Well, I promised this blog post all the way back in 2017 when I posted about Marine VHF, but am just now getting around to writing it. It’s time to revisit radios and discuss one of the most useful features most users don’t know anything about, Digital Selective Calling (DSC).
Modern-day marine VHF radios offer not only basic transmit and receive capabilities. Permanently mounted marine VHF radios on seagoing vessels are required to have Digital Selective Calling (DSC) and new VHF radios, even recreational models, are now required to include DSC features. DSC allows mariners to instantly send an automatically formatted distress alert to the Coast Guard or other rescue authority anywhere in the world. DSC also allows mariners to initiate or receive distress, urgency, safety, and routine radiotelephone calls to or from any similarly equipped vessel or shore station, without requiring either party to be near a radio loudspeaker. I like to think of DSC like text messaging on your cell phone; you can send short text messages between VHFs, including requests for voice communication with a specified channel indicated. DSC transmits this data over VHF Channel 70.
If you have a VHF radio, you likely have DSC included on your radio, but you have to make sure everything is set up in order for it to function correctly. Firstly, it is important that you register with the USCG to get a Maritime Mobile Service Identity (MMSI) Number and properly enter it into your DSC equipped radio. Registering is relatively. When I registered Serenity, I used SeaTow, which has a free registration system on their website, but there are a host of other options, like the US Power Squadron, BoatUS (there is a fee unless you are a member), and a few of others. Generally, you will need to provide pertinent information regarding the vessel (e.g. LOA, color, HIN, Name, Home Port, etc.) and contact information for the owner of the vessel. This information gets entered into the USCG database and they assign it an MMSI number, which is then provided to you and is forever associated with that vessel.
Once you receive the MMSI number, you can program it into your VHF, which is usually a very straight forward process that is outlined in your owner’s manual. This number acts as your address for DSC and will be transmitted with every DSC message you send. This is also how you would send a message to a specific vessel, but more on that later. Before we get into the more fun aspects of DSC, we should probably make sure that the distress function is working. Having the MMSI issued and programed into the VHF is a good start; now, if you pushed the distress button, instead of a blank message, it would transmit your MMSI number, which would tell the USCG the name of your vessel, associated information, and the contact information for the owner. However, there’s other information that might be nice to include…like where you are.
Your VHF can automatically include this information if it is connected to a GPS receiver. Many newer VHFs will actually have a GPS receiver built into the unit and will automatically include location information in your DCS messages, that means your set up is pretty much done, but if you have a unit without an integrated GPS you have a little wiring to do. The data standard for most electronics is NMEA 0813 or the newer standard of NMEA 2000; you just have to read the owner’s manuals for your particular GPS receiver and VHF. It will likely be a two wire connection between the VHF and GPS, but while you're at it, you might want to connect the NMEA out from the VHF to the Chartplotter as well. If the GPS receiver is on, this will automatically provide your position, with a timestamp, to any distress message you send and, with the DSC talking to the Plotter, it will allow positions in DSC Distress messages to be displayed on your Chartplotter automatically. For that reason, it is a good idea to make a habit of turning on your GPS receiver or Chartplotter whenever either VHF radio is on, in order to provide this data stream; if the VHF is not receiving this data, you will probably be getting an alarm every few minutes anyway.
So, now we have our MMSI number and GPS data in our VHF, which means your DSC messages will now include who you are, where you are, and when the message was sent. We’re ready to start sending some messages. Every VHF will likely have a slightly different interface, so I’m not going to get into the gritty details of operations, but stay at a relatively high level overview on given operations.
Distress Messages. Sending a Distress Message is probably the most important feature of DSC. While it is advisable to transmit the most detailed distress message possible, I think it’s unlikely that you’ll want to try to enter the nature of the distress, number of people on board, etc. when it’s all hitting the fan. When you’re in the thick of it, you’ll probably be happy to just send a quick message with vessel information a position. That’s pretty simple with your DSC equipped VHF, now that it’s set up:
General Messages. Now we get to the fun part, sending messages to your friends. One of the drawbacks to VHF communication is that it’s a party line and you never know who might be listening in on your conversation. Let me tell you that standing watches on the bridge of a ship at anchor, I would listen excitedly to any interesting conversations. Someone would call someone else on VHF channel 16 or 13, both of which we monitored at all times, and then suggest a new channel to continue their conversation on. Without fail, I would change over to that channel as well, just to see what they were saying (note that the definition of interesting changes when you’re stuck on the bridge for 4-hours without much in the way of entertainment).
This becomes problematic when you want to discuss something that you don’t necessarily want everyone listening in to, like where the prime beaching spot you just found is, or the location of your super-secret fishing hole. With DSC, you now have an option that won’t advertise your conversation to everyone that might be listening in on Channel 16.
If you know the MMSI number of the station you want to communicate with, you can send a DSC message directly to them and no one else. You also have the option of creating a group of several MMSI numbers and sending messages to only that group, or sending to All Stations for a general information broadcast. These all have their uses, but I think for the average user being able to send to one station is probably the most useful feature.
The survey launches on Rainier used to make use of this function fairly often. When 2 or 3 launches were working in close proximity to one another, they would often want to raft up together for lunch. It gave them a chance to BS with the other launch crews, trade lunch items, and generally relax. However, it didn’t wasn’t a practice they wanted to advertise to the FOO (Field Operations Officer) or CO (Commanding Officer). The FOO had two radios in his office and was always listening to the channels the launches were required to monitor, so it was tough to sneak one past him (it was me), but the more radio savvy on the crew began using DSC to clandestinely contact the other launches and arrange a meet-up for lunch.
When you initiate a DSC message, you will be able to input the MMSI number of the station you wish to reach, or select it from a stored list. You then should be prompted to enter the VHF voice channel you want to begin voice communications on, if you want to talk, but you could also enter a purely text based message (e.g. “Meet for lunch at Camp Coogan Bay?”). A station receiving a DSC call can respond via a text based message, or they can Acknowledge the call and their radio will automatically tune to the specified VHF voice channel. The sending unit will automatically shift to the specified VHF voice channel once it receives the Acknowledgement and the two stations may begin conversing over that VHF voice channel and no one else is any the wiser.
If anyone is looking to give it a try, you can always send the Serenity a message; if I’m aboard I’ll be sure to reply…maybe even meet up for lunch. Our MMSI number is 338154427. Until next time, here’s wishing you fair winds and following seas.
Finally, the long awaited continuation of the Boating Necessities Post, as we delve into my small boat tool box. I often joke that my toolbox only needs three tools in it: WD40 (if it doesn’t move and should), duck tape (if it moves and shouldn’t), and a big engineer's hammer (if it’s broken, beat it until it starts working or needs to be replaced completely). Unfortunately, I couldn’t fit a big enough hammer in this toolbox, so I had to go the more traditional tool route.
Again, the tools you will be able to carry will be dictated by the amount of space you have on your boat, but my 14-ft Lone Star Malibu is likely as small a boat as you’re going to find with a dedicated tool box. On the houseboat I have virtually unlimited space/weight restrictions and as a result I went overboard (pun totally intended) on my tool kit; I dedicated an entire closet to tools.
Obviously, I had to scale it back to the barest of necessities on Boaty. It would be nice to have all the tools in the world, but with limited space and weight, I had to put a considerable amount of thought into what tools I might actually need when the stuff hit the fan and I had to do some repair work on the boat. I limited myself to the smallest, and cheapest, Harbor Freight plastic toolbox; the $6 (I think I had a coupon for $4) 12-in toolbox with removable upper tray.
That’s another thing about this toolbox, it’s going to be cheap in addition to being small. I can’t fathom (again pun totally intended…I guess just assume that all puns are totally intended) putting high quality tools in a toolbox that I will hopefully never need to use. Okay, I can’t fathom spending the money for something like Snap-on for my regular tools either, but I do generally buy good quality tools and may have a fine German instrument (some Knipex pliers or a Wera wrench when I find a deal) mixed into my toolbox here and there. That will not be the case with this kit; I’m going cheap, so there will be a lot of Harbor Freight and other bargain tools…as long as they're functional enough to get the job done.
Let’s start with the small storage boxes built into the lid. These proved to be the perfect spot for electrical connectors and small parts. I’ve stocked them full of varying sizes of crimp connectors (butt connectors, eyes, spades, etc.), replacement fuses, and wire nuts. Hopefully, everything I would need to do a minor wiring repair to limp back to the dock.
In the top tray I’ve got a few more consumable items and parts, like a small assortment of hose clamps, some JB Weld, spare spark plugs, and a couple new utility knife blades (note I need to buy a new tube of 5200 adhesive/sealant that would also be included there). I also keep a battery terminal cleaning tool and a small roll of SAE wrenches in the upper tray. Fact is, most modern boats and cars are metric, so you'll likely want a metric set, but on a 1968 Evinrude, you’re not going to need any of that European crap, just good old fashioned fractional SAE wrenches will do the trick. In this case I am using an old set that was passed down to me from my grandfather; a Lakeside (Montgomery-Wards house brand, similar to Craftsman for Sears) open end wrench set.
Now we’re getting into the bulk of the tools. More often than not, when I’ve had trouble on the water the nature has been electrical. As a result, I have the extensive collection of connections/fuses above, and I need the associated tools. I’ve included the cheapest Harbor Freight multimeter, which they used to offer as a free coupon, but can be had for about $6; again, I’m not putting a Fluke in this kit and while this Harbor Freight multimeter isn’t the most reliable or well built, I have diagnosed many a problem with them. I also have an old set of wire strippers/cutters/crimpers (not my favorite, but they will definitely work), a length of 12-ga wire, and some electrical tape.
There are a few other consumables that can come it very handy. These include a collection of zip ties, some Teflon tape, and a roll of duck tape (this is duck tape, please stop correcting me to “duct tape” spellcheck; it was developed during WWII to seal ammo cans and shed water as if off a duck's back, it is completely inappropriate to use on duct work as the adhesive dries out and it leaks; use aluminum foil tape instead). You will notice that the duck tape is conspicuously missing from the above picture, that’s because I made an exception for that as it didn’t fit into this small toolbox and had to be carried separately; it can be seen in the photo in the previous post.
The only thing left is to round out the rest of my hand tools. I’ve got a Harbor Freight pliers set, hex key (Allen wrench) sets, utility knife, razor blade scraper, and wire brush. I’ve also put in my old Stanley screwdriver set, which isn’t great quality, but beats the free Harbor Freight sets. One exception I might make is for a more expensive tool is if I can get greater functionality in a smaller package and I’m considering throwing in a multi-bit screwdriver like the MegaPro maritime screwdriver shown below, but sometimes there's no substitute for a real screwdriver and I like the MegaPro I have too much to relegate it to the seldom used boat tool kit...I think Harbor freight might have a free coupon for a 6-in-1 screwdriver now.
Obviously there are several tools that I would like to include, or you might want to add to your kit, but storage space is at a premium when you only have 14-ft of boat. I'd love to include a full socket kit, or even just a ratchet and the necessary sockets for the boat; a spark plug socket sure would be handy, but I can get to my spark plugs with the open end wrench if I have to. Box end or combination wrenches would also be nice, but take up more space and the open ends should be fine. You might need to include a prop wrench, but it's not necessary for my little 33-HP Ski-twin. All of these can be had for very reasonable prices if you look around, even a name brand sets like Crescent or Channellock can be found for between $50-$75 on Amazon. A couple other items that I would have included if I had the space are a mini hacksaw and a soft wood plug set, but I don’t think those are essential and I was plumb out of room. If I add anything, it's going to be a few spare parts, like a propeller, but I haven't yet found those for the right price on eBay.
All in all, it's a pretty compact little set that should get me out of a jamb...if I can figure out what's wrong. If you've got any suggestions for additional tools, I'd love to hear them in the comments; I'm always up for buying new tools. Until next time, here’s wishing you fair winds and following seas.
Vexillology is fascinating (e.g. flags are cool), but what flags should you display on your boat, how do you display them, are there actually rules? In answer, of course there are rules, but very few people know them or follow them. Are the flags in the photo below displayed correctly?
Even though a majority of people would say that the above display was incorrect because the National Ensign isn’t being flown from the highest point, that is actually the correct display for a flagpole with a gaff. It is commonly believed that the US Flag should always be the highest flag of any display. To that point, the Navy's own directive on flag display, section 206 of NTP 13(B), states, “No other flags and pennants shall be placed above or, if on the same level, to the right of the national flag.” However, naval flag traditions date to the days of sail, and with regard to ships, the restriction seems to apply only to flags on the same staff or hoist. On a sailing ship, the ensign was flown from the gaff of the spanker on the aft mast. The other flags and pennants were flown from the mastheads.
This tradition is carried forward to the practice of flying the ensign from a gaff on the aft most mast. Thus, on a flag staff with a gaff, the highest point of honor is the gaff, and thus that is exactly where you should fly the National Ensign.
I got a crash course in flag etiquette when I became that Navigation Officer on the NOAA Ship Rainier just before a large change of command ceremony and the oncoming CO was a stickler for doing things by the book…the only issue was I didn’t know which book.
After weeks of research and consulting all the regulations and directives I could find on the subject, I determined that there wasn’t one all-encompassing document prescribing the proper display of flags for a NOAA ship. There were plenty of NOAA and Department of Commerce regulations (NOA 201-6 and DAO 201-6) and there was a very comprehensive, though sometimes confusing, Navy document (NTP 13(B)), but none of these was a definitive reference for the ship. Ultimately, I was able to combine information from these sources and that fount of nautical knowledge, Chapman Piloting & Seamanship, into a concise guide for the ship.
So, where should you fly the national ensign on your boat, what about courtesy flags of other countries, do you need a burgee or a jack, what about novelty flags, if you fly the Jolly Rodger can you be detained as a pirate? What flags you can, should, or must display will be dependent on where you are, but things are much easier for a recreational vessel than a federal government vessel.
For the most part, the answer is not many people care and you’re likely fine flying whatever flag you want wherever you choose to fly it, but be careful if you’re sailing internationally as some countries take this stuff pretty seriously and you might be subject to fines or worse.
In U.S. territorial waters there are no laws prohibiting the flying of any flags, so feel free to fly that Jolly Rodger or martini glass flag, but don’t be surprised if you might garner a little extra attention from the authorities in the form of safety inspections. There also aren’t any laws requiring any flags be flown. Entering foreign waters will subject you to their laws, which may prohibit the display of some flags and may also have other requirements for display of flags (e.g. you might be required to hoist a courtesy flag). If visiting a foreign port, it’s advisable to check regulations ahead of time and probably forgo the novelty flags. Regardless of where you’re sailing, if you do decide to fly the flags there is a proper way to do it and I figure you might as well do it right.
Rainier has two masts; the aft mast is the mainmast and the forward mast is the foremast. The horizontal structures extending athwart-ships from the masts are the yards. The angled spars extending aft of the masts are called gaffs. The vertical spar at the bow is the jack staff, and the spar at the stern is the flagstaff. You’re vessel will likely have a much simpler arrangement.
As an active commissioned federal vessel, the ship will fly a commissioning pennant from the top of the main mast at all times, expect under special circumstances when a personal flag (like the flag of a Vice Admiral) is flown in its place. The ship also always flies the NOAA service flag from the foremast gaff. As a recreational boater, these are flags you clearly don’t have to worry about.
While underway, the national ensign is flown from the gaff on the mainmast, which is flown day and night per regulations for providing for the identification of the nationality of the vessel. While at anchor or alongside in port, the ship would fly the national ensign from the flag staff at the stern and the union jack at the jack staff. The national ensign and jack are flown from 0800 to sunset. If the two flags are not hoisted simultaneously, the ensign is hoisted before the jack and lowered after. The ensign should be hoisted briskly and smartly, and lowered ceremoniously. The hoisting and striking of these flags is known as Morning Colors and Evening Colors respectively.
This can be translated relatively directly to flying of flags on a recreational sailboat, though you would likely only have one mast. On a recreational motor vessel, you would likely be flying the national ensign from the stern of your vessel both underway and at anchor. I also very rarely see the union jack flown from a recreational vessel, but burgees (pennants denoting a manufacturer or club membership) flying from the bow of vessel. Also, the ensign often flown by recreational vessels is the US Yacht Ensign, which is red and white stripes of our national flag, but with a fouled anchor in a circle of thirteen stars in the canton. Use of the Yacht Ensign was restricted to registered yachts over a certain tonnage, but that ended in 1980 and now it can be used by any US pleasure vessel.
Daily flag etiquette for our ship wasn’t an issue, but I was tasked with ensuring that the ship was in PROPER full dress. Fully dressing a ship involves stringing a “rainbow” of signal flags from bow to stern, flying the national ensign from all mastheads, and flying larger holiday flags from the traditional locations. This is done on holidays, like Independence Day, and is also a common sight among recreational vessels. Our previous CO was more relaxed about…well pretty much everything, and we had been flying the alphabet for full dress, but that obviously wasn’t correct.
I first consulted the US Navy’s directives on the topic, but there was an issue in that we didn’t carry the full Navy flag bag, which meant matching their guidelines for the “rainbow” of signal flags was impossible…so where can you find an authoritative source on how to fully dress a ship using just the standard flag bag? Chapman Piloting & Seamanship of course.
Turns out there is an appropriate order in which to display the signal flags in a pleasing fashion, such that they cannot be confused for a proper signal or convey anything offensive. The customary merchant and yacht sequence for a rainbow of signal flags is:
A, B, 2, U, J, 1, K, E, 3, G, H, 6, I, V, 5, F, L, 4, D, M, 7, P, O, 3rd Sub, R, N, 1st Sub, S, T, 0 (Zero), C, X, 9, W, Q, 8, Z, Y, 2nd Sub.
Another ship in the fleet got into some hot water when someone noticed that their rainbow of signal flags actually spelled out “F*** NOAA”; supposedly arranged by a disgruntled employee that had long since departed the ship before his malfeasance was discovered.
In case you’re thinking no one pays attention, during my nearly 2-years as Navigation Officer on the Rainier I fielded a handful of inquiries regarding our flags. This included a very gruff VHF call from someone I can only assume was an old Navy signalman asking why we were fly a signal indicating “very deep depression approaching and SOS had been cancelled.” I happily informed him that per the regulations for transiting the Lake Union Ship Canal, we were flying our radio call sign, W-T-E-F; he didn’t respond back.
Until next time, here’s wishing you fair winds and following seas.
Recently, one of the owners on the Serenity suggested adding a hot-tub on the upper deck; I was glad when the rest of the membership voted it down for a variety of reasons (maintenance, upkeep, structural concerns, etc.), but one of the primary reasons for my opposing this proposal was that of stability. The stability of your vessel is something that recreational boaters very rarely take into consideration, but when you’re dealing with a larger vessel like our houseboat and a modification that will place thousands of pounds of water high up on that vessel, it’s something that must be factored in.
In the commercial or government world any modifications to a vessel (even small vessels) would go through extensive engineering review and, if they were major enough to result in changes to the stability characteristics of the vessel, would require inclining the ship to determine the new stability values. Every ship is inclined when built to determine its stability characteristics, which essentially requires shifting large weights from one side of the ship to the other and measuring how far the ship heels over, which allows the determination of the metacentric height. The photo below of the NOAA Ship Delaware II is not exactly how an inclining experiment should go.
The metacentric height (GM) is defined as the distance between the center of gravity (G) and the metacenter (M). The greater metacentric height, the greater the stability of the vessel. While you might think that just maximizing the metacentric height would be the best option, that results in what is referred to as a stiff ship and should be avoided.
The term stiff ship refers to a ship that has excessive stability. The characteristics of a stiff ship would be a very short rolling period, which means the ship would return to upright after being heeled over very quickly and result in a very snappy and uncomfortable ride.
The center of gravity is essentially the center of mass, and can be shifted by moving loads to different locations on the vessel (e.g. placing more weight lower in the hull will lower the center of gravity, and placing more weight up high will raise the center of gravity). The metacenter is a fixed point through which the buoyant force acts. Put another way, as the vessel heels over, the center of buoyancy shifts; if you drew a vertical line through the center of buoyancy at various states of heel, they would all intersect at the metacenter. The distance between the vertical line and the center of gravity is referred to as the righting arm (GZ) and results in a righting moment that pushes the vessel back to upright.
As I stated above, having too much stability results in a very large righting moment and a “stiff ship.” Not only will this vessel be uncomfortable, but the quick, snappy righting can cause cargo to shift, throw loose gear/people about, and can cause structural damage.
The opposite of a stiff ship is called a tender ship, which has a very small metacentric height and, as a result, a very small righting moment. A tender ship has a very long roll period, which means that the vessel will return to upright very slowly and has insufficient stability. A “tender ship” will resist rolling less, will roll more steeply, and will tend to remain heeled over for a longer period with a higher likelihood of capsizing.
Neither a stiff nor a tender ship is desirable, but you want to be in a happy middle ground. Calculating the stability is not a trivial matter. Marine architects and engineers will have calculated values for the construction of any vessel, but these must be verified to complete the final modeling of the stability of the vessel and that is where the inclining experiment comes in. Once that test is done, the values are verified and placed in the ship’s stability book (now probably a computer program), which the master and chief engineer will consult every time they load the ship to determine the vessel’s stability prior to leaving port.
Any major modifications, like adding a large mass up high, would have to be factored in and, if a permanent modification, would require a new inclining experiment to update the stability book.
Recreational vessels generally won’t come with a stability book, but should be safe for all normal loading conditions within the limitations of their USCG capacity certification. However, if you start doing things well outside what might be considered normal loading, like adding a hot-tub, you better start thinking about stability.
I doubt I could have tracked down any stability information for Serenity and, even if I could, I’d still want to do an inclining experiment. And this doesn’t even start to take into account the free surface effect of the water, which would further reduce the vessel’s stability.
The free surface effect essentially refers to the tendency of a liquid in a partially filled tank to slosh to one side when the vessel rolls; that moving mass will increase the roll, which then increases the sloshing, which increases the roll in a positive feedback loop that can result in the loss of stability and capsizing of a vessel. As a result, most tanks on vessels have baffles that prevent fluids from freely communicating from one side of a large tank to the other and mitigate the free surface effect. This phenomenon has been the culprit for many vessel sinkings; particularly on ROROs (Roll-on/Roll-off cargo vessels), which have large open decks that allows water, once on board, to flow freely from one side to the other. The USCG investigation into the recent sinking of the El Faro, a RORO, determined that the free surface effect was the mechanism that ultimately sank the ship.
Needless to say, I was very pleased when our owners decided not to pursue putting a hot-tub on Serenity…besides, who would clean it? Until next time, here’s wishing you fair winds and following seas.
Have you ever wondered how hydrographers create accurate depictions of the coastline on their nautical charts? In modern surveys we utilized photogrammetry (aerial photographs) of the coastline or, more recently, LIDAR (Light Detection and Ranging) to produce shoreline on nautical charts, but how did the sailors making those nautical charts from the 1600s to the early 1900s do it?
In the earliest days of exploration charts were often made by estimation. Using the ship’s log, which would include important observations and the ship’s navigation information, one could approximate the shape of the coastline for the purposes of creating a nautical chart. This was inexact at best and resulted in some crude approximations of the actual coastline, as can be seen below in a chart from the 16th century.
As you move into the 17th century, there were some purposeful hydrographic surveys that were conducted to chart coastline accurately. The British Navy began a detailed survey of their coast in the 1680s and produced some very accurate shorelines. The image below is of Delaware Bay and was produced in 1630s, which is pretty accurate compared to a contemporary chart of the same area.
So how did they do it? The answer is Plane Table Mapping. Plane table mapping utilizes a table affixed to the top of a tripod on which to plot positions and a telescopic alidade to get bearings to the features you’re trying to position.
The image above is from the NOAA archives and shows a US Coast and Geodetic Survey team utilizing a plane table to chart the coastline in Alaska. At its most basic, plane table mapping is simply triangulation. From a known location, you can shoot the angle/bearing to a prominent feature, then you can either measure the distance to that feature or you can shoot another angle to that feature from another known location. Either way (with a line of position and a range or two lines of position), you fix that feature in relation to known locations. By fixing several points along the shoreline, you can then generate the overall shape of that shoreline. The simple example below shows the mapping of a courtyard by taking bearings from two known points a set distance apart (the baseline).
There is a great article on the history of the plane table at the link below:
Plane Table Mapping
I think it’s really quite fascinating, but maybe that’s just me. Until next time, here’s wishing you fair winds and following seas.
After finishing the Lone Star Malibu, the only thing left to do was to outfit the boat. It’s a tough balancing act to have everything you need on the boat, but at the same time fit it into limited space and weight allowances. This is magnified on Boaty given the tight storage in the 14-ft hull.
The first stop is to check the equipment carriage requirements for your vessel. The US Coast Guard has requirements based on both the size of your vessel and where you will be operating that vessel. You can find the Coast Guard requirement on a variety of websites, but they are what I would consider the barest of essentials and most states will have additional requirements for safety equipment. For that reason, I would start looking at the equipment requirements for the state in which you will be operating the vessel, which will by default include the USCG requirements.
One of the best safety equipment check lists I’ve seen is the one available from the Utah Department of Natural Resources (DNR), which I have reproduced below (click on the image to go to their website). My boats have generally be registered in Colorado or Washington, but spending as much time at Lake Powell as I have I’ve become very familiar with their carriage requirements. I think Utah DNR does a great job of clearly communicating the required equipment, which I can't say for Colorado or Washington.
As you can see from that chart, my 14-ft open runabout with an outboard engine, is required to have the following equipment:
There are other required items outlined in this chart, like registration, insurance, navigation lights, etc., but I wouldn’t really consider those equipment. Also, you can see that while my open vessel with no enclosed fuel storage or engine compartment does not require a fire extinguisher (see Note C in the chart), it is recommended; as are a Type IV throw-able PFD and a sound producing device (e.g. horn or whistle). Obviously, as long as it is realistic to store them aboard, I would carry all of these and, in line with the USCG’s motto of Semper Paratus (Always Ready), I generally carry quite a bit more.
For those that don’t want to read an exhaustive description and justification for everything, here is the abbreviated list.
For those wanting to get into the nitty gritty, you're in luck.
I purchased a 4-pack of type II PFDs with a storage bag on Amazon for about $40. I will normally have other life vests aboard, but having this package of four stowed under the nose ensures I’m always in compliance and that we will definitely have enough if worse comes to worse. I also opt for the “strongly recommended” Type IV throw-able PFD, which in my case is a red float cushion that I have rigged with a life line. You can purchase a life line in a throw-able bag, but I opted to make my own using polypropylene line and a cheap mesh bag.
With respect to the bailing device, I have two. A collapsible bucket, which is a great option for and effective bailing device that takes up the minimal amount of room, and a manual bilge pump, which is a lot more effective, though slightly more difficult to stow.
As for auxiliary propulsion, I have two collapsible paddles, which again take up a minimal amount of room, but provide a very realistic alternative propulsion method for a vessel this small.
On the houseboat I went all out with medical supplies, including c-collar and full basic EMT bag, but on a small runabout like Boaty I have to reel it in a bit. I opted for a well-stocked off the shelf boating first aid kit that I bought for my first boat, which will do in a pinch. I'm sure they don't sell that one any longer, but there are no shortage of reasonably priced options on Amazon.
While Boaty does have a horn, I rebuilt it with spare parts from a Harbor Freight horn and I don’t know how much I trust it to be my sound making device. As a result, I carry a rechargeable air horn that can be filled with compressed air and a whistle.
A vessel this small operating on inland and protected waters, is not required to carry any emergency signaling devices. However, if I really need help I don’t want to have to rely on waving my arms up and down at my sides to attract attention. I included a distress flag (a black square over a circle on an orange background), a signal mirror, and a small battery operated strobe light. I also have a spot light that could be used for signaling at night and can be invaluable if you find yourself unexpectedly navigating on a moonless night and needing to pick out unlit buoys…not that I’ve ever done this.
As pointed out in my post about VHF radios, I wouldn’t leave the dock without one, and Boaty is no exception. I carry a small handheld VHF, which may not be the most reliable, but will do the job in a pinch.
A nice little handheld GPS is also nice to have; I threw a Garmin eTrex that I used to use for Geocaching into my boat bag. Most phones will probably do just fine for GPS navigation and there are also plenty of great apps that will turn them into quasi chart-plotters, but more often than not, I find my phone without signal at most lake I frequent (which can inexplicably make GPS apps not work) and thought the added GPS unit wouldn’t be a bad idea…beside, what else am I going to do with it?
A pair of good quality binoculars goes with me on almost every boating journey as well. After spending a few years standing a bridge watch, scrutinizing every navigation marker and passing vessel with my binoculars has become second nature. After years of using Fujinon on the bridge, I purchased a more consumer grade version (Fujinon Marinier WPC-XL) for myself, which I’ve been happy with. The important thing in choosing binoculars for the marine environment is the optics, which should be about 7 x 50. The objective diameter (50) means they have good performance in low light conditions, producing a sharp, bright image, and the 7 time magnification is ideal as they are easy to hold steady on a moving platform, like a boat. I wear glasses and the generous eye relief of these binoculars allows me to use them without difficulty while wearing my glasses, which is something to consider if you are likewise visually challenged. This model includes a compass, which is a nice feature for approximating the bearing to objects you are viewing.
The rest is pretty much just general boating gear; mooring lines for tying off to the dock, fenders for same, an anchor and line for…well, anchoring, and a skier down flag for…hmm, now that I think of it I don’t think Boaty has quite enough oomph to pull a skier, but maybe a tube…very slowly….yeah, I could probably take that out.
The final item on my list is a tool kit, but that is a whole post in and of itself. Until next time, here’s wishing you fair winds and following seas.
If you’ve read the About the Author Section, then you know that I claim to be a hydrographer, but I’ve recently had a few exchanges that led me to realize that not too many people know what hydrography is; someone was asking about hydrography as it pertains to hydrology (a hydrograph is a graph showing the rate of flow (discharge) versus time past a specific point in a river, or other channel or conduit carrying flow), and I wanted to make it clear that hydrographers are people too. I thought I might take a few blog posts to explain the origins of hydrography and its importance to the safety of navigation on the water.
Hydrography is a field of study involving the determination of water depth and other physical oceanographic properties (tide, currents, waves, etc.), for the purposes of navigation. Essentially, modern hydrographers use sonar (multi-beam and side-scan) to determine water depth and produce nautical charts for navigation.
The earliest hydrographers used sounding poles to measure the water depth (as seen above, there are hieroglyphs from ancient Egypt that depict this practice), and until WWII the primary method for conducting a hydrographic survey was lead line (a lead weight on the end of a length of line to measure water depth) and wire drag (a wire dragged between two vessels at a set depth to clear an area to that depth or snag obstructions for further investigation and least depth determination). In the 1940s echosounders, or single-beam sonars, came into wide use for survey work. Not until fairly recently, 1990s, have full bottom insonfication methods become the standard for a hydrographic survey. Multi-beam and Side Scan Sonar are now the standard methods used to conduct a hydrographic survey. Once data is collected and processed by hydrographers, it is passed on to cartographers who compose the actual charts.
Hydrography predates Oceanography, and that field of study is actually an outgrowth of hydrography. Oceanography as a field is now commonly thought to include Hydrography as a specialized field dealing with physical oceanography information as it pertains to safe navigation.
In the US, NOAA’s Office of Coast Survey has been conducting hydrographic survey work and producing nautical charts for US waters since 1807 (The Survey of the Coast was the US’s first scientific agency). Other countries have similar offices that are responsible for producing nautical charts in their territorial waters (United Kingdom Hydrographic Office is one of the oldest; established in 1795). Member hydrographic offices are governed by the International Hydrographic Organization that sets international standards.
The National Society of Professional Surveyors in the US, offers a certification in Hydrography in conjunction with The Hydrographic Society of America (THSOA), which is why I could call myself a certified hydrographer, though that certification has now lapsed.
That’s a short thumb-nail sketch of hydrography as a field of study and in future installments I will go into detail about how it is conducted and what that might mean to the safety of your navigation; hopefully that will be of interest. Until next time, here’s wishing you fair winds and following seas.
It was the summer before my senior year of college and I had convinced my parents to take a July trip to Powell, kind of as a last hurrah before I moved away and began my career. There were about 10 of us, including a couple of my friends from college. We had found an idyllic beaching spot for our 46-ft rental boat; a well-protected little cove off of Halls Bay, just south of where the cut to Bullfrog would have been at higher water levels, with a nice sandy beach, steep hills on three sides, and closed off from the main bay so that there wasn’t a large fetch anywhere to be found. It was hard to imagine a better, more secure beach and after digging in our two anchors, the last thing I was concerned about was getting blown off the beach.
Fast forward a few nights, to a crystal clear, calm night on Powell with no sign of trouble in the air. As normal, we were all camped out on the upper deck of the houseboat watching the stars as we drifted off to sleep. The evening had been perfectly calm, but in minutes our tranquil night turned in to pandemonium as what I would describe as a williwaw swept down off the steep hillside on our port bow. I didn’t have a anemometer, and even if I had I wouldn’t have been looking at it, but I venture a guess at 40-mph winds buffeting the houseboat and quickly shoving the bow off the beach. The bow began quickly drifting down wind to starboard, pulling the starboard anchor line sideways and dislodging that anchor. All this happened before anyone was able to get off the top deck and down to the controls.
Luckily, the port anchor held strong, leaving the houseboat steam downwind from the aft port cleat that was secured to that one anchor. Eventually, we were able to get the engines fired up and, pivoting off that port anchor point, align the houseboat around perpendicular to the beach again to drive it back onto the shore; holding it in place until the wind subsided about 20-minutes later.
It never fails, no matter how securely anchored I think the boat is or how protected the beach, the wind will come up and works its magic…usually at the worst possible time, when everyone is trying to get some sleep. When you’re caught in this situation, reacting correctly can be the difference from a major headache and total catastrophe. Last September there was a significant wind event across the lake that caused huge amounts of damage, included flipping a large houseboat onto its side down on the southern end of the lake.
Safely anchoring the houseboat is extremely important for your safety, the safety of the boat, and your piece of mind during a particularly bad storm. Winds on Lake Powell can exceed 50-mph and you should be prepared to deal with these conditions, which often arise in the middle of the night. By selecting the best available beach, properly preparing your anchors, and being ready to react to high wind conditions, you will be able to ride out the storm.
The flat side of the houseboat acts much like a sail and wind force on the houseboat can be enormous. Heavy winds can dislodge even well set anchors and you must be vigilant in keeping the boat secure and being ready to respond to high winds. The wind force exerted on the houseboat can be calculated with the equation below. The Drag Coefficient for a flat plate is 1.17, the approximate area of the side of the houseboat is 1,000-ft2, and the density of dry air is approximately 0.074887-lbs(mass)/ft3. To complete the calculation, you must divide the result by 32.174 (gravitational acceleration) to convert pounds mass into pounds of force. The table below is provided as a quick reference.
As you can see from the table above, you’re dealing with huge forces here.
Selecting the location of beaching the houseboat is critical and is one of the largest factors in how secure the boat will be during your week. Ideally, you should select a site with the following characteristics, but likely you will have to make some trade-offs.
Prior to leaving the dock with the houseboat, I like to identify one or more areas for out anchor site and then dispatch a scouting boat to go recon those areas and locate a suitable anchoring site. Ideally, this boat will be equipped with VHF radios for communications and a handheld GPS to provide an exact position of the site. Generally, I send a minimum of 4 people in the scout boat so that they can act as your anchor party and prepare the beach prior to the houseboat’s arrival. The scout boat crew will need to evaluate the beach and plan for the anchoring of the houseboat
Once the prefect anchor site is identified the work begins. Hopefully, the anchor party will be able to have the beach ready by the time the houseboat gets there (so I don’t have to do as much work). This includes doing all of the following:
The scout boat crew should have identified any possible obstructions or dangers prior to the houseboats arrival, but you should always post a lookout on the bow of the boat to watch for potential dangers in the water as you approach the anchor site. Houseboat should not be towing any small craft when beaching; send all small craft ahead to the beach and secure them out of the way from anchoring operations. Maneuver into the beach as perpendicularly to the shoreline as possible, driving into the beach at clutch ahead or slower, by taking the engines in and out of gear to keep a bare steerageway.
Once the hull of the houseboat glides up onto the beach, increase your throttle to drive the hull up onto the beach and hold it there until anchoring is complete. With the houseboat now beached and all the preparations completed, anchoring should go smoothly.
On Serenity and houseboats over 50-ft long, a minimum of two anchor points should be used on each side of the houseboat; smaller boats can get by with only one anchor on each side, but more anchoring points never hurt. Regardless of what anchors are used, they should be positioned so that the anchor lines are at approximately 45-deg angle to the boat. Anchor line length should be minimized; in the case of nylon lines, the more line you have the more it will stretch. Other new synthetic fibers, like Vectran or Spectra, have virtually no stretch and will behave similarly to steel cable, which is great, but I’ve found that they don’t hold up in the UV exposure they see in Powell.
Setting Your Anchors
Danforth anchors are the primary means for anchoring on sandy beaches. If properly set, the Danforth anchor will provide an exceptionally sturdy anchoring point. The anchor should be set in at least 2-ft of sand. If the sand is shallower than 2-ft over rock ledge underneath, as a strain is taken on the anchor the flukes will dig down and hit the rock surface. The rock will prevent the anchor from digging further and, as more load is put on the anchor, it will cause the flukes to flatten out and cause the anchor to lose hold on the beach.
The anchor should be placed in wet, well packed sand near the water. Wet sand is much more stable and provides considerably more holding power for the anchor than dry loose sand.
In order to set a Danforth anchor you can either fully burry the anchor, but there is an easier way. You’ll still need to dig a hole, but there is no need to completely bury the anchor; you can set it using power from the houseboat.
Drive anchors are essentially large stakes that are driven into the ground using a sledge hammer. They are not as solid an anchor as a properly installed Danforth Anchor, but if used correctly can be an effective anchoring system. They can be useful in situations where the sand is less than 2-ft deep, but at least 1.5-ft deep.
Drive anchors should always be set in multiples, at least 2-3 in a line with the anchor line. Angle the Drive Anchors at between 20- to 30-deg away from the houseboat and back tie the first drive anchor to the next, and so on. Once all drive anchors have been driven and back tied, you may tighten up the anchor lines and secure.
Large boulders or rock outcroppings can be the most effective anchors; just be sure that they feature you are tying off to is substantial enough to hold the houseboat in a strong wind. In this case, you simply loop a nylon lifting strap around the feature and connect it to itself with a shackle, to which you can then connect the anchor line. Once all anchors lines are attached you may tighten up the anchor lines and secure.
Once you have your anchoring points secured, it’s time to tighten up the anchor lines and secure. There are a few approaches that you can take in taking the slack out of your anchor lines.
Water Level Changes
Depending on the time of year the lake level will either be rising or falling and you must keep track of the stage of the lake level to ensure the houseboat doesn’t become permanently grounded or float free. Be sure to check with the marina prior to getting underway to see what the lake level has been doing; they should be able to give you a pretty good idea of whether the lake is rising or falling and how fast. In May and June the lake can be rising by as much as 1-foot per day. If the lake level is rising, you will need to drive the houseboat onto the beach and tighten up your anchor lines. If the anchors are buried near the water level, which is good practice, you may have to move them up the beach as well.
If the lake level is falling, you will need to back the houseboat off the beach and let out your anchor lines. Failure to back the boat off with a falling lake level could result in sinking the stern of the houseboat if the boat is beached on a sufficiently steep slope, which is good practice. As the lake level drops, the buoyant force of the hull will no longer be supporting the boat, but it will instead be resting on the seafloor. If the angle of the beach is steep enough, such that the boat lying on the bottom would have the stern submerged, then the stern will submerge as there is not enough buoyant force to keep it afloat.
Regardless of what the lake level is doing, you should check your anchor lines every morning and evening to see if they are slack or taught; and then make the necessary adjustments to keep the houseboat properly beached.
So, what happens with the wind comes up? Even with well-set anchors, an extreme wind event can still pose a danger to the security of the houseboat and you must be prepared to deal with a worst case scenario; being blown off the beach. If the wind comes up and you are noticing heavy strain on your anchor lines you should start main engines and maneuver to reduce the load on your lines.
Turn the helm away from wind in order to push the stern into the wind and take strain off the anchor lines. Power forward onto beach and increase throttle until tension on the windward anchor lines begins to slack. Balance the throttles to maintain line tension: if the lee side anchor lines begin to go slack, you apply more power; if the windward side anchor lines begin to go slack, you reduce power. You just have to continue playing this game until the wind dies down.
Until next time, here’s wishing you fair winds and following seas.
As the old C.W. McCall song goes, “I was thumbing through the want ads in the Shelby County Tribune, when a classified advertisement caught my eye. It said take immediate delivery of a ‘57 Chevrolet half ton pick-up truck…”
Well, if you substitute Craig’s List for the tribune and a ’56 Lone Star Cruise Master for a ’57 Chevy, you’ve got a pretty good indication of what happened to me. About a year ago, I came across a Cruise Master while aimlessly searching Craig’s List for trouble. It was in Wichita, KS and included a 115-hp Mercury “tower of power” for the princely sum of $700. I’d never really considered buying a Cruise Master before, but after some consideration I discovered that I had to have one.
Unfortunately for me, after I had come to this conclusion, I gave the seller a call only to find that it had been sold the day before. Never the less, I now had a quest and I was on the search for a Cruise Master to take up some room in my yard, bust my knuckles on, and cuss at. I set up a search warning on eBay and for the next several months did regular searches on my favorite Craig’s List conglomerater, SearchTempest.com.
I found a few possibilities, but they were either too far away or too dearly priced. Eventually my efforts paid off and I found a nice Cruise Master in Oklahoma city. After a little haggling, I was the proud new owner of a 1956 Lone Star Cruise Master with two motor mounts, one for a single engine and one for double engines, and three outboards (two matching 35-hp Johnsons and one 75-hp Evinrude). It was a prime candidate for my next project.
The previous owner had started work on her, but had moved on to other projects and needed to clear up some space. He had already removed the old transom and replaced the aluminum sheeting on the transom. He worked in aircraft maintenance and his work looked exceptional, thought he may have gone a little overboard with the rivets on the join to the new sheet.
The Cruise Master was billed as “the Queen of the Lone Star Fleet” when it was rolled out in 1954 and represented a big departure from their smaller fishing boats. Targeting buyers looking for a large weekend cruiser for relaxing on the water, it was a 21-ft long cabin cruiser that provided a lot of space and amenities.
The Cruise Master remained the flagship of the Lone Star Fleet until they discontinued the model in 1961. An inboard version was offered in 1955 and ’56, but the majority of the Cruise Masters, like mine, were powered with outboards that were hung on brackets that placed them about 2-ft to the rear of the transom. They boasted standard features like built in berths, a head compartment, built in cabinets, hinged cabin windows with screens, and navigation lights. There were also several options available, including the flying bridge windshield and a head that pulls water from the lake and, as was apparently legal in the 1950s, discharges its waste right back into the lake. My new project had both of those options, but the head had been removed at some point (the stand pipes still remain).
I can picture her already in the stately “Newport Green” over “Seagull White” paint scheme with a mahogany interior and teak and holly flooring, cruising out to the San Juan Islands with my wife and son. It will hopefully be the perfect weekend cruiser to do a couple nights in some beautiful location, but it’s a long way from that point and I’ve got a lot of cussing and knuckle busting to do before then.
Work on this project will be slower, since the boat is currently located in my parents back yard in Colorado. Thus far I have only managed to clear everything out and do a quick inventory. The hull appears to be reasonably sound, but someone has liberally coated several seams with silicone, which is going to be a super awesome to get off, and there is one rib in the bow that was cut through to expand storage, which I will need to beef up structurally. The hull was media blasted to bare aluminum and the bottom primed, though I think the primer is suspect and I might end up removing it; the deck and super structure still have a nice layer of flaking paint and I have purchased a sand blaster attachment for my pressure washer that I hope will make quick, easy work of getting everything down to bare aluminum and ready for paint. There are countless other projects to keep me occupied for the next year (or more), but that will all have to wait for later.
Until next time, here’s wishing you fair winds and following seas.
A while back I was asked on Quora, what my craziest boating experience was, and that got me thinking about my many adventures on the water.
We once asked the Chief Mate on our training ship what the coolest thing he saw at sea was; he considered it for a few minutes before replying, “I don’t know…but I will say that is the dumbest thing I have ever been asked.” That is not the usual response and asking an open ended question like that to a sailor is a good way to get your ear talked off; after all, what sailor worth his salt doesn’t have his share of sea stories? I have many that come to mind and find it difficult to pick the craziest (a lot of crazy things happen at sea). Getting kicked off a pier by an Alaska State Ferry and having to pivot the ship in a basin about 30-ft wider than our ship was long springs to mind; sailing into a hurricane force storm in the Gulf of Alaska is probably the closest I’ve come to dying; a close call or two transiting a narrows in Alaska would also probably fit. However, these all involve a 231-ft ship and you asked about boating. I have a good number of stories from my time recreational boating, but doing hydrography in Alaska provided more than ample opportunity to get into crazy situations in small boats (I was not involved in the photo, but that is one of our survey launches and our very unofficial motto was, “we hit the rocks, so you don’t have to”).
Never was there more likelihood of finding yourself in a predicament than when running shoreline verification. Essentially, we would wait until a negative tide window (when the tide was lower than charting datum of Mean Lower Low Water, or MLLW) and go out and run the 4-meter curve to verify the shoreline features (rocks, wrecks, reefs, ledges, etc.) that were acquired by photogrammetry or LIDAR. The coxswain would drive along the 4-m curve watching his fathometer and the hydrographer in charge would carefully verify all the features displayed on the computer screen and on the paper plot; annotating existing features, disproving erroneous features, and adding new features.
I wasn’t aboard this boat, but they were disproving an offshore rock that they didn’t see by running a star pattern search over the position when they inadvertently proved the existence of the rock. The coxswain was probably running the star pattern a little faster than he should have and the boat came to an abrupt stop, ejecting the person that was serving as a bow lookout from the boat onto the rock, which was about 3-ft under the water surface. The coxswain immediately backed off the rock and the members of the boat crew (3 other people) began assessing the boat for damage; no one had noticed that the bow lookout had fallen off the boat until they heard him yelling “Man Overboard!” while standing on the rock. Luckily, no one was hurt, but he was very cold and wet.
As for my personal experiences, I would have to say that it would have been getting high centered on a rock during shoreline verification. I was the Hydrographer in Charge (HIC for short) and I had three others in the boat, which was a 20-ft Monark aluminum hulled open workboat; a Survey technician and a coxswain in training driving under the tutelage of one of our more experienced coxswains. We were running shoreline outside of Sitka, AK and it was getting close to the end of the shoreline window (tide was rising to above MLLW). We had just finished going around Bamdoroshni Island and the coxswain pointed out an exposed rock offshore to the south. I checked the plot and sure enough it was there, previously charted and verified by photogrammetry. I checked it off and was about to say we had enough time to get around the next small island in the group when the coxswain asked me if we should verify that rock. I didn’t think it was really necessary, I was pretty sure it was charted correctly (the rock had a name, Tsaritsa Rock, and was marked with a buoy…people knew about it), but he asked if we could anyway for training purposed with the new coxswain. I didn’t see any harm in it and agreed.
In order to verify a rock, or add a new rock, you need to get a Detached Position (DP) and the best way to do that is to put the bow as close to the feature as possible and then log a position on our survey computer. This was going to be a difficult feature to get a position on since it was fairly exposed to swell, but a pretty normal operation. So the coxswain talked the trainee through the approach and then let him take us in. I was watching the computer screen waiting for the coxswain to give me the signal that he was as close as he was comfortable getting so that I could mark the position. The next thing I knew, I felt a swell lifting us from the stern and surging us forward. It lifted us right up and set us down on top of the rock. The next few moments were crazy as the coxswain scrambled to take over from the trainee, who was panicked and had a look of utter shock on his face. We sat there for a few moments, high and dry on Tsaritsa Rock and I swear we teetered back and forth a bit, until the next swell came in, lifted us up off the rock, the trainee shoved the outboard into reverse, and we slid right back off the rock and into deep water. We all looked at each other like, “did that really just happen?”
It took a few minutes to check and make sure we weren’t taking on water and the engine and the propeller were undamaged. After figuring out everything was fine, we then debated whether we should radio the incident back to the ship or just keep it to ourselves. We really should have probably called the ship, but not wanting to get chewed out, we decided that we would just call it a very thorough rock verification. Tsaritsa Rock is charted as 0-fathoms 3-feet deep and I can attest to that accuracy.
Brent Pounds has over a decade of experience in the maritime industry and has been involved in recreations boating since he was a child. See the About section for more detailed information.