This missing ICW light is on the east side of the Waterway just north of Wrightsville Beach.
Our thanks to Specialist Erica Skolte for this important notice.
Reminder:
If you lock through Canaveral or the Okeechobee Waterway, please put the numbers for the Corps locks into your phone. Call ahead before you approach. Turn off your radar, if you have it, prior to entering the lock. Remember to listen to any guidance offered by the lock operator to ensure everyone’s safety as you lock through, and everyone on board must wear a correctly fitted (zipped up or fastened) life jacket when locking through!
Erica Skolte
Public Affairs Specialist
Corporate Communications Office
U.S. Army Corps of Engineers, Jacksonville District Palm Beach Gardens
OFFICE PHONE 561-340-1527
Cell: 561-801-5734
erica.a.skolte@usace.army.mil
Twitter @JaxStrong
Jacksonville District Facebook:
https://www.facebook.com/Jacks
Jacksonville District: A team of professionals making tomorrow better “Keep Calm and Essayons”
While originating in mid-west waters, this admonition pertains to all of us.
Coast Guard reminds industry partners and citizens to report pollution spills in waterway
ST. LOUIS – Anyone witnessing an oil spill, chemical release, or martime security incident should call the National Response Center (NRC) hotline at 1-800-424-8802.
While the NRC is not a response agency, it serves as an emergency call center for initial reports for pollution incidents and forward that information to appropriate federal and state agencies for response.
Reporting is required when any harmful quantity is discharged into the waterway. A harmful quantity can be simply identified if a film or sheen on the water’s surface is created. Other indications of a harmful quantity include a sludge or emulsion beneath the surface of the water.
In 2019 alone the NRC fielded 25,760 reports across the United States.
-USCG-
Our thanks to Roger Long for this excellent flowchart for your VHF radio. Roger is responding to LNM: REMINDER: Channel 16 is Not for Chit Chat. The radio flowchart should be taped to your VHF.
Have actually you tried using your horn?
Usually when I have, I got a finger because people think I'm just saying "Get out of my way" and not which side I intend to pass. Almost nobody on the water knows what the signals mean. I have no idea whether they do or not and thus no idea which way they will turn. In much of the waterway, it is also annoying to people who live on the shore.
Use your horn for passing another boat.
This is a reminder that is unneeded for most of boaters, but obviously there are still those, both amateur and professional, who do not know or respect the rules of the airwaves.
MSIB 48-19 VHF Marine Channel 16 Designated for Emergency Calls Only – Sector Charleston, SC
VHF Channel 16 (156.8MHz) is the international hailing and distress frequency. The Coast Guard continuously monitors CH 16 for any distress calls. Excessive chatter can impede Coast Guard response operations. Prohibited Channel 16 communications include: excessive chatter, obscene language, routine messages and radio tests. Mariners are reminded that prohibited radio chatter increases the risk of genuine distress calls being missed by response personnel. Automated radio checks can be conducted on VHF CH 26 and 27. Marinas can be reached on CH 12, 14, 68, and 69.
This MSIB can be viewed at https://homeport.uscg.mil/port-directory/charleston. For questions or concerns, please contact the Sector’s 24-hour Command Center at (843) 740-7050.
This also applies to passing and meeting discussions. Every vessel on waterways such as the ICW should be monitoring 13 as well as 16 for situational awareness about the bridges and what commercial traffic is doing. Few do so however so you will usually need to hail a vessel you are overtaking on 16 if you want to alert them. If your call is just, “Rover, this is Sea Queen passing you to port.” and all you need back it “Roger” or “Go Ahead”, then that is OK. However, if you want to ask which side, do they want a slow pass, etc., you should ask them to switch to another channel first. If someone overtaking you asks questions requiring more than a one word response, you should ask them to switch to another channel.
Following frequent USCG admonishments a couple days ago, most ICW travelers were switching to 17 or 68 for passing discussions after an initial 16 hail. This is fine but it makes more sense to use the channel identified for the purpose. Contrary to urban legend, 13 is not a channel for commercial craft. It just sounds like it because professionals use it as intended. 13 is the Bridge (helm) to Bridge (helm) channel for exchange of navigational information between vessels in a common situation such as passing or meeting. If you listen to it in busy areas such as the Saint John River, you’ll learn that the professionals NEVER call each other on 16 first. A direct hail on 13 is appropriate and saves 16 clutter. The reason commercial vessels hail recreational vessel on 16 first is because they know most yacht drivers are ignorant and don’t waste time trying to get them the proper way first. In the Saint John River, if you listen, you’ll discover that the pilots almost always hail yachts on 13 first because they want to follow correct procedure. You can then hear the eye roll (another idiot) as they hail on 16 and ask for a switch to 13. I’ve often heard them tell yachts to please stay on 13 all the time they are in the river.
We have a sign just below our name board that says, “Hail CH 13 to Pass”. It saves a lot of 16 airtime and button pushing. I monitor 16 (as legally required) via dual watch and switch to that for the few boats that ignore the sign. I have had many commercial professionals complement me on the sign and tell me they wish every yacht had one. An aside: Commercial vessels hate being hailed on 16 for passing and meeting calls because they are all using 13 as their primary channel and are required, unlike recreational craft, to have it on a second radio which may be located farther out of reach and which they seldom use. Calling them on 13 tells them that you know your radio procedure. I now use 13 as my primary channel on the waterways because my sign will bring most passing calls in on it. If I need to talk to someone in a hurry, it will probably be a tug and barge coming unexpectedly around a bend. They don’t come around unexpectedly as much any more because I have been listening to 13 and hearing them all along.
A big reason for using 13 is also that it defaults to low power so that you are not sharing your navigational discussions with boats 20-30 miles in each direction. 16 defaults to high power. Even if you know to hit the H/L button, every time most radios return to 16 from another channel to to scan or operator switch, 16 will be switched to 25 watts. Almost nobody, including myself, can remember to press H/L EVERY time before making a 16 transmission to a nearby boat or marina. Getting the waterway cruising community used to using 13 properly would eliminate a lot of 16 clutter. This would be of major benefit to vessels taking the outside route. They have to listen to the “This is the trawler behind the white sailboat. We hope you are having a very nice day and would like to know which side you would like us to pass on and whether you would like a slow pass.” drivel all the way down. I have had many tell me that the fear during the fall snowbird parade that they are afraid the could not get a distress heard in event of fire or sudden flooding. Just listening to it all day long is also annoying.
After you have figured out your passing arrangements on 13, if you want to tell the other vessel how nice it is, talk about where they are going, etc., then it is time to switch to another working channel. If your initial call to a nearby vessel is not about passing, meeting, or other exchange of navigation information, then the initial hail should be on 16 followed by switching to a working channel.
I’ve been massively flamed on the Internet for these thoughts but have yet to have one commercial professional disagree with me.
Good advice from the folks who know best!
| Multimedia Release | U.S. Coast Guard 5th District Mid-Atlantic |
Coast Guard’s top 5 recommended communication devices to take with you underway
Editor’s Note: Click on images to download high resolution version.
Going out on the water can be dangerous, especially if you don’t have the right equipment. If you do find yourself in trouble, being able to communicate that you need help can be a lifesaver—literally!
Here are the top five items the Coast Guard recommends you take with you on your boat so you can call for help if you need it.
1. VHF-FM marine radio: It’s the most versatile piece of comms equipment you can have! If you find yourself in distress, calling for help on the radio not only alerts the Coast Guard, but it also alerts all other vessels in your surrounding area who may be able to assist you. If you find yourself in distress, calling for help on the radio not only alerts the Coast Guard, but it also alerts all other vessels in your surrounding area who may be able to assist you. In addition to being able to call for help, it also allows you to receive important weather information, safety updates, and call bridges to request openings.
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2. Emergency Position Indicating Radio Beacon: They let us know where you are via satellite!Emergency Position Indicating Radio Beacons can also tell the Coast Guard who the beacon is registered to and how to contact you! Register your beacon and verify your information here.
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3. Air horn, whistle, or other approved sound-producing device: Sound producing devices work for day and night emergencies. The good thing about sound distress signals is that they’re good during any time of the day. Just like on a car or bicycle, boaters should always carry a sound signal to get the attention of other people on the area. For more information, click here.
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4. Visual distress signals: To pyro or not to pyro? Nine of the sixteen internationally recognized distress signals are visual distress signals. Three are three pyrotechnic distress signals, and the other six are non-pyrotechnics. While visual distress signals can be extremely helpful when operating in a well-populated area, they should not be relied on as your only method of communicating distress. If you need to use a pyrotechnic distress signal, be sure to point the pyrotechnics in a safe direction, away from yourself and other people.
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5. Cell phone: Not a primary, but a good back-up. While not reliable enough to be used on its own as an on-water communication device, it’s a good back-up in case your radio isn’t functional, you don’t have a radio, or you don’t know how to use one. The Coast Guard recommends mariners download the official Coast Guard Boating Safety App. One of the many features of the app allows mariners to place an emergency call to the U.S. Coast Guard or 911, and provides you with your current location to provide to emergency personnel over the phone.
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-USCG-
 | The CG List Server is a FedRAMP certified SaaS capability provided by CG6. For more information on CGLS |  |
Being the Net Manager of International Boat Watch Network (Boatwatchnet.org), as well as the Net Manager of the Seven Seas Cruising association's HF Radio Service KPK, I am amazed the Garmin In-Reach nor the SPOT, both using satellite tracking technology, is not mentioned where a cell phone is. I respectfully think the USCG should re-visit their recommendations on the Top 5 Communications Devices.
Abuse of the maritime radio frequencies is a serious offense and hurts all boaters. If you can help in determining the source of fake calls, please contact the Coat Guard.
| Audio Release | U.S. Coast Guard 5th District Mid-Atlantic |
Coast Guard seeks public’s help to identify hoax caller near Pamlico Sound, NC
Editors’ Note: Audio edited to omit profanity. Please email d5de@uscg.mil to request audio including profanity.
WILMINGTON, N.C. — The Coast Guard would like the public’s help to identify a suspected hoax caller who has made numerous hoax radio transmissions originating from the Pamlico Sound and Oregon Inlet area.
“The Coast Guard is committed to saving lives,” said Capt. Bion Stewart, the commander of Sector North Carolina. “When someone makes a hoax distress call, we are required to respond. This uses up our limited resources, which may reduce our ability to respond to mariners actually in danger.”
Sector North Carolina watchstanders have received several suspected or confirmed hoax radio calls believed to be from the same individual.
The calls in the Pamlico Sound were made on VHF-FM marine radio channel 16, a channel designated only for hailing and distress calls. The caller has stated that they were “going down” and regularly broadcasts “mayday” or “help” along with a string of other calls, including profanity.
Penalties for making a false distress call can include up to 10 years in prison, $250,000 in fines, plus the cost incurred by the search.
In 2014, Homer Lewis Blackburn from Atlantic Beach was sentenced to 18 months in prison and fined $288,390.80 for making false distress calls to the Coast Guard. Blackburn made a “mayday” call to the Coast Guard claiming he was sinking and abandoning his boat near Cape Lookout and Shackleford Banks. The Coast Guard led a search effort involving the U.S. Marines, the National Park Service and a private salvage company.
“Hoax calls are not funny, nor are they clever,” Stewart said. “They are irresponsible and dangerous. Have no doubt, we are committed to identifying and stopping those who are making hoax calls.”
If you have any information leading to the identification of a hoax caller, please contact the Coast Guard Investigative Service (CGIS) through the Sector North Carolina command center at 910-343-3880. Information leading to the successful identification of the hoax caller may be subject to a reward from CGIS.
A call is considered a hoax when there is an intent to deceive the Coast Guard or emergency responders.
A search using an HC-130 Hercules airplane costs approximately $15,000 per hour, and an MH-60 Jayhawk helicopter operates at approximately $10,000 per hour. Boat rescues costs top out at approximately $5,000 per hour.
-USCG-
Today’s Local Notice on Barden Inlet and the still valid 2016 Local Notice that follows are reminders of the extensive shoaling in many inlets and in the corresponding Waterway intersections, as listed in Cruisers Net’s Problem Stretches for every southeast state.
NC BARDEN INLET ATON / SHOALING
MARINERS ARE ADVISED THAT SIGNIFICANT SHOALING EXISTS IN BARDEN INLET AND BACK SOUND BETWEEN BARDEN INLET BUOY 8 (LLNR 29180 [34°37.4681N / 076°31.9342W, 34.624469 / -76.532237]) AND BARDEN INLET BUOY 15 (LLNR 29210 [34°38.0510N / 076°31.1867W, 34.634183 / -76.519779]) TO AN AVERAGE CHANNEL DEPTH OF LESS THAN 3 FEET AT MLW. UNDER THE CURRENT CONDITION OF THE INLET, THE AIDS TO NAVIGATION CAN NO LONGER BE CONFIGURED TO SAFELY MARK A PASSABLE CHANNEL AND THE AIDS TO NAVIGATION WILL BE DISCONTINUED. TWO DANGER SHOAL BUOYS WILL BE PLACED AT EACH END OF THE REMOVED SECTION. MARINERS ARE ADVISED TO USE EXTREME CAUTION WHILE NAVIGATING THIS AREA.
NC – HAZARDS OF NORTH CAROLINA COASTAL INLETS
This notice is to notify mariners about accessing hazardous inlets, to heighten public awareness about the hazards that exist in and around the inlets, and to provide the mariner with available information. Mariners are advised that shoaling conditions exist at following North Carolina coastal inlets:
Oregon Inlet
Hatteras Inlet
Ocracoke Inlet
Barden Inlet
Beaufort Inlet
Bogue Inlet
New River Inlet
Topsail Inlet
Masonboro Inlet
Carolina Beach Inlet
Lockwoods Folly Inlet
Shallotte Inlet
Shoaling conditions increase the potential for groundings. These inlets are subject to continual and sometimes rapid environmental changes. Mariners are highly encouraged to obtain the most recent U.S. Army Corps of Engineers Wilmington, North Carolina District hydrographic survey information, centerline waypoints and controlling depth at: http://www.saw.usace.army.mil/Missions/Navigation/HydrographicSurveys.aspx
Mariners should use caution when navigating in these areas and passage through the inlets is not recommended without local knowledge of the area. The aids to navigation in these inlets may not be charted and may not be marking best water due to continually shifting shoals. Consult Local Notice to Mariners, 5th Coast Guard District for the latest positions and status of aids to navigation: https://www.navcen.uscg.gov/?ageName=lnmDistrict®ion=5
To report any aids to navigation discrepancies (missing, damaged, off station, extinguished lights), shoaling, hazards to navigation, or discrepancies on bridge lighting, please contact Sector North Carolina Command Center (910) 343-2200. LNM 17/16
This low hanging cable at Torry Island Bridge on Lake Okeechobee Route 2 has restricted navigation to vessels with less than 35ft air draft. See UPDATE: Low Cable from 11/26/18. Our thanks to Office Erica Skolte for this good news for sailing vessels.
Good news- Route 2 is open for navigation for sail boats. I expect that I will have an additional notice to navigation in the next day or so.
Erica
Erica Skolte
Public Affairs Specialist
Corporate Communications Office
U.S. Army Corps of Engineers, Jacksonville District
Palm Beach Gardens
NOTE: NEW OFFICE PHONE 561-340-1527
Cell: 561-801-5734
erica.a.skolte@usace.army.mil
Twitter @JaxStrong
Jacksonville District Facebook:
https://www.facebook.com/JacksonvilleDistrict
Jacksonville District: A team of professionals making tomorrow better
“Keep Calm and Essayons”
Click Here To View the Okeechobee Cruisers’ Net Bridge Directory Listing For Torry Island Bridge
Click Here To Open A Chart View Window, Zoomed To the Location of Torry Island Bridge
The water releases can similar to crossing against an outgoing tide, especially at narrow ICW/inlet intersections. Be prepared a for the turbulence and the effect on your vessel.
FLORIDA – ST. LUCIE INLET TO FORT MYERS AND LAKE OKEECHOBEE – OKEECHOBEE WATERWAY: NOTICES TO NAVIGATION INTERESTS.
Mariners are reminded that the U.S. Army Corps of Engineers Jacksonville District post regularly “Notices to Navigation” News at: https://www.saj.usace.army.mil/Missions/Civil-Works/Navigation/Notices-to-Navigation/
Due to the changing water levels of Lake Okeechobee, The Army Corps of Engineers often release water through the Okeechobee Waterway Lock and Dam system. The water released often creates high currents along the waterway. During this time, boaters can expect unfavorable conditions between Port Mayaca lock and St. Lucie lock. Such as, unexpected high current conditions east of the St. Lucie lock where the released water funnels thus creating unexpected hazardous conditions for mariners expecting slack tide where the bridges intercept the waterway.
https://www.saj.usace.army.mil/Missions/Civil-Works/Navigation/Navigation-Locks/Bridges/
LOW LAKE LEVELS CREATING HAZARDOUS NAVIGATION ROUTE 1 & 2: EFFECTIVE JANUARY 1 THRU AUGUST 31, 2019
Commercial and recreational vessels advised to use extreme caution while traveling the Okeechobee Waterway Route 1 and 2 and be cautious of shallow water and submerged objects when navigating through these sections of waterway. https://www.saj.usace.army
mil/NTNOkeechobeeWaterwayLowWaterNavHazard/
CANAVERAL HARBOR AND OKEECHOBEE WATERWAY LOCK PROCEDURES: JANUARY 4 THRU DECEMBER 31, 2019
https://www.saj.usace.army.mil/Missions/Civil-Works/Navigation/Notices-to-Navigation/Notice-to-Navigation-2019-001-Guidance-aboutCanaveral-and-Okeechobee-Waterway-Lock-procedures/
Our thanks to Specialist Erica Skolte for this record length Local Notice. This information is essential for safely locking through, especially during storms and emergencies, and should be kept near your steering station.
Notice to Navigation 2019-001 Guidance for Canaveral and Okeechobee Waterway Locks (EVERYTHING YOU NEED TO KNOW ABOUT LOCK PROCEDURES!)
All, please share widely with other interested parties, including our post of Facebook https://twitter.com/JaxStrong and on Twitter @JaxStrong.
Reminder:
If you lock through Canaveral or the Okeechobee Waterway, please put the numbers for the Corps locks into your phone. Remember to listen to any direction offered by the lock operator to ensure everyone’s safety as you lock through!
W.P. Franklin Lock 239-694-5451
Ortona Lock 863-675-0616
Moore Haven Lock 863-946-0414
Port Mayaca Lock 561-924-2858
St. Lucie Lock 772-287-2665
Canaveral Lock 321-783-5421
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Notice to Navigation
Notice to Navigation: 2019-001 Guidance for Canaveral and Okeechobee Waterway Locks
Read the NTN: https://www.saj.usace.army.mil/Missions/Civil-Works/Navigation/Notices-to-Navigation/Notice-to-Navigation-2019-001-Guidance-about-Canaveral-and-Okeechobee-Waterway-Lock-procedures/
———————————————————————————————————————
Notice to Navigation: GENERAL:
Reference revised Regulations, 33 C.F.R. 207.300, and their tributaries; use, administration, and navigation, and 33
C.F.R. 207.800, Collection of navigation statistics.
The following information is furnished in addition to the above-referenced regulations to provide guidance about the procedures, control, and management of the locks on the Okeechobee Waterway and Canaveral Harbor Lock. Suggested towboat operations are also included that will enhance safety and reduce damage to Government structures, commercial vessels, and recreational craft.
SAFETY:
1. Vessels shall not pass under dam or spillway gates when they are out of the water and the river is flowing freely through the gate openings.
2. Lockage of leaking, listing vessels or overloaded vessels may be refused. Leaking, listing vessels or overloaded vessels shall be moored in a location outside of the channel and outside of the Arrival Point so as not to interfere with passing navigation.
3. All craft and tows approaching a lock, within a distance of 200 feet of the upper or lower lock gates, shall proceed at a speed not greater than two miles per hour (rate of a slow walk) during normal flow conditions.
4. All tows entering the lock shall be properly aligned with the guide or lock wall.
5. It is the responsibility of the vessel operator to provide adequate mooring lines. The lock operator may require mooring lines to be replaced with satisfactory lines before lockage is made if the lines appear to be of such quality, size, or condition that would make safe lockage questionable.
6. All towboat crews, while locking or moving a tow into or out of a lock chamber, must station themselves to preclude the possibility of being injured by the parting of a cable or line under strain. Single part lines only will be used to check a moving tow. Working lines shall be kept dry and in good working condition to allow lines to be worked properly and to prevent injury to personnel.
7. Towboat crewmembers shall not jump between moving tows and lock or guide walls while preparing for lockage, locking, or departing lock
8. Tabulated below are the minimum numbers of vessel personnel required for handling lines during lockages. The captain/pilot cannot act as a deckhand.
9. All vessels, when in the locks, shall be moored and/or moved as directed by the lock operator.
10. Commercial towing companies shall ensure that vessel operators and boat crew members have received orientation and training in all aspects of deck work and lockage procedures to ensure the safety of personnel, floating plant, and structures.
11. All cylinders or containers holding gases or liquids under pressure or any other chemical or substance shall be securely fastened to the hull of the vessel to prevent their rolling overboard into the lock chamber.
12. All containers holding paint, gasoline, or other volatile materials shall be securely fastened with tight fitting covers.
13. The sides of all vessels passing through the locks shall be free from projections that may damage lock structures or Manatee Protection System sensors. Suitable fenders shall be used with all commercial tows passing through the locks to prevent damage to the lock walls and structures. Fenders shall be cylindrical in shape and no less than 6 inches in diameter. The fenders shall be used on guide walls and lock chambers to protect the structures. The fenders shall be manufactured or fabricated for the purpose of fendering, using woven rope; laminated, molded reinforced, natural, or synthetic rubber, or other suitable material. Single, double, or triple strands of mooring line, with or without knots, and old tires will not be considered as suitable fenders. Lock operators may refuse lockage to all commercial and recreational vessels and/or tows not conforming to the above.
OPERATIONAL ASPECTS:
PART A. RECREATIONAL CRAFT
1. Commercial fishing craft and Vessel Delivery craft are included in the classification “recreational craft” when considering the precedent at the locks. Operators of recreational craft and their passengers are required to wear Coast Guard approved PFDs during lockage. All vessels will be required to turn off engines during lockages to include bow thrusters.
2. Personal watercraft of the “sit-down” variety, (those you sit on and ride), will be accepted for lockage. The “stand-up” variety, (those that require the vessel to be moving for the operator to be out of the water), will not be accepted for lockage unless the craft is tied off to and locked through with an approved vessel, and the operator of the “stand-up” craft boards the approved vessel. Operators of personal watercraft and their passengers are required to wear Coast Guard approved PFDs during lockage.
3. Kayaks and canoes will be locked without other vessels in the chamber for safety reason. Operators and their passengers are required to wear Coast Guard approved PFDs during lockage.
4. Paddleboards, sailboards and surfboards will not be locked.
5. Lock operators may refuse lockage to all commercial and recreational vessels and/or tows not conforming to the above.
PART B. COMMERCIAL TOWS
1. Lock Personnel will monitor the Marine Channel 13. All tows awaiting lockage shall monitor the appropriate lock channel at all times.
2. Radio communications between a lock and an approaching tow are required at all times. All tows shall have a positive two-way voice communication between the pilot and the head of the tow to facilitate proper and safe approach to the lock guide wall and subsequent entrance into the lock chamber. All tows that decide to switch to another channel during the locking process for communication with their deckhands will be required to inform the lock personnel as to what channel they are changing to. Prior to beginning each lockage, procedural aspects of the lockage will be coordinated between the lock and vessel operators in an effort to insure a mutual and thorough understanding of the locking procedure.
3. At no time will a tow or barge be left unattended. Tows will not tie off to mooring dolphins overnight or any unnecessary length of time during hours of operation.
4. Under normal conditions, tows that can be arranged to avoid a double lockage shall be rearranged prior to approaching the lock. Non-compliance will result in not being assigned a lock turn, until tow has been rearranged to comply or until no other vessel awaits lockage. In a knockout lockage, the towboat shall be placed in the hole alongside the rear barges and should be located sufficiently forward to allow for ample clearance between its stern and the gates. While exiting from any lockage, the towboat shall proceed slowly to reduce backwash action and possible damage to lock gates.
5. Towboats, when entering a lock, must remain fully attached to the barges until the tow has been stopped and properly moored. Barges within the tow configuration must be properly cabled. Lockage may be refused if lock operator considers barge couplings inadequate.
6. When leaving the lock in down bound movement, rearrangement of tows in motion will be permitted while passing out of the lock at the discretion of the lockmaster. If there is a floating plant, bridges, or other structure located immediately downstream from the lock, these procedures shall not be used.
7. Lockage lengths in excess of 230 feet, but not more than 245 feet, will be permitted in a 250 foot chamber with the following conditions:
a. The vessel operator shall inform the lock operator by radio, prior to arrival, as to the precise overall length of an integrated tow (single lockage) or the cut lengths of a multiple lockage, the number of barges in the tow, cargo type, and tonnage. Failure to provide all information may result in refusal of lockage.
b. The pilot shall be in the pilothouse and be in constant radio contact with lock personnel during the entire lockage procedure.
c. Experienced deck personnel shall be stationed at each end of the tow to monitor movement.
8. When requested, the pilot of the towboat shall provide an accurate description of the contents of any covered or tank barge in their tow. Transiting of the locks with unknown cargos will not be permitted. All towboat pilots are required to provide accurate, detailed information concerning commodity classification and tonnage. Lockage turn may be forfeited if tow pilots do not provide this data.
9. All deck barges loaded with rock, scrap material, construction equipment and other material shall be loaded to allow for safe passage of crew members along the edge of the barges. A minimum of 2 feet of clear space shall be maintained along the edge of all of the barges. To protect the lock walls and equipment, nothing loaded on the barge shall extend beyond this 2-foot clear space from the edge of the barge. The barges shall be loaded such that the material does not move or fall into the 2-foot wide clear space while moving or transporting the barges. Additionally, material shall be loaded on barges such that it will not become dislodged or moved during the locking process, possibly falling off the barge into the lock chamber or coming to rest protruding off the edge of the barge. Lock operators may refuse lockage to all commercial tows not conforming to the above.
10. When moving or making up tows prior to leaving the lock in an upbound movement, towboat operators are required to keep all barges secured to the lock or guide wall. Generally, the deckhand will not release snubbing and holding lines from the lock or guide walls until the towboat is properly secured to the tow. For a single lockage, with a towboat only set over, deviating from this procedure will be allowed if the immediate situation will permit
safe departure under power and a lock operator walks a line out with the tow until the towboat is again adequately secured to the tow. However, when moving barges from the lock chamber, it is the responsibility of the vessel master to assure that adequate lines and personnel are available for safe handling and mooring of the tow or sections to the lock or guide walls. Sufficient personnel shall remain with the other sections to assure its security.
11. It is the responsibility of the Vessel Master to ensure that deckhands that are assisting with lockages are familiar with the location and proper use of life saving devices or rescue equipment such as safety blocks and ring buoys and are wearing Coast Guard approved PFDs during lockage.
12. Outdraft warning signs are not used on the Okeechobee waterway or at Canaveral Harbor Lock. All tow boat operators upon request when calling a lock system will be provided with the Dam Gate opening, if applicable and available, the upper and lower river gages and the current river predictions as provided by the National Weather Service. All Decisions concerning the existence of an outdraft and the effect of said outdraft will have upon their tows will be made by each vessel operator.
13. Waterways Action Plans provides the marine industry, U.S. Coast Guard (USCG), U.S. Army Corps of Engineers (USACE), States and local governments with a plan for facilitating the safe and orderly movement of traffic during extreme conditions on the inland rivers.
14. Barges will be moored to the lock wall at all times during the lockage cycle. On all lockages, deckhands will not remove mooring lines until signaled to do so by the lock operator. This will be done by use of a whistle or by verbal command. On knockout single cut lockages, once the deckhand has been signaled to remove the mooring lines, the tow boat may proceed out of the chamber and the tow boat may face back up to the tow as the tow moves forward. If requested by the deckhand, the lock operator will assist to moor the tow to the lock wall once the tow has moved a sufficient distance along the wall so that the tow boat can face up to the tow. On all set-over lockages, the tow will move far enough along the wall to provide room to set the barges back over and face up to the rest of the tow. The tow will then be moored to the wall until the face up process is completed. The lock operator will then remove the mooring lines at the request of the deckhand. On all multiple cut lockages, the cut will be pulled from the chamber using the assistance from a helper boat. The tow will then be moored to the wall outside of the chamber until the remaining cuts of the tow have been faced up to the first cut. Once the tow is faced up and ready to depart, the mooring lines will be removed by the lock operator at the request of the deckhand.
15. The U.S. Army Corps of Engineers maintains an eight foot channel depth. Draft of vessels: No vessel shall attempt to enter a lock unless its draft is at least three (3) inches less than the least depth of water over the gate sills. Information concerning control depth over sills can be obtained from the District Navigation Charts. For general purpose information Route 1 has a maximum recommended of 8 feet @ 14.00 ft NGVD 1929. Route 2 has a maximum recommended draft of 6 feet @14.00 ft NGVD 1929
PART C: LOCK OPERATIONS DURING TROPICAL STORMS, HURRICANES AND HIGH WATER EVENTS
Notice is given that 72 hours prior to a Tropical Storm or Hurricane making local landfall locks will be open 7 AM to 10 PM supporting vessel safe harbor passage. Lock operations will stop 8 hours prior to land fall as Rail Road and drawbridges will be lowered or rotated and locked into a secure position. It’s important that all vessels are at their intended destination before bridges are secured and passage across the waterway suspended. No mooring will be allowed at any lock, approach walls or dolphins during a storm event.
For Lock Operator safety the locks will:
1. Stop locking vessels or working outdoors if lightning is observed within five miles of the lock and operations will not resume until lightning has not been seen in the area for 30 minutes.
2. Stop locking vessels when winds exceed 35 MPH.
After a storm it could be days or weeks before the waterway is reopen depending on damage to structures and how quickly debris creating navigation hazards can be removed.
Operations during high water and floods in designated vulnerable areas: Vessels operating on these waters during periods when water stages exceed the level of “ordinary high water,” as designated on Corps of Engineers’ navigation charts, shall exercise reasonable care to minimize the effects of their bow waves and propeller washes on river banks; submerged or partially submerged structures or habitations; terrestrial growth such as trees and bushes; and man-made amenities that may be present. Vessels shall operate carefully when passing close to levees and other flood control structures and shall observe minimum distances from banks which may be prescribed from time to time in Notices to Navigation Interests. Pilots should exercise particular care not to direct propeller wash at river banks, levees, revetments, structures or other appurtenances subject to damage from wave action.
Lock operators have no means of pulling tows from the chamber An assist tow will be required of sufficient size to maintain safe control of the tow in any wind or current condition.
Lock hours are based on USACE Inland Marine Transportation System (IMTS) Standard Levels of Service.
Canaveral Harbor:
Canaveral Lock 6:00 AM to 9:30 PM Daily (Last lockage starting at 9:00PM)
Okeechobee Waterway:
St Lucie Lock 7:00 AM to 5:00 PM Daily (Last lockage starting at 4:30 PM) Port Mayaca Lock 7:00 AM to 5:00 PM Daily (Last lockage starting at 4:30 PM) Moore Haven Lock 7:00 AM to 5:00 PM Daily (Last lockage starting at 4:30 PM) Ortona Lock 7:00 AM to 5:00 PM Daily (Last lockage starting at 4:30 PM) WP Franklin Lock 7:00 AM to 5:00 PM Daily (Last lockage starting at 4:30 PM)
PART D: USEFUL INFORMATION
Lake Okeechobee water level can be viewed on the Corps of Engineers web site at http://w3.saj.usace.army.mil/h2o/currentLL.shtml
Maximum vessel width and lengths are listed below for each lock. Vessels larger than the maximum dimensions will be refused lockage.
Canaveral Harbor
Canaveral Lock maximum vessel size 85′ X 585′
Okeechobee Waterway
St Lucie, Moore Haven and Ortona Locks maximum vessel size 45′ X 235′ Port Mayaca and W.P. Franklin Locks maximum vessel size 51′ X 385′
REPAIR SCHEDULE FOR 2019
It is anticipated that maintenance and repairs will be performed at the following locations during Calendar Year 2019. This notice may require periodic revision. It is given so that industrial waterway users may have a general knowledge of the lock outages and can plan their operations accordingly. Factors, which may affect this schedule, are the delivery of materials, repairs required but not anticipated, emergency repairs as a result of accidents, and funding.
All interested parties should review the maintenance schedule for impact. Additional notices furnishing specific information and operating requirements will be published approximately two weeks in advance of commencing the work items listed.
Canaveral Harbor:
Canaveral Lock Sector Gate Manatee Screen Repair and cleaning TBD
Okeechobee Waterway:
St Lucie Lock and Dam Sector Gate Manatee Screen Repair and cleaning TBD
Port Mayaca Lock and Dam Sector Gate Manatee Screen Repair and cleaning TBD
Moore Haven Lock and Dam Sector Gate Manatee Screen Repair and cleaning TBD
Ortona Lock and Dam Sector Gate Manatee Screen Repair and cleaning TBD
W.P. Franklin Lock and Dam Sector Gate Manatee Screen Repair and cleaning TBD
For up to date Lock information contact the shift operator 7 AM to 5 PM at:
W.P. Franklin Lock 239-694-5451
Ortona Lock 863-675-0616
Moore Haven Lock 863-946-0414
Port Mayaca Lock 561-924-2858
St. Lucie Lock 772-287-2665
Canaveral Lock 321-783-5421
Point of contact is Gary Hipkins at 863-983-8101.
//signed//
Gary L.Hipkins
Chief Navigation & Flood Risk Management
South Florida Operations
—————————————–
Thanks for helping to get the word out!
Erica
Erica Skolte
Public Affairs Specialist
Corporate Communications Office
U.S. Army Corps of Engineers, Jacksonville District
Palm Beach Gardens
NOTE: NEW OFFICE PHONE 561-340-1527
Cell: 561-801-5734
erica.a.skolte@usace.army.mil
Twitter @JaxStrong
Jacksonville District Facebook:
https://www.facebook.com/JacksonvilleDistrict
Jacksonville District: A team of professionals making tomorrow better
“Keep Calm and Essayons”
This hazard was first posted on Cruisers’ Net in December of 2017, https://cruisersnet.net/168847, and, obviously, no progress is being made to raise the cable from 35ft to its charted height of 52ft.
FLORIDA – ST. LUCIE INLET TO FORT MYERS AND LAKE OKEECHOBEE – OKEECHOBEE WATERWAY – LAKE OKEECHOBEE (ROUTE
2): Hazard to Navigation
The US Army Corps of Engineers Jacksonville District has identified a low hanging fiber optic cable at the Torrey Island Bridge in RT-2 of the Okeechobee Waterway. The fiber optic cable is estimated to be 35 feet above the water; high mast vessels are encouraged to use RT-1 until the cable is raised to 52 feet. Recreational and commercial boaters are to use caution when navigating through these sections of waterway. Once the cable is raised to the required 52 feet normal traffic will be restored. USACOE POC is Gary Hipkins at 863-983-8101.
Chart 11428 LNM 21/18
Click Here To View the Okeechobee Cruisers’ Net Bridge Directory Listing For Torry Island Bridge
Click Here To Open A Chart View Window, Zoomed To the Location of Torry Island Bridge
This shoaling is occurring at the northern tip of Estero Island, Fort Myers Beach. In the Survey linked below, just look at all the RED around Marker #4 where there should be BLUE! Matanzas Pass leads to several marinas on the east side of Estero Island, including Pink Shell Resort, A SALTY SOUTHEAST CRUISERS’ NET SPONSOR!
FLORIDA – FORT MYERS TO CHARLOTTE HARBOR AND WIGGINS PASS – MATANZAS PASS CHANNEL: Shoaling
There is a report of a shoaling between Matanzas Pass Channel Daybeacon 2 (LLNR 18087 [26°27.7979N / 081°58.2593W, 26.463298 / -81.970988]) and Matanzas Pass Channel Daybeacon 4 (LLNR 18095 [26°27.9259N / 081°58.1407W, 26.465432 / -81.969012]) shoaling is on the south side of the channel and gets as low as 1.7 feet MLLW. The following aid was temporarily established to mark SHOALING into the channel: Matanzas Pass Channel TEMP BUOY 2A in position 26-27-52.620N / 081-58-10.620W (26°27.8770N / 081°58.1770W, 26.464617 / -81.969617) . Mariners are advised to exercise extreme caution while transiting the area. Link to the survey http://www.saj.usace.army.mil/Portals/44/docs/Navigation/hydro_surveys/14-101.pdf
Click Here To Open A Chart View Window, Zoomed To A “Navigation Alert” Position at Matanzas Pass
As our readers know, Cruisers’ Net posts Local Notices, Marine Safety Information Bulletins and Navigation Alerts immediately when received and reposted in Friday’s newsletter. They are posted state by state from Mile Zero to the Northern Gulf. As an example see https://cruisersnet.net/category/lntm-va-to-nc-news/ for VA-NC Local Notices.
Exploding lava, missing and unlighted buoys, channel shoaling and daymark destruction are just a few things you can find inside a Coast Guard Local Notice To Mariners (LNM). In his latest Lifelines: Safety And Rescue At Sea blog Mario Vittone explains why you should check your local LNM every week.
Local Notice To Mariners: A Reality Check For Your Charts by Mario Vittone in Soundings
This severe shoaling in the Waterway channel immediately west of Bakers Haulover Inlet.
FLORIDA – AICW – WEST PALM BEACH TO MIAMI – BISCAYNE BAY: Severe Shoaling
The U.S. Coast Guard received a report of severe shoaling in the vicinity of Bakers Haulover Buoy 7A (LLNR 47824 [25°54.1120N / 080°7.8605W, 25.901867 / -80.131009]) reducing the width of the channel to 20 yards. MARINERS ARE ADVISED TO EXERCISE EXTREME CAUTION AND LOCAL KNOWLEDGE OF THE CHANNEL CONDITIONS IS RECOMMENDED BEFORE ATTEMPTING PASSAGE. Chart 11467 LNM 32/17
Shelley Island is off the southern tip of Cape Hatteras. See /165551 for an article and photos.
NC – CAPE HATTERAS – NEW ISLAND
Dangerous rip currents have been reported around a newly formed island known as Shelley Island, off Cape Hatteras in approximate 35°12’50” N, 075°31’39”W. Swimming to and from the island is strongly discouraged. To report emergencies or if there are any questions or concerns, mariners should contact Coast Guard Sector North Carolina at (910) 343-3882. Chart 11555 LNM 27/17
New Pass leads directly to the Sarasota waterfront and the entrance portion between the Entrance Light and Light 7 is constantly shifting and shoaling. SSECN has long recommended that this pass not be used. On June 9, the USCG announced their intention to close New Pass.
FLORIDA – CHARLOTTE HARBOR TO TAMPA BAY – NEW PASS CHANNEL: Severe Shoal/Hazard to Navigation.
Due to increased shoaling mariners are advised to use extreme caution when transiting offshore, New Pass, Sarasota, from New Pass Channel to New Pass Bascule Bridge. Due to frequent changing conditions, buoys are not charted in this channel. The U.S Coast Guard strongly recommends avoiding this channel if possible. Chart 11425 LNM 23/17
Click Here To Open A Chart View Window, Zoomed To A “Navigation Alert” Position at New Pass
This area of shallow water is at the south end of the Estherville Minim Creek Canal which begins at the Waterway’s exit southward from Winyah Bay.
SOUTH CAROLINA – AICW – MYRTLE GROVE SOUND AND CAPE FEAR RIVER TO CASINO CREEK – WINYAH BAY – CHARLESTON HARBOR: Depth of Channel.
The U.S. Coast Guard has found at low-tide depths of less than 5ft of water in the middle of the channel between Winyah Bay-Charleston Harbor Channel Light 4 (LLNR 34120 [33°11.7192N / 079°16.3300W, 33.195320 / -79.272167]) and Winyah Bay-Charleston Harbor Daybeacon 5 (LLNR 34125 [33°11.4410N / 079°16.5012W, 33.190683 / -79.275020]). Mariners are advised to use caution while transiting the area. Chart 11532, 11534 LNM 35/16
Click Here To Open A Chart View Window, Zoomed To A “Navigation Alert” Position at Minim Creek Canal
This shoaling is at the intersection of Mason Inlet and the Waterway near Howe Point.
****NC – NEUSE RIVER TO MYRTLE GROVE SOUND – NEW RIVER TO CAPE FEAR RIVER****
An area of shoaling has been reported IVO of New River – Cape Fear River Buoy 121 (LLNR 39597 [34°15.0058N / 077°46.9075W, 34.250097 / -77.781791]) in the AICWW St M 280 near Mason Inlet Crossing. ACOE reported a depth of 2.2ft at MLW. Mariners are urged to use caution when transiting this area. NC BNM 357-16 Chart 11541 LNM 28/16
Click Here To Open A Chart View Window, Zoomed To A “Navigation Alert” Position at Mason Inlet.
This area of shoaling is developing from the west and north side of the channel. This western portion of the Sapelo River departs the Waterway near Mile 636.
GEORGIA – SAPELO AND DOBOY SOUNDS – SAPELO RIVER: Shoal
Shoaling reported between Sapelo River DBN 6 (LLNR 5895 [31°32.1970N / 081°20.7660W, 31.536617 / -81.346100]) and Sapelo River DBN 10 (LLNR 5905 [31°31.8490N / 081°21.3510W, 31.530817 / -81.355850]). Depths are reported from 0-6 ft at Mean Low water. Aids to navigation are currently in 0 feet of water. Shoaling protrudes into the channel approximately 20 yards. Channel was found closest to the southern bank with a depth of 6-10 feet at Mean Low water. Chart 11510 LNM 27/16
Click Here To Open A Chart View Window, Zoomed To A “Navigation Alert” Position at Sapelo River
Just reported this shoal? Was it a cruiser, local boater, or the Coast Guard or other qualified observer?
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