A longtime CRUISERS NET SPONSOR, historic Edenton always has an exciting calendar of events and places to visit! Edenton is at the mouth of the Chowan River on the northwest shore of Albemarle Sound.
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Click Here To Open A Chart View Window Zoomed To the Location of Edenton Harbor City Docks
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When all else fails, try journalism. Jetski/Pontoon Maker Appears To Have Settled in Virginia DeathFlorida Case Continues, as Facebook Scrubbed of Other Sea-Doo Stories
At one point, the death of Neeya Hussain was going to become a nationwide “class-action lawsuit,” according to the family’s lawyer, Emily Mapp Brannon. That was in October 2024, a few months after the nine-year-old was killed when the Hussain’s Sea-Doo Switch flipped over on a Virginia Lake on the Fourth of July. Now, Brannon isn’t talking, except to say: “You are not permitted to call my client. We are also not permitted to discuss this matter. There is no comment.” Client Nadim Hussain, who is 40, did not respond to a text. “This is confidential information and we are not commenting on such topics publicly,” said Emilie Proulx, spokesperson for BRP, the Canadian manufacturer of the Switch, the hybrid jetski-pontoon boat in question. Sounds like things people say when they’ve reached an out-of-court cash settlement, no? When Loose Cannon first published stories about Neeya’s death on Lake Anna and a similar accident that has incapacitated a Florida toddler for life, Switch owners on Facebook reacted by sharing their stories of having flipped or almost flipping when they too had suddently decelerated. Those Facebook threads are gone, having apparently been scrubbed. (Pro tip: Don’t assume “saving” a Facebook post is permanent. For a permanent record, take screenshots of the commentary or convert it to PDF format instead. Ask me how I know. Those “saved threads” have all been replaced by markers labeled “content not available.”) Luigi Bazzani is an investigator working for the Miami law firm Goldberg and Rosen, which represents the family of 28-month-old Vianca Grullon in a $30 million lawsuit against BRP. She nearly died when her family’s Switch flipped over forward on the St. Johns River in Florida over Labor Day Weekend a year ago. Bazzani is trying to find owners such as those who told their (now disappeared) Switch stories on Facebook or anyone else who recalls flipping or almost flipping the same model of jet-powered Sea-Doo watercraft. (Bazzani can be reached at 305-219-8840. His email is bazzani@me.com) SOME EARLIER STORIES
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Marina Jacks and Sarasota are a favorite stop of ours when cruising Florida’s Gulf Coast. It has top notch facilities and staff along with a great town to visit. We particarily enjoy the Sarasota Farmers Market which is hosted every Saturday from 7 am – 1pm.
Take advantage of their special August BOGO offer if you’re in the area.
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Click Here To Open A Chart View Window, Zoomed To the Location of Marina Operations/Marina Jacks
There is always plenty to do around Punta Gorda, Englewood Beach, and Charlotte Harbor, any time of the year. Whether you are moored in Punta Gorda’s mooring field or berthed at Fishermen’s Village Marina, A CRUISERS NET SPONSOR, you will enjoy your visit to the beautiful area and activities, especially the Punta Gorda/Englewood Beach’s Waterfest.
Englewood Beach Waterfest Chosen as APBA World Championship Finale
PUNTA GORDA/ENGLEWOOD BEACH, Fla. – (August 19, 2025) The highly anticipated American Powerboat Association (APBA) World Championship will be the thrilling finale at Englewood Beach Waterfest October 10th through the 12th. This fall will mark the 11th year of speedboat racing on Englewood Beach. Waterfest draws people far and wide, averaging an impressive 32,000 guests throughout the weekend. Englewood Beach Waterfest, Inc. is a non-profit, 100% volunteer-run organization that highlights speedboat racing and water activities to promote and support conservation and recreation. The APBA Championship is a three-race event with Waterfest holding the final race, bringing both national and international recognition to the area.
Punta Gorda/Englewood Beach’s Waterfest was selected as one of the Top 20 Festivals by the Southeast Tourism Society in 2023, marking its third time being recognized with this award. It is made possible by a dedicated team of volunteers, eager to help from start to finish, producing a spectacular event.
The hidden gem Florida destination, Punta Gorda/Englewood Beach, makes for an incredible race setting due to its unique day-to-day water conditions, from calm waters to larger waves. In addition, the community support in Punta Gorda/Englewood Beach is unwavering with extraordinary safety measures, from helicopters overhead to protect race drivers and marine life, to the local fire department’s rescue boat on standby, to ensure safety for all participants.
“Englewood Beach Waterfest is excited and honored to be hosting the final race of the season where the APBA World Champions will be crowned,” says Englewood Beach Waterfest President, Jay Henderson. “The Englewood community loves offshore racing and enjoys showcasing our beautiful area. The 450 Volunteers that make Englewood Beach Waterfest possible welcome and assist our Guests and Racers to make sure all have a safe and enjoyable weekend.”
The teams for Waterfest will be arriving Thursday and Friday where they will start safety inspections, a driver’s meeting and a race position qualifier. On Friday October 10th, excitement will spark in the community with the Annual Block Party on historic Dearborn Street. Racing kicks off at 11:00 a.m. on Saturday, October 11 and continues through Sunday, October 12. The top three winners will be celebrated at the awards ceremony.
Englewood Beach Waterfest Details:
For more information, tickets, or volunteer inquiries, please visit: https://
ABOUT PUNTA GORDA/ ENGLEWOOD BEACH
The charming Punta Gorda/ Englewood Beach is found on Florida’s Gulf Coast. The region is known for its long, pristine beaches and the lush environment, with over 70 parks and preserves. Located just south of Sarasota, the coastal town offers activities such as kayaking, paddleboarding, biking, shelling, and even hunting for fossilized shark teeth along the serene shore. There is something for everyone in Punta Gorda/ Englewood Beach, whether it is relaxing at the beach or going on a thrilling adventure through mangrove tunnels, it will prove to be an amazing experience.
To learn more about Punta Gorda/Englewood Beach, visit PureFlorida.com, call (941)743-1900 or on Instagram, X and Facebook @RealPureFlorida.
Punta Gorda/Englewood Beach VCB Media Contacts:
Lois Croft, Public Relations Director
Punta Gorda/ Englewood Beach Visitors & Conventions Bureau
Mady Dudley, Public Relations Director
Aqua Marketing & Communications
Click Here To Open A Chart View Window, Zoomed To the Location of the Punta Gorda Waterfront
Click Here To Open A Chart View Window, Zoomed To the Location of Fishermen’s Village
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Bonus for Premium Readers: Will Walk Your DogCancel the Post, Toss the Times, Support a Nautical News Hound Instead
Dear Readers, History, humor and hard news—it’s been another busy couple of months at the Loose Cannon one-man media empire. Subscriptions keep growing, though the free people continue to outpace the paying ones by a lot. Alas. So, today’s message is a sales pitch. Please be like Ginger Clark, who wrote this:
Or Richard Wingfield:
Or Richard Simpson:
Or Andre Cocquyt:
Or Scott Marquis:
Addison Chan is the author of Bahamas and Cuba cruising guides, plus the Bahamas Land & Sea Facebook Page. He said nice things too:
Speaking of dogs, don’t forget the extra-special bonus available only to paying subscribers. If you come to our world headquarters in Green Cove Springs, Florida, I promise to walk your dog. Who doesn’t like dogs? Maybe, I will use your money to get a boat dog of my own. It’s about time. LOOSE CANNON covers hard news, technical issues and nautical history. Subscribe for free to support the work. If you’ve been reading for a while—and you like it—consider upgrading to paid.
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What’s Happening In Your Parks – Charleston County Parks
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Cruisers Net publishes Loose Cannon articles with Captain Swanson’s permission in hopes that mariners with salt water in their veins will subscribe. $7 a month or $56 for the year, and you may cancel at any time.
When all else fails, try journalism. Politician Says This Species Is Getting Too GreedyBill To Address Sharks Bitting off Hunks of Fish We’ve Caught
The author is an 8th-generation Floridian, born and bred in Tallahassee, which probably explains her unhealthy fascination with Florida politics. Educated at Florida State University and Oxford University in England, she has been writing for newspapers since 1983. Her work has appeared in the New York Times, the Times of London, the Guardian, the Washington Post, the Oxford American, and Flamingo. This opinion piece was published on August 11, 2025 in the Florida Phoenix and is reprinted here with permission. By DIANE ROBERTSThe sharks are eating the fish. Too many fish. Our damn fish. For 450 million years, the sharks have had everything their way, swimming around the ocean like they own the place, chowing down on that endless seafood buffet. Who do those sharks think they are? Other than, like, sharks. We celebrate George Washington and Abraham Lincoln one lousy day a year. Sharks get a whole week. No más. Florida Republican U.S. Sen. Rick Scott means to show these arrogant top predators he means business. Sen. Scott’s elegantly named and creatively capitalized “Supporting the Health of Aquatic systems through Research, Knowledge, and Enhanced Dialogue (or SHARKED) Act will address bad behavior in the shark community.¹ No longer will the sharks be allowed to appropriate fish for their own selfish nutritional ends. It’s a bipartisan effort: Sen. Brian Schatz, a Democrat, is Scott’s SHARKED co-sponsor, although he’s being cautious about what he says. Schatz is from Hawaii, where certain sharks are considered sacred, what with them being people’s reincarnated ancestors. Funnily enough, Schatz was once part of the shark-coddling caucus, all-in on legislation to protect those deep sea devils. But he’s clearly seen the light, read the room, and smelled the Trumpy zeitgeist: It’s all about the money. Sport fishing in Hawaii is worth hundreds of millions. Scott also once expressed a bit of sympathy for sharks. When he saw images of boaters “abusing a young tiger shark in Citrus County,” he wrote a tough letter to the head of NOAA demanding somebody do something. The senator still wants somebody to do something, and, by God, the Scott-Schatz bill is going to do it. More or less. ‘Unnatural Food Source’It directs the secretary of commerce to put together a task force to figure out why elasmobranch cartilaginous fishes (as ichthyology nerds call them) gobble up the very fish sportsmen and women spend so much cash to catch. You drop big money on a three-day charter out of Destin, spend another grand on your Yeti cooler, your Bora Bora hat, your Columbia convertible pants, your Coors, your Jack, your Pringles, your Publix subs, your peanut M&Ms, you finally get something on the line, but next thing you know, Mister Jerk Shark smells the blood in the water, swims up, and takes a big old bite of your 400 lb. blue marlin. OK, maybe the shark was hungry, but that’s no excuse. The American Sportfishing Association, the American Fisheries Society, and others rightly upset about sharks’ indefensible habit of consuming their usual source of protein, complain “shark depredation is clearly detrimental to anglers and predated fish that would otherwise be released.” They point out all that illicit predation “creates an unnatural food source for sharks.” The sharks would argue fish are, in fact, their entirely natural food source, but if it comes to a choice between those toothy behemoths and a $230 billion industry, the sharks lose. Bottom line: Sharks are hurting the economy. This is a condensed version of Diane Robert’s full essay “Pitted against capitalism, poor sharks don’t stand a chance,” linked here. LOOSE CANNON covers hard news, technical issues and nautical history. Every so often he tries to be funny. Subscribe for free to support the work. If you’ve been reading for a while—and you like it—consider upgrading to paid. 1 Yes, humor aside, this is an actual bill. It’s goal is to “address shark depredation” and develop “techniques and strategies to reduce harmful interactions between sharks and humans, including the development and use of non-lethal deterrents.” National Marine Fisheries must report back to congress on this topic in two years. You’re currently a free subscriber to LOOSE CANNON. For the full experience, upgrade your subscription.
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Royal Marsh Harbour Yacht Club is a premier yacht club in the Abacos and A CRUISERS NET SPONSOR! If you cruise to the Abacos and the Marsh Harbour area, you should consider joining this great group of like-minded cruisers.
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Cruisers Net publishes Loose Cannon articles with Captain Swanson’s permission in hopes that mariners with salt water in their veins will subscribe. $7 a month or $56 for the year, and you may cancel at any time.
When all else fails, try journalism. Pursued Oh-So-Slowly, Heroic Ship Kedges Her Getaway‘Rope’ Excerpt: How ‘Old Ironsides’ Used an Anchor and a MILE of Line
From ‘“ROPE: How a Bundle of Twisted Fibers Became the Backbone of Civilization” by Tim Queeney. Copyright ©2025 by the author and reprinted by permission of St. Martin’s Publishing Group. By TIM QUEENEYTHE JULY MORNING IN 1812 was sublime, with fair-weather clouds puffed across the sky and a light breeze rippling the Atlantic off the New Jersey coast. While conditions were balmy that day, the sailors of the powerful U.S. Navy frigate USS Constitution were too busy to notice. They were aloft in the rigging of the three-masted ship working the ropes—untying reefing nettles, loosing buntlines and clewlines, and shaking out the canvas of the man-of-war’s sails. Their instructions were to set every piece of canvas. The sailors used the ship’s ropes to set the sails to get as much speed as could be wrung from the weak wind. The events of the next few days would prove the vital importance of rope in the period between the 1450s and 1880s, called the Age of Sail, when wind-driven ships ruled the seas. That July the conflict between Britain and the United States, the War of 1812, was only a month old. USS Constitution had been ordered from Annapolis, Maryland, to New York City, where Commodore John Rodgers was forming a squadron of American warships. The Constitution needed to get to New York as fast as possible, before the Royal Navy succeeded in establishing a blockade and bottling up the American ships. The captain of the Constitution was Isaac Hull, an experienced commander and ship handler. He was so determined to join up with Rodgers that when a masthead lookout sighted the masts and sails of five ships on the horizon off Egg Harbor, New Jersey, Hull assumed that Rodgers had departed New York with his squadron and was sailing south to meet Hull and the Constitution. Even with all sails set, the wind was light, and the Constitution made slow progress through the day. But there was reason for good cheer aboard the frigate: soon the Constitution would add its firepower to Rodgers’s squadron. As the five ships grew near, however, Hull had growing doubt about their status. As night fell, Hull ordered the U.S. Navy to light signal lamps to the nearest ship, off to the northeast. The ship did not respond with the counter signal, further raising Hull’s suspicions. When morning came, Hull saw that the five ships had spread on all sail and were headed toward the Constitution. And each flew the ensign of the British Royal Navy. The five ships bearing down on the Constitution were not Rodgers’s American squadron, but the British warships HMS Africa (64 guns), HMS Guerriere (38 guns), HMS Belvidera (36 guns), HMS Aeolus (32 guns), and HMS Shannon (38 guns). Even though the Constitution was a heavy frigate of 44 guns, Hull couldn’t hope to fight five opponents mounting a combined 208 guns. And for Hull to lose the Constitution would be a terrible blow to the small American navy of only eighteen ships. Hull had no choice but to turn and run from his pursuers. Sailors scrambled across the deck and into the rigging. They handled the myriad ropes that controlled the sails as the ship made a painfully slow turn in the light wind. As the Constitution gybed before the wind, the enemy continued to close. Hull had his crew put on all sail, including the studding sails, which sit outboard of the main sails on either side and give the ship the look of sporting white wings. The wind dropped to nothing for the Constitution, while the British ships still had a light breeze. Hull had to keep his ship moving, but the wind had betrayed the Americans. So he ordered the ship’s eight small boats launched. Rope would play another important role: as towing lines from the small boats to the Constitution. These boats were all equipped with oars, and the sailors who manned them could row and pull the ship along behind them. The sailors now worked the oars for all they were worth, slowly towing the ship forward. Soon the British lost the wind as well and the American sailors’ exertions kept the U.S. frigate just out of reach. The Constitution was losing the race, however. The British had cleverly sent the small boats of all the ships in the squadron to tow the Shannon, the closest frigate to the Constitution. And with roughly thirty boats pulling the Shannon forward with rope-tow lines, the British frigate was gaining on the Americans. Something else was needed, or the Constitution would have to fight, allowing the other British ships to catch up and combine their cannons against the Constitution. Hull had his men wet the sails with seawater so the canvas could catch every bit of the weak, fitful wind. He also ordered the crew to pump more than 2,000 gallons of water overboard to lighten the ship. The Constitution’s first lieutenant, Charles Morris, then hit upon an idea. He instructed the leadsman to throw his lead line (a rope attached to a lead weight that sank to the bottom for measuring water depth). The Constitution was in a depth of 26 fathoms (156 feet). Morris suggested to Hull that this depth allowed them to use a technique called “warping,” a method of moving the ship forward with the use of a special anchor called a kedge. This was a smaller anchor than the ship’s main anchors and could be carried forward in one of the ship’s boats and dropped over the side. The anchor would fall to the bottom, and then sailors on board the ship could turn the large, manually driven anchor winch to reel in the anchor line and pull the ship forward toward the kedge anchor. Morris had been aboard the U.S. Navy frigate President when the technique was used, and it had attained a speed of up to 3 miles per hour—slow indeed, but perhaps it would be enough to keep the British hounds at bay. The biggest question was: Given the water depth, did the Constitution have enough heavy rope on board to make the technique work? They needed to take the kedge anchor far out ahead of the vessel so the down angle of the anchor rope would be a narrow one. An anchor rope too short meant the angle would be too steep and the anchor would not grab the sea bottom; it would pull up as soon as the rope was tensioned. Morris quickly made an inventory of heavy rope aboard the Constitution. He wrote this in his account of the chase: “We had been on soundings the day before, and on trying we now found [the depth to be] twenty-six fathoms. . . . It gave me confidence to suggest to Captain Hull the expediency of attempting to warp the ship ahead. He acceded at once; and in a short time, the launch and first cutter were sent ahead with a kedge [anchor], and with all the hawsers and rigging, from 5 inches and upward, that could be found, making nearly a mile of length.” With this nearly 6,000 feet (a nautical mile) of rope attached between the kedge anchor and the ship, the crew commenced warping the ship forward. Now, in addition to the sailors rowing the ship’s boats, sailors on the deck of the Constitution put their backs into the task of escape. When the ship had been brought close to the anchor, the kedge was raised, brought forward again, dropped, and the process repeated. The 420 men of the Constitution kept up this exhausting routine all day and through the night. Though the British frigate Shannon was able to draw even with the Constitution and managed to fire a few cannons at the American frigate, the British cannonballs did no damage. Finally, after fifty-seven hours of pursuit, Hull kept his ship just far enough away from the British that when a wind sprang up, the Constitution slowly pulled away from her pursuers. By the morning of the third day, the British ships, now having fallen several miles behind, gave up the chase. Without the lengthy ropes Morris found on board and tied together to make up that nearly mile-long anchor line, the Constitution would have been captured. The ship would very likely not grace the Boston Navy Yard as she does today, still a commissioned ship in the U.S. Navy. LOOSE CANNON covers hard news, technical issues and nautical history. Every so often he tries to be funny. Subscribe for free to support the work. If you’ve been reading for a while—and you like it—consider upgrading to paid.
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Cruisers Net publishes Loose Cannon articles with Captain Swanson’s permission in hopes that mariners with salt water in their veins will subscribe. $7 a month or $56 for the year, and you may cancel at any time.
When all else fails, try journalism. Without Wind, Kids Couldn’t Escape Fatal Barge Hit, Lawyer SaysAttorney: Coast Guard Balking at Criminal Investigation
The Hobie catamaran run down by a barge late last month was effectively adrift and unable to get out of the way, even though her skipper could see the 200-ton commercial combo coming at them, according to the lawyer suing on behalf of one of the victims. The barge ran over the 17-foot Hobie, capsizing it and resulting in the deaths of three girls, ages 7, 10 and 13, who had been learning how to sail. They were participants in a sailing program sponsored by the Miami Yacht Club and under the tutelage of a 19-year-old camp counselor. Attorney Judd Rosen of Miami represents one of the survivors, a nine-year-old. (Six were on board. The counselor and a fifth girl also survived.) Rosen said the engineless Hobie was unable to maneuver to avoid the barge because of light air. “They could see the barge. They just couldn’t move the boat to get out of the way,” he said.
Forecasts for that day—July 28—called for winds of less than 10 knots. A screenshot from a video in the moments before the barge impact shows nearby sailboats with drooping sails. A video of the Hobie shows a close-hauled sail on mast standing straight up right up until the collision. Sailors on Facebook, ignorant of any weather factors and eager to debate rules of the road, were split between blaming the barge skipper and blaming the Hobie skipper. The parents’ lawsuit finds fault with both by naming the barge owner and the yacht club (and its sailing camp) as defendants. The lawsuit was filed last week in Miami Circuit Court. It asks for damages as determined by a jury trial. According to the lawsuit, the counselor in charge of the boat was “careless, reckless and negligent” for her failure to avoid collision. Rosen said she had a handheld VHF, which she was using to communicate with the yacht club but did not use to warn the tug captain. The yacht club was to blame for its “unqualified and improperly trained counselors.” In an interview with Loose Cannon, however, Rosen seemed to reserve his harshest criticism for the crew of the barge. Rosen said there was apparently no observer at the front of the barge at the critical moment, even though the tug’s captain was blocked by a crane and construction material from seeing what was in front of him. According to Rosen, the barge was traveling 3.5 knots, not fast, but with 200 tons of mass, not easily stopped either. “If they had a proper lookout, they could have dropped the spuds and stopped the barge within 10 to 20 feet,” he said. Illustrations From Goldberg & Rosen
The fact that the barge captain failed to blow five blasts on the horn as a warning to the Hobie was indicative that no-one saw it coming, Rosen said. According to the lawsuit, defendant Waterfront Construction, owner of the barge, failed to hire adequately trained employees and did not have “a sufficient number of employees present on the subject barge…to keep an adequately lookout for other vessels.” (One of the news stories reported that the crew consisted of a captain and one other man.) Attorney Lorenzo Palomares, representing Waterfront Construction, told CBS News that the crew “absolutely tried to avoid hitting the sailboat.” An “experienced lookout” saw the sailboat before the crash, and the tug-and-barge crew “acted reasonably,” Palomares said. Speaking to Loose Cannon, Rosen did something a little unusual and walked back a key assertion in the parents’ lawsuit. He contradicted language in the suit that said the daughter had suffered “permanent injuries as a result of the incident.” The parents now say she was recovering from minor injuries. The Miami Herald quoted the girl’s dad:
According to Rosen, the Coast Guard was not undertaking a criminal investigation and had assigned the probe to the branch’s civil fact-finding team. Seeing that as a failure, the parents were motivated to go to court, not only to represent their own family interests but on behalf of the girls that died, other sailing program participants and the community at large. When the Coast Guard refused to divulge the name of the tug captain, they decided to file suit at once, only 11 days since the accicent. “I wasn’t going to wait around for them to release information,” Rosen said. The language of the lawsuit appeared to suggest that it was a bad idea to train children to sail on busy Biscayne Bay at all. Not quite, Rosen said, but if you are going to teach kids in a busy port like that, there need to be more safeguards in place, such as multiple chase boats and areas designated as off limits to commercial traffic. LOOSE CANNON covers hard news, technical issues and nautical history. Every so often he tries to be funny. Subscribe for free to support the work. If you’ve been reading for a while—and you like it—consider upgrading to paid.
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Cruisers’ Net Newsletter for this week has just been emailed via Constant Contact.
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Harbour Town Yacht Basin, A CRUISERS NET SPONSOR, is ready for your reservation with newly renovated docks, upgraded electrical service and onSpot WiFi. And, as always, numerous activities at the Sea Pines Resort are offered for your enjoyment. Hilton Head Island is absolutely marvelous any time of year.
For more than 50 years, the red and white striped Harbour Town Lighthouse has welcomed visitors to one of the most unique and beautiful places on earth. Located in the heart of The Sea Pines Resort, and ideally situated on Hilton Head Island’s captivating Calibogue Sound, the Harbour Town Yacht Basin is recognized as a premier yachting destination on the Atlantic Intracoastal Waterway. The full-service marina welcomes boaters year-round and offers slip rentals and sales, fuel, professional yacht sales and brokerage dealer, as well as a friendly, experienced staff.
Developer Charles Fraser, considered the pioneer of Hilton Head Island, led the team that constructed the Harbour Town Yacht Basin in 1969. Inspired by a harbour in Portofino, Italy, Fraser’s vision for the basin was to attract mariners to Hilton Head Island, while preserving the island’s natural landscape. His unique vision resulted in a design that preserved centuries-old hardwoods, in lieu of additional slips, and included the construction of the island’s iconic Harbour Town Lighthouse.
Today, the Harbour Town Yacht Basin offers 100 slips in a world-class resort setting. Visitors have the option to dock for a day, a week, a month, or even a lifetime, and enjoy the marina’s facilities and services, as well as convenient access to The Sea Pines Resort’s amenities and accommodations.
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