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The Coast Guard and FCC have set channel 16 for primary
marine communications.
MAYDAY is a request for immediate assistance.
LISTEN! DO NOT TRANSMIT!! Determine if you're in a position to help. If not,
maintain radio silence. "MAYDAY" identifies an imminent, life-threatening
emergency.
PAN-PAN (pronounced pahn-pahn) is used when the safety of a boat or
person is in jeopardy. Man-overboard messages are sent with the PAN-PAN signal.
SECURITE (pronounced say-cure-e-tay) is used to pass navigation
information or weather warnings.
What Are the Different Channels Used For?
There are 104 VHF channels designated for marine service. Of this number, 54 are
designated exclusively for use in the waters of the United States. The most
common channels and their purpose are listed below:
Channel 16 (156.8 MHz) This is the most important channel on the VHF
band. THIS IS THE DISTRESS, SAFETY, AND CALLING FREQUENCY WHICH THE COAST GUARD
MONITORS CONTINUOUSLY. All vessels equipped with VHF Vessels must keep
their radios tuned to channel 16 so they can assist if an emergency is near.
Vessels may initiate contact with each other but must shift to a working
frequency to carry on a conversation (e.g., Motor vessel Albatross, this is
sailing vessel Mother Goose, AB-1234, on Channel 16, switch and answer Channel
68). Use Channel 16 for only bona fide emergencies.
Channel 22A (157.1 MHz) This channel is the primary working channel of
the Coast Guard. It is used for communications between the Coast Guard and the
maritime public, both recreational and commercial. Severe weather warnings,
hazards to navigation, and other maritime safety warnings are broadcast on
Channel 22A.
Channel 13 (156.65 MHz) This channel is the bridge to bridge or
"piloting" channel, used for communicating navigation information between ships.
Strictly used for navigational purposes by commercial, military, and
recreational vessels at locks, bridges and harbors.
Channel 6 (156.3 MHz) This channel is the ship to ship frequency used for
safety related communications. This channel is not used for ordinary operational
navigation or personal communications.
What if I Hear Someone Saying MAYDAY on Channel 16?
If you have a radio and you are under way, you are required to monitor Channel
16. MAYDAY takes precedence over all other transmissions. If you hear a MAYDAY,
remain silent and listen. Take down the information being passed. If the Coast
Guard or other rescue authority responds, maintain silence and listen, but do
not respond.
However, if there is no response, take action. Try raising the distressed vessel
over the radio. Gather more information, especially the position. Attempt to
raise the Coast Guard while traveling toward the vessel. Sometimes the Coast
Guard may not hear the distressed vessels transmissions do to poor transmission
features of the distressed vessel, but can hear another vessel near the scene;
therefore, call the Coast Guard again, just in case. If you raise them, give
them the information you have and follow their instructions. If you cannot
contact the Coast Guard, attempt to assist the other vessel to the best of your
ability without placing yourself in danger. Some conditions which may
affect the poor transmission is low battery voltage or the uses of a back up
hand held radio or broken antenna of the distressed vessel.
What If I Need Help?
If you have an imminent life threatening emergency, transmit on Channel 16:
1. MAYDAY, MAYDAY, MAYDAY!
2. This is (name of boat three times, call letters once).
3. Repeat once more, "MAYDAY", (your boat's name).
4. Now report your position (give as accurate a position as
possible).
5. Report nature of emergency.
6. Report the kind of assistance desired.
7. Report number of people on board and condition of any injured.
8. Description of the boat and seaworthiness.
Then wait for a response. If there is none, repeat the message.
Submitted by: Jerry Donofrio Sr. Chairman - Boater Voter
Coalition, Inc.
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The following safety articles submitted by Art Murray
(U.S. Coast Guard Auxiliary) Chairman, CBYCA Safety Committee
ANCHORING
Every
boat should be equipped with an anchor and anchor line of
the proper size and type for the size of the boat. This
gear should be kept in good condition and properly stowed
on board. The anchor should be readily accessible
so that it can be deployed quickly if the engine should
fail and the wind or current is setting the boat on to
the shore. Whenever there is a need or desire to
anchor the boat, it should not be necessary to dig the
anchor out from under a lot of other gear. After
each use the anchor line (sometimes referred to as an
anchor rode) should be examined for any damage and stowed
away dry. Line made of natural fiber will rot if
stowed away wet and line of synthetic fiber will not rot,
but it will usually develop an unpleasant odor.
Dropping the anchor is a simple operation, but there are
a few things to consider when doing so. When
approaching an anchorage, the skipper should check the
water depth in the area, the tide, and the proximity of
other vessels. The normal procedure is to slowly
approach the spot where you want to anchor, take the way
off, and then lower the anchor by hand, if feasible. When
it touches the bottom you will have a good verification
of the depth of the water. Then back down slowly
letting out enough anchor line to equal seven to ten time
the water's depth. When the anchor is set, take
some bearings and check them periodically to be sure the
anchor is not dragging. It can be embarrassing to find
your anchored vessel lying on its side because it drifted
over a shallow spot when the tide ran out. It can
be equally embarrassing to have your vessel swing into
another anchored vessel because swinging room and changes
in wind or current direction were not considered.
Retrieving an anchor is also a simple operation.
The normal procedure is to haul in the anchor line by
hand or with the winch. If the anchor is difficult
to break out of the bottom, just take a few turns of the
anchor line on the cleat and come ahead slowly with the
engine. This will usually break the anchor free
with little strain on the crew.
Except in the most unusual circumstances, never anchor by
the stern. Putting the anchor line out over the stern of
a boat is foolhardy and dangerous. Boats are
designed to head into the seas bow first. The
freeboard is usually greater at the bow and less at the
stern. If you anchor line leads off the stern tow
things are likely to happen if the wind or current
becomes strong. The tension on the anchor line will
put the stern down reducing the free board, and water
will come over the transom swamping the boat. It
will not be possible to back down with the engine to take
the strain off the anchor line because doing do would
result in the anchor line fouling the propeller. A
number of boats have come to grief by putting an anchor
line off the stern. |
THAT
DIAMOND SHAPE
Most
boaters know, or they soon learn, the significance of red
and green aids to navigation. When proceeding upstream or
toward the head of a waterway, red aids to navigation are
kept on the right hand and green on the left (Red Right
Returning). These red and greed aids or markers indicate
the boundaries of safe water or the navigation channels.
There is, however, another type of marker which is
usually white in color with a contrasting dark border and
is diamond in shape. This marker indicates some type of
danger, a reef, shoal, submerged rock, submerged wreck,
or similar obstruction. The word "DANGER" may
be printed inside the diamond. It tells the boater to
steer clear of the area around it. If there is a cross
inside the diamond, it indicates an exclusion zone. A
boat must not enter an area whose boundaries are
identified by these markers. For example, an area which
has been set aside for swimming.
The diamond shape may be attached to a pole, a dolphin,
or a similar fixed structure. It could also be displayed
on a bouy. Some of the orange banded white State bouys
are often placed over new wrecks or obstructions. No
mater how the diamond shape is displayed, the prudent
boater should be alert to the danger or exclusion it
represents and to navigate with caution when near them. |
DISTRESS
SIGNALS
Suppose
you are out on the open water in your boat and a distress
situation
develops. A fire or explosion occurs threatening the loss
of life or vessel
or both. Your boat's hull is broached by contact with a
submerged rock or
floating obstruction and uncontrollable flooding begins.
One of your crew or guests has a severe accident or
develops a medical problem that puts his life at risk.
You need immediate assistance to avoid a disaster. Would
you know what signals to make to summon help? Navigation
Rule 37 (Inland and International) specifies the signals
to be made to indicate that you are in distress and in
need of assistance. Engine failure, running out of fuel,
water, or beer is not usually considered a distress
situation. The International Rules specify fifteen
signals, and the Inland Rules specify sixteen signals
that may be used to indicate that a vessel is in
distress. Unfortunately many boaters are not familiar
with Rule 37 and would not recognize or know how to apply
the various distress signals described therein. The
following are the distress signals specified in Rule 37
Annex IV:
a. a gun or other explosive signal fired at intervals of
about a minute;
b. a continuous sounding with any fog-signaling
apparatus;
c. rockets or shells, throwing red stars fired one at a
time at short intervals;
d. signal made by radiotelegraphy or by any other
signaling method consisting of the group ...---..., (SOS)
in Morse Code;
e. a signal sent by radiotelegraphy consisting of the
spoken word "MAYDAY";
f. the International Code Signal of distress indicated by
N.C.;
g. a signal consisting of a square flag having above or
below it a ball or
anything resembling a ball;
h. flames on the vessel (as from a burning tar barrel,
oil barrel, etc.);
I. a rocket parachute flare or a hand flare showing a red
light;
j. a smoke signal giving off orange-colored smoke;
k. slowly and repeatedly raising and lowering arms
outstretched to each side;
l. the radiotelegraph alarm signal;
m. the radiotelephone alarm signal;
n. signals transmitted by emergency position-indicating
radio beacons;
o. approved signals transmitted by radiocommunication
systems, (international) including survival craft radar
transponders;
p. (Inland only) a high intensity white light flashing at
regular intervals from 50 to 70 times per minute.
Obviously not all of these distress signals are suitable
for the average small recreational vessel. Depending on
the size and configuration of the vessel, there should be
the equipment or the ability to use one or more of these
distress signals on board.
A prudent skipper will consider the various problems he
may encounter on a
cruise and have emergency procedures worked out in his
mind before he casts
off his lines. He will also be sure he has the
appropriate emergency and distress equipment on board and
that it is in good working condition. It is also a good
idea to instruct the crew and guests as to what action to
take in the event the skipper is injured or otherwise
incapacitated. They should know where the emergency and
distress equipment is located an how to use it. How to
use the VHF radio is especially important. It is also
important to keep them informed about the boat's
position. Any vessel responding to a distress call has to
know where the vessel in distress is located. |
VISUAL
DISTRESS SIGNALS
"All
vessels, used on coastal water, the Great Lakes,
territorial seas, and
those waters connected directly to them, up to a point
where a body of water
is less than two miles wide, must be equipped with U.S.
C.G. Approved visual
distress signals. Vessels owned in the United
States operating on the high
seas must be equipped with U.S.C.G. Approved visual
distress signals." This
quotation is taken from the U.S. Coast Guard publication,
Federal Requirements and Safety Tips for Recreational
Boats. Distress signals fall into two
categories, day signals and night signals.
Recreational boats less than 16 feet in length, open
sailboats less than 26 feet in length, not equipped with
propulsion machinery, manually propelled boats, and boats
participating in organized events such as races,
regattas, or marine parades are not required to carry day
signals. However, they must carry night signals if
they are operating from sunset to sunrise.
Pyrotechnic visual distress signals include hand held or
aerial pyrotechnic red flares, hand held or floating
orange smoke devices, and launchers for aerial red
meteors or parachute flares. Non pyrotechnic visual
distress signals include the orange distress flag and the
electric distress light. The distress flag must be at
least 3 feet by 3 feet with a black ball and square on an
orange background. This is a day signal only.
The electric distress light is a night signal only and
must be able to automatically flash the international
distress code signal SOS (ooo --- ooo). A high
intensity white light flashing from 50 to 70 times per
minute is considered a distress signal under the Inland
Navigation Rules. Rule 37 of the Inland and
International Navigation Rules specifies the light and
sound distress signals.
If pyrotechnic devices are chosen for distress signals a
minimum of three each for night signaling an day
signaling must be carried on the vessel. Some pyrotechnic
devices meet both day and night requirements. These
devices must be marked with a date showing their service
life. Distress signals may be carried in various
combinations. For example, combinations of
three hand held day/night red flares, or one hand held
day/night red flare and two day/night red parachute
flares, or one electric distress light for night and
three hand held or floating orange smoke devices for day
time would meet the requirements. Please remember
that Federal Regulations prohibit the display of visual
distress signals on the water under any circumstance
except when assistance is required to prevent immediate
or potential danger to persons on board a vessel. |
THE
STABILITY OF A VESSEL
The
stability of a vessel should always be a prime concern to
any skipper.
Most recreational vessels are designed with a reasonably
adequate and safe
initial stability. However, the addition of weight in the
form of people,
equipment, stores, fuel, and water may reduce or
adversely affect stability.
This is often demonstrated when a small boat is
improperly loaded and
subsequently capsizes. Generally when weight is added to
the upper decks or
high above the hull, the center of gravity (center of
weight) of the vessel
is raised and the righting moment or stability of the
vessel is reduced. If
the center of gravity is very low in the hull, the vessel
will be much more
stable. It could even be too stable. A vessel with a very
low center of
gravity and no appreciable keel will tend to snap roll in
a seaway, and that
can be extremely uncomfortable. When a significant weight
is moved to one
side or the other of a vessel it will cause the vessel to
list to that side.
This list will remain until the weight is moved to the
centerline or another
weight is added to the opposite side to compensate for
it. If a list is
allowed to go too far, the vessel will probably swamp and
sink.
Liquids with large surface areas within the hull of a
vessel can have a
significant affect on the vessel's stability. This is
termed the free
surface effect. Water collecting in large unobstructed
areas of the bilge,
fuel or water in large partially filled transverse tanks,
and water trapped
on decks by obstructed scuppers can create potentially
dangerous free
surface liquids. When the vessel rolls in a seaway, these
free surface
liquids will flow to the low side of the vessel.
Naturally the center of
gravity of these liquids will shift with them and they
can represent
substantial weight. There is also a dynamic force
associated with the
movement of such liquids. If their weight is large, they
can cause the
vessel to list severely and in extreme cases even roll
over. Such a
situation can occur when a vessel is caught in a storm
and has large areas
of water in the bilge, half full fuel tanks, and is
shipping seawater over
the decks faster than the scuppers and freeing ports can
clear it.
Maintaining a vessel's stability is not difficult if the
owner or skipper
takes proper action. Whenever possible, one should avoid
placing heavy
weights high up in a vessel. Heavy equipment items and
stores should be
secured or tied down so that they cannot shift if the
vessel rolls. Baffle
plates can be installed in transverse fuel and water
tanks and in the bilges
to break up the amount of free surface available to
liquids. A tank that is
completely full or totally empty will not have any free
surface. Keeping
scuppers and freeing ports clear of debris will help free
the decks of any
seawater or heavy rain that comes aboard. The time to
take these
precautions is before the vessel is taken out on the
water. When a vessel
is rolling and pitching in rough seas, securing heavy
weights and cleaning
debris from the decks will usually be difficult and
dangerous.
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STAY CLEAR
OF COMMERCIAL TRAFFIC
There
is considerable commercial traffic on the waters of the
Chesapeake Bay
and the Delaware Estuary. This consists of large merchant
ships and tug boats towing or pushing a variety of
barges. To the small boat operator this traffic should be
recognized as a potential danger and something to be
avoided. Because of the constraint of their draft, most
commercial vessels have to stay in the channels, and
these channels are clearly shown on the charts. Even a
small boat operator with the most rudimentary knowledge
of navigation can easily determine where to steer his
boat to keep clear of the ship channels and avoid an
encounter of the worst kind.
Merchant ships have to be making way, moving through the
water, in order to
maintain steerage. Water must be flowing past their
rudders in order for them to steer and control their
direction. Their speed when making way in the ship
channels can range between ten and twenty knots. At those
speeds a merchant ship will advance one or more miles
before it can stop, even when the engines are put in
reverse. Tug boats have the same problem. Even if the tug
boat were able to stop, there are no brakes on the barges
it is towing. If the tug boat is pushing ahead or towing
alongside, it will still require a considerable distance
to come to a full stop.
If a small boat operator is in a ship channel and sees a
merchant vessel approaching from a distance of five
miles, he should take action to get out of the channel as
quickly as possible. A merchant vessel traveling at ten
knots would be upon him in thirty minutes. One traveling
at twenty knots would be at his position in only fifteen
minutes. If the small boat happens to be a sailboat and
there is no wind, the skipper had better get his engine
going. If he is broken down in the ship channel, he
should communicate this on channel 13 on his VHF radio to
the approaching ship as soon as he can. The approaching
ship will be alerted to take whatever action is possible
to avoid a collision. However, a prudent small boat
operator will avoid getting into such a situation. He
will avoid running in the commercial ship channels, and
if he has to cross such a channel, he will do so as
quickly and directly as possible.
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RADIO ENTERTAINMENT
Quite
often when we are out on the water for a day of fun and
leisure, we
take our portable radio along for entertainment.
Music, sportscasts, or
news programs can add to the enjoyment of cruising along
or just drifting
with the current. For convenience the portable
radio is often propped up on
the binnacle or the instrument dash board. The
pleasure derived from the
portable radio in such a location is also accompanied
with an added risk.
The radio's speaker has a very strong magnet, and this
magnet can induce a
very large deviation in the boat's magnetic
compass. The closer the
portable radio is to the compass, the greater the
magnetic influence will be.
As long as the weather is good and the visibility is
clear, the influence of
the portable radio on the magnetic compass will be of
little consequence.
However, the weather over our waters can change for the
worse in a very
short time. Thunderstorms followed with heavy rain
and very poor visibility
are quite common especially in the Summer months.
When small boats are
caught out on the water by one of these storms, they
usually set a course
for their homeport or the nearest sheltered area.
Unless they are equipped
with RADAR, a GPS Plotter or some other electronic
navigation equipment,
they have to rely on their magnetic compass to guide them
to a safe haven.
If a portable radio has induced a large deviation in the
magnetic compass,
their ability to find that safe haven is greatly reduced.
Two such occurrences have come to this writer's
attention, and no doubt
there are several more. In both these cases the
visibility was greatly
reduced and the boat's operator had to rely on the
magnetic compass to steer
a course to a safe harbor. A portable radio had
caused a large deviation in
the magnetic compass on each of the boats. However,
good luck prevailed
with both of these boats. Although they were way
off their intended
courses, the operators were able to realize there was a
problem before the
boats came to grief. The operators learned a
valuable lesson about the need
to be careful about placing items like portable radios
too close to the
magnetic compass on their boats. |
AN EPIRB INCIDENT
This is a true sea
story repeated here to show the importance of carrying an
EPIRB and the diligence of the United States Coast Guard
in protecting those who venture out in the high seas, no
matter how far away. It begins with a small deck
freighter on route from Louisiana to Nicaragua. At
the time of the incident the freighter was running South
through the Yucatan Straits. As is customary, the bridge
watch was monitoring channel 16 on the VHF radio in the
wheelhouse. Just before noon a call came over
the VHF radio, AAttention all vessels, this is Coast
Guard flight #4041; all vessels hearing this call please
respond.@ The Mate on watch responded to the call
immediately, AThis is the motor vessel Morning Star
calling Coast Guard flight A:4041, over.@
The Coast Guard aircraft came back on the radio, AMorning
Star what is your
position? The Mate quickly got the vessel=s
position from the LORAN set and communicated it to the
Coast Guard aircraft. The Coast Guard aircraft
radioed back, AMorning Star, we have an ELT (Emergency
Location Transmitter) signal near your position; please
stand by to render assistance as soon as we locate the
vessel in distress.@ The Mate responded that the
Morning Star was standing by and would render
assistance. The Captain came into the wheelhouse
and wanted to know what was going on with the Coast
Guard. The Mate explained what the radio
communications were all about and the Captain hurriedly
left the wheelhouse. He returned a few minutes
later and said to the Mate, ACall that Coast Guard
aircraft and tell them they are searching for us!@
One of the crew, and ordinary seaman, had been painting
the lifeboat davit. He had unwittingly removed the EPIRB
from its rack on the davit and placed it upright on the
deck earlier that morning, thereby activating it.
With great embarrassment, the Mate radioed to the Coast
aircraft and with profuse apologies informed them that
they were searching for his vessel. The pilots were
very gracious and said it was a nice day for a flight as
they circled around the MV Morning Star in their twin
engine Vulcan aircraft. They had flown six hundred
miles from southern Florida in response to what the Coast
Guard thought was a vessel in distress. What you
should give serious consideration to from this story is,
if ever you decide to leave the relatively sheltered
waters of the Chesapeake Bay or the Delaware Bay and
venture out on to the open ocean, be sure your vessel is
equipped with an EPIRB. If you are so equipped and
your vessel comes to grief, is severely damaged or sinks
and the EPIRB is activated, the Coast Guard will initiate
asearch and rescue operation even though you may be far
off shore.
Note: EPIRB is an acronym for Emergency Position
Indicating Radiobeacon. This is an electronic device that
is carried in a rack where it can float free if the
vessel sinks. When it floats free it begins to
transmit a radio signal which is picked up by a satellite
which in turn alerts the Coast Guard and gives the
position of the EPIRB. |
SPRING SAFETY CHECKLIST
As
we drift into the last few weeks of the Winter, many of
us turn our attention to getting our boats ready for the
start of the boating season. This usually includes taking
removable items made of teak or other exotic wood to our
home workshop for refinishing and cleaning, and checking
electric and electronic equipment and replacing damaged
or deteriorated hardware. However, we often
overlook the condition of our most important
equipment. That is our emergency equipment.
The personal flotation devices (life jackets) should be
carefully examined and replaced if there is any sign of
damage or deterioration. Distress signals, flares -
hand held or pistol fired, should be examined for
condition and expiration date. Fire extinguishers
both portable and installed should be checked. Hand
held lights and horns should be tested to assure they are
working properly. Any dewatering device, bilge
pump, or portable pump should also be tested.
Other items that should be examined include the thru-hull
hardware below the boat's waterline. Hoses attached
to them should be in good condition and
double clamped. Fuel lines for boats with
permanently installed internal fuel tanks should be
carefully checked for damage or deterioration. This
is especially important where gasoline is the fuel.
A leak in such a fuel line could be disastrous.
Bear in mind that one ounce of gasoline vaporized has the
explosive force of two sticks of dynamite. Even a
fuel line that leaks diesel oil represents a serious fire
hazard. Fuel tanks, especially those made of steel
can develop pinholes that will leak fuel.
Electrical wiring should be examined to make sure the
connectors are sound and that the insulation is in good
condition. Navigation lights should be checked to
be sure that they are working properly.
When your preparations for the start of the boating
season are complete and you are sure that you are ready,
there is one more thing you should do. Before you take
off on that first cruise, contact your local Coast Guard
Auxiliary and arrange for a safety examination.
Their highly trained examiner may find something that you
missed. If the examiner finds nothing wrong, you
will have the assurance that our boat meets the safety
requirements of the Coast Guard and a decal signifying
this will be placed on your boat. This service is
free of charge and is well worth the expense of the
small amount of time it take to have your boat examined. |
YOUR ROLE IN SAFETY
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