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Coast Guard Sector New York Resources

Sector New York, is the largest Coast Guard (CG) operational field command on the East Coast. The maritime community knows “The Buck Stops Here” when there are CG-related operational issues to be resolved. The main staff is located at historic Fort Wadsworth on Staten Island, NY. We execute CG operations from Sandy Hook, NJ, north through the Port of NY/NJ, continuing up the Hudson River to just south of Lake Champlain, and up the East River to the Long Island Sound/Connecticut border. We provide “One Stop Shopping” for both our external customers, stakeholders, and for our own CG family. We integrate traditional CG programs into a single command focused on our two major operational processes: PREVENTION & RESPONSE, in support of our service’s five fundamental roles: Maritime Safety, Maritime Security, Maritime Mobility, Protection of Natural Resources, & National Defense.

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The Port of New York/New Jersey 3rd largest U.S. port. Largest civilian population in a U.S. port area. 2005 total value of cargo thru the Port - $132 Billion. 12% of the international goods arriving into U.S. come thru this Port. 85 million metric tons of general cargo, that serves 80 million people or 35% of the entire U.S. population. 1st in U.S. for movement of petroleum, (aviation fuel, gasoline & home heating oil). 1PstP in U.S. as an ocean- borne auto-handling port, moving 722,000 vehicles. 3PrdP largest U.S. port for containerized cargo shipments, with 4.8 million TEUs of containerized cargo (7,300 containers each day). 5322 ship calls.

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The Maritime Association of the Port of New York and New Jersey is providing the below information as an alternate approach to the retirement of Homeport effective April 12, 2025

Vessel Traffic Service User Manual

Contents

  •  Introduction 

  • Contact Information

  • Vessel Traffic Management (33 CFR 161)

    • Subpart A (Vessel Traffic Services)

    • Subpart B (Vessel Movement Reporting System)

    • Subpart C (Vessel Traffic Area)

  • Appendix 1 (Area of Operations Chartlet)

  • Appendix 2 (VTS Call Sign and Frequency Table)

  • Appendix 3 (Temporary Reporting Points Table)

  • Appendix 4 (COTP Permanent Security Zones)

  • Appendix 5 (Anchorage Administration)

  • Appendix 6 (Standard VTS Severe Weather Practices)

  • Appendix 7 (Port of NY/NJ Recommended Safety and Navigation Guidelines) 

    • ​No Meeting and Overtaking Zones

    • Minimum Under Keel Clearance Guidelines

    • Air Draft Clearance

    • Guidelines for Port Jersey Channel

    • Guidelines for NY Container Terminal

    • Guidelines for South Elizabeth Channel

    • Guidelines for Arthur Kill

    • Ambrose Tug and Barge Operations

    • Bergen Point Transit Guidelines

    • Ultra Large Container Vessel Transits

    • Super Ultra Large Container Vessel Transits

    • AIS Transmitting Guidelines

Usjbh, CC BY-SA 3.0 <https://creativecommons.org/licenses/by-sa/3.0>, via Wikimedia Commons
Vessel Traffic Service User Manual

Severe Weather

Guidance

Please find the necessary form, under Attachments, according to the names below. 

  • Self-propelled Oceangoing Vessels over 500 Gross Tons Remaining in Port Checklist

  • Tug/Barge Remaining in Port Checklist

  • Mooring Requirements for Ships Remaining in COTP New York Zone During a Hurricane

  • Mooring Requirements for Barges Remaining in COTP New York Zone During Hurricane

Severe Weather

Notice of Arrival

Guidance

Comply with submission requirements or request a waiver. You will be denied entry until a notice of arrival is properly submitted or you are granted a waiver from the COTP.

  • A vessel failing to meet the submission timeframe is normally when a waiver is requested. A waiver is not guaranteed, and you may be delayed arrival until the minimum timeframe between submission and arrival has been met.

  • Most often late submissions had to do with difficulties submitting the NOA electronically.

  • There are multiple methods to submit NOAs.

    • In addition to the electronic method, there is also email, fax and phone with specific details provided in 33 CFR 160.210.

    • Unless you receive positive confirmation of an electronic submission, it is highly recommended you follow up to ensure the NOA has been submitted or use one of the other methods to ensure a timely submission. 

  • For a voyage time that is less than 96 hours, the NOA must always be submitted at least 24 hours prior to arrival even if the voyage time from previous port is less than 24 hours.

  • NOA updates must be submitted in accordance with 33 CFR 160.208.

    • Changes in ETA and ETD that is six hours or more require a NOA update.

  • Foreign Yachts over 300 gross tons are required to submit a NOA.

    • CBP cruising permits are a separate requirement.

    • Foreign Yachts with cruising permits are still required to submit a NOA.

  • Anchoring or mooring in the Sector New York Captain of the Port Zone, 33 CFR 3.05-30, requires submission of a NOA. This includes offshore anchoring within the COTP Zone. â€‹

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Insight

In addition to providing a timely and accurate NOA, vessel will be denied entry w/o:

  • Approved Vessel Response Plan with the geographic specific appendix for this port.

  • Valid Certificate of Financial Responsibility

  • Valid

    • ISM Certificates – SMC & DOC

    • ISSC​

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Exam Job Aids​

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Notice of Arrival
Oil refinery plant in the evening

Inoperable Navigation Equipment

Guidance

Please find the necessary form, under Attachments, according to the names below.

  • Letter of Deviation Request Sheet 

  • Inoperable Navigation Safety Equipment Guidelines

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Insight

Expectation is repairs are made while in port.
For departure consideration with inoperable equipment, minimally required:

  • Technician report

  • Flag dispensation

  • Evidence necessary parts ordered and arrange for arrival at next port of call

  • Risk mitigation plan established

  • ​

33 CFR 164.33 allows marine charts published by a foreign government to be used as a substitute for US charts.

  • NOAA Charts link provides information on NOAA raster chart products and NOAA certified chart agents.

Inoperable Navigation Equipment
Certificate of Compliance / COC

Certificate of Compliance / COC

Guidance

·  Scheduling Information

  • Complete COC Request Form in Attachments.

  • CG exam hours are based on daylight and weather conditions. At a minimum, plan on COCs commencing after sunrise and no later than 4 hours prior to sunset

  • User fees are $1,100 in accordance with 46 CFR 2.10-125.

    • User fees can be paid in accordance with procedures outlined in 46 CFR 2.10-20.

    • Proof of payment (i.e. copy of check or money order and mail receipt) for the examination should be received by Sector New York when scheduling examination.

      • At a minimum, user fee payment must be paid prior to conducting a COC exam.

        • The CG exam team will not depart the office for the exam if the user fee is not paid. This may delay cargo operations. 

  • If your COC is expired but within 90 days of expiration date (180 days for E-Zero Qualship), you may request a temporary COC to allow cargo ops before we conduct the CG exam.

    • Vessel exam history and information provided in the COC Request Form will be reviewed and, if approved, a temporary COC will be issued.

    • You are not permitted to conduct cargo operations without a valid COC, so if you do not have a temporary COC, consider your request to conduct cargo ops with an expired COC as denied.

    • If cargo ops are permitted w/temporary COC, you may not depart the port until the COC examination is completed.

  • If your COC is within 90 days before the expiration date, you may request a COC examination.

    • All requests are considered based on CG resource availability.

    • Tankers and Chemical Carriers with an expired COC and other Port State Control examinations (freight and cruise ships) that require an exam will take a higher priority.  

  • All chemical carriers, whether carrying bulk liquid chemicals or petroleum, require at least 7 days advance notice to schedule a CG Exam in accordance with 46 CFR 153.809 (a).

  • While oil tankers do not require 7 days advance notice, it would be beneficial for you to schedule oil tanker COCs as soon as possible.

  • Marine Chemist must certify as 'safe for entry' tankers with a cargo pump room. The marine chemist certificate must be within 24 hours of the CG exam and the conditions in the pump room (i.e. cargo pump operating or not) must be as it was when the Marine Chemist issued the certificate.

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Additional Information

  • Exam Job Aids

  • Arrange transportation if at anchorage

  • Coordinate with VTS for anchorages

  • Cargo stowage plans are required for a chemical carrier exam. It is beneficial for you to:

    1. Ensure cargo names are consistent with the regulatory name

    2. Identify voids, cofferdams, cruciform joints in the event incompatible cargoes are stowed in adjacent tanks

    3. Provide evidence of any relevant cargo exceptions to the regulations

    4. Evidence of any cargo being carried under an established tripartite agreement.

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Insight

  • Non-compliant or unsafe embarkation will delay your exam.

  • Providing berthing orders to VTS could expedite anchorage availability for exam.

  • E zero qual ships could be considered for cargo op waivers up to 180 days of COC expiration, all other ships are up to 90 days.

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Hazardous Conditions /
Captain of the Port Orders

Guidance

District Commander or COTP may direct the manner a vessel operates or to anchor in order to mitigate a potential hazard based on:

  • Non-compliance with any regulation, law or treaty

  • A prohibition of vessel operation and cargo transfer in accordance with 33 CFR 160.113

  • Weather, visibility, sea conditions, temporary port congestion, other temporary hazardous circumstances, or condition of the vessel

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Insight

You risk being delayed if a hazardous condition is discovered at any point in your transit to the Port. While an updated NOA is required, highly recommend directly contacting our 24 Hour Command Center and/or Port State Control to facilitate timely mitigation measures that may be directed by the COTP. 

Some examples of previous hazardous conditions reported and subsequent COTP Order requirements issued have included: Click below to be directed to specific needs.

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DISCLAIMER: Below are just examples, every situation is handled case-by-case & require COTP final approval.                     

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Purpose of requiring a causal analysis is to identify the root cause and any other underlying issue that may need to be addressed to prevent a recurrence.

  • Always expect prior to departure corrective action.

  • Engage class society for any equipment, structural or machinery issue as soon as possible, and prior to arrival if vessel has not yet arrived in the port. Any permanent or temporary repair will require class acceptance.

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If the desire is to continue to operate with an issue:

  • Class attesting vessel is fit to proceed would be required for consideration.

  • Additionally recommend providing a risk mitigation plan that includes acceptance by relevant port stakeholders (i.e. pilots / terminal operators, as applicable).

 

Tug Assist Plan Guidance

  • Any authorized movement without permanent repairs may be considered on a case-by-case basis and often includes a requirement for a tug assist plan.

    • Every tug assist plan proposal is handled on a case-by-case basis.

    • Tug assist plans often include a sum of the assist tugs horsepower minimally equal to 10% of the ship's deadweight tonnage.

    • All tug assist plans must be developed in consultation with the Pilots and reviewed by VTS.

    • If at anchor, a tug assist plan will minimally include a plan for tugs during tide changes, when winds sustain at 25 knots or more, and at any other time as directed by VTS.

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Propulsion / Engine Controls / Power, Main & Emerg / Steering

  • Prior to entry or further movement consideration by the COTP will at a minimum require a class report with a causal analysis and attestation that the vessel is fit to proceed.

    • A Tug Assist Plan may also be required if you have not completed permanent repairs.

  • To be cleared for departure, permanent repairs to the satisfaction of your class society is normally required.

 

Anchor

  • A Tug Assist Plan will be required for any authorized movement through the port.

  • Unavailability to release a second anchor,. expect tug assist plan requirement, which is a risk mitigation option in accordance with 33 CFR 164.19. Typically, tug assist will be required during transit and, if anchored, during tide changes and any other time as directed by VTS.

  • If an anchor cannot be retrieved and you intend to cut free, be prepared to mark and recover the anchor.

  • Prior to departure, vessel found fit for intended route and voyage by class society.

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Manning

  • Prior to movement, comply with Safe Manning Certificate

    • Provide a copy of the Safe Manning Certificate to the PSC Duty Officer.

    • Replace if Master and/or Chief Engineer

    • Other positions either replaced or dispensation from Flag Administration

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Fire - Detection / Extinguishing

  • if there is an active shipboard fire, initiate Vessel Response Plan.

    • Prior to departure, be prepared to replenish all spent fire extinguishing agents.

  • Inoperable fire detection and/or extinguishing system, be prepared to provide a risk mitigation plan that achieves an equivalent level of safety

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Pollution

  • If there is an active pollution situation, Initiate Vessel Response Plan

    • Be prepared to submit oil quantity of pollution source and a proposal/actions taken to mitigate the leak.

  • Prior to cargo operations

    • Pollution should be adressed prior to continuing to conduct cargo operations.

    • Fuel oil contamination in cargo hold

      • Contaminated cargo container(s) will likely be put on CG hold for examination shoreside.

        • Removal procedures would require a pollution prevention plan.

      • Requirement to provide a clean up plan approved by QI.

        • Expect a requirement for impacted cargo hold(s) to be thoroughly cleaned and oil free before departure.

          • Marine Chemist may be required to confirm compliance. 

  • Prior to movement,

    • Class report: causal analysis, satisfactory repairs and found fit for route and service

    • QI attesting to clean-up complete and no further pollution threat.

    • Hull cleaning has been required prior to further movement

    • Replenish all spent pollution clean up supplies

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HAZMAT Release (i.e. damaged containers)

  • Prior to entry, provide Master assessment/characterization of hazard and copy of Dangerous Cargo Manifest

    • Prior to cargo operations in impacted bay, provide a clean-up plan and impacted container removal plan approved by QI and Terminal.

    • Impacted containers will be placed on hold for further inspection on facility.

  • Upon completion of clean-up, provide a report from Marine Chemist certifying space safe for entry with no atmospheric hazards and from QI attesting clean-up complete.

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Cyber

  • Prior to movement/entry assessment will normally be required whether there is an onboard cyber attack or cyber threat due to a cyber attack at a corporate office or another involved entity. Requirements have included:

    • Safety Management System

      • General Cyber Safety: SMS to identity, protect, detect, respond to and recover from a cyber-attack

      • Cyber hygiene

      • Virus protection upgrades/patches

      • Impact to non-conformity reporting

      • Uninterrupted communication with DPA

    • Shipboard Navigation Systems:

      • Electronic chart updates

      • ECDIS

      • AIS

      • Pilot plug

      • GMDSS

      • Auto-pilot

    • Propulsion & Machinery Management:

      • PMS records, parts ordering, etc.

      • Automation

      • Remote engine monitoring and its impact to engine maintenance

      • Communication between E/R and bridge

    • Administrative & Crew Welfare Systems:

      • Interface with compromised operating system and shipboard systems

      • Training records, licenses, health information, pay records, food orders

    • ISSC:

      • Ship alert system not impacted

      • Uninterrupted communication with CSO

      • DOS available

    • Cargo handling and management:

      • HAZMAT information available

      • Ship stability management system operating properly

  • A Tug Assist Plan may be authorized for further movement in the port.

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Structural damage (i.e. collision, allision, grounding)

  •  Consider initating Vessel Response Plan.

  • Prior to movement, unless explicitly authorized by COTP:

    • Submit a salvage plan and tug assist plan prior to any movement

    • Be prepared to provide tank locations, capacity and current amount in each tank.

    • Complete a Port State Control Exam

    • Conduct an underwater survey of the hull, propeller and rudder from an accredited dive company

  • Provide reports from vessel’s classification society that include:

    • An approved repair proposal

    • Propulsion and steering system have been tested in the presence of an attending classification society surveyor and found to be fully operational

    • Confirmation that the vessel is fit for its intended route and service prior to departure

  • Structural damage will often involve engagement of CG SERT with Vessel Salvage Naval Architect and/or Class Society. This will be coordianted by the PSC Duty Officer.

  • Structural damage in way of fuel tank would require permanent repairs or fuel oil tank taken out of service

 

Security Breach (i.e. stowaway)

  • Prior to entry, CG LE security boarding will likely be required.

  • Prior to the security boarding, minimally, the vessel Master will need to attest:

    • Vessel sweep was conducted to determine if there are additional stowaways onboard the vessel and report the results of this sweep

    • Vessel initiated a comprehensive plan for securing stowaway(s) and ensuring stowaway(s) remain onboard the vessel at all times. Submit a copy of this plan

    • All critical safety and environmental protection systems are operating properly

  • Prior to departure, either the flag state or its recognized security organization (RSO) shall attend the vessel to examine the implementation of the Ship’s Security Plan, and submit a written audit report addressing the following:

    • The adequacy of the vessel’s records for security breaches or incidents

    • A summary of the vessel’s response actions for security breaches or incidents

    • A description that details how unauthorized person (stowaway) gained access to the vessel.

    • A summary of recommended corrective actions to prevent further stowaway incidents.

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Point of Contact

You should report a hazardous condition to our 24 hour Sector Command Center. You should also indicate the hazardous condition in your NOA.

Hazardous Conditions / Captain of the Port Orders

MARPOL Annex VI Compliance / Emission Control Area

Insight

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Some vessels are either unable to obtain compliant fuel or discover contaminated and/or uncompliant fuel after receiving/testing bunkers and request to enter using non-ECA compliant fuel to avoid equipment damage. The following are minimum requirements to expect:

  • Report this to the PSC Duty Officer.

  • Submit a fuel oil non availability.

  • Arrange and receive bunker compliant fuel in a sufficient quantity for upcoming voyage through ECA.

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Often have fielded quesitons regarding exhaust gas scrubber washwater: Compliant if:                                     

  • Properly treated and discharged overboard

Alternatively, it can be piped to a clean bilge water tank or other suitable holding tanks

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MARPOL Annex VI Compliance / Emission Control Area
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Ballast Water Management

Guidance

Navigation and Vessel Inspection Circular 01-18              

National Ballast Information Clearinghouse Report

For vessels bound for Hudson River north of George Washington Bride entering from outside EEZ, submit report at least 24 hours before the vessel enters New York, NY.

For all other arrivals of vessels equipped with ballast tanks, submit report no later than 6 hours after arrival or prior to departure, whichever is earlier.

 

Insight

  • A ballast water treatment system is not “unexpectedly unavailable” if it was not working in previous ports.

  • https://nbic.si.edu/submit/ ballast water treatment system is not operating, whether unexpectedly or not, the vessel can choose to comply with another approved method:

    • Only taking on and not discharging ballast water (retain ballast water onboard), as well as discharging ballast water beyond 12 nautical miles from shore, are acceptable compliance methods.

  • If it is confirmed that a ballast water method is unexpectedly unavailable while enroute to the port and evidence of a repair plan is provided:

    • The vessel will still be required to carry out a Ballast Water Exchange (BWE) beyond the Exclusive Economic Zone from an area more than 200 nautical miles from any shore, and in waters 2,000 meters deep.

    • Any safety concerns in carrying out a BWE can be considered on a case-by-case basis.

  • Untreated ballast water will not be authorized by the Captain of the Port (COTP) for discharge into the Hudson River anywhere north of the George Washington Bridge.

  • All other areas within the Captain of the Port Zone, and only if approved by the COTP, untreated ballast water discharge must be the minimum amount necessary to ensure the safety of the vessel.

Ballast Water Management

Cyber Threat

Insight

Please find the necessary form, under Attachments, according to the names below.

This is a cyber checklist used for vessel CG exam when working through a potential cyber incident involving vessel and/or entity associated w/the vessel (i.e. cyber attack on corporate office).

  • Cyber Checklist

This is a set of questions asked during a cyber incident for a vessel involved in or associated with an entity that experienced a cyber attack.

  • Cyber Questions

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Point of Contact

 Brendan Dolan Jr.

  • (718) 419 - 2691

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Cyber Threat
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Embarkation Arrangements

Vessel to Vessel - SOLAS Chapter V/23
Dock to Vessel -
29 CFR 1915.74
, SOLAS II-1/3-9, IMO Circular MSC.1/Circ.1331

Guidance

CG-ENG Policy Letter No. 01-21 

Pilot Transfer Arrangement Guidance can be found under Attachments.

  • Combination arrangement with a trapdoor arrangement, there should be absolutely no obstruction or obstacles to ensure a safe transition through the accommodation ladder platform.

MSIB 2025-001 - Gangways and Safe Access to Vessels (BEING DRAFTED)

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Insight

URGENT BE AWARE of Counterfeit Pilot Ladders. Please review Marine Safety Alert 11-24 and ensure the integrity of your pilot ladders.

Safe access to a vessel is considered a key operation and should be addressed in the vessel's safety management system 

Failure to uphold vessel access safety standards can endanger crew, shore-side personnel and may result in delays to cargo operations and vessel arrivals and departures.

Embarkation Arrangements

Waste Disposal

Guidance

All facilities that receive oceangoing tankers or other oceangoing ships greater than 400 gross tons are issued a Certificate of Adequacy from the Captain of the Port. As long as you provide at least 24 hours advance notification of the need for waste disposal, the facility must facilitate the removal of oily, NLS and garbage waste from your ship in order for them to comply with 33 CFR 158 and MARPOL.

 

33 CFR 158.135 specifies ports and terminals that must have a Certificate of Adequacy.
    Subpart B refers to the removal of oily mixtures 33 CFR 158 Subpart B
    Subpart C is regarding ships that carry Noxious Liquid Substances 33 CFR 158 Subpart C
    Subpart D refers to the removal of garbage  33 CFR 158 Subpart D

 

Insight

If at any point you are denied a request to remove waste from your ship or you feel the arrangement was inadequate, 33CFR158.167 empowers you to immediately report this to the Captain of the Port and we will investigate the issue. This report can be made in person (i.e. Port State Control Officer during exam), by email to secnyvdo@uscg.mil, and/or by phone to our 24/7 Command Center.

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Waste Disposal
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Seafarer Access /
TWIC Escorts

Guidance

The facility property your vessel is berthed is designated as a secure area. Any seafarer with unescorted access in a secure area must be authorized by the facility security officer and possess a Transportation Workers Identification Credential (TWIC) or follow a system for seafarer access in accordance with 33 CFR 105.237.                                              

  • U.S. seafarers with a TWIC may be afforded unescorted access but must coordinate/receive authorization from the Facility Security Officer or follow the system for seafarer access.

  • Foreign seafarers would normally not possess a TWIC and the facility’s system for seafarer access is their only option.

    • Individual shore access is contingent upon approval from Customs and Border Protection.

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Insight

Crew members may access the shore area immediate adjacent the vessel to conduct vessel activities without a TWIC or a need to follow the system for seafarer access in accordance with 33CFR105.237.

  • This does not apply to crew members restricted onboard by Customs and Border Protection.

The system for seafarer access must be at no cost to the seafarer for any reason to go ashore (i.e. shore leave, medical appointment). 33CFR105.237

  • The regulation does not prohibit the facility from requiring another entity (i.e. ship owner) to pay this expense but does forbid the seafarer from ultimately being charged by anyone.

  • No cost access must be provided between the vessel and main gate.

    • Some terminals may provide two concurrent options, one at no cost to the individual.

      • For instance, an arrangement with a taxi service, the individual should not be charged for transportation between the vessel and main gate if this is the only method available.

      • However, if there is a second method that is offered at no cost, such as an escort system that is on a regular schedule, the individual could be charged for this taxi service between the vessel and main gate.

  • Access within one hour of request is considered timely and must be available 24/7 to account for ship and watch schedules.

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If the terminal relies on a third party, a back-up access method must be available for use if the third party is unable to provide the required access.

Seafarer Access / TWIC Escorts
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