The inside scoop on the ICW

Boat/US Magazine, Jan, 2005 by Tom Neale

Never take an inlet for granted, particularly the shallower ones such as Masonboro and others not mentioned. Anytime there is strong onshore wind or swell, an otherwise safe inlet could be dangerous. A strong ebb current running aginst onshore wind or swell may produce treacherous standing waves across the channel. Some inlets, such as that at Ft. Pierce, can be particularly rough in these conditions. Whenever you plan a jaunt outside, consider not only the weather and tides at the inlet you're exiting, but also what is forecast for the inlet where you plan to re-enter. Unless you're experienced at it, coming into inlets at night isn't a good idea.

Bridges

Bridge failures across ICW channels cause many problems. While some are "high rise" with a theoretical vertical clearance of 65 feet (with the exception of the 56-foot Julia Tuttle Bridge just north of Miami), many must be opened, depending on the boat's height. Know your vertical height (outriggers must be lowered) and check the guidebooks and tide boards usually on the bridge fenders which give current bridge vertical clearance. A delay in getting through can cause problems for waterway travelers that range from inconvenience to danger.

In addition, many bridges do not open on demand. Fortunately, most bridge operators are courteous, helpful, and professional, but there always seems to be a few at the opposite end (as there are boaters). Listen to the regular local broadcast Notice to Mariners. These are usually in the morning and evening, are announced on VHF Ch. 16 and broadcast on Ch. 22A. Bridge tenders monitor Ch. 13 except those in Florida and South Carolina who stand by on Ch. 9.

Proper Overtaking

Overtaking in the often-narrow channels, if done properly, seldom causes problems. If done improperly, it can cause damage to boats and people. A normally "safe" slow speed in a narrow channel with steep walls can cause a dangerous wake. The over-taking boat should signal his intentions (or communicate on the VHF). The overtaken boat should acknowledge, slow down to minimum steerage speed and move over to make room. The overtaking boat should slow down when just aft the stern of the boat being overtaken and proceed around at the slowest speed possible to pass. The boat being overtaken should maintain course as the other passes, but both should stand by on VHF to communicate in the event of changes in the channel walls or obstructions ahead. The overtaken boat should turn into the overtaking boat's wake and fall in behind when it has safely passed.

Anchorages

We frequently make the trip from Norfolk to south Florida anchoring every night. Various guidebooks are full of information about good spots. But beware that some one else's "good" spot may be bad for you because of your draft, size, or swinging characteristics. Also, an inexperienced skipper's report of a "good" anchorage can be misleading. For example, in an area of great tidal range, the boat may swing up and down the channel as the current reverses when there is no wind. On another night, if there is beam wind, the boat may swing out and around and into a previously unnoticed shallow bank close to the "good" spot. As you find yourself lying there on your side the next morning, you'll be wondering why the other guy had such a good time.