As Captain James Cook was conducting his voyages of exploration and discovery, Polynesian navigators had already successfully explored and settled the islands from New Zealand to Hawaii. Remarkably, the Polynesians had developed a sophisticated and reliable means of wayfinding based not on science and mathematics, but rather on their innate knowledge of the seas and sky.
By using the sun, stars, sea swell patterns, cloud formations, and seamarks such as bird flight habits, Polynesian navigators were able to steer their canoes over distances that amazed European navigators including the two thousand miles between Tahiti and the Hawaiian Islands. The Polynesian star compass was the key to finding direction at sea. The four cardinal points (north, south, east, and west) were located according to the rising and setting sun. During night voyaging, stars formed reference points. Polynesian navigators memorized the star compass as well as knmvn islands whose locations corresponded to points of the compass.
In training a navigator would name an island as the center point, then go around the compass points naming the islands that lay in each direction. Beyond navigating by the sun and stars, the Polynesians used their extensive knowledge of the sea to successfully guide them through their voyages. By careful observation of sea swell patterns, wind direction, cloud formations, and patterns of bird flight and flotsam, traditional Pacific navigators pieced together the course they chose to follow.
Cloud Formations:
As clouds moved over sea and land, the Polynesians noted that clouds tend to be drawn to land in distinctive "V" formations. This cloud pattern is created by the reflection of heat radiated from the island. Many navigators also noted slight color changes in clouds over land, and were able to distinguish the landform from the color, a slight green indicated lagoon islands, bright clouds indicated sand, and dark clouds markrd forested areas.
Flight of birds:
Flight patterns of specific species provided a reliable means of determining the direction of land. The fairy and noddy terns were especially important, as both species nest on land, and neither swims. Both terns fly to sea in the morning and return to land at dusk. By observing the habits of these birds. Polynesian navigators could not only determine the direction of land, but also its approximate distance. Fairy terns have a flight range of about one hundred twenty miles, while noddy terns have a range of about 40 miles.
Flotsam:
Floating debris such as palm fronds, coconuts, and other vegetation also signaled nearby land. Experimental "wayfinding" has been traditionally performed in Micronesia, and is regaining credence as an art in Polynesia.
Tuesday, April 14, 2009
Saturday, April 11, 2009
Timekeeping and Longitude
One of the most pressing problems of navigation during Captain James Cook's time was the inability to accurately calculate longitude. For many years, sailors could find their latitude with the use of celestial navigation. An instrument called a quadrant was used to sight a particular star or the sun, and then the angle between the horizon, the star, were measured. Latitude could then be calculated from this measurement.
Longitude was another problem altogether, to be able to calculate longitude, one needed to know exactly what date and time it was to complete the celestial calculation. In 1714, the Longitude Act was passed in Britain. There were monetary prizes of 20,000 pounds for a method to determine longitude to an accuracy of half a degree of a great circle, 15,000 pounds for a method accurate to within two-thirds of a degree, and 10,000 pounds for a method accurate to within one degree. One "degree" would be about 60 miles.
There were two major schools of thought on the subject of longitude: those who believed that accurate star and lunar charts alone could lead navigators to an accurate measurement of longitude, and those who believed that an accurate timekeeping device would suffice for the same reason. Each had problems, the celestial option had the issues that on cloudy days celestial navigation was troublesome and that one had to be an able mathematician to perform the necessary calculations, and the timekeeper's problem was that no clock yet created was nearly accurate enough to keep correct time over long periods, nor during varying levels of temperature and humidity.
The main figures representing each side of this argument were Nevil Maskelyne on the side of celestial navigation, and John Harrison on the side of the clockmakers. One problem for Harrison was that Maskelyne had a very important position: He was Astronomer Royal. Captain Cook and his scientists carried out tests for the Board of Longitude, comparing the lunar distance method with chronometers modeled after Harrison's designs. He took a chronometer named K-l (Larcum Kendall's first, and a close copy of H-4, Harrison's fourth attempt), and three copies of it by a clockmaker named John Arnold. Cook's log refers to K-l on manyoccasions, calling it "our trusty friend the watch," and noting "It would not be doing justice to Mr. Harrison and Mr. Kendall if I did not own that we have received very great assistance from this useful and valuable timepiece." Cook believed so much in the use of the chronometer that he carried it on his third voyage as well.
The lunar distance method, which an able navigator such as Cook could master, worked effectively, but only under clear skies. Cook preferred the chronometer, however, since Nevil Maskelyne was on the Board of Longitude, Harrison did not receive the full award until the king intervened for him.
Longitude was another problem altogether, to be able to calculate longitude, one needed to know exactly what date and time it was to complete the celestial calculation. In 1714, the Longitude Act was passed in Britain. There were monetary prizes of 20,000 pounds for a method to determine longitude to an accuracy of half a degree of a great circle, 15,000 pounds for a method accurate to within two-thirds of a degree, and 10,000 pounds for a method accurate to within one degree. One "degree" would be about 60 miles.
There were two major schools of thought on the subject of longitude: those who believed that accurate star and lunar charts alone could lead navigators to an accurate measurement of longitude, and those who believed that an accurate timekeeping device would suffice for the same reason. Each had problems, the celestial option had the issues that on cloudy days celestial navigation was troublesome and that one had to be an able mathematician to perform the necessary calculations, and the timekeeper's problem was that no clock yet created was nearly accurate enough to keep correct time over long periods, nor during varying levels of temperature and humidity.
The main figures representing each side of this argument were Nevil Maskelyne on the side of celestial navigation, and John Harrison on the side of the clockmakers. One problem for Harrison was that Maskelyne had a very important position: He was Astronomer Royal. Captain Cook and his scientists carried out tests for the Board of Longitude, comparing the lunar distance method with chronometers modeled after Harrison's designs. He took a chronometer named K-l (Larcum Kendall's first, and a close copy of H-4, Harrison's fourth attempt), and three copies of it by a clockmaker named John Arnold. Cook's log refers to K-l on manyoccasions, calling it "our trusty friend the watch," and noting "It would not be doing justice to Mr. Harrison and Mr. Kendall if I did not own that we have received very great assistance from this useful and valuable timepiece." Cook believed so much in the use of the chronometer that he carried it on his third voyage as well.
The lunar distance method, which an able navigator such as Cook could master, worked effectively, but only under clear skies. Cook preferred the chronometer, however, since Nevil Maskelyne was on the Board of Longitude, Harrison did not receive the full award until the king intervened for him.
Thursday, April 9, 2009
Astrolade a Navigational Tool
One of the oldest of all the altitiude measuring devices, the Astrolabe is a angle measuring tool thats name comes from the Greek, " to take a star" It was invented by the greek astronomer and mathematician, Hipparchus, it was used for astronomy and astrology.
As an astronomer's tool, the Astrolabe was introduced to the Europeans by Arab astronomers in the 10th century. But the first documented use of it used at sea is in 1481 on a voyage down the African coast by Portuguese explorers. It is likely that it was in use by sailors for many years before that.
So how does it work? To correctly measure the angle of the sun or a star, the Astrolabe must hang down so that it is perpendicular to the ocean. If it's tilted right or left, or front to back, the angle will not be accurate. To keep it straight, the user holds it with a finger through a ring and lets the Astrolabe dangle. There are two plates on a rotating arm. They each have a pinhole perfectly lined up so that when the sun shines through the top one, and hits the second pinhole, the angle is accurate. You then read from the scale along the circumference.
For Polaris, you can sight over the edge of the two plates. One advantage of the Astrolabe is that you do not need a clear horizon to use the instrument, you do need a clear horizon when measuring the height of the sun or Polaris with other navigational instruments. It is not a accurate tool at sea because of the difficlty in keeping it steady in a rolling ship and high winds. The Portuguese explorers would take their Astrolabe ashore and set it up to avoid this problem, this is what they did when they were mapping the coast of Africa in their early exploration. Using it at sea could result in errors.
Using it at sea could result in errors as much as five degrees, or 300 miles. However, ashore, it would be much more accurate, certainly less than one-half degree, or 30 miles. The seagoing version might be 6" in diameter, where as the one they took ashore (and which would be awkward to use at sea) might be two feet in diameter, making it more accurate and easier to read.
Tuesday, March 31, 2009
Recently Implemented Clean Water Act Permit Requirements for Vessels
Process applies to any vessel over 300 GRT or having a ballast water capacity greater than 8 cubic meters (2,113 gallons). In order to qualify under the permit the only action the operator will need to take is to file a "Notice of Intent" by 19 September 2009 (but after 19 June 2009). This is an easy, 3 page form that can be filled out on an EPA web site and submitted. The permit only limits activities in "waters of the United States" (extending to the outer reach of the 3 mile territorial sea"). The permit does not "affect, supersede, or relieve any otherwise applicable requirements or prohibitions under other provisions of Federal law or regulations. Specifically:
1. A Ballast Water Management Plan
2. Garbage disposal (33 CFR Part 151, Subpart A)
3. Oil (MARPOL, etc.)
The permit will limit, within the 3 mile territorial sea (in addition to all the existing limits like oil, garbage, etc.) Deck Washdown and Runoff and Above Water Line Hull Cleaning "to minimize the introduction of on-deck debris, garbage, residue and spill," "presence of floating solids, visible foam, halogenated phenol compounds, and dispersants, or surfactants," "rust (and other corrosion by-products), cleaning compounds, paint chips, non-skid material fragments, and other materials associated with exterior topside surface preservations." "If deck wasdowns or above water line hull cleaning will result in a discharge, they must be conducted with non-toxic and phosphate cleaners and detergents."
Chain Locker Effluent
Firemain System discharges are allowed but limited to those where "the intake comes directly from the surrounding waters or potable water supplies and there are no additions to the discharge."
Graywater. "All vessel must minimize the discharge of graywater while in port," the introduction of kitchen oils must be minimized to the graywater system," Vessel owner/operators must use phosphate free and non-toxic soaps and detergents for any purpose if they will be discharged into waters subject to this permit."
Boat Engine Wet Exhaust "Vessels generating wet exhaust must be maintained in good order to decrease pollutant contributions to wet exhaust use low sulfur or alternative fuels to reduce the concentration of pollutants," "consider four stroke versus two stroke engines."
Sonar Dome Discharge. "The water inside the sonar dome shall not be discharged within waters subject to this permit for maintenance purposes."
Underwater Ship Husbandry Discharges. Bringing in the team of divers with power brushes is no longer acceptable hull cleaning should be done in drydock with adequate controls on the runoff water.
The General Permit
The general permit issued by EPA will apply to all covered vessels that discharge into waters of the United States, regardless of whether a state is authorized to implement other aspects of the NPDES permit program. The vessel discharges covered by the general permit are discharges excluded from NPDES permitting programs under 40 C.F.R. § 122.3 and, therefore, are not considered a part of any currently authorized state NPDES program. 40 C.F.R. § 123.1(i)(2). EPA has not yet outlined its plan for how states may obtain approval to implement NPDES permitting for vessel discharges within their jurisdictions.
Owners and operators of vessels that are greater than 300 tons or that have the capacity to hold or discharge more than eight cubic meters (2,113 gallons) of ballast water will be required to submit a notice of intent (NOI) form to receive permit coverage. However, the final permit is expected to provide a nine-month grace period in which to complete and submit the NOI. All other owners and operators will be automatically authorized by the general permit to discharge according to the permit requirements. The general permit addresses 28 potential vessel discharge streams, including ballast water, deck runoff, bilgewater discharge, and graywater discharge, by establishing effluent limits and best management practices (BMPs) to control the discharge. Discharges that are not covered by the general permit include garbage or trash, sewage, used or spent oil, and discharges of industrial materials such as solvents from drycleaning operations, medical waste, or photo processing effluent.
In addition to these standard or common requirements, the general permit outlines further requirements for eight specific classes of vessels, such as cruise ships, research vessels, large ferries, and barges. For example, the additional permitting requirements for barges include:
1) preventing contamination of condensation,
2) requiring barges to have spill rails and to plug scuppers, and
3) prohibiting a discharge with a visible oil sheen.
It also requires a visual inspection for a visual sheen every time water is pumped from below deck. Finally, the general permit will include requirements for routine inspections (once per week and a comprehensive annual inspection, etc.), monitoring (depending on discharge type), recordkeeping, documentation of inspections in a log book, etc.), and reporting (noncompliance reporting, one-time permit reporting, etc.).
1. A Ballast Water Management Plan
2. Garbage disposal (33 CFR Part 151, Subpart A)
3. Oil (MARPOL, etc.)
The permit will limit, within the 3 mile territorial sea (in addition to all the existing limits like oil, garbage, etc.) Deck Washdown and Runoff and Above Water Line Hull Cleaning "to minimize the introduction of on-deck debris, garbage, residue and spill," "presence of floating solids, visible foam, halogenated phenol compounds, and dispersants, or surfactants," "rust (and other corrosion by-products), cleaning compounds, paint chips, non-skid material fragments, and other materials associated with exterior topside surface preservations." "If deck wasdowns or above water line hull cleaning will result in a discharge, they must be conducted with non-toxic and phosphate cleaners and detergents."
Chain Locker Effluent
Firemain System discharges are allowed but limited to those where "the intake comes directly from the surrounding waters or potable water supplies and there are no additions to the discharge."
Graywater. "All vessel must minimize the discharge of graywater while in port," the introduction of kitchen oils must be minimized to the graywater system," Vessel owner/operators must use phosphate free and non-toxic soaps and detergents for any purpose if they will be discharged into waters subject to this permit."
Boat Engine Wet Exhaust "Vessels generating wet exhaust must be maintained in good order to decrease pollutant contributions to wet exhaust use low sulfur or alternative fuels to reduce the concentration of pollutants," "consider four stroke versus two stroke engines."
Sonar Dome Discharge. "The water inside the sonar dome shall not be discharged within waters subject to this permit for maintenance purposes."
Underwater Ship Husbandry Discharges. Bringing in the team of divers with power brushes is no longer acceptable hull cleaning should be done in drydock with adequate controls on the runoff water.
The General Permit
The general permit issued by EPA will apply to all covered vessels that discharge into waters of the United States, regardless of whether a state is authorized to implement other aspects of the NPDES permit program. The vessel discharges covered by the general permit are discharges excluded from NPDES permitting programs under 40 C.F.R. § 122.3 and, therefore, are not considered a part of any currently authorized state NPDES program. 40 C.F.R. § 123.1(i)(2). EPA has not yet outlined its plan for how states may obtain approval to implement NPDES permitting for vessel discharges within their jurisdictions.
Owners and operators of vessels that are greater than 300 tons or that have the capacity to hold or discharge more than eight cubic meters (2,113 gallons) of ballast water will be required to submit a notice of intent (NOI) form to receive permit coverage. However, the final permit is expected to provide a nine-month grace period in which to complete and submit the NOI. All other owners and operators will be automatically authorized by the general permit to discharge according to the permit requirements. The general permit addresses 28 potential vessel discharge streams, including ballast water, deck runoff, bilgewater discharge, and graywater discharge, by establishing effluent limits and best management practices (BMPs) to control the discharge. Discharges that are not covered by the general permit include garbage or trash, sewage, used or spent oil, and discharges of industrial materials such as solvents from drycleaning operations, medical waste, or photo processing effluent.
In addition to these standard or common requirements, the general permit outlines further requirements for eight specific classes of vessels, such as cruise ships, research vessels, large ferries, and barges. For example, the additional permitting requirements for barges include:
1) preventing contamination of condensation,
2) requiring barges to have spill rails and to plug scuppers, and
3) prohibiting a discharge with a visible oil sheen.
It also requires a visual inspection for a visual sheen every time water is pumped from below deck. Finally, the general permit will include requirements for routine inspections (once per week and a comprehensive annual inspection, etc.), monitoring (depending on discharge type), recordkeeping, documentation of inspections in a log book, etc.), and reporting (noncompliance reporting, one-time permit reporting, etc.).
Friday, March 20, 2009
Fire Extinguishers for Small Boats
Coast Guard Approved fire extinguishers are required on boats where a fire hazard could be expected from the motors or the fuel system. Extinguishers are classified by a letter and number symbol. The letter indicates the type fire the unit is designed to extinguish (Type B for example are designed to extinguish liquids such as gasoline, oil, and grease fires. The number tells you the size of the extinguisher. The higher the number, the larger the extinguisher.
Coast Guard approved extinguishers required for boats are hand portable, either B-1 or B-II classification and have a specific marine type mounting bracket. It is recommended the extinguishers be mounted in a readily accessible position, away from the areas where a fire could likely start such as the galley or the engine compartment.
Extinguisher markings can be confusing because extinguishers can be approved for several different types of hazards. For instance, an extinguisher marked "Type A, Size II, Type B or C, Size I" is a B-1 extinguisher. Look for the part of the label that says "Marine Type USCG" Make sure Type B is indicated. Portable extinguishers will be either size I or II. Size III and larger are too big for use on most recreational boats.
Fire Extinguishers are required on boats when any of the following conditions exist:
1. Inboard engines are installed.
2. There are closed compartments and compartments under seats where portable fuel tanks may be stored.
3. There are double bottoms not sealed to the hull or which are not completely filled with flotation materials.
4. There are closed living spaces.
5. There are closed stowage compartments in which combustible or flammable materials are stored.
6. There are permanently installed fuel tanks. (Fuel tanks secured so they cannot be moved in case of fire or other emergency are considered permanently installed. There are no gallon capacity limits to determine if a fuel tank is portable. If the weight of a fuel tank is such that persons on board cannot move it, the Coast Guard considers it permanently installed.)
Fire Extinguisher Maintenance
Inspect extinguishers monthly to make sure that:
1. Seals and tamper indicators are not broken or missing.
2. Pressure gauges or indicators read in the operable range. Note: CO2 extinguishers do not have gauges.
3. There is no obvious physical damage, rust, corrosion, leakage or clogged nozzles.
4. Weigh extinguishers annually to make sure the minimum weight is as stated on the extinguisher label.
If your extinguisher has been partially emptied they have to be replaced or taken to a qualified fire extinguisher company for recharge.
Required Number of Fire Extinguishers
The number of fire extinguishers required on a recreational boat are based on the overall length of the boat. The following chart lists the number of extinguishers that are required. In the case where a Coast Guard approved fire extinguishing system is installed for the protection of the engine compartment, the required number of units may be reduced in accordance with the chart.
Vessel less than 26 feet with no fixed system are required to have 1 B-I fire extinguisher.
Vessels 26 feet to less than 40 feet with no fixed system are required to have 2 B-I or 1 B-II.
Vessels 40 feet to 65 feet with no fixed system are required to have 3 B-I or 1 B II and 1 B-1.
Coast Guard approved extinguishers required for boats are hand portable, either B-1 or B-II classification and have a specific marine type mounting bracket. It is recommended the extinguishers be mounted in a readily accessible position, away from the areas where a fire could likely start such as the galley or the engine compartment.
Extinguisher markings can be confusing because extinguishers can be approved for several different types of hazards. For instance, an extinguisher marked "Type A, Size II, Type B or C, Size I" is a B-1 extinguisher. Look for the part of the label that says "Marine Type USCG" Make sure Type B is indicated. Portable extinguishers will be either size I or II. Size III and larger are too big for use on most recreational boats.
Fire Extinguishers are required on boats when any of the following conditions exist:
1. Inboard engines are installed.
2. There are closed compartments and compartments under seats where portable fuel tanks may be stored.
3. There are double bottoms not sealed to the hull or which are not completely filled with flotation materials.
4. There are closed living spaces.
5. There are closed stowage compartments in which combustible or flammable materials are stored.
6. There are permanently installed fuel tanks. (Fuel tanks secured so they cannot be moved in case of fire or other emergency are considered permanently installed. There are no gallon capacity limits to determine if a fuel tank is portable. If the weight of a fuel tank is such that persons on board cannot move it, the Coast Guard considers it permanently installed.)
Fire Extinguisher Maintenance
Inspect extinguishers monthly to make sure that:
1. Seals and tamper indicators are not broken or missing.
2. Pressure gauges or indicators read in the operable range. Note: CO2 extinguishers do not have gauges.
3. There is no obvious physical damage, rust, corrosion, leakage or clogged nozzles.
4. Weigh extinguishers annually to make sure the minimum weight is as stated on the extinguisher label.
If your extinguisher has been partially emptied they have to be replaced or taken to a qualified fire extinguisher company for recharge.
Required Number of Fire Extinguishers
The number of fire extinguishers required on a recreational boat are based on the overall length of the boat. The following chart lists the number of extinguishers that are required. In the case where a Coast Guard approved fire extinguishing system is installed for the protection of the engine compartment, the required number of units may be reduced in accordance with the chart.
Vessel less than 26 feet with no fixed system are required to have 1 B-I fire extinguisher.
Vessels 26 feet to less than 40 feet with no fixed system are required to have 2 B-I or 1 B-II.
Vessels 40 feet to 65 feet with no fixed system are required to have 3 B-I or 1 B II and 1 B-1.
Saturday, March 14, 2009
Visual Distress Signals for Small Boats
All vessels on coastal waters, the Great Lakes, and territorial seas must have approved Coast Guard approved visual distress signals onboard. These vessels are not required to carry day signals but must carry night signals when operating from sunset to sunrise:
Recreational boats less than16 feet in length.
Boats in organized events such as races, and regattas.
Open sailboats less men 26 feet in length not equipped with propulsion machinery.
Manually propelled boats.
Pyrotechnic Visual Distress Signals must be Caast Guard Approved, in serviceable condition, and readily accessible.
1. They are marked with an expiration date. Expired signals may be carried as extra equipment, but can not be counted toward meeting the visual distress signal requirement, since they may be unreliable.
2. Launchers manufactured before January 1, 1981, intended far use with approved signals, are nat required ta be Coast Guard Approved.
3. If pyrotechnic devices are selected a minimum of three are required. That is, three signals for day use and three signal for night. Some pyrotechnic signals meet both day and night use If you can get a watertight container painted red or orange and mark it "DISTRESS SIGNALS" or "FLARES".
Coast Guard approved pyrotechnic visual distress signals are:
1. Red Flares, hand held or aerial.
2. Orange Smoke, hand held or floating.
3. Launchers for aerial red meteors or parachute flares.
EACH OF THESE DEVICES HAS A DIFFERENT OPERATING (BURNING) TIME. CHECK THE LABEL TO SEE HOW LONG EACH PYROTECHNIC DEVICE WILL ACTUALLY BE ILLUMINATED. THIS WILL ALLOW YOU TO SELECT A WARNING DEVICE BETTER SUITED TO THE CONDITIONS WHERE YOUR BOAT WILL OPERATE.
Non-Pyrotechnic Devices
Non-Pyrotechnic Visual Distress Signals must be in serviceable condition, readily accessible, and certified by the manufacturer as complying with U.S.C.G. requirements. They are:
Orange Distress Flag, day signal only. Must be at least 3 x 3 feet with a black square and ball an an orange background. Must be marked with an indication that it meets Coast Guard requirements in 46 CFR 160.072. Most distinctive when attached and waved on a paddle, boathook, or flown from a mast. It can also be incorporated as part of devices designed to attract attention in an emergency, such as balloons, kites, or floating streamers.
Electric distress light, accepted for night use only. Automatically flashes the international SOS distress signal ... - - - ... Must be marked with an indication that it meets Coast Guard requirements in 46 CFR 161.013. Under Inland Navigation Rules, a high intensity white light flashing at regular intervals from 50-70 times per minute is considered a distress signal. But these devices do NOT count toward meeting the visual distress signal requirement.
The regulations prohibit display of visual distress signals an the water under any circumstances except when assistance is required to prevent immediate or potential danger to persons on board a vessel.
All distress signals have distinct advantages and disadvantages. No single device is ideal under all conditions or suitable for all purposes. Pyrotechnics are recognized as excellent distress signals. However, there is potential for injury and property damage if not properly handled. These devices produce a very hot flame and the residue can cause burns and ignite flammable materials.
Pistol launched and hand, held parachute flares and meteors have many characteristics of a firearm and must be handled with caution. In some states they are considered a firearm and prohibited from use.
Here are some of the devices which you can carry to meet the requirements:
1. Three hand held red flares (day and night).
2. One hand held red flare and two parachute flares (day or night).
3. One hand held orange smoke signal, two floating orange smoke signals (day) and one electric distress light (night only).
Note: Make sure you have the current dates on your distress signals.
Recreational boats less than16 feet in length.
Boats in organized events such as races, and regattas.
Open sailboats less men 26 feet in length not equipped with propulsion machinery.
Manually propelled boats.
Pyrotechnic Visual Distress Signals must be Caast Guard Approved, in serviceable condition, and readily accessible.
1. They are marked with an expiration date. Expired signals may be carried as extra equipment, but can not be counted toward meeting the visual distress signal requirement, since they may be unreliable.
2. Launchers manufactured before January 1, 1981, intended far use with approved signals, are nat required ta be Coast Guard Approved.
3. If pyrotechnic devices are selected a minimum of three are required. That is, three signals for day use and three signal for night. Some pyrotechnic signals meet both day and night use If you can get a watertight container painted red or orange and mark it "DISTRESS SIGNALS" or "FLARES".
Coast Guard approved pyrotechnic visual distress signals are:
1. Red Flares, hand held or aerial.
2. Orange Smoke, hand held or floating.
3. Launchers for aerial red meteors or parachute flares.
EACH OF THESE DEVICES HAS A DIFFERENT OPERATING (BURNING) TIME. CHECK THE LABEL TO SEE HOW LONG EACH PYROTECHNIC DEVICE WILL ACTUALLY BE ILLUMINATED. THIS WILL ALLOW YOU TO SELECT A WARNING DEVICE BETTER SUITED TO THE CONDITIONS WHERE YOUR BOAT WILL OPERATE.
Non-Pyrotechnic Devices
Non-Pyrotechnic Visual Distress Signals must be in serviceable condition, readily accessible, and certified by the manufacturer as complying with U.S.C.G. requirements. They are:
Orange Distress Flag, day signal only. Must be at least 3 x 3 feet with a black square and ball an an orange background. Must be marked with an indication that it meets Coast Guard requirements in 46 CFR 160.072. Most distinctive when attached and waved on a paddle, boathook, or flown from a mast. It can also be incorporated as part of devices designed to attract attention in an emergency, such as balloons, kites, or floating streamers.
Electric distress light, accepted for night use only. Automatically flashes the international SOS distress signal ... - - - ... Must be marked with an indication that it meets Coast Guard requirements in 46 CFR 161.013. Under Inland Navigation Rules, a high intensity white light flashing at regular intervals from 50-70 times per minute is considered a distress signal. But these devices do NOT count toward meeting the visual distress signal requirement.
The regulations prohibit display of visual distress signals an the water under any circumstances except when assistance is required to prevent immediate or potential danger to persons on board a vessel.
All distress signals have distinct advantages and disadvantages. No single device is ideal under all conditions or suitable for all purposes. Pyrotechnics are recognized as excellent distress signals. However, there is potential for injury and property damage if not properly handled. These devices produce a very hot flame and the residue can cause burns and ignite flammable materials.
Pistol launched and hand, held parachute flares and meteors have many characteristics of a firearm and must be handled with caution. In some states they are considered a firearm and prohibited from use.
Here are some of the devices which you can carry to meet the requirements:
1. Three hand held red flares (day and night).
2. One hand held red flare and two parachute flares (day or night).
3. One hand held orange smoke signal, two floating orange smoke signals (day) and one electric distress light (night only).
Note: Make sure you have the current dates on your distress signals.
Monday, March 9, 2009
Requirements and Safety Tips for Recreational Boats (PFD's)
The Coast Guard sets minimum standards for recreational boats and associated safety equipment. To meet these standards some of the equipment must be Coast Guard approved. "Coast Guard Approved Equipment" meets Coast Guard specifications and regulations for performance, construction or materials.
All recreational boats must carry one wearable PFD (type I, II, III, or type V PFD) for each person aboard. A type V PFD provides performance of either a type I, II, or III PFD (as marked on its label) and must be used according to the label requirements. Any boat 16 feet and longer (except canoes and kayaks) must also carry one throwable PFD (type IV PFD).
PFD's must be:
1. Coast Guard approved
2. In good serviceable condition and
3. The appropriate size for the intended user
Accessibility:
1. Wearable PFDs must be readily accessible.
2. You must be able to put them on in a reasonable amount of time in an emergency (vessel sinking, on fire, etc.)
3. They should not be stowed in plastic bags, in locked or closed compartments or have other gear stowed on top of them.
4. Though not required, a PFD should be worn at all times when the vessel is underway. A wearable PFD can save your life, but only if you wear it.
5. Throwable devices must be immediately available for use.
Inflatable PFDs:
Inflatable PFDs may be more comfortable to wear. The best PFD is the one you will wear. Inflatable PFDs require the user to pay attention to the condition of the device. Inflatable PFDs must have a full cylinder and all status indicators on the inflator must be green, or the device is NOT serviceable, and does NOT satisfy the requirement to carry PFDs.
Coast Guard Approved Inflatable PFD's are authorized for use on recreational boats by person at least 16 years of age .
Child PFD Requirements:
On a vessel underway, children under 13 must wear an appropriate Coast Guard approved PFD, unless they are (1) Below decks, or (2) Within an enclosed cabin. Within the geographic boundaries of any State that has established a child PFD wear requirement, that State's requirement will be adopted.
Child PFD approvals are based on the child's weight. Check the "User Weight" on the label, or the approval statement that will read something like "Approved for use on recreational boats and uninspected commercial vessels not carrying passengers for hire, by persons weighing _Ibs." They can be marked less than 30, 30 to 50, less than 50, or 50 to 90.
PFD requirements for certain boating activities under state laws:
The Coast Guard recommends and many states require wearing PFD's such as
1. For water skiing and other towed activities (use a PFD marked for water skiing).
2. While operating personal watercraft (PWC) (use a PFD marked for water skiing or (PWC).
3. During white water boating activities.
4. While sailboarding (under Federal law, sail boards are not "boats). Check with your state boating safety rules.
Federal law does not require PFDs on racing shells, rowing sculls, racing canoes, and racing kayaks, state laws vary. Check with your state boating safety officials. If you are boating in an area under the jurisdiction of the Army Corps of Engineers, or a federal, state, or local park authority, other rules may apply.
There are three basic kinds of PFD flotation in five types of PFD's with the following characteristics:
"Inherently Buoyant" (primarily Foam)
1. The most reliable.
2. Adult, Youth, Child, and Infant sizes.
3. For swimmers and non-swimmers.
4. Wearable and throwable styles.
5. Some designed for water sports.
"Inflatable"
1. The most compact
2. Sizes only for adults
3. Only recommended for swimmers
4. Wearable styles only
5. Some with the best in water performance
"Hybrid" (Foam and Inflation)
1. Reliable
2. Adult, Youth, and Child sizes
3. For swimmers and non-swimmers
4. Wearable styles only
5. Some designed for water sports
Types of PFD's
A TYPE I PFD, or OFF-SHORE LIFE JACKET: This type provides the most buoyancy. It is effective for all waters where rescue may be delayed. It is designed to turn most unconscious wearers in the water to a face up position.
A TYPE II PFD, NEAR-SHORE BUOYANCY VEST: Is intended far calm, inland water or where there is a good chance of quick rescue. Inherently buoyant PFDs of this type will turn some unconscious wearers to a face up position in the water, but the turning is not as pronounced as a Type I.
A TYPE III PFD, FLOTATION AID: Is good far conscious users in calm, inland water, or where there is a good chance of quick rescue. It is designed so wearers can place themselves in a face up position in the water. The wearer may have to tilt their head back to avoid turning face down in the water. The Type III foam vest has the same minimum buoyancy as a Type II PFD. It comes in many styles, colors, and sizes and is generally the most comfortable type for continuous wear. Float coats, fishing vests, and vests designed with features suitable for various sports activities are examples of this type of PFD. This type inflatable turns as well as a Type II foam PFD.
A TYPE IV PFD, THROWABlE DEVICE: Is intended for calm, inland water with heavy boat traffic, where help is always present. It is designed to be thrown to a person in the water and grasped and held by the user until rescued. It is not designed to be worn. Type IV devices include buoyant cushions, ring buoys, and horseshoe buoys. There are no inflatable type IV devices.
A TYPE V PFD, SPECIAL USE DEVICE: Is intended for specific activities and may be carried instead of another PFD only if used according to the approval conditions on its label. A Type V PFD provides performance of either a Type I, II, or III PFD (as marked on its label). If the label says the PFD is "approved only when worn" the PFD must be worn, except for persons in enclosed spaces and used in accordance with the approval label, to meet carriage requirements. Some Type V devices provide significant hypothermia protection. Varieties include deck suits, work vests, board sailing vests, and vest with safety harness.
A TYPE V, INFLATABLE PFD WITH SAFETY HARNESS: Is approved as a Type V PFD because its use to prevent falls overboard presents several risks. The Coast Guard has not assessed potential for personal injury as a result of a fall. The safety harnesses are designed to be worn at the chest area, to reduce injury potential due to shock loads. The harness belt must always be worn at least 2 inches above the lowest rib measured from the bottom of the harness belt and adjusted to a tight personal fit. In case of capsizing, or sinking, the boat may take you down, resulting in death. DO NOT attach to boat unless being worn with tether of less than 6.5 feet in length and with quick-release-under-load hardware. U.S. COAST GUARD APPROVAL DOES NOT APPLY TO THIS HARNESS.
PFDs come in a variety of shapes, colors and materials. Some are made to be more rugged and lost longer while others are made to protect you from cold water. No matter which PFD you choose, be sure to get one that is right for you, your planned activities, and the water conditions you expect to encounter. Remember, spending a little time now can save you a lifetime later.
Select a properly sized PFD (Coast Guard Approved).
Try on the PFD to see if it fits comfortably snug. Insure all straps, zippers and ties are fastened.
Raise your arms over your head.
Have someone lift your PFD straight up by the shoulders. The PFD should stay in place. If the zipper touches your nose or almost comes off, the PFD is too loose.
Test your PFD in shallow water to see how it floats you.
Put on your PFD and insure that all straps, zippers, and ties are fastened. Tuck in any loose strap ends. Relax your body and let your head tilt back.
Make sure your PFD keeps your chin above water and you can breathe easily. If your mouth is not well above the water, get a new PFD or one with more buoyancy.
Child PFD
Check PFD label for proper weight range to match your child's weight. Note: While some children in the 30-50 pound weight range who can swim may like the extra freedom of movement that a Type III PFD provides, most children in this weight range, especially those who can't swim, should wear a Type II PFD. To check for a good fit, pick the child up by the shoulders of the PFD. If the PFD fits right, the child's chin and ears will not slip through. A child's PFD should be tested in the water immediately after purchase. Children panic when they fall into the water suddenly. They move their arms and legs violently and try to climb out of the water, making it hard to float safely in a PFD. A PFD will keep a child afloat, but may not keep a struggling child face up. That is why it is so important to teach children how to put on a PFD and to teach them to relax in the water.
All recreational boats must carry one wearable PFD (type I, II, III, or type V PFD) for each person aboard. A type V PFD provides performance of either a type I, II, or III PFD (as marked on its label) and must be used according to the label requirements. Any boat 16 feet and longer (except canoes and kayaks) must also carry one throwable PFD (type IV PFD).
PFD's must be:
1. Coast Guard approved
2. In good serviceable condition and
3. The appropriate size for the intended user
Accessibility:
1. Wearable PFDs must be readily accessible.
2. You must be able to put them on in a reasonable amount of time in an emergency (vessel sinking, on fire, etc.)
3. They should not be stowed in plastic bags, in locked or closed compartments or have other gear stowed on top of them.
4. Though not required, a PFD should be worn at all times when the vessel is underway. A wearable PFD can save your life, but only if you wear it.
5. Throwable devices must be immediately available for use.
Inflatable PFDs:
Inflatable PFDs may be more comfortable to wear. The best PFD is the one you will wear. Inflatable PFDs require the user to pay attention to the condition of the device. Inflatable PFDs must have a full cylinder and all status indicators on the inflator must be green, or the device is NOT serviceable, and does NOT satisfy the requirement to carry PFDs.
Coast Guard Approved Inflatable PFD's are authorized for use on recreational boats by person at least 16 years of age .
Child PFD Requirements:
On a vessel underway, children under 13 must wear an appropriate Coast Guard approved PFD, unless they are (1) Below decks, or (2) Within an enclosed cabin. Within the geographic boundaries of any State that has established a child PFD wear requirement, that State's requirement will be adopted.
Child PFD approvals are based on the child's weight. Check the "User Weight" on the label, or the approval statement that will read something like "Approved for use on recreational boats and uninspected commercial vessels not carrying passengers for hire, by persons weighing _Ibs." They can be marked less than 30, 30 to 50, less than 50, or 50 to 90.
PFD requirements for certain boating activities under state laws:
The Coast Guard recommends and many states require wearing PFD's such as
1. For water skiing and other towed activities (use a PFD marked for water skiing).
2. While operating personal watercraft (PWC) (use a PFD marked for water skiing or (PWC).
3. During white water boating activities.
4. While sailboarding (under Federal law, sail boards are not "boats). Check with your state boating safety rules.
Federal law does not require PFDs on racing shells, rowing sculls, racing canoes, and racing kayaks, state laws vary. Check with your state boating safety officials. If you are boating in an area under the jurisdiction of the Army Corps of Engineers, or a federal, state, or local park authority, other rules may apply.
There are three basic kinds of PFD flotation in five types of PFD's with the following characteristics:
"Inherently Buoyant" (primarily Foam)
1. The most reliable.
2. Adult, Youth, Child, and Infant sizes.
3. For swimmers and non-swimmers.
4. Wearable and throwable styles.
5. Some designed for water sports.
"Inflatable"
1. The most compact
2. Sizes only for adults
3. Only recommended for swimmers
4. Wearable styles only
5. Some with the best in water performance
"Hybrid" (Foam and Inflation)
1. Reliable
2. Adult, Youth, and Child sizes
3. For swimmers and non-swimmers
4. Wearable styles only
5. Some designed for water sports
Types of PFD's
A TYPE I PFD, or OFF-SHORE LIFE JACKET: This type provides the most buoyancy. It is effective for all waters where rescue may be delayed. It is designed to turn most unconscious wearers in the water to a face up position.
A TYPE II PFD, NEAR-SHORE BUOYANCY VEST: Is intended far calm, inland water or where there is a good chance of quick rescue. Inherently buoyant PFDs of this type will turn some unconscious wearers to a face up position in the water, but the turning is not as pronounced as a Type I.
A TYPE III PFD, FLOTATION AID: Is good far conscious users in calm, inland water, or where there is a good chance of quick rescue. It is designed so wearers can place themselves in a face up position in the water. The wearer may have to tilt their head back to avoid turning face down in the water. The Type III foam vest has the same minimum buoyancy as a Type II PFD. It comes in many styles, colors, and sizes and is generally the most comfortable type for continuous wear. Float coats, fishing vests, and vests designed with features suitable for various sports activities are examples of this type of PFD. This type inflatable turns as well as a Type II foam PFD.
A TYPE IV PFD, THROWABlE DEVICE: Is intended for calm, inland water with heavy boat traffic, where help is always present. It is designed to be thrown to a person in the water and grasped and held by the user until rescued. It is not designed to be worn. Type IV devices include buoyant cushions, ring buoys, and horseshoe buoys. There are no inflatable type IV devices.
A TYPE V PFD, SPECIAL USE DEVICE: Is intended for specific activities and may be carried instead of another PFD only if used according to the approval conditions on its label. A Type V PFD provides performance of either a Type I, II, or III PFD (as marked on its label). If the label says the PFD is "approved only when worn" the PFD must be worn, except for persons in enclosed spaces and used in accordance with the approval label, to meet carriage requirements. Some Type V devices provide significant hypothermia protection. Varieties include deck suits, work vests, board sailing vests, and vest with safety harness.
A TYPE V, INFLATABLE PFD WITH SAFETY HARNESS: Is approved as a Type V PFD because its use to prevent falls overboard presents several risks. The Coast Guard has not assessed potential for personal injury as a result of a fall. The safety harnesses are designed to be worn at the chest area, to reduce injury potential due to shock loads. The harness belt must always be worn at least 2 inches above the lowest rib measured from the bottom of the harness belt and adjusted to a tight personal fit. In case of capsizing, or sinking, the boat may take you down, resulting in death. DO NOT attach to boat unless being worn with tether of less than 6.5 feet in length and with quick-release-under-load hardware. U.S. COAST GUARD APPROVAL DOES NOT APPLY TO THIS HARNESS.
PFDs come in a variety of shapes, colors and materials. Some are made to be more rugged and lost longer while others are made to protect you from cold water. No matter which PFD you choose, be sure to get one that is right for you, your planned activities, and the water conditions you expect to encounter. Remember, spending a little time now can save you a lifetime later.
Select a properly sized PFD (Coast Guard Approved).
Try on the PFD to see if it fits comfortably snug. Insure all straps, zippers and ties are fastened.
Raise your arms over your head.
Have someone lift your PFD straight up by the shoulders. The PFD should stay in place. If the zipper touches your nose or almost comes off, the PFD is too loose.
Test your PFD in shallow water to see how it floats you.
Put on your PFD and insure that all straps, zippers, and ties are fastened. Tuck in any loose strap ends. Relax your body and let your head tilt back.
Make sure your PFD keeps your chin above water and you can breathe easily. If your mouth is not well above the water, get a new PFD or one with more buoyancy.
Child PFD
Check PFD label for proper weight range to match your child's weight. Note: While some children in the 30-50 pound weight range who can swim may like the extra freedom of movement that a Type III PFD provides, most children in this weight range, especially those who can't swim, should wear a Type II PFD. To check for a good fit, pick the child up by the shoulders of the PFD. If the PFD fits right, the child's chin and ears will not slip through. A child's PFD should be tested in the water immediately after purchase. Children panic when they fall into the water suddenly. They move their arms and legs violently and try to climb out of the water, making it hard to float safely in a PFD. A PFD will keep a child afloat, but may not keep a struggling child face up. That is why it is so important to teach children how to put on a PFD and to teach them to relax in the water.
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