(1)

Chart Datum, Lake Michigan.-Depths and vertical clearances under overhead cables and bridges given in this chapter are referred to Low Water Datum, which for Lake Michigan is an elevation 577.5 feet (176.0 meters) above mean water level at Rimouski, Quebec, on International Great Lakes Datum 1985 (IGLD 1985). (See Chart Datum, Great Lakes System, indexed as such, chapter 1.)

(8)

General description.-Lake Michigan is the third largest of the Great Lakes and is the only one entirely within the United States. The only natural outlet of the lake is at the N end through the Straits of Mackinac. At the S end of the lake, the Illinois Waterway provides a connection to the Mississippi River and the Gulf of Mexico. The N part of the lake has many islands and is indented by several bays; Green Bay and Grand Traverse Bay are the largest. The shores in the S part of the lake are regular, and it has been necessary to construct artificial harbors. The forested shores in the N part of the lake are sparsely populated, while those in the S part are near the heart of the great urban industrial area of the U.S. Midwest.

(10)

In addition to the normal seasonal fluctuations, oscillations of irregular amount and duration are also produced by storms. Winds and barometric pressure changes that accompany squalls can produce fluctuations that last from a few minutes to a few hours. At other times, strong winds of sustained speed and direction can produce fluctuations that last a few hours or a day. These winds drive forward a greater volume of surface water than can be carried off by the lower return currents, thus raising the water level on the lee shore and lowering it on the windward shore. This effect is more pronounced in bays and at the extremities of the lake, where the impelled water is concentrated in a small space by converging shores, especially if coupled with a gradually sloping inshore bottom which even further reduces the flow of the lower return currents. This condition is very pronounced at Green Bay Harbor.

(11) Weather.-Rough water is created when strong winds blow over a long fetch of water. Northerly winds cause this on the S part of the lake and southerly winds have the same effect on the N part of the lake. They raise dangerous seas and generate hazardous currents at harbor entrances. Winds with southerly compo

nents are prevalent during the entire navigation season. Northerlies are a little less frequent, but are common, particularly in spring. The sea conditions are worst in October and November, when, lakewide, wave heights of 5 to 10 feet are encountered about 35 percent of the time. In October, S through SW winds are most often responsible, while by November W through N winds often generate rough seas. Seas of 10 feet or more are encountered 3 to 5 percent of the time from November through March. Extreme waves of 20 to 22 feet have been encountered. During the spring, high seas are infrequent, but 5- to 10-foot seas develop 15 to 30 percent of the time in the S and 20 to 40 percent in the N. Summer seas climb above 10 feet less than 1 percent of the time, while those in the 5- to 10-foot category drop to less than 20 percent in June and July. By August, the fall buildup begins.

(12)

Gales are most likely from September through April, particularly in the fall. During this season gales blow 3 to 7 percent of the time; speeds of 28 knots or more occur from 12 to 20 percent of the time. Strong winds often blow out of the W and NW, making E shore harbor entrances dangerous. The strongest measured over-the-lake wind was out of the WSW at 58 knots. However, since Green Bay recorded a 95-knot southwesterly one May, it is not unrealistic to expect a wind extreme of 100 knots or more over open waters. Spring winds can still blow strong, with winds of 28 knots or more encountered about 4 to 8 percent of the time. They do slacken from their winter fierceness, with southerlies and southwesterlies becoming more frequent and northerlies less so as summer approaches. Strong winds are infrequent in summer and mostly associated with thunderstorms. S and SW winds prevail particularly in the N; southeasterlies are also common in the S. Northerlies are a secondary wind.

(13) Coastal winds are more localized and variable. Along the Michigan shore, spring winds are variable, particularly in the morning, when northerlies, easterlies, and southerlies are among the most common. By afternoon, aided by a lake-breeze effect, there are a preponderance of winds out of the S, particularly with the approach of summer. Summer also brings a slackening of windspeeds. The likelihood of encountering winds of 28 knots or more falls from a 4- to 10-percent chance in March to less than 3 percent by May. The most likely cause of strong winds in spring and summer are thunderstorm gusts. By summer, windspeeds of 28 knots or more occur less than 4 percent of the time and less than 2 percent most of the time. Summer winds along the shore are usually out of the E through S during the morning hours, swinging to the S and NW by afternoon, with an increase in speed. By October, there is a noticeable increase in windspeeds. Speeds of 28 knots or more increase to 4 to 6 percent. By December, these speeds can be encountered up to 11 percent of the time. Morning directions are variable, with E, S, and W winds among the most common. Afternoon winds are most often out of the S through W. The strong winds continue throughout the winter and are associated with winter storms, which bring a variety of winds from SW through NE.

(14) Along the W shore of the lake, spring winds are variable, but the influence of the land-lake breeze is already noticeable. Morning winds often have a westerly component, while an easterly influence is evident during the afternoon. Wind strength gradually abates during spring; by May, winds of 28 knots or more are

encountered less than 1 percent of the time. Except for occasional thunderstorm gusts, summer winds rarely exceed 28 knots through September. Morning breezes are generally out of the S through W. During the day, they strengthen slightly and blow out of the NE through SE; SW and W winds are also common during the afternoon, when the prevailing circulation interferes with the lakebreeze effect. With autumn comes an increase in strength and less diurnal variability. By November, winds of 28 knots or more are encountered about 1 percent of the time. Fall winds blow mainly out of the S through NW, with SW and W winds the most frequent. During winter, westerlies and northwesterlies are common, but unseemingly, winds of 28 knots or more are no more frequent than in fall.

(15) While thunderstorms can occur at any time, they are most likely from May through September. During this period, thunder is heard on an average of 4 to 8 days per month at locations along the shore and 1 to 3 percent of the time over open water. Activity is a little more numerous in the S than the N. Over open water, July and August are the peak months, while June and July are more active along the shore. During the summer, a cool dome of air, the result of the lake breeze, often blocks thunderstorms and squall lines during the day. This results in a nighttime peak in activity. However, a severe squall line may break through this block, or due to a strong prevailing circulation, the block may not exist.

(16) In spring, when there is often a clash between cold and warm air, thunderstorms and squall lines can be violent. On occasion they may trigger tornadoes or even waterspouts. This area lies at the NE edge of the nation's maximum frequency belt for tornadoes. Although rare, tornadoes are most likely from April through June.

(17)

Poor visibilities, caused by fog, rain, snow, and pollution, may occur in any season. Fog is the principal cause of visibilities less than 0.5 mile. It is most likely in the spring and early summer over open water (advection fog) and from latè fall through spring along the shore (radiation fog).

(18) In open waters, from March in the S and April in the N through June, warm moist air riding winds with a southerly component blowing at 5 to 20 knots reduces visibilities to less than 0.5 mile from 5 to 10 percent of the time. These fogs are most likely during the morning and early afternoon and when the air is 5° to 15°F warmer than the water. May and June are the most likely months.

(19) The shores of Lake Michigan are subject to varying amounts of fog. Upwelling along the NW shores increases the possibility of advection fog in spring and summer; in fact, the W shore waters in general are 5 to 10°F cooler than the E shore waters. N of Chicago, visibilities drop to less than 0.5 mile on about 25 to 35 days annually. In the Chicago area, smoke and haze frequently reduce visibility to the 3- to 6-mile range, but dense fog is less common than it is to the N. It is most likely from fall through late spring with a minimum in July. Along the Michigan shore, the indication from the few locations with fog observations is that frequencies are similar to those along the Wisconsin shore. In comparing Muskegon to Milwaukee, both exhibit a morning maximum from April through October, early morning in the summer and around sunrise in other seasons. The most fog-free times occur during the afternoon in spring and late morning through evening in summer. Milwaukee is more fog prone in spring, but less in summer and fall. Overall, Muskegon averages 5 fewer days annually with visibilities less than 0.5 mile.

(20) Ice.-The first waters to form an extensive ice cover are Green Bay and the Bays de Noc. The Straits of Mackinac and the

shallow areas N of Beaver Island usually follow. The Straits are usually closed by mid-December. (See the discussion of ice in the Straits of Mackinac in chapter 10.) These buildups are aided by windrows resulting from prevailing winds and currents. In a normal winter, an early ice cover is established by the end of January and includes the above-mentioned waters plus the extreme S part of the lake. In general, ice accumulates in a southerly direction with a rapid buildup in the shallows E of Manitou and Fox Islands. In this area, the prevailing NW wind traps ice between the land masses and, with the exception of Grand and Little Traverse Bays which are solid, vessels can expect to encounter drifting ice. The surface features and location of the ice fields change as a direct function of the wind. Shores exposed to the full force of the wind often have large ice fields of very heavy brash extending 1 to 2 miles offshore. In addition, a circular current pattern in the S part of the lake distributes drifting floes along the shore. Even during a mild winter, these floes can build out 10 to 15 miles into the lake. A mild winter on Lake Michigan means about 10-percent coverage compared to an average 40-percent coverage and an 80-percent coverage during a severe winter. Maximum ice coverage occurs by mid-March, on the average, while decay begins a week or two later. By mid-April, ships are once again transiting the Straits of Mackinac.

(21) Routes.-The Lake Carriers' Association and the Canadian Shipowners Association have recommended, for vessels enrolled in the associations, the following separation of routes for upbound and downbound traffic in Lake Michigan:

(22) Southbound vessels, bound for Milwaukee and W shore points N thereof shall run out on a course of 241° for 30 miles from a point of departure abreast of Lansing Shoals on course to Rock Island Passage then steer 205° for 202.5 miles to Milwaukee, or other courses to destination.

(23)

Southbound vessels, bound for W shore points S of Milwaukee shall run out on a course of 241° for 30 miles from a point of departure abreast of Lansing Shoals on course to Rock Island Passage; then steer 196° for 208 miles to a point E of Wind Point to intersect the regular southbound track; vessels bound for Calumet or Indiana Harbor steer 188° for 69.5 miles; vessels bound for Buffington or Gary steer 183° for 73.6 miles; vessels bound for Burns Harbor change course 19.7 miles prior to reaching the point E of Wind Point and steer 180° for 96.75 miles.

(24) Southbound vessels from Sturgeon Bay bound for ports near the S end of Lake Michigan shall lay a course of 172° for 47.5 miles to a point 19 miles 114.75° from Rawley Point Light.

(25) Southbound vessels from Porte Des Morts Passage bound for the S end of Lake Michigan shall lay a course of 189° for 79.5 miles to a point 19 miles 114.75° from Rawley Point Light.

(26) From the point 19 miles E of Rawley Point Light vessels shall steer 183° for 165.25 miles to Buffington or Gary, or when 090° from Wind Point Light vessels can change course to 188° for 69.5 miles to Calumet or Indiana Harbor.

(27) Southbound vessels from the Straits of Mackinac bound for E shore points may use the Grays Reef Passage or the northbound course by Lansing Shoals. If they choose to use the Grays Reef Passage they shall lay a course from the Mackinac Bridge, steering 275° until abeam of New Shoal Lighted Buoy 1 when change is made to 260°. Steer 260° until turning to the 186° course through Grays Reef with White Shoal bearing 006°.

(28) From Grays Reef, take departure from Grays Reef Passage steering 237° and haul to 217° when abeam Ile Aux Galets Light. Then when abeam Leland Light, change course to 197° until

abeam North Manitou Shoals Light when haul is made to 242° for about 13.25 miles for Sleeping Bear.

(29) When abeam Sleeping Bear Lighted Bell Buoy 7, steer 205° for 17.5 miles to a point 3.75 miles W of Point Betsie Light; then steer 195° for 45.25 miles to a point 3 miles W of Big Sable Light; then steer 183° for 28 miles to a point 3 miles W of Little Sable Light; thence to destination.

(30) Northbound vessels for the Straits of Mackinac will navigate via Manitou Passage. This rule does not apply to vessels coming out of Green Bay. Vessels from Southern Lake Michigan set a course for a point 4.75 miles abreast of Big Sable. These courses and distances are: from Burns Harbor 009° for 169.5 miles; from Gary and Buffington 012° for 168 miles; from Calumet and Indiana Harbor 015° for 163.75 miles, and from Chicago 017° for 158 miles; then, from abreast Big Sable, steer 015° for 44 miles until 5.75 miles from Point Betsie Light; then steer 029° for 17.5 miles until abreast of Sleeping Bear Lighted Bell Buoy 7; then steer 062° for 14.5 miles until abreast of North Manitou Shoal Light; then 037° for 64.75 miles to Grays Reef.

(31) Vessels eastbound out of St. Martin and Rock Island Passages shall set a course to pass not more than 6 miles off Seul Choix Point. Taking departure from Rock Island Passage Lighted Gong Buoy RI the course is 056° for 58 miles.

(32) Vessels northbound from ports near the S end of Lake Michigan to Escanaba shall set course for not more than 8 miles off Wind Point. Vessels from Gary and Buffington steer 350° for 75.75 miles; vessels from Calumet and Indiana Harbor steer 354° for 69 miles. Then steer 006° for 98.75 miles to a point not more than 5 miles off Rawley Point; then steer 020° for 75.25 miles to Porte Des Morts Entrance Lighted Bell Buoy. Northbound vessels to Port Inland from near the S end of Lake Michigan shall follow the northbound Manitou course to a point 5.75 miles abreast Point Betsie; then steer 013° for 63.5 miles to a point 4 miles W of Boulder Reef; then steer 022° for 23.75 miles to Port Inland Lighted Bell Buoy 2; then steer 000° 4 miles to destination.

(33)

It is understood that masters may exercise discretion in departing from these courses when ice and weather conditions are such as to warrant it. The recommended courses are shown on charts No. 14900 and 14901, Lake Michigan. (34)

Pilotage.-The waters of Lake Michigan are Great Lakes undesignated waters; registered vessels of the United States and foreign vessels are required to have in their service a United States or Canadian registered pilot or other officer qualified for Great Lakes undesignated waters. Registered pilots for Lake Michigan are supplied by Western Great Lakes Pilots Association (See appendix for addresses.) Pilot exchange points are off Port Huron at the head of St. Clair River in about 43°05′30′′N., 82°24′42′′W. and at De Tour, Mich., at the entrance to St. Marys River. Three pilot boats are at Port Huron; HURON BELLE has an international orange hull with an aluminum cabin, and HURON MAID and HURON LADY each have an international orange hull with a white cabin. The pilot boat at De Tour, LINDA JEAN, has a green hull and a white cabin. (See Pilotage, chapter 3, and 46 CFR 401, chapter 2.)

(35) Principal ports.-Most of the harbors on the E side of Lake Michigan are within the mouths of small rivers or in small lakes connected to Lake Michigan by an entrance channel. Parallel piers have been constructed at the mouths of these harbors to aid in carrying the bar into deeper water and to lessen the need for dredging in the harbor entrance. In addition, several harbors along this shore have been provided with stilling basins formed by breakwaters that converge to an entrance opening in deep water

beyond the parallel piers. These basins dissipate the force of storm generated waves to prevent them from being conducted through the confined channels between the piers and into the harbors.

(36)

The harbors on the W side of the lake are generally at the mouths of small rivers, the only large streams being the Fox and Menominee Rivers which empty into Green Bay. The entrances to the harbors are generally protected by parallel piers, and some have been provided with stilling basins. Some harbor entrances are protected by detached breakwaters. Outer harbors enclosed by breakwaters have been constructed at Calumet Harbor and Milwaukee. Entirely artificial harbors, with basins enclosed by piers and breakwaters, are at Burns International Harbor, Gary, Buffington, Indiana Harbor, Great Lakes, Waukegan, Port Washington, and Port Inland.

(37) The most important harbors in Lake Michigan are Muskegon, Calumet, Chicago, Milwaukee, Kenosha, and Green Bay. Drydocking facilities for deep-draft vessels are at Sturgeon Bay.

(38)

Charts 14880, 14881, 14902.-Old Mackinac Point (45°47.3′N., 84°43.8′W.), the northeasternmost point of the lower peninsula of the State of Michigan, is on the S side of the narrowest part of the Straits of Mackinac at the entrance to Lake Michigan. The point is marked by an abandoned lighthouse. (39)

Mackinaw City, Mich., is a village and railroad terminus on Old Mackinac Point. A water tank, a radio tower, and the abandoned lighthouse on Old Mackinac Point are prominent.

(40) Channels.-A harbor basin on the E side of Old Mackinac Point is enclosed by a railroad pier with a breakwater extending N from its outer end and by a combination breakwater and dock extending from shore on the N side of the railroad pier. The entrance to the basin, from N, is marked on either side by a light. A private fog signal is at the outer end of the railroad pier. In May 1993, the controlling depth was 10 feet except for shoaling to 7 feet along the W edge off the end of the breakwater and 9 feet near the S edge.

(41) Dangers.-The submerged ruins of piers are 1,200 feet N and 200 feet S of the railroad pier. Each of the ruins extends 600 feet from shore.

(42) Wharves.-Passenger ferries operate to Mackinac Island from the State Dock and from a private dock, 800 and 2,700 feet S of the railroad pier, respectively.

(43) Marathon Oil Co. receives gasoline and fuel oils in a slip on the N side of the State Dock. There is 175 feet of berthing space with depths of 24 feet reported alongside and a deck height of 16 feet. The wharf has tank storage for 110,000 barrels of prod

(46)

Mackinac Bridge crosses the Straits of Mackinac between Mackinaw City and St. Ignace to connect the upper and lower Michigan peninsulas. The center span of the suspension bridge is 3,000 feet wide with a vertical clearance of 148 feet at the center decreasing to 135 feet at each end. The N and S suspension spans are each 1,720 feet wide with clearances of 129 feet decreasing to 86 feet at the shoreward ends. Between each of these spans and the adjacent cable anchor piers, fixed spans have clearances of 86 feet decreasing to 52 feet at the anchors. The S bridge

approach has 16 fixed spans with clearances of 75 to 20 feet. The N bridge approach has 12 fixed spans with clearances of 75 to 20 feet.

(47) The lake approaches to the center suspension span are marked by lighted and unlighted buoys. A private fog signal is under the center span on the channel line. A racon is at the center span of the bridge. Obstructions covered 32 and 27 feet are S of the buoyed channel on the E side of the bridge in about 45°48'05.8"N., 84°43'20.0"W., and 45°48'15.8′′N., 84°43'15.5"W., respectively. The least depth N of the buoyed channel is 23 feet. (48) Between Old Mackinac Point and McGulpin Point, the northernmost point of the lower peninsula of the State of Michigan, 1.8miles W, a small bight has shallow water extending about 0.8 mile offshore. McGulpin Point is deep-to. Between McGulpin Point and Waugoshance Point, 11.5 miles W, the shore is indented by three shallow bays. The wide unnamed bay just SW of McGulpin Point has depths less than 15 feet extending 1.5 miles from its head. It affords protection in NE to SW winds. Cecil Bay, just W, has shallows extending 0.5 mile from shore. From the E point of the bay a very shallow bank extends 0.4 mile NW. A detached 19-foot spot is 1.1 miles N of this point. Big Stone Bay, just W of Cecil Bay, has deep water within 0.3 mile of its head. W from Big Stone Bay the shoal border increases to a width of about 2 miles abreast the outer end of Waugoshance Point.

(49)

Charts 14880, 14902, 14911.-Waugoshance Point (45°45.5'N., 85°00.6'W.) is a narrow strip of land jutting 2 miles W from the shoreline. Very shallow waters, rocks awash, and a group of small islands extend 3.5 miles W from the extremity of the point to just beyond Waugoshance Island. This area is the outcropping of an extensive bank that reaches 1.2 miles W and about 2 miles NW from Waugoshance Island. The bank, with depths of 3 to 8 feet at the outer end, is marked near the NW extent by an abandoned lighthouse. Protective riprap extends 25 feet from the base of the structure. The shoals N and W of the lighthouse, Grays Reef Passage, and the islands and shoals of the Beaver Island group will be described later.

(50) Sturgeon Bay is a broad bay open to the W between Waugoshance Point on the N and Sturgeon Bay Point on the S. The N part of the bay is filled with a shallow flat over rock bottom. A shoal with depths less than 6 feet extends 0.5 mile NW from Sturgeon Bay Point.

(51) Chart 14880.-From Sturgeon Bay Point, the shore extends S and then rounds SW for about 16 miles to Sevenmile Point (45°28.7′N., 85°05.5′W.). The shoal border in this stretch is generally less than 0.7 mile wide, except in the vicinity of Cross Village where the 24-foot contour is 1.2 miles offshore.

(52) Cross Village, Mich., is about 8 miles S of Waugoshance Point and 2 miles S of Sturgeon Bay Point. In 1978, the former small-craft basin had partially filled with sand and gravel, and the breakwater was in ruins. No shelter is available at Cross Village.

(53) Charts 14880, 14902, 14913.-Little Traverse Bay indents the E shore of Lake Michigan between Sevenmile Point and Big Rock Point (45°21.7′N., 85°12.1'W.). The bay is about 10 miles wide at the entrance, narrowing to 2 miles wide at its head, 11.5 miles E. The bay, with deep water and good holding ground, provides protection in all but W winds. Shoals extend about 0.5 mile off the NW shore and the head of the bay, but otherwise the shores are generally deep-to.

(58)

Small-craft facilities.-A municipal marina constructed by the Michigan State Waterways Commission and the city, and private marinas provide transient berths, gasoline, diesel fuel, water, ice, electricity, marine supplies, sewage pump-out, launch ramp, and harbormaster services. The harbormaster monitors VHF-FM channels 16 and 9.Hoists to 50 tons and a marine railway for craft to 75 feet long are available for all types of marine repairs.

(59) The W terminus of the Inland Route, which connects Crooked Lake, Crooked River, Burt Lake, Indian River, and Mullett Lake to the Cheboygan River and Lake Huron, is about 2.5 miles E of the head of Little Traverse Bay. There is no navigable connection from Lake Michigan to the Inland Route, but an overland portage service is available for trailerable craft to 25 feet and 5,000 pounds. (For complete information see Inland Route, chapter 10.)

(60) Petoskey, Mich., is on the S side near the head of Little Traverse Bay. A small-craft harbor at Petoskey is protected on the W by a breakwater extending N from shore and marked on the outer end by a light. The breakwater should not be passed close aboard due to large riprap stones along the sides and end. Depths in the harbor are about 24 feet at the outer end of the breakwater decreasing to 8 and 13 feet at the outer ends of the W and E municipal piers, respectively, with lesser depths at the berths.

(62) A speed limit of 8 mph (7 knots) is enforced in the harbor. (See 33 CFR 162.120, chapter 2, for regulations.)

(63) Small-craft facilities.-The municipal marina constructed by the city and the Michigan State Waterways Commission on the SE side of the harbor provides transient berths, gasoline, water, electricity, sewage pump-out, launching ramp, and harbormaster services. The harbormaster monitors VHF-FM channels 16 and 9. (64) Prominent features.-Storage silos of a former cement plant areprominent, on the S shore of Little Traverse Bay about 2.5 miles W of Petoskey.

(69)

In September 1993, the controlling depths were 15 feet in the S half, 17 feet in the N half, and 16 feet at midchannel from deep water in the lake to Round Lake, thence 17 feet (19 feet at midchannel) from Round Lake to Lake Charlevoix.

(70) Round Lake, about 0.4 mile in diameter, has depths to 60 feet, with deep water generally close to shore. The lake has good anchorage. (71)

Anchorages.-A special anchorage, marked by buoys in the N part of Round Lake, has good holding ground, sand and gravel bottom. (See 33 CFR 110.1 and 110.82, chapter 2, for limits and regulations.)

(72) Bridges.-Bridge Street (U.S. Route 31) bridge crosses Pine River just below Round Lake. The bridge has a bascule span with a clearance of 16 feet. (See 33 CFR 117.1 through 117.59 and 117.641, chapter 2, for drawbridge regulations.)

(73) Currents.-Currents in Pine River are reported to reverse twice daily with a velocity up to 3 mph. At times they may reach a velocity up to 5 mph.

(74) Charlevoix Coast Guard Station is on the N side of the Pine River entrance to Lake Charlevoix.

about 500 feet of berthing space between dolphins. The dock has a deck height of 8 feet with a depth of 20 feet reported alongside in 1978. About 5 miles from the NW end of Lake Charlevoix, South Arm extends 9 miles S from Ironton at the N end to East Jordan at the S end. A marina developed by the Michigan State Waterways Commission at East Jordan provides transient berths, gasoline, diesel fuel, water, electricity, sewage pump-out, and harbormaster services. The harbormaster monitors VHF-FM channels 16 and 9.

(80) A slow-no wake speed is enforced in the narrows of South Arm opposite Ironton. (See Small-craft Regulations, State of Michigan, chapter 3.)

(81) Cable Ferry.-A cable ferry crosses South Arm at Ironton. The self-propelled ferry is guided across the 600-foot-wide channel by two cables which are anchored ashore and pass along each side of the ferry at deck level. The cables are at a depth of about 20 feet at midchannel when the ferry is docked on either shore. When the ferry is at midchannel, the cables are at their least depths. The ferry should not be passed within about 200 feet when docked at either shore. DO NOT ATTEMPT TO PASS A MOVING CABLE FERRY.

(82) From Charlevoix W for 1.8 miles to South Point (45°19.3′N., 85°18.0′W.), shoals extend about 0.25 mile offshore. A lighted bell buoy marks the N extent of the shoals off South Point.

(83) The Medusa Cement Co. has a facility for shipping cement and receiving coal on the E side of South Point about 1.5 miles W of Charlevoix. Lighted loading silos and the tallest stack (45°19'01.5′′N., 85°18'00.8"W.) at the facility are prominent. A breakwater formed by two sunken barges extends about 1,600 feet lakeward from the shore and affords protection for the privately dredged channel along its S side and for the loading slip at its inner end. A private light marks the outer end of the breakwater. The entrance channel and slip are reported to be dredged to 24 feet annually. The slip is about 100 feet wide. The N side, 645 feet long, is used to ship cement. The S side, 556 feet long, is used to receive coal for plant consumption. The docks have a deck height of 10 feet, and there is silo storage for 120,000 tons of cement. Six spouts can load vessels at 3,000 tons per hour.

(84)

Chart 14913.-Fisherman Island, about 4 miles SW of South Point, is on the NE side of the entrance to Grand Traverse Bay. The island is on a stony bank that extends about 1 mile NW from shore with depths of 6 to 9 feet at the outer edge. A buoy marks the extent of the bank.

(85) Grand Traverse Bay, separated from Lake Michigan by the Leelanau Peninsula, extends S from the lake for about 32 miles and is about 10 miles wide. The upper 17 miles of the bay are divided into East Arm and West Arm by a narrow peninsula that extends N and terminates in Old Mission Point. The shores of Grand Traverse Bay are generally hilly and wooded.