Unit 3: Navigation + Safe Operation
Topic 2
Topic 1
Topic 4
Topic 3
Topic 5
Topic 6
Topic 8
Topic 7
Topic List
1. U.S. Aids to Navigation System (ATON)
2. Anchoring
3. Dams, Locks, and Bridges
4. Changing Water Levels
5. Compasses and Charts
6. Personal Watercraft (PWCs)
7. Ignition Safety (Engine Shut-Off) Switches
8. Avoiding Jet Stream and Propeller Strike Injuries
Lateral Markers--Colors and Numbers
Lateral Markers--Shapes
Lateral Markers--Other
Lateral Markers--"Red Right Returning"
ICW
Western Rivers System
Non-Lateral Markers
Common N-L Markers
Other N-L Markers
Green Colors, Green Lights, and Odd Numbers
mark edge of channel on port or left side as you enter open sea or head upstream.
Red Colors, Lights, and Even Numbers
mark edge of channel on right side as you enter open sea or head upstream
red and green?
Called junction buoys
indicate preferred and primary channel when a channel splits.
green on top=preferred channel to right
red on top= preferred channel to the left
Vocab
upstream
In the direction that is against the current
can buoys
cylindrical shaped
always marked green and odd #'s
mark left side when entering from open sea or heading upstream
nun buoys
cone shaped
red with even numbering
mark right side when entering from open sea or heading upstream
Lighted
use shapes, colors, and numbers as well as have a matching colored light
Daymarks
permanently place markers
red triangles- nuns and green squares=cans
phrase used to remember which side of the boat the nuns should be on to head back towards land
chain of local channels linked to provide inland passage along Atlantic and Gulf of Mexico Coasts
Identified by yellow symbols on channel buoys and markers-both navigational aids for USANS and ICW
when following:
in a clockwise direction starting from New Jersey and heading to Brownsville, Texas, these rules apply.
Any marker displaying a yellow triangle should be passed by keeping it on the starboard (right) side of the boat.
Any marker displaying a yellow square should be passed by keeping it on the port (left) side of the boat.
This system of markers is used on the Mississippi River and its tributaries above Baton Rouge, Louisiana, and on some other rivers that flow toward the Gulf of Mexico. The major difference from the U.S. Aids to Navigation System lateral markers shown previously is that navigation markers on the Western Rivers System are not numbered. Numbers displayed below daymarks along this system are not associated with the right or left side of the channel; these numbers indicate the distance from the river's mouth.
However, on the Ohio River, the numbers below the marker indicate the distance from the headwaters. And on the upper Mississippi River, the mileage is measured from Cairo, Illinois, at the junction of the Ohio River.
squares=give direction and info
diamond=warn of hazards and obstructions
circle=mark controlled areas
crossed diamond=mark exclusion (closed) areas
Info squares= provide info such as food, fuel, supplies, and repairs
also give directions, distances, and other non regulatory info
Danger Area Diamonds=warning signs such as rocks shoals, construction, dams, or stumps.
controlled area circles=indicate controlled area such as no wake, idle speed, speed limit, or ski zones
Exclusion Crossed Diamonds=off limits to all boats such as swimming areas, dams, and spillways
Safe Water Markers
red and white vertical stripes
unobstructed water on all sides. pass either side
Mooring Buoy
white with blue horizontal band
usually in marinas and other anchoring areas
only buoy legally allowed to tie up to
Inland Waters Obstruction Marker
white with black vertical stripes
do not pass between these buoys and the nearest shore
Choosing the Right Anchor
plow anchor-plows into bottom sediment
good for most boats
Fluke Style Anchor (Danforth)
lighterweight and good for most boats
mushroom anchor-sinks into bottom sediment
for canoes, rowboats, small sailboats, or inflatable boats only
very weak holding power
Anchor Prep
7 to 8 ft of galvanized chain to anchor (prevents abrasion on anchor line)
line is 7-10 times the max water depth
good, strong, and long enough to anchor.
can be a safety device, store in accessible area.
You should never anchor in, or otherwise obstruct passage through, channels or areas such as launching ramps or any other high-traffic areas.
Anchoring Step By Step
Vocab
cleat
Metal fitting on which a rope can be fastened
downcurrent
In the direction the current is flowing
downwind
In the direction the wind is blowing
upwind
In the direction that is against the wind
Select an area to anchor with plenty of room. Ideally, it should be a well-protected area with adequate water depth and a sandy or muddy bottom.
Head slowly into the wind or current to a position upwind or upcurrent of where you actually want to end up.
When you are at that position, stop the boat and slowly lower the anchor over the bow to the bottom. Never anchor from the stern as this can cause the boat to swamp. The square stern may be hit by waves, and water will splash into the boat. The motor's weight will add to this problem.
Slowly back the boat away downwind or downcurrent. Let out about seven to ten times as much anchor line as the depth of the water, depending on the wind strength and wave size. Tie off the line around a bow cleat, and pull on the anchor line to make sure the anchor is set.
After anchoring, take visual sightings of onshore objects or buoys in the water to help you know where your boat is positioned. While at anchor, recheck these sightings frequently to make sure the anchor is not dragging.
Periodically check connecting knots on your anchor line. When possible, use splices instead of knots. Knots weaken a line more than splices.
ALLOW FOR SWING ROOM
Anchor Retrieval
Move the boat directly over the anchor while pulling in the line. Pulling the anchor straight up should break it free.
If the anchor is stuck, turn your boat in a large circle while keeping the anchor line pulled tight.
When the anchor breaks loose, stop the boat and retrieve the anchor. Never drag the anchor behind the boat.
Vocab
Low head Dams
large structure dams
locks
traffic lights
considerations of a boater use of locks
bridges
vocab
fluctuating water levels
tides on coastal waters
fenders
Cushioning device placed between vessels or between a vessel and a dock to prevent damage
chart
Map used for navigation
Steering Compasses
always useful and necessary to know
take a basic course in navigation availiable from US Coast Guard Auxiliary, US Power Squadrons, American Sailing Association, etc
invaluable in bad weather and at night
mount a boat compass away from iron, magnets, and electrical wiring/ equipment
always practice in good weather
Nautical Charts
contain info such as water depth, locations of channels, sand bars, rocks, and vegetation.
good for bays and in large lakes
also good for fuel conservation
local marina usually has charts, otherwise, obtain local knowledge before boating in an unfamiliar area
PWC
Before Checks
Read and understand the owner's manual.
Take time to review the video most PWC manufacturers provide.
Inspect your PWC periodically, and perform necessary maintenance to keep it in good operating condition.
Be aware of all local, state, and federal laws that apply to PWCs.
Do not forget that in addition to obeying all boating laws, the PWC operator must adhere to laws specific to personal watercraft.
Steering and Stopping
must have power to steer and maintain control
allow plenty of room for stopping
just cause you released throttle or shut off engine doesnt mean you immediately stop
STAY AWARE OF TRAFFIC
Because a PWC is very maneuverable it is possible to get into trouble fast. Here are some important things to do when operating a PWC.
Do not ride too closely behind another PWC. If it turns sharply or if it stalls, you could collide with it; if the other rider falls off, you could run over him or her.
Always look behind you over both shoulders before making turns; another vessel may be too close behind you.
Be aware of all traffic in your boating area; don't focus just on the short distance ahead.
Always remember that operating a PWC has the same responsibilities as operating any other vessel.
Blind Spots are still applicable in boats and PWCs
PWC operators need to beware of passing too closely behind another vessel. The vessel will block your view of oncoming vessels, as well as the oncoming vessel's view of the PWC.
Safety Practices
laws vary from state to state
A PWC is very maneuverable and responsive to slight turns of the steering control. At high speeds, a quick turn can make the PWC unstable, causing the operator and passengers to fall off. This is why most states require that everyone on board a PWC wear a personal flotation device (life jacket).
PWC passengers should be able to hold onto the operator and keep both feet firmly on the footrests. Anyone too small to do this should not ride.
Any passenger on a PWC should be able to hold on securely to the person in front of them or to the handholds, while keeping both feet firmly on the footrests. Children who are too small to be able to do this should not ride.
A passenger on a PWC should never be seated in front of the operator.
Keep hands, feet, loose clothing, and hair away from the pump intake area. Before cleaning debris from the pump intake, be sure to shut off the engine
The jet of water exiting the steering nozzle at the rear of the PWC can cause severe internal injuries. Anyone riding on a PWC should wear a wetsuit or other clothing that provides similar protection. Also, keep everyone clear of the steering nozzle unless the PWC is shut off.
Never exceed the manufacturer's recommended capacity for your PWC.
Know your limits, and ride according to your abilities.
inspect electrical systems every time
follow sticker or decal for capsizing and reboarding
take care of noise
dont follow too closely
environmental considerations
30 in deep water minimum
avoid causing erosion
dont dock in reeds and grasses
take extra care fueling in or near water
never use pwc to disturb chase or harass wildlife
ignition safety switch
how it works
A lanyard connects the safety switch to the operator's wrist or PFD. When the lanyard is pulled from the switch, the engine shuts off.
If a PWC has an ignition safety switch, most states require the operator to attach the lanyard. However, even if attaching the lanyard is not required by law, many lives could be saved by doing so. If your powerboat or PWC does not have an ignition safety switch, you should have one installed.
Your PWC may have a self-circling feature. If the operator is thrown from the PWC, the engine idles while the PWC slowly circles so that the operator can reboard. Be sure the idle speed is set correctly.
vocab
lanyard
Short cord used for fastening something or securing rigging; on a PWC and most powerboats, it attaches the ignition safety switch to the operator's wrist or life jacket
prevents injury
reducing injury
jet stream
To avoid jet stream injuries:
Connect the ignition safety switch lanyard to the operator’s wrist or PFD. If the operator ends up in the water, shutting off the engine stops the jet stream.
Wear a wetsuit or other protective clothing that will keep the jet stream from entering your body cavities.
This is recommended for both the operator and any passengers.
Passengers could fall off the PWC into the path of the jet stream before the operator can stop the engine.
propeelor strike accident=gruesome
how to prevent propeller strikes
Turn off the engine when passengers are boarding or disembarking. Propellers should not be spinning when a passenger is in a vulnerable situation.
Prevent passengers from being thrown overboard accidentally.
Never start a boat with the engine in gear.
Never ride on a seat back, gunwale, transom, or bow.
Make sure all passengers are seated properly before getting underway. Some operators cause injuries by putting the engine in gear while people are still swimming or diving from the boat.
Assign a responsible adult to watch any children in the boat and sound the alarm if a child falls overboard.
Maintain a proper lookout for people in the water. The primary cause of propeller strike accidents is operator inattention or carelessness.
Slow down when approaching congested areas and anchorages. In congested areas, always be alert for swimmers and divers.
Learn to recognize warning buoys that mark swimming and other hazardous areas.
Keep the boat away from marked swimming and diving areas. Become familiar with the red flag with a white diagonal stripe and the blue-and-white “Alfa” flag—both signal that divers are down.
A PFD does more than keep you afloat to prevent you from drowning. It also can help a boater spot you more easily
devices that reduce strikes
Guards:Devices that provide some type of physical barrier around the propeller. These include deflection devices, full cages, ring guards, ringed props, and "Kort Nozzles."
Propulsion: Devices other than a propeller such as jet drives and pump jets.
Interlocks: Devices that automatically turn off the engine or sound an alarm. For example, a ladder interlock stops the engine or triggers an alarm when passengers use the ladder to enter or leave the water.
Sensors: Wireless sensors or other devices worn by boaters that shut off the boat's engine or trigger an alarm if the wearer falls overboard.
circle of death
Every year, serious injuries and deaths occur when boat operators let go of the steering wheel or outboard steering handle while the boat is moving. A phenomenon called steering torque forces the motor to slam to the left, causing the boat to swerve sharply to the right and throwing the victim into the water.
The boat continues to travel in a circle and returns to strike the victim in the water, inflicting massive propeller wounds—thus the term "circle of death."
The way to avoid this type of accident is to never let go of the steering wheel or handle until the boat has stopped moving. You should also use the automatic shut-off lanyard if your motor is equipped with one. Be sure that clamp-on swivel seats are tightly secured and seat backs are sturdy enough to withstand the shock of a victim being thrown against them. And finally, if you notice that it takes extra pressure to hold your boat's steering, have it professionally serviced immediately.
Nicknamed drowning machines
Not easily spotted
Creates a strong recirculating current or backroller
Sometimes called a boil
More easily spotted
Have powerhouses or spillways (or both)
Can be dangerous both below and above dam
Obey all warning signs and signals
Areas are usually off limits
Work like elevators for different water levels
Usually an attendant present
Alert attendant that you wish to go through lock
Commercial traffic has priority
Then enter lock after you have been signalled by traffic lights or by the attendant
Otherwise, stay well clear
Flashing red=stay well clear
Flashing amber=approach lock at slow speed
Flashing green=enter lock
Have fenders
Have minimum of 100 feet of rope
Pay attention to lock attendant
Avoid passing others unless directed to.
Can contact to signal lock attendant through VHF marine radio on Channel 13, but never interrupt commercial communication
Usually high enough
Drawbridges usually open and close upon boat arrival
Signal bridge operator using sound signals or VHF marine radio
Be aware of debris collecting around bridge pilings creating dangerous obstructions.
Sailboat operators should always check clearance of the boat's mast before passing under bridges. This can be very difficult to determine from the operator's position on the boat. On charted waters, the chart will indicate bridge clearance at a particular water level. Current water level and tide must be factored in to determine present clearance.
aground
Touching or stuck on the bottom
Causes special hazards
Water level can change rapidly due to tides, flooding rivers, or water released via dams.
Can cause boats to run aground.
Can also affect docking to a fixed pier
High and low tides are predictable
Occurs twice daily at approximately 6-hour intervals
Must be mindful of effect of tides on water levels and currents
Memorize tides and tide tables in you boating areas