This AGLCA Forum report documents the Beach’s careful planning for a rim route versus direct route crossing of Lake Okeechobee. For their decision and description of their crossing, go to /?p=147301.
So the captain would like to take the rim route to cross the lake. The lock tenders say it is not recommended. The other boaters here at Roland Martin’s, who have not made the trip, say it is a bad idea. They claim that everyone they know who has done it says it is loaded with debris, tree limbs, old refrigerators, and such. The captain is not buying the horror stories but the admiral won’t go since “everyone” says it is a bad idea. Would love for some “experienced” boater feedback. Today’s water depth was 6.88′; we draw 4′. Jeanne & Kenny Beach Daybreak
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Comments from Cruisers (3)
Tom Wemett- March 12, 2015 - 6:49 pm
Did the rim route last April in a 44′ Trawler with 4′ draft. Had no problems.
Richard Ross MV Chez Nous- March 12, 2015 - 4:45 pm
Don’t believe the stories you hear. We have crossed several times by both routes. The rim route shallow spot is between 4 and 4B just south of Port Mayaca lock. But you can exit the rim route around red 54, and head direct to green 5 on the lake route and avoid the shallows. This way, the rim route is actually slightly deeper than the lake route.
There are two down sides to the rim route. It is about ten miles farther, and the Torry Island swing bridge is manually operated, and the operator will not begin opening until he sees the boat waiting.
It’s been 6 or 7 years since we traveled the rim route and we heard the same stories about hurricanes pushing debris into the channel. Went anyway. Draw 3 feet and never saw less that 10 feet on the depth gage. Never saw any debris.
Outlined in this article by our good friend, Make Ahart of Waterway Guide, are steps for you to submit your comments regarding a multi-year vessel documentation. While the multi-year documentation would affect the average boat owner, it would appear that the implementation of the new process will have the most effect on large fleets.
Multi-year documentation renewals being considered Date Reported: Mar 3, 2015 Reported By: Mike Ahart, News Editor Source: Federal Register Volume 80, Number 41
Back in August 2014, the Coast Guard instituted a $26 yearly fee for vessel documentation renewals. In the comments submitted before the ruling, many boaters felt the fees were reasonable, and others did not; however, most wished for a multi-year renewal option.
Boaters ‘“ especially full-time cruisers ‘“ will be glad to know that the Coast Guard is considering offering a two-year and/or three-year option, making renewals much more convenient. Since the fee itself was instituted due to laws requiring federal agencies to recover the processing costs of services, it stands to reason that multi-year renewals will also afford a discount compared to renewing year-by-year. The “Request for Information” section does not mention any discounts for multi-year renewals; however, the “Supplemental Information” section mentions a possible modification to the fee.
Comments can be submitted online or otherwise on or before June 1, 2015. From the Federal Register:
The Coast Guard seeks public comment on whether to increase the period of validity for renewing endorsements on Certificates of Documentation. A separate fee of $26 for annual renewals of endorsements upon the Certificate of Documentation was established in a recent rulemaking. The Coast Guard is considering options for implementing multiyear renewals and updating the fee for services, and seeks information on factors to consider when implementing these changes.
DATES: Comments and related material must either be submitted to the online docket via http://www.regulations.gov on or before June 1, 2015 or reach the Docket Management Facility by that date.
Multi-year documentation is a good idea. I’m not happy with a multi-year fee. I don’t like the idea of the USCG charging for work they don’t perform. So I would urge them to charge a minimal processing and record-keeping fee. I would not presume to know the administrative costs associated with this. I would vocally oppose any scheme which raises requirements, or adds paperwork to what is presently, a simple and efficient process. Bureaucracy being what it is; somebody will try to gather more information, or make something more complicated than it is. I hope that doesn’t happen, but I won’t hold my breath. USCG Master Captain Robert S. Viola – USNR (ret)
With the long…and in my opinion…unreasonable processing time for new boat documentation requests, I believe a multi-year documentation would be in the best interests of boaters as well as the obviously overworked staff at the vessel documentation center. I am in favor of a multi-year documentation…perhaps 3 to 5 years would be practical.
Offering a multi-year option for vessel documentation would go a long way in simplifying life for cruisers abroad. The online option will be a big step towards this improvement, but having a multi-year option would be a huge advantage. Many of the areas visited have either poor Internet service or poor mail service or both. Being able to have valid documentation over several years, reduces the impact of these barriers while not requiring a trip home each year to secure the documentation renewal paper.
Skipper Reeves continues his exploration of the St. Johns River, stopping at spots a bit off the beaten track – good for you Sonny! (See /?p=147232.) Bryant’s Wharf is on the east shore of the river where “Ramp” is charted.
Locals very friendly. Nothing here. Other than a nice metal concrete floating dock that is well lighted at night. Small 20 x 24 ft slips. Good depths, Most boats on River slow down but wakes are minimal. The town appears closed up there is a convenience store a few blocks East. Restaurant onsite is closed. A grill and cafe is a hike. We did not go there. Restrooms reported at top of hill in a recreation park. Old Florida small town pop 586. Dock is free with no electric, water or trash pick up. Sonny Reeves
Murphy Island is south of Palatka and separated from the mainland by Murphy Creek, making for good exploring by dinghy as Skipper Reeves mentions in this report which makes picturesque Murphy Island sound so nice compared to the commercialism of large marinas.
The dock is short for our 40 ft boat. Water depth is 6 ft at dock and over 30+ ft in river. But it is a nice floating dock with ramp to picnic and camping. We stayed two nights and saw no one except fishermen going fast on the river that waked us. The island has a marked trail that winds around. Very nice! The bugs did not bother us. We were fogged in both mornings until 10ish. Did not see any sign requesting fee. There is one porta potty and some fire pits for campers. The treat is a dink ride around the island. Lots of wild life, alligators and eagles. Would not want to be here in heat of summer. Exposed to North. Georgia Boys Marina on Dunn creek to East. Sonny Reeves
This AGLCA Forum report by Skipper Healy is prompted by a discussion of the Okeechobee Waterway which mentions Clewiston, Florida, which has long been a good source for checking depths in Lake Okeechobee. See /?p=147224. Peg and Jim Healy are longtime contributors to SSECN.
What’s interesting about Lake “O” is NOT the datum for the surface of the lake – which can be very misleading – but the actual depth of the water on the navigation routes. As a reservoir for Southeast Florida, lake datum is important as a measure of water reserves for the Palm Beaches. But to boats, water depth is all that matters. This really matters in the spring, as the annual “dry season” progresses toward summer. Today’s lake datum is 14.72 feet, but the Route 1 (cross-lake) water depth is only 8.66 feet and Route 2 (Rim route) is only 6.86 feet. Here’s the USACE website for nav route WATER DEPTH data: http://w3.saj.usace.army.mil/h2o/currentLL.shtml. The good news is, that status in early March should make for a comfortable season for spring crossings this year.
Also be advised, the basin at Roland Martin is VERY shallow, and the bottom is sticky mud. If the cross lake route gets to 5 feet, the basin in Clewiston will be less; maybe 4 ft. One who gets stuck in there is thoroughly stuck. Roland Martin is a bass boat marina, not a cruising boat marina. Careful consideration of water depths is advised for cruisers. There is a definite wind-driven “tide” on Lake O. Prolonged winds from the south can make the lake quite lumpy with short period seas and drive water depths on the south end of the lake a foot less than the datum would otherwise suggest. Which leads to my last point. The most “risky” part of the cross-lake route is the channel out of Clewiston leading into the Lake. That is a dredged channel that’s about 100′ wide on the south end. Most people think Florida is a big sand bar, but the bottom of lake O is limestone. Limestone is soft stone, but plenty hard enough to hurt props and rudders. It’s extremely important to stay in that channel and not get blown sideways; the channel edges are VERY unforgiving, like the “Rock Pile” in Myrtle Beach. That channel is probably 5 StM in length to G”1″. The farther out of Clewiston one gets, the farther apart the markers become. The prevailing winds on the lake will try to blow boats sideways out of the channel, SO PILOTS MUST BE ABLE TO BACKSIGHT THE MARKERS TO BE SURE THE BOAT STAYS IN THAT CHANNEL. Otherwise, there will be this very disheartening crunching sound… And, there are no Tow BoatUS/SeaTow services on the lake. Hope this is useful! Peg and Jim Healy
We would add this to Jim’s excellent observations. A few other points in looking at the COE website for navigational depths. An 8.66 depth on route 1 does not mean that the entire route is 8.66 feet. It means that 8.66 is the shallowest depth you will find if you stay in the channel along route 1. The same goes for route 2, the Rim Route. There are only two areas that you will find the shallow depths. Along route 1, that will be in the approach channel to Clewiston. Along route 2, it will be in the channel immediately after turning south out of the Port Mayaca Lock. The shallow depths can be avoided on route 2 by heading out into the lake and turning south. Then re-enter the route 2 channel at Pahokee. Depths in the Lake will be 10 to 14 feet and the rest of the route 2 depths will be 12 to 20 feet based on today’s reported depths. There is no alternative for the route 1 shallow area and the advise is simply, stay in the channel and go slow until back on the rim route. Across the Lake, depths will be 10 to 15 feet, and deeper once back on the Rim Route. Chuck Baier and Susan Landry http://www.tgboa.com/ http://trawler-beach-house.blogspot.com/ My Navigational Notices http://www.marinalife.com/navigationUpdates/index.cf
This report is from News5 WKRG.com, Panama City, home to two SALTY SOUTHEAST CRUISERS’ NET SPONSORS, St. Andrews Marina and Panama City Marina, where you will absolutely never be bothered by great whites or any other sharks! Click on the banners above to be connected to their respective websites.
Panama City Beach – A rare Great White Shark sighting on the Gulf Coast, this one actually caught in the surf near Panama City Beach. According to the Dark Side Sharkers fishing club, Derrick Keeny caught this 9′ 8 1/2″ Great White Sunday, March 1st. They snapped a few pictures, tagged and released the shark. We found these images on Facebook. It’s pretty unusual to see this species in the northern Gulf of Mexico, especially so close to shore. You can follow the Dark Side Sharkers on Facebook, Twitter and Instagram @DSSharkers.
Our thanks to Skipper Reeves for this thorough review of Crystal Cove Marina which lies on the western banks of the St. Johns River with a well marked entrance channel.
Laid back with Southern hospitality. Don the dockmaster could not be more helpful. The crew is very nice Jerry and Billy handled the lines and met us late Sunday. We stayed the week, very quiet. There is a pool we did not try due to the weather. Restrooms showers, etc all here. Old docks but safe. Easy approach with 5-6 ft depths. Very little current or tide. The electrical was good and the wifi worked for us to watch movies. Rental car from enterprise. Gas on site. Diesel by truck. Town is a few miles to shopping center. $5.00 a ft is quoted price for a month. Pets welcome. Lots of liveaboards. The 45 slips were full when we got there. They rent pontoon boats and the boat ramp is used by fishermen. One restaurant at hotel was closed for renovation, A Grill Cafe is open, Hotel onsite with laundry. The grounds are kept up clean. We will be back! Sonny Reeves
I agree with skipper Sonny about the 5-6 foot approach depths to the main pier at Crystal Cove…however the 4.5 foot keel on my Cal 29 sailboat grounded about 60 feet before reaching the much shorter fuel dock last year. Now I use the end of the long pier when visiting Crystal Cove.
What a great service! Thank you Port of Call St. Augustine, A SALTY SOUTHEAST CRUISERS NET SPONSOR! As you take advantage of this new convenience, send us a review. St. Augustine City Marina overlooks the western shoreline, just south of the Bridge of Lions and Hidden Harbor Marina lies on the western shores of the San Sebastian River, northwest of marker #37.
Port of Call St Augustine has launched their new Cruisers’ Shuttle servicing Mariners at the City Municipal and Hidden Harbor Marinas. The current schedule will transport visitors to all the necessary provisioning spots and watering holes. Clean and efficient transportation at a great price has finally arrived. Five dollars will buy you an all- day pass and Albert, the extraordinary bus driver, makes every effort to be sure your provisioning is complete. Our Shuttle is designed to meet every requirement of the transient mariner. For example, the West Route can accommodate your propane tanks with the best price in town on refills. As far as purchasing supplies, there is no such thing as buying too much. The back of the Shuttle is designed to stack and carry all the groceries and supplies you can stand to buy. Our eight passenger Scuttle bus will tie up any loose ends with the 10 am Scuttle Run which handles everything from clearing Customs to supply deliveries from the local chandleries. Special handling can be arranged through our office if you call ahead. Tune into the local Cruisers Net Radio at 9am VHF CH 72 for daily information or go to our website portofcallsa.com for the latest information on the Shuttle schedule. PORT OF CALL SAINT AUGUSTINE: YOUR SOURCE ON THE WATER Portofcallsa.com 904-429-5045
3 cheers for Albert and 3 more for Sandy for setting up and providing this service for cruisers. I just cruised over to their website for the first time (with thanks to SSCN for piloting) and bookmarked that page on my android phone. With Saint Augustine Race Week coming next month I’m sure they will be seeing a lot of activity…:D
As described by Sue Cocking in the article below from the Miami Herald, a new buoy is now available to be used in lieu of the traditional diver down red flag. Keep a watch for these new buoys and do not approach.
A new safety device for divers, boaters By Sue Cocking – scocking@MiamiHerald.com 02/28/2015 4:16 PM
As a 31-year veteran officer with the Florida Fish and Wildlife Conservation Commission and its predecessor agency the Florida Marine Patrol, Dave Bingham has handled more than his share of cases of boats striking divers.
During recent lobster miniseasons, Bingham has stepped up enforcement of laws requiring boaters to stay away from divers and divers to display the standard diver-down flag (red with a diagonal white stripe) while in the water.
But the accidents continue, such as last summer’s well-publicized case of lobster diver Adrian Winchell, who was injured by a hit-and-run boater off Hollywood despite displaying the required flag.
With the reported groundings and marker confusion at this intersection (/?p=144468), it is definitely wise to follow the advice given below by Skipper Brass: “pay close attention to the charts and keep a watchful eye out for the markers ‘“ particularly the floating ones ‘“ instead of following the Magenta Line in this stretch of the ICW” - just as SSECN has advised by many months!
From a January 19 Navigation Alert:
On Saturday January 17, we experienced a hard grounding with bent shafts (2) and destroyed props (2) at this location. Knew about previous reports but marks were not where the deep water was. Strong current must have moved them. We are now on the hard waiting for shafts and props.Shame that this continuing problem is not addressed Our current bill is $26,000 to be removed back from the bar, and about $80,000 for shaft abd prop repairs! Navigation marks are not maintained!Douglas JemalJust happens that I may have been the next boat to pass the location of this grounding. At 10:20 AM on 17 January, I was delivering a boat to Charleston and came up on a large powerboat stopped in the middle of the ICW at 34-35.847N, 077-14.568W (34°35.8470N / 077°14.5680W, 34.597450 / -77.242800) . The stopped boat had passed us a few miles further North, headed southbound at around 20 knots.As I approached the spot, SeaTow came up and began setting up to unground the boat. It seemed to me that the boat had been on course directly from R60 to G63, which are the prominent daymarks before and after the inlet, and from the appearance of things the boat had been traveling pretty fast.This is a traditional problem area in the ICW, and both my Active Captain software and the Garmin plotter on the boat I was delivering sounded alarms for the hazard.Floating marks G61A and R62 were both in the location shown on my chart software, which is well over to the north side of the waterway (Starboard if you are heading south) and only about 75-100 feet from the shore. Made me quite nervous as we went by, but we saw 8 to 9 feet of depth in the channel at about an hour before local low tide.Object lesson is: pay close attention to the charts and keep a watchful eye out for the markers ‘“ particularly the floating ones ‘“ instead of following the Magenta Line in this stretch of the ICW.Rick BrassClick Here To View the Cruisers’ Net’s “AICW Problem Stretches” Listing For the AICW/Browns Inlet IntersectionClick Here To Open A Chart View Window, Zoomed To This AICW Problem Stretch
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Comments from Cruisers (4)
Susan Parker- November 6, 2015 - 3:25 pm
Just went through here and did not see less than 6′ . Follow the marks and you’ll be fine.
Came through 10/11/2015, honored the buoys and saw 7 MLW at the lowest. Saw one boat ahead of me that attempted to follow the magenta line but couldn’t get through, he turned and then followed me through successfully.
Came thru on June 4th and R61a was missing. This critical buoy is at the south end of S bend that should be about 50 ft off the red shoreline. Use extreme caution.
Skipper Burnham has been a tremendous help in helping boaters avoid this sunken trawler in the Gulfport mooring field, see /?p=145996, /?p=146123 and /?p=146113. And again, he has shown true seamanship by attaching a new marker to the wreck. Well Done David! Gulfport is one of the newest SALTY SOUTHEAST CRUISERS’ NET SPONSORS!
Yesterday, we attached a yellow DANGER marker to the sunken wreck in Boca Ciega Bay to more clearly mark the hazard. The yellow marker has my name and cell phone number on it in case it goes adrift as the wreck breaks up.
There is obvious damage clearly visible on the upper part of the wreck where it has been struck by boaters. David Burnham
new yellow marker over the wreck
the original marker anchored to the south of the wreck
Attached are two photos showing the new yellow marker over the wreck and a separate view of the original marker anchored to the south of the wreck.
This article by Emily Heglund in the Tribune and Georgian does not discuss the impact of the proposed launch sites on the Intracoastal Waterway which parallels the west side of Cumberland Island and, as Skipper Long suggests, the possibility of Waterway closures during each launch seems very real. As shown in the map below, the site of the spaceport would be on the western shore of the Waterway south of St. Andrew Sound. Cumberland Island is a barrier island and noted as one of the most spectacular natural habitats in the Northern Hemisphere. It is hard to see how such a habitat with its wild horses and native wildlife could be preserved with launch corridors at both north and south ends of the Island. If you have further information into this turn of events, let us hear from you.
Camden spaceport could be ‘turning point’ for Ga. by Emily Heglund Camden County residents could see the first ever launch from a local spaceport as soon as 2018.
But that’s only if the community can stay focused on the process of bringing a spaceport to the area, according to county administrator Steve Howard.
The idea that two years ago seemed outlandish to some is quickly gaining momentum as Howard and other county leaders work toward a purchase agreement with the two landowners who currently hold the proposed 11,000-acre site at the east end of Harrietts Bluff Road. The land has already served as the site of the Thiokol chemical corporation and, most recently, of Bayer CropScience.
On Tuesday morning, Howard and Georgia Tech professor and space expert Dr. Robert Braun addressed the Camden Roundtable, a non-partisan citizens group dedicated to furthering community discussion and participation.
Braun said Georgia could leverage the skills of its already-thriving aeronautics industry to aid the setup of a spaceport in Camden.
This could have terrible impacts on Cumberland Island and result in frequent waterway closures. Roger Long
I believe it would actually be across from Cumberland Island on Floyd Creek near marker A31 N30 56.034 W81 30.643. We passed the abandoned industrial site when we took the inside route. Still the impacts on the island and waterway would be severe as the flightpath would be over both. The “protector” of Cumberland Island, Carol Ruckdeschel, who we saw briefly but didn’t get a chance to talk to is a very interesting person known as the “Wildest Woman in America”. Her biography is titled “Untamed”. Her web site is: http://www.wildcumberland.org. She is someone you should definitely touch base with if you want to look into this further. BTW Floyd Creek is an excellent alternative to getting beat up out in the sound although another mid rising tide only passage for most boats. Roger Long
Here is a not-so-typical story of the dangers faced by our Coast Guard as they answer the needs of boaters in distress. Elizabeth City and Mariner’s Wharf are located at the southern end of the Dismal Swamp Canal.
Coast Guard crews battle snow, ice to transport injured boater
U.S. Coast Guard photo by Sentara Norfolk General Hospital. An MH-60 Jayhawk helicopter crew from Air Station Elizabeth City prepares to land at Sentara Norfolk General Hospital Friday. The crew medevaced and transported an injured crewman from a motor vessel off the North Carolina coast.
The Daily Advance Friday, February 20, 2015 PORTSMOUTH, Va. ‘” Coast Guard crews from Air Station Elizabeth City transported an injured crewman today from a motor vessel about 170 miles east of Oregon Inlet. The Coast Guard 5th District Command Center in Portsmouth, Va., received a report from the 1,052-foot, German-flagged freight ship Dalian Express Thursday at about 4 p.m., stating a 62-year-old male crewmember suffered an eye injury while changing a valve in the engine room about 350 miles east of Oregon Inlet. To enable a medevac, the crew of Dalian Express, en route to Italy from Norfolk, changed course toward North Carolina to meet with a Coast Guard helicopter crew. A Coast Guard MH-60 Jayhawk helicopter crew and C-130 Hercules aircraft crew launched Friday from Air Station Elizabeth City, at about 5:45 a.m. The crews flew through intermittent snow and icing conditions before arriving at the Dalian Express at about 6:45 a.m. The helicopter crew hoisted the injured man and transported him to Sentara Norfolk General Hospital in Norfolk, arriving at about 9 a.m. The man, whose name was not released, was reported to be in stable condition.
No one deserves this honor more than Southport Marina, A SALTY SOUTHEAST CRUISERS’ NET SPONSOR, located just west of the Cape Fear River along the northern banks of the Waterway hard by flashing daybeacon #2A. Congratulations Southport!
ValvTect Names Marina of the Year North Carolina’s Southport Marina Honored
Northbrook, Illinois – In 2006, Preston Development Company of Cary, North Carolina purchased an aging marina in Southport, North Carolina, on the Atlantic Intracoastal Waterway (ICW).
What started as a simple remodeling project grew into a multi-million dollar, multi-year rebuild of the entire location. The result is one of the finest full-service marinas along the ICW. With 225 wet slips and 240 dry slips, Southport Marina can dock and service vessels from 20′ to 100′. By balancing Southern Hospitality-based customer service with first-class facilities and amenities, Southport Marinaï‚Ž has become one of the most popular marinas for boaters cruising the ICW, local sport fishermen and local power and sail boaters.
Left to right: Paul Craufurd, ValvTect Regional Manager, Robin Rose of Preston Development, Hank Whitley CMM, of Southport Marina, Thad Moore of Preston Development and Jerry Nessenson, founder of ValvTect Petroleum
`To recognize Southport Marina’s accomplishments for customer service excellence, environmental stewardship, community involvement and marketing of ValvTect Marine Fuels, we are pleased to present the 2014 Certified ValvTect Marina of the Year award,’ said ValvTect founder Jerry Nessenson. The award was presented at the ValvTect Marina of the Year award dinner held last month at the International Marina and Boatyard Conference (IMBC) in Tampa, Florida.
Accepting the prestigious award were Robin Rose and Thad Moore of Preston Development Company (owner’s representatives) and Hank Whitley, CMM (Southport Marina Manager). All stressed their ongoing efforts to make Southport Marina a destination for transients and local boaters alike. `By striving to exceed our customer’s expectations we have been able to develop strong loyalty from both transient and local boaters,’ said Hank Whitley. `Throughout the renovation process, our effort to build a top-notch facility was accompanied by a focus on environmental impact. Our efforts have earned us Certified Clean Marina status by North Carolina and the appreciation of our customers,’ said Thad Moore. `We are proud to support the nation’s veterans and our community by hosting the Military Appreciation Day Fishing Event, sponsoring the North Carolina Maritime Museum and various other community activities,’ added Robin Rose.
In addition to the 2014 Certified ValvTect Marina of the Year, Southport Marina was recently named as one of the Top 25 Marinas in North America by Power and Motoryacht magazine. It also earned the 2013 Marina Dock Age Marina of the Year and received the Southport Chamber of Commerce `Golden Pineapple Award’ for Excellent Customer Service.
More about Southport Marina: Southport Marinaï‚Ž is located on the ICW at mile marker 309 approximately 30 miles south of the Port City of Wilmington, NC. It is the first mainland marina upon entering the Cape Fear River Channel from the Atlantic Ocean, which is the passage all ships enter to come to Wilmington. Southport is a full service marina and boat yard that services boaters cruising the ICW as well as local fishermen, recreational power and sail boaters. There are 225 wet slips for boats from 30′ to 225′, 260 dry slips, 2 boat ramps, a 75 ton lift and ValvTect Marine Gasoline and ValvTect Marine Diesel. We also provide housing for NC Boat Rentals, MarineMax, Freedom Boat Club and North Sails and have been certified as a Clean Marina in North Carolina.
More about ValvTect Petroleum: ValvTect Petroleum Productsï‚Ž is the largest supplier of fuel additives to the nation’s fuel distributors that supply specially formulated fuels under its brands of ValvTect Marine Fuels, Diesel Guard Premium Diesel, ThermoGuard Heating Oil, AgriGuard Farm Fuel and BioGuard. It is also a major supplier to the nation’s largest fleets and engine manufacturers. In the marine industry, approximately 700 Certified ValvTect Marinas in 42 states supply ValvTect Marine Fuels, which are `specially formulated for marine engines’. Courtesy of Boating Magazine: http://www.boatingmag.com/valvtect-names-marine-year
BoatUS continues to be the nation’s leading advocate for boating safety, including the analysis of lightning and its effect on watercraft. SSECN is proud to have BoatUS as a SPONSOR!
NEWS From BoatUS Boat Owners Association of The United States 880 S. Pickett St., Alexandria, VA 22304 Read this press release online at: http://goo.gl/yoqoA8
FOR IMMEDIATE RELEASE Press Contact: D. Scott Croft, 703-461-2864, SCroft@BoatUS.com
The jagged line in this sailboat’s hull paint is a “lightning track” that shows how the electrical charge passed from the bobstay to the jackstand to reach the ground.
BoatUS: Lightning Facts Analysis of Decade of Lightning Strike Insurance Claims and What It Means
ALEXANDRIA, Va., February 17, 2015 ‘“ The odds of getting struck by lightning are about one in a million. But if you own a boat, the odds of it being struck by lightning are significantly higher ‘“ about one in a thousand. However, not all boats are created equal when it comes to lightning. A just-released analysis of 10 years of insurance claims by Boat Owners Association of The United States (BoatUS) shows that certain boats are significantly more at risk than others. But which ones? And, what can you do if you’re caught on open water? BoatUS has some answers:
Let’s first state the obvious: While even PWC’s can be hit, it’s a no brainer why monohull sailboats with their tall masts pointing to the sky have significantly more lightning claims than powerboats ‘“ 3.8 chances per 1,000 versus a 0.1 chance in 1,000 for bass boats-runabouts-pontoons. The national average for the probability of a boat lightning strike claim for all types of boats and sizes is 0.9 chance per 1,000.
Size matters: It’s also not a stretch to understand why larger boats of all types ‘“ which present a larger target to the skies ‘“ are struck more often than smaller ones. A boat 40-65 feet in length has 6 chances per 1,000 while boats 16-25 feet have just a 0.2 chance per 1,000. Increasing the height of a sailboat mast from 35 to 45 feet nearly triples the odds of being hit.
Location matters, too: Where boating populations are dense and lightning is common, strike insurance claims are high. Six of the top 10 states in terms of frequency of lightning claims ‘“ Florida, Mississippi, Louisiana, Alabama, South Carolina and North Carolina ‘“ all lay within the thunderstorm hotspot in the Southeast and midsection of the country. Heading west, the frequency of lightning claims falls to about 1 chance in 10,000 along the Pacific Coast, or about 1/10th the national average.
The effect of two hulls: A multihull sailboat is almost twice as likely to have a lightning claim as a monohull. But this is true only for sailing craft ‘“ the frequency of pontoon boat lightning claims is well below average. Why sailing cats get hit more is unclear, although theories include lack of a keel, more wetted surface, larger footprint, the dockage of cats at the outside edges of a marina, and higher average mast height.
What can you do to lessen the chance of a strike on open water? According to the University of Florida’s `Boating Lightning Protection’ by William Becker, it’s better to run for protection than remain in the open, so long as you can make it all the way back to shore and take shelter in your car or an enclosed building and are not caught at the shoreline.
If that’s not possible, pull in the fishing lines or wakeboarders early as strikes can occur a mile in front of thunderstorm cloud. Listen to the weather reports and learn to read weather conditions. Lower antennas. In an open boat, stay low, keep arms and legs inside. If there’s an enclosed cabin go below to the center. If your boat has a lightning protection system, avoid touching anything connected to it such as a mast. Turn off any electronics and don’t touch them. That includes avoiding the VHF if possible. If you can, remove it and store down below.
To view the full analysis online, `Striking Lightning Facts’, in the January 2015 issue of BoatUS Seaworthy Magazine, go to BoatUS.com/lightningfacts.
About Boat Owners Association of The United States (BoatUS):
BoatUS is the nation¹s largest organization of recreational boaters with over a half million members. We are the boat owners’ voice on Capitol Hill and fight for their rights. We help ensure a roadside breakdown doesn’t end a boating or fishing trip before it begins, and on the water, we bring boaters safely back to the launch ramp or dock when their boat won’t, day or night. The BoatUS insurance program gives boat owners the specialized coverage and superior service they need, and we help keep boaters safe and our waters clean with assistance from the non-profit BoatUS Foundation for Boating Safety and Clean Water. Visit BoatUS.com.
Our thanks to Skipper Newsome for the link below showing the placement of markers in June of 2013. Since that date an additional red marker has been added, see /?p=145360. With other possible changes in mind, the report Buoy Assessment is a handsome report and still well worth the time to read.
The link below to a power point presentation title STA Inlet Buoy Assessment 01-Jun-2013 seems to correlate to the April 16, 2013 meeting notes and provides a good visual and reference to the buoy positions and inlet in general.
SSECN is glad that Skipper Ed agrees with us about the value of ARGUS on our Chart View pages. All of our ICW Problem Stretches have ARGUS readings to assist your passage through the thin waters. Simply click the ARGUS button at the top of the chart and the latest, updated depth readings will appear. If you haven’t used the ARGUS feature, try it on the attached Full Sized Chart View. For more about ARGUS, see /?p=146154
Love that Cruisers net has Argus plotting. Significantly more reliable than other crowd sourced info. The only time we’ve run aground is when we took posted advice from one of those other crowd sourced websites Ed Starboard on Facebook
This AICW Problem Stretch lies some 21 statute miles north of Brunswick, GA and SSECN recommends navigating this stretch at mid to high tide only. By turning on the ARGUS feature of the attached chart, the thinnest water shows around Mile 655, just north of where Little Mud joins the Altamaha. As you plan for your northward migration, please remember to use ARGUS to guide your through these Problem Stretches. Our thanks to Slipper Wilreker for this report.
Is there a description on transiting the Little Mud River. When I went through the on the 6th I was following a trawler that had a draft of 4.5 feet (same as my sailboat) and there were a few times I thought I was plowing and not boating. Good thing the bottom is loose mud. It was close to low tide at the time. We both made it through ‘“ just a little tense. BTW, that river is well named. The mud looked thick enough that my boat may have been sitting higher in the water because of the change in the water’s density! Vic and Elaine Wilreker
Larry, Some of those Argus tracks are from Beach House. We transited most of the problem areas on the ICW at or near low tide so we are sure we had an accurate depth readings. We transited the Little Mud at 2 hours before low tide and on a falling tide. Based on this the following, depths would be at low tide. At Red “192″ depth of 5 feet. At Crooked Creek, depth of 4 1/2 feet. Approaching Green “193″ 4 feet, then 3 feet very near “193″. Just past Green “193″ 3 1/2 feet. At Red “194″ 3 1/2 feet and just past Red “194″ 3 feet. From Red “194″ to the turn onto the Altamaha is all about 4 feet. Fortunately there were no other fools except us transiting at this low of a tide. We hope this will help others STAY AWAY at anything less than 2 to 3 extra feet of tides. Chuck and Susan, Trawler Beach House
The Seven Seas Cruising Association has long been a strong advocate for boaters’ rights, especially the right to anchor without undue restrictions. SSECN applauds SSCA’s publication of their position on FWC’s recent summary of anchoring rights, see /?p=146797, and urges Florida boaters to contact their respective legislators asking for support for anchoring rights.
PRESS RELEASE For More Information Contact: For Immediate Release Barbara Theisen, Editor 2/12/2015 Seven Seas Cruising Association, Inc. 2501 East Commercial Blvd., Suite 203 Fort Lauderdale, FL 33308 954-771-5662 ‘“ Home Base editor@ssca.org SEVEN SEAS CRUISING ASSOCIATION RELEASES FLORIDA ANCHORING RIGHTS POSITION The Seven Seas Cruising Association (SSCA) has published its position on the new Florida Fish and Wildlife Conservation Commission’s (FWC) Anchoring Survey results. The FWC will propose legislative changes to anchoring rights. Some are positive, but some will prevent Florida boaters from anchoring, only to preserve the waterfront view of a very few landowners. Every Florida Boater needs to contact their elected representatives to preserve their Florida anchoring rights. SSCA approves the following FWC proposal: (Numbering preserved from the FWC Executive Summary. )
3. The storing of vessels on the water in deteriorating condition would be prohibited. (However, SSCA’s position is that Florida legislators must approve funding for the regulation and removal of these `derelict’ boats).
However, SSCA does not approve of the following FWC anchoring rights proposals as reasonable concepts:
2. A setback distance where anchoring of vessels overnight in close proximity to waterfront residential property would be prohibited.
5. If authority was granted to local governments to regulate anchoring in their jurisdiction, an allowance could be created for other anchoring regulations where need is demonstrated.
Florida anchoring rights are important to all boaters. Florida is a bellwether state for water rights, and if Florida restricts federal rights of boats to travel and anchor on public waters, just to preserve the view of a few landowners (residential setback), other states may follow. Also, proposal 5 (approval of local regulation) would create an impossible patchwork of differing regulations across the state, subject to the whims and enforcement of local cities and counties. This is what the current mooring field regulations were enacted to eliminate. But SSCA agrees with FWC’s proposal to define and remove derelict boats, if funding is also approved for this regulation and removal. Seven Seas Cruising Association, Inc. is the oldest and largest non-profit organization of voyaging cruisers in the world. SSCA has nearly 8,000 members sharing the dream of sailing the seas as a lifestyle. The goals of the original founders are still the goals of SSCA today: sharing cruising information, camaraderie, and leaving a clean wake. For more information, go to www.ssca.org
The arguments around so-called “derelict” vessels are disingenuous. The FWC already has a detailed and effective plan in place for identifying and dealing with truly derelict vessels. There is even funding available for this, but it is often used up with several really expensive problem vessels each year–sometimes commercial vessels that are abandoned. It is not a problem of lack of laws and regulations, but a lack of will and enforcement. Unfortunately, the smoke screen of derelict vessels has been used to negatively impact cruising boaters who locals don’t like the look of for one reason or another. By the way, Seven Seas was a strong supporter of the trial anchoring and mooring program which has been used to essentially outlaw anchoring in communities that install mooring fields. This was exactly the result that some of us predicted when the anchoring and mooring plan was hatched. It had nothing to do with improving access to waterways, and everything to do with outlawing anchoring.
Comments from Cruisers (3)
Did the rim route last April in a 44′ Trawler with 4′ draft. Had no problems.
Don’t believe the stories you hear. We have crossed several times by both routes. The rim route shallow spot is between 4 and 4B just south of Port Mayaca lock. But you can exit the rim route around red 54, and head direct to green 5 on the lake route and avoid the shallows. This way, the rim route is actually slightly deeper than the lake route.
There are two down sides to the rim route. It is about ten miles farther, and the Torry Island swing bridge is manually operated, and the operator will not begin opening until he sees the boat waiting.
It’s been 6 or 7 years since we traveled the rim route and we heard the same stories about hurricanes pushing debris into the channel. Went anyway. Draw 3 feet and never saw less that 10 feet on the depth gage. Never saw any debris.