USCP 7

Question 1

Bearings

Answer 1

In degrees true measured clockwise from 000° (North) to 359°. The bearings of AToN are given as viewed from the bridge of a vessel toward the light.

Question 2

Bridges and Cables

Answer 2

Vertical clearances of bridges and overhead cables are in feet above mean high water (MHW) unless otherwise stated. Clearances of drawbridges are for the closed position, although the open clearances are also given for the vertical-lift bridges. See charts for horizontal bridge clearances. Submarine cables are rarely mentioned in USCP.

Question 3

Courses

Answer 3

Are in true and given in degrees clockwise from 000° (North) to 359°. The courses given are the courses to be made good.

Question 4

Currents

Answer 4

Stated current velocities are the averages at strength. Velocities are in knots. Directions are the true directions to which the currents set.

Question 5

Depth

Answer 5

Depth is the vertical distance from the chart datum to the bottom and is expressed in the same units (feet, meters, or fathoms) as those found on the chart.

Controlling depth: least known depth of a channel, determined by periodic hydrographic surveys. Restricts use of the channel to drafts less than that depth.

Centerline controlling depth: applies only to the channel centerline or close proximity; lesser depths may exists in the remainder of the channel

Midchannel controlling depth: is the controlling depth of only the middle half of the channel

Federal project depth: the original design dredging depth of a channel planned by the USACE and may be deeper than current conditions.

Depths alongside wharves usually have been reported by owners and/or operators of the waterfront facilities and have not been verified by Government surveys.

Question 6

Under-keel clearance

Answer 6

Even charts based on modern surveys may not show all seabed obstructions or the shoalest depths, and actual tide levels may be appreciably lower than predicted.

Depending on the location of transducers and wether squat occurs by bow or stern, squat may cause the recorded depth to be greater or less than it ought to be.

Question 7

Distances

Answer 7

Are in nautical miles unless otherwise stated.

Question 8

Heights

Answer 8

Are in feet (meters) above the tidal datum used for that purpose on the charts, usually MHW. However, the heights of the decks of piers and wharves are given in feet (meters) above the chart datum for depths.

Question 9

Lights and Sound Signal Characteristics

Answer 9

Not described in USCP. Reference USCG Light List.

Question 10

Obstructions

Answer 10

Only mentioned if relatively permanent and in or near normal traffic routes.

Question 11

Ranges

Answer 11

Not fully described. “A 339° range” means that the rear structure bears 339° from the front structure.

Question 12

Reported information

Answer 12

Information received by NOAA which has not been verified by Government surveys and inspections is often included in USCP. Such unverified information is qualified as “reported” and should be regarded with great caution.

Question 13

Tides

Answer 13

Tidal information, including real-time water levels, tide predictions, and tidal current predictions are available at tidesandcurrents.noaa.gov

Question 14

Time

Answer 14

Unless otherwise stated, all times are given in local standard time in the 24-hour system.

Question 15

Winds

Answer 15

Directions are given in the true directions from which the winds blow; however, sometimes (rarely) compass points are used. Unless otherwise indicated, speeds are given in knots.

Question 16

Nautical Charts

Answer 16

Raster Navigational Charts (RNC): Geo-referenced digital images of NOAA’s entire suite of paper charts. Current regulations support the use of RNCs as a primary means of navigation when ENCs are not available, but they require an accompanying set of up-to-date paper charts.

Electronic Navigational Charts (ENC): Are databases of charted objects and their attributes with standardized content, structure, and format. They may be used as an alternative to paper charts required on SOLAS vessels. ECDIS are programmable to show as much or as little data as the user requires. ECDIS can use ENCs to give warning of impending danger in relation to the vessel’s position and movement.

Paper Nautical Print-on-Demand (POD) Charts: New editions of POD charts are available Monday after NOAA clears a new edition for release. Once the authorized POD is available, it meets federal chart carriage requirements, and should be put in to service immediately. POD charts must be kept up-to-date between new editions with Notice to Mariners/Local Notice to Mariners.

Question 17

Chart Scale

Answer 17

The scale of a chart is the ration of a given distance on the chart to the actual distance that it represents on the earth. For example, one unit of measurement on a 1:10,000 scale chart is equal to 10,000 of the same unit on the earth’s surface.

Large scale charts: greater detail, smaller area

Small scale charts: less detail, larger area

Mariners should always obtain the largest scale coverage for near shore navigation.

Sailing charts 1:600,000 and smaller

General charts: 1:150,000 to 1:600,000

Coast charts: 1:50,000 to 1:150,000

Harbor charts: scales larger than 1:50,000

Question 18

Chart Projections

Answer 18

Mercator Projection used on most nautical charts

Question 19

Source and Zone of Confidence (ZOC) diagrams

Answer 19

Provided on nautical charts to assist mariners in assessing hydrographic survey data and the associated level of risk to navigate in a particular area.

Source or ZOC found on paper charts. Source diagrams will be replaced by ZOC on paper charts as new editions are created

On ENCs ZOC information is designated CATZOC and displayed using a rating system of stars vs. using alphanumeric categories in tabular/diagram format on RNCs or paper charts.

Question 20

Horizontal datum

Answer 20

Either NAD 1983 or WGS 84. Equivalent datums for charting purposes.

Question 21

Chart Accuracy

Answer 21

Depends on the accuracy of the surveys on which it is based.

Question 22

Areas with blue tint

Answer 22

Shown in water areas on many charts to accentuate shoals and other areas considered dangerous for navigation when using that particular chart. Since the danger curve varies with the intended purpose of a chart a careful inspection should be made to determine the contour depth of the blue tint areas.

Question 23

Submarine Cables and Submerged Pipelines

Answer 23

Inshore: usually buried beneath the seabed

Offshore: may lie on the ocean floor

Not described in USCP. Shown on charts when reported to NOAA.

Vessels fouling a submarine cable or pipeline should attempt to clear without undue strain. Anchors or gear that cannot be cleared should be slipped, but no attempt should be made to cut a cable or pipeline.

Question 24

Artificial Obstructions to Navigation

Answer 24

Disposal areas designated by USACE for dredged material.

Disposal sites established by federal regulation for dumping of dredges material and nonbuoyant objects.

Dumping grounds established by federal regulation but those regulations have been revoked. They will be displayed on charts until they are no longer considered a danger to navigation.

Spoil areas for the purpose of depositing dredged material. Usually near and parallel to dredge channels. They present a hazard to navigation and even the smallest craft should avoid them.

Fish havens are artificial structures (rocks, rubble, derilect barges, etc.) placed on the seafloor to simulate natural reefs and attract fish. They are outlined and labelled on charts and show the minimum authorized depth when known.

Fistrap areas established in which traps may be built and maintained according to established regulations. Navigators should avoid these areas.

Question 25

Lights

Answer 25

Nominal range: The maximum distance at which a light may be seen in clear weather (meteorological visibility of 10 nm) expressed in nautical miles.

Luminous range: Maximum distance at which a light may be seen under the existing visibility conditions.

Geographic range: a function of only the curvature of the earth and is determined solely from the heights above sea level of the light and the observers eye.

Question 26

AIS AToN

Answer 26

May be on physical aid or may be a “virtual” aid that does not physically exist transmitted from a remote location.

Question 27

Bridge Lights and Clearance Gauges

Answer 27

Where installed, clearance gauges are generally vertical numerical scales, reading from top to bottom, and show the actual vertical clearance between the existing water level and the lowest point of the bridge over the channel.

Bridge lights are fixed red and green and are privately maintained; they are generally not charted or described in USCP. All bridge piers (and their protective fenders) and abutments that are in or adjacent to a navigation channel are marked on all channel sides by red lights. On each channel span of a fixed bridge, there is a range of two green lights marking the center of the channel and a red light marking both edges of the channel, except that when the margins of the channel are confined by bridge piers, the red lights on the span are omitted, since the pier lights then mark the channel edges.

On all types of drawbridges, one or more red lights are shown from the drawspan then the span is closed; when the span is open, the higher red lights are obscured and one or two green lights are shown from the drawspan, higher than the pier lights.

Question 28

Channel Markers

Answer 28

Lights, daybeacons, and buoys along dredge channels do not always mark the bottom edges. Due to local conditions, aids may be located inside or outside the channel limits shown by dashed lines on a chart.

Question 29

Use of Radar

Answer 29

Navigation Rules, International-Inland, Rule 7, states, in part, that every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist. Proper use shall be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic observation of detected objects.

This rule places an additional responsibility on vessels that are equipped and manned to use radar to do so while underway during periods of reduced visibility without in any way relieving commanding officers of the responsibility of carrying out normal precautionary masures.

Question 30

Danger Signal

Answer 30

Navigation Rules, International-Inland, Rule 34(d) states that when vessels in sight of one another are approaching each other and from any cause either vessel fails to understand the intentions or actions of the other or is in doubt wether sufficient action is being taken by the other to avoid collision, the vessel in doubt shall immediately indicate such doubt by giving at least five short and rapid blasts on the whistle.

Question 31

Narrow Channels

Answer 31

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

Question 32

Traffic Separation Schemes (Traffic Lanes)

Answer 32

General principles for navigation in TSS are as follows:

1. A ship navigating in or near a TSS adopted by IMO shall in particular comply with Rule 10 of the 72 COLREGS to minimize the development of risk of collisions with another ship. The other rules of the 72 COLREGS apply in all respects, particularly the steering and sailing rules if risk of collision with another vessel is deemed to exist.
2. TSS are intended for use by day and by night in all weather.
3. TSS are reccommended for use by all ships unless stated otherwise.
4. A deep water route is an allied routing measure primarily intended for use by ships that require such a route because of their draft in relation to the available depth of water in the area concerned.
5. The arrows printed on charts indicate the general direction of traffic.
6. Keep clear of TSS separation line or zone.
7. Avoid anchoring in a TSS or near the termination of a TSS.

Question 33

164.11 Navigation underway: General

Answer 33

The owner, master, or person in charge of each vessel underway shall ensure that:

(a) The wheelhouse is constantly manned by persons who:
(1) Direct and control the movement of the vessel and
(2) Fix the vessel’s position
(b) Each person performing a duty described in Paragraph (a) of this section is competent to perform that duty
(c) The position of the vessel at each fix is plotted on a chart of the area and the person directing the movement of the vessel (PDMV) is informed of the vessel’s position
(d) Electronic and other navigational equipment, external fixed AToN, geographic reference points, and hydrographic contours are used when fixing the vessel’s position.
(e) Buoys alone are not used to fix the vessel’s position
(f) The danger of each closing visual or radar contact is evaluated and the PDMV knows the evaluation.
(g) Rudder orders are executed as given.
(h) Engine speed and direction orders are executed as given.
(i) Magnetic variation and deviation and gyrocompass errors are know and correctly applied by the PDMV.
(j) A person whom he has determined is competent to steer the vessel is in the wheelhouse at all times.
(k) If a pilot other than a member of the vessel’s crew is employed, the pilot is informed of the draft, maneuvering characteristics, and pecularities of the vessel and of any abnormal circumstances on the vessel that may affect its safe navigation.
(l) Current velocity and direction for the area to be transited are known by the PDMV.
(m) Predicted set and drift are known by the PDMV.
(n) Tidal state for the area to be transited is known by the PDMV.
(o) The vessel’s anchors are ready for letting go.
(p) The PDMV sets the vessel’s speed with consideration for:
(1) The prevailing visibility and weather conditions
(2) The proximity of the vessel to fixed shore and marine structures.
(3) The tendency of the vessel underway to squat and suffer impairment of maneuverability when there is small UKC.
(4) The comparitive proportions of the vessel and the channel.
(5) The density of marine traffic.
(6) The damage that might be caused by the vessel’s wake.
(7) The strength and direction of the current
(8) Any local vessel speed limit.
(q) The tests required by 164.25 are made and recorded in the vessel’s log.
(s) The equipment required by this part is maintained in operable condition.

Question 34

164.35 Equipment: All vessels

Answer 34

Each vessel must have the following:

(a) A marine radar system for surface navigation
(b) An illuminated magnetic steering compass, mounted in a binnacle, that can be read at the vessel’s main steering stand.
(c) A current magnetic compass deviation table, graph, or compass comparison record for the steering compass, in the wheelhouse.
(d) A gyrocompass
(e) An illuminated repeater for the gyrocompass that is at the main steering stand, unless the gyrocompass is illuminated and is at the main steering stand.
(f) An illuminated rudder angle indicator in the wheelhouse.
(g) The following maneuvering information prominently displayed on a fact sheet in the wheelhouse:
(1) A truning circle diagram to port and starboard that shows the time and distance and advance and transfer required to alter course 90° with maximum rudder angle and constant power settings, for either full of half speeds, or for full and slow speeds. For vessels whose turning circles are essentially the same in both directions, a diagram showing a turning circle in one direction, with a note on the diagram stating that turns to port and starboard are essentially the same, may be substituted.
(2) The time and distance to stop the vessel from either full and half speeds, or from full and slow speeds while maintaining approximately the initial heading with minimum application of rudder.
(3) For each vessel with a fixed propeller, a table of shaft RPM for a representative range of speeds.
(4) For each vessel with a controllable pitch propeller, a table of control settings for a representative range of speeds.
(5) For each vessel that is fitted with an auxiliary device to assist maneuvering, such as a bow thruster, a table of effective speeds at which the auxiliary device is effective in maneuvering the vessel.
(6) The maneuvering information for the normal load and ballast condition for:
(i) Calm weather - wind 10 knots or less, calm sea
(ii) No current
(iii) Deep water conditions - water depth twice the vessel’s draft or greater
(iv) clean hull
(h) An echo depth sounding device
(i) A device that can continuously record the depth readings of the vessel’s echo depth sounding device.
(j) Equipment on the bridge for plotting relative motion.
(k) Simple operating instructions with a block diagram, showing the changeover procedures for remote steering gear control systems and steering gear power units, permanently displayed on the navigating bridge and in the steering gear compartment.
(l) An indicator readable from the centerline conning position showing the RPM of each propeller.
(m) If fitted with CPP, an indicator readable from the centerline conning position showing the pitch and operational mode of such porpellers.
(n) If fitted with lateral thrust propellers, an indicator readable from the centerline conning position showing the direction and amount of thrust from such propellers.
(o) A telephone or other means of communication for relaying headings to the emergency steering station. Also, arrangements for supplying visual compass readings to the emergency steering station.

Question 35

164.53 Deviations from rules and reporting: Non-operating equipment

Answer 35

(a) If during a voyage any equipment required by this part stops operating properly, the person directing the movement of the vessel (PDMV) may continue to the next port of call, subject to the directions of the District Commander or Captain of the Port, as provided by 33 CFR 160.
(b) If the vessel’s AIS, radar, radio navigation receivers, gyrocompass, echo depth sounding device, or primary steering gear stops operating properly, the PDMV must report or cause to be reported that it is not operating properly to the nearest Captain of the Port, District Commander, or, if participating in a Vessel Traffic Service, to the Vessel Traffic Center, as soon as possible.