Beginning in the 50’s, BOATING magazine featured seamanship advice articles, many of which are applicable and basic today. Here is sampler
Have a Plan B
From January 1958: Unless you know firsthand that all your passengers are skilled at boating, assume they know nothing of what goes on between the gunwales. Robberson suggests that you assign each crew member a different task, giving each a role to play on board. Have one handle cushions and life jackets, for example, another to help with the dock lines, and another to help with engines and helm . That way, everyone has a specific task when you need help. From the time they board the boat, you can get them interested in doing things, and they’ll not only be better company and enjoy the ride more, but they’ll be good for something in an emergency.
From 1960: In daylight objects around you are usually easy to identify. They are big or small, short or tall, round or square, and they are plain to see as bridges, docks, land, beacons, buoys, or boats of various kinds and sizes heading one way or the other. But, at night, all the familiar shapes disappear, and all that’s left are various and sundry points of light: Some white, some green, some red, some orange, some blinking, some constant, some stacked, some horizontal, some moving, some still. If you can’t read these, lights, you should be ashore, preferable at home, learning navigation lights. The alternative can be bad.
From 1977: Ellen Matthew wants you to think about scope – the length of anchor rode you have out under various conditions. With a short scope, the holding of even the best and heaviest anchor is reduced, because the high angle of the rode tends to pull the anchor up instead of along the bottom, breaking it loose. Coast Guard and Navy tests show that a scope of 7 to 1 is right for average conditions (in 10 feet of water, you want 70 feet of rode), at least 5 to 1 for ideal conditions (a calm lake or currentless harbor), and at least 10 to 1 during a blow.
Do No Harm
From 1983: Right of Way – Don’t hit any or anything, and don’t get hit. People often forget that boats don’t have brakes. So, simply put, the more maneuverable vessel stays out of the way of the less maneuverable. Sailboats watch out for rowboats, powerboats watch out for sailboats, and we all watch out for work boats. Like wise, our smaller craft are supposed to give way to ships, especially in tight quarters, because we can get out of their way easier than they can get out of ours. Know the rules and regulations, but be ready to dodge when boats meet. Remember the Law of Tonnage – if they’re bigger than you, being right may not be worth it.
Spring Line Docking
From 1998: Sailboats go bow in. Powerboats back in. We have a tradition to uphold. And remember sneaky trick #110. When the wind and/or the current are stacked against you, use the spring line method. Lay the boat along the pilings at the end of the dock, or along the end of the dock itself, with the stern (or bow) protruding into the slip. Wrap the line around the midships cleat and then loop around the cleat on the dock, or the piling. Turn the wheel toward the dock, and set the line tight until the bow (or stern) begins to work around, and then ease off as the end of the boat swings into the slip – and you’re home free.
There’s the old saying about docking. “Go slow like a pro, or fast like an ass”. Slow and steady gets you in with no damage – boat or brain.
Most of the time, it’s not that simple. How’s your anchoring etiquette?
The First Boat In Sets The Rule
You motor around the point into your favorite cove, and you see another boat already anchored, swinging off a single hook. Etiquette dictates that you do the same, dropping your single hook on a spot that will keep you clear of the other boat when wind and tide change. If it’s relatively shallow, some of us even buoy the anchor, so others will know where it is (a spare fender and a few feet of paracord will usually do).
Then, how do you compute the swing radius – yours and the other boat’s? You can always do the math of a right triangle using water depth and scope to get the unknown – the distance from the boat to the anchor, But, assumptions of a 7:1 scope aside, that swing radius is going to change. Tides rise and fall, wind and currents change, and different boats react differently to those changes.
Keel sailboats react faster to current shifts, and later to wind, while power cruisers, especially those with two or three deck levels, react to wind faster than current. To make it even more fun, boats using all-chain rodes usually lay to scope of 3:1, as opposed to the 7:1 typical of boats with a rope rode. And funner yet, the other skipper may have more rode out than you thought, and you’ve swung to lie right above his hook, of course just when he/she is trying to leave – no big deal, unless you’re not on your boat and didn’t leave an anchor watch.
You Set the Rule
You come around the point to the “hot spot” on a summer Saturday and you’re the first to arrive. When that happens, the basic rule is to set two anchors – bow and stern – which allows more boats to enjoy the day. After you’ve set the two hooks, you can call “first in”, and there’ll be the usual shouting when the fleet arrives, but you’ll be there, and in good shape.
Don’t Be In A Hurry to Get Off
As tempting as it may be, don’t jump into the dinghy with your picnic or clamming basket in hand. Take the time to be sure you’re not dragging the hook. Take a couple of “ranges”, by lining up two stationary object ashore – in two or more directions – a couple of trees, rocks, etc. Wait a while, and if they stay in line, you are secure. Then go where you must go. Leaving crew on “anchor watch” to deal with emergencies is a good plan if you’re going to out of sight of the boat.
Now you’re a good anchor neighbor. Etiquette means good manners, and good manners make friends.
I know it’s not sailing, but the lesson is clear. These folks were salmon fishing on the Columbia River, and saw the boat coming at them. After the usual waving and yelling, they took appropriate action and dove into the cold water. The cruiser driver was sitting down driving, and couldn’t see the fishing craft over the dashboard and bow. You can see why.
It’s 2 a.m. You’re on a mooring in your favorite getaway harbor. The party on the boat three cans down has finally died away. And, you still can’t sleep. Something’s missing. You jump up and dash topside, flashlight in hand, looking over the side and around the anchorage. The dinghy got away! It’s not banging on the side at the end of the painter! That’s what’s missing….
You glance over the transom, and there she is, firmly clipped to the swim step. Not swinging, not banging on the side, not trying to escape. Easy to board, easy to release, and easy to attach and exit. That’s a side benefit of the Forespar Quik Davit.
We added the Quik Davit to the swimstep of our Grand Banks so we’d have an easy way to hoist in the dinghy when moving to a new spot, rather than use the the topside power hoist, etc. It works perfectly as the name implies, and as our private, mobile dinghy dock.
Friends use the Quik Davit on a variety of smaller and larger power boats as the primary davit because it’s easier to inflate the dinghy at the home dock, hoist/tilt it onto the step, and drive away – and reverse the process when back at the home dock. Sailboat owners do the same, usually for shorter cruises, and for the above-mentioned reason.
Check Quik Davit out. It installs easily on both the dinghy and the step of just about any boat, is easy to use, the price is right – And you’ll sleep better.
We are pleased to announce that Charlene Norris has joined the Forespar Sales Team as our Customer Service and Sales Assistant for the Company, beginning October 2017. Her role is to assist with OEM orders and issues, become the liaison between the department and Field Sales Representatives, and to help with the overall administrative operations with the Sales and Customer Service areas.
For Our Sales team members in the field, Charlene’s primary goal is to answer questions, meet the needs of and make life easier and better for you and for our customers. Sales and purchase orders will continue to be processed in the normal way with Linda and Randy on the Sales Desk. If you have any additional administrative needs for yourself or for your customers, let Charlene know.
Charlene has a broad background and comes to us with more than 30 years of administrative and customer service experience in a variety of industries. She is technologically savvy and understands the importance of communication within the team and with Field Sales Representatives, the Sales Department, and our Customers. Charlene’s modus operandi is “See it through to the end, no matter what obstacles may come my way.”
Many of you may already know Charlene, as she has been working closely with Bill Hanna, David Levesque, and Randy Risvold for several months. Going forward, if you have questions about New Customer Setups, Service Issues, Information Requests, Literature & Sample Requests, Show Support, Account History, YTD/PYTD Sales Numbers, Sales Trends, Outstanding Invoices, Commissions and all follow-up, please contact Charlene at: 949.858.8820 ext: 107 or email: CharleneN@forespar.com.
We all like spinnaker sailing, but seldom try it single-handed. Take this lesson, but remember that he’s using auto helm for his tiller. If you’re sailing in a smaller to medium boat in light or low-moderate air (under 12 knots), this will work. Any stronger breeze, especially at sea, and single handed kite flying will get “varsity” in a hurry.
Transcript of conversation on the quarterdeck of HMS Victory on October 21, 1805 off the coast of Spain near Cape Trafalgar, between Admiral Lord Horatio Nelson and his Flag Captain Sir Thomas Hardy. Twenty-two English ships of the line faced a combined French and Spanish fleet of thirty-three ships of the line. The English won a dramatic and history-changing victory.
We assume a more modern regulatory environment.
Nelson: “Order the signal, Hardy.”
Hardy: “Aye, aye sir.”
Nelson: “Hold on, that’s not what I dictated to Flags. What’s the meaning of this?”
Hardy: “Sorry sir?”
Nelson (reading aloud): “‘ England expects every person to do his or her duty, regardless of race, gender, sexual orientation, religious persuasion or disability.’ – What gobbledegook is this?”
Hardy: “Admiralty policy from the Human Capital Management team, I’m afraid, sir. We’re an equal opportunities employer now. We had the devil’s own job getting ‘England ‘ past the censors, lest it be considered racist.”
Nelson: “Gadzooks, Hardy. Hand me my pipe and tobacco.”
Hardy: “Sorry sir. All naval vessels have now been designated smoke-free working environments.”
Nelson: “In that case, break open the rum ration. Let us splice the mainbrace to steel the men before battle.”
Hardy: “The rum ration has been abolished by the HHS Department, Admiral. It’s part of the Government’s policy on binge drinking.”
Nelson: “Good heavens, Hardy. I suppose we’d better get on with it ………. full speed ahead.”
Hardy: “I think you’ll find that according to EPA there’s a 4 knot speed limit in this stretch of water.”
Nelson: “Damn it man! We are on the eve of the greatest sea battle in history. We must advance with all dispatch. Report from lookouts in the crow’s nest please.”
Hardy: “That won’t be possible, sir.”
Hardy: “Health and Safety have closed the crow’s nest, sir. No harness; and they said that rope ladders don’t meet regulations. They won’t let anyone up there until proper scaffolding can be erected.”
Nelson: “Then get me the ship’s carpenter without delay, Hardy.”
Hardy: “He’s busy knocking up a wheelchair access to the foredeck Admiral.”
Nelson: “Wheelchair access? I’ve never heard anything so absurd.”
Hardy: “Health and Safety again, sir. We have to provide a barrier-free environment for the differently abled.”
Nelson: “Differently abled? I’ve only one arm and one eye and I refuse even to hear mention of the word. I didn’t rise to the rank of admiral by playing the disability card.”
Hardy: “Actually, sir, you did. The Royal Navy is underrepresented in the areas of visual impairment and limb deficiency.”
Nelson: “Whatever next? Oh well – Order full sail. The salt spray beckons.”
Hardy: “A couple of problems there too, sir. Health and Safety won’t let the crew up the rigging without hard hats. And they don’t want anyone breathing in too much salt – haven’t you seen the memos?”
Nelson: “I’ve never heard such infamy. Break out the cannon and tell the men to stand by to engage the enemy.”
Hardy: “The men are a bit worried about shooting at anyone, Admiral.”
Nelson: “What? This is mutiny!”
Hardy: “It’s not that, sir. It’s just that they’re afraid of being charged with murder if they actually kill anyone. There are a couple of legal-aid lawyers on board, watching everyone like hawks.”
Nelson: “Then how are we to sink the Frenchies and the Spanish?”
Hardy: “Actually, sir, we’re not.”
Nelson: “We’re not?”
Hardy: “No, sir. The French and the Spanish are our European partners now. According to the Common Fisheries Policy, we shouldn’t even be in this stretch of water. We could get hit with a claim for compensation. And, sinking ships puts us into environmental trouble again.”
Nelson: “But you must hate a Frenchman as you hate the devil.”
Hardy: “I wouldn’t let the ship’s diversity co-ordinator hear you saying that sir. You’ll be up on a disciplinary report.”
Nelson: “You must consider every man an enemy, who speaks ill of your King.”
Hardy: “Not any more, sir. We must be inclusive in this multicultural age. Now put on your Kevlar vest; it’s the rules. It could save your life”
Nelson: “Don’t tell me – Health and Safety. Whatever happened to rum and the lash?”
Hardy: As I explained, sir, rum is off the menu! And there’s a ban on corporal punishment.”
A few minutes later, Nelson was struck down by a musket ball. His last words were: “Kiss me, Hardy”, which opens another channel of regulatory inquiry.
Thanks to and cribbed and edited from a post on Cruisers Forum….
Scott Foresman, the owner of Forespar® Products – considers “Giving Back” a basic, very important and essential core value philosophy.
From humble beginnings 50 years ago, today Forespar® manufactures 95% of its products in Rancho Santa Margarita, California. Forespar is a trusted supplier of proprietary inventions and accessory products designed for sail and power boats, non-toxic and natural performance care products for recreational vehicles, automotive and home use.
Forespar’s “Giving Back” candidates are diverse. Through careful evaluation, Forespar® exclusively supports and contributes to organizations that lend a helping hand – whether a medical problem, honoring wounded warriors, children who suffer from debilitating diseases or those in the community who benefit from support, hope and healing programs.
Aligning with the firm’s strong core family values, Forespar ® chose charity and non-profit organizations that observe balance of social relevancy and adhere to charters focusing on highly efficient funding that support the “cause” rather than “administration”.
Forespar® is Honored to Work With the Following Champions in its “Giving Back” Program:
Foresman comments that the company plans to continue and expand its philanthropic activities.