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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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A Hunter sailboat catches fire, sinks at Frenchy’s 7/8/2010

The Coast Guard and Vessel Assist responded to a report of a burning vessel last week. The preliminary report said that the captain was sailing alone, had anchored in Frenchy’s Cove and had started cooking on his rail-mounted barbecue.

The captain reported that he fell asleep and awoke to find the boat in flames. He abandoned ship in a small skiff and was picked up by a Good Samaritan. He was subsequently transferred to a Coast Guard vessel and returned to the mainland. He suffered no substantial injuries.

The following day, Vessel Assist, Ventura refloated the vessel, policed up the debris and towed it back to Ventura Harbor.

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Comment

That had to be one scary experience for the captain. We’re hoping he was well insured and glad that he wasn’t hurt, at least not badly. We’re also very thankful that Capt. Rob of R Escape has mounted a fire extinguisher on our boat about 5′ from our barbecue.There are also two in our galley area below.

Cooking is the number one cause of fire on diesel powered boats and a stove without an adjacent fire extinguisher is a big oversight. In the case of a rail-mounted barbecue, it’s probably impossible to safely turn off the propane when the stove is engulfed in flames. But there are three ways to turn off your galley gas – the burner control, the solenoid and turning off the tank in the lazerette. Definitely a topic worthy of a crew briefing.

I’ve always been confident that I could survive cooking with a rail-mounted barbecue, afterall, it’s mounted on the rail outboard of the boat. With the top on it, it’s not likely to flame the bimini. Of course, I try not to fall asleep (or pass out) while I’m cooking as I’m partial to rare beef and unblemished gelcoat.

I’m fairly sure that there are more lessons to be learned from this incident.

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Sail Channel Islands

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From Coast Guard Blog -

Posted: 01 May 2010 10:25 PM PDT
CHANNEL ISLANDS, Calif – The Coast Guard rescued 3 people from a sail boat that was in danger of capsizing 2 miles north of Anacapa Island late Saturday afternoon.

Coast Guard Sector Los Angeles-Long Beach received a report from the 32-foot sailing vessel Outta Here that the vessel was listing heavily and in danger of capsizing.

A 47-foot motor life boat from Coast Guard Station Channel Island and a Coast Guard MH-65 rescue helicopter from Coast Guard Air Station Los Angeles were dispatched to the scene. A Good Samaritan that was nearby also responded.

Once on scene Coast Guard personnel determined it was too dangerous for the vessel to attempt to transit back to Channel Island Harbor due to strong winds and rough seas. The 3 people aboard the vessel were transferred to the Coast Guard motor life boat and returned safety to Channel Islands Harbor.

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The Coast Guard announced that the RESCUE 21 system installation will be complete for sector San Diego at the end of the month.

RESCUE 21 provides a greatly improved VHF communications system, but the most salient, to my mind, is the implementation of DSC – Digital Selective Calling.

You probably already have that on your boat. It’s the red button on your VHF. If the system is properly connected, when that button is pushed, you transmit your GPS position and an electronic MAYDAY.

LA sector is still blind to these calls and will be for some time, but it’s creeping our way and is scheduled for installation this December. So, if you haven’t installed a DSC capable radio, gotten you MMSI from Boat US or the FCC, it’s time to start getting your radio act together. Click on the chart above to see that we’re almost the last in the country to get the system. But we won’t be the very last. Alaska, which has a huge number of life-threatening boating incidents, isn’t scheduled until 2017.

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Sail Channel Islands info

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From: Rob Walton, Capt. S/V R Escape

I fully agree with the plan for “next time” but being one of those who was on a boat in the harbor I’d like to relate what a “goat roping” this event was.

We awoke aboard Saturday morning to predicted scattered showers and possible t-storms. Sailing was most likely not in the cards, but there were plenty of boat projects to keep us busy. We poured a cup of joe and turned on the t.v. to catch up on the news. The earthquake in Chile was the lead story.

In short order the VHF came alive with CG sector L.A. broadcasting the Tsunami warning…or was it a watch at that point? Either way there seemed to be no detectable concern and as is the norm the voice on the other end seemed quite bored with the announcement duty. As best I can recall the “wave” was predicted to arrive around 1230 hrs and the surge was estimated 1′ – 2′. That didn’t seem to be anything to be alarmed about, so we went about our normal Saturday morning.

It was close to 1200 hrs when I first heard the new revised broadcast. It had changed from “Tsunami Warning” to “Imminent Tsunami” and the 1′-2′ was now was 8′-10′. T

The CG also warned mariners to stay off of beaches & jetties, out of harbors and to seek “safe haven.”

The radio came alive; “So are you saying to get out of the harbor?” some anonymous Captain asked.

Sector L.A. replied “Please stand by” followed by a disturbingly long pause…they didn’t know what to tell us! The revised announcement was repeated, no further instructions were given and Sector LA went quiet.

Ventura Harbor Patrol finally broke the silence and instructed anyone in the Harbor to stay put and consult their marina managers.

Whaaaat? Being a student of Sail Channel Islands and working on my graduate degree in “Ole Sea Dogness” I instantly knew what a horrible piece of advice that was – our marina’s only concerns are slip fees, registration and insurance compliance. Tsunami’s, water spouts, disasters natural and man-made as well as rampaging mothers-in-law are outside of their field of view.

By this time, it was much too late for us to get underway and out to deep water, but the question remained: should we leave the boat and head for the safety of … the parking lot?

I’ll admit at this point I phoned Captain Dan and told him what was going on. We both agreed that most likely very little will happen but to be on the safe side, close up the boat and go for a walk – away from the beach! We did just that and as we now know not much happened.except for the fishing boat who sped out of the harbor at full speed but that’s another story.

So what’s the moral of this story? Follow the Captain’s advice: head to sea or meet him in Ojai. I believe you’ll find him in the first bar on the right.

R. Harvey

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American Pride probably looks a little pitiful – at least her crew will – after running aground in in Rainbow Harbor in Long Beach.

The Coast Guard reported that another tall ship’s crew finds itself wondering why they can’t move ahead. Ooops we’re aground!!!

According to the Coast Guard, it was a “soft grounding,” and she floated away on the rising tide.

Here’s Rainbow Harbor (Marina). American Pride lives at pier 3b. That looks pretty tight. I wonder who is responsible for monitoring shoaling … or the depth sounder, for that matter.

The Coast Guard is investigating the cause.

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The squid fleet is having a hell of a time keeping their boats afloat. About two weeks ago the Fishing Vessel Lady Francis (thought ladies spelled in Frances) ran aground in Smugglers and Sat. night, the F/V Donz Rig ran aground trying to find her way into the harbor.
 

The Fishing Vessel Donz Rig***** is supported by supplemental buoyancy bags and surrounded by oil booms. At least two Vessel Assist boats, a Coast Guard vessel and a few other boats accompanied the wounded lady back home to Oxnard’s Channel Islands Harbor.
 
I’ve been trying to get the CG to tell us what caused these incidents as there might be a lesson for us all to learn. Think of it – Lady F went aground on Santa Cruz Island on a no-wind night with visibility unrestricted and under a full moon. How’d that happen?

 Donz Rig apparently bounced off the north jetty trying to negotiate the turn into Channel Islands Harbor, began taking water immediately and beached herself on Hollywood Beach.

Actually, I can see how that could happen, particularly to an out-of-towner.
 
It may take an appeal under the Freedom of Information act, but we mariners need to know the multiple causes of these accidents or we’re liable to repeat the actions ourselves.

more when I learn more

and now I’ve leaned more

****Turns out that the boat towed in Sunday was Donz Rig on her way to the shipyard. Sources in the harbor say the crew thought they were entering Ventura Harbor, spun around when they realized their mistake and clipped the north jetty, ending up aground on Hollywood Beach.

There was a small – a couple of gallons – of diesel discharged during the event.

F/V Lady Francis was reportedly towed from Smugglers to a Ventura shipyard for salvage last week. Sources say that was a particularly long ride at a max. speed of 1.8 knots.

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©Randy Bush 2009

Our Sailtime shipmates Randy Bush and Steve Van Hook overheard an interesting conversation on channel #16 a week ago. It’s kinda funny and bit frightening. It’s a dialogue between a powerboat captain and the Coast Guard.

This is Anastasia — where am I?

Saturday was one of those “gottta go out” days. Steve Van Hook and I had just completed a spectacular sail around Anacapa, and had Varekai’s bow pointed toward home. Around 1600 or so, the VHF came alive with an exchange between the Coast Guard and the powerboat Anastasia. It went pretty much like this: (My comments in parentheses).

ANASTASIA: This is the motor vessel Anastasia calling Coast Guard.

CG: Anastasia, Coat Guard Sector L.A. Do you have an emergency?

ANASTASIA: Uh, yeah, one of my engines is out and I need somebody to follow us home.

(The CG then went through their usual interrogation about number of people on board, lifejackets, etc.)

CG: Sector L.A. roger, what is your position?

ANASTASIA: Uh, we’re trying to figure out how to read this thing. We’re near Anacapa Island.

CG: Anastasia, Sector L. A. Sir, what part of Anacapa are you near?

ANASTASIA: Let’s see—the Southwest corner of the Island.

CG: Roger sir, how far off the Island are you?

ANASTASIA: We’re near Anacapa.

CG: (Beginning to sound a little irritated) Sir, I said how far off of the Island are you?

ANASTASIA: Oh, you know what? I think we’re actually on the East side. Right near this pointy tower. I think it has a light on top.

CG: Would that be the lighthouse sir?

ANASTASIA: Yeah that’s it.

CG: Roger sir, stand by.

(We think at this point the CG went off-mike so they could all laugh hysterically. Steve and I were almost on the cockpit floor)

CG: Anastasia, Sector L.A. Are you on the North or the South side of the Island?

ANASTASIA: Uh…

CG: Sir, are you between the Island and the mainland?

ANASTASIA: Yes, we are between Anacapa and Oxnard Harbor. My port engine is out and I need someone to follow us back in.

(Isn’t that why you HAVE two engines? It’s not a friggin’ airplane after all)

CG: Roger Sir, understand. Suggest you continue toward the harbor and we’ll contact Vessel Assist. Sector L.A. out.

Pretty soon Anastasia appeared off our starboard quarter.

“Better give that guy a wide berth,” quipped Steve.

I did.

As funny as this is, it’s also quite sad. What if this guy had had a real emergency? He and his passengers (nine of them) could have been toast because of his total cluelessness. I guess we’d all better keep a wary eye out for the Anastasias of the world.

—Randy Bush

Capt. Dan comments:
There are way more power boaters than there are sailors, so that’s part of the reason our shipmates don’t sound foolish at the same frequency as others. But I think the most important reason that sailors seem more competent than powerboat drivers is that it takes training to operate a sailboat. That training usually includes basic navigation, rules of the road, and teaches sailors to be “forehanded” to think ahead.

Many would-be powerboaters find a sexy looking boat in the showroom, look at the wheel, spot the ignition key, write a check and are off on an adventure. That level of knowledge can be hazardous in an inland lake, on the Pacific it’s only a matter of time before they scare themselves – or us.

From time to time, they have serious, sometimes fatal but avoidable accidents. Many is the weekend we’ve heard Mayday calls from skippers who did not know the name of their boat, where they were or where their next sip of gas was coming from.

Licensing makes sense to me. Just a simple online test or an ASA certificate. But even better than a state or federal license – a big break on insurance for people who have taken the time to hone and then prove their skills.

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© Wayne Lambright 2005, photos used with permission

Santana 22, about to be engulfed, passes beneath Golden Gate Bridge. This does not go well.

This picture shows this hapless boat just before it and the crew are tumbled by the breakers. This most graphic of graphics prompted Mack Frankfurter to ask the best strategy for returning to Ventura or Channel Islands in heavy weather.

We’ve come back home to Channel Islands Harbor a few times when we wished we hadn’t. The most notable was a high speed transit home from Santa Cruz in 40+ knots (gusts over 50) and swells building to more than 10 feet.

The swells were not penetrating the channel that day, so if we could get past the breakwater, we’d be home free. It was a harrowing ride aboard the 46-foot, 12-ton Sancerre. A swell caught us as we neared the breakwater and lifted so high we felt as if were floating above the G1 light. The wave broke, really collapsed, and we settled into frothy whitewater, but inside the breakwater in fairly flat water and a mere 30 knots of wind.

Coast Guard 47-footer in action

Was there a better way? I called the Coast Guard Station at Channel Islands and talked to Boatswain’s Mate Second Class Jimmy Allen. Petty Officer Allen is the operations PO and an expert at driving all of the boats at the station and a graduate of 3-week National Motor Lifeboat school at Cape Disappointment, Washington.

According to Petty Officer Allen, either 30 knots of wind or swells greater than 8 feet constitutes heavy weather in their book. When conditions get to that point, they will only operate the 47′ Motor Lifeboat. Nothing smaller.

Allen’s advice coincides with what we teach at Sailtime Channel Islands Sailing School: Take time to assess the situation before leaving the harbor. Allen says watch for at least 10 minutes and check both the north and south exits. We agree that south is usually best in the prevailing W-NW wind and swell.

When PO Allen’s leaving on SAR, he’s got to go. We don’t, and if the waves are crashing over the breakwater and the sea looks like mashed potatoes as far as you can see, go back to your pier.

Let’s take the case that you’re already out there and heading home in snotty weather. Again, scope out the situation before committing. Call the Harbor Patrol on channel 16 to get their assessment of the situation before heading in.

Get the boat ready. If you’ve been paying attention to the conditions, you’ve already got your hatchboards in place, your hatches dogged, loose gear stowed and you’ve got everyone clipped in. Start the engine and get her warmed up. Brief your crew on what to expect and what you’ll be asking them to do.

47-footer at Morro Bay

If we have our typical N-NW windc and swell, approach the harbor on a broad reach – never dead downwind – that could turn into an ugly gybe. Put the engine in gear. You’re likely to need every bit of power from every source to make the passage. Try to get the rhythm of the swell. PO Allen runs at nearly full power and settles in behind a swell, doing S-turns so that he doesn’t outrun the waves. That’s obviously something we can’t do in our 8-9 knot sailboats. But we can read the waves.

If the moment you’ve picked turns extremely snarly, come up to a close reach and head back out for deep water, another look and, maybe, better conditions.

I set up so that I’ll pass close to the breakwater – normally 50 yards or so and at about 90 degrees to the breakwater. The swell will shoal up in the shallow water, making the waves higher and steeper, but it’s better to be as far upwind as possible than to get blown down to the south jetty and the shallow water south of it.

As soon as I’m a hair past the breakwater, I turn up hard, go to max power and head for the lee of the breakwater. We trim our sails and sail almost parallel to the breakwater until we’re on the channel centerline or slightly left of it. Then we head in.

All of that said, there may be a time when the wind and swell are so hazardous that you’re better off staying put at an island anchorage or even simply heading back to deep water. It’s a tough call – my crew is tired, we’re already here; do I want to try to wait out the storm?

Finally, Petty Officer Allen says that they’ve been able aid boats in distress by positioning the 47-footer directly astern and matching speed. This dampens the effect of the breaking water.

The discussion of returning to port in heavy wx will continue in the next blog. If you’ve got an experience to share or comments on the issues, please post them in the comment box below.

See you on the water

Capt. Dan

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People – though not in Sean’s crew – died.

Log entry: 28 October 1988

Maiden overnight voyage on Down Under, a 54-foot Hunter cutter-rigged sloop.

Aboard: my girlfriend Nicki, my soon to be step-daughter Brittany, a friend of Brittany’s and me.

Weather: Skies clear, a steady 10 – 15 knot wind out of the NW.

Passage to Smugglers: Uneventful and entirely enjoyable. We arrived at Smugglers to join about 9 other boats. We chose to anchor approximately 200 feet from the point which separates Smugglers and Yellowbanks.

At anchor: The afternoon was glorious, an inflatable zoomed around the cove pulling a water skier; the cove was sunny and the water flat. That evening, as I swayed in the hammock I’d strung between the staysail and the mast, I remarked to my girlfriend on how bright the stars were that night.

We called it a night at around 10pm, and fell asleep.

Anchor watch: At 2am the wind started howling. Within an hour it was over 30 knots with gusts to 50 knots. A bit of the roller-furling staysail came loose, exposing it to the full force of the wind. This eventually caused the furling line to part and the sail unfurled explosively. I raced to the deck to lower the sail, however not before the sail was shredded.

Fortunately, we had set two anchors at approximately 45 degrees relative to port and starboard bow. One was a 44lb Bruce and the other a Northhill.

The wind was now heading directly towards the southern end of Smugglers; the boat had spun around and was no more that 10 feet from the rocky point at the southern edge of Smugglers.

Wind and sea continued to build over the early morning hours. Wind waves of more than 6 feet crashed into the anchorage. Pictures I took of the neighboring sport fisher show waves breaking over the bow of the anchored boat.

For now, my anchors held tight and kept me off the rocks. The boat was equipped with a dated manual windlass that we were not sure could handle the load. We realized that unless we were to cut the anchor lines we would be unable to move to a safer anchorage.

We decided to wait it out, as the anchors appeared to be holding fine. Right next door in Yellowbanks, drama was unfolding as a Coast Guard cutter had washed ashore in an attempt to rescue another boater. Later, I heard that another boat with a family aboard had died as their boat slammed into Anacapa.

Escape: The winds persisted for nearly 5 days as we sat aboard Down Under hoping for a break. On the fifth day the winds had decreased to 25-30 knots and we decided to take our chances. With Nicki at the helm, we motored at full throttle against the wind and waves. In the process of pulling up the first anchor, the line parted, leaving the anchor firmly secured to the seafloor. During this attempt the dinghy painter got wrapped around the prop and sucked the dinghy (a hard fiberglass with wood trim dink) under the boat and crunched it into many pieces.

Having now only a single anchor we contemplated our next move. Since our engine was out of commission we decided to attempt to pull the anchor and sail out of the anchorage. Fortunately the second anchor did come up with the manual windlass and we were able to reach out of the anchorage under sail.

Homeward bound: The passage home was windy and bumpy, however we made it to the Ventura harbor entrance just in time for the wind to die completely! We were towed back into our slip.

The Bill: Down Under had damage to the hull, sails, and lost the dinghy. Total damage – as they say – $15k. The insurance company was grateful; grateful that it wasn’t a total loss.

I learned a valuable lesson about sailing and carefully selecting an anchorage at this time of year. And to keep a watchful eye even if the weather seems perfect.

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