U.S.A.

Note: All traditional NOAA paper nautical charts will be cancelled by January 2025. NOAA has already started to cancel individual charts and will shut down all production and maintenance of traditional paper nautical charts and the associated raster chart products and services by January 2025. Furthermore, corrections to paper charts may not be issued if the chart is due to be phased out.

Mariners and other users of nautical charts are encouraged to use the electronic navigational chart (NOAA ENC).

International nautical publications and Notices to Mariners, including Sailing Directions and USCG Light Lists available from the National Geospatial-Intelligence Agency. Details at msi.nga.mil/NGAPortal/MSI.portal

Local Notices to Mariners and maritime information available at www.navcen.uscg.gov

Requirements: The US Coast Guard (USCG) is responsible for establishing regulations that govern nautical chart and publication carriage requirements in US waters. These regulations can be found in Title 33 and Title 46 of the US Code of Federal Regulations (CFR). Other recent Federal Register Notices issued by the USCG and NOAA also address current policies. Details available at nauticalcharts.noaa.gov/charts/chart-carriage-requirements.html

Code of Federal Regulations:

Title 46 CFR - Shipping

Title 33 CFR, Part 164 - Navigation and Navigable Waters, Navigation Safety Regulations

Title 15 CFR, Part 995 - Certification Requirements for Distributors of NOAA Hydrographic Products.

Federal Register Notices:

Federal Register July 14, 2004: Vol. 69, No. 134 - Carriage of Navigation Equipment for Ships on International Voyages

Federal Register August 15, 2002: Vol. 67, No. 158 - Carriage of Navigation Equipment for Ships on International Voyages

Federal register June 10, 2002: Vol. 67, Number 111 - Identification of Items that are “Nautical Charts'' under 1974 International Convention for the Safety of Life at Sea.

USCG Circulars:

Navigational and Vessel Inspection Circular No. 01–16 (NVIC 01–16) - Use of Electronic Charts and Publications in Lieu of Paper Charts, Maps, and Publications.

See Notices.

Vessel's certificates may be inspected by a Coast Guard Boarding Officer during the vessel's Port call. Certificates that may be required by the Coast Guard Boarding Officer include:

Also see Pre-Arrival Information.

Right whales are not easy to detect - they are dark in colour, have no dorsal fin, move slowly, and hover just at or below the water's surface. Often, a slight difference in the texture of the water's surface is the only clue that a whale may be present. Two shipmasters interviewed after their vessels struck right whales stated that they never saw a whale despite excellent visibility and sea conditions. Vessel collisions account for approx. 34% of all human-caused mortalities in this species.

NOAA Fisheries has promulgated two federal regulations under the authority of the Endangered Species Act and Marine Mammal Protect Act to protect right whales from vessel collisions: the Ship Strike Reduction and the Minimum Approach Regulation.

Failure to report the required information may result in civil penalties up to USD32,500 for each violation. Vessels shall make reports in accordance with the format in IMO Resolution A.6481(16) General Principles for Ship Reporting Systems and Ship Reporting Requirements.

Mandatory speed restrictions of 10 knots or less are required in SMAs along the US East Coast during times when right whales are likely to be present. The purpose of this regulation (50 CFR 224.105) is to reduce the likelihood of deaths and serious injuries to these endangered whales that result from collisions with ships.

Vessels may operate at a speed greater than 10 knots only if necessary to maintain a safe manoeuvring speed in an area where conditions severely restrict vessel manoeuvrability as determined by the Pilot or Master.

If a deviation from the 10 knot speed restriction is necessary, the following information must be entered into the logbook:

For more information, visit:

www.nmfs.noaa.gov/pr/shipstrike/

nero.noaa.gov/shipstrike/

rightwhalessouth.nmfs.noaa.gov/

Right Whale Ship Strike Reduction Rule (50 CFR 224.105) expires on 9 December 2013.

The Columbia River Bar is approx. 3 n.m. wide and 6 n.m. long. This entrance channel is 2,640 ft. wide. The bar channel is dredged to 55 ft. in the northern three-quarters, and to 48 ft. in the southern quarter. The channel then narrows to 600 ft. wide and 43 ft. deep.

Columbia River Bar Pilots board inbound vessels in the vicinity of the CR Buoy (Columbia River Entrance Buoy), and navigate ships beyond the Astoria-Megler Bridge, where vessels are turned over to a Columbia River Pilot.

At least 2 hours before their ETA, vessels are asked to confirm arrival time again, and then call on VHF Channel 16, 9 or 13 when the vessel is 15 n.m. from the Columbia River Entrance Buoy (CR Buoy). The call sign for the Columbia River Bar Pilot office is KOK-360. (The Columbia River Bar Pilots office is capable of communicating by VHF radio with vessels offshore at distances greater than 60 n.m.)

Vessels should not approach the CR Buoy until advised by a pilot. While awaiting pilot boarding, vessels should remain within a marshalling area approx. 5 n.m. west of the CR Buoy. Pilots boarding by helicopter will generally board within 4 to 10 n.m. northwest to southwest of the CR Buoy.

The Columbia River navigation channel is maintained to an operating depth of 40 ft. and 600 ft. in width. The distance between the Astoria pilot station and the mouth of the Willamette at Kelley Point is 75 n.m.

All vessels and/or Agents must keep the Columbia River Pilots informed of any ETA changes.

The pilot boats, ``Connecticut Pilot'' 1 (65 ft.) and ``Connecticut Pilot 2'' (48 ft.) are based in New London at the State Pier. Pilot boats monitor VHF Channel 16 at least 2 hours before arriving vessel's ETA.

VHF Channels 16, 13, 10.

[email protected] www.nemarinepilots.com/

Pilotage services can be arranged through the Agent or directly with the Pilots. SWAPA maintains 24–hour dispatch at Homer via T: +1 (907) 235 8783 for all ports except Valdez. Facsimile messages during business hours (Monday to Friday, 0800–1700 hrs.) can be sent to the Homer Dispatcher F: +1 (907) 235 6119.

Valdez Pilot Station T: +1 (907) 835 2134. F: +1 (907) 835 5372.

The United States Coast Guard has stressed, however, that its official policy is enforcement by denial of entry and restriction of operation and not primarily by the enforcement of fines.

While the Coast Guard recognises that the Public Law enables financial penalties to be incurred, it is believed that the terms of the Port and Tanker Safety Act under which the US Coast Guard operates directs it to monitoring and identification of previous offenders and enforcement by prevention of entry into US ports or subsequent restriction of trade and departure.

Vessels arriving in the United States no longer need to complete a Maritime Declaration of Health.

If unable to reach the quarantine station or for assistance:

CDC Emergency Operations Center (24/7): T: +1 (770) 488 7100.

At sea: T: +1 (866) 477 2553.

Note, this email address will only accept either the completed MIDRS illness and death template or completed GI illness template. No other emails or formats can be processed at this email address.

Further reference should be made to the Plant Protection Act, Title IV-Plant Protection Act, 7 U.S.C. 7701, Subtitle A, Section 411 (a).

Master or ship’s agent must obtain a certificate documenting that the ship was inspected and found free of AGM. The certificate is mandatory if the vessel called on a port in a high-risk area listed during PPQ-designated high-risk periods over the last 24 months.

www.aphis.usda.gov (and search for AGM procedures).

Vessel must allow CBP to conduct AGM inspections of the vessel, if CBP determines it is necessary, and Master shall comply with the CBP officer’s instructions to mitigate risk of the introduction of AGM into the United States. Note: The female adult AGM lays eggs primarily during July through to September in Far East Russia and northern Japan; from June through to August in central and southern Japan; and from June through to mid-September in South Korea and northern China (including all ports north of 31° 15′ N; north of Shanghai). Attracted by the lights on ships, the females may lay eggs on the superstructure and elsewhere.

Changes in the above information must be communicated as soon as known. If the place of arrival is an anchorage, subsequent movement to a pier, wharf, etc., must be reported as soon as known.

To: Ships' Masters:

From: United States Department of Agriculture, Animal and Plant Health Inspection Service.

The Animal and Plant Health Inspection Service (APHIS) implements routine sealing of certain fresh fruit and vegetables in stores on board vessels calling at ports in Florida, Mississippi, Alabama, Louisiana, Texas and California. Routine sealing will be limited to fruits likely to carry exotic tropical fruit flies. In addition, APHIS Officers at any port may require sealing of any vessel stores when pest infestations are detected.

It is recommended that each vessel construct a special compartment for sealing their fruit and vegetables so that it will not be necessary to seal the entire vegetable locker.

You are reminded that the following may result in a civil/monetary penalty:

Further information can be obtained on T: +1 (713) 229 3541 or www.aphis.usda.gov/

The primary objective of APIS enforcement is to obtain accurate advance information from arriving or departing commercial passenger or cargo vessels. Failure to transmit an APIS manifest electronically using the eNOA/D internet portal will result in penalty action against the Master in care of the carrier. From 31 October 2005 sea APIS manifests that are incorrectly transmitted will be considered for penalty action for missing or insufficient data or sufficiency errors.

If vessel/owners are unsure if they are using the correct version, please contact Agents as soon as possible. An XLS workbook version is also available for users; published 26 May, 2015, the official NVMC XLS workbook for submitting a Notice of Arrival/Departure (NOAD) has been made available. It is requested that the worksheets/workbook are completed electronically and sent via email or imported into the eNOAD Web Application. Alteration of the official workbook will result in significant delays in processing. The workbook is available at www.nvmc.uscg.gov

Full requirements for notice of arrival can be found in 33CFR Part 160. User guide available at www.nvmc.uscg.gov/NVMC/Forms/eNOADUserGuide.pdf

These regulations apply to US and foreign vessels bound for or departing from ports or places in the United States but do not apply to recreational vessels. Towing vessels controlling a barge or barges required to submit a NOA must submit only one NOA containing the information required for the towing vessel and each barge under its control.

If not carrying certain dangerous cargo (for a definition of Certain Dangerous Cargoes (CDCs), see www.nvmc.uscg.gov/ or controlling another vessel carrying certain dangerous cargo, the following vessels are exempt from NOA requirements:

Vessels less than 500 g.t. need not submit the International Safety Management (ISM) Code Notice (Entry 7 to Table 160.206).

Vessels operating solely between ports or places in the continental United States need not submit the Cargo Declaration (Customs Form 1302), (Entry 8 to Table 160.206).

This section does not exempt any vessel from compliance with the US Customs Service (USCS) reporting or submission requirements.

Any vessel planning to enter two or more consecutive ports or places in the United States during a single voyage may submit one consolidated NOA at least 96 hours before entering the first port or place of destination. The consolidated notice must include the name of the port or place and estimated arrival date for each destination of the voyage. Any vessel submitting a consolidated notice under this section must still meet the requirements under Changes to a Submitted NOA.

The US Coast Guard (USCG) has developed an online Notice of Arrival (eNOA) submission application, as referred to above. This method provides a Submitter with the means for managing vessel arrival information online, and automatically sends an output file containing arrival information to the National Vessel Movement Center (NVMC). NOAs submitted via this method will constitute the official NOA. Duplicate submittal through other means will not be required.

Also see Cargo Operations – Lightering Zones.

For more information see www.cbp.gov/xp/cgov/trade/automated/automated_systems/ams/

If vessel/owners are unsure if they are using the correct version, please contact Agents as soon as possible. Vessels are to copy in Agent with every submission sent to NVMC. Vessels should send updated eNOD only if the new ETD has changed more than 6 hours from the last ETD advised to NVMC.

The US Coast Guard Maritime Safety Information Bulletin 02-04 on Special Measures to Enhance Maritime Safety and Security, dated 2 March 2004, states the following:

Numerous requirements will come into effect on 1 July 2004 under the International ISPS Code. Vessels not in full compliance will be restricted from operating in the US as well as a majority of foreign ports party to the ISPS Code. In concert with the ISPS Code, amendments were made to the International Convention for the Safety of Life at Sea, 1974, as amended, (SOLAS), to enhance navigation, maritime safety and maritime security.

CSR, Form CG-6038, are required for cargo vessels of 500 g.t. and over, and passenger vessels that carry more than 12 passengers, when either type of vessel is engaged on an international voyage. The CSR provides an onboard record of the history of the vessel (e.g. flag, ownership, associated organisations, etc.).

For US vessels, the Coast Guard recently issued a Notice of Availability for the Continuous Synopsis Record application and amendment forms. Foreign flag vessels shall apply for Continuous Synopsis Records via the procedures established by their flag administrations.

CSRs for all US vessels will be administered by the National Vessel Documentation Center. The Coast Guard will be able to issue CSRs commencing 1 March 2004.

A copy of the application, Form CG-6039, can be accessed at www.uscg.mil/forms

Upon completion of the application, it can be sent via email to [email protected] , or mailed to: CSR Desk, PO Box 1750, Falling Waters, WV 25419-1750.

Upon review and validation of the application, a Continuous Synopsis Record will be mailed with a blank Amendments and Index to CSR , Form CG-6038A, for placement on the vessel. Valid CSRs will not be sent by email.

The vessel's owner or operator is responsible for keeping the CSR current. The vessel's Master is considered a valid representative of the owner or operator for the purposes of updating the CSR. The CSR must be amended for any changes relating to entries referred to in SOLAS Chapter XI, Regulation 5, Paragraph 3.4 to 3.12. The completed Form CG-6038A shall be attached to the Continuous Synopsis Record; a copy of the Form CG-6038A shall be sent without delay to the CSR Desk via the means for submittal of Form CG-6039 noted above.

A copy of Form CG-6038A is available via www.uscg.mil/forms

Upon receipt and review of the amendment, the Coast Guard will issue an updated Continuous Synopsis Record, accompanied by a blank CG-6038A for future amendments.

Do not destroy old CSRs upon receipt of updated CSRs. All CSRs are required to be maintained on the vessel.

Also see ISPS Compliance.

Ballast water reporting requirements exist for each vessel subject to 33CFR151 subpart D bound for ports or places of the United States regardless of whether a vessel operated outside of the Exclusive Economic Zone (EEZ), unless exempted in 33 CFR 151.2015 of Subpart D.

Unless operating exclusively on voyages between ports or places within a single COTP Zone, the Master, owner, operator, agent, or person in charge of a vessel subject to Subpart D and Subchapter O must submit a Ballast Water Report to the National Ballast Information Clearinghouse (NBIC) by email or using the online application at invasions.si.edu/nbic/submit.html

The principal aims of NBIC are to quantify the amounts and origins of ballast water discharged in US coastal systems and to determine the degree to which such water has undergone open-ocean exchange or alternative treatments designed to reduce the likelihood of ballast-mediated invasions by exotic species.

This is in addition to the requirement to submit a Ballast Water Report to NBIC, as above. Forms must be filed with the California State Lands Commission. Effective 1 July 2016, the California State Lands Commission will only accept the Ballast Water Management Report (BWMR) available at www.slc.ca.gov/Programs/MISP_Reporting.html

For submission to the California State Lands Commission, send to [email protected] or F: +1 (562) 499 6444.

www.slc.ca.gov/Programs/MISP_Reporting.html

The use of either a USCG Type Approved BWMS or a USCG accepted AMS is considered an alternative, environmentally sound method of management that has been approved by the California State Lands Commission or the USCG as being at least as effective as ballast water exchange, using mid-ocean waters, in removing or killing nonindigenous aquatic species.

Spill response arrangements within the USA are governed by the Oil Pollution Act of 1990 (OPA'90). Under the Act, tankers within US waters must operate a vessel response plan (VRP). This must detail, inter alia, pre-contracted resources sufficient to deal with a number of spill scenarios including the loss of the entire cargo and an appointed Qualified Individual with full authority to implement the plan together with the spill management team.

OPA'90 limits the liability of the polluter for removal costs and pollution damage according to the size of the vessel involved. These limits may be broken, inter alia, if the polluter fails or refuses to adequately report the incident or fails to cooperate with the authorities. In addition, within some states, the rights of the polluter to limit liability for oil pollution has been completely removed.

In the event of a spill, the Act places the responsibility for response onto the polluter, under the coordination of a designated Federal On-Scene Coordinator (FOSC). The polluter would be expected to enact the VRP, providing pre-contracted personnel and resources or engaging appropriate contractors. If the work is performed unsatisfactorily, the FOSC is empowered to take over the clean-up and appoint contractors at the owner's expense.

The response to a spill is determined by the severity of the incident. For a standard response in coastal waters, a unified command comprising the FOSC, State On-Scene Coordinator (SOSC) and the polluter's representative. For a marine spill, the United States Coast Guard (USCG) will designate the FOSC from the USCG Marine Safety Unit of the Captain of the Port zone where the spill occurred while the US Environmental Protection Agency (EPA) will designate the FOSC for spills in inland areas.

Full details of the Oil Pollution Act of 1990 can be found on the United States Environmental Protection Agency (EPA) website. www.epa.gov/oem/content/lawsregs/opaover.htm#key/

Contact: Spill Notification Point: National Response Center, US Coast Guard. T: +1 800 424 8802. T: +1 (202) 267 2180. F: +1 (202) 267 1322. [email protected]

Competent National Authority: Office of Current Operations, US Coast Guard. T: +1 (202) 327 2100. [email protected]

ECM Maritime Services, LLC. 24-hour Emergency T: +1 (203) 857 0444. T: +1 (281) 464 3328. www.ecmmaritime.com/

Marine Spill Response Corporation (MSRC). T: +1 (703) 326 5600. Emergency (freephone within USA) T: +1 800 259 6772. www.msrc.org/

National Response Corporation (NRC). 24-hour Emergency T: +1 (631) 224 9141. www.nrcc.com/ T: +1 (631) 224 9141. W: www.nrcc.com

The 24 n.m. regulatory zone off the Californian coastline includes 24 n.m. from the shoreline of the offshore islands. There is also a small area within the 24 n.m. boundary off Point Conception in which vessels are exempt from the Clean Fuels Regulations. This is to encourage vessels to travel in the established shipping lanes in the Santa Barbara Channel.

www.arb.ca.gov/ports/marinevess/ogv.htm

The VGP provides for coverage for incidental discharges (discharges incidental to the normal operation of a vessel when operating as a means of transportation) into US waters from commercial vessels with LOA greater than 79 ft. and for ballast water discharges from commercial vessels of all sizes. The permit contains effluent limits for different types of discharges including ballast water, deck washdown and run-off, bilge water and grey water, as well requirements for the use of environmentally acceptable lubricants (EALs) in all oil-to-sea interfaces.

Vessels of 300 g.t. or more or that have the ability to hold or discharge more than 8 cu.m. of ballast water must submit an NOI to obtain permit coverage. This applies to each individual vessel in a fleet. The NOI must be submitted electronically.

Vessels less than 300 g.t. and that do not have the capacity to hold or discharge more than 8 cu.m. of ballast water are not required to submit an NOI. Instead, operators of these vessels must complete a PARI Form (fill and print) and keep a copy of that form on board the vessel at all times. Doing so provides coverage under the 2013 VGP for these vessels.

The NPDES Electronic Reporting Rule requires regulated entities to submit information electronically to EPA instead of filing paper reports. Access to the online portal is available to registered users.

www.epa.gov/npdes/electronic-reporting-epas-npdes-general-permits

Filing must take place at least 30 days prior to the vessel’s first entry into US territorial waters. The initial permits will be valid for 5 years. Failure to file an NOI in a timely manner will result in non-coverage of discharges from the vessel under the permit and violations of the Clean Water Act, regardless of whether the vessel discharges were in compliance with the substantive permit requirements and even if the NOI has been filed but not yet processed (at least 30-day processing period as noted above). Also note that filing provisions have been established for new vessels and vessels which will be transferred to new owners.

For each vessel, operators must also submit an Annual Report electronically for each year that they have active permit coverage. Annual Reports must be completed for each calendar year but submitted by 28 February of the following year.

A general overview of the EPA requirements and electronic reporting can be found on the EPA website www.epa.gov/vessels-marinas-and-ports/vessels-vgp

Until the requirements of VIDA have been implemented and a new compliance system is in place ships are subject to the existing discharge requirements established in the Vessel General Permit (VGP) and the USCG’s ballast water regulations, as well as any other applicable state and local government requirements.

Also see Shore Power.

The new regulation requires that every vessel coming into a regulated California port either use shore power (e.g., plug in to the local electrical grid) or a CARB-approved control technology to reduce harmful emissions.

All terminal operators who receive ocean-going vessels at California berths are subject to regulatory requirements. Any berth located at a regulated terminal (meaning any terminal that received 20 or more visits during a calendar year from a regulated vessel type) is required to reduce emissions from vessel visits. If a terminal operates as a ``low activity'' or ``low-use'' terminal, then the terminal does not have emissions control requirements. A ``berth'' is defined as a vessel’s allotted place at a wharf, pier, or dock. This does not include anchorages such as at the offshore terminal at El Segundo, or where vessels tender at anchor such as Santa Barbara or Catalina.

Ships or terminals that are unable to connect a vessel to an emissions control technology (due to equipment failure, port congestion, etc.) during a visit may be able to comply with the regulation by requesting a Terminal or Vessel Incident Event, a limited number of which are granted to each regulated terminal operator and vessel fleet per year. In limited circumstances, port and shipping entities that are unable to comply will, if their application is approved by CARB, also have an opportunity to pay into a remediation fund used for environmental projects that will benefit port-adjacent neighbourhoods.

Terminal and port operators are responsible for vessel emissions while the vessels are located at the operator’s terminals and ports. The process of reducing at-berth emissions through shore power or other CAECS (CARB Approved Emissions Control Strategy) typically involves both parties to successfully reduce emissions. Shore power connection as a method to reduce emissions in California ports has been mandatory in progressive vessel call frequency percentage since early 2000’s.

Reporting for all vessel types is required regardless of whether a vessel or terminal has emissions control requirements. Vessel and terminal operators are responsible for reporting visit information for each visit made by a regulated vessel at a regulated marine terminal. Visit reports must be submitted to CARB within 30 calendar days of each vessel’s departure. At Berth reporting templates are available to assist with the new reporting requirements and are available to download at ww2.arb.ca.gov/our-work/programs/ocean-going-vessels-berth-regulation/berth-reporting-templates

Forms may be submitted either in hard copy or electronically. Submit a hard copy plan by mail to: California Air Resources Board, Stationary Source Division, Project Assessment Branch, Energy Section, PO Box 2815, Sacramento, CA 95812, USA. Submit electronic copy to: [email protected]

If any questions related to completing these forms, contact: T: +1 (916) 327 1512. [email protected]

No person may operate or cause the operation of a vessel unless the vessel has the marine charts, publications, and equipment as required by Secs. 164.33–164.41 of this part. (29 September 1983).

Each vessel must have the following:

As an alternative to the requirements for the paragraph above, a marine chart or publication, or applicable extract, published by a foreign government may be substituted for a US chart and publication required by this section. The chart must be of large enough scale, and have enough detail, to make safe navigation of the area possible, and must be currently corrected. The publication, or applicable extract, must singly or in combination contain similar information to the US Government publication to make safe navigation of the area possible. The publication, or applicable extract, must be currently corrected, with the exceptions of tide and tidal current tables, which must be the current editions.

As used in this section (sec.164.33), ``currently corrected'' means corrected with changes contained in all Notices to Mariners published by the National Imagery and Mapping Agency, or an equivalent foreign government publication, reasonably available to the vessel, and that is applicable to the vessel's transit.

(Amended 25 June 2001)

Vessels are encouraged to review this plan, as it details response requirements/actions of the Port Captains along the coast during a hurricane. The plan will outline the requirement of each port condition, including information regarding vessel movements and mooring requirements during anticipated landfall.

Important hurricane-related information will be provided via Marine Safety Information Bulletins and Broadcasted Notice to Mariners.

Coast Guard Station New Orleans. T: +1 (504) 846 6181.

Coast Guard Sector New Orleans Command Centre. T: +1 (504) 365 2200. Rescue 21 VHF DSC. MMSI Number: 003669908. www.uscg.mil/d8/sectNOLA

Coast Guard Waterways Management. T: +1 (504) 365 2280.

The vessel operator is required to ensure that crew members comply with this requirement.

Acceptable identification means one of the following:

The identification document may be secured with the Master so long as it is available for examination upon demand.

For further information www.tsa.gov/