IYT 01-06 Introduction to Boating

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Introduction to oating

International Crew

Passport Series I / Modules I to 6

The Iolost Internationally Accepted Yachlmaster Certificate Jn The World

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INTERNATIONAL YACHTMASTER TRAININGTR I NING PROGR MME

INTRODUCTION TO BO TING

INTERN TION LCREW CERTIFIC TE

All rights reserved.

No part oflhis publication may be reproduced, storcd in any retrieval system or transmitted, in

any form or by any means, electronically, mcchanically, photocopied, recording or otherwise.

without the wri tten consent ofInternational Yachtmaster Training Inc.

This publication is for purposes of guidance and training.

While e\ el)' effort has been made to ensure accuracy, International Yachtmaster Training is

not liable for the consequence of im plementing or attempting to implement any instruc tions or

advice contained wit -these notes.

Copyright © Int ernational Yachtmaster Training 2005,



2

Introtluction to BoatingModuk I

Section I - Introduction

Section 2 - Safety

TABLE OF CONTENTS

Section 3 - Passage Planning

Section 4 - RopelloO:Sectioo S - Short Passage (poller or sail)

International Crew Certificate

Moduk I - Imroduction

Module 2

Section 2

Nautical Tenninology

Relative Direction

Safety

Section 3

Ropc ork

Section 4

Introduction to Collision Regulations

Section SIntroduction to Weather

Section 6

Imroduction to Sail Handling

Sectioo 7

Boat Handling Skills under Power

Section 8Man Overboard

Module 3

Practical Subjects

Module 4

Section 2Nautical KIlO ledge

Section 3COllision Regulations (lights. shapes . sounds)

Section 4

Charts Compass

Stction

Sails Sai l Handling

Se ion 6Marine Manncrs. Customs Etiqucl1c

Section 7

Anchors Anchoring

Module 5Practical Subjects

Module 6

Section I

Dinghy ThCQf)

Glossary of Terms

Page

3

3 - 7,.,practical subjectpractical subject

10

II - 23

24

25 - 29

3 - 32

3J - 35

36

37 - 42

43 -45

46 - 47

48

49

50 - 56

57 - 59

60 - 62

63 - 64

6S - 66

67

68 - 73

74 - 81



MODULE I / SECTION I

INTRODUC TION TO BOATING AND SAILING

Welcome to the wonderful orld of boating nd sailing. Now that you h ve taken the first step towards learning a

new pastime and skill, we hope that it will lead to rewarding, safe and fulfilling adventures on tile water.

Every human activity has its own unique language and Ihis is true of boating Dnd sai ling. A number o f nautical tenns

may already be familiar 10 you as there are a large number ofnautital terms used in evcr)day language, for example,anchored to the spot or t a k e f aback ,

As)'ou progress through tile IVT Training Program, Ihe volume orlile terminology \\ ill expand with the knowledge

gained. As an aid to unckrslanding the tenninology, a comprehensive Glossary of Term s has been induded as an

Appendix at the rear of these notes.

With boating and sailing being an international pastime. and Engli sh being tile language of tile sea. it is essential touse the correct tenninology to communicate quickly and effectively with other seafarers. This avoids misunderstand·

ings in the execution of a maneuver or. more critically, in the event of an cmergency. As the course progresses. you

will be introduced to additional nautical tenninology.

The aim of this module is to introduce ) ou to the wonderful world of boating and sailing. This module takes tile

fonnat of basic safety training prior to spending time on me ,,·ater.

The o j e ofthe module is to show people how much fun boaling and sailing can be hen knowing ho to oper·

ale a boat safely and confidently. will allow a successfu l candidate to assist as a crew member of a sailor po er

vessel.

MODULE I / SECTION 2

SAFETY BRIEFING

It is important to know where all safely items are stored on any ves-

sel )'011 are on and also how 10 use them.

Life jackets

There should be at least one lifejacket per penon on board every boat.

including small sizes for any chi ldren. A life jacket is designed to keep

an unconsc ious person afloat by turning them on to their back and

keeping their head above the water.

There are many other fonns of buoyancy aids but Ihese are mainly

used for aler skiers, dinghy sailors etc. to give additional buoyancy

should ) ou end up in the waler. Buoyancy aids 8re NOT lifejackets and

will not keep ) our head above water if unconscious.

3





Sa rety Harnesses

Mainly used on sailing vessels, safety harnesses are 110m by crew members when

on deck in bad weather, at night or if the crew member feels safer with one on. The

harness comprises webbing shoulder straps and a waist band IIhich are adjustable.

with a tether of rope or webbing IIhich has a karabiner clip on both ends.

During inclement weather, safety lines are rigged from the front of the boat (bow)

to the back of the l>oat (stem) and the karnbiner is anached to allow ),ou to walk

safely about the deck.

Location and sc or Heads (Marine ter-

minology for toilet, both manual and electric)

There essentially are two types of heads. A manual head where the operator uses

a pump to flush seawater in through the head and to pump out the conlents either

into a holding tank (a tank \\here the contents are stored until emptied) or

overboard. An electric head does the same job by using an electrically operated

pump instead of a manual pump

•

Marine ToiJC1 (Head)

Bilge Pu mps

Even in the most sophisticated yacht there is always an accumulation of water, and sometimes oil and other liquids

accumulate in the lowest part of the vessel known as the bilge. There are two types of bilge pumps, manual and

electric.

Manua l pu m p which will be mounted so that a crew

member can manually pump overboard any water

which has accumulated in the bilges.

Elect ric pum p which is operated by pushing a switch

and does the same job as a manual pump. Often bilge

pumps are operated by a float switch, this works on a

simple prillcipalthat whell the water rises the float on the

switch rises and that turns on the pump.

Manual Pump

Watu pu mps (manual and pressurized)

E1e<:tric Pump

Water is delivered on small vessels 1 taps or faucets which have a pump auached.

This may be a simple hand pump on the faucet or a foot pump located beneath

the sink. On larger vessels the water system is pressurized by means of an electric

waler pump. This pressurized container is called an accumulator and prevents the

water pump from activating every time a faucet is switched on.

5



Coo ker (Range Top and O en)

Cooking on most vessels is by means of gas, usually propane. Of prime importance

when using a gas cooker is safety. Gas is heavier than air and if left switched on, the

gas will accumulate in the bilges and be a potent ~ p l o s i v if triggered by an electri-cal short or other igniter. These are Ihe basic rules for using a gas stove on a yacht

which will be covered in greater depth in further modules _

Baltery scl«to r switch

Cabin Lights

Most yachts will have two selS of ban eries, one

set will be for engine starting and the other for

all other electric systems. There will be a main bauery SWitch. which should at a

minimum, allow the 2 banks to be switched off to preserve bauery powcr henthe vessel is unoccupied.

Electricity is a sparse commodity on most small boats \\hich use

bauery power. On larger boats power is often derived from a gen-

erator. t is important to remember thaI lights and other eleetrical

systems should only be used when necessary and should always

be turned off when not in use to consel"\"e battery power.

General Housekeeping Rules

One of the most important aspects of living on board a vessel is the need to be e ~ t r e m l y tidy. There is restricted

storage space available for the multitude of items that are required to be carried, and that may need to be found easily

and quick ly. Personal items should e packed in a soft sports type bag (not a hard suitcase which cannot be rolled

up and stored easily) and then should e stowed in lockers upon alTival on board. The size of storage on a vesse l

will depend on Ihe hull type and size, but even on all but Ihe largest boats it is important to e selective about what

personal gear is brought on board.

Suitable Clothing

6

Weather conditions can vary from extremely hot to very cold and wet. It is important

to dress correctly and thus minimize the effects of heat and cold. In a walTIl climate

the sun is very powerful and when combined wilh the glare from the water can

debi litate a person very quickly_Protection should include a hat, sunglasses, cOUon

shi II ith collar (and possibly long sleeves), couon shorts or long pants, and plenty

of sunscreen. [t is easy to get sunburned, and may be more than JUSt uncomfortable,

and in extreme drcumstances can require medical attention . Dehydrat ion happens

easily on the water so do not forget to drink lots of water and try to stay in the shade

wherever possible.

In a cold climate the layer principal can be used to great effeC , and even in wanner

climates it can get cold at night on the water. Mulliple layers o f suitable clothing is



more beneficial than single heavy items of clothing, because each layer traps heat so the now of heat out from the

body is kept to a minimum. With the addition of wet or foul ",eather waterproof clothing good protection can be made

against the effects of both the cold and wet. A good hat and waterproof footwear will round off the anire.

Effects o f Hea t and Co ld

Suitable Footwear

It is recommended that good non slip deck shoes

are worn to protect feet against the presence of

multiple objects on d« k such s cleats, for cold

and weI conditions, waterproof seaboots are highly

recommended.

High humidity and heat can lead to heat e xhaustion. it is advisable to drink plenty of water, wear appropriate cloth -

ing offering protection to both head and body, use sunglasses and use a sun block or sunscreen to protect parts of he

body exposed to sun or drying winds.

Seasickness

It maytakea little hile fora~ o n

to gettheir"sealegs"'thatacclimated to the mOl ion of a boat. There are a number

of travel sickness prodUCIS on the market including sea

sickness pills, wrist bands and chemical patches. The beSt

prevention is 10 watch the horizon and remain as active

as possible such as steering the boa .

Do's and don'ts aboard a boat

Do;

Tellthe captain if you are taking aoy medication, also if you react to any common medications as he will need to

know in the event of an emergency.

Keep all your personal gear tidy and stowed

Make sure you put eve')' item away after use in the same place you found it. this is essential so that everyone else

can find it if needed. On many boats there will be a diagram in a prominent place showing the location of all the

different piKes of safety and survival equipment.

Be tolerant, a vessel is small and it is easy to become annoyed over small things .

Never:

Leave lights on, it drains the baueries.

Waste water, it is limited in supply.

Throw anything overboard when alongside, in a marina or anchorage and refer to the disposal of garbage placard

posted o board.

7



MODULE SECTION 3

PASSAGE PLANN ING

A l'assage Plan is an outline of the trip thai you intend to make,

together ith all the relevant infonnation Ihal you will require

during the passage, such as weather conditions, tides, hazards 10

navigation, lights, e x ~ r i e n e of the crew etc. lnfonnation fo r a

passage may be obtained from a number ofdifferenl 5OUrtes hich

ill be outlined funhcr as the training program progresses.

Effe cts orTides and Curn:nls

Charls

A nautical chan gives detailed infomlation to enable safe naviga·

tion 8t sea from depanure point to arrival point. It is an outline

of the land area and includes harbors, bays, reefs. underwater

hazards and other nal igation information. A position on a chan

is measured in tenns of latitude and longitude. and distance is

measured in nautical miles. Chans can either be in a paper 01

electronic fonnat.

Tides and currents are movements of water which will carry the boat in the direction of their now, this may either help

or hinder the speed of )'oor passage. It is imponantto obtain as much infonnat ion as possible about tidal conditions

hen undenaking a coasta l passage.

Wrat her f or«asls

Weather forctasts gil'e an indication about

approaching weather conditioos and may be

obtained from a variety of din'erent WUrtes.

It is veT)' imponant 10 undentand future

weather because decisions about Ilhether to

leave 11 a passage or 10 olter Ihe destination

wi be made based on the weather forecast.

8

Co eJI

A eOOI"$e is the direction that a boat is Slttred and is indicated by compass deg.rtt$.

There are 360Forexample a boallfaveling East ill be on a heading of9O degrees.

or Sooth on a heading of 180 degrees.



S t I' assagt

II is imperalive Ihal all precaulions are taken 10 ensure a safe passage. This includes evcl)·thing that we have dis

cussed to this point.

Lookout a nd things to Watch for

While making way at sea. il is required by law thai someone must keep at atch at all limes. Other vessels. boals

and ships, noating debris, Ilhaie s and containers.

Kee pin g Tnck of P rogre$'

Unlike being on land. there are no landmarks hi e out of sight ofland.

A boat is required O keep a record of progress during a voyage. This is

usually in the fonn ofa ships logbook and includes such infonnation as

timt. distance travelled, speed. compass course, tides, currents and any

other relevant infonnation that perlains to safe navigation. It is easier

to navigate hile in sight of land as known landmarks can be used for

cross bearings. HoweveT, one must lake into accounlS areas that are

succeptable to fog.

When, after all this careful preparation you get to execute the passage,

make sure that )'ou keep track of your progress and monitor all the

imponant flK:tors

·Time: Are you making the speed tha t you plallned for? Going too fast could be s bad as going tooslow. You don't want to arrive before the tide has risen sufficielltly for you to gel into the haT

bee

'Fuel: Monitor consumption if il is higher than expected do you Slill ha,'e sufficient reserve or will you

have to Slart planning a refueling stop? Don't hesit.ale to refuel if)ou have any doubts about you

range.

'Crew: How are they coping ith the conditions. is the watch systt'lt1 working? Are people eating well.

sleeping, being affected by seasickness?

'Position: Are )·ou here you should be? Don't just steer the course; plm your position on a regular basis.

'Systems: Oil. nuid and ater levels need to be checked s well as bilge's inspected on a regular basis.

·Weather: One of the things that can creep up on you if)ou ignore it is the ealher. Keep monitoring

every forecast s the weather can change suddenly sometimes wilh disast rous consequC11ces bul.

with a few hours warning of the impending change, precautions can be laken.

Pract ica l Subj ects

Section 4 Rope ark

Section Short Passage- po eT

s«tion Sa Shan passage -sail

9



INTERNATIONAL CREW CE RTIFICATE

MOllUlE 2 / SECTION IINTRODUCTION

These course notes h ~ e b«11 del'eloped as an introduction 10 the world ofl'&reol;on31 boating. While every effon

has been made 10 insure their accuracy, Ihey are designed to be accompanied by additional materials that contain local

navigation knOI\ ledge, sourees of weather infonnation, local tides. curnnts and eather conditions as applicable to

the area of opcnlion.

The course ' ill introduce students 10 the basics of naulicallcnninotogy. rules of ~ road. safety on board. engine

checks. maintenance and various boat handling skills. The object;I' of the course is \0 del'clop the skills and gain

the kilO' ledge to be a c ~ w member on board a boat. whether po er or 18i1. that is used for re<:n:alional purposes.

Whether simply spending a day oul on a lake or bay, or crossing an ocean. there is no substiwte for safety, ,ommon

sense and a ¥ood foundation oflmowledli\e.

A substantial part ofllle training 'ill rely on tile IIands on practkal application of the theory modules whkh ill

be taught by your pn<:tical inslrudor. As ilh all IY T courses. tile depth of kilO ledge increases as the candidate

progresses llirougllllle anous modules.

1



Types of Vessels

MODULE 2 / SECTION 2

NAUTICAL TERMINOLOGY

As the Greek philosopher Archimides discovered over 2000 years ago, all vesse ls float in water because the water

creates an upward buoyant force. Different vessel shapes have evolved over time to maximize Ihe efficiency of di f-

ferent methods of propulsion . For example, a sai l boat has a deep keel 1 help with sailing efficiency and stability

'herea, a fast powerboat will have very liule keel under Ihe water whiCh allows il to minimize resistance in Ihc

water and thus go faster. The keel is a weighted projecting fin which provides stability and reduces sideway drift

of a vessel. Essentially there are lWO distincllYpes ofhul , (and wi thin these are many variations). displacement

hulls and planing hulls,

u Yf s

There are many types of vessel with an assorted com-

bination of hull and engine configurations.

I)isplacctucnlltulls, such as sailing boats and trawler

type boats. are supported by the buoyancy created by

the hull in the watcr. These types of vessels have a

maximum speed based on Ihe waterline lenglh and no

addition of power will increase this maximum speed.

Tne advamages ofa displacemenl hull are lower power

requirements than a planing hull allowing a longer

cruising range and increased load carrying ability.

1>laning hulls are lifted clear of Ihe buoyanl support

of the water by means of a combination of hull shape Planing Hull

togcther with high powcr converted to speed. The v s

sel is lifted higher in the water as the speed is increased

reducing the drag of the water as less of the hull is aClually in the water. The advantages ofa planing hull are shorter

journey times. bUlthis must be offset against the increased cost of larger more powerful cngines and consequent

increase in fuel consumption.

I'ower Ve ssel Hull Sha l}eS

C ,M3J\ IlutlD« p v ltull

Fl.t BotIQmROOM llotton>



Sa ili ng vessel hull shapes

Spade Rudder

Tramom Hung Rudder

Vessel Const r uction

Fin Keel

Skeg

Skeg Rudder

Fu Keel

Short Keel

Methods of onstruction and materials used in vessel ,onstru,tion are a subje in their own right and there are many

reference books available for those who wish to pursue this subject in depth.

The earliest vessels were constructed from natural materials, mainly timber construction. Some boats are still built in

this fashion. Most modem series production boats are built in a mold from man-made materials and composites such

as glass-fiber (glass reinforced plastic (GRr) impregnated with resins) or materials such as carbon fiber and Kevlar.

Large yachts are generally constru ed from steel or aluminium or a ,ombination of materials.

InfTatablCS Rills (Rigid Inflatable Boats)

The difference between a RIB and an Inflatable is essentially that

the bonom of the RIB is made of aluminum or fiberglass, both have

inflatable compartments or pontoons (inflated tubes which make

the sides of the RIB). Inflatables have no rigid components and as

a result are easier to stow. Both have good stability. are relatively

lightweight and have generous earrying capacity. Designed initially

for the military and reS :uefservice work they are increasingly popu

Jar with recreational users. Each configuration has advantages and

disadvantages.

12

Rigid Inllatable Boot RIB)



Odinitions of Iypes o \'essels.

There is no globally accepted definition for when a boal becomes a yacht or when a yachl be<:omes a ship. However.

a yacht can be carried on a ship but a ship cannot be carried on a yacht.

To be more specific and 10 further clarify Ihe tenn yacht. these notes refer to motor yachts as those vessels that are

driven by one or more engine, and those driven by sails as sailing boats . Sailing boats for the most part also have

engines for ease ofmanoeul ering in crowded marinas and anchorages where there is insufficient room to sail safely.

These are commonly called auxilial)' engines. [n these notes, the word boat ' describes a recreational craft/vessel,

either dr iven by engines or sails. or both, with covered accommodation and facilities which allow the individual to

spend a night on board.

The word yacht also refers 10 the very large Motor and Sail vessels that can be seen in such exotic loxalions as the

Caribbean and Mediterranean. ome of the larger Megayachts are really small ships and many operate for commer·

cial purposes. This means that they call)' passengers for hire or reward. Be low are various types of boats.

Cabin Cruiser Sailboat Rigid Inflatable Boat (RIB)

Day Fisher

Spe<:dboat Dingily Muhihull l Catamaran

. .A •-

Mega) acht Sailing Catamaran Container Ship

13



Parts orA Vessel and Nautica l Terminology

General Terms 10 define a \ essel.

When any vessel is in the water, the level that the water reaches on the hull is kno\\n as the waterline'. The areathat is below the waterline is painted with a spedal paint which inhibits growth of weed and shell fish and is called

"antifouling paint"; the depth that this underwater area extends do\\n is known as the draft . The di stance from the

water line to the upper edge of the hull is known as "freeboard".

L.en gt h onrall (L.OA ), The overall fore and aft length of the hull.

Waterline, The line where the surface of the water reaches on the hull.

Load waterline length (LWL), The fore and aft length of the hull measured althe waterline.

Beam , The II idlh of a vessel at its widest point.

Freeboard, The height of the side ofa vessel above the walcr.

Draught , The depth of the lowest pa of the vessel in the water

K ~ I A weighted proje\:ting fin fixed on the centerline of a vessel which provides stability and reduces sideways

drift

f - -

, " ,, _ : , , ,'IT' . _ __ _

Oraf,t " '

S\e ln

t ____ :__ ____ , ____ _-_-_-_-_-___________________ + T,.nwm

, , W a \ ~ "' ''9h , ', , ,'+ - '- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -:- to

, Leroglh .,.eral l tLOA.),,

- - - - - - - - - - - - - - - - - - - - - - - - - - - - ~LG.KI waleni"" ''9hl (lWL)

I'arts of a -lull

The stem is the front pan Mthe vessel where thetll O sides meet. The two sides of he hull where they

meet at the stem are known as the "bows". This

comprises the " forward " section ofthe vessel. The

mid section of the vessel is known as "m idships

and going towards the rear, aft , to the back of the

vessel which is known as the "s tern". The actual

flat pan of the back of the vessel is known as the

t ransom".

The right hand side of a vessel is kno n as the

starboard side, and the left is known as the

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

14



There is a no RED PORT LEFT in the bottle , so that red, pon and left all refer to the same side. The inclusion

of redH is also a reminder that the color of the port side navigation light is red, and the starboard side is therefore

green.

Nautica l termino logy is vast, and there are nautical dictionaries naming thousands ofnamicalu:nns, some of hich

are contained in the glossary at the back of this book. However, in this module, we will address only the most COI11

monly used tenns.

•.Jj. -----------

i

•

Alongside

Generally a yacht will be kept in a Marina, whkh, depending on size, may have spaces for a few boats or thousands

of boats. When tied up to a dock there will be a number of lines securing the vessel alongside . These are known as

moo r ing lines . The lines will be allached to secure points on the dock called cleats and lead through special

finings with smooth edges on the vessel known as fairlcads . These are designed to prevent fraying or chafing

and are secured to the vessel's cleats.

Deck Equipment a nd Fittings

The docking lines required to secure a vessel properly are :

I . 80w line. A line th31 is lead forv.·ard from the bow oCthe boat

2. Stem line. A line that is lead aft from the stem of the boat

J. Spring lines One line leads from the bow of the vessel aft of midships to the dock and one from the stem

of the vessel lead forward of midships 10 the dock. These stop the boat moving fore and aft and should be

lau\.

Fairlcad Boat Cleat Dock Cleat

o o

15



Innated plastic or rubber c)'linder5 or • •

p ~ protect the hull from damagehile in contact with the doek or01her ,'es-

sels and are called fe nders , Adequatefenders both in s i ~ and quam it)' must be

used to protect the hull and topsides.

When the vessel is attached to a moo ..

ing buo) or anchored away from the:

land. access to the vessel will then be by

a smaller boat such as a RI or dinghy.Oingh)'S and safe operation of dingh)'s

are addressed in a later section.

Fenders

Stanchions On deck there ill generally be a protective rail to pre-vent a person falling overboard. These may be solid walls. bulwarb

or Ilire ropes attached at the bow and stem and supported at intervals

by upright metal poles called stanchions .

Stanchion

Pulpit On most boats there is usually a metal framearound the bows called the p u l p Additional pro

tection at the stern will be the s tnn rail taffrai l or

pushpit .

16

•o w ~ r Boa Stem Rail



Foredeck The forward part of the deck in front

of the mast or raised accommodation on a boa t is

known as the foredeck. The foredeck houses the

anchor chain and line for anchoring a vessel.

Coach f The raised part of the dec k to create head-

room below decks.

Jacksta ) A wi re or webbing strap altached

at the ITom and back of a vessel along the

deck 10 which a safely harness line may beclipped. mostly found on sa ilboats)

rab Rails Rails auached either

to the coach roof or inside the cab-

ins for holding 11 to while al sea.

Toe ra il A low timber or metal strip nJilning

around the outer edge of the deck to assisllhe

crew in maintaining a foothold.

17



Cockpit A self draining recess in the after part o a vesseL

Sa ilboat Cockpit Power Boat Cockpit

Wa shboards Boards uscd to seal ofT the companion-

way to prevent the entry o water

Bow spr it A spar wh ich projects from the bow o some

boats to allow hcadsails to be scrured further forward

18

Companionway

ing access from

the cabin

Steps giv-

the deck to

Hatc h n opening in the deck that gives access to

the space below

Dodger A demountable cover rigged over the compan-

ionway and the forward end o the cockpit to protect the

crew from wind and water spray



Bimini Top: A canl'aS canopy 10 $hade an area of ded:

or cockpil from tile sun.

Windlass: A inch hich is positioned on the fore-

deck and used for hauling in anchor chain and rope.

Anchor: A device attached to rope f chain

hich is lowered to the seabed to hold a ves-

sel in place.

Sa loon: This is the living room on board 1\

oo 1t and will consist of scating and possibly

contain music, TV and emertainment center.

The larger the boat the more lavish the equip-

ment and finings are likely to be.

Oinclfe: The dining area of the boat may be

simply a small lable ith ench 5tating to a full

scale dining room sening on a large boat.

Accommodation: n a vessel the floor is known as

the cabin sole , the walls are bulkheads and lhe

ceilings are d« k heads .

C.binslStalerooms: These are the ~ b e d r o o m s ~ and

may consist of a single bu nk or bed to king size

suites on meguyachts.

Wardrobes are referred to as hanging loc kers .

f o r e ~ a k Is a sjXlce forward in the bows of the boat.

Often Ihis is where the anchor chain is stored.

Oinem

19



Ventilators: Movable devices fixed

to the deck to cany fresh air below

without pennitting the entryof water

These are found both on power and

sailing vessels.

Galley; The kitchenon

a vessel and the equipment Console: Steering console instrumentation and throttlecontained will depend on the size of the yacht and the control

number of crew it carries.

Throttl e ont rol Transmission Control: Selects

forward neutral and reverst gears and controls propel

ler speed.

20

Typical Twin Outboard motor sct-up.



Engines n Drives

Outboa rds are by far the most popular type of motor for small craft . They are a

demountable self-contained unit available in 2 stroke or 4 stroke configurations with

a wide range of power/size applications. Easily removed for maintenance. storage and

cleaning they have the ability to be raised/tilted hydraulically or manually for shallow

water operations.

A Ki ll Cord is an engine cut-out device, one end of which

is attached to a switch near the throttle and the other to the

driver's body. In the event of Ihe helmsman falling over

board this device will SlOp the engine. Runaway power

boals cause serious injuries and even deaths. Use Ihe cord

at all times. Cany a spare one on board so Ihal the engine

can be restaned to pick up the person in the walcr. ill Cord

,,

••

StecringlP ropellers

-

Console Steering Throttle Control

Smaller outboards steer the boat by turn

ing the whole motor using the attached

tiller, which is fitted with a twist-grip

type Ihrol1le control. On RIBs and

larger vessels controls are center console

mounted. Steering is nonnally wheel

controlled through hydraulic rams or

cables and steers JUSt like a car.

A power driven vessel requires an engine or engines to drive a propel

ler ' commonly known as a sc rew which is a rotating device wilh a

number ofdifferent blades , from 2to 5 depending upon hull type and

perfonnance requ irements. Propellers are classed by 3 different features

hand , diame ter and ·'pitcll . For example a 3 bladed prop may

be RIO x 28 which means it will tum ·' right lIand or clockwise in

forward gear, lias a diameter of 10 inches and the pitch (the angle that the

•

blades are sel) is 28 inches which

is the (theoretical) distance the

prop would travel in one rotation.

Thr . hull fi ll ing

Thru hull finings are designed to

allow water to pass through them

from inside a boat, such as the

r

sinks, toilets, impellers and for engine water cooling.

, ,Thru hull fining

Outboard Motor

2



In st rum ents and Elec troni c Aids to Na\'iga tion

NO all vesse ls ill be equipped "'itll all Ille instrumems discussed below. There are many differem types and

makes of instruments but the infonnation they relay is the same.

Th e Magnet ic Co mpass

The compass is perhaps Ihc most importam instrumem on a boat. II is e$5ential for

navigation "'hen out of sight of land, during the hours of darkness and at times of

restricted visibility, e.g. fog, rain etc. when the compass is uscd to steer pre-deter

mined magnetic courses. A hand-bearing compass is al iO used for some position

fixing techniques.

does a Comp ass ,ork ?Iland-bcMin& Compass

Gimballed Compass

A magnetic compass is an instrument used to find direction. Allmagnetic compasses operate on Ihe samc principle; the compass

is simply a circular card, graduated ",ilh 0° • 360° (degrees)

marked on i f circumference and supponed on a pivot point in a

sealed 00 I filled ith a ater/alcohol mixture \\ hich dampens

or slows me mo,'ement orthe can: 011 the pi, ot. T ,, 0 or more bar

magnets anached to the underside of the card, aligned to the

north/south (00 - 1800) axis of the card. The bar magnets in the

instrumem follow the magnetic lines of force that circle the eanh

and the compass card ~ n o n h point" will alwa)'s point to the nonh

magnetic pole. (These lines of force are generated y the eanh·s

magnetic field).

The compass is ~ g i m b a r mounted hich means that no manu K w the vessel heelsfrolls or pitches the compass

card "i l l remain le,·tI.

The inside of the cornpass 00'1 I is marked \\ ith 3. ·'Iubber linc·· \\ hich is aligned e . ~ a c t l y parallel to the fore and aft

centerline of the yacht. The direction of the vessers heading or the "compass course" being steered is indicated by the

card graduation nearest the lubber line. There will be a small light in the compass to enable it to be read at night.

Delllh Sou ndH

A depth sounder determines the depth of water benealh a vessel . The equipment comprises of a transmitter II ith a

digital or pictonl display screen close to lhe helm, and a transducer sensor mounted through the l'e$sels hull near

rpth Sounder

22

the onom of the hull. The transmitter sends

pulses through the transducer, IIhich picks

up the returned pulse after it has ··bounced··ofT the sea floor. The time the returning echo

lakes to retun is interpreted by the tlllnsmit

ler, I I hich displays the water"s depth on the

screen.

Ba rom eter

A barometer is an instrument IIhich indicates

the atmospheric pressure. A single reading

of barometric pressure gives no wonh hile

information, it is the rate of change of pres

sure lhal is imponant in itself and this can

only be gained from a series of readings. Barometer



hence the importance of recording barometer pressure in the boat's log book. ba rog ra ph is available which

records the pressure variance either on paper chans or electronically.

Log

The log is an instrument for measuring thc vessel's speed through the wa ter Boat speed is usually measured in

knots (nautical miles per hour, that is approximately 2000 yards per hour). One knot is approximalcly I 15 statote

mile. The navigator uses this to detennine how far the vessel has trav-

eled and to estimate kely arrival time at the destination .

G PS (Globa l Pos itioning System)

PS is a global navigation systcm using radio signals from a transceiver

which communicates with a number of satellites and automatically

computes the vessels location, heading and speed. The transceiver will

have a display mounted close to the helm. There is a digital read-out of

the vessel's speed and position (Latitude and Longitude) together with

additional illfonnation for use by thc navigator. The PS receiver may

have a charting function or may be connected to a Chart Plouer hieh

will show the position of the vessel graphically on a chan displayed on

the screcn.

Radar

r ; pr -

r ;;r r- r:;or;;

P-17.....r r;;

GPS System

Radar is used to detect another vesse l or object, and show the range (distance) and bearing to the object. Detection

is achieved by transmitting a short burst ofelectromagnetic energy so that it can strike an object reneet back, and be

detetted by the receiver. The data is Ihen processed and displayed on a screen mounted close to the he lm.

RadarSc ,n

23



Relative Direction and Com pa ss Direction

When on board a vessel there are correct ways of describing the loca-tioll of surrounding objects. These are known as relative bearings

and are based on Ihe direclion of Ihe object in relation to Ihe vessel.

For example. an obje<:1 direclly in front of the vessel is referred to as

dead ahead and one directly behind as dead astem . Any object al

90 degrees to the vessel is k.nown as abeam . This can be abeam 1

po or abeam to starboard.

Compass Direction

beam

to Portbeam

to Starboard

Dead Astern

When a vessel is traveling through the water. the direction i is head-

ing is known as the "coUl" ;e" . [n order to help detennine the direction

of travel. a vessel will use a compass Ilhich is divided into 360·

(degrees) and points to the magnetic nonh pole. Any obje<:1 may be

described in temlS of a compass bearing from tile vessel. such as

another vessel sighted at 45 degrees of f the starboard bow II here zero

degrees represents magnetic no h.

WindwardlLeeward

On a vessel. reference is made to the dire<:tion from \\hich the wind is blowing relative to the vessel, the side of

the vessel from which Ihe wind blows is kno\\l1 as the ,,·indward side, \\hilst the opposite side is known as the

'·Ieeward"" side.

24



Safety quipment

When i/ comes 10 sun 'h'ol 0/ sea, Ihere is "Oliling more impor/anl or comfor/ing Ihan being adequQ/c/y prepared

This prepara/ion could SOIlll : day sare your life, Undrrs/anding Ihe dangers 1hal can Ol'ercome you and your "esse",hile l sea is a crucialpllrl OfSII",il'ing, II is I'ilal/y imporlall/ /0 /horoughly know yaur bOQ/, y ur equipment. your

crew, andYOllr safety S),Slems.

Ufe Jackets I I ersona l Flotation (P FO's)

There sll.ould be at least one lifejacket per person on board every vessel. including smal l sizes fOr any children, A

life jacket is designed 10 support a person s weight with their head turned upward with nose and mouth above the

water,

There are many different types and designs of lifejackets such as Safety of life at Sea approved (SOlAS). SOlAS

jackets are recommended as they carry reflective tape, a light and a whistle, Esscntially the jacket is placed over

the wearers head and is then tied or clipped around the front and sides. The buoyancy may be provided by a solid

material that has extremely buo} ant propenies, or by C02 or a combinat ion of both. Some C02 filled jackets hal e

an automatic inflation device hich inflates when the lifejackel is submerged in water,

Inflatablc Lifcjacht

Children s Lifejackct

Buoyancy Aids Flotat ion Aids

SOLAS Approved Lifejacket

Personal Flotation De iccPFD)

, dult Lifejackc\

Buoyancy aids are designed to provide buoyancy but will nOl tum an unconscious person upright or provide as much

support as a lifejacket. They arc mainly used for waterspons such. as windsurfing, dinghy sailing, waler skiing and

kayaking, They are best suited10

inland waterways, coastal operations and calm \\ aters 'Ihere thereis

a good chance

• Note Ihe groin slraps on children s lifejackels and buoyancy aids,

25



of quick recovery. They are useful on smaller vessels where bulky life jackets may be impractical. Generally. the>·

are the most comfortable fo r continuous wear an d are available in many colon and styles. All PFDs must be kept in

operable coodition by regular checks and maintenance.

p) rotechnic Dist ' s Signals (Flam)

Flares are used to attract attention in the event of emergencies at sea.

There are four basic t>·pes of flares. These devices, being pyrotechnic,

are in themselves dangerous and must be treated with resp«l. They

must al\\ a) s be kept dry. such as in a watertight container. They must

also be in dale. They will only be of benefit if they are used hen there

is a high probability that there is someone in ) our immediate \icinit)'

that II ill the flares. 'hen using one OhMSC de\ ices hold them away

from the ody and poim downll indo

The four types arc:ParadlUle flan' - These are magnesium flares on a parachute IIhich go up to around 300m or lOOOft

and then gradually float back down. Used to allractthe anemion of distant vessels.

Re d Ihud -held flare - These flares arc used at nighl and produce a bright red light for around 60

seconds.

O range Smoke - These flam are used during the day and produce a plume of orange smoke for around

3 minutes.

White hand-held flare - These flam btlm bright \Ihite and are used \0 alert other I'essels to the risk of

collission.

While Handheld

SOL Sjfarn are recommended obm·e all O hers due 1 Iheir lugh umillescence and bum rute

Lifc Raft (R equirts Hnnual insllcclion to kee p in da tc)

A life raft is an inflatable survival craft packed in either a hard plastic canister or a soft valise which sOOuld be acces

sible in the event that the crew need to evacuate Ihe boat in an emergency. They come in IwlOUS siu-s sll(h as 4. 6. 8,

12. nd 24 man capacities Ikpending on the sitt orthe vessel. There is a saying thai one should only ever step up·

into a life raft. i.e. it is a lasl resort. AftCT the disastrous 1979 Fastnet Yacht race in England. many of he yachts that

were abandoned werc later found afloat. hOllever. many of the life rafts were ne er found. A liferafl should have a

hydrostatic rclea:oe anached to il for automatic deployment in the event of a sudden sinking (more details to follow).

Al least one member of th crew should have received basic sea survival training from a recognized 3U1hority.

Can;s1er Liferaft

26



The Ii )'drosta tic release unit is mounled bet een the liferaft and

the cradle which holds it. If you do not have a chance to manually

deploy the liferaft when the sh ip is sinking, at a depth of 10-15' the

Hydrostatic Release Unit will allow the raft 10 innale and noat freeautomatically. It has a:2 year life then it must be replaced.

II} droSl3lic Release a113chod 1 } lh. lif.ral

Ba sic First Aid Kit

Eyery I'essel ho el·er small should carry a basic first aid kit. There

should also be a First Aid Manual on board for qu ick reference,

The longer

the voyage

intended tobe undertaken. the more comprehensh·e first aid contents

should be. Any crew member taking prescription medi

cations should ensure an adequate supply and notify the

captain. At leas t one member of the crew should havereceil·ed some first aid training from a recognized lrain ing

authority. Contents ofa basic first aid kit usually include

the following: bandages various gauze pads, aspir in.

antiseptic wipes, motion sickness tablets, antacid tablets,

insect bite relief swabs. alcohol prep. pads. CO\1on swabs.

tweezers, synthetic gloves, eyewash pads, calamine

lotion, ice pack, antibiotic cream and first aid instruct ion

booklet.

Fire Extingnishers (Requires annual inspection to ket'l) in date)

It is imperative to know where the fire extinguishers are located on every vessel and how to use them. In general, fire

extinguishers on boats will be either a dry powder or foam that smothers

the fire or C02 which starves the fire of oxygen. It is recommended that

one of the crew members complele a basic fire fighting course rom a

rewgnized training authorit}'.

There are four main types offire extinguishers:

1. Watu - ordi nary combusti bles (dass A)

2. Ory powd er/chemical - multi purpose (class A ,B,e

J. Carbon Dioxide (C02) smothering agent for gas,

liquid and eleC lr ical fires (class B,C)

4. Foam - smothering agent for name inhibition (class A,B)

If a fire does break out, it must be con tained and extinguished as quickly as possible. The correct actions must be

taken as promptly and efficiently as possible otherwise the chances of containment are slim. The fo llowing is wonh

remembering:FIRE: F · Find

I - Isolate and Infoml

R • Report and Restrict

E - Extinguish or Escape

Sa fety Harnesses

Mainly used on sailing vessels, safety harnesses are worn by crew members when

11 deck in bad cather, at night and iflhe crew member feels sa fer with one on. The

harness comprises webbing shoulder straps and waistband which are adjustable. and

a tether of rope or webbing which has a karabiner c lip on both ends, The wearer

clips on to strong points on the vessel or onto a ·'jack Stay (a rope or webbing line

al13ched at the bows and stem of the vessel) when moving up and down the deck.

27



HorseShot Bu oy Ring Hu oy

These are type V Personal Flotation Devices. They are lightweight. highly visible. throwable flotation devices

hich are used in the evem of a man overboard (MOB). Th ese devices are designed to be thrown to a person inthe water to assist in keeping them afloat while the vessel manouvers to recover the person. All vessels should be

equipped ith at least one.

Horseshoe Buo

Uresling

A lifesling is another 'pe of throwable man overboard (MOB) recovery

device. It is nonnally allached to the slemrail or stanchion. They are com

monly used aboard sailboats and are deployed by opening the bag and dropping

the sling into the waler. Forv 'ard momentum of the vessel will draw out a long

line. The vessel is then manouvcred in a wide circle around the MOB enabling

the person to grasp the line and work back to the boat. Th e person places the

sling under his anns, when ready and secure, the crew II ill recover the MOB

by pulling Ihe line back on board. Getting the MOB back on board may be as

easy as dropping the swim ladder or may involl'e the use of a winch. halyard,

or block and tackle to assist in MOB recovery.

VHF Radi o

Ring buo

The Very High Frequency (VHF) radio is a transmitter and receiver combined in one instrument, called a trans

ceiver - When a message is sent from one transceiver it can be received by another transceiver provided that it is

within range and tuned to the same channel or frequency. Both transceivers MUST be tuned to the same frequency

to enable a conversation to take place.

28



VHF radios are an essential piece of equipment in the event of on-board emergencies. Uses also include weather

and coastguard information as well as routine ship to ship traffic and are used to transmit "Mayday", "Pan Pan and

"Securite" information. A "Mayday" call is used when danger is imminent. a "Pan Pan call is used when a vessel

has a problem but danger is not yet imminent. A "Securite" call is used to alert other vessels of hazards to navigation.

A full explanation of the operation ofa VHF radio is contained in the VHF Radio Operators notes.

Safel} Checks, Engine Ch«ks and Checklists (These will be covered in depth in the practical sections.)

A series of checks should be carried out prior to every trip or \'oyage. It is important to know that the vessel and her

equipment are in good order and el'erything is working properly. It is also a good opportunity to use the checks as a

way to introduce the location of equipment and safety gear to new crew and as a reminder to those who have been

on board before.

Hull Checks _Check the condition an d operat ion of the fo llowing:

Location and condition of th rough hull linings

Through hulls and sea cocks operate easily, hoses in good condition. hose clamps fined (double)

Spare hose clamps should be carried (two or three of each sire)

Through hul plugs attached to each sea-cock

Bilges are dean and dl ', bilge pumps operational

Grab rails, life-lincs in good condition

Safl'ly Equ ipmen t

Ch«k all safety equipment is in date and has not expired

Fire extinguishers in date

Signal flares and other signaling devices " ' ith current expiration datesLife jacket suitable for each person on board, readily accessible, in good condition

MOB cquipment and throwab1e flotat ion easily accessible to helmsperson

Flashlight and eXIra baneries

Hom \\orking.

Bell

First aid kil. with sunscreen, pain relievers and any sp«ial medications for crew

VHF working and in good condition

Housckeelling Items

Water tanks full with extra bott led water for emergenc ie s.

Propane gas including spare bottle, in outside locker w it h drain

J)inghy. Check che condit ion an d operat ion of the followi ng.

Stowed properly

Ifinflatable ensure it is in working order

Paddles or oars.

Outboard motor maintained and stowed properly

Spares

Safety equipment etc fo r dinghy

Sufficient fuel for operation

29



MODULE 2 SECTION 3

ROPES ROPE WORK

Ropes are used for a number of purposes on board a vessel, particularly on a sailing vessel. There are a number of

different types ofropt'. each will be used for a different purpose. They will last a long time i looked after properly.

If the rope has been stored badly, it \\ill be weakened and it will deteriorate in use. Misuse and incorreet handling

ill hasten this process. Comact wilh chemicals, gasolineJpetrollpaint etc. cause serious damage 10 ropes and salt

water has an adverse effect on them. Man made fiber ropes are badly affected by ultra-violet radiation and require

prot tion from direct tropical sunl ight Ropes should be inspected and condemned i there are obvious defects such

s broken strands kinks or signs o rot

Ropes should regularly be taken ashore and washed in fresh water and dried. Salt crystals harden the rope and their

abrnsive action shortens their life

Coil in g a Line

Ropes and lines should always be coiled neatly so that they are easy to access and use hen needed quickly. Properly

coiled lines allow the rope to run freely and not become kinked; it is also more easily stowed.

With strnnded rope always coil with the lay and for the more common right lay rope, this will be by coiling clock·

wise using a slight twist about haifa tum, in the direction of lay as each coil is fomled. When coiling a braided rope

\ hich has no lay less twist must be used.

30



Sec uring 10 a C leal

The rope should be lead to the back of the deat and a full tum taken around the

base. This will hold the load. The second Step is to make 1 0 figure of eight

turns around the cleat finishing with another full tum around the base of theeleat. The general rule for securing a line 10 a cleat is nearest side, funhes t

point, one round tum .

Knots

The correct sele<: t ion of a type of kn ot, bend. or hitch for any job on board a boat is essentia l. Kn ots, bends, and

hitches are all ways of fastening one or more ropes together or for allaehing a rope to an object such as a spar, ring

or cleat.

The folio ing selection ofknOis. bends and hitches and their pouTJlOSC are more than adequate for most requirements

on a boat.

Ro und Turn and T o lI a lr tches

is mainly used for securing to a post

or ring. The round tum creates friction

Ilhich allows the load to be herd hile

the 2 half hitches are made.

Clo\'e Hilch may be difficull to unlie after being under heavy load

and is usually used for lying the painter of a dinghy 10 a bollard or

attaching fenders from lifelines.

31



Figure of eight is a stopper knot used

to prevent the end of a rope running out

through a block or fairlead. t is easy 1

undo and is mostly used on the ends of

sheets, halyards and deck lines .

Rolling Hitch is used for a number of pur-

poses here a load on one rope needs to be

transferred to another, for example, when load

need to be taken off a winch with an overrid-

ingtum.

r

A SO tin e creates a fixed loop in the end of a rope. It is a secure

knot that is unlikely to slip or unlie itself. and has the advantage of

being relatively easy to unt ie even after being under load. Used for

a number of applications such as creating a loop in a dock line or

for attach ing sheets \0 a headsail.

Red Kn ot Granny Kn ot

Red Kn ot or square knot is used mainly for fastening reef ties

when shonening sail. Because il will undo easily if the load is not

constant it should never be used to join two ropes together. espe-

cially if the IWO ropes are of different diameters. A bener knot tojoin two ropes is the sheet bend' or double sheet bend described

below. n improperly tied reef knot is known as a granny knot .

Sheet Bend is used to join 2 ropes together.

l

Double Sheet Bend is used to join together 2 ropes but is more

secure and works better if there is a difference in the thickness of

the 1\\ 0 ropes.




BASIC COLLISION REGULATIONS (RULES OF THE ROAD)

All activities on the water are governed by a set of international regulations. These regulat ions are known as the

INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA. (1972). This set of regulations

runs 10 many pages and the full text is beyond the scope oflhis module. we will however discuss the most important

sections.

STEERING SAI LING RULES

This section defines Ilhat action must be taken by vessels to avoid collisions under specific circumstances.

One of the most important of all the Rules is Rule 5 which is given here verbatim:

~ u l e S. Lookout

£I-ery \'esse/ shall a/ aI/limes moilllain a proper lookollt by sighl and hearing as I\"el as by all Qmilob/e

means appropria/e in Ihe prI l"oiling circumstances and condi/ions so as /0 make ofidl appraisal of I isima/ion and of he risk of collision.

Safe speed

Vessels shall a all limes proceed at a safe speed laking

into consideration visibility, traffic density, maneuver-

ability of the vessel, background lights at night and sea

state.

Dc errn in i ng if risk of collision exisIS

Vessels shall use all available means o dc ennine ifrisk

of collision exists. Risk of collision shall be deemed

o exist if he compass bearing of an approaching ves-

sel does not appreciably change; risk of collision may

sometimes exist with a large vessel, a lOW or a vessel a

close range even iflhe bearing does change appreciably.

If here is any doubt. risk of collision shall be deemed

o exist

•

Assumptions shall not be made on the basis of scanty

infonnation, especially scanty radar infonna ion. Risk of collision e:xisis iflhe compass bearing 10

Ihe O her \ esse/ remains conSlalll.

Ac ion wh en in a Channel

When in a channel all vessels should stay to the right hand or

Starboard side, as near o the outer limi of he channel as is safeand practicable (Rule 9)

r takin g

Any vessel ovenaking any other vessel shall keep out of he

way of the I'essel being ovenaken. A vesse l is deemed 10 be

ovcnaking if she is coming up wi th another vesse l from a direc-

lion more than 22 .5° b ft her beam In other words at nigh

lime only he stem light of the I'essel being ol'enaken would

be visible.

22.5 0 +

If a "esse is in any doubt as 10 whether she is ovenaking she

must assume lha she is ovenaking and act accord ingly.

,,

,, ,, ,

,__

O ve rt a king Sect o r

,~, ,, ,,,,,

33



1(mer dr iH n en cls meeling head on

When two power driven vessels are meeting head on bolh

are required to alter course to starboard,

Powt r dri en ' l'S5cls cross ing

When 1\,0 power driven vessels are ~ r o s s i n g or converg

ing. and risk of coli ision exists the vessel \I h ieh has Ihe

other on her 0 1\ n starboard side must gi ve way.The give way vessel mUSI not 'gil'e way' by crossing

ahead of lhe other vessel.

Sailing Vessds

When t\lO sailing ,'essels art approaching one another.

0 as 10 avoid risk of collision, one of them shall keep

out oflhe way of tile other as follows:

1 II hell each has the wind on a different side, the ..es

sel which has Ihe wind on the pon side shall keep out

of the way of the other.

In other \lords a sailing boat on PO tack gives way 10

a sailing boat on starboard lack, A 58iling ,'esssel wilh

the \ inti coming Oler the port side is said to be on pon

tack, \lhen the wind is coming o,'er the starboard side

the vessel is said to be on starboard tack,

The main sai l indicates visualJy which tack the vesselis on as it will be carried on the opposite si de to the

side o\'cr .. hich the wind is blo\l ing,

ii. When both ha ..e the \\ ind on the same side. the ves

sel \I hieh is to windward sha ll keep out of the way of

the ves IC 1which is to leeward;

34

-'-'-

- ~ C,- -.

Po""er W $uJs meellog head on - both lurn 10 slarlxxmJ

- - --.GIVE WAY STANO ON

POKer csefs crossmg or cOnlergmg

gn'e Il)' 10 "t SSel on your slarboard sideslolld 011 for "es.se/ 011 your porI side

WIND

t oGIVE WAY STAND ON

02GIVE WAY STAND ON

Por IOd gil'e$ h'Il)', Starboard lOci, Slimds on

WIND~GIVE WAY STAND ON

Some ad: ""ind ord boal gi,'cs "'OY



iii. fa vessel \\ ith the wind on the pol1 side sees a vessel to \\ indward and cannot

determine \\ ith certainty \\ hether the other I'essel has the wind on the pol1 or on

the starboard side. she $hall keep out of the way of the other.

In this diagram the yacht B. on port tack. cannot see \\'hich side thc mainsail of

the OIhe-r boat. A, is being carried on as it is obscured by the large headsai1.

To fully understand thc rules it is necessary to read through them carefully, and

like any lcgal document is open to interpretation and c\ ery situation is different.

lfin any doubt, give Ilay. it's usually the safest thing to do.

Powcr Sl il

A power-dri\'cn , cssel undcrway shall generally keep OUt of the way of a sailing

cssel (Rule 18)

WIN

}

This rule must be treated wi th respecl and intclligence, for example. in various harbors around the Ilorid the wortingboats like ferries hal'e a right of way under a local rules exemption to Ihe general rules in the regulations. Equally

if }ou are in a sailboat and see a large cargo ship in front of you flying a black barrel shaped obje<:1at ;I S mast Ihis

means Iha1 it is ·cOIIstrained by draught . or in other words can OIIly go down the deep water channel into a harbor.

and cannot get oul of your way.

35



Meteorology is the study of, ,some of the most

ful computers in the

are designed 10 assist in

forecasting of weal her

is the complexity nd

ficu1ty involved.

However, of great

lance 10 everyone Ilho

tures out on the water is

trip_ The res:,; ,, ::such a forecast will

sailor not 10 sai l. Th i r -l1131ion that is imponant

know is wind speed,

lion and strength. ,i ili iii ,and what may reduce


INTRODUCTION TO WEATHER

such as rain, fog, smoke, mist, etc ., Wave height, air temperature, barometric pressure, sun strength. and Ihe likeli-

hood of tropical storms or hurricanes must also be taken into account.

Meteorology will be covered in greater detail in funher modules .

Sources of Weather Information

There are many sources of weather infonnation available 10 the mariner, however. it is imperative to get an overall

picture upon which to base your decision to sail. Below is a panial1ist of sources, and depending on where you are

in the world, o ther sources may be available.

a Internet

b) Radio (both VHF and commercial radio)

c Newspapers

d Television

e Marina Offices

ng)

h)

i)

j

Pon Authority Offices

Coastguard Organizations

Telephone Company recorded forecasts

Weather faxMeteroiogical Office

To Co or not to go sai l or not to sai l

Once the forecast has been received the decision to go or not to go will have to be made. If in doubt err on the side

of caul ion and postpone the trip.

Having decided to make the passage, weather updates can be received ove r the radio from Coastguard stations or

Marine radio offices or via weather fax. One should plan to m:e ive these updates on a regular basis throughout the

passage, preferably twice daily, especially during the Nonh Atlantic hurricane season and the South Atlantic cyclone

season.

36



HoI\' sai ls work

MOD ULE 2 SECT ION 6

SAILS AN D SAIL HANDLING

ery simply stated, sails work when (he wind flows ovef the sails (effectively an aerofoi l, like an airtraft wing) thus

creating a driving force which moves the yacht through the water. The \\ind acts on each sail creat ing two basic

forces: the lift from the aerodynamics oflhe sail and sideways drift. The lift causes forward movement oflhe boat

through the water and the sideways drift causes leeway. These \11'0 factors generate the aerodynamic forces whichinteract with the underv.·ater part of the hull and the keel and the water in ich it is immt'rsed to produce forward

motion of the hull.

P RTS OFTHE SAIL

head

rf f i (Jingle

slidesbolt rope

'off

lack

fOO l

rack sJides

MAINS IL

Parts or lh rigging . st anding and running

head

'\r-J r luffwire

piston

hanks

;;

JIB

tack

S tanding rigging is the fixed pal1S of the rigging that hold the mast in place . They are the forestay, backstay and

sideSia)'.

Running rigg ing refers to the lines and sheets that adjust the angle of the sails to the wind.

Most modem sailing yachts use what is called a BH muda n Rig or Sloop R ig where Ihe sails are triangular

in shape. The top comer of the sail is the head , the bottom comer of the leading or forward edge of the sail is the

lack and the rear comer the etcw . The three sides of the sail are the leading edge called the h lff . the back

edge is the leech and the bottom of the sail is the foot .

37





Poinll ofsa il and sailing lerms

The angle thaI the wind makes to\\ards the boal dictates how the sails are set 10 gain maximum perfonnance. Each

of these angles and senings are known as a "Point of Sail".

A sailing boat cannot sail directly towards (into) the wind. The wind just passes equally dO\l'n both sides oflhe sails

and there is no lift (drive forward). n this situation the vessel is stopped dead inlhe \\Dterthis is called being in

Irons .

Close Hauled

Broad Reachm,

Wind

. }

llead 10 \\1nd

( In Irons)

Close Haule<:

jJ . . ~ . ; ••

c J ? . ~ . ;Points of Sail

Brwd Rachinl

Rwmini

The dosestto the \lind a boat can efficiently sail is about

Wind

}

T:od.in,or

Ik3l1n&

40 degrees either side of the II ind's direction, effectively this area is a no go

wne. This closest point of sail is known as dose hauled. Therefore to sail

towards a destinalion from \\here the wind is blowing. a boat must " lack"

or ligzag called beat ing").

To lack or go about the vessel chauges from one tDck to the other by steer-

ing the bow through the wind.

When sailing as close to the ind as possible Ihe point of sail is known as

c lose haUled". The sails themsehes will be ,hu ted in light (pulled in).

To establish Ihe doses poinllO the wind thaI the yacht ean sa il . the Ilelmsman, as he tums [he yacht upwind \latches

the front edge. or lufT. of the headsai l unlil it slans 10 fluner, this is called " luffing ; ollCe he sees Ihis happening

he should ease gently away from the \lind. Ifhe turns funher UP ind then the whole sail II ill stan to flog back and

fonh and elenlually Ihe yacht will sta ll and come to a stop.

39



As Ille boal moves away from Ille wind. or btars away ,tile sails \\ ill be leI OUI a lillie and Ille point of sail be<:omes

a d on ~ c h

Bearing away slill more and easing OU I tile sails a lillie more the boat reaches the point of sail kno n as a BeamReach (when lhe wind is o\'er e ith er beam al 90 or half way dO 'n tile boal). The sails will be aboul half way out

at th is Slage. Th is is Ihe mm;t comfortable and controllable poi nt of sail and is also. for most yachts. the faslest.

further . \ \3) from Ihe 'lind again. the sails should be aboul 213rds OUI. Ihe point of sail is known as a b road

r u cb . thiS is hell the wind comes from eilher quarter.

The lasl point of sail is known as a d ead run or running btfore Ill e \\ ind is \\hen lhe \\ ind is blo ing dire(ll),

from liSlem and Ihe sails are all the 'a), OUI.

To go further away from Ihe 'lind Ihe wind mUSI pass across Ille stem orlhe boal. This is calted a gybt ; Illal is 10

leI Ihe sails change sides by pulling Ihe Slem through Ihe wind.

Slarboard Tack is hen the \Iind comes oyer the slarboard side; Por ITMck is \\ hen Ihe wind comes o\ er Ihe port side.

h a c ~ l e s

Shackles are a · · shaped dey ice for atlaclling

for example a hal>'ard (Ihe line tIIal hoi$ts Ihe

sail) 10 a sail. They come in 3 basic forms. The

most COmmotl is with a screw in pin. Some hal'e

a captive pin which is pushed and Iumed or asnap sllackle \\ hkh is operated b), pulling a pin.

Ill ks come in different sius and ith up

to 4 shee\'es ('I heels that are groo ed 10

lake rope). Rigging a line through a series

of blocks gives a mechanical advantage

allol\ ing Ihal line under load 10 be more

euily handled. for example blocks are

normally used on a sailing vcsscl for the

main shtet.

e l m c lUIS, Rope Clutches and J am Cleats

Used for securing a line under load but Ihat can be quicl ly and easily released.

Cam CleatS

40

locling CIeaIS I f

Rope ClUTChes

WIND

, . . .IT

810cls

am ClCai



Mainshu t

Use of Winches

a insheet tral 't ller is used to adjust the

angle of the ma insail to the wind by mov-

ing the boom to pon or starboard_

oom topping li ft is used to secure the

boom in position above deek when the

mainsail has been furled.

The i\1ain she I is used to adjust Ihe lension of themainsai l relevant to Ihe wind direetion .

Winch Handle

Of primary imponance are "Winches" which are meehanica l devices giving extra po\\cr for handling these ropes

under load. Some yachts also have electrica l winches.

Wind les provide the extra power necessary to pull in rope under load such as ha lyards and sheets_ Winches often

have IWO or even Ihree speeds provided by internal gearing, giving an increase in power for the same e fon appliedto the winch handle.

In addition to the fittings described above \Ihich will be found on all types of vessels, a sa iling vessel will have

addit ional fiH ings which are designed to enable the crew to use the mast. spars and rigg ing to harness the power of

the wind. Under full sail, even wilh only a light wind, huge forces are created by the sails and r igging wh ich require

fiuings to allow the crew to control the sails efficiently.

Most winches have a star shaped hole in the top Oflhe winch into which the star shaped head of the handle is filled.

There is ollen a locking arrangement to hold the hand le securely in the top of the drum.

4



St ir Tailing Win ch I nd s.q ut nu of ho . to Opt •• t.

4

[t is imperative hen operating a winch 1 be aware of safety issues. It is recommended that jewelry such as rings

and necklaces be removed hen operating inches as s . h ~ t s can cany ~ c e s s i \ e loads. Mon)' hove actually crushed

lingers due to lack of care in operating winches.



MOD ULE 2 SECTION 7

BOAT HANDLING UNDER POWER

A sailing vcssell,Jllder Ihe power of its auxiliary cngine behaves fundamemally the same as a single engine power

vessel. There are some differences ill how the vessel responds due mainly to Ihe effect of the deeper keel 11 sailing

yachts compared 10 most power vessels.

Most propellers on yachts are "right hand" that is to say, Ihey tum clockwise when seen from astern. This will have

the effect of swinging the stem 10 starboard and the bow O pon when going ahead. When going astern the opposite

happens_ The stem swings \0 pon and the bow \0 starboard. Additionally when going astern the flow of water over

the rudder created by the propeller is less emdenl and thus will effect Ihe yachts responsiveness \0 the helll .

Th e effects of wind, tid e a nd cu rrent will also influence power driven vessels. Man>' power cruisers have quite

substamial superstructures and shallow draughts meaning there is linle lateral resistance under the water. Wind pres-

sure on these can act a5 virtual sails and cause the yacht to be blown offcourse. The same effect can happen to sailing

yachts with their sails completely furled there is still pressure on the rig that can push the yacht ofT course. f goingupwind the wind can act on the bow of the vessel and cause it to change direction. Likewise the flow of the tide and

currents will need to be considered when holding a course. Both in temlS of the drift caused and also the effect on

the vessel's speed through the water.

Another point to be aware of is that a vessel has no brakes, its momentum can cany it quite a long way, the only way

to slow it down is to engage reverse if one is going forward and vice versa.

When maneuvering a vessel under power particularly in confined spac-

es we need to keep all of the above in mind. For example, assuming aright hand propeller. it is best to make a right hand tum to maximize

the effect of the propeller.

Com ing Al ong sid e (w harf or dock )

Steer the boat into the dock at an angle of around 20 to 30 degrees with

just sufficient way on the vessel to have good control. When the bow is

close to the wharf put the engine in neutral and then reverse. as this is

done. it will have the twofold efTect of stopping the boat and the reverse

thrust will tllck the stem in lIeatly alongside. ave your mooring line

prepared in advance and crew member designated to step ashore and t ie

lip the vessel. Where there are mooring lines anad1.ed to the dock it may

be easier 10 have the crewmembers who step 011 to the dock pass those

lines 10 people on dec k

C lea ri ng (wha rf or dock)

Whenever possible you should tl lto leave a berth by going forwards

though this will always be dependant on the wind and current al the

time. The order in which you ull tie your mooring lines is dependant on

the wind and cnrrent. If the wind is coming frol11 ahead or ofT the dock

hold the yacht on the after spring line to stop her drifting back onto

any vessel astem, the wind will take the bow out and once clear you

can leave the dock . Conversely if the wind or current is astem you will

swing out on the bow spring untillhe stem is clear and then you can go

astem to clear the berth .

Steer the into

the dock at angle

of around

20 to 30

try to leave a berth by

go ing forwards

43



Handling Skill s

Dep rtu re F rom a Doc k

Before departing a dock make sure the engine is running

smoothly_ In this instance with a cross wind. the vessel

must e given enough power to exit the dock quickly

(Boat A), or else the wind will blow the boal 11 to the

dock (Boat B . Remove the spring lines. slip bow and

stem lines together. See ··Nautical Temlinology section

for information on lines.

With the wind blowing lhe vessel

olTthc dock, slip all lines except

the stem line. The bow will beblown out into the channeL When

clear. the stem line can e slipped.

44

-.,,,,

,,

,

~ t ~

With a wind blowing

the vessel onto the

dock. slip all lines

except the forward

spring, power genTly

ahead to kick the stem

OUi. Slip the spring

and motor astern into

the channel.



Ar r ival at a Doc k

Always hal e lines and rendersp r ~

pared.

In situation A the vessel s positioned

in the gap by nosing into the space and

allowing the wind to push the vessel

alongside.

In situation B with the vessel being

blown off the dock. approach the dock

bow first, attach a bowline and with the

rudder/engine to pot1 gently go astern

which will gradually pull the stem into

the dod

~ D )

,

~ D ) - .

~ D )A

,/ jI •,

- ~ D )



MODULE 2 SECTION 8

MAN OVERBOARD

Man O,'erbQo rd e d u r e (Sa il)

In the event ofa man being lost over the side the process discussed above mUSI be followed. II may be n ~ e s s a r y to

carry om the process under sai l and il is imponanlto know how 10 do Ihis in a prompt and efficient manner

./ Call Man Ol'er

board"

./ A sponer is appointed,

rtmember their sole

job is 10 keep an eye

on the man in the

water at all times:

Ihey should do nOlh

ingelse,

Throw anything that

floats towards the

man, not only to help

them float but also

to increase the target

area for the he lms

man.

/ Immediately the

helmsman will bring

the boat onto a beam

reach, one reason isIhat this is because

l holOS y John Rousmanierc and l hil COlli.}

46

it is the mOSI comfon

able and controllable poinl of sail.

The helmsman or skipper should reassure Ihe crew,

After running off for somewhere between five and ten boat lengths the boat should lack, DO NOT GYBE

THE BOAT, this is a slTessfullime and a moment's inattention could cause a violent gybe thaI might cause

damage 10 the boat or even cause another person to be taken off the ~ k by Ihe boom making the siluation

much worse.

Come back onlO a beam reach on the other tack, this is Ihe olher reason for going onto a beam reach afler

lacking the boat will be on a reciprocal course.

Head slighlly downwind of the man by approximalely two boat lengths, he ill be visible on Ihe bow.

Keep the yacht de·powered to avoid building too much speed and as the boat comes below Ihe man tum up

10 windward and the boat will slall and come 10 a stop wilh Ihe man on the windward side .

The sails will be Happing around al this time i possible ( rop the sails.

Iflhe yachl has a "'Iifesling" this should be trailed so Ihe man can catch it otherwise one crewmember

should prepare a line with a large bowline so that the man can pass it around his body.

Do not put anOlher person in the water unless the firs t person is unconscious the second person must be

roped omo the boat.

Getting Ihe man back onto Ihe deck is another issue. some modem yachls have a boarding laddt-r on the

"sugar scoop" at the Slem which is easy in lighl weather, however in a heavy swell this could be dangerous

as the >acht may rise and fall a substanl ial distance.



Photos by John Rousmanicre and Phil CO ley

MOB (Po er)

This most effective technique should someone fall overboard on a poller driven vessel is called the Williamson

Tum; the procedure is as follows:

./ Shout Man Overboard and throw over the side an) life-rings or notation aids .

./ Appoint one of he crew to keep a good lookoUi on the person in the water. This person should do nothing

else

./ Look at the compass for the course ),ou were steering when the person fell.

./ PUithe wheel hard overlOwards the side where the person fell. This will take the stem of the vessel and the

propellers away from the person in the water

./ Tum to aboul60 to 70 degrees from your course and then put the

wheel hard over 10 the other side.

./ Come back 01110 Ihe reciprocal of your original course. For ~ a l p l eif you were sleering 105 degrees then you would corne back onlO

285 degrees Ihis will PUI you on course straight back towards the

person.

When you reach the person in the water stop the engines so they canbe recovered safely.

N01e: Under instruction, the candidate will demonstrate good practical un

derstanding and application ofMOI3 procedures.

Photos by John Rousmanicre nd

Phil CO Icy

47



MODULE 3

ALL SECTIONS

PRACTICAL SUBJECTS

Safely on Boa rd and Sa fety quipment

Location and use of -li fe jackets, flares liferafl, firs t aid ki l, fire extinguishers, safety harnesses, vhf

radio.I)o s and Don ts aboard a yacht

Emergency simations, MOB, Fire, etc.

Vessel Eq uipm ent a nd in struments

VHF radio, sounder, log. GPS, Radar i f titled

• Dinghy location, inflation, launch and rttovery

En gine Checks and Maintenance

Lubricam condition and levels, coolant condition and levels, drive belt tension and condition

Tool kit. spa re parts and service items

Visual checks and aids 10 monitoring the engine

Engine room discipline and cleanliness

Deck Seamanship

Stowage for sea, above and below decks

Correct use of. care and slowing of ropes, lines and fenders, and throwing a line

Mediterranean bow/stem-to mooring

Sails a nd Sail Handling

Headsail furling

ITHE R

Sa il ing Vessel Handling Skills

u n e ~ p o w e ~

OR

Propeller effe<:t when in gear ahead and astern

Rudder effcrt, rudder and propeller effect

Steer a triangular compass course

Power Vessel Handling S kills

48

Propeller effect when in gear ahead and astern

Rudder effect, rudder and propeller effect

Multi engines, effe<:ts of single engine and both engines

Steer a triangular compass course



MODULE 4 SECTION 2

NAUTICAL KNOWLEDGE

Seawo rthiness and stability factors

Stabili ty

Stability is an important fa(tor in the noala-

tion tharaetl'riSlics of any \ e ~ L Factors

\\ hich affect the stabilil)' are beam (now

wide the boat is), freeboard ( how ip Ihe

deck is from the water). loading (how much

equipment is mounted on the deck) such as

jet ski's, tenders, helicopters, hot tubs ell'.

and free surface effect the unstable move·mellt of water. fuel and liquids onboard a

vessel). 5mbilit) issues are complex and are

bc)'ond the scope of this module, but addi

tional infoITllaliOil on stabiliry can be found

in any nautical bookstore:.

Sea, ,o rthinns

Sca onhiness is defined as the ability ora

,esse to safely complete the passage that

I

il is aboullo undertake. Characteristics ofsta"onhiness. are a sOlmd hull. working engine and equipment, secure

through hull fillings, working rudder and propellers, safety equipment adequate for the particular vessel and suf

ficient fuel to complete the intended journey.

Types of ropes, qualities and uses

There are many ropes used for a variety of different purposes aboard a boat. and panicularly on a sailing boal. ElICh

rope or line as they arc called, has a specific name and a specific function. There are lines for tying a boat to a dock.

for hoisting and 10 ering sails, fOl trimming sails and many other usn. There are a number o f different colors,

lengths. makes and thickness. each e s i ~ for a single purpose. The larger a boat is. the larger the lines" ill need

to be "hen allaching to Ddock 01' the hoisting of heavy sails.

Rope can be made of either natural fibers such as hemp or of synthetic materials suc h as nylon or rayon Rope

"ill generally last a long time if it is cared for properly. If it is left soaking in water. in direct sunlight or not

properly stowed then it will deteriorate quickly. Misuse and incorrect handling lI'ili quicken this process. Cont8ct

with chemicals. gasoline and other corrosive substances can cause serious damage to ropes . Salt waler also has

an adverse effecl. Man made fiber ropes arc affccted by ultra-violet radiation and require protcction from direct

tropical sunlight Ropes should be rcgularly inspected for obvious signs of "ear and tear and discarded ifthcre are

signs ofbrolen strands or rot.

Ropes should regularly be washed in fresh water and dried. Salt cl)'stals can harden the strands and this ShonCIlS

the useful life of the rope.

49



Buoys and Marks

MODULE 4 SECTION 3

BASIC RULE OF THE ROAD

To help ensure safety and 10 clearly mark OU obstacles and hazards that exist both in and under the water there exisls

and internationally agreed sets of marks and lights. These are developed with the assistance of the "Imernational

Association of Lighthouse Authorities" (lALA.) There are 111 0 major s)'stems.

Region A ([ALA A) covers all of Europe and most of the rest of the world except for Ihe areas covered in Region B

(lALA 13) which is The Americas, Japan. The Philippines and Korea. Fortuna ely most oflhe differences between the

111 0 systems are few. The most important is that which deals with the "direction of buoy age" which defines on which

side of a channel the Lateral or Channel Buoys or Marks are placed.

Under [ALA B red (pori) buoys or marks are on the right hand side ohhe channel" hen proceeding in from the sea i.e.

going into a harbor. Under [ALA A Ihe red (port) markers are on the left hand side oflhe Channel when heading into

a harbor. These Lateral or Channel Marks define the limits of the naYigable water across a channel, though designed

in principle to define the limits for large commercia l ships they are al so ~ i t l for the safety ofs111a1ler vessels . is

almost never wise to ane111pt to pass between a channel mark and the shore behind.

Marks can either be a buoy floating in the water or 3 pole set into the rocks or sea bed which ,ill be painted in lhe

correct colour and carry the required shape at the top.

PorI MarkS are Red in color, flash 3 red light at night and Cone Shaped for lALA B.

Slarboard Marks are Green in color, flash a green light 31 night and are Can shaped for IALA B.

• •~Spar Pillar

LATERAL MARK SAlA B

DIR£Ct10N

0BUOYAGE

• •~Conical Pillar Spar

preferred channel

topon

Safe Waler Marks are red and II hite veM ical slripes; the OIher striped marks have horizontal stripes and usually have

a continuous white light.

Isolated Pange r MarkS indicate a point ofpotcntial hazard, are Red and l31ack in Colour, have tWO round black balls

at the top and flash a white light;n a group (e.g. t\\'o flashes) at night .

50



Special Marks are yellow in color and display a yellow light if lit. They are not intended to assist in navigation but

rather to alen the mariner to some special feature such as: spoil reas. Pipelines, Traffic Separation Schemes. jetties

or exercise areas.

Cardinal Buoyage System

oat. w t- ~ ..orU.lc..

:J.

Cardinal Mark s while rare in the United States) indicate the safe side to pass a hazard on For example, a NonhCardinal Mark indicates that a vessel should pass to the Nonh of the marker and a South Cardinal Mark ould

indicate passing to the South of the mark. Each Cardinal Mark has a unique panem, color scheme and is defi\n ed

by a while fla sh ing light. Cardinal Marks are used extensively lhroughoullhe orld and are an excellent system for

making safe passage around shallows, sunken objects. reefs. rocks and olher hazards.

North Cardinal Black Oller Yellow Triangles point up Continuous flash

Ea st Ca rdinal Black/Yellow/Black Triangles point away Flash in a Group of 3

South Cardina l Yellow Oller Black Triangles point down Flash in a Group of 6,

follo\\OO by I long flash

Wes t Cardinal Yellow/Black/Yellow Triangle points in Flash in a Group of9

North

CARDmAL MARKSIAU A and B

t~•

Qo<:VQ

•• •Wes t

n JEast~ NT REST

Q 9 ) ~ Q (3) <:

VQ(9) VQ(3)

;

Q 6) +lA. <:

VQ(6)+lA. -South

51





Or a sailing vessel less than 20 meters

(65 fl in length may combine side and

stem lights in one lantern carried at or

near the topo

the mas . Note thatthis combined lantern must not be used

II hen 1he yacht is using her auxiliary

cugine.

A power dri"cn vessel IInderwa)' less

than 50 111 (164 ft.) in length shows a

white masthead light above the side-

lights. A masthead light covers the same

arc as the sidelights combined. Also a

white stem light.

A power driven vcssclllndcrway greater

than 50 in length shows a white

masthead light forward and a second

masthead light behind and higher Ihan

the forward masthead ligh .

Seen From:

Seen From;

Seen From:

Sailing vessels less than 2 meters may use a

combined side and stem light

Ahead Port Starboard Astern

Power driven vessel underway less than

50 meters in length


: ~

c ]•Power driven vessel underway greater

than 50 meters in length


53



Vtsuls at Anc hor

A vessel at anchor, less than 5 m in length, must show an all round hite light here ;\ may beSt e seen.

A vessel at anchor, greater than 5 m in length, must show in the fore pan an aUround white lighland a second all

round hite light at or near the stem hich;s lowcrthan the forward light.

If a lesscl at anchor is greater than 1 min lcnght she shall use available light5 to illuminate her <l«k.

Vessels Of Anchor

< than 50m > than 50 m side starboard > than 50 m port side

54



• _ 1 _<:>I'Od hom bla l'

_ • 4 ,o6_<:>I'Od hom blast

M r 'U •• _

MHn OY<>ll running o i ~Th i. 109 ' js otton used by 0;' i g ~ ft c.

Sound Signals In PoorVisibili ty

Sound Sign ll

-

, , ,

L. .. . of 'ow

v at n u . o r : Rapid bell for S _.

(+ gong.1t for S • If . . . > 100 mJ

Every

2m"

2mi n

I mi"

Maneuvering and Warning Signals Fo r Vessels In Sight Of E lch Other

• ' am ,ItMing cour<e '0 ,,1rboJ,d

•• lam . k ~ , i n g <>II,,., '0 port

••• 'am _, . , ing . ern P'OI'Ui.ion

• • •• •'do no t u n d ~ u )'OU' ; , . . ion.

'doubt you . ", taking .ulr '''nt 0'

( O r M ' ~ ) O P r i l ~ Kt;on to. ,, colli.ion

- - • I " ,end '0 _ , t a ke )'OU' ,urboard > d ~

- - • • 11n'.nd to . . on you r PO" .>de

_ _g'Hfn by _ .ken . . . . 1

- "wr<>Khing blind bend On ,h on ....

-Repty ffOm . . . . . . otht< .>de of be nd

55



ALL the i f f e ~ n t configurations of lights Dnd shapes MUST be learnt b , the s e f ~ r in order to be safe at sea.

These ~ just an introduction.

Learning the Rulesis not

eas)', it takes lotsof

time and patience,ho ever it

isusentiallo

know evel) thingabout the other vessels around you.

The above is an abridged version of the 'Rules'. The prudent mariner ll undenake a full and thorough stud), the

Rules.

56




CHARTS & COMPASS

Charts

Charts are essentially maps of sea areasshowing coastlines nd their prominent fe ·

lureS, depths. objects in. on and under the

water and also includes other useful infor-

mation. They are intended primarily for

use by mariners to assist in route planning,

pilotage and navigation, as well as to find

infonna ion concerning the depth of water.

hazards to navigation, aids to navigation.

channels, anchorage areas. harbors. tides.water levels, magnetic variation and infor-

mation on currents. Many maritime nations

have agencies that publish charts which re

readily available through maritime suppliers

worldwide.

How to Usc A Compass

The Magnetic Compass

The magnetic compass comprises a magnetic need le mounted

on a pivot and a card that is d ivided into 360" increments.

called degrees, 0" and 360° being the same, also labeled north.

Most modem compasses have the needle anached to the card

and it operates by the needle pointing to magnetic north wh ilst

the compass card indicates the vessels magnetic direct ion of

travel.

The vessel's compass is mounted on or parallel to the fore and

aft centerline of the vessel.

A compass is used to steer a course, that is, the direction in

hich the vessel wishes to travel, or to take bearings, wh ich is

the directionfbearing of an object for charting purposes.

ubber Line

,... ~

~ \

Nautical Chart

A lubber line is located on the fixed part of the compass and is positioned on the fore and aft line of the vessel. to

enable accurate reading ofa course or bearing. Most compasses have lubber lines etched on the forward and after part

ofthc compass (to indicate reciprocal direction). Remember, it is the boat that moves. not the compass.

True No rth

True North is taken to be the North Pole, the point at the top of the globe where all the meridians oflongitude meet.

Magnetic North

Magnet ic North is not at the same place as True North. The magnetic north pole is situated in the vicinity of Bathurst

57





Com pass Di r ecti on

When a vessel is traveling through the water, the dir&tion it is heading is kno n as Ihe ··course··. In order 1 help

determine Ihe direction oftT8vel, a vessel will use a compass. Any object may be described in lenns ofa compass

bearing·' from the vessel, such as another vessel sighted at 45 degrees off the starboard bow where zero degrees rep·

resents magnetic north .

Bas ic using a hand bearing compass

A quick method of estimating your posit ion is

with a 2 point using a hand bearing compass.

Choose 2 prominent landmarks and using your

compass take a bering to the obje<:ts and draw

corresponding lines on the chart. Where these

lines intersect on the chart is your estimated

position EP).

Course t stee r

U h ~ l > o u s e

I

/

h:355

0

mYou A'eHe'e

Two point fix

Coure to steer would be given in magnetic degrees such as ··steer 030 or 070 as required by the helmsman. Distance

is given in nautical miles where one nautical mile equals 1.15 statute miles.

59



Types of Sails

spinnaker

MOD ULE 4 / SECTION 5

SA ILS AN D SAIL HAN DLING

Traingl.llar sails are the most commonly used sails and will

be the fQ ;us oflhis section. This sail configurat ion is known

as a "Bemlllda" or "Sloop" rig .

The Mainsail is Ihe large sail situated behind the main mast

or the saHlha is auached 10 the boom. [ is tensioned by an

outhaul at the end ofille boom.

The lceeh can e stiffened by battens insened into the banen

poc kets.

luffbattens

\ Ieech

In stormy weather a trysail may be used instead of a main

saiL This is a very strong sail made of very thick canvas

specifically for bad weather.

\

tack - clew

foot boom

t hcadsai l is Ihe sail (such as ajib located immediately in front oflhe main mast. t is attached [0 the forestay.

60



ji l -

jib2 ' l

1,

Headsails vary in size to

allow the optimum sai l area

for most conditions. Foru;amplc. jibs and genoas

see diagrams)

genoa 1- + e- ..

The Spinnllktr is the largest sail on a boat. It is a very light headsail used when sailing downwind running). or on

a bro d reach. Just like the main. the top of the spinnaker is the head, and the bottom is the fOOl The luff is the

indward edge, and the leech is the leeward edge.

Spinnakers hale various designs, w i ~ are determined by the design of the cloth panels: vertical radial). horizomal.

star, and tri-radiaL 111e tri-radial cut is a combination of the remaining three. and is the mOSI universal oflhem. with

good handling and power charaCleristics. The radial head cut is a lighler wealher sail. the Slar cut is a good strong

wind reaching sail, and the horizonta l cut is also a good light wind sail.

l I o r ; l o n l ~ 1 Cut~ a d i a i l l e a d Cui Tri Tlldial CUI

Sails and Sa il Handling

As the wind increases the boat gradually becOllles overpo\ \ered. Th is Illakes the boat hard to handle and so the amount

of sail carried will need to be reduced. This sail reduction is carried OUI progressively as the wind increases.

The rule for reducing sail is 10 do il sooner rather than later, if left too lale the vcssc l will be harder 10 ~ o n t r o l as

conditions worsen.

6



On a sloop rigged vessel. usually the first r e d u ~ t i o n lI iIl be to ~ h a n g e from a large number I genoa (diagram) to

smaller number 2 genoa. The next reduction lI ill be to take in a reef in the main. A reef lI ill require the sail to be

panialiy lowered and attached to the boom by a series of ties.

The sail reduction process is ~ o n t i n u e d with reductions of heads ail and main as the wind strengthens . n ~ e the wind

becomes too strong to ~ r r y double or triple reefed mainsail and number 4 jib there are 2 stonn sails which can be

rigged to allow some progress to be made in very strong winds.

These are the Stonn jib, hich is a very toughly constructed triple SClI n, small jib attached to the fore stay and a

trysail. The main sail can be replaced by a stoml trysail.

Unfurling a roller reef headsail

Where boats are equipped with a roller reefing system, it is possible duting heavy weather to reduce the sail area by

rolling in the headsail. The same applies 10 mainsails that have an in-mast or in-boom roller furling system.

Sai l Materia ls and Construction

Originally sails were made of a n v a s and cotton. As man made fabrics

became available these natural fibers lI ere replaced by polyester, known

as Dacron. This has now bl en edipsed by more modem materials such as

Mylar. Kevlar and Spectra.

The advamages of modem materials are their strength, lI eight and ability

to create a better shape.

Sail construction will depend on the type of sail and material used.

However, generally the head, luff and tack are all reinforced to allow

cTingles to take big loads. The remainder of the sail will usually be panels

of sailcloth sewn together. double stitched. The panels will be aligned to

ma.ximilC the finished sail shape.

62

(Mainsail)



MODULE 4 SECTION 6

MAR INE MANNERS, CUSTOMS AND ETIQUETTE

.:t iqut lte in Anchorages

When in close proximity to other vessels in a marina or harbour it is important

to remember the follo\\ ing:

I t is common courtesy to maintain a noise 1evelthat does not disturb

other boats or their guests.

2 Any noise from radios or other electronic equipment should be kept

10 a minimum .

). Always travel slowly through moorings and anchorages. particular]}'

in tenders. dinghies and Personal Water Craft, speed creates a wake,

which disturbs olhers and may cause damage

4 When selecting a spot to anchor, allow plemy ofroorn for swing between you and other boats,

S Should a change of tide or wind move you close 10 a vessel hich was anchored before you afTived you

should have the courtesy to move.

6. AI night, sound travels across water. Voices should be kept low. this avoids the e m b a r r a S S l 1 1 e ~ t of com

mems being overheard and will allow others peace and quiet

7 When leaving an anchorange early in the morning leave as quietly as possible

£Uiqueue in Marinas an d Al ongs ide

I If lying a l o ~ g s i d e another boa for more than a shol1 duration. lines from the bow and

stem should be made fast directly ashore. I f ~ 0 1 vessels sometimes tie themselves

together fonning a ·'raft··.

2. Adequate fenders USt be placed between boats or between the boat the dock/pontoon.

3 Sailboat spreaders should e staggered to avoid clashing in a swell.

4. When c r o s s i ~ g another boat's de(k. it should be done forv.·ard of the

mast/deck house and not across the cockpit Obviously cross as quietly as possible, taking care not to bring on dil1 from shoes. Ifpos

sible obtain pemlission first if there is some(lne aboard

5 If on a sailboat. rig frapping lines to prevent halyards slapping the

mast.

6. Keep noise to a minimum.

63



Personal Sa fe ly

Onboard:

I. It is important 10 undersland e m e r g e n ~ y procedures and Ihe value of part icipaling in training drills

e n l h u s i a s l ~ a l l y . No crew is immune 10 emergencies at sea.

2. 80 of ~ d d e n t s are ~ u s e d by human faelOrs s u ~ h as

stress

faligue

poor health

poor ~ o m m u n i ~ l o n s

3. It is important 10 know }our boat and safety equipment, espedally VHF radio operational procedures .

4 . All crew are required 10 help in the following incidents:man overboard

abandon ship

collision

Slranding or running aground

pollution i n ~ i d e n tflooding

fire explosion

injuries

When ashore :

1. Be wary when using public transportation. Pick-pockets love crowded places.

2. Be aware thai foreigners and lourists are offen viewed as easy targets.

3. Some cities are very dangerous. When in cilies that are viewed as dangerous il is important to take the

necessary precaUlions such as c o n ~ e a l i n g your jewelry and securely holding your bags.

Responsibility of Skippe r autho r ity and

stress facto rs

The sk ipper is responsible al all times for

operation an d safelY of the vessel and the

~ r e w even when asleep or dOlln below. This

responsibility can lead to pressure at certainlimes, such as manoeuvering in confined areas

and or in deteriorat ing wealher ~ o n d i l i o n s . t is

important 10 r e ~ o g n i s e when Ihis is the case and

be responsive to instructions and commands

quickly and effic ienlly.

C rew s dUlies and respons ibilities

The crew members are required 10 carry OU all

instructions and orders of the sk ipper and to

mainlain a wa tch and help in the general run

ningoflhe vessel.

64





Ancho r in g

Anchors hold be t in soft bottoms such as sand and mud, but will hold in hard sand, shingle or pebbles_ Smooth

rock and weed are not good holding_ The Fishennan is probably the best for holding in rock. t is best to carry tllO

main anchors of different types, and a kedge.

Whichevcr type of anchor is used. to hold the vessel without dragging, a horiz:omal pull along the seabed must be

created. This requires the correct amount of scope; at least 5 times the maximum depth of water for chain and at

least 7 times the maximum depth for warp Warp is defined as the rope part of the anchor line hich is attached

to the chain. ~ o p e is defined as the ratio of length of anchor line in use to the vertical distance from the bow of

the vessel to the bollom of the water. Larger boats generally carry all chain hile smaller boats are more likely

to carry a short length of chain attached to a nylon warp. The anchor line is called rode . The rode may be line

nylon warp or fiber rope). chain. wire rope or a combination of line or ire rope and chain .

at nchor

66





MODULE 6 SECTION 2

DINGHYS

Types, advantages and disad\'antages

Types: Rigid (made of \\'000 or fiberglass)

Inflatable

Wood Fiberglass

In flat ab le

Advan tage

Puncture Resistant

They will not damage

vessels when coming

alongside as they are

flexible.

Disadvantage

When coming alongside another

vcsselthey can scratch the hull

Can be easily punctured by st icks

n :efs or sharp debris.

ln allbl f Dinghy Rigid Dinghy

Inboards

Only large dinghys (10 passengers or more) tend 1 have inboard engines and arc very heavy 1 l if t Due to the ir

weigh t they are more popular on megayachts.

68

Jets

Jet drive dinghys have the same propulsion system as jel ski

or personal watercraft . They have no propellers, there fore, they

are safe to use around swimmers. A disadvantage of jet drives

is that they can easily suc k in plastic bags, debris or jellyfish

which 'ill shut down the mOlor.



Out board Mo tors

The outboard mOlOr is fined to the transom of the dinghy either by means of

a stem bracket and clamps or on larger dinghys by bolts and nuts. There is

a tilt mechanism, which may be either manual on small cngines or electricon larger ones. This allows the engine to be raised when in shallow water or

when launching. Most outboard engines are fuelled by petrol/gas and may be

2 stroke or 4 stroke. A 2 stroke engine has oi l mixed imo the petrol/gas tank

Multiple Outboard lotor$

Pre aunch Procedures

(newer engines have a separate

oil reservoir and pump wh ich

mixes the oil and petrol/gas

before injection). 4 Strokeengines are petroVgas driven

wi th a separate oil lubrication

s)'stem. The 2 stroke engines

are generally cheaper then 4

stroke ones, but require a bitmore attention hen fuell ing.4 stroke engines generally run

smoother, quieter and are more

environmentally friendly.Outboa rd Motor

Check that the outboard motor is finnly clamped or bolted to the transom and safety cable/chain is connected to astrong poim on board. Stow safety, signaling and PFD equip

ment. where it will not e in the way but is readily available if

needed. Fuel tank should be full and pos itioned safely to assist ino"erall stability. Anchor and warp should be checked for util ityand 'biner end' for security. (Make sure the end of the anchor line

is tied on ) Drain hole bung in place? Ta ke adequate personalsupplies offood and water for the duration of voyage.

En gine Starting and Stopping

Pre-Start Checks:

. Ensure the fuel tank is full, shake the fue l tank to mix the

comems.

2. Check fuel lead is connected.

3. Prime the engine by squee zing the primer bulb.

4. Check the engine is finn l) secured.5. Check the tilt mcrhanism is loc ked in the 'run' position.

6. Ensure [he kill cord is connected

7. Put gear shift imo neutral.

8. If the engine is cold, use choke, be careful not to over-choke

and flood the engine.

\ Dinghy Con. ole

69



Sfarfin g fh e MOlor

00 nol slarllhe motor unlen you know how 10 SlOp if The stop

device is usually a red bunon that is pushed and held until the motor

stops. Can also be a key operated mechanism much like a carigJlition or the kill cord. (consult your manual)

Check that Ihe motor is securely mounted and water imake is

submerged so Ihat cooling water is pumped around the motor.

Connect the fuel line. open the breather \'ent on the fuel tank and

pump the bulb \0 prime the system. (bulb will become linner)

Make sure kill cordlcut OUt device is in place and gear Ie"er in

neutral. Use chole if staning from cold. Gear le\er on side has

three positions Forward, Neutral and Re\erse .

With tbe throllie posilion on ·star1· eithet puillhe star1et cord lirmly until

motor star1S or tum ignition key fo r electronic star1ing. If motor fail s to star1aller a few pulls open choke and try again. Be careful of back-elbowing an

unsuspecting crewmember s soon as Ihe mOtor fires, push in Ihe choke

and ease the throttle. (no choke hen hOt). Check for cooling water circula

tjon. Do not engage gears at high RPM.

Fau ll Finding

Sometimes an outboard 'Iill not stan for simple reasons, however ith larger

and more modem engines utilizing electronics all but the very simplest prob

lems will need to be dealt with by a qualified mechanic.

Common reasons for an outboard TI lt 10 stan are:

No Fuel Flow ChCt:k for fuel in Ihe tank.

Kill Cord

Throtttt Controt r lA,Otr

ChCt:k fue l line is properly connected and primed. some tanks have a rubber hand

squeeze pump in the fuel line used to prime the engine.

Clean fuellilter in power head.

Kill Cord Make sure this is connected.

No t Turning over. check battery. banery switch and all electrical connections.

Ch«k fuses.

Remove and check spark plugs.

Llunching Pl 1)ted ures

Ollen rigid dinghys are carried on davits at thestem of the vessel from here they may be low

ered to the water. If the dinghy has been stowed

on deck it may require the use of a halyard to

help lift it over the lifelines and down into the

water, this should be done before attaching the

outboard motor. Make sure the dinghy's painter

is attached to the yacht before lowering it over

the side. Larger yachts will have crane operated

launching facilities . Crane Laun( h

One crewl\an should then get in the dinghy and make it secure alongside the yacht. Ihe outboard mOlor can Ihen be

passed do, ,).. again use a halyard to help lift it ov r the lifelines and do n into the dinghy. It can then be located on

70



the transom. the fuel lank passed do .. nand tonnttted to the motor. Fue l for outboard engines should be treated ... ith

extreme care on a ) acht: the yachts main engines and auxiliary generators are usually run on diesel fuel hich is far

less nammable than petrol/gas, store the dinghy fuel on dec k or in a separate vented locker.

at rd Laun ch Stun Laun ch

Dln ,h)' Stab i lity and Ha ndl ing

Crew or passengers must take great care ... hen enlering or leaving a dinghy and be aware that their ... eight and posi·

tion in tile vessel atTttts its stability. Before casting otT from Ille y ~ t or Ille dock Ihe coxswain should make sure

Illat Ill' is satisfied ... ith the distribution of weight in Ille dinghy both in Ille port to starboard plane and also fore and

aft as Illis ill atTect stability. Weight distribut ion may be changed according to sea conditions and speed. espttially

if the dinghy is capable of getting up on tile 'plane', ... hich may require weight forward to assist.

Once in tile dinghy, passengers should sit down and hold on. To preserve stability passengers and any other items

should be placed to spread the load evenly, bot h from side to side and fore and aft. For e ~ a m p l e if there are four pas-

sengers and the crewmemher in charge of the dinghy, traditionally known as the coxs .. ain then Illey should sit two

and two evenly \\ ith the coxswain at the stern to operate the oUlboard and steer. Being low in the wat('T Ihe visibility

for the coxswain is nOl good and passengers must take care not to obscure his vision.

If the coxs ain is satisfied \Iith the trim. heJshe should ensure that all cre .. members or passengers are seated and

holding on before casting otT. Acceleration should

be applied smOO(hly and elenly and the speed

adjusted to the conditions and to safety require-

ments. The coxswain should always ensure that

proper control of the vessel is maintained at alltimes. On a smaller vessel he will SteeT he dinghy

ith the tiller on the outboard. hich al lO serves

as the mount for the (twist·grip) throttle control.

On larger dinghysfRIBs wilh fixed equipment it is

advisable to keep one hand on the wheel and the

other on the thronle at all times. When throttling

back to come otT the plane this should be dOlle

smoothly to ensure that the stabiJil)' or the dinghy

is not compromised. The boat sllould be allowed

to slow before going into neutral and should nel'('T

be taken from full speed ahead to going astern.

\7



Be aching

IftheTe aTe big breakers or a deep swell, simply do nOI If )' (0 beach Ih e ,·user. II can be an unnerving and dangerous

experience. It is relatively easy in quiet with linle swell or breaking waves near Ihe beach. The Iype of shoreline

ll also hal'e to be taken inlo account. smooth sand will pTesenl few problems, howel'er, TO(ky coasllines willlleed10 be treated with respecl.

Approach wilh controlled speed. shift weight aft to raise the bow. Have s.omeone at the bow looking out for rocks

cora l heads. When geuing close to the beach, tilt your outboard up 1/3 of the way then kill the engine and coast onto

the beach. If the approach is wrong and the desired effect is not achieved one of the crew will ha"e to jump in the

\\ater to pull the dinghy ashore. Before leaving Ihe beach, pullthc dinghy above the waler line and tie il to a tree or

a rock if)ou can.

When launching il \\ ill be necessary to cany /drag it down the beach until it is noating. Initially one may have to

row or paddle unti l the water is deep enough to lo\\er the outboard back to its ootnlal operating position and start

the motor.

Coming Al ongside

Whenever possible bring the vessel pon side 10. When coming along

side a dock. a yacht al anchor or on a mooring, approach at an angle

of aboul twenty degrees using as lillie speed as is necessary to keepway-on. then gently put the engine into reverse which will stop Ihe

boat and al Ihe same time pull Ihe sten in, One should approach

upwind if possible, coming in to a moored or anchored yacht should

be relatively easy as the vessel will probably be ly ing head 10 wind.

When leal'ing the dock Ihe procedure will be dictated by Ihe windand CUfn nt dirttlion. If il is being blown off the dock then once the

dinghy is loaded and stable, mere ly leuing go of the lines will likely

suffice though il II ill be better to let the bow be blown off first. In

the reverse si1Uation it may be necessary to hold the dinghy on one

of the lines and use Ihe mOlor's thmstto pivot Ihe dinghy about theallached point until Ihe bow or stem an: clear enough to allow letting

go of the other line.

the dockof around20t030degr s

Small boats arc quite susceptible to the eff« t of II ind nd CUfn nt and will generally make a fair amount of leeway.

carefu l course and speed corrections may h,,·c to be made by the coxswain 10 counter leeway effecls. II may even at

times make sen$( to Inverse a strong current at an angle rather than Iry to fight directly against il. This is analogous

to a sailing yacht lacking across the direction of the breezc

If you wish to come al ongside Ihe boat while it is moving you will first need to match speeds and will require COI

munication belli cell the two vessels. As Ihe dinghy comes alongside Ihe motion Ihrough the water will puH it in

towards Ihe larger vessel. At this point crewmembers on the boat should be ready to take on the dinghy's painters

and make them fast. This should be done prior to turning off the dinghy·, motor.

Reool·ery of the dinghy is the reverse of the process of launching il and will possibly require the ~ of halyards to

help lift Ihe dinghy aboard. The motor should, of course. have been removed first and slo cd aboard.

72



Ilinghy Equipment -

.:. This is very dependant on Ihe size and intended use of the dinghy, ideally it should have the following:

¥ Lifejackets¥ Flashlight Ihis w 1l be also used a\ nighl as a navigation light. Iflhe dinghy is less than 7m (20 ) in lenglh

it is not required 10 have Ihe standard navigal ion lighls.

¥ Sufficient oars or paddles, in addition 10 an outboard motor, if filted.

¥ A bailer.

¥ Compass

¥ A painler of sufficient length.

¥ Whistle or equivalent sound signal.

¥ A firsl aid kit.

¥ A boat hook.

¥ A knife or hatche .

¥ A ponable fire eXlinguisher.

¥ Flares

¥ Anchor and line.

¥ VHF radio, most conveniently a hand-held.

¥ GPS

DINGHY PR CTIC L

Safety checks

Handling with oars, engine and sails if appropriate), steering by compass

Safety -lookouts near swimmers, keeping a lookout, speed in anchorages

Launch and recovery, stowage

Transfer to and from dinghy 10 vess.el. and dinghy 10 dock

Coming alongside. beaching and launching from beach

Handling with wind and/or currenl

73



A

AbackAbeam

Aboard.Adrift.

Aft

Aground

Amidships.Apparent II indo

Astern.

Alllwartships.

B

Oac kslay.

Back.

Bail.

BallaS .

Barometer.

Batten

Beam .Beam reach

Bear away.

BearingBeating

Below.

Bend

Bight

Bilge.Bitler end.

Blanket.

Block

Boat Ilook..

Boat speed.Bollrope.

1300111.

Boom 'lang.

Houoill

Bow.Bow lille

Bow Spring.

Bowline.

Brcasllinc.

Broach. ..........

Broad reach

74

GLOSSARY OF TERMS

A sail sheeted so Iha Ihe lIind fills the "back" ofthc sail.AI right angles \0 Ihe side of the boat.

Situated on the boal.

A boat drifting ithout being propelled.

AI or towards the stem or behind the boat.

A boal w lost ked is tOlJching the bottom.Towards Ihe center of tile boat.

The II ind aboard a moving boat

Behind the stem ohll boat.Across the boat from side to side.

The standing rigging running from Ihe stem \0 Ihe lOp oflhe mast, keeping Ihe mast from falling

forward.

I . To Sheet a sail to windward and fill the back of the sail and thus Stop the boat or propel

it backwards.

2. In the case of the wind - to shift counter clockwise from its previous dir«tion.

To empty the boat of water.

Weight in the keel of a boat that provides stability.

An instrumCTlt that me3$UIl:$ air pressUIl:, an aid to forecasting the weather.

A thin wood or fiberglass slat that slides into a pocket in the leech of a sail. helping to maintain

an aerodynamic shape.

The width ora boat at its wi<ksl point.

(Point of sail) Sailing in a dir«tion at approximately 90" to Ihe wind.

To "fall off' or head away from the wind.

The direClion from one object to anothere ~ p r e s s e

in compass degrees.A course sailed up wind.

The area of a boat beneath the deck.

To attach a sail to a spar or a headslay or to an ach a line to a sail.

A loop in a line.

The lowest part of the boals interior where water on board ill collect.

The CTld of a line.

To use Ihe sai l or OOj«t to block the wind from filling a sail.

A pulley on a boat.

A pole ith a hook 11 the end used for grabbing hold ofa mooring or retrieving something that

has fallen overboard.

The speed ofa boat through the water.

The rope that is selIn into the foot and luff of some mainsails and the luff of some jibs by which

Ihe sails all: attached to the boat.

The spar extending directly aft from the mast to which the foot of the main sail is anached.

A bhx:k and tackle system, which pulls the boom down to assist sail conlrol.

The underside of a boat.

The fon"ard part orthe boat.

A line running from Ihe bow orthe boat to the dock or mooring.

A line running from the bow of the boat parallel to the dock or mooring that stops the boat from

moving forward along the dock.

A knot designed to make a loop that will not slip and can be easily untied.

A shan line leading dim:tly from the boat to the dock.

An uncontrolled rounding up into the wind, usually from a down wind point of sail.

(Poin t of sail) Sailing in a direction with the wind 81 the rear comer (the quarter) of the boat.

Approximately 1350

from Ihe bow of the boat.



Bulkhead.

Buoy.

Buoyancy.

Bulwark.

A wall that runs athwart6ships on a boat. usually providing structural support to the hull.

A l10ating navigation marker.

The ability of an object to 110al

A solid side wall, often about waist high, from the outside edge of the deck to prevent someQne

falling overboard.

Burdened vessel. The vessel required to give way for another boat when the two may be on a collision course .

By the lee. A sailboat running with the wind coming over the same side of the boat as the boom.

CCabin.

Can.

Capsize

Cast off .

Catamaran .

Catboat.

Centerboard.

Centerline.

Chafe.

Chainplates.

ChanneL

The interior of the boat

In the U s an odd numbered green buoy marking the left side of the channel when returning to

harbor.

To tip or tum a boat over.

To release a line when leaving a dock or mooring.

A 1\\ in hulled vessel with a deck or trampoline between the hulls.

A boat with only a mainsail and an unstayed mast located at the bow.

A pivoting board that can be lowered and used like a keel to keep a boat from slipping to leeward.

The midline of the boat running from bow to stem .

Wear on a line caused by rubbing.

Strong metal plates which connect the shrouds to the boal.

A (usually narrow) lane, marked by buoys. in which the water is deep enough to allow a vessel

safe passage.

A nautical map.

To rent a boat.

A guide mounted on the deck through hich docklines and anchor rode are run.

Rough, short, steep waves.

A nautical fitting that is used to sc<:ure a line.

Chart.

Charter.

Chod.

Chop.

Cleat

Clew. The )Oll er aft comerofa sail. The clew of the mainsail is held taut by the outhaul. Thejib sheets

are attached to the clew of the jib.

Close hauled. (Point of sail). The point of sail that is closest to the wind, when the sails are hauled close to the

centerline of the boat

Close reach.

Coaming .

Cockpit

Coil.

(Point of sail) Sailing in a d irection with the wind forward of the beam (about 70° from the bow).

The short protective wall that surrounds the cockpit or hatch .

Come about.

Companionway.

Compass.

Compass rose.

Course.

Crew.Cunningham.

Current.

Cutler.

Daysailcr.

The lower area of the de<:k in hich the steering and sai l controls are located.

To loop a line neatly so it can be stored, or a reel of line.

See tack.

The steps leading from the cockpit or deck to the cabin below.

The magnetic instrument hich indicates the dir«lion in which the boat is headed.

The circles on a chart which indicate the direction of true and magnetic north.

The direction in which the boat is being steered.

Besides the skipper, anyone on board hom helps run the boat.A line running through a grommet a short distance above the tack of the mainsail which is used

to tension the luff of the maill.

The h o r i z o ~ t l movement of water caused by tides. wind and other forces.

A single masted boat rigged with both jib and staysail .

A small sailboat.

Dead downwind. Sailing in a direction straight downwind.

Deck. The mostly flat area on top of the boat.

De·po er. To reduce the power in the sails by:

I Luffing, pointing the boat tOO close to the wind so that the sails are unable 10 draw

power.

75



Dinghy.

Displacement

Dock .

Dockline.

Dodger.

DownhauL

Draft

,Ease.

Ebb.

FFairlead.

Fairway.

Fake (flake).

Fall 01T

Fast

Fathom.

Fender

Fend olT.

2. Easing the sheets so that the sails flutter.

3. Stalling. Sheeting the sails in so hard that the airflow over them stalls.

A small sailboat or rowboat.

The weight of the boat; therefore the amount of water thaI it displaces.

I The quay or pontoon where a boat may be tied up.

2. The act of bringing a boat alongside to rest alongside .

A line used to secure a boat 10 the dock.

A canvas protection in front of the cockpit of some boats that is designed to keep spray olTthe

skipper and crew.

A line used to pull down on the movable gooseneck on some boats to tension the luff of the

mainsail. The cunningham has the same function.

The depth of a boat s keel from the waters su rface

To let out a line or sail.

An outgoing tide.

A fitting that guides sheets and other lines in a way that reduces friction and therefore chafe.

The center of a channe l.

Layout a line on the deck using large loops to keep it from becoming tangled.

(See also head down bear away) Aller course away from the wind.

Secured.

A measure of the depth of water. One fathom equals six feet.

An inflated rubber or plastic bumper used to protect a boat by keeping it from hining the dock.

Push of f.

Fetch. The distance of open water to windward between the shore and the boat

Fid. A tapered spike used to open the lay of a rope hen splicing.

Flood. An incoming Tide.

Following sea Wave pattern hining the stem of the boat

Fool. The honom edge of the sail.

Fore. Forward.

Forepeak. An accommodation or STorage area in the bow below the deck.

Foresail. Ajiborgenoa .

Forestay. The standing rigging running from the bow to the mast top and TO \\hich The foresail is secured.

Forward. Towards the bow.

Fouled. Tangled.

Fractional rig. When the forestay is auached to the mast some distance below the top.

Foul weather gear. WaTer resistant clothing.

Freeboard. The height of the hull above the water s surface.

Full. Not luffing.

Furl. To fold or roll up a sail.

CGaIT.

Genoa.

Give way \ essel

G.M.T.

Goosenec lf ""'"

Great Circle

Grommet.

Ground tackle.

76

On some boats, a spar along the top edge of a four sided fore and aft sail.

A large fore sail whose clew extends aft of The mast

The vessel required. by Ihe regulations, to give way in a collision situation.

Greenwich Mean Time. The time at the prime meridian in Greenwich, London, En gland. Now

referred to as Unil ersal Time Coordinated U.T.C.

The STrong fining that conneCTS the boom to the mast

A line drawn on a chart which is accurate over a long distance, a section oflhe Earth which

intersects the center of the Earth.

A reinfo ing ring set in a sail.

Colle<:tive TenTI for The anchor and rode (chai n and line).



GudgC(ln. A fitling atlached to the stem into .... hich the pintles of a ruc\(k,r art inserted.

Gun ... ale. (gunnel) The edge of the deck where it meets the topsilks.

Gybe. See jibe.

Iialyard.

Hank.

Hard a-lee.

Hard aI-cr.

Hatch.

Haul in.

H e ~ d

Headboard.

Headed.

IleadingI-Iead down.

IIcad off.

Ilead up.

I-Ieadsail.

Headstay.

Head to .. indo

Head ay.

Heale.

HUI'e 10.

Holding ground.

HOI'e to.

Ileavy weather.

c e L~ 1 e 1 1 1 lIlehnsman.

Ilull.

1 1,111 speed.

Inboord.

In irons.

J

A line used to r a i ~ or IOller a sail.

A snap hook" hich is used to secure the luff of a foresail to the forestay.

(also Helms a-lee. lee oh, lee ho) The call given to the crew that .. ill initiate the action oftBck

ing.

To tum the helm or liller as far as possible in one direction.

A large cOlered opening in the d«k.

to tighten a line.

I Top comer of a sail.

2. The toilet on a boat.

The small reinforcing board a f f i ~ e d to the head of a sail.

A wind shift hich causes the boat 10 head down or causes the sails to be sheeted in.

the direction of the boat expressed in degrees.To fall off. changing course away from the wind.

See head down.

To come up, changing cOurse towards the" indo

Ajib. genoa al1Bched 10 the forestay.

See forestay. The stllnding rigging running from the bow to the top of the mast.

When the bow of he boat is dead into the wind.

forn'ard progress.

To throw.

To hold one's position in the .... ater by using the force of the sails and thoe rudder to counteract

each other.

The seabed or OOllom ground in an anchorage.

A boal that has completed the process of heaving to lI"ith ilS aback, its main trimmed and its rud

der positioned to hold the .. essel close to the wind.

Strong winds and large waves.

The lean of the OOSI caused by the wind.

The tiller.

The person responsible for steering the boat.

The body of the boat, excluding the rig and sails.

The theoretical maximum spee of a sailboat determined by the length of its waterline. The for

mula is 1 . 4 ~ the quart TOOt of the waterline length in feet.

Inside of the rail of the boa .

A boat that is head to .. ind and unable 10 move or maneulcr.

J8ckstay.A wire or webbing Stmp al18chcd at the front and back of a , essel along the deck to II"hich a

sa fety harness line may be dipped.

Jib.

Jibe.

Jibe oh.

Jiff) reef.

The small forward sail of a boat that is attached to the forestay.

See also g) be. To change the direct ion of the boat by steering Ihe stem through the ' indo

The commarld given to the crew .. hen staning ajibe.

See slab reefing. A quick reefing sySlem allOll"ing a section of the mainsail to be pulled down

and tied to the boom.

An improvised temporary repair.

77



K

Kedge.

Kedge off

Keel

Kelch.

Knockdown

Knot

LLand breeze

Lash

Lay

Lazerene.

Lazy sheet.

Lead

Lee helm.

Lee shore

LeechLeeward.

Leeward side.

Leeway

Lifeline

Lift.

LineLOA

Lubber line.

Luff

LulL

LWL.

"agnetic.

Mainmast.

Mainsail.

Mainsheet

Marlinspike.

Mast.

Masthead.

Maslstep_

Mizzen

Mizzenmast.

Mooring

N

A smaller anchor Ihan Ihe main or bower anchor. Often used for maneuvering or kedging off.

To use an anchor 10 pull a boat inlo deeper waler after it has run aground.

The heavy venica fin beneath a boat that helps keep it upright and prevents it from slipping

sideways in Ihe WalerA \'1'0 masted sailboat on which the mizzen (after) mast is lower Ihan Ihe mainmast and is local

cd forward of the rudderpost.

A boat heeled so far that one of ils spreaders touches Ihe water.

one nautical mail per hour.

A wind thal blows over the land and out to sea.

To tie down.

To sail a course that will clear an obstacle without tacking.

A storage compartment built into the cockpit or deck.

The windward side jib sheet that is not under strain.

To passa

line through a litting or block.

The boats tendency to tum away from the wind.

Land whkh on the leeward side of the boa . A potential danger beeause the wind will be blowing

the boat towards il

The after edge of a sail.

The direction away from the wind that is the direction thal the wind is blowing to.

The side of the boat or sailthal is away from the wind.

The sideways slippage of the boat in a downwind direction.

Rope or wire supported by stanchions, around the outside of the deck to help prevent crew mem

bers from falling overboard.

I. The force that results from air passing by a sailor water past a keel that mo\"es the boat

forward and sideways.

2 A change in the direction of the wind which allows the boat to head up.

A rope.The maximum Length Overall fore and aft along the hull.

A line on a magnetic compass to help the helmsman steer the correct course.

I The leading edge of a sail

2. The flunering of a sail caused by aiming too close to the wind.

A de.:rease in wind speed for a short duration.

The length fore and aft along the hull measured al the waterline .

In reference to the magnetic north rather than true north.

The taller of two masts on a boat.

The sail hoisted on the mast of a sloop or cutter or the sail hoisted on the mainmast of a ketch or

yawl.The controlling line for the mainsail.

A pointed tool used to loosen knots.

The vertical spar in the middle ofa boat from which the mainsail is set.

The top of the mast

The fitting in which the foot of the mast sits.

The small aftermost sail on a ketch or yawl hoisted on the mizzenmast

The shorter mast aft of the main mast on a ketch or yawl.

A permanently anchored ball or buoy to which a boat can be tied

Nautical mile. Standard nautical unit of distance, equal to one minute of arc of the Earth·s latitude or 6080 feel.

Navigation rules. Laws established to prevent collisions on the ater.

78



No-go zone.

Nun.

oOffshore wind.

Offshore.

Off the wind.

On Ihe wind.

Outboard .

Outhaul.

Overpowered.

I Pa inter

Payout

P.f.D.Pinching.

Pintle.

Point

Points of sail.

Pon.

Pon tack.

PTevailing wind.

Puff.

Pulpit.

Q

Quaner.

RRail.

Rake.

Range.

Reach.

Readyabou1.

Ready to jibe.Reef.

Reel'e.

Rhumb line.

Rig.

Rigging.

Roach.

Rode.

Roller-furling.

Rudder.

An area into the wind in which a sailboat cannot produce power to sail.

A red even numbered buoy marking the right side of a channel when returning to port . Nuns are

usually paired with cans.

Wind blo ing off (away from) the shore and OUlto sea.

Away from or out of sighl of land.

Not close-hauled.

Sailing up wind , close- hauled.

Outside the ra il of a boat.

The controlling line attached to the clew of a mainsail used \0 tension the foot of the sail.

A boat that is heeling too far because i1 has too much sail up for the amount of wind.

The line attached to the bow ofa dinghy.

To ease a line.

Abbreviation for Personal Flotation Device such as a life jacket.Sailing too close to the win d.

Small metal extension on a rudder that slides into a gudgeon on the transom. The gudgeon/pint le

fitting allows the rudder to swing back and fonh.

I To sleer close to the wind.

2. A compass point equals I IY degrees. Compass annotation used before headings were

referred to in 360° notation.

Boats direction in relat ion to the wind - i.e .. close hauled. reaching elc.

I The left hand side of the boat when facing forward.

2. A harbor.

3. A window in a cabin on a boat

Sailing on any point of sail with the wind coming over the pon side of the boat

Typical or consistent wind direction.

An increase in wind speed.

A guardrail at the bows of a vesse l.

The sides orthe boat near the stem.

The outer edges of the deck.

The angle of the mast.

The alignment of t\\ o objects that indicate the middle of a channel.

One of the several points of sail across the wind.

The command given to the crew to prepare to tack

The command given to the crew to prepare to jibe.To reduce the area of a sa il.

To pass a line through a ring or block.

A straight ine drawn on a Mercator chan, which intersects all meridians at the same angle.

Accurate enough for courses of less than 600 miles. for great distances a Great Circle route is

used.

I . The design ofa boat's masts. standing rigging and sail plan.

2. To prepare a boat to go to sea

The wires and lines used to suppon and control sails .

The sail area aft of a straight tine running between the head and clew of a sail.

The line and chain a11ached from the boat to the anchor.

A mechanical system to roll up a headsail around the headstay.

A venical blade attached to the bo11 111 of the hull which is used to steer the boat .

79



Run Point of sailing hen the wind is coming from dead astern.

Running rigging. The lines used to control the sails

SSail ties

Schooner

Scope.

Scull.

Scupper.

Sea breeze.

Seacock.

Secure.

Set

Shackle.Shake out.

Sheave.

Sheet

Shoal.

Shroud

Singlehanded.

Skeg.

Sloop.

Sole.

Spar.

Spinnaker.

Splice.

Spreader.

Spring line

Lengths of line or webbing used to secure sails hen they are dropped or to s«ure the unused

ponion o reefed sail.

A two masted boat whose foremast is the same height or shorter than its mainmast.

The length of anchor rode paid out in relation to the maximulll depth of lIater.

To propel a boat with a single oar fixed in a notch through the transom.

cockpit or deck drain

A lIind that blows from the sea onto the land.

A valve \Ihich opens and closes a hole used as an intake or discharge from the boat.

The make safe or tie do n,

I The direction of the current

2 To trim the sails.

A metal fining at the end of a line used to attach the line 10 a sailor another fin ing.To remove a reef

The wheel inside a block or fitting O\ er which the line runs freely.

A line used to control a sail by pulling it in or easing it out.

An area of shallow water.

Standing rigging at the side of the mast.

Sailing alone.

A vertical fin in front of the rudder

single masted sailboat with mainsail and headsail

The floor in a cockpit or cabin.

A pole used to allach a sail on a boat. for example the mast the boom or a gaff.

A large down wind headsail nOl attached to the head stay.

The joining of twO lines together by imerweaving their strands.

A support strut extending athwartships from the maSt used to support and guide the shroud fromthe top of the mast to the chainplate.

A dockline running forward or aft from the boat to the dock to keep the boat from moving fore

or aft.

Squall A fast moving short intense stonn.

Stanchions Stainless steel or aluminum supports at the edge of the deck hich hold the lifelines.

Standing rigging. The pennanent rigging of a boat. including the forestay. backstay and shrouds

Starboard. The right hand side of the boat when looking forward from the stem.

Starboard tack. Sailing on any point of sail with the ind coming over the starboard side of the boat.

Stay. A ire support for a mast. part of lhe standing rigging.

Sta}·sail. On a culter. a s«ond small inner jib 3lt3ched between the bow and Ihe mast. Any sail which is

altached to 3 stay

Steerage Way.

Stem.

Slem.

Stem Spring.

Stow.

Swamped

T

Tack

T a ~ k l eTail.

80

The minimum speed of the boat through lhe water that allows the rudder to function efficiemly.

The foremost tip of the boat.

The aft part oflhe boat.

A line running from the stem of the boat parallel to the dock or mooring that SlOpS the boat from

moving backward along the dock.

To store properly.

Filled ilh water

I. To alter course so as to cause the bow of the boat to pass through the eye of the wind.

2. The forward lower comer of a sail.

A series of blocks and Jine that provide a mechanical advantage.

To hold the end of a line >0 as to keep it under tension on a winch.



Teillaies.

Tide.

Tiller.Toe rail.

Topping lift.

Topsides.

Transom.

Trim.

Trimarnn.

True ind.

T h ~Turnbuckle.

Underway.

Up indo

USCG.

U.T.C.

V

Vang.

V ~ rVessel.

W

Wake.

Waterline.

Weather helm.

Weather side.

Whip.

Whisker pole.

Winch.

Shon lengths of)'anJ 01 doth auached to he sails hich indicate hen the sail is prol'C'rly

trimmed.

The rise and fall orwater level due 10 the gravitational effects of the sun and the moon.

A long handle auached to the Udder which is used10

steer the boatA low rail around the outer edge of the deck.

A line used to hold the boom up hen the mainsail is lowered or sto ed.

The sides ofa boat bet een the waterline and the deek.

The venical surface of the stem.

To adjust the sail controls to ~ i l t optimum lift from the sails.

A three hulled vessel.

The aClUilI speed and dirttlion of the wind as you ould f ~ 1 when standing still.

To adjust the boats standing rigging.

A mechanical fining (a bol1lescrew) attached to the lower ends of $ta)'5 allo\1 ing the standing rig

ging 10 be adjusted.

A boat thaI is not auached to the ground by either anchor or mooring lines is said 10 be undcrway.

Towards the direction of the Ilind.

United States Coast Guard.

Universal Time Coordinated. The modem tenn for Green ieh Mean Time. this is the standard

reference time hich is used internationally for navigational infonnDtion.

See boom vang.

A clock'l iSt: change in the ind direction.

Any sailboat. powerboat f ship.

Waves caused by a boat moving through the water.

The horizontal line on the hull ora boat where the surface of the water should be.

TIle tendency of the boat to head up towards the wind. this increases as the sailboat becomes

overpowered.

~ wind ard side.

To bind together the strands at the end of a line.

A pole temporarily mounted between the mast and he cle of the jib. Used to hold the sail out

and keep it full hen sailing down willd.

A deck-mounted drum ith a handle offering m«hanieal advalltage hen used to trim sheets.

Winches may also be mounted 11 the mast to assist ith raising sails.

To 'ords the ,,·ind.

Windward side. The side of the boat closest to the ind_

Wing-and-" ing.WoTJ(ing sails.

Working sheet

y

Ya,, .

Sailing do nwind ith the jib sct on the opposite side to the mainsail.The mainsail and the s andardjib.

The leeward sheet that is under tension.

A two masted \e$$el on hich the mizzenmast is mounted aft of the ruddcrp05t.

8



IYT 01-06 Introduction to Boating

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