Fort Pierce City Marina Waterway Cleanup Activities (Statute Mile 966.5)
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Bio Diesel Now Available In the Florida Keys
Another GREAT article authored by the Salty Southeast Cruisers’ Net Florida Keys Special Correspondent, Captain Charmaine Smith Ladd. How great to hear the story of how Bio Diesel is now available in the Florida Keys!!
July 16th, 2011
Bio-Diesel Fuel Company in the FL Keys
by Charmaine Smith Ladd
My dear friend, Captain Jack Burnett, has lived in the Keys for nearly four decades. We have known one another and have been truly “family” for nearly nine years. He loves to talk of old times in the Keys and has been a plethora of local knowledge for me since first landing here. During all that time, I’ve only questioned one thing he’s ever shared with me: the recommendation of using discarded restaurant vegetable oil for running September Sea’s Yanmar diesel engine.
Captain Jack has been running his 33-foot sailing vessel on the vegetable oil he obtains from local restaurant fryers for quite some time now. Vegetable oil from the fryers restaurants would otherwise discard is recycled by Captain Jack as he strains it and pours it into his boat’s fuel tank. He swears by it. He says his vessel actually has never run better!
Well, Captain Jack was absolutely right! The proof is now making big news as Marathon fisherman, Jeff Lillie, has recently put his brainchild, Marathon Bio-Diesel, on the map as the first bio-diesel fuel company in the Keys. It took him seven years to do it, but he’s well on his way as the word spreads of the advantages of using recycled vegetable oil instead of diesel. Buyers use it not only to fuel their water crafts, but also as fuel for their automobiles and tiki torches! Some begin by using a 50% ratio of the bio-diesel with regular diesel. Many soon find, sometimes after some minor modifications, 100% bio-diesel is their fuel of choice! Captain Jack made no such modifications and uses 100% vegetable oil with no problems for years.
It’s a different way to “Go Green,” that’s for sure. But Green is always a good thing when helping to preserve our natural resources.
This writer must admit that the aroma of french fries while motoring is a remarkably refreshing improvement over the smell of burning diesel fuel. Besides…smelling french fries is almost as good as eating them; and inhaling involves no caloric content! Ha!http://www.miamiherald.com/2011/07/12/2315460_fill-it-up-with-biodiesel.html#storylink=addthis
Charmaine Smith Ladd
SSECN Special Correspondent, Florida Keys
“Bringing you the low down from down low!”
Charmaine@SeptemberSea.comThank you for mentioning us in the Cruisers Net. We look forward to fueling up those who make it to the Florida Keys.
Nancy Kukkue
http://www.marathonbiodiesel.comBe the first to comment!
Florida Anchoring Regulations – The FEDERAL Dimension
Most of us who have been involved in the Florida anchoring rights issue for more than a few years, know there is a Federal dimension to this issue. And, that issue is, many would argue, ONLY the Federal government, NOT states, counties or municipalities, can regulate “navigation,” AND anchoring is very much a part of “navigation.”
In fact, several years ago, a fellow cruiser sued the city of Stuart, Florida in Federal Admiralty Court for prohibiting him/her from anchoring. Not only did the cruiser win the court case in question, but the city of Stuart had to pay all the cruisers’ attorney fees, and pay a sum of money for damages.
So, while many of us have fought the fight for Florida anchoring rights on the state level, most of us have known there is a “fall back” line of defense by way of the Admiralty Courts. Captain Robert Driscoll lays out a good case below for the notion that only the Federal government can indeed regulate anchorage.
This is very interesting input indeed! If there are any maritime lawyers out there reading this missive, PLEASE give us your input as well by clicking the “Comment on This Posting/Marina/Anchorage/Bridge” link below!With the understanding that an informed public, in this case the boating public, is the best way to ensure the navigational freedom that we enjoy the follwoing is submitted.
Anchoring is an act of navigation, navigation is under the jurisdiction of Admiralty Courts. Admiralty Courts exist only at the federal level.
The laws of the United States are superior to state laws and state laws in conflict must yield. Likewise the Federal Court rulings are supreme.
With the foregoing in mind consider the following rulings and laws which exist at the National Level, all of which are superior to any state legislation:U. S. Constitution, Article III, Sec 2.1
`The judicial power shall extend to all cases in law and equity arising under this constitution, the laws of the United States, … (and) to all cases of admiralty and maritime jurisdiction …’U.S. Supreme Court, Butler v. Boston Steamship Co. 130 US 557, 141 US 1, Detroit Trust Co. v. The Thomas Baslum 293 US 21, 42
`As the constitution extends the judicial power of the United States to ‘all admiralty and maritime jurisdiction,’ and as this jurisdiction is held to be exclusive, the power of legislation on the same subject must necessarily be in the national legislature and not in the state legislatures.’U.S. Supreme Court, Knickerbocker Ice Co. v. Stewart 253 US 149, 164
`Congress cannot transfer its legislative power to the states, … by nature this in nondelegable.’U.S. Supreme Court, State of Washington v. Dawson 264 U.S. 219
In responding to and overturning a lower court decision where a state was attempting to apply a local state law to all vessels which visit or navigate in the state the U.S. Supreme Court decreed: `This cause presents a situation where there was no attempt to prescribe general rules. On the contrary the manifest purpose was to permit any state to alter the maritime law, and thereby introduce conflicting requirements. To prevent this result the Constitution adopted the law of the sea as the measure of maritime rights and obligations. The confusion and difficulty if vessels were compelled to comply with the local statutes at every port, are not difficult to see. Of course, some within the states may prefer local rules, but the Union was formed with the very definite design of freeing maritime commerce from intolerable restrictions incident to such control. The subject is national. Local interests must yield to the common welfare. The Constitution is supreme.’U.S. Statutes at Large, Vol 30, 55th Congress, Sess 425, Sec. 10 states:
`That the creation of any obstruction not affirmatively authorized by Congress, to the navigable capacity of any of the waters of the United States is hereby prohibited; …’U.S. Supreme Court, State of Wisconsin v. State of Illinois 362 US 482
The phrase `not affirmatively by Congress’ as opposed to the phrase `affirmatively authorized by law’ which was used in an earlier similar law (51st Congress …) makes mere state authorization inadequate.’U.S. Supreme Court, U.S. Republic Steel Corp. I11 362 US 482
The diminution of navigable capacity is an obstruction to navigation. `Obstruction to navigation is not limited to structures specifically, but also includes diminution of navigable capacity by other means.’ {(personal comment) The State declaring areas where anchoring is not allowed is certainly a diminution of navigational capacity.}U.S. Law 28 USC 1333
Admiralty jurisdiction covers every vessel under the American Flag, whether it is on the ocean or within the boundaries of a state, no matter what size or means of propulsion, or
whether it is documented or not.Federal District Court, Anderson v. Reames 161 S.W.2d 957 961
`…’rights of navigation’ include the right to anchorage, which may be exercised for either business purposes or pleasure.’Federal District Court, Hayn v. Culliford 3 C.P.Eiv 417
`’navigation’ for some purpose, includes a period when a ship is not in motion, as, for instance, when she is at anchor.’U.S. Supreme Court, Lewis Blue Point Oyster Cultivation Co. v. Briggs 229 US 82
When overturning a lower court case the U.S. Supreme Court said: `If the public right of navigation is the dominant right, and if, as must be the case, the title of the owner of the bed of navigable waters hold subject absolutely to the public right of navigation, this dominant right must include the right to the use of the bed of water for every purpose which is in aid of navigation.’U.S. Law 33 USC 471 Chap 10
`The Secretary of Homeland Security is authorized, empowered, and directed to define and establish anchorage grounds for vessel in all harbors, rivers, bays and other navigable waters of the United States whenever it is manifest to the said secretary that the maritime or commercial interest of the United States require such anchorage grounds for the safe navigation….’ {(personal comment) when the language `authorized, empowered, and directed’ is used it implies sole authority to perform the named act. The Boating Public is a definite minority and it is only by the laws which exist in this country can navigational rights be preserved.}I agree that it is pretty clear that Federal law should rule, but the problem is that there is absolutely no political support for this at the state and local level, and no Federal entity, particularly the Coast Guard, wants to meddle in state and local affairs either. Now, if this were some issue that had broad national political support, like gun rights, you would have state and local politicians bending over backwards. Boaters are not organized or united politically, and because of the nature of the problem they are more likely to just move along to avoid the hassle. Plus, this mostly impacts transients, who have zero local political clout. Local and state officials answer to their constituents and supporters. Sure, they could be taken to court, at great expense, effort, time, and aggravation, but who wants to deal with that? Not many of us.
No Name SuppliedSo, who is going to front the legal costs until the courts rule in a cruiser’s favor, and who is going to eat the costs when the courts don’t?
While some folks who cruise Florida have very deep pockets, the most aggrieved in this situation are not so fortunate.
In the absence of a `cruising rights defense fund’ or some such construct, I’m not going to be lining up for a test case. I am not willing to double down with shrinking retirement funds on the skills of a government admiralty lawyer.
The Bahamas are a short distance away and much more welcoming on their worst days.
ChrisEvery cruiser, EVERY cruiser needs to know this. Spread this information to every boater you know, every boating forum, any way you can. Local authorities are over-stepping their boundaries with unjust and, as we now find out, illegal anchoring restrictions.
Thank you, Claiborne
Larry McDonaldClaiborne,
I am not an attorney but I used to pretend to be one at the local pubs on Saturday nights. But seriously, being involved in this issue in Florida for many years, it is my understanding that the Federal Government handed over the jurisdiction of the local Waterways to the States many years ago, with some exceptions. Those are mostly exceptions dealing with maintenance and navigational aids which are under the jurisdiction of the U.S. Coast Guard and the Corps of Engineers. The States were given the authorization to pass laws and regulations and enforce those laws and regulations. It is then up to the individual States as to whether they would in turn allow municipalities or counties to pass and enforce further regulations. And this has been the deal breaker in trying to get these anchoring regulations overturned or thrown out in Federal Court. Now my recollections could be fuzzy, so perhaps a true expert can enlighten us.
Chuck BaierThe United States Supreme Court has said (see Knickerbocker v. Stewart above) that the federal government cannot, repeat cannot, delegate its legislative power to the states. In doing so it would not be the first time the Federal Legislature has passed a law that would later be found unconstitutional. Unfortunately for a law to be ruled unconstitutional it must first be presented to the court, unti it is the law remains in force.
Robert DriscollI, too remember something about the feds abdicatiog responsibility for anchoring. Maybe discovered by the woman in Daytona beach who started an organization???
I know a couple of guys who served on the `Harbor Board here in the 80’s and 90’s I will ask them about their recollections.
Bill DixonBe the first to comment!
A Homemade Solution For CNG (Compressed Natural Gas) Aboard
Well, Captain Denise Gill has come up with an innovative to get CNG aboard. It takes some ingenuity, and some work (and money), but Denise’s idea is certainly interesting!!!Good Morning,
I just looked over your site listing all the marinas along NC and the fuel offerings. Great job. I certainly appreciate all of the hard work and time that went into putting all of that together.
I would like to let you know about CNG and how this too can be obtained though potentially not as easily as propane is as propane has become the defacto fuel these days ~ even though CNG is bar far a safer fuel to cook with (lighter than air).
Any municipality that fuels their fleets ie: buses, trucks etc, and taxis or any other “green” vehicles that use CNG, well they have a CNG pump that is open to the public. Where I live in Maryland ~ Montgomery County ~ we have such a place. It is a County fueling site for gasoline and diesel but now there is also access to CNG. You simply scan your credit card and punch in the pump number and then fill up.
There are two sides to the CNG pump. One is for 3600 psi and the other is for 3000 psi. I own a 34 foot sailboat that cooks with CNG. I have made an adaptor that allows me fill my CNG tank at this fuel fill. Where we used to have to do a “tank exchange” costing anywhere from $50 to $100 per tank, I now completely fill up my own tank for $1.25. The cost of making the adaptor ~ getting the various parts was about $225 and I have more than made back that initial outlay over the several years I have been filling the tank myself.
I realize that geography will be the killer to our access to municipal CNG fuel sites along the ICW. But as we go forward I offer all of the above as one more option that in some locals may be convenient. Just as propane users carry spare tanks, so do CNG users.
Very kind regards,
Denise Gill
s/v First Point of AriesBy the way, the parts list for making your own CNG adapter can be obtained here:
http://www.c34.org/wiki/index.php?title=CNG_Refill_AdapterGood Morning,
Thanks very much for you nice email and for this posting. While I would love to take the credit for putting this parts list together, I merely downloaded it from our Catalina 34 website and share it with anyone else who might be inclined. I figure if I could make it, it certainly can’t be too difficult. I believe, as we go forward with `clean energy’ CNG availability will increase.
Again, thanks and I enjoy reading the Cruiser’s Net!
Kind Regards,
Denise
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Warm Praise for Elizabeth City, NC (Dismal Swamp Canal Route, St. M. 50.5)
And, let’s not forget, Elizabeth City is a much valued SALTY SOUTHEAST CRUISERS’ NET SPONSOR!We have just had the best experience in Elizabeth City. On one of the hottest 4th of Julys ever, the water pump for the air conditioner gave up the ghost. I disconnected the pump and took it into the little ships store here at Pelican Marina. Everyone wanted to help, but what do you do with a 22 year old pump? Finally the managers, Josh & Mike, said to take it to “Electric Motor Rewind Co” on Poindexter Street. I did, and the owner said to leave it with him for about an hour, and go eat at the Colonial Restaurant, 3 blocks away. After a great breakfast, we returned to the Rewind company and found our air conditioner water pump all fixed and ready for installation. $24.89 was all he charged us.
Then, walking back over the bridge to Pelican Marina, we met the Bridge Master, Jack Brothers, who said if we needed a ride he would let us use his pickup truck.
Everyone here in Elizabeth City has been really great to us. Must be something in the water.
We’ll be back, and we’ll be recommending Elizabeth City to everyone we meet.
Skipper Jim PowellClick Here To View the Cruisers’ Net’s North Carolina Marina Directory Listing For Pelican Marina
Click Here To Open A Chart View Window, Zoomed To the Elizabeth City Waterfront
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An Overview of the Florida Anchoring/Pilot Mooring Field Program by Captain Jay Bliss
Captain Bliss is a member of the St. Augustine, Florida Port Commission, and has been instrumental in protecting cruisers’ anchoring rights in St. Augustine. His well reasoned article below provides a good overview of this entire issue!
Florida’s Anchoring Pilot Program is underway. Each of five sites gets to establish local ordinances, rules, for that particular site, enforceable until July 2014.
For the cruiser heading South, it will mean abiding by local rules in St. Augustine City Limits; State rules then pertain until he reaches Martin County and the City of Stuart. Upon leaving Stuart/Martin county he’s back to State rules down through Ft. Lauderdale and Miami (or he traverses the Okeechobee to the West coast under Stuart/Martin rules), until he enters Monroe County at Key Largo, whereupon he’s under Monroe rules all the way to the Dry Tortugas. Over on the West Coast, cities St. Petersburg and Sarasota get to establish their own rules.
The stated purpose of this abundance of rules is to encourage the establishment of additional public mooring fields and to promote the use of existing ones. If everyone uses a public mooring field the goals of the pilot program–protect environment, enhance safety, deter derelicts, etc.– are readily achieved.
The big picture: mooring fields provide safety (we hope), sanitation, convenience, prime location. Their prime location comes from taking free anchoring sites, part of our Navigational Servitude and waters of the Public of the United States, and improving for paying patrons.
Boaters with less (or no) ability to pay are ruled elsewhere. The present result is the exact opposite of the goals of the Pilot Program: anchoring sprawl that adversely affects maritime environment, leads to improperly stored boats, and invites chaos. In that them vs. us mode, we get enforcement efforts that can readily escalate the ill will.
Mooring field permits, mooring field operations, should all be asked to account for the boats they displace. That account must provide for accommodation of the displaced.
Cities, Counties, should not be asked to create further rules that wash elements of the boating into other jurisdictions. Governments must be required to absorb the less able, the less fortunate, into the mooring field system. There lies the challenge: incentive rules for free admission, reduced admission fees into PUBLIC mooring fields. The Anchoring Pilot Program needs a paradigm shift.
Jay Bliss
USCG Lic. Capt.
St.Augustine Port Commissioner Seat 5Is it possible to get a list of the mooring fields in Florida?
Fred RogersonBe the first to comment!
WARNING!!! Tickets Being Issued to Anchored Boats on Caloosahatchee River/Okeechobee Waterway (near St. M. 103)
We have no explanation for why a USACOE Park Ranger is issuing tickets to boats anchored on the Caloosahatchee River portion of the Okeechobee Waterway, but it’s a safe bet it has something to do with the low water levels on Lake Okeechobee. Perhaps the Corps is simply trying to keep as many boats as possible off the OWW during these times of historic low water.
Ted
Time to get the bloggers going. A USACOE park ranger from the Franklin Locks is writing $100.00 fine United States District Court Violation Notices to boaters on the Caloosahatchee. If you don’t pay, you get a federal warrant sworn out for your arrest.
Apparently the Park Ranger can write these boating tickets based on the 1948 Flood Control Act, Central and South Florida Project, that governs the Caloosahatchee, Lake O and the St. Lucie Canal.
I asked the attorney from the Jacksonville Office why a park ranger from the Franklin Locks is writing tickets on the River now when there hadn’t seemed to be any in the past. Of course the attorney didn’t know anything about it’¦.. (they don’t seem to know much up there..)
Chilling effect on local businesses along the River?
Best regards,
Jody FosterThe tickets are being written to those anchored off (or Mediterranean moored to) the LaBelle City Dock. At least one arrest warrant has already been issued.
W.E. “Ted” Guy, Jr.
Stuart, FLI’ve also heard an ACOE ranger is writing tickets by the Indiantown Marina.
Jody FosterHere’s a update from Captain Foster, as of 7/8/11:
Thanks for your continued interest. I’m very concerned that an Army Corp park ranger is cruising up and down the Caloosahatchee writing tickets that may or may not be legitimate even under the federal statute. Of course the big problem is the expense of fighting the ticket in federal court in Fort Myers rather than paying the $100.00 fine. The only response I got from the Army Corp is they have authority to write them under Title 36. And of course getting any response from the Army Corp took about 10 phone calls on my part. Good to know our federal tax dollars are being put to such good use’¦.
Neither the Hendry County sheriff nor FWC were aware of these tickets. If I hear any more I’ll let you know.
Best regards,
Jody FosterAssuming the boaters were doing nothing illegal, I would suggest they immediately contact the larger local newspapers and television stations with their story.
John KettlewellDidn’t the word get out? Everything is illegal.
Richard GlennDid not see anything in the title that shows anchoring as a violation, maybe it’s hidden somewhere else or would someone post the details on the actual ticket’¦
SUMMARY: Section 4 of this Act authorizes the Corps, under the supervision of the Secretary of the Army, to construct, maintain and operate public park and recreational facilities at water resources development projects (16 U.S.C. 460(d)). Local interests are also permitted to construct, operate and maintain such facilities with permission from the Secretary of the Army. Water areas of all such projects shall be open to public use generally, for boating, swimming, bathing, fishing, and other recreational purposes, and ready access to and exit from such water areas along the shores of such reservoirs shall be maintained for general public use, when such use is not found to be contrary to the public interest. The lease of public lands and structures at water projects is also authorized. Recreational uses must be consistent with State laws for the protection of fish and game. All persons designated by the Chief of Engineers for enforcement shall have the authority to issue a citation for violation of the regulations adopted by the Secretary of the Army. Amendments to this Act extend the development of recreation to non-reservoir projects.
Dennis McMurtryBe the first to comment!
Second Town Dock Proposed for Oriental, NC, AICW Statute Mile 181
This is welcome news to those of us who have tried to find dockage in Oriental during the busy seasons. Cruisers’ Net would like to hear your opinions on the proposed town dock. Oriental harbor lies northwest of flashing green marker #1 in the Neuss River.
Cruising News:
A second Town Dock has been proposed in Oriental. For details of the proposal, and a map showing the location, go to:
http://towndock.net/news/second-town-dock-proposed-for-oriental-harbor
Richard RossGood news. This is one of our favorite waypoints. The deli (now called the Bistro) [I suspect this is SALTY SOUTHEAST CRUISERS’ NET SPONSOR, the Village Food Emporium – Editor] has the best Rubin sandwiches in the world.
Jim PowellI think another town dock would be great as the current one is always full every time we have tried to use it.
Larry & Margie Ross aboard Wanderin L&M Hampton 55We stayed at a private dock once in Oriental. Other than that, we’ve had to pass by Oriental because there was no place to over-night. We’ll be hoping to visit Oriental for a few days this fall to visit friends ‘¦ if we can find dockage. We certainly encourage the town to create more space for cruisers.
Greg & Marian Riach aboard S/V Muskoka MoonCurrent town dock has room for only 2 vessels. Anchoring space is very limited. Marinas there are relatively expensive. We like the town, but space is currently too limited’¦another place to tie up, or mooring balls would be a great improvement.
TerryOriental would certainly benefit by the addition of another town dock. The only limitation to a significant increase in visitors is dockage/anchorages. We skipped Oriental because of a lack of sufficient overnight space.
Douglas PaddockClick Here To Open A Chart View Window, Zoomed To the Location of Oriental, NC
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Fort Pierce City Marina Has a FULL Service Fuel Dock (Statute Mile 966.5)
Claiborne
Here’s proof that the Fort PIerce City Marina has a ” Full Service ” fuel dock
Bill Benton
aboard ” Courtship”
Many of you have asked for more info on the “vehicle” pictured in the photos below. We queried Fort Pierce City Marina, and Catpan Bill Benton was kind enough to respond:
Claiborne
Anne ( at the Fort Pierce City Marina) asked me to send you a synopsis of what occurred with the seaplane that landed out in front of the marina.
As you probably recall, this is an older seaplane built in 1947 that left on June 15 from Nassau intending to land at the St. Lucie County Airport. He almost made it but due to a fuel leak, was forced to land on the water in front of the city marina.
The plane engine was designed to run on regular gasoline as opposed to Avgas and was refueled by Craig Kilgore at the city marina fuel pumps. The plane was equipped with a variable pitch propeller which was stuck in reverse causing him all kinds of problems trying to taxi out of the marina. I towed him out into the area in front of the marina and, frankly, was scared to death when 30 yards or so out in the Indian River and still under tow he started the engine up and began to increase the RPMs. I didn’t realize it at the time but in order to shift the propeller from reverse into forward he needed the engine at increased RPMs and oil pressure. I had visions of my 14 foot Edgewater dinghy ` Jester’ being run over by an airplane and was more than a little bit nervous. The propeller shifted into forward and I quickly disconnected the tow line and began backing away as fast as I could. The tip of the Port wing actually passed over the bow of my dinghy. He tried several times to take off but was unable to for some reason. He finally shut the engine down and I towed him back into Moore’s creek, backed the plane into the launching ramp and a good Samaritan with a pickup truck tied a line to his Tailhook and pull him backwards up into the parking lot. The plane sat there until Sunday, June 19 while the owner/pilot dealt with all of the Government agencies involved. Customs and Border Protection, FAA, Coast Guard, County Sheriff, City Police, Parking Enforcement ( parked a plane in an area reserved for vehicles with trailers) and hundreds of admirers.
The pilot and I were involved in a number of conversations over the days and he asked me to tow him out of Moore’s creek and into the area in front of the marina early Sunday morning. In the interim, he used borrowed 5 gallon gas cans to add additional gasoline to the plane’s tank and at about 7:30 Sunday morning I towed him out to the area in front of the marina. He taxied for a few minutes out in front of the marina during which time he apparently checked his gauges and instruments, finally taking off southbound where he got airborne quickly. He made a slow circle around the Marina area and on his second pass wiggled the wings to say goodbye. He called me about 10 minutes later and told me that he had landed safely at the St. Lucie County Airport, was topping off his fuel tank and was ready to head home. He called me again early in the afternoon to thank me for my help and advise me that he was safely at home in Bell, Florida, about 30 miles west of Gainesville. So ends the story.
Bill Benton
aboard ” Courtship”Being an old airplane driver, I believe this is a Republic Aviation `SeaBee’ Republic Aviation of P-47, F-84, F-105 fighter fame went into the civil aviation business after WW II. Good to see some are still around
Reginald HoldenHey, that looks just like the one I carry around on my seaplane catapult on the fantail just aft of turret four.
Rich GanoGee!, Does the airplane have right-of-way over a sailboat when its taking off???
AlWow. I never cease to be amazed at the `wonders on the water’’¦’¦’¦ Is that a officer of the law or USCGstanding there looking at the `aero-aqua craft’???
Winston FowlerBe the first to comment!
Myrtle Beach Yacht Club Awarded Clean Marina Certification, AICW Statute Mile 346
Cruising News:
We are proud to announce that Myrtle Beach Yacht Club is now a Certified Clean Marina Destination in the state of South Carolina. MBYC was presented with the Clean Marina Certification and Flag by the South Carolina Marina Association on Saturday, June 11th.Click Here To Open A Chart View Window, Zoomed To the Location of Myrtle Beach Yacht Club
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New Idea for “Anchoring Permits” Proposed in Regards to the Sarasota, Florida Pilot Mooring Field Project
Captain Ken DeLacy is a fellow live-aboard cruiser who has been working very had for several years in concert with other Sarasota boaters to bring about sensible mooring field/anchorage regulations which both preserve the rights of cruisers to anchor, yet address the problem of derelicts and “live aboard hulks.” In our collective opinion, his idea, outlined below, for Sarasota “Anchoring Permits” goes a long way towards solving these twin concerns. In a nutshell, as you will read, there is no time limit set for anchoring in Sarasota waters, as long as the vessel in question can pass a simple USCG Safety Inspection. This one simple act, will quickly cut out the derelicts and “live aboard hulks.”
We believe this is an idea WELL WORTHY OF CAREFUL CONSIDERATION!Cruising News:
Being a resident in Sarasota, one of the Pilot Program sites, and a concerned cruiser I made the drive down to Key Largo last Tuesday to attend the Public Workshop meeting. While I noticed about 40 cruisers in attendence only about 5 spoke. I did pitch the idea of Anchroing Permits as an alternitive to buffer zones and time limits to sort of test the waters. Some positive feed back was received by 2 cruisers, 1 condo resident who previously spoke supporting more mooring fields, and the FWC. We are looking for further thoughts on the idea and so I thought I’d paste it below.
Thanks for any input and a special thank you to Claiborne and this network.
Ken DeLacySarasota Anchoring Permit – draft 2
The City of Sarasota will issue 90 day and Annual anchoring permits to all vessel owners who meet the following requirements. (90 day for cruisers and Annual Permits for cruisers/locals)
1. a. Vessel shall obtain a USCG Aux. Vessel Safety Check (VSC) and receive either a “Yes” or “N/A” in order to receive the VSC decal. (Inspects Marine Sanitation Device, life jackets, fire extinguishers, navigation lights, etc.)
b. Vessel shall also be required to receive a “Yes” for Items I – VI under “Recommended and Discussion Items” of the VSC. (Inspects anchors and line, bilge pump, marine radio, 1st aide kit, etc.)
c. Vessel shall be required to navigate under it’s own power to a USCG facility, or other location which still demonstrates vessel’s ability to navigate, for VSC inspection. (USCG Aux. has assured willingness and ability to perform inspections at their dock at Centennial Park. They are volunteers – no cost to City.)
d. Vessel shall display an up to date decal at all times. (Issued by USCG Aux. upon a passing inspection)
2. All anchoring permit holders will be required to use pump-out services. (The VSC will require a functioning Marine Sanitation Device. The City pump-out boat which is currently servicing anchored vessels will report non compliant vessels to Marine Police.)
3. Annual anchoring permit holders will be required to have a licensed diver inspect their anchoring system once their boat is anchored. The permit holder will be responsible for all these associated costs, and the diver must check off the following requirements. (Keeps costs away from City and placed upon the Anchoring Permit holder.)
a. Vessel in location not adversely effecting seagrass, navigation, or another anchored vessel.
b. Appropriate type and size line / chain used with no obvious defects.
c. Appropriate amount of scope deployed.
d. Anti chafe gear in place and in good condition.
e. (1). Two anchor system set approx. 180 degrees apart. (2). Three anchor system set approx. 120 degrees part. (3). Four anchor system set approx. 90 degrees apart. (4). One anchor system not permitted.
4. Applicant responsible for presenting VSC and Diver Inspection to Marine Police in order to receive the Anchoring Permit. Failure to do so within 30 days of arrival may result in violation of City Ordinance 07-4711(x)(x)(x).Shouldn’t short-term anchoring be permitted for at least a week without requiring a permit? Or will adequate moorings be available for rent? Last I heard, work had been stopped on expanding the very small mooring field.
Will WhiteThe mistake I see in all of this is buying into their argument that a problem exists. The Sarasota proposal does that on steroids.
bosunjWhat isn’t clear is what does this mean to someone who might want to anchor for a week. To go through all this rigamarole and expense for a short stay is a non-starter for us. The rules for clearing in and out of Cuba are simpler.
ChrisThis could be the way to go as it will help with the derelict vessel problem but needs a little tweaking. the diver inspection would be a problem because if no diver corps have the right permitting they just will not offer the services which will make all the rest obsolete. there should be no third party involved but city and state otherwise there will be price gouging and corruption and we have all had enough of that
Dave C.Terrible idea! You might as well just outlaw anchoring. Why should those who wish to anchor have to submit to this sort of drastic limit on their freedom? I for one consider having to fill out forms and taking tests to be totally against the spirit, and for that matter, established law of anchoring. It would absolutely guarantee I won’t visit Sarasota by water. I wouldn’t want to waste the time and money. This is a very slippery slope. Once one town gets a law like this on the books, the others with mooring fields will institute similar laws, but with different requirements. Before long we will have to register and submit forms, and of course pay fees to administer and enforce all this, to anchor anywhere. Other problems: a USCG auxiliary inspection requires equipment above what is required by law’“unenforceable, and I suspect someone could have the ticket thrown out of court for this reason. Many of us don’t use holding tanks and don’t require pumpouts’“I have a composting system. Having a licensed diver inspect your anchor = $$. Having someone else determine how I should be anchored is something I will not submit to. I have anchored thousands of times and I know how to anchor. This is obviously just a way to make it so much hassle that it will drive the anchorers away.
John KettlewellYou HAVE to be kidding! We just spent 10 days anchored off Island Park in Sarasota. The bum boats are mostly gone already, lots of anchoring room, police towed two remaining abandoned boats away while we were there. We really enjoyed our stay, spent lots of money in their stores downtown, restaurants, etc. If this `anchoring permit’ idea goes into effect we will NEVER again stop in Sarasota!!!
I would not be willing to waste my time going into an inspection station even though my vessel meets all of the requirements just so I could anchor for a short time in Sarasota. This `anchor permit’ will deter all cruisers who just want to spend a few days enjoying Sarasota from ever stopping there again. BAD idea, might as well just ban all anchoring in Sarasota waters. I would rather deal with a time limit (even a short one) than to submit to all this bureaucratic nonsense!!
Larry ShermanCruisers who want to anchor for less than 90 days don’t and shouldn’t need a permit to limit their freedom to do so.
Non-cruisers, local residents or NOT, who want to STORE their boats at anchor for more than 90 days should be subject to oversight to protect the other cruisers using adjacent waterways from becoming victims of their neglect. An anchoring permit is a reasonable solution if you cannot STORE your boat on land.
If the permit is a device to get derilect boats removed from sight, it will fail because you can comply with all the requirements of the permit and still have an unsightly boat.
David BurnhamNot sure why a two anchor system is preferred over a single good anchor. Two anchors will lead to different swing patterns and will not increase holding as the weakest link in the chain is still the worst anchor. For the transient cruiser it is a major hassle to deal with the `multi’ anchor folks.
Stop increasing regulations and start enforcing the existing rules. Most derelicts do not have current registration or sanitation devices. Enough to violate existing regulations.
S/V EndeavorI personally think USCG Aux. Vessel Safety Checks are a great idea, and we do one every year as a routine, ongoing safety program. I can support that idea in principle, and I ass/u/me it would also include the equivalent check from the US Power Squadron. One issues is that the stickers are based on a calendar year and expire in December. There needs to be a grace period recognizing that the program is an annual calendar-based program.
I also agree with the idea that there needs to be a short term exclusion. It *is not* reasonable to require a permit for short stays; perhaps less than 14 days.
One poster does raise an interesting point. What happens if one anchors in violation of a permit? Penalty? Fine? I wonder if a permit violation based on requirements that exceed state law and CG regulations would be enforceable? That criteria would just waste everyone’s time and energy, generate enormous dissatisfaction and resentment, and seems like it would be contrary to the spirit test.
Finally, I agree that any ordinance needs to have a clearly defined statement of purpose and objective. If Sarasota’s is about derelict boats and derelict boats are not a problem, then there should be no ordinance.
Jim Healy, aboard Sanctuary
Monk 36 hull 132Not sure why a two anchor system is preferred over a single good anchor. Two anchors will lead to different swing patterns and will not increase holding as the weakest link in the chain is still the worst anchor. For the transient cruiser it is a major hassle to deal with the `multi’ anchor folks.
Stop increasing regulations and start enforcing the existing rules. Most derelicts do not have current registration or sanitation devices. Enough to violate existing regulations.
S/V EndeavorI too do not agree with over regulation. Particulerly when one of the city of Sarasotas complaints is the cost of enforcing current laws. However Ken’s proposal is much more cruiser frindly then plans that state no longer then 72 hours on anchor in city waters. That require the use of the proposed Marina Jacks managed mooring field after 72 hours. The city has been chosen as a state pilot program site. There will be regulations put in place. I would perfer the people pushing the mooring field not write them. To add to all of this the city claims that after there last mooring field failure. They are to invested to permenently abandon the plan. At the same time they will not rent showers, laundry facilitys, WiFi, or parking passes to cruisers or resident boat owners. Opening these services to boaters (not on Marina Jack’s docks) who can prove they have a safe navigable vessel. Could recover there loss with out adding to there debt. Aswell as bringing in more of the cruisers who would pay for those on shore luxuries. On the anchoring topic I do not care how you anchor. Just dont hit me and dont swing in that horried 200 ft 1 anchor ark. However when you pull up a ball of lovely Sarasota bay muck. Dont cry when you hit the beach or worse yet me.
Bryan Makepeace
S/V AlbatrossBe the first to comment!
Interesting Article on Ocracoke, NC (off the AICW, on Pamlico Sound)
What a great report from Captains Greg and Susan concerning one of the North Carolina’s most popular ports of call. Note that this cruising duo note the same shoaling in the Big Foot Slough Channel, on which we reported last week, but they also reflect a later report of dredging here. Follow the link provided below to check out this earlier article.
Even if you don’t plan on visiting Ocracoke this summer, Greg and Susan’s account of the “movie” in Ocracoke, plus the offshore research trip, is well worth a read!Allegria is spending and extended weekend at the USNPS docks in Ocracoke, NC. This idyllic village on the outer banks is the perfect place to enjoythe summer’s heat with a cooling breeze. The docks were only half full and we got a great spot along with enough power to be comforable with our A/C. Since we are over 62 years old we can use our Golden Passports here to get a 50% discount on the dockage, quite a bargain. The channel entering the Silver Lake anchorage was extremely shoaled with barely 6′ on the green side and seabirds walking around on the red side. Fortunately, there is an USACOE dredge working there right now.
Last night in Ocracoke, there was a feature movie played right behind our boat on a big inflatable screen, of a Disney from 2009 entitled Oceans. It had some of the most spectacular wildlife footage I have ever seen. One scene in Alaska had a pod of grey whales herding bait fish into a ball using air bubbles. Then a dozen full grown grey whale exploded to the surface en-mass from deep down. The slow motion showed their mouths, which sieve out the fish from the water, bloated and distended with their catch as they fell back. Truly do not miss this film, it is unlike anything else I have ever seen. See some clips at http://www.imdb.com/title/tt0765128/
There is an 85′ NOAA research vessel in residence which is working on a project to locate and photograph wrecks that are offshore from the Battle of the Atlantic, the extended battle between U boats and merchant and US Navy ships that resulted in dozen of sinkings in the early part of WWII. They have a sophisticated free ranging, self propelled side scan sonar device that they release to run track lines along the bottom. When retrieved, the data can be downloaded and reviewed. This is much easier than towing the device behind a ship and running track lines. The National Geographic has a film crew documenting the project so look for a future piece on TV and in print. This is related to the Marine Sanctuary program of NOAA surrounding the Monitor archeological site just offshore.
Greg and Susan Han
USCG 100GT Master, Near Coastal
Key Biscayne, FL
Allegria — Krogen Whaleback #16Be the first to comment!
Elizabeth City Gets Better and Better, Dismal Swamp Route, Statute Mile 50.5
Elizabeth City has major improvements for boaters since our last stop a few years ago, thanks to former mayor Atkinson who now owns a trawler. Enjoy Saturday morning farmer’s market at mariner wharf May – October. Farm Fresh market, a great new grocery store, picks boaters up at the wharf with a phone call. We enjoyed First Friday gallery walk and new art center downtown. The new library and Albermarle museum exhibits are terrific. We highly recommend Elizabeth City to anyone cruising the area.
Capt. Wendy Young aboard “Blue Crab” 32′ Island Gypsy, Punta Gorda FLClick Here To Open A Chart View Window, Zoomed To the Location of the Elizabeth City Waterfront
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Lyme Disease May Be a Danger to Cruising Pets in the Bahamas
Cruising News:
While cruising the Staniel and Sampons Cays in Dec. Our dog Andale came down with Lyme disease. We heard reports at Long Is. and Gearge Town and later were told by June the weather lady her friend’s dog died. Well we turned and got back to the states and dog in for test. Never did we find a tick, I checked paws and pads, ears and belly. She swims daily,but on the beach she got into some briar patch that drew blood. Maybe that is the link, I just don’t know. Test confirmed Lyme and medications saved her. I suggest having the meds on board and watch for signs. Good Luck and beware for your pets sake.
Kat LucheneBe the first to comment!
Reports on AICW/Jekyll Creek Problem Stretch (Statute Mile 683)
The AICW/Jekyll Creek Problem Stretch has had shoaling for some time now with reports of depths below 5ft at low tide. Mid to high tide passage is recommended.
I followed my usual path thru Jekyll but found less water than on previous trips with as little as 5′ mlw in spots. Either I messed up on that run or shoaling got worst over winter. I’ll keep playing the tides’¦
Captain PascalWe traveled this stretch on 4/27/11 at 1 hr.before low tide mid channel and saw no less then 7′. Follow the range markers listed as RW on the charts around the curve past Jekyl Wharf Marina.
Capts.Steve & Di KochMay 2011: came thru northbound and 7′ MLW was the lowest reading i found mostly near G19 and along the range. I passed about 150′ off G19 then turned right on the range. Stayed on the range till past R16 (passed about 75′ away).
No depth issue between the bridge and the wharf. You just have to take it slow and found the best water as the `channel’ is very shallow. On a previous run in April, I did find some 5′ spots around G19 not far from where i passed on this trip.
Pascal aboard MY Charmer, 70′ 6+ draftMay 28, 2011. Northbound on a 50′ trawler with 5 foot draft. Passed marker 20A at 4:56 pm. Passed marker 10 at 5:19 pm
20A depth 14.1 feet
20 depth 13.3
19 depth 13.4
17 depth 13.7
16 depth 14.1
13 depth 14.5
11 depth 17.6
10 depth 22.3
I hope this is useful.
Darrel Peters Aboard `Present Moment’
Click Here To View the Cruisers’ Net’s “AICW Problem Stretches” Listing For Jekyll CreekClick Here To Open A Chart View Window, Zoomed To This AICW Problem StretchBe the first to comment!
Important – Definitive Info on Little Mud River, Georgia AICW Problem Stretch (near Statute Mile 655)
It is almost universally acknowledged that the Little Mud River section of the AICW, some 21 statute miles north of Brunswick, Georgia, is the single worst stretch of the “ditch” between Norfolk, VA and Miami, Florida. Well, Captains Chuck and Susan’s observations below certainly tend to bear out that theory.
As you may recall from other recent postings here on the Net, Captain Chuck Baier and Captain Susan Landry are the former general manager and editor, respectively, of Waterway Guide. They are now cruising south on the AICW on their way to a new home in Fort Myers, Florida. Chuck and Susan are being kind enough to forward very detailed reports to the Cruisers’ Net about concerns they encounter, particularly AICW Problem Stretches.
With this dynamic duo’s vast cruising experience, we can take their observations below as gospel. And, as you will see, just give up on the idea of traversing Little Mud River at anything but high tide.Claiborne,
We transited the Little Mud River on Tuesday 5/17/2011 and we thought your readers would be interested in what we found. I hope they also appreciate us transiting all of the problem areas on the ICW at or near low tide so we could get accurate depth readings. We transited the Little Mud at 2 hours before low 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. We will send more as we find it.
Chuck and SusanWe have transited this area with our Tayana 37, `Dream Seeker’, twice and had no problems. Of course it was at 1/2 tide rising through 1/2 tide falling. With the tidal range in GA you can carry 6′ but you have to know your onions as they say.
Kevin McPaddenWe transited the Little Mud River on May 4, 2011 about 1/2 hour before low, northbound. The mud banks extending into the river were visible on both sides. While we didn’t risk going aground to sound each marker, we stayed in the middle between the visable mud sides. We draw four feet and were obviously dragging through the mud a couple of times based on how the steering responded. Otherwise we saw no less than 4.5 feet and generally 5 feet plus on the sounder.
Again, this was in mid-visible water, not necessasarily mid channel, although our course always honored the daymarks. The depths reported by the sounder might not have been accurate because of the soupy mud bottom.
Bob McLeran and Judy YoungI really appreciate all the info on the ICW. I will be making the trip to Tampa next week from Washington DC. Thanks again.
Safe Seas,
Captain Lisa AlexanderClick Here To View the Cruisers’ Net’s “AICW Problem Stretches” Listing For Little Mud RiverClick Here To Open A Chart View Window, Zoomed To This AICW Problem StretchBe the first to comment!
Channel Key Pass (Fl. Keys ICW through Channel Key Banks) – Navigational Conundrum Resolved
Captain Charmaine’s article below is a follow-up to her earlier story here on the Cruisers’ Net, entitled, “Channel Key Pass ‘“ Navigational Conundrum (Florida Keys Inside Route, Statute Mile 1179.5).” If you have not yet red this article, please do so by following this link (http://www.CrusiersNet.net/channel-key-pass-navigational-conundrum-florida-keys-inside-route-statute-mile-1179-5) BEFORE delving into Charmaine’s story below. This account will be far more meaningful once the background has passed before your eyes.
May 18, 2011
Channel Key Pass (ICW through Channel Key Banks) – Navigational Conundrum Resolved
N 24 48.768 W 80 54.708 (Green #5 & #7 and Red #8)
by Charmaine Smith LaddThe navigational conundrum posed in my article of May 11th has been resolved. Love when that happens! LOL
To quickly refresh your memory, see the illustration below. This is in the waters of Florida Bay, which average 7-9 feet. While traversing the Bay between Channel Five and the Seven Mile Bridge, we aboard September Sea came across what seemed to be an unusual navigational aid configuration along the ICW at Channel Key Pass:
Channel Key Pass (ICW through Channel Key Banks) N 24 48.768 W 80 54.708 (Green markers #5 & #7 and Red marker #8)
It seemed as per the chart, going outside Red marker #8 would keep my 5’8 draft in consistently deeper water and away from the shoals. I wondered why the marked channel was so narrow, seemed to come so very close to the southern shoal of Channel Key Bank, and was in a slight “S” configuration. That’s a lot more to think about than merely opting to go outside Red Marker #8 and be in what the chart shows as 7 ft. waters. Then I thought about the possibility of navigating this area at night or in foul weather! I had to know more about this area before either of those scenarios ever became a reality. Therefore, being daytime, I decided to follow the marked channel. With good daylight it was easier to see the shoals. Yet still, when passing through the marked channel, my keel was in only inches of water. That’s when I began to doubt whether I had made the correct decision.
Since that time, I have researched to view satellite images of the area (seen side-by-side below). The images show distinctly lighter colored areas outside Red marker #8. This is an obvious indication of inconsistent depths. The black and white image on the left reflects a yellow ring I have drawn around the questionable depth area. The Google Earth image on the right, being in color, does not show that contrast as clearly. The yellow pins I’ve drawn flank the northern and southern boundaries of Channel Key Pass per NOAA charts. It is apparent the yellow ringed area lies within those boundaries.
Satellite Image Comparisons of Channel Key Pass
In the future, I will take the marked channel through Channel Key Banks. It is my belief that while navigating the “S” curve, I allowed the stern to swing a bit off the centerline. This would explain why my depth sounder went off and showed only inches of water. I was a bit too close to the shoal of Green Marker #7. When navigating this Pass, be sure to stay in the center of the passage. It is quite narrow and confusing, but it is totally accurate. The chart does show that a bit of shoal overlaps the Pass. Stay a bit more north when passing Green Marker #7 and you’ll be just fine.
Most boats in Florida Bay do not have the worries about depth as we who draw 5’8 or more. The other sailboat observed that day which decided to pass to the North of the marked Channel (outside of Red Marker #8) was more than likely as confused as we were. His choice was probably decided as per the chart showing enough depth within that course. His thinking was to not risk any dealings to the shoal off Green Marker #7. But now that I have seen the satellite images, it is clear that is not the safest course to take. The satellite images also reveal the logic behind the configuration of the Channel Key Pass markers.
My next trip there will include going out in the dinghy and taking some depth soundings of the yellow ringed area with a handheld sonar. Even though the satellite images indicate some shoaling there (enough at this point to avoid the area with my 5’8 draft); this writer’s curious nature would love to know what truly lies beneath!
The NOAA satellite image used here was obtained from a fellow cruiser who has a program on his chartplotter which allows him to overlay such images. Google Earth images were easily obtained by downloading the resources directly from Google Earth. However, the side-by-side comparison shows that the contrast images on Google Earth are not always clear enough to be used for detecting navigational hazards at sea. It is evident that in this case, the NOAA satellite image most clearly reveals the answer to what once was the Channel Key Pass navigational conundrum.
Cruisers helping Cruisers = Conundrum Resolved!
Charmaine Smith Ladd
SSECN Special Correspondent, Florida Keys
“Bringing you the low down from down low!”
www.SeptemberSea.comBe the first to comment!
Important – Boat/US Releases Revised Summary of Florida Anchoring Rights!!!!
Our good friends at Boat/US have asked the Salty Southeast Cruisers’ Net to help get the word out that they have just released an updated statement of Florida Anchoring Right, which are specifically designed for the use of cruisers, while they are underway. Boat/US has rendered the Cruising Community a GREAT service by formulating this document. May we humbly suggest that one and all make as much use of it as possible!
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Incorrect Charted Height at Broadway Bridge, Daytona Beach, Statute Mile 830.5, 5/13/11
Cruisers’ Net Bridge Directory has this bridge listed as 62ft and care needs to be taken at high tide as Almost Heaven relates below. The Broadway Bridge (E International Speedway Blvd) crosses the ICW at Statute Mile 830.5, south-southeast of unlighted daybeacons #33 and #34.
This Bridge is 62′! on a high tide we would not clear this bridge.(63.5 + Antennas) The Markers on the bridge clearly showed 63′ with the tide down 1 foot. Please consider the tide range when passing under the Broadway Bridge. The chart is INCORRECT as it shows 65′.
Almost HeavenThis bridge needs a proper clearance board. ie: measurement. I crept under this spring with the board reading 63. My antenna usually hits at a 64 reading. Antenna did not hit.
Skipper Paul EckenrothOur mast height is also 63.5′ + antennas, we passed under this bridge @ 8pm Sunday May 13th, 2012. The Bridge clearance guage showed 62′ but as we had previously cleared this bridge in the fall we gave it a very slow go weaving between the nav light. As far as we could tell not even our antenna touched (unlinke many other bridges on the AICW) which means there is at least 66+’ in the middle of the span.
Andrew
Click Here To Open A Chart View Window, Zoomed To A “Navigation Alert” Position at Broadway BridgeComments from Cruisers (1)
- Reply to Dave
The clearance boards indicate MINIMUM height. Run down the middle of the span and you add at least 1 1/2 feet. We confirmed this on October 11, 2013. After waiting seven hours to pass under using the range board, going under the center our ant. did not even touch.
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Channel Key Pass – Navigational Conundrum (Florida Keys Inside Route, Statute Mile 1179.5)
Another GREAT article by our very special Florida Keys correspondent, Captain Charmaine Smith Ladd. And, in this missive, Captain Charmaine is asking for input from fellow Florida Keys Cruisers. Please read on, and if you have any knowledge of the channel across Channel Key Pass, please click the “Comment on This Posting/Marina/Anchorage/Bridge” link below, and share your information.
May 11, 2011
Channel Key Pass (ICW through Channel Key Banks) – Navigational Conundrum
N 24 48.768 W 80 54.708 (Green #5 & #7 and Red #8)
by Charmaine Smith LaddThe weather in the Keys has been in the high 80s. Not a bad thing when there is wind to blow off the waters and keep one comfortable while aboard. A few weeks ago, looking at the extended forecast it became apparent the wind would be saying goodbye for a while. That’s the time when flags which otherwise fly proudly become as limp as last week’s wilted flowers. Hardly a breath of wind to lift anything. Marinas and Harbors can get quite stifling during such times, unless one has the option and decides to run air conditioning.
September Sea has that option. But instead of closing the boat up and turning on the central air, we find it much more adventurous to leave the confines of marinas and Harbors and head offshore in search of cooler days and nights. Most probably wouldn’t think it…but it’s a great time to take off for adventure even when the seas are calm and the breeze is gone.
---- Calm Seas and No Breeze (just outside Boot Key Harbor in Atlantic)
Florida Bay was our choice this time, as it would be calmer waters for anchoring in the event any weather happened to surface. Gorgeous waters say hello to coolness! There seems to always be air out here in the Bay, even if it means going five to ten or more miles offshore. It is worth it. Not only for cooling off, but how one can cool off is what is so wonderful about getting away: the farther one goes the more one gains with total privacy, solitude, and no irritations. LOL
We’ve been out and about for over three weeks and loving it. When we departed Boot Key Harbor (Marathon), we took the Atlantic side and sailed on the last day of wind before the calm…and it was a glorious sail. There’s nothing quite like the sound of movement along the water and not spending a dime on fuel. It’s as Green as it gets! At Channel Five we crossed over into Florida Bay. Glorious backwater areas!
We recently had to pick up some supplies so we headed back towards Marathon. We normally don’t take the Bayside route as we draw 5’8. The waters of Florida Bay average 7-9 feet, mostly 7-8 this far inshore, whereas traversing the Atlantic one doesn’t have to constantly watch the depth sounder. But we decided to do it, as it was new territory for us between Channel Five and Seven Mile Bridge, via the Bay. When charting our course, we came across an unusual navigational aid configuration along the ICW at Channel Key Pass:
Channel Key Pass (ICW through Channel Key Banks) N 24 48.768 W 80 54.708 (Green markers #5 & #7 and Red marker #8)
Look at the included chartlet as if your boat draws 5’8. All depths on the chart are optimal, as the tide does not fluctuate feet but only inches in Florida Bay. How would you have plotted your course in this scenario? I’d like to get some of your comments as this is an ICW Route and many of you have probably been here. I’m sure there are other areas along the ICW that are just as confusing. But this one really makes little sense to me.
What do you make of it and how would you have handled it? You can see my track (in black) through the Pass (channel markers) but after doing so and finding my keel within a very few inches of touching bottom; in hindsight perhaps I should have gone with my first inclination: going outside the red marker and navigating the 7 ft. waters to its starboard. But then again, imagine making this choice at night. That would be scary to come up to two lit channel markers and decide to go around them instead of between them!
This just goes to show how one must be alert at all times. Even after plotting my course, I had no idea what those markers would actually look like when approached. The view from the water actually looked more confusing than the chart… as the chart is correct and the markers are exactly where indicated. The markers are not directly across from each other but create more of an “S” curve as you pass through. Navigating the “S” curve brought September Sea precariously close to the shoal on port (Green #7). Perhaps I should have gone outside Red #8, as the chart shows the water consistently deeper there. I did watch a sailboat do just that about an hour later, long after we had passed through.
There must be some history of these channel markers. Perhaps it was for fishing boats to easily navigate between the two shoals. But if that were the case, then why such a narrow opening and “S” curve rather than moving the red marker closer to the northernmost shoal and creating a much wider and easier to navigate passage? Anyone out there have an idea of why this is set up in such a confusing manner? This writer would love to read what you think.
In the meantime, we aboard September Sea will be cool and comfy offshore. Of course I had to time this article while in internet range, so at this moment we are much much closer to shore than we prefer (well, I did need to get those supplies too, so it’s all good). It is so different near shore…very, very warm day! As soon as I click “Send” we’ll weigh anchor and be underway offshore again. Coolness, here we come!
Charmaine Smith Ladd
SSECN Special Correspondent, Florida Keys
“Bringing you the low down from down low!”
http://www.SeptemberSea.comWe have been through Channel Key Pass a number of times, most recently about a week ago. I agree that the position of the marks looks pretty strange, but we always follow them, and we have not seen anything less than about 6.5 feet.
Unless I have specific knowledge I always follow the marks rather than the chart or the purple line. The soundings were taken many years ago and rarely get updated. The marks may have been moved since the chart was created.
Our boat needs somewhere between 5.2 and 5.4 feet to avoid fraternizing with the bottom, depending on how much water, fuel, and beer are on board. We made it from Marathon to Miami and back within the last few weeks. Channel Key Pass was one of the easy places for us. The skinniest water was found in two places. The worst was near Isla Morada, between marks 80 and 86. We could not find anything more than about 5.6 feet, even though the tide was up and the wind was light. The other place was at mark 50, just north of Grouper Creek. We were not much more than a boat length from the red mark when the alarm suddenly went off. A quick jog even closer to the mark quickly restored about 9 feet of water. We have been through there before without incident. I don’t know if there is shoaling or if we were simply a few feet closer to the existing shallows.
Gene Fuller
Punta Gorda
Yorkshire Rose, Catalina 42Comments from Cruisers (3)
- Reply to George
I came through there in August 1992, 2 days after Andrew had swept through Everglade City and pounded me on Marco Island. That leg of my journey, I traveled from Marco Island headed for “someplace” in the keys. As I approached this challenging bit of navigation on the chart, I decided to lower my sails and approach it under power for greater control. Our big difference is that my 25′ Capri only had a 4 foot draft. I must admit, I was so intent upon avoiding the reef (with concern about possible unexpected current shifts), I don’t recall ever checking the depth. After I emerged and approached the Channel 5 Bridge, a coin toss decided whether to head to Key Largo or to Key West. Key West won, but I actually lived at Faro Blanco in Marathon for one year. Considering the damage a reef can do to your boat and vice versus, I would always recommend taking it slow and staying within the markers as close to the middle as possible.
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We thought our crews brought in a large tire from the Intracoastal Waterway spoil island near the St. Lucie Inlet, but we will have to relinquish the award to you!
Gail Byrd