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A 1000 mb low at 36N 72W is moving NE at 25 knots with winds up to 45 knots and 5-meter seas. Within the next 30 hours the storm center will intensify significantly, with central pressure dropping to 966 mb. Winds will reach 55 to 70 knots with seas building 8 to 13 meters (approx. 26 to 43 feet) within 180 nm south of the low center. You’re currently a free subscriber to Fred Pickhardt’s Substack. |
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There is a risk for severe weather across the Southeast through Sunday due to severe thunderstorms with potentially damaging gusty winds and a few possible tornadoes, particularly across northern Florida and Georgia, including the adjacent coastal waters. There is a 5 to 15% risk for wind gusts in thunderstorms to exceed 50 knots producing Hazardous sea conditions over the coastal waters of parts of Florida and Georgia. You’re currently a free subscriber to Fred Pickhardt’s Substack. For the full experience, upgrade your subscription. © 2026 Fred Pickhardt |
There is always plenty to do around Charlotte Harbor. While berthed at Fishermen’s Village Marina, A CRUISERS NET SPONSOR, you are certain to enjoy visiting Western Florida’s beautiful Charlotte Harbor/Peace River.
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When all else fails, try journalism. Carrying a Tug and Towing a Barge, Ship Grounds at Caribbean Cruiser Harbor (Videos)Engine Problems En Route From Louisiana to Puerto Plata in the D.R.Spanish chatter over the VHF was the first sign. Shortly after dawn a ship with a barge in tow was headed toward Luperon Bay’s tricky entrance. Although witnesses didn’t know it yet, the ENE Vision was experiencing engine problems, and her captain was seeking help from harbor authorities. Indeed, the barge she was towing was disconnected and maneuvered into the harbor by local boats, which benefitted from calm conditions. Despite assistance from officers of the local Navy base, the mothership ended up anchored on short scope and grounded on a reef on an ebbing tide. Rising wind and waves throughout the day pushed ENE Vision right up against the craggy shoreline. Luperon is a cynched purse of an anchorage, with reefs on either side of the entrance. Plenty of boats have gone a ground hereabouts over the years, but this one may well be the biggest to have ever done so. Drawing about 12 feet, ENE Vision was never a candidate to enter the bay itself, which will only accept up to 10 feet of draft on a high tide. ENE Vision’s skipper may have hoped to drop a hook just outside the narrow entrance to the bay—call it the outer harbor—a stone’s throw from where Columbus caught up with the Pinta during voyage No. 1. Captain Martin Pinzon had anchored her there in January 1493 after his unauthorized expedition to the Turks & Caicos seeking gold. From Damien Christie of SV Suzie ManuelaSomebody Else Should Take Credit for This VideoAccording to witnesses, two tugboats arrived and tried to tow ENE Vision into deeper water, but that didn’t work; the ropes broke. A RoRo vessel also arrived to help, but it’s not clear what went on with that. ENE Vision was still on the rocks at the end of the day yesterday. At first, it was thought that the 190-foot multi-purpose support vessel was the HOS Crossfire because apparently the MarineTraffic AIS website hadn’t gotten the memo. According to a spokesman, Hornbeck Offshore Services of Louisiana had sold Crossfire “years ago,” despite her AIS ping having been identified as belonging to Crossfire. She was now registered in the Dominican Republic as ENE Vision and is displayed as such by MarineTraffic, but only when one digs deeper into the vessel’s information and photo gallery, for example: The current owner has not been confirmed but the “ENE” in ENE Vision might hold a clue. It’s customary for three-initials in the front of a name to stand for the corporate owner, as, for example, the “HOS” in HOS Crossfire stood for Hornbeck Offshore Services. It happens that ENE Shipping and Trade in the Turks & Caicos owns vessels, though no mention of ENE Vision itself could be found on its website. ENE Shipping is a subsidiary of Olympic Group, possibly the biggest builder in the Turks & Caicos. Most construction material used in that desert island nation, all the cement and blocks, comes from the D.R. by ship. ENE Shipping did not reply to an email. LOOSE CANNON covers hard news, technical issues and nautical history. Every so often he tries to be funny. Subscribe for free to support the work. If you’ve been reading for a while—and you like it—consider upgrading to paid. LOOSE CANNON HAS A SINGLE SPONSOR, A BOUTIQUE TEQUILA COMPANY. GET A GOOD DEAL ON BELLAGAVE, AND YOU WILL BE SUPPORTING US TOO. Use promo code LCFREESHIP for free shipping (which saves you $19.95). Click below. You’re currently a free subscriber to LOOSE CANNON. For the full experience, upgrade your subscription. |
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A strong storm system is making its way across the South and East, bringing a threat of severe weather and localized flooding through Monday morning. For Saturday and Sunday, February 14-15th, the Storm Prediction Center indicates a 5-15% risk of severe thunderstorms capable of producing wind gusts of 50 knots or higher for the adjacent marine areas of the Gulf and portions of the coastal waters of Georgia and northern Florida.
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Severe weather is expected to impact the Southern U.S. from Saturday, February 14 (Valentine’s Day) into early Sunday morning. A potent storm system moving from the Southern Plains toward the Mississippi Valley will trigger multiple hazards across the region. There will be at least a 15% probability of damaging thunderstorm winds or wind gusts of 50 knots or higher in the coastal waters of northeastern Texas to the coast of central Louisiana. |
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The City of Gulfport and Gulfport Municipal Marina, A CRUISERS NET SPONSOR, always have a full calendar of events for all ages. The marina and harbor, found on the northern shores of Boca Ciega Bay, are easily accessible from the Western Florida ICW, just north of Tampa Bay
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The City of Gulfport and Gulfport Municipal Marina, A CRUISERS NET SPONSOR, always has a full calendar of events for all ages. The marina and harbor, found on the northern shores of Boca Ciega Bay, are easily accessible from the Western Florida ICW, just north of Tampa Bay.
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BoatUS Foundation Receives U.S. Coast Guard Grant for Nationwide Smart Life Jacket Loaner Stations Nonprofit boating safety organization aims to enhance life jacket accessibility and awareness
SPRINGFIELD, Va. – February 9, 2026 – The BoatUS Foundation for Boating Safety and Clean Water received a grant for $375,000 through the Sport Fish Restoration and Boating Trust Fund, administered by the U.S. Coast Guard. The funding will be used to expand BoatUS Foundation’s Life Jacket Loaner Program by piloting up to 150 smart loaner life jacket stations across the nation. The pilot will test multiple station models to assess effectiveness across different community settings. “Through this grant, the BoatUS Foundation is piloting new, technology enabled station models that make it easier for families and boaters to access properly fitting life jackets” said Tiffany Gonzalez, Program Manager at BoatUS Foundation. “By increasing access, education, and preparedness we’re helping more boaters stay safe on the water.” Founded in 1997, the Life Jacket Loaner Program was created to enable more children to be in properly fitting life jackets on the water. On average, BoatUS Foundation loans 140,000 life jackets each year and has more than 600+ loaner sites currently. As part of the grant, The Life Jacket Loaner Program stations in this pilot will test various technological features to improve access to properly fitting child-sized life jackets, track usage, and deliver educational content on proper life jacket wear. Applications to be part of the pilot project will be opening in the coming weeks and loaner stations will be operational by the 2026 boating season. “This grant represents an important investment in the safety of our nation’s boaters, said Verne Gifford, Chief, U.S. Coast Guard Boating Safety Division. “We’re excited to see the positive impact this funding will have on communities and waterways across the country.” For more information on the Life Jacket Loaner Program, please visit, BoatUS.org/life-jacket- ### About BoatUS Foundation: The BoatUS Foundation for Boating Safety and Clean Water is a national leader promoting safe, clean and responsible boating. Funded primarily by donations from the more than 740,000 members of Boat Owners Association of The United States (BoatUS), the nonprofit provides innovative educational outreach directly to boaters and anglers with the aim of reducing accidents and fatalities, increasing stewardship of America’s waterways, and keeping boating safe for all. A range of safe and clean boating courses – including the nation’s only free online boating safety course – can be found at https://boatus.org.
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When all else fails, try journalism. In Favor of a Second, Lower Anchor Beacon‘Riding Light’ Raises Question of Compliance Versus Comprehension
Neil Chapman is a lifelong sailor and founder of Boatshed, a U.K. based yacht brokerage with a big difference from its U.S. counterparts. He cruises on a Supertaff, a 1976 Rebel 41 ketch. This story was reprinted with permission from his BoatshedNeil Substack. There is a moment most sailors recognise. You are anchored for the night, the boat is settled, the water calm enough to reflect points of light. You glance up from whatever you were doing, perhaps your phone, perhaps a chart or a mug of tea, and you instinctively scan the water ahead. Not the sky. The water. The space where other hulls might be, where a dinghy might be crossing, where a boat might be swinging toward you on a different radius of chain. What you are looking for, whether you consciously realise it or not, is not brightness. It is meaning. In most modern anchorages, meaning has become harder to read. A Short History of a Small LightTraditionally, anchored vessels displayed what was often called a riding light. Not at the masthead, but forward, low enough to relate visually to the hull, high enough to clear spray and deck clutter, often hung from or near the forestay. It might sit eight or ten feet above the water. It would swing gently as the vessel rode to her anchor. This was not an affectation. It was practical design shaped by human behaviour. Most close-quarters traffic occurs at eye level. Most collision risk in anchorages is short-range, slow-speed, and human-scale. The riding light sat exactly where approaching eyes were already looking. Modern yachts, by contrast, tend to rely on a single all-round white anchor light at the masthead. On a 45-foot cruising yacht, that can mean a light 50 feet in the air. Bright, efficient, compliant. Also, in many cases, disconnected from the physical reality of the boat beneath it. This shift did not happen because someone decided riding lights were bad. It happened because masthead lights were easier to standardise, easier to certify, and easier to sell. One fitting, one wire run, one rule satisfied. That does not make the outcome either good or bad by default. But it does change how anchorages work as visual systems. The Anchorage Is Not OffshoreMuch of modern navigation equipment, and many modern conventions, are optimised for offshore conditions. There, range matters. Height matters. Visibility over waves matters. A high, bright, all-round light makes sense when vessels are separated by miles and closing speeds are high. An anchorage is a different environment entirely. It is crowded, slow, irregular, and informal. People move unpredictably. Dinghies weave through larger boats. Heads turn briefly, not deliberately. Attention is fragmented. In this context, the question is not “can this vessel be seen?” It is “can this situation be read quickly?” A masthead anchor light answers the first question well. It answers the second less well. Seen from a dinghy or a cockpit, a masthead light often floats, visually unmoored from the water. Depth cues are weak. It is not always obvious where the hull lies beneath it, or how far away it is. In a field of similar lights, the scene flattens. Everything becomes a constellation rather than a map. A lower riding light, by contrast, anchors the vessel visually to the water. It gives the eye a reference point that aligns with the way people actually scan their surroundings. It does not shout, but it explains. Compliance Versus ComprehensionNone of this is an argument against regulations. The collision regulations exist for good reasons, and modern anchor lights are entirely legitimate. The problem is not legality. It is the narrowing of seamanship to compliance alone. Over time, the incentive structure has shifted. Sailors are rewarded for ticking boxes, not for being readable. If the light meets the rule, the thinking often stops there. Day shapes are not hoisted because nobody looks for them. Nobody looks for them because nobody hoists them. The system decays quietly. This is not laziness in the moral sense. It is optimisation. People optimise for effort, cost, and perceived risk. In most anchorages, the perceived risk of miscommunication is low, until it isn’t. The riding light fell out of favour not because it failed, but because it was no longer required. Tech Fills the Gap, ImperfectlyOne might argue that this is all moot. We have AIS, chartplotters, radar, anchor alarms. The boat is visible electronically, even if the light is suboptimal. In many cases, that is true. But electronics change behaviour as much as they change capability. People rely on screens, sometimes too much. They assume others are doing the same. Visual signalling becomes secondary, a backup rather than a primary language. That assumption breaks down in precisely the moments when it matters most: fatigue, distraction, unfamiliar waters, visitors in hired boats, guests at the helm, people moving slowly and casually rather than standing a formal watch. Lights and shapes were designed to work in those moments. They require no battery beyond the one already powering the boat. They require no shared protocol beyond human vision. Is This a Problem, or Just Change?This is where the conclusion becomes less clear-cut. On the one hand, it is hard to argue that modern anchorages are dramatically more dangerous than those of the past. Boats are generally better built, anchors better designed, weather information better distributed. Many incidents are avoided through technology that simply did not exist before. On the other hand, near-misses are rarely recorded. Confusion, hesitation, and last-second course changes are accepted as normal. The fact that something “usually works out” is not evidence that the system is well designed. The loss of the riding light is not catastrophic. It is incremental. It makes anchorages slightly harder to read, slightly more ambiguous, slightly more dependent on attention being perfect. That earns it neither an A nor an F. A C feels about right. Culture Matters MorePerhaps the most telling observation is not about lights at all, but about mindset. Vessels that still carry riding lights, hoist anchor balls, or otherwise signal clearly tend to be operated by people who think in terms of shared space. They see anchoring not as parking, but as participating in a system. This is not about tradition for its own sake. It is about recognising that boats communicate, whether we intend them to or not. The question is whether that communication is clear. The quiet tragedy is that as practices fade, so does the language to describe them. Many sailors today have never heard the term “riding light.” They are not rejecting the idea. They simply do not know it exists. When vocabulary disappears, so does choice. Where This Leaves UsThere is no realistic call to reinstate old rules wholesale. Nor should there be. Boats are diverse, anchorages vary, and one size rarely fits all. But there is room for better thinking. Anchor lights could be designed with anchorage contexts in mind: adjustable brightness, secondary lower references, warmer colour temperatures. Education could place more emphasis on readability rather than mere visibility. Day shapes could be treated as meaningful again, not ceremonial. Most of all, sailors could be encouraged to ask a simple question when anchoring for the night: “If someone looks up for one second, will they understand where I am?” Sometimes the masthead light is enough. Sometimes it isn’t. The riding light was one answer to that question. Not a perfect one, but a thoughtful one. Losing it without replacing the thinking behind it feels like a missed opportunity. Not a disaster. Just a quiet downgrade. LOOSE CANNON covers hard news, technical issues and nautical history. Subscribe for free to support the work. If you’ve been reading for a while—and you like it—consider upgrading to paid.
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