This is an important question for those who go on the water with only two people aboard. No matter the size of the boat or where you travel, what would you do if the other person becomes incapacitated by injury or illness? What if the other person aboard is a child or unable to take charge if something happens to you? If you become a crew of one, you also will have to deal with the illness or injury to the other person – a complicating factor, adding to the stress of the situation. Both people on a two-person boat should be able to operate the boat and get it home or to a safe place if something happens. It’s a good idea to practice with one person operating the boat while the other stands by, and for both people to take charge regularly to keep their skills up. For larger boats you can find on-the-water instruction specifically designed to teach skills for getting home safely, if you’re not the primary boat operator. The more you both know about operating and navigating the boat, the happier and safer a two-person crew will be.
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Rule 7 of the Navigation Rules says that you “shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists.” If there’s any doubt, assume that there IS risk of collision, and take the appropriate action as required under the Navigation Rules. Take systematic collision bearings on the other vessel; if the bearing doesn’t change over time, risk may exist. It’s sometimes difficult to judge the potential for collision when one or both vessels are moving quickly, when you approach a large vessel or a tow, or when you are close to the other vessel. AIS and/or radar can help, but also use your eyes. For the text of Rule 7 see www.navcen.uscg.gov/?pageName=navRulesContent.
I recently attended the Seven Seas Cruising Association Gam in Annapolis, MD and had the pleasant fortune to sit at a dinner table with three couples who are preparing to begin long-term cruising in the next few years. Conversation flowed freely and they talked about what they have been doing to get ready to go and how they were feeling about what lies ahead. It seemed that they all share the cruising attitude, one of the requirements for a successful experience. Some of the things they were doing include:
(1) paying attention to preparing the boat. (2) developing skills for self-reliance afloat. (3) reading as much as they can about all sorts of subjects relevant to cruising and attending cruising-oriented events to hear presentations from recognized experts. (4) taking courses in navigation and other nautical subjects. (5) learning and practicing safety techniques. (6) having realistic expectations. (7) looking forward to new experiences and meeting new people. (8) expressing a positive attitude, enthusiasm AND (last but definitely not least) a sense of humor. What else can you add to this list? DO WE HAVE ENOUGH FENDERS? We’ve all put on a show for the bystanders at one time or another when we come alongside a dock or pier. No matter how careful we are something may go wrong. As we gain experience we do better, but all docking circumstances are different, keeping us on our toes. Remind your crewmembers that they should let the boat hit rather than stick out an arm or leg – it’s not worth risking an injury. Even a small boat can hit with surprising force if it comes alongside too fast or a wave pushes it against the pier. I’m a big fan of a midships spring line for many docking situations, even on fairly small boats. If the bow line is given to a person on the dock first, the bow almost always hits the dock (unless the line handler knows not to pull on it). A midships spring is attached to a strong point at the middle of the boat (a cleat, or a chainplate on a sailboat if there’s no midships cleat). When someone pulls on a midships spring line the middle of the boat moves towards the dock, which is what you want. There are other advantages to using a midships spring line. Check out pp. 142-143 in the Mariner’s Guide for a discussion of docking, and pp. 385-386 for spring lines and techniques used to spring a vessel. Rule 18 of the Navigation Rules gives the right of way priority (pecking order) between vessels, when not in conflict with special rules for channels, traffic lanes, or when overtaking. Rule 3 defines the types of vessels. It’s essential to memorize the order. The highest priority goes to an overtaken vessel (all overtaking vessels stay out of the way). In descending order, the others are: Not Under Command, Restricted in Ability to Maneuver, Constrained by Draft, fishing vessel, sailing vessel, power-driven vessel, seaplane (lowest priority). Rule 3 defines the vessels. There is a memory aid in the right of way priority entry, p. 335 in the Mariner’s Guide. The text of the rules is available at www.navcen.uscg.gov/?pageName=navRulesContent.
The answer depends upon the type of boating you do and where you do it. On some lakes and in familiar waters not far from shore, where you can reliably see landmarks, some boaters don't use a chart (or there isn't a chart available). If you travel out of sight of shore, or away from home waters, or operate at night, you need charts. You'll have to decide if a handheld device that has GPS and integral electronic charts (such as a GPS unit, a tablet, or a smart phone) is sufficient for safe navigation where you operate. Basic considerations are the size of the screen and its readability in daylight, the battery life, and the water resistance of the device. Read articles about how handheld devices can be used - it's an evolving technology that may be suitable for some boaters. If you travel away from familiar waters, GPS and either a chart plotter or paper charts is still the way to go for now, with the new technology as a backup.
The highest spring tides occur on or near the dates of the equinoxes. If you go hard aground or strand on a high equinoctial tide the boat may be stuck there for six months, unless a crane or heavy-lift helicopter can be hired, or the boat is small enough to move by other less-expensive means. Watch the depths and the calendar where you operate!
Yeah, right. Under some conditions anyone can get seasick. Some people are very immune, but one day it will happen even to the most resistant boater. Mal de mer ranges from mild discomfort (green around the gills) to a medical emergency (serious dehydration from vomiting). You don’t want to become so incapacitated by seasickness that you can’t function and thus pose a danger to yourself and others aboard. There are lots of articles and books that discuss seasickness prevention – the best method is the one that works for you. Try several to find out. Sitting under a tree works for everyone. See pp. 361-362 in the Mariner’s Guide for a discussion of seasickness.
The skipper is in charge and bears the responsibility for the safe operation of the boat and the welfare of everyone aboard. That sounds simple enough, but when family or friends are aboard they may unintentionally take over and influence decisions. This can happen especially when the skipper is still learning and there are more experienced boaters aboard. Sometimes a person offers advice, and the skipper follows it because it comes from an “old salt.” This may be a good way to learn something new, but, in some cases, the skipper or the crew may not be experienced enough to judge the validity of the suggestion or to carry out the idea properly. Or a crewmember says “you don’t have to do that; we never do that on Karen’s boat,” and the skipper agrees, without thinking more about it. Then there’s the crewmember who shows another person how to do something in a manner that is quite different from what the skipper asked the person to do, saying “here’s a better way.” There may be a reason the skipper told the person to do it that way. The bottom line is that while the skipper may consider advice from the crew, the final decision is his or her own. In some cases, a decision may have to be a quick one when things are going wrong, and the ultimate responsibility is the skipper’s. The rest of the people aboard should be sensitive to this when making comments or giving advice.
Safety lessons. After boating accidents, investigations are conducted and reports are issued. Government authorities, such as the Coast Guard, the department of transportation marine division, and/or the police may be involved. Private groups, such as committees of boating experts, race committees, and organizations involved in sail and powerboat racing and cruising may also conduct investigations. Their reports give details and useful information, providing safety guidance for all boaters.
Reading about accidents may give the impression that boating is a particularly dangerous sport, but remember that safe days on the water usually are not reported in the press. Thirty-eight foot sailboat Low Speed Chase capsized during the 58-mile Full Crew Farallon Islands Race, San Francisco, California, April 14, 2012. Five lives were lost, the first time for a fatality since this race series began in 1907. During the race, Low Speed Chase sailed over a relatively shallow area (28 ft.) along a lee shore and was capsized by a series of large waves and driven on the rocks. Seven of the eight crew were thrown into the water and five persons died. The investigating panel held that the “failure of seamanship in negotiating shoal waters on a lee shore” was the direct cause of the incident. “If the crew of Low Speed Chase had sailed in deeper water, they could have prevented the tragedy.” In addition to the primary cause, there were other safety issues which “may have mitigated the outcome.” 1. "Inadequate personal safety gear in use for offshore conditions.” 2. “Communication difficulties and discipline among the entire fleet” [of racing sailboats] 3. “Race management protocol flaws creating uncertainty around search and rescue efforts.” [above quotes from pp. 4-5, Farallones Report] Recommendations of the panel. There were four factors that may have increased the survival chances: 1. staying with the boat on the rocks 2. higher buoyancy lifejackets 3. water activated lifejackets 4. thigh or crotch straps on inflatable lifejackets The use of harness tethers is also discussed extensively in the report. Take the time to read the very comprehensive full report, the excellent footnotes, and the appendices. There are many details applicable to sail and power boats, whether cruising or racing. Especially note Appendix D, pp. 35–39, for very good information about the behavior of waves in shallow water. Appendix E has Capsize Incident Details from Survivors; Appendix G includes Medical Reports, Injuries to Crew, Survival (with analysis and recommendations); Appendix H discusses Vessel Damage, with photos; Appendix I covers Race Organization/Communications; Appendix K summarizes the responses from race participants to a post-race questionnaire. These appendices are very instructive and interesting. Find the US Sailing summary of the accident and the link to full report at http://media.ussailing.org/Latest_News/2012/USS_Farallones_Report.htm |
AuthorPriscilla Travis spends more than 110 days each year on the water, takes photos, and writes about nautical topics. Archives
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