STATION YANKEETOWN INSTRUCTION 3530.2F Subj: U.S.C.G....
Transcript of STATION YANKEETOWN INSTRUCTION 3530.2F Subj: U.S.C.G....
STA YANKINST 3530.2F
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STATION YANKEETOWN INSTRUCTION 3530.2F
Subj: U.S.C.G. STATION YANKEETOWN NAVIGATION STANDARDS.
Ref: (a) Coast Guard Navigation Standards Manual COMDTINST M3530.2 (series)
(b) United States Coast Guard Regulations, COMDTINST M5000.3 (series)
(c) Boat Crew Seamanship Manual, COMDTINST M16114.5 (series)
(d) Boat Operations and Training (BOAT) Manual, Vol I, COMDTINST M16114.32 (series)
(e) Boat Operations and Training (BOAT) Manual, Vol II, COMDTINST M16114.33 (series)
(f) Navigation Rules International-Inland, COMDTINSTM16672.2 (series)
(g) 24FT Special Purpose Craft - Shallow Water Operator's Handbook COMDTINST
M16114.44 (series)
(h) Non-Standard Boat Operator's Handbook COMDTINST M16114.28 (series)
(i) Coast Guard Rescue and Survival Systems Manual, COMDINSTM10470.10 (series)
(j) Maritime Law Enforcement Manual, COMDTINSTM1647.1 (series)
(k) Coast Guard Addendum to the National Search and Rescue Manual, COMDTINST
M16130.2 (series)
(l) Risk Management, COMDTINST 3500.3 (series)
1. PURPOSE. To set forth navigation standards and procedures for Station Yankeetown’s
attached small boats.
2. ACTION. This instruction serves as Station Yankeetown Navigation Standards. These
standards shall be followed at all times and may be increased at the discretion of the coxswain.
They may only be reduced at my direction.
3. DIRECTIVES AFFECTED. Previous additions are obsolete.
4. DISCUSSION. Navigation remains a critical basis for all underway operations and a
fundamental competency. The purpose of this instruction is to assist myself, the coxswain and
crew in carrying out our responsibilities as outlined in Coast Guard Regulations.
A.M. Bozeman, BMC
Officer in Charge
United States Coast Guard
USCG Station Yankeeetown
5800 Riverside Drive
Yankeetown, FL 34498
Tel: (352) 447-6900
Fax: (352) 447-6905
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01 Aug 2018
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STATION YANKEETOWN NAVIGATION STANDARDS
Chapter 1. Responsibilities and Training
A. Officer in Charge
1. Promulgate Command Navigation Standards within 90 days of assuming command.
Prior Navigation Standards remain in effect until superseded
2. Ensure compliance with the provisions of reference (a) and alignment with program
doctrine.
3. Ensure local operating doctrine and TTP align with national maritime doctrine,
program doctrine, and Coast Guard TTP to the maximum extent feasible.
4. Assign, train, and certify navigation personnel in accordance with references (a)
through (e), as appropriate.
5. Designate a Navigation Petty Officer in accordance with reference (a)
6. Ensure boat crews are trained to provide navigation support functions to the Coxswain
7. Incorporate the principles of effective risk management into navigational planning in
accordance with reference (l). Commands can tailor the risk assessment process to be
consistent with the complexity of the specific mission but must not omit any step in the
process.
B. Executive Petty Officer
1. Shall evaluate unit navigational practices semi-annually.
C. Operations Petty Officer
1. Management of Command Navigation Standards, electronic/paper charts, boat outfit,
publications, and navigation equipment.
2. Oversight of the Navigation Petty Officer.
D. Officer of the Day
1. Ensure all coxswains, boat crewmen, and radio watch standers comply with all
regulations set forth in this instruction.
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E. Boat Coxswain
1. Operate the boat in a safe, prudent, and seamanlike manner with due consideration to
the assigned mission and other vessels. Coxswains will not unnecessarily compromise the
safety of the crew and safe navigation of the boat. This includes, but is not limited to, any
type of operation that places undue stress on the boat, engines, equipment, or personnel.
In accordance with the coxswain responsibilities outlined in reference (b).
F. Boat Crewman
1. This position includes Crewman who are currently certified in the respective position.
Boat piloting is reliant on a team effort by the entire boat crew. Input from all members is
needed by the coxswain for safe piloting. Boat crew involvement includes, but is not
limited to lookout reporting, helm watch, plotting and or use of onboard electronics. It is
critical that all boat crewmembers maintain vigilance and provide timely feedback to the
coxswain. Extra caution while piloting should be taken during long missions and during a
mission’s final stages as fatigue can lead to judgment errors and misidentification of
important information. Standard Helm Commands are in enclosure (2).
G. Navigation Petty Officer
1. The Navigation Petty Officer is responsible for maintaining a set of required charts for
each Station boat and communications center that is current to latest Local Notice to
Mariners (LNM) with permanent markings.
H. Training. Maintaining proficiency of navigation skills through training and practice is critical
to safe navigation. Additionally, a thorough understanding of classic navigation techniques and
principles is essential to the proper operation of equipment and sensors, understanding their
limitations, and reducing the risk presented by over-reliance on any single source of information.
CO/OICs must:
1. Conduct navigation exercises in accordance with references (b) and (d).
2. Maintain proficiency of basic navigation skills, including:
a. Paper chart navigation.
b. Electronic charting fundamentals.
c. Operation of installed eNav system.
d. Emergency transition from eNav to paper based navigation and, following
restoration of eNav, the systematic transition back to eNav based navigation.
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Chapter 2 Command Navigation Standards
A. Command Navigation Standards Familiarization
1. All hands with the exception of Support Personnel shall review the Command
Navigation Standards upon reporting onboard Station Yankeetown, semi-annually which
will be timed to coincide with the Currency Cycle and when an update takes place. This
will be acknowledged on the signature sheet in front of this instruction.
B. Boat crew training, qualification and certification
1. Boat crew positions shall be filled by personnel who have completed the qualification
and certification process in accordance with reference (c) and (d).
C. Navigational Information/definitions for each boat type
1. Boat Information: Station Yankeetown utilizes two Boat Types, the 27’ Non-Standard
Utility Boat Medium (UTM) and the 24’ Special Purpose Craft (SPC-SW)
27 UTM
Navigational Draft 4 feet
Draft (actual) 3’ 6”
Beam 10 feet
Length 29 feet
Fixed Height in Water 10’ 4”
Fixed Height on Trailer 13’ 4”
24 SPC-SW
Navigational Draft 3 feet
Shallow Operating Draft 1’ 5.5”
Normal Operating Draft 2’ 6”
Beam 8’ 6”
Length 27 feet
Fixed Height in Water 9’ 2”
Fixed Height on Trailer 12’ 9.5”
a. Depths: All depth display on the RD-30 will indicate depth of water below the lowest
point of the boat. The lowest point of the boat for the 27 UTM and 24 SPC-SW is the
skeg of the lower unit at Normal Operating Draft.
b. Fathometer Offset: The purpose for fathometer offset is to compensate for the display
of available depth from the sensor location on the hull to the actual lowest point of the
vessel. When the offset value is reading correctly, zero ft beneath the keel means the
lowest part of the vessel is touching the bottom, even though the actual transducer
location may be several feet from the bottom.
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(1) The fathometer offset for the UTM will be set to (-) 3.0ft to display depth
beneath the keel.
(2) The fathometer offset for the SPC-SW will be set to (-) 1.4ft to display depth
beneath the outboards lower unit fully trimmed down.
c. Navigational Draft: Every effort should be made to remain clear of water less than the
Navigational Draft. In the event that it becomes necessary to enter an area of water below
Navigational Draft, the OIC will be notified. In the event the OIC can’t be reached, the
XPO will be notified. Note this should not be a concern when the gain outweighs the
risk.
d. Shoal Water: Shoal water will be defined as any water depth less than 6 ft. This is your
safety depth/safety contour line. At this depth on your fathometer (with offsets in place)
you will have approximately 6ft below the keel. Shoal water shall be marked as follows
(1) On SINS shoal areas are defined as anything outside of the navigable channel.
The navigable channel is represented by a dark blue color and shoal water is
indicated by a light blue color. Offshore shoal areas are represented by the depth
contour lines.
(2) When utilizing the SINS, the crew shall observe depth sounder readings in
correlation with chart plotter depth to determine shoal water. Users are cautioned
to ensure appropriate range scaling is frequently exercised to ascertain the charted
depth of a vessel’s projected path. Unfortunately, current technology has not yet
afforded the capability to label shoal water on an electronic chart.
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(3) When utilizing paper charts for navigation, shoal water will be identified by
the 6 foot curve highlighted in blue.
(4) Although it is often “hidden”, one should never dismiss the visual indicators
of shoal water; i.e. water color change or irregular break in the predominant sea
wave.
e. Due to Station Yankeetown’s unique AOR and lack of good scaled charts for inbound
transits, Shoal Water will be established as 6ft to reduce burden on unit’s Navigation
Petty Officer when making ready charts for assets. This means that the Navigational
Draft will be less than established Shoal Water within AOR.
D. Navigational Zones & Fix Intervals: Navigational zones are set up to require minimum levels
of attention to and frequency of navigational tasks. Navigational Zones and requirements are:
1. Restricted Waters: Restricted waters are defined as narrow canals, channels, rivers,
estuaries, sounds, bays, harbors, entrance traffic schemes, and up to 2NM from any
charted hazard to navigation. When navigating within restricted waters, and if using a
paper chart, a fix shall be plotted at least every 3 minutes.
2. Coastal Waters: Coastal waters are defined as any waters 2-9 NM from any charted
hazard to navigation that does not meet the definition of Restricted Waters. When
navigating within coastal waters, and if using a paper chart, a fix shall be plotted at least
every 15 minutes.
3. Open Ocean: Open ocean waters are defined as everything beyond 9NM from any
charted hazard to navigation. When navigating within open ocean waters, and if using a
paper chart, a fix shall be plotted at least every 30 minutes.
E. Charts
1. Electronic Charts: An electronic chart is considered up-to-date if it has been corrected
or replaced within six months of a permanent chart change (CG-37RCB message
041929Z Jan 07). The approved methods for chart corrections are:
a. In the event that SINS electronic charts are out of date (longer than 6 months
old) SINS may be used as primary means of navigation if a currently corrected
and prepared paper chart is immediately available (out and ready).
b. SINS does not provide capability to accurately update the electronic chart
display manually. If NTMs/LNMs have been issued past the manufacturer’s
electronic chart base date, then SINS may be used as a primary means of
navigation if a currently corrected and prepared paper chart is immediately
available (out and ready).
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2. Approved Electronic Chart Hierarchy: The Coast Guard has approved several different
sources of electronic chart data for use with Coast Guard eNav systems. They are
arranged in order of hierarchy in the table below.
Electronic Chart Type Hierarchy
Official ENC/USACE IENC
NGA DNC
Official RNC
Commercial Vector Charts
Commercial Raster Charts
3. GPS position to unrelated positioning source: When using any form of GPS as the
primary source for positioning information, the positions shall be compared to an
unrelated positioning source. When navigating in restrictive waters compare every third
fix and in all other waters the position shall be compared once per day.
4. Navigation Modes:
a. Mode I (eNav):
(1) Installed eNav system, with automatic positioning input, used as
primary means of navigation.
(2) Position Source – Automatic input
(3) Chart – Approved electronic chart and Current edition of paper chart is
onboard. Designated Ready Charts are currently corrected.
(4) System - eNav system configured IAW these Standards. Route
planning information is loaded into the system.
(5) Ensure ability to transfer to paper plot within one fix interval if eNav
system fails, I i.e.- alarms or any indication of positioning source not
accurate.
b. Mode II (eNav):
(1) Installed eNav system, with manual positioning input, used as primary
means of navigation
(2) Position Source – Manual Input
(3) Chart – Approved electronic chart and Current edition of paper chart is
onboard. Designated Ready Charts are currently corrected.
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(4) System – eNav system configured IAW these Standards. Route
planning information is loaded into the system.
(5) Ensure ability to transfer to paper plot within one fix interval if eNav
system fails, i.e.- alarms or any indication of positioning source not
accurate.
c. Mode III (paper chart):
(1) Traditional paper navigation used as primary means of navigation
(2) Position Source – Manual Input
(3) Approved chart currently corrected
(4) System – N/A
(5) Prepare paper charts for navigational use IAW these instructions
F. Paper Charts:
1. The Operations Petty Officer shall maintain a set of Master Chart’s current to latest
Local Notice to Mariners (LNM) with permanent standard track-lines and courses along
established routes and waypoints utilizing the standard waypoint list. Maintain SINS
package and make initial new charts for all boats. This may be delegated to the
Navigation Petty Officer, but shall be checked for accuracy once per quarter. The
Standard Waypoint List and Standard Route List can be found in Chap. 2.G.8.
Additionally, the Operations Petty Officer should register him or herself for the weekly
online/email LNM & Light list updates published by the Coast Guard Navigation Center
and make the applicable updates to the Master & Ready Charts. This may be delegated to
the Navigation Petty Officer, but does not relieve the overall responsibility from the
Operations Petty Officer.
2. The Navigation Petty Officer is responsible for maintaining a set of Ready Charts for
each Station boat that are current to latest Local Notice to Mariners (LNM) with
permanent standard track-lines and courses along established routes and waypoints
utilizing the Master Charts.
3. All boats shall contain the most recent edition and current as per the latest LNM.
11400 - Tampa Bay to Cape San Blas (updates maintained but track-lines
and waypoint not required due to scale.)
11407 - Horseshoe Point to Rock Islands
11408 - Crystal River to Horsehoe Point
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11409 – Anclote Keys to Crystal River
11405 - Apalachee Bay
5. The Navigation Petty Officer shall ensure each of the below charts are available in the
in the event assets are tasked with operating outside normal AOR.
11412 - Tampa Bay and St. Joseph Sound
G. Electronic Navigation System Information-eNav
1. Scalable Integrated Navigation Systems (SINS)
a. The Coast Guard employs SINS that is intended to meet international
requirements for small craft radar. SINS include additional chart plotting and
limited navigational functionality but do not meet recommended minimum
standards for ECS.
b. SINS Usage: SINS may be used as the primary means of navigation on all
boats attached to the unit, if the following conditions are met:
c. An adequate primary positioning source as listed in figure 2-1 of CG
Navigation Standards Manual is in use.
d. Approved up-to-date electronic chart data is met (within last 6 months).
e. Up-to-date paper charts are on board to transfer the primary navigation plot to
paper within one fix interval.
f. Command promulgated standard waypoints and routes are used.
g. Cross Track Error alarm set in accordance with section B.3.f (2) of this
instruction.
h. Arrival Alarm set in accordance with section B.3.f (3) of this instruction.
i. Depth alarms are set to the navigational draft.
j. Radar and electronic chart data are displayed at all times.
k. Coxswain observes radar, fathometer, visual ranges, and ATON in order to verify the
displayed position.
2. eNav Display:
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a. The Chart Plotter shall have a split screen display format with the electronic
chart on the right side of the screen and the radar on the left side of the screen.
b. Plotter display should be set to Course Up AT (CU AT) and NAV S/C selected.
The coxswain can toggle to different settings as required for safe navigation.
c. The minimum scaling for the SINS Package on all boats is .25nm (500 yards)
for normal cruising. The scaling on both the chart plotter and radar display may
be increased or decreased at coxswain discretion to provide the best operational
picture for the boats current navigational zone. Coxswains are reminded that using
either too large or too small of a scale may cause a degraded navigational picture.
d. The minimum information displayed referred to as Base Display represents the
minimum set of information and is not intended to be sufficient for navigation.
The following table indicates minimum information to be displayed.
Term Vector Chart Paper Chart
Minimum Depth Contour Safety Contour Penned in a
color and weight
that will stand
out, even under
night lighting.
Shoal Water (areas within the
Minimum Depth Contour)
Shallow Contour
Shoal Areas (Where a safety
contour is not available)
Safety Depth
3. Route Planning: The process includes the planning of a voyage, route, or tracks for a
vessel to ensure safe navigation to its destination.
a. If NTMs/LNMs have been issued past the manufacturer’s electronic chart base
date, then SINS may be used as a primary means of navigation if a currently
corrected and prepared paper chart is immediately available (out and ready).
b. Command approved routes and waypoints shall be used when operating in an
area where available.
c. Cross Track Error on command approved routes shall be set to .05 NM.
4. System Configuration and Settings: When using an eNav system as the primary means
of navigation, it is critical to ensure members responsible for the safe navigation of the
vessel have an understanding of the underlying eNav doctrinal principles (e.g., alarm
hierarchy). Settings and configurations refers to those system settings/configurations that
support navigation Mode I and II (e.g., display options, task assignments, and primary-
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secondary sensors). System configurations and settings for the following zones, areas and
evolutions apply.
a. All 3 Navigational Zones will have the same configurations and settings.
b. Evolutions requiring consideration of configurations and settings are:
Anchoring- While anchored for more than 30 minutes use of the anchor alarm is
mandatory.
c. Navigation Mode I require:
(1) Automatic positioning input used as primary means of navigation.
(2) Position Source – Automatic input
(3) Chart – Approved electronic chart and Current edition of paper chart is
onboard. Designated Ready Charts are currently corrected.
(4) System - All Navigation electronics energized and proper operation
confirmed. Route planning information is loaded into the system.
(5) Ensure ability to transfer to paper plot within one fix interval if eNav
system fails, i.e.- alarms or any indication of positioning source not
accurate.
d. Navigation Mode II requires
(1) Manual positioning input, used as primary means of navigation
(2) Position Source – Manual Input
(3) Chart – Approved electronic chart and Current edition of paper chart is
onboard. Designated Ready Charts are currently corrected.
(4) System - All Navigation electronics energized and proper operation
confirmed. Route planning information is loaded into the system.
(5) Ensure ability to transfer to paper plot within one fix interval if eNav
system fails, i.e.- alarms or any indication of positioning source not
accurate.
5. eNav Profiles – No separate profiles are authorized for use on the unit assets.
6. Set and Drift:
a. Computed set and drift shall be utilized when navigating with SINS.
Continuously updated set and drift obtained by comparing own ship heading to
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course over ground and own ship speed to speed over ground. This gives a
constantly fluctuating “in the moment” set and drift.
7. Alarm Management: Current MISHAP trends show that most grounding’s could have
been avoided if navigational alarms had been properly assessed instead of just silenced.
The modern pilot house has numerous audible and/or visible alarms, warnings, and
indicators available to assist crews with safe operations. Only the coxswain shall give the
command to silence an alarm, and only after he/she has assessed the situation. Under NO
circumstance shall an alarm be disabled. Alarm Requirements:
a Audible Depth Alarms are set to 4ft on the UTM and 3ft on the SPC-SW.
b. Cross track error audible alarms on all assigned assets shall be set to .05 NM.
c. Arrival Alarms shall be set to same distance as cross track error.
8. Approved Track lines/Command Routes/Waypoints: The method for distinguishing
reviewed and command approved routes on the SINS package is that the command
approved routes shall be labeled using all capital letters and "NAV_" followed by a
number, in the comments section it will give a brief description of the route and the red
circle icon will be used. The following routes are the only APPROVED routes for station
boats.
Route Name Waypoint Order
CORE#NORTH 23, 22, 20, 18, 17, 15, 13, 11, 10, 8, 7, 5, 4,
3, 2, 1.
CORE#SOUTH 23, 22, 24, 25, 27, 28, 29, 31, 33, 34, 36, 38.
ARPK#CORE 39, 38
HERN#CORE 37, 36
BAYP#CORE 35, 34, 33
CHAZ#CORE 32, 31
HOMR#CORE 32, 29
CRYR#CORE 26, 25
WITH#CORE 23, 22
WACA#CORE 21, 20
CKMS#CORE 19, 18
CKNW#CORE 16, 15
CKNF#CORE 14, 13
SWAN#CORE 12, 11
HORS#CORE 9, 8
STEI#CORE 6, 5
KEAT#CORE 1, 2
If an applicable route is not available for the area being operated in, due caution
should be exercised and use of the charted channel shall serve as the route. Other
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routes maybe entered in the SINS package. Their use is for recommendation only
and due caution should be exercised when in use.
Due to the multiple shifting bars and unpredictable tidal range in the stations
dynamic AOR, principal navigation routes, tracks, track-lines, and turn bearings
will not be required for harbor approaches, rivers, or narrow channels but will be
required when navigating outside any of those areas. The following are the
command approved waypoints to be used when operating any of the Station
boats. These waypoints have been verified and are to be maintained in every
SINS of every unit asset
WAYPOINT LAT LONG
1. KEATON BEACH LT “1” 29-48.900N 083-37.800W
2. KEATON BEACH ENT. 29-48.850N 083-38.790W
3. SW OF BIG GRASS ISLAND 29-42.550N 083-38.870W
4. SOUTH OF BIG GRASS ISLAND 29-40.830N 083-36.090W
5. STEINHATCHEE ENT. 29-37.780N 083-32.550W
6. STEINHATCHEE LT “1” 29-39.350N 083-27.450W
7. SOUTH OF PEPPER FISH KEYS 29-25.400N 083-26.400W
8. HORSESHOE BEACH ENT. 29-22.970N 083-20.850W
9. HORSESHOE BEACH LT “2” 29-23.300N 083-20.400W
10. WEST OF SWUANNEE R. 29-14.600N 083-15.500W
11. RANCH BAR GAP ENT. 29-14.600N 083-11.900W
12. SUWANNEE ENT. 29-15.420N 083-10.900W
13. WEST OF N4 CHANNEL 29-09.450N 083-08.660W
14. NUMBER FOUR CHANNEL ENT. 29-09.430N 083-06.340W
15. NORTHWEST CHANNEL ENT. 29-08.200N 083-08.520W
16. NORTHWEST CHANNEL LT “2” 29-08.400N 083-08.000W
17. NORTH SEAHORSE REEF 29-04.220N 083-08.400W
18. MAINSHIP CHANNEL ENT. 29-03.100N 083-05.100W
19. MAINSHIP CHANNEL LT “1” 29-04.000N 083-04.600W
20. SOUTHWEST OF WACASASSA 28-59.850N 082-59.170W
21. WACASASSA R. “2” 29-05.830N 082-51.750W
22. BARGE CANAL AND P/P SPLIT 28-57.020N 082-51.900W
23. WITHLACOOCHEE “1” 28-58.150N 082-49.800W
24. POWER PLANT “28” 28-55.590N 082-51.240W
25. SOUTH OF P/P 28-53.970N 082-54.280W
26. CRYSTAL RIVER LT “2” 28-54.705N 082-44.900W
27. WEST OF ST. MARTINS RIVER 28-49.500N 082-52.950W
28. WEST OF HOMOSASSA BAY 28-43.100N 082-52.310W
29. HOMOSASSA RIVER ENT. 28-40.350N 082-50.260W
30. HOMOSASSA LT “2” 28-41.390N 082-48.620W
31. WEST OF CHAZ RIVER 28-38.750N 082-49.590W
32. CHAZ RIVER ENT 28-39.140N 082-46.200W
33. WEST OF WEEKIWACHEE RIVER 28-33.250N 082-47.550W
34. BAYPORT APPROACH 28-33.000N 082-44.780W
35. BAYPORT LT “BP” 28-32.650N 082-42.330W
36. WEST OF HERNANDO BEACH 28-31.700N 082-45.100W
37. HERNANDO BEACH (BILL WATTS) 28-31.250N 082-42.550W
38. WEST OF ARIPEKA 28-27.700N 082-46.000W
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39. ARIPEKA LT “AR” 28-27.120N 082-44.800W
9. Position verification & fix evaluation requirements: Daily, verify all positioning
sources and navigational equipment. To avoid over-reliance on a single source of
information, verify vessel position at each fix using all means available
a. Coxswains must use all available means to verify their position and ensure safe
navigation. Techniques include secondary positioning source fix, soundings,
visual observations, danger ranges/bearings, set and drift, and positive
identification and relative position of aids to navigation.
b. If any doubt of the boats position exist coxswains shall slow to bare steerage or
come to all stop until doubt no longer exists.
H. Navigation Planning:
1. Navigation planning encompasses the development of long and short-term plans as
well as contingency plans for a mission. Prepare before launching if possible. Pre-sortie
navigation planning should be as detailed as possible. Preplanning will reduce the
underway work load. In emergency situations (i.e SAR) impromptu routes shall be
entered into the SINS package to ensure safe and timely arrival to the last known position
IAW the coxswain’s responsibilities and this instruction.
a. Up-to-date nautical and hydrographic publications (or the electronic
equivalents) should be consulted during the development of these plans, for
example:
(1) Coast Pilots
(2) Code of Federal Regulations, Title 33
(3) OPORDERS
(4) Light List(s)
(5) Notices to Mariners, Local Notices to Mariners and Broadcast Notices
to Mariners
(6) Tide Tables
(7) Tidal Current Tables
(8) Navigation Rules, International-Inland, COMDTINST M16672.2
(series)
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(9) Local weather resources
(10) Other local navigation guides
b. A boat crew brief shall be conducted prior to getting underway, prior to
entering restricted waters, and when the mission changes. Crew briefs should be
tailored to meet the requirements of the specific mission. Crew briefs shall
include the following information.
(1) Conduct risk assessment (Traditional GAR and GAR 2.0 will be
conducted in conjunction to determine risk on all missions until GAR 2.0
is the main tool on January 1, 2019) Enclosure (5).
(2) Crew position assignments
(3) Review of charts and intended track/patrol area
(4) Safe speed for mission and/or conditions
(5) Hazards to navigation
(6) Anticipated traffic
(7) Environmental considerations including tides, currents, weather (e.g.,
winds, precipitation, visibility), and environmentally sensitive sea areas
(e.g., marine sanctuaries)
(8) A verbal/written float plan, or intended course of movement and
action, must be completed between the coxswain, communications watch
stander, and OOD prior to getting underway.
(9) An Underway boat crew brief check sheet, containing a list to meet all
of these requirements shall be completed. Enclosure (4).
(10) Environmental considerations including tides, currents, weather (e.g.,
winds, precipitation, visibility), and environmentally sensitive sea areas
(e.g., marine sanctuaries)
(11) Boat crews shall conduct a post-mission debrief to evaluate and
recognize performance.
2. Navigation Plotting Symbols: Standard navigation and plotting symbols shall be used
on all navigational charts. Navigation symbols are listed in enclosure (1).
3. Tactical/High Speed boat operations: All coxswains shall operate their boats in a
professional manner with full knowledge of the consequences of improper or unnecessary
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maneuver execution. High speed maneuvers and rapid acceleration/deceleration are
stressful to the crew and boat and should only be used when absolutely necessary.
Yankeetown is not a Tactical Boat Station, therefore tactical training/maneuvering shall
not be conducted.
a. Tactical maneuvering - Tactical Maneuvering is the use of a CG boat to engage
in vessel-on-vessel operations, regardless of speed, with a non-CG boat (or a
training platform acting as a non-CG boat) for PWCS or NCV pursuit.
b. High speed - High speed is defined as speed of 30 knots or greater.
Normal operations do not call for speeds in excess of 30 knots, but if becomes necessary
coxswains shall ensure all crew are restrained in a seat. High speed operations shall never
be conducted while there are more passengers than the boat has seats for. Helmets shall
be carried onboard during PWCS missions, during periods of heavy weather and when
the coxswain deems necessary.
4. Steering & Propulsion Test: Prior to getting u/w, entering restricted waters, trailering,
and mooring both a steering & propulsion test should be conducted if possible.
I. Area of Responsibility (AOR):
1. Station Yankeetown’s area of responsibility contains vast areas that are considered
shoal water as defined above. The requirements of our duties and the navigational draft
of Station Yankeetown’s boats will allow the boats to operate within some of these areas.
These areas are defined to give the crew a higher state of awareness anytime they are
operating near or in any defined area of shoal water. The North Western boundary line
starts in position 30-05’45” N, 084-04’34”W (County line between Wakulla and
Jefferson County). South on a course of 180 degrees true to position 29-30’00” N, 084-
04’34” W (this position is 30 NM off of Piney PT and intersects with the North Western
boundary line ). The Southern AOR boundary line is from position 28-26’00” N, 082-
39’45” W, on a course of 270 degrees true, out 30NM from shore (Aripeka, FL).
2. AOR Familiarization Areas: The importance of area knowledge and familiarization
cannot be over emphasized. Boat crews shall be thoroughly familiar with the unit’s AOR.
The AOR is divided into 4 key operating areas which shall be visited at a minimum of
one time each during the day and one time each during the night I.A.W. Reference (d).
a. The AOR Familiarization Areas are:
(1) AOR ZONE 1 TAYLOR/ JEFFERSON/DIXIE: Includes Aucilla River,
Econfina River, Fenholloway River, Keaton Beach, Steinhatchee River,
Horseshoe Beach, Suwannee River
(2) AOR ZONE 2 LEVY: Includes Cedar Key, Waccasassa River,
Withlacoochee River
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(3) AOR ZONE 3 CITRUS: Includes Crystal River, Homosassa River
(4) AOR ZONE 4 HERNANDO: Includes Chassahowitzka River, Bayport,
Hernando Beach
b. Coxswains must become familiar with the following information concerning
AOR.
(1) Water Depth
(2) Bottom Type
(3) Shoaling effect
(4) Existing hazards to navigation
(5) Current Effect
(6) Geographic landmarks
(7) Names and locations of marinas (private and municipal), boat yards,
waterside business establishments, boat ramps.
c. Coxswains can review as a reference to aid in navigation Army Corps of
Engineers hydrographic surveys of the local area found at:
http://www.saj.usace.army.mil/Missions/Civil-Works/Navigation/Hydro-Surveys/
3. Key Operating Areas: These key areas are a part of every coxswain’s and crewman’s
requirements for certification. Communications watch standers must also learn this
minimum required knowledge for certification. The BCEB will test the knowledge of
these key operating areas during all qualification boards, in depth AOR visits should be
undertaken as time and operations permit. Station Yankeetown has a large, diverse,
and shallow AOR. It should be a matter of care, pride and professionalism to learn the
area in detail. Thorough knowledge of these key operating areas is a key element in
operational risk management
a. Steinhatchee River
b. Suwannee River
c. Cedar Key Main Ship
d. Cedar Key North West
e. Cedar Key South Bar
f. Crystal River
g. Homosassa River
h. Waccasassa River
i. Keaton Beach
STA YANKINST 3530.2F
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j. Horseshoe Beach
k. Chassahowitzka River
l. Hernando Beach
4. AOR Risks Areas: The following is a list of key areas in Station Yankeetown’s Area of
Responsibility (AOR). This is not meant to be a comprehensive and detailed list of every
navigational hazard in the Station’s AOR. That knowledge can only come with frequent
area familiarization transits. This is meant to merely outline, with a brief description,
some of the major areas the unit’s Coxswains will encounter.
a. AUCILLA/ECONFINA/FENHOLLOWAY RIVER: These Rivers have
a challenging tidal range. As low tide approaches the rivers have a
depth of 1 to 3 feet of water. Consideration should be made when
operating in these areas near low tide.
b. STEINHATCHEE RIVER: When transiting on the eastern side of the
Steinhatchee River Bridge, coxswains should carefully operate in the
channel at speeds not to exceed 5kts. This area has various portions of
the channel overtaken with shoals, and large rock clusters that line the
channel
c. HORSESHOE BEACH: Careful consideration should be adhered to
when transiting in and out of the Horseshoe Beach Channel. On the
seaward side of the final channel marker inbound? local mariners have
marked various uncharted shoals and hazardous rocks with makeshift
poles. Coxswains should be mindful of the hazards, and operate at a
speed not to exceed 5kts when approaching this area.
d. SUWANNEE RIVER: This River has a harsh tidal range, and as low
tide approaches, the East and West Pass of the river has a depth of 1 to
3 feet of water. Due to shifting shoals, caution should be taken when
transiting outbound and inbound in between Channel Marker 9 and 12.
Consideration should be made when operating in these areas near low
tide.
e. CEDAR KEY: The Northwest Channel approaching Cedar Key is
challenging due to shifting bars near the channel. This shoaling occurs
approximately between markers 3 and 8 of the channel on the south
side.
f. WACCASASSA RIVER: This river is challenging to transit because it
is extremely shallow and known to occasionally have debris floating
under the water’s surface; namely old trees. Due to the unpredictable
circumstances of underwater debris, a speed restriction will not be put
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in place, but Coxswains should consider this when determining a safe
speed.
g. WITHLACOOCHEE RIVER: The Withlacoochee River has rocks
lining the outermost portions in many parts of the channel, use extreme
caution when transiting. The river also has shifting bars that affect the
channel near markers 42-44, and 34-37. As these bars shift, it can
create shallow areas in the channel. Coxswains must transit the entire
channel with caution at low tide especially between the HWY 40 ramp
and marker 39A. This area shall be transited at no wake speed with
outboards and/or jacking plates trimmed up.
h. CRYSTAL RIVER: When operating in Crystal River, in the vicinity of
Shell Island, Coxswains must be aware the island shoals into the
channel. There is no marker to display the shoal, and it can be
especially hazardous at low tide. Do not exceed 5Kts when transiting
around Shell Island. Due to shifting shoals, caution should be used
when transiting at the mouth of Crystal River at Crystal River Entrance
channel markers 1 and 2.
i. HOMOSASSA RIVER: The Homosassa River can be hazardous,
especially in the vicinity of Hells Gate. The buoys marking the channel
may not always be on station and the channel is particularly shallow at
low tide. Do not exceed 5kts when transiting Hells Gate.
5. Caution, Danger, and Restricted Areas: The following is a list of key areas in Station
Yankeetown’s Area of Responsibility (AOR). This is not meant to be a comprehensive
and detailed list of every navigational hazard in the Station’s AOR. That knowledge can
only come with frequent area familiarization transits. This is meant to merely outline,
with a brief description, some of the major areas the unit’s Coxswains will encounter.
1. Restrictions:
a. Suwannee River: The UTM and SPC-SW can operate on the inner
and outer portions of the Suwannee River, but neither boat may
operate in the vicinity of East Pass, West Pass, and Wadley Pass.
b.Waccasassa River: The SPC-SW is the only boat authorized to
operate in this river. Coxswains shall remain in the channel only.
Depths for all boat ramps and offshore approaches are too shallow
for the UTM.
c. Chassahowitzka River: Depths within the river, for all boat ramps
and offshore approaches are too shallow for any of the unit’s assets
to navigate this river safely. All unit boats are prohibited from
operating on this river.
STA YANKINST 3530.2F
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d. Aucilla/Econfina/Fenholloway River: The SPC-SW is the only
boat authorized to operate on this river. Depths for all boat ramps
and offshore approaches are too shallow, the UTM is prohibited
from operating on these rivers.
2. Communications gaps: There are multiple areas in this AOR where you
may experience a loss of communications. In the event you cannot make
contact with station watch-standers: first try alternate means (i.e. cell
phone), secondly try Sector St. Pete COMCEN, lastly if no
communications can be established return to an area where
communications can be re-established as soon as possible. If it is known
you will be operating in known communications gaps, ensure station OOD
and Sector is aware.
3. Navigational Safe Operating Distances: No boats assigned to the unit shall
operate within .050nm (100yds) of a restricted area. If missions require
exceeding this safe operating distance then the OIC must grant permission
to enter the area.
6. Significant Dangers and Hazards: The creeks and channels within the AOR present a
unique and challenging dynamic to coxswains. Coxswain shall remain extremely wary
and vigilant when attempting passage through any of these waterways, paying special
regard to water depth and marked with privately maintained ATON, or not marked
sufficiently with any ATON. Area familiarization is critical in fostering a coxswain’s
own “local knowledge” which is paramount to safe navigation within these waterways.
J. General Navigation Requirements
1. Positioning sources:
CATEGORY I CATEGORY II
GPS with DGPS corrections or WAAS-
enabled
Inertial
Navigation
System
GPS PPS (Precise Positioning Service)-
Classified System if applicable
Celestial
GPS SPS (Standard Positioning Service)
Visual and/or RADAR (includes RADAR/Chart Matching
(1) Category I positioning sources are adequate for use as the primary source of
own vessel’s position while operating in all waters.
(2) Category II positioning sources are not considered adequate for precise
navigation and shall only be used as the primary source of own vessel’s
position in Open Ocean.
STA YANKINST 3530.2F
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(3) The only Global Positioning System (GPS) corrections currently authorized
for Coast Guard navigational use are provided by the Maritime Differential
GPS System.
2. Fixes. Fixes shall be taken at the required interval for each navigational zone. The
Coxswain may increase the fix interval as necessary for the safe navigation of the boat.
One of the following criteria must be met in order to constitute a fix on a paper chart or
the SINS display.
a. Electronically provided position when displayed on a chart from a properly
functioning GPS with DGPS correction.
b. The intersection of lines of position (LOP) from at least three prominent points
of land, fixed, and/or celestial objects with a separation of 15 degrees or greater.
This includes the radar/chart overlay capability of the SINS.
c. When using relative bearings, a minimum of two visual LOPs and one radar
range shall be used.
d. A fix shall not be erased or deleted because it appears in error; rather, another
fix shall be taken immediately to ascertain the vessel’s position.
e. Fixes shall be verified by all available means including; soundings, AtoN,
RADAR or other electrical means, and seaman’s eye.
3. Estimated Positions
a. An Estimate Position (EP) is a Dead Reckoning (DR) position modified by
additional information, which in itself is insufficient to establish a fix. All EP’s
shall be compared to charted depth of water, and other available navigational
equipment. The following criteria constitute an EP:
b. RADAR range and bearing information established from a single identified
floating aid to navigation.
c. Passing abeam of a fixed object or floating aid to navigation without an
established radar range and bearing.
4. Dead Reckoning. A Dead Reckoning plot is required when navigating with paper
charts and shall be advanced two fix intervals and plotted IAW reference (a).
a. Plot a DR position at least every hour on the hour in Open Ocean.
b. Plot a DR position at every course change.
c. Plot a DR position at every speed change.
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d. Plot a DR position when obtaining a fix or running fix.
e. Plot a DR position when obtaining a single line of position
f. A new course line shall be plotted from each fix or running fix.
5. Weather Limitations
a. In accordance with both the 27’ UTM and 24’ SPC-SW Boat Operator
Handbooks, the following weather limitations are to be adhered by:
(1) 27’ UTM: Not to exceed 8’ FT seas, no surf or 30Kt sustained winds.
(2) 24’ SPC-SW: Not to exceed 4’ Ft seas, no surf or 25Kt sustained winds
6. Navigating in Key Operating Areas: Coxswains shall utilize the standard waypoints
and track lines and have a chart on board for reference or navigation. Coxswains shall at
all times be aware of their position relative to hazards, traffic, and channels. All
electronic means of navigation as well as other tools available shall be continuously
monitored and verified as working properly. The Coxswain must remain constantly
cognizant of the boat's position and keep it in safe water and out of danger.
7. Navigating outside Key Operating Areas: In depths of water below the navigational
draft of the boat, the Coxswain shall navigate as above and have a chart readily available
for the area. In addition if necessary the coxswain may have to maintain an active plot on
a chart or with the electronic chart plotter. This may be as simple as using, fathometer
readings compared to charted depth, radar ranges, and Estimated Positions (EP's) as
validation of the pre-planned DR tracks or as difficult as paper plotting of positions
depending on circumstances. The Coxswain must execute the proper level of team
coordination to ensure safety and mission success.
K. Team Communications:
1. Monitored Frequencies: Effective communications between shore command, the
underway unit, as well as the boating public, are essential for proper coordination of
mission tasks. The following VHF channels will be monitored at all times while
underway per the respective mission:
a. Motorola XTL-5000 or Motorola ASTRO: Channel CG112 (encrypted).
Standard Horizon GX5500S set to dual watch: Channel 16 (international hailing
and distress) and Channel 13 (bridge to bridge).
b. Cell Phones:
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(1) The use of cell phones/texting devices and phone applications aboard
boat forces assets is prohibited without permission of the Coxswain;
permission can be granted only on a case by case basis.
(2) The Coxswain should take into consideration a variety of factors
before allowing the use of cell phones/texting devices, including
evaluating operational risk management.
(3) When a crewmember is allowed to use a cell phone/texting device the
Coxswain will assure there is a proper lookout posted and the rest of the
crew is attentive to their duties.
(4) The operator of the boat shall not use a cell phone or texting device.
2. Loss of Communications: If a boat fails to check in on the primary or secondary
frequency within ten minutes of the communication schedule, the guarding unit shall
initiate the following action:
a. The Command Cadre shall be notified first, followed by the Operational
Commander (SECTOR), then the District Command Center.
b. If the boat remains un-located, an immediate Urgent Marine Information
Broadcast (UMIB) shall be released.
c. Following the UMIB, an immediate precedence message shall be released.
L. Minimum Crew Requirements:
1. The following minimum crew requirements shall be adhered to when planning mission
sorties on all station assets.
Propulsion Enclosed Cabin
COXN ENG BCM
Open Cabin
COXN ENG BCM
Outboard 1 0 2 1 0 1
M. Standard Line Handling Commands: Standard line handling commands shall be used and are
listed in enclosure (3).
N. Additional Required Items
1. Paper Chart Fixes
a. When navigating with paper charts, fix intervals SHALL be in accordance with
Section B.9 of this instruction. Fixes may be timed to coincide with OPS/position
reporting to the Operational Commander. Fixes shall become more frequent
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whenever the coxswain is operating in an unfamiliar area and during periods of
restricted visibility.
b. Due to the absence of sufficient radar and visual landmarks and/or fixed aids to
navigation in the vicinity of the Command approved tracklines, turn ranges and
bearings are not practical for each turn. As a result, coxswains SHALL make
appropriate use of all available navigation information and exercise prudent
seamanship while navigating.
O. Publications
1. The following publications are required to be carried on board all boats.
a. USCG Navigation Rules, M16672.2 (series)
b. Command Navigation Standards
c. Light List Volume IV.
d. Tidal Current Tables
e. Tide Table
f. U.S Coast. Pilot No. 4.
g. Chart No. 1
P. Speed Limitations
1. Coxswains will operate all boats at a safe speed in accordance with Rule 6 of the
USCG Navigation Rules and this instruction regardless of mission parameters or
circumstance. Coxswain may exceed cruising speed for specific missions, only when
deemed necessary and when determined not to create an unsafe operating environment.
a. 27’ UTM not to exceed 30 KT’s
b. 24’ SPC-SW not to exceed 30KT’s
2. The Units 27’ UTM & 24’ SPC-SW will observe the no wake zone requirements, as
well as take extra precaution to lower speed and wake near marina entrances, exposed
and populated moorings, yearly Manatee zones, and in areas of high traffic density.
Coxswains are responsible for their wake, and any resultant damage or injury, produced
by any boat they are operating at all times, regardless of mission parameters or other
circumstances.
Q. Safe Operating Distances from known hazards
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1. The Primary hazard(s) within the AOR is shoal water. Every effort should be made to
navigate inside marked channels. When the need arises to navigate outside of a marked
channel every effort shall be made to stay as far away from shoal water as practical. If
such situation arises the Coxswain SHALL take extra safety precautions such as:
a. Post additional lookouts FWD and AFT.
b. Post a crewmember on the eNAV equipment to assist in navigation.
b. Utilize Soundings with the boat hook or push pole.
c. Trimming up the engines, utilizing Jack Plate on SPC-SW.
d. Increasing the fix interval.
2. In an emergency, the assets can be beached. The method of beaching in an emergency
is a matter of judgment, experience, and local knowledge of the coxswain. Without this
judgment, emergency beaching should not be attempted unless life is at risk.
a. Unique and extreme situations may arise that require deviation from these
standards while operating the 27’ UTM and 24’ SPC-SW. During such situation, a
thorough risk assessment SHALL take place.
3. Low Visibility
a. Operations in or near an area of restricted visibility are inherently more
dangerous due to the potential obstruction of visual aids and identification of
hazards from the coxswain and crewmember’s field of vision. Coxswains SHALL
adhere to the guidelines included herein regarding restricted visibility and apply
in all Navigation Zones.
(1) If visibility reduces to 3 NM in any direction notify the
communications watch stander, ensure all navigation equipment is online
and operating properly.
(2) If visibility reduces to 1 NM in any direction notify the
communications watch stander, energize navigation lights, reduce speed,
assess the situation, re-asses the GAR and utilize prudent seamanship.
(3) If visibility reduces to 500 yards or less in any direction notify the
communications watch standard, energize sound signals, and assign look
out on the bow and stern. The Coxswain SHALL continuously assess the
situation and utilize prudent seamanship.
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(4) Fix intervals in Reduced Visibility SHALL be in compliance with
Section D. of this instruction.
4. Navigation & Piloting Tactics, Techniques, and Procedures
a. The purpose of this section is to set forth requirements for Station
Yankeetown’s training and use of Tactics, Techniques, and Procedures (TTP)
contained in Boat Operations and Training Manual Volume III, COMDTINST
M16114.42 (Series).
b. Station Yankeetown is not a Tactical or Pursuit Station. Tactical and Pursuit
maneuvers shall not be attempted or practiced at any time, for any reason without
the prior authorization of the Officer in Charge.
5. High Laser Threat Areas
1. In the event of a laser threat/ incident focused at boat crews, consider taking the
following actions:
a. Shield the eyes from further exposure
b. Slow or stop the boat if the conditions are appropriate
c. Notify OPCON and the Station of your position and location/direction the
Laser came from.
d. Reassess GAR
e. Consider anchoring/mooring until normal night vision is regained