iyt 14-17 international bareboat skipper.pdf

8/14/2019 IYT 14-17 International Bareboat Skipper.pdf

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International areboatSkipperPassport Series 3 Modules 14 to 17

The Mosliolcrnaliona lly Accepted Yacht master Cert ificate In The World- I I6 Rod WI c_ ' 't


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INTERI IlATIONAL YACHTMASTER TRAININGTRAINING PROGRAMME

INTERNATIONAL BAREIJOAT SKIPI E Il CE llTlFICATE

All rights reserved

No part of this publication may be reproduced. stored in any retrieva l system or transmitted inany fonn or by any means. electronically. mechanically. photocopied. recording or otherwise.without the \\Tinen consent of International Ytlchtmaster Tmining.

This publication is for purposes of guidance and tmining.While every effort has been made to ensure accuracy International Yachtmaster Tmining isnot liable for the consequence of implementing or attempting to implement any instruc tions oradvice contained within these notes.

Copyright P Interna tiona l Yachfmaster Training 2005.


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2

INTERNATIONAL BAREBOAT SKII PER CERTIFICATECONTENTS

Module 14Section I . Introduction

SafelY Re\isionNautical Termino logy Re\ iSlonModule 4Section Taking Over A Vcss( 1

Section 3 - MeteorologySection' - PilotageSection 5 - Vcsseiliandling

Module 15 (Practical SubjcclS)ScclioD I Vessel Chk OutSection 2 - Rrsponsibilies orlhe CaptainSec tion 3 - St :mmnshill

I'ages

-89 - 22

2J - 2728 - 3536 - 3940 - 4950

52 - 56Sec tion' Vcssclll:l lld lillg (covered on bonrd by in structor)

Module 6Section 1 - Tides and Currents 57 - 64Section 2 - Chartv.ork 65 - 75Seclion 3 - Collision Regulations 76 - 87

Glossary orTerms 88 - 95


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INTERN TIONAL BAREBOAT SKIPPER CERTIFICATESMODULE 4 SECTION 1

I NTRODUCTION

The a im of this module is to increase the candidates' nautical knowledge to competently take on the duties of abareboat skipper.The obj ec t of this module are to increase the student 's confidence level in nautical matters and pract ical skill-set.appropriate to this modular leve l including:

Ta king Ol er a vesselTides and currentsChartworkGeneral dcck ork SeamanshipVessel handlingMeteorologyPassage PlanningCollision regulations

As wit h all IYT courses, depth of knowledge inc reases as students progress through the various levels of training.This is not a beginner s course.

mPQrtant NoticeThis COllrse focuses maillly 011 IIII praclical application of bOG/ing ralher Ihan Ihe Ihe-ory aspects which will hare been corered in rhe f } International Crew Certificate alldinlernGlional WGtchkeeper / Flotilla SkipperThis book is generic in conrellf. Th e COllfenlS of he se notes are designed TO be general illnatllre nd when chartering in different focatiOIlS, shouftJ be accompallied by local charts,loc lcl llising guide. lidal informatioll. local navigation rules Gild local sources fwe therinformation.A(/diliollally. inchu/etJ in Ihe beginning oflhese IIOles are rel'isioll sections on SafelY ndNautic lTerminology.

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lIuoya nty Aids Flotat ion AidsBuo)ancy aids are designed to provide buo)'anc)' but wi ll notlUm an unconscious person upright or provide as muchsuppon as a lifejacket. They are main l)' used for waterspons such as ndsurfing. dinghy sailing, water skiing andkayoking_ They are best suited to in land " 'otel"lloY5, coastal operations ond calm waters where there is a good thauteof quick recovery. They aTe useful on smallcr vessels " here bulky life jacke ts may be impractical. Gl'nl'rally, the)

are the most comfortable for continuous wcar and are avail able in man)colors and 5t} les. All PFOs must be kept in operable condition by regular chet:ks and maintenance,1}f"OIhnic Oistrn s SignalS (F la m )Flares are used to anratt anent ion in the el'ent of emergencies at sea.There are fOUTbasic tyJX's of nares. lhe tC devices. being pyrotechnic.are in themselves dangerous and must be treated with respect. Theymust always be kept dry. such as in a watenight container. The)' mustalso be in date. The), ,, i on \y be of benefit if they are used I I hen there

is a high probability that there is somcone in )'our immediate vicinity that will see the na res. When using one of thesedevices hold them al \ a)' from the body and point down'l ind.The four t)pes are:

Red Par achute nare - These are magnesium nares on a parathute whieh go up to around 3 m or looonan.d then gradual ) noat back do n. Used to attract the attention of distant l-es tC ls.Red Ha nd -held na re - These nares are used at night and produce a bright rcd light for around 60sonds,Ol1lnge Smoke - These nares are used during the day and produce a plume of orange smoke for aroundJ minutes.White hand -he ld flare - TIlese nares bum bright hite and are used to alen other vessels 10 the risk ofcollission.

While lIandtt..ldSOLASjfares are rec-ommemJed a b o l ~ all OIhen due to tlreir hig luminC t


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H}dromlic Release a l t K ~10 Ibo lif.. ..

imo a life raft, i.e. it is a last resort, After the disastrous 1979 Fastnet Yachtrace in England, many of the yachts that ere abandoned were later foundafloat, however, many of he life rafts were never found. A lifera ft should ha,ca hydroslat ic release attached to it fo r au tomatic deplo}'menl in the evcnt ofa sudden sinking (more detai ls 10 follow), At least one member of the crewshould ha ve received hasic sea survi\ altraining from a recognized aUlho rit)',The Hyd rostatic release unil is moonted bet 'un Ihe liferaft and the cradlehich ilolds il. lfyoo do not h8 e a chance to manually deploy the liferafthen the sllip is sint ing. at a depth of 10-15' the H}drost3lic Release Unil i l l

allo the raft to inflateand float free automatically. It has a 2 year life then it mUSI be replaced,Dasic Firs t Aid KitEvery essel however small should carry a basic first aid k il.There should also be a First Aid Manual on board fo r quickreference. The longer Ihe o)'age intended 10 be undenaken,the more comprehensive first aid contents should be. Anycre member taking prescription medications should ensure anadequate supply and notify the captain. At least one memberoflhe cre'l sllould 113\ e rccei\'ed $OI1lC first aid training from arccognized training autilority. Contents ofa basic first aid titusually include the folio ing: bandages A various gauze pads.aspirin, antiseptic ipes, motion sickness tablets, antacid tablets, insect bile relic f swabs. alcohol prep. pads. cotton s, ,'abs. I eezers, synthetic glo'es. eye, ,'ash pads, calaminelo tion. ice pack. antibiotic cream and first aid instruction booklet.

Fire (Requircs an nu al inSjlection to keep in date)is imperative to know here the fire extinguishers are located onevery vessel and how to use them. In general. fire extinguishers onboats will be either a dry po der or foam that smothers the fire or C02

hich star.-es the fire of ~ } g e n It is recommended that one of thecrew members complete a basic fire fighting course from a rccognizedtraining authority.There art four main types of fire extinguishen:L Wate r - ordinary combustibles (class A)

2. Dry powdt rlthem icll _ multi purpose (class A,B,C)J . Carbon Dioxide (C02) smoth ering agent fur , liquid a nd electrica l fires (clan D,C)4. Foam - smo thtring agelll for name in hi bition (class A,B)

lfa fire does break out, ilmu5t be contained and extinguished 3S quickly as possible.The correct actions must be taken as promptly and efficiently as possible otherwisethe chances of conta inment are slim. The following is wonh remembering:FIRE: F - Find

I - Isolate and InformR - Repon and RestrictE Ex tinguish or ~ a p eSa fety Il a rnesusMainly used on sailing esse)s. safety hamcsses are worn by ere mcmbers henon deck in bad weather, at night and if the crew member feels safer with one on.The harness comprises webbing shoulder straps and waistband hich are adjustable.

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and a tether of rope or \\ ebbing which has a karabiner I i p on both ends. The wearer clips on to strong points on thevessel or onto a ~ a c k stay (a rope or webbing line anached at the bows and stem of the vessel) when moving upand down the deck.

HorseshOf Bu oy Ring Bu o}

lIorseshoe Huo}

Lifesling

These are type IV Personal FlotationDevices. They are lightweight, high-ly visible, throw able flotation deviceswhich are used in Ihe event of a manoverboard (MOB). These devices aredesigned to e thrown to a person inthe water to assist in keeping themafloat while the vessel manouvers torecover the person. All vessels shoulde equipped with at least one.

A lifesling is another type of throwable man overboard (MOB) recoverydevice. It is nonnally anached to the stemrai l or stanchion. They are com-monly used aboard sailboats and are deployed by opening the bag and droppingthe sling into the Water. Forn a,,;1 momen\i,lm of the vessel will draw out a longline. The vessel is then manouvered in a wide circle around the MOB enablingthe person to grasp the line and work back to the boat. The person places thesling under his anns. when ready and secure. the crew will recove r the MOBby pulling the line back on board. Getting the MOB back on board may be aseasy as dropping the swim ladder or may i n ~ o l v the use of a winch. halyard.or blOl:k and tackle 1 assist in MOB reco\'ery.VIIF RadioThe Very High Frequency (VHF) radio is a transmitter and receiver combined

Ring buo}

in one instrument. called a transceiver . When a message is sent from one transceiver il can be received by anothertransceiver provided Ihat it is within range and tuned 10 Ihe same channel or frequency. Both transcei, 'ers MUST etuned to Ihe same frequency 10 cnable a conversation to take place.

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VHF radios are an essential piece of equipment in the event of on-ooard emergencies_ Uses also include weatherand coastguard infonnalion as 'ell as rouline ship to ship traffic and are used 10 transmit Mayday , Pan Pan andSecurite infonnation. A Mayday call is used when danger is imminent. a Pan Pan call is used when a vessel

has a problem bUI danger is nOI yet imminent. Securite call is used to alert olher \essels of hazards to navigaIlon.A full explanation of the operation of VHF radio is contained in the VHF Radio Operators notes.Safety Chc d


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T) pes o Vesse ls

NAUTICAL TERMINOLOGYRe\'ision

As t t Greek philosopher Arthimides discovered over 2000 year.; ago. All , essel float in water because the alercreales an upward buoyant force. Different vessel shapes have e\ol>'ed o\'er lime to m a ~ i m i z e Ihe efficienc), of diffcrt'nl methods of propulsion. For uample, a sai l boat has a deep keel to IIelp ilh sailing efficiency and stabilityhcnas a fast po erboat ill hal'c Itry liU le keel un.deT the water 'Ihich a110\\5 iliO minimize resistance in the

"'Bter and thus go faster. The keel is a "eigllled projet:ting fin hich pro. ides stability and reduces sideway driftofa lesse . Essentially there an: ' 0 distincl lypC S of hull. (and ;thin these are many variations). " displacementhulls and p laning" hulls.

lI ull T)pt5lllcre are many types of vessel illl an assorted combination of hull and engine configurations.

Oisptuement hutts, such as sailiog boats and lra lert)'pt boats, are supponed by h buoyancy created bythe hutt in the \later. These t)"pts of I'essels hale amaximum speed based on the waterline length and noaddition of POWeT i l l increase this mD.ximum speed.The ad, anlages ofa displacement hull are IO\ler po errequirements than a planing hull allo\l ing a longercruising range and increased load calT)'ing ability.

I'laning hutts are lifted clear of the buo)anl supportof the water by means of a combination of hull shape PllUling Ilulltogether \ I ilh high power con l'ened to speed. The ves-sel is lifted higher in Ihe \lateT as the speed is i l l C r t ~reducing the drag of the waler as less or the hull is actually in the water. The ath'antages of a planing hull art shorterjourney times. but this must e offset againSllhe increased cost of larger more poIIerful engines alld consequentincrease in fue l consumption.

CotamarSn Hult Dp V lIult F t O l I ~ , ,

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Salling H'ssel h ull sh i pes

Spade Rudder

Transom Hung Rudder

Vessel Const ruct ion

Fin Keel

SkegSkeg Rudder

Full Keel

Short Keel

Methods of construction and materials used in vessel construction are a subject in their own right and there are manyreference books available for those ho ish 10 pursue Ihis subject in deplh .The earliest \ ('$sel$ were construeted from nalural malerials, mainly an all limber construction. Some boalS are slillbuil in this fashion. Mosl modem $C1ies produclion boats are buill in a mold from man-made materials and composiles such as glass-fiber. glass reinforced plastic (GRP) impregnated ith res ins or materials such as carbon fiber andKe\ lar for their higher Slrength for the equivalent eight of materials. Large )'achts are generally constructed fromsteel or aluminium or a combination of materials.Inn atablcs RIBs ( Ri gid I natable Il.oats)The diffcR'nce between a RID and an Innalable is eSSl'ntially thatthe bollom of the RIB is made of aluminum 01 fiberglass, bolh haveinnatablc companmcnts or pontoons (innated lubeS which makeIhc sides of thc RIB). Innatables have no rigid components and asa result are easier to stow. Both ha\'c ,nod 5labilil)'. are relali"elylighl cighl and have generous carrying capaci\) . OI:signed initiallyfor the military and rescuelsc:r. ice orl; they are increasingly popu-lar ' Ih I ('C reational users. Each cooligumtion has advantages anddisadvantages.

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Kigid Inflatable 13001 KIB)


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Parts of A Vessel and Nautical TerminologyGeneral Terms to define a ' ess ....When any vessel is in the water. the level thallhe water reaches on the hull is known as Ihe " waterline", The areathai is below the wa terline is painted with a specia l paint which inhibits growth of weed and shell fish and is called"antifouling paint": the depth thatlh is underwater area extends down is kno as the "d raft" . Th e distance from thewater line to the upper edge of the hull is known as freeboardLength on rall (LOA ), The overa ll fore and aft length of the hull.Waterline, The line where the surface of th e wa ter reaches on the hull.Load " atcrlinc Icn gth (LWL). The fore and aft length of the hull measured at the waterline.Beam, The wid th of a vessel at its widest point.Freeboard . The he ight of the side of a vessel above the water,Draugh t, The depth of the lowest part of tile vessel in the wa terKecl, A weighted projecting fin fixed on the centerline ofa vessel which provides stability and reduces sidc"3Ysdrift ,

~Top.ideo

Stern

, ,. ." _ > ,' ,'I I' _._ - - r ~ f " '\. ----:- - ---- ~ ------ ------------------------+, , lenght , ', , ,'. _, _ - - - - - - - - - - - - - - - JI, length ov.rllI (LOA),+ - - - - - - - - - - - - - - - - - - - - - - load water line It ,..ht (lWL,lPar ts ofa Hu llThc stctn" is Ihe front part of the vesse l where thetw o sides meet. The two sides of the hull where theymeet at the stem are known as the " bows" . Thiscomprises the "forward sect ion of the vesse l Themid section of the vessel is known as "midships"and going towards the rear. " aft" , to the bac k of the,esse which is known as the " ste rn" _The actua lnat part of the back of the vesse l is known as the" transom",The right hand side of a vessel is known as thesta rboard " side. and the left is known 3S the

" port" side. A useful memory jogger is the phrase

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Transom


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There is a no RED PORT LEFT in the bottle . so that red, pon and left all refer to the same side. The inclusionof red is also a reminder that the color of the port side navigation light is red. and the starboard side is thereforegreen .Nautica l terminology is vast. and there are nautical d ictionaries naming thousands ofnauticaltenns, some of whichare contained in the glossary at the back of this book. Ho ever, in this module, C ill address only the most COIn-monly used terms.

- - - - - - - - - - ~ ~ ~ ~ - - - - - - ----------------------i

Alongs ideGenerally a yacht will be kept in a Marina. which, depending on size. may ha\'e spaces for a few boats or thousandsof boats. When tied up to a dock there will be a number of lines securing the vessel alongside . These are known as

moo rin g tines . The lines will be anached to secure points on the dock called cleats and lead through specialfittings with smooth edges on the vessel known as fa irleads . These are designed 10 prevent fraying or chafingand are sc


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Inflated plastic or r u b ~ cylin


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Cockpit A self draining recess in lhe after pan o aIesse 1

Washboards Boards used to seal off the companion-way to prevent the entry ofwater.

Bowsprit A spar Ihieh projeCtS from the bow o someboats to allow headsails to be secured funher forward .

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Companionway Steps giving access from the deckto the cabin.

Hatch n opening in the ded; that gives access tothe space below.

\)odger A demountable cover rigged over the compan-ionway and the forward end of the cockpit 0 protect thecrew from wind and water spray


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Galley : The kitchen on a vesse l and the equipmentcomained will depend on the size of the yacht and thenumber of crew it carries.

Throttle Control Transmiss ion Control Selectsforward neutral and reverse gears and comrols propeller speed.

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Ventila tors: Movable devices fixedto the deck to cany fresh air belowwit hout perm il ing the entry of water.These are fou nd both on power andsailing vessels.

Console: Steering console instrumentation and throttlecomrol

Typica l Twin Outboard motor set-up.


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Engincs and DrivcsOutboard s are by far the most popular type of mOlor for small craft. They are ademountable self-contained uni t available in 2 stroke or 4 stroke configurations witha ide range ofpo er/size applications. Easily removed for maintenance, storage andcleaning they have the ability to be raised/tihed hydraulically or manua lly for shallowwater operations.A Kill Cor' is an engine cut-out device, one end of whichis attached to a switch ncar the throttle and the other to thedriver's body. In the event of the helmsman falling overboard this device will stop the engine_ Runaway powerboats cause s ..rious injuri ..s and even deaths . Use the cordat all times. Carry a spare one on board so that the enginecan be restarted to pick up the person in the wa ter. Kill Cord

Steer;nglPropellers

- -Console Steer ing & Throttle ControtSmaller outboards steer the boat by turning the hole mOlor using the attachedtill ..r, which is fitt ..d wilh a twist-griptype throttle control. On RIBs andlarger yessels comrols are center consolemounted, Sleering is nonnally wheelcontrolled through hydraulic rams orcables and steersjust like a car,

PropellersA power driven vessel re


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I nSlruments and Electronic Aids to NavigationNot all vessels II ill be equipped with all the instrumems discussed below. Thereare many different types and makes of instruments but the information they relayis the same.

The Magnetic CompassThe compass is perhaps the most imponant instrument on a boat. It is essential fornavigation when out of sight of land. during the hours of darkness and at times of

Gimballed Compass

restricted visibility. e.g. fog. rainetc. when the compass is usedto steer pre-detennined magneticcourses. A hand-bearing compass

Iland-bearing Compass

is also used for some position fixing techniques.How d oes a Compass wor k?A magnetic compass is an instrument used to find direction . Allmagnetic compasses operate on the same principle: the compass issimply a circular card. graduated with O' _ 360' (degrees) markedon ifs circumference and supponed on a pivot point in a sealedbowl filled with a water/akohol mixture which dampens or slowsthe movement of the card on the pivot. Two or more bar magnetsare anachcd t the underside of he card. aligned to the nonhlsouth(0' - 180 ) axis of the card. The bar magnets in the instrument fol-

low the magnetic lines of force thm circle the eanh and the compass card nonh point will always point to the nonhmagnetic pole. (These lines of force arc generated by the eanh's magnetic field).The compass is gimbal ' mounted hich means that no mailer how the vessel heels/rolls or pitches the compasscard will remain level.The inside of the compass bowl is marked with a Iubber line hich is aligned exactly parallel to the fore and aftcenterline of the yacht. The direction of the vesse] s heading or the compass course being steered is indicated by thecard graduation nearest the lubber line. There will e a small light in the c o m p s ~ to enable it to e read at night.Depth Sounder

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A depth sounder detennines the depth of water beneath a vessel. The equipment comprises of a transmitter with a digita l or pictoral display screen close to the he lm. anda transducer sensor mounted through the vessels hull near the bonom of the hull . Thetransminer sends pulses through the transducer. which picks up the returned pulse after ithas bounced off the sea noor. The time the returning echo takes to return is interpretedby the transminer. which displays the water's depth 011 the screen.BarometnA barometer is an instrument which indicates the atmospheric pressure. A single readingof barometric pressure gives no wonhwhile infonnation, it is the rate of change of pressure that is imponalll in itself and this can only e gained from a series ofreadings, hencethe impon3nce of recording barometer pressure in the boat's log book. A ba rographis available hich Tords the pressure variance either on paper charts or electronically.

\)eplh Sounder


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LogThe log is an instrument for measuring the vessel's speed through thewater Boat speed is usually measured in knots (nautical miles per hour.that is approx imately 2000 yards per hour). One knot is approximately1.15 statute mile. The navigator uses this to detennine how far the vesselhas traveled and to estimate likely arrival time at the destination.

l ar(>meter

The log comprises a r&eiver with a digital display close to the helm. anda paddle wheel impeller mounted through the hull near the boltom of theboat, As the vessel moves through the water the paddle wheel spins andsends the infonnation to Ihe receiver "hich computes the speed throughthe water. The impeller requires regular maintenance in the form of clean-ing 10 ensure that the paddle" heel has not bnome jammed with marinegrowth or debris.

G I'S (Global Posit ioning System)The current state of the art satellite radio positioning system is called'Global Positioning System' or GPS for short. GPS was developed bythe U.S. Government for use by the US Navy,Anny and Air Force andoffers precise position in latitude and longitude 24 hours a day. world-"ide. The GPS navigation system is composed of 29 active satellites(24 fully operational in 1999) in orbit around the earth together with aland based master station based in ColoradoGPS is a global navigation system using radio signals from a transceiver,\hich communicates with a number of satellites and automaticallycomputes the vessels location, heading and speed, The transceiver willhave a display mounted close to the helm, There is a digital readout ofthe \'essers speed and position (Latitude and Longitude) together withadditional infonnation for use by the navigator. The GPS receiver mayhave a charting function or may be connected to a Chartl'loltcr' whichwill show the position of the vessel graphically on a chart displayed onthe screen.

r l r r;;- { il r- I r _r;1r-fZ\ r;- . r:;

Each satellite knows its exact position and sends out an individual signal. which is picked up by the receiver, Thercreiver then measures how long it took for this signal to reach the receiver, Using this infonnation. the receiver cancalculate its distance from the satellite. In other words, the receiver has found a position centered on the satellite'sknown position. A second position from another satellite will give a position fix and a third position will confinnthis fix with greater accuracy.

The GPS satellites transmit signals on two frequencies, one solely for military use and one for civilian use. Thefrequency available to civilians gives less prcrise accuracy than the military frequency. The design parameters forGPS are that it provides an accuracy of 8 meters horizontally. to meters vertically. speed to 0.1 of a knot and timeto a fraction of a microsecond.k lective Availabi lity (SA)

In order to reduce the potential threat that the accuracy of the civilian signals allows. the U.S. introduced \\hat iscalled Selective Avai lability. The U,S. can introduce random errors, degrade Ihe signal available on the civilianfrequency as and when they wish. Selective availability is al present in operation giving 3n expected inaccuracy ofbetween 100 and 150 meters 95% oflhe time. This is ofcourse more than adequate for nonnal navigation. However.

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this accuracy can. and will, be further degraded if and when required. nor will there necessarily be any prior warningto civilian users. The civilian frequency can also be switched off totally should the U.S . military deeide to do so.I)ifferent ial G I'S (I)G I' S)DGPS has been introduced commercially in some parts of the \\orld in order to cancel out the effect of selectiveavailability. With DGPS the GPS signal is received at a place (such as a lighthouse), the exact position of which isknown. The signal error is removed and the corrected signal ret ransmitted to suitably equipped receivers. A special(add on) DGPS receiver must be purchased to avail of this infonnation.Accuracy using DGPS is often quoted in tenns of about 10 meters or 33 and sometimes figures of 5 meters arequoted. - UTremember that in many cases charts are not produced to anything like this level of accuracy. indeedsome charts are based 11 surveys carried out in the 1800'5. Note the warning from the British Admiralty at the endof this section Generally speaking, it would seem to be most unwise to altempt to navigate in a fashion totallydependent upon quoted accuracies of these magnitudes.GPS Instrumen tsA GPS set actually consists of a radio receiver tuned to receive the signals transmitted from the satellites and acomputer, which processes these signals to disp lay the receiver's position in tenns of latitude and longitude. Manydifferent models. either fixed or handheld (portable) are available but essential ly they all do the same thing andgive the user the same range of infonnation. Fixed models generally use the boat s ballery \\hereas handhelds usereplaceable portable batteries .Using a GPSWhen switched on, a GPS may take from a couple of minutes \015 minutes O work out its position which, whenfound. will be shown on the display in latitude and longitude. Once it has worked out its initial position it will continue to update this position every second or so until it is switched off, thus when the boat moves, the lat itude andlongitude shown on the GPS display \ ill change.The art of navigation is based on being able to find your positionat any moment in time because it is from )'our pos ition that mostother navigational infonnation is derived . When the GPS knowsyour position it will also be able 10 give you infonnation such asspeed. direction. estimated time of arrival and so on .RadarRadar is used to detect another vessel or objeet, and showthe "range"' (distance) and bearing to the object. Detection isachieved by transmitting 3 short burst of electromagnetic energyso that it can strike an objcrt, reflect back. and be detected by thereceiver. The dam is then processed and displayed on a screenmounted close to the helm.The ma in purpose of radar is collision avoidance but obviouslyit is most useful at night and in pt'riods of restricted visibi lity.The International Regulations for Preventing Collisions at Seastates (Rule 7b) "Proper use shall be made of radar equipmentif fitted and operat ional. including long range scanning toobtain early warning of risk of collision and radar plou ing or equivalent systematic observation of detected objects".Assumptions shal l not be made on the basis of scanty infonnation, especially radar infonnat ion. (Rule 7c). Anincreasing number of smaller vessels have radar installed. The prudent mariner is encouraged not only to thoroughlyread and understand the operalOrs manual but also ta ke a dedicated radar operator course.

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MODULE 14 SECTION 2T KING OVER A VESSEL l VESSEL CHECKOUT

Vcu el C hc ( k - Out.Ilull & Rig ChecksMachinery & System ChecksSafeI)' Equipment ChecksSpares. Tools & EquipmentFuel & \ o a t ~ Capac it) Range~ l e n u s . Q u a n t i l i c sFloat Planffrip PI lVDcK:umentation

A series of checks should IJc carried out prio.- 10 CI'Cry trip or voyage. It is irnponanl1o know that the I'essel and herequipment are in good order and c er')1hing is orking properly. [t is al so a good opponunity10 use the checks liS away to introduce the location of equipment and safety gcar to new crew and as a reminder 10 those who have been onboard before.The outline list suggested below is not complete bUI may be used as a guide. It is prudent to compile your own checl.:lists spttillcally for you own boating needs and for) OUT \CS5e1.

Hull C led:s.:. Check the condition and operation of the fol io ing:,./ Location and condition of throu h hulilining5.

Through hulls and sea-cocks optnltt easily, hoses in good condition, hoseclamps fined. (double),./ Spare hose clamps should be carried. (two or three of each size).,./ Through hull plugs anached to each sea-cock.,./ Ililges are clean and dry. bilge pumps operational.,./ Grab rails. life-lines in good coodition.EngineChecks

Check the condition and operalion of the fol io ing:Engine ,,'aming lighl$ and alaons orting.Emergeocy slopping of runaway engine, fuel CUI off. etc.Steering and shift mechanisms in good condition.Imerior spaces are well vemilated.RUlllhe blowers fo r severn l minutes before starting to clear the engine space ofany vaporized fuel.Fuel supply full. estimate a reasonable margin of safety a p p r o 113 tank.Fuel s) stem free of1eaks.Engine oil and trnnsmission nuid levels correct.Cooling Water full.Electrol)1e level in the bauery full.Beh tension com:ct and in good condition.Check all hoses especially f...el .Prop shafts clear - no engine 100m materials lert out of place.Stem gland and stuffing b o ~ sea l secure.

Manual Bilge Pump

Through Hull Fitting

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,/ Bilge free of fuel vapors and ~ c e s s water.,/ Steering and shift mechanisms in good ~ o n d i t i o n .Spares - Engine.:. Check to make sure }OU ha\ethe following:,/ Oil Filters.

Belts.,/ WatCT IrnpeilCTS.,/ Lubrication Oil./ Transmission fluids.,/ Ilosc clamps. assoned. two or more of each size.,/ Engine Hoses.,/ Flexible fuel line.,/ Airlilters,/ Engine Drain Plugs.,/ Ifgasoline/pe1rol engine - spare spmk plugs.Spares - Other.:. Check to make sure )OU ha\ e the folio ing:,/ Replacemem fuses in 1he co=t l sizes.,/ Span' bulbs for running lights.,/ Bulbs. el'ery rype used on board.,/" A selC"Clion of shackles ofl'arious sizes.,/ Spare Blocks.,/" Spare parts for Ihe heads.,/ Tie wraps.,/" Electrical tape,/ Assorted screws, nuts bolts.

Two-part epoxy.Wooden bungs. assorted sizes.Silicon sealan1.

,/ Assorted electrical connectors.,/ WD-40 or slick lube.Tool Kit.:. Male sure all 10015 are included and in good working order.,/ Socket set - basic.,/ Wrenches assorted.,/ SereII' driver set - sloned cross heads.,/ Pipe rench,/ Vice grips assorted.,/ Pliers _ regular and needle-nose.,/ AssonedAl1cn r e n ~ h e s ,,/ ]Iammer.,/ Wire s l r i p p e r s,/ DC reS light.,/ Multi rnctCT.,/ Utility knife.,/" Hacksaw and blades.

Tape measure.Oil and fuellilter wrench

24

Air F i l t ~ r

)ro

Spares

Tool Kil


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/ Drill and bits .. / Assoned punclles.Na, igation Equipmem all( Navigation Lights

C h e t ~ tile condition and opmllion of the folio ing:Depth finder, radio and other clet tronics arc working.Radio, call the lexal coastguard or marina office andfor a mdio h e t ~ .. / All navigation lights \lorking

/ Compass properly adjusted ../ Chans fo r the an:a. up to date ../ Bools and publications. for ('.\ample pilot or cruising

guides ../ Navigation tools.Safety Equipment.:. C h e c ~ all safety equipment is in date./ Ilcavy line \lith life buoy./ Fire e.\linguishcrs./ Signal flan:s and other signaling devices with cur

rent expiration dates./ Ufe jaclet suitahle for each person on hoard,readily accessible in good condition ./ MOB equipment and throwahle flotation easilyaccessible 10 helmsperson ../ Flashlight and e\tTa ballerics./ 110m or sound signaling device/ Bell.. / Compn:hensile first aid kit. including sunscreen, pain relievers andan} special medications for the cn:w/ Bailer or manual watC " pump. / Sufficient fool weather geal", wann dothing safety harnesses for all

m

Ve$SC1 Equipment General. / Anchors. / Anchor lines in good condition ready to usc, biUer end made fast .. / Boal hook.. / Mooring lines and fenders appropriate for the, essel ,Housekeeping Items. / Taps or fauccls working as necessary,/ Water in the tanks and also carry some extra bonled water for

emergencies./ l>ropane gas including spare bonle. in outside I X ~ ~ \ ith drain ../ Heads flushing or pumping as necessary./ Ample food and Dter for the "D) 'age intended.

-

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Rigging Checks - Sail boats

Dinghy

Check the condition and o >C'ration of\he following:Sail wardrobe for the intended voyage and conditionsex >C'cted.Standing rigging. no kinks, broken strands. especially 3rigging screw tenninals.Rigging screws unfrozen and in good condition.Mast. boom and mast finings.

.:. Check the condition and o >C'rat ion of the Following:

..- SlOwed properly

..- Inflatable in orking order

..- Paddles or oars .

..- Outboard motor maintained and stowed properly..- Spares

..- Safety equipment etc for dinghy

..- Addit ional fue l properly sto 'ed

Float Pla nFile a Float/Passage plan with a responsible person ashore with your intendedcourse and estimated time ofarrival and any additional information th31 accurately describes your vessel with instructions as to hen 10 call for assistance.Llocuments..- Personal papers and Passports, if required..- Ship's papers registration or documentation renifi

cate...- Radio Station License. radio operator 's certificate

or license ...- Crew list, with names of next of kin and contact de

tails ...- Insurance agreements ...- Chaner Agreement. (if applicable)..- Manuals for all equipment on board ...- Large scale chans for the area ...- Tidal almanac..- Symbols abbreviations..- Cruising guide or sailing directions..- List of lights and radio signals..- Collision regulations[)e(lMrting the Marino or O


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Appoint one ewmember to e the roving fender , If it looks like the ~ e s s e l ill touch the dockthey should drop the fender into the gap to protect the hull. Especially keep watch on the comers of thedock. If the yacht is caught by a ind gust and blown onto the comer th e impact with the comercan cause serious hull damage.After clearing the dock area. take in all lines and fenders; keep lines clear of the propeller,Proceed slowly using just enough power to maintain control whenever leaving or returning to a dock.

Remember /0 o t ' ( ~ r s C0Il5I1 1 YOllr loco maritime authority or coos/guard for information on the safety equipmentrequiredfor ),ollr .. esse/. This may ory from COlin ry 10 COllnlry andwilh Ihe different/eng/lis or capacity ofbools.

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MOD ULE SECTION 3METEOROLOGYMeteorology is the ,rudy of wealher. which iscaused by the movement or transfer of energyoccurring with the movement of air in Ihe atmosphere. Meteorology is a vast and very complexsubject; i is wonh bearing in mind Ihat some ofthe most PO erful computers in Ihe world arethe ones designed 10 assist in the forecasting ofweather, such is the complexity and difficulty involwdIlo ever. il is of great importance to all who venture out olllhe water 10 obtain a weather forecastfor the duration of 1he proposed trip. The resultof obtaining such a forecast will dictate to themariner whether to sailor not to sail. What infor-

28ColderTemperatures31

old Front

55armer

Tempe r ah t r e62

mation is imponanl for people on Ihe Mer? Wind speed and strength, visibilil), and what may reduce this, rain, fog,smoke, mist, etc. Wave height possibly temperature and sun strength_Sources of \\'ea ther Info rm ationThere arc many soun:es of weather infonnation available to the mariner. some are very general and may not give theinfonnation that is important when at sea. The most useful sources for mariners will be those either from maritimeorganizations. for e.xamplc the Coastguard or a Pon Authority or direct from the government meteorological office.HO 'cvcr all sources give an overall picture upon which to base the deeision . The list below is not complete and depending on here in the world you are other sources may be available.a) Internetb) Radioe) Newspapersd) Televisione) Marina Officesf Port Authority Officesg) Coastguard Organisationsh) Telephone Company recorded forecastsi) Weather faxj Meteorological OfficeOnce the forecast has been received the deeision to go or not will have to be made. If in doubt erT on the side of caution and postpone the trip_flaving decided to make the passage updates can be received over the radio from Coastguard offices or Marine radiooffices or via weather fax. Yon should plan \0 receive these updates on a regular basis throughout the passage, forexample twice daily.One of he most important aspects of 'eather is your personal observation based on your geographic posit ion and theconditions that apply on the day. It is important to visually monitor local weather systems on a constant basis.

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Weather Patterns

Our ,eather is formed mainly in the la)'er of the atmosphere thm is called the troposphere. the first II miles. isdrilen by the energy of the sun and the rotation of the Earth. The sun heats up the surface at different rates causingthe ... armer air to rise above its cooler Counterparts. As this air rises, il is pushed outward by more air rising beneathit. General ly these air mass.es ... ill ris.e in the equatorial regions and drift towards the poles. The rotation of the Earthcreates ... hat is called the Coriolis Effect. this is \lhat causes the circular IDOlement in \leather systems. As the Earthrotates on its a. IIS. through the poles, the surface \ ill be moving at different rates.To illustrate this, let us think ofa p rson Slanding on the equator, the circumference of his rOlation will be about 24,000miles. To complete on rOIation in 2 1 hours he l,iIl have to travel at about 1,000 mph. If we take another p rson stand-ing about 4 miles from the North Pole. the circumference of his rotation ... ill be 24 miles 0 his velocit) ... ill only beabout I mph. The warm air spilling out towards the poles from the Equatorial region \lill retain this velociTy. \ hich. inIhe Northern Ilemisphere ... ill canse it to be deflected to the right. So as this airdestends and so creates an area of highpressure it will acquire its clock\l ise sp in . In the Southern Hemisphere the deflection is to the left and so the rotationis counter dockll ise. Therefore. 10 pressure s)stems in the Northern llemisphcre' ill rotate in an counter clockwisedirection and in a clockll ise direction in the Southern e m i s p h e r e Similarly, high pressure systems in the NonhernHemisphere rotate in a clock .. ise direction and in a counter clockll ise direction in the Southern Hemisphere.Folloll ing are diagrams showing the principle air masses that affect the II cather in the U.S. As the names suggest,the polar air mass will be cold and the tropkal warm. the maritime \\ ill be moist and the continental \ ill be dry. isthe meeting and mixing of these in conjunction Ilith the rising thermals created by the $uns et1ergy thai male up thecomplex (nerg) patterns that ....e ttr eather.

FrontsA front is the tf. rm used to describe the dividing line between tllO air masses. An apprOllching front \\il1 often signalits arrival II ith a variety of discernable signals. the most visible of these lite usually cloud fonnations, other signs \\ illbe changing wind direction strength. visibility and temperature changes.


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Warm FrontA wann from ill tend to rise o\ er the coldermore dense air. As the ann air rises, the moisture it contains condenses into clouds, rain anddrinle . At high altitudes the leading edge of thisfron t rna} ex tend as much as 600 miles ahead ofthe front at ground level. As the \\ ann from approaches the cloud layer becomes thicker andjust ahead there ill often be fog along withpoor visibility and rain.

Cold FrontA cold front is the leading edge of a cold air mass and asthe cold air is denser it \\ill slide under the wanner airmass like a wedge. This will cause the wann air to rise, insome cases vertically. consequently, rapidly cooling thewann air This results in heavy rain and squa lly conditions as the swiftly rising air sheds its mo isture and heatenergy.

\ 1I

,,Synopt ic Cha rt

Manll c Tropical AIr \- Iass

i d.~,

In the example below, \\hich is a chart covering the North Atlantic at 1200 UTC on the 6th of September 2000, \ e cansee many of these fea tures displayed.

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The Awres High sining at 35 N 250W is a large semi pennanent feature dominating the Ileather in the Atlantic andis responsible for driving the ocean ~ U r T e n t s as \lell as having a major f T e ~ t on \ cather patterns in Northern Europe.

t r e t ~ h i n g fo r over 4,000 miles from the Gulf of Mexico to Denmark we see a from or the dividing line betlleenthe Polar and Tropical air masses. To the north of Scotland are the tightly pac ed isobars spiraling counter clockll isearound a depression or low pressure system ith a ~ e n t r a l pressure of 980mb, the ind arrows show wind speeds of45 knots. a severe gale for


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Sea breezes are common during emher associated with highpressure systems. A sea breeze will modify the inddirection and strength of the gradient wind. that is the wind associated with the isobars of he prevailing weather system. Sea breeus can be as strong as forte 4 and if this combines with an onshore gradient wind the overall II ind 1\ illbe strong.A sea breeze will not develop if the gradient wind is 25 knots or more. If the sea breeze and the gradient wind are inopposition one may cancel out the other. giving calm conditions. Sea breezes here seldom extend more than 10 milesoffshore and are strongest near thecoast.Land Urce7.('How is a land breeze generatedat nighl? AI night Ihe land coolsand the air in comact with it iscooled and flows down and out tosea. Contact wilh the sea, II hichis relatively warm. heats the airIIhich rises up and flows back toIl ards Ihe land where it is cooledand a circulation is sel up. A landbreeze stans at the land and works

Howa land breeze is generated at nightils way oUlto sea. Land breezes are nOI as slrong as sea breezes and they are not felt as far out 10 sea as a sea breezemight be.Katabatic WindsKatabatic winds are found in many areas oflhe world and are usually cold winds that flow from high elevations to thevalleys and planes below. A good example of this phenomenon is the Mistral which blows down the Rhone Valleyin S. France and out inlO the Mediterranean. As it funnels down Ihe val ley it can become a very strong wind and reachspeeds of 80 mph or moreAnaba tic Wind sAnabatic winds occur locally when sun wannedair rises and flolls upmountain slopes and valleys. More useful forhang-gliders than sailors.CloudsThese are the visible manifestation of rising columns of waml, moisl airor of parcels of saturatedair, which has reached itsdew point. The wanner apartel of air is the moremoisture il can carry. soas ann air rises it carries moisture Ihat it hascollected from the surfacethrough evaporation. Thisrising air begins to coo .this occurs be\:ause Ihe

32

- ~,,,,,

GENERAl..=- ~lJgMairl J g ~ t , . . . . .

(;00"'_"~ . . t w . .

'....t>twf t '

S 9 brH '.,... . yolo-

' ' ' ' ' '9 g.M,,-

SVIu'n - .,.~ ~St.IiI


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higher the elevation the lower the air pressure. This drop in pressure causes the paTtel of air to expand. this expansionin tum causes th e air temperature to fall. This phenomenon is called adiabatic cooling. Eventually. the air cools to adegree at "'hich it can no longer retain all the moisture that it carries and at this poinlthe excess moisture is condensedin the fOI l of " ater vapor or clouds.Basic cloud tYj>csThere three basic cloud types--cilTlls, cumulus. and stratus.I Cirrus - Thin. white clouds. separated or detached. which have a feathery or fibrous appearance

They fOI l at heights of 30,000 feet or more above the earth's surface. They are the highest of all cloudsabove the earth's surface . CilTlls clouds are fonned by ice needles or spicules.

2. Cumulus - Flat-based, billowing clouds ith vertical doming. Tops of the cumulus clouds will often have a"cauliflower-like ' appearance. Cumulus clouds are most prominent during the summer months.3. St rat us - Thin. sheet-like clouds. often occuring as continuous layers with some rippling. They cover large

Stratus CloudsOther common cloud typesThere are seven variations of these basic cloud types:I, Cirrostra tus - High , thin clouds that give the sky a milk>'white appearance Like cilTlls clOuds , cirrostra

tus clouds are formed by ice needles or spicules.2. Cirrocumu lus - Delicale clouds appearing in bands or ripples across the sky. Cirrocumulus are among theleast common of the cloud types, fOl11ling most commonly as cirrus or cirrostratus clouds degenerate_ They

too are often fonned of ice needles or spicules.3. Altostratus - Blue-gray or hitish in color and often cover large portions of the sky. AltostratuS clouds arethinner if fonned at higher altitudes but are heavier and more dense if closer to the ground. They too are

fOl11led by water and ice particles.4. Altocumulus - Often oval or eliptical in shape and can have gray undersides. They often have a COllonball-like" appearance.S. Nimbostratus _ Often associated with steady precipitation and occur in thick, continuous layers. They are

often dark gray in color. Sometimes. broken smaller nimbostratus clouds line the underside of thenimbostra tus layer.6. Stratocllmlltus - Often cover the sky in dark heavy masses. They are long and grey and often fonn inbands across the sky_

7, Cumulonimbus - Taller. towering versions of cumulus clouds. They can have hcights oft\\ 0 10 five miles_clouds often fOI11ll : :: :: 2:: ;

Altostratus ,\hocumulus

Nimbostratus Cumulonimbus

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Hurricanes, p h o o n CyclonesWha t is a hurricane, t)'phoo n, or tropical cyclone?The tenns hurricane and t}'phoon are regionally specific names for a strong tropical C)'clone ,A tropical cyclone is the generic tenn for a nonfrolllal synoptic scale low-pressure system overtropical or sub-tropica l waters with organized conI'cctiol\ (i.e, thunderstonn activity) and defi nite cydon ic surface \\ ind eircu lation,Tropical cyclones with maximum sustained surface winds of less than 17 mts (34 kt, 39 mph) are called tropicaldepressions . Once the tropical cyclone reaches winds of at least 17 mfs (34 kt, 39 mph) they are t}'pically called atropical stornf' and assigned a name. If winds reach 33 mts (64 kt, 74 mph, then they are called:

~ h u r i c a n e (the NOl1h Atlantic Ocean. the NOl1heast Pacific Ocean east of the dateline. or the South Pacific Ckeaneast of 160)

p h o o (the NOl1hwest Pac ific Ckean \\'est of the dateline)SHere tropical cyclone (the Southwest Pacific Ckean west of 160E or Southeast Indian Ocean east of90E)CI'c re cyclon ic Storm (theNOl1h Indian OCC3I\)tropical cyclone (the Southwest Indian Ocean)

On the Easl Coast of the USA and the Caribbean the hurricane season begins June I and continues through to Novem,ber 30. Hurricanes are tropical C)'c1ones in which winds reach a sustained speed of at least 64 knots (74 mph - Category I) and may gUSt to 175 knots or more. Their heavy bands of spiral clouds may cover an area several hundredmiles in diameter and generate torrential rains and tornadoes. The eye or middle ofthe hurricane is deceptively calm.almost free of clouds, with light winds and wann temperatures.Hurricanes are born between 8 and 20 NOl1h Latitude in the weathcr patterns that blow westwards across the AtlanticOcean from the Saharan regions of NOl1h Africa. Their precise pa ths are difficuh to predict but in general they willskin the Southern thcn Western extremities of the Azores This is a semi pennanent cather feature that dominates the weather of the NOl1h Atlantic Ocean that can be seen on the synoptic chan in the previous section. This trackwill bring thcmthough the Caribbean and then nOl1hwest either into lhe Gulfof Mexico or fUl1her to nOl1h where theyollen strike the Eastern Seaboard of the US,All of these systems gather their strength from wann bodies ofwater and generate energy by the release of heat as themoisture they pick up is condensed into the torrential rains that are associated with these stonns. These systems willgenerally stal1 to lose their ferocilY if they hit a body of cold water or cross a coastline as once they arc over land theyare deprived of their supply of moisture. The only tact ic for guaranteeing survival in a hurricane, typhoon or cycloneis to avoid them.Trollical Wal'c or Disturbance: A cluster of clouds and/or thunderstonns without organized circulation.Tropical DCllTession: An organized, tropical. low-pressure system with sustained winds less than 35 knots.Tropical Storm: An organized system of strong thunderstonns with defined circulation and sustained winds of 35 to63 knots. Tropical StOrnls can quickly develop into hurricanes. StOrnls are nalHed where they reach Tropical Stonnstrength.Hur r icane: An intense tropical weather system with well defined circulation and sustained wind speed of 64 knOISor greater.

J4


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MODULE SECTION 4PILOTAGE PASSAGE PLANN ING'i lOlage may be defmed as na l igating a vessel in inshore waters by usingmarks hich can e seen at sea and on land as visual references. PilOlageis quill' simple. 11 is the proximity 10 land and ils dangers that makes pilotage 50 importan t. In local alers pilotage is normally undertaken lhICT)' linle conscious etTo., because )OU .:now )"our po'lilioo by referencew ell known buoys ami landmarl;s; in other words pilotage by "locallno ledge. Howe,"C ". in strange lI"aters it ill be important 10 work001 a simple pilotage plan before arTi."al b) colialing all the informationavai lable from pilO : books. chall$ an d almanacs. Pilotage ill be easierif )'oo can wrile this inf0l'Tll81ioo in a clearly understood fashion. At allcosts aloid II riling an essay; rathcr tT)' to assemble all the in fonnation inpiclorial form hich is readily undersTood, if>'ou can.lJooks lin Cha rtsThe secrct of pilotage is planning ahead. You ill need:The relevant chart(s). cOlTted to date.

As pilot books (also called sailing directions).A nautical almanac (such as Reed's Nautical Almanac) for the current >tar.I' ilot lJooksSailing dir tion and pilO books contain infonnation hich II ill enabk: >00 to dttide. for example. IIhich approachchannel to use if there is more than one option. One channel may be preferable to another hen the ind is from acertain direction or " hen the tide is setting in a particular direction. Not all chaOl,els are marl:ed ith buo)'s IIhicharc lit at night or have sufficient depTh of water al low Ti de and some channels can only be used safely wilh localhno"lcdgc.NOS publishes a series of excellent UniTed States CoaST Pilots covering U.S. coastal waters al S30 each (in 2005).Th ese pilots afe available as follows:Atlantic CoastI. EaSlpM to Cape Cod2. Cape Cod to Sandy HookJ. Sandy Hook to Cape lIenry4. Cape Henry TO Key West5. GulfofMexico. Puerto Rico and Virgin Islan.dsGrcat t akes6. The takes and the ir Connecting Waterways.

Sa iling Direr lions

Pacific Coast7. California. Oregon. Washington. Hawaii.8. Alaska - Dixon Enlrance to Cape Spencer9. Alaska - Cape Spe 1cer to Beaufon Sea.

The Defense MappingAgcnc> publish Sailing Directions conTaining information on harbors. coasts, and "lItrrs of the"or ld. Sailing Dircctioos (EnrooTe) include detailed in formaTion regarding por approaches and The general coaSTline,mostly in written fonn. "iTh a small amount of SkNtheS. chart lels and phOlographS. Sailing Directions (EnTOUTe)publicatioo 147. for example. to'Cf"$ the Caribbean Sea and Bcnnuda.The BriTish Admiralty publishes Pilou co,et"ing much of the o rld; BA Pilots are intended for use b) commercia lshipping but in recent years Ihey have included muth informatioo of use 10 Ihe small boaT navigator. Cruising orienta led clubs in the area or tountry usually prodocC"S pilot books and sai ling direct ioos. Forexample. the Florida eruis>

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is automatically compensating for tide, leeway, etc.If you are entering a harbor note any signals used b}' Ihe harbor to regulale lraffic and s ilch your VHF10 dual watch Ch 16 and the channellhe harbor or marina works on. Some of the busier pons require )' U10 caillhem on VHF 10 obtain permission to enter; cheek in the almanac.Try to put all this infonnation in an easily understood and quickly accessed pictorial form.

Routine for na igating a \'tssel on a coastal passagtStick to your pilotage plan, don't take shon cuts. The area 'ill oftcn appear to be very different to thepkture you hove built up in your mind - this is why you drew up the pilotage plan.Stan at the first mark and clearly identify it to be sure it is the right oneCheck the identity of each mark as }' Upass it and mark it off on your pilotage plan.Do nOt assume that the mark ahead is the next one, cheek its bearing against your notes.As soon as you changc course and are pointing at the next mark pick any fixed object,or shore light, directly in line with the mark to use as a range to steer by The objectdoes not have to e on the chan. bUi it must be fixed .Keep a wal)' eye on thc depth sounder. the depth may sholl' any gross etrOr in yourpilotage.Set the depth sounder's shallow alann, ifit has one. to a sensible safety margin.It is usually best for someone other than you to helm, leaving you free to concentrateon Ihe pilotage.Make sure that your instructions to the helmsman. or helms\\ oman. are clear and unambiguous. Don't give vague orders like steer for that light , rather pick a suitablerange and make sure that whoever is on the helm understands your wishes .

Port ControlWhen approaching a harbor switch your VHF to dual watchthe port working channel and check hether it is obligatoI)' tocontact the pon authority. I f it is contact them and ask for theirinstructions or pemtission to enter.Lock Gates and MarinasIf there are lock gates or a sill at the entrance to the harbor ormarina chcrk hether you can go directly in or ,ill have towait. If you must ,ait find out from the almanac where youcan tie up, moor. or anchor. If a marina is your final stop caJlthent on their working channel and arrange your benh togetherwith directions if needed. At the same time ask the marinahich side you should place your fenders in order to avoid having to change them all around at the last minute. If you need a

hand to benh ask for assistance from the berthing master Otl the pontoon. Check in ,ith the harbor master's office ormarina office as soon as practicable to complete their forms.Customs, Immigra t ion Cre , ListsEvery vessel is required by law to clear customs and immigration upon entry into a foreign pon. JUSt as one woulddo on arrival at any intemational airport. Customs fomts will be provided by the customs officials at the pon you arevisiting. It is imponant to bring your vcsscl's documentation and registration ashore when clearing customs.The master of every boat must fum ish Immigration ,ith a list of passengers and a crew I st upon arrival. The vesselscrew list should consist of name, nationality, passport number and datc of binh of each crew member.Fees for both customs and immigration authorities arc usually charged in the local currency ,hich you should planto have in advance.

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Cruising penn its may also e required in many countries to cruise their territorial waters, A fee will also be chargedfor the penni .

9


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MODULE IS/SECTION 5VESSEL HAN DLI NG

Anc horing, Mooring and Ma n Ove rboard (MOO)Note: Although many anchor. bdo 9rC fou nd on larger vesse ls a good undcntanding of the,'a r ious and their applicat ion s is appropriate to all module len ls. The anchoring tec hniques doapply to a ll \'essels.

Ty pes of AnchorsThere are 3 number of different types of anchor; each has its own advantages and disadvamages. The principletypes are:(a) FishennanlAdmiralty anchor(b) CQR/Plough anchor(el Danforth anchor(d) Bruce anchor(el Grapnel anchor (folding type), Some manufacturers produce theirown improved versions based on these basic types.Fishrma IAdm i ralt)The traditional type of anchor is sometimes known as an AdmiraltyPa 1em anchor.dwmluges

I.2.)

DisadwH/tagesI

)

Can be slOwed flal ,Good holding power in sand and mud.Few moving pans 10 get fouled up.A heavier anchor needed Ihan some other types togive equal holding power.When stowed on deck. the flukes can do damage inheavy seas unless well sewred.Because there is a venical fluke when il is on theseabed, there is a possibility of the anchor chain orwarp fouling this, or the boat senling on it.

CQRll'lough T)'peThe CQ { is a proprietary type of anchor as shown in (b).t is also called a plough. Copying manufacturers ver-

sions are sometimes of inferior quality.Adl llll/ages

I.2)

DisatA-muagesI.

40

Holds well in soft sand and mud,Lighter anchor required than aFishcnnanto give equal holding po\\cr.Usually digs in well ,

There may be stowage difficulties.and special chocks are needed to secureit unless fined over the bow roller,

Fishennan

CQR/Plough


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2. Movable parts can become fouled and damage the fingers.3 Can capsize.4. Can be difficult to break out of mud unless

a tripping line is used.S Does not hold too well in kelp or hard sand.

Delta nchorA fixed version of the Plough. Eas> 0 stow in bow roller

Delta

anfor th nchor

The Danforth is a flat twin fluke anchor with Ihe slock built inlo the head.AdwlI1lages1 Good holding power in sand and mud.2. Less weight needed 10 equal holding power compared with a

Fishennan but aboul equal to a CQR .3. Can be Slowed flat.Disadl amages1 Movable parts can become fou led and can damage fingers.2 NOI 100 good in roek.3 Can be difficult to break OU of mud unless a Iripping line

is used.

DanforthDanforth


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Bru ce AnchorAd ,wg


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j All ellain rode is very hea,,).4. Chain is harder to handle and needs a chain gypsy on the ancllor indlass.AnfhorChain and Anchor Warp1 E,en tile sltort length of chain lIelps tile horizontal pull on tile anchor.2. The elasticity of the n) Ion arp helps 10 rtduce snatching hen anchortd in rough seas.J. Cllain and warp is lighter.4. Warp is easier 10 lIandle.

c o ~ is defined as the mtio of length of anchor line in use 10 Ille venital distance from tile bow of Ihe vessel to tileOOIlom of tile waler. The scope of chain or II) Ion warp ill vary ilh conditions. the type of anchor and s u andt) ofboal bUI. ifthc Mehor is dragging. more should be let oul. Wllether chain or n) 1 11 warp is used. both endsmust e made fast surel). The inboard end should be lashed with a light line so Illat it can be quid,l) released,b) cutting if necessnry. At the anchor, shackles shou ld be fastened jlh stainless steel II ire (moused) to stop tilepin luming. N)lon arps should be anached either ith a fishennan S bend or lIith a hard e) e spliced in the line(around a melallllimble). fastened with a moulted shackle.

Fo uled AnchorIf the seabed is covered illl spoil and debris the anehor can be


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between five and tenboat lengths the boatshou ld tack.DO NOTGYBETHE BOAT. this isa stressful time anda moment's inauentioncould cause a violentgybe that might causedamage to the boat oreven cause another person to be taken offlhedttk by the boom making Ihe situationmuch worse.Come back onto abeam reach on the othertack. this is the otherreason for going ontoa beam reach aftertack ing the boat will beon a reciprocal course.Head slighlly downwind of the man byapproximately two boatlengths. he will be visible on the bow.Keep the yacht de-powered 10 avoid building100 much speed andas the boat comes below the man tum upto windward and theboat will stall and cometo a stop with Ihe manon the windward side.The sails will be flapping around atlhis timeif possible drop thesails.If the yachl has a Iifesling this shoulde lrailed so the man

can catch it otherwise

Photos b ' John Rousmanicre and Phil Co lcy

one crewmember should Photos b;. John Rousmaniere and Phil Co le)prepare a line II ilh a large bowline soIhatlhe man can pass it around his body.

/ 00 not put another person in the water unless Ihe first person is unconscious the second person must beroped onto the boat./ Getting Ihe man back onlO Ihe deck is anOlher issue. some modem yachts have a boarding ladder on Ihe

sugar scoop at the stem '''hich is easy in light I,calher. however in a heavy swell this could e dangerousas Ihe yacht may rise and fall a substantial distance.

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\ 0 B (Power )Th is most effective technique should someone fanoverboard on a power driven vessel is called Ihe Williamson Tum: the procedure is as fonows:,/' Shout Man Overboard and Ihrow over Ihe

side any life-rings or flotalion aids.,/' Appoint one of he crew 10 keep a goodlookout on Ihe person in Ihe water Th isperson should do nOlhing elsc.

,/ Look althe compass for Ihe course youweTC Sleering when Ihe person fell.

,/ Put Ihe wheel hard over towards the sidewhere Ihe person fell. This wil l lake thestem oflhe vessel and the propeners awayfrom the person in the waler.Tum to about 60 to 70 degrees from yourcourse and then put the whee l hard over tothe other side.Come back on 10 the rec iprocal of youroriginal course. For example if you weTCsteering 105 degrees then you would comeback onto 285 degrees this win put you oncourse straight bac k towards the person.When you reach the person in the water stopthe engines so they can be recovered safely.

Note: Under instruction . the candidate will demonstrate good pract ical understanding and application ofMOB procedures.

Boat handl ing under power

l'hotos b John Rnusmaniere and Phil Cowie

A sailing vessel under the power of its auxiliary engine behaves fundamentally the same as a single engine powervessel. There are some differences in how the vessel responds due mainly to the effect of the deeper keel on sailingyachts compared to most power vessels.Most propellers on yachts are 'right hand that is to say, they tum clockwise when seen from astern . This will havethe effect of sw inging the stem to starboard and the bow to port I,hen going ahead. When going astern the oppositehappens the stem s ings to port and the bow to starboard. Addit ionally when going aste rn the flo w of water ovcrthe rudder created by the propeller is less effic ient an d thus will effect the yachts responsileness to the helm thisalso means that Ihe vessel will be more susceptible to the paddle-wheel' or traus\ erse thrus t ' effect when goingastern.

The effec ts of wi nd tide and curren t will also infl uence power driven vessels. Many po er cruisers have qu itesubstantial superstructures. and shallow draughts meaning little lateral resistance under the water. Wind pressureon these can act as virtual sails and cause the yacht 10 e blown off course. The same effect can happen to sailingyachts with their sails completely furled there is still pressure on the rig that can push the yacht off course . If goingupwind the wind can ac t on the bow of the vessel and cause it to change direction. Likewise the flo w of the tide andcurrentS will need to e considered when holding a course. Both in tenns of the leeway caused and also the effect onthe \essel s speed through the water.

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AnOlher poinllo be a\laTe ofis thaI a vessel has no brakes. its momentum can cany il qui le along way. the only \II)to slow it down is 10 engage reverse if one is going fQTWard and ,icc ,em .When maneulering a vessel under power particularl) in conflllCd spaces \\e need to keep all of the abll\ e in mindFor example. assuming a right hand propdler. it is best to make a righl hand lum 10 maximize the effecl of the pro-peller.Com ing Alongsid e ( ha r f or d o ~ kAim the yacht inlo the dock at an angle ofaround 20 10 30 degrees \\ ilhjusl sufficienl \Iay on Ihe Iessello have good control. When the \1 isclose 10 the harfpul lhe engine in ncull1ll and then Te l crse. as Ihis isdone i l ill have Ihe t\lofold effect of stopping tile boal and the Telcrsethrust ill tuck the stem in neatly alongside. Have your mooring lineprepared in advance and crewmemrer designated 10 step ashore andtie up Ihe vessel. Where Ihere arc mooring lines allached 10 Ihe dock itmay be easier 10 h ~ v Ihe crcwmembcrs ho step on to Ihe dock passthose lines 10 people 011 deck.

II)' \0 leave berth bygoing forw rds

C learing ( ha rf or dock)

Steer the bol t InlOthe dock 8t an atof ~ r o u n d20 to 30 degrees

Whenever possible) 01 1 should try 10 teave a berth by going forwardsthough this will ahva)s be dependant on the Ilind and current at Ihetime. The order in which you untie your mooring lines is dependanton the \\ ind and current. If Ihe \\ ind is coming from ahead or off thedock hold the ) ~ h l on Ihe after spring 10 Slop her drifting back ontoany vessel astern. the \I inti II ill lake the oOW OUI and once clear onecan leave Ihe dock. Conversely i he wind or current is aSlern one willswing out on Ihe bow spring until the stem is clear and then one call goastern to dear Ihe berth.

i\lultiple Engines.If a boat is fitted with multiple enginesone will be less eonccrned with thcpaddle wheel effect. This is becausethe propellers will be arranged so theytum in opposite directions. One wi ll notneed to use the \ heels as much and onecan steer the vcssel by using the bal-lIlCC bet\\een the engines. Thc vesselcan often be turned in its own length byhaving one engine ahcad and the other(lstern.

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Whn ,nning under nonnal Op


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Handling Skills

Departure From a Doc kBefore departing make sure the engine is running smoothly. In thisinstance ith a cross ind, the vessel must be given enough po 'erto exit the dock quickly (Boat A. or else the wind ll blow theboat on to the dock (Boat B , Remove the spring lines. slip bow andstem lines together,

With a II ind blo'l ing the vessel onto the dock. slipal l lines except the fon'ard spring. power gentlyahead to kick the stem out. Slip Ihe spring andmotor astem into Ihe channel.

Arriva l al a n oekAlways have lines and fenders prepared.In situat ion A. the vessel is positioned in the gap bynosing into the space and allowing the win d to push thevessel alongside.In situation B. with the vessel being blown off the dock.approach the dock bow first. anach a bowline and withthe rudder/engine to port. gently go astern which illgradually pull the stem into the dock ,Candidate will demonstrate good and safe practical ap-plication of vessel handling covered above.

With the wind blowing the vessel off the dock. slipall lines except the stem line. The bow ill be blownout into the channeL When clear. the stem line can beslipped,

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MOD ULE IS / SECTION IVESSEL CHECK O UTPractical Subject

A series of checks should be carried 01 11 prior 10 every Irip or voyage. [t is imponam 10 know Iha l the \ essel and herequipmenl are in good order and e\ el') Ihing is working properly. [I is also a good opportunity 10 use the checks as awa) to introduee the 1000ation of equipmenl and 8fety gear 10 new ~ w and as a ~ m i n d e 10 lOOse ho have ~ onboard b e f o ~ .Refer 10 Ihe outline suggested in the Iheory module 14. section 2 an apply practically. 11 is prudent 10 compile youro n chc-ck liSlS specifi call) fo r }ou 0 n boating needs and for )our \CSR'I.

First Aid KilManual m l ~ Pump

Tool Kil / Air Hornhrough Hull Finin,

Spa, S

Air Fill .. Handheld VIII' Thin Outboard EnKines

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Communication with Crew

MODULE SECTION 2RESPONSIBILITIES OF THE SKIPPERPractical Subject

The skipper is responsible at all times for operation and safety of the vessel and Ihe crew. even when asleep or do nbelow. This is especially important in bad weather or if the boat is in jeopardy. It is important that the skipper clearlyinfonns each crew member of each of their doties while Ihey are on board. As skipper you should have a plan forevel)'eve11lua lity and e able 1 express you requests in such a way Ihatthere is no misunderstanding. There is no need toshout nor should there be a need to say please all the time: a brief order is all that is needed provided you have a planand have explained to the crew what is expected of each of them well in advance.The ere must respond to instructions and commands quickly and efficiently.Delegation to C rewDepending upon the length of oyage the skipper will need to set up a watch system. For a shon day trip this is notreally needed. as long as there is always someone on the helm steering and another keeping a good lookout. t is essent ialto log your progress in a Navigational Logbook and on a chan at regular inteT\'als.For longer trips a watch system will need to be set up to allow adequate rest for the crew and the sk ipper. The alloca-tion of do ties will depend upon Ihe size and experience of the crew. In addition 1 Ihe above duties there will be aneed for preparation of meals and general housekeeping hilst on passage as well a general maintenance and repairsas needed.


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Gc nc ra lO cck ork

MO DULE 15 / SECTIO N JSEAMANSHIPPractical Subject

Candidate will demonstrate safe and seamanlike handling of lines, fenders. winches, capstans etc. and show competence in all aspects of de\:kwork as well as effective movement in carrying out necessary tasks.Rop.es, Knots Sp ccs ( and their car e l use)Please note that much of this se\:tion will have been covered in previous modules.Under instruction. candidate will demonstrate proper use and appropriate application of the folio ing knots andbends.

Ropes arc used for a number of purposes on board a vessel. particularly on a sailing vessel. There are a number ofdifferent types of rope. each will be used for a different purpose ,Ropes can be ~ p n s i v to buy but will last a long time if looked after properly. If the rope has been stored badly, itill be eakened and i t ill deteriorate in use. Misuse and incorrect handling will hasten this PfO(ess. Contact with

chemicals. gasoline/petrol. paint etc will cause serious damage to ropes, in time salt ater will also have an adverseeffect on Ihem. Man made fiber ropes are badly affected by ultra-violet radiation and require prolection from direcltropical sunl ight. Ropes shou ld be inspected and condemned if there are obvious defeclS such as broken slrands, kinksor signs of rot.Ropes should regularly be taken ashore and washed in fresh water and dried. Salt crystals harden the rope and theirabrasive aClion shortens Ihe life of the rope.Co iling a LineRopes and lines shouldalways e coiled neatlyso that Ihey are easyto access and usehen needed quickly.

Properly coiled linesallow the rope to runfreely and not becomekinked: il is also moreeasily stowed.With stranded ropeah


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SKU ing to a tThe rope should e lead to the back of the cleat and a fu ll tum taken around the base. This ill hold the load. Thesecond step is to make two figure of eight turns around the cleat finishing ith another full tum around the base ofthe cleat The general rule for securing line to a clcat is nearest side, funhest point, one round tum,

2 earest

3

4

5

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KnotsThe COllttt selection of the right tyPl' of knot. bend. or hitch for an) job is essential to pre,'ent it undoing as well asha,ing the abili ) to be readily untied hen required. KnOlS. Bends. and Hitches are all 3) 'S offaslening one or mon:ropes together or for anaching a rope to an object such as a spar or ring.The follO\, ing selection of knots. bends andhitches and their purpose are adequate for mostrequirements on a yacht.

Figu re of Eighl is a Siopper kn l used to pre,entthe end of a rope running 111 through a block orfairlead, It is easy 10 undo and is mostly used onthe ends of shcctS halyards and dk l i ~ s

Reef Knot is used mainly for faslening reef lieshen shonening sail. Because il ill undo easily if the load is not constant it should never be used tojoint o ropes

together, especially if the two ropes are of different diameters . A betlcr knot 10 join two ropes is the "sheet bend' or"double sheet bend"' described below. An improperly lied rttfknol is known as a "granny knof'.

Grllnny Knot

BOl line creatcs a fixed loop in the end ofa rope. [tis a secure knolthat is unlikely to slip or untie itself,and has the ad\"anlaic of being relatively easy to untieeven after being under load. Used for a number ofap-plications such as creating a loop in a dock line of forauaching sheets to a headsail.

.

Reef or Square Knot

,}.,Boll tine


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Whipping and spl icingLoops or eyes rna)' e fonned in a rope by means of an e) e splice , To prote< t the ends of ropes and \ pre\'enlthcmfraying a whipping is applied. These topics will e co\'ered in future modules ,

\Shon Spl ice Whipping

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Tidts

MODULE SECTION InOES AND CURRENTS

The na, ,gator requires a detailed kno\\ledge and understanding ortides in orMr that Ihey may be us.cd \0 help in making a safe alld secure passage. Tides have 1\\0 significant effects for Ihe navigator, and these change constamly_ Theyarc depth of water and lhe speed ofhorizonlal now.In most places there are twO tidal cycles every day. comprising \\\0 high tides and \ 0 low tides. and Ihis phenomenonis known as a sem i diurnal tide. A few places have only a single tidal cycle each day. this is kl1()wn as a diurnal tide.Slill fe\\er places ho,- a combin.atioo mo as mixed tides.Tides Irl: the , eni a rise and fall in the sea level brought about by the mo'ernent orlhe canh. moon and sun and thedfect of the gravitational attraction between these bodies. In effect the combined gravitational pull of the sun andmoon causes a tidal walle to revoille around the eanh. Tides originate in Ihe open waters orthe ea nh's seas andnceans. but are only noticeable and signific3m dose to shore.Tidal cum:nts are the horizontal flow o(water that result from the 'tidal walle ' meeting landmasses and shallow areasand are easily obser.ed along beaches, bays and sounds and up rillers.Cluse of tides and currtn tsTides result from the differences between centrifugal forces and gra,itational forces of mainly the moon and eanh.(However to a lesser extent the sun also excns gravitational pull). Although the mass of the moon is only a liny fraction oCthat orthe sun, it is much closer to the eanh and its pull is about twice as powerful. As a result. tides are mainlylunar.This gr.I,itational pull from the moon pulls tile surface of the sea towards it causing a bulge. As the moon roIatesaround the eanh the gravitational pull causes the wDter to bulge. the resulting \\"lI\"e is then carried around the e1Inh.On the opposite side of the eanh the moon's sra' itational pull is diminished. hich allows the water to mOle 3\\'a>from the eanh causing a sccond bulge.Tidal rhythm therefore is generally in tune with the r01ation orthe 11100n around the eanh. Since this lunar day" is 24hours and S minutes. the 1\\0 high and two low walers each day occur about 50 minutes later than lhe correspondingtides of the previous day.In the coorse of any OTIC lunar month. the sun. moon and eanh are lined up t\\ ice. tcchnically. in conjunction. The ne

' .

' . ' .ring Tides Neap Tides

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moon is hen tile onler is sun moon eanh and full wilen the order is sun eanh moon. In bo th cases. the sun s g r n ~ i t a tional pull lines up ith tha t orthe moon. hich results in higher tidal ranges called spring tides .

Similarly. t ice during the course of a lunar month, the relat ive positions of the moon and sun are at 9010 each other.In this instance the sun counteracts to some ~ t e n t l h e pult of the moon. hich results in lower t idal ranges ca lled neaptides.Spring tides produce higher high water and 10\.ler low water. \ I hilst neap tides produce lower high water and higher10\.1 water t t a u ~ ofthe greater \olume of\.lluer mO\'ing ~ t \ l e e n high and 10\.1 water. the rate offlo\\" of he cUlTentis much greater during a spring tide. Calculating this rate offlo\.l \.Iill deah \ I ith in later modules.

Tlda l lkfinitions and Tidalll eighlsChQrl l)Plu mChsn Datum is the reference point from Ilhieh all depths and dl)ing heights or lowest level of tide are measured ona nautical chan. American chans commonly use Mean Lower Low Water (MLLW). Brit ish AdmiralTy metric chartsuse I.owesl Astronomical Tide (LAT).C harled Oep thThe distance below chart datum of an object or feature often referred to as soundings.Dr)i ng Heigh tThis is the height of an objet:t or feature abo\e chart datum; these feature$ such as rocks or submerged objects may beuncovered at 10" water.lu nu ionThis is the interval of lime bct n success;,e high and low tide.

Height of TideThis is the height of ater above Chart datum and is fou nd by using the tide tablcs to find high or low "Bter and thenappl) ing the corrections derivcd from the appropriate tables.Il ig h WaU rThe lime at hich a tide reaclles its maximum height. The tide tables predict the times that high and low water areexpected 10 occur as ell as the heights expected. (These predictions assume nonnal eather conditions)Lo . Wa tfrThe time at .. hich a tide rt'a


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has a big range. Spring tides o c ~ u r at aOOutthe time ofrn:w and full moon.Nul TideNeap tides o c ~ u r about a week after spring tides and feature smaller ranges therefore slo cr flows.

Range

MNnlow.-rlowWO er

The difference between the height of succe5sive high and 10" waters. this is found by subtracting the height of 10"ater from the height of high water.

I'rimar}' r ortsThese are usually larger ports that have their OWlltide tables published hich comain complete tidal infonnation iththe time and height of every tide.S('("ondary " or IS

h c ~ 8re places that do not have their own tide tables so the infonnation has to be caleulated by using the Tide Differences Table.Spring, T ideT o s(lfing tides occur e CT) lunar momh. just after the full and new moons. The spring tide features the higher highater and the lower low water and therefore much faster tidal flows.

Rule oft elflhstn most places here the tide has a regular cycle there is a simple way to estimate the height of the tide. Jt is important10 notc that this is a , ery rough t i o n and will only ork here the rise and fall are unifonn ol'cr a hourperiod. The rule of twelfths works on the basis that the rate of rise or fall is slow at the beginning and end of the cyclebut reach a m a ~ i m u m at mid tide.To rent this I . ' take the range and divide it Into t"eJfths. then say that in the firs t hour the tide will be as follo"s:

1st hoor I 12 of the range 1 12 cumulati\e rise 01' fall2nd hour 2112 of the range 3 12 cumulath


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Examples o f t idal height problemsfor a tim e, l il e for a htight

Remember that all the problems which invol\'e wor .:ing. with tidal height problcms ' ill require that one of twothings 10 be found:I the Ireight oC Tide at a specific time, or2. the Time for a specific Height of TideWhat is the latest time during. the falling. tide On the c,-ening of June the 1 t that a yacht can pass over an area near130ston shown on the chart as having a drying height of I ft? The yach t has a draft of 4 ft and an extra clearance ofI ft will be allowed for safety.A quick sketch is usually a help hen >ou are trying 10 undeTStand the problem. Here. the height of 10 allow theboat to pass must be:

I ft to ro\ ('r the dl)'ing heightI t for the safety clearance4 ft for the boat's draft_

Thc height of ride required to co ,'cr in he ight of I ftDrying height I ftthe draft of 4 ft

the clearance of I frHeight of tide required

4 trecled fot d.) hg./lI 5'Ylng 11mThe time and rate of the maximum flow ofthe ebb tide.The direction offlow of both the flood andebb tides in 1 .

In the example shown, taken from the curren t tablefor The Race, Long Island Sound, we can see the fol-lowing:

The current on the flood runs in the direction of 302 1 and the current on the ebbruns in the direction of 112 1 .

Taking April Ist as an example we see thal:Slack water will occur at 0221,0848, 1456and2103.The ebb reaches a maximum speed of 3.8knots al 0528 and 3.3 knots at 1754.The flood reaches a maximum speed of 3 .1knots at 11 35 and 3.1 knots al 2357.

Tidal Atlas and Tida l Di a monds

Slacklime

02211 0848\ 1456

2103

03182 0947h 1557

2205

A tidal atlas is used to predict the direction and speed oflidal currents.

Max Flood bbTime Knots Knots

0528 3. 81135 3.11 7 5 ~ 3.32357 3.1

0625 3.4] , P- 2.81853 2.9

~ I r a ' t o rrent tableforau. l.onl Is/and So d

SlackTime

024416 0916h 1518

2122

17 0327F 1003

1606

A tidal atlas usually consists ofa sel of 12 or 13 diagrams, one for each hour of the tidal cycle. for a coasta l region.Each diagram uses arrows to indicate the direction of the flow at that time. The speed of the flow may be indicatedby numbers on each arrow or by the length of the arrow. Areas of slack water may be indicated by no arrows or thewords 'slack water .

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Below is an example of a tidal atlas.

The ldo' cu'renl informalion lor 11>0 oeIKled lrel is I oi....... ed curren only.The modo balhymelry 91 ..... ed ba...:l on 11>0 ~ 'lII",malOon in ....,.;g.oIOoni. C,,"'"lnd ..... Ming dila.The n'IO-tklll CUfft"tII may .. y KCOrding 10 , >est


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high water. high water itself and the 6 hours from high water 10 low water. columns show the bearing of the tidalslream and ils speed. in knOlS al bolh spring lide and neap tide. The times on the table are related to the high waler ofthe Standard Port displayed on the IlIble.

ours Olr S N 01 Olr p N6 248 0.8 0.4 213 1.6 0.9 224 0.9 0.53: 5 067 0.5 0.3 214 2.1 1.2 239 1.0 0.6J :

I 4 068 1.9 1.0 215 1.8 1.1 235 1.1 0.6E 3 071 2.6 1.5 213 0.9 0.5 242 0.6 .4' 2 069 2.3 1.3 8 k 5 8 km 1 068 1.2 0.6 033 0.8 0.5 052 0.6 .3

W 067 0.1 0.1 032 1.5 0 .8 049 1.2 0.71 248 0.9 0.5 031 1.9 1.1 049 1.3 0.73: 2 247 1.4 0.8 030 1.7 1.0 056 1.0 0.5J : 3 251 1.8 1.0 031 1.2 0.6 054 0.5 .3

'" 4 253 1.7 1.0 032 0.4 0.2 8 k5 250 1.6 0.9 211 0.4 0.2 219 0.4 .26 249 1.2 0.7 212 1.3 0.7 217 0.8 0.4Tidal and cum:nt calculations will be cO\erro in ~ t e r detai l in lhe lYT Yachtmaster Coastal and lYT YachtmasterOfTshore courses.

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MODULE 16 / SECTION 2CH RTWOR

iyt 14-17 international bareboat skipper.pdf

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