Washington State Ferries and other Passenger Carrying Vessels: Operate your vessel at minimum speed when within 500 yards and do not approach within 100 yards.  If you must approach within 100 yards to comply with the Navigation Rules  you must contact the Master of the vessel or the Coast Guard escort vessels or other on scene escort vessels on VHF-FM channel 13 or 16 for instructions.  Do not approach within 25 yards of a moored passenger vessel.  33-CFR-1317

Navy Vessels: Operate your vessel at minimum speed when within 500 yards and do not approach within 100 yards.  If you must approach within 100 yards to comply with the Navigation Rules you must contact the Navy  Vessel or the Coast Guard Escort Vessels on VHF Channel 16 for permission and instructions. 33-CFR-1321

Tank Ships: Operate your vessel at minimum speed when within 500 yards and do not approach within 100 yards.  If you must approach within 100 yards to comply with the Navigation Rules you must contact the Tank Ship or the Coast Guard Escort Vessels on VHF-FM Channel 13 or 16 for permission and instructions. 33-CFR-1313

“Protection and Security Zones” one page PDF poster from the Coast Guard.

Killer Whale Watching

Be Whale Wise, Killer Whale Watching Guidelines

Download the Marine Wildlife Guidelines (PDF)

The Laws ( RCW 77.15.740 ) It is unlawful to:

• Approach within 300 feet of a southern resident orca whale.
• Cause a vessel or other object to approach within 300 feet of a southern resident orca whale.
• Intercept a southern resident orca whale, places or allow a vessel to remain in the path of a whale and the whale approaches within 300 feet of that vessel.
• The operator of a vessel within 300 feet of a southern resident orca whale fails to disengage the transmission of their vessel.
• Feed a southern resident orca whale.
• Harass any marine mammal.

Exemptions:

• The safety of a vessel, crew or passengers would be threatened by compliance with the law or it is not feasible due to limits of the vessel design, or the vessel is restricted in it’s ability to maneuver due to wind, current, tide or weather.
• A person is lawfully participating in a commercial fishery and is engaged in actively setting, retrieving, or closely tending commercial fishing gear
• A person is acting in the course of official duty for a state, federal, tribal, or local government agency
• A person is acting pursuant to and consistent with authorization from a state or federal
  government agency

Nothing in  RCW 77.15.740 is intended to conflict with existing rules regarding safe operation of a vessel or vessel navigation rules.

General Notes:

Puget Sound also has Exclusion Zones around some shipyards, Navy Yards, Firing Ranges and other sensitive shore side operations.  The prudent mariner will check the charts, relevant Code of Federal Register and be very aware of any warning buoys that mark safety or exclusion zones.  The Local Notice to Mariners has updates on Exclusion Zones and the Coast Guard may also broadcast warnings of special Exclusion Zones.

You should operate you vessel in a non-threatening manor when in the area of any vessel that has a security zone around it.  For instance, aiming right at a vessel while approaching it at high speed is not recommended and will bring you to the attention of Law Enforcement Officers.

The penalties for violating safety zones are severe.  Violations of the Naval Vessel Protection Zone is a Felony Offense, punishable with up to 6 Years in Prison and/or up to $250,000 in fines.

The Coast Guard has armed escorts of ships in Puget Sound, the escorts are on an irregular basis so you will not be sure if the ship is escorted or if the escort is on the far side of the escorted vessel and in contact with the Master of the Vessel.

Tacking in front of an Aircraft Carrier is not a good tactic and will bring a very swift response, the carrier escort vessels move and accelerate very fast.  Yes I did see that done when the carrier was leaving after Sea Fair, it took only a few minutes for a carrier escort vessel to come from behind the carrier to looming over the wayward sail boat.

A new Regulated Navigation Area; U.S. Navy Submarines, Hood Canal  area has been established in Hood Canal and Dabob Bay (33-CFR-165.1328).  The Regulated Navigation Area is from the north entrance of Hood Canal as defined by a line running approximately between Foulweather Bluff and Kinney Pt. on Marrowstone Island.  The RNA extends to the south end of Hood Canal and is defined by a line westward from approximately Stavis Bay.  The new RNA requires all vessels and persons within the area to follow all lawful orders and/or directions given to them by Coast Guard security escort personnel.  This area is narrow and extra care is required by all vessels operating in the area when submarines are in transit.

Submarines and their escorts transit Puget Sound, Hood Canal and the Strait of Juan de Fuca on a regular basis.  Extreme care should be exercised by all vessels when submarines are in transit.  The security escorts are armed and at very high alert during the transits and the submarines can produce large and unexpected waves and swells.

Other Cautions

Hood Canal and Dabob Bay have several restricted areas covering: No anchor zones, no towing a drag, torpedo testing, do not operate screws during torpedo testing zones, no entry or restricted entry zones and security anchorage areas.

Sinclair Inlet, Port Orchard and Bremerton have several restricted areas covering: No anchor or dragging  zones and restricted entry areas.

Everett Marina and Navy Base: The Everett Navy base is located on the east side of the entry channel to the Everett Marina.  DO NOT enter the Navy Base, The entrance to the marina is a slow no wake zone.  Do not tie-up to the Navy pier or docks.

Puget Sound also has many cable crossing areas that should not be anchored in.

Puget Sound is a working port area with many military installations, cruise ship docks, shipyards, tanker loading and off loading areas, refineries, container terminals.  Many of these installations have security zones, restricted operations or access.

The prudent mariner will consult up to date charts of the relevant areas and the proper scale as well as the Local Notice to Mariners, Code of Federal Regulations and other relevant regulatory sources.  Mariners should also be alert to buoys and other Aids to Navigation indicating restricted or special operation areas.

c/m

Rules of the Water:

All vessels operating on federally regulated waters, including those in the City of Seattle, shall be in compliance with all Federal, State and local equipment requirements.

Speed Limits (SMC 16.20.130)

7 Knots

In all the following bodies of water:

• Lake Union (No Wake Zone)

• Salmon Bay (No Wake Zone)

• Union Bay (No Wake Zone)

• Portage Bay (No Wake Zone)

• Lake Washington Ship Canal (No Wake Zone)

• Within 100 yards of any shoreline, pier, restricted area or shore installation in:

• a: .Lake Washington
• b: .Lake Washington Ship Canal

• Adjacent waters east of the entrance buoys at Shilshole Bay to 100 yards east of Webster Point light entering Lake Washington.

• Within 200 yards of any shoreline, pier, restricted area or shore installation in all other waters of the City (Puget Sound, Elliott Bay, etc.)

4 Knots

Western end of the west guide pier of the Locks to the eastern end of the east guide pier at the Locks.

3 Knots

• Andrews Bay

• Rainier Boat Launch

• Inside the breakwater at Shilshole Bay Marina.

• Elliott Bay Marina

• Any established marina

• Any established boat moorage area

NOTHING SHALL BE CONSTRUED TO EXEMPTING ANY PERSON FROM LIABILITY CAUSED BY WAKE ACTION FROM OPERATION OF ANY VESSEL, WATER SPORTS CRAFT OR AIRCRAFT IN THE DESIGNATED SPEED ZONES.

Test Course in Lake Union

The use of the speed test area shall be subject to the following limits.

• To be used during daylight hours only.

• In no event shall any vessel or water sport craft operate at a speed in excess of 7 knots in said area immediately prior to making a U-turn.

• No vessel or water sports craft shall enter the speed test area and exceed the 7-knot limit if any other vessel or water sport craft in presently using the speed test area at a speed in excess of 7 knots.

• No vessel or water sports craft shall make more than 4 runs in or across the speed test area during a two-hour period.

• The speed test area is intended for brief and limited use and shall be used ONLY for vessel testing by individuals maintaining or selling vessels.

Washington State Boaters Education Requirements

By January 1, 2010, boaters 30-years-old and younger must have their Boater’s Education Card. The Boaters Education law has a phased in period for compliance from 2008 until 2016 for various age groups.

Boaters born prior to January 01, 1955 are exempt from the education requirements , there are some other exemptions for Licensed Coast Guard Masters and a few other classes. However taking a Safe Boating class is still a safe idea, learn early avoid the rush.

Life Jackets

(SMC 16.20.030; WAC 352-60-030)

Children: Children 12 and under (as of July 25th, 1999) are required to wear U.S. Coast Guard approved life jackets in Washington State when in a vessel less than 19 feet and underway, unless in a fully enclosed area.

Homeland Security Restriction

• Violations of the restrictions below can expect a quick and stern response.

• DO NOT approach within 100 yards, and slow to minimum speed within 500 yards of any U.S. Navy vessel.

• If you need to pass within 100 yards of a U.S. Navy vessel for safe passage, you must contact the U.S. Navy vessel or the Coast Guard escort vessel on VHF-FM channel 16.

• Observe and avoid all security zones. Seattle has a security zone at Todd Shipyard whenever a U.S. Navy vessel is in port. The 100-yard exclusion zone is enforced and you must slow to minimum speed within 500 yards.

• Avoid commercial port areas, especially those that involve military, Washington DOT ferry terminals, cruise line or petroleum facilities.

• DO NOT stop or anchor beneath bridges or in channels.

Enforcement (SMC 16.64.010)

Seattle Harbor Patrol, Washington State Park Rangers, Fish & Wildlife Agents, City Police Officers, Deputy Sheriffs and all other officers with law enforcement authorities enforce the boating laws of Washington. The U.S. Coast Guard has enforcement authority on federally controlled waters. Lake Washington, Portage Bay, Lake Union, Salmon Bay and all connecting waters are considered federally controlled.

Officers have the authority to stop and board your vessel and direct it to a suitable pier or anchorage in order to check for compliance with state and federal laws.

Anchorage In Seattle

Short-term anchorage is approved in Andrews Bay on Lake Washington. The approved area is defined by two buoys marked with “A” indicating the northwest and southwest corners of the anchorage zone. Shore markers note the northeast and southeast corners. Anchorage is limited ONLY to this area.

A 72-hour maximum stay within any seven-day period is permitted.

Lakewood Moorage, located northwest of the anchorage area, has a small store with marine supplies and snacks.

This area has a maximum speed of 3 knots noted by buoys. The City of Seattle has established a 7 Knot speed limit in other areas within 100 yards from shorelines, piers, fixed structures and restricted areas.

Two Page Formatted For Printing (pdf)

Take a Safe Boating Class:

Get a FREE Vessel Safety Check

http://www.auxseattle.com/

Source:

http://www.seattle.gov/police/Units/Harbor_Boating.htm

More Information:

http://www.auxseattle.com/
http://www.uscgboating.org/
http://www.parks.wa.gov/boating/default.asp

Rev.02/14/2010

Aboard the 19m Icebreaker Patrol Boat A. E. Apelberg

Read Not a Sailing Trip – Notes from an Icebreaker in Europe

Read About My European Icebreaker Adventure helping to Deliver the A.E. Appelburg a 62 foot former Swedish Coast Guard Auxiliary Icebreaker patrol boat from Stockholm Sweden to Lisbon Portugal.

Pictures from Europe bottom

To fully answer the what size and type would require a book and even then not everyone would agree on the conclusions. What size and type of an anchor is a question bar fights have been known to be made of.

The bottom line is that all anchors will fail in some conditions many cruisers carry multiple types and sizes of anchors so they are ready for different conditions.

Every boater is encouraged to check the size and type of anchor and rode for their boat at least once to help insure they have the proper anchor and rode for their intended use. Every boater should understand the limits of each anchor they have on board. The manufactures literature as well as various catalog sheets and tests by publications such as Practical Sailor, Chapman Piloting, Seamanship & Small Boat Handling as well as the manufactures of your anchor line.

Extreme caution should be exercised when setting and retrieving the anchor to prevent damage to the boat and injury to the crew. Do not stand in the byte of the rode and getting caught in the rode and drug overboard. Also be careful of the windlass as it is easy to get caught in it’s teeth, also guard fingers against getting caught in or pinched by the chain.

Bottom Characteristics and Holding Power

A chart can help show the type of bottom to expect. Also ask other boaters that have anchored in the same area what their experience has been and any cautions they have for that area.

Improving Holding Power

A Sentinel or Kellet can be added to the anchor line. This is additional weight added on the rode to lower the angle the rode has to the anchor and the bottom. Commercial Sentinel’s can be purchased, additional weight is attached to the Sentinel and then it is clipped over the anchor rode and lowered down the anchor line. The Sentinel has a line attached to it so the position on the anchor line can be controlled and the Sentinel can be retrieved. In an emergency most any weight can be added in a similar method if care is taken with the method of attaching the weight to the anchor rode.

Another method is to carry an additional boat length of “substantial chain” with extra weight at one end (Chapman Piloting says 25 lbs. But does not address boat or anchor size). The additional length of chain is added between the original chain and nylon rode with the additional weight at the attachment point with the nylon rode. Remember to wire the shackle pins so they will not unscrew.

Additional weight can also be added by itself at the end of the chain and start of the nylon section of the rode.

Anchor Types

Danforth: Very popular, Lightweight, high holding power to weight, developed to pull landing craft off beaches in World War II. Most effective in clay, sand or mud. The flukes will tend to skip or sail on rocky or weedy bottoms. Caution: Not all “Danforth” anchors are created equal. Many manufactures have made subtle changes to the design, some work better than others or the construction is better.

Fortress: Danforth style but made of aluminum so it is lighter, they are also designed to be disassembled for easier storage. The fluke angle can be changed to match the bottom characteristics. Best in softer bottoms.

Plow or CQR: Has a hinge to reduce the tendency of the anchor to pop out when the boat swings and changes the direction of pull. Effective on a wide variety of bottoms. Holding power is reduced if the hing is jammed with debris. Breaks out easily if the pull is vertical.

Delta: Similar to the CQR but it does not have a hinge. Weighted so pointed flukes can dig in easier. Good holding power and resets well.

Bruce: Originally developed for offshore oil platforms. Designed to right itself on bottom and dig in quickly, good resetting ability.

Anchor Rode

The entire anchor rode should be fully inspected on a regular basis as well as each time the anchor is used.

The bitter end of the anchor rode should be attached securely to the boat. Many boaters use a short section of nylon line at the bitter end of an all chain rode to reduce the shock load if the chain freewheels to the bitter end.

The anchor rode should be properly sized, The rode is usually all chain or a combination of chain and nylon line. Too large of nylon line can be as bad as too small, if the line is too large for the boat it will transmit shock to the anchor and tend to pull it out of the bottom. When looking as manufactures recommendations, remember that each boat is a unique combination of length, width, height and weight and these factors need to be balanced against each other.

Twisted Nylon: Stretches under load to absorb shock. Three strand stretches the most, can be harder to coil in the chain / rode locker. Working stretch limits are in the 15% to 25% depending or manufacture. Should be stored out of direct sunlight.

Double Braided Nylon: Less stretch than twisted nylon. No tendency to twist. Easier to feed into the rope locker and lays easier. Smother than twisted so should have better resistance to chafe. About 14% working stretch.

Braided / Brait / Mega Braid: 8 to 12 strand single braided construction. Easy to coil or flake. No tendency to twist. Working stretch about 10% to 14%.

All Chain: Very resistant to chafing. Good shock absorbing as long as adequate scope is let out. The weight of the chain makes a large sag in the chain that cushions shocks well. If there is not enough scope the chain can become “bar tight” however and transmit a large amount of shock to the boat and anchor. Heavier than a mixed nylon / chain rode, the weight can be an issue in some boats. Favorite of many serious cruisers. Adding a nylon “snuber” is a good idea to take the load off the windlass and prevent the windlass from slipping or being damaged.

A trip line can be attached to the anchor to help retrieve the anchor if the anchor becomes stuck, the trip line can also mark where an anchor is to warn other boaters where anchors are set. Caution should be exercised to prevent the trip line from wrapping around the keel.

FILE:AnchorNotes 8/06/2010

© 2010 captnmike.com

Guidelines from a power boat cruiser.

Your vessel needs adequate ground tackle to hold it in place at a safe depth in any weather you may encounter while off the dock.

Anchors: The type of anchor varies greatly so personal preference is where I will leave that.

Scope: The ratio of the length of the anchor line / rode to the depth of the water.

Rode: All the chain and or chain and line, here again personal preference.

All anchors require some chain to work correctly; rule of thumb is, the chains length is equal to or greater than length of the vessel.

Chain: Perhaps the most important part of the ground tackle it helps maximize the holding power of the anchor. The heaver and longer the chain the better your anchor can hold.

Things I look at when arriving at an anchoring area:

• Depths
• Other anchored vessels; where are they anchored, are they scattered all over the bay, or are they mostly in one area, if only in one area WHY? What do they know that I don’t?
• Check your charts for underwater obstacles you may not be able to see at this time.
• Current and wind direction, easy to tell current and/or wind by looking at the other boats.
• Tide when is high/low tide, how much more or less water will be under you then.
• Adequate swing room for my vessel once I have laid out ground tackle and what I feel will be a safe scope for the forecasted conditions.
• Pay attention to the boats that will be anchored around you and what does their rode look like, is the rode pulled tight in a minimal wind or current, if so they could present a potential problem later on. I will stay clear of them when setting the hook.
• When in an unfamiliar anchorage I will run the boat around encircling what would be my swing area watching the depth finder to see if there is anything under me I may not beware of.

Once I have picked a spot that I feel will be safe to anchor:

Things I do when preparing to set the anchor:

• Know my depths.
  Let’s say its 30’ deep and its 1 hour before low tide with a light wind for this example.
  
• With my bow in the same direction as everyone else (bow to the wind in this case)
  I will run 100’ – 150’ past the area I want to end up.
• Drop the hook 35’-40’ then gently back down while letting out rode( you don’t want to let the chain pile up on top of the anchor) once I have 70’- 90’ feet out. . .turn the boat sideways to the anchor. . . and give it just a little reverse power then go to natural and drift back, when the hook grabs it will turn the boat back to straight at that time you need to drop another 50’- 60’ feet again while gently backing down and do the turn sideways one more time when the boat straightens out the 2nd time. . . . . you are set. I have never had my anchor slip using this method.

Now that your anchor is set:

• Time to deal with how much scope you need, the 120’-150’ out is good for a short stay on-board and light conditions.
• If you plan on leaving the vessel, spending several hours, maybe the night, or having other boats raft-up you need to do more.
• 150’ of scope at 30’ of depth is only 5 to 1 – - – 120’ is 4 to 1 remember you will have an incoming tide soon so you could easily be in 35’- 45’ depth you’re scope will soon change to 4 to 1@ 150’ out or 3 to 1@ 120’ out, or less . . . . Not very good holding power, add some wind or a strong current and before you know it your slipping anchor.
• 7 to 1 is the suggested scope (30’ depth = 210’ scope)
• Keep in mind as conditions change you may need to increase the scope to hold.

Rafting:

• Every additional boat added to a raft is  more weight and mass to hold
• add wind or current in the equation and you are asking a lot from 1 anchor
• Adding help for that anchor do its job is prudent
• add more scope,
• a better solution is to have every 3rd boat drop hooks.
• Place the largest boat and anchor in the center of the raft-up.

• See the SSYC Rafting Guidelines.

Thanks to Gary Bradley.  Gary lives aboard his power boat M/V Lucky Dog, and has cruised extensively from South Puget Sound to Canada, Desolation Sound and points north.

Thanks for your interest in boating safety.

-c/m-

West Point Marine Weather:

Bearing Sea Weather Buoy:

NOAA Seattle Weather:

Greenwood / Green Lake Weather:

Another NOAA Seattle View:

Cliff Mass Weather and other blog:

UW Probability Forecast:

Smith Island Marine Weather:

Lake Washington 520 Bridge:

Washington State Ferry Weather / Wind:

NOAA Tides and Currents Home, With Gulf Oil Spill Information Link:

NOAA What are Tides and much educational information:

c/m

NAVIGATION EXERCISE # 2

This is a basic Navigation exercise but the problems are typical of those seen by a recreational boater.  The questions are “Bite Sized” and except for one question, each question stands alone from the others.

This exercise was done on Small Boat Chart 18445 Page A.  The area used is just South of West Point on the south end  and Whidby Island  on the North.  If you have this chart or a similar chart that covers this area you may work the problems on it.  If you do not have a suitable chart there is a PDF Chartlet  of the area that can be printed out on 11 x 17 paper.  Many office supply stores and copy centers can print 11 x 17 if you don’t have a large printer.  You may also tile the printing to print onto two letter sized pages then tape them together, a bit crude but it does work.

The answers are at the bottom, there is also a PDF Chartlet showing the answers.  The questions and answers are also available in a formatted for printing PDF file at the bottom.

Thanks for your interest in Boating Safety and good luck with the exercise.

Piloting and Navigators Quick Reference

Reference card with help for correcting and uncorrecting a compass, speed / time formulas and other quick hints for navigators.

Click For Larger View of Chartlet Area

11 x 17 Sized Chartlet of area for Navigation Exercise 2 (PDF)

NAVIGATION EXERCISE # 2

Practice finding positions and courses on a Chart.

Notes and guidelines: Chartlet based on Small Boat Chart 18445 Page A, other charts of the same area may also be used, if so your answers may be slightly different. The Chartlet covers West Point to Possession Pt. Print Chartlet 11×19 in. Chart Variation 17° 30”E. All sightings and courses are assumed to have 0 Deviation. Adding or subtracting 180° from a heading allows the opposite side of the Compass Rose to be used, this is also called finding the reciprocal.

A) You take a bearing of 174° M to a Yellow “SF” Buoy and 040° M to a light on the south end of a Breakwater off Edwards Pt..

Where Are You: ________________N ________________W

How Far to Shilshole: __________

How far to the light on the Breakwater off Edwards Pt.: __________

What would be a quick way to describe your position to the Coast Guard:

1) _____________________________

2) _____________________________

B) The Skipper ask you to give him a course to steer from the Meadow Pt. Buoy to Port Madison. You decide to pass about 600 yards due North of Pt. Monroe.

1) What is the magnetic course:____________

2) What is the approximate distance:________

3) At 6.5 kts how long until you are North of Pt. Monroe:________

4) What do you think of this course:_____________

C) You are at the helm, the boat is outside the Shilshole Marina heading toward the Ballard Locks. As the vessel passes a RW Buoy close to Port. The Skipper consults his chart and tells you to Steer 147° M.

What do you think: _______________________________________________

What happened: _______________________________________________

D) Your course is due North Magnetic. You pass a Yellow Buoy “SF” about 1000 yd. abeam to Starboard. Someone yells “Lets stop for lunch”. You are very hungry.

What do you think: _______________________________________________

What happened: _______________________________________________

E) You are up towards Edmonds – one of your crew is trying out your new hand bearing compass. They take the following readings: 344° M to a Green Buoy south of Possession Pt and 164° M to the north light on the entrance to the Edmonds Marina.

Where are you: __________________N___________________________W

What happened: ______________________________________________

F) Your crew takes the following bearing: 318°M to a Yellow Buoy they think is “SE” and 204°M to a Green Buoy you think is off Meadow Point.

Where are you: ________________________________________________

What happened: _______________________________________________

FILE:Exercise-2-Questions Revised: March 21, 2010

© 2010 captnmike.com

NAVIGATION EXERCISE # 2 – ANSWERS

Practice finding positions and courses on a Chart.

Notes and guidelines: Chartlet based on Small Boat Chart 18445 Page A, other charts of the same area may also be used, if so your answers may be slightly different. The Chartlet covers West Point to Possession Pt. Print Chartlet 11×19 in. Chart Variation 17° 30”E. All sightings and courses are assumed to have 0 Deviation. Adding or subtracting 180° from a heading allows the opposite side of the Compass Rose to be used, this is also called finding the reciprocal.

A) You take a bearing of 174° M to a Yellow “SF” Buoy and 040° M to a light on the south end of a Breakwater off Edwards Pt..

Where Are You: 47° 47′ 33” N 122° 25′ 45” W

or 47° 47.55′ N 122° 25.7′ W

How Far to Shilshole: 6.4 nm

How far to the light on the Breakwater off Edwards Pt.: 1.65 nm

What would be a quick way to describe your position to the Coast Guard:

1) All of the above would work if a direction was given from Shilshole or the Breakwater.

2) 1.7 nm on a bearing of 354° M from the SF Buoy (Approximately due North Magnetic) or A Bearing of 174° to Buoy “SF” at a distance of 1.7 nm.

B) The Skipper ask you to give him a course to steer from the Meadow Pt. Buoy to Port Madison. You decide to pass about 600 yards due North of Pt. Monroe.

1) What is the magnetic course: 267° M

2) What is the approximate distance: 4.3 nm

3) At 6.5 kts how long until you pass North of Pt. Monroe: 39 minutes

4) What do you think of this course:_____________

The course crosses the VTS lanes at 90° per Rule 10

Extra careful lookout should be kept for large ships, Freighters are very deceptive and can more at over 20 knots in Puget Sound, this means that a small dot on the horizon can become a VERY Large ship in a few minutes, or a high speed catamaran moving at 25 to 30 knots.

Extra caution should be exercised in the area of the VTS lanes, remember also that large ships sometimes leave the VTS lanes when operating and can be outside the area they normally operate in.

C) You are at the helm, the boat is outside the Shilshole Marina heading toward the Ballard Locks. As the vessel passes a RW Buoy close to Port. The Skipper consults his chart and tells you to Steer 147° M.

What do you think: Not good – you are headed to the Ft Lawton R Dome & shallow water

What happened: The course was probably taken from True not Magnetic

D) Your course is due North Magnetic. You pass a Yellow Buoy “SF” about 1000 yd. abeam to Starboard. Someone yells “Lets stop for lunch”. You are very hungry.

What do you think: Bad move – you are in the center of the South Bound Shipping Lane

What happened: _______________________________________________

E) You are up towards Edmonds – one of your crew is trying out your new hand bearing compass. They take the following readings: 344° M to a Green Buoy south of Possession Pt and 164° M to the north light on the entrance to the Edmonds Marina.

Where are you: Somewhere Between Possession Pt. and Edmonds

What happened: The readings are reciprocals – there is no valid intersection – 2 LOP readings should cross as close to 90° for best accuracy

F) Your crew takes the following bearing: 318° M to a Yellow Buoy they think is “SE” and 204° M to a Green Buoy you think is off Meadow Point.

Where are you: The LOP is aground south of Spring Beach

What happened: “SE” is probably too far away to be seen (13 nm) The ATON was probably confused with “SF” if so your position is approximately .65 nm on a LOP 024°M from the Meadow Pt. Buoy. If the readings seem confusing or are contradictory additional sights should be taken. All Navigators should know about where they are at all times, that will help to prevent errors like this and others such as running aground or going into the wrong harbor or marina (Yes, I have known boaters that have done both of these.)

Remember – A prudent Navigator always know where they are!

FILE:Exercise-2-Answers Revised: March 21, 2010

© 2010 captnmike.com

Exercise 2 Formatted for Printing Questions (PDF)

Exercise 2 Formatted for Printing Answers (PDF)

Exercise 2 Answer Chartlet (PDF)

© 2010 captnmike.com

c/m

Nautical Training Charts are outdated nautical charts that are used for educational purposes.  The charts are “frozen” with no updates made to the charts, this means that charting remains consistent from year to year so class material and test questions do not need to be changed every time the chart is updated or an ATON moved.

The charts are less expensive than the corresponding current charts.  Some training charts have sections of Chart No. 1 printed on the reverse side.

Product ID	Product Name	                                        Edition Date	Price

13205TR 	BLOCK ISLAND SOUND & APPROACHES	 May 18 1991	$3.00

12221TR 	CHESAPEAKE BAY ENTRANCE  	         Feb 29 1992	$3.00

39TR 	GREAT LAKES/TRAINING 	                         Jan 01 1975	$3.00

12354TR 	LONG ISLAND SOUND-EASTERN  	         Feb 15 1992	$3.00

116TR 	LONG ISLAND SOUND       	                 Sep 05 1970	$3.00

1210TR 	MARTHA'S VINEYARD TO BLOCK IS/ 	 May 28 1962	$3.00

18465TR 	STRAIT OF JUAN DE FUCA/E PART 	         Aug 01 1998	$3.00

http://naco.faa.gov/ecomp/Catalog.aspx?a=NAUT+NOS+MISC+TRAINING

c/m

What we use winches for: Winches provide the mechanical advantage to hoist and trim the sails and running rigging on a sailboat. There are usually no powered winches. Depending on circumstances, there can be thousands of pounds of pressure on a line, so don’t be casual when working with lines and winches.

Grinding and tailing: The act of rotating the handle is grinding, pulling on the line being tightened is tailing. Because the winch won’t pull the line unless the line is tight on the winch drum, both actions need to occur simultaneously. Sometimes one person does both actions, sometimes it takes one person for each action. Thus the person pulling is the tailer, the person grinding is the grinder. One little joke we do from time to time (but not on races) is to get halfway through a tack and then not pull hard on the line. The grinder just keeps grinding but the sail doesn’t come in at all.

Wraps are always clockwise. Every winch you’ll ever use will have the wraps going clockwise. If you put the wraps on backwards the line won’t move at all and you’ll feel really stupid. (Editor note: some port winches on Americas Cup boats wrap CCW, it’s a vector thing)

How many wraps are enough? In light air or with light loads, 1 – 2 wraps might be enough. 3 wraps are standard. Do NOT use more than 3 or maybe 4 at the most. Too many wraps can cause severe problems because it takes too long to remove them, or they cause overrides (see below).

When you’re putting the wraps on the winch drum, make sure they’re stacked neatly on top of each other, and not crossed. When a wrap gets crossed (an override) and the grinder is grinding in the line, the crossed wrap gets underneath another wrap, and the line cannot later be released. You usually don’t find this out until the next time you tack and the sheet doesn’t release from the old winch and doesn’t run, and the boat is out of control. You fix an override by unwinding the sheet as far as possible, then leading the sheet backwards counterclockwise to another winch, and grind until you pop the override. An override can also be caused by leading a line incorrectly.

Put the handle back where it belongs when you’re done: Every skipper has a place where each winch handle is kept when not in action. It might be a little cubby under the winch, or a special handle pocket. Once you’ve finished with your task, put the handle back. NEVER leave a handle loose on deck. Losing a handle over the side is guaranteed to make the skipper very unhappy and mark you as an idiot to one and all.

How to grasp the winch handle. Pick the handle up by the shaft with your thumb over the lock at the end away from the grip. This makes it easy to control the handle and insert it in the top of the winch. If you do the intuitive thing and pick it up by the grip (which rotates easily) you can’t control it, and assuming you have the line in your other hand, you’ll feel very foolish.

Inserting the handle in the winch. Using your thumb to move the locking lever, place the handle in the hole at the top of the winch. Release the thumb lock and CHECK TO MAKE SURE THE HANDLE IS SEATED AND LOCKED PROPERLY by jerking it up and down a couple of times. It’s easy to ignore that safety check, but you’ll find out why it’s performed when you’re grinding away with all your effort, the handle pops out of the winch, and you land face-first on the nearest hard surface.

How to use self-tailing winches: Self-tailing winches have an assembly on top of the winch where you can put the line in a feeder (called the jaws) and as you’re grinding it holds the sheet.

Winches almost always have 2 speeds. Grinding one direction is faster, the other direction is more powerful (easier to turn but brings the line in slower).

Be careful when you’re grinding. Watch the end of the line to make sure you’re not over-tightening the sail. Be careful with clothing and loose objects when you’re grinding. Don’t grind your clothing or other loose objects into the wraps. Never wear a scarf or other loose object around your neck.

How to set up the winch: Take your three wraps, look carefully to make sure they’re stacked neatly and not crossed. Pull on the line to tighten them up until there’s resistance. If it’s a self-tailing winch place the line in the jaws. Take the handle from it’s home, insert it in the top of the winch and make SURE it’s seated and locked (if it’s a locking handle). Pull the line while you’re grinding in the winch. When you’re done tie off the line on the cleat and put the handle back where it lives. (Note: some skippers have their own set-up preferences, some want only one loose turn on the line until just before the tack or jibe, check if in doubt.)

How to ease a line when it’s under stress: Frequently lines are under heavy stress. If you want to ease it just a bit (as opposed to releasing it) put the palm of an open hand lightly on the wraps while you ease the line.

How to release a line and make sure it runs: When you’re tacking the jib or dropping a halyard make sure the line will run cleanly and not get stuck on other objects, don’t stand on a line, make sure a fellow crew member is not standing on a line when released, or clump up and get stuck in the block. Look the line over and shake out any clumps of line or entanglements with other lines. (The cockpit can be a messy place. On racing boats you’ll have up to 10 sets of lines in the cockpit, it’s a good idea to be tidy with the lines and keep them coiled, flaked or stowed.) Take the handle out of the winch and put it away. Then peel the wraps off the top like you’re stirring your coffee. As the line comes off the winch it will begin to run. Let it run through you hands, hold it loosely with no pressure. This will keep kinks from forming and sticking in the block. Don’t turn your back on it until it’s completely run out. It’s your job to make sure it runs cleanly.

Always watch whatever you are adjusting. Stop grinding if a sail hangs up on an object. Do not tear the sails, bend stanchions, damage other gear or injure a fellow crew member. Larger winches can produce several thousand pounds of line tension. If someone says “skirt” this means the sail has hung up and needs to be freed before if can be taken in more. Sail ties sometimes are accidentally left on sails or sails are tied down to the deck to prevent being blown overboard. If a sail is raised without releasing the ties major damage can be done or the sail ruined.

Thanks to George Harvey, Grinder Extraordinaire, who has been a grinder on a succession of pretty good racing boats in Puget Sound for the last 35 years for sharing his knowledge.

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FILE: Winches
April 22, 2010