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UNITED STATES POWER SQUADRONS®

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THE OFFICIAL MAGAZINE OF AMERICA’S BOATING CLUB®‌

INSIDE: CRUISING THE CANALS OF THE NETHERLANDS VOL. 114 NO. 4 | FALL 2026

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FEATURED 26

50 YEARS STRONG

USS ‌CLEVELAND Squadron gives U.S. Navy‌ warship a vessel safety check

SOUNDINGS

CURRENTS

PADDLE SMARTS Cumberland Island adventure

HEART OF HOLLAND: PART I

SHIP’S LIBRARY Your next must-read

Boaters take a canal trip through the Netherlands

DESTINATIONS Southern France

BOATING GONE BAD Lost in Maine fog

SHIPSHAPE Stray currents and first-aid kits

WAYPOINTS

LAST HORIZON

CLASSIFIEDS

BITTER END A day on the Soo Locks

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FROM THE BRIDGE A message from the‌ National Educational Officer

Membership leads one boater around the world

VOL. 114 NO. 4‌

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 © 2026 United States Power Squadrons

FROM THE BRIDGE BY‌ JAN WRIGHT NATIONAL EDUCATIONAL OFFICER

► Every class we offer is more than a lesson in boating. It’s an opportunity to help people become more capable and confident on the water, and it’s an opportunity to build lasting relationships. For many students, their experience in our classes and on-water activities becomes their first real connection with our organization—and with the kind of boating community we all want to build and enjoy. That is why America’s Boating Club | United States Power Squadrons invites you and all boating enthusiasts to consider how you can help our students have a positive learning experience—one they will remember, talk about and recommend to others. Positive word of mouth is one of the best ways we can reach more students and expand the impact of our boating education programs. Volunteers do not all need to fill the same role. Some may be subject matter experts who help ensure that our course content is accurate, practical and up to date. Others may bring valuable experience in the art and science of teaching teens and adults in classroom and onwater settings. Still, others may be comfortable with learning management systems, classroom technology or tools that can make learning more engaging. Our instructors and instruction teams are an important face to our organization, and they are vital to our educational mission. We celebrate them and want more members and guest presenters who can engage students in their own learning. →

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→ A short story from local experience, a practical demonstration, a navigation example or a thoughtful answer to a student’s question can make a lasting difference. Helping students feel included, encouraged and capable is just as important as helping them learn the rules, skills and techniques of safe boating. Nonmember volunteers may be looking for meaningful ways to help others enjoy the boating lifestyle they love. America’s Boating Club | United States Power Squadrons may be just what they are looking for to do that. By inviting them to contribute, we can strengthen our programs, broaden our reach and introduce more people to the value of boating education. If you or someone you know has experience to share—or if you simply want to help students feel more welcome, supported and successful—we invite you to get involved. Our students benefit when knowledgeable, enthusiastic boaters step forward. Together, we can help more people, families and friends to learn, enjoy the water and expand their horizons as active members of the boating community. ■

” Our instructors and instruction teams are an important face to our organization, and they are vital to our educational mission.

ABOUT THE AUTHOR Jan Wright is National Educational Officer and a member of the Board of Directors. She and her late husband Richard joined America’s Boating Club | United States Power Squadrons in 2006, as soon as they completed their first boating class. At the time, they wanted to learn the basics before they bought their first powerboat. A professionally trained educator, Jan was so grateful to her squadron’s instruction team that she has been learning and volunteering ever since. There is something special about the water and people who enjoy the water that has been a call on Jan’s life since she retired from the World Bank, moved to Savannah, Georgia, and sought meaningful volunteer opportunities. Her primary goals as NEO are to increase the competitiveness and uptake of our educational products and programs, strengthen our capacity to deliver them well, and advance the sustainability of our organization. She invites you to help: Share your experience; shape a boater’s future. You can reach Jan at nateducationofficer@hq.usps.org.

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SOUNDINGS Being a member is an investment BY KEITH NUNNERY

► Las Vegas Sail & Power Squadron/13 recently voted to amend its bylaws. A few of my favorite things about the new bylaws are that they make it clear that members pilot the organization; they spell out the balance between leadership and operations; and they emphasize that decision-making is a shared responsibility. Those points are important. A squadron doesn’t cruise forward because a few people sit around and figure everything out. It moves because members show up, speak up, bring ideas and challenge things when needed. That’s usually where the good stuff starts. The new bylaws give us better guidance for working as a team. The Executive Committee handles the normal business of the squadron while members still have an important voice in the direction of the organization. Here’s the thing about membership. It’s easy to pay the dues, get the emails, have a member ID. But if you don’t show up, participate, share an idea, ask questions or have your say, you’re losing a big part of the investment. I like to think of our meetings as ideas during wine tasting. Bring something to the table. Pour it out. Let’s take a look at it. Maybe it’s a great idea. Maybe it needs a little work. Maybe we decide it isn’t quite ready. That’s how great things happen. The bylaws give active members a voice in squadron business, and the rest should flip for a round of drinks. So don’t sit on the dock wondering what’s going on. Join in; pull up a chair at the table. Your voice is the return on investment.

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

We’re not just here to hold meetings, shuffle paperwork and keep a name on a roster. We’re here because we like boating. Every member brings something different to the squadron: experience, knowledge, new ideas, stories, skills, friendships, and sometimes just a willingness to pitch in and help or stir up a little trouble just for fun. That’s worth something. That’s the kind of spirit that keeps a group like ours alive. ■

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PEXELS

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CALENDAR 2027

Feb 7–14

ABC | USPS NEWS America’s Boating Club resumes work with Marine SEO

Annual Meeting

Tampa, Fla.

May 22–28 National Safe Boating Week

► Thanks to funding from the Endowment Fund, America’s Boating Club | United States Power Squadrons has renewed its contract with Marine SEO for another year. The digital marketing agency will assist with marketing our organization on a national level and building our brand awareness online.

Sep 12–19 Governing Board

Raleigh, N.C.

Marine SEO and the Marketing and Public Affairs Committee will also continue to assist local clubs in growing their social media presence. For more information, email crew@hq.usps.org. ■

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STAY IN

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

Don’t miss another update from us!

America’s Boating Club Cape Fear/27 partnered with Cape Fear River Watch to help clean up Keg Island in Cape Fear River. Members of Districts 24 and 29 held a joint meeting at Packard Museum. San Joaquin Delta Power Squadron/25 held its annual seafood boil for members. Toledo Sail & Power Squadron/29 had a big turnout for its rendezvous on Kelley’s Island.

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PADDLE SMARTS Exploring unknown waters BY JIM GREENHALGH

▲ WILD HORSES ON THE BEACH OF CUMBERLAND ISLAND, GEORGIA

+ PHOTOS BY JIM GREENHALGH UNLESS OTHERWISE NOTED

► Many sea kayakers enjoy exploring unfamiliar islands and coastal areas by boat. Always remember that a safe and enjoyable trip into unknown territory requires a lot of careful planning. In the past I have led the Kayak Adventure Group on several trips to Cumberland Island, Georgia. The tides and currents in south Georgia are different in both range and current speed from those in our home area of Tampa, Florida. This article will examine the navigational planning, as taught in the Advanced Navigation courses of America’s Boating Club | United States Power Squadrons, required to execute two different paddling trips. We will look at the weather, tides, and currents, and examine the risk assessment and mitigation techniques to successfully complete these trips. When planning these trips, I used charts from NOAA OCS. I copied them onto regular 8.5-by-11inch paper and laminated them to be waterproof. I used a black felt tip marker to plot courses and make notes about the tides, currents, weather forecasts and other important information. I also used maps of Cumberland Island produced by the National Park Service and information from the Georgia Department of Natural Resources and Google Earth. → THEENSIGN.ORG

→ I planned these trips around the tides and current, which I obtained from NOAA Tides and Currents. Prior to departure I obtained the latest weather forecasts from NOAA NWS, Weather Underground and marine VHF.

LEFT:‌A CHART SHOWING OUR TRIP FROM CROOKED RIVER TO PLUM ORCHARD‌ RIGHT:‌OUR GROUP AT THE LANDING AT PLUM ORCHARD, CUMBERLAND ISLAND

General safety considerations We always plan long-distance trips during a season that will most likely provide the best weather and avoid adverse conditions. All our members are experienced paddlers, trained in rescue, who wear their PFDs while on the water. Most carry various safety equipment including spare paddles, towlines, bilge pumps, first aid kits and cell phones. Some carry handheld marine VHF and GPS units. Prior to departure we have a group trip briefing when we perform a risk assessment, discuss the planned route, and designate lead and sweep paddlers for larger groups. We designate a working channel for those carrying marine VHF, and I always engage “dual watch” on my radio to monitor Channel 16 during the trip.

Crooked River State Park: Plum Orchard This trip navigates over inland waters from Crooked River State Park in Georgia to Plum Orchard on Cumberland Island. The tide range in this area can be up to 9 feet, which is three times what we are used to in the Tampa Bay area. Initially I had thought that the current speeds would be increased; however, the current tables indicated that the currents in this area are usually less than 2 knots, similar to our home area. → THEENSIGN.ORG

PADDLE SMARTS

PLUM ORCHARD MANSION

→‌‌The lesson here is to always consult the tide and current tables to obtain all the facts while planning a trip. We planned our trip on a day when our morning departure would put us at the beginning of ebb so our outbound leg would be with the current. The route through the tidal estuary to Plum Orchard covered 5.7 nautical miles, and it took about two hours to reach our destination. Upon reaching Plum Orchard, we stowed our boats on the grass near a large oak tree with a small picnic area. After a little sightseeing that included the Plum Orchard Mansion, our group headed east on the Duck House Trail for a 2.5-mile hike to the beach on the Atlantic coast. We explored the area and even got photos of the wild horses that inhabit Cumberland Island. Afterward we hiked back to our launch. We timed this excursion to put us back on the water after the start of flood current so our return trip would be with the current. After eating lunch at Plum Orchard, we launched our kayaks for our return voyage, maintaining communication on a marine VHF working channel. →

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→‌Our rout‌e took us just north of Naval Submarine Base Kings Bay, and during a portion of this leg we experienced a lot of radio traffic from the naval base. I put out a call to our group and had everyone change to a different working channel so as not to interfere with base communications.‌

LEFT:‌A CHART SHOWING OUR ST. MARYS RIVER ENTRANCE CROSSING‌ RIGHT:‌LAUNCHING INTO THE AMELIA RIVER AT THE END OF EBB

We completed our 11.4-nautical-mile round trip in the late afternoon. Paddling out with the ebb and returning on the flood made the trip, which also included a 5-mile hike, easier and less tiring for the group.‌

St. Marys River crossing‌ Our goal this trip was to cross the St. Marys River‌ entrance from Amelia Island, Florida, to Cumberland‌ Island, and return. Like ‌many major inlets from the sea,‌ this pass can become rough depending on the weather‌ and conditions. To make the crossing as safe as possible,‌ we timed it when the tidal currents and wind were most‌ favorable. In the end, only three of us decided to make‌ this advanced sea kayaking trip. To coincide with the tides and currents, we visited Fort Clinch on the northern point of Amelia Island in the morning. Early that afternoon, we launched from Dee Dee Bartels Boat Ramp on the Amelia River. The wind was from the west at 5 to 10 knots, and we launched at the tail end of ebb while the wind and current were flowing in the same direction. → THEENSIGN.ORG

PADDLE SMARTS

RETURN CROSSING THE ST. MARYS RIVER ENTRANCE, BEGINNING FLOOD WITH INCREASING SEAS

→ This made the crossing smoother as the current speed decreased to slack. It also provided a margin of safety; in the event of a capsize or problem requiring a stop, we would not be swept far out to sea. We stopped on the southern end of Cumberland Island and walked around while waiting for a naval supply ship to pass. St. Marys entrance is the entry point for the submarine base, which sits just north on the west side of Cumberland Sound. After a brief break, we paddled north and into Beach Creek, which flows through the marsh on the southwest side of Cumberland Island. After exploring this area during slack water, we timed our turnaround so that we would be crossing the St. Marys entrance during the beginning of flood. Currents in the entrance can exceed 3 knots, and the wind on our return would oppose the current, making seas rougher. We knew the seas would become increasingly rough in the pass as the tide cycle progressed, so we planned to return near the beginning of flood when the current speed would be lowest. Also, the inland flow of the current meant that we’d be swept inland and not out to sea in the event of a problem. →

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CONNIE SWEET

→ The seas were rougher on the return; however, we had a safe, uneventful crossing.

Closing thoughts As I was penning this article, a kayaking fatality occurred here in the Tampa Bay area. Three kayakers were paddling off Dunedin Beach, Florida, after a frontal passage where a small craft advisory was posted with predicted winds gusting to 35 knots. The current was in ebb, the strong northwest wind opposed the current, and the water temperature was in the high 50s. One of the paddlers capsized in rough water off Hurricane Pass, and the group was swept out to sea while attempting a rescue. One paddler made it back to the beach on their own. The capsized swimmer survived but ended up in the hospital, and the person attempting the rescue lost their life. While details were not reported, hypothermia due to extended cold-water immersion was likely a major factor in both the injury and fatality. This is an unfortunate example of why it is important to properly plan a paddle trip. Always review the tides, currents and weather, and consider all factors prior to departure. ■

TOP:‌RETURNING TO THE LAUNCH ON AMELIA ISLAND‌ RIGHT:‌FORT CLINCH ON THE NORTHERN POINT OF AMELIA ISLAND, FLORIDA

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 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 cofounded. He also wrote Navigation Rules for Paddlecraft, a must-read for all paddlers.

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SHIP’S LIBRARY Voyage aboard a warship replica ► When producers of the movie “Master and Commander: The Far Side of the World” needed 18th-century warship replica Rose transported 6,000 miles from Newport, Rhode Island, to San Diego via the Panama Canal, shipwright and yacht racer Will Sofrin signed on for the voyage. His account is an exciting modern-day voyage narrative.

“ALL HANDS ON DECK: A MODERNDAY HIGH SEAS ADVENTURE TO THE FAR SIDE OF THE WORLD” BY WILL SOFRIN

The Rose needed a lot of work before the voyage, and Sofrin describes how he and his shipmates made the repairs. Unlike the original tall ship, the Rose had diesel engines, refrigeration, his-and-her heads, and sleeping quarters. During their voyage, the crew experienced several problems, including a hydro-locked engine, ineffectual bilge pumps, electrical fires and a snapped main topgallant mast. It took all hands on deck and skillful seamanship to stabilize, secure and salvage the damage. Throughout the book, Sofrin intersperses his experiences with comparisons to life on a British frigate in the 1700s. What differentiates this book from others are the numerous ship diagrams. I also liked that Sofrin describes the eccentric crew members, their interactions and the romances. Sofrin’s relationship with another sailor, Marion, leads the reader to wonder whether they married after the voyage. (The answer comes in chapter 14.) –Peter H. Hames

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DESTINATIONS Cruising southern France BY JILL POWELL

►‌Fifteen f riends f rom District 28 traveled to France in May. We spent time in Paris, on the Rhône and Saône rivers, and at the French Riviera. Despite an unexpected heat wave, blue skies in Paris made the days glorious. Eleven of the group‌arrived early, staying at a four-‌ star hotel in Paris within one block of the Louvre‌ Museum, close to the Seine River, Eiffel Tower and‌ Notre-Dame de Paris cathedral.‌ Following an introductory meeting at the hotel, the‌ group met at Notre-Dame the next morning for a‌ private tour that highlighted the reconstruction‌ since the drastic fire in April 2019, which‌burned for 15 hours.‌ The next day, nine of us traveled to Giverny to enjoy Claude Monet’s house and gardens. It was busy, but we managed to see the highlights and take wonderful photos. Of course, the pinnacle was the water garden with its lilies and green Japanese bridge. Several completed the day with a dinner cruise on the Seine. The next day, we boarded a train to Lyon. Two‌ private vans took us to the docking space of Riviera‌ Travel’s river ship Thomas Hardy‌. ‌→

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→‌Unfortunately, the ship was at a different location due to port issues. After considerable frustration‌ and expense, we arrived at the revised river dock. Upon boarding, we were welcomed with a glass of‌ bubbly and assured that our luggage would be‌ taken to our respective cabins. Four members who‌ had flown into Lyon joined us on board, bringing‌ our total to 15. The next day we went sightseeing in‌ and around Lyon. That evening we cruised northward along the‌ Rhône for the city of Beaune, the wine capital of‌ Burgundy. Docked in Chalon-sur-Saône, we‌ enjoyed the comfort of the motorcoaches and‌ traveled through the tiny villages of Meursault,‌ Volnay and Pommard, all known for producing fine‌ wines. In Beaune we visited the Hôtel-Dieu, or‌ Hospices de Beaune, an old hospital for the poor.‌ Its colorful tiled roofs and six centuries of history‌ didn’t disappoint.‌

TOP: ‌CLAUDE MONET’S HOME AND GARDENS IN GIVERNY, FRANCE BOTTOM: ‌JILL POWELL IN FRONT OF‌ THE ‌THOMAS HARDY

The next day we went to Vienne to explore its treasure trove of historic remains. Then we headed back to the ship for wine tasting. The first day of June brought a relaxing cruise downstream to Le Pouzin. ‌→ THEENSIGN.ORG

DESTINATIONS

LEFT:‌INSIDE THE NOTRE-DAME CATHEDRAL RIGHT: JOANNE O’NEIL, KATHIE AND CHUCK IACUANIELLO, JILL POWELL, NANCEE AND RON HANSON, CIDA DIEHL, ADRIAAN AND CHERYL VELDHUISEN, AND RACHAEL KUBISKI

→ After lunch we went on an excursion to the Ardèche Gorges. Some of the group chose to explore Grotte de la Madeleine, and others took in the Lavender House, which included a tour by small train through blooming lavender fields. Discovered in 1887 by a shepherd, the Madeleine cave has a 0.3-mile walkway with a vertical drop of 213 feet. Highlights include the massive stalagmites and calcite draperies up to 19 feet high. The next morning, we awoke in deepest Provence, moored in Arles. Coaches took us to the Roman aqueduct Pont du Gard, a UNESCO World Heritage site. Built in the first century, this monumental structure stands 160 feet high and was designed to carry water over 31 miles to the Roman colony of Nimes. In Avignon we had time to wander the streets and explore the wares in each shop. We began the day with either a tiny-train tour through its streets or a visit to the Palais des Papes. Our departure day was June 4. Some drove to Marseille, some took the high-speed train back to Paris Charles De Gaulle Airport, some went on to Cannes, and some went to Antibes. →

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→‌My son James and I continued our journey into‌ Nice for another four nights where we spent hours‌ exploring, admiring, partaking and even picnicking‌ on the Promenade des Anglais above the beaches.

LEFT: ADRIAAN AND CHERYL ‌VELDHUISEN, JILL POWELL AND CIDA DIEHL RIGHT:‌JILL POWELL AT A VINEYARD ‌IN THE BURGUNDY REGION

Our trip culminated on Sunday, June 7, at the‌ Monaco Grand Prix, a bucket list item for us both.‌ We sat on a steep bank of sod and trees at the foot‌ of the walls of the royal palace at Turn 18. We‌ couldn’t have asked for a better view. Of course, we‌ topped off our visit with a bottle of prosecco wine,‌ fine French ham, brie cheese and a baguette.‌ Monaco Harbor was jammed with boats of every‌ size, from mega yachts to rubber dinghies,‌ paddleboards and kayaks. At the checkered flag,‌ most boats sounded their horns. The noise was‌ glorious. ‌■

ABOUT THE AUTHOR Born and raised in Tasmania, Australia, Jill Powell moved to California in her 20s. She and her husband have traveled the world, and they passed their wanderlust genes onto their three sons. Jill has been a member of America’s Boating Club | United States Power Squadrons since 2010 and has 18 merit marks. As creator and publisher of the Oceanside Squadron newsletter, Jill plans to take over duties for the District 13 newsletter. Her interest in travel led her to conduct and escort an annual cruise for the now-defunct District 28. THEENSIGN.ORG

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BOATING GONE BAD Lost in the fog BY RICK GORDON

►‌We wanted to sail to Maine but had been warned about the fog. Several boaters told us they had been to Maine but “never saw it.” According to my Reeds Nautical Almanac, late August and September was the best time to avoid fog in Maine, so north we went. Our first experience of being fogged in was at the east end of Long Island Sound. We woke to the sound of foghorns and ate breakfast while listening to Channel 16 as the boats lined up in the heavy fog. My sailing catamaran, ‌SMAY‌, stayed safely anchored until visibility improved later in the morning. Then we went to Block Island, Newport and Nantucket before sailing through Cape Cod Canal to Plymouth, Massachusetts. Some mornings were hazy, and we made sure we were anchored before the nighttime fog arrived. And we had already learned something about the lovely lighthouses that dot the coast: They have foghorns. From afar the sound is picturesque. But if you are anchored next to an active foghorn, good luck getting a good night’s sleep. North of Cape Cod, the air turned cooler and the water colder. The boats also changed: Everything commercial, even the smaller skiffs, had sheltered pilothouses. In Portsmouth, New Hampshire, we tied up to the public dock at Prescott Park. ‌→

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→ This park would be a great place to visit in summer; you can walk down the pier and turn right to visit downtown or turn left to walk through the formal gardens. There we learned another hazard of venturing “Down East.” The owners of a significant powerboat tied up at the end of the pier that had hit a rock had been waiting weeks for their props to be repaired. If you screw up here, you hit hard Maine rock, not soft Florida sand. Across the Piscataqua River, Maine beckoned. We started into a bad nor’easter—17-foot seas at the weather station on the Isle of Shoals as we motor-sailed past. This was another lesson: Had we waited 24 hours, the wind would have eased and swung, and we would have sailed a comfortable broad reach. But we still made it to Kennebunkport. President George H.W. Bush was in residence, and we watched the Secret Service motor past with his Donzi boat. When we left a couple of days later, there was the Donzi, with Bush standing on the bow casting a rod. As soon as I recognized it, I tacked away.

” The ever-shifting clouds of billowing fog were disorienting, and the compass and the loran were the only way to locate anything.‌

At Boothbay Harbor, the local fish co-op had assembled a floating pier where you could walk up to a tank of lobsters, select the one you liked, walk farther for a piece of corn, and then eat it all at a picnic table at the end of the gently undulating pier. I decided that since I was in Maine, I ought to go for a swim. The water was so cold I was afraid I wouldn’t be able to get back out. But once I made it back to shore, I felt so good I briefly thought about going back in. The experience created a sense of profound respect for the lobstermen who fish these waters all year round. We left to go farther Down East, aiming for Bar Harbor. That’s when the fog caught us. We had become accustomed to misty conditions. But this fog bank, a real Maine pea-souper, blew in on a breeze, catching SMAY offshore. I quickly calculated a fix and looked at the chart for a safe place to anchor. Having taken the United States Power Squadrons boating classes, I knew to rely on my compass. → THEENSIGN.ORG

BOATING GONE BAD

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→ The ever-shifting clouds of billowing fog were disorienting, and the compass and the loran were the only way to locate anything. Using the coordinates from the Reeds Nautical Almanac I was able to find a fixed green channel marker looming out of the fog just ahead of the port bow. The loran calculated the distance to the hazy structure at 0.17 nautical miles.

SOMES SOUND

Reeds only published marker coordinates for the main channel entrance. I didn’t want to risk sitting at an entrance marker. I knew the stiff breeze would tend to blow me out of the channel as the boat traveled between channel markers. And I had learned that hard Maine rocks waited outside the channel. I devised a plan: Locate a buoy. Use the local chart to plot a compass course toward the next buoy. Set the autopilot to steer this new course, slowly moving forward on the new heading. Then look backward at the old buoy, using it to provide a visual reference to help minimize the wind-driven leeway. By using my handheld compass, I tried to maintain my relative bearing while looking back at the last marker. When the fog obscured it, we would switch to focusing on the heading for the next buoy, using the autopilot and main compass, and creep forward. I figured the autopilot would probably steer a more accurate compass course to where I hoped this next buoy would appear out of the wind-driven mist. Buoy by buoy, we made it into a pocket and anchored until the fog lifted the following day. The fog was a challenge, but we made it to Bar Harbor and anchored at the head of the Somes Sound fjord in Acadia National Park. There, the next meteorological event caught us—the temperature dropped by 40 degrees. I was shocked to be facing frost in early September. I could see only one way to plot a course out of a cold front. We fled Maine the next morning, harnessing the chilly but fog-free north wind to blow us south toward warmer weather. ■

ABOUT THE AUTHOR Rick Gordon has been a member of America’s Boating Club of Gainesville/22 since 1987. He lived on his catamaran ‌SMAY ‌for nine years, sailing north in the summer and south during winter. Family responsibilities forced him to sell the boat and buy a pickup truck. 24

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50 YEARS STRONG

Membership leads one boater around the world

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► In the 1970s while living in Bellevue, Washington, I served as an adult advisor for a Sea Scout ship. As part of Scout training, I took the United States Power Squadrons basic boating class and joined Bellevue Sail & Power Squadron on Jan. 21, 1975. I began taking classes, and by early 1978 I had completed Celestial Navigation, now Junior Navigation. I had two concerns: One was that if I didn’t use the JN training, I might forget it, and secondly, I was interested in trying an offshore passage. I signed on as navigator on a 50-foot ketch sailing from Seattle to Honolulu. While underway, I used both dead reckoning and celestial navigation with morning, noon and evening sights and plotted the positions, along with dead reckoning data adjusted for the forecasted currents. This great adventure convinced me that an oceangoing sailboat was in my future. I bought a new Irwin 37-foot cutter I named Evie. I owned Evie for 30 years and sailed it all over the world. In 1984, I sailed Evie down the coast from Seattle to San Diego, where I had taken a job. I joined San Diego Sail & Power Squadron, continued taking classes and served in various squadron positions. →

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BY RICHARD CROSS OF SAN DIEGO SAIL & POWER SQUADRON

▲ CAROLE HALLOCK AND RICHARD CROSS IN TAHITI

+ PHOTOGRAPHS BY CAROLE HALLOCK AND ALLAN BOMBARD

“

50 YEARS STRONG

We spent the next five years sailing around Turkey and Greece. This beautiful part of the Mediterranean proved to be a good location for the boat while we traveled through Europe on land.

→ In 1995, the company I worked for left San Diego for Tucson, Arizona. Fortunately, I was in a position to retire and started to plan my own ocean passage to Honolulu. That year San Diego hosted the America’s Cup Race, so while Evie was refitted and provisioned for an ocean passage, I signed on with the America’s Cup team to operate a patrol boat to keep people off the racecourse. Now was the time to set sail. Although my wife, Carole, and I didn’t know it at the time, this was the start of a 17year adventure.

Gateway to the world After a successful passage to Honolulu, we did needed maintenance and completed additional projects, including solar panels and engine-driven refrigeration. We had decided by then to continue to the South Pacific via Palmyra and the Line Islands in Kiribati to spend 90 beautiful days in French Polynesia. With cyclone season nearing, we continued west across the Pacific through the Cook Islands and Samoa and then sailed north to wait out our first cyclone season in the Marshall Islands. In the cruising season, we again sailed south, visiting islands big and small and eventually reaching Australia, where we based ourselves for five years. During those years we visited most of Australia and sailed east to islands in the southwest Pacific during the cruising season. After our five-year visa expired, we sailed “over the top”— meaning north up the east coast and then west across northern Australia to Darwin. After a few weeks exploring northern Australia, we sailed northwest through Indonesia to Singapore, our next stop for a year. For the next five years we sailed between Malaysia and Thailand while land traveling through southeast Asia, China and Japan. In January 2005, after dodging a bullet during the tsunami in Phuket, Thailand, we crossed the Indian Ocean. →

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→ Our first stop was Kochi on the west coast of India, as the damage along the southern coast of Sri Lanka and India was devastating. We stopped in Oman, Yemen, Eritrea, Somalia and Egypt on our way north through the Red Sea and Suez Canal to the Greek island of Crete. After that we went on to Israel, where we enjoyed another year exploring historical sites in both Israel and Jordan. It was time to move along again, so we sailed to the southern coast of Cyprus for a few months before continuing to our base in southern Turkey. Interestingly, we could drive by car to Turkishcontrolled Northern Cyprus through the Green Line buffer zone from southern Cyprus but were not allowed to take our boat into Northern Cyprus.

CAROLE AND RICHARD

We spent the next five years sailing around Turkey and Greece. This beautiful part of the Mediterranean proved to be a good location for the boat while we traveled through Europe on land.

Heading homeward In 2011, a European couple living in Turkey offered us a good price for Evie. After some consideration, we decided to sell and return to San Diego to live on our 42foot motor yacht Carole Ann, which we had purchased a few years earlier. We also returned to our squadron activities and classes. In 2017, we purchased our “Plan B” house in Henderson, Nevada, so we continue to run between the boat and the house. We are associate members of Las Vegas Sail & Power Squadron/13 as well as members of San Diego Sail & Power Squadron/13. In due time, I have completed the Navigation class in Las Vegas and taken the Boat Operator Certification classes and on-the-water training in San Diego. ■

ABOUT THE AUTHOR Richard Cross has been a member since 1975. In 2024, he received his 50-year member pin and his Senior Navigator-Ocean Navigator rating. THEENSIGN.ORG

USS

Squadron‌ gives U.S.‌ Navy warship vessel safety check

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►‌Early Saturday morning on May 9, 2026, the new U.S.‌ Navy ship USS ‌Cleveland ‌entered the western waters of‌ Lake Erie. Having departed from a shipbuilding site along‌ the Wisconsin shoreline of Lake Michigan, it was heading‌ toward Cleveland with an estimated arrival time of noon.‌ Thousands of people lined Lake Erie’s Ohio shoreline from‌ Vermilion to Lakewood to see the ship. Many more‌ gathered at Cleveland’s Huntington Park, Bradstreet Pier,‌ Lakewood Park Solstice Steps, the Edgewater Park break‌ wall, and on Gold Coast balconies.‌

BY ELLIOTT MANKE OF NORTH COAST OHIO SAIL & POWER SQUADRON

The ship was commissioned on May 16 at North Coast‌ Harbor. Security was tight; a photo ID was required to‌ board. The USS ‌Cleveland ‌Legacy Foundation hosted an‌ entire week of events to mark the commissioning. A‌ nonprofit committed to supporting the sailors and family‌ members of the future USS ‌Cleveland‌, the foundation aims‌ to foster a lifelong bond between the‌ship‌and the people of‌ Cleveland and northeast Ohio.‌ The U.S. Navy’s newest littoral combat ship (LCS-31) is a warship designed to be fast and adaptable for near-shore operations. ‌→ THEENSIGN.ORG

USS

LEFT: DAVID KINCAID AND ELLIOTT MANKE RIGHT: ‌NORTH COAST OHIO‌ SAIL & POWER SQUADRON‌ VESSEL EXAMINERS PRESENT‌ THE USS ‌CLEVELAND‌CAPTAIN‌ WITH A VSC DECAL.

→ While the ship’s larger cousins like cruisers and aircraft carriers have hundreds of crew members, the USS Cleveland boasts a tightknit crew of less than 90. That means that every sailor must be at the top of their game while juggling multiple jobs at once— some of which they would not normally perform. A cadre of vessel examiners from North Coast Ohio Sail & Power Squadron/7 came up with the idea to perform a vessel safety check of the ship and present a VSC decal to the captain. This would be good publicity for the squadron and America’s Boating Club | United States Power Squadrons.

USS‌ AT A GLANCE DISPLACEMENT: ‌3,500‌ METRIC TONS‌ LENGTH: ‌378‌FEET‌ BEAM: ‌57 FEET‌ DRAFT:‌13 FEET‌ SPEED: ‌40 KNOTS

The group of vessel examiners consisted of Harry Barnes, James Mason, David Kincaid and me. Carol Mason, who is president of the Riverbelles, the squadron’s women’s auxiliary, was also there. During a scheduled tour of the ship, we met with the commanding officer, Capt. Bruce Hallett. He said that he was familiar with us and our mission of safe recreational boating through education and vessel safety checks in partnership with the USCG Auxiliary. → THEENSIGN.ORG

→ Jokingly, we informed him that the vessel had failed its examination because it lacked the placards “Discharge of Oil,” “MARPOL,” and “Dumping of Garbage Prohibited in the Great Lakes.” Fortunately, we had brought the placards with us and presented them, a VSC passing decal and a North Coast Ohio Sail & Power Squadron burgee to the captain. The burgee is currently displayed in a glass cabinet on board the ship. The ship’s mess bulletin board will post the placards, but we wonder if the VSC decal will be shown on a portside bridge window.

HARRY BARNES, ELLIOTT ‌MANKE, JIM MASON, CAPT. ‌BRUCE HALLETT, CAROL ‌MASON, DAVID KINCAID AND ‌ADAM CLINE

Either way, we had fun, and it felt great to represent our squadron and the organization during the 250th anniversary year of America. North Coast Ohio Sail & Power Squadron wishes the mighty USS Cleveland a safe passage wherever it may be deployed in the world. ■

ABOUT THE AUTHOR At age 12, Elliott Manke purchased a Johnson outboard motor with his paper-route earnings to be able to fish with his father and uncles on Lake Erie. After getting married, he enrolled in a U.S. Coast Guard Auxiliary safe boating class. Upon his wife’s encouragement, he enrolled in a United States Power Squadrons class in 1974 and joined Rocky River Sail & Power Squadron. Soon he was teaching classes. Since then, Elliott has served as chair of the Safety Committee and helped establish the vessel safety check program. THEENSIGN.ORG

HEART OF HOLLAND

Boaters take a canal trip through the Netherlands: Part I

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►‌We knew this trip would be different. The idea to charter‌ a boat and cruise the Friesland region of the Netherlands‌ had been inspired years earlier by a Travel and Leisure‌ magazine article. Enthralled by the idea of meandering‌ through the canals and waterways to view the historic and‌ scenic villages along the way, we vowed that som‌eday we would make that voyage.‌

The preparation The time was right to begin our dream trip, so we browsed boating magazines and the internet for chartering opportunities in the Netherlands. Eventually, we discovered Hatenboer Yachts. Their website was friendly and their boats were adequate. We chose a route that would take us through the “green heart of Holland.” We could manage the distance in a week easily, though our boat would travel only about 6 mph. We would begin in Nieuwegein and then travel to Gouda, Amsterdam and Utrecht before heading back to the home port. Friesland, in the northern part of that small country, would have to wait. → THEENSIGN.ORG

BY WANDA STOVALL OF FORT WORTH POWER SQUADRON

▲ DAVID ABOARD THEIR ‌CHARTERED BOAT

HEART OF HOLLAND

LEFT: WANDA SECURES THEIR BOAT IN A LOCK. RIGHT: ‌WANDA BELOWDECKS

→ The boat we chose was 10 meters (about 35 feet) in length and had a steel hull, single engine, bow thruster, two staterooms and one head. Dual controls made it possible to steer from below and above. From the pictures, the interior looked basic but adequate for our needs. We determined the height of the boat was low enough to clear the many bridges we would encounter. We reserved the boat online, received the documentation via UPS and finalized the deal. Hatenboer sent us charts for our route, which we avidly studied. After booking our airline reservations and automobile rental, we were ready to go. We each packed only one small bag, slightly bigger than a carry-on, as we were determined to travel light. It was one of the best decisions we’ve ever made. Luggage is heavy, cumbersome and takes up space. I often reminded myself I was not having tea with the queen; I didn’t need to take everything in my closet. →

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Our arrival

NIEUWEGEIN

When we landed at Schiphol Airport outside Amsterdam, we picked up our rental car and began our journey to Nieuwegein. Unfortunately, I—the trusted navigator and trip planner deluxe—had misread the name, many times. Instead of guiding my faithful and patient driver, David, to Nieuwegein, I directed him toward Nijmegen, a considerable distance away. After more than an hour and a half of driving, I realized my error and corrected our route, and we circled back. By then, rush hour traffic had begun, and the small roads we thought would be shortcuts were blocked with construction projects. We were caught in long lines of cars with impatient drivers. David, to my amazement, never uttered an angry word. I was awed by his forbearance. I knew he was tired and stressed from the long overseas journey and was looking forward to quickly reaching our destination. After reaching Nieuwegein, we easily found the marina and our waiting boat. We went through the preliminaries with Hans, a brusque, humorless, highly efficient man, who assumed we were skilled boaters and would be able to read the Dutch-language guides, which gave valuable information about the locks, water levels, marinas and docking areas. → THEENSIGN.ORG

HEART OF HOLLAND

LEFT: ENTERING GOUDA RIGHT: ‌MARKET DAY IN GOUDA

→ I informed him we were competent boaters but had no knowledge of Dutch and had never seen the twovolume guides that he told us would be our bibles for the week of our cruise. He thrust them at me and stated I could translate them. I immediately knew, as a navigator, I was in over my head. We were delighted to find our boat was outfitted with more than the necessities we would require for our trip. There were pots and pans, a coffee maker, dishes and even boiled egg cups. The bed in the master stateroom was small, hard and covered in plastic. The head was a combination toilet and shower. The tiny forward V-berth proved perfect for storing our empty suitcases. The boat lacked the comfort and spaciousness of our boat in Fort Worth, but we were in the Netherlands, and we had unlimited vistas and waterways to explore. We were happy. David took a short course in steering the boat from an affable fellow who gave us good information about preferred marinas and time schedules for drawbridges and locks. →

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→ David was quickly certified to pilot the boat, and we left the marina to go into Nieuwegein for supplies and dinner. We spent considerable time in the small grocery store, reading labels and marveling over the different items. We ate dinner at La Barca, a lovely Italian seafood restaurant facing the canal leading from the marina. For the first time, we ate tong, a trout-like fish that was served lightly battered and crispy with a distinctive saltiness.

DOCKING WHILE WAITING FOR THE BRIDGE TO OPEN

Sated after a delicious dinner and a bottle of wine, we returned to the marina ready to rest at last. Unfortunately, we found the gate was locked. We had not been told the gate would be closed after a certain time, and we did not have the entry code. Determined not to let this little problem ruin our beautiful evening, David made a daring decision to scale the gate. Landing safely on the other side, he helped me manage a side entry by jumping over a barrier. All of this was surely caught on surveillance camera, but no alarms sounded. We left our car outside the gate to be retrieved in the morning. We spent our first night on the boat in the quiet harbor surrounded by other rental boats. We were exhausted after our long flight, the trip from Amsterdam and the provisioning; however, we were too excited to sleep. Despite the hard mattress and the plastic covering that prevented the sheets from staying in place, we were comfortable, delighted to be finally starting our journey. → THEENSIGN.ORG

HEART OF HOLLAND Day one: Nieuwegein to Montfoort Our first day began overcast. Armed with several charts and a guidebook with bridge and lock information, I pulled my deck chair next to the pilot station on the bridge, poised to navigate through Holland. Casting off from Hatenboer harbor and turning starboard into the canal leading through the edge of Nieuwegein was exhilarating. Early risers strolled alongside and some waved happily to us. At the end of the canal, we were confronted with a major decision. We wanted to go to Gouda, but no signs pointed in that direction. In fact, there were no signs at all. Looking at our chart, I stated, with all the confidence I could manage, we should turn port. The entrance to the narrow canal on our left gave no indication that it led anywhere promising. I am a strong believer in charts; therefore, we turned port.

TOP AND BOTTOM:‌ ATTENDING CHURCH IN GOUDA

The narrow entry soon led us to a lovely canal bordered by a street lined with trees and stately homes. On the opposite side, we passed a picturesque old water mill that was no longer in use. We saw our first drawbridge ahead. David had studied drawbridge etiquette and knew that the vessel coming through the bridge upstream had priority. The light facing us from the bridge was red. We had to wait. There was considerable traffic, and the bridge was teeming with bicycles and pedestrians. When the light finally turned green, the bridge lifted. The boat from the opposite side came through, and we shifted gears and went forward with a triumphant feeling. We could do this! We were ready to continue onward. A light rain began, but we raised our hoods, covered our charts and books, and stayed on the bridge. There was so much to see and we were having so much fun that we could not bear to steer from the cabin below. By the time we traveled the short distance to IJsselstein, the rain had stopped, and we saw, lining the canal, neat rows of small houses with tidy yards filled with pots and beds of blooming flowers. →

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→ The journey past IJsselstein went through dairy lands, miles of verdant pastures containing hundreds of large, fat, beautiful Holstein cattle. The vivid contrast of black and white cattle against the lush green countryside reminded me of a Rosa Bonheur painting. We saw Guernsey cattle, sheep and ducks as we cruised from one farm to another. Before reaching Montfoort, we passed a small, immaculate camping park filled with rows of small, well-maintained trailer homes. Some appeared to be temporary but others, obviously permanent, were surrounded by decking and individual yards, each beautifully landscaped. The Dutch constantly exhibit neatness and order, and we saw few violations of this national commitment during our stay in this small, beautiful country.

”

Montfoort was a treat with its imposing city hall, stately church spires and lovely brick streets leading to the canal. The drawbridge near the town center was briefly closed, so we had time to walk along the bank and gaze into the store windows. It was here that we first encountered a drawbridge operator who extended a wooden shoe tied with a length of rope to a pole as we passed his station. From our guidebooks we knew that this was his way of collecting tips. We had our euros ready and dropped them into the shoe with a smile and a happy “dank je.”

The Dutch constantly exhibit neatness and order, and we saw few violations of this national commitment during our stay.

After Montfoort, the canal widened, and we encountered more boats. Like the houses, the boats had lace curtains on the windows, and some carried pots of blooming flowers on their decks and bridges. Magnificent hydrangeas with blooms as large as dinner plates filled the yards and gardens along the canal. Pear and apple trees were common, as were charming, thatched-roof cottages. Newly built, spacious two-story homes and large, modern barns soon appeared on the dairy farms along our route. As we approached Oudewater, we found a classicalmusic radio station, and, to a magnificent aria by Pavarotti, we made our entry into this lovely little city with its medieval-style bridges and homes. The narrow brick streets were filled with Saturday pedestrians and cyclists. → THEENSIGN.ORG

HEART OF HOLLAND

DOCKED IN A PARK IN GOUDA

→ Caravans of small boats, which appeared to be privately owned, lined up at the drawbridge. To stay in place, David had to constantly forward and reverse our single engine and use the bow thruster. He soon began to love the bow thruster. It made maneuvers possible that would have been difficult otherwise. The weather markedly improved, and we saw glimpses of blue sky. With light wind and no rain, it was jacket-and-cap weather. We docked near a small park, tied to convenient steel rings placed there for such a purpose and had lunch on the deck. At Haastrecht, we learned the bridge operator would not return from his lunch for another 30 minutes. Again, we joined the caravan of boats waiting their turn to advance. Since the wait was long, we tied off and walked along the canal, enjoying the exquisitely landscaped yards and admiring the other boats. Promptly on schedule, we saw a young man riding his bicycle toward us, dismount, switch the lights and open the bridge. Following accepted rules, the boats advanced, each one waving to him and placing coins in his wooden shoe. No one complained about the wait. Life was not to be hurried. The bridge would eventually open, and we would all eventually reach our destinations. We were making good time and staying well within the strictly enforced speed requirements. →

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→ David’s instructor at Hatenboer had advised us if we wanted to visit Gouda, we had to be through the lock and drawbridge before it closed at 6 p.m. on Saturday because it would not reopen until Monday morning. We decided to stop in Gouda for a long rest and to explore the city and learn about its culture and history. The Mallegatsluis provided entrance from the Hollandse IJssel river to the center of Gouda. This was our first time docking in a lock, and David and I were especially fearful as other boats joined us in the narrow space. We held tightly to the lines as we watched the water rise, hoping that we could exit without colliding with other vessels. When the sluice opened, we waved to the lockkeeper, and, like ducklings following their mother, cruised behind the other boats into the city. We had reached another milestone in our journey, and now we were even more confident that we could successfully complete this trip. Passing under the drawbridge, we saw the lovely park where we planned to dock ahead. The Netherlands is hospitable to boaters. There are abundant mooring areas and ample sources for electricity and water. We found a perfect place to dock next to a stretch of green space with many old trees. The other side of the canal was lined with brick apartment buildings and small shops. It was attractive, quiet and convenient to the city. Eager to see the area, we locked the boat and took our ancient bicycles from their racks. They had little paint on the frames and no gears, and the seats were worn and hard. We took our chains and locks but couldn’t imagine anyone being tempted to steal such junk. Balancing precariously, we wheeled into the narrow lanes leading to the magnificent Stadhuis, a Gothic delight with its pointed spires. We were surprised to find market day was still in progress, and we wandered through the stalls, admiring the local produce and the display of bright yellow wooden shoes. David, who likes to “dine, not just eat,” perused the menu cards posted outside the restaurants and made his selection for the evening. →

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TOP: WOODEN SHOE SHOPPING MIDDLE: ‌“NO (DOG WASTE) ON THE SIDEWALK” BOTTOM:‌GREENHOUSES LINE‌ ‌THE CANALS.

HEART OF HOLLAND → We returned to the boat, changed for dinner, and then rode our bicycles to Sheeps, a small seafood restaurant, painted in blue and yellow with lovely prints of sailing ships adorning the walls. The fish was fresh, the apple tarts delicious. We capped off the wonderful day with glasses of wine on deck and enjoyed the lovely weather and peaceful, quiet ambiance.

Day two: Gouda Determined to see as much as possible while in Gouda, we rose early, dressed for church and biked the short distance to Sint Janskerk. Its stodgy exterior gave no hint of the magnificence within. Boasting the longest apse in Holland, Sint Janskerk has 70 stained glass windows, many dating from the 15th century, and an elegantly simple interior with antique brass chandeliers and polished wooden pews. The Dutch-language service was two hours long. The people were gracious and welcoming, the organ music was beautiful, and we felt blessed to be part of, if only for a short while, a congregation that had existed for hundreds of years.

+ READ THE CONCLUSION OF “HEART OF HOLLAND” IN THE WINTER 2027 ISSUE OF THE ENSIGN.

Following a light lunch, we visited the Museum Gouda, housed in a former hospital. The extensive collection of artifacts, depicting life in Gouda through the centuries, was meticulously and ingeniously installed throughout this ancient building with its thick walls and polished wooden doors and floors. Afterward, we returned to the boat, changed into casual clothes, and spent the remainder of the day bicycling through the quiet streets of Gouda and admiring the beautiful flowers, stately buildings and charming homes with lace curtains in every window. ■

ABOUT THE AUTHOR Wanda and David Stovall live in Fort Worth, Texas. She is a retired speech pathologist, and he is a semi-retired certified public accountant. Their boat remains at a lovely marina near Wickford, Rhode Island, where they spend five months of the year enjoying delicious seafood and great boating experiences in this beautiful area. 44

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bit.ly/ABCMemberBenefits

SHIPSHAPE Straycurrent safety in boat marinas BY RODGER HESS

+‌THIS ARTICLE ORIGINALLY APPEARED IN THE AMERICA’S BOATING CLUB GREAT SOUTH BAY/3 NEWSLETTER, THE GREAT SOUTH SPRAY.

GETTY IMAGES

► Boat marinas are places of recreation, work and relaxation, but they also present hidden electrical hazards that many people are unaware of. One of the most serious and often overlooked dangers is stray electrical current in the water. Stray current occurs when electricity leaks from boats, docks or shore power systems into the surrounding water, creating a potentially lifethreatening environment for swimmers, divers and even people working near the water. The primary risk associated with stray current is electric shock drowning. Unlike a sudden high-voltage shock, electric shock drowning can be subtle and silent. Even relatively low levels of alternating current in the water can cause muscle paralysis, preventing a person from swimming or keeping their head above water. Victims may feel tingling, cramps or sudden weakness, often with little time to react before losing the ability to move. This makes marinas especially dangerous for swimmers, as the risk is invisible and there are rarely warning signs. Stray current most commonly originates from faulty wiring on boats, damaged shore power pedestals, improper grounding or deteriorated electrical insulation. →

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→ Older vessels and poorly maintained marina infrastructure are particularly susceptible. Corrosion, moisture and constant exposure to harsh marine environments increase the likelihood of electrical faults, allowing current to escape into the water. Even boats that appear to be operating normally can contribute to the problem without their owners realizing it. Metal ladders, pilings and dock hardware can also become energized. In some cases, individuals on the dock may feel mild shocks when touching metal items. This should always be treated as a serious warning sign of a larger electrical issue and be investigated or reported. Preventing stray current hazards requires both awareness and proactive safety measures. Swimming in marinas should be strictly avoided, regardless of how calm or clean the water appears. Boat owners should ensure that their electrical systems are regularly inspected by qualified marine electricians and that ground fault protection devices are properly installed and functioning.

” Pr‌eventing stray current hazards requires both awareness and proactive safety measures.‌

Let us not forget our cold-water safety concerns: Cold shock will cause potentially lethal responses that are intense and involuntary, including loss of breathing control, heart and blood pressure problems, and impaired mental ability. It will cause one or more huge gasps that fill your lungs followed by rapid, uncontrolled breathing, or hyperventilation. You will not be able to swim. If you’re not wearing a personal flotation device and your head is underwater, you will drown. Stray electrical current presents an invisible hazard at boat marinas, so you should always wear a life jacket. It could save your life. ■

ABOUT THE AUTHOR Rodger Hess has been a member of Sewanhaka Sail & Power Squadron/3 since 1982, serving as commander in 1993 and currently as secretary. He also serves as a flag lieutenant for America’s Boating Club Great South Bay/3. He enjoys many nights at anchor and cruising on Surfveyor, his 33-foot Express Cruiser that he’s had for 25 years. THEENSIGN.ORG

SHIPSHAPE Elements of a firstaid kit BY ALLAN BOMBARD

► A first-aid kit is an important but often neglected piece of safety equipment on a boat. All vessel owners should take the time to fortify their first-aid kits.

General tips + Check and restock all kits every six to 12 months, replacing expired medications and used supplies. + Store in a cool, dry place away from direct sunlight. + Make sure anyone who might use the kit knows where it is and what’s in it.

Small first-aid kit For one to two people; day trips, cars, desk drawers NECESSARY COMPONENTS Wound care + adhesive bandages (assorted sizes, 10–15) + sterile gauze pads (2×2 and 4×4, a few of each) + medical adhesive tape + antiseptic wipes or alcohol pads + antibiotic ointment (single-use packets) Tools and supplies + tweezers + medical scissors or bandage scissors + disposable gloves (1–2 pairs, nitrile) + CPR face shield Medications + pain reliever/fever reducer (ibuprofen or acetaminophen) + antihistamine (diphenhydramine/Benadryl) IDEAL ADDITIONAL COMPONENTS + elastic bandage/ACE wrap (for sprains) + butterfly closure strips/Steri-Strips + instant cold pack + blister treatment pads (e.g., moleskin) + burn gel or burn dressing + eye wash solution (small bottle) + small flashlight or penlight + personal medications list/emergency contact card 48

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Medium first-aid kit For four to 10 people; offices, family homes, camping, small events NECESSARY COMPONENTS Wound care + adhesive bandages (assorted sizes, 25–50) + sterile gauze pads (2×2 and 4×4, 10-plus of each) + gauze rolls (2-inch and 4-inch) + medical adhesive tape (1–2 rolls) + antiseptic wipes or alcohol pads (20-plus) + antibiotic ointment packets (10-plus) + elastic bandage/ACE wrap (2–3) + triangular bandages/slings (2) Tools and supplies + tweezers + medical scissors or bandage scissors + disposable gloves (4–6 pairs, nitrile) + CPR face shield or pocket mask + digital thermometer + instant cold packs (2) + SAM splint (moldable splint) Medications + pain reliever/fever reducer (ibuprofen or acetaminophen) + antihistamine (diphenhydramine/Benadryl) + antacid tablets + anti-diarrheal medication

TTY

IDEAL ADDITIONAL COMPONENTS + butterfly closures/Steri-Strips (assorted) + irrigation syringe (for wound flushing) + burn gel or burn dressings + eye wash station bottle (4–8 oz.) + blister treatment (moleskin or hydrocolloid pads) + tourniquets (1–2, e.g., CAT tourniquet) + hemostatic gauze (e.g., QuikClot) for severe bleeding + space/emergency blanket + small flashlight or penlight + blood pressure cuff and stethoscope + pulse oximeter + first-aid manual or quick-reference card + waterproof bag or hard case with labeled compartments + medications list and emergency contact info for each person THEENSIGN.ORG

AG E

“

SHIPSHAPE

Make sure‌ anyone who‌ might use the‌ kit knows where‌ it is and what’s‌ in it.

Seasickness One of the most common emergencies while boating is seasickness. BEFORE YOU GO OUT + scopolamine patch (Transderm Scop) four to eight hours before travel for up to three days + diphenhydramine (Dramamine) 30–60 minutes before departure + meclizine (Bonine) one hour before departure FOR TREATMENT OF ONBOARD VOMITING Nonmedical + Focus on the horizon. + Take ginger products. + Use acupressure bands. + Get the victim to the center of the boat. + Get fresh air. + Avoid strong smells (diesel fumes, vomit). + Drink Gatorade or Pedialyte if the victim can tolerate oral intake. + Eat plain saltine crackers. + Sniff alcohol wipes or peppermint essential oil. + Have plenty of sealable emesis bags. Medical + promethazine (Phenergan) rectal suppositories or injectable + prochlorperazine (Compazine) suppositories Note: Ondansetron (Zofran) is ineffective. ■

ABOUT THE AUTHOR Allan Bombard joined City Island Power Squadron in 1995. He has served in most squadron and district leadership roles, was appointed to serve on the Reorganization Committee and recently completed his term as assistant national secretary. Today he is a member of America’s Boating Club of San Diego/13, where he is a vessel examiner and has edited the squadron newsletter for more than 10 years. Aside from boating, his interests include travel, learning new languages, golf and hiking.

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americasboatingclub.org/join

JEANNE BRAUN

WAYPOINTS

GREAT SOUTH BAY |

Celebrating Founder’s Day DURING A SQUADRON MEETING ON JUNE 23, AMERICA’S BOATING CLUB GREAT SOUTH BAY/3 CELEBRATED FOUNDER’S DAY. FORMED IN 1941, GREAT SOUTH BAY POWER SQUADRON REACHED A MILESTONE OF 85 YEARS IN 2026. THEY CELEBRATED WITH A HOMEMADE DINNER AND CAKE. THE EVENING WAS EXTRA SPECIAL DUE TO A MOVIE HIGHLIGHTING SQUADRON EVENTS FROM THE 1940S THROUGH THE 1970S, PRODUCED BY THE LATE ANGELO GIOVANIELLO.

GREENWICH |‌

Recognizing Safe Boating Week

SUSAN RYAN

EACH YEAR, AMERICA’S BOATING CLUB OF GREENWICH/2 ATTENDS A NATIONAL SAFE BOATING WEEK PROCLAMATION WITH THE TOWN’S BOARD OF SELECTMEN. THIS YEAR THEY WERE JOINED BY CHIEF OF POLICE JAMES HEAVEY, GREENWICH POLICE DEPARTMENT MARINE SECTION LEADERS AND U.S. COAST GUARD AUXILIARY REPRESENTATIVES.

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HOUSTON |

Learning about propellers ► On June 24, Houston Sail & Power Squadron/21 organized a field trip to Mike Hood’s Marine Propellers shop. Squadron educational officer Alan Cross first suggested the trip to his Marine Engine Maintenance class this spring. As it turned out, one student had recently hired Mike to rework his propeller after running aground. We decided to open the trip to anyone in the squadron who wanted to attend. Our group was greeted by Mike and Pat Hood and their grandson, Mikey Hood, a shop craftsman. Mikey demonstrated how a propeller is matched with the appropriate “pitch block” to work the reshaping back to the targeted design. The pitch of the propeller is a measure of the steepness of the angle of the blades to the water. Pat explained that many people have their pitch mismatched to their engine and boat. She gave us a general rule for the adjustment: In a gasoline engine, a 1-inch change of pitch will shift the revolutions per minute by 200 rpms; in a diesel engine, a 1-inch change of pitch will shift the rpms by 75. Then the staff walked us through the steps to rework a propeller. Most of the work they do is on the propeller, but they also repair lower units of outboard or stern drive motors. Many of us have heard the term “cupping” of the propeller. Mikey showed us that the cupping is the shaping of the leading edge of the prop so it can grab the water better.

TOP: MIKEY HOOD ‌ EMONSTRATES HOW A D ‌PROPELLER IS MATCHED WITH ‌THE APPROPRIATE PITCH BLOCK. BOTTOM:‌ ‌A SHOP EMPLOYEE‌ ‌ HOWS OFF A SKEG REBUILD. S

As always, our field trip ended with a meal together. After the tour, a group of us went to lunch at Kelley’s Country Cookin’. I won’t say it was the healthiest food we have ever had, but it sure was delicious. –Frank Amsler THEENSIGN.ORG

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BITTER END A day on the Soo Locks BY ROBERT A. BUCHANAN

HISTORICAL COLLECTIONS OF THE GREAT LAKES

► On June 9, 1909, the Great Lakes community of Sault Ste. Marie, affectionately known as the Soo, woke to a beautiful morning. The Canadian Pacific Railway’s elegant passenger liner, the Assiniboia, was making its way toward the Canadian Soo Lock after departing Port Arthur the previous evening. Often referred to as “The Greyhound of the Lakes,” the Assiniboia was distinguished by its white hull with green trim, tall stack and luxurious mahogany interior, accentuated by hanging ferns in the grand salon. Its passengers typically enjoyed a midday stop at the government dock in the Canadian Soo before continuing to Port McNicoll in Georgian Bay. This schedule often coincided with the arrival of an upbound vessel at the dock, making for a bustling and energetic midday scene. The Assiniboia, under the careful guidance of its captain, entered the lock. At that time, thrusters had not yet been developed, so precise maneuvering was required. Since entering service in 1907, the vessel had relied on crew to secure lines to the bollards and make fast to the lock wall. Soon after, the American-flagged ore carrier Crescent City, heavily laden and riding low in the water, was cleared to enter the lock behind the Assiniboia. →

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→ Meanwhile, the captain of the upbound American ore boat Perry G. Walker selected the Canadian lock, hoping for a faster passage. Despite being ordered to tie off and wait, the captain attempted to move closer to the lower lock gates, aspiring to be first in line. Realizing he was too close, the captain signaled full reverse using the Chadburn telegraph. Unfortunately, the engineer misread the signal and instead advanced the throttle, propelling the vessel forward. BROKEN GATE

The Perry G. Walker surged ahead, striking the lower gate. The impact crushed the gates, causing water to rush inside the lock. The pressure buckled the upper gates, allowing Lake Superior’s waters to rush freely into the lower St. Marys River, a dramatic 21-foot drop. The rushing waters forced the Perry G. Walker backward, swinging it to port. The Assiniboia was torn from its moorings and swept downstream, colliding with the Perry G. Walker on its starboard side. Despite the captain’s order for full power, steerage could not be regained. Crew of the Crescent City attempted to secure their vessel but were similarly overwhelmed by the current, resulting in the ship being carried downward and hitting the lock walls. The Canadian lock was left in chaos. Water continued pouring from Lake Superior, eventually washing away the gates at both the upper and lower ends. After several hours, an emergency swing dam slowed the current, and the locks were eventually sealed. Once the water was pumped out, extensive destruction to the gates, walls, grates and intake valves was revealed. Among the passengers on the Assiniboia were three women returning to the Soo after a family reunion in Port Arthur. They had enjoyed a pleasant brunch in the dining room and stepped onto the deck to watch the locking procedure. According to local lore, after witnessing the dramatic chain of events, one turned to her companion and exclaimed, “Winifred, that was so exciting. Let’s do this again next year.” ■

ABOUT THE AUTHOR Robert Buchanan of Ann Arbor Sail & Power Squadron/9 has sailed the Great Lakes and Caribbean for years. Prior to departure, he reviews the man overboard procedure along with other safety checks and insists that everyone wear their PFD while making passage. THEENSIGN.ORG

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