Coffs Harbour to Yamba and Iluka via the Clarence River

Planning direction: northbound Planning distance: approximately 59 nautical miles by the illustrative offshore route below Typical elapsed time: approximately 8 hours 30 minutes to 14 hours 50 minutes at 7 to 4 knots, before departure, bar assessment and berthing allowances Usual format: one long coastal passage, normally planned around a daylight Clarence River bar crossing Departure: Coffs Harbour International Marina or another confirmed position inside Coffs Harbour Destination: Yamba Marina, Iluka or another pre-confirmed berth, mooring or anchorage inside the Clarence River Intermediate all-weather refuge: none that a visiting cruising yacht should assume Forecast zones: Bureau of Meteorology Coffs Coast, Wooli to Smoky Cape, and Byron Coast, Point Danger to Wooli Guide status: community planning template, not a navigational authority Research review: 30 August 2026

Hey guys, we put this guide together at YouSail to help crews begin planning the coastal run from Coffs Harbour to Yamba and Iluka. This is a rewarding Mid North Coast passage, but the final approach crosses the Clarence River bar. Weather, swell, river discharge, tide, depths, navigation marks, marina availability and port operations change. The coordinates below are planning references only. They are not a route to load into an autopilot and follow without question.

Use current official charts, notices and forecasts, inspect the live bar webcam, speak with Marine Rescue Iluka Yamba and the destination marina, and make your own decision for your vessel and crew. Talk with local sailors, yacht clubs, marina staff and cruising groups. If the entrance or passage does not look right, wait or remain safely offshore while a viable alternative still exists.

The offshore run is substantial, but the Clarence River entrance bar is the controlling risk. A crew can have a comfortable 55-mile sail and still face an unsafe arrival if swell, tide, river outflow or visibility deteriorates at Yamba.

Transport for NSW publishes a live Iluka/Yamba coastal-bar webcam and states that coastal bar conditions can change rapidly. Its current Clarence River boating map shows approach leads and warns that bomboras can break at any time near shoals, reefs and bomboras. The map also states that lifejackets must be worn while crossing the entrance bars shown on the map.

The Port Authority of NSW manages the Port of Yamba. It publishes navigation information, notices to mariners and Harbour Master's Directions. The shipping channel is normally maintained to 4 metres at chart datum, but the Port Authority directs users to seek the latest depth information. A maintained depth is not a promise that the bar will be safe in the day's sea state.

This guide therefore treats the passage as three connected plans:

1. A safe departure from Coffs Harbour. 2. A 55 to 58 nautical mile exposed coastal passage with no assumed refuge. 3. A separately assessed Clarence River bar crossing and river transit.

All three must work together.

At 59 nautical miles, the route is near the upper limit of a comfortable daylight passage for many displacement cruising yachts. A boat averaging 5 knots needs almost 12 hours simply to cover the distance. Allowing time to leave the berth, clear Coffs, assess the Clarence entrance, cross the bar and secure at Yamba can turn this into a 13-hour operation.

That creates a timing tension:

• leaving too late risks a dusk or night bar crossing;
• leaving before daylight reduces visual information at the Coffs departure;
• choosing tide alone can put the boat at the entrance in poor wind or swell;
• assuming an optimistic speed can erase the arrival margin;
• an adverse East Australian Current can add hours.

The solution is not a single universal departure time. It is a backward plan built from the desired Clarence bar window, conservative vessel speed and the amount of darkness the skipper is genuinely competent to manage.

Northbound

This guide is written northbound. Cruising yachts often seek a settled window with light to moderate southerly flow. A southerly can assist progress, but a strong or fast-building southerly may create difficult following seas and an energetic entrance at Yamba. Northerly winds are adverse and may make the daylight schedule unattainable.

Southbound

The reverse trip requires a separate plan. The East Australian Current may assist southbound progress, but a southerly becomes adverse. Coffs Harbour is a breakwater destination rather than a bar, yet its entrance and marina fairway still need current information.

Seasonal tendencies

Many northbound cruising boats move during the cooler months, but there is no automatically safe season. East Coast Lows, fronts, troughs, thunderstorms, strong-wind warnings, hazardous surf and long-period swell can occur outside expected seasonal patterns. Use the actual forecast and observations, not the calendar, as the primary decision tool.

Stage 1: Coffs Harbour to the Solitary Islands coast

Clear the marina and breakwater using current harbour information. Establish the vessel in open water before setting the northbound route. The coast near Korora, Moonee and the Solitary Islands contains islands, reef, marine-park zones and inshore hazards. Select either an inshore or offshore route only after plotting it on current charts.

Stage 2: Woolgoolga to Red Rock

Woolgoolga and Red Rock are useful coastal checks. Red Rock marks the vicinity of the Corindi River entrance, which is not a normal refuge for an offshore cruising yacht. Continue measuring real speed over ground against the planned Clarence arrival.

Stage 3: Wooli Head to Sandon River

At Wooli, the route moves from the BOM Coffs Coast forecast zone into the Byron Coast zone. Conditions may not change abruptly at the boundary, but the relevant official forecast does. Wooli and Sandon are small, changing river entrances and should not be treated as dependable alternatives without current expert local knowledge.

Stage 4: Brooms Head to the Clarence assessment area

This is the final offshore stage. Obtain the latest bar report and depth or navigation information while there is still sea room. Prepare crew, engine, lines and navigation for the entrance, but do not commit until the bar is visually and operationally assessed.

Stage 5: Clarence River entrance to Yamba or Iluka

Follow the current chart, marks, leads and official directions. Remain clear of large vessels and ferries. After crossing, continue to the pre-confirmed marina, mooring or anchorage. The river contains shoals, islands, channels, ferries and speed restrictions, so the bar crossing is not the end of pilotage.

These coordinates form an illustrative offshore planning line. They are not surveyed clearing waypoints, chart corrections, entrance instructions or guaranteed safe water. Plot each point at a large scale on the current official chart. Check reefs, islands, shoals, marine-park zones, port limits, depths and the day's sea state. Adjust or remove any point that is unsuitable.

Critical coordinate warning: P11 to P14 must not be treated as an autopilot route. The official Clarence River map publishes approach leads of 237°40'T, but marks, depths and local conditions must be checked on the day. Follow the current chart and actual aids to navigation, not historical numbers copied from this guide.

These are great-circle calculations between the illustrative planning points. They do not include collision avoidance, leeway, current, harbour manoeuvring or any route adjustment required around charted dangers.

The bearings near the entrance happen to resemble the published approach-lead direction because of the illustrative points selected. This does not validate the points or replace the actual leads.

Use conservative speed over ground, not best-case sailing speed.

Backward-planning example

Assume the skipper selects 1500 as the preferred time to be at the offshore bar-assessment area and uses 5.5 knots as conservative SOG:

1. Offshore distance to the assessment area is about 55 nautical miles. 2. At 5.5 knots, the offshore run alone is approximately 10 hours. 3. Allow 30 to 45 minutes to leave the berth and clear Coffs. 4. Add a current and sail-handling margin of at least 45 to 60 minutes. 5. A nominal departure around 0330 to 0400 may result.

That means darkness is likely at departure. If the skipper or crew is not comfortable leaving Coffs in darkness, the selected bar window and expected speed may be incompatible. Options include waiting for a day with a faster, safer forecast, selecting a later suitable tide window that still preserves daylight, or not departing.

Do not force the numbers. The safe answer may be to wait.

Coffs Coast

From Coffs Harbour to Wooli, use the BOM Coffs Coast forecast, Wooli to Smoky Cape.

Byron Coast

From Wooli north to Yamba, use the BOM Byron Coast forecast, Point Danger to Wooli.

Read both forecasts in full. Compare wind, sea, primary swell, secondary swell, weather and warning status. The passage may start under one forecast and finish under another with different timing or wind strength.

Questions that must be answered

• Is either zone under a strong wind, gale or hazardous surf warning?
• What is the forecast at the actual time the boat reaches Wooli and Yamba?
• Is a southerly expected to increase and make the Clarence bar rougher?
• Will a northerly reduce SOG enough to miss daylight or tide?
• What are the swell height, period and direction at Yamba arrival time?
• Is there a secondary swell crossing the primary swell?
• Has recent heavy rain increased Clarence River discharge?
• Are thunderstorms, squalls or poor visibility possible?
• Do coastal observations and webcams agree with the model forecast?

The BOM notes that gusts can be 40 percent stronger than forecast average wind, and stronger in squalls and thunderstorms. Maximum waves can be twice the forecast significant wave height.

Southerly wind

A moderate southerly may provide fast northbound sailing. A strong southerly can produce difficult following seas, broaching risk and a more demanding entrance. It may also create a false sense of security because the boat arrives quickly while the bar becomes less suitable.

Northerly wind

A northerly is adverse. Even 15 to 20 knots can materially reduce speed and crew comfort. The combination of northerly wind and south-setting current may produce short, steep seas and make the daylight schedule unrealistic.

East Australian Current

The East Australian Current commonly sets south along this coast, but its core and eddies move. A northbound boat can lose several knots of SOG in places. Review available ocean-current products, including IMOS OceanCurrent, then verify the prediction against actual vessel data.

Compare:

• speed through water;
• speed over ground;
• heading versus course over ground;
• actual time between checkpoints;
• revised ETA at the Clarence assessment area.

A one-knot adverse current adds roughly 2 hours 20 minutes to a nominal 6-knot, 59-mile plan if effective SOG falls to 5 knots. Detect the problem early.

River discharge

The Clarence is a large river. After rain or flooding, outgoing flow can remain powerful and may combine with swell to make the bar more dangerous. Tide tables alone do not describe river discharge. Ask Marine Rescue Iluka Yamba and the Port Authority for current information.

The day before

• Confirm marina account, departure access and any works in the fairway.
• Check current Coffs Harbour dredging information and notices.
• Plot the route at large chart scale, especially around the Solitary Islands.
• Check both BOM coastal forecasts and all warnings.
• Check Yamba bar webcam at several stages of tide, not once only.
• Speak with Marine Rescue Iluka Yamba about expected arrival conditions.
• Confirm Yamba Marina berth, dimensions, access and fuel needs.
• Test engine, steering, bilge pumps, navigation lights, VHF, AIS and backup navigation.
• Rest the crew before any pre-dawn departure.

Before leaving the berth

1. Start and inspect the engine. 2. Confirm the crew is awake, briefed and appropriately dressed. 3. Switch on navigation lights if departing before sunrise. 4. Log on with Marine Rescue. 5. Prepare sail and reefing systems for use after clearing the harbour. 6. Keep lines and fenders controlled but available until clear. 7. Monitor VHF 16 and harbour traffic. 8. Leave at a speed that preserves steerage without creating wash.

Clearing Coffs

Identify the entrance marks and breakwaters using the current chart and visual information. Check for dredges, workboats, fishing boats and recreational traffic. Do not set sail or send crew forward until there is sea room.

The Solitary Islands Marine Park extends along much of the early route. Islands and reef include features near Coffs, Korora, Moonee and farther offshore. The shortest straight line is not necessarily the safest route.

The skipper must choose whether to pass inshore or offshore of particular islands based on:

• current charted depths and dangers;
• wind and swell direction;
• visibility and time of day;
• vessel draft and manoeuvrability;
• fishing and diving activity;
• marine-park zoning;
• safe clearing distances.

Fishing, anchoring and collecting restrictions vary by zone. Check the official Solitary Islands Marine Park map and current regulations. Navigation through a marine park does not remove the duty to comply with activity restrictions.

Coffs to Woolgoolga

The coastline passes Korora, Moonee and Emerald Beach before Woolgoolga. Split Solitary, South Solitary and other island or reef features must be positively identified on the chart. At night or in reduced visibility, increase the safety margin and use radar if fitted, while remembering that reef and breaking water may not produce a reliable return.

Woolgoolga to Red Rock

Woolgoolga is a strong landmark and a useful schedule checkpoint. North of it, continue past Arrawarra, Corindi and Red Rock. The Corindi River entrance near Red Rock is small and changing. It is not a normal refuge for a visiting offshore yacht.

At Red Rock, calculate actual average SOG from Coffs. Do not keep using the original ETA if the boat is already behind schedule.

Red Rock to Wooli

The coast trends north-east toward Wooli. Solitary Islands and reefs remain relevant. The Wooli River bar may be hazardous and should not be assumed as an alternative harbour. Marine Rescue Wooli may provide local information, but entry needs its own current plan.

Wooli to Sandon River

This is the longest illustrative leg, about 12.4 nautical miles. The coastline includes Minnie Water and exposed beaches. Sandon River is shallow and bar-bound. A charted river mouth is not a refuge plan.

Sandon River to Brooms Head

Brooms Head provides another prominent coastal check. Review:

• remaining daylight;
• actual SOG;
• fuel state;
• crew condition;
• latest Yamba bar report;
• current Port of Yamba notices;
• alternative strategy if entry is not available.

Brooms Head to Yamba

The final offshore section passes the coast near Angourie before Clarence Head and Iluka Bluff become relevant. Fishing and commercial traffic may increase near the entrance. Obtain current information early and remain in sea room while preparing.

Information sources

Before committing, use all available sources:

• live Iluka/Yamba coastal-bar webcam;
• Marine Rescue Iluka Yamba;
• Port Authority of NSW Yamba notices and navigation information;
• current official chart and notices to mariners;
• tide information from an authoritative source;
• actual wind, swell and visibility;
• visual observation from offshore;
• depth sounder, radar and AIS where fitted.

The webcam is a planning aid only. Camera perspective can hide wave height, sets and depth. A calm-looking image taken earlier does not prove the bar is safe now.

Tide selection

Many skippers prefer an incoming or rising tide because an ebb opposing ocean swell can steepen the bar. This is a planning tendency, not a universal instruction. At high river discharge, even a nominal flood tide may not remove outgoing flow. Obtain current local advice and consider the whole system.

Approach leads

The current Transport for NSW Clarence River map identifies approach leads on approximately 237°40'T. It also shows additional leads and channels inside the river. Use the charted and visible leads as they exist on the day. Do not use this guide to navigate if the leads cannot be positively identified.

Lifejackets

Transport for NSW states that lifejackets must be worn while crossing the entrance bars shown on its map. All crew should be secured and briefed before the crossing. No one should be moving around unnecessarily on deck.

Engine and sail configuration

• Engine running, warmed and verified.
• Fuel supply and filters checked.
• Propulsion immediately available.
• Sail reduced or stowed so it cannot obstruct visibility or manoeuvring.
• Anchor secured but capable of emergency deployment if safe.
• Companionway and loose equipment secured.
• Bilge alarms and pumps operational.
• Crew seated or positioned safely.

Abort point

Set a specific offshore position or condition beyond which the vessel will not continue unless the entrance is positively assessed as safe. If breaking sets, traffic, visibility or navigation uncertainty exceed the agreed limit, remain outside. Never turn casually in the impact zone. Any turn or retreat must be made with sufficient sea room and propulsion.

This question must be answered before leaving Coffs.

Possible actions depend on daylight, fuel, weather, crew condition and vessel capability:

• remain offshore in safe sea room and wait for a clearly suitable window;
• stand off overnight if the vessel and crew are equipped and conditions permit;
• continue north toward the next genuinely viable port if fuel, daylight, weather and crew allow;
• return south only if distance and conditions make that safer;
• request current advice from Marine Rescue and the Port Authority;
• declare urgency or distress if safety is threatened.

Do not drift near the breakwalls or surf zone while waiting. Do not enter Wooli, Sandon or another small bar merely because Yamba is closed. Every alternate entrance needs its own safe plan.

For many cruising yachts, the next substantial northbound options may involve the Richmond River at Ballina, which is also a bar, or the Gold Coast Seaway much farther north. Neither is a casual last-minute diversion. The vessel must leave Coffs with enough fuel, food, water and crew endurance for a delayed arrival or offshore wait.

The Clarence is buoyed and beaconed, but it remains a working river and port. The official map warns that depth contours are indicative and can change over time. It also shows ferries, islands, shoals, channels, speed zones, sensitive seagrass and waterside restricted security zones.

After crossing:

• follow the current marked channel;
• remain clear of large vessels and ferries;
• monitor VHF 16 and any port working channel directed;
• observe speed and wash restrictions;
• keep clear of restricted areas and moored commercial vessels;
• cross-check depth continuously;
• do not shortcut around islands;
• confirm the marina entrance and allocated berth.

The Port of Yamba uses VHF 16 and 11 for initial calling, with channel 11 used for port working communications as directed. Recreational vessels should not impede commercial traffic.

YouSail listing: Yamba Marina Operator website: Yamba Marina Address: Marina Bay, 3 Yamba Road, Yamba NSW 2464 Telephone: (02) 6646 9898 Email: contact@yambamarina.com.au VHF: Channel 16 27 MHz: Channel 88 Published office and shop hours: 0800 to 1700 daily, closed Christmas Day and Boxing Day

The operator and current YouSail profile describe:

• permanent and casual wet berths;
• swing moorings;
• power and water;
• showers, toilets and coin laundry;
• diesel and 98-octane unleaded fuel;
• sewage pump-out;
• 35-tonne travel lift for monohulls;
• hardstand and marine services;
• food and retail businesses in the marina precinct.

The marina says its fuel wharf can handle vessels up to 40 metres and operates during normal business hours, with after-hours service possible by prior arrangement. Berth availability, maximum dimensions, draft, prices, fuel, lifting suitability and access must be confirmed directly.

Booking information to provide

• vessel name and registration;
• length overall;
• beam;
• draft;
• monohull or multihull;
• expected arrival date and time;
• shore-power requirement;
• fuel or pump-out requirement;
• crew mobility or berthing-assistance needs;
• after-hours access requirement.

Iluka lies on the northern side of the Clarence entrance and can offer a quieter destination, but berth, mooring and anchoring arrangements must be separately confirmed. The official map shows Iluka Bay, moorings, a boat harbour, ferry operations, shallow areas and channel leads.

Do not choose an Iluka anchorage solely from a small-scale chart. Consider:

• current depth and vessel draft;
• swing room and holding;
• ferry and commercial traffic;
• tidal flow;
• seagrass and environmental restrictions;
• weather protection;
• access ashore;
• mooring ownership and limits.

The Clarence River passenger ferry operates between Yamba and Iluka, adding traffic that must be respected.

Marine Rescue Coffs Harbour

• VHF: Channel 16
• 27 MHz: Channel 88
• Telephone: (02) 6650 4900
• Email: coffsharbour@marinerescuensw.com.au
• Website: Marine Rescue Coffs Harbour

Marine Rescue Iluka Yamba

• VHF: Channel 16
• Base telephone: (02) 6603 4000
• Email: ilukayamba@marinerescuensw.com.au
• Base: Moriartys Wall, Iluka NSW 2466
• Website: Marine Rescue Iluka Yamba

Port Authority of NSW, Yamba

• Harbour office telephone: (02) 6646 2002
• Email: yamba@portauthoritynsw.com
• VHF: 16 and 11 for initial calling, with 11 used as directed
• Navigation: Port of Yamba navigation
• Notices: Port of Yamba notices to mariners

Emergency

• VHF distress and calling: Channel 16
• Life-threatening emergency: Triple Zero, 000
• Marine Rescue NSW state number: (02) 9471 8300

Log on before leaving Coffs and log off only when safely secured. Update ETA if speed changes materially.

The absence of dependable intermediate refuge is one of the strongest reasons to choose a conservative weather window.

Gate A: 24 to 48 hours before departure

Continue planning only if:

• both forecast zones are within vessel and crew limits;
• no warning makes the route or bar unsuitable;
• a plausible daylight bar window exists;
• Coffs departure and Yamba destination are operational;
• fuel covers the route, delay and alternate strategy;
• the crew can manage the required departure time;
• engine, steering, navigation and communications are serviceable.

Gate B: before leaving Coffs

Depart only if:

• actual Coffs conditions match the forecast closely enough;
• the latest Yamba outlook remains suitable;
• the vessel can make the bar window at conservative SOG;
• every crew member is fit and briefed;
• Marine Rescue log-on is complete;
• the offshore contingency is written and understood.

Gate C: Woolgoolga

Continue only if:

• actual average SOG preserves the arrival window;
• current and sea state remain manageable;
• the second forecast zone has not deteriorated;
• the crew and machinery remain reliable.

Gate D: Brooms Head

Continue toward the entrance only if:

• daylight and tide margin remain adequate;
• current bar information is favourable;
• the destination is confirmed;
• the offshore waiting or diversion plan remains viable.

Gate E: Clarence assessment area

Commit only if:

• the entrance and current leads are positively identified;
• webcam, local advice and visual conditions align;
• swell sets are acceptable;
• current depth and notice information has been checked;
• lifejackets are worn and crew secured;
• engine and steering are fully ready;
• commercial traffic is understood;
• the abort point remains outside the impact zone.

Vessel length alone does not determine suitability. The boat needs offshore seaworthiness, reliable propulsion, sound steering and sufficient speed to make the selected window.

The skipper should be satisfied with:

• reliable engine and clean fuel supply;
• fuel filters and tools for a change at sea;
• tested steering and emergency steering plan;
• sound rig, reefing and suitable sails;
• current official charts and independent backup navigation;
• working fixed VHF plus handheld backup where carried;
• navigation lights suitable for the planned darkness;
• compliant lifejackets and bar-crossing procedures;
• bilge pumps, alarms and leak-control equipment;
• anchor ready for emergency use;
• AIS and radar where fitted and understood;
• sufficient food, water, warm clothing and seasickness supplies.

A slow yacht may not be able to combine daylight at both ends with the preferred tide. That is a planning constraint, not a criticism of the vessel. Choose a window or staging strategy that fits the boat.

Use measured litres per hour at realistic passage rpm.

`required fuel = planned engine hours × measured burn rate + operational margin + emergency reserve`

Include:

• leaving and entering both harbours;
• motoring through calm conditions;
• motoring against adverse current or northerly wind;
• offshore waiting if the bar is closed;
• a northbound or southbound diversion;
• unusable tank volume and gauge error;
• generator or charging use only if genuinely necessary.

Example only: a yacht burning 3 L/h and planning for 12 engine hours requires 36 L before reserve. Adding a 30 percent operational margin gives 46.8 L, still before any separate emergency reserve. Replace these figures with vessel-specific measurements.

Even a daylight arrival may require a pre-dawn departure. Agree:

• skipper and navigator roles;
• helm and lookout rotations;
• reefing triggers;
• tether and lifejacket policy;
• sleep rules;
• seasickness medication timing;
• checkpoint reporting;
• bar-crossing crew positions;
• who handles radio calls;
• conditions that trigger no-go, stand-off or diversion.

Prepare lines and fenders before the bar approach, but keep the foredeck clear. No crew member should be moving unnecessarily during the crossing.

Before departure:

• update charts from the official provider;
• inspect every planning point at maximum useful chart scale;
• check Port of Yamba notices to mariners;
• download both forecasts and relevant tide data for offline use;
• set cross-track and depth alarms appropriately;
• test radar, AIS, GPS, compass and depth sounder;
• carry a second independent position source;
• charge handheld VHF and devices;
• record lead bearings and light characteristics from the current chart;
• ensure the crew can disengage autopilot immediately.

AIS does not show every fishing vessel, whale, breaking reef, buoy or dredge. The webcam does not replace visual assessment. Electronic charts can be outdated or displayed at an unsafe scale.

Route and destination

• [ ] Current charts and notices checked
• [ ] Solitary Islands route plotted at large scale
• [ ] Both forecast zones reviewed
• [ ] Clarence bar window selected
• [ ] Yamba webcam reviewed at comparable tide stages
• [ ] Marine Rescue Iluka Yamba contacted
• [ ] Port notices and latest depth information checked
• [ ] Yamba Marina berth confirmed with dimensions
• [ ] Offshore contingency written down

Vessel

• [ ] Engine started, warmed and inspected
• [ ] Fuel quantity and reserve confirmed
• [ ] Filters, belts, coolant and oil checked
• [ ] Steering and autopilot tested
• [ ] Bilges and pumps checked
• [ ] Rig and reefing checked
• [ ] Navigation lights tested
• [ ] VHF, handheld, AIS and radar tested
• [ ] Anchor ready
• [ ] Loose gear secured
• [ ] Lines and fenders accessible

Crew

• [ ] Crew rested for departure time
• [ ] Safety and bar briefing completed
• [ ] Lifejackets and tethers ready
• [ ] Watch schedule agreed
• [ ] Food, water and medication accessible
• [ ] Marine Rescue log-on complete
• [ ] Shore contact has route, ETA and overdue time
• [ ] Emergency contacts available offline

• [ ] Latest bar webcam checked
• [ ] Marine Rescue and Port information obtained
• [ ] Tide, river discharge, wind and swell considered together
• [ ] Current leads and light characteristics identified
• [ ] Commercial traffic checked
• [ ] Engine running and verified
• [ ] Sail reduced or secured in sea room
• [ ] Lifejackets worn by all crew
• [ ] Crew briefed and safely positioned
• [ ] Hatches and loose equipment secured
• [ ] Abort point agreed
• [ ] Entrance crossed only after positive assessment
• [ ] Marked river channel followed
• [ ] Ferry and port traffic given ample clearance
• [ ] Marina contacted and berth confirmed
• [ ] Marine Rescue logged off only when secured
• [ ] Shore contact advised of safe arrival

Progress log

After the passage, useful community information includes:

• date, direction and vessel type;
• length, draft and typical cruising speed;
• route distance and elapsed time;
• actual current by section;
• wind, sea and swell observations;
• Solitary Islands route chosen;
• fishing, diving and whale activity;
• webcam appearance compared with actual bar conditions;
• tide stage and river flow at crossing;
• entrance marks and leads observed;
• minimum observed depth with time and tide;
• marina berth, fuel and service availability;
• anything that would change a future departure decision.

Describe observations with dates and conditions. A single successful crossing does not prove the entrance is always safe.

Coastal maps, river map and webcams

• Transport for NSW Brooms Head to Coffs Harbour coastal map
• Transport for NSW Clarence River, Yamba and Iluka boating map
• Transport for NSW Iluka/Yamba coastal-bar webcam
• Transport for NSW Coffs Harbour webcam
• NSW boating maps index

Weather and ocean current

• BOM Coffs Coast forecast
• BOM Byron Coast forecast
• BOM NSW coastal observations
• BOM marine and ocean forecasts
• IMOS OceanCurrent

Port, rescue and destination

• Port of Yamba navigation
• Port of Yamba notices to mariners
• Port of Yamba information for recreational boaters
• Marine Rescue Iluka Yamba
• Marine Rescue Coffs Harbour
• Yamba Marina
• Solitary Islands Marine Park zoning and regulations

YouSail links

• YouSail Yamba Marina directory listing
• YouSail Coffs Harbour destination guide
• YouSail Coffs Harbour International Marina listing

This guide is general community information for preliminary passage planning. It is not a chart, pilot book, forecast, notice to mariners, hydrographic survey, Harbour Master's Direction, legal instruction or assurance that a route, entrance, depth, berth, mooring, anchorage, service or radio facility is safe or available. Conditions and infrastructure can change without notice. Coordinates, distances and bearings are approximate planning references and may contain errors.

The skipper remains responsible for the vessel, crew, legal compliance, current official charts, notices, forecasts, warnings, safety equipment, local knowledge and every go or no-go decision. Use official sources, contact relevant authorities and operators, seek qualified instruction where needed, and never cross a coastal bar merely because a guide says the passage is possible.