STATION YANKEETOWN INSTRUCTION 3530.2F Subj: U.S.C.G. …wow.uscgaux.info/Uploads_wowII/070-15/New_Nav_Standards... · 2018. 11. 9. · STA YANKINST 3530.2F 1 STATION YANKEETOWN INSTRUCTION

STA YANKINST 3530.2F

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STATION YANKEETOWN INSTRUCTION 3530.2F

Subj: U.S.C.G. STATION YANKEETOWN NAVIGATION STANDARDS.

Ref: (a) Coast Guard Navigation Standards Manual COMDTINST M3530.2 (series)

(b) United States Coast Guard Regulations, COMDTINST M5000.3 (series)

(c) Boat Crew Seamanship Manual, COMDTINST M16114.5 (series)

(d) Boat Operations and Training (BOAT) Manual, Vol I, COMDTINST M16114.32 (series)

(e) Boat Operations and Training (BOAT) Manual, Vol II, COMDTINST M16114.33 (series)

(f) Navigation Rules International-Inland, COMDTINSTM16672.2 (series)

(g) 24FT Special Purpose Craft - Shallow Water Operator's Handbook COMDTINST

M16114.44 (series)

(h) Non-Standard Boat Operator's Handbook COMDTINST M16114.28 (series)

(i) Coast Guard Rescue and Survival Systems Manual, COMDINSTM10470.10 (series)

(j) Maritime Law Enforcement Manual, COMDTINSTM1647.1 (series)

(k) Coast Guard Addendum to the National Search and Rescue Manual, COMDTINST

M16130.2 (series)

(l) Risk Management, COMDTINST 3500.3 (series)

1. PURPOSE. To set forth navigation standards and procedures for Station Yankeetown’s

attached small boats.

2. ACTION. This instruction serves as Station Yankeetown Navigation Standards. These

standards shall be followed at all times and may be increased at the discretion of the coxswain.

They may only be reduced at my direction.

3. DIRECTIVES AFFECTED. Previous additions are obsolete.

4. DISCUSSION. Navigation remains a critical basis for all underway operations and a

fundamental competency. The purpose of this instruction is to assist myself, the coxswain and

crew in carrying out our responsibilities as outlined in Coast Guard Regulations.

A.M. Bozeman, BMC

Officer in Charge

United States Coast Guard

USCG Station Yankeeetown

5800 Riverside Drive

Yankeetown, FL 34498

Tel: (352) 447-6900

Fax: (352) 447-6905


01 Aug 2018

https://cg.portal.uscg.mil/units/cg731/Manuals/CIM_16114_44.pdf




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STATION YANKEETOWN NAVIGATION STANDARDS

Chapter 1. Responsibilities and Training

A. Officer in Charge

1. Promulgate Command Navigation Standards within 90 days of assuming command.

Prior Navigation Standards remain in effect until superseded

2. Ensure compliance with the provisions of reference (a) and alignment with program

doctrine.

3. Ensure local operating doctrine and TTP align with national maritime doctrine,

program doctrine, and Coast Guard TTP to the maximum extent feasible.

4. Assign, train, and certify navigation personnel in accordance with references (a)

through (e), as appropriate.

5. Designate a Navigation Petty Officer in accordance with reference (a)

6. Ensure boat crews are trained to provide navigation support functions to the Coxswain

7. Incorporate the principles of effective risk management into navigational planning in

accordance with reference (l). Commands can tailor the risk assessment process to be

consistent with the complexity of the specific mission but must not omit any step in the

process.

B. Executive Petty Officer

1. Shall evaluate unit navigational practices semi-annually.

C. Operations Petty Officer

1. Management of Command Navigation Standards, electronic/paper charts, boat outfit,

publications, and navigation equipment.

2. Oversight of the Navigation Petty Officer.

D. Officer of the Day

1. Ensure all coxswains, boat crewmen, and radio watch standers comply with all

regulations set forth in this instruction.


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E. Boat Coxswain

1. Operate the boat in a safe, prudent, and seamanlike manner with due consideration to

the assigned mission and other vessels. Coxswains will not unnecessarily compromise the

safety of the crew and safe navigation of the boat. This includes, but is not limited to, any

type of operation that places undue stress on the boat, engines, equipment, or personnel.

In accordance with the coxswain responsibilities outlined in reference (b).

F. Boat Crewman

1. This position includes Crewman who are currently certified in the respective position.

Boat piloting is reliant on a team effort by the entire boat crew. Input from all members is

needed by the coxswain for safe piloting. Boat crew involvement includes, but is not

limited to lookout reporting, helm watch, plotting and or use of onboard electronics. It is

critical that all boat crewmembers maintain vigilance and provide timely feedback to the

coxswain. Extra caution while piloting should be taken during long missions and during a

mission’s final stages as fatigue can lead to judgment errors and misidentification of

important information. Standard Helm Commands are in enclosure (2).

G. Navigation Petty Officer

1. The Navigation Petty Officer is responsible for maintaining a set of required charts for

each Station boat and communications center that is current to latest Local Notice to

Mariners (LNM) with permanent markings.

H. Training. Maintaining proficiency of navigation skills through training and practice is critical

to safe navigation. Additionally, a thorough understanding of classic navigation techniques and

principles is essential to the proper operation of equipment and sensors, understanding their

limitations, and reducing the risk presented by over-reliance on any single source of information.

CO/OICs must:

1. Conduct navigation exercises in accordance with references (b) and (d).

2. Maintain proficiency of basic navigation skills, including:

a. Paper chart navigation.

b. Electronic charting fundamentals.

c. Operation of installed eNav system.

d. Emergency transition from eNav to paper based navigation and, following

restoration of eNav, the systematic transition back to eNav based navigation.


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Chapter 2 Command Navigation Standards

A. Command Navigation Standards Familiarization

1. All hands with the exception of Support Personnel shall review the Command

Navigation Standards upon reporting onboard Station Yankeetown, semi-annually which

will be timed to coincide with the Currency Cycle and when an update takes place. This

will be acknowledged on the signature sheet in front of this instruction.

B. Boat crew training, qualification and certification

1. Boat crew positions shall be filled by personnel who have completed the qualification

and certification process in accordance with reference (c) and (d).

C. Navigational Information/definitions for each boat type

1. Boat Information: Station Yankeetown utilizes two Boat Types, the 27’ Non-Standard

Utility Boat Medium (UTM) and the 24’ Special Purpose Craft (SPC-SW)

27 UTM

Navigational Draft 4 feet

Draft (actual) 3’ 6”

Beam 10 feet

Length 29 feet

Fixed Height in Water 10’ 4”

Fixed Height on Trailer 13’ 4”

24 SPC-SW

Navigational Draft 3 feet

Shallow Operating Draft 1’ 5.5”

Normal Operating Draft 2’ 6”

Beam 8’ 6”

Length 27 feet

Fixed Height in Water 9’ 2”

Fixed Height on Trailer 12’ 9.5”

a. Depths: All depth display on the RD-30 will indicate depth of water below the lowest

point of the boat. The lowest point of the boat for the 27 UTM and 24 SPC-SW is the

skeg of the lower unit at Normal Operating Draft.

b. Fathometer Offset: The purpose for fathometer offset is to compensate for the display

of available depth from the sensor location on the hull to the actual lowest point of the

vessel. When the offset value is reading correctly, zero ft beneath the keel means the

lowest part of the vessel is touching the bottom, even though the actual transducer

location may be several feet from the bottom.


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(1) The fathometer offset for the UTM will be set to (-) 3.0ft to display depth

beneath the keel.

(2) The fathometer offset for the SPC-SW will be set to (-) 1.4ft to display depth

beneath the outboards lower unit fully trimmed down.

c. Navigational Draft: Every effort should be made to remain clear of water less than the

Navigational Draft. In the event that it becomes necessary to enter an area of water below

Navigational Draft, the OIC will be notified. In the event the OIC can’t be reached, the

XPO will be notified. Note this should not be a concern when the gain outweighs the

risk.

d. Shoal Water: Shoal water will be defined as any water depth less than 6 ft. This is your

safety depth/safety contour line. At this depth on your fathometer (with offsets in place)

you will have approximately 6ft below the keel. Shoal water shall be marked as follows

(1) On SINS shoal areas are defined as anything outside of the navigable channel.

The navigable channel is represented by a dark blue color and shoal water is

indicated by a light blue color. Offshore shoal areas are represented by the depth

contour lines.

(2) When utilizing the SINS, the crew shall observe depth sounder readings in

correlation with chart plotter depth to determine shoal water. Users are cautioned

to ensure appropriate range scaling is frequently exercised to ascertain the charted

depth of a vessel’s projected path. Unfortunately, current technology has not yet

afforded the capability to label shoal water on an electronic chart.


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(3) When utilizing paper charts for navigation, shoal water will be identified by

the 6 foot curve highlighted in blue.

(4) Although it is often “hidden”, one should never dismiss the visual indicators

of shoal water; i.e. water color change or irregular break in the predominant sea

wave.

e. Due to Station Yankeetown’s unique AOR and lack of good scaled charts for inbound

transits, Shoal Water will be established as 6ft to reduce burden on unit’s Navigation

Petty Officer when making ready charts for assets. This means that the Navigational

Draft will be less than established Shoal Water within AOR.

D. Navigational Zones & Fix Intervals: Navigational zones are set up to require minimum levels

of attention to and frequency of navigational tasks. Navigational Zones and requirements are:

1. Restricted Waters: Restricted waters are defined as narrow canals, channels, rivers,

estuaries, sounds, bays, harbors, entrance traffic schemes, and up to 2NM from any

charted hazard to navigation. When navigating within restricted waters, and if using a

paper chart, a fix shall be plotted at least every 3 minutes.

2. Coastal Waters: Coastal waters are defined as any waters 2-9 NM from any charted

hazard to navigation that does not meet the definition of Restricted Waters. When

navigating within coastal waters, and if using a paper chart, a fix shall be plotted at least

every 15 minutes.

3. Open Ocean: Open ocean waters are defined as everything beyond 9NM from any

charted hazard to navigation. When navigating within open ocean waters, and if using a

paper chart, a fix shall be plotted at least every 30 minutes.

E. Charts

1. Electronic Charts: An electronic chart is considered up-to-date if it has been corrected

or replaced within six months of a permanent chart change (CG-37RCB message

041929Z Jan 07). The approved methods for chart corrections are:

a. In the event that SINS electronic charts are out of date (longer than 6 months

old) SINS may be used as primary means of navigation if a currently corrected

and prepared paper chart is immediately available (out and ready).

b. SINS does not provide capability to accurately update the electronic chart

display manually. If NTMs/LNMs have been issued past the manufacturer’s

electronic chart base date, then SINS may be used as a primary means of

navigation if a currently corrected and prepared paper chart is immediately

available (out and ready).


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2. Approved Electronic Chart Hierarchy: The Coast Guard has approved several different

sources of electronic chart data for use with Coast Guard eNav systems. They are

arranged in order of hierarchy in the table below.

Electronic Chart Type Hierarchy

Official ENC/USACE IENC

NGA DNC

Official RNC

Commercial Vector Charts

Commercial Raster Charts

3. GPS position to unrelated positioning source: When using any form of GPS as the

primary source for positioning information, the positions shall be compared to an

unrelated positioning source. When navigating in restrictive waters compare every third

fix and in all other waters the position shall be compared once per day.

4. Navigation Modes:

a. Mode I (eNav):

(1) Installed eNav system, with automatic positioning input, used as

primary means of navigation.

(2) Position Source – Automatic input

(3) Chart – Approved electronic chart and Current edition of paper chart is

onboard. Designated Ready Charts are currently corrected.

(4) System - eNav system configured IAW these Standards. Route

planning information is loaded into the system.

(5) Ensure ability to transfer to paper plot within one fix interval if eNav

system fails, I i.e.- alarms or any indication of positioning source not

accurate.

b. Mode II (eNav):

(1) Installed eNav system, with manual positioning input, used as primary

means of navigation

(2) Position Source – Manual Input




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(4) System – eNav system configured IAW these Standards. Route

planning information is loaded into the system.


system fails, i.e.- alarms or any indication of positioning source not

accurate.

c. Mode III (paper chart):

(1) Traditional paper navigation used as primary means of navigation


(3) Approved chart currently corrected

(4) System – N/A

(5) Prepare paper charts for navigational use IAW these instructions

F. Paper Charts:

1. The Operations Petty Officer shall maintain a set of Master Chart’s current to latest

Local Notice to Mariners (LNM) with permanent standard track-lines and courses along

established routes and waypoints utilizing the standard waypoint list. Maintain SINS

package and make initial new charts for all boats. This may be delegated to the

Navigation Petty Officer, but shall be checked for accuracy once per quarter. The

Standard Waypoint List and Standard Route List can be found in Chap. 2.G.8.

Additionally, the Operations Petty Officer should register him or herself for the weekly

online/email LNM & Light list updates published by the Coast Guard Navigation Center

and make the applicable updates to the Master & Ready Charts. This may be delegated to

the Navigation Petty Officer, but does not relieve the overall responsibility from the

Operations Petty Officer.

2. The Navigation Petty Officer is responsible for maintaining a set of Ready Charts for

each Station boat that are current to latest Local Notice to Mariners (LNM) with

permanent standard track-lines and courses along established routes and waypoints

utilizing the Master Charts.

3. All boats shall contain the most recent edition and current as per the latest LNM.

11400 - Tampa Bay to Cape San Blas (updates maintained but track-lines

and waypoint not required due to scale.)

11407 - Horseshoe Point to Rock Islands

11408 - Crystal River to Horsehoe Point


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11409 – Anclote Keys to Crystal River

11405 - Apalachee Bay

5. The Navigation Petty Officer shall ensure each of the below charts are available in the

in the event assets are tasked with operating outside normal AOR.

11412 - Tampa Bay and St. Joseph Sound

G. Electronic Navigation System Information-eNav

1. Scalable Integrated Navigation Systems (SINS)

a. The Coast Guard employs SINS that is intended to meet international

requirements for small craft radar. SINS include additional chart plotting and

limited navigational functionality but do not meet recommended minimum

standards for ECS.

b. SINS Usage: SINS may be used as the primary means of navigation on all

boats attached to the unit, if the following conditions are met:

c. An adequate primary positioning source as listed in figure 2-1 of CG

Navigation Standards Manual is in use.

d. Approved up-to-date electronic chart data is met (within last 6 months).

e. Up-to-date paper charts are on board to transfer the primary navigation plot to

paper within one fix interval.

f. Command promulgated standard waypoints and routes are used.

g. Cross Track Error alarm set in accordance with section B.3.f (2) of this

instruction.

h. Arrival Alarm set in accordance with section B.3.f (3) of this instruction.

i. Depth alarms are set to the navigational draft.

j. Radar and electronic chart data are displayed at all times.

k. Coxswain observes radar, fathometer, visual ranges, and ATON in order to verify the

displayed position.

2. eNav Display:


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a. The Chart Plotter shall have a split screen display format with the electronic

chart on the right side of the screen and the radar on the left side of the screen.

b. Plotter display should be set to Course Up AT (CU AT) and NAV S/C selected.

The coxswain can toggle to different settings as required for safe navigation.

c. The minimum scaling for the SINS Package on all boats is .25nm (500 yards)

for normal cruising. The scaling on both the chart plotter and radar display may

be increased or decreased at coxswain discretion to provide the best operational

picture for the boats current navigational zone. Coxswains are reminded that using

either too large or too small of a scale may cause a degraded navigational picture.

d. The minimum information displayed referred to as Base Display represents the

minimum set of information and is not intended to be sufficient for navigation.

The following table indicates minimum information to be displayed.

Term Vector Chart Paper Chart

Minimum Depth Contour Safety Contour Penned in a

color and weight

that will stand

out, even under

night lighting.

Shoal Water (areas within the

Minimum Depth Contour)

Shallow Contour

Shoal Areas (Where a safety

contour is not available)

Safety Depth

3. Route Planning: The process includes the planning of a voyage, route, or tracks for a

vessel to ensure safe navigation to its destination.

a. If NTMs/LNMs have been issued past the manufacturer’s electronic chart base

date, then SINS may be used as a primary means of navigation if a currently

corrected and prepared paper chart is immediately available (out and ready).

b. Command approved routes and waypoints shall be used when operating in an

area where available.

c. Cross Track Error on command approved routes shall be set to .05 NM.

4. System Configuration and Settings: When using an eNav system as the primary means

of navigation, it is critical to ensure members responsible for the safe navigation of the

vessel have an understanding of the underlying eNav doctrinal principles (e.g., alarm

hierarchy). Settings and configurations refers to those system settings/configurations that

support navigation Mode I and II (e.g., display options, task assignments, and primary-


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secondary sensors). System configurations and settings for the following zones, areas and

evolutions apply.

a. All 3 Navigational Zones will have the same configurations and settings.

b. Evolutions requiring consideration of configurations and settings are:

Anchoring- While anchored for more than 30 minutes use of the anchor alarm is

mandatory.

c. Navigation Mode I require:

(1) Automatic positioning input used as primary means of navigation.

(2) Position Source – Automatic input



(4) System - All Navigation electronics energized and proper operation

confirmed. Route planning information is loaded into the system.



accurate.

d. Navigation Mode II requires

(1) Manual positioning input, used as primary means of navigation




(4) System - All Navigation electronics energized and proper operation

confirmed. Route planning information is loaded into the system.



accurate.

5. eNav Profiles – No separate profiles are authorized for use on the unit assets.

6. Set and Drift:

a. Computed set and drift shall be utilized when navigating with SINS.

Continuously updated set and drift obtained by comparing own ship heading to


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course over ground and own ship speed to speed over ground. This gives a

constantly fluctuating “in the moment” set and drift.

7. Alarm Management: Current MISHAP trends show that most grounding’s could have

been avoided if navigational alarms had been properly assessed instead of just silenced.

The modern pilot house has numerous audible and/or visible alarms, warnings, and

indicators available to assist crews with safe operations. Only the coxswain shall give the

command to silence an alarm, and only after he/she has assessed the situation. Under NO

circumstance shall an alarm be disabled. Alarm Requirements:

a Audible Depth Alarms are set to 4ft on the UTM and 3ft on the SPC-SW.

b. Cross track error audible alarms on all assigned assets shall be set to .05 NM.

c. Arrival Alarms shall be set to same distance as cross track error.

8. Approved Track lines/Command Routes/Waypoints: The method for distinguishing

reviewed and command approved routes on the SINS package is that the command

approved routes shall be labeled using all capital letters and "NAV_" followed by a

number, in the comments section it will give a brief description of the route and the red

circle icon will be used. The following routes are the only APPROVED routes for station

boats.

Route Name Waypoint Order

CORE#NORTH 23, 22, 20, 18, 17, 15, 13, 11, 10, 8, 7, 5, 4,

3, 2, 1.

CORE#SOUTH 23, 22, 24, 25, 27, 28, 29, 31, 33, 34, 36, 38.

ARPK#CORE 39, 38

HERN#CORE 37, 36

BAYP#CORE 35, 34, 33

CHAZ#CORE 32, 31

HOMR#CORE 32, 29

CRYR#CORE 26, 25

WITH#CORE 23, 22

WACA#CORE 21, 20

CKMS#CORE 19, 18

CKNW#CORE 16, 15

CKNF#CORE 14, 13

SWAN#CORE 12, 11

HORS#CORE 9, 8

STEI#CORE 6, 5

KEAT#CORE 1, 2

If an applicable route is not available for the area being operated in, due caution

should be exercised and use of the charted channel shall serve as the route. Other


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routes maybe entered in the SINS package. Their use is for recommendation only

and due caution should be exercised when in use.

Due to the multiple shifting bars and unpredictable tidal range in the stations

dynamic AOR, principal navigation routes, tracks, track-lines, and turn bearings

will not be required for harbor approaches, rivers, or narrow channels but will be

required when navigating outside any of those areas. The following are the

command approved waypoints to be used when operating any of the Station

boats. These waypoints have been verified and are to be maintained in every

SINS of every unit asset

WAYPOINT LAT LONG

1. KEATON BEACH LT “1” 29-48.900N 083-37.800W

2. KEATON BEACH ENT. 29-48.850N 083-38.790W

3. SW OF BIG GRASS ISLAND 29-42.550N 083-38.870W

4. SOUTH OF BIG GRASS ISLAND 29-40.830N 083-36.090W

5. STEINHATCHEE ENT. 29-37.780N 083-32.550W

6. STEINHATCHEE LT “1” 29-39.350N 083-27.450W

7. SOUTH OF PEPPER FISH KEYS 29-25.400N 083-26.400W

8. HORSESHOE BEACH ENT. 29-22.970N 083-20.850W

9. HORSESHOE BEACH LT “2” 29-23.300N 083-20.400W

10. WEST OF SWUANNEE R. 29-14.600N 083-15.500W

11. RANCH BAR GAP ENT. 29-14.600N 083-11.900W

12. SUWANNEE ENT. 29-15.420N 083-10.900W

13. WEST OF N4 CHANNEL 29-09.450N 083-08.660W

14. NUMBER FOUR CHANNEL ENT. 29-09.430N 083-06.340W

15. NORTHWEST CHANNEL ENT. 29-08.200N 083-08.520W

16. NORTHWEST CHANNEL LT “2” 29-08.400N 083-08.000W

17. NORTH SEAHORSE REEF 29-04.220N 083-08.400W

18. MAINSHIP CHANNEL ENT. 29-03.100N 083-05.100W

19. MAINSHIP CHANNEL LT “1” 29-04.000N 083-04.600W

20. SOUTHWEST OF WACASASSA 28-59.850N 082-59.170W

21. WACASASSA R. “2” 29-05.830N 082-51.750W

22. BARGE CANAL AND P/P SPLIT 28-57.020N 082-51.900W

23. WITHLACOOCHEE “1” 28-58.150N 082-49.800W

24. POWER PLANT “28” 28-55.590N 082-51.240W

25. SOUTH OF P/P 28-53.970N 082-54.280W

26. CRYSTAL RIVER LT “2” 28-54.705N 082-44.900W

27. WEST OF ST. MARTINS RIVER 28-49.500N 082-52.950W

28. WEST OF HOMOSASSA BAY 28-43.100N 082-52.310W

29. HOMOSASSA RIVER ENT. 28-40.350N 082-50.260W

30. HOMOSASSA LT “2” 28-41.390N 082-48.620W

31. WEST OF CHAZ RIVER 28-38.750N 082-49.590W

32. CHAZ RIVER ENT 28-39.140N 082-46.200W

33. WEST OF WEEKIWACHEE RIVER 28-33.250N 082-47.550W

34. BAYPORT APPROACH 28-33.000N 082-44.780W

35. BAYPORT LT “BP” 28-32.650N 082-42.330W

36. WEST OF HERNANDO BEACH 28-31.700N 082-45.100W

37. HERNANDO BEACH (BILL WATTS) 28-31.250N 082-42.550W

38. WEST OF ARIPEKA 28-27.700N 082-46.000W


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39. ARIPEKA LT “AR” 28-27.120N 082-44.800W

9. Position verification & fix evaluation requirements: Daily, verify all positioning

sources and navigational equipment. To avoid over-reliance on a single source of

information, verify vessel position at each fix using all means available

a. Coxswains must use all available means to verify their position and ensure safe

navigation. Techniques include secondary positioning source fix, soundings,

visual observations, danger ranges/bearings, set and drift, and positive

identification and relative position of aids to navigation.

b. If any doubt of the boats position exist coxswains shall slow to bare steerage or

come to all stop until doubt no longer exists.

H. Navigation Planning:

1. Navigation planning encompasses the development of long and short-term plans as

well as contingency plans for a mission. Prepare before launching if possible. Pre-sortie

navigation planning should be as detailed as possible. Preplanning will reduce the

underway work load. In emergency situations (i.e SAR) impromptu routes shall be

entered into the SINS package to ensure safe and timely arrival to the last known position

IAW the coxswain’s responsibilities and this instruction.

a. Up-to-date nautical and hydrographic publications (or the electronic

equivalents) should be consulted during the development of these plans, for

example:

(1) Coast Pilots

(2) Code of Federal Regulations, Title 33

(3) OPORDERS

(4) Light List(s)

(5) Notices to Mariners, Local Notices to Mariners and Broadcast Notices

to Mariners

(6) Tide Tables

(7) Tidal Current Tables

(8) Navigation Rules, International-Inland, COMDTINST M16672.2

(series)


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(9) Local weather resources

(10) Other local navigation guides

b. A boat crew brief shall be conducted prior to getting underway, prior to

entering restricted waters, and when the mission changes. Crew briefs should be

tailored to meet the requirements of the specific mission. Crew briefs shall

include the following information.

(1) Conduct risk assessment (Traditional GAR and GAR 2.0 will be

conducted in conjunction to determine risk on all missions until GAR 2.0

is the main tool on January 1, 2019) Enclosure (5).

(2) Crew position assignments

(3) Review of charts and intended track/patrol area

(4) Safe speed for mission and/or conditions

(5) Hazards to navigation

(6) Anticipated traffic

(7) Environmental considerations including tides, currents, weather (e.g.,

winds, precipitation, visibility), and environmentally sensitive sea areas

(e.g., marine sanctuaries)

(8) A verbal/written float plan, or intended course of movement and

action, must be completed between the coxswain, communications watch

stander, and OOD prior to getting underway.

(9) An Underway boat crew brief check sheet, containing a list to meet all

of these requirements shall be completed. Enclosure (4).

(10) Environmental considerations including tides, currents, weather (e.g.,

winds, precipitation, visibility), and environmentally sensitive sea areas

(e.g., marine sanctuaries)

(11) Boat crews shall conduct a post-mission debrief to evaluate and

recognize performance.

2. Navigation Plotting Symbols: Standard navigation and plotting symbols shall be used

on all navigational charts. Navigation symbols are listed in enclosure (1).

3. Tactical/High Speed boat operations: All coxswains shall operate their boats in a

professional manner with full knowledge of the consequences of improper or unnecessary


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maneuver execution. High speed maneuvers and rapid acceleration/deceleration are

stressful to the crew and boat and should only be used when absolutely necessary.

Yankeetown is not a Tactical Boat Station, therefore tactical training/maneuvering shall

not be conducted.

a. Tactical maneuvering - Tactical Maneuvering is the use of a CG boat to engage

in vessel-on-vessel operations, regardless of speed, with a non-CG boat (or a

training platform acting as a non-CG boat) for PWCS or NCV pursuit.

b. High speed - High speed is defined as speed of 30 knots or greater.

Normal operations do not call for speeds in excess of 30 knots, but if becomes necessary

coxswains shall ensure all crew are restrained in a seat. High speed operations shall never

be conducted while there are more passengers than the boat has seats for. Helmets shall

be carried onboard during PWCS missions, during periods of heavy weather and when

the coxswain deems necessary.

4. Steering & Propulsion Test: Prior to getting u/w, entering restricted waters, trailering,

and mooring both a steering & propulsion test should be conducted if possible.

I. Area of Responsibility (AOR):

1. Station Yankeetown’s area of responsibility contains vast areas that are considered

shoal water as defined above. The requirements of our duties and the navigational draft

of Station Yankeetown’s boats will allow the boats to operate within some of these areas.

These areas are defined to give the crew a higher state of awareness anytime they are

operating near or in any defined area of shoal water. The North Western boundary line

starts in position 30-05’45” N, 084-04’34”W (County line between Wakulla and

Jefferson County). South on a course of 180 degrees true to position 29-30’00” N, 084-

04’34” W (this position is 30 NM off of Piney PT and intersects with the North Western

boundary line ). The Southern AOR boundary line is from position 28-26’00” N, 082-

39’45” W, on a course of 270 degrees true, out 30NM from shore (Aripeka, FL).

2. AOR Familiarization Areas: The importance of area knowledge and familiarization

cannot be over emphasized. Boat crews shall be thoroughly familiar with the unit’s AOR.

The AOR is divided into 4 key operating areas which shall be visited at a minimum of

one time each during the day and one time each during the night I.A.W. Reference (d).

a. The AOR Familiarization Areas are:

(1) AOR ZONE 1 TAYLOR/ JEFFERSON/DIXIE: Includes Aucilla River,

Econfina River, Fenholloway River, Keaton Beach, Steinhatchee River,

Horseshoe Beach, Suwannee River

(2) AOR ZONE 2 LEVY: Includes Cedar Key, Waccasassa River,

Withlacoochee River


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(3) AOR ZONE 3 CITRUS: Includes Crystal River, Homosassa River

(4) AOR ZONE 4 HERNANDO: Includes Chassahowitzka River, Bayport,

Hernando Beach

b. Coxswains must become familiar with the following information concerning

AOR.

(1) Water Depth

(2) Bottom Type

(3) Shoaling effect

(4) Existing hazards to navigation

(5) Current Effect

(6) Geographic landmarks

(7) Names and locations of marinas (private and municipal), boat yards,

waterside business establishments, boat ramps.

c. Coxswains can review as a reference to aid in navigation Army Corps of

Engineers hydrographic surveys of the local area found at:

http://www.saj.usace.army.mil/Missions/Civil-Works/Navigation/Hydro-Surveys/

3. Key Operating Areas: These key areas are a part of every coxswain’s and crewman’s

requirements for certification. Communications watch standers must also learn this

minimum required knowledge for certification. The BCEB will test the knowledge of

these key operating areas during all qualification boards, in depth AOR visits should be

undertaken as time and operations permit. Station Yankeetown has a large, diverse,

and shallow AOR. It should be a matter of care, pride and professionalism to learn the

area in detail. Thorough knowledge of these key operating areas is a key element in

operational risk management

a. Steinhatchee River

b. Suwannee River

c. Cedar Key Main Ship

d. Cedar Key North West

e. Cedar Key South Bar

f. Crystal River

g. Homosassa River

h. Waccasassa River

i. Keaton Beach

http://www.saj.usace.army.mil/Missions/Civil-Works/Navigation/Hydro-Surveys/


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j. Horseshoe Beach

k. Chassahowitzka River

l. Hernando Beach

4. AOR Risks Areas: The following is a list of key areas in Station Yankeetown’s Area of

Responsibility (AOR). This is not meant to be a comprehensive and detailed list of every

navigational hazard in the Station’s AOR. That knowledge can only come with frequent

area familiarization transits. This is meant to merely outline, with a brief description,

some of the major areas the unit’s Coxswains will encounter.

a. AUCILLA/ECONFINA/FENHOLLOWAY RIVER: These Rivers have

a challenging tidal range. As low tide approaches the rivers have a

depth of 1 to 3 feet of water. Consideration should be made when

operating in these areas near low tide.

b. STEINHATCHEE RIVER: When transiting on the eastern side of the

Steinhatchee River Bridge, coxswains should carefully operate in the

channel at speeds not to exceed 5kts. This area has various portions of

the channel overtaken with shoals, and large rock clusters that line the

channel

c. HORSESHOE BEACH: Careful consideration should be adhered to

when transiting in and out of the Horseshoe Beach Channel. On the

seaward side of the final channel marker inbound? local mariners have

marked various uncharted shoals and hazardous rocks with makeshift

poles. Coxswains should be mindful of the hazards, and operate at a

speed not to exceed 5kts when approaching this area.

d. SUWANNEE RIVER: This River has a harsh tidal range, and as low

tide approaches, the East and West Pass of the river has a depth of 1 to

3 feet of water. Due to shifting shoals, caution should be taken when

transiting outbound and inbound in between Channel Marker 9 and 12.

Consideration should be made when operating in these areas near low

tide.

e. CEDAR KEY: The Northwest Channel approaching Cedar Key is

challenging due to shifting bars near the channel. This shoaling occurs

approximately between markers 3 and 8 of the channel on the south

side.

f. WACCASASSA RIVER: This river is challenging to transit because it

is extremely shallow and known to occasionally have debris floating

under the water’s surface; namely old trees. Due to the unpredictable

circumstances of underwater debris, a speed restriction will not be put


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in place, but Coxswains should consider this when determining a safe

speed.

g. WITHLACOOCHEE RIVER: The Withlacoochee River has rocks

lining the outermost portions in many parts of the channel, use extreme

caution when transiting. The river also has shifting bars that affect the

channel near markers 42-44, and 34-37. As these bars shift, it can

create shallow areas in the channel. Coxswains must transit the entire

channel with caution at low tide especially between the HWY 40 ramp

and marker 39A. This area shall be transited at no wake speed with

outboards and/or jacking plates trimmed up.

h. CRYSTAL RIVER: When operating in Crystal River, in the vicinity of

Shell Island, Coxswains must be aware the island shoals into the

channel. There is no marker to display the shoal, and it can be

especially hazardous at low tide. Do not exceed 5Kts when transiting

around Shell Island. Due to shifting shoals, caution should be used

when transiting at the mouth of Crystal River at Crystal River Entrance

channel markers 1 and 2.

i. HOMOSASSA RIVER: The Homosassa River can be hazardous,

especially in the vicinity of Hells Gate. The buoys marking the channel

may not always be on station and the channel is particularly shallow at

low tide. Do not exceed 5kts when transiting Hells Gate.

5. Caution, Danger, and Restricted Areas: The following is a list of key areas in Station

Yankeetown’s Area of Responsibility (AOR). This is not meant to be a comprehensive

and detailed list of every navigational hazard in the Station’s AOR. That knowledge can

only come with frequent area familiarization transits. This is meant to merely outline,

with a brief description, some of the major areas the unit’s Coxswains will encounter.

1. Restrictions:

a. Suwannee River: The UTM and SPC-SW can operate on the inner

and outer portions of the Suwannee River, but neither boat may

operate in the vicinity of East Pass, West Pass, and Wadley Pass.

b.Waccasassa River: The SPC-SW is the only boat authorized to

operate in this river. Coxswains shall remain in the channel only.

Depths for all boat ramps and offshore approaches are too shallow

for the UTM.

c. Chassahowitzka River: Depths within the river, for all boat ramps

and offshore approaches are too shallow for any of the unit’s assets

to navigate this river safely. All unit boats are prohibited from

operating on this river.


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d. Aucilla/Econfina/Fenholloway River: The SPC-SW is the only

boat authorized to operate on this river. Depths for all boat ramps

and offshore approaches are too shallow, the UTM is prohibited

from operating on these rivers.

2. Communications gaps: There are multiple areas in this AOR where you

may experience a loss of communications. In the event you cannot make

contact with station watch-standers: first try alternate means (i.e. cell

phone), secondly try Sector St. Pete COMCEN, lastly if no

communications can be established return to an area where

communications can be re-established as soon as possible. If it is known

you will be operating in known communications gaps, ensure station OOD

and Sector is aware.

3. Navigational Safe Operating Distances: No boats assigned to the unit shall

operate within .050nm (100yds) of a restricted area. If missions require

exceeding this safe operating distance then the OIC must grant permission

to enter the area.

6. Significant Dangers and Hazards: The creeks and channels within the AOR present a

unique and challenging dynamic to coxswains. Coxswain shall remain extremely wary

and vigilant when attempting passage through any of these waterways, paying special

regard to water depth and marked with privately maintained ATON, or not marked

sufficiently with any ATON. Area familiarization is critical in fostering a coxswain’s

own “local knowledge” which is paramount to safe navigation within these waterways.

J. General Navigation Requirements

1. Positioning sources:

CATEGORY I CATEGORY II

GPS with DGPS corrections or WAAS-

enabled

Inertial

Navigation

System

GPS PPS (Precise Positioning Service)-

Classified System if applicable

Celestial

GPS SPS (Standard Positioning Service)

Visual and/or RADAR (includes RADAR/Chart Matching

(1) Category I positioning sources are adequate for use as the primary source of

own vessel’s position while operating in all waters.

(2) Category II positioning sources are not considered adequate for precise

navigation and shall only be used as the primary source of own vessel’s

position in Open Ocean.


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(3) The only Global Positioning System (GPS) corrections currently authorized

for Coast Guard navigational use are provided by the Maritime Differential

GPS System.

2. Fixes. Fixes shall be taken at the required interval for each navigational zone. The

Coxswain may increase the fix interval as necessary for the safe navigation of the boat.

One of the following criteria must be met in order to constitute a fix on a paper chart or

the SINS display.

a. Electronically provided position when displayed on a chart from a properly

functioning GPS with DGPS correction.

b. The intersection of lines of position (LOP) from at least three prominent points

of land, fixed, and/or celestial objects with a separation of 15 degrees or greater.

This includes the radar/chart overlay capability of the SINS.

c. When using relative bearings, a minimum of two visual LOPs and one radar

range shall be used.

d. A fix shall not be erased or deleted because it appears in error; rather, another

fix shall be taken immediately to ascertain the vessel’s position.

e. Fixes shall be verified by all available means including; soundings, AtoN,

RADAR or other electrical means, and seaman’s eye.

3. Estimated Positions

a. An Estimate Position (EP) is a Dead Reckoning (DR) position modified by

additional information, which in itself is insufficient to establish a fix. All EP’s

shall be compared to charted depth of water, and other available navigational

equipment. The following criteria constitute an EP:

b. RADAR range and bearing information established from a single identified

floating aid to navigation.

c. Passing abeam of a fixed object or floating aid to navigation without an

established radar range and bearing.

4. Dead Reckoning. A Dead Reckoning plot is required when navigating with paper

charts and shall be advanced two fix intervals and plotted IAW reference (a).

a. Plot a DR position at least every hour on the hour in Open Ocean.

b. Plot a DR position at every course change.

c. Plot a DR position at every speed change.


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d. Plot a DR position when obtaining a fix or running fix.

e. Plot a DR position when obtaining a single line of position

f. A new course line shall be plotted from each fix or running fix.

5. Weather Limitations

a. In accordance with both the 27’ UTM and 24’ SPC-SW Boat Operator

Handbooks, the following weather limitations are to be adhered by:

(1) 27’ UTM: Not to exceed 8’ FT seas, no surf or 30Kt sustained winds.

(2) 24’ SPC-SW: Not to exceed 4’ Ft seas, no surf or 25Kt sustained winds

6. Navigating in Key Operating Areas: Coxswains shall utilize the standard waypoints

and track lines and have a chart on board for reference or navigation. Coxswains shall at

all times be aware of their position relative to hazards, traffic, and channels. All

electronic means of navigation as well as other tools available shall be continuously

monitored and verified as working properly. The Coxswain must remain constantly

cognizant of the boat's position and keep it in safe water and out of danger.

7. Navigating outside Key Operating Areas: In depths of water below the navigational

draft of the boat, the Coxswain shall navigate as above and have a chart readily available

for the area. In addition if necessary the coxswain may have to maintain an active plot on

a chart or with the electronic chart plotter. This may be as simple as using, fathometer

readings compared to charted depth, radar ranges, and Estimated Positions (EP's) as

validation of the pre-planned DR tracks or as difficult as paper plotting of positions

depending on circumstances. The Coxswain must execute the proper level of team

coordination to ensure safety and mission success.

K. Team Communications:

1. Monitored Frequencies: Effective communications between shore command, the

underway unit, as well as the boating public, are essential for proper coordination of

mission tasks. The following VHF channels will be monitored at all times while

underway per the respective mission:

a. Motorola XTL-5000 or Motorola ASTRO: Channel CG112 (encrypted).

Standard Horizon GX5500S set to dual watch: Channel 16 (international hailing

and distress) and Channel 13 (bridge to bridge).

b. Cell Phones:


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(1) The use of cell phones/texting devices and phone applications aboard

boat forces assets is prohibited without permission of the Coxswain;

permission can be granted only on a case by case basis.

(2) The Coxswain should take into consideration a variety of factors

before allowing the use of cell phones/texting devices, including

evaluating operational risk management.

(3) When a crewmember is allowed to use a cell phone/texting device the

Coxswain will assure there is a proper lookout posted and the rest of the

crew is attentive to their duties.

(4) The operator of the boat shall not use a cell phone or texting device.

2. Loss of Communications: If a boat fails to check in on the primary or secondary

frequency within ten minutes of the communication schedule, the guarding unit shall

initiate the following action:

a. The Command Cadre shall be notified first, followed by the Operational

Commander (SECTOR), then the District Command Center.

b. If the boat remains un-located, an immediate Urgent Marine Information

Broadcast (UMIB) shall be released.

c. Following the UMIB, an immediate precedence message shall be released.

L. Minimum Crew Requirements:

1. The following minimum crew requirements shall be adhered to when planning mission

sorties on all station assets.

Propulsion Enclosed Cabin

COXN ENG BCM

Open Cabin

COXN ENG BCM

Outboard 1 0 2 1 0 1

M. Standard Line Handling Commands: Standard line handling commands shall be used and are

listed in enclosure (3).

N. Additional Required Items

1. Paper Chart Fixes

a. When navigating with paper charts, fix intervals SHALL be in accordance with

Section B.9 of this instruction. Fixes may be timed to coincide with OPS/position

reporting to the Operational Commander. Fixes shall become more frequent


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whenever the coxswain is operating in an unfamiliar area and during periods of

restricted visibility.

b. Due to the absence of sufficient radar and visual landmarks and/or fixed aids to

navigation in the vicinity of the Command approved tracklines, turn ranges and

bearings are not practical for each turn. As a result, coxswains SHALL make

appropriate use of all available navigation information and exercise prudent

seamanship while navigating.

O. Publications

1. The following publications are required to be carried on board all boats.

a. USCG Navigation Rules, M16672.2 (series)

b. Command Navigation Standards

c. Light List Volume IV.

d. Tidal Current Tables

e. Tide Table

f. U.S Coast. Pilot No. 4.

g. Chart No. 1

P. Speed Limitations

1. Coxswains will operate all boats at a safe speed in accordance with Rule 6 of the

USCG Navigation Rules and this instruction regardless of mission parameters or

circumstance. Coxswain may exceed cruising speed for specific missions, only when

deemed necessary and when determined not to create an unsafe operating environment.

a. 27’ UTM not to exceed 30 KT’s

b. 24’ SPC-SW not to exceed 30KT’s

2. The Units 27’ UTM & 24’ SPC-SW will observe the no wake zone requirements, as

well as take extra precaution to lower speed and wake near marina entrances, exposed

and populated moorings, yearly Manatee zones, and in areas of high traffic density.

Coxswains are responsible for their wake, and any resultant damage or injury, produced

by any boat they are operating at all times, regardless of mission parameters or other

circumstances.

Q. Safe Operating Distances from known hazards


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1. The Primary hazard(s) within the AOR is shoal water. Every effort should be made to

navigate inside marked channels. When the need arises to navigate outside of a marked

channel every effort shall be made to stay as far away from shoal water as practical. If

such situation arises the Coxswain SHALL take extra safety precautions such as:

a. Post additional lookouts FWD and AFT.

b. Post a crewmember on the eNAV equipment to assist in navigation.

b. Utilize Soundings with the boat hook or push pole.

c. Trimming up the engines, utilizing Jack Plate on SPC-SW.

d. Increasing the fix interval.

2. In an emergency, the assets can be beached. The method of beaching in an emergency

is a matter of judgment, experience, and local knowledge of the coxswain. Without this

judgment, emergency beaching should not be attempted unless life is at risk.

a. Unique and extreme situations may arise that require deviation from these

standards while operating the 27’ UTM and 24’ SPC-SW. During such situation, a

thorough risk assessment SHALL take place.

3. Low Visibility

a. Operations in or near an area of restricted visibility are inherently more

dangerous due to the potential obstruction of visual aids and identification of

hazards from the coxswain and crewmember’s field of vision. Coxswains SHALL

adhere to the guidelines included herein regarding restricted visibility and apply

in all Navigation Zones.

(1) If visibility reduces to 3 NM in any direction notify the

communications watch stander, ensure all navigation equipment is online

and operating properly.

(2) If visibility reduces to 1 NM in any direction notify the

communications watch stander, energize navigation lights, reduce speed,

assess the situation, re-asses the GAR and utilize prudent seamanship.

(3) If visibility reduces to 500 yards or less in any direction notify the

communications watch standard, energize sound signals, and assign look

out on the bow and stern. The Coxswain SHALL continuously assess the

situation and utilize prudent seamanship.


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(4) Fix intervals in Reduced Visibility SHALL be in compliance with

Section D. of this instruction.

4. Navigation & Piloting Tactics, Techniques, and Procedures

a. The purpose of this section is to set forth requirements for Station

Yankeetown’s training and use of Tactics, Techniques, and Procedures (TTP)

contained in Boat Operations and Training Manual Volume III, COMDTINST

M16114.42 (Series).

b. Station Yankeetown is not a Tactical or Pursuit Station. Tactical and Pursuit

maneuvers shall not be attempted or practiced at any time, for any reason without

the prior authorization of the Officer in Charge.

5. High Laser Threat Areas

1. In the event of a laser threat/ incident focused at boat crews, consider taking the

following actions:

a. Shield the eyes from further exposure

b. Slow or stop the boat if the conditions are appropriate

c. Notify OPCON and the Station of your position and location/direction the

Laser came from.

d. Reassess GAR

e. Consider anchoring/mooring until normal night vision is regained

Documents

STATION YANKEETOWN INSTRUCTION 3530.2F Subj: U.S.C.G. …wow.uscgaux.info/Uploads_wowII/070-15/New_Nav_Standards... · 2018. 11. 9. · STA YANKINST 3530.2F 1 STATION YANKEETOWN INSTRUCTION