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COASTAL SAILING TRAINING

CONTENTS

ORIENTATION

• GENERAL INFORMATION

• SAFETY EQUIPMENT

• LOCATION OF SAFETY EQUIPMENT

• SAFETY ORIENTATION

• GALLEY DO’S & DON’TS

• SEASICKNESS

ON BOARD PROCEDURES

• PRE-DEPARTURE CHECKS

• WATCHES

• STANDING ORDERS

• WATCH PROCEDURES

• DUTY ROSTERS

• EMERGENCY PROCEDURES

• OTHER PROCEDURES

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CONTENTS (CONTINUED)

LEARNING TOPICS

• PASSAGE PLANNING

• COASTAL NAVIGATION

• WEATHER

• COMMUNICATIONS

• ABANDON SHIP SUPPLIES

• STORM PROCEDURES & TACTICS

• LIFERAFT PROCEDURES

FUTURE MODULES

SAILING TECHNIQUES

• SAIL TRIM

• KNOTS, BENDS & HITCHES

• ANCHORING & MOORING TECHNIQUES

• DOCKING PROCEDURES

BOAT MAINTENANCE

• DIESEL ENGINES

• ENGINE & SYSTEM SPARES

• SAIL REPAIR KIT

• SPLICING

• WINCH SERVICING

• GOING ALOFT

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ORIENTATION

GENERAL INFORMATION Vessel Name: Pilgrim

Vessel Type Kaufman

Length overall (LOA): 17.4m (58’)

Waterline length: 14.2m (46’7”)

Beam amidships: 5m (16’4’’)

Draft: 3m (10’)

Survey ID: 23015

Engine Serial No: 2109958

Survey category 1E, 2C

Engine Model Cummins

Engine HP 130 horse power

Engine Voltage 12 volt

Gear box – type Hurth

Gear box – model HSW 630A

Gear box - ratio 2:1

Fuel tank capacity 232 litres (outboard) 174 litres (inboard)

Water tank capacity 220 litres

Dimensions – shafts 38mm

Dimensions – propeller 20 inch

Dimensions – rudder shaft 4 inch

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SAFETY INFORMATION Safety Equipment Quantity Location

Lifebuoys 2 On pushpit

Lifejackets 28 Forepeak

Life rings 2 On pushpit

Life raft – 8 man 1 In front of dodger

Carley Float – 15 man 1 On foredeck

Flares – parachute 3

Cupboard behind NAV stationFlares – red hand 2

Flares – orange smoke 1

EPIRB 1 State room (aft bulkhead)

VHF radio 1 NAV station

N/C red lights (battery powered)

1 Aft head

Horn 1 Aft head

Compass 3 At helm & NAV station

Torch 2 Behind NAV station

V sheet 1 Aft head

Barometer 1 NAV station

First Aid kit 2 Aft head (top cupboard furthest aft)

Fire buckets 2 Cupboard behind NAV station

Depth sounder 1 NAV station

Fire extinguisher – 4.5kg 2 See stowage chart

Fire extinguisher – 1 kg 4 See stowage chart

Hand driven fire hose 1 Aft port locker on deck (hose & handle) Pump in aft cockpit behind wheel (port)

Emergency steering 1 Aft starboard locker on deck

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SAFETY STOWAGE

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SAFETY ORIENTATION ENGINE ROOM

• Bilges and bilge pumps locations – see safety plan in appendix.

• Fire-pump operations

• Peep hole to engine room – if any concern re: engine fire open peep hole above engine room door in state room. If no flames are visible proceed to open door and assess situation.

EMERGENCY FUEL SHUT OFF VALVES • Location – see safety plan in appendix

• Shut off in the event of fire under instruction from the captain

FIXED FIRE EXTINGUISHING SYSTEM • Procedure for use of fixed fire extinguishing system – for details see

Emergency Procedures

• Only use under instruction from the captain

FIRE FIGHTING EQUIPMENT • Location of fire extinguishers & fire bucket – see safety plan in appendix

• All fire extinguishers are ABC and for use in all fires except cooking oil or fat fires

• Use of fire blankets, in galley on aft bulkhead. For use in cooking oil or fat fires.

EMERGENCY EQUIPMENT • Carley floats on deck, forward

• Emergency steering

• Life rings on deck on pushpit on port & starboard

• Danbuoy – on deck aft on starboard side

• MOB retrieval system on deck on pushpit on starboard side

• Torches, above the cupboard behing nav station

• Location and number of life jackets onboard (24+ lifejackets on board in brown bags in forepeak)

• Location of the safety management system (in cupboard behind Nav station)

EMERGENCY PROCEDURES • Read and understand onboard emergency procedures

• Familiarisation with fire, emergency and abandon ship drills

• Distress calling via VHF radio. In event of an emergency use VHF radio to contact authorities on Channel 16 using May Day or Pan Pan.

• Communication with the Master in the event of an emergency. Master to control the situation and give orders. Crew responsibility is to follow orders, stay calm and ensure passengers are safe. If Master is incapacitated, Second Mate is to take command of the vessel.

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GALLEY – DO’S & DON’TS WASHING UP • Be smart about washing up…don’t let it pile up but also consider your water

usage

• Wipe down plates ideally with used napkins from the meal or with paper towel (be economical with your use of it)

• Rise plates with salt water after they’ve been wiped down

• Wash-up using fresh water and a little detergent

• ONLY fill the bowl ¼ full unless you’re doing a large wash up after a meal.

• We don’t have enough water to rinse everything after washing up so only rinse if essential.

• If the water is still clean leave it in the bowl for future use

• If the water is dirty let it out then wipe down the sink and clean the plug hole afterwards

• Dry and put away all washing up after use.

LIGHTING THE HOB • Make sure the gas guard is on at the switchboard panel

• Turn the knob to the left and press and hold to ignite

LIGHTING THE OVEN • Make sure the gas guard is on at the switchboard panel

• Open oven door

• Turn oven knob to left up to the small white line on the dial and press and hold in

• Click on the red ignition switch and keep holding the oven knob in for 10 seconds

• After 10 seconds release the knob gently and immediately turn around to your chosen heat setting and check the flames have fully ignited

USING THE OVEN • The oven is tricky. It’s very hot at the bottom and the back and can burn

things quickly

• Use the top shelf if you only need one shelf, this way you minimize burning risk!

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�• When cooking every 10 mins or so rotate the oven tray front to back, top to

bottom

• Always cook on a solid oven tray never just in an aluminium foil tray. It WILL burn!

• Never leave trays in the oven after use. They rattle around and can break the glass door

THE GRILL • The oven is also a grill

• To use the grill remove the metal tray in the top of the oven.

• The knob to light the grill is the far left knob.

• To light press and hold for approx. 10 seconds. You may need the yellow sparker to ignite it if you have trouble.

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SEASICKNESS When day sailing, seasickness goes away once land is reached or the anchor is down. However, on coastal or offshore passages longer than 24 hours preventing or effectively treating seasickness becomes a health and safety matter as left untreated continual seasickness results in incapacitation.

Some level of seasickness is normal and should be expected during the first 1-4 days of an ocean passage, even if you have never been seasick while coastal sailing. Seasickness is caused by sensory conflict and/or stress, both of which result in histamine production. Nausea results when histamine reaches the brain. Some people are more susceptible than others but given the right conditions anyone can become seasick. Having dealt with over 400 seasick sailors over the past forty years, we have become very experienced at prevention and treatment. If you want to avoid seasickness or recover quickly, follow these steps.

The responsibility for the safety of the vessel doesn't go away if you're seasick. A continual watch for hazards, other vessels, navigation and weather monitoring must be maintained. It is VERY important to maintain your full watches no matter how you feel; lying in your bunk is not an option. Helping others get over seasickness as quickly as possible must be the focus and responsibility of all on board. Frequently seasick crew will ask to be left alone, saying they don't feel like drinking or eating anything. Leaving them alone is a mistake as it is important to keep them sipping fluids and regularly eating small amounts.

To avoid or lessen the severity of seasickness the following steps should be taken:

PRIOR TO SAILING • Avoid coffee, black tea, colas and alcohol (all of which are diuretics) and

fatty foods at least 4 - 5 days before the passage.

• Increase your water intake to 2 to 3 litres per day.

• Give each crew member their own 1 litre water bottle labeled with their name.

• Start appropriate seasickness medication at least 24 hours prior to departure: 2-3 grams of Vitamin C, Berocca, Stugeron tablets, Compazine suppositories or TransDerm Scopolamine.

• Prepare everything possible before departure to minimize time required below decks once underway: have meals planned and ready, bunks made up and lee cloths rigged, navigation organized and appropriate clothes laid out.

ONCE UNDERWAY • Whether or not you feel any symptoms of seasickness, it is essential to:

• Maintain a steady fluid intake of one liter per 2-3 hour watch ensuring a total of 2-3 liters per day.

• As soon as seasick symptoms appear (mild headache, queasiness, sweating, drowsiness, depression) sensory conflict has caused histamine production to start and a more disciplined response is required.

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�• Add Emer'gen-C (available in health food stores), Berocca or a similar

vitamin-mineral drink mix containing potassium and electrolyte replacement minerals to your drink bottle. The electrolyte replacement helps your cells absorb fluid more quickly and completely. Gatorade and similar sports drinks lack vitamin C which counteracts histamine production.

• Eat small amounts of food on a regular basis: crackers, cookies, crystallized ginger, tinned fruit or hard candies. Bananas provide potassium and are an excellent first choice if available.

EFFECTIVE SEASICK MEDICATION Stugeron (cinnarizine) 15 & 75 mg tablets are unavailable in the US, but are readily a v a i l a b l e i n m a n y c o u n t r i e s i n c l u d i n g t h e U K o r f r o m www.CanadaDrugsOnline.com. Stugeron, an over-the-counter antihistamine has consistently proven to be one the most effective anti-seasick medications causing less drowsiness than other antihistamines.

Stemetil (prochlorperazine) 5, 10 or 25 mg suppositories (not oral) have proven to be the most effective prescription anti-nausea and anti-anxiety medication that importantly does not cause drowsiness. As anxiety can cause nausea and since Stemetil treats both it is an important drug to carry aboard. Suppositories are far more effective than tablets once vomiting has started.

Transderm Scopolamine 1.5 mg patches may work when no other drug does, but one MUST first test this drug out on land as documented side effects include drowsiness, blurred vision, disorientation, anxiety, hallucinations and psychosis. Expect major personality changes and serious drowsiness if this Scopolamine is used more than four days.

CAUTION! With any drug, prescription or OTC, there are published side effects. Do your homework; ask your physician and pharmacist and research each drug. If you have heart, blood pressure or prostate problems your physician may not be able to prescribe some of these drugs. Test each anti-seasickness drug ashore well before departure to check for side effects.

FEELING QUEASY? IF SO: Take the helm and steer the boat, focusing on the horizon. If the boat is overpowered, reduce sail. If you are sailing close-hauled, ease sheets and fall off.

When going below, first take your foulies off in the cockpit rather than below decks. Minimize time working below if possible. The faster you either get back on deck or lie down the better you'll feel. Lying down prevents histamine from reaching the brain, decreasing nausea.

Avoid lying down in your foulies for an extended period of time to lessen the chance of hyperthermia.

Maintain medications and review whether additional or different medications are required.

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�GOING TO VOMIT? IF SO: Please do not vomit downstairs unless you are unable to move either vomit in the toilet or we have vomit bags if you can’t get up.

If possible please vomit overboard on the leeward side of the boat.

Most people feel considerably better after vomiting, but it is essential to maintain a steady fluid-electrolyte intake. Take small sips, stay hydrated, and keep your blood sugar level up. This is helpful for avoiding Sopite syndrome which will make you feel like sleeping and not wanting to eat or drink. Giving into Sopite puts you at risk of prolonged dehydration, which can lead to shock.

Prolonged vomiting causes dehydration surprisingly quickly, hypothermia (even in the tropics) anxiety, confusion, depression and shock. Once in shock, an enema or IV is the next step to rehydration and your survival.

After departure, coastal wave refraction and associated choppiness should be followed by more regular ocean swells, so do not be initially discouraged by seasickness. In almost all cases sailors recover from seasickness within 1-4 days if they follow the above advice.

Inherent in accepting and mastering these steps is realizing your responsibility and doing everything within your power to get over or help crew mates get over seasickness as quickly as possible. No one wants to be a liability aboard. In most cases, those that have come through appreciate that managing seasickness effectively is a key to unlocking the pleasures of blue water sailing.

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ON BOARD PROCEDURES

PRE-DEPARTURE CHECKS GENERAL CHECKS

• Weather forecast reviewed

• Maintenance tasks have been performed

• All hatches are closed and secured

• Escape hatch is closed but inside locks disengaged

• All items are stowed

• All sea-cocks closed (forward and aft under basins)

• Fuel & fresh water levels are appropriate for trip

• Rig lee cloths and prepare bunks

ELECTRICS & ENGINE CHECKS • Batteries secure, water levels, terminals tight and clean

• Battery isolator switch selection

• Battery key engaged

• Breakers switched on

• Radio battery key switched on

• Radio check

• Navigation lights working

• Engine room checks

EMERGENCY EQUIPMENT CHECK: • Life-jackets & tethers allocated to individuals and readily accessible

• Life raft on-board and in service

• Life rings on pushpit & tied on

• EPIRB and PLBs allocated and accessible

• Flares in date in stored correctly

• First aid kit is fully stocked and contents in date

• Emergency navigation lights & batteries checked

• V-sheet, radar reflector & day shapes stored correctly

• Anchor secure and hawse pipe filled so won’t leak

• Emergency anchor on board

• Fire buckets on board

• Fire extinguishers in date

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�• Jackstays are in place

• Horn operational

• Check bilge pumps operational

• VHF handheld radios charged

WATCHES Generally we run the following watch system:

• 2 people per watch

• 4 hours on watch during the day starting at 6AM (3 watches during the day)

• 3 hours on watch during the night starting at 6PM (4 watches at night)

All hands on deck may be called for reefing, when approaching ports or other challenging situations.

STANDING ORDERS

WAKE OR CALL PAUL IF: • You see any lights, ships or objects

• You notice approaching weather, lightening or low, dark clouds to windward

• Increase in windspeed or change in direction

• Unidentifiable sounds or alarms

• IF IN DOUBT, AT ANYTIME FOR ANY REASON

The captain who knows that he will be awakened by the crew for these or any reason will always sleep better!

WATCH PROCEDURES

DUTIES OF THE PERSON ON WATCH: • Be on deck with appropriate clothing on (wet weathers/warm clothes /

PFD*/PLB) at the watch handover time.

• Understand your watch duties (see Duty Roster below – while on watch you need to perform Keeper of the Deck, Navigator & Weather Guru duties)

• You are the eyes of the ship. Maintain a vigilant 360 degree watch

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�AT THE END OF YOUR WATCH

• Wake incoming watch with 15 minute warning

• Put the kettle on for incoming watch (at 15 min warning) & make a hot drink for them

• At the end of the watch do a thorough handover to the new watch – weather, hazards to observe, sail trim, heading etc

*PFD’s are required at night or if the wind strength is greater than 15 knots

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DUTY ROSTER ROLE DUTIES FREQUENCY

SAILOR & DECK

KEEPER

• Maintains continuous watch for ships,

hazards, weather, lighthouses

• Monitor sail trim, wind shifts &

approaching weather

• Check engine gauges

• Keep deck tidy & wipes down white &

hatches daily

• Check aft toilet is not flooding &

bilges are free from water

All the time

All the time

All the time

Daily – (10am

-2pm watch)

Every two hours

NAVIGATOR &

WEATHER GURU

• Plot route on paper chart for next day

• Monitor position on electronic chart • Plot position on paper chart

• Keep paper charts organised • Records log book entry including

weather observations

• Downloads grib files in Weathertrack

app

• Reviews and interprets all weather

forecasts for current position and next

12 hours up to 3 days. • Check tides & currents for current

position and next 12 hours up to 3

days

• Brief crew of weather forecast

Daily (pre-dinner)

Hourly (minimum)

Every 2 hours

Every 2 hours

Twice a day (over

VHF)

Twice a day

On receipt of

forecasts

Twice a day when

possible

On receipt of

forecasts

CHEF DU JOUR • Prepares dinner

• Dries & stows dishes

Daily

After meals

GALLEY HAND • Prepares lunch

• Washes dishes

• Wipes down benches

• Removes tomorrow’s dinner from

freezer

Daily

After meals

After meals

Dinner time

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EMERGENCY PROCEDURES

MAN OVERBOARD • Shout man overboard loudly

• Assign one crew to focus solely on the person in the water. Establish number of persons in the water.

• Deploy life rings/Dan buoy/torch and any other flotation devices in water

• Fix position – record position & time in log book

• Inform passengers to remain seated

• Master will take control of the boat if not steering at the time.

• Ensure all lines are in the boat & start engine

• Furl headsail, drop mainsail

• Turn vessel 180 degrees and come alongside leeward side if possible.

• If person is conscious assist back on board via boarding ladder

• If unconscious assistance will be required from an able bodied passenger to haul aboard. Master will assess if a person has to go into the water to assist injured MOB. Under NO circumstances does anyone enter the water unless instructed with appropriate safety gear and lines attached.

• Check on passenger(s) well-being and notify if professional medical assistance is required

• Call for assistance on VHF channel 16 (PAN PAN) if required

• Record all details in Vessel’s log book and radio log

FIRE • Alert crew by shouting “FIRE” loudly

• Helmsman heave to in order to minimise air flow

• Crew to close all doors, hatches & openings

• Shut down engine and anything running and shut off fuel supply.

• Locate source – if Engine Room fire is suspected DO NOT OPEN DOOR but check through peephole in state room (also use peep hole for fire extinguisher)

HEADMASTER &

SALOON

CONTROLLER

• Cleans toilets, wipes out sink &

empties bin (when needed) • Check all personal possessions are put

away in cabins

• Checks sea-cocks, bilge water

Once a day

Change of watch

Change of watch

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�• Attempt to extinguish with fire extinguishers or fire blanket (if cooking oil

or fat fire)

• Deploy manual fire hose if required (see SMS for operating instructions)

• Call for assistance on VHF channel 16 (PAN PAN) if required

• Record all details in Vessel’s log book and radio log

ABANDON SHIP • Send May Day on Channel 16 (see on underside of chart table lid for

further details)

• Sound Vessels’ horn – 1 x short blast and 1 x long blast, repeat x 3

• All crew to put on life jackets & warm clothing

• Stop engine, if running

• Prepare survival gear – grab bag, food, torches, handheld VHF, blankets

• Decision to abandon ship is only made by SKIPPER

•• Notify authorities on VHF Channel 16 that abandon ship procedures have

commenced

• Activate EPIRB & take with you

• Launch liferaft (ENSURE IT IS CONNECTED TO THE BOAT)

• Notify passengers one at a time to jump into the water feet first, holding lifevest down and to make their way to flotation device

• Take headcount of all passengers

• Activate EPIRB (if available)

• Get crew and survival gear into liferaft

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DETAILED PROCEDURES THE FOLLOWING DETAILED PROCEDURES CAN BE FOUND IN THE SAFETY MANAGEMENT SYSTEM (LOCATED IN THE CUPBOARD BEHIND THE NAVIGATION STATION)

• ENGINE START UP & SHUT DOWN

• GENERATOR & 12V PROCEDURES

• GALLEY PROCEDURES – FRIDGE & GAS

• WATER FUEL & SEWAGE FILLING AND DISPOSAL

• ANCHORING & MOORING

• FIRE

• MAN OVERBOARD

• OTHER EMERGENCY PROCEDURES

• RADIO DISTRESS INFORMATION

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LEARNING TOPICS • PASSAGE PLANNING

• NAVIGATION

• WEATHER

• COMMUNICATION

• ABANDON SHIP SUPPLIES

• LIFERAFT PROCEDURES

FUTURE MODULES

HEAVY WEATHER SAILING

• STORM PROCEDURES & TACTICS

• SEAMANSHIP

SAILING TECHNIQUES

• SAIL TRIM

• KNOTS, BENDS & HITCHES

• ANCHORING & MOORING TECHNIQUES

• DOCKING PROCEDURES

BOAT MAINTENANCE

• DIESEL ENGINES

• ENGINE & SYSTEM SPARES

• SAIL REPAIR KIT

• SPLICING

• WINCH SERVICING

• GOING ALOFT

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LEARNING TOPICS

PASSAGE PLANNING APPRAISAL

• Vessel & crew preparedness

• Documents – insurance, crew list & shore contacts

• Charts, pilot books & navigation aids

• Notices to Mariners & current warnings

• Distance, tides, currents, weather forecasts

• Destination information – marinas, anchoring

• Marine rescue locations & contacts, repeater channels, operating hours

• Bolt holes

PLANNING • Planning a route

• Detailed waypoints with distance, bearings & estimated times

• Tides at bolt holes, planned stops and destination

• Tidal currents

• Weather forecasts

• Lights en route

• Plot on paper chart

EXECUTION • Pre-departure checks

• Communication of passage to crew

• Update times based on actual departure time

• Current & updated weather forecasts & tidal currents

MONITORING • See Navigation

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NAVIGATION

CHART-WORK

SCALE

Charts are available in different scales depending on their use. For passage planning you would use small scale charts and for close quarter manoeuvring you would use larger scale charts that give more detail.

Charts for the passage from Sydney to the Whitsundays:

AUS810-825 – small scale charts for coastal navigation. Scale: 1 to 150,000

AUS200-253 – larger scale charts showing more detail for close quarter manoeuvring. Scale ranges from 1 to 25,000 to 1 to 75,000.

Chart No. Description Scale

Aus810 NSW - Port Stephens to Crowdy Head 1:150000

Aus811 NSW - Crowdy Head to Nambucca Heads 1:150000

Aus812 NSW - Nambucca Heads to Clarence River 1:150000

Aus813 NSW - Clarence River to Point Danger 1:150000

Aus814 QLD - Point Danger to Cape Moreton 1:150000

Aus815 QLD - Cape Moreton to Double Island Point 1:150000

Aus816 QLD - North Spit to Breaksea Spit 1:150000

Aus817 QLD - Great Sandy Strait and Hervey Bay 1:150000

Aus818 QLD - Sandy Cape to Bustard Head 1:150000

Aus819 QLD - Bustard Head to North Reef 1:150000

Aus820 QLD - North Reef to Port Clinton 1:150000

Aus822 QLD - Port Clinton to Percy Isles 1:150000

Aus823 QLD - Percy Isles to Mackay 1:150000

Aus824 QLD - Penrith Island to Whitsunday Island 1:150000

Aus825 QLD - Whitsunday Island to Bowen 1:150000

  DETAILED CHARTS  

Aus200 NSW - Port Jackson 1:25000

Aus204 NSW - Broken Bay 1:40000

Aus215 NSW - Pittwater 1:12500

Aus221 NSW - Solitary Islands 1:50000

Aus235 QLD - Approaches to Moreton Bay 1:75000

Aus240 QLD - Great Sandy Strait (Southern Sheet) 1:50000

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LONGITUDE & LATITUDE

Latitude runs east-west and is used to measure your position on the globe in the north-south direction. They run from 0° to 90°. 0° is the equator, 90°N is the North Pole and 90°S is the South Pole.

Longitude runs north–south and is used to measure position in the east-west direction. They are also known as meridians. They run from 0° to 180°. 0° is the prime meridian which runs through the Royal Observatory in Greenwich, London.

Latitude & Longitude is measured in degrees (°), minutes (‘) and seconds (“). A degree is composed of 6 minutes which in turn comprises 60 seconds.

They can be shown in several ways and it’s important to know which method you are looking at :

D°M’ S”or D°M.M or D.D°

To convert between:

D M’S = 33°50’22.5”

D M.M = 33° 50.375 (calculation = 22.5/60=0.375)

D.D = 33.83959 (calculation = 50.375/60 =0.83959)

1 minute of LATITUDE = 1 nautical mile. Note that degrees of longitude get shorter as you approach the poles whereas latitude is always the same linear distance.

CHART DATUM

All depths (soundings) are measured from the chart datum. Usually this is the lowest astronomical tide, that is the lowest tide that be predicted under average meteorological conditions.

Aus241 QLD - Great Sandy Strait (Northern Sheet) 1:50000

Aus243 QLD - Approaches to Bundaberg 1:50000

Aus247 QLD - Keppel Bay 1:75000

Aus249 QLD - Approaches to Hay Point and Mackay 1:75000

Aus251 QLD - Bailey Islet to Repulse Islands 1:75000

Aus252 QLD - Whitsunday Group 1:75000

Aus253 QLD - Whitsunday Passage 1:37500

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COMPASS

Charts will show the compass in both True and Magnetic. Generally the compass on a boat will show magnetic bearings therefore it’s important to convert the true bearings from a chart to magnetic. The difference between the two is called variation. This is a different amount in different parts of the world. The variation is shown on the chart.

There is also another difference you will need to take into account when navigating – deviation – this is the adjustment you need to make to your boats compass to show magnetic bearing. The reason you need to do this is metals on the boat can influence the compasses reading and not show a real magnetic bearing. Deviation can be found on the compass card on the boat.

T rue 100° V ariation 12°EM agnetic 088°D eviation 2°EC ompass 086°

If your chart shows the heading should be 100° based on the example above you would need to steer 086° based on the compass on the boat.

AIDS TO NAVIGATION There are many different aids to navigation as follows:

CARDINAL MARKERS, CHANNEL MARKERS & SPECIAL MARKERS

The IACHLA Buoyage System is a worldwide  standardised system created as Region A and Region B. North and South America and the Phillippines use System B and the rest of the world uses System A. The system is made of five buoy types- cardinal, lateral,isolated danger, special and safe water marks

Channel Markers These show well-established channels and indicate port (left) and starboard (right) sides of the channels.

Port marks A red can shape. At night, a red flashing light may be shown.

Starboard mark A green conical shape. At night a green flashing light maybe shown. Coming In Rule When entering harbour (up stream) the red port mark should be kept on the boat's port (left) side the green mark on the boat's starboard (right) side. Going Out Rule When leaving harbour (down stream) the red port mark should be kept on the boat's starboard (right) side and the green mark on the boat's port (left) side.

Cardinal Marks - yellow and black

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East is least when going from True to

Compass

�Each indicates where there is deep water close to a danger and they show this relative to the compass. NORTH - white light continuous quick flashing light. Pass to North. SOUTH - white light 6 quick flashes + 1 long flash. Pass to South. EAST - white light 3 quick flashes. Pass to East. WEST - white light 9 quick flashes. Pass to West.

Isolated danger - red and black Indicates an isolated danger, such as a submerged rock. It tells you not to pass too close. Coloured black with one or more horizontal red bands. If lit at night it shows a group of two white flashes. The top mark has two round spheres.

Special marks Indicates a special area and you should beware. Coloured yellow,  if lit at night it shows a flashing yellow light. The top mark is a single yellow cross. Check your chart to find out what is special in the area.

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LIGHTHOUSES

For a light, a chart typically lists: color, phase, period, height above chart datum and distance visible from.

COLOUR:

PHASE:

!

PERIOD

Time period the light sequence operates in. e.g 90s = every 90 seconds

HEIGHT:

Height of lighthouse above chart datum. e.g. 15m = 15 metres above chart datum

DISTANCE:

Distance from which the light is visible. E.g. 15M = light is visible from 15 metres away.

E.g.

Hornby Light, Sydney Harbour:

LFl 5s 10m 15M

R = red G = green Vi = violet Or = orange

W = white Bu = blue Y = yellow Am = amber

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�Long Flashing light every 5 seconds at a height of 10m above chart datum with a range of 15 metres

NAVIGATION LIGHTS ON VESSELS

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USING ELECTRONIC NAVIGATION NOTE: WE ARE CURRENTLY REVIEWING ELECTRONIC NAVIGATION PROCEDURES AND SYSTEMS SO THE BELOW IS ONLY A GUIDE

MARK YOUR CURRENT LOCATION

1. Open iNavx app and open chart

2. Tap and hold screen to create waypoint

3. Tap new waypoint so it turns from yellow to grey

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4. Then tap waypoint again and you'll see the below

! 5. Select edit waypoint

6. Select position - the waypoint will then move to the boats coordinates

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7. Rename the waypoint to current date and time (e.g. 02-08 1000)

ENTER WAYPOINT IN ROUTE

1. Select routes then select our current route

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2. Press the + symbol to insert a waypoint. Then press the red + where you want to enter the waypoint, select your newly named waypoint.

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3. Then press the green + where you want to enter the waypoint, select your newly named waypoint. Your new waypoint will be inserted into our route.

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NAVIGATION CHECKS – CHECKING OUR HEADING

Check the heading to the next waypoint and compare it to our current heading.

WARNINGS:

Use an average of our current heading over a few readings (the waves can make a big difference to the readings)

Check you are comparing Magnetic w. Magnetic. INavx shows magnetic.

If there is a big variance the adjust the heading (it’s good practice to check with the watch captain first)

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OTHER NAVIGATION CHECKS

• Zoom in as far as possible and check the route for the next few hours does not take you over any obstructions (islands, rocks, navigation markers) or shallow waters or too near the coast.

• Check ship-finder for any ships in the vicinity and make sure we will not pass too close.

OTHER TIPS

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USING PAPER CHARTS PLOTTING A ROUTE

Each night before dinner plot the route for the next day. Review the chart, along with the weather forecast and plot a route based on all factors available. Mark a few waypoints on the chart and connect with straight line showing bearing and distance (see next steps). Compare to the original plan and understand reasons why it differs.

HOW TO WORK OUT THE BEARING

• Line up your parallel ruler on the line between two way points

• Walk the parallel ruler to the centre of the compass rose

• The ruler will line up on two parts of the rose, select the heading which relates to your direction of travel. (e.g. 090° or 270° if you’re heading east the bearing is 090, if you’re heading west the bearing is 270°). This gives you the true bearing.

• To determine the course to steer adjust the true bearing to compass bearing using the below:

T rue 100° V ariation 12°EM agnetic 088°D eviation 2°EC ompass 086°

SET & DRIFT

This heading can be impacted by the effect of wind, tide and current. The effect of these factors can be adjusted for when you know the set (e.g. direction of tide) and drift (e.g. speed of the tide).

An estimate of set and drift can be calculated over time by comparing an expected position with actual position.

HOW TO WORK OUT DISTANCE

Using your dividers - put one end of the dividers on your start point and the other end at your next waypoint. Then, without moving the dividers, place them against the latitude scale (vertical) and read the distance.

Remember: 1 minute of LATITUDE = 1 nautical mile

TAKING A PLOT

• Record GPS co-ordinates from iPad or Chartplotter in the log book

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East is least when going from True to

Compass

�• Plot the coordinates on the paper chart (try and set a routine and do lat

then long or long then lat everytime) in pencil. Mark with a cross and write the time (in 24hr clock) neatly against it.

• Check the position against the previously plotted route and determine any adjustment to heading (e.g. to counteract impact of tides, wind or bad steering!)

• Complete the log book entry (weather observations etc)

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WEATHER

GLOBAL SCALE

• Atmosphere comprises of air mixed with dust/soot particles and water in some state (vapour, snow or hail)

• The gases in the atmosphere have the following properties:

o Temperature (ISA at sea level is 15 C)

o Pressure (ISA at sea level is 1013.5

o Density

o Humidity

(ISA is the International Standard Atmosphere)

• All weather forms in the tropopause because temperature, density & pressure decrease with altitude reducing the impact of the variation in each property.

GLOBAL SCALE (PLANTETARY)Size: Global Time: Days to weeks

TOPICS: • Atmosphere • Convection and air circulation • Coriolis effect and its impact • Seasons

MACRO SCALE (SYNOPTIC)Size: 100s to 1000’s km Time: Days

TOPICS: • Synoptic charts • Pressure gradients • Fronts • Clouds

MESO SCALE (REGIONAL)Size: km’s Time: Minutes to hours

TOPICS: • Coastal weather (winds/squalls/

fog) • Ocean currents

MICRO SCALE (LOCAL)Size: metres Time: seconds to minutes

TOPICS: • Wind • Squalls & gusts

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• The altitude of the tropopause varies with latitude. It is approx. 8-9km high above the poles but 15-18km high above the equator.

• The temp at the tropopause is approx. 57 C

WHAT CAUSES WEATHER? Things to consider:

• Global effects of solar heating

• Global air circulation

• Pressure gradients

• Coriolis effect

MACRO SCALE

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Clouds form by condensation of water vapour through cooling. Cooling is caused by:

Summary of cause of cloud

Types of cloud generated

Types of weather

generated

CONVECTION Heat of the land Cumulus No rainHeat transfer by motion of fluid when the heated fluid is caused to move away from the source of heat carrying energy with itConvection above a hot surface occurs because hot air expands, becomes less dense, and rises

SYSTEMATIC ASCENT OF MOIST AIRAir is forced up due to weather systems e.g.frontal activity, low pressure systems

Weather systems - low pressure & fronts

Associated cloud and weather may vary

enormously according to the properties of the air masses, but tends to be concentrated near

the front

Rain

OROGRAPHIC ascent Mountains RainAir is forced up by a barrier of mountains or hills.

CONVERGENCEmore air flows into an area at low levels than flows out, leading to forced rising of large air masses.

Large cloud clusters Rain

HOW DO CLOUDS FORM

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OBSERVATION OR TREND WHAT'S HAPPENING WEATHER POSSIBILITY

Falling air pressure: Low-pressure system moving in. stronger winds

slow, on-going drop in air pressure Low pressure approaching slowly extended period of poor weather; some precipitation likely

3 hPa in 3 hours Low approaching quickly wind stronger in 6–12 hours, possibly gale-force

6 hPa in 3 hours Low approaching very quickly gale force winds within 6 hours.

9 hPa in 3 hours centre of Low is nearby. storms, gale force winds, precipitation, likely within 3 hours

Rising air pressure and rising temperature, wind more southerly and veering, air feels drier, haze increasing

High pressure system moving in Light winds and dry, but hazy weather

Ci, Cs, Cc, pressure decreasing possible approach of warm front or cold front. Becoming more cloudy, change likely within 24 hours

then As, Ac, temperature increasing, wind veering N to NE

almost definitely a warm front approaching becoming overcast

followed by Sc, Cu, St and Ns, temperature rising, wind backing NE, N to NW

warm front is passing persistent moderate rain with lighter and heavier periods

Ci, Cs, Cc, pressure decreasing possible approach of warm front or cold front becoming more cloudy, change likely within 24 hours

then, pressure and temperature decreasing, wind speed increasing, some Sc and Cu.

almost definitely a cold front approaching. becoming overcast

followed by, pressure and temperature decreasing, Ns, Cb, temperature falling rapidly, wind backing NW to SW and increasing

cold front is passing heavy rain, possibly hail and/or snow, lightning and thunder

Stratus type clouds getting lower, warm, moist air mass moves over colder, dry air mass: warm front Warm front is approaching

Weather steadily deteriorating to rain and drizzle

High clouds preceding cumulus nimbus; cold air mass moving into a warm air mass: cold front

Warm, less dense air is forced up, cools, and condensation occurs. Violent uplift produces electric charges

Lightning forms in thunderstorms precipitation: type of precipitation depends on the temperature, see above

OBSERVATION OR TREND WHAT'S HAPPENING WEATHER POSSIBILITY

Falling temperatures Cold front may be approaching (air holds less moisture) If dew point is reached and condensation nuclei are present, if the temperature is: above freezing, rain forms; below freezing, snow forms; colder as the rain falls, sleet forms.

If the: water droplets are swirled up and down repeatedly, hail forms; dew point temperature is below freezing, frost will form.

Rising temperatures Warm front approaching (warm air holds more moisture) May indicate fair weather (if air pressure is stable)

Dew point temperature If the difference between the dew point and temperature is small, there is more moisture in the air

Clouds and fog are more likely to form. Precipitation is likely

Dew point temperature rising increase in relative humidity clouds and fog are more likely to form, precipitation is more likely

Wind speed If winds are light, air masses will not move quickly Weather conditions stay the same over a wide area

If winds are strong, air masses move more quickly Weather conditions change quickly and are not long-lasting

Wind direction If an air mass comes from an area that is warmer and over a body of water, humidity and dew point increase

Warm air rises, cools, and condenses to form clouds. Updrafts could cause thunderstorms

Stationary front air masses do not move weather remains the same

CLOUD & OBSERVATION INTEPRETATIONS

CLOUD & OBSERVATION INTEPRETATIONS

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ABANDON SHIP SUPPLIES IN GRAB BAG:

• Dye marker

• Waterproof compass

• Basic first aid kit – panadol, seasickness tablets, band aids, dressings

• Soap, toothbrush & toothpaste

• Water

• Torch

• Snacks

• Sunblock

TO COLLECT IN AN EMERGENCY

• EPIRB

• PLB’s

• Handheld VHF

• Handheld GPS

• Box of flares

• First aid kit

• Signalling mirror

• Sunglasses

USE OF LIFE RAFT

PREPARATIONS BEFORE LEAVING YOUR BOAT Don’t launch the raft too early; in rough weather it will be difficult to hold alongside for long.

1. Throw entire container or valise case overboard & pull painter to start inflation

Ready the life raft for deployment by removing the lashing on the slip hook that secures the container to its storage cradle. A valise packed raft should be brought to the launching area. Pull out a length of painter line from the container or valise and check that the painter’s end is firmly attached to a strongpoint on the vessel. If necessary, reposition the container and then throw or drop the entire container or valise overboard. Pull on the painter line until the remaining line is extracted from the container (this line is at least eight metres long). A final sharp tug will trigger the automatic inflation of the life raft.

2. Board life raft

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�Transfer any additional gear and survival supplies from the stricken vessel to the life raft. If possible try to stay dry. Crew members should board the life raft by ladder or rope from the mother vessel or by jumping into the entrance if height is not excessive. From the water, try to board the life raft as soon as possible in order to shorten the immersion time and subsequent body heat loss. Remember, cold is the greatest killer in maritime emergencies. Enter the life raft with the aid of the boarding ramp or ladder. Crew members should pull themselves up and slide into the raft head first. The internal lifelines and entry bridle may help survivors pull themselves all the way in. If required, throw rescue-quoit and attached line to other survivors in the water and haul them to the life raft. Disabled or unconscious survivors should be lifted under their armpits and slid backwards into the life raft.

3. Ready life raft to be freed from mother vessel

Check the life raft is functional and that both buoyancy tubes and arch are correctly inflated. If the mother vessel is still afloat, remain secured to it unless fire, imminent sinking or some other danger means it is advisable to sever the painter line. A disabled but floating vessel will always provide a greater search target for rescuers than will a life raft. If the decision is made to cut the painter, use the safety knife stowed in the pocket next to the raft’s entry. Try to save as much line as possible. Get away from the stricken vessel by using the paddles provided within the equipment pack. Tie multiple life rafts together as there is safety in numbers including more survival gear and expertise to share and it is easier to spot two rafts than one.

4. Deploy drogue (sea anchor) and close entrances

Check that the drogue has deployed automatically. Its primary role is to help the raft resist capsize but life rafts can drift rapidly and the drogue reduces the rate of drift and assists searchers by reducing the raft’s distance from the distress position. In hostile weather close entrances when everybody is inside.

5. Tend injured crewmembers

Keep victims as warm and dry as possible and, if necessary, refer to the first aid instructions provided within the emergency pack.

SUBSEQUENT ACTIONS 1. Bail out water inside the life raft

A bailer and sponges are provided to assist in drying the raft’s interior.

2. Adjust ventilation

Ensure good ventilation at all times and adjust entrances and ventilator(s) to suit current conditions. By varying the point of attachment, the drogue can be used to alter the position of the raft’s openings relative to the seas, allowing more shelter or better ventilation.

 3. Open emergency pack

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�Familiarise every crewmember with the contents and function of items within the emergency pack. When not required, lash down all gear so nothing is lost if the raft capsizes or is swamped.

4. Activate EPIRB

Confirm EPIRB is working and leave it on; don’t switch it off until advised to do so by rescuers.

5. Establish a watch system

One hour watches in pairs is recommended, one person should be on duty as outside lookout and the other on duty inside, responsible for the raft, water catchment etc.

 

AIDS TO SURVIVAL 1. Nominate someone to take charge.

 Good leadership and high morale are crucial for survival. A good leader takes on the responsibility of keeping the other survivors as organised, calm and comfortable as possible.

2. Take seasickness tablets as soon as possible

Even hardened sailors are almost certainly going to be seasick in a life raft. Seasickness interferes with your chances of survival by loss of precious body fluid, incapacitation and greater vulnerability to hypothermia.

3. Establish a routine

The discipline of a routine focuses attention on the positive work of survival and ensures that essential tasks are done. Suggested routine:

•       Watch for ships, aircraft, survivors and useful wreckage.

•             Flash the signalling mirror all around the horizon when there is sunshine – rescuers can see your flashes before you can see them.

•       Look for signs of land.

•             Maintain the life raft – tube inflation, a dry floor, adequate ventilation, equipment, etc.

•       Track rations consumption.

4. Water Use

Other than injured persons, survivors should drink no water on the first day. This causes the body to activate water saving mechanisms. Thereafter allow ½ litre per person per day, using the marked measure to ration. Drink water in sips throughout the day to minimise urination.

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�Collect rain water when possible and use this before the sachets. Maintaining your body’s water balance is a prime requirement of survival as water is the major constituent of our bodies. Water is a higher priority than food. You can probably live for weeks without food, but your survival will be measured in days if you have no water. Food digestion drains needed water from your body and exaggerates thirst, so if water is in short supply, don’t eat. Drinking saltwater will promote water loss through the kidneys and intestines and shorten your survival time. A rainwater collector is incorporated into the canopy and a flexible tube on the inside allows rainwater to be collected in plastic bags or empty containers.

 5. Avoid exposure to strong sunlight

6. Arrange suitable sanitary arrangements

Attempt to keep life raft interior clean.

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