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    • LNM: USACE 2019 Manual for Locking 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
      —————————————————
      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”

      3 Facebook Likes, 4 Facebook Reactions

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    • Good Advice on Dealing with Vessels Damaged by a Boatyard

      Boatyard damage to your boat, especially when you are not present, can require a long and tedious process to resolve.

      The blog on sail4simplicity.com recently published an entry describing their experience with damage Simplicity, a Beneteau 381, sustained in a boatyard. Two of my boats have also experienced boatyard damage on three different occasions. I thought it may be helpful to open a discussion on this topic and provide recommendations based on Simplicity’s and my experiences. While these recommendations will not completely prevent boatyard damage, they should help minimize incidents and the associated headaches resolving such incidents.

      You can visit the sail4simplicity.com blog for a detailed description of their incident – significant gouge/scrape on the port side which appeared when they returned to Simplicity. Simplicty was in the boatyard as a result of a lightning strike which is also described in detail on their blog and noteworthy to read a nightmare experience. The following photographs show some of the damage:
      Unfortunately, it sounds like the boatyard has not accepted responsibility and amicably resolved. Simplicty‘s blog provides 11 ‘lessons learned’ from their experience. Note that the lessons learned include items based on their entire experience (lightning strike, interacting with the insurance company/surveyor along with the boatyard damage).
      I experienced three boatyard damage events over the past 35 years. Not a lot, but any is one too many and each one was a headache to resolve. Unfortunately, I no longer have pictures associated with these incidents to include and provide better visual examples.
      Before sounding too negative on boatyards I want to mention that I have had acceptable to great experiences with most. Over the years I have used dozens of boatyards, including several that stood out for timely, high quality and/or good value. In reflecting on my experiences, I realized that my best experiences occurred with yards that would not be considered ‘inexpensive’. The old adage rings true – “you get what you pay for”. I would classify all the boatyards I experienced problems with as small, budget or low cost.
      As you read the incidents below you can correlate the following recommendations with the experiences that prompted them:

      • Always be present during any haul out or launch – do not haul/launch otherwise unless absolutely necessary.
      • Do not schedule your haul or launch on a Friday in case of delay.
      • Check with the boatyard prior to your haul/launch date to make sure their Travelift is working. Travelifts do break and are not always quickly/easily fixed. I have seen some sit for days waiting on parts/repairs. This will allow you prior notice to rearrange your schedule or make alternate arrangements if your schedule is rigid.
      • Allow a few days ‘slack’ in your travel schedule after hauling in case the haul out is delayed.
      • Video your haul out and launch in case anything happens. You can always simply hit the delete button if all goes well.
      • Once the boat is blocked, video/photograph
        with a timestamp. By everything I mean EVERYTHING – both at ground level and also at deck level. Pay particular attention to the bow and stern regions which may be more likely damaged.
      • Carefully check your boat immediately upon returning. Once your boat leaves a boatyard they have a convenient reason why the damage occurred elsewhere.
      • Launch the boat prior to raising any issues – but do not depart before doing so. If your boat is still on the hard, you are at their mercy and they have all the leverage to force you to settle or not pursue resolution. Your boat could be sitting in their yard until issues are resolved or you may need a time consuming and costly legal fight to get launched.
      • Carefully consider using a small or low cost/budget boatyard – you do get what you pay for and you may be setting yourself up for a headache.
      • Consider how closely/packed the boats are in the boatyard. Tightly packed boats are more likely to experience damage by the Travelift, vehicles or other boaters working on their boats.
      • Immediately take photographs / videos, document all conversations / interactions / etc.– do not delay since memories fade and details are forgotten.

      My first incident occurred in the late 1980’s with a 32’ Carver sedan in Northern Michigan. I owned a boat storage ‘condo’ and the only person in town who hauled boats to the facility had a ‘custom’ (read homemade) large trailer used on a large boat ramp. There were no Travelifts in the area at that time.
      Since he was the sole person in town he was actually very experienced but had a bad day – in his first attempt the boat was misaligned, and one shaft sat on the trailer and was bent. With his second attempt he over compensated and bent the other shaft. He didn’t have insurance and wanted to repair the shafts himself, but I decided to seek a
      ‘professional’ boatyard. In the spring I idled and vibrated the 20 miles to the nearest real boatyard. Repairs included replacing both shafts and laser re-alignment. But the boat was never the same – constant shaft log/stuffing box issues and a slight vibration. Luckily my BoatUS insurance covered the many thousands of dollars repair cost.

      My next two incidents occurred on Hither `n Yon – a Fleming 55.

      My second experience occurred at a yard in Florida. After the boat was hauled I left it for several months. Upon return the 70 lb Danforth anchor on the bow pulpit was significantly bent (one fluke plus the shank). The fiberglass on bow pulpit was also damaged/cracked in several locations. I suspected the Travelift since it would require a huge force to bend the substantial shank 17 feet above the ground. Not surprisingly, the boatyard denied any responsibility. How did I know they did it? It was pretty easy to figure out – a blue paint mark on the fluke exactly matching their Travelift paint color along with a very visual scratch on their Travelift at the same height as my anchor (I measured both!). They refused to resolve the issue and we were anxious to begin our winter cruise to the Bahamas. Numerous phone calls and emails from the Bahamas failed to resolve the situation so in the end I ate the repair cost of thousands of dollars.

      My third experience occurred at a different yard in Florida. My standard operating procedure was to always be present when my boat was launched or hauled/blocked to make sure my ‘baby’ was well taken care of. I pre-arranged the date and time but when I arrived on a Friday they said they wouldn’t haul until the following Monday. Unfortunately, I had a schedule to keep so I departed the next day. When I returned several months later I immediately saw Hither `n Yon was blocked bow down. As a result, rain on the upper deck flowed forward, accumulated and then entered through the flybridge door into the pilothouse causing significant teak damage. A large puddle of accumulated water remained in front of the flybridge to pilothouse door.
      Of course, the boatyard denied it was improperly blocked but the photographs I took were very clear. In the background was a parked vehicle which provided an excellent reference of the bow down angle. Also photographs of the accumulated water showed undeniably that the water was flowing forward. After my previous experience I had decided to pursue any future boatyard incidents – it also helped that I was retired by this time and had more time on my hands. Unfortunately, the boatyard refused to fix or reimbursed for the repairs thus I turned to the legal system and filed a lawsuit. At the initial hearing the judge strongly encouraged a settlement which resulted in a financial offer I could live with. I had excellent visual documentation, photographs, invoices, etc. which encouraged the boatyard to settle.

      None of the above recommendations will completely prevent damage but they could make a boatyard more easily accept responsibility or make it easier to resolve using the legal system.

      I am sure boatyards have their horror stories of incorrect or false damage claims. Therefore, good photographs or videos may make a difference in a boatyard accepting responsibility and agreeing to fairly resolve.

      It would be beneficial to Cruisers Net readers to hear your boatyard damage experiences along with your recommendations. Remember our motto is ‘Cruisers Helping Cruisers’ so please help your fellow boaters with your experiences and any additional recommendations.

      Comments from Cruisers (2)

      1. james -  January 18, 2019 - 8:58 pm

        Dont always assume the boat yard is the culprit. I worked my way thru high school and college at active boatyards for the marina. Keep in mind there are lots of other boat owners working next to your vessel, carrying ladders, parking vehicles, spray painting, letting their kids run wild – and then of course many sub-contractors coming and going who could cause damage to your vessel. Always best to be there for the haul out and launch as an observer. Buy some traffic cones and put them a safe distance around your vessel. Lay your ladder on the ground so no one else knocks it and gets it to slide across your hull, or a strong gust of wind during a thunderstorm does the same.

        Reply to james
        • Curtis Hoff -  January 20, 2019 - 10:45 am

          Your points about ladders and cones are good additions to the advice.

          Reply to Curtis
    • Update from Palm Cove Marina, Jacksonville Beach FL, AICW Statute Mile 747


      FULL MARINE SERVICE ON SITE TRANSIENT DOCKAGE WELCOME

      Palm Cove Marina, A CRUISERS NET SPONSOR, lies south of unlighted daybeacon #31, off the western shores of the Waterway, in the heart of Jacksonville Beach.

      Palm Cove Marina, Jacksonville, FL, continues to make investments in their operations to better serve the local and transient boaters. Palm Cove Marina is a full service marina with travel lift and with many unique amenities such as a pool, largest dry rack storage facility in the area, and outstanding wet slip accommodations, and the friendliest staff around. This past summer the bathroom, lounge and laundry facilities were completely refurbished. Palm Cove Marina now produces much of their own electric needs with the installation of 1,600 solar panels. Palm Cove Marina has a new dredge material area approved so they can continue to aggressively dredge. Palm Cove Marina dispenses diesel fuel and ethanol free gasoline at the lowest prices in Northeast Florida.

      Boaters and cruisers thank you Palm Cove Marina for your customer care and support.

      What an outstanding marine resource to the local boating and cruising community.

      Well Done Palm Cove Marina!
      Karen Farish
      Office Manager
      Palm Cove Marina
      14603 Beach Blvd, Ste 100
      Jacksonville, FL 32250
      Office (904) 223-4757
      Fax (904) 223-6601
      Website: http://www.palmcovemarina.com
      Office Hours: Monday – Friday 8am-5pm
      Dry Storage/Fuel/Docks:
      Monday-Thursday 7AM-5:45PM
      Friday, Saturday and Sunday 7AM-6:45PM
      (Nov 5, 2018 – Mar 10, 2019 – 18 WEEKS OF WINTER HOURS)
      DRY STORAGE/FUEL DOCK/DOCKMASTER & MARINA OFFICE
      CLOSED ON THANKSGIVING DAY & CHRISTMAS DAY

      Click Here To View the Cruisers’ Net’s Eastern Florida Marina Directory Listing For Palm Cove Marina

      Click Here To Open A Chart View Window, Zoomed To the Location of Palm Cove Marina

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    • Support the Recreational Boating Industry

      Boating United is the grassroots platform of the recreational boating industry. It is comprised of boating manufacturers, businesses and supporters who share the common goal of protecting and promoting the industry. Take action, learn about the issues and more at http://boatingunited.com/

      Boating United is a community of boating businesses, supporters, and enthusiasts – joining together to advocate for issues we care about.

      This year, our work continues. And once again, our federal, state, and local officials need to hear from us.

      We need you to reaffirm your commitment to being a Boating United advocate by signing our pledge today We have an ambitious 2019 agenda to protect recreational boating, and we can’t achieve it without you.

      The louder our voice, the more impactful we’ll be. Please forward this email to 10 of your colleagues, employees, and friends and encourage them to join the Boating United community.

      Working together, we can fight for the industry and recreational activities we love.

      Thom

      SIGN THE PLEDGE

       

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    • Island Hopping in Eleuthera, Bahamas

      Our thanks to Southern Boating Magazine for allowing Cruisers Net to share this delightful article and video with you. It’s the perfect solution to your winter blahs!

      Island Hopping in Eleuthera
      Southern Boating Magazine

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    • EXAMPLE: Best MARINA Fuel Price Summary as of Jan 16

      This week’s lowest current marina fuel prices as of Jan 16:
              Diesel Range: $2.08 to $3.60 Lowest @ New River Marina in (North Carolina)
              Gas Range: $2.51 to $4.05 Lowest @ Cricket Cove Marina in (South Carolina)
      Remember to always call the marina to verify the current price since prices may change at any time. Also please let us know if you find a marina’s fuel price has changed via the Submit News link.

      SELECT Fuel Type:
      SELECT Format:
      Lowest Diesel Price in Each Region

      Lowest Diesel Prices Anywhere

      All Regions (Price Range $2.08 to $4.55)

      $2.08 New River Marina (01/14)
      $2.25 Hobo Marina (01/14)
      $2.40 Atlantic Yacht Basin (01/14)

      Lowest By Region

      Virgina to North Carolina (Price Range $2.40 to $3.39)

       

      North Carolina (Price Range $2.08 to $3.60)

      $2.08 New River Marina (01/14)
      $2.25 Hobo Marina (01/14)
      $2.55 Homer Smith Docks and Marina (01/14)

       

      South Carolina (Price Range $2.50 to $4.55)

      $2.50 Osprey Marina (01/14)
      $2.58 Cricket Cove Marina (01/14)
      $2.61 Myrtle Beach Yacht Club (01/14)

       

      Georgia (Price Range $2.69 to $3.70)

      $2.69 Two Way Fish Camp (01/14)
      $2.89 Isle of Hope Marina (01/15)
      $3.01 Thunderbolt Marine (01/15)

       

      Eastern Florida (Price Range $2.75 to $3.85)

       

      St Johns River (Price Range $2.80 to $3.50)

       

      Florida Keyes (Price Range $2.73 to $3.93)

       

      Western Florida (Price Range $2.50 to $3.85)

       

      Okeechobee (Price Range $3.12 to $3.71)

       

      Northern Gulf (Price Range $2.75 to $3.09)

       

      2 Facebook Likes, 2 Facebook Reactions

      Comments from Cruisers (1)

      1. Jeff Killy -  January 17, 2019 - 3:53 pm

        Great service Great price
        When was the last time you saw great service and great price in the same sentence? LukFuel is a pleasure to deal with. Don is the consummate professional. Jeff

    • Magnetic North Pole Shifting Rapidly and Unpredictably

      An interesting article from The Maritime Executive on the natural phenomenon that affects all our compasses.

      Magnetic North Pole Shifting Rapidly and Unpredictably

      2 Facebook Likes, 3 Facebook Reactions

      Comments from Cruisers (5)

      1. Cruisers' Net -  January 15, 2019 - 8:39 am

        Here you go Mike: BY MAREX 2019-01-12 19:52:24

        The Earth’s north magnetic pole is shifting so rapidly that steps are being taken to ensure it doesn’t impact navigation in the Arctic.

        Compass needles point towards the north magnetic pole, a point that has moved from Canada to the middle of the Arctic Ocean over the last century. It is currently moving towards Siberia at about 50 kilometers (30 miles) a year.

        The World Magnetic Model predicts the Earth’s geomagnetic field for the next five years, and it is normally produced every five years. Scientists have now recognized that the 2015 World Magnetic Model needs updating earlier than planned, but the update has been postponed from January 15 to January 30 due to the ongoing U.S. government shutdown.

        Since late 2014, the core field has varied in a currently unpredictable manner. This led to the World Magnetic Model becoming less accurate, particularly at high northern latitudes, much faster than normal. The variations have been attributed to an abrupt unpredictable change in 2014/2015 and an acceleration of flow in the core in the northern hemisphere.

        The Model is produced by the British Geological Survey and NOAA, on behalf of the U.K. Defence Geographic Centre and the U.S. National Geospatial-Intelligence Agency. It is a model of the primary component of the geomagnetic field: the Earth’s core. The core field is generated by dynamic action in the swirling iron-rich fluid of the outer core, roughly 3,500 kilometers below the Earth’s surface. The ever-changing flow of the outer core leads to an ever-changing magnetic field.

        “The magnetic poles drift, the field strengthens and weakens, and the immense magnetic field of the Sun, carried by the solar wind, constantly batters at it from the outside,” says British Geological Survey blogger, Will Brown. “The World Magnetic Model is the standard magnetic model used for navigation by organizations such as NATO, the Ministry of Defence, and the U.S.’ Department of Defense, and also by smartphone operating systems such as Android and iOS. When you open your smartphone’s map app, you may see an arrow pointing which way you’re facing, and there’s something quite clever going on underneath. Your phone contains a magnetometer that is measuring the Earth’s magnetic field. In order to make sense of this information a reference model like the World Magnetic Model is needed to correct the measurements of magnetic north made by your phone to True North.”

        The next scheduled update to the World Magnetic Model is expected in December 2019.

        Reply to Cruisers'
      2. Cruisers' Net -  January 15, 2019 - 8:28 am

        Sorry Mike. Copy/paste just doesn’t work for some external pages which require a link. The link as posted is active. Try again.

        Reply to Cruisers'
    • Advice for Boat Buyers

      The two happiest days in a boater’s life: the day you buy the boat and the day you sell the boat. Having owned sixteen boats I can attest to the joys and sorrows of boat ownership. This article by Jan and David Irons from Commuter Cruiser offers insight into the features you might want to consider when purchasing your first boat. Although addressed to folks considering doing The Loop, the advice works for all waters and conditions.

       

      After The Loop Update: Buying A Boat for The Great Loop

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    • Information on New No-Wake Zones in the Bahamas

      No-Wake zones, especially in mooring areas and anchorages, can make a huge difference in a crew’s safety and enjoyment of an area. Please heed the zones!

      Elijah Sands posted in Exuma Cays Land & Sea Park.
      Some information on the new “No wake Zones” in the park,…See More
      Exuma Cays Land and Sea Park Notice:
      The increase of vessel traffic and vessels moored at Cambridge Cay – ECLSP has prompted the BNT to invoke special regulations for vessels transiting Cambridge Cay channel to the West of the Mooring Field.
      Increased usage and transiting boat traffic through this channel has created the need for a “Slow No Wake” zone.
      All vessels are required to reduce their speed between the three (3) “Slow No Wake” buoys in position at the BNT Cambridge Cay Channel. 5 mph (max) speed limits and other safe boating regulations are in place and will be enforced.
      The Wardens of the Bahamas National Trust (BNT) have established this permanent “Slow No Wake” zone at the Cambridge Cay Channel and have marked this channel with (3) buoys.
      This new “Slow No Wake” area at Cambridge Cay Channel is effective from January 1st, 2019, and is permanent.
      The BNT wishes to remind boaters that there is a “Slow No Wake” regulation throughout ALL mooring fields located within the Exuma Cays Land and Sea Park. Please do abide by these regulations at all times.
      To seek further information about this and all other idle and no wake zones, contact the BNT Administrator via VHF channel 09, or through Bahamas National Trust – Exuma Cays Land and Sea Park Head Quarters at 242-601-7438. #WeareBNT
      Elijah Sands on Facebook

      8 Facebook Likes, 8 Facebook Reactions

      Comments from Cruisers (2)

        • Beth Barrie -  January 14, 2019 - 7:26 pm

          Jayne Gorham thanks. I just “liked” Cruiser’s Net”, looks like a good resource.

          Reply to Beth
    • FOCUS ON Marineland Marina, Marineland, FL, AICW Statute Mile 796


      Marineland is home to Marineland Marina, A CRUISERS NET SPONSOR, with many recent facility upgrades and consistently good words from cruisers.

       
       
      Making Memories in Marineland, Florida 
       
      It’s vacation time and our serene marina is bursting with happy boaters. It’s our favorite time of the year! 
       

      We look forward to hosting you and your family as you visit our historic coast during this happy season, and we are honored to be part of your family memories for years to come. This month we want to help you create those memories by taking a few moments to highlight 5 unique experiences available right here in the Town of Marineland, Florida!

      Reservations for transient overnight, weekly and monthly have started. Please call as soon as possible to reserve your slip. 904-814-9886

      For site plan and additional info, please visit our website

      Safe travels and we will see you soon! 

      The town of Marineland, Florida was established in 1940, consists of 171 acres, and straddles the counties of Flagler and St. Johns. According to the 2016 census, the actual population of the town is only 17 people, although many scientists visit the area to study at the Whitney Lab and Georgia Aquarium Field Station, located adjacent to our marina.

      5 Memorable Things To Do in Marineland, Florida

       

      1) Take a tour of the  Sea Turtle Hospital!
       
      The Whitney Laboratory for Marine Bioscience is a full-time University of Florida research center for biomedical research and biotechnology and is also home to the Sea Turtle Hospital, a teaching and rehabilitation center. Tours of the hospital are offered the 2nd & 4th Thursday of the month, and the 2nd Saturday of the month for only $15 per person. Tours are limited to 10 people, so reserve your spot in advance by visiting their  website.
       
       

      2) Interact with dolphins, sea turtles and more at  Marineland Dolphin Adventure, located just across the street!

      And, as an added bonus, stay 3 nights with us and get complimentary general admission passes to visit the park. General admission passes can even be used towards the purchase of a dolphin experience! Visit  Marineland Dolphin Adventure’s website for descriptions of the exciting, interactive experiences available!
       
       

      3) Go on an Eco-Adventure with  Ripple Effect Ecotours!

      Launching right from our marina, this well established tour company functions with an emphasize on ethical, eco-friendly tourism. Whether you choose to join one of several daily kayaking adventures, or jump on the “Ripple Effect 1”, their custom bio-diesel jet boat, your ecotour will take you into otherwise inaccessible areas of the pristine estuary surrounding our marina. The tours are exciting, educational, and are a great way to get a glimpse of the area as it stood when the Native Americans first arrived. Kayak rentals are also available for your solo adventures. Reservations are required, so  

      book your ecotour today! 

       

       

       

      4) Hike, bike, fish, camp, and more at the 

      The  River to Sea Preserve is located on both sides of highway A1A at Marineland, adjacent to the marina, and is owned jointly by Flagler County and the Town of Marineland. The 90-acre preserve offers walking trails, nature vistas, and ecological education opportunities as well as public access to the beach. Be sure to visit the beachside boardwalk for a majestic view of the beach and ocean. It’s a great spot to catch the sunrise!
       

      5) Grab lunch or dinner at Captain’s BBQ in Bing’s Landing!

      Just a short dinghy ride away, Captain’s BBQ is known not only for their delicious BBQ (try the brisket!) but carries a wide assortment of amazing, homemade cheesecake! They also serve beer & wine, and offer indoor & outdoor seating. 
       
      After you fill your belly, be sure to check out the park! Bing’s Landing consists of 8 acres within a maritime oak hammock. The park houses a state of the art boat launch, fishing pier, picnic & playground facilities, and an archaeological dig of the Mala Compra Plantation. 
      This is just a taste of all the wonderful things that our area has to offer.  We look forward to helping you and your family make the most out of your stay, so please reach out with any questions or concerns. We love our boaters and we are so happy that cruising season is off to a fabulous start here at the
       

       


      While you’re here, don’t forget to check out the  Salt Air Farmer’s Market, located right in our marina parking lot. With fresh veggies, baked goods, honey, crafts, and more, you never know what treasures you might find!
      The market is held every Sunday from 10am – 2pm. 
      Follow us on our new Instagram page! And let’s be friend’s on Facebook too!
       

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    • More on Federal Parks, Waters Open Despite Shutdown

      Anchorages in federal areas, such as Biscayne National Park, are still available to boaters, but any office or facilities may be shuttered. Access to state and county anchorages and docks, such as John Pennekamp Coral Reef State Park in Florida and Dismal Swamp Canal Welcome Center in North Carolina, are not affected by the Federal shutdown.  Our thanks to Kevin Wadlow and EcoWatch for these reports.

      Parks, waters open despite federal shutdown
      KeysNews.com

       

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    • NEW FEATURE – Weekly Marine Fuel Summary

      We have added a new feature to help you find the lowest Marine fuel prices to minimize your cruising expenses.
      Each week a summary of the best Marina fuel prices are automatically compiled and summarized in a single post. 
      The post has many features and capabilities, including:

      • You can choose to view diesel or gas prices.
      • The prices can be displayed graphically, as a list or both graphically/list.
      • Prices are shown for each region and the best price overall is noted.
      • Hovering over a price icon will show you the marina name and date of the fuel price.
      • Clicking on a price icon will pop up a window with the full marina information.
      • The graphical view supports zooming and panning.
      • The list form shows the high/low range for each region and overall.
      • The preview image shows the best diesel and gas prices anywhere.
      • Plus many more features.

      Click HERE to see an example of this feature or look for posts titles starting with   Best Fuel Price Summary as of [Date]

      Please let us know what you think of this new feature and if you have any suggestions for additional features or improvements.

      34 Facebook Likes, 34 Facebook Reactions

      Comments from Cruisers (8)

      1. Samuel Papa -  January 14, 2019 - 1:06 pm

        Tracy Hellman that’s me I don’t take Life serious at all.

        Reply to Samuel
        • Cruisers' Net -  January 10, 2019 - 9:47 am

          Thanks for the info? What marina and as of what date in Washington NC so we can update our database.

          Reply to Cruisers'

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