Carolina On My Mind

Beaufort, South Carolina is one of those don't miss stops along the Atlantic Intracoastal Waterway and I don't think we have ever missed it. Our stay at Lady's Island Marina gave us a chance to sit out bad weather, catch up with old friends, help out old friends and renew our acquaintance with this wonderful town. But after nine days, we had the itch to move on to points north. The Chesapeake is calling and the summer is upon us. The currents in Factory Creek run pretty strong and although we could have gotten out of the slip, as we did it often when we lived here, it is still less stressful to pull out at slack water. On the day we left, slack water occurred at about 11:30 AM, so the late start and the early afternoon thunderstorms would make for an short day. Once in the Beaufort River, the incoming tides gave us a favorable current and a few extra miles per hour without burning additional fuel.

 

The currents along the ICW can be a big help or a big hindrance. Many boaters try and use the tide and current predictions to help make distance each day. But we can tell everyone that trying to play the currents is a complete waste of time. On this day, they worked for us almost all day, but we have learned over the many years that this is just a crap shoot at best. Sometimes, like this transit, the currents will provide us with a boost all day, and other times they will work against us. We have learned that you get up, get underway, and take whatever you get. Usually, the currents will switch back and forth several times during the course of the day. This occurs most often near inlets. If the tides are outgoing, as we approach an inlet, the current is running in our favor. As we cross the inlet and head away from it, the currents will be against us. Every once in a while we get an outgoing tide and hit the inlet at slack water. The tides reverse and we get the benefit of the incoming tide as we pass the inlet. This doesn't happen too often, but it does happen. The currents can add or subtract as much as 2 to 3 miles per hour to our speed. The reason we use miles per hour instead of knots when transiting the ICW is because the distance along the entire ICW is measured in statute miles so we don't have to do any conversions.

Our destination for the evening was Toogoodoo Creek (page 32, The Great Book of Anchorages, Norfolk to Key West), about 43 miles up the waterway from Beaufort at statute mile 495. We left Beaufort at slack low water and headed north on a rising tide. Two hours north of Beaufort is the Ashepoo-Coosaw Cutoff and one of the very shallow spots in the waterway. With a 2-hour rise on the 7-foot tides, the shallow entrance to the cut off the Coosaw River was plenty deep enough for us. At low tides, the depths would have been less than our 4-foot draft. The rest of the day was uneventful and we made good time in the favorable currents. We reach the Toogoodoo at around 4:30 PM and the clouds were starting to build from the west. That meant thunderstorms were coming. Anchoring in most of the rivers in the Carolinas also means taking tides and current into consideration. We drop the anchor with the boat pointed into the current and let the current drop us back on the anchor. We arrived at low tide so were confident in the water depths where we anchored, but we had to allow for the 7-foot rise in the tides to determine how much anchor rode we put out. The depths when we arrived and dropped the hook were 8 feet at the spot in the river we chose, but the 7-foot tides meant we would be in 15 feet of water at high tide. Our typical anchoring scope is 7-to-1, and given the fact that the bow of our boat is 4 feet off the water and the depths would be 15 feet at low tide, we adjusted scope for 19 feet. That means close to 140 feet of anchor rode for us to feel secure overnight. It also gives us some security when the thunderstorms roll through and can have potential wind gust up to 50 knots or more. The currents will also reverse a couple of times overnight as the tide switches, but our Manson Supreme anchor has done a good job of resetting in the reversing currents. Otherwise, we might have to lay out 2 anchors, fore and aft, and we really don't like to do that. By morning, the anchor rodes will be all twisted.

The thunderstorms rolled in at about 8:00 PM, but fortunately they only contained rain and some lightning, but no wind. Sitting in these narrow rivers with strong winds against the currents can be very uncomfortable and the boat does some very strange things. In a couple of hours, the storms were gone and the rest of the night was very peaceful. The next morning we were underway early with plans to anchor at South Santee River. During the day, the forecast changed and the reports were for 15 to 25 knots of wind overnight and thunderstorms. We switched plans and headed for McClellanville to tie up at Leland Oil Company Marina. We had had reports that they now have new docks. On our last stay there, the docks were in pretty bad shape. We were pleasantly surprised to find a new floating aluminum dock on concrete pilings with new power and water posts. At 3:45 PM, we were tied up and secure to wait out weather. Surprise, surprise, the winds were calm all night and not a drop of rain fell. You gotta love our weather service. Their employees are the only people in any industry that can be consistently wrong, never loose their jobs and get paid very well for it.

We watched a strong weather front progress toward the east coast with very severe weather and knew that it would be necessary to get secured the next day when even folks like us, uneducated in meteorology, could tell it wasn't going to be fun for the next day or so. Winds to 25 knots and severe weather was approaching. We shoved off as soon as the tide came in enough for us to get off the docks and get the boat turned around in the river. A quick 3 hours would get us to Georgetown, another one of our favorite waterway stops. By 10:40 AM, Beach House was secured to the dock in Georgetown. The heat had been really brutal for the last two days. The heat index had reach 105 to 110 degrees by afternoon and even on this day, the temps had reached 85 degrees by 10:00 AM. It would be good to be tied to a dock with power so we could run the air conditioner as much as we needed. Now it was a matter of waiting to see what the weather would bring. We'll let you know how things turned out.

For many more photos, visit our Facebook Page.

Current Navigation Notices

I just wanted to remind all of our boating friends that you can get the most current navigation information on problems and changes along the waterways by clicking here. I post these notices as the information comes in to me from the U.S. Coast Guard, Army Corps of Engineers, New York State Canal System and a large variety of reliable sources, including you. Send me a note any time you find any irregularities out there on the water and I will be sure and pass them on to other boaters. If we share the information we help everyone. In addition to getting the latest notices, you can see the actual locations using our online Chartviewer. You can also sign up for free email alerts and get the latest important notices sent right to your inbox. I hope you find this resource useful.

New Website Additions

We are very happy to announce two new additions to our website for The Great Book of Anchorages. We have added a new photo gallery for many anchorages in the Bahamas that can be viewed here, and if you would like to put a location to the photo, try our interactive map here. Remember, you can send along your favorite photos and we will add them to the gallery and map and give you full credit. Include details as to where and when they were taken. The new Bahamas edition of The Great Book of Anchorages is coming along nicely and is on schedule to be available by September 2013. The addition of Wavey Line Charts to the book makes this a great resource for any boater planning a trip to the Bahamas. For many more great photos, you can visit our Facebook Page and don't forget to like us and share our page with other boaters if you like what you see. Be sure and come back here or our Facebook Page for continued updates.

NTSB Safety Alert

June 9, 2013

Good preparation and proper use of safety equipment is key.
 
Although this safety alert stems from and relates to a commercial vessel its recommendations are very important to the broad spectrum of commercial, deep sea, recreational boating, and other types of seagoing and coastal water operations.

 The problem
The NTSB recently investigated an accident that required the crew to abandon a weather-damaged liftboat in near-hurricane-force conditions.1 Several problems leading up to and during the vessel abandonment negatively impacted the 10 crewmembers’ probability of survival once they were in the water, and four of them died as a result:

• The company hurricane plan did not account for rapidly and locally developing low pressure weather systems. This reduced the crewmembers’ ability to properly plan for the developing storm and to make an early decision to leave the vessel through routine means before the onset of the storm.

• The vessel had recently been equipped with two new inflatable throw-over-type liferafts. However, the liferafts were inflated on deck instead of in the water when the crew prepared to abandon the vessel. This led to the liferafts blowing away from the vessel and vanishing in the high winds and seas. The crewmembers ended up clinging to a lifefloat, which, unlike the liferafts, did not provide out-of-water flotation, shelter from the elements, and nonperishable food anddrinking water.

• Although the crewmembers had gathered additional food, drinking water, and other supplies while preparing to evacuate, they failed to take these with them.

• The vessel was equipped with an emergency position indicating radio beacon (EPIRB), which if activated would have quickly alerted authorities and narrowed the search area. However, the crewmembers did not take the EPIRB with them 1 Personnel Abandonment of Weather-Damaged US Liftboat Trinity II, with Loss of Life, Bay of Campeche, Gulf of Mexico, September 8, 2011. The report is available at www.ntsb.gov, under report number NTSB/MAR-13/01. when they abandoned the vessel. As a result, they spent 3 days in the water before search and rescue assets were able to locate them.

What can mariners do?
• Develop and execute a thorough weather preparedness plan. Ensure that your plan takes into account surface low pressure systems, nontropical storms, and other weather systems that may form rapidly and locally. (For example, not all hurricanes approach from the east.)

• Ensure you know how to use safety equipment. Don’t wait until a real emergency to find out whether you know how to properly use lifesaving equipment. Instead, include in your regular weekly or monthly drills a thorough step-by-step assessment of all such equipment, especially liferafts, which can’t actually be deployed during drills.

• Plan before evacuating. Before an emergency, ensure you know your assigned duties and responsibilities?such as who’s bringing what supplies?and ensure the responsible person is aware of the location of those items.

• Drill as if it is a real emergency. Conducting realistic drills gets the attention of crewmembers, builds their confidence and proficiency in emergency response procedures, and reinforces a strong safety culture. Review drill performance with crew to identify areas for improvement.

• Even in coastal waters, plan for the worst. Despite being close to shore and/or in a normally high-traffic waterway, don’t assume that others will be able to come to your immediate aid, especially if your location changes. Be physically and mentally prepared for the possibility of a prolonged exposure situation.

• Follow your plan. In emergency situations involving high stress and exhaustion, ensure all aspects are covered by running through step-by-step emergency procedures in accordance with established checklists. Use shoreside support resources to assist you with this.

• Don’t forget the EPIRB. The EPIRB is a vital piece of equipment that can significantly shorten the time necessary to locate and rescue you. Take it with you! In addition, carry a personal locator beacon (PLB); it is an inexpensive and effective device.

• Stay together in the water. Search and rescue personnel will more easily spot a group of people in the water than dispersed swimmers.

Should You Avoid The Georgia ICW?

The Georgia section of the Atlantic Intracoastal Waterway has a terrible reputation among regular boaters that make the annual trek from the north to their winter cruising destinations or returning from their southern destinations to points north. In some respects, that reputation is deserved, but it may also be a bit exaggerated. The ICW in Georgia has been neglected for a very long time. There have been no funds for dredging for many years and there is no immediate relief in sight. But funding is not the only issue. If the Corps of Engineers were to get all of the money they need for dredging, they still couldn't get the job done. The biggest roadblock is the logistics of removing and disposing of the dredged material. There are no locations on the water where the materials can be relocated, and removing the materials and putting them elsewhere is a logistical and financial nightmare. But the news isn't all bad.

In fact, the Georgia ICW is one of our our favorite sections of the waterway. In our opinion, the sheer beauty of the winding rivers, creeks and bays, and the many anchorages in the marsh grasses, make for a wonderful trip over the 90+ miles. There are very few stretches of the ICW where so many anchorages can be found just around the next bend. A days run can be as short as an hour or two or as long as you like. When you're tired, there will be a place to drop the hook and relax for the evening. Very little of the waterway is as developed as one finds in Florida or the Carolinas. It's this remoteness that we like the best. But navigating these waters does offer some challenges. But the challeges are not any more insurmountable than many places in Florida, South Carolina or Virginia.

Despite the Georgia ICW's reputation for shoaling, the problem areas are only in a few spots. Of course, deep-draft boats will have more of an issue than shallow drafts like Beach House. On our sailboat Sea Trek with a 6-foot draft, we were constantly concerned with water depths. The 4-foot draft of Beach House makes even the shallow spots at low tide nothing more than a nuisance. We have transited many of the reported very shallow stretches at dead low tide and not found the shallow depths that others have reported. There may be a couple of reasons for this. Number one may be that it is sometimes difficult in the winding channels to tell if the boat has gotten out of the channel on one side or another, and strong currents can quickly push the boat into skinny water. Another problem occurs when running the boat close to the channel markers instead of staying in the center of the channel. In many cases, the markers are sitting in a foot or two of water and the center channel will have plenty of depths. That isn't to say that water depths don't vary from one side of the channel or the other. Some good sources to find the most current information on problem spots along the Georgia ICW are our own Navigation Notices at Marinalife, and our good friend Claiborne Young's website, Cruiser's Net.

Keep in mind that the tides along the Georgia ICW can average 7 to 8 feet. This means that even the shallowest spots can easily be transited by almost any boat at high tide. It has been our experience that the high tides most often occur at times that make transiting at high tide not very practical. But with the right timing or the patience to wait, there is no reason that a boat with even up to 7 or 8 feet can't do the transit and enjoy it as much as we do. Let's consider a few of those problem areas and how the trip can easily be done. One major problem is not so much shoaling, but too many Skippers blindly following their chartplotter. Cumberland Dividings, which is just north of the Kings Bay Submarine Base, is deep and well-marked. But the chartplotters will show the magenta line along the ICW and if followed closely, will put the boat hard aground. If the channel markers are followed, the boat will always be in deep water and there will be no problems.

There are several narrow cuts along the Georgia ICW and one that has been a problem for boaters is appropriately named Hells Gate. To navigate these cuts, try not to turn directly into the cut from the river. Instead, stand well off the cut and turn toward it, adjusting for the set of the strong currents. This will allow for adjusting the steerage to account for the current and not get swept into shallow waters by the current. Take these cuts down the center and look behind the boat to see the effects of the currents. Our transit at low tide found the least depths to be 6 1/2 feet. Another problem area is the Little Mud River. This stretch is notorious for shoaling, but the reality is that there are only a few spots with very shallow water. One of those spots is only about 4.9 feet at low tide. If you draft is deeper than this, then a transit at mid to high tide will be required. If northbound, anchorages can be found along Buttermilk Sound or the South Altamaha River to wait for the higher tides. If southbound, there are many options on the Rockdedundy, Darien, South or North Rivers. For deeper-draft vessels, waiting for the right tide is a good tactic and will result in a stress free passage. Crossing the Savannah River is always fun for us. Maximum ebb or flood can produce currents of 3 to 4 knots and we often find the boat pointing either up or down river as we "crab" sideways to reach the ICW channel on the opposite shore. Fields Cut, just on the north side of the river, is another shallow spot with depths at low tide of just over 6 feet. The deeper water can be found on the east side near pilings from an old dock that is now gone and only the pilings remain. The rest of Fields Cut has plenty of water with the exception of the very northern portion where depth again drop to 6 feet briefly.

There are several Sounds to transit that can be uncomfortable and challenging if the conditions are not right. Jekyll, St. Simons, Altamaha, Doboy, Sopelo and St. Catherines Sounds all bring the boat out near the open waters of the Atlantic. Even a moderate breeze that opposes the incoming or outgoing tides can result in some nasty seas and a very uncomfortable ride when the boat needs to be turned beam to the seas. The good news is that these transits are short and if the seas and swells are uncomfortable, it will only be for a short period of time. But it is necessary to make sure all items inside the boat are secured and can't be tossed around in the rough waters. If possible, try and transit the Sounds either during slack water or while the wind and current are coming from the same direction. Despite the challenges, the Georgia Intracoastal Waterway is still some of our favorite stretches of the ICW. It's all part of the adventure and once you have done it, you realize just how beautiful it is and how exaggerated the problems really are. Now on to the Carolinas.

Composite Propane Cylinder Recall

May 30, 2013

Attention: All Retailers, Distributors and Users of Composite Cylinders manufactured by The Lite Cylinder Company,

Subject: Emergency Recall Order

The US Department of Transportation has issued an “Emergency Recall Order” for all LPG composite cylinders manufactured by The Lite Cylinder Company as per the following Emergency Order No. 2013-002. The recall notice specifically identifies those cylinders manufactured under DOT-SP 14562 (and DOT-SP 13957 as authorized therein), DOT-SP 13105, any cylinder re-qualified under H706, and any cylinders manufactured under M5729.

Lite Cylinder Company has submitted a Petition for Review with DOT seeking to amend several portions of this Recall Order. It is unknown as to when or to what extent, if any, portions of this recall may be modified. Until such time, users of this product are directed to immediately cease use of the cylinders identified in the recall.

All cylinder sizes are involved in this recall: 10#, 20#, 25# and 33#

Please note that the directive states “Under no circumstances should a cylinder described in this emergency recall order be filled, refilled, or used for the transportation of hazardous materials.” The cylinder’s identifying markings may be found on the label affixed to the dome of the cylinder.

To effectively comply with this recall, cylinder owners must:

1. Take proper safeguards in identifying and handling the affected cylinders identified in this order.

2. Cease use of all specified cylinders until notified of DOT response to Petition for Review.

3. Arrange to have all propane gas removed from cylinder. This should only be done by qualified persons, trained in handling cylinders in accordance with Federal regulations. (Note: All propane dispensing agents should meet this criteria.) This person must discharge all gas, purge, and remove the valve per the recall.

4. Return the empty, purged, valve-less cylinders, to the manufacturer, freight prepaid, at:

The Lite Cylinder Company
139 Southeast Parkway Court
Franklin, TN 37064

Please note that Lite has petitioned to amend Recall Order to allow specified cylinders to be field destroyed. We will promptly advise if Order is so amended.

While Lite is in sharp disagreement with the extraordinary and overwhelming harshness of this action, we will make every reasonable effort to comply. We clearly recognize there are associated financial implications as well as considerable inconvenience to our loyal and valued customers. Our team is currently trying to assess solutions to address these concerns and will communicate a response at the earliest possible date.

The Lite Cylinder Company

A copy of the Recall Order (3 pages) is attached for your reference:

MAY Z.4 2013
UNITED STATES DEPARTMENT OF TRANSPORTATION
Pipeline and Hazardous Materials Safety Administration

The Lite Cylinder Company
Order No. 20 1 3-002
139 Southeast Parkway Court
Franklin, TN

37064 Docket # PHMSA-2013-0123

EMERGENCY RECALL ORDER

This notice constitutes an Emergency Recall Order by the United States Department of Transportation (DOT) pursuant to 49 U.S.C. § 5121(d) and 49 CFR § 109.17(c); and pursuant to delegation of authority to the Associate Administrator, Pipeline and Hazardous Materials Safety Administration (PHMSA), Office of Hazardous Materials Safety. By this Order, PI-IMSA is mandating a recall of all cylinders manufactured by The Lite Cylinder Company, Inc. (Lite Cylinder) and marked as authorized under DOT-SP 14562 (and DOT-SP-13957 as authorized therein), DOT-SP 13105; any cylinder requalified under H706; and any cylinders manufactured under M5729 (hereinafter referred to as affected packaging(s)). In addition, this order applies to any person who is in possession of an affected packaging subject to this order. PHMSA finds that the affected packagings constitute or are causing an imminent hazard to public safety. For more detailed information see "Background/Basis for Order" below.

THIS ORDER APPLIES TO:
I) Lite Cylinder, its officers, directors, employees, subcontractors, investors and agents ("Lite Cylinder"); and
2) Any person who is in possession of an affected packaging, including any officers, directors, employees, subcontractors, investors, and agents of said person (for purposes of this Order, "Cylinder Owners").

Under no circumstances should a cylinder described in this emergency recall order be filled, refilled, or used for the transportation of hazardous materials.

EFFECTIVE IMMEDIATELY. LITE CYLINDER MUST:
1) Contact all Cylinder Owners to whom affected packagings have been sold and inform them of the Emergency Recall Order and provide them the proper and necessary instruction and information for the safe handling and discharge of hazardous material and for the return shipment of cylinders no later than five business days of this Order. The information must include instruction that directs Cylinder Owners to use only qualified persons, trained in handling cylinders in accordance with Federal regulations, and to safely discharge, purge, and remove the valve from, the cylinder.
2) Confirm that the returned cylinders are purged and emptied.
3) Ensure that the purged and empty cylinders are returned to the manufacturer at the following address:
The Lite Cylinder Company
139 Southeast Parkway Court
Franklin, TN 37064.
4) Provide by email the serial number of each returned cylinder to PHMSA at (referencing"Lite Cylinder" in the subject line) by the close of business daily. Please note any problems that may have been witnessed with the cylinder (e.g. leakage, damage, etc.).
5) Permanently obliterate the special permit specification markings and render them incapable of holding pressure within five business days of possession, including those in inventory.

PHMSA URGENTLY ADVISES CYLINDER OWNERS TO:
1) Take proper safeguards in identifying and handling the affected packaging's identified in this Order,
2) Use the instruction and information provided by Lite Cylinder for the safe handling and discharge of hazardous material and for the return shipment of cylinders. This information will guide Cylinder Owners to use only qualified persons, trained in handling cylinders in accordance with Federal regulations, and to safely discharge, purge, and remove the valve from, the cylinder.
3) Return the purged and empty cylinders to the manufacturer at the following address:
The Lite Cylinder Company
139 Southeast Parkway Court
Franklin, TN 37064.

This Order is effective immediately and remains in effect unless withdrawn in writing by the Associate Administrator or his designee, or until it otherwise expires by operation of law.

Fernandina Beach, Florida

Fernandina Beach, Florida is one of our favorite stops along the ICW. We seldom skip this area and actually spend some time in what we have come to call the St. Mary's triangle. There are many options for anchorages and the Downtown Municipal Marina is a great place to layover and spend some time in the historic district of Fernandina Beach. The area was originally inhabited by Timucuan Indians and around 1562, settled by the French, Spanish and later the British. The historic "Old Town" is a treat and easily accessible from the Municipal Marina, including one of their moorings, or from a nearby anchorage using the marina's dinghy dock, for a charge of course.

Our original plans were to stop and visit a long time friend that now lives in Fernandina. Early on we were having a problem with the transmission and nursed it along until we could stop at Tiger Point Marina on Egans Creek in Fernandina. The marina has done repairs for us on our sailboat Sea Trek and we trusted them to do quality work and charge reasonable prices. As expected, the following day after our arrival, the mechanics were on board and the transmission removed. To save some money, we volunteered to take the transmission to Cass's Transmission & Marine Service (904-731-0060) in Jacksonville, FL. They are experts on our Paragon transmission and the only transmission shop in northern Florida that has the proper equipment to test the transmission once the repairs are completed. Time was not on our side since we had arrived just before a long holiday weekend. We dropped the transmission off on Thursday afternoon, knowing it may not be worked on until the following Tuesday. Once again, it was time to make the best of a not so pleasant situation. This delay would force us to take a break and just relax, yeah right. It also gave us some extra time to visit with our friend.

Staying at Tiger Point left us far from town and any supplies we might need. Our friend has an extra vehicle that is seldom used so we had transportation, but if staying at Tiger Point as a transient, there is little access without some form of transportation. When staying at the Municipal Marina downtown, the Historic District of Old Town is just beyond the marina. A short walk will bring you to restaurants, art galleries and many local shops, including Books Plus which now carries our book, The Great Book of Anchorages. A hardware store and small marine supply store is several blocks away. But grocery stores, pharmacies and most other shopping will require a cab ride, trolley or car rental. There are a few shops downtown that sell gourmet items and some basic groceries. This is a major tourist area, and on holiday weekends, the town get very crowded. The Hampton Inn is just outside the marina. There are also many historic homes that make for an excellent afternoon of walking the tree-lined streets and stepping back in time. The major attraction for the early settlers was the deep, well-protected, natural harbor that later became a major shipping port. Large ships still call at the port, mostly to unload material for the nearby paper mill.

Once the repairs are completed, we plan to stay in the immediate area for a while to make sure everything works okay. A visit to nearby Cumberland Island and its great beach and walking paths can easily take up a day or two. We may also do a visit to St. Marys to see what has changed since we were there last. It only takes about an hour to an hour and a half to get from one place to the other by water. Then our slow trip north will continue.