An interesting human interest sailing journey, even if not within the Cruisers’ Net coverage area. Diagnosed at 29 with a rare bone disorder, Oliver Widger left his job, cashed out his 401K, and bought a sailboat. He has now embarked on a round-the-world sailing voyage, and is currently in the Pacific Ocean, speaking with CNN’s Anderson Cooper during the initial part of his journey.
Cruisers Net publishes Loose Cannon articles with Captain Swanson’s permission in hopes mariners with salt water in their veins will subscribe.. $7 a month or $56 for the year and you may cancel at anytime.
The author is a certified NAMS marine surveyor and Loose Cannon friend with an office at Marblehead, Massachusetts. His uncle was a PT Boat skipper.
“Charging full tilt into combat, often against tremendous odds, the men who ride the Elco PTs are modern versions of the fearless knights of old. Their daring and initiative, teamed with the terrific speed and offensive power of their Elco bred ‘steeds,’ have wrought vast destruction against the enemy… Never in naval history have craft so midget in size proved so fabulously mighty in deed. Never have officers and crews more richly deserved the praises of a grateful nation.” —Elco Boat Company advertisement, The Rudder, August 1943
Echoing the stirring words of Sir Winston Churchill, the above ad copy illustrates the lore that shrouded motor torpedo (PT) boats. The colorful ads further claimed that these mile-a-minute giant killers were “Hell on Keels!,” which would soon bring the enemy fleets to their knees. To a nation eager for avenging heroes, the PT boat represented more than just another weapons
In the bleak months following Pearl Harbor, the general public was well aware that the U.S. Pacific fleet was antiquated as well as outnumbered. The prospect of hurling our remaining capital ships into a conventional war of attrition would have seemed suicidal.
However, during the desperate process of rebuilding, the average American could identify intimately with the vision of individual small craft roaring to counterattack. More powerful than might alone, the St. George imagery provided the assurance of righteous cause around which to muster the all-volunteer force. While the PT boat is still a popular icon of World War II, many misconceptions remain regarding the type and its development.
The motor torpedo boat was not born precipitously on the eve of hostilities, nor was its concept unique to the United States. The Elco and Higgins PTs represented a refined combination of hull design, power plant, and weapons that were all invented in the 19th century. Powerfully armed yet vulnerable to fire, mass produced yet of superior performance, the PTs embodied many design contradictions.
At left, Proposed 70-foot PT drawn for Gen. MacArthur. At right, PT-1 designed by George Crouch
That the boats could be finely tuned to meet the demands of the front lines, and still be produced at such an unprecedented rate, makes the PT program one of the greatest accomplishments of the wooden boat building industry.
Origins of the Motor Torpedo Boat
The essence of the torpedo boat concept lies in radical tactical responses to conventional naval strategy. By the time of the American Revolution, accepted naval doctrine called for sending a fleet of floating wooden fortresses either to trade fire with their enemy counterparts or to blockade its ports.
Blockade strategy was as tedious and stagnant as sieges in medieval Europe or trench warfare in World War I. Both of the latter static strategies were outmoded respectively by the invention of artillery to breach walls and armored tanks to span trenches.
The development of the torpedo boat was governed by advances in hull design, power plants, and weaponry. Robert Whitehead’s invention of the self-propelled torpedo in 1876 along with the multiple expansion steam engine led to the first modern torpedo boats. One particularly famous example was N.G. Herreshoff’s conversion of the launch Stilleto to fire a torpedo over her bow.
The body plan for the Higgins 78′ PT (Patrol-Torpedo) boat, shown at the top, displays its kinship to the sections for a William Hand powerboat (circa 1908). Hand’s early experiments in modifying Chesapeake dead-rise workboat hulls had a major, and largely unrecognized, influence on PT boat design.
The conventional mindset of the Navy gradually pushed for ever larger torpedo craft, a move which led to the development of fleet-sized ships and the destroyer. At the turn of the century, one of the most influential proponents of the torpedo boat was none other than then Assistant Secretary of the Navy Theodore Roosevelt. In answering critics who dismissed the boats as dangerous aberrations, the aggressive statesman showed remarkable insight in predicting the hit-and-run role of the PT while conceding, “They will always be as fragile as they are formidable.”
Design Development Between Wars
Motorboating in the depths of the Depression was highlighted by the designs of Gar Wood and the Gold Cup racers. It is only natural that these fire-breathing unlimiteds are often cited as the forebears of the PT boat. Despite their thrilling performance, these boats show little if any influence in the design of the torpedo boats of World War II.
As with the torpedo boat, the concept of the stepped hydroplane is an old idea. The hull is designed purely as a lifting body to reduce resistance. In fact, the whole thrust of the hydroplane is to deny its own element by skipping above the surface of the water. Thornycroft used the idea in World War I in designing its 55-foot Coastal Motor Boats. Though fast, the boats were severely limited by range, armament, and sea conditions.
While less radical, the early warped V-bottomed hulls lie at the heart of torpedo boat design. The idea is generally credited to yacht designer William H. Hand, Jr., in around 1902. His adaptations of Chesapeake deadrise hulls possessed the unique combination of high speed, comfort, low power, and good seakeeping ability. By World War I, Hand’s larger boats were reaching 35 mph and winning ocean races.
The British Admiralty took note of the designs and ordered a series of 40-foot patrol launches. Ironically, the U.S. Navy showed little continued interest in small attack craft during the 1920s and early ’30s. General Douglas MacArthur, then commander of Philippine forces, foresaw an escalating threat of invasion and proposed a program to build a squadron of 30 motor torpedo boats to defend the islands. The 70-foot all-aluminum design presented by MacArthur’s naval assistant, Lt. S.L. Huff USN (retired), followed the well-tested lines of a 45-foot Luders crash boat.
However, preliminary studies showed that the horsepower necessary to bring the boat to 40 knots would be enormous. The approved propulsion plan proposed jamming six 550-hp Hall-Scott engines into the tight engineroom. No boats were built to Huffs design.
At left, Huckins 78-foot PT designed by Lindsay Lord. At right, British 72-foot 6-inch Vosper/Thornycroft MTB.
With the support of Secretary of the Navy Admiral Pye, the U.S. initiated its own design program in December 1937. This testing produced three 25-foot half-scale boats, each powered by two 140-hp engines. The boats all varied in angle of deadrise, height of chine at bow, transom immersion, and location of the center of buoyancy. The results of this program produced valuable data on loading and trim, handling, and other requirements needed to get over the hump and onto plane.
Scott-Paine, Sutphen and Plywood Derbies
In July 1938, the Navy’s Bureau of Construction and Repair sent out invitations for a design competition. The designers only had two months to submit entries. Finalists would be awarded $1,500, and the contract winners $15,000. The competition was for two designs: a 54-foot boat that could be easily loaded onto a mother ship, and a 70-foot boat with increased range. Entrants submitted 24 designs for the smaller boat, and 13 for the larger.
Speedboat professor George Crouch was working for Henry B. Nevins, Inc. at the time, and won the competition for the 54-foot boat. Not unlike his earlier racers, the boat had a pronounced barrel back and a flat, hollowed-out underbody. The torpedoes were launched by sliding off rails over the stern, an idea borrowed from Thornycroft British 72-foot 6-inch Vosper/Thornycroft MTB in England.
Workers at the Bayonne, New Jersey, plant assemble elegant, but complex, deckhouses for the early Elco 70-foot PT boats. These aircraft-like cabins were replaced by simpler plywood houses on the Elco 80-foot boats.
PT-10, an Elco 70-footer running at speed. Note the enclosed gun turrets.
This flawed concept meant that the boat would have to be up on plane to fire its tubes, so it could accelerate and swerve out of the way of its own torpedoes. However, this meant that the torpedoes would start their run in turbulent water behind the PT, and could easily veer off course. Plagued by construction problems, lackluster performance, and the decision to scrap the small boat/mother ship concept, only four of the Crouch designs were built.
Sparkman & Stephens won the design competition for the 70-foot boat. Two prototypes, PTs 5 and 6, were to be built at Higgins Industries in New Orleans. The design was unique as probably the leanest of the PTs, with only a 5:1 length-to-beam ratio. Veteran builder Andrew Jackson Higgins predicted the hull design’s poor lift and low top speed of only 33 knots. Higgins successfully petitioned the Navy to dump the prototype by selling it to Britain, and he started from scratch on his own designs.
Amidst this proliferation of designs and prototypes, Henry Sutphen of Elco remained notably removed. The shrewd builder could see that meeting requirements for performance, armament, and seaworthiness exceeded all conventional designs and would demand more experimentation—all at the considerable expense of the competing contractors.
Workers swarm over Elect 80-foot PT boats under construction. The inverted hulls allowed the builders to “work down” on the job, saving time and effort.
An 80-foot Elco PT shown at full speed during time trials.
Instead of wading into the fray with his own set of plans, Sutphen focused on the work of a flamboyant British entrepreneur. Hubert Scott-Paine was an eccentric and a visionary who threw himself into the forefront of the transportation revolution in the 1920s.
He founded British Airways and Supermarine Aviation, whose 1934 Schneider Cup Trophy-winning float plane was to become the prototype for the Supermarine Spitfire. No less consumed by speed on the water, Scott-Paine founded the British Powerboat Company and campaigned a series of boats against Gar Wood and his supercharged Packards. In 1935, Scott-Paine designed and built 22 air-sea rescue (crash) boats of 64 feet LOA.
Officers’ quarters aboard an 80-foot Elco, spartan by most standards, plush for a PT boat.
With the renewed interest in heavily armed torpedo boats, he expanded this plan in 1938 to a design for a 70-foot boat carrying four torpedoes and powered by three 900-hp Merlin engines. Though the boat reached 44 knots on trials, Scott-Paine lost the contract to Thornycroft Vosper. The controversy surrounding the Admiralty’s decision left the designer bitter and in search of a buyer for his ideas.
The superior performance of the Scott-Paine boat was not lost on Assistant Secretary of the Navy Charles Edison. By January of 1939, virtually all of the domestic private and government proposals had proven flawed.
However desperate the Navy might have been to begin production, it did not want to appear to be selling out American boatbuilders by throwing in with the British Powerboat Company. In a clandestine meeting, Edison sought out Sutphen to act as a strawman to buy the Scott-Paine prototype and ship it back to the U.S. for trials. The boat arrived in New York two days after the outbreak of war in Europe.
Elco was granted a contract almost immediately to build two squadrons (24) of the Scott-Paine 70-footers. The boats were completed and deployed for testing in Florida in the summer of 1940. Some severe structural problems surfaced shortly after testing began. The decks had a tendency to crack at the beginning of the superstructure, and the hull-to-deck joint of one boat zipped open for over a quarter of the boat’s length. The forward underbody of the boat also proved weak and needed to be reinforced with additional frames.
At the same time, it became apparent that the British 70-foot design was overloaded by the larger U.S. 21-inch torpedoes. This prompted Elco to modify the molds of the boat by adding 7 feet to the transom for the second production run.
By the spring of 1941, a number of other prototypes had become available for testing. However, the structural defects that had been uncovered with the early Elcos only emphasized that there would be no opportunity to alter a design after it entered full-scale production. There was a proposal to run all of the new designs through a rigorous sea trial that July in Long Island Sound, with the winner being awarded the contract.
While the Navy was to test the boats for many practical details such as habitability, communications, and production standardization, it was generally understood that they intended to take fully loaded boats and kick the stuffing out of them in order to select the survivors.
The sea trials culminated with a 190-mile run around Block Island, the Fire Island Lightship, Montauk Point, and back to New London that has become known as “The Plywood Derby.” What was originally intended as a conventional endurance run became a free-for-all in 15-foot seas. The leader, an Elco 77, managed to finish in just under six hours for an average speed of over 39 mph.
Surprisingly enough, the small boat was able to hammer through the rough conditions and cross the line only minutes behind the destroyer Wilke, which had been sent out to pace the fleet at full speed. Virtually all of the leaders suffered some damage. Though they were fast, the Elcos pounded so badly that their decks buckled and cracked. Later models were fitted with large stringers on deck running alongside the house and onto the foredeck.
Higgins had fielded two entries that competed against each other. Veteran designer Graham Haddock had engineered the new PT-6 that replaced the failed S&S design. Though structurally superior to virtually all the other entries, it couldn’t keep up with the lighter Elcos.
The other Higgins boat, the 72-foot PT-70, was designed by the builder’s son. The new boat used lightweight construction with plywood topsides and deck and matched the speed of the Elco 77s. However, the plywood shattered early on in the race, forcing the boat to withdraw.
Higgins PT-6 during trials—a strong boat, but slower than the Elcos.
Higgins decided to build a larger version, using some of Haddock’s structural innovations (Haddock himself was pulled from the project and relegated to steel construction).
The Huckins entry proved to be an unexpected disappointment. The 72 PT-69 was notable for its plumb stem with deep forefoot, and a sharp entry that warped to only six degrees of deadrise at the transom. While she was able to reach a fairly good speed, the boat was reputed to have handling problems.
The Huckins boat was unique in being powered by four Packard engines rather than the customary three, a complexity that the Navy did not consider favorably. Ultimately, only two squadrons of the Huckins boats were built, and these were consigned to defending the Panama Canal.
The First Elcos in the Pacific
With their clipper bow, reverse sheer, and swept-back superstructure, the early Elco boats possessed the most flamboyant aesthetic character of all the PTs. The styling and structural details of the boats embodied the aero design concepts of the era—to the point that the first squadrons were fitted with domed plexiglass machine gun turrets. Armed only with their torpedoes and several defensive guns, the boats and their crews seemed to possess an innocence and overconfidence that would evaporate during the first bitter campaigns in the Pacific.
Elco PTs were dispatched immediately to buttress the Pacific fleet. In fact, there are accounts of men from Squadron Two who fought off Japanese planes at Pearl Harbor while their boats were still stored on shipping cradles. Squadron Three was sent to aid in the futile defense of the Philippines.
Faced with a determined and vastly superior invading force, the boats struggled on with dwindling supplies and spare parts. The early shortcomings in the PT program were due to operational and support problems rather than hull design. The small boats were not self-supporting, and so had to be deployed with mobile bases that would include engine shops, floating drydocks, and massive fuel and ammo dumps.
This interdependent network compares more closely to an airfield than it would to most naval detachments deployed at sea. The maintenance was typical for any wooden boat, and the construction actually lent itself to quick field repair and modification.
PT actions during the defense of the Philippines in the spring of 1942 and off Guadalcanal later that year proved that the boats were ideally suited for hit-and-run tactics. Teams of four boats would set out after dark on long-range patrols. Each boat ran on a single muffled engine. After contacting the enemy (often at ranges well under 400 yards), a PT would fire all torpedoes simultaneously, light up all three Packards, and throw the boat into a series of evasive maneuvers to escape.
Plagued by poor communications, only fair support, and notoriously defective torpedoes, the PT sailors would come to prize performance as their greatest defense. In fact, the boats were so hard to hit that by the end of the war, only eight PTs had been lost due to enemy fire. (By comparison, 18 boats had to be scuttled to prevent capture following grounding. Enemy aircraft were a greater threat than surface ships, for they could home in on the phosphorescence thrown off in the PTs’ wakes.)
These early clashes with the destroyers of Rear Admiral Tanaka’s Tokyo Express also demonstrated that any argument regarding the fragility of the wooden, gas-powered PTs was essentially moot. While riding into combat on top of 3,000 gallons of aviation fuel hardly inspired confidence in PT crews, they knew that the rapid-fire 5-inch cannons mounted on the Japanese destroyers would be able to track a larger diesel boat and would vaporize it just as quickly. It is for this reason that continued PT design efforts concentrated on seeing that the boats would not get hit in the first place.
Elco and Higgins—The Great Rivalry
The early experience of Squadron Three in the Philippines proved that the 77-foot Elco hull needed several major modifications. The boats were still subject to structural failure, primarily buckling at the deck and clamp, due to the severe compression loads incurred from hammering through seas with a full warload. Without stopping production, Elco reengineered the design and eventually launched the first Elco 80, PT-103, in May 1942.
The new boat had a radically different profile from her forebear. The clipper bow of the smaller boat was given up for a simpler raked, spoon stem. The plans show that the extra length was gained by adding a station at the bow. The chines were swept up to the new stem almost four feet above the waterline. The “nose job” gave the Elco 80 a finer entry with more deadrise, all in an effort to smooth the pounding of the original Scott-Paine design.
However, the deadrise from the transom to approximately three-eighths of the boat’s overall length (that portion of the hull where the underbody sections are still fully immersed when the boat is up on plane) remain precisely the same as the 77-foot Elco. This is interesting in that, while the new boat displayed wider beam at the chines and deck throughout, there was an obvious attempt toretain the speed and planing characteristics of the original.
The outboard profile of the Elco 80 is marked by a simplified, low-profile, stepped house mounted well aft. By 1945, the deck profile was cluttered with a myriad of deck guns, radar, and auxiliary equipment. Despite its similar underbody, the 80-foot boat bore none of the streamlined aesthetics of the Scott-Paine design. This purely functional aspect of the Elco 80 design is borne out of the fact that virtually every design change was the result of field experience, and demands that the PT boat fulfill a wider spectrum of roles.
The end consequence of these modifications was that, while the first operational 77′ Elcos displaced 46 tons, the last Elco 80s tipped the scales at more than 60 tons. With more than 300 boats built, more Elco 80s were produced than all other designs combined. The reason for the design’s popularity is that Elco was able to fill every contract ahead of schedule, modify the boats on a continuing basis (to the point of overloading), and still come close to original performance criteria.
The boats were liked by their crews, in no small part due to the well-laid-out accommodations as well as performance. Nevertheless, the Elco 80 retained several notable weaknesses. The new boat was not nearly so maneuverable as the Higgins, it still tended to pound, and it was several knots slower than the smaller Elco.
The insignia for PT Ron (squadron) 29. Each boat in the squadron was named after a character from Al Capp’s “L’ll Abner comic strip. The author’s uncle commanded Daisy Mae (PT-556)
The success of the boat rested in its ability to strike the best compromise. Given the distinctly unforgiving demands placed on the PT fleet, it is no surprise that the design with the fewest vices took the lead.
The Higgins design bore no resemblance to the Elco 80. Where the Elco boat gradually evolved from the original Scott-Paine design, the Higgins 78-footerwas designed in-house by Frank Higgins and Teddy Sprague. The Higgins 78-footer was the second major PT design to see operation, with close to 200 commissioned by the end of the war. As with Elco, Higgins had come out with a smaller prototype, the 72-foot PT-70.
The Higgins 78 was designed not only to answer the Navy’s request for a larger boat, but also to redress the serious structural problems of the prototype. The improved Higgins boat was planked with double-diagonal Philippine mahogany on the topsides and decks, where the earlier boat had used sheet plywood.
The internal structure of the boat was heavily reinforced, especially on the bottom. Most underbody members were tied together with bolted galvanized steel angle or plate. While the new boat was extremely strong, it was also more than 20,000 pounds overweight. Unable to make the Navy’s requirement for a top speed of no less than 39 knots on shakedown cruises in September 1942, Higgins was forced to suspend production.
By June 1943, the Higgins testing facility in Miami reported that boats with a full load were still limited to only 33 knots. Though engineers continued to develop a “crash diet,” the Higgins 78 would always be plagued by lower top speed than the Elco boats.
The Elcos and the Higgins designs had straight buttock lines aft with a deadrise of 14° under the center of gravity at the engines. This agreement on the shape of the planing hull is most likely attributable to the Navy’s 1937 tests on warped, stepless V-bottomed hulls. The Higgins underbody had sharper deadrise forward, and carried it farther aft. This striking difference of the Higgins forebody allowed it to drive through much heavier seas. It is probably this virtue (along with the failure of the first boats to reach an adequate top speed) that led the lucky sailors of Squadrons 13 and 16 to be stationed in the Aleutian Islands.
Designed late in World War II, the 70-foot Higgins Hellcat proved fast and refined but never entered services. She could run as fast as 57 mph.
At the same time, the deeper vee of the Higgins kept it from burying its lee chine forward when the boats were thrown hard over into a turn. The Higgins could turn much tighter than the Elco. As evasive tactics were the single greatest defense of the PT, it is not surprising that the Higgins crews touted their maneuverability compared to the Elco boats. Even the steering arrangements of both designs showed a different philosophy.
The Elco had three small elliptical rudders, while the Higgins used two larger, squared blades. Although the larger rudders of the Higgins were more effective in initiating a turn, the tip vortices detracted from high-speed performance and contributed to stalling.
The topsides of the Higgins 78 are conical in section and show no flare. The only understandable reason for such a lack of shape points to the prototype, PT-70. The original boat was noted for its lightweight plywood topsides and deck, which would require a conical mold.
When the 78 was built, it appears that the topsides were not redrawn to add beam at the forward deck. The result was that the Higgins was slab sided and would throw spray straight up over the foredeck and into the cockpit (which was situated well forward). This helm location was also noted for poor visibility to the sides, as it was flanked by the machine gun turrets.
The argument of maneuverability versus speed and accommodations still rages between Elco and Higgins PT veterans. I learned early on in my research that it wouldn’t be a good idea to point out design shortcomings of their own boats, or attributes of the other boats, to anyone who had fought on either PT.
Wearing wartime camo, she pierces through the darkness.
Variants and Adaptations
The role of the PT gradually evolved, requiring a boat that could cut off enemy supply lines and reinforcements. The result was that the PTs became armed more as gunboats than as pure torpedo boats. Whether modified at the factory or literally strapped on deck by the crew, every manner of mortar, rocket, bazooka or cannon was tested to increase firepower. The adaptability of the hulls and their ability to perform even after severe overloading explains why PTs saw action in every theater.
Higgins continued to refine the torpedo boat concept with its introduction of the 70-foot Hellcat later in the war. The new boat reached speeds of 57 mph, and could reverse direction in a third of the time of its predecessors. Though certainly the finest small attack craft of the war, the Hellcat was simply too small and could only act as a pure torpedo boat. The Navy decided against disrupting current production lines to put the Hellcat into service.
Elco continually modified its boats to maintain performance levels. Two fascinating innovations were the addition of the Elcoplane and Elco “slipper.” The Elcoplane consisted of a series of wedge-shaped steps that were fastened to the underbody, a modification that made
the boats’ top-end speed jump from 42 mph to 56 mph! However, this came at the price of substantial turbulence when the boat was off plane.
The slipper was a set of plywood bottom panels that extended past the transom. The panels were adjusted up and down with screws to alter trim and attitude, probably the first set of high- performance trim tabs.
Epilogue
The Navy was faced with the daunting prospect of mothballing and maintaining the PT fleet at the end of World War II. With their mission complete, most of the boats from the Mediterranean were given to the USSR under lend-lease, and the Pacific boats were gathered and torched on the beaches of Samar in the Philippines. While this seems a particularly tragic end for such charismatic craft, it only underscores that the boats were indeed expendable.
With their extravagant design and high profile, it is easy to overlook that one of the greatest assets of the wooden wonders was that they were inexpensive. For the price of one destroyer, the Navy had been able to build three full squadrons of PTs (36 boats). Given its relatively low budget, the PT boat program made a major impact and lasting impression. It serves as a symbol of the achievement made in mobilizing the labor and resources of the wooden boat building industry.
The refinement of high-performance V-bottomed hulls continued in the postwar years, with milestone designs from such names as Huckins, Rybovich, and Ray Hunt. This development chronicled the scientific approach to studying powerboat performance and loading. The details of this evolution, as well as its legacy in naval architecture, ironically have been overshadowed, though the aura of the PT boat has been enshrined in modern mythology.
To see this story as it was originally published in WoodenBoat magazine back in 1996, follow this link.
LOOSE CANNON covers hard news, technical issues and nautical history. We feature some great author’s like today’s Jonathan Klopman. Subscribe for free to support the work. If you’ve been reading for a while—and you like it—consider upgrading to paid.
Bulkley, Capt. Robert J., Jr. (Ret.). At Close Quarters. Washington, DC: U.S. Govt. Printing Office, Naval History Division, 1962.
Ferrell, Bob. The United States Mosquito Fleet. Memphis, TN: PT Boat Museum and Library, 1977.
Fostle, D.W. Speedboat. Mystic CT: Mystic Seaport Museum Store, 1988.
Friedman, Norman. U.S. Small Combatants. Washington, DC: Naval Institute Press, 1987.
Friedman, Norman. Destroyers: An Illustrated Design History. Washington, DC: Naval Institute Press, 1982.
Johnson, Frank D. United Stales PT Boats of World War II. Poole, Dorset, England: Blandford Press, 1983.
Roscoe, Theodore. U.S. Destroyer Operations in WW II. Washington, DC: US Naval Institute, 1953.
Acknowledgments
The author would like to thank the following individuals and institutions for their time, knowledge and access to their archives:
Al Ross, Coastal Forces, 136 West Broadway, Bangor, Maine 04401.
Hart Nautical Collections, The MIT Museum, 265 Massachusetts Ave., Cambridge, Massachusetts 02139.
P.T. Boats, Inc., National Headquarters, P.O. 38070, Memphis, Tennessee 38183, Alyce Mary Guthrie, executive vice-president.
USS Massachusetts Memorial Commitee, Inc., Battleship Cove, Fall River, Massachusetts 02721, 508-678-1100; Donald Shannon, PT Program Coordinator. March/April 1996 • 45
Bulkley, Capt. RobertJ., Jr. (Ret.). At Close Quarters. Washington, DC: U.S. Government Printing Office, Naval History Division, 1962.
Ferrell, Bob. The United States Mosquito Fleet. Memphis, TN: PT Boat Museum and Library, 1977.
Fostle, D.W. Speedboat. Mystic Connecticut: Mystic Seaport Museum Store,
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There was a subsequent correction published to this post:
New Anchoring Law Does Not Automatically Limit You to 30 Days.
Thanks to keen-eyed reader Sean Welsh, we’ve corrected a factual error in today’s Florida anchoring law story. The story was corrected to reflect that anchoring is not limited to 30 days automatically in Florida’s biggest four counties. The law gives the counties power to enact limits affecting anyone who has been anchored in the jurisdiction for 30 days. Depending on the will of local authorities it could very well be that you must leave after the 30-day limit, however.
Among other things, HB 481 designates the sections of Biscayne Bay lying between Palm Island and Star Island, between Palm Island and Hibiscus Island, between Palm Island and Watson Island, between Sunset Island I and State Road 112, and between the Sunset Islands as anchoring limitation areas.
“Time to move along, old-timer. Your 30 days are up.”
The state of Florida has officially taken sides. Cruisers are out of favor and need stricter regulations. Center-console people have become the cool kids and deserving of “freedom.”
On Tuesday, Governor Ron DeSantis signed into law House Bill 481 which expands an anchoring ban to even more of the waters at Miami Beach waters and limits anchoring to 30 days in a six-month period in Florida’s four most populous counties. This law was directed at liveaboard sailors in particular because their vessels are deemed most likely to eventually become derelict.
The law also increases from 100 feet to 300 feet the distance from the marked boundary of a public mooring field where boats cannot anchor.
Boating coalitions argued that local authorities could use existing Florida laws to prevent vessels from becoming derelict instead of passing new restrictions on anchoring. Proponents—including bill sponsor Miami Republican Rep. Vicki Lopez—shrewdly framed the issue in terms of safety and environmental protection.
“Current legislation leaves gaps that threaten the well-being of boaters and the health of our marine ecosystem,” Lopez said. By boaters, Lopez may be referring to the folks that own center-consoles, which they keep on a dock in front of their waterfront homes. These elite property owners have been the driving force behind a perpetual bid against anchoring in Florida.
On Monday, the governor signed the “Boater Freedom Act,” which forbids Florida police from pulling over and boarding recreational vessels without probable cause that a violation has occurred. Sure, this change applies to sailboats and trawlers, too, but in practice the vast majority of boaters being pulled over for safety checks were operating…you know it…center-consoles. That’s because there are so many more of them.
Florida center-console people often recreate in celebratory herds during events such as Boater Skip Day, sandbar rallies and boat parades for Donald Trump. On these occasions, it is also all-hands-on-deck for the water cops. Alas, they will now have to witness real-time idiocy before they can motor over close enough to catch a whiff of alcohol.
Meanwhile, in Miami-Dade, Broward (Ft. Lauderdale), Hillsborough (Tampa) and Palm Beach counties, the message will be, “Time to move along, old-timer. Your 30 days are up.”
A recent Boater Skip Day at Bayard Point on Florida’s St. Johns River.
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Cruisers Net is proud to be a member of the Atlantic Intracoastal Waterway Association whose lobbying work is crucial to keeping the Waterway navigable and safe. Your membership dollars directly support their vital work. Please join and encourage your boating neighbors to do likewise, regardless of their homeport.
President Releases FY2026 Budget and U.S. Army Corps of Engineers Releases FY2025 Work Plan
We are pleased to report recent actions in Washington, DC have led to more clarity for upcoming federal funding for the Atlantic Intracoastal Waterway (AIWW) through the President’s release of the Fiscal Year 2026 (FY26) Budget and the U.S. Army Corps of Engineers (Corps) release of their work plan for Fiscal Year 2025 (FY25) funding.
Fiscal Year 2026 President’s budget request
On May 2nd, Russel Vought, Director of the Office of Management and Budget, transmitted the FY26 President’s budget request to Congress. The transmittal package is available by clicking here or via the link below. This version is called the “skinny budget” as it only provides top line numbers for departments and agencies and further detail will be provided in a subsequent release. At this point, we are expecting less money will be proposed for the Corps than was enacted in Fiscal Year 2025, but this is common practice and Congress typically increases funding above the President’s budget request. Stay tuned!
On May 15th, the Corps released their FY25 work plan listing funding for projects between October 2024 and September 2025. We have good news to share. Once again, we have Operation & Maintenance funding for every state along the waterway! In addition, the final amounts match the FY25 President’s budget, and we are receiving $33.271 million total. Below is a brief summary of the allocations for each state.
Summary of appropriations in the FY25 Work Plan VA – President’s budget (PB) – $5.292 Million, Senate Appropriations Amount (Senate) – $5.292 Million, House Appropriations Amount (House) – $5.292 Million, Final FY25 Appropriations Amount (Final) – $5.292 Million NC – PB- $10.935 Million, Senate- $10.935 Million, House- $15.157 Million, Final- $10.935 Million SC – PB- $8.628 Million, Senate- $8.628 Million, House- $8.628 Million, Final- $8.628 Million GA – PB- $4.235 Million, Senate- $4.235 Million, House- $4.235 Million, Final- $4.235 Million FL – PB- $4.181 Million, Senate- $4.181 Million, House- $10.181 Million, Final- $4.181 Million
Total for AIWW – President’s budget – $33.271 Million, Senate Appropriations Amount – $33.271 Million, House Appropriations Amount – $43.493 Million, Final FY25 Appropriations Amount- $33.271 Million
Our New Jersey partners were a big winner and received $3 million more than the FY25 President’s budget.
While less than in previous years, this funding level is a relatively good outcome for the AIWW in light of all the other cuts in government. We fared better than many other projects that sustained funding reductions or no funding compared to the FY25 budget. Unfortunately, the continuing resolution did not allow for the Community Project Funding requests (earmarks) by Rep. Brian Mast (FL) and Rep. Greg Murphy (NC) that were in the House bill or we could have possibly received over $10 million more in federal funding for the AIWW.
One other highlight for the AIWW is that our final funding was the same regardless of the presidency since the FY25 budget was developed under the Biden Administration and the work plan under the Trump Administration. This demonstrates the value of the waterway to the nation is not a partisan issue and bodes well for future funding allocations.
With the release of the Corps’ FY25 Work Plan, our focus turns to the FY26 appropriations process. The next step will be for the President to release his detailed budget and for the House and Senate to develop their appropriation bills. The current FY25 funding ends on September 30, 2025.
We are working closely with our federal partners, and the AIWA board and executive director participated in 17 Congressional meetings with members and staff in Washington, DC in March and May. While the appropriations process would typically be further along by now, it was slowed to complete FY25 appropriations, and Congress is now awaiting the President’s detailed 2026 budget.
An important process that could have an impact on the appropriations process this year is budget reconciliation. Reconciliation allows for expedited consideration of changes in law to align spending, revenue, and the debt limit with agreed-upon budget targets. In this case, the Republicans in Congress are attempting to create a budget reconciliation package to address funding for their priorities and the priorities of the Administration since it only requires a majority vote and they have a majority in the House and Senate. It’s a complicated process and Speaker of the House Mike Johnson has set a deadline of Memorial Day to pass the House version. The Senate would then consider the House bill. It is too early to tell if the GOP will pass a reconciliation bill, and more importantly for the AIWW, if the reconciliation process will delay the drafting of the annual appropriations bills.
We are proud to continue work with our Corps partners on execution of FY25 funding, and look forward to participating in the FY 26 appropriations process.
AIWA Participates in North Carolina Beach, Inlet and Waterway Association Spring Meeting
On May 8-9, Brad Pickel participated in the N.C. Beach Inlet & Waterway Association’s Spring Meeting on Emerald Isle, NC. This meeting is a high point each spring for the AIWA to visit with our NC waterway stakeholders, learn from our state and federal partners about current programs and initiatives, and offer an update on AIWA activities and what we are working on this year.
Our presentation this year covered ongoing federal actions and what we are watching in Washington. We are grateful to report that projects were completed or underway in all five states along the waterway in 2024 and 2025, and we hope this trend will continue in the coming years!
Photo above | Brad Pickel, Executive Director, and Dennis Barbour, AIWA and NCBIWA Board Member
Coast Guard Authorizes Temporary Schedule Change for Little River Swing Bridge Horry County, South Carolina
Important notice for waterway users migrating north for hurricane season:
The United States Coast Guard has authorized a temporary schedule change for the Little River Swing Bridge in Horry County, South Carolina. During this temporary deviation, the bridge will open on signal except from 7 a.m. to 9 a.m. and 4 p.m. to 6 p.m., Monday through Friday, except on federal holidays. The draw will open on the hour and half hour. Public vessels of the United States and tugs with tows, upon proper signal, will be passed through anytime.
Great News! The Dismal Swamp Canal is Open to Boaters
The AIWA is a national non-profit organization with the mission of securing funding and support for the maintenance of the Atlantic Intracoastal Waterway. We are the only organization dedicated to ensuring the future of the AIWW and proudly represent all stakeholders of the waterway.
Oriental is a wonderful place with friendly people and good food. And, if you do stop here, by all means, eat at our good friends at Toucan’s Grill and stay at Oriental Marina, a SALTY SOUTHEAST CRUISERS’ NET SPONSOR!
The purpose of this Marine Safety Information Bulletin is to educate the boating public on the electric distress light alternative and proper disposal of pyrotechnic visual distress signals (VDS) or marine flares.
alternative and proper disposal of pyrotechnic visual distress signals (VDS) or marine flares.
An on-the-water retirement home or vacation home for those who love the rich cultural ports-of-call cruising waters of North Carolina, Albemarle Plantation Marina, a port on the Albemarle Loop and a CRUISERS NET SPONSOR, is located just off the AICW on the northern shores of Albemarle Sound on Yeopim River/Creek.
enter your ‘golden summer’ era on the sound.
Sweet summer is just around the corner and Albemarle Plantation is one of the best waterfront locations to enjoy the very best of of it. Set out on the gorgeous Sound. Enjoy the dramatic retelling of the Lost Colony. Celebrate Independence Day with a spectacular fireworks display in Ocracoke. Explore natural and historic attractions, and get a taste of life on the Sound. Pack a bag and get ready for an unforgettable experience in this incredible waterfront paradise!
EXPLORE 120 new river drive.
4 BR | 2 FULL BATHS | 1 HALF BATH
Welcome to your dream home in the prestigious Albemarle Plantation! This stunning brick 2-story residence features 4 spacious bedrooms and 2.5 bathrooms, providing ample space for comfort and relaxation. The home has been recently renovated, blending modern amenities with timeless charm. You’ll find gleaming hardwood floors throughout the main living areas and a huge kitchen designed for the culinary enthusiast, with updated appliances and plenty of counter space. The primary living suite is a true retreat, offering a spacious layout that ensures privacy and comfort. Entertain guests in the large dining room, or work from home in the dedicated office. The enclosed back patio provides a serene space to enjoy your morning coffee, while the backyard deck is perfect for outdoor gatherings and enjoying the beautiful surroundings.
plan your discovery tour.
Enjoy a 3-day/2-night stay at the Inner Banks Inn in Edenton’s historic district. Live like a local and sample Albemarle Plantation’s many amenities, natural beauty and incredible water:
• Round of Golf for 2 • Golf Cart, Bikes, Kayaks/Canoes • Breakfast Each Day • Dinner at one of our Onsite Restaurants • Full Access to Fitness Facility and Classes and Pool Facilities (when available) • Explore Downtown Edenton by Bike and Discover the Charming Waterfront • Plus, Tour Homes, Neighborhoods, and See Our Latest Home Listings!
This Discovery Package is designed to acquaint you with Albemarle Plantation real estate opportunities. If married, both spouses must attend the property tour. Participants must live outside a 75 mile radius from the property. The $249 is paid to the hotel at time of booking. If customer does not cancel or reschedule within 14 days of arrival, the customer forfeits the $249 as a cancellation fee. Customer is responsible for any incidentals at the hotel. A valid credit card is required to reserve an Albemarle Plantation Discovery Visit. A limited number of packages are available. Subject to availability. Some blackout dates.
Twin Dolphin Marina, A CRUISERS NET SPONSOR, sits perched on the southern shores of Manatee River, just short of the Highway 41 Business bridge. We get lots of praise for this fine marina and their commitment to facility upgrades, see FOCUS ON.
BoatUS is the leading advocate for boating safety in the US and A CRUISERS NET SPONSOR.
NEWS From BoatUS Boat Owners Association of The United States 5323 Port Royal Road, Springfield, VA 22151 Read this press release online at: https://bit.ly/4dkmiXG
FOR IMMEDIATE RELEASE Press Contact: D. Scott Croft, 703-461-2864, SCroft@BoatUS.com Photo 1 Available at: https://bit.ly/4m8VTjt Photo 1 Caption: This vest style life jacket is far beyond its service life. Better to replace it now at the beginning of boating season. Photo 2 Available at: https://bit.ly/3ZbCxAd Photo 2 Caption: Inspecting the CO2 cylinder on inflatable life jackets is an easy annual task. (Credit: Stacey Nedrow-Wigmore/BoatUS)
National Safe Boating Week Is May 17–23:
Now Is a Great Time to Inspect Your Life Jackets
BoatUS Foundation shows you how
SPRINGFIELD, Va., May 12, 2025 – Every year National Safe Boating Week (May 17–23) helps remind boaters to make safety a priority all summer long, and of the need for having serviceable, right-sized life jackets for everyone aboard the boat. On top of that, it’s essential jackets are worn, or at a minimum, readily available and not buried at the bottom of a locker and hard to reach. And it’s also important that they are in good condition to ensure they will work when you need them the most.
Taking a few minutes for a simple life jacket inspection now, at the beginning of summer boating season, will help put all uncertainties at ease. The nonprofit BoatUS Foundation offers the following life jacket inspection tips for National Safe Boating Week.
Annual inspection for inherently buoyant life jackets (noninflatable):
Check all hardware and straps. They should be in good shape, firmly attached and in working order. Heavily oxidized buckles, worn strapping or loose stitching mean it could be time for replacement.
Ensure that there are no rips or tears or punctures in the fabric. If you can see any encapsulated floatation material inside between the life jacket’s fabric’s inner and outer layers, it’s time to replace. You also don’t want any lumpy or hardened buoyancy material, oil saturation, or mildew, all of which weaken fabric.
Make sure that the label stating U.S. Coast Guard approval is attached and that it is readable. This may also help a potential on-water boating safety check as law enforcement will know you’ve done the right thing by having a right-sized life jacket, especially for the kids.
Got any extras attached to the life jacket? Test any strobes or personal locator beacons, and verify battery expiration dates and replace if needed.
Annual inspection for inflatable life jackets:
Open up the life jacket. Don’t be worried you won’t know how to repack as they all come with simple repacking instructions on an inside flap. The process becomes more intuitive after you do it a couple of times. Trust us.
If the shell (cover material) is dirty, spot clean with a damp rag or hand wash in warm water using mild soap, then rinse with fresh water (being careful to keep the auto-inflator dry, if it has one). Never dry clean your inflatable or use harsh chemicals (such as bleach or ammonia) to clean it. After washing, hang it on a plastic coat hanger and allow it to air dry out of direct sunlight; never dry by applying direct heat.
Once dry, inspect all parts, including the shell, webbing, stitching, pull cord, straps or buckle snaps, for wear or damage.
Inspect the inflation system by unscrewing the CO2 inflation cylinder. These cylinders may have no expiration date, but check for corrosion. The two main types of automatic inflatables are hydrostatic (pressure-sensing) and bobbin type (water-soluble) auto-inflation systems. If the unit has a hydrostatic inflator, verify that it is not expired. If a bobbin type, verify that the white “pill” is intact and hasn’t begun to crumble, and the bobbin hasn’t expired past the date printed on the plastic housing. Some bobbins may only have a printed date of manufacture – for those, simply replace at the 3-year mark, or at the interval per the product manual.
Inflate the life jacket using the oral inflation tube and let and it sit overnight with the bladders inflated. A noticeable loss of firmness in the morning indicates a leak.
Test any strobes or personal locator beacons attached to the jacket, and verify battery expiration dates and replace if expired.
Repack the unit per the manufacturer’s directions, and don’t’ forget to record the annual inspection in permanent ink on the life jacket service record label.
National Safe Boating Week is May 17-23: It’s a great time to inspect your life jackets − @BoatUS Foundation shows you how https://bit.ly/4dkmiXG #nationalsafeboatingweek #lifejacket #lifejacketssavelives #lifejacketsafety #boatingsafety #safeboating
About the BoatUS Foundation for Boating Safety and Clean Water:
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 725,000 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 BoatUS.org/Courses.
If you would rather not receive future communications from Boat Owners Association of The U.S. Public Affairs, let us know by clicking here. Boat Owners Association of The U.S. Public Affairs, 5323 Port Royal Rd, Springfield, VA 22151 United States
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.
Weekly news & updates
May 12, 2025 | City of Gulfport, FL – Gateway to the Gulf Newsletter
I hope all of our mothers had a wonderful Mother’s Day!
As always, I’m keeping a close eye on the progress happening around town, and I’m excited to share a few recent developments with you:
Hoyt Field & Beach Updates
The sod is now down at Hoyt Field, and we’ll be hearing the ting of baseball bats soon.
Posts have been installed on the beach for two temporary volleyball courts—just in time for spring fun.
Little League Tournament Begins Tonight
Join us at Tomlinson Park tonight at 6:30 PM as Little League kicks off a tournament. I’ll be there to throw out the first pitch—hope to see you there!
Rain & Resiliency
While many of us appreciate the recent rain, I know it also brings concern for others. On Sunday, I drove through the City inspecting our storm drains—some are functioning well, others need improvement. I’ll be reporting these findings tomorrow.
In the lead-up to our Resiliency Workshop on May 22, here are a few ways you can help:
Check storm drains in your neighborhood—are they clear or blocked with debris?
Trim grass and landscaping away from curbs and drains.
Avoid piling yard debris on top of or near drains.
These small actions make a big impact—especially during our growing season.
Construction & Permits
I’ve noticed a lot of construction activity and permits on display throughout town. If you’ve been waiting an unusually long time for a permit, I’d like to hear from you.
(While I do my best to respond, please understand I can’t answer every question via Facebook.)
Upcoming Event: Billy D’s Train Exhibit
Date: Thursday, May 16
Time: 11:00 AM–1:00 PM and again from 6:00–8:00 PM
Location: 5314 10th Ave S.
Donations will benefit Pet Pal Animal Shelter. I really enjoyed the Christmas display—this is one event you don’t want to miss!
Sidewalk Safety Reminder
Please take a moment to check the sidewalk in front of your home:
Avoid blocking sidewalks with vehicles, trailers, or overgrown landscaping.
Everyone deserves safe and easy access through our neighborhoods.
Thank you for all the ways you contribute to keeping Gulfport strong and welcoming.
Mayor Karen Love
City Manager’s Gulfport Community Update
Gulfport Community Update: May 4 – 10, 2025
On Friday, May 2 the City of Gulfport celebrated Arbor Day, which was rescheduled from 2024. Kids from the Gulfport Recreation School Year Childcare Program joined us and read excerpts about trees. We also planted a beautiful live oak, symbolizing growth and resilience in our community. The Gulfport Parks Department handed out free trees for residents to plant at home, and the Teen Council kept everyone refreshed with drinks and snacks. A wonderful day of community, learning, and giving back to nature!
All meetings are open to the public and are held in the City Hall, City Council Chambers, 2401 53rd Street South, In Person, unless otherwise noted. Meetings may occasionally be added, cancelled or rescheduled after this list is published. Please check the city’s website https://mygulfport.us for updated information.
Join us for a weekly knitting and crochet group! Bring your current project, start something new, learn a new skill, and meet other crafters! Don’t know how to knit or crochet? That’s ok, we can help you get started. We will be meeting in the Reading Garden or Study Room from 2/3 – 4/14. Call 727-893-1074 for additional information.
The Gulfport Tuesday Fresh Market is a year-round open-air market held in Gulfport’s Waterfront District on Beach Blvd. below 28th Ave. S., 9 a.m. – 3 p.m., October – May & 9 a.m. – 2 p.m., June – September. It also offers a variety of independent shops, boutiques, galleries, its own beach and a large cluster of restaurants, all within easy walking distance. The Fresh Market offers visitors the opportunity for a relaxing day trip in a small town full of “Old Florida” charms.
Join their child advocacy team! The Florida Guardian ad Litem Office represents abused, abandoned and neglected children in the courtroom and community. A representative provides information and answers questions for individuals interested in volunteering. FMI, contact Anita Myers, email Anita.Myers@gal.fl.gov or visit www.guardianadlitem.org.
Christa Fairbrother, Gulfport Poet Laureate, presents a monthly program. Everyone is invited to come and share their poems. Donations received during event benefit the Circle of Friends of the Gulfport Library for support of Library programs. Contact: Christa Fairbrother, 727-418-7623.
The Italian American Society of St. Petersburg would like to invite you to our free Italian language classes held at the Gulfport Senior Center. We offer beginner, intermediate and advanced classes for students of all ages. The classes are held on Thursday evenings 6 – 8 pm. You do not have to be a member of the society to participate, but we highly recommend it! Members get discounts at area restaurants, businesses and services like Pia’s Trattoria! For more information please visit our website, Facebook and Instagram or send your questions to info@iasosp.org.
Join us for An Evening of Comedians Telling True Stories on Friday, May 16th at the Catherine A. Hickman Theater (5501 27th Ave S, Gulfport, FL), where laughter meets real-life storytelling. The night kicks off with a VIP Reception from 5:00pm to 6:00pm, followed by 90 minutes of hilarious, heartfelt true stories starting at 6:10pm. Featuring top comedians DC Benny (Comedy Central, Last Comic Standing) and Kerry McNally (Emmy-Winning Host & Storyteller), this unique event blends humor with authenticity — think The Moth or This American Life with a comedic twist. General Admission is $30, or go VIP for $45 and enjoy a one-hour meet & greet, two complimentary drinks, hors d’oeuvres, and preferred seating.
City of Gulfport: Free Tree Giveaway
Saturday, May 17th | 9 – 11 a.m.
49th Street Neighborhood Center, 1617 49th St. S.
The role of trees and green spaces within the City of Gulfport’s built and natural environment is of great significance. These natural entities serve as an important promoter of social, economic, and environmental health. Help the City of Gulfport by doing your part by planting a tree in your very own yard!
Club races (weather permitting) on the First and Third Saturday of the month on Boca Ciega Bay. Any DP-N rated boat up to 25 feet is welcome and we have a strong beach multihull presence (A-cat, Formula 18, Formula 16, Hobie 16, Weta etc.).
Registration: Simply show up on a race day and sign in. Guests wishing to race their boats will pay $10.00 per boat and must have proof of liability insurance. After racing we hang out enjoying conversations and food at our club house.
Formally known as Art Walk on the first Friday and IndieFaire on the third Saturday, these recurring monthly events will launch for 2025 branded as the Gulfport Night Market. The night market concept unites the energy of the former events, offering an evening marketplace experience with vibrant local offerings from local makers, artisans, and small business vendors to engage the community and visitors as they shop, stroll, and sip in beautiful downtown Gulfport.
Ask a City Councilor at the Third Tuesday Fresh Market
Tuesday, May 20th | 11 a.m. – 1 p.m.
GMC Booth, 3037 Beach Blvd. S.
Gulfport City Council will be hosting an opportunity, every third Tuesday of the month, for residents to get to know their Councilmember, ask questions, and provide comment.
For more information, please call City of Gulfport Councilmember, Ward 1 Representative, April Thanos at (727) 826-7138.
Gentle Yoga
Wednesday, May 21st | 10:15 a.m.
Gulfport Public Library, 5501 28th Ave. S.
Nourish your body and spirit with mindful movement, breath work, and meditation. This slow-paced class welcomes all levels and each month will feature a different set of postures. Please bring props if you want them. The class is taught by Christa Fairbrother from Bee Content Yoga, she is a RYT and Certified Yoga for Arthritis Instructor.
COF Presents: Rescue, Rehab and Release with Seaside Seabird Sanctuary
Thursday, May 22nd | 1 p.m.
Gulfport Public Library, 5501 28th Ave. S.
Join us for our monthly COF Presents! This month a representative from the Seaside Seabird Sanctuary will be visiting the library. We will learn about their work in rescuing, rehabilitating, and releasing native birds! Learn about their resident birds and actions we can take to help our avian neighbors thrive in the wild. There will be time for Q&A and a meet and greet with the avian ambassadors after the presentation. Sponsored by the Circle of Friends.
Gulfport City Hall & Facilities will be Closed in Observance.
Memorial Day Commemoration
Monday, May 26th | 2:30 – 3:30 p.m.
Veteran’s Park, 5350 31st Ave. S.
Join us at Veterans Park to honor and commemorate Memorial Day. This special gathering is a time to pay tribute to the brave men and women who served our country with dedication and sacrifice. Together, we will reflect on their courage, express our gratitude, and remember those who made the ultimate sacrifice. Let us come together as a community to uphold the spirit of patriotism and honor their memory.
City of Gulfport Hurricane Preparedness Seminar
Thursday, May 29th | 6 – 8 p.m.
Catherine Hickman Theater, 5501 27th Ave. S.
The Atlantic basin hurricane season begins June 1. Get informed to be prepared during the City of Gulfport’s Annual Hurricane Preparedness Seminar. This informative seminar is free and open to the public. Attendees can enjoy a slice of pizza and a drink for $3. For more information or to become a hurricane related vendor, call 729-1297 or email kossola@mygulfport.us.
Sidewalk Poets: Musical Performance
Thursday, May 29th | 7 p.m.
Gulfport Public Library, 5501 28th Ave. S.
Join us for a musical performance by the SIDEWALK POETS. This local band will create a fun and entertaining atmosphere through harmonized singing. This program is funded by a grant from The Hello In There Foundation awarded to the Circle of Friends of the Gulfport Public Library.
Pride Flag Raising
Sunday, June 1st | 10 a.m.
Gulfport Public Library, 5501 28th Ave. S.
Join us as we kick off Pride Month with a vibrant flag-raising ceremony at the Gulfport Public Library. Celebrate love, diversity, and inclusion with your community. All are welcome!
Fusion 49th District General Meeting
Monday, June 2nd | 6 – 7:30 p.m.
49th Street Neighborhood Center, 1617 49th St. S.
You are invited to the next Fusion 49th General Meeting. This meeting will include updates from the Government, Organization, Design, Economic Vitality, and Promotions Committees, with the full agenda to follow. If you’d like to get involved, you can sign up to help with the Organization, Design, Economic Vitality, or Promotions Committees. For qualifications and more information, please contact Nancy Dunham (“Fancy Nancy”) of Professional Services at 727-710-6676. Thank you for staying engaged with our forming district!
Formally known as Art Walk on the first Friday and IndieFaire on the third Saturday, these recurring monthly events will launch for 2025 branded as the Gulfport Night Market. The night market concept unites the energy of the former events, offering an evening marketplace experience with vibrant local offerings from local makers, artisans, and small business vendors to engage the community and visitors as they shop, stroll, and sip in beautiful downtown Gulfport.
Get ready to shine at the Gulfport Pride FestivalThis free, family-friendly celebration is bursting with love, color, and community spirit, featuring live entertainment, vibrant vendors, delicious food, and more. Come celebrate diversity, champion equality, and support local nonprofits while enjoying a full day of fun in the sun.
Gulfport Flag Day
Friday, June 13th | 10 a.m.
Veteran’s Park, 5350 31st Ave. S.
Celebrate patriotism and community at the City of Gulfport’s Flag Day Ceremony. This inspiring event features a special performance of the National Anthem by former New York City Opera Soprano Catherine Bassett. Bring your friends, family, and American pride for a moving tribute to our nation’s flag—free and open to the public!
USCG Auxiliary Recreational Boating Course
Saturday, June 14th | 9 a.m. – 5 p.m.
49th Street Neighborhood Center, 1617 49th St. S.
The US Coast Guard Auxiliary Flotilla 7-16 in Gulfport will hold a Recreational Boating Course on the second Saturday of every month at the CGA Training Building 3120 Miriam St. South in Gulfport. The 8 hour course includes subjects as Boat Nomenclature, Before you get underway, Navigating the Waterway, updated Legal Requires, Boating equipment and emergencies are a few of the subjects, and qualifies for the Florida Boating ID Card as well. Cost is $40 per person. Contact Marty Richardson to reserve a seat at 630-674-5352 or merichardsonjr@att.net.
The U.S. Small Business Administration (SBA) is encouraging disaster loan recipients in Florida to apply for additional funds to protect their homes and businesses from future storms.
To apply online visit sba.gov/disaster. Applicants may also call SBA’s Customer Service Center at (800) 659-2955 or email disastercustomerservice@sba.gov for more information on SBA disaster assistance. For people who are deaf, hard of hearing, or have a speech disability, please dial 7-1-1 to access telecommunications relay services.
The U.S. Small Business Administration (SBA) has approved more than $1.4 billion in federal disaster loans to support Florida businesses, nonprofits, homeowners, and renters affected by Hurricane Helene occurring on Sept. 23 through Oct. 7 and Milton occurring on Oct. 5 through Nov. 2, 2024. As of April 17, 2025, the SBA has provided over $460 million to businesses/EIDL and over $1 billion to residents in the wake of this disaster.
The U.S. Small Business Administration (SBA) has reopened and extended the physical damage loan applications. Economic Injury Disaster Loan (EIDL) program is still available to small businesses and private nonprofit (PNP) organizations for working capital needs caused by the disaster. EIDLs are available regardless of whether the organization suffered any physical property damage and may be used to pay fixed debts, payroll, accounts payable, and other bills not paid due to the disaster.
The Gulfport Arts Center will be hosting a collage themed Community Art Show this summer!
The Gulfport Public Arts Center is looking for expressive collage work by local artists for an ALL COLLAGE group art showcase! Work can be constructed of any material and may pertain to any subject matter, as long as it is an original work within the medium of collage or assemblage. Submission is FREE and open to the public. There is no limit to the amount of works that may be submitted per artist. All ages, skill levels, and perspectives are encouraged to submit their work for consideration.
If you would like to submit a piece of artwork to be considered for the show, please email a photo to ArtsCenter@mygulfport.us. Submission must be received by 5/20 for consideration in the show.
Art work will be on display at the Gulfport Arts Center from 5/30/25 – 7/16/25. A reception will be held on Friday, 5/30/25 from 5:30PM – 7:00PM. Light refreshments will be served. You may also visit the Arts Center during Open Studio Hours to see the show. Tuesdays, 3 – 7 p.m., Wednesdays, 3 – 7 p.m., and the first and third Saturday, 10 a.m. – 2 p.m.
The Hurricane Home Repair Program helps income eligible homeowners impacted by Hurricane Helene or Milton pay for storm repairs not covered by insurance or FEMA. Eligible residents may receive up to $30,000 in grant funding as reimbursement or direct payment for eligible home repairs. Funding is provided by Florida’s State Housing Initiatives Partnership Program (SHIP) and Pinellas County. These statewide SHIP funds are designated to help local governments provide affordable housing opportunities and have specific limits on homeowner income and total property value.
Rebuild Florida is Florida’s long-term disaster recovery effort, committed to rebuilding impacted communities stronger so they are more resilient to future storms.
The Hurricane Ian Rebuild Florida Housing Repair and Replacement Program is a state program launched with federal funding to repair, rebuild, or replace eligible homes with remaining damage from Hurricane Ian.
If you were impacted by Hurricanes Helene or Milton, you may still be eligible for assistance under the Hurricane Ian Housing Repair and Replacement Program.
Rebuild Florida is currently accepting applications. Priority will be given to homeowners with a low income and households that include children under 18, seniors aged 62 and older, or individuals with disabilities.
Improving Lives Through the Power of Information & Hope
At First Contact, our goal is to have a community that is connected and informed regarding critical health and human service information for those who need help and those who are willing to volunteer or donate their time to local community agencies.
Care About Me confidentially helps all residents of all ages, insured or not, by eliminating the guesswork or need to search for local behavioral health services by creating a space where residents or family members of individuals in non-crisis can call in, speak directly with experienced behavioral health specialists who can triage their needs, and get an appointment scheduled with a local provider.
Gulfport provides once-a-week collection of household recyclables. Curbside service is provided to all single-family and duplex homes, apartment/condo complexes, mobile home parks and smaller businesses. Items collected are plastic containers and jugs, steel cans, aluminum cans, mixed paper, cardboard and newspaper.
A drop-off center is located at the Neighborhood Center, 1617 49th Street South, for glass containers (all colors), mixed paper, and cardboard. It is open 24 hours / 7 days a week.For more information, visit https://mygulfport.us/public-works-department.
City of Gulfport Special Events Trolley/WRD Looper
The City of Gulfport Special Events Trolley/Waterfront Redevelopment District (WRD) Looper services large-scale special events and the First Friday and Third Saturday ArtWalks from 5 to 9 p.m. throughout the year.
For more information and to view all of the Loopers convenient pickup spots, please visit https://mygulfport.us/trolley/.
The Gulfport Public Works Department located at the 49th Street Neighborhood Center (1617 49th St. S.) is an official collection site for rechargeable batteries!
The City of Gulfport Private Waterline and Sewer Lateral Replacement Assistance Program offers financial reimbursement after the replacement of a deteriorated residential waterline or sewer lateral. City Utilities residential water or sewer customers are eligible for a rebate of 50% up to $3,500.00 after the purchase, installation, and inspection of failing waterlines or sewer lateral between the home connection and the city connection.
The City of Gulfport Senior Center’s Telephone Reassurance Program is a free service for Gulfport Residents 50 years of age or older. Volunteers provide daily phone calls to registered members and provide comfort, security, and peace of mind to members and families.
Registration is simple and free. If you or someone you know could benefit from this service during this difficult time, please call (727) 893-2237 and register today.
GEMS door-to-door transportation has provided independence & freedom to elderly and disabled residents of Gulfport for over 40 years.
Any Gulfport residents 55 & older or residents with a disability can take advantage of GEMS door to door service for a yearly membership of $70 plus $2 per one-way trip. For more information, call 893-2242.
Resources for Renters
Know your rights and where to get help when making rental decisions. This page is designed to help people who are struggling with the rising cost of housing find available help and learn about their rights as a renter. You can also find information on assistance with homeownership.
The Gulfport Multipurpose Senior Center actively seeks to support the independence and increased quality of life of its participants by encouraging involvement in programs and activities that promote health, welfare, safety and dignity.
The Gulfport Senior Center is Gulfport’s trusted leader in providing senior services that empower older adults to live life to the fullest. The Senior Center is a hub and gathering place for seniors to be socially engaged, physically challenged, and cognitively stimulated. It also serves as a clearinghouse for older adults to receive community resources and social services that help them maintain their independence and quality of life.
Required Registration is easy and available for all individuals 50 years of age or older. Free for Gulfport Residents and only $50 per year for non-Residents. Don’t wait, be a part of the club today!
The City’s Utility Customer Service Department is located at the City Hall Complex. You can drop your utility payment off during normal business hours at the Customer Service window, and after hours you may drop payments at the drop box located by the front door of the City Hall Complex. When paying your utility bill in person or dropping off the payment, please bring or enclose your utility stub to ensure accurate payment processing.
City of Gulfport – Parks Department
The City of Gulfport takes tremendous pride in its park system. The Parks Division improves and maintains the quality of life within the community in environmental landscaping and turf maintenance. The division continues to create safe and aesthetically pleasing recreational facilities for all to enjoy. Please visit https://mygulfport.us/recreation/parks/ for more information.
It’s about to get a lot more stormy, and that means more lightning. Last year, Florida accounted for nearly half the lightning deaths in the U.S. Here’s how to stay safe.
Cruisers’ Net Newsletter for this week has just been emailed via Constant Contact.   If you want to view the newsletter but are not signed up to automatically receive them, you can view it at https://conta.cc/3S0p7mR or see it below.   To automatically receive our emailed Fri Weekly Newsletter and Wed Fuel Report, click:
Kanberra, a Salty Southeast Cruisers Net sponsor, has an Early Mother’s Day Sale | 15% OFF!
Enter code “MOMLOVE15” at checkout to receive 15% off your purchase of all products. This code is not combinable with other offers, not valid on previous purchases or gift cards. The offer expires on Sunday, May 11, at 11:59 pm AEST/AEDT. Kanberra may extend, modify, or discontinue this promotion without notice.
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