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FROM THE BRIDGE
BY ALLAN LAKIN
NATIONAL SECRETARY
► America’s Boating Club | United States Power Squadrons recently announced a renewal of “The Power of One” campaign, a membership recruiting effort started by late Past Chief Commander Ernest Marshburn, which encourages every member to bring in at least one new member
At first, it looks like a daunting task People don’t join groups the way they used to ABC | USPS membership has declined over the 35 years that I’ve been a member The same issues affect my wife’s Kiwanis chapter and my brother’s Masonic lodge
About five years ago, I was introduced to Robert Putnam’s book “Bowling Alone,” in which Putnam and his co-authors dig deep into a decades-long issue: Civic groups are shrinking. The book goes back to 1920 to see a multigenerational view. Civic group membership peaked between 1950 and 1960. By 1990, membership had returned to 1920 levels. Maybe we’re not declining; maybe we’re returning to our normal state.
Is it hopeless? Absolutely not People still join community groups The numbers are declining, but they have never gone to zero Is there something that distinguishes joiners from nonjoiners? Can we use that difference to improve our search? As a matter of fact, there is an important difference
According to Putnam, joiners are scarce Just 5% to 7% of the US adult population is active in a community group That number has been steady for years. →
→ Furthermore, it turns out that being already active in one group is a strong predictor for being willing to become active in another. If you’re a joiner, you’re really a joiner.
That revelation caught my attention. It’s Marketing 101: Hershey sells candy bars to people who already buy candy bars 95% of Americans don’t join groups Let’s look for the 5% who do
We can test that notion by looking at ABC | USPS members we already know. Do we have multiple interests and memberships? We sure do! Almost everyone I know is an ABC | USPS member and a member of another organization. We volunteer at food pantries. We coach and referee youth sports We serve on our church vestries and our homeowner association boards We join fraternal lodges, Coast Guard Auxiliary flotillas and yacht clubs
Your own group-joining habits probably have deep roots. Maybe you were a Little Leaguer, Pop Warner football player, soccer player, Scout or a 4-H’er. Ten years later you joined a fraternity or a veterans’ organization, cleaned up beaches and planted trees on Earth Day. Ten years after that, you were a homeroom mom, cubmaster and a field trip chaperone Today’s jobs are just your current stage in a long succession
To return to the candy bar metaphor, do people already have too many candy bars are joiners already too busy? The answer to that question gave me the last piece of the puzzle. I flashed back to the “busy person rule” I’d learned in 1966
I was the junior assistant scoutmaster in my church’s Scout troop We needed a new scoutmaster None of our fathers was willing to take the job When the youth pastor listed several congregation members he would ask, I protested. Why would any of them step up to deal with a dozen rowdy 11- to 14-year-olds? →
” People still join community groups. The numbers are declining, but they have never gone to zero.
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FROM THE BRIDGE
→ Brother Novak smiled and said something I’ve never forgotten: “When you’ve got to get something done, ask a busy person” Or, as Putnam would put it, “If you want a new member, give a job to a busy person from another organization”
Imagine using this information in “The Power of One” campaign: Sell candy to candy buyers. People who have joined groups tend to join still more groups.
Ask a busy person. People who have been getting things done in groups want to continue getting things done in groups.
Build your prospecting list I joke that our best clues will be the bumper stickers saying, “I was an Eagle Scout” or “Proud hockey mom” (If it says “I was a Sea Scout,” even better) The bumper sticker will be sitting right above the trailer hitch You’ve just found a boater (is there any other use for a trailer hitch?) with a favorable experience in a social group
One more thing: When you find a joiner, sprinkle some coconut on that candy bar. Tell them that we are their kind of people because we love to mess about in boats with other boaters.
My elevator speech has changed I have it oriented toward that precious 5% to 7% of busy people I would like to have in my club:
“What is America’s Boating Club | United States Power Squadrons? It’s about community service and fellowship on the water. Tell me about your community, and I’ll tell you about mine.”
Vice Commander Allan W “Al” Lakin is a life and sustaining member with 33 merit marks He joined Valley Ho Power Squadron/13 in 1990, transferring to The Valley Sail & Power Squadron as a charter member in 2008 Currently, he is squadron educational officer. Al is a past squadron commander of Valley Ho, past district commander of District 13, and has served on seven national committees with two nonconsecutive terms as chair of the Rules Committee. A retired manufacturing executive, he holds a bachelor’s degree in chemistry and a master’s degree in plastics engineering from MIT and a Juris Doctor from Loyola Law School He is an inactive (retired) member of the California bar Al lives in the Encino district of Los Angeles with his wife, Sandra, and has two adult children.
CALENDAR
Sep 1–7
Governing Board
► Did your club or district participate in National Safe Boating Week this year? Send us your photos and articles to be featured in the Fall 2025 issue of The Ensign!
Nov 12–15
BOD Meeting Myrtle Beach, SC Grand Rapids, Mich Raleigh, NC
Feb 9–15
May 16–22
Annual Meeting National Safe Boating Week
CHIEF COMMANDER RALPH BERNARD DONS HIS PERSONAL FLOTATION DEVICE WHILE WORKING ON WEAR YOUR LIFE JACKET TO WORK DAY TO KICK OFF NATIONAL SAFE BOATING WEEK, MAY 17–23
ABC | USPS NEWS
National renews contract with Marine SEO
► America’s Boating Club | United States Power Squadrons has renewed its partnership with Marine SEO. As part of this renewal, the scope of services has been adjusted to reflect updated priorities and available resources, which still include Facebook page support and optimization, Google Business Profile setup and Google for Nonprofits grant assistance
However, changes to the contract mean that Marine SEO will limit the number of squadrons they work with per month Additionally, if your squadron is interested in expanding services with Marine SEO, special discounted pricing is available You can contact Marketing Director Tammy Brown to learn more. ■
BOATING NEWS
Apply to become a kid’s life jacket loaner site
► Local clubs can apply to become a BoatUS Foundation Kid’s Life Jacket Loaner program site Supported by BoatUS member donations, the program offers a simple way to help children and young adults get the right-sized life jacket when they go boating, sailing or fishing for the day or weekend
Approved locations will receive 12 children’s life jackets in a variety of sizes from infant to youth, as well as signage and a local publicity kit. Approved sites are required to store life jackets in a secure, protected storage area and must also help track life jacket usage and notify BoatUS Foundation when life jackets need replacement.
There are currently more than 575 BoatUS Foundation life jacket loaner sites across the US , and becoming one is easy and free Apply online –BoatUS
NOAA predicts above-normal hurricane activity for 2025
► NOAA’s outlook for the 2025 Atlantic hurricane season predicts an above-normal season with 13 to 19 total named storms. Six to 10 of those storms are forecast to become hurricanes, including three to five major hurricanes.
The season is expected to be above normal due to a confluence of factors, including warmer than average ocean temperatures, weak wind shear, and the potential for higher activity from the West African Monsoon, a primary starting point for Atlantic hurricanes –NOAA
In case you missed it, here’s what’s been happening with our clubs and squadrons on social media.
America’s Boating Club Peace River/22 members enjoyed an afternoon at Harbour Heights Park for their annual spring picnic
Vessel examiners with Toledo Sail & Power Squadron/29 and Daytona Beach Sail & Power Squadron/23 offered free vessel safety checks to boaters in their communities.
America’s Boating Club Lake Murray/26 recently graduated 13 students of the America’s Boating Course.
America’s Boating Club of Beaufort/26 held its monthly cruise with a scavenger hunt around Cat Island and Chowan Creek followed by a raft-up on the Beaufort River
DESTINATIONS
Touring the Chain
O’Lakes
BY CHUCK BURGER
DID YOU KNOW?
COMPRISING 15 SEPARATE LAKES, CHAIN O’LAKES IS A WATERWAY SYSTEM IN NORTHEAST ILLINOIS THAT ENCOMPASSES 7,100 ACRES OF WATER AND 488 MILES OF SHORELINE THE LAKES ARE CONNECTED BY FOX RIVER AND MANMADE CHANNELS
► On July 27, 2024,my friend Alan Travis and I took his boat to pick up Hunter Nikolai at Ben Watts Marina on the Chain O’Lakes for an afternoon of boating.
Hunter is the new volunteer services coordinator for the Illinois Department of Natural Resources in Region 2, which encompasses the northeastern area of the state. Hunter had never been on the Chain before.
We started out cruising the relatively quiet Pistakee Lake Then we proceeded to the west channel that goes under route 12 and into Nippersink Lake That channel, like all the channels on the Chain, is nowake As usual, lots of boats moved through the channel
Our trip then took us through Nippersink and into Grass Lake The main attraction of Grass Lake is Blarney Island, a popular bar and music venue. We drove by but did not stop in. Traffic was getting heavier.
The next channel took us to Lake Marie. From there we went through a short channel to Bluff Lake, a smaller lake with a lot of boat traffic. The next channel took us from Bluff Lake to Spring Lake and into Petite Lake. This is a long channel with homes on both sides. →
→ The homes used to be summer cottages but in the last year, most of them have been converted to full-time residences Again, lots of traffic congested the channel
The next lake was Petite Lake the smallest lake on the Chain but one of the most crowded. There is a huge sandbar at the southeast end of the lake, which always has a number of boats rafted up. This day was no exception.
The next channel took us to Fox Lake, the second largest lake on the Chain and the most popular. Again, being a beautiful day, a huge number of boats were rafted up there
Heading down Fox Lake, we then proceeded back to Pistakee and Ben Watts Marina The marina was so crowded that we couldn’t get to the launch ramp to drop Hunter off We went to Alan’s summer home and put the boat on the lift, and I drove Hunter back to the marina to get his truck
The whole trip took about three hours, and it gave Hunter a great chance to see what the Chain was all about. ■
ABOUT THE AUTHOR
TOP LEFT: CHUCK BURGER AND HUNTER NIKOLAI, REGION 2 SAFETY EDUCATION COORDINATOR FOR THE ILLINOIS DEPARTMENT OF NATURAL RESOURCES
TOP RIGHT: LAKE COUNTY SHERIFF MARINE PATROL ON FOX LAKE
BOTTOM: BOATERS RAFTED UP IN COLUMBIA BAY ON FOX LAKE
Chuck Burger has been a member of America’s Boating Club | United States Power Squadrons since 1977 He has taught classes since 1984 and served as squadron commander twice as well as District 20 commander Currently, he works with the members of the Navigation Committee on the Inland Boating text
BOATING GONE BAD
Annual fishing trip runs into obstacles
BY JOHN A. KING II
▲ THE FISHERMEN FROM MEMORIAL DAY 2024 WITH THEIR CATCHES
+ THIS ARTICLE ORIGINALLY APPEARED IN THE JUNE 2024 ISSUE OF AMERICA’S BOATING CLUB–CHARLOTTE NEWSLETTER SIDE LIGHTS.
► To prepare for my 2024 Memorial Day weekend fishing trip with friends, I went to Oak Island at the end of April to service both motors on my 32-foot twinengine 2005 Boston Whaler, Carolina Starr I changed the oil in the port and starboard V-6 engines When I drained the starboard lower unit gear oil, there was water in it That’s when I decided it was time to take my boat to the shop
When I raised the motor to put the prop back on, trimand-tilt oil was leaking from the top of the right lift arm. Yes, it was definitely shop time.
The shop couldn’t get to my boat until the following week. They had one trim-and-tilt arm in stock, which meant it would be a quick repair not! After they replaced the right arm, the left started leaking, so they had to order another one.
While waiting for the new arm to arrive, they pressuretreated my lower unit and replaced three leaking seals Good news: There was no damage to the unit, so the seals would complete the repair
After they put on the new right arm, you could hear how worn the lift motor was, which meant it would have to be replaced soon an expensive repair. The famous BOAT acronym Break Out Another Thousand came to mind. →
→ When they ran the starboard motor, everything worked great. The boat was finally ready. I went down the week before the fishing trip and moved the boat back to the house.
When we arrived on Friday, May 24, we put the boat in the water to move it to the dock There were six of us: David Cruse, Jay Cruse, Doug Drum, Charles Ibach, Brevard Myers and me
But now the port motor wasn’t working We tried to fix it, but it was no use After messing with it again on Saturday morning, we accepted that we didn’t have a fishing boat We decided to eat lunch and discuss what to do
I called a bait store and asked if they knew of a charter boat that was available for Sunday. Meanwhile, Brevard decided to drive back to his home in Charlotte and return that night with his boat so we would be able to fish.
After Brevard left, we called three charter captains. The third charter captain said he was available on Sunday, so we booked it. We quickly called Brevard, and he came back.
On Sunday, we went out on the Angry Pelican with Capt Mark Greene and mate Justin Holland at 6 am and returned at 2 pm We fished at Shark Hole with live bait; Capt Mark bumped the motors into gear, and we trolled slowly
It wasn’t long before we heard that welcome noise of a reel peeling off line, and it was game on We ended up keeping 12 king mackerels, releasing a small cobia and hooking something big that Brevard fought to reel in for close to an hour before it eventually freed itself We never saw what it was, but several 8-foot sharks swimming around the boat bit off one or two of our catches before we could get them.
The fellowship was great, as was the charter. My boat, on the other hand, was a big frustration, but it was a memorable learning experience. We plan to try live bait on the next fishing trip. Our thanks to Capt. Mark Greene and mate Justin Holland on the Angry Pelican! ■
ABOUT THE AUTHOR
John A. King II is a 29-year member of Charlotte Power Squadron/27 and a life member of America’s Boating Club | United States Power Squadrons He is the past editor of Side Lights newsletter and was also a leader of Sea Scout Ship 91 in Concord, North Carolina, for 26 years He has boated on Lake Norman and the Catawba Chain of Lakes, the Yadkin River, and the Carolina coast for over 50 years. Currently, he owns a 1998 Boston Whaler Conquest 23, a 2005 Boston Whaler Conquest 305 and a 1999 Sea Ray 340 Sundancer. He reports that the Carolina Starr has two new engines for the 2025 boating season.
PADDLE SMARTS
Night paddling
BY JIM GREENHALGH
▲ PADDLERS STARTING A NIGHT TRIP IN SNUG HARBOR, FLORIDA
+ ALL PHOTOS BY JIM GREENHALGH EXCEPT WHERE NOTED
► Night paddling can be fun, but it’s important to be prepared when paddling in darkness.
Many paddlers enjoy the beauty and peace of moonlight paddling. Others paddle after dark to view bioluminescence, the night sky or city skyline; go fishing; or participate in night-lit boat parades. Whatever the reason, paddlecraft can be operated at night and during times of restricted visibility, but it requires extra planning, equipment and compliance with additional Navigation Rules
When paddling during the day, all paddlers must carry a US Coast Guard-approved life jacket and a sound device such as a whistle When paddling after dark, paddlers must add navigation lights and carry visual distress night signals when operating in coastal waters Paddlers should always carry required night equipment on board, as everyone can expect occasional delays due to bad weather, mechanical breakdown or other unexpected circumstances that may require returning after dark.
Navigation lights for paddlecraft
Paddlecraft must exhibit navigation lights from sunset to sunrise as per Navigation Rule 20, and no other lights should be displayed that could be mistaken for navigation lights. Paddlecraft have three options for →
→ navigation lights, which are described in Rule 25
Paddlecraft may display the typical running lights of a sailboat (red and green sidelights and a white sternlight) as described in Rule 25, or they may simply carry a white flashlight that can be exhibited in time to prevent a collision per Rule 25(d)(ii). The U.S. Inland Rules also allow a white all-round light to be shown. It should be noted that this all-round light is not recognized as an option under the International Rules (offshore outside the COLREGS demarcation line).
Paddlecraft operators should carefully choose the navigation lights they use aboard their vessel. Paddlers can mount regular running lights as per Rule 25, and portable battery-powered running lights are available on the market These running lights must comply with the technical requirements defined in Rule 21 and the provisions of Annex I of the Navigation Rules My experience has shown that some lights on the market do not meet the technical requirements, and few paddlers mount regular running lights properly Technical issues such as these could become a significant issue in the event of a collision.
Paddlers can mount the white all-round light on their vessel, but it must show “an unbroken light over an arc of the horizon of 360 degrees” per Rule 21(c). Some lights on the market are too short to meet this →
LEFT: PORT SIDE SHOT OF PADDLER OPERATING WITH REGULAR RUNNING LIGHTS NOTE THE REFLECTIVE SAFETY MATERIAL ON THE PADDLE AND PFD
RIGHT: PADDLERS OPERATING WITH ALL-ROUND LIGHTS NOTE THE SHORTER 360-DEGREE LIGHT WILL BE PARTIALLY BLOCKED BY THE PADDLER
+ THE RULES LISTED HERE CAN BE VIEWED AT NAVIGATION RULES
PADDLE SMARTS
LEFT: PADDLER DISPLAYING A PROPER ALL-ROUND LIGHT
RIGHT: PADDLER OPERATING WITH A WHITE FLASHLIGHT AND HEADLAMP
→ requirement as the light will be blocked by the paddler, so the light must be mounted so that it is above the head of the paddler Also, this light is not recognized as a legal navigation light in the International Rules, so paddlers operating at night in offshore waters, outside the COLREGS demarcation line, should use the regular red, green and white running lights or just carry a white flashlight.
The easiest way for paddlecraft operators to comply with both the International and Inland Rules is to simply carry a white flashlight that can be exhibited in time to prevent a collision Paddlers should consider carrying a flashlight with them at all times in case circumstances arise that require paddling after dark Also, consider that white light will temporarily blind anyone viewing it close by Paddlers navigating at night to sightsee will appreciate not having a white light shining in their eyes When leading a group at night I always request paddlers using regular running lights (which requires a white light on the stern) and those using the all-round white light to stay in the rear so as not to blind the other paddlers in the group.
Visual distress signals
Paddlers operating at night must carry visual distress signals approved for night use when paddling on US coastal waters, including in bays, inlets and rivers, where the waterway is more than 2 miles wide (33 CFR 175101) →
→ Two types of night-use visual distress signals are available to boaters.
Pyrotechnics, which include handheld flares and red aerial meteor or parachute flares, carry a printed expiration date. A minimum of three up-to-date devices must be carried aboard to meet the visual distress signal requirement. Expired devices may be carried as extra equipment. The most useful pyrotechnic devices for paddlers are the red aerial meteor flares that can be launched up to around 500 feet by either a rip cord-type device or a 12-gauge flare launcher Pyrotechnics can be dangerous if not used properly, so the user should read the directions and use caution
Electronic visual distress signals: Paddlers not wanting to carry pyrotechnics or be concerned about expiration dates can opt for a USCG-approved electronic visual distress signal These are battery-operated strobe light devices, handheld or designed to float, that flash the SO-S light sequence.
Recommended additional safety equipment
All paddlers should carry a marine VHF radio. This is more important at night in case a paddler needs to contact another vessel to make it aware of their presence or in case of emergency A handheld charting GPS is helpful to navigate and monitor one’s current position on a bright map screen during darkness Paddlers should also →
SOME NIGHTTIME PADDLING TOOLS: AN AIR HORN, A GPS AND A VHF RADIO
PADDLE SMARTS
“ The easiest way for paddlecraft operators to comply with International and Inland Rules is to carry a white flashlight that can be exhibited in time to prevent a collision.
→ consider carrying an air horn at the ready, which is more likely than a whistle to gain the attention of another boater who may not be aware of the presence of paddlecraft. Wearing reflective clothing and having SOLAS (Safety of Life at Sea) reflective tape on the PFD, boat and paddle can make a paddler more visible at night. Additionally, consider carrying a backup flashlight and extra batteries for lights or electronics.
Paddlers planning a night trip, or possibly a moonlight paddle, can find information regarding sunrise/sunset, moonrise/moonset and twilight times at Astronomical Tables
Safe nighttime paddling can be enjoyable for all Paddling at night can be fun and safe when paddlers have the knowledge and proper equipment to deal with nighttime conditions. Paddlers must always keep a sharp lookout, with both eyes and ears, for other vessel traffic while navigating in darkness. They should also make sure they can be seen and heard by displaying proper navigation lights and using a sound device such as an air horn
Proper planning and carrying needed safety equipment for any scenario can make night paddling a safe and enjoyable experience ■
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.
SHIP’S LIBRARY
A treasure trove of nautical tales
► Comprising 40 excellently written short stories, the highly readable “Big Book of Bold Sea Stories” by Marlin Bree is a good addition to the author’s collection of writings concerning sailing on Lake Superior. Much of the material is side stories about places he has visited along the lakeshore. I found his comments on various aspects of boating on Lake Superior to be of particular interest such as the effect of cold water on a ship’s hull. In one anecdote, a ship sank because of “brittle steel.” The steel was good (60,000 pounds per square inch) in water temperatures of 60 to 70 degrees Fahrenheit, but when the water temperature was at 35 to 40 degrees, the steel failed at 15,000 pounds per inch in a stress test –C Henry Depew
A sailing manual for novices and pros
► Written for the European sailor and first published in 2002, the 7th edition of “The Complete Day Skipper: Skippering With Confidence Right from the Start” provides basic information on sailing the small boat The 17 chapters briefly cover all aspects of day sailing. Author Tom Cunliffe has updated and expanded the coverage of navigation, weather forecasting and electronic chart plotters with excellent graphics and photographs of the subject matter. He has also provided an adequate glossary and an excellent index. –C. Henry Depew
“BIG BOOK OF BOLD SEA STORIES” BY MARLIN BREE
“THE COMPLETE DAY SKIPPER” BY TOM CUNLIFFE
ALL BOATING IS LOCAL
► For years, basic boating education has been a core mission of America’s Boating Club | United States Power Squadrons. However, America’s Boating Course attendance has fallen: less than 4,000 students attended America’s Boating Course in person in the last reported education year. Furthermore, less than 50% of squadrons accounted for all the students
The only certainty in life, besides death and taxes, is change The internet and social media have had a larger-thanexpected impact on the way we communicate and learn Keeping up with these changes is difficult within an organization steeped in tradition such as ours
Assistant National Secretary Allan Bombard recently shared a quote from Gen. Eric Shinseki, a retired U.S. Army four-star general and former U.S. Secretary of Veterans Affairs: “If you dislike change, you’re going to dislike irrelevance even more.”
This summed up how I was beginning to feel irrelevant when attendance to America’s Boating Club Cape Coral’s America’s Boating Course started to drop This led me to ask why and what we could do to turn this trend around
Looking inward
It turned out we didn’t have to look too hard, as two squadron members, Jim and Joette Humphrey, who were running our booth at the weekly farmers market, had answers. →
BY THOMAS E. DAWSON OF CAPE CORAL SAIL & POWER SQUADRON
LEFT: SCOTT STEELE AND JIM HUMPHREY
RIGHT: JIM AND JOETTE HUMPHREY GETTING READY FOR THE FARMERS MARKET
OPPOSITE PAGE: JIM HUMPHREY AT WORK
ALL BOATING IS LOCAL
→ Cape Coral, Florida, is in the heart of snowbird country, and during snowbird season, November to April, our squadron staffs a booth at the popular Saturday morning farmers market in town. There, our members talk up our club and the classes and seminars we offer. The Humphreys candidly told us we are not providing what snowbirds and area newcomers who stop by the booth want to learn, namely why our local waterways are so challenging Our volunteers were also hearing that many people don’t want to attend a multi-day boating safety class but still want to learn enough to get out on our waters safely
Many people were asking things those of us who live here tend to take for granted. Their questions included: What are these “skinny” waters people talk about? Do we really need to stay in the marked channels? How can we get to this or that waterfront place? Where is a good place to fish or beach my boat? Why is the last 2-mile stretch of the river a slow zone? And, gee whiz, why are the waters so crowded?
Most answers are simple and start with understanding our environment Yet others require knowing boating basics these people didn’t need to know back home like how to read navigation aids and knowing the navigation rules It became clear that the squadron was missing a prime target for new members snowbirds and area newcomers We needed to offer a seminar on local waters that we could sell as an introduction to area boating and use to convince new residents they needed a safe boating course.
With information in hand, we met with the squadron leadership to propose a local waters seminar. The traditionalists were resistant to change and fought the idea. They said a two-hour seminar wasn’t enough to teach boaters everything they need to know. We agreed; no one becomes a prudent mariner overnight It takes years to really learn any waterway, and the goal of our proposal was to help new residents get off on the right foot →
TOP: CARL MCGRATH
BOTTOM: MIKE CARTER WORKING THE BOOTH
Launching the seminar
In January 2024, we piloted the seminar, which is simple in structure and based on the premise that all boating is local America’s Boating Course is all about boating basics Our local waters seminar is about the local aspects of being out on our waters These two aspects intersect throughout the presentation. Our seminar briefly discusses critical basic boating safety, and we use those points to market other seminars and classes that cover this topic in detail. If we don’t offer a course or seminar locally, we discuss other resources, including America’s Boating Channel, America’s Boating Club online courses and other third-party sources of boating information.
LEFT: JOSH WURTSBAUGH DISCUSSES RED FISH PASS
The seminar is divided into three parts The first section is called, “Toto, I’ve a Feeling We’re Not in Kansas Anymore!” We chose this theme as many new boaters come from inland lakes or eastern coastal waters where you can pretty much point your boat in a direction and go In this section we teach local history so students understand why they can even boat here This leads to stressing the need to learn how to read a chart, followed by why it’s so important to know the rules and how to read the signs. We toss in other critical bits on tides, currents and local weather.
In the second part, “Let’s Go Boating!”, we dive into getting around safely. We start by explaining why taking shortcuts could be a costly mistake and why following another boat is a bad idea. (Hint: The other boater may know less about the local waters than you do.)
In the final section, “But Wait, There’s More!”, we wrap up with a pitch for joining our club and our member-run groups and taking our other classes →
RIGHT: TOM DAWSON TEACHES THE LOCAL WATERS SEMINAR
ALL BOATING IS LOCAL
Reflecting on the results
Offered eight times between January 2024 and February 2025, our local waters seminar has attracted 290 attendees. Many attendees were new members and students from our America’s Boating Course. The seminar costs $15 per person; with squadron ship’s store sales, charts and books, we take in between $1,200 and $1,500 a session.
Building on our success, I wrote a companion book that we sell after the session, at the farmers market and on Amazon The book, “Barret Bonden's Local Knowledge Recommended: Cape Coral, Caloosahatchee River, Pine Island Sound, Matlacha Pass, San Carlos Bay, Estero Bay,” goes into more detail on the topics and reinforces what students just heard
And we are not sitting still; after each seminar, we look at what worked and what didn’t to tweak the presentation. The latest addition to the seminar is a short video the squadron created using Google Earth Studio. It allows us to show what boaters face in an area known as the “Miserable Mile.”
So, what’s holding you up? Growing each of our squadrons is key to the ongoing viability of our organization National can’t create local content, but much of what they do create can be adapted to meet the needs of your local boaters
Remember, all boating is local, and our mission is to help new boaters enjoy the water safely ■
Thomas E. Dawson joined Cape Coral Sail & Power Squadron/22 in 2017 when he was recruited by his brother, Ted Dawson, to help teach America’s Boating Course. Along with Bill Harris, the two brothers received a Polaris Award in 2025 for their excellence in team teaching While working with the squadron’s Cooperative Charting group, Dawson documented over 80 marked channels and almost 1,200 aids to navigation that the group could check. During Covid lockdown, Dawson used this material to author “Safe Boating in Southwest Florida, Cape Coral Edition.” After creating the local waters seminar, Dawson took the material and expanded it into a companion book, “Barret Bonden’s Local Knowledge Recommended.” Proceeds from the sales of these books support the squadron’s education programs
BARRET BONDEN'S LOCAL KNOWLEDGE RECOMMENDED
SAFE BOATING IN SOUTHWEST FLORIDA, CAPE CORAL EDITION
2025 2025
GOVERNING BOARD
HILTON
Change is in the air! This year’s Governing Board is shorter than usual, running Thursday through Sunday.
That still leaves enough time to relax and enjoy planned activities, such as the Welcome Dinner, in between attending seminars and meetings on Friday and Saturday
Planning to arrive early? Join fellow members on Wednesday, Sept 3, for a fun evening at a West Michigan Whitecaps baseball game!
Reserve your room
If you haven’t already booked your accommodations for the 2025 Governing Board, do so by Aug. 4, the last day to get our group rate of $189 per night at the Amway Grand Plaza at 187 Monroe Ave. NW in Grand Rapids.
Plan your stay
Registration for meals and events is open. Download the agenda for details on scheduled meetings and seminars.
ST. JOHNS RIVER CRUISE
Boaters embark on a journey on Florida’s longest river
BY TOM DIETRICH OF AMERICA’S BOATING CLUB–KNOXVILLE
► Sponsored by the Sunnyland chapter of the Antique and Classic Boat Society, the annual St Johns River Cruise celebrates the beauty and history of Florida’s longest river while honoring the timelessness of classic boats
During the five-day event, participants cruise a portion of the 310-mile river, which starts at the St Johns Marsh, about 30 miles west of Vero Beach, and heads north where it empties into the Atlantic Ocean at Mayport. From start to finish, the elevation drop is only about 27 feet, making the St. Johns a slow-moving river.
Sunday, March 17
During the opening banquet on Sunday evening, my wife, Marbeth, and I were nervous because we didn’t know anybody or what to expect However, the group graciously welcomed us There were 15 boats, 36 people and two dogs on the cruise
We were surprised to find that the boaters came from all over, including Wisconsin, Ohio, the Carolinas, New Hampshire, New York, Virginia, New Jersey, Texas and Tennessee, with a few Floridians in the mix. Most people had done the cruise before and were quick to tell us we were in for a wonderful event. →
DID YOU KNOW?
ST JOHNS RIVER IS FLORIDA’S LONGEST RIVER AND ONE OF THE FEW RIVERS IN THE US TO FLOW NORTHWARD IT ORIGINATES FROM THE BLUE CYPRESS LAKE AND EMPTIES INTO THE ATLANTIC OCEAN NEAR JACKSONVILLE
ST. JOHNS RIVER
ST. JOHNS R
LEFT: ANGRY SKIES OVER CRESCENT LAKE
RIGHT: LUNCH STOP AT SHRIMP R US & MORE
Monday, March 18
The weather was the main topic of conversation at the captains meeting on Monday morning. The winds were blowing 15 to 20 knots with higher gusts. Undaunted and eager to get on the water, we launched our boats and headed downriver a few miles before turning off into Dunns Creek.
Running the long, narrow creek with its twists and turns was fun, but when the creek ran into Crescent Lake, we were hit with 3-foot waves We pounded our way across the lake, anticipating a wonderful lunch at 3 Bananas Restaurant However, the unprotected docks made docking impossible, so we turned around and headed back across the lake We found a restaurant in an area protected from the wind, where 36 wet and hungry cruisers had lunch and swapped stories.
Tuesday, March 19
+ THIS ARTICLE ORIGINALLY APPEARED IN THE AMERICA’S BOATING CLUB – KNOXVILLE NEWSLETTER, NOW HEAR THIS!
On Tuesday the weather was again the topic of conversation This was the day we were crossing Lake George, the largest lake on the St Johns waterway With memories of getting soaked by spray as we pounded through waves on Monday fresh in our minds, most of us decided to do a day cruise and return to our trailers so we →
→ could tow our boats to Astor, where we were staying for the next three nights
It was a beautiful day, and the cruise to our lunch stop at Shrimp R Us & More in Welaka was wonderful We then took a short cruise up the picturesque Ocklawaha River, turned our boats toward the banks and let the water lilies hold us in place while the cruise leader gave us a little history about the river.
Next, we headed for our trailers and drove 60 miles to Astor, arriving in time for happy hour followed by a group dinner.
Wednesday, March 20
We awoke to a sunny, warm and virtually windless day perfect weather for our cruise to De Leon Springs State Park To get there, we left the river and crossed lakes Dexter and Woodruff. Getting all the boats tied up on the small dock at the park was a challenge, but with lots of fenders and lots of laughter we managed.
De Leon Springs is one of many natural springs that flow into the St. Johns River. We never would have →
TOP: WATER LILIES LINE THE OCKLAWAHA RIVER
BOTTOM: BUFFALO BLUFF RAILROAD BRIDGE
BOTTOM:
→ done this by ourselves because Lake Dexter is shallow; we often saw depths as low as 2.4 feet on our depth sounder.
The trip back took us through Lake Woodruff and up the Dead River to the St. Johns. The Dead River was like running the Tail of the Dragon but in boats! It was exciting We enjoyed a taco bar at the St Johns River Grille, and then it was back to Astor for a social hour
Thursday, March 21
Thursday morning brought rain, which delayed our departure. The sun emerged while we were enjoying a catered lunch, and by 1 p.m. we were heading downriver.
We wandered through Blue Creek, where the tradition of hanging a birdhouse in remembrance of a loved one is alive and well We counted over 70 birdhouses of all sizes and shapes in the trees along the banks and saw a large alligator sunning himself and posing for pictures
From there, we crossed a portion of Lake George and entered Silver Glen Springs It was a beautiful afternoon, and we enjoyed anchoring in the crystalclear water of the springs.
When we returned to Astor, we had an ice cream party. →
TOP: RAFTING AT DE LEON SPRINGS STATE PARK
MIDDLE: BIG RIVER MARINA & LODGE IN ASTOR
SILVER GLEN SPRINGS
→ One of our fellow cruisers owns the Chocolate Shoppe Ice Cream Co. in Madison, Wisconsin, and he had ice cream flown in for the occasion.
Friday, March 22
The winds were once again blowing hard Since crossing Lake George was the only way to get to the restaurant for our final meal together, most boaters chose to tow their boats to the restaurant We met the brave, wet souls who opted to cross Lake George in their boats before heading into lunch
Our cruise leader wrapped up our adventure with some humorous anecdotes about each participant before we said our goodbyes with handshakes, hugs and promises to see each other on next year’s cruise. ■
ABOUT THE AUTHOR
Tom Dietrich is a 29-year member, currently of America’s Boating Club-Knoxville/17. He has been power boating on the East Coast for 70 years. After retirement, he and his wife, Marbeth, sold everything and lived on a 47-foot Tradewind for seven years, doing the Great Loop, the Down East Loop on the St Lawrence Seaway and along Nova Scotia, and the Bahamas Back on land, he built the 20-foot Glen-L Barrelback they took on the St Johns River Cruise.
RUNNING THE DEAD RIVER
SHIPSHAPE
Boating safety is priority number one
BY ROBERT A. BUCHANAN, M.D.
► All over the United States, summertime is prime season for getting out on the water To me, fresh water, exciting passages and harbors with well-equipped marinas make the magnificent Great Lakes a boater’s dream but safety must be priority no matter where you boat
The first safety basic is to wear a life jacket Newer personal flotation devices are comfortable, effective and inexpensive. Wearing a PFD marks the captain and crew as experienced mariners like a badge of wisdom. Recent U.S. Coast Guard data shows that in fatal boating accidents, 87% of drowning victims were not wearing a PFD. For more boating safety information, the best plan is to take a course through America’s Boating Club | United States Power Squadrons
An astute captain must memorize the management of five rare but life-threatening events When these occur, no time is available to consult a manual or book
Fire
First, don a PFD. Next, shut off all fuel and electrical sources. →
→ Then follow PASS when using the fire extinguisher:
Pull the pin.
Aim at the fire.
Squeeze the trigger.
Spray the base of the fire.
Heading into the wind may prevent the fire from spreading forward. If the fire still cannot be controlled, call “mayday” on Channel 16, which is a request for immediate help. Finally, if the fire continues out of control, jump! This is not the time for a committee meeting or discussion.
Propeller strikes
Swimming on a hot summer day can be a delight, and folks love being towed through the water. However, if the turning propeller strikes an arm or leg, bleeding from an artery will likely become uncontrollable, and even a mayday call will be too late. Preventing propeller strikes requires that the engine be shut off and the transmission locked in gear so that the propeller stops rotating. Even if an engine is stopped, a turning propeller still means danger.
Carbon monoxide poisoning
Engine exhaust blown into the cockpit or inhaled from being towed near the engine exhaust outlet can lead to carbon monoxide poisoning. Inhaled carbon monoxide binds to the hemoglobin in red blood cells so they can no longer carry →
SHIPSHAPE
→ oxygen. Symptoms include headache, nausea and dizziness A basic medical axiom is always worry about conditions that you can and must treat immediately The management of carbon monoxide poisoning is simple: Get fresh air as soon as carbon monoxide poisoning crosses your mind
Hypothermia
Low body temperature results when the body loses heat faster than it produces it. Hypothermia while boating results from prolonged exposure to cold air or water immersion. Symptoms include shivering, weak pulse, dizziness and loss of consciousness
To manage hypothermia properly, remove wet clothing and wrap the person in a warm blanket or dry clothing Brandy or hot coffee only makes matters worse
However, if the person fails to respond to warming, call “mayday” for medical help
Man overboard
First, shout “man overboard” so everyone knows what has happened. One person must continuously point at the overboard crew member so they are not lost from sight Next, reverse course under power; don’t try recovery under sail Throw a life ring attached to a long line as close as possible to the victim Then steer a 360degree course around the person so that they are surrounded by the life ring line, which will be drawn around them Now the person has both the life ring and the line so they can be brought back on board
Boating is more fun when you have the confidence to know that you can handle the unexpected. ■
ABOUT THE AUTHOR
Boating is more fun when you have the confidence to know that you can handle the unexpected.
”
Robert Buchanan of Ann Arbor Sail & Power Squadron/9 has sailed offshore for years and always holds a man overboard briefing before getting underway.
WAYPOINTS
ATLANTA |
Sweeping the Hooch
► Several America’s Boating Club Atlanta/17 members participated in the 15th annual Sweep the Hooch on Saturday, March 22 Organized by Chattahoochee Riverkeeper, Sweep the Hooch is a watershed-wide trash cleanup at dozens of parks, tributaries and access points along the Chattahoochee River. Our team at Van Pugh Park was led by Bonny Putney with the Lake Lanier Association. Atlanta Commander Cindy Ringwall as well as members Cindy Boff, Sheryl LaBoda, Ed Pyke, Eric Ringwall and Margaret Sherrod picked up two boatloads of trash in just one of 64 cleanup spots along approximately 200 miles of the river. In total, over 1,500 volunteers removed 41 tons of trash from the watershed America’s Boating Club Atlanta enjoys partnering with other organizations in s our environment. –Sheryl LaBoda
ST. THOMAS |
Swearing in
► Vice Commander David Allen Jr attends the swearing in of the St Thomas Sail & Power Squadron/33 bridge in March –Damaris Ortiz
CLASSIFIEDS
MARINESURVEYORCaptain
JohnReichardtAccredited MarineSurveyor,SAMS,AMS, ABYCstandardscertified. CoveringallofNewEngland. MemberABYC,SAMS,USPS; 508-813-4053 captnjohn1@comcastnet captainjohnmarinesurveyors com
MISCELLANEOUS
NAMETAGSUPPLIERLake
NormanAwardsand EngravingoffersUSPSname tagsin“ABC,”“Branded”and “Traditional”styles CallDan Splawnforacurrentpricelist at704-664-4662oremailhim atLNAwards@msncom
NAVIGATIONRALLY???
An interesting navigational challenge plus an enjoyable social activity. Discover the fun in a cruiser navigation rally. predictedlog.org CLASSIFIEDRATES
$1perword,$25minimum
Artworkis$25percolumn
inch Submitpaymentand materialstoTheEnsign, POBox30423,Raleigh,NC
27622oremail ensign@hq.usps.org
Falldeadline: Aug. 1, 2025
LAST HORIZON
Paul A. Bernabucci, S
St Paul (MN) Squadron/10
3 mm
P/C Robert W. Brandenburg, AP
Fayetteville (NC) Squadron/27
Senior Member, 23 mm
P/C Jay L. Butler, AP
Bellevue (WA) Squadron/16
Senior Member, 14 mm
P/C Leo Cirino, N
Penfield (CT) Squadron/2
Merit Marks
Senior Member, 5 merit marks
Life Member, 25 merit marks
Emeritus Member, 50 merit marks
+ Indicates online obituary
Life Member, 29 mm
David Conrad, S
Madison (WI) Squadron/10
Senior Member, 17 mm
P/Lt/C Dominick D’Alonzo Jr., P
Port Washington (NY) Squadron/3
Senior Member, 5 mm
P/C Thomas Dixon, P
Swiftwater (NY) Squadron/6
Life Member, 31 mm
P/N/F/Lt Frank E. Dougherty, AP
Absecon Island (NJ) Squadron/5
Emeritus Member, 50 mm
P/C K. Wayne Fretwell, P
Cape Lookout (NC) Squadron/27
Senior Member, 10 mm
P/C Roger Hankle, SN
Columbus (OH) Squadron/29
Life Member, 36 mm
P/Lt/C Carole Heller, SN
Penfield (CT) Squadron/2
Life Member, 34 mm
P/D/C Marlene J. Herbig, SN
Sebastian Inlet (FL) Squadron/8
Life Member, 35 mm
P/Lt/C William T. Holzhauer, SN
Golden Corner Lakes (SC) Squadron/26
Senior Member, 21 mm
Tom W. Kataras, AP
Michigan City (IN) Squadron/20
1 mm
LAST HORIZON
P/C Robert E. Keleher, JN Swiftwater (NY) Squadron/6 Life Member, 28 mm
Cdr Robert Kovach, SN Port Washington (NY) Squadron/3 Senior Member, 17 mm
P/C Kenneth D. Peters, SN Palm Beach (FL) Squadron/8 Senior Member, 21 mm
Thomas C. Schatz, P Patapsco River (MD) Squadron/5 Life Member, 48 mm
Bernard C. Siepmann, SN Patchogue Bay (NY) Squadron/3 Life Member, 33 mm
P/R/C Kathryn J. Simkins, AP Patuxent River (MD) Squadron/5 Life Member, 28 mm
P/C Wilfred Swalling, S Santa Barbara (CA) Squadron/13 Life Member, 26 mm
P/C Richard Unis, JN Northern Virginia (VA) Squadron/5 Senior Member, 18 mm
P/C Arthur E. Volkmann, SN Patchogue Bay (NY) Squadron/3 Emeritus Member, 57 mm
P/D/C Mary Lou Walsh, AP Cape Cod (MA) Squadron/34 Senior Member, 15 mm
P/C Ron “Skip” Waterhouse, SN Duluth (WI) Squadron/10 Life Member, 26 mm
Wayne Wittenberg Madison (WI) Squadron/10
Lt John Wroblewski, SN Swiftwater (NY) Squadron/6 Life Member, 44 mm
Walter R. Wytoshek Absecon Island (NJ) Squadron/5 Senior Member, 6 mm
How
to submit
Family, squadron commanders or other authorized representatives may submit reports of members who have crossed the bar.
Submit online
BITTER END
Faro de Cabo
Fisterra
BY BRIDGET DOERNER
+ A VERSION OF THIS ARTICLE WAS ORIGINALLY PUBLISHED IN THE SKOKIE VALLEY SAIL & POWER SQUADRON/20
RUNNING LIGHTS
NEWSLETTER
►The famed lighthouse at the end of the world, Cape Finisterre Lighthouse or Faro de Cabo Fisterra is one of the most recognized landmarks in Galicia, Spain The lighthouse was built in 1853 and, on a clear day, can be seen from 19 miles out at sea
The aptly named northwest coastline of Galicia, Costa da Morte (the Coast of Death) is rough, jagged and treacherous. Numerous vessels rest on the floor of the Atlantic. Not only pleasure and fishing boats have encountered distress here; well-documented naval battles between the French and English occurred just off Cape Finisterre.
Because of an ancient belief that Cape Finisterre was “the edge of the world,” this site has special spiritual and physical significance Cape Finisterre was the final destination for pilgrims who undertook the Way of St James, a traditional route of pilgrimage to the shrine of the apostle St James the Great in Santiago de Compostela These pilgrims would burn their clothes in a pit, leave their worn boots and build stick crosses at the end of their journey ■
GABRIELE
►The sinking of the SS Edmund Fitzgerald remains one of the most haunting maritime tragedies in Great Lakes history The ship, a titan of the freshwater seas, met its untimely fate 50 years ago, on Nov. 10, 1975, in the frigid waters of Lake Superior. Immortalized in art and song, this event continues to capture the imagination for its mystery and its impact on maritime safety.
The Edmund Fitzgerald was launched in 1958 and was the largest freighter on the Great Lakes at the time. Measuring 729 feet, the vessel was a towering presence, designed to transport taconite iron ore from Duluth, Minnesota, mines to iron works in Detroit and other Great Lakes ports
The fateful journey began on Nov 9, 1975, when the Edmund Fitzgerald departed from Superior, Wisconsin, bound for a steel mill near Detroit Capt Ernest M McSorley, a veteran with over 40 years of maritime experience, was at the helm. Loaded with 26,116 tons of taconite pellets, the ship was being followed by U.S. Steel Corp.’s Arthur M. Anderson under the command of Capt. Bernie Cooper.
As the Edmund Fitzgerald sailed into Lake Superior, weather conditions began to deteriorate rapidly. →
A legendary maritime tragedy: SS Edmund Fitzgerald
BY ROBERT A. BUCHANAN
BITTER END
→ The National Weather Service had issued gale warnings, which soon escalated to a full storm warning, predicting win of up to 50 knots and w reaching heights of 16 fe Despite the severe weat the Edmund Fitzgerald pressed on, maintaining radio contact with Coop on the Anderson McSor and Cooper agreed to ta the northerly course acr Lake Superior protected the Canadian shore
By the afternoon of Nov peak The Edmund Fitzg encountered heavy seas and was listing due to water entering the ship McSorley radioed the Anderson, indicating that the ship had lost its radar and was taking on water Despite these problems, McSorley reported that they were holding their own, although he knew he had a damaged ship At approximately 7:10 pm, the Anderson lost radar contact with the Edmund Fitzgerald Moments later, the ship vanished, plunging to the bottom of the lake without a distress signal.
SKETCHES FROM THE NATIONAL TRANSPORTATION SAFETY BOARD ACCIDENT INVESTIGATION
Since the Soo Locks first opened in 1855, wreckages have cluttered the bottoms of the Great Lakes, most often occurring during the gales of November. But the Edmund Fitzgerald was a large, modern, powerful vessel that simply disappeared without issuing a mayday call or any other sign of distress McSorley was a skilled, experienced mariner who knew the waters of the lakes thoroughly The crew of 29, all experienced sailors, also disappeared without a trace
Subsequently, the wreck site has been located by sonar and photographed by an underwater camera The Canadian government has declared the wreck site “hallowed ground.” →
→ The National Transportation Safety Board conducted a detailed investigation but could not reach a unanimous decision about the cause of the sinking. The board stated that the hatch covers were not watertight, so they allowed water to enter the hold, resulting in massive flooding. But would McSorley, one of the best captains on the lakes, navigate into a storm with questionable hatch covers when he knew trouble could be ahead? Alternatively, Cooper of the Anderson and his watch officer were adamant that the Edmund Fitzgerald had crossed over Six Fathom Shoal and struck bottom But could the damaged Edmund Fitzgerald continue onward with a ruptured hull? Finally, Capt Dudley Paquette on the following Wilfred Sykes wrote that a massive rogue wave could have caused the Edmund Fitzgerald’s demise
Today, the loss of the Edmund Fitzgerald remains a mystery Stand on the shore at Whitefish Point, only 17 miles from the wreckage site, on a warm, calm day and look north across Lake Superior to imagine the scene on Nov. 10, 1975. Hear the somber voice of McSorley enter the wheelhouse of the Anderson loud and clear: “We are holding our own.” ■
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