The marked entry channel to Deep Point Marina – A SALTY SOUTHEAST CRUISERS’ NET SPONSOR! – lies northwest of Cape Fear River/AICW marker #20.
Just left Deep Point Marina and can’t say enough great things about the staff, facility and the other boaters I met there. Everyone was extremely hospitable and ready to help with whatever you needed. Historic Southport is a good two miles away from the marina so a ride is needed. Also, there are no grocery stores in historic Southport so you need to go a little farther to get to a Food Lion or Walmart. However, there are lots of great restaurants in Southport. Try Loco Joe’s for an incredible pork sandwich and Bernie’s for a deep fried croissant! Docking fee was extremely reasonable and since we arrived in December there was a special on top of that for staying three days. We will come back! Marcia
This member services locator map is a treasure to have on hand when you are cruising away from your home waters. File it among your important papers and efiles. SSECN is proud to have BoatUS as a SPONSOR!
BoatUS Member Services Locator
The BoatUS Member Services Locator (BoatUS.com/map) allows Members to locate the services and discounts in your boating area. Just by showing your BoatUS Membership card, you save at over 1,000 marinas, marine service facilities (repair shops, storage facilities, etc.), bait shops and guide & charter operators nationwide. Click here to view TowBoatUS ports and savings opportunities in the South East.
Located on the eastern shore of Biscayne Bay, Crandon Park Marina at 4000 Crandon Boulevard, Key Biscayne, FL, is a Miami-Dade County facility associated with Crandon Park Beach. The location looks very inviting and they do take transients on a space-available, no advance reservations, basis.
We live on Key Biscayne. Just a tip. There is good provisioning in Key Biscayne on Crandon Blvd in the village. Take the bus, every 20-30 minutes southbound right at the marina. Every third bus goes down Harbor Drive and is less convenient. There is grocery, restaurants and every sort of shopping just 5 miles away. Best beaches in Crandon Park and Bill Baggs State Park. I believe moorings are only for sailboats. Enjoy. Gregory Han
Definitely no trawlers on the mooring although they were half empty when we tried to get in 2 years ago. They do not monitor VHF and were very unfriendly towards us. Very disappointed after going right up the channel and nowhere is it clear that sail boats only on moorings. Expensive to dock so we went to Dinner Key. Would not bother there again.
The article below by John Hersey of Survice Engineering provides a thorough description of the technology of ARGUS and its application for boaters. SSECN is proud to be a pilot program utilizing ARGUS as part of our full Chart View feature. If you have not begun to use ARGUS, please open one of our Chart View charts, click the ARGUS button in the top menu and the depth indicators appear automatically. The indicators are best viewed zoom in.
THE GLOBAL MAGAZINE FOR HYDROGRAPHY WWW.HYDRO-INTERNATIONAL.COM NOVEMBER/DECEMBER 2014 | VOLUME 18 NUMBER 8
Leveraging Technology and Social Media for Intracoastal Waterway Reconnaissance Crowdsourcing Enhances Navigation Awareness
In this internet age, crowdsourcing is fast providing practical contributions to our understanding of the world around us. Whether it be software developed in an open-source environment, inputs from ‘˜those in the know’ to create and maintain wiki pages, or the provision of weather and traffic data through the mobile devices we use every day, society as a whole benefits from what we each ‘˜know’ and the ability to communicate that information with today’s technology.
Autonomous crowdsourced bathymetry (CSB) is one of the newest tools in the hydrographer’s toolbox, leveraging the application of 21st century technology and social media, both now an integral part of our everyday lives. While high-end surveying equipment is still unmatched in precision and accuracy in the hands of a professional hydrographer, very capable surveying technology is now low cost, readily available and already distributed worldwide in the form of standard-equipment vessel electronic charting systems, or chartplotters. Combined with the wireless and cellular networks that we are all constantly connected to, we have the ready means to aggregate and share this distributed coastal intelligence; and with the application of scientific principles rooted in hydrography and big data, we also have the ready means to compute solutions (along with uncertainty estimates) of this data to meet a variety of needs. And thus, the science of autonomous CSB is emerging as a next-generation tool that mirrors the connected mindset of the next generation of hydrographers.
One such purpose for which autonomous CSB is being successfully implemented is as a reconnaissance tool for boaters on the Intracoastal Waterway (ICW) (see Figure 1). Some sections of the waterway consist of natural inlets, saltwater rivers, bays and sounds, while others are artificial canals. It provides a navigable route along its length without many of the hazards of travel on the open sea. The regional maritime community is taking advantage of CSB as a self-enabling technology through a creative collaboration with industry. Leveraging the public’s availability of modern technology and their natural desire to be well informed as well as to benefit society, mariners are providing data that bestow unprecedented insight into conditions and resources along the ICW.
The Salty Southeast Cruisers’ Net (SSECN) is an online social media forum focused on the Atlantic ICW, and a treasure trove of useful reports and articles provided and consumed by the ICW community. The SSECN website informs others via familiar chart displays provided by EarthNC, enhanced with access to information such as fuel prices, marina accommodations and navigation hazards like misplaced buoys and shoaling. These reports are also enhanced by the millions of water depth measurements made by cruisers during their routine ICW transits, autonomously delivered and processed through the ARGUSâ„¢ CSB innovations of SURVICE Engineering and CARIS USA. This virtual, distributed surveying ‘˜vessel’ acts as a member of the SSECN cruising community, greatly enhancing condition reports provided through the SSECN website with a continuous flow of physical measurements as portrayed in Figure 2. This model provides the ultimate opportunity to engage the public as it both leverages and supports the public’s recreational and commercial interests in the ICW. What was previously a fleeting number on a chartplotter screen has become useful knowledge thanks to this pioneering partnership.
ARGUS Crowdsourced Bathymetry Autonomous crowdsourcing for maritime applications has been pioneered by SURVICE Engineering and CARIS USA through the innovations of ARGUS. ARGUS is a patented (US Patent 8,417,451) autonomous CSB system that provides continuous, automated acquisition and processing of CSB data. It universally interfaces with vessels’ existing GPS and depth-finding systems, automatically processes the GPS and depth signals, and leverages wireless technology and social media for both data aggregation and web dissemination of process outputs. Originally demonstrated as part of a National Oceanic and Atmospheric Administration (NOAA) Small Business innovation Research (SBIR) grant, ARGUS has processed over 100 million depth soundings from a distributed, international fleet of opportune vessels ranging from 18-foot recreational bass boats to 1,000-foot commercial cruise liners (see Figure 3). In the image, vessel traffic is clearly highest in the same coastal zones in which up-to-date reconnaissance is most needed. Studies suggest that ARGUS solutions can meet IHO S-44 Order 2 Standards. ARGUS has demonstrated a powerful and practical approach that inexpensively leverages an unlimited, distributed workforce. Fundamentally, ARGUS processes every GPS position and corresponding water depth measurement that is output from the chartplotter. The system operates autonomously with no operator interaction required other than turning on the chartplotter. Backend processing includes the application of vessel offsets, tide and other environmental corrections, various stages of quality control, and CSB-specific data aggregation methods. Output from the process can be managed through CARIS’ Bathy DataBASE (BDB), which is used to compile survey data with appropriate metadata that can be used for searching. CARIS’ Spatial Fusion Enterprise (SFE) then can be used to serve out the data via the web. CARIS BDB and SFE provide powerful post-processing and visualisation platforms for the web-served ARGUS solution sets, robust and scalable storage and analysis for the ever-expanding volumes of data, high-resolution graphics, industry standard bathymetric processing modules, and simple yet powerful end-user interfaces.
CSB Application on the ICW ARGUS has been in operation since 2010, acquiring over 100 million soundings from a distributed fleet of vessels navigating US and international waters. Over 20 million of those soundings have been processed over the 1,000+ miles from Norfolk to Key West, thanks to long-time contributors like Sea Tow, M/V Altair, M/V Chez Nous, Trawler Beach House, and Reality Check Sailing, and the data solution set is continually being refreshed. Figures 4 and 5 show two of the classic ICW trouble spots highlighted for SSECN readers: Georgia’s Jekyll Creek and Little Mud River, respectively. These are typical examples of ARGUS data providing a real ‘˜visual’ of the conditions and of the best route of travel through these trouble spots. Clearly evident in the case of the ICW, an especially hard-to-reach area for official survey assets, the swath of CSB data provides the partnership with a great opportunity to update the magenta line, or preferred route of travel, as currently represented on official charts. The magenta line was last comprehensively surveyed in the 1930s and desperately needs updating. Figure 6 shows one of many examples where the swath alone indicates the preferred route of travel, yet without consideration for which is the deepest part of the swath. Endorsed by the Atlantic Intracoastal Waterway Association, this project will add a continuously updated magenta line as a layer in the SSECN chart windows. Since the CARIS-led introduction of autonomous CSB to the international hydrographic community in 2010, CSB’s potential value has been noticed and is rapidly moving to leverage its benefits. Among others, the development of CSB has since been endorsed and encouraged by the United Kingdom Hydrographic Office, the International Hydrographic Organization and the Hydrographic Services Review Panel in the United States. The application of inevitable hardware improvements along with scientific expertise promise to only make CSB solutions better ‘” in fact magnitudes better than the pre-1940s ‘˜soundings’ that are the basis for the majority of modern charts.
Who Benefits? Crowdsourcing provides an opportunity to apply innovative technologies while engaging partners from academia, the public and commercial entities. It also attracts populations that are currently underrepresented in the hydrographic science workforce. The continuous fl ow of coastal environmental information promotes stewardship and informs decision making by stakeholders, educators, students, and the public who are interested in science. Crowdsourcing is an effective engagement of key stakeholders and the public that can enhance literacy of our coastal environments.
Through this pilot application, SSECN readers are getting the benefit of a reconnaissance tool that keeps them best informed about the journey that lies ahead. The chart windows and layers allow planning for tomorrow’s journey while in a slip or on the anchor with a look-ahead view of current attractions, alerts and trouble spots. Information is bolstered by local knowledge of the SSECN community as the readers monitor local solution updates, make local chart comparisons and identify areas of interest (e.g., shoaling), which are then reaffirmed by and for the community. Reader testimonials indicate wide approval of these SSECN reports. The general public benefits from a reduced need to tax current observing systems, which are already 100 years behind schedule and with growing requirements. Steadily decreasing resources have reduced the number of hydrographic survey platforms worldwide to about 65% of what it was 15 years ago. This is in the face of commercial maritime trade that has increased three-fold since the 1970s. Especially in hard-to-reach areas such as the ICW, crowdsourcing can be used as a supplement to mission planning for official surveys requiring controlled measurements as shown in Figure 7. Resource-challenged hydrographic offices realize that they must rely not only on their own capabilities, but that they must also engage stakeholders and the public at multiple levels in order to build capacity and accomplish their missions. As demonstrated in other application areas such as the Chesapeake Bay, Antarctica, coastal New York and New Jersey, and the ports of Baltimore, New York, and Pittsburgh, one can see additional CSB networks being established to support local interests while complementing the work of hydrographic services and surveyors. Combined with the availability of the internet and wireless connectivity, remote sensing far beyond the capacity of all the world’s hydrographers combined is being realized. With the challenge of reduced resources, the use of CSB and other nontraditional methods for collecting data will grow to support the ever-increasing needs and uses for hydrographic data. The newest members of the hydrographic workforce’”the commercial and recreational vessel captains that value the waterways’”are bringing the fruit of their efforts to the benefit of the entire ICW community.
Further Reading Van Norden, M., P. Cooper, and J. Hersey. Crowdsourced Bathymetry: One Solution for Addressing Nautical Chart Data Deficiencies. US Hydro 2013. Sedaghat, L., J. Hersey, and M. McGuire. Detecting Spatio-Temporal Outliers in Crowdsourced Bathymetry Data. GEOCrowd 2013. SURVICE Engineering ARGUS Website, http://argus.survice.com/. The Salty Southeast Cruisers’ Net (SSECN) Website, /. The Atlantic Intracoastal Waterway Association (AIWA) website, http://www.atlanticintracoastal.org/. John A. Hersey John Hersey is the Research and Technology Team leader for SURVICE’s Applied Technology Operation, focused on the development of innovative solutions to meet the requirements of federal and commercial customers. He is the lead engineer and project manager for ARGUS, coordinating all of the contributing vessels and processing methodologies employed in the various application areas, such as the ICW. john.hersey@survice.com Paul R. Cooper Paul Cooper is the vice president of CARIS USA and the current president of the Hydrographic Society of America. He is also vice president of the US National Section of the Pan American Institute of Geography and History and a board member of the Mid-Atlantic Regional Association Coastal Ocean Observing System (MARACOOS). paul.cooper@caris.us
Susan and I are very happy to be part of this wonderful service. Beach House will continue to contribute as much as we can. Chuck Baier and Susan Landry
Our thanks to Skipper Boyd for this message and link in response to one of Claiborne’s “tales” – see /?p=117868. And see “Young’s Yarns” on our Homepage for more of Claiborne’s sagas! Lockwoods Folly Inlet, just east of Holden Beach, is well known to Waterway cruisers, not for the Inlet proper, but because of the perennial shoaling at the intersection of the Inlet and the Waterway.
This notice of an update of ARGUS by John Hersey is definitely GOOD NEWS for Waterway cruisers. If you are not now a user of ARGUS, give it a try by clicking the ARGUS box at the top of any of our Chartview windows – it is an amazing technology! Keep your fingers crossed that NOAA will wake up and begin to use ARGUS in place of the infamous magenta line. The proposal to use ARGUS as the magenta line has been endorsed by the Atlantic Intracoastal Waterway Association.
John Hersey is the Research and Technology Team leader for SURVICE’s Applied Technology Operation, focused on the development of innovative solutions to meet the requirements of federal and commercial customers. He is the lead engineer and project manager for ARGUS, coordinating all of the contributing vessels and processing methodologies employed in the various application areas, such as the ICW.
Hi Larry, Just a note to let you know we just updated the AICW solution set this morning, thanks to about 7 million new soundings since March from a bunch of boats including long time contributors M/V Altair, M/V Chez Nous, Trawler Beach House, Reality Check Sailing, M/V Jackets II, S/V Makai, and M/V Elixir. The update reflects several additional transits between Norfolk and the Keys, new Bahamas cruise ship data, St. John’s River updates from Jacksonville to Sanford, and previously uncharted waters on the west coast of Florida thanks to the adventurous expeditions of Trawler Beach House! The total AICW soundings count that makes up the SSECN ARGUS layer is now up to about 30 million. Also FYI, our magenta line proposal is back in NOAA’s hands. We appreciate your continued encouragement and support as we move forward in applying ARGUS data to help update the magenta line! Just let me know if you have any questions. Thanks, John
Twice in recent weeks, two of our faithful readers have reported unsafe navigation conditions PRIOR to USCG Marine Safety Broadcasts or Local Notices to Mariners. See /?p=145996 and /?p=145983 as reported by David Burnham and Sue Ward, respectively. The selfless actions of these two skippers clearly defines the purpose of Salty Southeast Cruisers’ Net: “Cruisers Helping Cruisers!” Taking the time to write to us and to follow up on the unsafe conditions may not be the heroics of an emergency rescue, but one cannot underestimate the value of giving our fellow boaters that peace of mind when entering a new port or anchorage that comes from “local knowledge.” These skippers have demonstrated the very best of navigation traditions to come to the aid of their fellow boaters. So, David and Sue, on behalf of all cruisers, we thank you for your efforts and for being ideal role models! We salute you as “Our Heroes!”
The entrance channel leading to Fort Pierce City Marina, a SALTY SOUTHEAST CRUISERS’ NET SPONSOR!, runs to the west, just south of the Fort Pierce high-rise bridge, and well north of unlighted daybeacon #188.
Subj: The First Set of New Docks Are Now Open! 12/17/2014 09:43 AM 1600 Linear Feet of new dockage is now available!!!!!
Anne Maurer Fort Pierce City Marina 772-464-1245 FPCM@city-ftpierce.com
Darien City Docks lie along the northern banks of the Darien River, hard by the charted 31-foot fixed bridge, in the heart of downtown Darien, which is 7 nautical miles off the AICW via the fully marked Darien River Channel, featuring minimum 14 foot depths. Recent repairs to the docks add to the attractiveness of this lovely river port.
We just spent a couple days on the town dock in Darien GA. We were greeted by the most friendly dock master David. Darien had been on our list of places to visit for quite some time. We highly recommend this side trip ‘“ about 6 miles off the ICW. This town is very boater friendly and the people were welcoming. They have a great coffee shop Blondies, one block from the marina. We also received a complimentary glass of wine one night while visiting the Waterfront Wine & Gourmet, who also had live entertainment and a great wine selection. We are some if the best shrimp we’ve tasted at B&J Seafood. We visited King George Fort and the Rice Plantation. Well worth a visit. A must do! Ron & Tina Main Sea Gypsy
The number provided by Skipper Walters has been confirmed as the number for all the firing ranges at Camp Lejeune. See /?p=16763. Thank you Skipper Walters!
Kayaking from Maine to Guatemala. Tomorrow I will pass by Camp Lejeune on the ICW. Called the number listed in the above post. It was wrong, but they gave me the current correct number to call: 910 451 3064. Safe Passage for me for tomorrow! Deb Walters
Cape Fear Marina and Bennett Brother Yachts, A SALTY SOUTHEAST CRUISERS’ NET SPONSOR, continues to provide excellent service as well as convenient access to the many attractions Wilmington has to offer, including two new restaurants: Catch, with award winning local Chef and Food TV celebrity, Keith Rhodes at 6623 Market Street, 910-799-3847 and Dock Street Oyster Bar, ranked #11 out of 409 picks for 2014 by Tripadvisor, 12 Dock Street, 910-762-2827. Along with the friendly folks at Cape Fear Marina, such haute cuisine makes the trip up the Cape Fear River very alluring!
This discussion is from our friends on the AGLCA Forum. While we certainly appreciate Captain Ed’s recommendation of SSECN’s list of AICW Problem Stretches, we strongly recommend that a reader choose the listings of Problem Stretches under the various States found on our Homepage. These listings have the very latest comments and updates on the Problem Stretches within the particular state. For example, see /category/nc-aicw-problems/ for North Carolina. And whether you go inside or outside, we wish you the best!
By: CaptainEd on December 7th, 2014, 7:48 am I think you’ll find this link to Salty Southeast Cruisers net helpful to give you the current places to be showing extra caution: /category/all-other-news/icw-problem-areas/. Keep in mind though that many of the caution areas are noted by cruisers who were just in the wrong place and would rather blame the charts than themselves. The tide isn’t too much of a factor if your boat draws less that 4′. It generally only ranges 0′ to 3′ down there. There are a few notable caution spots like Lockwood’s Foley, Shallotte Inlet, Carolina Beach and Mud Creek, but it’s not a difficult run. If you do decide to run outside familiarize yourself with Dial-A-Buoy for accurate reports of sea conditions. You don’t want to get caught 25nm off shore or having to come in through unfamiliar inlets if seas are running 8′ or more. If you’re running a slow boat (less than about 16 kt. cruise) I’d recommend staying inside unless in a sailboat most of the way to Charleston as the main inlets are a good distance apart (Beaufort, Masonboro, Cape Fear, Georgetown, Charleston), and some of the lesser inlets are to be avoided. Also, the time you spend running in and out of the inlets will cost you much of the time you save by being able to run faster outside. Just remember to mind your wake in populated areas or you’ll hear about it over your radio. Mind if I ask why you’re heading south instead of north at that time of year? You’ll find very few boats heading that way as most insurance companies prohibit going south during hurricane season. Also, it’s hot, and there are a lot of horse flies near Georgetown and through Georgia. It’ll also have you pushing against the current as you head north from the Gulf, and probably have you laying up down south for next winter.
We are receiving regular reports of shallow water and groundings in Jekyll Creek, a perennial trouble spot. SSECN recommends extra care and mid to high tide only for this passage. See Navigation Alert from October. Markers 19 and 20A are on the north side of the Hwy 520 fixed bridge. Ours thanks to Skipper Reeves who keeps us posted on all things Jekyll! Jekyll Creek is home to Jekyll Harbor Marina, A SALTY SOUTHEAST CRUISERS’ NET SPONSOR!
First pic G19 is circled and sailboat is heading South. Second pic Sailboat is clear of 19 by staying 40 ft of marker. The channel is very narrow and the sand/mud bar is moving East into channel. Hope this helps as many are swinging wide and running aground. Hug the East bank & line up on next marker. Call the marina for local knowledge or Boat US Seeya, Sonny Reeves The Office
Green 19
Sailboat at Green 19
And then, there is this strange advice from a tow boat captain:
While in Jekyll Creek in July this year with our 6′ draft sailboat, I called Boat US to ask about areas to watch for. I thought they were supposed to be a resource. The guy who I spoke with told me that I shouldn’t worry, he takes 6′ draft boats all up and down that stretch of the ICW and I should just stay in the middle of the channel. When I told him that sometimes the middle of the channel isn’t always obvious, he said that I should travel at low tide so as to be able to see it! Counter intuitive for a sailboat! Joni Goodman
Once again we are indebted to Captains Mark and Diana Doyle for this excellent report from the alternative route to Ashepoo-Coosaw Cut-off which is a perennial shoaling spot. As the Ashepoo-Coosaw Cut-off has silted in further, we have had several reports of the use of an alternate route to by-pass the shoaling, see /?p=145074. For a chart of Ashepoo-Coosaw Cut-off, scroll northwest on the chartview and don’t forget to check Argus from the top bar to see the shoaling.
Hi Larry, Diana and I ran the alternative route out into St. Helena Sound and around the Ashepoo Coosaw Cut-Off the other day … and found deep water all of the way. For those interested in evaluating the option to avoid this ICW Trouble Spot [Ashepoo-Coosaw Cut-off], here’s a depth-annotated track and survey report:
Ashepoo Coosaw Cut-Off Alternative: St. Helena Sound Route
Diana and I transited the Ashepoo Coosaw Cut-Off Alternative on November 22nd, 2014 with about two-thirds tide and falling. (Small-scale overview, screenshot at upper right.) The (northern) relevant tide station, Seabrook, has a Spring Tidal Range (STR) of 7.3 feet and our height of tide was 4.5 above MLLW. Our plan was to run a southerly course, along the deeper charted waters west of Fenwick Island, through the marshes west of the Otter Islands, and into St. Helena Sound to round Combahee Bank and then proceed northwesterly up the Coosaw River to rejoin the ICW near R186 and STM 519.
A few observations on this alternative route: 1. The alternative route is longer than the preferred ICW Magenta Line route but avoids the Ashepoo Coosaw Cut-Off ICW Trouble Spot. At lower water stages, some cruisers may wish to evaluate this option. 2. There are few significant navaids to follow for this alternative route. The route is fairly well charted, but unaided. 3. St. Helena Sound can often be `boisterous’ and busy with shrimping traffic. 4. We experienced water depths of no less than 16 feet (11.5 feet adjusted for MLLW) on the transit. The lowest water was along Fenwick Island, then deepening into the 20s and 30s, and even 40s, 50s, and 60s for the St. Helena Sound and Coosaw River portions. 5. Note that we chose to move farther easterly of the extending shoals at Combahee Bank than some other reports have advised. There are varying reports of success, although also noting substantially less water, by splitting the charted dayboard on Combahee Bank and the charted 15-foot shoal. Shrimpers and other locals have reported substantially more water eastward of the 15-foot pocket, which we experienced during our depth survey (see primary screenshot to right).
Again, no recommendation being made here. Just sharing data. Captains are responsible for their decisions and outcome. Best, Captains Mark & Diana Doyle m/v Semi-Local www.OnTheWaterChartGuides.org
Bucksport Marina, A SALTY SOUTHEAST CRUISERS NET SPONSOR!, lies south of Waterway marker #36, along the western shores of the beautiful Waccamaw River. This generous free meal is typical of the concern always shown for their boating visitors at this unique and fine marina. Plus a reduced rate for SSECN readers.
Hey Everybody, The Grand Opening of Captains Seaweeds Restaurant & Tiki Bar presents a Special Thanksgiving Day Meal!! The meal is free which will be Turkey and all of the trimmings. The Bar will be open for business. (Come Meet The New Bartender and Staff) This is a new beginning for Captain Seaweeds, Under new and energized ownership. Please checkout the New Menu and The Hours of Operation that will be Consistent with Customers needs.
Reduced Fall and Winter Campground Rates are in effect. Many New and Exciting Activities and Events are being planned. Examples but not limited to are:
Competition Volleyball Tournaments, Putt Putt Tournaments, Drag Boat Races, Wakeboard Tournaments, Pool Tournaments, Concerts, Bike Swap Meets, Watercraft Rentals, Kayaking and Tours, Jet Skiis, Air Hockey, Darts, Dancing, Corn Hole, Horse Shoes, Classic Cars Shows, Corvette Shows, Fishing Tournaments, Football/Basketball/ Sports Parties and Socials, Weddings and Receptions, Birthday Parties
We offer boat and watercraft storage ($75 MONTHLY) Plus a special rate of $1.00 per foot per night if you say you saw this posted on Cruisers Net. We offer long and short term Wet storage as well. Reduced RV REPAIR rates for our customers Watercraft Mechanic services are now available as well for our customers.
Please call for more information or for Reservations!! Thanks, Jeff Weeks Manager Bucksport Plantation Marina & RV resort 843-397-5566 bpmrvss@gmail.com
If you are still looking for a personalized gift for that special boater friend, try Cape Hatteras Marine
We just launched this Thanksgiving Sales Event. Sale ends Nov. 30 I enjoy receiving the Cruisers net updates. I thought maybe you would like to share this sale with your readers. Thank you and have a Happy Holiday Season. David Dudgeon Cape Hatteras Marine Cruising Outpost Magazine davidadudgeon@aol.com 949-574-4111 office 231-670-5076 cell
This question is unusual, not because of Skipper Aigeltinger’s concern for Waterway depths, but because of his vessel’s 7ft 3inch draft. Whether that draft is fin keel or full keel, that is a lot of draft with which to confront the shallow spots in North Carolina. He has access to our listing of NC Problem Stretches, but is asking for your input into his decision to attempt the ICW from Norfolk to Beaufort, NC, which, fortunately for him, is north of all the Inlet/ICW intersections further south.
I am considering delivering a 44 ft sailboat from the Chesapeake to Florida. Draft is 7 ft 3 in. Would like to know if anyone knows if it’s possible to get that from Norfolk to Beaufort in the ICW ? Or if anyone could direct me to a source for that info. Thanks, Ed Aigeltinger
Note this praise for Argus:
The Argus soundings are really helpful. I followed ICW all the way from Norfolk to Beaufort, NC and it looks like the most questionable area is a few miles north of Beaufort. (That area just north of the Alligator River bridge where the channel takes a turn or two around some shoals has always been poorly marked. Have to be careful there but I think there’s plenty of water if you stay channel center.) The shallow area just north of Beaufort is at the south end of the Adams Creek Canal and as I recall that part is narrow and the markers are a little far apart making it a little difficult to stay in the channel. On the chart the Argus readings are shown to be out of the channel. So I wonder if the chart is wrong or if whoever did the Argus run missed the channel, hence the shallow readings there ?? Would appreciate any input from anyone re that. I plan to call Jarrett Bay Boatworks and Beaufort Docks and ask for some local knowledge. Would hate to run 199 miles from Norfolk and get 3-4 miles away only to not be able to get there. However, if the readings are right, the shallowest I see is just over 4 ft and the tidal range is about 3 ft so still might be able to skim through at high tide. Thanks again for your help-Ed
Thanks to all for the info re the ICW depth from Norfolk to Beaufort, NC.
I also spoke with the dockmaster at Beaufort Docks and he assured me there was plenty of depth at Core Creek if one is careful to stay in the channel. It’s narrow there and the markers are a little far apart. Apparently the Argus boat was a little out of channel hence the readings down to 4 ft. Dockmaster also said he has a friend who comes down each year with 9 ft. He said to be careful to stay as close to center as possible in the Alligator River-Pungo River canal as his friend has hit some pretty hard stuff a little off center. As you mention fixed bridge height is also a concern. Boat I may deliver is 62 ft to mast top and 65 ft to antenna top. (I brought a cat down once and rang almost every beam on the bridges with the antenna. A little nerve wracking.) So if anyone has or hears any local knowledge re bridge height problems I would certainly appreciate the info. I may try to do what I’ve done a few times in the past. Install a 4-5 ft long piece of 1×4 wood at the mast head going forward and then a vertical piece at the forward end that is about a foot higher than the highest solid part of the mast. One can then creep up to the first beam and if this ‘˜indicator’ goes under all is hopefully well. If not heavy reverse is in order. Thanks again for the info and please keep me in mind if you hear anything else of importance. Ed Aigeltinger
November 30: Larry- Thanks again for your help with ICW depth issue. I had no idea about the ARGUS ‘program’. Obviously with that kind of data in the laptop one could cruise the ICW from data point to data point. Really amazing stuff ! Thanks again, Ed Aigeltinger
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Comments from Cruisers (3)
Rick Emerson- November 20, 2014 - 9:35 pm
7’+ along the Coinjock or Virgina Cut route is certainly possible. Keep in mind that most of the route, save for Core Creek, near Beaufort, is not tidal, save for wind-driven tides. For that reason, you need to be certain that your air draft (masthead height) is no more than 63′. Not all “65′” bridges have the listed clearance, and there is no tide to help clearance.
We’ve traveled with a boat drawing close to 7′ 6″ who, last time I saw her, had made it as far south as at least the Waccamaw River. We draw 6′ and, with attention to tides, made it to St. Simons Sound before going outside to Fernandina Beach, where we are at the moment.
This can be done. Take the Virginia Route. Be very careful just north of Allligator River Bridge, and go when it is not low water there. Just south of Core Creek Bridge, in Adams Creek, go at mid-tide or higher and stay carefully in the channel. Then head towards Morehead City harbor and double back to get into Beaufort.
I am of the belief that you should not have much trouble with th 7 03″ draft as far as Beaufort, NC I have travelled that portion of the icw with 8ft 2″ of draft from 2000 thru 2004 with a 456 B. Farther south you would have a lot of problems. I now travel that area with 411 B but only draw 5 ft. Best of luck.
Here is an interesting article on red tide which had a recent bloom in the Big Bend region of the Gulf, see /?p=144423.
FWC, partners unlock some mysteries behind red tide in 5-year study
Last month, researchers at the Florida Fish and Wildlife Conservation Commission (FWC) published new findings on Florida’s red tide organism, Karenia brevis, in a special issue of the scientific journal Harmful Algae. This publication is the culmination of an unprecedented collaboration on red tide research in the Gulf of Mexico led by the FWC’s Fish and Wildlife Research Institute (FWRI) and funded by the National Oceanic and Atmospheric Administration (NOAA). For more on this study, go to:
Our good friend, Mike Ahart, Editor of Waterway Guide, has written an excellent article on the wonderful practice of a number of marinas along the Intracoastal who offer a Thanksgiving dinner for weary cruisers. Mike has graciously allowed us to share that story with you:
This reminder comes to us from Skipper Rohrkemper who relates a bridge incident in which the bridge tender incorrectly stated that the clearance boards were reading the vertical clearance at the center of the span. USCG Officer Rousseau’s response is quite clear: clearance boards give the least vertical clearance available, normally found at the outer edge of the span, and charts indicate the maximum vertical clearance above MHHW at the center of the span. With a closed vertical clearance of 20ft, the Wrightsville Beach Bascule Bridge crosses the AICW at Statute Mile 283, southwest of marker #125.
Approaching the Wrightsville Beach/ S.R. 74 bridge southbound on 10/30/2014, at high tide at Masonboro Inlet, the clearance signboard read 14′. The bridge tender confirmed that the signboard was measuring clearance at the center of the span and not at the lower shoulders. A December, 2013 version of Chart 11541 lists the clearance as 20′ (at center). Was the bridge tender wrong? Tide was high but not 6′ above MHHW. Paul Rohrkemper
Larry, I have looked into the Wrightsville Beach question. The clearance boards are most likely reading correctly. The gauges show the vertical clearance of the bridge at the lowest point across the channel 13.5 feet at MHW (outer edges of channel). The Chart shows the clearance of the bridge at the center of the spans. We normally do not mark this clearance on the chart. It is normally what the clearance is at the lowest part of the bridge across the channel 13.5 feet at MHW. Probably at some point in the past it was requested to mark the center and highest point (This point would only be in that exact spot of the bridge). Legally the bridge owner still needs to show the clearance gauges for the lowest clearance across the channel. NCDOT is going to check to make sure the boards are reading correctly. Hope this clears up this question. Regards, Jim Rousseau Bridge Program Manager United States Coast Guard District 5
Ah, but when the water level cuts through the center of the digits, is it indicating 13′ or 12’6″? Some clearance boards have large index marks at the center of the digits, leading one to interpret mid-digit water level as the even-foot clearance. Some only have tiles with numbers: if I need 64 feet (for example), do I need the water to be at the bottom of the 64 tile, or at its center? Or does it vary?
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