| Inspect each item below | |
| The original Certificate of Documentation must be maintained on board the vessel. | |
| • Must have a FISHERIES endorsement. | |
| • Not expired. | |
| Name of the vessel must be - | |
| • on port & starboard bow and the vessel stern | |
| • not less than 4 inches in height | |
| • marked in clearly legible letters | |
| Hailing port of the vessel must be- | |
| • on stern of the vessel | |
| • not less than 4 inches in height | |
| • marked in clearly legible letters. | |
| Official number of the vessel must be - | |
| • permanently affixed to some clearly visible structural part of the hull, such as an internal deck beam | |
| • not less than 3 inches in height | |
| • affixed in clearly legible numbers. |
| Inspect each item below | |
| Original valid state registration paperwork on board | |
| • A temporary or official duplicate is acceptable | |
| Display of Numbers: | |
| • 3 inch BLOCK - minimum height | |
| • Affixed to forward half of the vessel | |
| • One on each side of the vessel | |
| • Contrasting color to the background | |
| • Permanently affixed | |
| • Read from left to right | |
| • Have a hyphen or a space between prefix, number, and suffix |
Commercial fishing vessels greater than 5 net tons are required to be document with the Coast Guard and not registered with the state. Tonnage is a measurement of the volume of the vessels hull based on the length, breadth and deep of the vessel. Vessels of around 30 feet or more in length may measure greater than 5 net tons.
Go to this online interactive form to calculate your vessels tonnage. You do not have to send in this form; just fill in questions 3 thru 6 on the form. The tonnage calculation for your vessel will be displayed in the upper right hand corner of the form once the four questions have been entered.| Inspect each item below | |
| The operator in command of this vessel is required to be a US citizen. |
| Inspect each item below | |
| This vessel is required to have a licensed Master with an appropriate valid license for the vessel and its route. | |
| If the vessel operates for more than 12 hours a person assigned by the Master to navigate the vessel is required to hold an appropriate valid license as a Mate. | |
| If someone is on board performing the duties of a chief engineer, that person is required to hold the appropriate license for the vessel and its route as a chief engineer. | |
| If any engineering space requires a watch for more than 24 hours, there must be appropriately licensed assistance engineer(s) on board. | |
| It is the responsibility of the Master to determine watch rotations aboard the vessel | |
| Unlicensed seaman at least 75% are required to be a US citizen or | |
| • An alien lawfully admitted to the United States for permanent residence Green Card). | |
| • up to 25% of unlicensed seaman (including fish processors) can be, any other alien allowed to be employed under the Immigration and Nationality Act (H-2B Work Visa): |
| Inspect each item below | |
| Any vessel required by regulation (not voluntary) to have any radio equipment on board is required to have an FCC Ship Station License on board that lists each required piece of radio equipment | |
| Ensure original license is on board. | |
| Vessels name and number must be correct | |
| License not expired. | |
| License lists all required radio equipment and frequencies. | |
| License stamped with FCC seal. | |
| Licensee listed is the current owner or manager of the vessel. |
| Inspect each item below | |
| There must be a sufficient number of placards posted aboard the vessel so as to be read by all crew. | |
| The placard is required to be at least 4” X 9”. | |
| Letters on the placard must be a minimum of 1/8 inch high. | |
| The placard must be made of durable material. |
| Inspect each item below | |
| The master or person in charge of the vessel must ensure a written record is maintained on board of each of the following: | |
| • Discharge overboard. | |
| • Discharge to another ship. | |
| • Discharge to a reception facility. | |
| • Incineration on the ship. | |
| Must list date and time of operation. | |
| Name of port or lat and long of location underway. | |
| Name of vessel transferred to. | |
Specific description material category (see 33 CFR 151.55(c)(6)). |
|
| Amount / quantity. |
| Inspect each item below | |
| A written waste management plan must be kept aboard the vessel which outlines procedures for the: | |
| • collection | |
| • processing | |
| • storage, and | |
| • discharge of garbage and waste. | |
| • It must also list the person designated the responsibility for carrying out the plan. |
| Inspect each item below | |
| Placard must be affixed in the machinery space or near the bilge pump operating switch. | |
| • The placard is required to be a minimum of 5” X 7”. | |
| • It must be in a language understood by the crew. |
| Inspect each item below | |
| The placard must be on board and posted in a highly visible location. | |
| The placard is required to be a minimum of 5” X 7”. |
| Inspect each item below | |
| The Coast Guard examiner will ask for a first aid card sufficient to ensure that the correct number of people are qualified as listed on the checklist. | |
| • The First Aid card does not have to be current. | |
| Acceptable First Aid Courses: | |
| • American National Red Cross | |
| • Coast Guard approved course |
| Inspect each item below | |
| The Coast Guard examiner will ask for a CPR card sufficient to ensure that the correct number of people are qualified as listed on the checklist. | |
| • The CPR card does not have to be current. | |
| Acceptable CPR Certificates: | |
| • American National Red Cross | |
| • American Heart Association | |
| • Coast Guard approved course |
| Inspect each item below | |
| Your emergency instructions must either be posted in conspicuous location s accessible to the crew or kept readily available in lieu of posting. | |
| The emergency instructions must identify at lease the following information, as appropriate for the vessel: | |
| • The location of the survival craft. | |
| • The survival craft each crewman is assigned. | |
| • Fire, emergency and abandon ship signals. | |
| • If required the location of the immersion suits. | |
| • Illustrations of how to don immersion suits. | |
| • Procedures for making a distress call (see emergency boardcast placard on the checklist). | |
| • A station bill which lists essential actions to be taken by each individual in an emergency | |
| The last 4 bulleted items below may be kept readily available as an alternative to posting. | |
| • Procedures for anchoring the vessel | |
| • Procedures to be used in the event an individual falls overboard. | |
| • Procedures for fighting a fire. | |
| • Procedures for rough weather at sea, crossing hazardous bars, and flooding. |
| Inspect each item below | |
| Your emergency instructions must be posted in conspicuous locations accessible to the crew. | |
| The emergency instructions must identify at lease the following information, as appropriate for the vessel: | |
| • The location of the survival craft. | |
| • The survival craft each crewman is assigned. | |
| • Fire, emergency and abandon ship signals. | |
| • If required the location of the immersion suits. | |
| • Illustrations of how to don immersion suits. | |
| • Procedures for making a distress call (see emergency boardcast placard). | |
| • A station bill which lists essential actions to be taken by each individual in an emergency | |
| The last 4 bulleted items below may be kept readily available as an alternative to posting. | |
| • Procedures for anchoring the vessel | |
| • Procedures to be used in the event an individual falls overboard. | |
| • Procedures for fighting a fire. | |
| • Procedures for rough weather at sea, crossing hazardous bars, and flooding. |
| Inspect each item below | |
| The master or individual in charge of a vessel must ensure that a safety orientation is given to each individual on board that has not participated in the required drills before the vessel may be operated. | |
| The orientation must include information on the persons responsibilities for each of the following potential emergencies: | |
| • Abandoning the vessel | |
| • Fighting a fire in different locations on board the vessel | |
| • Recovering an individual from the water | |
| • Minimizing the affects of unintentional flooding | |
| • Launching survival craft and recovering lifeboats | |
| • Donning immersion suits and other wearable PFDs | |
| • Donning a fireman’s outfit and a self-contained | |
| • Breathing apparatus, if vessel is so equipped | |
| • Making a voice radio distress call and using visual distress signals | |
| • Activating the general alarm | |
| • Reporting inoperative alarm and fire detection systems |
| Inspect each item below | |
| The master or person in charge of the vessel is required to ensure that all drills are conducted at least once each month. | |
| • This does not mean for example the first of January and the last day of February | |
| The drills must be conducted under the supervision of a qualified drill conductor appropriately trained by a qualified drill instructor training organization. | |
| • Abandoning the vessel | |
| • Fighting a fire in different locations on board the vessel | |
| • Recovering an individual from the water | |
| • Minimizing the affects of unintentional flooding | |
| • Launching survival craft and recovering lifeboats | |
| • Donning immersion suits and other wearable PFDs | |
| • Donning a fireman’s outfit and a self-contained breathing apparatus (if equipped) | |
| • Making a voice radio distress call and using visual distress signals | |
| • Activating the general alarm | |
| • Reporting inoperative alarm and fire detection systems | |
| Drills must be conducted on board the vessel as if there were an actual emergency and must include participation by all persons on board. |
| Inspect each item below | |
| The required drills must be conducted under the supervision of a qualified drill conductor who has been appropriately trained by a qualified drill instructor of a training organization. | |
| Ensure you have the drill conductor available to provide proof of the required training. If the person is not available provide that persons contact information. | |
| • The drill conductor does not have to be a person in the crew nor the master of the vessel. A drill conductor not part of the crew can attend the vessel and supervise the drills then depart and return again to oversee drills on a monthly basis. |
| Use the below checklist for this item | |
| Licensed and unlicensed crew members are required to be enrolled in a drug testing program. | |
| • Individuals on fish processing vessels who are primarily employed in the preparation of fish or fish products, or in a support position, and who have no duties that directly affect the safe operation of the vessel are not required to be enrolled in a drug testing program. | |
| Periodic drug testing is required for licensed crew. | |
| Pre-employment testing is required for all unlicensed crewmembers. | |
| Random drug testing is required for all licensed and unlicensed crew members. | |
| • This requires random testing off 50% of crewmembers per year. | |
| A drug testing program is normally accomplished by hiring in a consortium or third party administrator. | |
| Refer to the regulations for specifics on drug testing program requirements (46 CFR 16). |
| Inspect each item below | |
| Alcohol testing kits are required on board vessels that operate more than 2 hours from a location that has an alcohol testing facility. | |
| Alcohol testing is required within 2 hours for all crew if the vessel is involved in a serious marine incident (see definition below). | |
| • It is the vessel master or operator’s responsibility to ensure the testing is completed within the time specified. | |
| • Most alcohol testing kits do not require the collector to be trained. | |
| Mandatory drug testing is also required within 32 hours. If the vessel operates where they cannot meet this requirement. The vessel is required to carry drug testing kits. | |
| • Most drug testing kits require the collector to be trained. | |
| Serious Marine Incident | |
| • One or more deaths; | |
| • An injury to a crewmember, passenger, or other person which requires professional medical treatment beyond first aid, and, in the case of a person employed on board a vessel in commercial service, which renders the individual unfit to perform routine vessel duties; | |
| • Damage to property in excess of $100,000; | |
| • Actual or constructive total loss of any vessel subject to inspection; | |
| • Actual or constructive total loss of any self-propelled vessel, not subject to inspection, of 100 gross tons or more; | |
| • A discharge of oil of 10,000 gallons or more into the navigable waters of the United States; or | |
| • A discharge of a reportable quantity of a hazardous substance into the navigable waters of the United States. | |
| Contact the local Sector ASAP. |
| Inspect each item below | |
| SOPEP is on board the vessel. | |
| The SOPEP has a cover letter stamped approved by the Coast Guard. | |
| Not expired (good for 5 years). | |
| The annual review has been completed and a letter submitted to Commandant certifying it was completed. | |
| Changes to the plan must be approved by the Coast Guard, (CG-5431). | |
| • The entire plan with any ammendments must be resubmitted to Commandant 6 months prior to expiration. |
| Inspect each item below | |
| IOPP is on board the vessel. | |
| IOPP is not expired. |
| Inspect each item below | |
| Oil record book is on board the vessel. | |
| All entries are up to date. |
| Inspect each item below | |
| COFR is on board the vessel. | |
| COFR not expired. |
| Inspect each item below | |
| Ensure the stability book or stability information is on board | |
| • Stability instructions must be in a format that is easily understood by the master. | |
| • Must reflect the vessel’s current construction and operation. | |
| Pay attention to an modifications that could affect the vessels stability warranting update to the stability instructions. | |
| • changes to the vessels length, sponsoning | |
| • vessels using pots, ensure pots are same weight as listed in listed in the stability instructions. | |
| Plan for icing when appropriate, checking parameters outlined in stability instructions. |
| Inspect each item below | |
| This vessel is required to have Stability Information unless the vessel has a Load line. See the “Load line guidance” information to make this determination : | |
| Ensure the stability book or stability information is on board | |
| • Stability instructions must be in a format that is easily understood by the master. | |
| • Must reflect the vessel’s current construction and operation. | |
| Pay attention to an modifications that could affect the vessels stability warranting update to the stability instructions. | |
| • changes to the vessels length, sponsoning | |
| Plan for icing when appropriate, checking parameters outlined in stability instructions. |
.| Inspect each item below | |
| This vessel is required to have Stability Information unless the vessel has a Load line. See the “Load line flowchart below to detemine if the vessel is required a loadline.” information to make this determination : | |
| Ensure the stability book or stability information is on board | |
| • Stability instructions must be in a format that is easily understood by the master. | |
| • Must reflect the vessel’s current construction and operation. | |
| Pay attention to an modifications that could affect the vessels stability warranting update to the stability instructions. | |
| • changes to the vessels length, sponsoning | |
| Plan for icing when appropriate, checking parameters outlined in stability instructions. |
.| Use the below checklist for this item | |
| Ensure COC is not expired, good for 2 years. | |
| Check issuing authority signature | |
| The name of the issuing organization must be on the COC | |
| • American Bureau of Shipping (ABS), | |
| • A similarly qualified organization, or | |
| • A surveyor of an accepted organization | |
| The COC must have a statement that states the vessel has been found to be in compliance with applicable regulations | |
| A Fishing Safety Decal does not take the place of the Certificate of Compliance. |
| Use the below checklist for this item | |
| Person in charge designated: | |
| • Documented IAW - 33 CFR 155.715 | |
| Person in charge is qualified: | |
| Procedures are current | |
| Transfer procedures listed for: | |
| • To or from the vessel | |
| • Tank to tank within the vessel | |
| Oil transfer procedures | |
| • Available for Coast Guard inspection | |
| • Printed in a language understood by the crew | |
| • Permanently posted or available / easily seen when engaged in oil transfers | |
| Contents of oil transfer procedures | |
| • Generic name of product transferred | |
| • Physical description of product | |
| • Description of order of product | |
| • Hazards involved in handling/safety instructions | |
| • Fire fighting procedures including extinguishing agents | |
| • Indicate applicability of transfer procedures | |
| • Piping line diagram | |
| - Location of each valve | |
| - Pump | |
| - Control device | |
| - Vent | |
| - Overflow | |
| • Location of shutoff valve or other isolation device that separates bilge or ballast from transfer system | |
| • Description & procedure for emptying discharge containment system | |
| • Indicate number of people required to be on duty (duty and title) | |
| • Procedures/duty assignments for tending vessel mooring lines | |
| • Emergency shutdown procedure and means of communication | |
| Communications | |
| Transfer hose (33 CFR 154.500) | |
| Closure devices: (Blanks or valves installed when not connected) | |
| Records | |
| • Names of persons currently designated as person in charge | |
| • Results of most recent required tests / inspections (hose, relief valves, remote shutdown indicators) | |
| • Transfer hose info (oils service marking, date of manufacture, MAWP, results of most recent test and inspection) | |
| • Emergency shutdown procedure and means of communication |
If you have questions regarding this topic, contact your local Coast Guard Sector.
| Use the below checklist for this item | |
| Must have an agreement in writing with each seaman employed on board. The agreement shall - | |
| • State the period of effectiveness of the agreement | |
| • Include the terms of any wage, share, or other compensation arrangement peculiar to the fishery in which the vessel will be engaged during the period of the agreement. | |
| • Include other agreed terms. |
| Use the below checklist for this item | |
| This vessel must meet the requirements of MARPOL – Annex VI, Regulation 14 by having a copy of one of the certificates below: | |
| • IAPP Certificate for vessel up to 175 hp. | |
| • EIAPP Certificate for vessels over 175 hp. | |
| - Installed on vsls after Jan 1, 2010. | |
| Copy of technical files for each engine and each type of fuel if engine is certified for multiple fuels. | |
| Technical files identifying components, setting and operation values of engine impacting NOx emissions. | |
| See links above for more specific guidance |
| Use the below checklist for this item | |
| This vessel must have an International Anti-Fouling Systems (IAFS) Certificate | |
| See links above for more specific guidance. |
| Inspect each item below | |
| The placard must be on board and posted in a highly visible location. | |
| The placard is required to be a minimum of 5” X 7”. |
| Inspect each item below | |
| The original must be kept on board the vessel. | |
| • The certificate must not be expired (5 years). | |
| • Each annual endorsement must be signed and dated. | |
| • The Loadline marks on the certificate must match hull markings. | |
| • The Loadline mark on the hull must not be submerged when operating beyond the boundary line. |
| Determine if loadline is required | |
| 1. - A vessel that was under contract to be constructed, or was constructed as a fish tender vessel on or after Jan 1, 1980 must be assigned a loadline. | |
| 2. - A vessel converted as a fish tender vessel on or after Jan 1, 1983 must be assigned a loadline. | |
| Inspect each item below | |
| The original must be kept on board the vessel. | |
| • The certificate must not be expired (5 years). | |
| • Each annual endorsement must be signed and dated. | |
| • The Loadline marks on the certificate must match hull markings. | |
| • The Loadline mark on the hull must not be submerged when operating beyond the boundary line. |
| Determine if loadline is required | |
| A vessel whose keel was laid or constructed as a fish tender vessel on or after Jan 1, 1986 must be assigned a loadline. | |
| Inspect each item below | |
| The original must be kept on board the vessel. | |
| • The certificate must not be expired (5 years). | |
| • Each annual endorsement must be signed and dated.. | |
| • The Loadline marks on the certificate must match hull markings. | |
| • The Loadline mark on the hull must not be submerged when operating beyond the boundary line. |
| Determine if loadline is required | |
| 1. - A vessel that was constructed as a fish processing vessel on or after Aug 16, 1974 must be assigned a loadline. | |
| 2. - A vessel converted for use as a fish processing vessel on or after Jan 1, 1983 must be assigned a loadline. | |
| Inspect each item below | |
| The original must be kept on board the vessel. | |
| • The certificate must not be expired (5 years). | |
| • Each annual endorsement must be signed and dated. | |
| • The Loadline marks on the certificate must match hull markings. | |
| • The Loadline mark on the hull must not be submerged when operating beyond the boundary line. |
| Determine if loadline is required | |
| A vessel whose keel was laid or constructed as a fish processing vessel on or after Jan 1, 1986 must be assigned a loadline. | |
| Inspect each item below | |
| The original must be kept on board the vessel. | |
| • The certificate must not be expired (5 years). | |
| • Each annual endorsement must be signed and dated. | |
| • The Loadline marks on the certificate must match hull markings. | |
| • The Loadline mark on the hull must not be submerged when operating beyond the boundary line. |
| Use the below checklist for this item | |
| Check condition of the outer casing (no major dents, corrosion or leaking) | |
| Not expired | |
| Sufficient quantity as required by the checklist | |
| Proper Coast Guard approval numbers: | |
| • Handheld flares 160.122 | |
| • Smoke signals 160.122 | |
| • Parachute flare 160.136 | |
| Extra expired flares may be kept on board but must be stowed separately from the required flares and each must be marked for “drill use only”. |
| Use the below checklist for this item | |
| Check condition of the outer casing (no major dents, corrosion or leaking) | |
| Not expired | |
| Sufficient quantity as required by the checklist | |
| Proper Coast Guard approval numbers: | |
| • Handheld flares 160.122 or 160.021 | |
| • Smoke signals 160.122 or 160.022 or 160.037 | |
| • Parachute flare 160.136 or 160.036 | |
| Extra expired flares may be kept on board but must be stowed separately from the required flares and each must be marked for “drill use only”. |
| Use the below checklist for this item | |
| DAYLIGHT operations | |
| You can carry any 3 Coast Guard approve flares | |
| • Check condition of the outer casing (no major dents, corrosion or leaking) | |
| • Not expired | |
| • Sufficient quantity | |
| You have an option to carry a carry a distress flag | |
| • CG approval 160.072 | |
| • In serviceable condition | |
| NIGHT TIME operations | |
| You can carry any 3 Coast Guard approve flares | |
| • Check condition of the outer casing (no major dents, corrosion of leaking) | |
| • Not expired | |
| • Sufficient quantity | |
| You have an option to carry an electric distress light. | |
| • CG Approval 161.013 | |
| • In serviceable condition | |
| Extra expired flares may be kept on board but must be stowed separately from the required flares (if carried) and each must be marked for “drill use only”. |
| Use the below checklist for this item | |
| You must have a means of making an efficient sound signal. | |
| Test to ensure the sound signal is working properly. | |
| If directional the sound signal must face forward. |
| Use the below checklist for this item | |
| You must have a whistle. | |
| Test to ensure the whistle is working properly. | |
| If directional the whistle must face forward. | |
| See reference links above for specifics on whistle sound characteristics requirements |
| Use the below checklist for this item | |
| You must have a whistle and a bell. | |
| Test to ensure the sound signals are working properly. | |
| If directional the whistle must face forward. | |
| The bell must have a minimum diameter of 11.8 inches. | |
| See reference links above for specifics on sound characteristics requirements |
| Use the below checklist for this item | |
| You must have a whistle, bell and gong. | |
| Test to ensure that all sound signals are working properly. | |
| If directional the whistle must face forward. | |
| The bell must have a minimum diameter of 11.8 inches. | |
| See reference links above for specifics on sound characteristics requirements |
| Use the below checklist for this item | |
| Vessels 39.4 feet or more in length that operate on inland waters are required to carry a copy of the Inland Navigation Rules. | |
| • Check this list to see if at any time while transiting you are operating inside the COLREGs demarcation line. If you still have questions please contact a fishing vessel safety examiner in your area. | |
| • Many vessels operate beyond the COLREGs demarcation line, but return to a port that is inside this line and would be required to carry the Inland Navigation Rules. |
Electronic copies of the Navigation Rules are acceptable, however, only if they are currently corrected to the latest Notice to Mariners and can be made available for ready reference. The unwritten rule of thumb: 'readily' means that you are able to avail yourself of a Rule(s) within 2 minutes of the need to do so..
| Use the below checklist for this item | |
| The regulations do not specifically state the type or size of the first aid chest for a particular vessel. | |
| It should be sufficient for the crew size and vessel operations | |
| Check all medicines and items inside the kit that have an expiration date to ensure they have not expired. | |
| Check inventory and replace items that are missing, expired or damaged. | |
| Copy of a first aid manual. |
| Use the below checklist for this item | |
| The magnetic steering compass must be operable | |
| A compass deviation table must be located at the operating station. | |
| • It is recommended that the deviation table list at least 8 points of the compass be checked and recoded on the deviation table. |
| Use the below checklist for this item | |
| You must have current editions of printed Marine Charts for the area to be transited and operated in. | |
| Proper scale large enough to safely navigate the area. | |
| • The charts must be current which is considered to be corrected through the latest Notice to Mariners, or be the latest edition. | |
| • Electronic charts are not allowed as a substitute for the requirement to have printed charts on board. See NVIC 01-16. | |
| • NVIC 01-16 discusses allowing electronic charts in lieu of paper charts. This requires an Electronic Chart System (ECS) for viewing the electronic charts. Except for a Class A Electronic Chart Display and Information System (ECDIS), there are currently no ECS and software combination for example that meet the requirements as they must have a Certificate of Conformity showing the system is in compliance with the Radio Technical Commission for Maritime Services (RTMC). For example a desktop or laptop computer with electronic charts does not meet this requirement. |
| Use the below checklist for this item | |
| Marine Charts - for the areas the vessel transits and operates in a current edition of marine charts, properly scaled: | |
| • Charts must be new or currently corrected | |
| • Currently correct is considered having all corrections as per “Notice to Mariners” released since the chart was issued. | |
| - Currently correct is considered having all corrections as per “Notice to Mariners” released since the chart was issued. | |
| • Must be large enough scale to safely navigate. | |
| Navigation Publications - You must carry a copy or extract of the following: | |
| • U.S. Coast Pilot | |
| - Must be latest copy or currently corrected | |
| • Coast Guard light list | |
| - Must be latest copy or currently corrected | |
| • Tide tables | |
| - Must be latest copy | |
| • Current tables | |
| - Must be latest copy |
| Use the below checklist for this item | |
| Marine Charts - for the areas the vessel transits and operates in a current edition of marine charts, properly scaled: | |
| • Charts must be new or currently corrected | |
| • Currently correct is considered having all corrections as per “Notice to Mariners” released since the chart was issued. | |
| - Currently correct is considered having all corrections as per “Notice to Mariners” released since the chart was issued. | |
| • Must be large enough scale to safely navigate. | |
| Navigation Publications - You must carry a copy or extract of the following: | |
| • U.S. Coast Pilot | |
| - Must be latest copy or currently corrected | |
| • Coast Guard light list | |
| - Must be latest copy or currently corrected | |
| • Tide tables | |
| - Must be latest copy | |
| • Current tables | |
| - Must be latest copy |
| Use the below checklist for this item | |
| Marine Charts - for the areas the vessel transits and operates in a current edition of marine charts, properly scaled: | |
| • Charts must be new or currently corrected | |
| • Currently correct is considered having all corrections as per “Notice to Mariners” released since the chart was issued. | |
| - Currently correct is considered having all corrections as per “Notice to Mariners” released since the chart was issued. | |
| • Must be large enough scale to safely navigate. | |
| Navigation Publications - You must carry a copy or extract of the following: | |
| • U.S. Coast Pilot | |
| - Must be latest copy or currently corrected | |
| • Coast Guard light list | |
| - Must be latest copy or currently corrected | |
| • Tide tables | |
| - Must be latest copy | |
| • Current tables | |
| - Must be latest copy |
| Use the below checklist for this item | |
| Ensure that the Electronic Position Fixing Device such as a GPS/DGPS is functioning properly and capable of providing accurate fixes for vessels operating area. |
| Use the below checklist for this item | |
| Ensure the radio is able to transmit and receive. | |
| • This radio must continually monitor channel 16 when not working on another frequency. | |
| The radio must be connected to an emergency source of power should the ships power be lost. | |
| • capable of supplying all connected loads continuously for at least three hours and be located outside the main machinery space. | |
| The principal operating position of the communication equipment must be at the operating station. | |
| Location of the equipment must be such as to: | |
| • Ensure safe operation | |
| • Facilitate repair | |
| • Protect against vibration, moisture, temperature, excessive current/voltage. | |
| • Minimize water intrusion from windows broken by heavy seas. |
Digital Selective Calling (DSC)
While a DSC radio is not currently required by regulation, if one is voluntarily installed the radio must have the Maritime Mobile Service Identity (MMSI) from the FCC and program it into their Direct Selective Calling (DSC) - equipped radiotelephone (see the FCC Public Notice link above). Be sure to update the MMSI registration data if important vessel, owner or operator information changes.
Since 1999 the FCC (Federal Communications Commission) began requiring new fixed mount radiotelephones introduced in the U.S. to be equipped with DSC feature. DSC is part of a global upgrade in maritime distress communications. DSC radios allow fishermen to make ship-to-ship private calls and the DSC distress channel is currently being monitored by commercial ships. Minimally, DSC radios are equipped with single-button emergency transmission capability.
The new DSC radios have to be registered to work properly in emergency situations. They are also encoded with a unique nine digit FCC identification number that allows the ship-to-ship calling feature. This unique number the MMSI, is much like your cell phone number. Once the radio is registered with the FCC, that information and your boat’s information is entered in the Coast Guard’s national distress database.
The major advantage of the DSC radio is its ability to send and automatic “Mayday” that identifies the vessel and also, when connected to a GPS can send the vessel’s location. The DSC radio will also continue sending the emergency signal if the skipper is disabled.
If your DSC radio is not programmed with a proper MMSI and not connected to a GPS, then the Coast Guard cannot effectively respond to a DSC distress alert sent from such a radio. As a result, search and rescue efforts may normally be suspended when:
Instructions for interconnecting the GPS receiver or chart plotter to the VHF radio may be found in the installation manual for both devices. Also available:
• A water resistant trailer hitch connector available from most auto parts stores, may provide a means for disconnecting and removing the radio when frequent removal is necessary.
• A wiring guide describing how popular GPS receivers and plotters can be properly interconnected to your VHF marine radio. You may also view this same wiring guide in an Excel spreadsheet.
• NMEA’s DSC-VHF Check List. Ensure there is no RS-232 / RS-422 mismatch when interconnecting these devices.
Your vessels voyage can be terminated for failing to have functioning required radios. To avoid termination the vessel must have an alternate means of transmitting an emergency distress call.
Satellite communication capability with the system servicing the area in which the vessel is operating is acceptable as an alternative.
A cellular telephone capable of communicating with a public coast station or a U.S. Coast Guard station serving the area in which the vessel is operating is acceptable as an alternative.
| Use the below checklist for this item | |
| Ensure the radio is able to transmit and receive. | |
| • This radio must continually monitor channel 16 when not working on another frequency. | |
| The radio must be connected to an emergency source of power should the ships power be lost. | |
| • capable of supplying all connected loads continuously for at least three hours and be located outside the main machinery space. | |
| The principal operating position of the communication equipment must be at the operating station. | |
| Location of the equipment must be such as to: | |
| • Ensure safe operation | |
| • Facilitate repair | |
| • Protect against vibration, moisture, temperature, excessive current/voltage. | |
| • Minimize water intrusion from windows broken by heavy seas. |
Digital Selective Calling (DSC)
The radio must have the Maritime Mobile Service Identity (MMSI) from the FCC and program it into their Direct Selective Calling (DSC) - equipped radiotelephone (see the FCC Public Notice link above). Be sure to update the MMSI registration data if important vessel, owner or operator information changes.
Since 1999 the FCC (Federal Communications Commission) began requiring new fixed mount radiotelephones introduced in the U.S. to be equipped with DSC feature. DSC is part of a global upgrade in maritime distress communications. DSC radios allow fishermen to make ship-to-ship private calls and the DSC distress channel is currently being monitored by commercial ships. Minimally, DSC radios are equipped with single-button emergency transmission capability.
The new DSC radios have to be registered to work properly in emergency situations. They are also encoded with a unique nine digit FCC identification number that allows the ship-to-ship calling feature. This unique number the MMSI, is much like your cell phone number. Once the radio is registered with the FCC, that information and your boat’s information is entered in the Coast Guard’s national distress database.
The major advantage of the DSC radio is its ability to send and automatic “Mayday” that identifies the vessel and also, when connected to a GPS can send the vessel’s location. The DSC radio will also continue sending the emergency signal if the skipper is disabled.
If your DSC radio is not programmed with a proper MMSI and not connected to a GPS, then the Coast Guard cannot effectively respond to a DSC distress alert sent from such a radio. As a result, search and rescue efforts may normally be suspended when:
Instructions for interconnecting the GPS receiver or chart plotter to the VHF radio may be found in the installation manual for both devices. Also available:
• A water resistant trailer hitch connector available from most auto parts stores, may provide a means for disconnecting and removing the radio when frequent removal is necessary.
• A wiring guide describing how popular GPS receivers and plotters can be properly interconnected to your VHF marine radio. You may also view this same wiring guide in an Excel spreadsheet.
• NMEA’s DSC-VHF Check List. Ensure there is no RS-232 / RS-422 mismatch when interconnecting these devices.
Your vessels voyage can be terminated for failing to have functioning required radios. To avoid termination the vessel must have an alternate means of transmitting an emergency distress call.
Satellite communication capability with the system servicing the area in which the vessel is operating is acceptable as an alternative.
A cellular telephone capable of communicating with a public coast station or a U.S. Coast Guard station serving the area in which the vessel is operating is acceptable as an alternative.
| Use the below checklist for this item | |
| 2 VHF radios | |
| • 1 VHF radio capable of transmitting and receiving on the frequency or frequencies within the 156–162 MHz band necessary to communicate with a public coast station or U.S. Coast Guard station serving the area in which the vessel is operating. | |
| - This radio must continually monitor channel 16 when not working on another frequency. | |
| • A second VHF radio is required and must be capable of transmitting and receiving on VHF FM channel 22A (157.1 MHz). (Required by the Bridge to Bridge Radiotelephone Act) | |
| • The FCC has determined that the “Watch” or “Scan” features of VHF radios do not meet requirements for monitoring the designated channels. Therefore, two VHF radios are required. | |
| Ensure that both radios are able to transmit and receive. | |
| The radios must be connected to an emergency source of power should the ships power be lost. | |
| • capable of supplying all connected loads continuously for at least three hours and be located outside the main machinery space. | |
| The principal operating position of the communication equipment must be at the operating station. | |
| Location of the equipment must be such as to: | |
| • Ensure safe operation | |
| • Facilitate repair | |
| • Protect against vibration, moisture, temperature, excessive current/voltage. | |
| • Minimize water intrusion from windows broken by heavy seas. |
Digital Selective Calling (DSC)
While a DSC radio is not currently required by regulation, if one is voluntarily installed the radio must have the Maritime Mobile Service Identity (MMSI) from the FCC and program it into their Direct Selective Calling (DSC) - equipped radiotelephone (see the FCC Public Notice link above). Be sure to update the MMSI registration data if important vessel, owner or operator information changes.
Since 1999 the FCC (Federal Communications Commission) began requiring new fixed mount radiotelephones introduced in the U.S. to be equipped with DSC feature. DSC is part of a global upgrade in maritime distress communications. DSC radios allow fishermen to make ship-to-ship private calls and the DSC distress channel is currently being monitored by commercial ships. Minimally, DSC radios are equipped with single-button emergency transmission capability.
The new DSC radios have to be registered to work properly in emergency situations. They are also encoded with a unique nine digit FCC identification number that allows the ship-to-ship calling feature. This unique number the MMSI, is much like your cell phone number. Once the radio is registered with the FCC, that information and your boat’s information is entered in the Coast Guard’s national distress database.
The major advantage of the DSC radio is its ability to send and automatic “Mayday” that identifies the vessel and also, when connected to a GPS can send the vessel’s location. The DSC radio will also continue sending the emergency signal if the skipper is disabled.
If your DSC radio is not programmed with a proper MMSI and not connected to a GPS, then the Coast Guard cannot effectively respond to a DSC distress alert sent from such a radio. As a result, search and rescue efforts may normally be suspended when:
Instructions for interconnecting the GPS receiver or chart plotter to the VHF radio may be found in the installation manual for both devices. Also available:
• A water resistant trailer hitch connector available from most auto parts stores, may provide a means for disconnecting and removing the radio when frequent removal is necessary.
• A wiring guide describing how popular GPS receivers and plotters can be properly interconnected to your VHF marine radio. You may also view this same wiring guide in an Excel spreadsheet.
• NMEA’s DSC-VHF Check List. Ensure there is no RS-232 / RS-422 mismatch when interconnecting these devices.
Your vessels voyage can be terminated for failing to have functioning required radios. To avoid termination the vessel must have an alternate means of transmitting an emergency distress call.
Satellite communication capability with the system servicing the area in which the vessel is operating is acceptable as an alternative.
A cellular telephone capable of communicating with a public coast station or a U.S. Coast Guard station serving the area in which the vessel is operating is acceptable as an alternative.
| Use the below checklist for this item | |
| 2 VHF radios | |
| • 1 VHF with Direct Selective Calling (DSC)radio capable of transmitting and receiving on the frequency or frequencies within the 156–162 MHz band necessary to communicate with a public coast station or U.S. Coast Guard station serving the area in which the vessel is operating. | |
| - This radio must continually monitor channel 16 when not working on another frequency. | |
| • A second VHF with DSC radio is required and must be capable of transmitting and receiving on VHF FM channel 22A (157.1 MHz). (Required by the Bridge to Bridge Radiotelephone Act) | |
| • The FCC has determined that the “Watch” or “Scan” features of VHF radios do not meet requirements for monitoring the designated channels. Therefore, two VHF radios are required. | |
| Ensure that both radios are able to transmit and receive. | |
| The radios must be connected to an emergency source of power should the ships power be lost. | |
| • capable of supplying all connected loads continuously for at least three hours and be located outside the main machinery space. | |
| The principal operating position of the communication equipment must be at the operating station. | |
| Location of the equipment must be such as to: | |
| • Ensure safe operation | |
| • Facilitate repair | |
| • Protect against vibration, moisture, temperature, excessive current/voltage. | |
| • Minimize water intrusion from windows broken by heavy seas. |
Digital Selective Calling (DSC)
A DSC radio must have the Maritime Mobile Service Identity (MMSI) from the FCC and program it into their Direct Selective Calling (DSC) - equipped radiotelephone (see the FCC Public Notice link above). Be sure to update the MMSI registration data if important vessel, owner or operator information changes.
Since 1999 the FCC (Federal Communications Commission) began requiring new fixed mount radiotelephones introduced in the U.S. to be equipped with DSC feature. DSC is part of a global upgrade in maritime distress communications. DSC radios allow fishermen to make ship-to-ship private calls and the DSC distress channel is currently being monitored by commercial ships. Minimally, DSC radios are equipped with single-button emergency transmission capability.
The new DSC radios have to be registered to work properly in emergency situations. They are also encoded with a unique nine digit FCC identification number that allows the ship-to-ship calling feature. This unique number the MMSI, is much like your cell phone number. Once the radio is registered with the FCC, that information and your boat’s information is entered in the Coast Guard’s national distress database.
The major advantage of the DSC radio is its ability to send and automatic “Mayday” that identifies the vessel and also, when connected to a GPS can send the vessel’s location. The DSC radio will also continue sending the emergency signal if the skipper is disabled.
If your DSC radio is not programmed with a proper MMSI and not connected to a GPS, then the Coast Guard cannot effectively respond to a DSC distress alert sent from such a radio. As a result, search and rescue efforts may normally be suspended when:
Instructions for interconnecting the GPS receiver or chart plotter to the VHF radio may be found in the installation manual for both devices. Also available:
• A water resistant trailer hitch connector available from most auto parts stores, may provide a means for disconnecting and removing the radio when frequent removal is necessary.
• A wiring guide describing how popular GPS receivers and plotters can be properly interconnected to your VHF marine radio. You may also view this same wiring guide in an Excel spreadsheet.
• NMEA’s DSC-VHF Check List. Ensure there is no RS-232 / RS-422 mismatch when interconnecting these devices.
Your vessels voyage can be terminated for failing to have functioning required radios. To avoid termination the vessel must have an alternate means of transmitting an emergency distress call.
Satellite communication capability with the system servicing the area in which the vessel is operating is acceptable as an alternative.
A cellular telephone capable of communicating with a public coast station or a U.S. Coast Guard station serving the area in which the vessel is operating is acceptable as an alternative.
| Use the below checklist for this item | |
| 1 Single Side Band | |
| • The regulations for your specific vessel is required a radio capable of transmitting and receiving on the frequency or frequencies within the 2 - 4 MHz band necessary to communicate with a public coast station or U.S. Coast Guard station serving the area in which the vessel is operating | |
| • Since the Coast Guard no longer monitors any distress frequencies in the 2 to 4 mHz bands you must have a radio transceiver that can transmit and receive on one of the other HF frequencies in the 4, 6, 8 or 12 mHz bands | |
| • Note: 1 mHz = 1000 kHz. | |
 |
|
| • Ensure the radio is able to transmit and receive. | |
| • Capable of supplying all connected loads continuously for at least three hours and be located outside the main machinery space. | |
| The principal operating position of the communication equipment must be at the operating station. | |
| • Ensure safe operation | |
| • Facilitate repair | |
| • Protect against vibration, moisture, temperature, excessive current/voltage. | |
| • Minimize water intrusion from windows broken by heavy seas. | |
Note: Satellite communications MAY be acceptable as an alternative to this radio. Cellular phones MAY NOT be acceptable due to the range of these devices. See 46 CFR 28.245(a)(4)(c)&(d). |
Digital Selective Calling (DSC)
While not required by regulation, the Coast Guard strongly recommends that every F/V having a DSC-equipped radiotelephone obtain an Maritime Mobile Service Identity (MMSI) from the FCC and program it into their Direct Selective Calling (DSC) - equipped radiotelephone. Be sure to update the MMSI registration data if important vessel, owner or operator information changes.
Since 1999 the FCC (Federal Communications Commission) began requiring new fixed mount radiotelephones introduced in the U.S. to be equipped with DSC feature. DSC is part of a global upgrade in maritime distress communications. DSC radios allow fishermen to make ship-to-ship private calls and the DSC distress channel is currently being monitored by commercial ships. Minimally, DSC radios are equipped with single-button emergency transmission capability.
The new DSC radios have to be registered to work properly in emergency situations. They are also encoded with a unique nine digit FCC identification number that allows the ship-to-ship calling feature. This unique number the MMSI, is much like your cell phone number. Once the radio is registered with the FCC, that information and your boat’s information is entered in the Coast Guard’s national distress database.
The major advantage of the DSC radio is its ability to send and automatic “Mayday” that identifies the vessel and also, when connected to a GPS can send the vessel’s location. The DSC radio will also continue sending the emergency signal if the skipper is disabled.
If your DSC radio is not programmed with a proper MMSI and not connected to a GPS, then the Coast Guard cannot effectively respond to a DSC distress alert sent from such a radio. As a result, search and rescue efforts may normally be suspended when:
Instructions for interconnecting the GPS receiver or chart plotter to the VHF radio may be found in the installation manual for both devices. Also available:
• A water resistant trailer hitch connector available from most auto parts stores, may provide a means for disconnecting and removing the radio when frequent removal is necessary.
• A wiring guide describing how popular GPS receivers and plotters can be properly interconnected to your VHF marine radio. You may also view this same wiring guide in an Excel spreadsheet.
• NMEA’s DSC-VHF Check List. Ensure there is no RS-232 / RS-422 mismatch when interconnecting these devices.
Your vessels voyage can be terminated for failing to have functioning required radios. To avoid termination the vessel must have an alternate means of transmitting an emergency distress call.
Satellite communication capability with the system servicing the area in which the vessel is operating is acceptable as an alternative.
A cellular telephone capable of communicating with a public coast station or a U.S. Coast Guard station serving the area in which the vessel is operating is acceptable as an alternative.
| Use the below checklist for this item | |
| 1 Single Side Band | |
| • 1 SSB radio capable of transmitting and receiving on the frequency or frequencies within the 2- 27.5 mHz band necessary to communicate with a public coast station or U.S. Coast Guard station serving the area in which the vessel is operating. | |
| • Since the Coast Guard no longer monitors any distress frequencies in the 2 to 4 mHz bands you must have a radio transceiver that can transmit and receive on one of the other HF frequencies in the 4, 6, 8 or 12 mHz bands | |
| • Note: 1 mHz = 1000 kHz. | |
|
|
| • Ensure the radio is able to transmit and receive. | |
| • Capable of supplying all connected loads continuously for at least three hours and be located outside the main machinery space. | |
| The principal operating position of the communication equipment must be at the operating station. | |
| • Ensure safe operation | |
| • Facilitate repair | |
| • Protect against vibration, moisture, temperature, excessive current/voltage. | |
| • Minimize water intrusion from windows broken by heavy seas. | |
Note: Satellite communications MAY be acceptable as an alternative to this radio. Cellular phones MAY NOT be acceptable due to the range of these devices. See 46 CFR 28.245(a)(4)(c)&(d). |
Digital Selective Calling (DSC)
While not required by regulation, the Coast Guard strongly recommends that every F/V having a DSC-equipped radiotelephone obtain an Maritime Mobile Service Identity (MMSI) from the FCC and program it into their Direct Selective Calling (DSC) - equipped radiotelephone. Be sure to update the MMSI registration data if important vessel, owner or operator information changes.
Since 1999 the FCC (Federal Communications Commission) began requiring new fixed mount radiotelephones introduced in the U.S. to be equipped with DSC feature. DSC is part of a global upgrade in maritime distress communications. DSC radios allow fishermen to make ship-to-ship private calls and the DSC distress channel is currently being monitored by commercial ships. Minimally, DSC radios are equipped with single-button emergency transmission capability.
The new DSC radios have to be registered to work properly in emergency situations. They are also encoded with a unique nine digit FCC identification number that allows the ship-to-ship calling feature. This unique number the MMSI, is much like your cell phone number. Once the radio is registered with the FCC, that information and your boat’s information is entered in the Coast Guard’s national distress database.
The major advantage of the DSC radio is its ability to send and automatic “Mayday” that identifies the vessel and also, when connected to a GPS can send the vessel’s location. The DSC radio will also continue sending the emergency signal if the skipper is disabled.
If your DSC radio is not programmed with a proper MMSI and not connected to a GPS, then the Coast Guard cannot effectively respond to a DSC distress alert sent from such a radio. As a result, search and rescue efforts may normally be suspended when:
Instructions for interconnecting the GPS receiver or chart plotter to the VHF radio may be found in the installation manual for both devices. Also available:
• A water resistant trailer hitch connector available from most auto parts stores, may provide a means for disconnecting and removing the radio when frequent removal is necessary.
• A wiring guide describing how popular GPS receivers and plotters can be properly interconnected to your VHF marine radio. You may also view this same wiring guide in an Excel spreadsheet.
• NMEA’s DSC-VHF Check List. Ensure there is no RS-232 / RS-422 mismatch when interconnecting these devices.
Your vessels voyage can be terminated for failing to have functioning required radios. To avoid termination the vessel must have an alternate means of transmitting an emergency distress call.
Satellite communication capability with the system servicing the area in which the vessel is operating is acceptable as an alternative.
A cellular telephone capable of communicating with a public coast station or a U.S. Coast Guard station serving the area in which the vessel is operating is acceptable as an alternative.
IMPORTANT NOTE – The Coast Guard no longer monitors 2182 kHz or 2187.5 (DSC), or broadcast marine or weather information on 2670 mHz.
When making an emergency broadcast on SSB radios you must use one of these frequencies…
4207.5 mHz
6312 mHz
8414.5 mHz
12577 mHz
16804.5 mHz
| Use the below checklist for this item | |
| Continual operation of the AIS is required | |
| • When underway. | |
| • At anchor. | |
| • At least 15 minutes before getting underway when moored. | |
| except when its operation would. | |
| • compromise the safety or security of the vessel | |
| • or a security incident is imminent. | |
| The AIS should be returned to continuous operation as soon as the compromise has been mitigated or the security incident has passed. | |
| The time and reason for the silent period should be recorded in the ship’s official log and reported to the nearest Captain of the Port or Vessel Traffic Center (VTC). |
| Use the below checklist for this item | |
| Ensure system is operating correctly | |
| • Sufficient for surface navigation | |
| Radar screen mounted at the operating station |
| Use the below checklist for this item | |
| Ensure system is operating correctly |
| Use the below checklist for this item | |
| When at anchor between sunrise and sunset an anchor ball day shape shall be displayed. | |
| The day shape consists of a round black ball. | |
 |
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: This vessel is required to have sidelights, a masthead light and a stern light, or may substitute an all-round white light in lieu of the masthead and stern lights. (Below are several but not all possible configurations |
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An all-round white light and sidelights (the sidelights may be combined). • Option 1 |
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If the all round white light cannot be seen for 360 degrees in any direction the light must be located higher on the vessel or as shown in “Option 4”. • Option 2 |
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The vessel may also display an all round white light with separate sidelights. • Option 3 |
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A final option is to have a masthead light, stern light and sidelights (the sidelights may be combined). • Option 4 |
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Vessels that have a speed of 7 knots (8 mph) or less may elect to operate with an all around white light.
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Oar powered vessels may elect to operate with an electric flashlight or lantern.
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Trawl Lights: |
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In addition to the above navigation “running lights” your vessel must also display “trawling lights” consisting of an all-round green over all-round white light when fishing. NOTE: You will not operate with all of these lights illuminated. See "DISPLAYING OF LIGHTS" below for how the lights are used based on the vessels operation.
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Trawl lights can be added to the existing running light configuration or…
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Trawl lights can be integrated into the existing running lights. Pay attention to the positioning and spacing (see Positioning Spacing of Lights below).
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Here the trawl lights are added below the existing all-round running white light.
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Here trawl lights are combined with the all-round white running light.
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Here the trawl lights are added below the existing mast head light.
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DISPLAYING OF LIGHTS |
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Underway not trawling. The trawl lights are not illuminated.
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| Trawling making way. The trawling lights as well as the side lights and stern light (if configured) are illuminated.
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Trawling not making way. Only the trawling lights are illuminated.
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| Anchored vessel. An all-round white light located where it can best be seen.
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POSITION AND SPACING OF LIGHTSRunning Lights |
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The masthead light or all-round white light should be placed on the centerline of the vessel.
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It may be displaced if not practical, but sidelights must be combined in one lantern and placed on the fore and aft centerline of the vessel (Rule 23(c)(i)).
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Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
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In cases where the sidelights are in a combined lantern they shall be placed not less than 1 meter below the masthead light or all-round white light (Annex I – 2(h)).
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| Trawl Lights | |
The distance between the all-round green and all-round white light must be at least 1 meter apart. The lower of the two all-round lights prescribed must be at a height above the sidelights not less than twice the distance between the two vertical lights.
(In the example above the distance between the two lights is 1 meter; therefore the lower of the two lights must be at least 2 meters above the sidelights.) If using the all-round white light (which is allowed in lieu of the masthead light and stern light) to create the combination green over white light, the all-round white light will need to be located at least two meters (twice the distance between the two lights) above the sidelights. |
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NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: This vessel is required to have sidelights, a masthead light and a stern light, or may substitute an all-round white light in lieu of the masthead and stern lights. (Below are several but not all possible configurations |
|
An all-round white light and sidelights (the sidelights may be combined). • Option 1 |
|
If the all round white light cannot be seen for 360 degrees in any direction the light must be located higher on the vessel or as shown in “Option 4”. • Option 2 |
|
The vessel may also display an all round white light with separate sidelights. • Option 3 |
|
A final option is to have a masthead light, stern light and sidelights (the sidelights may be combined). • Option 4 |
|
Vessels that have a speed of 7 knots (8 mph) or less may elect to operate with an all around white light.
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Oar powered vessels may elect to operate with an electric flashlight or lantern.
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Fishing Lights: |
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In addition to the above navigation “running lights” your vessel must also display “fishing lights” consisting of an all-round red over all-round white light when working fishing apparatus that restricts maneuverability. NOTE: You will not operate with all of these lights illuminated. See "DISPLAYING OF LIGHTS" below for how the lights are used based on the vessels operation.
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Fishing lights can be added to the existing running light configuration or…
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Fishing lights can be integrated into the existing running lights. Pay attention to the positioning and spacing (see Positioning Spacing of Lights below).
|
|
Here the fishing lights are added below the existing all-round running white light.
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Here fishing lights are combined with the all-round white running light.
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Here the fishing lights are added below the existing mast head light.
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DISPLAYING OF LIGHTS |
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Underway not trawling. The trawl lights are not illuminated.
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| Fishing making way. The fishing lights as well as the side lights and stern light (if configured) are illuminated.
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Fishing not making way. Only the fishing lights are illuminated.
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| Anchored vessel. An all-round white light located where it can best be seen.
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POSITION AND SPACING OF LIGHTSRunning Lights |
|
The masthead light or all-round white light should be placed on the centerline of the vessel.
|
|
It may be displaced if not practical, but sidelights must be combined in one lantern and placed on the fore and aft centerline of the vessel (Rule 23(c)(i)).
|
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Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
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In cases where the sidelights are in a combined lantern they shall be placed not less than 1 meter below the masthead light or all-round white light (Annex I – 2(h)).
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| Fishing Lights | |
The distance between the all-round red and all-round white light must be at least 1 meter apart. The lower of the two all-round lights prescribed must be at a height above the sidelights not less than twice the distance between the two vertical lights.
(In the example above the distance between the two lights is 1 meter; therefore the lower of the two lights must be at least 2 meters above the sidelights.) If using the all-round white light (which is allowed in lieu of the masthead light and stern light) to create the combination red over white light, the all-round white light will need to be located at least two meters (twice the distance between the two lights) above the sidelights. |
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NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: This vessel is required to have sidelights, a masthead light and a stern light, or may substitute an all-round white light in lieu of the masthead and stern lights. (Below are several but not all possible configurations |
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An all-round white light and sidelights (the sidelights may be combined). • Option 1 |
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If the all round white light cannot be seen for 360 degrees in any direction the light must be located higher on the vessel or as shown in “Option 4”. • Option 2 |
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The vessel may also display an all round white light with separate sidelights. • Option 3 |
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A final option is to have a masthead light, stern light and sidelights (the sidelights may be combined). • Option 4 |
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Vessels that have a speed of 7 knots (8 mph) or less may elect to operate with an all around white light.
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Oar powered vessels may elect to operate with an electric flashlight or lantern.
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POSITIONING AND SPACING OF LIGHTS:Running Lights: |
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The masthead light or all-round white light should be placed on the centerline of the vessel.
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It may be displaced if not practical, but sidelights must be combined in one lantern and placed on the fore and aft centerline of the vessel (Rule 23(c)(i)).
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Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
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In cases where the sidelights are in a combined lantern they shall be placed not less than 1 meter below the masthead light or all-round white light (Annex I – 2(h)).
|
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NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: This vessel is required to have sidelights, a masthead light and a stern light, or may substitute an all-round white light in lieu of the masthead and stern lights. (Below are several but not all possible configurations |
|
An all-round white light and sidelights (the sidelights may be combined). • Option 1 |
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If the all round white light cannot be seen for 360 degrees in any direction the light must be located higher on the vessel or as shown in “Option 4”. • Option 2 |
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The vessel may also display an all round white light with separate sidelights. • Option 3 |
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A final option is to have a masthead light, stern light and sidelights (the sidelights may be combined). • Option 4 |
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Trawl Lights: |
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In addition to the above navigation “running lights” your vessel must also display “trawling lights” consisting of an all-round green over all-round white light when fishing. NOTE: You will not operate with all of these lights illuminated. See "DISPLAYING OF LIGHTS" below for how the lights are used based on the vessels operation.
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Trawl lights can be added to the existing running light configuration or…
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Trawl lights can be integrated into the existing running lights. Pay attention to the positioning and spacing (see Positioning Spacing of Lights below).
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Here the trawl lights are added below the existing all-round running white light.
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Here trawl lights are combined with the all-round white running light.
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Here the trawl lights are added below the existing mast head light.
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DISPLAYING OF LIGHTS |
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Underway not trawling. The trawl lights are not illuminated.
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| Trawling making way. The trawling lights as well as the side lights and stern light (if configured) are illuminated.
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Trawling not making way. Only the trawling lights are illuminated.
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| Anchored vessel. An all-round white light located where it can best be seen.
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POSITION AND SPACING OF LIGHTSRunning Lights |
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The masthead light or all-round white light should be placed on the centerline of the vessel.
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It may be displaced if not practical, but sidelights must be combined in one lantern and placed on the fore and aft centerline of the vessel (Rule 23(c)(i)).
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Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
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In cases where the sidelights are in a combined lantern they shall be placed not less than 1 meter below the masthead light or all-round white light (Annex I – 2(h)).
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| Trawl Lights | |
The distance between the all-round green and all-round white light must be at least 1 meter apart. The lower of the two all-round lights prescribed must be at a height above the sidelights not less than twice the distance between the two vertical lights.
(In the example above the distance between the two lights is 1 meter; therefore the lower of the two lights must be at least 2 meters above the sidelights.) If using the all-round white light (which is allowed in lieu of the masthead light and stern light) to create the combination green over white light, the all-round white light will need to be located at least two meters (twice the distance between the two lights) above the sidelights. |
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NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: This vessel is required to have sidelights, a masthead light and a stern light, or may substitute an all-round white light in lieu of the masthead and stern lights. (Below are several but not all possible configurations |
|
An all-round white light and sidelights (the sidelights may be combined). • Option 1 |
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If the all round white light cannot be seen for 360 degrees in any direction the light must be located higher on the vessel or as shown in “Option 4”. • Option 2 |
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The vessel may also display an all round white light with separate sidelights. • Option 3 |
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A final option is to have a masthead light, stern light and sidelights (the sidelights may be combined). • Option 4 |
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Fishing Lights: |
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In addition to the above navigation “running lights” your vessel must also display “fishing lights” consisting of an all-round red over all-round white light when working fishing apparatus that restricts maneuverability. NOTE: You will not operate with all of these lights illuminated. See "DISPLAYING OF LIGHTS" below for how the lights are used based on the vessels operation.
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Fishing lights can be added to the existing running light configuration or…
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Fishing lights can be integrated into the existing running lights. Pay attention to the positioning and spacing (see Positioning Spacing of Lights below).
|
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Here the fishing lights are added below the existing all-round running white light.
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Here fishing lights are combined with the all-round white running light.
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Here the fishing lights are added below the existing mast head light.
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DISPLAYING OF LIGHTS |
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Underway not trawling. The trawl lights are not illuminated.
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| Fishing making way. The fishing lights as well as the side lights and stern light (if configured) are illuminated.
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Fishing not making way. Only the fishing lights are illuminated.
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| Anchored vessel. An all-round white light located where it can best be seen.
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POSITION AND SPACING OF LIGHTSRunning Lights |
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The masthead light or all-round white light should be placed on the centerline of the vessel.
|
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It may be displaced if not practical, but sidelights must be combined in one lantern and placed on the fore and aft centerline of the vessel (Rule 23(c)(i)).
|
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Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
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In cases where the sidelights are in a combined lantern they shall be placed not less than 1 meter below the masthead light or all-round white light (Annex I – 2(h)).
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| Fishing Lights | |
The distance between the all-round red and all-round white light must be at least 1 meter apart. The lower of the two all-round lights prescribed must be at a height above the sidelights not less than twice the distance between the two vertical lights.
(In the example above the distance between the two lights is 1 meter; therefore the lower of the two lights must be at least 2 meters above the sidelights.) If using the all-round white light (which is allowed in lieu of the masthead light and stern light) to create the combination red over white light, the all-round white light will need to be located at least two meters (twice the distance between the two lights) above the sidelights. |
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NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: This vessel is required to have sidelights, a masthead light and a stern light, or may substitute an all-round white light in lieu of the masthead and stern lights. (Below are several but not all possible configurations |
|
An all-round white light and sidelights (the sidelights may be combined). • Option 1 |
|
If the all round white light cannot be seen for 360 degrees in any direction the light must be located higher on the vessel or as shown in “Option 4”. • Option 2 |
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The vessel may also display an all round white light with separate sidelights. • Option 3 |
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A final option is to have a masthead light, stern light and sidelights (the sidelights may be combined). • Option 4 |
|
POSITIONING AND SPACING OF LIGHTS:Running Lights: |
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The masthead light or all-round white light should be placed on the centerline of the vessel.
|
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It may be displaced if not practical, but sidelights must be combined in one lantern and placed on the fore and aft centerline of the vessel (Rule 23(c)(i)).
|
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Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
|
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In cases where the sidelights are in a combined lantern they shall be placed not less than 1 meter below the masthead light or all-round white light (Annex I – 2(h)).
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|
NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: |
|
This vessel is required to have sidelights, a masthead light and a stern light. |
|
Trawl Lights: |
|
In addition to the above navigation “running lights” your vessel must also display “trawling lights” consisting of an all-round green over all-round white light when fishing. NOTE: You will not operate with all of these lights illuminated. See "DISPLAYING OF LIGHTS" below for how the lights are used based on the vessels operation.
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Anchor Light: |
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An all round white light located where it can best be seen.
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DISPLAYING OF LIGHTS |
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Underway not trawling. The trawl lights are not illuminated.
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| Trawling making way. The trawling lights as well as the side lights and stern light (if configured) are illuminated.
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Trawler not making way. Only the trawling lights are illuminated.
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| Anchored vessel. An all-round white light located where it can best be seen.
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POSITION AND SPACING OF LIGHTSRunning Lights |
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The masthead light must be located at least 2.5 meters above the gunwale (as measured below the light).
The masthead light not required to be forward of amidships but as far forward as is practicable (Annex I – 3(d)). |
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Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
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| Trawl Lights | |
The distance between the all-round green and all-round white light must be at least 1 meter apart. The lower of the two all-round lights prescribed must be at a height above the gunwale not less than 2 meters.
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| Anchor Light | |
An all round white light located where it can best be seen.
The all-round anchor light can double as the lower of the trawl lights, or it can be a separate light. It does not have to be located on the same mast with either the masthead light or the trawl lights. |
|
NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: |
|
This vessel is required to have sidelights, a masthead light and a stern light. |
|
Fishing Lights: |
|
In addition to the above navigation “running lights” your vessel must also display “fishing lights” consisting of an all-round red over all-round white light when working fishing apparatus that restricts maneuverability. NOTE: You will not operate with all of these lights illuminated. See "DISPLAYING OF LIGHTS" below for how the lights are used based on the vessels operation.
Note: The fishing lights must be located in a vertical line with each other. They are not required to be located on the same mast as the masthead light. |
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Anchor Light: |
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An all round white light located where it can best be seen.
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|
DISPLAYING OF LIGHTS |
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Underway not fishing. The fishing lights are not illuminated.
|
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| Fishing making way. The fishing lights as well as the side lights and stern light (if configured) are illuminated.
|
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Fishing not making way. Only the fishing lights are illuminated.
|
|
| Anchored vessel. An all-round white light located where it can best be seen.
|
|
POSITION AND SPACING OF LIGHTSRunning Lights |
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The masthead light must be located at least 2.5 meters above the gunwale (as measured below the light).
The masthead light not required to be forward of amidships but as far forward as is practicable (Annex I – 3(d)). |
|
Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
|
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| Fishing Lights | |
The distance between the all-round red and all-round white light must be at least 1 meter apart. The lower of the two all-round lights prescribed must be at a height above the gunwale not less than 2 meters (as measured below the light).
|
|
| Anchor Light | |
An all round white light located where it can best be seen.
The all-round anchor light can double as the lower of the fishing lights, or it can be a separate light. It does not have to be located on the same mast with either the masthead light or the fishing lights. |
|
NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: |
|
This vessel is required to have sidelights, a masthead light and a stern light. |
|
Anchor Light: |
|
An all round white light located where it can best be seen.
|
|
DISPLAYING OF LIGHTS |
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Making way or not, fishing or not.
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|
| Anchored vessel
|
|
POSITION AND SPACING OF LIGHTSRunning Lights |
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The masthead light must be located at least 2.5 meters above the gunwale (as measured below the light).
The masthead light not required to be forward of amidships but as far forward as is practicable (Annex I – 3(d)). |
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Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
|
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| Anchor Light | |
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The all-round anchor light does not have to be located on the same mast with the masthead light. |
|
NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: |
|
This vessel is required to have sidelights, a masthead light and a stern light. |
|
Sidelight Screens:: |
|
The sidelights for this vessel must be fitted with inboard screens painted matt black.
Refer to Annex I 5 (see above links). |
|
Trawl Lights: |
|
In addition to the above navigation “running lights” your vessel must also display “trawling lights” consisting of an all-round green over all-round white light when fishing. NOTE: You will not operate with all of these lights illuminated. See "DISPLAYING OF LIGHTS" below for how the lights are used based on the vessels operation.
|
|
Anchor Light: |
|
An all round white light located where it can best be seen.
|
|
DISPLAYING OF LIGHTS |
|
Underway not trawling. The trawl lights are not illuminated.
|
|
| Trawling making way. The trawling lights as well as the side lights and stern light (if configured) are illuminated.
|
|
Trawler not making way. Only the trawling lights are illuminated.
|
|
| Anchored vessel. An all-round white light located where it can best be seen.
|
|
POSITION AND SPACING OF LIGHTSRunning Lights |
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The masthead light must be located at least 6 meters above the upper most continuous deck as measured directly below the light. If a single masthead is used it must be located forward of amidships (Annex I – 3(d)).
If the optional second masthead light is used it must be located aft and must be at least 4.5 meters (14’ 9 ½”) higher than the fwd masthead light. The below bulleted items are also applicable if the second masthead light is used.
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Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
They shall not be so low as to be interfered with the deck lights. |
|
| Trawl Lights | |
The distance between the all-round green and all-round white light must be at least 2 meters apart in a vertical line. The lower of the two all-round lights prescribed must be at a height of not less than 4 meters above the upper most continuous deck.
|
|
| Anchor Light | |
An all round white light located where it can best be seen.
The all-round anchor light can double as the lower of the trawl lights, or it can be a separate light. It does not have to be located on the same mast with either the masthead light or the trawl lights. |
|
NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: |
|
This vessel is required to have sidelights, a masthead light and a stern light. |
|
Sidelight Screens: |
|
The sidelights for this vessel must be fitted with inboard screens painted matt black.
Refer to Annex I 5. |
|
Fishing Lights: |
|
In addition to the above navigation “running lights” your vessel must also display “fishing lights” consisting of an all-round red over all-round white light when working fishing apparatus that restricts maneuverability. NOTE: You will not operate with all of these lights illuminated. See "DISPLAYING OF LIGHTS" below for how the lights are used based on the vessels operation.
Note: The fishing lights must be located in a vertical line with each other. They are not required to be located on the same mast as the masthead light. |
|
Anchor Light: |
|
An all round white light located where it can best be seen.
|
|
DISPLAYING OF LIGHTS |
|
Underway not fishing. The fishing lights are not illuminated.
|
|
| Fishing making way. The fishing lights as well as the side lights and stern light (if configured) are illuminated.
|
|
Fishing not making way. Only the fishing lights are illuminated.
|
|
| Anchored vessel. An all-round white light located where it can best be seen.
|
|
POSITION AND SPACING OF LIGHTSRunning Lights |
|
The masthead light must be located at least 6 meters above the upper most continuous deck as measured directly below the light. If a single masthead is used it must be located forward of amidships (Annex I – 3(d)).
If the optional second masthead light is used it must be located aft and must be at least 4.5 meters (14’ 9 ½”) higher than the fwd masthead light. The below bulleted items are also applicable if the second masthead light is used.
|
|
Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
They shall not be so low as to be interfered with the deck lights. |
|
| Fishing Lights | |
The distance between the all-round red and all-round white light must be at least 2 meters apart in a vertical line. The lower of the two all-round lights prescribed must be at a height of not less than 4 meters above the upper most continuous deck.
|
|
| Anchor Light | |
An all round white light located where it can best be seen.
The all-round anchor light can double as the lower of the fishing lights, or it can be a separate light. It does not have to be located on the same mast with either the masthead light or the fishing lights. |
|
NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: |
|
This vessel is required to have sidelights, a masthead light and a stern light. A second masthead light is optional. |
|
Sidelight Screens: |
|
The sidelights for this vessel must be fitted with inboard screens painted matt black.
Refer to Annex I 5. |
|
Anchor Light: |
|
An all round white light located where it can best be seen.
|
|
DISPLAYING OF LIGHTS |
|
Making way or not, fishing or not.
|
|
| Anchored vessel
|
|
POSITION AND SPACING OF LIGHTSRunning Lights |
|
The masthead light must be located at least 6 meters above the upper most continuous deck as measured directly below the light. If a single masthead is used it must be located forward of amidships (Annex I – 3(d)).
If the optional second masthead light is used it must be located aft and must be at least 4.5 meters (14’ 9 ½”) higher than the fwd masthead light. The below bulleted items are also applicable if the second masthead light is used.
|
|
Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the masthead light (Annex I – 2(g)).
|
|
| Anchor Light | |
|
The all-round anchor light does not have to be located on the same mast with the masthead light. |
|
NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: |
|
This vessel is required to have sidelights, a masthead light forward, a second masthead light abaft and higher than the forward masthead light and a stern light. |
|
Sidelight Screens: |
|
The sidelights for this vessel must be fitted with inboard screens painted matt black.
Refer to Annex I 5. |
|
Trawl Lights: |
|
In addition to the above navigation “running lights” your vessel must also display “trawl lights” consisting of an all-round green over all-round white light when fishing.
Note: The trawl lights must be in a vertical line with each other. |
|
Anchor Light: |
|
An all round white light located on the forward part of the vessel and an all-round white light located at or near the stern and at a lower level that the forward light.
|
|
DISPLAYING OF LIGHTS |
|
Underway not trawling.The trawling lights are not illuminated.
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Trawling not making way.The trawling lights and a masthead light abaft and higher than the all-round green light are illuminated.
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Trawling making way.The trawling lights a masthead light abaft and higher than the all-round green light as well as the side lights and stern light are illuminated.
|
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| Anchored vessel. Only an all-round white lights are illuminated.
|
|
POSITION AND SPACING OF LIGHTSRunning Lights |
|
The forward masthead light must be located at least 6 meters above the upper most continuous deck as measured directly below the light. The aft masthead light must be located at least 4.5 meters higher than the forward masthead light
and be located aft and higher than the upper all round green light of the “trawling lights”.
Distance between the two masthead lights not less than ½ the vessels length but need not be more than 100 meters (328’ 1 1/6”) (Annex I – 3(a)). The forward masthead light must be located not more than ¼ the vessels length from the stem (Annex I – 3(a)). Sidelights must not be forward of forward masthead light, placed at or near side of the vessel (Annex I – 3(b)). Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the forward masthead light. They shall not be so low as to be interfered with the deck lights. |
|
| Trawling Lights | |
The distance between the all-round green and all-round white light must be at least 2 meters apart in a vertical line. The lower of the two all-round lights prescribed must be at a height of not less than 4 meters above the upper most continuous deck.
|
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| Anchor Light | |
|
The aft all-round white light must be locate at or near the stern and lower than the forward all-round white light. (There is no specific distance specified).
|
|
NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: |
|
This vessel is required to have sidelights, a masthead light forward, a second masthead light abaft and higher than the forward masthead light and a stern light. |
|
Sidelight Screens: |
|
The sidelights for this vessel must be fitted with inboard screens painted matt black.
Refer to Annex I 5. |
|
Fishing Lights: |
|
In addition to the above navigation “running lights” your vessel must also display “fishing lights” consisting of an all-round red light over all-round white light when working fishing apparatus that restricts maneuverability.
Note: The fishing lights must be located in a vertical line with each other. They are not required to be located on the same mast as the masthead light. |
|
Anchor Light: |
|
An all round white light located on the forward part of the vessel and an all-round white light located at or near the stern and at a lower level that the forward light.
|
|
DISPLAYING OF LIGHTS |
|
Underway not fishing. All running lights are illuminated; the fishing lights are not illuminated.
|
|
Fishing making way. The fishing lights as well as the side lights and stern light are illuminated.
|
|
Fishing not making way. Only the fishing lights are illuminated.
|
|
| Anchored vessel
|
|
POSITION AND SPACING OF LIGHTSRunning Lights |
|
The forward masthead light must be located at least 6 meters above the upper most continuous deck as measured directly below the light. The aft masthead light must be located at least 4.5 meters higher than the forward masthead light.
Distance between the two masthead lights not less than ½ the vessels length but need not be more than 100 meters (328’ 1 1/6”) (Annex I – 3(a)). The forward masthead light must be located not more than ¼ the vessels length from the stem (Annex I – 3(a)). Sidelights must not be forward of forward masthead light, placed at or near side of the vessel (Annex I – 3(b)). Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the forward masthead light. They shall not be so low as to be interfered with the deck lights. |
|
| Fishing Lights | |
The distance between the all-round red and all-round white light must be at least 2 meters apart. The lower of the two all-round lights prescribed must be at a height of not less than 4 meters above the upper most continuous deck.
|
|
| Anchor Light | |
|
The aft all-round white light must be locate at or near the stern and lower than the forward all-round white light. (There is no specific distance specified).
|
|
NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| Check to ensure all lights are operable. | |
LIGHTING CONFIGURATIONS:Check to ensure your vessel has the proper light configuration. Running Lights: |
|
This vessel is required to have sidelights, a masthead light forward, a second masthead light abaft and higher than the forward masthead light and a stern light. |
|
Sidelight Screens: |
|
The sidelights for this vessel must be fitted with inboard screens painted matt black.
Refer to Annex I 5. |
|
Anchor Light: |
|
An all round white light located on the forward part of the vessel and an all-round white light located at or near the stern and at a lower level that the forward light.
|
|
DISPLAYING OF LIGHTS |
|
Making way or not, fishing or not.
|
|
| Anchored vessel
|
|
POSITION AND SPACING OF LIGHTSRunning Lights |
|
The forward masthead light must be located at least 6 meters above the upper most continuous deck as measured directly below the light. The aft masthead light must be located at least 4.5 meters higher than the forward masthead light.
Distance between the two masthead lights not less than ½ the vessels length but need not be more than 100 meters (328’ 1 1/6”) (Annex I – 3(a)). The forward masthead light must be located not more than ¼ the vessels length from the stem (Annex I – 3(a)). Sidelights must not be forward of forward masthead light, placed at or near side of the vessel (Annex I – 3(b)). Sidelights shall be positioned at a height above the upper most continuous deck not greater than ¾ the height of the forward masthead light. They shall not be so low as to be interfered with the deck lights. |
|
| Anchor Light | |
|
The aft all-round white light must be locate at or near the stern and lower than the forward all-round white light. (There is no specific distance specified).
|
|
NOTE: Light switches must be configured to energize lights separately as necessary to display the proper light configuration as required. |
|
Definitions “Sidelights” mean a green light on the starboard side and a red light on the port side each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on its respective side. The sidelights may be combined in one lantern and shall be placed as nearly as practicable to the fore and aft centerline of the vessel. “All-round light” means a light showing an unbroken light over an arc of the horizon of 360 degrees. “Masthead light” means a white light placed as nearly as practicable to the fore and aft centerline of the vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel “Sternlight” means a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from light aft on each side of the vessel. “Centerline” means the fore and aft centerline of the vessel. |
Your vessels voyage can be terminated for failing to have correctly configured and operational navigation lights during sunset and sunrise or during periods of restricted visibility.
| Use the below checklist for this item | |
| 1- VHF | |
| • A transceiver capable of operating on VHF channels 6 (156.3 MHz), 13 (156.65 MHz) and 16 (156.8 MHz). | |
| • capable of maintain a continuous watch on DSC channel 70 | |
| • capable to initiate DSC Distress alert transmissions. | |
| 1- HF Transceiver capable of operating on: | |
| • 4125 kHz, 6215 kHz, 8291 kHz, 12290 kHz using telephony; and | |
| • 4207.5 kHz, 6312 kHz, 8414.5 kHz, 12577 kHz, using DSC. | |
| • The Coast Guard no longer monitors 2182 or 2187.5 kHz. (see links listed at the top of this page) | |
|
|
| VHF Survival Craft Radios | |
| • 2 radios (vsls > 300 and < 500 gt) | |
| • 3 radios (vsls > 500 gt) | |
| • Capable of operating on channel 16 and one other channel (channel 6 recommended) | |
| • Transceivers installed in survival craft are acceptable toward meeting this requirement | |
| SART (Search and Rescue Transponder) | |
| • 1 SART (vsls > 300 and < 500 gt) | |
| • 2 SARTs (vsls > 500 gt) | |
| • Located on each side of the vessel ready to be taken to survival craft. | |
| 1 NAVTEX RECEIVER | |
| • If service is not available, vessel must have INMARSAT enhanced group calling system, or HF direct printing telegraphy. | |
| 1 – INMARSAT Safety Net Receiver | |
| • Capable of transiting and receiving distress and safety telegraphy, initiating and receiving distress priority calls, maintaining watch for shore to ship distress alerts, and transmitting and receiving general radio communications by radiotelephony or telegraphy. |
MAINTENANCE
Ships must have a combination of 2 of the following 3 maintenance methods: (U.S. flagged vessels operating within 100 NM from shore may be exempted by the FCC from A3 maintenance requirements)
1. Duplicate equipment
2. Shore based maintenance
3. At Sea maintenance
OPERATORS
Two GMDSS licenced operators are required aboard vessels 300 gt and greater operating beyond 100 nm from shore.
Digital Selective Calling (DSC)
The DSC radio must be registered to work properly in emergency situations. They are also encoded with a unique nine digit FCC identification number that allows the ship-to-ship calling feature. This unique number the MMSI, is much like your cell phone number. Once the radio is registered with the FCC, that information and your boat’s information is entered in the Coast Guard’s national distress database.
The major advantage of the DSC radio is its ability to send and automatic “Mayday” that identifies the vessel and also, when connected to a GPS can send the vessel’s location. The DSC radio will also continue sending the emergency signal if the skipper is disabled.
If your DSC radio is not programmed with a proper MMSI and not connected to a GPS, then the Coast Guard cannot effectively respond to a DSC distress alert sent from such a radio. As a result, search and rescue efforts may normally be suspended when:
| Use the below checklist for this item | |
| At least one PFD of the proper type and size per individual. | |
| Coast Guard approved | |
| Retro-reflective material in serviceable condition with a minimum of 31 square inches (NVIC 1-87). | |
| Each device stowed to be readily accessible. | |
| All closure devices, (clips & snaps) in serviceable condition. | |
| Material and straps in serviceable condition | |
| Marked with vessel name, name of owner or person to whom assigned. |
| If you have elected to substitute the required PFDs with immersion or exposure suits then use this checklist | |
| At least one immersion or exposure suit of the proper type and size per individual. | |
| Coast Guard approved | |
| Inspected annually for material condition and serviceability. | |
| Each device stowed in a location to be readily accessible. | |
| Marked with vessel name, name of owner or person to whom assigned. | |
| Test zipper for function entire length | |
| • Lubricate with manufacturer recommended lubricant. Petroleum based products can damage the suit material. | |
| Check material condition of the suit and the storage bag. | |
| Retro-reflective material on the suit in serviceable condition / minimum of 31 square inches NVIC 01-87. | |
| When stowed, store with zipper open & approx. 1 inch up from the bottom stops | |
| Check all glue attachment points for adhesion (all glue deteriorates over time) | |
| It is recommend that suits over 10 year old receive an annual inflation test as per NVIC 01-08. If the condition of the suit is in question a Coast Guard examiner may require the owner to provide proof of the material condition of the suit. | |
| Inflation tube or collar attached & able to retain air | |
| Excess PFD’s should be both maintained and in serviceable condition, marked for “Training use only” or removed from vessel. |
| Use the below checklist for this item | |
| At least one PFD of the proper type and size per individual. | |
| Coast Guard approved | |
| Retro-reflective material in serviceable condition with a minimum of 31 square inches (NVIC 1-87). | |
| Each device stowed to be readily accessible. | |
| All closure devices, (clips & snaps) in serviceable condition. | |
| Material and straps in serviceable condition | |
| Marked with vessel name, name of owner or person to whom assigned. |
| If you have elected to substitute the required PFDs with immersion or exposure suits then use this checklist | |
| At least one immersion or exposure suit of the proper type and size per individual. | |
| Coast Guard approved | |
| Inspected annually for material condition and serviceability. | |
| Each device stowed in a location to be readily accessible. | |
| Marked with vessel name, name of owner or person to whom assigned. | |
| Test zipper for function entire length | |
| • Lubricate with manufacturer recommended lubricant. Petroleum based products can damage the suit material. | |
| Check material condition of the suit and the storage bag. | |
| Retro-reflective material on the suit in serviceable condition / minimum of 31 square inches NVIC 01-87. | |
| When stowed, store with zipper open & approx. 1 inch up from the bottom stops | |
| Check all glue attachment points for adhesion (all glue deteriorates over time) | |
| It is recommend that suits over 10 year old receive an annual inflation test as per NVIC 01-08. If the condition of the suit is in question a Coast Guard examiner may require the owner to provide proof of the material condition of the suit. | |
| Inflation tube or collar attached & able to retain air | |
| Excess PFD’s should be both maintained and in serviceable condition, marked for “Training use only” or removed from vessel. |
| Use the below checklist for this item | |
| At least one Type I immersion suit or exposure suit for each individual on board. Note: A Type V "Anti Exposure Coverall" does not meet this requirement. | |
| Coast Guard approved 160.071 or 160.171 | |
| Inspected annually for material condition and serviceability. | |
| Each device stowed in a location to be readily accessible. | |
| Marked with vessel name, name of owner or person to whom assigned. | |
| Test zipper for function entire length | |
| • Lubricate with manufacturer recommended lubricant. Petroleum based products can damage the suit material. | |
| Check material condition of the suit and the storage bag. | |
| Retro-reflective material on the suit in serviceable condition / minimum of 31 square inches NVIC 01-87. | |
| When stowed, store with zipper open & approx. 1 inch up from the bottom stops | |
| Check all glue attachment points for adhesion (all glue deteriorates over time) | |
| It is recommend that suits over 10 year old receive an annual inflation test as per NVIC 01-08. If the condition of the suit is in question a Coast Guard examiner may require the owner to provide proof of the material condition of the suit. | |
| Inflation tube or collar attached & able to retain air | |
| Excess PFD’s should be both maintained and in serviceable condition, marked for “Training use only” or removed from vessel. |
| If you have elected to carry PFDs in additon to the required immersion or exposure suits then use this checklist | |
| At least one PFD of the proper size per individual. | |
| All closure devices, (clips & snaps) in serviceable condition. | |
| If inflatable - check condition in accordance with the manufacturers guidelines for the particular device. | |
| Material and straps in serviceable condition | |
| Marked with vessel name, name of owner or person to whom assigned. |
| Use the below checklist for this item | |
| Personal marker lights must be securely attached to the front shoulder of the PFD or immersion /exposure suit. | |
| Ensure the PML is Coast Guard approved | |
| If powered by a battery ensure the battery is not expired. | |
| • If a standard battery that can be purchased at any store such as a C or AA type is used, it must be replaced annually. | |
| Note: Chemical lights do not work well in near freezing temperatures. Utilize battery operated lights in these situations. |
| Use the below checklist for this item | |
| Life raft(s) servicing date sticker not expired. | |
| Coast Guard approved | |
| Hydrostatic release unit(s) not expired. | |
| Life raft(s) stored in a float free location | |
| Life raft(s) equipped with a SOLAS A pack. | |
| Stowage configuration will allow the life raft(s) to float free and automatically release. | |
| The hydrostatic release is installed properly. |
Your vessels voyage can be terminated for any of the following:
Failure to have the required survival craft on board.
| Use the below checklist for this item | |
| Life raft(s) servicing date sticker not expired. | |
| Coast Guard approved | |
| Hydrostatic release unit(s) not expired. | |
| Life raft(s) stored in a float free location | |
| Life raft(s) equipped with a SOLAS B pack. | |
| Stowage configuration will allow the life raft(s) to float free and automatically release. | |
| The hydrostatic release is installed properly. |
Your vessels voyage can be terminated for any of the following:
Failure to have the required survival craft on board.| Use the below checklist for this item | |
| Life raft(s) servicing date sticker not expired. | |
| Coast Guard approved | |
| Life rafts with a coastal pack are not required to be installed as to float free and automatically release. | |
| • If it is installed to float free by use of a hydrostatic release, ensure the unit(s) is not expired. | |
| - Stowage configuration will allow the life raft(s) to float free and automatically release. | |
| - The hydrostatic release is installed properly. | |
| Life raft(s) must at least be stored in a readily accessible location | |
| Ensure the life raft(s) is equipped with a Coastal equipment pack. | |
| • A SOLAS A or B pack equipped life raft is also acceptable. |
Your vessels voyage can be terminated for any of the following:
Failure to have the required survival craft on board.| Use the below checklist for this item | |
| Inflatable Buoyant Apparatus’ servicing date sticker not expired. | |
| Coast Guard approved | |
| Inflatable Buoyant Apparatus’ are not required to be installed as to float free and automatically release. | |
| • If it is installed to float free by use of a hydrostatic release, ensure the unit(s) is not expired. | |
| - Stowage configuration will allow the Inflatable Buoyant Apparatus’ to float free and automatically release. | |
| - The hydrostatic release is installed properly. | |
| Inflatable Buoyant Apparatus’ must at least be stored in a readily accessible location | |
| A SOLAS A, B, or coastal pack equipped life raft is also acceptable. | |
| NOTE: An auxiliary craft that is integral to and necessary for normal fishing operations such as a seine skiff used by seiners can substitute for the required inflatable buoyant apparatus (see 46 CFR 28.120(g)). |
Your vessels voyage can be terminated for any of the following:
Failure to have the required survival craft on board.| Use the below checklist for this item | |
| Ensure the buoyant apparatus is in serviceable condition. | |
| Coast Guard approved | |
| Retro-reflective material in serviceable condition NVIC 1-87. | |
| A Life float, Inflatable Buoyant Apparatus, or SOLAS A, B, or Coastal pack equipped inflatable life raft is also acceptable in lieu of a buoyant apparatus. | |
| Stowed in a location that is readily accessible or stowed as to float free. | |
| The buoyant apparatus must be connected to a painter line. | |
| • The painter line must be 100 ft long. | |
| • If stowed to float free, one end of the painter line must attached to the buoyant apparatus, the other end must be attached to the vessel using a weak link that is certified to meet Coast Guard approval 160.073 see above link for NVIC 1-92 (enclosure 7). | |
| • If stowed in a readily accessible location (not float free) a weak link is not required see above link for NVIC 1-92 (enclosure 7). | |
| A serviceable floating water light CG Approval 160.010 must be attached to the buoyant apparatus with a line. | |
| • The battery must not be expired. If not dated the battery must be replaced annually. | |
| NOTE: An auxiliary craft that is integral to and necessary for normal fishing operations such as a seine skiff used by seiners can substitute for the required buoyant apparatus (see above link for 46 CFR 28.120(g)). |
Your vessels voyage can be terminated for any of the following:
Failure to have the required survival craft on board.| Use the below checklist for this item | |
| Ensure the life float is in serviceable condition. | |
| Coast Guard approved | |
| Retro-reflective material in serviceable condition NVIC 1-87. | |
| An Inflatable Buoyant Apparatus, or SOLAS A, B, or Coastal pack equipped inflatable life raft is also acceptable in lieu of a buoyant apparatus. | |
| Stowed in a location that is readily accessible or stowed as to float free. | |
| The life float must be connected to a painter line. | |
| • The painter line must be 100 ft long. | |
| • If stowed to float free, one end of the painter line must attached to the buoyant apparatus, the other end must be attached to the vessel using a weak link that is certified to meet Coast Guard approval 160.073 see above link for NVIC 1-92 (enclosure 7). | |
| • If stowed in a readily accessible location (not float free) a weak link is not required see above link for NVIC 1-92 (enclosure 7). | |
| A serviceable floating water light CG Approval 160.010 must be attached to the buoyant apparatus with a line. | |
| • The battery must not be expired. If not dated the battery must be replaced annually. | |
| NOTE: An auxiliary craft that is integral to and necessary for normal fishing operations such as a seine skiff used by seiners can substitute for the required life float (see above link for 46 CFR 28.120(g)). |
Your vessels voyage can be terminated for any of the following:
Failure to have the required survival craft on board.| Use the below checklist for this item | |
| In certain situations no survival craft is required (see the links above for those situations). |
| Use the below checklist for this item | |
| Coast Guard approved | |
| Check for the correct number as listed in the checklist | |
| Proper diameter of the ring buoy as listed in the checklist | |
| Check condition of the ring buoy body | |
| • Ensure the device can easily be remove from the stowage bracket | |
| • Check for major cracking or cuts | |
| Check condition of grab line around circumference | |
| • Physical condition (grab line with both hands and twist between your fingers, if line starts to break and fray replace the ring buoy) | |
| Ring buoy marked with vessels name (see link above 46 CFR 28.135) | |
| Retro-reflective material in serviceable condition / minimum of 31 square inches (see link for NVIC 1-87 above) | |
| If the checklist requires a line be attached, check condition of the line | |
| • Check proper length of line as listed in the checklist | |
| • Ensure the line is a buoyant type line | |
| • Ensure line is not tied off to the vessel | |
| Check the condition of the ring buoy mounting device | |
| • Ensure the ring buoy comes out of the mount easily | |
| A commercial life sling may be substituted for one ring buoy. | |
| • Must have CG approval 160.050 | |
| • Vessel must have 10ft high (above the deck) lifting point, and | |
| • Have 150 line attached | |
| • In serviceable condition |
Your vessels voyage can be terminated for failing to have sufficient life rings:
.| Use the below checklist for this item | |
| Mounted in a float free location. (No overhead obstructions that would prevent the device from floating free) | |
| EPIRB Battery not expired | |
| EPIRB registered with the NOAA | |
| • National Oceanographic and Atmospheric Administration (NOAA) Registration sticker attached to the EPIRB and not expired | |
| • NOAA sticker alphanumeric code matches the alphanumeric code on the EPRIB | |
| EPIRB mount hydrostatic release not expired | |
| The EPIRB must be tested monthly. You will be expected to show that the EPIRBs test function is working properly. Make sure you understand how to test your EPIRB. |
Your vessels voyage can be terminated for any of the following:
EPIRB battery expired.| Use the below checklist for this item | |
| EPIRB Battery not expired | |
| EPIRB registered with the NOAA | |
| • National Oceanographic and Atmospheric Administration (NOAA) Registration sticker attached to the EPIRB and not expired | |
| • NOAA sticker alphanumeric code matches the alphanumeric code on the EPRIB | |
| EPIRB mount hydrostatic release not expired | |
| The EPIRB must be tested monthly. You will be expected to show that the EPIRBs test function is working properly. Make sure you understand how to test your EPIRB. |
Your vessels voyage can be terminated for any of the following:
EPIRB battery expired.| Use the below checklist for this item | |
| At least one embarkation station | |
| • Or any additional embarkation stations necessary so as to be accessible to from each accommodation or work space. | |
| Embarkation station(s) must be arranged to allow safe boarding of survival craft. |
| Use the below checklist for this item | |
| Gate or opening in deck rail, lifeline or bulwark adjacent to survival craft weighing more than 110 pounds | |
| • This is to facilitate launching of survival craft manually. |
| Criteria for exemption | |
| Fishing vessels less than 36 feet long. | |
| • With 4 or less crew. | |
| • Exemption differs for vessels operating inside and those beyond 15 nm from shore. |
| Use the below checklist for this item | |
| A fixed fire extinguishing system must be installed in the following enclosed spaces | |
| • Space containing an internal combustion engine > 50 horsepower | |
| • Space containing an oil fire boiler | |
| • An incinerator | |
| • Space containing a gasoline storage tank | |
| • This system installation and plans must be approved by Commandant. | |
| Pre-engineered systems can only be installed in | |
| • Unoccupied machinery spaces | |
| • Spaces containing flammable liquid of not more than 1200 cubic feet | |
| • This type system comes with a Coast Guard approval as built | |
| • The Coast Guard will want to ensure that the pre-engineered system is appropriate for the size of the space protected. | |
| Annual servicing is required by an authorized servicing company. | |
| • The Coast Guard may want to witness the servicing and testing of fixed systems (not a pre-engineered system). | |
| - Notify the local Coast Guard to see if they would like to attend | |
| - They may want to witness the following operations of a custom engineered fixed fire fighting system should include some or all of the following. | |
| • Ventilation shutdowns | |
| • Engine shutdowns | |
| • Manual activation pulls | |
| • Automatic activation devices (if installed) | |
| • Visual alarms to indicate activation | |
| • Time delays (if installed) | |
| • Audible alarms | |
| • Ability to reset vent shutdowns and engines |
| Use the below checklist for this item | |
| Ensure there are a sufficient number, types and sizes of fire extinguishers on board based on the checklist generated for your vessel. | |
| • The type and size of the fire extinguisher can be found on the extinguisher label (see picture below). | |
| Ensure each extinguisher is Coast Guard approved. | |
| • Coast Guard approval includes the need to use the appropriate marine type bracket made for the fire extinguisher. | |
| Inspect the condition of the fire extinguisher at least annually or as required by the manufacturer as listed on the extinguisher label. | |
| • Inspect the exterior of the fire extinguisher for dents, corrosion. | |
| • Inspect the condition of the hose/horn for cracks and damage. | |
| • Look in the end of the hose. If there is evidence that the extinguisher has been used, have it serviced or replace it. | |
| • If the extinguisher has a gauge, ensure the gauge is in the green. | |
| • If there is no gauge, the extinguisher must be weighed and the weight compared to that stamped near the neck of the bottle. Owners can elect to weigh and tag their own extinguishers with the date last weighed. |
Your vessels voyage can be terminated for an insufficient number of type(s) and or size(s) of serviceable fire extinguishers on board.
If for example your vessel is required to have 3 B-II fire extinguishers and you have two that are serviceable and one that is not, your vessel voyage can be terminated.| Use the below checklist for this item | |
| The two fireman’s outfits must be located in separate locations on the ship and must include the following in satisfactory condition: | |
| • A rigid helmet | |
| • Protective clothing | |
| • Boots | |
| • Gloves | |
| • Fire axe | |
| • Flashlight | |
| The two self-contained breathing apparatus | |
| • have as a minimum, a 30 minute air supply | |
| • have a full face piece | |
| • have at least one spare bottle per each SCBA | |
| • is approved by MSHA and NIOSH | |
| • proof of maintenance being conducted IAW manufacturers recommendations |
Your vessels voyage can be terminated for an insufficient fire fighting equipment on board.
| Use the below checklist for this item | |
| Fire pump must be | |
| • Power driven | |
| • Self priming | |
| • Connected to the fire main system piping | |
| • Must be able to be energized from the vessel operating station (bridge) and from a location at the fire pump. | |
| Fire main piping system | |
| • Sufficient number of fire hydrants to reach any part of the vessel with a single length of hose. | |
| Fire hose | |
| • A fire hose must be connected to each hydrant at all times when the vessel is operating. | |
| • The hose must be at least 5/8” nominal diameter | |
| • Be of good commercial grade | |
| • Be fitted with a nozzle of corrosion resistance material | |
| - Capable of providing a solid stream and a spray pattern |
Your vessels voyage can be terminated for an insufficient fire fighting equipment on board.
| Use the below checklist for this item | |
| Fire pump must be | |
| • Power driven | |
| • Self priming | |
| • Connected to the fire main system piping | |
| • Capable of producing an effective stream from the two highest hydrants of at least 50 psi and a flow rate of at least 80 gpm. | |
| • Must be able to be energized from the vessel operating station (bridge) and from a location at the fire pump. | |
| Fire main piping system | |
| • Sufficient number of fire hydrants to reach any part of the vessel with a single length of hose. | |
| Fire hose | |
| • A fire hose must be connected to each hydrant at all times when the vessel is operating. | |
| • The hose must commercial grade fire hose. | |
| • Be fitted with a nozzle of corrosion resistance material | |
| - Capable of providing a solid stream and a spray pattern |
Your vessels voyage can be terminated for an insufficient fire fighting equipment on board.
| Use the below checklist for this item | |
| A fixed fire extinguishing system must be installed in the following enclosed spaces | |
| • Space containing an internal combustion engine > 50 horsepower | |
| • Space containing an oil fire boiler | |
| • An incinerator | |
| • Space containing a gasoline storage tank | |
| • This system installation and plans must be approved by Commandant. | |
| Pre-engineered systems can only be installed in | |
| • Unoccupied machinery spaces | |
| • Spaces containing flammable liquid of not more than 1200 cubic feet | |
| • This type system comes with a Coast Guard approval as built | |
| • The Coast Guard will want to ensure that the pre-engineered system is appropriate for the size of the space protected. | |
| Annual servicing is required by an authorized servicing company. | |
| • The Coast Guard may want to witness the servicing and testing of fixed systems (not a pre-engineered system). | |
| - Notify the local Coast Guard to see if they would like to attend | |
| - They may want to witness the following operations of a custom engineered fixed fire fighting system should include some or all of the following. | |
| • Ventilation shutdowns | |
| • Engine shutdowns | |
| • Manual activation pulls | |
| • Automatic activation devices (if installed) | |
| • Visual alarms to indicate activation | |
| • Time delays (if installed) | |
| • Audible alarms | |
| • Ability to reset vent shutdowns and engines |
Your vessels voyage can be terminated for an insufficient fire fighting equipment on board.
| Use the below checklist for this item | |
| Test to ensure each smoke detector is operable. | |
| • Listen for audible alarm | |
| • If smoke actuated fire detection unit is installed | |
| - Check visual alarm works properly for each zone |
| Use the below checklist for this item | |
| Refer to regulation listed above. | |
| These systems must be serviced by authorized servicing personnel annually. |
Your vessels voyage can be terminated for an insufficient fire fighting equipment on board.
| Use the below checklist for this item | |
| Fire axe must be located on or adjacent to the operating station. |
Your vessels voyage can be terminated for an insufficient fire fighting equipment on board.
| Use the below checklist for this item | |
| The two self-contained breathing apparatus: | |
| • have as a minimum, a 30 minute air supply | |
| • have a full face piece | |
| • have at least one spare bottle per each SCBA | |
| • is approved by MSHA and NIOSH | |
| • proof of maintenance being conducted IAW manufacturers recommendations |
| Use the below checklist for this item | |
| Refer to regulations above |
| Use the below checklist for this item | |
| Mattresses must meet flammability standards FF4-72.16, ensure label on matress has this standard on the lable. Do not remove labels from the mattresses. |
| Use the below checklist for this item | |
| Escape routes from a space where an individual may be employed or an accommodation space must not be obstructed. | |
| Check all escape routes. | |
| • Ensure hatches are not blocked, stuck or secured. | |
| • Walkways free of any items, hoses, lines that could impede passage. |
| Use the below checklist for this item | |
| For carbureted gasoline engines your backfire flame arrestor must meet: | |
| • CG Approval 162.015 or 162.042 or Marine Type SAE J1928 or UL 1111. | |
| For gasoline fuel induction systems the systems must meet: | |
| • CG Approval 162.015, 162.041 or meet 46 CFR 58.10. |
| Use the below checklist for this item | |
| A vessel required by the checklist to have ventilation in spaces with gasoline tanks or engines must have either Natural or Power Ventilation. | |
| Natural ventilation | |
| • Intake duct below level of carburetor. | |
| • Exhaust duct extended to lower portion of the bilge, below starter level. | |
| • Cowls trimmed so as not to re-circulate fumes. | |
| • Ducting must be intact. | |
| Power ventilation | |
| • Motor must be operational. | |
| • Ducting must be intact. | |
| • System must discharge adequate volumes of air. |
| Use the below checklist for this item | |
| Exhaust pipes from an engine in reach of personnel must be insulated or guarded to prevent burns. | |
| Suitable hand covers, guards or railings installed in the way of machinery which could cause injury. | |
| • Gearing | |
| • Chain or belt drives | |
| • Rotating shafts | |
| • Electrical hazards |
Note: this is not meant to restrict access to fishing equipment such as:
| Use the below checklist for this item | |
| Anchor sufficient for the vessel. | |
| Sufficient chain, cable or rope attached to anchor in serviceable condition. | |
| Trawl doors are not an acceptable substitute for the ships anchor. | |
| The anchor should be located so as to easily cast anchor. |
| Use the below checklist for this item | |
| Vessels with non-metallic hulls are required to have a radar reflector(illustration below). | |
| If a vessel has sufficient gear (metallic rigging, etc) that provides a radar signature at a distance of 6nm, it is not required to have a radar reflector. |
| Use the below checklist for this item | |
| A general alarm system with the contact maker at the operating station installed on board the vessel. | |
| Each general alarm located throughout the vessel must be identified with ½ inch red letters (see placard below). | |
| Test to ensure that all alarms are working | |
| • Ensure the alarm system is capable of notifying an individual in any accommodation or work space where they may normally be employed.. | |
| The alarm must be tested prior to operation of the vessel and at least once each week thereafter. | |
| If any flashing lights are also installed in high noise areas, ensure the lights are working. |
Note: A public address system may be used for the alarm system provided it is capable of the above stated requirements.
| Use the below checklist for this item | |
| A general alarm system installed on a vessel with work spaces that are so loud that the general alarm signal might not be heard must have a flashing red light installed in those spaces. | |
| • The lights location must be so that it can be seen from any area in the space. | |
| • Each flashing red light must be identified with ½ inch red letters (see picture below). | |
| Visually check to ensure that the light(s) are working during testing of the general alarm system. |
Note: A public address system may be used for the alarm system provided it is capable of the above stated requirements.
| Use the below checklist for this item | |
| Check that each visible indicator for each space lights when the float switch from each space is triggered. | |
| Check that the audible alarm sounds when the float switch from each space is triggered. | |
| Ensure there is a high water alarm is fitted for each of the spaces: | |
| • A space subject to flooding from sea water piping, such as a machinery space bilge, bilge well, shaft alley bilge. | |
| • A space with a non-watertight closure, such as a space covered with a non-watertight deck hatch. |
A vessels voyage can be terminated if the vessel is being operated in an unsafe manner and that an especially hazardous condition exists.
If this item is found non-operational along with other factors, a Boarding Officer could determine that an especially hazardous condition exists.
See above links for additional information on voyage terminations.
| Use the below checklist for this item | |
| A fixed bilge pumping system with manifold is required for this vessel in all watertight compartments, except tanks and small buoyancy compartments: | |
| • Check condition of all piping. | |
| • Check manifold stop valves are labeled with the name of the space it services. | |
| • Check that stop valve operate | |
| • There must be a check valve at some accessible point in the bilge line, check that it operates | |
| • Check to ensure there is a strainer at the end of each bilge suction line that is at least 3 times the opening of the suction line. | |
| • Check the condition of the strainer. | |
| Large spaces, such as engine room, must be fitted with more than one suction line. | |
| If your vessel has spaces used in the sorting or processing of fish | |
| • They must be fitted with a dewatering system capable of dewatering the space at the same rate as water is introduced. | |
| • The dewatering pump must be interlocked with the pump supplying the water so that if the dewatering pump fails, the water supply pump will be deactivated. | |
| If a portable bilge pump is used to dewater a space: | |
| • Check suction hoses to ensure sufficient length to reach the bottom of the bilge. | |
| • Check discharge hose for adequate length to ensure overboard discharge | |
| • The portable pump must be capable of dewatering each space it serves at a rate of at least 2 inches of water per minute. | |
| • Check condition of all hoses | |
| • Check operation of portable pump | |
| • Check to ensure there is a strainer at the end of each bilge suction line that is at least 3 times the opening of the suction line. | |
| • Check the condition of the strainer. |
A vessels voyage can be terminated if the vessel is being operated in an unsafe manner and that an especially hazardous condition exists.
If this item is found non-operational along with other factors, a Boarding Officer could determine that an especially hazardous condition exists.
See above links for additional information on voyage terminations.
| Use the below checklist for this item | |
| Bilge pumps and bilge piping capable of draining watertight compartments, except tanks and small buoyancy compartments. | |
| Individual pumps with float switches tested for proper operation. | |
| Check condition of bilge hoses to overboard. | |
| Large spaces, such as engine room, must be fitted with more than one suction line. | |
| If your vessel has spaces used in the sorting or processing of fish | |
| • They must be fitted with a dewatering system capable of dewatering the space at the same rate as water is introduced. | |
| • The dewatering pump must be interlocked with the pump supplying the water so that if the dewatering pump fails, the water supply pump will be deactivated. | |
| If a portable bilge pump is used to dewater a space: | |
| • Check suction hoses to ensure sufficient length to reach the bottom of the bilge. | |
| • Check discharge hose for adequate length to ensure overboard discharge. | |
| • The portable pump must be capable of dewatering each space it serves at a rate of at least 2 inches of water per minute. | |
| • Check condition of all hoses | |
| If piping and manifold is used: | |
| • Check condition of all piping. | |
| • Check manifold stop valves are labeled with the name of the space it services. | |
| • Check that stop valve operate | |
| • There must be a check valve at some accessible point in the bilge line, check that it operates | |
| • Check to ensure there is a strainer at the end of each bilge suction line that is at least 3 times the opening of the suction line. | |
| • Check the condition of the strainer. |
A vessels voyage can be terminated if the vessel is being operated in an unsafe manner and that an especially hazardous condition exists.
If this item is found non-operational along with other factors, a Boarding Officer could determine that an especially hazardous condition exists.
See above links for additional information on voyage terminations.
| Use the below checklist for this item | |
| When operating inside 3nm from shore any vessel with an installed toilet must be Coast Guard certified. There are 3 types of certification | |
| Type I and Type II treat sewage before discharge. | |
| • These must have a label which states the Coast Guard approval number and manufacturers information. The label must state the device is certified to meet Coast Guard requirements. | |
| Type III is a holding tank. This type device is self certified and consists of a pipe running directly from the toilet to a holding tank. | |
| • The tank may run up to the deck for pumping to a sewage facility at the dock, or | |
| • It may run out the side of the vessels hull for dumping while at sea. This type installation must have a shut off valve located in the pipe between the tank and before going overboard. | |
| - This valve MUST be SECURED when operating in U.S. Territorial waters (inside 3nm from shore or on inland waters). | |
| • The method of securing the value is by closing and locking the valve with a lock, chain, electric tie wrap or wire tie. |
The EPA has indentified waters that are classified as no discharge zones.
You cannot pump treated or untreated sewage overboard in a no discharge zone.
| Use the below checklist for this item | |
| Containment capable of retaining spilled oil around fuel or bulk lubricating oil: | |
| • Tanks vents | |
| • Overflow piping | |
| • Fill piping | |
| Using one of the following containment methods: | |
| • Fixed container of ½ barrel (21 gal) capacity. | |
| • or enclosed deck area of ½ barrel (21 gal) capacity. | |
| • or portable container (5 gal) capacity. |
| Use the below checklist for this item | |
| Containment capable of retaining spilled oil around fuel or bulk lubricating oil: | |
| • Tanks vents | |
| • Overflow piping | |
| • Fill piping | |
| Vessels constructed before July 1, 1974. | |
| • Fixed container of ½ barrel (21 gal) capacity. | |
| • or enclosed deck area of ½ barrel (21 gal) capacity. | |
| • or portable container (5 gal) capacity. | |
| Vessels constructed after June 30, 1974 | |
| • Fixed container of ½ barrel (21 gal) capacity. | |
| • or enclosed deck area of ½ barrel (21 gal) capacity. |
Note: If the vessel has a fill fitting for which containment is impractical, an automatic back pressure shut-off nozzle must be used.
| Use the below checklist for this item | |
| Containment capable of retaining spilled oil around fuel or bulk lubricating oil: | |
| • Tanks vents | |
| • Overflow piping | |
| • Fill piping | |
| Vessels constructed before July 1, 1974. | |
| • Fixed container of ½ barrel (21 gal) capacity. | |
| • or enclosed deck area of ½ barrel (21 gal) capacity. | |
| • or portable container (5 gal) capacity. | |
| Vessels constructed after June 30, 1974 | |
| • Fixed container of one barrel (42 gal) capacity. | |
| • or enclosed deck area of one barrel (42 gal) capacity. |
Note: If the vessel has a fill fitting for which containment is impractical, an automatic back pressure shut-off nozzle must be used.
| Use the below checklist for this item | |
| Ensure the oily waste standard discharge connection is on board and in serviceable condition. | |
| • Construction complies with 33 CFR 155.430 (see link above). | |
| Ensure the gasket(s) are also on board and in serviceable condition. |
| Use the below checklist for this item | |
| Except for vessels with approved oily-water separating equipment for the processing of oily mixtures from bilges or fuel oil ballast, ships that operate on ocean waters must be equipped with a fixed piping system to discharge oily mixtures (bilge slops) – | |
| • To a reception facility or overboard as listed below | |
| If discharging to a reception facility | |
| • Slops may be retained in the bilge | |
| • Slops may be retained in a slop tank | |
| The fixed piping system | |
| • Must have at least one pump | |
| • Piping in good and serviceable condition | |
| • At least one outlet accessible from the weather deck | |
| • A shore connection that is compatible to the reception facility | |
| • A means of stopping the pump(s) near the outlet(s) on the weather deck | |
| • A stop valve at the outlet(s) |
If you have questions regarding this topic, contact your local Coast Guard Sector.
| Use the below checklist for this item | |
| Ships that operate on ocean waters must be equipped with approved oily-water separating equipment for the processing of oily mixtures from bilges or fuel oil ballast, (bilge slops) | |
| • 15 parts per million (ppm) oily water separating equipment | |
| - Tested to ensure autostop when oil mixture exceeds 15ppm | |
| • Sludge tank of adequate size. | |
| • Slops discharge piping in serviceable condition | |
| - Fitted with standard discharge connection (see link above for 33 CFR 155.430). | |
| See appropriate reference above for ballast configuration. |
If you have questions regarding this topic, contact your local Coast Guard Sector.
| Use the below checklist for this item | |
| Vessels are required to retain all oily mixtures on board | |
| • Oily mixtures (slops) can be | |
| - Retained in the bilge | |
| - Retained in a slop tank | |
| • Oily mixtures must be retained on board and must be discharged to a reception facility | |
| - They may be pumped overboard, but only through an approved oily-water separator according to 33 CFR 151.10 (see link above). |
If you have questions regarding this topic, contact your local Coast Guard Sector.
| Use the below checklist for this item | |
| Ensure no oil is carried in tanks forward of the collision bulkhead | |
| • See regs link above for specific exemptions |
If you have questions regarding this topic, contact your local Coast Guard Sector.
| Use the below checklist for this item | |
| Refer to the regulations above |
| Use the below checklist for this item | |
| Refer to the regulations above |
| Use the below checklist for this item | |
| Refer to the regulations above |
| Use the below checklist for this item | |
| Vents for integral fuel tanks | |
| • Vent pipe fitted to the uppermost part of the tank | |
| - For tanks filled under pressure the cross sectional area of vent pipe shall not be less than that of the fill pipe. | |
| • Terminate at a 180 degree bend on the weather deck | |
| • Fitted with a flame screen | |
| Fuel fill piping (required for vsls 79’ or greater) | |
| • Greater than 30” | |
| - Must be seamless | |
| • Steel, annealed copper, nickel-copper, or copper nickel | |
| • Wall thickness at least 0.035” | |
| • Aluminum piping is acceptable for aluminum hull vessels | |
| - Provided it is not installed in the engine room | |
| - Minimum schedule 80 in thickness | |
| • For lengths not greater than 30” | |
| - Nonmetallic hose may be substituted for the above | |
| - It must be visible and easily accessible | |
| - Cannot penetrate watertight bulkheads | |
| - Must be fabricated with an inner tube and cove of synthetic rubber | |
| • or other suitable material reinforced with wire braid | |
| - Fitted with suitable, corrosion resistant, compression fittings | |
| - Installed with at least two clamps at each end | |
| • Clamps cannot rely on spring tension | |
| Fuel lines subject to head pressure of the tank | |
| • Fitted with a fuel shutoff valve operable from a safe location outside the space. | |
| Fuel fill piping (Vessels less than79’) | |
| • Fuel fill piping (Vessels less than79’) | |
| • Requirements of | |
| - ABYC | |
| - Chapter 5 of NFPA | |
| - Recreational manufacturers requirements 33 CFR 183.500 (see link above). |
| Use the below checklist for this item | |
| Refer to regulation above | |
| Controls for hydraulic systems (other than for vessel steering) | |
| • Must be located where the operator has an unobstructed view of the equipment and the working area. | |
| Equipped with holding device to prevent uncontrolled movement due of loss of hydraulic system pressure |
| Use the below checklist for this item | |
| Refer to the regulations above |
| Use the below checklist for this item | |
Vessels with a freeboard of 4 feet or more while underway must have on board a pilot ladder capable of being used for the purpose of embarking and disembarking authorized boarding or observer personnel while at sea (see illustration below). |
|
| The ladder must be marked as meeting Coast Guard approval 46 CFR 163.003. | |
| Ensure the ladder is maintained in good condition and kept clean. | |
| You may also need to provide: | |
| • A manrope or safety line | |
| • Illumination. |
