People'ing in the Americas
THE DISCOVERY OF THE LANDMASS OF THE MODERN AMERICAS did not begin with Christopher Columbus. The most long-standing and widely held theory has been that people entered the Americas in the north at the tail end of the last ice age some 10-15,000 years ago and began to settle across the land. This long standing theory holds that homo sapiens came across the Bering Straight on a now extinct land bridge from Asia. However, recent finding across the Americas are questioning this theory and proposing other theories. Interestingly, the study of Home Sapien migration through science, archeology, geneology and more continues to uncover more and more clues that cloud the picture of how and when homo sapiens populated the Americas more than they are shedding light on the mystery. Basically, people came overland by foot or people came by water from the east or the west. Experts have and continue to piece together the past with new findings and new ideas, yet sometimes the mystery just gets bigger. Regarding the 'by water theory from the west' according to Megan Gannon from Sapiens.org,
"According to this coastal migration theory, some 16,000 years ago the ice had retreated from the coastlines of the Pacific Northwest, such that seafaring people could take advantage of coastal resources like kelp forests to navigate all the way down the shores of California, eventually reaching sites like Monte Verde in Chile.
Proving the coastal theory is tricky. No wooden boats from that era have been found along the shore. The earliest campsites along the ancient Pacific coastline may be lost for good due to erosion and sea level rise. Yet scholars have some clues that people were living along the Pacific coast, including the footprints at Calvert Island.
Evidence of human habitation from at least 13,000 years ago on the Channel Islands in California suggests that people had the skills to build boats and reach these land masses, which were islands even then. In the last 15 years, archaeologists at Cedros Island off the coast of Baja California in Mexico have found traces of a nearly 13,000-year-old settlement. Some archaeologists, such as Loren Davis of Oregon State University, are turning to methods such as coring—removing of a long column of soil—to search for hints of now-underwater prehistoric sites along the Pacific continental shelf."
*NOTE: Cedros Island is on the southbounders route down the Pacific side of the Baja Peninsula. Multiple anchorages can be found. The fall is often a good time to use the southern Anchorage: https://goodnautical.com/mexico-pacific/anchorage/isla-cedros-s
Nonetheless, while their daily life was not recorded or documented as ours it today, humans were in the Americas for likely over 10,000 years before the first life-changing contact with Europeans occurred in the end of the 15th century. A that time the Americas were the home to more than 50 million, perhaps as many as 75 million highly evolved communities of people. These ancient civilizations had experienced many changes and many catastrophes during their long history in the Americas, yet it seems certain that none of these experiences was as tragically transforming as the arrival of Europeans. In the long term, European settlers came to dominate most areas of the Americas. But even in the short term—in the first violent years of Spanish and Portuguese exploration and conquest—the impact of the new arrivals was profound. Battles between Natives and Europeans in the Americas continued but there were also many other interactions through which these very different civilizations shaped one another, learned from one another, and changed each other permanently and profoundly.
Europeans were almost entirely unaware of the existence of the Americas before the fifteenth century. A few early wanderers like Leif Eriksson, an eleventh-century Norse seaman, and perhaps others—had glimpsed parts of the New World and had demonstrated that Europeans were capable of crossing the ocean to reach it. But even if their discoveries had become common knowledge (and they had not), there would have been little incentive for others to follow. Europe in the middle ages (roughly 500– 1500 A.D.) was not an adventurous civilization. Europe was divided into innumerable small duchies and kingdoms, its outlook was overwhelmingly provincial. Subsistence agriculture predominated, and commerce was limited; few merchants looked beyond the boundaries of their own regions. The Roman Catholic Church exercised a measure of spiritual authority over most of the continent, and the Holy Roman Empire provided at least a nominal political center. Even so, real power was for the most part widely dispersed; only rarely could a single leader launch a great venture. Gradually, however, conditions in Europe changed so that by the late fifteenth century, interest in overseas exploration had grown.
15th Century: WHY EUROPEANS LOOKED WESTWARD
Two important and related changes provided the first incentive for Europeans to look toward new lands. One was a result of the significant population growth in fifteenth-century Europe following the Black Death. The Black death was a catastrophic epidemic of the bubonic plague that began in Constantinople in 1347, which had decimated Europe, killing (according to some estimates) more than a third of the people of the continent and debilitating its already limited economy. By the early 1500's the population had rebounded. With that growth came a rise in land values, a re-awakening of commerce, and a general increase in prosperity. Affluent landlords became eager to purchase goods from distant regions, and a new merchant class emerged to meet their demand. As trade increased, and as advances in navigation and shipbuilding made long-distance sea travel more feasible, interest in developing new markets, finding new products, and opening new trade routes rapidly increased. Paralleling this rise of commerce in Europe, and in part responsible for it, was the rise of new governments that were more united and powerful than the feeble political entities of the feudal past. In the western areas of Europe, the authority of the distant pope and the even more distant Holy Roman Emperor was necessarily weak. As a result, strong new monarchs emerged there and created centralized nation-states, with national courts, national armies, and—perhaps most important—national tax systems. As these ambitious kings and queens consolidated their power and increased their wealth, they became eager to enhance the commercial growth of their nations. Ever since the early fourteenth century, when Marco Polo and other adventurers had returned from Asia bearingexotic goods (spices, fabrics, dyes) and even more exotic tales, Europeans who hoped for commercial glory had dreamed, above all, of trade with the East. For two centuries, that trade had been limited by the difficulties of the long, arduous overland journey to the Asian courts. But in the fourteenth century, as the maritime capabilities of several western European societies increased and as Muslim societies seized control of the eastern routes to Asia, there began to be serious talk of finding a faster, safer sea route to Asia. Such dreams gradually found a receptive audience in the courts of the new monarchs. By the late fifteenth century, some of them were ready to finance daring voyages of exploration. The first to do so were the Portuguese. They were the preeminent maritime power in the fifteenth century, in large part because of the work of one man, Prince Henry the Navigator. Henry’s own principal interest was not in finding a sea route to Asia, but in exploring the western coast of Africa. He dreamed of establishing a Christian empire there to aid in his country’s wars against the Moors of northern Africa; and he hoped to find new stores of gold.
The explorations Prince Henry began did not fulfill his own hopes and yet, they ultimately led farther than he had dreamed. Some of Henry’s mariners went as far south as Cape Verde, on Africa’s west coast. In 1486 (six years after Henry’s death), Bartholomeu Dias rounded the southern tip of Africa (the Cape of Good Hope); and in 1497–1498 Vasco da Gama of Portugal proceeded all the way around the cape to India. In 1500, the next fleet bound for India, under the command of Pedro Cabral, was blown westward off its southerly course and happened upon the coast of Brazil.
But by then another man, in the service of another country, who had already encountered the New World. Christopher Columbus, who was born and reared in Genoa, Italy, obtained most of his early seafaring experience in the service of the Portuguese. As a young man, he became intrigued with the possibility, already under discussion in many seafaring circles, of reaching Asia by going not east but west. Columbus’s hopes rested on several basic misconceptions. He believed that the world was far smaller than it actually is. He also believed that the Asian continent extended farther eastward than it actually does. He assumed, therefore, that the Atlantic was narrow enough to be crossed on a relatively brief voyage. It did not occur to him that anything lay to the west between Europe and Asia. Columbus failed to win support for his plan in Portugal, so he turned to Spain. The Spaniards were not yet as advanced a maritime people as the Portuguese, but they were at least as energetic and ambitious. In the fifteenth century, the marriage of Spain’s two most powerful regional rulers, Ferdinand of Aragon and Isabella of Castile, had produced the strongest monarchy in Europe. Like other young monarchies, it soon grew eager to demonstrate its strength by sponsoring new commercial ventures. Columbus appealed to Queen Isabella for support for his proposed westward voyage. In 1492, having consolidated the monarchy’s position within Spain itself, Isabella agreed to Columbus’s request. Commanding ninety men and three ships—the Niña, the Pinta, and the Santa María — Columbus left Spain in August 1492 and sailed west into the Atlantic on what he thought was a straight course for Japan. Ten weeks later, he sighted land and assumed he had reached his target. In fact, he had landed on an island in the Bahamas. When he pushed on and encountered Cuba, he assumed he had reached China. He returned to Spain in triumph, bringing with him several captured natives as evidence of his achievement.
(He called the people he found in what was to him The New World' "Indians" because he believed they were from the East Indies in the Pacific.) But Columbus had not, of course, encountered the court of the great khan in China or the fabled wealth of the Indies. A year later, therefore, he tried again, this time with a much larger expedition. As before, he headed into the Caribbean, discovering several other islands and leaving a small and short-lived colony on Hispaniola. On a third voyage, in 1498, he finally reached the mainland and cruised along the northern coast of South America. When he passed the mouth of the Orinoco River (in present-day Venezuela), he concluded for the first time that what he had discovered was not in fact an island off the coast of China, as he had assumed, but a separate continent; such a large freshwater stream, he realized, could emerge only from a large body of land. Still, he remained convinced that Asia was only a short distance away. And although he failed in his efforts to sail around the northeastern coast of South America to the Indies (he was blocked by the Isthmus of Panama), he returned to Spain believing that he had explored at least the fringes of the Far East. He continued to believe that until he died. Columbus’s celebrated accomplishments made him a popular hero for a time, but he ended his life in obscurity. When Europeans at last gave a name to the New World, they ignored him. The distinction went instead to a Florentine merchant, Amerigo Vespucci, a member of a later Portuguese expedition to the New World who wrote a series of vivid descriptions of the lands he visited and who recognized the Americas as new continents. Columbus has been celebrated for centuries as the “Admiral of the Ocean Sea” (a title he struggled to have officially bestowed on him during his lifetime) and as a representative of the new, secular, scientific impulses of Renaissance Europe. Columbus was also a deeply religious man, even something of a mystic His voyages were inspired as much by his conviction that he was fulfilling a divine mission as by his interest in geography and trade. A strong believer in biblical prophecies, he came to see himself as a man destined to advance the coming of the millennium. “God made me the messenger of the new heaven and the new earth,” he wrote near the end of his life, “and he showed me the spot where to find it.”
A similar combination of worldly and religious passions lay behind many subsequent efforts at exploration and settlement of the New World. Partly as a result of Columbus’s initiative, Spain began to devote greater resources and energy to maritime exploration and gradually replaced Portugal as the leading seafaring nation. The Spaniard Vasco de Balboa fought his way across the Isthmus of Panama in 1513 and became the first known European to gaze westward upon the great ocean that separated America from China and the Indies. Seeking access to that ocean, Ferdinand Magellan, a Portuguese in the employ of the Spanish, found the strait that now bears his name at the southern end of South America, struggled through the stormy narrows and into the ocean (so calm by contrast that he christened it the “Pacific”), then proceeded to the Philippines. There Magellan died in a conflict with the natives, but his expedition went on to complete the first known circumnavigation of the globe (1519–1522). By 1550, Spaniards had explored the coasts of North America as far north as Oregon in the west and Labrador in the east, as well as some of the interior regions of the continent.
While Humans as a species have been in the Americas for well over ten thousand years, the effect of European explorers upon their arrival in the late 1400's to the mid 1500's was staggering and swift. While Christopher Columbus was not the first person to come to the Americas, he and his compatriots put a proverbial stake in the ground and claimed their discovery for their crown, their nation and the world. Prior to this, the world outside of people's immediate environment had previously been so obscure. European explorers came from their distant land, charting the ocean along the way, and encountered both lands and people they did not know existed and yet as a species humans, homo sapiens had existed on this round planet for hundreds of thousands of years. How had they spread out so far and wide? How had they become so isolated from one another? How had their stories been shared and lost?
Piecing together the past through the lens of today, available historic records, and scientific findings is no easy task. In fact, it leads one to the Paradox of Knowledge that Albert Einsein described with “The more I learn, the more I realize how much I don’t know.”
STORIES FROM DISTANCE SHORES
STORIES FROM DISTANT SHORES
Steve, from SV Wine N Down, has had many sailing adventures. He did a loop from Fort Lauderdale to the Caribbean, the Leeward / Windward Islands, Grenada and back. Then he sailed to Mexico, Belize, Panama to the San Francisco Bay. Now he is off anew on another voyage. Here he shares about their new adventure:
We are happy to be back out to sea. Our current trip so far: Right now, my three buddies and I are on a fishing adventure. Our lady friends/wife’s are flying in and meeting us at different locations throughout our planned four trips.
- Trip one will include our departure from SF on September 1 and ending in Long Beach. I need to return to Sonoma temporarily for grape and olive harvest time.
- Trip two will take us to La Paz, Mexico, with lots of fishing planned.
- Trip three will take us across the Sea of Cortez, with many stops along the way.
- Trip four should put us in for a stop in Puerto Vallarta and with a final home base in Barra de Navidad by around February 1st.
The adventure continues.
Steve says, “It’s all about taking our time and enjoying everything about cruising and enjoying our beautiful planet.”
SV WINE N DOWN 🇺🇸 Steve & Crew – Leopard 58′
THANK YOU FOR SHARING YOUR JOY STEVE!
Ocean Posse Members, please share your stories by sending them to editor@oceanposse.com.
Maurisa, the editor, is always happy to receive your stories and share them out. Together we can inspire one another!
SEASON 8 AWARD ENTRIES: MOST UNWELCOME VISITOR
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MY NEXT CHAPTER 🇺🇸 Chris & Shawna & crew – Selene 59′
SY REMEDY 🇺🇸 Natalie & Karl – Leopard 45’
SY ROXXY 🇺🇸 Dennis & Kelly – Beneteau 52’
SY MAISON DE SANTÉ 🇺🇸 Nicole & Keenan- Cal 46′
SV 🇺🇸 WINE N DOWN Steve – Robertson and Cane 58′
THANK YOU FOR SHARING STEVE!
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Sailing to Mexico from the Pacific Northwest: Hazards and Resources
Sailing to Mexico from the Pacific Northwest:
Hazards and Resources
By Rob and Debra Murray from SV AVANT as previously published in Currents Magazine
About the Hazards
As you set out on your sail to Mexico from the Pacific Northwest, there are numerous hazards you will encounter. For most, the only defense is a good watch.
Fishing Boats
Most vessels inshore are commercial fishing boats, and many do not use AIS, so other fishermen don’t know where they are fishing. At night, they usually light up like stadiums hosting a World Cup game and are easy to spot. They tend to congregate on offshore banks or directly offshore from ports on the coast. Some fishermen have begun using AIS beacons on fishing gear, which is a bonus.
Debris
Floating debris, especially logs, can be an issue, particularly during or immediately following heavy rains or large tides, and especially off of larger rivers or inlets.
Crab Pots
Crab pots are endemic. While there has been an effort to create a crab pot free zone down the coast, its observance is marginal and equipment drifts into the the lanes anyways. The consortium that manages the lanes hasn’t met to update the agreement since 2017. Note that in areas subject to strong current, commercial crabbers will generally use two buoys, one to hold the line up and a second on a further 10 feet or so of line that will still be visible and retrievable, even when the first buoy has been pulled under by the current. It’s easier to tangle a buoy in your prop if the current is slack and both buoys are lying idle on the surface.
Bars
Of course, everyone worries about the dreaded ‘bar crossings’ that may be encountered. After all, they do call the Columbia Bar the ‘Graveyard of the Pacific’, right? But if you’re crossing at a slack or flood in weather that isn’t horrible, none of the bar crossings are difficult. In Avant’s passage down the coast, we entered Astoria (the aforementioned ‘graveyard of the Pacific’), Coos Bay and Humboldt Bay/Eureka (widely considered the second worst bar crossing), and had no trouble at all. Our timing had us arriving at each bar on or near slack water, with a slight edge to the flood tide. Many mariners recommend using the last of the flood tide as the optimum time for a bar crossing, when the water is deepest. Waves at each entrance were under two feet, and the period was long, as predicted by the forecasts we sailed under. Charting was universally excellent.
Each harbour with a bar has a coast guard station that can offer advice, an up-to-the-minute bar report, and will even send out a cutter or other boat to guide you in if conditions warrant (we availed ourselves of this at Coos Bay when visibility dropped to under 200’). If you get caught out by a closed bar, you just have to gut it out until the bar reopens, but with modern weather forecasts and a modicum of planning,
this is highly unlikely. (Note that the coast guard definition of a ‘small craft’ in bar closing advisories is a vessel under 65’ in length.)
Available Resources
The following resources can make this specific passage more pleasant and perhaps less challenging:
Weather Information
No doubt you have attended courses, read books, downloaded software, studied weather patterns, learned how to download a variety of GRIBs, receive weather faxes, decode 500mb charts, toss chicken bones and generally worked really hard to prepare for cruising by becoming your own expert weather forecaster. Well, on this trip, those skills can be used for entertainment value or simply allowed to rest. (Don’t worry, you will use those skills south of the USA/Mexico border).
The NOAA forecasters are as good as it gets, and there are dedicated teams in each of Washington, Oregon and Northern California working around the clock to deliver the most accurate weather forecast possible. These forecasts are available via VHF on the usual WX channels to a considerable range offshore (usually at least 50 miles, often 100+). The forecast zones extend to 250 miles offshore in discrete steps, and the forecast zones are quite small. In addition to the forecast, each weather office provides a ‘discussion’, which underscores the reasons for the forecast offered, how the models informed (or did not inform) the forecasts, what’s likely to follow the forecast period, and any other juicy tidbits the forecaster(s) think might be interesting. You can find the discussion by going to the forecasting office’s webpage and looking for the ‘discussion’ button.
If you want to ‘play along’ with the forecaster, you can download the GRIBs (GFS and NDFD editions) and see if you get the same conclusions.
Live and near live weather observations are also available from the national weather service by finding the ‘observations’ button on the left side of the forecast page. These vary in frequency from every few hours to live, depending on location and observation station type. There are dozens of these between Neah Bay and San Francisco.
Enjoy the weather forecasts. They end at the Mexico USA border and it becomes far more basic there.
Wave Patterns
Waves offshore contribute substantially to the (dis)comfort the crew experience on the passage. Aboard Avant, we have found waves change character at depths of about 60m/200’. When the depths we sail in are under 60m, the waves seem to have a different character, a more insistent vertical component, than they do in greater depths. We always aim to be in depths greater than 60m/200’ whenever possible. When closing the coast, expect waves to ‘feel’ stronger, even if they are not visibly any bigger. Also when closing the coast, watch for secondary wave trains from reflections off shorelines where the shores are steep to, or a change in wave direction where a wave train may wrap a point or headland. And there are also outliers such as this one.
Generally, wave height has very little to do with discomfort aboard; it is the ratio of wave height to period that creates difficulty. When waves are ‘square’ (wave height in feet = wave period in seconds), no one will have any fun aboard, whether the waves are 3’ or 8’ high. We choose not to sail in square waves. When the period extends to 1.5x the wave height, conditions become much more tolerable. When the period is 2x or greater wave height, the gentle rise and fall is barely noticeable after a while.
When traveling with the wave train, the apparent period will be longer, and when traveling against the wave train the apparent period will be shorter. Take this into account when evaluating wave predictions.
Guidebooks
The NOAA Coast Pilot 7 is a free download and covers the coast from Neah Bay to the Mexican border. You will want to read chapter three, and use chapters seven to thirteen in reverse order as you transit south. This volume, over 700 pages, is a comprehensive mariners guide to the coast, its character, and its hazards. It is updated weekly, so make sure you have the latest edition downloaded.
There are commercial cruising guides available for the Columbia River and San Francisco Bay, but we found they added little to what the Coast Pilot provided for free.
The USCG has produced a general bar crossing guide with lots of relevant information. Individual bar crossing guides are available as well, and some can be found on this list. The following bar crossing guides (in pdf format) provide specific information about hazards for each bar crossing:
- Quillayute Bar Hazards
- Grays Harbour Bar Hazards
- Rogue River Bar Hazards
- Tillamook Bay Bar Hazards
- Yaquina Bay Bar Hazards
- Umpqua River Bar Hazards
- Depoe Bay Bar Hazards
- Columbia River Bar Hazards
- Coquille River Bar Hazards
- Chetco Bar Hazards
US Coast Guard
The US Coast Guard is a highly professional military search and rescue operation, and operates multiple stations up and down the coast. From late May through Labor Day, they also operate a number of seasonal stations, some located on the jetties surrounding bar crossings. They can be reached by VHF or by telephone (numbers are in the Coast Pilot, or on their website. Note them down before you go). Their VHF coverage is typically at least 25-50 miles offshore, and we found cell coverage was passable at 8-10 miles offshore and excellent at 5. It is ALWAYS worth calling by VHF or cell phone to get a bar forecast before committing to crossing any bar on the coast.
Charts
NOAA charts (both raster and vector) are free downloads and can be used in navigation programs like OpenCPN. They are frequently updated, and OpenCPN has a chart downloader that will automatically update your electronic charts directly from NOAA. Proprietary e-chart sets like C-Map or Navionics are also updated, but not as frequently. Like milk, bread and beer, charts are best fresh, so do use the free resources to ensure you have the most up to date information aboard. Paper charts for backup can be purchased individually, or you can get a ‘chart book’ that covers large sections of the coast. We elected to do the latter, buying two MAPTECH Chartbooks that covered the coast from the Canadian border to the Mexican border.
SY AVANT 🇨🇦 Rob & Debra – Beneteau 43.5
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FLEET UPDATE 2023-09-03
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THE BAJA RUN
THE BAJA PENINSULA 750 NM WITH EASY DAY HOPS AND PLENTY OF ANCHORAGES
DANGERS
FOG - KELP - REEFS - SMALL PANGAS - EXPENSIVE FUEL IN TURTLE BAY - WHALES - STRONG NW WINDS
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① Start at Cruiseport Village Marina Ensenada and do your Mexico check ins 31° 51.2766' N 116° 37.2433' W |
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Once you have made it out of Ensenada without dropping to much cash at Hussong’s Cantina |
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② head for Punta Santo Tomas at 31° 33.1589 N |
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③ The next jump is either 40 nm to Bahia Colonet Bight 30° 57.9028 N 116° 17.0747 W - details at https://goodnautical.com/mexico-pacific/anchorage/bahia-colonet-bight |
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④ Or an extra 30nm Isla San Martin North bay 30° 29.178 N -116° 6.1356 W or South Anchorage depending on swell https://goodnautical.com/mexico-pacific/anchorage/isla-san-martin |
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⑤For a more protective bay especially for those who wish to bash back up here is Bahia San Quintin https://goodnautical.com/mexico-pacific/anchorage/bahia-san-quintin-w and https://goodnautical.com/mexico-pacific/anchorage/bahia-san-quintin |
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The ⑥ South of this - about 39 nm is a fair weather anchorage at 29° 47.3276 N 115° 47.4296 W behind ISLA SAN GERNOMIO - watch for 2 rocks south of it @ 29° 44.2191' N 115° 46.2265' W https://goodnautical.com/mexico-pacific/anchorage/isla-san-geronimo-e |
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⑦ The next anchorage is a staple along the route FONDADERO SAN CARLOS Especially for those on a northbound track @ 29° 37.3596 N 115° 28.565 W This anchorage is 68 nm South of Sna Quintin - expect some kelp patches and shoaling on the northern bight https://goodnautical.com/mexico-pacific/anchorage/fondadero-san-carlos |
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⑧ South ~ 80 nm across the bay of Sebastian Vizcaino is Isla Cedros N - aka the Cedros Island Yacht club anchorage at 28° 20.212 N -115° 11.434 W https://goodnautical.com/mexico-pacific/anchorage/isla-cedros-n Expect |
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The east coast of Isla Cedros has several anchorages; the northern |
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Bypassing a few anchorages on the East and South of Isla Cedros ~ ⑨50 nm south is Turtle Bay / Bahia Tortugas |
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The locals will try to sell you fuel from pangas or via the fuel dock - |
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⑩ The next jump is about 50 nm to Bahia Asuncion 27° 08.1355 N 114° 17.4206 W https://goodnautical.com/mexico-pacific/anchorage/bahia-asuncion |
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The |
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⑪Or push it another 24 nm to Bahia San Hipolito This
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⑫A far more protected anchorage is 50 nm south of Bahia Asuncion or 105 nm south of Turtle bay is Bahia Ballenas @ 26° 46.0426 N -113° 30.0266 W https://goodnautical.com/mexico-pacific/anchorage/bahia-ballenas |
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⑬ A prime spot along this coast is San Juanico / Scorpion Bay @ 26° 14.7986 N 112° 28.333 W about nm SE from Bahia Ballenas - with friendly locals and expats In |
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⑭Another 85 nm to Bahia Santa Maria |
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Bahia Santa Maria |
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There is no permanent settlement in Bahia Santa Maria but a dinghy ride up
into river channels at the north end of the bay reveals a cluster of fishing shacks with brightly colored pangas tied up along the bank. From November to May itinerant fishermen stay in the bay to fish for tuna, jacks and dorado. |
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⑮The final jump an overnight sail to Cabo San Lucas ( WEEKEND MORNINGS ARE TOUGH IN CABO MANY FISHING VESSELS LEAVE A T THAT TIME SO TRY TO ARRIVE AFTER 9 AM ) ~ 185 nm with no real stops along the way - as soon as you round the |
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Make a reservation at our sponsorshop Marina IGY Cabo San Lucas - with Jesus A. Esquitel VHF 16 & 88A Tel +52 (624) 173-9140 CSL@IGYMarinas.com www.igy-cabosanlucas.com |
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| ID | Location | Latitiude | Longitude | NM | |
| ⓪ | San Diego Police Dock | 32° 42.537' N | 117° 14.10543' W | - | ⛽💧 |
| ① | Ensenada Cruiseport Village Marina | 31° 51.2766′ N | 116° 37.2433′ W | 60.04 | ⛽💧 |
| ② | Punta Santo Tomas | 31° 33.1589 N | 116° 40.6879 W | 18.37 | |
| ③ | Bahia Colonet Bight | 30° 57.9028 N | 116° 17.0747 W | 40.65 | |
| ④ | Isla San Martin North Bay | 30° 29.178 N | 116° 6.1356 W | 30.24 | |
| ⑤ | Bahia San Quintin | 30° 22.5924' N | 115° 59.0887' W | 8.97 | |
| ⑥ | Isla San Gernomio | 29° 47.3276' N | 115° 47.4296' W | 36.71 | |
| ⑦ | Fondadero San Carlos | 29° 37.3596' N | 115° 28.565' W | 19.19 | |
| ⑧ | Isla Cedros N | 28° 20.212' N | 115° 11.434' W | 78.62 | |
| ⑨ | Turtle Bay / Bahia Tortugas | 27° 41.2544' N | 114° 53.2545' W | 42.16 | ⛽💧 |
| ⑩ | Bahia Asuncion | 27° 08.1355' N | 114° 17.4206' W | 45.95 | ⛽ 💧 |
| ⑪ | Bahia San Hipolito | 26° 59.3362' N | 113° 57.6966' W | 19.66 | |
| ⑫ | Bahia Ballenas | 26° 46.0426' N | 113° 30.0266' W | 28.05 | |
| ⑬ | San Juanico / Scorpion Bay | 26° 14.7986' N | 112° 28.333' W | 63.50 | |
| ⑭ | Bahia Santa Maria | 24° 46.133' N | 112° 15.441' W | 89.47 | |
| ⑮ | Cabo San Lucas East | 22° 53.304' N | 109° 53.844' W | 171.87 | ⛽💧 |
| ⑯ | Los Frailes | 23° 22.836' N | 109° 25.297'' W | 39.54 | |
| ⑰ | Isla de Pajaros | 23° 15.2645' N | 106° 28.3305'' W | 162.80 | |
| ⑱ | Isla Isabella Anchorage South | 21° 50.5266' N | 105° 52.907'' W | 90.87 | |
| ⑲ | San Blas Outer Anchorage | 21° 31.043' N | 105° 14.566' W | 40.64 | ⛽💧 |
| ⑳ | Punta de Mita | 20° 45.764' N | 105° 31.15' W | 47.88 | |
| ㉑ | Punta Ipala | 20° 14.2306' N | 105° 34.4255' W | 31.71 | |
| ㉒ | Chamela - N | 19° 35.0404' N | 105° 7.8663' W | 46.50 | |
| ㉓ | Isla Paraiso - E | 19° 28.6194' N | 105° 3.7637' W | 7.50 | |
| ㉔ | Tenacatita - Inner Bay | 19° 17.9207' N | 104° 50.1528' W | 16.72 | |
| ㉕ | Marina Puerto Navidad | 19° 11.7294' N | 104° 40.8748' W | 10.73 | ⛽💧 |
WINDS
CURRENTS
SWELL AND WAVES
SAFE HARBOR VENTURA ISLE 🇺🇸 SPONSORS THE PANAMA POSSE
Safe Harbor VENTURA ISLE 
SPONSORS THE PANAMA POSSE
34° 14.7' N 119° 15.595' W
Happy to offer 50c x foot off our transient rates for participants of the Panama Posse
Garrett McKinney
General Manager
Whether you're setting sail for Panama or dining in the lively Ventura Harbor Village, Safe Harbor Ventura Isle is a gateway to it all.
SAFE HARBOR VENTURA ISLE
Address: 1363 Spinnaker Dr, Ventura, CA 93001
Tel: +1 (805) 644-5858
E: gmkcinney@shmarinas.com
AMENITIES
- Max LOA 93'
- Max Beam 40'
- Boat Lifts
- Complimentary Wi-Fi
- Cable TV Hookups
- Fresh Water Hookups
- Shore Power Hookups
- Dock Boxes
- Pump-out
- Drive-up Parking
GOOD NAUTICAL SAFE APPROACH
MAP
OFFICIAL WEBSITE >>
SAFE HARBOR SOUTH BAY 🇺🇸 SPONSORS THE OCEAN POSSE
Safe Harbor South Bay SPONSORS THE OCEAN POSSE
32°37.295' N 117°06.1266' W
HERE ARE THE PICTURES FROM THE KICK OFF EVENT >>
Our maintenance team on the docks includes Jack Eby, Art Guarino, and Mitch Crowe.
Our entire team welcomes you and looks forward to your visit.
As your OCEAN POSSE PARTICPANTS plan ahead, they will be working with them.
Our best contact is by email, tdeyoung@shmarinas.com
Business Mgr.
Safe Harbor South Bay offers boaters a peaceful, quiet atmosphere away from noise and traffic congestion. Need to get away? A premiere San Diego Marina- Safe Harbor South Bay is the place! Beautiful sunsets, quaint surroundings and in a park-like setting. A trolley or bus makes getting around the town a breeze. Spend an evening at the Coors Amphitheater listening to top entertainment or dine at one of the fine restaurants in the area. Come and visit us today and you will see boating isn’t just another activity…at Safe Harbor South Bay It’s a Way of Life!
Safe Harbor South Bay CHULA VISTA
640 Marina Pkwy,
Chula Vista, CA 91910
Office 08:00 AM - 17:00 PM
Phone: (619) 422-2595
GOOD NAUTICAL SAFE APPROACH
MAP
AMENITIES
Bright, fresh and clean restrooms.
Plenty of washing and drying equipment.
Computerized access to all gangways and boater facilities.
Plenty of free parking spaces available throughout the marina.
Unlimited, free wifi available to help you stay connected.
Large BBQ area great for entertaining + social events.
Local Yacht Clubs welcome guests and have active social calendars.
Spacious private showers for guests and liveaboards.
Individual power centers.
Connection to DSL phone lines available dock side.
Free fresh water available at each slip.
Help yourself to our dock side carts.
We have storage lockers.
Pump out facility nearby.
Full service launch ramp adjacent to the Marina.
OFFICIAL WEBSITE >>
