Chapter 1: Tips & Tricks

 

Commercial traffic at Chesapeake, VA (MM 11.8).

Surviving Thriving on the ICW

1. Tips & Tricks for Navigating the ICW

The more time you spend on the water, the more hacks you develop to make it easier to navigate. Here are some tips that we've learned during our 25 years of navigating the ICW and words of wisdom from the professional mariners with whom we've worked over the past four decades. These ideas form the foundation of this entire guide. Each tip listed here references a chapter that provides a more detailed explanation. When a tip relates to a specific part of the Inland Navigation Rules, there is a link to that section of The Rules. 

• Tidal currents on the ICW are strongest at the inlets and weakest about halfway between two inlets, on the back side of the barrier islands (the tidal node or convergence zone). (Chapter 2)

• The timing of the tides at two inlets that are separated by a hundred miles will usually differ by just a few minutes. However, the tides at an inlet and at a point just a couple miles up the estuary, can differ by well over an hour. (Chapter 2)

• The current during the outgoing tide is often stronger than that of the incoming tide. (Chapter 2)

• Whereas the tide’s influence is only significant in certain regions of the ICW, wind can affect the level of the water at any location along the ICW. The wind’s influence is much more obvious where the tides are minimal. (Chapter 2)

• The wind affects the water level on the ICW in two different ways: (1) by blowing directly on the enclosed, inland waters of the ICW and (2) indirectly, by blowing on the ocean waters just offshore of the coast. (Chapter 2)

• Relative sea level is now rising at a rate of almost a half-inch per year along the entire Southeast and Gulf Coasts of the U.S., meaning that almost the entire AICW and GICW are being affected.  (Relative sea level includes the effects of both the rising level of the sea and sinking of the land.)  (Chapters 2 & 5)

• Vertical clearance at Mean Higher High Water (MHHW) is supposed to be 65 feet for fixed bridges on the ICW. This is no longer true at many bridges. (Chapters 2 & 5)

• The entirety of the ICW falls under the U.S. Inland Navigation Rules, which are the “rules of the road” that we all must follow on inland waters. (Chapters 3 & 4) (Inland Navigation Rules)

• Don’t forget to look out at the real world to see what’s actually going on around you. The most dangerous stuff out there is not shown on your chart plotter.  (Chapters 3) (Rule 5)

• Just because your bow is pointed in a particular direction doesn’t mean that’s the actual direction in which you are moving. (Chapters 3) 

• You are legally responsible for your wake at all times, in all places. (Chapters 3)

• Crab pots are your friends.  (Chapters 3 & 4)

• Stay current on the current.  (Chapters 3 & 4)

• Speed through the water (STW) is what allows you to steer your boat. Speed over ground (SOG) is what determines how much damage you’ll do to your boat when you run into something. (Chapters 3, 5, & 7)

• You will probably run aground and it (probably) won’t be the end of your world. (Chapter 4)

• At most of the notoriously shallow spots on the ICW, the main problem is not the depth, but the narrow width of the channel combined with the effects of a cross-current or cross-wind. (Chapter 4)

• When you pass an ocean inlet or an intersecting marsh creek, expect sudden changes in the direction and speed of the current, which will probably push you sideways. (Chapter 4)

• It’s good practice to “put money in the bank” by keeping to the up-current or windward side of the channel. (But make sure to observe Rule 9.) (Chapter 4)

• Look behind you!  (Chapter 4)

• Running aground should never happen by complete surprise. Slow down! (Chapter 4)

• Beware of the nuns and cans. (Chapter 4)

• Don't cut corners. Stay wide while going around curves, but remember to keep clear of oncoming traffic. (Inland Navigation Rule 9) (Chapter 4)

• The consequences of running aground in an inlet are far greater than doing so inside an estuary. (Chapters 4 & 6)

• The “Holy Trinity” of ICW navigation tools: Aqua Map, US Army Corps of Engineers depth surveys, and Bob423 ICW tracks.  (Chapters 4 & 8)

• Zoom in!  (Chapters 4 & 8)

• Expect the current to be gnarly around the bridges.  (Chapter 5)

• Tapping a bridge with the top of your mast could be catastrophic. Tickling a bridge with your VHF antenna is no laughing matter.  (Chapter 5)

• If your air draft is greater than 62 feet, you need to pay close attention to bridge clearances. (Chapter 5)

• The single most dangerous thing most cruisers ever do in their boats is enter an inlet from the ocean.  (Chapter 6)

• Most inlets shouldn't be used, especially by visiting cruisers. (Chapter 6)

• Some of the most important skills that cruisers need to master are those involved in keeping their boat secured in one place. (Chapter 7)

• Dock in slow motion; take advantage of your sailboat’s ability to maintain steerage at very low speeds. (Chapter 7)

• Marinas can provide a false sense of security in a storm. (Chapter 7)

• Your anchor is the most important piece of safety equipment on your boat. (Chapter 7)

• The three problems to look out for while anchored in storm conditions are:

1. dragging your anchor,
2. having another boat drag into you, and
3. chafing through your nylon rode or snubber. (Chapter 7)

• Chafe happens. (Chapter 7)

• Use a kellet to keep a nylon anchor rode from wrapping around the rudder or keel. (Chapter 7)

• The most important things to learn are: 

1. the limits of your boat’s maneuverability, 
2. how wind and current affect its maneuverability, and 
3. when to take a conservative approach to prevent navigational mishaps. (Chapter 7)

• Operating a boat requires some nautical knowledge, seamanship skills, and all five of your senses. No electronic device can be a substitute for any of these things. (Chapter 8) (Rule 5)

• The VHF radio is one of the most important pieces of safety equipment on a cruising boat. (Chapter 8)

• Autopilot should be used sparingly on the ICW. There is too much traffic and too many obstacles. (Chapter 8) (Rule 5)

• Use all of the navigation tools that are available to you but trust none of them. (Chapter 8)

• Your choice of weather app is not nearly as important as which forecast models you use and how you interpret them. (Chapter 9)

• Neither marine forecasts nor weather models should be taken at face value. (Chapter 9)

• There are two types of wind that you should keep in mind: gradient winds and convective winds. Most weather models only consider gradient winds. (Chapter 9)

• As a consumer of weather forecast information, you have to always be on the lookout for clues and key phrases that indicate the possibility of strong, damaging winds. The messages can be subtle. (Chapter 9)

• The winter weather pattern on the ICW, especially in the region from South Carolina through South Florida, can be extremely repetitive: the wind almost continuously shifts in a clockwise direction for months on end. (Chapter 10)

• During fall, winter, and spring, when the weather suddenly becomes warm and humid, be on the lookout for the approach of violent thunderstorms, followed by strong northwest wind. (Chapter 10)

• To avoid tropical cyclones, your escape plan should be based on getting:

1. into cool water, 
2. as far as possible from the track of the storm’s center, 
3. on the storm’s left side, and 
4. as much land as possible between you and the approaching storm. (Chapter 10)

• Don’t discharge blackwater overboard, even if it has been treated by a Type I Marine Sanitation Device. (Chapter 11)

• Reduce your fuel consumption by keeping your speed below 90% of hull speed (full displacement hulls) or by only going fast enough to just keep your boat on-plane (planing hulls). (Chapter 11)

• Keep your bilge clean. This will help you identify oil leaks and other mechanical problems, and will keep your bilge pump from discharging oil into the environment. (Chapter 11)

• Ditch the generator and embrace renewable energy. (Chapter 11)

• Drink the water from your potable water tank rather than buying bottled water. (Chapter 11)

• Fish responsibly. (Chapter 11)

• There is no such thing as the perfect boat. (Chapter 12) 

• In considering the purchase of a boat to cruise the ICW there are two overriding design considerations: 

1. whether the design of the underbody is sufficiently rugged to survive a grounding and to facilitate refloating, and 
2. (for sailboats) whether the air draft is <63 feet (Chapter 12)

• You don’t have to be a master mechanic, but the more self-sufficient you can be, the more freedom you’ll have to travel when and where you want.  (Chapter 13) 

• The three systems that require the most care and maintenance on a cruising boat are the: 

1. main engine(s), 
2. electrical systems (AC and DC systems), and 
3. dinghy’s outboard motor. (Chapter 13) 

• There are three levels of DIY work on your boat: (1) regular, periodic maintenance, (2) repairing things that break, and (3) major projects (upgrades, renovations). If you aren’t conscientious about doing #1, you’ll have to do more of #2 and #3. (Chapter 13) 

• Maintain a regular maintenance schedule and keep a maintenance log. (Chapter 13) 

• “Do no harm.” (Chapter 13) 

• All vessels are subject to The Navigation Rules and there is no excuse for not following The Navigation Rules. (Chapter 14) (Navigation Rules 1 & 2)

• If, in the heat of the moment, you can’t remember which navigation rules apply, just use common sense, caution, and courtesy:  

1. slow down, 
2. keep to the right, 
3. don’t impede other vessels, 
4. watch your wake, and
5. be aware of your surroundings. (Chapter 14)

• Dumber people than us successfully navigate the ICW every day. (Chapter 14)

The view from Oriental, NC, overlooking the Neuse River and the ICW. 

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Contents

• Introduction
• Chapter 1: Tips & Tricks
• Chapter 2: Water Levels
• Chapter 3: Avoiding Obstacles
• Chapter 4: Running Aground
• Chapter 5: Bridges
• Chapter 6: Inlets
• Chapter 7: Docking, Anchoring & Mooring
• Chapter 8: Navigation Electronics
• Chapter 9: Weather Basics
• Chapter 10: Typical Weather
• Chapter 11: Environmental Stewardship
• Chapter 12: The Perfect Boat
• Chapter 13: Maintenance
• Chapter 14: Conclusion
• About the Authors