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    • Cape Coral Cruise Club 2019 Spring Cruise Schedule

      239 461-0775 Legacy Harbour Marina entrance is located on the Okeechobee Waterway East of Marker #49 on the Caloosahatchee River. The Marina is situated two blocks from historic downtown Fort Myers and three blocks from the historic Edison-Ford Winter Estates. The Marina's 131-Slips range in size from 40 feet to 80 feet and can accommodate Transient Boats of 100 feet plus. The large Fairways make our slips easily accessible. Our slips are surrounded by one of the largest 'floating breakwaters' on the Gulf of Mexico. The floating docks are state-of-the-art. Legacy Harbour Marina is a full-featured facility with all the modern conveniences of home including pump-out station, heated pool, fitness center, full electric metered at the slip, cable TV, laundry, air-conditioned showers and wireless Internet connections available. The Boaters' Lounge is available for relaxing after a cruise or for private parties. The view from the lounge is spectacular! Our grounds are beautifully manicured and provide great strolling along the river with benches, Chickee Hut, and excellent access to all of historic Fort Myers. Please take a few moments to browse our website and see for yourself what our beautiful boating facility can offer you the next time you are cruising in Southwest Florida.
      Pink Shell Beach Resort and Marina
      Fisherman's Village Marina and Resort, Punta Gorda, FL

      The Cape Coral Cruise Club is a group of dedicated cruisers who always provide unique reports from the marinas they visit. Please note how many CRUISERS NET SPONSORS are included in their 2019 spring cruise schedule: Legacy Harbor, Pink Shell Resort, and Fishermen’s Village.

      Cape Coral Cruise Club 2019 Spring Cruise Schedule
      By Bruce Longman

      The Cape Coral Cruise Club, founded in 1963, is unique among S.W. Florida boat clubs in that it owns a portion of a private spoil island on the Caloosahatchee River east of the Franklin Lock near Alva. Over the years a covered pavilion has been built where the members enjoy elaborate monthly picnics, bocce, horseshoes and other relaxing activities.

      A major advantage for members is that the Island has ample dockage for member’s boats. Over the years, four docks have been installed on an inside oxbow off the ICW having both 30amp and 50amp electric service. This allows for as many as 16 member boats, up to 45′ in length, to be docked for the weekend at minimal cost. Ferry service across the ICW aboard the club’s 30′ covered pontoon boat, skippered by a USCG licensed captain, is provided for members & guests who do not come to the monthly picnic by boat.

      The Club welcomes boaters who are new to the area who are unfamiliar with the local, many times very shallow, Southwest Florida waters, yet are anxious to use their boats on a year round basis. Many of the Cruise Club members have been boating in south Florida for many years and are more than willing to share the gained local knowledge with others.

      Because the Club is a cruising organization, in addition to the Island picnics, members can participate in monthly cruises to local destinations. The spring 2019 cruises include:

      January destination: For the last few years Legacy Harbour in downtown Ft. Myers has become one of the most popular, nearby Club cruise destinations. With a beautiful pool and outstanding docking facilities this cruise always has a wait list. Cruise leaders have been known to plan very interesting and different daytime activities that many times include a visit to a variety of First Street dining destinations.

      February destination: A few years ago Pink Shell Resort revamped and expanded its Marina.
      The Cape Coral Cruise Club was welcomed as the first group to use the new facilities. Since then Pink Shell has repeatedly been on our cruise destination list. The resort has several pools, excellent beach facilities and outstanding restaurants. This cruise normally has at least a dozen or more member boats in attendance.

      March destination: For the 2019 March cruise The Club is returning to “Tween Waters Resort and Marina. In 2018 this facility upgraded both of its restaurant kitchens and we are looking forward to returning to this excellent facility. The Resort has an excellent pool, two fine restaurants, and access to a beautiful Gulf of Mexico beach.

      April destination: For the past few years the Club promotes a cruise that is longer than most, sometimes lasting as long as two weeks. The 2018 destination was downtown Tampa. In past years the Club’s long spring cruise went as far as Tarpon Springs, the Georgia Isles, and the Bahamas. Final specifics are not available at this writing, but if past cruises are any indication, the experienced cruise leaders will put together an enjoyable west coast of Florida cruise.

      May destination: It has been a few years since the Club went east on the GICW, crossed Lake Okeechobee and enjoyed boating on the East Coast. In May we will be heading to Stuart, Florida, with possible side trips from there.

      June destination: Rounding out the spring cruise schedule the Club will return to Fisherman’s Village Marina on Charlotte Harbor. This is a very popular location and this cruise normally fills quickly as there are so many interesting things to do and see in Punta Gorda.

      The Cape Coral Cruise Club is open to new members who own a boat with overnight accommodations and reside in the Cape Coral / Ft. Myers area. For membership information please contact Phil Kryger at 239-541-0236. Read additional Club information on its website, Like us on Facebook.

      Click Here To View the Cruisers’ Net’s Western Florida Marina Directory Listing For Legacy Harbour Marina

      Click Here To Open A Chart View Window, Zoomed To the Location of Legacy Harbour Marina

      Click Here To View the Western Florida Cruisers’ Net Marina Directory Listing For Pink Shell Beach Resort and Marina

      Click Here To Open A Chart View Window, Zoomed To the Location of Pink Shell Beach Resort and Marina

      Click Here To View the Western Florida Cruisers’ Net Marina Directory Listing For Fishermen’s Village

      Click Here To Open A Chart View Window, Zoomed To the Location of Fishermen’s Village

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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 and on Twitter @JaxStrong.

      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:

      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.


      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.



      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.


      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


      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)


      Lake Okeechobee water level can be viewed on the Corps of Engineers web site at

      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′


      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.

      Gary L.Hipkins
      Chief Navigation & Flood Risk Management
      South Florida Operations


      Thanks for helping to get the word out!

      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
      Twitter @JaxStrong
      Jacksonville District Facebook:
      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 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 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


      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
      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)

      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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    • Friday Social at Riviera Dunes Marina Resort, on the Manatee River, off Tampa Bay

      A CRUISERS NET SPONSOR, Riviera Dunes Marina Resort occupies the Manatee River’s northern banks, just east of the easternmost of three bridges crossing the river at Bradenton and Palmetto near charted Craig Point.

      Friday Social this Friday, January 18th @ 6:00 PM at the Social Deck
      3rd Friday Social

      Our next Friday Social (that we have every 1st and 3rd Friday) will be this Friday, January 18th, at around 6:00 pm at the social deck. All Riviera Dunes boat owners, slip owners, and their guests are welcome. Come on up to the social deck and enjoy a beautiful evening with your fellow boaters!! Of course, BYOB. If you can bring an appetizer that would be great, but we will be happy just to see you there!

      Click Here To View the Western Florida Cruisers’ Net Marina Directory Listing For Riviera Dunes Marina Resort

      Click Here To Open A Chart View Window, Zoomed To the Location of Riviera Dunes Marina Resort

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    • An Update on Dataw Marina, near SC AICW Statute Mile 521.5

      Dataw Island Marina, completely destroyed by Hurricane Matthew, is a former Cruisers Net sponsor and we wanted to give you an update on their progress at rebuilding. The marina is located just a short distance south off the Waterway via Parrot Creek, then Morgan River, west of marker #6, along the southern banks of the Morgan River. A wonderful, intimate marina and a great stopover!

      FOR IMMEDIATE RELEASE – December 28, 2018
      CONTACT:      Laura McCarthy, Director of Marketing & Communications
      (843) 379-3056 / CELL (912) 224-7611 

      Dataw Island Announces Purchase of Marina

      Beaufort, SC — The Dataw Island Owners Association (DIOA) is pleased to announce its purchase of the marina property located on the north end of the island. The Carolina Ballroom erupted in applause when Assistant General Manager, Lori Murdaugh, opened the sealed envelope provided by an independent voting organization and read the results of the vote: more than 93% voted in favor of purchasing the marina property.
      In the months leading up to the vote, the Owners Association worked with several committees and staff to research options, produce financial forecasts and viability studies, and present a series of educational meetings for members, including ten focus group meetings designed to garner member feedback.
      Based on the comments and surveys from the focus groups, the Long Range Planning Committee developed a recommendation to purchase the marina property and repopulate the dry stack and rebuild the shoreline dock, which was the option favored by 97% of the 300+ focus group attendees.

      Throughout the past several months, many owners took to the DatawNet, an email list serv for member-to-member communication, to express their thoughts.
      “When we purchased our property planning on Dataw to be our future retirement home one of the attractions was the marina. We are not boaters, in fact for me the golf was a larger attraction, but we both fell in love with the beauty of the marina. After Matthew’s damage we were heartbroken,” said Bill and Carol Reid, property owners who have not yet moved to Dataw. “We are fully behind the recommendation and hope the rest of the community feels the same.”
      Member John Keet, a boater, also expressed his love of Dataw and the marina, saying, “We love the beauty of Dataw and the Lowcountry in general. The spirit of cooperation between the island residents is very refreshing; everyone is supportive of activities/amenities that enhance the quality of life here on the island even when we may not be directly involved with them. My wife and I both feel truly blessed to live here. There is just a tremendous sense of calm that comes over us as we cross the causeway. I’m certain that many of you feel much the same way. I experience that sense of calm when I on my boat.”
      The overall sentiment most members expressed on the DatawNet was reinforced by a “Yes” vote to purchase the marina complex and to once again make it an attractive “second entrance” to this private community. In addition to the marina itself, Dataw will (upon closing in February) also take ownership of the boat yard, run by Ace Basin Boat Works, and Sweetgrass Restaurant, operated by a local restaurant group managed by Palmer Sims. The Owners Association is pleased to continue the partnership with these proprietors and welcomed them as neighbors at an impromptu celebration at Sweetgrass that immediately followed the vote announcement.
      DIOA has an action plan ready to launch that includes several marina rehabilitation projects as well as partnering with marina professionals who will run the day-to-day operations, under the supervision and control of Dataw management. Any future development, expansion, contraction, or repurposing of the Marina Property will initially be subject to review and agreement by the DIOA Board, and ultimately determined by the vote of the membership. For now, though, Dataw members are just ready for the return of full marina operations.
      Whether boaters or not, many members appreciate the beauty of a functioning marina and are glad to support it purchase. Member Claudia Peebles summed it up well, saying “We all enjoy a walk out on the pier even if we don’t boat. We all want to take in the view (made better when populated by beautiful boats).” Noting her support of the marina despite not being a boater herself, Peebles added, “It’s just the right thing to do.”

      The DIOA thanks the many volunteers who spent countless hours over the last two years, and thanks the members for their support to move forward with the purchase and rebuild.

      Dataw Island is a gated golf, tennis and boating lifestyle community located fifteen minutes outside of historic downtown Beaufort. The island features two recently-renovated golf courses by designers Tom Fazio and Arthur Hills, a tennis center, a community center with workout and massage facilities, three restaurants, world class croquet lawns, bocce, kayaking, and more. The community has also been ranked the number one best retirement destination in South Carolina by Best Retirement Destinations and is the recipient of the 2017 Bliss Award for “Happiest South Carolina Community” as well as the “2018 Club of the Year” (South Carolina Golf Association) and one of four USTA private clubs named “Outstanding Tennis Facility.”

      Click Here For The Cruisers’ Net’s South Carolina Marina Directory Listing For Dataw Island Marina

      Click Here To Open A Chart View Window, Zoomed To the Location of Dataw Island 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

      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.




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    • January 2019 Southport Marina Newsletter, Southport, NC, AICW Statute Mile 309.5

      Southport Marina

      Southport is home to CRUISERS NET SPONSOR, Southport Marina, located just west of the Cape Fear River along the northern banks of the Waterway hard by flashing daybeacon #2A.

      CLICK HERE FOR January Newsletter from Southport Marina

      Click Here To View the North Carolina Cruisers’ Net Marina Directory Listing For Southport Marina

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

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    • LNM: Lighted Channel Buoys Relocated, Beaufort, near NC AICW Statute Mile 205

      These lighted buoys mark the east side of the entrance into Beaufort’s waterfront off Range B of the main harbor channel.

      A. BEAUFORT HARBOR CHANNEL LIGHTED BUOY 2 (LLNR 34805) TO APPROX POSIT 34-42-14.801N, 076-40-36.988W (34°42.2467N / 076°40.6165W, 34.704111 / -76.676941) .

      B. BEAUFORT HARBOR CHANNEL LIGHTED BUOY 2A (LLNR 34807) TO APPROX POSIT 34-42-19.413N, 076-40-38.663W (34°42.3236N / 076°40.6444W, 34.705393 / -76.677406) .

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