The Ensign Winter 2025

THE OFFICIAL MAGAZINE OF AMERICA’S BOATING CLUB

UNITED STATES POWER SQUADRONS®

®

SPLASH INTO ORLANDO WITH US! ISSUE 113 NO. 1 | WINTER 2025

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SHIP’S STORE 02/

01/

03/

04/ SHOP THE COLLECTION

01/ BALL CAP

03/ DRY POUCH

02/ UNISEX T-SHIRT

04/ FISHING HAT

$15

M–XXXL $23–$29

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

N ew ite are ad ms ded r egula Check rly. out o ur on shop line for m ore.

ISSUE 113 NO. 1

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A message from the National Administrative Officer

FEATURED 28

THE JOURNAL OF THE INDIGO, PART II Boater documents sailing charter with friends

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STRENGTH IN PARTNERSHIPS Squadrons partner with research institute

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SOUNDINGS

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CURRENTS Adventure Camp, teaching marine experts and more

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DESTINATIONS Florida’s east coast

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2025 ANNUAL MEETING Join us in Orlando for fun, education and fellowship

FROM THE BRIDGE

SHIP’S LIBRARY Your next must-reads

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BOATING GONE BAD MOB training prevents mishap

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PADDLE SMARTS Paddling rivers and creeks

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SHIPSHAPE Hurricane Helene and ATON surveys

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WAYPOINTS

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CLASSIFIEDS

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LAST HORIZON Remembering those who have crossed the bar

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BITTER END Brockton Point Lighthouse

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STEM TO STERN

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

FROM THE BRIDGE BY DAVID ALLEN JR. NATIONAL ADMINISTRATIVE OFFICER

► It was a beautiful spring day when two of my fellow club members got together to prep their boats, a pair of matching Sea Ray cruisers for the coming season. Donnie is a second-generation America’s Boating Club | United States Power Squadrons member; Joe and his wife, Rachel, are newcomers to the group who became instant friends with Donnie and his wife, Krysta.

As they worked that March afternoon, Joe noticed his buddy didn’t look right. Right as he said so, Donnie collapsed, unconscious, the victim of a widow-maker heart attack. By the grace of God, Rachel picked that moment to stop by the shop on her way home from work. Her training as a medical professional immediately kicked in, and she had Joe call 911 as she began CPR. Paramedics arrived and had to zap Donnie four times to get a cardiac rhythm. Two more hits with the paddles and a stent were required at the hospital before his condition stabilized.

Thanks to Rachel’s immediate, high-quality CPR (she broke three ribs in the process), Donnie suffered no loss of brain function, the usual result of such a serious event—if you survive. Three weeks later, he was on his boat, Living Waters, at a club function.

This story swirled through my head as I sat in a November training session for our club’s leadership team for 2025.

Both Joe and Donnie were there. It was refreshing to see 14 leaders, some old-timers, some newbies, get excited as they planned for the coming year. I am reminded that we are an organization of boaters, but most importantly, we are an organization of friends. →

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→ We do things together; we have each other’s backs when the universe throws us unexpected challenges. Together, we are stronger.

The boating season, at least for those in more northern climates, is winding down. Even here in South Carolina, things are shifting away from a heavy on-the-water schedule to more indoor pursuits. That’s not to say we’re dead in the water; we are merely adjusting our sails to keep on course, to remain in contact with each other.

This is the season for planning for the coming year. I cannot emphasize this enough: The key to a successful club is an ongoing calendar of activities. Clubs that are active thrive. Inactive clubs struggle.

To borrow from the movie “Field of Dreams,” “if you build it, they will come.” Having activities that get current and potential members in contact with our greatest asset, each other, is a primary step toward building a successful club. Use your muse.

Find what works for your group in your geographic area and build on it. It doesn’t have to be difficult or unduly complicated.

Most importantly, we are an organization of friends. We do things together; we have each other’s backs when the universe throws us unexpected challenges.

Together, we are stronger.

”

My club’s muse is on-the-water activities. Beyond a couple of planned monthly events during the boating season, there is usually an impromptu raft-up. Someone makes a post on a private, members-only Facebook page—as simple as “Hook’s down in Eagle Cove. Come on by—the grill’s fired up.” Sometimes no one else is out; sometimes 20 boats show up. But the opportunity to hang out with folks who have a shared interest is there—and that can be where lifetime, maybe lifesaving, friendships are made, and where you will find the lifeblood of our clubs.

If a club doesn’t have a strong boating program, there are other ways to accomplish our mission and enjoy each other’s company.

The Vessel Safety Check program doesn’t require anything other than some basic training and paperwork. It will put members with boating knowledge in contact with the boating public and offers a great chance to sell one-on-one to a potential member.

And at the very least, the public service aspect of our mission is fulfilled by making sure the boats examined are safe. →

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FROM THE BRIDGE We need to remember that ultimately, we are in the lifesaving business.

→ Teaching is another example of how to support our mission.

We all know this; it’s one side of the America’s Boating Club | United States Power Squadrons triangle. And modern technology has enabled many of our newer educational offerings to be taught online. The more we teach, the more we interact and form bonds.

“

This has to be done at the club level if the club, and ultimately America’s Boating Club | United States Power Squadrons, is to be effective. The national level of the organization cannot do this. Only a local club can recruit local members. Once recruited, we must keep new members involved by giving them something to do, a way to contribute. It gives them a sense of ownership in the club and will help them see the value of their time and money. The job doesn’t have to be involved or complicated, just something that bestows a sense of ownership. I have long said (perhaps because it was my first job) the perfect job for a new member is club bartender. In this role the new member gets to meet everybody; in fact, everybody will come to them.

We need to remember that we are in the lifesaving business.

The one bit of information a student picks up in a class and applies, the vessel safety exam that points out and maybe helps correct a problem, could save a life, and we will never know it.

But sometimes a life gets saved, and we do know about it, because we are stronger together. This is who we are. ■

Vice Commander David Allen has been National Administrative Officer since

ABOUT THE AUTHOR

2024. He served on the National Law Committee for 18 years and as National

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Law Officer for four. He developed the USPS Endowment Fund before becoming Assistant National Secretary in 2019 and then National Secretary in 2022. In 1985 he joined America’s Boating Club of Lake Murray/26 where he has held every leadership position. An avid University of South Carolina Gamecock, David had a career in public relations before becoming an attorney, retiring as corporate counsel and business law professor. He and his wife, Debra, spend their time aboard Surcee, a 43-foot Carver cockpit motor yacht; its tender, Frolicking Detour; or Cocktales, a Sea Ray 260 express cruiser.

David is also co-owner of a 19-foot Sea Pro center console, Bad Alibi.

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americasboatingclub.org/benefits

SOUNDINGS ABC | USPS is a family organization

► I am bringing back a squadron bridge message I wrote almost 30 years ago (slightly revised) to revisit my experience with United States Power Squadrons in years past and remember that the organization I grew up with still has relevance today.

When I was growing up, my father and mother were very involved in Fayetteville Power Squadron for years.

As a child, I remember taking part in numerous squadron activities—boating outings, cookouts, etc.

As a teenager, I helped my father administratively when he was commander of the Fayetteville squadron and when he served at the district level. I even helped him when he was taking his sights for Junior Navigation.

We always seemed to have a boat—whether one for fishing, waterskiing or sailing. Learning how to behave in and around boats at an early age certainly gave me a good foundation for my involvement today. I may not have been a member when I was growing up, but I benefited from my parents’ involvement. When I went off to college and was not around boats as often, I developed other interests that occupied my time.

+ THIS LETTER ORIGINALLY APPEARED IN THE SIDE LIGHTS NEWSLETTER OF AMERICA’S BOATING CLUB OF CHARLOTTE/27.

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However, when Marvin and I married and he became exposed to sailing, he was hooked! We bought our boat in 1987 and took the public boating course in 1989. He joined the squadron shortly after finishing the course. From 1990–1992, I was in graduate school, but I reacquainted myself with United States Power Squadrons by joining again in early 1993. →

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→ Marvin and I have both completed many educational courses offered by United States Power Squadrons. We have developed wonderful friendships, taken exciting trips and participated in civic activities, and over the years, I was reacquainted with other squadron members I knew from my childhood in Fayetteville.

My point in giving you our personal biographies is that America’s Boating Club | United States Power Squadrons is, and rightfully should be, a family organization. While a prospective member must be 16 years old to join as an active member, a junior family membership is also available. Children are always welcome at any squadron function, and if they are a member, they can take any course offered—advanced grade, elective or seminars.

EMAIL THE EDITOR READERS CAN SUBMIT LETTERS AT ENSIGN@HQ.USPS.ORG. LETTERS SHOULD BE

What better time to begin teaching someone about boating safety than when they are young and impressionable? Members: Bring your children and grandchildren to squadron outings. If they are old enough to be a member, encourage them to join and take classes. Better yet, take a class with them. Properly educated, our children today are the safe boaters of tomorrow. –Mary D. Chaney

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UNDER 500 WORDS AND WILL BE EDITED FOR LENGTH AND CLARITY. TAKE A LOOK AT OUR BACK ISSUES TO GET A FEEL FOR THE TYPE OF CONTENT WE PUBLISH IN THE SOUNDINGS DEPARTMENT.

What better time to begin teaching someone about boating safety than when they are young and impressionable? Properly educated, our children today are the safe boaters of tomorrow.

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STEVE ERICKSON

CURRENTS

CALENDAR 2025

Feb 3–9 Annual Meeting Orlando, Fla.

May 17–23 National Safe Boating Week

Sep 1–7 Governing Board Grand Rapids, Mich.

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2024 Governing Board Meeting photos now available ► Members can now view photos online from National Photographer Steve Erickson of the 2024 Governing Board Meeting in Pittsburgh.

Check out all the highlights, including the Pirates baseball game, the BilgeSwabber’s Ball and more!

You can also find photos from all past meetings online. ■

Feb 9–15 Annual Meeting

Myrtle Beach, S.C.

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ABC | USPS NEWS

CLICK TO VIEW MORE

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► District 24’s Louisville Sail & Power Squadron has been part of the Lincoln Heritage Council Boy Scouts of America Adventure Camp for more than 10 years.

This unique children’s day camp is tailored for special needs students throughout the Kentuckiana region, offering a variety of activities that foster personal growth and self-sufficiency. Along with other District 24 members, Louisville has proudly volunteered at the camp under the leadership of Ed Ice, adopting their pontoon boat station and bringing joy to campers on the water. This weeklong event is held in the spring and fall at Camp Crooked Creek—part of a Boy Scout Reservation 40 miles south of Louisville, Kentucky—and provides opportunities for children to develop social and life skills through fun, interactive activities.

The activities at Adventure Camp include pontoon boat rides, canoeing, fishing, arts and crafts, BB guns, archery, dance therapy and even a silent disco.

There’s also a multisensory Bubble Bug station and hiking to ensure a diverse and engaging experience.

Our volunteers, experienced boaters and dock workers alike, operate the pontoons, which are → THEENSIGN.ORG

Bringing boating fun to children with special needs

BY MAUREEN SAMUELS

+ HAVE A GENTLY USED PONTOON OR MOTOR, OR ARE YOU INTERESTED IN SUPPORTING THIS COMMUNITY OUTREACH? PLEASE CONTACT US AT LSPS@YAHOO.COM. YOUR CONTRIBUTION COULD HELP BRING THE MAGIC OF BOATING TO CHILDREN WHO NEED IT.

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CURRENTS → adapted to accommodate wheelchairs.

Safety is a priority, and we emphasize the importance of life jackets by explaining, “Just as you’d wear a seatbelt in the car, a life jacket is essential for boating.” Volunteering twice a year, we find our involvement deeply rewarding in introducing boating to children who might not otherwise experience the thrill of being on the water.

As you might guess, after years of service these two pontoons are now showing their age.

While we refurbished one several years ago, we’re now seeking support to upgrade the fleet with a new vessel. Louisville has earmarked $5,000 to help with this endeavor, but we’re hoping to secure a “new-to-them” pontoon and a Mercury 50-horsepower EFI outboard motor, which costs approximately $7,500 new. We need outside help to make this happen. ■

Knowledgeable Marine Insurance Professionals • All we handle are boats • Flexible payment options

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abcboatinsurance.com *Actual Savings may vary. ©2022 McGriff Insurance Services, Inc. All rights reserved. Insurance products and services offered through McGriff Insurance Services, Inc., a subsidiary of Truist Insurance Holdings, Inc., are not a deposit, not FDIC insured, not guaranteed by a bank, not insured by any federal government agency and may go down in value.

► Boating safety classes are not just for new boaters. More than 25 employees at Marine Specialties, a local marine services provider, recently took a certified safe boating class taught by instructors from America’s Boating Club Atlanta.

“Safety has to be number one on the water for all boaters, including those of us who work on the water every day,” said Mark Millwood, environmental, safety and health manager for the 36-year-old company, which provides dock building and shoreline solutions in Georgia and South Carolina. “From formalized instruction about the rules of the road to safety information about best practices for operating a boat, the daylong class has really brought boating safety back to the forefront within our team.”

Taught by America’s Boating Club Atlanta certified instructors, the course follows a curriculum approved by the Georgia Depart­ment of Natural Resources and the National Association of State Boating Law Administrators. →

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Marine experts get back to basics with America’s Boating Course

BY PAMELA KEENE

+ THIS ARTICLE IS REPRINTED WITH PERMISSION FROM LAKESIDE NEWS.

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CURRENTS → The course includes the latest infor­mation about Georgia boating laws, which may change from year to year.

#ICYMI In case you missed it, here’s what’s been happening in the boating world on social media.

America's Boating Club Atlanta/17 embarked on a threehour scenic tour of Lake Lanier for its Fall Leaf Cruise.

Oklahoma City Sail & Power Squadron/21 enjoyed a cookout and some stargazing for its Lake Eufaula rendezvous.

America’s Boating Club of Lake Murray/26 members participated in a cleanup of Goat Island. They also held their Change of Watch Weekend and honored Veterans Day. America’s Boating Club Golden Corner Lakes/26 swore in a new commander, Tony Witte.

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Millwood was directly responsible for sourcing and coordinating the full-day boater safety course for the team. “One of the takeaways from the course is to always be aware of other boat operators on the water and be ready to take diversionary actions to avoid an accident,” he said. “Many of the accidents on the water result because at least one boater isn’t aware of the rules of the road—who has right of way, which side to pass a boat on when it’s approaching your vessel, always operating the boat in a safe manner.”

The course also emphasizes the importance of having a des­ignated lookout to keep an eye out for other vessels. “Never assume that you know what the other boater is going to do, has ample boating knowledge, or that the driver is paying atten­tion,” Millwood said.

The course was taught in Eng­lish, and a Spanish translator was available to help explain difficult concepts. The company purchased reference copies to the instruc­tional book in both English and Spanish that are available to em­ployees.

“Our employ­ees will have access to the book for reference about what they learned,” Millwood said. “It was well worth the investment for Ma­rine Specialties to bring the class to our boat operators and leads.”

Millwood said that the com­pany plans to offer the course to new employees. “It’s just a good idea for anyone on the water to be up-to-date and aware of boating safety practices,” he said.

“It’s our responsibility as a business that works on the water to always op­erate in a safe manner and ensure that all our boat operators are fully trained in the safe operation of their craft.” ■ THEENSIGN.ORG

americasboatingclub.org/benefits

DESTINATIONS Journey of Florida’s east coast expands boater’s mind and trip planner

BY MICHAEL L. KOHL

► Ever since November 2018, when my wife, Robin, and I passed by Amelia Island, Florida, without stopping, I have been trying to schedule a boat trip to Amelia. Pushing hard, it’s a six-day trip each way; we don’t enjoy that kind of pushing. However, the opportunity finally presented itself in November 2021 after we moved a few appointments around.

Tuesday, Nov. 9: We slept on the boat in its slip to get an early start the next day.

Wednesday, Nov. 10: We cast off at 7 a.m. We took on 87 gallons of diesel at the Fort Myers Yacht Basin at 10 a.m. Our fueling was delayed by their computer rebooting and updating. We reached Franklin Lock before noon only to find that it would be closed for temporary repairs for an hour, so we dropped anchor to wait it out and have lunch. We didn’t clear the lock until after 2:30 p.m.; it was a long hour!

Our initial plan was to make Moore Haven that day.

With the two delays we were running out of daylight, so we snagged a free slip in LaBelle for the night at 4:30 p.m.

SUNSET ON AMELIA ISLAND

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Thursday, Nov. 11: We departed LaBelle at 7:20 a.m., Ortona lock at 9 a.m., and Moore Haven lock at 11:15 a.m. A long train delayed us at the Port Mayaca lock, →

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→ and we did not clear through until 3:40 p.m.

Again, the delays cost us daylight, so we stopped at Indiantown for the night at 5 p.m. We took a long walk into town for some snacks for our next few days of travel.

Friday, Nov. 12: We departed Indiantown at 8 a.m. and cleared the St. Lucie lock at 9:50 a.m. to make Fort Pierce by 2:15 p.m. We took on 61 gallons of diesel and assembled the bikes. Since I left my East Coast Chartbook at home, I bought a new one. We toured Fort Pierce by bike and found it to be a delightful town. Then we had dinner out.

Saturday, Nov. 13: Leaving Fort Pierce at 8:30 a.m., we made it to Cocoa Village at 4 p.m.

Walking the town, we found out where the best band would be playing that night. We dined on the boat and returned to the George & Dragon English Tavern for great music and lots of dancing.

Sunday, Nov. 14: After departing Cocoa Village, we arrived at Halifax Harbor Marina in Daytona Beach at 3:30 p.m. My sister and brother-in-law took us to dinner and for some much-needed food shopping.

TOP LEFT: LOCKING THROUGH FRANKLIN LOCK ON THE CALOOSAHATCHEE TOP RIGHT: CHRISTMAS DECORATIONS IN NEW SMYRNA BEACH BOTTOM: LUSH SERENDIPITY SCULPTURE BY THE WATER IN FORT PIERCE

Monday, Nov. 15: Leaving Daytona Beach, we had an uneventful run to St. Augustine, arriving at 2 p.m. We assembled the bikes and toured the city until it became too dark. It was a lovely place, and we decided to stop there again on the way home. → THEENSIGN.ORG

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DESTINATIONS

LEFT: TOWN DOCK IN MOORE HAVEN RIGHT: AT THE DOCK IN ST. AUGUSTINE

Tuesday, Nov. 16: We departed St. Augustine at 7:50 a.m. and, with a bump or two, reached Fernandina Harbor Marina on Amelia Island at 2:30 p.m. We assembled the bikes again and did a ride around town and to the beach, ending with a good dinner at the Salty Pelican. We went for a long walk after dinner, exploring the side streets and finding the best ice cream. We did a week’s worth of laundry. The boat heat kicked in that night.

Wednesday, Nov. 17: Lay day. We hiked to the beach and the hardware store. After lunch, we explored Fort Clinch State Park.

We biked to the dog treat bakery to make Sharky happy and then to a regular bakery. Altogether, we rode 29 miles. After dinner on the boat, we walked to town and listened to live music. Tomorrow, the trip home would begin.

Before this trip, I thought of Florida’s east coast as Miami, Fort Lauderdale and not much else. This trip showed me many quaint, restored downtowns all along the Florida coast that are well worth a visit by boat. We are planning another visit there soon. ■

ABOUT THE AUTHOR Michael Kohl received his first boat, an Old Town dinghy, at 8 years old and joined South Shore Power Squadron/3 as an apprentice in 1969, becoming a full member in 1970. He and his wife moved to Fort Myers, Florida, in 2018 and transferred to San Carlos Bay Sail & Power Squadron, where he serves as commander. They travel up and down Florida’s coasts on their Albin 34.

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SHIP’S LIBRARY The sailor’s doctrine on boat systems

► The fourth edition of John Payne’s “Marine Electrical and Electronics Bible: A Practical Handbook for Cruising Sailors” is a considerable work. Weighing in at nearly 3 pounds with over 650 pages of text, tables, graphs, drawings and photographs, it impresses with its depth and breadth. The book is neither a tutorial nor a reference, falling somewhere in between (hence the word “handbook” in the subtitle).

There is enough information about each subject to provide a basic understanding of the topic and to set context but not enough to guarantee a thorough understanding for readers who may not be acquainted with a particular topic. Numerous diagrams, graphs and tables provide more depth, conveying information needed to maintain a modern recreational vessel.

“MARINE ELECTRICAL AND ELECTRONICS BIBLE: A PRACTICAL HANDBOOK FOR CRUISING SAILORS”

BY JOHN C. PAYNE

The book has two sections: Marine Electrical Systems and Marine Electronic Systems.

The first section examines the systems used for power generation and storage, with some brief (and not-so-brief) forays into instrumentation, corrosion, lightning protection, marine diesels, heating, air conditioning, refrigeration, plumbing and tankage, hydraulic systems and other systems topics. The second section is even broader, the common theme being boat systems that are usually powered electrically. This includes topics such as electronic charting, GPS systems, AIS, system instrumentation, autopilots, safety systems, communications, radar systems, onboard computing and entertainment systems. The section wraps up with numerous troubleshooting and maintenance suggestions.

I had the pleasure of corresponding directly with the author as some inevitable questions came up while reading his book. He was approachable, eager for feedback, and generous with additional knowledge and insight when he was asked to explain the occasional section of the book where wording might not have been clear. This book contains a summary of courses offered by America’s Boating Club | United States Power Squadrons and provides information and guidance on many other topics. In this reviewer’s opinion, it’s an excellent book worthy of space on the reference shelf of your boating library. –Tom Alley, Boat Systems Committee chair THEENSIGN.ORG

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ADOBE STOCK

BOATING GONE BAD Man overboard training prevents Great Lakes race tragedy

BY ROBERT A. BUCHANAN

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

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► In July 2024, a horrible, unthinkable tragedy was avoided during Chicago Yacht Club’s 115th Race to Mackinac thanks to satellite technology, superb seamanship, and a well-schooled, tautly disciplined crew.

The Grand Prix of sailboat racing, the Chicago race is considered one of the world’s most arduous because lakes Michigan and Huron stretch north to south, but the Great Lakes’ weather moves west to east.

In the dark, stormy hours of Saturday night, July 13, with winds up to 40 knots, a crewmember on Callisto went to bring down the spinnaker sail. Heavy winds can rip a spinnaker or worse—if the spinnaker goes underwater, the scooped-up weight of the water can push the boat flat on its side. A huge wind gust jolted the boat and knocked the untethered crewmember overboard into the violent nighttime Lake Michigan waters.

Each crewmember must wear a self-inflating life jacket with a waist pack containing an Automatic Identification System or GPS receiver. This wateractivated satellite system instantly transmits a man overboard signal visible on the receiving screen of every other boat. The pack also has a waterproof radio, whistle and lights. →

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→ The 52-foot Santa Cruz Madcap was in the best position to approach the crewmember in the water.

When a crewmember saw the man overboard signal on their receiver, the Madcap crew leapt into action.

Finding the victim was easy; his lights shone like a Christmas tree. Sails were dropped, the diesel started, and Madcap circled back to throw a Lifesling into the water with a line attached. Madcap then circled so the man in the water could be “lassoed.” Each person knew their job: the spotter who kept his eyes on the crewmember, the search light operator, the Lifesling crewmember. The most experienced helmsperson took the wheel.

Bringing a person aboard by way of a swim platform can be dangerous due to the sharp rudder and propeller; a propeller strike on the leg could sever an artery. To be safe, the Madcap crew used a bosun’s chair to hoist the person up over the side with a halyard and winch. Once the crewmember was safely on board Madcap, Callisto and Madcap skippers decided that returning him to Callisto was too dangerous, so he continued on Madcap as a guest as both boats finished the race.

As a result of crew training, discipline and technology, the rescue took 20 minutes from activation of the man overboard alert to the crewmember being safely aboard the rescuing boat.

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As a result of crew training, discipline and technology, the rescue took 20 minutes from activation of the man overboard alert to the crewmember being safely aboard the rescuing boat.

Three other boats lost their masts in the horrific Lake Michigan weather conditions. This could have been tragic if the carbon fiber loose masts had penetrated a fiberglass hull. ■

ABOUT THE AUTHOR Robert Buchanan has sailed offshore for years and always holds a man overboard briefing prior to getting underway.

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PADDLE SMARTS Paddling rivers and creeks

BY JIM GREENHALGH

PADDLING BY JUNIPER BLUFFS ON JUNIPER CREEK IN THE FLORIDA PANHANDLE

+ ALL PHOTOS BY JIM GREENHALGH UNLESS OTHERWISE NOTED

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► Paddling inland rivers and creeks can be fun as it offers changing scenery in a more protected environment than open water, and the current can help the paddler cover more distance with less effort.

Many people exclusively paddle rivers or creeks as they may not feel comfortable in open water with the possibility of rough seas. Paddling inland rivers and creeks can offer a more protected environment with flatter water and put the paddler closer to the safety of land. The river environment often requires different equipment depending on conditions. While paddling rivers and creeks can offer more safety, there are also different hazards that the paddler must prepare for. Here, we discuss some of the equipment, trip planning and some hazards that paddlers may encounter on rivers and creeks.

Paddling rivers and creeks versus open waters

Paddling rivers and creeks is different from paddling the open waters of lakes, bays or the ocean. In rivers and creeks, the entire body of water flows downhill with force, carving a channel that ultimately takes it to sea. At each bend in a river, you can expect a shallow area or sandbar on the inside with a deeper, scoured-out → THEENSIGN.ORG

→ area around the outside of the bend. Rivers and creeks are classified on a scale of navigation difficulty from Class I (easy) through Class VI (extreme rapids). Most paddlers can safely paddle up through Class II. Classes III and above get into serious whitewater, requiring different skills and equipment that are beyond the scope of this article.

Paddlecraft for river paddling Most paddlecraft can be used on rivers and creeks; however, some materials are better choices for this environment. In the open waters of lakes, bays or the ocean, many paddlers prefer a composite boat made of fiberglass, Kevlar or carbon fiber. The skin of these vessels offers less resistance and will slide through the water more efficiently, requiring less energy to paddle. When paddling rivers or creeks, a polyethylene or other flexible plastic-type hull is preferred.

Rivers and creeks may be lined with logs or rocks that can do serious damage to the rigid hull of a composite boat.

A flexible plastic boat can slide right over these obstructions with nothing more than simple scratches. Also, I recommend using a paddle without the Mylar paddle reflectors, offered in the vessel safety check program. Impact from rocks, logs or other debris will damage the reflectors, and they usually aren’t needed to warn other vessels of your presence in that environment. I use a paddle without reflectors when navigating rivers and creeks.

TOP: PADDLING A CANOE ON A LAZY RIVER BOTTOM: GUIDEBOOKS AND MAPS FOR PLANNING A RIVER TRIP

Trip planning There are many resources available to plan trips on rivers and creeks.

Online you can find maps of popular streams; simply search “map of (name of river or creek).” Unlike nautical charts, most of these maps do not follow any standard, so look at the legend if available. You can print maps of rivers and creeks using Google Maps or other sites with your home computer. Many paddlers navigate directly on the water using cellphone apps or a handheld GPS. There are also many guidebooks available, usually covering a specific state or geographic area, listing nearby rivers, creeks or other inland waters. These books list the locations, display maps, launch locations, distances between segments and other pertinent information. River gauge information on specific rivers and creeks can often be found online.→ THEENSIGN.ORG

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PADDLE SMARTS → The U.S. Geological Survey maintains a site, USGS WaterWatch, which shows the latest information and lists many rivers and creeks throughout the U.S. These online gauges display much information, but most useful to boaters is the current “stage” of a river or creek in feet.

They also indicate current water levels from low to flood stage and include graphs indicating if the river is trending up or down.

A DEAD TREE COLLAPSED IN A RIVER CREATES A STRAINER.

One of the best sources of information is local knowledge, which can be obtained from a local paddling outfitter if available. Local outfitters know the latest realtime river conditions, and many police them regularly to clear deadfall and keep them open for navigation.

There are two ways to operate a river trip; up and back or a shuttle.

Going up and back means you park and unload the gear at one launch and then paddle upstream, turn around and return. It is better to paddle upstream first and return downstream when you have waning energy. Shuttle trips are fun because you paddle downstream the entire trip, and you can paddle a longer distance without covering the same territory twice. The downside is that you have to organize a group shuttle, staging vehicles at the upstream launch and at the downstream pickup, which can be time-consuming. The alternative is to hire a local outfitter that can shuttle the group and equipment using commercial vehicles.

Paddling hazards When paddling on a river or creek, remember that the entire body of water is moving downhill. Any vessel traveling downriver with the current will be less maneuverable. Paddlers need to keep this in mind when encountering obstructions or other boat traffic. At higher speeds, obstacles come up much faster, so keep an eye out front and be ready to take action to avoid collision. Boats proceeding upriver are more maneuverable and thus have more ability to avoid obstructions and downbound traffic.

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One of the most common hazards paddlers will encounter on a river or creek is a “sleeper,” a rock or log just below the surface. → THEENSIGN.ORG

LISA SHIER

→ This is one reason I recommend using a polyethylene-type boat as it will more easily slide over a sleeper, avoiding serious damage to the hull. Many sleepers on a forested river will be deadfall—trees that have collapsed into the river. Often deadfall will block a river, requiring paddlers to haul boats over, under or around obstructions, or terminate the voyage and return to the launch.

One of the most dangerous hazards in river and creek paddling is a “strainer”—an area where water flows through fallen logs, limbs, foliage, rocks or other material and acts as a sieve to trap any floating material or debris, including swimmers. I have been involved in two rescues where a capsized paddler was pinned against a strainer in a slow-moving stream. The water pressure holding a swimmer against a strainer, even in slow-moving water, can be shocking. Strainers can be deadly, and rescuing someone caught in one can be difficult. Paddlers should always look out for and avoid strainers.

When paddling a river strewn with rocks, logs, sleepers and strainers, try to navigate your boat through the “tongue.” Water flowing through obstructions creates a visible V in the clear area between obstructions. The V points downstream and is bordered by lines of whitewater, giving it the appearance of a tongue. This is the area that is usually free of obstruction with deeper water. Also, if you end up in the water in a flowing river, always maneuver your body so that your feet are pointed downriver to protect your head from impact.

PAULA MAJHAN

TOP: WHEN PADDLING, AIM FOR THE “TONGUE” TO NAVIGATE CLEAR WATER. BOTTOM: WYSONG LOW HEAD DAM ON THE WITHLACOOCHEE RIVER

On some rivers, paddlers may encounter a low head dam. Often unmarked, these dams are much lower than major dams, many only several feet high, and may be difficult to see when approaching from upstream. Water flows continuously over the entire crest → THEENSIGN.ORG

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PADDLE SMARTS

A UHF BAND RADIO IS USEFUL FOR GROUP COMMUNICATION ON A NARROW WINDING RIVER.

→ of the dam, and they can be dangerous for unsuspecting boaters.

Often low head dams trap strainers on both sides of the structure and may contain large and dangerous hydraulics on the downstream side.

Paddlers should never attempt to paddle over a low head dam.

Of course, paddlers should always be on the lookout for other boat traffic, especially fast-moving powerboats. Consider that powerboaters need to stay in the deeper natural channel of a river, so paddlers should try to stay to the side out of the channel. It’s best to paddle on the right side of a river; however, paddlers will often have to switch back and forth to avoid shoals, rocks, logs or other obstructions, especially on a winding river. Also, listen for powerboat traffic that may be coming around a blind bend and try to position your paddlecraft in a safe place to avoid unexpected traffic when nearing a bend.

Group communication on rivers While paddling with groups, my experience has shown that marine VHF radios simply do not work on winding rivers. Marine radios operate in the VHF band, a frequency range that requires a line of sight. Paddlers often carry a handheld marine VHF with an antenna that is at best 2 to 3 feet above the water, and as paddlers round a bend out of sight, communication is lost. →

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→ When paddling with larger groups, my paddling club has found that Family Radio Service radios are ideal for group communication. FRS radios operate in the UHF band, which is not affected by intervening structure, and they do not require an FCC license. Communication is clear even when forests, riverbanks, concrete structures or buildings come between users.

Intervening structure does reduce the advertised range, however. Even in deep forest, we usually get a half-mile range, plus or minus, which works fine to keep a group of paddlers in contact. On a river, a large paddle group may get strung out over a mile or more, so we place FRS radios with the lead, the sweep, and some in midgroup. This usually keeps the entire group in contact with each other.

Paddling rivers can be fun, and paddlers can avoid the sometimes-rough conditions found on open water. Often, you will see more wildlife under the shady canopy of a forest while being closer to the safety of a riverbank. There are other hazards to consider, but proper planning and preparation will make exploring rivers and creeks a pleasant and safe experience. ■

One of the most dangerous hazards in river and creek paddling is a ‘strainer’—an area where water flows through fallen logs, limbs, foliage, rocks or other material and acts as a sieve to trap debris.

”

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

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THE JOURNAL OF THE INDIGO, PART II

Boater documents two-week sailing charter with friends 28

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►Jim Ament, the author of this journal, was a crew member on Indigo, a sailing charter boat based in Grenada, Windward Islands. Jim’s journal captures the excitement and adventure of the charter and the importance of the friendships built during that cruise. As for any journal written at sea, the writing style captures the cruise unlike a narrative written after returning home. For this reason, the editors have kept the journal in Jim’s original form and style. We hope that you will enjoy it as much as we do. –Bill Buffum and Laura Landis, Boulder Beacon editors

The boat Indigo is a 2009 sloop-rigged 44-foot Jeanneau, with a furling genoa and lazy jacks for the main. It has two steering wheels; a 6-foot 7-inch bulb keel; a fixed threebladed prop; a blade rudder; three staterooms, three heads, a large salon, galley and cockpit─comfortable for six people; Raymarine navigation equipment; but no microwave or air conditioning. The charter cost $6,500 for a two-week trip from Horizon Yacht Charters.

The crew

BY JIM AMENT OF BOULDER VALLEY SAIL & POWER SQUADRON

LEFT: INDIGO RIGHT: PART OF THE MOTLEY CREW

Jim Ament

+ THIS ARTICLE ORIGINALLY APPEARED IN THE BOULDER VALLEY SAIL & POWER SQUADRON NEWSLETTER, BOULDER BEACON, AND RETAINS THE ORIGINAL EDITORS’ NOTE. READ PART I IN THE FALL 2024 ISSUE OF THE ENSIGN.

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Capt. Anne Hammond Harry Hammond Bill Buffum Les Ratekin Todd Berryman

THE JOURNAL OF THE INDIGO

JIM AMENT AT THE HELM

The trip Wednesday, Feb. 1 (Day 8 on the boat, day 6 sailing): Up at 7 a.m., we had oatmeal and coffee for breakfast. Les and Anne went snorkeling before we left the island of Mustique about 9:30 a.m. We passed Canouan, also known as Turtle Island. Our destination was Tobago Cays, a national park with spectacular coral reefs and no facilities. We hooked to a mooring ball and had lunch: PB&J for me. I did some snorkeling and saw starfish on the seafloor, small fish and a turtle. Later, I washed a shirt in a bucket of sea water and then hung it on a lifeline with clothespins—indispensable on a cruising boat and supplied by Horizon. When it dried, I couldn’t discern any difference by using sea water.

Our captain, Heiden, had told us to find Romeo to provide a great lobster dinner on the beach. We couldn’t find Romeo, but Alfonzo found us and convinced us to go with him. Later, as we were loading into Alfonzo’s boat, a wave pushed his boat against ours where there were no protective fenders, smashing Bill’s hand on the rail. We got Bill back on board and grabbed the first aid kit. We concluded that his hand wasn’t broken because he could move his fingers, but it was bleeding, and Bill was on a blood thinner. He got that under control, and I put antibiotic ointment on his cut and wrapped it. Alfonzo left to cook dinner. We waited as the skies grayed; it started to rain intermittently. →

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→ Alfonzo showed up with platters and bowls of food covered in aluminum foil. We paid him for the wonderful feast: six whole spiny lobsters, mahi-mahi, salad, plantains, rice with ginger, small half-potatoes with cheese, and a root vegetable. We washed the dishes, including Alfonzo’s, who would pick them up in the morning. It was windy and rainy, so we closed the hatches, which made for a humid night.

Everybody went to bed by 9 p.m.

Thursday, Feb. 2 (Day 9 on the boat, day 7 sailing): What a night—heavy rains and strong winds all night long! The dinghy banging against the stern, water and fuel tanks sloshing, waves hitting the boat, a banging halyard. The noises from below meant that we mostly napped rather than getting a good night’s sleep. A lazy morning ensued, with continuing wind but clearing skies. We had pancakes, eggs and coffee for breakfast.

We discussed what to do next: Sail to our next location or wait until the wind subsided, hoping the snorkeling would be better as it was probably cloudy from the weather. We’d had sustained winds of 20 knots, with gusts much greater, but few big waves inside the protection of the reefs. It was choppy, though—Force 4–6 weather per the Beaufort wind scale. We left Tobago Cays at 11:30 a.m., motoring a short distance to Mayreau, the smallest inhabited island of the Grenadines with about 250 residents.

We moored at Saline Bay. Later, Anne took Les, Bill, Todd and me in the dinghy and beached it so we could check out the area. Locals were selling shirts and dresses, and a party was set up to entertain the passengers of Windstar, a large motorsailer tour boat. When Anne came to pick us up, we convinced her to tie up the boat and join us for a beer.

BOTTOM: INDIGO

Back on the boat, I cooled off in the ocean and then rinsed myself with freshwater from the hose at the stern. After, I took a short nap on the foredeck. We had snacks before dinner—cheese, crackers and nuts. Dinner was an excellent rice bowl concoction with sausage and a salad that Todd made. He’s a good cook! → THEENSIGN.ORG

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THE JOURNAL OF THE INDIGO We had trouble finding our boat.

This went on for about 10 to 15 minutes—four lost souls floundering around in undisciplined patterns.

“

Friday, Feb. 3 (Day 10 on the boat, day 8 sailing): We headed to Union Island to clear customs from St. Vincent and the Grenadines. Three thousand inhabitants live on this 3-mile-long island visible from Mayreau. After breakfast, we left. We saw beggars and people selling ice, bread and fish. Goats combed through the trash, looking for something to eat, and dogs wandered around lazily.

The buildings were in disrepair.

Back at the boat, we had macaroni and cheese for lunch and then left for Tyrell Bay on Carriacou Island at 1 p.m. to check into Grenada. This was relaxed downwind sailing at 5 knots or more for about 2½ hours. We anchored there for the night and then Anne and I took the dinghy to shore to deal with the paperwork. While waiting on Rick to take care of his fees, we met a tanned Dane with wild blond hair, a beard and powder-blue eyes who was sitting in line.

He and four friends had built a 40-foot, thick-hulled wooden boat, named itilia, in 2015 to a 1910 design by naval architect Colin Archer. It had no winches but used old-style pulleys and lines for the sail systems. Anchored in the bay, the boat was beautiful with a wooden mast. They had sailed it from Denmark.

When Anne got to the immigration officer, we had a minor paperwork problem and he was ready to close, so we had to come back in the morning. We had snacks on the boat, talked about the day, and then Bill, Les, Todd and I had a swordfish dinner at The Original Slipway, a rickety old restaurant on shore decorated with old boatbuilding machinery and boats hanging from the ceiling. Our seats looked like old ferry boat benches, but the place was busy and the food was good. When we left in the dinghy, there must have been 30 to 40 boats out there with their anchor lights on, all looking identical in the dark. Needless to say, we had trouble finding our boat. This went on for about 10 to 15 minutes—four lost souls floundering around in undisciplined patterns unable to find boats that we knew were near us. Harry and Anne could hear us and shined a light to where they reasoned we were. We didn’t catch on until they jiggled it, and we headed straight for it, saved from running around all night. Did we have phones with us? No, but we talked about other practical solutions, such as a unique light easily differentiated from all the standard →

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→ anchor lights, to be used only in such circumstances. We had lots of laughs and then went to bed. I think this was the night that Les, a big guy, threatened to join us in the stateroom. What he really wanted, thank goodness, was to switch sleeping places. I readily agreed!

Saturday, Feb. 4 (Day 11 on the boat, day 9 sailing): After coffee, Anne, Les and I went to shore to take care of immigration. We met an older couple from British Columbia on their 39-foot sailboat on the hard. They had sanded their hull and painted it themselves with copper-based marine paint, which is illegal in many parts of the world due to toxic effects on marine life. It also works better than other antifouling coatings. They had been in South Africa and up the U.S. East Coast. They visited New York City; Charleston, South Carolina; and points south. They came to Tyrell Bay because of the good boatyard, which had an expensive new crane. They never said where they were headed next. The man said it was his wife who decides where they go; she was the one who wanted to take off sailing around the world, and he just went where she did.

INDIGO

We left them and saw more of the area by Slipway in the daylight—a cactus growing on a rooftop and old machinery like a large, rusted engine that pulled boats up from the water. Back on the boat, we had oatmeal and orange juice for breakfast, and then pulled the anchor and left for Grenada at 10 a.m. It was great sailing, mostly 6 to 9 knots with a reefed main and full jib up.

We arrived at Happy Hill Bay north of St. George’s and hooked to a mooring ball for the night. Anchoring was prohibited because of the protected reef, but a catamaran pulled in and dropped anchor nearby. We yelled to them that it was not allowed. They thanked us, quickly retrieved it and hooked to a mooring ball. I swam while others went snorkeling. Later, Anne and Todd prepared an apple and lettuce salad and a tuna, rice, pepper, onion and bean main dish. → THEENSIGN.ORG

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THE JOURNAL OF THE INDIGO Checkout with Horizon was simple, mainly because we returned the boat as we had received it.

“

→ Interesting discussions ensued, but everyone started thinking about bed at 7:30 p.m.

Sunday, Feb. 5 (Day 12 on the boat, day 10 sailing): I got up early and went out on the back deck, stretching a little while others got up. We had scrambled eggs, fruit and the rest of the oatmeal for breakfast. We then left our mooring and motored a short distance to a spot where Les, Anne and Todd snorkeled. Bill, Harry and I stayed on the boat and talked.

When the snorkelers got back, we had a nice two-hour sail back to the Horizon Charter dock. Our sail was sadly coming to an end.

Harry, Anne, Bill and I stayed on the boat and ate leftovers for lunch while Todd and Les went to a restaurant on shore, starving for cheeseburgers. Some of us then went to a saltwater pool to cool off and relax. Afterward, I took a shower and shaved, which felt good. In the late afternoon, I had a Carib beer at the Dodgy Dock with Bill, Todd and Les, and John from the catamaran joined us. He and Bill grew up together in Michigan and learned how to sail together in their youth.

At 6 p.m., some of us walked to the restaurant Bananas, which was showing the Super Bowl on a large screen. The service was awful! Clearly untrained, the poor waitress had probably been summoned by a relative to help on what was expected to be a busy night. They only had one menu, which we had to read using our cell phone flashlights. Rick and his crew had joined us, but they couldn’t handle the inefficiency and left. We fought through it and laughed when the waitress requested we give our one menu to another table that had just arrived. The food was fine but not memorable, and paying the bill was a bit of a circus, but we left at halftime in good spirits. We were in bed by 10:20 p.m., assuming the Atlanta Falcons would win.

Monday, Feb. 6: After a good night’s sleep in the salon, I helped with breakfast and organized my stuff. We were shocked to learn that the Patriots beat the Falcons in overtime. Checkout with Horizon was simple, mainly because we returned the boat as we had received it. →

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→ We loaded our luggage into a large taxi van and took a tour of the island, which we had already booked.

Our guide, Keith, showed us sites of early slave trading in St. George’s and explained that the forests were replaced by sugar cane and cotton plantations owned mostly by Scottish and English landholders. The volcanic soil is fertile, and the land is full of varied plant life. Keith said one could grow all the fruits and vegetables necessary to sustain a family, with some left over to sell, with about an 11,000-square-foot plot of land and a 4,000-square-foot house on it.

We toured a nutmeg factory, an important crop in Grenada (the spice island), and a chocolate factory. We went into the rainforest, visited a beautiful waterfall and watched monkeys at about 1,900 feet elevation. Keith told us of the devastation of Hurricane Ivan in 2004, which wiped out 90% of the crops. The St. George’s University medical school is a bright spot for the island. There are about 35,000 cars on the island, mostly Japanese-made. I only saw one person on a bicycle, but it’s understandable. The roads are very steep, curvy and not well maintained.

MONA MONKEY

When the tour was over, we checked into the La Heliconia Hotel, the same place we stayed at the beginning of the trip. I had a beer with Todd and got my stuff organized on the fold-out bed. Todd, Les and I shared a room. We went to dinner at a place the hotel recommended.

It turned out to be a fancy bowling alley and pool hall with a restaurant upstairs overlooking the alleys. It had to be one of the noisiest places I’ve ever been in. The service was slow, but the hamburger and Carib beer were good. The hotel van picked us up at 8:30 p.m., and I was in bed by 9:30 p.m. after a shave and a shower. I noticed that the bed didn’t roll, and there were no strange boat noises during the night. I slept well and was up at 5:30 a.m. for a 6:15 a.m. taxi to the airport.

Tuesday, Feb. 7: We checked in as soon as we got to the airport. The flight was late to depart, but the plane wasn’t full, and we had room to stretch out. I enjoyed the speedy immigration check in Miami, a result of having a Global Entry pass. My wife, Karen, picked up Les and me, and we drove him home. I was tired but pleased by my experience. → THEENSIGN.ORG

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THE JOURNAL OF THE INDIGO

Final thoughts The sailing was wonderful, thrilling at times; I couldn’t have asked for better, and I learned a lot. The crew was terrific. Engaging people with interesting backgrounds, everyone pitched in. It was good to get to know them, and I’d join them again anytime, if they’d have me!

MARIGOT BAY

The boat was fine. Yes, we had an engine problem—part of the adventure—and the water and fuel gauges constantly read full, but all in all, the boat worked for us. I only saw two insects—flies. I assume there were creepy crawlers somewhere, but I didn’t see any, and I saw no mosquitoes, I assume because of the trade winds. A couple of people mentioned that they’d been bitten in the night by no-see-ums.

There is a lot of poverty in the Caribbean islands, but the people were pleasant. Tourism is important to the economy, and it was interesting that there appeared to be a competition between those from St. Vincent and Grenada.

I would do this trip again in a heartbeat as I absolutely loved it. A big thanks to Les for getting me involved! ■

ABOUT THE AUTHOR Jim Ament was born in 1942 and raised in a small Ohio town. He attended a small Ohio college and joined the Ohio National Guard and then got a job with a worldwide aluminum company. He married his wonderful wife in 1970, and their marriage is still going strong. They moved a lot due to promotions and traveled the world on business and pleasure. In 2005, Jim retired to the beautiful Colorado Rockies.

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THEENSIGN.ORG

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We are part of your community, so we are invested in your personal financial success.

Working with America’s Boating Club, Huntington provides the following resources to help you become a successful homeowner.

• In-depth financial education opportunities • $300 mortgage closing cost discount

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Mortgage Loan Officer - Retail NMLS# 718444 91 Monroe Street Detroit, MI 48226 o: (248) 866-0157 e: kristin.m.gee@huntington.com `

Offer limited to one closing cost discount per loan.

All loans are subject to application and credit approval, satisfactory appraisal, and title insurance. Terms, conditions, and loan programs are subject to change without notice. Other terms, conditions, and restrictions may apply.

STRENGTH IN PARTNERSHIPS

ABC | USPS to collaborate with Virginia Institute of Marine Science to survey Chesapeake Bay ADOBE STOCK

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As boaters, we rely on chart data, whether electronic or paper, for safe route planning—but where does that data come from?

Traditionally, this information has been sourced via survey vessels, with the frequency and accuracy often driven by commercial needs, but many recreational boaters veer from these well-surveyed areas for activities such as fishing. Creeks and tributaries that we all enjoy are often the least known when it comes to charted depths.

BY GENE DANKO OF ROCKVILLE SAIL & POWER SQUADRON

Through District 5, America’s Boating Club | United States Power Squadrons has partnered with the Virginia Institute of Marine Science on a new program to survey the shallow waters of the Chesapeake Bay and its tributaries. Many soundings on which today’s charts are based were taken over a century ago. Efforts by government agencies to maintain currency have been limited, but modern technology now allows crowdsourced data to be reliably processed, potentially resulting in updated charts for both government and recreational use, and better modeling of the bay estuary.

VIMS steps forward VIMS has an established program with the National Oceanic and Atmospheric Administration to recover lost or damaged crab traps, or pots, in the Virginia waters of the Chesapeake Bay. So far, over 34,000 pots have been recovered by Virginia watermen—a significant step toward reducing stress on the crab population, bycatch of other species and hazards to navigation. VIMS realized that the tracks of the watermen’s vessels could provide useful soundings containing depth, latitude, longitude and time/date data. With 70 boats participating, VIMS was able to obtain over 3.6 million points of survey data over the course of a season.

Jane Batten, widow of Weather Channel founding owner Frank Batten, recently made a $100 million gift to create the Batten School of Coastal & Marine Science, which empowers VIMS research and public outreach programs. In late 2023, members of the VIMS Foundation Board reached out to District 5 commanders Joe Gibson and his successor, Bob Blevins, → THEENSIGN.ORG

+ LEARN MORE ABOUT VIMS SHOAL PROJECT

BIT.LY/VIMSSHOAL

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STRENGTH IN PARTNERSHIPS

→ to offer America’s Boating Club | United States Power Squadrons the opportunity to crowdsource shallow-water depth data that would improve the accuracy of VIMS’ SCHISM model, selected by NOAA as the most accurate way to monitor and improve the Chesapeake Bay area response to the impacts of climate change. In 2024, Delaware River and Northern Neck Sail & Power squadrons carried out a pilot program.

THOUSANDS OF DERELICT CRAB POTS, MARKED BY RED DOTS, HAVE BEEN REMOVED UNDER A VIMS PROJECT. (NOTE THE TRACK LINES IN PINK, FROM WHICH BATHYMETRIC DATA WAS OBTAINED.)

Structured surveys not required The concept of crowdsourced sonar data is not new, with charting software like Navionics collecting boater-uploaded sonar information to provide higher-fidelity soundings and most likely machine learning to assess the accuracy of the uploaded data.

But in this study, each boat was required to submit precise data regarding the transducer offset from both the waterline and GPS antenna to ensure that the data collected was based on a consistent datum. Transducers were set at the optimum ping frequency, and VIMS personnel showed each boater how to export the tracks collected.

In the pilot program, teams of squadron boats went out to survey small bodies of water, conducted by running parallel track lines. In one day, they could generate a complete survey of a river or creek.

VIMS learned that properly equipped boats could also take soundings at any time just by running about and uploading their data. The final step in the process was for each boater to register with the VIMS data collection portal so that stored bathymetry data can be shared as .gpx track line files that may be uploaded over the course of the season. →

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The future of the program Now that the Northern Neck Sail & Power Squadron team has observed the setup process, it will be relatively straightforward to replicate with additional boats and squadrons. District 5 will be taking the program live in 2025, with all boats participating as they are able.

According to District Commander Bob Blevins, “This is a great opportunity for so many people. VIMS and the federal government get needed data for chart corrections but also for predictions of the effects of storm surge on fragile coastal areas. Our squadrons have a rallying cry to come together and work on a project of national impact, and the district can help raise the visibility of USPS for our work across the region.”

NORTHERN NECK SAIL & POWER SQUADRON MEMBERS RAN VARIOUS TRACKS TO ACCUMULATE DATA FOR THE VIMS SHOAL PROGRAM. THIS DATA PROVED OUT THE COLLECTION PROCESS AND ABILITY TO OBTAIN HIGH-FIDELITY DEPTH DATA IN SHALLOW AREAS OF THE CHESAPEAKE BAY.

Any data taken while boating on the Chesapeake Bay helps to improve the existing knowledge base for shallow-water bathymetry in the region. Eventually, VIMS hopes to expand the program to all the estuaries of the U.S. All squadrons and clubs are welcome to join the effort. ■

ABOUT THE AUTHOR Gene A. Danko is a 35-year member of Rockville Sail & Power Squadron/5 and a life member of America’s Boating Club | United States Power Squadrons. He has been sailing the waters of the Chesapeake Bay for over 40 years as well as Narragansett Bay, Long Island Sound and various Caribbean destinations. His current project is Sundowner, a Mainship 34 trawler, which he affectionately refers to as “Queen of the Dock.”

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2025

ANNUAL MEETING

Join us in Orlando, Florida, at the Rosen Plaza Hotel from Feb. 2–9 ROSEN PLAZA® HOTEL

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+ MAKE HOTEL RESERVATIONS

ROSEN PLAZA® HOTEL

This winter, take a break from your routine and join your boating pals at the 2025 Annual Meeting of America’s Boating Club | United States Power Squadrons.

The National Meetings Committee has organized a great selection of events and activities to enrich your stay in the destination city of Orlando. If this is your first national meeting, please let us know when you register. First-time attendees will receive special perks and are invited to attend a reception in their honor.

Reserve your room If you haven’t yet booked your accommodations for the 2025 Annual Meeting, do so by Jan. 9, the last guaranteed day to get our group rate of $189 per night at the Rosen Plaza Hotel at 9700 International Drive in Orlando.

Plan your stay Want to save money while you’re in Orlando? Registration for meals and events is open now. The deadline for discounts is Jan. 3, so sign up ASAP! Be sure to download the agenda, too.

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! e r e h t u o y e e s 43

ADOBE STOCK

SHIPSHAPE Preparing for the next Helene

BY DARA BROOKS

+ A VERSION OF THIS ARTICLE ORIGINALLY APPEARED IN THE DUMPING GROUNDS NEWSLETTER OF AMERICA’S BOATING CLUB DETROIT/9.

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► As I pen this article, my husband, Joe, and I are hunkered down in our home on the Gulf side of Florida. For several days, all eyes have been on the storm that will become Hurricane Helene.

The National Weather Service warnings are in effect. Our county is sending us regular text messages telling us which zones need to prepare for evacuation and the steps to take. The television also emits loud, piercing notifications each time something changes. The manufacturer of our generator emailed its customers with whole-house generators. Our first major investment after we closed on our house, our Generex generator has brought us through every power outage; I anticipate we will be fine this time, too.

Both our homeowners’ and car insurance carriers have contacted us. With all the insurance companies that went belly-up rather than pay claims not so long ago, I cross my fingers that they will hold their end of the bargain for everyone needing to make claims this time.

With all that’s been going on, unless you live under a rock, you probably know a storm is brewing here in Florida. →

THEENSIGN.ORG

What’s different about Helene?

Hurricanes are tropical cyclones that form in the warm waters near the equator. In the Northern Hemisphere, tropical cyclones are categorized by wind speed. Once they reach over 74 mph, it’s called a hurricane. To form, hurricanes need waters of at least 80 degrees Fahrenheit. Warm water rises into the air, and as it rises, it creates lower air pressure beneath it. Nearby air rushes in, and the process repeats; the air warms, rises and then begins to cool. As that water vapor cools, it begins to condense and forms thunderstorm clouds, otherwise known as cumulonimbus clouds.

I can recall from previous hurricanes how loud and fast the wind was. The howling would send Joe and me to the floor.

The crashing bolts of lightning so big and bright in previous months told us that Mother Nature had something to say. As this storm approached, however, I remember thinking that the storm wasn’t as loud or the wind as strong as previous weather events. I wondered why.

It turns out that the storm surge from Hurricane Helene poses the biggest danger in Florida. The cities along the Gulf of Mexico are particularly vulnerable to storm surge because of their shallow coastal shelf. The key is the potential amount of seawater that can be pushed onto land by a tropical system. With major storms, the amount of water that can surge onto shore can fill buildings and cause homes to collapse. It’s one of the most dangerous parts of a hurricane —and a key reason why people who live along coastlines face mandatory evacuations ahead of major storms.

With major storms, the amount of water that can surge onto shore can fill buildings and cause homes to collapse.

”

Weather generates business In Florida, we are all about the weather. So, as we approached hurricane season, lots of attention moved toward preparedness.

Grocery stores began running ads urging customers to “stock up on the essentials before it’s too late!” Drugstores reminded us not to be caught in the hurricane without our medication—and, oh, by the way, don’t forget to buy first aid kits and other essentials to get through the storms to come.

The library had a desk staffed by people ready to discuss evacuation procedures. →

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SHIPSHAPE → I turn the volume up on my television as my local weather guy explains in detail what’s going on in our area. It wasn’t that long ago that I’d seen him in person. Sarasota Power & Sail Squadron had invited Bob Harrington, chief meteorologist for Sarasota’s ABC affiliate, to talk to us about hurricane season. No technical mumbo jumbo here; he broke it down and made it fun. Bob reminded us that weather is a big industry, and different stations vie for viewership, which translates into dollars.

What clubs and squadrons can offer This brings me to America’s Boating Club | United States Power Squadrons and the services and resources we provide the recreational boating community through our educational offerings.

Weather teaches the fundamentals of weather dynamics, causes, types of weather and storms, general weather and marine forecasting. Technology is rapidly changing, making weather forecasting faster and readily available to the masses.

Weather for Boaters teaches students how to recognize signs of changing conditions to help predict approaching weather. Learning to read a weather map makes more sense with a foundational understanding of wind, fog and clouds, better equipping the boater to make those important decisions that could save a life.

Modern Weather Forecasting takes a look at modern forecasting tools and how to use them. And, of course, Hurricane Preparation for Boaters will help you prepare for the next Hurricane Helene.

While many of these classes can be taken online, I suggest you start with your local America’s Boating Club | United States Power Squadrons chapter, where hands-on instruction opens the door to a world of boaters ready to help you safely enjoy recreational boating. ■

ABOUT THE AUTHOR Joining Detroit Power Squadron in 2003, Dara Brooks began assisting longtime newsletter editor Dorothy Atwood, who became her mentor. She took over as editor in 2017. An artist and genealogist, Dara is interested in all things creative, including writing.

Dara finds that her passion as a genealogist, preserving where we’ve been, where we are today and our journey into tomorrow spills over regularly into the publication. Now retired and living in Florida, Dara continues as editor, maintaining her full America’s Boating Club Detroit membership and an associate membership with Sarasota Power & Sail Squadron.

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► One fun activity in Cooperative Charting is getting out on the water to inspect navigation aids. When conducting an Aids to Navigation survey, you receive 15 credits for each verification and 25 credits if you find a discrepancy. A verification indicates that the aid is in its correct position and has no issues, and a discrepancy could include that the aid is out of position or needs attention.

To do a verification for individual credit, you will need to get reasonably close to the aid, whether it is a day beacon or a floating aid. Most day beacons are not in deep water, so be careful. If you determine that there is nothing wrong, take a time/date/GPS stamp photo of the aid using an app like Solocator, and then move on to the next one.

Conducting Aids to Navigation surveys

BY CHARLES “BO” IBACH III

If you find problems, such as missing boards or numbers, or the aid is missing altogether, you need to report the discrepancy to the U.S. Coast Guard by VHF radio, phone, email or the USCG website. Be sure to get a receipt from them showing that you were in contact, and attach the receipt to the report that you submit to the Cooperative Charting Committee. You also need to take a photo of the defective aid or, if it is missing, of the area where it should be.

Check the Local Notice to Mariners lists to see if your finding has already been reported. Once you have collected your information, go to the America’s Boating Club Cooperative Charting website under the Executive Department, where you will find the necessary form to report your verifications or discrepancies plus a link to the NOAA site to report any discrepancies to them. Make sure that you access the Light List to identify the number for each aid that you are reporting on. Apps like AV Assistant can help you find this information. Once you submit your report, a Cooperative Charting Committee member will review it and award your credits. You should get an email acknowledging that your report has been reviewed.

The committee is also developing a program for reporting navigation issues like shoaling or other chart discrepancies to NOAA. Note that this is only for reporting discrepancies in the charts, not general items or ATONs. If you have questions, please reach out to a Cooperative Charting Committee member. We are always glad to help. ■ THEENSIGN.ORG

+ THIS ARTICLE ORIGINALLY APPEARED IN THE SIDE LIGHTS NEWSLETTER OF AMERICA’S BOATING CLUB OF CHARLOTTE/27.

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WAYPOINTS

PECONIC BAY |

Putting the ‘craft’ in paddlecraft TOP: SOME BOATS LINE UP FOR THE START OF ONE OF THE HEATS. MIDDLE: THE BOATS AND THE COSTUMES ARE CREATIVE. BOTTOM: GLEN SHERMAN IN A RESCUE BOAT

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► As it has done in years past, America’s Boating Club Peconic Bay/3 helped with the annual Riverhead Cardboard Boat Race. The event included heats for children, teens, adults, single paddlers and groups with additional land-based pre- and postrace events. Every year, all boats are inspected to ensure they comply with construction rules and limitations, and PFDs are a must.

Spectators pack the waterfront, cheering on all the participants, not just the winners. –Glen and Diane Sherman

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RALEIGH |

Roasting oysters and welcoming new members

► America’s Boating Club of Raleigh/27 held an oyster roast on Nov. 13 at the Wake County Shrine Club. Twelve national members attended, including Chief Commander Ralph Bernard and Executive Director Maureen Healey from headquarters. Seven new members were sworn in. –Connie Shay

BALBOA |

Investing in student’s education ► As a recipient of a scholarship from Balboa Sail & Power Squadron/28, Soren Wyszpolski graduated magna cum laude from California State University Maritime Academy in May 2024.

–John Grandi

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WAYPOINTS POMPANO BEACH |

Honoring our veterans ► On Sept. 7, members of Pompano Beach Power Squadron/8 met at Fort Lauderdale International Airport to greet U.S. service veterans returning on Honor Flight South Florida’s Mission 32. Honor Flight South Florida is an allvolunteer organization dedicated to honoring all veterans in Broward, Dade and Monroe counties by flying them to Washington, D.C., to visit and reflect at the memorials built in their honor.

–Pete TenBrink JOYCE KLEIN

BOQUERÓN |

Learning the basics ► Students complete America’s Boating Course with Boquerón Power Squadron/33. –Damaris Ortiz Vega

DISTRICT 33 |

Holding fall conference ►District 33 held its fall conference with special guest Wilson RamirezMartinez, a geology professor and the Coordinator of Strategic Planning in the Department of Geology at the University of Puerto Rico. He gave an excellent presentation on a variety of nautical topics. –Damaris Ortiz Vega 50

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

Covering all of New England.

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

MISCELLANEOUS

WANTED

CLASSIFIED RATES $1 per word, $25 minimum.

Artwork is $25 per column inch. Submit payment and materials to The Ensign, PO Box 30423, Raleigh, NC

NAVIGATION RALLY???

An interesting navigational challenge plus an enjoyable social activity. Discover the fun in a cruiser navigation rally. predictedlog.org

27622 or email townsenda@hq.usps.org

Spring deadline: Feb. 1, 2025

NAME TAG SUPPLIER Lake Norman Awards and Engraving offers USPS name tags in “ABC,” “Branded” and “Traditional” styles. Call Dan Splawn for a current price list at 704-664-4662 or email him at LNAwards@msn.com

SHARE YOUR LOVE OF BOATING. FORWARD THIS ISSUE TO YOUR FAMILY AND FRIENDS.

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LAST HORIZON Merit Marks Senior Member, 5 merit marks Life Member, 25 merit marks Emeritus Member, 50 merit marks

How to submit Family, squadron commanders or other authorized representatives may submit reports of members who have crossed the bar.

Submit online + Indicates online obituary

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P/D/C Gene R. Alligood, AP Pamlico (NC) Squadron/27 Senior Member, 14 mm

Lt William G. Kuester Grosse Pointe (MI) Squadron/9 Senior Member, 10 mm

Eugene W. Blanchard, SN Detroit (MI) Squadron/9 Life Member, 47 mm

P/D/C John Lind Cyber Squadron/50 Life Member, 39 mm

Jay Claus Grosse Pointe (MI) Squadron/9

Ernest W. Mease, AP + Toledo (OH) Squadron/29 Senior Member, 17 mm

P/Lt/C Bette A. Conner, AP + Norwalk (CT) Squadron/2 Life Member, 25 mm Roger S. Cooper, P Vermilion (OH) Squadron/7 Senior Member, 14 mm P/Lt/C Ronald J. Grose Anchor Bay (MI) Squadron/9 Senior Member, 7 mm

C. David Weimer, SN San Diego (CA) Squadron/28 Senior Member, 23 mm P/C Hans B. Wessels, AP Anna Maria Island (FL) Squadron/22 Life Member, 32 mm Betty L. Zimmerman Anna Maria Island (FL) Squadron/22 Life Member, 26 mm

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ANDREA SCHAFFER

BITTER END ► The Brockton Point Lighthouse is located on the northeast corner of Stanley Park with a beautiful view of Vancouver, British Columbia. Visitors can walk under a pass through the 35-foot tower, built in 1914, to the shoreline pathway.

Before 1865, the land was used as a graveyard for early settlers. Edward Stamp cleared the land for a sawmill, but the strong currents in the harbor kept him from building log booms, so in 1891, he converted the land to a sports park used for cricket.

The number of shipwrecks led to the building of a lighthouse on the point. The first lighthouse keeper was Capt. William D. Jones, known as Davy Jones.

Under his watchful skill, he was credited with many daring rescues in his rowboat. Starting in 1909, Jones controlled all outgoing traffic, and John Grove at Prospect Point controlled all incoming traffic.

In addition to his other duties, Jones was charged with the firing of the 9 p.m. gun to help mariners set their chronometers. It continues to be shot electronically to this day. ■

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Brockton Point Lighthouse

BY BRIDGET DOERNER

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

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U.S. NAVY

BITTER END

The little steamers that could

BY DONALD JAHNCKE

USS WOLVERINE

+ THIS ARTICLE ORIGINALLY APPEARED IN THE BILGE CHATTER NEWSLETTER OF AMERICA’S BOATING CLUB BIRMINGHAM.

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►We are used to seeing U.S. Coast Guard vessels on the Great Lakes, but not U.S. Navy vessels. If you cruise up to Green Bay, Wisconsin, you might see one of the Navy littoral ships built in Marinette. I know that the Air Force and Navy carry out joint exercises on Michigan’s Mullett Lake on occasion. But during World War II, the lakes were a beehive of activity.

You might already be aware that 28 diesel electric submarines were built by the Manitowoc Shipbuilding Co. during World War II. Also, Sault Ste. Marie, Michigan, was the site of a 7,000-man defense force complete with 40-plus antiaircraft gun emplacements and 50 barrage balloons. Ninety percent of the iron ore for the war industry passed through the Soo Locks. The Soo Locks’ average annual tonnage was five times the annual tonnage of the Panama Canal! This was an obvious choke point that would cripple America’s war efforts and therefore imperative to defend. The concern was a long-range bomber attack of a guerrilla force landing by submarine in Hudson Bay. The U.S. commissioned a staggering 151 aircraft carriers during World War II, but none was quite like the USS Wolverine or its sister ship, the USS Sable. → THEENSIGN.ORG

NATIONAL NAVAL AVIATION MUSEUM

→ Not only were the two flattops the only American wartime carriers powered by coal (most naval vessels of the era ran on fuel oil), but both also served their entire military careers on Lake Michigan. And while these freshwater fighting ships faced no enemy and fired no shots in anger, both were invaluable to the American war effort. Together, they prepared thousands of naval aviators, including future President George H.W. Bush, for the dangerous job of landing planes on pitching and rolling flight decks at sea. It was squadrons of these same naval aviators that would help turn the tide against the Axis powers.

USS SABLE

Commissioned in 1942 as a training ship for naval aviators, the Wolverine began life in 1913 as the paddle-wheel steamer Seeandbee, a Lake Erie luxury cruise liner with 500 private cabins, a saloon and a great formal dining hall, complete with an orchestra.

For years, the Seeandbee’s berths were filled with upscale travelers looking to get from Buffalo, New York, to Cleveland overnight in style. But as ticket sales slumped during the Great Depression, the ship’s future seemed bleak.

It wasn’t until 1942 that it won an unexpected and new lease on life. Within weeks of the Japanese attack on Pearl Harbor, Washington bought the aging steamship and began converting it for military use. The Navy was desperate to acquire training aircraft carriers for the coming onslaught of rookie pilots and deck crew, and the admirals couldn’t spare a single serving flattop for the role. But ships like the Seeandbee could easily fit the bill.

In just four months, work crews cut away the vessel’s superstructure and fitted its hull with a 500-foot wooden flight deck, complete with arrester cables. A small bridge along the starboard side was also added.

Rechristened the USS Wolverine (IX-64) and commissioned in August 1942, the vessel, which lacked the hangar decks and defensive weaponry of a serving aircraft carrier, would be little more than a floating runway.

Tell us a story The Ensign features stories and photos from boaters like you.

Join our awardwinning team of contributors with our how-to projects, boating adventures, exciting cruising yarns and everything in between. Email ensign@hq.usps.org your story ideas or send us your photos and articles for publication in one of our upcoming issues.

Submit online

By 1943, the Navy needed to train even more carrier → THEENSIGN.ORG

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BITTER END → pilots, so in May the newly refurbished USS Sable joined the Wolverine. This newer carrier had been converted from the 518-foot paddle-wheel liner Greater Buffalo, the former pride of the Detroit and Cleveland Navigation Co.’s Lake Erie fleet. In its prime, the Greater Buffalo treated passengers to luxury staterooms and a vast dining hall. But by 1941, the Greater Buffalo sat idle. The following year, it, too, was acquired by the Navy and retrofitted with a flight deck made of steel. Eight rows of arresting cables and a bridge were added. Down below were pilot briefing rooms, living quarters, mess halls and even laundry facilities for both aviators and crew.

The only paddle-wheel aircraft carriers in the fleet, the Wolverine and Sable caused problems, as on windless days the carriers were too slow to generate sufficient winds across the deck for flight operations. Despite this, the Wolverine and Sable were useful platforms for pilots to practice takeoff and landing, freeing up frontline carriers for combat duty.

TOM TAYLOR

Unfortunately, after the war these two unique aircraft carriers were sent to the scrapyard. All that is left are the pictures and the stories. ■

Where away?

Email ensign@hq.usps.org by Feb. 15 with the location depicted here for a chance to win a gift from our Ship’s Store. We will choose a winner at random from all correct responses. Scott Miller correctly guessed the Fall 2024 location of Santa Cruz Island. The Ensign is always accepting new photos for Where away? Send your photos to the above email for possible inclusion in an upcoming issue!

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