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Too fat to float

OK. The Surgeon General says we’re too fat. It’s his business to keep track of our health. But now the Coast Guard?

Eat Drink & Sail!

I wish I had someone else’s picture for this, but all the ones I found were too insulting or showed fatalities. So I used my own, and by God, I’m going on a diet.

Here’s the deal — the Coast Guard has changed the calculation for carrying capacity raising the assumed weight of passengers to 185 pounds. According to Soundings, since 1960 the assumed weight had been 160 pounds.

The call for change stemmed from two boating tragedies. In March 2004, a pontoon water taxi called Lady D overturned in Baltimore Harbor with 25 aboard. Five people died; four were severely injured.

In October 2005, a monachal called Ethan Allen sunk in 70 feet of water on Lake George in New York while carrying 49 passengers. Twenty elderly people died.

This doesn’t affect cruise ships or recreational boats, but does impact so called T boats. One Miami cruise operator points to his craft, which before the modification was allowed to carry 49 passengers and is now limited to 35.

Though we haven’t heard of a Fat Patrol, it’s not a stretch to imagine that Harbor Patrols will start looking a bit more closely at boats that are riding low in the water.

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Santa Ana winds roar through Oxnard Plain

Santa Ana winds regularly whip through this area about this time of year. But you don’t have to quit sailing just because the wind is out of the east.

NOAA doesn’t call all easterlies, not even all strong easterlies, Santa Anas. I’m not sure what NOAA’s Santa Ana criteria are, but looking at the Sailflow chart, you can figure out that the heart of this thing is moving along at 30 knots.

That’s not a lot, especially not when you consider that historically these winds have clocked in near 100 mph (NOAA thinks mostly about effects over land, hence mph rather than knots.)

Yesterday’s Sailflow looked about the same as this morning’s. It was a warm — better than summer — day here in Oxnard and we were eager to sail. So off we went.

As we reported yesterday on Facebook, it was a rip-snortin’ day, but on reflection, there were some lessons to take aboard for the next bout of Santa Anas …. which happen to be lashing the palm trees right now.

Sailflow was exactly correct: the winds were NE and not affecting Channel Islands Harbor. We started out on a broad reach heading south. We were in the yellow band — the margin of the flow. We saw winds in the 20 regime, but what is weird and dangerous in the margin is that the air is very turbulent and wind direction and velocity swing wildly. We saw 20 from the NE and then a 10 second calm, when the windex did a 360 and then 15 knots out of the NW.

That happened over and over: the water would boil with short period gusts and we’d get ready for a forced jibe, then it’d settle down and we’d be rocking along on an 8 knot sprint.

We had a great time: starboard rail in the water and almost instantly a lull was followed by a wind shift that put the port rail in the water.

Great fun, actually. Had we wanted more consistent wind, we could have sailed a bit more to the south and had all the NE flow we could stand, or we could have sailed north into more consistent (though still gusty) W to NW winds. In the gusty region we explored, we elected to keep the main in pretty tight, mostly because we were uncertain that we would be able to predict when the boat might jibe. We also remained scrupulously clear of the boom.

Only two other sailboats were out there with us, but they returned early. One looked like a Hunter with  a jammed main furler. The other guys just quit.

Our helmsman was worn out at the end of three hours and we replenished our strength at the Lookout, where they tapped a new keg of IPA for us.

Altogether, a very satisfying day on the water.

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Typical weekend day in Channel Islands Harbor

About 98% of all the boats around here stay tied up about 98% of the time –

I’ve said that often. But I’ve been corrected. Many locals who should know — harbor patrol, marina managers and the like — think I’m an optimist. They say it’s more like 99% and 99%.

So why would someone invest hundreds of thousands of dollars in a boat, then spend something north of $500 a month on a slip, several thousand dollars a year on taxes and insurance and let the boat sit? Unless you’re a member of the Bottom Cleaners Benevolent Society, it just doesn’t make much sense.

I’m sure there are lots of answers. One, I’m sure is the dream that didn’t work out as planned.

“Marge, I declare if we buy this boat, we’ll spend every weekend on her. EVERY WEEKEND!”

And for the first three months Marge, the kids and the Old Man sail every weekend. And then soccer happens and they lose a Saturday. Then ballet. Maybe someone has to study and there is an interlude in the boating.

That’s one theory. My new theory is that somewhere early on in the boating adventure the Old Man screws up a departure or a landing. He is chagrined, maybe develops anxiety feeling he’s going to ding his boat. Or be laughed at (some more). That’s a strong deterrent to going to the boat.

I think there is an antidote. It’s in three parts.

ONE:

The first is the realization that not every docking will be perfect. From time to time, I find myself at some crazy angle on approach and have to try it again. In fact, a couple of months ago it took me three attempts to master a strong crosswind before I could nestle Wiley — a boat I’ve sailed for 20 years — into her berth. And yes, I’ve bumped the dock harder than planned more than once.

I once encountered a highly experienced captain-instructor who said that every landing he made was perfect. Don’t believe that. And if you happen to hire him, make sure you’ve got him in a Drug and Alcohol Prevention program and have him sign up for Liars Anonymous. At a minimum, find out what he means by perfect. Maybe it’s simply no gaping holes below the waterline.

TWO: FENDERS FENDERS FENDERS & DOCKWHEELS

These items aren’t cheap — especially those dockwheels, but they’re indispensable if you have a slip that lies crosswind. Unless you’re in the 98% in question, you’re going to contact the corner of the dock some day. One firm contact will cost as much or — likely — more than a set of dockwheels.

THREE: LESSONS AND PRACTICE

Get some lessons on your boat. Learn how to use spring lines to get out of your slip in a strong crosswind. Learn how to use variable power on twin screws and how best to use a bow thruster, learn how prop walk can screw up a landing or make it slick as a training video. Figure out your bailout tactics for blown approaches. Even if you don’t hire a coach, you need to practice on your own. Like parallel parking — you’ve got to practice more than once in a while to be any good at it.

Then join the 2% who love to sail.

(If you want coaching, I’m happy to help: 805.750.7828. I’m not inexpensive, but then neither is your boating investment.)

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Ooops.

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Niagara Falls — not our problem

Report from the Buffalo News:

Updated: May 31, 2011, 11:34 AM

Authorities rescued two boaters who were stuck within 1,000 feet of Niagara Falls on Monday afternoon.

Robert Jackubec, 25, and Raymond Metzger, 27, were traveling on the upper Niagara River just off Grand Island when their boat’s engine failed.

The Erie County Sheriff’s Marine Unit responded to a cell phone call from the boaters and arrived at 2:39 p. m. to find them within the shallow waters of the Niagara Falls exclusionary zone.

Sgt. Rick Lauricella and Detective Scott Piel were able to attach a line to the distressed boat and pull it to safety, sheriff’s officials said.

citydesk@buffnews.com

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It's a no-brainer to don a life jacket

How many deaths did it take?

How many dead sailors have to line up before the leading authority on sail-training decides that everyone should wear a life jacket, at least in sailing schools?

The answer: none. Sort of. Seems the death of an American Sailing Instructor and his student prompted the insurer that covers us instructors to demand that everyone wear a life jacket.

They have also required that everyone sign a release.

That second step protects the insurance company, but the first step – putting on that life jacket – is the one that will save lives.

The ASA has always been a lukewarm promoter of life jacket use and a bit lame – my opinion – in promoting safety. Unlike the aviation community, which thoroughly investigates accidents and disseminates lessons learned, the boating community shrugs its collective shoulders when a mast fails, a boat sinks or a crewman is grievously injured.

Of course, aviation is covered by the FEDs. Boaters – at least small boat(ers) – are barely noticed by the Coast Guard. In fact, if there is no fatality, the Coast Guard does little more than log an incident. So in our game, it’s pretty hard to learn from others’ mistakes. You’ve got to make all your own.

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A signal you can't miss - a shot across the bow from a Coast Guard marskman

In some major ports, particularly those shared by civilian cargo carriers and warships, the Coast Guard is tasked with escorting ships to and fro. Apparently the sight of the Orange armed rigid inflatables (RIB) isn’t enough to deter sightseers from closing inside the limit.

So now, just to make things perfectly clear, the CG is experimenting with a less-than-lethal warning tool. It’s a 12-gauge plastic and aluminum shotgun shell that ignites after approximately 100-meters to create a bright flash of light and loud sound.

They’re experimenting with this device in Boston Harbor. If they ever deploy that in our neighborhood, I’ll be sure to stay tuned to #16.

BTW – less-than-lethal? What the hell does that mean? It’s a pyrotechnic shot gun shell that explodes at 100 meters. I don’t think I want my plastic boat anywhere near that.

BTW2 – vessels in proximity to warships are to slow to idle speed within 500 yards and approach no closer than 100 yards. Additionally, many areas are off-limits to civilians such as Port Hueneme.

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This sequence takes place somewhere in Scandinavia – or so I guess from title. But just in case you think it doesn’t apply to your sailing in Southern California, guess again.

Last week, NOAA issued high surf advisories. At sea it wasn’t a problem as the interval was almost 20 seconds, but when that swell mounded up in shallow water, it got quite impressive. Scary enough for Coast Guard Station Channel Islands to issue a warning about entering our harbor.

It turned out that the northwest entrance was not much of a challenge, but the  southeast entrance would have been very sporty with surf in the 12-15 foot range and breaking at least a quarter mile outside the breakwater and continuing to break (albeit a much more manageable three feet or so) in the main channel.

While the mariners in the movie made it in safely, there was a point very close to the rocks where they were just along for the ride. They had no control whatsoever. With the surf conditions we experienced the other day, broaching, pitch poling or getting rolled were all possibilities at the south end. I don’t know what the Viking’s alternatives were, but I can’t think of circumstances that would force me to try that at home.

BTW – the harbor is on a small Danish island – Bornholm – in the middle of the Baltic Sea. I think this is the spot and probably fairly tricky with any sort of weather. And the Baltic always has significant weather.

View Larger Map
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Sail Channel Islands

Thanks to Rob Walton and the R Escape crew for the link.

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Forty-seven foot Motor Life Boat (MLB) underway from Channel Islands Harbor on a Search and Rescue mission

You could be the next one chosen by fate to be at the right place at the right time for a mariner in distress.

I read the Coast Guard news a couple of times a week, and it is a rare story that tells of mariners in trouble near the coast who are rescued solely by the Coast Guard.

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Most reports credit a Good Samaritan with finding, rescuing, towing, fighting fires and dragging folks out of the water.

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It’s usually our fellow boaters who are rescued, but Good Samaritans have rescued a fair number of non-mariners who have somehow found themselves in the water (think fishermen on the jetties.)

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We hear Urgent Marine Broadcasts nearly every weekend telling of unknown mariners in  unknown positions hailing Mayday on Channel #16 and then requesting all vessels to keep a sharp look out and report sightings.

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Two Januaries ago, I was out on a clear crisp day when a fishing vessel called Mayday and added that they were just off Sycamore Canyon, which is close to Pt. Mugu, just a few minutes away from Channel Islands Coast Guard Station.

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Their second transmission was “Glub, glub……”

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All went silent.

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Dennis Dreith, the Bosun, and Dave Lumian of ASA fame were part of the Good Samaritan rescue of a British yacht.

The Coast Guard boats arrived on scene within 20 minutes or so, called off the Mayday and the Urgent Marine Broadcast and reported that a Good Samaritan had rescued the crew.

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The boat had, in fact, gone to the bottom.

Chances are, if you’re in a sailboat, you’re not likely to speed to the location when the Coast Guard actually provides one. More likely, you’ll become a Good Samaritan by surprise, when someone gets in trouble who is quite close and you’re suddenly the on scene commander.

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It’s happened to us twice in the last couple of years. Both were fairly low-key affairs with no calls to the CG.

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In the first case, a novice jet skier fell off his machine just outside Ventura Harbor. We noticed that he was struggling to get back aboard. We made a close pass and asked if he needed help. He said he didn’t, but we kept an eye on him anyway. Twenty minutes later, we could see that he was still struggling, so we returned and asked him again if he needed help. “Now would be good,” he said.
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We rigged a towline and he attached it to his machine. He had a little trouble getting up our boarding ladder, probably due to hypothermia. But he made it. Had he tumbled back into the water, I had another line ready with a bowline that I could have used to assist him.

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Our second incident requires a good bit of time and several beers to tell with full effect, but the short version is …
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We were anchored at Fry’s on the north shore of Santa Cruz Island. We’d set the bow toward the beach. Our French Plow bow anchor, with about 150 of chain rode, was about 40 yards off the beach and the stern anchor, which is a large Fortress, was in about 30 feet of water with about 200 feet of rope rode.
We were solid and very proud of the slick job we’d done.
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Near sunset, a yacht larger than our 46 foot Jeanneau shows up. She’s flying a Union Jack and has a fairly large crew. This is where the story can get very long – they spent more than an hour trying to get anchored. If it wasn’t their bow anchor that wouldn’t set, it was their stern. They tried to anchor to our starboard, tried forward, tried aft, tried port. Then they tried forward and port and managed to foul their prop with their stern anchor rode.
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Now they were well and truly screwed. It was dark. The Coast Guard and Vessel Assist were at least an hour away and their boat was easing in toward the rocks.
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They hailed us, asking for advice. We were stuck for an answer.

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The first rule for Good Samaritans is don’t get your ass in crack. Don’t do anything that will jeopardize your boat or crew. Don’t become a victim who needs rescuing. Think before you act and have a plan that allows you to escape.
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So here’s what we did. Since we were very solidly anchored, we told them to run a line from a stern cleat to our boat. They cobbled together enough sheets and halyards to reach us. We put their line on our main winch and cranked them away from the rocks, which also set their bow anchor. We kept cranking until we’d pulled them half the distance to us.
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In effect, we were their stern anchor. We kept the line on the winch so we could rapidly adjust if tide, wind or current became a factor and we placed our biggest, sharpest knife adjacent to the winch. If we had to get loose, we wanted to do be able to do it in a hurry.

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We set our anchor-drag alarm for minimum distance and one of us stayed at the winch all night. We’d also established a game plan for the night.
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Should we need to break free. The anchor watch had his whistle close at hand and would signal with multiple blasts that the rest of the crew needed to get on deck. One of us was assigned to drive the boat and mind the winch, another to pay out bow rode and the third to weigh the stern anchor. We discussed all the contingencies, including various wind and weather conditions that would make us alter our plan. For instance,  a strong onshore breeze would have meant weighing the bow anchor first.  Then we split into watches, keeping an eye on our movement – we were only 20 yards from shallow water and a rock wall to starboard – and on our pals.
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Fortunately, the weather remained settled. Just after dawn, the Brits suited up and dove the prop. A huzzah went up, when they pulled the line clear. I’d read about huzzahs, but this was the first I’d ever heard.

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Just before they collected their line from us, they brought us medals, a citation and a note from the Queen.
Actually, it was better than that: They brought us a bottle of very nice gin.
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I don’t think there’s anything in the Good Samaritan’s Handbook that says you can’t accept a gratuity. Is there?

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Capt. Dan is skipper of the Yacht Sancerre and owner of Sail Channel Islands, which offers charters and sailing lessons near the – guess what – Channel Islands of Southern California.

Capt. Dan

Sail Channel Islands

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Coast Guard multi-mission helicopter

Sir: Installed Rescue 21 equipment at Sector LA/LB is in a system testing phase. By November of this year, the Coast Guard will likely conditionally accept the system and commence the shutdown of the older National Distress Response System (NDRS). In 2011, upon final acceptance of the Rescue 21 system, all obsolete or redundant NDRS equipment will be powered down.

BETTER RESPONSE: IT’S ALMOST HERE.

So, if you’ve got a VHF radio – you’ll benefit from Rescue 21 – but if you’ve got a VHF with a red DSC (Digital Selective Calling) button, you’ll have much better protection.

If you haven’t already done done so, you need to hook your VHF radio to the GPS and register your boat with the Coast Guard by getting an MMSI number. Those proceduers will enable DSC.

Here’s what the Coast Guard has to say about DSC:

Digital Selective Calling

No new equipment is needed for you to benefit from Rescue 21. The new system will increase the Coast Guard’s ability to respond to distress calls in the coastal zone. However, you can help us improve response time by using a marine-band VHF-radio equipped with digital selective calling (DSC).

If properly registered with a Maritime Mobile Service Identity (MMSI) number and interfaced with GPS, the DSC radio signal transmits vital vessel information, position, and the nature of distress (if entered) at the push of a button. In an emergency, with one push of a button, your DSC radio will send an automated digital distress alert containing your MMSI number and position to other DSC-equipped vessels and rescue facilities. DSC will provide a quicker and more accurate response by the Coast Guard. For more information on Digital Selective Calling check out the video, Can You Hear Me?
Get your MMSI Number

The Boat U.S. and Sea Tow MMSI Programs have been certified by both the Federal Communications Commission (FCC) and the Coast Guard. To obtain and register your MMSI number, the Coast Guard recommends logging onto http://www.boatus.com/mmsi/ or http://www.seatow.com/boating_safety/mmsi/mmsiRegister.asp and following the instructions.

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