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Cape Cod To Sandy Hook

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Cape Cod To Sandy Hook

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Contents

The Atlantic coast from Cape Cod to Sandy Hook embraces part of the coast of Massachusetts and all of the coasts of Rhode Island, Connecticut and New York. To the mariner this area presents problems of unusual difficulty because of the off-lying shoals, strong and variable currents, large amounts of fog and turbulence of wind and sea in the great storms that so frequently sweep it. Additionally, the mariner is faced with the great volume of waterborne traffic that moves through the area to and from the Port of New York.


Prominent features

The principal geographic features include Georges Bank, Nantucket and Vineyard Sounds, Buzzards Bay, Narragansett Bay, Long Island Sound and tributaries and New York Harbor and tributaries including the Hudson River.

Cape Cod, a long peninsula jutting eastward from the mainland of Massachusetts, may be likened to an arm bent upward at the elbow. It was originally formed by the last great glacier and has been refashioned by the seas and wind. The outer end of The Cape, as it is called by eastern New Englanders, is a barren region of sand dunes with long yellow beaches, while much of the remainder of the forearm is bleak grassy country. The southern side of the delta-like plain of Cape Cod has been cut along high bluffs by the surf and waves. This section of the coast is covered with growth of pitch pine and scrub oak.

Nantucket, Martha’s Vineyard, the Elizabeth Islands and numerous smaller islands were also formed by the glacier. The plains of Martha’s Vineyard and Nantucket are broad grassy heaths. The Elizabeth Islands are hilly and partly wooded, and generally the shores are low bluffs.

The western shore of Buzzards Bay is of moderate height, very gently sloping, cleared and cultivated with occasional groves of trees. Several towns and the city of New Bedford are visible along the shores.

Between Buzzards and Narragansett Bays the coast is a mass of sand dunes with steep faces forming a line along the shore. Several headlands along this stretch of coast have fine sand beaches between them.

The boundary line between Massachusetts and Rhode Island strikes the coast just westward of Quicksand Point.

Among the islands in Narragansett Bay are Rhode (Aquidneck) Island, Conanicut and Prudence. These rather large islands are gently sloping, undulating and covered with cultivated fields and orchards and occasional groves of trees.

Westerly from Point Judith to Napatree Point is a continuous line of beaches behind which are many saltponds. These ponds have been formed by the sea breaking through the outer sand barrier and then depositing sand to close the opening. The shore near the water is low, grassy and nearly level but gradually rises with a series of gentle curves to higher wooded lands some distance back.

Block Island is another formation of the glacier. A prominent feature of the island is the entire absence of trees. The surface when viewed from eastward has a grassy undulating appearance, and the hills in many places show steep sandy faces. Near the shoreline the land is low but rapidly rises toward the center of the island to steep hills covered only with grass and dotted occasionally with houses.

The boundary line between Rhode Island and Connecticut follows the Pawcatuck River to above the head of navigation.

The coastline of Connecticut is rockbound and rugged, with numerous sandy beaches and occasional salt meadows or marshland. The surface is mildly rolling near the shore. The depression of small valleys along the shore has created a number of good harbors. The shoreline has been well developed commercially and residentially. It is lined with seaside resorts, state parks and bathing beaches.

The boundary line between Connecticut and New York follows the Byram River for slightly over 1 mile.

Long Island, originally formed by the glacier and thrusting about 105 miles eastward from New York Bay to a point abreast of New London, faces the New England coast across Long Island Sound on the north. Its eastern end is split by Peconic Bay and the 35- and 25-mile peninsulas thus formed are the north and south flukes. The island is almost a plain. On the north coast, bluffs rise to a height of 200 feet. South of these, extending well into the island’s midsection, run several chains of hills. The south shore is a barrier beach from about 30 miles west of the eastern extremity to the western end, which has been developed into a series of bathing resorts.


Disposal sites and dumping grounds

These areas are rarely mentioned in the Coast Pilot but are shown on the nautical charts. (See Disposal Sites and Dumping Grounds, chapter 1, and charts for limits.)


Aids to navigation

Lights and buoys are the principal guides that mark the approaches to the important harbors. Many of the light stations have sound signals, particularly those in the vicinity of the larger ports.

Radar is an important aid in most of this area but should not be relied upon for ranges to the beach in areas such as the south coast of Long Island that offer a relatively low relief. Many of the coastal buoys are equipped with radar reflectors. Radar is of particular importance in detecting other traffic and in the prevention of collisions during periods of low visibility, which are common in this area—refer to the U.S. Coast Guard’s Light List for a complete description of navigational aids.


COLREGS Demarcation Lines

Lines have been established to delineate those waters upon which mariners must comply with the Inland Navigational Rules Act of 1980 (Inland Rules). The waters inside of the lines are Inland Rules Waters, and the waters outside of the lines are COLREGS Waters. (See 33 CFR 80, chapter 2, for specific lines of demarcation.)


Ports and waterways safety

Refer to 33 CFR 160, chapter 2, for regulations governing vessel operations and requirements for notification of arrivals, hazardous conditions and certain dangerous cargoes to the Captain of the Port.

Regulated Navigation Areas have been established within the navigable waters of the First Coast Guard District to increase operational safety for towing vessels and tank barges. (See 33 CFR 165.100, chapter 2, for limits and regulations.)


Harbor entrances

The entrances to most of the harbors have dredged channels marked with navigational aids and are easy of access. In some cases jetties and breakwaters extend offshore from the entrances. The entrances to the inlets along the south shore of Long Island are subject to frequent change due to the shifting sand bars.

Traffic Separation Schemes (Traffic Lanes) have been established in the approaches to Buzzards Bay, Narragansett Bay and New York Harbor. (See chapters 5, 6 and 11, respectively, for details.)

Vessel Traffic Service, New York, operated by the U.S. Coast Guard, serves New York Harbor. (See 33 CFR 161.1 through 161.25, chapter 2, for regulations.)


Channels

Federal project depth is a design dredging depth authorized for a channel constructed by the U.S. Army Corps of Engineers (USACE) or their authorized contractor; the project depth may or may not be the goal of maintenance dredging after completion of the original channel, and for this reason, project depth must not be confused with controlling depth. Controlling depth in a channel is its least depth; it restricts use of the channel to drafts less than that depth.

Channel information and minimum depths in deepwater and secondary channels that are regularly maintined by the USACE are available on NOAA Electronic Navigational Charts. Surveys and channel condition reports are available through a USACE hydrographic survey website listed in Appendix A. Owing to constant shoaling in places, depths may vary considerably between maintenance dredgings. In the case of other channels, the controlling depths printed in the Coast Pilot are from the latest available reports which may, however, be several years old.


Anchorages

There are numerous anchorages in Nantucket and Vineyard Sounds, Buzzards, Narragansett and Gardiners Bays and Long Island Sound, where vessels with good ground tackle can ride out any gale. Between Cape Cod and Sandy Hook, the more important harbors, either commercially or as harbors of refuge, are New Bedford, Newport, Providence, New London, New Haven and Bridgeport on the mainland, Greenport and Port Jefferson on Long Island, City Island, New York and vast New York Harbor. (See 33 CFR 110, chapter 2, for limits and regulations.)


Marine Protected Areas

The chapters that follow may contain references to Marine Protected Areas (MPAs) occurring in navigable coastal waters of the Northeast Atlantic coast. This critical environmental information is intended to inform readers about the location, purpose and legal restrictions of coastal MPAs, with an emphasis on activities of interest to the maritime community. For detailed information on MPAs, visit marineprotectedareas.noaa.gov. Some of the major MPAs are listed below.

Northern Inshore Lobster Waters includes the State waters of RI, MA, NH and ME.

Northern Nearshore Lobster Waters includes the federal waters of RI, MA, NH and ME.

Offshore Lobster Waters, about 60 miles offshore to the Exclusive Economic Zone (EEZ) edge, extend from the U.S. Canadian border to Cape Hatteras, NC.

Southern Nearshore Lobster Waters and Mid-Atlantic Coastal Waters Area includes the state and federal waters along the continental shelf from Long Island to Cape Hatteras, NC.


Dangers

The most important dangers confronting the navigator when approaching the area are the great banks and shoals in the eastern approach. The remainder of the isolated dangers throughout the area and in the approaches to the harbors are for the most part well marked and charted.


Pipelaying barges

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 (156.80 MHz) for passage instructions.


North Atlantic right whales

The North Atlantic right whale is one of the world’s most endangered large whale species. North Atlantic right whales are found primarily in continental shelf waters between Florida and Nova Scotia. They migrate annually along the east coast between the feeding grounds off New England and Canada and the calving grounds off Florida, Georgia and South Carolina. Because right whales mate, rest, feed and nurse their young at the surface, and often do not move out of the way of oncoming ships, they are highly vulnerable to being struck. Pregnant females and females with nursing calves appear to be particularly vulnerable to collisions with ships. Ship strikes and fishing gear entanglements are the two known sources of human-related mortality. Intentionally approaching within 500 yards of right whales is prohibited and is a violation of federal law. (See 50 CFR 224.103, chapter 2 for limits, regulations and exceptions.)

Description of North Atlantic right whale: Right whales are large baleen whales. Adults are generally 45 to 55 feet in length and can weigh up to 70 tons. The body is mostly black, but irregularly shaped white patches may be present on the ventral surface. The best field identification marks are a broad back with no dorsal fin, irregular bumpy white patches (callosities) on the head and a distinctive two-column V-shaped blow when viewed from directly behind or in front of the whale. The whales have broad, paddle-shaped flippers and a broad, deeply notched tail. (See following diagrams and photographs.) Right whales are slow moving and seldom travel faster than 5 or 6 knots. They can stay submerged for 10 to 20 minutes and may appear suddenly when surfacing to breathe. They are often seen alone or in small groups. At times, right whales form large courtship groups of 20 to 30 animals.

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Seasonal occurrence of North Atlantic right whales—During seasons and in areas where right whales may occur, vessel operators should maintain a sharp lookout for whales and reduce speeds when consistent with safe navigation. In any given year oceanographic variability may affect the seasonal distribution of right whales. In 1986, right whales were frequently sighted within the Stellwagen Bank National Marine Sanctuary throughout the summer, and in the early spring of 1998 a large number of right whales were documented near the Narragansett/Buzzards Bay Traffic Separation Scheme. 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).

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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 (SMAs) 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. NOAA Fisheries may also establish voluntary Dynamic Management Areas (DMAs) when right whales are present in areas and times not covered by the SMAs. Information about established DMAs will be announced over NOAA’s customary maritime communication media. Mariners are encouraged to avoid or reduce speeds to 10 knots or less while transiting through DMAs.


Area to be avoided

In order to significantly reduce the risk of ship strikes to the North Atlantic right whale, an area to be avoided was established in the Great South Channel, east of the Boston Harbor traffic lanes. Ships of 300 gross tons and above should avoid the area bounded by lines connecting the following geographical positions:

;

;

; and

between the period of April 1 through July 31.

Early Warning and Sighting Advisory Systems: As weather and conditions permit, dedicated seasonal programs of aerial and vessel surveys are conducted in the Northeast and Southeast U.S. to provide whale sighting information to mariners. Surveys typically occur in the following locations at the specified times: a) Cape Cod Bay, the Gulf of Maine, the Great South Channel and Rhode Island, Block Island, and Long Island Sounds from January through July; b) South Carolina/North Carolina border south to Crescent Beach, FL, from December through March. Survey planes occasionally use VHF-FM channel 16 to contact ships directly if whales have been spotted in close proximity to that vessel. However, many right whales go undetected by surveys. Seasonal right whale advisories and sighting reports are broadcast periodically for these and surrounding areas by Coast Guard Broadcast Notice to Mariners, NAVTEX, NOAA Weather Radio, Cape Cod Canal Vessel Traffic Control and the Bay of Fundy Vessel Traffic Control and are included in the return message from the Right Whale Mandatory Ship Reporting (MSR) systems. General sighting information may be obtained by sending an e-mail to ne.rw.sightings@noaa.gov (Northeast) or se.rw.sightings@noaa.gov (Southeast).

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:

Before entering right whale habitat (See “Seasonal Occurrence” table), check Coast Guard Broadcast Notices to Mariners, NAVTEX, NOAA Weather Radio, Mandatory Ship Reporting (MSR) system, Cape Cod Canal Vessel Traffic Control or the Bay of Fundy Vessel Traffic Control as well as other sources for recent right whale sighting reports. Local ship pilots also have information on whale sightings and safe local operating procedures.

Review right whale identification materials and maintain a sharp watch with lookouts familiar with spotting whales. Although right whales are large, their dark color and lack of a dorsal fin can make them difficult to spot.

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.

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.)

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:

location, date and time of the accident or sighting of a carcass or an entangled whale,

speed and course of the vessel,

vessel specifications such as size and propulsion,

water depth,

environmental conditions such as visibility, wind speed and direction,

description of the impact,

fate of the animal, and

species and size, if known.

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 2007, the northern leg of the Boston Traffic Separation Scheme (TSS) was shifted to direct ship traffic away from an area of high whale density. Use of the modified TSS is expected to considerably reduce the risk of striking a whale.

Mandatory Ship Reporting Systems (MSR) WHALESNORTH and WHALESSOUTH: 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.

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.

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 Coast Guard Sector Office.

Northeastern reporting system/Southeastern reporting system (See 33 CFR 169.105 and 169.115, chapter 2, for limits.)

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:

Email: RightWhale.MSR@noaa.gov or

Telex: 48156090.

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.

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Georges Bank

is an extensive bank with depths of less than 50 fathoms, extending for over 150 miles northeastward from the offshore end of Nantucket Shoals.

In heavy weather the danger area may be considered to be the oval-shaped top of the bank that is about 80 miles long in a northeast and southwest direction and that has a maximum width of about 50 miles. The bottom within this area is extremely broken and irregular, with a great number of ridges and shoal spots having depths of less than 10 fathoms. Between these shoals are channels of varying widths in which depths of about 20 fathoms may be found. All of this area lies within the 30-fathom curve and so much of it has depths of less than 20 fathoms that it may practically all be considered to lie within a generalized 20-fathom curve.

On the southeast side of the bank, outside the 20-fathom curve, the water deepens gradually and with such regularity that soundings would be of considerable value in approaching the bank. On the northwest side the water deepens more rapidly.

The bottom is generally of sand, sometimes with shell, and in places pebbles. Bottom samples as obtained during surveys are shown in a great many places on the charts.

The two principal dangers on Georges Bank are Georges Shoal and Cultivator Shoal, which are near the center of the danger area. Around these shoals the sea breaks in depths of 10 fathoms during heavy weather, and the locality should be avoided by deep-draft vessels.

Georges Shoal is a ridge about 13 miles long on which are several shallow depths of 1½ to 3 fathoms.

Cultivator Shoal, about 20 miles westward of Georges Shoal, is a ridge nearly 15 miles long, on which depths of 3 to 10 fathoms are found. The 3-fathom spot is near the north end of the shoal. In 1980, a submerged obstruction was reported about 8.7 miles northwest of the 3-fathom spot in about ; vessels engaged in bottom operations are advised to exercise caution in the area.

The entire area within the 20-fathom curve has an extremely broken bottom. There are numerous ridges and shoal spots on which depths dangerous to navigation, particularly in heavy weather, may be found. These shoal spots generally have steep sides, and very little or no indication of their existence is given by soundings. Tide rips and swirls, as well as overfalls, are common in the vicinity of these spots but are not always visible. They show best with a smooth sea and with the current flowing in certain directions. These disturbances are not usually over the shoalest depths but are commonly alongside them. Small, detached overfalls may be seen in 20 fathoms of water. The tidal currents are rotary with no period of slack water. The velocity at strength is about 2 knots, and the velocity of the minimum current that occurs about midway between the times of strength is about 1 knot. The hourly velocities and directions of the tidal current are shown by means of current roses on National Ocean Service charts.

A navigator must bear in mind while in an area of this character that it is impossible for the surveyor, without a vast expenditure of time, to determine and locate all of the shoalest spots on the many dangerous shoals found. Sudden shoaling on such a bank must be considered an indication of possibly dangerous water. This bank has not been wire dragged.

Nantucket Shoals is the general name of the numerous different broken shoals that lie southeastward of Nantucket Island and make this one of the most dangerous parts of the coast of the United States for the navigator. These shoals extend 23 miles eastward and 40 miles southeastward from Nantucket Island. They are shifting in nature, and the depths vary from 3 to 4 feet on some to 4 and 5 fathoms on others, while slues with depths of 10 fathoms or more lead between those farthest offshore. The easterly edge of the shoals has depths of 3 and 4 fathoms in places.


Area to be avoided

Because of the great danger of stranding and for reasons of environmental protection, the International Maritime Organization (IMO) has established an area to be avoided in the area of Nantucket Shoals. All vessels carrying cargoes of oil or hazardous materials and all other vessels of more than 1,000 gross tons should avoid the area bounded by the following points:

;

;

;

;

; and

The currents in the area are strong and erratic, reaching a velocity of 3 to 5 knots around the edges of the shoals. They are made erratic by the obstruction of the shoals, in some cases being deflected to such an extent as to cause the direction to change 180° from one side of the shoal to the other.

The tidal current over the shoals is rotary, turning clockwise. Observations in the area indicate an average velocity at strength of about 2.5 knots, but this probably varies appreciably from place to place. Similarly the direction of the current at strength probably depends on the orientation of channels between shoal areas.

Since the current is rotary, there is no true slack. Observations in the area show an average minimum of about 0.5 knot.

The tidal current south of Asia Rip is rotary, turning clockwise. The average velocity at strength is 0.8 knot; the average minimum is 0.6 knot.

Hourly average velocities and directions for Davis Bank and the area south of Asia Rip, referred to predicted times of maximum flood at Pollock Rip Channel, are furnished in the Tidal Current Tables. However the tidal currents are appreciably influenced by winds.

Nantucket Shoals should be entirely avoided by deep-draft vessels when possible and by light-draft vessels without local knowledge, on account of the treacherous currents. There are, however, channels through these various shoals that can be negotiated with local knowledge and caution. In calm weather at slack water these shoals are sometimes difficult to see, and a vessel is liable to be taken into shoaler water than was intended.

Calm, clear days are few; when the sea is calm it is usually foggy, and when clear, it is usually rough. Also to be expected is a considerable amount of hazy weather, which limits visibility.

Should it become necessary to anchor in this area, open sea anchorage may be had anywhere that depths permit. Due consideration should be given to the close proximity of shoals and possibility of dragging due to the winds and currents. Generally it has been found best to avoid the deeper channels and, when rougher water is experienced, to anchor in the lee of a shoal, which would tend to knock down the heavier swells. A scope of five to one or greater should always be used.


North Atlantic right whales

Endangered North Atlantic right whales may occur along the northern edge of Georges Bank (peak season: March through July). (See North Atlantic right whales, indexed as such, in this chapter for more information on right whales and recommended measures to avoid collisions.)

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 Great South Channel Seasonal Management Area between April 1 and July 31. The area is defined as the waters bounded by:

;

;

;

;

; thence back to starting point. (See 50 CFR 224.105, chapter 2, for regulations, limitations and exceptions.)

Georges Bank Closure Areas, Marine Protected Areas (MPAs), extend south and east of Cape Cod to the boundary with the Exclusive Economic Zone (EEZ). Nantucket Lightship Closed Areas include waters south and east of Nantucket Island extending to the west edge of Georges Bank.

Nantucket Shoals is made up of the following parts:

Phelps Bank, the southeasternmost part of the Nantucket Shoals, is about 6.5 miles long and 2.5 miles wide. A lighted whistle buoy, marking the entrance to the Boston Harbor Traffic Separation Scheme, is about 12 miles eastward of Phelps Bank.

Asia Rip, the shoalest point of the bank with 5¾ fathoms, is at the southern end. The wreck of the SS OREGON, covered 3¼ fathoms, is at , 3 miles south-southeastward of Asia Rip.

Middle Rip, with a least-found depth of 4 fathoms and lying north-northwest of Phelps Bank, is about 13.5 miles long and 4.5 miles wide. This shoal consists of two large parts with depths of 4 fathoms on the east and 6 fathoms on the west, separated by a channel with a depth of 7 fathoms and four outlying shoals of 8 to 10 fathoms.

Fishing Rip, bow-shaped, with depths of 3 to 10 fathoms, is about 26 miles long north and south and 6.5 miles wide at its widest point. The north point is 20 miles 073° and the south point is 27.5 miles 136°, respectively, from Sankaty Head Light. A large wreck area is near the southern part of Fishing Rip. A wreck and a submerged obstruction are also near the southern portion of the rip in about and , respectively.

The unmarked channel westward of Fishing Rip is obstructed by three shoals in the northern section that have least-found depths of 7½, 4½ and 10 fathoms. In the southern part of this channel are four shoals with depths of 8 to 10 fathoms.

Davis Bank, the innermost of the outer Nantucket Shoals, is bow shaped and has depths of 2¾ to 10 fathoms of water over it. The bank is about 30 miles long north and south and has a greatest width of 4 miles. The wreck of the vessel PROGRESS is off the inner edge of the bank about 13 miles north-northeastward of the southern end of the bank.

The channel westward of Davis Bank is marked on its west side by lighted and unlighted buoys. A racon is at the northernmost lighted buoy. The use of this channel should be restricted to clear weather due to the strong currents encountered throughout this area.

The inner Nantucket Shoals all lie within the 10-fathom curve. The area is very foul. Only a few of the shoals are described. Davis South Shoal, about 20 miles south-southeast of Sankaty Head, consists of two spots of 2¾ and 2½ fathoms about 1.5 miles apart.

Old South Shoal, consisting of two spots of 2½ fathoms with a 2-fathom spot and foul ground between them, is about 13.5 miles southeast of Sankaty Head. This shoal is unmarked.

, about 13 miles east-southeast of Sankaty Head, has depths of 1 to 2¾ fathoms. This shoal is about 7 miles long north and south and 1 to 2 miles wide. About 1.5 miles westward of Great Rip and separated from it by depths of 14 to 19 fathoms is an unnamed and unmarked shoal of 1½ to 2½ fathoms. Breakers are usually observed on the shoal.

Rose and Crown is a boot-shaped shoal with its southern end about 10.5 miles east of Sankaty Head. The shoal extends about 5 miles northward and then 3 miles westward. Depths of 1¼ and 1½ fathoms are found in the leg of the boot, a depth of ½ fathom forms the heel and a depth of 1¼ fathoms is found in the toe. Northward of the toe of Rose and Crown is a shoal with foul ground and spots of 1½ and 2½ fathoms. Rose and Crown breaks heavily.

, about 2.5 miles eastward of Sankaty Head, is about 3.5 miles long north and south. A depth of ½ fathom is 3 miles 115° from the light. The northern end of the shoal has a depth of 2 fathoms. extends 4.5 miles southwestward from a point 1.5 miles off the southeastern end of Nantucket Island. Depths of 1¼ to 2¾ fathoms are found on this shoal.

, the northernmost of the Nantucket Shoals and marked on its northern side by lighted buoys, forms part of the southern side of Great Round Shoal Channel. Depths on this shoal vary from 2¼ to 3½ fathoms.

Great South Channel is the passage between the easternmost of the Nantucket Shoals and the westernmost shoal spots of Georges Bank. The approximate center of the channel extends from to The channel is about 27 miles wide and has depths of 19 fathoms and greater throughout, with lesser depths along the eastern and western edges. The Great South Channel is a feeding area for endangered North Atlantic right whales in spring and summer (peak season: March through July, although right whales have been seen in the area year round).

Great South Channel lies within the federally designated critical habitat for North Atlantic right whales. In some years, more than a third of the remaining population of North Atlantic right whales can be found in the Great South Channel at any one time. It is illegal to approach closer than 500 yards of any right whale. (See 50 CFR 224.103(c), chapter 2, for limits and regulations.) It is recommended that all large vessels (over 100 gross tons) avoid operating in the critical habitat during the peak period of right whale occurrence (March through July). When the area cannot be avoided, precautionary measures should be taken to reduce the risk of ship strikes. (See North Atlantic Right Whales, indexed as such, in chapter 3 for more information on right whales and recommended measures to avoid collisions with whales.)

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 Great South Channel Seasonal Management Area between April 1 and July 31. The area is defined as the waters bounded by:

; thence back to starting point. (See 50 CFR 224.105 in chapter 2 for regulations, limitations and exceptions.)

Vessels transiting within the Great South Channel may transit into the WHALESNORTH Mandatory Ship Reporting Area. Each self-propelled ship of 300 gross tons or greater entering WHALESNORTH must participate in the 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.

Restricted Lobster and Gillnet Marine Protected Areas (MPAs) are in Great South Channel.

Submarine canyons are indentations in the edge of the Continental Shelf, which is bounded on its seaward side by the 100-fathom curve. They may be traced from depths of 1,000 fathoms or more to the shoaler areas of the Continental Shelf. The navigator who has available some means of echo sounding should have in mind the various canyons found in this locality. The soundings in crossing them are very characteristic in each case, and such soundings may be used to determine the vessel’s position with considerable accuracy.

The names of some of the most important submarine canyons are shown on the charts. The longitude following the name is approximate and only given to assist in locating the feature on the chart. , 66°10'W., on the eastern side of Georges Bank, has a northwesterly trend. On the southern side and toward the western end of Georges Bank, having a northerly trend, are Lydonia Canyon, 67°40'W.; Gilbert Canyon, 67°50'W.; Oceanographer Canyon, 68°05'W.; and Welker Canyon, 68°30'W. Southeastward and southward of Nantucket Shoals, having a northerly trend, are Hydrographer Canyon, 69°00'W.; Veatch Canyon, 69°35'W.; and Atlantis Canyon, 70°15'W., Block Canyon, 71°20'W., is south-southeasterly of Block Island Sound and has a north-northwesterly trend. Hudson Canyon, 72°20'W., extends northwestward to the mouth of the Hudson River. The inshore section of this canyon is called Mud Gorge.

Many vessels have been wrecked along this coast as a result of collision, foundering and other causes. Most of the offshore wrecks have been located and surveyed to determine the least depth over the highest projecting part. Dangerous wrecks for the most part are marked by buoys of various colors and shapes and often show a quick-flashing or an interrupted quick-flashing light.

Many vessels have grounded in fog on the south side of Long Island and on Block Island. Probably many of these wrecks could have been avoided if frequent soundings had been taken in approaching the coast. Vessels equipped to do so should make good use of the electronic aids to navigation systems along the coast to check their position frequently.

The coastal waters contain numerous lobster pots.Small painted wooden buoys of various designs and colors, secured by small lines, float on the surface; in some cases a second buoy, usually an unpainted wooden stick or bottle and difficult to see, is attached to the lobster pot. These buoys extend from shore out to, and in many cases across, the sailing routes. Small yachts and motor boats are cautioned against fouling them, which is liable to result in a sprung shaft or lost propeller. Fishtraps and fish havens are discussed in chapter 1.

Fishweirs are numerous along the outside coast and inside waters. The stakes often become broken off and form a hazard to navigation, especially at night. The areas within which fishweirs are permitted have been established under federal authority and are shown on the ENC’s and large scale charts. The exact locations of the weirs within the designated areas are not shown. Strangers should proceed with caution when crossing areas of possible fishweirs and should avoid crossing such areas at night.

Danger zones have been established within the area of this Coast Pilot. (See 33 CFR 334, chapter 2, for limits and regulations.)


Drawbridges

The general regulations that apply to all drawbridges are given in 33 CFR 117.1 through 117.49, chapter 2, and the specific regulations that apply only to certain drawbridges are given in 33 CFR 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.

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 specific drawbridge regulations. The specific regulations also address matters such as restricted operating hours and required advance notice for openings.

The mariner should be acquainted with the general and specific regulations for drawbridges over waterways to be transited.


Routes

Approaching this section of the coast is dangerous for all vessels because of the off-lying banks and shoals, the strong and variable currents, frequency of fog and the broken nature of the bottom. Soundings alone are of little value in establishing the position of a vessel, but the depth should be checked frequently to ensure that the vessel clears all dangers.

In thick weather especially, the greatest caution is necessary, and vessels equipped to do so should make good and timely use of the electronic aids to navigation systems to check their position frequently. The depth should never be shoaled to less than 15 fathoms without an accurate fix having been obtained, and it is advisable to remain offshore in depths of 20 fathoms or more.

The part of Georges Bank lying between latitude 41°05'N., and 42°00'N., and longitude 67°17'W., and 68°35'W. should be avoided. In heavy weather the sea breaks on the spots with 10 fathoms or less, and strong tide rips are encountered. The tide rips do not always indicate shoal water.

Vessels passing southward of the dangerous part of Georges Bank should keep in 30 fathoms or more. Approaching this part of the bank from eastward or southward, the water shoals gradually. Approaching from the westward, the depths are irregular and the water shoals abruptly in places of 20 fathoms or less. On the north side of Georges Bank between longitudes 66°00'W., and 68°00'W., the 100-fathom and 50-fathom curves are only a few miles apart, and when approaching the dangerous part of the bank from northward 50 fathoms may be taken as a good depth to avoid the shoals.

Vessels equipped with echo sounding devices and following the 100-fathom curve along the south side of Georges Bank can frequently verify their position when crossing the several submarine gorges or canyons.

Approaching New York from the area south of Asia Rip, a slight allowance should be made for a southwesterly set of the current. Should the wind be easterly, it is customary to allow, in order to make a course good, a set of the current with it of at least 0.5 knot.

The North Atlantic Lane Routes are described in NV PUB. 106, Atlas of Pilot Charts, North Atlantic Ocean (including the Gulf of America), published by the National Geospatial-Intelligence Agency, Washington, DC.

Deep-draft vessels coming from Cape Hatteras, Chesapeake Bay, Delaware Bay or New York usually enter the precautionary area southeast of Asia Rip, then head north through Great South Channel to Cape Cod or the Gulf of Maine.

Vessels of medium draft coming from the southward, or southbound from Boston or ports farther east, may use Cape Cod Canal or Vineyard and Nantucket Sounds via Pollock Rip Channel. Great Round Shoal Channel is also available, but seldom used, as an entrance to or exit from Nantucket Sound. The controlling depth for these passages is from 27 to 32 feet. They avoid Nantucket Shoals and are used by coasting vessels. Small vessels and pleasure craft usually pass through Long Island Sound when proceeding coastwise.


Current

The Tidal Current Tables at tidesandcurrents.noaa.gov/currents13 should be consulted for specific information about times, directions and velocities of the current at the numerous locations throughout the area. It must be borne in mind that the current to which a vessel is subjected at any time is the combination of tidal current, wind current and other currents such as those due to drainage or oceanic circulation.

Away from the immediate vicinity of the shore, the tidal currents are generally rotary. They shift direction, usually clockwise, at an average rate of about 30° an hour. They attain velocities of 1 to 2.4 knots or more throughout the Nantucket Shoals-Georges Bank area, the larger velocities occurring generally over the shoaler parts of the area. Between Nantucket Island and Sandy Hook their velocities generally do not exceed 0.5 knot except in the vicinities of the entrances to the larger bays and inland waterways, where the velocities increase as the entrances are approached. For considerable distances from the entrances, strengths of flood and ebb set, respectively, toward and away from those entrances, and minimums of velocity, corresponding to the slacks of reversing currents, set at right angles to the directions of the flood and ebb strengths.

Offshore and away from the influence of the tidal flow into and out of the Gulf of Maine and the larger bays, the tidal current maintains an approximate uniform velocity. Shifting its direction continuously to the right, it sets in all directions of the compass during each tidal cycle of 12.4 hours.

In the offshore area between Cape Cod and Sandy Hook there is a resultant southward drift that is stronger in winter than in summer and has an average velocity less than 0.1 knot.


Wind current

Wind currents are very complicated. Their velocities and directions depend upon a number of factors such as velocity, direction and duration of the wind, the proximity of the coast and the direction of the coastline. Generally in the Northern Hemisphere the wind-driven current sets somewhat to the right of the wind, but in coastal waters there are many exceptions to this general rule, the current often setting to the left of the wind, due to the tendency of the current to follow the direction of the coastline or to other local conditions.

The velocity of the current relative to that of the wind also varies with the location. It follows, therefore, that local wind current information is desirable. Such information based upon extensive current and wind observations at a number of stations is 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.

The largest current velocities likely to occur during storms at a number of locations offshore and in the sounds are given as follows: 1.5 miles east of Broken Part of Pollock Rip, 2.5 knots; Stone Horse Shoal, 4 knots; 1 mile east of Great Round Shoal Channel Lighted Buoy 2, Nantucket Entrance, 2.5 knots; 13 miles southeast of Asia Rip, 2.5 knots; Cross Rip Shoal, 2.5 knots; Hedge Fence Lighted Gong Buoy 22, Nantucket Sound, 2.5 knots; 1.5 miles southeast of Buzzards Bay Entrance Light, 2 knots; Brenton Reef, 1.5 knots; 0.5 mile south of Bartlett Reef, Long Island Sound, 2.5 knots; 3 miles southward of Cornfield Point, 4 knots; 6.25 miles northwest of Cholera Bank, 1.5 knots.


Weather, Cape Cod to Sandy Hook

From Georges Bank and the shoals of Nantucket to New York Harbor, fog, currents, winds and waves are constant threats to safe navigation. The following text describes the weather problems that face the mariner when navigating these waters. This section presents an overall, seasonal picture of the weather that can be expected in the offshore waters along the coast of the mid-Atlantic region from Cape Cod, MA, to Sandy Hook, NJ. Detailed information, particularly concerning navigational weather hazards, can be found in the weather articles in the following chapters.

All weather articles in this volume are the product of the National Oceanographic Data Center (NODC) and the National Climatic Data Center (NCDC). The meteorological and climatological tables are the product of the NCDC. Both centers are entities of the National Environmental Satellite, Data, and Information Service (NESDIS) of the National Oceanic and Atmospheric Administration (NOAA). If further information is needed in relation to the content of the weather articles, meteorological tables or climatological tables, contact the National Climatic Data Center, Attn: Customer Service Division, Federal Building, 151 Patton Avenue, Room 120, Asheville, NC 28801-5001. You may also contact the CSD at 828–271–4994 or fax your request to 828–271–4876.

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Climatological tables and meteorological tables for coastal locations relevant to discussions within this volume are located in this chapter (chapter 3) and in following chapters within the appropriate port text description. The climatological tables are a special extraction from the International Station Meteorological Climate Summary (ISMCS). The ISMCS is a CD-ROM jointly produced by the National Climatic Data Center (NCDC), Fleet Numerical Meteorology and Oceanography Detachment-Asheville, and the U.S. Air Force Environmental Technical Applications Center, Operating Location–A. The meteorological tables for the ocean areas are compiled from observations made by ships in passage and extracted from the National Climatic Data Center’s Tape Deck-1129, Surface Marine Observations. Listed in Appendix A are National Weather Service offices and radio stations that transmit weather information.

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Extratropical cyclones

One of the biggest problems in these waters is the winter storm; the most powerful of these is the “Nor’easter.” It generates rough seas, strong winds and high tides that threaten safety at sea and cause damage in port. These storms do not often come without warning. Approaching from the U.S. mainland or from the seas to the south they are usually well forecasted. Difficulty arises when they develop or deepen explosively off the mid-Atlantic coast. Sometimes called “Hatteras Storms,” these lows can grow from small, weak frontal waves to full-blown systems in less than 24 hours. Not only can their circulation expand to cover most of the western North Atlantic but they often accelerate rapidly northeastward. In the exposed waters these storms can generate 40-foot (12 m) waves and hurricane-force winds. Each year more than 40 extratropical systems move across or close to this coast. They average about two to four per month, but as many as ten can affect the region in a single month. Most systems are weak but a few generate gales and rough seas for hundreds of miles, particularly from September through April.

The major winter storm track runs in a line approximately from Cape Hatteras to Cape Cod. Most of the storms that follow this track intensify; the center of intensification is off Delaware Bay. In addition to the forecast, certain atmospheric changes indicate a storm is approaching. The most dependable early indicator is falling pressure. A definite weather change is likely if you observe pressure falls exceeding 2 mb every 3 hours; a drop of 5 mb/3 hours indicates a strong change while 10 mb/3 hours warns of an impending extreme event.

As a storm approaches, winds strengthen, clouds thicken and lower and precipitation begins. Early in the storm’s life wind waves can become steep very quickly, making it difficult to reach port especially when you have to navigate an inlet where breaking waves are treacherous. In deeper waters, waves can build to over 20 feet. During winter the possibility of superstructure icing calls for an early course of action based upon the latest forecast and a knowledge of your vessel.

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Cold fronts

This weather hazard usually approaches from the west through north. Ahead of the front, winds are usually squally and often blow out of the south through southwest. Cirrus clouds give way to Altocumulus or Altostratus and Nimbostratus, then Cumulonimbus. Pressure falls moderately and showers, and perhaps thunderstorms, occur. Seas become choppy. With the frontal passage winds shift rapidly to the west and northwest. Strong gusts and squalls continue. Clearing usually occurs a short distance behind the front as the cold air moves in. Cold fronts can move through the area quite rapidly. Their speed varies from about 10 to 20 knots in summer up to 40 knots in winter. From spring through fall these fronts are often preceded by dense fog.

During the spring and summer when the air ahead of the cold front may be very unstable, a line of thunderstorms, known as a squall line, may develop. These instability lines can form 50 to 300 miles ahead of a fast moving front. They may even contain tornados or waterspouts. These storms can inflict considerable damage on fishing vessels and small craft.


Tropical cyclones

A tropical cyclone is a warm core, low-pressure system that develops over tropical oceans. It exhibits a rotary, counterclockwise circulation in the Northern Hemisphere around a center or “eye.” In small tropical cyclones the diameter of the area of destructive winds may not exceed 25 miles while in the greatest storms the diameter may reach 500 miles. At the center is a comparatively calm, sometimes clear, area known as the eye. The diameter of the eye can vary from about 5 to 25 miles. Winds are usually strongest near the center. They can reach 175 knots or more in an intense hurricane. In the North Atlantic Region (West Indies, Caribbean Sea, Gulf of America 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):

(1) Tropical depression–An organized system of clouds and thunderstorms with a defined circulation and maximum sustained winds of 38 miles per hour (33 knots) or less.

(2) Tropical storm–An organized system of strong thunderstorms with a defined circulation and maximum sustained winds between 39 and 73 miles per hour (34 to 63 knots).

(3) Hurricane–An intense tropical weather system with a well-defined circulation and a maximum sustained wind speed of 74 miles per hour (64 knots) or greater.

While the following term is not normally used in tropical cyclone advisories it may appear in related products.

(4) Tropical wave–A minor tropical disturbance in the easterly trade winds, which could develop into a tropical depression but lacks evidence of a closed circulation; also known as easterly wave.

Along the coast, greater damage may be inflicted by water than by wind. Prolonged winds blowing toward shore can increase water levels from about 3 to 10 feet (1 to 3 m) above normal. This storm tide may begin when the tropical cyclone center is 500 miles or more away. It gradually increases until the winds change direction. On top of this the low pressure in the storm’s center can create a ridge or wall of water known as a surge. This will move in the direction of the storm’s movement and can be disastrous. The effect may be similar to that of a tsunami (seismic sea wave) caused by earthquakes in the ocean floor. Storm surges can push these tides to 20 feet (6.1 m) or more above normal. About 3 to 4 feet (1 to 1.2 m) of this is due to the decrease of atmospheric pressure and the rest to the strong winds. Additional water damage results from the pounding of sea and swell. Torrential rains, generated by tropical cyclones, can cause both flash floods and river floods from inland rains.


Tropical cyclone climatology

In an average season, nine or ten tropical cyclones develop and five of these reach hurricane strength; about two hurricanes reach the U.S. While they may develop in any month, June through November is generally considered the tropical cyclone season, with a peak in August, September and October. Early and pre-season storms, from May through mid-July, are most likely to originate in the western Caribbean Sea and Gulf waters. From mid-July through late September this development is spread through the main basin of the tropical Atlantic and a much more persistent westerly movement is noticeable. From late September through November, activity gradually confines itself to the Caribbean and Gulf region. 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.

The most common path is curved, the storms first moving in a general westward direction, turning later to the northwestward and finally toward the northeast. A considerable number, however, remain in low latitudes and do not turn appreciably toward the north. Freak movements are not uncommon, and there have been storms that described loops, hairpin-curved paths and other irregular patterns. Movement toward the southeast is rare, and, in any case, of short duration. The expanse of the Gulf and Caribbean waters, including bordering coastal regions, as well as the Atlantic Coast are subject to these storms during the hurricane season.

The average speed of movement of tropical cyclones is about 10 to 15 knots. This speed, however, varies considerably according to the storm’s location, development and the associated surface and upper air patterns. The highest rates of speed usually occur in the middle and higher latitudes and range up to 40 to 50 knots. Storms are slowest during recurvature or when looping. They can also become stationary in the absence of steering currents.


Hurricane warnings and forecasts

The civilian hurricane warning service for the North Atlantic is provided by the National Hurricane Center / Tropical Prediction Center, Miami, Florida. It collates ship, aircraft, radar and satellite data to produce and issue tropical cyclone warnings and forecasts for the North Atlantic Ocean, including the Caribbean Sea and Gulf of America as well as the Eastern North Pacific Ocean. Its principal product is the Tropical Cyclone Advisory message especially tailored for Marine, Aviation, Military and public interests. They are issued every 6 hours with intermediate bulletins provided when needed.

For tropical storms and hurricanes threatening to cross the coast of the U.S., coastal warnings are issued to the public by the National Hurricane Center through local Hurricane Warning Offices in order that defense against damage, and perhaps evacuation, can be implanted. Two levels of warnings are employed. The “Hurricane Watch” is a preliminary alert that a hurricane may threaten a specified portion of the coast. It is issued approximately 36 hours before landfall could occur. The second level is the “Hurricane Warning,” which indicates that hurricane conditions are expected within 24 hours in advance of landfall. It is aimed at providing the best compromise between timeliness and accuracy for civil defense purposes so that its warning may be too late to allow ocean-going vessels to get underway and complete a successful evasion in open water. To compensate for this, the Marine Advisory contains additional guidance in the form of probabilities of hurricane strikes, for coastal locations and even offshore coordinates, and storm position forecasts for up to 72 hours in advance.


Hurricane havens

This section is condensed from the Hurricane Havens Handbook for the North Atlantic Ocean published by the Marine Meteorology Division, Naval Research Laboratory, Monterey, CA 93943, and available on the internet at nrlmry.navy.mil/pubs.htm. While this study concentrates on New York, NY, New London, CT, and Newport, RI, the climatology and principles of navigation can be applied to the entire region; the navigation information can be applied to winter storms as well. For practical purposes any tropical cyclone that approaches within 180 miles is considered a “threat.” Data is also incorporated from the Global Tropical/Extratropical Cyclone Climatic Atlas CD-ROM jointly produced by the National Climatic Data Center and the Fleet Numerical Meteorology and Oceanography Detachment-Asheville.

The classical doctrine held by most mariners is that ocean-going ships should leave ports that are threatened by a hurricane. Despite this natural caution, ships continue to be damaged in port or after leaving port, as a result of tropical cyclone encounters. This often stems from the difficulty in forecasting tropical cyclone movement, although these forecasts have improved significantly in the past two decades. In addition to evaluating the forecast it is necessary to assess the risks of remaining in port or putting to sea according to the circumstances of the threat, the facilities of the port and the capabilities of the vessel and crew. For an evaluation as to a course of action, several factors are important. The risk of a particular port experiencing a hurricane is often dependent on seasonal and geographic influences. Forecasts of hurricane movements are more reliable in some areas, particularly the lower latitudes. In the mid-latitudes where storms are often recurving, the difficulty increases. It is important to know the sheltering capabilities of the port that is being considered and the speed of advance of tropical cyclones in the latitudes that you may be sailing. When the tropical cyclone speeds approach or exceed vessel speed, options become limited.

Of the 117 tropical cyclones that threatened New York from 1842 to 1995, 100 occurred from August through October with the main threat in September. The hurricane (winds >64 knots) threat has a peak in August and September; 81 of the 117 hurricanes occurred in those months. Tropical cyclones usually move in from the south or southwest. During this same period New Haven was threatened by 108 tropical cyclones, 91 of which occurred from August through October. Hurricanes are most likely during August and September when 75 out of the total of 108 occurred. The direction of approach is most likely from the south or southwest. Because of the natural protection offered by the shape of the coast from Cape Cod to Cape Hatteras, most recurving storms either make landfall south of Hatteras or pass New England well offshore to the southeast. The majority of storms pass well to the southeast of New England, following the Gulf Stream. Occasionally storms accelerate on a more northerly track similar to the disastrous hurricane of 1938, which advanced rapidly up the east coast, offshore near Hatteras, across central Long Island, into Connecticut and finally through Vermont. This hurricane’s forward speed reached 52 knots, an advance that would be difficult to prepare for, even with today’s sophisticated warning methods. It is the exceptionally fast-moving storm that poses the greatest threat. For example, based on climatology, a September storm located off Miami would reach New York in about 3 or 4 days. However, the 1938 hurricane traveled this distance in about 30 hours. Tropical cyclones tend to accelerate as they move north of about 30°N. Forward speeds range from 25 to 30 knots for those crossing the New York–New England coast compared to 20 to 25 knots for those passing offshore to the southeast.

Since wind records were available in the New York Harbor area, sustained winds have reached hurricane force (64 knots) only once. The September 1944 hurricane produced 64-knot winds at Central Park and 70-knot winds at La Guardia. Other hurricanes that have caused considerable damage were storms in September 1821, September 1938, August 1954 (Carol) and September 1960 (Donna). During a recent 44-year period along the Connecticut-Rhode Island coast, three hurricanes produced winds that have been estimated to have reached at least minimal hurricane strength. The 1944 hurricane, Carol and the 1938 storm were the three. The 1938 storm was the worst as winds in the New London area were estimated at 78 to 87 knots.

In addition to strong winds, the hurricane brings rough seas, heavy rains and storm surges. New York’s Lower Bay is subject to wave action due to an open quadrant, east through south, to the Atlantic. The size and depth of the bay also provide sufficient fetch for a strong wind to generate destructive waves. Deep ocean swells approaching from the open quadrant would be reduced by shoals at the entrance to Lower Bay, between Sandy Hook and Rockaway Point. Upper Bay, Newark Bay, lower Hudson River and East River are subject to limited wave action. Long Island Sound is a deep water sound with a generous fetch in an east-west direction. New London Harbor is well protected from wave action. Although a west wind can produce large seas in the Sound they are greatly reduced on entering the harbor channel. Within Narragansett Bay wave action is severely limited by short fetch for most wind directions. Wave action generated within the Bay will create minimal problems for ships at anchor if the scope of chain employed is set to give the best riding conditions.

Storm tides can produce a high water level, which in addition to inundating coastal areas, may allow wind waves to cause destruction in areas normally unaffected by waves. Combined storm surge and tide have produced water levels of over 10 feet (3 m) above mean low water in the New York Harbor area and levels greater than 15 feet (4.6 m) above mean low water in western Long Island Sound. New London is one of the few east coast ports to have experienced a major storm surge in this century. The storm surge of September 21, 1938 hit New London as an apparent tidal bore (wall of water) causing considerable destruction. This surge was slightly greater than that expected once in a hundred years and was likely due to the fast moving nature of this hurricane. At Newport storm tides were measured at 10.8 feet (3.3 m) above mean sea level during the 1938 hurricane. The top winter extratropical storm produced a 6.0-ft (1.8 m) surge on the 30th of November, 1963.

In summary, New York Harbor is recommended as a hurricane haven. It is a large national harbor with many excellent berthing facilities and good deep-water anchorages. Natural topographic features and numerous man-made structures offer good wind protection. The bathymetry and orientation of the harbor relative to the normal path of hurricanes tend to mitigate the wind wave and ocean swell danger although storm surge is a sufficient threat. The main New London harbor is not a haven for most vessels during a hurricane although the inner harbor is considered safe for most ships. The surrounding topography provides some protection from east through southeast winds for the eastern shore of the main and inner harbor, however the lower western shore of the main harbor is very exposed to southeast through south winds. The entire harbor is subject to the possibility of major storm surge flooding. The port of Newport is located inside Narragansett Bay, which has deep water anchorages within its confines. Although these anchorages are not well sheltered from winds, they have proven hurricane haven properties for ships able to steam at anchor.

Flooding associated with hurricane-induced high tides is the principal threat to small craft in the area. They should be hoisted and secured ashore above projected flood levels whenever possible. Best protection is inside some type of storage building to prevent possible damage by flying objects or to prevent the possibility of broken tie-downs in high winds. Local knowledge is the best guide to weathering a storm in small harbors.


Waves

In late March of 1984 a 968-mb low off the New Jersey coast generated a 33-foot (10.1 m) wave at Buoy 44005 (42.7°N., 68.3°W) while Buoy 41002 (40.1°N., 73.0°W) measured a 47-foot (14.3 m) wave during Gloria in September 1985. Systems similar to these are partly responsible for the rough seas encountered along this coast from September through April. The buoy closest to the area, 44003, (40.8°N., 68.5°W), in 10 years of operation has measured a 29-foot (8.8 m) wave in February and 25-foot (7.6 m) waves from October through April. It has been estimated that over the open waters along this coast maximum significant waves should reach 30 feet (9 m). The table below (extracted from Marine Weather of Western Washington. Kenneth E. Lilly, Jr., Commander, NOAA, Starpath School of Navigation, 1983) shows the relationship between significant and other wave heights.

This table can be used to project a range of wave heights that might be expected in deep water. If significant wave heights of 10 feet (3 m) are forecast then the most frequently observed waves should be 5- to 6-foot (1.7 to 1.8 m) range while one wave in 100 should reach 17 feet.

A giant or rogue wave might reach 25 feet (7.6 m) in these circumstances. These rogue or “killer” waves occur when the large number of different waves that make up a sea occasionally reinforce each other. This action creates a wave that is much steeper and higher than the surrounding waves. These rogue waves often occur in a stormy sea and are described by mariners who have experienced them, as coming out of nowhere and disappearing just as quickly. If significant wave heights are observed at 20 feet (6.1 m) then a rogue wave could reach 50 feet (15.2 m) if the water depth could support it.

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Rough sea conditions are usually generated by gales out of the northwest through northeast. Waves greater than 8 feet (2.4 m) occur about 10 to 15 percent of the time in winter. From fall through spring, wave heights of more than 7 feet (2.1 m) frequently last one day or more; in midwinter they often last 2 days or more. In addition to coastal storms, cold fronts with rapidly shifting winds can create dangerous seas.

Steep waves are often more dangerous than high waves with a gentle slope. Waves appear menacing when the ratio of wave height to length reaches about 1/18. They begin to break when this ratio is about 1/10. Steepest waves develop when strong winds first begin to blow or early in a storm’s life. The ship no longer rides easily but is slammed. Steep waves are particularly dangerous to small craft. When wave heights are greater than 5 feet, periods of less than 6 seconds can create problems for boats under 100 feet in length. Waves of 10 feet or more with periods of 6 to 10 seconds can affect comfort in 100- to 200-foot (30.5 to 61 m) vessels. When wind waves reach 20 feet they become hazardous to vessels under 200 feet in length and provide a rough ride for larger ships. Waves moving into shallow water become steeper and break when the depth is about 1.3 times the wave height. Areas such as Nantucket Shoal and Georges Shoals are dangerous in heavy weather. Wave steepness is also increased by tidal currents, particularly when they oppose the wind.

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.

When in running before a following sea, the greatest danger arises when speed is equal to that of the waves or when the waves overtake the ship so slowly that an almost static situation is created with the vessel lying on the wave crest. In this latter case stability is so reduced that a small vessel could capsize. Waves on the quarter or astern can also result in very poor steering quality. As seas move along the vessel from aft to forward the rudder is less effective and the boat may be slewed across the face of a sea filling the decks with water as she broaches. She could lose her stability and capsize, particularly if the boat is trimmed by the head.


Winds

Migratory weather systems cause winds that frequently change in strength and direction. In general winds are generally westerly but often take on a northerly component in winter and a southerly one in summer. Strongest winds are generated by lows and cold fronts in fall and winter and by fronts and thunderstorms during spring and summer. Extreme winds are usually associated with a hurricane or severe northeaster and could reach 125 knots. Sustained winds of 100 knots should occur about every 50 years on the average; gusts are usually about 30 percent higher.

In the open seas, away from the influence of land, winds are stronger and less complex. From December through March they are mainly out of the west through north with gales occurring about 6 to 12 percent of the time. Windspeeds, in general, increase with distance from the coast. If winds persist for a long time over a long fetch they will generate rough seas. Winter windspeeds of 20 knots or more persist for more than 12 hours about 50 percent of the time; however these winds often shift and a new fetch is established. Summer winds are usually out of the south through southwest and gales are infrequent. During the spring and fall winds are more variable.

Coastal winds are complex since they are influenced by the topography. Over land speeds are reduced. However, channels and headlands can redirect the wind and even increase the speed by funneling the wind. In general you will find southerly components in summer and northerly ones in winter. In sheltered waters like Buzzard Bay, Narragansett Bay and the harbors of Long Island Sound there are a large percentage of calms, particularly during the morning hours. When the existing circulation is weak and there is a difference between land and water temperature, a land-sea breeze circulation may be set up. As the land heats faster than the water, a sea breeze is established during the day; this onshore flow may reach 15 knots or more. At night the land cools more rapidly often resulting in a weak breeze off the land. In many locations the sea breeze serves to reinforce the prevailing summer wind.


Visibilities

Fog, precipitation, smoke and haze all reduce visibilities. Fog is the most restrictive and persistent. It forms when warm, moist air moves across colder water, when very cold air moves over warmer water or when moist air is cooled to near its dew point by radiation or rainfall. These conditions can be triggered by a number of weather situations.

Prior to the arrival of a cold front there is often a warm, southerly flow of air across cool Gulf waters resulting in dense fog. Warm or stationary fronts can also bring fog while rainfall from lows and fronts can create an evaporation fog. Along the coast radiation fog is common on clear, calm nights although it usually burns off during the morning hours. In the spring, coastal fog may occur near the mouths of rivers and streams that are fed by cold snowmelt.

Sea temperatures increase, in general, from north to south, but the variation is usually only a few degrees over open water. Close to the coast, water temperatures are usually warmer in summer and colder in winter than offshore readings. Water temperatures in summer range from about 66 °F to 74 °F, while in winter the range is from about 34 °F to 37 °F.

Advection fog is most common in late spring and early summer when south and southwest winds bring warm humid air over the still-cold Labrador Current. Near Georges Bank visibilities fall to less than 1 mile up to 30 percent of the time. While these frequencies drop to the southwest, fog remains a problem in this season.

The areas along the coast, at the heads of bays within the rivers, may be comparatively clear while fog is very thick outside. The frequency of fog over land and water is usually in opposition. Land fog is often most frequent in fall and winter compared to the spring and summer maximum of sea fog. Consequently figures for poor visibility at inland or sheltered harbors are no guide to conditions at sea or in the approaches.


Superstructure icing

Heavy winter weather can cause ice to collect on ships sailing these waters. At its worst superstructure icing can sink a vessel. When air temperature drops below the freezing point of sea water (About 28.6 °F) strong winds and rough seas will cause large amounts of sea spray to freeze to the superstructure and those parts of the hull that escape a frequent washing by the sea. Ice amounts increase rapidly with falling air and sea temperatures as well as increasing windspeeds. The most dangerous conditions exist when gales last for several days in temperatures of 28 °F or lower. The ice buildup on a trawler can exceed 5 tons per hour.

A moderate rate of ice accumulation usually occurs when air temperatures are equal to or less than 28 °F with winds of 13 knots or more. When air temperatures drop to 16 °F or below and winds reach 30 knots or greater, ice collects more rapidly. On a 300- to 500-ton vessel it would accumulate at more than 4 tons per hour and is called severe. December, January and February are the worst months. The potential for moderate icing exists about 5 to 10 percent of the time.

In addition to sea spray, ice is also caused by freezing rain or drizzle and fog in freezing conditions. While these two causes could create enough weight on the rigging to cause it to fall, this is minor in comparison with the freezing spray hazard. Icing on the superstructure elevates the center of gravity, decreasing the metacentric height. It increases the sail area and heeling moment due to wind action. Its non-uniform distribution changes the trim. It can hamper steerability and lower ship speed. Icing also creates hazardous deck conditions.

If you can’t avoid the weather conditions that cause icing, experience and research have helped develop some guidelines. The first two courses of action when encountering potential icing conditions are to seek shelter from the sea and to steer towards warmer water. Once icing has begun it is prudent to slow down enough so that little or no spray is taken aboard. It is also important to keep ice from building up by whatever means are available. This includes crewmen using tools or baseball bats to remove ice from the deck and superstructure.

Any effort to control the rate of accumulation will buy time. In general heaving to with the bow into the wind and sea as much as possible and varying the course slightly to ensure a minimum symmetrical build up is a good rule. However, experiments have shown that on a trawler with its stern to the wind, loss of stability is only about one-half of that in the ahead condition. When the wind is 30 degrees off the bow the loss of stability is 50 percent greater than in the ahead condition. Also ice accumulates more rapidly on the windward side causing a heeling into the wind. This listing is partially offset by the action of the wind so that a shift to a reciprocal course after icing has built up could be disastrous. When ice builds up significantly it is important to remember that the removal of one ton of ice 50 feet from the vessel’s center of gravity is as effective as removing 10 tons of ice 5 feet above the center of gravity.


Optical phenomena

Optical phenomena range from electromagnetic displays to intricate geometrical patterns. The aurora and Saint Elmo’s fire are electromagnetic displays. Halos, coronas, parhelia, sun pillars and related effects are optical phenomena associated with the refraction and diffraction of light through suspended cloud particles; mirages, looming and twilight phenomena such as the “green flash” are associated with refraction of light through air of varying density. Occasionally, sunlight is refracted simultaneously by cloud suspensions and by dense layers of air producing complex symmetric patterns of light around the sun. A mirage is caused by refraction of light rays in a layer of air whose density increases or decreases rapidly, near the surface. A marked decrease in density with increasing altitude causes looming, towering and superior mirages. Looming occurs when objects appear to rise above their true elevation. Objects below the horizon may actually be brought into view. This apparent effect often leads to a serious underestimation of horizontal distances. Unimpressive landmarks, and distant ships may acquire startling characteristics through apparent vertical stretching; this phenomenon is known as towering. A superior mirage is so named because of the appearance of an image above the actual object. Ships have been seen with an inverted image above and an upright image floating above that.

Inferior mirages result from the upward bending of light rays in an unstable air mass. This phenomenon is observed locally whenever a superheated land mass or a wide expanse of open water is overrun by cold air. Sinking below the horizon of relatively close objects, may result in an overestimation of horizontal distances. Occasionally, a complicated vertical temperature distribution may transform hilly coastlines into impressive walls of lofty pinnacles. This phenomenon is known as Fata Morgana. On clear days, just as the upper rim of the sun disappears below the horizon, green light is sometimes refracted from the solar spectrum. This brief phenomenon is called the green flash.

Floating ice crystals (cirriform clouds, light snow flakes, ice fog or drifting snow) may cause the refraction of light into a variety of faintly colored arcs and halos. This phenomenon, which may be recognized from the fact that the red band is closest to the light source, includes halos, arcs that open toward or away from the sun, mock images and various geometrical figures that may be located in various parts of the sky with references to the sun.

Fogbows, resulting from refraction through suspended water particles, are seen in the region of the sky directly opposite from the sun, or the antisolar point. These bows, although occasionally brilliantly colored, are normally seen as broad white bands with faintly colored borders. Rainbows are also observed.

When atmospheric particles are about equal in size to the wavelength of light, diffraction is likely to occur. Diffractional phenomena frequently show properties similar to those of refraction except for the reversal in the spectrum colors, violet now being closest to the source of light. The Brocken bow, or glory, appears on clouds or fog banks as a colored ring around the projected shadow of the observers head. The solar and lunar coronas, which are observed only through high clouds, resemble the halo except that they may assume increasingly larger diameters as the size of the particles decrease. When the light from the sun or the moon is diffracted by cirrus or cirrostratus, iridescence may sharply delineate the outline of clouds in brilliant green, blue, pink, orange or purple.

Refraction of sunlight takes place whenever the intervening particles are larger than the wavelength. Thus, sunlight that is reflected from ice crystals is transformed into sun pillars and parhelic circles. When both phenomena occur in combination they form the remarkable sun cross. Paricelenci circles are observed with moonlight.

The auroral borealis (northern lights) and St. Elmo’s fire are two types of electrical phenomena sometimes observed in this region. The zone of maximum auroral frequency extends along the periphery of a 20- to 25- degree circle whose center is at the magnetic pole. Auroras are generally associated with moonless nights. An artificial maximum exists in winter because of the longer hours of darkness. No conclusive evidence is available to show that a seasonal variation in the frequency of auroras exists. However, periods of intense sunspot activity are reflected in a maximum occurrence of this electrical phenomenon.

Generally auroras may be classified as having either a ray structure (rays, streams, draperies, corona) or a nebulous appearance (homogeneous quiet arc, homogeneous band, pulsating arcs, pulsating surfaces, diffuse luminous surfaces and feeble glow). Flaming auroras, which fall in neither category, may be added to this list. Moreover, auroras may remain uniformly red, green or purple or assume a rapid succession of these colors. Brilliant shifting auroras are invariably accompanied by magnetic storms and electrical interference with communications.

St. Elmo’s fire is occasionally observed in this area, but because of its faintness it is most commonly observed during the night hours and on dark overcast days. These eerie flickers of bluish light are usually caused by the unusual electrification of the snow-filled air, which is most likely when the wind is strong. St. Elmo’s fire is restricted to the tips of such objects as ship masts, wind vanes and airplane wings.


Dew point

The temperature at which condensation to water droplets occurs is called the dew point. If this dew point is above freezing, condensation will be in the form of water. When the dew point reaches freezing, ice crystals will be deposited on cold surfaces. Knowledge of the dew point along with cargo temperature and moisture content is vital for hold ventilation decisions. It is also a parameter used in forecasting fog formation.


Cargo care

When free air has a dew point temperature higher than the temperature of the surface with which it comes in contact, the air is often cooled sufficiently below its dew point to release moisture. When this happens on board ship, condensation will take place on relatively cold cargo or on the ship’s structure within the hold where it later drips onto the cargo. Thus, if cargo is stowed in a cool climate and the vessel sails into warmer waters, ventilation of the hold with outside air will likely lead to sweat damage in any cargo sensitive to moisture. Under such conditions external ventilation should, as a rule, be closed off entirely, unless the cargo generates internal heat, that hazard being greater than sweat damage. In the opposite case, when a vessel is loaded during a warm period, and moves into cooler weather, vulnerable cargo should be ventilated.

A safe rule for ventilation directed toward moisture control may be stated as follows: Whenever accurate measurements show the outside air has a dew point below the dew point of the air surrounding the cargo to be protected, such outside air is capable of removing moisture from the hold and the ventilation process can be safely started. Whenever the reverse is true, and the outside dew point is higher than the dew point temperature around the cargo, then ventilation will increase the moisture content of the hold and may readily result in sweating within the ship. The above does not take into account possible fumes or gases in the compartment. In such cases discretion must be used.


Ice

(Refer to discussion under ports affected.)

During some winter months or when threatened by icing conditions, lighted buoys may be removed from station or replaced by unlighted buoys; unlighted buoys, daybeacons and lights on marine sites also may be removed. (See Light List.)

The International Ice Patrol (IIP) was formed in 1914 to patrol the Grand Banks of Newfoundland and detect icebergs and warn mariners of their location. Under the 1974 Safety of Life at Sea (SOLAS) Convention, 17 member-nations agree to share the $5 million annual cost of operating the patrol. The U.S. Coast Guard conducts the patrol and maintains IIP records.

The IIP is coordinated from its operations center at New London, Connecticut. Its staff numbers 16, including Coast Guard and civil service specialists. The ice season typically runs from February through July but can last longer. Flying out of St. John’s, Newfoundland, USCG aircraft cover the ice danger area, a piece of water twice the size of the State of Texas. Its southern boundary is the latitude of New York City and it reaches halfway across the Atlantic with Newfoundland on the northwest and Greenland and Iceland on its north and northeast. A normal flight lasts seven hours and can cover 35,000 square miles.

Once sighted, a berg’s location, size and shape are entered into a computer drift model, used until the berg is re-sighted or melts. The IIP attempts to locate and track all icebergs south of the 50th parallel, and particularly those south of 48°N., which may be hazardous to navigation near the Grand Banks. When sighting data is entered into the drift program, predicted positions of bergs are calculated for 1200 UTC.

All shipping is requested to assist the IIP by reporting all sightings of ice at once to the IIP through any U.S. or Canadian Coast Guard communications station. Ice sightings reports should include: precise position, size and shape of berg, sea surface temperature, and concentration and thickness of sea ice. Reports can be sent to COMINTICEPAT NEW LONDON CT through INMARSAT-C: Code 42. There is no charge for iceberg reports made using Code 42.

The IIP Operations Center can be reached by telephone at 860–271–2626 or 877–423–7287 or via the Coast Guard Atlantic Area Operations Center at 757–398–6700.

A radio facsimile chart of the area depicting 1200Z ice distribution is broadcast three times daily. A list of the radio stations broadcasting IIP Bulletins and frequencies and times of broadcasts is published annually in Local Notices to Mariners of the First Coast Guard District and in Radio Navigational Aids, Pub. 117, issued by the National Geospatial-Intelligence Agency.

The IIP seeks comment on its services to mariners, particularly on the effectiveness of the times and frequencies of radio transmissions. Mariners are requested to mail facsimile charts received at sea to:

International Ice Patrol, 1 Chelsea Street, New London, CT 06320. The frequency used, time of receipt and vessel position at time of receipt should be indicated. Additional customer comments can be directed to IIP Customer Service at 877–423–7287.

NOAA Coast Pilot figure
Open original at NOAA


Principal ports

The principal deep-draft commercial ports within the area of this Coast Pilot are New Bedford and Fall River, MA; Tiverton and Providence, RI; New London and Bridgeport, CT; New York, Albany and Port Jefferson, NY; and Elizabeth and Newark, NJ.

Other deep-draft facilities are located on Cape Cod Canal; Narragansett Bay; off Northville and Northport, NY, on Long Island Sound; and on the Hudson River between New York City and Albany, NY.


Pilotage

Pilotage, with few minor exceptions, is compulsory for all foreign vessels and U.S. vessels under register entering and departing the Port of New York and New Jersey and other ports within the area of this Coast Pilot and for all such vessels transiting Block Island Sound, Narragansett Bay, and Long Island Sound. (See 33 CFR 207.20, chapter 2, for Pilotage Regulations on the Cape Cod Canal.)

Pilotage is optional for coastwise vessels that have on board a pilot properly licensed by the Federal Government for the waters which the vessel travels.

Arrangements for pilots should be made by the ships’ agents at least 24 hours in advance at all of the ports. New York is the only port at which the pilot boat remains on station. Detailed information on pilotage procedures is given in the text for the ports concerned.


Towage

Tugs are available at all major ports; they can usually be obtained for the smaller ports on advance notice if none are available locally. Arrangements for tugs should be made in advance through ships’ agents or the pilots. (See the text for the ports concerned as to the availability of tugs.)


Vessel arrival inspections

Quarantine, customs, immigration and agricultural quarantine officials are stationed in most major U.S. ports. (See Appendix A for addresses.) Vessels subject to such inspections generally make arrangements in advance through ships’ agents. Unless otherwise directed, officials usually board vessels at their berths.

Harbormasters, where appointed, are mentioned in the text. They usually have charge of the anchorage and berthage of vessels.


Supplies

General supplies, including fuel oil, diesel oil and fuel, gasoline, water and marine supplies are available at the principal ports. Similar items but in more limited quantities can be obtained at many places mentioned under descriptions of the different ports.


Repairs-salvage-wrecking

Complete facilities for large vessels are available in New York Harbor. The extent and types of facilities at other places are shown in the text under the description of the ports.


Small-craft facilities

There are numerous places where fuel, supplies, repairs, slips for dockage and launching ramps are available for small craft. For the various towns and isolated places, the Coast Pilot includes generalized information about marine facilities.

A vessel of less than 65.6 feet (20 meters) in length or a sailing vessel shall not impede the passage of a vessel that can safely navigate only within a narrow channel or fairway. (Navigation Rules, International-Inland Rule 9(b).)


Standard time

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 at New York City.


Daylight saving time

Throughout the area of this Coast Pilot, clocks are advanced 1 hour on the second Sunday of March and are set back to standard time on the first Sunday of November.


Legal public holidays

New Year’s Day, January 1; Martin Luther King, Jr.’s Birthday, third Monday in January; Washington’s Birthday, third Monday in February; Memorial Day, last Monday in May; Independence Day, July 4; Labor Day, first Monday in September; Columbus Day, second Monday in October; Veterans Day, November 11; Thanksgiving Day, fourth Thursday in November; and Christmas Day, December 25. The national holidays are observed by employees of the Federal Government and the District of Columbia and may not be observed by all the states in every case.

In addition, the following holidays are also observed in the states covered by this Coast Pilot:

Lincoln’s Birthday, February 12: CT, NJ and NY.

Evacuation Day, March 17: MA, Boston and Suffolk County only.

Good Friday: CT and NJ.

Patriots Day, third Monday in April: MA.

Rhode Island Independence Day, May 4: RI.

Bunker Hill Day, June 17: MA, Boston and Suffolk County only.

Victory Day, second Monday in August: RI.

General Election Day, first Tuesday after the first Monday in November: NJ, NY and RI.

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For planning, not navigation. Verify current information before departure.