Please Note That Postings Below From Fellow Cruisers Are Listed in Chronological Order, Based on Publication Date
Please Note That Postings Below From Fellow Cruisers Are Listed in Chronological Order, Based on Publication Date
The river is Caloosahatchee and the CRUISERS’ NET SPONSORS are Legacy Harbour Marina and Gulf Harbour Yacht and Country Club. Legacy Harbor Marina entrance is located on the Okeechobee Waterway East of Marker #49 and Gulf Harbour Yacht and Country Club is on the south side of the Caloosahatchee River opposite Cape Coral.SHOW CALENDAR
Our thanks to Specialist Erica Skolte for this advanced invitation for comments on this mid-summer Okeechobee lock closure. This 12 day maintenance closure would require a carefully planned float plan for June of this year. Comments will accepted through March 31.
Please share this information with other interested parties!
Notice to Navigation Interests: NTN 2018-02 Okeechobee Waterway – Ortona Lock Closure June 2018; Public Comment through March 31: READ MORE!
Notice is given that the U.S. Army Corps of Engineers is notifying the public, marinas, commercial and recreational vessels traveling the Okeechobee Waterway that Ortona Lock will be closed for maintenance 4 through 16 June 2018. This will be the first lock closure along the Okeechobee Waterway in 6 years; maintenance is necessary to repair aging and damaged infrastructure in addition to improving public and vessel safety. Repairs will require the lock chamber to be dewatered for crews to perform inspections, replace gate seals and repair Manatee Protection system components. During the closure, barges, floating cranes and divers will be working in the lock entrance, requiring vessel operators in the area to use minimal speed and caution for safety.
Public comments and concerns related to this closure will be accepted until 31 March 2018 and can be mailed to U.S. Army Corps of Engineers 525 Ridgelawn Rd., Clewiston, FL 33440 Attn: Gary Hipkins or can be emailed to Gary.L.Hipkins@usace.army.mil (please add “Public Comment on Ortona Lock Closure 2018” in subject line).
Sign up to receive updates on Notices to Navigation at:
Locks on the Okeechobee Waterway and Canaveral remain in full operation.
Thanks for getting the word out!
Public Affairs Specialist
Corporate Communications Office
U.S. Army Corps of Engineers, Jacksonville District
Palm Beach Gardens
NOTE: NEW OFFICE PHONE 561-340-1527
Jacksonville District Facebook:
Jacksonville District: A team of professionals making tomorrow better
This destroyed daybeacon is on the northwest side (as charted – Green markers are on the southwest side approaching from east and west) of the Okeechobee Waterway channel just east of the Edison fixed bridges in Fort Myers.
FLORIDA – ST. LUCIE INLET TO FORT MYERS AND LAKE OKEECHOBEE – CALOOSAHATCHEE RIVER: Hazard to Navigation
Caloosahatchee River Daybeacon 41 (LLNR 52635) is reported destroyed. The wreckage is just above the waterline and may pose a hazard to navigation. Chart 11428 LNM 01/18
This obstruction is west of Liberty Point on the Rim Route.
FLORIDA – ST. LUCIE INLET TO FORT MYERS AND LAKE OKEECHOBEE – LAKE OKEECHOBEE (ROUTE 2): Temporary Establishment of Hazard to Navigation Buoys
The U.S. Coast Guard received a report of an obstruction in the Okeechobee Waterway west bound on the north side of the channel in approximate position 26-48.953N / 81-00.570W. (Ref: LNM 29/17, 31/17)
Two temporary unlighted Buoys (TRUBs) have been established to direct mariners away from the rock ledges in the narrow channel in the vicinity of Liberty Point.
-Liberty Point Buoy 6 in position 26-48-56.770N / 081-00-32.014W
-Liberty Point Buoy 8 in position 26-48-58.324N / 081-00-36.862W
Experienced cruisers, Jim and Peg Healy, continue to generously share their observations and advice as they make their way south for the winter. Thank you Jim and Peg! See http://cruisersnet.net/168195 for their Okeechobee report east of Clewiston.
Sanctuary and crew transited from Clewiston, FL to St. James City, FL, today, 11/9/2017. Fog early, then bright sunshine, light and variable winds and calm seas. READ MORE!
The Clewiston Lock is a wonder to behold. Very small; less than 100 ft. Primary customer set are bass fishermen. Run by a private contractor, not the USACE. Hours of operation are posted as 05h30 to 22h00. Local knowledge indicates 06h00 is more reliable.
At about MM 72, there is a hazard marker in Active Captain that describes a submerged obstruction. That obstruction must be there, because there are TWO Red, floating markers there, R”6″ and R”8.” They are positioned together laterally across the channel; a very strange pattern, but they are there. Appear new. They force traffic way to the south side of the channel, and water depths are 4 ft less than in the visual center of that channel.
The control depth on the south rim is 8.5 ft, two miles east of Moore Haven.
Water levels in the Ortona Pool are very high. The USACE is dumping water, and there are strong westerly running currents. Stand off the locks while waiting for them to open, as the current will carry the boat toward the lock and dam. Care is appropriate at the locks, where boats get swept sideways. Especially so at the railroad pass at Moore Haven, which is very narrow and has obviously been dinged several times already. There was a significant whirlpool inside the Ortona Lock chamber which created some excitement for another boat there. Currents were very swift emerging downstream of Ortona Lock, too.
There are no depth issues on the South Rim, Caloosahatchee Canal or Caloosahatchee River at this time.
Peg and Jim Healy aboard Sanctuary, currently at Rock Creek, Pasadena, MD
Monk 36 Hull #132
Experienced cruisers, Jim and Peg Healy, have been generously sharing their observations and advice as they make their way south for the winter. Thank you Jim and Peg!
Sanctuary and crew transited from Stuart, FL, to Clewiston, FL, today, 11/7/2017. The weather was ideal; clear, light winds, flat seas on Lake O.
The condition of the water is deplorable. In the anchorage at Stuart, the water is “Lake O chocolate milk.” The water throughout the system is an ugly, dark brown. Water levels are high, and there are no water level issues on the St. Lucie Canal or at Clewiston. The control depth on the Canal is at least 11.0 feet. The control depth at Clewiston is at least 9.0 feet. There is no evidence of storm damage on the canal.
The USACE is dumping water from the lake. In the St. Lucie Canal, we faced a 2 knot ahead current.
The downstream gate at the St. Lucie is misbehaving. It took several tries and at least 1/2 hour to get it closed. Delays at that lock are possible until that gets corrected. The lockmaster is not happy. “A work crew spent all day last Saturday working on the lock, and before they did their work, the gate was operating just fine,” was his line.
We are a slow trawler. We can normally make it from St. Lucie Lock at 07h00 to Moore Haven Lock by 16h00, but not today. We bailed at Roland Martin Marina for burgers at the Tiki Hut!
Peg and Jim Healy aboard Sanctuary, currently at Clewiston, FL
Monk 36 Hull #132
Our thanks to AGLCA member, Gary Reed, for sharing his Forum report, which, by in large, is good news for cruisers needing to make the coast to coast run.
We came across (west to east) this past Thursday and Friday (September 14th and 15th). No major issues at all. All locks operational as well as bridges. Some were still on generator with one only able to raise one span at a time. All operating on normal schedule. (Note, we drove from St. Lucie to Cape Coral on Wednesday, 13th, the amount of water in the area was astonishing as well as the significant downed power lines.)
Debris in the water was mostly ‘soft’ (leaves, vegetation, etc.) … some rather large mats but easily avoidable. We only had to run through one large mat shore to shore. Surprisingly, we saw virtually no deadheads, remnants of docks or piers, etc. A couple of the locks had some debris either on the upper gate on the western side or in the lock itself. We limited thrusters in these locks for obvious reasons and sprung off the stern line.
The runoff into the waterway on both sides of Lake O was significant at some of the inlet spillways (not lock spillways but drainage into the waterway). Several moved the boat around quite significantly and unexpectedly until we began looking for them.
Cruisers’ Net has posted these storm procedures recently, but this Local Notice is posted for this week 37 and should be reviewed if you are in the Okeechobee or Canaveral areas.
OKEECHOBEE WATERWAY AND CANAVERAL HARBOR LOCK OPERATIONS DURING TROPICAL STORMS AND HURRICANES READ MORE!
Skipper Pestik is seeking local knowledge on the entrance channel into Owl Creek Boat Works and Storage which is located 10 miles east of downtown Ft. Myers on the Caloosahatchee River between markers 5 and 6. Can you help?
What’s the chance of boat with 50′ mast and 6′ draft making it in there and out?
From the description below, we assume that Hunky Dory was taking the direct Lake Route and not the Rim Route. Our thanks to Dan and Peggy for sharing their experience. See /165580 for advice given to Dan and Peggy by fellow Loopers.
For those that asked about Lake Okeechobee crossing….. In the Clewiston Channel heading East…. We hit rocks about 1 mile out from the lock. READ MORE!
We’re not going to chance another try at the Lake. We are heading around through the Keys when we get all of the repairs completed. We were just the first to arrive at River Forest Yachting Center with damage from the Lake. Just as few hours later, a boat that was totally disabled arrived from hitting the bottom.
Very helpful information on the Keys. We were trying to plan out our stops from Fort Myers to Miami and realized that we will have to take the Hawk Channel because of the shallow water on the inside. The lack of anchorages and many miles from Marathon to Key Biscayne had us wondering what to do. Now we know that Channel 5 can be a stop over if we need it.
We are a 50′ Ocean Alexander with a 4.5′ draft, if this info will help anyone else.
Thanks to everyone from Dan and Peggy Stricklin, aboard Hunky Dory.
Our thanks to Kim Russo for sharing this good news via AGLCA‘s Forum and also to Mike Bodin of MTOA. Let’s keep our fingers crossed that in the future this law will stand up to the pressure on legislators from wealthy landowners to restrict anchoring.
Great news! I was just notified by our lobbyist that HB 7043 was approved by the Governor. It is law. As of now, no local municipality or county in the state of Florida may ban, restrict, or otherwise regulate an anchorage in Florida coastal waters. READ MORE!
Congratulations to all Loopers, members of MTOA, SSCA, and others who supported this effort, stuck with it, and made your voices heard! You have made a difference to the boating community. Special thanks goes out to Jerry Paul of Capitol Access for his diligent efforts on our behalf. His guidance and hard work made all the difference.
America’s Great Loop Cruisers’ Association
And this from Mike Bodin, MTOA Public Affairs:
Thank you AGLCA, SSCA, MTOA and DeFever, for
your continued support. Florida’s anchoring Bill now
Florida’s new Mooring & Anchoring bill has become law. The Governor just approved HB 7043.
It is law. As of now, the new law explicitly states no local municipality or county in the state of
Florida may ban, restrict, or otherwise regulate an anchorage in Florida coastal waters. This
plainly worded section of the new law eliminates each community from setting its own
regulations. If this section was not plainly worded it would have resulted in many lost
anchorages over time with boaters challenging cities for the right to anchor. Instead, we got
the pre-emotion provision … preventing any local government from banning an anchorage.
It was important for us to ensure there were no unreasonable setbacks in this bill. But, as I have
said in the past, the single most valuable piece of this bill is the preemption provision. This seals
off local governments. The only way that a new anchorage can be banned is by an Act of the
entire Legislature and Governor. We can almost always kill such a bill. Moreover, we can likely
kill any future effort to overturn the preemption or add new band and ranges in state statute.
With the state level preemption and no local control, we are now in a position of strength. It is
a home-field advantage for our side. Without preemption, however, the entire issue is a home
game for all the anti-cruisers in EACH of their local communities… an infinite number battles
that we would not be able to fight piecemeal.
Moreover, SSCA, AGLCA, MTOA and DeFever prevented the enactment of any setbacks that
could have resulted in the elimination of any existing anchorages state wide.
Finally, you did a lot to rehabilitate some of the negative imagery about anchoring cruisers that
had made its way to the Capitol.
Congratulations to each of you, this team, and all the members of MTOA, SSCA, AGLCA,
DeFever who supported your effort, stuck with you, and made your voices heard… to protect
the freedoms of cruisers.
The above is from our Tallahassee “Boaters Rights” Lobbyists Jerry Paul of Capitol Access who
skillfully guided this legislation through six committee hearings with unanimous approval.
Of major importance was the fact this was the accumulation of Florida’s 9-year, multi-million
dollar, anchoring study resulting in a 256 page report. It was thought Florida’s new law may be
a precedent for other states along the waterway. This was a primary cause to eliminate as
much as possible harmful to boater’s language which would be in the new law. Counties, cities,
waterside home owners and condominium groups were for local control to establish nonanchoring
zones. Local control was totally defeated. Today the new law requires very high
standards for counties to satisfy to even approach the state to establish new non-anchoring
Another major accomplishment, within the original FWC report, waterside residents were
insistent for non-anchoring setbacks of 150’ up to 300’ along the waterway. This would have
eliminated many now popular anchorages. The new law eliminated these setbacks for boaters.
During this same time, we were instrumental with Florida’s new Derelict Vessel law, the
previous bill was defeated because we felt it was too harsh for the boat owner, fines to high
and did not give adequate time for owner removal. The new Derelict Vessel Law corrects these
MTOA Public Advocate
And this from BoatUS
NEWS From BoatUS
Boat Owners Association of The United States
880 S. Pickett St., Alexandria VA 22304
FOR IMMEDIATE RELEASE
Press Contact: D. Scott Croft, 703-461-2864, SCroft@BoatUS.com
Florida Bill Strengthens Derelict Vessel Fight,
Promotes Environmentally Sound Public Access
BoatUS thanks governor and legislature
TALLAHASSEE, Fla., June 27, 2017 – The results of an eight-year pilot program are in, and Gov. Rick Scott and the Florida Legislature have acted. Boat Owners Association of The United States (BoatUS) congratulates the governor and legislators on Friday’s passage of HB 7043 that promotes environmentally sound public access and helps address the issue of improperly stored, abandoned or derelict vessels. “These are sound regulations supported by responsible boaters,” said BoatUS Manager of Government Affairs David Kennedy.
When the pilot program was enacted in 2009, a patchwork of local anchoring regulations sometimes made stopping difficult. Some boaters reported fearing a visit from law enforcement advising that they had “overstayed” their visit and needed to move on.
Conducted by Florida Fish and Wildlife Conservation Commission (FWC) and five local governments including the City of St. Augustine, City of Stuart/Martin County, City of St. Petersburg, City of Sarasota and Monroe County/Marathon/Key West, the pilot tested a variety of methods of regulated anchoring, while still protecting the anchoring rights of the active cruising public. It also sought to reduce the growing population of derelict vessels in the state.
BoatUS expressly thanks Gov. Scott, Reps. Matt Caldwell (Lee County) Holly Raschein (Monroe County), Sen. Lauren Book (Broward County) and the FWC for their work on the bill.
Some of bill’s measures include:
providing commonsense anchoring regulations in and around mooring fields and waterway infrastructure.
broadening the definition of a “derelict vessel”; for boats in use, adding new penalties for those whose vessel registration is expired beyond six months; and making it illegal to affix a vessel to an unpermitted, unauthorized or otherwise “unlawful object,” affixed to the bottom of the waters of the state. This could include an unpermitted mooring or an old engine block.
giving local governments the option to require proof of pumpout after vessels have been anchored for 10 days or longer in federally managed no-discharge-zones (portions of the Florida Keys and waters off Destin).
Our thanks to regular contributor and experienced cruiser, Greg Allard, for this log and photos of his recent west to east crossing of Lake Okeechobee and the Okeechobee Waterway.
Okeechobee Update – June 19, 2017
The water levels in Lake Okeechobee and the Waterway have been very low this spring, prompting an earlier request by the Corp of Engineers to avoid using the waterway if possible.
Recent rains have restored the water level to some extent, and boats are using the Okeechobee waterway. All of the locks are fully operational, with no reduced operating schedule.
Here is a report based on our crossing of the lake on Sunday, June 18, 2017; we crossed from east to west. READ MORE!
The latest Corp of Engineers report (on 6/17) showed the lake level for Route 1 was 5.93 feet. Route 1 is the deeper, more preferable route across. It runs from Clewiston (in the SW corner of the lake) to the Port Mayaca lock on the eastern shore.
Here is a link to the Corp of Engineers site, which gives the daily report of lake levels:
Our boat has a 4’7” draft. With our carefully calibrated depth finders (3 of them), adjusted for their mounting positions in the hull, during our entire crossing the actual depth of the water from the western side of the Port Mayaca lock to Clewiston was never less than 6.6 feet. (Remember, the report for Route 1 indicated 5.93’) The shallowest section was, as expected, in the zig-zag channel which runs between Clewiston, and ends at green marker #7 – (which is at the north-eastern end of the zig-zag channel, out in the deeper portion of the lake.)
Two days earlier, another boat, with a 4’8” draft, and a careful observer aboard, noted that the shallowest water along the same route was 6.25 feet; the Corp of Engineers report for that day was 5.78 for Route 1.
You can used these reports, in combination with the latest Corp of Engineers report of lake depth, to
help you evaluate whether you have sufficient water to cross. Remember, these reported depths are
along the exact route which those boats took; if your position differs even a little, your depths readings may differ.
There has been some discussion on this site about an obstruction in the marked entry/exit channel between the western end of the Port Mayaca lock and the lake. I questioned the lock master at Port Mayaca, and he advised that we should “keep close to the the green markers.” We stayed within 50-75 feet of the greens, and the shallowest water we observed was 7 feet.
It is critical to stay within the marked channel, especially in the Clewiston channel, which is unforgiving.
It is not mud, it is not sand, it is rock. It’s the same for the channel from the lake into the Port Mayaca lock… all rock.
Since we were traveling generally west-bound in the waterway, this was our view of “G7” which is the first marker for west-bound boats at the start of the Clewiston zig-zag channel. This marker is at the NE end of that cut, and normally there would be a green day board facing north-east. That marker is missing from the structure. This can make the west-bound approach deceptive, since there are other structures and aids to navigation in the area. The other green day board is in place (upper right corner of structure) and visible if you are coming towards this structure, generally eastbound from Clewiston.
Finally, with the lake in such a shallow condition, it is more important than ever that you cross the lake when it is calm. Usually that means early in the morning, when you can depart from either Indiantown marina (if you are westbound) or, if you are eastbound, plan to depart from either Clewiston (Roland Martin marina) or from the docks at Moore Haven. It is surprising how rough it gets in Lake Okeechobee, even in relatively light winds. Here’s the problem: if the winds produce 2-3′ waves in the lake, that gives you 2-3’ less water under your keel. In shallow conditions you could easily bottom-out. If winds are coming from north through east, the problem develops in the SW corner of the lake….right in the Clewiston cut. If the winds are from the north through southwest or even the south, the shallow channel from the lake into Port Mayaca lock can become a problem.
Our thanks to Kim Russo of AGLCA for posting this summary on Forum.
Here’s a very helpful summary prepared by our lobbyist, Jerry Paul, out-lining the action to date on the current bill and what it includes. [exoand title=”Read More!“]
HB 7043 – “Vessels”
2017 Florida Legislative Session
Pursuant to Florida Statutes adopted in 2009, Florida’s FWC (Fish & Wildlife Conservation Commission) conducted an Anchoring & Mooring Pilot Program which concluded in 2017. The 2009 law also required the FWC to issue a report and required the Florida Legislature to act on recommendations from the pilot program. It is this mandate that HB 7043 addresses. The bill incorporates many of the findings and recommendations from the pilot program. As of May 1, 2017, the bill has been adopted by the Florida House of Representative and the Florida Senate. The bill has been “enrolled” and sent to the Florida Governor for consideration.
Summary of the bill:
Prohibits local governments (cities and counties) from adopting new laws that ban or restrict anchoring and mooring outside the boundaries of existing mooring fields.This regulatory authority is reserved to the State so that local governments cannot create a confusing patchwork that varies by location.
Provides more flexibility for removal of derelict vessels. For example, a vessel is at risk of becoming derelict if the vessel does not have effective means of propulsion for safe navigation within 72 hours after the owner or operator of the vessel receives notice of such from a law enforcement officer and cannot provide proof of purchase of parts necessary for repair.
The bill does not create any new anchoring restricted areas.The bill does not include the drastic anchoring “set-backs” had been proposed by some local governments and anti-anchoring activists.The bill does, however, include the following setbacks:
Prohibits a vessel or floating structure from anchoring or mooring within 150 feet of a marina, boat ramp, boatyard, or other vessel launching or loading facility, within 300 feet of a superyacht repair facility.
Prohibits anchoring within 100 feet outward from the marked boundary of a public mooring field. A local government may establish a distance less than this (but not more) upon notification to FWC.
Provides exceptions to these restrictions in situations such as when weather requires temporary anchoring for safety.
Note: As stated above, the bill does not create any new anchoring restricted areas. Remember, however, that a bill was adopted during the 2016 legislative session that established anchoring restricted areas in the following locations: (a) The section of Middle River lying between Northeast 21st Court and the Intracoastal Waterway in Broward County; (b) Sunset Lake in Miami-Dade County; (c) The sections of Biscayne Bay in Miami-Dade County lying between: 1. Rivo Alto Island and Di Lido Island, 2. San Marino Island and San Marco Island, and 3. San Marco Island and Biscayne Island.
Prohibits a vessel or floating structure from anchoring, mooring, tying, or otherwise affixing to an unpermitted or unauthorized object that is on or affixed to the bottom of waters of the state.
Allows local governments to adopt the Monroe County/Florida Keys standard program for requiring proof of pump-outs within 10-14 days in certain locations such as no-discharge zones and mooring fields.
America’s Great Loop Cruisers’ Association
Wally Moran adds his thoughts on this legislation via his blog, LiveBloggin’ the ICW[/expand]
Pahokee Marina is on the Lake Okeechobee Rim Route just west of Mile 50. Pahokee Marina/Lake Okeechobee KOA is part of Pahokee State Park, north of Bacom Point.
FLORIDA – ST. LUCIE INLET TO FORT MYERS AND LAKE OKEECHOBEE – PAHOKEE MARINA: Hazard to Navigation/Marina Entrance Waterway Levels
The U.S Coast Guard has received a report of extremely shallow water levels in the marina entrance to Pahokee Marina in Lake Okeechobee in approximate position 26-49.36N, 080-40.54W. When the lake water levels fall below 12.5ft the water depths in the marina entrance become extremely shallow, less than 6ft. Vessels that draw greater than 4ft should exercise extreme caution until water levels rise to greater than 12.5ft.
Legacy Harbour Marina, A SALTY SOUTHEAST CRUISERS’ NET SPONSOR, is located at Statute Mile 135 on the Caloosahatchee River/Okeechobee Waterway, in the heart of downtown Fort Myers, Florida. Multiple dining and shopping opportunities are found within easy walking distance of this absolutely first-rate marina!
THE SAFE HAVEN AT THE CENTER OF IT ALL
Situated just east of Marker 49 on the Okeechobee Waterway is Legacy Harbour Marina. Its central location along the Caloosahatchee River makes it the ideal spot for stopovers or extended stays. Just a few blocks from the historic Edison & Ford Winter Estates and just a short walk from the diverse nightlife of downtown Fort Myers, Legacy Harbour Marina is both a safe haven and a safe bet for those looking to make the most of their visit.
For starters, our marina is protected by one of the largest floating breakwaters on Florida’s Gulf Coast. Its 131 floating slips are easily accessible by your vessel regardless of tide conditions. While the tidal range is very small in this part of the world, wind-driven tides can be a factor, with winter bringing wind-driven (NE) low tides and summer wind-driven (SW) high tides. This makes our floating docks very desirable for easy boarding and docking. To see a layout of our docks click here.
This 131-slip marina features state-of-the-art floating docks that accommodate boats up to 120 feet. Surrounded by one of the largest ‘floating breakwaters’ on the Gulf of Mexico, its open layout and large fairways make its slips easily accessible to almost any size craft.
If you feel right at home on the water, you’ll feel right at home with us.
From its many amenities to its convenient location, Legacy Harbour Marina is the ideal place to dock your boat. Whether your plans call to stay for just a few days, months or on an annual basis, you’ll find our facility—and our rates—to be as accommodating as any of Florida’s finest marinas.
Once here, you’ll enjoy a full-featured facility with all the conveniences of home. Relax in our heated pool or work out in our fitness center. Enjoy spectacular views from The Boaters’ Lounge; perfect for everything from after-cruise cocktails to private parties. Our beautifully-manicured grounds provide great riverfront strolling and excellent access to all of historic downtown Fort Myers.
Other conveniences include cable TV, laundry, air-conditioned showers, metered-at-the-slip electric, wireless internet connections and in-slip pump-out station.
In addition to its well-equipped dock area, Legacy Harbour Marina offers skippers and their guests the Boaters’ Lounge where the entire crew can relax and unwind after a day on the water to some of the most spectacular sunsets in the world.
Or, enjoy The Chickee Hut and relax by the refreshing pool. Hungry? Joe’s Crab Shack is located on the adjacent property just a short stroll down our beautiful walkway and the downtown River District is just a few blocks to the east.
Need to provision your boat? A grocery store is within walking distance as well as several restaurants, a liquor store, beauty and nail salons and retail shops. For your landlubber guests, the Legacy Harbour Hotel & Suites offers waterfront suites and hotel rooms. Just click on the link above for more information.
This damaged, unspecified Florida Wildlife Commission marker is on the south side of the Okeechobee Waterway west of the fixed bridge at OWW Mile 135.
FLORIDA – OKEECHOBEE WATERWAY – CALOOSAHATCHEE RIVER – Hazard To Navigation:
The U.S. Coast Guard received a report from FWC that one of their markers is damaged in position 26-38-47N, -81-52-38W and may pose a hazard to navigation. Mariners are advised to exercise extreme caution when transiting the area.
Chart 11428 LNM 16/17
This closure began several weeks ago as a Navigation Alert, still active, from Sue Ward and updated by Janice Callum and USACE on 3/8/2017.
Bridge maintenance impacts boaters on Okeechobee Waterway Read More!
Date: 03/07/2017 NOTICE NUMBER: 003
US ARMY CORPS OF ENGINEERS LOCAL NUMBER: 201703017
JACKSONVILLE DISTRICT WATERWAY: OKEECHOBEE WATERWAY ROUTE 2
ATTN: CESAJ-OD-SN EFFECTIVE: 03/07/2017 00:00 thru 03/31/2017 24:00 EST
PO Box 4970
JACKSONVILLE, FL 32232-0019
OKEECHOBEE WATERWAY (OWW)
TORREY ISLAND BRIDGE CLOSURE
a. 33 CFR Navigation and Navigable Waters
1. Notice to Navigation
Notice is given that Palm Beach County, Florida has closed the Torrey Island Bridge crossing the Okeechobee
Waterway Route 2 at Chosen Point near Belle Glade for emergency maintenance until 31 March 2017. The Torrey
Island Bridge when closed has water to bridge deck clearance for only low profile vessels like bass boats.
Okeechobee Waterway Route 1 is clear and open to all vessel traffic.
POC: Palm Beach County construction Div. Stephen O-Neal 561-684-4180
Torrey Island Bridge Operator 561-996-3844
Chief Navigation &
Flood Risk Management
South Florida Operations
Our thanks to Chris Shields for this warning. He is responding to an earlier Nav Alert about the destroyed daybeacon.
It [destroyed daybeacon] has been replaced with a temporary Red buoy and marked as “8 WR”. Steer clear of it and don’t get near to it . According, to the markers, I was clearly in the channel by at least 15 feet. However, I ran aground into only 2.8 feet of water. I called the Coast Guard as did Sea Tow. It needs to be moved asap.