You should never leave the dock without first checking the local weather forecast. You can get the weather information from the TV, radio, local newspaper, on-line, or from one of the weather channels on your VHF radio. At certain times of the year weather can change rapidly and you should continually keep a "weather eye" out. While you are out in a boat here are a few signs you can look for that indicate an approaching weather change:
1. Weather changes generally come from the west. Scan the sky with your weather eye, especially to the west.
2. Watch for clouds to build up, especially rapid vertically rising clouds.
3. Sudden drop in temperature.
4. Sudden change in wind direction and or speed.
5. If you have a barometer on your boat, check it every 2 to 3 hours. A rising barometer indicates fair weather and rise in wind velocity, a falling barometer indicates stormy or rainy weather.
What To Do in Severe Weather
1. Reduce speed, but keep just enough power to maintain headway.
2. Put on your PFDs.
3. Turn on running lights.
4. Head for nearest shore that is safe to approach, if possible.
5. Head bow of boat into the waves at about a 45 degree angle.
6. Keep bilges free of water.
7. Seat passengers on bottom of boat near centerline.
8. If your engine fails, trail a sea anchor on a line from the bow to keep the boat headed into the waves. A bucket will work as a sea anchor in an emergency.
9. Anchor the boat if necessary.
Saturday, February 21, 2009
Tuesday, February 17, 2009
Fueling Small Boats
Fueling
Most fires and explosions happen during or after fueling. To prevent an accident, follow these rules:
1. Portable tanks should be refueled ashore.
2. Close all hatches and other openings before fueling.
3. Extinguish all smoking materials.
4. Turn off engines, all electrical equipment, radios, stoves and other appliances.
5. Remove all passengers.
6. Keep the fill nozzle in contact with the tank and wipe up any spilled fuel.
7. Open all ports, hatches and doors to ventilate.
8. Run the blower for at least four minutes.
9. Check the bilges for fuel vapors before starting the engine.
10. Do the "sniff test". Sniff around to make sure there is no odor of gasoline anywhere in the boat. Do not start the engine until all traces of fuel vapors are eliminated.
Fuel Management
Practice the "One-Third Rule" by using:
1. One-third of the fuel going out
2. One-third to get back and
3. One-third in reserve
Most fires and explosions happen during or after fueling. To prevent an accident, follow these rules:
1. Portable tanks should be refueled ashore.
2. Close all hatches and other openings before fueling.
3. Extinguish all smoking materials.
4. Turn off engines, all electrical equipment, radios, stoves and other appliances.
5. Remove all passengers.
6. Keep the fill nozzle in contact with the tank and wipe up any spilled fuel.
7. Open all ports, hatches and doors to ventilate.
8. Run the blower for at least four minutes.
9. Check the bilges for fuel vapors before starting the engine.
10. Do the "sniff test". Sniff around to make sure there is no odor of gasoline anywhere in the boat. Do not start the engine until all traces of fuel vapors are eliminated.
Fuel Management
Practice the "One-Third Rule" by using:
1. One-third of the fuel going out
2. One-third to get back and
3. One-third in reserve
Friday, February 13, 2009
Anchoring your Small Boat
Anchoring is done for two principal reasons: first, to stop for fishing, swimming, lunch, or an overnight stay and secondly, to keep you from running aground in bad weather or as a result of engine failure. Anchoring can be a simple task if you follow some guide lines:
1. Make sure you have the proper type of anchor (danforth,plow,mushroom).
2. A three to six foot length of galvanized chain should be attached to the anchor. The chain will stand up to the abrasion of sand, rock or mud on the bottom much better than a fiber line.
3. A suitable length of nylon anchor line should be attached to the end of the chain (this combination is called the "Rode". The nylon will stretch under heavy strain cushioning the impact of the waves or wind on the boat and the anchor.
4. Select an area that offers maximum shelter from wind, current and boat traffic.
5. Determine depth of water and type of bottom (preferably sand or mud).
6. Calculate the amount of anchor line you will need. General rule: 5 to 7 times as much anchor line as the depth of water plus the distance from the water to where the anchor will attach to the bow. For example, if the water depth is 8 feet and it is 2 feet from the top of water to your bow cleat, you would multiply 10 feet by 5 to 7 to get the amount of anchor line to put out
7. Secure the anchor line to the bow cleat at the point you want it to stop.
8. Bring the bow of the vessel into the wind or current.
9. When you get to the spot you want to anchor, place the engine in neutral.
10. When the boat comes to a stop, slowly lower the anchor. Do not throw the anchor over as it tends to entangle the anchor line.
11. When all anchor line has been let out, back down on the anchor with engine in idle reverse to help set the anchor.
12. When anchor is firmly set, use reference points (landmarks) in relation to the boat to make sure you are not drifting. Check these points frequently. Do not anchor by the Stern. Anchoring a small boat by the stern has caused many to quickly capsize and sink. The transom is usually squared off and has less freeboard than the bow. In a current, the force of the water can pull the stern under. The boat is also vulnerable to swamping by wave action. The weight of a motor, fuel tank, or other gear in the stern increases the risk.
1. Make sure you have the proper type of anchor (danforth,plow,mushroom).
2. A three to six foot length of galvanized chain should be attached to the anchor. The chain will stand up to the abrasion of sand, rock or mud on the bottom much better than a fiber line.
3. A suitable length of nylon anchor line should be attached to the end of the chain (this combination is called the "Rode". The nylon will stretch under heavy strain cushioning the impact of the waves or wind on the boat and the anchor.
4. Select an area that offers maximum shelter from wind, current and boat traffic.
5. Determine depth of water and type of bottom (preferably sand or mud).
6. Calculate the amount of anchor line you will need. General rule: 5 to 7 times as much anchor line as the depth of water plus the distance from the water to where the anchor will attach to the bow. For example, if the water depth is 8 feet and it is 2 feet from the top of water to your bow cleat, you would multiply 10 feet by 5 to 7 to get the amount of anchor line to put out
7. Secure the anchor line to the bow cleat at the point you want it to stop.
8. Bring the bow of the vessel into the wind or current.
9. When you get to the spot you want to anchor, place the engine in neutral.
10. When the boat comes to a stop, slowly lower the anchor. Do not throw the anchor over as it tends to entangle the anchor line.
11. When all anchor line has been let out, back down on the anchor with engine in idle reverse to help set the anchor.
12. When anchor is firmly set, use reference points (landmarks) in relation to the boat to make sure you are not drifting. Check these points frequently. Do not anchor by the Stern. Anchoring a small boat by the stern has caused many to quickly capsize and sink. The transom is usually squared off and has less freeboard than the bow. In a current, the force of the water can pull the stern under. The boat is also vulnerable to swamping by wave action. The weight of a motor, fuel tank, or other gear in the stern increases the risk.
Friday, February 6, 2009
Aids to Navigation
CAUTION TO BE USED IN RELIANCE UPON AIDS TO NAVIGATION
The aids to navigation depicted on charts comprise a system of fixed and floating aids that have varying degrees of reliability. Do not rely solely on any single aid to navigation, particularly a floating aid. The buoy symbol is used to indicate the approximate position of the buoy body and sinker, which secures the buoy to the seabed. The approximate position is used because of practical limitations in positioning and maintaining buoys and their sinkers in precise geographical locations. These limitations include, but are not limited to, inherent imprecision in position fixing methods, prevailing atmospheric and sea conditions, the slope and the material making up the seabed, the fact that the buoys are moored to sinkers by varying lengths of chain, and the fact that buoy body and or sinker positions are not under continuous surveillance but are normally checked only during periodic maintenance visits which occur more than a year apart. Due to the forces of nature, the position of the buoy body can be expected to shift inside and outside the charting symbol. The mariner is also cautioned that buoys are liable to be carried away, shifted, capsized, sunk, etc. Lighted buoys may be extinguished or sound signals may not function as the result of ice, running ice or other natural causes, collisions, or other accidents. For the foregoing reasons, a prudent mariner must not rely solely upon the position or operation of floating aids to navigation, but must also utilize bearings from fixed objects and aids to navigation on shore. A vessel attempting to pass close aboard always risks collision with a yawing buoy or with the obstruction the buoy may be marking.
SEASONAL AIDS TO NAVIGATION
Due to severe weather conditions and reduced vessel traffic during the winter, numerous aids to navigation lights, buoys, fog signals) are seasonally discontinued, withdrawn, or replaced by smaller aids. These changes occur at regular intervals each year. The approximate dates are specified in the Light List, the date seasonal aids are deployed may also be printed on nautical charts produced by the National Ocean Service. The actual dates the aids are deployed may be changed due to adverse weather or other conditions. Mariners should consult the Coast Guard's Local Notices to Mariners and listen to Broadcast Notices to Mariners for the latest information.
OFFSHORE AIDS TO NAVIGATION - CAUTION
Courses should invariably be set to pass offshore aids to navigation with sufficient clearance to avoid the possibility of collision or grounding. Errors of observation, current and wind effects, other vessels in the vicinity, and defects in steering gear may be, and have been, the cause of actual collisions, or damage to these important aids to navigation. Experience shows that buoys cannot be safely used as leading marks to be passed close aboard, and should always be left well off the course whenever sea room permits. It should be borne in mind that most large buoys are anchored by a very long scope of chain and, as a result, the radius of their watch circle is considerable. The charted position is the approximate location. Under certain conditions of wind and current, they are subject to sudden and unexpected sheers, which are certain to be a hazard to a vessel attempting to pass close aboard.
VANDALISM OF AIDS TO NAVIGATION
Frequently Coast Guard operated aids to navigation are damaged, defaced, or destroyed by vandals. This type of activity not only creates a serious condition for the mariner, but also increases the cost to you the taxpayer. The primary targets for vandals are usually buoys and lights on structures located on the ends of jetties and breakwaters. Federal laws provide that those apprehended defacing or destroying a Federal aid to navigation shall be guilty of a misdemeanor and are subject to a fine of up to $2,500, or not less than $500, imprisonment or both plus repair cost. Those providing information leading to a conviction may be paid one half of such a fine. Report sightings of any vandalism to the your nearest Coast Guard unit.
The aids to navigation depicted on charts comprise a system of fixed and floating aids that have varying degrees of reliability. Do not rely solely on any single aid to navigation, particularly a floating aid. The buoy symbol is used to indicate the approximate position of the buoy body and sinker, which secures the buoy to the seabed. The approximate position is used because of practical limitations in positioning and maintaining buoys and their sinkers in precise geographical locations. These limitations include, but are not limited to, inherent imprecision in position fixing methods, prevailing atmospheric and sea conditions, the slope and the material making up the seabed, the fact that the buoys are moored to sinkers by varying lengths of chain, and the fact that buoy body and or sinker positions are not under continuous surveillance but are normally checked only during periodic maintenance visits which occur more than a year apart. Due to the forces of nature, the position of the buoy body can be expected to shift inside and outside the charting symbol. The mariner is also cautioned that buoys are liable to be carried away, shifted, capsized, sunk, etc. Lighted buoys may be extinguished or sound signals may not function as the result of ice, running ice or other natural causes, collisions, or other accidents. For the foregoing reasons, a prudent mariner must not rely solely upon the position or operation of floating aids to navigation, but must also utilize bearings from fixed objects and aids to navigation on shore. A vessel attempting to pass close aboard always risks collision with a yawing buoy or with the obstruction the buoy may be marking.
SEASONAL AIDS TO NAVIGATION
Due to severe weather conditions and reduced vessel traffic during the winter, numerous aids to navigation lights, buoys, fog signals) are seasonally discontinued, withdrawn, or replaced by smaller aids. These changes occur at regular intervals each year. The approximate dates are specified in the Light List, the date seasonal aids are deployed may also be printed on nautical charts produced by the National Ocean Service. The actual dates the aids are deployed may be changed due to adverse weather or other conditions. Mariners should consult the Coast Guard's Local Notices to Mariners and listen to Broadcast Notices to Mariners for the latest information.
OFFSHORE AIDS TO NAVIGATION - CAUTION
Courses should invariably be set to pass offshore aids to navigation with sufficient clearance to avoid the possibility of collision or grounding. Errors of observation, current and wind effects, other vessels in the vicinity, and defects in steering gear may be, and have been, the cause of actual collisions, or damage to these important aids to navigation. Experience shows that buoys cannot be safely used as leading marks to be passed close aboard, and should always be left well off the course whenever sea room permits. It should be borne in mind that most large buoys are anchored by a very long scope of chain and, as a result, the radius of their watch circle is considerable. The charted position is the approximate location. Under certain conditions of wind and current, they are subject to sudden and unexpected sheers, which are certain to be a hazard to a vessel attempting to pass close aboard.
VANDALISM OF AIDS TO NAVIGATION
Frequently Coast Guard operated aids to navigation are damaged, defaced, or destroyed by vandals. This type of activity not only creates a serious condition for the mariner, but also increases the cost to you the taxpayer. The primary targets for vandals are usually buoys and lights on structures located on the ends of jetties and breakwaters. Federal laws provide that those apprehended defacing or destroying a Federal aid to navigation shall be guilty of a misdemeanor and are subject to a fine of up to $2,500, or not less than $500, imprisonment or both plus repair cost. Those providing information leading to a conviction may be paid one half of such a fine. Report sightings of any vandalism to the your nearest Coast Guard unit.
Friday, January 23, 2009
Boating
As the operator and or owner of a vessel you are responsible not only for the prudent and safe operation of your boat, but also for the lives and safety of your passengers and others around you. Become familiar with Federal, State, and local rules and regulations regarding safe boat operation and try to learn all aspects of good seamanship such as boat handling, navigation and piloting, weather, communications.
OPERATOR'S RESPONSIBILITIES
Your water fun depends on you, your equipment and other people who, like yourself, enjoy spending leisure time on, in or near the water. Let's take a look at your responsibilities:
1. File a float plan with a relative or friend.
2. Make sure the boat is in top operating condition and that there are no tripping hazards. The boat should be free of fire hazards and have clean bilges.
3. Safety equipment, required by law, is on board, maintained in good condition, and you know how to properly use these devices.
4. Have a complete knowledge of the operation and handling characteristics of your boat.
5. Know your position and know where you are going.
6. Maintain a safe speed and proper lookout at all times to avoid collision.
7. Keep an eye out for changing weather conditions, and act accordingly.
8. Know and practice the Rules of the Road (Navigational Rules).
9. Know and obey Federal and state regulations and waterway markers.
10. Maintain a clear, unobstructed view forward at all times. "Scan" the water back and forth, avoid "tunnel" vision.
Most boating collisions are caused by inattention. You are the key to water safety.
CHOOSING THE RIGHT BOAT
In the U.S. there are more than 2,500 boat manufacturers that produce more than 4,000 different boat models which are powered by a variety of outboard, stern drive, and inboard engines. Because of the great variety, choosing the right boat can be confusing, but the right choice is an important step in enjoying the nations waterways. In selecting the right boat for your needs, consider the type of activity for which you plan to use it, such as water skiing, fishing, cruising, or weekend outings. You need to consider the type of water on which it will be used, such as lakes, rivers, open ocean, or the Great Lakes. The boat should be large enough to handle the number of people on a normal outing.
LOADING YOUR BOAT
Never overload your boat with passengers and cargo beyond its safe carrying capacity. Too many people and/or gear will cause the boat to become unstable. Always balance the load so that the boat maintains proper trim. Here are some things to remember when loading your boat:
1. Distribute the load evenly fore and aft and from side to side.
2. Keep the load low.
3. Keep passengers seated (Do not stand up in a small boat).
4. Fasten gear to prevent shifting.
5. Do not exceed the "U.S. Coast Guard Maximum Capacities" information label (called the Capacity plate).
6. If there is no Capacity Plate, use the following chart as a guide to determine the maximum number of persons you can safely carry in calm weather. The chart is applicable only to mono-hull boats less than 20ft in length. A mono-hull is a boat, which makes a single "footprint" in the water when loaded to its rated capacity. For example, a catamaran, trimaran, or a pontoon boat is not a mono-hull boat. Many hunters and anglers do not think of themselves as boaters, but use small semi-v hull vessels, flat bottom jonboats or canoes to pursue their sports. These boats tend to be unstable and easily capsize. Capsizings, sinkings, and falls overboard from small boats account for about 70% of boating fatalities and these facts mean you must have a greater awareness of the boat's limitations and the skill and knowledge to overcome them. Standing in a small boat raises the center of gravity, often to the point of capsizing. Standing for any reason or even changing position in a small boat can be dangerous, as is sitting on the gunwales or seat backs or on a pedestal seat while underway. A wave or sudden turn may cause a fall overboard or capsizing because of the raised center of gravity.
ANCHORING
Anchoring is done for two principal reasons: first, to stop for fishing, swimming, lunch, or an overnight stay and secondly, to keep you from running aground in bad weather or as a result of engine failure. Anchoring can be a simple task if you follow these guidelines:
1. Make sure you have the proper type of anchor (danforth/plow/mushroom).
2. A three to six foot length of galvanized chain should be attached to the anchor. The chain will stand up to the abrasion of sand, rock or mud on the bottom much better than a fiber line.
3. A suitable length of nylon anchor line should be attached to the end of the chain (this combination is called the "Rode"). The nylon will stretch under heavy strain cushioning the impact of the waves or wind on the boat and the anchor.
4. Select an area that offers maximum shelter from wind, current and boat traffic.
5. Determine depth of water and type of bottom (preferably sand or mud).
6. Calculate the amount of anchor line you will need. General rule: 5 to 7 times as much anchor line as the depth of water plus the distance from the water to where the anchor will attach to the bow. For example, if the water depth is 8 feet and it is 2 feet from the top of water to your bow cleat, you would multiply 10 feet by 5 to 7 to get the amount of anchor line to put out.
7. Secure the anchor line to the bow cleat at the point you want it to stop.
8. Bring the bow of the vessel into the wind or current.
9. When you get to the spot you want to anchor, place the engine in neutral.
10. When the boat comes to a stop, slowly lower the anchor. Do not throw the anchor over as it tends to entangle the anchor line.
11. When all anchor line has been let out, back down on the anchor with engine in idle reverse to help set the anchor.
12. When anchor is firmly set, use reference points (landmarks) in relation to the boat to make sure you are not drifting. Check these points frequently. Do not anchor by the Stern. Anchoring a small boat by the stern has caused many to quickly capsize and sink. The transom is usually squared off and has less freeboard than the bow. In a current, the force of the water can pull the stern under. The boat is also vulnerable to swamping by wave action. The weight of a motor, fuel tank, or other gear in the stern increases the risk.
FUELING
Most fires and explosions happen during or after fueling. To prevent an accident, follow these rules:
1. Portable tanks should be refueled ashore.
2. Close all hatches and other openings before fueling.
3. Extinguish all smoking materials.
4. Turn off engines, all electrical equipment, radios, stoves and other appliances.
5. Remove all passengers.
6. Keep the fill nozzle in contact with the tank and wipe up any spilled fuel.
7. Open all ports, hatches and doors to ventilate.
8. Run the blower for at least four minutes.
9. Check the bilges for fuel vapors before starting the engine.
10. Do the "sniff test". Sniff around to make sure there is no odor of gasoline anywhere in the boat. Do not start the engine until all traces of fuel vapors are eliminated.
Fuel Management
Practice the "One-Third Rule" by using:
1. One-third of the fuel going out
2. One-third to get back and
3. One-third in reserve
OPERATOR'S RESPONSIBILITIES
Your water fun depends on you, your equipment and other people who, like yourself, enjoy spending leisure time on, in or near the water. Let's take a look at your responsibilities:
1. File a float plan with a relative or friend.
2. Make sure the boat is in top operating condition and that there are no tripping hazards. The boat should be free of fire hazards and have clean bilges.
3. Safety equipment, required by law, is on board, maintained in good condition, and you know how to properly use these devices.
4. Have a complete knowledge of the operation and handling characteristics of your boat.
5. Know your position and know where you are going.
6. Maintain a safe speed and proper lookout at all times to avoid collision.
7. Keep an eye out for changing weather conditions, and act accordingly.
8. Know and practice the Rules of the Road (Navigational Rules).
9. Know and obey Federal and state regulations and waterway markers.
10. Maintain a clear, unobstructed view forward at all times. "Scan" the water back and forth, avoid "tunnel" vision.
Most boating collisions are caused by inattention. You are the key to water safety.
CHOOSING THE RIGHT BOAT
In the U.S. there are more than 2,500 boat manufacturers that produce more than 4,000 different boat models which are powered by a variety of outboard, stern drive, and inboard engines. Because of the great variety, choosing the right boat can be confusing, but the right choice is an important step in enjoying the nations waterways. In selecting the right boat for your needs, consider the type of activity for which you plan to use it, such as water skiing, fishing, cruising, or weekend outings. You need to consider the type of water on which it will be used, such as lakes, rivers, open ocean, or the Great Lakes. The boat should be large enough to handle the number of people on a normal outing.
LOADING YOUR BOAT
Never overload your boat with passengers and cargo beyond its safe carrying capacity. Too many people and/or gear will cause the boat to become unstable. Always balance the load so that the boat maintains proper trim. Here are some things to remember when loading your boat:
1. Distribute the load evenly fore and aft and from side to side.
2. Keep the load low.
3. Keep passengers seated (Do not stand up in a small boat).
4. Fasten gear to prevent shifting.
5. Do not exceed the "U.S. Coast Guard Maximum Capacities" information label (called the Capacity plate).
6. If there is no Capacity Plate, use the following chart as a guide to determine the maximum number of persons you can safely carry in calm weather. The chart is applicable only to mono-hull boats less than 20ft in length. A mono-hull is a boat, which makes a single "footprint" in the water when loaded to its rated capacity. For example, a catamaran, trimaran, or a pontoon boat is not a mono-hull boat. Many hunters and anglers do not think of themselves as boaters, but use small semi-v hull vessels, flat bottom jonboats or canoes to pursue their sports. These boats tend to be unstable and easily capsize. Capsizings, sinkings, and falls overboard from small boats account for about 70% of boating fatalities and these facts mean you must have a greater awareness of the boat's limitations and the skill and knowledge to overcome them. Standing in a small boat raises the center of gravity, often to the point of capsizing. Standing for any reason or even changing position in a small boat can be dangerous, as is sitting on the gunwales or seat backs or on a pedestal seat while underway. A wave or sudden turn may cause a fall overboard or capsizing because of the raised center of gravity.
ANCHORING
Anchoring is done for two principal reasons: first, to stop for fishing, swimming, lunch, or an overnight stay and secondly, to keep you from running aground in bad weather or as a result of engine failure. Anchoring can be a simple task if you follow these guidelines:
1. Make sure you have the proper type of anchor (danforth/plow/mushroom).
2. A three to six foot length of galvanized chain should be attached to the anchor. The chain will stand up to the abrasion of sand, rock or mud on the bottom much better than a fiber line.
3. A suitable length of nylon anchor line should be attached to the end of the chain (this combination is called the "Rode"). The nylon will stretch under heavy strain cushioning the impact of the waves or wind on the boat and the anchor.
4. Select an area that offers maximum shelter from wind, current and boat traffic.
5. Determine depth of water and type of bottom (preferably sand or mud).
6. Calculate the amount of anchor line you will need. General rule: 5 to 7 times as much anchor line as the depth of water plus the distance from the water to where the anchor will attach to the bow. For example, if the water depth is 8 feet and it is 2 feet from the top of water to your bow cleat, you would multiply 10 feet by 5 to 7 to get the amount of anchor line to put out.
7. Secure the anchor line to the bow cleat at the point you want it to stop.
8. Bring the bow of the vessel into the wind or current.
9. When you get to the spot you want to anchor, place the engine in neutral.
10. When the boat comes to a stop, slowly lower the anchor. Do not throw the anchor over as it tends to entangle the anchor line.
11. When all anchor line has been let out, back down on the anchor with engine in idle reverse to help set the anchor.
12. When anchor is firmly set, use reference points (landmarks) in relation to the boat to make sure you are not drifting. Check these points frequently. Do not anchor by the Stern. Anchoring a small boat by the stern has caused many to quickly capsize and sink. The transom is usually squared off and has less freeboard than the bow. In a current, the force of the water can pull the stern under. The boat is also vulnerable to swamping by wave action. The weight of a motor, fuel tank, or other gear in the stern increases the risk.
FUELING
Most fires and explosions happen during or after fueling. To prevent an accident, follow these rules:
1. Portable tanks should be refueled ashore.
2. Close all hatches and other openings before fueling.
3. Extinguish all smoking materials.
4. Turn off engines, all electrical equipment, radios, stoves and other appliances.
5. Remove all passengers.
6. Keep the fill nozzle in contact with the tank and wipe up any spilled fuel.
7. Open all ports, hatches and doors to ventilate.
8. Run the blower for at least four minutes.
9. Check the bilges for fuel vapors before starting the engine.
10. Do the "sniff test". Sniff around to make sure there is no odor of gasoline anywhere in the boat. Do not start the engine until all traces of fuel vapors are eliminated.
Fuel Management
Practice the "One-Third Rule" by using:
1. One-third of the fuel going out
2. One-third to get back and
3. One-third in reserve
Wednesday, January 21, 2009
Vessel Documentation
REGISTRATION, NUMBERING AND DOCUMENTATION
All undocumented vessels equipped with propulsion machinery operating on navigable waters of the U.S., must be registered in the state of principal use. A certificate of number will be issued upon registering the vessel. These numbers must be displayed on your vessel. The owner / operator of a vessel has to carry a valid certificate of number whenever the vessel is in use. When moved to a new state of principal use, the certificate is valid for 60 days. Some states require all vessels to be numbered. Some larger recreational vessels may be documented. The certificate of documentation has to be on board a documented vessel at all times. A document serves as a certificate of nationality and an authorization for a specific trade. A documented vessel is not exempt from applicable state or federal taxes, or is its operator exempt from compliance with federal or state equipment carriage requirements.
DISPLAY OF NUMBERS
Numbers must be painted or permanently attached to each side of the forward half of the vessel. The validation stickers must be affixed within six inches of the registration number. With the exception of the vessel fee decal, no other letters or numbers can be displayed.
NOTIFICATION OF CHANGES TO A NUMBERED VESSEL
The owner of a vessel must notify the agency which issued the certificate of number within 15 days if:
1. The vessel is transferred, destroyed, abandoned, lost, stolen or recovered.
2. The certificate of number is lost, destroyed or the owner's address changes. If the certificate of number becomes invalid for any reason, it must be surrendered in the manner prescribed to the issuing authority within 15 days. A documented vessel must have the name of the vessel and hailing port plainly marked on the exterior part of the hull in clearly legible letters not less than 4 inches in height. In addition, the documented vessel must have the "Official Number" permanently affixed in block type, Arabic numerals, not less than 3 inches in height on some clearly visible structural part of the boat.
VESSEL DOCUMENTATION WITH THE COAST GUARD
With a few exceptions, all commercial vessels of 5 or more net tons, which are used on the navigable waters of the U.S., must be documented. A commercial vessel of 5 or more net tons engaged in foreign trade is eligible, but not required, to be documented. A recreational boat may (at the option of the owner) also be documented if it is 5 or more net tons. The Certificate of Documentation is issued by the Coast Guard. There are advantages and disadvantages to documenting your vessel. The main benefit of documentation versus numbering is that a documented vessel may be the subject of a Preferred Ship Mortgage under the Ship Mortgage Act of 1920.
This means that lending institutions regard a documented vessel as a more secure form of collateral. For larger and more expensive boats, it may be easier to obtain bank financing if the boat is documented rather than numbered. Another benefit is that the certificate of documentation may make customs entry and clearance easier in foreign ports. The document is treated as a form of national registration that clearly identifies the nationality of the vessel. The main disadvantage of documenting rather than numbering is the higher cost. The numbering fee varies from State to State. In addition, documented vessels are not exempt from State or local taxes, or other boating fees. You can get information on documenting a vessel by contacting the U. S. Coast Guard Vessel Documentation Office at (800) 799-8362.
All undocumented vessels equipped with propulsion machinery operating on navigable waters of the U.S., must be registered in the state of principal use. A certificate of number will be issued upon registering the vessel. These numbers must be displayed on your vessel. The owner / operator of a vessel has to carry a valid certificate of number whenever the vessel is in use. When moved to a new state of principal use, the certificate is valid for 60 days. Some states require all vessels to be numbered. Some larger recreational vessels may be documented. The certificate of documentation has to be on board a documented vessel at all times. A document serves as a certificate of nationality and an authorization for a specific trade. A documented vessel is not exempt from applicable state or federal taxes, or is its operator exempt from compliance with federal or state equipment carriage requirements.
DISPLAY OF NUMBERS
Numbers must be painted or permanently attached to each side of the forward half of the vessel. The validation stickers must be affixed within six inches of the registration number. With the exception of the vessel fee decal, no other letters or numbers can be displayed.
NOTIFICATION OF CHANGES TO A NUMBERED VESSEL
The owner of a vessel must notify the agency which issued the certificate of number within 15 days if:
1. The vessel is transferred, destroyed, abandoned, lost, stolen or recovered.
2. The certificate of number is lost, destroyed or the owner's address changes. If the certificate of number becomes invalid for any reason, it must be surrendered in the manner prescribed to the issuing authority within 15 days. A documented vessel must have the name of the vessel and hailing port plainly marked on the exterior part of the hull in clearly legible letters not less than 4 inches in height. In addition, the documented vessel must have the "Official Number" permanently affixed in block type, Arabic numerals, not less than 3 inches in height on some clearly visible structural part of the boat.
VESSEL DOCUMENTATION WITH THE COAST GUARD
With a few exceptions, all commercial vessels of 5 or more net tons, which are used on the navigable waters of the U.S., must be documented. A commercial vessel of 5 or more net tons engaged in foreign trade is eligible, but not required, to be documented. A recreational boat may (at the option of the owner) also be documented if it is 5 or more net tons. The Certificate of Documentation is issued by the Coast Guard. There are advantages and disadvantages to documenting your vessel. The main benefit of documentation versus numbering is that a documented vessel may be the subject of a Preferred Ship Mortgage under the Ship Mortgage Act of 1920.
This means that lending institutions regard a documented vessel as a more secure form of collateral. For larger and more expensive boats, it may be easier to obtain bank financing if the boat is documented rather than numbered. Another benefit is that the certificate of documentation may make customs entry and clearance easier in foreign ports. The document is treated as a form of national registration that clearly identifies the nationality of the vessel. The main disadvantage of documenting rather than numbering is the higher cost. The numbering fee varies from State to State. In addition, documented vessels are not exempt from State or local taxes, or other boating fees. You can get information on documenting a vessel by contacting the U. S. Coast Guard Vessel Documentation Office at (800) 799-8362.
Sunday, January 18, 2009
Small Boats Crossing Coastal Bars
Coastal Bar Conditions
Tides (changes in water level) are caused mainly by the gravitational pull of the sun and moon. A flood tide is the tidal movement of water towards shore, and an ebb tide is the movement away from shore or downstream. Slack water is when there is no tidal movement. Tidal current is the flow of water. Tidal currents can have considerable velocities, especially during an ebb tide.
Coastal Bars
The most dangerous condition occurs when a swift ebb current meets heavy seas rolling in at a shallow river entrance (called a bar). At these coastal bars the water "piles up" and then "breaks". Even on calm days a swift ebb tide may create a bar condition that is to rough for small craft (any vessel under 65 feet). It is safest to transit from harbor to ocean only on slack water, flood tides, or then the sea state is calm. If you are inside the bar when rough conditions exist, stay inside. If you are trapped outside a rough bar on an ebb current, wait a few hours until the tide floods. Waves can build up around sand spits and shallow areas. These areas are dangerous and shoud be avoided. In a bar area, sea conditions can change fast and without warning.
Bar Restrictions
Federal statutes authorize the Coast Guard to terminate the use of recreational boats on coastal bars when unsafe boating conditions exits. Bar restrictions are activated when, in the judgment of the Coast Guard, conditions of wave height and surface current make boating unsafe. The Regulated Boating Area Warning Sign is a diamond-shaped white daymark with a orange reflective border and the words "Rough Bar" in black letters. Generally, two alternating quick flashing yellow lights are displayed when seas exceed 4 feet in height. Lights are usually extinguished when the sea conditions lay down, but this is no guarantee that the bar is safe. In general, jetties continue seaward for several yards past the visible end. By all means AVOID CROSSING OVER A SUBMERGED JETTY. Navigate with caution near jetties when wind and sea are setting you toward the jetty.
Range Markers
Front and rear range markers are rectangular-shaped dayboards either red, green, black, or white, with a contrasting colored center strip. (most range markers are KRB, red with a black center stripe.) For nighttime use most range markers are lighted. By steering a course which keeps the two range markers or their lights in line with one another, the you will remain within the approximate channel. Because entrance channels are constantly shifting, the range markers do not always mark best water. You should remain in the approximate channel by steering a course that keeps these range markers in line.
Seasonal Aids to Navigation
Due to severe weather conditions and reduced vessel traffic during the winter, numerous aids to navigation (lights, buoys, fog signals) are seasonally discontinued, withdrawn, or replaced by smaller aids. These changes occur at regular intervals each year. The approximate dates are contained in the most recent edition of the Light List. The actual dates may change due to adverse weather conditions. You can look at the Coast Guard's Local Notice to Mariners and listen to a Broadcast Notice to Mariners on the VHF radio.
Weather Warning Displays
1. Small Craft Advisory: Alerts mariners to sustained (more than two hours) weather or sea conditions, either present or forecast, that might be hazardous to small boats. If you should here of a Small Craft Advisory you can determine the reason by tuning your radios to the latest marine broadcasts. The decision as to the degree of hazard is left up to the you, based on his / her experience, and size and type of boat. The conditions for the Small Craft Advisory are usually 18 knots of wind (less than 18 knots in some dangerous waters) or hazardous wave conditions.
2. Gale Warning: To indicate winds within the range of 34 to 47 knots are forecast for the area.
3. Storm Warning: To indicate winds 48 knots and above are forecast for the area. If the winds are associated with a tropical cyclone (hurricane) the Storm warning display indicates that winds 64 knots and above are forecast for the area.
4. Hurricane Warning: Issued only in connection with a tropical cyclone (hurricane) to indicate that winds 64 knots and above are forecast for the area.
NOTE: A "HURRICANE WATCH" is an announcement issued by the National Weather Service via press, and radio and television broadcasts whenever a tropical storm or hurricane becomes a threat to a coastal area. The "Hurricane Watch" announcement is not a warning, it indicates that the hurricane is near enough that everyone in the area covered by the "Watch" should listen to their radios for advisories and be ready to take precautionary action in case “Hurricane Warnings” are issued. A SPECIAL MARINE WARNING BULLETIN is issued whenever a severe local storm or strong wind of brief duration is imminent and is not covered by existing warnings or advisories. Boaters will be able to receive these special warnings by keeping tuned to a NOAA or Coast Guard VHF-FM radio frequency and commercial radio stations that transmit marine weather information.
Tides (changes in water level) are caused mainly by the gravitational pull of the sun and moon. A flood tide is the tidal movement of water towards shore, and an ebb tide is the movement away from shore or downstream. Slack water is when there is no tidal movement. Tidal current is the flow of water. Tidal currents can have considerable velocities, especially during an ebb tide.
Coastal Bars
The most dangerous condition occurs when a swift ebb current meets heavy seas rolling in at a shallow river entrance (called a bar). At these coastal bars the water "piles up" and then "breaks". Even on calm days a swift ebb tide may create a bar condition that is to rough for small craft (any vessel under 65 feet). It is safest to transit from harbor to ocean only on slack water, flood tides, or then the sea state is calm. If you are inside the bar when rough conditions exist, stay inside. If you are trapped outside a rough bar on an ebb current, wait a few hours until the tide floods. Waves can build up around sand spits and shallow areas. These areas are dangerous and shoud be avoided. In a bar area, sea conditions can change fast and without warning.
Bar Restrictions
Federal statutes authorize the Coast Guard to terminate the use of recreational boats on coastal bars when unsafe boating conditions exits. Bar restrictions are activated when, in the judgment of the Coast Guard, conditions of wave height and surface current make boating unsafe. The Regulated Boating Area Warning Sign is a diamond-shaped white daymark with a orange reflective border and the words "Rough Bar" in black letters. Generally, two alternating quick flashing yellow lights are displayed when seas exceed 4 feet in height. Lights are usually extinguished when the sea conditions lay down, but this is no guarantee that the bar is safe. In general, jetties continue seaward for several yards past the visible end. By all means AVOID CROSSING OVER A SUBMERGED JETTY. Navigate with caution near jetties when wind and sea are setting you toward the jetty.
Range Markers
Front and rear range markers are rectangular-shaped dayboards either red, green, black, or white, with a contrasting colored center strip. (most range markers are KRB, red with a black center stripe.) For nighttime use most range markers are lighted. By steering a course which keeps the two range markers or their lights in line with one another, the you will remain within the approximate channel. Because entrance channels are constantly shifting, the range markers do not always mark best water. You should remain in the approximate channel by steering a course that keeps these range markers in line.
Seasonal Aids to Navigation
Due to severe weather conditions and reduced vessel traffic during the winter, numerous aids to navigation (lights, buoys, fog signals) are seasonally discontinued, withdrawn, or replaced by smaller aids. These changes occur at regular intervals each year. The approximate dates are contained in the most recent edition of the Light List. The actual dates may change due to adverse weather conditions. You can look at the Coast Guard's Local Notice to Mariners and listen to a Broadcast Notice to Mariners on the VHF radio.
Weather Warning Displays
1. Small Craft Advisory: Alerts mariners to sustained (more than two hours) weather or sea conditions, either present or forecast, that might be hazardous to small boats. If you should here of a Small Craft Advisory you can determine the reason by tuning your radios to the latest marine broadcasts. The decision as to the degree of hazard is left up to the you, based on his / her experience, and size and type of boat. The conditions for the Small Craft Advisory are usually 18 knots of wind (less than 18 knots in some dangerous waters) or hazardous wave conditions.
2. Gale Warning: To indicate winds within the range of 34 to 47 knots are forecast for the area.
3. Storm Warning: To indicate winds 48 knots and above are forecast for the area. If the winds are associated with a tropical cyclone (hurricane) the Storm warning display indicates that winds 64 knots and above are forecast for the area.
4. Hurricane Warning: Issued only in connection with a tropical cyclone (hurricane) to indicate that winds 64 knots and above are forecast for the area.
NOTE: A "HURRICANE WATCH" is an announcement issued by the National Weather Service via press, and radio and television broadcasts whenever a tropical storm or hurricane becomes a threat to a coastal area. The "Hurricane Watch" announcement is not a warning, it indicates that the hurricane is near enough that everyone in the area covered by the "Watch" should listen to their radios for advisories and be ready to take precautionary action in case “Hurricane Warnings” are issued. A SPECIAL MARINE WARNING BULLETIN is issued whenever a severe local storm or strong wind of brief duration is imminent and is not covered by existing warnings or advisories. Boaters will be able to receive these special warnings by keeping tuned to a NOAA or Coast Guard VHF-FM radio frequency and commercial radio stations that transmit marine weather information.
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