Pontoon Boats

By Thomas Ludens

It is no accident that pontoon boats are commonly referred to as party boats. With their flat and open decks, they are designed like floating patios and they function like a back porch that extendsover the water instead of the yard. All space and comfort, the ease of operation and shallow draft of pontoon boats has earned these sturdy vessels a reputation for their functionality and low cost.

So, it should perhaps come as no surprise that this no-frills design was invented by a Minnesotan farmer in the early 1950s. Ambrose Weeres had the simple inspiration to put a wooden deck on top of two columns of steel barrels welded together end-to-end. The outcome would be—and was—a sturdy deck and a stable boat.

Living as he did in the state with 10,000 lakes and at time when recreational boating was beginning to boom, he was, as they say, in the right place at the right time. The rest, as they also say, is history. He founded a company called Weeres Industries to build these boats. A host of imitators followed in his wake.

Today, the number and variety of pontoon boats is staggering. Some are catamarans. Some are trimarans. Some have cabins. Some have heads. Some are fast and powerful enough for watersports. Some are outfitted for fishing.

There’s one thing, though, that no one has improved upon: the genius of the basic, simple design. A deck and two or three floats—that’s all it really takes to get out on the water and enjoy being there. Pontoon boats give you that and, in the case of the boats featured here, a whole lot more.

verandamarine.com Veranda: V20SE Series

There is a company located in Hot Springs, Arkansas called Aluma-Weld. This may seem irrelevant here, in a story about a pontoon boat, but this fact is integral to understanding the design success of Veranda’s boats. You see, Aluma-Weld holds a patent on an interlocking flooring system that gives the decks on Veranda models unparalleled strength and stability.
With this system, interlocking aluminum planes are welded together and then directly to the floats beneath. As will be clear from a day out on the lake, this makes for a sturdy, durable floor that doesn’t warp, flex, sag, rattle or heat up.

On Veranda’s V20 Special Edition, this provides the base for a host of amenities. At the helm, there’s a barrel style seat, a Jensen stereo with CD and two speakers, a tilt wheel and full instrumentation. This keeps the captain as comfortable as his crew, which can seek shade under the nine-foot Bimini top or relax on one of the three chaise lounges. There is also a sun pad aft and a removable table with two bases, which add even more room to spread out. For those looking to spend their time in the water, instead of on it, there’s a handy rear entry gate with boarding ladder to make coming back aboard a breeze.

Twenty-feet long and with an eight-foot, six-inch beam, the V20SE is big enough for 10 passengers at a time. Under-console storage and ample cup holders help keep the roomy deck uncluttered. Available with either a 150- or 200-horsepower performance package, this is a sporty, smart pontoon that delivers great times on the water.

And the options offered on the V20SE can add to the fun. A ski tow bar, a refreshment center and an entertainment center only make an already well-equipped vessel that much more accommodating for a long day spent out on your favorite waterway. And with this model’s low price tag, these add-ons are within reach.

So, if you’re looking for a pontoon that holds its value, the Veranda V20SE is a great place to start your search.

Manitou: 22 X-plode SHP manitouboats.com

If you’re going to call a boat the X-plode, you better back it up. With this powerful and dynamic 22-foot model, Manitou does exactly that. Equipped with a Honda, Yamaha or Evinrude 225 E-Tec engine, it has a maximum of 225 horsepower and a lot of muscle, especially for a pontoon boat. And you can give it even more: there’s an available MerCruiser 350 Mag that boosts the boat up to 300 horsepower.

When you add to that the Sport Handling Package, which is what the “SHP” appended to the end of the model name means, this boat really begins to take off.

The components of the SHP work together to create a hull design that acts like a planing hull you’d more often find on a fiberglass speedboat than a pontoon boat. As an SHP model, the 22 X-plode is underskinned with triple tubes. The center tube is larger than the outside tubes and mounted lower to prevent ventilation during sharp turning. Lifting strakes are standard on the inside and outside of all three tubes, allowing for quicker planing, graceful banking and a better hole shot.

The final component of the Manitou SHP is a Teleflex Sea Star Hydraulic Steering System with power assist unit. Similar to those found on many automobiles, this hydraulic system uses an electric pump to allow steering with your fingertips.

Add all of this together, and you end up with a fast boat that’s easy to handle. What more could you ask for? How about a V-bow, a brand new race boat helm and a bevy of standard features? The 22 X-plode SHP has all of that.

The compact entertainment center includes a JBL radio with one gig of internal memory, an MP3 interface and cradle, as well as four Kicker speakers. Also at the helm, there is a Dino steering wheel, a stylish captain’s chair and a clean instrument panel with performance gauges that have color-matched bezels. There is also a 55-gallon gas tank, an activity locker, a privacy station, a ski tow bar and a Sunbrella top and mooring cover.

With power and handling, style and comfort, the 22 X-plode SHP combines convenience and performance in a single package.

pontoons.com Premier: 250 S-Series

A pontoon boat with a wraparound windshield? Well, now they’ve thought of everything. With their S-Series, Premier has made this simple but ingenious innovation and, in so doing, has pushed pontoon design toward the sportiness of a runabout or ski boat. Performance doesn’t follow far in the wake.

Propelled by an engine that has as much as 300 horsepower and set on a 25-foot triple tube package that amps up performance while increasing stability and handling, the S-Series will take you to the open water. The lifting strakes and ski tow bar can only add to the fast-paced excitement of this vessel.

Don’t forget, though, that this is still a pontoon boat. It may have the power of a runabout, but it retains the open-deck and ample room of a pontoon. The S-Series protects its aft passengers with the full wraparound glass windshield. Fore of the walk-thru windshield that’s amidships, there are curved bench seats, both port and starboard.

At the dual-console helm, there is a pair of Flexsteel 7-Star chairs, a soft-touch steering wheel, a CD stereo with four premium speakers and an easy-to-read instrument panel. The windshield works with the elevated cockpit to create distinction usually not found between bow and cockpit on a pontoon boat. By adding a six-inch platform from the walkthrough back, visibility is clear over the tallest bow passengers.

Aft, there’s additional seating (including optional wrap-around stadium seating) that varies depending on the model. The ES is a slightly smaller vessel that features a U-shaped bench seat behind the helm and a boarding ladder positioned as a side mount just fore of the helm. On the 250 Fish, there is a pair of swivel chairs at the stern. On the RE model, a permanent stainless steel ladder is placed at the rear, right beside an L-shaped bench.

Other standard features on S-Series models include a Bimini top, brushed rectangle table, directional speaker mounts, stainless steel hardware, marine-grade Illusions 28-oz. carpet
and a pop-up changing room. The options allow you to add everything from an iPod interface adapter to a Lowrance GPS unit.

The S-Series gives you all the power and performance you need to push the limits of traditional pontooning. And it does so without sacrificing the relaxed style and comfortable layout that are the hallmarks of this kind of boating.

Princecraft: Versailles SVX Series princecraft.com

Just because something’s designed for a family doesn’t mean it has to be blandly functional. Or so Princecraft shows with their Versailles SVX Series, a group of family-oriented pontoons that are new for 2008. These boat offer luxury and comfort without compromising the fun factor.
The extra wide beam offers both a smoother ride and plenty of interior space for the entire family—and for everyone’s gear. On this big deck, you’ll find an ultra-plush reclining captain’s seat, chaise lounges and L-shaped rear seating. On the SVX 27 model, there is even room for an optional 12-volt refrigerator.

The Rotocast plastic storage compartments are vented to allow for draining as well as cross circulation, which helps to prevent mold and mildew. Portable, integrated cup holders and a pedestal snack table keep favorite libations and munchies close at hand; and the fiberglass galley that’s built into the console features a sink, faucet and portable freshwater tank.

Sun seekers will enjoy the Versailles SVX Series’ rear sun deck that incorporates a pop-up privacy enclosure for changing in and out of swimwear. The rear deck also houses an optional chemical head with pump-out system, meaning total comfort and privacy for the entire family. There’s also an optional full camper enclosure that can provide an overnight stay onboard or offer protection from the elements in bad weather.

With a new catamaran-like fiberglass bow styling, these boats look like fun. This design is also functional: it provides recesses that house and hide navigation and docking lights, as well
as two fender racks to keep boat bumpers handy for docking. Similarly, inset recessions strategically placed on the interior individually protect the four, 6.5-inch speakers driven by a 200-watt M475 Clarion AM/FM/CD player that is satellite radio ready and MP3/iPod compatible.

All this luxury and style does not mean the SVX series pontoons are anything other than sturdy and strong. Constructed using the highest grade 5052-H36 marine-grade aluminum alloy, each pontoon tube is a full 25-inches in diameter with a “dolphin-style” nose piece, integrated deflectors and a full-length keel on each pontoon for added strength.

With on-board fuel capacity at 125 gallons and a variety of fuel-efficient engine options, the Versailles SVX O/B and I/O models can keep you—and your family—on the water and away from the fuel dock.

southbaypontoon.com South Bay: 900 Series

In 2006, South Bay’s then new 900 series was named Boating Life’s “Best Breakout Boat.” Since then, the series’ flagship model, the 925CR Trifecta, has become the company’s most popular performance pontoon. After even a quick look at this sleek, classy vessel, it’s easy to see why.
From the sweeping railings to the swim decks at both bow and stern to the plush interiors, the many models in the 900 Series are immediately striking. They range from 21-feet, 8-inches in length to just an inch shy of 30 feet, and they can accommodate anywhere from 11 to 22 people. From the 922CR to the 93CPTR TT, there is a range of floorplans and a host of options. Whatever your choice, though, it’s hard to go wrong.

The performance and handling on these boats far surpasses that of traditional pontoons. To achieve that, engineers began their ingenious design at the bottom, with the tubes. What they
came up with is the Trifecta hull, a three-float design that gives these boats the kind of handling you more often find on a boat with a V-bottom mono hull. The result is reduced drag, tighter turns and increased performance all the way around.

This innovative triple-tube design also allows the use of a wide array of power options. Depending on your needs, the engines on models in the 900 series can range from 135 to 600 horsepower.

Despite these high-powered performance characteristics, the 900 Series has the roomy comfort that make pontoons so attractive in the first place. You’ll find tilt steering, a Sunbrella Bimini top, a built-in Garmin fish/depth finder, a changing room sundeck and stainless steel hardware, including pop-up bow cleats. For entertaining, there’s a molded fiberglass sink with an eight-gallon freshwater holding tank, as well as a stainless steel faucet that uses a 12-volt pump for water flow.

There’s even a hide-away trash receptacle that fits conveniently in the chaise lounge arm. And if you’re looking to really maximize space, go with the optional in-floor storage that, at 20-by-40 inches, is long enough for skis and is ready for all your water toys.

Wherever you look, you’ll see the results of good design and quality engineering. Even where you can’t look—for example at the cross members that are spaced just 16 inches apart to keep the deck stable and the ride smooth—you’ll find evidence of South Bay’s excellent boatbuilding. Out on the water, you’ll see the results.

Rampage Yachts

Affixed to the façade of the enormous factory is a huge version of the Cruisers Yachts logo. Appended just below it, like an afterthought, is a less permanent-looking and slightly smaller sign for Rampage Sport Fishing Yachts. But here, in the small northeastern Wisconsin town of Oconto, this new sign is anything but an afterthought. And while the sign may look tacked on, there’s nothing temporary about.

That’s because Rampage recently moved all of its operations here—and brought with it 100 new jobs.

Now, Rampage will share this 450,000-square-foot facility with Cruisers, its sister company under the KCS International umbrella. That means a boost to the local economy and to both of these yacht builders. The two companies are consolidating all of their operations, from manufacturing to marketing, and finding renewed stability at a time when the rest of the economy is shaky.

I traveled to Oconto for an open house event, to see the facility and the unveiling of the first Rampage yacht completed here. I’m given safety glasses, led past hulls being prepared and brought into a high-ceilinged room crowded with people. There are community members, local officials, yacht dealers, employees, a television crew, reporters, photographers, rows of chairs, a stage and, at the back, a huge yacht sheathed in a white plastic tarp. There are speeches, remarks and flash bulbs going off. Then, the boat—a gleaming 33 Express—is unveiled.

It’s more than an impressive yacht, though. It’s a symbol of Rampage’s commitment to this manufacturing town on the Great Lakes and of the company’s commitment to building great sport fishing yachts.

From top to bottom, the Rampage lineup is impressive. These rugged boats combine comfort and convenience with speed, durability and performance-focused engineering. The result is yachts that perform as well on the sea as they do just down the Oconto River on Green Bay.

45 Convertible

Since it came into the Rampage line in 2002, the 45 Convertible has sold well both here in the United States and elsewhere around the world. It’s easy to see why. Not only is this a big, classy boat with all the amenities a sportfisherman needs and the luxurious cabin you would expect on a yacht of this size, but it’s also priced extremely competitively.

Even from a distance, this boat is immediately impressive. It has a streamlined design, smooth lines and an aggressive posture. It’s a Carolina-style boat, so the modified-V design has a good amount of bow flare and sharp entry. The result is a soft, dry ride with predictable handling, excellent sea-keeping characteristics and a shallow, efficient driveline.

Something you won’t notice right away but will come to appreciate is the simple, solid construction. When they’re assembled, the fiberglass structural grid stringer system and composite bulkheads are integrated with the hull with methacrylate structural adhesive, and then the entire system is glassed to the hull bottom. That may sound complicated, but what it means is simple: the 45 Convertible is exceptionally strong and built to last.

All around, this is a very fine performing boat. With engine options that range from 715 to 1,015 horsepower, it can top out at 37 knots, in the right conditions. The 45 is also extremely well behaved at sea. It has 700-gallon fuel tank and can run easily 40, 50 or 60 miles offshore.

From an exterior standpoint, it is designed for hardcore fishing. There’s lockable rod storage below the portside seating that can hold three seven-foot rods, and there is even more rod storage in a locker forward of the helm. At 130 square feet, the cockpit is one of the largest in the class. With all that space, it has room for everything a serious offshore fisherman could demand. An insulated dry box with an overboard drain, a tackle center with a freshwater sink, two removable 66-inch insulated fishboxes with macerator pump outs and a 36-gallon insulated and lighted livewell are all there.

The interior is as comfortable as the deck is rugged. The forward private stateroom has a queen-size island berth, a cedar-lined hanging locker, a spacious head and an optional washer/dryer unit. The guest stateroom has two single berths that convert easily into a queen-size berth. There is also a second head with a second shower.

All in all, the 45 Convertible gives the most ambitious sportfishermen all the tools they need to tackle the big catch, as well as all the comfort they could want on an extended run out to find the fish.

41 Express

Sleek and powerful will only get you so far. Literally. That’s where range comes in—to give you the freedom to enjoy the performance and possibilities of your vessel out on the open water. The 41 Express is a perfect example of this.

Thanks to a best-in-the-class 700-gallon fuel capacity, it can take you out on the water and keep you there. For sportfishing, that makes all the difference. The enhanced fuel tank isn’t just a convenience; it’s a necessity when you’re heading far offshore and then tracking your catch once you get there.

Powered by a set of 575 hp CAT C9 or 715 hp C12 diesel engines and a Kohler generator, the 41 is as charged as a yacht comes. Featuring a Frigid-Rigid ice-management system and enough room to comfortably sleep six, it has the amenities needed for extended runs.

Rampage built this boat tough with double stringer bulkhead construction, a solid fiberglass hull bottom and vinylester resin barrier coat. And the company backs up its longevity with a five-year transferable structural warranty.

This isn’t just a yacht with a few livewells tacked on. No, it’s designed specifically for sportfishing. The helm deck sports a centerline configuration, a premium helm chair, standard port and starboard L-shaped seating, easy access to the engine room and plenty of storage. The console provides ample room for today’s high-tech marine electronics and features a power steering system and tilt-out helm pod for easy access to wiring and electronics.

The main cabin, which comes equipped with a home theater stereo system and LCD television, offers a space for hard driving anglers to relax. The galley features premium solid-surface countertops, stainless steel appliances and cherry cabinets. A forward stateroom boasts a queen-size berth with storage, custom linens, a cedar-lined hanging locker and cable TV wiring. The head has a glass-enclosed shower, a solid surface counter with inset sink, more cherry cabinetry and brushed nickel hardware.

To ensure the 41’s offshore ruggedness, designers gave her a Carolina flared bow with strong curves and a muscular raised sheer that adds cabin headroom without bulking up exterior lines. In addition, there are three layout options available for her generous 100-square-foot cockpit, which includes an aft-facing seat, a bait prep unit with freezer box and a bait prep unit with a sink and tackle storage.

38 Express

The 38 Express is something of a classic in the Rampage line. It’s been around since 2000, and since then has built a strong following. Primarily, but by no means exclusively, it appeals to couples, as it has ample room for two and is very easy for two people to operate and run. Really, though, this yacht appeals to anyone looking to spend a lot of time on the water without giving up the comforts of home.

And below deck, that’s exactly what you’ll find: the amenities of home. In the main cabin, there’s a full seven feet of headroom, a solid cherry table with hi/lo pedestals, a U-shaped lounge that converts to a double berth, a skylight above the dinette and a Clarion stereo with six speakers. The galley features a two-burner ceramic cook top, a convection/microwave oven and a refrigerator with a freezer. In the forward stateroom, you’ll find lots of storage overhead and under the berth. The head has an opening port-light, a shower stall with a circular door and
a cherry vanity.

Like all of the Rampage Sportfishing Yachts, the deck is decked out for angling. The cockpit is more than 100-square-feet big, so there’s room for multiple anglers. Two-insulated iceboxes with overboard drains have plenty of room for beverages of various kinds. The freshwater sink, cutting board and heavy-duty drawers of the tackle center offer convenience and storage for all your gear. There are also two 66-inch fishboxes and a 55-gallon insulated and lighted livewell with toe space below.

While this yacht doesn’t have the Carolina flare of some other Rampage models, it still has a smart hull design that translates into impressive performance. On the 38, the marine-grade, pressure-treated wood stringers are completely encapsulated in fiberglass, glassed in place with bi-axial fabric and fiber-enriched resins, then coated with high-solids bilge compound. The result is a water-resistant and rigid hull with a long life.

When the state-of-the-art Teleflex hydraulic steering system is combined with the cast bronze rudders, PSS rudder seals and cast rudder ports with premium Orkot bearings, you get a durable yacht that has precise handling. Add twin Caterpillar C9 engines with 575 horsepower, and you get a vessel that can get above 30 knots. Put a 512-gallon fuel tank onboard, and you get great range for a yacht of this length. The end result is the versatile, durable 38 Express.

33 Express

How do you get six-feet, six-inches of cabin headroom and sleeping accommodations for six on a boat of this size? With excellent design. That may be easier said than done, but Rampage has done it on their 33 Express.

Its exceptional bow flare, sharp entry, Rampage keel, full 13-foot beam and innovative hull give it a soft, dry, head sea ride without sacrificing valuable space below. The result is a well-mannered but incredibly tough sport fishing yacht.

Down below, the 33 shows her softer side. The galley comes complete with solid-surface countertops, stainless steel sink, refrigerator, electric stove, microwave, storage drawers and cabinets. The starboard seating area features a roomy queen-size foldout sofa, while the forward V-dinette seats five and converts to either four bunks or two bunks above and a full-size V-berth below. Also available is a spacious queen-size island berth that adds to sleeping arrangement options.

Above, flexibility in deck layout options lets you pick the aft cockpit layout that best suits your needs. The transom can be configured with a livewell or stow-away bench seating. To complete the aft cockpit configuration, the owner can select two of the following options: a bait prep unit with a sink and tackle storage, a bait livewell unit with tackle storage and an aft-facing seat with a Frigid-Rigid cooler. The helm deck has many unique features, such as the tilt-out center helm design, which provides excellent visibility and provides easy wiring access. Port lounge seating features a forward swivel seat.

And the careful design extends down to the smallest details. The lighted baitwell acts as a fish box and also features a lid within a lid for live bait access. A cool/warm helm option with its own air-conditioning system can be added for year-round comfort. A full eight-inch toe rail provides added safety and comfort.

The 33, however, is much more than comfortable. Featuring Rampage’s Propeller Pockets, the 33 provides greater driver-line efficiency with a shallow draft of only 29 inches. And, powerful options such as the Twin CAT C7 common rail diesel with 460 hp lend to exceptional speed and range. Across the board, Rampage offers different options, including both gasoline and diesel.

Put all of this together, and you get a sporty yacht that packs power and comfort in a solid frame.

30 Express

It may be the smallest of Rampage’s models, but the 30 Express is built as tough as any of them. Considered one of the most powerful inboard diesels in her class, it has an offshore ruggedness you wouldn’t expect from a vessel less than 30 feet in length.

The surprisingly spacious cockpit is equipped with features that anglers will appreciate. There’s a swing-out transom door with a top lid; a lockable tackle center with large slide-out storage drawers with dividers; a molded fiberglass sink with a spray nozzle and cutting board; a 38-gallon custom lighted baitwell and removable, macerated, insulated fish box; both fresh and raw water washdowns; and coaming bolsters on both the starboard and port sides that give added comfort.

At the helm, the dash pod tilts aft for easy access to wiring and electronics. It also features a 16-by-24-foot electronics area with digital engine monitoring displays and a lighted compass. The helm wheel is stainless steel and has cushion-comfort finger grips and a control knob.
With all of this plus a powerful inboard diesel, the 30 Express is instantly ready for a run offshore. The four-person sleeping capacity means you can bring your friends along, even if that trip extends overnight.

Accommodations below deck are more than you’d expect on an express yacht of this size. There’s a comfortable double forward berth with a queen-sized foam mattress, as well as a forward berth that has plenty of storage, a cedar-lined closet and an optional TV/DVD. Available with optional teak flooring, the versatile dinette provides storage space for extra rods and easily converts to upper and lower bunks.

The thoughtfully designed galley area features a solid surface countertop, a stainless steel sink, a refrigerator, a ceramic cooktop, a microwave, storage drawers and cabinets. With all of that, you can prep and eat your fresh catch.

It may be smaller than the other yachts in the Rampage lineup, but the 30 Express holds its own—and then some.

From top to bottom, this Wisconsin company offers yachts of various shapes and sizes, but Rampage never wavers on one thing: quality.

But it’s not just me who’s saying that—it’s the people who use these boats. The proof is in the NMMA Customer Satisfaction Index Recognition award Rampage received last year in the sport fishing express boat category. It’s there, and in these excellent yachts.

Changing Lake Levels

By Jennifer McKay

Despite their vastness and ageless beauty, we often forget that the Great Lakes are a living system, an ever-changing ecological process. Those fortunate enough to visit or reside along the shore of a Great Lake for any length of time are sure to recognize that the only constant associated with the shoreline is change. On any given day, the location of the water’s edge can change dramatically. Day-to-day fluctuations are caused by wind and wave action along the shore, while annual or seasonal fluctuations are based mainly on changes in precipitation and runoff. However, the Great Lakes also experience long-term cycles that correspond to long-term trends in precipitation and temperature.

Most boaters are fully aware that lakes Superior, Michigan and Huron are currently in the midst of low water period. While the water levels for the lakes have begun to rise due to the seasons changing, the lakes are still below the long-term average.

According to the U.S. Army Corps of Engineers’ April 2008 Great Lake Water Level Summary, the mean water level for Lake Superior for the month of April was 600.4 feet, which was six inches higher than it was in April of last year, but still 10 inches lower than its monthly long-term average. Lake Superior is projected to be between eight and 15 inches above last year’s levels, but that is still below the long-term average. Lakes Huron and Michigan, which are connected by the Straits of Mackinac and are, therefore, considered one lake, rose six inches in April. The water levels were four inches below its April 2007 level and 19 inches below the long-term average. While the forecast for lakes Michigan and Huron is to be between five and eight inches above last year’s level, this is still below the long-term average.

While theories on low (and high) lake levels abound in the Great Lakes, lake levels are largely determined by the weather. Very simply, water inflow (precipitation, run-off and water from streams and ground water) minus water outflow (evaporation and water flowing out of the system) equals a change in lake water levels. In particular, Great Lakes water levels are especially influenced by winters: a hard winter, with above normal snowfall and bitter cold temperatures that create vast ice cover, will cause lake levels to rise; mild winters with higher temperatures, less ice cover and more evaporation will decrease lake levels.

Low lake levels affect many interests, including shipping, power generation, tourism, fishing, ecology, shoreline property owners and recreational boating. With low lake levels, our boating season can be cut short by four to six weeks. Additionally, as lake levels drop, boaters may become increasingly concentrated in certain areas, which can lead to an increase in accidents and damage to boats as groundings become more common. As water levels recede, marinas have fewer slips to sell to boaters and the need to dredge boat slips, channels and harbors to accommodate boater needs will increase dramatically and cost millions.

The Great Lakes have always fluctuated, but the citizens of the Great Lakes Basin are growing more and more concerned as the lakes continue to remain in the midst of a low trend. From shoreline property owners and commercial freighters to recreational boaters and anglers, two resounding questions keep coming up: Where has all the water gone? What can be done to get it back and keep it?

There are some in the Great Lakes who are calling for greater manipulation of the lake levels to alter water levels. Currently, the United States and Canada are undergoing an intensive $17.5 million study to determine why water levels in the upper Great Lakes—lakes Superior, Michigan and Huron—have decreased to near-record lows and whether actions are needed to stabilize water levels. Public meetings have recently been held by the International Joint Commission (IJC) to discuss current and projected lake level conditions and regulation and to seek public input that will help develop potential alternative regulation plans for managing outflows from Lake Superior. But the question then arises, How much control does the International Joint Commission really have over the water levels of the lakes?

Under the Boundary Water Treaty of 1909, the IJC was established and charged with shaping policy for U.S. and Canadian waterways. Currently, the IJC regulates flows at two points in the Great Lakes, Lake Superior and Lake Ontario. Regulation of Lake Ontario has no impact on the upper lakes because of the difference in elevation at Niagara Falls, which acts as a control. The outflow from Lake Superior is regulated through three hydropower projects, five navigation locks, and a 16-gate control structure at the head of the rapids called the “compensating works” located at the two Sault Ste. Maries.

The “compensating works” were built to compensate for the increase in the size of the outlet of Lake Superior caused by diversion of water for power purposes. Flow from Lake Superior has been regulated through this collection of structures since the completion of the compensating works in 1921. The hydrologic conditions of the upper Great Lakes are monitored, and the International Lake Superior Board of Control determines the outflow level for each month. Most of the flow out of Lake Superior goes through the hydropower plants, and gate openings are adjusted each month to achieve the monthly Lake Superior outflow specified in a regulation plan.

The basic goal of the regulation is to set the flow that will result in Lake Superior and lakes Michigan and Huron staying at nearly the same relative position within their natural range of fluctuation. The original regulation plan considered the interests of hydropower, navigation, and riparian owners on Lake Superior. Subsequent regulation plans consider other factors, including the levels of lakes Michigan and Huron and fishery concerns.

So how much control does the IJC really have over the lake levels? As it turns out, very little. Although the outflows for the lakes are controlled, the levels of the lakes are not controlled. So while the IJC has the ability to regulate lake levels, the commission’s ability to actually control lake levels is limited. The major influences on the hydrology of the lakes and their connecting channels are weather and climate. Precipitation, surface water runoff and ground water flows provide water to the Great Lakes system; evaporation and outflows take water away. The IJC cannot control most of those forces. The commission does have the ability to distribute water supplies provided by nature, but it cannot control those supplies.

“Any extended period of warm, dry weather will result in lower water levels, and any extended period of cool, wet weather will result in higher water levels, regardless of what actions are taken by the IJC,” said Frank Bevacqua, public information officer for the IJC.

The lakes respond to many natural factors. In the end, though, nature has the last word.

Controlling lake levels is also made difficult by the extensive surface area of the lakes. Their sheer size means that changes in water levels from controls require a significant amount of time to actually take effect. Therefore, regulations can alter and alleviate lake level extremes, but current regulations of lake levels do not affect long-term lake level trends and cannot influence levels significantly in the short term. The regulation of flows for Lake Superior are really just a drop in the bucket compared to the impact nature has.

While increasing the outflow from Lake Superior could increase the levels of Michigan and Huron, the increase would be limited and potentially detrimental to the lakes. It would take a very large increase in flows to raise lake levels for lakes Michigan and Huron. Together, they have a much larger surface area than Lake Superior. Therefore, according to Bevacqua, “any attempt to use Lake Superior as a reservoir exclusively to regulate water levels on the downstream lakes would greatly magnify the fluctuations on Lake Superior and cause negative impacts to Lake Superior interests.”

A U.S. Army Corps of Engineers computer model determined that the outflows from Lake Superior could be increased by 70 percent for three months and the water levels on lakes Michigan and Huron would increase less than three inches. The effect on Lake St. Clair and Lake Erie would be even more insignificant—less than two inches and less than a half-inch, respectively. These minute changes, however, would result in a drop in Lake Superior levels by five inches.

Furthermore, given that the Great Lakes system is so huge and takes so long to react, an attempt to raise one lake by lowering another during low water periods could actually result in additional damage. While raising lake levels in one part of the system through regulations could help recreational boaters, marinas, shippers and property owners, those same interests would be harmed in another part of the system.

“It would be physically possible (though not desirable) to raise the levels of lakes Michigan and Huron by one inch over the course of one month” said Bevacqua. However, “it would cause negative impacts on Lake Superior and could cause negative impacts on lakes Michigan and Huron, if there was a more critical need for this water supply on Michigan and Huron at some point in the future.”

The approach taken by the IJC is to regulate Lake Superior outflows for the benefit of the entire system. According to Bevacqua, “in the long run, this provides benefits to commercial navigation, recreational boating and shoreline property on all three lakes.”

Since the needs of the interests vary, designing a regulation plan that can satisfy all the interests all of the time poses a great challenge. The difficulty is compounded by the variability and unpredictability of water supplies. This will be further complicated with the unknown impacts on the Great Lakes ecosystem associated with climate change.

While it is recognized that low water levels can have a significant impact upon the environment and economy of the Great Lakes region, including millions of recreational boaters, it is important to remember that the Great Lakes are a dynamic, living, evolving system. The shapes and sizes of the Great Lakes are not what they were 10,000 years ago, nor will they remain how they are today centuries into the future. We choose to live and recreate on this magnificent resource and with that we must understand that the lakes undergo natural ecological processes beyond our control and even our understanding.

We cannot force the lakes to behave in a manner that is acceptable to our current uses or lifestyles. Not only is complete control of lake levels virtually impossible, by trying to manipulate the lakes to accommodate our needs, we would merely be creating more problems. Instead, we need to embrace the Great Lakes in their entirety. This includes accepting that at times the water will be high and at times the water will be low. Rather than trying to control the Great Lakes, we should instead enjoy them for all their glory.

Coast Guard Boardings: What to Expect

By Frank Jennings, Jr., Recreational Boating Specialist, Enforcement Branch, Ninth Coast Guard District

They will always keep in mind that their countrymen are freemen, and, as such, are impatient of everything that bears the least mark of a domineering spirit. If obstacles occur, they will remember that they are under the particular protection of the laws and that they can meet with nothing disagreeable in the execution of their duty which these will not severely reprehend. They will endeavor to overcome difficulties, if any are experienced, by a cool and temperate perseverance in their duty—by address and moderation, rather than by vehemence or violence.

Alexander Hamilton penned this excerpt June 4, 1791 in his instruction letter to the commanding officers of the first 10 cutters of the fledgling Revenue Marine, a precursor to the U.S. Coast Guard. Those officers were authorized to board any vessel at sea, without probable cause, to enforce customs laws and collect taxes. Failure of commanding officers to use restraint and professionalism would result in severe consequences and earn the displeasure of the President of the United States.

Although much has changed since Hamilton’s time, at least two important aspects of the Revenue Marine remain in today’s Coast Guard: broad authority to board vessels and the professionalism required by boarding officers and team members when doing so.

Under Title 14, Section 89, of the U.S. Code, the Coast Guard is authorized to board vessels subject to the jurisdiction of the U.S. to make inquiries, examinations, inspections, searches, seizures and arrests. Whether boarding a commercial fishing vessel, an ocean-going freighter, a lake freighter or one of the millions of recreational vessels operating on the Great Lakes, Coast Guard officers understand that boardings require sensitivity and respect for the mariner. Otherwise, we may erode the public’s support.

Since 1819, the Coast Guard has maintained a maritime law enforcement presence on the Great Lakes. Our domain and services have grown and evolved to include an impressive portfolio of mission responsibilities, many of which are unique among federal agencies and allow us to be adaptive to the changing needs of the nation.

Since September 11, the Coast Guard has been integral to the new focus on homeland security. But this means more than counter-terrorism. According to Coast Guard Commandant, Admiral Thad Allen, we live in an “all threats, all hazards environment.” On the Great Lakes, this includes everything from smugglers to boaters under the influence to vessels lacking the required safety equipment. Despite the threat of terrorism, the danger posed by a drunken boater or an unexpected fall overboard is far greater.

To appreciate our duties, one must understand that we are responsible for patrolling nearly 1,500 miles of international border, performing traditional missions, such as search and rescue, and monitoring every boat. That includes 4.6 million registered boats within the region’s eight states—more than any other part of the country—and 1.2 million in the Province of Ontario.
We work with state and local partners to ensure safety for all waterway users—and that requires a professionally conducted boarding program. So, what is the Coast Guard’s boarding program? And what does it mean for boaters?

Patrols first focus on areas with known safety issues. (In situations where several agencies are within the same area, we strive to never board the same vessel multiple times.) Next, areas lacking normal patrols are monitored. Last, they respond to tips from the boating public concerning questionable activity. While patrolling, crews always watch for suspicious or negligent behavior.

Obvious violations, such as incorrectly displayed hull numbers or operating too closely to a swim area, are what boarding officers look for. Also, vessels not displaying a current Vessel Safety Check (VSC) decal are more likely to be boarded. Ultimately, however, the choice is left up to boarding officer’s discretion. The Coast Guard has the authority to board any vessel, regardless of whether or not there are obvious violations or probable cause.

Since 2001, the number of recreational vessels the Coast Guard has boarded on the Great Lakes has steadily increased to approximately 13,000 per year. The good news is that more than half are in complete compliance with all federal safe boating laws.

If your boat is chosen for boarding, remember that it is nothing more than a routine compliance check. The boarding officer first makes contact and requests to board your vessel. Next, instructions are passed to facilitate the transfer of the boarding team. On open boats, such as bowriders, it’s common for only one officer to board your vessel.

The officer and team members will be armed and dressed in Coast Guard uniforms and life jackets. The Coast Guard vessel may be armed as well. These are normal precautions taken for officer safety. Once onboard, they will conduct an Initial Safety Inspection (ISI) to look for violations or potential hazards and also determine the seaworthiness of the vessel.

After completing the ISI, the boarding officer will ask for the original registration certificate or documentation. Although some states may permit photocopies, federal regulations require originals to be kept onboard. Lacking originals is one of the most common deficiencies for recreational boaters.

Next, all federally required safety equipment and applicable systems are inspected. The entire inspection process will be documented on the Coast Guard’s Report of Coast Guard Boarding Form, commonly referred to as CG-4100.

On average, the inspection takes 20 to 30 minutes on a fully compliant recreational boat, but this depends on the size and type of vessel. During the inspection, the boater should feel free to converse with the boarding officer. This process is not only meant to ensure safety compliance, but also to educate. Often, the officer will ask routine questions regarding topics like last port of call, if travel to Canada has taken place and if anything suspicious was seen during the voyage,
Upon completion, the boarding officer will present the boater with a signed copy of the CG-4100. A yellow copy means the vessel is fully compliant and no further action is required. Remember, this copy should be kept onboard in case another request for boarding is made later in the season.

If discrepancies were noted, the boater will receive the original, white copy, of the CG-4100. This becomes a Written Warning or Notice of Violation, and the boarding officer will explain what the boater must do to make the vessel compliant. In some areas, Coast Guard units offer an alternative compliance program that allows 14 days to correct minor discrepancies.

The voyage may be terminated if a discrepancy is severe enough or if there are several. In such a case, the boarding officer then will briefly explain the civil penalty process. These violations are not criminal and are handled through an administrative process that can result in a monetary penalty.

The Coast Guard and its patrol partners occasionally face public criticism for saturating an area and assaulting recreational boaters. We are in no way trying to take the fun out of boating. Nothing could be further from the truth. We are working to ensure the safety and compliance of boaters.

This boating season, the Ninth Coast Guard District is encouraging feedback from the boating public. In Hamiltonian spirit, boarding officers will provide contact information so boaters can provide feedback. Most will be directed to the Mariner Feedback Online website (uscg.mil/d9/). We want to hear about every experience, positive or not. The survey is meant to improve the delivery of our services.

Much has changed since Hamilton penned his instructions, but the commitment of the Coast Guard to serve the public with extreme professionalism has not.