New to Boating?
- Capt. Peter Kane
- Apr 7
- 50 min read
Updated: Apr 16
Need to Refresh Your Knowledge?
Perhaps This Will Help
A Compilation of Articles
By Capt. Peter Kane
An Introduction to Safe Boating
By Capt. Peter Kane
Table of Contents
1. Preface
2. New to Boating?
3. What are the “Rules of the Road”
4. A Need to Know
5. What Now?
6. Communication
7. Other Means
8. Fundamentals of Navigation
9. Aids to Navigation
Preface
This book began as a series of articles published monthly in a local boating magazine. As an afterthought, I decided to compile them into one publication. When writing, I realized how much information there is to convey to my readers. Overwhelming comes to mind. I need to limit the scope to what I feel is necessary for the average recreational boater. Four years ago I purchased a home in southwest Florida. It was an “enlightening” boating experience for me. I was encountering many boaters who were new to boating or their experience was on a small lake somewhere in the mid-west. They were not aware of the “rules of the road” nor did they have any knowledge of navigation. Learning was limited to the required safe boating classes offered on-line or, if available, through a local law enforcement agency. If you live on or near the water there is a desire to own a boat. If you have the financial means to do so it is rather simple - buy a boat. But, you need to know how to properly and safely operate it. Take the time to locate a means of being educated, whether it be a classroom course, on-line reading, publications and, perhaps most important, training in hands- on operation.
Learning is an ongoing process. Over the years, when lecturing in the classroom, I would realize how much my depth of understanding a particular subject would be enhanced by repeatedly teaching it. We have all heard the term “muscle memory”. It comes from repetition. This all applies to the operation of a “vehicle”, be it a car, a tractor, or a boat.
In 1998 I began studying for my “Captains License”. For the most part I did it on my own for over a year with some guidance from Coast Guard publications and other resources. I sat for the exam at the Regional Exam Center in New York city and passed all sections, including a sail and towing endorsement. Since then I have come to realize that getting that license was just the beginning of my learning curve. The years since have expanded my knowledge and ability to function as a captain. There are private courses offered today by many organizations or agencies in which you can enroll enabling you to take the exam to become a licensed captain. I encourage those interested to do so. It is an opportunity to go beyond the online “safety course” and includes so much more. But do not forget it is “time on the water” that will enhance the classroom learning and make you an experienced mariner!
You have just purchased a new car. Congratulations! As you leave the dealership you make a turn onto the highway, apply the brakes and stop at the stop sign. A few days later you are driving in a heavy downpour and your visibility is very limited so you pull off the road at a rest stop to wait for the rain to abate. You travel on to your destination and pull into a parking spot.
No problem, you are an experienced driver.
Now, you are buying a boat. You have had a great experience discussing what you are looking for with the dealer and have found the one. Once aboard you start the engine, release the dock lines, put it in gear and start out. Oops! you bang the dock with the stern doing some minor damage to your new boat. Now you are heading towards another boat so, throttle down. But you are still moving; no brakes like in the car. You realize “driving” a boat is not the same as a car. If a storm comes up you cannot just pull off the “road” and wait it out. Try docking your boat. It does not steer like your car. What about current and wind? That has no effect on the car but it sure does on your boat.
I use this analogy often when teaching boaters and I have found that most reputable boat dealers will provide some degree of training to the new boat owner. It is very important. Having a bad experience leads to uncertainty and creates anxiety. That, in itself, will not only interfere with your ability to learn and develop confidence but take any enjoyment out of being on the water. Most importantly, as well, is the safety factor. I have seen many boating accidents that could have been avoided if only the “captain” knew what he was doing.
All this being said, the new (and perhaps even the experienced) boater should learn how to operate and maintain his vessel, know the “Rules of the Road” and be well aware of his and the vessels limitations. He may further his knowledge by learning basic navigation, how to operate and understand electronics on board, use of radar, etc. It goes on and on, you will always be learning if you desire.
What are the
“Rules-of-the-Road”
In order to answer that question perhaps in would behoove me explain my interest in writing this article. Over time, and I do hate to admit how long that is, I have experienced many situations on the water that could have been prevented if vessel operators new what they were doing. A boat is not an automobile. It does not handle the same, it does not have brakes, in bad weather it cannot be pulled off the road to wait it out and it can SINK! Unfortunately, anyone with the wherewithal can buy a boat; be it sixteen feet or sixty. They can turn the key and go. Agreed, most will seek some instruction to familiarize themselves with their new vessel. I then ask “is that enough”.
I do not believe so.
For hundreds of years there have been vessels on the high seas with very few incidences of collisions. Why now, in our time, do we need “rules” governing how we operate boats? The key here is “in our time”
In the last century there have been two World Wars, and other military conflicts that have led to a large number of merchant vessels being built, not to mention military vessels added to the mothball fleet. Many of these vessels were sold cheaply to anyone who could afford them. Countries with very little maritime experience were suddenly operating on the high seas with crews having very little experience. There was a communications gap as well. A ship from one country would sail into the waters of another country which spoke a different language. People from different countries speaking different languages on the bridges of these vessels. I think “communications gap” is an understatement!
And then, in the 1960’s, we saw the advent of the supertankers. The largest moving vessels that ever existed. Up to a quarter mile in length with drafts of 70 - 80 feet carrying millions of gallons of oil.
In the United States we have an economy that allows the average person to own and operate pleasure craft - just take a look at Charlotte Harbor on a sunny day in February or better yet take a trip to Miami. Sometimes it looks like there are more boats than people.
So, we have various kinds of people operating all types of vessels: professional mariners, foreign vessels, new boaters and experienced boaters - and they all know it all!
Picture this: A commercial freighter with a German captain and Portuguese mate approach a Liberian supertanker. They are all in the vicinity of Japanese and Russian fishing boats and let’s include a few recreational boaters.
1. Who says what to whom?
2. In what language?
3. What will happen?
4. Rule of BIG, the tanker wins!
In 1972 at the United Nations there was a formalization of International Regulations for the Prevention of Collisions at Sea. The IMO (International Maritime Organization) adopted and ratified the rules for avoidance of collision at sea. These rules which went into effect in 1977 and are referred to as the COLREGS (Collision Regulations). They are the International Rules.
These rules are to be adhered to by all vessels at sea and waters navigable by sea going vessels.
The only exception to these rules is to avoid immediate danger.
Inland Rules vs International
In the 1972 meeting which adopted the International Rules the United States asked for special rules. These rules, adopted in 1981, are referred to as the Inland Rules. You may have noticed on your paper charts a magenta line. If you look closely at areas around bays, harbors or inlets you will see the dashed magenta line which is the separation between Inland Rules and International Rules. They are the COLREGS demarcation line.
These Inland Rules were necessary because of the huge amount of maritime traffic that moves in and around our ports. They include, but are not limited to, New York, Boston, San Francisco Bay and many other regions. My experience on the Hudson River of New York testifies to this need. When I am the Captain on board I regularly communicate with the bridge of other commercial vessels via VHF radio. When I see I am meeting a down-bound tanker I will call him and agree upon which sides we are to pass. There is no doubt or confusion. “Albany Queen this is Rip Van Winkle off your bow. I would like to meet on one whistle. Rip, I’ll see you on one whistle (pass port to port). Simple, safe, no confusion - we are following the rules!
Now, I do get the argument from time to time: “we only have a 25-foot outboard and we do not go any farther than over to Boca, maybe out into the Gulf on occasion to fish. I know what I am doing why do I need to know these rules? Why do I need a VHF radio? I have a cell phone.”
My intent in future articles is to answer these questions. Let me end this one with a short true story (I have many!)
A family of four was navigating Long Island Sound at dusk. They were traveling back to Mystic, Connecticut after spending the day at Montauk at the tip of Long Island. Husband, wife and two children. After passing thru Plum Gut and navigating into the Sound the electronic navigation failed; no chart-map, GPS. It was now dark and they had no idea where they were. Maintaining the current heading, at some point they ran between a tug with a long tow. They hit the tow wire, the boat sank. The tug was not aware of what had occurred until long after the collision. The husband, who was operating the vessel was thrown into the water, his family drowned. He was found the next day on Plum Island - alive.
After the fact: Do not rely on electronic navigation. Learn how to plot a course on a paper chart. Take fixes frequently on your position and mark it on the chart. Have a compass on board and learn how to use it. Learn the “rules” and keep a copy of the rules on board (it is mandatory on charter and commercial vessels). He did not know identification lights when navigating at night. The tug had proper lights displayed; running lights and towing lights displayed on the mast indicating he was pulling a barge on a long tow.
Now, I know I was not there and there may have been other circumstances
A Need to Know
If you have ever had the chance to take a close look at the “Rules of the Road” you may ask yourself if there is a real need to know all of this “stuff”. Perhaps not; maybe only those rules that apply to you and your vessel. But then, what about the “other guy”? Does he need to know all this “stuff”? The simple answer is yes. If you are a boater operating a vessel you should know them all. I realize you may forget some of them if they never seem to apply to you. At some point in your boating ventures there may come the need. I strongly suggest you carry the Navigation Rules and Regulations Handbook on board. It is published by the Department of Homeland Security/US Coast Guard and available on Amazon. As mentioned in my first article this publication is required to be on board any charter or commercial vessel.
A few years back I had a friend who was about to enter a creek off the main channel of the Hudson River. He was an experienced mariner but was a bit puzzled by a flashing yellow light just off his port bow. Playing it safe, he decided to slow down before making his turn to port. A good thing he did. It was the “special flashing light” displayed on the bow of a barge being pushed by a tug. He told me afterwards,” I seemed to recall a flashing yellow light mentioned in the “Rules”. As the tug passed its’ light configuration made sense to him. We wondered, if he had never taken a course on the “Rules” would he have made that turn - into the barge!
As a recreational boater you really cannot remember all the details in the rules. I have been a captain for over forty years and still need to refresh my memory on occasion. That being said, there are those rules you need to know.
Rules Applying to Specific Vessel Types
Let’s consider first what a vessel is and then explore the types. By definition, a vessel is anything used for transportation or capable of being used for transportation on the water. Broad definition for sure. That includes a canoe, an ocean- going tanker and anything in between.
Rule #3 specifically defines vessel types. Some of these definitions are almost self -explanatory.
A power- driven vessel is propelled by machinery
A sailing vessel is one under sail, providing it is not using propelling machinery
(if it is it becomes a power vessel)
A vessel engaged in fishing using nets, lines, trawls or other fishing apparatus which restricts maneuverability
A seaplane, includes aircraft designed to maneuver on the water
A vessel not under command - under special circumstances is not able to maneuver
A vessel restricted in her ability to maneuver due to the nature of her work (laying pipe, a dredge, engaged in towing, mine clearance)
By definition, these vessel types lend to a “pecking order”. For example, if a vessel not under command cannot maneuver it stands to reason all the others should give wide birth - she cannot get out of the way! A vessel not under command (NUC) is at the very top of the “pecking order”. Vessels restricted in their ability to maneuver (RAM) are next. Note here that “due to the nature of their work” they are restricted; they are under command. Vessels engaged in fishing are next on the list (these are commercial fishing vessels, not the recreational fisherman) then comes vessels under sail, power vessels and finally seaplanes (they take last place in the “pecking order”).
It is important to note here that most of us operating our power boats are pretty low on the list. There is one other vessel type I failed to mention because it only applies to the International Rules. That is a CBD - a vessel Constrained by Draft. These are the mega tankers and can only operate on the oceans and very deep ports, not on inland waters.
Steering and Sailing Rules
Steering and Sailing Rules apply to the conduct of a vessel in any condition of visibility. One of the most important here is Rule #5. Every vessel shall at all times maintain a proper look-out by all means appropriate in the prevailing circumstances and conditions……….
A look-out at all times. Remember the purpose of the “Rules”: prevent collision! Someone has to see or hear the other vessel. We all get distracted but distraction can be the cause of a collision.
Years ago, I installed an autopilot on a customer’s boat. After the installation I had to take the vessel out on the water to calibrate it. After all was done I made the mistake of setting a heading and going below to collect my tools. I was only there for a few minutes when a heard five blasts from a ships horn. Running top-side I saw a tug about a half mile off my bow. A look-out at all times! What do they say about changing your underwear? We all learn from our mistakes as long as they are not fatal.
OK, so now we are making way through the water with our lookout. Our speed is 30 knots and we are approaching a number of anchored boats fishing. We reduce our speed to 10 knots as we approach the boats and then to 5 knots to reduce our wake as we pass. Was this a safe speed? Did we proceed at a safe speed so that we could take proper and effective action to avoid collision and stop within a distance appropriate to the prevailing conditions? If so, we followed Rule #6. Factors taken into consideration in determining safe speed Include:
The state of visibility
Traffic density (our fishing boats mentioned above)
Maneuverability of the vessel (many large vessels take a mile or more to stop even after going astern)
Night (background lights)
Sea state
Draft of vessel relative to water depth
Vessels navigating with radar must also know the characteristics and limitations of their equipment.
So far, with all being said, we still need to determine if the risk of collision exists. We have a look-out, our speed is safe relative to the prevailing conditions. There is a vessel about two miles off our bow. Her bearing is 180 degrees, her distance is decreasing, bearing is not changing. There is a risk of collision! We need to take action to prevent collision. What do we do? What is the basis of our decision? How do we do it?
What Now?
At the end of my last article we were left with a situation. We could see a vessel directly off our bow about two nautical miles away with a bearing of 180 degrees. As the reader you need to know more about this scenario. The weather isclear, no restrictedvisibility.Bearingis the compass reading indicating the direction of a vessel or object from our vessel. It is different
from our heading which is the direction our vessel is traveling. If the bearing is remaining the same and the distance is decreasing we are on a collision course. We need to have a closest point of approach ( CPA ) within a safe distance.
Meeting Head-On
By rule #14 vessels approaching each other head-on shall turn to starboard and leave the other vessel to her port. In this case we do just that and, we do so by making a decisive turn so as to be obvious to the other vessel what our intention is. There are other means of informing the other vessel of our intentions. We may sound one short blast of our whistle (we are turning to starboard), the other vessel would then respond in kind. We may use the VHF radio to contact the other vessel and agree upon the “meeting situation”.
In this case the other vessel maintaines its’ heading and as a result of our turning to starboard we pass well within a safe distance. We did attempt to hail him on channel 16 with no result (not unusual). No whistle signals were exchanged.
This is a typical “meeting” situation among recreational boaters which I have observed in our local waters. What if that “other” vessel turned to port and we still appeared to be on a collision course. We must then do all we can to avoid collision. Slow down, turn to port to avoid the other vessel and remember the rules state that in “special circumstances” all must be done to avoid collision.
In an “ideal maritime world” boaters would know the rules. They would have a VHF radio and know how to use it properly. They would know all the whistle signals. To a greater degree, that world does exist among professional mariners. We do communicate with other vessels, be it by radio or whistle signals. We know the rules and have a copy of the “rule book” available as a reference, if need be.
Vessels Crossing
There are additional rules which apply to vessels operating in close proximity to one another. We have just covered vessels approaching each other on reciprocal headings. Another would be vessels crossing. A “crossing situation” exists when two power-driven vessels are crossing so as to involve the risk of collision. The vessel which has the other vessel to her starboard side shall keep out of the way and shall avoid crossing ahead of the other vessel. She shall turn to starboard and pass well behind of the other vessel before resuming her original heading.
Perhaps here would be a good time to discuss some terms used to describe these vessels in close proximity. Many still use the term “right-of-way” to describe the vessel which maintains its’ heading and speed. I don’t like that term, maybe that’s just me? I prefer the terms “stand-on” and “give-way”. The vessel in any close proximity situation that maintaines it heading and speed is the “stand-on” vessel. The vessel that must maneuver to avoid collision is the “give-way” vessel. What about our first scenario when vessels are on a reciprocal heading? Neither vessel is stand-on or give-way. Each shall turn to starboard and meet leaving the other on her port side within a safe distance. What if one vessel is much larger and cannot turn to starboard due to special circumstances (must remain in the channel, cannot turn do to vessel on her starboard side, etc.) In that case the other is obliged to do so. How do we know this? Communication by VHF or whistle signals. Or perhaps it is just obvious? A tanker down bound on a river meeting an 18’ runabout? Always remember the “rule of big” - big always wins!
Overtaking
Any vessel overtaking another shall keep out of the way of the overtaken vessel. An overtaking situation exists when the vessel approaches the other more than 22.5 degrees abaft her beam. At night she can only see the stern light of the overtaken vessel ( if she sees the red or green side light it becomes a “crossing situation”). The overtaking vessel shall remain well clear of the overtaken and not return to her original heading until done so.
The preferred is to leave the overtaken vessel to starboard. If the vessels are operating in a channel it stands to reason as the overtaken vessel will be towards the starboard side of the channel. Once again, this can be agreed upon by communication with the overtaken vessel. There are always special circumstances. “Captain I prefer you slow down and pass on my starboard side as I am maneuvering towards to center of the channel due to depth restrictions.”
Whistle Signals
One method of communication between vessels previously alluded to are whistle signals. When vessels are in one half mile of one another these signals represent intent and agreement. One short blast of the whistle (one second) means “ I intend to leave you on my port side”. Two short blasts of the whistle, “ I intend to leave you on my starboard side”. When overtaking, the overtaking vessel gives one short blast, “I intend to overtake you on your starboard side”.
Two short blasts, “I intend to overtake you on your port side”. In each case the stand-on vessel will respond in kind as to agree. In the event the stand on vessel does not agree or there exists a danger situation that vessel will respond with five short blasts (this is always a good time to be communicating on the VHF!).
Three short blasts on the whistle indicates that the vessel is going astern. One prolonged blast (four to six seconds) indicates the vessel is underway and leaving the dock. Frequently these are heard in sequence. One prolonged (leaving the dock) and three short (going astern).
A prolonged blast may also be used by a vessel approaching a bend in a river where visual obstruction of the waters ahead may be impaired. It too shall be answered by the same signal.
I cannot stress enough the supplementation of whistle signals or, for that matter, the sole use of the VHF radio. It leaves very little to doubt when each vessel can actually speak to one another. It is important in emergencies as when broadcasting a May Day and can be specific as to reporting location. In my next article I will discuss the use of the VHF radio and types
that now offer AIS (automatic identification system) and a DSC distress system.
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authors note: Many diagrams for the “rules” that I have and will discuss further may be found by doing a search on the internet. These diagrams may enhance your understanding.
Communication
Lights, horns, whistles, flags and visual devices are all ways vessels can communicate with each other and to identify specific features such as channels and hazards to navigation. The history of these can be rather interesting. Lighthouses, for example, have a few functions. One of which is to mark hazards to navigation, another is to allow the mariner to judge the distance his vessel is to the light (or shore line). The term “bobbing the light” is used to describe a method used by mariners to determine how far offshore they were. A sailor would climb to the “crows’ nest” and look for the light. When spotted he would then stoop down to see if it disappears, if so, he would then rise again to see it. Based upon his height above sea level and the height of the light a determination could be made how far they were from it (at sea level the distance to the horizon is about 3 miles for an average human height of six feet). Today, we do not have to “bob the light”. We have electronic means to determine distance and charts to identify where we are or where we are going. Lights, however, play an important part in navigation and communication. Light signals can and are used between vessels. In this article I would like to focus on the most common means of communication found on most commercial and recreational vessels.
VHF Radios
The VHF (very high frequency) radio is a very important means of communication on board your vessel. If you do not have one, get one. You may have the hand-held type which useful in most cases. It has both advantages and disadvantages. I have one on board as a backup and if I have to abandon ship I can take it with me (always get a waterproof and floating model). It is limited to the distance it can broadcast and receive based, in part, by the size of the antenna. VHF communication is line-of-sight so compared to a fixed radio with a tall antenna mounted on top the bridge of a vessel it has less range. Its’ power output is limited to 5 watts where a fixed- mount is 25 watts. I would strongly suggest having both on board.
I often hear the argument a cell phone is just as good. It is not. If you were to use your cell phone in the event of an emergency who would you call and what is its’ range? You may call 911 and get a response if your phone was getting a signal - it may not if you are out of range.
If you do contact 911 they may or may not be able to help. Can they, in turn, contact the Coast Guard? Perhaps the 911 dispatcher you reach cannot assist you. When you use a cell phone the only party that can hear you is the number you dialed.
When using the VHF in an emergency everyone monitoring channel 16 (the emergency channel) will hear you - all boaters in the vicinity, the Coast Guard and monitoring stations on land such as the local sheriff, police and fire. They will most likely have a marine division.
If there is a boat in your direct vicinity they are obligated to help. Everyone knows you need assistance!
Today’s VHF radios have some very important safety features built in and can be linked with all your other electronics on board. These include AIS and DSC.
AIS
Automated ship identification is used to identify vessels in your vicinity that have an AIS transmitter (transponder) on board. It shows you information about them including their vessel name, its location relative to your position, heading and speed. If used in conjunction with your chart-map and/or radar it will show it on the screen as a triangular symbol. Mark it with your cursor and a window will pop up with a wealth of information. I find this feature very helpful when I want to call another vessel because I know the vessel name and location.
Unless you purchase an AIS transponder, however, other vessels will not “see” you on their devices.
DSC
Almost all VHF radios produced over the last several years have digital select calling. This allows the radio to transmit digitally information to the Coast Guard and any vessels within your vicinity that have DSC. If for some reason you cannot transmit by voice you can push the DSC button and the Coast Guard will receive the emergency DSC broadcast with your position, vessel name and contact information. When I do a charter I always inform my customers about DSC and show them how to “push the button” in the event I am disabled. One never knows.
In order to set up the DSC feature you must obtain an MMSI number (maritime mobile service identity). If you purchase a VHF make sure it has the AIS and DSC features along with GPS ability. I recent years I do not recall any that do not.
How do I get an MMSI number? BoatUS will issue you a MMSI number free of charge. That number is unique to your vessel, not the radio. It is a nine-digit number that is entered into your VHF. If you need guidance on the steps to follow I would suggest going to www.boatus.com and search for “setting up your DSC”.
Operating the VHF
The VHF radio is not a “toy”. I have enough experience on the water to confirm many boaters treat it as one. Children should not be permitted to randomly use it. There is a specific protocol to be followed when using it. To begin with Channel 16 is for emergency use only!
It may, on occasion be used as a hailing channel as everyone is required to be monitoring it when on board their vessel. Once your transmission is received you should then reach an agreement to switch to another channel. In an emergency you should stay on 16 unless directed by the Coast Guard to switch channel (22 is common). I have listed below some of the more frequently used channels and what they are used for.
Channel Use
16 For emergency transmission, must be monitored at all times.
09 Hailing channel, recreational and commercial (may be monitored)
use for a radio check, not 16
13 Bridge to bridge, transmission and receiving other vessels
68,69,71 Non-commercial (vessel to vessel, vessel to marina, etc.)
1,2,3 Weather broadcasts
You may find boaters asking for a radio check on channel 16. This should not be done. Channel 09 is used for radio checks. For a number of years, Sea Tow offered an automated radio check service. That service is no longer available.
There are specific ways to transmit emergencies which are important for the vessel operator to know. We are all familiar with “May Day”, let’s explore its’ use, when and how. A “May Day” is only transmitted when life is in danger! The proper procedure:
“MayDay, MayDay, MayDay - this is the vessel Morning Sun, position: (give latitude and longitude two times)”, give the number of persons on board. Wait for a response. Repeat if no response. The Coast Guard will respond and will ask the nature of your emergency. Follow their instructions. They may ask you to switch to channel 22 (22 alpha) for further instructions and or questions. There are many types of emergencies (taking on water, fire, medical) which all may be life threatening. Other vessels in your vicinity may also respond offering assistance; communicate with them but not in lieu of the Coast Guard.
“Pan,Pan,Pan” is transmitted on 16 for emergencies of a non-life-threatening nature. An example may be taking on water but your pumps are keeping up with it. At the time you have it under control but still may need assistance. Perhaps you have run aground and may have damage. Use your judgement. It is all you have, as “captain”, at the time.
I know, there are a lot of “what ifs”. All I can say as an experienced captain is stay calm, take time to assess the situation, make sure everyone on board has a life vest on, make the emergency call and follow the Coast Guards directions. Above all, do not panic, you are the one in charge. Panic is contagious!
Single Side Band (SSB)
The single side band radio is another means of communication on board the vessel. It is capable of transmitting from 700 to thousands of miles. Obviously, this is not “line of sight” transmission. A recreational boater limiting his travels to coastal areas need not be concerned about having an SSB on board. If you are thinking about an Atlantic crossing, that is another story. These radios are a part of a Global Maritime Distress Network set up by SOLAS (Safety of Life at Sea). Any yacht or commercial vessel transiting the high seas should have one (or two) on board. Installation of SSB radios should be done by a professional. Antenna requirements are much more sophisticated than a VHF and there are multiple components to the system.
Your life may depend upon it. If your SSB is made capable, you may also receive updated weather fax, GRIB weather data and even emails.
Once again, I cannot stress enough the need for the recreational boater to have a VHF on board and know how to use it properly. It may very well save your life.
Other Means of “Communication”
How can we identify other vessels? What are they doing? Where are they going? At night or during the day. In limited or unlimited visibility. Let’s consider these by beginning with clear and unlimited visibility during the daylight hours.
We are entering a well- marked channel into a harbor and notice, dead ahead, a vessel not moving almost in the center of the channel. It is a large tug and barge and appears actively engaged in a dredging operation. Previously, we mentioned the “pecking order” of vessels and who had the “right of way”. This is a vessel restricted in its’ ability to maneuver and we are obligated to avoid her. We notice two black balls, one over the other, on her starboard side and two black diamond shapes (one over the other) on the port side. These are “day shapes” displayed on vessels to tell you what they are “doing” and to give you direction as to how to pass them. The side with the diamond shapes is the safe side to pass. We reduce our speed to dead slow and pass on their port side. I would also suggest calling them on the VHF to inform them of our intent.
Day Shapes and Lights Displayed at Night
The following diagrams represent some of the shapes and lights identifying what the vessel “is” and “what it is doing”. For those captains engaged in commercial towing or marine operations they become second nature; not for the recreational boater. This is why I recommend having the “rules” book on board. If in doubt, look it up.
authors note: Many diagrams for the “rules” that I have and will discuss further may be found by doing a search on the internet. These diagrams may enhance your understanding.
Communication
Lights, horns, whistles, flags and visual devices are all ways vessels can communicate with each other and to identify specific features such as channels and hazards to navigation. The history of these can be rather interesting. Lighthouses, for example, have a few functions. One of which is to mark hazards to navigation, another is to allow the mariner to judge the distance his vessel is to the light (or shore line). The term “bobbing the light” is used to describe a method used by mariners to determine how far offshore they were. A sailor would climb to the “crows’ nest” and look for the light. When spotted he would then stoop down to see if it disappears, if so, he would then rise again to see it. Based upon his height above sea level and the height of the light a determination could be made how far they were from it (at sea level the distance to the horizon is about 3 miles for an average human height of six feet). Today, we do not have to “bob the light”. We have electronic means to determine distance and charts to identify where we are or where we are going. Lights, however, play an important part in navigation and communication. Light signals can and are used between vessels. In this article I would like to focus on the most common means of communication found on most commercial and recreational vessels.
VHF Radios
The VHF (very high frequency) radio is a very important means of communication on board your vessel. If you do not have one, get one. You may have the hand-held type which useful in most cases. It has both advantages and disadvantages. I have one on board as a backup and if I have to abandon ship I can take it with me (always get a waterproof and floating model). It is limited to the distance it can broadcast and receive based, in part, by the size of the antenna. VHF communication is line-of-sight so compared to a fixed radio with a tall antenna mounted on top the bridge of a vessel it has less range. Its’ power output is limited to 5 watts where a fixed- mount is 25 watts. I would strongly suggest having both on board.
I often hear the argument a cell phone is just as good. It is not. If you were to use your cell phone in the event of an emergency who would you call and what is its’ range? You may call 911 and get a response if your phone was getting a signal - it may not if you are out of range.
If you do contact 911 they may or may not be able to help. Can they, in turn, contact the Coast Guard? Perhaps the 911 dispatcher you reach cannot assist you. When you use a cell phone the only party that can hear you is the number you dialed.
When using the VHF in an emergency everyone monitoring channel 16 (the emergency channel) will hear you - all boaters in the vicinity, the Coast Guard and monitoring stations on land such as the local sheriff, police and fire. They will most likely have a marine division.
If there is a boat in your direct vicinity they are obligated to help. Everyone knows you need assistance!
Today’s VHF radios have some very important safety features built in and can be linked with all your other electronics on board. These include AIS and DSC.
AIS
Automated ship identification is used to identify vessels in your vicinity that have an AIS transmitter (transponder) on board. It shows you information about them including their vessel name, its location relative to your position, heading and speed. If used in conjunction with your chart-map and/or radar it will show it on the screen as a triangular symbol. Mark it with your cursor and a window will pop up with a wealth of information. I find this feature very helpful when I want to call another vessel because I know the vessel name and location.
Unless you purchase an AIS transponder, however, other vessels will not “see” you on their devices.
DSC
Almost all VHF radios produced over the last several years have digital select calling. This allows the radio to transmit digitally information to the Coast Guard and any vessels within your vicinity that have DSC. If for some reason you cannot transmit by voice you can push the DSC button and the Coast Guard will receive the emergency DSC broadcast with your position, vessel name and contact information. When I do a charter I always inform my customers about DSC and show them how to “push the button” in the event I am disabled. One never knows.
In order to set up the DSC feature you must obtain an MMSI number (maritime mobile service identity). If you purchase a VHF make sure it has the AIS and DSC features along with GPS ability. I recent years I do not recall any that do not.
How do I get an MMSI number? BoatUS will issue you a MMSI number free of charge. That number is unique to your vessel, not the radio. It is a nine-digit number that is entered into your VHF. If you need guidance on the steps to follow I would suggest going to www.boatus.com and search for “setting up your DSC”.
Operating the VHF
The VHF radio is not a “toy”. I have enough experience on the water to confirm many boaters treat it as one. Children should not be permitted to randomly use it. There is a specific protocol to be followed when using it. To begin with Channel 16 is for emergency use only!
It may, on occasion be used as a hailing channel as everyone is required to be monitoring it when on board their vessel. Once your transmission is received you should then reach an agreement to switch to another channel. In an emergency you should stay on 16 unless directed by the Coast Guard to switch channel (22 is common). I have listed below some of the more frequently used channels and what they are used for.
Channel Use
16 For emergency transmission, must be monitored at all times.
09 Hailing channel, recreational and commercial (may be monitored)
use for a radio check, not 16
13 Bridge to bridge, transmission and receiving other vessels
68,69,71 Non-commercial (vessel to vessel, vessel to marina, etc.)
1,2,3 Weather broadcasts
You may find boaters asking for a radio check on channel 16. This should not be done. Channel 09 is used for radio checks. For a number of years, Sea Tow offered an automated radio check service. That service is no longer available.
There are specific ways to transmit emergencies which are important for the vessel operator to know. We are all familiar with “May Day”, let’s explore its’ use, when and how. A “May Day” is only transmitted when life is in danger! The proper procedure:
“MayDay, MayDay, MayDay - this is the vessel Morning Sun, position: (give latitude and longitude two times)”, give the number of persons on board. Wait for a response. Repeat if no response. The Coast Guard will respond and will ask the nature of your emergency. Follow their instructions. They may ask you to switch to channel 22 (22 alpha) for further instructions and or questions. There are many types of emergencies (taking on water, fire, medical) which all may be life threatening. Other vessels in your vicinity may also respond offering assistance; communicate with them but not in lieu of the Coast Guard.
“Pan,Pan,Pan” is transmitted on 16 for emergencies of a non-life-threatening nature. An example may be taking on water but your pumps are keeping up with it. At the time you have it under control but still may need assistance. Perhaps you have run aground and may have damage. Use your judgement. It is all you have, as “captain”, at the time.
I know, there are a lot of “what ifs”. All I can say as an experienced captain is stay calm, take time to assess the situation, make sure everyone on board has a life vest on, make the emergency call and follow the Coast Guards directions. Above all, do not panic, you are the one in charge. Panic is contagious!
Single Side Band (SSB)
The single side band radio is another means of communication on board the vessel. It is capable of transmitting from 700 to thousands of miles. Obviously, this is not “line of sight” transmission. A recreational boater limiting his travels to coastal areas need not be concerned about having an SSB on board. If you are thinking about an Atlantic crossing, that is another story. These radios are a part of a Global Maritime Distress Network set up by SOLAS (Safety of Life at Sea). Any yacht or commercial vessel transiting the high seas should have one (or two) on board. Installation of SSB radios should be done by a professional. Antenna requirements are much more sophisticated than a VHF and there are multiple components to the system.
Your life may depend upon it. If yours SSB is made capable, you may also receive updated weather fax, GRIB weather data and even emails.
Once again, I cannot stress enough the need for the recreational boater to have a VHF on board and know how to use it properly. It may very well save your life.
Other Means of “Communication”
How can we identify other vessels? What are they doing? Where are they going? At night or during the day. In limited or unlimited visibility. Let’s consider these by beginning with clear and unlimited visibility during the daylight hours.
We are entering a well- marked channel into a harbor and notice, dead ahead, a vessel not moving almost in the center of the channel. It is a large tug and barge and appears actively engaged in a dredging operation. Previously, we mentioned the “pecking order” of vessels and who had the “right of way”. This is a vessel restricted in its’ ability to maneuver and we are obligated to avoid her. We notice two black balls, one over the other, on her starboard side and two black diamond shapes (one over the other) on the port side. These are “day shapes” displayed on vessels to tell you what they are “doing” and to give you direction as to how to pass them. The side with the diamond shapes is the safe side to pass. We reduce our speed to dead slow and pass on their port side. I would also suggest calling them on the VHF to inform them of our intent.
Day Shapes and Lights displayed at Night
The following diagrams represent some of the shapes and lights identifying what the vessel “is” and “what it is doing”. For those captains engaged in commercial towing or marine operations they become second nature; not for the recreational boater. This is why I recommend having the “rules” book on board. If in doubt, look it up.
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authors note: Many diagrams for the “rules” that I have and will discuss further may be found by doing a search on the internet. These diagrams may enhance your understanding.
Communication
Lights, horns, whistles, flags and visual devices are all ways vessels can communicate with each other and to identify specific features such as channels and hazards to navigation. The history of these can be rather interesting. Lighthouses, for example, have a few functions. One of which is to mark hazards to navigation, another is to allow the mariner to judge the distance his vessel is to the light (or shore line). The term “bobbing the light” is used to describe a method used by mariners to determine how far offshore they were. A sailor would climb to the “crows’ nest” and look for the light. When spotted he would then stoop down to see if it disappears, if so, he would then rise again to see it. Based upon his height above sea level and the height of the light a determination could be made how far they were from it (at sea level the distance to the horizon is about 3 miles for an average human height of six feet). Today, we do not have to “bob the light”. We have electronic means to determine distance and charts to identify where we are or where we are going. Lights, however, play an important part in navigation and communication. Light signals can and are used between vessels. In this article I would like to focus on the most common means of communication found on most commercial and recreational vessels.
VHF Radios
The VHF (very high frequency) radio is a very important means of communication on board your vessel. If you do not have one, get one. You may have the hand-held type which useful in most cases. It has both advantages and disadvantages. I have one on board as a backup and if I have to abandon ship I can take it with me (always get a waterproof and floating model). It is limited to the distance it can broadcast and receive based, in part, by the size of the antenna. VHF communication is line-of-sight so compared to a fixed radio with a tall antenna mounted on top the bridge of a vessel it has less range. Its’ power output is limited to 5 watts where a fixed- mount is 25 watts. I would strongly suggest having both on board.
I often hear the argument a cell phone is just as good. It is not. If you were to use your cell phone in the event of an emergency who would you call and what is its’ range? You may call 911 and get a response if your phone was getting a signal - it may not if you are out of range.
If you do contact 911 they may or may not be able to help. Can they, in turn, contact the Coast Guard? Perhaps the 911 dispatcher you reach cannot assist you. When you use a cell phone the only party that can hear you is the number you dialed.
When using the VHF in an emergency everyone monitoring channel 16 (the emergency channel) will hear you - all boaters in the vicinity, the Coast Guard and monitoring stations on land such as the local sheriff, police and fire. They will most likely have a marine division.
If there is a boat in your direct vicinity they are obligated to help. Everyone knows you need assistance!
Today’s VHF radios have some very important safety features built in and can be linked with all your other electronics on board. These include AIS and DSC.
AIS
Automated ship identification is used to identify vessels in your vicinity that have an AIS transmitter (transponder) on board. It shows you information about them including their vessel name, its location relative to your position, heading and speed. If used in conjunction with your chart-map and/or radar it will show it on the screen as a triangular symbol. Mark it with your cursor and a window will pop up with a wealth of information. I find this feature very helpful when I want to call another vessel because I know the vessel name and location.
Unless you purchase an AIS transponder, however, other vessels will not “see” you on their devices.
DSC
Almost all VHF radios produced over the last several years have digital select calling. This allows the radio to transmit digitally information to the Coast Guard and any vessels within your vicinity that have DSC. If for some reason you cannot transmit by voice you can push the DSC button and the Coast Guard will receive the emergency DSC broadcast with your position, vessel name and contact information. When I do a charter I always inform my customers about DSC and show them how to “push the button” in the event I am disabled. One never knows.
In order to set up the DSC feature you must obtain an MMSI number (maritime mobile service identity). If you purchase a VHF make sure it has the AIS and DSC features along with GPS ability. I recent years I do not recall any that do not.
How do I get an MMSI number? BoatUS will issue you a MMSI number free of charge. That number is unique to your vessel, not the radio. It is a nine-digit number that is entered into your VHF. If you need guidance on the steps to follow I would suggest going to www.boatus.com and search for “setting up your DSC”.
Operating the VHF
The VHF radio is not a “toy”. I have enough experience on the water to confirm many boaters treat it as one. Children should not be permitted to randomly use it. There is a specific protocol to be followed when using it. To begin with Channel 16 is for emergency use only!
It may, on occasion be used as a hailing channel as everyone is required to be monitoring it when on board their vessel. Once your transmission is received you should then reach an agreement to switch to another channel. In an emergency you should stay on 16 unless directed by the Coast Guard to switch channel (22 is common). I have listed below some of the more frequently used channels and what they are used for.
Channel Use
16 For emergency transmission, must be monitored at all times.
09 Hailing channel, recreational and commercial (may be monitored)
use for a radio check, not 16
13 Bridge to bridge, transmission and receiving other vessels
68,69,71 Non-commercial (vessel to vessel, vessel to marina, etc.)
1,2,3 Weather broadcasts
You may find boaters asking for a radio check on channel 16. This should not be done. Channel 09 is used for radio checks. For a number of years, Sea Tow offered an automated radio check service. That service is no longer available.
There are specific ways to transmit emergencies which are important for the vessel operator to know. We are all familiar with “May Day”, let’s explore its’ use, when and how. A “May Day” is only transmitted when life is in danger! The proper procedure:
“MayDay, MayDay, MayDay - this is the vessel Morning Sun, position: (give latitude and longitude two times)”, give the number of persons on board. Wait for a response. Repeat if no response. The Coast Guard will respond and will ask the nature of your emergency. Follow their instructions. They may ask you to switch to channel 22 (22 alpha) for further instructions and or questions. There are many types of emergencies (taking on water, fire, medical) which all may be life threatening. Other vessels in your vicinity may also respond offering assistance; communicate with them but not in lieu of the Coast Guard.
“Pan,Pan,Pan” is transmitted on 16 for emergencies of a non-life-threatening nature. An example may be taking on water but your pumps are keeping up with it. At the time you have it under control but still may need assistance. Perhaps you have run aground and may have damage. Use your judgement. It is all you have, as “captain”, at the time.
I know, there are a lot of “what ifs”. All I can say as an experienced captain is stay calm, take time to assess the situation, make sure everyone on board has a life vest on, make the emergency call and follow the Coast Guards directions. Above all, do not panic, you are the one in charge. Panic is contagious!
Single Side Band (SSB)
The single side band radio is another means of communication on board the vessel. It is capable of transmitting from 700 to thousands of miles. Obviously, this is not “line of sight” transmission. A recreational boater limiting his travels to coastal areas need not be concerned about having an SSB on board. If you are thinking about an Atlantic crossing, that is another story. These radios are a part of a Global Maritime Distress Network set up by SOLAS (Safety of Life at Sea). Any yacht or commercial vessel transiting the high seas should have one (or two) on board. Installation of SSB radios should be done by a professional. Antenna requirements are much more sophisticated than a VHF and there are multiple components to the system.
Your life may depend upon it. If yours SSB is made capable, you may also receive updated weather fax, GRIB weather data and even emails.
Once again, I cannot stress enough the need for the recreational boater to have a VHF on board and know how to use it properly. It may very well save your life.
Other Means of “Communication”
How can we identify other vessels? What are they doing? Where are they going? At night or during the day. In limited or unlimited visibility. Let’s consider these by beginning with clear and unlimited visibility during the daylight hours.
We are entering a well- marked channel into a harbor and notice, dead ahead, a vessel not moving almost in the center of the channel. It is a large tug and barge and appears actively engaged in a dredging operation. Previously, we mentioned the “pecking order” of vessels and who had the “right of way”. This is a vessel restricted in its’ ability to maneuver and we are obligated to avoid her. We notice two black balls, one over the other, on her starboard side and two black diamond shapes (one over the other) on the port side. These are “day shapes” displayed on vessels to tell you what they are “doing” and to give you direction as to how to pass them. The side with the diamond shapes is the safe side to pass. We reduce our speed to dead slow and pass on their port side. I would also suggest calling them on the VHF to inform them of our intent.
Day Shapes and Lights displayed at Night
The following diagrams represent some of the shapes and lights identifying what the vessel “is” and “what it is doing”. For those captains engaged in commercial towing or marine operations they become second nature; not for the recreational boater. This is why I recommend having the “rules” book on board. If in doubt, look it up.
Under most circumstances, boats under sail have the “right of way “over power vessels. When sailboats are under power (even when sails are up) they are no longer a sailing vessel - they are a power boat. Sailboats are obligated to display a day-shape in their rigging. An inverted cone pointing down indicates she is under power. Under International Rules ALL sailing vessels under power MUST display this day-shape; Inland Rules only require sailboats over 12 meters (40 feet).
Operating at night or in areas of restricted visibility present an entirely different environment. Do not just assume it is the same as daylight hours (except dark). It is not. Let’s discuss some of the issues. Your eyes have to adjust to the levels of light they are perceiving. The pupils change in size due constriction or relaxation of the iris. This is based upon the amount of light entering the eye. At night, the pupils are wide open to allow as much light as possible to enter the eye. Ever notice how dark a room is after you turn off all the lights? Then, after a few minutes you are able to see more? The key here is “after a few minutes”. When out in your boat at night you need to be able to see as much as possible in the dark. If you look down at your instruments with bright white lights you will lose that “night vision” capability for a minute or so. This is why your helm station should have red night vision lights and the capability of dimming. Red light minimizes the constriction of the pupils allowing for better vision at night. I have recently noticed some automobiles are using red instrument lighting - interesting.
My point? Make sure your helm station has red light and dimming capability and use it when navigating at night.
Another issue is background lights on the shore. When approaching a harbor or channel it is not unusual to confuse shore lights with navigation marker lights. I was approaching Port Washington harbor on the north shore of Long Island. I was convinced the red light I saw was the red nun at the entrance - until it turned green! It was a traffic light. Things are a bit easier today with electronic aids such as GPS charts and radar.
All vessels must display navigation lights when operating at night or in areas of restricted visibility. The placement of these are determined by the size of the vessel. On vessels 50 Meters or greater they must display two sidelights, a stern light and two masthead lights. Sidelights are red on the port side and green on the starboard each showing an arc of 22.5 degrees abaft the beam. A stern light showing an arc of 135 degrees and masthead lights showing an arc of 225 degrees when viewed from forward of the vessel. For all practical purposes the recreational boater should be able to recognize a vessel at night as to its heading. If you observe just the white stern light you are seeing her stern, one red light, you are seeing her port side, green her starboard side. If you see both red and green she is heading at you or close to it - stay aware as to her course and heading.
Masthead lights are white lights showing an arc of 225 degrees forward or 22.5 degrees abaft the beam. They are placed over the fore and aft centerline of the vessel. Vessels less than 50M show only one masthead light. Vessels less than 12M may exhibit one all-around white light and side lights. If you own a vessel less than 12 Meters you may very well have an all-around white light fixed somewhere on the vessel (stern, or on top the hard top) and the red and green lights combined as one unit on the bow. Generally speaking, a vessel less than 12 Meters is less than 40 feet. On some vessels the red and green lights are mounted as separate lights on or near the bow.
In areas where towing vessels are operating frequently it is important to know what the masthead lights are designating. A vessel towing a short tow (less than 200 Meters) will exhibit two masthead lights, one over the other and a yellow towing light showing astern the same arc as her stern-light. Tows over 200 Meters will show three masthead lights. Any vessel towing showing these lights should be given clear berth! Passing astern of the towing vessel means you are between the tug and the barge which will be catastrophic! One reason to know what lights mean. Towing vessels not only tow, they push. A tug pushing a barge will show two masthead lights in a vertical line, side lights and two yellow towing lights astern.
I had an experience a few months back when entering the Alligator Creek channel. A vessel was astern of mine about a mile or so out. I had no idea as to what it was except it was showing a very bright LED light facing forward. It approached me at a high speed and past in the channel. That light was blinding. This guy had no clue! You show only navigation lights at night! Sure, you need to use a spot light or dock light at times but only when needed and it cannot interfere with normal lights that identify your vessel or interfere with another vessels vision.
A suggestion, get to know the waters you navigate, study the paper charts not only your GPS chart-map, if navigating at night slow to a safe speed and correlate your electronic navigation with your vision. If in doubt slow to dead slow and confirm your location. If you are operating in areas of restricted visibility do it at “dead slow” speed, use your radar and sound the appropriate whistle signals and have a look-out on the bow.
Experience is the key to confidence. Consider every moment on the water a learning opportunity. Incorporate your knowledge of the “rules”, lights, navigation, and electronics into your vessel operations. Be a safe and knowledgeable boater for yourself and others on the water.
Fundamentals of Navigation
For centuries land masses on the earth have been separated by vast bodies of water. The only connection between these masses would have to occur over water barriers. It started by a rather simple means. Perhaps a very short distance which could be transited by a dugout canoe, a raft with an improvised sail to take advantage of the wind or maybe just floating a log?
History tells us stories of populations taking to the high seas to conquer lands beyond their homeland. This is how England become the “ruler of the seas” (the sun never sets on the British Empire).
Mans’ desire to explore led him to new continents and to establish “residency”. There became a need for trade between these countries and trade routes were established based upon the prevailing winds on the open seas. Some actually took advantage of the merchant ships using these routes to “pillage and plunder” - pirates! Vessels were built to handle the storms and waves. But then, there became a problem. Where are we? Where are we going? It became necessary to understand the mapping of the globe.
Latitude and Longitude were invented to determine the position of a ship that had sailed out of sight of land. The history of each of these is rather interesting and can be attributed to any number of sources including the Polynesians, Babylonians and Ptolemy. If one desires they can spend many an evening researching this history (and I do find it interesting) but my goal here is to introduce a basic understanding of Latitude and Longitude and how it applies to navigation.
Longitude are lines drawn from pole to pole. They are not parallel because of the curvature of the earth. They are divided into degrees. 360 to be precise. Each degree is divided into minutes (60) and each minute into seconds (60). Zero degrees is a line drawn through Greenwhich, England (remember the Brits ruled the seas). Historically it began elsewhere but, where it is now is what counts. This is known as the Prime Meridian. The lines of degrees run
East 180 degrees opposite the Prime Meridian; this is a point known as the International Date Line. As you head West the lines decrease until you meet 180 degrees. Longitude lines are measured as degrees East or West of the Prime Meridian.
Latitude are lines that begin at the Equator and run North and South to the poles. Once again measured in degrees, minutes and seconds. A position is given as to the number of degrees North of the Equator or South of the Equator. Example: 26 degrees, 32 minutes, 6 seconds North latitude (you may remember seeing on your GPS “26.32.6 N”). Latitude can be determined by comparing the position of the sun (or at night the North Star - in the Northern Hemisphere) to the horizon. In the Southern hemisphere at night it is the Southern Cross.
A sextant is used to visually determine your position when at sea using the degrees above the horizon. Things get much easier with satellites and global positioning systems or satellite (GPS).
At this point I would like you to visualize a position on the earth using the Latitude/Longitude coordinates. If you have a marine chart in front of you, find that position by reading the latitude and longitude lines on the side of the chart and draw a line from each until they intersect - there you are. Or, take a reading from your GPS, and locate that point on the chart using the same intersect method. This will give you your position.
This now becomes the basis for navigation. Having a nautical chart for your area of interest, a parallel rule, divider, and a pencil will allow you to set a course to a destination and even adjust for a current. Now, the argument I frequently get is why? I have a chartmap associated with my GPS; it is all done for me. And if I sync it with my autopilot it will take me there. What if you do not have electronic navigation? What if your navigation system fails?
I have it all on my vessel - GPS chartmap, autopilot and radar and with all this advanced technology it is very easy to get from point A to point B. But, even with all of this, I always plot a course using dead reckoning on the paper nautical chart. During my trip I get a “fix” on my position using the GPS and mark it on my course line on the chart. If there is a failure, I know where I am!
The Compass
Almost all vessels have a magnetic compass mounted somewhere near the helm. It will show the direction you are heading. There are, however, factors that will affect the reading in relationship to your actual course over land. Deviation is the error that arises from the position of the compass on the vessel. It is different for every vessel. On larger vessels there is a deviation card with predetermined values for each heading.
Variation (magnetic declination) is the difference between magnetic and true north and varies with position on the earth. It is noted on the compass rose of the paper chart. Then there is true north and magnetic north. True north is the northerly direction to the geographic north pole whereas magnetic north is a point on the earths’ surface near the north pole where the magnetic field around the earth points directly downward. A compass will always point to magnetic north.
Since nautical charts represent “true” direction it is important to convert to a magnetic compass heading when establishing a course line (the compass reading you will be following).
You start by drawing a pencil line from your point of departure to the destination. Using the compass rose on the chart and a parallel rule slide the parallel rule from your coarse line to the compass rose to get a true heading (always plot true). Knowing the true heading you can now convert it to compass heading by adding or subtracting the variation read from the inside of the compass rose for that regions (East variation, subtract from true, West variation, add to true).
“East is least, West is best”. You now have determined your magnetic heading. If you know the deviation from a card on the vessel, apply it to get your actual compass heading to your destination.
Compass Rose on a Nautical Chart
There are other factors one must consider when determining your actual compass heading. One is current that may take you off your intended course. Imagine you are crossing a river from point A on one side to point B on the other. There is no current flowing so you can point your vessel directly at point B. What if there is a current? If you point your vessel at point B you are not going to end up at point B, you are ending up somewhere “up current” of point B.
Let’s point our vessel down current from point B. Allowing for the flow of the river we will now get to point B. Determining how may degrees to offset the current when plotting our course is known as “Set and Drift”.
I have covered the basics for plotting a course and realize it may be a bit confusing for the beginning mariner. Fortunately, there are many educational aids available to help clarify the topic. Using “You Tube” is a perfect example. Simply do a search on You Tube for the specific topic and you end up with a plethora of instructional videos - I strongly suggest you do just that and then get a nautical chart for your area and practice. It is nice to have electronics doing all our navigation for us, but, I am a firm believer in understanding the operations. And if you lose your electronics while piloting you have your paper chart to fall back on. Otherwise you may find yourself all of a sudden in a different body of water without a paddle. Need I say more?
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Aids to Navigation
I had a customer call me recently concerned about his lack of understanding regarding the “markers” he sees on the water. My response was to ask what exactly did he mean by markers.
He went on to explain his confusion about the red and green on top of posts in the harbor.
This confusion, or should I say the lack of knowledge, is not uncommon amongst new boaters or those that have only boated on small inland lakes. Having been one of those when I had a nineteen-foot ski boat on a lake in the Adirondack mountains I can appreciate not having a need to be familiar with navigation aids. You just learned to know where not to go on the lake.
I suppose one can associate navigation markers with road signs or for that matter, just the road itself. When driving your car, you simply follow the highway. If there is a hazard or danger you should know about, you see a sign - stop, caution, turn ahead, etc. Operating a boat on the water is a bit different. There are hazards you need to be aware of. Water not navigable due to depth is a big one! The primary way to avoid shallow water is to refer to your marine chart, whether it be electronic or paper. It will show relative depth by color and also indicate the actual depth at mean low water (MLW) numerically. It is also very important to know what your vessel actually draws, that will limit where you can navigate.
Let’s go back to the “red” and “green”. When navigating in a channel (safe water depth) there may be one of two types of markers indicting where you should go. One type is called a day-marker. It will exhibit a red triangle or a green square on the top of an object fixed to the bottom. That most likely will be a pole but may also be a stone pile or metal tower. As mentioned these are fixed to the bottom as opposed floating markers which are attached to a chain and anchor. These markers are called buoys. They are red (nuns) and green (cans). Each of these, day-marker or buoy may also be lighted. Red light to correspond to the red marker or green to correspond to the green marker. Marine charts (electronic or paper) will show these and their location. They will also indicate if they are lighted and any special characteristics of the light pattern. As you enter a channel you will notice the red markers are evenly numbered with the lowest number (2) beginning at the entrance to the channel. The greens are odd numbered, also beginning at the entrance. As one enters from “seaward” the red markers or buoys are going to be on your starboard side, the green to port. “Even red nuns are right”. When returning to sea the reds are to your port side, green to starboard.
You may encounter a buoy or day marker with both red and green on them. This indicates you may pass to either side. The preferred channel or passage side will be the color on top. If, for example, there is a buoy with red on top of green the preferred passage would be to leave the buoy on your port side when outbound to seaward. Another situation is when you see only one buoy. In this case use that one as an indicator as to where you should be. Important to note here that it would behoove you to check you charts for buoys or markers ahead and to keep an eye out for them.
Another means used to aid in navigation of rivers and channels are range markers. These are markers either fixed to the land or in the water that are paired and separated from one another with some distance. When viewed off your bow they should line up with one another indicating you are navigating in mid-channel. Once again, they are depicted on your chart (paper or electronic). These are especially useful when large vessels are operating in narrow channels. There are large stretches of water in major rivers where pilots rely on these range markers.
Now, let’s introduce some confusion just to prevent confusion in the event you confront certain circumstances (I know, that in itself is a confusing sentence!). However, there is an organization known as the IALA (International Association of Marine aids to Navigation and Lighthouse Authority). It is worldwide, as the name implies and sets rules for aids to navigation. There are two regions, A and B, used to establish uniformity in the buoyage system. We (North America) are in region B. As previously mentioned red marks the starboard side of the channel when heading back from sea, green the port side. If you travel to Europe and decide to rent a vessel be aware they are in region A and the colors are reversed!
Another issue that may seem confusing is when one enters a lake from a river or canal. A number of years back I was delivering a vessel to Canada. My route was up the Hudson River to the Champlain Canal into Lake Champlain. The lateral buoyage system put my red markers to starboard as I was traveling up the river and through the canal (red right when returning from seaward). Things got confusing when I passed through the lock in Whitehall, New York. Now, the reds were on my port side? Why? Lake Champlain flows from Whitehall to its’ outlet on the Richelieu River and eventually into the St. Lawrence (heading out to sea). From Whitehall I am now heading seaward!
And now, the intercoastal waterway. This is an inland route which runs from New Jersey to Texas along the Atlantic and Gulf Coasts. For the most part the system uses fixed markers with red triangles and green squares some of which may be lighted (check your charts). When traveling from East to West, the red markers will be to your starboard, green to port. There is no “going to seaward” or “returning to port”. This waterway runs “clockwise” around the coast and the markers are designated as such.
I have presented information regarding aids to navigation that I would hope would be useful to you in your boating exploits. Keep in mind, as always, there is more to understanding navigation. I would highly recommend “Chapman-Piloting (seamanship & small boat handling)”
ISBN - 0-688-11683-3 as a reference book any boater should have. If you need to know, it is in there.
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