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There is always plenty to do around Charlotte Harbor. While berthed at Fishermen’s Village Marina, A CRUISERS NET SPONSOR, you are certain to enjoy visiting Western Florida’s beautiful Charlotte Harbor/Peace River.
Special Events & Community Relations
941.639.8721
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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Cruisers Net publishes Loose Cannon articles with Captain Swanson’s permission in hopes that mariners with saltwater in their veins will subscribe. $7 per month or $56 for the year; you may cancel at any time.
When all else fails, try journalism. Explainer: Navigational Realities Behind the Strait-of-Hormuz StandoffTerrain Analysis Complete With Maps, Charts and Photos
The author is a boatbuilder, a former Navy SEAL and author of dystopian thriller fiction (Scroll to the bottom). This story was first published on May 5, 2026 in Matthew’s Substack and is reprinted here with permission. After following the latest news from both sides, and listening to this morning’s Pentagon brief, it’s becoming clear to me that the new American “safe passage guidance” plan is to steer shipping through the inshore southern “local traffic” channel near Oman. Jazirat Salamah is the northernmost outcropping of Omani Territory and guards this inshore shipping channel.
The chart below shows the entire Strait of Hormuz. The old official inbound and outbound channels ran through the middle. The current Iranian “toll route” is on the northern side in Iranian waters, and inbound ships must gain approval and then pass between the two Iranian islands shown. Outbound ships must also gain approval, and then pass near to Larak Island. Iran has implied that the center of the Strait of Hormuz has been mined, and the only safe route is the Iranian toll route.
This morning General Caine wasn’t explicit, citing operational security reasons, but it seems clear to me that he is suggesting that shipping will be kept safe if it passes through Oman’s inshore channel. For now it appears we will not be sending our warships through it, but we will put a total safety zone above and around it using our persistent surveillance and air power. It remains to be seen if any non-U.S. ships will take up the offer to run through the inshore passage, without the physical presence of U.S. warships confidently escorting them, and sharing their danger. (I’m still unsure if our Burke-class DDGs, the Truxton and the Mason, actually entered the Persian Gulf via this southern route on May 4, or where they were when and if they were engaged by Iranian fire. The two American ships that escaped seem to have used this Omani inshore channel.) Below is the chart that Pete Hegseth and General Caine put up this morning. Note the crude free-hand green lines that are “Pentagon level and ready for the press.” It really does not give one confidence that this is a well-thought out plan.
The problem is that the most important ships that are blocked inside the Persian Gulf are the giant VLCCs. These are Very Large Crude Carriers, and they can carry about TWO MILLION barrels of oil.
These ships are longer than our nuclear aircraft carriers, and 3 times as heavy. They take miles to plan their turns. With drafts of up to and 80’, they want to stay in very deep water at all times. This is even more true when they are low in the water and fully laden with their cargo of crude oil, which makes them even more difficult to turn, not to even mention to stop. This is why it’s helpful that the mandated Iranian outbound route passes on the open water side of Larak Island, for easier and safer maneuvering by fully laden tankers.
Next, take a look at the Inshore Traffic Zone on the chart below. Note the location of Jazirat Salamah. (Jazirat is Arabic for Island.) It used to mark the south side of the old official outbound traffic channel. South of Salamah are two other smaller rocky islands, and then Ennerdale Rock, which comes up to within 50 feet of the surface of the water.
As we have just seen above, tankers need much more than that depth. And a hidden rock is even worse than a visible island that shows up on radar. So only local smaller traffic (motorized dhows and so on) are going to pass north of Ennerdale Rock. From Ennerdale Rock to the next tiny islet to the south is only 7.5 KM or 4 nautical miles. This area is notorious for tricky currents swirling around in eddies due to the underwater topography as the tides pour in and out of of the Persian Gulf. And it can also get windy here. Put a 20-knot wind against or sideways to a 3+ knot current (that shifts direction relative to the ship’s forward movement) and you have a channel that prudent mariners handling large ships will avoid at all costs. This is why the official traffic channels were right in the deep and wide middle of the Strait of Hormuz, where these tricky currents are not as hard to predict or to understand, and thereby to compensate for. Note that the old inbound channels were each miles wide, with miles between them, and miles of buffer outside of them. I can only imagine that ship traffic taking the inshore route, under optimal conditions, free from risk of missiles, drones or mines, will move in one direction at a time only, like the Suez Canal. There is no way that a pair of VLCCs will want to pass one another in the four-mile gap between Ennerdale Rock and Jazirat Abu Rashid to the south. Slight miscalculations by one ship, and a misunderstanding by the other, could easily result in a collision or grounding. Remember, our goal is to save the global economy, or at least lessen the damage, by getting back to the normal 100-plus ships per day passing through the Strait of Hormuz as soon as possible. That will not be easy to accomplish with ships passing both ways through a single four-mile-wide channel, making different radius turns at each end.
For the sake of comparison, about 35 ships over 50,000 tons converge on or depart from the Panama Canal approaches daily. Only three or four ships over 100,000 tons use the Panama Canal per day. I’ve been through it on sailboats three times. On both the Pacific and Atlantic ends, it looks like all the ships in the world are coming together. And this traffic is nothing compared to what should be passing through the Strait of Hormuz every day, in numbers or in the size and tonnage of the ships. Persian Gulf VLCCs make the ship ahead of my boat seem like a toy.
Maybe I’m wrong, and two-way traffic would be possible, if risky. But now add in the risk of Iranian missiles or drones, and ships taking emergency evasive actions. Hint: 300,000 ton VLCCs moving at 12 knots do not turn like Ferraris, and they essentially have no brakes. They basically just plan long in advance how to coast to a stop in safe place, where large tugs will take over. A full emergency crash stop, engine in full reverse, takes two miles! The Navy’s CaseSo far I’ve made the case against the southern Inshore Traffic Route. Next, I’ll make the U.S. Navy’s case for it. So why would the U.S. Navy even consider offering any form of safe passage through the risky Inshore Route? Well, first of all, it’s as far as a merchant ship, tanker or warship can get from Iran on the way in or out of the Persian Gulf. Greater distance means more warning time for incoming Iranian missiles or drones. Not much, but even an extra minute can matter a lot. But I think the main reason for considering an “air-safety umbrella” over this southern route lies in the geography and topography of the northern tip of Oman. Including it’s offshore islands, the northernmost being the previously mentioned Jazirat Salamah, not seen on this chart. Sure, Iran rings the Strait of Hormuz around 270 degrees of arc, all of it cliffs and mountains, bristling with hidden anti-ship guided missiles and Shahed drones, but the top of Oman is also pretty damn good fighting terrain, or at least defensive terrain.
Just look at this map of the northern tip of Oman, (and it does not even include the rocky islands that are 4 and 5 miles north of it.) From an old SEAL’s point of view, this is just about heaven in many ways. First, there are dozens of rocky cliff-edged coves to anchor patrol boats in, with beaches for your rigid hull inflatables. You can move and relocate and find all-around cover anytime you want, day or night. Naval Special Warfare is not just the SEALs, it also includes “the boat guys” in SWCC, and SpecWar’s own dedicated drone and ISR wing and commo elements. (Not to mention possibly also some MarSoc Marines and assorted other knuckle-dragging cutthroats and scallywags.) I have no particular recent knowledge, I’m just guessing, but that Musandam Peninsula is not where I would want to go today unless I wanted to meet some very tough and well armed American frogmen and Marines with no illusions about the battle that might be coming at any hour. Yes, Shahed drones can turn and maneuver, but they are slow, and I think our ISR guys will be ready for them. And being in a cave on the far side of a rocky cliff-sided mountain is very good protection from straight-line missiles. Now, I’m just going to pull in some pictures to give you an idea of the terrain around the Musandam Peninsula. Like I said, it’s “frogman heaven,” as long as somebody is bringing the water and ice, decent rations, and some smuggled cases of Beera Heineken would certainly not hurt. Too bad there’s an effin’ war going on. Looks like some nice diving, fishing and boating.
And next, some snaps of the Salamah Islands. Lucky guys that pull that duty: Almost no officers! Sometimes none at all. Or only J.O.s, and you can handle them easy. And if anybody from “higher” is coming to visit, you’ll always know well ahead of time. Set up your hooch in a shady cave with a breeze blowing through, and leave us the hell alone until it’s go-time. We’ll find the fish, crabs, lobsters, octopi, clams etc. by the second day. Just bring your spice pack and hot sauce. Frogman heaven.
Novels by Matt Bracken
Bracken’s collection is available from Amazon for Kindle and Audible, but it’s better to get the printed books from him. He’ll sign ’em, Jeff Bezos won’t. And Amazon won’t get two-thirds of your moola. Snail mail works fine, but PayPal is quicker. 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. |
Cruisers Net publishes Loose Cannon articles with Captain Swanson’s permission in hopes that mariners with saltwater in their veins will subscribe. $7 per month or $56 for the year; you may cancel at any time.
When all else fails, try journalism.
Loose Cannon has an uncomfortable relationship with Facebook. On the one hand, it’s an important part of the business model because stories teased on Facebook bring in new readers, many of whom go on to become subscribers and later paying customers. On the other hand, all the stuff that sucks about Facebook. Facebook has given America’s stupid people a voice and mean people a sense of superiority. It took me a long time to train myself not to engage every lout that decided to have a go at us or our work. Because the only person who is really benefitting from any of that keyboard combat is a certified dipshit named Mark Zuckerberg. As of this month, Loose Cannon is escalating a policy of de-escalation. Before, we would just ignore the turd-chuckers out there in the belief that the good people of the boating community would recognize them for what they are. Then I asked myself, why not just block them? Not the thoughtful folks, mind you, those who question the evidence or have a different opinion, just the jerks who exhibit hostility to Loose Cannon or other commenters right out of the gate. If the idea is to recruit subscribers, these hateful people are probably unlikely to sign up anyway, and why would we even want them among us? We really don’t care if you are a boat-owning Trumper. Fine. Knock yourself out, but if your political belief system forms the basis for an attack on Loose Cannon, we’re going to block you. Find some other family whose Thanksgiving needs ruining. If you are a grifter, we’re going to block you. Ditto, a liar, an abuser of animals or someone selling passes to enter heaven. If you refer to one of our headlines as “click bait,” you will be blocked. (It’s only click bait if the story does not support the headline.) Same with “rage bait.” Be seeing ya, Bubba. Rage this. Also, to those of you that have something interesting to contribute or an error to correct, please don’t do so on Facebook. Come right to the comments section beneath every story and do it there. You will be more likely to reach people who have actually read the piece and stand a chance of understanding what you are trying to say. Which reminds me: If you post an opinion on one of our Facebook links or ask a question that reveals that you could not possibly have read the story, we’re just going to block you too. Loose Cannon out. “Send lawyers, guns and money. Dad, get me outta this.”
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Elizabeth City sits at the southern terminus of the Dismal Swamp Canal and has the well-earned reputation of being a transient-friendly town with free dockage for 72 hours.
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Cruisers Net publishes Loose Cannon articles with Captain Swanson’s permission in hopes that mariners with saltwater in their veins will subscribe. $7 per month or $56 for the year; you may cancel at any time.
When all else fails, try journalism. Fast-Boat Feds Should Have Seen His Dinghy, Lighted or NotTheir Thermal Camera Would Have Shown USVI Crash Victim as Clear as Day
His friends say Shawn Leass always ran with a light when piloting his 12-foot dinghy after dark, but when it comes to assigning blame for the crash that killed him, that should hardly matter. The U.S. Customs & Border Protection vessel that witnesses say ran Leass down comes equipped with the same thermal imaging capabilities that have enabled American soldiers to dominate battlefields after dark. The CBP crew should have seen Leass and his running outboard—glowing white—against the cooler water of Hulover Cut. Hulover is a body of water at St. Thomas in the U.S. Virgin Islands. That’s where the accident happened about an hour after sunset on Saturday, May 2, between 7:30 and 7:45 p.m. This was during the period known as astronomical twilight, when stars become visible. Most people would consider the sky completely dark.
Defense contractor Teledyne FLIR supplied thermal imaging cameras to each of the 52 Coastal Interceptor Vessels sold to CBP at a cost of about $930,000 each. FLIR cameras are a type of gear perfectly matched to counter-drug patrols, anti-human trafficking interdictions, and search-and-rescue missions—operations that tend to happen at night. According to witnesses quoted anonymously by local media outlets, the 41-foot government boat itself was going fast without lights when it hit Leass’ dinghy. Several other cruisers familiar with USVI waters have come forward and said it was common for CBP boats to run like that. They have a top speed of 58 knots. Naturally, given the mission, Coastal Interceptors have a full electronics suite, supplied by Garmin, which includes three multi-function display screens at the helm.
We only know that the name of the commander of the CBP vessel is Brandon Martin because the Virgin Island Daily News reported that Martin’s testimony in an unrelated federal case had to be delayed because Martin might have been shaken up by the “tragic accident.” The FLIR camera, which appears to be mounted just ahead of the boat’s radar, can send a continuous video image of the boat’s surroundings through to a display screen, which is a lot like watching an old-fashioned black and white television. Running fast at night, a prudent commander would ensure that FLIR thermal imaging occupied one of those three displays, with radar and chartplotter data likely filling the other two. The Interceptors are designed to be operated by a crew of three, so Martin or someone assigned by him should have been monitoring all that real-time navigational data.
One paragraph (in a total of only two) released by CBP about the accident announced that investigations were being conducted CBP’s Office of Professional Responsibility, the U.S. Coast Guard, and the National Transportation Safety Board. Questions they might ask are: Was the FLIR system operational and turned on? If so, whose job was it keep an eye on the thermal imagery? Why did he (or she) not see Leass and his dinghy ahead of them? All objects emit energy. Even in pitch black, FLIR cameras will can see the energy given out by the person or object. Because of that, the glow of an all-around white light or the beam of a flashlight would hardly have improved upon the thermal picture.
LOOSE CANNON covers hard news, technical issues and nautical history. Sometimes 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. |
The W P Franklin Lock is the western most lock on the Okeechobee Waterway. Our thanks to Specialist Jeffrey Prater for this notice. 
The lock will be closed Wednesday, May 12, 2026 from 8 am to Noon for an Electrical System Upgrade.
EFFECTIVE: 13 May 2026
ATTN: CESAJ-OD-SN
PO Box 4970
JACKSONVILLE, FL 32232-0019
POC: Kriss Zeller, Chief of Navigation (772) 380-6928
REFERENCE:
Attention all concerned boaters! W.P. Franklin Lock will be closed from 8:00 a.m. to 12:00 p.m. on May 13, 2026 for electrical system upgrades. Please plan accordingly and thank you for your patience.
For the current Lake Okeechobee water levels, please see: https://w3.saj.usace.army.mil/h2o/currentLL.shtml
St Lucie Lock & Dam 772-287-2665 or 863-662-9148
Port Mayaca Lock & Dam 561-924-2858 or 863-662-9424
Julian Keen, Jr. Lock & Dam 863-946-0414 or 863-662-9533
Ortona Lock & Dam 863-675-0616 or 863- 662-9846
W.P. Franklin Lock & Dam 863-662-9908
Canaveral Lock 321-783-5421 or 863-662-0298 (6:00 a.m. to 10:00 p.m.)
Thank you! Jeff
Jeffrey D Prater
Public Affairs Specialist
Corporate Communications Office
U.S. Army Corps of Engineers, Jacksonville District
South Florida Office
4400 PGA Blvd.
Suite 501
Palm Beach Gardens, FL 33410
Cell: 561-801-5734
jeffrey.d.prater@usace.army.mil
Twitter @JaxStrong
Jacksonville District Facebook:
https://www.facebook.com/JacksonvilleDistrict
Click Here To View the Okeechobee Waterway Cruisers Net Bridge Directory Listing For Franklin Lock
Click Here To Open A Chart View Window Zoomed To the Location of Franklin Lock
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