The Ensign Fall 2025

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UNITED STATES POWER SQUADRONS®

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THE OFFICIAL MAGAZINE OF AMERICA’S BOATING CLUB®

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INSIDE: TAKE A CRUISE AROUND SANTA CRUZ ISLAND VOL. 113 NO. 4 | FALL 2025

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SHIP’S STORE

Prom ote A meric Boati a’s ng Cl ub wi f resh th ou swag r !

N ew ite are ad ms ded p eriod Check ically. out o ur on shop line for m ore.

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SHOP THE COLLECTION 01/ MEN’S RAIN JACKET

03/ WOMEN’S SWEATER

02/ WOMEN’S RAIN JACKET

04/ MEN’S PULLOVER

$60–$64 $75

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FEATURED 24

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FROM THE BRIDGE A message from the National Educational Officer

COMMUNITY SERVICE PROJECT

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SOUNDINGS

Squadron identifies missing local waterway markers

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CURRENTS News from ABC | USPS and more

OUR FIRST CRUISE Member recalls what keeps her coming back

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DESTINATIONS Santa Cruz Island

BOATER FREEDOM ACT

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Turning lemons into lemonade

BOATING GONE BAD Seasickness disrupts voyage

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PADDLE SMARTS Risk assessments

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SHIP’S LIBRARY Your next must-read

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SHIPSHAPE Stargazing by boat

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LAST HORIZON

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WAYPOINTS National Safe Boating Week

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BITTER END SS Cedarville

ADOBE STOCK

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VOL. 113 NO. 4

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CLASSIFIEDS

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STEM TO STERN

THE ENSIGN (ISSN 1949-2294 online) is published four times a year by United States Power Squadrons, a nonprofit corporation located at 1504 Blue Ridge Road, Raleigh, NC 27607-3906. Copyright © 2025 United States Power Squadrons

FROM THE BRIDGE BY CHARLES WELLS NATIONAL EDUCATIONAL OFFICER

► In reviewing the 2024 U.S. Coast Guard Recreational Boating Statistics, I noticed a correlation between boating accidents and boating education. As the Coast Guard concludes, nearly 70% of boating deaths in 2024 occurred on boats whose operator did not receive boating safety instruction, while only 19% of fatalities occurred on vessels whose operator had received a boating safety education certificate.

As states pass laws requiring boating education, we see the number of fatalities decrease. In some instances, the reduction is significant. For example, New York’s Brianna’s Law requires all power boaters born after Jan. 1, 1978, to have taken a state-certified boating course. Since the rollout of this law in 2020, the number of accidents involving boaters who have taken a course continues to decline year over year. This is great news and should be a consideration for all boaters.

Online boating courses are proliferating. Expanding access to boater education is important. Most states have review processes to ensure that the courses include state boating laws. Still, it’s important to take a course from a reliable and accredited source, like America’s Boating Club | United States Power Squadrons. Numerous boating publications and authorities have rated our America’s Boating Course highly.

Boaters should consider more advanced courses to expand their knowledge of boating. →

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→ We offer the full range of courses from marine navigation to boat handling and marine communications.

Many courses are available online. In addition to the courses that we offer, the U.S. Coast Guard Auxiliary and other commercial organizations offer excellent alternatives and are available to most boaters across the country.

America’s Boating Club | United States Power Squadrons is enhancing its course offerings by updating its curriculum and introducing new courses. We are also developing new courses that respond to boaters’ needs and interests. For example, we are working on a new inland boating course that covers topics affecting lake and river boating, including challenges such as river locks, dams and currents.

We are also looking at new technologies. We recently created a seminar on marine batteries that helps boaters understand lead-acid and lithium batteries.

” Online boating courses are proliferating.

Expanding access to boater education is important.

America’s Boating Club | United States Power Squadrons is always looking for new members. As a volunteer organization, we depend on boaters who want to help create courses and seminars that can educate future boaters. If you’re interested in contributing your knowledge and services in developing new curricula, contact your local squadron today. ■

Vice Commander Charles “Chuck” Wells has chaired the Marine Environment, Instructor Development, Member Benefits and Navigation committees. He has taught many courses and seminars but most enjoys teaching Weather and

R O H T UA E H T T U O B A

Inland and Coastal Navigation. Chuck has held leadership positions at the squadron and district levels. He also served as an instructor with the U.S. Coast Guard Auxiliary and the Maryland Department of Natural Resources and holds a U.S. Coast Guard captain’s license. He has crewed, owned and leased powerboats, sailboats and paddlecraft at home and abroad. With over 50 years of experience on the water, he understands the importance of boating safety and education. Since 2019, Chuck and his wife, Deany Blades, have enjoyed living on Maryland’s Eastern Shore. Their daughter, Chuck’s former crew member, resides in New York.

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SOUNDINGS You don’t have to be an expert to teach

►I can think of few organizations like America’s Boating Club | United States Power Squadrons. For me it combines so many things that I love: great people, fun, outdoor activities, purpose and lifelong learning. I sometimes tell people we’re a social club with a curriculum.

Being part of America’s Boating Club Golden Isles has indulged my passions for writing and teaching. Sure, I could write a book or get a job at a local college, but then I would be working. The writing and teaching that I do now is way more fun than working.

Most people think the club’s educational benefits go only one way. We offer courses and seminars. You get value by attending a class. While correct, it’s not the full story. Our club also offers people opportunities to teach. This is quite a benefit, especially for intelligent, curious individuals who have spare time, energy and motivation. Teaching others has many rewards including a sense of accomplishment and purpose, but I think the opportunity to master something is the biggest benefit.

+ THIS ARTICLE ORIGINALLY APPEARED IN THE AMERICA’S BOATING CLUB GOLDEN ISLES/26 NEWSLETTER, THE PORTHOLE.

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If I want to really learn something, I offer to teach it. It may sound crazy—offering to teach something you don’t know much about or just learned—but it works.

I’ve done this several times at both the graduate and undergraduate levels. Because you just learned the material yourself, you know what it’s like to be a beginner. You know which concepts are tricky to understand or where the students might get tripped up. Having to explain concepts to others forces you to clarify your own knowledge and identify areas where you may have gaps in your understanding. →

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→ This process can lead to deeper learning and retention than simply studying the material alone.

In an article in The New York Times, “Those Who Can Do, Can’t Teach,” organizational psychologist Adam Grant talks about how the best experts sometimes make the worst educators. Grant states essentially that you don’t want Albert Einstein to be the first person you learn physics from.

He writes, “Two decades ago, I arrived at Harvard as an undergraduate excited to soak up the brilliance of professors who had won Nobels and Pulitzers. But by the end of the first month of my freshman year, it was clear that these world-class experts were my worst teachers. …

It wasn’t that they didn’t care about teaching. It was that they knew too much about their subject, and had mastered it too long ago, to relate to any basic ignorance about it.”

Social scientists call it the curse of knowledge, which exists whether you’re talking academic subjects or sports.

In the article Grant goes on to write, “In high school and college, I competed as a springboard diver, and I once asked an Olympian if he had a trick for learning to do three and a half somersaults. His answer: Go up in a ball and spin fast.” Not helpful.

” Having to explain concepts to others forces you to clarify your own knowledge and identify areas where you may have gaps in your understanding.

I’ve heard similar stories about baseball legend Ted Williams, one of the best hitters ever, being a poor hitting coach. There are obviously exceptions to this rule. Charles F. Chapman Award for Excellence in Teaching recipients Charles Wilsdorf and Mike Moye, both expert boaters, are also awesome teachers.

EMAIL THE EDITOR I recently volunteered to teach an upcoming seminar, Tides and Currents. There were lots of reasons why I volunteered, but mostly I wanted to learn more about tides and currents. It’s been great fun researching the area and finding answers to all kinds of questions I keep generating. →

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READERS CAN SUBMIT LETTERS, ARTICLES AND NEWSLETTERS TO ENSIGN@HQ.USPS.ORG. ARTICLES WILL BE EDITED FOR LENGTH AND CLARITY.

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SOUNDINGS Just remember that you don’t have to be an expert boater to teach. You just need to be willing to dive in.

→ We all had different reasons for joining the club, including becoming a better and safer boater, meeting people and making new friends, gaining new knowledge and learning the local waterways.

Hopefully, your expectations are being met in these areas.

But the value of belonging to the club does not end there. We know why people join, but why do people stay? The most engaged and involved members tell me they stay in the club for lots of reasons, including: + the people + the sense of belonging + the feeling of being appreciated + the fun + the sense of meaning and purpose + the continued opportunities to learn + the sense of accomplishment + the feeling of being challenged Many of these benefits can come from teaching. We need more people willing to teach. This could include presenting a 20-minute topic in our America’s Boating Course, explaining how to use a particular mobile app or helping to research a topic and finding examples to use in a class. It doesn’t have to mean standing in front of a class.

I have not been boating that long. I don’t have a degree in boating (Do they even have those?), I wasn’t in the Navy, and I don’t have a U.S. Coast Guard license. Just remember that you don’t have to be an expert boater to teach. You just need to be willing to dive in. The benefits are worth it. ■

ABOUT THE AUTHOR Cynthia Lamb joined America’s Boating Club | United States Power Squadrons in 2020.

She lives on St. Simons Island, Georgia, and is the executive officer of America’s Boating Club Golden Isles/26.

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ROBERT BLAU

CURRENTS

ABC | USPS NEWS 2025 Governing Board Meeting photos now available ► Members can now view photos online from National Photographer Steve Erickson of the 2025 Governing Board Meeting in Grand Rapids, Michigan.

CALENDAR 2025

Nov 12–15

2026

Feb 9–15

BOD Meeting Raleigh, N.C.

Annual Meeting

Check out all the highlights, including awards, member dinners and more.

Myrtle Beach, S.C.

You can also find photos from past meetings online.■

May 16–22 National Safe Boating Week

CHECK OUT MORE ON NEXT PAGE

2027

Feb 7–14 Annual Meeting

Tampa, Fla.

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STEVE ERICKSON

CLOCKWISE FROM TOP LEFT: REPPING FOR THE DETROIT TIGERS; DISTRICT EDUCATIONAL OFFICER TOM GEGGIE; WORKING THE ICE CREAM BAR; GRAND RAPIDS CHORUS SWEET ADELINES PERFORM; NATIONAL MEETINGS COMMITTEE MEMBERS; FIRST TIMERS WITH NATIONAL BRIDGE; CHIEF COMMANDER RALPH BERNARD PRESENTS MINNETONKA POWER SQUADRON WITH MEMBER INVOLVEMENT RETENTION AWARD

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STEVE ERICKSON

STEVE ERICKSON

ROBERT BLAU

STEVE ERICKSON

ROBERT BLAU

STEVE ERICKSON

CURRENTS

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BOATING NEWS Chapman School of Seamanship, BoatUS Foundation to offer onwater training ► The Chapman School of Seamanship in Stuart, Florida, has teamed up with BoatUS Foundation to offer two new National Safe Boating Council on-water training courses to promote safe and responsible boating.

These hands-on courses are designed to meet the needs of powerboating beginners, experienced boat operators looking to refine their skills and marine patrol personnel who require professional-level training for vessel operation.

Intro to Powerboating is for those just starting out while Boating Essentials is the most complete course offered by Chapman.

Courses are held aboard single-engine powerboats up to 26 feet in length. On-water class sizes are limited to a maximum of two students per vessel, ensuring each student gets quality time underway. The minimum age to participate is 11 years old, making the courses a great option for families as well.

–BoatUS ▲ BUSY SCHEDULE? CHAPMAN SCHOOL OF SEAMANSHIP HAS TWO NEW ON-WATER BOAT TRAINING COURSES THAT MAY BE TAKEN IN JUST ONE DAY.

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#ICYMI In case you missed it, here’s what’s been happening with our clubs and squadrons on social media.

District 24 members enjoyed a Kentucky River tour aboard the Bourbon Belle.

America’s Boating Club Peace River/22 held a lunch cruise in June.

America’s Boating Club (Akron)/7 members took part in a kayak outing in the Nimisila Reservoir.

America’s Boating Club-Cocoa Beach/23 members organized a street cleanup on Sykes Creek Parkway before enjoying dinner together.

Toledo Sail & Power Squadron/29 held a weekend rendezvous at Kelleys Island.

America’s Boating Club (Virginia Beach)/5 and other clubs from District 5 partook in a summer rendezvous on Smith Mountain Lake in Virginia.

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DESTINATIONS Exploring Santa Cruz Island

BY ALEC HARDY

► Our cruise to Santa Cruz Island, California, began on a Thursday with the plan to try for the Cueva Valdez anchorage on the northwest side of the island. Leaving Santa Barbara, we sailed past interesting yellow buoys, which we later determined to be a f ish pen.

When we arrived at Cueva Valdez, our captain quizzed the currently anchored boats on conditions. We learned that the wind and waves had increased in the last half hour, so we decided to go farther east.

We arrived at Pelican Bay in the early afternoon and were able to get in a quick snorkel and ready the skiff. Our dinner was an appetizer of f reshly caught scallops, ribs and a f ine wine provided by the captain. That night there were two other boats at the anchorage. The wind and waves met us during the evening, so it was bumpy overnight.

+ THIS ARTICLE ORIGINALLY APPEARED IN THE SANTA BARBARA SAIL & POWER SQUADRON/13 NEWSLETTER, SIGNAL HOIST.

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Friday consisted of hiking, snorkeling and kayaking, and we got some great shots of the anchorage. As a diver, I can say that Pelican Bay has fun snorkeling. While there are some urchin barrens, there are still plenty of scallops, f ish, sea hares, sea stars, black abalone and sheep crab. I even saw one octopus. → THEENSIGN.ORG

→ Once the sun passed behind the mountains, we feasted on our scallop appetizer, with the captain supplying homemade award-winning chili. While not a completely calm Friday night, it was better than the night before, and sleeping was easier.

Around 10:30 a.m. the next morning, we left for Santa Barbara and encountered a good breeze from the east, which helped get us back to the harbor before 2 p.m. ■

TOP: TINKERS COVE BOTTOM LEFT: EXPLORING THE BEACH AT TINKERS COVE BOTTOM RIGHT: HIKING TOWARD PRISONERS HARBOR FROM PELICAN BAY OPPOSITE PAGE: PELICAN BAY

ABOUT THE AUTHOR Alec Hardy has been a member since 2022 and has served on the Cruising Committee, while actively cruising Santa Cruz. Currently, he serves as commander for Santa Barbara Sail & Power Squadron.

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BOATING GONE BAD From seasickness to lifelong fellowship

BY VIRGINIA JOHNS

► It was January 2000, and we were headed to Fort Lauderdale, Florida, to bring our new-to-us 1983 Amel Maramu, Libertad, home to California. My husband, Dennis, was the sailor, but this 46-foot boat was larger than our current boat, the Lido 14 he had competitively sailed with his dad growing up in southern California.

We had hired a professional captain to accompany us on our first voyage from Fort Lauderdale to Galveston, Texas, where a truck was waiting to carry Libertad to southern California.

The captain turned out to be a lot like Captain Ron— capable, unflappable, but a bit too casual, especially for this newbie sailor. I got incredibly seasick after just a few hours at sea. I was using a wristband that emitted a slight, continuous electrical pulse that I had found to be a cure for my seasickness on previous day sails. However, it was useless in the storm that hit us on this trip.

We were planning to make our first stop in St. Petersburg, Florida, where an additional crew member, Joel Unger, was waiting for us. But I was so ill that we stopped in Key West.

▲ THE DOCK IN KEY WEST THAT WE VISITED ON OUR MAIDEN VOYAGE AND AGAIN IN APRIL 2025

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Sitting in the cockpit those first few days, I tried to imagine how to tell Dennis that I was done. That I could not go any farther, that this was all a mistake, and that I didn’t want him to proceed either with only himself and this captain aboard. → THEENSIGN.ORG

→ Very dramatic, I know, but I was so depressed.

Thankfully, I recovered after a few days on land. I pulled out the brochure I had picked up in the chandlery in Fort Lauderdale about a boating club with a great education program that had “squadrons” in every state. Dennis promised we would look into that organization when we got home. I decided I was ready to try the next leg to pick up Joel.

Last April, Dennis and I returned to Key West—this time in our RV. We rode our e-bikes around Key West and had a grand time. One day we decided to head to the port and locate that infamous dock where, 25 years ago, Libertad sat for a couple days, allowing me to recover my health and senses and continue on with our dream. We found it! And I teared up thinking, what if I had given up back then?

All the adventures we’ve had, the countries we’ve visited, the cultures we’ve experienced, the friends we’ve made at home and around the world—what if I had missed all that? ■

LIBERTAD JUST A FEW MONTHS AFTER PURCHASE; WE HAD ALREADY REPLACED THE MAIN BOOM, MADE SAIL COVERS AND PURCHASED A DINGHY.

+ THIS ARTICLE ORIGINALLY APPEARED IN THE SANTA BARBARA SAIL & POWER SQUADRON/13 NEWSLETTER, SIGNAL HOIST.

ABOUT THE AUTHOR Virginia Johns has been a member of Santa Barbara Sail & Power Squadron/13 since 2003.

She has held a number of positions on the bridge, including commander. She served as District 13 administrative officer for two years. As a certified instructor, she enjoys teaching Cruise Planning the most.

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PADDLE SMARTS Performing risk assessments

BY JIM GREENHALGH

“Warning: Abandon all hope ye who enter here.”

The sign posted at the upper entry point to the “17 Runs” section of the Hillsborough River near Tampa, Florida, is intended to discourage inexperienced paddlers from attempting this section of treacherous navigation through a maze of creeks. Without maintenance, this area can be full of downed trees requiring portaging. It’s also home to dangerous wildlife including alligators and the Florida cottonmouth. Once, this section was so bad that a small group of us took over six hours to cover 4 miles.

Overall, paddling is a safe sport, but factors like weather, water, land, equipment, vessel traffic and other risks need consideration before you venture out onto the water, be it solo or with a group. Paddlers can find several suggested risk assessment checklists online, and some include diagrams to help make the “go/no go” decision. Let’s look at some hazards that paddlers may face and how to mitigate risk.

+ ALL PHOTOS BY JIM GREENHALGH EXCEPT WHERE NOTED

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Weather The first factor that needs to be considered before launching on a paddle trip is weather. →

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BILL PORTER

→ Paddlers should check the local weather forecast or listen to the forecast on the marine VHF weather channels before heading onto the water or off the coast.

Are the current weather conditions forecast to improve or worsen? Are the current air temperatures increasing or decreasing? Record the forecast wind direction, speeds and predicted changes. Are the winds onshore or offshore? Winds less than 15 knots are fine for most boats and paddlecraft. Winds between 15 and 20 knots are designated as Small Craft Exercise Caution, which can be OK for experienced paddlers. Winds more than 20 knots are designated as Small Craft Advisory, which will produce rough seas, and my experience has shown it’s difficult to turn a long paddlecraft into the wind or maintain a steady course.

LEFT: PADDLING IN ROUGH WATER RIGHT: PADDLING IN COLD CLIMES WITH SNOW

Water The conditions in the water need to be considered.

What is the current water temperature? As water temperatures drop below 70 degrees, immersion becomes increasingly hazardous to humans, and paddlers should always dress for immersion.

Record the predicted wave height, period and direction. Are the waves onshore or offshore, and how does this relate to currents? Tide and current predictions should be recorded. →

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PADDLE SMARTS

LEFT: HOLDING ON THE SIDE OF A RIVER DURING AN INTENSE THUNDERSTORM RIGHT: PADDLING IN FOG

→ What are the times and heights of high and low tides, and what is the range in feet between the two?

What is the direction and speed of tidal currents that might be encountered on the trip, and how does that relate to the wind and waves? Consider that most paddlecraft can cruise around 2 to 3 knots and can reach speeds of 5 to 6 knots at full power, so speed and direction vectors need to be factored into a navigation plan.

Storms Give thought to the possibility of storms when trip planning. Storm fronts are usually forecast days ahead so a paddle trip can be planned around them. In many parts of the country, thunderstorms can be a daily event during certain months, so boaters should take steps to avoid them and have a plan of what to do if caught in one.

Land Paddlers should always consider the land and possible takeouts in the case of deteriorating weather, increasing seas, thunderstorms or other problems. How far will a planned trip take you away from the safety of land?

Where are the possible takeouts? Will the trip take you by areas where landing is inaccessible due to rocky cliffs, breaking surf, tidal influence or thick vegetation? Stay clear of a rocky shoreline with breaking waves. →

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Vessel traffic What type of vessel traffic might be encountered on a trip?

Will you be paddling in an area with a lot of recreational boats or high-speed traffic such as powerboats or personal watercraft? Does your navigation plan include crossing major channels or waterways with commercial vessels, ships or even high-speed ferry boats? Would you be paddling in areas with tall grass or brush such as the Everglades where airboat traffic might be encountered?

Wildlife While I was penning this article, two people were killed by animals in Florida within a day of each other. A canoeist was killed in a lake when the canoe ran over a large alligator, and a non-boater was killed in the woods in what is believed to be the first death in Florida by bear attack.

While these incidents are rare, paddlers need to consider animals that might be encountered on a trip.

Groups

TOP: A GROUP OF PADDLERS MAKES AN OPEN-WATER CROSSING. BOTTOM: PASSING A LARGE ALLIGATOR ON A RIVER BANK

It is always safer to paddle in a group, and consideration needs to be given to the members, their ability and equipment. Who will lead the group, and do they have the knowledge and ability to navigate the trip, make decisions and handle a situation if something goes wrong?

Do the members have the proper equipment for the planned trip, and do they have the mental and physical ability to complete the trip? → THEENSIGN.ORG

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PADDLE SMARTS

A paddling group cannot proceed any faster than the slowest or weakest member and the main goal is always for each participant to return safely.

→ Do the members possess the skills, ability and equipment to deal with an unexpected incident? Would they be able to assist in rescue or towing another paddler in the event of an injury or exhaustion?

Consider that a paddling group cannot proceed any faster than the slowest or weakest member and the main goal is always for each participant to return safely.

Compounding factors When preparing for a trip, paddlers should review each factor discussed in this article and consider the results of compounding factors. For example, if the weather forecast calls for winds that will cause rough seas, the risk of capsizing increases. If the water temperature is below 70 degrees, the risk level increases as a capsized paddler will be immersed in cold water.

The risk level increases again if the wind or current direction would carry the capsized paddler offshore farther from safety, or—worse—into breaking seas and rocks. Winds opposing current will create rougher seas, further increasing the risk of capsizing.

Another factor to take into account is exposure time, or the time that a paddler is exposed to a specific hazard.

For example, a paddler crosses a body of water with seas running 2 feet, and the crossing takes 30 minutes. In this scenario the paddler is exposed to a certain level of risk. If we consider the same scenario with a longer crossing time of 90 minutes, the hazard of the seas has not increased, but the time exposed to that level of risk has increased three-fold. The increased exposure time elevates the risk of the paddler becoming exhausted or capsizing before reaching safety.

Mitigating risk Mitigating risk starts with education, training and experience. One of the best ways to gain knowledge and experience is to join a paddling club. Contact your local paddle sports outfitter, as many offer training and can recommend a local paddling club. → 20

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→ Those new to paddling need to start in easy conditions, become involved in training and rescue, and gain experience before paddling into deeper, rougher waters.

Paddlers should always wear their life jacket and dress for immersion, as the water temperature drops below 70 degrees. As paddlers gain knowledge and experience, they need to be realistic when assessing their current skill level and equipment. Unfortunately, some overestimate their skills and get themselves into trouble out on the water.

If you will be paddling in an area with boat traffic, learn the navigation rules, use equipment and clothing for high visibility, and carry a white flashlight in case you must return after dark. Carry a marine VHF or a cell phone, and leave a float plan with someone before departure.

When planning a paddle trip, first review the weather forecast, tides and currents if in a coastal area; it’s best to plan the route using these factors to the best advantage.

Prior to launch, consider which hazards might be encountered and consider the consequences if something goes wrong. Consider what would be the worst-case scenario. If paddling with a group, each member should be involved in risk assessment before the decision to launch is made. Is it possible to modify the trip plan to avoid some hazards and make the trip safer?

” Remember that it’s best to err on the side of caution so you can always return to paddle another day.

Before launch, the group, and each individual in the group, must make the “go/no-go” decision. Remember that it’s best to err on the side of caution so you can always return to paddle another day. ■

ABOUT THE AUTHOR Jim Greenhalgh of St. Petersburg Sail & Power Squadron/22 is a senior navigator, vessel examiner, and instructor, having taught boating safety and navigation since 1991. He draws on his vast sail and powerboating experience as a lifelong boater and avid sea kayaker. Jim leads trips for the Kayak Adventure Group, a sea kayaking club based on Florida’s west coast that he co-founded. He also wrote Navigation Rules for Paddlecraft, a must-read for all paddlers.

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americasboatingclub.org/benefits

SHIP’S LIBRARY Behind the scenes of a historic replica ► In “Project Mayflower,” author Richard Stone describes how British World War II veteran Warwick Charlton and American financier Harry Hornblower joined forces to build Mayflower II and sail it from Plymouth, England, to Plymouth, Massachusetts. The book chronicles each man’s difficulties and the hurdles they had to overcome.

I was impressed that the replica ship was constructed using tools from the 1600s and authentic material with few exceptions. The finished vessel had the cargo and living spaces of the original Mayflower, without lighting, refrigeration or toilets. It was equipped with a diesel generator only for communications. The crew navigated the Mayflower II through a seven-week voyage, surviving a heavy gale that threatened to sink it, and arrived in Provincetown, Massachusetts, on June 11, 1957, before sailing to Plymouth Harbor.

“PROJECT MAYFLOWER: BUILDING AND SAILING A 17THCENTURY REPLICA”

BY RICHARD A. STONE

Stone relates how Warwick and Harry received applause from around the globe. Mayflower II became a major attraction and was exhibited in New York; Washington, D.C.; and Miami. More than 730,000 tourists paid to board it. This helped them raise money to settle outstanding debts for its construction and voyage.

On Sept. 16, 1957, Warwick transferred ship ownership to Harry and Plimoth Plantation museum. Due to the ship’s popularity, museum membership surged by 50 percent, and by 1960 the vessel had earned more than $140,000 for the museum. During a routine checkup in 2013, inspectors found that Mayflower II had wood rot. It took $20 million to fund the reconstruction and future upkeep. The ship was taken to Mystic Seaport. Restoration was completed in 2019.

I found this never-before-told story of a grand adventure to be an engrossing, well-researched and well-documented book.

–Peter H. Hames THEENSIGN.ORG

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COMMUNITY SERVICE PROJECT

Florida squadron identifies missing waterway markers 24

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► In the aftermath of hurricanes Helene and Milton, Anna Maria Island Sail & Power Squadron/22 member David Haddox helped the city of Anna Maria, Florida, determine which buoys and waterway markers remain in place, which markers are missing and who is responsible for replacing them.

As past commander of Anna Maria Island Sail & Power Squadron and current rear commander of the Basic Public Education Committee for America’s Boating Club | United States Power Squadrons, Haddox also chairs the city’s Planning and Zoning Board.

When presenting his findings to the Anna Maria City Commission in April, Haddox said, “The mayor asked me, based on my power squadron experience, to assist him with a program to try to identify waterway markers sur­rounding the city of Anna Maria that are missing or off-station.”

Identifying waterway markers Haddox used the Florida Fish and Wildlife Conservation Commission’s interactive online Uniform Waterway Marker Map to identify the locations of the buoys and waterway markers on record. Clicking on the icon for each waterway marker identifies its permitted latitude and longitude, the message displayed on the marker, the permit number and more.

Along with the Manatee County Sheriff’s Office Marine Unit, squadron educational officer Jay Winters and city general manager Dean Jones, Haddox went out by boat and visually identified the remaining and missing markers. → THEENSIGN.ORG

BY JOE HENDRICKS, NEWSPAPER REPORTER & PHOTOGRAPHER

TOP: “DANGER” MARKERS WILL BE PLACED ALONG BOTH SIDES OF THE CITY PIER HURRICANE DEBRIS FIELD WHERE DEBRIS POSES A POTENTIAL DANGER TO BOATERS. OPPOSITE PAGE: DAVID HADDOX PRESENTS A MAP INDICATING WHERE WATERWAY MARKERS ARE SUPPOSED TO BE LOCATED OFFSHORE OF ANNA MARIA.

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COMMUNITY SERVICE PROJECT

Haddox created a map that indicates which waterway markers remain and which are missing; all but two are missing.

→ They also identified some markers not shown on the FWC map, including markers in Bimini Bay that mark the channel for safe navigation in and out of Anna Maria’s residential canals and five nautical dayboard markers at the entrance to Bimini Bay permitted to the West Coast Inland Navigation District. The WCIND markers remain in place, but a couple are damaged.

Using PowerPoint and the FWC map, Haddox created a map that indicates which waterway markers remain and which are missing; all but two of the 21 markers that should surround the city of Anna Maria are missing. Using the permit numbers listed on the FWC map, Haddox contacted the FWC and the U.S. Coast Guard to identify the permit holder for each marker in the “string of pearls” that is supposed to surround the city.

The missing markers include four Vessel Exclusion Zone markers previously located offshore of Bayfront Park. As the marker permit holder, the city is responsible for replacing those markers, which prohibit motorized vessels from entering that offshore area often used by swimmers.

“It is a crime to bring a vessel between those markers and shore because we don’t want people and propellers in the same water at the same time,” Haddox said. “The sheriff’s office will be enforcing that once we get those markers put back.”

Haddox said a portion of the Vessel Exclusion Zone created by the initial positioning of the four waterway markers overlaps the channel leading in and out of Lake La Vista. This resulted in boaters unknowingly passing through the Vessel Exclusion Zone. According to Haddox, FWC approved repositioning the replacement markers in a manner that will remedy this concern.

+ THIS STORY PREVIOUSLY APPEARED IN THE ANNA MARIA ISLAND SUN NEWSPAPER.

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Most of the other markers displayed on the FWC map list Manatee County as the permit holder, and Haddox said the city would notify the county about the missing markers the county is responsible for replacing. Haddox also contacted Holmes Beach Police Chief Bill Tokajer and the Holmes Beach city planner regarding missing markers in that city’s waters. → THEENSIGN.ORG

Pier debris The Anna Maria City Pier sustained significant damage from hurricanes Helene and Milton, with the latter taking out a portion of the pier walkway. At Mayor Mark Short’s request, Haddox also helped the city obtain FWC approval to temporarily place four “Danger” waterway markers on each side of missing City Pier walkway, where concrete pilings and other debris are submerged or partially submerged where the pier walkway previously stood.

DAVID HADDOX

“Ø” ICONS INDICATE A MISSING WATERWAY MARKER. ALL BUT TWO MARKERS OFFSHORE OF ANNA MARIA ARE MISSING. THE DOTTED BLUE LINE INDICATES THE CITY LIMITS.

Haddox said unlike the le­gally enforceable Vessel Exclusion Zones, the “Danger” buoys placed near the pier will be informational only and not subject to sheriff’s office enforcement.

“They might see someone doing it and suggest that’s a bad idea, but it is violating the marked Vessel Exclusion Zone that you can actually get a ticket for,” Haddox said.

Short said, “I want to thank [Haddox] and the power squadron for stepping in and helping us with this project. I don’t think we have anybody on staff that even remotely would qualify to do what you guys do, and we really appreciate it.”

Per Short, a WCIND grant, to be announced in October, could end up reimbursing the cost of the project. ■ THEENSIGN.ORG

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OUR FIRST CRUISE

Despite rocky beginning, one member reminisces about what keeps her coming back 28

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Kent Narrows

Chesap

eake

Bay

Maryland

► My husband, Dave, and I joined Wilmington Sail & Power Squadron in 1963.

We took boating classes for a few years before going on our first cruise with the squadron.

Rough start The year was 1967. There was no loran, no GPS, no cell phone— no electronics at all. There were 15 boats on the Chesapeake cruise, mostly small powerboats. The biggest boat was 32 feet.

Ours was a wooden, beamy 18-foot black sailboat. It sailed like a bathtub, and only on a broad reach. We had a hard time just getting to the start at Maryland’s Worton Creek and wondered how we would keep up with the group for the rest of the week.

We figured if we left at the crack of dawn each day, maybe we would get there before dark. The average distance to cover each day was 24 miles, and that was in a straight line, which sailboats never go! Our first anchorage was on the Corsica River, 27 miles away, where we were to raft. It was foggy and raining, and the wind was right on the nose. Our engine did not cooperate, and Dave had to crank it by hand as we tried to sail our bathtub. → THEENSIGN.ORG

BY SANDY NETTING OF WILMINGTON SAIL & POWER SQUADRON

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OUR FIRST CRUISE

NOAA

→ This was only our first day, and we had a whole week to face. Why were we doing this?

We arrived at the anchorage in the dark, long after everyone else, in the middle of a terrible thunderstorm.

We were wet, tired and discouraged to find that all our bedding and everything else was soaked. The seam where the deck met the cabin leaked badly on the bunks.

Merrimac, a powerboat from our group, saw us and beckoned us to tie alongside them. Gratefully, we huddled to the side of their boat like a baby to its mother.

I went below to make hot drinks as we were both shivering. Everything was wet and depressing. Soon a light came on in the powerboat, and someone on board, Betty, told us, “Come on over. I have hot chocolate and popcorn ready.”

+ THIS ARTICLE ORIGINALLY APPEARED IN THE AMERICA’S BOATING CLUB – WILMINGTON/5 NEWSLETTER, THE LUBBER’S LINE.

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We scrambled aboard with a huge lump of gratitude for their thoughtfulness. They assured us we could stay rafted for the night, a great relief to us. They even offered us a dry bunk, but like stubborn boaters we felt we had to stay with our little boat. The wind was howling, and the rain was relentless. I kept thinking of the 23 miles for the next day; how were we ever going to do it? →

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→ Back on our boat, everything was pure disaster. We shoved everything wet in the bow and hoped to be able to dry it in St. Michaels the next day. So we could sleep in the bunks, we taped plastic baggies with masking tape along the leaky seam and hoped they would not fall on us. As I lay there in the wind and rain that night, I vowed I would never sail without cocoa and popcorn, and I have never been without them since. Our boat was so small, and the bay seemed so big. We slept from sheer exhaustion.

AERIAL VIEW OF THE KENT NARROWS

A new day Awakening, I opened my eyes and looked above me. All the baggies were full of water, gently swaying back and forth waiting to fall on us! It was barely light, but Dave and I looked at each other and burst out laughing. We gently collected all the bags and emptied them into the pail.

We could hear the wind slapping on the mast rigging and knew the run to St. Michaels would be difficult. As we got ready to leave for the day, it was comforting to know that fellow squadron boats were nearby if we needed help.

We cast off from Merrimac. The engine worked, so Dave and I decided to motor, as the memory of arriving in the dark the day before was still fresh. → THEENSIGN.ORG

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OUR FIRST CRUISE → As we headed out into the Chester River, the waves were about 2 to 3 feet. There was a lot of wind for an 18-foot sailboat that could only go about 4 knots under motor. It was going to be a long day.

”

It took us three hours to get to the Kent Narrows. Back then, the channel was long and shallow with lots of current. I remember we stopped for gas; it only cost $1.34 to fill the tank.

We came through the Kent Narrows Bridge, and Eastern Bay was rough. We could barely make headway, and the water was coming down the deck and through our leaky deck seams. We hobby-horsed each wave and questioned the sanity of being out there at all. The cruise boats passed us—how we wished we were aboard one of them!

That kindness certainly had a profound effect on us and our feelings toward fellow boaters for the rest of our lives.

Off in the distance we saw Merrimac, and we guessed soon we would be out there alone. However, Merrimac never passed us and never hailed us; it just stayed behind us like a mother duck to make sure the duckling got to port.

Taking care of each other

I’m not saying that you must stay with the slow boats, but that kindness certainly had a profound effect on us and our feelings toward fellow boaters for the rest of our lives. The crew aboard Merrimac never discussed staying out there for our sake, but we knew they could have easily hurried up and got to port hours ahead of us. That is what cruises are about: meeting friends, helping each other and making great memories.

Why do we keep coming back? The friendships are what make Wilmington Sail & Power Squadron—and America’s Boating Club | United States Power Squadrons—special.

P.S. That winter, we bought a bigger boat. ■

ABOUT THE AUTHOR Sandy Netting has been a boater all her life. She and her husband bought their 18-foot sailboat the month they were married in 1962. In addition to the 40 years sailing the Chesapeake Bay, they have sailed in the Bahamas, the Gulf Coast and the West Indies. They have been members since 1963.

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AmericasBoatingClub.Org /Benefits

AMERICASBOATINGCLUB.ORG/BENEFITS

BOATER FREEDOM ACT

New law provides unique opportunity for Florida squadrons 34

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► Effective July 1, 2025, the Florida Boater Freedom Act directs the Florida Fish and Wildlife Conservation Commission to create a five-year safety inspection decal program, among other things.

Under the new law, Florida boats have to display stateissued registration and vessel safety inspection decals.

When submitting an original registration, renewal or transfer of vessel ownership to the local county tax collector, the owner must demonstrate compliance by filling out a Vessel Safety Equipment Attestation.

BY THOMAS E. DAWSON OF CAPE CORAL SAIL & POWER SQUADRON

That’s right, it’s an honor system; no one verifies that all the required equipment is on board.

On the attestation form, the owner must affirm and attest to two statements. The first statement says, “I, the undersigned, hereby affirm and attest that the vessel described above is equipped with all safety equipment required by the United States Coast Guard and applicable federal regulations for legal operation on state and federal waters.”

The next statement says, “I understand that it is my legal responsibility as the owner and/or operator of this vessel to ensure compliance with all applicable maritime safety laws and regulations.”

For three years in a row, Florida has tried to pass legislation mandating all boat operators take a boating safety class.

So, maybe this second statement is a way of telling boat owners they need to know the rules.

Unfortunately, too many boat owners may sign this form the same way they click “I agree” to the terms and conditions on every new smartphone app they download— without reading it closely.

To those who see nothing but doom and gloom in this new law, I say, “When life gives you lemons, make lemonade.”

This law presents the perfect opportunity to market our vessel safety checks and educational courses and seminars. →

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◄ AN AMERICA’S BOATING CLUB | UNITED STATES POWER SQUADRONS VESSEL EXAMINER PERFORMS A VESSEL SAFETY CHECK.

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“

BOATER FREEDOM ACT

This law presents the perfect opportunity to market our vessel safety checks and educational courses and seminars.

Promoting vessel exams How many boaters really know what safety equipment is required? The form doesn’t tell them. Who knows what is required better than our vessel examiners?

A vessel exam has always been a one-on-one educational opportunity. Our vessel examiners are a source of information about changes in requirements while a vessel safety check is an opportunity to find out-of-date or worn-out equipment. It’s a chance to point out the benefits of new safety technology, like non-pyrotechnic distress signals and electronic cutoff switches. A 15- to 30-minute visit can ensure that a boat owner can honestly answer the first question on the new form.

Promoting our classes Our educational courses and seminars are part of our core mission. The law itself doesn’t address educating boaters, but on the form, the state wants owners to confirm they know “applicable maritime safety laws and regulations.” Doesn’t this sound like an opportunity to market America’s Boating Course? This class fulfills all the NASBLA and Florida requirements to earn a Boater Safety Education ID Card and covers many maritime safety laws and regulations. In addition, our Rules of the Road seminar is a good way to learn the Navigation Rules, which boaters in coastal Florida need to know.

So, let’s look at this new law positively; let’s make lemonade.

Florida squadrons now have a unique opportunity to reinvigorate our vessel examination and education programs.

Who knows? It might even net us some new members in the process. ■

ABOUT THE AUTHOR Thomas E. Dawson is an instructor at Cape Coral Sail & Power Squadron/22, where he leads a local waters seminar. Tom is also the author of two books, “Safe Boating in Southwest Florida: Cape Coral Edition” and “Barret Bonden’s Local Knowledge Recommended— Things You Wish Someone Had Told You About Boating Here.”

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ADOBE STOCK

SHIPSHAPE ► Ever tried stargazing from a boat? With fewer city lights washing out the view, the stars shine brighter, and the waves give you a gentle rhythm to relax into.

It’s peaceful, it’s breathtaking, and it’s something you can only experience once you leave the shore behind.

Why it’s better on the water Staring at stars from your backyard can’t compare to being out on the water. No streetlights, no neon signs, no glowing buildings—just clear, dark skies. Being offshore gives you front-row seats to the universe’s best show.

Stargazing by boat

BY KEITH NUNNERY

Safety first Night boating is not the same as a sunny afternoon cruise. You can’t see as far, and mistakes happen quicker. Here’s what to do before you even think about lying back to watch the stars:

1. Wear a life jacket.

Everyone on board needs one. No exceptions.

2. Check your navigation lights.

Red, green, white—make sure every light works. Other boats need to see you, and these lights are your way of saying, “Hey, I’m here.”

3. Share your float plan.

Tell someone on shore where you’re going and when you’ll be back. If things go sideways, they’ll know where to look. → THEENSIGN.ORG

+ THIS ARTICLE ORIGINALLY APPEARED IN THE SANTA BARBARA SAIL & POWER SQUADRON/13 NEWSLETTER, SIGNAL HOIST.

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“

SHIPSHAPE

Being offshore gives you frontrow seats to the universe’s best show.

4. Bring communication gear.

This means a charged phone and a VHF radio. If one fails, you’ve got backup.

5. Go slow.

Visibility is limited at night, so ease up on the throttle.

6. Assign a lookout.

While some of you stargaze, one person should keep watch for other boats and obstacles.

7. Use red lights.

Bring red-light flashlights or headlamps. They let you see without ruining your night vision.

8. Give your eyes time.

It takes about 20 minutes for your eyes to fully adjust to the dark. The longer you wait, the more stars you’ll see.

Planning the perfect trip Check the lunar calendar—new moons are best. Watch the weather, too. Clear skies and calm waters make for the best viewing. Head a few miles offshore, cut the engines, drop anchor or gently drift, and keep your white anchor light on. Then kick back and let the stars take over.

What to pack + Charts, compass, and GPS + Warm clothes and blankets + Binoculars—Celestron and Orion are great. + Star chart or stargazing app in night mode + Snacks and hot drinks Finally, dust off the Weems & Plath 2102-D Star Finder and use it to know where to look—no apps or screens, just classic star charts that sailors have used for decades.

If you’re feeling adventurous, grab a sextant and practice taking sights on the stars and planets. It’s a fun way to connect with the old-school navigation skills that guided sailors long before GPS. ■

ABOUT THE AUTHOR Keith Nunnery is commander of Las Vegas Sail & Power Squadron. He first learned about United States Power Squadrons as a kid while spending weekends and summers barefoot boating in the Florida Keys. Today, Keith and his wife, Chandra, call Las Vegas home, enjoying the one-of-a-kind Lake Mead and Lower Colorado River.

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LAST HORIZON Lt Raymond Borchlewicz, AP Swiftwater (NY) Squadron/6 Life Member, 45 mm

Edwin S. Koski, SN Manchester (CT) Squadron/1 Life Member, 31 mm

P/C Sam R. Bryant, AP Lakeland (FL) Squadron/22 Life Member, 29 mm

P/C Christopher J. Leavitt, SN Houston (TX) Squadron/21 Senior Member, 14 mm

P/C Daniel L. Burbank, AP Manchester (CT) Squadron/1 Senior Member, 23 mm

Lt/C Elaine S. Lynch, S Northern Neck (VA) Squadron/5 3 mm

Philip M. Campbell, AP Detroit (MI) Squadron/9 Life Member, 37 mm

P/D/C William A. Miller, P Grand Lake (OK) Squadron/30 Life Member, 26 mm

P/D/C Donald K. Cook, SN Manatee (FL) Squadron/22 Senior Member, 22 mm

P/Lt/C Francis P. Montuori, SN + Delhigh (PA) Squadron/5 Emeritus Member, 54 mm

P/C John M. Dolan III, N Richmond (VA) Squadron/5 Life Member, 33 mm

P/Lt/C Thomas Mullin, AP Watchung (NJ) Squadron/4 Life Member, 36 mm

Arthur “Port” Draper Darien (CT) Squadron/2

P/R/C Robert R. Palmer, SN + Richmond (VA) Squadron/5 Life Member, 44 mm

P/C Richard E. Eppler, P Manchester (CT) Squadron/1 Life Member, 31 mm Bettie Garnjost Delhigh (PA) Squadron/5 Richard Garnjost, SN + Delhigh (PA) Squadron/5 Life Member, 47 mm P/C Charles W. Hinz, S Ocean City (MD) Squadron/5 Senior Member, 21 mm P/C Frank B. Kemp, JN + Darien (CT) Squadron/2 Life Member, 38 mm

THEENSIGN.ORG

P/V/C Richard Peoples, SN Banana River (FL) Squadron/23 Life Member, 41 mm P/C Jerry G. Simotas, SN City Island (NY) Squadron/4 Senior Member, 24 mm

MERIT MARKS SENIOR MEMBER, 5 MERIT MARKS LIFE MEMBER, 25 MERIT MARKS EMERITUS MEMBER, 50 MERIT MARKS

HOW TO SUBMIT FAMILY, SQUADRON COMMANDERS OR OTHER AUTHORIZED REPRESENTATIVES MAY SUBMIT REPORTS OF MEMBERS WHO HAVE CROSSED THE BAR.

SUBMIT ONLINE

Joan Stoll Detroit (MI) Squadron/9 Life Member, 32 mm P/C Quinton P. Weaver, SN Patapsco River (MD) Squadron/5 Emeritus Member, 51 mm Lt/C James L. Winger, SN + Mosquito Lake (OH) Squadron/11 Life Member, 36 mm

+ INDICATES ONLINE OBITUARY

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WAYPOINTS

NATIONAL SAFE BOATING WEEK LOCAL CLUBS ACROSS THE COUNTRY CELEBRATED NATIONAL SAFE BOATING WEEK 2025 BY DOING WHAT

OCEANSIDE |

Partnering with West Marine ► To kick off National Safe Boating Week, America’s Boating Club Oceanside/28 (San Luis Rey Power Squadron) partnered with West Marine, bringing together boating enthusiasts, local agencies and the community for interactive demonstrations, free educational materials and on-site safety services.

THEY DO BEST— SERVING THE BOATING COMMUNITY AND SHARING VALUABLE BOATING SAFETY EDUCATION.

The event aimed to promote responsible boating practices ahead of the busy summer season. A highlight was the Bullex Fire Extinguisher Training Simulator presented by the Oceanside Fire Department, which gave attendees a chance to practice how to properly extinguish an onboard fire.

Certified vessel examiners from both America’s Boating Club Oceanside and U.S. Coast Guard Auxiliary Flotilla 114-01-06 conducted free vessel safety checks. Boaters received decals certifying their vessels had the necessary safety equipment and obtained advice on how to meet federal and state requirements. Families in need received free children’s life jackets. Attendees also could enter drawings for boating safety gear, including throw rings, whistles, emergency signaling devices and more. –Shawn Goit

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GREAT SOUTH BAY |

Simulating safe boating ► Great South Bay Power Squadron/3 celebrated National Safe Boating Week by bringing safety to New York’s West Islip Public Library. Safety officer Rodger Hess and executive officer Jeanne Braun handed out safe boating materials and tried on personal flotation devices. The big hit was the boating simulator, as the kids loved the opportunity to drive a boat and not get hurt from bumping into walls and running over buoys. The squadron gave out prizes and boating coloring books. –Jeanne Braun

SNOHOMISH COUNTY |

Promoting boating safety

LINDA MARTIN

AMERICA’S BOATING CLUB OF SNOHOMISH COUNTY/16 VESSEL SAFETY CHAIR DANNY DANIELS AND PERRY MOORE TAKE A BREAK FROM VESSEL SAFETY CHECKS DURING AN EVENT SPONSORED BY A YACHT CLUB IN MUKILTEO, WASHINGTON. DANNY, PERRY AND JAMES WEST PERFORMED SEVERAL VSCS FOR NATIONAL SAFE BOATING WEEK.

PAST COMMANDER LINDA MARTIN OF AMERICA’S BOATING CLUB OF SNOHOMISH COUNTY/16 WEARS HER LIFE JACKET WHILE PAINTING WINDOW ART ON THE DOOR OF SALON RETRO IN EVERETT, WASHINGTON, FOR WEAR YOUR LIFE JACKET AT WORK DAY. THEENSIGN.ORG

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BITTER END Killarney East Lighthouse

BY BRIDGET DOERNER

+ A VERSION OF THIS ARTICLE WAS ORIGINALLY PUBLISHED IN THE SKOKIE VALLEY SAIL & POWER SQUADRON/20 NEWSLETTER, RUNNING LIGHTS.

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DAVID BAILEY

► To get to the Killarney East Lighthouse, you must hike the trails in Killarney Provincial Park in Ontario, Canada. With its beautiful sapphire lakes and white quartz ridges, this area has always been a popular destination for artists. The park only has one campground to preserve its solitude and beauty and keep the area undisturbed.

A contract was put together in 1850 to cover the cost of building four lighthouses on the North Channel between the northern end of Georgian Bay and Lake Superior. When the cost became too high, the North Channel lights were postponed. Finally, in 1866, the government built five nearly identical lights. Two of the lights, originally called Red Rock Light and Partridge Island, were built on bare rock. They are now called Killarney East Lighthouse and Killarney Northwest Lighthouse. They were both taken care of by one lightkeeper who would travel between the two by boat. Those early lighthouses did not offer housing for the lightkeeper, so he had to build himself a shack to live in.

Built in 1909, the present lighthouses are square, tapered towers mounted with octagonal iron lantern rooms. A hand foghorn was used at the Killarney East Lighthouse until 1957 when a fog whistle was installed. ■ THEENSIGN.ORG

GOTANERO

► On May 7, 1965, U.S. Steel Corp.’s 600-foot lake freighter, the Cedarville, left Rogers City, Michigan, for Gary, Indiana, with over 14,000 tons of limestone. Its captain, Martin Joppich, who had been given command the previous year, had Cedarville steaming at lake speed through a thick fog to maintain schedule.

As Cedarville continued its outbound course, the dense fog worsened. Due to low visibility, two other ships had become grounded near the Soo Locks, and another had crashed into the Grays Reef Light. Despite these conditions, Capt. Joppich maintained top speed of about 12 mph. One mile east of the Mackinac Bridge in heavy fog, Cedarville approached the Norwegian ship Topdalsfjord.

Capt. Joppich initially set a course to pass Topdalsfjord starboard to starboard. Topdalsfjord was the right-ofway boat because it was heading to sea, so it should have blown two long blasts on the whistle for a starboard-side pass, but this did not happen.

Customarily, boats pass port side to port side. Capt.

Joppich assumed that they would pass port to port, Topdalsfjord not having whistled for a starboard-side pass. He turned to starboard to pass in front of the other boat. → THEENSIGN.ORG

Confusion in the wheelhouse

BY ROBERT A. BUCHANAN

+ THIS ARTICLE ORIGINALLY APPEARED IN THE ANN ARBOR SAIL & POWER/9 SQUADRON NEWSLETTER, THE PORTHOLE.

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BITTER END → Tragically, Topdalsfjord’s bow collided with the side of Cedarville. Topdalsfjord sustained only minor damage, but its bow punched a hole in the side of Cedarville, causing major flooding. Although neither satellite nor GPS had yet been developed, excellent radar was available so both could have seen each other through the fog. VHF radio was also available for bridge-to-bridge communications.

Capt. Joppich rang the engine room to stop the engines and then issued a mayday call. Within minutes of the collision, a list to port developed. Capt. Joppich then ordered water to be pumped into the starboard ballast tanks to counteract the list. A crew mate plotted a course toward a sandy beach about 2.5 miles away near Mackinaw City. But the water in the hull forced the bow down, so Cedarville rolled over and sank due to the full load of stone.

DID YOU KNOW? TODAY, CEDARVILLE LIES ON ITS STARBOARD SIDE IN THE STRAITS OF MACKINAC, ABOUT 45 DEGREES FROM BEING UPSIDE DOWN. IT’S A POPULAR DIVING SITE, BUT ITS INVERTED ORIENTATION CAN MAKE FOR A CONFUSING DIVE. YOU CAN STILL SEE LOTS OF DECK EQUIPMENT AS WELL AS THE FATAL GASH. –STRAITS OF MACKINAC SHIPWRECK PRESERVE

Ten of the 35 crew members of the Cedarville lost their lives that day. Survivors were picked up by the German freighter Weissenburg. Following an investigation by the U.S. Coast Guard, Capt. Joppich lost his license for a year.

Today, travelers cross the Mackinac Bridge to head to Michigan’s glorious Upper Peninsula, Lake Michigan’s sandy beaches and the Locks. A wonderful sense of escape develops as folks enter the Upper Peninsula.

But about 2 miles east of the bridge, toward Round Island Light and Mackinac Island, Cedarville sits on the bottom, the result of confusion in the wheelhouse of both boats. The loss of life would not occur today due to satellite technology. The tragedy of Cedarville is a stark reminder of the perils of navigating the Great Lakes, especially in treacherous weather. ■

ABOUT THE AUTHOR Robert Buchanan of Ann Arbor Sail & Power Squadron/9 has sailed offshore for years and always holds a man overboard briefing before getting underway.

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CLASSIFIEDS INSURANCE MARINE SURVEYOR Captain John Reichardt Accredited Marine Surveyor, SAMS, AMS, ABYC standards certified.

Covering all of New England.

Member ABYC, SAMS, USPS; 508-813-4053 captnjohn1@comcast.net captainjohnmarinesurveyors. com

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Navigate With Confi‌dence Learn how to plan your route and follow it for a fun, safe journey with Marine Navigation from America’s Boating Club ® .

This online course teaches you how to chart and follow a course on the water. You’ll learn about electronic navigation using OpenCPN, paper chart navigation, and navigating coastal and inland waterways.

You’ll also get a handy student guide and an online exam.

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