of the time compared to 5 to
10 percent for the remainder of the year. These winter
winds are also more variable due to occasional frontal
passages and low pressure systems. Nighttime winds are
usually the lightest. While damaging tropical cyclones
are infrequent, less severe storms can still dump 8 to 10
inches (203 to 254 mm) of rain in this area. One of the
worst storms to hit this area was hurricane Dora in 1964.
Winds at St. Augustine were estimated at about 110 knots
while a 12-foot (4 m) tide swept over Anastasia Island.
(36) The moderating inuence of the ocean on maximum
summer temperatures and minimum winter temperatures
is pronounced along the coast but diminishes a few miles
inland. Temperatures reach 90° (32.2°C) or higher at
the beach on only a little more than one-half as many
days as in the city. The rainy season runs from mid-June
through mid-October when about one-half of the 52-
inch (1,320 mm) annual average is recorded. During the
summer, rain usually falls as afternoon and early evening
thundershowers, which also help cool things off.
(37)
Pilots
(38) All vessels including yachts not having local
knowledge of the channel are advised to take a local pilot
both entering and leaving the inlet. Pilots are available by
prior arrangement with the dockmaster at the city yacht
pier. At least 24 hours advance notice of time of arrival
is requested.
(39)
Harbor regulations
(40) A dockmaster controls moorage at the city yacht
pier. The city has a harbormaster, who can be contacted
through the dockmaster or by telephone (904–825–1026).
(41)
Small-craft facilities
(42) A number of small private landings are on the
east side of the city, north and south of the bridge.
The city municipal marina is about 100 yards south of
Route A1A highway bascule bridge, which crosses the
Matanzas River opposite the center of the city. Berths
with electricity, gasoline, diesel fuel, water, ice, pump-
out station and marine supplies are available. In 2014, the
reported alongside depth was 14 feet.
(43) A privately marked channel with a reported
controlling depth of 5½ feet in 2002 leads to a marina
on the west side of Salt Run. Berths with electricity,
gasoline, diesel fuel, water, ice, marine supplies and wet
storage are available. Engine and electronic repairs can
be made.
(44) Marine railways to 90 feet and complete repair
facilities are available at several boatyards and marinas
in San Sebastian River.
(45) The Intracoastal Waterway enters the St. Augustine
Inlet from the north through Tolomato River and
continues southward through Matanzas River. Clearance
of the A. Max Brewer Bridge “Bridge of Lions” (Route
A1A) crossing the Matanzas River at St. Augustine is
given in chapter 12.
(46) San Sebastian River ows past the west side of
the city of St. Augustine and empties into the Matanzas
River 1.4 miles south of the Route A1A highway bridge.
In 1996, the controlling depth in the channel, marked by
daybeacons, was 6 feet (8 feet at midchannel) to Kings
Street Bridge. In stormy southeasterly weather small
boats may nd a good haven in the river. The overhead
power cable crossing the river about 300 yards south of
the Kings Street Bridge has a clearance of 66 feet.
316 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
(47) An extensive shrimp industry is conducted along the
wharves in the upper part of the river, being supplied by
seagoing shrimp boats during the shrimp season. Several
small shipyards and shrimp boatbuilding yards are along
the river. Shrimp boats up to 150 feet long can be handled
for general repairs. Supplies and fuel may be obtained at
the wharves.
(48)
Crescent Beach to Daytona Beach
(49) From St. Augustine Inlet to Ponce de Leon Inlet the
coast continues straight, broken only by Matanzas Inlet.
The 5-fathom curve is within 0.5 mile of the shore except
off St. Augustine Inlet and Matanzas Inlet. Numerous
marked and unmarked sh havens are as much as 18 miles
offshore.
(50) An oceanic spring is 8.2 miles southeastward of St.
Augustine Light and 2.4 miles east of Crescent Beach.
The location of the spring can be easily detected by the
appearance of the water; noticeable swirls, similar to
those in a swiftly running stream, can be seen at a distance
of about a mile. At times, especially in rough weather,
there is a marked disturbance of the water and yellowish
color trails off to the northeastward. In choppy weather,
a slick is the most noticeable feature. In fact, it has all the
appearances of a shoal or reef.
(51) A closer view shows a slick swirl with a slight
overfall, the center of the swirl moving about 100 feet,
rst to the eastward and then to the westward, and a
noticeable streak of current to the northeastward. The
swirls and overfalls vary rapidly in intensity, as though
large bubbles or intermittent volumes of water were being
emitted. A boat will be thrown out of the swirl so that it
is difcult to hold it in position.
(52) A strong odor, quite similar to the smell of water
from the various sulfur springs of Florida, is noticeable
and under favorable circumstances can easily be detected
2 miles away.
(53) Matanzas Inlet is 11 miles southward of St.
Augustine Light. It affords an outlet for Matanzas River,
which extends northward to St. Augustine and southward,
following the coast for a distance of 8 or 10 miles to
Graham Swamp. The inlet is obstructed by a shifting
bar, and breakers extend across the entire entrance
in normal weather. However, in 1983, it was reported
that with local knowledge about 3 feet could be carried
through the entrance. The Intracoastal Waterway passes
through a land cut of the Matanzas River just inside the
entrance.
(54) State Route A1A highway bridge across the inlet
has a 41-foot xed span with a clearance of 10 feet.
An overhead power cable crossing on the west side of
the bridge has a clearance of 32 feet. Fort Matanzas
National Monument is about 1 mile northwestward of
the inlet.
(55) At Marineland, 13.6 miles southward of St.
Augustine Light, is a conspicuous building housing an
oceanarium.
(56) Flagler Beach is 26.5 miles southward of St.
Augustine Light. The microwave tower and ocean
pier are good landmarks. The T-shaped pier extending
offshore is 650 feet long and 20 feet wide.
(57) Daytona Beach is a popular winter resort about 42
miles southward of St. Augustine Light. The buildings,
water tanks and radio towers are visible from seaward.
The large recreation pier on the oceanfront is a prominent
landmark for passing vessels.
(58) See Daytona Beach, chapter 12.
(59)
Ponce de Leon Inlet to Cape Canaveral
(60) From Ponce de Leon Inlet to False Cape the coast is
straight. The 5-fathom curve is about 0.5 mile offshore
for a distance of 24 miles. Beyond this distance dangerous
shoals and wrecks and numerous sh havens will be
found up to 15 miles offshore.
(61) Ponce de Leon Inlet is 53 miles southward of St.
Augustine Light and 41 miles northwestward of Cape
Canaveral Light. It is used by both recreational and
small commercial vessels bound for New Smyrna Beach
or Daytona Beach as well as others entering for an
anchorage.
(62) Ponce de Leon Inlet Light (29°04'50"N.,
80°55'41"W.), 159 feet above the water, is shown from a
red brick conical tower on the north side of the inlet.
(63) The inlet, protected at the entrance by jetties, is
entered through a channel that leads over a bar and
through the jetties. The outer end of the north jetty is
marked by a light, and the inner end of the jetty is awash.
Safe navigation may also be hampered by numerous
recreational shing vessels that anchor inside the north
jetty. Local knowledge and extreme caution is advised.
(64)
Current
(65) The current through the inlet is strong. It is reported
that the average ebb is 3 knots; however, this can increase
to 5 or 6 knots with southeasterly winds. High water
occurs about the same time as at Mayport.
(66) Inside the inlet, three channels lead to the Intracoastal
Waterway; northward through Halifax River, westward
through Rockhouse Creek, and southeastward through
Indian River North. The channels through Halifax River
and Indian River North are marked by buoys. In 2010, the
midchannel controlling depth was 5 feet; thence in 1986,
the midchannel controlling depth in Rockhouse Creek
was 7 feet; thence in 2010, the controlling depth was 9
feet to the Intracoastal Waterway by way of Indian River
North.
(67) Ponce de Leon Inlet Coast Guard Station is on
the south side of the entrance to Ponce de Leon Inlet.
Supply and repair facilities inside the inlet are described
in chapter 12.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 317
(68) The Intracoastal Waterway is just inside the entrance
to Ponce de Leon Inlet, passing through Halifax River
from the north and Indian River North from the south.
(69) About 10 miles southward of Ponce de Leon Inlet is
Turtle Mound, a prominent hill 50 feet high. It is under
the protection of the Florida State Historical Society.
The original Indian name was Mount of Surruque. It
was charted on Florida maps in 1564. Spanish galleons
stopped here for repairs, wood and water.
(70) Eldora is a shing camp 11.5 miles southward of
Ponce de Leon Inlet.
(71) False Cape, about 7.5 miles northward of Cape
Canaveral Light, is the name given to a small part of the
coast that it resembles when seen from seaward.
(72) The John F. Kennedy Space Center and the Cape
Canaveral Air Force Station occupy most of Canaveral
Peninsula and Merritt Island, the large land areas
between the ocean and the Banana and Indian Rivers,
from Mosquito Lagoon on the north to Port Canaveral
on the south. The huge Vehicle Assembly Building at the
center, said to be one of the world’s largest buildings, is
visible far from shore. When closer in, other buildings and
the mobile service towers at the cape are also conspicuous
from all directions.
(73) A restricted area has been established in the
navigable waters contiguous to the area offshore of
the John F. Kennedy Space Center–see 33 CFR 334.1
through 334.6, 334.525 and 334.595, chapter 2, for limits
and regulations.
(74) A danger area has been established along the coast
from False Cape and south around Cape Canaveral to
the entrance of Port Canaveral, extending out 3 nautical
miles–see 33 CFR 334.1 through 334.6 and 334.590,
chapter 2, for limits and regulations.
(75) Trawlers or other vessels should exercise caution
while dragging the ocean oor within a 40-mile radius
of Cape Canaveral because missile debris containing
unexploded ordnance exists in the area.
(76) Ordnance disposal personnel occasionally detonate
explosives on the beaches in the vicinity of the cape.
(77) Cape Canaveral, where the coast makes a sharp
bend westward, is low and sandy. The shore in the
vicinity of the cape is constantly moving eastward. Cape
Canaveral Light (28°27'37"N., 80°32'36"W.), 137
feet above the water, is shown from a white and black
horizontally banded conical tower 1 mile inshore from
the cape.
(78) Shoals extend 13 miles north and northeast from
Cape Canaveral; mariners should use care when in the
vicinity of the shoals. The outer shoals consisting of
Hetzel Shoal, Ohio Shoal and The Bull have a least
depth of 11 feet. The inner shoals consist of Chester
Shoal, with a least depth of 7 feet, and Southeast Shoal,
with depths of 5 to 7 feet at the outer end. A lighted buoy is
2.5 miles northeast of Hetzel Shoal. Lighted buoys mark
the south and southeast sides of Southeast Shoal. In a
heavy sea the shoals are marked by breakers, but with a
smooth sea there is nothing to indicate them except their
relative positions to Cape Canaveral Light and the lighted
buoys. Only small light-draft vessels in calm seas should
pass inside the outer shoals.
(79) Several wrecks are east of Cape Canaveral within 13
miles of the shore.
(80) The effect of the Gulf Stream may be expected
well in on the shoals, and this should be kept in mind in
approaching the cape from the south. In approaching the
cape, stay in at least 15 fathoms from the south and at
least 13 fathoms from the north to avoid the shoals.
(81)
Port Canaveral
(82) Port Canaveral (Canaveral Harbor) is 4 miles
southwest of Cape Canaveral Light and 150 miles south
of the entrance to the St. Johns River. The city of Cape
Canaveral is just southward of the port. The principal
commodities handled in the harbor are petroleum products,
cement, asphalt, salt, general cargo, citrus products and
newsprint. Commercial party shing vessels, cruise ships
and many pleasure crafts operate from the port.
(83)
COLREGS demarcation lines
(84) The lines established for Port Canaveral are described
in 33 CFR 80.727, chapter 2.
(85)
Channels
(86) A U.S. Navy project for Port Canaveral provides for
an entrance channel 44 feet deep to East Basin, thence 41
feet in East Basin. A federal project provides for a channel
40 feet deep from East Basin to Middle Basin, thence
35 feet deep in Middle Basin, thence 31 feet deep from
Middle Basin to West Basin, and thence 31 feet in West
Basin. The harbor is maintained at or near project depths.
For detailed channel information and minimum depths as
reported by the U.S. Army Corps of Engineers (USACE),
use NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.
The entrance to the harbor is protected by jetties. The
approach channel is marked by white 310° lighted range
and lighted buoys; the entrance channel between the
jetties is marked by a green 270° lighted range, lights and
lighted buoys. The entrance to East Basin is marked by a
red 325°30' lighted range. Canaveral Barge Canal leads
westward to Banana River and the Intracoastal Waterway
from the western end of the harbor just west of West Basin
entrance.
(87)
Caution
(88) The National Marine Fisheries Service has advised
that the sea turtles and manatees that inhabit the Port
Canaveral area are considered to be threatened and
endangered species. In order to protect these turtles
and manatees, it is requested that excursions from the
318 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
centerline of the approach and entrance channels be held
to a minimum.
(89)
Dangers
(90) The Navy pier on the east side of Middle Basin
is within a restricted area, and East Basin is within a
danger zone. (See 33 CFR 334.530 and 334.600, chapter
2, respectively, for limits and regulations.) All areas north
of the harbor channel are within dened Security Zones
A and B. (See 33 CFR 165.705, chapter 2, for limits and
regulations.)
(91)
Weather, Port Canaveral and vicinity
(92) Tropical cyclones are a threat from about June
through November. The peak months are August and
September.The probability of at least one occurrence of
gales from a tropical cyclone in 1 year is about 40 percent
while the chance of two occurrences drops to less than
10 percent. However, during the active 2004 hurricane
season, Charley, Frances and Jeanne produced storm-
force winds with gusts to hurricane force at the port. In
1999, a major hurricane, Floyd, passed about 100 miles
east of the port and Hurricane Irene passed about 50 miles
to the east.
(93) Windspeeds of 17 knots or more are most likely from
October through April when they occur 3 to 7 percent of
the time at Cape Canaveral and 10 to 17 percent of the
time at Patrick Air Force Base, about 13 miles south of
the port. Thunderstorms are observed on about 80 days
annually with a peak around 15 days per month from June
through September. These are most likely during the late
afternoon and early evening. Visibility is generally good,
outside of showers. However, in December, January and
February, visibility drops below 0.5 mile (0.9 km) on
about 2 to 4 days per month; conditions usually improve
by mid morning. Temperatures reach 90°F (32.2°C) or
more on about 25 days annually at the coast and about 60
days just inland but climb into the 80s (27.2° to 32.2°C)
range on a little less than 200 days each year. Freezing
temperatures on average occur only about once per year.
(94)
Pilotage, Port Canaveral
(95) A state pilot is compulsory for all foreign ag vessels
and all U.S. vessels under registry with a draft of 7 feet
or greater. Certain U.S. vessels under enrollment are
required to carry a federal pilot. A state pilot is required
for all vessels over 500 gross tons docking or undocking
at Canaveral Port Authority docks, unless specically
exempted by the Port Director. Pilotage for U.S. and
foreign naval vessels is provided by the Canaveral Pilots
Association. All Canaveral Pilots Association pilots are
fully licensed by state and Federal Government. Pilotage
for U.S. Naval vessels is also provided by Southern
Federal Pilot. All Southern Federal Pilots are fully
licensed by the Federal Government.
(96) Canaveral Pilots Association ofce is in a white
mobile home at 9060 Herring Street, Port Canaveral,
Florida. The mailing address is: P.O. Box 0816, Cape
Canaveral, FL 32920-0816; telephone 321–783–4645
(ofce and residences), FAX 321–783–6268 (ofce only).
The ofce monitors VHF-FM radiotelephone channel
12. Pilot service is available to all vessels. Canaveral
Pilots Association serves the channels and basins of Port
Canaveral; the pilots also dock and undock vessels.
(97) The Canaveral Pilots Association has two pilot
boats, PILOT 1 and PILOT 2, both 40 feet long with a
black hull and white superstructure and the word PILOT
on the side. The pilot boats display a white light over a
red light at night and the International Code ag HOTEL
by day. Pilots board about 1 mile southeast of Canaveral
Harbor Approach Channel Lighted Buoy 3 (28°22'32"N.,
80°31'48"W.) unless special arrangement for boarding
elsewhere has been made. Vessels should maintain a
speed of about 6 to 8 knots and provide a pilot ladder
about 1 meter above the water.
(98) Southern Federal Pilot is located at 1415 Eel Avenue,
Merritt Island, FL 32952; telephone 321–446–2635, FAX
321–735–8589, email: sparrish@southernfederalpilot.
com. Southern Federal Pilot monitors VHF-FM channel
12. Pilot service is available for the U.S. Navy and vessels
in the coastwide trade and serves the channels and basins
of Port Canaveral; the pilots also dock and undock vessels.
The Southern Federal Pilot boat TENACIOUS is a gray
military specication rigid inatable boat. Pilots board 1
mile east of Buoys 3 and 4.
(99) Arriving vessels should advise the Port Authority,
telephone 321–783–7831, and the pilots if they are close
to or at the maximum allowable draft and/or if they have
any defects or special needs. Port Authority will assign
berths and provide line handlers. Pilots will arrange for
tug services.
(100) Request for pilot service by FAX is discouraged,
as the pilot station is not staffed 24 hours daily.
Arrangements can be made by telephone directly or
through the Canaveral Port Authority. A 24- hour ETA
notice is requested. When working, pilots use VHF-FM
channel 12, and the boats monitor channels 12 and 16.
(101) Reduced visibility affects pilot service. Operational
guidelines (not in this text) established pursuant to Florida
law and in conjunction with marine interests in the port
state that vessels are not to maneuver on the channels and
basins of the port if visibility is less than 0.5 nautical mile.
(102) The Canaveral Pilots Association and Southern
Federal Pilot participates in the North Atlantic right
whale Early Warning System. (See North Atlantic right
whales, indexed as such, chapter 3.)
(103)
Towage
(104) Three conventional tugs, two 2,000 hp and one 2,150
hp, and one tractor tug 3,600 hp are available at the port.
All tugs monitor VHF-FM channels 12 and 16.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 319
(105)
Quarantine, customs, immigration and agricultural
quarantine
(106) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(107) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.)
(108) Port Canaveral is a customs port of entry.
(109) Port Canaveral Coast Guard Station is at the
northeast corner of West Basin.
(110)
Harbor regulations
(111) The Canaveral Port Authority has jurisdiction
and control over port areas and facilities not under the
control of the Federal Government. Vessels are ranked
for movement priority. Emergency movements are
rst priority. Naval vessels engaged in demonstration
and shakedown operations and regularly calling
cruise ships have second priority. Generally all other
vessels move on a rst come, rst served basis. Port
regulations are contained in the Port Authority tariff. In
addition, Operational Guidelines for the port have been
promulgated by the Port Authority in consultation with
the U.S. Coast Guard, U.S. Navy, U.S. Army Corps of
Engineers, other interested parties and the pilots. Copies
of both publications are available from Canaveral Port
Authority, P.O. Box 267, Cape Canaveral, FL 32920-
0267; see pilotage (previously mentioned) for telephone
number. The Port Authority enforces regulations and
assigns berths.
(112) Radio transmissions are not allowed during
missile launchings.
(113)
Wharves
(114) Port Canaveral has commercial berths owned by
the Port Authority. Middle and West Basins are used by
commercial vessels as well as at the north and south sides
of the Inner Reach; cruise ships usually berth in the West
Basin. Canaveral Port Authority maintains a website at
portcanaveral.com. This site provides descriptions of
port facilities and maximum allowable drafts. Pilots also
provide information on allowable drafts.
(115) Facilities on the south side of Inner Reach:
(116) Canaveral Port Authority, Cruise Terminals Nos.
2 and 3 Wharf (28°24'33"N., 80°36'00"W.): 1,403-foot
face; 31.5 to 33 feet alongside; deck height, 10.5 feet;
mooring cruise vessels; boarding passengers; owned and
operated by Canaveral Port Authority.
(117) Canaveral Port Authority, Cruise Terminals No.
4 (28°24'33"N., 80°35'46"W.): 750-foot face; 31.5 to 33
feet alongside; deck height, 10.5 feet; mooring cruise
vessels; boarding passengers; owned and operated by
Canaveral Port Authority. (Cruise Terminals 2, 3 and 4
form a continuous berth, 2,153 feet long.)
(118) Canaveral Port Authority, South Cargo Piers 1,
2, and 3 (28°24'36"N., 80°36'20"W.): 1,615-foot face;
34 feet alongside; deck height, 10 feet; 108,000 square
feet covered storage; 26 acres open storage; 2.5 million
cubic feet cold storage; pipelines extend to storage tanks,
257,000-barrel capacity; roll-on/roll-off ramp at the east
end of Pier 1; receipt and shipment of general cargo;
receipt and shipment of petroleum products at Pier 3;
receipt of paper products, asphalt; shipment of perishable
food commodities; bunkering vessels; mooring pilot
boats; owned by Canaveral Port Authority and operated
by Canaveral Port Authority; Coastal Fuels Marketing,
Inc.; and Mid-Florida Warehouses, Ltd.
(119) Canaveral Port Authority, Tanker Berth No. 1
(28°24'34"N., 80°36'32"W.): 45-foot face; 340 feet of
berthing space with dolphins; 36 to 38 feet alongside;
deck height, 10 feet; storage silo for 32,000 tons of
cement; pipelines extend from wharf to storage tanks,
257,000-barrel capacity; receipt of petroleum products;
asphalt, and cement; bunkering vessels; owned by
Canaveral Port Authority and operated by Coastal Fuels
Marketing, Inc.; Transtate Industrial Pipeline Systems,
Inc.; and Continental Cement of Florida, Inc.
(120) Canaveral Port Authority, Tanker Berth No. 2
(28°24'34"N., 80°36'37"W.): 65-foot face; 340 feet of
berthing space with dolphins; 38 feet alongside; deck
height, 10 feet; pipelines extend from wharf to storage
tanks, 250,000-barrel capacity; receipt and shipment of
No. 6 fuel oil; owned by Canaveral Port Authority and
operated by Transtate Industrial Pipeline Systems, Inc.,
and Exceltech Corp.
(121) Canaveral Port Authority, South Cargo Pier
4 (28°24'32"N., 80°36'40"W.): 400-foot face; 400 feet
of berthing space; 38 feet alongside; deck height, 10
feet; open storage area at rear for about 25,000 tons of
salt; receipt and shipment of general cargo; receipt of
salt and paper products; shipment of perishable food
commodities; owned by Canaveral Port Authority and
operated by Canaveral Port Authority; Mid-Florida
Freezer Warehouses, Ltd., and Cargill, Inc., Salt Division.
(Tanker Berths 1 and 2, and South Cargo Piers 4 and 5
form a continuous berth, 1,247 feet long.)
(122) Facilities on the north side of Inner Reach:
(123) Canaveral Port Authority, North Cargo Piers 1
and 2 (28°24'45"N., 80°36'43"W.): 1,260-foot face; 1,350
feet of berthing space with dolphins; 38 feet alongside;
deck height, 10 feet; crawler cranes to 165 tons; roll-on/
roll-off ramp at north end; receipt of containerized and
roll-on/roll-off general cargo; receipt of salt; owned by
Canaveral Port Authority and operated by Canaveral Port
Authority; Morton International, Inc., and Mid-Florida
Freezer Warehouses, Ltd.
(124) Canaveral Port Authority, North Cargo Pier 3
(28°24'39"N., 80°36'47"W.): 400-foot face; 400 feet of
berthing space; 32 feet alongside; deck height, 10 feet;
600,000 square feet covered storage; receipt and shipment
of general cargo; mooring vessels; owned and operated
by Canaveral Port Authority.
(125) CSR Rinker Materials Corp., Port Canaveral,
North Cargo Pier 4 (28°24'39"N., 80°36'56"W.):
320 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
400-foot face; 400 feet of berthing space; 34 feet
alongside; deck height, 10 feet; one traveling gantry
ship unloader, 400 tons per hour rate; silos, 42,000 ton
capacity; receipt of cement; mooring vessels; owned by
Canaveral Port Authority and operated by CSR Rinker
Materials Corp.
(126) Canaveral Port Authority, Cruise Terminal 5
(northwest corner of West Basin): 565 feet of berthing
space; 35 feet alongside; 59,000 square feet embarkation
and baggage facility; mooring cruise vessels; boarding
passengers; owned and operated by Port Canaveral
Authority.
(127) Canaveral Port Authority, Cruise Terminal 8
(south of Cruise Terminal 5): 800 feet of berthing space;
35 feet alongside; 70,000 square feet embarkation and
baggage facility; mooring cruise vessels; boarding
passengers; owned and operated by Port Canaveral
Authority.
(128) Canaveral Port Authority, Cruise Terminal 10
(south of Cruise Terminal 8): 724 feet of berthing space;
33.5 feet alongside; 75,000 square feet embarkation
and baggage facility; mooring cruise vessels; boarding
passengers; owned and operated by Port Canaveral
Authority.
(129)
Communications
(130) Good state highways connect to U.S. Route 1 and
Interstate 95. The Florida East Coast Railway cargo
facility, on the mainland, is 10 miles from the port.
(131)
Sebastian Inlet
(132) From southward of the shoals at Cape Canaveral to
Bethel Shoal, a distance of about 43 miles, the shore is
straight. The 5-fathom curve is from 0.3 to 1 mile offshore
along this section of the coast.
(133) A large water tank is prominent about 4.5 miles
southward of Cocoa Beach and 13 miles southward of
Cape Canaveral Light. Indian Harbor Beach is marked
by a water tank. Indialantic is marked by prominent
water tanks.
(134) Sebastian Inlet is 36.5 miles southward of Cape
Canaveral Light. In 1983, there was a reported controlling
depth of 5 feet from the Intracoastal Waterway through
the dredged channel of the inside bar, thence 8 feet to the
eastern entrance. In 1983, it was reported that 12 feet can
be taken across the bar in smooth seas. The western
entrance is marked by private buoys and a light. The
entrance is protected by a north jetty, marked by a private
light, extending 600 feet from shore and a south jetty
extending 500 feet from shore. A steel bulkhead leads in
Sebastian Inlet, Florida
Image courtesy of USCG Sector Miami, AST3 Ryan J. Pierce (2014)
NNN
N
(135)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 321
a west-northwest direction for about 1,500 yards from the
south side of the inlet into Indian River. The inlet is used
by local shermen and party boats.
(136) Sebastian Inlet is dangerous and particularly
hazardous to small boats not designed for the open seas.
Persons using this inlet should be experienced boatmen
and have local knowledge. It is reported that shoaling
exists just north of the south jetty and for about 200
yards to the east of the south jetty. Shoaling also exists
in the general area south of the small spoil island between
the bridge and the Intracoastal Waterway. Shoals are
gradually building up and shifting. Minimum depth in
the inlet varies; the bottom is rocky in spots.
(137) It is further reported that the velocity of the tidal
currents reaches 10 knots, and turbulence exists between
the bridge and the end of the jetties. Anchoring east of
the bridge is extremely hazardous, particularly by the
stern. Except during at calms, breaking and confused
seas exist off the mouth of the inlet and inside the inlet
as far as the bridge. Conditions worsen with increasing
seas or winds and on an ebb tide. Small boats departing
the inlet on a ood or slack tide can nd it impossible
to return on an ebb tide. While the inlet conditions are
generally worse during the winter months, hazardous
conditions develop rapidly in the summer in squalls and
on ebb tides. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(138) Additional information on local existing conditions
can be obtained by contacting the Fort Pierce Coast
Guard Station (telephone: 772–464–6100). A xed
highway bridge, State Route A1A, crossing the inlet has
a clearance of 37 feet.
(139) Thomas Shoal, with a least depth of 26 feet over it,
is 7 miles eastward of Sebastian Inlet. Bethel Shoal, with
depths of 29 to 30 feet over it, is 17 miles southeastward
of the inlet and 11 miles offshore. A lighted buoy is
northeast of the shoal area. A 23-foot shoal spot is about
2.5 miles north-northwestward of the buoy.
(140)
<Deleted Chart Header>
(141) From Bethel Shoal to Jupiter Inlet, a distance of
about 50 miles, shoal areas and wrecks are over 10 miles
offshore.
(142) The twin towers at Riomar 12 miles northward of
Fort Pierce Inlet are prominent.
(143) Indian River Shoal, with depths of 10 to 30 feet
over it, is about 8 miles northward of Fort Pierce Inlet
and extends for about 3 miles offshore.
Fort Pierce Inlet, Florida
Image courtesy of USCG Sector Miami, AST3 Ryan J. Pierce (2014)
NN
N
N
N
N
N
(146)
322 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
(144)
Fort Pierce Inlet
(145) Fort Pierce Inlet is 62 miles southward of Cape
Canaveral Light and 33 miles northward of Jupiter Inlet
Light. Care must be exercised in entering due to the
strong currents. In southeasterly weather with an ebb tidal
current the entrance is rough.
(147) Fort Pierce, on the west shore of the Indian River
inside Fort Pierce Inlet, is the St. Lucie County Seat.
Derecktor Ft. Pierce, operates a service and ret center
for the global eet of megayachts, large sailing yachts
and commercial vessels.
(148) Several shing vessels operate in and out of the
harbor. It is the distributing point for supplies to the
surrounding country. The Intracoastal Waterway passes
through the Indian River east of the city. (See chapter 12.)
(149) Fort Pierce Coast Guard Station is on the south
side of Fort Pierce entrance channel, on the west side of
the cove immediately westward of Faber Point.
(150)
Prominent features
(151) Several high rise condominiums, 1 mile north of the
entrance, are prominent. A state park is located on the end
of the north jetty.
(152) Also prominent are a 210-foot meteorological tower
7.2 miles south of the entrance, two 200-foot cement silos
within the harbor, and the concrete towers of a nuclear
powerplant about 7.6 miles southward of the entrance.
The meteorological tower is marked by a xed red light
about halfway up and a ashing red light on top.
(153)
COLREGS demarcation lines
(154) The lines established for Fort Pierce Inlet are
described in 33 CFR 80.727, chapter 2.
(155)
Channels
(156) A federal project provides for an entrance channel
30 feet deep and an inner channel and turning basin 28
feet deep. Depths in the channel may vary considerably
between dredging operations. (For detailed channel
information and minimum depths as reported by the
U.S. Army Corps of Engineers (USACE), use NOAA
Electronic Navigational Charts. Surveys and channel
condition reports are available through a USACE
hydrographic survey website listed in Appendix A.) Two
rubblestone jetties with revetment extensions protect the
entrance. The channel is marked with lighted ranges and
lighted buoys.
(157)
Dangers
(158) There are a number of shoals and wrecks in the
approaches to the harbor; some of them are marked. A sh
haven, about 1.7 miles long, from 0.8 mile to 1.2 miles
offshore, is about 2 miles northward of the entrance. In the
entrance channel, shoaling tends to build southward from
the north side of the channel just inside the jetties, abeam
Coon Island, and in the turning basin. Local knowledge is
advised to determine the extent of shoaling in these areas.
(159)
Current
(160) The ocean currents typically run across the channel
and there is considerable set when entering or leaving.
With an incoming tide, there is a very strong set to the
north at the seaward end of the south jetty. The tidal
currents in the inlet have a velocity of about 3 knots.
The currents run through the cut parallel to the channel
and can reach velocities of 4 to 6 knots. See the Tidal
Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be
found in chapter 1 of this book. From the turn in the
channel and along the Inner Range for about 0.8 mile, the
current sets at an angle to the channel, pushing inbound
vessels to the west on an incoming tide and outbound
vessels to the east on an outgoing tide. At the western
end of Causeway Island, where the channel crosses the
Intracoastal Waterway, strong cross currents are also
encountered with the set to the south on the ood and
to the north on the ebb. These currents are inuenced by
wind and heavy rain runoff or discharge of fresh water
from inland areas. Vessels are advised to use caution
when making their approach to the bridge that crosses
the Intracoastal Waterway between Causeway Island
and Fort Pierce and when mooring at the facilities just
northward of the bridge.
(161)
Pilotage, Fort Pierce
(162) Pilotage is compulsory for all foreign vessels and
for U.S. vessels under register in foreign trade if drawing
7 feet or more of water. Pilotage is optional for U.S.
coastwise vessels that have on board a pilot licensed by
the Federal Government. The pilot will board at the sea
buoy. Pilot ladders should be rigged 1 meter above the
water and the ship proceeding at 4 to 5 knots when the
pilot boat comes alongside. The pilots do not maintain
a radio listening watch unless underway on the pilot
boat. The boat monitors VHF-FM channels 12 and 16.
Advance notice of at least 24 hours is required for all
arrivals; a 2-hour notice is required for all departures and
inner port movements. A 72-hour notice is required for
vessels calling on the port for the rst time or for vessels
not on a regular run. The pilots can be reached through
the Palm Beach Pilots Association at 561-845-2628 or
by email: Of[email protected]. Due to channel
conditions, the pilots advise only vessels drawing less
than 19 feet (21 feet maximum at high water slack) can
be allowed into the port. One way trafc is required
for larger vessels and tows when transiting the dredged
channel.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 323
(163)
Towage
(164) There are no dedicated ship-assist tugs in Fort
Pierce. If tugs are needed, arrangements must be made
well in advance.
(165)
Quarantine, customs, immigration and agricultural
quarantine
(166) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(167) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.)
(168) Fort Pierce is a customs station.
(169)
Harbor regulations
(170) The port director is the county administrator for St.
Lucie County. There is no harbormaster in Fort Pierce.
Anchoring within the city of Fort Pierce is limited to 96
hours and 14 days within the county limits.
(171)
Speed zone
(172) The entire waterway east of Dynamite Point to
the Intracoastal Waterway is a regulated speed zone
and vessels must proceed at a slow speed. West of the
Intracoastal Waterway vessels must proceed at idle speed.
(173)
Manatees
(174) A regulated speed zone for the protection of manatees
is at Fort Pierce in the vicinity of the municipal yacht
basin. (See Manatees, chapter 3.)
(175)
Wharves
(176) The facilities at Fort Pierce are privately operated
and located on the mainland just to the west of the turning
basin. The northernmost facility offers dockage and
refueling from the 140-foot seawall at the end of a wide
slip; expect strong tidal currents to set vessels to the north
or south on the approach. In 2002, the reported depth at
the center of the slip was 20 feet with 12 to 20 feet along
the southwest corner of the seawall.
(177) Derecktor Ft. Pierce (27°27'30"N, 80°19'24"W), is
the largest facility in the port. Length, 455 feet north side;
330 feet south side; width, 184 feet east side with 154 feet
for mooring. A haul-out basin, measuring 220 feet long by
50 feet wide, has been developed on the east side of the
wharf to support upland operations of a 1,500-ton mobile
boat hoist
(178) The Old City Pier (27°27'26"N., 80°19'23"W.) just
south of the Indian River Terminal, is 330 feet long with
two berths and has reported depths of 14 to 25 feet from
west to east. The berth on the east side of the pier has
a roll-on/roll-off ramp and a reported depth of 10 feet.
Primarily used for roll-on/roll-off operations and vessel
layovers.
(179) Three breasting dolphins (27°27'46"N.,
80°19'18"W.) in the northern section of the turning basin
are used for temporary mooring of barges and tugboats;
22 feet alongside was reported in 2002.
(180)
Supplies
(181) Gasoline, diesel fuel, bunker C, water and some
marine supplies are available.
(182)
Repairs
(183) The 1,500-ton mobile boat hoist at Derecktor
Ft. Pierce is capable of hauling vessels up to 250 feet
in length and/or 1,500 U.S. short tons. An eight-acre
reinforced tarmac allows for as many as 12 vessels to be
serviced simultaneously. The facility can provide shore
power up to 480-volt, 3-phase to yachts and commercial
vessels.
(184)
Communications
(185) Fort Pierce is served by a Class II railroad, by U.S.
Route 1 and by several state highways. The airport is 3
miles northwest of the town.
(186)
Small-craft facilities
(187) The municipal yacht basin, just south of Moore
Creek, has a marked approach channel from the
Intracoastal Waterway. The entrance is immediately
south of the bridge. Extreme caution should be exercised
as strong crosscurrents exist. The overhead power cable
crossing this channel has a clearance of 85 feet. Berths,
gasoline, diesel fuel, ice, water, electricity, pump-out
station and limited marine supplies are available. The
yacht basin is controlled by a dockmaster.
(188) The facilities of a yacht club and a marina are
on the south side of the Fort Pierce entrance channel,
immediately westward of Faber Point. The yacht club
has about 92 open berths with a reported depth of 6 feet
in 2006. Gasoline, diesel fuel, water, ice and electricity
are available. The marina has berths, electricity, water,
ice and pump-out station available.
(189) A dredged channel marked by daybeacons leads from
the Intracoastal Waterway to Taylor Creek. A marina on
the north side of the creek just inside the entrance had a
reported alongside depth of 6.5 feet in 2010. Berths with
electricity, gasoline, diesel fuel, water, ice, a pump-out
station and wet and dry storage are available. Hull, engine
and electronic repairs can be made.
(190)
Capron Shoal to Gilbert Shoal
(191) For a distance of 13 miles southward of Fort Pierce
Inlet, broken ground with 18 to 28 feet over it extends
from 2.5 to 6 miles offshore.
(192) Capron Shoal has a least depth of 18 feet over it
about 3.6 miles southeastward of Fort Pierce Inlet.
324 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
(193) Pierce Shoal, with 21 to 30 feet over it, lies about 2
miles offshore and 6 to 8.5 miles southeastward of Fort
Pierce Inlet.
(194) St. Lucie Shoal, with 15 to 30 feet over it, lies from
3 to 6 miles offshore and 22 to 26 miles northward of
Jupiter Inlet Light. It is the principal danger in this area.
The northern end of the shoal is marked by a lighted
whistle buoy and an unlighted buoy is southeast of a 15-
foot spot at the southern end.
(195) Several wrecks are eastward of the broken ground
within 10 miles of the shore.
(196) Gilbert Shoal, with 17 to 30 feet over it, is 1 to 1.5
miles offshore about 3 miles north of St. Lucie Inlet.
(197)
ENCs - US4FL43M, US5FL43M
Chart - 11428
(198) St. Lucie Inlet, forming the mouth of the St. Lucie
River and the south end of the Indian River, lies 20 miles
south of Fort Pierce Inlet and 13.5 miles north of Jupiter
Inlet Light. The entrance to the inlet is protected by jetties
and a detached breakwater. The inner part of the north
jetty is in ruins. A rock ledge across the inlet extends south
for over 1 mile from the east end of the north jetty ruins.
Extensive sandbars are on the north side of the inlet
channel from the north jetty to the Intracoastal Waterway.
It is reported that shoaling builds up across the channel
from both the north and south sides. Depths in the channel
vary.
(200) St. Lucie Inlet is dangerous and particularly
hazardous to small boats not designed for the open seas.
Persons using the inlet should be experienced boatmen
and have local knowledge.
(201) It is reported that tidal currents reach a velocity of
7 knots. Currents continue to ow 2 hours after high
and low tides. Entrance is easiest just on the ood side
of slack water. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(202) The approach is marked by a lighted whistle buoy.
The entrance buoys are not charted, as they are frequently
moved to mark the best water. It is reported that after
heavy storms, buoys may be off station due to dragging
or to shifting channels.
(203) It is further reported that ground swells can make
inlet passage impossible for all craft. Breakers occur
throughout the entire channel as seas, ground swells and
winds increase, particularly on an ebb tide.
(204) While the inlet conditions are generally reported to
be worse during winter, hazardous conditions develop
rapidly during summer squalls.
St. Lucie Inlet, Florida
Image courtesy of USCG Sector Miami, AST3 Ryan J. Pierce (2014)
N
N
(199)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 325
(205) Additional information on local existing conditions
can be obtained by calling the Fort Pierce Coast Guard
Station (telephone: 772–464–6100).
(206) St. Lucie River enters the sea through St. Lucie Inlet
and connects with the Gulf coast via the Okeechobee
Waterway. State Route A1A highway bridge crossing
the river 3 miles above the junction with the Intracoastal
Waterway has a xed span with a clearance of 65 feet.
The railroad bridge at Stuart has a bascule span with a
horizontal clearance of 46 feet and a vertical clearance
of 6 feet at center. The bridge is on automatic operation,
normally left in an open position and closed upon the
approach of trains. (See 33 CFR 117.317, chapter 2, for
details of operation.) The Roosevelt (U.S.1) highway
bridge, adjacent to the east, has a xed span with a
clearance of 65 feet. The Roosevelt railroad bascule bridge
has a clearance of 14 feet at the center. The overhead
power cable at the bridge has a clearance of 75 feet over
the main channel. (See 33 CFR 117.1 through 117.59 and
117.317, chapter 2, for drawbridge regulations.)
(207) Cross currents at the entrance to St. Lucie River create
a hazardous condition for vessels and barges making the
short turn from the Intracoastal Waterway. Vessels should
stay 100 yards southward of a line between Light 4 and
Daybeacon 6 to avoid hitting the hard ledge on the north
side of the channel.
(208) St. Lucie River has several branches of some
commercial importance. These, with the main river, form
an important center for yachting and shing in the winter.
Trafc on the river is mostly in sh and timber.
(209) Manatee Pocket is a protected body of water about 1
mile long and 0.2 mile wide. It had a reported controlling
depth of 4½ feet in 1983. The entrance is 0.6 mile west of
the intersection of the St. Lucie River and the Intracoastal
Waterway. The channel at the entrance is marked by
daybeacons. Berthage, electricity, gasoline, diesel fuel,
water, ice, pump-out station, wet and dry storage and
hull, engine and electronic repairs are available at any
of several marinas. A 150-ton mobile hoist is a available
at a repair yard at the southeast end of Manatee Pocket.
Small boats can obtain protection from tropical storms in
Manatee Pocket. The holding bottom is good. Yachts can
anchor anywhere for overnight stops.
(210) Port Salerno, a small town at head of Manatee
Pocket, has a marl plant and is headquarters for a shing
eet. Several boatyards with machine shops and several
resorts with good facilities for yachts are available.
(211) Pilots for St. Lucie Inlet can be obtained at Manatee
Pocket.
(212) At Port Sewall, 1.2 miles above the junction of
St. Lucie River and the Intracoastal Waterway, there is
a marina where berths with electricity, wet storage and
limited marine supplies are available. Hull, engine and
electronic repairs can be made; lift capacity 50-tons.
(213) Rio is a small real estate development on the north
bank of St. Lucie River, 3.5 miles above Sewall Point.
A privately dredged channel 1 mile west of Light 21
leads to a marina where gasoline, diesel fuel, ice, water,
a pump-out station, berthing with electricity and some
marine supplies are available; a 10-ton folklift is also
available for hull, engine and electronic repairs. In 2001,
the reported approach depth was 5.5 feet. Another marina
in the slip 0.2 mile westward has gasoline, diesel fuel,
electricity and a lift to 35 tons; hull, engine and electronic
repairs can be made.
(214) Stuart is a city on the St. Lucie River, 5 miles above
Sewall Point. It is the county seat of Martin County and is
on the Florida East Coast Railway, U.S. Highway No.1,
and the Okeechobee Waterway. The city has a hospital and
is the distributing center to the surrounding area, which is
noted for its winter vegetables, citrus and tropical fruits,
poultry raising, ranching and commercial shing.
(215) The municipal pier, 400 yards southeast of the
Roosevelt bascule bridge, has berthage available. In
2002, the reported channel and alongside depth was 3.5
feet. On the east bank of the North Fork of the St. Lucie
River, 1,200 yards north of the Roosevelt bascule bridge,
a yacht sales facility offers maintenance services and fuel
deliveries. A travel lift is available.
(216) There is a small protected basin in Frazier Creek, 0.3
mile south of the Roosevelt bascule bridge. In 1983, the
reported controlling depth was 5 feet from the waterway
to the highway bridge about 0.1 mile above the mouth.
The bridge has a 33-foot xed span with a clearance of 5
feet.
(217) Pilots for St. Lucie Inlet and connecting waterways
can be obtained through the Stuart Chamber of Commerce.
(218) St. Lucie River divides into two forks west of
Stuart. The North Fork extends several miles in a north-
northwest direction. It is about 0.75 mile wide with an
even bottom of 10 to 12 feet in depth. The South Fork is
described as part of the Okeechobee Waterway, chapter
12.
(219)
<Deleted Chart Header>
(220) From St. Lucie Inlet to Jupiter Inlet, a distance of 14
miles, several shoals and wrecks are within about 3 miles
of the shore. The shoals and wrecks should be avoided by
deep-draft vessels. The 20-fathom curve is a safe guide.
(221) Jupiter Inlet Light (26°56'55"N., 80°04'55"W.),
146 feet above the water, is shown from a red brick tower
on the north side of the inlet, 94 miles south of Cape
Canaveral Light. The light is reported to be obscured by
high-rise construction from 231° to 234° when within a
range of 5.5 miles.
(222)
Jupiter Inlet
(223) Jupiter Inlet, an opening in the beach just south of
Jupiter Inlet Light, is 14 miles south of St. Lucie Inlet. It
leads to Jupiter Sound on the north, Loxahatchee River
on the west and Lake Worth Creek on the south. A short
stone jetty is on the north side of the entrance to the inlet
and private lights mark the entrance. Small boats of the
326 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
shing eet use the inlet. The Intracoastal Waterway is
0.5 mile inside the entrance to the inlet. (See chapter
12.)
(225) Jupiter Inlet is dangerous and particularly hazardous
to small boats not designed for the open seas. Persons
using this inlet should be experienced boatmen and have
local knowledge. It is reported that shallow sandbars exist
from the lighthouse through the mouth of the inlet and that
the sandbar at the junction of the Intracoastal Waterway
and the entrance builds up continuously. A very shallow
sandbar extends south and east from the north jetty across
the entire inlet. The bar is very deceptive and usually lies
1 or 2 feet below the surface. The openings through the
sandbar shift with rapidly changing weather conditions
and can be very shallow.
(226)
Current
(227) It is further reported that tidal currents reach a velocity
of 6 knots. Eddies and extreme turbulence accompany
ood and ebb tides, particularly near the south jetty.
Breaking and confused seas frequently exist over the
sandbars off the mouth of the jetty. Conditions are worst
with ebb tide and easterly winds. Near low water, long
ground swells and wake from passing vessels can create
dangerous waves in seemingly calm seas. Conditions are
most hazardous during the winter months. See the Tidal
Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(228) Additional information on local existing conditions
can be obtained by contacting the Lake Worth Inlet Coast
Guard Station (telephone: 561–844–4470).
(229)
Lake Worth Inlet to Hillsboro Inlet
(230) Between Jupiter Inlet and Lake Worth Inlet, a
distance of about 10.5 miles, the coast is clear of shoals
with the 10-fathom curve about 1 mile offshore. A
shing pier extends about 340 yards seaward from about
26°53'37"N., 80°03'24"W.
(231) Lake Worth Inlet is a dredged cut through the
barrier beach 11 miles south of Jupiter Inlet Light and 31
miles north of Hillsboro Inlet Entrance Light. The
entrance is protected by two jetties and the cut by
revetments.
(233)
COLREGS demarcation lines
(234) The lines established for Lake Worth Inlet are
described in 33 CFR 80.727, chapter 2.
(235) Port of Palm Beach is a deepwater port development
1.1 miles west of the entrance to Lake Worth Inlet. The
port borders the communities of Riviera Beach on the
Jupiter Inlet, Florida
Image courtesy of USCG Sector Miami, AST3 Ryan J. Pierce (2014)
NN
N
N
(224)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 327
north and West Palm Beach on the south. It is 259 miles
south of Jacksonville and 68 miles north of Miami. The
principal cargoes are export containers, yachts, sugar and
general cargo. There is also barge trafc. An extensive
roll-on/roll-off operation is conducted in the Bahama
Island trade. All of the wharves and warehouses are
owned by the Port of Palm Beach District.
(236)
Coast Guard Station
(237) Lake Worth Inlet Coast Guard Station is inside
the entrance about 0.7 mile north of Peanut Island on the
west side of the Intracoastal Waterway.
(238)
Prominent features
(239) Prominent from offshore are the many multistoried
buildings along the beaches north and south of the inlet.
Of these, the 42-story condominium and the Breakers
Hotel, 1 mile north and 3.5 miles south of the inlet,
respectively, are the most prominent.
(240)
Channels
(241) A federal project provides for a 35-foot entrance
channel, thence a 33-foot inner channel to two turning
basins with depths of 33 and 24 feet, respectively, at the
Port of Palm Beach. Markers include a 271°30' lighted
entrance range, lights and lighted and unlighted buoys.
The north (right outside) quarter of the entrance channel
tends to shoal along the north jetty. For detailed channel
information and minimum depths as reported by the
U.S. Army Corps of Engineers (USACE), use NOAA
Electronic Navigational Charts. Surveys and channel
condition reports are available through a USACE
hydrographic survey website listed in Appendix A.
(242)
Anchorages
(243) Two offshore anchorage grounds are close north and
south of the channel entrance. (See 33 CFR 110.1 and
10.185, chapter 2, for limits and regulations.) There is no
deepwater anchorage in the harbor. Anchorage for craft
drawing up to 8 feet is available in the vicinity of Palm
Beach.
(244)
Dangers
(245) A reef in the form of a ridge with scattered boulders
extends for about 300 yards eastward of Peanut Island
about 25 feet north of the improved channel. The reef,
with a least depth of about 4 feet over it, is extremely
dangerous. On the ebb, the current sets across the reef in
a northeasterly direction. Two sh havens are 0.7 and 1.5
miles off the north side of the entrance and another is 1.5
miles off the south entrance.
Lake Worth Inlet, Florida
Image courtesy of USCG Sector Miami, AST3 Ryan J. Pierce (2014)
NN
N
(232)
328 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
(246)
Manatees
(247) A regulated speed zone for the protection of manatees
is in the vicinity of the powerplant on the west side of the
turning basin. (See Manatees, chapter 3.)
(248)
Current
(249) The currents in the inlet are strong and must be
carefully guarded against. The current velocity is 2.4
knots on the ood and 3.6 knots on the ebb. See the Tidal
Current prediction service at tidesandcurrents.noaa.gov
for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(250)
Weather, West Palm Beach and vicinity
(251) With the Gulf Stream only about 2 miles (4 km)
offshore and prevailing winds off the Atlantic most of
the year, the climate of this area is pleasant. The average
high temperature for West Palm Beach is 83°F (28.3°C)
while the average low temperature is 67°F (19.4°C).
July is the warmest month by a fraction of a degree
with an average high temperature of 90°F (32.2°C) and
an average low temperature of 75°F (23.9°C). January
is the coolest month of the year with an average high
temperature of 75°F (23.9°C) and an average low of 57°F
(13.9°C). An ofcial reading of 100°F (37.8°C) has never
been recorded at West Palm Beach but the all-time high
temperature is 99°F (37.2°C) recorded in July 1981. The
extreme minimum temperature for West Palm Beach is
27°F (-2.8°C) recorded in January 1977. Every month
except December and January has recorded maximum
temperatures in excess of 90°F (32.2°C), and an average
of 75 days each year have a maximum extreme in excess
of 90°F (32.2°C). An average of only one day each year
has an extreme minimum at or below freezing.
(252) The average annual precipitation for West Palm
Beach is 61 inches (1,549 mm). September is the wettest
month averaging 8.8 inches (223.5 mm), and February
is the driest month averaging only 2.6 inches (66 mm).
Snowfall is nearly nonexistent at West Palm Beach and
the greatest 24-hour snowfall was trace. This has occurred
only once for the 50-year period of record, January 19,
1997.
(253) Wind speeds of 17 knots or more can be expected
about 7 to 10 percent of the time from October through
April as a result of lows, cold fronts or intensication of
the trade winds. While gales are rare, they are most likely
during the tropical cyclone season, which runs from June
through October on the average.
(254) West Palm Beach is vulnerable to hurricanes. As of
2016, hurricanes with near direct impact were Frances
and Jeanne in September 2004 and Wilma in September
2005. Sandy, in October 2012, did not make landfall
but generated large swells at the inlet causing extensive
shoaling.
(255) Thunderstorms can generate strong, gusty winds
along with heavy rain. They are most likely from June
through September on about 10 to 16 days per month.
Visibilities drop below 0.5 mile (0.9 km) on 1 to 2 days
per month, on the average, from November through
April.
(256)
Pilotage, Port of Palm Beach
(257) Pilotage is compulsory for foreign vessels and
for U.S. vessels under register in the foreign trade and
drawing more than 7 feet of water. Pilotage is optional for
U.S. coastwise vessels that have a pilot aboard licensed
by the Federal Government.
(258) The Port of Palm Beach is served by Palm Beach
Pilots Association, at Riviera Beach Marina, 200 E. 13th
Street, Suite B, Riviera Beach, FL 33404; telephone
561–845–2628. The ofce/station monitors VHF-FM
radiotelephone channel 14.
(259) The pilot boats are PILOT#1 and PILOT#2; both
have gray hulls, white superstructures and the word
PILOT on the sides. PILOT#1 is 31 feet long; PILOT#2
is 35 feet long. Both boats display a white over red light
at night. The pilot boats monitor VHF-FM channel 16
and 14 and work on channel 14. The pilot boarding
and cruising area, depending on wind and gulf stream
current conditions, is near Lake Worth Lighted Buoy
LW (26°46'22"N., 80°00'36"W.) or as instructed by the
pilots. Vessels are requested to rig the pilot ladder on the
leeward side about 1 meter above the water and maintain
a speed of 6 knots or less. A northern gulf stream current
almost all year makes an approach to the inlet from the
southeast the safest, however, at times large swells do
occur and alternate approaches may be instructed by the
pilots for safety reasons. Large vessels are taken in only at
slack water and may be restricted to daylight hours under
certain conditions. Pilots do not maintain a 24-hour watch
at the pilot ofce/station. At least 24 hours advance notice
of arrival is requested. For more information, visit www.
palmbeachpilots.com.
(260)
Towage
(261) Port Towing Corp. provides ship assist and coastwise
towing in and around the Port of Palm Beach. Three tugs
are available; one with 1,500 hp and two with 3,000 hp
each. The tugs monitor VHF-FM channel 16. Telephone:
561-844-0106 and 561-346-8213.
(262)
Quarantine, customs, immigration and agricultural
quarantine
(263) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(264) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.)
(265) Palm Beach is a customs port of entry.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 329
(266)
Harbor regulations
(267) Copies of the Port Tariff may be obtained at
the ofces of the Port of Palm Beach District at the
Maritime Ofce Building in Riviera Beach, or visit www.
portofpalmbeach.com. The Port Operations Manager
assigns berths and enforces the harbor regulations. The
Port of Palm Beach is a public corporation created by the
state legislature. Port regulations state it shall be unlawful
for any vessel, boat, barge or other watercraft of any kind
to anchor in the channel or turning basin, except in cases
of actual emergency.
(268)
Wharves
(269) The Port of Palm Beach has three slips and four
marginal wharves. A marginal passenger wharf is 0.2
mile north of the north slip. The port district owns most
of the facilities and the port tenants operate most of them.
There are about 50 acres of open storage and 150,000
square feet of warehouse space. The port operates its own
belt line railroad which connects with the Florida East
Coast Railway. Mobile cranes to 230 tons are available,
with other equipment available as required. All berths
have fresh water available. All berths have a deck height
of 8.5 feet except Berths 13 and 14, 8 feet, and Berths
20, 21 and 22, 5 feet. Slip 1 is the north slip, Slip 2 is the
south slip.
(270) Berth 1: marginal wharf immediately northward of
Slip 1; 450 feet long; 25 feet alongside; used by large
yachts and small passenger vessels.
(271) Berths 2, 3: north side Slip 1; 700 feet long; 35 feet
alongside.
(272) Berth 4: head of Slip 2; 220 feet long; 25 feet
alongside; receipt and shipment of general cargo by small
vessel and barge.
(273) Berths 5, 6: north side Slip 2; 640 feet long; 35
feet alongside; primary location for receipt of fuel oil,
pipelines extend to oil storage tanks with 2 million barrel
capacity; receipt of bulk cement; receipt and shipment of
general cargo.
(274) Berth 7: marginal wharf between Slips 1 and 2;
215 feet long; 25 feet alongside; receipt and shipment of
general cargo.
(275) Berths 8, 9: south side Slip 1; 700 feet long; 35 feet
alongside; receipt and shipment of general cargo; various
operators.
(276) Berths 10, 11, 12: three roll-on/roll-off ramps at
the head of Slip 1; 210-foot face; 35 feet alongside; 2
½ acres open storage, receipt and shipment of general,
containerized and roll-on/roll-off cargo; operated by
Heavy Lift Service Inc.
(277) Berths 13, 14: north side Slip 1; 700 feet long;
35 feet alongside; receipt and shipment of general and
containerized cargo; operated by Heavy Lift Service, Inc.
(278) Berths 15, 16, 17: marginal wharf immediately
northward of Slip 1; 610 feet long; 25 feet alongside;
receipt and shipment of general and containerized cargo;
mooring cruise vessels; operated by the Crown Cruise
Line.
(279) Berths 18, 19: south side of slip immediately north
of Berth 17; 300 feet long; 25 feet alongside; receipt
and shipment of general and containerized cargo and
vehicles; operated by Tropical Shipping Co., Ltd.
(280) Berths 20, 21, 22: west of Berth 19; three roll-on/
roll-off ramps; each 67 feet long; 25 feet alongside;
receipt and shipment of roll-on/roll-off cargo; operated
by Tropical Shipping Co., Ltd.
(281) Berth 23: across slip north of Berth 19; 80 feet long;
25 feet alongside; receipt and shipment of containerized
cargo and vehicles; operated by Tropical Shipping Co.,
Ltd.
(282) Berths 24, 25: 0.2 mile north of Slip 1; 450 feet long;
25 feet alongside; receipt and shipment of containerized
cargo and vehicles; operated by Tropical Shipping Co.,
Ltd.
(283)
Supplies
(284) Fresh water is piped to the berths. Diesel fuel and
gasoline can be delivered by tank truck. Provisions and
some marine supplies are available.
(285)
Repairs
(286) Only minor repair work can be obtained for large
ships. The nearest drydocks are at Jacksonville and Port
Everglades.
(287)
Communications
(288) Class II railroad connections are available. There are
highway connections to U.S. Route 1, Interstate Route 95
and Florida’s Turnpike. The Palm Beach International
Airport is 5.5 miles southwestward of the port area.
(289) The Intracoastal Waterway passes through Lake
Worth just eastward of Port of Palm Beach. Facilities in
the area for yachts and small craft are given in chapter 12.
(290)
<Deleted Chart Header>
(291) From Lake Worth Inlet the general trend of the
coastline is south for 41 miles to Port Everglades. It is
broken by several inlets of little importance. The coast is
formed almost entirely by a low sand beach, with more
or less conspicuous dunes partly covered by grass and
scrub palmetto, and woods in the background. Numerous
towns, tanks, radio towers and scattered buildings are
visible from seaward. Conspicuous from offshore are
the buildings and pier at Palm Beach, Hillsboro Inlet
Entrance Light and the large buildings and tanks at Fort
Lauderdale.
(292) The coast between Lake Worth Inlet and Port
Everglades is fairly bold. The 20-fathom curve runs
parallel to the beach and for a greater part of the distance is
less than 2 miles from it. Several wrecks and obstructions
are within 0.5 mile of the shore.
330 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
(293) Palm Beach, a resort on the narrow island between
Lake Worth and the sea, is connected to West Palm Beach
by highway bridges. The ocean pier here is used only for
amusement purposes. Several other towns and cities are
along the shores of Lake Worth.
(294) Boynton Inlet, at the south end of Lake Worth, is a
small dredged cut through the outside beach, about 100
feet wide. The entrance to the inlet is protected by jetties.
In 1983, the reported controlling depth over the bar and
to the Intracoastal Waterway was 5 feet. The inlet is
crossed by Route A1A highway bridge, which has a xed
span with a clearance of 18 feet. An overhead power cable
at the bridge has a clearance of 38 feet. Boynton Inlet is
dangerous and particularly hazardous to small boats not
designed for open seas. Persons using this inlet should be
experienced boatmen and have local knowledge. The
channel is unmarked.
(296) It is reported that shoaling exists, commencing about
100 yards south of the end of the north jetty and extending
to the south. Submerged rocks extend 15 feet east of the
end of the south jetty. Within the inlet, along the north
and south jetties, east of the Route A1A highway bridge,
is a concrete ledge that is just below the surface at high
tide.
(297) Tidal currents through the inlet reach a reported
velocity of 8 knots, and with an easterly wind it is
impassible because of breakers at the entrance. There is
a strong undertow when the tide is ebbing. Eddies and
extreme turbulence accompany ood and ebb tides. See
the Tidal Current prediction service at tidesandcurrents.
noaa.gov for specic information about times, directions,
and velocities of the current at numerous locations
throughout the area. Links to a user guide for this service
can be found in chapter 1 of this book.
(298) It is further reported that except during a at calm,
breaking and confused seas exist in the channel from the
bridge to the mouth of the inlet. Conditions worsen as
seas and winds increase, particularly when the current is
running. Conditions are more hazardous during winter.
(299) A dangerous wreck is about 1.8 miles south-southeast
of the inlet.
(300) Additional information on local existing conditions
can be obtained by contacting the Lake Worth Inlet Coast
Guard Station (telephone: 561–844–4470).
(301) Boca Raton Inlet is a narrow dredged cut through
the beach 5 miles northward of Hillsboro Inlet Entrance
Light. It is used mostly by party shermen. The hotel at
Boca Raton is a prominent landmark. The mouth of the
inlet is protected by short jetties marked by private lights.
The bar channel shifts with the winds; local knowledge is
recommended.The inlet interior is dredged continuously.
Mariners are urged to minimize wake and proceed with
caution.
(302) Boca Raton Inlet is dangerous and particularly
hazardous to all boats not designed for open seas. Persons
using this inlet should be experienced boatmen and should
Boynton Inlet, Florida
Image courtesy of USCG Sector Miami, AST3 Ryan J. Pierce (2014)
N
N
N
(295)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 331
be extremely knowledgeable of the area. The channel is
unmarked.
(303) It is reported that shoaling exists 30 yards outside of
the inlet and also inside the inlet. Depth at low tide varies
from 1 to 3 feet. A sandbar protrudes out of water inside
the inlet on the north side. A sandbar extends underwater
to within 30 feet of the south jetty. Shoaling and sandbars
are continually shifting.
(304) It was reported that increased shoaling may be
expected and that the inlet may occasionally be closed
by severe weather.
(305) Tidal currents through the narrow channel reach a
reported velocity of 7 knots.
(306) It is further reported that except during a at calm,
breaking and confused seas exist at the mouth of the inlet.
Conditions worsen as seas and winds increase, particularly
during ebb tide. Breaking seas at the mouth of the inlet
will extend 200 feet inside inlet mouth. Conditions are
more hazardous during winter. Strong easterly winds are
often encountered when attempting to navigate the inlet.
These are particularly strong in November through May.
In May through September heavy thunderstorms often
occur during early morning and afternoon.
(307) Additional information on local existing conditions
can be obtained by calling Fort Lauderdale Coast
Guard Station (telephone: 954–927–1611).
(308) Highway A1A bridge crossing the inlet has a 45-foot
bascule span with a clearance of 23 feet at the center. (See
33 CFR 117.1 through 117.49, chapter 2, for drawbridge
regulations.)
(309) Hillsboro Inlet Entrance Light (26°15'33"N.,
80°04'51"W.), 136 feet above the water, is shown from
an octagonal pyramidal skeleton tower with central stair
cylinder, lower half of structure white, upper half black,
on the beach on the north side of the inlet.
(310) Hillsboro Inlet, 31 miles southward of Lake Worth
Inlet, connects with Hillsboro River and the Intracoastal
Waterway. It has considerable importance as a base for
party shermen who run out into the Gulf Stream. The
entrance channel is marked by lights, daybeacons and a
lighted entrance buoy. The jetties are submerged at the
entrance channel; caution is advised. Rocky reefs are
reported to extend northward and southward of the
respective entrance lights; the southern reef is reported to
dry at its southern end at low tide. The current in the
entrance is reported to set northward across the channel
on the ood and southward on the ebb. In 1990, shoaling
to a depth of about 1 foot was reported at the entrance
channel between Lights 1 and 2.
(312) Route A1A highway bridge crossing the inlet has a
bascule span with a clearance of 13 feet. The bridgetender
monitors VHF-FM channel 16 and works on channel 13.
(See 33 CFR 117.1 through 117.59 and 117.289, chapter
2, for drawbridge regulations.) On the ood tide the
current past the bridge is reported to be as much as 5
to 6 knots. An overhead power cable at the bridge has
Hillsboro Inlet, Florida
Image courtesy of USCG Sector Miami, AST3 Ryan J. Pierce (2014)
NN
N
(311)
332 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
a clearance of 64 feet. Yacht landings are on the south
shore on either side of the bridge. A depth of 5 feet is at
the landings. Berthage, electricity, gasoline, diesel fuel,
water, ice, some marine supplies, a mobile 10-ton lift, and
hull, engine, and electronic repairs are available.
(313) Southward of Hillsboro Inlet shoaling is rapid; depths
of 6 to 8 fathoms have been found 1.5 miles offshore. A
wreck 3.2 miles south of Hillsboro Inlet Entrance Light
and 0.4 mile offshore has a depth of about 10 feet over
it. Two small rock islets on each side of a stranded vessel
were formed by the jettisoning of a cargo of cement about
5 miles south of Hillsboro Inlet Entrance Light and 0.4
mile offshore. They were blasted away during World War
II, but until the depth over them has been determined, the
area should be avoided by light-draft vessels.
(314) Fish havens extend 1 to 2.4 miles offshore between
Hillsboro Inlet and Port Everglades.
(315) A submerged groin is 1 mile north of the entrance of
Port Everglades and 0.4 mile offshore.
(316)
Port Everglades to Port Laudania
(317) Port Everglades is a deepwater port on the east
coast of Florida, 301 miles south of Jacksonville and 948
miles from New York. Many of the world’s large passenger
vessels call at this major cruise port. Although principally
a consumer port, considerable foreign commerce passes
through. The principal commodities handled include
petroleum products, automobiles, bulk cement, steel
products, lumber, containerized cargo and a variety of
general cargo. Two unmarked jetties protect the harbor
entrance, which is virtually landlocked.
(319)
Prominent features
(320) There are numerous tall hotel buildings on the
north side of the entrance close westward of the north
jetties. The numerous hotels and several tanks along the
beach and tanks and radio and television towers in Fort
Lauderdale are other conspicuous objects.
(321) Because of the low shoreline good radar targets are
limited in the approach to Port Everglades. It is reported,
however, that the north and south jetties present good
targets. Additionally, the entrance buoys are difcult to
identify by radar because of the heavy small-craft trafc
in the entrance.
(322)
COLREGS demarcation lines
(323) The lines established for Port Everglades are
described in 33 CFR 80.727, chapter 2.
(324)
Channels
(325) A federal project provides for an entrance channel
leading from the Atlantic Ocean between the jetties to
a main turning basin inside. There are turning basins to
Port Everglades, Florida
Image courtesy of USCG Sector Miami, AST3 Ryan J. Pierce (2014)
NN
N
N
N
(318)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 333
the north and south of the main turning basin. Southport
Channel leads southward from the main turning basin to
Southport Terminal, with a turning basin on the west side.
For detailed channel information and minimum depths as
reported by the U.S. Army Corps of Engineers (USACE),
use NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.
(326) A lighted buoy marks the entrance, and channel
markers include lighted buoys, lights and a 269°30'
lighted entrance range.
(327)
Dangers
(328) Two submerged breakwaters, extending almost
0.7 mile offshore on either side of the entrance, are
unmarked. A large abandoned spoil area north of the
entrance channel has very little water on it and at times
appears above the water as an island; it was reported to
be building up to the northwestward in 1983. The shoal
area westward of the spoil area is marked a daybeacon. A
Naval restricted area extends about 2.5 miles offshore
and about 4 miles southward of the south edge of the
entrance channel. (See 33 CFR 334.580, chapter 2, for
limits and regulations.) Large vessels entering the port on
weekends and holidays are advised to exercise extreme
caution because of very heavy small-craft trafc. The
ruins of a former jetty, covered 3 feet, extend south from
the inner end of the north jetty.
(329) A large sh haven extends from 1.5 to 5.7 miles
north of the entrance channel and from 1 to 2.2 miles
offshore. A smaller sh haven is about 1 mile north of
the entrance channel and about 1.5 miles offshore.
(330) Large commercial vessels approach, enter and
depart the entrance channel within both quadrants east
of Lighted Buoys 2 and 3. Small craft in the vicinity of the
approach areas of the entrance channel are advised to be
underway and prepared to get out of the way of any large
commercial trafc at all times. They are advised never to
anchor within 0.6 mile of Lighted Buoy PE or anywhere
in the entrance channel itself, in order not to impede the
passage of large commercial trafc.
(331)
Anchorages
(332) The commercial anchorage area is north-northeast
of Port Everglades Lighted Buoy 2 (See 33 CFR 110.186,
chapter 2, for limits and regulations.) All commercial
vessels planning to use the Port Everglades anchorage,
whether bound for Port Everglades or not, are
required to provide the U.S. Coast Guard with an
advanced notice of arrival. (See 33 CFR 160.212,
chapter 2, for regulations.) Vessels using this anchorage
must report their positions and time of anchoring to the
Port Everglades Harbormaster on VHF-FM channel 14.
(333) No vessels may anchor in a “dead ship” status (i.e.,
propulsion or control unavailable for normal operations)
without prior approval from the Coast Guard Captain of
the Port (COTP). In addition, vessels are not permitted
to anchor for more than 72 hours without prior COTP
approval. Vessels shall request approval directly from the
USCG COTP.
(334) The anchorage is in close proximity to three (inner,
middle and outer) reefs that run along the South Florida
coast. The anchorage area has charted soundings ranging
from 125 feet to more than 500 feet. The depth of the
western side of the anchorage area averages approximately
125 feet. The bottom type in the anchorage consists of a
sand, mud and coral rubble mixture that does not provide
adequate holding during adverse weather. There are also
minor obstructions in the anchorage area that are mainly
discarded spools of cable; these may be annotated on the
chart as obstructions.
(335) The close proximity of the anchorage area to the
shallow reefs requires vigilance by vessel captains while
transiting and anchoring in the area. Violent, unpredictable
winds in excess of 50 knots can be associated with
local thunderstorm activity. Upon the approach of
thunderstorms from any direction or in sustained wind
conditions of 25 to 30 knots from north-northeast through
south-southeast directions, all vessels in the anchorage
ground are strongly advised to have engines on standby
and be prepared to vacate the anchorage. It is highly
recommended that vessels leave the anchorage and head
to sea when sustained winds in excess of 30 knots are
blowing from north-northeast through south-southeast
directions. A proper anchor watch is vitally important
with the vessel’s position being checked frequently and
VHF-FM channels 14 and 16 continuously monitored.
(336) Although not required, pilotage to the anchorage
is available upon request and is strongly recommended
for masters who are unfamiliar with the Port Everglades
anchorage. Anchoring south of the entrance channel by
vessels with a draft in excess of 12 feet is prohibited.
(See 33 CFR 334.580, chapter 2, for regulations.) The
USCG COTP may close the anchorage and direct vessels
to depart during periods of adverse weather or at other
times as deemed necessary in the interest of port safety
or security.
(337)
Current
(338) The tidal currents in the entrance average about 0.7
knot. In 1983, it was reported that the ood currents attain
a velocity of 3 knots and the ebb currents 4 knots. Current
swirls of varying characteristics are often encountered in
the turning basin and make handling of ships difcult.
Prevailing winds from the southeast and east coupled with
a rising tide are the most hazardous. Caution should be
exercised to avoid striking the piers or the rocky sides of
the turning basin. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
334 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
(339) The entrance channel has dangerously strong cross
currents that vary in strength and are unpredictable in
direction. These currents generally run at right angles
to the direction of the narrow entrance channel making
transit hazardous, without local knowledge, for deep draft
vessels. These currents have been reported to be as much
as 5 knots.
(340) Several locations in the port are also reported to be
affected by man-made currents. The outow from the
Florida Power and Light cooling water discharge canal,
just south of Berth 29, will effect passing ships in varying
ways depending upon the output of the plant and the size
and draft of the ship. After periods of heavy rainfall, the
ood control gates in the Everglades of South Florida
are opened causing very strong ebb currents which might
dominate the ood currents in areas such as the Dania
Cut-off Canal.
(341)
Weather, Port Everglades and vicinity
(342) Tropical cyclones threaten (move within 180 miles
of) Port Everglades once or twice each year on the
average. About 50 percent of these are hurricanes. While
the season runs from June through November, about 83
percent of all threats have occurred in August, September
and October. However the port has also been affected,
outside of the normal season, in December, February and
May. Tropical cyclones have approached the port from all
octants although they are rare from the northwest through
northeast.
(343) While the port is most vulnerable to winds off
the open ocean, the relatively at terrain provides
little resistance to strong land winds; however, nearby
manmade structures afford some protection. Due to the
narrow channel opening and two jetty systems the port
is well protected from ocean waves except for those
approaching from the east. However, energy from even
these waves is lost by shoaling and diffraction inside the
harbor. Wind waves inside are limited by lack of fetch.
(344) Storm tides have exceeded 12 feet (3.6 m) at Fort
Lauderdale in the past. The lack of signicant elevations
on barrier land strips subjects the entire Intracoastal
Waterway in this area, including Port Everglades, to
severe ooding from hurricanes. These factors plus the
absence of sheltered berths or anchorages makes evasion
at sea the best course of action for all seaworthy, deep-
draft vessels when a hurricane threatens the port.
(345) Thousands of shallow- draft boats are moored in the
extensive canal system just north of Port Everglades. If
feasible, they should be removed and transported inland
to higher elevations. Because of the many boats, it might
not be possible to move along the Intracoastal Waterway,
to seek protection up a canal or river unless departure
is quite early. If a boat must be moored, it should be
ballasted to be low in the water, to escape wind effects,
and be well secured with allowance for increased water
heights. More detailed information may be found in the
Hurricane Havens Handbook for the North Atlantic
Ocean as mentioned in chapter 3.
(346) Aside from the tropical cyclone threat the climate is
conducive to marine activities. Gales are rare. They may
occur with strong cold fronts or in severe thunderstorms.
Winds of 17 knots or more are most likely from September
through April when they blow about 2 to 5 percent of the
time. Precipitation occurs on about 94 days annually and
is most likely in summer. Thunderstorms occur on 10 to 15
days per month from June through October, a period that
records more than 60 percent of the annual rainfall total.
These brief, heavy showers usually help cool things off in
the late afternoon or early evening. Temperatures climb to
90°F (32.2°C) or more on an average of 56 days each year
and extreme of 100°F (37.8°C) has been recorded. The
extreme minimum in winter is 28°F (-2.2°C). Visibilities
are generally good and drop below 0.5 mile (0.9 km) on
an average of just 8 days each year; November through
March is the most likely period.
(347)
Pilotage, Port Everglades
(348) Pilotage is compulsory for all foreign vessels and for
U.S. vessels under register in the foreign trade with a draft
of 7 feet or more. Pilotage is optional for U.S. coastwise
vessels that have on board a pilot licensed by the Federal
Government.
(349) The Port Everglades area is served by Port Everglades
Pilots Association, P.O. Box 13017, Port Everglades, FL
33316; telephone 954–522–4491, fax 954–522–4498,
radiotelephone VHF-FM channels 14, 16, and 77.
(350) Port Everglades pilot boats "Pilot No. 4" and “Pilot
No. 5” have gray hulls and white superstructures, and pilot
boat "Pilot No. 7" has a red hull and white superstructure.
The pilot boats have the word PILOT displayed on the
sides. The pilot boat displays the hotel ag by day and
a white light over a red light at night. Each pilot boat is
equipped with an AIS. The pilot boat monitors and works
VHF-FM channels 14 and 16. There is signicant vessel
trafc in the vicinity Port Everglades Lighted Buoy PE
(26°05'30"N., 80°04'46"W.). Unless directed to come
closer by the Port Everglades Pilots or the Port Everglades
Harbormaster, all vessels should plan on receiving their
pilot 2 miles east of Port Everglades Lighted Buoy PE.
Vessels should maintain a speed of 7 knots and provide
a pilot ladder 3 feet (1 meter) above the water on the lee
side. Swift, variable currents, usually east of the buoy,
can affect boarding procedures.
(351) Arrangements for pilots can be made through ships’
agents or the Port Everglades Harbormaster (telephone:
954–468–0212). At least 24 hours advance notice of
arrival is requested, with conrmation given 2 hours
in advance of arrival by radiotelephone on VHF-FM
channel 14.
(352)
Towage
(353) Three tractor tugs of up to 6,000 hp and two Ship
Docking Modules of 4,000 hp are available 24 hours per
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 335
day. Arrangements for tugs should be made through the
harbormaster’s ofce.
(354)
Quarantine, customs, immigration and agricultural
quarantine
(355) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(356) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See
Public Health Service, chapter 1.) There are ve general
hospitals and several smaller private hospitals in the area.
(357) Port Everglades is a customs port of entry.
(358)
Coast Guard
(359) Fort Lauderdale Coast Guard Station is on the east
side of the Intracoastal Waterway southeast of the turning
basin.
(360) Harbor regulations are established by the Port
Everglades Department of Broward County and
are contained in Port Everglades Tariff #12. The
administration, operation and maintenance of the port are
under the direction and supervision of the port director.
The harbormaster clears all trafc passing through the
port, assigns berths and enforces the regulations ashore.
The harbormaster should be contacted concerning all
ship movements and any requirements that ships may
have for their safe passage through the port, such as tug
boat assistance or the removal of temporary obstructions.
The Marine Division of local, county and state police
departments enforce the regulations aoat. A copy of the
port tariff is available online at www.porteverglades.net.
The harbormaster’s ofce can be contacted 24 hours a day
by telephone (954–468–0212) or on VHF-FM channel
14. Every commercial vessel with a length overall of 90
feet or greater transiting the waters of Port Everglades
anywhere between 17th Street (on the north) and the
Dania Cutoff Canal (on the south) and either arriving
from or departing to international waters is required to
coordinate its movement through the Port Everglades
Harbormaster on VHF-FM channel 14. In addition, all
vessels transiting the waters of Port Everglades must
monitor VHF-FM channel 14.
(361)
Manatees
(362) Regulated speed zones for the protection of manatees
are in Port Everglades. (See Manatees, chapter 3.)
(363)
Wharves
(364) Port Everglades has numerous deepwater berths. All
the berths are owned and operated by the Port Everglades
Department of Broward County. The port has 380 acres
of open storage, over 2 million cubic feet of cold storage
space, in excess of 1,000 electrical reefer outlets and 8
roll-on/roll-off ramps. Foreign Trade Zone No. 25 with
388,600 square feet of warehousing is also located in the
port. Privately owned facilities provide over 10 million
barrels of storage space for petroleum products as well
as cement silos totaling 112,000 ton capacity. Berths
4 through 15 have pipeline connections available for
handling petroleum products, asphalt and other bulk
liquids. Heavy lift cranes up to 300 tons, eight container
gantry cranes of up to 50 tons and modern cargo handling
equipment are available at the port. Containers can be
worked at all berths listing general cargo by means of
ship’s gear or mobile container handling equipment
available in the port. All berths have access to the
highways. An Intermodal Container Transfer Facility
(ICTF) comprised of 42 acres is available in the port.
The alongside depths given for each facility described
are project depths. Actual depths alongside, in almost all
locations, exceed project depth. For information on the
latest depths, contact the Port Everglades Harbormaster.
Only the major facilities are described.
(365) Berth 1A: 180 feet long; 12 feet (reported) alongside;
deck height, 9 feet; used as a layover berth.
(366) Berth 1B: 220 feet long with an adjacent 70-foot
wide roll on/roll off ramp; 23 feet (reported) alongside;
deck height, 9 feet; 6 feet at ramp; used as a layover berth.
(367) Berths 1, 2, and 3: 1,600 feet long; 30 feet alongside;
deck height, 9 feet; roll on/roll off cargo at Berth 1, break
bulk and general cargo, Naval ships, cruise ships.
(368) Berth 4: 1,150 feet long; 41 feet alongside; deck
height, 7.5 feet; roll on/roll off cargo at head of slip,
general cargo, cruise ships.
(369) Berth 5: 1,150 feet long; 40 feet alongside; deck
height, 7.5 feet; roll on/roll off cargo at head of slip, break
bulk and general cargo, petroleum products, asphalt.
(370) Berth 6: 380 feet long; 34 feet alongside; deck
height, 7.5 feet; break bulk and general cargo.
(371) Berths 7 and 8: 1,200 feet long; 38 feet alongside;
deck height, 7.5 feet; petroleum products and asphalt,
occasional general cargo at Berth 7.
(372) Berths 9 and 10: 1,200 feet long; 38 feet alongside;
deck height, 7.5 feet; petroleum products.
(373) Berth 11: 500 feet long; 33 feet alongside; deck
height, 7.5 feet; liqueed petroleum gas with pipelines
to storage tanks.
(374) Berths 12 and 13: 1,226 feet long; 38 feet alongside;
deck height, 7.5 feet; petroleum products.
(375) Berths 14 and 15: 1,226 feet long: 38 feet alongside;
deck height, 9 feet; rail mounted bulk cement self
unloaders and pipelines leading to cement silos adjacent
to dockside; primarily bulk cement, petroleum products,
occasional break bulk, dry bulk and general cargo.
(376) Berths 16, 17 and 18: 1,648 feet long with 43-foot
wide roll on/roll off ramp at south end of Berth 18; 37
feet alongside; deck height, 9 feet; one 50-ton container
gantry crane having an outreach of 113 feet at 109 feet
above MHW and one 100-ton mobile harbor crane; cruise
ships, containers, break bulk and general cargo, roll on/
roll off cargo using ramp at west end of Berth 19.
(377) Berths 19 and 20: 1,300 feet long with 84-foot-
wide roll on/roll off ramp at west end of Berth 19; 37 feet
alongside; deck height, 9 feet, 6 feet at ramp; containers,
336 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
break bulk and general cargo, roll on/roll off cargo using
ramp at south end of Berth 18, Naval ships, cruise ships.
(378) Berths 21 and 22: 1,475 feet long; 37 feet alongside;
deck height, 8 feet; primarily cruise ships, Naval ships,
containers, and general cargo.
(379) Berth 23: 200 feet long; 38 feet alongside; deck
height, 9 feet; lay-berth for small vessels.
(380) Berths 24 and 25: 1,369 feet long; 39 feet alongside
berth 24 and 41 feet alongside Berth 25; deck height, 9
feet; cruise ships, Naval ships, layovers.
(381) Berths 26 and 27: 1,337 feet long; 40 feet alongside;
deck height, 9 feet; containers, break bulk and general
cargo, cruise ships, Naval ships.
(382) Berths 28A, 28B, 28E, and 28F: surrounding the
small basin south of Berth 27; 28A (north wall), 480
feet; 28F (south wall), 400 feet; 28A to 28E have 27
feet alongside, 28F has 21 feet alongside; deck height, 9
feet; 28A and 28B - harbor tug dockage; 28E - not used;
28F - general cargo and lay-berth. A mooring dolphin
is centered on the east side of the basin and is used for
mooring large cruise vessels in Berth 29.
(383) Berth 29: 800 feet; deck height, 9 feet: 41 feet
alongside; cruise ships, containers, break bulk and
general cargo.
(384) Berth 30: north side of Southport terminal; 900
feet; deck height, 11 feet; 41 feet alongside; two 46.5-ton
container gantry cranes having an outreach of 145'-06"
at 130 feet above MHW with setbacks of 5 feet from the
bulkhead and 9 feet from the fenders; containers.
(385) Berths 31 and 32: east side of Southport terminal;
2,000 feet; deck height, 11 feet; 41 feet alongside; three
46.5-ton container gantry cranes having an outreach of
145'-06" at 130 feet above MHW with setbacks of 5 feet
from the bulkhead and 9 feet from the fenders; containers.
(386) Berth 33A: southeast corner of Southport terminal;
800 feet, 140 feet at ramp; deck height, 11 feet, 9 feet at
ramp; 42 feet alongside; two 46.5 ton container gantry
cranes having an outreach of 145'-06" at 130 feet above
MHW with setbacks of 5 feet from the bulkhead and 9
feet from the fenders; containers and roll on/roll off cargo.
(387) Berths 33B and 33C: southeast corner of Southport
terminal, adjacent to 33A; nger pier 500 feet long by
20 feet wide between the two berths; 120 feet ramp at
each berth; deck height, 11 feet, 7 feet at ramp; 41 feet
alongside; roll on/roll off cargo, lay-berth.
(388) Supplies of all kinds in any quantity can be obtained
and all types of marine supplies are available in Port
Everglades. All berths have fresh water pipelines. Berths
1 through 27 have pipeline connections for bunkering
vessels while alongside. Berths 28 through 33 are
accessible by tank truck and barge. Arrangements can be
made for special blended fuels.
(389)
Repairs
(390) There are no major repair facilities for large vessels
in Port Everglades. The nearest major repair facilities are
is in Jacksonville, FL, and Freeport, Bahamas.
(391) Several machine, electrical, electronic and marine
engine repair rms located off the waterfront can make
above-waterline repairs to small craft. Diving services
are available.
(392)
Communications
(393) Truck and barge lines serve the port, and local
and interstate bus service is available. Many domestic
and overseas airlines serve the port through the Fort
Lauderdale-Hollywood International Airport, 1 mile
west of the port.
(394)
Small-craft facilities
(395) Yachting and small-craft facilities are centered
at Fort Lauderdale close northward of the port and are
described with the Intracoastal Waterway in chapter 12.
(396) Port Laudania, just south of Port Everglades, is
used by small ships handling containers, general cargo
and heavy equipment. The 3.1-mile route from Port
Everglades entrance to the port is through the main
channel, thence southward for 1.8 miles in the Intracoastal
Waterway and westward for 0.9 mile in the Dania Cut-Off
Canal to a 540 by 310-foot turning basin on the north side.
Due to the size and draft of the commercial vessels calling
at Port Laudania, the center of the channel in the Dania
Cut-off Canal is generally required for safe navigation.
To prevent dangerous meeting situations, Security calls
should be given by vessels over 50 feet in length or over
7 feet in draft on VHF-FM channels 13 and 16 prior to
transiting the Dania Cut-off Canal. Facilities include
1,440 feet of wharfage with 14 feet reported alongside,
one ramp for roll-on/roll-off loading, 9 acres of open
storage, over 15,000 square feet of enclosed warehouse
storage, water, fuel and lubricants by truck. Truck service
is available, and railroad sidings are nearby. Numerous
marine repair facilities are available for power, sail and
sportsh yachts as well as mega- and super-yachts in need
of service, repowering, repairs or major rets. A 900-ton
mobile boat hoist and a 35-ton mobile crane are available.
Yachts up to 210 feet in length by 40 feet wide and 14
feet of draft can be serviced at the Dania Cut-off Canal
facilities.
(397)
<Deleted Chart Header>
(398) Between Port Everglades and the Miami Harbor
entrance, 20 miles to the southward, the general trend
of the coastline is south, and it is formed almost entirely
by a low sand beach. The large buildings and tanks in
Hollywood, Miami Beach and Miami are particularly
conspicuous from seaward.
(399) This section of the coast is also fairly bold, and the
20-fathom curve runs parallel to the beach at a distance of
about 2 miles until in the Miami Harbor entrance where
the curve of the shore becomes south-southwestward and
the 20-fathom curve lies about 4 miles offshore. Inside
this curve shoaling is rapid, and northward of the Miami
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 337
Harbor entrance 6 to 8 fathoms are found in places 1.5
miles from the beach.
(400) Hollywood is a popular resort 5 miles south of Port
Everglades and about 1 mile west of the Intracoastal
Waterway. The historic Hollywood Beach resort, a very
prominent structure, is on the ocean beach east of the city.
(401)
Bakers Haulover Inlet
(402) Bakers Haulover Inlet has been dredged through
the barrier beach at the north end of Biscayne Bay, 11.6
miles south of Port Everglades, to provide circulation of
water in the bay. The channel leads westward through
the inlet, thence northward to a boat basin on the east
side of the channel, and connects with the Intracoastal
Waterway north of the basin and through a cut opposite
the basin. In 2008–2009, the controlling depth was 11
feet through the inlet to the highway bridge, thence 10
feet in the basin and 9 feet in the channels leading to the
Intracoastal Waterway. Route A1A highway bridge over
the inlet has a xed span with a clearance of 32 feet;
an overhead power cable just east of the bridge has a
clearance of 53 feet. Current velocities of about 2.9 knots
on the ood and 2.5 knots on the ebb have been recorded
in the inlet. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(403) Many charter-boat shermen use the inlet in good
weather. Several prominent hotels are south of the inlet.
The Intracoastal Waterway is 0.4 mile inside the entrance.
(404) The Florida Department of Natural Resources has
established a slow-no wake speed zone in the Intracoastal
Waterway where the channels converge in the vicinity of
Bakers Haulover Inlet.
(405) An unmarked sh haven is about 5.5 miles northeast
of the entrance channel and about 2.1 miles offshore.
(406)
Miami Harbor
(407) Miami Harbor is a deepwater port on the east coast
of Florida under the jurisdiction of the Metropolitan Dade
County Seaport Department. It is 324 miles south of
Jacksonville, 971 miles from New York and 151 miles
from Key West. It is principally a consumer port, but
considerable foreign commerce passes through, and it is
of great importance as a cruise port. The principal
commodities handled are petroleum products, bananas,
steel products, meat, newsprint, foreign cars and other
vehicles, alcoholic beverages and general cargo. Two
unmarked jetties protect the harbor entrance, known as
Port of Miami, Florida
Image courtesy of USCG Sector Miami, AST3 Ryan J. Pierce (2014)
NN
N
N
(408)
338 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
Government Cut, which was dredged to form a
deepwater entry to the port.
(409) Miami, the state’s most populated city, covers most
of the west shore of Biscayne Bay north of Key Biscayne
and is 5 miles from the Gulf Stream. It is an internationally
famous winter resort and a popular yachting center,
particularly in winter. A large number of small boats that
sh and cruise along the Florida Keys operate out of the
port.
(410) Miami Beach occupies the barrier beach that
separates the ocean from the upper part of Biscayne Bay
and is also an important yachting center. A number of
causeways, with bridges over the channels, form good
highway connections with Miami and the mainland
communities. The city is principally residential, except
for some shops and amusement places. The numerous
large hotels take up most of the beach and along Biscayne
Bay. Marinas, yacht basins and numerous small private
landings are on the west side of the city along the canals
and other waterways off Biscayne Bay. Miami Beach
Coast Guard Base and a commercial terminal are
northward of the main ship channel near the east end of
the MacArthur Causeway. A restricted area is around the
Coast Guard Base. (See 33 CFR 334.605, chapter 2, for
limits and regulations.) Miami Beach City Yacht Harbor
is on Meloy Channel at the southwestern end of Miami
Beach.
(411) Prominent features. There are numerous tall
buildings and hotels in Miami and along the oceanfront at
Miami Beach that are visible for miles in all directions. A
very prominent landmark in Miami Beach is the tall green
and black building at about 25°47'26"N., 80°07'56"W.,
on which the red obstruction lights and an illuminated
time and temperature sign, ashing from 7 a.m. to
midnight, can be seen over 16 miles offshore. A tall stack
and water tank on Virginia Key, Cape Florida Light, the
aviation light at Miami International Airport, a number
of radio and television towers and numerous other tanks
and towers are also prominent.
(412) Radar targets in the approaches to Miami Harbor
are poor, except for the land and jetty congurations.
Heavy small-craft trafc in the vicinity of the sea and
entrance buoys may make visual or radar identication
of these buoys difcult. In making a night approach, the
many lights on Miami Beach may make identication of
navigational aids difcult.
(413)
COLREGS demarcation lines
(414) The lines established for Miami are described in 33
CFR 80.730, chapter 2.
(415)
Channels
(416) A federal project provides for a 52-foot channel
from the sea buoy to inside Government Cut, then 50
feet to the Fisher Island Turning Basin and to the end
of container berth in Fishermans Channel. Miami Main
Channel on the north side of the Port of Miami has a
project depth of 36 feet to Main Turning basin with the
same depth that is off the northwest corner of Dodge
Island. The turning basin south of Dodge Island has a
project depth of 50 feet. The federal project extends 1,200
feet west of the basin. The channels and turning basins
are maintained at or near project depths. Mariners are
advised that abrupt shoaling may be encountered along
the northerly and southerly edges of the dredged channel.
For detailed channel information and minimum depths as
reported by the U.S. Army Corps of Engineers (USACE),
use NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.
(417) A shing pier, marked by a light at each end, is on
the south side of the inshore end of the north jetty. The
lights are reported to be difcult to distinguish.
(418) A shoal marginal area about 100 feet wide extends
between the northern edge of the channel and the
MacArthur Causeway along almost its entire length.
(419) A lighted buoy marks the entrance; the buoy is
equipped with a RACON. Channel markers include
lighted buoys, lights and lighted ranges. A Precautionary
Area has been established with a radius of one nautical
mile around the sea buoy. This is necessary because large
ships inbound and outbound of the port will board and
disembark pilots within this area and will be severely
limited in their ability to maneuver. All vessels are to
exercise extreme caution within this area. Vessels may
not anchor within those portions of the Precautionary
Area that lie outside the designated anchorage.
(420) Meloy Channel branches from the main channel at
the inner end of the land cut and extends northwestward
along the southwest shore of Miami Beach to MacArthur
Causeway. In 1998, the reported controlling depth was 9
feet.
(421) Fishermans Channel is a private channel maintained
by the City of Miami. The channel leads westward from
the turning basin at Fisher Island for about 2.0 miles to a
turning basin off the southwestern corner of Dodge Island;
then southwestward to the junction with the Intracoastal
Waterway. The channel west of the 1,200-foot extension
from the turning basin south of Dodge Island is maintained
by Miami-Dade County and in 1995 had a depth of about
23 feet with lesser depths along the southern edges of the
channel. (For detailed channel information and minimum
depths as reported by the U.S. Army Corps of Engineers
(USACE), use NOAA Electronic Navigational Charts.
Surveys and channel condition reports are available
through a USACE hydrographic survey website listed
in Appendix A.) Natural depths to 10 feet lead from
the turning basin off Dodge Island to the Intracoastal
Waterway. The channel is well marked.
(422) Other channels in Biscayne Bay are discussed with
the Intracoastal Waterway in chapter 12.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 339
(423)
Anchorages
(424) Two anchorage areas are north of Miami Lighted
Buoy M. (See 33 CFR 110.188, chapter 2, for limits and
regulations.) The anchorages are in close proximity to
the three-reef system that runs along the Atlantic Ocean
coast of south Florida. Recent vessel groundings have
shown there is very little time to respond to a dragging
anchor before coming into contact with the inshore reefs.
The holding ground in the anchorage consists of shallow
sand, mud and coral rubble covering of the limestone
substrate. During periods of high winds and seas, vessel
anchors may not hold rmly in this ground.
(425) Violent, unpredictable winds in excess of 50 knots
can be associated with local heavy thunderstorm activity.
The area is also susceptible to large waterspouts. Upon
the approach of thunderstorms from any direction or in
sustained winds of 25 to 30 knots from north-northeast
through south-southeast, all vessels are warned to have
main propulsion engines on standby and be prepared to
vacate the anchorage. When sustained winds in excess of
30 knots from north-northeast through south-southeast
are to be expected, vessels may be ordered from the
anchorage and advised to head directly to sea. Although
not required, pilotage to the anchorage is available upon
request and is strongly recommended for vessel masters
who are unfamiliar with the anchorage.
(426)
Dangers
(427) Shoals extend about a mile offshore northward of
the entrance, and vessels approaching from the northward
should keep at least 1.5 miles offshore until within 4 miles
of the entrance and then haul out for the sea buoy. A sh
haven with 17 feet over it is about 3.5 miles northeast
of Miami Harbor entrance in about 25°48'34"N.,
80°05'26"W. The outer reefs, for about 10 miles south of
the entrance, are unmarked except for the northerly red
sector in Fowey Rocks Light, and vessels approaching
from that direction should stay outside this sector until
well up before closing the sea buoy.
(428)
Currents
(429) Strong tidal currents run in the entrance between the
jetties; the current velocity being about 2 to 4 knots. A
northerly wind causes a considerable southerly set across
the ends of the jetties. Vessels are advised to favor the
southerly side of the entrance channel during southerly
winds, as a pronounced northerly set may be experienced.
(430) The Biscayne Bay Pilots report variances between
predicted and actual currents. Cross-channel current
variations in Government Cut are particularly difcult
to negotiate. Caution should be exercised when entering
Government Cut from the sea during ood tide with
northeasterly winds; a strong turning torque occurs when
the bow is just inside the north jetty. A similar but less
serious situation occurs when leaving the port during
ebb tide. Horizontal current gradients that may make
maneuvering difcult occur in the turning basin north of
Fisher Island.
(431) See the Tidal Current prediction service at
tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(432)
Weather, Miami and vicinity
(433) A subtropical marine climate features a long, warm
summer with abundant rainfall followed by a mild, dry
winter. Winds blow mainly from the east through
southeast. This is often a combination of trades reinforced
by an afternoon sea breeze. At night, winds may be more
variable and lighter and sometimes blow off the land.
(434)
METEOROLOGICAL TABLE – COASTAL AREA OFF MIAMI, FLORIDA
Between 25°N to 29°N and 78° to 82°W
WEATHER ELEMENTS
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
YEARS OF
RECORD
Wind > 33 knots ¹ 1.1 1.5 1.0 0.4 0.1 0.2 0.1 0.2 0.7 1.3 0.8 1.1 0.7
Wave Height > 9 feet ¹ 3.5 4.4 3.2 1.8 1.2 0.9 0.5 0.7 1.8 4.3 3.6 3.7 2.4
Visibility < 2 nautical miles ¹ 0.4 0.4 0.3 0.5 0.4 0.5 0.4 0.4 0.5 0.5 0.4 0.4 0.4
Precipitation ¹ 3.3 3.2 2.5 2.1 3.1 4.2 3.0 3.8 4.9 4.7 3.2 3.2 3.5
Temperature > 69° F 54.1 54.1 67.5 86.6 98.6 99.8 99.9 100.0 99.9 97.9 86.4 64.6 84.6
Mean Temperature (°F) 69.7 70.0 72.0 74.8 78.1 81.2 83.1 83.4 82.3 79.2 75.1 71.5 76.8
Temperature < 33° F ¹ 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Mean RH (%) 75 75 75 74 77 79 78 78 79 76 74 74 76
Overcast or Obscured ¹ 15.4 14.7 14.2 10.5 11.3 13.8 9.0 9.3 13.1 14.1 11.6 13.7 12.5
Mean Cloud Cover (8
ths
) 4.3 4.2 4.1 3.8 3.9 4.3 4.1 4.2 4.5 4.4 4.2 4.2 4.2
Mean SLP (mbs) 1020 1019 1018 1017 1016 1017 1018 1017 1015 1015 1018 1019 1017
Ext. Max. SLP (mbs) 1040 1040 1042 1040 1038 1033 1033 1034 1030 1037 1032 1044 1044
Ext. Min. SLP (mbs) 994 989 994 998 999 999 1003 1000 987 996 993 996 987
Prevailing Wind Direction E E E E E E E E E NE E E E
Thunder and Lightning ¹ 0.5 0.9 1.0 1.4 2.2 3.5 4.4 4.7 4.5 2.6 1.0 0.7 2.4
¹ Percentage Frequency
340 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
From fall through spring, fronts, and sometimes lows,
add to the variability but also cause a strengthening of
winds. Winds speeds during these seasons climb to 17
knots or more, 2 to 5 percent of the time. Along the coast,
winds are often stronger than inland.
(435) The marine inuence is also reected in the
precipitation and temperatures. Miami Beach records
about 48 inches (1,219 mm) annually compared to nearly
59 inches (1,499 mm) at the airport. June is the wettest
month averaging 9 inches (228.6 mm) of rainfall while
December is the driest month averaging 1.9 inches (48.3
mm). Snowfall is almost unheard of in Miami but on
January 19, 1977, snow did fall. A dusting accumulated
as far south as Fort Lauderdale and akes fell and melted
on impact at Miami and as far south as Homestead, 20
miles south of Miami.
(436) The average high temperature at Miami is 83°F
(28.3°C) and the average low is 69°F (20.6°C). August
is the warmest month with an average high of 90°F
(32.2°C) and an average low of 77°F (25°C). January is
the coolest month with an average high of 76°F (24.4°C)
and an average low of 60°F (15.6°C). The maximum
temperature at Miami has never reached 100°F (37.8°C)
and the extreme maximum of 98°F (36.7°C) has been
recorded on ve separate occasions, the last being on
August 1, 1990. The coldest temperature on record is
30°F (-1.1°C) recorded on January 22, 1985. Miami has
an average of 58 days each year when the temperature
climbs above 90°F (32.2°C) and only six days each year
when the temperature falls below 45°F (7.2°C).
(437) Visibilities drop to ¼ mile or less (< 0.5 km) on about
7 days each year.
(438) Tropical cyclones are most likely to affect this area
during August, September and October although they
can occur in any month. Miami lies in the heart of the
U.S. hurricane belt, in an area where tropical cyclones
are often recurving, slowing and intensifying. Of the 58
tropical cyclones that threatened Miami during the period
of 1842–1995, 52 occurred during the months of August,
September and October. At this latitude, along with the
proximity of the Caribbean Sea and much warmer water,
October is the most likely month of occurrence. The
predominant direction from which the storm arrives is
from the south or southeast. Since 1950, approximately
24 storms have come within 50 nm of Miami. Hurricane
Cleo in 1964 and Hurricane Andrew in 1992 are likely
the most noteworthy storms to impact Miami. Hurricane
Cleo was a very small storm and did little damage. Cleo
passed near Miami on August 27, 1964 with maximum
winds of 110 miles per hour (49 m/s) and gusts to 135
miles per hour (60 m/s). Hurricane Andrew passed just
south of Miami on August 24, 1992. Andrew ravaged
Homestead, Florida in the early morning hours with
winds in excess of 150 knots on a path that traveled across
south Florida in approximately four hours.
(439)
Pilotage, Miami
(440) Pilotage is compulsory for all foreign vessels and
U.S. vessels under register in the foreign trade with a
draft of 7 feet or more. Pilotage is optional for coastwise
vessels that have on board a pilot licensed by the Federal
Government.
(441) The Miami area is served by the Biscayne Bay Pilots
Association, at the far east end of the Port of Miami
on Dodge Island, 2911 Port Blvd., Miami, FL 33132;
telephone 305–374–2791 (ofce), 305–375–9453
(dispatch); fax 305–374–2375; VHF-FM radiotelephone
channel 16. All types of vessels are served.
(442) Biscayne Bay Pilots have three boats: MIAMI, 42
feet long; BISCAYNE, 42 feet long; VIZCAYA, 52 feet
long; all boats have black hulls with buff superstructures
and the word PILOT in black letters on the sides.
International Code Flag H is own by day, and the
standard pilot lights are displayed at night. The pilot boats
monitor VHF-FM channel 16 and work on channel 12.
The pilot boarding and cruising area is close seaward
about 3 nautical miles east of Miami Lighted Buoy M
(25°46'06"N., 80°05'00"W.). The buoy is equipped with
a racon. Unless directed to come closer by the Biscayne
Bay Pilots, ships should approach no closer. Pilots will
board vessels day or night. Vessels are requested to rig
the pilot ladder on the leeward side about 1 meter above
the water and maintain a speed of about 6 knots. Swift
variable currents, usually east of the sea buoy, may affect
boarding procedures. Cargo vessels exceeding 965 feet
in length are requested to stay 3 nautical miles eastward
of the sea buoy for pilot boarding. All other large deep-
draft vessels are requested to stay at least 2 nautical miles
eastward of the sea buoy for pilot boarding because of the
strength and proximity of the Gulf Stream current.
(443) Pilotage is usually arranged by telephone or fax
through ship’s agents. Vessels are requested to give a 24-
hour advance notice of arrival with conrmation 2 hours
before ETA by radiotelephone on VHF-FM channel 12.
(444)
Towage
(445) There are large tugs of up to 5,100 hp available in
the port. Salvage, wrecking and diving equipment is
available.
(446)
Quarantine, customs, immigration and agricultural
quarantine
(447) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(448) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.) There are more than 10 public
and private hospitals in Miami and 3 at Miami Beach.
Many others are in the surrounding area.
(449) A U.S. quarantine station is at Miami. (See Appendix
A for address.)
(450) Miami is a customs port of entry.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 341
(451)
Coast Guard
(452) The district ofce is in downtown Miami. (See
Appendix A for addresses.) Miami Coast Guard Base and
Miami Sector Ofce are on Causeway Island, 1.2 miles
inside the outer end of the entrance north jetty.
(453) Harbor regulations are established by the
Metropolitan Dade County Seaport Department.
The Seaport Director assigns berths and enforces the
regulations. It is unlawful for any vessel or other craft
to proceed at a speed that will endanger other vessels
or structures. Ofcial signs are posted indicating
limiting speeds through critical portions of the harbor or
waterways.
(454)
Wharves
(455) The Port of Miami has over 30 deepwater berths
adjacent to the Miami Harbor Channel; these include
the berths at the Port of Miami on Dodge Island and the
privately owned facilities on the north side of Fisher
Island and just west of Causeway Island.
(456) The facilities at the Port of Miami are owned by the
Miami-Dade County Seaport Department. All berths have
fresh water available, but electric power and telephone
hookups are not provided. Dodge and Lummus Islands
are fully merged and should be considered a single
facility. Vehicular trafc is served by a six-lane elevated
highway bridge over the Intracoastal Waterway. A single
track bascule bridge allows Florida East Cost Railway to
access warehouses A, B, C and G in the cargo area of the
Port. A four-track railway marshaling yard is provided
in the cargo area. Fisher Island can only be reached by
water transportation (shuttle barges). A total area of
approximately 609,000 square feet of covered storage
is available in transit sheds A, B, C, D. E and G. Fifty
thousand square feet of refrigerated space is available in
Shed G; operated by a private company.
(457) The port has ten gantry cranes at the southeastern end
of the facility. Three cranes have a 40-ton lift capacity,
while the remaining seven gantry cranes can lift 50 tons.
Mobile cranes are available through a private operator on
the port, and from various contractors in the Miami area.
(458) The depths alongside each facility are reported
depths. (Contact the Miami-Dade Seaport Department,
Biscayne Bay Pilots Association or private operator for
the latest depths). Only the major facilities of the port are
described.
(459) Port of Miami, Passenger Terminal No. 6
(25°46'48"N., 80°10'51"W.): 750-foot face, 36 feet
alongside; deck height, 7.5 feet; mooring cruise vessels
and harbor tugs; boarding passengers; operated by
Miami-Dade County Seaport Department and Moran
Towing of Miami, Division of Moran Towing Corp.
(460) Port of Miami, Passenger Terminals Nos. 1 to 5,
and 10 (Bays 1 to 25¾) (25°46'45"N., 80°10'34"W.):
3,220-foot face; 36 feet alongside; deck height, 7.5 feet;
mooring cruise vessels; boarding passengers; operated by
Miami-Dade County Seaport Department.
(461) Port of Miami, Bays 25¾ to 38 (25°46'33"N.,
80°10'04"W.): 1,600-foot face; 36 feet alongside; deck
height, 7.5 feet; mooring cruise vessels; boarding
passengers; operated by Miami-Dade County Seaport
Department.
(462) Port of Miami, Passenger Terminal No. 7,
Terminal A. (25°46'20.66"N., 80°09'27.84"W.): 1,200-
foot face; 36 feet alongside; deck height, 7.5 feet;
mooring cruise vessels; boarding passengers; operated
by MiamiDade County Seaport Department.
(463) Port of Miami, Passenger Terminals Nos. 8 and 9
(Bays 38 to 45) (25°46'28"N., 80°09'56"W.): 1,680-foot
face; 36 feet alongside; deck height, 7.5 feet; mooring
cruise vessels; boarding passengers; operated by Miami-
Dade County Seaport Department.
(464) Port of Miami, Bays 45 to 55 (25°46'24"N.,
80°09'46"W.): 1,220-foot face; 31 to 36 feet alongside;
deck height, 7.5 feet; 119,000 square feet covered storage;
receipt and shipment of conventional and roll-on/roll-off
general cargo; shipment of automobiles; operated by
Miami-Dade County Seaport Department.
(465) Port of Miami, Roll-on/Roll-off Berth 55W
(25°46'22"N., 80°09'42"W.): 900-foot face; 31 feet
alongside; deck height, 7.5 feet; container storage area
in rear; receipt and shipment of conventional and roll-on/
roll-off general cargo; operated by Miami-Dade County
Seaport Department.
(466) Port of Miami, Roll-on/Roll-off Berth 59W
(25°46'21"N., 80°09'36"W.): 550-foot face; 35 feet
alongside; deck height, 7.5 feet; container storage area
in rear; receipt and shipment of conventional and roll-on/
roll-off general cargo; operated by Miami-Dade County
Seaport Department.
(467) Port of Miami, Roll-on/Roll-off Berth 65W
(25°46'21"N., 80°09'30"W.): 690-foot face; 35 feet
alongside; deck height, 7.5 feet; container storage area
in rear; receipt and shipment of conventional and roll-on/
roll-off general cargo; operated by Miami-Dade County
Seaport Department.
(468) Port of Miami, Container Terminal, Berths 1 to
5 (Gantry Crane Berths 99 to 130.5) (25°45'58"N.,
80°09'12"W.): 4,377-foot face; 50 feet alongside; deck
height, 12 feet; ten traveling container-handling cranes to
50-ton capacity; three 40-ton gantry cranes; paved storage
areas to 135 acres with refrigerated cargo containers in
rear; receipt and shipment of containerized general cargo;
operated by Miami-Dade County Seaport Department.
(469) Port of Miami, Bays 144 to 148 (25°46'02"N.,
80°09'45"W.): 600-foot face; 50 feet alongside; deck
height, 7.5 feet; container storage area in rear; receipt
and shipment of containerized and roll-on/roll-off
general cargo; operated by Miami-Dade County Seaport
Department.
(470) Port of Miami, Roll-on/Roll-off Berth 154
(25°46'08"N., 80°09'53"W.): 670-foot face; 24 feet
alongside; deck height, 7.5 feet; 36,000 square feet of
342 ¢ U.S. Coast Pilot 4, Chapter 10 25 AUG 2024
covered storage; receipt and shipment of containerized
and roll-on/roll-off general cargo; operated by Miami-
Dade County Seaport Department.
(471) Port of Miami, Roll-on/Roll-off Berth 155
(25°46'10"N., 80°09'58"W.): 550-foot face; 21 feet
alongside; deck height, 7.5 feet; container storage area
in rear; receipt and shipment of containerized and roll-on/
roll-off general cargo; operated by Miami-Dade County
Seaport Department.
(472) Port of Miami, Roll-on/Roll-off Bays 160 to 177
(25°46'16"N., 80°10'18"W.): 1,661-foot face; 23 to 24
feet alongside; deck height, 7.5 feet; container storage
area in rear; 73,500 square feet of covered storage; receipt
and shipment of containerized and roll-on/roll-off general
cargo; mooring harbor tugs; operated by Miami-Dade
County Seaport Department and Coastal Tug & Barge,
Inc., a subsidiary of The Coastal Corp.
(473) Port of Miami, Passenger Terminal No. 12 (Bays
183 to 195) (25°46'26"N., 80°10'34"W.): 1,450-foot
face; 23 feet alongside; deck height, 10 feet; receipt
and shipment of roll-on/roll-off general cargo; mooring
cruise vessels and other oating equipment; boarding
passengers; operated by Miami-Dade County Seaport
Department.
(474) Coastal Fuels Marketing, Fisher Island Terminal
Dock and Slip (25°45'50"N., 80°08'31"W.): 800-foot
face; 34 feet alongside; deck height, 6 feet; pipelines
extend from wharf to storage tanks with 667,190 barrel
capacity; receipt and shipment of petroleum products;
fueling vessels; mooring company-owned oating
equipment; and occasional landing for vehicular and
passenger ferry; owned by Coastal Fuels Marketing,
Inc., and operated by Coastal Fuels Marketing, Inc.,
a subsidiary of The Coastal Corp. and Fisher Island
Holdings, LLC.
(475) Supplies of all kinds in any quantity can be obtained,
and all types of marine services are available in Miami.
Fresh water is piped to most berths. Fuel oil and diesel
oil are available at the oil terminals and by tank barge or
truck; most vessels bunker by barge while alongside.
(476)
Repairs
(477) There are no major repair facilities for large
vessels in Miami. The nearest major repair facilities
are at Jacksonville and Tampa. There are six heavy-lift,
traveling, container cranes, lift capacity to 50 tons at
Port Everglades, and there are no facilities available for
drydocking or hauling-out deep-draft vessels.
(478) Marine repair rms along the Miami River offer a
wide range of services, including construction, repair and
conversions, to small coastal and inter-island vessels. The
largest marine railway is capable of hauling out vessels
up to 500 tons; the largest vertical boat lift is capable
of hauling out vessels up to 500 tons and 130 feet. The
largest shaft machined in the port is 36 feet by 90 inches.
Cranes up to 200 tons are available.
(479) Several machine, electrical, electronic and marine
engine rms located off the waterfront can make above-
the-waterline repairs to vessels berthed at the port.
(480)
Communications
(481) Considerable ocean shipping calls at the port, and
a large number of cruise ships operate from the port the
year round.
(482) Local and interstate bus and truck lines operate over
the excellent highways and freeways to and in the city and
numerous domestic and overseas airlines serve the port
through the Miami International Airport west of Miami.
(483)
Miami River
(484) Miami River trends westward then northwestward
through the heart of the city of Miami for about 2.8
miles to the conuence of South Fork Miami River and
North Fork Miami River. North Fork leads northwest
for another 0.6 mile to the junction with Miami Canal,
thence Miami Canal continues northwest for about 1.8
miles to a dam below the NW 36th Street bridge. Miami
Canal is reported to be navigable for small boats for
about 10 miles above the dam; however, the head of
navigation from seaward is at the dam. Tamiami Canal
leads westward from Miami Canal to Sweetwater in the
Everglades. A dam is about 1.2 miles above its junction
with Miami Canal.
(485) Miami River and Tamiami Canal are Regulated
Navigation Areas. (See 33 CFR 165.1 through 165.13,
and 165.726, chapter 2, for limits and regulations.)
(486) The Coast Guard reports that ships may encounter
current anomalies at the mouth of Miami River that have
caused occasional groundings. Currents in the river are
strong on the ebb and cause swirls at the bends.
(487) The minimum clearance of the 10 drawbridges
crossing Miami River and Miami Canal from the mouth
to the head of navigation at the dam about 5 miles
above the mouth is 6 feet. (See 33 CFR 117.1 through
117.59, 117.305, and 117.307, chapter 2, for drawbridge
regulations.) The drawbridges over Miami River from
NW 5th Street through NW 22nd Avenue may at times be
closed to marine trafc because of special events being
held at the Orange Bowl. Advance notice of such closures
will be published in the Local Notice to Mariners. The
bridgetender monitors VHF-FM channels 13 and 16.
(488) A xed people-mover bridge with a clearance of 75
feet crosses the river 0.25 mile above the mouth. The
Miami Avenue bascule bridge with a clearance of 21 feet
crosses the river about 0.3 mile above the mouth. A xed
railroad bridge with a clearance of 75 feet crosses the
river 0.4 mile above the mouth. The triple xed spans of
Interstate Route 95 bridge cross the river 0.7 mile above
the mouth; the vertical clearance is 75 feet. Another
xed highway bridge, 2.1 miles above the mouth, has a
clearance of 75 feet.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 10 ¢ 343
(489) A highway bascule bridge with a reported 35-foot
span and a clearance of 6 feet crosses the Tamiami
Canal just above its junction with Miami River. (See 33
CFR 117.1 through 117.49, chapter 2, for drawbridge
regulations.)
(490) The river and canals are important parts of the Miami
waterfront for both commercial and pleasure craft. There
are commercial wharves, yacht basins, marine repair
plants and oil-terminal wharves on the banks of Miami
River and Miami Canal to just above the railroad bridge
about 0.2 mile below the dam. The principal wharves can
accommodate any vessel able to enter the river.
(491)
<Deleted Chart Header>
(492) Small-craft facilities are distributed along the east
and west shores of Biscayne Bay from above Baker
Haulover Inlet to Dinner Key, on Miami River and on
Tamiami and Miami Canals. Marine railways, lifts and
launching ramps are available. Gasoline, diesel fuel, fresh
water, ice, berthing with electricity, marine hardware,
provisions and telephone services are available about the
harbor. Hull, engine and electronic repairs can be made.
There are many large hotels, motels, tourist homes and
restaurants. (For details on facilities, channel depths,
bridges, etc., between Bakers Haulover Inlet and Miami
Harbor Channel, see chapter 12.)
(493) During the winter tourist season, when berthing
space is at a premium, many craft have to anchor in the
bay off the facilities. There are dockmasters at most of
them to advise and assist in nding a secure berth. Many
of the large hotels at Miami Beach have their own docks.
(494) The City of Miami Miamarina is at the northeast
corner of Bay Front Park, which extends from the Dodge
Island Causeway southward to Miami River and fronts
on Biscayne Boulevard. The marina caters to private,
commercial and sightseeing vessels. The facility has
over 200 slips accommodating craft to 150 feet. Water,
electricity, laundromat and telephones are available. U.S.
Customs and U.S. Department of Agriculture ofcials
are on call at the dockmaster’s ofce; they also handle
immigration and U.S. Public Health Service matters. In
1983, depths of 10 feet were reported in the approach
with 9 feet in the basin. The dockmaster’s ofce, at the
marina, is manned 24 hours a day.
344 ¢ U.S. Coast Pilot 4, Chapter 11 25 AUG 2024
11452
82°W
81°W
80°30'W
25°N
25°30'N
Key West
Boca Chica Key
FLORIDA BAY
BISCAYNE BAY
CARD SOUND
BARNES SOUND
FLORIDA
Cape Sable
Big Pine Key
Marathon
Islamorda
Long Key
Lower Metacumbe Key
Key Largo
GULF OF MEXICO
Saddlebunch Key
STRAITS OF FLORIDA
24°30'N
80°W
81°30'W
Chart Coverage in Coast Pilot 4—Chapter 11
NOAA’s Online Interactive Chart Catalog has complete chart coverage
http://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml
25 AUG 2024
U.S. Coast Pilot 4, Chapter 11 ¢ 345
Miami to Key West
(1) This chapter describes the Florida Keys and the
various passages that lead through it from the Straits of
Florida and Hawk Channel to Florida Bay and the Gulf
of Mexico. Also discussed are Key West Harbor and the
small-craft basins at Key West, Boot Key Harbor, Safe
Harbor and several other small-craft harbors along the
Florida Keys.
(2) Strangers using Hawk Channel and the various
passages through the Florida Keys can obtain the services
of shing boat captains and other qualied charter-boat
captains at Miami or Key West who will act as pilots or
guides.
(3)
COLREGS demarcation lines
(4) The lines established for this part of the coast are
described in 33 CFR 80.735 and 80.740, chapter 2.
(5)
Weather
(6) Tropical cyclones are the greatest weather hazard
to navigation in this area. While they can form in any
month they are most likely during August, September
and October. Some of the greatest hurricanes on record
have moved through this area. Often considered the most
devastating was the Labor Day Hurricane that struck the
Florida Keys in 1935. Sustained winds were estimated
to be near 160 knots, with higher gusts. Near Lower
Matecumbe Key (Craig) a pressure of 892.3 mb was
measured; the lowest ever in a North Atlantic hurricane
(in the Caribbean, lower pressures were measured in both
Hurricane Gilbert (1988; 888 mb) and Hurricane Wilma
(2005; 882 mb). Storm tides were estimated to have
exceeded 18 feet (5.5 m) above mean sea level. Donna
(1960) and Betsy (1965) were other severe hurricanes
that wreaked havoc in the Keys. For more detail see Key
West.
(7) This area lies close to the northern boundary of the
trade winds in winter but in the heart of this system in
summer. Therefore easterlies and northeasterlies are
persistent throughout the year. They are occasionally
interrupted by winter cold fronts, easterly waves and
tropical cyclones. Local effects also come into play near
the Keys. The trades usually blow at 10 to 20 knots but
can strengthen at times. While gales are infrequent, winds
of 22 knots or more blow about 7 to 12 percent of the time
from October through March. In the Straits of Florida,
October and November trade winds are persistent and
intense, averaging around 15 knots. From fall through
spring, waves of 10 feet (3 m) or more are reported 1 to
3 percent of the time.
(8) The nearness of the Gulf Stream and the tempering
effects of the Gulf of Mexico produce a tropical maritime
climate in which average winter temperatures are only
12° to 15°F (6.7° to 8.4°C) cooler than summer averages.
Cold fronts are usually modied even if they reach the
Keys. Just south of Miami there are about 10 to 12 days
on the average when the temperatures drop below 40°F
(4.4°C). June through October is generally considered
the rainy season and most of this falls from showers
and thunderstorms. Particularly heavy amounts fall
in conjunction with easterly waves or more organized
tropical cyclones. In winter, cold fronts may bring rain.
Visibilities are usually good but may be reduced briey
in showers.
(9)
ENC - US3FL30M
Chart - 11460
(10) The Florida Keys consist of a remarkable chain of
low islands, beginning with Virginia Key and extending
in a circular sweep to Loggerhead Key, a distance of about
192 miles. For some 100 miles of that distance they skirt
the southeast coast of the Florida Peninsula, from which
they are separated by shallow bodies of water known as
Biscayne Bay, Card Sound, Barnes Sound, Blackwater
Sound and Florida Bay. Biscayne Bay has depths of 9 to
10 feet for most of its length, and the other bodies of water
are shallow, containing small keys and shoals, and of no
commercial importance except as a cruising ground for
small boats. Westward of Florida Bay the Florida Keys
separate the Straits of Florida from the Gulf of Mexico.
(11) The Keys are mostly of coral formation, low and
generally covered with dense mangrove growth, though
some are wooded with pine, and on a few are groves of
coconut trees. Most of the keys that are connected by
U.S. Highway 1 to Key West are inhabited. Key West is
the most important of the Keys. Florida Keys National
Marine Sanctuary, a Marine Protected Area (MPA),
surrounds the keys from Biscayne Bay to Dry Tortugas.
(12) The openings under the viaduct and bridges are
indicated on the charts. Drawbridges are over Channel
Five, Jewsh Creek and Moser Channel. Overhead power
cables run parallel to U.S. Highway 1 from Tavernier to
Big Coppitt Key. All clearances are greater than those
of the adjacent xed bridges. Cables are submerged at
the movable spans of drawbridges. Small craft with local
knowledge use these channels to go from the Straits of
Florida to Florida Bay and the Gulf of Mexico. Strangers
should not attempt passage without a pilot or guide.
346 ¢ U.S. Coast Pilot 4, Chapter 11 25 AUG 2024
(13) The tidal currents are strong through the openings
between the keys. Wind effects may at times be expected
to modify the velocities of tidal currents. See the Tidal
Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(14) The Florida Keys are skirted on the side next to the
straits throughout their extent by the Florida Reefs, a
chain of dangerous reefs and shoals lying at an average
distance of about 5 miles from the line of keys. The reefs
are hazardous because they are not marked by breakers in
smooth weather and only a few show above the water. On
the outer edge of and between the reefs the water shoals
abruptly.
(15) In the seaward approach to the reefs, warning of their
proximity usually will be given by the difference in color
of the water, from deep blue to light green, or by the
Bank Blink, described in chapter 3. Too much reliance
in these warnings, however, may lead to trouble. In clear
weather the lights and daybeacons make navigation along
the reefs easy, but in thick weather soundings should be
relied upon for safety. Fifty-fathom soundings indicate a
distance of 2 to 3 miles from the reefs, and great caution
should be used in approaching them closer. Fog is not
frequent in this locality.
(16) The water always becomes milky following windy
weather. The usual color of the water on the reefs is bluish
green, and the shoal patches show dark, shading through
brown to yellow as they approach the surface. The shoal
sand patches show as a bright green. At depths of 10 to
15 feet grass patches on the bottom look quite similar to
rocks. When piloting in this area choose a time so that
the sun will be astern, conning the vessel from aloft or
from an elevated position forward, for then the line of
demarcation between deep water and edges of the shoal
will be indicated with surprising clarity.
(17) The Florida Keys Particularly Sensitive Sea Area
(PSSA) is an IMO-designated zone that encircles the sea
area around all of the Florida Keys. The PSSA includes
the entire Florida Keys National Marine Sanctuary as
well as Biscayne National Park at the northeastern end
of the Keys. The PSSA has been established to protect
the exceptional values of the sea area around the Florida
Keys from possible damage by international shipping
activities. The PSSA includes the Tortugas Ecological
Reserve, which was established in 2001 to protect nearly
pristine coral formations and habitat in the Sanctuary.
The coral resources within the Reserve are especially
vulnerable to possible damage from shipping activities.
(18) Domestic law and regulations adopted by the United
States for the Sanctuary apply within the PSSA. Several
of these concern shipping activities:
(19) (1) Areas To Be Avoided (ATBAs) – There are
four ATBAs in the Sanctuary: in the vicinity of the
Florida Keys; in the vicinity of Key West Harbor; in an
area surrounding the Marquesas Islands; and in an area
surrounding the Dry Tortugas Islands. All tank vessels
and vessels greater than 50 meters in registered length are
prohibited from operating within the ATBAs. The ATBAs
are described and the coordinates are provided in chapter
3.
(20) (2) Areas closed to anchoring– All vessels are
prohibited from anchoring in the Tortugas Ecological
Reserve. Vessels that are 100 feet or less in length (30.48
m) may request permission from the Sanctuary to use
mooring buoys in the northern portion of the Reserve
(Tortugas North). Vessels 50 meters or greater in
registered length are prohibited from anchoring on the
portion of Tortugas Bank west of Dry Tortugas National
Park. (This area was modied in January 2001 by the
establishment of the Tortugas Ecological Reserve.)
(21) (3) Anchoring restriction– In areas of the Sanctuary
identied as Ecological Reserves and Sanctuary
Preservation Areas all anchor apparatus (including the
anchor, chain or rope) must not touch any coral, living
or dead, or any attached organism. In all other areas of
the Sanctuary, vessels are prohibited from anchoring on
living coral in water depths of less than 40 feet when
visibility is such that the seabed can be seen.
(22) (4) Restricted access– Vessels are not allowed to
stop in the southern portion of the Tortugas Ecological
Reserve (Tortugas South) and must receive permission
in advance in order to stop in the northern portion of the
Reserve (Tortugas North).
(23) (5) Discharge restriction– In Ecological Reserves
and Sanctuary Preservation Areas, all discharges and
deposits are prohibited except cooling water or engine
exhaust.
(24) Additional restrictions on vessel activities, such
as vessel discharges, apply within the Sanctuary. (See
15 CFR 922, chapter 2, for limits and regulations) for
the Sanctuary, including the coordinates of ATBAs,
Ecological Reserves and Sanctuary Preservation Areas.
(25)
Prominent features
(26) The outer part of the Florida Reefs is marked by
lights from Miami to Key West. Several lights marking the
Hawk Channel are also visible from seaward. In addition,
several lighted radio towers and microwave towers along
the keys and the aerolights at Marathon Airstrip, on Boca
Chica Key and at the Key West International Airport
are prominent.
(27)
Dangers
(28) Vessels proceeding through the channels inside the
Florida Reefs should exercise extreme caution because
of the numerous rocks, shoals, wrecks and pile structures
that exist. The chart should be examined carefully to
determine the position of these dangerous obstructions
so they may be avoided.
(29) Hawk Channel is the navigable passage inside
Florida Reefs and outside the keys from Cape Florida
to Key West, a distance of about 127 miles. It varies
25 AUG 2024 U.S. Coast Pilot 4, Chapter 11 ¢ 347
in depth from 9 to 34 feet and is 0.25 mile wide at its
narrowest part. Light-draft vessels, bound southward and
westward, may use this channel with great advantage,
avoiding entirely the adverse current of the Gulf Stream
and nding comparatively smooth water in all winds,
except when passing the large openings between the
reefs in southerly winds. These openings are principally
between Alligator Reef Light and American Shoal Light.
Power-driven vessels or sailing vessels with a following
wind may run the courses through this channel without
difculty. Sailing vessels drawing more than 7 feet are
advised not to try to beat through without a pilot or guide.
(30) Reports indicate that the current in Hawk Channel
usually sets fair with the channel, except alongside the
open area between Hawk Channel and Biscayne Bay
where a fairly strong cross current exists, particularly on
an ebb tide. Possible cross currents should be guarded
against, especially in the vicinity of the openings between
the keys.
(31) Local shing-boat and charter-boat captains who will
act as pilots or guides are generally available at Miami
or Key West. The channel is marked with lights, lighted
buoys, daybeacons and buoys. However, strangers should
not attempt passage at night without local knowledge.
Vessels may anchor at night where the bottom is soft.
Known anchorages are discussed in a later section. The
holding ground is poor where the bottom is hard. Tows
and other small vessels use the channel.
(32) The Intracoastal Waterway between Miami and
Key West is described in chapter 12. This waterway on the
western and northern side of the keys passes southward
through Biscayne Bay, Card, BarneC and Blackwater
Sounds and connecting waterways in Florida Bay to
Moser Channel. From there it is necessary to pass either
through Moser Channel and proceed to Key West via
Hawk Channel, a distance of 40 miles, or to remain on the
northern side of the keys and proceed to Key West via Big
Spanish Channel and the Gulf of Mexico, a distance of
54 miles. The waterway route is through smooth waters,
except in Hawk Channel and the Gulf of Mexico.
(33) Florida Bay, northward of the Florida Keys and
southward of the mainland of Florida, is a triangular body
of water extending in a general east-and-west direction
from Barnes Sound to Cape Sable. The depths are shallow
and irregular, and the bottom is mostly coral with a thin
covering of silt in the eastern part. From April to October
the waters of the bay are clear and the shoals plainly
discernible, but during the winter the water is frequently
milky and the shoals indistinguishable.
(34) In the eastern part of the bay are numerous ridges
and reefs that show bare or nearly bare. Numerous small
wooded keys dot the area. Only small craft can navigate
this part of the bay, which is frequented by small motor
yachts, crab and lobster shermen and other shing craft.
The western part of the bay is comparatively clear, with
depths ranging from 7 to 13 feet. Many charted shoal
areas with lesser depths are scattered throughout this
part of the bay; the chart is the best guide. The bottom is
covered with basket sponges and small coral heads.
(35) A protected area of the Everglades National Park
is in the northern part of Florida Bay. Landing on the
beaches or keys of this area without the authorization of
the Superintendent of the Everglades National Park is
prohibited, except on those beaches or keys marked by a
sign denoting the area as being open. Everglades National
Park is a Marine Protected Area.
(36) Great White Heron National Wildlife Refuge and
National Key Deer Refuge extend through the northern
part of the keys from near Vaca Key to Key West.
(37)
Norris Cut to Fowey Rocks Anchorage
(38) Norris Cut is a shallow inlet just south of the Main
Channel to Miami Harbor between Fisher Island and
Virginia Key. A prominent stack and tank are near the
center of Virginia Key.
(39) Key Biscayne is connected to the mainland by a
bridge-causeway that crosses Bear Cut, Virginia Key and
Biscayne Bay. The highway bridge over Bear Cut has a
48-foot xed span with a clearance of 16 feet. A shoal,
reported bare at mean high water, extends about 0.6 mile
in a north-south direction about 0.2 mile off the eastern
shore of Key Biscayne.
(40) An abandoned lighthouse is on Cape Florida, the
southern point of Key Biscayne. Many tall apartment
hotels on the easterly side of Key Biscayne are also
prominent.
(41) Biscayne Channel leads through the shoals south of
Cape Florida into Biscayne Bay. It is partially dredged,
but the channel has shoaled. The channel is marked by
lights and daybeacons. Craft whose draft is close to the
limiting depth of the channel should exercise extreme
caution in navigating it. Several channels leading through
the shoals between Biscayne Channel and Key Biscayne
are used by local boats.
(42) Cape Florida Anchorage, with depths of 12 to 20
feet, is about 300 yards westward of the south end of Cape
Florida with the lighthouse tower bearing northward of
069°. This is a poor anchorage with southerly winds.
(43) Miami South Channel is a dredged cut leading from
Biscayne Bay, westward of Virginia Key, to the Miami
waterfront. One branch of it leads into the Miami River,
and the other leads directly to the basin off Bay Front
Park. The Intracoastal Waterway southward to Key West
passes through Miami South Channel. Clearance of the
Rickenbacker Causeway bridge is given in chapter 12.
(44) Fowey Rocks Light (25°35'26"N., 80°05'48"W.),
110 feet above the water, is shown from a brown,
octagonal, pyramidal skeleton tower on pile foundation
enclosing a white dwelling and stair cylinder; a racon is at
the light. A sh haven, covered 65 feet, is about 2.1 miles
north-northeastward of the light in about 25°37'24"N.,
80°04'54"W.
348 ¢ U.S. Coast Pilot 4, Chapter 11 25 AUG 2024
(45) Fowey Rocks Anchorage, 1.3 miles westward of
Fowey Rocks Light and unprotected from southerly
winds, can be used by vessels drawing 14 feet or less.
(46)
Bowles Bank Anchorage to Tavernier Key An-
chorage
(47) Bowles Bank Anchorage, 6.5 miles south-
southwestward of Fowey Rocks Light (25°35'26"N.,
80°05'48"W.), is fair in all but southerly winds. It has
depths of 14 to 16 feet and soft bottom in places and
lies about 0.5 mile north of the light of Bache Shoal and
eastward of the north end of Elliott Key.
(48) Legare Anchorage, 7 miles southward of Fowey
Rocks Light, lies between the reefs westward of Triumph
Reef. The bottom is mostly hard, but there are some soft
spots on which vessels may anchor. The entrances are not
marked, and the anchorage is not generally used.
(49) Caesar Creek Bank Anchorage, 12 miles south-
southwestward of Fowey Rocks Light, is fair in all but
southerly winds. It lies on the west side of Hawk Channel
between Margot Fish Shoal and Caesar Creek Bank,
with depths of 10 to 12 feet, soft bottom.
(50) Excellent anchorage for small craft will be found
in Caesar Creek, just north of Caesar Creek Bank. The
entrance is marked by a light, and private daybeacons
mark the channel. There was a reported depth of 6 feet
through the entrance channel in 1983.
(51) There is also a secure anchorage between Adams
Key, Meigs Key and Elliott Key. In 1983, it was reported
that with local knowledge a draft of 4 feet could be carried
into Biscayne Bay through a privately marked channel
that leads north along the west side of Adams Key.
(52) Pacic Reef, 13.4 miles southward of Fowey Rocks
Light, is marked by Pacic Reef Light (25°22'16"N.,
80°08'31"W.), 44 feet above the water and shown from
a black skeleton tower on piles. A channel, marked by
daybeacons, leads from the ocean 0.6 mile southward
of Pacic Reef Light to Caesar Creek; the reported
controlling depth was 8 feet in 1983.
(53) In 1984, a sunken wreck was reported in Hawk
Channel about 0.3 mile northwest of Turtle Harbor West
Shoal Daybeacon 2 in about 25°19.5'N., 80°13.0'W.
(54) Angelsh Creek, 17.5 miles southwestward of
Fowey Rocks Light, is used by vessels proceeding to
Card Sound and the Intracoastal Waterway. The reported
controlling depth through the creek was 5 feet in 1983.
The channel is marked by lights and daybeacons. The
outer end of the creek offers good protection, but the
bottom is rock ledge and the anchor should be buoyed.
(55) Ocean Reef Harbor is on the east side of Key
Largo, 19.5 miles southwestward of Fowey Rocks Light.
A privately dredged channel leads to the harbor. In 1979,
the centerline controlling depth in the channel was 7 feet.
The entrance channel is marked by a light and private
daybeacons. The harbor has good anchorage. A private
yacht club is on the north side of the harbor.
(56) In 1992, an obstruction was reported 0.6 mile
east-southeastward of the entrance channel in about
25°18'19.4"N., 80°15'35.2"W.
(57) A privately dredged channel, about 0.4 mile
northward of the entrance to Ocean Reef Harbor, leads
to a residential area. The channel, marked by private
daybeacons, had a centerline controlling depth of 7 feet
in 1979.
(58) Key Largo Anchorage, 20 miles southwestward of
Fowey Rocks Light, is fair in all but southerly winds. It has
a depth of 14 feet, soft bottom, 4.5 miles northwestward
of Carysfort Reef Light.
(59) Turtle Harbor, a well-sheltered anchorage between
the reefs lying northwestward of Carysfort Reef Light,
is one of the better offshore anchorages between Key
West and Miami and is protected from all but northeast
winds. It is entered from the Straits of Florida by a marked
passage 5 miles northeastward of the light. Vessels of 15-
foot draft can use this passage in smooth water. Depths
in the approach range from 27 to 38 feet and at the
anchorage from 25 to 28 feet. In 1980, a submerged pile
was reported in the north end of the anchorage about 0.2
mile southwest of Turtle Harbor Daybeacon 6. Vessels
can enter Hawk Channel from this harbor by proceeding
about 1.3 miles south-southwestward of Daybeacon 6
and then taking a westerly course.
(60) Carysfort Reef Light (25°13'19"N., 80°12'41"W.),
100 feet above the water, is shown from a brown,
octagonal, pyramidal skeleton tower on pile foundation,
enclosing a conical dwelling and stair cylinder.
(61) The Elbow is a reef, 5.3 miles southwestward of
Carysfort Reef Light, on which several wrecks have
occurred. It is marked on its seaward edge by a light.
(62) Molasses Reef, 15.5 miles southwestward of
Carysfort Reef Light, is marked by a light. The entrance
to Molasses Reef Channel, which has a controlling depth
of about 8 feet, is just south of the light. The shoalest part
of the channel is marked by daybeacons. A no anchorage
area, marked by private buoys, has been established on
Molasses Reef.
(63) Biscayne National Park extends south from Cape
Florida for about 19.5 miles to Angelsh Creek and
comprises Biscayne Bay and the offshore reef areas
northeast and east of Elliott Key. Regulations are available
from the park ranger station at Elliott Key Harbor or from
the park headquarters on the west side of Biscayne Bay at
Homestead. Gasoline and a launching ramp are available
at the headquarters. The mailing address is Biscayne
National Park, Post Ofce Box 1369, Homestead, FL
33030. Biscayne National Park is a Marine Protected
Area (MPA).
(64) The John Pennekamp Coral Reef State Park
comprises the offshore reef area from the vicinity of
Angelsh Creek to near Molasses Reef. The area has
been established for the protection of the coral reef
formation and its associated marine life. Regulations for
the preserve are available at the park headquarters on the
southwest side of Largo Sound.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 11 ¢ 349
(65) Key Largo Management Area (Key Largo
National Marine Sanctuary), 20 miles long, extends to
seaward about 8 miles from the John Pennekamp Coral
Reef State Park. The area has been established for the
protection of the coral reef formation and its associated
marine life. Sanctuary regulations include prohibitions
against spearshing, anchoring in the coral, breaking
or removing coral or otherwise damaging the fragile
habitats found within the Sanctuary. The Sanctuary seeks
to minimize reef damage by educating the public and
providing alternatives to anchoring. The mooring buoy
system now established in the Sanctuary is intended to
alleviate the problem of anchor damage to coral reefs.
(See 15 CFR 922, chapter 2, for limits and regulations.)
(66) El Radabob Key, locally known as Julia Island,
is an island westward of The Elbow, about 10 miles
southwestward of Carysfort Reef Light. It is about 5 miles
long and 0.5 miles wide and in general is covered with
dense mangrove growth. The island is separated from
Key Largo on the west by Largo Sound, South Sound
Creek and North Sound Creek.
(67) Largo Sound, between El Radabob Key and Key
Largo, is about 1.8 miles long and 0.8 mile wide and is
entered southward of El Radabob Key. General depths in
the sound are from 1 to 6 feet. A dredged channel leads
from Hawk Channel through South Sound Creek thence
0.3 mile into the sound. The channel is well marked by
lights and daybeacons. Mariners are advised to stay well
to the center of the channel as the sides are composed
of coral rock, and the bends are sharp. The entrance is
difcult and narrow and lls with southerly winds.
(68) Marvin D. Adams (Key Largo) Waterway, another
dredged channel, enters the west side of Largo Sound
from Blackwater Sound. The waterway is marked at each
end by a light.The waterway is crossed by twin xed
highway spans of U.S. Route 1, an adjacent pedestrian
bridge, overhead cables and an overhead pipeline. The
spans each have a clearance of 14 feet. A state park marina
on the west side has berths, electricity, launching ramp,
pump-out station, water and ice available.
(69) A narrow unmarked channel leads northwestward
from about 1 mile above the mouth of South Sound
Creek to an unnamed bay. An island in the middle of the
bay is connected to the mainland by a causeway bridge;
bridge clearance is not known. Gasoline is available at a
camper resort on the west side of the bay about 0.2 mile
southwestward of the bridge.
(70) Several small-craft facilities are at the town of Key
Largo, about 1 mile southwestward of the south end
of El Radabob Key. Berths, electricity, gasoline, diesel
fuel, water, ice, marine supplies, a pump-out station and
a mobile lift are available; hull, engine and electrical
repairs can be made.
(71) Rock Harbor, about 3 miles southwestward of El
Radabob Key and 5.7 miles northwestward of the light on
Molasses Reef, has small-craft facilities where gasoline,
water and ice can be obtained. Also available are berths
with electricity, launching ramps, repairs and a 5-ton
xed lift.
(72) Tavernier, about 5 miles southwestward of Rock
Harbor and 20 miles southwestward of Carysfort Reef
Light, is one of the larger settlements on the Florida Keys.
A channel, marked by a light and daybeacons, leads to
Tavernier Harbor from Hawk Channel. A xed highway
bridge with a clearance of 15 feet crosses Tavernier Creek.
In 1991, a xed highway bridge with a design clearance
of 15 feet was under construction immediately north of
the existing bridge. Gasoline, supplies, motels and charter
party shing boats are available. The small-craft facilities
on the bay side at Tavernier and in Tavernier Creek are
described with the Intracoastal Waterway, chapter 12.
(73) Tavernier Key Anchorage is 2 miles eastward of
Tavernier. Anchor according to draft from northward to
eastward of Tavernier Key, hard bottom.
(74)
ENC - US4FL26M
Chart - 11452
(75) Alligator Reef Light (24°51'05"N., 80°37'04"W.),
16 feet above the water, is shown from a small platform
on a steel pile.The octagonal pyramidal skeleton tower
close north-northwest is abandoned; extreme caution
advised.
(76) Indian Key Channel, northwestward of Alligator
Reef Light, is about 200 yards wide and leads from the
Straits of Florida east of Lignumvitae Key to Florida
Bay. It is marked by daybeacons. In 1983, the reported
controlling depth in this narrow channel was 6 feet. It was
also reported that the channel has a tendency to deepen
with westerly winds and ll in with southeasterly winds.
Local knowledge is advised. The highway bridge across
the channel has a xed span with a clearance of 27 feet.
(77) Channel Five, 8.4 miles westward of Alligator Reef
Light, is a natural channel that had a reported controlling
depth of 7 feet in 1978. At times a strong current sets
through the channel. The xed highway bridge across the
channel has a clearance of 65 feet. Vessels drawing up to
three feet can follow the marked route leading westward
and northwestward in Florida Bay to Cape Sable and
Flamingo.
(78) Flamingo, on the north side of Florida Bay about 9
miles east of East Cape (25°07'N., 81°05'W.), is a visitors
center in Everglades National Park. A 300-foot tower
and an 86-foot standpipe about 0.3 mile northeast of the
visitors center are prominent.
(79) A dredged channel leads from the bay to the entrance
to Buttonwood (Flamingo) Canal. The reported
controlling depth was 4½ feet in 1982. A dam blocks the
canal about 200 yards above the entrance. Passage around
the dam to allow vessels to proceed to Whitewater Bay is
provided by boat ramps and by an 8-ton sling hoist that
can handle craft to 26 feet with 10-foot beam. A highway
bridge about 0.5 mile above the entrance to the canal has a
45-foot xed span with a clearance of 10 feet. A marina on
350 ¢ U.S. Coast Pilot 4, Chapter 11 25 AUG 2024
the west side of the canal just below the dam at Flamingo
has berths with electricity, water, ice and limited marine
supplies. Gasoline, diesel fuel and launching ramps are
available on either side of the dam. A 5 mph no wake
speed limit is enforced in the canal.
(80) Tennessee Reef Light (24°44'46"N., 80°46'56"W.),
49 feet above the water, is shown from a small black
house on a hexagonal, pyramidal skeleton tower on piles,
about 0.7 mile off the southwestern end of Tennessee
Reef. A lighted buoy is about 5.6 miles northeast of the
light.
(81) Long Key Anchorage, 3 miles north-northwestward
of Tennessee Reef Light, has soft bottom in depths of 15
to 18 feet, but it is exposed to southerly winds.
(82) In 1982, a partially submerged steel beam was
reported 2.8 miles northwest of Tennessee Reef Light in
about 24°46.5'N., 80°49.3'W.
(83) Turtle Shoal Anchorage, 20 miles southwestward
of Alligator Reef Light and 1 mile westward ofEast
Turtle Shoal Light 45 (24°43'29"N., 80°55'59"W.), 20
feet above the water, has a soft bottom in a depth of 27
feet. It is a fair anchorage in ne weather. West Turtle
Shoal to the southwestward affords another anchorage
area in depths of 24 to 36 feet about 1 mile to its westward.
A 1-mile-square sh haven is immediately southward of
West Turtle Shoal.
(84) A well-protected yacht basin and a marina are
at Duck Key, about 3 miles north-northeastward of
East Turtle Shoal Light 45. A private light and private
daybeacons mark the channel entrance to Duck Key. In
1983, a reported depth of 10 feet could be carried to the
yacht basin, thence 5 feet to the marina beyond. Berths,
electricity, gasoline, diesel fuel and water are available
at the yacht basin and marina. A launching ramp, ice and
marine supplies are also available at the marina. Hotels
and restaurants are nearby.
(85) Valhalla on Crawl Key, about 3 miles northwestward
of East Turtle Shoal Light 45, has a private yacht club.
(86) Key Colony Beach. about 3 miles southwestward
of Valhalla, is a protected harbor westward of Fat Deer
Key. In 2000, the reported controlling depth was 9 feet
in the entrance channel. The channel is marked by private
daybeacons. Gasoline, diesel fuel, water, berthing with
electricity and a launching ramp are available.
(87) Sister Creek, about 3.8 miles southwestward of Key
Colony Beach and 4 miles northeastward of Sombrero
Key Light, is a narrow passage between Boot Key and
Vaca Key. It connects Hawk Channel to the southward
with Boot Key Harbor to the northward and has several
arms that provide secure refuge during heavy weather.
Vessels tie to the mangroves. The entrance to the creek
between West Sister Rock and East Sister Rock is
marked by a light and daybeacons. Rocks awash extend
well into the channel from the east side. In 1983, the
reported controlling depth was 5 feet to Boot Key Harbor.
A sunken wreck is about 300 yards southeastward of West
Sister Rock.
(88) Knight Key Anchorage, northward of Sombrero
Key Light, is good but exposed to southwesterly winds.
To make this anchorage, bring Sombrero Key Light
astern on a 352° course and anchor in 6 to 12 feet, sticky
bottom, about 0.6 mile southward of Knight Key.
(89) Boot Key Harbor, on the south side of the town of
Marathon, is entered southward of Knight Key about
4.5 miles northward of Sombrero Key Light. The entrance
channel is marked by a light and daybeacons; the color
of the banks is also a good guide for the narrow entrance
channel. Daybeacons also mark the channel through the
harbor for a distance of about 1.5 miles. The reported
controlling depth was 7 feet, but shoaling was reported
along the southerly side of the entrance channel; caution
is advised. A partial bridge over the channel at mile 0.13,
has an open clearance at the center of the channel.
(90) A group of four radio towers on the southwestern
end of Boot Key and four radio towers about 1.1 miles
eastnortheastward of the rst group are prominent. Also
prominent is a tower with a blue strobe light at a marina
1.2 miles northward of the southeasterly radio towers.
(91) An aerolight is at Marathon Airstrip at the east end
of Vaca Key.
(92) Boot Key Harbor is a secure refuge and has excellent
small-craft facilities. Several marinas and a boatyard in
the western part of the harbor can provide berthage with
electricity, gasoline, diesel fuel, water, ice, launching
ramps and marine supplies and hull, engine and electronic
repairs. A boatyard on the north side of the harbor,
immediately eastward of the highway bridge, has a 50-ton
mobile lift. There are several sh wharves in the harbor
where fuel and some services can be obtained. The small-
craft facilities on the bay side at Marathon are described
in chapter 12.
(93) A privately dredged channel through the shallow
eastern part of Boot Key Harbor leads eastward from near
the vicinity of Daybeacon 20 to a marina where berthage
with electricity, gasoline, diesel fuel, water and ice can be
obtained. This marina and Boot Key Harbor proper can
also be reached from the southward via Sister Creek as
previously described.
(94) Marathon Coast Guard Station is on the bay side
at Marathon.
(95)
Moser Channel to Cow Key Channel
(96) Sombrero Key Light (24°37'40"N., 81°06'31"W.),
19 feet above the water, is shown from a small platform
on a steel pile foundation.The octagonal pyramid skeleton
tower close northwest of the light is abandoned, extreme
caution advised.
(97) Moser Channel is northwestward of Sombrero Key
Light and 95 miles southwestward of Miami. It affords
a passage for vessels of 7 to 8 feet in draft between the
Florida Keys from the Straits of Florida to Florida Bay.
The swing span of Seven Mile Bridge across Moser
Channel has been removed; however, the bridge piers
25 AUG 2024 U.S. Coast Pilot 4, Chapter 11 ¢ 351
remain. The xed highway bridge close south of the
former swing span has a clearance of 65 feet.
(98) The tidal current at the bridge has a velocity of about
1.4 to 1.8 knots. Wind effects modify the current velocity
considerably at times; easterly winds tend to increase
the northward ow and westerly winds the southward
ow. Overfalls that may swamp a small boat are said to
occur near the bridge at times of large tides. See the Tidal
Current prediction service at tidesandcurrents.noaa.gov
for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(99)
Route
(100) A route from the Straits of Florida via the Moser
Channel to the Gulf of Mexico is as follows: From a point
0.5 mile 336° from the center of the bridge, pass 200
yards west of the light on Red Bay Bank, thence 0.4 mile
east of the light on Bullard Bank, thence to a position 3
miles west of Northwest Cape of Cape Sable, thence to
destination.
(101) Bahia Honda Channel (Bahia Honda), 10 miles
northwestward of Sombrero Key and between Bahia
Honda Key on the east and Scout Key on the west, is the
deepest channel between the Straits of Florida and Florida
Bay. In 1983, the reported controlling depth was 8 feet
from Hawk Channel to Little Pine Key. The passage is
crossed by three xed highway bridges. The southernmost
has a clearance of 20 feet over the channel and unlimited
vertical clearances at an opening at each end. Mariners
are advised to navigate with extreme caution as falling
and hanging debris exits in the area. The twin bridges to
northward have a clearance of 23 feet over the channel.
The direction of the current should be carefully watched
when turning northwestward after passing under the
bridges in order to avoid being grounded on the banks
on either side of the channel. These banks are usually
visible. Currents through the passage average 2 knots or
more at strength. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book. From Bahia Honda Channel, vessels may proceed
via Big Spanish Channel to the Gulf of Mexico as
described in chapter 12.
(102) A marina with two boat basins is at the Bahia Honda
State Park, on the bayside and near the western end
of Bahia Honda Key. In 1981, depths of 4 feet were
reported in the unmarked entrance channel, with 7 to 15
feet in the basins. Berths with electricity, water, ice and
a launching ramp are available.
(103) A marina on the northwest side of Ohio Key,
northeast of Bahia Honda Key, provides berths, gasoline,
diesel fuel, water, electricity, ice, limited marine supplies
and a launching ramp; a forklift can handle craft to 23
feet. In 1981, the reported controlling depth was 6 feet
in the privately marked entrance channel with 5 to 6 feet
reported alongside the berths.
(104) Newfound Harbor Keys Anchorage, 16 miles
westward of Sombrero Key Light, is in depths of 19 to
22 feet in the channel northeastward of the light at the
west end of the keys. Newfound Harbor Channel to
the northward is clearly dened by the appearance of the
water and is marked by a light and daybeacons. A strong
current sets fair with the channel. In 1983, the reported
controlling depth was 4 feet to the western of two bridges
at the head, 3.4 miles above the entrance. Clearances at
the bridges are 15 feet under the westerly span and 9 feet
under the easterly span.
(105) A marina is on the west side of Big Pine Key about
0.25 mile south of the easterly span. Gasoline, diesel fuel,
water, ice, marine supplies, a 2½-ton forklift and minor
hull and engine repairs are available. In 1981, a depth of
3 feet was reported available to the marina.
(106) A marina on the east side of Little Torch Key, just
south of the westerly span, provides berths with electricity,
gasoline, diesel fuel, water, ice and a launching ramp. In
1991, depths of 4 feet were reported in the approach with
10 feet alongside the berths.
(107) A restricted area is between Big Pine Key and Little
Torch Key due to the presence of high-tension power
lines. (See Notice to Mariners and latest edition of charts
for limits and note.)
(108) In 1983, a 3-foot spot was reported between the
entrances to Newfound Harbor and Niles Channels, about
0.45 mile west of Newfound Harbor Channel Entrance
Light 2 in about 24°37'09"N., 81°24'55"W.
(109) Niles Channel, 18 miles westward of Sombrero Key
Light, is the best channel from the Straits of Florida to the
Gulf of Mexico between Bahia Honda Channel and Key
West. The reported controlling depth, in 1983, was 4 feet
from Hawk Channel through Niles Channel and Cudjoe
Channel to the Gulf. The south entrance to Niles Channel
is the narrowest part of two channels and is marked by
private stakes. The xed highway bridge crossing Niles
Channel has a clearance of 40 feet. The approach spans
of the former highway bridge immediately southward are
used as shing piers; the piers extend 10 feet into either
side of the navigation channel and are marked on the
channelward ends by lights. Caution should be exercised
to avoid pilings on the north side of the bridge. A rocky
shoal extends northward from about 350 yards from the
bridge.
(110) Looe Key Management Area (Looe Key National
Marine Sanctuary) has been established to protect and
preserve the coral reef ecosystem and other natural
resources of the waters surrounding Looe Key, about 6
miles south-southeast of Summerland Key. (See 15 CFR
922, chapter 2, for limits and regulations.)
(111) Kemp Channel, about 2 miles westward of Niles
Channel, is between Summerland Key to the east and
Cudjoe Key to the west. This channel is highly used by
local boaters. In 1986, a reported controlling depth of 3
352 ¢ U.S. Coast Pilot 4, Chapter 11 25 AUG 2024
feet was in the entrance, and 5 feet was in the channel.
The channel is marked by daybeacons to the highway
bridge. Strangers should seek local knowledge before
transiting this area.
(112) U.S. Route 1 highway bridge crossing Kemp
Channel, about 2.7 miles above the entrance, has a xed
span with a clearance of 15 feet. A pedestrian bridge in
ruins is adjacent to the xed bridge; caution is advised.
(113) A small marina is near a conspicuous 100-foot
agpole at the south end of Cudjoe Key. Gasoline, limited
marine supplies and provisions are available; the marina
is limited to shallow draft boats.
(114) Bow Channel, about 4 miles westward of Niles
Channel and northward of American Shoal Light, leads
northward between Sugarloaf Key and Cudjoe Key. The
channel is marked by daybeacons from Hawk Channel for
about 1.6 miles and private daybeacons for another 1.4
miles. Two xed bridges across the channel, one highway
and one pedestrian, have least clearances of 8 feet vertical
and 24 feet horizontal. Currents are strong and set fair
with the channel, north with the ood and south with the
ebb. The channel is not recommended for a draft of over
2 feet without a pilot. The reported controlling depths,
in 1983, were 4 feet from Hawk Channel to the highway
bridge, thence 3 feet to the Gulf of Mexico via Johnston
Key Channel. Cudjoe Bay, eastward of the channel, offers
fair holding ground for shing boats.
(115) A small marina at the southwest end of the bridge
has berths, gasoline, water, ice, marine supplies and a
launching ramp. A marina on the southwestern side of
Cudjoe Key about 0.5 mile south of the eastern end of the
bridge is reached through a canal reportedly marked by
private daybeacons. Berths, electricity, gasoline, diesel
fuel, water, ice, limited marine supplies, engine repairs
and a launching ramp are available.
(116) American Shoal Light (24°31'33"N., 81°31'03"W.),
19 feet above the water, is shown from a small platform
on a steel pile. The brown octagonal skeleton tower close
west of the light is abandoned; extreme caution advised.
(117) Ninefoot Shoal Light (24°34'09"N., 81°33'07"W.),
18 feet above the water, is shown from a diamond-shaped
dayboard on a dolphin.
(118) Saddlebunch Harbor, 10.5 miles eastward of Key
West, is a good hurricane anchorage for small craft. The
northwest end of the harbor is obstructed by a line of
submerged pilings. The harbor is marked by private
daybeacons.
(119) Geiger Key, about 1 mile west of Saddlebunch
Harbor, has a marina on the east side about 1 mile south
of U.S. Route 1 highway bridge. Berths, gasoline, water,
ice, limited marine supplies and a launching ramp are
available.
(120) Stock Island Channel, entered about 12.4 miles
west-southwestward of American Shoal Light, leads
from the Straits of Florida to a point in Hawk Channel
just southward of Boca Chica Channel and the entrance
to Safe Harbor. The entrance is marked by a light and the
channel by a daybeacon.
(121) Boca Chica Key, 5 miles eastward of Key West,
is the site of the Key West U.S. Naval Air Station. A
naval restricted area extends about 150 yards from the
shoreline along a portion of the northeast side of the Naval
Air Station. (See 33 CFR 334.610, chapter 2, for limits
and regulations.) Boca Chica Channel, with a reported
controlling depth of 9 feet in 2000, from Hawk Channel
to the naval air station basin on the west side of the key,
is marked by a light at the entrance, thence by lights and
daybeacons. An overhead power cable has a clearance
of 60 feet across the channel. The basin provides a good
hurricane anchorage for small vessels in emergencies
only.
(122) A restricted area is off the southwest end of Boca
Chica Key. (See 33 CFR 334.610, chapter 2, for limits
and regulations.)
(123) Two auxiliary channels marked by private daybeacons
lead off Boca Chica Channel. Channel A leads northwest
just north of Boca Chica Channel Daybeacon 5. A large
boatyard has an entrance on the west side of the channel
between Daybeacon 5A and an overhead cable. Transient
berths, hull and engine repairs, water, ice diesel fuel and
an open-end travel lift that can haul sail and motor vessels
to 75 feet and 60 tons are available.
(124) A marina is north of the overhead cable which has an
authorized clearance of 25 feet at this point. Water, ice,
gasoline and hull and engine repairs are available.
(125) In 1986, the reported controlling depth was 6 feet to
Daybeacon 5A and then 5 feet to the marina.
(126) Channel B leads northwest from opposite Boca
Chica Channel Light 8 toward the Route U.S. 1 bridge.
In 1986, the reported controlling depth was 4 feet.
(127) A marina in the northwest corner by highway U.S. 1
has transient berths, hull and engine repairs and gasoline.
The following conditions were reported in 1986. Boats
proceeding to the marina will nd deeper water and avoid
obstructions, after passing Daybeacons 6B and 7B, nearer
the highway to a point near a boat ramp at the highway,
then angling southwest to a spit and following the spit
to the marina entrance. Small boats heading north of the
highway via the Boca Chica Channel usually pass through
at the western end of the bridge where the clearance is
less and the water is deeper. Boats passing under the
high rise center of the bridge will nd shallower water
immediately north of the bridge.
(128) Safe Harbor, 4 miles eastward of Key West, is a
medium-draft harbor on the south side of Stock Island,
under the jurisdiction of the Monroe County Port
Authority. Conspicuous objects include the stack and
tanks at a powerplant and desalination plant on the east
side, and a large red dry-storage building at a marina on
the southeast end of Stock Island.
(129) The harbor is entered from Hawk Channel through
a privately dredged channel. A light marks the approach,
and lights and a daybeacon mark the channel.
(130) The piers, with dolphins, on the east side of the
harbor near the entrance, are used by barges to unload
25 AUG 2024 U.S. Coast Pilot 4, Chapter 11 ¢ 353
petroleum products for the power and desalination plants.
Depths of 18 feet are reported alongside the piers.
(131) The piers on the east and west sides of the harbor
are used by cold storage and seafood packing plants;
numerous shrimp boats tie up alongside the nger piers.
(132) A boatyard on the west side at the head of the harbor
has a mobile hoist that can handle craft to 60 tons. Diesel
fuel, water and ice are available. In 1982, a depth of 30
feet was reported alongside the piers at the yard; 300 feet
of berthing space was available. A marina on the east side
at the head of the harbor has transient berths, electricity,
water, ice and marine supplies; hull, engine and radio
repairs are available. In 1991, the depth alongside the
facility was reported to be 18 feet. A facility serving
shrimpers and other commercial vessels on the east side
of the harbor, just north of the electric plant, has water,
ice, diesel fuel and electricity available.
(133) A privately dredged spur channel east of Safe Harbor
leads to a large marina on the southeast end of Stock
Island. The channel is marked by private daybeacons.
Berths, gasoline, diesel fuel, water, ice, electricity, a
launching ramp and storage are available. A forklift can
haul out craft to 25 feet for hull and engine repairs. The
dockmaster can be contacted on VHF-FM channel 16.
(134) Cow Key Channel, between Stock Island and Key
West, is narrow and marked by private daybeacons. A
shoal that bares is about 0.2 mile south-southwest of the
southwest point of Cow Key. Mariners are advised to
seek local knowledge before entering the channel. Two
xed bridges with a least clearance of 36 feet horizontal
and 9 feet vertical cross the channel between the keys. An
overhead cable crosses the channel with a least clearance
of 25 feet. The channel north of the highway bridges is
unmarked and difcult to follow.
(135) Prominent on Stock Island are three radio antennas
and a deteriorating drive-in movie screen. Scuba tanks
can be lled at a diving facility on the east side of the
channel at the bridges. An adjacent marina has berths,
water, ice, limited supplies and a launching ramp.
Another marina is on Stock Island about 0.5 mile north of
the bridges; berths, gasoline, storage and marine supplies
are available. A forklift can haul out boats to 25 feet for
engine repairs.
(136) Boats can avoid the restricted passage of Cow Key
Channel by using Garrison Bight Channel to the north
end of Fleming Key, thence sailing easterly north of
Sigsbee Park to a dredged channel east of Sigsbee Park,
and then following the dredged channel to the marina.
(137)
Key West Harbor
(138) Key West Harbor is 134 miles and 151 miles
southwestward of Miami Harbor via the inside and
coastwise routes, respectively. The harbor proper lies in
front of the city of Key West, protected on the eastern side
by the island and on the other sides by reefs and sand ats
and by Wisteria Island and Tank Island. The harbor is
entered through breaks in the reef by several principal
channels with depths of 13 to 34 feet and by several minor
channels.
(139) Key West, on the island of the same name near
the western end of the Florida Keys, is a winter resort.
Tourism is one of the leading industries. Cruise ships
frequently call here, and the harbor is a safe haven for
any vessel.
(140)
Prominent features
(141) Easy to identify when standing along the keys are
300-foot-high radio towers about 0.3 mile eastward of
Fort Taylor, the hotel 0.3 mile south of Key West Bight,
the cupola close south of the hotel, a white spherical radar
dome, and a 110-foot-high abandoned lighthouse, 0.5
mile east-northeastward of Fort Taylor. Numerous tanks,
lookout towers and masts are prominent but difcult to
identify. Also conspicuous is a white radar dome and
an aerobeacon on Boca Chica Key and the aerobeacon
at Key West International Airport. From southward,
several apartment complexes, condominiums and hotels
on the south shore extending from just west of Key West
International Airport to the abandoned lighthouse are
prominent.
(142) Sand Key Light (24°27'21"N., 81°52'38"W.), 40
feet above the water, is shown from a skeleton tower. An
abandoned white square pyramidal skeleton tower is in
the vicinity; extreme caution advised.
(143) Sand Key is surrounded by a section of the Area
To Be Avoided Off the Coast of Florida. See Area To
Be Avoided Off the Coast of Florida, indexed as such,
chapter 3.
(144)
Channels
(145) Main Ship Channel is the only deep-draft approach
to Key West. Federal project depth is 34 feet from the
Straits of Florida to a turning basin off the Naval Air
Station Truman Annex Mole and inside the annex basin,
thence 30 feet to an upper turning basin off Key West
Bight, and thence 12 feet to and including a turning basin in
the bight. For detailed channel information and minimum
depths as reported by the U.S. Army Corps of Engineers
(USACE), use NOAA Electronic Navigational Charts.
Surveys and channel condition reports are available
through a USACE hydrographic survey website listed in
Appendix A. The channel from the entrance to the upper
turning basin is marked by lighted ranges and other aids
to navigation. Spoil areas are west of the channel.
(146) Northwest Channel is a medium-draft passage
between Key West Harbor and the Gulf of Mexico.
Intermittent shoaling exists along the length of the
channel. Vessels can pass directly across the reefs from
the Gulf to the Straits of Florida by way of Northwest
Channel and Main Ship Channel. The Gulf end of the
channel is shifting westward.
(147) The jetties on either side of the Gulf entrance to
Northwest Channel are 0.3 to 0.5 mile from the centerline
354 ¢ U.S. Coast Pilot 4, Chapter 11 25 AUG 2024
of the channel, and only the outer part of the east jetty
shows above low water. The northwest end of the east jetty
is marked by a light. Mariners should exercise caution to
avoid the submerged jetties in Northwest Channel. The
channel is marked by lighted and unlighted buoys, lights
and daybeacons. The pilings and skeletal structure of a
former lighthouse are about 0.3 mile southwestward of
the south end of the west jetty.
(148) Smith Shoal, about 4.5 miles northward of the
northern entrance to Northwest Channel, is covered 11
feet and marked on its northeast end by Smith Shoal
Light (24°43'06"N., 81°55'18"W.). The light also marks
the northern approach to the channel and is shown 54
feet above the water from a small black house on a
white, hexagonal, pyramidal skeleton tower on a three-
legged jacket. A relatively at-topped coral head, covered
by a least depth of 11 feet, is about 3.3 miles west-
southwestward of the light.
(149) Southwest Channel is a deep unmarked approach
to Key West from the southwest. Local knowledge is
advised.
(150) West Channel, a passage leading westward from
Key West between the keys and outer reefs, is deep but
unmarked. It is used by shrimp boats and small craft
bound toward the Dry Tortugas. Local knowledge is
advised.
(151) Calda Channel leads northward from Man of War
Harbor to the open waters of the Gulf. The channel is
narrow and crooked but is well marked by daybeacons and
a light at the northerly end. In 1983, the controlling depth
was reported to be 3 feet, except for shoaling close to the
aids marking the channel. In 1992, severe shoaling was
reported to extend into the channel between Daybeacon 6
and Daybeacon 8. The channel should be used only with
local knowledge and during good visibility.
(152) Garrison Bight Channel, a well-marked dredged
channel, leads from Man of War Harbor around the north
end of Fleming Key, thence south for about 1.8 miles,
thence east to Trumbo Point, thence into a turning basin
just inside the entrance of Garrison Bight. An overhead
power cable crosses the entrance and the northerly part
of the bight; clearances are 50 feet at the entrance and 34
feet elsewhere. Mariners are advised to use caution when
approaching the overhead power cable because high
voltage arcing is reported to occur between the powerline
and sailboat masts. A privately dredged channel leads
from the turning basin to a basin in the southwesterly part
of the bight. The channel was reported to be shifting; local
knowledge is advised. A causeway bridge, with a 44-foot
span and a clearance of 19 feet, crosses the southwesterly
part of the bight.
(153) Garrison Bight can also be reached via an unmarked
channel, locally known as Fleming Key Cut, which leads
from Man of War Harbor eastward between Fleming Key
and the north shore of Key West to the junction with
Garrison Bight Channel at Trumbo Point. A depth of
about 6 feet can be carried to the junction. Fleming Key
Cut is reported to have very strong tidal currents and is
not recommended for low-powered vessels. The channel
is crossed by a 42-foot xed span highway bridge with a
clearance of 18 feet that connects Fleming Key with Key
West. Garrison Bight has excellent small-craft facilities;
these are described later in the chapter.
(154)
Anchorages
(155) The best anchorage for vessels up to 150 feet long is
north of the city in Man of War Harbor where depths are
14 to 26 feet. Mariners should exercise caution to avoid
the visible and submerged wrecks in the harbor. The
anchorage is protected against heavy seas by Frankfort
Bank and Pearl Bank on the west and Fleming Key
on the east. Small craft usually anchor east of Wisteria
Island, to the west of the main ship channel. Anchoring
in the vicinity of Key West Bight Channel Light 2,
between Key West Bight Channel and the shoreline, is not
recommended because of poor holding ground, strong
currents and obstruction of the dock approaches.
(156) Vessels can anchor west of the city, outside of the
federal channel and upper turning basin, in depths of 20 to
26 feet, taking care, however, to avoid the reefs that rise
abruptly in some places along the edges of the channels.
The outer anchorages are southwest of Fort Taylor is
somewhat exposed, but have depths of 20 to 35 feet and is
safe for vessels with good ground tackle. The anchorage
area at Key West is one of the best for large vessels south
of Chesapeake Bay.
(157)
Dangers
(158) Naval restricted areas are off the south, west and
north sides of Key West. Another restricted area extends
about 150 yards from the shoreline around Fleming
Key. (See 33 CFR 334.610, chapter 2, for limits and
regulations.)
(159) A naval explosives anchorage is about 2.5 miles
southwestward of Key West. (See 33 CFR 110.189a,
chapter 2, for limits and regulations.)
(160) Sand Key is surrounded by a section of the Area
To Be Avoided Off the Coast of Florida. See Area To
Be Avoided Off the Coast of Florida, indexed as such,
chapter 3.
(161) A naval operating danger area is in the Straits of
Florida and Gulf of Mexico westward of Key West; see
33 CFR 334.620, chapter 2, for limits and regulations.
(162)
Caution
(163) Craft approaching Key West, Boca Chica and Safe
Harbor from the eastward through Hawk Channel should
be mindful that submerged rocks and reefs extend up to
0.6 mile off the keys and give little or no indication of
their presence under certain conditions.
(164) Fishermen operating from the Florida Keys,
particularly Key West, routinely use stakes to mark
otherwise unmarked channels that they use as short cuts
or for safe passage in rough weather. These stakes are not
removed when the channels change or fall into disuse.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 11 ¢ 355
Visitors to the keys should use these channel markers
with caution.
(165) The area west of the Main Ship Channel is part of
the Key West National Wildlife Refuge.
(166)
Current
(167) A westerly current, counter to the prevailing easterly
set of the Gulf Stream, at times exceeding 3 knots, has
been reported in the vicinity of Key West Entrance
Lighted Whistle Buoy KW. In the southerly approaches
to Key West within the 10-fathom curve just inside the
entrance to the main channel, the tidal currents are weak
and variable. In the main channels west of Fort Taylor,
the ood (northerly) and ebb (southerly) currents are 2
knots and 3 knots, respectively. North of Key West, in the
upper turning basin and Northwest Channel, the currents
are somewhat less. Daily predictions for Key West are
available from the Tidal Current prediction service at
tidesandcurrents.noaa.gov, however, both the time and
velocity of the tidal current are inuenced by the winds.
Very strong currents have been reported in the channel
between Fleming Key and Key West.
(168)
Weather, Key West and vicinity
(169) Key West has a notably mild, tropical maritime
climate where winters are mild and summers pleasant
thanks to the Gulf Stream and the prevailing easterly
trade winds. The differences in maximum and minimum
temperatures are about 10°F (5.6°C) on the average.
There is no record of frost, ice, sleet or snow at Key West,
and on 49 days annually, on the average, the temperature
reaches 90°F (32.2°C) or more. It has never reached
100°F (37.8°C). The extreme maximum temperature for
Key West is 95°F (35°C) recorded most recently on
August 31, 1957. The average high temperature for Key
West is 83°F (28.3°C) while the average low is 73°F
(22.8°C). The extreme minimum temperature for Key
West is 41°F (5°C) recorded on January 13, 1981.
(171) From December through April, sunshine is abundant
and less than 25 percent of the average annual rainfall is
recorded, usually as brief showers, in advance of cold
fronts. From June through October numerous showers
and thunderstorms provide more than 50 percent of the
precipitation recorded each year. Heaviest amounts are
often associated with easterly waves or the more organized
tropical cyclones. The average annual precipitation for
Key West is 40 inches (1,016 mm). September is the
wettest month averaging nearly 6.5 inches (165.1 mm),
and February is the driest averaging just 1.5 inches (38.1
mm).
(172) If a tropical cyclone is considered a threat when it
moves within 50 miles (93 km) of Key West, then an
average of 1 tropical cyclone threat every three years
is the normal. While tropical cyclones can develop
in any month they are most likely in this region from
June through November. Even within that period there
are uctuations. Since 1886, only one tropical cyclone
has produced signicant effects during July. The threat
resumes in August, as storms originating east of the
Antilles tend to enter the Gulf of Mexico via Cuba or the
Straits of Florida, instead of recurving northward near
the Bahamas. This threat continues into the peak of the
season; by October the principal threat is as it was in June,
from storms originating in the western Caribbean that
move northward across Cuba. Statistically, hurricane-
force winds can be expected at Key West about once
every 15 years and a frequency of 50-knot winds once
every 5 years on the average.
(173) Tropical cyclone waves affecting these waters are
produced by swell, which advances ahead of the storm,
and sea, which is determined by wind direction, which in
turn is dependent upon the path of the storm. The deep-
water berths outside of North Mole, piers A and B, and
(170)
METEOROLOGICAL TABLE – COASTAL AREA OFF KEY WEST, FLORIDA
Between 23°N to 25°N and 79°W to 83°W
WEATHER ELEMENTS
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
YEARS OF
RECORD
Wind > 33 knots ¹ 0.5 0.5 0.3 0.2 0.1 0.3 0.1 0.2 0.5 0.6 0.5 0.5 0.3
Wave Height > 9 feet ¹ 2.0 2.0 1.9 1.7 1.1 0.8 0.4 0.7 0.7 2.4 2.5 1.9 1.5
Visibility < 2 nautical miles ¹ 0.4 0.4 0.3 0.2 0.3 0.5 0.2 0.4 0.4 0.7 0.3 0.4 0.4
Precipitation ¹ 2.8 2.6 1.8 1.4 2.5 3.7 2.3 2.9 3.9 4.6 2.9 2.6 2.8
Temperature > 69° F 70.1 69.7 81.9 95.2 99.7 99.9 99.9 100.0 99.9 99.3 93.3 77.1 90.9
Mean Temperature (°F) 72.2 72.4 74.3 76.8 79.7 82.2 83.7 84.0 83.2 80.5 76.9 73.5 78.5
Temperature < 33° F ¹ 0 0 0 0 0 0 0 0 0 0 0 0 0
Mean RH (%) 78 78 78 77 78 79 77 77 79 78 77 77 78
Overcast or Obscured ¹ 12.8 11.7 9.8 7.2 9.4 12.9 6.8 7.1 10.1 12.4 10.4 12.3 10.2
Mean Cloud Cover (8
ths
) 3.8 3.7 3.5 3.4 3.7 4.2 4.0 4.0 4.3 4.3 4.0 4.0 3.9
Mean SLP (mbs) 1019 1018 1017 1017 1015 1016 1017 1016 1014 1014 1017 1019 1017
Ext. Max. SLP (mbs) 1038 1036 1035 1035 1031 1032 1030 1029 1030 1031 1034 1037 1038
Ext. Min. SLP (mbs) 997 1000 997 998 1000 997 1004 1002 996 991 1000 1000 991
Prevailing Wind Direction E E E E E E E E E E E E E
Thunder and Lightning ¹ 0.5 0.7 0.5 0.6 2.0 3.0 4.8 5.0 5.9 3.2 1.2 0.6 2.4
¹ Percentage Frequency
356 ¢ U.S. Coast Pilot 4, Chapter 11 25 AUG 2024
Municipal Wharf (Mallory Wharf) are all badly exposed
to swells from the southwest. The berths at Naval Air
Station Truman Annex are well protected from wave
action. The piers off the turning basin north of Key
West Bight are affected by waves generated in Man of
War Harbor by northerly winds. These conditions can
occur in cold winter outbreaks as well as hurricanes. The
anchorages in this harbor are protected from sea and swell
by the shallow reef north of the turning basin. Key West
Bight is sheltered by Stone Mole, and Garrison Bight is
also protected from wave action from all quarters. At Safe
Harbor, Stock Island, sea and swell from the southern
quadrant will cause heavy surf at the harbor entrance;
during southerly winds a seiche of 2 to 3 feet (1 m) inside
the harbor is possible.
(174) Storm tides are worst, usually, when an intense
hurricane approaches Key West from the Caribbean,
passing close to the west. On three occasions since 1900
the streets of the Old Town (greater than 3 m MSL) have
been ooded by such storms. The height of the expected
surge will appear in the hurricane warnings. However,
there is a large variability in surge heights along the
Florida Keys due to their physical characteristics. Tidal
currents are considerably magnied by the wind and
surge generated by a tropical cyclone. This is particularly
evident along the deep western shores where effective
storm surge drainage has the advantage of reducing tide
heights at main berthing facilities.
(175) For masters of deep-draft vessels, shortages of tug
power and lack of protected anchorages and piers at Key
West makes an early assessment of a tropical cyclone
threat essential. This is best accomplished by using the
forecasts in conjunction with climatology. This detailed
climatology, as well as the foregoing text and a study of
evasion tactics, can be found in the Hurricane Havens
Handbook for the North Atlantic Ocean (further details
in chapter 3.) Under the present port circumstances,
evasion at sea is the recommended course of action for all
seaworthy, deep-draft vessels capable of making 15 knots
or more when the port is under threat from a hurricane or
an intense tropical storm (50–63 knots).
(176) The National Weather Service maintains an ofce at
the Key West International Airport. Barometers can be
compared and weather information obtained by telephone
or website. (See Appendix A for address)
(177)
Pilotage, Key West
(178) Pilotage is compulsory for all foreign and U.S.
vessels under register in the foreign trade drawing more
than 7 feet (including tugs, barges, and tows) bound
for or from Key West Harbor, Key West anchorages,
and Key West channels. Pilotage is optional for U.S.
mechanically-propelled vessels in the coastwise trade
that have on board a pilot properly licensed by the Federal
Government.
(179) Pilotage is available from Key West Bar Pilots
Association, P.O. Box 848, Key West, FL 33041,
telephone 305–296–5512.
(180) The Pilot Station is at the northeast end of Front
Street, Key West. Pilot Station monitors VHF-FM
channels 16 and 14 (when expecting trafc). The 39-
foot pilot boat has a gray hull with black trim and gray
superstructure with the word PILOT on the side. The 40-
foot pilot boat has a green hull and white superstructure
with the word PILOT on the side. Occasionally other
boats may be used. Pilots board day or night 2 miles south
of Key West Harbor Entrance Lighted Whistle Buoy KW
(24°27'26"N., 81°48'00"W.).
(181) Vessels being boarded should maintain 8 knots and
provide a good lee with the ladder 3.34 feet (1 meter) –
(not dragging) above the water. Seas should be slightly
aft of the weather beam. Arrangements for pilots are made
through the above telephone or through ships’ agents. A
minimum 24-hour notice of time of arrival is requested;
however, pilots will still attempt to service vessels with
less time of notice.
(182) The operational guidelines in the Port of Key West
are exible due to changing conditions, different stages
of current, tide, bottom shoaling, weather and the change
in acceptable risk in emergency situations, Key West
being a port of emergency entry as well as a cruise ship
port of call and a naval station. The main guideline is a
knowledge of seamanship and the port on the part of the
pilot and communication of this to the vessel’s master for
guidance.
(183) Certain rules of thumb are sometimes used. These
are:
(184) 1. Not over 10-foot draft of 250-foot length for
transiting Northwest channel, daylight only.
(185) 2. Not over 10-foot draft or 250-foot length for
entering safe Harbor, Stock Island, under normal
conditions.
(186) 3. Tankers docking at Pier D-2 North should do so
on or near at slack water, daytime only, with at least two
tugs, one for port bow, one for aft, docking starboard
side to. Deep draft limited to 25.7 feet. Sailing should be
daytime only, on or near slack water, with two tugs.
(187) 4. Naval men of war with their sonar dome in the
bow may dock at Pier D-2 North, starboard side to, with
deep draft limited to 26 feet. If possible, the same current
restrictions as for tankers should be used.
(188) 5. All vessels should be limited to not over 29
foot-deep draft, dependent on tide. Some piers require
shallower drafts and length limitations. Poorly handling
ships may be restricted even further in draft, and very
large poorly handling ships may be restricted to daylight
only and in not over 25 knots wind.
(189) 6. Tug assistance may be needed at berths in Key
West, even with twin screw bow thrustered ships, due to
wind and current. Tugs, however, are not provided, plan
ahead if needed.
(190) 7. Key West Harbor is under the International Rules
of the Road.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 11 ¢ 357
(191)
Security Calls
(192) All vessels 65 feet or greater and all tugs with tows
on entering or leaving Key West Harbor or the Key West
Main Ship Channel shall give Security Calls on VHF-FM
channels 16 and 13.
(193)
Towage
(194) There are no tug boats in Key West.
(195)
Quarantine, customs, immigration and agricultural
quarantine
(196) (See chapter 3, Vessel Arrival Inspections, and
Appendix A for addresses.)
(197) Quarantine is enforced in accordance with
regulations of the U.S. Public Health Service. (See Public
Health Service, chapter 1.) The quarantine anchorage is
in Man of War Harbor if size and draft of vessel permit;
larger vessels anchor in the outer harbor.
(198) Public and private hospitals are at Key West.
(199) Key West is a customs port of entry.
(200)
Coast Guard
(201) Key West Coast Guard Station is at Pier D-2 on the
northwest side of Key West.
(202)
Harbor regulations
(203) The City of Key West Port Operations Ofce has
direct supervision of city docks, properties, moorings
and anchorages. The City of Key West Port Operations
Ofce also collects city property port dues. The ofce
telephone number is: 305–809–3790. A 5-mph speed
limit is enforced in Garrison Bight and in all constricted
channel areas.
(204) In the Main Ship Channel, not more than one vessel
shall be in the reach of the channel between Lighted
Buoys 23 and 25. Vessels in this reach shall have the
right-of-way over vessels departing the Truman Annex
Basin.
(205) The reach of the channel from Lighted Buoys 14
and 15 to the north end of the Truman Annex Mole shall
be kept clear except for vessels able to proceed to their
berths without delay. Vessels shall not lie to in this reach
of the channel. If a vessel is unable to proceed because
of harbor congestion, she shall pull aside to the westward
and lie to in safe water. No passing is permitted in this
reach of the channel.
(206) Vessels shall not overtake or pass in the following
areas: between Buoys 2 and 3, in the passage from
Western Triangle and Eastern Triangle to Buoys 7 and 8,
and in the passage from Buoy 9 to Buoys 14 and 15.
(207) It is permissible to pass in Cut A Range reach
between Buoys 7 and 12 after making proper signals,
but extreme caution is mandatory when passing in the
narrow reaches of the channel.
(208) Vessels that will be delayed in berthing shall notify
vessels astern of that fact in order that they may proceed.
(209) Nothing in the above shall relieve masters or
commanding ofcers of their responsibilities for
observing the Navigation Rules and the practice of good
seamanship.
(210)
Wharves
(211) Municipal Wharf, also known as Mallory Wharf
(24°33'35"N., 81°48'28"W.), is 870 feet long and has a
deck height of about 7 feet. The northerly half is privately
owned by a condominium development. The southerly
half is operated by the City of Key West Port Operations
Ofce as a cruise ship terminal. Two mooring dolphins
off the wharf face provide a total of 464 feet of berthing
space with reported depths of 26 feet alongside. For
detailed channel information and minimum depths as
reported by the U.S. Army Corps of Engineers (USACE),
use NOAA Electronic Navigational Charts. Surveys and
channel condition reports are available through a USACE
hydrographic survey website listed in Appendix A.
Potable water is available with advance arrangements.
Large vessels must depart the berth 45 minutes before
sunset except in emergency or by special arrangement
with the City of Key West Port Operations Ofce.
(212) Pier B (24°33'22"N., 81°48'33"W.) is another
deepwater berthing facility operated by the Pier B
Development Corporation. It has a face of 483 feet with
a mooring dolphin to the north of the dock. Maneuverable
ships up to 1,040 feet have docked at this berth. The pier
has a deck height of about 9 feet.
(213) The Outer Navy Mole (24°33'17"N., 81°48'39"W.),
another deepwater berth, has a face of 580 feet and a deck
height of 7 feet. Sometimes the mole is used to dock
vessels up to 1040 feet in length, by directions of the City
of Key West Port Operations Ofce.
(214) Municipal Wharf, Pier B and the Outer Navy Mole
are available for emergency dockage. Contact the Key
West Pilots Association, ship’s agent, or the City of Key
West Port Operations Ofce for further information.
(215) Commercial sh wharves are in Safe Harbor. Charter
boats and yachts use Key West Bight, Garrison Bight and
Stock Island.
(216)
Supplies
(217) Gasoline, diesel fuel, water, ice, provisions and
marine supplies can be obtained in Key West.
(218)
Repairs
(219) There is a small repair yard at Key West on the west
side of Garrison Bight. Lifts to 30 tons and hull, engine,
electrical and electronic repair facilities are available.
Above-the-waterline repairs can also be made to larger
vessels. In 1991, shoaling to 3½ feet was reported at the
entrance to the yard, with 5 feet available inside.
(220)
Small-craft facilities
(221) Berths, electricity, water, ice and some marine
supplies are available at Key West. Gasoline and diesel
358 ¢ U.S. Coast Pilot 4, Chapter 11 25 AUG 2024
fuel are available in Garrison Bight and Key West Bight.
A pumpout facility is at a marina in the southwestern part
of Key West Bight. Hull, engine, electrical and electronic
repairs can be made. Small craft berths are available at
several marinas in Key West Bight, in Garrison Bight
at the Municipal Marina or at Key West Yacht Club,
which are at the southwest and eastern ends of the bight,
respectively. A causeway across the southwestern part of
Garrison Bight has a small-craft opening. The highway
bridge over the opening has a 44-foot xed span with a
clearance of 19 feet at the center. An overhead power
cable crossing the northern part of Garrison Bight and
the entrance has a clearance of 50 feet over the entrance
and 34 feet elsewhere. Anchoring or mooring in Garrison
Bight, except in an emergency or as a shelter during bad
weather, is not permitted. Public small-boat ramps are in
Garrison Bight, at the foot of Simonton Street and at the
south end of Bertha Street.
(222)
Communications
(223) There are no rail connections at Key West. Movement
of freight in and out of the port is by vessel or truck. The
Overseas Highway (U.S. Route 1) connects the city with
Miami and points north, and there is air service to Miami.
Bus service is available to mainland points.
(224) Information about the Florida Reefs west of Key
West and the Gulf of Mexico is contained in United
States Coast Pilot 5, Gulf of Mexico, Puerto Rico, and
Virgin Islands.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 11 ¢ 359
360 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
36°N
34°N
32°N
30°N
28°N
26°N
82°W
LAKE OKEECHOBEE
Cape Fear
Cape Hatteras
Savannah
Miami
74°W
80°W
St. Augustine
Norfolk
78°W
11428
Chart Coverage in Coast Pilot 4—Chapter 12
NOAA’s Online Interactive Chart Catalog has complete chart coverage
http://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml
VIRGINIA
NORTH CAROLINA
SOUTH CAROLINA
GEORGIA
Jacksonville
Jacksonville
Elizabeth City
Cape Lookout
Charleston
FLORIDA
ATL ANTIC OCEAN
Wilmington
76°W
Key West
ST. LUCIE INLET
Cape Canaveral
25 AUG 2024
U.S. Coast Pilot 4, Chapter 12 ¢ 361
Intracoastal Waterway
(1) The part of the Intracoastal Waterway described
here is the toll-free “canal” that affords continuous
protected passage behind the Atlantic Coast and the
Florida Keys for more than 1,243 statute miles between
Norfolk, VA, and Key West, FL. Route 1, the basic route,
follows Albemarle and Chesapeake Canal to Albemarle
Sound; Route 2, the alternate route, is through Dismal
Swamp Canal to the sound.
(2) Also described in this chapter is the Okeechobee
Waterway, which junctions with the Intracoastal
Waterway in St. Lucie Inlet.
(3) The Intracoastal Waterway is used by commercial
light-draft vessels and tows unable to navigate long
stretches in the open ocean and by pleasure craft. Small-
boat and recreation facilities are found along the waterway.
Supervision of the waterway’s construction, maintenance
and operation is divided among ve U.S. Army Corps
of Engineers (USACE) Districts (Norfolk, Wilmington,
Charleston, Savannah and Jacksonville) whose district
ofce addresses are listed in Appendix A.
(4)
Mileage
(5) The Intracoastal Waterway (ICW) mileage is zeroed
at 36°50.9'N., 76°17.9'W., off the foot of West Main
Street, Norfolk, VA, and progresses southward to ICW
Mile 1243.8 at Key West, FL, in 24°33.7'N., 81°48.5'W.
(6) Distances along the Intracoastal Waterway are in
statute miles to facilitate reference to the small-craft
charts; all other distances are nautical miles. A conversion
table, to aid in converting nautical miles to statute miles
or vice versa, can be found at the end of chapter 1.
(7)
Channels
(8) The Federal project for the Intracoastal Waterway
via Albemarle and Chesapeake Canal provides for a least
depth of 12 feet from Norfolk, VA (ICW Mile 0.0), to Fort
Pierce, FL (ICW Mile 965.6), thence 10 feet to Miami,
FL (ICW Mile 1089.0), and thence 7 feet to Key West, FL
(ICW Mile 1243.8). The Miami to Key West section of the
waterway has been completed only as far as Cross Bank
(ICW Mile 1152.5); the remainder has been deferred for
restudy. Although no work has been performed on this
section of the waterway, a channel, marked in accordance
with ICW markings, leads from Cross Bank to Big Pine
Key along the northwesterly side of the Florida Keys.
At Big Pine Key, the waterway bifurcates going north
through Florida Bay or south through Hawk Channel
to Key West. The channel is exposed to winds from the
northwest—consult the U.S. Army Corps of Engineers
for controlling depths.
(9) The alternate route of the Intracoastal Waterway
through the Dismal Swamp Canal and the Okeechobee
Waterway is described later in this chapter.
(10)
Bridges
(11) The minimum overhead clearance of xed bridges
over the Intracoastal Waterway is 56 feet at the Julia
Tuttle Causeway at Miami, Mile 1087.1.
(12) General drawbridge regulations and opening signals
for bridges over the Intracoastal Waterway are given in 33
CFR 117.1 through 117.49, chapter 2. Special drawbridge
regulations for certain bridges that supplement the general
regulations are referenced with the area description of the
waterway.
(13) As a public service and to assist in the management
and safety of the Intracoastal Waterway, VHF-FM
channels 13 and 16 are monitored at some of the bridges.
(14)
Overhead cables
(15) The minimum clearance of overhead cables crossing
the Intracoastal Waterway is 68 feet in Snows Cut, Mile
295.8. An overhead cable car at Mile 356.4 has a least
clearance of 67 feet under the low point of travel of the
cabin.
(16)
Caution
(17) When running with a fair tide or in windy weather,
exercise caution when approaching and passing bridges
and sharp turns. Many of the overhead cables over the
waterway carry high voltage, and a margin of safety
should be allowed when weather is unfavorable.
(18)
Locks
(19) Great Bridge Lock (Mile 11.5) is the only lock on the
Intracoastal Waterway between Norfolk and Key West
via Albemarle and Chesapeake Canal. It is 600 feet long
(530 usable), 75 feet wide (72 feet usable) and 16 feet over
the sills and has a lift of 2.7 feet. (See 33 CFR 207.160,
chapter 2, for regulations governing use, administration
and navigation of locks and oodgates.)
(20) Locks on the Dismal Swamp Canal and the
Okeechobee Waterway are described later in this chapter.
(21)
Cable ferries
(22) Cable ferries are guided by cables fastened to
shore and sometimes propelled by a cable rig attached
362 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
to the shore. Generally, the cables are suspended during
crossings and dropped to the bottom when the ferries dock.
Where specic 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.
(23)
Aids to navigation
(24) Intracoastal Waterway aids have characteristic
yellow markings that distinguish them from aids to
navigation marking other waters. (See U.S. Coast Guard
Light Lists or Chart 1 (Nautical Chart Symbols and
Abbreviations) for illustrations of special markings.)
(25) Lights and daybeacons should not be passed close
aboard because those marking dredged channels are
usually placed back from the bottom edge of the channel
and others may have rip-rap mounds around them to
protect the structures.
(26)
Tides
(27) Under ordinary conditions the mean range of tide in
the waterway is from nontidal to about 7 feet. In many
sections, the tide depends on the force and direction of
the wind. Severe hurricanes have raised the water surface
10 feet or more above low water in some localities.
(28)
Cross-currents
(29) Where two streams cross, the current will have a
greater velocity in the deeper channel. This is noticeable
along the Intracoastal Waterway where it follows a
dredged canal cutting across a winding stream. Cross-
currents will also be noticed where either an inlet from
the ocean or a drainage canal enters the waterway.
(30)
Weather
(31) The Intracoastal Waterway affords protection from
the winds and waves of the offshore Atlantic. Land
creates friction that reduces windspeeds by as much
as 30 percent of those over the open sea. Wave heights
are reduced by shallow depths and limited fetch. When
severe weather does strike, shelter is usually close by,
either up a protected river or at a nearby port. However,
navigation becomes more critical in many restricted
reaches along this route, so that weather, as well as tides
and currents, is important. The waterway is covered by
a network of National Weather Service VHF-FM radio
stations that provide continuously updated forecasts and
warnings. Also Coastal Warning Display signals are
located at various places along the Intracoastal Waterway
and connecting channels.
(32)
Small-craft facilities
(33) There are many small-craft facilities along the
Intracoastal Waterway. For isolated places and small
cities, this chapter describes the more important of these
facilities; for large recreational areas, where individual
facilities are too numerous to mention, the information
given is more general. Additional information may be
obtained from the series of small-craft charts published
for the many places and from various local small-craft
guides.
(34)
COLREGS demarcation lines
(35) The lines established for Chesapeake Bay and the
rivers, sounds and inlets of the coasts of Virginia, North
and South Carolina, Georgia and Florida are described in
33 CFR 80.510 through 80.735 and 80.740, chapter 2.
(36)
Norfolk to Elizabeth City
(37) Norfolk, on the east bank of the Elizabeth River
in Norfolk Harbor 26 miles inside the entrance to
Chesapeake Bay, is one of the major ports of the United
States. Supply and repair facilities are available at the
marinas and yacht basins in Norfolk Harbor. A detailed
description of the port is contained in United States
Coast Pilot 3, Atlantic Coast, Sandy Hook to Cape
Henry.
(38) From the City Wharf at the foot of West Main Street
in Norfolk, Mile 0.0, the Intracoastal Waterway follows
the Southern Branch of Elizabeth River to its junction
with Deep Creek where the waterway divides into two
routes. Naval restricted areas are on both sides of the
river. (See 33 CFR 334.290, chapter 2, for limits and
regulations.)
(39) The speed limit is 6 knots from Eastern Branch to
the railroad bridge, Mile 2.6. This bridge has a lift span
with a clearance of 6 feet down and 142 feet up. VHF-
FM channels 16 and 13 are monitored at the bridge. At
Mile 2.8, Jordan (St. Rte. 337) xed highway bridge has a
clearance of 145 feet. The railroad bridge at Mile 3.6 has a
lift span with a clearance of 10 feet down and 135 feet up.
Two bridges cross the waterway at Mile 5.8. The Norfolk
Southern Railway bridge has a bascule span with a least
clearance of 7 feet. The U.S. Route 13 highway bridge
(Gilmerton Bridge), just north of the railroad bridge, has
a lift span with a clearance of 36 feet down and 136 feet
up. Large vessels must exercise caution when making the
turns to these bridges because of the current. VHF-FM
channels 16 and 13 are monitored at these bridges. An
overhead power cable at Mile 6.5 has a clearance of 152
feet, and two overhead cables at Mile 6.9 have clearances
of 161 feet. Interstate Highway Route 64 bascule bridge
at Mile 7.1 has a clearance of 65 feet. (See 33 CFR 117.1
through 117.59 and 117.997 (a) through (e), chapter 2,
for drawbridge regulations.) The bridgetender may be
contacted at 757–545–4685.
(40) The Albemarle and Chesapeake Canal, about 10
miles long, connects Southern Branch of Elizabeth River
with North Landing River.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 363
(41)
Route 1–Via the Albemarle and Chesapeake Canal
to North River
(42) From Mile 7.2 at the entrance to Deep Creek, the basic
route continues through Southern Branch, the Albemarle
and Chesapeake Canal, North Landing River, Currituck
Sound, Coinjock Bay and North Carolina Cut to North
River. The route is well marked and easily followed in
daylight; strangers are advised against running at night.
(43) At Mile 8.1, the remains of a railroad swing bridge
cross the waterway with a horizontal clearance of 80 feet.
In 2013, the US 17/Dominion Boulevard Bridge at Mile
8.8 was under construction. At the entrance of Sykes
Creek, Mile 9.3, there is a small-craft basin that had
reported depths of 5 feet in the approach and alongside the
berths in 1983. Berths with electricity, water, gasoline,
diesel fuel, ice and some marine supplies are available.
A marine railway in the basin can handle craft up to 35
feet for hull and engine repairs. In 1978, submerged piles
were reported in the entrance to Sykes Creek, in about
36°44'02"N., 76°17'08"W.
(44) Great Bridge Lock, Mile 11.5, at the Southern
Branch end of the Albemarle and Chesapeake Canal, is a
tidal guard-lock 600 feet long, 72 feet wide, 16 feet over
the sills and a lift of 2.7 feet. Maximum length of tow
allowed in the lock is 530 feet. Vessels and tows wider
than 45 feet will not be permitted to pass through the
lock without prior permission of the lock operator. Tie-
up dolphins are available at Great Bridge for temporary
mooring when passage through the lock is delayed. There
is no periodic tide southward of the lock; the water level
depends on the force and direction of the winds. All
vessels passing through the lock are required to list their
registry, tonnage and passengers.
(45) The lock operator can be contacted 24 hours a day,
7 days a week on VHF-FM channels 13 or telephone
757–547–3311 for lock information.
(46) Great Bridge, a town on the Albemarle and
Chesapeake Canal at Mile 12.0, has bus connections
with Norfolk. State Route 168 highway bridge across
the canal at the town has a double-leaf bascule span with
a clearance of 8 feet. VHF-FM channels 16 and 13 are
monitored at the bridge. (See 33 CFR 117.1 through
117.59 and 117.997 (e), chapter 2, for drawbridge
regulations.) Tie-up piers for recreation vessels and
dolphins for commercial vessels are available on both
sides of the bridge for temporary mooring up to 48 hours.
(47) A privately owned marina basin is on the south side
of the canal a short distance eastward of Great Bridge. In
2005, a depth of 8 feet was reported alongside the piers in
the basin. Berthage with electricity, water, ice, gasoline,
diesel fuel, pump-out station and marine supplies are
available. A marine railway is available that can handle
craft to 60 feet; hull, engine and electronic repairs can be
made.
(48) From Great Bridge, the Albemarle and Chesapeake
Canal continues eastward almost in a straight line for a
distance of about 7 miles. The State Route 168 Bypass
xed highway bridge with a clearance of 65 feet crosses
the canal at Mile 13.0. The Norfolk Southern Railway
bridge at Mile 13.9 has a bascule span with a clearance of
7 feet. The Centerville Turnpike Bridge at Mile 15.2 has a
swing span with a clearance of 4 feet. (See 33 CFR 117.1
through 117.59 and 117.997(f), chapter 2, for drawbridge
regulations.) A marina with a reported alongside depth
of 7 feet in 2005 is immediately above the bridge on the
north side. Transient berths, electricity, gasoline, diesel
fuel, water, ice, pump-out station, launching ramp and
engine repairs are available. An overhead power cable
with a clearance of 91 feet is at Mile 16.4.
(49) North Landing, Mile 20.2, is a small town at the
junction of Albemarle and Chesapeake Canal and North
Landing River. State Route 165 highway bridge over
North Landing River at North Landing has a swing span
with a clearance of 6 feet. (See 33 CFR 117.1 through
117.59, chapter 2, for regulations.) VHF-FM channel 13
is monitored at the bridge.
(50) North Landing River is narrow and crooked for
a distance of about 9 miles below the Albemarle and
Chesapeake Canal. The worst bends have been bypassed
by dredging through the marshy points; the remaining
bends are usually easy. The old channels through the
cut-off bends have numerous wrecks, partially visible at
mean low water, and some submerged wrecks that are
dangerous to navigation. At West Landing, Mile 22.8,
there is a gasoline dock, open only in summer. At Pungo
Ferry, Mile 28.3, State Route 726 xed highway bridge
across the river has a clearance of 65 feet. A marina just
below the bridge on the east side of the waterway had
a reported alongside depth of 5 feet in 1993. Transient
berths, electricity, water, ice, pump-out station, hull and
engine repairs and a launching ramp are available.
(51) From Mile 30.2, the route is through a dredged cut in
the open waters of North Landing River and Currituck
Sound, thence into Coinjock Bay and through North
Carolina Cut to the head of North River. Munden is a
town on the east side of North Landing River at Mile
32.0; the wharf is in ruins. Currituck is a town on the
west side of the mouth of North Landing River opposite
Mile 41.5. A toll-free passenger-auto ferry, operated by
the State Highway Commission, runs from Currituck to
Knotts Island, NC.
(52) Coinjock, Mile 49.9, is a town on the Norfolk-
Hatteras Highway, midway along the North Carolina
Cut. U.S. Route 158 xed highway bridge across the cut
has a clearance of 65 feet. An overhead power cable on
the north side of the bridge has a clearance of 85 feet.
Berths with electricity, gasoline, diesel fuel, pump-out,
water, ice and marine supplies can be obtained at the
small-craft facilities northward of the bridge. A 70-ton
marine railway that can handle craft to 60 feet and a 10-
ton mobile lift are available at the facilities on the west
bank of the cut northward of the bridge; hull, engine and
electronic repairs can be made. A launching ramp is at the
facility on the east side of the cut northward of the bridge.
364 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
(53) A canal 22 feet wide branches northeastward from
North Carolina Cut about 1.1 miles northward of the
Coinjock Bridge and connects with Currituck Sound
through Parker Creek. In 1983, depths of about 2 feet
were reported in the canal. Tree stumps in the canal limit
its use to outboards only; caution is advised. The xed
bridge 0.1 mile above the canal has a reported clearance
of 6 feet.
(54) North River is about 14 miles long from North
Carolina Cut to the entrance from Albemarle Sound and
has a general depth of about 9 feet outside the dredged
cut of the Intracoastal Waterway. The channel is marked
by lights and daybeacons.
(55)
Route 2–Via Dismal Swamp Canal to Albemarle
Sound
(56) This alternate route from the entrance to Deep Creek,
Mile 7.6, leads westward from the Southern Branch to
Dismal Swamp Canal, thence through Pasquotank River
to Albemarle Sound.
(57) Vessels that proceed with care and follow the chart
can navigate this route without difculty. Mariners may
call 757–487–0831 for canal conditions. Extra caution is
required in Deep Creek, Turners Cut and the numerous
sharp bends in the upper reaches of the Pasquotank River.
Winds sometimes cause a variation of 1 to 2 feet in water
level. Overhead power cables with a least clearance of 91
feet cross Deep Creek at Mile 8.0.
(58) Dismal Swamp Canal, a 19-mile-long nontidal
summit-level section, is controlled by a lock at each end.
“NO WAKE” signs have been posted in the canal. Vessels
shall proceed at a speed to cause minimum wake.
(59)
Channels
(60) Federal project depths are 10 feet in Deep Creek, 9
feet in Dismal Swamp Canal and 10 feet in Pasquotank
River. Dismal Swamp Canal is being maintained to
a depth of only 6 feet because of reduced usage by
vessels requiring a 9-foot channel. For detailed channel
information and minimum depths as reported by the
U.S. Army Corps of Engineers (USACE), use NOAA
Electronic Navigational Charts. Surveys and channel
condition reports are available through a USACE
hydrographic survey website listed in Appendix A.
(61)
Locks
(62) There are two locks on the alternate route, one at the
upper end and the other at the lower end of the Dismal
Swamp Canal. Deep Creek Lock (Mile 10.6) and South
Mills Lock (Mile 33.2) have the same dimensions, 300
feet long, 52 feet wide, 12 feet over sills and lift of 12 feet.
Vessels and tows wider than 35 feet will not be permitted
to pass through the locks without prior permission of the
lock operator. Regulations governing use, administration
and navigation of locks and oodgates are given in 33
CFR 207.160, chapter 2.
(63) At times, due to low water, navigation may be
restricted or the canal closed. Deep Creek Lock and South
Mills Lock are operated at 0830, 1100, 1330 and 1530
daily. The bridges adjacent to the locks will be opened
as necessary in coordination with the locks. The lock
operators can be contacted on VHF-FM channel 13 or
757–487–0831. Vessels may tie up in the canal overnight,
at the government facilities at Deep Creek, South Mills
and the Feder Ditch to Lake Drummond.
(64) At Deep Creek Lock, Mile 10.6, vessels are required
to list their registry, tonnage and passengers. A dock about
100 feet long is at the lock. The town of Deep Creek is
at Mile 11.1, and U.S. Route 17 highway bridge across
the canal here has a bascule span with a clearance of 4
feet. Just south of the bridge is a bulkhead with 4 to 8
feet alongside where gasoline and some supplies may be
obtained; there is a small-boat launching ramp.
(65) An overhead power cable with a clearance of 111
feet is at Mile 12.1.
(66) At Mile 21.5, a 30-foot-wide feeder ditch runs in
a straight line westward from the Dismal Swamp Canal
for about 3 miles to Lake Drummond; the ditch has a
reported controlling depth of 3 to 4 feet, and the lake has
depths of 3 to 5 feet. Lake Drummond is about 2.2 miles
in diameter and the water level is about 6 feet higher than
the canal. Flow of water from the lake is regulated by a
series of gates or wickets in the feeder ditch at the U.S.
Army Corps of Engineers reservation 0.5 mile from the
lake. Boats less than 1,000 pounds are moved overland
past the gates by a small railway. All persons entering
or leaving Lake Drummond through the feeder ditch are
required at the gates to register their name, address and
purpose of visit. Visitors are warned of the dangers of
being lost in the swamps and the menace of poisonous
snakes and are cautioned to take precautions to prevent
forest res. After winter and spring runoffs of water from
Lake Drummond, there is a tendency for shoals to build
up at the intersection of the Dismal Swamp Canal and the
feeder ditch.
(67) A xed highway bridge with a clearance of 65 feet
is at Mile 31.5.
(68) Diesel fuel by tank truck and gasoline are available
on the east side of the canal at Mile 31.5. Supplies are
available at South Mills, Mile 32.4.
(69) U.S. Highway 17 bridge across the canal at Mile
32.6 has a bascule span with a clearance of 4 feet. The
South Mills Lock of the Dismal Swamp Canal is at Mile
33.2. Tieup dolphins are available for temporary mooring
when passage through the lock is delayed.
(70) Turners Cut is a canal that extends in nearly a
straight line from the south end of Dismal Swamp Canal
to the Pasquotank River Mile 37.0.
(71) Pasquotank River has a length of 12 miles from the
south end of Turners Cut to Elizabeth City, and thence
15 miles to Pasquotank River Entrance Light PR at the
entrance from Albemarle Sound. The narrow upper
part of the river has been improved by dredging, where
necessary, to attain the project depth of the waterway.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 365
From Elizabeth City to the mouth, the river varies in
width from 0.5 to 3 miles, has general depths of 8 to 12
feet and is well marked by lights.
(72) The Norfolk Southern Railway bridge across
Pasquotank River at Mile 47.7 has a hand-operated swing
span with a channel width of 42 feet and a clearance of 3
feet. (See 33 CFR 117.1 through 117.59 and 117.833(a),
chapter 2, for drawbridge regulations.) The overhead
power cables along the south side of the bridge have a
least clearance of 85 feet.
(73) Knobbs Creek is a nontidal freshwater stream on
the north side of Elizabeth City and enters Pasquotank
River at Mile 50.2.
(74) A dredged channel leads from Pasquotank River to
a turning basin about 0.9 mile above the entrance, thence
to the Norfolk Southern Railway bridge at the head of
navigation about 1 mile above the entrance. In 1959–
1974, the controlling depths were 9 feet on the centerline
to the basin, thence 5½ feet in the basin, thence 2½ feet
on the centerline to the head of navigation. An overhead
power cable with a clearance of 75 feet crosses the creek
just above the mouth.
(75) Elizabeth City, Mile 50.7, on the west bank of
Pasquotank River, is one of the most important towns on
the inland waters of North Carolina and has rail, airline
and highway connections with Norfolk. Waterfront
bulkheads have 20 to 27 feet alongside, and a vessel can
usually nd a berth. Anchorage can be had in depths of 7
to 12 feet on the north side of the channel just below the
city. U.S. Route 158 highway bridges across the river at
Mile 50.7 have bascule spans with least clearances of 2
feet. (See 33 CFR 117.1 through 117.59 and 117.833 (b),
chapter 2, for drawbridge regulations.)
(76)
Weather, Elizabeth City and vicinity
(77) Elizabeth City enjoys mild winters and warm
summers. Weather is tempered somewhat by the
Albemarle Sound. Maximum temperatures reach 90°F
(32.2°C) or more on about 33 days annually although
100°F (37.8°C) or more is usually reached on only 1 day
each year. Minimum temperatures drop below freezing
on an average of 55 days annually. The average high
temperature at Elizabeth City is 69°F (20.6°C) while the
average low is 50°F (10°C). July is the warmest month
with an average high of 87°F (30.6°C) and an average
low of 70°F (21.1°C). December is the coolest with an
average high of 53°F (11.7°C) and an average low of
34°F (1.1°C). The warmest temperature on record is
104°F (40°C), recorded on July 22 and 23, 1952. The
coolest temperature on record is 10°F (-12.2°C), recorded
in February 1951. Only June and July have recorded
temperatures in excess 100°F (37.8°C), and each month,
October through April, has reported temperatures below
freezing.
(78) Winds blow most frequently from the southwest,
except in the fall when northeasterlies prevail. Gales
are rare, and winds of 17 knots or more occur only 2
to 3 percent of the time from October through April.
Visibilities are worst from September through January,
when they drop below 0.5 mile (0.9 km) on an average
of 3 to 5 mornings per month; by noon this type of fog
has generally lifted.
(79) Precipitation averages nearly 47 inches (1,193.8
mm) each year and is most frequent during the summer,
particularly as brief heavy showers or thunderstorms.
July is the wettest month averaging about 6.5 inches
(165.1 mm) of rainfall while October is the driest month
averaging about 2.5 inches (63.5 mm). About 3 to 4
inches (76.2 to 101.6 mm) of snow falls each winter.
Snow has fallen in each month November through April.
The greatest 24-hour snowfall occurred on February 26,
1963, when 6.2 inches (157.5 mm) accumulated.
(80) Complete supply and repair facilities, restaurants,
and hotel and motel accommodations are available at
Elizabeth City. Small-craft facilities on both sides of the
river southward of the bridge have about 3,600 feet of
berthing space available. Gasoline, diesel fuel, water, ice
and marine supplies can be obtained.
(81) A boatyard on the south side of the river about 0.4
mile south of the bridge has a 60-ton xed lift and a marine
railway that can handle craft up to 130 feet. Another
boatyard just to the northward has a marine railway that
can handle craft to 65 feet. Both facilities provide berths,
gasoline, diesel fuel, water, ice and marine supplies and
can make hull, engine and electronic repairs.
(82) Elizabeth City has railroad freight connections with
the Norfolk Southern railway and highway connections
with U.S. Routes 17 and 158 and State Route 168.
(83) Elizabeth City Coast Guard Air Station is on the
southwest side of the river about 3 miles southeastward
of U.S. Route 158 highway bridge at Elizabeth City.
(84) Newbegun Creek enters Pasquotank River about
8.5 miles below Elizabeth City. Weeksville, the principal
town on the creek, is 3 miles from the mouth. The
controlling depth in 1963 was about 4 feet over the bar
and in the main part of the creek. The creek is unmarked.
(85) Route 2 continues down the Pasquotank River,
passing northward of Pasquotank River Entrance Light
PR, and then turns southward across Albemarle Sound to
join with Route 1 at the light at the entrance to Alligator
River.
(86)
Alligator River to Broad Creek
(87) From the vicinity of the light at the entrance to North
River, Route 1 continues across Albemarle Sound for
12.7 miles to the light at the entrance to Alligator River,
where alternate Route 2, via the Dismal Swamp Canal,
rejoins the basic route. The passage across the sound to
Alligator River is marked by lights. In heavy weather the
passage is uncomfortable and even dangerous for open
boats. The rise and fall of the water level in Albemarle
Sound depends on the wind.
366 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
(88) Alligator River extends in a southerly direction for
about 20 miles, then turns west and narrows. The channel
of the Intracoastal Waterway has been dredged the entire
length of the wider part of the river and for about 4 miles
through its western reach to the land cut connecting with
Pungo River. The channel is well marked by lights and
daybeacons. U.S. Route 64 highway swing bridge with
a clearance of 14 feet crosses the waterway at Mile 84.2
opposite East Lake on the eastern shore. It is reported
that this bridge will not open if the wind speed is over 34
knots. The bridgetender monitors VHF-FM channel 16
and works on channel 13; call sign, KU-9448. A small-
craft facility at Mile 84.1, just north of the bridge on the
west bank, has berths, gasoline, diesel fuel, pump-out,
electricity, water and ice. In 2013, 8 feet was reported in
the approach and alongside.
(89) Alligator River and Little Alligator River are
discussed in more detail in chapter 4.
(90) The route of the waterway passes from Alligator
River to the Alligator River–Pungo River Canal, at
Mile 105.0, a land cut extending about 21 miles in a
southwesterly direction. At Mile 113.9, State Route 94
highway bridge over the canal has a xed span with a
clearance of 65 feet. Faireld Canal, just east of the
bridge, is a privately owned land drainage canal which
makes off in a southerly direction from the main channel;
it is not navigable.
(91)
Caution
(92) Mariners are advised to exercise extreme caution
when navigating the Alligator River-Pungo River Canal.
Controlling depths, published in the Local Notice to
Mariners, are generally for less than the 90-foot project
width. Continuous bank erosion is caused by passing
boats and tows. Both sides of the canal are foul with
debris, snags and submerged stumps. Navigation near
midchannel is recommended unless otherwise specied
in Local Notice to Mariners.
(93) Mariners are cautioned that the color of the aids to
navigation change after departing the canal, and green
markers are on the right when proceeding southerly while
following the ICW until entering Goose Creek at Mile
150.0.
(94) At Mile 125.8, the Wilkerson Bridge over the canal
has a xed span with a clearance of 64 feet. The Alligator
River-Pungo River Canal enters Wilkerson Creek at
about Mile 126.0. Gasoline is available on the north
side of the canal entrance. The route is then through the
dredged cut in the creek to, Pungo River, southwestward
and westward to abeam of Belhaven, then southward in
Pungo River to Pamlico River.
(95) At Mile 131.8, a marked channel leads to a marina at
the mouth of Upper Dowry Creek where diesel fuel, gas,
a pump-out facility, ice, water, berthage and electronic
and engine repairs are available.
(96) Belhaven, 1.5 miles westward of Mile 135.8, is on
the northeastern side of the entrance to Pantego Creek.
The harbor is protected by breakwaters at the creek
entrance and is an excellent shelter for small craft. There
are marinas and repair facilities in the harbor. The town
and the channel into the harbor from Pamlico River are
discussed in chapter 4.
(97) From abeam of the light off Grassy Point at Mile
142.3 in the lower part of Pungo River, the route leads for
4.4 miles until 0.7 mile past the light off Wades Point on
the west side at the mouth of Pungo River; thence across
Pamlico River for 3.2 miles to the light at the entrance to
Goose Creek.
(98) Wright Creek, on the west side of Pungo River
at Mile 143.0, and Pamlico River, the approach to the
important town of Washington are discussed in chapter 4.
(99) The route of the Intracoastal Waterway follows the
dredged channel through Goose Creek and its tributary,
Upper Spring Creek, to the land cut that connects with
Gale Creek and Bay River.
(100) Mariners are cautioned that the color of aids
to navigation change again to red on the right when
proceeding southerly while following the ICW starting
with the aids marking Goose Creek at about Mile 149.7.
(101) The Hobucken (State Routes 33 and 304) xed
highway bridge, crossing the land cut at Mile 157.2,
has a clearance of 65 feet. There are several small-craft
facilities on both sides of the land cut in the vicinity of
the bridge; gasoline, diesel fuel, water, ice and berthage
with electricity are available. Engine repairs can be made
at one of the facilities. Depths of 5 to 10 feet are reported
alongside the berths in 1983. Hobucken Coast Guard
Station is on the west side of the land cut just north of
the bridge.
(102) The town of Hobucken, about 1 mile east of the
bridge, has a landing on Jones Bay, which is discussed
in chapter 4.
(103) From Gale Creek, the route of the Intracoastal
Waterway is down Bay River to Neuse River Junction
Light NR (35°08'47"N., 76°30'11"W.) off Maw Point
Shoal at Mile 167.1, then up the Neuse River. Bay River
is the approach to Bayboro and other small towns; Neuse
River is the approach to the important city of New Bern.
Both rivers are discussed in chapter 4.
(104) Westward of Mile 171.5 is the entrance to Broad
Creek. The channel is marked by a light and daybeacons.
(105)
Whittaker Creek to Mansboro Sound
(106) Whittaker Creek, northwestward of the waterway
at Mile 180.8, is marked by lights and daybeacons. In
2003, the privately dredged entrance channel had a
reported controlling depth of 6.1 feet. Several small-craft
facilities are in the creek.
(107) The town of Oriental is west of Mile 181.3 on the
north side of Neuse River opposite Garbacon Shoal.
Fuel and supplies are available here. The town and its
waterfront are discussed in chapter 4.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 367
(108) The Intracoastal Waterway leaves Neuse River
about 15 miles above the mouth and follows a dredged
channel through Adams Creek to Adams Creek Canal, a
land cut about 5 miles long that connects with the head of
Core Creek. A marina, through a canal on the west side
of the waterway, at Mile 194.2, has berths, electricity,
gasoline, diesel fuel, water, ice, pump-out station, marine
supplies, launching ramp and wet storage. In 2013, the
reported approach and alongside depth was 6 feet. State
Route 101 highway bridge over Adams Creek Canal at
Mile 195.8 has a xed span with a clearance of 65 feet.
Overhead power cables north of the bridge have a least
clearance of 85 feet. A marina on the east side of the
waterway at Mile 197.3 has berths, electricity, gasoline,
diesel fuel, pump-out, water, ice and wet storage. A lift to
200 tons is available; hull, engine and electronic repairs
can be made. In 2012, the reported approach depth was
10 feet with 8 feet alongside.
(109) From Core Creek, the route of the Intracoastal
Waterway is through Newport River to Morehead City.
Gallants Channel branches off from the through route
of the waterway and leads to Beaufort, which is described
in chapter 5.
(110) Calico Creek extends westward from Mile 203.6
through a dredged channel that leads to a basin and
marina about 0.6 mile from the waterway. The channel
is marked by a buoy and daybeacons. Berthage with
electricity, gasoline, diesel fuel, water, ice, pump-out
station, wet storage and marine supplies are available.
Engine and electronic repairs can be made. A barge repair
facility is on the northwest side of the basin; this facility
is described in chapter 5.
(111) At Mile 203.8, the adjacent Beaufort and Morehead
railroad bridge and U.S. Route 70 highway bridge cross
the channel. The highway bridge has a xed span with a
clearance of 65 feet, and the railroad bascule span has a
clearance of 4 feet. An overhead power cable between the
two bridges has a clearance of 88 feet, and an overhead
power cable southward of the highway bridge has a
clearance of 25 feet except at the channel where it is
submerged. Caution is advised when running with a fair
current or approaching the bridges in windy weather. See
the Tidal Current prediction service at tidesandcurrents.
noaa.gov for specic information about times, directions,
and velocities of the current at numerous locations
throughout the area. Links to a user guide for this service
can be found in chapter 1 of this book.
(112)
Caution
(113) Just southward of these bridges the route of the
waterway passes through the deepwater turning basin at
Morehead City. Small-craft operators are cautioned that
large oceangoing vessels may be engaged in docking
or undocking maneuvers in the basin. The turns off the
North Carolina State Ports Authority are blind for craft
traveling in either direction on the waterway.
(114) Morehead City, Mile 204.3, and its deepwater
port are discussed in length in chapter 5. At Mile
204.7, a dredged channel leads northward from the
waterway thence westward along the south side of the
city and rejoins the waterway at Mile 206.0. A turning
basin is about midlength of the channel. The channel
is marked by daybeacons. There are several small-craft
facilities in Morehead City and vicinity. Hotel and motel
accommodations are available in the city.
(115) From Morehead City the waterway follows a
dredged channel through Bogue Sound. The Atlantic
Beach-Morehead City (State Route 1182) xed highway
bridge over Bogue Sound at Mile206.7 has a clearance of
65 feet. Caution is advised when running with a fair tide
or approaching the bridge in windy weather. See the Tidal
Current prediction service at tidesandcurrents.noaa.gov
for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book. A power cable about 100 yards
west of the bridge has a clearance of 49 feet (91 feet at
main channel).
(116) The summer resorts, Money Island Beach, Mile
205.7, and Atlantic Beach, Mile 207.0, are at the south
end of the bridge, 2 and 3 miles, respectively, west of Fort
Macon. The buildings at the beaches are conspicuous.
Boats reach the beaches through two dredged channels
that branch off from the Intracoastal Waterway at
Mile 205.5;Money Island Channel leads southwest
to the beach, and Causeway Channel leads west to
the causeway, thence south along the east side of the
causeway to the beach. The channels are well marked.
There are several piers at the beaches where berthage
with electricity, gasoline, diesel fuel, water, ice, wet
and dry storage, launching ramps and marine supplies
are available; hull, engine and electronic repairs can be
made. Caution should be exercised in approaching these
channels from the Intracoastal Waterway because of the
shoal area off the entrance.
(117) At Mile 209.2, a dredged channel, marked by buoys
and daybeacons, extends northward from the waterway
into Peletier Creek. Small-craft facilities in the creek can
provide transient berths, electricity, gasoline, water, ice
and marine supplies and wet and dry storage. Lifts to 60
tons are available; hull, engine and electronic repairs can
be made.
(118) In Spooner Creek, Mile 210.5, on the north side of
Bogue Sound 3.8 miles west of Atlantic Beach highway
bridge, there is a private marina with 8 feet reported in
2002 alongside the piers. Gasoline, diesel fuel, ice and
pumpout are available to the public.
(119) A xed highway bridge with a clearance of 65 feet
crosses the waterway at Mile 226.0.
(120) At Bogue Inlet, the waterway passes around the head
of the marshes to Swansboro, Mile 228.9. A water tank
in town is prominent. A side channel with a controlling
depth of about 12 feet branches off from the Intracoastal
Waterway at Mile 228.9 near Light “46C” and extends
368 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
along the waterfront of Swansboro and to a turning basin
near the highway bridge. There are small-craft facilities
along the waterfront and close to Swansboro.
(121) From Swansboro, the route of the waterway follows
cuts through the marshes to New River. Cow Channel,
marked by daybeacons, leads southeastward from the
waterway to Hammocks Beach State Park on Bear Island
where picnicking and primitive camping are permitted.
Small craft may dock at the two ferry slips located at
the park. Prohibited and danger areas are along the
waterway from Mile 235.1 to Mile 240.7. (See 33 CFR
334.440(e) and (f), chapter 2, for limits and regulations.)
A safety zone is along the waterway from Mile 235.2
to Mile 245.2. (See 33 CFR 165.514, chapter 2, for
limits and regulations.) A highway bridge at Mile 240.7,
(locally known as Onslow Beach bridge), has a swing
span with a clearance of 12 feet; the northwest draw only
is used. An overhead power cable on the north side of the
bridge has a clearance of 74 feet.
(122) At Mile 244.5, achannel marked by daybeacons
leads to a turning basin at the Marine Corps facility at
the head of Mile Hammock Bay. At New River Inlet
the waterway passes around the head of the marshes in
New River to the land cuts southward. New River is the
approach to the town of Jacksonville, described in chapter
5. Except at slack water, dangerous cross-currents will be
encountered in crossing the inlet.
(123) At Swan Point, Mile 247.0, just south of New River
Inlet, is a marina with berths, electricity, gasoline, diesel
fuel, launching ramp, water, ice and wet and dry storage
available. An 40-ton lift is available for hull and engine
repairs.
(124) The route continues through Alligator Bay and
Stump Sound. At Mile 252.3, a xed highway bridge
with a clearance of 64 feet crosses the waterway. An
overhead power cable with a clearance of 85 feet is
close southwestward of the bridge. State Routes 50-210
highway bridge at Mile 260.9, has a xed span with a
clearance of 66 feet. The overhead power cable at the
bridge has a clearance of 81 feet.
(125) A bulkhead, used for berthing and with reported
depths of 9 feet alongside in 2009, extends from just
north of to just south of the highway bridge at Mile
260.7. Gasoline, diesel fuel, water, electricity, pump-out
and some marine supplies may be obtained. Electrical and
engine repairs can be made.
(126) From Stump Sound the Intracoastal Waterway leads
through Topsail Sound and Middle Sound, at Mile
263.7, a channel leads southeastward from the waterway
thence southwestward along the barrier beach in Topsail
Sound. The channel and the facilities along the barrier
beach are described in chapter 5.
(127) At Mile 266.3, a marina on the north side of the
waterway has berths, electricity, gasoline, diesel fuel,
water, ice and a pump-out station. In 2009, 8 feet was
reported alongside.
(128) At Mile 270.0, a marked channel leading eastward
connects the waterway with New Topsail Inlet.
(129) The Figure Eight Island highway swing bridge
(locally known as Surf City bridge) with a clearance of 20
feet crosses the waterway at Mile 278.1. The bridgetender
can be contacted on VHF-FM channels 13 and 16.
(130) Pages Creek, on the north side of the waterway at
Mile 279.0, has a yacht basin with an L-shaped pier about
250 feet long. Gasoline, water, ice, launching ramp and
wet and dry storage are available. Hull and engine repairs
can be made. At Mile 279.8, on the north side of the
waterway, there is a yacht basin where berthage, water
and electricity are available. A 25-ton lift and a marine
railway are available for hull, engine and electrical
repairs.
(131) U.S. Route 74-76 highway bridge over the waterway
at Wrightsville, Mile 283.1, has a bascule span with a
clearance of 20 feet at the center. (See 33 CFR 117.1
through 117.59 and 117.821, chapter 2, for drawbridge
regulations.) The bridgetender monitors VHF-FM
channel 16 and works on channel 13; call sign, KU-6043.
Overhead power and TV cables at the bridge have a least
clearance of 78 feet.
(132) There are several small-craft facilities southward of
the bridge at Wrightsville. These facilities have berthage
with electricity, gasoline, diesel fuel, water, ice, pump-
out station, wet and dry storage and marine supplies and
can make hull, engine and electronic repairs.
(133) At Mile 284.0, a privately dredged channel leads
westward from the waterway to a basin in Bradley
Creek. A small-craft facility with piers is on the south
side of the basin. Berthage with electricity, gasoline,
diesel fuel, water, ice, some marine supplies and a 40-
ton mobile hoist are available. Hull, engine and electronic
repairs can be made. Wrightsville Beach on the outer
coast and Masonboro Inlet are discussed in chapter 5.
(134) From Wrightsville the waterway continues south
through Masonboro Sound and Myrtle Grove Sound.
(135)
Snows Cut to Casino Creek
(136) The Intracoastal Waterway continues down Myrtle
Grove Sound to Snows Cut. The shallow channel from
the waterway to Carolina Beach at the south end of Myrtle
Grove Sound is discussed in chapter 5.
(137) Snows Cut connects Myrtle Grove Sound with Cape
Fear River. U.S. Route 421 highway bridge over Snows
Cut at Mile 295.7 has a xed span with a clearance of
65 feet. Overhead power cables 0.1 mile west of the
bridge have a clearance of 68 feet. The ebb current is 1.0
knots, and the ood current is 1.2 knots. See the Tidal
Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be
found in chapter 1 of this book. A marina at the junction
of Snows Cut and the Cape Fear River provides gasoline,
diesel fuel, berthing, water, ice, electricity and a pump-out
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 369
facility. In 2013, an approach and an alongside depth of
6 feet was reported.
(138) From the western end of Snows Cut, the Intracoastal
Waterway leads south-southwestward through a dredged
channel to a junction with the main channel of Cape Fear
River and thence southward to Southport where fuel,
supplies and repair facilities are available. Mariners are
cautioned that the color of the aids to navigation change,
and green markers are on the right while following the
ICW until entering the channel south of Southport at Mile
308.9. It has been reported that at night some mariners
have missed the turn at the junction in Cape Fear River
due to the bright lights on the piers at the Sunny Point
Army Terminal and the lighted aids marking the channel
leading alongside the terminal; caution is advised.
(139) Another dredged channel, known as Wilmington
Short Cut and marked by lights and daybeacons, leads
northward from the western end of Snows Cut for about
1.7 miles where it connects with the main channel in Cape
Fear River. Wilmington and Southport are discussed in
chapter 5.
(140) At Southport, Mile 308.9, the route of the Intracoastal
Waterway leaves Cape Fear River and proceeds westward
through land cuts to Lockwoods Folly River. Mariners are
cautioned that the color of aids to navigation changes to
red marker on the right while following the Intracoastal
Waterway at the entrance to the land cuts. It has been
reported that some mariners have attempted to enter the
land cut by passing southward of the light at the entrance
thereby going aground.
(141) At Mile 309.3, a marina in a basin on the north side
of the waterway provides berths with electricity, gasoline,
diesel fuel, water, ice, marine supplies, a launching ramp,
wet and dry storage, pump-out station and a 55-ton lift;
full repairs are available. In 2013, a depth of 6 feet was
reported alongside the berths.
(142) At Mile 309.7, a marina in a basin on the north side
of the waterway provides transient berths with electricity,
water and a pump-out station.
(143) At Mile 311.3, a marina on the west side of the
waterway provides berths with electricity, gasoline,
diesel fuel, water, ice, pump-out station and wet storage.
(144) At Mile 311.7, a marine facility on the north side of
the waterway provides repair and maintenance service
including haul out, hull and engine repair, electronics,
welding, and dry storage. The facility is equipped to
handle scheduled and emergency needs. A 70-ton travel
lift and a 50-ton crane are available.
(145) At Mile 311.8, a xed highway bridge with a
clearance of 65 feet crosses the waterway. An overhead
power cable on the east side of the bridge has a clearance
of 90 feet.
(146) At Mile 313.8, on the south side of the waterway
opposite Beaverdam Creek, there is a concrete launching
ramp. At Mile 315.0, a marina on the north side can
provide transient berths, gasoline, diesel fuel, electricity,
water, ice, pump-out station, marine supplies and dry
storage; full repairs can be made. In 2013, the reported
approach and alongside depth was 7 feet.
(147) At Mile 316.6, an overhead power cable with a
clearance of 90 feet crosses the waterway.
(148) In Lockwoods Folly River, the waterway passes
around the head of marshes just inside Lockwoods Folly
Inlet. A small-craft facility off the waterway and about
0.4 mile southward of Mile 320.0 has a launching ramp,
berths with electricity, gasoline, diesel fuel, water, ice and
some marine supplies. A 3-ton xed lift is also available,
and hull and engine repairs can be made. In 2008, the
reported approach depth was 3.5 feet.
(149) From Mile 323.3 to Mile 324.0, there are numerous
small-craft facilities on both sides of the waterway.
Berths, electricity, gasoline, diesel fuel, water, ice, marine
supplies, ramps and wet and dry storage are available. A
7.5-ton lift and hull and motor repairs are available.
(150) State Route 130 highway bridge over the waterway
at Holden Beach, Mile 323.6, has a xed span with a
clearance of 65 feet.
(151) An overhead power cable with a clearance of 85 feet
crosses the waterway at Mile 327.3.
(152) The waterway passes around the head of the marshes
inside Shallotte Inlet and proceeds westward by way of
cuts through the marshes and sloughs. Shallotte River,
Mile 329.5, causes strong currents and severe shoaling
in the waterway.
(153) A marina at Bowen Point, locally known as Shallotte
Point, Mile 329.6 has berths with electricity, gasoline,
water, ice and wet and dry storage available. Hull and
engine repairs can be made. The facility in Shallotte River
is also discussed in chapter 6.
(154) At Mile 333.7, State Route 904 highway bridge
crosses the waterway. It has a xed span with a clearance
of 65 feet. An overhead power cable close eastward of
the bridge has a clearance of 85 feet. On the south side of
the waterway, just east of highway bridge, is a canal with
two small-craft facilities. Gasoline, diesel fuel, water,
ice, marine supplies, launching ramps and wet storage
are available. At Mile 335.6, on the north side of the
waterway, is a marina with berths, electricity, gasoline,
diesel fuel, water, ice, marine supplies, a launching ramp
and wet and dry storage. Hull, engine and electronic
repairs can be made. At Mile 337.9, U.S. Route 1172
xed bridge (Sunset Beach Boulevard Bridge) crosses
the waterway with a clearance of 65 feet. An overhead
power cable just east of the bridge has a clearance of 85
feet.
(155) The North Carolina-South Carolina State Line
crosses at Mile 340.8 just before the waterway enters
Little River.
(156) The waterway joins Little River at Calabash River,
and extends northeastward from Little River just north
of the waterway cutoff and southward to connect the
waterway with Little River Inlet.
(157) At Mile 341.6, a channel marked by lights and
daybeacons leads north along the Calabash River to the
town of Calabash, 0.6 mile above the entrance.
370 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
(158) The town of Little River, SC, at Mile 344.3, has
considerable pier space along its waterfront. Berths with
electricity, gasoline, diesel fuel, water, ice and marine
supplies are available; engine repairs can be made. A
marina at Mile 345.0, on the north side of the waterway,
has berths, electricity, gasoline, diesel fuel, water, ice,
pump-out station, nautical supplies and wet and dry
storage; hull, engine and electronic repairs can be made.
In 2012, the reported alongside depth was 6.5 feet.
(159) There are several marinas in a basin on the north
side of the waterway at Mile 346.3 with berths, gasoline,
diesel fuel, a pump-out station, water, ice, marine supplies
and wet storage available. In 2012, the reported alongside
depth was 7 feet. A yacht basin is off the south side of
the waterway at Mile 347.0. In 2012, a depth of 8 feet
was reported alongside. Electricity, gasoline, water, ice,
pump-out station, wet storage, and marine supplies are
available; hull and engine repairs can be made.
(160) In 1983, numerous rock ledges were reported
abutting the deep portion of the waterway from Mile
347.0 to Mile 365.5. Extreme caution is advised when
transiting the area.
(161) A xed highway bridge, with a clearance of 65 feet
at the center, crosses the waterway at Mile 347.2. U.S.
Route 17 highway bridge (locally known as Little River
bridge) over the waterway at Mile 347.3 has a swing
span with a clearance of 7 feet. The bridgetender monitors
VHF-FM channel 16 and works on channel 13; call
sign, KT-5433. Overhead power and telephone cables,
crossing the waterway from immediately westward to 1
mile westward of the swing bridge, have a least clearance
of 69 feet.
(162) At Mile 348.3, a xed highway bridge with a
clearance of 65 feet crosses the waterway.
(163) From Little River, the waterway follows a long land
cut southwestward to Socastee Creek and Waccamaw
River.
(164) At Mile 353.3, a swing bridge with a clearance of
31 feet crosses the waterway.
(165) At Mile 355.5, a xed bridge with a clearance of 65
feet crosses the waterway.
(166) An overhead cable car crosses the waterway at Mile
356.4. The low point of travel of the cabin is not less than
67 feet. An overhead power cable with a clearance of 85
feet is 0.1 mile northwest of the cable car.
(167) At Mile 358.3, a xed highway bridge with a
clearance of 65 feet crosses the waterway.
(168) An overhead power cable with a clearance of 85 feet
crosses the waterway at Mile 358.9.
(169) At Mile 360.5, a xed highway bridge with a
reported clearance of 65 feet crosses the waterway.
(170) An overhead power cable with a clearance of 91 feet
crosses the waterway at Mile 363.8.
(171) At Mile 365.4, the Seaboard Coast Line Railroad
bridge has a bascule span with a clearance of 16 feet.
Close westward, U.S. Route 501 highway bridge to
Myrtle Beach has a xed span with a clearance of 65 feet.
Overhead cables at the bridges and for about 0.25 mile
southwestward have a minimum clearance of 80 feet.
(172) At Mile 366.4, a xed highway bridge (locally
known as Fantasy Harbour bridge) crosses the waterway
with a clearance of 65 feet.
(173) An overhead power cable with a clearance of 85 feet
crosses the waterway at Mile 370.5.
(174) State Route 544 highway bridge over the waterway
at Socastee, Mile 371.0, has a swing span with a
clearance of 11 feet; navigation is through the southeast
draw. The bridgetender monitors VHF-FM channel 16
and works on channel 13; call sign, KT-5438, preceded
by bridge name. At Mile 371.1, a xed highway bridge
with a reported clearance of 65 feet crosses the waterway.
Overhead power cables in the vicinity of the bridge have
a minimum clearance of 85 feet.
(175) A marina at Mile 373.2 has diesel fuel, electricity,
gasoline, water, ice, wet and dry storage, pump-out,
berths and marine supplies. In 2012, 9 feet was reported
in the approach and alongside.
(176) The route of the waterway enters Waccamaw River
at Enterprise Landing, Mile 375.2, and follows the river
to Winyah Bay. The direction of ow of the current in the
waterway changes at Enterprise Landing.
(177) Bucksport is on the west side of Waccamaw River
at Mile 377.5. A marina here can provide transient berths
with electricity, gasoline, diesel fuel, water, ice, pump-
out facility, wet storage and a launching ramp. In 2013,
12 feet was reported alongside.
(178) A yacht basin at Wachesaw Landing, Mile 383.4,
about 6 miles south of Bucksport, has berthage with
electricity, gasoline, diesel fuel, water, ice, pump-out
station and wet and dry storage available. Hull, engine
and electronic repairs can be made. In 2012, a depth of
10 feet was reported alongside the berths.
(179) U.S. Route 17 highway bridge over the Waccamaw
River at Mile 402.1 has a xed span with a clearance of
65 feet for a width of 90 feet. Mariners are cautioned that
the color of aids to navigation change to green on the
right while following the Intracoastal Waterway at the
conuence of the Waccamaw, Great Pee Dee and Sampit
Rivers at Mile 403.9 until about Mile 406.0 where the
waterway splits with Winyah Bay main channel.
(180) Georgetown Coast Guard Station is on the west
bank of the Great Pee Dee River about 0.25 mile south
of U.S. Route 17 highway bridge.
(181) Georgetown, Mile 403.0, at the head of Winyah
Bay and just inside the mouth of Sampit River, is about
a mile northwestward of the waterway. Supplies, hotel
accommodations, and repair facilities are available at
Georgetown. The town is discussed at greater length in
chapter 6.
(182) Mariners are cautioned that the color of aids to
navigation changes back to red on right where the
waterway splits with Winyah Bay main channel at about
Mile 406.0.
(183) The Intracoastal Waterway leaves Winyah Bay by
way of Western Channel at Mile 407.3 and proceeds
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 371
southward through the Estherville-Minim Creek Canal
at Mile 410.6. At mile 411.4 a single-lane, oating swing
bridge crosses the canal. Southwest of the canal, the
waterway crosses North Santee River and South Santee
River and proceeds by way of cuts through the marshes
to the vicinity of Casino Creek (Mile 425.5).
(184)
Price Creek to Port Royal
(185) Cape Romain National Wildlife Refuge comprises
the coastal area southeast of the waterway from Casino
Creek to Price Creek (Mile 446.8).
(186) From the vicinity of Casino Creek the waterway
continues through the marshes and a land cut to the mouth
of Jeremy Creek (Mile 430.0). McClellanville is on the
side channel through Jeremy Creek, 0.6 mile northward
of the waterway. Boats lie alongside the piers on the east
side of the McClellanville channel.
(187) Mariners may gain access to the Atlantic Ocean
via the marked channels in Town Creek, opposite
McClellanville, and Five Fathom Creek. This route is
reportedly used by shing vessels.
(188) From McClellanville the waterway follows land
cuts and sloughs through the marshes back of Bulls Bay;
thence through shoal Sewee Bay and along Price Creek;
through the marshes and along Capers Creek; behind
Dewees Island and across Dewees Creek to the land cuts
behind Isle of Palms and Sullivans Island. A ferry crosses
the waterway at Moores Landing at Mile 445.4.
(189) A marina is on the south side of the waterway at Mile
456.8. Berths, electricity, gasoline, diesel fuel, water, ice,
marine supplies, pump-out station, launching ramp and
dry storage are available. In 2012, the reported approach
depth was 8 feet.
(190) At Mile 458.9, the Isle of Palms Connector is a xed
highway bridge with a clearance of 65 feet.
(191) An overhead power cable with a clearance of 86 feet
crosses the waterway at Mile 459.3.
(192) On Hamlin Creek opposite Mile 460.5, east of
Breach Inlet, there is a marina where berthage, electricity,
gasoline and water are available. An overhead power
cable with a clearance of 94 feet crosses Hamlin Creek.
A xed highway bridge with a clearance of 28 feet crosses
Hamlin Creek near its eastern mouth. The several outlets
to the ocean along this stretch are described in chapter 6.
(193) Ben Sawyer Memorial (State Route 703) highway
bridge to Sullivans Island over the waterway at Mile
462.2 has a swing span with a clearance of 31 feet. (See
33 CFR 117.1 through 117.59 and 117.911, chapter 2,
for drawbridge regulations.) The bridgetender monitors
VHF-FM channel 16 and works on channel 13; call sign,
KT-5438. The overhead power cable at the bridge has a
clearance of 89 feet. A marina is in the creek on the west
side of the waterway just above the bridge and provides
berths with electricity, gasoline, diesel fuel, pump-out,
water, ice, marine supplies and wet storage. In 2009, the
reported approach and alongside depth was 10 feet.
(194) The route of the waterway enters the lower east side
of Charleston Harbor between Sullivans Island and the
town of Mount Pleasant, which is about 1 mile north
of the waterway and is reached through a well-marked
channel that branches off from the waterway at Mile
464.2.
(195) Complete supply and repair facilities are available at
Charleston, Mile 469.0. The city is described at length
in chapter 6.
(196) The route of the waterway leaves Charleston
Harbor at Mile 469.3 by way of Wappoo Creek. The
James Island Expressway xed highway bridge, with a
clearance of 67 feet, crosses the waterway at Mile 469.9.
State Route 171 highway bridge over Wappoo Creek at
Mile 470.8 has a bascule span with a clearance of 33
feet at the center. (See 33 CFR 117.1 through 117.59
and 117.911, chapter 2, for drawbridge regulations.) The
bridgetender monitors VHF-FM channel 16 and works
on channel 13; call sign KT-5438. Extreme caution is
advised when running through the bridge with a current.
In 1983, mooring dolphins were reported to be on both
sides of the bridge. An overhead power cable with a
clearance of 100 feet is close westward of the bridge.
Cross-currents from the old creek are encountered on the
ebb in the west approach and are noticeable on the ood in
the east approach due to the bends in the channel. Vessels
should proceed slowly and with caution to avoid washing
away of the banks east of the bridge.
(197) From Wappoo Creek, the route of the waterway is
through Elliott Cut and Stono River to Wadmalaw River.
Strong currents have been reported on the ebb and ood
in Elliott Cut. At Mile 472.0 is an overhead power cable
with a clearance of 100 feet. An overhead power cable
at Mile 475.6 has a clearance of 91 feet over the main
channel. A marina is on the south side of the waterway
at Mile 476.4. The marina has facilities for hull, engine,
electronic and electrical repairs; water and shore power
connections; a 30-ton lift; gasoline and diesel fuel and a
marine railway that can handle craft up to 1,000 tons or
200 feet long.
(198) An overhead power cable at Mile 479.0 has a
clearance of 91 feet.
(199) The John F. Limehouse Highway Bridge over Stono
River at Mile 479.3 has a xed span with a clearance of
65 feet. The overhead power cable at the bridge has a
clearance of 92 feet. Caution is advised when running
through the bridge with a current. A slight cross-current
is noticeable on the ood and ebb at both approaches.
(200) Rantowles Creek enters from the north. The
Seaboard System Railroad (SCL) bridge 0.6 mile above
the mouth has a 41-foot lift span that is not required to
be opened; clearance in the down position is 4 feet. (See
33 CFR 117.1 through 117.59 and 117.935, chapter 2,
for drawbridge regulations.) About 1.3 miles above the
mouth U.S. Route 17 highway bridge has twin 37-foot
xed spans with clearances of 9 feet. Wallace Creek
enters Rantowles Creek from the west 0.1 mile above the
railroad bridge. State Route 162 highway bridge, 0.7 mile
372 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
above the mouth of Wallace Creek, has twin 38-foot xed
spans with clearances of 9 feet. Overhead cables between
the mouth and the bridge have a minimum clearance of
8 feet.
(201) The route of the waterway enters Wadmalaw River
at Mile 486.7. The town of Yonges Island is at Mile
490.2. A boatyard at the town has marine railways that
can handle craft up to 150 feet long and 350 tons and
mobile cranes up to 40 tons. The maximum draft at the
railways is 12 feet.
(202) From Wadmalaw River, the route of the waterway
follows Dawho River, North Creek, and Watts Cut
to South Edisto River. State Route 174 (Dawho bridge,
locally known as Whooping Island bridge) highway
bridge over Dawho River at Mile 501.3 has a xed span
with a clearance of 65 feet. An overhead power cable just
west of the bridge has an authorized clearance of 98 feet.
In 1999, it was reported that the overhead power cable
has sagged to a clearance of 40 feet. Extreme caution is
advised when passing under the bridge with a current.
Cross-currents from Dawho River are encountered on the
ebb in the west approach and are noticeable on the ood
in the east approach.
(203) Careful steering is required in the Dawho River
between White Point and the entrance to the cutoff.
The channel is well marked, but strong currents are
experienced. Strong currents are also found at the
crossings of the cutoff with the river.
(204) The waterway follows South Edisto River from
Watts Cut to Fenwick Cut, thence along the Ashepoo
River for a short distance to Ashepoo-Coosaw Cutoff,
thence along the Coosaw River to Brickyard Creek.
(205) The entrance to Brickyard Creek near Brickyard
Point, Mile 529.1, is between marshy shores, but the
marsh on the south side is narrow and terminates just
inside the creek in a red eroded bank leading up to
somewhat higher ground; this bank is visible for some
distance along the Coosaw River.
(206) On the west side of Brickyard Creek at Mile 531.8,
and about 4 miles north of the swing bridge at Beaufort,
there is a Marine Corps Air Station fuel pier. In 1981,
depths of 16 feet were reported alongside.
(207) Albergottie Creek, Mile 532.4, about 3.4 miles
north of the swing bridge at Beaufort, runs in a westerly
direction from the junction with Beaufort River and
Brickyard Creek. In 1983, the creek had a reported
controlling depth of 3½ feet to the Marine Corps Air
Station pier on the north side 0.7 mile above the mouth,
thence 5 feet to a point 2 miles above the mouth. The
Marine Corps pier had depths of 8 to 10 feet reported
alongside in 1983.
(208) The waterway continues along Brickyard Creek and
into Beaufort River. On the west side of the waterway
at Mile 536.0 is the town of Beaufort, where berths,
electricity, gasoline, diesel fuel, water, ice, marine
supplies, pump-out station and wet storage are available.
The town is described at length in chapter 7.
(209) The Ladies Island (U.S. Route 21) highway bridge
over Beaufort River at Beaufort has a swing span with a
clearance of 30 feet. (See 33 CFR 117.1 through 117.59
and 117.911, chapter 2, for drawbridge regulations.) The
bridgetender monitors VHF-FM channel 16 and works
on channel 13; call sign, KT-5439. Extreme caution is
advised when running through the bridge with a current;
cross-currents are encountered in the approach on ood
and ebb.
(210) A xed highway bridge with a clearance of 65 feet
crosses the waterway at Mile 539.7. A marina, about 100
yards north of the bridge on the west shore, has berths.
electricity, gasoline, diesel fuel, water, ice, pump-out
station, wet storage, marine supplies and engine and
electronic repairs available.
(211) The waterway follows Beaufort River past Port
Royal, at Mile 541.5, and into Port Royal Sound, which
is described at length in chapter 7.
(212) Mariners are cautioned that the color of the aids to
navigation changes to green on the right while following
the Intracoastal Waterway at Mile 541.7 until the
waterway enters Port Royal Sound.
(213)
Skull Creek to Plantation Creek
(214) The color of the aids to navigation changes to red on
the right while following the Intracoastal Waterway when
entering Port Royal Sound at about Mile 547.9. After
crossing Port Royal Sound, the route of the waterway
enters Skull Creek at Mile 553.3 and follows it to
Calibogue Sound, thence down the sound to the mouth
of Cooper River. Seabrook Landing, on the south side
of Skull Creek, is at Mile 553.6. At Mile 554.8 on the
east side of Skull Creek, there is a small-craft facility
where berths with electricity, gasoline, diesel fuel, water,
ice, pump-out station, wet storage and a 30-ton lift are
available. Hull, engine, and electronic repairs can be
made. In 2012, the reported alongside depth was 7 feet.
(215) At Hilton Head Harbor, Mile 557.0, on the south
side of Skull Creek, there is a small-craft facility where
berths with electricity, gasoline, diesel fuel, water, ice,
launching ramp and wet storage are available. A county
pier with a reported depth of 8 feet alongside in 1983 is
at Hilton Head Harbor.
(216) At Mile 557.6, the twin xed spans of the U.S.
Route 278 highway bridge have a clearance of 65 feet.
During the ood tide, vessels will encounter a strong
cross-current on the north side of the bridge and should
exercise caution when approaching the bridge from the
northward. Dense fog is frequently encountered in this
vicinity. An overhead power cable near the bridge has a
clearance of 91 feet. A small-craft facility at Mile 558.4
has berths with electricity, gasoline, diesel fuel, water,
ice, pump-out station, launching ramp and wet storage.
In 2012, the reported approach depth was 6 feet.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 373
(217) Small-craft facilities on Broad Creek and at Harbour
Town on Hilton Head Island, eastward of the waterway
at about Mile 564.3,are discussed in chapter 7.
(218) The route follows Cooper River to Ramshorn Creek
at Mile 568.6. An overhead power cable with a clearance
of 55 feet crosses Cooper River 1.8 miles northward of its
junction with Ramshorn Creek. At Mile 569.2 an overhead
power cable crossing Ramshorn Creek has a clearance
of 86 feet. An overhead power cable, about 0.4 mile west
of Ramshorn Creek across an unnamed creek between
Page Island and Pine Island, has a reported clearance of
20 feet. The tides meet in Ramshorn Creek. Between the
creek and Walls Cut the route follows New River. Care
is required as cross-currents may be encountered in New
River.
(219) Walls Cut is at Mile 572.4. The route is through
the cut and along Wright River for a short distance,
thence through Fields Cut and into Savannah River at
Mile 575.6. The Savannah River ebbs through the cut,
and strong cross-currents may be experienced at the ends
of it; these currents cause a shoal to build up and encroach
from westward at the east end of the cut. See the Tidal
Current prediction service at tidesandcurrents.noaa.
gov for specic information about times, directions, and
velocities of the current at numerous locations throughout
the area. Links to a user guide for this service can be found
in chapter 1 of this book.
(220) Savannah River is the approach to the important
city of Savannah, about 8 miles upstream from the
Intracoastal Waterway crossing. Savannah has complete
supply and repair facilities and is described at length in
chapter 7. The only small-craft facilities at Savannah
are at the Municipal Dock; water and electricity are
available. The nearest facilities where other services may
be obtained are at Thunderbolt and Isle of Hope.
(221) Daily predictions for Savannah River are
available from the Tidal Current prediction service at
tidesandcurrents.noaa.gov. Links to a user guide for this
service can be found in chapter 1 of this book.
(222) The Intracoastal Waterway leaves the Savannah
River at Mile 576.2 and enters Elba Island Cut,
which leads intoSt. Augustine Creek. In 1990, rocks
awash were reported on the south side of the junction
of Elba Cut and Savannah River in about 32°04'16"N.,
80°58'15"W. At the junction of St. Augustine Creek
and Wilmington River, Mile 578.3, a cutoff channel
extends northeastward from the waterway to Savannah
River South Channel, thence along the southern side
of Elba Island to a junction with Savannah River; the
cutoff channel is marked by daybeacons and buoys, and
in 1983, the reported controlling depth was 5 feet. A xed
highway bridge with a clearance of 35 feet crosses the
cutoff channel from Elba Island. Overhead power cables
at the bridge have a least clearance of 55 feet.
(223) The Sam Varnedoe (Island Expressway) highway
bridges—locally known as Causton Bluff bascule
bridges—crossing Wilmington River at Mile 579.9
has a bascule span with a clearance of 21 feet. (See 33
CFR 117.1 through 117.59 and 117.353, chapter 2, for
drawbridge regulations.) The bridgetender monitors and
works VHF-FM channel 9 and monitors channel 16. No
cross-currents are experienced during either ood or
ebb; the currents follow the direction of the channel. The
bridges are under construction (2019). Overhead power
cables close northward and southward of the bridge have
a reported minimum clearance of 72 feet.
(224) State of Georgia Memorial Bridge (U.S. Route 80)
highway bridge over Wilmington River at Mile 582.8 has
a xed span with a clearance of 65 feet.
(225) No cross-currents are experienced during either
ood or ebb; the currents follow the direction of the
channel. Ebb currents ow southward and are very
strong. Mooring dolphins for tying up or breaking up
tows are on both sides of the bridge. When proceeding
against the current, a tow may be taken through without
breaking up. When proceeding with the current, a tow
should be secured to the dolphin and await a favorable
current or be broken up and taken through singly.
(226) Thunderbolt, Mile 582.8, is a small town and
pleasure resort on the west bank of Wilmington River.
There are several marinas and boatyards on both banks
of the river where berthage with electricity, pump-out,
gasoline, diesel fuel, water, ice and marine supplies are
available. Lifts to 1,150 tons and several marine railways
are also available; the largest railway can handle craft to
75 feet. Hull, engine and electronic repairs can be made.
Bus transportation is available to Savannah.
(227) At Mile 585.5, the route leaves the Wilmington
River and enters Skidaway River.
(228) Turner Creek, about 0.6 mile eastward of the
Wilmington River-Skidaway River junction, is described
in chapter 8.
(229) Isle of Hope, Mile 590.0, is a pleasure resort on
the north side of Skidaway River with several small
wharves and a marina. The marina has berthage with
electricity, gasoline, diesel fuel, water, ice, pump-out,
marine supplies and a lift to 5 tons; engine and electronic
repairs can be made. In 2010, 12 feet was reported in the
approach and alongside.
(230) A small-craft anchorage is in Skidaway River off
Isle of Hope. (See 33 CFR 110.179, chapter 2, for limits
and regulations.)
(231) Skidaway Narrows, between Skidaway River and
Burnside River, is easily navigated by small craft and
by larger vessels when speed is reduced sufciently to
accommodate the sharp turns. The velocity of current in
the narrows is about 1 knot. Predictions are available from
the Tidal Current prediction service at tidesandcurrents.
noaa.gov. Links to a user guide for this service can be
found in chapter 1 of this book. A double-bascule highway
bridge with a clearance of 22 feet crosses Skidaway
Narrows at Mile 592.8. The bridgetender monitors and
works VHF-FM channel 9 and monitors channel 16;
voice call Skidaway Bridge. In 2012, a xed highway
bridge was under construction, and upon completion it
will replace the bascule bridge.
374 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
(232) No cross-currents are experienced during either
ood or ebb; the currents follow the direction of the
channel.
(233) An overhead power cable immediately southwestward
of the bridge has a clearance of 85 feet.
(234) Vernon View, Mile 596.3, on the north shore of
Burnside River, has several small privately owned piers
where gasoline may be obtained in an emergency. In
1983, there were depths of 1 to 7 feet reported at the piers.
(235) Mile 596.9, the Intracoastal Waterway enters
Vernon River. At Delegal Creek empties into the east
side of Vernon River. The creek is entered via Steamboat
Cut. Asmall-craft facility is on the east side of Delegal
Creek about 1.4 miles above the mouth. Berthing with
electricity, gasoline, diesel fuel, ice and a pump-out
station are available. In 2010, the reported approach
depth was 4.5 feet. The waterway enters Hell Gate at
Mile 601.4 and continues into Ogeechee River. The ebb
currents setting out of the Ogeechee River are particularly
strong.
(236) The waterway enters Florida Passage at Mile 605.8
and joins Bear River at Mile 608.5. The current is swift
in the lower part of Bear River.
(237) St. Catherines Sound, Mile 618.0, becomes quite
rough in moderately bad weather, especially with strong
east and northeast winds. Strong cross-currents may be
encountered during freshets in Medway River. The
course across St. Catherines Sound is marked by lights
and should be followed closely. Failure to do so has
resulted in many rescue calls by the Coast Guard.
(238) The waterway leaves St. Catherines Sound through
North Newport River and at Mile 623.8 joins Johnson
Creek. An alternate route leaving the waterway at Mile
618.0 proceeds through Walburg Creek and joins the
main route at Mile 623.1. Shoaling to 4 feet at low tide
was reported in 2010 at the southern junction with the
waterway. This alternate route is not marked and is
seldom used. Good anchorage can be found in Walburg
Creek.
(239) The Intracoastal Waterway leaves Johnson Creek
and enters South Newport River at Mile 629.0 and
follows the river to Sapelo Sound. The waters of the
sound can be somewhat rough when there are strong east
or northeast winds. The sound is described in chapter
8. From Sapelo Sound the waterway continues through
Sapelo River and into Front River at Mile 639.0.
(240) Continuing down Front River, the waterway passes
through Creighton Narrows and joins Old Teakettle
Creek at Shellbluff Creek ows into Old Teakettle
Creek at Mile 644.1. In emergency, gasoline may be
obtained at Valona, 0.7 mile up Shellbluff Creek.
(241) At Mile 648.3, the route enters Doboy Sound,
described in chapter 8. The waterway leaves Doboy
Sound via North River at Mile 650.0 and at Mile 651.8
the route passes Darien River.
(242) Little Mud River connects the waterway with
Altamaha Sound at Mile 655.5.East of the waterway,
Egg Island and Little Egg Island make up Wolf Island
National Wildlife Refuge. The Altamaha River enters
Altamaha Sound from westward.
(243) The Intracoastal Waterway enters Buttermilk
Sound at Mile 660.0 and continues down Mackay River.
(244) Two alternate routes branch off the waterway on the
Mackay River. The rst, at Mile 665.8, proceeds down
the Frederica River past the ruins of Fort Frederica
(Oglethorpe Barracks), now a National Monument, and
rejoins the waterway at Mile 674.2. In 2004–2006, the
reported midchannel controlling depth was 4.4 feet. This
rst alternate route is not marked.
(245) The second alternate route leaves Mackay River at
Mile 670.7 and enters Back River, proceeding down
through Plantation Creek to Brunswick River. This
route bypasses St. Simon Sound and is a more sheltered
route in easterly weather. Although the second alternate
route is the shorter to Brunswick, mariners are advised to
use Plantation Creek only on the higher stages of the tide.
The bridges over Back River are described in chapter 8.
(246) Troup Creek empties into the west side of Mackay
River.
(247) At Mile 674.2, Frederica River alternate route
rejoins the main route in Mackay River, and the main
route proceeds into St. Simons Sound. At Mile 674.5, a
xed highway bridge with a clearance of 65 feet crosses
Mackay River to Lanier Island.
(248)
Brunswick to Tolomato River
(249) From Mackay River, the waterway continues through
St. Simons Sound and Brunswick River to Jekyll Creek.
About 3.4 miles up Brunswick River from Mile 679.4 is
the city of Brunswick, at which hotel accommodations,
fuel, supplies and repair facilities are available. The city
is described at length in chapter 8.
(250) The Intracoastal Waterway follows Jekyll Creek
southward from Brunswick River to Jekyll Sound. The
entrance is marked by a lighted range and protected by a
jetty on its west side, the outer end of which is marked by
a light. Jekyll Island Range Front Light is about 25 yards
to the westward of this light. The jetty covers at high tide
but is marked by daybeacons. To enter, be guided by the
range, lights, a buoy and daybeacons.
(251) A marina at Mile 683.6 has a pier 300 feet long with
reported depths of 10 feet alongside in 2006. Berths,
electricity, gasoline, diesel fuel, water, ice, marine
supplies, pump-out station and wet storage are available.
(252) At Mile 684.4, State Route 520 highway xed bridge
crossing the waterway has a clearance of 65 feet. No cross-
currents are experienced during either ood or ebb; the
currents ow in the direction of the channel. A marina on
the east side of the waterway just south of the bridge had
a reported alongside depth of 15 feet in 2013. Berthage,
electricity, gasoline, diesel fuel, water, ice, pump-out
station, marine supplies, dry storage, launching ramp and
a 9-ton lift are available. From Jekyll Creek the waterway
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 375
entersJekyll Soundat Mile 685.7 and continues across
St. Andrew Sound.
(253) St. Andrew Sound, which has the most hazardous
exposure along the waterway south of Port Royal Sound,
is very rough during periods of strong north, northeast
or east winds. A protected route bypassing St. Andrew
Sound leaves the waterway at Mile 686.0. This alternate
route passes through Little Satilla River, Umbrella Cut,
Umbrella Creek, Dover Cut, Dover Creek, Satilla
River and Floyd Creek and rejoins the waterway in
Cumberland River at Mile 695.8.
(254) Little Cumberland Island and Cumberland Island
extend along the east side of the waterway from Mile
690.0 to Mile 714.0. The islands have been designated
a National Seashore Park, although some parts are still
privately owned. Persons wishing to visit the islands must
make arrangements with the National Park Service at St.
Marys.
(255) An anchorage, reportedly used by visitors to the
National Seashore Park, in depths of about 25 feet, mud
bottom, is off the abandoned settlement of Dungeness,
on the west side of Cumberland Island about 0.8 mile
northeastward of Mile 710.8. The anchorage is open to
southwesterly winds, and the current is reported to attain
a velocity of 2 knots.
(256) From St. Andrew Sound the waterway enters
Cumberland River, passing by Cumberland Wharf,
Mile 694.6, and Cabin Bluff, Mile 700.2. The
Cumberland River becomes Cumberland Dividings and
joins with Cumberland Sound at Mile 704.0.
(257) At Mile 707.8, the waterway passes east of the Naval
submarine support base in Kings Bay.
(258) Mariners are cautioned that the color of aids to
navigation changes to green on the right while following
the Intracoastal Waterway until the waterway enters
Amelia River at about Mile 714.3, thence the color of
aids to navigation change to red on the right.
(259) Regulated navigation areas are in Cumberland
Sound in the vicinity of Kings Bay. (See 33 CFR 165.1
through 165.40, 165.730 and 165.732, chapter 2, for
limits and regulations.)
(260) The waterway continues down Cumberland
Sound past the St. Marys River and into Amelia
River to Fernandina Beach, Mile 717.0, where hotel
accommodations, fuel, supplies and repair facilities are
available. Fernandina Beach is described at length in
chapter 8.
(261) At Mile 719.8, the waterway entersKingsley Creek.
Two bridges cross the waterway at Mile 720.7. The rst,
the railroad bridge, has a swing span with a clearance of
5 feet; an island is aligned with the center fenders of this
bridge. The second, State Route A1A highway bridge, is
a twin xed bridge with a clearance of 65 feet. Overhead
power cables on the south side of the bridge have a least
clearance of 80 feet. Flood and ebb currents are normal
to the bridge openings and are relatively high; velocities
up to 2.5 knots on the ood and 3 knots on the ebb may
be expected, especially with favoring winds. Caution
is advised. See the Tidal Current prediction service at
tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book.
(262) At Mile 722.8, the waterway enters South Amelia
River and for a distance of about 4.5 miles the channel
is narrow and winds through shoals and marsh islets.
Although the channel is well marked by daybeacons
and lights, it is the most difcult part of this section
of the route. At low water, the extensive mudats and
oyster beds on each side of the channel are well dened.
Amelia City is at Mile 724.3. The piers are privately
owned, and there are no facilities except a restaurant. The
southernmost pier, owned by the restaurant, is in poor
condition, but boats may tie up to it at their own risk. The
waterway enters Nassau Sound at Mile 729.0. The sound
is described in chapter 8.
(263) At Mile 729.5, the Intracoastal Waterway leaves
Nassau Sound through a cut about 0.9 mile long and
then enters Sawpit Creek. The waterway continues along
Sawpit Creek and Gunnison Cut to the junction of Sisters
Creek with Fort George River at Mile 735.0.
(264) Fort George River is marked by daybeacons and
trends southward from the waterway to Fort George Inlet,
described in chapter 8.
(265) The Kingsley Plantation, a prominent historical
building and state park, is on the south side of Fort George
River about 0.7 mile southeastward of its junction with
the Intracoastal Waterway. Good anchorage in 15 feet is
reported available just southeastward of Daybeacon 5.
The current is reported to be 3 knots.
(266) The waterway continues down Sisters Creek. See
the Tidal Current prediction service at tidesandcurrents.
noaa.gov for specic information about times, directions,
and velocities of the current at numerous locations
throughout the area. Links to a user guide for this service
can be found in chapter 1 of this book.
(267) At Mile 739.2, near the junction of Sisters Creek and
St. Johns River, State Route 105 highway bridge crossing
the waterway has a xed span with the clearance of 65
feet. An overhead power cable about 50 feet west of the
bridge has a clearance of 80 feet. Caution is advised at
the bridge, because cross-currents are encountered during
both ood and ebb.
(268) The facilities of a drydock and shipbuilding company
are on the east bank of the creek, south of the bridge, and
on the St. Johns River just eastward of the creek mouth.
The rm builds steel-hulled tugs and shing vessels
and does all types of underwater and topside work on
commercial and government vessels; work on pleasure
craft, except for very large yachts, is not done here. There
is a 4,000-ton marine railway that handles vessels up to
220 feet, several mobile cranes, complete shop facilities
and berths for vessels of up to about 585 feet. The marine
railway is on the St. Johns River side of the yard, while
the construction work is done on the Sisters Creek side.
376 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
(269) The St. Johns River, Mile 739.5, is the approach to
the important city of Jacksonville, 16 miles west of the
junction with the Intracoastal Waterway, where complete
supply and repair facilities are available. It is described
in chapter 9.
(270) The Intracoastal Waterway continues south across St.
Johns River and into Pablo Creek. An overhead power
cable with a clearance of 89 feet crosses the waterway at
Mile 741.8. A xed highway bridge with an authorized
clearance of 65 feet crosses the waterway at Mile 742.1.
At Mile 744.7 the Atlantic Boulevard (State Route 10)
highway bridge has a xed span with a clearance of 65
feet over the waterway. There are strong tidal currents
in the immediate vicinity of the bridge. On the ood the
current in the channel ows southward and at right angles
to the bridge at a velocity of 3.4 knots at strength. On
the ebb the current ows northward and sets about 15°
to the right of the axis of the channel at a velocity of 5.2
knots at strength. The currents at a distance of 100 yards
either side of the bridge are much weaker with practically
no turbulence and give no warning of the strong current
at the bridge. See the Tidal Current prediction service
at tidesandcurrents.noaa.gov for specic information
about times, directions, and velocities of the current at
numerous locations throughout the area. Links to a user
guide for this service can be found in chapter 1 of this
book. An overhead power cable 25 feet north of the bridge
has a clearance of 85 feet.
(271) An overhead power cable at Mile 745.8 has a
clearance of 90 feet.
(272) At mile 746.8, a marked channel on the west side
of the waterway leads to a marina about a half mile from
the mouth. The marina can provide transient berths,
elecricity, gasoline, diesel fuel, pump-out facility, water,
ice and a 35-ton lift; hull and engine repairs can be made.
In 2013, the reported approach and alongside depth was
6 feet.
(273) U.S. Route 90 xed highway bridge crosses the
waterway at Mile 747.5 and has a clearance of 65 feet.
An overhead power cable 35 feet north of the bridge has
a clearance of 80 feet.
(274) A basin is on the east side of the waterway just north
of the bridge. A marina in the basin can provide transient
berths, electricity, gasoline, diesel fuel, water, ice, pump-
out facility, a launching ramp, marine supplies, wet and
dry storage and a 14-ton lift; engine and electronic
repairs can be made. In 2013, the reported approach and
alongside depth was 6 feet.
(275) At Mile 749.5, a xed highway bridge with a
clearance of 65 feet crosses the creek.
(276) Numerous snags and old piling, many covered at high
water, are on both sides of the waterway for a distance of
about 5.7 miles from the vicinity of Oak Landing, Mile
749.8, to Palm Valley Landing, Mile 755.5. Particular
care should be taken in this section to stay in the center
of the channel.
(277) At Mile 750.1, the waterway leaves Pablo Creek and
enters a long cut.
(278) The Palm Valley/State Route 210 highway bridge
crossing the waterway at Mile 758.8 has a xed span with
a clearance of 65 feet.
(279) The route continues through the long cut to Tolomato
River at Mile 760.9.
(280)
Guana River to Titusville
(281) Guana River enters Tolomato River on the east
side opposite Mile 770.5. A privately marked channel
in Guana River leads up to a dam at South Ponte Vedra
Beach. The reported centerline controlling depth was
4 feet in 1983, Guana Tolomato Matanzas National
Estuarine Research Reserve, a Marine Protected Area
(MPA), extends from Tolomato and Guana Rivers to
Matanzas River.
(282) At Mile 773.5, a sh camp has a marine railway that
can handle craft up to 60 feet for hull repairs. Emergency
gasoline engine repairs can be made, and gasoline and
water are available.
(283) At Mile 775.6, a channel marked by private
daybeacons and a 250° lighted range leads west to a well-
protected marina. Berths, electricity, gasoline, diesel
fuel, water, ice, pump-out station, marine supplies and
wet storage are available. A 50-ton lift is available for
hull, engine and electronic repairs; welding and canvas
fabrication is also available.
(284)
Note
(285) In 1998, severe shoaling had occurred in the
Intracoastal Waterway from Mile 775 southward to Mile
780, including the area crossing St. Augustine Inlet.
Mariners are advised to seek local knowledge before
transiting this area.
(286) TheVilano Beach( State Route A1A) highway
bridge crossing the Tolomato River at Mile 775.8 has a
xed span with a clearance of 65 feet. Tidal currents run
at angles to the bridge and caution is imperative. Flood
currents up to 1 knot and ebb currents up to 1.5 knots
may be expected during normal weather. A marina on
the north side of the xed highway bridge and on the east
side of Tolomato River has berths, electricity, gasoline,
diesel fuel, water, ice and a pump-out station available.
An overhead power cable 70 yards south of the bridge
has a clearance of 100 feet.
(287) The waterway continues on beyond St. Augustine
Inlet and enters Matanzas River; the river separates
Anastasia Island from the mainland. At Mile 777.9,
State Route A1A , A. Max Brewer highway bridge, known
as the Bridge of Lions, and which connects Anastasia
Island with St. Augustine, has a bascule span with a
clearance of 18 feet. (See 33 CFR 117.1 through 117.59
and 117.261, chapter 2, for drawbridge regulations.)
Caution is advised because the tidal currents, particularly
ebb, run at right angles to the bridge. It is advisable to drift
large tows through this opening at slack water. Normal
ood currents of 1 knot and ebb currents of 1.5 knots may
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 377
be expected. Several mishaps involving the bridge being
hit by vessels that have lost maneuvering control during
periods of ebb currents have occurred. Caution is advised
when transiting the area. See the Tidal Current prediction
service at tidesandcurrents.noaa.gov for specic
information about times, directions, and velocities of the
current at numerous locations throughout the area. Links
to a user guide for this service can be found in chapter
1 of this book.
(288) St. Augustine Inlet and St. Augustine are described
in chapter 10.
(289) In the broader sections of the river above St.
Augustine, the channel is very narrow and contorted,
extending between shoals visible at low water.
(290) San Sebastian River ows into Matanzas River at
Mile 780.0 and is described in chapter 10.
(291) A xed highway bridge at Mile 780.3 has a clearance
of 65 feet.
(292) Crescent Beach (State Route 206) highway bridge
over Matanzas River has a bascule span with a clearance
of 25 feet at the center. Gasoline may be obtained by
shallow-draft boats at a shing camp just south of the
bridge on the east side of the waterway. Several sh
camps are farther south of the bridge.
(293) About a mile northward of Matanzas Inlet, near Mile
792.3, the waterway leaves Matanzas River and enters a
land cut.
(294)
Caution
(295) It is reported that navigation in the Intracoastal
Waterway opposite the breakthrough at Matanzas Inlet
at about Mile 794.0 is hazardous during ood and ebb
tides. Signs reading “DANGER TURBULENT WATER”
have been placed on the north and south of the inlet to
warn mariners of this condition. Also, in 1992, severe
shoaling was reported in this area.
(296) Matanzas River continues eastward and southward
about 1.2 miles to Matanzas Inlet. Route A1A highway
bridge crossing the inlet has a 41-foot xed span with
a clearance of 10 feet. The inlet is described in chapter
10. Route A1A highway bridge crossing Matanzas River
about 0.6 mile southward of the inlet has a xed span with
a clearance of 13 feet; the highway bridge crossing the
river 1 mile farther south has a xed span with a clearance
of 13 feet.
(297) About 2 miles southward of Matanzas Inlet near Mile
796.0, the Intracoastal Waterway re-enters Matanzas River.
At Mile 796.6 is the oceanarium at Marineland where
many types of marine life are exhibited; an admission fee
is charged. On the east side of the waterway, a privately
marked channel, with a reported controlling depth of 7
feet in 1993, leads to the Marineland marina and boat
slip. Berths at the marina are just southward of the boat
slip. Depths of 6½ feet are reported alongside. Gasoline,
diesel fuel and limited marine supplies are available.
(298) A small-craft facility is on the south side of a private
canal that leads westward from the waterway at Mile
802.8.
(299) At Mile 803.0, a high-level xed highway bridge
with a clearance of 65 feet crosses the waterway. State
Route 100 highway bridge at Flagler Beach, Mile 810.6,
is a xed highway bridge with a clearance of 65 feet.
Overhead power and television cables 70 feet north of
the bridge have a clearance of 85 feet.
(300) The Highbridge Road bridge at Mile 816.0 has a
bascule span with a clearance of 15 feet at the center. An
overhead power cable 25 feet north of the bridge has a
clearance of 85 feet.
(301) The waterway enters Halifax River at Mile 818.4
and continues to Ormond Beach. The Ormond Beach
Bridge over the waterway at Mile 824.9 has a xed span
with a clearance of 65 feet.
(302) Twin xed bridges cross the waterway at Mile 829.1
with a clearance of 65 feet.
(303) Daytona Beach, Mile 830.0, is a large resort city
with stores, motels, hotels and restaurants. The city has
excellent yacht facilities, and marine supplies can be
obtained.
(304) Main Street Bridge at Mile 829.7 has a bascule
span with a clearance of 22 feet at the center. (See 33
CFR 117.1 through 117.59 and 117.261, chapter 2, for
drawbridge regulations.) Broadway Bridge has a xed
span that crosses the waterway at Mile 830.1 with a
clearance of 63 feet (65 feet at center). Veterans Memorial
Bridge at Mile 830.6 has a xed span with a clearance of
65 feet.
(305) Just south of the fourth bridge at Mile 830.7, a
marked channel leads westward from the waterway to
the City Dock on the north side of the Municipal Yacht
Basin. There are several berths on the east and south sides
of the basin with reported depths of 6½ feet alongside.
Water, ice and electricity are available; meals and lodging
are nearby. At the Halifax River Yacht Club, which is
on the west side of the basin, reciprocal courtesies are
extended to visiting members of other yacht clubs. Berths
with electricity, water and ice are available. In 2000, a
depth of 8 feet was reported alongside.
(306) At Mile 831.0, a privately dredged channel marked
by private daybeacons leads west to a small-craft harbor.
(307)
Weather, Daytona Beach and vicinity
(308) The nearness to the ocean results in a climate
tempered by winds off the water. Summer temperatures,
which reach 90°F (32.2°C) or more on an average of 55
days each year, are often cooled below 90°F (32.2°C) by an
early afternoon sea breeze. The average high temperature
for Daytona Beach is 80°F (26.7°C) and the average low
temperature is 61°F (161.1°C). By a fraction of a degree,
July is the warmest month, with an average high of 90°F
(32.2°C) and an average low of 72°F (22.2°C). January is
the coolest month, with an average high of 69°F (20.6°C)
and an average low of 47°F (8.3°C). Temperatures of
378 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
100°F (37.8°C) have been recorded in each month May
through August. The extreme maximum temperature for
Daytona Beach is 102°F (38.9°C), recorded in July 1981.
Freezing temperatures are uncommon, with an average of
only two days each year recording an extreme minimum
below 32°F (0°C) and only 11 days recording an extreme
minimum below 45°F (7.2°C). The coolest temperature
on record at Daytona Beach is 15°F (-9.4°C), recorded
in January 1985.
(309) Frequent afternoon showers and thunderstorms
(13–18 days per month) also help cool things off in
addition to accounting for about 60 percent of the annual
precipitation from June through mid-October. Average
annual rainfall at Daytona Beach is 49 inches (1,244.6
mm). August is the wettest month averaging nearly 6.5
inches (165.1 mm), and December is the driest month,
averaging about 2.5 inches (63.5 mm). Snowfall is rare,
and an accumulation has never occurred; however, trace
amounts have been recorded in each month December
through February. Heavy fog is most likely during winter
and early spring. These radiation fogs usually form at
night and dissipate after sunrise. On rare occasions, a sea
fog moves in and persists for 2 or 3 days.
(310) While tropical cyclones are a threat mainly from
June through October, hurricane-force winds can
be expected once in 30 years on the average. At this
latitude and location, hurricanes usually either pass well
offshore or have weakened from an overland trip from
the southwest or west. Of the 59 tropical cyclones that
threatened Daytona Beach during the period 1842–1995,
47 occurred during the months August, September and
October. By a narrow margin, the greatest occurrence is
in September. The predominant direction from which the
storm arrives is from the South or Southwest. Since 1950,
22 storms have come within 50 nm (92.6 km) of Daytona
Beach. Hurricane Donna is likely the most memorable
storm to effect the Daytona Beach area in recent memory.
On September 11, 1969, Donna crossed the central Keys
moving to the northwest and abruptly turned northward
crossing the southwest Florida coast near Naples. From
there, Donna continued north-northeastward, up the
spine of the peninsula, moving back out over open water
north of Daytona Beach. The maximum wind at landfall
was estimated near 135 miles per hour with gusts to 150
miles per hour, and winds were still 90 miles per hour by
the time the storm reached the Daytona Beach area.
(311) The entrance channel to the other marina and boat
works leaves the Intracoastal Waterway 0.5 mile south of
the entrance to Halifax River Yacht Club at Mile 831.2
has a marked channel, that had a reported controlling
depth of 7 feet in 1993. There are 350 open and covered
berths which can accommodate vessels up to 90 feet
in length. Depths of 7 feet are reported alongside, and
gasoline, diesel fuel, water, ice, electricity and marine
supplies are available.
(312) State Route A1A bridge across the waterway atPort
Orange Mile 835.5 is a xed bridge with a clearance of
65 feet. A boatyard and a marina are on the east side of
the waterway, north of the bridge. The boatyard 0.3 mile
north of the bridge and the marina adjacent to the bridge
have berths with electricity, gasoline, diesel fuel, water,
ice and marine supplies. Mobile hoists to 30 tons that can
handle craft to 50 feet are available at the boatyard; hull
repairs can be made. Machine and carpenter shops are
on the premises. Reported depths of 8 feet and 3 feet are
alongside the boatyard and marina, respectively.
(313) The waterway continues down the Halifax River to
Mile 840.0 where it enters Ponce de Leon Cut. Strong
cross-currents may be felt at times in this cut, due to the
currents from Spruce Creek veering from one side to the
other.
(314) Inlet Harbor, 0.5 mile southeast of the waterway at
Mile 839.6, is a small shing port. In 2002, the reported
controlling depth from the waterway to the harbor was 6
feet; thence in 1983, 5 feet or more to the community of
Ponce Inlet. The channel is along the north shore and is
not marked. The wharf at Inlet Harbor has depths of about
8 feet alongside. Berthage with electricity, gasoline,
diesel fuel, water, ice, marine supplies and wet and dry
storage are available. Engine repairs can be made.
(315) At the community of Ponce Inlet, about 1 mile
below Inlet Harbor inside the north side of Ponce de
Leon Inlet, there are several small-craft facilities where
berthage with electricity, gasoline, diesel fuel, water, ice,
launching ramps and a 70-ton lift are available. Hull,
engine and electronic repairs can be made.
(316) Ponce de Leon Inlet is described in chapter 10.
(317) The waterway leaves Ponce de Leon Cut and
enters Indian River North at Mile 843.5, about a mile
southward of Ponce de Leon Inlet, and follows the river
southward for about 15.5 miles through the marshes to
Mosquito Lagoon. In some places the river is narrow and
crooked, requiring careful steering and close attention to
the channel daybeacons.
(318) At Mile 845.0, there is a bascule span (SR44) with
a clearance of 24 feet at the center. (See 33 CFR 117.1
through 117.59 and 117.261, chapter 2, for drawbridge
regulations.)
(319) At New Smyrna Beach, Mile 846.1, are several
small-craft facilities and the Municipal Yacht Basin.
(320) The Harris Saxon Bridge at Mile 846.5 is a xed
bridge with a clearance of 65 feet. During ood (southerly
ow) current from Sheephead Cut makes a cross-current
in a westerly direction north of the bridge. Boats with tows
proceeding southward during a ood current are advised
to allow for the cross-current. An overhead power cable
close northward of the bridge has a clearance of 85 feet.
(321) The Intracoastal Waterway through Mosquito
Lagoon and Indian River is through open water making
the route rough at times, particularly during strong winds.
(322) At Mile 868.5, the waterway enters Haulover Canal,
a cut through the 0.4 mile-wide strip of land separating
Mosquito Lagoon from the Indian River. Jetties, which
have brush-covered sand deposits piled along their outer
sides, extend almost 0.4 mile from shore at each end of
the cut, giving the canal a total length of about 1.2 miles.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 379
(323)
Tides and currents
(324) Wind tides are quite pronounced at times producing
strong currents in the canal. Southerly winds will build up
the water level on the Indian River side of the canal and
at the same time lower the water level on the Mosquito
Lagoon side. Northerly winds will cause the reverse
effect. At such times the normal water level varies as
much as 2 feet, with currents through the channel up to
1.5 knots setting in the direction of the wind.
(325) At Mile 869.2, a highway bridge crosses near the
center of Haulover Canal; the bridge has a bascule span
with a clearance of 27 feet at the center. Overhead power
cables northeastward of the bridge have clearances of
85 feet. If a vessel must stop before passing through the
bridge and a strong current is running, care should be
taken to prevent setting against the rocky sides of the
canal.
(326)
Manatees
(327) Regulated speed zones for the protection of manatees
are in Haulover Canal and in Bairs Cove (28°44.0'N.,
80°45.4'W.) on the southeast side of the canal. (See
Manatees, chapter 3.)
(328) At Mile 869.8, the waterway enters Indian River,
which extends southward for about 119 miles from
Haulover Canal to St. Lucie Inlet. In general, it is a broad
lagoon quite shallow in places. The spoil banks alongside
the channel have built up in recent years and now appear
as small islets on which are mangrove and other trees.
(329) The river is nontidal except in the vicinity of Fort
Pierce and for a short distance above the St. Lucie Inlet
where the depth may vary as much as 2 feet under the
inuence of strong northerly and southerly winds.
(330) Merritt Island National Wildlife Refuge is on
Merritt Island on the east side of the northern part of
Indian River.
(331) At Mile 876.6, a causeway and railroad bridge across
the waterway has a bascule span with a clearance of 7 feet.
The span is automatically operated; it is normally in the
open position but will close on the approach of trains.
(See 33 CFR 117.1 through 117.59 and 117.261, chapter
2, for drawbridge regulations.)
(332) A well-protected yacht basin is at Titusville, Mile
878.4. The basin, connected to the waterway by a marked
dredged channel, had a reported approach depth of 8 feet in
2009. Marinas in the basin provide berths with electricity,
gasoline, diesel fuel, water, ice, a launching ramp, pump-
out station and limited marine supplies. Hull, engine and
electronic repairs are available; the marina at the south
end of the basin has a 50-ton lift. A protected seagrass
area is between the offshore marina mooring elds and
the marina basin; anchoring or mooring is not authorized
in this area. Informational buoys alerting the mariner
of operating restrictions are positioned throughout the
seagrass area.
(333) The town of Titusville is on the principal public
highway approach to the John F. Kennedy Space Center
at Cape Canaveral. The Max Brewer Highway Bridge
(State Route 406) crossing the waterway at Mile 878.9
has a xed span with a clearance of 65 feet.
(334)
Manatees
(335) A regulated speed zone for the protection of manatees
is in Banana Creek at the north end of Merritt Island east
of Mile 880.5. (See Manatees, chapter 3.)
(336) At Mile 882.9 on the west side of Indian River, a
privately marked channel leads to a marina. In 2004, the
reported approach and alongside depth was 6 feet. Berths,
gasoline, diesel fuel, electricity, water, ice, pump-out
station, launching ramp and wet storage are available.
(337) NASA Parkway (State Route 405-locally known
as Addison Point bridge) crossing the waterway at Mile
885.0 has a bascule span with a clearance of 27 feet at the
center. (See 33 CFR 117.1 through 117.59 and 117.261,
chapter 2, for drawbridge regulations.) An overhead
power cable at Mile 888.6 has a clearance of 85 feet over
the main channel and 45 feet elsewhere between Jones
Point and Pine Island.
(338)
Manatees
(339) Regulated speed zones for the protection of
manatees are in the vicinity of powerplants at Delespine,
Mile 887.4, and Frontenac, Mile 889.1. (See Manatees,
chapter 3.)
(340) An overhead power cable at Mile 893.6 has a
clearance of 85 feet over the main channel and 45 feet
elsewhere, between City Point and Merritt Island.
(341)
Canaveral Barge Canal to Cocoa
(342) Canaveral Barge Canal, Mile 893.8, connects the
Intracoastal Waterway with Port Canaveral described
in chapter 10. A federal project provides for a 12-foot
channel from the Intracoastal Waterway through land
cuts in Merritt Island, thence across Banana River, thence
through a barge lock, and thence to the deepwater turning
basin at Port Canaveral. (For detailed channel information
and minimum depths as reported by the U.S. Army
Corps of Engineers (USACE), use NOAA Electronic
Navigational Charts. Surveys and channel condition
reports are available through a USACE hydrographic
survey website listed in Appendix A.) The lock, about
1.5 miles westward of the turning basin, has a width of 90
feet and a length of 600 feet and is in operation between
the hours of 0600 and 2130 daily. (See 33 CFR 207.160,
chapter 2, for canal and lock regulations.) Vessels are
required to tie up fore and aft to the south wall inside
the lock, allowing sufcient slack in the lines to provide
for a rise or fall of water of about 4 feet. Vessels are
restricted from using the lock while a petroleum barge is
in passage. Smoking is prohibited within the lock. The
channel is well marked by aids to navigation. Limiting
380 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
clearances are 21 feet at the center for the State Route 401
drawbridges and 65 feet for the overhead power cables.
(See 33 CFR 117.1 through 117.59 and 117.273, chapter
2, for drawbridge regulations.)
(343) A sh camp and several marinas are on the south side
of Canaveral Barge Canal, both eastward and westward
of State Route A1A highway bascule bridge. Berthage
with electricity, water, ice, a launching ramp, pump-out
station and wet and dry storage are available.
(344) Several marinas are in the dredged basin on the south
side of the barge canal opposite West Basin. Berths with
gasoline, diesel fuel, electricity, launching ramps, pump-
out stations, water and ice are available; lifts to 75 tons
are available for hull, engine and electronic repairs.
(345) State Route 528 causeway and bridges crossing
Indian River at Mile 894.0 have twin xed spans with
clearances of 65 feet over the main channel and twin 30-
foot xed spans over a relief channel at the west end of
the causeway with clearances of 12 feet.
(346) At Cocoa, Mile 897.4, a causeway and twin xed
bridges with clearances of 65 feet cross the waterway. An
overhead power cable about 0.1 mile southward of the
bridges has a clearance of 88 feet over the main channel.
(347) Northward of and parallel with the causeway on the
east side of Indian River, a privately marked and dredged
channel leads to a yacht basin with no facilities. In 2003,
the reported approach depth was 4.5 feet to the basin.
(348) On the west side of Indian River just north of the
causeway, a privately marked channel leads to a marina
that had a reported approach depth of 6 feet in 2005.
Berths with electricity, water, ice and pump-out station
are available.
(349) At Mile 908.4, a marina with water, wet and dry
storage and a 12-ton lift is available; hull and engine
repairs can be made.
(350) At Mile 909.0, the twin xed spans of the Pineda
Expressway have a clearance of 65 feet over the main
channel of Indian River.
(351)
Banana River
(352) At Mile 910.7 on the west side of Indian River, a
privately marked channel leads to a small yacht basin.
Berths with electricity, gasoline, diesel fuel, water, ice, a
pump-out station and dry storage are available. Engine,
hull and electronic repairs can be made. In 2006, the
reported approach and alongside depth was 7 feet.
(353) At Mile 914.4, State Route 518 causeway xed
highway bridge crosses Indian River and has an authorized
clearance of 65 feet.
(354) Banana River has its southern entrance at Mile
914.2 opposite Melbourne. The river is used by small
boats as a harbor of refuge during hurricanes and storms.
In 1976–1978, the controlling depth was 3 feet from the
entrance of the river for about 16 miles to the junction
with the Canaveral Barge Canal. Mariners are cautioned
to carefully follow the marked channel, because there is
severe shoaling along the edges in some places.
(355) A marina on the south side of the entrance to Banana
River has gasoline, diesel fuel, ice, water, electricity,
marine supplies and a pump-out station; hull, engine
and electronic repairs can be made. In 2006, a reported
approach depth of 6 feet was available; local knowledge
is advised.
(356) A highway bridge across the Banana River about 0.5
mile above the entrance has a swing span with a clearance
of 7 feet. (See 33 CFR 117.1 through 117.59 and 117.263,
chapter 2, for drawbridge regulations.) A marina on the
east side of the river immediately southward of the bridge
has berths with a reported approach depth of 12 feet with
8 feet alongside in 2006. Gasoline, diesel fuel, water, ice,
a pump-out station, electricity and a 40-ton mobile hoist
are available; hull, engine and electronic repairs can be
made.
(357) Twin xed highway bridges with clearances of 43
feet over the channel cross Banana River about 4.3 miles
above the mouth.
(358) An Air Force prohibited area is at the base on the
east bank of the Banana River about 5.8 miles above the
mouth. (See 33 CFR 334.560, chapter 2, for limits and
regulations.)
(359) Newfound Harbor is at the southeastern end of
Merritt Island, 10 miles above the entrance to Banana
River. The harbor is shoal and about 4 miles long in a
north-south direction. Several shoals and obstructions
have been reported in Newfound Harbor. About 3.7 miles
above the entrance, State Route 520 highway xed bridge
has a clearance of 36 feet.
(360) Across the entrance to Sykes Creek at the north
end of Newfound Harbor there is a highway bridge that
has a 30-foot xed span with a clearance of 15 feet.
An overhead power cable close northwestward of the
bridge has a clearance of 23 feet. About 0.1 mile above
the bridge, the center and southern sections of a former
bridge have been removed; the northern portion remains
as a shing pier. Twin 30-foot xed span highway bridges
with clearances of 15 feet cross the creek about 2.2 miles
above the mouth. A 37-foot xed span bridge with a
clearance of 16 feet crosses the creek about 2.8 miles
above the mouth.
(361) Two boatyards are on the west side of Banana River
about 12 miles above the southern entrance and 2.1
miles north of Buck Point, the eastern entrance point
of Newfound Harbor. Berthage with electricity, water,
marine supplies, a 30-ton mobile hoist and wet and dry
storage are available. Hull and engine repairs can be
made. In 2002, a depth of 4½ feet was reported in the
approach and 6 feet alongside the berths.
(362) Cocoa Beach causeway (State Route 520), crossing
the Banana River, 3.5 miles north of Buck Point, has a
xed span with a clearance of 36 feet.
(363) About 16 miles above the entrance and 6.4 miles
north of Buck Point, the Banana River is crossed by U.S.
Route A1A causeway and bridges. The twin xed spans
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 381
over the main river channel have a clearance of 36 feet;
the 30-foot twin spans over the relief channel at the west
end of the causeway have clearances of 14 feet.
(364) About 0.2 mile northward of U.S. Route A1A
causeway-bridges, the Canaveral Barge Canal crosses the
river channel and leads east to Port Canaveral. Saturn
Barge Channel extends northward from Canaveral
Barge Canal to the head of Banana River and to two
side channels leading eastward and westward to basins
at missile test installations; a side channel, extending
eastward from the Saturn Barge Channel, 5 miles
northward of the Canaveral Barge Canal, leads to a basin
on the cape. The basin is within a restricted area. (See 33
CFR 334.550, chapter 2, for limits and regulations.) The
channels are marked by lights, daybeacons and buoys,
and had a controlling depth of 12 feet in 1977–1978. In
1983, shoaling to an unknown extent was reported on the
south side of the west side channel in about 28°35'33"N.,
80°36'58"W.; the shoal is marked by a daybeacon. An
overhead power cable crosses Saturn Barge Channel
about 0.6 mile northward of Canaveral Barge Canal with
a clearance of 65 feet.
(365)
Manatees
(366) A regulated speed zone for the protection of manatees
is in the channel and basin at the small-craft harbor on the
west side of Banana River at Audubon, 1.5 miles north
of Canaveral Barge Canal. The area on the east side of the
river immediately south of the NASA Parkway is closed
to motorized craft from April 1 through November 14
annually. (See Manatees, chapter 3.)
(367) A Security Zone has been established to include
certain land and water areas at Port Canaveral-Cape
Canaveral and adjacent areas at John F. Kennedy Space
Center, including portions of Indian River and Banana
River. (See 33 CFR 165.1 through 165.7, 165.30, 165.33,
and 165.701, chapter 2, for limits and regulations.)
(368) Banana River above the Canaveral Barge Canal and
the adjacent land areas are within a Security Zone. Limits
and regulations are given under the description of Cape
Canaveral in chapter 10.
(369) A prohibited area in upper Banana River, about 3
miles above the Canaveral Barge Canal, is adjacent to a
missile-test annex. (See 33 CFR 334.540, chapter 2, for
limits and regulations.)
(370) The NASA Parkway (State Route 405) causeway
and bridge crosses Banana River 6.5 miles above the
Canaveral Barge Canal. The bridge has a bascule span
over the navigation channel with a clearance of 24 feet
at the center. (See 33 CFR 117.1 through 117.59 and
117.263, chapter 2, for drawbridge regulations.) A NASA
space center restricted area is just north of the NASA
Parkway causeway. (See 33 CFR 334.570, chapter 2, for
limits and regulations.) An overhead power cable with a
clearance of 85 feet crosses the river about 3.0 miles north
of the NASA Parkway causeway bridge.
(371)
Melbourne to St. Lucie Inlet
(372) The Intracoastal Waterway continues through Indian
River southward for about 74 miles to St. Lucie Inlet.
(373) The highway causeway (State Route 518) crossing
the river at Melbourne at Mile 914.4 has a xed span
across the Intracoastal Waterway with a clearance of 65
feet. About 200 yards south of the bridge, an overhead
power cable crosses the waterway with a clearance of 90
feet at the main channel. An overhead cable on the south
side of the relief bridge at the east end of the causeway
has a clearance of 35 feet.
(374) About 0.5 mile south of the causeway at Mile 914.9,
a dredged, marked channel leads to a yacht basin inside
the mouth of Eau Gallie River. General depths in the
area where the river widens between the yacht basin and
U.S. Highway 1 bridge crossing are 3 feet. The basin and
the area close east afford good shelter from storms. A city
ordinance restricts speed to no wake in Eau Gallie River.
Several marinas and a boatyard are in the basin.
(375) About 0.5 mile above the mouth of Eau Gallie River,
U.S. Route 1 highway bridge has a xed span with a
clearance of 12 feet. About 0.1 mile above the highway
bridge, the Florida East Coast railroad bridge has a 44-
foot xed span with a clearance of 12 feet.
(376) At Mile 916.7, a privately marked channel leads
from the waterway to a marina on the west side of Indian
River. Gasoline is available. In 2007, the channel to the
marina had a reported approach depth of 8 feet and 6 feet
alongside.
(377) At Mile 918.2, State Route 516 causeway at
Melbourne has dual high-level xed bridges with
clearances of 65 feet across the Intracoastal Waterway.
(378) At Mile 918.7, about 0.5 mile south of the bridges,
a marked channel leads westward from Indian River to a
turning basin inside the mouth of Crane Creek. A marina
on the northern side of the creek has berths with electricity,
gasoline, diesel fuel, water, ice, marine supplies, sewage
pump-out, wet storage and harbormaster services. The
harbormaster may be reached by telephone 321–725–
9054.
(379) About 0.2 mile above the mouth of Crane Creek,
U.S. Route 1 highway bridge has a 36-foot xed span
and a clearance of 15 feet. About 175 yards westward
of the highway bridge, the Florida East Coast railroad
bridge has a 40-foot xed span and a clearance of 14 feet.
Overhead power cables close westward and 500 yards
westward of the railroad bridge have clearances of 25
and 40 feet, respectively.
(380) At Mile 921.2, an overhead power cable with a
clearance of 95 feet crosses the waterway at the main
channel.
(381) Turkey Creek is on the west side of Indian River
at Mile 921.3. About 0.5 mile above the entrance, U.S.
Route 1 highway bridge has a 34-foot xed span with a
clearance of 15 feet. About 300 yards above the highway
382 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
bridge, the Florida East Coast railroad bridge has a xed
span with a clearance of 10 feet. Overhead power cables
at the railroad bridge have a minimum clearance of 21
feet. A shoal, bare at low water, is in the middle of the
entrance to Turkey Creek. In 2006, a depth of 4 feet was
reported in the natural channel marked by daybeacons to
the eastward of the shoal area.
(382)
Manatees
(383) A regulated speed zone for the protection of manatees
is in Turkey Creek. (See Manatees, chapter 3.)
(384) Two marinas are on the southern part of Turkey
Creek between the two bridges. Berthage with electricity,
gasoline, diesel fuel, pump-out station, water, ice, some
marine supplies, launching ramp and a 10-ton lift are
available for hull, engine and electronic repairs. In 2007,
4 feet was reported in the approach.
(385) Two marinas are on the west side of the Indian River
at Mile 934.0. Berths, electricity, gasoline, diesel fuel,
water, ice, marine supplies, pump-out station and wet
and dry storage are available. Hull, engine and electronic
repairs can be made; lift to 70-tons. In 2011, 5 feet was
reported in the approach channel and alongside.
(386) At Mile 935.0, a marina on the east side of the river
has berthage, water, ice and a launching ramp. In 2004,
an approach depth of 3.5 feet and an alongside depth of
4 feet were reported.
(387) Saint Sebastian River, Mile 935.4, is used by local
shing boats going to Roseland, 1.1 miles above the
mouth. U.S. Route 1 highway bridge across the entrance
to the creek has a xed span with a clearance of 18 feet.
About 1 mile above the highway bridge, the Florida East
Coast railroad bridge has a 46-foot xed span with a
clearance of 12 feet. Two overhead power cables at the
railroad bridge, one on the east side and the other on
the west side, have clearances of 17 feet and 60 feet,
respectively. About 300 yards above the railroad bridge
an overhead power cable has a clearance of 23 feet.
(388) A marina is on the north side of Saint Sebastian
River, just westward of U.S. Route 1 highway bridge.
Berths, gasoline, water, ice and a launching ramp are
available.
(389) Pelican Island National Wildlife Refuge is on the
east side of the waterway between Mile 936.3 and Mile
942.8.
(390) Sebastian is a shing town at Mile 938.3. There are
marinas here that have gasoline, diesel fuel, electricity,
water, ice, a pump-out station, launching ramp, marine
supplies and wet storage. In 2003, the reported approach
depth was 4 feet and the reported alongside depth was 3
feet. A special anchorage is off the town of Sebastian.
(See 33 CFR 110.1, and 110.73a, chapter 2, for limits and
regulations.)
(391) A xed highway bridge across the waterway at
Mile 943.3 near Wabasso has clearance of 65 feet.
The bridge and causeway between the mainland and
the island westward of the Intracoastal Waterway has a
46-foot center span with a clearance of 9 feet. A channel,
reportedly marked by private aids, leads to a marina on the
west side of the waterway just below the highway bridge.
An overhead power cable crossing Indian River on the
north side of the Wabasso causeway, with a clearance of
40 feet from the mainland to the bridge, is submerged at
the Intracoastal Waterway, thence a clearance of 50 feet
to the eastern shore of the river.
(392) The waterway is crooked and subject to strong
currents in narrow places from about 1 mile north of the
Wabasso Bridge to about 4 miles south of it. Caution must
be observed at the bends where vision is limited.
(393) At Mile 946.3, a privately marked channel, with
a reported controlling depth of 4.4 feet in 2007, leads
off to the northwestward to a waterfront development at
Hobart Landing, about a mile south of Wabasso.
(394) At Mile 948.7, a privately maintained channel leads
from the waterway to a marina on the west side of Indian
River. Gasoline, diesel fuel, berths with electricity, water,
limited marine supplies, wet storage and a pump-out
station are available. In 2012, a reported depth of 6 feet
was available in the approach and 7 feet alongside the
marina.
(395) Vero Beach, Mile 951.9, is an active ocean resort
and yachting center. A high-level xed highway bridge
over the waterway here has a reported clearance of 65
feet. A special anchorage is about 0.8 mile northeast of
Vero Beach just inside a channel leading northeastward
then northerly from the waterway to the mouth of Bethel
Creek. (See 33 CFR 110.1 and 110.73(b), chapter 2, for
limits and regulations.) Just north of the bridge, a marked
channel leads eastward from the waterway for about 0.3
mile to a turning basin. In 2007, the reported controlling
depth was 6.0 feet.
(396) From Vero Beach to the St. Lucie Inlet the Indian
River is broad and quite shallow, but the Intracoastal
Waterway route is well marked and easy to follow. Spoil
banks parallel the channel at a distance of several hundred
yards and are mostly covered with mangrove and a few
Australian pines.
(397) A xed highway bridge with a clearance of 65 feet
crosses the waterway at Mile 953.2.
(398) Overhead power cables at Mile 953.2 and Mile
954.9 have clearances of 85 feet.
(399)
Manatees
(400) A regulated speed zone for the protection of manatees
is in the vicinity of the powerplant at Vero Beach at Mile
953.2. (See Manatees, chapter 3).
(401) At Mile 964.2, a privately marked channel, with a
reported controlling of 6 feet in 2003, leads to a marina
in a basin on the west shore of Indian River. Berths,
electricity, pump-out station and wet and dry storage are
available. A 70-ton lift is available for hull, engine and
electronic repairs.
(402) State Route A1A highway bridge north of Fort
Pierce at Mile 964.8 has a bascule span with a clearance
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 383
of 26 feet at the center. A marina south of the bridge on
the west side of the waterway has berths with electricity,
gasoline, diesel fuel, water, ice, pump-out station, wet
and dry storage and a 99-ton lift available. Hull, engine
and electronic repairs can be made.
(403) Fort Pierce, Mile 965.6, has supply and repair
facilities. The town and Fort Pierce Inlet are described in
chapter 10.
(404) At Mile 965.8 State Route A1A xed highway bridge
crossing the waterway at Fort Pierce has a clearance of 65
feet. There is a strong cross-current at this bridge. Vessels
proceeding north or south should approach the bridge
with caution. At all times maintain sufcient headway
to avoid being carried against the fender system. An
overhead power cable south of the bridge has a clearance
of 85 feet.
(405)
Manatees
(406) A regulated speed zone for the protection of manatees
is in the vicinity of the power plant at Fort Pierce at Mile
966.1. (See Manatees, chapter 3.)
(407) At Mile 966.5, a channel leads to the municipal
marina. Berthing, electricity, gasoline, diesel fuel, water,
ice, pump-out station and some marine supplies are
available. In 2004–2005, the reported controlling depth
in the approach channel was 6.0 feet. The harbormaster
may be contacted via VHF-FM channels 9 and 16 or by
calling 772–464–1245.
(408) Overhead power cables at Mile 974.2 have clearances
of 90 feet across the channel and 60 feet elsewhere.
(409) At Mile 979.2, a privately marked channel leads
eastward from the waterway to a marina on the Southeast
side of Nettles Island. The marina has berths, electricity,
gasoline, diesel fuel, water, ice and marine supplies.
Engine repairs can be made.
(410) Jensen Beach, Mile 981.4, is a winter resort on the
west bank of the Indian River. State Route 707A xed
highway bridge, (locally known as Jensen Road bridge
and NE Causeway Blvd.), crosses the waterway with a
vertical clearance of 66 feet.
(411) At Mile 982.8, a privately dredged channel marked
by private daybeacons leads westward from the waterway
to a marina in a small protected basin. In 2002, the
reported approach and alongside depth was 6 feet. Wet
and dry storage are available. A 5-ton lift can haul out
craft for hull and engine repairs.
(412) State Route A1A highway bridge (locally known as
Indian River bridge) across the waterway at Mile 984.9
has a xed span with a clearance of 65 feet. A marina on
the east side of the Indian River, 200 yards north of the
bridge, has berths, electricity, gasoline, diesel fuel, water,
ice, marine supplies, pump-out station and wet and dry
storage available. At Mile 985.0, a channel marked by
private daybeacons leads eastward from the waterway to
a marina on the east side of Indian River near the foot of
the bridge. Electricity, gasoline, diesel fuel, water, ice, a
pump-out station, launching ramp and marine supplies
are available; hull, engine and electronic repairs can be
made. In 2001, the reported approach depth was 7 feet.
(413) The junction of the Intracoastal Waterway and
Okeechobee Waterway is at St. Lucie Inlet, Mile 987.8.
St. Lucie Inlet and River, Port Salerno, Port Sewall and
Stuart are described in chapter 10.
(414)
Caution
(415) Extreme caution is advised when crossing St. Lucie
River. Cross-currents will give a vessel an east or west
set, depending on the direction and velocity of the current
in the river. Vessels should be able to stay in the channel
by using the ranges on each side of the intersection. To
make a turn from the Intracoastal Waterway into St.
Lucie River or vice versa, allowance must be made for
the cross-currents to prevent swinging too wide or too
short.
(416)
ENCs - US4FL43M, US5FL43M
Chart - 11428
(417)
Okeechobee Waterway
(418) From its junction with the Intracoastal Waterway in
St. Lucie Inlet, Okeechobee Waterway follows St. Lucie
River westward to South Fork, through South Fork and
St. Lucie Canal, and enters Okeechobee Lake at Port
Mayaca. It crosses the southern part of the lake and exits
at Moore Haven into Caloosahatchee Canal and thence
into Caloosahatchee River, San Carlos Bay and the Gulf
of Mexico. From San Carlos Bay, the Gulf section of the
Intracoastal Waterway follows an inside route along the
west coast of Florida to Anclote River, thence outside to
Carrabelle Ship Channel in St. George Sound, and thence
inside again through the remainder of Florida, Alabama,
Mississippi, Louisiana and Texas to Brownsville. The
Gulf section is described in United States Coast Pilot
5, Gulf of Mexico, Puerto Rico, and Virgin Islands.
(419) Mileage in the Okeechobee Waterway is measured
westward from Mile 0.0 at the Intracoastal Waterway
junction in St. Lucie Inlet. The total length of the
Okeechobee Waterway is about 155 miles from the
Atlantic Waterway to the Gulf of Mexico. Mileage signs
(statute miles) have been erected at the ve locks.
(420) Distances along the Okeechobee Waterway are in
statute miles to facilitate reference to the small-craft
charts; all other distances are in nautical miles. A mileage
conversion table is at the end of chapter 1.
(421)
Channels
(422) The federal project for the Okeechobee Waterway
provides for a channel with a depth of 8 feet from the
Intracoastal Waterway near Stuart via Okeechobee Lake
Route 1 to Fort Myers, thence 10 feet to Punta Rassa;
thence 12 feet to the Gulf of Mexico, a channel 6 feet
deep in Taylor Creek from the town of Okeechobee to
384 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
the lake, and a depth of 6 feet for Route 2 along the south
shore of Lake Okeechobee from Port Mayaca westward
to Clewiston. Controlling depths are published in local
Notice to Mariners.
(423)
Sounding datums
(424) Depths charted in St. Lucie River from the
Intracoastal Waterway to St. Lucie Lock are referred to
mean low water. From St. Lucie Lock through St. Lucie
Canal and Lake Okeechobee to Moore Haven Lock,
depths are referred to a low water elevation, which is
12.56 feet above mean sea level. From Moore Haven
Lock through Caloosahatchee Canal to Ortona Lock,
depths are referred to a low water elevation, which is
10.06 feet above mean sea level. In the Caloosahatchee
River, the chart datum is mean lower low water. Actual
available depths are shown on gages displayed at each
lock.
(425) Hurricane gates are in the levee at Clewiston
Industrial Canal, Miami Drainage Canal, Hillsboro
Canal-North New River Drainage Canal and West Palm
Beach Drainage Canal. The hurricane gate at Clewiston
is equipped with a lock that allows passage of small craft
into Clewiston Industrial Canal. Pumping stations are at
the hurricane gates at Miami Drainage Canal, Hillsboro
Canal-North New River Drainage Canal and West Palm
Beach Drainage Canal. The gates are opened or closed
only for pumping and are not opened for boats. Depths of
10 feet may be taken over the sills. All gates have a width
of 50 feet. These canals are not navigable and have lled
with hyacinths and other obstructions.
(426)
Tides and currents
(427) The diurnal range of tide is 1.2 feet at Fort Myers
and 2.4 feet at Punta Rassa. At the eastern end of the
waterway, tidal inuence is perceptible to St. Lucie Lock
(Mile 15.1) and at the western end, at low-water stage, is
perceptible at Ortona Lock (Mile 93.5). Cross-currents
at the junction of St. Lucie River with the Intracoastal
Waterway make the short turn at that point hazardous.
(428)
Weather, Okeechobee Waterway and vicinity
(429) This route across the peninsula encounters a variety
of climatic conditions. In general, temperatures over the
inland portions are slightly cooler in winter, particularly
the lows, and warmer in summer. The west coast also
exhibits some of these continental tendencies, due
mainly to the prevalence of easterly winds. For example,
temperatures climb to 90°F (32.2°C) or above on 106
days annually at Fort Myers, compared to 131 days at La
Belle and 92 days near Stuart. Freezing temperatures are
infrequent on the coast and occur on an average of 1 to
2 days inland. Summertime temperatures are tempered
by the sea breeze along the east coast and by frequent
afternoon showers and thunderstorms everywhere.
Thunderstorms develop on about 80 to 100 days annually,
and are most likely from June through September. They
are generated by heating, fronts and tropical cyclones.
Thunderstorms can bring heavy rain, strong gusty winds
and hail. In severe cases tornadoes or waterspouts may
develop. While dangerous, these are usually smaller and
less damaging than the tornadoes of the Midwest.
(430)
Bridges
(431) The minimum clearance under bridges across the
Okeechobee Waterway is 49 feet at the lift bridge at Mile
38.0.
(432) General drawbridge regulations and opening signals
for bridges over the Okeechobee Waterway and Taylor
Creek are given in 33 CFR 117.1 through 117.49, chapter
2. Special drawbridge regulations for certain bridges
that supplement the general regulations are referenced
with the area description of the waterway and the creek.
(433) The minimum clearance under overhead cables
across the Okeechobee Waterway is 55 feet.
(434)
Government mooring facilities
(435) There is a Government yacht basin with 4 slips
available for overnight mooring of medium-size boats
at the Moore Haven Lock; similar facilities are available
in the Government yacht basin below Ortona Lock.
Government-owned tieup dolphins are located on the
waterway immediately above and below each of the
locks and immediately west of the entrance to Clewiston
Industrial Canal.
(436)
Locks
(437) Three of the ve locks in the waterway have a length
of 250 feet, width of 50 feet and depth over the sill of 10
feet. The Port Mayaca Lock, Mile 40.0, has a length of
400 feet, width of 56 feet and a depth of 16 feet. The W.
P. Franklin Lock at Olga, Mile 121.4, has a length of 400
feet, width of 56 feet and depth over the sills of 14 feet.
(438) General regulations governing bridges and locks
and the handling of tows are given in 33 CFR 207.160,
chapter 2. The ve navigation locks on the Okeechobee
Waterway are operated from 0600 to 2130 daily; operating
personnel are not on duty at other hours.
(439) Maintenance of the Okeechobee Waterway and
operation of the locks are the charge of the USACE area
ofce at Clewiston. Before any attempt is made to pass
through any portion of this route, the latest information
regarding available depths, operations of the locks and
other existing conditions should be obtained from the
ofce of the USACE at Clewiston, 525 Ridgelawn Road,
Clewiston, FL 33440-5399. Telephone, 863–983–8101;
Fax, 863–983–8579. Mariners are encouraged to view
locking requirements for safety posted at: www.saj.usace.
army.mil/Missions/Civil-Works/Navigation/Notices-to-
Navigation/
(440) Public address systems are installed at all the
locks as an aid to navigation and a safety feature. Craft
approaching any of the locks should approach for passage
only upon receiving instructions from the lock tender
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 385
through the loudspeaker system or by standard light
signal. The locks monitor VHF-FM channel 16.
(441)
Caution
(442) The St. Lucie, Port Mayaca, Moore Haven, Ortona
and W.P. Franklin locks are used, when conditions
require, for discharging water from Lake Okeechobee.
All vessels approaching these locks during periods of
discharge should exercise caution. The water released
often creates high currents along the waterway. Mariners
can expect unfavorable conditions between Port Mayaca
lock and St. Lucie lock. Such as, unexpected high current
conditions east of the St. Lucie lock where the released
water funnels thus creating unexpected hazardous
condtions for mariners expecting slack tide where the
bridges intercept the waterway. The depth over the upper
sill of St. Lucie Lock is reduced from 13.5 feet to 8 feet
when water is being discharged from Lake Okeechobee.
(443) St. Lucie Inlet and St. Lucie River to Stuart, Mile
7.5, are discussed in chapter 10. South Fork of St. Lucie
River begins at Mile 7.7 and trends southward into St.
Lucie Canal.
(444) A special anchorage is east of the waterway at Mile
7.6. (See 33 CFR 110.1 and 110.73(c), chapter 2, for
limits and regulations.)
(445) Palm City, Mile 9.5, is a small town on the west
bank of South Fork. The xed highway bridge over the
waterway here has a clearance of 54 feet. The overhead
power cable just north of the bridge has a clearance of 55
feet. During periods of high water in Lake Okeechobee,
shoaling may occur in the vicinity of the bridge.
(446)
Small-craft facilities
(447) A marina is on the east bank of the river, just south of
the xed highway bridge. Berths, electricity, pump-out,
gasoline, diesel fuel, water, ice, marine supplies, wet and
dry storage and a 60-ton marine lift are available. Hull,
engine and electronic repairs can be made. An alongside
depth of 5.2 feet was reported in 2007.
(448) At Mile 10.1, Okeechobee Waterway enters St.
Lucie Canal from South Fork, which then continues
southeastward. South Fork above the junction is deep
and winding, affording good protection for small boats
during hurricane weather.
(449)
Heights
(450) Overhead clearances on the St. Lucie Canal from
St. Lucie Lock to Port Mayaca Lock are referred to a St.
Lucie Canal stage of 14.5 feet.
(451) St. Lucie Canal is crossed at Mile 10.4 by the Martin
Highway xed bridge with a clearance of 55 feet, at
Mile 14.0 by the I-95 twin xed highway bridges with
clearances of 56 feet, at Mile 14.2 by an overhead power
cable with an authorized clearance of 95 feet and at
Mile 14.5 by the Thomas B. Manual (Florida Turnpike)
Bridge, which has a xed span with a clearance of 55
feet. At Mile 14.4, on the south side of the waterway, a
boatyard is available for gasoline, diesel fuel, hull, engine
and electronic repairs.
(452) The St. Lucie Lock, Mile 15.1, has a width of 50
feet, length of 250 feet and a depth of 12 feet over the sill.
High water in Lake Okeechobee may cause the lock to be
closed to navigation for parts of the day. Caution should
be used when approaching the lock when it is being used
to discharge water from Lake Okeechobee. Limited tieup
facilities are available at the lock.
(453) Overhead power and telephone cables crossing St.
Lucie Canal at Mile 17.1 have clearances of 56 feet. State
Route 76A xed highway bridge crossing the canal at
Mile 17.01 has a clearance of 56 feet.
(454) An overhead power cable at Mile 20.2 has a clearance
of 82 feet.
(455) At Mile 23.7, overhead power and telephone cables
crossing the waterway have a least clearance of 58 feet.
(456) At Mile 25.4, overhead power cables with a least
clearance of 63 feet cross the waterway; another overhead
power cable with a clearance of 76 feet crosses at Mile
26.9.
(457) Near Indian Town, State Route 710 highway bridge
at Mile 28.1 has a xed span with a clearance of 55 feet.
The hand-operated swing span of the Seaboard System
Railroad (SCL) bridge at Mile 28.5 has a channel width
of 47 feet and a clearance of 7 feet. (See 33 CFR 117.1
through 117.59 and 117.317, chapter 2, for drawbridge
regulations.) An overhead telephone cable at the bridge
has a clearance of 59 feet, and overhead power and
telephone cables 0.4 mile west of the bridge have a
clearance of 89 feet.
(458) At Mile 29.5, there is a marina on the north side of
the canal where berths with electricity, gasoline, diesel
fuel, water, ice, pump-out station, launching ramp, wet
and dry storage, marine supplies and a 50-ton marine lift
are available; hull and electronic repairs can be made. In
2006, the reported controlling depth in the entrance and
in the basin was 8 feet.
(459) Several overhead power cables between Mile 33.0
and Port Mayaca Lock have a least clearance of 56 feet.
(460) Port Mayaca, Mile 38.0, has no piers, but one
wall of the lock is still present and can be used to tie
up. Some supplies are available in the community. The
South Central Florida Express Railroad bridge across the
waterway here has a lift span with clearances of 7 feet
down and 49 feet up. (See 33 CFR 117.1 through 117.59
and 117.317, chapter 2, for drawbridge regulations.)
(461) U.S. Route 98–441 highway bridge at Mile 38.8 has
a xed span with a clearance of 55 feet.
(462) Port Mayaca Lock, about 300 yards west-southwest
of the U.S. Route 98-441 highway bridge, has a length of
400 feet, width of 56 feet and a depth of 16 feet over the
sill.
(463) The waterway enters Lake Okeechobee at Mile
38.9. The lake is an approximately circular freshwater
lake in southern Florida, about 26 miles from the Atlantic
coast, 50 miles from the Gulf coast and 90 miles from the
south end of the mainland. It varies in width from 22 to
386 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
30 miles and is shoal along its west and southwest sides
with depths of 10 to 14 feet in the center. The shoal areas
are generally lled with a thick growth of watergrass,
which makes it necessary to equip boats with weedless
propellers if operating in the lake for any length of time.
(464) Taylor Creek empties into Lake Okeechobee at
its northernmost extremity. A lock at the mouth of the
creek is 60 feet long and 50 feet wide and has a depth
of 5.5 feet over the sill. (See 33 CFR 207.170d, chapter
2, for regulations.) About 3.5 miles above the mouth of
the creek is the town of Okeechobee, which has rail and
highway connections. A dredged channel leads from the
lake to the highway bridge at Okeechobee. In 1983–2004,
the reported controlling depth was 5 feet almost to the
highway bridge. The approach channel from the lake
to the mouth of Taylor Creek is marked by a light and
daybeacons; the remainder of the channel to Okeechobee
is unmarked.
(465) U.S. Route 441 highway bridge about 0.2 mile above
the mouth of Taylor Creek has a 40-foot bascule span with
a clearance of 9 feet. (See 33 CFR 117.1through117.59and
117.335, chapter 2, for drawbridge regulations.)
Overhead power cables north and south of the bridge
have a minimum clearance of 40 feet. State Route 70
highway bridge crossing the creek of Okeechobee has a
40-foot swing span with a clearance of 3 feet.
(466) Kissimmee River ows into the north side of Lake
Okeechobee about 5.3 miles southwest of Taylor Creek.
State Route 78 highway bridge about 0.5 mile above the
river entrance has a removable span with a channel width
of 36 feet when open and a clearance of 20 feet. (See 33
CFR 117.1 through 117.49, chapter 2, for drawbridge
regulations.) The overhead power cable at the bridge has
a clearance of 71 feet. In 1986, the centerline controlling
depth was 4 feet in the entrance channel, then 8 feet for
another 5 miles.
(467) North Lake Shoal extends 4 miles off the northwest
shore of the lake. Observation Shoal is an extensive sand
shoal extending as much as 7 miles off the southwest
shore of the lake. Rocky Reef extends across the south
end of the bay between Observation Island and Bacom
Point; depths of 2 to 7 feet are over it in places. The
channel of Route 1 through the reef is marked by lights
and daybeacons. Halifax Bank is a sand shoal toward the
south end of South Bay.
(468) Shelter may be found in Taylor Creek at the north
end of the lake, in Pelican Bay at the southeast corner
of the lake and in the canals. Where depths are sufcient
in the watergrass off the west and southwest sides of the
lake, anchorage in moderate weather can be made, as the
holding bottom is good and protection is afforded by the
watergrass.
(469) Route 1 across Lake Okeechobee from Port Mayaca
follows a southwesterly course to Rocky Reef, thence a
southerly course in the channel through the reef, which
is marked by lights and daybeacons, and then turns
westward and thence southwestward and joins Route 2
at Clewiston.
(470) Clewiston, at Mile 65.0 via Route 1 and Mile 75.7
via Route 2, is an agricultural community on the southwest
side of the lake. It is on a branch of the Seaboard System
Railroad. There are several hotels, motels, restaurants and
a shopping district in the city. The area ofces and general
headquarters of the U.S. Army Corps of Engineers are
on the east side of the canal at the east side of town.
Berths, electricity, gasoline, diesel fuel, water, ice, a
launching ramp, dry storage, pump-out station, marine
supplies and provisions can be obtained along both sides
of the canal. Engine repairs can be made. Dock space is
available along the bulkhead of the Clewiston Industrial
Canal south of the levee. In 2008, 3 feet was reported
alongside. An overhead power cable that has a clearance
of 37 feet crosses the canal about 400 yards south of the
hurricane gate.
(471) Routes 1 and 2 combine into one route at Clewiston.
(472) Route 2 leaves St. Lucie Canal at Mile 38.9 and
follows the southern perimeter of the lake. It is marked by
daybeacons and is the route most used. It is recommended
during periods of rough water and high winds in Lake
Okeechobee. Levees are along the southern bank of this
route.
(473) Canal Point is at Mile 47.4 on Route 2. West Palm
Beach Drainage Canal joins the lake here; in 2003, it
was reported there was no boat access to the canal. At the
lock in the canal, an overhead power cable has a clearance
of 68 feet.
(474) Pahokee, Mile 50.6, is a town on the southeast
side of the lake with a protected boat basin that had a
reported alongside depth of 9 feet in 2008. Berths with
electricity, gasoline, diesel fuel, pump-out station, water,
ice, a launching ramp and wet storage are available.
(475) The only bridge crossing Route 2 is at Mile 60.7. State
Route 717 highway bridge, connecting the mainland at
Belle Glade with Torry Island and Kreamer Island, has
a swing span with a clearance of 11 feet. The channel is
through the west draw. (See 33 CFR 117.1 through 117.59
and 117.317, chapter 2, for drawbridge regulations.)
An overhead power cable at the bridge has a reported
clearance of 52 feet. Gasoline, water, ice, electricity,
diesel fuel by truck and launching ramps are available
at boat landings on both sides of the bridge. South of the
bridge, on Torry Island, there is a wharf maintained by
the city with depths of 4 feet alongside; there are three
surfaced launching ramps and a public picnic area.
(476) About 0.3 mile below the bridge at Mile 61.0 the
Hillsboro Drainage Canal and North New River
Drainage Canal join the lake.
(477) The Miami Drainage Canal joins the lake at Lake
Harbor, Mile 67.2.
(478) Route 2 continues northwestward to Clewiston
where it joins Route 1 and combines into one route
westward. Mileage westward of Clewiston is based on
use of Route 1.
(479) Moore Haven Lock, Mile 78.0, has a width of 50
feet, a length of 250 feet and a least depth of 10 feet over
the sills. Two standby areas have been established for
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 387
vessels waiting to pass through. The rst area is about 275
yards northwest of the lock at the junction of the canals,
and the second area is 150 yards southwest of it. During
periods of discharge through the lock, the currents and
turbulence are extremely hazardous to all craft. Under no
circumstances shall any craft approach nearer to the lock
than the standby areas until discharge has been stopped
and the water pool stabilized.
(480) A public address system at the Moore Haven Lock
is an aid to navigation and safety feature. Craft coming to
the lock should approach the passage only upon receiving
instructions from the locktender through the loudspeaker
system and enter the lock chamber only after signal from
him.
(481) Fresh-water is available at the lock. A boat basin
with gasoline, diesel fuel, electricity, water, ice and
a launching ramp is just west of the lock. In 2004, the
reported depth alongside was 10 feet.
(482) The waterway between Moore Haven Lock and
Ortona Lock passes through Caloosahatchee Canal.
(483) The railroad bridge, at Mile 78.3, has a hand-operated
swing span with a clearance of 5 feet; the channel is
through the east draw. (See 33 CFR 117.1 through 117.59
and 117.317, chapter 2, for drawbridge regulations.)
The span required about 15 minutes for opening, and
westbound vessels should signal for opening the bridge
while still in Moore Haven Lock. An overhead power
cable about 150 yards south of the bridge has a clearance
of 75 feet. At Mile 78.4, U.S. Route 27 twin highway
bridges have xed spans with a clearance of 55 feet.
(484) There is a small-boat basin on the west side of
the canal between the railroad and highway bridges.
Gasoline, diesel fuel by truck, water, ice, electricity,
launching ramp, wet covered storage for 35 boats 20 feet
long and some marine supplies are available. A forklift
that can haul out craft to 26 feet is available for hull and
engine repairs. A depth of 4 feet can be carried from the
waterway to the basin. An overhead cable with a clearance
of 18 feet crosses the entrance to the basin. Provisions can
be obtained in the town of Moore Haven at Mile 78.5,
on the west bank of Caloosahatchee Canal about 0.5 mile
south of the lock. There are hotels, motels and restaurants;
some supplies can be obtained. Bus service is available.
The town dock is on the west side of the canal just south
of the highway bridge; water and electricity are available
on the dock, and a small fee is charged for dockage. In
2004, a depth of 6 feet was reported alongside the dock.
(485) At Mile 82.1, the canal passes through shallow,
freshwater Lake Hicpochee, about 5 miles long and
2.5 miles wide, soft mud bottom. Most of the surface is
covered with hyacinth and saw grass. Spoil banks on both
sides of the canal are overgrown to a height of about 12
feet and have only a few open spots where the lake can
be seen.
(486) At Citrus Center, Mile 88.8, a marina on the south
side of the waterway has berths with water, ice and a
launching ramp.
(487) At Mile 90.0, an overhead power cable with a
clearance of 75 feet crosses the canal.
(488) Ortona Lock, Mile 93.5, has a width of 50 feet, a
length of 250 feet and a depth of 11 feet over the sills.
During periods of heavy discharge through the spillway
with the lock gates closed, the currents sweep toward the
spillway. Mariners approaching the lock should exercise
extreme caution and maintain maximum possible control
at all times. A ramp and a 180-foot wharf are about 500
yards west of the lock on the north bank.
(489) The waterway enters Caloosahatchee River
through a land cut west of Ortona Lock. Normal current in
the river and canal is about 1.5 knots; however, velocities
are increased considerably during freshets.
(490) A list of hurricane havens, “Safe Harbors in
Caloosahatchee River During Hurricanes,” is available
from Lee County Division of Marine Sciences, 3410
Palm Beach Blvd., Fort Myers, FL 33916; telephone:
813–338–3375.
(491) Overhead power and telephone cables about 0.2 mile
westward of Ortona Lock have a clearance of 76 feet.
(492) At Mile 100.8, there is a marina on the south side of
the canal with one berth, gasoline, diesel fuel, water and
ice available.
(493) LaBelle, Mile 102.9, has a pier and turning basin.
In 1983, a depth of 4½ feet was reported alongside the
pier. State Route 29 highway bridge crossing here has
a bascule span with a clearance of 28 feet at the center.
(See 33 CFR 117.1 through 17.59 and 117.317, chapter
2, for drawbridge regulations.) The overhead power and
television cables at the bridge have a least clearance of
60 feet.
(494) At Denaud, Mile 108.2, a highway bridge has a
swing span with a clearance of 9 feet. An overhead power
cable west of the bridge has a clearance of 79 feet. (See
33 CFR 117.1 through 117.59 and 117.317, chapter 2, for
drawbridge regulations.)
(495) Alva, on the north bank at Mile 116.0, has a small
pier where gasoline, water and some marine supplies can
be obtained. State Route 873 highway bridge crossing
the waterway here has a bascule span with a clearance of
23 feet. (See 33 CFR 117.1 through 117.59 and 117.317,
chapter 2, for drawbridge regulations.) The overhead
power cable at the bridge has a clearance of 77 feet.
(496) W. P. Franklin Lock, Mile 121.4, has a length of
400 feet, width of 56 feet and a depth of 14 feet over
the sill. A government operated recreation area with a
launching ramp, water and picnic tables is on the north
side of the waterway adjacent to the lock.
(497) At Mile 124.0, just below Olga, there is a small
marina where berths, gasoline, water, ice, some marine
supplies, a 10-ton forklift and hull and engine repairs
are available. In 2004, a depth of 6 feet was reported
alongside.
(498) Trout Creek enters the waterway at Mile 125.5.
Owl Creek branches from Trout Creek about 0.7 mile
above the entrance. There are two entrances from the
waterway into Trout Creek. At Owl Creek there is a
388 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
small-craft facility where wet storage and a forklift to 60
tons is available; hull and engine repairs can be made. A
150-foot marine railway is at the facility.
(499) A highway bridge crossing the river at Mile 126.2
has a bascule span with a clearance of 27 feet at the center.
(See 33 CFR 117.1 through 117.59 and 117.317, chapter
2, for drawbridge regulations.) A marina close west of the
bridge provides water, ice, gasoline, a pump-out station,
berths with electricity, wet and dry storage, a launching
ramp and a 20-ton forklift.
(500) At Mile 128.0, four overhead power cables have a
minimum clearance of 80 feet. The twin xed highway
bridges at Mile 128.9 have a least clearance of 55 feet.
(501) Orange River enters the waterway at Mile 128.9. In
2004, the reported approach depth was 6 feet to a marina
about 0.6 mile above the mouth. Gasoline, diesel fuel, a
pump-out station, berths with electricity, dry storage, a
launching ramp and some marine supplies are available.
(502) Orange River is a hurricane refuge for small yachts.
The river is crossed by State Route 80 highway bridge 0.8
mile above the mouth. It has a xed span with a clearance
of 13 feet. Adjacent to the bridge are overhead power
cables with a minimum clearance of 38 feet. From the
bridge to about 1.5 miles above the mouth, other overhead
cables have a minimum clearance of 20 feet.
(503)
Manatees
(504) Regulated speed zones for the protection of manatees
are in the Caloosahatchee River from San Carlos Bay to
the Edison Memorial Bridge (U.S. 41) and in Orange
River and at its conuence with Caloosahatchee River
about 5 miles above Edison Memorial Bridge. (See
Manatees, chapter 3.)
(505) The Caloosahatchee River is crossed at Mile 129.9
by a Seaboard System Railroad (SCL) bridge that has
a bascule span with a clearance of 5 feet. In the open
position, the draw overhangs the channel above a height
of 55 feet.
(506) Edison Memorial Bridge (U.S. Business Route
41) has two xed spans which cross the Caloosahatchee
River at Fort Myers, Mile 134.5, with a clearance of 56
feet.
(507) Caloosahatchee Bridge (U.S. Route 41), which
crosses the Caloosahatchee River about 0.5 mile
southwest of the Edison Memorial Bridge, has a xed
span with a clearance of 55 feet at the main channel.
(508) There are several small-craft facilities on the north
and south side of the river in the vicinity of the two
bridges.
(509)
Great Pocket to West Palm Beach
(510) South of St. Lucie Inlet, the Intracoastal Waterway
enters Great Pocket at Mile 988.3, proceeds to a canal at
Mile 990.1 and continues through Peck Lake and South
Jupiter Narrows to Hobe Sound.
(511)
Manatees
(512) A regulated speed zone for the protection of
manatees is in those waters of the Indian River other than
the Intracoastal Waterway from St. Lucie Inlet to Jupiter
Inlet. (See Manatees, chapter 3.)
(513) State Route 708 highway bridge (locally known as
Hobe Sound bridge) at Mile 995.9 has a bascule span with
a clearance of 21 feet.
(514) Hobe Sound National Wildlife Refuge comprises
the shore areas west of the waterway from Mile 996.8 to
Mile 999.7.
(515) The waterway continues in Hobe Sound to Conch
Bar, Mile 1001.3, and thence through Jupiter Sound to
Jupiter Inlet. At Mile 1004.1, near the southern end of
Jupiter Sound, State Route 707 highway bridge crossing
the waterway has a bascule span with a clearance of 25
feet. There are numerous small-craft facilities on both
sides of the waterway in Jupiter Sound.
(516) Jupiter Inlet is discussed in chapter 10.
(517) The waterway continues into Loxahatchee River
at Mile 1004.5. U.S. Route 1 highway bridge (locally
known as Federal Highway bridge) across the waterway
at Mile 1004.8 has a bascule span with a clearance of 26
feet at the center. The bridgetender monitors VHF-FM
channel 16; call sign WHW-793. Piers of a former bridge
extend from shore on both sides of the channel just west
of the bridge. About 0.3 mile westward of the bridge,
the waterway makes a sharp turn just eastward of two
other bridges, crosses Loxahatchee River and enters Lake
Worth Creek.
(518) Care must be taken not to confuse the route of the
waterway with the passage through the two bridges just
westward of the sharp turn across the Loxahatchee River
at Mile 1005.1. Alternate State Route A1A highway
bridge crossing the river has a 47-foot xed span with
a clearance of 25 feet. The Florida East Coast railroad
bridge has a 32-foot bascule span with a clearance of 4
feet. (See 33 CFR 117.299, chapter 2, for drawbridge
regulations.) The river shoals beyond these bridges. A
xed highway bridge with a 34-foot removal span and
a clearance of 11 feet crosses the north fork of the river
about 2 miles above the railroad bridge. An overhead
power cable north of the bridge has a clearance of 38 feet.
(519) A marina with excellent facilities is immediately
east of the U.S. Route 1 bridge on the south side of
the river at Jupiter. Berths with gasoline, diesel fuel,
electricity, pump-out station, ice, marine supplies and
some engine repairs are available. In 2009, 6 feet was
reported alongside. A smaller marina about 0.5 mile to
the east had a reported approach and alongside depth of
5 feet in 2005; hull and engine repairs available.
(520) State Route 706 highway bridge (locally known as
Indiantown Road bridge) at Mile 1006.2 has a bascule
span with a clearance of 35 feet at the center. The
bridgetender monitors VHF-FM channel 16; call sign
WHW-789. (See 33 CFR 117.1 through 117.59 and
117.261, chapter 2, for drawbridge regulations.)
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 389
(521) At Mile 1007.1, an overhead power cable has a
clearance of 83 feet across the waterway. The Donald
Ross Road bridge crossing the waterway at Mile 1009.3
has a bascule span with a clearance of 35 feet. (See 33
CFR 117.1 through 117.59 and 117.261, chapter 2, for
drawbridge regulations.)
(522) State Route 74 (PGA Boulevard) highway bridge at
Mile 1012.6 has a bascule span with a clearance of 24
feet at the center. (See 33 CFR 117.1 through 17.59 and
117.261, chapter 2, for drawbridge regulations.) There
are several marinas close north and south of the bridge.
(523) At Mile 1013.7, the waterway is crossed by U.S.
Route 1 highway bridge (locally known as Parker
Bridge). It has a twin bascule span having a clearance of
25 feet at the center. (See 33 CFR 117.1 through 117.59
and 117.261, chapter 2, for drawbridge regulations.) The
overhead power cable on the east side of the bridge has
a clearance of 87 feet.
(524) Just southeastward of the bridge is a yacht basin. In
2006, the reported approach depth to the basin was 10
feet and 8 feet alongside. Gasoline, diesel fuel, electricity,
water, ice, pump-out station and wet storage are available.
(525) The Intracoastal Waterway enters Lake Worth at
Mile 1014.1 and traverses the lake from one end to the
other. The lake is a long, narrow and shallow body of
water separated from the ocean by an island varying in
width from 0.1 to 0.5 mile. Considerable dredging has
been done in Lake Worth for private channels and for
real estate development. Local knowledge is necessary
to carry the best water outside the limits of the marked
channels.
(526) There are many excellent and complete marinas and
repair yards for yachts along the shores of Lake Worth.
(527) Little Lake Worth, at the north end of Lake Worth,
has a basin that in 1969 had depths of 12 to 14 feet. State
Route A1A highway bridge across the entrance has a 27-
foot xed span with a clearance of 8 feet. A privately
marked and dredged channel leads northward to Little
Lake Worth from the Intracoastal Waterway at Mile
1014.2. In 1975–2000, the reported controlling depth
was 7 feet. In 1987, shoaling to an unknown depth was
reported just north of Daybeacon 9 and Daybeacon 10.
(528) State Route A1A xed highway bridge (Jerry Thomas
Memorial Bridge), crossing the waterway at Mile 1017.2
and connecting Riviera Beach and Singer Island, has a
clearance of 65 feet.
(529) There are a number of marinas, fuel piers and repair
facilities on both sides of Lake Worth between the bridge
and the Port of Palm Beach.
(530) Lake Worth Inlet, Mile 1018.4, and the ship
channel leading to the basin at the Port of Palm Beach,
are described in chapter 10.
(531) Anchorage for yachts drawing up to 14 feet is
available in the buoyed channel on the east side of Lake
Worth leading southward from Port of Palm Beach main
ship channel; the best area is immediately south of the
ship channel.
(532)
Manatees
(533) A regulated speed zone for the protection of manatees
is in the vicinity of the powerplant discharge at Riviera
Beach at Mile 1018.5. (See Manatees, chapter 3.)
(534) On the west side of the lake at Mile 1019.8, there is
a marina with berths, electricity, diesel fuel, gasoline, ice,
water, marine supplies, pump-out station and wet and dry
storage available. Hull, engine and electronic repairs can
be made; lift to 99 tons and marine railway to 99 feet. In
2004, the reported approach depth was 12 feet with an
alongside depth of 10 feet. Stores, motels and the Palm
Beach International Airport are nearby.
(535) West Palm Beach, Mile 1021.9, on the west shore
of Lake Worth, is a resort city that is also of considerable
commercial importance. The city has complete supplies
and services for yachts.
(536) The long pier of a marina is at Mile 1021.6 in West
Palm Beach, about 0.1 mile north of the highway bridge.
Palm Beach Yacht Club is at the marina. In 2004, the
reported approach depth was 9 feet with 8 feet alongside;
berths with electricity, water and ice are available.
(537) The yacht club pier is also near the Good Samaritan
Hospital; medical aid to boaters is available at the hospital.
(538) Flagler Memorial Bridge(State Route A1A), Mile
1021.8, has a bascule span with a clearance of 24 feet.
The bridgetender monitors VHF-FM channel 16, call
sign WHW-785. (See 33 CFR 117.1 through 117.59 and
117.261, chapter 2, for drawbridge regulations.)
(539) About 0.1 mile south of the bridge, a privately
maintained and marked channel leads westward to a
marina. Gasoline, diesel fuel, electricity, water, ice,
marine supplies and wet storage are available; restaurants,
motels and hotels are close by.
(540) Royal Palm (Royal Park) bridge (State Route 704),
Mile 1022.6, has a bascule span with a clearance of 21
feet. The bridgetender monitors VHF-FM channel 16, call
sign WHW-681. (See 33 CFR 117.1 through 117.59 and
117.261, chapter 2, for drawbridge regulations.) Mariners
are advised that waterway restrictions, authorized by the
Marine Safety Ofce, Miami, are being enforced during
the construction. Announcement of these restrictions are
broadcast on VHF-FM channel 9.
(541)
West Palm Beach Canal to Coral Gables
(542) From West Palm Beach, the waterway continues
southward to the south end of Lake Worth at Mile 1034.3,
thence through a cut to Lake Wyman at Mile 1045.7.
(543) Southern Boulevard Bridge (State Route 80), Mile
1024.7, is under construction (2017). See 33 CFR 117.1
through 117.59 and 117.261, chapter 2, for drawbridge
regulations.
(544) West Palm Beach Canal enters the waterway at
Mile 1026.8. A xed highway bridge with a clearance of
12 feet is about 0.3 mile above the mouth. In 1983, the
reported controlling depth in the canal was 7 feet.
390 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
(545) At Lake Worth, Mile 1028.8, State Route 802
highway bridge (locally known as Lake Worth Avenue
bridge) crossing the waterway has a bascule span with a
clearance of 38 feet at the center and 35 feet elsewhere.
The bridgetender monitors VHF-FM channel 16 and
works channel 13.
(546) A repair yard in the yacht basin on the west side
of the lake at Mile 1030.5 has berths with electricity,
gasoline, water, a pump-out station, ice, marine supplies
and dry storage. Hull, engine and electronic repairs can be
made. In 2011, an approach depth of 8 feet was reported.
(547) At Lantana, Mile 1031.0, the Ocean Avenue
bridge across the waterway has a bascule span with a
clearance of 21 feet. (See 33 CFR 117.1 through 117.59
and 117.261, chapter 2, for drawbridge regulations.) The
bridgetender monitors VHF-FM channel 16 and works
channel 13. There are small-craft facilities at Mile 1032.6
and 1033.1. Berths with electricity, gasoline, diesel fuel,
water, ice, marine supplies, pump-out station and wet and
dry storage are available. A lift to 85 tons is available for
hull and engine repairs.
(548) At Boynton Inlet, Mile 1033.7, easterly winds cause
currents that have great velocity and must be reckoned
with when navigating the Intracoastal Waterway. The
inlet is discussed in chapter 10.
(549) The waterway enters a cut at Mile 1034.3. East
Ocean Avenue/State Route 804 highway bridge crossing
the waterway atBoynton Beach, Mile 1035.0, has a
bascule span with a clearance of 21 feet. The bridgetender
monitors VHF-FM channel 16 and works channel 13; call
sign WHW-773.
(550) Just north of the bridge on the western shore of the
lake is a marina where berths with electricity, gasoline,
diesel fuel, a pump-out facility, water and ice are available.
In 2011, the reported approach and alongside depth was 8
feet.
(551) At Mile 1035.8, Woolbright Road highway bridge
with a bascule span and clearance of 25 feet crosses the
waterway. The bridgetender monitors VHF-FM channel
16 and works channel 13.
(552) The Eighth Street highway bridge over the waterway
at Mile 1038.7 has a bascule span with a clearance of 9
feet at the center. (See 33 CFR 117.1 through 117.59
and 117.261, chapter 2, for drawbridge regulations.) The
bridgetender monitors VHF-FM channel 16 and works
channel 13.
(553) Just south of the bridge on the west side of the
waterway there is a boatyard that makes hull, engine, and
electronic repairs. The yard has berthage with electricity,
gasoline, diesel fuel, water, ice, a pump-out station and
dry storage.
(554) At Delray Beach, Mile 1039.6, the Atlantic Avenue
(State Route 806) highway bridge has a bascule span with
a clearance of 12 feet at the center. The bridgetender
monitors VHF-FM channel 16 and works channel 13; call
sign WHW-769. (See 33 CFR 117.1 through 117.59 and
117.261, chapter 2, for drawbridge regulations.) A marina
on the west side of the waterway, 300 yards south of the
highway bridge, at Mile 1039.7, has berths, electricity,
gasoline, diesel fuel, water, ice and pump-out available.
A marina on the west side of the waterway about 1 mile
south of the bridge, at Mile 1040.6, has berths, electricity,
gasoline, diesel fuel, water, ice, pump-out station and wet
storage.
(555) Linton Boulevard (12th Street) bascule bridge with
a clearance of 30 feet at the center crosses the waterway
at Mile 1041.0.
(556) Spanish River Road bascule bridge with a clearance
of 21 feet (25 feet at the center) crosses the waterway
at Mile 1044.9. The bridgetender monitors VHF-FM
channels 13 and 16.
(557) At Mile 1045.7, the waterway enters Lake Wyman,
crosses the lake through a dredged channel, marked by
lights and daybeacons, and then continues southward to
Lake Boca Raton and Boca Raton Inlet.
(558) State Route 798 (Palmetto Park Road) highway
bridge at Boca Raton Mile 1047.5, has a bascule span
with a clearance of 19 feet at the center. Just south of the
west side is a surfaced launching ramp. The waterway
enters Lake Boca Raton at Mile 1047.7. Boca Raton
Inlet leads from the lake to the Atlantic Ocean. The inlet
is described in chapter 10 (note the dangers).
(559) The waterway leaves Lake Boca Raton at Mile
1048.1 and enters a long land cut. Crossing the north
end of the land cut at Mile 1048.2, Camino Real highway
bridge has a bascule span with a clearance of 9 feet at the
center. (See 33 CFR 117.1 through 117.59 and 117.261
(aa-1), chapter 2, for drawbridge regulations.) Care
should be exercised at this bridge as strong currents may
be encountered; the sides of the canal are rocky.
(560) Hillsboro Drainage Canal enters the Intracoastal
Waterway from the west at Mile 1049.9 near Deereld
Beach. The conuence of the canal and the waterway on
the north side of the bridge creates a dangerous condition
in the channel. During periods of maximum discharge
through the canal, hazardous currents develop in the
Intracoastal Waterway channel about 100 yards north of
Deereld Beach Bridge.
(561) Vessels proceeding southward should not approach
the bridge until it is fully opened for passage and should
at all times maintain sufcient headway to avoid being
carried toward the east fender system by the ow of
water from Hillsboro Drainage Canal that generates
considerable cross-current, especially during periods of
ood.
(562) About 0.8 mile up Hillsboro Drainage Canal,
U.S. Highway 1 bridge has a 40-foot xed span with a
clearance of 14 feet. Just above the bridge is a marina with
berths, electricity, gasoline, diesel fuel, water, ice and dry
storage available. A 50-ton lift is available for hull, engine
and electronic repairs.
(563) Just below the canal, at Mile 1050.0, the Intracoastal
Waterway is crossed at Deereld Beach by State Route
810 highway bridge, which has a bascule span with a
clearance of 21 feet at the center. The bridgetender
monitors VHF-FM channel 16 and works on channel 13.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 391
(See 33 CFR 117.1 through 117.59 and 117.261, chapter
2, for drawbridge regulations.)
(564) Just south of the bridge on the west side of the
waterway is a marina with berthage for 40 boats with
6 feet reported alongside. In 2002, the reported depth
was 6 feet from the waterway into the basin. Electricity,
gasoline, diesel fuel, water, ice and wet storage are
available.
(565) Hillsboro Inlet at Mile 1053.9 is described in
chapter 10. Between Hillsboro Inlet and Pompano
Beach, including Lake Placid, there are several marinas
and repair facilities.
(566) At Mile 1055.0, Northeast 14th Street bridge has a
double-leaf bascule span with a clearance of 15 feet. The
bridgetender monitors VHF-FM channel 16 and works
on channel 13. (See 33 CFR 117.1 through 117.59 and
117.261, chapter 2, for drawbridge regulations.)
(567) At Pompano Beach, Mile 1056.0, there is the
Atlantic Boulevard/State Route 814 highway bridge with
a bascule span with a clearance of 15 feet at the center.
The bridgetender monitors VHF-FM channel 16 and
works on channel 13. (See 33 CFR 117.1 through 117.59
and 117.261, chapter 2, for drawbridge regulations.)
(568) Lake Santa Barbara, on the west side of the
waterway at Mile 1056.8, has several marinas and
boatyards. Berths with gasoline, diesel fuel, water, ice
and pump-out are available. A marine railway can handle
crafts up to 60 feet, and a 25-ton lift is available for hull,
engine and electronic repairs.
(569) At Mile 1059.0, Commercial Boulevard bridge
over the waterway near Lauderdale-by-the-Sea has a
bascule span with a clearance of 15 feet. The bridgetender
monitors VHF-FM channel 16 and works on channel 13.
(See 33 CFR 117.1 through 117.59 and 117.261, chapter
2, for drawbridge regulations.)
(570) At Mile 1060.5, the Oakland Park Beach Boulevard
highway bridge over the waterway near Oakland Park
has a bascule span with a clearance of 22 feet at the center.
The bridgetender monitors VHF-FM channel 16 and
works on channel 13. (See 33 CFR 117.1 through 117.59
and 117.261, chapter 2, for drawbridge regulations.)
(571) At Mile 1062.6, the two Sunrise Boulevard (State
Route 838) highway bridges at Fort Lauderdale have
bascule spans with a minimum clearance of 25 feet at
the center. The bridgetender monitors VHF-FM channel
16 and works on channel 13. (See 33 CFR 117.1
through 117.59 and 117.261, chapter 2, for drawbridge
regulations.)
(572) Middle River enters the waterway from westward
about 0.6 mile south of the Sunrise Boulevard bascule
bridges.The Sunrise Boulevard highway bridge about 0.9
mile above the mouth has a 29-foot xed span with a
clearance of 10 feet. About 1 mile north of the bridge is
an overhead power cable with a clearance of 38 feet. U.S.
Route 1 highway bridge has a 29-foot xed span with a
clearance of 8 feet.
(573) An overhead power cable with a clearance of 46 feet
crosses the river just eastward of U.S. Route 1 highway
bridge.
(574) Middle River divides into North Fork and South
Fork just westward of U.S. Route 1 highway bridge.
North Fork is crossed by a 27-foot xed span with a
clearance of 4½ feet about 2.2 miles above the mouth of
Middle River.
(575) Speed in Middle River is limited to no wake from
a point 1 mile above the Sunrise Boulevard Highway
Bridge.
(576) Fort Lauderdale, Mile 1065.0, a large and colorful
city known as the “Venice of America,” is served by the
Florida East Coast Railway and the Seaboard System
Railroad. Navigable waters include the myriad of
manmade canals in addition to the natural waterways.
The canals between the manmade islands are used by the
riparian owners and their guests.
(577) All facilities for yachts are available at Fort
Lauderdale, and several thousand yachts base here in the
winter. There are many bathing and recreation facilities,
hotels, restaurants and shopping centers in the city. A
monument marks the original site of Fort Lauderdale,
built in 1838 during the Seminole War.
(578) At Mile 1064.0, Las Olas Boulevard highway bridge
has a bascule span with a reported clearance of 24 feet at
the center. The bridgetender monitors VHF-FM channel
13 (156.65 MHz).
(579) The large Bahia Mar yacht basin, consisting of two
divided basins and an outer wharf, is on the east side of
the Intracoastal Waterway about 0.4 mile southward of
Las Olas Boulevard Bridge. Depths of 7 to 14 feet are
alongside the face of the wharf and decreasing depths from
11 to 5½ feet at the nger piers in the basins. The ofce
of the yacht basin’s dockmaster is in the administration
building on the outer wharf. The dockmaster makes
all berthing arrangements. Gasoline, diesel fuel, water,
electricity, showers, ice, restaurant, motel, shopping
center and marine supplies are available. All kinds of
supplies are available in the city.
(580) New River, the main navigation channel in this
area, is entered through two connecting channels at Mile
1065.0 and Mile 1065.3. At Tarpon Bend, 0.6 mile above
the mouth, the channel is narrow and there are strong
currents; also, heavy trafc can be expected here. In
1981, a submerged piling was reported in South Fork in
about 26°06'13"N., 80°09'35"W. In 1978, a submerged
obstruction marked by a steel pipe was reported in South
New River Canal in about 26°05.0'N., 80°11.1'W.
(581) Above the junction of New River with the Intracoastal
Waterway, New River and South Fork are crossed by
the following bridges with bascule spans and overhead
cables: U.S. Route 1 passes through a tunnel under the
river at Southeast Sixth Avenue; at 1.1 miles, Southeast
Third Avenue highway bridge, clearance 16 feet; at 1.3
miles, South Andrews Avenue Bridge, clearance 21 feet;
at 1.4 miles, Florida East Coast Railway bridge, clearance
of 4 feet; an overhead power cable just above the railway
392 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
bridge has a clearance of 80 feet; at 1.7 miles, the William
H. Marshall Memorial Bridge with a clearance of 20 feet
at the center; the overhead power cable just above this
bridge has a clearance of 80 feet; on the South Fork,
0.8 mile above the mouth of the fork, Southwest 12th
Street bridge has a clearance of 21 feet; at 2.7 miles, two
parallel xed highway bridges, clearance 55 feet; at 2.8
miles, Seaboard System Railroad (SCL) bascule bridge,
clearance 6 feet; the overhead power cable at the bridge
has a clearance of 71 feet; at 3.8 miles, State Highway
84 bridge has a 40-foot bascule span with a clearance
of 21 feet; and at 3.9 miles State Highway 595 bridge is
under construction (2019). The Southeast Third Avenue
bridge, South Andrews Avenue bridge, William H.
Marshall Memorial Bridge, and Davie Boulevard bridge
are equipped with radiotelephones; the bridgetenders
monitor VHF-FM channel 13. (See 33 CFR 117.1
through 117.59, 117.313, and 117.315, chapter 2, for
drawbridge regulations.) Overhead power cables close
southward and 0.1 mile southward of the State Highway
84 bridge have a least clearance of 50 feet.
(582) The range of tide in the river increases towards
the mouth. Strong currents may be encountered above
the Southeast Sixth Avenue Tunnel; strangers going
upriver are advised to obtain information from the City
Dockmaster.
(583) Speed in New River is limited to no wake.
(584) Both banks of New River between U.S. Route 1
highway tunnel and Florida East Coast railroad bridge are
owned by the city. Along the bulkheads, berths with water
and electricity are provided for yachts. Arrangements for
space are made with the city dockmaster, whose ofce is
at 14 South New River Drive East. He has police powers
over all the waterways within the city limits.
(585) South New River Canal joins the South Fork of New
River with the Dania Cut-Off Canal. Overhead power
cables across it have a minimum reported clearance of
10 feet.
(586)
Manatees
(587) A regulated speed zone for the protection of manatees
is in the vicinity of the powerplant at Fort Lauderdale near
the junction of South New River Canal and Dania Cut-Off
Canal. (See Manatees, chapter 3.)
(588) A number of large storage yards are on New River
about 2.5 miles above the city-owned berthing area.
Several repair yards and storage basins are up the river.
The largest shipyard has a marine elevator with a capacity
of 300 tons and a marine railway that can handle vessels
up to 120 feet. Any hull or engine repairs can be made,
and machine shops are available. Some yards have cranes
of up to 50-ton capacity for rail-water or truck-water
transfer.
(589) From New River, the Intracoastal Waterway
continues southward through the Stranahan River. At
Mile 1065.9, Fort Lauderdale Southeast 17th Street
(State Route A1A) highway bridge has a twin bascule
span with an authorized clearance of 55 feet at the center.
The bridgetender monitors VHF-FM channels 9 and 13.
(See 33 CFR 117.1 through 117.59 and 117.261, chapter
2, for drawbridge regulations.) Speed in Stranahan River
is limited to no wake.
(590) The entrance channel to the Lauderdale Yacht Club
is on the west side of Stranahan River about 0.4 mile
north of the Fort Lauderdale Southeast 17th Street bridge.
The channel to the club from the Intracoastal Waterway
is reported to be marked by a private lighted range and
privately maintained piles. Depths of 7 feet are reported
in the channel and 5 feet alongside the pier and bulkhead.
Water, electricity and dockage are available for members.
(591) There are ve marinas on the west side of Stranahan
River. Two are close northward of the Southeast 17th
Street highway bridge, and the other three are near
the head of Seminole River. the rst canal extending
westward just north of the bridge. In 1983, the reported
controlling depth in Seminole River was 12 feet from the
Intracoastal Waterway and 4 feet near the head.
(592) The Mercedes River extends eastward from the
Intracoastal Waterway at Mile 1065.7 to Lake Sylvia. A
highway bridge crossing the river has a 26-foot xed span
with a clearance of 7 feet. In 1983, the reported controlling
depth in Mercedes River was 8 feet from the waterway
to the bridge. A large marina on the south side of the
entrance has gasoline, diesel fuel, water, ice, electricity,
restrooms, showers, berthing, marine supplies, motel,
restaurant and provisions available. Depths alongside
the piers and bulkheads are 15 to 4½ feet.
(593) A highway bridge over Marietta River, which
extends southward from Mercedes River, has a 23-foot
xed span with a clearance of 8 feet. From just south of
the bridge, Marion River extends eastward into Mayan
Lake from Marietta River.
(594) Port Everglades, Mile 1066.3, and Port Laudania
on Dania Cut-Off Canal are described in chapter 10.
(595) Fort Lauderdale Coast Guard Station is on the
east side of the waterway at Mile 1066.8.
(596) Whiskey Creek (Dania Sound), which is about 1.6
miles long, lies between the Intracoastal Waterway and
the ocean. Highway and pedestrian bridges crossing the
sound have least clearances of 20 feet horizontal and 10
feet vertical. Overhead power and telephone cables at the
bridges at the north and south entrances have a minimum
clearance of 30 feet.
(597) At Mile 1067.5, the waterway enters a land cut.
(598)
Manatees
(599) Regulated speed zones for the protection of manatees
are in Port Everglades west of the line between Light 11
and Light 12 and south along the Intracoastal Waterway
through and including the discharge canal of the power
plant at Port Everglades and the Dania Cut-off Canal.
(600) Dania Cut-Off Canal enters the waterway at
Mile 1068.8. The canal was constructed by the county
for drainage purposes, and during oodwater periods it
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 393
may cut through to the ocean. An overhead power cable
with a clearance of 130 feet crosses the canal about 0.6
mile westward of the intersection with the Intracoastal
Waterway. Numerous commercial vessels use the rst
mile of the canal when calling at Port Laudania. These
vessels are generally size and draft restricted to the
center of the channel for their safe navigation. To prevent
dangerous meeting situations, vessels over 50 feet in
length or over 7 feet of draft should give Security calls
on VHF-FM channels 13 and 16 prior to transiting the
Dania Cut-off Canal. An unmarked rock awash extends
about 45 feet into the channel on the south side of the
canal about 0.8 mile above the entrance.
(601) Obstructions, marked by buoys, have been reported
in the canal about 1 and 1.2 miles above the entrance.
(602) In 1985, a sunken wreck was reported about 1.5 miles
above the entrance in about 26°03'33"N., 80°08'28"W.
(603) A yacht basin is in the canal at Dania, 1.7 miles
from the waterway has water, electricity and a 20-ton lift
available; hull and engine repairs can be made. West of
the yacht basin, bridges, overhead cables, pipelines and
other obstructions restrict the channel width to 28 feet
and overhead clearance to 9½ feet.
(604) Dania Beach (State Route A1A) highway bridge,
Mile 1069.4, has a bascule span with a clearance of 22
feet at the center. The highway bridge across the waterway
at Mile 1070.5 (locally known as Sheridan Street bridge)
has a bascule span with a clearance of 22 feet at the center.
The bridgetenders monitor VHF-FM channel 13. Just
south of the bridge and on the east side of the waterway
there are several places where some supplies may be
obtained. Depths are 8 to 12 feet alongside the bulkhead.
(605) At the southeast corner of North Lake, Mile 1072.1,
a yacht basin has berths with electricity, water, ice and
depths of 6 to 8 feet reported alongside in 1998; there is
a paved launching ramp.
(606) Hollywood, Mile 1072.2, is about 1 mile west of
the waterway. On the ocean side east of the city is the
Hollywood Beach Hotel, a very prominent structure.
Gasoline can be obtained at a service station on the east
side of the waterway. There are no repair facilities.
(607) Hollywood Boulevard (State Route 820) bridge,
Mile 1072.2, has a bascule span with a clearance of 25
feet at the center. The bridgetender monitors VHF-FM
channel 13. (See 33 CFR 117.1 through 117.59 and
117.261, chapter 2, for drawbridge regulations.)
(608) At Hallandale Boulevard, Mile 1074.0, State
Route 858 highway bridge has a bascule span with a
clearance of 26 feet. The bridgetender monitors VHF-FM
channel 16 and works on channel 13. (See 33 CFR 117.1
through 117.59 and 117.261, chapter 2, for drawbridge
regulations.)
(609) At Mile 1076.3, the N.E. 192nd Street xed highway
bridge has a clearance of 65 feet.
(610) At Mile 1076.3, the waterway enters shallow
Dumfoundling Bay. A dredged channel, marked by
private daybeacons and lights, leads west from the
waterway at Mile 1076.5 to an industrial area. In 2001,
the reported controlling depth was 5 feet. Care is required
here as spoil banks are close aboard on both sides of the
dredged channel through the bay. A sharp turn to the south
is necessary to enter Biscayne Creek at Mile 1077.3.
(611) The Florida Department of Natural Resources has
established a slow-no wake speed zone in Biscayne
Creek from Mile 1077.3 to Mile 1078.5.
(612) Maule Lake, on west side of the waterway at Mile
1077.3, is entered through a privately marked channel
leading from the waterway at the southwest corner of
Dumfoundling Bay. In 1983, the reported controlling
depth in the channel was 12 feet, and depths in the lake
were 2½ to 17 feet over rocky bottom. At a marina on
the west shore of the lake is berthage for 280 boats with
depths from 18 to 8 feet alongside; controlling depth is 8
feet to the piers. Gasoline, diesel fuel, water, ice, pump-
out and wet and dry storage are available. A 68-ton mobile
lift is available for complete marine repairs.
(613) At Mile 1078.0, State Route 826 highway bridge
(locally known as Sunny Isles bridge) crossing the
waterway has a bascule span with a clearance of 30 feet.
(See 33 CFR 117.1through 117.59 and 117.261, chapter
2, for drawbridge regulations.) The overhead power cable
55 yards north of the bridge has a clearance of 71 feet.
(614) On the east bank of the waterway, at Mile 1078.0
and just south of the highway bridge, a marina has berths,
gasoline, diesel fuel, water, ice, electricity and marine
supplies. There is a 30-ton marine lift that can handle
boats for hull, engine and electronic repairs. In April
1983, the reported controlling depth was 21 feet from
the waterway to the marina, and there were depths of 7
to 8 feet alongside.
(615) Oleta River leads westward from Biscayne Creek,
at Mile 1078.0, and continues on into Maule Lake. Two
xed highway bridges cross the river 0.3 mile and 1.5
miles above the entrance.
(616) The Intracoastal Waterway enters the northern end
of Biscayne Bay at Mile 1078.5. The bay is a shallow
body of water extending about 33 miles southward and
is unexcelled as a yachting and small-boating area. The
upper part of the bay is very shallow, about 2 miles
wide, and is separated from the Straits of Florida by a
narrow peninsula, Virginia Key and by Key Biscayne.
The remainder of the bay south of Miami has an average
width of about 7 miles and general depths of 9 to 10 feet
with several places having depths of 13 to 15 feet and is
separated from Hawk Channel by a number of keys and
coral banks through which there are several narrow and
shallow channels. In the lower part of Biscayne Bay and
in the bays and sounds southward, the water is so clear
on calm days that the bottom can be seen at considerable
depths. On windy days, the water becomes milky and
opaque.
(617) At Mile 1079.5, an unmarked channel leads southward
to Bakers Haulover Inlet. In 1983, the controlling depth
in the channel was 6½ feet at midchannel to the highway
bridge crossing the inlet. A large municipal marina for the
use of yachtsmen and party shermen is on the east side
394 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
of the channel just south of the waterway. The marina
may also be approached through an unmarked channel
that leads east from the waterway at Mile 1079.8. In 1983,
the controlling depth was 8 feet in the channel and in the
basin, and thence in 1983, 7 feet reported at the nger
piers. Gasoline, diesel fuel, water, ice and electricity are
available. There is berthage for 58 boats; a charge is made
for docking. A launching ramp is also available.
(618) The Florida Department of Natural Resources
has established a slow-no wake speed zone where
the unmarked channels converge just north of Bakers
Haulover Inlet from Mile 1079.5 to Mile 1079.8.
(619) Bakers Haulover Inlet is described in chapter 10.
(620) Bal Harbour, a private development, is immediately
southward of Bakers Haulover Inlet. Several large hotels
are conspicuous landmarks.
(621) At Mile 1080.4, an unmarked channel leads south-
southeasterly to Bal Harbour yacht basin, which has a
depth of 14 feet. The channel had a reported controlling
depth of 7 feet in 1983. The yacht basin is for members
only, but other craft may take refuge here during bad
storms.
(622) Indian Creek extends southward about 6 miles
along the eastern part of Biscayne Bay from Bal Harbour
to Collins Canal in Miami Beach. In 1963, the controlling
depth was 5 feet in Indian Creek. A highway bridge and
a pipeline bridge across the creek from Bal Harbour to
Bay Harbor Islands each have a 43-foot xed span with
a clearance of 12 feet. An overhead power cable on the
north side of the bridge has a clearance of 51 feet. About
0.5 mile southward, the bridge at Surfside has a 40-foot
xed span with a clearance of 12 feet. The bridge between
Atlantic Heights and Normandy Isle has a 29-foot xed
span with a clearance of 5 feet.
(623) On the east side of Allison Island, Indian Creek
is crossed by West 63rd Street bridge with a bascule
span having a clearance of 11 feet. (See 33 CFR 117.1
through 117.49 and 117.293, chapter 2, for drawbridge
regulations.) A highway bridge over the channel west of
the island has a 23-foot xed span with a clearance of 6
feet. Southward of Allison Island, xed bridges crossing
Indian Creek limit the channel to a minimum width of 41
feet and a clearance of 12 feet.
(624) From the southern end of Indian Creek, Collins
Canal leads southwesterly along the southeast side of
the prolongation of Venetian Causeway. In 1983, the
reported controlling depth was 3 feet in the canal. Fixed
bridges crossing the canal limit the channel width to 23
feet and the clearance to 5 feet.
(625) At Mile 1080.9, a channel on the west side of the
Intracoastal Waterway leads northwestward to the west
shore, follows the shore in a northerly direction to
New Arch Creek and follows the creek about 0.8 mile
westward to two marinas where berths with electricity,
gasoline, diesel fuel, water, ice and marine supplies are
available. A 30-ton mobile hoist is also available; hull,
engine and electronic repairs can be made. The channel
is marked by daybeacons.
(626) At Mile 1081.4, Broad Causeway (NE 123rd Street)
highway bridge crossing the Intracoastal Waterway has a
bascule span with a clearance of 16 feet at the center. (See
33 CFR 117.1 through 117.59 and 117.261, chapter 2,
for drawbridge regulations.) The bridgetender monitors
VHF-FM channels 13 and 16. The Florida Department of
Natural Resources has established a slow-no wake speed
zone in the Intracoastal Waterway extending 100 yards
on both sides of the Broad Causeway highway bridge.
Immediately south of the causeway, a privately marked
channel leads to a marina on the west side of the bay.
(627) Miami Beach Channel, about 0.5 mile south
of Broad Causeway, is a natural channel that leads
southeastward to Biscayne Point, thence along the west
and south sides of Normandy Isle, thence along the east
shore of the bay southward to Venetian Causeway and
Collins Canal in Miami Beach, and thence along the west
side of Miami Beach southward of MacArthur Causeway
and Meloy Channel. In 1983, the reported controlling
depths were 7 feet from the waterway southward to the
Julia Tuttle Causeway, except for shoaling to 3 feet about
0.4 mile above the causeway at Daybeacon 22, thence 9
feet to Meloy Channel.
(628) Four bridges cross the channel. At Normandy Isle
the easterly bascule span of the 79th Street Causeway
has a clearance of 25 feet at the center. The large marina
on Treasure Island at the west end of bridge has berths
with electricity, water and ice. In 1998, depths of 9 feet
were reported alongside. The easterly xed span of the
Julia Tuttle Causeway has a clearance of 35 feet; Venetian
Causeway bascule span between Rivo Alto Island, the
most easterly of the Venetian group, and Belle Isle has a
clearance of 5 feet. The xed bridge near the east end of
MacArthur Causeway has a clearance of 35 feet. (See 33
CFR 117.1 through 117.59 and 117.T269, chapter 2, for
drawbridge regulations.)
(629) A marina on Miami Beach Channel, just north of
the MacArthur Causeway Bridge, has berthage with
electricity, gasoline, diesel fuel, water, ice and some
marine supplies; hull, engine, and electronic repairs
can be made. On the south side of the bridge on Meloy
Channel is a charter-boat facility. Meloy Channel is
described in chapter 10.
(630) At Mile 1083.8, a dredged channel leads
southeastward from the Intracoastal Waterway to a
private yacht basin in Harbor Island just north of the
79th Street Causeway. In 1983, the reported controlling
depth was 5 feet. The channel is marked by private piles.
(631) Seventy-Ninth Street Causeway, Mile 1084.6, has
a bascule span over the waterway that has a clearance of
25 feet at the center. The Florida Department of Natural
Resources has established a slow-no wake speed zone in
the Intracoastal Waterway extending 100 yards on both
sides of the 79th Street Causeway Bridge.
(632) Little River ows into the west side of Biscayne
Bay at Mile 1084.9. Yachts tie up along the banks of the
river.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 395
(633) A boatyard is on the north shore of Little River, about
0.6 mile above the mouth. The yard has a 20-ton marine
lift and a marine railway that can handle craft up to 50
feet. Gasoline, water, ice, electricity and marine supplies
are available. There is berthage for about 15 boats with 7
to 10 feet reported alongside in 1983. There is a machine
shop on the premises; hull and engine repairs can be
made.
(634) Julia Tuttle Causeway (Thirty-Sixth Street),
Mile 1087.1, has a xed span over the waterway with a
clearance of 56 feet, which is the least overhead clearance
of the xed bridges over the main route of the Intracoastal
Waterway between Norfolk and Miami.
(635) At Sunset Harbor Channel leads eastward through
Biscayne Bay and connects with Miami Beach Channel
on the east side of the bay just northward of Belle Isle.
The channel is marked by private lights and daybeacons,
and in 1991, the controlling depth was 6 feet except for
lesser depths to 3 feet in the vicinity of Miami Beach
Channel Daybeacon 30.
(636) Venetian Causeway, Mile 1088.6, has a bascule
span over the waterway with a clearance of 12 feet at the
center. (See 33 CFR 117.1 through 117.59 and 117.261,
chapter 2, for drawbridge regulations.)
(637) The Florida Department of Natural Resources has
established a slow-no wake speed zone from 100 yards
north of the Venetian Causeway bascule bridge at Mile
1088.5 to the southern tip of Claughton Island, Mile
1090.5.
(638) MacArthur Causeway, Mile 1088.8, has a xed
span with a clearance of 65 feet. The bridge connects with
Watson Island.
(639) At Mile 1089.4, the waterway is crossed by a xed
highway bridge with a clearance of 65 feet. The bridge
connects with Port of Miami (Dodge Island). The
trestle of the old bascule bridge remains but is reportedly
maintained in the open position.
(640) Miami, Miami Beach and Miami Harbor, Mile
1089.1 are described in chapter 10.
(641) At Fishermans Channel, a private channel
maintained by the City of Miami, leads northeastward
from the waterway to a turning basin off the southwest
corner of Dodge Island, thence eastward to the turning
basin at Fisher Island. The channel that connects the
waterway to the turning basin off Dodge Island has
natural depths to 8 feet, thence in 1988–1989, the
controlling depth was about 19 feet to the turning basin
at Fisher Island, with lesser depths along the shore of
Dodge Island. The channel is well marked. About 1.1
miles westward of Fisher Island, a natural channel leads
southward from Fishermans Channel to Rickenbacker
Causeway. The channel is little used and is unmarked. In
1983, it was reported to have a depth of 6 feet.
(642) At Mile 1090.5, a dredged channel leads north-
northwest from the waterway, west of Claughton Island,
to the mouth of the Miami River. This channel is the
approach to Miami River from the south. In 1967, the
centerline controlling depth was 8 feet. A highway bridge
with a 49-foot xed span and a clearance of 8 feet crosses
the channel from the mainland to Claughton Island.
(643) From Miami the Intracoastal Waterway continues
southward along the waterfront, thence through Miami
South Channel toRickenbacker Causewayat Mile
1091.6. The causeway has a xed span over the waterway
with a clearance of 76 feet. The approach spans of the old
bascule bridge have been converted to shing piers.
(644) The Florida Department of Natural Resources
has established a slow-no wake speed zone in the
Intracoastal Waterway extending 100 yards on both sides
of the Rickenbacker Causeway.
(645) A hospital is about 1.5 miles southwestward of
Rickenbacker Causeway. The hospital pier can be reached
through a privately marked channel.
(646) Northeastward of the Bay Bridge of Rickenbacker
Causeway on the west side of Virginia Key is the
Commodore Ralph Munroe Marine Stadium, a marine
race course, which had a reported depth of 6 feet.
The grandstand on the south side and the Seaquarium
southeastward of it are prominent.
(647) Two marinas and a boatyard are in a cove at the east
end of the causeway. Berths with electricity, gasoline,
diesel fuel, ice, supplies, a 2½-ton hoist, hull and engine
repairs and sewage pump-out are available.
(648) About 2 miles south of Rickenbacker Causeway,
Crandon Park Marina Channel, privately marked
by lights, buoys and daybeacons, leads northeasterly in
Bear Cut to the Dade County Yacht Basin in the bight of
Northwest Point, Key Biscayne. The reported controlling
depth from Bear Cut to the basin was 6 feet in 2003;
thence in 2004, 5 feet was reported in the basin. The basin
is used by party shing boats. Gasoline, diesel fuel, water,
ice, electricity, limited berthage, a pump-out station, a
launch ramp and some marine supplies are available. The
highway bridge over Bear Cut has a 48-foot xed span
with a vertical clearance of 16 feet. A daybeacon marks
the eastern approach to Bear Cut outside the keys.
(649) About 2.3 miles southward of Rickenbacker
Causeway are two channels leading westward to the
facilities at Dinner Key in Coconut Grove. Both
channels are marked.
(650) The Coral Reef Yacht Club is reached through the
northern channel. Marine supplies are available, and
there is a launching ramp.
(651) Dinner Key Channel, the southerly channel, leads
to the large Dinner Key Yacht Basin. The channel is
marked by lights and daybeacons. In 1998, the reported
controlling depth was 7 feet in the channel and 8 feet in the
basin. The yacht basin is maintained by the city of Miami
and has ve piers with water and electrical connections; a
charge is made for berthage assigned by the dockmaster.
There is berthage for 370 boats with depths of 5 to 8 feet
alongside. A launching ramp is available.
(652) Several privately owned marinas and boatyards
are northward and southward of the city yacht basin.
Gasoline, diesel fuel, water, ice, marine supplies, pump-
out and wet storage can be obtained. Fixed lifts to 30 tons
396 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
are available at the boatyards; complete engine, hull and
electronic repairs can be made.
(653) Four-Way Channel is 3 miles south of Rickenbacker
Causeway and leads westward to some private piers and
a mooring area; the controlling depth in the channel
was reported to be 4 feet on centerline in 1999–2008.
A privately maintained unlighted 296° range and
daybeacons mark the entrance channel.
(654) Entrada Channel, about 0.5 mile southward of
Four-Way Channel, is marked by private daybeacons. In
1999, the reported controlling depth was 3½ feet.
(655) Coral Gables Waterway is 4.2 miles south of
Rickenbacker Causeway. It is a dredged channel through
coral and extends westward about 2 miles inland to U.S.
Route 1 highway bridge. The canal, used for drainage
purposes, has no docks along the banks; craft tie up to
the banks. The reported controlling depth was 5 feet in
1999. The entrance is marked by a light and daybeacons.
In 1979, shoaling to an unknown extent was reported
between Daybeacons 5 and 7.
(656) Coral Gables is a picturesque resort that joins Miami
on the southwest. The tower of a hotel is a conspicuous
landmark that shows over the lower part of Biscayne Bay.
(657) At Matheson Hammock Beach, Mile 1097.5, on
the west side of Biscayne Bay, there is a marina that
has berths with depths of 4 to 7 feet alongside the piers.
There is a launching ramp, gasoline, diesel fuel, water,
ice, electricity, pump-out station and storage facilities.
The two entrance channels are marked by private
daybeacons and the south channel is marked by a 347°
lighted range and a light. In 1999, 4 feet was reported in
the north channel; in 2004, 5.5 feet was reported in the
south channel. The remains of a daybeacon structure at
the entrance to the south channel in about 25°40'25"N.,
80°15'28"W., are reported to be a hazard to navigation;
caution is advised.
(658)
Snapper Creek Canal to Boca Chita Key
(659) Snapper Creek Canal, about 1.3 miles south of
Matheson Hammock, is a drainage canal navigable to a
salinity structure about 1.3 miles above the entrance. A
yacht basin with services is just upstream of the highway
bridge 1 mile above the entrance. The xed bridge has a
20-foot span with a clearance of 11 feet. The entrance to
the canal is marked by private daybeacons and in 1999
had a reported controlling depth of 5 feet.
(660) At Kings Bay, Mile 1102.2, on the west side of
Biscayne Bay 9 miles southward of Rickenbacker
Causeway, there is a yacht and country club. There is
berthage for 150 boats with depths of 7 to 10 feet alongside
the piers. Gasoline, diesel fuel, water, ice, electricity and
restaurant are available and there is a launching ramp.
A 6-ton hoist can handle craft for engine and electronic
repairs. Cutler Channel, leading to the yacht basin and
a powerplant, is marked by private aids. In 1999, there
was a reported channel depth of 6 feet.
(661) The Intracoastal Waterway crosses Featherbed
Bank at Mile 1107.6 and is marked by daybeacons and
lights. Another channel through Featherbed Bank about
2.5 miles eastward of the waterway is marked by a light
and daybeacons. In 1983, the reported controlling depth
was 8 feet. Care must be taken to stay in the center of the
channel; the appearance of the water is the best guide, as
the shoals on each side are usually visible. The daybeacon
northeastward of Featherbed Bank is not easily seen at
a distance. Good landmarks are the tower resembling a
lighthouse on Boca Chita Key northward of Sands Key
and the 415-foot stacks of the powerplant at Turkey Point
(25°26.1'N., 80°19.8'W.).
(662)
Biscayne Bay National Park
(663) Biscayne National Park, a protected area, is
between Mile 1097.0 and Mile 1119.2. The National
Park Service has established an anchorage area off the
northern end of Elliott Key, opposite Mile 1110.0. The
anchorage is marked by buoys. A park ranger is stationed
at Elliott Key Harbor opposite Mile 1112.4. Berths and
campsites are available. No services are available.
(664) From Mile 1109 to Mile 1113.2 the Intracoastal
Waterway passes through an Air Force training area.
Mariners are urged to exercise caution because training
drills utilizing helicopters, parachutes, small one-man
liferafts and support craft are conducted daily in the area.
(665)
Convoy Point to Tarpon Basin
(666) The Homestead Bay Front Park Marina at the
entrance to North Canal, 5 miles west of Mile 1111.5,
is entered just south of Convoy Point. The entrance is
marked by lights and daybeacons. Slips are available for
berthing 70 boats up to 40 feet; there is a launching ramp
and a 3-ton hoist for craft to 25 feet. Gasoline, water, ice
and electricity are available at the basin.
(667) A barge channel on the west side of Biscayne Bay,
with a reported centerline controlling depth of 7½ feet in
1983, leads from water of the same depth in the bay for
a distance of about 3.1 miles to a powerplant on Turkey
Point, Mile 1113.7. The channel is marked by a light
and buoys. Two 415-foot stacks at the powerplant are
prominent.
(668) Caesar Creek, 1.2 miles southeast of Mile 1115.0,
between Elliott Key and Old Rhodes Key, connects
Biscayne Bay with Hawk Channel. The reported
controlling depth was 8 feet in 1983, except for shoaling
to 2 feet at the bayside entrance. The entrance from Hawk
Channel is marked by a light, and private daybeacons
mark the channel through the creek.
(669) The Intracoastal Waterway leaves Biscayne Bay
via a straight dredged cut through Cutter Bank at Mile
1117.3 and enters Card Sound. The sound is a body of
water about 5 miles long and 2.7 miles wide with depths
of 7 to 12 feet in the center.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 397
(670) Angelsh Creek, 1.5 miles southeast of Mile 1120.0
between Palo Alto Key on the north and Key Largo and
Angelsh Key on the south, connects Card Sound with
Hawk Channel. The controlling depth, in 1983, was
reported to be 5 feet. The channel is marked by lights
and daybeacons.
(671) Good anchorage in depths of 9 feet is available in
Card Sound on the south side of Pumpkin Key, 1.5 miles
southeast of Mile 1121.8.
(672) In 1977, numerous piles were reported to extend
southeast from Pumpkin Key to Snapper Point on the west
side of Key Largo. Caution is advised when navigating in
this area.
(673) Gasoline, diesel fuel, lubricating oil, water, ice and
electricity are available at the Key Largo Anglers Club,
1.8 miles southeast of Mile 1122.4. A lift is available for
hauling out boats up to 35 feet. A prominent microwave
tower is a good landmark on the westerly side of the Card
Sound and Little Card Sound area. Another microwave
tower, just west of Ocean Reef Harbor on Key Largo, is
also prominent.
(674) From Card Sound the waterway follows Card Point
Cut, a dredged cut across Card Bank, Mile 1124.4, the
shoal that separates Card Sound from Little Card Sound.
Little Card Sound has depths of 6 to 9 feet in the center.
(675) The waterway enters a dredged channel through
the shoal that separates Little Card Sound and Barnes
Sound opposite Barnes Point, Mile 1126.8. A xed
highway bridge with design clearance of 65 feet crosses
the waterway at Barnes Point. An overhead power cable
northward of the bridge has a clearance of 88 feet. Barnes
Sound is about 6 miles long and 3 miles wide, with depths
of 7 to 10 feet in the center.
(676) Near the south end of Barnes Sound the waterway
enters Jewsh Creek, Mile 1132.8. The highway bridge
crossing the creek at Cross Key, Mile 1134.1, has a xed
span with a clearance of 67 feet. Overhead power cables
just southwest of the bridge have a minimum clearance
of 85 feet. On the southwest side of the bridge are two
marinas with berths, electricity, gasoline, diesel fuel,
water, ice, launching ramp and a pump-out station.
(677) The waterway continues southward into Blackwater
Sound, a body of water about 3 miles square that has
depths of 7 to 8 feet in the center. A cut leads from
Blackwater Sound into the southern part of Lake
Surprise, in the northeast end of the sound. In 1983, the
reported controlling depth in the dredged cut was 4 feet.
A boatyard is on a canal that extends eastward from the
lake 0.4 mile east of the cut. An 11-ton mobile lift is
available for hull, engine and electronic repairs. In 1983,
it was reported that Lake Surprise was an excellent harbor
of refuge, used frequently as an overnight anchorage by
small craft. Several marinas are located at the southeast
end of Blackwater Sound. Gasoline, diesel fuel, water,
ice, marine supplies and storage facilities are available;
lifts to 9 tons are available for limited engine, hull and
electronic repairs.
(678) The waterway follows Dusenbury Creek from
Blackwater Sound to Tarpon Basin.
(679)
Grouper Creek to Shell Key Bank
(680) The waterway follows an east-to-west course across
Tarpon Basin and on the west side exits through Grouper
Creek into Buttonwood Sound; in the eastern end of the
creek, the deepest water is close to the south bank. Tarpon
Basin is reported to offer good shelter from winds from
any direction, but the holding ground is poor with thick
grass over the bottom.
(681) From Buttonwood Sound, which has a depth of 5
to 7 feet, the Intracoastal Waterway follows Baker Cut,
Mile 1143.0, into Florida Bay. The route across the
bay crosses many bars and is well marked by lights and
daybeacons.
(682) A protected area of the Everglades National Park
is in the northern part of Florida Bay. Landing on the
beaches or keys of this area without the authorization of
the Superintendent of the Everglades National Park is
prohibited, except on those beaches or keys marked by a
sign denoting the area as being open.
(683) Community Harbor, a bight on the southerly end
of Key Largo and 1 mile southwest of Mile 1150.0, is the
bayside waterfront of Tavernier. The entrance is marked
by daybeacons and stakes. In 2004, the reported approach
depth to the wharf was 4.5 feet. A marina at the southern
end of the harbor has berths with electricity, gasoline,
diesel fuel, water, ice, a pump-out station and marine
supplies. A 60 ton lift is available for hauling out vessels
for hull, engine and electronic repairs.
(684) Tavernier Creek, just westward of Tarvernier,
in 1983, had a reported controlling depth of 4 feet to
Hawk Channel and is frequently used by local shing
craft. The south entrance to the creek is marked by a
light and daybeacons, and the north entrance is marked
by daybeacons. In 1986, a submerged obstruction
was reported 0.25 mile northeast of the light in about
24°59'24"N., 80°31'06"W. A xed highway bridge near
the southern end of the creek has a clearance of 15 feet.
In 1982, it was reported that strong currents may be
experienced in the vicinity of the bridge, particularly
during spring tides. A xed highway bridge across the
creek has a least clearance of 15 feet. Gasoline, diesel
fuel, water, ice and some marine supplies are available
at the small-craft facilities near the bridge.
(685) Cross Bank, Mile 1152.5, is crossed by Cowpens
Cut, a straight dredged channel marked by lights and
daybeacons.
(686) At Mile 1155.0, in Cowpens Anchorage, there is a
marina with gasoline, diesel fuel, water, ice, a pump-out
station, berths with electricity and a launching ramp. In
2004, the reported approach depth was 6 feet with 5 feet
alongside.
(687) Snake Creek, 1.3 miles south of Mile 1156.0
between Plantation Keyand Windley Key, is used by
398 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
local shing boats as a passage between the bay and the
ocean. The entrance to the creek from the ocean side is
marked by daybeacons and a light. The highway bridge
across the creek has a bascule span with a clearance of
27 feet. (See 33 CFR 117.1 through 117.59 and 117.331,
chapter 2, for drawbridge regulations.) On the north
side of the bridge there is a small marina and a shing
camp. Gasoline, engine repairs, water, ice, some marine
supplies and a launching ramp are available. Currents
are strong through the creek and especially at the bridge.
Gasoline, water and ice are available at the wharf at the
ocean entrance on Windley Key.
(688) Islamorada Coast Guard Station is on the east side
of Snake Creek at 24°57.2'N., 80°35.2'W.
(689) Windley Harbor, 1.7 miles south of Mile 1157.2, is
a good but seldom used refuge that is well protected from
all directions. Whale Harbor Channel, west of Wilson
Key, is marked by a light and daybeacons. In 1983, the
channel had a reported controlling depth of 5 feet. Two
xed bridges over the channel, one highway and one
pedestrian, have a least clearance of 33 feet horizontal
and 12 feet vertical. Berths with electricity, gasoline,
diesel fuel, water, ice and marine supplies are available
at Windley Harbor.
(690) Upper Matecumbe Key is 2 miles southeast of
Mile 1160.0. Islamorada is on the key. The Florida Key
Memorial is in about the middle of the key.
(691) Several marinas are near the center of the key on the
northwest side.
(692) At Mile 1160.7, the waterway passes through
Steamboat Channel, a dredged cut through Shell Key
Bank. The channel in the cut is marked by lights and
daybeacons.
(693)
Shell Key Channel to Moser Channel
(694) Shell Key Channel and Race Channel, just to the
northwestward of Upper Matecumbe Key, are used by
small sport-shing craft. These channels join to form
Teatable Key Channel connecting the Intracoastal
Waterway and Hawk Channel. Teatable Key Channel
is crossed by two xed bridges, one highway and one
pedestrian, and an adjacent overhead pipeline with least
clearances of 33 feet horizontal and 10 feet vertical. In
1983, the reported controlling depth was 8 feet from
Hawk Channel to Florida Bay through Teatable Key
Channel and Race Channel.
(695) There are marinas and repair facilities at the
southwest end of Upper Matecumbe Key.
(696) Indian Key Channel, 1.7 miles south of Mile
1162.3, one of the routes connecting Florida Bay and
Hawk Channel, is described in chapter 11.
(697) Lignumvitae Channel, 1.6 miles south of Mile
1163.3 and west of Lignumvitae Key, forms a passage
from the Intracoastal Waterway to Hawk Channel. Two
xed bridges that cross the channel, one highway and
one pedestrian, have least clearances of 32 feet horizontal
and 10 feet vertical. Pilings that support overhead power
cables close north of the bridges somewhat restrict
the channel; local knowledge is advised. Berths with
electricity, gasoline, water and ice are available at a
marina at the northeast end of Lower Matecumbe Key.
(698) Overhead power cables at the xed bridges along
the highway viaduct between Upper Matecumbe Key and
Grassy Key have a minimum clearance of 26 feet but are
submerged at the drawbridges.
(699) Peterson Key Bank, Mile 1165.0, is crossed by
Bowlegs Cut. After passing through the cut, trafc may
continue southwestward through Channel Five to Hawk
Channel. In 1975, the controlling depth was reported to
be 7 feet.
(700) Matecumbe Harbor is at the southwest end of
Lower Matecumbe Key, 1 mile southeast of Mile 1168.8
via Channel Five. The entrance is marked by a light, and
the remainder of the channel is privately marked. In 1983,
the controlling depth was reported to be 5 feet in the
entrance, with deeper water inside. Gasoline, diesel fuel,
water, ice, electricity and marine supplies are available at
a marina in the southern part of the harbor. A mobile lift
can handle craft to 24 feet for hull, engine and electronic
repairs.
(701) Channel Two, just west of Matecumbe Harbor,
connects Florida Bay and Hawk Channel. In 1975, the
reported controlling depth in the channel was 8 feet. The
channel is crossed by two xed bridges, one highway and
one pedestrian, with a least clearance of 35 feet horizontal
and 11 feet vertical. In 1983, submerged pilings were
reported to exist in Channel Two; caution is advised.
A daybeacon marks a submerged piling in midchannel
south of the bridges.
(702) Channel Five, Mile 1170.6, one of the main routes
by which boats can reach Hawk Channel, is described in
chapter 11.
(703) At Mile 1170.6, there is a marina on Fiesta Key
where gasoline, water, ice, restaurant, motel, electricity
and some marine supplies are available. The reported
controlling depth in the channel leading to the marina
was 3 feet in 1983, with 4 to 5 feet alongside the pier.
(704) At Mile 1171.6, there is a marina on Long Keywhere
gasoline, water, ice, electricity, restaurant, motel,
launching ramp and marine supplies are available.
Berthage is limited. The reported controlling depth in
the channel leading to the marina and alongside the pier
was 3 feet in 1983.
(705) At the west end of Long Key, 2.2 miles south of
Mile 1174.2, berthage with electricity, gasoline, water,
ice, a boat launching ramp and limited marine supplies
are available at a marina. Conch Keys, 2.4 miles west of
the west end of Long Key, are marked by a water tank.
The channel to the wharf on the north side of the east key
is privately marked. In 1983, the channel had a reported
controlling depth of 3 feet, with 2 feet alongside the
wharf. Gasoline, water and other services are available.
25 AUG 2024 U.S. Coast Pilot 4, Chapter 12 ¢ 399
(706) At Mile 1178.7, the waterway goes through Channel
Key Banks at Channel Key Pass, which is marked by a
light and daybeacons.
(707) Grassy Key is at Mile 1181.6.
(708) Marathon, on Vaca Key 1.5 miles south of Mile
1192.0, is the second largest town on the Florida Keys.
There are several small-craft facilities on the north side
of Vaca Key at Marathon.
(709) Additional facilities on the south side of Vaca Key
at Marathon and in Boot Key Harbor are described in
chapter 11.
(710) A group of four radio towers on the southwest end of
Boot Key south of Marathon and three radio towers about
1.1 miles to the east-northeastward of the rst group are
prominent. An aerolight is at Marathon Airstrip at the east
end of Vaca Key.
(711) Marathon Coast Guard Station is on the bay side
at Marathon.
(712) Knight Key Channel, just west of Marathon, had
a reported controlling depth of 8 feet in 1975. The xed
highway and pedestrian bridges crossing the channel
have a least clearance of 19 feet.
(713) Bethel Bank, Mile 1193.4, is a junction point in the
Intracoastal Waterway. Vessels may follow the southern
route via Moser Channel or Bahia Honda Channel and
Hawk Channel to Key West or the northern alternate route
via Big Spanish Channel and the Gulf of Mexico. The
southern route is about 14 miles shorter to Key West.
(714) Pigeon Key, on the east side of Moser Channel,
is marked by white buildings. The viaduct passes high
overhead at the key.
(715) Moser Channel, Mile 1196.9, and Bahia Honda
Channel (Bahia Honda), 7 miles to the westward,
connect Florida Bay and Hawk Channel. These channels
are described in chapter 11.
(716) The Intracoastal Waterway routes through Moser
Channel and Bahia Honda Channel rejoin at Mile 1207.8,
about 2.1 miles south of the bridge over Bahia Honda
Channel, and then the route follows the aids in Hawk
Channel to Key West. Hawk Channel is described in
chapter 11.
(717) Newfound Harbor Keys Anchorage, Newfound
Harbor Channel, Niles Channel, Cudjoe Bay and Bow
Channel are discussed in chapter 11.
(718) From Hawk Channel, the Intracoastal Waterway
joins the Main Ship Channel at Mile 1241.9 about 0.5
mile southward of Key West, and then follows the main
channel to Key WestMile 1243.8. The supply and repair
facilities at Key West are described in chapter 11.
(719) Saddlebunch Harbor, Boca Chica Channel, and
Safe Harbor Channel are discussed in chapter 11.
(720)
Big Spanish Channel to Key West
(721)
Big Spanish Channel to Key West, north of Florida
Keys
(722) The northern alternate route of the Intracoastal
Waterway leads northwestward from Bahia Honda
through Big Spanish Channel to Harbor Key Bank,
thence along the north side of the Florida Keys to
Northwest Channel, thence to Key West. In 1983, it
was reported that the controlling depth for this route
was 2 feet. Numerous submerged pilings are also in this
channel. Local knowledge is advised.
(723) At Mile 1214.2A, the waterway passes through a
crooked channel marked by daybeacons southwest of Big
Spanish Key. Caution should be exercised in this shoal
area. Northward of the key the color of the water is a good
indication of the channel location.
(724) At Harbor Key Bank Light 57, Mile 1218.3A,
the waterway enters the Gulf of Mexico, turns westward
and follows a course of 246° for about 28 miles to the
lighted bell buoy at the entrance to Northwest Channel,
Mile 1251.1A. A course closer to the Florida Keys should
not be attempted because the landmarks are difcult to
identify and the bottom inside the 18-foot contour rises
abruptly.
(725) Use nautical charts westward of Johnston Key to
Northwest Channel, thence to Key West, Mile 1260.3A.
Northwest Channel and Key West are described in chapter
11.
(726) The recommended routes to Key West are via Hawk
Channel or through Big Spanish Channel; these routes
have been described earlier.
400 ¢ U.S. Coast Pilot 4, Chapter 12 25 AUG 2024
25 AUG 2024
U.S. Coast Pilot 4, Navigation Rules ¢ 401
Navigation Rules
(1) Following is an amalgamation of the International
(72 COLREGS) and Inland Navigation Rules, their
Annexes, and associated Federal rules and regulations.
(2) Text unique to Inland Rules is italicized and set
apart in a text box or within ‹‹ double angle brackets ››.
International Rules are set apart in a text box or denoted
with ‹ single angle brackets ›.
(3) Text within {curly brackets} denotes additions made
by the U.S. Coast Guard Ofce of Navigation Systems.
(4) Disparate paragraph or section numbering are shown
side by side separated by a dagger, i.e. (a)ǂ(b).
(5) Instances of “…§§83.xx / in / with / of … this section
/ subpart / part of this Rule, etc.” are redacted, and herein
are shown as the enumerated rule(s) they referred to, i.e.
72 COLREGS Rule 18(e) states: "...with the Rules of this
Part" and the same Inland Rule states: "...with the Rules
of this Subpart (Rules 4-19) (§§83.04 through 83.19)",
but, herein it is stated as "...with Rules 4-19.
(6) Instances of paragraph / section (x) are redacted, and
herein are shown as §(x).
(7) Rules denoted with an asterisk also have an associated
implementing or interpretative rule (i.e. 33 CFR 81-90),
which can be found in chapter 2.
(8)
Part A—General
(9)
Rule 1—Application (International)
(a) These Rules shall apply to all vessels upon the high seas
and in all waters connected therewith navigable by seagoing
vessels.
(b) Nothing in these Rules shall interfere with the operation of
special rules made by an appropriate authority for roadsteads,
harbors, rivers, lakes, or inland waterways connected with
the high seas and navigable by seagoing vessels. Such special
rules shall conform as closely as possible to these Rules.
(c) Nothing in these Rules shall interfere with the operation
of any special rules made by the Government of any State
with respect to additional station or signal lights, shapes or
whistle signals for ships of war and vessels proceeding under
convoy, or with respect to additional station or signal lights or
shapes for shing vessels engaged in shing as a eet. These
additional stations or signal lights, shapes or whistle signals
shall, so far as possible, be such that they cannot be mistaken
for any light, shape, or signal authorized elsewhere under these
Rules.
Rule 1—Application (International)
(d) Trafc separation schemes may be adopted by the
Organization for the purpose of these Rules.
(e) Whenever the Government concerned shall have
determined that a vessel of special construction or purpose
cannot comply fully with the provisions of any of these
Rules with respect to number, position, range or arc of
visibility of lights or shapes, as well as to the disposition and
characteristics of sound-signaling appliances, such vessel
shall comply with such other provisions in regard to number,
position, range or arc of visibility of lights or shapes, as well
as to the disposition and characteristics of sound-signaling
appliances, as the Government shall have determined to be the
closest possible compliance with these Rules in respect to that
vessel.
(10)
Rule 1—Application (Inland)
(a) These rules apply to all vessels upon the inland waters of
the United States, and to vessels of the United States on the
Canadian waters of the Great Lakes to the extent that there is
no conict with Canadian law. These Rules have preemptive
eect over State or local regulation within the same eld.
(b)(i)These rules constitute special rules made by an
appropriate authority within the meaning of Rule 1(b) of the
International Regulations for Preventing Collisions at Sea,
1972, including annexes currently in force for the United
States (“International Regulations”).
(ii) All vessels complying with the construction and equipment
requirements of the International Regulations are considered
to be in compliance with these Rules.
(c) Nothing in these Rules shall interfere with the operation
of any special rules made by the Secretary of the Navy with
respect to additional station or signal lights and shapes or
whistle signals for ships of war and vessels proceeding under
convoy, or by the Secretary with respect to additional station
or signal lights and shapes for shing vessels engaged in
shing as a eet. These additional station or signal lights and
shapes or whistle signals shall, so far as possible, be such
that they cannot be mistaken for any light, shape or signal
authorized elsewhere under these Rules. Notice of such special
rules shall be published in the Federal Register and, after the
eective date specied in such notice, they shall have eect as
if they were a part of these Rules.
(d) Trac separation schemes may be established for the
purposes of these Rules. Vessel trac service regulations may
be in eect in certain areas.
402 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
Rule 1—Application (Inland)
(e) Whenever the Secretary determines that a vessel or class of
vessels of special construction or purpose cannot comply fully
with the provisions of any of these Rules with respect to the
number, position, range, or arc of visibility of lights or shapes,
as well as to the disposition and characteristics of sound-
signaling appliances, the vessel shall comply with such other
provisions in regard to the number, position, range, or arc of
visibility of lights or shapes, as well as to the disposition and
characteristics of sound-signaling appliances, as the Secretary
shall have determined to be the closest possible compliance
with these Rules. The Secretary may issue a certicate
of alternative compliance for a vessel or class of vessels
specifying the closest possible compliance with these Rules.
The Secretary of the Navy shall make these determinations and
issue certicates of alternative compliance for vessels of the
Navy.
(f) The Secretary may accept a certicate of alternative
compliance issued by a contracting party to the International
Regulations if it determines that the alternative compliance
standards of the contracting party are substantially the same
as those of the United States.
(g) The operator of each self-propelled vessel 12 meters or
more in length shall carry, on board and maintain for ready
reference, a copy of these Rules.
(11)
Rule 2—Responsibility
(12) (a) Nothing in these Rules shall exonerate any
vessel, or the owner, master, or crew thereof, from the
consequences of any neglect to comply with these 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.
(13) (b) In construing and complying with these Rules
due regard shall be had to all dangers of navigation and
collision and to any special circumstances, including the
limitations of the vessels involved, which may make a
departure from these Rules necessary to avoid immediate
danger.
(14)
Rule 3—General Definitions
(15) For the purpose of these Rules, except where the
context otherwise requires:
(16) (a) The word “vessel” includes every description of
watercraft, including non-displacement craft, WIG craft,
and seaplanes, used or capable of being used as a means
of transportation on water.
(17) (b) The term “power-driven vessel” means any
vessel propelled by machinery.
(18) (c) The term “sailing vessel” means any vessel under
sail provided that propelling machinery, if tted, is not
being used.
(19) (d) The term “vessel engaged in shing” means any
vessel shing with nets, lines, trawls, or other shing
apparatus which restrict maneuverability, but does not
include a vessel shing with trolling lines or other shing
apparatus which do not restrict maneuverability.
(20) (e) The term “seaplane” includes any aircraft
designed to maneuver on the water.
(21) (f) The term “vessel not under command” means
a vessel which through some exceptional circumstance
is unable to maneuver as required by these Rules and is
therefore unable to keep out of the way of another vessel.
(22) (g) The term “vessel restricted in her ability to
maneuver” means a vessel which from the nature of her
work is restricted in her ability to maneuver as required
by these Rules and is therefore unable to keep out of the
way of another vessel. The term “vessels restricted in
their ability to maneuver” shall include but not be limited
to: (i) A vessel engaged in laying, servicing, or picking
up a navigational mark, submarine cable or pipeline; (ii)
A vessel engaged in dredging, surveying or underwater
operations; (iii) A vessel engaged in replenishment or
transferring persons, provisions or cargo while underway;
(iv) A vessel engaged in the launching or recovery
of aircraft; (v) A vessel engaged in mine clearance
operations; (vi) A vessel engaged in a towing operation
such as severely restricts the towing vessel and her tow
in their ability to deviate from their course.
(23)
Rule 3h (International)
(h) The term “vessel constrained by her draft” means
a power-driven vessel which because of her draft in
relation to the available depth and width of navigable
water is severely restricted in her ability to deviate from
the course she is following.
(24) (i) The word “underway” means that a vessel is not
at anchor, or made fast to the shore, or aground.
(25) (j) The words “length” and “breadth” of a vessel
mean her length overall and greatest breadth.
(26) (k) Vessels shall be deemed to be in sight of one
another only when one can be observed visually from the
other.
(27) (l) The term “restricted visibility” means any
condition in which visibility is restricted by fog, mist,
falling snow, heavy rainstorms, sandstorms, or any other
similar causes.
(28) (m) The term “Wing-In-Ground (WIG)” craft means
a multimodal craft which, in its main operational mode,
ies in close proximity to the surface by utilizing surface-
effect action.
(29)
Rules 3n–3s (Inland)
(n) “Western Rivers” means the Mississippi River, its
tributaries, South Pass, and Southwest Pass, to the
navigational demarcation lines {30 CFR 80} dividing
the high seas from harbors, rivers and other inland
waters of the United States, and the Port Allen-Morgan
City Alternate Route, and that part of the Atchafalaya
River above its junction with the Port Allen-Morgan City
Alternate Route including the Old River and the Red River.
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 403
Rules 3n–3s (Inland)
(o) “Great Lakes” means the Great Lakes and their
connecting tributary waters including the Calumet River
as far as the Thomas J. O’Brien Lock and Controlling
Waters (between mile 326 and 327), the Chicago River
as far as the east side of the Ashland Avenue Bridge
(between mile 321 and 322), and the Saint Lawrence
River as far east as the lower exit of Saint Lambert Lock.
(p) “Secretary” means the Secretary of the Department
in which the Coast Guard is operating.
(q) “Inland Waters” means the navigable waters of the
United States shoreward of the navigational demarcation
lines {30 CFR 80} dividing the high seas from harbors,
rivers and other inland waters of the United States and
the waters of the Great Lakes on the United States side
of the International Boundary.
(r) “Inland Rules” or “Rules” means these Inland
Navigational Rules and the annexes thereto, which govern
the conduct of vessels and specify the lights, shapes, and
sound signals that apply on inland waters.
(s) “International Regulations” means the International
Regulations for Preventing Collisions at Sea, 1972,
including annexes currently in force for the United States.
(30) Implementing Rule—See 33 CFR 89.25, chapter
2, for regulations.
(31)
Part B—Steering and Sailing Rules
(32)
I—Conduct of Vessels in Any Condition of Visibility
(33)
Rule 4—Application
(34) Rules 4 through 10 apply in any condition of
visibility.
(35)
Rule 5—Lookout
(36) Every vessel shall at all times maintain a proper
look-out by sight and hearing as well as by all available
means appropriate in the prevailing circumstances and
conditions so as to make a full appraisal of the situation
and of the risk of collision.
(37)
Rule 6—Safe Speed
(38) Every vessel shall at all times proceed at a safe speed
so that she can take proper and effective action to avoid
collision and be stopped within a distance appropriate
to the prevailing circumstances and conditions. In
determining a safe speed the following factors shall be
among those taken into account:
(39) (a) By all vessels:
(40) (i) The state of visibility; (ii) The trafc density
including concentrations of shing vessels or any other
vessels; (iii) The maneuverability of the vessel with
special reference to stopping distance and turning ability
in the prevailing conditions; (iv) At night, the presence of
background light such as from shore lights or from back
scatter from her own lights; (v) The state of wind, sea and
current, and the proximity of navigational hazards; (vi)
The draft in relation to the available depth of water.
(41) (b) Additionally, by vessels with operational radar:
(42) (i) The characteristics, efciency and limitations
of the radar equipment; (ii) Any constraints imposed
by the radar range scale in use; (iii) The effect on radar
detection of the sea state, weather and other sources of
interference; (iv) The possibility that small vessels, ice
and other oating objects may not be detected by radar
at an adequate range; (v) The number, location and
movement of vessels detected by radar; (vi) The more
exact assessment of the visibility that may be possible
when radar is used to determine the range of vessels or
other objects in the vicinity.
(43)
Rule 7—Risk of Collision
(44) (a) 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.
(45) (b) Proper use shall be made of radar equipment if
tted and operational, including long-range scanning to
obtain early warning of risk of collision and radar plotting
or equivalent systematic observation of detected objects.
(46) (c) Assumptions shall not be made on the basis of
scanty information, especially scanty radar information.
(47) (d) In determining if risk of collision exists the
following considerations shall be among those taken into
account:
(48) (i) Such risk shall be deemed to exist if the compass
bearing of an approaching vessel does not appreciably
change.
(49) (ii) Such risk may sometimes exist even when
an appreciable bearing change is evident, particularly
when approaching a very large vessel or a tow or when
approaching a vessel at close range.
(50)
Rule 8—Action to Avoid Collision
(51) (a) Any action taken to avoid collision shall be taken
in accordance with Rules 4 through 19 and shall if the
circumstances of the case admit, be positive, made in
ample time and with due regard to the observance of good
seamanship.
(52) (b) Any alteration of course and/or speed to avoid
collision shall, if the circumstances of the case admit,
be large enough to be readily apparent to another vessel
observing visually or by radar; a succession of small
alterations of course and/or speed should be avoided.
(53) (c) If there is sufcient sea room, alteration of
course alone may be the most effective action to avoid
a closequarters situation provided that it is made in
good time, is substantial and does not result in another
closequarters situation.
(54) (d) Action taken to avoid collision with another vessel
shall be such as to result in passing at a safe distance. The
404 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
effectiveness of the action shall be carefully checked until
the other vessel is nally past and clear.
(55) (e) If necessary to avoid collision or allow more time
to assess the situation, a vessel shall slacken her speed
or take all way off by stopping or reversing her means of
propulsion.
(56) (f)(i) A vessel which, by any of these Rules, is
required not to impede the passage or safe passage of
another vessel shall, when required by the circumstances
of the case, take early action to allow sufcient sea room
for the safe passage of the other vessel.
(57) (ii) A vessel required not to impede the passage
or safe passage of another vessel is not relieved of this
obligation if approaching the other vessel so as to involve
risk of collision and shall, when taking action, have full
regard to the action which may be required by Rules 4
through 19.
(58) (iii) A vessel, the passage of which is not to be
impeded remains fully obliged to comply with Rules 4
through 19 when the two vessels are approaching one
another so as to involve risk of collision.
(59)
Rule 9—Narrow Channels
(60) (a) ‹‹(i)›› A vessel proceeding along the course of a
narrow channel or fairway shall keep as near to the outer
limit of the channel or fairway which lies on her starboard
side as is safe and practicable.
(61)
Rule 9a (Inland)
(ii) Notwithstanding Rule 9(a)(i) and Rule 14(a), a
power-driven vessel operating in narrow channel or
fairway on the Great Lakes, Western Rivers, or waters
specied by the Secretary, and proceeding downbound
with a following current shall have the right-of-way over
an upbound vessel, shall propose the manner and place
of passage, and shall initiate the maneuvering signals
prescribed by Rule 34(a)(i), as appropriate. The vessel
proceeding upbound against the current shall hold as
necessary to permit safe passing.
(62) (b) A vessel of less than 20 meters in length or a
sailing vessel shall not impede the passage of a vessel ‹
which ›‹‹that›› can safely navigate only within a narrow
channel or fairway.
(63) (c) A vessel engaged in shing shall not impede the
passage of any other vessel navigating within a narrow
channel or fairway.
(64) (d) A vessel ‹ shall ›‹‹must›› not cross a narrow
channel or fairway if such crossing impedes the passage
of a vessel which can safely navigate only within that
channel or fairway. The latter vessel ‹ may ›‹‹must›› use
the signal prescribed in Rule 34(d) if in doubt as to the
intention of the crossing vessel.
(65)
Rule 9e (International)
(e)(i) In a narrow channel or fairway when overtaking
can take place only if the vessel to be overtaken has to
take action to permit safe passing, the vessel intending
to overtake shall indicate her intention by sounding
the appropriate signal prescribed in Rule 34(c)(ii). The
vessel to be overtaken shall, if in agreement, sound the
appropriate signal prescribed in Rule 34(c)(i) and take
steps to permit safe passing. If in doubt she may sound
the signals prescribed in Rule 34(d).
Rule 9e (Inland)
(e)(i) In a narrow channel or fairway when overtaking,
the power-driven vessel intending to overtake another
power-driven vessel shall indicate her intention by
sounding the appropriate signal prescribed in Rule
34(c) and take steps to permit safe passing. The power-
driven vessel being overtaken, if in agreement, shall
sound the same signal and may, if specically agreed
to, take steps to permit safe passing. If in doubt she
shall sound the signal prescribed in Rule 34(d).
(66) (e)(ii) This rule does not relieve the overtaking
vessel of her obligation under Rule 13.
(67) (f) A vessel nearing a bend or an area of a narrow
channel or fairway where other vessels may be obscured
by an intervening obstruction shall navigate with
particular alertness and caution and shall sound the
appropriate signal prescribed in Rule 34(e).
(68) (g) Any vessel shall, if the circumstances of the case
admit, avoid anchoring in a narrow channel.
(69)
Rule 10—Traffic Separation Schemes
(70) (a) This Rule applies to trafc separation schemes
‹ adopted by the Organization › and does not relieve any
vessel of her obligation under any other rule.
(71) (b) A vessel using a trafc separation scheme shall:
(72) (i) Proceed in the appropriate trafc lane in the
general direction of trafc ow for that lane.
(73) (ii) So far as is practicable keep clear of a trafc
separation line or separation zone.
(74) (iii) Normally join or leave a trafc lane at the
termination of the lane, but when joining or leaving from
either side shall do so at as small an angle to the general
direction of trafc ow as practicable.
(75) (c) A vessel, shall so far as practicable, avoid
crossing trafc lanes but if obliged to do so shall cross
on a heading as nearly as practicable at right angles to the
general direction of trafc ow.
(76) (d)(i) A vessel shall not use an inshore trafc zone
when she can safely use the appropriate trafc lane
within the adjacent trafc separation scheme. However,
vessels of less than 20 meters in length, sailing vessels
and vessels engaged in shing may use the inshore trafc
zone.
(77) (ii) Notwithstanding Rule 10(d)(i), a vessel may use
an inshore trafc zone when en route to or from a port,
offshore installation or structure, pilot station or any other
place situated within the inshore trafc zone, or to avoid
immediate danger.
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 405
(78) (e) A vessel, other than a crossing vessel or a vessel
joining or leaving a lane shall not normally enter a
separation zone or cross a separation line except:
(79) (i) in cases of emergency to avoid immediate danger;
(80) (ii) to engage in shing within a separation zone.
(81) (f) A vessel navigating in areas near the terminations
of trafc separation schemes shall do so with particular
caution.
(82) (g) A vessel shall so far as practicable avoid
anchoring in a trafc separation scheme or in areas near
its terminations.
(83) (h) A vessel not using a trafc separating scheme
shall avoid it by as wide a margin as is practicable.
(84) (i) A vessel engaged in shing shall not impede the
passage of any vessel following a trafc lane.
(85) (j) A vessel of less than 20 meters in length or a
sailing vessel shall not impede the safe passage of a
power-driven vessel following a trafc lane.
(86) (k) A vessel restricted in her ability to maneuver
when engaged in an operation for the maintenance of
safety of navigation in a trafc separation scheme is
exempted from complying with this Rule to the extent
necessary to carry out the operation.
(87) (l) A vessel restricted in her ability to maneuver
when engaged in an operation for the laying, servicing
or picking up of a submarine cable, within a trafc
separation scheme, is exempted from complying with this
Rule to the extent necessary to carry out the operation.
(88)
II—Conduct of Vessels in Sight of One Another
(89)
Rule 11—Application
(90) Rules 11 through 18 apply to vessels in sight of one
another.
(91)
Rule 12—Sailing Vessels
(92) (a) When two sailing vessels are approaching one
another, so as to involve risk of collision, one of them
shall keep out of the way of the other as follows:
(93) (i) when each has the wind on a different side, the
vessel which has the wind on the port side shall keep out
of the way of the other;
(94) (ii) when both have the wind on the same side, the
vessel which is to windward shall keep out of the way of
the vessel which is to leeward;
(95) (iii) if a vessel with the wind on the port side sees a
vessel to windward and cannot determine with certainty
whether the other vessel has the wind on the port or on
the starboard side, she shall keep out of the way of the
other.
(96) (b) For the purposes of this Rule, the windward side
shall be deemed to be the side opposite that on which
the mainsail is carried or, in the case of a square-rigged
vessel, the side opposite to that on which the largest fore-
and-aft sail is carried.
(97)
Rule 13—Overtaking
(98) (a) Notwithstanding anything contained in the Rules
4 through 18, any vessel overtaking any other shall keep
out of the way of the vessel being overtaken.
(99) (b) A vessel shall be deemed to be overtaking when
coming up with a another vessel from a direction more
than 22.5 degrees abaft her beam, that is, in such a position
with reference to the vessel she is overtaking, that at night
she would be able to see only the sternlight of that vessel
but neither of her sidelights.
(100) (c) When a vessel is in any doubt as to whether she is
overtaking another, she shall assume that this is the case
and act accordingly.
(101) (d) Any subsequent alteration of the bearing between
the two vessels shall not make the overtaking vessel a
crossing vessel within the meaning of these Rules or
relieve her of the duty of keeping clear of the overtaken
vessel until she is nally past and clear.
(102)
Rule 14—Head-on Situation
(103) (a) ‹‹Unless otherwise agreed›› when two power-
driven vessels are meeting on reciprocal or nearly
reciprocal courses so as to involve risk of collision each
shall alter her course to starboard so that each shall pass
on the port side of the other.
(104) (b) Such a situation shall be deemed to exist when a
vessel sees the other ahead or nearly ahead and by night
she could see the masthead lights of the other in a line
or nearly in a line and/or both sidelights and by day she
observes the corresponding aspect of the other vessel.
(105) (c) When a vessel is in any doubt as to whether such
a situation exists she shall assume that it does exist and
act accordingly.
(106)
Rule 14d (Inland)
(d) Notwithstanding Rule 14(a), a power-driven vessel
operating on the Great Lakes, Western Rivers, or waters
specied by the Secretary, and proceeding downbound
with a following current shall have the right-of-way over
an upbound vessel, shall propose the manner of passage,
and shall initiate the maneuvering signals prescribed by
Rule 34(a)(i), as appropriate.
(107)
Rule 15—Crossing Situation
(108) (a) When two power-driven vessels are crossing so
as to involve risk of collision, the vessel which has the
other on her own starboard side shall keep out of the way
and shall, if the circumstances of the case admit, avoid
crossing ahead of the other vessel.
406 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
(109)
Rule 15b (Inland)
(b) Notwithstanding Rule 15(a), on the Great Lakes,
Western Rivers, or water specied by the Secretary, a
power-driven vessel crossing a river shall keep out of the
way of a power-driven vessel ascending or descending
the river.
(110)
Rule 16—Action by Give-way Vessel
(111) Every vessel which is directed to keep out of the way
of another vessel shall, so far as possible, take early and
substantial action to keep well clear.
(112)
Rule 17—Action by Stand-on Vessel
(113) (a)(i) Where one of two vessels is to keep out of the
way, the other shall keep her course and speed.
(114) (ii) The latter vessel may, however, take action
to avoid collision by her maneuver alone, as soon as
it becomes apparent to her that the vessel required to
keep out of the way is not taking appropriate action in
compliance with these Rules.
(115) (b) When, from any cause, the vessel required to
keep her course and speed nds herself so close that
collision cannot be avoided by the action of the giveway
vessel alone, she shall take such action as will best aid to
avoid collision.
(116) (c) A power-driven vessel which takes action in a
crossing situation in accordance with Rule 17(a)(ii) to
avoid collision with another power-driven vessel shall,
if the circumstances of the case admit, not alter course to
port for a vessel on her own port side.
(117) (d) This Rule does not relieve the give-way vessel
of her obligation to keep out of the way.
(118)
Rule 18—Responsibilities Between Vessels
(119) Except where Rules 9, 10, and 13 otherwise require:
(120) (a) A power-driven vessel underway shall keep out
of the way of: (i) a vessel not under command; (ii) a vessel
restricted in her ability to maneuver; (iii) a vessel engaged
in shing; (iv) a sailing vessel.
(121) (b) A sailing vessel underway shall keep out of the
way of: (i) a vessel not under command; (ii) a vessel
restricted in her ability to maneuver; (iii) a vessel engaged
in shing.
(122) (c) A vessel engaged in shing when underway shall,
so far as possible, keep out of the way of: (i) a vessel not
under command; (ii) a vessel restricted in her ability to
maneuver.
(123)
Rule 18d (International)
(d)(i) Any vessel other than a vessel not under command
or a vessel restricted in her ability to maneuver shall,
if the circumstances of the case admit, avoid impeding
the safe passage of a vessel constrained by her draft,
exhibiting the signals in Rule 28.
(ii) A vessel constrained by her draft shall navigate
with particular caution having full regard to her special
condition.
(124) (e) A seaplane on the water shall, in general, keep well
clear of all vessels and avoid impeding their navigation.
In circumstances, however, where risk of collision exists,
she shall comply with Rules 4 through 19.
(125) (f)(i) A WIG craft shall, when taking off, landing
and in ight near the surface, keep well clear of all other
vessels and avoid impeding their navigation;
(126) (ii) a WIG craft operating on the water surface shall
comply with Rules 4 through 19 as a power-driven vessel.
(127)
III—Conduct of Vessels in Restricted Visibility
(128)
Rule 19—Conduct of Vessels in Restricted Visibility
(129) (a) This Rule applies to vessels not in sight of one
another when navigating in or near an area of restricted
visibility.
(130) (b) Every vessel shall proceed at a safe speed
adapted to the prevailing circumstances and conditions
of restricted visibility. A power-driven vessel shall have
her engines ready for immediate maneuver.
(131) (c) Every vessel shall have due regard to the
prevailing circumstances and conditions of restricted
visibility when complying with Rules 4 through 10.
(132) (d) A vessel which detects by radar alone the presence
of another vessel shall determine if a closequarters
situation is developing and/or risk of collision exists. If
so, she shall take avoiding action in ample time, provided
that when such action consists of an alteration in course,
so far as possible the following shall be avoided:
(133) (i) An alteration of course to port for a vessel forward
of the beam, other than for a vessel being overtaken;
(134) (ii) An alteration of course toward a vessel abeam or
abaft the beam.
(135) (e) Except where it has been determined that a risk
of collision does not exist, every vessel which hears
apparently forward of her beam the fog signal of another
vessel, or which cannot avoid a close-quarters situation
with another vessel forward of her beam, shall reduce her
speed to be the minimum at which she can be kept on her
course. She shall if necessary take all her way off and in
any event navigate with extreme caution until danger of
collision is over.
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 407
(136)
Part C—Lights and Shapes
(137)
Rule 20—Application
(138) (a) Rules 20 through 31 shall be complied with in all
weathers.
(139) (b) The Rules concerning lights shall be complied
with from sunset to sunrise, and during such times no
other lights shall be exhibited, except such lights which
cannot be mistaken for the lights specied in these Rules
or do not impair their visibility or distinctive character,
or interfere with the keeping of a proper look-out.
(140) (c) The lights prescribed by these Rules shall,
if carried, also be exhibited from sunrise to sunset in
restricted visibility and may be exhibited in all other
circumstances when it is deemed necessary.
(141) (d) The Rules concerning shapes shall be complied
with by day.
(142) (e) The lights and shapes specied in these Rules
shall comply with the provisions of Annex I of these
Rules.
(143)
Rule 20f (Inland)
(f) A vessel’s navigation lights and shapes may be
lowered if necessary to pass under a bridge.
(144)
Rule 21—Definitions
(145) (a) "Masthead light" means a white light placed
over the fore and aft centerline of the vessel showing an
unbroken light over an arc of the horizon of 225° and so
xed as to show the light from right ahead to 22.5° abaft
the beam on either side of the vessel ‹‹except that on a
vessel of less than 12 meters in length the masthead light
shall be placed as nearly as practicable to the fore and
aft centerline of the vessel››.
(146) (b) "Sidelights" means a green light on the starboard
side and a red light on the port side each showing an
unbroken light over an arc of the horizon of 112.5° and
so xed as to show the light from right ahead to 22.5°
abaft the beam on its respective side. In a vessel of less
than 20 meters in length the sidelights may be combined
in one lantern carried on the fore and aft centerline of the
vessel ‹‹, except that on a vessel of less than 12 meters
in length the sidelights when combined in one lantern
Masthead Light
Rules 21 and 22—Defi nitions and Visibility of Lights
Stern Light
Starboard Sidelight
Towing Light
Port Sidelight
Special Flashing Light
(158)
408 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
shall be placed as nearly as practicable to the fore and
aft centerline of the vessel››.
(147) (c) "Sternlight" means a white light placed as nearly
as practicable at the stern showing an unbroken light over
an arc of the horizon of 135° and so xed as to show the
light 67.5° from right aft on each side of the vessel.
(148) (d) "Towing light" means a yellow light having the
same characteristics as the "sternlight" dened in Rule
21(c).
(149) (e) "All-round light" means a light showing an
unbroken light over an arc of the horizon of 360°.
(150) (f) "Flashing light" means a light ashing at regular
intervals at a frequency of 120 ashes or more per minute.
(151)
Rule 21g (Inland)
(g) “Special ashing light” means a yellow light ashing
at regular intervals at a frequency of 50 to 70 ashes
per minute, placed as far forward and as nearly as
practicable on the fore and aft centerline of the tow and
showing an unbroken light over an arc of the horizon of
not less than 180 degrees nor more than 225 degrees and
so xed as to show the light from right ahead to abeam
and no more than 22.5 degrees abaft the beam on either
side of the vessel.
(152)
Rule 22—Visibility of Lights
(153) The lights prescribed in these Rules (Subpart C)
shall have an intensity as specied in Annex I to these
Rule 23—Power-driven Vessels Underway
Air-cushion vessel when operating in the displacement
mode—Vessels less than 50 meters in length
International/Inland23(b)
Air-cushion vessel when operating in the non-
displacement mode—Vessels less than 50 meters in
length
International/Inland23(b)
Power-driven Vessel Underway
50 meters or greater in length
International/Inland23(a)
Power-driven Vessel Underway
Less than 50 meters in length
International/Inland23(a)
Power-driven Vessel
Less than 12 meters in length
International/Inland23(d)(i)
Power-driven Vessel
Less than 7 meters in length
International23(d)(ii)
Inland23(e)
Power-driven Vessel
on the Great Lakes
(166)
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 409
Rules (33 CFR part 84), so as to be visible at the following
minimum ranges:
(154) (a) In a vessel of 50 meters or more in length: (i) a
masthead light, 6 miles; (ii) a sidelight, 3 miles; (iii) a
sternlight, 3 miles; (iv) a towing light, 3 miles; (v) a white,
red, green or yellow all-round light, 3 miles; «and (vi) a
special ashing light, 2 miles. »
(155) (b) In a vessel of 12 meters or more in length but less
than 50 meters in length: (i) a masthead light, 5 miles;
except that where the length of the vessel is less than 20
meters, 3 miles; (ii) a sidelight, 2 miles; (iii) a sternlight,
2 miles; (iv) a towing light, 2 miles; (v) a white, red, green
or yellow all-round light, 2 miles; «and (vi) a special
ashing light, 2 miles. »
(156) (c) In a vessel of less than 12 meters in length: (i)
a masthead light, 2 miles; (ii) a sidelight, 1 mile; (iii)
a sternlight, 2 miles; (iv) A towing light, 2 miles; (v) a
white, red, green or yellow all-round light, 2 miles; «and
(vi) a special ashing light, 2 miles. »
(157) (d) In an inconspicuous, partly submerged vessel or
objects being towed: (i) A white all-round light, 3 miles.
(ii) [Reserved]
(159)
Rule 23—Power-driven Vessels Underway
(160) (a) A power-driven vessel underway shall exhibit:
(i) a masthead light forward; (ii) a second masthead light
abaft of and higher than the forward one; except that a
vessel of less than 50 meters in length shall not be obliged
to exhibit such a light but may do so; (iii) sidelights; and
(iv) a sternlight.
(161) (b) An air-cushion vessel when operating in
nondisplacement mode shall, in addition to the
lights prescribed in Rule 23(a) Air Cushion Vessel in
Displacement Mode, exhibit an all-round ashing yellow
light ‹‹, where it can best be seen››.
(162) (c) A WIG craft only when taking off, landing andin
ight near the surface shall, in addition to the lights
prescribed in Rule 23(a), exhibit a high intensity allround
ashing red light.
(163) (d)(i) A power-driven vessel of less than 12 meters in
length may in lieu of the lights prescribed in Rule 23(a)
exhibit an all-round white light and sidelights.
(164)
Rule 23d (International)
(ii) a power-driven vessel of less than 7 meters in
length whose maximum speed does not exceed 7 knots
may in lieu of the lights prescribed in Rule 23(a) exhibit
an all-round white light and shall, if practicable, also
exhibit sidelights.
(iii) the masthead light or all-round white light on a
power-driven vessel of less than 12 metres in length may
be displaced from the fore and aft centre line of the vessel
if centreline tting is not practicable, provided that the
sidelights are combined in one lantern which shall be
carried on the fore and aft centre line of the vessel or
located as nearly as practicable in the same fore and aft
line as the masthead light or the all-round white light.
Rule 23e (Inland)
(e) A power-driven vessel when operating on the
Great Lakes may carry an all-round white light in lieu
of the second masthead light and sternlight prescribed
in Rule 23(a). The light shall be carried in the position
of the second masthead light and be visible at the same
minimum range.
(165) Regulations containing specics on Law
Enforcement and Public Safety Vessel lighting are in
Annex V–Pilot Rules, 33 CFR 88.05 and 33 CFR 88.07,
chapter 2.
(167)
Rule 24—Towing and Pushing
(168) (a) A power-driven vessel when towing astern shall
exhibit: (i) instead of the light prescribed in Rule 23(a)(i)
or 23(a)(ii), two masthead lights in a vertical line. When
the length of the tow, measuring from the stern of the
towing vessel to the after end of the tow, exceeds 200
meters, three such lights in a vertical line; (ii) sidelights;
(iii) a sternlight; (iv) a towing light in a vertical line above
the sternlight; and (v) when the length of the tow exceeds
200 meters, a diamond shape where it can best be seen.
(169) (b) When a pushing vessel and a vessel being pushed
ahead are rigidly connected in a composite unit they shall
be regarded as a power-driven vessel and exhibit the
lights prescribed in Rule 23.
(170) Interpretive Rule—See 33 CFR 90.3 and 33 CFR
82.3, chapter 2, for regulations.
(171) (c) A power-driven vessel when pushing ahead or
towing alongside, except ‹ in the case of a composite unit
›‹‹ as required by Rules 24(b) and (i) ››, shall exhibit: (i)
instead of the light prescribed in Rule 23(a)(i) or 23(a)
(ii), two masthead lights in a vertical line; (ii) sidelights;
and (iii) ‹ a sternlight ›‹‹two towing lights in a vertical
line ››.
(172) (d) A power-driven vessel to which paragraphs (a)
or (c) of this Rule applies shall also comply with Rule 23
‹‹ (a)(i) and ›› (a)(ii).
(173) (e) A vessel or object being towed, other than those
‹ mentioned ›‹‹ referred ›› in Rule 24(g), shall exhibit:
(i) sidelights; (ii) a sternlight; (iii) when the length of the
tow exceeds 200 meters, a diamond shape where it can
best be seen.
(174) (f) Provided that any number of vessels being towed
alongside or pushed in a group shall be lighted as one
vessel ‹‹except as provided in Rule 24(f)(iii) ››.
(175) (i) a vessel being pushed ahead, not being part
of a composite unit, shall exhibit at the forward end,
sidelights, and ‹‹ a special ashing light ››;
(176) (ii) a vessel being towed alongside shall exhibit a
sternlight and at the forward end, sidelights, and ‹‹ a
special ashing light ››;
410 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
(177)
Rule 24f (Inland)
(iii) when vessels are towed alongside on both sides of
the towing vessel a sternlight shall be exhibited on the
stern of the outboard vessel on each side of the towing
vessel, and a single set of sidelights as far forward and
as far outboard as is practicable, and a single special
ashing light;
(178) (g) An inconspicuous, partly submerged vessel or
object, or combination of such vessels or objects being
towed, shall exhibit:
(179) (i) if it is less than 25 meters in breadth, one all-round
white light at or near the forward end and one at or near
the after end except that dracones need not exhibit a light
at or near ‹ the forward ›‹‹each›› end.
(180)
Rule 24g (International)
(ii) if it is 25 meters or more in breadth, two additional
all-round white lights at or near the extremities of its
breadth;
Rule 24g (Inland)
(ii) if it is 25 meters or more in breadth, four all-round
white lights to mark its length and breadth;
(181) (iii) if it exceeds 100 meters in length, additional
allround white lights between the lights prescribed in
Rule 24(g)(i) ‹‹and (ii)›› and so that the distance between
the lights shall not exceed 100 meters. ‹‹Provided that any
Rule 24—Towing and Pushing (International/Inland)
Power-driven Vessel Towing Astern
Towing vessel less than 50 meters in
length; length of tow exceeds 200 meters
24a
Composite Unit Underway
50 meters or greater
24b
Composite Unit Underway
Less than 50 meters in length
24b
Power-driven Vessel Towing Astern
Towing vessel less than 50 meters in length;
length of tow 200 meters or less
24a
Power-driven Vessel Towing Astern
Length of tow 200 meters or less; the after
masthead light is optional for vessels less
than 50 meters in length
24d
Vessel or Object Being Towed
Length of tow exceeds 200 meters
24e
Vessel Being Towed
Length of tow 200 meters or less
24e
Power-driven Vessel Towing Astern
When masthead lights for towing are
exhibited aft, a forward masthead light is
required
24d
Power-driven vessel pushing ahead on
Western Rivers (Above the Huey P. Long
Bridge on the Mississippi River)
24h (Inland only)
(188)
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 411
vessels or objects being towed alongside each other shall
be lighted as one vessel or object››.
(182) (iv) a diamond shape at or near the aftermost
extremity of the last vessel or object being towed; and ‹
if the length of the tow exceeds 200 meters an additional
diamond shape where it can best be seen and located as
far forward as is practicable. ›
(183)
Rule 24g (Inland)
(v) the towing vessel may direct a searchlight in
the direction of the tow to indicate its presence to an
approaching vessel.
(184) (h) Where from any sufcient cause it is impracticable
for a vessel or object being towed to exhibit the lights
or shapes prescribed in Rule 24(e) or (g), all possible
measures shall be taken to light the vessel or object
towed or at least to indicate the presence of ‹ such ›‹‹the
unlighted›› vessel or object.
(185) Interpretive Rule—See 33 CFR 90.7 and 33 CFR
82.7, chapter 2, for regulations.
(186) (i) Where from any sufcient cause it is impracticable
for a vessel not normally engaged in towing operations
to display the lights prescribed by paragraph (a), (c),
«or (j)» of this Rule, such vessel shall not be required
to exhibit those lights when engaged in towing another
vessel in distress or otherwise in need of assistance. All
possible measures shall be taken to indicate the nature of
the relationship between the towing vessel and the vessel
being towed ‹ as authorized by Rule 36, in particular by
illuminating the towline ›«and the vessel being assisted.
The searchlight authorized by Rule 36 may be used to
illuminate the tow».
(187)
Rule 24j (Inland)
(i) Notwithstanding paragraph (c) of this Rule, on the
Western Rivers (except below the Huey P. Long Bridge
at mile 106.1 Above Head of Passes on the Mississippi
River) and on waters specied by the Secretary, a power-
driven vessel when pushing ahead or towing alongside,
except as paragraph (b) of this Rule applies, shall exhibit:
(i) sidelights; and (ii) two towing lights in a vertical line.
(189)
Rule 25—Sailing Vessels Underway and Vessels
Under Oars
(190) (a) A sailing vessel underway shall exhibit: (i)
sidelights; (ii) a sternlight.
(191) (b) In a sailing vessel of less than 20 meters in length
the lights prescribed in Rule 25(a) may be combined in
one lantern carried at or near the top of the mast where it
can best be seen.
Rule 25—Sailing Vessels Underway and Vessels Under Oars (International/Inland)
Sailing Vessel Underway
25a
Sailing Vessel Underway
25c
Sailing Vessel Underway
Less than 20 meters in length
25b
25d
Sailing Vessel Underway
Less than 7 meters in length
25d
Vessel Under Oars
(196)
412 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
(192) (c) A sailing vessel underway may, in addition to
the lights prescribed in Rule 25(a), exhibit at or near
the top of the mast, where they can best be seen, two
allround lights in a vertical line, the upper being red and
the lower green, but these lights shall not be exhibited in
conjunction with the combined lantern permitted by Rule
25(b).
(193) (d)(i) A sailing vessel of less than 7 meter in length
shall, if practicable, exhibit the lights prescribed in Rule
25(a) or (b), but if she does not, she shall «exhibit an all
around white light or» have ready at hand an electric
torch or lighted lantern showing a white light which shall
be exhibited in sufcient time to prevent collision.
(194) (ii) A vessel under oars may exhibit the lights
prescribed in this rule for sailing vessels, but if she does
not, she shall «exhibit an all around white light or» have
ready at hand an electric torch or lighted lantern showing
a white light which shall be exhibited in sufcient time
to prevent collision.
(195) (e) A vessel proceeding under sail when also being
propelled by machinery shall exhibit forward where it can
best be seen a conical shape, apex downwards. «A vessel
of less than 12 meters in length is not required to exhibit
this shape, but may do so.»
(197)
Rule 26—Fishing Vessels
(198) (a) A vessel engaged in shing, whether underway
or at anchor, shall exhibit only the lights and shapes
prescribed in this Rule.
(199) (b) A vessel when engaged in trawling, by which is
meant the dragging through the water of a dredge net or
other apparatus used as a shing appliance, shall exhibit:
(i) two all-round lights in a vertical line, the upper being
green and the lower white, or a shape consisting of two
cones with their apexes together in a vertical line one
above the other; (ii) a masthead light abaft of and higher
than the all-round green light; a vessel of less than 50
meters in length shall not be obliged to exhibit such a light
but may do so; (iii) when making way through the water,
in addition to the lights prescribed in this paragraph,
sidelights and a sternlight.
(200) (c) A vessel engaged in shing, other than trawling,
shall exhibit: (i) two all-round lights in a vertical line, the
upper being red and the lower white, or a shape consisting
of two cones with their apexes together in a vertical line
one above the other; (ii) when there is outlying gear
extending more than 150 meters horizontally from the
vessel, an all-round white light or a cone apex upwards in
Rule 26—Fishing Vessels (International/Inland)
Vessel Engaged in Trawling
Not making way
26(b)
26(b)
Vessel Engaged in Trawling
Not making way; less than 50 meters
in length
26(b)
Vessel Engaged in Trawling
Making way; less than 50 meters in
length
26(b)
Vessel Engaged in Trawling
Making way
26(c)
Vessel Engaged in Fishing Other
Than Trawling — Not making way
When there is outlying gear extending more than 150
meters horizontally from the vessel, an all-round white
light or a cone apex upwards in the direction of the gear.
26(c)
Vessel Engaged in Fishing Other
Than Trawling — Making way
When there is outlying gear extending more than 150
meters horizontally from the vessel, an all-round white
light or a cone apex upwards in the direction of the gear.
(210)
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 413
the direction of the gear; (iii) when making way through
the water, in addition to the lights prescribed in this
paragraph, sidelights and a sternlight.
(201)
Rule 26d (International)
(d) The additional signals described in Annex II to these
Regulations apply to a vessel engaged in shing in close
proximity to other vessels engaged in shing.
(202) (e) A vessel ‹ when › not engaged in shing shall not
exhibit the lights or shapes prescribed in this Rule, but
only those prescribed for a vessel of her length.
(203) « (f) Additional signals for shing vessels in close
proximity. » {Same as International Rules Annex II}
(204) 1ǂ(i) The lights mentioned herein shall ‹,if exhibited
in pursuance of Rule 26(d),› be placed where they can
best be seen. They shall be at least 0.9 meters apart but at
a lower level than lights prescribed in Rule 26. ‹(b)(i) and
(c)(i)› The lights shall be visible all round the horizon at
a distance of at least 1 mile but at a lesser distance from
the lights prescribed by ‹these Rules›«Rule 26(a)-(c)» for
shing vessels.
(205) 2ǂ(ii) Signals for trawlers.
(206) (a)ǂ(1) Vessels ‹of 20 meters or more in length› when
engaged in trawling, whether using demersal or pelagic
gear, ‹shall›«may» exhibit: (i)ǂ(A) when shooting their
nets—two white lights in a vertical line; (ii)ǂ(B) when
hauling their nets—one white light over one red light in
a vertical line; (iii)ǂ(C) when the net has come fast upon
an obstruction—two red lights in a vertical line.
(207) (b)ǂ(2) ‹A›«Each» vessel ‹of 20 meters or more in
length› engaged in pair trawling ‹shall›«may» exhibit: (i)
ǂ(A) by night, a searchlight directed forward and in the
direction of the other vessel of the pair; (ii)ǂ(B) when
shooting or hauling their nets or when their nets have
come fast upon an obstruction, the lights prescribed in
Rule 26(f)(2)(a)ǂ(f)(ii)(1).
(208) 3ǂ(iii) Signals for purse seiners.
(209) (a)ǂ(1) Vessels engaged in shing with purse seine
gear may exhibit two yellow lights in a vertical line.
These lights shall ash alternately every second and with
equal light and occultation duration. These lights may be
exhibited only when the vessel is hampered by its shing
gear.
(211)
Rule 27—Vessels Not Under Command or Restrict-
ed in Their Ability to Maneuver
(212) (a) A vessel not under command shall exhibit: (i)
two all-round red lights in a vertical line where they can
best be seen; (ii) two balls or similar shapes in a vertical
line where they can best be seen; (iii) when making way
through the water, in addition to the lights prescribed in
this paragraph, sidelights and a sternlight.
(213) (b) A vessel restricted in her ability to maneuver,
except a vessel engaged in mineclearance operations,
shall exhibit: (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;
(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; (iii) when makingway
through the water, a masthead light(s), sidelights and a
sternlight in addition to the lights prescribed in Rule 27(b)
(i); (iv) when at anchor, in addition to the lights or shapes
prescribed in Rule 27(b)(i) and (ii), the light, lights, or
shapes prescribed in Rule 30.
(214) (c) A power-driven vessel engaged in a towing
operation such as severely restricts the towing vessel and
her tow in their ability to deviate from their course shall,
in addition to the lights or shape prescribed in Rule 27(b)
(i) and (ii), exhibit the lights or shape prescribed in Rule
24.
(215) (d) A vessel engaged in dredging or underwater
operations, when restricted in her ability to maneuver,
shall exhibit the lights and shapes prescribed in Rules
27(b)(i), (ii) and (iii) and shall in addition when an
obstruction exists, exhibit: (i) two all-round red lights or
two balls in a vertical line to indicate the side on which
the obstruction exists; (ii) two all-round green lights or
two diamonds in a vertical line to indicate the side on
which another vessel may pass; and (iii) when at anchor,
the lights or shapes prescribed in this paragraph instead
of the lights or shapes prescribed in Rule 30.
(216)
Rule 27d (Inland)
(iv) Dredge pipelines that are oating or supported on
trestles shall display the following lights at night and in
periods of restricted visibility.
(1) One row of yellow lights. The lights must be: (A)
ashing 50 to 70 times per minute, (B) visible all round
the horizon, (C) visible for at least 2 miles, (D) not
less than 1 and not more than 3.5 meters above the
water, (E) approximately equally spaced, and (F) not
more than 10 meters apart where the pipeline crosses
a navigable channel. Where the pipeline does not
cross a navigable channel the lights must be sucient
in number to clearly show the pipeline’s length and
course.
(2) Two red lights at each end of the pipeline, including
the ends in a channel where the pipeline is separated
to allow vessels to pass (whether open or closed). The
lights must be: (A) visible all round the horizon, and
(B) visible for at least 2 miles, and (C) one meter apart
in a vertical line with the lower light at the same height
above the water as the ashing yellow light.
(217) (e) Whenever the size of a vessel engaged in diving
operations makes it impracticable to exhibit all lights
and shapes prescribed in Rule 27(d), the following shall
be exhibited: (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; (ii) a rigid replica of the International Code ag
"A" not less than 1 meter in height. Measures shall be
taken to ensure its all-round visibility.
414 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
Rule 27—Vessels Not Under Command or Restricted in Their Ability to Maneuver
(International/Inland)
27(a)
Vessel Not Under Command
Not making way
27(b)
Vessel Restricted in Her Ability to Ma-
neuver—Making way; less than 50 meters
in length
27(b)
Vessel Restricted in Her Ability to
Maneuver—At anchor; less than 50 meters
in length
27(c)
Vessel engaged in towing operation
which severely restricts towing vessel
and her tow in their ability to deviate
from their course—Length of tow does
not exceed 200 meters; towing vessel less
than 50 meters in length.
27(d)
Vessel engaged in dredging or
underwater operations when restricted
in ability to maneuver—Making way with
an obstruction on the starboard side.
27(d)
Vessel engaged in dredging or
underwater operations when restricted
in ability to maneuver—Not making way
with an obstruction on the starboard side.
27(f)
Vessel engaged in mineclearance operations
Vessel less than 50 meters in length.
27(f)
Vessel engaged in mineclearance operations
Vessel 50 meters or greater in length.
27(e)
Small vessel engaged in diving
operations
27(e)
Small vessel engaged in diving
operations
27(a)(iii)
Vessel Not Under Command
Making way
(221)
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 415
(218) (f) A vessel engaged in mine clearance operations
shall, in addition to the lights prescribed for a power-driven
vessel in Rule 23 or to the lights or shape prescribed for a
vessel at anchor in Rule 30 as appropriate, exhibit three
all-round green lights or three balls. One of these lights
or shapes shall be exhibited near the foremast head and
one at each end of the fore yard. These lights or shapes
indicate that it is dangerous for another vessel to approach
within 1000 meters of the mineclearance vessel.
(219) (g) Vessels of less than 12 meters in length, except ‹
those ›«when» engaged in diving operations, ‹ shall not be
›«is not» required to exhibit the lights ‹ and ›«or» shapes
prescribed in this Rule.
(220) (h) The signals prescribed in this Rule are not signals
of vessels in distress and requiring assistance. Such
signals are contained in Annex IV to these Rules.
(222)
Rule 28—Vessels Constrained by Their Draft
(223) See graphic, Rule 28—Vessels Constrained by
Their Draft.
(225)
Rule 29—Pilot Vessels
(226) (a) A vessel engaged on pilotage duty shall exhibit:
(i) at or near the masthead, two all-round lights in a
vertical line, the upper being white and the lower red; (ii)
when underway, in addition, sidelights and a sternlight;
(iii) when at anchor, in addition to the lights prescribed
in Rule 29(a)(i), the light, lights, or shape prescribed in
Rule 30 for vessels at anchor.
(227) (b) A pilot vessel when not engaged on pilotage duty
shall exhibit the lights or shapes prescribed for a similar
vessel of her length.
(228)
Rule 30—Anchored Vessels and Vessels Aground
(229) (a) A vessel at anchor shall exhibit where it can best
be seen: (i) in the fore part, an all-round white light or
one ball; (ii) at or near the stern and at a lower level than
the light prescribed in Rule 30(a)(i), an all-round white
light.
(230) Interpretive Rule—See 33 CFR 90.5 and 33 CFR
82.5, chapter 2, for regulations on vessels at anchor.
(231) (b) A vessel of less than 50 meters in length may
exhibit an all-round white light where it can best be seen
instead of the lights prescribed in Rule 30(a).
(232) (c) A vessel at anchor may, and a vessel of 100 meters
and more in length shall, also use the available working
or equivalent lights to illuminate her decks.
(233) (d) A vessel aground shall exhibit the lights prescribed
in Rule 30(a) or (b) and in addition, if practicable, where
they can best be seen: (i) two all-round red lights in a
vertical line; (ii) three balls in a vertical line.
(234) (e) A vessel of less than 7 meters in length, when at
anchor not in or near a narrow channel, fairway or where
other vessels normally navigate, shall not be required to
exhibit the lights or shape prescribed in Rule 30(a) and
(b).
(235) (f) A vessel of less than 12 meters in length, when
aground, shall not be required to exhibit the lights or
shapes prescribed in Rule 30(d)(i) and (ii).
(236)
Rule 30 (Inland)
(g) A vessel of less than 20 meters in length, when at anchor in
a special anchorage area designated by the Coast Guard, shall
not be required to exhibit the anchor lights and shapes required
by this Rule.
(h) The following barges shall display at night and if practicable
in periods of restricted visibility the lights described in Rule
30(i):
(i) Every barge projecting into a buoyed or restricted channel.
(ii) Every barge so moored that it reduces the available
navigable width of any channel to less than 80 meters.
(iii) Barges moored in groups more than two barges wide or to
a maximum width of over 25 meters.
(iv) Every barge not moored parallel to the bank or dock.
(i) Barges described in Rule 30(h) shall carry two unobstructed
all-round white lights of an intensity to be visible for at least
1 nautical mile and meeting the technical requirements as
prescribed in Annex I.
Rule 28—Vessel Constrained by Their Draft (International)
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-round red
lights in a vertical line, or a cylinder.
(224)
416 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
Rule 30 (Inland)
(j) A barge or a group of barges at anchor or made fast to one
or more mooring buoys or other similar device, in lieu of the
provisions of Rule 30, may carry unobstructed all-round white
lights of an intensity to be visible for at least 1 nautical mile
that meet the requirements of Annex I and shall be arranged
as follows:
(i) Any barge that projects from a group formation, shall be
lighted on its outboard corners.
(ii) On a single barge moored in water where other vessels
normally navigate on both sides of the barge, lights shall be
placed to mark the corner extremities of the barge.
(iii) On barges moored in group formation, moored in water
where other vessels normally navigate on both sides of the
group, lights shall be placed to mark the corner extremities of
the group.
(k) The following are exempt from the requirements of Rule 30:
(i) A barge or group of barges moored in a slip or slough used
primarily for mooring purposes.
(ii) A barge or group of barges moored behind a pierhead.
(iii) A barge less than 20 meters in length when moored in a
special anchorage area designated in accordance with 33 CFR
109.10.
(l) Barges moored in well-illuminated areas are exempt from the
lighting requirements of Rule 30. These areas are as follows:
CHICAGO SANITARY SHIP CANAL
(1) Mile 293.2 to 293.9 (15) Mile 314.6
(2) Mile 295.2 to 296.1 (16) Mile 314.8 to 315.3
(3) Mile 297.5 to 297.8 (17) Mile 315.7 to 316
(4) Mile 298 to 298.2 (18) Mile 316.8
(5) Mile 298.6 to 298.8 (19) Mile 316.85 to 317.05
(6) Mile 299.3 to 299.4 (20) Mile 317.5
(7) Mile 299.8 to 300.5 (21) Mile 318.4 to 318.9
(8) Mile 303 to 303.2 (22) Mile 318.7 to 318.8
(9) Mile 303.7 to 303.9 (23) Mile 320 to 320.3
(10) Mile 305.7 to 305.8 (24) Mile 320.6
(11) Mile 310.7 to 310.9 (25) Mile 322.3 to 322.4
(12) Mile 311 to 311.2 (26) Mile 322.8
(13) Mile 312.5 to 312.6 (27) Mile 322.9 to 327.2
(14) Mile 313.8 to 314.2
CALUMET SAG CHANNEL
(28) Mile 316.5
LITTLE CALUMET RIVER
(29) Mile 321.2 (30) Mile 322.3
CALUMET RIVER
(31) Mile 328.5 to 328.7 (34) Mile 331.4 to 331.6
(32) Mile 329.2 to 329.4 (35) Mile 332.2 to 332.4
(33) Mile 330 west bank to
330.2
(36) Mile 332.6 to 332.8
CUMBERLAND RIVER
(37) Mile 126.8 (38) Mile 191
(237)
Rule 31—Seaplanes
(238) Where it is impracticable for a seaplane or a WIG
craft to exhibit lights or shapes of the characteristics
or in the positions prescribed in Rules 20 through 31
she shall exhibit lights and shapes as closely similar in
characteristics and position as is possible.
(239)
Part D—Sound and Light Signals
(240)
Rule 32—Definitions
(241) (a) The word "whistle" means any sound signaling
appliance capable of producing the prescribed blasts and
which complies with the specications in Annex III to
these Rules.
(242) (b) The term "short blast" means a blast of about one
seconds duration.
(243) (c) The term "prolonged blast" means a blast of from
four to six seconds duration.
(244)
Rule 33—Equipment for Sound Signals
(245) (a) A vessel of 12 meters or more in length shall be
provided with a whistle, a vessel of 20 meters or more
in length shall be provided with a bell in addition to a
whistle, and a vessel of 100 meters or more in length shall,
in addition be provided with a gong, the tone and sound
of which cannot be confused with that of the bell. The
whistle, bell and gong shall comply with the specications
in Annex III to these Regulations. The bell or gong or
both may be replaced by other equipment having the
same respective sound characteristics, provided that
manual sounding of the prescribed signals shall always
be possible.
(246) (b) A vessel of less than 12 meters in length shall
not be obliged to carry the sound signaling appliances
prescribed in Rule 33(a) but if she does not, she shall be
provided with some other means of making an efcient
signal.
(247)
Rule 34—Maneuvering and Warning Signs
(International)
(a) When vessels are in sight of one, a power-driven vessel
underway, when maneuvering as authorized or required by
these Rules, shall indicate that manoeuvre by the following
signals on her whistle:
–One short blasts to mean “I am altering my course to
starboard”
–Two short blasts to mean “I am altering my course to port”
–Three short blasts to mean “I am operating astern propulsion”
(b) Any vessel may supplement the whistle signals prescribed
in Rule 34(a) by light signals, repeated as appropriate, while
the maneuver is being carried out:
(i) these signals shall have the following signicance:
(ii) the duration of each ash shall be about one second, the
interval between ashes shall be about one second, and the
interval between successive signals shall not be less than ten
seconds.
(iii) the light used for this signal shall, if tted, be an all-round
white, visible at a minimum range of 5 miles, and shall comply
with the provisions of Annex I to these Regulations.
–One ash to mean “I am altering my course to starboard”
–Two ashes to mean I am altering my course to port”
–Three ashes to mean “I am operating astern propulsion”.
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 417
Rule 34—Maneuvering and Warning Signs
(International)
(c) When in sight of one another in a narrow channel or
fairway:
(i) a vessel intending to overtake another shall in compliance
with Rule 9(e)(i) indicate her intention by the following
signals on her whistle:
–Two prolonged blasts followed by one short blast to mean “I
intend to overtake you on your starboard side”
–Two prolonged blasts followed by two short blasts to mean “I
intend to overtake you on your port side”.
(ii) the vessel about to be overtaken when acting in accordance
with Rule 9(e)(i) shall indicate her agreement by the following
signal on her whistle:
–one prolonged, one short, one prolonged and one short blast,
in that order.
(d) 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
sufcient action is being taken by the other to avoid collision,
the vessel in doubt shall immediately indicate such doubt by
giving at least ve short and rapid blasts on the whistle. Such
signal may be supplemented by at least ve short and rapid
ashes.
(e) A vessel nearing a bend or an area of a channel or fairway
where other vessels may be obscured by an intervening
obstruction shall sound one prolonged blast. This signal shall
be answered with a prolonged blast by any approaching vessel
that may be within hearing around the bend or behind the
intervening obstruction.
(f) If whistles are tted on a vessel at a distance apart of more
than 100 meters, one whistle only shall be used for giving
maneuvering and warning signals.
(248)
Rule 34—Maneuvering and Warning Signs
(Inland)
(a) When power-driven vessels are in sight of one another and
meeting or crossing at a distance within half a mile of each
other, each vessel underway, when maneuvering as authorized
or required by these Rules,
(i) shall indicate that maneuver by the following signals on her
whistle:
–One short blasts to mean “I intend to leave you on my port side”
–Two short blasts to mean “I intend to leave you on my starboard
side”
–Three short blasts to mean “I am operating astern propulsion”
(ii) upon hearing the one or two blast signal of the other shall,
if in agreement, sound the same whistle signal and take the
steps necessary to eect a safe passing. If, however, from any
cause, the vessel doubts the safety of the proposed maneuver,
she shall sound the signal specied in Rule 34(d) and each
vessel shall take appropriate precautionary action until a safe
passing agreement is made
(b) Any vessel may supplement the whistle signals prescribed
in Rule 34(a) by light signals:
(i) these signals shall have the following signicance:
(ii) the duration of each ash shall be about one second.
(iii) the light used for this signal shall, if tted, be an all-
round white or yellow, visible at a minimum range of 2 miles,
synchronized with the whistle and shall comply with the
provisions of Annex I to these Regulations.
–One ash to mean “I intend to leave you on my port side”
–Two ashes to mean “I intend to leave you on my starboard
side”
–Three ashes to mean “I am operating astern propulsion”
Rule 34—Maneuvering and Warning Signs
(Inland)
(c) When in sight of one another:
(i) a power-driven vessel intending to overtake another
power-driven vessel shall indicate her intention by the
following signals on her whistle:
–One short blast to mean “I intend to overtake you on your
starboard side”
–Two short blasts to mean “I intend to overtake you on your
port side”
(ii) the power-driven vessel about to be overtaken shall, if in
agreement, sound a similar sound signal. If in doubt she shall
sound the signal prescribed in Rule 34(d).
(d) 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
sucient action is being taken by the other to avoid collision,
the vessel in doubt shall immediately indicate such doubt by
giving at least ve short and rapid blasts on the whistle. Such
signal may be supplemented by at least ve short and rapid
ashes.
(e) A vessel nearing a bend or an area of a channel or fairway
where other vessels may be obscured by an intervening
obstruction shall sound one prolonged blast. This signal shall
be answered with a prolonged blast by any approaching vessel
that may be within hearing around the bend or behind the
intervening obstruction.
(f) If whistles are tted on a vessel at a distance apart of more
than 100 meters, one whistle only shall be used for giving
maneuvering and warning signals.
(g) When a power-driven vessel is leaving a dock or berth, she
shall sound one prolonged blast.
(h) A vessel that reaches agreement with another vessel in a
head-on, crossing, or overtaking situation, as for example, by
using the radiotelephone as prescribed by the Vessel Bridge-
to-Bridge Radiotelephone Act (85 Stat. 164; 33 U.S.C. 1201
et seq.), is not obliged to sound the whistle signals prescribed
by this Rule, but may do so. If agreement is not reached, then
whistle signals shall be exchanged in a timely manner and
shall prevail.
(249)
Rule 35—Sound Signals in Restricted Visibility
(250) In or near an area of restricted visibility, whether by
day or night the signals prescribed in this Rule shall be
used as follows:
(251) (a) A power-driven vessel making way through the
water shall sound at intervals of not more than 2 minutes
one prolonged blast.
(252) (b) A power-driven vessel underway but stopped
and making no way through the water shall sound at
intervals of no more than 2 minutes two prolonged blasts
in succession with an interval of about 2 seconds between
them.
(253) (c) A vessel not under command, a vessel restricted
in her ability to maneuver «whether underway or at
anchor», ‹ a vessel constrained by her draft › , a sailing
vessel, a vessel engaged in shing and a vessel engaged
in towing or pushing another vessel shall, instead of the
signals prescribed in Rule 35(a) or (b), sound at intervals
of not more than 2 minutes three blasts in succession,
namely one prolonged followed by two short blasts.
418 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
(254)
Rule 35d (International)
(d) A vessel engaged in shing, when at anchor, and a
vessel restricted in her ability to maneuver when carrying
out her work at anchor, shall instead of the signals
prescribed in Rule 35(g) sound the signal prescribed in
Rule 35(c).
(255) (e) A vessel towed or if more than one vessel is towed
the last vessel of the tow, if manned, shall at intervals of
not more than 2 minutes sound four blasts in succession,
namely one prolonged followed by three short blasts.
When practicable, this signal shall be made immediately
after the signal made by the towing vessel.
(256) (f) When a pushing vessel and a vessel being pushed
ahead are rigidly connected in a composite unit they shall
418 ¢ U.S. Coast Pilot 1, Appendix C 16 SEP 2018 be
regarded as a power-driven vessel and shall give the
signals prescribed in Rule 35(a) or (b).
(257) (g) A vessel at anchor shall at intervals of not more
than 1 minute ring the bell rapidly for about 5 seconds.
In a vessel 100 meters or more in length the bell shall be
sounded in the forepart of the vessel and immediately
after the ringing of the bell the gong shall be sounded
rapidly for about 5 seconds in the after part of the vessel.
A vessel at anchor may in addition sound three blasts in
succession, namely one short, one long and one short
blast, to give warning of her position and of the possibility
of collision to an approaching vessel.
(258) (h) A vessel aground shall give the bell signal and
if required the gong signal prescribed in Rule 35(g) and
shall, in addition, give three separate and distinct strokes
on the bell immediately before and after the rapid ringing
of the bell. A vessel aground may in addition sound an
appropriate whistle signal.
Rule 37—Distress Signals (International/Inland)
RED STAR
SHELLS
“MAYDAY”
BY RADIO
RADIO-
TELEGRAPH
ALARM
RADIO-
TELEPHONE
ALARM
FOG HORN
CONTINUOUS
SOUNDING
PARACHUTE
RED FLARE
FLAMES ON A
VESSEL
DYE MARKER
(ANY COLOR)
POSITION
INDICATIONG
RADIO
BEACON
A high intensity white
light fl ashing at regular
intervals from 50 to 70
times per minute is an
additional signal that
may be used in Inland
Waters
GUN FIRED AT
INTERVALS OF
1 MINUTE
CODE FLAGS
NOVEMBER
CHARLIE
SMOKE
SQUARE FLAG
AND BALL WAVE ARMS
ORANGE
BACKGROUND
BLACK BALL
AND SQUARE SOS
SOS
(268)
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 419
(259) (i) A vessel of 12 meters or more but less than 20
meters in length shall not be obliged to give the bell
signals prescribed in Rule 35(g) and (h). However, if she
does not, she shall make some other efcient sound signal
at intervals of not more than 2 minutes.
(260) (j) A vessel of less than 12 meters in length shall not
be obliged to give the above mentioned signals but, if she
does not, shall make some other efcient sound signal at
intervals of not more than 2 minutes.
(261) (k) A pilot vessel when engaged on pilotage duty
may, in addition to the signals prescribed in Rule 35(a),
(b) or (g), sound an identity signal consisting of four short
blasts.
(262)
Rule 35 (Inland)
(l) The following vessels shall not be required to sound
signals as prescribed in Rule 35(g) when anchored in a
special anchorage area designated by the Coast Guard:
(i) a vessel of less than 20 meters in length; and
(ii) a barge, canal boat, scow, or other nondescript craft.
(263)
Rule 36—Signals to Attract Attention
(264) If necessary to attract the attention of another vessel,
any vessel may make light or sound signals that cannot
be mistaken for any signal authorized elsewhere in these
Rules, or may direct the beam of her searchlight in the
direction of the danger, in such a way as not to embarrass
any vessel.
(265)
Rule 36 (International)
Any light to attract the attention of another vessel
shall be such that it cannot be mistaken for any aid to
navigation. For the purpose of this Rule the use of high
intensity intermittent or revolving lights, such as strobe
lights, shall be avoided.
(266)
Rule 37—Distress Signals
(267) When a vessel is in distress and requires assistance
she shall use or exhibit the signals described in Annex IV
to these Rules. (See graphic, Rule 37—Distress
Signals).
(269)
Part E—Exemptions
(270)
Rule 38—Exemptions (International)
Any vessel (or class of vessel) provided that she complies
with the requirements of — the International Regulations for
the Preventing of Collisions at Sea, 1960, the keel of which is
laid or is at a corresponding stage of construction before the
entry into force of these Regulations may be exempted from
compliance therewith as follows:
(a) The installation of lights with ranges prescribed in Rule
22, until 4 years after the date of entry into force of these
Regulations.
(b) The installation of lights with color specications as
prescribed in §7 of Annex I to these Regulations, until 4 years
after the entry into force of these Regulations.
(c) The repositioning of lights as a result of conversion from
Imperial to metric units and rounding off measurement gures,
permanent exemption.
(d)(i) The repositioning of masthead lights on vessels of less
than 150 meters in length, resulting from the prescriptions of
§3 (a) of Annex I to these Regulations, permanent exemption.
(ii) The repositioning of masthead lights on vessels of 150
meters or more in length, resulting from the prescriptions of §3
(a) of Annex I to these Regulations, until 9 years after the date
of entry into force of these Regulations.
(e) The repositioning of masthead lights resulting from the
prescriptions of §2(b) of Annex I to these Regulations, until 9
years after the date of entry into force of these Regulations.
(f) The repositioning of sidelights resulting from the
prescriptions of §2(g) and 3(b) of Annex I to these
Regulations, until 9 years after the date of entry into force of
these Regulations.
(g) The requirements for sound signal appliances prescribed
in Annex II to these Regulations, until 9 years after the date of
entry into force of these Regulations.
(h) The repositioning of all-round lights resulting from
the prescription of §9(b) of Annex I to these Regulations,
permanent exemption.
(271)
Rule 38—Exemptions (Inland)
Any vessel or class of vessels, the keel of which was laid or
which is at a corresponding stage of construction before
December 24, 1980, provided that she complies with the
requirements of —
(a) The Act of June 7, 1897 (30 Stat. 96), as amended (33
U.S.C. 154-232) for vessels navigating the waters subject to
that statute;
(b) §4233 of the Revised Statutes (33 U.S.C. 301-356) for
vessels navigating the waters subject to that statute;
(c) The Act of February 8, 1895 (28 Stat. 645), as amended (33
U.S.C. 241-295) for vessels navigating the waters subject to
that statute; or
420 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
Rule 38—Exemptions (Inland)
(d) §§3, 4, and 5 of the Act of April 25, 1940 (54 Stat. 163),
as amended (46 U.S.C. 526 b, c, and d) for motorboats
navigating the waters subject to that statute; shall be exempted
from compliance with the technical Annexes to these Rules as
follows:
(i) The installation of lights with ranges prescribed in Rule
22, vessels of less than 20 meters in length are permanently
exempt;
(ii) The installation of lights with color specications as
prescribed in §7 of Annex I to these Rules, until 4 years after
the eective date of the Inland Navigational Rules Act of 1980
(Pub. L. 96-591), except that vessels of less than 20 meters in
length are permanently exempt;
(iii) The repositioning of lights as a result of a conversion
to metric units and rounding o of measurement gures, are
permanently exempt.
(iv) The horizontal repositioning of masthead lights prescribed
by Annex I to these Rules, vessels of less than 150 meters in
length are permanently exempted.
(v) Power-driven vessels of 12 meters or more but less than 20
meters in length are permanently exempt from the provisions
of Rule 23(a)(i) and 23(a)(iv) provided that, in place of these
lights, the vessel exhibits a white light aft visible all-around
the horizon.
(272) Implementing Rule—See 33 CFR 81.20, chapter
2, for regulations.
(273)
Part F—Verification of Compliance with the
Provisions of the Convention
(274)
Rule 39—Definitions
(275)
Rule 39 (International)
(a) “Audit” means a systematic, independent and
documented process for obtaining audit evidence and
evaluating it objectively to determine the extent to which
audit criteria are fullled.
(b) “Audit Scheme” means the IMO Member State
Audit Scheme established by the Organization and
taking into account the guidelines developed by the
Organization*.
(c) “Code for Implementation” means the IMO
Instruments Implementation Code (III Code) adopted by
the Organization by resolution A.1070(28).
(d) “Audit Standard” means the Code for Implementation.
(276)
Rule 40—Application
(277)
Rule 40 (International)
Contracting Parties shall use the provisions of the Code
for Implementation in the execution of their obligations
and responsibilities contained in the present Convention.
(278)
Rule 41—Verification of Compliance
(279)
Rule 41 (International)
(a) Every Contracting Party shall be subject to periodic
audits by the Organization in accordance with the audit
standard to verify compliance with and implementation
of the present Convention.
(b) The Secretary-General of the Organization shall
have responsibility for administering the Audit Scheme,
based on the guidelines developed by the Organization*.
(c) Every Contracting Party shall have responsibility for
facilitating the conduct of the audit and implementation
of a programme of actions to address the ndings, based
on the guidelines developed by the Organization*.
(d) Audit of all Contracting Parties shall be:
(i) based on an overall schedule developed by the
Secretary-General of the Organization, taking into
account the guidelines developed by the Organization*;
and
(ii) conducted at periodic intervals, taking into account
the guidelines developed by the Organization*.
* Refer to the Framework and Procedures for the
IMO Member State Audit Scheme, adopted by the
Organization by resolution A.1067(28).
(280)
Annex I—Positioning and Technical Details of
Lights and Shapes
(281)
Definitions
(282) (a) The term “height above the hull” means height
above the uppermost continuous deck. This height shall
be measured from the position vertically beneath the
location of the light.
(283)
Annex I (Inland)
(b) High-speed craft means a craft capable of maximum
speed in meters per second (m/s) equal to or exceeding:
3.7∇
0.1667
; where ∇ = displacement corresponding to
the design waterline (cubic meters).
Note: The same formula expressed in pounds and
knots is maximum speed in knots (kts) equal to
exceeding 1.98(lbs) 3.7∇
0.1667
; where ∇=displacement
corresponding to design waterline in pounds.
(c) The term “practical cut-o” means, for vessels 20
meters or more in length, 12.5 percent of the minimum
luminous intensity (Table 14(b)) corresponding to the
greatest range of visibility for which the requirements of
Annex I are met.
(d) The term “Rule” or “Rules” has the same meaning
as in Rule 3(r).
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 421
(284)
Vertical Positioning and Spacing of Lights
(285) (a) On a power-driven vessel of 20 meters or more
in length the masthead light shall be placed as follows:
(i) The forward masthead light, or if only one masthead
light is carried, then that light, at a height above the hull
of not less than ‹ 6 ›«5» meters, and, if the breadth of the
vessel exceeds ‹ 6 ›«5» meters, then at a height above the
hull not less than such breadth, so however that the light
need not be placed at a greater height above the hull than ‹
12 ›«8» meters; (ii) when two masthead lights are carried
the after one shall be at least ‹ 4.5 ›«2» meters vertically
higher than the forward one.
(286) (b) The vertical separation of the masthead lights
of power-driven vessels shall be such that in all normal
conditions of trim the after light will be seen over and
separate from the forward light at a distance of 1000
meters from the stem when viewed from ‹ sea ›«water»
level.
(287) (c) The masthead light of a power-driven vessel of
12 meters but less than 20 meters in length shall be placed
at a height above the gunwale of not less than 2.5 meters.
(288)
Annex I (International)
(d) A power-driven vessel of less than 12 meters in
length may carry the uppermost light at a height of less
than 2.5 meters above the gunwale. When, however, a
masthead light is carried in addition to sidelights and a
sternlight or the all-round light prescribed in Rule 23(d)
(i) is carried in addition to sidelights, then such masthead
light or all-round light shall be carried at least 1 meter
higher than the sidelights.
Annex I (Inland)
(d) The masthead light, or the all-round light described
in Rule 23(d), of a power-driven vessel of less than 12
meters in length shall be carried at least 1 meter higher
than the sidelights.
(289) (e) One of the two or three masthead lights
prescribed for a power-driven vessel when engaged in
towing or pushing another vessel shall be placed in the
same position as either the forward masthead light or the
after masthead light, provided that ‹ , if carried on the
after mast, › the lowest after masthead light shall be at
least ‹ 4.5 ›«2» meters vertically higher than the «highest»
forward masthead light.
(290) (f)(i) The masthead lights or lights prescribed in
Rule 23(a) shall be so placed as to be above and clear of
all other lights and obstructions except as described in
§(f)(ii).
(291) (ii) When it is impracticable to carry the all-round
lights prescribed by Rule 27(b)(i) ‹ or Rule 28 › below
the masthead lights, they may be carried above the after
masthead light(s) or vertically in between the forward
masthead light(s) and after masthead light(s), provided
that in the latter case the requirement of §3(c) shall be
complied with.
(292) (g) The sidelights of a power-driven vessel shall be
placed at ‹ a height above the hull not greater than three
quarters of that ›«least 1 meter lower» of ‹ the ›« than »
forward masthead light. They shall not be so low as to be
interfered with by deck lights.
(293)
Annex I (International)
(h) The sidelights, if in a combined lantern and carried
on a power-driven vessel of less than 20 meters in
length, shall be placed not less than 1 meter below the
masthead light.
(294) (i) When the Rules prescribe two or three lights to be
carried in a vertical line, they shall be spaced as follows:
(i) On a vessel of 20 meters in length or more such lights
shall be spaced not less than ‹ 2 ›«1» meter apart, and the
lowest of these lights shall, except where a towing light
is required, be placed at a height of not less than 4 meters
above the hull. (ii) On a vessel of less than 20 meters in
length such lights shall be spaced not less than 1 meter
apart and the lowest of these lights shall, except where a
towing light is required, be placed at a height of not less
than 2 meters above the gunwale. (iii) When three lights
are carried they shall be equally spaced.
(295) (j) The lower of the two all-round lights prescribed
for a vessel when engaged in shing shall be at a height
above the sidelights not less than twice the distance
between the two vertical lights.
(296) (k) The forward anchor light prescribed in Rule
30(a)(i), when two are carried, shall not be less than 4.5
meters above the after one. On a vessel of 50 meters or
more in length this forward anchor light shall be placed
at a height or not less than 6 meters above the hull.
(297)
Horizontal Positioning and Spacing of Lights
(298) (a)«Except as specied in §1(e), » when two
masthead lights are prescribed for a power-driven vessel,
the horizontal distance between them must not be less
than one- ‹ quarter ›«half» of the length of the vessel but
need not be more than ‹ 100 ›«50» meters. The forward
light must be placed not more than one- ‹ quarter ›«half»
of the length of the vessel from the stem.
(299) (b) On a power-driven vessel of 20 meters or more
in length the sidelights shall not be placed in front of the
forward masthead lights. They shall be placed at or near
the side of the vessel.
(300) (c) When the lights prescribed in Rule 27(b)(i) ‹or
Rule 28 › are placed vertically between the forward
masthead light(s) and the after masthead light(s), these
all-round lights shall be placed at a horizontal distance
of not less than 2 meters from the fore and aft centerline
of the vessel in the athwartship direction.
(301) (d) When only one masthead light is prescribed for a
power-driven vessel, this light must be exhibited forward
of amidships. For a vessel of less than 20 meters in length,
the vessel shall exhibit one masthead light as far forward
as is practicable.
422 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
(302)
Annex I (Inland)
(e) On power-driven vessels 50 meters but less than 60
meters in length operated on the Western Rivers, and
those { waters specied by the Secretary }, the horizontal
distance between masthead lights shall not be less than
10 meters.
(303)
Details of Location of Direction-Indicating Lights
for Fishing Vessels, Dredgers and Vessels Engaged
in Underwater Operations
(304) (a) The light indicating the direction of the outlying
gear from a vessel engaged in shing as prescribed in
Rule 26(c)(ii) shall be placed at a horizontal distance
of not less than 2 meters and not more than 6 meters
away from the two all-round red and white lights. This
light shall be placed not higher than the all-round white
light prescribed in Rule 26(c)(i) and not lower than the
sidelights.
(305) (b) The lights and shapes on a vessel engaged
in dredging or underwater operations to indicate the
obstructed side and/or the side on which it is safe to pass,
as prescribed in Rule 27(d)(i) and (ii), shall be placed at
the maximum practical horizontal distance, but in no case
less than 2 meters, from the lights or shapes prescribed
in Rule 27(b)(i) and (ii). In no case shall the upper of
theselights or shapes be at a greater height than the lower
of the three lights or shapes prescribed in Rule 27(b)(i)
and (ii).
(306)
Screens ‹ For Sidelights ›
(307) (a) The sidelights of vessels of 20 meters or more
in length shall be tted with ‹inboard screens painted›
matt black,«inboard screens» and meet ‹ ing › the
requirements of §‹9›«15». On vessels of less than 20
meters in length, the sidelights, if necessary to meet the
requirements of §‹9›«15», shall be tted with ‹inboard›
matt black «inboard» screens. With a combined lantern,
using a single vertical lament and a very narrow division
between the green and red sections, external screens need
not be tted.
(308)
Annex I (Inland)
(b) On power-driven vessels less than 12 meters in
length constructed after July 31, 1983, the masthead
light, or the all-round light described in Rule 23(d) shall
be screened to prevent direct illumination of the vessel
forward of the operator’s position.
(309)
Shapes
(310) (a) Shapes shall be black and of the following sizes:
(i) A ball shall have a diameter of not less than 0.6 meter;
(ii) a cone shall have a base diameter of not less than
0.6 meter‹s› and a height equal to its diameter; ‹ (iii) a
cylinder shall have a diameter of at least 0.6 meter and a
height of twice its diameter; › (iv)ǂ(iii) a diamond shape
shall consist of two cones as dened in §(a)(ii) having a
common base.
(311) (b) The vertical distance between shapes shall be at
least 1.5 meter ‹ s ›.
(312) (c) In a vessel of less than 20 meters in length shapes
of lesser dimensions but commensurate with the size of
the vessel may be used and the distance apart may be
correspondingly reduced.
(313)
Color Specification of Lights
(314) (a) The chromaticity of all navigation lights shall
conform to the following standards, which lie within the
boundaries of the area of the diagram specied for each
color by the International Commission on Illumination
(CIE). ‹ , in the “Colors of Light Signals”, which is
incorporated by reference. It is Publication CIE No. 2.2.
(TC-1.6), 1975, and is available from the Illumination
Engineering Society, 345 East 47th Street, New York,
NY 10017 and is available for inspection at the Coast
Guard, Shore Infrastructure Logistics Center, Aids to
Navigation and Marine Environmental Response Product
Line (CGSILC-ATON/MER), 2703 Martin Luther King,
Jr. Ave SE, Mailstop 7714, Washington, DC 20593-7714.
It is also 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. This
incorporation by reference was approved by the Director
of the Federal Register. ›
(315) (b) The boundaries of the area for each color are
given by indicating the corner coordinates, which are as
follows:
(316)
(i) White
x
y
0.525
0.382
0.525
0.440
0.452
0.440
0.310
0.348
0.310
0.283
0.443
0.382
(ii) Green
x
y
0.028
0.385
0.009
0.723
0.300
0.511
0.203
0.356
(iii) Red
x
y
0.680
0.320
0.660
0.320
0.735
0.265
0.721
0.259
(iv) Yellow
x
y
0.612
0.382
0.618
0.382
0.575
0.425
0.575
0.406
(317)
Intensity of Lights
(318) (a) The minimum luminous intensity of lights shall
be calculated by using the formula:
(319)
I = 3.43 x 10
6
x T x D
2
x K
-D
I is luminous intensity in candelas under service
conditions.
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 423
T is threshold factor 2 x 10
-7
lux.
D is range of visibility (luminous range) of the light in
nautical miles.
K is atmospheric transmissivity. For prescribed lights the
value of K shall be 0.8, corresponding to a meteorological
visibility of approximately 13 miles.
(320) (b) A selection of gures derived from the formula
is given in the following table:
(321)
Range of visibility
(luminous range) of light
in nautical miles D
Minimum luminous
intensity of light in
candelas for K = 0.8 I
1 0.9
2 4.3
3 12
4 27
5 52
6 94
(322) ‹ Note: The maximum luminous intensity of
navigation lights should be limited to avoid undue glare.
This shall not be achieved by a variable control of the
luminous intensity. ›
(323)
Horizontal Sectors
(324) (a)(i) In the forward direction, sidelights as tted on
the vessel shall show the minimum required intensities.
The intensities shall decrease to reach practical cut-off
between 1 and one degrees outside the prescribed sectors.
(325) (ii) For sternlights and masthead lights and at 22.5
degrees abaft the beam for sidelights, the minimum
required intensities shall be maintained over the arc
of the horizon up to 5 degrees within the limits of the
sectors prescribed in Rule 21. From 5 degrees within
the prescribed sectors the intensity may decrease by
50 percent up to the prescribed limits; it shall decrease
steadily to reach practical cut-off at not more than 5
degrees outside the prescribed sectors.
(326) (b)(i) All-round lights shall be so located as not
to be obscured by masts, topmasts or structures within
angular sectors of more than 6 degrees, except anchor
lights prescribed in Rule 30, which need not be placed at
an impracticable height above the hull « , and the allround
white light described in Rule 23(e), which may not be
obscured at all».
(327) (ii) If it is impracticable to comply with §(b)(i) by
exhibiting only one all-round light, two all-round lights
shall be used suitably positioned or screened so that
they «to» appear, as far as practicable, as one light at a
«minimum» distance of 1 «nautical» mile.
(328) «Note: Two unscreened all-round lights that are 1.28
meters apart or less will appear as one light to the naked
eye at a distance of 1 nautical mile.»
(329)
Vertical Sectors
(330) (a) The vertical sectors of electric lights as tted,
with the exception of lights on sailing vessels underway
«and on unmanned barges», shall ensure that: (i) At least
the required minimum intensity is maintained at all angles
from 5 degrees above to 5 degrees below the horizontal;
(ii) at least 60 percent of the required minimum intensity
is maintained from 7.5 degrees above to 7.5 degrees
below the horizontal.
(331) (b) In the case of sailing vessels underway the
vertical sectors of electric lights as tted shall ensure that:
(i) At least the required minimum intensity is maintained
at all angles from 5 degrees above to 5 degrees below
the horizontal; (ii) at least 50 percent of the required
minimum intensity is maintained from 25 degrees above
to 25 degrees below the horizontal.
(332)
Annex I (Inland)
(c) In the case of unmanned barges the minimum required
intensity of electric lights as tted shall be maintained on
the horizontal.
(333) (c)ǂ(d) In the case of lights other than electric lights
these specications shall be met as closely as possible.
(334)
Intensity of Non-electric Lights
(335) Non-electric lights shall so far as practicable comply
with the minimum intensities, as specied in the «
Intensity of Lights » Table.
(336)
Maneuvering Light
(337) «Notwithstanding the provisions of §2(f)», the
maneuvering light described in Rule 34(b) shall be placed
«approximately» in the same fore and aft vertical plane as
the masthead light or lights and, where practicable, at a
minimum height of ‹ 2 ›«1.5» meter vertically above the
forward masthead light, provided that it shall be carried
not less than ‹ 2 ›«1.5» meter vertically above or below
the after masthead light. On a vessel where only one
masthead light is carried, the maneuvering light, if tted,
shall be carried where it can best be seen, not less than ‹2
›«1.5» meters vertically apart from the masthead light.
(338)
High-speed Craft
(339) (a) The masthead light of high-speed craft may be
placed at a height related to the breadth«of the craft»
lower than that prescribed in §2(a)(i), provided that
the base angle of the isosceles triangle formed by the
sidelights and masthead light when seen in end elevation
is not less than 27 degrees.
(340) (b) On high-speed craft of 50 meters or more in length,
the vertical separation between foremast and mainmast
light of 4.5 meters required by §‹ 2(a)(ii) ›«2(k)» may be
modied provided that such distance shall not be less than
the value determined by the following formula:
424 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
(341)
y =
y = (a+17Ψ) C
+ 2
1000
y the height of the mainmast light above the foremast
light in meters.
a is the height of the foremast light above the water
surface in service condition in meters
Y is the trim in service condition in degrees.
C is the horizontal separation of masthead lights in
meters.
Note: Refer to the International Code of Safety for
High-Speed Craft, 1994 and the International Code of
Safety for High-Speed Craft, 2000.
(342)
Approval
(343) The construction of lights and shapes and the
installation of lights on board the vessel ‹ shall be to
the satisfaction of the appropriate authority of the State
whose ag the vessel is entitled to y ›«must satisfy the
Commandant, U. S. Coast Guard».
(344)
Annex II—Additional Signals for Fishing Ves-
sels Fishing in Close Proximity
(345) See Rule 26(f).
(346)
Annex III—Technical Details of Sound Signal
Appliances
(347) (a) Frequencies and range of audibility. The
fundamental frequency of the signal shall lie within the
range 70-700 Hz. The range of audibility of the signal
from a whistle shall be determined by those frequencies,
which may include the fundamental and/or one or more
higher frequencies, which lie within the range 180-700
Hz (+/- 1 percent) for a vessel of 20 meters or more in
length, or 180-2100 Hz (+/- 1 percent) for a vessel of less
than 20 meters in length and which provide the sound
pressure levels specied in §1(c).
(348) (b) Limits of fundamental frequencies. To ensure a
wide variety of whistle characteristics, the fundamental
frequency of a whistle shall be between the following
limits: (i) 70-200 Hz, for a vessel 200 meters or more in
length; (ii) 130-350 Hz, for a vessel 75 meters but less
than 200 meters in length; (iii) 250-700 Hz, for a vessel
less than 75 meters in length.
(349) (c) Sound signal intensity and range of audibility.
A whistle tted in a vessel shall provide, in the direction
of maximum intensity of the whistle and at a distance
of 1 meter from it, a sound pressure level in at least one
onethird octave band within the range of frequencies 180-
700 Hz (+/- 1 percent) for a vessel of 20 meters ‹ or more
in length, or 180-2100 Hz (+/- 1 percent) for a vessel
of less than 20 meters in length ›, of not less than the
appropriate gure given in the table below.
(350)
Length of vessel
in meters
One-third octave
band level at 1
meter in dB referred
to 2 x 10
-5
N/m
2
Audible range in
nautical miles
200 or more 143 2
75 but less than 200 138 1.5
20 but less than 75 130 1
Less than 20 120*
115**
111***
0.5
* When the measured frequencies lie within the range 180-450 Hz
** When the measured frequencies lie within the range 450-800 Hz
*** When the measured frequencies lie within the range 800-2100 Hz
(351) The range of audibility in the table is for information
and is approximately the range at which a whistle may
be heard on its forward axis with 90 percent probability
in conditions of still air on board a vessel having average
background noise level at the listening posts (taken to
be 68 dB in the octave band centered on 250 Hz and 63
dB in the octave band centered on 500 Hz). «It is shown
for informational purposes only.» In practice, the range
at which a whistle may be heard is extremely variable
and depends critically on weather conditions; the values
given can be regarded as typical but under conditions of
strong wind or high ambient noise level at the listening
post the range may be reduced.
(352) (d) Directional properties. The sound pressure level
of a directional whistle shall be not more than 4 dB below
the ‹prescribed› sound pressure level ‹on the axis at›,
«specied in §(c)» any direction in the horizontal plane
within +/- 45 degrees of the axis. The sound pressure
level at «of the whistle in» any other direction in the
horizontal plane shall be not more than 10 dB ‹below
the prescribed›«less than the» sound pressure level ‹on
the›«specied for the forward» axis, so that the range
«audibility» in any direction will be at least half the range
«required» on the forward axis. The sound pressure level
shall be measured in that one-third octave band which
determines the audibility range.
(353) (e) Positioning of whistles.
(354) (i) When a directional whistle is to be used as the
only whistle on ‹ a vessel, it shall be installed with its
maximum intensity directed straight ahead ›«the vessel
and is permanently installed, it shall be installed with its
forward axis directed forward».
(355) (ii) A whistle shall be placed as high as practicable
on a vessel, in order to reduce interception of the emitted
sound by obstructions and also to minimize hearing
damage risk to personnel. The sound pressure level of
the vessel’s own signal at listening posts shall not exceed
110 dB(A) and so far as practicable should not exceed 100
dB(A).
(356) (f) Fitting of more than one whistle. If whistles are
tted at a distance apart of more than 100 meters, ‹it
shall be so arranged that they are›«they shall» not «be»
sounded simultaneously.
25 AUG 2024 U.S. Coast Pilot 4, Navigation Rules ¢ 425
(357)
Annex IIIg (International)
(g) Combined whistle systems.
If due to the presence of obstructions the sound eld
of a single whistle or of one of the whistles referred to
in §(f) is likely to have a zone of greatly reduced signal
level, it is recommended that a combined whistle system
be tted so as to overcome this reduction. The whistles
of a combined system shall be located at a distance apart
of not more than 100 meters and arranged to be sounded
simultaneously. The frequency of any one whistle shall
differ from those of the others by at least 10 Hz.
Annex IIIg (Inland)
(g) Combined whistle systems.
(i) A combined whistle system is a number of whistles
(sound emitting sources) operated together. For the
purposes of the Rules a combined whistle system is to be
regarded as a single whistle.
(ii) The whistles of a combined system shall:
(1) Be located at a distance apart of not more than
100 meters;
(2) Be sounded simultaneously;
(3) Each have a fundamental frequency dierent from
those of the others by at least 10 Hz; and
(4) Have a tonal characteristic appropriate for
the length of vessel which shall be evidenced by at
least 2-thirds of the whistles in the combined system
having fundamental frequencies falling within the
limits prescribed in §(b) of this section, or if there
are only two whistles in the combined system, by the
higher fundamental frequency falling within the limits
prescribed in paragraph (b) of this section.
Note: If, due to the presence of obstructions, the sound
eld of a single whistle or of one of the whistles referred
to in §(f) of this section is likely to have a zone of greatly
reduced signal level, a combined whistle system should
be tted so as to overcome this reduction.
(358) For the purposes of the Rules a combined whistle
system is to be regarded as a single whistle. ‹ (ii) › The
whistles of a combined system shall:
(359) (1) Be located at a distance apart of not more than
100 meters;
(360)
Annex III(h) (Inland)
(h) Towing vessel whistles
A power-driven vessel normally engaged in pushing
ahead or towing alongside may, at all times, use a whistle
whose characteristic falls within the limits prescribed by
§1(b) for the longest customary composite length of the
vessel and its tow.
(361)
Bell or Gong
(362) (a) Intensity of signal. A bell or gong, or other device
having similar sound characteristics shall produce a sound
pressure level of not less than 110 dB at ‹ a distance of ›
1 meter ‹ from it ›.
(363) (b) Construction. Bells and gongs shall be made of
corrosion-resistant material and designed to give clear
tone. The diameter of the mouth of the bell shall be not
less than 300 mm for vessels of 20 meters or more in
length. Where practicable, a power-driven bell striker
is recommended to ensure constant force but manual
operation shall be possible. The mass of the striker shall
be not less than 3 percent of the mass of the bell.
(364)
Approval
(365)
Annex III (International)
The construction of sound signal appliances, their
performance and their installation on board the vessel
shall be to the satisfaction of the appropriate authority of
the State whose ag the vessel is entitled to y.
(366)
Annex IV—Distress Signals
(367)
« Need of Assistance»
(368) The following signals, used or exhibited either
together or separately, indicate distress and need of
assistance:
(369) (a) a gun or other explosive signal red at intervals
of about a minute;
(370) (b) a continuous sounding with any fog-signaling
apparatus;
(371) (c) rockets or shells, throwing red stars red one at
a time at short intervals;
(372) (d) a signal made by any signaling method consisting
of the group . . . - - - . . . (SOS) in the Morse Code;
(373) (e) a signal sent by radiotelephony consisting of the
spoken word “Mayday”;
(374) (f) the International Code Signal of distress indicated
by N.C.;
(375) (g) a signal consisting of a square ag having above
or below it a ball or anything resembling a ball;
(376) (h) ames on the vessel (as from a burning tar barrel,
oil barrel, etc.);
(377) (i) a rocket parachute are or a hand are showing
a red light;
(378) (j) a smoke signal giving off orange-colored smoke;
(379) (k) slowly and repeatedly raising and lowering arms
outstretched to each side;
(380) (l) a distress alert by means of digital selective
calling (DSC) transmitted on: (i) VHF channel 70, or
(ii) MF/HF on the frequencies 2187.5 kHz, 8414.5 kHz,
4207.5 kHz, 6312 kHz, 12577 kHz or 16804.5 kHz;
(381) (m) a ship-to-shore distress alert transmitted by the
ship’s Inmarsat or other mobile satellite service provider
ship earth station;
(382) (n) signals transmitted by emergency position-
indicating radio beacons;
426 ¢ U.S. Coast Pilot 4, Navigation Rules 25 AUG 2024
(383) (o) approved signals transmitted by
radiocommunication systems, including survival craft
radar transponders «meeting the requirements of 47 CFR
80.109».
(384) «(p) A high intensity white light ashing at regular
intervals from 50 to 70 times per minute.»
(385)
«Exclusive Use»
(386) The use or exhibition of any of the foregoing signals
except for the purpose of indicating distress and need
of assistance and the use of other signals which may be
confused with any of the above signals is prohibited.
(387)
«Supplemental Signals»
(388) Attention is drawn to the relevant sections of
the International Code of Signals, the International
Aeronautical and Maritime Search and Rescue Manual,
Volume III, ‹ the International Telecommunication Union
Radio Regulations, › and the following signals:
(389) (a) A piece of orange-colored canvas with either a
black square and circle or other appropriate symbol (for
identication from the air);
(390) (b) A dye marker.
(391)
Annex V—Pilot Rules
(392)
§88.01 Purpose and applicability.
(393) This part applies to all vessels operating on United
States inland waters and to United States vessels operating
on the Canadian waters of the Great Lakes to the extent
there is no conict with Canadian law.
(394)
§88.03 Definitions.
(395) The terms used in this part have the same meaning
as the terms dened in part 83 of this subchapter.
(396)
§88.05 Law enforcement vessels.
(397) (a) Law enforcement vessels may display a ashing
blue light when engaged in direct law enforcement or
public safety activities. This light must be located so
that it does not interfere with the visibility of the vessel's
navigation lights.
(398) (b) The blue light described in this section may
be displayed by law enforcement vessels of the United
States and the States and their political subdivisions.
(399)
§88.07 Public safety activities.
(400) (a) Vessels engaged in government sanctioned
public safety activities, and commercial vessels
performing similar functions, may display an alternately
ashing red and yellow light signal. This identication
light signal must be located so that it does not interfere
with the visibility of the vessel's navigation lights.
The identication light signal may be used only as an
identication signal and conveys no special privilege.
Vessels using the identication light signal during public
safety activities must abide by the Inland Navigation
Rules, and must not presume that the light or the exigency
gives them precedence or right of way.
(401) (b) Public safety activities include but are not
limited to patrolling marine parades, regattas, or special
water celebrations; trafc control; salvage; reghting;
medical assistance; assisting disabled vessels; and search
and rescue.
(402)
Implementing Rules
(403) Alternative Compliance—see 33 CFR 81 and 33
CFR 89, chapter 2, for regulations.
(404) Vessel Bridge-to-Bridge Radiotelephone
Regulations—see 33 CFR 26, chapter 2, for regulations.
25 AUG 2024
U.S. Coast Pilot 4, Appendix A ¢ 427
Appendix A
(1)
Sales Information
(2) NOAA publications, nautical charts and unclassied
National Geospatial-Intelligence Agency (NGA) nautical
charts are sold by authorized sales agents in many U.S.
ports and in some foreign ports. Information on obtaining
charting products and a listing of authorized agents can
be found at nauticalcharts.noaa.gov.
(3)
Products and Services-NOAA
(4)
Reporting corrections to nautical charts and Coast
Pilots
(5) Users are requested to report all signicant
discrepancies or additions to NOAA Coast Pilots, including
depth information in privately maintained channels and
basins; obstructions, wrecks and other dangers; new,
relocated or demolished landmarks; uncharted xed
private aids to navigation; deletions or additions of small-
craft facilities and any other information pertinent to safe
navigation. This information may be submitted using
the NOAA Ofce of Coast Survey site: https://www.
nauticalcharts.noaa.gov/customer-service/assist/
(6)
Department of Commerce, NOAA
Nautical Data Branch
N/CS26, Station 7505
1315 East-West Highway
Silver Spring, Maryland 20910
(7)
Nautical Charts
(8) NOAA maintains the nautical charts and publications
for the coast of the United States and the Great Lakes.
Over a thousand charts cover 95,000 miles of shoreline
and 3.4 million square nautical miles of water. Access
to charts, publications and chart catalogs is available
through www.nauticalcharts.noaa.gov.
(9)
Dates of Latest Editions
(10) Information concerning the dates of the latest editions
for the full suite of NOAA’s nautical charts and U.S. Coast
Pilot volumes can be found at www.nauticalcharts.noaa.
gov/mcd/dole.htm.
(11)
Coast Pilot
(12)
U.S. Coast Pilot 1—Atlantic Coast: Eastport to Cape Cod
U.S. Coast Pilot 2—Atlantic Coast: Cape Cod to Sandy Hook
U.S. Coast Pilot 3—Atlantic Coast: Sandy Hook to Cape Henry
U.S. Coast Pilot 4—Atlantic Coast: Cape Henry to Key West
U.S. Coast Pilot 5—Gulf of Mexico: Puerto Rico and Virgin
Islands
U.S. Coast Pilot 6—Great Lakes: Lakes Ontario, Erie, Huron,
Michigan, Superior and St. Lawrence River
U.S. Coast Pilot 7—Pacic Coast: California
U.S. Coast Pilot 8—Alaska: Dixon Entrance to Cape Spencer
U.S. Coast Pilot 9—Alaska: Cape Spencer to Beaufort Sea
U.S. Coast Pilot 10—Pacic Coast: Oregon, Washington, Hawaii,
and Pacic Islands
(13)
Distance Tables
(14) Distances Between United States Ports is available
at https://nauticalcharts.noaa.gov/publications/docs/
distances.pdf
(15)
Center for Operational Oceanographic Products
and Services
(16)
1305 East-West Highway
Silver Spring, Maryland 20910
301–713–2815 (phone)
301–713–4500 (fax)
www.tidesandcurrents.noaa.gov
(17)
National Weather Service Offices
(18)
North Carolina
NWS Newport/Morehead City, NC – www.weather.gov/mhx
533 Roberts Road, Newport, NC 28570
252–223–5737
NWS Wilmington, NC – www.weather.gov/ilm
2015 Gardner Drive, Wilmington, NC 28405
910–762–4289
South Carolina
NWS Charleston, SC – www.weather.gov/chs
5777 South Aviation Avenue, North Charleston, SC 29406
843–744–3207
Florida
NWS Jacksonville, FL - www.weather.gov/jax
13701 Fang Drive, Jacksonville, FL 32218
904–741–4370
428 ¢ U.S. Coast Pilot 4, Appendix A 25 AUG 2024
NWS Melbourne, FL - www.weather.gov/mlb
421 Croton Road, Melbourne, FL 32935
321–255–2900
NWS Miami, South Florida - www.weather.gov/m
11691 SW 17th Street, Miami, FL 33165
305–229–4550
NWS Key West, Florida - www.weather.gov/key
1315 White Street, Key West, FL 33040
305–295–1316
(19)
NOAA Weather Radio
(20) National Weather Service VHF-FM radio stations
provide mariners with continuous FM broadcasts of
weather warnings, forecasts, radar reports, and selected
weather observations. Reception range is typically 20
to 40 nautical miles from the antenna site, but can be
as much as 100 nautical miles depending on elevation,
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:
(21)
Call Sign Station Location Frequency
KHB-37 Norfolk, VA 36°48′N., 76°28′W. 162.550
KIG-77 Cape Hatteras,
NC
35°16′N., 75°33′W. 162.475
WWH-26 Mamie, NC 36°07′N., 75°49′W. 162.425
WNG-537 Windsor, NC 36°04′N., 76°57′W. 162.525
KEC-84 New Bern, NC 35°08′N., 77°03′W. 162.400
KHB-31 Wilmington, NC 34°08′N., 78°11′W. 162.550
KEC-95 Myrtle Beach, SC 33°57′N., 79°06′W. 162.400
WNG-628 Georgetown, SC 33°21′N., 79°17′W. 162.500
KHB-29 Charleston, SC 32°47′N., 79°50′W. 162.550
WXJ-23 Beaufort, SC 32°42′N., 80°40′W. 162.450
KEC-85 Savannah, GA 32°04′N., 81°06′W. 162.400
WWH-39 Brunswick, GA 31°09′N., 81°28′W. 162.425
KHB-39 Jacksonville, FL 30°19′N., 81°32′W. 162.550
WNG-522 Palatka, FL 29°38′N., 81°37′W. 162.425
KIH-26 Daytona Beach,
FL
29°12′N., 81°00′W. 162.400
WXJ-70 Melbourne, FL 28°04′N., 80°36′W. 162.550
WWF-69 Fort Pierce, FL 27°30′N., 80°20′W. 162.425
KEC-50 West Palm
Beach, FL
26°35′N., 80°12′W. 162.475
WXK-83 Fort Myers, FL 26°37′N., 81°48′W. 162.475
KHB-34 Miami. FL 25°32′N., 80°28′W. 162.550
WWG-80 Tea Table Key, FL 24°53′N., 80°39′W. 162.450
WXJ-95 Upper Sugarloaf
Key, FL
24°39′N., 81°32′W. 162.400
(22) The National Weather Service provides Radio
Facsimile Weather Informationfor east coast waters
through the Coast Guard Communication Station
Boston (NMF). Broadcasts are made on the following
frequencies: 4235 (02z, 08z), 6340.5, 9100, 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 on Marine Radiofax Charts, visit:
https://www.weather.gov/marine/radiofax_charts
(23)
Marine Weather Forecasts
(24) Coastal Marine Forecasts are issued four times
daily by National Weather Service Ofces. For further
information on coastal marine forecasts as well as
additional types of forecasts, visit: https://weather.gov/
marine/forecast -and- https://nowcoast.noaa.gov/
(25)
Space Weather Prediction Center (SWPC)
(26) The Space Weather Prediction Center provides real-
time monitoring and forecasting of solar and geophysical
events that impact satellites, power grids, communications,
navigation and many other technological systems.
(27)
NOAA, National Weather Service
National Centers for Environmental Predictions
Space Weather Prediction Center, W/NP9
325 Broadway
Boulder, Colorado 80305
www.swpc.noaa.gov
(28)
Products and Services–Other U.S. Government
Agencies
(29) A partial list of publications and charts considered of
navigational value is included for 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.
(30)
Government Publishing Office
(31)
U.S. Government Publishing Ofce
710 North Capitol Street, NW
Washington, DC 20401-0001
202-512-1800
866-512-1800
www.gpo.gov/
(32)
Hydrographic Surveys
(33) U.S. Army Corps of Engineers hydrographic survey
activity is available at: https://www.arcgis.com/apps/das
hboards/4b8f2ba307684cf597617bf1b6d2f85d
(34)
Nautical Charts
(35) Apalachicola, Chattahoochee and Flint Rivers
Navigation Charts, Alabama River Charts and Black
Warrior-Tombigbee Rivers River Charts—available
from the U.S. Army Corps of Engineers Mobile District
for purchase in bound hard copy or as a free download in
PDF at www.sam.usace.army.mil.
25 AUG 2024 U.S. Coast Pilot 4, Appendix A ¢ 429
(36) Flood Control and Navigation Maps of the
Mississippi River, Cairo, Illinois to the Gulf of
Mexico—available from the U.S. Army Corps of
Engineers Memphis District as a free download in PDF
at www.mvm.usace.army.mil.
(37) Upper Mississippi River Navigation Charts
(Mississippi River, Cairo, Illinois to Minneapolis,
Minnesota) and Charts of the Illinois Waterway, from
Mississippi River at Grafton, Illinois to Lake Michigan
at Chicago and Calumet Harbors—available from the
U.S. Army Corps of Engineers Rock Island District for
purchase in hard copy format or as a free download in
PDF at www.mvr.usace.army.mil.
(38)
Publications and Services
(39) Local Notices to Mariners are posted weekly by
the U.S. Coast Guard Navigation Center at www.navcen.
uscg.gov. The National Geospatial-Intelligence Agency,
U.S. Notice to Mariners are available at msi.nga.mil/
NGAPortal/MSI.portal.
(40) 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.
(41) Light Lists—maintained by the United States Coast
Guard and available online at www.navcen.uscg.gov.
Also see Light List, chapter 1, for additional information.
(42) List of Lights, Sailing Directions, Radio
Navigataional Aids (Pub. 117), American Practical
Navigator (Pub. 9) and International Code of Signals
(Pub. 102)—issued by the National Geospatial-
Intelligence Agency and available at msi.nga.mil/
NGAPortal/MSI.portal.
(43) The Nautical Almanac, the Air Almanac, and
Astronomical Almanac—available through the United
States Naval Observatory —https://www.public.navy.
mil/tfor/cnmoc/Pages/usno_test_page.aspx -and-
https://bookstore.gpo.gov/agency/united-states-naval-
observatory-usno
(44) Dissemination of Marine Weather Information,
maintained by National Weather Service on the internet
at https://www.weather.gov/marine/nws_dissemination
-and- NWS Marine Weather Services at https://www.
weather.gov/marine/
(45) Navigation Rules and Regulations Handbook—
publication produced by the United States Coast
Guard Navigation Standards Branch, which contains
International and Inland Rules of the Road and Navigation
Regulations. Available for download or viewing at
www.navcen.uscg.gov. Navigation Rules are also found
near the end of each individual Coast Pilot volume.
(46)
Offices and Services–Other U.S. Government
Agencies
(47)
U.S. Army Corps of Engineers (USACE) Offices
(48)
District/Division Ofce Contact Information
Norfolk District Ofce
803 Front Street
Norfolk, VA 23510
www.nao.usace.army.mil
757–201–7500
Wilmington District Ofce
69 Darlington Avenue
Wilmington, NC 28403
www.saw.usace.army.mil
910–251–4625/4626
Charleston District Ofce
69A Hagood Avenue
Charleston, SC 29403
www.sac.usace.army.mil
843–329–8000
Savannah District Ofce
100 West Oglethorpe Avenue
Savannah, GA 31401
www.sas.usace.army.mil
912–652–5279
Jacksonville District Ofce
701 San Marco Boulevard
Jacksonville, FL 32207-8175
www.saj.usace.army.mil
904-232-1177
(49)
Environmental Protection Agency (EPA)
(50)
Regional Areas, States and Information
Region 1
New Hampshire, Vermont, Maine, Massachusetts, Connecticut,
Rhode Island
www.epa.gov/aboutepa/epa-region-1-new-england
Region 2
New Jersey, New York, Puerto Rico, Virgin Islands
www.epa.gov/aboutepa/epa-region-2
Region 3
Delaware, Maryland, Virginia, District of Columbia, Pennsylvania
www.epa.gov/aboutepa/epa-region-3-mid-atlantic
Region 4
Alabama, Florida, Georgia, Mississippi, South Carolina,
North Carolina
https://www.epa.gov/aboutepa/about-epa-region-4-southeast
Region 5
Illinois, Indiana, Michigan, Minnesota, Ohio, Wisconsin
www.epa.gov/aboutepa/epa-region-5
Region 6
Louisiana, Texas
www.epa.gov/aboutepa/epa-region-6-south-central
Region 9
California, Hawaii, Guam
www.epa.gov/aboutepa/epa-region-9-pacic-southwest
Region 10
Alaska, Oregon, Washington
www.epa.gov/aboutepa/epa-region-10-pacic-northwest
(51)
U.S. Coast Guard Navigation Center (NAVCEN)
(52) The Coast Guard Navigation Center provides
cutting-edge services for safe, secure and efcient
maritime transportation. The center operates the
Navigation Information Service (NIS), the Maritime
Differential GPS (DGPS) and the developing Nationwide
Differential Global Positioning System (NDGPS). In
addition, NAVCEN serves as the civilian interface
430 ¢ U.S. Coast Pilot 4, Appendix A 25 AUG 2024
for the Global Positioning System and manages other
navigation-related projects.
(53) For further information and/or operational questions
regarding GPS and DGPS, visit www.navcen.uscg.gov or
contact:
(54)
Commanding Ofcer
U.S. Coast Guard Navigation Center
NAVCEN MS 7310
7323 Telegraph Road
Alexandria, VA 20598-7310
(55)
Coast Guard District Offices
(56)
Districts, Boundary Description and Contact Information
Fifth Coast Guard District
Delaware, Maryland, District of Columbia, Virginia and North Carolina:
That portion of New Jersey south of latitude 39°57'N., west of longitude
74°27'W., and southwest of a line extending northwesterly from 39°57'N.,
74°27'W., to the New York, New Jersey, and Pennsylvania boundaries at
Tristate; that portion of Pennsylvania east of a line drawn along 78°55'W.,
south to 41°00'N., thence west to 70°00'W. and thence south to the
Pennsylvania-Maryland boundary; the ocean area encompassed by a line
bearing122°T from the New Jersey shoreline at 39°57'N., (in the vicinity of
the mouth of Toms River, New Jersey) to 36°43'N., 67°30'W.; thence along
a line bearing 219°T to the point of intersection with a line bearing 122°T
from the shoreline at the North Carolina-South Carolina border; thence
northwesterly along this line to the coast.
431 Crawford Street
Portsmouth, VA 23704-5004
757–398–6486 day
Seventh Coast Guard District
South Carolina, Georgia and Florida east of 83°50'W longitude:
Coastal waters and tributaries of South Carolina, Georgia, Florida eastward
of longitude 83°50'W., Puerto Rico, U.S. Virgin Islands, and the adjacent
islands of the United States.
909 SE First Avenue
Miami, FL 33131-3050
305–415–6752
(57)
Coast Guard Sector Offices
(58)
Sectors Contact Information
Sector Hampton Roads 4000 Coast Guard Boulevard
Portsmouth, VA 23703
757–483–8567
Sector North Carolina 721 Medical Center Drive
Wilmington, NC 28451
910–343–3880
Sector Charleston 196 Tadd Street
Charleston, SC 29401
843–724–7600
Sector Jacksonville 10426 Alta Drive
Jacksonville, FL 32226
904–714–7500
Sector Miami 100 MacArthur Causeway
Miami Beach, FL 33139
305–535–4300
Sector Key West 100 Trumbo Road
Key West, FL 33040
305–292–8779
(59)
Coast Guard Stations
(60) The stations listed are in the area covered by this
Coast Pilot. They have search and rescue capabilities
and may provide lookout, communication and/or patrol
functions to assist vessels in distress. The National VHF-
FM Distress System provides continuous coastal radio
coverage outwards to 20 miles on channel 16. After
contact on channel 16, communications with the Coast
Guard should be on channel 22A. If channel 22A is not
available to the mariner, communications may be made
on channel 12. Selected stations guard the International
Radiotelephone Distress, Safety and Calling Frequencies.
(61)
Virginia
Station Portsmouth On the west side of the entrance to
Craney Island Creek. (36°53.0'N.,
76°21.2'W.)
North Carolina
Elizabeth City Air Station About 3.5 miles southeastward
of Elizabeth City, NC, on the
south bank of Pasquotank River.
(36°15.8'N., 76°10.5'W.)
Station Oregon Inlet Southerly end of Bodie Island.
(35°47.8'N., 75°33.0'W.)
Station Hatteras Inlet Southern end of Hatteras Island,
1 mile southwestward of town of
Hatteras.
(35°12.5'N., 75°42.4'W.)
Station Hobucken Intracoastal Waterway at Mile 157.1
just north of the Hobucken Bridge.
(35°14.8'N.,76°35.6'W.)
Fort Macon Base About 0.1 mile westward of Fort
Macon. (34°41.8'N., 76°40.9'W.)
Station Emerald Isle About 1 mile east of Bogue
Inlet, on west end of Bogue Banks.
(34°38.8'N., 77°05.8'W.)
Station Wrightsville Beach Southwestern end of Wrights-
ville Beach at Masonboro Inlet.
(34°11.3'N.,77°48.7'W.)
Station Oak Island West side of mouth of Cape Fear
River on Oak Island. (33°53.6'N.,
78°02.1'W.)
South Carolina
Station Georgetown West bank at the Great Pee Dee
River about 0.25 mile south of
U.S. Route 17 highway bridge.
(33°21.8'N., 79°16.2'W.)
Charleston Base East side of Ashley River 0.8 mile
above the Battery. (32°46.4'N.,
79°56.6'W.)
Georgia
Station Brunswick South side of Plantation Creek
entrance. (31°07.3'N., 81°28.6'W.)
Station Tybee North side of Cockspur Island.
(32°02.1'N., 80°54.4'W.)
Savannah Air Station At Hunter Air Force Base.
(34°01.0'N., 81°09.0'W.)
Florida
Mayport Base On the east side of St. Johns River
at the southerly end of waterfront at
Mayport. (30°23.3'N., 81°26.1'W.)
Station Ponce de Leon Inlet At south side of entrance to the inlet.
(29°03.9'N.,80°54.9'W.)
Station Port Canaveral North side of Canaveral Barge
Canal at the northeast corner of
West Basin.
(28°25.0'N., 80°37.3'W.)
25 AUG 2024 U.S. Coast Pilot 4, Appendix A ¢ 431
Station Fort Pierce South side of Fort Pierce Inlet, 1.2
miles west of the outer end of south
jetty.
(27°27.8'N., 80°18.4'W.)
Station Lake Worth Inlet About one mile north of the
entrance channel on the west
side of the Intracoastal Waterway.
(26°47.3'N.,80°03.1'W.)
Station Fort Lauderdale On the east side of the Intra-
coastal Waterway at Mile 1066.8.
(26°05.3'N., 80°06.8'W.)
Miami Air Station At Opa Locka Airport, northwest part
of Miami. (25°52.8'N., 80°15.2'W.)
Miami Beach Base On the north side of Miami Harbor
Channel, on Causeway Island.
(25°46.2'N., 80°08.7'W.)
Station Islamorada At the southwestern end of Planta-
tion Key. (24°57.2'N., 80°35.2'W.)
Station Marathon On the north side of Vaca Key,
1.1 miles eastward of Knight Key
Channel.
(24°42.6'N., 81°06.4'W.)
Station Key West At Pier D2, Trumbo Street.
(24°33.9'N., 81°48.0'W.)
(62)
Coast Guard radio broadcasts
(63) Urgent, safety and scheduled marine information
broadcasts are made by Coast Guard stations. In general,
these broadcasts provide information vital to vessels
operating in the approaches and coastal waters of the
United States including the Great Lakes, Puerto Rico and
U.S. Virgin Islands. Types of broadcasts are as follows:
(64) Scheduled broadcasts–U.S. Coast Guard stations
make scheduled broadcasts on a prepublished schedule of
12-hour intervals. After the preliminary announcements
on VHF-FM channel 16, the station advises shifting to
working frequency VHF-FM channel 22.
(65) Safety broadcasts–U.S. Coast Guard stations that
make scheduled broadcasts issue safety broadcasts upon
receipt and on the next scheduled broadcast. Safety
broadcasts are preceded by the safety signal SECURITY.
After the preliminary signal on VHF-FM channel 16, the
station may announce shifting to working frequency
VHF-FM channel 22A.
(66) Urgent broadcasts–U.S. Coast Guard stations that
make scheduled broadcasts issue urgent broadcasts upon
receipt and on schedule until canceled. Urgent broadcasts
are preceded by the urgent signal, PAN-PAN. Both the
urgent signal and message may be transmitted on VHF-
FM channel 16.
(67)
Radio Weather Broadcasts
(68) Taped or direct broadcasts of marine weather
forecasts and storm warnings are made by commercial
and Coast Guard radio stations in the areas covered by
this Coast Pilot. The Coast Guard broadcasts coastal
and offshore marine weather forecasts at the times and
frequencies indicated:
(69)
Coast Guard Radio Station Scheduled Broadcast Times (UTC)
NMN, Portsmouth, VA
4426.0 kHz 0030, 0500, and 2300 e.s.t.
6501.0 kHz 0030, 0500, 0630, 1100, 1700, 1830,
and 2300 e.s.t.
8764.0 kHz 0030, 0500, 0630, 1100, 1230, 1700,
1830, and 2300 e.s.t.
13089.0 kHz 0630, 1100, 1230, 1700, and 1830
e.s.t.
17314.0 kHz 1230 e.s.t.
(70)
Coast Guard Maritime Safety Line
(71) For current local waterway information, port
openings, closures, and restrictions from the Mississippi
River to the Atlantic Ocean, telephone 1-800-682-1796;
Puerto Rico, telephone 787-706-2416.
(72)
U.S. NAVTEX transmitting stations
(73) NAVTEX coverage is reasonably continuous to 200
NM off the U.S. East, Gulf, and West Coasts; Puerto Rico;
Southwest Alaska; and Hawaii and 100 NM off Guam.
U.S. Coast Guard NAVTEX broadcast stations (Atlantic
Ocean) and message content follow:
(74)
Station ID WX Broadcast Schedule (UTC)
Boston F 0050, 0450, 0850, 1250, 1650, 2050
Charleston E 0040, 0440, 0840, 1240, 1640, 2040
Miami A 0000, 0400, 0800, 1200, 1600, 2000
New Orleans G 0100, 0500, 0900, 1300, 1700, 2100
Portsmouth N 0040, 0440, 0840, 1240, 1640, 2040
San Juan R 0250, 0650, 1050, 1450, 1850, 2250
(75) Customs Ports of Entry and Stations
(76) Vessels arriving in the United States from a foreign
port or place are required to report their arrival to Customs
and Border Protection immediately. Field Operations
Ofces and contact information is listed below.
(77)
Field Operations Ofce Contact Information
Atlanta 1699 Phoenix Parkway
Suite 400
College Park, GA 30349
678-284-5900
Miami 909 S.E. 1st Avenue
Suite 980
Miami, FL 33131
305-810-5120
(78)
Public Health Service quarantine stations
(79)
Quarantine Stations and Addresses
CDC Atlanta Quarantine Station
Hartseld-Jackson Atlanta International Airport
P.O. Box 45256
Atlanta, GA 30320
404–639–1220 (24-hour access)
432 ¢ U.S. Coast Pilot 4, Appendix A 25 AUG 2024
Quarantine Stations and Addresses
CDC Miami Quarantine Station
Miami International Airport
Terminal D — 3rd Floor
P.O. Box 260100
Miami, FL 33126
305–526–2910 (24-hour access)
(80) 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.
(81)
Food and Drug Administration (FDA) regional of-
fices
(82)
Northeast Region 158-15 Liberty Avenue
Jamaica, New York 11433
718–340–7000
Central Region 20 North Michigan Avenue
Suite 510
Chicago, Illinois 60602
215–597–4390
Pacic Region 1301 Clay Street
Room 1180N
Oakland, California 94612
510–287–2700
Southeast Region 60 Eighth Street NE
Atlanta, Georgia 30309
404–253–1171
Southwest Region 4040 North Central Expressway
Suite 900
Dallas, Texas 75204
214–253–4901
(83)
Department of Agriculture, Animal and Plant
Health Inspection Service (APHIS)
(84) Information on the importation of plants, animals
and plant and animal products is available from APHIS,
Department of Agriculture, 4700 River Road, Riverdale,
MD 20737. Visit aphis.usda.gov for more information.
(85)
USDA Animal and Plant Inspection Service
Animal Import Centers:
Los Angeles Animal Import Center (LAAIC)
222 Kansas Street
El Segundo, CA 90245
310-955-3311
Miami Animal Import Center (MAIC)
6300 NW 36th Street
Miami, FL 33122
305-876-2200
New York Animal Import Center (NYAIC)
474 Animal Import Center
Newburg, NY 12550
845-838-5500
John F. Kennedy Airport Ofce
230-59 Rockaway Blvd.
Suite 100, Room 101
Jamaica, NY 11413
718-553-3570
USDA Animal and Plant Inspection Service
Animal Import Centers:
Agriculture Select Service Agents
4700 River Road, Unit 2
Riverdale, MD 20737
301-851-3300 (select option 3)
(86)
U.S. citizenship and immigration services
(87)
Virginia
Norfolk Field Ofce 5678 East Virginia Beach Blvd.
Norfolk, VA 23502
North Carolina
Charlotte Field Ofce 6130 Tyvola Centre Drive
Charlotte, NC 28217
Raleigh-Durham Field Ofce 301 Roycroft Drive
Durham, NC 27703
South Carolina
Charleston Field Ofce 1821 Sam Rittenberg Boulevard
Charleston, SC 29407
Greer Field Ofce 501 Pennsylvania Avenue
Greer, SC 29650
Georgia
Atlanta Field Ofce 2150 Parklake Drive NE
Atlanta, GA 30345
Florida
Hialeah Field Ofce 5880 NW 183rd Street
Hialeah, FL 33015
Jacksonville Field Ofce 4121 Southpoint Boulevard
Jacksonville, FL 32216
Kendall Feild Ofce 14675 SW 120th Street
Maimi, FL 33186
Miami Field Ofce 8801 NW 7th Avenue
Miami, FL 33150
Oakland Park Field Ofce 4451 NW 31st Avenue
Oakland Park, FL 33309
Orlando Field Ofce 6680 Corporate Centre Boulevard
Orlando, FL 32822
West Palm Beach Ofce 9300 Belvedere Road
Royal Palm Beach, FL 33411
(88)
Federal Communications Commission Offices
(89) District Field Ofces:
(90) Atlanta, GA: 3575 Koger Blvd., Ste. 320, Duluth,
GA 30096-4958.
(91) Tampa, FL: 2203 N. Lois Ave., Room 1215, Tampa,
FL 33607-2356.
(92) Telephone toll-free: 1–888–225–5322;
(1-888-CALL-FCC) to report radio communictions
interference issues.
(93)
Stations Transmitting medical advice
(94) To obtain radio medical advice by reliable voice
radio communications urgent calls for assistance may be
broadcast using the normal Urgency prowords PAN PAN
as follows:
25 AUG 2024 U.S. Coast Pilot 4, Appendix A ¢ 433
(95)
Broadcast Language Details
PAN-PAN
All Stations
This is ship name
Call sign
In Position
I require medical advice
Over
(3 times)
(3 times or specic station if known)
(3 times)
(call sign)
(give position)
(96)
Measured courses
(97) 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:
(98) Southward of the entrance to St. Johns River; 11490
(99) The pages in the text describing the courses can
be obtained by referring to the index for the geographic
places; chart numbers follow the names.
434 ¢ U.S. Coast Pilot 4, Appendix A 25 AUG 2024
25 AUG 2024 U.S. Coast Pilot 4, Weekly Record of Updates ¢ 435
This record is intended as a log for critical updates applied to this volume. For online versions or Print on Demand (POD) cop-
ies, all weekly critical updates issued and applied to this edition at time of download or purchase are listed.
Affected paragraphs within the chapters are indicated by a gray highlight for ease of identication; e.g. (215)(215)
Updates are available from NOAA at http://nauticalcharts.noaa.gov/nsd/cpdownload.htm.
Weekly Record of Updates
Week of Action Chapter Paragraph(s) User notes
27 SEP 2023 U.S. Coast Pilot 4, 55th Edition has been
issued.
01 OCT 2023 No Correction
08 OCT 2023 Change 12 124
15 OCT 2023 No Correction
22 OCT 2023 No Correction
29 OCT 2023 No Correction
05 NOV 2023 No Correction
12 NOV 2023 Insert 2 2559.0010
Insert 2 2559.0020
Insert 2 2559.0030
Insert 2 2559.0040
Insert 2 2559.0050
Insert 2 2559.0060
Insert 2 2559.0070
Insert 2 2559.0080
Insert 2 2559.0090
Insert 2 2559.01
Insert 2 2559.0110
Insert 2 2559.0120
Insert 2 2559.0130
Insert 2 2559.0140
Insert 2 2559.0150
Insert 2 2559.0160
Insert 2 2559.0170
Insert 2 2559.0180
19 NOV 2023 Insert 2 2527.0010
Insert 2 2527.0020
Insert 2 2527.0030
Insert 2 2527.0040
Insert 2 2527.0050
Insert 2 2527.0060
Insert 2 2527.0070
Insert 2 2527.0080
Insert 2 2527.0090
Insert 2 2527.01
436 ¢ U.S. Coast Pilot 4, Weekly Record of Updates 25 AUG 2024
This record is intended as a log for critical updates applied to this volume. For online versions or Print on Demand (POD) cop-
ies, all weekly critical updates issued and applied to this edition at time of download or purchase are listed.
Affected paragraphs within the chapters are indicated by a gray highlight for ease of identication; e.g. (215)(215)
Updates are available from NOAA at http://nauticalcharts.noaa.gov/nsd/cpdownload.htm.
Week of Action Chapter Paragraph(s) User notes
Insert 2 2527.0110
Insert 2 2527.0120
Insert 2 2527.0130
Insert 2 2527.0140
Insert 2 2527.0150
Insert 2 2527.0160
Insert 2 2527.0170
26 NOV 2023 No Correction
03 DEC 2023 Change 10 350
10 DEC 2023 Change 2 1081
17 DEC 2023 Change 2 1257
24 DEC 2023 No Correction
31 DEC 2023 No Correction
07 JAN 2024 No Correction
14 JAN 2024 Change 6 31
Change 7 147
21 JAN 2024 No Correction
28 JAN 2024 Change 8 141
Insert 8 141.0010
Change 8 147
Insert 8 147.0010
04 FEB 2024 No Correction
11 FEB 2024 Change 2 1208
Change 6 159
Insert 6 159.0010
Insert 6 159.0020
18 FEB 2024 No Correction
25 FEB 2024 No Correction
03 MAR 2024 No Correction
10 MAR 2024 No Correction
17 MAR 2024 No Correction
24 MAR 2024 No Correction
31 MAR 2024 No Correction
07 APR 2024 Change 2 2147
14 APR 2024 No Correction
21 APR 2024 No Correction
28 APR 2024 No Correction
05 MAY 2024 No Correction
12 MAY 2024 No Correction
19 MAY 2024 Change 12 304
25 AUG 2024 U.S. Coast Pilot 4, Weekly Record of Updates ¢ 437
This record is intended as a log for critical updates applied to this volume. For online versions or Print on Demand (POD) cop-
ies, all weekly critical updates issued and applied to this edition at time of download or purchase are listed.
Affected paragraphs within the chapters are indicated by a gray highlight for ease of identication; e.g. (215)(215)
Updates are available from NOAA at http://nauticalcharts.noaa.gov/nsd/cpdownload.htm.
Week of Action Chapter Paragraph(s) User notes
26 MAY 2024 No Correction
02 JUN 2024 No Correction
09 JUN 2024 No Correction
16 JUN 2024 No Correction
23 JUN 2024 Insert 2 2749.0010
Change 2 2749.0010
Insert 2 2749.0020
Insert 2 2749.0030
Insert 2 2749.0040
Insert 2 2749.0050
Insert 2 2749.0060
Insert 2 2749.0070
30 JUN 2024 No Correction
07 JUL 2024 No Correction
14 JUL 2024 No Correction
21 JUL 2024 Change 5 196-200
28 JUL 2024 No Correction
04 AUG 2024 No Correction
11 AUG 2024 No Correction
18 AUG 2024 No Correction
25 AUG 2024 No Correction
438 ¢ U.S. Coast Pilot 4, Weekly Record of Updates 25 AUG 2024
This record is intended as a log for critical updates applied to this volume. For online versions or Print on Demand (POD) cop-
ies, all weekly critical updates issued and applied to this edition at time of download or purchase are listed.
Affected paragraphs within the chapters are indicated by a gray highlight for ease of identication; e.g. (215)(215)
Updates are available from NOAA at http://nauticalcharts.noaa.gov/nsd/cpdownload.htm.
Week of Action Chapter Paragraph(s) User notes
25 AUG 2024
Index
439
Index
A
Academy Creek � � � � � � � � � 282
Adams Creek � � � � � � � � 220, 260
Adams Creek Canal � � � � � � � � 367
Adams Key � � � � � � � � � � � 348
Agriculture, Department of� � � � 24, 432
Aids to navigation � � � � � � � 10, 179
Air Almanac � � � � � � � � � � � 429
Albemarle and Chesapeake Canal � � 362
Albemarle Sound � � � � � � � � � 210
Albergottie Creek� � � � � � � � � 372
Alligator Bay � � � � � � � � � � 368
Alligator Creek 11488 � � � � � � � 292
Alligator Reef Light � � � � � � � � 349
Alligator River � � � � � � � � 213, 366
Allison Island � � � � � � � � � � 394
Altamaha River � � � � � � � 280, 374
Altamaha Sound � � � � � � � 280, 374
Alva � � � � � � � � � � � � � � 387
Amelia City � � � � � � � � � � � 375
Amelia Island 11488 � � � � � � � 292
Amelia Island Light � � � � � � � � 289
Amelia River� � � � � � � � � 289, 375
Amendments � � � � � � � � � � � 1
American Shoal Light � � � � � � � 352
Anastasia Island � � � � � � � � � 376
Anastasia Island 11488 � � � � � � 314
Anchorage Regulations � � � � � � � 61
Anchorages � � � � � � � � � � � 181
Andrews Island� � � � � � � � � � 282
Angelfish Creek � � � � � � � 348, 397
Angelfish Key � � � � � � � � � � 397
Animal and Plant Health Inspection Ser-
vice � � � � � � � � � � 24, 432
Antilles Current � � � � � � � � � 189
Archers Creek � � � � � � � � � � 265
Areas To Be Avoided (ATBAs) � � � � 346
Army Corps of Engineers � � � � � � 28
Articulated Daybeacons � � � � � � � 11
Articulated Lights � � � � � � � � � 11
Ashepoo-Combahee-Edisto (ACE) Basin
National Estuarine Research
Reserve, MPA � � � � � � � 261
Ashepoo River � � � � � � � � 261, 372
Ashley Creek � � � � � � � � � � 278
Ashley River � � � � � � � � � � � 255
Astor� � � � � � � � � � � � � � 309
Astronomical Almanac � � � � � � 429
Atlantic� � � � � � � � � � � � � 222
Atlantic Beach � � � � � � � � � � 367
Atlantic Heights � � � � � � � � � 394
Atwood Creek � � � � � � � � � � 280
Audubon � � � � � � � � � � � � 381
Augusta � � � � � � � � � � � � 272
Aurora � � � � � � � � � � � � � 217
Automated Mutual Assistance Vessel Res-
cue System (AMVER)� � � � � 14
Automatic Identification System (AIS) Aids
to Navigation � � � � � � � � 12
Avalon Beach � � � � � � � � � � 210
Avoca � � � � � � � � � � � � � 211
Avon � � � � � � � � � � � � � � 214
B
Back Bay 12207 � � � � � � � � � 209
Back Creek � � � � � � � � � � � 217
Back River � � � � � � � 280, 286, 374
Back Sound � � � � � � � � � � � 223
Bacom Point 11428 � � � � � � � � 386
Bahia Honda Channel (Bahia Honda) 351,
399
Bahia Honda Key � � � � � � � � � 351
Baker Cut� � � � � � � � � � � � 397
Bakers Haulover Inlet � � � � � 337, 394
Bald Head Shoal � � � � � � � � � 233
Bal Harbour � � � � � � � � � � � 394
Banana River � � � � � � � � � � 380
Bank Blink � � � � � � � � � 180, 346
Banks Channel� � � � � � � � � � 231
Barden Inlet� � � � � � � � � � � 209
Barnes Sound � � � � � � � � � � 397
Batchelor Bay � � � � � � � � � � 212
Bath Creek � � � � � � � � � � � 217
Battery Creek � � � � � � � � � � 265
Bayboro � � � � � � � � � � � � 219
Bay Front Park� � � � � � � � 343, 347
Bay Harbor Islands � � � � � � � � 394
Bay Point � � � � � � � � � � 260, 263
Bay River � � � � � � � � � � 219, 366
Bayview � � � � � � � � � � � � 217
Beach Creek� � � � � � � � � � � 291
Beach Hammock � � � � � � � � � 276
Bear Creek � � � � � � � � � � � 308
Bear Cut � � � � � � � � � � � � 395
Beard Creek � � � � � � � � � � � 220
Bearings � � � � � � � � � � � � � 1
Bear Inlet � � � � � � � � � � � � 230
Bear River � � � � � � � � � 278, 374
Beasley Bay � � � � � � � � � � � 209
Beaufort � � � � � � � � 229, 265, 372
Beaufort Channel� � � � � � � � � 229
Beaufort Inlet � � � � � � � � � � 226
Beaufort River � � � � � � � � 264, 372
Belfast � � � � � � � � � � � � � 278
Belfast River� � � � � � � � � � � 278
Belhaven � � � � � � � � � � 216, 366
Belle Glade � � � � � � � � � � � 386
Belle Isle Garden � � � � � � � � � 244
Bells River 11502� � � � � � � � � 291
Bennetts Creek � � � � � � � � � 211
Beresford � � � � � � � � � � � � 309
Beresford Creek � � � � � � � � � 257
Bethel Bank � � � � � � � � � � � 399
Bethel Creek � � � � � � � � � � 382
Bethel Shoal� � � � � � � � � � � 321
Big Bay Creek � � � � � � � � � � 261
Big Foot Slough Channel � � � � � 208
Big Pine Key � � � � � � � � � � 351
Big Spanish Channel � � � � � � � 399
Bird Island � � � � � � � � � � � 240
Bird Key � � � � � � � � � � � � 260
Biscayne Bay � � � � � � � � � � 393
Biscayne Channel � � � � � � � � 347
Biscayne Creek� � � � � � � � � � 393
Biscayne National Park � � � � � � 396
Biscayne National Park, MPA � � � � 348
Biscayne Point � � � � � � � � � � 394
Blackbank River � � � � � � � � � 281
Blackbeard Creek� � � � � � � � � 279
Blackbeard Island � � � � � � � � 279
Blackbeard Island National Wildlife Refuge
� � � � � � � � � � � � 279
Black Creek � � � � � � � � � � � 306
Black River � � � � � � � � � � � 245
Black River 11520 � � � � � � � � 236
Black Rock � � � � � � � � � � � 291
Blackwater River � � � � � � � � � 212
Blackwater Sound � � � � � � � � 397
Blount Island � � � � � � � � � � 303
Blount Island Channel � � � � � � 303
Blounts Bay � � � � � � � � � � � 217
Blounts Creek � � � � � � � � � � 217
Blue Springs Run � � � � � � � � 309
Bluff Point � � � � � � � � � � � 215
Bluff Point Shoal Light � � � � � � 215
Bluff Shoal � � � � � � � � � 214, 215
Bluffton � � � � � � � � � � � � 266
Boca Chica Channel � � � � � � � 352
Boca Chica Key � � � � � � � � � 352
Boca Chita Key � � � � � � � � � 396
Boca Raton � � � � � � � � � � � 330
Boca Raton Inlet � � � � � � � 330, 390
Boca Raton Mile 1047�5 � � � � � � 390
Bodie Island Light � � � � � � � � 205
Bogue Banks � � � � � � � � � � 229
Bogue Inlet � � � � � � � � � 230, 367
Bogue Sound � � � � � � � � 229, 367
Bohicket Creek � � � � � � � � � 260
Bond Creek � � � � � � � � � � � 217
BookletCharts � � � � � � � � � � � 4
Boot Key � � � � � � � � � � � � 350
Boot Key Harbor � � � � � � � � � 350
Bow Channel � � � � � � � � � � 352
Bowen Point� � � � � � � � � � � 369
Bowlegs Cut� � � � � � � � � � � 398
Bowles Bank Anchorage � � � � � � 348
Boynton Beach� � � � � � � � � � 390
Boynton Inlet � � � � � � � � 330, 390
Bradley Creek � � � � � � � � � � 368
Bradley Point � � � � � � � � � � 277
Brant Island Shoal � � � � � � � � 218
Breach Inlet � � � � � � � � � 246, 371
Brice Creek � � � � � � � � � � � 221
Brickhill River � � � � � � � � � � 287
Brickyard Creek � � � � � � � 265, 372
Bridge and Cable Clearances � � � � � 6
Bridge Lights and Clearance Gages � � 12
Bridges and Cables � � � � � � � � � 1
440
Index
U.S. Coast Pilot 4 25 AUG 2024
Bridgeton � � � � � � � � � � � � 221
Brighton Beach � � � � � � � � � 266
Broadcast Notices to Mariners � � � � 9
Broadcast Notice to Mariners � � � � � 18
Broad Creek � � � � � � � 217, 266, 366
Broad River � � � � � � � � � � � 265
Broro River � � � � � � � � � � � 279
Broward River � � � � � � � � � � 303
Browns Inlet � � � � � � � � � � 230
Brunswick � � � � � � � � � 282, 374
Brunswick Harbor � � � � � � � � 282
Brunswick Harbor Navigational Guidelines
� � � � � � � � � � � � 282
Brunswick Point � � � � � � � � � 282
Brunswick River � � � � � � � 282, 374
Buckingham Landing � � � � � � � 266
Buck Point � � � � � � � � � 266, 380
Bucksport� � � � � � � � � � � � 370
Buffalo Bluff� � � � � � � � � � � 307
Bull Bay � � � � � � � � � � � � 212
Bull Breakers � � � � � � � � � � 245
Bull Creek � � � � � � � � � 245, 266
Bull Island � � � � � � � � � � � 245
Bull Narrows � � � � � � � � � � 245
Bull River� � � � � � � � � � 261, 276
Bulls Bay � � � � � � � � � � 245, 371
Bunton Creek (Bull Creek) � � � � � 212
Buoys � � � � � � � � � � � � � � 11
Burdette � � � � � � � � � � � � 212
Burnside River� � � � � � � � � � 277
Burnt Fort � � � � � � � � � � � 287
Buttermilk Sound � � � � � � 281, 374
Buttonwood (Flamingo) Canal � � � 349
Buttonwood Sound � � � � � � � � 397
Buxton � � � � � � � � � � � � � 214
Buzzard Roost Creek � � � � � � � 280
C
Cable ferries� � � � � � � � � � � � 2
Cabretta Inlet � � � � � � � � � � 279
Caesar Creek � � � � � � � � 348, 396
Caesar Creek Bank � � � � � � � � 348
Caesar Creek Bank Anchorage � � � 348
Cainhoy � � � � � � � � � � � � 257
Calabash � � � � � � � � � � � � 369
Calabash River � � � � � � � � � � 369
Calda Channel � � � � � � � � � � 354
Calibogue Sound � � � � � � � 266, 372
Calico Creek� � � � � � � � � � � 367
Caloosahatchee Canal 11428 � � � � 387
Caloosahatchee River 11428 � � � � 387
Canal Point 11428 � � � � � � � � 386
Canaveral Barge Canal � � � � � � 379
Canaveral Peninsula � � � � � � � 317
Cape Canaveral � � � � � � � � � 317
Cape Canaveral Air Force Station � � 317
Cape Channel (Buxton Harbor Channel)
� � � � � � � � � � � � 214
Cape Fear � � � � � � � � � � � � 232
Cape Fear River � � � � � � � � � 232
Cape Florida� � � � � � � � � � � 347
Cape Florida Anchorage � � � � � � 347
Cape Hatteras � � � � � � � � � � 206
Cape Hatteras Light� � � � � � � � 206
Cape Island � � � � � � � � � � � 245
Cape Lookout � � � � � � � � � � 208
Cape Lookout Shoals � � � � � � � 208
Cape Romain � � � � � � � � � � 245
Cape Romain Harbor � � � � � � � 245
Cape Romain National Wildlife Refuge 245,
371
Cape Romain National Wildlife Refuge,
MPA � � � � � � � � � � 245
Cape Romain Shoal � � � � � � � � 245
Capers Creek � � � � � � � � 246, 371
Capers Inlet � � � � � � � � � � � 246
Capers Island � � � � � � � � � � 246
Capron Shoal � � � � � � � � � � 323
Card Bank � � � � � � � � � � � 397
Card Point Cut� � � � � � � � � � 397
Card Sound � � � � � � � � � � � 396
Cargo Care � � � � � � � � � � � 199
Carnigan River� � � � � � � � � � 280
Carolina Beach� � � � � � � � � � 231
Carolina Beach Inlet � � � � � � � 231
Carysfort Reef Light � � � � � � � 348
Cashie River� � � � � � � � � � � 212
Casino Creek � � � � � � � � 245, 371
Castillo de San Marcos 11488 � � � � 315
Castle Hayne � � � � � � � � � � 237
Catherine Creek � � � � � � � � � 211
Cedar Creek 11502 � � � � � � � � 286
Cedar Island Bay � � � � � � � � � 222
Cedar River � � � � � � � � � � � 305
Center for Operational Oceanographic
Products and Services (CO-OPS)
� � � � � � � � � � � � � 25
Chaney Creek � � � � � � � � � � 231
Channel Five � � � � � � � � 349, 398
Channel Key Banks � � � � � � � � 399
Channel Key Pass � � � � � � � � 399
Channel Markers � � � � � � � � � � 12
Channel Two � � � � � � � � � � 398
Charleston � � � � � � � � � 247, 371
Charleston Bump Closed Area-Highly
Migratory Species, MPA� � � 251
Charleston Harbor � � � � � � 247, 371
Charleston Harbor Navigational Guidelines
� � � � � � � � � � � � 247
Charleston Harbor Wildlife Sanctuary 247
Charleston Light � � � � � � � � � 247
Chart Accuracy � � � � � � � � � � 5
Chart Datum, Tidal Waters � � � � � � 5
Chart No� 1 � � � � � � � � � � � � 6
Chart Projections� � � � � � � � � � 5
Chart Scale � � � � � � � � � � � � 4
Chart Symbols, Abbreviations and Terms 6
Chechessee River� � � � � � � � � 265
Cherry Ridge Landing � � � � � � � 213
Chester� � � � � � � � � � � � � 291
Chester Shoal � � � � � � � � � � 317
Chicamacomico Channel � � � � � 214
Chimney Creek � � � � � � � � � 276
Chisolm � � � � � � � � � � � � 261
Chocowinty Bay � � � � � � � � � 218
Chowan River � � � � � � � � � � 211
Christmas Creek 11502 � � � � � � 288
Christopher Creek 11488 � � � � � 292
Citizenship and Immigration Services � 29
Citrus Center 11428 � � � � � � � 387
City of Miami Miamarina� � � � � � 343
City Point� � � � � � � � � � � � 379
Clark Creek � � � � � � � � � � � 245
Claughton Island � � � � � � � � � 395
Clewiston 11428 � � � � � � � � � 386
Clubbs Creek � � � � � � � � � � 286
Clubfoot Creek� � � � � � � � � � 220
Coastal Warning Display � � � � � � � 26
Coast Guard Radio Broadcasts � � � 431
Coast Guard Sector Offices � � � � � 430
Coast Guard Stations � � � � � � � 430
Coast Pilot � � � � � � � � � �
1, 427
Cockspur Island � � � � � � � � � 275
Cocoa � � � � � � � � � � � � � 380
Cocoa Beach� � � � � � � � � � � 320
Coconut Grove� � � � � � � � � � 395
Coffin Creek� � � � � � � � � � � 262
Coinjock � � � � � � � � � � � � 363
Coinjock Bay � � � � � � � � � � 363
Cold Fronts � � � � � � � � � � � 191
Colerain � � � � � � � � � � � � 211
Colerain Landing� � � � � � � � � 211
Colleton River � � � � � � � � � � 266
Collins Canal � � � � � � � � � � 394
Colonels Island � � � � � � � � � 278
COLREGS Demarcation Lines � � 54, 179
Columbia � � � � � � � � � � � � 213
Combahee River � � � � � � � � � 261
Commerce, Department of � � � � � � 24
Commercial Maritime Coast Stations and
Weather Nets � � � � � � � � 18
Commodore Island � � � � � � � � 280
Community Harbor� � � � � � � � 397
Compass Roses� � � � � � � � � � � 9
Conch Bar, Mile 1001�3 � � � � � � 388
Conch Keys � � � � � � � � � � � 398
Congaree River � � � � � � � � � 245
Continment Bluff� � � � � � � � � 279
Convoy Point � � � � � � � � � � 396
Cooper River � � � � � � 256, 266, 373
Coosawhatchie River � � � � � � � 265
Coosaw River � � � � � � � � 261, 372
Copps Landing� � � � � � � � � � 266
Coquina � � � � � � � � � � � � 179
Coral Gables� � � � � � � � � � � 396
Coral Gables Waterway � � � � � � 396
Core Creek � � � � � � � � � � � 367
Core Sound � � � � � � � � � � � 221
Corolla � � � � � � � � � � � � � 205
COSPAS-SARSAT � � � � � � � � � � 14
Cotton Patch Landing � � � � � � � 217
Courses � � � � � � � � � � � � � 2
Cow Channel � � � � � � � � � � 368
Cowen (Chowan) Creek � � � � � � 265
Cow Key Channel � � � � � � � � 353
25 AUG 2024
Index
441
Cowpens Anchorage � � � � � � � 397
Cowpens Cut � � � � � � � � � � 397
Crandon Park Marina Channel � � � 395
Crane Creek � � � � � � � � � � � 381
Crawl Key� � � � � � � � � � � � 350
Creighton Narrows � � � � � � 279, 374
Crescent Beach � � � � � � � 316, 377
Crescent City � � � � � � � � � � 307
Crescent Lake � � � � � � � � � � 307
Creswell � � � � � � � � � � � � 213
Croatan Sound� � � � � � � � � � 213
Crooked River � � � � � � � � � � 288
Crooms Bridge� � � � � � � � � � 236
Cross Bank � � � � � � � � � � � 397
Cross Florida Greenway � � � � � � 307
Cross Key � � � � � � � � � � � � 397
Cross Tide Creek � � � � � � � � � 279
Crow Point � � � � � � � � � � � 210
Crows Bluff � � � � � � � � � � � 309
Cudjoe Channel � � � � � � � � � 351
Cudjoe Key� � � � � � � � � � � � 352
Cumberland Dividings� � � � � � � 287
Cumberland Island � � � � � � � � 375
Cumberland Island 11502 � � � � � 288
Cumberland Island National Seashore,
MPA � � � � � � � � � � 288
Cumberland River � � � � � � 287, 375
Cumberland Sound � � � � � � � � 288
Currents � � � � � � � � � � � 2, 188
Currituck � � � � � � � � � � � � 363
Currituck Beach Light � � � � 205, 209
Currituck Sound � � � � � � � � � 363
Currituck Sound 12207 � � � � � � 209
Customs Ports of Entry and Stations � 431
Cutler Channel � � � � � � � � � 396
Cutter Bank � � � � � � � � � � � 396
D
Dallas Bluff � � � � � � � � � � � 279
Dangers � � � � � � � � � � � � 181
Dania � � � � � � � � � � � � � 393
Dania Beach� � � � � � � � � � � 393
Dania Cut-Off Canal � � � � � � � 392
Dan River � � � � � � � � � � � � 212
Darien � � � � � � � � � � � � � 280
Darien River� � � � � � � � � 280, 374
Daufuskie Island � � � � � � � � � 266
Davis� � � � � � � � � � � � � � 222
Dawho River� � � � � � � 260, 261, 372
Dawson Creek � � � � � � � � � � 220
Daybeacons � � � � � � � � � � � � 11
Daylight saving time � � � � � � � 201
Daytona Beach� � � � � � � � 316, 377
Dead Lake� � � � � � � � � � � � 307
Deep Bay � � � � � � � � � � � � 215
Deep Creek � � � � � � � � � 212, 364
Deerfield Beach � � � � � � � � � 390
Defense, Department of � � � � � � � 28
Delegal Creek � � � � � � � � � � 374
De Leon Springs � � � � � � � � � 309
Delespine � � � � � � � � � � � � 379
Delray Beach, Mile 1039�6 � � � � � 390
Denaud, Mile 108�2 � � � � � � � � 387
Department of Agriculture � � � � 24, 432
Department of Commerce � � � � � � 24
Department of Defense � � � � � � � 28
Department of Health and Human Services
� � � � � � � � � � � � � 28
Department of Homeland Security� � � 29
Depths � � � � � � � � � � � � 2, 180
Designated Critical Habitat� � � � � 174
Destructive Waves � � � � � � � � � 19
Dewees Creek � � � � � � � � 246, 371
Dewees Inlet� � � � � � � � � � � 246
Dewees Island � � � � � � � � 246, 371
Dewey Point� � � � � � � � � � � 219
Dew Point� � � � � � � � � � � � 199
Dexter Point� � � � � � � � � � � 309
Diamond Shoals � � � � � � � � � 207
Digital Selective Calling (DSC) � � � � 14
Dinner Key � � � � � � � � � � � 395
Dinner Key Channel � � � � � � � 395
Dismals � � � � � � � � � � � � 179
Dismal Swamp Canal � � � � � � � 364
Disposal areas � � � � � � � � � � � 8
Disposal Sites � � � � � � � � � � � 8
Distances � � � � � � � � � � � � � 2
Distress: Communication Procedures � 13
Ditch Creek � � � � � � � � � � � 218
Doboy Island � � � � � � � � � � 280
Doboy Sound � � � � � � � � 279, 374
Doctors Inlet � � � � � � � � � � 305
Doctors Lake � � � � � � � � � � 305
Dover Creek � � � � � � � � � � � 375
Dover Cut� � � � � � � � � � � � 375
Drawbridge Operation Regulations � � 67
Drayton Island � � � � � � � � � � 308
Drum Creek � � � � � � � � � � � 218
Drum Island� � � � � � � � � � � 256
Drummond Point � � � � � � 211, 304
Dry Tortugas � � � � � � � � � � 182
Duck� � � � � � � � � � � � � � 205
Duck Key � � � � � � � � � � � � 350
Dumfoundling Bay � � � � � � � � 393
Dumping Grounds � � � � � � � � � 8
Dumping of dredged material� � � � � 30
Dungeness � � � � � � � � � � � 375
Dunns Creek � � � � � � � � � � 307
Duplin River� � � � � � � � � � � 280
Dupree Creek � � � � � � � � � � 286
Durham Creek � � � � � � � � � � 217
Dusenbury Creek� � � � � � � � � 397
E
East Bank� � � � � � � � � � � � 242
East Bluff Bay � � � � � � � � � � 215
East Branch � � � � � � � � � � � 257
East Lake � � � � � � � � � � 213, 366
East River� � � � � � � � � � � � 282
East Sister Rock � � � � � � � � � 350
East Tocoi� � � � � � � � � � � � 306
East Turtle Shoal Light 45 � � � � � 350
Eau Gallie River � � � � � � � � � 381
Echo Soundings � � � � � � � � � � 9
Edding Creek � � � � � � � � � � 262
Edenton � � � � � � � � � � � � 211
Edenton Bay� � � � � � � � � � � 211
Edgewater � � � � � � � � � � � 307
Edisto Beach � � � � � � � � � � 261
Edisto Beach State Park � � � � � � 261
Edisto Island � � � � � � � � � � 261
Edisto River � � � � � � � � � � � 261
Egg Island � � � � � � � � � � � 374
Elba Island � � � � � � � � � � � 267
Eldora � � � � � � � � � � � � � 317
Electronic Navigational Charts (NOAA
ENC®) � � � � � � � � � � 4
Electronic Positioning Systems � � � � 13
Elizabeth City � � � � � � � � � � 365
Elliott Cut � � � � � � � � � 260, 371
Elliott Key � � � � � � � � � 348, 396
Elliott Key Harbor � � � � � � � � 396
Elliotts Bluff� � � � � � � � � � � 288
El Radabob Key � � � � � � � � � 349
Emergency Position Indicating Radiobea-
cons (EPIRB) � � � � � � � � 14
Endangered Marine and Anadromous Spe-
cies � � � � � � � � � � � 172
Engelhard � � � � � � � � � � � 214
Enterprise � � � � � � � � � � � 309
Enterprise Landing � � � � � � � � 370
Entrada Channel � � � � � � � � � 396
Environmental Protection Agency (EPA) 30
Estherville-Minim Creek Canal � � � 371
Eureka Lock and Dam� � � � � � � 308
Everglades National Park � � � 349, 397
Everglades National Park, MPA � � � 347
Experiment Shoal � � � � � � � � 279
Extratropical Cyclones � � � � � � 190
F
Faber Point � � � � � � � � � � � 322
Factory Creek � � � � � � � � � � 265
Fairfield Canal � � � � � � � � � � 366
Fairfield Harbour� � � � � � � � � 220
False Cape � � � � � � � � � � � 317
False Cape 12207 � � � � � � � � � 205
Fancy Bluff Creek � � � � � � � � 286
Far Creek � � � � � � � � � � � � 214
Fat Deer Key � � � � � � � � � � 350
Fayetteville � � � � � � � � � 232, 236
Featherbed Bank � � � � � � � � � 396
Federal Communications Commission � 30
Federal Communications Commission
Offices � � � � � � � � � 432
Federal Water Pollution Control Act (FW-
PCA) � � � � � � � � � � � 21
Fenwick Cut� � � � � � � � � 261, 372
Fernandina Beach � � � � � � 288, 375
Ferry Point � � � � � � � � � � � 210
Fields Cut� � � � � � � � � � � � 373
442
Index
U.S. Coast Pilot 4 25 AUG 2024
Fiesta Key� � � � � � � � � � � � 398
Fishermans Channel � � � � � 338, 395
Fish havens � � � � � � � � � � � 8, 28
Fishing Bank 11516� � � � � � � � 263
Fishtrap areas � � � � � � � � � � � 9
fishtraps � � � � � � � � � � � � � 28
Five Fathom Creek � � � � � � � � 245
Flagler Beach � � � � � � � � 316, 377
Flagler Memorial Bridge � � � � � � 389
Flamingo � � � � � � � � � � � � 349
Flatty Creek � � � � � � � � � � � 210
Fleming Key� � � � � � � � � � � 354
Float Plan� � � � � � � � � � � � � 16
Florence Creek� � � � � � � � � � 306
Florida Bay � � � � � � � � � � � 397
Florida Bay 11460 � � � � � � � � 347
Florida Current � � � � � � � � � 189
Florida Keys 11460 � � � � � � � � 345
Florida Keys National Marine Sanctuary,
MPA � � � � � � � � � � 345
Florida Keys Particularly Sensitive Sea
Area (PSSA) � � � � � 181, 346
Florida Passage � � � � � � � 277, 374
Florida Reefs 11460 � � � � � � � � 346
Floyd Creek � � � � � � � � � 287, 375
Flyers � � � � � � � � � � � � � 180
Folly Creek � � � � � � � � � � � 260
Folly Island � � � � � � � � � � � 260
Folly River � � � � � � � � � � � 260
Food and Drug Administration (FDA) � 28
Food and Drug Administration (FDA)
Regional Offices� � � � � � 432
Fork Point � � � � � � � � � � � 218
Fort Caswell� � � � � � � � � � � 232
Fort Clinch � � � � � � � � � � � 289
Fort Frederica � � � � � � � � � � 374
Fort Gates � � � � � � � � � � � 308
Fort George Inlet� � � � � � � � � 292
Fort George Island 11488 � � � � � 292
Fort George Island 11490 � � � � � 303
Fort George River � � � � � � � � 375
Fort Lauderdale � � � � � � � � � 391
Fort Macon Creek � � � � � � � � 226
Fort Macon State Park� � � � � � � 226
Fort Matanzas National Monument � 316
Fort McAllister� � � � � � � � � � 277
Fort Moultrie � � � � � � � � � � 247
Fort Pierce � � � � � � � � � 322, 383
Fort Pierce Inlet � � � � � � � � � 322
Fort Pulaski � � � � � � � � � � � 276
Fort Pulaski National Monument � � 276
Fort Raleigh National Historic Site � 206
Fort Sumter� � � � � � � � � � � 247
Fort Taylor � � � � � � � � � � � 354
Four-Way Channel � � � � � � � � 396
Fowey Rocks Anchorage � � � � � � 348
Fowey Rocks Light � � � � � � � � 347
Frankfort Bank � � � � � � � � � 354
Franklin � � � � � � � � � � � � 212
Frazier Creek � � � � � � � � � � 325
Frederica River � � � � � � � 285, 374
Fripp Inlet � � � � � � � � � � � 262
Fripp Island � � � � � � � � � � � 262
Frisco � � � � � � � � � � � � � 214
Frontenac� � � � � � � � � � � � 379
Front River � � � � � � � � � 279, 374
Frying Pan Shoals � � � � � � � � 232
Frying Pan Shoals Slue � � � � � � 232
Fulcher Landing � � � � � � � � � 230
G
Gaffy Landing � � � � � � � � � � 209
Gale Creek � � � � � � � � � � � 366
Gallants Channel � � � � � � � 229, 367
Garbacon Shoal � � � � � � � 219, 366
Garrison Bight Channel � � � � � � 354
Gaskin Banks � � � � � � � � � � 263
Gaylord Bay � � � � � � � � � � � 217
Geiger Key � � � � � � � � � � � 352
General Endangered and Threatened
Marine Species � � � � � � 171
Geographic Coordinates � � � � � � � 2
Georgetown � � � � � � � 241, 308, 370
Georgetown Landing � � � � � � � 244
Georgetown Light � � � � � � � � 241
Gibbs Shoal � � � � � � � � � � � 214
Gilbert Shoal � � � � � � � � � � 324
Global Maritime Distress and Safety Sys-
tem (GMDSS)� � � � � � � � 13
Global Positioning System (GPS) � � � 13
Goodbys Creek� � � � � � � � � � 305
Goodwin Creek � � � � � � � � � 211
Goose Creek� � � � � � � 216, 220, 366
Government Cut � � � � � � � � � 338
Government Publishing Office � � � 428
Graham Swamp � � � � � � � � � 316
Grassy Key � � � � � � � � � � � 399
Grassy Point� � � � � � � � � � � 366
Grays Reef National Marine Sanctuary 279
Great Bridge� � � � � � � � � � � 363
Great Island � � � � � � � � � � � 215
Great Island Narrows � � � � � � � 215
Great North Breakers � � � � � � � 263
Great Pee Dee River� � � � � � � � 244
Great Pocket � � � � � � � � � � 388
Great White Heron National Wildlife
Refuge � � � � � � � � � 347
Green Cove Springs� � � � � � � � 306
Greens Creek � � � � � � � � � � 219
Grouper Creek � � � � � � � � � � 397
Guana River � � � � � � � � � � � 376
Guana Tolomato Matanzas National Estua-
rine Research Reserve, MPA � 376
Guerin Bridge � � � � � � � � � � 257
Guerin Creek � � � � � � � � � � 257
Gulf Stream, location of � � � � � � 190
Gulf Stream System � � � � � � � 188
Gulf weed � � � � � � � � � � � � 188
Gull Rocks � � � � � � � � � � � 215
Gull Shoal � � � � � � � � � � � 215
H
Halifax Bank 11428 � � � � � � � � 386
Halifax River � � � � � � � � � � 377
Hallandale Boulevard, Mile 1074�0 � � 393
Hall Creek � � � � � � � � � � � 210
Hamlin Creek � � � � � � � � � � 371
Hampton River � � � � � � � � � 281
Hancock Creek� � � � � � � � � � 220
Harbor entrances� � � � � � � � � 180
Harbor Island � � � � � � � � � � 394
Harbormasters� � � � � � � � � � 200
Harbor River � � � � � � � � � � 262
Harkers Island � � � � � � � � � � 223
Harvey Point � � � � � � � � � � 210
Hatteras � � � � � � � � � � � � 207
Hatteras Inlet � � � � � � � � � � 207
Hatteras Inlet Channel � � � � � � 207
Haulover Canal � � � � � � � � � 378
Haw Creek � � � � � � � � � � � 307
Hawk Channel 11460 � � � � � � � 346
Health and Human Services, Department
of � � � � � � � � � � � � 28
Hector Wreck � � � � � � � � � � 242
Heights� � � � � � � � � � � � � � 3
Hell Gate � � � � � � � � � � � � 374
Henry Holland Buckman Lock � � � 308
Hertford � � � � � � � � � � � � 210
Hetzel Shoal� � � � � � � � � � � 317
Hickory Point � � � � � � � � � � 216
Hillsboro Drainage Canal � � � � � 390
Hillsboro Drainage Canal 11428� � � 386
Hillsboro Inlet � � � � � � � � 331, 391
Hilton Head � � � � � � � � � � � 263
Hilton Head Harbor� � � � � � � � 372
Hobart Landing � � � � � � � � � 382
Hobe Sound � � � � � � � � � � � 388
Hobe Sound National Wildlife Refuge 388
Hobucken� � � � � � � � � � 218, 366
Hog Island � � � � � � � � � � � 215
Holden Beach � � � � � � � � � � 369
Holidays � � � � � � � � � � � � 201
Hollywood � � � � � � � � � 337, 393
Hollywood Boulevard � � � � � � � 393
Homeland Security, Department of � � 29
Homestead Bay Front Park Marina� � 396
Horizontal Datum � � � � � � � � � 5
Howards Channel � � � � � � � � 231
Hudson Creek � � � � � � � � � � 280
Hunting Island� � � � � � � � � � 261
Hurricane Havens � � � � � � � � 192
Hurricane moorings � � � � � � � 187
Hurricanes and Tropical Storms� � � � 19
Hurricane Warnings and Forecasts � 192
Hypothermia, immersion � � � � � 198
I
Immersion Hypothermia� � � � � � � 20
Indialantic � � � � � � � � � � � 320
Indian Creek � � � � � � � � � � 394
Indian Harbor Beach � � � � � � � 320
Indian Island � � � � � � � � � � 216
25 AUG 2024
Index
443
Indian Key Channel� � � � � � 349, 398
Indian Mound Slough � � � � � � � 310
Indian River � � � � � � � � � � � 379
Indian River North � � � � � � � � 378
Indian River Shoal � � � � � � � � 321
Indian Town 11428 � � � � � � � � 385
Inlet Harbor� � � � � � � � � � � 378
Inside Navigation� � � � � � � � � 186
Intracoastal Waterway� � � � � 347, 361
Isle of Hope � � � � � � � � � � � 373
Isle of Palms� � � � � � � � � � � 371
J
Jacksonboro � � � � � � � � � � � 261
Jacksonville � � � � � � � � � 230, 295
Jacksonville Beach 11488 � � � � � 314
Janeiro � � � � � � � � � � � � � 220
Jay Bird Shoals (Middle Ground) � � 233
Jekyll Creek � � � � � � � 286, 287, 374
Jekyll Island � � � � � � � � � � � 286
Jekyll Sound� � � � � � � � � 287, 375
Jenkins Creek � � � � � � � � � � 262
Jensen Beach � � � � � � � � � � 383
Jeremy Creek � � � � � � � � � � 371
Jewfish Creek � � � � � � � � � � 397
John F� Kennedy Space Center � � � 317
John Pennekamp Coral Reef State Park,
MPA � � � � � � � � � � 348
Johnson Creek � � � � � � � � 262, 374
Joiner Bank � � � � � � � � � � � 263
Jointer Creek � � � � � � � � � � 287
Jolly River � � � � � � � � � � � 291
Jones Bay � � � � � � � � � � 218, 366
Jones Creek � � � � � � � � � � � 241
Jones Point � � � � � � � � � � � 379
Judith Island � � � � � � � � � � 215
Julienton River � � � � � � � � � 279
Julington Creek � � � � � � � � � 306
Juniper Bay � � � � � � � � � � � 215
Jupiter � � � � � � � � � � � � � 388
Jupiter Inlet � � � � � � � � � � � 325
Jupiter Sound � � � � � � � � � � 388
K
Kemp Channel� � � � � � � � � � 351
Kendrick Creek � � � � � � � � � 212
Key Biscayne � � � � � � � � � � 347
Key Colony Beach � � � � � � � � 350
Key Largo� � � � � � � � 348, 349, 397
Key Largo Anchorage � � � � � � � 348
Key Largo Management Area � � � � 349
Key Largo National Marine Sanctuary 349
Key West � � � � � � � � � � 353, 399
Key West 11446, 11441 � � � � � � 399
Key West Harbor � � � � � � � � � 353
Key West National Wildlife Refuge � � 355
Kiawah Island � � � � � � � � � � 260
Kiawah River � � � � � � � � � � 260
Kilkenny Creek � � � � � � � � � 278
Kill Devil Hills � � � � � � � � � � 205
Kings Bay� � � � � � � � � � 291, 396
Kingsley Creek� � � � � � � � � � 375
Kingsley Plantation � � � � � � � � 375
Kissimmee River � � � � � � � � � 386
Kitty Hawk � � � � � � � � � � � 210
Kitty Hawk Bay � � � � � � � � � 210
Knight Key � � � � � � � � � � � 350
Knight Key Anchorage � � � � � � 350
Knight Key Channel � � � � � � � 399
Knobbs Creek � � � � � � � � � � 365
Knotts Island � � � � � � � � � � 209
Kreamer Island � � � � � � � � � 386
Kure Beach � � � � � � � � � � � 232
L
LaBelle, Mile 102�9 � � � � � � � � 387
Labrador Current� � � � � � � � � 189
Lake Beresford� � � � � � � � � � 309
Lake Boca Raton � � � � � � � � � 390
Lake Dexter � � � � � � � � � � � 309
Lake Drummond � � � � � � � � � 364
Lake George� � � � � � � � � � � 309
Lake Griffin � � � � � � � � � � � 308
Lake Harbor 11428 � � � � � � � � 386
Lake Harney� � � � � � � � � � � 310
Lake Hicpochee 11428 � � � � � � 387
Lake Jesup � � � � � � � � � � � 310
Lake Monroe � � � � � � � � � � 309
Lake Okeechobee 11428 � � � � � � 385
Lake Placid � � � � � � � � � � � 391
Lake Rudee 12207 � � � � � � � � 204
Lake Santa Barbara � � � � � � � � 391
Lake Surprise � � � � � � � � � � 397
Lake Sylvia � � � � � � � � � � � 392
Lake Wesley 12207 � � � � � � � � 204
Lake Woodruff � � � � � � � � � � 309
Lake Worth � � � � � � � 214, 389, 390
Lake Worth Inlet � � � � � � � � � 326
Lake Wyman � � � � � � � � � � 390
Lanceford Creek � � � � � � � � � 291
Lanier Island � � � � � � � � � � 286
Lantana � � � � � � � � � � � � 390
Largo Sound � � � � � � � � � � 349
Last End Point � � � � � � � � � � 266
Lauderdale-by-the-Sea � � � � � � 391
Lazaretto Creek � � � � � � � � � 276
Leechville� � � � � � � � � � � � 216
Lees Landing � � � � � � � � � � 220
Legare Anchorage � � � � � � � � 348
Lenoxville Point � � � � � � � � � 221
Leonards Point� � � � � � � � � � 211
Light and Sound Signal Characteristics� 3
Lighthouse Bay � � � � � � � � � 209
Lighthouse Creek � � � � � � 260, 280
Lighthouse Inlet � � � � � � � � � 260
Lighthouse Island � � � � � � � � 245
Light Lists � � � � � � � � � � 12, 429
Lights � � � � � � � � � � � � � � 10
Lignumvitae Channel � � � � � � � 398
Lignumvitae Key � � � � � � � � � 349
List of Lights (Foreign Countries) � � 429
Little Alligator River � � � � � � � 213
Little Alligator River 12205� � � � � 213
Little Card Sound � � � � � � � � 397
Little Cumberland Island � � � � � 375
Little Cumberland Island 11502 � � � 288
Little Egg Island � � � � � � � � � 374
Little Lake Worth� � � � � � � � � 389
Little Mud River � � � � � 280, 281, 374
Little Ogeechee River � � � � � � � 277
Little Ogeechee River 11512 � � � � 277
Little (Old) Topsail Inlet � � � � � � 231
Little River � � � � � 210, 286, 369, 394
Little River Inlet � � � � � � � � � 240
Little Satilla River � � � � � � 287, 375
Little St� Simons Island 11502 � � � 281
Little Talbot Island 11488 � � � � � 292
Little Torch Key � � � � � � � � � 351
Little Tybee Island 11512 � � � � � 275
Local Magnetic Disturbances � � � � � 9
Local Notices to Mariners � � � � 9, 429
Lock, Franklin 11428 � � � � � � � 387
Lockwoods Folly Inlet � � � � � � � 240
Lockwoods Folly River � � � � 240, 369
Lone Oak Channel � � � � � � � � 209
Long Bay � � � � � � � � � � � � 221
Long Key � � � � � � � � � � � � 398
Long Key Anchorage � � � � � � � 350
Long Shoal � � � � � � � � � � � 214
Long Shoal River � � � � � � � � � 214
Looe Key � � � � � � � � � � � � 351
Looe Key Management Area (Looe Key
National Marine Sanctuary) � 351
Lookout Bight � � � � � � � � � � 209
Lookout Breakers � � � � � � � � 208
Loop Current � � � � � � � � � � 188
LORAN-C � � � � � � � � � � � � � 13
Lower Matecumbe Key � � � � � � 398
Loxahatchee River � � � � � � � � 388
Lucy Point Creek � � � � � � � � � 262
M
Mackay Creek � � � � � � � � � � 266
Mackay River � � � � � � � � � � 374
Mackay River 11502� � � � � � � � 286
Mackey Point � � � � � � � � � � 267
Mackeys � � � � � � � � � � � � 212
Magnolia Point� � � � � � � � � � 306
Main Creek � � � � � � � � � � � 240
Main Ship Channel � � � � � � � � 353
Manatee Pocket 11428� � � � � � � 325
Manatees � � � � � � � � � � � � 187
Maneuvering for a tropical cyclone � 194
Mangrove � � � � � � � � � � � � 187
Man of War Harbor � � � � � � � � 354
Manteo � � � � � � � � � � � � � 206
Marathon � � � � � � � � � � 350, 399
Margot Fish Shoal � � � � � � � � 348
444
Index
U.S. Coast Pilot 4 25 AUG 2024
Marietta River � � � � � � � � � � 392
Marineland � � � � � � � � � 316, 377
Marine Pollution � � � � � � � � � � 21
Marine Product Dissemination Informa-
tion� � � � � � � � � � 26, 429
Marine Protected Area (MPA) � � � � � 24
Marine Weather Forecasts � � � � 26, 428
Marion River � � � � � � � � � � 392
Marshallberg � � � � � � � � � � 222
Martins Industry � � � � � � � � � 263
Marvin D� Adams (Key Largo) Waterway
� � � � � � � � � � � � 349
Masonboro Inlet � � � � � � � � � 231
Masonboro Sound � � � � � � � � 368
Mason Inlet � � � � � � � � � � � 231
Matanzas Inlet � � � � � � � � � � 316
Matanzas River� � � � � � � � � � 376
Matecumbe Harbor � � � � � � � � 398
Matheson Hammock Beach � � � � 396
Maule Lake � � � � � � � � � � � 393
Maw Point Shoal � � � � � � � � � 366
Mayan Lake � � � � � � � � � � � 392
May Hall Creek � � � � � � � � � 280
Mayport 11490� � � � � � � � � � 303
Mayport Basin � � � � � � � � � � 303
May River � � � � � � � � � � � � 266
McClellanville � � � � � � � � � � 371
McCoy Creek � � � � � � � � � � 300
McQueen Inlet � � � � � � � � � � 278
McQueens Island � � � � � � � � � 275
Measured Courses � � � � � � � � 433
Medical Advice � � � � � � � � � � � 14
Medway River � � � � � � � � 278, 374
Meherrin River� � � � � � � � � � 211
Meigs Key� � � � � � � � � � � � 348
Melbourne � � � � � � � � � � � 381
Meloy Channel� � � � � � � � 338, 394
Mercedes River� � � � � � � � � � 392
Meridian � � � � � � � � � � � � 280
Meridian Landing � � � � � � � � 280
Merritt Island � � � � � � � � 317, 379
Merritt Island National Wildlife Refuge 379
Miami � � � � � � � � � � � 338, 395
Miami Beach � � � � � � � � 338, 394
Miami Beach Channel � � � � � � � 394
Miami Canal� � � � � � � � � � � 342
Miami Drainage Canal 11428 � � � � 386
Miami Harbor � � � � � � � � � � 337
Miami River � � � � � � � � � � � 342
Miami South Channel � � � � � � � 347
Middleburg � � � � � � � � � � � 306
Middle River� � � � � � � � � � � 391
Middle Sound � � � � � � � � � � 368
Middletown � � � � � � � � � � � 215
Middletown Anchorage � � � � � � 214
Middletown Creek � � � � � � � � 215
Mile Hammock Bay � � � � � � � � 368
Milltail Creek � � � � � � � � � � 213
Mingo Creek� � � � � � � � � � � 245
Minnesott Beach � � � � � � � � � 220
Molasses Reef � � � � � � � � � � 348
Molasses Reef Channel � � � � � � 348
Money Island Beach� � � � � � � � 367
MONITOR � � � � � � � � � � � 207
Montgomery � � � � � � � � � � 277
Montgomery 11512 � � � � � � � � 277
Moon Creek � � � � � � � � � � � 262
Moore Creek� � � � � � � � � � � 323
Moore Haven 11428� � � � � � � � 387
Moores Landing � � � � � � � � � 371
Morehead City � � � � � � � � 226, 367
Morehead City Harbor� � � � � � � 226
Morgan River � � � � � � � � � � 262
Morris Creek � � � � � � � � � � 219
Morris Island � � � � � � � � � � 260
Moser Channel� � � � � � � � 350, 399
Moss Bluff Lock and Dam � � � � � 308
Motts Channel � � � � � � � � � � 231
Mount of Surruque � � � � � � � � 317
Mount Pleasant � � � � � � � 256, 371
Mount Pleasant Channel � � � � � � 256
Muddy Creek � � � � � � � � � � 217
Mud River� � � � � � � � � � � � 279
Munden � � � � � � � � � � � � 363
Murfreesboro � � � � � � � � � � 212
Murphy Creek � � � � � � � � � � 307
Murrells Inlet � � � � � � � � � � 240
Myrtle Beach � � � � � � � � � � 240
Myrtle Grove Sound � � � � � � � 368
N
Nags Head � � � � � � � � � � � 206
Nassau River 11488 � � � � � � � � 292
Nassau Sound � � � � � � � � 292, 375
Nassauville 11488 � � � � � � � � 292
National Data Buoy Center Meteorological
Buoys � � � � � � � � � � � 25
National Environmental Satellite, Data,
and Information Service (NESDIS)
� � � � � � � � � � � � � 28
National Geospatial-Intelligence Agency
(NGA) � � � � � � � � � � � 28
National Institute of Standards and Tech-
nology (NIST) � � � � � � � 19
National Key Deer Refuge � � � � � 347
National Ocean Service (NOS) � � � � 25
National Weather Service Offices � � � 26
National Weather Service Port Meteoro-
logical Officers (PMOs) � � � � 26
Nautical Almanac� � � � � � � � � 429
Nautical Chart–New Editions and Correc-
tions � � � � � � � � � � � 4
Nautical Chart Numbering System� � � 4
Naval Observatory � � � � � � � � � 28
Navassa� � � � � � � � � � � � � 236
Navigational Warnings, Information and
Weather � � � � � � � � � � 16
Navigation Rules and Regulations Hand-
book � � � � � � � � � � 429
NAVTEX � � � � � � � � � � � � � 18
NAVTEX Transmitting Stations � � � 431
Nebraska � � � � � � � � � � � � 215
Nebraska Canal � � � � � � � � � 215
Nettles Island � � � � � � � � � � 383
Neuse River � � � � � � � � � � � 219
New Arch Creek � � � � � � � � � 394
Newbegun Creek � � � � � � � � � 365
New Bern � � � � � � � � � � � � 220
New Chehaw River � � � � � � � � 261
New Drum Inlet � � � � � � � � � 208
Newfound Harbor � � � � � � � � 380
Newfound Harbor Channel � � � � � 351
Newfound Harbor Keys Anchorage� � 351
New Inlet � � � � � � � � � � � � 232
Newport River � � � � � � � � � � 367
New River� � � � � � 230, 368, 373, 391
New River Inlet � � � � � � � 230, 368
New Savannah Bluff Lock and Dam � 272
New Smyrna Beach � � � � � � � � 378
New Topsail Inlet � � � � � � � 231, 368
Niles Channel � � � � � � � � � � 351
Nine Foot Shoal Channel � � � � � 208
Ninefoot Shoal Light � � � � � � � 352
Ninemile Point� � � � � � � � � � 306
Nixonton � � � � � � � � � � � � 210
NOAA Weather Radio � � � � � � � � 26
NOAA Weather Radio Broadcasts � � � 18
No-Discharge Zones � � � � � � � � 21
Norfolk � � � � � � � � � � � � � 362
Normandy Isle � � � � � � � � � � 394
Norris Cut � � � � � � � � � � � 347
North Atlantic Drift � � � � � � � � 189
North Atlantic Right Whales � � � � 182
North Bay 12207 � � � � � � � � � 209
North Canal � � � � � � � � � � � 396
North Carolina Cut � � � � � � � � 363
North Carolina-South Carolina State Line
� � � � � � � � � � � � 369
North Channel� � � � � � � � � � 277
North Charleston� � � � � � � � � 257
North Creek � � � � � � � � � 217, 372
Northeast Cape Fear River � � � � � 236
Northeast Point � � � � � � � � � 245
North Edisto River � � � � � � � � 260
North Fork � � � � � � � � � � � 325
North Fork Miami River � � � � � � 342
North Inlet � � � � � � � � � � � 241
North Lake � � � � � � � � � � � 393
North Lake Shoal 11428 � � � � � � 386
North Landing � � � � � � � � � � 363
North Landing River � � � � � � � 363
North Landing River 12207� � � � � 209
North Newport River � � � � � 278, 374
North New River Drainage Canal 11428 386
North Prong� � � � � � � � � � � 216
North River � � � 210, 280, 291, 364, 374
North Santee River � � � � � � 245, 371
Northwest Channel � � � � � � 353, 399
Northwest Creek � � � � � � � � � 220
Notices to Mariners � � � � � � � � � 9
Notification of Arrival (NOA) � � � � � 24
Nottoway River � � � � � � � � � 212
Nowell Creek � � � � � � � � � � 257
25 AUG 2024
Index
445
O
Oak Island Light � � � � � � � � � 232
Oak Landing� � � � � � � � � � � 376
Oakland Park � � � � � � � � � � 391
Oaks Creek � � � � � � � � � � � 240
Oatland Island � � � � � � � � � � 267
Observation Island 11428 � � � � � 386
Observation Shoal 11428 � � � � � 386
Obstructions � � � � � � � � � � � 3
Ocean Dumping � � � � � � � � � � 21
Ocean Reef Harbor � � � � � � � � 348
Ocmulgee River � � � � � � � � � 280
Oconee River � � � � � � � � � � 280
Ocracoke � � � � � � � � � � � � 208
Ocracoke Inlet � � � � � � � � � � 208
Ocracoke Light � � � � � � � � � 208
Odingsell River � � � � � � � � � 277
Ogeechee River � � � � � � � 277, 374
Oglethorpe Barracks � � � � � � � 374
Ohio Key � � � � � � � � � � � � 351
Ohio Shoal � � � � � � � � � � � 317
Oil Spill Reporting � � � � � � � � � 21
Okeechobee 11428 � � � � � � � � 386
Okeechobee Waterway 11428 � � � � 383
Oklawaha River � � � � � � � � � 308
Old Chehaw River � � � � � � � � 261
Old House Channel � � � � � � � � 205
Old House Creek � � � � � � � � � 262
Old Rhodes Key � � � � � � � � � 396
Old Teakettle Creek � � � � � � 280, 374
Oleta River � � � � � � � � � � � 393
Olga 11428 � � � � � � � � � � � 387
Oliver Reef � � � � � � � � � � � 214
Orange Park� � � � � � � � � � � 305
Orange River 11428� � � � � � � � 388
Oregon Inlet� � � � � � � � � � � 205
Oriental � � � � � � � � � � 219, 366
Ormond Beach� � � � � � � � � � 377
Ortega � � � � � � � � � � � � � 304
Ortega River� � � � � � � � � � � 304
Ortona Lock 11428 � � � � � � � � 387
Ossabaw Island� � � � � � � � � � 277
Ossabaw Sound � � � � � � � � � 277
Otter Islands � � � � � � � � � � 261
Outer Banks� � � � � � � � � � � 179
Owl Creek 11428 � � � � � � � � � 387
Oyster Creek � � � � � � � � � � 222
P
Pablo Creek�� � � � � � � � � � � 376
Pacific Reef � � � � � � � � � � � 348
Pacific Reef Light� � � � � � � � � 348
Pages Creek � � � � � � � � � � � 368
Pahokee 11428� � � � � � � � � � 386
Palatka � � � � � � � � � � � � � 307
Palm Beach � � � � � � � � � � � 327
Palm City 11428 � � � � � � � � � 385
Palmo Cove � � � � � � � � � � � 306
Palm Valley Landing � � � � � � � 376
Palo Alto Key � � � � � � � � � � 397
Pamlico River � � � � � � � � � � 216
Pamlico Sound� � � � � � � � � � 213
Pamlico Sound Light PS � � � � � � 213
Pantego � � � � � � � � � � � � 216
Pantego Creek � � � � � � � � 216, 366
Paper Print on Demand Nautical Charts 3
Parker Creek� � � � � � � � � � � 364
Parris Island� � � � � � � � � � � 265
Parrot Creek� � � � � � � � � � � 262
Pasquotank River� � � � � � � 210, 364
Pea Island� � � � � � � � � � � � 205
Pearl Bank � � � � � � � � � � � 354
Peck Lake� � � � � � � � � � � � 388
Peletier Creek � � � � � � � � � � 367
Pelican Bay 11428 � � � � � � � � 386
Pelican Island National Wildlife Refuge 382
Pembroke Creek � � � � � � � � � 211
Perquimans River � � � � � � � � 210
Peter Mashoes Creek � � � � � � � 213
Peterson Key Bank � � � � � � � � 398
Pierce Shoal� � � � � � � � � � � 324
Pigeon Key � � � � � � � � � � � 399
Pilotage, Beaufort/Port Royal � � � � 264
Pilotage, Brunswick� � � � � � � � 284
Pilotage, Charleston � � � � � � � 253
Pilotage, Fort Pierce � � � � � � � 322
Pilotage, general � � � � � � � � � 200
Pilotage, Georgetown � � � � � � � 243
Pilotage, Jacksonville � � � � � � � 300
Pilotage, Key West � � � � � � � � 356
Pilotage, Miami � � � � � � � � � 340
Pilotage, Morehead City � � � � � � 228
Pilotage, Port Canaveral � � � � � � 318
Pilotage, Port Everglades � � � � � 334
Pilotage, Port of Palm Beach � � � � 328
Pilotage, Savannah � � � � � � � � 269
Pilotage, St� Marys, Fernandina Beach, and
Kings Bay � � � � � � � � 290
Pilotage, Wilmington � � � � � � � 234
Pinckney Island � � � � � � � � � 266
Pine Harbor � � � � � � � � � � � 279
Pine Island � � � � � � � � � � � 379
Piney Point � � � � � � � � � � � 305
Pingleton Shoal � � � � � � � � � 214
Pipelaying barges� � � � � � � � � 181
Piper Hill � � � � � � � � � � � � 209
Pirates Cove � � � � � � � � � � � 305
Plantation Creek � � � � � � � 286, 374
Plantation Key � � � � � � � � � � 397
Platt Shoals � � � � � � � � � � � 206
Plymouth � � � � � � � � � � � � 212
Pocosins � � � � � � � � � � � � 179
Pocotaligo River � � � � � � � � � 265
Pollocksville� � � � � � � � � � � 221
Polly Creek � � � � � � � � � � � 307
Pompano Beach � � � � � � � � � 391
Pompano Beach, Mile 1056�0 � � � � 391
Pompion Hill Chapel � � � � � � � 257
Ponce de Leon Cut � � � � � � � � 378
Ponce de Leon Inlet� � � � � � � � 316
Ponce Inlet � � � � � � � � � � � 378
Ponte Verda Beach 11488 � � � � � 314
Poplar Branch � � � � � � � � � � 209
Portable Document Format (PDF) Nautical
Charts� � � � � � � � � � � 3
Port Canaveral � � � � � � � � � � 317
Port Everglades � � � � � � � 332, 392
Port Laudania � � � � � � � � 336, 392
Port Mayaca 11428 � � � � � � � � 385
Port Mayaca Lock 11428 � � � � � � 385
Port of Miami (Dodge Island)�� � � � 395
Port of Palm Beach � � � � � � � � 326
Port Orange Mile 835�5 � � � � � � 378
Port Royal � � � � � � � � � 265, 372
Port Royal Sound� � � � � � � � � 263
PORTS® (Physical Oceanographic Real-
Time System)� � � � � � � � 25
Port Salerno 11428 � � � � � � � � 325
Port Sewall 11428 � � � � � � � � 325
Portsmouth � � � � � � � � � � � 208
Poston 11520 � � � � � � � � � � 245
Power Squadron Spit � � � � � � � 209
Precipitation � � � � � � � � � � 198
Price Creek � � � � � � � 233, 246, 371
Price Inlet � � � � � � � � � � � 246
Pritchards Inlet � � � � � � � � � 262
Products and Services-NOAA � � � � 427
Products and Services–Other U�S� Govern-
ment Agencies � � � � � � 428
Prominent features � � � � � � � � 338
Public Health Service � � � � � � � � 29
Public Health Service Quarantine Stations
� � � � � � � � � � � � 432
Pumpkin Hammock � � � � � � � 280
Pumpkin Key � � � � � � � � � � 397
Pungo Creek � � � � � � � � � � 216
Pungo Ferry� � � � � � � � � � � 363
Pungo River � � � � � � � � � 216, 366
Pungo River Canal � � � � � � � � 366
Q
Quarantine, animal and plant � � � � � 24
R
Raccoon Key � � � � � � � � � � 245
Race Channel � � � � � � � � � � 398
Radio Facsimile Weather Information 428
Radio Island � � � � � � � � � � � 229
Radio Navigational Aids � � � � � � � 3
Radiotelephone Distress Message � � � 13
Radio Weather Broadcasts � � � � � 431
Ramshorn Creek � � � � � � � � � 373
Ranges � � � � � � � � � � � � � � 3
Rantowles Creek � � � � � � � � � 371
Raster Navigational Charts (NOAA RNC®) 4
Rattan Bay � � � � � � � � � � � 219
Rattlesnake Shoal � � � � � � � � 252
Red Bay Creek � � � � � � � � � � 306
Red Bay Point � � � � � � � � � � 306
Redstone Point� � � � � � � � � � 213
446
Index
U.S. Coast Pilot 4 25 AUG 2024
Reed Point � � � � � � � � � � � 210
Regulated Navigation Areas and Limited
Access Areas � � � � � � � 113
Regulated Waters� � � � � � � � � � 22
Repairs � � � � � � � � � � � � � 200
Reported information � � � � � � � � 3
Ribbon Creek � � � � � � � � � � 265
Rice Creek � � � � � � � � � � � 306
Richardson Creek � � � � � � � � 276
Rich Inlet � � � � � � � � � � � � 231
Rickenbacker Causeway � � � � � � 395
Ridgeville � � � � � � � � � � � � 280
Rio 11428� � � � � � � � � � � � 325
Riomar � � � � � � � � � � � � � 321
Riviera Beach � � � � � � � � 326, 389
Roanoke Island � � � � � � � � � 205
Roanoke Rapids � � � � � � � � � 212
Roanoke River � � � � � � � � � � 212
Roanoke Sound Channel� � � � � � 205
Rock Harbor� � � � � � � � � � � 349
Rockhouse Creek� � � � � � � � � 316
Rockville � � � � � � � � � � � � 260
Rockyhock Creek� � � � � � � � � 211
Rocky Reef 11428 � � � � � � � � 386
Rodanthe � � � � � � � � � � � � 214
Rodman Dam � � � � � � � � � � 308
Rollinson Channel � � � � � � 207, 214
Romerly Marsh Creek � � � � � � � 277
Rose Bay � � � � � � � � � � � � 215
Roseland � � � � � � � � � � � � 382
Royal Palm (Royal Park) � � � � � � 389
Royal Shoal � � � � � � � � � � � 221
Rudee Inlet � � � � � � � � � � � 204
Runyon Creek � � � � � � � � � � 218
S
Saddlebunch Harbor � � � � � � � 352
Safe Harbor � � � � � � � � � � � 352
Saint Sebastian River � � � � � � � 382
Sales Information � � � � � � � � 427
Salmon Creek � � � � � � � � � � 211
Salt Run � � � � � � � � � � � � 315
Sampit � � � � � � � � � � � � � 244
Sampit Landing � � � � � � � � � 244
Sampit River � � � � � � � � 244, 370
Sampson Point� � � � � � � � � � 209
Sandbridge Beach 12207� � � � � � 205
Sand Key Light � � � � � � � � � 353
Sands Key� � � � � � � � � � � � 396
Sandy Point � � � � � � � � � 211, 245
Sandy Point Beach � � � � � � � � 245
Sanford� � � � � � � � � � � � � 309
San Mateo � � � � � � � � � � � 307
San Sebastian River 11488 � � � � � 315
Santee River� � � � � � � � � � � 245
Sapelo Island � � � � � � � � � � 280
Sapelo River� � � � � � � � � 279, 374
Sapelo Sound � � � � � � � � 278, 374
Saratoga � � � � � � � � � � � � 308
Satilla River � � � � � � � � � 287, 375
Satilla River Marsh Island Natural Area 287
Saturn Barge Channel� � � � � � � 381
Savage Creek � � � � � � � � � � 266
Savannah � � � � � � � � � � � � 373
Savannah 11512 � � � � � � � � � 266
Savannah River � � � � � � � 266, 373
Savannas � � � � � � � � � � � � 179
Sawpit Creek � � � � � � � � 292, 375
Schooner Channel � � � � � � � � 261
Scout Key� � � � � � � � � � � � 351
Scuppernong River � � � � � � � � 212
Seabrook Landing � � � � � � � � 372
Sea Island 11502 � � � � � � � � � 281
Sealevel � � � � � � � � � � � � 222
Search and Rescue � � � � � � � � � 13
SEARCH AND RESCUE � � � � � � � 13
Sea Turtle Sanctuary � � � � � � � 230
Sebastian � � � � � � � � � � � � 382
Sebastian Inlet� � � � � � � � � � 320
Seiche � � � � � � � � � � � � � � 20
Seminole River � � � � � � � � � 392
Sewall Point 11428 � � � � � � � � 325
Sewee Bay � � � � � � � � � � � 371
Shallotte � � � � � � � � � � � � 240
Shallotte Inlet � � � � � � � � 240, 369
Shallotte River� � � � � � � � 240, 369
Shallowbag Bay � � � � � � � � � 206
Shellbluff Creek � � � � � � � 280, 374
Shell Key Bank � � � � � � � � � 398
Shell Key Channel � � � � � � � � 398
Shellman Bluff� � � � � � � � � � 279
Shellman Creek � � � � � � � � � 279
Shell Point � � � � � � � � � � � 223
Shem Creek � � � � � � � � � � � 256
Shipps Bay 12207 � � � � � � � � 209
Shipyard Creek � � � � � � � � � 256
Silver Lake � � � � � � � � � � � 208
Silver Springs Run � � � � � � � � 308
Singer Island � � � � � � � � � � 389
Sister Creek � � � � � � � � � � � 350
Sisters Creek � � � � � � � � � � 375
Sixmile Creek � � � � � � � � � � 306
Skidaway Narrows � � � � � � � � 373
Skidaway River� � � � � � � � � � 373
Skull Creek � � � � � � � � � 266, 372
Skull Inlet � � � � � � � � � � � 262
Slade Creek � � � � � � � � � � � 216
Sleepy Creek � � � � � � � � � � 222
Slocum Creek � � � � � � � � � � 220
Small-craft facilities � � � � � � � 200
Smith Creek� � � � � � � � � 219, 237
Smith Island � � � � � � � � � � 232
Smith Point � � � � � � � � � � � 306
Smith Shoal� � � � � � � � � � � 354
Snake Creek� � � � � � � � � � � 397
Snapper Creek Canal � � � � � � � 396
Snows Cut � � � � � � � � � 236, 368
Soap Creek � � � � � � � � � � � 292
Socastee � � � � � � � � � � � � 370
Sombrero Key Light � � � � � � � 350
Sound Signals � � � � � � � � � � � 12
South Altamaha River � � � � � � � 280
South Amelia River � � � � � � � � 375
South Amelia River 11488 � � � � � 292
South Bay 11428 � � � � � � � � � 386
South Brunswick River � � � � � � 286
South Channel� � � � � � � � 275, 277
South Creek� � � � � � � � � 216, 217
Southeast Shoal � � � � � � � � � 317
South Edisto River � � � � � � 261, 372
South Fork Miami River � � � � � � 342
South Jupiter Narrows � � � � � � 388
South Lake � � � � � � � � � � � 213
South Mills � � � � � � � � � � � 364
South Newport River � � � � � 279, 374
South New River Canal � � � � � � 392
South Ponte Vedra Beach � � � � � 376
Southport� � � � � � � � � � 236, 369
South River � � � � � � � � � 219, 280
South Santee River � � � � � � 245, 371
South Sound Creek � � � � � � � � 349
Southwest Channel � � � � � � � � 354
Space Weather Prediction Center (SWPC)
� � � � � � � � � � � � � 28
Special Notice to Mariners � � � � � 429
Speed � � � � � � � � � � � � � 186
Spoil areas � � � � � � � � � � � � 8
Spring Garden Creek � � � � � � � 309
Spring Garden Lake� � � � � � � � 309
Spruce Creek � � � � � � � � � � 378
Standard Abbreviations for Broadcasts � 18
Standard time � � � � � � � � � � 201
St� Andrew Sound � � � � � � 287, 375
Station Creek � � � � � � � � � � 264
Stations Transmitting Medical Advice 432
St� Augustine 11488 � � � � � � � 314
St� Augustine Creek� � � � � � � � 373
St� Augustine Inlet 11488 � � � � � 314
St� Catherines Island � � � � � � � 278
St� Catherines Sound � � � � � 277, 374
Steamboat Channel � � � � � � � � 398
Steamboat Creek � � � � � � � � � 260
Steamboat Cut� � � � � � � � � � 374
Stella � � � � � � � � � � � � � 230
St� Helena Sound� � � � � � � � � 260
Still Bluff 11520 � � � � � � � � � 236
St� Johns Light 11490 � � � � � � � 295
St� Johns Park � � � � � � � � � � 304
St� Johns Point� � � � � � � � � � 303
St� Johns River� � � � � � � � � � 376
St� Johns River 11490 � � � � � � � 295
St� Johns River Navigational Guidelines 295
St� Lucie Canal 11428 � � � � � � � 385
St� Lucie Inlet � � � � � � � � 324, 383
St� Lucie Lock 11428 � � � � � � � 385
St� Lucie River � � � � � � � � � � 325
St� Lucie Shoal� � � � � � � � � � 324
St� Marys 11503 � � � � � � � � � 291
St� Marys Entrance � � � � � � � � 288
St� Marys River� � � � � � � � � � 291
St� Michaels Breakers � � � � � � � 263
Stock Island Channel � � � � � � � 352
Stokes Landing � � � � � � � � � 307
Stonewall � � � � � � � � � � � � 219
25 AUG 2024
Index
447
Stono Inlet � � � � � � � � � � � 260
Stono River � � � � � � � � � 260, 371
Storm Surge � � � � � � � � � � � 20
Story River � � � � � � � � � � � 262
Straits of Florida 11460 � � � � � � 345
St� Simons � � � � � � � � � � � 285
St� Simons Island� � � � � � � � � 285
St� Simons Island 11502 � � � � � � 281
St� Simons Light � � � � � � � � � 282
St� Simons Sound � � � � � � � � 374
St� Simons Sound 11502� � � � � � 282
Stuart 11428 � � � � � � � � � � 325
Stumps and sunken logs � � � � � � 187
Stump Sound � � � � � � � � � � 368
Stumpy Point Bay � � � � � � � � 214
Stumpy Reach � � � � � � � � � � 211
Submarine Cables and Submerged Pipe-
lines � � � � � � � � � � � 8
Sugarloaf Key � � � � � � � � � � 352
Sullivans Island � � � � � � � 247, 371
Sunbury � � � � � � � � � � � � 278
Sunset Harbor Channel � � � � � � 395
Supplies � � � � � � � � � � � � 200
Supply � � � � � � � � � � � � � 240
Surfside � � � � � � � � � � � � 394
Swan Creek � � � � � � � � � � � 213
Swan Point � � � � � � � � � � � 368
Swanquarter � � � � � � � � � � 215
Swanquarter Bay � � � � � � � � � 215
Swansboro � � � � � � � � � 230, 367
Sweetwater � � � � � � � � � � � 342
Swimming Pen Creek � � � � � � � 305
Sykes Creek � � � � � � � � � 363, 380
T
Talbot Island 11488 � � � � � � � � 292
Tank Island � � � � � � � � � � � 353
Tarpon Basin � � � � � � � � � � 397
Tar River � � � � � � � � � � � � 216
Tavernier � � � � � � � � � � 349, 397
Tavernier Creek � � � � � � � � � 397
Tavernier Key Anchorage � � � � � 349
Taylor Creek� � � � � � � � � � � 221
Taylor Creek 11428 � � � � � � � � 386
Teatable Key Channel � � � � � � � 398
Temperature� � � � � � � � � � � 197
Tennessee Reef� � � � � � � � � � 350
Territorial Sea � � � � � � � � � � � 23
Terry Creek 11502 � � � � � � � � 286
The Blowout� � � � � � � � � � � 215
The Bull � � � � � � � � � � � � 317
The Elbow � � � � � � � � � � � 348
The Haulover � � � � � � � � � � 215
The Straits � � � � � � � � � � � 223
The Tee� � � � � � � � � � � � � 257
Thomas Shoal � � � � � � � � � � 321
Thorofare � � � � � � � � � � 212, 222
Thorofare Bay � � � � � � � � � � 222
Thunderbolt� � � � � � � � � � � 373
Tick Island Creek � � � � � � � � � 309
Tides � � � � � � � � � � � � � 3, 188
Time � � � � � � � � � � � � � � � 3
Timmons River � � � � � � � � � 278
Titusville � � � � � � � � � � � � 379
Tolomato River � � � � � � � � � 376
Topsail Sound � � � � � � � � 231, 368
Torry Island � � � � � � � � � � � 386
Towage � � � � � � � � � � � � � 200
Town Creek � � � � � � � 229, 241, 256
Traffic Separation Scheme (Approaches to
Cape Fear River) � � � � � 233
Treasure Island � � � � � � � � � 394
Trenchards Inlet � � � � � � � � � 262
Trent River � � � � � � � � � � � 221
Triumph Reef � � � � � � � � � � 348
Tropical cyclone climatology � � � � 191
Tropical Cyclones� � � � � � � � � 191
Tropical cyclones at sea � � � � � � 194
Tropical waters� � � � � � � � � � 180
Troup Creek � � � � � � � � � � � 374
Trout Creek � � � � � � � � � � � 306
Trout Creek 11428 � � � � � � � � 387
Trout River � � � � � � � � � � � 304
Tsunamis � � � � � � � � � � � � � 19
Tubbs Inlet � � � � � � � � � � � 240
Tulifiny River � � � � � � � � � � 265
Tunis� � � � � � � � � � � � � � 211
Turkey Creek � � � � � � � � � � 381
Turkey Point � � � � � � � � � � 396
Turner Creek � � � � � � � � � � 276
Turners Cut � � � � � � � � � � � 364
Turtle Harbor � � � � � � � � � � 348
Turtle Mound � � � � � � � � � � 317
Turtle River � � � � � � � � � � � 282
Turtle Shoal Anchorage � � � � � � 350
Tybee Creek � � � � � � � � � � � 276
Tybee Island � � � � � � � � � � � 276
Tybee Island 11512 � � � � � � � � 275
Tybee Light � � � � � � � � � � � 266
U
Umbrella Creek � � � � � � � � � 375
Umbrella Cut � � � � � � � � � � 375
Under-keel clearances � � � � � � � � 2
Upper Broad Creek � � � � � � � � 220
Upper Dowry Creek � � � � � � � � 366
Upper Matecumbe Key � � � � � � 398
Upper Spring Creek � � � � � � 216, 366
U�S� Citizenship and Immigration Services
� � � � � � � � � � � � 432
U�S� Coast Guard � � � � � � � � � � 29
U�S� Customs and Border Protection � � 29
USS Monitor National Marine Sanctuary
� � � � � � � � � � � � 207
V
Vaca Key � � � � � � � � � � 350, 399
Valhalla� � � � � � � � � � � � � 350
Valona � � � � � � � � � � � 280, 374
Vandemere � � � � � � � � � � � 219
Varnumtown � � � � � � � � � � 240
Venetian Causeway� � � � � � � � � 394
Vernon River � � � � � � � � 277, 374
Vernon View� � � � � � � � � � � 374
Vero Beach � � � � � � � � � � � 382
Vessel Arrival Inspections � � � � � 200
Vessel Bridge-to-Bridge Radiotelephone
Regulations � � � � � � � � 52
Vessel Identification � � � � � � � � 14
Vessel Response Plans � � � � � � � � 24
Vilano Beach � � � � � � � � � � 376
Village Creek � � � � � � � � 262, 281
Virginia Beach 12207 � � � � � � � 204
Virginia Key � � � � � � � � � � � 347
Visibilities� � � � � � � � � � � � 196
Voluntary Observing Ship Program (VOS)
� � � � � � � � � � � � � 19
W
Wabasso � � � � � � � � � � � � 382
Waccamaw River � � � � � � � 244, 370
Wachesaw Landing � � � � � � � � 370
Wade Point � � � � � � � � � � � 210
Wades Point � � � � � � � � � � � 366
Wadmalaw River � � � � � � � 260, 372
Wainwright Slue � � � � � � � � � 222
Walburg Creek� � � � � � � � 278, 374
Wallace Creek � � � � � � � � � � 371
Walls Cut � � � � � � � � � � � � 373
Walter Slough � � � � � � � � � � 205
Wanchese � � � � � � � � � � � � 205
Wando River� � � � � � � � � � � 257
Wappoo Creek � � � � � � � � 256, 371
Ward Bridge� � � � � � � � � � � 257
Wards Creek� � � � � � � � � � � 262
Washington � � � � � � � � � � � 218
Wassaw Island � � � � � � � � � � 277
Wassaw Sound � � � � � � � � � � 276
Wateree River � � � � � � � � � � 245
Water hyacinth � � � � � � � � � 187
Waties Island � � � � � � � � � � 240
Watts Cut � � � � � � � � � � � � 261
Waves � � � � � � � � � � � 195, 206
Waycross � � � � � � � � � � � � 287
Weather � � � � � � � � � � � � 190
Weeksville � � � � � � � � � � � 365
Weir Point � � � � � � � � � � � 213
Wekiva River � � � � � � � � � � 309
Welaka � � � � � � � � � � � � � 308
West Basin � � � � � � � � � � � 380
West Bay � � � � � � � � � � � � 221
West Bluff Bay � � � � � � � � � � 215
West Branch� � � � � � � � � � � 257
West Channel � � � � � � � � � � 354
Western Bar Channel � � � � � � � 232
Western Channel � � � � � � � � � 370
West Landing � � � � � � � � � � 363
Westmouth Bay � � � � � � � � � 223
West Palm Beach � � � � � � � 327, 389
448
Index
U.S. Coast Pilot 4 25 AUG 2024
West Palm Beach Canal � � � � � � 389
West Palm Beach Drainage Canal 11428
� � � � � � � � � � � � 386
West Sister Rock � � � � � � � � � 350
West Thorofare Bay � � � � � � � � 221
West Turtle Shoal � � � � � � � � 350
Whalebone � � � � � � � � � � � 205
Whale Branch � � � � � � � � � � 265
Whale Harbor Channel � � � � � � 398
Whale Head Bay � � � � � � � � � 209
Whichard Beach � � � � � � � � � 218
Whipping Creek � � � � � � � � � 213
Whiskey Creek (Dania Sound) � � � 392
White Oak River � � � � � � � � � 230
White Point � � � � � � � � � 222, 372
Whittaker Creek � � � � � � � 219, 366
Wiggins � � � � � � � � � � � � 261
Wilkerson Creek � � � � � � � � � 366
Williamston � � � � � � � � � � � 212
Williman Creek � � � � � � � � � 261
Williman Islands � � � � � � � � � 261
Willtown Bluff � � � � � � � � � � 261
Wilmington � � � � � � � � � � � 232
Wilmington River � � � � � � 276, 373
Wilmington Short Cut � � � � � � 369
Wilson Bay � � � � � � � � � � � 230
Wilson Cove � � � � � � � � � � � 307
Wilson Key � � � � � � � � � � � 398
Wimbee Creek � � � � � � � � � � 261
Wimble Shoals� � � � � � � � � � 206
Wind Chill and Frostbite� � � � � 20, 199
Wind-driven currents � � � � � � � 190
Windley Harbor � � � � � � � � � 398
Winds � � � � � � � � � � � � � 197
Windsor � � � � � � � � � � � � 212
Winyah Bay � � � � � � � � � � � 241
Wisteria Island� � � � � � � � 353, 354
Wolf Island � � � � � � � � � � � 280
Wolf Island National Wildlife Refuge � 374
Woodbine � � � � � � � � � � � � 287
Wood Landing � � � � � � � � � � 220
W� P� Franklin Lock 11428 � � � � � 387
Wright Creek � � � � � � � � 216, 366
Wright Monument � � � � � � � � 205
Wright River � � � � � � � � � � 373
Wrightsville � � � � � � � � � 231, 368
Wrightsville Beach � � � � � � � � 231
Wysocking Bay� � � � � � � � � � 215
Y
Yauhannah � � � � � � � � � � � 244
Yellow Bluff � � � � � � � � � � � 278
Yeopim River � � � � � � � � � � 211
Yonges Island � � � � � � � � � � 372
25 AUG 2024
25 AUG 2024
25 AUG 2024
