Watermakers make fresh water anywhere a reality

When you’re cruising far from land or docked in a foreign port, a watermaker can make life aboard your boat very comfortable. The miserly use of water to stretch your holding tank can be a thing of the past, as your reverse-osmosis system turns raw seawater into drinkable fresh water.

Recreational marine watermakers came to the market more than 25 years ago, and since the processes have improved, equipment has become smaller and prices have dropped. Whether or not you need a watermaker depends upon your boating activities. If you’re a coastal U.S. cruiser and rarely stray from a port where fresh water you can trust is always available, then the need for a watermaker is small. But if you have a sportfishing boat and you make long runs before stopping to troll, or if you are out for days at a time or cruising to foreign ports, then a watermaker is a necessity.

Maintenance and technological improvements

Watermakers use a series of pumps, filters and membranes to turn raw seawater into fresh water. The current EPA standard for potable fresh water is under 500 parts of particulates per million, and all the manufacturers’ products in this article meet that standard. The process is reverse osmosis, the same process used on a large scale to provide fresh water in the United States and around the world at desalination plants. At the heart of the process is the membrane, which is a filter with pores the size of a red blood cell. After the larger particles in seawater are filtered out, a high-pressure pump forces water through the membrane, which removes almost all of the dissolved solids. This method rejects up to 99 percent of salts, contaminates and pollutants from seawater, until the water purity meets the EPA standard.

Biological growth when a watermaker is not in use can affect water quality. Heat and standing seawater is the ideal environment for biological growth, and that’s always been the bugaboo for watermakers: how to keep biologicals from growing used to involve flushing the system with acidic chemicals. Today, however, freshwater flushing keeps the membranes clean and greatly reduces maintenance.

“You want to look for a watermaker that comes standard with automatic flush,” says  Scott Beard, General Manager of Beard Marine in Fort Lauderdale, a Sea Recovery watermaker dealer. “Freshwater flush is crucial to longevity of the membranes. You can also get a watermaker with manual flush, but there’s a downside compared to automatic. I’ve heard of people turning on the manual flush, forgetting about it and coming back the next day and the tanks are bone dry.”

Watermakers have also become smaller over the years—some are now the size of a large suitcase. Watermakers are also offered in modular configurations so the working parts can be installed where space is available. A key consideration is service, and you should choose a watermaker brand that has a broad dealer network in the area where you are doing most of your boating. Some watermaker companies use proprietary components that can only be accessed through their dealer network or from the factory, while others offer non-proprietary parts that may be more easily obtained worldwide.

Most boats 40 feet and longer will use watermakers run with AC-powered pumps, but there are DC-powered watermakers that are used on smaller power boats and sailboats. AC-powered systems deliver a more constant flow rate and higher pressure over a longer period of time, while DC systems are for boats with less demand and smaller water tanks.

Why have a watermaker

Water is heavy, 8.35 pounds per gallon, so a sportfishing boat embarking on a 50-mile run to the fishing grounds can save a lot of fuel by starting with minimal water in the holding tanks. Once you start trolling, the generator is turned on and the watermaker can start working, making all the fresh water you need while you spread out the lines and go for the big one.

“A 200-gallon water tank is common on a sportfishing boat, and 200 gallons at 8.35 pounds per gallon is over 1,600 pounds,” Beard explained. “That’s a lot of extra weight to push around going from Point A to Point B, so running with less water in the tanks should result in less fuel burned.”

Taking on water at a foreign port can be risky, and with a watermaker you eliminate that risk. As the planet becomes more polluted, the issue of getting clean water can be a challenge—but not if you can make your own water.

A huge watersports platform, shallow draft and easy

maneuverability makes this a great boat for The Bahamas.

By Louisa Beckett

The Bahamas’ Sea of Abaco is like a second home to Duane Kuck, President and CEO of Orlando, Florida-based Regal Boats. His wife, Cindy, hails from there, and they bring their children back to the island chain by boat each summer to enjoy the spectacularly clear waters, abundant marine life, charming towns and unspoiled natural setting. So it’s no wonder that Regal Boats builds a line of cruisers that are ideally suited to cruising to and through the Abacos—particularly the 2011 Regal 35 Sport Coupe (SC).

Last summer, Duane invited me to join him and his family on a 35 SC for an annual ritual—one they share with hundreds of other families from Florida and The Bahamas—the start of lobster season. Each year, beginning on August 1^st, when The Bahamas opens season on the spiny critters, the Abacos become a hotspot for cruisers hunting the tasty “bugs,” which hide amid the rocks and coral reefs.

Specifications:
LOA: 36′ 10″
Beam: 11’4″
Draft: 2′ 11″
Weight (dry): 12,900 lbs.
Fuel: 168 gals.
Water: 50 gals.
Power: 2x 5.7Gi Volvo Penta
sterndrives/joystick
Cruise/top speed: 36/46 mph

Contact:
Regal Boats
Regal Marine Industries, Inc.
2300 Jetport Drive
Orlando, FL 32809
regalboats.com

My Abaco experience began with a relaxing stay at the Abaco Beach Resort in Marsh Harbour—which overlooks the Sea of Abaco, one of the best-known resorts in the region—and helped me decompress and reset my inner clock to “Bahamas time.” I whiled away some pleasant hours on the wide beach, at the pool with swim-up bar, and in the lovely waterfront Anglers Restaurant.

The next morning, the Kucks met me at the dock in Boat Harbour, the resort’s 190-slip, full-service marina, which offers convenient customs check-in and fuel. As we got under way, we deployed one of the boat’s most innovative features—the convertible hardtop—since there were rain showers in the area. Introduced by Regal on its 46 SC model, the top incorporates a unique electric sunroof that slides back to expose the helm and part of the cockpit seating to sun and wind, or forward to shelter the driver and passengers from the same.

“We are really the only U.S. builder that’s doing it. Most of them are staying with a traditional sunroof,” Duane said.

The height of the hardtop gave the bridge an airy feeling and our boat also featured Regal’s optional Cool Cockpit ventilation system, which kept things comfortable in the hot and humid summer weather.

The 35 SC’s helm area is ergonomically designed and exceptionally well-equipped. Regal sources most of its marine electronics from Garmin and our boat featured a Garmin GPSMAP 5208 chart plotter, VHF 100 radio and GMR 24HD radome. Tunes were provided by the Fusion stereo system with iPod dock and waterproof cockpit speakers. “They are designed specifically for the marine industry,” Duane said. “They are still going to be working 10 years from now.”

Our boat also had an upgraded propulsion package consisting of Volvo Penta 5.7Gi sterndrives with a Volvo joystick control mounted on the driver’s armrest. A joystick option is available on the 35 SC with a compatible EVC engine package from either Volvo or MerCruiser. Most owners seem to feel that the added maneuverability it provides is well worth the upgrade. “All the ones we’ve built so far have had the joystick control,” Duane confirmed.

I used the stick to steer us through the small and crowded harbor of Man O’ War Cay where we called in for lunch, and I was grateful for the handling dexterity it provided, as well as its quick reaction time.

As always, our interlude on Man O’ War was like stepping back in time. We walked along its narrow streets—where no cars are allowed—admiring the flowers blooming in profusion by the porches of small, colorfully hued cottages on either side. The island has been a Bahamas boatbuilding hub for decades, and you can still watch through the open door as the Albury Brothers build runabouts by hand in their small shop on the harbor.

Back at the marina, we enjoyed conch burgers at the aptly named Dock & Dine Restaurant.

After lunch, we re-boarded the Regal to set off for some likely lobster-hunting grounds off Man O’ War. As we ran through the clear green water, I took time to explore the boat. The 35 SC’s bridge and cockpit are on the same level, which is a boon for conversation and a convenience for those less sure of their footing at sea. The seating arrangement is flexible, thanks to settee backrests that flip forward and aft to create different areas for lounging and dining. We had six people on board, but nobody got in each other’s way.

There’s a convenient on-deck refreshment center with Corian counter, sink, Vitrifrigo refrigerator, optional grill and dedicated trash bin—something many boatbuilders overlook. Handrails are placed throughout the cockpit to give you purchase in a seaway. Another functional feature is the dedicated storage for the teak cockpit table. “We do a good job with staying after those details because we’ve been building these boats a long time,” Duane said. He added that since Regal exports boats to 40 countries, the company gets ideas from owners all over the world. “We try to take the best ones,” he said.

Some of these clever concepts can be found in the 35 SC’s interior, which has great headroom for a boat of this size. Push a button and the saloon settee back rises to convert the forward berth into a queen-size bed. “One of the things we try to do is give the boat owners a good bed,” Duane said.

In this boat, there isn’t just one good bed, but two. The mid-cabin is convertible; just slide two filler cushions between the settees and it creates another large berth. Add the optional door and flat-screen TV, and the mid-cabin becomes a private retreat. A fifth person can be accommodated overnight on the saloon settee.

The décor has a yacht-like feel; elegant bamboo flooring is standard. In fact, it’s clear that the 35 SC has benefited from a “trickle-down” effect from Regal’s larger models. For example, when shore-side water is hooked up to the boat, it immediately begins filling the freshwater tank so you don’t have to manually fill the tank with a hose on the foredeck. And the head has a separate shower so you don’t need to use the sink faucet to rinse off. There’s also an optional central vacuum system.

The 35 SC may be a comfortable cruiser, but as we proved while lobstering that afternoon, it also excels as a water-sports platform. The boat has an enormous swim platform and an easy-to-use hot and cold transom shower. You can flip the rear cockpit seat backrest over to create an aft-facing seat that’s ideal for donning masks and fins.

Then, one by one, the Kuck kids picked-up their Hawaiian slings and jumped in. Look out, lobsters!

A French-made cruiser that

rides on a pocket of air

By Doug Thompson

When a boatbuilder uses new technology to make a proven hull better, it’s exciting stuff, and that’s exactly what Beneteau has done with its Air Step hull. The Air Step is incorporated into the hull of the new Flyer Gran Turismo (GT) 34, a sport cruiser with a V-berth, head and enclosed cabin that I had a chance to sea-trial out of Port Everglades in South Florida.

Stepped-hulls have been around for more than 130 years, as boat manufacturers have created boat bottoms with less wetted surface, resulting in less drag and increased efficiency. There have been single steps, double steps and boats with so many steps they are known as “shingles.”

The Air Step concept is a bit different: it involves channeling air from a step amidships and funneling it back to the transom, creating a pocket of air that results in a—you guessed it—less wetted surface.

Specifications
LOA: 32’10″
Beam: 11′
Draft: 3′ 3″
Displ: 11,858 lbs.
Fuel/Water: 129/42 U.S. gals.
Power: 2x Volvo Penta 5.7 300-hp
gasoline engines, as tested /
Optional 2x Volvo Penta D3
200-hp diesel engines
Cruising/top speed: 25/38 knots
MSRP: $260,000 with gas engines /
$315,000 with diesel engines

INFORMATION
Beneteau Group/Denison
Yacht Sales Florida
401 SW 1st Avenue, #102
Fort Lauderdale, FL 33301
888-339-2248

“During tests, we found the Air Step hull comes on plane almost twice as fast as the Beneteau hull without the step,” said Alex Wilkes, a Broker for Denison Yacht Sales, the South Florida dealer for Beneteau, who accompanied me on the sea trial. “Once on plane, the Air Step reduces friction so much you can use the smaller motors to achieve the same speed.”

I was eager to find out and quizzed Wilkes about the model for our sea trial, a GT 34 powered by twin Volvo Penta 5.7-liter 300-horsepower gasoline engines. Docked outside of the Denison offices in Fort Lauderdale on the New River, the stylish cruiser looked great but all you could see of the Air Step was a small notch on each side.

During our venture out of Port Everglades into wind-whipped five-foot waves, we ran a few miles in the sloppy troughs and found the GT 34 could easily handle running on plane at 18-20 knots and popped on plane quickly due to the Air Step. However, top speed was out of the question. With the windshield wipers running full blast over the large one-piece windshield to clear sea spray, we made a big turn through the rough stuff and decided to take to the protected Intracoastal waters. Inside we reached a top speed of 35 knots (a reported top speed of 38 knots is achieved when the propellers are fully dialed in for performance).

“This boat has a 128-gallon fuel tank and can easily run to Bimini (about 50 miles offshore of South Florida),” Wilkes said. “With the gas engines this is more of a coastal boat or freshwater lake boat. We also offer it with diesel engines, and with diesels you’re going to run at a lower rpm and get even better fuel economy.”

Our test boat also included a bow thruster, which made maneuvering in the tight spaces a breeze. When equipped with Volvo Penta 200-horsepower stern-drive diesel engines and joystick control, there’s no need for a bow thruster.

Beneteau builds and sells more than 10,000 boats annually, making it one of the world’s largest recreational boat companies, if not the largest. With four French production facilities and a fifth in South Carolina, the builder efficiently shares engineering costs. Beneteau builds all its powerboats in France, and some of Beneteau’s sailboats are built in South Carolina.

French design is evident throughout the boat, starting with a unique overhanging roof covering that offers both sun and shade. The cockpit is not enclosed—meaning no cockpit air conditioning—but the air flow is superb and I never felt overheated when moving.

Cockpit seating includes a two-person driving helm to starboard, and the steering position is comfortable. Fully rigged with Simrad electronics, the GT 34 offers a multitude of gadgets to keep you fully informed—and entertained. Simrad’s SonicHub technology allows you to plug in iPhones, iPods and iPads, so that you can play music and videos via the boats multimedia network. For safety, the boat is equipped with Simrad 3G radar and also receives the Automatic Information System (AIS) vessel detail feed which reports the name, course and speed of all the vessels around you, a cool feature that was fun to play with on our sea trial. The driver also has the fuel-cutoff switch and fire-safety equipment within easy reach in case of a problem.

Passengers enjoy a U-shaped lounge to port in the cockpit, along with another bench behind the driver to starboard that converts into a lounge. All the outdoor fabric is made of propriety PVC upholstery, which, according to Beneteau, is resistant to fading from the sun and very easy to clean. The cockpit also features a small galley with a sink and refrigerator, and you can add an electric grill as an option for searing up a hot meal. Aft is a starboard-side transom boarding door that leads you out to a teak swim deck with a boarding handle, perfect for when you go to and from the water.

Belowdeck is a lounge area in the bow with a center table and seating for six. There is also a galley with a refrigerator, gas stove and stainless-steel sink, and it can be additionally outfitted with a microwave. The lounge converts into a double bed by lowering the table and shifting the lounge pads to make up the berth. There’s also a private head and shower with a port hole that really brightens things up. Aft is a cabin with a comfortable queen berth and storage lockers, and the cabin closes off with a door for privacy.

Beneteau began its first serious foray into the American powerboat market in 2011, offering high-quality construction that’s been refined over the years in the European market. American boat buyers will definitely want to experience the Air Step during a test ride, because better fuel economy and a quicker time to plane will never go out of style.

For a good number of years now, the May issue of Southern Boating has featured The Bahamas, that heavenly string of islands, cays and rocks situated just to the east of southern Florida. The close proximity, exquisite anchorages and beaches, friendly inhabitants and historical mystique of these islands lures visitors like a lodestone, and as many of you have discovered, one visit is never enough.

Over the years, our pages have covered nearly every nook and cranny, place to go and thing to see—as well as profiles of islanders and their lives—of this combined landmass about the size of the state of Connecticut. Dare we say, we’ve pretty much covered it all.

As journalists, we’re a naturally curious and inquisitive bunch and in our brainstorming session over what this year’s coverage might consist of, we started asking questions about “why is that” on a host of matters pertaining to the historical development of The Bahamas. Some informal research began and it wasn’t long before we decided that our readers would surely appreciate us sharing our findings with them. Our neighbors to the east have a fascinating and enthralling history, acutely intertwined with our own.

So pour yourself a tall glass of your favorite tropical beverage, climb into the shady hammock strung between a pair of Royal Palms, and let us transport you back—and then forth to the present day—to a time and place whose mere mention conjures up the fondest memories and fosters genuine yearning for a seaborne sojourn: The Bahamas.

Cleare Waters

Boatbuilder’s skill graced the high seas for many years

Staff Report

The 85-foot yacht Passing Jack, built in 1939 for Austin T. Levy. Right: Shipwright Victor Cleare, date unknown.

Anyone in The Bahamas who knows anything about boat building will have heard of Victor Cleare, whose skills created no fewer than nine impressive craft between 1920 and 1944, including the 165-foot Arawak, believed to be the biggest vessel ever built in these islands.

Mr. Cleare, who was born in Harbour Island on December 12, 1900, was the sixth generation of Cleares in The Bahamas, a family descended from solid English stock whose roots are said to go all the way back to Anne Boleyn, the ill-fated second wife of King Henry VIII and mother of Good Queen Bess, Elizabeth I.

A self-taught boatbuilder, Victor developed his passion for sea-going craft through his father, Bruce, who owned several three-masted sailing ships. These were used to carry pineapples to Baltimore and to pick up mahogany in Havana for delivery to ports along the east coast of North America. The names of two are believed to be the Beatrice and the Corinthia, both of which are believed to have sunk in Harbour Island during the fierce hurricane of 1929.

With such a background, it was almost inevitable that Victor would follow an associated career and until the second world war he made his living by building boats in Harbour Island. He then moved to Hatchet Bay, Eleuthera, to work for Austin T. Levy, for whom he built the afore-mentioned Arawak, the Passing Jack, the Samana and the Dairy Maid.

Not long after completing the Dairy Maid in 1944, Victor and his family moved to Nassau where he took employment with his good friend and fellow “Brilander” Sir George Roberts. The old homestead where he lived with his wife Lucy is still there today and is now occupied by Gaylord’s Restaurant.

Victor’s son, Paul, a retired businessman who developed a keen interest in Bahamas shipbuilding, has been sorting out family photographs which throw a fascinating light on his father’s halcyon days as a shipbuilder supreme.

“Boatbuilding was his great love and he developed a great skill in the field as was so very apparent by the nine boats he later built,” said Paul. The craft ranged in size from 40 feet up to the 165-foot Arawak and included the Saint Mary of Stafford, a 55-foot vessel built in Harbour Island in 1932 at the request of the then Roman Catholic bishop, who used it for travel to the Out Islands.

The Cleare family’s Bahamas connections go all the way back to 1789 when John Cleare arrived in Harbour Island from Sudbury, Suffolk. John, who married the daughter of an English planter in Jamaica, was nicknamed ‘Eleven’ because he was the 11^th brother in the family.

Victor Percy Cleare was educated at Harbour Island by the Rev. Poad of Oxford University, who was brought from England at a salary of 50 pounds a year to tutor the Cleare, Solomon and Johnson children. Victor took and successfully passed the senior Cambridge examination under Rev. Poad’s guidance.

On August 21, 1923, Victor married Lucy Harris of Harbour Island and they had six children: Bruce, Joseph, Helen, Gilbert, Paul and Catherine.

In Sir George Robert’s employment, Victor was manager of City Lumber and, after retirement, returned to Harbour Island and later moved to Florida where he died in November, 1989, just short of his 90^th birthday. His wife had died a few years earlier.

Unfortunately, a couple of Victor’s splendid craft came to an unhappy end, the Arawak catching fire and sinking on a trip from Jacksonville to Hatchet Bay, and the Saint Mary of Stafford becoming a hurricane victim at Prince George Dock in the 1930s.

It is possible that one, the 40-foot Pieces of Eight, still survives, though its whereabouts aren’t known.

However, Victor Cleare left his distinctive mark on Bahamas maritime history and his skills graced the high seas for many years.

A New Cruising Agenda

Warderick Wells, Exumas Land and Sea Park —Paul Harding photo

By Sara Lewis

What’s on your list of cruising destinations and stopovers in The Bahamas? Are you looking for a different route plan instead of the popular race to George Town or the winter marina “condo” in Abaco? How about the unsurpassed scenery and unspoiled natural settings of some of the National Parks of The Bahamas close to your traditional route? Embarking on a different purpose for cruising The Bahamas may open you to more beautiful places and create a personally tailored voyage for your particular passion, whether it be adding birds to your Life List, or opening up underwater vistas of sealife. See how many pristine preserves you can add to your list!

The Bahamas National Trust has set aside many national treasures, both on land and at sea. The largest land park is Andros’ West Side National Park, which has been recently expanded to house over 1.2 million acres. The Exuma Land and Sea Park at 176 square miles (112,640 acres) is the world’s first area designated as both a land and sea park. Probably the most remote land park is on Inagua, slightly smaller than Andros’ park at 183,740 acres.

Each of the 27 parks has a slightly different purpose. The land parks are set aside to protect various types of vegetation such as pine and hardwood forests, wetlands, mangroves, rare palms, beaches and dunes. These are secure places for seabirds, The Bahama parrot, land crabs, iguanas and the West Indian flamingo (The Bahamas’ beautiful national bird).

Your list path will take you to the sea parks where you can anchor or pick up a mooring nearby and travel by dinghy—not by car—to observe the natural beauty above and below the clear aquamarine water. How many underwater caves, blue holes, tidal creeks, coral reefs and stromatolites can you fit in? How many sea turtles can you spot?

For many cruising yachts, the first landfall is the Abacos. Proceeding to the southernmost preserve in the Sea of Abaco, the Pelican Cays Land and Sea Park makes for an easy visit by providing a mooring for your dinghy just east of Sandy Cay. You are only a short swim away from visually striking coral reefs and undersea caves with a rich diversity of sealife.

From there, it’s time for a big ocean leap for your next sea park experience, the oldest in The Bahamas, the Exuma Cays Land and Sea Park. You’ll want to spend some time here to see and do everything and perhaps even volunteer at the Park Headquarters to help with the chores that require many hands to protect the environment. From Wax Cay Cut in the north to Conch Cay Cut in the south, this is the world’s first park that encompasses both land and sea. At Warderick Wells Park Headquarters (and also at Shroud, Hawksbill and Cambridge Cays), you can pick up an environmentally safe mooring as a base for your explorations as you check off the Boo Boo Hill blowhole, iguanas, hutias (large nocturnal rodents), stromatolites and sea turtles. Don’t forget the daily fish/shark interactions at HQ. Unquantifiable is the number of exquisite shades of blue of the surrounding waters. See how many variations of cerulean you can identify on your palette. You may find it hard to leave here unless you remember that there are more exquisite places to see “down de way.”

Since George Town in Elizabeth Harbour is one of the most popular destinations in The Bahamas, it will be easy to follow the parade down to Great Exuma. Just past the eastern end of the harbour are some of the most exquisite waters and islands you will see—Moriah Harbour Cay National Park at 13,440 acres of beaches and dunes, mangrove creeks and sea grass beds, coral reefs and sandbores. It includes not only Moriah Cay but also Elizabeth Island, Guana Cay, Fowl Cay and Whelk Cay, plus lots of little rocks and islets in between. (Elizabeth Island and Guana Cay are privately owned with dwellings onshore.)

After your exploration of Moriah Cay and its environs, exit Elizabeth Harbour’s eastern cut and set your course for another visual treat, Conception Island, believed to be one of the three islands that Columbus visited. It is a sanctuary for many migrating birds, among them the spectacular long-tailed snowy tropicbirds, and a nesting area for sea turtles as well. Nearby Booby Cay is a haven for sooty terns and brown noddies. The ornithologist might find his or her Life List growing at that point!

Does your schedule say it’s time to go north again? If time permits, you can work your way back up the Exumas and take the Decca Channel over to Andros so that you don’t miss the world’s third largest barrier reef and the highest concentration of blue holes. Andros’ Northern and Southern Marine Parks and the Blue Holes National Park preserve a significant part of this ecosystem.

In the interest of keeping you on a more direct route, some alternate but enticing prongs have been left out. You can augment the route above by first adding a stop at Peterson Cay off Grand Bahama; Walkers Cay in the northernmost Abacos; Black Sound Reserve Cay off Green Turtle Cay; Fowl Cay Preserve off Man O’ War Cay; and Clifton Heritage National Park at West Bay on New Providence.

You’ve completed the loop of the most accessible sea parks in The Bahamas. However, now you might need to go back and re-visit because you’ve only just begun!

Everette Sands Photo

The original Lord Beaverbrook home built on Gun Point. Right: Slow down and enjoy the view.

With over 700 islands to choose from in The Bahamas, it’s hard to decide which to visit. Harder still is the choice of which island, resort, cay, marina, boutique, islet, beach, inn, reef, park or attraction to include in our Bahamas issue, since each has its own special story and visual appeal. While many are rich with historical significance, one especially caught our attention not just for the story that’s been told, but also for the tales and folklore that have been passed down through generations and have gained momentum where the line between fact and fantasy becomes muddled. Part of the appeal is that what actually happened can’t be proven.

Kate Fears Photo

On the far northwest tip of Eleuthera, a charming home built by Lord Beaverbrook in the 1940s sits on Gun Point, a piece of land he chose that was given to him by the Crown after his loyal service during World War II. The colorful history of Gun Point, however, is varied and starts centuries prior.

In 1648 some 70 pioneers set their course for Eleuthera. When one of two vessels was wrecked on the surrounding reef—and all the cargo lost—the American colonies helped the survivors. Their first settlement—supposedly near Governor’s Harbour— had a cave they used for shelter and Christian worship services. Some of the settlers left while the ones that stayed made a living from fishing and scavenging the remains of boats wrecked on the reefs. Wrote John Oldmixon in 1708, “All that came ashore was prize and if a sailor had, by better luck than the rest, got ashore as well as his wreck, he was not sure of getting off again.” The skill of “wrecking” became finely tuned in order to lure ships to the reefs. One tale includes tying a lantern to a donkey and letting the animal roam an area close to a dangerous shoal.

The origins of the names of certain landmarks can be guessed but are still not known for certain: Preacher’s Cave; Ridley’s Head; Devil’s Backbone. A rock cropping in another cave named “the lady in the cave” bears the tale of a women waving to a priest, who was her lover and forced to leave the island. The name “Gun Point” is possibly due to its ideal location for placement of guns for protection of the settlement.

Allow me to share with you a few headlines I’ve come across recently:

1. The Miami Herald, 

March 26, 2012: 

“Park’s fishing-limit plan decried”

This was an article about a proposal to make the vast majority of Biscayne Bay (16 square miles, in fact)—located in the middle of a major metropolitan area and used by tens of thousands of cruisers and anglers—off limits as “the best way to ensure visitors actually get to see big fish and healthy corals in the future.”

2. Also from the Miami 

Herald, March 28: 

“Preserving our fisheries – Our Opinion: Compromise can be found on rules for Biscayne National Bay”

This was the Herald’s Op-ed reply to the proposed closure, which concluded, “Without the wise decision over the years to preserve our reefs and the coastal ecology through parks and preserves and good regulations, South Florida would not have its fine fishery. Protection today means fishing tomorrow.”

3. From the website 

Cruisersnet.net:

“Potential USCOE (U.S. Army Corps of Engineers) Partial Filling of North Lake Worth From 15′ to 6′ At Palm County Request To Provide Grass Habitat”

This made known a plan put forth by Palm Beach County to actually fill in about half of North Lake Worth and plant sea grass there, an area that is an extremely popular anchoring spot and mooring field. And most interestingly, the county didn’t even consult with the municipality of North Palm Beach, which borders the lake and enjoys great economic benefits from the boating activity that occurs on the lake.

4. From the Recreational 

Fishing Alliance 

(RFA) website: 

“Administration Says No Public Input Needed- Denies Congress’ Request To Allow More Comment On Oceans Takeover”

This details a press release issued by House Natural Resource Committee Chairman Doc Hastings (R-WA), reading in part, “Hastings received official notice from the Administration denying the Chairman’s request for a 90-day extension of the public comment period on the draft National Ocean Policy Implementation plan.”

This plan has potentially massive and far-reaching implications for anyone and everyone—commercial and recreational alike—who use our waterways, inshore and offshore.

5. Last, the headline 

on a March 2012 email 

circulated by the NOAA 

(National Oceanographic and 

Atmospheric Administration) 

Office of Coast Survey:

“NOAA Prepares to phase out Navigational Response Team”

This laid out that, due to a $2.3 million budget cut, the department would eliminate the six Navigational Response Teams (NRT’s) who work the nation’s ports, surveying for dangers to navigation and updating NOAA’s nautical chart products. These are the same response teams who race to areas hard hit by hurricanes and the like, to quickly restore navigational aids so that a port can begin operating again. The closure of even a minor port has far reaching negative economic implications, affecting entire regions if ships don’t resume coming and going in very short order.

Is it just me, or are things getting a little more (or less, perhaps, if some of these things come to pass) fishy around our coasts?

Angry Birds!
The Marine Edition

Avoiding the Poop Deck

By Frank Lanier

Don’t blame the birds. Evolution, it seems, has left them without anal sphincters (and we bet you never thought you’d read that term in Southern Boating). It makes sense, if you’re flying, not to carry around extra weight, so unlike our yachts, birds have no holding tanks. Instead, they foul our decks and docks, creating never-ending opportunities for scrubbing, spraying, and yes, cursing. Under the Federal Migratory Bird Treaty Act of 1918, it’s illegal to hunt, trap, possess, harm or kill many species of birds. Humans—and especially mariners—are, however, nothing if not innovative. We have come up with a dizzying array of devices intended to discourage birds from landing on, or even coming near our vessels. Here is just a small sample of the bird-brained “tweetments” intended to preserve your pristine topsides. (We suggest that you hum along to our theme song, “Gulls Just Guano Have Fun.”)

Area denial weapons

A first type of birdie buggers are those intended to keep birds from landing by mechanical means. The Gullsweep® is a small windmill, about six feet in diameter, that may be mounted to a deck area, Bimini or boom. In light winds it rotates, sweeping birds away. It is completely effective but there are still many areas that birds quickly learn are not inside the circle—and there they will, uh, sit. A similar type of device is a “spider,” which has several flexible metal arms with weights at the ends that move about. Spiders may be found in diameters from two to eight feet and also cover a circular area. For areas without much wind or wave action to move a sweep or spider, the solar bird repeller uses a solar panel and small motor to spin two 2.5-foot telescoping arms at 30 rpm. Another method of keeping birds from landing are bird spikes, which are sharp wires or plastic strips, about six inches long, that come attached to a ribbon or solid base. These may be tied along the topside of a spar, removably mounted to a rail, or permanently mounted to a radome or masthead. A variant of these for use at the masthead is a spiky ball, raised on a halyard and allowed to swing on a pigstick. The use of a monofilament fishing line is easy and popular. Tied about six inches above a deck, cover or spar, this line is invisible to the birds but keeps them from landing.

Scare tactics

A true mariner worth his or her salt is never above a bit of avian terrorism in pursuit of a clean deck. Flash tape is a Mylar material that may be tied to rigging, lifelines and other locations. It flutters in the breeze and reflects sunlight to frighten our feathered friends away. Similarly, long strings of plastic pennants, the type often seen at used car lots, may be tied above the deck. Chaser pennants, plastic or metal tags with reflective tape may be tied to lifelines and rigging to serve a similar purpose.

Simulated predators are an entire industry. Balloons with eyes, plastic hawks, owls—and even cats and snakes—are available, some with solar powered movement and others of the “bobblehead” variety. Mounted on a nearby piling or perched on deck, these synthetic critters are reputed to keep birds at bay.

Active annoyances

Two types of systems actively try to annoy the birdies. The sonic bird chaser is a digital recorded sound system that may be programed to play any of 22 types of bird calls. While perhaps effective, other tenants at your dock may also be quite annoyed at the persistent bird-less bird chatter. For instance, the Deck Guard uses ultrasonic whistles to annoy birds into leaving your boat. Again, since some of your dockmates may be sensitive to high frequencies or suffer from migraines, you may want to check ahead before investing in such a device. Finally, the Scarecrow sprinkler system is well-suited to floating docks and other flat areas. This spike sprinkler uses a passive infrared sensor to trigger a burst of water spray in the direction of any sensed movement. While more effective against larger birds and not very sensitive when used in direct sun, the spray is very good at discouraging ducks, cormorants and the like. Beware that the Scarecrow will also attempt to squirt you and your guests off the dock.

There are, it seems, as many good ways to keep our feathered friends from fouling our deck and dock as there are birds in the sky. One thing is certain, however: the only foolproof method of keeping the poop off the deck is to park your freshly washed car nearby.

SatPhone Shootout  

InMarSat IsatPhone Pro vs. Iridium Extreme

By Lawrence Husick

Many mariners now prefer to rely on satellite telephones not only for voice, but also for data transmission. A comparison of two satellite telephones shows that differing approaches can be useful. But they are quite distinct products, each with its own advantages.

A first look

Decked out in smooth blue, gray and black with a color display, the IsatPhone Pro is sleek, with a swing-out antenna that is easy to position and large enough to look like it means business. The unit sports clearly marked keys and reasonably clear menus. It uses a small “wall bump” transformer for charging, which is nice if you’re going ashore. An optional docking station from Beam Communications simplifies matters even more. Slide the unit into the dock, (which is connected to 12VDC and a small antenna mounted topside), pick up the standard telephone handset, dial a number, and you’re connected in seconds. There is even a standard telephone jack into which other telephones may be connected, so that an inexpensive cordless telephone system may be used to provide extensions in each cabin.

The Iridium Extreme addresses the need for a small and exceptionally rugged satellite communications handset. Swathed in gray nonskid rubber armor, the Extreme is water jet, shock, and dust resistant to military standards. The antenna is stiff but solid

. It looks and feels like you could drop it, bang it, pull it out of a soaking foul weather gear pocket, and still make your call—and you can! The Extreme looks and operates like a cellphone from the mid-1990s. It has a small black and white only screen, and lots of menus. Once you learn its functions, it is quick to operate and contains a wealth of built-in smarts that any mariner will appreciate. One minor inconvenience is the rubber covers for the electronic connectors. Because the unit is water resistant, these small captive plugs are essential but they are difficult to jam into place and awkward when trying to connect wires, especially one-handed. One other item of note: the cradle is required for both a data connection and for charging the battery, so traveling light is difficult.

Both phones, though larger than your typical iPhone, are easily carried ashore. They fit in a jacket pocket, weigh less than a pound, and have good battery life. Satellite telephones require a clear view of the sky to function, so using them inside or near tall buildings is off the agenda.

Behind the scenes

Both the IsatPhone Pro and the Extreme incorporate email and text messaging and both have GPS functions that allow the phone to send its location by either means. The Extreme adds a small red emergency button that is pre-programmed to send the phone’s GPS location and a message on a repeating basis.

While the Extreme comes with a wired earbud/microphone that does a good job when the unit is in your hand (remember that the antenna must be pointed at the sky, so using either phone in your pocket does not work) the IsatPhone Pro is equipped with Bluetooth. In use, that means that any regular noise-canceling headset may be used within 30 feet of the phone. In our tests, we left the IsatPhone Pro in the cockpit in a plastic zipper bag with its antenna pointed skyward and continued talking on a Jawbone Icon headset while working on deck.

The bottom line

On price alone, the IsatPhone Pro is less expensive than the Extreme. Airtime costs are generally comparable. The most important factor, however, is where and how you expect to use the phone. If the primary need is for a shipboard voice and data system with extension telephones, bluetooth connections and home-telephone ease of use, then the IsatPhone Pro will be your choice. If your need is for a rugged portable phone that can still be docked to give data connections and also functions in polar areas, then the Extreme is your go-to device.

Regardless of which you choose, your vessel may go out of sight of land, but will never be out of communication range. These excellent devices deserve a place aboard every vessel venturing beyond VHF-FM radio range.